Flight International Aviation, LLC

LEFT ENGINE FIRE LIGHT CAME ON APPROXIMATELY 5 MINUTES AFTER TAKE OFF. NO SPIKE IN TURBINE TEMPERATURE. THROTTLE BROUGHT BACK TO IDLE. FIRE LIGHT WENT OUT. EMERGENCY DECLARED. RETURNED BACK TO BASE. LANDED SAFELY WITHOUT ISSUE. TROUBLESHOOTING IN PROGRESS.

DURING A PART 91 FLIGHT WORKING WITH THE US NAVY IN WARNING AREAS OFF THE COAST OF NORTH CAROLINA THE FLIGHT CREW REPORTED HAVING DIFFICULTY MAINTAINING CABIN PRESSURE IN BOTH MANUAL AND AUTO MODES AT MEDIUM ALTITUDES. DURING A CLIMB TO RETURN TO THE AIRCRAFT’S HOME BASE THE CREW RECOGNIZED HOT AIR AND SMOKE FILLING THE CABIN. THE SMOKE AND HOT AIR WAS CAUSED BY THE PRESSURIZATION MALFUNCTION CAUSING THE EMERGENCY PRESSURIZATION VALVES TO OPEN . IN ACCORDANCE WITH THE AIRCRAFT’S QRH, THE OXYGEN MASK AND SMOKE GOGGLES WERE DONNED, THE CREW DECLARED AN EMERGENCY, AND DIVERTED TO KILM, THE NEAREST SUITABLE LANDING FIELD. THE SMOKE DISSIPATED IN ROUTE TO KILM. LANDING UNEVENTFUL, NO INDICATIONS OF FIRE ON POST FLIGHT. CABIN PRESSURIZATION TRANSFERRED TO DMI LOG. ACFT. RETURNED SAFELY TO KPHF. WHILE TROUBLESHOOTING, OUR TECHNICIANS FOUND A CRACK ON THE CABIN EXHAUST VALVE AND A SMALL HOLE IN THE VACUUM SUPPLY LINE BENEATH THE CO-PILOTS ARMREST. REPLACED FAULTY CABIN OUTFLOW VALVE AND LEAKING ALUMINUM VACUUM TUBE CONNECTED TO PRESSURE CONTROLLER. SYSTEM WAS FUNCTIONAL CHECKED AND SUBSEQUENTLY RETURNED BACK TO SERVICE. ALL WORK ACCOMPLISHED IAW LEARJET 35/36 MM CH 21-30-00 AND 21-31-00 DATED 1/23/2020.

DURING TAKE OFF ROLL, RIGHT BEFORE ROTATION A STRONG VIBRATION WAS FELT COMING FROM THE NOSE LANDING GEAR AREA, THE PILOT TOOK OFF AND DECLARED AN EMERGENCY, LANDED THE AIRCRAFT SAFELY AND TAXIED BACK TO THE LINE WITHOUT INCIDENT. MAINTENANCE FOUND THE NOSE TIRE OUT OF BALANCE AND CHANGED THE TIRE, THE AIRCRAFT HAS FLOWN ONE TIME WITH NO FURTHER PROBLEMS.

CLIMBING THROUGH 18000FT MSL, THE ACFT HAD RT NR 2 FIRE PULL & MSTR WARNING LIGHTS ILLUMINATED. THE PIC RETARDED THE RIGHT THRUST LEVER TO IDLE & THE FIRE PULL LIGHT EXTINGUISHED ALMOST IMMEDIATELY. THE CREW TERMINATED THE MISSION & RETURNED. DECLARED AN EMER & CONDUCTED AN UNEVENTFUL LANDING AT HOME FIELD. MX FOUND A WORN FIRE LOOP SENSOR ELEMENT & A LEAKING N1 MONOPOLE GASKET, BOTH WERE REPLACED & THE ACFT WAS RETURNED TO SERVICE ON 5 31 16. THE ACFT FLEW WITH NO DISCREPANCIES ON 6 1 16.

