Burgess Aircraft Management, LLC

Operated by Burgess Aircraft Management, LLC (per NTSB report)

The airplane’s collision with a bird during approach.

Sanction: $49,000 · case closed 2018-03-21

Part: ENGINE — POWER LOSS (LEFT) · airframe 4,394 hrs · 3,392 cycles

WHILE CRUISING AT FL400 THE LEFT ENGINE ROLLED BACK. IMMEDIATELY, I TRIED TO MOVE THE THROTTLE TO A DIFFERENT POSITION TO SEE IF I HAD ANY AUTHORITY. I DID NOT. I DECLARED AN EMERGENCY WITH ATC AND STARTED A DESCENT TO KEEP THE SPEED UP. I DECIDED TO DIVERT TO KLNK BECAUSE WE HAD JUST RECENTLY PASSED OVER IT, THE WEATHER WAS IFR, AND THEY HAVE A LONG RUNWAY. THE CHECKLIST WAS RAN TO COMPLETION. WE DID NOT ATTEMPT A RESTART BECAUSE THE RIGHT ENGINE WAS RUNNING SMOOTH AND SARA HAD NOTICED SOME VIBRATIONS EARLIER IN THE FLIGHT. WE LANDED 18 AT KLNK AND TAXIED INTO ATLANTIC. THE FIRE TRUCKS ESCORTED US AT 50%. TO GET THE LEFT ENGINE TO SHUT DOWN I HAD TO MOVE IT OUT OF CUTOFF AND THEN BACK TO CUTOFF. NO FURTHER COMMENTS. WE HAVE TO PARTS THAT CAUSED DIFFICULTY LET, DUNCAN AVIATION IN LINCOLN, NE IS CURRENTLY T/S THIS EVENT.

Part: SQUAT SWITCH — STICKING (MLG) · airframe 7,500 hrs · 5,625 cycles

AFTER A NORMAL TAKEOFF AND INITIAL CLIMB, THE PF CALLED FOR GEAR UP. PM SELECTED GEAR UP, BUT NO RESPONSE FROM LANDING GEAR. ALL 3 GREEN DOWN/LOCKED LIGHTS REMAINED ILLUMINATED, BUT THE RED GEAR UNLOCKED INDICATOR WAS ALSO ILLUMINATED. THE GND IDLE ANNUNCIATOR REMAINED ILLUMINATED AND THE CABIN PRESSURIZATION BEGAN TO FLUCTUATE, AS IF AN OUTFLOW VALVE WAS OPEN. ALL INDICATIONS THAT THE AIRPLANE STILL THOUGHT IT WAS ON THE GROUND. WE RECYCLED THE LANDING GEAR HANDLE BACK DOWN, THEN UP WITH THE SAME SYMPTOMS. WE LEVELED OFF AT APPROXIMATELY 3000' MSL AND ADVISED ATC THAT WE HAD A LANDING GEAR PROBLEM AND NEEDED DELAYING VECTORS TO GIVE TIME TO RUN THE CHECKLIST AND TROUBLESHOOT. WE COMPLETED THE LANDING GEAR WILL NOT RETRACT CHECKLIST WITH NO CHANGE TO THE CONDITION. AT THIS POINT WE ELECTED TO DO A LOW PASS BY THE TOWER TO VISUALLY CONFIRM ALL LANDING GEAR WERE DOWN, EVEN THOUGH WE STILL HAD 3 GREEN INDICATORS. WE COMPLETED THE LOW PASS AND TOWER CONFIRMED ALL 3 GEAR APPEARED IN THE DOWN POSITION. WE ENTERED LEFT TRAFFIC ON RWY 02 AND MADE A NORMAL LANDING WITH NO FURTHER ISSUES.

