Corporate Air

Operated by Corporate Air (per NTSB report)

The pilot’s inability to maintain control of the airplane when it encountered a microburst during a landing attempt and a go-around near known thunderstorm activity. Contributing to the accident was an inadequate amount of wind sensors and wind shear detection equipment used by the ATC tower to detect microburst activity at the airport.

Operated by Corporate Air (per NTSB report)

The pilot of the Cessna's failure to set the parking brake before diverting his attention inside the airplane, which resulted in his airplane colliding with the airplane ahead of it on the taxiway.

Operated by Corporate Air (per NTSB report)

The pilot's failure to maintain control of the airplane while taxiing. Contributing to the accident were the gusty winds.

Operated by Corporate Air (per NTSB report)

the pilot's failure to maintain aircraft control. Contributing factors include the pilot's failure to divert to an alternate airport, an inadvertent stall, and the snow and icing conditions.

Operated by Corporate Air, Inc. (per NTSB report)

an inadvertent stall during an instrument approach, which resulted in a loss of control. Contributing factors were the pilot's attention being diverted by an abnormal indication, conditions conducive to airframe icing, and the pilot's lack of total experience in the type of operation (icing conditions) in aircraft make/model.

Operated by CORPORATE AIR — On-demand air taxi (135) Operator Does Business As: (per NTSB report)

The pilot's inability to maintain aircraft control due to unfavorable winds conditions.

Operated by CORPORATE AIR, INC. — On-demand air taxi (135) Operator Does Business As: (per NTSB report)

Structural failure of the main landing gear strut due to metallurgical fatigue. The fatigue cracks originated at an internal structural flaw placed in the part during manufacture.

Operated by CORPORATE AIR, INC. (per NTSB report)

the pilot's failure to maintain adequate airspeed during the approach which resulted in an inadvertant stall. Factors associated with the accident were the icing conditions and the pilot's low level experience in this make and model of airplane.

Operated by CORPORATE AIR (per NTSB report)

LOSS OF ENGINE POWER ON BOTH ENGINES FOR UNDETERMINED REASONS AND LEFT MAIN LANDING GEAR NOT DOWN AND LOCKED ON TOUCHDOWN.

Operated by CORPORATE AIR (per NTSB report)

UNDETERMINED.

Operated by CORPORATE AIR, INC. (per NTSB report)

THE FATIGUE FAILURE OF THE LEFT MAIN LANDING GEAR DOWN LOCK BELL CRANK PIVOT BOLT.

Operated by CORPORATE AIR (per NTSB report)

THE PILOT IN COMMAND'S OPERATION AT TOO LOW AN ALTITUDE OVER THE RIVER AND HIS FAILURE TO MAINTAIN ADEQUATE CLEARANCE FROM THE POWER LINES. FACTORS CONTRIBUTING TO THE ACCIDENT WERE THE WIRES CROSSING THE RIVER AND THE PILOT IN COMMAND'S POOR JUDGEMENT IN CHOOSING TO OPERATE AT LOW ALTITUDES ALONG HIS ROUTE OF FLIGHT.

Operated by CORPORATE AIR, INC. (per NTSB report)

THE PILOT'S FAILURE TO PERFORM AN ADEQUATE PREFLIGHT, I.E., NOT FOLLOWING THE CHECK LIST AND THE NORMAL BRAKE SYSTEM WAS INOPERATIVE AS A RESULT OF NO HYDRAULIC SYSTEM PRESSURE (HYDRAULIC SYSTEM CIRCUIT BREAKER NOT 'IN').

Operated by CORPORATE AIR — On-demand air taxi (135) Operator Does Business As: (per NTSB report)

THE PILOT'S MISJUDGEMENT OF THE GLIDE PATH ANGLE WHILE EXECUTING A FORCED LANDING AT THE LANAI AIRPORT. CONTRIBUTING TO THE ACCIDENT WAS THE FAILURE OF THE PILOT TO PROPERLY SECURE THE OIL FILTER CAP PRIOR TO DEPARTURE.

Operated by CORPORATE AIR INC. (per NTSB report)

THE INCIDENT WAS ENGINE FAILURE DUE TO GAS PRODUCER TURBINE DISC BLADE FAILURE CAUSED BY STRESS RUPTURE.

Operated by CORPORATE AIR INC (per NTSB report)

Operated by CORPORATE AIR (per NTSB report)

Operated by CORPORATE AIR (per NTSB report)

Operated by CORPORATE AIR (per NTSB report)

Operated by CORPORATE AIR (per NTSB report)

Operated by CORPORATE AIR (per NTSB report)

Operated by CORPORATE AIR (per NTSB report)

Operated by CORPORATE AIR (per NTSB report)

Operated by CORPORATE AIR (per NTSB report)

Operated by CORPORATE AIR (per NTSB report)

Operated by CORPORATE AIR, (per NTSB report)

Operated by CORPORATE AIR (per NTSB report)

Operated by CORPORATE AIR (per NTSB report)

Operated by CORPORATE AIR* (per NTSB report)

Operated by CORPORATE AIR (per NTSB report)

Sanction: $1,875 · case closed 2010-09-20

Sanction: $7,700 · case closed 2009-09-11

Sanction: $7,500 · case closed 2010-05-05

Sanction: $1,500 · case closed 2005-02-25

Sanction: $2,500 · case closed 2007-06-13

Sanction: $8,000 · case closed 2002-05-15

Sanction: $5,000 · case closed 2003-09-04

Sanction: $2,000 · case closed 2003-06-26

Part: LINE — CRACKED (PRESSURE SENSOR) · airframe 19,458 hrs · 18,175 cycles

SMOKE IN COCKPIT ON TAKEOFF.

