ALASKA CENTRAL EXPRESS INC

Operated by ALASKA CENTRAL EXPRESS INC (per NTSB report)

The flight crew's failure to maintain terrain clearance, which resulted in controlled flight into terrain in instrument meteorological conditions. Contributing to the accident were the flight crew's failure to correctly read back and interpret clearance altitudes issued by the air traffic controller, their failure to adhere to minimum altitudes depicted on the published instrument approach chart, and their failure to adhere to company checklists. Also contributing to the accident were the air traffic controller's issuance of an ambiguous clearance to the flight crew, which resulted in the airplane's premature descent, his failure to address the pilot's incorrect read back of the assigned clearance altitudes, and his failure to monitor the flight and address the altitude violations and issue terrain-based safety alerts.

Operated by Alaska Central Express Inc. (per NTSB report)

The pilot's unstable approach and overrotation, which resulted in a tailstrike.

Operated by ALASKA CENTRAL EXPRESS INC (per NTSB report)

A lightning strike which resulted in substantial damage to the elevator.

Operated by Alaska Central Express, Inc. (per NTSB report)

An in-flight loss of control for an undetermined reason, which resulted in an uncontrolled descent.

Operated by ALASKA CENTRAL EXPRESS, INC. (per NTSB report)

The pilot's descent below the minimum descent altitude on the instrument approach. Factors were pilot fatigue resulting from the pilot's rest period being interrupted by scheduling discussions and the night weather conditions of low ceilings and whiteout.

Sanction: $16,000 · case closed 2019-02-13

Sanction: $25,200 · case closed 2014-06-04

Sanction: $6,000 · case closed 2011-07-21

Sanction: $40,000 · case closed 2009-05-04

Part: HOUSING — ERODED (SCAVENGE PUMP) · airframe 43,080 hrs · 56,214 cycles

FLIGHT CREW REPORTED THE #1 ENGINE LEAKING OIL - MAINTENANCE LOCATED A PINHOLE ON THE ENGINE OIL SCAVENGE PUMP HOUSING AND REPLACED THE HOUSING DUE CAVITATION EROSION THROUGH THE PUMP BODY.

Part: PUMP — ERODED (SCAVENGE) · airframe 34,008 hrs · 36,891 cycles

MAINTENANCE DISCOVERED A LEAKING ENGINE OIL SCAVENGE PUMP - A PINHOLE WAS VERIFIED IN THE PUMP HOUSING OUTER WALL FROM INTERNAL EROSION - REPLACED SAME.

Part: HOUSING — ERODED (SCAVENGE PUMP) · airframe 53,564 hrs · 52,622 cycles

MAINTENANCE NOTICED OIL LEAKING FROM #2 ENGINE COWLING. INSPECTION REVEALED OIL LEAKING FROM THE SCAVENGE OIL PUMP HOUSING PINHOLE AND REPLACED HOUSING. REMOVED UNIT WAS VERIFIED TO HAVE INTERNAL EROSION THROUGH BODY OF THE HOUSING. THIS HAS BECOME A COMMON ISSUE AND PWC IS WORKING ON FIXING IT.

Part: ACTUATOR — FAILED INSP (MLG) · airframe 48,877 hrs · 51,518 cycles

WHILE PERFORMING AD 2009-23-01 (E)(3) NDT INSPECTION, INDICATION OF CRACKING WAS IDENTIFIED IN THE END CAP – SEE ATTACHED NDT REPORT. THIS INSPECTION WAS PERFORMED ON UC-93 AND THE ACTUATOR HAD 1015 CYCLES SINCE LAST INSPECTION. NO CRACKS WERE VISUALLY VISIBLE AND NO LEAKS WERE DETECTED.

Part: HOUSING — ERODED (SCAV PUMP) · airframe 52,944 hrs · 52,194 cycles

PILOT REPORTED OIL LEAK ON #1 ENGINE AFTER FLIGHT - MAINTENANCE LOCATED LEAK AT #1 ENGINE SCAVENGE PUMP HOUSING AND REPLACED SAME.

