Ameriflight, LLC

Operated by AMERIFLIGHT LLC (per NTSB report)

Operated by Ameriflight, LLC (per NTSB report)

The pilot’s failure to properly set the rudder trim position which resulted in a loss of directional control during takeoff. Contributing was the pilot’s inadequate checklist procedures prior to takeoff.

Operated by Ameriflight LLC (per NTSB report)

The pilot’s failure to fly a stabilized approach which resulted in a hard landing and loss of control.

Operated by Ameriflight, LLC (per NTSB report)

The failure of the left main landing gear upper drag leg arm due to substandard mechanical properties, which resulted in a collapse of the landing gear upon landing.

Operated by Ameriflight LLC (per NTSB report)

The pilot's decision to land in a gusty crosswind that exceeded the airplane's maximum demonstrated crosswind and resulted in a runway excursion.

Operated by Ameriflight, LLC (per NTSB report)

The pilot's failure to maintain directional control while taxiing in gusting tailwind conditions.

Operated by AMERIFLIGHT INC (per NTSB report)

An in-flight collision with power lines.

Operated by Ameriflight LLC. (per NTSB report)

The failure of the fuel truck driver to see and avoid the taxiing airplane.

Operated by AMERIFLIGHT LLC (per NTSB report)

The airplane’s unmanageable right yaw during takeoff for reasons that could not be determined because postaccident examination of the rudder and rudder assembly did not reveal any anomalies that would have precluded normal operation.

Operated by Ameriflight (per NTSB report)

The airplane’s inadvertent encounter, in night instrument meteorological conditions, with unforecast strong up- and downdrafts and possibly severe airframe icing conditions (which likely included supercooled large droplets that the airplane was not certificated to fly in) that led to the pilot's loss of airplane control.

Operated by AMERIFLIGHT INC (per NTSB report)

The pilot's failure to extend the landing gear, which resulted in a gear-up landing.

Operated by Ameriflight, LLC (per NTSB report)

The failure of the pilot to maintain adequate airspeed during the approach resulting in a stall. Contributing to the accident was the accumulation of structural icing during the flight.

Operated by Ameriflight, LLC (per NTSB report)

An in-flight collision with a bird during initial descent.

Operated by Ameriflight, Inc. (per NTSB report)

An in-flight engine fire due to the fatigue fracture of an exhaust pipe that resulted from a failure of the pipe's slip joint.

Operated by Ameriflight, Inc. (per NTSB report)

The pilot misjudged the flare resulting in a hard landing.

Operated by Ameriflight LLC (per NTSB report)

The failure of company maintenance personnel to install the upper pivot bolt through the pivot hole in the upper end of the landing gear actuating rod, and the company maintenance inspector's inadequate inspection of the work performed.

Operated by AMERIFLIGHT INC (per NTSB report)

The pilot's failure to extend the landing gear prior to landing.

Operated by AMERIFLIGHT INC (per NTSB report)

Failure of the landing gear shaft roll pin resulting in a main gear collapse during the taxi phase of operation.

the tug driver's inadequate visual lookout which resulted in his failure to see the airplane in time to prevent the collision.

Operated by Ameriflight (per NTSB report)

The pilot's failure to maintain adequate airspeed and his failure to maintain directional control. Contributing factors were the icing conditions, icing, and the improper use of the anti-ice/deicing equipment.

A short to electrical wiring while in cruise flight.

Moisture contamination of the elevator trim actuator units resulting in their failure to operate at below freezing temperatures

Operated by AMERIFLIGHT, INC. (per NTSB report)

The flight crew's failure to extend the landing gear. Contributing factors were the flight crew's non-compliance with the checklist, the pilot-in-command's diverted attention as a result of the loss of instrument approach/runway lighting, the partial failure of the instrument approach/runway lighting system, and the partial failure of the intercom system.

Operated by AMERIFLIGHT, INC. (per NTSB report)

the pilot's failure to follow procedures and directives and his failure to maintain clearance from mountainous terrain.

Operated by AMERIFLIGHT, INC. (per NTSB report)

Water accumulation in the tail section of the aircraft that froze around the elevator control cables which restricted the movement of the elevator. Contributing factors were the accumulation of debris in the limbers and drain hole for the affected area. A finding was the fact that this area cannot be easily inspected by the pilot due to the need for hand tools to gain visual access.

The pilot's inadequate in-flight decision, inadequate visual lookout, and his failure to maintain adequate obstacle clearance. Contributing was low altitude flight.

improper installation of the rudder control cable by company maintenance personnel, which resulted in chafing and/or fatigue and subsequent failure of the cable.

Operated by AMERIFLIGHT, INC. (per NTSB report)

loss of aircraft control at night by the pilot for unknown reasons.

Operated by AMERIFLIGHT, INC. (per NTSB report)

the pilot's failure to select a cruise altitude which would ensure adequate terrain clearance. Contributing factors related to the dark, nighttime condition and to the pilot's lack of attentiveness.

Operated by AMERIFLIGHT, INC. — On-demand air taxi (135) Operator Does Business As: (per NTSB report)

THE IMPROPER STARTING PROCEDURE BY THE PILOT OF THE AERONCA. A FACTOR CONTRIBUTING TO THE ACCIDENT WAS INADEQUATE COMMUNICATIONS BY THE PILOT OF THE AERONCA.

Operated by AMERIFLIGHT INC. (per NTSB report)

FATIGUE FAILURE OF THE ELEVATOR CONTROL TUBE ROD END BEARING RESULTING IN A LOSS OF ELEVATOR CONTROL.

Operated by AMERIFLIGHT (per NTSB report)

MAINTENANCE PERSONNEL IN THAT THEY IMPROPERLY ADJUSTED THE LEFT MAGNETO WHICH RESULTED IN THE COMPLETE EROSION OF THE ELECTRODES FROM SIX OF THE TWELVE INSTALLED SPARK PLUGS. THE INSTALLATION OF SPARK PLUGS WITH COLDER HEAT RANGES THAN SPECIFIED BY THE MANUFACTURER AND RISING TERRAIN AHEAD OF THE AIRCRAFT DURING THE FORCED LANDING WERE FACTORS IN THE ACCIDENT.

IMPROPER USE OF BRAKES BY THE PILOT OF THE PIPER PA-31.

Operated by AMERIFLIGHT (per NTSB report)

FAILURE OF THE RIGHT PROPELLER HUB DUE TO METAL FATIGUE WHICH RESULTED IN CATASTROPHIC SEPARATION OF THE PROPELLER. CONTRIBUTING TO THE ACCIDENT WAS DAMAGE DONE TO THE AIRCRAFT AIRFRAME IN FLIGHT BY THE SEPARATING PROPELLER MAKING THE AIRCRAFT UNCONTROLLABLE.

Operated by AMERIFLIGHT (per NTSB report)

THE PILOT'S FAILURE TO MAINTAIN PROPER TAXIWAY ALIGNMENT, WHEN HE DIVERTED HIS ATTENTION, WHILE TAXIING. THE LOCATION OF THE PARKED AIRCRAFT WAS A RELATED FACTOR.

