AIRCRAFT CHARTER SERVICES INC

RH ENGINE WOULD NOT START (HUNG START) IN AUTO. ENGINE WOULD START IN MANUAL MODE. TROUBLESHOT FOUND MOTIVE FLOW PRESSURE LOW. EMERGENCY FUEL SHUTOFF UNIT WAS RESTRICTING MOTIVE FLOW WHICH REDUCED IDLE FLOW PRESSURE TO THE FCU.

RH MLG TIRE CENTER TREAD (3 TREAD GROOVES) SEPARATED FROM THE TIRE. PICTURES ARE AVAILABLE.

WHILE USING LIFE VEST CERTIFIED 1/16/2018 FOR TRAINING FOUND THAT THE C02 INFLATOR CARTRIDGE WAS TO RIGID TO BE PUNCTURED TO INFLATE THE VEST.

WING TIP HEAT LEADING EDGE VENT COVER PLATE MISSING VENT LOUVER. TWO MORE HAVE STARTED TO CRACK.

FREON AC MOTOR BLEW CURRENT LIMITER. MOTOR FAILED.

DURING START, THE ANTI-ICE LIGHT WARNING ILLUMINATED. FOUND THE STATOR ICE VALVE FAILED.

CABIN WOULD NOT HEAT IN MANUAL OR AUTO MODE. DID NOT APPEAR THAT MANUAL CONTROL RESULTED IN ADDITONAL HEAT. BOTH FLOW CONTROL VALVES HAD FAILED.

PILOTS ATTEMPTED START AND START HUNG AT 16%. SAW ITT RISE HOWEVER ENGINE WOULD NOT ACCELERATE. REMOVED EEC AND INSTALLED ON LT ENGINE PROBLEM FOLLOWED.

VENT DOOR IN MAIN CABIN DOOR WILL INTERMITTENTLY NOT CLOSE. VENT DOOR CAN THEN BE MANUALLY CLOSED OR AFTER MULTIPLE LOCK UNLOCK ATTEMPTS VENT DOOR CLOSES IN SEQUENCE WITHOUT MANUAL OPERATION. VENT DOOR IS STRIKING BRACKET 6611391-10 DURING SOLENOID ACTUATION AS SOLENOID IS FLEXING BRACKET. INSUFFICIENT CLEARANCE BETWEEN BRACKET AND VENT DOOR. BRACKET NEEDS TO BE STIFFENED OR AN ADDITION OF A MOUNTING MECHANISM CLOSER TO THE BEND. CURRENT MOUNTING IS AT TOP OF BRACKET.

CREW REPORTED A LEFT BLEED AIR LIGHT ON ANNUNCIATOR PANEL. OBSERVED A SPLIT IN ITT READING BETWEEN LEFT AND RIGHT ENGINE. (LEFT BLEED LIGHT AND HIGHER LEFT ITT) REDUCED POWER AND LIGHT EXTINGUISHED.

FAULT CODES GENERATED IN DCU DOWNLOADS FOR LT THRUST REVERSOR. FOUND INBOARD STOW LIMIT SWITCH WITH 7K OHM READING.

FUEL FLOW STOPPED INDICATING. FOUND FUEL FLOW TRANSMITTER TO BE INOPERATIVE. REMOVED AND REPLACED WITH OVERHAULED UNIT.

COMPLING WITH THE INSPECTION IN ACFT, WE FOUND THAT THE PAINT HAD FLAKED OFF OF THE TOP OF THE SECTOR LEAVING EXPOSED METAL. ONCE REMOVED WE COULD FLAKE THE REMAINING PAINT WITH A FINGER NAIL. IT APPEARED THAT THE PAINT HAD BEEN APPLIED WITH A BRUSH RATHER THAN SPRAYED. THIS PLANE SN SHOULD HAVE HAD A PROTECTIVE COATING APPLIED AS A PART OF A PREVIOUS SB BY THE FACTORY. IT APPEARS THE PAINT DID NOT ADHERE TO THE METAL.

PILOT COMPLAINT OF INCREASE IN OIL CONSUMPTION. FOUND OIL ON OTBD SIDE OF LOWER ENGINE FORWARD OF OIL FILL. RAN ENGINE FOUND OIL LEAKING FROM OIL PUMP LINE TRANSFER TUBE ABOVE OIL PUMP HOUSING.

