Central Air Southwest, Inc.

Operated by CENTRAL AIRLINES INC (per NTSB report)

Operated by Central Air Southwest (per NTSB report)

A loss of engine power to both engines as a result of the pilot’s improper fuel management. Contributing was the inoperative fuel quantity sending unit.

Operated by CENTRAL AIR SOUTHWEST INC (per NTSB report)

The pilot’s failure to assure there was an adequate amount of fuel onboard to complete the flight, which resulted in a loss of engine power due to fuel exhaustion.

Operated by Central Airlines Inc (per NTSB report)

The pilot's failure to extend the landing gear due to distraction and his delayed go-around, which allowed the airplane to get too low and contact the runway with the landing gear retracted.

Operated by Central Air Southwest Inc. (per NTSB report)

The pilot's failure to maintain airspeed while attempting to return to the airport after a reported engine problem, which resulted in an aerodynamic stall/spin.

Operated by Central Air Southwest (per NTSB report)

The pilot's failure to complete a landing checklist and extend the landing gear, which resulted in a gear-up landing. Contributing to the accident was the pilot's diverted attention to the weather during approach.

Operated by CENTRAL AIRLINES INC (per NTSB report)

The total loss of engine power due to fuel exhaustion and the pilot’s inadequate preflight inspection, which did not correctly identify the airplane’s fuel quantity before departure.

Operated by CENTRAL AIRLINES INC (per NTSB report)

The pilot’s improper fuel management which resulted in a loss of engine power due to fuel exhaustion.

Operated by Central Air Southwest (per NTSB report)

The pilot's loss of control due to spatial disorientation and the pilot exceeding the design/stress limits of the aircraft. Factors contributing to the accident were the pilot's reported gyro problem, the dark night conditions , and prevailing instrument meteorological conditions.

The pilot delayed lowering the landing gear in the landing sequence and the main gear were not in the down and locked position upon touchdown.

Operated by Central Air Southwest, Inc. (per NTSB report)

The pilot's failure to execute a missed approach after losing visual contact with the runway, which resulted in a collision with approach lights. Factors were the dark night conditions and the fog.

Operated by CENTRAL AIRLINES, INC. (per NTSB report)

THE PILOT'S CONTINUED FLIGHT INTO ADVERSE WEATHER AND THE OWNER'S REPRESENTATION THAT THE AIRPLANE MET THE REQUIREMENTS FOR FLIGHT INTO ICING CONDITIONS. THE WEATHER AND AIRFRAME ICE WERE FACTORS IN THE ACCIDENT.

Operated by CENTRAL AIR-SOUTHWEST (per NTSB report)

THE LANDING GEAR HANDLE WAS PLACED IN THE GEAR UP POSTION PREMATURELY RESULTING IN A GEAR RETRACTION DURING TAKEOFF. FACTORS RELATED TO THE ACCIDENT WERE PROPER PROCEDURES WERE NOT FOLLOWED BY THE PILOT.

Operated by CENTRAL AIRLINES, INC. (per NTSB report)

Operated by CENTRAL AIRLINES,INC. (per NTSB report)

Operated by CENTRAL AIR CHARTER (per NTSB report)

Operated by CENTRAL AIR CHARTER, INC. (per NTSB report)

Operated by CENTRAL AIR CHARTER, INC. (per NTSB report)

Operated by CENTRAL AIR CHARTER (per NTSB report)

Operated by CENTRAL AIR CH (per NTSB report)

Operated by CENTRAL AIRLIN (per NTSB report)

Operated by CENTRAL AIR CH (per NTSB report)

Operated by CENTRAL AIR CH (per NTSB report)

Operated by CENTRAL AIR CH (per NTSB report)

Operated by CENTRAL AIRLINES INC (per NTSB report)

Operated by CENTRAL AIRLINES INC (per NTSB report)

Operated by CENTRAL AIRLINES INC (per NTSB report)

Sanction: $13,200 · case closed 2009-01-05

Part: STUD — BROKEN (LT ENG CYLINDER)

LEFT ENGINE FEATHERED DUE TO LOW OIL PRESSURE. NUMBER 2 CYLINDER STUDS BROKEN.

