N94KC
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
Service Difficulty Reports filed with the FAA for this airframe. Filing is largely voluntary — the number of reports is not a measure of reliability. To verify a report, search its control number at the FAA SDRS site.
4 reports on file, 2008-05-22 – 2019-04-25.
Part: FLOORBOARD — CRACKED (CABIN) · airframe 16,511 hrs · 19,711 cycles
ENTRY WAY CABIN FLOORBOARD IS CRACKED ON LOWER SIDE AND IS DROOPING ON FORWARD AND AFT SIDE OF BULKHEAD.
Part: AHRS — MALFUNCTIONED (COCKPIT) · airframe 16,209 hrs · 19,235 cycles
WHILE FLYING IN IMC ENROUTE FROM JVY TO OWB, THE ATTITUDE, HEADING, REFERENCE SYSTEM AND AUTOPILOT FAILED IN FLIGHT. AT THE TIME OF THE FAILURE, THE AIRCRAFT WAS LEVEL AT 6,000 FT, AT 220 KIAS AND COUPLED TO THE AUTOPILOT IN NAV MODE AND ALTITUDE HOLD. PILOT DECLARED AN EMERGENCY, DESCENDED TO VMC AND RETURNED TO JVY. ATTEMPTED TROUBLESHOOTING DID NOT FIND ANY DISCREPANCIES AT THIS TIME.
Part: FIRE DETECTOR — INOPERATIVE (NR 1 NACELLE) · airframe 11,399 hrs · 12,542 cycles
DURING CRUISE FLIGHT, MASTER WARNING LIGHTS ILLUMINATED ALONG WITH THE LT AND RT ENGINE FIRE LIGHTS. BOTH ILLUMINATED AT THE EXACT TIME WITHOUT ANY ABNORMALITIES IN ENGINE INSTRUMENTATION. PERFORMED A VISUAL OF BOTH ENGINES WITH NO POSITIVE SIGNS OF FIRE OR SMOKE. CONTINUED TO CHECK ALL ENGINE INSTRUMENTATION FOR THE REMAINDER OF FLIGHT, WITHOUT ANY ABNORMAL INDICATIONS. ONCE AT DESTINATION AIRPORT, TROUBLESHOT SYSTEM AND FOUND THE NR 1 ENGINE LOWER AFT FIRE DETECTOR WAS PROBLEM. DETECTOR WAS REPLACED AND ACFT WAS RETURNED TO SERVICE.
Part: MOTOR — FAILED (VENT BLOWER)
SHORTLY AFTER DEPARTURE, CLIMBING THRU 8,000 (MSL), THE CREW NOTICED AN ODOR COMING FROM THE CABIN. APPROXIMATELY FIVE MINUTES AFTER THAT THE CREW NOTICED A HAZE BEGINNING TO FORM IN THE REAR OF THE CABIN. THAT IS WHEN THEY DECIDED TO MAKE A PRECAUTIONARY LANDING AT THE NEAREST SUITABLE AIRPORT. AT THAT TIME THE FLIGHT WAS AT 17,000 (MSL). THE HAZE AN ODOR WAS NOT BAD ENOUGH IN THE PILOTâS OPINION TO DECLARE AN EMERGENCY. THROUGH OUT THE PROCESS WE STARTED TO ELIMINATE POWER SOURCES, SUCH AS OVERHEAD LIGHTING, AND LIFE PORT INVERTERS. THE AIRCRAFT WAS ON THE GROUND IN ABOUT TEN MINUTES AFTER THE HAZE FIRST STARTED. BETWEEN THE TIME WE LANDED TO THE TIME WE TAXIED TO THE FBO, THE HAZE AND SMELL HAD BECOME INCREASINGLY STRONGER. THE PATIENT WAS UNLOADED INTO A WAITING AMBULANCE THAT THEY HAD REQUESTED THRU COMMUNICATIONS. THE CAUSE OF FUMES WAS FOUND TO BE FROM THE FWD VENT BLOWER MOTOR ON THE AIR CONDITIONER.