AERO AIR LLC

Operated by Aero Air (per NTSB report)

Operated by AERO AIR LLC (per NTSB report)

OPERATOR HAS EXPERIENCED A RECURRING L BLEED AIR LEAK EICAS MESSAGE ACROSS A FLEET OF FIVE LEARJET 45XR AIRCRAFT EQUIPPED WITH HONEYWELL TFE731-20BR ENGINES. THE DISCREPANCY IS INTERMITTENT AND HAS NOT BEEN REPRODUCIBLE DURING GROUND TROUBLESHOOTING, MAKING ROOT CAUSE IDENTIFICATION DIFFICULT. FOR THIS EVENT, THE DISCREPANCY OCCURRED OVER A PERIOD OF SEVERAL WEEKS. INITIAL REPORTS INDICATED THE L BLEED AIR LEAK MESSAGE WOULD ILLUMINATE INTERMITTENTLY DURING FLIGHT AND EXTINGUISH WITHOUT MAINTENANCE INTERVENTION. IN ONE OCCURRENCE, THE MESSAGE APPEARED DURING DESCENT PASSING APPROXIMATELY FL120. ADVANCING THE THRUST LEVERS CAUSED THE MESSAGE TO EXTINGUISH AND IT DID NOT REOCCUR DURING THE REMAINDER OF THE FLIGHT. MAINTENANCE ACCOMPLISHED EXTENSIVE TROUBLESHOOTING OF THE BLEED AIR LEAK DETECTION SYSTEM AND ASSOCIATED DUCTING. INSPECTIONS INCLUDED BLEED AIR PLUMBING, SENSING LINES, CONNECTORS, THERMAL BLANKETS, JOINTS, AND DUCT ASSEMBLIES THROUGHOUT THE BAGGAGE COMPARTMENT, BELLY, AND ENGINE PYLON AREAS. MULTIPLE CORRECTIVE ACTIONS WERE PERFORMED, INSPECTION, CLEANING, AND RESEATING OF BLEED AIR LEAK DETECTOR CONNECTORS. REPLACEMENT OF LP DUCT SLIP-JOINT SEALS ADJACENT TO LEAK DETECTION SENSING LINES. REPLACEMENT OF HP DUCT SEALS ADJACENT TO LEAK DETECTION SENSING LINES. REPLACEMENT OF RH LP DUCT ASSEMBLY SEALS PER LEARJET TECHNICAL SUPPORT RECOMMENDATION. REPLACEMENT OF LH ECS SHUTOFF VALVE WITH A SERVICEABLE UNIT. REPLACEMENT OF ECS CONTROLLER. INSPECTION AND TIGHTENING OF BLEED AIR LEAK DETECTION SENSING LINES. FOLLOWING EACH MAINTENANCE ACTION, GROUND RUNS AT VARYING POWER SETTINGS WERE SATISFACTORY. MULTIPLE MAINTENANCE CHECK FLIGHTS WERE CONDUCTED ATTEMPTING TO DUPLICATE THE REPORTED CONDITIONS. MOST CHECK FLIGHTS WERE SATISFACTORY AND THE AIRCRAFT WAS REPEATEDLY RETURNED TO SERVICE. HOWEVER, THE DISCREPANCY CONTINUED TO RECUR DURING SUBSEQUENT REVENUE FLIGHTS, INCLUDING BOTH CLIMB AND CRUISE PHASES OF FLIGHT. IN ONE INSTANCE, THE DISCREPANCY RETURNED APPROXIMATELY TWO DAYS AFTER MAINTENANCE ACTION; IN ANOTHER, IT OCCURRED DURING CLIMB THROUGH APPROXIMATELY 8,000 FEET MSL. THROUGHOUT THE TROUBLESHOOTING PROCESS, NO ACTUAL BLEED AIR LEAK OR OVERHEAT CONDITION COULD BE POSITIVELY IDENTIFIED. THE DISCREPANCY REMAINS INTERMITTENT AND FLIGHT-CONDITION DEPENDENT. THE INABILITY TO REPRODUCE THE EVENT ON THE GROUND HAS SIGNIFICANTLY COMPLICATED TROUBLESHOOTING EFFORTS AND RESULTED IN REPEATED AIRCRAFT DOWNTIME.

AIRCRAFT START UP INITIATED AND ONCE TAXI BEGAN, CREW HAD THE BAGGAGE SMOKE CAS MESSAGE ON THE DISPLAY. AIRCRAFT WAS STOPPED AND QRH FOLLOWED. AC COMPRESSOR MOTOR LIGHT WAS ON AND THE AMPERAGE INDICATIONS WERE SURGING. ATTEMPT WAS MADE TO TURN OFF THE AC, BUT THE COMPRESSOR LIGHT REMAINED ON ALONG WITH THE BAGGAGE SMOKE CAS. CREW SHUT DOWN AND WENT TO THE BAGGAGE AREA AND ONCE OPENED, NOTICED SMOKE AND THE APPEARANCE OF FLAMES AT THE AC SLED COMPRESSOR MOTOR. THEY SUCCESSFULLY FOLLOWED TRAINING AND UTILIZED ONE OF THE PORTABLE FIRE EXTINGUISHER TO PUT OUT THE FLAME. INVESTIGATION UNDERWAY ON CAUSE OF THE OVERHEAT/FIRE AND WHY THE CIRCUIT WOULD NOT TURN THE COMPRESSOR MOTOR OFF WHEN SELECTED TO DO SO. SUSPECT THAT THE AC COMPRESSOR RELAY FAILED AND STUCK/WELDED IN THE CLOSED POSITION. THE AC COMPRESSOR MOTORS FAILURES ON THE 525B ARE COMMON ENOUGH TO WHERE WE KEEP STOCK OF THEM FOR OUR FLEET OF 5 OF THESE AIRCRAFT. GENERALLY THE FAILURE IS OF THE ARMATURES, BUT NEVER HAVE HAD ONE CATCH FIRE.

DEPARTING PANC. WHILE PASSING THRU FL310 THE LH ENG FIRE LIGHT ILLUMINATED. PILOT DECLARED AN EMERGENCY AND RETURNED TO THE AIRPORT. NO INDICATIONS OUTSIDE OF THE WARNING LIGHT WERE PRESENT REGARDING ANY FIRE. LANDING WAS UNEVENTFUL AND AIRCRAFT RETURNED TO THE HANGAR. INITIAL INSPECTION POINTS TO A FALSE WARNING. INSPECTION OF THE INDIVIDUAL PHOTOVOLTAIC SENSORS AND WIRING SHOW NOT FAULTS. THIS IS A KNOWN ISSUE WITH THE PHOTOVOLTAIC SENSOR SYSTEM WHEN SUNLIGHT PASSES THROUGH THE EXHAUST GAPS IN THE COWLING AND HITS THE SENSORS AT JUST THE RIGHT ANGLE. WORKING ON CONFIRMING THIS NOW. NO EVIDENCE OF ANY HEAT OR FIRE IN THE COWLING.

FROM PILOTS REPORT THRU PRISM SMS: IN CRUISE AT 28,000 FT LEFT HAND ENGINE SEEMED TO WANT TO GO INTO FEATHER. HAPPENED TWO TIMES. DID A PRECAUTIONARY LANDING IN GALENA. SUSPECTED THE LOW PRESSURE SWITCH FOR AUTOFEATHER AFTER DEBREIF WITH THE PILOT. STATED THE ENGINE HAD A SLIGHT SURGE, BUT AUTOFEATHER WAS ENGAGING. THIS HAPPENED BRIEFLY TWICE IN FLIGHT AND DID NOT REPEAT THE REMAINDER OF THE FLIGHT THRU LANDING AT GALENA. SWITCH PN 50-389121-25, SN 2446 WAS REPLACED WITH A SERVICEABLE UNIT, SN 2390. GROUND RUNS WERE SATISFACTORY AND CHECK FLIGHT WAS PERFORMED. NO ISSUES ON THE 1.2HR FLIGHT BACK TO ANC. AIRCRAFT WAS RETURNED TO SERVICE.

LH FUEL QUANTITY DROPPED DURING CLIMB FROM FAI. PILOT NOTICED A MIST COMING FROM THE COWLING AND RETURNED TO BASE. MAINTENANCE MET THE AIRCRAFT AND NOTICED FUEL LEAKING FROM THE FUEL BOWL STRAINER. UPON FURTHER INVESTIGATION, IT WAS NOTED THAT THE FUEL STRAINER BOWL ORING WAS DAMAGED AND FUEL WAS LEAKING AROUND THE BOWL. THE BOWL WAS PULLED AND FILTERS CHECKED, NO CONTAMINATION. ORING WAS REPLACED AND AND LEAK CHECKS PERFORMED. NO LEAKS DURING PRESSURE CHECKS OR RUNS. AIRCRAFT WAS RETURNED TO SERVICE.

