N725BH
Operators of this aircraft
Who operated this tail, and how firmly we know it.
No operator established for this aircraft.
Accident & incident history
No NTSB accidents or incidents on file for this aircraft.
Maintenance disclosures
DURING ROUTINE ENGINE CHANGE, A VISUAL INSPECTION OF COMPONENTS REVEALED THAT THE RT ENGINE HYDRAULIC PRESSURE LINE WAS LOOSE AT THE PYLON. THE JAMB NUT WAS NOT TIGHTENED CORRECTLY, ALLOWING THE LINE TO CHAFFE IN TO THE SKIN OF THE PYLON SKIRT. THERE WAS NO DAMAGE TO THE PYLON SKIN. THE LINE WAS DAMAGED BEYOND REPAIR, AND REPLACED WITH A NEW COMPONENT.
ON CLIMB OUT, WE PASSED THROUGH 2 LAYERS OF CLOUDS. THE FIRST LAYER WAS FROM ABOUT 1500FT TO 5000FT. THE ANTI-ICE WAS TURNED ON BUT WE DID NOT GET AN, ICE DETECT, CAS. THE SECOND LAYER OF CLOUDS WERE FROM ABOUT 9000FT TO 10500FT. THE ANTI-ICE WAS AGAIN ON & WE DID GET A, ICE DETECT, CAS. AFTER THE CAS WENT OUT AROUND 15000FT, WE TURNED THE ANTI-ICE OFF & CONTINUED. AROUND 15000FT, THE AUTOPILOT WAS ENGAGED. HAD A COUPLE BRIEF LEVEL OFFS AT AROUND FL190 & FL210, GIVEN 10-15 DEGREES OFF COURSE FOR TRAFFIC, CLEARED TO FL250 & GIVEN DIRECT ON COURSE FIX. WHILE PASSING THROUGH FL220 & IN A 2 - 5 DEGREE BANK THE AP AIL MISS TRIM CAS APPEARED. IT WAS THE FIRST OFFICER'S LEG TO FLY, WE DECIDED TO DISENGAGE THE AUTOPILOT & HAVE HIM HAND FLY. UPON DISCONNECT OF THE AUTOPILOT, HIS CONTROLS HAD FREE ELEVATOR CONTROL BUT LITTLE TO NO AILERON CONTROL. COULD MOVE THE YOKE ONLY A VERY LITTLE & WHAT HE COULD WAS STIFF. DECIDED TO DISCONNECT THE AILERONS & HAND FLY FROM THE LT SEAT. RETURNED BACK WITHOUT ANY FURTHER INCIDENT.
INFLIGHT ENGINE SHUTDOWN AT 41K FEET. PILOT NOTICED LEFT ENGINE OIL PRESSURE DROPPED INTO YELLOW AND RED. COMPLIED WITH MANUAL REQUIREMENTS AND SHUTDOWN ENGINE AND LANDED. REPLACED THE LT ENGINE OIL PUMP AND ACFT APPROVED FOR RETURNED TO SERVICE.