FLIGHTWORKS, INC.

Operated by FlightWorks (per NTSB report)

DURING DEPARTURE THE CREW NOTICED SMOKE IN THE CABIN. NOTIFIED TOWER AND RETURNED TO ICT. STANDARDAERO BORESCOPED THE ENGINE AND FOUND THE #5 CARBON SEAL LEAKING. REMOVED ENGINE FOR REPAIR AND INSTALLED A RENTAL ENGINE. TEST FLIGHT WAS SUCCESSFUL WITH NO SMOKE.

DURING TAKE OFF FOR A SCHEDULED TEST FLIGHT REQUIRED FOR THE REINSTALLATION OF THE #1 ENGINE. IT WAS NOTICED THERE WAS SMOKE COMING IN THE CABIN AND COCKPIT GASPERS. AN EMERGENCY WAS DECLARED AND RETURNED TO AIRPORT WITH NO OTHER INCIDENT. THE FOLLOWING DAY MAINTENANCE COMPLIED WITH ENGINE RUNS AND LIMITED THE SMOKE DOWN TO THE #2 ENGINE. STANDARDAERO CAME OUT AND BORESCOPED THE ENGINE FINDING NO DISCREPANCIES. IT WAS DETERMINED THAT IT WAS RESIDUAL OIL FROM THE #5 CARBON SEAL FAILING PREVIOUSLY ON THE #2 ENGINE. MAINTENANCE COMPLETED ADDITIONAL ENGINE RUNS AND NO ADDITIONAL SMOKE WAS FOUND. COMPLETED SUCCESSFUL TEST FLIGHT AND AIRCRAFT HAS BEEN RELEASED BACK TO SERVICE.

THE CREW EXPERIENCED AN VOLTAGE DROP TO BELOW 23.5 VOLTS ON MULTIPLE FLIGHTS TRIGGERING THE GEN #1 FAIL CAS MESSAGE. DISCREPANCY COULD NOT BE DUPLICATED ON THE GROUND AND WAS EXTREMELY INTERMITTENT IN FLIGHT. THE GENERATOR CONTROL UNITS WERE SWAPPED AND THE PROBLEM DID NOT FOLLOW. THE PCB'S WERE SWAPPED AND THE PROBLEM DID NOT FOLLOW. THE #1 GENERATOR WAS CHANGED AND THE PROBLEM REMAINED. BOMBARDIER TROUBLESHOT THE PROBLEM TO THE LEFT HAND DIRECT CURRENT POWER CONTROL UNIT. THIS UNIT HAD BEEN RECENTLY INSTALLED THE MONTH PRIOR TO COMPLY WITH AN AD. UPON FURTHER INVESTIGATION OF THE TEAR DOWN REPORT, IT WAS DISCOVERED THAT THIS DCPC HAD BEEN REMOVED FROM A PREVIOUS AIRCRAFT FOR THE SAME EXACT SQUAWK THAT WE HAD BEEN TROUBLESHOOTING. DESPITE KNOWING THE DISCREPANCY COULD NOT BE DUPLICATED ON THE GROUND, THE REPAIR CENTER MARKED IT AS "NO FAULT FOUND" AND RELEASED IN "REPAIRED" CONDITION. AFTER REPLACING THE LH DCPC, WE HAVE NOT EXPERIENCED ANY FURTHER FAULTS OF ANY KIND. PLEASE NOTE: THE MANUFACTURER OF THE PART IS SAFRAN ELECTRICAL AND POWER, AND THAT IS NOT INCLUDED IN THE 5(B) DROPDOWN BELOW.

AFTER DEPARTING BED DURING OUR CLIMB TO ALTITUDE WE RECEIVED NUMEROUS A/I WING HOT R CAS MESSAGES WE RAN THE CHECK LIST FOR ABOVE CAS MESSAGE PERFORMING ACTION DESCRIBED. AFTER CAS MESSAGE REOCCURED WITH ALL ANTI ICE OFF AND REDUCING POWER ON THE RT ENGINE THE CREW DECIDED TO DECLARE AN EMERGENCY. AFTER DISCUSSING THE SITUATION WITH OPERATIONS THE DECISION WAS MADE TO CHANGE OUR DESTINATION TO RYY BECAUSE THAT WAS THE CLOSEST SUITABLE AIRPORT WITH VFR CONDITIONS NOT REQUIRING A DESCENT THROUGH ICING CONDITION. EVENTUALLY THE CAS MESSAGE WENT OUT AND STAYED OUT. THE FLIGHT PROCEDED WITH OUT FURTHER INCIDENT.