Part: CLEVIS — BROKEN (LT MLG) · airframe 22,600 hrs

LEFT MAIN LANDING GEAR WOULD NOT FULLY RETRACT AND EXTENDED SLOWLY. THE CLEVIS HAD BROKEN CAUSING ONLY THE AUXILIARY ACTUATOR TO BE FUNCTIONING.

Part: DRIVE GEAR — BROKEN (FUEL PUMP)

LEFT ENGINE POWER LOSS. RETURNED TO RICHMOND AIRPORT (KRIC).

Part: CRANKCASE — CRACKED (LT ENGINE) · airframe 18,075 hrs

PILOT HAD LOSS OF OIL PRESSURE ON LT ENGINE AND SHUT ENGINE DOWN AND LANDED AS SOON AS PRACTICAL. A CRACK WAS FOUND ON THE CRANKCASE AT THE TOP FWD STUD HOLE OF THE NR 2 CYLINDER BASE STUD LEADING TO AN OIL GALLEY. NEARLY ALL THE OIL HAD LEAKED OUT.

Part: SHAFT — WORN (NLG DRAG BRACE) · airframe 23,281 hrs

AFTER LOWERING THE LANDING GEAR THERE WAS NO NOSE GEAR GREEN DOWN AND LOCKED LOCATION. THE PILOT DID A FLY-BY AND THE TOWER THOUGHT ALL 3 GEAR LOOKED DOWN. AFTER LANDING AND CLEARING THE RUNWAY THE NOSE GEAR RETRACTED CAUSING THE NOSE TO SKID ON THE GROUND. IN DOING SO THE NOSE GEAR DOORS INTERFERED WITH THE GROUND CAUSING THEM TO ENTANGLE IN THE NOSE GEAR AND WHEEL WELL. ONCE THE REAR NOSE GEAR DOORS WERE UNENTANGLED THE NOSE GEAR CAME DOWN AND LOCKED AND THE NOSE GEAR LIGHT WAS ON. SINCE THE PILOT DID NOT HAVE AN INDICATION AND THE TOWER THOUGHT IT LOOKED DOWN IT MUST HAVE BEEN NEARLY DOWN BUT NOT LOCKED. THE DRAG BRACE MECHANISM WAS REMOVED AND WE NOTED THE DRAG BRACE SHAFT SHOWED SIGNS OF WEAR.

Part: SHAFT — WORN (NLG DRAG BRACE) · airframe 23,281 hrs

AFTER LOWERING THE LANDING GEAR THERE WAS NO NOSE GEAR GREEN DOWN AND LOCKED LOCATION. THE PILOT DID A FLY-BY AND THE TOWER THOUGHT ALL 3 GEAR LOOKED DOWN. AFTER LANDING AND CLEARING THE RUNWAY THE NOSE GEAR RETRACTED CAUSING THE NOSE TO SKID ON THE GROUND. IN DOING SO THE NOSE GEAR DOORS INTERFERED WITH THE GROUND CAUSING THEM TO ENTANGLE IN THE NOSE GEAR AND WHEEL WELL. ONCE THE REAR NOSE GEAR DOORS WERE UNENTANGLED THE NOSE GEAR CAME DOWN AND LOCKED AND THE NOSE GEAR LIGHT WAS ON. SINCE THE PILOT DID NOT HAVE AN INDICATION AND THE TOWER THOUGHT IT LOOKED DOWN IT MUST HAVE BEEN NEARLY DOWN BUT NOT LOCKED. THE DRAG BRACE MECHANISM WAS REMOVED AND NOTED THE DRAG BRACE SHAFT SHOWED SIGNS OF WEAR.

