Guardian Flight, LLC.

Operated by GUARDIAN FLIGHT LLC (per NTSB report)

Operated by GUARDIAN FLIGHT LLC (per NTSB report)

The pilot’s loss of control due to spatial disorientation while operating in night instrument meteorological conditions, which resulted in an in-flight breakup. Contributing to the accident was the disengagement of the autopilot for undetermined reasons, as well as the operator’s insufficient flight risk assessment process and lack of organizational oversight.

Operated by GUARDIAN FLIGHT LLC (per NTSB report)

Guardian Flight’s inadequate pilot training and performance tracking, which failed to identify and correct the pilot’s consistent lack of skill, and which resulted in the pilot’s inability to maintain his position inflight using secondary instruments to navigate when the airplane’s electronic attitude direction indicator failed, leading to his spatial disorientation and subsequent loss of control. Contributing to the accident was the lack of a visible horizon during dark night overwater conditions and the pilot’s failure to declare an emergency with air traffic control.

Operated by Guardian Flight, Llc (per NTSB report)

A collision with a deer while landing at night.

Operated by Guardian Flight LLC (per NTSB report)

A loss of control for reasons that could not be determined based on the available information.

Operated by Guardian Flight LLC. (per NTSB report)

An autopilot deviation during climb for undetermined reasons, which resulted in an in-flight upset and loss of airplane control. Contributing to the accident was the pilot’s failure to adequately monitor flight systems due to a distraction.

Operated by GUARDIAN FLIGHT (per NTSB report)

The unauthorized operation of the helicopter by a non-certificated and unqualified individual who failed to maintain helicopter control.

Sanction: $9,625 · case closed 2017-11-30

Part: COMPUTER — FAILED (STICK SHAKER) · airframe 9,523 hrs · 10,970 cycles

PUSHER/SHAKER MALFUNCTION. CAWS PUSHER ADVISORY, AUDIO AND SHAKER ACTIVATED UPON TAKEOFF WITH AOA INDICATING "SLOW DIAMOND." PUSHER DID NOT ACTIVATE. ALL PERFORMANCE AND PROFILE NORMAL. FAULT CONTINUED UNTIL LANDING. PILOT ATTEMPTED PUSHER TEST IN FLIGHT AND PULLED PUSHER CB. DIVERTED TO KBIH.

Part: SHUTOFF VALVE — FAILED (ZONE 500) · airframe 6,396 hrs · 5,391 cycles

LEFT BLEED AIR FAIL LIGHT ILLUMINATED DURING CLIMB OUT OF BFI. EMERGENCY PROCEDURE CHECK FOR THIS CLEARED, THEN WARNING LIGHT RETURNED. LEFT BLEED AIR VALVE WAS PLACED IN THE PNEUMATIC AND OFF POSITION. LIGHT THEN CONTINUED AT FLIGHT LEVEL 300. APPROXIMATELY 30 MINUTES AFTER TAKE OFF, THE LEFT BLEED AIR LIGHT FAIL LIGHT WAS ILLUMINATED AGAIN WITH THE BLEED AIR VALVE SWITCH IN THE NEUTRAL POSITION. THE CREW REVIEWED THE EP AGAIN AND RETURNED TO BFI. PILOT IN COMMAND DECLARED AN EMERGENCY WITH ATC. LEFT BLEED AIR LIGHT EXTINGUISHED WITH POWER REDUCTION DURING DECENT.

Part: FCU — FAULTED (LT ENGINE) · airframe 9,473 hrs · 11,808 cycles

DURING CRUISE FLIGHT, LEFT ENGINE STARTED TO SURGE THEN LOST PARTIAL POWER. DECLARED EMERGENCY WITH ATC AND PROCEEDED DIRECT TO KPHX UTILIZING ASYMMETRIC THRUST. PERFORMED A NORMAL LANDING.

Part: DOWNLOCK SWITCH — FALSE INDICATION (ZONE 700) · airframe 8,380 hrs · 8,075 cycles

RIGHT MAIN LANDING GEAR FALSE INDICATION, DECLARED AN EMERGENCY.

