Maverick Airlines, Inc.

Part: A/C PACK — OVERHEATED (ZONE 100) · airframe 9,222 hrs · 5,406 cycles

CABIN PACK OVERHEAT CAS MESSAGE ACCOMPANIED WITH AN ASSOCIATED SLOW DEPRESSURIZATION OF THE CABIN; EMERGENCY DECENT PROCEDURE WAS PERFORMED WITH CABIN ALTITUDE OVER 14,000 FEET. MESSAGE DISAPPEARED ABOUT 5 MINUTES AFTER AND AIRFLOW REESTABLISHED; CABIN ALTITUDE WAS CONTROLLABLE UNDER EMERGENCY MODE.

Part: BUSS — FAILED · airframe 20,890 hrs · 28,964 cycles

ACFT DEPARTED, AFTER ABOUT 10 MIN INTO FLIGHT, PILOT EXPERIENCED A RIGHT GENERATOR TIE ANNUNCIATOR LIGHT. THE PILOT RESET THE BUSS TIE, BUT LIGHT CAME BACK ON. SHORTLY AFTER THE LIGHT ILLUMINATED A SECOND TIME THE LT GENERATOR FAIL LIGHT ILLUMINATED. AT THAT POINT THE LOT DECIDED TO RETURN TO GCN. AT THIS POINT THE PILOT STARTED TO NOTICE FAILURES OF SEVERAL SYSTEMS. PILOT EFIS TUBES FAILED, FLAPS FAILED, NR 2 COMMS FAILED, LEFT AC BUSS FAILED. ON LANDING THE PILOT ENSURED THE LANDING GEAR HAD THREE GREEN BUT WHEN THEY TOUCHED DOWN THE NOSE GEAR COLLAPSED AND THE AIRCRAFT SUSTAINED STRUCTURAL DAMAGE TO THE NOSE SECTION OF THE AIRCRAFT.

Part: WIRE — CHAFED (ZONE 200) · airframe 2,224 hrs · 3,704 cycles

PILOT TAXIED OUT TO RUN UP AREA & RETURNED WHEN GMU-700 FAIL WARNING CAME UP ON ALERTS, CAS MSG SYSTEM. G1000 SYS INSTALLED. UPON INVESTIGATING BY THE AVIONICS SHOP IT WAS DETERMINED THAT THE POWER WIRE TO THE GMU-710 UNIT INSTALLED, FLIGHT DIRECTOR, YAW DAMPER & AUTO PILOT HEAD, HAD CHAFED THROUGH THE WIRE & WAS SHORTED OUT TO THE TOP OF THE AVIONICS RACK BEHIND THE MFD SCREEN. NO BREAKERS WHERE FOUND POPPED. REPAIRED BROKEN & SHORTED WIRE. PERFORMED OPERATIONAL CHECK OF ALL SYS & FOUND OK.

Part: DOOR — CRACKED (GUIDE VANE) · airframe 17,531 hrs · 23,968 cycles

WHILE PERFORMING A DETAIL INSP, DISCOVERED ENGINE INTAKE DEICE DOOR GUIDE VANE PN 118-910038-29, WOULD NOT ALLOW THE DEICE DOOR TO WORK FREELY AND CATCHES ON THE L/E OF THE VANE AND ALSO HAD A POPPED RIVET ALONG THE AFT SIDE OF THE VANE. (THIS WAS NOT VISIBLE FROM LOOKING DOWN THE INTAKE OF THE COWL. REMOVED THE GUIDE VANE AND DISCOVERED THE T/E WAS CRACKED APPROX 4.25 INCHES ALONG THE FWD T/E ON THE RT SIDE. AFTER REMOVAL OF THE VANE ALSO FOUND THE LT SIDE ATTACH BRACKET LOCATED INTERNALLY OF THE VANE CRACKED APPROX 1 INCH FROM THE T/E AND UPWARD TO THE CTR OF THE ATTACH BRACKET PN 118-910038-22. INSTALLED THE ICE VANE INSTALLATION KIT PN 129-9016-1.

Part: CONDITION LEVER — CRACKED (THROTTLE) · airframe 17,914 hrs · 25,041 cycles

ON SHUT DOWN PILOT NOTICED CONDITION LEVER WAS LOOSE. UPON INSPECTION FOUND CONDITION LEVER WORN AND CRACKED MOST OF THE WAY THROUGH. INSPECTION REVEALED POSSIBLE CONSTANT RUBBING CAUSED WORN SPOT LEADING TO THINNING OF THE METAL AND FATIGUE FROM BENDING TO GET INTO SHUT DOWN POSITION.