Sanction: $15,000 · case closed 2018-10-17

Sanction: $15,000 · case closed 2016-08-25

Sanction: $15,000 · case closed 2015-04-15

Sanction: $10,000 · case closed 2017-04-11

Sanction: $10,600 · case closed 2011-04-22

Sanction: $1,000 · case closed 2009-12-15

Sanction: $7,500 · case closed 2010-03-30

Sanction: $3,000 · case closed 2008-08-25

Sanction: $3,750 · case closed 2010-05-24

Sanction: $5,000 · case closed 2007-01-10

Sanction: $5,000 · case closed 2007-01-10

Sanction: $4,000 · case closed 2009-08-21

Sanction: $7,500 · case closed 2007-03-09

Sanction: $1,000 · case closed 2000-12-19

Sanction: $4,000 · case closed 2000-12-19

Part: DOWNLOCK SWITCH — FAULTED (ZONE 700) · airframe 28,501 hrs · 38,356 cycles

THE FLIGHT CREW REPORTED THAT DURING APPROACH, THE LANDING GEAR SELECT HANDLE WAS PLACED IN THE DOWN POSITION BUT THE NOSE LANDING GEAR FAILED TO INDICATE THAT IT WAS DOWN & LOCKED AFTER EXTENSION. A MANUAL LANDING GEAR EXTENSION WAS PERFORMED AND THE AIRCRAFT LANDED SAFELY WITHOUT FURTHER INCIDENT. MAINTENANCE TROUBLESHOT THE SYSTEM TO A FAULTED DOWN LOCK SWITCH AND REPLACED THE SWITCH. EXTENSION AND RETRACTION CHECKS WERE SUCCESSFUL AND THE AIRCRAFT HAS BEEN RETURNED TO SERVICE.

Part: PCB — FAULTED (ZONE 700) · airframe 41,131 hrs · 57,645 cycles

THE FLIGHT CREW REPORTED THAT THE LANDING GEAR FAILED TO EXTEND NORMALLY AND A MANUAL LANDING GEAR EXTENSION WAS PERFORMED. THE AIRCRAFT LANDED WITHOUT FURTHER INCIDENT AND MAINTENANCE DETERMINED THAT THE CAUSE OF FAILURE WAS CORROSION AT PCB A123. THE CORRODED SOCKETS WERE REPLACED, LANDING GEAR EXTENSION AND RETRACTION CHECKS WERE SUCCESSFUL, AND THE AIRCRAFT WAS RETURNED TO SERVICE.

Part: HYDRAULIC SYSTEM — LOW (ZONE 100) · airframe 45,595 hrs · 42,721 cycles

DURING APPROACH, THE FLIGHT CREW REPORTED THAT THE LANDING GEAR HANDLE WAS SELECTED DOWN BUT EMERGENCY EXTENSION PROCEDURES WERE FOLLOWED TO ALLOW THE LANDING GEAR TO BE EXTENDED SAFELY. MAINTENANCE REPORTED THAT UPON INSPECTION IT WAS NOTED THAT THE HYDRAULIC FLUID LEVEL WAS BELOW THE MINIMUM COLD ACCEPTABLE LEVEL AND SERVICED THE SYSTEM. THEY INSPECTED FOR ANY OTHER ABNORMALITIES AND ALL ELSE WAS GOOD. LANDING GEAR EXTENSION AND RETRACTION CHECKS WERE SUCCESSFULLY PERFORMED, AND THE AIRCRAFT WAS RETURNED TO SERVICE.

Part: WARNING MESSAGE — ILLUMINATED (ZONE 700) · airframe 41,131 hrs · 57,645 cycles

THE FLIGHT CREW REPORTED THAT THE LANDING GEAR IN TRANSIT LIGHT REMAINS ILLUMINATED WITH THE GEAR IN THE DOWN AND LOCKED POSITION. MAINTENANCE INSPECTED THE SYSTEM AND FOUND PIN 23 ON PCB A123 CONNECTOR P277 REVEALED CORROSION INTERRUPTING THE CIRCUITRY. THE SOCKET WAS REPLACED AND ALL LANDING GEAR EXTENSION AND RETRACTION CHECKS WERE NORMAL. THE AIRCRAFT HAS BEEN RELEASED TO SERVICE.

Part: CONTROL MODULE — FAULTED (ZONE 700) · airframe 42,071 hrs · 56,901 cycles

PILOT REPORTED THAT WHILE RUNNING THE BEFORE LANDING FLOW CHECKLIST, THE LANDING GEAR CONTROL HANDLE WAS UNABLE TO BE SELECTED TO THE DOWN POSITION. THEN SWITCHED TO THE ABNORMAL LANDING PROCEDURE CHECKLIST AND WAS ABLE TO MANUALLY EXTEND THE LANDING GEAR TO LAND WITHOUT FURTHER INCIDENT. MAINTENANCE FOUND THE LANDING GEAR CONTROL MODULE FAULTY AND REPLACED THE UNIT. EXTENSION AND RETRACTION CHECKS ON AIRCRAFT JACKS WERE SUCCESSFUL AND THE AIRCRAFT WAS RETURNED TO SERVICE.

Part: HYDRAULIC LINE — FAILED (ZONE 100) · airframe 33,507 hrs · 39,852 cycles

THE FLIGHT CREW REPORTED THAT THEY EXPERIENCED A LOSS OF HYDRAULIC PRESSURE IN FLIGHT AND THAT AN EMERGENCY LANDING GEAR EXTENSION WAS PERFORMED. THE AIRCRAFT LANDED WITHOUT FURTHER INCIDENT. BUR MAINTENANCE FOUND THE HYDRAULIC LINE TO THE #1 FLAP FAILED AND THE LINE WAS REPLACED. ALL PRESSURE, LEAK, AND OPERATIONAL CHECKS WERE NORMAL AND THE AIRCRAFT WAS RETURNED TO SERVICE. NO FURTHER LOSS OF HYDRAULIC PRESSURE HAS BEEN NOTED TO DATE.

Part: CONTROL MODULE — FALSE INDICATION (ZONE 700) · airframe 45,300 hrs · 47,000 cycles

THE FLIGHT CREW REPORTED THAT AS APPROACHING KMFR, WHEN LANDING GEAR DOWN WAS SELECTED DOWN THE 6 LIGHTS REMAINED RED. PILOT DID A GO AROUND AND REFERENCED THE QRH AND ELECTRIC OVERRIDE WAS USED TO EXTEND THE GEAR. ONCE ALL INDICATIONS WERE GOOD PILOT LANDED SAFELY AND TAXIED TO RAMP AND PARKED WITHOUT FURTHER INCIDENT. MAINTENANCE TROUBLESHOT THE FAILURE TO THE LANDING GEAR CONTROL MODULE. ONCE THE FAILED CONTROL MODULE WAS REPLACED ALL LANDING GEAR EXTENSION AND RETRACTION CHECKS WERE NORMAL, AND THE AIRCRAFT WAS RETURNED TO SERVICE.