Part: LANDING GEAR — NO INDICATION (ZONE 700) · airframe 8,068 hrs · 10,556 cycles

ON APPROACH TO KGUP, PILOT SELECTED THE MLG HANDLE TO THE DOWN POSITION, THE LT MLG INDICATOR LIGHT DID NOT ILLUMINATE. PILOT PERFORMED A GO-AROUND & CLIMBED TO A SAFE ALTITUDE NORTH OF THE AIRPORT TO TROUBLESHOOT. PILOT CONTACTED THE COMMS CENTER & MAINTENANCE CONTROL. PILOT COMPLETED ABNORMAL PROCEDURES CHKLIST FOR MLG MANUAL EXTENSION - LIGHT DID NOT ILLUMINATE. PILOT, OPTED TO DIVERT TO KABQ. PILOT CONTACTED ABQ CENTER, DECLARED AN EMERGENCY, & PROCEEDED VFR TO KABQ. ON ARRIVAL AT KABQ, PILOT PERFORMED AN INSPECTION PASS FOLLOWED BY A FULL-STOP LANDING ON RUNWAY 8 - WITHOUT INCIDENT. ACFT WAS SHUTDOWN ON RUNWAY WHERE IT WAS THEN TOWED BY MAINT PERSONNEL TO A HANGAR FOR INSPECTION AND REPAIR.

Part: MOTOR — FAULTED (ZONE 500) · airframe 9,057 hrs · 9,848 cycles

FLYING A NORMAL APPROACH TO LANDING INTO DEADHORSE. AT THE FINAL APPROACH FIX JUST BEFORE DECENT I PULLED THE GEAR HANDLE DOWN. THE GEAR DID NOT EXTEND AND THE GEAR CIRCUIT BREAKER POPPED. I RESET THE BREAKER ONCE AND TRIED THE GEAR HANDLE AGAIN. GEAR FAILED TO EXTEND AND THE BREAKER POPPED AGAIN. I DECLARED AN EMERGENCY WITH ATC. I WENT MISSED AND PERFORMED THE APPROPRIATE CHECKLISTS IN THE HOLD MANUALLY PUMPING DOWN THE GEAR. ONCE COMPLETED I DID ANOTHER LOW APPROACH FOR VISUAL VERIFICATION OF GEAR STATUS GOING MISSED. I LANDED ON MY THIRD APPROACH WITHOUT INCIDENT.

Part: VENT LINE — LEAKING (ZONE 700) · airframe 7,122 hrs · 6,119 cycles

LOUD SQUEAL STARTED AFTER ABOUT 35 MINUTES OF FLIGHT. MEDIC CAME TO COCKPIT TO ASSIST IN LOCATING NOISE. HE WAS UNABLE TO IDENTIFY THE LOCATION. NOISE SOUNDED LIKE IT WAS ON THE RIGHT SIDE OF THE CABIN AFT OF THE COPILOT SEAT. SHORTLY AFTER, THE MASTER WARNING AND LT BLD AIR FAIL LIGHT ILLUMINATED. I EXECUTED THE UNDERLINED STEP OF THE EP AND NOTIFIED ATC REQUESTING RTB TO PASI. ATC CLEARED US DIRECT TO BKA. I INITATED THE TURN AND THEN COMPLETED THE EP. L BL AIR FAIL REMAINED ILLUMINATED. PRESSURIZATION REMAINED NORMAL NO DECENT WAS INITIATED. DURING DESCENT, AT 7500 MSL, THE RIGHT CABIN VENT WINDOW ALSO BEGAN TO LEAK. CABIN BEGAN DEPRESURIZING AT 1500 FPM. I ENLISTED THE ASSISTANCE OF ONE OF THE MEDICAL CREW TO HELP LOCATE THE NOISE. MEMORY ITEM WAS EXECUTED IMMEDIATELY, THEN THE CHECKLIST WAS DELAYED AS WE NEEDED TO INITATE A TURN PRIOR TO ENTERING CANADIAN AIRSPACE AND CONTROLLER CHANGE. CHECKLIST ITEMS WERE COMPLETED AND PRESSURIZATION WAS NORMAL. ATTEMPTED TO CONTACT ACC ON SATCOM.

Part: ALTIMETER — FAILED (ZONE 200) · airframe 8,032 hrs · 10,817 cycles

CLIMBING THROUGH 190 THE PILOT SIDE ALTIMETER FAILED, ON DECENT IT STARTED WORKING AGAIN UPON REACHING 17,000. DECLARED AN EMERGENCY TO ATC.

Part: CLEVIS — UNSERVICEABLE (ZONE 700) · airframe 7,396 hrs · 6,188 cycles

WHILE PUTTING THE GEAR DOWN APPROACHING THE RUNWAY, WE DID NOT GET THREE GREEN. FAILED TO GET RIGHT MAIN DOWN INDICATION. GOT DELAYED VECTORS, RAN CHECKLISTS. DID MANUAL GEAR EXTENSION, GOT THREE GREEN AT THAT POINT. DECLARED EMERGENCY AND LANDED WITHOUT EVENT.