Part: SHAFT — WORN (DRAG BRACE) · airframe 23,281 hrs

AFTER LOWERING THE LANDING GEAR, THE NOSE GEAR LIGHT DID NOT COME ON. A FLY BY WAS DONE AND THE TOWER THOUGHT THE GEAR LOOKED DOWN. THE ACFT LANDED NORMALLY BUT WHEN TAXIING OFF THE RUNWAY THE NOSE GEAR RETRACTED CAUSING THE NOSE TO SKID ON THE GROUND. THIS CAUSED THE NOSE GEAR TO ENTANGLE IN THE NOSE GEAR DOORS BENDING THEM AND BREAKING LINKAGE. AT THE SIGHT THE NOSE GEAR CAME DOWN AND LOCKED NORMALLY ONCE THE GEAR DOORS WERE OUT OF THE WAY. SINCE THERE WAS NO LIGHT, THE NOSE GEAR COULD NOT HAVE BEEN FULLY DOWN. AFTER FURTHER INSP THE DRAG BRACE SHAFT WAS FOUND TO HAVE WEAR AND SOME CORROSION ALTHOUGH IT STILL OPERATED FREELY.

Part: PLUG — DAMAGED (PISTON PIN)

LT ENG STARTED LOSING RPM. PILOT REPORTED FUEL PRESSURE DROPPED BELOW NORMAL RANGE BUT HAVE TO BELIEVE IT WAS OIL PRESSURE. ENG WAS CAGED AND LANDED SAFELY. THE OIL PRESSURE SCREEN WAS FULL OF ALUMINUM RESTRICTING OIL FLOW TO THE ENG. ON TEARDOWN, THE NR 4 CYL WRIST PIN PLUG WAS BALLED UP TO ABOUT HALF ITS NORMAL SIZE AND THE REMAINING METAL WAS FLUSHED THRU THE ENG AND INTO THE OIL SCREENS.

Part: FITTING — DISLODGED (MAG COOLING) · airframe 13,276 hrs

THE PILOT WAS UNABLE TO RETARD THE RT THROTTLE TO SLOW DOWN ON DESCENT FOR LANDING. SHUTDOWN AND FEATHERED ENG. WAS UNABLE TO TAXI ALL THE WAY INTO THE RAMP DUE TO DIFFICULTY STEERING WITH ONLY ONE ENG. RT MAGNETO COOLING FITTING PN 2610338 CAME OUT OF THE NW22WS-4-52-4 COOLING HOSE AND FELL DOWN BEHIND THE THROTTLE BELLCRANK ON THE FIREWALL. THIS WOULD NOT ALLOW FOR THE THROTTLE TO BE RETARDED. THE FITTING WAS REINSTALLED AND ACFT RETURNED TO SERVICE.

Part: TUBE — SPLIT (NLG TIRE) · airframe 19,182 hrs

NOSE TIRE WENT FLAT ON LANDING. THE PILOT FELT THE NOSE GO FLAT ON ROLL OUT. HE HELD PRESSURE OFF UNTIL HE GOT AS SLOW AS POSSIBLE AND STOPPED ON THE RUNWAY. MX PERSONNEL CAME OUT AND REPLACED THE NOSE WHEEL ASSY AND THE PILOT TAXIED TO THE RAMP. AFTER DISASSEMBLY OF THE WHEEL, THE NOSE TUBE HAD 2.2500 INCH TO .1250 INCH SPLITS IN THE TREAD AREA LINED UP IN WHAT APPEARS TO BE A SEAM OR MOLD LINE. BOTH SPLITS WERE WITHIN 2 INCHES OF EACH OTHER.

Part: ROCKER SHAFT — BROKEN (ENGINE)

LEFT ENGINE PILOT NOTICED PARTIAL POWER LOSS. AFTER LANDING THERE WAS A LARGE OIL LEAK FROM THE NR 6 EXHAUST PUSHROD TUBE WHICH HAD BEEN JARRED LOOSE AND UNCLIPPED. THE CAM FOLLOWER WAS BROKEN. THE TANG ON THE ROCKER COVER THAT HOLDS THE EXHAUST ROCKER SHAFT IN WAS BROKEN POSSIBLY LODGING IN THE VALVE SPRING CAUSE EXCESSIVE VALVE LASH.