Part: HOUSING — ERODED (SCAVENGE PUMP) · airframe 30,576 hrs · 35,740 cycles

MAINTENANCE DISCOVERED A LEAKING ENGINE OIL SCAVENGE PUMP - A PINHOLE WAS VERIFIED IN THE PUMP HOUSING OUTER WALL FROM INTERNAL EROSION - REPLACED SAME.

Part: HOUSING — ERODED (SCAVENGE PUMP) · airframe 88,506 hrs · 80,836 cycles

PILOT REPORTED SEEING OIL ON RH WING DURING PREFLIGHT. MAINTENANCE IDENTIFIED A LEAK FROM A HOLE IN THE RH ENGINE OIL SCAVENGE PUMP HOUSING AND REPLACED SAME. THIS IS A COMON ISSUE WITH THESE PUMP HOUSINGS.

Part: MASTER CYLINDER — FAILED (ZONE 100) · airframe 88,281 hrs · 80,683 cycles

PILOT REPORTED AFTER LANDING AND DURING TAXI "PILOT SIDE LEFT BRAKE GOES FLAT". MAINTENANCE PERFORMED TROUBLESHOOTING AND FOUND THAT THE PILOTS LEFT PEDAL BRAKE MASTER CYLINDER WAS FULLY COMPRESSING CAUSING PEDAL TO GO ALL THE WAY TO THE FLOOR. PILOTS LEFT PEDAL BRAKE MASTER CYLINDER WAS REMOVED AND REPLACED, OPERATIONAL CHECK SUCCESSFUL.

Part: HOUSING — ERODED (SCAVENGE PUMP) · airframe 35,669 hrs · 30,883 cycles

PILOT REPORTED OIL LEAKING OUT OF RIGHT ENGINE. MAINTENANCE DISCOVER #2 ENGINE OIL SCAVENGE PUMP HAVING A PINHOLE LEAK AND THE HOUSING WAS REPLACED. INSPECTION DETERMINED THAT CAVITATION EROSION OF THE PUMP BODY IN A CORNER OF THE CAVITY HAD CREATED A HOLE. THIS IS FREQUENT ON THESE PUMP HOUSINGS. POST REPLACEMENT OF PUMP HOUSING LEAK CHECK WAS GOOD.

Part: UNKNOWN — UNKNOWN (UNKNOWN) · airframe 37,381 hrs · 49,281 cycles

DURING DESCENT THE RIGHT HAND ENGINE OIL PRESSURE WARNING INDICATOR ALERTED, PIC PERFORMED PRECAUTIONARY ENGINE SHUTDOWN AND LANDED SAFELY WITHOUT FURTHER INCIDENT. MAINTENANCE PERSONAL WAS SENT OUT TO THE LOCATION OF THE AIRCRAFT TO PERFORM TROUBLESHOOTING. UPON FURTHER INVESTIGATION, AN OIL LEAK WAS FOUND BETWEEN THE ENGINE SCAVENGE PUMP AND THE LOW PRESSURE FUEL PUMP AT THE DRAIN LINE. THE RETAINER P/N: 3007737, PACKING P/N: AS3209-029 AND THE PLAIN SEAL P/N: 3022375 WERE REPLACED. ENGINE RUN LEAK/OPERATIONAL CHECKS SUCCESSFUL. NO FURTHER INCIDENT.

Part: BELLCRANK — CRACKED (ZONE 200) · airframe 40,756 hrs · 49,937 cycles

WHILE PERFORMING A COMPANY FLEET CAMPAIGN DISCOVERED FORWARD ELEVATOR BELLCRANK CRACKED WEB.

Part: BELLCRANK — CRACKED (ZONE 200) · airframe 87,412 hrs · 80,070 cycles

WHILE PERFORMING A COMPANY FLEET CAMPAIGN DISCOVERED FORWARD ELEVATOR BELLCRANK CRACKED WEB.