Part: ALTIMETER — INOPERATIVE (ZONE 200) · airframe 7,909 hrs · 10,746 cycles

NR 1 ALTIMETER FAILED DURING DESCENT INTO GUP FROM FL230.

Part: RELAY — FAILED (ZONE 100) · airframe 9,722 hrs · 11,756 cycles

VFR LANDING PHASE, ON BASE LEG FOR RUNWAY 32 AT XWA. COMMANDED GEAR DOWN. MAIN GEAR LOWERED & LOCKED INTO PLACE. VERIFIED 2 GREEN LIGHTS. NOSE GEAR REMAINED RED, UNSAFE/TRANSIENT POSITION. TURNED ACFT TO FINAL APPROACH & NOSE GEAR REMAINED RED, & AMBER HYD CAWS INDICATOR ILLUMINATED. DISCONTINUED APPROACH. ANNOUNCED MY INTENTIONS. IDENTIFIED APPROPRIATE CIRCUIT BREAKER & PULLED IT IAW THE CHECKLIST. PULLED THE LANDING GEAR EMERGENCY EXTENSION PROCEDURE & UNSTOWED THE HAND PUMP. AS THE AIRCRAFT SLOWED BETWEEN 110 AND 115 IAS THE NLG LOCKED IN PLACE & INDICATED GREEN. LANDED WITHOUT INCIDENT AND TAXIED TO FBO RAMP. AFTER SHUTDOWN ASKED CREW IF ANY OF THEM HEARD THE HYD MOTOR ACTIVATED. THEY DID NOT.

Part: DOWNLOCK SWITCH — FAILED (ZONE 700) · airframe 8,500 hrs · 9,301 cycles

LANDING GEAR NOSE WHEEL DOWN LIGHT EXTINGUISHED ON SHORT FINAL IN KENAI. WENT MISSED, CYCLED THE GEAR TWICE, GOT THE LIGHT BACK, WHICH THEN EXTINGUISHED ON SHORT FINAL AGAIN. THEN DECLARED AN EMERGENCY, PERFORMED THE ALTERNATE GEAR EXTENSION CHECKLIST VIA QRH, AND PERFORMED A LOW PASS FOR GEAR INSPECTION. NOTICED THAT THE AURAL WARNING TOO LOW, GEAR SOUNDED. THE NOSE WHEEL LIGHT WOULD ILLUMINATE WHEN WE PUMPED THE GEAR HANDLE, BUT THEN WOULD EXTINGUISH ONCE WE STOPPED PUMPING. LANDED WITHOUT INCIDENT ON THE SECOND APPROACH INTO ANC. QRH CHECKLIST FOR ALTERNATE GEAR EXTENSION, EMERGENCY DECLARED, LOW APPROACH TO VERIFY GEAR POSITION. ENGINE SHUTDOWN WHILE HOLDING THE NOSE UP UPON TOUCHDOWN.

Part: OUTFLOW VALVE — FAILED (ZONE 100) · airframe 6,964 hrs · 6,017 cycles

RAPID DECOMPRESSION AT FL310, IMMEDIATE LOSS OF CABIN PRESSURE TO A CABIN ALTITUDE AROUND 17,000 FT. DIFFERENTIAL SLOWLY DECREASED FROM THERE UNTIL THE DIFFERENTIAL WAS AT ZERO. WE WERE REQUIRED TO USE THE OXYGEN MASKS AND DESCEND TO 10,0000 FT. DURING DECENT IT WAS FOUND THAT THE CO-PILOT MIC IN THE OXYGEN MASK WAS NOT WORKING.

Part: LANDING GEAR — FAILED (RT MLG) · airframe 12,872 hrs · 18,485 cycles

ON APPROACH TO LAND IN FNL, PUT GEAR HANDLE IN DOWN POSITION. HEARD AND FELT THE GEAR MOVE. INDICATOR LIGHTS SHOWED NOSE AND LT MAIN GEAR DOWN, BUT NOT RT MAIN. BROKE OFF APPROACH AND RECEIVED VECTORS AND A SAFE ALTITUDE FROM ATC. FOLLOWED LANDING GEAR MANUAL EXTENSION CHECKLIST. AFTER 120 PUMPS OF GEAR HANDLE, RECEIVED A GREEN LIGHT FOR THE RT MAIN. CONTINUED TO APA & LANDED WITH NO OTHER ISSUES.