Part: DISPLAY — INOPERATIVE (COCKPIT) · airframe 12,036 hrs · 19,272 cycles

G600 PFD INOP 1-2 MIN DURING FLIGHT

Part: CABLE ASSY — BROKEN (RUDDER) · airframe 13,406 hrs · 13,244 cycles

AFTER TAKEOFF, THE PILOT EXPERIENCED DIFFICULTY TURNING RIGHT TO THE ASSIGNED HEADING, FULL RIGHT RUDDER AND TRIM WAS NEEDED TO MAINTAIN CONTROL. DECLARED AN EMERGENCY AND RETURNED TO DEPARTURE WITHOUT INCIDENT. MAINTENANCE INSPECTED THE ACFT AND FOUND THAT A RUDDER CABLE IN THE REAR OF THE PLANE HAD BROKEN.

Part: GAUGE — FAILED (OIL) · airframe 12,682 hrs · 18,891 cycles

MIDWAY THROUGH FLIGHT, ON THE EMPTY STAGE LEG, THE PILOT NOTICED OIL APPEARING IN THE OIL PRESSURE GAUGE. ALL ENGINE INDICATIONS WERE NORMAL THE FLIGHT CONTINUED TO DESTINATION, WHEN THE STAGE FLIGHT GOT CLOSER TO THE AIRPORT, THE PILOT SAW THAT OIL HAD FILLED THE GAUGE AND WAS ALSO COMING OUT OF THE CO-PILOTS YOKE AND DRIPPING. DECLARED AN EMERGENCY AND WAS GIVIEN DIRECT CLEARANCE TO LAND. ON LANDING THE LOW OIL PRESSURE GAUGE BEGAN FLASHING AND THEN CAME ON SOLID, THE ACFT WAS SHUTDOWN.

Part: FLAP TRACK — CORRODED (TE FLAP) · corrosion level 3 · airframe 13,912 hrs · 23,986 cycles

LEFT OUTBOARD FLAP TRACK HAS SEVERE EXFOLIATION CORROSION.

Part: FLAP TRACK — CORRODED (TE FLAP) · corrosion level 3 · airframe 13,912 hrs · 23,986 cycles

RIGHT OUTBOARD FLAP TRACK HAS SEVERE EXFOLIATION CORROSION.

Part: FLAP TRACK — CORRODED (TE FLAP) · corrosion level 3 · airframe 13,912 hrs · 23,986 cycles

RIGHT CENTER FLAP TRACK HAS SEVERE EXFOLIATION CORROSION.

Part: LINE — FAILED (RT BRAKE) · airframe 11,991 hrs · 17,975 cycles

DURING AIRCRAFT REPOSITIONING, RIGHT BRAKE LINE FAILED, LOOSING BRAKE FLUID AND LOSS OF BRAKING ON RT BRAKE.

Part: SWITCH — SHORTED (LANDING LIGHTS)

ON FINAL APPROACH, TURNED ON LANDING LIGHTS & SMELLED BURNING WIRE, SHUT OFF ALL LIGHTS, LOOKED OUTSIDE SAW LEFT LANDING LIGHT ON, SWITCH WAS OFF.

Part: UNKNOWN — MULTIPLE FAIL · airframe 15,753 hrs · 15,385 cycles

BUSS 1 ALL 3 ROWS ALL CIRCUIT BREAKERS TRIPPED, ENGINE FIRE LIGHT ILLUMUNICATED, WENT OUT ON TAXI IN, ELECTRICAL BURNING ODOR.

Part: UNKNOWN — ODOR (COCKPIT) · airframe 12,297 hrs · 18,290 cycles

AN OVERWHELMING BURNING ODOR IN THE COCKPIT. STBY POWER LIGHT CAME ON, NO CHARGE, LOAD FROM GENERATOR.

Part: FLAP TRACK — CORRODED (TE FLAP) · corrosion level 3 · airframe 13,517 hrs · 23,250 cycles

REMOVED LT WING INBD FLAP, DUE TO CORROSION ON FLAP TRACK GREATER THAN 15%.

Part: BELT — STRETCHED (ZONE 400) · airframe 15,519 hrs · 15,223 cycles

ALL BUS NR 1 POWER BREAKERS POPPED IN FLIGHT. ICE DETECTOR, LIGHT ICE LIGHT FLASHING FAIL LIGHT ON, ENG FIRE WARNING LIGHT, STBY POWER ON & VAC LOW LIGHT.