Part: DOWNLOCK SWITCH — WARNING LIGHT (ZONE 700) · airframe 29,348 hrs · 40,844 cycles

DURING APPROACH, THE LANDING GEAR WAS SELECTED TO THE DOWN AND LOCKED POSITION. THE #1 MAIN LANDING GEAR ASSEMBLY DOWN AND LOCK LIGHT DID NOT ILLUMINATE, AND THE FLIGHT CREW PERFORMED A MANUAL LANDING GEAR EXTENSION. MAINTENANCE TROUBLESHOT THE FAILURE TO A FAULTY LANDING GEAR DOWN LOCK SWITCH. THE SWITCH WAS REPLACED, LANDING GEAR EXTENSION AND RETRACTION CHECKS WERE SUCCESSFUL, AND THE AIRCRAFT HAS BEEN RETURNED TO SERVICE. NO REPEAT DISCREPANCIES HAVE BEEN REPORTED.

Part: SPAR ANGLE — CORRODED (ZONE 300) · airframe 44,513 hrs · 59,868 cycles

DURING AN EVENT 6 SCHEDULED INSPECTION OF BEECHCRAFT MODEL 1900C AIRCRAFT N31703 (SERIAL NUMBER UB-10), PDX MAINTENANCE FOUND CORROSION ON THE VERTICAL STABILIZER REAR SPAR LH ANGLE THAT EXCEEDED THE REPAIR LIMITS IN TEXTRON 1900C SRM CHAPTERS 51-40-02 AND 51-40-06, REVISION D0, DATED MAY 1, 2019. AMERIFLIGHT PART 145, JIKR213F, REPLACED THE LH ANGLE WITH A NEWLY MANUFACTURED HAWKER BEECHCRAFT ANGLE EXTRUSION, PART NUMBER 101-640010-10. THE REPAIR STATION ALSO CONDUCTED A HIDDEN DAMAGE INSPECTION AND FOUND NO ADDITIONAL DAMAGE. REFERENCE WORK ORDER #0011272, DATED MAY 14, 2026.

Part: LANDING GEAR — INOPERATIVE (ZONE 700) · airframe 38,144 hrs · 58,521 cycles

THE LANDING GEAR DID NOT EXTEND NORMALLY WHEN SELECTED FOR LANDING BY THE FLIGHT CREW. THE LANDING GEAR WAS MANUALLY EXTENDED AND THE AIRCRAFT LANDED SAFELY. MAINTENANCE FOUND THE LANDING GEAR CONTROL RELAY WAS STUCK AND WAS ABLE TO RESET THE RELAY. MULTIPLE RETRACTION AND EXTENSION CHECKS WERE PERFORMED ON AIRCRAFT JACKS, AND THE DISCREPANCY WAS NOT DUPLICATED. THE AIRCRAFT HAS BEEN RELEASED BACK TO SERVICE, AND NO FURTHER REPORTS OF LANDING GEAR FAILURE HAS BEEN REPORTED.

Part: ENGINE — FLAMED OUT (NR 2) · airframe 21,280 hrs · 27,092 cycles

ON FINAL APPROACH THE NR 2 ENGINE EXPERIENCED A FLAME OUT CONDITION AND THE PILOT WAS ABLE TO LAND THE AIRCRAFT SAFELY WITH ONLY POWER FROM THE #1 ENGINE. A GENERAL VISUAL INSPECTION OF THE FIRST STAGE COMPRESSOR SECTION REVEALED NO DAMAGE. A GENERAL VISUAL INSPECTION OF THE THIRD STAGE TURBINE WHEEL REVEALED DAMAGE. A BORESCOPE OF THE HOT SECTION ALSO REVEALED DAMAGE. A GENERAL VISUAL INSPECTION OF THE FUEL NOZZLES REVEALED NO DAMAGE OR UNUSUAL WEAR. A GENERAL VISUAL INSPECTION OF THE ENGINE INLET REVEALED NO DAMAGE. DAMAGE TO THE THIRD STAGE TURBINE WHEEL WAS LIKELY CAUSED BY DEBRIS FROM THE HOT SECTION, HOWEVER; NO DEFINITIVE CAUSE FOR THE DAMAGE IDENTIFIED IN THE HOT SECTION WAS DETERMINED.

Part: LANDING GEAR — FAULTED (ZONE 700) · airframe 29,668 hrs · 24,625 cycles

THE FLIGHT CREW REPORTED THAT WHEN THE LANDING GEAR HANDLE WAS ACTUATED TO THE DOWN POSITION THE GEAR DID NOT EXTEND NORMALLY AND THEY RECEIVED NO GREEN SAFE LIGHTS. THE AMBER HANDLE LIGHT WAS ILLUMINATED, AND THE HYDRAULIC PUMP COULD BE HEARD RUNNING CONTINUOUSLY. THE CREW OPTED TO PULL THE EMERGENCY HANDLE AND THE GEAR EXTENDED AND LOCKED INTO THE DOWN POSITION. MAINTENANCE DETERMINED THAT THE CAUSE OF THE FAILURE WAS INTERMITTENT DUE TO THE LANDING GEAR HANDLE ASSEMBLY. THEY REPLACED THE LANDING GEAR HANDLE AND THE SEPARATION BOLTS DUE TO THE EMERGENCY EXTENSION. THE AIRCRAFT WAS CHECK FLOWN, POST MAINTENANCE, AND ALL LANDING GEAR OPERATIONS WERE REPORTED AS NORMAL.

Part: HYDRAULIC LINE — DAMAGED (ZONE 400) · airframe 29,668 hrs · 24,625 cycles

WHILE PREPARING TO EXTEND THE LANDING GEAR, THE FLIGHT CREW NOTED THAT BOTH HYDRAULIC LOW-PRESSURE LIGHTS WERE ILLUMINATED. QRH PROCEDURES WERE FOLLOWED AND THE LANDING GEAR WAS MANUALLY ACTUATED TO THE DOWN AND LOCKED POSITION. THE LANDING WAS UNEVENTFUL AND MAINTENANCE FOUND THE HYDRAULIC LINE FROM THE FIREWALL ON THE #2 ENGINE WAS DAMAGED AND CAUSED THE HYDRAULIC FLUID PRESSURE LOSS. THE LINE WAS REPLACED AND OPERATIONAL CHECKS WERE SUCCESSFUL. THE AIRCRAFT WAS THEN RETURNED TO SERVICE.

