SCOTT AVIATION, LLC

Operated by Scott Aviation Inc (per NTSB report)

Operated by SCOTT AVIATION INC (per NTSB report)

DURING FLIGHT IAD TO SDL WITH OWNER ON-BOARD AND THEY LOST HYD A FLUID IN FLIGHT. THE INDICATOR WENT DOWN TO %9 FAST. THE PILOT PULLED THE PTU CB. DECLARED AN EMERGENCY AND LANDED SAFELY AT KSTL.

AFTER NORMAL PREFLIGHT, STARTUP AND TAXI, ALL ITEMS CHECKED GOOD. HYDRAULIC PRESSURE AND VOLUME CHECKED NORMAL OPS. AFTER TAKEOFF UPON GEAR RETRACTION, CAS MESSAGE INDICATED LOW HYDRAULIC PRESSURE L-R MESSAGE. GEAR WOULD NOT RETRACT. CONTACTED ATC ABOUT POSSIBLE ISSUE AND LEVELED AT 3000 FT. INSTRUCTED SIC TO GET QRH AND ASKED FOR ATC FOR VECTORS TO RUN CHECKLIST. PER CAS MESSAGE, REFERENCED AMBER P1 HYDRAULIC PRESSURE LOW L-R IN QRH. FOLLOWED CHECKLIST WHICH INSTRUCTED US TO USE THE BLOWDOWN BOTTLE TO GET GEAR IN LOCKED POSITION. AFTER THE GEAR WAS DOWN AND LOCKED RECEIVED VECTORS TO BURN FUEL UNTIL BELOW LANDING WEIGHT. DIVERTED TO CVG FOR THE LONG RUNWAY. UPON LANDING EMERGENCY BRAKING WAS USED TO SLOW AIRCRAFT WHICH RESULTED IN A FLAT OUTBOARD LEFT TIRE. FBO TOWED AIRCRAFT TO THE RAMP. CONTACTED COMPANY AND MAINTENANCE TO FOLLOW UP.

DEPARTED AIRPORT AND THE LANDING GEAR DID NOT COME UP. ATTEMPTED TO RECYCLE THE GEAR, WITH NO SUCCESS. DECLARED AN EMERGENCY AND RETURNED TO DEPARTURE UNEVENTFULLY. TROUBLESHOT AND FOUND THE NLG SQUAT SWITCH TO BE THE ISSUE, R & R THE SQUAT SWITCH.

SHORTLY AFTER OUR INITIAL DESCENT FROM CRUISE ALTITUDE, DESCENDING THROUGH ABOUT 37,000 FEET, WE EXPERIENCED A LOUD, HIGH FREQUENCY VIBRATION. WHILE ADJUSTING THRUST IN ORDER TO DETERMINE THE CAUSE OF THE VIBRATION, WE NOTICED INCREASING ITT ON THE RIGHT ENGINE. PASSENGERS WERE INFORMED WE WERE DEALING WITH A MECHANICAL ISSUE AND INSTRUCTED TO RETURN TO THEIR SEATS, (LEAD PAX WAS IN THE GALLEY), SECURE THEIR SEATBELTS AND REMAIN THERE. RT ENGINE VIB MESSAGE ILLUMINATED AS WE WERE ALREADY WORKING THROUGH THE ENGINE VIBRATION CHECKLIST, AND ITT STABILIZED WITH THE RIGHT ENGINE AT IDLE, BUT REMAINED ABNORMALLY HIGH. HIGH FREQUENCY VIBRATION CONTINUED. WE ELECTED TO SHUTDOWN THE RIGHT ENGINE, DECLARED AN EMERGENCY, AND WERE GIVEN DIRECT DESTINATION (KAPA). VIBRATION INSTANTLY STOPPED WITH THE RIGHT ENGINE SECURED. WHILE CONTINUING TO DESCEND TOWARD OUR DESTINATION AND WORKING THROUGH THE ENGINE SHUTDOWN INFLIGHT CHECKLIST, THE VIBRATION RESUMED. UNCERTAIN OF WHAT WAS CAUSING THE VIBRATION WITH THE DAMAGED ENGINE SECURED, WE ELECTED TO DIVERT TO THE NEAREST SUITABLE AIRPORT INSTEAD OF CONTINUING ON TO OUR ORIGINAL DESTINATION. UPON INSPECTION OF THE ENGINE, FOUND THE NUMBER 4 BEARING SEIZED WHICH DAMAGED THE HP SHAFT ALONG WITH THE MAJORITY OF THE AFT ROTATING COMPONENTS.