Part: BELLCRANK — CRACKED (ZONE 200) · airframe 34,227 hrs · 37,700 cycles

WHILE PERFORMING A COMPANY FLEET CAMPAIGN DISCOVERED FORWARD ELEVATOR BELLCRANK CRACKED WEB.

Part: BELLCRANK — CRACKED (ZONE 200) · airframe 31,011 hrs · 34,990 cycles

WHILE PERFORMING A COMPANY FLEET CAMPAIGN DISCOVERED FORWARD ELEVATOR BELLCRANK CRACKED WEB.

Part: BELLCRANK — CRACKED (ZONE 200) · airframe 51,358 hrs · 51,070 cycles

WHILE PERFORMING A COMPANY FLEET CAMPAIGN DISCOVERED FORWARD ELEVATOR BELLCRANK CRACKED WEB.

Part: BELLCRANK — CRACKED (ZONE 200) · airframe 47,984 hrs · 71,524 cycles

WHILE PERFORMING A COMPANY FLEET CAMPAIGN DISCOVERED FORWARD ELEVATOR BELLCRANK CRACKED WEB.

Part: BELLCRANK — CRACKED (ZONE 200) · airframe 45,752 hrs · 58,959 cycles

WHILE PERFORMING A COMPANY FLEET CAMPAIGN DISCOVERED FORWARD ELEVATOR BELLCRANK CRACKED WEB.

Part: BELLCRANK — CRACKED (ZONE 200) · airframe 39,911 hrs · 54,129 cycles

WHILE PERFORMING A COMPANY FLEET CAMPAIGN DISCOVERED FORWARD ELEVATOR BELLCRANK CRACKED WEB.

Part: BELLCRANK — CRACKED (ZONE 200) · airframe 39,960 hrs · 53,420 cycles

WHILE PERFORMING A COMPANY FLEET CAMPAIGN DISCOVERED FORWARD ELEVATOR BELLCRANK CRACKED WEB.

Part: BELLCRANK — DAMAGED (ELEVATOR) · airframe 37,621 hrs · 39,671 cycles

PILOT REPORT - FLIGHT CONTROLS, ELEVATOR FEEL LIGHT DURING PREFLIGHT CHECK. MAINTENANCE DISCOVERED ELEVATOR WEIGHT BROKEN OFF FROM ELEVATOR BELLCRANK ASSEMBLY. AIRCRAFT HAD BEEN SUBJECTED TO STRONG GROUND WIND VERY RECENTLY. FAILED BELLCRANK TO BE RETURNED TO MFG FOR TESTING.

Part: LATCH — OUT OF ADJUST (SIDE WINDOW) · airframe 87,027 hrs · 79,827 cycles

PILOT REPORTED SMOKE FROM RT CIRCUIT BREAKER PANEL, NR 2 AVIONICS BREAKER MELTED, COMM 2 AND ADF 1 BREAKERS ALSO SMOKED. AIRCRAFT RETURNED TO AIRPORT OF ORIGIN. PILOT ALSO REPORTED THAT SMOKE ABATED AFTER NR 2 AVIONICS BREAKER PLUNGER POPPED OUT. MAINTENANCE INSPECTED THE RT CIRCUIT BEAKER PANEL AND FOUND NR 2 AVIONICS BREAKER PLUNGER MELTED OFF AND HALF OF CIRCUIT BREAKER PANEL WETTED WITH DEICE FLUID. THE NR 2 AVIONICS BREAKER DOES NOT APPEAR TO HAVE TRIPPED, CONFIRMED NO LOSS OF AVIONICS SYSTEMS, AND NO EMERGENCY WAS DECLARED. AIRCRAFT IS EQUIPPED WITH SIDE WINDOW DRIP TRAY KIT 129-5010-1. FLIGHT CREW CONFIRMED THAT THEY HAD BEEN DEICED PRIOR TO DISPATCH. SUSPECT STORM WINDOW SEAL ALLOWED DEICE FLUID ENTRY BEYOND THE CAPACITY OF THE DRIP TRAY. WILL ADJUST STORM WINDOW LATCH TENSION AND REMIND DEICING CREWS NOT TO SPRAY SIDE WINDOWS. CIRCUIT BREAKERS REPLACED AS REQUIRED.