CAS WIND A/I HOT MESSAGE, DIVERTED FLIGHT DUE TO IMPENDING ICING CONDITIONS.

AFTER DEPARTING FROM KHEF ENROUTE TO MMEX THE CREW NOTICED A FUEL LEAK ON TOP OF THE LH WING COMING OUT OF THE OVER WING FUEL PANEL. THE AIRCRAFT DIVERTED TO KAGS AND LANDED WITHOUT INCIDENT. ONCE ON THE GROUND IT WAS VERIFIED THAT THE OVER WING FUEL CAP WAS DEFECTIVE. THE FUEL CAP WAS REPLACED. WE PERFORMED A CHECK FLIGHT TO ENSURE THE FUEL LEAK HAD STOPPED. CHECK FLIGHT SATISFACTORY WITH NO DEFECTS NOTED.

AT THE START OF TAKE OFF OUT OF BTR ON 6/10/20 THE CREW RECEIVED A "CONTROL LOCK ON" CASS MESSAGE AND DECIDED TO ABORT TAKE OFF. THEY WERE BELOW 40KNTS AND ESSENTIALLY JUST TAXIED OFF RUN WAY. THE CREW STATED THEY REPORTED TO ATC THAT EVERYTHING WAS OK AND THEY JUST NEEDED TO RUN A CHECKLIST PROCEDURE. THIS IS A KNOWN ISSUE WITH THE 680A AND MANUFACTURER HAD INFORMED THAT THERE IS A SB TO BE RELEASED SOON THAT SHOULD RESOLVE THE ISSUE. THE AIRCRAFT IS CURRENTLY OUT OF SERVICE AS WE WAIT ON A GAME PLAN FROM MANUFACTURER AS TO WHAT WAS NEED TO DO NOW.

N227MC WAS EN-ROUTE FROM RYY-BNA EMPTY FOR A CHARTER TRIP, AND THE CREW NOTED SMOKE IN THE CABIN. AN EMERGENCY WAS DECLARED, AND THEY DIVERTED TO DALTON, GA. AIRCRAFT LANDED WITH OUT INCIDENT. UPON INVESTIGATION BY CESSNA, IT WAS DISCOVERED THE ROOT CAUSE OF THE ISSUE WAS FROM THE APU BLEED AIR SYSTEM. VERIFIED BY RUNNING THE APU BLEED. SMELL IMMEDIATELY NOTED. SHUT DOWN APU AND RAN ENGINES WITH BLEED AIR ON. NO SMELL NOTED. CAUSE OF APU FAILURE NOT KNOWN AT THIS TIME. TROUBLESHOOTING WILL BEGIN TOMORROW 11/15.

UPON LANDING IN KGYY THE NOSE WHEEL STEERING SYSTEM DISENGAGED RESULTING IN THE CREW HAVING TO USE EMERGENCY PROCEDURES ( DIFFERENTIAL BRAKING ) TO KEEP ON THE RUN WAY. THE AIRCRAFT BLEW TWO TIRES IN THE PROCESS. THE AIRCRAFT WAS THEN TOWED OFF THE RUNWAY WITH OUT FURTHER INCIDENT. THE AIRCRAFT JUST CAME OUT OF MAINTENANCE AT BOMBARDIER IN ICT FOR THE SAME ISSUE. THEY THOUGHT THEY HAD THE ISSUE RESOLVED. THE AIRCRAFT IS CURRENTLY OUT OF SERVICE IN KGYY NOW AND AWAITING A BOMBARDIER AOG TEAM TO COME WORK IT. WILL UPDATE THIS AS SOON AS I KNOW WHAT THE FIX IS.

UPON TOUCH DOWN, THE NOSE WHEEL STEERING SYSTEM FAILED RESULTING IN THE CREW HAVING TO PERFORM EMERGENCY PROCEDURES ( DIFFERENTIAL BRAKING) TO STOP THE AIRCRAFT SAFELY. TWO TIRES BLEW IN THE PROCESS. THE AIRCRAFT WAS TOWED OFF THE RUNWAY WITHOUT FURTHER INCIDENT. THE AIRCRAFT JUST CAME OUT OF MAINTENANCE FOR THE SAME ISSUE AT BOMBARDIER. THEY BELIEVED THEY HAD THE ISSUE RESOLVED.