UPON LANDING IN PFAI, BOTH OF THE RH TIRES HAD A BLOW OUT. THE FAILED TIRES WERE NEARLY THE SAME AS PREVIOUS ISSUES WITH THIS BRAND AND PN TIRE WE HAVE HAD NUMEROUS TIMES ON THE LR45. THE INNER AND OUTER SIDWALLS STAY WITH THE WHEEL AND THE ENTIRE TREAD SEPARATES. AS THIS IS AN ONGOING ISSUE, WE ARE DOCUMENTING DAILY TIRE CHECKS WHEN THE AIRCRAFT IS AT A MAINT BASE. THESE TIRES HAVE BEEN GOOD ON PRESSURE BETWEEN THE PRESCRIBED 160 TO 170PSI AND HAVE NOT REQUIRED VERY MUCH NITROGEN ON A WEEKLY BASIS TO STAY IN THE RANGE. THE TREAD ON ALL OF THE FAILED TIRES HAS HAD SIGNIFICANT LIFE REMAINING. IN THIS CASE, TIRE SN 20950396 HAD 261 LANDINGS ON IT AND SN 20960420 HAD 607 LANDINGS. BOTH WHEELS ARE SCRAP NOW AND ARE BEING REPLACED FOLLOWING INSPECTION OF THE MLG AND AIRFRAME AS REQUIRED. AS A SIDE NOTE, THIS AIRCRAFT ALONE HAD THE LH SIDE DUAL FAILURE SUBMITTED ON AN SDR ON 5/3/23.

#1 TIRE SEPARATED ON LANDING. THIS HAS BEEN AN ONGOING ISSUE WITH GOODYEAR PN 226K08-4. DUE TO CONTINUED ISSUES WITH THESE TIRES FAILING, WE KEEP A DAILY LOG OF CONDITIONS AND PRESSURES AS MUCH AS POSSIBLE. THIS TIRE JUST HAPPENS TO HAVE BEEN CHECKED PRIOR TO DEPARTING PFAI FOR KSLC DUE TO THE #2 TIRE DEVELOPING A BULGE IN THE SIDEWALL. PRESSURE AND CONDITION WAS GOOD. THE FAILURE OF THE TIRE WAS THE ENTIRE TREAD AND SIDEWALL COMING OFF AND GETTING STUCK AGAINST THE STRUT. THE #2 HAD TO BE CHANGED DUE TO ROLLING WITH ONE FLAT PER THE AMM AS WELL AS INSPECTION OF THE MLG FOR ANY DAMAGE. #1 AND #2 WHEEL/TIRE ASSEMBLIES WERE REPLACED WITH OH UNITS AND AIRCRAFT WAS RETURNED TO SERVICE.

TIRE FAILURE ON DEPARTURE FROM PFAI. NOTATED SOUND OF POSSIBLE TIRE POP ON DEPARTURE OUT OF FAIRBANKS, AK. ON LANDING IN KBFI, NOTED THE #3 TIRE HAD A SECTION MISSING FROM THE INBOARD SIDEWALL AND THERE WAS A LARGE DENT IN THE FLAP JUST AFT. TREAD ON THE TIRE WAS IN GOOD CONDITION. THIS HAS HAPPENED NUMEROUS TIMES WITH GOODYEAR TIRE PN 226K08-4. THIS TIRE, SN 11750431, HAD 367 LANDINGS ON IT WITH PLENTY OF TREAD. DAMAGE CAUSED REJECTION OF WHEEL FROM NDT AND REPLACEMENT OF FLAP AS WELL. PRIOR TO THIS INCIDENT, WE HAVE LOST 3 TIRES BLOWING OUT LIKE THIS ON THE LEAR 45'S WITH GOOD TREAD AND HAVE BEEN HYPERSENSITIVE TO CHECKING TIRE PRESSURES. WE OPERATE 5 LEAR 45'S AND HAVE HAD THE ISSUE WITH THESE TIRES ACROSS THE FLEET. THE SIDEWALLS HAVE DEVELOPED BULGES AROUND THE RADIUS AS WELL AS CRACKING. WE HAVE ALSO PROVIDED FAILED TIRES TO GOODYEAR AS WELL FOR SAMPLES TO BE TOLD THAT THEY ARE SHOWING SIGNS OF BEING UNDERSERVICED. TO DATE OVER THE PAST 12 MONTHS, WE HAVE REPLACED 20 OF THESE TIRES DUE TO LOSS OR BLISTERING IN THE SIDEWALLS. WE ARE SEEING ON AVERAGE ABOUT 300 LANDINGS BEFORE WE CHANGE DUE TO SIGNS OF BLISTERING/CRACKING ON THE SIDEWALLS. MORE INFORMATION ON THE NUMEROUS FAILURES OF THESE TIRES AVAILABLE.

DURING CRUISE FROM KGEG TO KBFI, PILOT REPORTED A VIBRATION IN THE AIRCRAFT THAT CORRESPONDED TO AIRCRAFT SPEED. NO OTHER ABNORMALITIES DURING FLIGHT. UPON LANDING AND A POST FLIGHT WALK AROUND, IT WAS NOTED THAT THE LH NOSE GEAR DOOR APPEARED TO BE LOOSE. FURTHER INSPECTION REVEALED THE NOSE GEAR DOOR TORQUE TUBE HAD BROKEN FROM ITS WELD AT THE PIVOT POINT ON THE LH CONNECTION. THE TORQUE TUBE WAS REMOVED AND REPLACED WITH THE NEW -10 UNIT PER THE AMM. OPERATIONAL CHECKS WERE GOOD AND NO VIBRATIONS IN FLIGHT. NO FURTHER ACTION REQUIRED.

PILOT REPORTS POSSIBLE EVIDENCE OF SMOKE IN CABIN/COCKPIT ON TAKEOFF FROM BETHEL. REPORT FROM CREW WAS THERE WAS NO SMOKE SMELL OR BURNING SMELL ASSOCIATED. SAID IT WAS MORE OF A "GRAPHITE" SMELL/TASTE. ONCE THIS WAS NOTATED, CREW LANDED THE AIRCRAFT. MAINT PERSONNEL PERFORMED GROUND RUNS FOR APPROX 45 MINS WHILE UTILIZING ANY HEAT SOURCES, ELECTRICAL LOADS (TO INCLUDE MEDICAL BEDS), AND NUMEROUS POWER SETTINGS. NO ISSUES WERE NOTED. UNABLE DO DUPLICATE ANY SMOKE LIKE SMELLS (INCLUDING GRAPHITE) OR VISUALS. AIRCRAFT WAS RELEASED FROM MAINT AND CHECK FLIGHT WAS SATISFACTORY WITH NO ISSUES. ORIGINALLY SUBMITTED: 1/7/22.

RH MLG DID NOT SHOW DOWN AND LOCKED ON APPROACH. EMERGENCY GEAR EXTENSION WAS USED AND SAME RESULTS. RH GEAR DOWN AND LOCKED HAD NO GREEN AND THE RED HANDLE WAS STILL LIT UP. CREW DID A FLY BY OF THE TOWER AND CONFIRMED WHAT LOOKED LIKE GEAR DOWN. AIRCRAFT LANDED WITHOUT INCIDENT AND TAXIED UNDER ITS OWN POWER TO THE HANGAR. UPON STOPPING AT THE HANGAR, MAINT NOTICED THAT THE RH GEAR DRAG BRACES DID NOT APPEAR TO BE LOCKED. THE LOCK PIN HAD SPUN IN THE LOWER DRAG BRACE HOUSING AND WAS NOT ALLOWING THE LOCK PLATES TO ENGAGE. WE JACKED UP THE AIRCRAFT AND DISCOVERED THE SET SCREW FOR THE LOCK PIN WAS SPUN OUT. PER THE BEECH CMM FOR THE MAIN LANDING GEAR, WE RIGGED AND INSTALLED THE LOCK PIN AND THE SET SCREW WITH THREAD LOCKER. WHILE ON JACKS WE ALSO INSPECTED THE SET SCREW ON THE LH GEAR AND FOUND NO ISSUES. NUMEROUS GEAR SWINGS WERE PERFORMED WITH SATISFACTORY RESULTS. AIRCRAFT WAS RETURNED TO SERVICE.

AIRCRAFT WAS ON FLIGHT FROM ANC TO BET. DURING DECENT INTO BET, RH ENG WAS NOT FULLY RESPONSIVE. POWER WAS PULLED BACK AND AIRCRAFT LANDED WITHOUT ISSUE. AIRCRAFT WAS SHUT DOWN PER AFM. DURING INSPECTION FOUND THAT THE PLA ON THE FCU DID NOT MOVE. MAINT DISASSEMBLED THE PLA QUADRANT ON THE AFT POWER LEVER CABLE AND FOUND THE CABLE WAS BROKEN IN HALF. REPLACED THE RH AFT CABLE ASSY AND CORRECTED THE ISSUE. JEREMIAH THIBODEAUX AP 3722765.

