N965HA
Registered owner: BANK OF UTAH TRUSTEE, UT (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
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.
11 reports on file, 1999-10-10 – 2006-04-17.
Part: WIRE HARNESS — MALFUNCTIONED (NR 2 ENGINE) · airframe 16,353 hrs · 18,372 cycles
AFTER T/O, NR 2 ENGINE TQ INDICATION WENT TO ZERO AND NR 2 ECU CAUTION LIGHT ILLUMINATED. REMOVED AND REPLACED ENGINE HARNESS. P/N AND S/N TO FOLLOW.
Part: WINDSHIELD WIPER — OUT OF ADJUST (RT WINDSHIELD) · airframe 15,547 hrs · 17,447 cycles
F/O'S WINDSHIELD WIPER POPPED UP. ADJUSTED AND SECURED WIPER BLADE.
Part: SEAT TRACK — CORRODED (FUSELAGE) · corrosion level 2 · airframe 11,651 hrs · 12,808 cycles
RIGHT HAND SEAT RAIL CORRODED IN AREA FRONT OF LAV.SPLICED IN SEAT RAIL IAW RD 8-53-3074.
Part: LINE — LEAKING (HYDRAULIC SYS) · airframe 11,496 hrs · 12,692 cycles
NR 2 HYD. QTY, LOST QTY IN TAKEOFF AND LANDING PHASE OF FLT. HYD PRESS STAYED AT 3000 PSI AT ALL TIMES. FOUND HYD LINE TO NLG DOOR SEQUENCE VALVE SOLENOID LEAKING, INSTALLED TFL AT THIS TIME.
Part: ENGINE — FAILED (NR 1)
NR 1 ENGINE FAILED IN FLIGHT. PRIOR TO ENG NR 1 ENG OIL PRESS WARN LIGHT MOMENTARILY ILLUMINATED. WHEN ENGINE FAILED PROP DID NOT FX HAD TO USE ALT FX. AIRCRAFT WAS IN DESCENT, ENGINE AND PROP WERE IN A STABLE CONDITION. REMOVED AND REPLACED ENGINE. APPEARS ANGLE GEAR BOX FAILED ON AGB.
Part: LINE — DETECTED (LEFT WING FUEL) · airframe 10,722 hrs · 11,877 cycles
INTERMITTENT NR 1 FUEL PRESSURE CAUTION LIGHT DURING CLIMB OUT. (OCCURRED AFTER TURNING OFF AUX FUEL PUMP) INSTALLED NEW MOTIVE FLOW LINES FROM COLLECTOR BAY TO ENGINE FIREWALL.
Part: TRANSMITTER — FALSE INDICATION (NR 1 ENG OIL PRE) · airframe 10,474 hrs · 11,602 cycles
ON CLIMBOUT NR 1 ENGINE OIL PRESS STARTED A GRADUAL CLIMB TO 80 PSI. WHEN ENGINE TORQUE WAS REDUCED TO 40 PERCENT OIL PRESS RETURNED TO NORMAL. INCREASING TORQUE WOULD CAUSE OIL PRESS TO INCREASE TO 95 PSI. WHEN TORQUE WAS REDUCED AGAIN TO 40 PERCENT OIL PRESS RETURNED TO NORMAL. AIRCRAFT RETURNED TO FIELD. REPLACED NR 1 ENGINE OIL PRESSURE TRANSMITTER.
Part: RADAR — FALSE INDICATION (FUSELAGE) · airframe 7,738 hrs · 8,735 cycles
RADAR WOULD NOT PAINT, CYCLED ON/OFF AND WORKS NORMAL. RETURNED TO AIRPORT
Part: CONNECTOR — DIRTY (NR 2 ENGINE) · airframe 4,546 hrs · 5,219 cycles
NR 2 ENGINE OIL PRESSURE INDICATION FLUXED FROM 0-20 PSI AND THEN WENT TO ZERO WITH NO ASSOCIATED WARNING LIGHT. CREW SHUT DOWN THE ENGINE. MAINTENANCE CLEANED THE NR 2 ENGINE OIL PRESSURE TRANSMITTER CONNECTOR.
Part: CONNECTOR — LOOSE (ROW 1DF)
RIGHT HAND SIDE WALL EMERGENCY EXIT LIGHT AT 1DF INOP IN TEST. RESEATED PIN AT MOLEX CONNECTOR FOR LIGHT ASSEMBLY.
Part: AIR DIST — SMOKE (CABIN)
DURING ENGINE START (NR 2), CABIN AND COCKPIT FILLED WITH LIGHT SMOKE.