STATEMENT FROM THE CREW: AFTER DEPARTURE, WHEN BEING VECTORED I REALIZED THAT I NEEDED EXCESSIVE DOWN PRESSURE TO MAINTAIN ALTITUDE. I SAID SOMETHING ABOUT IT, AND ALMOST IMMEDIATELY SAID THE FLAPS WERE STUCK AT 13 DEGREES. I LOOKED AT THE EICAS, AND IT WAS CLEAR, INDICATING THAT THERE WAS NO PRESSURE IN THE HYDRAULIC SYSTEM. (THERE SHOULD HAVE BEEN). THE FLAP HANDLE WAS AT O DEGREES. WE PLAYED WITH THE FLAP HANDLE, AND NOTHING HAD ANY EFFECT ON FLAP POSITION. AFTER PROBABLY A MINUTE OF EXERCISING THE FLAP HANDLE WITH NO CHANGE, WE ASKED APPROACH TO RETURN TO KYIP. APPROACH ASKED THE REASON FOR THE RETURN, EXPLAINED THAT WE HAD A FLAP ISSUE AND THAT THEY WOULDN'T RETRACT. WE WERE ASKED IF WE NEEDED ANY ASSISTANCE, WE DIDNT. APPROACH GAVE US VECTORS TO INTERCEPT THE ILS 05R AND ADVISED US BEFORE SWITCHING TO TOWER, THAT THE THE TOWER HAD DETERMINED THIS WAS AN EMERGENCY SITUATION. WE NEVER DECLARED AN EMERGENCY. THE AIRCRAFT IS CURRENTLY STILL OUT OF SERVICE. IT HAS BEEN T/S TO A FAULTY FLAP POSITION SENSOR. ONCE R&R IS COMPLETED WE WILL DO A MAINTENANCE CHECK FLIGHT TO ENSURE WE HAVE A SOLID FIX. WE LEFT THE FLAPS AT THE 13 DEGREES, AND MADE AN UNEVENTFUL APPROACH AND LANDING ON 05R.

DURING CLIMBOUT, PASSING AROUND FL 280, AN AZULE (BLUE) FAULT MESSAGE WAS NOTED BY THE CREW, MOMENTARILY WENT AWAY. FIRST MESSAGE, FLAPS RATE LOW, FOLLOWED QUICKLY BY RT HYD ENG PUMP FAIL. WITHIN A FEW SECONDS, A VIBRATION WAS HEARD. LEVELED OF AT FL 350 AND THE CHECKLIST WAS CONSULTED AND HYD SYNAPTIC PAGE WAS DISPLAYED. ENGINE DRIVEN PUMP DID SHOW FAILURE AND 2% HYD RESERVOIR LEVEL WAS INDICATED. AFTER READING THE CHECKLIST FOR THE NOTED FAULTS, CREW INITIATED A RETURN TO KSAV. NO ACTION ITEMS WERE DIRECTED BY CHECKLIST FOR EITHER FAULT MESSAGE. DURING THE RETURN TO KSAV, AN ADDITIONAL FAULT MESSAGE DISPLAYED, RT ENGINE FAULT. DUE TO NORMAL FLAP OPERATION ON THE RT HYD SYSTEM, CREW CONSULTED THE FLAP FAULT CHECKLIST. IMMEDIATELY ON SELECTION TO FLAPS 10, AN AMBER FLAP FAULT MESSAGE WAS DISPLAYED. FLAPS WERE RESELECTED TO ZERO, THE FLAP FAULT CHECKLIST WAS ACCOMPLISHED, AN EMERGENCY WAS DECLARED, AND AN UNEVENTFUL ZERO FLAP LANDING WAS ACCOMPLISHED. T/S FOUND THAT THE NR 2 ENGINE HYD PUMP FAILED. THE VIBRATION FROM THE FAILURE CAUSED THE PLUMBING LINE TO THE PUMP TO UNSEAT RESULTING IN DUMPING ALL THE FLUID IN THE SYSTEM. THIS IN TURN CAUSED THE ELECTRIC PUMP TO BURN UP AS WELL.

ON APPROACH, THE LANDING GEAR WOULD NOT EXTEND WHEN SELECTED. AIRCRAFT DIVERTED AND WAS ABLE TO PERFORM A MANUAL EXTENSION ON THE GEAR. NO EMERGENCY WAS DECLARED AND THE AIRCRAFT LANDED WITH OUT INCIDENT. OPEN

ACFT EXPERIENCED A LEFT ENGINE DRIVEN HYDRAULIC PUMP FAILURE. THIS FAILURE RESULTED IN LOSS OF SEVERAL HYDRAULIC SYSTEMS INCLUDING THE LANDING GEAR. A MANUAL GEAR EXTENSION WAS PERFORMED AND THE AIRCRAFT LANDED WITHOUT INCIDENT.

