N3796C
Registered owner: PRO AIRE CARGO & CONSULTING INC, WI (owner ≠ operator)
Operators of this aircraft
Who operated this tail, and how firmly we know it.
| Operator | Role | Period | Basis |
|---|---|---|---|
| BUSINESS AVIATION COURIER, INC. (DUFA) | Certificate holder | — | Matched by certificate designator |
Accident & incident history
No NTSB accidents or incidents on file for this aircraft.
Maintenance disclosures
WHILE IN CRUISE FLIGHT, THE PILOT REPORTED THE LT ENG SUDDENLY LOST FUEL FLOW AND RPM. HE ATTEMPTED TO RESTART THE ENGINE SELECTING OTHER FUEL SOURCES WITHOUT SUCCESS. HE THEN FEATHERED THE PROPELLER AND PROCEEDED TO THE NEAREST SUITABLE AIRPORT WHERE HE MADE AN UNEVENTFUL LANDING. UPON ARRIVAL, MX WAS NOTIFIED AND A MECHANIC DISPATCHED TO INVESTIGATE THE POSSIBLE CAUSE. WHEN THE ENG COWLING WAS REMOVED IT WAS DISCOVERED THAT THE NR 5 CONNECTING ROD HAD FAILED AND PUNCTURED A HOLE IN THE TOP OF THE ENG CASE. THE DIPSTICK WAS PULLED AND FOUND TO STILL HAVE TEN QUARTS OF OIL REMAINING. NO DEFINITE CAUSE OF THE ROD FAILURE IS KNOWN AT THIS TIME.
WHILE IN CRUISE FLIGHT THE PILOT NOTICED OIL STREAMING FROM THE TOP OF THE LT ENGINE COWL. THE OIL PRESSURE WAS STILL IN THE NORMAL OPERATING RANGE AND THE ENGINE APPEARED TO BE OPERATING NORMALLY. AS A PRECAUTION, THE LT ENGINE WAS SHUTDOWN AND SECURED. THE PILOT DEVIATED TO THE NEAREST AIRPORT WHERE HE MADE AN UNEVENTFUL LANDING. UPON INVESTIGATION BY MAINTENANCE, IT WAS DISCOVERED THAT THE WET SYSTEM VACUUM PUMP DRIVE HAD SHEARED AND CAUSED THE GARLOCK SEAL TO DISINTEGRATE, ALLOWING OIL TO SEEP PAST.
WHILE IN CRUISE FLIGHT, THE PILOT NOTICED OIL STREAMING FROM THE TOP OF THE LT ENGINE COWL. THE OIL PRESSURE WAS STILL IN THE NORMAL OPERATING RANGE AND THE ENGINE APPEARED TO BE OPERATING NORMALLY. AS A PRECAUTION, THE LT ENGINE WAS SHUTDOWN AND SECURED. THE PILOT DEVIATED TO THE NEAREST AIRPORT WHERE HE MADE AN UNEVENTFUL LANDING. UPON INVESTIGATION BY MAINTENANCE, IT WAS DISCOVERED THAT THE WET SYSTEM VACUUM PUMP DRIVE HAD SHEARED AND CAUSED THE GARLOCK SEAL TO DISINTEGRATE, ALLOWING OIL TO SEEP PAST IT.
WHILE IN CRUISE FLIGHT, THE RT ENGINE BEGAN TO LOSE RPM. THE PILOT PUSHED THE PROPELLER CONTROL LEVER ALL THE WAY FORWARD TO MAX RPM WITH NO CHANGE. THE PILOT DESCENDED AND MADE AN UNEVENTFUL LANDING. THE RT ENGINE QUIT ON ROLL OUT AND THE RT PROPELLER WENT INTO FEATHER. THE PROPELLER GOVERNOR WAS REMOVED AND APPEARED TO HAVE AN INTERNAL FAILURE. A SERVICEABLE GOVERNOR WAS INSTALLED AND OPS CHECKED OK.
WHILE IN CRUISE FLIGHT, THE RT ENGINE BEGAN TO LOSE RPM. THE PILOT PUSHED THE PROPELLER CONTROL LEVER ALL THE WAY FORWARD TO MAX RPM WITH NO CHANGE. THE PILOT DESCENDED AND MADE AN UNEVENTFUL LANDING. THE RT ENGINE QUIT ON ROLL OUT AND THE RT PROPELLER WENT INTO FEATHER. THE PROPELLER GOVERNOR WAS REMOVED AND APPEARED TO HAVE AN INTERNAL FAILURE. A SERVICABLE GOVERNOR WAS INSTALLED AND OPS CHECKED OK.
UPON LANDING, DURING ROLL OUT, THE RT MLG COLLAPSED. THE PILOT WAS INTERVIEWED AND STATED THAT HE HAD ALL THREE GREEN DOWN AND LOCKED INDICATION. UPON INVESTIGATION OF THE LANDING GEAR, ALL DAMAGE WAS LIMITED TO THE RETRACTION/EXTENSION LINKAGE, SPECIFICALLY THE SIDE BRACE BELLCRANK AND WHERE IT ATTACHES TO THE UPPER TRUNNION. NO EVIDENCE OF SIDE LOADING COULD BE FOUND. SINCE THE PILOT STATED THAT HE HAD GEAR SAFE INDICATION, NO CAUSE CAN BE DETERMINED FOR THE GEAR TO UNLOCK AND COLLAPSE.