AirNet II LLC

Operated by Airnet II LLC (per NTSB report)

The pilot’s loss of airplane control while flying in night instrument conditions due to spatial disorientation and the flight crew’s inability to recover from an unusual airplane attitude.

Part: MODULATING VALVE — MALFUNCTIONED (ZONE 400) · airframe 30,397 hrs · 27,733 cycles

AFTER TAKEOFF AND GEAR RETRACTION THE FLIGHT CREW NOTED SMOKE EMITTING FROM THE CONDITIONED AIR DUCTS, AND NUMBER 1 ENGINE HIGH ITT, CREW RETURNED TO FIELD. AFTER RETURNING AND BEING CHECKED BY ARFF CREW NOTED THE CABIN TEMPERATURE WAS HOT. SUBSEQUENT ENGINE RUNS RESULTED IN NO SMOKE IN THE CONDITIONED AIR IT WAS NOTED THAT THE ENGINE HAD NOT BEEN RUN IN OVER TEN WEEKS. A BLEED AIR LEAK IN THE LEFT PYLON WAS IDENTIFIED AND CORRECTED FOLLOWING ENGINE RUNS MADE POWER WITHOUT EXCESSIVE ITT TEMPERATURE. TROUBLESHOOTING OF HIGH CABIN TEMPERATURE FOUND THAT BOTH ENGINES MODULATING VALVES WHERE NOT OPERATING SMOOTHLY OR PROPERLY WITH THE LEFT MODULATING VALVES HIGH-PRESSURE AIR VALVE BEING STUCK PARTIALLY OPEN.

Part: WIRE — CHAFED (ZONE 400) · airframe 30,367 hrs · 25,001 cycles

WHILE ON INITIAL CLIMB OUT FROM LCK WE LEVELED O? AT 3000 AND MADE A TURN TO THE EAST. THE RIGHT T HANDLE AND ANNUNCIATORS WENT O? INDICATING A POSSIBLE ENGINE ?RE. WE DID THE EMERGENCY MEMORY ITEMS AND BROUGHT THE RIGHT ENGINE TO IDLE. THERE WAS NO INDICATION OF AN ENGINE ?RE AND THE T HANDLE WOULD TURN O? AND THEN COME BACK ON. WE ELECTED TO COME BACK TO LCK. COLUMBUS APPROACH DECLARED AN EMERGENCY FOR US. WE LANDED AT LCK, TURNED O? THE RIGHT ENGINE AND WERE INSPECTED BY THIER DEPARTMENT. THERE WAS NO INDICATION OF A ?RE IN THE RIGHT ENGINE. NO BOTTLE WAS USED. NO FURTHER ISSUE. LANDED UNDER MAX LANDING WEIGHT.

Part: FLOW VALVE — STICKING (CABIN PRESSURE) · airframe 26,214 hrs · 24,911 cycles

CABIN ALTITUDE STARTED CLIMBING UPON ACTIVATION OF THE ANTI-ICE SYSTEM DURING DESCENT FROM FL380. CABIN ALTITUDE WARNING SYSTEM ACTIVATED. CREW EXECUTED AN EMERGENCY DESCENT TO FL100 AND COMPLETED THE APPROPRIATE CHECKLIST. THEY WERE ABLE TO REGAIN CONTROL OF THE CABIN PRESSURIZATION SYSTEM USING MANUAL MODE. THE FLIGHT WAS CONTINUED WITH AN UNEVENTFUL ARRIVAL AT THE INTENDED DESTINATION. TROUBLESHOOTING REVEALED THE CABIN AIR FLOW CONTROL VALVE WAS STICKING AND NOT RESPONDING PROPERLY TO SYSTEM DEMANDS. THE FLOW CONTROL VALVE WAS REPLACED WITH AN OVERHAULED PART AND SUBSEQUENT OPERATION OF THE AIRCRAFT PRESSURIZATION SYSTEM WAS NORMAL IN AUTOMATIC AND MANUAL MODES.

