N99GH

Part: OIL SYSTEM — LOW PRESSURE (LT ENGINE) · airframe 39,675 hrs · 68,071 cycles

DURING CRUISE, PILOT NOTED LEFT ENGINE LOW OIL PRESSURE WARNING ILLUMINATED, AND VERIFIED WITH LOW OIL PRESSURE ON THE GAUGE. PILOT SHUT DOWN THE ENGINE AND RETURNED SAFELY WITH NO FURTHER INCIDENT TO SLC, THE ORIGINAL DEPARTURE POINT. FURTHER INVESTIGATION TO DETERMINE THE CAUSE OF THE PROBLEM IS IN PROCESS.

Part: RIB — BROKEN (LT ELEVATOR) · airframe 38,515 hrs · 66,924 cycles

ON POST FLIGHT INSPECTION THE LT ELEVATOR OTBD LE RIB WAS FOUND TO BE BROKEN OFF ALLOWING THE LT ELEVATOR BALANCE WEIGHT TO SEPARATE FROM THE ELEVATOR.

Part: ENGINE — OVERTEMP (NR 2) · airframe 38,394 hrs · 66,829 cycles

DURING AN ILS APPROACH. A MISSED APPROACH WAS EXECUTED. WHEN POWER WAS ADVANCED TO COMMENCE THE MISSED APPROACH, NR 2 ENGINE EXHIBITED HIGH ITT (1100 DEG C), TORQUE FLUCTUATED FROM 200 TO 1500 LBS. AND RPM FLUCTUATED FROM 0 TO 2200. AFTER THE ACFT WAS AT A SAFE ALTITUDE THE NR 2 ENGINE WAS SHUTDOWN. ONCE ESTABLISHED IN HOLDING A SUCCESSFUL AIRSTART WAS ACCOMPLISHED. NR 2 ENGINE OPERATED NORMALLY FOR THE REMAINDER OF THE FLIGHT.

Part: HINGE BRACKET — BROKEN (LT ELEVATOR) · airframe 38,239 hrs · 66,649 cycles

LEFT ELEVATOR OTBD HINGE BRACKET WAS FOUND TO BE BROKEN. REMOVED THE BROKEN ELEVATOR HINGE AND INSTALLED A NEW HINGE.

Part: BLADE — BROKEN (LT ENGINE) · airframe 37,591 hrs · 65,770 cycles

LEFT ENGINE FAILED IN FLIGHT.

Part: FIRE DETECTOR — CONTAMINATED (RT ENGINE)

THE FIRE DETECTOR WARNING LIGHT ILLUMINATED IN FLIGHT. MOISTURE WAS THE PROBABLE PROBLEM. AFTER TAXI THE LIGHT EXTINGUISHED. NOT OTHER PROBLEM WITH FIRE DETECTION SYSTEM WAS FOUND. (K)

Part: HINGE — DAMAGED (LT NLG DOOR)

THE LT NOSE GEAR DOOR CENTER HINGE AND NOSE GEAR DOOR ACTUATOR LINK QUIDE, BENT. THE NOSE GEAR DOORS WERE DISCONNECTED FOR AN INSPECTION. THE LT MAIN GEAR DOORS WERE RIGGED AND A RETRACTION TEST WAS PERFORMED. A LOAD POPPING NOISE WAS HEARD. UPON INSPECTION THE DAMAGE TO THE NOSE DOOR CENTER HINGE AND THE GUIDE WAS DISCOVERED. THE DAMAGE WAS PROBABLY CAUSED BY IMPROPER NOSE GEAR DOOR RIGGING. (K)

Part: FAN — FAILED (VENT BLOWER)

THE CENTRIFUGAL FAN ASSY CAME APART, SHED ALL THE BLADES. POSSIBLE THAT THE FAN WAS OUT OF BALANCE. POSSIBLE THAT THE FAN WAS THROWN OUT OF BALANCE BY INGESTION OF MATERIAL THROUGH THE AIR RETURN SYSTEM OF THE AIRCRAFT. INSPECTION OF THE VENT RETURN SYSTEM SCREEN ASSY.

Part: WARNING LIGHT — ILLUMINATED (COCKPIT)

GEAR INTRANSIT LIGHT STAYED ON, AFTER GEAR RERACK.

