CORPORATE FLIGHT, INC.

THE PRESSURE SWITCH FAILED INTERMITTENTLY WHICH IS CONTROLLING THE GROUND FOR THE RELAY TO TURN ON AND OFF THE HYDRAULIC PUMP MOTOR TO GIVE THE AIRCRAFT POWER BRAKES. ON LANDING THE BRAKES FELT SOFT BUT STOPPED THE AIRCRAFT JUST FINE (ALSO HAD THRUST REVERSERS). WHEN TAXIING TO THE FBO POWER BRAKES WOULD NOT PUMP UP SO THEY HAD TO USE EMERGENCY BRAKING TO STOP ON RAMP. THE PUMP WOULD WORK ON AGAIN OFF AGAIN SITTING THERE SO I WENT OUT AND CHANGED THE PRESSURE SWITCH, BLED THE SYSTEM LEAK AND OPS CHECKED. FLEW HOME.

LEFT ENGINE SHUT DOWN ON FINAL APPROACH.

LEFT WING L/E SKIN UNDER DE-ICING BOOT CORRODED. BLENDED OUT CORROSION AND FOUND REMAINING SKIN THICKNESS UNDER MINIMUMS. CUTOUT DAMAGE SKINS AND PERFORMED REPLACEMENT IAW ACFT SRM 57-20-07.

HYDRAULIC COOLING FAN LEAKING HYDRAULIC FLUID. HYDRAULIC SYS DEPLETED IN FLIGHT. DECLARED EMERGENCY AND RETURNED TO DEPARTURE.

ACFT DEPARTED, ENROUTE, PILOT NOTED LT ENG OIL PRESSURE FALLING, PILOT MONITORED OIL PRESSURE AND AFTER A FEW MINUTES, HE NOTED THE OIL PRESSURE WAS STILL FALLING. THE PILOT SHUT DOWN THE LT ENGINE AND DECLARED AN EMERGENCY LANDING. AFTER LANDING, MX TROUBLESHOT SQUAWK, FOUND AN O-RING THAT HAD JUST BEEN CHANGED, WAS BROKEN IN HALF. FOLLOWED THE ENG MM TO RESOLVE THE ISSURE AND RETURNED TO SERVICE.

ACFT DEPARTED, PILOT NOTED LT ENGINE OIL PRESSURE FALLING, PILOT MONITORED OIL PRESSURE AND AFTER A FEW MINUTES HE NOTED THE OIL PRESSURE WAS STILL FALLING. THE PILOT SHUT DOWN THE LT ENGINE AND DECLARED AN EMERGENCY LANDING. AFTER LANDING, HAD REPAIR STATION TO TROUBLESHOOT THE SQWAUK. MX FOUND AN O-RING HAD JUST BEEN CHANGED WAS BROKEN IN HALF. FOLLOWED MM TO RESOLVE THE ISSUE AND RETURN ACFT TO SERVICE.

RT ENGINE FIRE LIGHT CAME ON DURING CLIMBOUT, RETARDED THROTTLE LIGHT WENT OUT, ADVANCED THROTTLE LIGHT CAME BACK ON AND LANDED. PERFORMED LEAK CHECKS WITH COWLING OPEN, RAN AT FULL POWER FOR 10 MINUTES, COULD NOT DUPLICATE PROBLEM. FLEW AIRCRAFT BACK TO HOME BASE FOR FURTHER TROUBLESHOOTING. PROBLEM DID NOT REPEAT ON RETURN FLIGHT. CAUSE UNKNOWN AT THIS TIME. WHEN IDENTIFIED, A FOLLOW UP REPORT WILL BE SUBMITTED. (K)