ON APPROACH/LANDING IN BFI, MEDICAL CREW NOTATED A SMOKE LIKE SMELL IN THE CABIN ASSOCIATED WITH A FLICKERING LIGHT ON THE FORWARD LIFEPORT PLUS UNIT WITH A POPPED CIRCUIT BREAKER ON THE FACE OF THE LIFEPORT FOR THE SUCTION PUMP. AIRCRAFT IS EQUIPPED WITH TWO LIFEPORT PLUS UNITS. THIS TRANSPORT ALSO INCLUDED AN ISOLETTE FOR THE MISSION. AIRCRAFT LANDED WITHOUT ISSUE AND SMOKE LIKE SMELL DISSIPATED. MAINT LOOKED AT THE LIFEPORT WHILE THE ISOLATE WAS INSTALLED AND WAS ABLE TO RE-CREATE THE POPPED CIRCUIT BREAKER FOR THE FORWARD BED ALONG WITH FLICKERING LIGHTING ON THE BED. WITH THE ISOLETTE NOT INSTALLED IN THE AIRCRAFT, THE AIR AND SUCTION PUMPS OPERATED WITHOUT ANY ISSUES. THE FORWARD LIFEPORT BED WAS DEFERRED UNDER THE NEF PROGRAM AND AIRCRAFT WAS REPOSITIONED TO ANC WITHOUT ISSUE. INVESTIGATION CONTINUES ON THE LIFEPORT BED ITSELF AS WELL AS THE ISOLETTE ITSELF THAT MAY HAVE CAUSED THE ISSUE. WILL UPDATE REPORT ONCE WE HAVE COMPLETED MAINT AND DETERMINED CAUSE.

IN CRUISE FLIGHT, THE FLIGHT CREW NOTICED THAT THE LH THROTTLE WAS STUCK IN THE MCR POSITION. ALL ATTEMPTS TO REDUCE THE THROTTLE WERE UNSUCCESSFUL. UPON CONSULTATION WITH THE MAINTENANCE DEPARTMENT, VIA SATELLITE PHONE, IT WAS DETERMINED THAT A LANDING AT THE NEAREST AERO AIR MAINTENANCE FACILITY WAS THE BEST OPTION. THAT FACILITY WAS IN JUNEAU, ALASKA. THE FLIGHT CREW NOTIFIED THE ANCHORAGE ARTCC THAT THEY WANTED TO DIVERT, AND FURTHER NOTIFIED THEM THAT THEY WOULD BE EXECUTING A PRECAUTIONARY ENGINE SHUT-DOWN. THE CREW DECLARED AN EMERGENCY, BECAUSE OF THE PRECAUTIONARY SHUT-DOWN, AND PROCEEDED WITH THE DESCENT AND LANDING WITH OUT FURTHER ISSUE. AIRCRAFT WAS TAKEN TO MAINT HANGAR AND DURING INVESTIGATION OF SYSTEM WAS NOTED THAT THE FCU ON THE LH ENGINE WAS JAMMED WITHOUT ANY OUTSIDE CONNECTIONS ATTACHED. INTERNAL BINDING IN THE FCU WAS THE CAUSE OF THE STUCK LEVER. LEVER AND ALL ASSOCIATED THROTTLE CABLES/QUADRANTS MOVED WITH NO ISSUES ONCE DISCONNECTED FROM FCU. FCU WAS ORDERED AND IS BEING REPLACED.

ON TAKE OFF FROM PANC PILOT ROTATED AND AT AN ALTITUDE OF ABOUT 200-300FT, THE LT ENGINE ROLLED BACK ON POWER. ENGINE REMAINED RUNNING AND CREW PULLED POWER BACK AND FEATHERED THE ENGINE. ENGINE REMAINED RUNNING AND ONCE LEVELED OFF AFTER DECLARING A RETURN TO BASE, THE CREW SHUT THE ENGINE DOWN. AIRCRAFT LANDED WITHOUT EVENT. ONCE BACK IN THE HANGAR MAINTENANCE INSPECTED THE ENGINE FOR ANY OBVIOUS DAMAGE OR FAULTS. ALL CONTROL LEVERS MOVED FREELY AND LINKAGES MOVED AS THEY SHOULD. NO OBSTRUCTIONS WERE NOTED BY BOROSCOPING THE INLET COMPRESSOR. CHECKED FUEL, OIL, AND P3 FILTERS WITH NO DEFECTS. SUMPED FUEL TANKS FOR ANY EVIDENCE OF WATER AND FOUND NONE. OIL WAS FOUND TO BE SERVICED TO PROPER LEVELS. FUEL SUPPLY WITH THE STANDBY PUMP TO THE ENGINE WAS GOOD. MOTORED OVER THE ENGINE WITHOUT IGNITION AND BOTH FUEL AND OIL PRESSURE CAME UP RIGHT AWAY. INSPECTED THE PY AIR LINE FROM THE FCU TO THE PROP GOV AND FOUND NO LEAKS AT ANY FITTING. PERFORMED GROUND RUNS FOR OPERATION OF BOTH ENGINES. LOW SPEED, HEIGHT SPEED, FLIGHT IDLE BLADE ANGLE, TAKEOFF POWER RUNS WERE GOOD ON BOTH ENGINES. PERFORMED OVERSPEED GOVERNOR CHECK WITH NO FAULTS. PERFORMED AUTO FEATHER CHECK WITH NO FAULTS. DID HOWEVER NOTE THAT WITH THE FRICTION LOCK TURNED OUT (LOOSE) THE LT PROP LEVER WOULD FALL BACK WITH AIRCRAFT STATIC IN THE HANGAR. TIGHTENING THE FRICTION LOCK DOES NOT ALLOW THE LEVER TO FALL BACK. WORKING NOW ON ADJUSTING THE LEVER QUADRANT TO TIGHTEN THE LEVERS WHEN THEY ARE NOT TIGHTENED UP. WILL FOLLOW UP ONCE COMPLETE WITH ANOTHER SDR. JT THIBODEAUX AP3722765.

LH LANDING GEAR DID NOT HAVE A DOWN AND LOCKED LIGHT. REPORT FROM CREW AS FOLLOWS: "ON TRANSPORT TO BETHEL, DURING APPROACH PHASE OF FLIGHT, WE SELECTED GEAR DOWN AND DID NOT GET A GREEN, DOWN LOCKED LIGHT ON THE LEFT MAIN GEAR. DISCONTINUED THE APPROACH AND PRECEDED TO THE HOLD WHERE WE SELECTED THE GEAR DOWN AGAIN TO SEE IN OUR CONDITION CHANGED. REFEREED TO THE QRH FOR FURTHER DETAILS ON OUR CONDITION AND ELECTED TO RETURN TO ANCHORAGE. FLIGHT BACK WAS UNEVENTFUL...AS WE APPROACHED ANCHORAGE, WE DECLARED AN EMERGENCY WITH ARTCC TO COORDINATE WHAT OUR INTENTIONS WERE. WE THEN RAN THE APPROPRIATE CHECKLIST FOR AN EMERGENCY EXTENSION OF THE LANDING GEAR, BRIEFED OUR INTENTIONS TO TOWER CONTROL AND OUR MEDICS, THAT IF THE LEFT MAIN GEAR LOCK LIGHT WAS NOT ILLUMINATE, WE'D DISCONTINUE THE LANDING. CHRISTINA STAMOLIS (PF) DIRECTED ME TO BEGIN THE EMERGENCY EXTENSION PROCEDURE, TO WHICH WE STILL DID NOT HAVE A GREEN DOWN LOCK LIGHT. CONTACTED TOWER TO REQUEST A LOW APPROACH AND ASKED THEM TO VISUALLY INSPECT OUR LEFT MAIN GEAR WAS DOWN, AND THAT THE LANDING LIGHT WAS ILLUMINATED ON THE LEFT MAIN GEAR...TOWER AND GROUND OPS BOTH AGREED THAT THE LEFT MAIN APPEARED TO BE DOWN AND LOCKED AND THAT THE LEFT MAIN GEAR LANDING LIGHT WAS ILLUMINATED. WE CONTINUED AROUND AND LANDED ON RUNWAY 15 IN ANCHORAGE UNEVENTFULLY." ONCE AIRCRAFT HAD LANDED SAFELY AND TAXIED TO THE HANGAR, WE JACKED THE AIRCRAFT AND DURING INVESTIGATION NOTED THAT A CONNECTOR PLUG ON THE PRESSURE BULKHEAD IN THE LH GEAR WELL WAS NOT FULLY LOCKED IN PLACE. THE PLUG WAS P423, A PUSH TO LOCK TYPE PLUG. THE LOCK COLLAR WAS DIRTY AND NOT COMPLETELY LOCKED INTO PLACE. WE PULLED THE PLUG AND CLEANED/LUBRICATED IT. IT WAS ABLE TO POSITIVELY LOCK IN PLACE AT THIS POINT. WE PERFORMED THE PROCEDURE TO RESTORE THE LANDING GEAR AND HYDRAULICS SYSTEM TO NORMAL PER THE AMM AND NO FAULTS WERE NOTED. AIRCRAFT WAS RETURNED TO SERVICE. JT THIBODEAUX AP 3722765