ON 3 MAY 2016 AT APPROX 2100 Z WITH 2 SOULS ONBOARD, 1 HR INTO FLIGHT WHILE OPERATING AT 24,000 FT MSL, THE NR 2 RT ENG FIRE & MSTR WARN LIGHTS ILLUMINATED. REDUCED THE RT THROTTLE TO IDLE & THE LIGHTS EXTINGUISHED WITHIN 3 SECS. DECLARED AN EMER & ATC PROVIDED VECTORS, LANDED UNEVENTFULLY, AFTER 2 MINS THE RT ENG WAS SHUT DOWN & TAXIED BACK TO THE LINE. PERFORMED HIGH POWER RUN, INSPECTED FOR BLEED AIR LEAKS WITH NO ADVERSE RESULTS. ALL 3 FIRE SENSING ELEMENTS WERE CHECKED & THE LOWER UNIT WAS FOUND TO HAVE LOW RESISTANCE. THE PART WAS CHANGED OUT, GND TESTED, ENG RUN UP ACCOMPLISHED & RTS. THERE IS NO DOCUMENTATION OF INSTALLATION TIMES & CYCLES OF FAILED SENSING ELEMENT THAT CAN BE LOCATED.

DURING CLIMB OUT PASSING THROUGH 13,000 FEET MSL, THE NR 2 RT ENG FIRE PULL LIGHT ILLUMINATED IN THE T HANDLE ACCOMPANIED BY FLASHING MSTR WARNING LIGHTS. THE RT THROTTLE WAS REDUCED TO IDLE WITHIN 5 SECONDS & THE ENG FIRE PULL & MSTR WARN LIGHTS EXTINGUISHED. DID NOT DECLARE AN EMER. ATC DECLARED AN EMER & EMER SERVICES WERE DISPATCHED. LANDED UNEVENTFULLY WITH THE RT ENG AT IDLE & TAXIED TO THE LINE. PERFORMED A DEEC COMPUTER DOWNLOAD, VISUALLY & OPERATIONALLY INSPECTED THE FIRE DETECTION SYS. INSPECTED THE ENG BLEED AIR SYS & PERFORMED A HIGH POWER ENG RUN WITH NO DEFECTS NOTED. THE DISCREPANCY WAS SIGNED OFF & THE ACFT WAS RETURNED TO SERVICE.

DURING LOW LEVEL TRACK, LEVEL FLIGHT, NOSE GEAR UNSAFE LIGHT CAME ON FOR ABOUT 2 MINUTES. DURING RTB AT ALTITUDE OF 12K, LIGHT CAME ON AGAIN AND HYDRAULIC PRESSURE DROPPED. WENT TO 0 PSI IN ABOUT A MINUTE. PILOT EXECUTED EMERGENCY PROCEDURES FOR GEAR EXTENSION AND RETURNED TO BASE WITH UNEVENTFUL LANDING. ONCE GEAR WAS DOWN, HYD PRESSURE FLUCTUATED BETWEEN 0-1250 PSI. INSPECTION OF ACFT REVEALED THAT THE NOSE GEAR ACTUATOR 90 DEGREEE ELBOW WAS LEAKING FLUID PAST THE LEATHER BACK UP PACKING. LEATHER PACKING CAME APART IN TWO PIECES AND WAS THE SOURCE OF THE HYD LEAK. NEW ELBOW AND PACKING INSTALLED. ACTUATOR TT IS NOT TRACKED, PART IS TRACKED BY CYCLES. ACTUATOR HAS 93 HOURS SINCE O/H AND 11 CYCLES SINCE INSTALL ON ACFT. USED A/C TT TO COMPLETE FORM FOR SUBMISSION ELECTRONICALLY.

DURING APPROACH, GEAR UP, FLAPS 8 DEGREES, NO TRANSIENT ELECTRICAL LOADS COMMANDED, THE LT GENERATOR AMBER CAUTION LIGHT WAS OBSERVED. ENROUTE TO THE DELTA PATTERN, CONDUCTED GENERATOR FAILURE (SINGLE) CHECKS, BUT THE GENERATOR WOULD NOT RESET. LANDING WAS UNEVENTFUL.

DURING TAKEOFF ROLL, THE ACFT DRIFTED STRONGLY TO THE RIGHT ONCE NOSE WHEEL STEERING WAS DEACTIVATED AT APPROX 40KIAS. LEFT RUDDER WAS APPLIED, FOLLOWED QUICKLY WITH LT AILERON WHICH DECREASED, BUT DID NOT STOP DRIFTING TO THE RIGHT. THE TAKEOFF WAS REJECTED AND CONTROL REGAINED USING DIFFERENTIAL BRAKING AND REACTIVATING NOSE WHEEL STEERING. THE ACFT TAXIED BACK TO THE RAMP WITHOUT INCIDENT. OPEN