Part: BUSS CABLE — CHAFED (ZONE 100) · airframe 15,225 hrs · 15,027 cycles

AIR RETURN DUE TO BUS POWER CB'S POPPED ON FIRST 5 ROWS.

Part: CONNECTOR — CONTAMINATED (ZONE 400) · airframe 14,784 hrs · 13,333 cycles

WHILE AT CRUISE ALTITUDE OF 7000 FEET, DURING FLIGHT, THE RT HALF OF THE CHIP DETECTOR LIGHT ILLUMINATED. THE CREW ELECTED TO RETURN FOR MX TROUBLESHOOTING. INSPECTED CHIP DETECTOR & FOUND NO METAL BRIDGING & PROPER FUNCTION CHECK OF DETECTOR UNIT. FOUND TKS ANTI-ICE FLUID INFILTRATION INTO ELEC CONNECTOR. R & R ELEC CONNECTOR & RAN ACFT FOR 45 MIN WITH NO FURTHER INDICATION PROBLEM. ACFT RETURNED TO SERVICE.

Part: BRACKET — CORRODED (COWLING) · corrosion level 3 · airframe 12,459 hrs · 21,038 cycles

DURING PHASE INSPECTION, FOUND THE COWLING BRACKET ASSEMBLY SEVERELY CORRODED & REQUIRES REPLACEMENT.

Part: TORQUE TUBE — LOOSE (LT ELEVATOR) · airframe 13,339 hrs · 11,501 cycles

DURING PHASE INSPECTION, PLAY BETWEEN THE LT & RT ELEVATORS WAS NOTED. UPON FURTHER INSPECTION, FOUND THE LT ELEVATOR TORQUE TUBE RIVETS WORKING.

Part: FILTER — LOW PRESSURE (DE-ICE SYSTEM) · airframe 9,035 hrs · 9,147 cycles

AT 18000 MSL WHILE EN ROUTE, THE CREW ENCOUNTERED SEVERE ICING CONDITIONS & THE WIND SCREEN ICED OVER. THE TKS SYS WAS IN HIGH MODE & WOULD NOT CLEAR THE ICE. WHEN MAX MODE WAS SELECTED THE YELLOW TKS CAUTION LIGHT ILLUMINATED, KEPT THE TKS SYS HIGH MODE. ELECTED TO DECLARE AN EMER TO RECEIVE PRIORITY. AFTER DESCENDING BELOW 10000 FEET, THE WINDSCREEN CLEARED UP & REMAINED CLEAR FOR THE REMAINDER OF THE FLIGHT. ENCOUNTERED ICE AT 12000 & ICE WAS CLEARING WITH TKS SYS IN HIGH MODE, GOT ON TOP AT 16000 & ICING CONDITIONS CEASED FOR A PERIOD OF TIME. AGAIN ENCOUNTERED LIGHT TO MODERATE & WAS STILL CLEARING IN HIGH MODE. REQUESTED 18000 & ICING CONDITIONS WERE NON-EXISTENT FOR A PERIOD OF TIME WHEN SEVERE ICING CONDITIONS WERE ENCOUNTERED. GND SPEED WAS APPROX 80 KNOTS AS A RESULT OF 50 - 60 KNOT HEADWINDS. DECLARED EMER APPROX 15 MILES FROM THE MALTT INTERSECTION. APPROX 4 GALLONS OF TKS FLUID REMAINED AFTER ARRIVAL, FULL AT DEPARTURE.

Part: FLAP TRACK — CORRODED (TE FLAP) · corrosion level 2 · airframe 12,412 hrs · 20,955 cycles

FAILED NDI DUE TO CORROSION BEYOND MAX REPAIRABLE LIMITS.

Part: CONNECTOR — DAMAGED (ELECTRICAL SYS) · airframe 10,732 hrs · 15,609 cycles

STBY POWER ON ANNUNCIATOR ILLUMINATING IN CLIMB WITH 2ND CB OF POWER 2 BUS & 3RD CB OF POWER 1 BUS POPPED.

Part: BRAKE SYS — MALFUNCTIONED (ZONE 100) · airframe 12,700 hrs · 12,591 cycles

DURING AN ATTEMPTED RT TURN DURING TAXI OUT TO THE RUNWAY FOR A TRAINING FLIGHT, THE CREW ADVISED THEY WERE UNABLE TO MAKE THE RT TURN & REQUESTED A RETURN TO THE CARGO RAMP. UPON ARRIVING IN THE CARGO AREA, THE CREW ADVISED AIRCRAFT LOST BRAKING ABILITY & WERE ABLE TO STOP THE ACFT USING BETA & REVERSE. UPON ENG SHUTDOWN THE ACFT MOVED FWD APPROXIMATELY 10 FEET AS THE CREW PULLED THE THROTTLE OUT OF BETA FOR SHUTDOWN WITH FULL BRAKES APPLIED & THE EMERGENCY BRAKE SET. ACFT WAS PUSHED BACK INTO THE TIE DOWN SPOT & SECURED. NO EMERGENCIES WERE DECLARED & NO DAMAGE WAS SUSTAINED TO THE ACFT.