AIRCRAFT TOOK OFF AND RECEIVED AN INDICATION THAT THE RIGHT MLG WOULD NOT RETRACT. THEY RETURNED TO DEPARTURE. THEY DID NOT LAND OVERWEIGHT AND NO EMERGENCY WAS DECLARED. THE AIRCRAFT IS BEING T/S BY MFG TO DETERMINE THE CAUSE OF FAILURE.

DURING CRUISE AT FL260 THE LT FWD SIDE WINDOW OUTER PANE SHATTERED. THE CREW DESCENDED TO A LOWER ALTITUDE AND BEGAN THEIR DECENT. THEY DID NOT DECLARE AN EMERGENCY AND LANDED WITH OUT INCIDENT. THE AIRCRAFT IS CURRENTLY OUT OF SERVICE WHERE THE WINDOW IS BEING REPLACED.

RIGHT WING SKIN DAMAGED NEAR OTBD SIDE ACCESS PANEL. REPAIRED DAMAGE IAW REPAIR MANUAL AND REPAIR PROCEDURE 1004480.

LT ENGINE AFX, AUTOFEATHER, ANNUNCIATOR DID NOT ILLUMINATE AT TAKEOFF POWER.

LEFT ENGINE AFX, AUTOFEATHER, ANNUNCIATOR DOES NOT ILLUMINATE WITH POWER LEVERS ABOVE 89-91 PERCENT N1.

DURING APPROACH, CREW POSITIONED THE MLG HANDLE TO THE DOWN POSITION. ONCE THE GEAR HANDLE HAD BEEN LOWERED THERE WAS NO LIGHT INDICATING THE RT GEAR WAS DOWN AND LOCKED. THE CREW THEN FOLLOWED THE PROCEDURES IN THE CHECKLIST AND USE THE EMERGENCY GEAR BLOW DOWN BOTTLE. THERE STILL WAS NO INDICATION FOR THE RT MLG BEING DOWN AND LOCKED. THE ACFT PROCEEDED TO LAND, ONCE ON THE GROUND SAFELY, THE RT MLG LIGHT ILLUMINATED BRIEFLY. AFTER THE ACFT WAS TROUBLESHOT BY MFG, IT WAS DETERMINED THE THE INDICATOR LAMPS CM 6839 WERE INOPERATIVE AND WERE REPLACED BY MFG.

DURING CLIMB NOTICED FUEL LEAKING FROM TOP OF LT WING. LEAK STOPPED AT 21,000 POUNDS INDICATED. AS A PRECAUTION THE CREW RETURNED TO DEPARTURE AND LANDED SAFELY. FOUND SCREWS LOOSE ON PANELS 21-FT UPR-25 AND 21-FT UPR-26 TIGHTENED SCREWS AND CHECKED FOR FUEL LEAKS IAW MM 28-01-00. NO LEAKS DETECTED.

WITH AUTOFEATHER ARMED AND POWERED AND PASSING APPROX 93-94 PERCENT THE AFX ANNUNCIATOR ILLUMINATES. AFTER TROUBLESHOOTING, REMOVED DEFECTIVE RT HIGH OIL PRESSURE SWITCH, INSTALLED NEW SWITCH IAW MM CHAPTER 61-21-01. GROUND RUN UP OPERATED WITHIN SPECIFICATIONS.

AFTER CRUISING FOR APPROX 1.5 HOURS THE CREW WITNESSED A LOUD CRACKING NOISE AND NOTICED THE PILOT SIDE, LT WINDSHIELD HAD CRACKED. THE WINDOW WAS SPIDERED VEINED WITH CRACKS COVERING THE ENTIRE SURFACE. THE CREW DONNED OXYGEN MASKS TURNED ON SEAT BELT SIGN AND REQUESTED IMMEDIATE DECENT. ONCE THE ACFT HAD DECENDED TO FL250 THE ACFT DIVERTED FROM ITS ORIGINAL DESTINATION AND LANDED SAFELY.

20 MINUTES IN FLIGHT, IN A CLIMB RT ENGINE EXPERIENCED HIGH OIL TEMP WARNING. CREW INITIATED RT ENGINE SHUTDOWN PROCEDURES. R & R RT ENGINE THERMOSTATIC VALVE IAW ENGINE MM 79-20-03. PERFORMED GROUND RUN, ALL INDICATIONS NORMAL. NO LEAKS NOTED. PN, OFF 3036946, SN OFF 4729, PN ON 3036946, SN ON 4835.