Part: DOWNLOCK SWITCH — FAULTY (ZONE 700) · airframe 5,972 hrs · 5,073 cycles

TOOK OFF PAJN FOR PANC ABOUT 1823 LCL. WHILE ON A 6 MILE FINAL EXTENDED THE LANDING GEAR AND FAILED TO GET A L MAIN LANDING GEAR INDICATION ON THE LANDING GEAR ANNUNCIATOR. CONTINUED INBOUND & TOLD TOWER WOULD LIKE THEM TO LOOK AT THE LT MAIN GEAR ON A LOW PASS AND WOULD JOIN THE DOWNWIND AND RETURN FOR LANDING AFTER COMPLETING A CHECKLIST. WHEN ON APPROXIMATELY 2 MILE FINAL, L ANNUNCIATION ILLUMINATED. TOWER NOTED NO ANOMALIES ON PASS BY. OPTED TO LEAVE GEAR DOWN ON THE GO-AGROUND, AFTER NOW HAVING 3 GREEN INDICATIONS. JOINED THE DOWNWIND & COMPLETED THE CHECKLIST. I OPTED TO COMPLETE THE MANUAL EXTENSION CHECKLIST FOR NO GREEN ANNUNCIATION. DECLARED AN EMERGENCY WITH THE TOWER AND LANDED UNEVENTFULLY.

Part: DOWNLOCK SWITCH — FAULTED (ZONE 700) · airframe 7,823 hrs · 10,194 cycles

DESCRIPTION OF SERVICE DIFFICULTY: RETURNING TO OUR BASE (ABQ), WE WERE ON A VISUAL APPROACH TO RUNWAY 3 IN CLEAR & CALM CONDITIONS. LANDING GEAR WAS SELECTED DOWN AND L GEAR INDICATOR FAILED TO ILLUMINATE AND PUMP CONTINUED TO RUN. I INFORMED MY CREW AND LET ALBUQUERQUE TOWER KNOW I'D NEED VECTORS OR A HOLD TO TROUBLE SHOOT. I WENT AROUND AND RETRACTED THE GEAR, CLIMBED TO 9000 FT AND GOT SET UP IN STABLE CRUISE FLIGHT WITH AUTOPILOT ENGAGED AT 140KTS. CYCLED THE GEAR AGAIN. THIS TIME THE LANDING GEAR CAME DOWN NORMALLY AND WE HAD THREE GREENS. I LET TOWER KNOW WE WOULD LIKE TO PROCEED INBOUND AND WE COMPLETED A NORMAL LANDING. DURING POST FLIGHT I NOTICED NO OBVIOUS DEFECTS. MAINTENANCE WAS NOTIFIED AND AIRCRAFT WRITTEN UP. CORRECTIVE ACTION: REMOVED DOWN LOCK SWITCH ON MLG P/N: 90-361037-13 S/N: 11668752A INSTALLED NEW P/N: 90-361037-13 S/N: 12149160C. PERFORMED MULTIPLE GEAR SWINGS, FUNCTIONAL CHECKED GOOD. ALL WORK DONE IAW SMM 32-61-00 & 32-61-07. NO FURTHER DEFECTS NOTED. RELEACED FOR OCF. OCF FOUND TO BE SATISFACTORY.

Part: CHECK VALVE — FAULTED (ZONE 500 FUEL) · airframe 17,658 hrs · 15,189 cycles

DURING CRUISE LT FUEL PRESSURE LIGHT ILLUMINATED. LT FUEL FLOW GAUGE ERRATIC. TURNING ON LT STNDBY PUMP HAD NO EFFECT ON FUEL FLOW. LT ENG BEGAN SPOOLING DOWN ON IT'S OWN. SECURED ENG IAW CHKLST. NO EXTERNAL ABNORMALITIES, LEAKS, SMOKE, FUMES, OR FLAMES NOTED. CONDUCTED SINGLE ENG LANDING WITHOUT INCIDENT. OUT OF CAUTION, DECLARED EMERGENCY, CONTACTED AK COMMS CENTER ON SATPHONE TO INFORM THEM OF SITUATION. PERFORMED DETAILED INSPECTION OF LT WING & NACELLE FUEL TANKS, FUEL VENTING SYS, FUEL FILTERS, & LT ENGINE FUEL SYS. FOUND LT WING OTBD AFT FUEL VENT CHK VALVE INTERNAL SPRING MISSING. PERFORMED MULTIPLE GROUND RUNS & OPS CHECK FLTS WITH NO DEFECTS OR ANOMALIES NOTED.

