N824MG
Registered owner: ATI JET INC, TX (owner ≠ operator)
Operators of this aircraft
Who operated this tail, and how firmly we know it.
| Operator | Role | Period | Basis |
|---|---|---|---|
| ATI JET INC. (G41A) | Certificate holder | — | Matched by certificate designator |
Accident & incident history
No NTSB accidents or incidents on file for this aircraft.
Maintenance disclosures
AIRCRAFT DEPARTED KELP HEADING TO KAUS. ABOUT 10 MINUTES AFTER TAKEOFF, THE CAPTAIN NOTICED THE FMS SCREEN HAD GONE BLANK. ATTEMPT TOP RE POWER WAS MADE WITH NO EFFECT. THE CAPTAIN DECIDED TO RETURN TO ELP. ATI MAINTENANCE AND AVIONICS MET THE AIRCRAFT AND VERIFIED THE FMS UNIT WAS NOT POWERING BACK ON. THE UNIT WAS PULLED AND FOUND TO BE EXTREMELY HOT. AFTER COOLING THE UNIT WAS RE INSTALLED AND IT POWERED UP - COLLING FAN NEVER TURNED ON AND THE UNIT GOT HOT AGAIN. A REPLACEMENT FMS WAS INSTALLED AND WHEN POWERED UP, THE COOLING FAN IMMEDIATELY TURNED ON. IT WAS DETERMINED THAT THE TEMP SENSOR OR THE FAN WAS INOP IN THE UNIT REMOVED. THE REPLACEMENT FMS WAS LEFT POWERED UP FOR TWO HOURS WITH NO OPERATIONAL ISSUES NOTED. THE AIRCRAFT WAS THEN RETURNED TO SERVICE.
ON THE MORNING OF 9/21/2024, N824MG WAS DEPARTING EMPTY FROM KLBB HEADING BACK TO KELP WHEN THE CAPTAIN NOTICED THE HYDRAULIC PRESSURE INDICATOR FLUCTUATING. NO OTHER ISSUE OR DISCREPANCY NOTICED. THE CAPTAIN ELECTED TO RETURN TO KLBB FOR PRECAUTIONARY PURPOSES. THE PRESSURE STARTED TO DROP, STILL FLUCTUATING AS THEY TURNED AROUND. THE PRESSURE WAS SLIGHTLY ABOVE ZERO AS THE WERE LINING UP FOR LANDING. THE CAPTAIN DECIDED TO DECLARE AN EMERGENCY. THE AIRCRAFT WAS LANDED SAFELY AND TAXIED BACK TO THE FBO. ALL FUNCTIONS REQUIRING HYDRAULIC PRESSURE WERE COMPLETED BY RESIDUAL PRESSURE FROM ENGINES AND THE STAND BY HYDRAULIC PUMP. NO EMERGENCY AIR WAS NEEDED FOR GEAR EXTENSION OR AIRCRAFT BRAKING. THE CAPTAIN INVESTIGATED THE AREA OF THE AIRCRAFT WHERE HYDRAULIC FLUID WAS FOUND DRIPPING. THE FLUID WAS COMING FROM THE RH INBOARD MAIN GEAR DOOR ACTUATOR RETRACT HYDRAULIC HOSE. ATI JET MAINTENANCE WAS DISPATCHED TO KLBB WITH PARTS AND SUPPLIES. THE DEFECTIVE HOSE WAS REPLACED, THE HYDRAULIC FILTERS WERE REMOVED, FLUSHED AND INSPECTED FOR CONTAMINATION. NO CONTAMINATION FOUND IN THE PRESSURE OR RETURN FILTERS. NEW FILTERS WERE INSTALLED AND THE HYDRAULIC RESERVOIR WAS SERVICED. THE STANDBY HYDRAULIC PUMP WAS RUN AND REQUIRED BLEEDING, A SMALL AMOUNT OF AIR WAS RELEASED DURING THE PROCESS. THE ENGINES WERE RUN INDIVIDUALLY AND PRESSURE INDICATION WAS NORMAL ON BOTH. AFTER TOPPING OFF THE RESERVOIR, THE CREW DECIDED IT WAS SAFE TO ATTEMPT THE RETURN FLIGHT TO KELP. THE FLIGHT WAS COMPLETED WITH NOT ISSUES/DISCREPANCIES REPORTED.
