N89WC
Registered owner: HIGH SHADOW LLC, MO (owner ≠ operator)
Operators of this aircraft
Who operated this tail, and how firmly we know it.
| Operator | Role | Period | Basis |
|---|---|---|---|
| WEST COAST CHARTERS, INC. (GSPA) | Certificate holder | — | Matched by certificate designator |
Accident & incident history
No NTSB accidents or incidents on file for this aircraft.
Maintenance disclosures
ON DEPARTURE WE RETRACTED THE GEAR AS NORMAL WITH NO ABNORMAL CONDITIONS EXCEPT A RED GEAR HANDLE. WE FOUND THE LANDING GEAR RELAY CIRCUIT BREAKER POPPED. PER CHECKLIST WE PUSHED IT IN AND WEâRE ABLE TO CYCLE THE GEAR TWICE BUT EACH TIME HAD A RED GEAR HANDLE WITH HANDLE IN THE UP POSITION. WE DECIDED TO FOLLOW CHECKLIST AND RETURN TO SNA AS A PRECAUTIONARY MEASURE.
DEPARTED UDD 2/23 22:15Z, SHORTLY AFTER DEPARTURE NOTICED THE LANDING GEAR HANDLE WAS ILLUMINATED RED IN THE UP POSITION. CHECKED OUTSIDE AND COULD NOT SEE THE GEAR BUT BOTH SIDES OF THE AIRCRAFT THE LANDING GEAR DOORS WERE VISIBLE. WE SLOWED THE AIRCRAFT TO BELOW 184KTS AND ALSO NOTICED THE LANDING GEAR CIRCUIT BREAKER WAS POPPED. I ADVISED ATC THAT WE WERE HAVING A LANDING GEAR ISSUE AND WOULD KEEP THEM ADVISED. ABOUT 40 MILES FROM THE AIRPORT I MANUALLY LOWERED THE GEAR FOLLOWING THE CHECKLIST PROCEDURES. THE LANDING GEAR INDICATED IT WAS DOWN. I THEN DECLARED AN EMERGENCY BECAUSE THE CHECKLIST ADVISES THAT THE LANDING GEAR SHOULD BE CONSIDERED UNSAFE. A SUCCESSFUL LANDING WAS MADE AT SNA AND A SLOW EXIT WAS MADE AT THE HIGH SPEED TAXI WAY TO MINIMIZE THE AMOUNT OF TURNING. I SHUT THE AIRCRAFT DOWN AND WAS TOWED INTO MAINTENANCE.
ABOUT AN HOUR INTO THE FLIGHT THE LT FUEL QUANTITY ANNUNCIATOR ILLUMINATED. OUTSIDE TEMP INDICATED -24 C. CHECKED THE FUEL GAUGES IAW THE CHECKLIST AND HAD 1100 POUNDS PER SIDE LEFT. 2 TO 3 MINUTES LATER THE RT FUEL QUANTITY ANNUNCIATOR ILLUMINATED. DESCENDED TO 20,000 FEET AND THE TEMP ONLY ROSE TO -22 C. ABOUT 15 MINUTES LATER THE LEFT ENGINE LOST PARTIAL POWER AND STARTED FLUCTUATING ERRATICALLY. DESCENDED DOWN TO 15000 FEET AND THE TEMP THERE WAS -7 C. ENGINE RETURNED TO NORMAL OPERATION FOR ABOUT 1 MINUTE. WHEN THE ENGINE STARTED TO SHOW SIGNS OF POWER LOSS AGAIN, LEVELED AT 14000 FEET THE LEFT ENGINE COMPLETELY FAILED FOR APPROXIMATELY 1 TO 2 MINUTES. IT RE-LIT BECAUSE THE ENGINE AUTO IGNITIONS WERE ARMED. SHORTLY AFTER THE LEFT ENGINE CAME BACK, IT STARTED SHOWING SIGNS OF POWER LOSS AND OUR RIGHT GENERATOR WENT OFFLINE. RESET THE BUSS SENSE SWITCH IAW THE CHECKLIST. THE RIGHT GENERATOR CAME BACK ONLINE. CLEARED DOWN TO 5000 FEET, AND THEN 2000 FEET, CLEARED TO LAND, DURING THE DECENT THE LEFT ENGINE CONTINUED TO SHOW SIGNS OF POWER LOSS. LANDED WITHOUT FURTHER INCIDENT.
PILOT REPORTED AIR CONDITIONER SYS WAS NOT PUTTING OUT COLD AIR. UPON INVESTINGATING THE PROBLEM IT WAS DISCOVERED THAT THE AIR COMPRESSOR WAS SEIZED AND THE DRIVE BELT BURNED THOUGH. 2 NEW FREOM COMPRESSORS WERE INSTALLED AND BOTH SEIZED CASUING THE BELT TO BURN THROUGH ON THE DRIVE PULLEY DURING GROUND OPS CHECKS.
DURING CRUISE WITH WINDSHIELD HEAT ON, THE COPILOTS WINDSHIELD INNER PANE SHATTERED INTO .5 INCH TO 1 INCH PIECES. THE WINDSHIELD AND INNER PANE REMAINED INTACT. CABIN PRESSURIZATION WAS NOT LOST. PROCEDURES FOR A SHATTERED WINDSHIELD WERE FOLLOWED IAW THE LIMITATIONS SECTION OF THE POH AND ACFT LANDED SAFELY AT ITS DESTINATION AIRPORT.