AIRCRAFT WAS ENROUTE FROM ANC-BFI AS A MEDEVAC FLIGHT. AT TOP OF THE CLIMB, APPROXIMATELY 20 MINUTES INTO THE FLIGHT, THE FLIGHT CREW SAID THEY HAD A FAINT SMELL OF SOMETHING LIKE A HOT RUBBER AFTER BEING ALERTED BY THE MEDICAL CREW IN THE REAR OF THE AIRCRAFT. MAINTENANCE REMOVED INTERIOR PANELS IN THE BAGGAGE AND SIDE WALLS OF THE AIRCRAFT. ELECTRICAL SYSTEMS WERE RUN FOR APPROX 15 MINUTES TO CHECK FOR ANY ELECTRICAL FAILURES. SYSTEMS TO INCLUDE HEATERS, BLOWER MOTORS, AIR CONDITIONING, AUXILIARY POWER PORTS, LIFEPORT BEDS, ALL LIGHTING, SAT PHONE, AND INTERCOMS. NO ELECTRICAL FAULTS WERE NOTED. MAINTENANCE THEN RAN THE AIRCRAFT WITH INTERIOR REMOVED AT FULL POWER FOR 5 MINUTES, THEN AT 75% POWER FOR 10 MINUTES TO CHECK FOR BLEED AIR ISSUES. THIS WAS DONE WITH NAC HEAT, WING/STAB HEAT ON AS WELL. WITH WING/STAB HEAT ON, A SLIGHT SMELL OF BURNING RUBBER/PLASTIC WAS NOTATED. FOUND THE COIN MAT ON THE LT SIDE OF THE FUSELAGE NEAR THE WING TRAVERSE DUCT WAS IN CONTACT AND HEATING UP THE MAT. REMOVED THE POSITION OF THE MATTING AND RAN UP THE AIRCRAFT AGAIN. NO FURTHER SMELLS OF ANY BURNING RUBBER/PLASTIC NATURE WERE PRESENT. AIRCRAFT MAINTENANCE CHECK FLIGHT WAS SATISFACTORY WITH NO BURNING SMELL, AND AIRCRAFT WAS RETURNED TO SERVICE. NO BLEED AIR OR ELECTRICAL ISSUES ARE PRESENT WITH THE AIRCRAFT. (NOTE: JASC CODE 2611 WAS USED AS IT IS THE CLOSEST TO SMELL OF ACRID FUME. NO ISSUE WITH THE SMOKE DETECTION SYSTEM EXISTS).

TRIM RUNAWAY, HORIZONTAL STABILIZER

RH INBOARD MAIN LANDING GEAR DOOR WAS NOTED AS MISSING UPON LANDING IN PANC AFTER FLIGHT FROM PADQ. PILOT NOTATED POST FLIGHT. NO ABNORMAL INDICATIONS WERE NOTATED DURING GEAR RETRACTION, IN FLIGHT, OR DURING GEAR EXTENSION. DAMAGE INCLUDES THE RH INBOARD GEAR DOOR, GEAR DOOR ACTUATOR LINKAGE, RH INBOARD AFT NACELLE SKIN PANEL, AND ATTACH HARDWARE FROM LINKAGE TO DOOR, AND AIRFRAME HINGE FOR DOOR. AFTER DISASSEMBLY OF SKIN AND ASSOCIATED PARTS, NO HIDDEN DAMAGE WAS NOTED. REPAIR WILL BE DONE PER B200 SRM STANDARD PRACTICES. PARTS ON ORDER.

AIRCRAFT WAS ON A FLIGHT FROM PANC TO KBFI. ON DESCENT INTO KBFI, THE #1 ENGINE FIRE LIGHT BRIEFLY ILLUMINATED AND THEN WENT OUT. IT WAS NOTED BY THE CREW THAT THE #1 ENG FIRE LIGHT ILLUMINATED THREE MORE TIMES FOR LESS THAN A SECOND EACH TIME. THE LIGHT THEN CAME ON AGAIN AND STAYED ON FOR APPROXIMATELY 15 SECONDS. AN EMERGENCY WAS DECLARED TO SEATTLE CENTER AND AS THE CREW WAS BEGINNING EMERGENCY PROCEDURES, THE #1 ENG FIRE LIGHT EXTINGUISHED AND NEVER CAME BACK ON. ALL ENGINE PARAMETER INDICATIONS WERE NORMAL. EMERGENCY DECLARATION WAS RESCINDED AND LANDING INTO KBFI CONTINUED WITH NO FURTHER ISSUES. MAINTENANCE IN KBFI INSPECTED THE FIRE WARNING SYSTEM AND FOUND NO FAULTS. GROUND RUNS AT VARIOUS POWER SETTINGS WERE PERFORMED AND WERE SATISFACTORY. AIRCRAFT WAS RETURNED TO SERVICE FOR THE FLIGHT BACK TO PANC. ON THE FLIGHT BACK TO PANC, THE #1 LIGHT ILLUMINATED BRIEFLY A COUPLE MORE TIMES ON THE DESCENT INTO PANC WITH NORMAL INDICATIONS ON ENG PARAMETERS AGAIN. MAINTENANCE IN PANC PERFORMED A THOROUGH INSPECTION OF ALL LOOPS AND TEST CIRCUITS. ALL CHECKED GOOD. MAINT THEN PHYSICALLY INSPECTED ALL LOOPS FOR HIDDEN DAMAGE AND FOUND THE TAIL CONE LOOP WAS TOUCHING THE EXHAUST CASING WITH SLIGHT RUBBING NOTED. TAIL CONE LOOP WAS REPLACED WITH NEW AND GROUND AND FLIGHT CHECKS WERE SATISFACTORY. AIRCRAFT WAS RETURNED TO SERVICE. NOTE: SDR FILED LATE AS ACCOUNT WAS LOCKED OUT.

UPON TURNING OFF THE FINAL TAXI WAY TO THE HANGAR IN ANC, CREW NOTED A STRONG ELECTRICAL SMOKE SMELL FOLLOWED BY SMOKE IN THE CABIN. UPON INSPECTION BY MAINTENANCE, NOTED THAT THE FLAP CONTROL BREAKER WAS POPPED. MAINT PUSHED THE BREAKER IN AND OPERATED THE FLAPS. AT THAT POINT, WE GOT A STRONG ELECTRICAL SMELL AND THE BREAKER POPPED AGAIN. TRACED THE ISSUE DOWN TO THE FLAP CONTROL RELAY. REMOVED AND REPLACED THE FLAP CONTROL RELAY WITH NEW AND OPERATIONAL CHECK IS GOOD. OPERATED NUMEROUS TIMES WITHOUT FAULT. AIRCRAFT WAS RETURNED TO SERVICE. PART NUMBER ON AND OFF SM50D7. JEREMIAH THIBODEAUX AP33722765

MAINT WAS NOTIFIED THAT THE RH MAIN TIRES WERE BLOWN ON THE TAKE OFF ROLL ON RUNWAY 33. THE CREW ABORTED TAKEOFF AND STOPPED THE AIRCRAFT ON THE RUNWAY. AT THIS POINT THE CREW SHUT DOWN THE AIRCRAFT TO INSPECT THE WHEELS. IT WAS NOTED THAT BOTH TIRES WERE BLOWN AND THE RIMS AND BRAKES HAD BEEN WORN DOWN BY CONTACT WITH THE RUNWAY. MAINTENANCE JACKED THE AIRCRAFT ON THE RUNWAY, PULLED THE DAMAGED WHEELS AND BRAKES FROM THE AXLE, DID A PRELIMINARY INSPECTION OF THE GEAR AREA, AND INSTALLED BRAKES AND WHEELS FROM STOCK. AIRCRAFT WAS THEN REPOSITIONED TO THE HANGAR BY MEANS OF TOWING. ALL OF THE DAMAGED MATERIALS FROM THIS ISSUE WERE COLLECTED FROM THE RUNWAY. CAUSE OF THE TIRES BLOWING APPEARS TO BE FROM ONE OF THE TIRES SHEDDING ITS ENTIRE TREAD, AS IT WAS LOCATED ON THE RUNWAY ALL IN ONE PIECE NEAR THE START OF THE TAKEOFF ROLL. LOSS OF THE ONE TIRE AND RIDING ON THE REMAINING SINGLE TIRE WITH A FULL LOAD OF FUEL MOST LIKELY CAUSED THE SECOND TIRE TO BLOW. MAINTENANCE DOES A WALK AROUND AFTER EACH FLIGHT AS WELL AS THE FLIGHT CREW DOING THEIR PREFLIGHT NOTED NO ISSUES WITH THE TIRES. THE REMAINING TREAD ON ALL OF THE TIRE PIECES COLLECTED SHOW QUITE A BIT OF TREAD LEFT. ONCE IN MAINTENANCE, THE AIRCRAFT WAS PUT ON JACKS AND WE THOROUGHLY INSPECTED THE AIRCRAFT. THE MAIN INSPECTION CRITERIA USED FOR THE INSPECTION WAS THE HIGH ENERGY STOP (REJECTED TAKEOFF) DUE TO THE FACT THAT THE AIRCRAFT WAS FULL OF FUEL AND STOPPING POWER WAS GREATER THAN USUAL. WE ALSO USED SOME OF THE CRITERIA FROM THE HARD LANDING AND OVERWEIGHT LANDING INSPECTIONS, BUT THIS WAS JUST TO GO THE EXTRA MILE AS THE AIRCRAFT NEVER LEFT THE GROUND OR VEERED OFF THE RUNWAY. THESE INSPECTIONS INCLUDED DETAILED INSPECTIONS OF THE WING SURFACE, MAIN LANDING GEAR TRUNNION ATTACH POINTS, AND GEAR AS A WHOLE. IT ALSO INCLUDES DETAILED INSPECTION ON ALL OF THE MAIN LANDING GEAR WHEELS AND DISPOSAL OF ALL TIRES. ALL OF THE MAIN WHEELS/TIRES, BRAKE ASSEMBLIES, AND TIE BOLTS WERE REPLACED WITH OVERHAULED AND SERVICEABLE UNITS. NO STRUCTURAL DAMAGE WAS NOTED TO THE WINGS OR MAIN LANDING GEAR MOUNTING STRUCTURE AS WE HAD SUSPECTED. WE DID HAVE A FEW ITEMS THAT WERE DAMAGED WHEN THE TIRES FRAGMENTED. THE RH FLAP HAD DAMAGE BEYOND LIMITS IN THE RAISBECK AMM, SO IT WAS REPLACED WITH A SERVICEABLE FLAP. THE RH MAIN LANDING GEAR OUTBOARD DOOR ALONG WITH ITS HINGE AND ATTACHING LINKAGE WAS DAMAGED AND WAS REPLACED WITH A SERVICEABLE UNIT. THE ANTI SKID WIRING WAS PULLED OUT OF THE TRANSDUCERS ON THE RH GEAR AS WELL. THE WIRES ALSO WERE DAMAGED IN A COUPLE AREAS ON THE BACK SIDE OF THE MAIN GEAR STRUT WHERE IMPACT FROM THE TIRE WAS NOTED. THESE WIRES WERE REPLACED FROM THE TRANSDUCERS TO THE ANTI SKID VALVES. ALL SYSTEMS CHECK GOOD ONCE BACK TOGETHER. AIRCRAFT WAS RETURNED TO SERVICE.