Part: FLAP TRACK — CORRODED (TE FLAP) · corrosion level 3 · airframe 11,039 hrs · 12,409 cycles

CORROSION FOUND ON CTR FLAP TRACK WEB, LS FOUND OUT OF LIMITS. AREA FOUND TO BE SEVERE INTERGRANULAR CORROSION.

Part: FLAP TRACK — CORRODED (TE FLAP) · corrosion level 3 · airframe 11,039 hrs · 12,409 cycles

CORROSION FOUND ON OTBD FLAP TRACK WEB, LS FOUND OUT OF LIMITS. AREA FOUND TO BE SEVERE INTERGRANULAR CORROSION.

Part: FLAP TRACK — CORRODED (TE FLAP) · corrosion level 3 · airframe 11,039 hrs · 12,409 cycles

CORROSION FOUND ON OTBD FLAP TRACK WEB RS FOUND OUT OF LIMITS. AREA FOUND TO BE SEVERE INTERGRANULAR CORROSION.

Part: FLAP TRACK — CORRODED (TE FLAP) · corrosion level 3 · airframe 11,039 hrs · 12,409 cycles

CORROSION FOUND ONCENTER FLAP TRACK WEB, R.S. FOUND OUT OF LIMITS. AREA FOUND TO BE SEVERE INTERGRANNULAR CORROSION.

Part: FLAP TRACK — CORRODED (TE FLAP) · corrosion level 3 · airframe 11,039 hrs · 12,409 cycles

CORROSION FOUND ON INBD FLAP TRACK WEB RS FOUND OUT OF LIMITS. AREA FOUND TO BE SEVERE INTERGRANULAR CORROSION.

Part: FLAP TRACK — CORRODED (TE FLAP) · corrosion level 3 · airframe 9,858 hrs · 14,992 cycles

CORROSION FOUND ON INBD FLAP TRACK WEB, LS FOUND OUT OF LIMITS. AREA FOUND TO BE SEVERE INTERGRANULAR CORROSION.

Part: FLAP TRACK — CORRODED (TE FLAP) · corrosion level 3 · airframe 9,858 hrs · 14,992 cycles

CORROSION FOUND ON OTBD FLAP TRACK WEB, LS FOUND OUT OF LIMITS. AREA FOUND TO BE SEVERE INTERGRANULAR CORROSION.

Part: TRIM SYSTEM — MALFUNCTIONED · airframe 14,421 hrs · 15,790 cycles

FLIGHT 8573. DURING CLIMB OUT, ATTEMPTING TO TRIM ACFT VIA ELECTRIC TRIM BUT WHEEL WOULD NOT TURN. ATTEMPTED TO TURN TRIM WHEEL MANUALLY BUT WHEEL WOULD SNAP BACK TO STARTING POSITION. ELECTED TO RETURN TO DEPARTURE.

Part: THROTTLE — MALFUNCTIONED (ENGINE) · airframe 10,814 hrs · 15,401 cycles

PILOT REPORTED HE RAN OUT OF THROTTLE AT 5800 FEET -TORQUE LIMITED WITH NORMAL ITT.

Part: THROTTLE — OUT OF RIG (ENGINE) · airframe 10,814 hrs · 15,401 cycles

PILOT REPORTED HE RAN OUT OF THROTTLE AT 5800 FEET WITH NORMAL ITT. ENGINE WAS RE-RIGGED AND OPS CHECK FLIGHT WAS SATISFACTORY.

Part: CABLE — BROKEN (ZONE 200) · airframe 26,853 hrs · 32,917 cycles

FLT 248, PILOT REPORTED THAT WHILE DESCENDING FROM 8000 TO 3000 FT APPROX 30 NM OF DESTINATION, THE ELEVATOR TRIM FAILED. DECLARED AN EMERGENCY, PILOT REPORTED THAT THE CREW "MUSCLED" THE ACFT WHERE THEY LANDED WITHOUT FURTHER INCIDENT. FOUND TRIM CABLE BROKEN.

Part: VALVE — FAULTY (ZONE 300) · airframe 6,718 hrs · 8,394 cycles

INSTALLED TKS SYS IAW SK208-174B. DURING FLOW CHECK, FOUND PROPORTIONING VALVE MALFUNCTIONING. INTERNAL CHECK VALVE INOP, LETTING FLUID IN LINES TO PANELS BLEED BACK INTO TANK. IAW OPS CHECK, THE CHECK CAN BE DONE 3 TIMES. THE VALVE FAILED EACH TIME. REPLACED VALVE WITH ANOTHER NEW VALVE WHICH THEN PASSED THE FLOW CHECK. THIS IS THE PROPORTIONING VALVE IN THE AFT FUSELAGE THAT FEEDS THE STABILIZER PANELS.