Part: TRIM SYSTEM — OUT OF ALIGNMENT (ZONE 300) · airframe 32,893 hrs · 39,102 cycles

DURING CLIMB, THE FLIGHT CREW NOTED THAT THE AIRCRAFT ROLLED TO THE LEFT AND REQUIRED FULL INPUT TO LEVEL OFF THE WINGS. THE CREW CALLED IT IN, AND AIR RETURNED WITHOUT FURTHER INCIDENT. MAINTENANCE TROUBLESHOT THE SYSTEM, CHECKED ALL FLIGHT CONTROL CABLES FOR WEAR AND PROPER TENSION AND FOUND THE ELEVATOR TRIM SLIGHTLY OUT OF THE ZERO-DEGREE SETTING. THEY THEN ADJUSTED THE TRIM PER THE MANUAL REQUIREMENTS, REPLACED THE AILERON DUE TO A PREVIOUS UNRELATED SQUAWK FOR ASSURANCE THAT IT WOULD NOT BE AN ISSUE TO OVERCOME, AND THE AIRCRAFT WAS CHECK FLOWN SUCCESSFULLY. NO REPEAT DISCREPANCIES HAVE BEEN NOTED, AND THE AIRCRAFT WAS RETURNED TO SERVICE.

Part: HYDRAULIC LINE — CHAFED (ZONE 700) · airframe 32,893 hrs · 39,102 cycles

DURING FLIGHT AFTER SHORTY AFTER LEVEL OFF, THE FLIGHT CREW EXPERIENCE A LOW HYDRAULIC PRESSURE MALFUNCTION AND AIR RETURNED BACK TO BASE. THE EMERGENCY LANDING GEAR HANDLE WAS MANUALLY ACTUATED DUE TO THE FAILURE AND THE AIRCRAFT LANDED WITHOUT FURTHER INCIDENT. MAINTENANCE INSPECTED THE HYDRAULIC SYSTEM AND FOUND THAT A HYDRAULIC LINE CHAFFED AGAINST A FRAME PIECE CAUSING A SMALL LEAK IN THE SYSTEM. THE LINE WAS REPLACED, THE SYSTEM WAS SERVICED, AND THE LANDING GEAR WAS CYCLED ON AIRCRAFT JACKS TO VERIFY PROPER OPERATION POST REPAIR. ALL SYSTEM FUNCTIONS WERE NORMAL, AND THE AIRCRAFT HAS BEEN RETURNED TO SERVICE.

Part: BRAKE ASSY — WEAK (ZONE 700) · airframe 28,106 hrs · 37,761 cycles

DURING TAXI ON TAXIWAY HEADING TO THE ACTIVE RUNWAY, THE FLIGHT CREW NOTED LOW BRAKE PRESSURE AND OPTED TO SHUT DOWN THE AIRCRAFT IN PLACE TO PREVENT LOSS OF CONTROL. BURBANK MAINTENANCE INSPECTED THE BRAKE SYSTEM AND FOUND NO EVIDENCE OF LEAKING FLUID OR OTHER CAUSES OF FAILURE. THE BRAKE SYSTEM WAS BLED AND OPERATIONALLY CHECKED OK BEFORE RETURNING THE AIRCRAFT TO SERVICE. SUSPECT TRAPPED AIR FROM PREVIOUS MAINTENANCE ACTIVITIES SEVERAL DAYS PRIOR.

Part: MOTOR — FAILED (ZONE 700) · airframe 36,628 hrs · 56,755 cycles

PILOT REPORTED THAT ON FINAL APPROACH HE SELECTED GEAR DOWN AND NOTHING HAPPENED. PILOT CYCLED LANDING GEAR SELECTOR SEVERAL TIMES BEFORE RECEIVING A HYDRAULIC LOW WARNING ANNUNCIATOR. PILOT PULLED THE CIRCUIT BREAKER MANUALLY EXTENDED THE LANDING GEAR THEN LANDED SAFELY. MAINTENANCE TESTED AND FOUND THE LANDING GEAR MOTOR AND RELAY INOPERATIVE. BOTH COMPONENTS WERE REPLACED AND APPROVED AIRCRAFT FOR RETURN TO SERVICE. NO FURTHER SYSTEM FAILURES NOTED ON SUBSEQUENT FLIGHTS.

Part: MOTOR — SHORTED (ZONE 700) · airframe 33,651 hrs · 52,164 cycles

THE FLIGHT CREW REPORTED THAT WHEN THE LANDING GEAR HANDLE WAS SELECTED TO THE DOWN POSITION THE LANDING GEAR RELAY CIRCUIT BREAKER POPPED OPEN AND WOULD NOT RESET. A MANUAL GEAR EXTENSION WAS PERFORMED IN ACCORDANCE WITH EMERGENCY PROCEDURES AND THE AIRCRAFT LANDED WITHOUT FURTHER ISSUES. MAINTENANCE TROUBLESHOT THE SYSTEM AND FOUND THAT THE LANDING GEAR MOTOR WAS THE CAUSE OF FAILURE, AND IT WAS REPLACED. POST MAINTENANCE OPERATIONAL CHECKS WERE SATISFACTORY, AND THE AIRCRAFT HAS BEEN RETURNED TO SERVICE.

Part: BELLCRANK — BROKEN (ZONE 700) · airframe 28,238 hrs · 24,605 cycles

THE FLIGHT CREW SELECTED THE LANDING GEAR TO THE DOWN AND LOCKED POSITION; THE RH MAIN LANDING GEAR DID NOT INDICATE THAT IT WAS SAFELY DOWN AND LOCKED ONCE IN POSITION. THE CAPTAIN PERFORMED AN EMERGENCY LANDING GEAR MANUAL EXTENSION TO ENSURE THAT THE POSITION OF THE GEAR WAS SAFE AND LANDED THE AIRCRAFT WITHOUT FURTHER INCIDENT. EL PASO MAINTENANCE FOUND THAT THE STOP FOR THE BELLCRANK WAS BROKEN AND THAT ALLOWED THE BELLCRANK TO SLIP FROM ITS NORMAL POSITION CAUSING A FALSE UNSAFE INDICATION IN THE COCKPIT. THE PART HAS BEEN ORDERED AND WILL BE REPLACED ONCE MAINTENANCE RECEIVES IT INTO STOCK.

Part: HYDRAULIC LINE — CRACKED (ZONE 400) · airframe 30,177 hrs · 23,096 cycles

AT FL170 CRUISE ALTITUDE BOTH THE #1 AND #2 HYDRAULIC PRESSURE ANNUNCIATOR LIGHTS AS WELL AS THE HYDRAULIC PRESSURE GAUGE BEGAN READING LOW. ONCE THE LANDING GEAR LEVER WAS SELECTED TO THE DOWN POSITION THE GEAR WOULD NOT EXTEND NORMALLY, AND AN EMERGENCY LANDING GEAR EXTENSION PROCEDURE WAS PERFORMED. MAINTENANCE FOUND A HARD LINE TO THE HYDRAULIC MANIFOLD WAS CRACKED AND CAUSED THE HYDRAULIC FLUID TO LEAK OUT FROM THE SYSTEM, RENDERING THE LANDING GEAR INOPERATIVE WHEN SELECTED TO THE DOWN POSITION. THE LINE IS IN THE PROCESS OF BEING REPLACED AND LEAK / FUNCTIONAL CHECKS WILL BE PERFORMED PRIOR TO RELEASE TO SERVICE.