Part: NONE — ERODED (ZONE 500) · airframe 30,350 hrs · 34,553 cycles

DURING UNRELATED MAINTENANCE, AN OIL LEAK WAS DISCOVERED FROM THE LEFT ENGINE. MAINTENANCE IDENTIFIED THE ENGINE OIL SCAVENGE PUMP AS HAVING A PINHOLE LEAK AND THE PUMP HOUSING WAS REPLACED. INSPECTION DETERMINED THAT CAVITATION EROSION OF THE PUMP BODY IN A CORNER OF THE CAVITY HAD CREATED A HOLE. THIS IS A FREQUENT ON THESE PUMP HOUSINGS. POST REPLACEMENT OF PUMP HOUSING LEAK CHECK WAS GOOD.

Part: NONE — NONE · airframe 86,205 hrs · 79,262 cycles

CO-PILOT HEARD A POP UNDER SEAT AND A PLUME OF SMOKE AROUND HIS LEFT KNEE BY THE DASH.

Part: NONE — NONE · airframe 32,487 hrs · 36,539 cycles

PILOT REPORT - CAPTAINS LEFT BRAKE PEDAL LOOSES PRESSURE AND GOES TO FLOOR - NO BRAKE. MAINTENANCE REPLACED THE CAPTAINS LEFT BRAKE MASTER CYLINDER.

Part: CONTROL PANEL — SHORTED (EMERGENCY LIGHTS) · airframe 44,865 hrs · 48,746 cycles

STRONG SMELL OF SOMETHING BURNING SUB PANEL LIGHTS FLICKERING THEN COMPLETELY SHUT OFF. FOUND EEL PANEL A321 114-384007-15 SHORTING INTERNALLY.

Part: ENGINE — FAILED (RIGHT) · airframe 44,554 hrs · 58,277 cycles

INTERNAL ENGINE FAILURE OF RIGHT ENGINE WHILE AT CRUSIE 23000 FT.

Part: HOUSING — ERODED (SCAVENGE PUMP) · airframe 45,728 hrs · 69,980 cycles

PILOT REPORTED "OIL LEAKING FROM RIGHT ENGINE" - MAINTENANCE FOUND OIL LEAK TO BE COMING FROM THE ENGINE OIL SCAVENGE PUMP HOUSING. REPLACED HOUSING. FOUND CAVITATION EROSION THROUGH CASTING.

Part: HOUSING — ERODED (SCAV PUMP) · airframe 30,000 hrs · 31,259 cycles

PILOT REPORTED "LEFT ENGINE OIL LEAK". MAINTENANCE OIL LEAK TO BE COMING FROM THE OIL SCAVENGE PUMP HOUSING. REPLACED SCAVENGE PUMP HOUSING. FOUND CAVITATION EROSION THROUGH CASTING.

Part: FIRE LOOP — BROKEN (LEFT ENGINE) · airframe 79,962 hrs · 67,269 cycles

ON VISUAL APPROACH TO LANDING ANC, LEFT ENGINE FIRE WARNING "T" HANDLE INTERMITTENTLY FLICKERED AND THEN CAME ON STEADY THEN EXTINGUISHED (NO OTHER EVIDENCE OF FIRE) AND THEN CAME ON AGAIN ON FINAL (NO OTHER EVIDENCE OF FIRE) - AIRCRAFT LANDED WITHOUT INCIDENT AND THE ENGINE WAS SECURED AFTER EXITING THE RUNWAY. MAINTENANCE DISCOVERED THE FORWARD FIRE LOOP BROKEN ON THE LEFT ENGINE JUST FORWARD OF THE FIREWALL SEAL TERMINAL - NO EVIDENCE OF FIRE.

