COLEMAN JET, LLC

DURING VISUAL INSPECTION IT WAS NOTED THAT THE STARTER-GENERATOR BRUSHES WERE WORN TO NEAR 1/4 LIFE REMAINING MARKS. UPON REVIEWING THE HISTORY ON THIS STARTER-GENERATOR IT WAS DISCOVERED THAT THE COMPONENT HAD ACCRUED 362.8 HOURS SINCE OVERHAUL. THIS STARTER-GENERATOR HAS A TBO OF 1200 HOURS AND A BRUSH INSPECTION EVERY 600 HOURS. NO OTHER ANOMALIES WERE NOTED. THIS IS THE FIFTH PREMATURE FAILURE OF THIS PART NUMBER STARTER GENERATOR OBSERVED BY THIS PART 135 CH IN THE PAST 8 MONTHS.

DURING ENGINE START, STARTER-GENERATOR FAILED. STARTER-GENERATOR HAD 20.5 HOURS TSO. OVERHAUL WAS PERFORMED BY FREEDOM AERO, CRS 25FR283B, ON WORK ORDER W29131 DATED 03NOVEMBER2023.

DURING ENGINE START, STARTER-GENERATOR FAILED. STARTER-GENERATOR HAD 675.4 HOURS TSO. BRUSHES WERE FOUND TO BE WORN TO LIMITS (PREMATURE FAILURE). OVERHAUL WAS PERFORMED BY AMETEK B&S, CRS NE2R028L, ON WORK ORDER BGN111474 DATED 03NOVEMBER2023.

CLICKING SOUND AND NO ROTATION UPON ATTEMPTED START. FOUND SPLINE SHART SLIGHTLY OUT OF ROUND AND BRUSHES WORN BEYOND LIMITS. FAILED STARTER-GEN WAS OVERHAULED BY AMETEK B&S, CRS NE2R028L, ON WORK ORDER BGN111086 DATED 23AUG2022. STARTER-GEN TSO AT FAILURE WAS 500.7 HOURS.

SMOKE WAS DISCOVERED IN THE COCKPIT DURING CRUISE EMITTING FROM BEHIND THE PILOT'S SEAT.

AT 35,000', AIRCRAFT'S RED CAS MESSAGE L ENG OIL PRESS CAME ON. CREW RAN ASSOCIATED CHECKLIST, CHECKLIST CALLED OUT FOR PRECAUTIONARY ENGINE SHUTDOWN. THE CREW SHUT DOWN THE LEFT ENGINE PER THE CHECKLIST. LEFT ENGINE INDICATED 25 PSI OIL PRESSURE AND DROPPING BEFORE SHUTDOWN OCCURRED. THE CREW SECURED THE LEFT ENGINE IN FLIGHT AND LEFT SYSTEMS PER THE CHECKLIST. THE CREW DECLARED AN EMERGENCY WITH ATC AND LANDED UNEVENTFULLY. MANUFACTURER IS BEING CALLED OUT TO INVESTIGATE. NO FURTHER FINDINGS AT THIS TIME.

LOUD 'BANG FOLLOWED BY PRESSURIZATION LOSS AT 3000 - 4000 FPM. NO ASSOCIATED ANNUNCIATOR LIGHTS. OCCURRED AT 35,000'. AIRCRAFT WILL BE FERRIED TO GULFSTREAM DALLAS FOR REPAIR.

AT THE START OF THE TAKEOFF BEFORE REACHING V1 FELT AN EXPLOSION THAT WERE THE TIRES OF THE LEFT MAIN LANDING GEAR AND ABORTED THE TAKEOFF, DAMAGING THE TIRES, RIMS AND BRAKE, THERE WERE NO INJURIES.