Part: LANDING GEAR — FAULTED (ZONE 700) · airframe 25,160 hrs · 31,492 cycles

THE FLIGHT CREW REPORTED THAT THE LANDING GEAR FAILED TO RETRACT PROPERLY ON TAKEOFF. THIS WAS A TRAINING FLIGHT, AND THE ABNORMAL CHECKLIST WAS PERFORMED TO INCLUDE A MANUAL LANDING GEAR EXTENSION PROCEDURE. THE TOWER REPORTED VIA VISUAL CONFIRMATION THAT THE FAILURE WAS TO THE NOSE AND LEFT LANDING GEAR ASSEMBLIES NOT RETRACTING AND STOWING PROPERLY. MAINTENANCE IS STILL IN THE PROCESS OF CONFIRMING AND TROUBLESHOOTING THE REPORTED DISCREPANCY AT THIS TIME.

Part: LANDING GEAR — FAILED (ZONE 700) · airframe 29,121 hrs · 39,529 cycles

THE FLIGHT CREW SELECTED THE LANDING GEAR HANDLE TO THE DOWN POSITION AND THE LANDING GEAR FAILED TO INDICATE THE LANDING GEAR AS DOWN AND LOCKED. A SECOND ATTEMPT TO CYCLE THE LANDING GEAR CAUSED THE LANDING GEAR RELAY CIRCUIT BREAKER TO DISENGAGE SO THE PILOT DECLARED AN EMERGENCY LANDING AND MANUALLY EXTENDED THE LANDING GEAR. MAINTENANCE TROUBLESHOT THE SYSTEM AND COULD NOT DUPLICATE THE FAILURE THROUGH SEVERAL RETRACTION AND EXTENSION CHECKS ON JACKS. TROUBLESHOOTING IS STILL IN PROGRESS TO DETERMINE THE CAUSE OF FAILURE, IF ANY, AND SUBSEQUENT CORRECTIVE ACTIONS REQUIRED.

Part: INDICATION SYS — ILLUMINATED (ZONE 700) · airframe 33,642 hrs · 49,589 cycles

DURING FINAL APPROACH THE FLIGHT CREW ATTEMPTED TO LOWER THE LANDING GEAR NORMALLY, HOWEVER, THE RH MAIN GEAR LANDING SAFE LIGHT DID NOT ILLUMINATE. MAINTENANCE TROUBLESHOT THE SYSTEM AND FOUND A BROKEN WIRE TO THE LANDING GEAR POSITION INDICATOR LIGHTS WAS BROKEN. THE WIRE WAS REPAIRED, AN OPERATIONAL CHECK FLIGHT WAS FLOWN SUCCESSFULLY, AND THE AIRCRAFT WAS RETURNED TO SERVICE.

Part: LAP JOINT — CORRODED (ZONE 200) · airframe 47,930 hrs · 56,391 cycles

DURING A 4YR HEAVY SCHEDULED INSPECTION AT WORLDWIDE AIRCRAFT SERVICES CORROSION BEYOND ALLOWABLE LIMITS WAS DISCOVERED ALONG THE UPPER RH FUSELAGE LAP SEAM BETWEEN FS 450 - FS 570. REPAIRS TO THE DAMAGED AREA WILL BE MADE IN REFERENCE TO SAAB STATEMENT TO OPERATOR DATED 2025-04-22, DOCUMENT ID: 340SDS09872. FOR A DETAILED DESCRIPTION OF THE WORK PERFORMED REFERENCE TO WORLDWIDE AIRCRAFT SERVICES WORK ORDER: 15761.

Part: WIRE — CHAFED (ZONE 700) · airframe 34,216 hrs · 47,573 cycles

THE FLIGHT CREW EXPERIENCED THE LANDING GEAR WARNING HORN AUDIBLE SOUNDING IN FLIGHT WITH THE THREE GREEN DOWN AND SAFE LIGHTS ILLUMINATED WHEN THE LANDING GEAR WAS SELECTED TO DOWN. MAINTENANCE FOUND THAT THE OVERHEAD PANEL WAS GROUNDING OUT TO THE COVER OF THE SWITCH CAUSING THE HORN TO SOUND IN FLIGHT. THE WIRING WAS REPAIRED AND THE AIRCRAFT HAS BEEN RETURNED TO SERVICE WITHOUT FURTHER INCIDENT.

Part: WIRE — BROKEN (ZONE 200) · airframe 37,764 hrs · 57,905 cycles

THE FLIGHT CREW PERFORMED AN EMERGENCY LANDING GEAR EXTENSION. WHEN ATTEMPTING TO EXTEND THE LANDING GEAR THE LANDING GEAR HANDLE WAS UN-RESPONSIVE. MAINTENANCE FOUND AND REPAIRED A BROKEN WIRE TO THE LANDING GEAR HYDRAULIC POWER PACK PRESSURE SWITCH AND OPERATIONAL CHECKS ON JACKS WERE SUCCESSFUL. THE AIRCRAFT HAS BEEN RETURNED TO SERVICE.

Part: LANDING GEAR — MALFUNCTIONED (ZONE 700) · airframe 25,158 hrs · 31,489 cycles

THE FLIGHT CREW NOTED THAT AFTER CLIMB OUT, THE LANDING GEAR RED IN TRANSIT LIGHT REMAINED ILLUMINATED. HE LEVELED OFF AND CYCLED THE LANDING GEAR TO THE DOWN AND LOCKED POSITION AND VERIFIED THAT THE THREE GREEN DOWN AND LOCKED SAFE LIGHTS ILLUMINATED. THE TOWER NOTIFIED THE CAPTAIN THAT HE DID NOT HAVE THREE LANDING GEAR DOWN AND LOCKED SO HE CLIMBED TO A HIGHER ALTITUDE IN ORDER TO PERFORM A MANUAL EMERGENCY LANDING GEAR EXTENSION. ATC VERIFIED VISUALLY THAT HE NOW HAD THREE LANDING GEAR SAFELY DOWN AND LOCKED. THE AIRCRAFT LANDED WITHOUT FURTHER INCIDENT AND MAINTENANCE IS CURRENTLY TROUBLESHOOTING THE FAILURE.

Part: CONNECTOR — DAMAGED (ZONE 700) · airframe 32,518 hrs · 45,960 cycles

DURING LANDING, THE NOSE LIGHT DOWN AND LOCKED SAFE INDICATION FAILED TO ILLUMINATE. THE FLIGHT CREW FOLLOWED EMERGENCY EXTENSION PROCEDURES AND LANDED THE AIRCRAFT SAFELY. MAINTENANCE FOUND A PIN ON THE LANDING GEAR EXTENSION HANDLE ASSEMBLY RECESSED AS WAS ABLE TO RESET THE PIN INTO THE CORRECT POSITION. EXTENSION AND RETRACTION CHECKS ON AIRCRAFT JACKS WERE ALL SUCCESSFUL AFTER THE REPAIR WAS MADE AND THE AIRCRAFT HAS BEEN RETURNED TO SERVICE.