10 MINUTES AFTER DEPARTURE EXPERIENCE NR 2 ENGINE OVER OIL TEMP. CREW REDUCED POWER ON NR 2 ENGINE, OIL OVER TEMP OCCURRED AGAIN, CREW THEN INITIATED AND COMPLETED PRECAUTIONARY ENGINE SHUTDOWN. REMOVED AND INSPECTED ENGINE OIL FILTER WITH NO DEFECTS NOTED, REPLACED OIL FILTER AS A PRECAUTION. REMOVED, CLEANED, INSPECTED, AND RE-SECURED OIL TEMP TRANSMITTER CONNECTOR. PERFORMED AN EXTENDED GROUND RUN, OIL TEMP AND ALL OTHER ENGINE PARAMETERS INCLUDING OIL PRESSURE ARE ALL WITHIN LIMITS. ALL OTHER INDICATIONS NORMAL AT THIS TIME, NO LEAKS NOTED. ALL MX DONE IAW MM 72-00-00, 79-00-00, 79-20-20.

NR 1 PROPELLER ATTEMPTED TO FEATHER IN FLIGHT WITH AUTOFEATHER ARMED. TROUBLESHOT AND FOUND 2 BAD DIODES ON PCBA123. REPLACED DEFECTIVE PC BOARD WITH INSPECTED UNIT. OPS CHECKED GOOD. NO FURTHER OCCURRENCES.

PILOT REPORTED ACFT TAXIED FUNNY FROM RT SEAT. TROUBLESHOT AND FOUND RT BRAKE INPUT RODS REVERSED. PILOT LT INPUT RESULTED IN CO-PILOT RT INPUT. DURING ROOT CAUSE ANALYSIS FOUND THE OEM WAS THE LAST TO INSTALL THEM. FURTHER RESEARCH FOUND THE OEM MANUAL HAD INCORRECT DATA AND DID NOT AGREE WITH THE OEM BLUE PRINT. NOTIFIED THE OEM. THE OEM IS ISSUEING AN AIN TO INFORM ALL THS MFG OPERATORS OF THE CONDITION. ALL THIS OPERATOR ACFT WERE IMMEDIATELY GROUNDED UNTIL MFG CAN INSPECT AND CORRECT OUR ACFT.

RT BLEED FAILURE OCCURRED APPROX 170 MILES FROM DESTINATION. AT APPROX 120 MILES FROM DESTINATION WE RECEIVED A SECOND MASTER WARNING AND AN ASSOCIATED LT BLEED FAILURE ANNUNCIATOR. ADVISED ATC, HAD A PRESSURIZATION PROBLEM AND REQUESTED CLEARANCE TO 10K FROM OUR CURRENT ALTITUDE OF FL240. ALSO ADVISED ATC THAT WE WERE LEAVING FL240 AT THAT TIME. WE RECEIVED CLEARANCE TO 10K WITHIN 10 SECONDS FROM OUR REQUEST AND HAD ALREADY BEGAN THE MEMORY ITEMS FOR EMERGENCY DESCENT. AT ABOUT 16K FEET THE CABIN REACHED AN ALTITUDE OF 12K AND THE OX MASKS IN THE CABIN DEPLOYED. AT THIS TIME, BRIEFED PASSENGERS TO DON THEIR MASKS. REACHED 10K ABOUT 80 MILES FROM DESTINATION AND AGREED TO CONTINUE BASED ON WEATHER AND RUNWAY LENGTH. UPON REACHING 10K WE ADVISED PAX THAT THEY COULD REMOVE MASKS IF THEY WISHED AND THAT WE WOULD BE LANDING AT DESTINATION SHORTLY. LANDED WITHOUT INCIDENT. SYS WAS MEL'D AND ACFT WAS REPOSITIONED TO REPAIR STATION, AWAITING FINDINGS AT THIS TIME.