Part: ENGINE — FAILED (RIGHT) · airframe 45,880 hrs · 52,632 cycles

INTERNAL ENGINE FAILURE OF RIGHT ENGINE WHILE ON DECENT FOR LANDING - ENGINE REPLACED - O/H FACILITY DID NOT DETERMINE ORIGINAL FAILURE

Part: SCAVENGE PUMP — CAVITATES (NR 2 ENGINE) · airframe 33,726 hrs · 37,026 cycles

NR 2 ENGINE OIL LEAKING. MAINTENANCE FOUND OIL LEAK TO BE COMING FROM THE OIL SCAVENGE PUMP HOUSING. REMOVED AND REPLACED OIL SCAVENGE PUMP. UPON FURTHER INVESTIGATION OF REMOVED OIL SCAVENGE PUMP, THERE WAS CAVITATION INSIDE OF THE HOUSING ITSELF.

Part: MOTOR — BURNED OUT (TE FLAPS) · airframe 46,761 hrs · 38,821 cycles

PILOT REPORTED: FLAPS STUCK IN LANDING, WHEN SELECTED POSITION SWITCH TO TAKOFF, FLAPS WENT FULL DOWN. ENVIROMENTAL SMOKE AND FUMES IN THE COCKPIT. NO EMERGENCY DECLARED, AIRCRAFT LANDED SAFELY WITHOUT FURTHER INCIDENTS. MAINTENANCE FOUND THE FLAP MOTOR ASSEMBLY TO BE BURNT AND FAULTY, CAUSING FLAP FAILURE AND FUMES IN THE COCKPIT. REMOVED AND REPLACED FLAP MOTOR ASSEMBLY, OPERATIONAL CHECKS SUCCESSFUL.

Part: FCU — POWER LOSS (LEFT ENGINE) · airframe 25,687 hrs · 31,436 cycles

PILOT REPORT: LEFT ENGINE FAILURE IN FLIGHT. TORQUE ROLLED BACK SLOWLY TO 0 NG INDICATED APPROX 55 FUEL FLOW 100 PPH. ATTEMPTED STARTER ASSIST AIRSTART. PROP FEATHERED AND UNFEATHERED NORMALLY. SAME INDICATIONS FOR RESTART. SECURED ENGINE. 1300 LBS OF FUEL ON BOARD. MAINTENANCE REPORT: THE CAUSE OF THE FAILURE HAS YET TO BE DETERMINED.

Part: ACTUATOR — CRACKED (NLG) · airframe 29,143 hrs · 34,399 cycles

NLG ACTUATOR END CAP FAILED ULTRA SOUND INSPECTION.

Part: CIRCUIT BREAKER — FAILED (TIME DELAY) · airframe 45,188 hrs · 46,670 cycles

PILOT REPORTED- LANDING GEAR WOULD NOT RETRACT. MAINTENANCE- MECHANIC INSPECTED LANDING GEAR AND INSTALLED LANDING GEAR LOCKS FOR FERRY FLIGHT TO HOME BASE. CLEANED PCB GROUNDS, OHM CHECKED LANDING GEAR CONTROL AND TIME DELAY CONTROL WIRING, NO DEFECTS. REPLACED CIRCUIT BREAKER 12 FOR TIME DELAY PCB. FUNCTIONAL CHECK OF LANDING GEAR SUCCESSFUL.

Part: MASTER CYLINDER — CAVITATES (LT BRAKE) · airframe 40,548 hrs · 45,828 cycles

CAPT AND FO LEFT BRAKE PEDAL UNRESPONSIVE.

Part: LANDING GEAR — MALFUNCTIONED · airframe 77,168 hrs · 65,299 cycles

GEAR DOWN UNCOMMANDED WITH HANDLE IN UP POSITION. NO RED LIGHTS IN HANDLE. 3 GREEN INDICATORS.