Part: LIGHT — SHORTED (ZONE 200) · airframe 33,841 hrs · 51,405 cycles

DURING CLIMB, SMOKE AND SPARKS/FLAMES WERE NOTED IN THE AREA BEHIND THE FUEL GAUGE AND CIRCUIT BREAKER PANEL. THE FLIGHT CREW DECLARED AN EMERGENCY LANDING AND LANDED THE AIRCRAFT SAFELY IN LANSING, MI. MAINTENANCE INSPECTED THE AREA AND DETERMINED THAT DEICING FLUID CONTACTED THE BACK OF THE LIGHTING PANEL CAUSING IT TO SHORT CIRCUIT WHEN POWERED ON. THE CREW HATCH AND WINDOW WERE CHECKED FOR POSSIBLE LEAKS AND NONE WERE NOTED. IT IS BELIEVED THAT OVERUSE OF DEICING FLUID APPLIED DIRECTLY TO THE STORM WINDOW AREA IS THE CAUSE OF THE INTRUSION. THE LIGHTING PANEL WAS DISABLED ONCE MAINTENANCE DETERMINED THAT THERE WERE NO OTHER CONTRIBUTING FACTORS, AND THE LIGHTING IS ACTIVELY DEFERRED. REFERENCE MEL 33-01-00. THE NTSB HAS BEEN NOTIFIED OF THE INCIDENT.

Part: BRAKE — LOW PRESSURE (ZONE 700) · airframe 3,978 hrs · 64,732 cycles

THE #2 BRAKE PEDAL LOST ALL PRESSURE DURING TAXI FOR DEPARTURE. DURING THE PRE-FLIGHT BRAKE CHECK AND THE ENGINE PERFORMANCE CHECKS THE BRAKES HELD PRESSURE NORMALLY. MAINTENANCE INSPECTED THE CAUSE OF THE FAILURE AND FOUND A LOOSE FITTING AND LOSS OF HYDRAULIC FLUID BETWEEN THE FLEXIBLE BRAKE LINE FROM THE BRAKE ASSEMBLY TO THE HARD LINE ROUTED TO THE AIRFRAME FROM THE MASTER CYLINDER. THE FITTING WAS TORQUED TO PROPER SPECIFICATION PER THE BEECHCRAFT AMM, THE BRAKE SYSTEM BLED TO REMOVE AIR FROM THE SYSTEM, AND THE RESERVOIR SERVICED TO THE FULL LIMIT. A FUNCTIONAL CHECK OF THE BRAKE SYSTEM WAS SUCCESSFUL, AND NO FLUID LOSS WAS NOTED. THE AIRCRAFT HAS BEEN RETURNED TO SERVICE WITH NO OTHER REPORTED DISCREPANCIES.

Part: WIRE — BROKEN (ZONE 700) · airframe 31,862 hrs · 42,954 cycles

THE LANDING GEAR DID NOT EXTEND NORMALLY WHEN SELECTED. THE PILOT ACTUATED THE EMERGENCY LANDING GEAR HANDLE AND WAS ABLE TO MANUALLY EXTEND THE LANDING GEAR FOR A SAFE LANDING. MAINTENANCE WAS NOT ABLE TO DUPLICATE THE FAILURE AND REPLACED THE CIRCUIT BREAKER AS A PRECAUTIONARY MEASURE. IT WAS LATER DETERMINED THAT A WIRE BECAME DISCONNECTED AND CAUSED THE FAILURE IN FLIGHT. THE WIRE WAS REPAIRED, AND THE AIRCRAFT HAS BEEN RETURNED TO SERVICE.

Part: BULB — INOPERATIVE (MLG INDICATOR) · airframe 22,746 hrs · 31,445 cycles

DURING APPROACH LANDING GEAR WAS SELECTED TO THE DOWN POSITION BUT ONLY 2 GREEN LIGHTS ILLUMINATED. PILOT DETERMINED BULBS FOR ONE GEAR INDICATOR WERE INOP BUT WAS UNABLE TO SWAP. MAINTENANCE REPLACED BULBS AND OPS CHECK GOOD. NO FURTHER REPEATS.

Part: RESERVOIR — LOW (HYD SYSTEM) · airframe 47,618 hrs · 79,251 cycles

ABORTED TAKE-OFF DUE TO LOSS OF LH BRAKE PRESSURE. AIRCRAFT RETURNED TO BLOCK WITHOUT INCIDENT. MAINTENANCE DETERMINED HYDRAULIC RESERVOIR FLUID LEVELS WERE LOW AND SERVICED ACCORDINGLY. OPS CHECK GOOD AND NO REPEATS OF DEFECT.

Part: HINGE — CORRODED (ZONE 300) · airframe 37,258 hrs · 50,570 cycles

CENTER ELEVATOR HINGE ASSEMBLY P/N 101-620013-1 FOUND WITH EXCESSIVE CORROSION / MISSING MATERIAL CREATING A 1.5 X 0.5 INCH HOLE. OUTBOARD ELEVATOR HINGE ASSEMBLY P/N 101-620011-1 ALSO FOUND WITH EXCESSIVE CORROSION / MISSING MATERIAL.

Part: O-RING — LEAKING (FUEL HEATER) · airframe 33,709 hrs · 47,590 cycles

DURING CRUISE FLIGHT WITH THE AUTO PILOT ACTIVE THE FLIGHT CREW NOTICED THE #1 FUEL FLOW GAUGE WAS NOT WORKING. AFTER PERFORMING SEVERAL CHECKS RELATED TO THE INDICATOR, HE VISUALLY CHECKED THE LEFT WING AND NOTICED FUEL FLOWING OUT OF THE ENGINE NACELLE. HE NOTIFIED ATC AND PERFORMED AN IN-FLIGHT SHUTDOWN OF THE AFFECTED ENGINE FOLLOWED BY AN EMERGENCY LANDING. THE AIRCRAFT LANDED SAFELY WITHOUT FURTHER INCIDENT. MAINTENANCE FOUND THAT THE O-RING FOR THE FUEL LINE TO THE FUEL/ OIL HEATER HAD DETERIORATED AND FAILED IN FLIGHT. THEY REPLACED THE FAULTY PACKING AND PERFORMED MULTIPLE LEAK CHECKS TO INCLUDE ENGINE POWER ON. NO OTHER DEFECTS WERE NOTED, AND THE AIRCRAFT WAS RETURNED TO SERVICE.

Part: WIRE — BROKEN (MLG POSITION) · airframe 37,181 hrs · 50,486 cycles

THE FLIGHT CREW REPORTED THAT THE LANDING GEAR DOWN AND LOCKED GREEN INDICATION LIGHT DID NOT ILLUMINATE WHEN THE GEAR WAS SELECTED TO THE DOWN POSITION. OUT OF PRECAUTION, THE CREW DECIDED TO REPORT TO ATC THE DISCREPANT ITEM AND OPTED TO MANUALLY EXTEND THE LANDING GEAR BY ACTUATING THE EMERGENCY LANDING GEAR HANDLE. THE AIRCRAFT LANDED SAFELY AND WAS FERRIED TO DFW FOR THE REPAIR. DFW MAINTENANCE INSPECTED THE LANDING GEAR SYSTEM AND FOUND THAT THE MOLEX CONNECTOR TO THE INDICATOR HAD A BROKEN WIRE CONNECTION. THE WIRE WAS REPAIRED, AND MAINTENANCE PERFORMED TEN EXTENSION AND RETRACTION CHECKS ON AIRCRAFT JACKS. ALL LANDING GEAR SWINGS WERE SUCCESSFUL. THE PILOT SQUAWK WAS CLOSED OUT AND MAINTENANCE IS WORKING OTHER SCHEDULED ITEMS AT THIS TIME.