AT 35,000 FT, 225 KIAS, IN RIGHT TURN, A HARD BUT MUFFLED POP WAS HEARD FOLLOWED ALMOST IMMEDIATELY BY LT ENGINE FLAME OUT. N1 OF 104 PERCENT WAS NOTED, FUEL COMPUTER LIGHT ON, AND ALL OTHER INDICATIONS THEN DECREASED DOWN TO 0 DEGREES ITT, APPROX 15 PERCENT N1 AND N2, ENGINE WAS SECURED, CHECKLIST RUN AND NO RESTART ATTEMPTED DUE TO ACRID SMELL AT TIME OF FLAME OUT AND SUSPICION OF OVERSPEED. DURING RECOVERY, BELOW 20,000 FEET THE LT BLEED AIR LIGHT KEPT FLICKERING ON AND OFF AND SETTING OFF THE MASTER CAUTION LIGHT. EMERGENCY WAS DECLARED, ACFT RETURNED TO DEPARTURE WITH UNEVENTFUL APPROACH AND LANDING AT PHF.

AFTER TAKE OFF, ACFT EXPERIENCED AN UN-COMMANDED ROLL. FULL RT YOKE REQUIRED FOR STRAIGHT AND LEVEL FLIGHT. FULL DOWN TRIM TO RIGHT REQUIRED FOR STRAIGHT AND LEVEL FLIGHT. DUMPED 1500 LBS OF FUEL AT 7000", 15-20 NAUTICAL MILES OVER SEA.

AFTER NORMAL START AND TAXI, THE ACFT BEGAN THE TAKEOFF ROLL. IMMEDIATELY AFTER THE "AIRSPEED'S ALIVE" CALL OUT (40 KNOTS) THE LT ITT READ 888 DEGREES C. THE TAKEOFF WAS IMMEDIATELY ABORTED WITH MINIMAL BRAKING (ACFT WEIGHT WAS 16,200). IN CHOCKS WITH BOTH ENGINES SECURED, THE LT ITT READ 100 DEGREES C HIGHER THAN THE RT ITT GAUGE.

ON LANDING ROLLOUT, THE ACFT PULLING HARD TO RIGHT. COUNTERING WITH LT BRAKE PRESSURE, ABLE TO STOP ACFT IN 3,500 FT AND ABOUT 15 FT FROM THE RT SIDE OF THE RUNWAY. AFTER STOPPING, ADVISED TOWER OF SITUATION AND COULD NOT MOVE ACFT. SHUTDOWN LT ENGINE AND F/O WALKED AROUND ACFT TO SEE ANYTHING OBVIOUS. NOTHING FOUND. SHUTDOWN RT ENGINE. DURING TROUBLESHOOTING, FOUND WITH HYD SYS PRESSURE REMOVED, BRAKES WOULD RELEASE. NOTED THAT AS SOON AS THE AUXILIARY HYD PUMP WAS TURNED ON, RIGHT SIDE BRAKE PADS WOULD CLOSE AROUND THE ROTORS BUT NOT THE LEFT. WITH PUMP TURNED OFF AND HYD SYS PRESSURE BLED OFF, BRAKES WOULD RELEASE. WHILE PUMPING THE BRAKES, THE RT BRAKE PEDAL FELT AS THOUGH PRESSURE HAD ALREADY BEEN BUILT UP.

PASSING 27,000 FEET MSL, THE CABIN PRESSURE BEGAN RISING UNCONTROLLABLY, WITH THE CABIN VSI INDICATING +6,000. PUSHED THE UP-DN MANUAL CONTROL (CHERRY PICKER) DOWN, WITH NO EFFECT. DONNED OUR MASKS, DECLARED AN EMERGENCY, AND REQUESTED A DESCENT. BY THE TIME WE STARTED DOWN, THE CABIN ALTITUDE WAS INCREASING THROUGH 15,000 FT. DURING THE DESCENT, WE RECEIVED CLEARANCE TO PHF AS THE CABIN ALTITUDE ROSE TO A MAXIMUM OF 24,000 FEET WITH THE DIFFERENTIAL PRESSURE INDICATING 0 PSI. LEVELED OFF AT 9,000 FEET MSL AND REMOVED OUR MASKS. TAKING OUT THE CHECKLIST, BEGAN TO TROUBLESHOOT THE PROBLEM. WITH THE AUTO-MAN SWITCH IN THE MAN POSITION AND USING THE CHERRY PICKER, THE CABIN ALTITUDE LOWERED TO ABOUT 8,000 FT WITH 1 PSI CABIN DIFFERENTIAL PRESSURE. THEN SWITCHED BACK TO THE AUTO POSITION AND THE CABIN PRESSURE DUMPED AGAIN. I WAS THEN CLEARED TO 5,000 FT MSL AND AGAIN ATTEMPTED TO LOWER THE CABIN ALTITUDE WITH THE AUTO-MAN SWITCH IN MAN AND USING THE CHERRY PICKER, SUCESSFULLY LOWERING THE CABIN ALTITUDE TO SEA LEVEL. AT THIS TIME WE DUMPED APPROX 400 POUNDS OF FUEL TO OUR MAXIMUM LANDING WEIGHT. WE PERFORMED ILS 7 AT PHF, WITH THE CABIN ALTITUDE DESCENDING BELOW SEA LEVEL AS THE ACFT DESCENDED BELOW 900 FEET MSL. THEN SECURED THE CABIN AIR AT 700 FT MSL, WITH THE CABIN ALTITUDE RISING TO 700 FT, THEN DESCENDING IN CONJUNCTION WITH ACFT ALTITUDE. LANDING AND ROLLOUT WAS UNEVENTFUL.