Part: WARNING MESSAGE — ILLUMINATED (ENGINE) · airframe 6,909 hrs · 5,557 cycles

ON DEPARTURE FROM KPAE TO PAKT CLIMBING THROUGH 12,000' MEDICS COMPLAINED OF BURNING SMELL, THEN SMELL WENT AWAY VERY SHORTLY AFTER. CONTINUED CLIMB AND THEN AT ABOUT FL200, GOT MASTER WARNING "RIGHT ENGINE FIRE" AND ASSOCIATED CAS MESSAGE. ACCOMPLISHED MEMORY ITEMS, FIRE INDICATIONS EXTINGUISHED AFTER ABOUT 12 SECONDS. PILOTS CHOSE TO SHUTDOWN AND SECURE RIGHT ENGINE, DECLARED AN EMERGENCY, AND RETURNED TO KPAE LANDING SINGLE ENGINE WITHOUT INCIDENT.

Part: ENGINE — WARNING MESSAGE (ZONE 400) · airframe 6,909 hrs · 5,557 cycles

ON DEPARTURE FROM KPAE TO PAKT CLIMBING THROUGH 12,000' MEDICS COMPLAINED OF BURNING SMELL, THEN SMELL WENT AWAY VERY SHORTLY AFTER. CONTINUED CLIMB AND THEN AT ABOUT FL200, GOT MASTER WARNING RIGHT ENGINE FIRE AND ASSOCIATED CAS MESSAGE. ACCOMPLISHED MEMORY ITEMS, FIRE INDICATIONS EXTINGUISHED AFTER ABOUT 12 SECONDS. PILOTS CHOSE TO SHUTDOWN AND SECURE RIGHT ENGINE, DECLARED AN EMERGENCY, AND RETURNED TO KPAE LANDING SINGLE ENGINE WITHOUT INCIDENT.

Part: CIRCUIT BREAKER — TRIPPED (ZONE 200) · airframe 11,204 hrs · 12,781 cycles

AFTER TAKEOFF, USED THE GEAR HANDLE TO PULL THE GEAR UP AND SHORTLY AFTER THE HYD CAWS MESSAGE ILLUMINATED AND THE NOSE GEAR INDICATOR WAS RED. RAN EMERGENCY CHECKLIST AND RECEIVED 3 GREEN LIGHTS AFTER TWO PUMPS OF THE EMERGENCY GEAR HANDLE AND PROCEEDED TO LAND. FOUND HYD CTL CIRCUIT BREAKER OPEN. RESET C/B AND PERFORMED FUNCTION TEST OF LANDING GEAR. NO DEFECTS NOTED. INSPECTED HYDRAULIC SYSTEM FOR LEAKS AND PROPER SERVICING. NO DEFECTS NOTED. WORK PERFORMED REF AMM 12-A-32-30-00-00A-903A-A.

Part: MOTOR — FAILED (ZONE 100) · airframe 8,458 hrs · 10,042 cycles

AC AIR SEEMED TO BE PUTTING OUT AMBIENT OAT. 10 MINUTES LATER THE VENT DUCT AIR STOPPED BLOWING AIR. I NOTICED CB HAD POPPED (TEMP CB). I PUSHED BACK IN AND POPPED AGAIN. I TURNED CABIN CONTROLLER FROM AUTO TO OFF. PUSHED CB BACK IN AND FAN STARTED WORKING (VENT BLOWER ON HIGH). I TRIED A/C IN AUTO ON GROUND ON CB POPPED AGAIN.

Part: MOTOR — SHORTED (ZONE 100) · airframe 9,134 hrs · 11,035 cycles

AIR CONDITIONER QUIT BLOWING IN ROUTE TO HNL LOAD METER NOT SHOWING LOAD.

Part: MOTOR — FAULTED (ZONE 100) · airframe 7,581 hrs · 9,868 cycles

DURING OUR CLIMB, PILOT NOTED THAT THE AIR CONDITIONING HAD NOT ACTIVATED AT ALL.

Part: FRAME — CRACKED (ZONE 100) · airframe 12,542 hrs · 16,720 cycles

CRACKS FOUND IN FUSELAGE FRAME LT SIDE AT FS 177.0 DURING FUSELAGE PRESSURE VESSEL INSPECTION.

Part: SAFETY SWITCH — UNSERVICEABLE (ZONE 700) · airframe 4,760 hrs · 5,629 cycles

AFTER TAKING OFF OUT OF KRQE, THA LANDING GEAR DID NOT RETRACT AFTER BRINGING THE LANDING GEAR HANDLE UP. I STILL HAD 3 GREENS. AFTER SPEAKING WITH OUR PILOT MANAGER ON CALL (PMOC) AND MAINTENANCE MANAGER ON CALL (MMOC) BY SAT PHONE I DECLARED AN EMERGENCY. PRIOR TO LANDING I BROUGHT THE GEAR HANDLE BACK TO THE DOWN POSITION AND MADE A NORMAL LANDING.