Part: HYDRAULIC LINE — CHAFED (MLG) · airframe 36,698 hrs · 52,435 cycles

DURING LANDING, THE FLIGHT CREW ATTEMPTED TO LOWER THE GEAR NORMALLY. IT WAS OBSERVED THAT THERE WAS A LOW HYDRAULIC LIGHT FLICKER INDICATING A LOSS OF PRESSURE. THE FLIGHT CREW THEN EXTENDED THE LANDING GEAR THROUGH MANUAL EXTENSION AND LANDED THE AIRCRAFT SAFELY. MAINTENANCE FOUND TWO CHAFFED HYDRAULIC LINES THAT SUPPLY PRESSURE TO LOWER THE LANDING GEAR. THE HYDRAULIC LINES WERE REPAIRED AND INSPECTED FOR POTENTIAL RUBBING THAT COULD POTENTIALLY CAUSE A FUTURE LOSS OF HYDRAULIC PRESSURE. NO FURTHER DEFECTS WERE NOTED.

Part: SAFETY SWITCH — FAILED (LANDING GEAR) · airframe 28,433 hrs · 41,857 cycles

THE #2 LANDING GEAR CIRCUIT BREAKER POPPED IN FLIGHT. IT WAS RESET, HOWEVER, FAILED ON THE SECOND ATTEMPT. THE LANDING GEAR WAS MANUALLY EXTENDED, AND THE AIRCRAFT LANDED SAFELY. MAINTENANCE FOUND THAT THE LANDING GEAR WARNING HORN FAILED, AND IT WAS REPLACED. THEY ALSO FOUND THAT THE LANDING GEAR HANDLE ASSEMBLY WAS THE CAUSE OF THE ELECTRICAL SHORT. THE HANDLE WAS REPLACED, AND GEAR SWINGS WERE SUCCESSFULLY PERFORMED. THE AIRCRAFT IS NOW RELEASED BACK TO SERVICE. NO OTHER DEFECTS HAVE BEEN REPORTED.

Part: ANNUNCIATOR — DEFECTIVE (COCKPIT) · airframe 34,117 hrs · 47,540 cycles

DURING FINAL APPROACH THE FLIGHT CREW SELECTED THE GEAR HANDLE TO THE DOWN POSITION, THEY RECEIVED THE THREE GREEN SAFE INDICATION LIGHTS ON THE ANNUNCIATOR PANEL, HOWEVER, THE LIGHTING PANEL WAS INTERMITTENTLY DISPLAYED. TO ENSURE A SAFE LANDING THE CREW OPTED TO MANUALLY PUMP THE LANDING GEAR TO THE DOWN POSITION. MAINTENANCE FOUND THAT THE LANDING GEAR OPERATED NORMALLY BUT THE ANNUNCIATOR PANEL BACKLIGHTING WAS INTERMITTENT. THE ANNUNCIATOR PANEL WAS REPLACED WITH A SERVICEABLE PART AND THE DISCREPANCY CLEARED IN THE AIRCRAFT LOGBOOK. N991AF IS SCHEDULED TO PERFORM AN OPERATIONAL CHECK FLIGHT FOR AN UNRELATED DISCREPANCY SO AN IN-FLIGHT OPERATIONAL CHECK OF THE LANDING GEAR IS INCLUDED IN THE ACTIONS TO BE PERFORMED. THE OPERATIONAL CHECK FLIGHT IS SCHEDULED AT THIS TIME BUT HAS NOT YET FLOWN.

Part: WIRE HARNESS — SHORTED (MLG) · airframe 30,758 hrs · 45,093 cycles

WHEN THE FLIGHT CREW PLACED THE LANDING GEAR HANDLE IN THE DOWN POSITION THE CIRCUIT BREAKER POPPED AND CAUSED THE LANDING GEAR INDICATION LIGHTS TO COMPLETELY EXTINGUISH. THE PILOT RESET THE CIRCUIT BREAKER AND CYCLED THE LANDING GEAR HANDLE ONCE MORE, BUT THE RESULT WAS THE SAME. HE THEN RAN HIS EMERGENCY LANDING CHECKLIST, MANUALLY ACTUATED THE LANDING GEAR TO THE DOWN AND LOCKED POSITION AND LANDED WITHOUT INCIDENT. DURING TROUBLESHOOTING, THE MAINTENANCE TEAM FOUND THAT A WIRE TO THE #1 MAIN LANDING GEAR UPLOCK SWITCH WAS DAMAGED, CAUSING IT TO SHORT THE CIRCUIT WHEN POWER WAS APPLIED. THE WIRE WAS REPAIRED, MAINTENANCE THEN ADJUSTED THE ROUTING OF THE WIRING SO THAT WHEN THE GEAR WAS STOWED IT WOULD BE CLEAR OF THE GEAR. MULTIPLE GEAR SWINGS WERE PERFORMED ON AIRCRAFT JACKS WITH SUCCESS. NO OTHER DEFECTS WERE NOTED, AND THE AIRCRAFT HAS BEEN RETURNED TO SERVICE WITHOUT A REPEAT OF THE DISCREPANCY.

Part: CIRCUIT BREAKER — DIRTY (ZONE 700) · airframe 31,423 hrs · 42,287 cycles

ON FINAL APPROACH, THE LANDING GEAR FAILED TO EXTEND WHEN THE HANDLE WAS PLACED INTO THE GEAR DOWN POSITION. MAINTENANCE INSPECTED THE LANDING GEAR POWER PACK SERVICING VALVE FOR PROPER PLACEMENT AND NOTED NO DEFECT. THE LANDING GEAR CONTROL CIRCUIT BREAKER WAS THEN CYCLED TO ENSURE GOOD CONTACT. MULTIPLE GEAR EXTENSION AND RETRACTION CHECKS WERE PERFORMED SUCCESSFULLY BEFORE RETURNING THE AIRCRAFT TO SERVICE. THERE HAVE BEEN NO FURTHER LANDING GEAR DISCREPANCIES REPORTED TO DATE.