NR 1 INERTIAL REF UNIT RACK FAN INVERTER SUFFERED A CATASTROPHIC FAILURE DURING GND OPERATION WITH GND POWER APPLIED. THE ENCLOSED UNIT APPEARS TO HAVE EJECTED ITS COVER, INTERNAL PARTS & POTTING, INCLUDING A TOROIDAL TRANSFORMER. THERE ARE SIGNS OF HEAT DAMAGE & MELTED VARNISH & POTTING COMPOUND INTERNAL & EXTERNAL ON THE CASE & EJECTED PARTS. THE CREW DID DETECT AN ELEC BURNING ODOR MOMENTARILY, EMITTED FROM THE LT AVIONICS RACK AREA. NO CB POPPED & ONLY FURTHER INDICATION TO THE CREW OF A FAILURE, WAS A LONG DELAYED & INTERMITTENT NR 1 IRU FAN FAIL, CAS MSG AT 1 POINT DURING NR 1 IRU OPERATION. AFFECTS TO THE AREA SURROUNDING & EXTERNAL TO THE UNIT INCLUDE CONTAMINATION FROM EJECTED DEBRIS & MELTED VARNISH. ONLY A THOROUGH CLEANUP OF THE AREA REQUIRED TO CORRECT. REPLACING THE OTHER 2 REMAINING LIKE UNITS THAT ARE INSTALLED IN THE ACFT. THE MFG HAS A NEW & IMPROVED PART TO REPLACE THIS.

AFTER TAKEOFF, PASSENGERS REPORTED SUDDEN AND EXCESSIVE RISE IN CABIN TEMPERATURE. PILOT`S REPORTED TO TOWER THEY WERE RETURNING TO DEPARTURE AIRPORT. TROUBLESHOOTING RESULTED IN THE REPLACEMENT OF THE CABIN TEMPERATURE CONTROL VALVE. ALTHOUGH SMOKE IN CABIN WAS INITALLY MENTIONED, FURTHER INVESTIGATION REVEALED THERE WAS NOT ANY SMOKE, ONLY A TEMPERATURE INCREASE. (K)

HYDRAULIC FLUID NOTED DRIPPING ONTO NOSEWHEEL TIRES FROM END OF NLG STEERING JACK AT SHAFT SEAL. INSTALLED NLG STEERING JACK INSPECTED, RETURNED AS SERVICEABLE BY UNIPAK AVIATION LLC, CRS UW2R229L 6/11/2009, ACCUMULATED 3.3 HRS. AND 4 LANDINGS SINCE INSTALLATION. HAVE REPLACED NUMEROUS NLG STEERING JACKS OVERHAULED OR REPAIRED BY SAME FACILITY OVER PAST 4 MONTHS ON THIS AIRCRAFT, ALL REPLACED FOR SEEPING OR LEAKING FLUID FROM ENDS ONTO NOSEWHEEL TIRES. RECOMMEND FACILITY INVESTIGATE WHETHER A Q/C ISSUE OR IF THE COMPONENT MAINTENANCE MANUAL SHOULD HAVE TIGHTER SERVICE LIMIT TOLERANCES FOR NLG STEERING JACK ASSY. COMPONENTS.

INVESTIGATED REPORT OF HYD FLUID ON TOP OF NLG TIRES. FOUND NLG STEERING JACK DRIPPING HYD FLUID FROM BOTH ENDS SEALS. NLG STEERING JACK REPLACED 3 DAYS PREVIOUSLY FOR SAME CONDITION, ACFT HAD NOT FLOWN YET SINCE REPLACEMENT WITH "0" TSOH NLG STEERING JACK. HAVE REPLACED LOW TIME SINCE OVERHAUL NLG STEERING JACKS 3 TIMES IN LAST 4 MONTHS FOR SAME CONDITION. ALL REPLACED AND INSTALLED UNITS OVERHAULED OR REPAIRED DURING 2009. RECOMMEND O/H FACILITY INVESTIGATE RECORDS TO SEE IF INSP, REPAIR, OR Q/A PROCESSES NEED TO BE MODIFIED. RECOMMEND NLG STEERING JACK MFG INVESTIGATE WHETHER COMPONENT MM SERVICE LIMIT DIMENSIONS FOR WEAR NEED TO BE CHANGED TO CLOSER TOLERANCES.