Part: RELAY — STUCK (LANDING GEAR) · airframe 17,304 hrs · 23,474 cycles

ON DESCENT TO LAND, PILOT PUT LANDING GEAR HANDLE IN DOWN POSITION AND GEAR FAILED TO GO INTO DOWN AND LOCK POSITION. CONTROL CIRCUIT BREAKER POPPED. PILOT ELECTED TO RESET BREAKER AND GEAR WENT TO DOWN AND LOCK POSITION AND ALL TREE GEAR LIGHTS CAME ON. BREAKER AGAIN POPPED. AIRCRAFT FERRIED GEAR DOWN TO HOME BASE. TROUBLESHOOTING SYSTEM FOUND GEAR CONTROL RELAY STUCK CLOSED, AND TIME DELAY RELAY CIRCUIT BOARD BAD. REPLACED CONTROL CIRCUIT BOARD AND CONTROL RELAY AND ALL SYSTEMS FUNCTION PROPERLY. BELIEVE LANDING GEAR CONTROL RELAY STUCK IN THE CLOSED POSITION CAUSING TIME DELAY RELAY CIRCUIT BOARD TO FAIL.

Part: DRAIN — CLOGGED (ZONE 400) · airframe 17,204 hrs · 23,304 cycles

WHILE PERFORMING 36 MONTH FUEL COLLECTOR TANK INSP, INSPECTOR WAS UNABLE TO LOCATE THE COLLECTOR TANK AFT DRAIN OPENING IN LT COLLECTOR TANK. REMOVED DRAIL LINES FROM LOWER NACELLE AREA TO INSERT PIN UP THROUGH DRAIN FITTING TO TANK AREA TO LOCATE HOLES BUT FOUND DRAIN HOLE PLUGGED. INSERTED DRILL BIT UP THROUGH DRAIN FITTING TO OPEN DRAIN HOLE COVERED OVER IN SEALANT. FOUND FWD HOLE CLEAR. WHILE INSPECTING RT SIDE, FOUND SAME CONDITION EXISTED. WITH THE FWD DRAIN HOLE OPEN, THERE WOULD BE NO WAY TO TELL IF A DRAIN WAS PLUGGED SINCE BOTH DRAINS ARE CONNECTED TO A SINGLE DRAIN FITTING ON THE LOWER OTBD NACELLE.

Part: O-RING — SPLIT (LT ENGINE) · airframe 17,465 hrs · 24,244 cycles

AFTER SHUTDOWN, PILOT DISCOVERED OIL DRIPPING FROM NACELLE AREA ON LT ENGINE. COWLING WAS REMOVED AND OIL WAS DISCOVERED COMING FROM THE UPPER OIL SCAVENGER TUBE ON LT LWR SIDE OF ENGINE AT THE AFT SIDE OF THE "C" FLANGE COUPLING (PN 3113090-01). TUBES WHERE DISASSEMBLED AND FOUND O-RING (PN AS3209-116) SPLIT ON TRANSFER TUBE (PN 3100481-01). CLEANED ALL SURFACES AND REPLACED ALL O-RINGS WITH NEW AND REASSEMBLED. TEST RAN AND LEAK CHECKED AND FOUND OK.

Part: HINGE FITTING — CRACKED (ELEVATOR) · airframe 16,814 hrs · 22,583 cycles

WHILE PERFORMING AN I-CHECK THE ELEVATOR OTBD HINGE AREA WAS INSPECTED AND SUBSTANTIAL PLAY WAS NOTED IN AN UP AND DOWN DIRECTION. FURTHER INVESTIGATION REVEALED THE ELEVATOR HINGE CASTING WAS LOOSE IN ITS MOUNT AND A BORESCOPE INSP WAS PERFORMED TO THE OTBD HINGE SUPPORT RIB PN 101-610000-103 WAS FOUND CRACKED. REMOVED AND REPLACED ELEVATOR. THIS ELEVATOR HAS HAD AD 2005-18-21 PREVIOUSLY COMPLIED WITH 1/18/2007 AT 16463.4 ACTT.

Part: WHEEL — WORN (NLG) · airframe 17,312 hrs · 23,980 cycles

PILOT REPORTED VIOLENT SHIMMY ON TAKEOFF AND LANDING. REMOVED NOSE WHEEL AND INSTALLED SERVICEABLE NOSE WHEEL AND TIRE ASSY. INSPECTED NLG AND FOUND NO DISCREPANCIES. CHECKED SHIMMY DAMPENER AND FOUND TO BE SERVICEABLE. OK.