Part: CONTACT — DIRTY (MLG RELAY) · airframe 44,257 hrs · 37,083 cycles

LANDING GEAR WOULD NOT EXTEND, PILOT USED QRH TO MANUALLY EXTEND LANDING GEAR AND GET THREE GREEN INDICATORS THAT GEAR WAS EXTENDED BEFORE LANDING. MAINTENANCE PERSONAL INSPECTED LANDING GEAR AND FOUND DIRTY CONTACTS AT THE MAIN LANDING GEAR POWER PACK RELAY. CLEANED CONTACTS AND PERFORMED MULTIPLE LANDING FUNCTION CHECKS WITH NO FURTHER DEFECTS NOTED.

Part: POWER LEVER — STUCK (LEFT) · airframe 27,909 hrs · 33,546 cycles

PILOT REPORTED THAT WHILE ON TAXI OFF THE BLOCK THAT AFTER LIFTING THE LEFT HAND POWER LEVER INTO GROUND FINE, IT BECAME STUCK. THE LEFT POWER LEVER WOULD NOT MOVE AND NEITHER WOULD THE RIGHT POWER LEVER. AIRCRAFT RETURNED TO PARKING BLOCK AND ENGINE WERE SHUT DOWN WITH NO FURTHER DISCREPANCIES. MAINTENANCE FOUND DURING TROUBLESHOOTING THAT THE POWER LEVER DETENT SUPPORT BLOCK WAS MISSING A SCREW THAT HELD IT IN PLACE ON THE CENTER COLUMN AND CAUSED THE THROTTLE GUIDE PINS TO BIND. RESET THROTTLES AND INSTALLED NEW SCREW AND ENGINE OPERATIONAL CHECKS WERE SUCCESSFUL.

Part: CABLE — DRAGGING (LEFT CONDITION) · airframe 27,690 hrs · 33,397 cycles

LEFT HAND CONDITION CABLE ASSEMBLY SUFFERED AN INCREASE IN FRICTION TO POINT OF ROD END FAILURE AT THE CONTROL LEVER WITH IN 30 DAYS OF INSTALL.

Part: ACTUATOR — MALFUNCTIONED (MLG) · airframe 41,259 hrs · 67,003 cycles

PILOT REPORTED: ON APPROACH PUT LANDING GEAR DOWN. LEFT MAIN AND NOSE GEAR CAME DOWN. PUMP STOPPED WORKING HAD AN INTRANSIT LIGHT AND RIGHT MAIN NEVER CAME DOWN. 20 SECONDS LATER PUMP STARTED WORKING INTRANSIT LIGHT WENT OUT AND RIGHT MAIN CAME DOWN. MAINTENANCE REPLACED R/H MAIN LANDING GEAR ACTUATOR. SEE NEXT SDR YADA20190429002

Part: ACTUATOR — FAILED (RT MLG) · airframe 41,286 hrs · 67,003 cycles

MAINTENANCE REPORTED: WHILE HAND PUMP CYCLING LANDING GEAR AFTER R/H MAIN LANDING GEAR ACTUATOR REPLACEMENT, R/H MAIN GEAR WILL NOT COME DOWN.

Part: ROD END — SEPARATION (ZONE 400) · airframe 27,290 hrs · 33,097 cycles

PILOT REPORT: UPON DEPARTURE, THE LEFT ENGINE SURGED TO MAX TRANSIENT POWER WHERE WE SHUT DOWN THE ENGINE. IT WAS STARTING TO SHAKE AND DEEMED UNSAFE. TORQUE READING INDICATED 5000 LBS AND 840 ITT FOR ABOUT 13 SECONDS UNTIL MANUALLY SHUT DOWN NR 1 ENGINE. RIGHT ENGINE DID NOT EXCEED ANY LIMITATIONS. AIRCRAFT WAS LANDED OVERWEIGHT BUT WITHOUT FURTHER INCIDENT. MAINTENANCE PERFORMED TROUBLESHOOTING AND FOUND NR 1 ENGINE FUEL CONTROL ROD, AFT ROD END HAD SEPARATED AT BEARING AND CAUSED LOSS OF ENGINE POWER LEVER CONTROL. PILOT SHUT DOWN ENGINE.