Part: VALVE — FAULTY (ZONE 600) · airframe 6,718 hrs · 8,394 cycles

INSTALLED TKS SYSTEM IAW SK208-174B. DURING FLOW CHECK, FOUND PROPORTIONING VALVE MALFUNCTIONING. INTERNAL CHECK VALVE INOP, LETTING FLUID IN LINES TO PANELS BLEED BACK INTO TANK. IAW OPS CHECK, THE CHECK CAN BE DONE 3 TIMES. THE VALVE FAILED EACH TIME. REPLACED VALVE WITH ANOTHER NEW VALVE WHICH THEN PASSED THE FLOW CHECK. THIS IS THE PROPORTIONING VALVE IN THE AFT FUSELAGE THAT FEEDS THE RT WING AND STRUT PANELS.

Part: GOVERNOR — FAILED (NR 1 PROPELLER) · airframe 26,705 hrs · 32,760 cycles

PILOT REPORTED LT ENGINE WOULD ONLY PRODUCE 1600 LBS OF TORQUE AT MOST. THE TAKEOFF WAS ABORTED AND ACFT RETURNED TO THE PARKING RAMP WITHOUT FURTHER INCIDENT AND MX WAS NOTIFIED. MX TROUBLESHOT ACFT AND PERFORMED THE FOLLOWING MX. TROUBLESHOOT PY LINES AND FILTER - CHECKS GOOD. CAPPED FUEL CONTROL UNIT AND TESTED LINES - CHECKED GOOD. MX FOUND A FAULTY NR1 PROP GOVERNOR TO BE THE CAUSE. MX R & R FAULTY PROP GOVERNOR IAW MM 61-20-00 AND SD3-30 MM 71-00-02. MX PERFORMED ENGINE RUN FUNCTIONAL AND LEAK CHECKS AND ALL WERE GOOD. ACFT RETURNED TO SERVICE.

Part: STRUCTURE — CORRODED (ZONE 500) · corrosion level 3 · airframe 26,579 hrs · 32,629 cycles

DURING MX, CORROSION INSPECTION, FOUND CORROSION ON LT WING OTBD SIDE OF NR 1 NACELLE INBD T/E BETWEEN WS 160 & 175. MX REMOVED LT WING UPPER SKIN DOUBLERS AT WS 160 AT APPROX 7.5" FROM L/E SPAR AND APPROX 7.5" FROM THE REAR EDGE SPAR. ON REMOVAL AND FURTHER INSPECTION OF WING BAY AREA, FOUND CORROSION ON INTERNAL WING SUPPORT U CHANNELS, TEE SUPPORT FITTINGS AND SUPPORT BRACKETS. FABRICATED WING SKIN DOUBLERS IAW SD3-30 SRM 57-09-5, FIG 1. FABRICATED SUPPORT U CHANNELS IAW SRM 57-09-5, FIG 1. REMOVED THE INTERNAL SUPPORT LT BRACKETS AT WS 160. FABRICATED SUPPORT L BRACKETS AT WS 160. FABRICATED SUPPORT LT BRACKETS IAW SRM 51-30-00. REMOVED BUTT STRAP AT WS 160 FROM LEADING EDGE SPAR TO T/E SPAR, FABRICATED BUTT STRAP IAW SRM 51-30-00 AND SHORTS DWG SD360-578-11C. REMOVED BUTT STRAP FILLERS AT WS160. FABRICATED BUTT STRAP FILLERS IAW SRM 51-30-00. ALL MATERIAL FABRICATED WERE CLEANED, TREATED AND PRIMED AND PAINTED IAW SRM 51-23-00. INSTALLED FASTENERS AND WING SKIN DOUBLERS AND BUTT STRAP ON LT WING UPPER SURFACE AT WS 160 IAW DWG SD3-30-6535 / SD360-57-11/C.

Part: SHIMMY DAMPENER — VIBRATION (NLG) · airframe 10,812 hrs · 15,350 cycles

PILOT REPORTED DURING TAKEOFF ROLL OF FLIGHT 8687-THAT HE EXPERIENCED A SEVERE VIBRATION AND ABORTED THE TAKEOFF ROLL AND THAT HE TAXIED THE ACFT BACK TO THE PARKING RAMP WITHOUT ANY ADDITIONAL INCIDENT. MX TROUBLESHOOT AND INSPECTED ACFT TO INCLUDE MLG MOUNTING POINTS, ENGINE MOUNTING COLLAR WITH NO DISCREPANCIES FOUND IAW MM 5-50-00. MX FOUND THE NNLG TIRE OUT OF ROUND AND ALSO FOUND A FAULTY SHIMMY DAMPENER. MX R & R NOSE WHEEL AND TIRE ASSY AND R & R THE SHIMMY DAMPENER AND COMPILED WITH SK208-164A LORD SHIMMY DAMPENER SERVICE KIT INSTALLATION - MX DONE IAW MM 32-40-00 AND SK208-164A. OPS AND FUNCTIONAL CHECKS COMPLETED WITH NO FURTHER DEFECTS NOTED.