FOUND CRACK IN RH AUXILIARY WING SPAR INBOARD ATTACH FITTING. LOCATED ON AFT CLOSEOUT OF RH MLG WHEEL WELL AT FS446.38. CRACK EXTENDS FROM BOLT HOLE TO BOLT HOLE THROUGH WEB IN FITTING. FOUND BY VISUAL INSPECTION DURING SCHEDULED MAINTENANCE.

THE PIC CALLED MX CONTROL TO ADVISE THEY HAD NO CONTROL OF ELEVATORS WHILE AT CRUISE. QRH WAS FOLLOWED AND SLIGHT MOVEMENT OF THE LEFT YOKE ONLY WAS GAINED, BUT NOT FULL CONTROL FWD AND AFT (APPROX. 1IN FWD AND AFT). FLIGHT CREW NOTIFIED TOWER AND EMERGENCY LANDING WAS DECLARED. THE AIRCRAFT LANDED UNEVENTFULLY.

THE TOWER ADVISED THE PILOT THAT THE AIRCRAFT WHEEL AREA APPEARED TO HAVE SMOKE EMITTING FORM THE GEAR.

PAX OXYGEN SYSTEM FAILED TO DEPLOY DURING FUNCTIONAL CHECK. UPON INVESTIGATION, MX FOUND MULTIPLE O2 FLEX LINES HAD FAILED AT MULTIPLE LOCATIONS ON EACH LINE. BASE PN ON ALL FLEX LINES IS O2C20T1. A TOTAL OF 6 LINES BLEW OUT. ALL WERE DIFFERENT LOT NUMBERS AND MFG FROM 03/07/2000 TO 01/12/2001.

EICAS MESSAGE CARGO COMPARTMENT SMOKE MESSAGE. DISCOVERED CARGO COMPARTMENT HEAT BLANKET TEMPERATURE SENSOR DAMAGED CAUSING HEAT BLANKET TO OVERHEAT. PRIA

FOUND PORTABLE O2 MASK TO BE THE INCORRECT TYPE. EVEN THOUGH CUSTOMER BULLETIN 213 DID NOT LIST THIS ACFT IN THE EFFECTIVITY SECTION, AN INSP REVEALED THE WRONG MASK ANYWAY. ANOTHER BAD MASK WAS FOUND ON ANOTHER ACFT IN THE FLEET ALSO NOT LISTED IN THE BULLETIN. RECOMMEND ALL THESE OPERATORS CHECK THEIR PORTABLE O2 MASK FOR CORRECT PN IAW CB213.

(AMCR) DURING POSTFLIGHT INSPECTION, MX FOUND A BULGE ON THE LT NOSE TIRE. THE BULGE WAS ABOUT 1 INCH DIAMETER AND EXTENDED OUT .2500 INCH. THE BULGE WAS LOCATED ON THE SIDEWALL JUST BELOW THE TREAD CAP.

CREW NOTED A WHISTLE FROM BAGGAGE DOOR AREA. MAINTENANCE FOUND THE BAGGAGE DOOR SEAL TORN IN THE 12 O'CLOCK POSITION. IT APPEARS THAT THE TOP BAYONET LATCH PLATE ON THE FUSELAGE HAD EXCESS SEALANT ON THE IB SIDE, CAUSING THE DOOR SEAL TO RUB HARD AGAINST IT DURING DOOR CLOSING. DOOR SEAL REPLACED AND EXCESS SEALANT REMOVED FROM BAYONET PLATE. OTHER AIRCRAFT IN FLEET WERE INSPECTED AND NO EXCESS SEALANT WAS FOUND ON THOSE PLATES.