N59
Operators of this aircraft
Who operated this tail, and how firmly we know it.
| Operator | Role | Period | Basis |
|---|---|---|---|
| Flight Program Operations (RU3A) | Certificate holder | — | Matched by certificate designator |
Accident & incident history
Maintenance disclosures
Service Difficulty Reports filed with the FAA for this airframe. Filing is largely voluntary — the number of reports is not a measure of reliability. To verify a report, search its control number at the FAA SDRS site.
12 reports on file, 2011-09-27 – 2021-10-29.
Part: HYDRAULIC SYSTEM — LEAKING · airframe 10,624 hrs · 4,899 cycles
ON APPROACH RWY25 KNUW ON FINAL FLAPS 20 AND GEAR DOWN WAS CALLED FOR. AS GEAR WAS IN TRANSIT OBSERVED EACH HYDR PRESS LIGHT ILLUMINATE ALTERNATELY APPROXIMATELY 3 TIMES THEN BOTH LIGHTS ILLUMINATED STEADY. GEAR INDICATOR SHOWED 3 GREEN. CLIMBED OUT OF PAR LOW APPROACH. DECLARED EMERGENCY WITH KUW TO RELAY TO SEA TRACON. LANDED IFR AT SEA. UPON LANDING NORMAL BRAKING WAS NOT AVAILABLE, SPOILERS DID NOT EXTEND. EMERGENCY BRAKE HANDLE WAS DEPLOYED AND AIRCRAFT STOPPED IN 9900 FT. TIRES DID NOT BLOW AND WE WERE ABLE TO EXIT RWY 34R AT TAXIWAY H UNDER SHIPS POWER. SHUT DOWN AIRCRAFT AND EVACUATED. HYDRAULIC FLUID WAS POURING OUT OF THE BELLY OF THE AIRCRAFT BETWEEN THE TWO MAIN GEARS.
Part: UNKNOWN — ODOR (CABIN) · airframe 9,758 hrs · 4,472 cycles
ONCE AIRBORNE A HEAVY ELECTRICAL SMELL WAS NOTICED.
Part: WARNING LIGHT — NO INDICATION (MLG) · airframe 9,736 hrs · 4,461 cycles
LEFT LANDING GEAR WOULD NOT WOULD NOT ILLUMINATE. NO RED UNSAFE LIGHT. HOWEVER A LOW APPROACH WITH THE TOWER AND FIRE DEPARTMENT WATCHING CONFIRMED THE LEFT MAIN LANDING GEAR MAY NOT BE DOWN AND LOCKED. AFTER ADDITIONAL MANEUVERING DID FINALLY OBTAIN ALL 3 GREEN LIGHTS. TOWER CONFIRMED.
Part: CONNECTOR — LOOSE (OIL SYSTEM) · airframe 9,435 hrs · 4,329 cycles
PILOTS NOTICED A SIGNIFICANT SPIKE IN LEFT ENGINE OIL PRESSURE. OIL PRESSURE WOULD FLUCTUATE WELL PAST RED-LINE AND SPIKED AS HIGH AS MAX TRANSIENT OIL PRESSURE. A LOSE CONNECTOR WAS FOUND TO BE THE ISSUE. THE CONNECTOR WAS CLEANED, TIGHTENED, AND SAFETY WIRED. THIS CORRECTED THE PROBLEM.
Part: LIGHT — BURNED OUT (COCKPIT) · airframe 9,151 hrs · 4,191 cycles
RIGHT MAIN GEAR LIGHT DID NOT ILLUMINATE WITH GEAR DOWN. LIGHTS DID NOT ILLUMINATE WITH GEAR TEST. CORRECTIVE ACTION: REMOVAL AND REPLACEMENT OF 6839 LAMP IN THE LANDING GEAR CONTROL PANEL.
Part: AUTOPILOT SYS — MALFUNCTIONED (COCKPIT) · airframe 8,783 hrs · 4,014 cycles
PILOT SIDE AUTOPILOT UNCOMMANDED CLIMB ON TWO OCCASIONS. COMPLETED AUTOPILOT SYSTEM FUNCTIONAL TEST AND LEAK TEST WITH NO FAULTS FOUND.
Part: SUPPORT BRACKET — CRACKED (RUDDER) · airframe 8,274 hrs · 3,763 cycles
RUDDER STOP SUPPORT BRACKET CRACKED. REPAIRED IAW EO 17-07-04.
Part: CONNECTOR — DIRTY (LT ENGINE) · airframe 7,513 hrs · 3,432 cycles
NUMBER 1 LT ENG COMPRESSOR STALLED DURING CRUISE FLIGHT. CLEANING & RESEATING OF ALL RELATED CONNECTORS WAS ACCOMPLISHED. NO FURTHER ACTION REQUIRED.
Part: COMPRESSOR — STALLED (NR 1 ENGINE) · airframe 7,512 hrs · 3,431 cycles
NUMBER 1 LT ENG COMPRESSOR STALLED. TROUBLE SHOT ENG COMPRESSOR STALL, NO FAULT CODES NOTED FROM FLIGHT DATA ACQUISITION UNIT. UNABLE TO FIND ANY FAULTS IN THE SYS. WILL CONTINUE TO MONITOR ACFT.
Part: CONNECTOR — BROKEN (FUEL INDICATOR) · airframe 6,880 hrs · 3,154 cycles
RIGHT FUEL GAUGE SHOWED A RAPID RATE OF FUEL LOSS FOR A SHORT TIME & THEN REVERTED TO AN ERROR CODE 2. RATE 100 LBS PER 10 SECONDS INDICATED LOSS. FUEL TOTAL WAS COMING DOWN IN SYNC WITH THE FUEL LOSS INDICATION. FAILURE WAS DISCOVERED TO BE A BROKEN CONNECTOR FOR THE FUEL INDICATING SYS. THE CONNECTOR WAS REPAIRED & SYS OPS CHECKED GOOD.
Part: UNKNOWN — ODOR (CABIN) · airframe 5,791 hrs · 2,621 cycles
STRONG FUEL ODOR IN CABIN DURING FLIGHT. CAUSE HAS NOT BEEN DETERMINED AT THIS TIME.
Part: STIFFENER — CRACKED (DELTA FIN) · airframe 5,777 hrs · 2,615 cycles
LT DELTA FIN HAS TWO POPPED RIVETS AND CRACKED STIFFENER ALONG LOWER LEADING EDGE.