PILOTS REPORTED THAT AS FUEL WAS BURNED THE LEFT QUANTITY WOULD STOP SHOWING BURN AT AROUND 2300 AND THE RIGHT SIDE WOULD CONTINUE TO SHOW FUEL BURNED. AS THE RH SIDE SHOWED ABOUT 1100 THE LEFT WOULD DRIFT DOWN TO 1100. SYSTEM FUNCTIONED NORMAL ABOVE AND BELOW THESE PARAMETERS. REMOVED ACCESS PANELS FROM WING. FOUND NR 4 PROBE LAYING IN WING OFF OF MOUNT. FOUND MOUNT TO BE SERVICEABLE AND NOT DEFECTIVE. APPEARS PROBE WAS REMOVED FOM AND NOT REINSTALLED IN MOUNTING. REINSTALLED PROBE AND TESTED SYSTEM. SYSTEM TESTED WITHIN SPECIFICATIONS.

OIL PRESSURE WOULD DROPOFF TO YELLOW RANGE AS POWER WAS ADVANCE THROUGH 60 PERCENT N2. PRESSURE WOULD RETURN INTO THE GREEN IF POWER WAS ADVANCED. R & R PUMP WITH OVERHAULED PUMP.

LANDING LIGHT BULBS ARE BURNING OUT IN 100 HOURS OF OPERATION. WE HAVE 3 AIRPLANES THAT USE THIS BULB AND WE HAVE REPLACED 17 BULBS SINCE APRIL 2014.

WING RECOGNITION, TAXI BULB BURNED OUT.

INTERMITTENT DOOR UNLOCK LIGHT. OPENING AND CLOSING THE DOOR MULTIPLE TIMES WOULD RESULT IN A LOCKED INDICATION. UN-LOCK LIGHT ON PILOTS PANEL OFF. DISCOVERED THAT THE STRIKER PLATE FOR THE DOOR PROXIMITY LOCK SWITCH WAS CONTACTING THE COVER HOLDING THE SWITCH STRIKER PLATE IN THE LOCKED POSITION. WHEN THE DOOR CLOSES A PCB LOOKS FOR A SERIES OF SWITCHES IN SEQUENCE TO PROVE THE DOOR CLOSED AND LOCKED. THIS SWITCH BEING ACTIVE IN LOCKED POSITION WITH THE DOOR OPEN WOULD THROUGH OFF THE LOCKING SEQUENCE RESULTING IN AN ERRONEOUS UNLOCKED STATUS.

LT LANDING LIGHT, RECOGNITION LIGHT LENS CRACKING IN FRONT OF 150 WATT TAXI BULB. WE HAD A LENS CRACK AND REPLACED IT LEAVING THE BULBS IN PLACE AS THEY WERE WORKING. REPLACED THE LENS AGAIN AFTER 10 HOURS. CONTACTED MFG`S AND NEITHER WERE AWARE OF ANY PROBLEMS. WE NOTED THE BULB GLASS WAS BLISTERED. TESTED NEW BULB 250 DEGREES F. OLD BULB OFF THE SCALE ABOVE 500 DEGREES F. WE USED A BATTERY AND POWERED THE BULB ON THE BENCH AND USED AN INFARED TEMPERATURE GUN WITH THE OLD BULB THAT WAS DIRECTLY BEHIND BOTH CRACKS AND A NEW BULB RECENTLY PURCHASED.

VALVE FAILED TO EXTINGUISH ENGINE HEAT LIGHT IN FLIGHT. ITT RISE WHEN SELECTED. FAILED TO TEST ON GROUND. SWAPPED WITH OTHER SIDE AND PROBLEM INDICATION FOLLOWED. R & R VALVE. VALVE IN SERVICE 148 HOURS SINCE OVERHAUL. OBTAINED FROM MFG.

IGNITER LEAD FAILED TO TEST. PREVIOUS ANALYSIS ON LEADS HAVE SHOWN THAT THE LEADS ARE SHORTING INSIDE ADJACENT TO THE IGNITER PLUG ADAPTER.

IGNITER LEAD FAILED INTERNALLY. INSPECTION REVEALED IT HAD SHORTED ADJACENT TO THE IGNITER HOLDER.