Part: LINE — CHAFED (HYD SYSTEM) · airframe 27,770 hrs · 26,777 cycles

AT LANDING GEAR EXTENSION DURING APPROACH, GEAR EXTENDED WITH THREE GREEN DOWN INDICATIONS, THE MAIN INBOARD GEAR DOORS DID NOT CLOSE AS INDICATED BY THE RED WARNING LIGHTS. LOSS OF HYDRAULIC PRESSURE AND ELECTED TO DIVERT TO A NEARBY AIRPORT. WHILE ENROUTE TO THE BIGGER AIRPORT AND COMPLETING THE APPROPRIATE CHECKLISTS, THE CREW SELECTED THE AUX HYDRAULIC PUMP ON AND REGAINED HYDRAULIC PRESSURE. THE LANDING GEAR EXTENSION CYCLE COMPLETED ON ITS OWN. AN UNEVENTFUL LANDING WAS MADE WITH NO ACTIVATION OF THE EMERGENCY GEAR EXTENSION SYSTEM OR THE EMERGENCY BRAKING SYSTEM. SUBSEQUENT INVESTIGATION REVEALED A CHAFED HYDRAULIC LINE RESULTING IN LOSS OF HYDRAULIC FLUID.

Part: GASKET — BLOWN (BLEED AIR DUCT) · airframe 28,579 hrs · 24,814 cycles

CREW RECEIVED A LT ENGINE FIRE WARNING INDICATION WHILE CLIMBING TO ALTITUDE. CREW FOLLOWED CHECKLIST PROCEDURES AND REDUCED POWER ON LT ENGINE. WARNING LIGHT EXTINGUISHED AFTER 10 SECONDS IAW THE PIC. ACFT RETURNED TO DEPARTURE AIRPORT FOR AN UNEVENTFUL LANDING. MAINTENANCE INSPECTED AND RAN LT ENGINE AND FOUND THE HIGH PRESSURE BLEED AIR DUCT LEAKING AT THE PLUMBING TO ENGINE CONNECTION. THIS CONNECTION IS IN CLOSE PROXIMITY TO THE FIRE DETECTION LOOP. MAINTENANCE REPLACED THE GASKET AT THE CONNECTION AND RAN THE ENGINE AGAIN. NO LEAKAGE WAS NOTED. ACFT WAS RELEASED FROM MAINTENANCE.

Part: FIRE LOOP — FALSE INDICATION (RT NACELLE) · airframe 26,336 hrs · 22,253 cycles

CREW EXPERIENCED A RIGHT ENGINE FIRE WARNING LIGHT ON DEPARTURE. CREW COMPLETED CHECKLIST PROCEDURES WHICH INCLUDED DISCHARGING BOTH ENGINE FIRE BOTTLES. WARNING LIGHT DID NOT EXTINGUISH IMMEDIATELY AFTER DISCHARGING BOTH FIRE BOTTLES. CREW RETURNED TO DEPARTURE AIRPORT. WARNING LIGHT EXTINGUISHED ON ITS OWN AFTER LANDING. THERE WAS NO FIRE. MAINTENANCE IS STILL INVESTIGATING ROOT CAUSE AT TIME OF THE SUBMISSION BUT HAS DETERMINED THAT THERE ARE NO FUEL OR BLEED AIR LEAKS PRESENT. TAIL-CONE FIRE SENSE LOOP IS SUSPECT AT THIS TIME DUE TO INCONSISTENT RESISTANCE READINGS.

Part: HYDRAULIC LINE — CORRODED (HYDRAULIC SYS) · airframe 26,812 hrs · 25,128 cycles

CREW RECEIVED HYDRAULIC LEVEL LOW ANNUNCIATION SHORTLY AFTER TAKEOFF. HYDRAULIC PRESSURE GAUGE READ ZERO. ACTIVATION OF AUX PUMP DID NOT RESTORE HYDRAULIC PRESSURE. CREW RETURNED TO DEPARTURE AIRPORT AND THE GEAR WAS EXTENDED USING EMERGENCY SYSTEM AND AN UNEVENTFUL LANDING WAS COMPLETED. BRAKING WAS ALSO VIA THE EMERGENCY SYSTEM. MAINTENANCE FOUND HYDRAULIC LINE PART NUMBER 2307003-179 TO HAVE A PIN HOLE DUE TO WHAT APPEARS TO CORROSION OF THE LINE RESULTING IN THE LOSS OF FLUID. LINE, FILTERS AND HYDRAULIC PUMPS WERE REPLACED. LINES WERE FLUSHED AS REQUIRED. SYSTEM WAS SERVICED AND FUNCTIONAL CHECKS COMPLETED WITH NORMAL OPERATION.