Part: AILERON SYS — FROZEN · airframe 15,056 hrs · 14,194 cycles

PILOT REPORTED THAT ON CLIMBOUT, NOTICED THE AILERON TRIM SEEMED TO BE FROZEN AND FELT LIKE IT WAS BINDING. WHEN TRYING TO ADJUST IT WOULD ONLY MOVE A LITTLE AND THEN SPRING BACK RIGHT AWAY. PILOT DECIDED TO RETURN TO DEPARTURE AND LANDED WITHOUT FURTHER INCIDENT. EMERGENCY WAS NOT DECLARED. MX VERIFIED DISCREPANCY AND MOVED ACFT TO THE HANGAR AND ALLOWED IT TO WARM UP IN THE HANGAR. MX COMPLIED WITH MM INSPECTION TASK 27-10-02-640 (AILERON TRIM LUBRICATION) IAW MM 12-21-00, SECTION 3, TABLE 1. AILERON TRIM ACTUATOR FUNCTIONAL AND OPS GROUND CHECKED GOOD, SYS MOVES FREELY AND CORRECT. ACFT WAS RELEASED FOR AN OPS CHECK FLIGHT. OPS CHECK FLIGHT WAS COMPLETED AND AILERON TRIM CHECKS WERE GOOD IN ALL PHASES OF FLIGHT. ACFT RETURNED TO SERVICE.

Part: WIRE — CHAFED (FIRE LOOP) · airframe 9,499 hrs · 14,283 cycles

ON SHORT FINAL AT APPROX 1000 FT, CREW HEARD THE FIRE DETECTION WARNING HORN CHIRP AND THE FIRE DETECTION WARNING LIGHT WAS FLICKERING INTERMITTENTLY. THE CREW ADVISED ALL ENGINE PARAMETERS INDICATED NORMALLY AND NO EVIDENCE OF FIRE WAS DETECTED. NO EMERGENCY WAS DECLARED AND THE ACFT LANDED WITHOUT FURTHER INCIDENT. MX TROUBLESHOT ACFT AND INSPECTED FIRE DETECTION SYS. MX R & R FIRE DETECTOR CONTROL BOX IAW MM 26-10-00. ADDITIONAL TROUBLESHOOTING ON THE FIRE DETECTION SYS FOUND A CHAFED WIRE DOWN-LINE OF THE FIRE WARNING SWITCH. MX REPAIRED THE CHAFED WIRE IAW WIRING DIAGRAM 20-10-00 AND ALL OPS AND FUNCTIONAL CHECKS WERE GOOD.

Part: ADC — MALFUNCTIONED · airframe 10,488 hrs · 14,608 cycles

PILOT REPORTED AN ADC FAILURE, LOSS OF AIRSPEED, ALTIMETER, VERTICAL SPEED, TAS AND OAT DISPLAYS DURING CRUISE. AIRCRAFT LANDED WITHOUT INCIDENT. MX TROUBLESHOOT AND INSPECTED ACFT AHRS 1 TAS ALERT IAW STC ICAW A0-01080-05, REV 1 AND REFERENCING FLIGHT-LINE MM A0-00601-05, REV A, PAGE 3-13. MX RESET GTP-59 AND GDC-74 CONNECTOR PLUGS AND PERFORMED GROUND OPS AND FUNCTIONAL CHECKS AND SELF-TESTS. ALL CHECKS WERE GOOD. ACFT RETURNED TO SERVICE - THREE FLIGHTS HAVE BEEN COMPLETED WITH NO FURTHER DEFECTS NOTED.

Part: SWITCH — DEFECTIVE (FIRE DETECTION) · airframe 9,496 hrs · 14,279 cycles

PILOT REPORTED AT CRUISE FLIGHT, AT APPROX 6000 FT, DURING STAGING FLIGHT, THE CREW ADVISED THE FIRE DETECTION SYS ACTIVATED INTERMITTENTLY IN FLIGHT. THE CIRCUIT BREAKER WAS RESET AND THE SYS WOULD DEACTIVATE FOR APPROX 10 MINUTES AND THEN REACTIVATE. ARRIVED INTO DESTINATION WITHOUT INCIDENTAND NO EVIDENCE OF FIRE WAS NOTED AFTER THE ACFT WAS SECURED. MX TROUBLESHOT AND INSPECTED FIRE DETECTION SYSTEM AND FOUND DEFECTIVE TEST SWITCH. MX R & R DEFECTIVE TEST SWITCH IAW MM 26-10-00, ALL GROUND OPS AND FUNCTIONAL CHECKS WERE GOOD.

Part: WIRE — OUT OF POSITION (FIRE DETECTION) · airframe 9,495 hrs · 14,277 cycles

AFTER TAKEOFF, THE FIRE DETECTION WARNING HORN SOUNDED AND THE FIRE DETECTION WARNING LIGHT ILLUMINATED. CREW DECLARED AN EMERGENCY AND RETURNED TO DEPARTURE, LANDING AT 17:13 ZULU WITHOUT FURTHER INCIDENT. CREW REPORTED THAT THERE WAS NO INDICATION OF FIRE AFTER SECURING THE ACFT. MX INSPECTED THE ENGINE FIRE DETECTION SYSTEM AND FOUND MULTIPLE INSULATORS OUT OF THE BRACKETS, RE-INSTALLED INSULATORS IN BRACKETS. MX ALSO FOUND FIRE WIRE TOUCHING REDUCTION GEARBOX CASE AND THE INERTIAL SEPARATOR BRACKET, REPOSITIONED FIRE LOOP WIRE. ALL WORK PERFORMED IAW MM 26-10-00. PERFORMED ENGINE RUN WITH NO DEFECTS NOTED.