FLAPS STOPPED MOVING AT 7 DEGREES AND STABILIZER DIDN'T NOT MOVE TO POSITION FROM CRUISE. THRUST REVERSORS DID NOT DEPLOY ON LANDING. LOAD VALVE WIRES FRAYED ADJACENT TO VALVE. SHORTED AND TRIPPED HYDRAULIC CONTROL CIRCUIT BREAKER.

FAN CASE ABRAIDABLE WEAR STRIP ON LT AND RT ENGINE WORN BEYOND LIMITS AT SEVERAL POINTS AROUND THE CIRCUMFERENCE. BOTH ENGINES SHOWED GREATEST WEAR AT 9 AND 2 POSITIONS. THE WEAR IS TAKING PLACE AT THE MID POINT OF THE N1 ON THE ABRAIDABLE MATERIAL.

CREW RECEIVED A MASTER WARNING AND A LOW OIL LIGHT FOR THE NR 2 ENGINE WHILE ON A CREW ONLY FLIGHT. ENTIRE FLIGHT WAS BELOW FL180.

DURING A CLIMB THROUGH 8,500' MSL TO 10,000' ON SBN APPROACH CONTROL, NOTICED RT ENGINE LOW OIL PRESSURE (RED) ANNUNCIATOR ILLUMINATE. ALSO NOTICED RT ENGINE MANUAL MODE WHITE ANNUNCIATOR ILLUMINATED & OIL PRESSURE GAUGE ZERO FOR RT ENGINE. WITHIN A FEW SECONDS, NOTICED SMOKE IN COCKPIT. DECLARED AN EMERGENCY, PULLED RT POWER LEVER TO IDLE & PUT ON OXYGEN MASKS. WORKED CHECKLIST & SHUTDOWN RT ENGINE. FOLLOWED RADAR VECTORS FOR AN ILS. CONTINUED WITH SMOKE EVACUATION CHECKLIST & DEPRESSURIZED CABIN TO EVACUATED SMOKE. A NORMAL, SINGLE ENGINE, APPROACH & LANDING ACCOMPLISHED. AFTER LANDING, TAXIED TO FBO. SHUTDOWN NORMAL. ENGINE MFG SERVICES PERFORMED BORESCOPE INSPECTION THROUGH COMPRESSOR BLEED VALVE, NO DEFECTS NOTED. PERFORMED MOPLO TEST ON NR 4 BEARING CARBON SEAL. RECORDED VALUE OF 54 PSIA AT TO POWER OF MOPLO TEST FOUND TO BE WITHIN MM LIMITS. RAN ENGINE FOR 1 HR AT VARIOUS POWER SETTINGS, NO DEFECTS NOTED. ENGINE DETERMINED TO HAVE BEEN OVER SERVICED WITH OIL."

DURING A CLIMB, NOTICED RT ENGINE LOW OIL PRESSURE (RED) ANNUNCIATOR ILLUMINATE. ALSO NOTICED RT ENGINE MANUAL MODE WHITE ANNUNCIATOR ILLUMINATED AND THE OIL PRESSURE GAUGE TO ZERO. PILOTS NOTICED SMOKE IN THE COCKPIT, BOTH VISUALLY AND THROUGH ODOR. DECLARED AN EMERGENCY, PULLED RIGHT POWER LEVER TO IDLE AND DONNED OXYGEN MASKS. PERFORMED CHECKLIST AND SHUTDOWN RT ENGINE. FOLLOWED RADAR VECTORS FOR AN ILS LANDING. CONTINUED WITH SMOKE EVACUATION CHECKLIST AND DEPRESSURIZED CABIN WHICH EVACUATED SMOKE AND BOTH PILOTS REMOVED OXYGEN MASKS. A NORMAL SINGLE ENGINE APPROACH AND LANDING ACCOMPLISHED. AFTER LANDING, DURING TAXIED NO INDICATIONS OF FIRE. SHUTDOWN WAS NORMAL.

RIGHT MAIN LANDING GEAR LOWER SIDE BRACE LOCK ASSEMBLY WORN EXCESSIVELY, CAUSING ADJUSTING SCREW PIN TO CARRY WEIGHT OF AIRCRAFT, ADJUSTING SCREW THEN BEANT AND BROKE. RECOMMEND INSPECTING LOWER SIDE BRACE LOCK ASSEMBLY FOR WEAR.