AFTER SIMULATED EMERGENCY DECENT TO 19K, LT FIRE WARNING LIGHT ILLUMINATED. EMERGENCY CHECKLIST MEMORY ITEMS COMPLETED (ENGINE FIRE-SHUTDOWN). LT FIRE WARNING LIGHT REMAINED ON. CREW DETERMINED THERE WAS NO FIRE (NO SECONDARY INDICATIONS) AND ELECTED TO RETURN TO DEPARTURE. SINGLE ENGINE ILS WAS UNEVENTFUL.

REPLACED THE OVERHEAT CONTROL BOX AND THE EXHAUST PIPE FIRE ELEMENT. NO FURTHER PROBLEMS NOTED.

EXPERIENCED A PARTIAL IN-FLIGHT HYDRAULIC FLUID LOSS. GEAR BLOWN DOWN IAW ABNORMAL CHECKLIST. PARTIAL FLAP LANDING, EMERGENCY BRAKING NOT REQUIRED.

WHEN ARRIVING AT 27000 FT, NOTICED A SLIGHT ODOR COMING FROM THE CABIN. TURNED OFF THE CABIN BLOWER AND COCKPIT BLOWER TO TRY AND ISOLATE FROM WHERE THE SMELL WAS COMING FROM. AFTER ABOUT 5 MINUTES THE ODOR WAS GONE AND DECIDED TO TURN ON THE CABIN FAN. ABOUT 5 MINUTES AFTER THAT, A MUCH STRONGER SMELL WAS BACK. LOOKED IN THE CABIN AND NOTICED ALOT OF SMOKE HAD FILLED THE CABIN. DONNED OUR MASKS, HEADED FOR HOME AND WENT THROUGH THE EMERGENCY CHECKLIST. DECLARED AN EMERGENCY WITH APPROACH AND LANDED RUNWAY 25 WITHOUT ANY OTHER INCIDENTS.

DURING CLIMBOUT PASSING THROUGH 16000 FT A ODOR WAS DETECTED IN COCKPIT. AIR CONDITIONER BLOWER WAS TURNED OFF WHICH APPEARED TO HELP. ALL OK UNTIL THROTTLES PULLED TO IDLE AND RADIO DESCENT INITIATED. DECIDED TO RTB AND FOLLOWED SMOKE/FUMES IN COCKPIT CHECKLIST WITH NO DIFFERENCE IN ODOR. DURING DESCENT TO 10000 FT CABIN BLOWER C/B WAS FOUND POPPED, COCKPIT AIR WAS TURNED ON WHICH LESSENED THE ODOR. O2 MASKS WERE PULLED OUT AS A PRECAUTION BUT WERE NOT NEEDED.

THE LT ENGINE ROLLED BACK TO SUB-IDLE DURING A SIMULATED ENGINE FAILURE DURING TAKEOFF. THE ENGINE PERFORMED NORMALLY DURING START, TAXI, AND THE INITIAL PORTION OF TAKEOFF. THE LT ENGINE ACCELERATED NORMALLY, AND THE THRUST LEVER POSITION AND ALL INDICATIONS MATCHED THE RT ENGINE. THE CAUSE OF THE ROLLBACK IS UNDER INVESTIGATION BY MX, AND DETAILS WILL BE PROVIDED WHEN THE CORRECTION IS MADE.

THE MID SPAN DAMPENER APPEARS TO HAVE BROKEN OFF AND WENT THROUGH THE BYPASS OF THE ENGINE. THIS CAUSED DAMAGE TO SOME OTHER BLADES AND GUIDES AND ALSO THE INLET HOUSING. THE ENGINE WAS REMOVED AND HAS BEEN SENT FOR FURTHER EVALUATION. (K)