Part: WIRE — BROKEN (MLG) · airframe 28,912 hrs · 38,487 cycles

PILOT REPORTED DURING A MX CHECK FLIGHT THAT THE GEAR REMAINED DOWN WITH ALL THREE GREEN LIGHTS ILLUMINATED WHEN THE GEAR HANDLE WAS MOVED TO THE UP POSITION. ACFT RETURNED TO DEPARTURE UNEVENTFULLY. MX TROUBLESHOT THE GEAR SYS AND THE FOLLOWING MX WAS PERFORMED. TROUBLESHOOT AND FOUND BROKEN WIRE ON LANDING GEAR SWITCH (RT SIDE). R & R RT SIDE LANDING GEAR SWITCH IAW 32-30-00 GEAR PROBLEM STILL NOT CORRECTED. TROUBLESHOOT PRINTED CIRCUIT BOARD (TIME DELAY). R & R PCB PROBLEM STILL WAS NOT CORRECTED. TROUBLESHOOT ALL WIRING IN LANDING GEAR SYS AND FOUND BAD GROUND TO HYD POWER PACK ASSEMBLY -GROUND CABLE. CLEANED AND TIGHTENED POWER PACK GROUND CABLE AND PERFORMED NUMEROUS OPERATIONAL AND FUNCTIONAL CHECKS TO INCLUDE EMERGENCY EXTENSION/ MANUAL SYS CHECKS. ALL OPS AND FUNCTIONAL CHECKS WERE GOOD. OPS CHECK FLIGHT COMPLETED AND NO FURTHER DEFECTS FOUND OR NOTED. ACFT RETURNED TO SERVICE.

Part: GPS — INOPERATIVE · airframe 2,150 hrs · 2,556 cycles

PILOT REPORTED DURING PRE-FLIGHT, PRE-TAXI CHECKS THAT THE GNS-530W GPS/NAV/COM UNIT WAS INOPERATIVE AND THAT HE SMELLED A SMOKE ODOR. ACFT WAS SHUTDOWN AND MX WAS NOTIFIED. MX INSPECTED AND TROUBLESHOT SYS AND R & R GNS-530W GPS/NAV/COM UNIT WITH SERVICEABLE UNIT IAW FE G600 GNS 530W/430W GMA 347, CHAPTER 2.7.9 AND 4.2/4.3 AND 5.5.1 AND 5.5.3. GNS 530W UNIT SYS FUNCTIONAL AND OPS CHECKED GOOD.

Part: BOOT — DAMAGED (PROPELLER BLADE) · airframe 15,138 hrs · 25,917 cycles

PILOT REPORTED THAT WHILE ENROUTE, DECLARED AN EMERGENCY WHEN A PIECE OF THE NR 2 PROPELLER BLADE DE-ICE BOOT SEPARATED FROM THE PROP. CREW NOTICED A SLIGHT DROP IN ENGINE OIL PRESSURE BUT REMAINED IN THE NORMAL RANGE. AS A RESULT THE CREW ELECTED TO DIVERT FOR SAFETY REASONS THINKING THAT THE ENGINE WAS RUNNING ROUGH/ VIBRATIONS. CREW ADVISED THAT THE PLANE WAS RUNNING ROUGH WHEN THEY TAXIED INTO THE RAMP. MX WAS NOTIFIED AND TECHS WERE DISPATCHED TO INSPECT AND REPAIR ACFT. MX INSPECTED ACFT AND PERFORMED THE FOLLOWING: PERFORMED FORIEGN OBJECT DAMAGE INSPECTION - NO DEFECTS WERE NOTED OR FOUND - IAW MM 5-50-00. MX R & R NR 2 ENGINE BLADE PROP DE-ICE BOOT IAW MM 30-60-00. NR 2 PROP DE-ICE BOOT DAMAGED/ MISSING- APPROX 3" ON BOOT. PERFORMED ENGINE GROUND PERFORMANCE RUN-UP AND FOUND OIL PRESSURE GOOD AND NO VIBRATIONS FROM ENGINE OR PROP - IAW MM 71-00-00. ALL OPS CHECKS WERE GOOD - ACFT RETURN TO SERVICE.

Part: MASTER CYLINDER — FAILED (BRAKE SYS) · airframe 13,383 hrs · 14,937 cycles

AFTER FLIGHT, WHEN PILOT APPLIED LT BRAKE, THERE WAS NO RESPONSE AND ENGINE REVERSE HAD TO BE USED TO GET THE ACFT STOPPED. THE LT BRAKE STARTED WORKING AFTER BEING PUMPED SEVERAL TIMES AND THE PILOT WAS ABLE TO MANEUVER THE ACFT INTO IT'S PARKING SPOT WITHOUT FURTHER INCIDENT. MX WAS NOTIFIED AND DISPATCHED TO ISN (WILLISTON ND) TO INSPECT AND REPAIR ACFT. MX INSPECTED AND TROUBLESHOT ACFT BRAKE SYS. MX R & R LT BRAKE MASTER CYLINDER WITH SERVICEABLE UNIT IAW MM CHAPTER 32-41-00 PARA AB. BRAKES AND MASTER CYLINDER BLED AND OPS AND FUNCTIONAL CHECKS WERE GOOD. ACFT RETURNED TO SERVICE.

