N75LV

Part: WIRE — LOOSE (C/B PANEL) · airframe 15,260 hrs · 19,536 cycles

DURING CLIMB OUT FORM BASE PILOTS EXPERIENCED A PERCEIVED AN ELECTRICAL HOT ODOR. FLIGHT RETURNED TO BASE. TECHNICIANS TROUBLESHOT THE REPORTED ELECTRICAL ODOR AND FOUND THE OVERHEAD LIGHTING PANEL P.N. 100-364161-19 AND RIGHT CIRCUIT BREAKER LIGHTING PANEL P.N. 101-364421-1 ELECTRICAL INPUT WIRES LOOSE. THE WIRE CONNECTIONS WERE RETORQUED WITH NO OTHER DEFECTS NOTED.

Part: BEARING — FAILED (ACTUATOR) · airframe 15,230 hrs · 19,478 cycles

DURING A CONTROLLED APPROACH WHEN THE LANDING GEAR WAS SELECTED DOWN THE GEAR UNSAFE LIGHT ILLUMINATED AND LANDING GEAR FAILED TO EXTEND. THE GEAR HANDLE WAS PLACED BACK IN THE RETRACTED POSITION AND THE GEAR UNSAFE LIGHT STAYED ILLUMINATED. THE PILOT COMPLIED WITH EMERGENCY EXTENSION PROCEDURES WITH RESULTS OF RIGHT MAIN, LEFT MAIN, AND NOSE GEAR DOWN AND LOCKED GREEN LIGHT ILLUMINATED. AIRCRAFT LANDED WITHOUT INCIDENT.

Part: UPLOCK SWITCH — OUT OF ADJUST (ZONE 700) · airframe 15,162 hrs · 19,349 cycles

LANDING GEAR TRANSITION LIGHT STAYED ILLUMINATED AFTER LANDING GEAR WAS SELECTED UP.

Part: SKIN — CRACKED (BS 187) · airframe 15,137 hrs · 19,287 cycles

FOUND DAMAGED WING-TO-FUSELAGE FILLET UNDER EMERGENCY EXIT. ONCE REMOVED, FOUND THAT SKIN-RH UPPER INBD CENTER SECTION L.E. (P/N 101-120017-11) HAD BEEN RUBBING ON THE FUSELAGE SKIN. FURTHER INSPECTION REVEALED A 1.75 INCH HORIZONTAL CRACK IN THE SKIN. THIS IS STATION ~187 JUST IN FRONT OF THE SPAR BOX, EVEN WITH THE TOP SIDE OF THE WING SKIN.

Part: TEST SWITCH — WORN (ZONE 200) · airframe 15,017 hrs · 19,089 cycles

AS REPORTED BY THE PIC: WHILE IN FLIGHT NR 2 FIRE BOTTLE DISCHARGE LIGHT ILLUMINATED IN FLIGHT. FIRE BOTTLE DID NOT DISCHARGE RETURNED TO BASE.

Part: LINE — MELTED (SENSE) · airframe 14,713 hrs · 18,633 cycles

PLASTIC TUBING "SENSE" LINE FOR BLEED AIR INDICATING ANNUNCIATION MELTED DUE TO IMPROPER ROUTING CAUSING THE BLEED AIR FAIL CAUTION TO ILLUMINATE.

Part: O-RING — SPLIT (TRANSFER TUBE)

DURING A ROUTINE TRAINING FLIGHT, THE PILOT NOTICED THAT THE LT ENGINE TORQUE DROPPED FROM 2100 LBS TO 1600 LBS. HE INCREASED LT THROTTLE LEVER WITH NO RESPONSE NOTICED. HE LOOKED OUT THE SIDE WINDOW AND NOTICED WHAT SEEMED TO BE FUEL STREAMING FROM THE LT ENGINE NACELLE. THE LT ENGINE WAS SHUTDOWN AND THEY RETURNED TO THE AIRPORT. ATC WAS NOTIFIED OF THE SITUATION. FURTHER INVESTIGATION DETERMINED ONE OF THE FUEL TRANSFER TUBE O-RINGS HAD A SPLIT WHICH CAUSED THE FUEL LEAK. NEW O-RINGS WERE INSTALLED AND THE AIRCRAFT TAKEN OUT FOR A LEAK CHECK AND PERFORMANCE RUN. ACFT WAS RETURNED TO SERVICE.

Part: COMPRESSOR — SEIZED (ENGINE)

COMPRESSOR LOCKED UP. REF: MCN NR 4.

Part: BREAKER — FAILED (NR 1 BUSS)

DUPLICATED A REPORTED FAILURE AND ISOLATED CIRCUIT BREAKERS ON NR 1 BUSS TO SHOW THAT THEY WERE FAULTY. INSTALLED 2 EACH NEW 50 AMP BREAKERS. FUNCTION CHECKED SATISFACTORY ON GROUND AND THEN PERFORMED MAINTENANCE FLIGHT CHECK. SUBMITTER STATED THE BREAKERS SEEMED TO BE ORIGINAL EQUIPMENT.

Part: INVERTER — DEFECTIVE (AC SYSTEM)

AUTOPILOT DISCONNECTED, FOUND DEFECTIVE INVERTER.

Part: INVERTER — INOPERATIVE (AC SYS)

INVERTER INOP. NO AC OUTPUT.

Part: TIRE — DEFECTIVE (GEAR)

TIRE DEVEOPED BUMP. SUPSECT CORD SEPARATION.

Part: INDICATOR — STUCK (COCKPIT ADI)

ADI STUCK IN PITCH AND RED FLAG 'ATT'. THIS IS SAME PROBLEM AS BEFORE.

Part: TIRE — DEFECTIVE (MLG)

HAS BUMP ON TIRE DUE TO CORD SEPARATION. THIS IS THE SECOND TIRE TO DO THIS. REMOVED AND REPAIRED.

Part: TIRE — DEFECTIVE (MLG)

KNOT ON TIRE (CORD SEPARATION) REMOVED AND REPLACED.