Part: MOTOR — INOPERATIVE (ZONE 100) · airframe 6,094 hrs · 9,290 cycles

AIR CONDITIONING STOPPED WORKING EN ROUTE TO HNL. REPLACED MOTOR WITH NEW MOTOR.

Part: FLAP TRACK — CRACKED (ZONE 500)

LH OB FLAP TRACK CRACKED

Part: FLAP TRACK — CRACKED (ZONE 600) · airframe 7,472 hrs · 9,725 cycles

ON PREFLIGHT, THE PILOT NOTICED THE RH OUTBOARD FLAP SEEMED LOSE. WE HAD A MECHANIC INSPECT THE OUT OF SERVICE EVENT AND FOUND THE OUTBOARD FLAP TRACK CRACKED.

Part: FLAP TRACK — CRACKED (ZONE 600) · airframe 7,472 hrs · 9,725 cycles

ON PREFLIGHT THE PILOT NOTICED THE RH OUTBOARD FLAP SEEMED LOOSE. WE HAD A MECHANIC INSPECT THE OUT OF SERVICE EVENT AND FOUND THE OUTBOARD FLAP TRACK CRACKED

Part: AUTOPILOT SYS — MALFUNCTIONED · airframe 7,421 hrs · 9,652 cycles

DISCREPANCY: ON CLIMB OUT AP DISCONNECTED ON IT'S OWN WITH AFCS FAIL AND AP FAIL MESSAGES. FOR THE REMAINING 25 MINUTES OF THE FLIGHT THE FAIL MESSAGES EXTINGUISHED AND CAME BACK ~ 15 TIMES. NO CIRCUIT BREAKERS WERE PULLED. PERFORMED PRE-FLIGHT TEST (PFT) IAW GFC 600 AFCS PART 23 AML STC MM SECTION 9.3. GROUND FUNCTIONAL TEST DONE WITH SATISFACTORY RESULTS. DATA LOG AND ASSET LOG DOWNLOADED IAW GFC 600 AFCS PART 23 AML STC MM SECTION 8.4. DATA DOWNLOADS SENT TO MANUFACTURER. NO DEFECTS NOTED.

Part: DISPLAY — FROZEN (ZONE 200) · airframe 7,956 hrs · 8,472 cycles

EIS GAUGES: TRQ, ITT, NG, FUEL QTY AND FL/H USED ALL FROZE. THIS PROBLEM WAS INTERMITTENT AT FIRST, THEN THE LAST 15 MINUTES, THE GAUGES FROZE.

Part: MOTOR — SPARKS (A/C PACK) · airframe 8,922 hrs · 10,680 cycles

AIR CONDITIONER STARTED SPARKING RIGHT BEFORE LANDING.

Part: DOWNLOCK SWITCH — FAULTED (ZONE 700) · airframe 7,973 hrs · 10,832 cycles

ON APPROACH THE RH MLG DID NOT LOCK DOWN AND SHOW A GREEN LIGHT WHEN EXTENDED. THE GEAR WAS CYCLED BUT THERE WAS NO CHANGE IN INDICATIONS. MANUAL GEAR EXTENSION PROCEDURES WERE USED AND THREE GREEN LIGHTS WAS ACHIEVED BEFORE LANDING. R&R AND ADJUSTED RH DOWNLOCK SWITCH OPS CHECK GOOD, OCF SATISFACTORY

Part: HUB — CRACKED (ZONE 700) · airframe 8,920 hrs · 10,677 cycles

RIGHT LANDING GEAR HUB CRACKED AT BRAKE-CALIPER MOUNTING BOLT HOLE.

Part: WIRE — DAMAGED (ZONE 700) · airframe 7,938 hrs · 10,773 cycles

LANDING GEAR WOULD NOT EXTEND, LANDING GEAR C/B TRIPPED PUMPED GEAR DOWN AND RETURNED TO HNL, ( ACTION TAKEN ) PUMPED HANDLE BEFORE LANDING TO INSURE GEAR WAS DOWN

Part: MOTOR — SHORTED (COMPRESSOR DRIVE) · airframe 8,878 hrs · 10,608 cycles

AIR CONDITIONER WILL NOT TURN ON. REPLACED A/C COMPRESSOR DRIVE MOTOR WITH O/H MOTOR OP CHECK GOOD

Part: INDICATOR — NO INDICATION (NLG)

THE NOSEWHEEL GEAR DOWN INDICATOR LIGHT FAILED TO ILLUMINATE. THE ACTUAL NOSEWHEEL HAD COME DOWN AND LOCKED, BUT WITH NO INDICATION TO THE PILOT OF ITS STATUS, AND EMERGENCY WAS DECLARED. THE PLANE LANDED WITHOUT INCIDENT.