MAINT WAS NOTIFIED THAT THE RH MAIN TIRES WERE BLOWN ON THE TAKE OFF ROLL ON RUNWAY 33. THE CREW ABORTED TAKEOFF AND STOPPED THE AIRCRAFT ON THE RUNWAY. AT THIS POINT THE CREW SHUT DOWN THE AIRCRAFT TO INSPECT THE WHEELS. IT WAS NOTED THAT BOTH TIRES WERE BLOWN AND THE RIMS AND BRAKES HAD BEEN WORN DOWN BY CONTACT WITH THE RUNWAY. MAINTENANCE JACKED THE AIRCRAFT ON THE RUNWAY, PULLED THE DAMAGED WHEELS AND BRAKES FROM THE AXLE, DID A PRELIMINARY INSPECTION OF THE GEAR AREA, AND INSTALLED BRAKES AND WHEELS FROM STOCK. AIRCRAFT WAS THEN REPOSITIONED TO THE HANGAR BY MEANS OF TOWING. ALL OF THE DAMAGED MATERIALS FROM THIS ISSUE WERE COLLECTED FROM THE RUNWAY. CAUSE OF THE TIRES BLOWING APPEARS TO BE FROM ONE OF THE TIRES SHEDDING ITS ENTIRE TREAD, AS IT WAS LOCATED ON THE RUNWAY ALL IN ONE PIECE NEAR THE START OF THE TAKEOFF ROLL. LOSS OF THE ONE TIRE AND RIDING ON THE REMAINING SINGLE TIRE WITH A FULL LOAD OF FUEL MOST LIKELY CAUSED THE SECOND TIRE TO BLOW. MAINTENANCE DOES A WALK AROUND AFTER EACH FLIGHT AS WELL AS THE FLIGHT CREW DOING THEIR PREFLIGHT NOTED NO ISSUES WITH THE TIRES. THE REMAINING TREAD ON ALL OF THE TIRE PIECES COLLECTED SHOW QUITE A BIT OF TREAD LEFT. ONCE IN MAINTENANCE, THE AIRCRAFT WAS PUT ON JACKS AND WE THOROUGHLY INSPECTED THE AIRCRAFT. THE MAIN INSPECTION CRITERIA USED FOR THE INSPECTION WAS THE HIGH ENERGY STOP (REJECTED TAKEOFF) DUE TO THE FACT THAT THE AIRCRAFT WAS FULL OF FUEL AND STOPPING POWER WAS GREATER THAN USUAL. WE ALSO USED SOME OF THE CRITERIA FROM THE HARD LANDING AND OVERWEIGHT LANDING INSPECTIONS, BUT THIS WAS JUST TO GO THE EXTRA MILE AS THE AIRCRAFT NEVER LEFT THE GROUND OR VEERED OFF THE RUNWAY. THESE INSPECTIONS INCLUDED DETAILED INSPECTIONS OF THE WING SURFACE, MAIN LANDING GEAR TRUNNION ATTACH POINTS, AND GEAR AS A WHOLE. IT ALSO INCLUDES DETAILED INSPECTION ON ALL OF THE MAIN LANDING GEAR WHEELS AND DISPOSAL OF ALL TIRES. ALL OF THE MAIN WHEELS/TIRES, BRAKE ASSEMBLIES, AND TIE BOLTS WERE REPLACED WITH OVERHAULED AND SERVICEABLE UNITS. NO STRUCTURAL DAMAGE WAS NOTED TO THE WINGS OR MAIN LANDING GEAR MOUNTING STRUCTURE AS WE HAD SUSPECTED. WE DID HAVE A FEW ITEMS THAT WERE DAMAGED WHEN THE TIRES FRAGMENTED. THE RH FLAP HAD DAMAGE BEYOND LIMITS IN THE RAISBECK AMM, SO IT WAS REPLACED WITH A SERVICEABLE FLAP. THE RH MAIN LANDING GEAR OUTBOARD DOOR ALONG WITH ITS HINGE AND ATTACHING LINKAGE WAS DAMAGED AND WAS REPLACED WITH A SERVICEABLE UNIT. THE ANTI SKID WIRING WAS PULLED OUT OF THE TRANSDUCERS ON THE RH GEAR AS WELL. THE WIRES ALSO WERE DAMAGED IN A COUPLE AREAS ON THE BACK SIDE OF THE MAIN GEAR STRUT WHERE IMPACT FROM THE TIRE WAS NOTED. THESE WIRES WERE REPLACED FROM THE TRANSDUCERS TO THE ANTI SKID VALVES. ALL SYSTEMS CHECK GOOD ONCE BACK TOGETHER. AIRCRAFT WAS RETURNED TO SERVICE.

ON JULY 4TH, 2019 AT APPROXIMATELY 1545Z, THE RIGHT ENGINE FAILED AND SHUT DOWN WITH NO EXPLANATION DURING HIGH ALTITUDE DESCENT ON THE CHINS3 ARRIVAL INTO BFI. I WAS DESCENDING FROM FL430 TO FL240, AROUND SUNED INTERSECTION, IN VMC CONDITIONS, SMOOTH AIR, AND ABOUT 1600# FUEL REMAINING ON THE AIRCRAFT. THE POWER WAS SET CLOSE TO IDLE IN ORDER TO STAY WITHIN TEN KNOTS OF REDLINE WHILE MAINTAINING A 2300FPM DESCENT. WHILE PASSING APPROXIMATELY FL350, I NOTED A CHANGE IN AMBIENT SOUND AND YAWING OF THE AIRCRAFT, COUPLED WITH A R LOW OIL PRESS ANNUNCIATOR LIGHT. SHORTLY AFTER, THE R GEN LIGHT ILLUMINATED, AS WELL AS R LOW FUEL PRESSURE LIGHT. I RAN THE ENGINE FAILURE IN FLIGHT ABNORMAL CHECKLIST WHILE I CONSIDERED MY OPTIONS AND THE STATE OF THE AIRCRAFT, AND DECLARED AN EMERGENCY WITH ATC. FUEL FLOW WAS ZERO, THERE WAS ABOUT 8% ROTATION OF N2, NO APPARENT EVIDENCE OF CATASTROPHIC FAILURE OR FIRE, AND PLENTY OF FUEL REMAINING. I WAS ABLE TO ACHIEVE A SUCCESSFUL RESTART BELOW 15,000MSL, AND CHOSE THAT ALTITUDE AS IT GAVE ME OPTIONS TO EITHER ATTEMPT A BATTERY RESTART OR A WINDMILLING RESTART. ONCE THE ENGINE RESTARTED, I STATED MY CONDITION TO ATC, REMOVED THE EMERGENCY STATUS, AND ASKED TO STAND DOWN THE EMERGENCY VEHICLES AT KBFI. THE FLIGHT WAS UNEVENTFUL FOR THE REMAINDER.

ENROUTE. TOP OF CLIMB, 20 MINS INTO FLT, PERSONNEL IN THE AFT SEAT NOTED AN ACRID SMELL IN CABIN. ABORTED MISSION & RETURNED TO DEPARTURE UNEVENTFULLY. CREW STATED THAT SMELL WAS ACRID, BUT UNABLE TO DETERMINE ELECTRICAL OR HEAT RELATED. FLT CREW STATED HAD A FAINT SMELL OF SOMETHING AFTER BEING ALERTED BY THE MED CREW IN REAR OF AIRCRAFT. ELECTRICAL SYSTEMS WERE RUN FOR APPROX 15 MINS FOR ANY ELECTRICAL FAILURES. SYSTEMS CHECKED, NO ELECTRICAL FAULTS WERE NOTED. MAINT RAN AIRCRAFT WITH INTERIOR REMOVED AT FULL POWER FOR 5 MINS, THEN 75% POWER FOR 10 MINS CHECKED FOR BLEED AIR ISSUES. DONE WITH NAC HEAT & WING/STAB HEAT ON. NO NOTED ACRID SMELLS. AIRCRAFT RETURNED TO SERVICE & MAINTENANCE CHECK FLT PERFORMED FOR 45 MINUTES. NO SMELLS OF ANY ACRID NATURE PRESENT. ONLY SMELLS WERE NORMAL HOT DUCTING WITH HEAT TURNED UP & WING/STAB HEAT ON, AT TOP OF CLIMB. FLT CREW CONFIRMED THIS WAS LIKE THE FAINT SMELL WHEN ALERTED BY MED CREW. AIRCRAFT MAINTENANCE CHECK FLT CLEARED & AIRCRAFT WAS RETURNED TO SERVICE. NO BLEED AIR OR ELECTRICAL ISSUES ARE PRESENT WITH THE AIRCRAFT.