FOLLOW-UP REPORT: SMOKE REPORTED INT THE CABIN. FOUND LT FWD FLUORESCENT LIGHT PROTECTED POWER SUPPLY, SHOWS SIGNS OF OVERHEATING. REMOVED PROTECTED POWER SUPPLY PN TR992, SN 35608, INSTALLED PN AL-5112, SN 40763. PRECAUTIONARY CHANGED THE INVERTER CONNECTED TO THIS POWER SUPPLY. REMOVED INVERTER PN AL-5114, SN 4716. SYSTEM OPS CHECKS NORMAL. (K)

SMOKE REPORTED IN CABIN, SOURCE UNKNOWN, EXTENSIVE INVESTIGATION. NO REPORT OR SOURCE OF PROBLEM FOUND. (K)

LOSS OF BRAKE ACTUATING FORCE, NO PRIOR BRAKE PROBLEMS INDICATED. UTILIZED EMERGENCY HAND BRAKE TO STOP AIRCRAFT. BLED BRAKES PERFORMED OPS CHECKS NUMEROUS TIMES. PERFORMED ANTI-SKID CHECK AND TAXI CHECKED. COULD NOT DUPLICATE.

REJECTED TAKEOFF, UNUSUAL BLEED AIR NOISE IN COCKPIT WHEN THROTTLES WERE ADVANCED FOR TAKE-OFF. TAKE-OFF ABORTED BEFORE 60 KNOTS, DISCOVERED COCKPIT WINDOW DEMISTER CONTROL VALVE IN FULL OPEN POSITION, REPOSITIONED CONTROL HANDLE TO NORMAL POSITION. SUBSEQUENT TAKEOFF, NO FURTHER PROBLEM. (NO DEFECT, VALVE IN WRONG POSITION FOR TAKE-OFF. PRECAUTIONARY REJECTED TAKEOFF BECAUSE OF UNUSUAL BLEED AIR NOISE)

UPPER CHAIR BASE ASSY CRACKED AT CHAIR BACK ATTACH POINTS. STRESS ON CHAIR BACK AND METAL FATIGUE PROBABLE CAUSE. CHAIR WAS REPAIRED IAW STC ST01042WI STRUCTURAL SEAT REPAIR.

UPPER CHAIR BASE ASSEMBLY CRACKED AT CHAIR BACK ATTACH POINTS. STRESS ON CHAIR BACK AND METAL FATIGUE PROBABLE CAUSE. CHAIR WAS REPAIRED IAW STC ST01042WI STRUCTURAL SEAT REPAIR.

AIRCRAFT IN FLIGHT AT HIGH ALTITUDE (FL410) AIRCRAFT GOT SLOW (APPROX. 165 KNTS). RIGHT ENGINE FLAMED OUT. ADVISE ATC THAT WE HAD ENGINE PROBLEM AND REQUEST TO GO DOWN TO FL270 TO RESTART ENGINE. DECENDED TO FL270 AND RESTARTED ENGINE. NO OTHER ABNORMALITIES OCCURED DURING BALANCE OF FLIGHT. AFTER AIRCRAFT RETURNED, ENGINE WAS INSPECTED IN INLET, EXHAUST AND ACCESSORY SECTIONS, NO FAULTS FOUND. ENGINE WAS GROUND PERFORMEANCE RAN WITH NO FAULTS FOUND. OK FOR RETURNE TO SERVICE.

AIRCRAFT IN FLIGHT AT HIGH ALTITUDE (FL410) AIRCRAFT GOT SLOW (APPROXIMATELY 165 KNOTS). RIGHT ENGINE FLAMED OUT. ADVISE ATC THAT WE HAD ENGINE PROBLEM AND REQUEST TO GO DOWN TO FL270 TO RESTART ENGINE. DESCENDED TO FL270 AND RESTARTED ENGINE. NO OTHER ABNORMALITIES OCCURRED DURING BALANCE OF FLIGHT. AFTER AIRCRAFT RETURNED. ENGINE WAS INSPECTED IN INLET, EXHAUST AND ACCESSORY SECTIONS, NO FAULTS FOUND. ENGINE WAS GROUND PERFORMANCE RAN WITH NO FAULTS FOUND. OK FOR RETURN TO SERVICE. NOTE: AN ALTITUDE ACCELERATION TEST WAS PERFORMED ON THIS AIRCRAFT ON 02/27/2003 AND THE RIGHT ENGINE FLAMED OUT AT FL370. AIRCRAFT WAS RESTRICTED TO FL350.