Part: OVERWING EXIT — LEAKING (ZONE 800) · airframe 7,183 hrs · 5,374 cycles

CREW NOTICED A WHISTLING NOISE IN THE CABIN DURING CRUISE, LATER FOLLOWED BY THE CABIN ALTITUDE WARNING LIGHT. AT THIS POINT THE CREW DROPPED THE OXYGEN MASKS, AND INITIATED AN EMERGENCY DESCENT FROM FL410 TO 11,000FT WHERE THEY COMPLETED THE FLIGHT WITH NO FURTHER ISSUES. DURING THE DESCENT THE CREW NOTICED THAT THE CABIN ALTITUDE STABILIZED AT 14,500FT. AFTER LANDING, MAINTENANCE PERFORMED GROUND OPERATIONAL CHECKS ON THE OUTFLOW VALVES AND PRESSURIZATION CONTROLLER, AND ALL UNITS TESTED OK. CREW MENTIONED SEEING DARK STREAKS ON THE FUSELAGE NEAR THE EMERGENCY EXIT DOOR. WHEN CHECKED, THE STREAKS WERE FOUND TO BE PETROLEUM JELLY FROM THE DOOR SEAL. EMERGENCY EXIT DOOR AND DOOR SEAL WERE INSPECTED, CLEANED, AND RE-LUBRICATED BEFORE REINSTALLATION. FOLLOWING A SUCCESSFUL TEST FLIGHT, THE EMERGENCY EXIT DOOR WAS REEXAMINED AND THERE WAS NO TRACES OF PETROLEUM JELLY ON THE OUTSIDE OF THE DOOR.

Part: NONE — NONE · airframe 6,106 hrs · 4,892 cycles

NLG FELL OUT OF UPLOCK HOOK DURING CRUISE FLIGHT. REPOSITIONED NLG UPLOCK ROLLER BRACKET ASSY IAW CESSNA CITATION 525A CMM CHAPTER 32-20-00.

Part: NONE — NONE · airframe 11,631 hrs · 7,298 cycles

AFTER RETRACTING THE LANDING GEAR AFTER TO, THE GEAR KEPT TRYING TO COME UP AND DROPPING DOWN. WHEN THE GEAR WAS PUT BACK DOWN, THE MAINS CAME DOWN AND LOCKED AND SHORTLY AFTER THAT WE GOT A AMBER CAS MESSAGE THAT SAID WOW MISCOMPARE ALONG WITH A RED GEAR UNLOCK LIGHT. WE BELIEVED THE NOSE GEAR WAS STILL IN THE WHEEL WELL BECAUSE THE WIND NOISE WAS DIFFERENT. AFTER MUCH DISCUSSION WE DECIDE TO TRY ONE LAST TIME TO RAISE THE GEAR AT THIS POINT WE FOUND THE GEAR HANDLE LOCKED IN THE DOWN POSITION WITH NO IDEA WHAT POSITION THE NOSE GEAR WAS IN, WE JUST KNEW IT WAS UNSAFE. PERFORMED EMERGENCY GEAR EXTENSION, NLG WAS UNSUCCESSFUL. LANDED WITH NLG UP AND BOTH MLG DOWN AND LOCKED.

Part: LINE — FAILED (HYD SYSTEM) · airframe 2,398 hrs · 1,594 cycles

L/H ENGINE HYD PUMP FLEXIBLE PRESSURE LINE P/N AE6209H0300-130 FAILURE.

Part: HYDRAULIC LINE — BLOWN (LEFT) · airframe 2,998 hrs · 1,594 cycles

L/H ENGINE HYD PUMP FLEXIBLE PRESSURE LINE P/N AE6209H0300-130 FAILURE.

Part: PRECOOLER — BULGED (LT BLEED AIR) · airframe 2,710 hrs · 1,896 cycles

DURING CRUISE FLIGHT THE RECEIVED A L/H BLEED AIR OVER HEAT ANNUNCIATOR. FOLLOWED THE CHECKLIST AND THE TEMP ANNUNCIATOR EXTINGUISHED AFTER SELECTING R/H SOURCE AND REDUCING L/H ENGINE POWER. LANDED AT DESTINATION WITHOUT EVENT. MX DISCOVERED THE L/H PRECOOLER FAILED. R&R PRECOOLER, OPS CHECK OK.