ON A MISSION FROM FAI-HOM, DURING CRUISE, MEDICAL CREW IN AFT OF AIRCRAFT REPORTED SMELL OF ACRID SMOKE. FIGHT WAS DIVERTED TO ANC. MAINTENANCE CHECKED OUT ELECTRICAL SYSTEMS IN AIRCRAFT DUE TO NATURE OF STATED SMELL. THE ONLY SMELL NOTED DURING CHECKS WAS THE CABIN AUX HEATER. SYSTEM WAS RUN FOR ABOUT 10 MINUTES IN HANGAR AND NO FAULTS WERE FOUND. PERFORMED GROUND RUNS TO ENSURE NO BLEED AIR LEAKS WERE PRESENT, AND ALL CHECKED GOOD. AIRCRAFT WAS RELEASED FROM MAINTENANCE AND TAKEN ON A CHECK FLIGHT THAT PRODUCED SATISFACTORY RESULTS. NO SMOKE OR ACRID SMELL WAS PRESENT. AIRCRAFT WAS RETURNED TO SERVICE.

ON APPROACH INTO ANC, THE RT ENG ENGAGED AUTOFEATHER MODE UNCOMMANDED. POWER WAS APPLIED AND AUTO FEATHER WAS NO LONGER ENGAGED. AIRCRAFT LANDED WITHOUT INCIDENT. UPON ARRIVAL AT THE HANGAR, MAINTENANCE INSPECTED THE SYSTEM AND NOTED THAT THE RIGGING ON THE POWER LEVER SWITCH WAS OUT OF RIG. RIGGING WAS ADJUSTED AND GROUND RUNS WERE GOOD. AIRCRAFT WAS TAKEN ON A CHECK FLIGHT AND THE ISSUE DID NOT PRESENT ITSELF AGAIN. RIGGING ON THE SWITCH WAS DETERMINED TO BE THE CAUSE. AIRCRAFT WAS SIGNED OFF AND RETURNED TO SERVICE.

DURING CRUISE, PILOT NOTED THE RH CIRCUIT BREAKER PANEL BACKLIGHTING WAS FLASHING, FOLLOWED BY A MOMENTARY SMELL OF ELECTRICAL BURNING. THE BACKLIGHTING WAS TURNED OFF AND THE SMELL DISSIPATED. MAINTENANCE LOOKED AT THE ISSUE ON ARRIVAL TO ANC AND NOTED THAT THE POSITIVE TO NEGATIVE TERMINAL IN THE CONNECTION ON THE PANEL HAD SHORTED TOGETHER. EL PANEL WAS REMOVED AND PARTS ORDERED TO REMEDY. SYSTEM IS CURRENTLY DEACTIVATED AND ON AN MEL UNTIL PARTS ARRIVE TO CORRECT. A FOLLOW UP TO THIS SDR WILL BE SUBMITTED ONCE MEL IS CLEARED.

DURING FLIGHT, PILOT REPORTS THAT THERE WAS A MOMENTARY ELECTRICAL SMELL IN THE COCKPIT THAT DISSIPATED IN MOMENTS. THE SMELL DID NOT RETURN. UPON ARRIVAL, MAINTENANCE INSPECTED THE COCKPIT AREA AND FOUND NO ELECTRICAL SMELL. MAINTENANCE DID NOTICE THE RT CIRCUIT BREAKER PANEL BACKLIGHTING TO BE INOPERATIVE ON THE UPPER PORTION. THE PANEL WAS REMOVED AND THE LIGHTING ELEMENT PANEL WAS FOUND TO HAVE A SHORTED OUT SECTION BETWEEN THE POSITIVE AND NEGATIVE TERMINAL STRIPS. T THE AIRCRAFT WAS RETURNED TO SERVICE ON AN MEL(33-2) WHILE THE PANEL IS ON ROUTE FOR REPLACEMENT. NO FURTHER ISSUES WERE DISCOVERED.

ON A FLIGHT FROM BET TO ANC, WE LEVELED OFF AT FL350 AND WERE CRUISING AT APPOX .73 MACH WHEN THE RED SPOILER LIGHT ILLUMINATED ON THE WARNING PANEL ALONG WITH THE MASTER WARNING. THE AIRCRAFT ROLLED SHARPLY TO THE RIGHT AS IF THE RIGHT SPOILER DEPLOYED UN-COMMANDED. THE SPOILER SWITCH WAS IN THE RETRACT POSITION. THE FP DISENGAGED THE AP, LEVELED WINGS AND RE-TRIMMED AC. ONCE WINGS WERE LEVEL, RIGHT SPOILER RETRACTED(RED SPOILER WARNING LIGHT EXTINGUISHED) CAUSING A ROLL IN OPPOSITE DIRECTION. FP ONCE AGAIN LEVELED WINGS AND RE-TRIMMED AC FOR LEVEL FLIGHT. AP WAS RE-ENGAGED. SPOILER CB WAS PULLED TO PREVENT ANOTHER UNCOMMANDED DEPLOYMENT. ON FINAL, WHEN FLAPS WERE LOWERED TO FULL AT 145 KNOTS, THE RED SPOILER LIGHT ON THE WARNING PANEL ILLUMINATED ALONG WITH MASTER WARNING LIGHT. NO ROLLING MOTION WAS DETECTED. THE PLANE LANDED SAFELY WITH NO FURTHER INCIDENT. AIRCRAFT WAS PULLED INTO MAINT HANGAR AND WE ARE CURRENTLY IN THE PROCESS OF TROUBLESHOOTING THE SYSTEM. RUNNING THRU THE CHECKS OF ASSOCIATED SYSTEMS AND WILL SUBMIT A FOLLOW UP TO THIS SDR UPON FURTHER INVESTIGATION.

ON DEPARTURE, THE LH ENGINE FIRE DETECTION LIGHT ILLUMINATED AT ABOUT 3000FT. PER THE PILOTS OPERATING HANDBOOK, POWER WAS REDUCED AND THE LIGHT EXTINGUISHED. FLIGHT WAS CANCELLED AND AIRCRAFT LANDED AND RETURNED TO BASE WITHOUT INCIDENT. MAINT INSPECTED THE FIRE LOOPS WITH AN OHMMETER AND DID NOT FIND ANY IRREGULARITIES. WILL BE PERFORMING HIGH POWER ENGINE RUNS ONCE RAMP CONDITIONS AT BASE IMPROVE AND WILL SUBMIT ADDITIONAL SDR INFO FOLLOWING CLOSE OF DISCREPANCY.

ON APPROACH INTO ANC FROM BFI, AT ABOUT 8000 FT, THE BAGGAGE SMOKE RED LIGHT ILLUMINATED. THERE WAS NO SIGN OF SMOKE. LANDING WAS UNEVENTFUL. BATTERIES WERE TURNED OFF AND THEN BACK ON. LIGHT WAS NO LONGER ILLUMINATED. MAINT WAS CONTACTED AND INSPECTED THE SYSTEM AND FOUND NO DISCREPANCIES. MAINT TALKED WITH TECH SUPPORT AND THEN PERFORMED A TROUBLESHOOTING CHECKS PER AMM CH 26-11-00. NO FAULTS WERE FOUND. NO SMOKE SMELL WAS NOTED IN THE BAGGAGE COMPARTMENT EITHER. BOTH ENGINES WERE RUN UP FOR ABOUT 10 MINUTES AND LIGHT DID NOT COME BACK ON. AIRCRAFT WAS RETURNED TO SERVICE.

LT INBOARD DOOR WAS FOUND HANGING FROM THE BRACKET ATTACH POINT. WAS DISCOVERED ON TAXI TO THE HANGAR AFTER A TRAINING FLIGHT IN FAI. PILOT NOTED THAT THE GEAR MADE A LOUD "CLUNK" WHEN THE GEAR WAS EXTENDED FOR LANDING. DAMAGE INCLUDES THE LT INBOARD GEAR DOOR, GEAR DOOR ACTUATOR LINKAGE, SMALL AMOUNT OF SKIN DAMAGE TO THE PORTION OF THE NACELLE AFT OF THE WHEEL WELL, TWO LOWER FORMERS THE SKIN ATTACHES TO. NO OTHER DAMAGE WAS NOTED IN FAI. AIRCRAFT WAS FLOWN TO ANC ON A FERRY PERMIT FOR FURTHER WORK. INSPECTION IN ANC SHOWS NO FURTHER DAMAGE THAN NOTED IN FAI. WORKING ON A REPAIR PLAN NOW. WILL SEND ADDITIONAL INFO ONCE WE HAVE IT.