Part: CYLINDER — BROKEN (NR 2)

THE HOLD DOWN STUDS ON NR 2 CYLINDER BROKE CAUSING ON OIL LEAK TO LOSS OIL PRESSURE.

Part: SPACER — BROKEN (NLG STEERING ACT) · airframe 9,110 hrs

PILOT REPORTED A VIOLENT NOSE SHIMMY ON LANDING. THE LINK STUD ON THE SPACER ASSEMBLY P/N ES10119 HAD BROKEN CAUSING THE STEERING ACTUATOR TO NO LONGER BE ATTACHED TO THE NOSE COLLAR.

Part: FLOW DIVIDER — LEAKING (FUEL SYSTEM)

THE RT ENGINE EXPERIENCED A LOSS OF POWER AND INDICATED A SIGNIFICANT INCREASE IN FUEL FLOW. THE ENGINE WAS SHUTDOWN AND A THE AIRCRAFT LANDED AT THE NEXT AVAILABLE AIRPORT. MAINTENANCE REVEALED THAT THE RETURN TO TANK LINE FROM THE FUEL FLOW DIVIDER WAS LOOSE AND LEAKING. THIS WOULD CAUSE A MASSIVE INCREASE IN FUEL FLOW. IT WAS A RELATIVELY LOW TIME INSTALLATION AND POSSIBLY SOME TWIST IN THE LINE CAUSED IT TO BACKOFF.

Part: FLAP — OBSTRUCTED (WING) · airframe 21,176 hrs · 19,453 cycles

FLIGHT 5174 - EN ROUTE CID-CVG RECEIVED A FLAP FAIL CAUTION MESSAGE, CREW DECLARED AN EMERGENCY AND FLIGHT LANDED WITHOUT INCIDENT. REMOVED ICE BETWEEN THE LEFT AND RIGHT INBOARD FLAP LEADING EDGE AND THE MOVEABLE VANE.

Part: PUMP — DAMAGED (VACUUM SYS) · airframe 16,440 hrs

LEFT VACUUM PUMP LOOSENED FROM ENGINE AND CAUSED A LOOSE OF OIL PRESSURE. THE VACUUM PUMP DRIVE WAS DAMAGED IN THAT THE GEAR WAS ROUNDED OFF. IT WAS HARD TO DETERMINE IF THE GEAR WORE AND CREATED STRESS TO WORK IT LOOSE FROM THE ENGINE OR IT WORKED LOOSE AND THEN DAMAGED THE GEAR.

Part: SENSOR — FAULTY · airframe 20,479 hrs · 18,912 cycles

FLIGHT 5164 - UPON REACHING FLIGHT LEVEL 330 DISPLAY COOL CAUTION MESSAGE APPEARED. AIRCRAFT DIVERTED TO GSO AND LANDED WITHOUT INCIDENT. REMOVED AND REPLACED FLOW SENSOR.

Part: TUBE — TORN (NLG TIRE) · airframe 19,180 hrs

NOSE TIRE WAS FLAT ON LANDING. PILOT HAD SHIMMY AND VIBRATION ON ROLL-OUT. IN TRYING TO TAXI OFF THE RUNWAY, THE TIRE ROLLED OFF THE RIM AND BROKE THE NOSE WHEEL ASSEMBLY. THE NOSE WHEEL AND TIRE ASSEMBLY WAS REPLACE AND AIRCRAFT PUT BACK IN SERVICE.

Part: WINDSHIELD — FAILED (COCKPIT) · airframe 20,360 hrs · 18,815 cycles

FLIGHT 5457 - EN ROUTE JFK TO BUF CAPTAIN`S WINDSHIELD CRACKED. AIRCRAFT LANDED WITHOUT INCIDENT. REMOVED AND REPLACED LEFT WINDSHIELD.