Part: ENGINE — FAILED (NR 1) · airframe 26,510 hrs · 32,536 cycles

AFTER LEVELING OFF AT 9,000 FT, CREW OBSERVED A FLAME COME OUT OF NR 1 ENGINE, FOLLOWED BY THE GENERATOR LIGHT ILLUMINATING, AND ENGINE SPOOLING DOWN. FOLLOWED EMERGENCY CHECKLIST AND SHUTDOWN NR 1 ENGINE IN-FLIGHT. ATTEMPTED TO RESTART NR 1 ENGINE PER EMERGENCY CHECKLIST, WHICH WAS UNSUCCESSFUL. DECLARED AND EMERGENCY AND DIVERTED. LANDED WITHOUT ANY FURTHER INCIDENT. DURING POSTFLIGHT, OBSERVED OIL LEAKING OUT THE BOTTOM OF COWLING. FOUND FUEL OIL HEATER HOUSING CRACKED, OIL LEVEL AT APPROXIMATELY 4, FOUND COMPRESSOR SEIZED. POWER SECTION CHIP DETECTOR INSPECTED AND FOUND VERY FINE DEBRIS ON CHIP DETECTOR.

Part: PRESSURE GAUGE — ERRATIC (INSTRUMENT PANEL) · airframe 11,464 hrs · 19,042 cycles

FLIGHT 8974, PRECAUTIONARY LANDING AND AN EMERGENCY DECLARED EN-ROUTE DUE TO A FLUCTUATING OIL PRESSURE GAUGE. PILOT ADVISED OIL PRESSURE GAUGE FLUCTUATED +/- 4 DURING FLIGHT, THEN LEVELED OFF AT 5,000 MSL. ACFT LOST SOME OIL PRESSURE, BUT MAINTAINED IN THE GREEN ARC. ON LANDING AND ROLL OUT, OIL PRESSURE GAUGE DECREASED TO APPROX 65 PSI AND IT WAS IN THE YELLOW CAUTION ZONE ARC. MX R & R OIL PRESSURE GAUGE IAW MM 79-30-00. REMOVED AND CLEANED AND REINSTALLED ENGINE OIL FILTER IAW MM 79-20-00. ENGINE RUN OPS AND LEAK CHECKED GOOD - OIL PRESSURE IN THE GREEN ARC ALL RANGES.

Part: DOOR — OPEN (UPPER CARGO) · airframe 10,659 hrs · 15,075 cycles

AFTER TAKEOFF, TOWER ADVISED CREW THAT THE MAIN UPPER CARGO DOOR WAS OPEN AND THAT THE INTERIOR DOOR LINING DEPARTED THE ACFT. THE CREW DID NOT HAVE A DOOR ANNUNCIATOR LIGHT INDICATION THAT THE DOOR WAS OPEN AND RETURNED TO DEPARTURE IMMEDIATELY, BUT DID NOT DECLARE AN EMERGENCY. AFTER ARRIVAL, CREW CONFIRMED THAT THE MAIN UPPER CARGO DOOR WAS OPEN. MX INSPECTION AND TROUBLEHOOTING SO FAR INCLUDES DETAILED VISUAL INSPECTION OF CARGO DOOR IAW MM 52-00-00 WITH NO DEFECTS NOTED, OPS AND FUNCTIONAL CHECKED NORMAL. PERFORMED A DETAILED INSPECTION OF FUSELAGE FRAME, NO DEFECTS NOTED. MX REPLACED DOOR LINER IAW MM 52-31-00, REV 8. MX INSPECTED AND RESET CARGO DOOR LIGHT ANNUCIATOR WARNING LIGHT IAW MM 52-71-00, REV 6. NO DEFECTS NOTED.

Part: LANDING GEAR — MALFUNCTIONED · airframe 24,188 hrs · 30,852 cycles

PILOT REPORTED THAT AFTER TAKEOFF AND UPON RETRACTION OF THE LANDING GEAR, THE RT NOSE GEAR INDICATED UP AND LOCKED AND THE LT MAIN GEAR INDICATED DOWN AND LOCKED. PILOT ELECTED TO RETURN TO DEPARTURE. GEAR WAS SELECTED DOWN AND 3 DOWN AND LOCKED LIGHTS ILLUMINATED. LANDING WAS UNEVENTFUL. AT NO TIME WAS A GEAR UNSAFE INDICATION RECEIVED. INSPECTED LANDING GEAR SYSTEM VISUALLY WITH NO STRUCTURAL DEFECTS NOTED. OPEN