APPROX 15 MIN AFTER DEPARTURE, NR 2 GEN LIGHT CAME ON. SUCCESSFUL RESET. 5-10 MIN LATER SUDDEN YAW TO RIGHT. CREW SUSPECTED ENG FAILURE. CONFIRMED, SECURED ENGINE & RETURNED TO DEPARTURE. SUSPECTED HIGH EGT TEMPS NO RESTART ATTEMPT. LANDED SAFELY WITH NO INCIDENT. CONTACTED MFR, PERFORMED ENGINE INSP, REMOVED & INSPECTED ALL FUEL FILTERS & FLOW/DIVIDER. SUSPECT FUEL DELIVERY PROBLEM. VERIFIED NO BLOCKAGE AT P2T2 SENSE LINE PERFORMED ENGINE FLAMEOUT CHECK, NO DEFECTS NOTED. PERFORMED ENGINE RUNS, NO DEFECT NOTED. MFG FIELD ENGINEER INDICATES THAT ELECTRICAL SPIKE PRECIPITATED A SPURIOUS EGT ELEVATION, THAT REACHING PRESET TEMP, ACTIVATED AUTOMATIC FUEL FLOW REDUCTION TO PRECLUDE ENGINE OVERTEMP. RESULTING IN POWER LOSS & RESULTANT YAW, GIVING SENSATION OF FLAMEOUT. WITH A SPURIOUS EGT SPIKE, CREW FOLLOWED PROCEDURE IN SHUTTING DOWN ENGINE. IT APPEARS HIGHLY UNLIKELY THE TEMP SPIKE WAS ACCURATE OR THAT ENGINE ACTUALLY FLAMEDOUT OR SHUTDOWN AUTOMATICALLY. CONSENSUS OF OPINION IS THE CREWS ARE ON THE RT TRACK LOOKING FOR AN ELECTRICAL FAULT AS THE RAPIDLY FLUCTUATING EGT AFTER CYCLING GENERATOR ON GROUND POINTS TO A RESULTANT SPIKE IN CURRENT AS WELL. TROUBLESHOOTING THE WIRING HARNESSES ANYTHING THAT COULD PRECIPITATE THE PROBLEM IT IS NOT FELT EITHER COMPONENT CHANGE OR ENGINE CHANGE IS THE SOLUTION TO THE CURRENT PROBLEM.

EMERGENCY ACTION TAKEN DURING FLIGHT DUE TO A COMPONENT OR SYSTEM MALFUNCTION. AFTER DUAL ENGINE REPLACEMENT DUE TO MPI, ON TEST FLIGHT, CREW DISCOVERED DUAL FUEL OVERTEMP ANNUNCIATOR LIGHTS CAME ON. CREW DECLARED AN EMERGENCY AND RETURNED TO DEPARTURE WHERE THEY MADE AN UNEVENTFUL LANDING. FOUND BOTH ENGINES FUEL PUMPS BD. PN 307085057. NR 1 ENGINE FUEL PUMP; SN OFF MX378833, SN ON MX413446. NR 2 ENGINE FUEL PUMP; SN OFF MX445829, SN ON MX429061. ENGINE MODEL; TFE 731. NO VISIBLE DEFECTS WERE NOTED. FUEL PUMPS REMOVED WERE EXPECTED TO BE RETURNED TO MFG FOR TEARDOWN ANALYSIS. BOTH ENGINE FUEL PUMPS WERE REPLACED WITH OVERHAULED UNITS. NEW FUEL FILTERS INSTALLED. MAINTENANCE PROVIDER ACCOMPLISHED GROUND RUNS AND LEAK CHECKS IWTH ALL RESULTS SATISFACTORY. TEST FLIGHT ACCOMPLISHED WITH NO DEFECTS. (K)

ON SHORT FINAL TO KPDK, THE PLANNED DESTINATION, THE FLIGHT CREW DETECTED THAT THE HYDRAULIC FLUID LEVEL WAS DECREASING RAPIDLY. THE CREW DID NOT HAVE TIME TO DECLARE AN EMERGENCY AND LANDED. AS THE HYDRAULIC SYSTEM DEPLETED, THEY HAD RESIDUAL HYDRAULICS TO APPLY INITIAL BRAKING AND WERE ABLE TO STEER THE AIRCRAFT FROM THE ACTIVE BEFORE THE SYSTEM TOTALLY DEPLETED. AFTER DEPARTING THE ACTIVE, THEY DEPLOYED THE EMERGENCY BRAKING SYSTEM AND CAME TO REST WITHOUT FURTHER INCIDENT. MAINTENANCE DISCOVERED A RUPTURED HYDRAULIC HOSE FOR THE LT MAIN LANDING GEAR INBOARD DOOR ACTUATOR ON THE CLOSE PORT. THE HOSE WAS REPLACED, SYSTEM SERVICED AND BLED AND ALL OPERATIONAL CHECKS REQUIRED ACCOMPLISHED. THE AIRCRAFT WAS APPROVED FOR RETURN TO SERVICE ON 5/2/08.