Part: ENGINE — POWER LOSS (RIGHT) · airframe 2,505 hrs · 1,735 cycles

APPROXIMATELY FIFTY MILES OUT, IN THE DECENT FOR LANDING. PASSING THROUGH FL180, MADE A LITTLE POWER REDUCTION AND NOTICED THE RIGHT ENGINE ITT FLUCTUATED UP AND DOWN. PULLED THE THROTTLE BACK ON THE RIGHT ENGINE SLOWLY UNTIL REACHING FLIGHT IDLE AND THE ITT CONTINUED TO RISE PASSING 700 DEGREES, N2 SHOWED 100%. PULLED THE RIGHT ENGINE TO CUTOFF FOR A PRECAUTIONARY SHUTDOWN AND FOLLOWED THE APPROPRIATE CHECKLIST FOR THE SITUATION. LANDED SAFELY WITHOUT INCIDENT.

Part: PRECOOLER — FAILED (RT BLEED) · airframe 2,307 hrs · 1,568 cycles

AFTER TAKE OFF DURING CLIMB, THE CREW RECEIVED A RT BLEED AIR OVER HEAT ANNUNCIATOR. FOLLOWED CHECKLIST AND THE OVER TEMP ANNUNCIATOR TO EXTINGUISHED AFTER SELECTING LT SOURCE AND REDUCING RT ENGINE POWER TO IDLE. RETURNED TO DEPARTURE. MX DISCOVERED THE RT PRECOOLER FAILED. R & R THE PRECOOLER. OPS CHECKED OK.

Part: STRUT — LOW PRESSURE (NLG) · airframe 960 hrs · 671 cycles

UPON LANDING IN SGF NLG WOULD NOT LOCK DOWN WITH GEAR SELECTED DOWN. MANUAL EXTENSION PERFORMED WITH NO ISSUES. FERRIED AIRCRAFT. FOUND NLG STRUT LOW PRESSURE SIDE TO BE AT 0 PSI CAUSING THE NLG NOT TO EXTEND WITH WOW. THEN NLG WOULD INTERFERE WITH THE GEAR DOORS DURING EXTENSION. RESEALED NLG AND SERVICED, OPS CHECK OK.

Part: OUTFLOW VALVE — FAULTY (CABIN PRESSURE) · airframe 10,180 hrs · 8,554 cycles

DURING CRUISE AT FL360, & NOTICED A SLOW CABIN PRESSURIZATION LOSS. CABIN ALTITUDE NEVER CLIMBED MORE THAN 500 FEET PER MINUTE. PILOTS DONNED OXYGEN MASKS, STARTED DESCENDING & DECLARED AN EMERGENCY. COMPLETED EMERGENCY CHECKLIST. AS ACFT WAS COMING TO A REASONABLE ALTITUDE, PAX OXYGEN MASKS DEPLOYED. ELECTED TO DIVERT. LANDED SAFELY. THE OUTFLOW VALVE WAS REPLACED & TEST FLIGHT CONDUCTED, OPERATIONS CHECKED OK.

Part: TURBINE BLADES — FAILED (RT ENGINE) · airframe 8,847 hrs · 8,842 cycles

THE PILOT REPORTED THE FOLLOWING, DURING CLIMB AFTER TAKEOFF FROM KOMA AT APPROXIMATELY 11,000 MSL THE RIGHT ENGINE ABRUPTLY LOST POWER. TORQUE WENT TO ZERO, ITT RAPIDLY DISMINISHED. COMPLETED EMERGENCY MEMORY ITEMS PER MANUFACTURE'S CHECKLIST. SHUTDOWN AND SECURED THE RIGHT ENGINE PER THE MANUFACTURE'S CHECKLIST. DECLARED AN EMERGENCY WITH APPROACH AND RETURNED FOR A VISUAL APPROACH TO RWY 18 AT KOMA. DURING A BORESCOPE INSPECTION, ALL THE POWER TURBINE BLADES WHERE MISSING. ENGINE WAS REMOVED AND SENT FOR REPAIR. THE CAUSE FOR ENGINE FAILURE WAS COMPRESSOR TURBINE BLADE FAILURE.

Part: ENGINE — OVERTEMP (RIGHT) · airframe 8,362 hrs · 8,448 cycles

RT ENGINE HAD LOSS OF POWER AT CRUISE. ITT SPIKED AND STABILIZED AT 1100 C. ENGINE SHUTDOWN AND PROPELLER FEATHERED NORMALLY. NORMAL LANDING.