FOUND ENVIRONMENTAL CONTROL UNIT SUPPORT BRACKET CRACKED ON PRE-FLIGHT. 2 CRACKS ON EACH SIDE OF BENDS OF BRACKET, 1ST 4 INCHES LONG, THE 2ND 2 INCHES LONG. IF THE SECOND CRACK WAS ANY LONGER COMPLETE FAILURE OF SUPPORT BRACKET WOULD HAVE OCCURRED. RECOMMEND PARTICULAR ATTENTION BE PLACED TO INSPECT THIS AREA, WEIGHT OF ECU IS APPROXIMATELY 35 POUNDS. REF MM, CHAPTER 21. (K)

PROPELLER WENT TO FEATHER IN FLIGHT AND WAS UNABLE TO UNFEATHER. AFTER RECEIVING THE GOVERNOR FOR INSPECTION IT WAS DISCOVERED THAT THE BOTTOM END OF THE PILOT VALVE (P/N 5221-220) HAD BROKEN OFF AND WAS MISSING. IT WAS PRESUMED THAT IT EXITED THE BOTTOM END OF THE DRIVE GEAR AND ENTERED THE ENGINE SUMP. THE OPERATOR WAS NOTIFIED AND THE MISSING PIECE WAS RETRIEVED.

PROPELLER WENT TO FEATHER IN FLIGHT AND WAS UNABLE TO UNFEATHER. AFTER RECEIVING THE GOVERNOR FOR INSPECTION IT WAS DISCOVERED THAT THE BOTTOM END OF THE PILOT VALVE (P/N 5221-220) HAD BROKEN OFF AND WAS MISSING. IT WAS PRESUMED THAT IT EXITED THE BOTTOM END OF THE DRIVE GEAR AND ENTERED THE ENGINE SUMP. THE OPERATOR WAS NOTIFIED AND THE MISSING PIECE WAS RETRIEVED.

DURING PROLINGED PERIODS OF OPERATION IN HEAVY PRECIPITATION CONSIDERABLE AMOUNTS OF WATER ENTER INTO THE PNEUMATIC SYSTEM. INSP OF PNEUMATIC SYS REVEALED LARGE AMOUNTS OF WATER BEING PASSED THROUGH DEICE BOOT EJECTOR, FURTHER DISASSEMBLY INSP REVEALED SEVERAL OUNCES OF WATER REMAINING IN SYS. SYS WAS PRUGED OF ALL WATER AND DRIED. AC WAS RETURNED TO SERVICE. FLIGHT CREW REPORTED AC AGAIN WAS OPERATED FOR AN EXTENDED PERIOD OF TIME IN HEAVY PRECIPITATION. THIS AC HAS HISTORY OF PREMATURE FLIGHT COMMAND INDICATOR FAILURES CAUSED BY RUST AND WATER CONTAMINATION. RELOCATE THE PNEUMATIC SYS FILTER TO AN AREA BEHIND THE ENGINE BAFFLE ASSY WHERE IT WILL NOT BE SUBJECT TO IMPACT WATER. (K)

AT FLIGHT LEVEL 8,000 FEET, NR 1 ENGINE PRECAUTIONARY SHUT DOWN. PASSING THROUGH 8,000 FEET TO 6,000 FEET, NR 1 ENGINE ITT CLIMBED TO 1,160 DEGREES CELSIUS. PILOT REDUCED POWER TO IDLE, NOTIFIED ATC OF SITUATION, PROCEEDED TO INITIATE A PRECAUTIONARY ENGINE SHUT DOWN. TROUBLESHOOTING FOUND ITT GAUGES SWAPPED. PROBLEM TRANSFERRED TO NR 2 ENGINE. REMOVED AND REPLACED ITT GAUGE. OPS CHECKED SATISFACTORY.