Part: ARM — WORN (RUDDER PEDEL)

DURING INSPECTION, THE RUDDER PEDAL PIVOT HOLES WERE FOUND TO BE ELONGATED. THE WEAR APPEARS TO BE NORMAL. THE RUDDER PEDAL ARM WAS REPLACED WITH A SERVICEABLE ARM AND SAFTIED AND LUBED. SINCE THE RUDDER PEDAL IS A HIGH USE ASSEMBLY, A HEAVIER LUBRICATING MEDIUM SHOULD BE CONSIDERED. A LIGHT GREASE MIGHT PROVIDE BETTER PROTECTION AGAINST WEAR.

Part: CONTROL CABLE — FRAYED (RUDDER)

DURING A DETAILED INSPECTION OF THE CONTROL CABLES, THE RUDDER CABLE WAS FOUND TO BE FRAYED ABOUT 3 INCHES AFT OF A PULLEY IN THE BILGE JUST AFT OF THE AIR STAIR DOOR. THE AFFECTED RUDDER CABLE WAS REMOVED AND THE OTHER INSPECTED FOR SIMILAR DAMAGE. NO DAMAGE FOUND. THIS DISCREPANCY APPEARS TO THE RESULT OF NORMAL WEAR AS THERE WAS NO CONTRIBUTING FACTORS TO CAUSE SUCH WEAR.

Part: TORQUE TUBE — CRACKED (TAIL)

DURING A SCHEDULED TAIL INSPECTION, DISCOVERED THE ELEVATOR TORQUE TUBE/CASTING HAD CRACKS. DEFECTIVE TORQUE TUBE ASSY REPLACED WITH SERVICEABLE PART. THIS CONDITION MOST LIKELY OCCURRED AS A RESULT OF NORMAL OPERATION. NO OTHER DISCREPANCIES NOTED. (X)

Part: HARNESS — SHORTED (RT ENGINE)

RIGHT ENGINE ITT READING LOW IN ALL CONDITIONS OF OPERATION. DETERMINED PROBLEM TO BE AN INTERNAL SHORT IN THE TRIM HARNESS ON THE RIGHT ENGINE. REPLACED TRIM HARNESS WITH SERVICEABLE TRIM HARNESS AND CALIBRATED ITT AIRFRAME SYSTEM RESISTANCE. INSPECTED ENGINE FOR HIDDEN DAMAGE. NO DAMAGE FOUND. PERFORMED JET-CALIBRATION OF ALL INDICATING SYSTEMS. PERFORMED DPS RUN. ALL CHECKED GOOD. (X)

Part: FUEL CELL — PUNCTURED (RT NACELLE)

RIGHT NACELLE FUEL CELL FOUND LEAKING FUEL. INSPECTION REVEALED A PUNCTURE IN THE SIDE OF THE CELL CAUSED BY A TANK HANGER THAT HAD BECOME DISLODGED FROM ITS ORIGINAL LOCATION. THE HANGER PROTRUDING CLIP HAD REPOSITIONED TOWARD THE TANK LINER CAUSING THE TANK TO BE PUNCTURED AS THE FUEL LEVEL INCREASED. DURING INITIAL INSTALL OF FUEL CELL, SUBMITTER STATED CARE SHOULD BE TAKEN TO VERIFY PROPER SEATING OF THE CELL HANGERS TO PREVENT THIS FROM RECURRING. (CELL DATED 1979 AND OTHERWISE APPEARED IN GOOD CONDITION). (X)

Part: RELAY — INOPERABLE (GENERATOR)

RIGHT GENERATOR WOULD NOT COME ON LINE. FOUND REVERSE CURRENT RELAY INOPERABLE.

Part: BEACON — INOPERABLE (RUDDER)

UPPER BEACON INOPERABLE. MOTOR THAT ROTATES BULBS SHORTED OUT. RESULT OF BLOWN CIRCUIT BREAKER.

Part: PEDAL ARM — WORN (RUDDER PEDAL)

HINGE POINT FROM RUDDER PEDAL TO RUDDER ARM BUSHING IS WEARING DEEP GROOVES INTO TANGS ON RUDDER PEDAL ARMS.

Part: PEDAL ARM — WORN (RUDDER PEDAL)

HINGE POINT FROM RUDDER PEDALS TO RUDDDER ARM BUSHING IS WEARING DEEP GROOVES INTO TANGS ON RUDDER PEDAL ARMS.