N73WC

ATA 3230

EMPTY LEG MMSL TO KSDM IN ORDER TO CLEAR CUSTOMS. FLEW APPROACH INTO KSDM AT APPROXIMATELY1800L, LOST AIRPORT ENVIRONMENT WHILE CIRCLING, EXECUTED MISSED APPROACH, PROCEEDED TO OUR ALTERNATE KSAN. ON APPROACH INTO KSAN, UPON GEAR DOWN SELECTION, WE RECEIVED NOSE AND LEFT MAIN GEAR GREEN DOWN AND LOCKED ANNUNCIATIONS. RIGHT DOWN AND LOCKED ANNUNCIATOR REMAINED EXTINGUISHED WITH APPROACH FLAPS AND GEAR DOWN SELECTED. BEGAN DISCUSSIONS ON IF IT WAS A LIGHT BULB ISSUE OR AN ACTUAL GEAR UNSAFE CONDITION, INCLUDING PUSH TO TEST ON GEAR POSITION INDICATOR, WHICH ILLUMINATED ALL 3 LIGHTS. AT 1000’ AGL, SELECTED FLAPS FULL DOWN TRIGGERING GEAR HORN TO SOUND WITH INABILITY TO SILENCE AND RED GEAR HANDLE LIGHT TO ILLUMINATE. AT THAT POINT, EXECUTED GO AROUND IN ORDER TO TROUBLESHOOT SAFELY. WHILE RECEIVING DELAY VECTORS, CYCLED THE LANDING GEAR AGAIN RECEIVING THE SAME UNSAFE GEAR INDICATIONS AS PREVIOUS. AT THAT POINT WENT TO THE ABNORMAL PROCEDURES CHECKLIST AND FOLLOWED THE LANDING GEAR MANUAL EXTENSION CHECKLIST. UPON PUMPING THE MANUAL EXTENSION HANDLE, WE RECEIVED RIGHT SIDE GEAR DOWN AND LOCKED ANNUNCIATION AFTER 3-5 FULL PUMPS. WE THEN PROCEEDED INBOUND FOR THE APPROACH AND PRIOR TO LANDING PUMPED THE HANDLE AGAIN UNTIL MAX RESISTANCE WAS FELT PER THE CHECKLIST. LANDED SAFELY AND SHUT DOWN ON THE RUNWAY AS THE GEAR IS TO BE CONSIDERED UNSAFE PER THE CHECKLIST. WE PUMPED THE GEAR AGAIN PRIOR TO BEING TOWED OFF THE RUNWAY. CREW NEVER DECLARED AN EMERGENCY, ATC DECLARED THE EMERGENCY FOR THE AIRCRAFT. WE WERE MET ON THE RUNWAY BY AIRPORT FIRE AND POLICE AGENCIES READY TO RESPOND.

ATA 3620

REPORT FROM PILOT...I DEPARTED SNA IN N73WC UNDER THE CALL-SIGN "WEST COAST 73" (WCC73). WHILE CLIMBING THROUGH 17,000FT FOR FL270 I OBSERVED A RED MASTER WARNING LIGHT, ACCOMPANIED BY A "R BLEED FAIL" LIGHT. I PERFORMED THE MEMORY ITEM BY MOVING THE RIGHT BLEED AIR VALVE TO "PNEU & ENVIRO OFF" AND THEN RAN THE ASSOCIATED CHECKLIST FOR THAT FAILURE. THE CHECKLIST STATED THAT I WAS TO LIMIT OPERATION TO BELOW FL250. I THEN REQUESTED FL250 FROM LOS ANGELES CENTER. WITHIN A MINUTE OR TWO THE CABIN ALT HI MASTER WARNING WAS TRIGGERED ALONG WITH THE WARNING HORN (WHICH I SILENCED), INDICATING THAT THE CABIN ALTITUDE HAD EXCEEDED 10,000FT. I WAS AROUND FL200 AT THIS POINT AND WAS OBSERVING THE CABIN ALTITUDE SLOWLY CONTINUING TO INCREASE. WHEN IT REACHED 11,000FT I OPTED TO DESCEND TO FL180 TO SEE IF THAT WOULD HELP THE PRESSURIZATION CATCH UP AND GET THE CABIN ALTITUDE BELOW 10,000FT. AT FL180 THE PRESSURIZATION HELD STEADY AT A CABIN ALTITUDE OF 11,000FT, BUT WOULD NOT DECREASE. AT THIS POINT I DECIDED TO RETURN TO SNA TO SWAP AIRCRAFT. I INFORMED THE PASSENGERS, AND USED MY RADIO TO CALL ATLANTIC AVIATION AT SNA SO THEY COULD INFORM WEST COAST OPERATIONS THAT I WAS DIVERTING BACK TO SNA. I WAS ROUGHLY OVER ONT WHEN I INFORMED AIR TRAFFIC CONTROL THAT I WAS GOING TO RETURN TO SNA. NO EMERGENCY WAS DECLARED. I REQUESTED FURTHER DESCENT AND WAS GIVEN A NEW ALTITUDE OF 8000FT (IF MEMORY SERVES ME RIGHT).I WAS THEN GIVEN VECTORS BACK TO SNA AND THE REMAINDER OF THE FLIGHT WAS UNEVENTFUL... A PINHOLE WAS FOUND IN PART OF THE R/H BLEED AIR EVA TUBING RUN THAT LEADS TO THE BLEED AIR SWITCH. A LOSS OF PRESSURE TO THE SWITCH CAUSES THE BLEED AIR WARNING ANNUNCIATOR TO ILLUMINATE. ONCE THE EVA TUBE WAS REPLACED, PERFORMED SATISFACTORY GROUND CHECK OF BLEED AIR WARNING SYSTEM. ALSO PERFORMED SATISFACTORY GROUND PRESSURIZATION CHECKS.

ATA 7120

DURING A PHASE 2, 200 HR INSP, A CRACK WAS FOUND ON THE LT ENGINE MOUNT UPPER IB COWLING BRACKET. THE CRACK EXTENDED FROM THE TOP OF THE WELD AND WAS APPROXIMATELY 1 INCH IN LENGTH. THE ADJACENT AREAS DID NOT APPEAR DAMAGED.. TECH SUPPORT WAS CONTACTED AND THE MOUNT SENT TO A QUALIFIED WELDER FOR REPAIR. CAUSE OF CRACK IS UNKNOWN. (K)