UPON VR DEPARTING, RT ENGINE FAILED. DETECTED BY THE FLIGHT CREW AFTER HEARING (2) LOUD POPS FOLLOWED BY INCREASE OF ITT AND FUEL FLOW. ENGINE WAS SHUTDOWN AND AC RETURNED TO DEPARTURE UNEVENTFULLY. ENGINE REMOVED AND CURRENTLY IN TEARDOWN. A SUPPLEMENT WILL BE SUBMITTED, INCLUDING DETAILS IN SECTION 6, UPON DISCOVERY OF CAUSE OF FAILURE. SUPPLEMENTAL: ENGINE TEARDOWN REPORT RECEIVED. UNDER THE SUMMARY AND CONCLUSION, THEIR STATEMENT OF PROBABLE CAUSE OF DISTRESS IS AS FOLLOWS: HIGH TURBINE BLADE FAILURE: DAMAGE TO THE HOT SECTION OF THE ENGINE IS BELIEVED TO BE RELATED TO THE LIBERATION OF ONE HIGH TURBINE BLADE NEAR OR AT THE ROOT OF THE BLADE. DOWN STREAM DAMAGE OF THE TURBINE IS DUE TO LIBERATION OF THE HIGH TURBINE BLADE AND REMAINING BLADE RELEASE DAMAGE. ONCE THE BLADE WAS LIBERATED THE ROTOR ASSEMBLIES OF THE ENGINE BECAME SEVERELY UNBALANCED AND CAUSED NUMEROUS SECONDARY ROTOR FAILURES IN THE COMPRESSOR AND SUBSEQUENTLY METAL CONTAMINATION OF THE OIL SYSTEM." THE RECOMMENDED WORK SCOPE IS TO (CLEAN AND INSPECT; REPAIR OR REPLACE COMPONENTS AS NEEDED; RE-ASSEMBLE FOR TEST IAW RS AND OEM TESTING REQUIREMENTS.) WILL SEND THIS REPORT TO MFG SERVICE ENGINEERING FOR THEIR FORMAL INVESTIGATION AND POSSIBLE METALLURGICAL INSPECTIONS. THIS MAY TAKE UP TO (6) ADDITIONAL MONTHS FOR MFG TO COMPLETE THEIR INVESTIGATION.

ENGINE UNCOMMANDED RETURNED TO IDLE/AUTO-RELIGHT. R. UNCOMMANDED ROLLBACK TO IDLE CONDITION THEN AUTO RELIGHT. ENGINE RECOVERED AND (B ENGINE MAINT LTD MESSAGE REMAINED) ELECTRONIC ENGINE CONTROLLER (EEC) SUSPECT, SENT TO MFG FOR ANALYSIS. (K)

FUEL SYSTEM/FUEL DUMP SYSTEM AFFECTS FUEL FLOW OR LEAKAGE DURING FLIGHT. EMERGENCY ACTION TAKEN DURING FLIGHT DUE TO A COMPONENT OR SYSTEM MALFUNCTION. UPON ROTATION, THE LEFT FUEL FILTER LIGHT CAME ON. THE CREW ACTED FOLLOWING THE EMERGENCY PROCEDURE, DECLARED AN EMERGENCY AND LANDED. WHEN THE AC TAXIED TO TERMINAL, LINE PERSONNEL ALERTED THE CREW TO A SUBSTANTIAL LEAK COMING FROM THE CENTERLINE OF THE AC. ALERTED ON-CALL MAINTENANCE. UPON INVESTIGATION FOUND THE LT ENGINE FUEL LINE RUPTURED. DETERMINED BY APPLYING PRESSURE TO FUEL SYSTEM. THIS WAS NOT VISIBLE TO NAKED EYE. DUE TO STAINLESS BRADED COVERING ON THE LINE. ORDERED NEW LINE FROME MFG. RECEIVED NEW LINE, INSTALLED, LEAK CHECK GOOD.

DURING CHECK-C MAINT IN THE AFT CARGO COMPT FOUND CORROSION ON INTERCOSTAL AT STA 1309 TO 1322, BELOW THE LT CHAIR TRACK. REMOVED CORROSION PER SRM 51-10-3. INSTALLED FITTING PER DRAWING 3936595, ATTACHING INTERCOSTAL TO FORMER.