Part: MOTOR — SHORTED (ZONE 200) · airframe 5,877 hrs · 8,951 cycles

AIR CONDITIONER INOP

Part: SWITCH — FAILED (ZONE 700) · airframe 17,035 hrs · 16,236 cycles

ONCE WERE ON VISUAL APPROACH IN ANCHORAGE, I SELECTED THE GEAR LEVER DOWN. THE PLANE'S NOSEWHEEL FAILED TO ILLUMINATE GREEN. AFTER VERIFYING THAT IT WASN'T A BULB BURNT OUT, WE PERFORMED A FLYBY, AND TOWER STATED THAT THE GEAR APPEARED TO BE DOWN. WE CYCLED THE GEAR TWICE MORE WITH SAME RESULTS. AFTER THIS, I MANUALLY PUMPED DOWN THE GEAR, AT WHICH TIME THE NOSEWHEEL LIGHT INTERMITTENTLY BLINKED, BUT FAILED TO STAY ON. AN EMERGENCY WAS DELCARED, AND WE LANDED ON RWY 15 WITHOUT INCIDENT. CONSIDERING THAT THE NOSEWHEEL WAS POTENTIALLY UNLOCKED, WE ELECTED TO STOP ON TAXIWAY MIKE AND REQUESTED A TOW TO THE HANGAR.

Part: MOTOR — INOPERATIVE (COMPRESSOR DRIVE) · airframe 5,830 hrs · 8,872 cycles

ENROUTE FROM KOA TO HNL THE AIR CONDITIONING FAILED.

Part: MOTOR — INOPERATIVE (ZONE 700) · airframe 9,087 hrs · 12,160 cycles

DISCREPANCY: LANDING GEAR FAILED TO EXTEND ON APPROACH. CORRECTIVE ACTION: POWER WAS REACHING THE MOTOR WITH NO ACTUATION OF THE SYSTEM. REPLACED MOTOR W/ OVERHAULED UNIT. REPLACED POWER PACK & LIQUID LEVEL SENSOR ALONG WITH MOTOR REPLACEMENT. FUNCTION & LEAK CHECK OF ENTIRE SYSTEM PERFORMED W/ NO DISCREPANCIES NOTED. PART TIME UNKNOWN.

Part: MOTOR — SHORTED (A/C PACK) · airframe 7,345 hrs · 6,402 cycles

ON INITIAL CLIMB OUT SPARKS WERE OBSERVED ALONG THE LEFT SIDE OF THE AIRCRAFT. IT WAS NOT OBSERVED TO BE COMING FROM THE ENGINE. THE CABIN MODE CONTROLLER WAS SELECTED TO AUTO WHEN SPARKS WERE OBSERVED. THE CABIN MODE CONTROLLER WAS SELECTED TO OFF AND NO SPARKS WERE OBSERVED. A RETURN TO HNL WAS REQUESTED AND LANDING COMPLETED WITHOUT INCIDENT. FOUND AIR CONDITIONING COMPRESSOR DRIVE MOTOR SHORTED AND SPARKING. REPLACED DRIVE MOTOR WITH OVERHAULED UNIT. REPLACED DRIVE BELTS WITH NEW. FUNCTION CHECK SATISFACTORY.

Part: DOUBLER — CRACKED (ZONE 200) · airframe 11,714 hrs · 17,353 cycles

TWO CRACKS FOUND AT APPROXIMATELY STATION 196.25 ON FWD DOUBLER AND DOUBLER ASSOCIATED WITH EMERGENCY EXIT DOOR FRAME FORWARD BULKHEAD LOWER CORNER. DAMAGE APPEARS TO HAVE OCCURED DUE TO THE EMERGENCY DOOR BEING FORCED CLOSED WITH AN UNKNOWN OBJECT BEING FORCED AGAINST THE PROTRUDING EDGES OF THE DOUBLERS. THE ASSOCIATED BULKHEAD WAS NOT DAMAGED.