RT MAIN TIRES BLOWN ON THE TAKE OFF ROLL ON RUNWAY 33. ABORTED TAKEOFF AND STOPPED ON THE RUNWAY. SHUT DOWN THE AIRCRAFT TO INSPECT THE WHEELS. IT WAS NOTED THAT BOTH TIRES WERE BLOWN AND THE RIMS AND BRAKES HAD BEEN WORN DOWN BY CONTACT WITH THE RUNWAY. MX JACKED THE AIRCRAFT ON THE RUNWAY, PULLED THE DAMAGED WHEELS AND BRAKES FROM THE AXLE, DID A PRELIMINARY INSPECTION OF THE GEAR AREA, AND INSTALLED BRAKES AND WHEELS FROM STOCK. CAUSE OF THE TIRES BLOWING APPEARS TO BE FROM ONE OF THE TIRES SHEDDING ITS ENTIRE TREAD, AS IT WAS LOCATED ON THE RUNWAY ALL IN ONE PIECE NEAR THE START OF THE TAKEOFF ROLL. LOSS OF THE ONE TIRE AND RIDING ON THE REMAINING SINGLE TIRE WITH A FULL LOAD OF FUEL MOST LIKELY CAUSED THE SECOND TIRE TO BLOW.

DEPARTED FAI AND HAD RAPID DECOMPRESSION. CLIMBING THROUGH 23K FOR 24K PILOT FELT A JUMP IN CABIN ALTITUDE. WHEN HE LOOKED AT THE CABIN CLIMB RATE, IT WAS PEGGED AT 6,000 FPM, BEGAN A DESCENT AND RETURNED TO FAI. FOUND THE DOOR SEAL BLOWN OUT OF ITS RETAINER. CHECKED SEAL FOR LEAKS AND DID NOT FIND ANY. INSPECTED RETAINER AND NO FAULTS FOUND. REINSTALLED SEAL TO RETAINER. GROUND CHECK OF SEAL AND PRESSURIZATION WAS GOOD. TOOK ON A FLIGHT AND PRESSURIZATION WAS VERY WEAK. DEFERRED PRESSURIZATION SYSTEM PER MEL AND FLEW AIRCRAFT TO ANC MAINT BASE FOR FURTHER INVESTIGATION. FOUND THE CORNER OF THE DOOR FRAME ON THE TOP SIDE TO HAVE A LITTLE BIT OF A GAP. REPAIRED WITH FILLER AND PERFORMED GROUND CHECK FOR PRESSURIZATION SYSTEM WITH NO FAULTS. RELEASE AIRCRAFT FROM MAINT FOR CHECK FLIGHT OPERATION OF PRESSURIZATION SYSTEM AT ALTITUDE. AIRCRAFT PRESSURIZED WELL ON THE FLIGHT UNTIL ABOUT 24K FT AND THEN THE SEAL LET LOOSE ON THE TOP PORTION OF THE DOOR. IN PROCESS OF INVESTIGATING THE CAUSE AND WILL SEND AN UPDATED SDR REPORT AT THAT TIME.

CREW NOTED A STRONG ODOR OF WHAT SMELLED LIKE. NO VISIBLE SMOKE WAS NOTED. ODOR WENT AWAY RIGHT AFTER IT WAS DETECTED DURING CRUISE. DURING DECENT, THE ODOR WAS NOTED AGAIN WITH NO VISIBLE SMOKE, BUT WENT AWAY RIGHT AWAY AS WELL. AFTER LANDING, MAINTENANCE RAN THRU CHECKS TO DETERMINE THE POSSIBLE CAUSE OF THE ODOR. A THOROUGH RUN OF ALL ELECTRICAL SYSTEMS BOTH AC AND DC PRODUCE NO ODORS OR SMOKE. ALL SYSTEMS OPERATED NORMALLY. UNABLE TO DUPLICATE. AIRCRAFT WAS SIGNED OFF AND NO FURTHER ISSUES.

DURING APPROACH, CREW SELECTED GEAR DOWN. ONLY RECEIVED THE GREEN LIGHT ON THE NOSE GEAR AND HAD RED LIGHTS ON THE MAIN GEAR. GEAR WAS CYCLED UP AND ALL LIGHTS WENT OUT AS NORMAL. SECOND ATTEMPT TO LOWER GEAR RESULTED IN NO LIGHTS. TRIED TWO MORE TIMES WITH THE SAME RESULTS. CREW ALERTED THE TOWER AND ABORTED THE LANDING. THE EMERGENCY GEAR EXTENSION WAS THEN USED TO LOWER THE GEAR. ON THE ATTEMPT TO LOWER THE GEAR WITH THE EMERGENCY EXTENSION, AGAIN ONLY THE NOSE GEAR GREEN LIGHT ILLUMINATED AND BOTH MAIN GEAR HAD RED. THEN PERFORMED A FLY BY OF THE TOWER TO CONFIRM GEAR STATUS. TOWER REPORTED THE NOSE LOOKED DOWN, MAIN GEAR DOORS LOOKED OPEN, AND ONLY THE RT GEAR LOOKED LIKE IT WAS PARTIALLY OUT. THE CREW DECLARED THAT THEY WOULD BE LANDING WITH THE GEAR UP. WHEN IN THE PATTERN TO LAND, THE CREW TRIED ONE MORE TIME TO EXTEND THE GEAR UTILIZING THE EMERGENCY EXTENSION SYSTEM AND GOT ALL THREE GREEN LIGHTS. AIRCRAFT LANDED SAFELY. OPEN

DURING CRUISE FLIGHT, PILOT NOTED AN FAINT ELECTRICAL SMOKE ODOR. DETECTED IN THE CABIN AS WELL. TURNED BACK TO BASE. THE CREW IN THE BACK TRACED THE ODOR TO THE OVERHEAD PANEL THAT HOUSES THE AUTO TEMP SENSOR. THE PILOT THEN TURNED OFF THE AUTO TEMP MODE AND SELECTED MANUAL. IN JUST A FEW MINUTES THE SMOKE ODOR WAS GONE. ON LANDING, MAINTENANCE CHECKED OUT THE PLANE AND FOUND THE CIRCUIT BOARD AND FAN FOR THE TEMP SENSOR TO BE THE CAUSE OF THE ELECTRICAL SMOKE ODOR. PART WAS REMOVED AND AUTO TEMP SYSTEM WAS PUT ON AN MEL. OPERATIONAL CHECKS WERE GOOD AND AIRCRAFT WAS RETURNED SERVICE.

AFTER LEVELING OFF AT CRUISE ALTITUDE AFTER ABOUT 5-10 MINUTES THE RT GENERATOR CAUTION LIGHT ILLUMINATED. PILOT NOTED THAT THEY HAD LOST THE RT GENERATOR. RT GENERATOR WOULD NOT RESET AFTER RUNNING THE CHECKLIST. THE LT GENERATOR WAS THEN NOTED TO BE OFFLINE AS WELL. THE FIRST TWO ATTEMPTS TO RESET THE LT GENERATOR DID NOT WORK. THE CREW DECLARED AN EMERGENCY AND STARTED DESCENT TO 14000FT. THE LT GEN DID RESET AND WORKED PROPERLY ON THE THIRD RESET. AIRCRAFT CONTINUED. MAINT INSPECTED THE AIRCRAFT AND ON PULLING THE COWLING, NOTICED SMALL METAL WIRE PARTS FALLING OUT. THE PARTS WERE FOUND TO BE THE WINDINGS FROM THE RT GENERATOR. THE GENERATOR WAS REMOVED AND FOUND TO HAVE A SHEARED SHAFT. UPON FURTHER INSPECTION, FOUND THE RT CURRENT LIMITER WAS BLOWN AND THE TORLON INSERT IN THE GEARBOX TO THE GENERATOR WAS DAMAGED. THE RT INSERT, CURRENT LIMITER, AND GENERATOR WERE REPLACED. GENERATORS WERE PARALLELED, AND OPERATIONAL CHECK OF LT AND RT DC GENERATION SYSTEMS WERE GOOD. NO FURTHER DAMAGE OR ISSUES NOTED. AIRCRAFT WAS RETURNED TO SERVICE.

DURING CRUISE, THE RT ENGINE FIRE LIGHT ON THE T HANDLE CAME ON IN FLIGHT. NO OTHER ABNORMAL INDICATIONS WERE NOTED. POWER WAS RETARDED AND LIGHT EXTINGUISHED RIGHT AWAY. POWER WAS BROUGHT BACK UP AND NO ABNORMALITIES THE REMAINING PORTION OF THE FLIGHT. AIRCRAFT LANDED WITHOUT INCIDENT. MAINT INSPECTED THE ENGINE COMPARTMENT FOR DAMAGE AND NOTED NONE. INSPECTION OF THE FIRE LOOP SYSTEM ALSO PRODUCED NO FAULTS. AIRCRAFT WAS RUN UP TO CHECK SYSTEM UNDER POWER WITH NO ISSUES. PERFORMED A MAINT CHECK FLIGHT AND NO ISSUES WERE NOTED. AIRCRAFT WAS RETURNED TO SERVICE.

STRONG ELECTRICAL BURNING ODOR IN CABIN, DURING CLIMB. FOUND THE VENT BLOWER MOTOR SEIZED. REMOVED THE BLOWER MOTOR AND FOUND IT WAS NOT ROTATING SMOOTHLY. REPLACED THE UNIT WITH AN OVERHAUL UNIT. OPERATIONAL CHECKED GOOD.