DURING CHECK-C MAINT IN THE AFT CARGO COMPT THE LT TIE DOWN TRACK WAS CORRODED FROM STA 1212 TO 1322. INSTALLED NEW TRACK PER SRM 51-30-2, AND 51-30-8. INSTALLED SPLICE PER SRM 53-05, FIG 4G.

DURING CHECK-C MAINT IN THE AFT CARGO COMPT THE RT TIE DOWN WAS CORRODED FROM STA 1212 TO 1322. REPLACED WITH NEW TRACK PER SRM 51-30-1, STA 1212 TO 1322.

DURING CHECK-C MAINT IN THE AFT CARGO COMPT FOUND FORMER CORRODED FROM LONGERON 28R TO 28L, STA 1271. REMOVED CORROSION PER SPM 6-80-1 AND SRM 51-10-3. REPAIRED PER SRM 53-03, FIG 2.

DURING CHECK-C MAINT FOUND CORROSION IN AFT CARGO COMPT ON FORMER FRAME AT STA 1322, FROM LONGERON 29L TO 29R. REMOVED CORROSION PER SRM 51-10-3. REPAIRED PER SRM 53-03, FIG 2A.

DURING CHECK-C MAINT THE AFT EMERGENCY DOOR (VAULT DOOR) THRESHOLD PLATE BELOW THE FLOOR LINE WAS HEAVILY CORRODED. REPAIRED AREA PER 51-10-3, 51-30-2, AND 51-30-8.

DURING CHECK-C MAINT THE FLOOR SUPPORT HAD A 4 INCH CRACK AT STA 927, LBL 44, BELOW THE OUTBOARD TRACK. INSTALLED BEAM PER DOUGLAS DRAWING 593056, P/N 9915527-505.

DURING CHECK-C MAINT THE AFT CARGO COMPT DOOR SILL WAS CORRODED AT STA 1155 TO 1212. INSTALLED NEW BEAM PER SPM 6-70-1, SRM 51-30-2 AND SRM 51-30-5. TREATED AREA PER SRM 51-10-3.

DURING CHECK-C MAINT, THE NUMBER 1 (LT OUTBOARD) FLOOR TRACK WAS CORRODED BEYOND LIMITS AT STA 797 TO 1003. REPLACED FLOOR TRACK PER SRM 51-30-1 AND SPM 6-70-01.

DURING CHECK-C MAINT FOUND FLOOR TRACK AT LBL 44, STA 1260 TO 1300, HAD CORROSION. REPLACED TRACK FROM STA 1041 TO 1309 PER SRM 53-05, FIG 4F.

DURING CHECK-C MAINT FOUND CORROSION ON FORMER FROM STA 1309 LONGERON TO LONGERON 29L. PREVIOUS FORMER SPLICE REMOVED. TREATED PER SPM 6-50-1 AND SRM 51-10-3. REINSTALLED SPLICE SECTION PER SRM 53-03, FIG 2A.

DURING CHECK-C MAINT FOUND CABIN FLOOR AT L-1 CABIN DOOR, THE OUTBOARD SUPPORT FOR FLOOR PANEL NUMBER 16 WAS CORRODED. REPLACED SUPPORT PER SPM 6-70-01.

DURING CHECK-C MAINT IN THE AFT CARGO COMPT FOUND CORROSION ON LONGERON 22L, STA 1290. REPLACED CORRODED SECTION OF LONGERON. SPLICED IN NEW SECTION PER SRM 53-02, FIG 18.

DURING CHECK-C MAINT THE FUSELAGE SKIN ALONG THE AFT SIDE OF THE FWD CARGO DOOR ENTRY WAY, STA 427, WAS BENT AND DAMAGED. BLENDED DAMAGED AREA PER SRM 51-02-E. ACCOMPLISHED NDT AND NO CRACKS FOUND PER PART 6-51-00-03. DOUBLER INSTALLED PER SRM 53-05, FIG 82.

DURING CHECK-C MAINT IN THE FWD CARGO COMPT FOUND THE FLOOR TO AFT BULKHEAD SUPPORT WAS CRACKED IN THE RADIUS, STA 541 AND LONGERON 29L. REPLACED CRACKED ANGLE PER 51-30 AND 51-10-3, USING ORIGINAL TYPE FASTENERS.

DURING CHECK-C MAINT THE LT TIE DOWN TRACK WAS CORRODED IN THE MID CARGO COMPT AT STA 636 TO 693. REPLACED TRACK FROM STA 514 TO 790 PER SRM 53-05, FIG 6, AND SRM 51-30 AND 51-6.