DEPARTED KFCM, REFUELED AT KLNK. DURING FLIGHT, PILOTS BANKED HARD LEFT, EMERGENCY DESCENT TO LAND IN SALINA, KS. CHIEF PILOT STATED "FUEL CONTROL VALVE FAILED AND WERE 'DANGEROUSLY LOW ON FUEL'". HE FURTHER STATED, "OUR 55'S ARE OLD AND SOMETHING'S ALWAYS BREAKING IN THEM." SUGGESTS TO ME THAT MAINTENANCE AND SAFETY IS AN ISSUE FOR ATI JET AND SHOULD BE INVESTIGATED.
ON 10/8/2020, N824MG DEPARTED KLNK WITH PASSENGERS FLYING TO KELP. AFTER TAKEOFF THE CREW ATTEMPTED TO START THE FUEL TRANSFER AND NOTICED THE TRANSFER/CROSS FLOW VALVES TRANSITION LIGHTS WERE NOT ILLUMINATING WITH ANY OF THE TRANSFER OPTIONS. THE CAPTAIN NOTICED THE CROSS FLOW VALVE CIRCUIT BREAKER WAS POPPED. THE CAPTAIN RESET THE CB ONCE, IT IMMEDIATELY POPPED. THE CAPTAIN THEN DECIDED TO DIVERT INTO KSLN. HE LANDED THE AIR CRAFT SAFELY IN KSLN. ANOTHER ATI JET AIRCRAFT WAS DISPATCHED WITH MAINTENANCE PERSONNEL AND TO PICK UP PASSENGERS. ATI MAINTENANCE DETERMINED THE FUEL TRANSFER RELAY BOX WAS THE CAUSE OF THE CROSS FLOW VALVE CB POPPING. A SERVICEABLE BOX WAS INSTALLED AND A FUEL SYSTEM TRANSFER FUNCTIONAL CHECK WAS COMPLETED. ALL VALVES AND TRANSITION LIGHTS WERE WORKING NORMALLY. THE CROSS FLOW CB DID NOT POP. N824MG WAS FLOWN TO KELP WITH NO FURTHER ISSUES.
ON 5-8-2019, DEPART BHM TO MAF. AT APPROXIMATELY 120 KNOTS ABOUT TO TAKE OFF, THE NR 1 & 2 MAIN TIRES BLEW OUT AT THE SAME TIME. THE CAPTAIN STOPPED THE AIRCRAFT SAFELY ON A TAXI WAY. THE CREW COULD NOT DETERMINE IF THEY HAD RUN OVER DEBRIS OR NOT, THE CREW STATED THE TIRES HAD BEEN INSPECTED ON THE PRE FLIGHT AND WERE IN GOOD CONDITION. MAINTENANCE FROM THE AIRCRAFTS HOME BASE ARRIVED IN BHM LATER THAT DAY. THE NR 1 & 2 WHEELS AND BRAKES WERE DAMAGED BEYOND USE. SERVICEABLE WHEELS AND BRAKES WERE INSTALLED. THERE WAS SMALL DENT IN THE WING LEADING EDGE DIRECTLY IN FRONT OF THE MAIN GEAR AND A SMALL HOLE PUNCHED INTO THE LOWER SKIN OF THE LT FLAP. THERE WAS ALSO FOUR SMALL DENTS IN THE SAME GENERAL AREA OF THE HOLE. LEARJET ENGINEERING WAS NOTIFIED AND SUPPLIED A LETTER OF RECOMMENDATION FOR TEMPORARY REPAIRS TO FERRY THE AIRCRAFT TO ITS HOME BASE. AFTER THE COMPLETION OF THE TEMPORARY REPAIRS, THE AIRCRAFT AND ENGINES WERE INSPECTED FOR ANY OTHER POSSIBLE DAMAGE, NONE NOTED. THE AIRCRAFT BRAKING/ANTI SKID SYSTEM WAS TESTED WITH ALL SYSTEMS FUNCTIONING NORMALLY. A FERRY PERMIT WAS ISSUED AND THE AIRCRAFT ARRIVED SAFELY INTO ELP WITH NO ISSUES.