Part: SQUAT SWITCH — INTERMITTENT (LANDING GEAR) · airframe 75,580 hrs · 64,150 cycles

PILOT REPORTED CABIN PRESSURIZATION DUMPED AT 10,500 FEET, O2 MASKS WERE DEPLOYED AND AIRCRAFT LANDED WITHOUT INCIDENT. MAINTENANCE PERFORMED TROUBLESHOOTING AND FOUND THAT THE LANDING GEAR SQUAT SWITCH WAS INTERMITTENT AND CAUSING FALSE READINGS.

Part: CONTROLLER — MALFUNCTIONED (CABIN PRESSURE) · airframe 75,577 hrs · 64,146 cycles

PILOT REPORTED HE EXPERIENCED RAPID DECOMPRESSION AT 17,600 FEET. DEPLOYED O2 MASKS AND RETURNED TO ANCHORAGE AND LANDED WITHOUT ANY INCIDENTS OR PROBLEMS. MAINTENANCE PERFORMED TROUBLESHOOTING, REPLACED PRESSURIZATION CONTROLLER, PERFORMED PRESSURE CHECKS ON GROUND WITHOUT ANY FAILURES.

Part: SCAVENGE PUMP — LEAKING (NR 1 ENGINE) · airframe 40,672 hrs · 66,572 cycles

MAINTENANCE DISCOVERED THAT THE NR 1 ENGINE HAD AN OIL LEAK AT THE SCAVENGE PUMP HOUSING– THE PUMP WAS LEAKING THROUGH THE CASTING. THIS IS THE THIRD SUCH FAILURE OF THIS PART IN ONE YEAR FOR US.

Part: SCAVENGE PUMP — LEAKING (NR 1 ENGINE) · airframe 78,753 hrs · 73,968 cycles

AFTER LANDING, CREW NOTICED ENGINE OIL ON LT WING. MAINTENANCE LOCATED OIL LEAK AT NR 1 ENGINE OIL SCAVENGE PUMP HOUSING AND REPLACED SAME. REMOVED HOUSING VERIFIED TO HAVE CAVITATION CAVITY THROUGH WALL OF SCAVENGE PUMP BODY THAT WAS ALLOWING OIL TO ESCAPE THE INTERNAL CAVITY. THIS IS THE SECOND SUCH FAILURE SEEN ON THIS PART NUMBER HOUSING.

Part: BLOWER MOTOR — SEIZED (VENT) · airframe 40,357 hrs · 66,346 cycles

PILOTS REPORTED A STRONG SMELL OF ELECTRICAL FUMES IN THE COCKPIT AND THAT O2 MASKS WERE USED. AIRCRAFT LANDED AS SCHEDULED IN DILLINGHAM. MAINTENANCE WAS DISPATCHED TO (DLG) AND FOUND THAT THE AFT VENT BLOWER BEARING SEIZED. THE VENT BLOWER WAS REMOVED AND REPLACED, OPERATIONAL CHECK GOOD

Part: BEARING — SEIZED (BLOWER) · airframe 40,357 hrs · 66,346 cycles

COMPONENT TEAR DOWN FINDINGS: BLOWER MOTOR END CAP BEARING P/N:M4000AC-3, FAILED INTERNALLY, CAUSING HIGH MOTOR DRAG AND HEAT BUILDUP. HEAT SINK RESISITORS, WIRE TERMINALS AND NOISE SUPPRESSORS SHOWED HIGH HEAT AREAS (MOST LIKELY DUE TO HIGH CURRENT DRAW FROM MOTOR). NO OTHER ASSEMBLY / PART FAILURES NOTED AT DISASSEMBLY OF COMPONENT. UNIT TO BE OVERHAULED AND RETURNED TO SERVICE.

Part: CONTROL CABLE — CORRODED (RUDDER) · airframe 78,302 hrs · 73,645 cycles

RUDDER CABLE FOUND FRAYED AND SEVERELY CORRODED AT A ROUTINE INSPECTION.