BASIN AVIATION, INC.

Operated by BASIN AVIATION INC (per NTSB report)

CREW REPORTED A LOSS OF OIL PRESSURE IN LEFT ENGINE DURING CRUISE FLIGHT. CREW REVIEWED THE WITH EMERGENCY ENGINE SHUTDOWN CHECKLIST WHEN OIL PRESSURE DECAYED INTO THE YELLOW ZONE. AS SOON AS THE OIL PRESSURE REACHED THE RED ZONE, THE ENGINE WAS VOLUNTARILY SHUTDOWN. AIRCRAFT RETURNED TO POINT OF DEPARTURE (KMDD). AIRCRAFT LANDED WITHOUT INCIDENT. UPON LANDING IT WAS OBSERVED THAT THE OIL FILL CAP WAS IN PLACE AND PROPERLY ALIGNED. UPON REMOVING THE OIL FILL CAP, IT WAS OBSERVED THAT THE CAP O-RING WAS CUT WITH A PORTION OF THE O-RING MISSING. OIL WAS OBSERVED AROUND THE AREA OF THE OIL FILLER CAP.

FOLLOWING NORMAL DEPARTURE, CREW ATTEMPTED TO RETRACT THE LANDING GEAR. THE LANDING GEAR SELECTOR SWITCH COULD NOT BE MOVED FROM THE DOWN POSITION TO THE UP POSITION. CREW FLEW UNTIL ENOUGH FUEL WAS CONSUMED SO A NORMAL WEIGHT LANDING COULD BE ACCOMPLISHED. THE SWITCH WAS EXAMINED AND IT WAS DETERMINED THAT RECENTLY THE SWITCH HAD BEEN TIGHTENED BY MAINTENANCE PERSONNEL DUE TO THE WHEEL PORTION OF THE SWITCH WIGGLING ON THE SWITCH BAT. SLIGHT LOOSENING OF THE SET SCREW THAT ATTACHES THE WHEEL TO THE SWITCH BAT RESULTED IN NORMAL OPERATION OF THE SWITCH

DURING A NON PASSENGER, NON REVENUE FLIGHT, THE LEFT GENERATOR FAIL CAS MESSAGE APPEARED AS THE CREW WAS POSITIONING THE AIRCRAFT ACROSS THE HOLD SHORT LINE. THE CREW TAXIED BACK TO PARKING. THE LEFT AFT POWER DISTRIBUTION PANEL WAS DETERMINED TO BE FAULTY IN NOT PROPERLY CONTROLLING THE LEFT GENERATOR OUTPUT VOLTAGE. THE STARTER GENERATOR AND THE LEFT AFT PDP WERE REPLACED WITH OVERHAULED/REPAIRED (SERVICEABLE) COMPONENTS. DURING SUBSEQUENT GROUND TESTING AS APPLICABLE, THE FAULT WAS DETERMINED TO BE CORRECTED.

AIRCRAFT FAILED TO PRESSURIZE. PILOT DESCENDED, CONTACTED ATC AND RETURNED TO DEPARTURE POINT (KMDD). AIRCRAFT PRESSURIZATION SYSTEM WAS GROUND TESTED AND OBSERVED TO OPERATE NORMALLY. THE PRESSURIZATION CONTROL SWITCH WAS OBSERVED TO BE DEFORMED PRESUMABLY BY BEING KICKED/STEPPED ON DURING CREW MOVEMENT IN THE AREA OF THE CENTER PEDESTAL. PILOT STATED HE MAY HAVE HAD THE SWITCH IN THE "DUMP" POSITION INSTEAD OF THE "PRESS" POSITION POSIBBLE DUE TO THE DEFORMITY IN THE SWITCH. THE SWITCH WAS REPLACED WITH A NEW SWITCH AND FUNCTION TESTED NORMALLY. A TEST FLIGHT OF THE AIRCRAFT WAS PERFORMED AND THE PRESSURIZATION SYSTEM WAS DETERMINED TO FUNCTION NORMALLY.

LEFT ENGINE FIRE INDICATION DURING LEVEL OFF AT FL410. CREW RAN QRH AND MEMORY CHECKLIST AND REDUCED POWER TO CRUISE SETTING, FIRE WARNING EXTINGUISHED. INSPECTED ENGINE AND FOUND NO EVIDENCE OF FIRE OR BLEED AIR LEAK. MEASURED RESISTANCE OF TAILPIPE FIRE LOOP INDICATED AN ABNORMAL RESISTANCE. REPLACED FIRE LOOP WITH A SERVICEABLE LOOP.

WHILE FLYING FROM AIRPORT TO AIRPORT, CRUISING AT FLIGHT LEVEL 240, RECEIVED A NR 2 ENGINE FIRE INDICATION. AFTER COMPLETING THE MEMORY ITEMS, DECLARED AN EMERGENCY. CHECKLISTS COMPLETED, NR 2 ENGINE STILL INDICATING AN ENGINE FIRE. AFTER LANDING SAFELY, FIRE TEAM SAID THERE WAS NO SMOKE OR INDICATION OF A FIRE ON THE RT SIDE OF THE AIRPLANE. AFTER A VISUAL INSPECTION OF THE NR 2 ENGINE, NO INDICATION OF A FIRE. FIRE DETECTION UNIT REPLACED.

WHILE PERFORMING THE MAGNETO 500 HOUR INSPECTION, BRASS SHAVINGS WERE FOUND INSIDE THE MAGNETO HOUSING. FURTHER INVESTIGATION RVEALED EXCESSIVE (ROCKING) IN DISTRIBUTOR GEAR IN BLOCK CAUSED BY CENTER BEARING BEING LOOSE IN BLOCK. LOOSENESS AND PLAY ALLOWED GEAR FINGER TO CONTACT BLOCK POSTS. (K)