N350JB
Registered owner: BANK OF UTAH TRUSTEE, UT (owner ≠ operator)
Operators of this aircraft
Who operated this tail, and how firmly we know it.
| Operator | Role | Period | Basis |
|---|---|---|---|
| MAYO AVIATION LLC (CIEA) | Certificate holder | — | Matched by certificate designator |
Accident & incident history
No NTSB accidents or incidents on file for this aircraft.
Maintenance disclosures
DURING CRUISE AT FLIGHT LEVEL 240, LT GEN TIE OPEN ANNUNCIATOR ILLUMINATED AND WOULD NOT RESET. RETURNED TO DEPARTURE AND LANDED WITHOUT INCIDENT. MX PERFORMED ENGINES RUNS AND DUPLICATED ISSUE. GENERATOR TEST GOOD. FURTHER TROUBLESHOOTING REVEALED POSSIBLE LT BUS TIE RELAY (A253K1) STICKING. BENCHED CHECK RELAY WITH NO DEFECTS NOTED. WHILE TROUBLESHOOT, MOVED THE WIRE HARNESS AND FOUND THE BUS TIE WOULD DROP OFF LINE WHEN MOVING WIRES ON THE BACK SIDE OF CONNECTOR PLUG P473 TO RELAY. REMOVE MALE AND FEMALE PIN AND CONNECTOR (WIRE AND PIN NR 7) AND FOUND THE CONNECTOR WORN, RESULTING THE PIN AND CONNECTOR NOT MAKING GOOD CONTACT. CRIMPED THE FEMALE PIN A LITTLE MORE TO MAKE POSITIVE CONTACT ON THE PIN. RECONNECTED PINS (MALE AND FEMALE) IN THEIR ASSOCIATED CONNECTOR PLUG AS REQUIRED. RECONNECTED CONNECTOR PLUG P473 AS REQUIRED. OPS CHECK OF LT BUS TIE CHECKED GOOD WITH NO DEFECTS, EVEN WHEN APPLYING PRESSURE AND MOVING WIRES ON CONNECTOR PLUG. ALL WORK PERFORMED IAW MFG MX AND WIRING DIAGRAMS CHAPTER 24-61-01. ACFT COMPONENTS AND PANEL REINSTALLED AS REQUIRED AND RETURNED TO SERVICE WITH NO FURTHER DEFECTS.
LOUD NOISE HEARD FROM AREA OF RIGHT FUSELAGE MID-CABIN. DEBRIEFED CREW, CREW INFORMED POPPED SOUND CAME FROM EMERGENCY AREA DOOR OF RIGHT SIDE. REMOVED RIGHT EMERGENCY EXIT DOOR AND INSPECTED IN ACCORDANCE WITH HAWKER BEECHCRAFT KING AIR B300 MAINTENANCE MANUAL CHAPTER 52-20-00. WORK WAS PREVIOUSLY DONE ON WORK ORDER 2284,ITEM 1.1 WHICH REQUIRED REMOVAL AND RE-INSTALLATION OF RIGHT CABIN EMERGENCY EXIT DOOR. SERVICED/LUBE EMERGENCY EXIT DOOR IN ACCORDANCE WITH HAWKER BEECHCRAFT KING AIR B300 MAINTENANCE MANUAL CHAPTER 12-20-00 AND REINSTALLED RIGHT EMERGENCY EXIT DOOR AS REQUIRED. PERFORMED GROUND ENGINE RUNS AND PRESSURIZED THE AIRCRAFT TO SEA LEVEL NO DEFECTS, LEAKS, NOISE OR ANOMALIES WERE PRESENT IN ACCORDANCE WITH HAWKER BEECHCRAFT KING AIR B300 MAINTENANCE MANUAL CHAPTER 21-30-00. PERFORMED DETAIL WALK AROUND OF THE ENTIRE AIRCRAFT WITH NO DEFECTS NOTED, ALSO REVIEWED HAWKER BEECHCRAFT KING AIR B300 MAINTENANCE MANUAL CHAPTER 5 FOR ANY "SPECIAL INSPECTIONS" OR UNSCHEDULED MAINTENANCE CHECKS IN CHAPTER 5-55-00 REQUIRED, NONE WERE FOUND PERTINENT TO THIS ISSUE.
DURING TAKEOFF THE PILOT NOTICED THAT IT WAS NECESSARY TO PUT APPROX 4 DEGREES OF RT RUDDER TRIM IN ORDER TO HAVE THE AIRPLANE FLY STRAIGHT DURING TAKEOFF WITH MINIMAL APPLICATION OF RUDDER. THE PILOT THEN NOTICED AFTER LANDING THAT WHEN THE RUDDER TRIM WAS INDICATING 4 DEGREES OF RT RUDDER TRIM, THE RUDDER TRIM APPEARED TO BE IN THE NEUTRAL POSITION. THE PILOT REQUESTED THAT MAINT CHECK AND VERIFY THE RUDDER TRIM WAS RIGGED PROPERLY. MAINTENANCE VERIFIED THAT THE RUDDER TRIM TRAVEL WAS PROPER FOR BOTH THE LT AND RT DEFLECTION, BUT NOTICED THAT THE INDICATOR WAS SHOWING AN INCORRECT VALUE. FURTHER TROUBLESHOOTING RESULTED IN FINDING THE SHAFT THAT INTERFACES WITH THE TRIM INDICATOR HAD BROKEN. DUE TO THE FRICTION OF THE BROKEN SHAFT IT DID ALLOW THE INDICATION TO MOVE, BUT AND DISPLACED ITSELF ENOUGH TO PROVIDE AN INCORRECT VALUE. THE SHAFT WAS REPLACED WITH A NEW UNIT AND THE SYSTEM RIGGING WAS CHECKED AND FOUND TO WORK PROPER WITH THE NEW SHAFT INSTALLED. NOTE: FAILURE TO PROVIDE A PROPER INDICATION COULD RESULT IN TOO MUCH RUDDER TRIM BEING IN PLACE DURING TAKEOFF. IF THIS IN COMBINATION WITH AN ENGINE FAILURE COULD RESULT IN A VARY SERIOUS SITUATION FOR THE PILOT TO MAINTAIN CONTROL OF THE AIRCRAFT DURING SINGLE ENGINE OPERATION.