Part: EXHAUST VALVE — LOOSE (LT ENGINE)

LEFT ENGINE WAS LOSING RPM. WHEN RPM GOT BELOW 2000 THE PILOT FEATHERED THE ENGINE AND LANDED SAFELY. AT ENGINE TEAR DOWN THE NR 5 CYLINDER EXHAUST SEAT HAD COME LOOSE IN THE HEAD AND CAUSE ALUMINUM SHAVINGS TO GET IN THE OIL SYSTEM AND BLOCK THE PROP GOVERNOR. PROBABLE CAUSE WAS A SUDDEN COOL DOWN OF THE ENGINE AT SOME POINT.

Part: AIR FILTER — CLOGGED (COCKPIT) · airframe 19,989 hrs · 18,518 cycles

FLIGHT 9479 - EN ROUTE CVG-MHT RECEIVED A DISPLAY COOL MESSAGE, FLIGHT DIVERTED TO PIT. REPLACED CLOGGED AIR FILTER FOR THE ELECTRONIC FLIGHT INSTRUMENT SYSTEM.

Part: CLEVIS PIN — BROKEN (NLG) · airframe 18,883 hrs

NOSE GEAR WOULD NOT COME DOWN AND LOCK ALL THE WAY. NOSE GEAR DOWN LIGHT WAS NOT ON. RETRACT ACTUATOR WAS BROKEN AT TOP END AND INTERFERED WITH DRAG BRACE MOVEMENT.

Part: ROD BEARING — DELAMINATED (CONNECTING ROD)

METAL CONTAMINATION IN OIL SCREEN DURING INSPECTION. REMOVED ALL CYLINDERS AND RODS AND FOUND 2 ROD BEARINGS FLAKING METAL OFF. THESE 2 BEARINGS AND ONE OTHER WERE NOT THE NEWEST PART NUMBER AS CURRENTLY SUPPLIED BY SUPERIOR. THEY WERE REPLACED AND ENGINE RETURNED TO SERVICE.

Part: FLAP SYSTEM — MALFUNCTIONED (TE FLAPS) · airframe 18,996 hrs · 17,715 cycles

FLIGHT 5745 - DURING BTV APPROACH RECEIVED A FLAP FAIL CAUTION MESSAGE AT ZERO DEGREES, CREW DECLARED AN EMERGENCY AND FLIGHT LANDED WITHOUT INCIDENT. COMPLIED WITH AD 98-20-01 FLAP CAUTION MESSAGE -FIRST EVENT- MAINTENANCE ACTION, PARAGRAPH (B) 1, 2, 3, (A, B, C AND E). FLAP SYSTEM WAS RESET WITH NO FURTHER FLAP CAUTION MESSAGES.

Part: BPSU — FAULTY (T/E FLAP) · airframe 18,969 hrs · 17,689 cycles

FLIGHT 5686 - DURING OPERATION OF FLAPS WHILE AT THE GATE RECEIVED A FLAP FAIL CAUTION MESSAGE. REPLACED THE RIGHT BRAKE POSITION SENSING UNIT.

Part: CAMSHAFT — BROKEN (ENGINE)

RT ENGINE HAD NO RPM CONTROL TAKING OFF. PROPELLER DID NOT FEATHER WHEN FEATHER WAS SELECTED. AC LANDED SAFELY AND FEATHER AFTER SHUTDOWN. TEARDOWN OF ENGINE THE FRONT END OF THE CAMSHAFT WAS BROKEN WHERE THE PROP GOVERNOR DRIVE GEAR ATTACHES. (K)

Part: CRANKSHAFT — BROKEN (LT ENGINE)

PILOT REPORTED LT ENGINE QUIT ON SHORT FINAL. ENGINE FEATHERED ITSELF AND LANDED SAFELY. THE CRANKSHAFT AND CRANKCASE HAD BROKEN BETWEEN NR 4 AND NR 5 CYLINDER. THIS REAR PART OF THE ENGINE WAS SEPARATED FROM THE REST OF THE ENGINE. (K)

Part: ELEMENT — MALFUNCTIONED (ANTI ICE SYSTEM) · airframe 16,796 hrs · 15,814 cycles

FLIGHT 5673- ANTI ICE DUCT WARNING. REPLACED THE LT FUSELAGE SENSING ELEMENT A47WK.