ON THE AFTERNOON OF 6-24-2016, ACFT DEPARTED, AT FL290, THE CAPTAIN NOTICED THE NR 2 ENGINE HAD STARTED A SLIGHT ROLLBACK ON THE N1 AND N2 INDICATORS. THEY ATTEMPTED TO CONTINUE TO THEIR CRUISING ALTITUDE, THE ROLLBACK CONTINUED AND GRADUALLY GOT WORSE. THE CAPTAIN ELECTED TO DIVERT, CONTACTED TRAFFIC CONTROL AND LANDED SAFELY. MAINTENANCE WAS NOTIFIED TO TROUBLESHOOT THE ROLL BACK. MAINTENANCE INSTRUCTED THE MAINTENANCE PERSONNEL TO LOOK AT THE N2 MONOPOLE CONNECTOR, THEY FOUND A WIRE HAD PULLED OUT OF A PIN ON THIS CONNECTOR. THE WIRE WAS REPAIRED, 2 HIGH POWER ENGINE RUNS WERE COMPLETED WITH NO OTHER DISCREPANCIES NOTED. THE ACFT HAS SINCE COMPLETED 4 LEGS WITH NO ISSUES REPORTED.
ON DESCENT, THE CAPTAIN NOTICED THE OIL PRESSURE ON THE RT ENGINE, FLUCTUATING FROM NORMAL OPERATING PRESSURE OF 42PSI DOWN TO 25PSI. IT GRADUALLY DROPPED DOWN TO 20PSI AND HE THEN ELECTED TO SHUT THE ENGINE DOWN AND DECLARE AND EMERGENCY. THE ACFT WAS LANDED SAFELY. THE NEXT DAY, MAINTENANCE INSPECTED THE RT ENGINE AND FOUND THE GENERAL AREA AT THE 6 O`CLOCK POSITION WET WITH OIL. THE ENGINE WAS THOROUGHLY WASHED DOWN AND SERVICED WITH 3 QUARTS OF MOBIL 254, WHICH BROUGHT IT UP TO THE FULL MARK AND RUN AN ABOVE IDLE POWER SETTING, NO OBVIOUS LEAKS WERE FOUND. ANOTHER HALF TO FULL QUART OF OIL WAS ADDED TO BRING THE LEVEL UP TO FULL. THE ENGINE WAS THEN RUN AT A STABILIZED TAKEOFF POWER TO ATTEMPT TO DUPLICATE THE OIL LOSS. NO LEAKS OR ABNORMAL SIGNS WERE NOTICED. MAJOR ENGINE INSPECTIONS WERE NOTIFIED AS THIS ENGINE RECENTLY HAD AN MPI/CZI INSPECTION COMPLETED. THEY SUGGESTED THE BREATHER/PRESSURIZING VALVE ON THE ACCESSORY GEAR BOX BE INSPECTED TESTED. THIS VALVE MAINTAINS A HEAD PRESSURE IN THE OIL RESERVOIR FOR A POSITIVE FLOW OF OIL TO THE LUBE PUMP. THE VALVE IS SET TO CLOSE AT APPROXIMATELY 30 THOUSAND FEET, NOT CLOSING OR PARTIALLY CLOSING WILL CAUSE OIL TO BE DUMPED OUT THROUGH THE VENT VALVE DRAIN LOCATED AT THE 6 O`CLOCK POSITION. THE ACFT WILL BE RELOCATED FOR INSPECTION TO REMOVE AND INSPECT THE VENT VALVE.
DEPARTING, THE CAPTAIN REPORTED THAT AT ABOUT 60 KTS THE AMBER CABIN PRESSURE WARNING LIGHT ILLUMINATED, THE CAPTAIN DECIDED TO ABORT THE TAKEOFF. AFTER ROLLING CLEAR OF THE RUNWAY ONTO A TAXIWAY, HE SWITCHED THE CABIN AIR FROM ON TO OFF THEN BACK ON. THE CABIN PRESSURE LIGHT WENT OUT. DECIDED TO ATTEMPT ANOTHER TAKEOFF. NO FURTHER PROBLEMS REPORTED.