DURING FLIGHT, THE COPILOTS GPS LOST ALL OF ITS PRIMARY FLIGHT DATA AND DISPLAYED ALL RED X'S. THIS LASTED FOR JUST UNDER 2 MINUTES AND THEN RETURNED TO NORMAL ON ITS OWN. ON APPROACH, THE PILOTS GPS, AUDIO SELECTOR, AUTOPILOT, AND INVERTER ALL TRIPPED OFF LINE. CAPTAIN NOTICED THAT BOTH 50AMP NR 1 DUAL BUSS FEED BREAKERS WERE TRIPPED. THE LANDING WAS ABORTED AND PILOT CLIMBED BACK UP TO ALTITUDE. 7600 WAS THEN SELECTED ON THE TRANSPONDER AND THEY HEADED BACK TO ANC. CALLED THE TOWER AND DECLARED AND EMERGENCY. THE LANDING WAS UNEVENTFUL. OPEN.

ON APPROACH, THE NR 1 FIRE LIGHT ILLUMINATED AGAIN. WHEN THROTTLE WAS PULLED TO IDLE, THE LIGHT EXTINGUISHED. ENG COMPARTMENT WAS INSPECTED FOR SIGNS OF FIRE & NONE WAS NOTED. THIS IS AN ONGOING INTERMITTENT ISSUE. WIRING, BLEED LINES, FIRE LOOPS HAVE BEEN CHECKED WITH NO FAULTS NOTED. A GND RUN DUPLICATED THE ISSUE FOR ABOUT TWO SECONDS DURING START. LIGHT THEN WENT OUT & WE WERE UNABLE TO DUPLICATE AGAIN. TROUBLESHOOTING CONTINUES. A FOLLOW UP REPORT WILL BE FILED USING THIS SAME CONTROL NUMBER.

ON APPROACH, THE NR 1 ENG FIRE WARNING LIGHT CAME ON. POWER WAS RETARDED TO IDLE & THE LIGHT WENT OUT, FOUND BLEED AIR SUPPLY TUBE CRACKED AT NAC HEAT CONNECTION, FOUND LEAK FROM WHERE THE LP BLEED AIR SUPPLY TUBE MEETS THE PRSOV VLV, & FOUND THE BLEED AIR SUPPLY TUBE IN THE LT PYLON LEAKING AROUND BOTH CONNECTIONS. REMOVED CRACKED LT BLEED AIR SUPPLY TUBE & INSTALLED SERVICEABLE TUBE ASSEMBLY PN ON & OFF 2655101-87, USING NEW GASKETS, PN 6050001-12 & 6600335-3 QTY 1 EA. REMOVED WORN C SEAL FROM LP TUBE ASSEMBLY AT THE PRSOV & INSTALLED NEW PN ON & OFF 612-A51-0038-2 QTY 1 EA. REMOVED WORN O RING SEALS FROM THE LT PYLON BLEED AIR SUPPLY TUBE WIGGINGS FITTINGS & INSTALLED NEW PN ON & OFF M83248 1-218 QTY 4 EA. ALL WORK DONE IAW AMM STANDARD PRACTICES. LEAK & OPS CHECKED OK. ACFT WAS RTS.

NR 1 ENGINE FIRE LIGHT ILLUMINATED IN FLIGHT. UPON DECENT, LEVELING OFF AT APPROXIMATELY 13,000 FT, THE NR 1 ENGINE FIRE LIGHT CAME ON SHORTLY AFTER TURNING ON THE NAC HEAT. THE CREW FOLLOWED THE EMERGENCY PROCEDURES. POWER WAS RETARDED TO IDLE AND THE LIGHT REMAINED ON. NO OTHER INDICATIONS OF FIRE EXISTED. THE CREW THEN SHUTDOWN THE NR 1 ENGINE AND THE LIGHT REMAINED ON. THE FIRST FIRE BOTTLE WAS THEN DISCHARGED INTO THE NR 1 ENGINE COMPARTMENT AND THE LIGHT REMAINED ON. ATC WAS ALERTED OF AN EMERGENCY AND FIRE TRUCKS WERE DISPATCHED. THE SECOND FIRE BOTTLE WAS THEN DISCHARGED WITH NO CHANGE TO THE LIGHT. THE ACFT LANDED WITHOUT INCIDENT AND THE LIGHT EXTINGUISHED ON ROLLOUT. FIRE CREWS CONFIRMED N

LOG PAGE WRITE UP IS AS FOLLOWS, RT ENG FIRE LIGHT ON APPROACH & LANDING, STAYED ON AFTER ENG SHUTDOWN. INSPECTED THE ENG FOR ANY SIGNS OF FIRE & FOUND NONE. THE FIRE WARNING LIGHT REMAINED LIT DURING INSPECTION. FOLLOWING THE TROUBLESHOOTING GUIDE IN THE AMM CH 26-10-01, WE FOUND THE LOWER FWD OPTICAL FIRE DETECTOR DID NOT HAVE THE PROPER GND SIGNAL. THE PART HAS BEEN ORDERED AT THIS POINT, PN 30-215-8 & SN 2365W. THE DEFECTIVE LOWER FWD OPTICAL FIRE DETECTOR UNIT WAS R & R WITH A NEW UNIT, PN 30-215-8 & SN 6811 ON AML 2124. NEW UNIT CORRECTED THE ISSUE & ACFT WAS RETURNED TO SERVICE.

LEFT ENG FIRE LIGHT ON HANDLE ILLUMINATED FOR ABOUT 10 SECONDS DURING DECENT. ENG WAS ALREADY AT IDLE & LIGHT EXTINGUISHED. THERE WERE NO OTHER SIGNS OF FIRE NOTED BY THE CREW. OPENED THE COWLINGS & CHECKED FOR SIGNS OF A FIRE & FOUND NONE. WIRING IN THE FIRE DETECTION TEST SYS CHECKED OUT GOOD. RESISTANCE CHECK OF ALL THREE FIRE LOOPS WERE GOOD. THE AFT TAILPIPE FIRE LOOP FAILED ITS INSULATION CHECK. THE DEFECTIVE UNIT WAS REMOVED, PN 744-07235, SN 094108 & A NEW LOOP INSTALLED, PN 744-07235 & SN 152308. CHECK OF THE FIRE LOOP SYS CHECKED GOOD. RETURNED THE ACFT TO AIRWORTHY CONDITION & PERFORMED A SATISFACTORY CHECK FLIGHT. OK FOR SERVICE.

LEFT ENG FIRE LIGHT ILLUMINATED ON DECENT FOR ABOUT 20 SECONDS. THROTTLES WERE ALREADY RETARDED & LIGHT EXTINGUISHED. INSPECTED ENG & FOUND NO INDICATIONS OF FIRE. THE FIRE LOOPS WERE INSPECTED FOR CHAFING & CONTINUITY. MX WAS UNABLE TO DUPLICATE THE ISSUE ON THE GND. ACFT RTS.

NORMAL FLIGHT, GEAR RETRACTED NORMALLY UPON DEPARTURE. UPON ARRIVAL ESTABLISHED IN THE DOWNWIND SLOWED BELOW 185 & PUT FLAPS TO TO & APP ABEAM THE NRS, LOWERED THE GEAR & ONLY GOT DOWN & LOCKED INDICATIONS FOR THE MAINS, NO NOSE WHEEL. BROKE OUT OF THE PATTERN & CYCLED THE GEAR WITH THE SAME INDICATIONS & ALSO WIGGLED THE HANDLE TO SEE IF I COULD MAKE A CONNECTION. CHECKED THE ANNUNCIATORS & ALL THE LIGHTS WERE WORKING. BRIEFED THE CREW ON WHAT WAS GOING ON, THEN WENT TO THE EMER & ABNORMAL CHECKLIST. PERFORMED THE CHECKLIST & EMER EXTEND THE GEAR. WHEN THE EMER PROCEDURE FAILED TO GIVE ME THREE DOWN & LOCKED INDICATIONS THE DECISION WAS MADE TO RETURN. BRIEFED THE CREW ON EMER EVACUATION. REQUESTED A FLYBY THE TOWER TO GET A VISUAL INDICATION IF THE GEAR WAS DOWN. PERFORMED A LOW PASS DOWN RNWY 25 DUE TO THE WINDS BEING 270/21G29. REPORT FROM THE TOWER WAS THAT THE GEAR APPEARED TO BE DOWN, THEN ENTERED A LONG DOWNWIND FOR RNWY 21 WHICH HAS 10502 FT OF RNWY. UPON TOUCHDOWN THE NOSE WHEEL LG INDICATOR TURNED GREEN.

ON DESCENT, MASTER CAUTION & FIRE LIGHT ILLUMINATED ON LT ENG. THERE WERE NO OTHER FIRE INDICATIONS. ENG WAS BROUGHT TO IDLE & SHUTDOWN USING ENG SHUTDOWN CHECKLIST. A CRACKED HIGH PRESS BLEED AIR LINE WAS DISCOVERED ON THE LT ENG. THE CRACK WAS ON THE JUNCTION FROM THE MOD VLV TO THE NAC HEAT WELD & EXTENDED APPROX 3/4 OF AN INCH PAST THE WELD. REPLACED THE LINE WITH A SERVICEABLE UNIT. OPERATIONAL GND RUN & CHECK FLIGHT TESTS PASSED. ACFT WAS RETURNED TO SERVICE.