Part: FIRE DETECTOR — DIRTY (ZONE 400) · airframe 32,078 hrs · 42,749 cycles

AT CRUISE ALTITUDE EN ROUTE TO PDX, THE #1 ENGINE FIRE WARNING ILLUMINATED AND REMAINED ON. THE FLIGHT CREW PERFORMED AN IN FLIGHT ENGINE SHUTDOWN AND CALLED IN FOR AN EMERGENCY LANDING. THE AIRCRAFT ARRIVED TO PDX WITHOUT FURTHER ISSUES. MAINTENANCE INSPECTED THE AIRCRAFT ONCE IT WAS RELEASED FROM ARFF AND DETERMINED THAT THE FIRE WARNING INDICATION WAS FALSE AND THAT A DIRTY FIRE DETECTOR WAS THE CAUSE OF THE INDICATION AT CRUISE ALTITUDE. THE MAINTENANCE CREW INSPECTED ALL WIRING AND DETECTORS AND DETERMINED THAT NO OTHER DEFECTS WERE PRESENT. THE FIRE DETECTION SYSTEM WAS OPERATIONALLY CHECKED SUCCESSFULLY BEFORE THE AIRCRAFT WAS RETURNED TO SERVICE.

Part: SQUAT SWITCH — STICKING (ZONE 700) · airframe 30,122 hrs · 37,547 cycles

DURING APPROACH, THE LANDING GEAR FAILED TO EXTEND FULLY INTO THE DOWN AND LOCKED POSITION. THE FLIGHT CREW PERFORMED A MANUAL GEAR EXTENSION IN ORDER TO ACHIEVE THE DOWN AND LOCKED POSITION. MAINTENANCE DISCOVERED THAT THE LANDING GEAR SQUAT SWITCH WAS JAMMED DUE TO SLUDGE PICKED UP DURING FLIGHT. THE MAINTENANCE TEAM CLEANED AND TESTED THE SWITCH, PERFORMED MULTIPLE GEAR RETRACTION AND EXTENSION CHECKS, AND RETURNED THE AIRCRAFT TO SERVICE WITHOUT FURTHER INCIDENT.

Part: ACTUATOR — DID NOT STOW (ZONE 700) · airframe 38,986 hrs · 64,325 cycles

AFTER TAKEOFF, THE LANDING GEAR IN TRANSIT LIGHT REMAINED ILLUMINATED. THE FLIGHT CREW PERFORMED AN AIR TURNBACK AND LANDED WITHOUT INCIDENT. DFW MAINTENANCE PERFORMED THE LANDING GEAR SHUTTLE VALVE TEST AND FOUND THAT #1 AND #2 SHUTTLE VALVES FAILED THE LEAK TEST. MAINTENANCE REPLACED BOTH OF THE FAILED ACTUATORS AND PERFORMED SUCCESSFUL GEAR RETRACTION AND EXTENSION CHECKS WHILE THE AIRCRAFT WAS ON JACKS. NO DEFECTS WERE NOTED AFTER THE MLG ACTUATORS WERE REPLACED AND THE AIRCRAFT HAS BEEN RETURNED TO SERVICE.

Part: LANDING GEAR — BURNED OUT (ZONE 100) · airframe 26,664 hrs · 38,909 cycles

ON APPROACH TO KLAN, THE PILOT REPORTED THAT HE SELECTED THE LANDING GEAR HANDLE TO THE DOWN POSITION, BUT THE LANDING GEAR FAILED TO EXTEND. HE THEN RESET THE LANDING GEAR RELAY CIRCUIT BREAKER AND THE GEAR CAME DOWN NORMALLY. LAN MAINTENANCE REMOVED AND REPLACED THE LANDING GEAR POWER RELAY AND THE LANDING GEAR TIME DELAY RELAY. SEVERAL GEAR EXTENSION AND RETRACTION CHECKS WERE PERFORMED WITH SUCCESS AND THE AIRCRAFT WAS RETURNED TO SERVICE.

Part: LANDING GEAR — INOPERATIVE (ZONE 700) · airframe 26,662 hrs · 38,907 cycles

DURING APPROACH INTO KPLN, THE FLIGHT CREW HAD TO MANUALLY EXTEND THE LANDING GEAR. LAN MAINTENANCE INSPECTED THE LANDING GEAR RELAY AND WEIGHT ON WHEELS SWITCH/ WIRING AND COULD NOT DUPLICATE THE FAILURE. MAINTENANCE SERVICED THE MANUAL EXTENSION RESERVOIR AND RETURNED THE AIRCRAFT TO SERVICE AFTER MULTIPLE SUCCESSFUL GEAR EXTENSION AND RETRACTION OPERATIONAL CHECKS.

Part: LANDING GEAR — INTERMITTENT (ZONE 700) · airframe 19,952 hrs · 11,916 cycles

DURING TAKEOFF, THE LANDING GEAR CIRCUIT BREAKER TRIPPED WHEN THE FLIGHT CREW ATTEMPTED TO STOW THE LANDING GEAR. MAINTENANCE PERFORMED THREE SUCCESSFUL LANDING GEAR SWINGS, CONDUCTED AN INSPECTION ON ALL ASSOCIATED WIRING, CHECKED THE SERVICING VALVE AND MICROSWITCH, AND THE E235 SENSOR CHECKED OK. MAINTENANCE THEN PERFORMED ANOTHER SIX-LANDING GEAR EXTENSION AND RETRACTION FUNCTIONAL CHECKS. ALL CHECKS WERE SUCCESSFUL. NO DEFECTS WERE DISCOVERED DURING THE TROUBLESHOOTING PROCESS.

Part: CABLE — BROKEN (ZONE 100) · airframe 43,523 hrs · 58,491 cycles

PILOT REPORTED THAT HE HAD NO RIGHT-HAND RUDDER CONTROL ON APPROACH. THE LEFT-HAND RUDDER AND RUDDER TRIM WERE NORMAL. MAINTENANCE FOUND A SEPARATED FLIGHT CONTROL CABLE AND IS IN THE PROCESS OF REPLACING IT. BEFORE RETURNING THE AIRCRAFT TO SERVICE.

Part: WIRE — BROKEN (UNKNOWN) · airframe 19,947 hrs · 30,587 cycles

THE LANDING GEAR CIRCUIT BREAKER TRIPPED WHILE EN ROUTE TO KGEG. THE PILOT PERFORMED EMERGENCY GEAR DOWN PROCEDURES AND LANDED WITHOUT INCIDENT. MAINTENANCE FOUND TWO WIRES DAMAGED, G19H22 AND D41A22. WIRE REPAIRS WERE MADE AND FUNCTIONAL CHECKS OF THE LANDING GEAR WERE PERFORMED ON AIRCRAFT JACKS. ALL CHECKS WERE SUCCESSFUL AFTER THE REPAIR AND THE AIRCRAFT HAS BEEN RETURNED TO SERVICE.

Part: MOTOR — FAILED (MLG) · airframe 26,595 hrs · 38,843 cycles

PILOT REPORTED THAT ON LANDING, THE GEAR DOWN SELECTION FAILED WHEN ACTUATED. HE THEN EXERCISED THE EMERGENCY LANDING GEAR HANDLE AND LANDED WITHOUT FURTHER INCIDENT. MAINTENANCE REPLACED THE HYDRAULIC RESERVOIR CAP AND SEAL AND THE LANDING GEAR MOTOR. THE AIRCRAFT PERFORMED A SUCCESSFUL OPERATIONAL CHECK FLIGHT BEFORE IT WAS RETURNED TO SERVICE.