Part: HEATER — OVERTEMP (ZONE 200) · airframe 8,860 hrs · 10,869 cycles

WE HAD JUST LEVELED OFF AT 14,000' FOR CRUISE WHEN THE MED CREW REPORTED SMOKE AND THE SMELL OF SOMETHING BURNING IN THE CABIN. I LOOKED AND THERE WASN'T MUCH SMOKE, BUT IT WAS THERE. I COULD BARELY SMELL IT IN THE COCKPIT BUT IT APPEARED TO BE THICKER IN THE CABIN. THEY SAID IT KIND OF SMELLED LIKE A CROSS BETWEEN ELECTRICAL AND OVERHEATING HEATER. THEY WERE UNABLE TO LOCATE WHERE IT WAS COMING FROM. I TURNED THE HEAT ALL THE WAY DOWN AND THE SMOKE SEEMED TO DISSIPATE AFTER A FEW MINUTES. WE WERE OVER HALFWAY AT THAT POINT SO WE ELECTED TO CONTINUE ON TO KWRL. CORRECTIVE ACTION: WITH THE CABIN TEMP MODE AND VENT BLOWER IN “AUTO”, ELECTRIC GROUND HEAT IN “NORMAL”, AND THE CABIN TEMP SET TO “HIGH”, AND THE COCKPIT VENTS CLOSED AND CABIN AIR SET TO FULL DECREASE, EXCESSIVE HEAT AND MINIMAL AIR FLOW WAS FOUND AT THE REGISTERS. THIS CONFIGURATION MATCHED THE CONFIGURATION OF THE FLIGHT THAT PRODUCED A BURNING SMELL AND SMOKE. IN THIS CONFIGURATION ON THE GROUND, THE SMELL OF HOT PLASTIC WAS APPARENT, BUT THE CONFIGURATION WAS CHANGED BEFORE ANY SMOKE WAS PRODUCED. THE LIGHT SMOKE PRODUCED DURING FLIGHT WAS LIKELY THE RESULT OF FUZZ, LINT, AND OR DUST BUILT UP IN THE DUCTS, VALVES, AND PLENUM BEING EXPOSED TO THE HIGH HEAT OF THE ENVIRONMENTAL PLUMBING. INCREASING CABIN AIR AND OPENING COCKPIT VENTS IMMEDIATELY CAUSED THE TEMPERATURES AT THE REGISTERS TO DECREASE AND DISSIPATED THE HOT PLASTIC SMELL. THE CAUSE OF THE DISCREPANCY WAS FOUND TO BE CALLING FOR HIGH HEAT WITH ALL COCKPIT VENTS CLOSED AND CABIN AIR SET TO FULL DECREASE. NO DEFECTS FOUND AT THIS TIME.

Part: MOTOR — FAILED (ZONE 100) · airframe 10,319 hrs · 15,187 cycles

DISCREPANCY: DURING DESCENT, NOTICED SPARKS FLYING BY PILOT WINDOW FROM WHAT APPEARED TO BE THE LEFT SIDE OF NOSE. CORRECTIVE ACTION: REMOVED DEFECTIVE MOTOR AND REPLACED WITH OVERHAULED UNIT. OPERATIONAL CHECK FOUND SATISFACTORY.

Part: MOTOR — INOPERATIVE (AVIONICS BAY) · airframe 7,753 hrs · 10,453 cycles

AIR CONDITIONING NOT BLOWING COLD AIR IN AUTO OR MANUAL MODE. CORRECTIVE ACTIONS: REPLACED MOTOR WITH OVERHAULED. NOTE: AMT STATED THERE WAS A HOLE IN THE REMOVED MOTOR.

Part: DPU — INTERMITTENT (ZONE 200) · airframe 8,811 hrs · 10,808 cycles

DISCREPANCY: SHORTLY AFTER TAKE OFF DPU FAIL INDICATION DISPLAYED ON BOTH EFIS SCREENS, THEN A FEW SECONDS LATER BOTH SCREENS WENT COMPLETELY BLANK EXCEPT FOR DPU FAIL MESSAGE. ABOUT TEN SECONDS LATER THE FAILURE INDICATIONS RESOLVED. CORRECTIVE ACTION: REMOVED DPU AND CLEANED CONNECTORS, OPS CHECK SATISFACTORY.

Part: MOTOR — FAILED (AC COMPRESSOR) · airframe 4,303 hrs · 4,987 cycles

A/C INOP IN BOTH AUTO AND MAN COOL. SMELL OF BURNING RUBBER AFT OF WING ROOT ON PILOT'S SIDE. NO SMELL FROM EITHER LANDING GEAR OR NOSE COMPARTMENT.

Part: MOTOR — FAILED (AC COMPRESSOR) · airframe 4,303 hrs · 4,987 cycles

A/C INOP IN BOTH AUTO AND MAN COOL. SMELL OF BURNING RUBBER AFT OF WING ROOT ON PILOT'S SIDE. NO SMELL FROM EITHER LANDING GEAR OR NOSE COMPARTMENT.

Part: MOTOR — DEFECTIVE (AIR CON CMPRESSR) · airframe 7,946 hrs · 10,922 cycles

AIR CONDITIONER MOTOR FAILED.