LEFT THRUST REVERSER FAILED TO RETURN TO STOW POSITION AFTER LANDING. CONNECTED EXTERNAL AIR SUPPLY TO THRUST REVERSER AIR SUPPLY MANIFOLD AND CLOSED THRUST REVERSER. PINNED, DEFERRED THRUST REVERSER IAW MEL. (X)

DURING ENGINESTART, ENGINE SEIZED, NO LP ROTATION. (X)

DURING DESCENT, CABIN AND DEFOG FANS WERE SELECTED TO 'HIGH'. A BURNT SMELL AND SMOKE CAME FROM DEFOG OUTLETS. FANS WERE TURNED OFF AND AIRCRAFT DIVERTED TO CLOSER APT. SMOKE DISSIPATED AFTER TURNING OFF FANS. INVESTIGATION FOUND THE DEFOG FAN WAS INOPERABLE. AIRCRAFT FERRIED TO A LOCATION WHERE MAINTENANCE COULD REPLACE FAN. FAN WAS REPLACED AND AIRCRAFT RETURNED TO SERVICE. (X)

AIRCRAFT LANDED AT PTK AND DURING BRAKING, WENT OFF THE RIGHT SIDE OF RUNWAY. PILOTS STATED ACFT WAS PULLING TO THE RIGHT AND WAS NOT SLOWING DOWN FAST ENOUGH TO KEEP IT ON THE RUNWAY. DURING TROUBLESHOOTING, PRESSURE GAUGES INSTALLED AT EACH WHEEL BRAKE AND INDICATED PRESSURE AT THE LT (NR 1 AND NR 2 ) BRAKES WAS APPROX 500 PSI AND AT THE RT (NR 3 AND NR 4) BRAKES WAS APPROX 1200 PSI. WITHIN 10 TO 15 SECONDS, PRESSURE ON THE LT (NR 1 AND NR 2) BRAKES WOULD START TO BLEED DOWN AND WITHIN ONE MINUTE HAD NO PRESSURE IN EITHER NORMAL OR EMERGENCY BRAKE SYSTEM. REMOVED, REPLACED AND RE-RIGGED BRAKE CONTROL VALVE. BRAKE SYSTEMS CHECKED NORMAL. TEAR DOWN REPORT CONFIRMED INTERNAL LEAKAGE.

LEFT HAND ENGINE WILL NOT MAINTAIN FULL RPM ON TAKEOFF. WILL NOT GO ABOVE 1850 RPM AND THEN DROPS OFF TO 1600 RPM. RPM RECOVERS TO 2000 RPM AFTER 2-3 MINUTES IN FLIGHT. FOUND LEFT PROP HAD TWO BETA FOLLOW-UP TUBE BUSHINGS, MISSING SNAP RINGS. REMOVED PROP FOR REPAIR BY PALM BEACH PROP. REINSTALLED PROP AFTER REPAIR. FOUND BETA COLLAR WOULD NOT ALIGN WITH THE WAY THE ENGINE WAS RIGGED. CHECKED BETA COLLAR DIMENSION AND FOUND IT TO BE SET CORRECTLY. DETERMINED THE POWER LEVER NEEDED TO BE RIGGED CORRECTLY. RIGGED AIRCRAFT POWER LEVER ACCORDING TO PIPER MM. SET BETA LIGHT IAW MM. ALSO, RIGGED RIGHT LEVER TO MATCH LEFT. AIRCRAFT WAS TEST FLOWN AND FOUND SATISFACTORY TO THE PILOT.