Part: CRANKCASE — CRACKED (ENGINE)

CRANKCASE, LARGE CRACK UNDER NR 2 CYLINDER, RESULTING IN MASIVE OIL LOSS. (K)

Part: LINE — LEAKING (RT ENGINE)

RT ENGINE OIL QUANTY ZERO, OIL PRESSURE LOW (24-28 PSI). ENGINE WAS SHUT DOWN. ENGINE WINDMILLED 63 MIN W/ APPROX 12 PSI. OIL TEMP 100 DEGREES AT SHUTDOWN. REPLACED CRACKED OIL LINE. LEAK CHECKS GOOD.

Part: CRANKCASE — DAMAGED (ENGINE)

ENGINE LOST POWER DUE TO LOSS OF OIL. ENGINE WAS CAGED IN OMA AND LANDED SAFELY. GROUND INSPECTION SHOWED HOLE IN CRANKCASE. PROBABLY ROD CAP SEPARATION DUE TO ROD BEARING FAILURE.

Part: CAP — OUT OF POSITION (NR 5 CYLINDER)

NR 5 CYLINDER WRIST PIN CAP ROLLED UP IN PISTON. CAUSE METAL FRAGMENTS IN OIL SCREEN. RESTRICTED OIL FLOW TO GOVERNOR. CAUSED DROP IN RPM. ENGINE WAS FEATHERED AND LANDED SAFETY.

Part: CYLINDER — BROKEN (NR 1)

NR 1 CYLINDER BARREL BROKE CAUSING PISTON TO BE CAUGHT ON THE DOWN STROKE. THEN ROD BOLTS BROKE AND ROD CAP CAME OFF. ENGINE LOST MUCH OF OIL AND WAS FEATHERED AND LANDED SAFELY.

Part: PUMP — FAILED (NR 2 HYD SYSTEM) · airframe 14,833 hrs · 14,135 cycles

FLIGHT 5450 DURING CRUISE FLIGHT RECEIVED A HYDRAULIC SYSTEM NR 2 LOW PRESSURE WARNING. CREW DECLARED AN EMERGENCY AND DIVERTED TO TYS. REPLACED FAILED NR 2 ENGINE DRIVEN HYDRAULIC PUMP.

Part: GIRT BAR — DIRTY (R1 DOOR SLIDE)

FOUND R1 DOOR WILL NOT ARM. REMOVED DEBRIS FROM UNDERNEATH GIRT BAR. SLIDE ENGAGE OPS NORMAL. (M)

Part: LANYARD — MISINSTALLED (R1 DOOR SLIDE)

UNABLE TO DISARM DOOR 1R. FOUND ROPE/LANYARD TO BE INPROPERLY STOWED ON SLIDE AND WAS INTERFERING WITH THE GIRT BAR. STOWED ROPE/LANYARD PROPERLY, AND OPS CHECKED PER AMM 52-11-25. OPS CHECK NORMAL. (M)

Part: PUMP — UNRELIABLE (HYD SYSTEM) · airframe 13,633 hrs · 13,175 cycles

FLIGHT 5921 HYDRAULIC SYSTEM 3 LOW PRESSURE CAUTION AND GEAR DISAGREE WARNING. REPLACED SYSTEM 3A HYDRAULIC PUMP.

Part: CONTROLLER — MALFUNCTIONED (TE FLAPS) · airframe 13,537 hrs · 13,091 cycles

FLIGHT 5158 RECEIVED A FLAP FAIL CAUTION MESSAGE DURING CLIMBOUT OF CVG. CREW DECLARED AN EMERGENCY AND RETURNED TO THE FIELD. COMPLIED WITH AD 98-20-01 FLAP CAUTION MESSAGE FIRST EVENT MAINTENANCE ACTION, PARAGRAPH (B) 1, 2, 3 (A, B, C AND E). FLAP SYSTEM WAS RESET WITH NO FURTHER FLAP CAUTION MESSAGE.

