N84FN
Registered owner: GH EQUIPMENT LLC, DE (owner ≠ operator)
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 CLIMBOUT THROUGH FL 185 FOR FL200 THE RT ENGINE FIRE LIGHT ILLUMINATED. ALL ENGINE INDICATIONS WERE NORMAL. RT ENGINE POWER LEVER WAS REDUCED TO IDLE IAW MEMORY ITEMS FOR THE ENGINE FIRE SHUTDOWN PROCEDURE IAW THE QRH. THE ENGINE FIRE LIGHT WENT OUT AFTER APPROXIMATELY 14 SECONDS. RT ENGINE THRUST LEVER WAS KEPT AT IDLE AND THE ENGINE FIRE SHUTDOWN PROCEDURE WAS COMPLETED. APPROACH AND LANDING AT PHF WERE UNEVENTFUL. MX CREWS PERFORMED THE RESISTANCE AND INSULATION TESTS IAW THE AMM 26-10-01 AND FOUND THAT BOTH THE ACCESSORY GEARBOX ELEMENT AND THE HOT SECTION ELEMENT WERE OUT OF LIMITS.
DURING CLIMBOUT PASSING THROUGH FL170 FOR FL200 THE RT ENGINE FIRE LIGHT ILLUMINATED. LEVELED OFF ACFT AND REDUCED RT ENGINE POWER LEVER TO IDLE IAW MEMORY ITEMS FOR THE ENGINE FIRE SHUTDOWN PROCEDURE IN THE QRH. RT ENGINE FIRE LIGHT EXTINGUISHED AFTER APPROXIMATELY 10 SECONDS. UNEVENTFUL LANDING AT PHF. MX CREWS INSPECTED THE ENGINE AND FOUND NO EVIDENCE OF FIRE. THEY CONTINUED TO INSPECT THE FIRE DETECTION SYS PER THE AMM AND FOUND A FIRE DETECT ACCESSORY GEARBOX ELEMENT CONNECTION LOOSE NEAR THE FIREWALL. CONNECTORS WERE SECURED AND ENTIRE SYS WAS CHECKED TO ENSURE THAT THERE WAS NO CONTACT WITH THE ELEMENT TO GROUND WHICH WOULD CAUSE A FALSE INDICATION. AN ADDITIONAL ADEL CLAMP WAS INSTALLED TO HELP SECURE THE ELEMENT. THE ENGINE WAS RUN FOR AN OPS LEAK CHECK OF THE BLEED AIR SYS WITH NO LEAKS NOTED. THERE WAS ALSO NO FALSE INDICATION OF THE FIRE DETECT SYS DURING THE ENGINE RUN AND THE ACFT WAS RETURNED TO SERVICE.
DURING LOW LEVEL TRACK, LEVEL FLIGHT, NOSE GEAR UNSAFE LIGHT CAME ON FOR ABOUT 2 MINUTES. DURING RTB AT ALTITUDE OF 12K, LIGHT CAME ON AGAIN AND HYDRAULIC PRESSURE DROPPED. WENT TO 0 PSI IN ABOUT A MINUTE. PILOT EXECUTED EMERGENCY PROCEDURES FOR GEAR EXTENSION AND RETURNED TO BASE WITH UNEVENTFUL LANDING. ONCE GEAR WAS DOWN, HYD PRESSURE FLUCTUATED BETWEEN 0-1250 PSI. INSPECTION OF ACFT REVEALED THAT THE NOSE GEAR ACTUATOR 90 DEGREEE ELBOW WAS LEAKING FLUID PAST THE LEATHER BACK UP PACKING. LEATHER PACKING CAME APART IN TWO PIECES AND WAS THE SOURCE OF THE HYD LEAK. NEW ELBOW AND PACKING INSTALLED. ACTUATOR TT IS NOT TRACKED, PART IS TRACKED BY CYCLES. ACTUATOR HAS 93 HOURS SINCE O/H AND 11 CYCLES SINCE INSTALL ON ACFT. USED A/C TT TO COMPLETE FORM FOR SUBMISSION ELECTRONICALLY.
