N522AC
Operators of this aircraft
Who operated this tail, and how firmly we know it.
| Operator | Role | Period | Basis |
|---|---|---|---|
| SCOTT AVIATION, LLC (K95A) | Certificate holder | — | Matched by certificate designator |
Accident & incident history
No NTSB accidents or incidents on file for this aircraft.
Maintenance disclosures
SHORTLY AFTER OUR INITIAL DESCENT FROM CRUISE ALTITUDE, DESCENDING THROUGH ABOUT 37,000 FEET, WE EXPERIENCED A LOUD, HIGH FREQUENCY VIBRATION. WHILE ADJUSTING THRUST IN ORDER TO DETERMINE THE CAUSE OF THE VIBRATION, WE NOTICED INCREASING ITT ON THE RIGHT ENGINE. PASSENGERS WERE INFORMED WE WERE DEALING WITH A MECHANICAL ISSUE AND INSTRUCTED TO RETURN TO THEIR SEATS, (LEAD PAX WAS IN THE GALLEY), SECURE THEIR SEATBELTS AND REMAIN THERE. RT ENGINE VIB MESSAGE ILLUMINATED AS WE WERE ALREADY WORKING THROUGH THE ENGINE VIBRATION CHECKLIST, AND ITT STABILIZED WITH THE RIGHT ENGINE AT IDLE, BUT REMAINED ABNORMALLY HIGH. HIGH FREQUENCY VIBRATION CONTINUED. WE ELECTED TO SHUTDOWN THE RIGHT ENGINE, DECLARED AN EMERGENCY, AND WERE GIVEN DIRECT DESTINATION (KAPA). VIBRATION INSTANTLY STOPPED WITH THE RIGHT ENGINE SECURED. WHILE CONTINUING TO DESCEND TOWARD OUR DESTINATION AND WORKING THROUGH THE ENGINE SHUTDOWN INFLIGHT CHECKLIST, THE VIBRATION RESUMED. UNCERTAIN OF WHAT WAS CAUSING THE VIBRATION WITH THE DAMAGED ENGINE SECURED, WE ELECTED TO DIVERT TO THE NEAREST SUITABLE AIRPORT INSTEAD OF CONTINUING ON TO OUR ORIGINAL DESTINATION. UPON INSPECTION OF THE ENGINE, FOUND THE NUMBER 4 BEARING SEIZED WHICH DAMAGED THE HP SHAFT ALONG WITH THE MAJORITY OF THE AFT ROTATING COMPONENTS.
FOUND PORTABLE O2 MASK TO BE THE INCORRECT TYPE. EVEN THOUGH CUSTOMER BULLETIN 213 DID NOT LIST THIS ACFT IN THE EFFECTIVITY SECTION, AN INSP REVEALED THE WRONG MASK ANYWAY. ANOTHER BAD MASK WAS FOUND ON ANOTHER ACFT IN THE FLEET ALSO NOT LISTED IN THE BULLETIN. RECOMMEND ALL THESE OPERATORS CHECK THEIR PORTABLE O2 MASK FOR CORRECT PN IAW CB213.
(AMCR) DURING POSTFLIGHT INSPECTION, MX FOUND A BULGE ON THE LT NOSE TIRE. THE BULGE WAS ABOUT 1 INCH DIAMETER AND EXTENDED OUT .2500 INCH. THE BULGE WAS LOCATED ON THE SIDEWALL JUST BELOW THE TREAD CAP.
CREW NOTED A WHISTLE FROM BAGGAGE DOOR AREA. MAINTENANCE FOUND THE BAGGAGE DOOR SEAL TORN IN THE 12 O'CLOCK POSITION. IT APPEARS THAT THE TOP BAYONET LATCH PLATE ON THE FUSELAGE HAD EXCESS SEALANT ON THE IB SIDE, CAUSING THE DOOR SEAL TO RUB HARD AGAINST IT DURING DOOR CLOSING. DOOR SEAL REPLACED AND EXCESS SEALANT REMOVED FROM BAYONET PLATE. OTHER AIRCRAFT IN FLEET WERE INSPECTED AND NO EXCESS SEALANT WAS FOUND ON THOSE PLATES.
DURING CLIMB, CREW COULD NOT ENGAGE AUTOPILOT. DURING HAND FLYING, CREW GOT SEVERAL UNCOMMANDED GO-AROUND COMMANDS IN WHICH COMMAND BARS WOULD POP-UP AND THROTTLES WOULD ADVANCE TO FULL POWER. MX FOUND THE BODY OF GO-AROUND SWITCH HAD SEPARATED WHICH CAUSED SWITCH TO RECESS A BIT INTO THE YOKE. BECAUSE SWITCH POSTS DID NOT HAVE HEAT SHRINK ON THEM, THEY WERE SHORTING OUT CAUSING THE UNCOMMANDED GO-AROUND SCENERIO. MX ENSURED SHRINK TUBE WAS INSTALLED ON NEW SWITCH.
DURING BASIC INSPECTION, TECHNICIAN FOUND THE COCKPIT FIRE EXTINGUISHER PRESSURE GAUGE TO BE READING AT VERY BOTTOM OF GREEN RANGE. FURTHER INSPECTION REVEALED THE GAUGE TO BE LOOSE, AND SLIGHTLY TWISTING GAUGE CAUSED THE BOTTLE TO LEAK.