Part: ELEMENT — FAILED (ANTI ICE SYSTEM) · airframe 13,178 hrs · 12,809 cycles

FLIGHT 5803 ANTI ICE DUCT WARNING. REPLACED BLEED LEAK SENSING ELEMENT.

Part: WARNING LIGHT — FALSE INDICATION (ANTI ICE SYSTEM) · airframe 13,087 hrs · 12,733 cycles

FLIGHT 5201 LEFT ANTI ICE DUCT WARNING. COULD NOT DUPLICATE. INSPECTED SYSTEM AND FOUND NO DEFECTS.

Part: BATTERY — INOPERATIVE (EMERGENCY LIGHT)

EGRESS FLOOR LIGHTS BETWEEN ROW 5 TO ROW 9 INOPERATIVE. REMOVED AND REPLACED NR 731 BATTERY PACK AND POWR SUPPLY EGRESS LIGHTS, OP'S CHECK NORMAL. (M)

Part: BATTERY PACK — INOPERATIVE (EMERGENCY LIGHT)

L1 DOOR SLIDE LIGHT INOPERATIVE. REMOVED AND REPLACED BATTERY PACK NR 731 POWRER SUPPLY IAW MM 33-51-07. OPS CHECK NORMAL. (M)

Part: MONITOR — FAILED (COCKPIT)

EICAS MSG ENGINE VIB DISPLAYED, INTERMITTENLY CAME ON IN CLIMB, WENT OUT IN CRUISE FAILED TO .1 CAME BACK 1.0-1.1. T/S PER FIM 77-31-00. REMOVED AND REPLACED AVM SYSTEM IAW M/M 77-31-00. (M)

Part: WARNING LIGHT — ILLUMINATED (LT ENGINE FIRE)

EICAS STATUS MSG LEFT ENGINE FIRE LOOP NR 1 DISPLAYED. DEFERRED PER MEL 26-11-1. (M)

Part: CIRCUIT CARD — MALFUNCTIONED (LT ENGINE FIRE)

LT ENGINE FIRE LP-1 DISPLAYED. RERACKED AFOLTS CARD IAW FIM 26-11-00. RERACKED IAW AMM 26-10-01. OK FOR SERVICE. (M)

Part: PCU — FAILED (LT ENGINE)

ON DESCENT, LT EEC AND LT ENG LIMITER INOP LIGHTS ILLUMINATED. EICAS MSG LT ENG EEC AND LT ENG LIMITER DISPLAYED. ON ENGINE START STARTER DID NOT DISENGAGE AT 49 PERCENT. BIT BVCU FOUND CODE 06, REPLACED PCCU. ENGINE START AND OPS SATIS MM 73-21-10-4. (M)

Part: FIRE DETECTOR — MALFUNCTIONED (LT ENGINE)

LEFT ENGINE FIRE LP 1. PERFORMED FIM PROCEDURE 26-11-00, OPS CHECK NORMAL. (M)

Part: INDICATOR — INOPERATIVE (MLG)

RIGHT MAIN GEAR GREEN LIGHT INOPERATIVE. REPLACD RIGHT MLG LAMP ASSEMBLY PER CHAPTER 20 PART USED WAS CCN 3221420. (M)

Part: FRAME — CRACKED (FUSELAGE) · airframe 11,799 hrs · 11,718 cycles

CRACK NOTED AT FLANGE RADIUS OF LT FRAME AT FS 718. REPARIED IAW SB 601R-53-055 PART B IAW EA NR 10-5320-00242.

Part: GOVERNOR — INOPERATIVE (ENGINE)

LT ENGINE WOULD NOT REACH TO EPR WITH EEC AND ENG LIMITER ON. ENG PARAMETERS NORM FOR LOW EPR TO WITH EE C AND ENG LIMITER OFF NOT CHECKED. REMOVED AND REPLACED NR 1 ENG FFG IAW MM. REF DIS 7100-482 AND -483 FOR LEAK CHECK AND POWER PLANT ADJUSTMENT TEST.