DURING TAKEOFF ROLL, THE ACFT DRIFTED STRONGLY TO THE RIGHT ONCE NOSE WHEEL STEERING WAS DEACTIVATED AT APPROX 40KIAS. LEFT RUDDER WAS APPLIED, FOLLOWED QUICKLY WITH LT AILERON WHICH DECREASED, BUT DID NOT STOP DRIFTING TO THE RIGHT. THE TAKEOFF WAS REJECTED AND CONTROL REGAINED USING DIFFERENTIAL BRAKING AND REACTIVATING NOSE WHEEL STEERING. THE ACFT TAXIED BACK TO THE RAMP WITHOUT INCIDENT. OPEN
ON LANDING ROLLOUT, THE ACFT PULLING HARD TO RIGHT. COUNTERING WITH LT BRAKE PRESSURE, ABLE TO STOP ACFT IN 3,500 FT AND ABOUT 15 FT FROM THE RT SIDE OF THE RUNWAY. AFTER STOPPING, ADVISED TOWER OF SITUATION AND COULD NOT MOVE ACFT. SHUTDOWN LT ENGINE AND F/O WALKED AROUND ACFT TO SEE ANYTHING OBVIOUS. NOTHING FOUND. SHUTDOWN RT ENGINE. DURING TROUBLESHOOTING, FOUND WITH HYD SYS PRESSURE REMOVED, BRAKES WOULD RELEASE. NOTED THAT AS SOON AS THE AUXILIARY HYD PUMP WAS TURNED ON, RIGHT SIDE BRAKE PADS WOULD CLOSE AROUND THE ROTORS BUT NOT THE LEFT. WITH PUMP TURNED OFF AND HYD SYS PRESSURE BLED OFF, BRAKES WOULD RELEASE. WHILE PUMPING THE BRAKES, THE RT BRAKE PEDAL FELT AS THOUGH PRESSURE HAD ALREADY BEEN BUILT UP.
PASSING 27,000 FEET MSL, THE CABIN PRESSURE BEGAN RISING UNCONTROLLABLY, WITH THE CABIN VSI INDICATING +6,000. PUSHED THE UP-DN MANUAL CONTROL (CHERRY PICKER) DOWN, WITH NO EFFECT. DONNED OUR MASKS, DECLARED AN EMERGENCY, AND REQUESTED A DESCENT. BY THE TIME WE STARTED DOWN, THE CABIN ALTITUDE WAS INCREASING THROUGH 15,000 FT. DURING THE DESCENT, WE RECEIVED CLEARANCE TO PHF AS THE CABIN ALTITUDE ROSE TO A MAXIMUM OF 24,000 FEET WITH THE DIFFERENTIAL PRESSURE INDICATING 0 PSI. LEVELED OFF AT 9,000 FEET MSL AND REMOVED OUR MASKS. TAKING OUT THE CHECKLIST, BEGAN TO TROUBLESHOOT THE PROBLEM. WITH THE AUTO-MAN SWITCH IN THE MAN POSITION AND USING THE CHERRY PICKER, THE CABIN ALTITUDE LOWERED TO ABOUT 8,000 FT WITH 1 PSI CABIN DIFFERENTIAL PRESSURE. THEN SWITCHED BACK TO THE AUTO POSITION AND THE CABIN PRESSURE DUMPED AGAIN. I WAS THEN CLEARED TO 5,000 FT MSL AND AGAIN ATTEMPTED TO LOWER THE CABIN ALTITUDE WITH THE AUTO-MAN SWITCH IN MAN AND USING THE CHERRY PICKER, SUCESSFULLY LOWERING THE CABIN ALTITUDE TO SEA LEVEL. AT THIS TIME WE DUMPED APPROX 400 POUNDS OF FUEL TO OUR MAXIMUM LANDING WEIGHT. WE PERFORMED ILS 7 AT PHF, WITH THE CABIN ALTITUDE DESCENDING BELOW SEA LEVEL AS THE ACFT DESCENDED BELOW 900 FEET MSL. THEN SECURED THE CABIN AIR AT 700 FT MSL, WITH THE CABIN ALTITUDE RISING TO 700 FT, THEN DESCENDING IN CONJUNCTION WITH ACFT ALTITUDE. LANDING AND ROLLOUT WAS UNEVENTFUL.