IBC AIRWAYS, Inc.

Operated by IBC AIRWAYS INC (per NTSB report)

Operated by IBC AIRWAYS INC (per NTSB report)

The flight crew's excessive elevator input during a rapid descent under night lighting conditions, which resulted in the overstress and breakup of the airplane. Contributing to the accident was an initial loss of airplane control for reasons that could not be determined because postaccident examination revealed no mechanical anomalies that would have precluded normal operation.

Sanction: $15,000 · case closed 2024-03-04

Sanction: $1,700 · case closed 2011-04-15

Part: HAND PUMP — BROKEN (ZONE 100) · airframe 39,866 hrs · 42,037 cycles

DURING TAKEOFF FROM MBPV, UPON SELECTING THE LANDING GEAR UP, THE CREW RECEIVED A HYD CWP LIGHT AND NO PRESSURE INDICATION. THE CREW ELECTED TO RETURN TO MBPV, FOLLOWED THE QRH AND BLEW THE LANDING GEAR DOWN. MAINTENANCE TEAM WAS DISPATCHED AND REPLACED THE HYDRAULIC PUMP, THE HAND PUMP AND THE EXPLOSIVE BOLTS. AIRCRAFT WAS RETURNED TO SERVICE

Part: SWIVEL FITTING — BROKEN (ZONE 700) · airframe 47,237 hrs · 45,367 cycles

HYDRAULIC CWP LIGHT ILLUMINATED AFTER TAKEOFF. HYDRAULIC QUANTITY APPEARED TO INDICATE BELOW RED LINE, AND MAIN HYDRAULIC PRESSURE APPEARED TO BE INDICATING 0. COMPLIED WITH QRH. DIVERTED BACK TO KMIA. THE SWIVEL IS LOCATED ON THE RH MLG DRAG BRACE AND PORTS HYDRAULIC FLUID TO THE DOWNLOCK ACTUATOR. THE FIXED MOUNTING PORTION OF THE SWIVEL IS MADE OF STEEL. THE INNER SWIVELING PORTION IS A SPOOL MADE ALUMINUM. THE SPOOL IS RETAINED IN THE FIXED PORTION WITH A FLANGE RETAINED BY A SAFETIED SCREW. THE SPOOL IS DRILLED TO ALLOW FLUID TO PORT FROM THE FIXED PART TO THE SWIVEL. THE SPOOL FAILED IN THE DRILLED PASSAGE ALLOWING THE SPOOL TO SEPARATE FROM THE FIXED PORTION. DRAG BRACE TOTAL CYCLES SINCE OH IS 3791 CYC.

Part: SUPPORT — CRACKED (ZONE 700) · airframe 39,938 hrs · 32,969 cycles

CREW REPORTED ON DEPARTURE THE LANDING GEAR ICAS MESSAGE LG/LEVER DISAGREE. RH MLG NOTED AS NOT UP AND LOCKED. CREW PUT THE GEAR DOWN AND REPORTED THREE DOWN AND LOCKED. AN EMERGENCY WAS DECLARED AND THE AIRCRAFT LANDED WITHOUT INCIDENT. UPON INSPECTION OF THE RH MLG, IT WAS FOUND THAT THE SUPPORT FOR THE PROXIMITY SWITCH (PN 2309-2070-004) WAS CRACKED THROUGH THE MOUNTING HOLE FOR THE SWITCH ON THE SUPPORT. THE CRACK ALLOWED THE PROXIMITY SWITCH TO SEPARATE FROM THE SUPPORT. THE SUPPORT WAS REPLACED, OPERATIONAL CHECK WAS PERFORMED AND THE AIRCRAFT WAS RETURNED TO SERVICE.

Part: DOWNLOCK SWITCH — LOOSE (ZONE 700) · airframe 35,799 hrs · 34,384 cycles

ON APPROACH INTO SNU, THE CREW SELECTED THE LANDING GEAR DOWN AND FAILED TO GET A DOWN AND LOCKED INDICATION ON THE LH MLG. THE CREW NOTIFIED THE TOWER AND ABORTED THE LANDING. A FLYBY PAST THE TOWER CONFORMED ALL 3 GEAR DOWN AND LOCKED. THE AIRCRAFT RETURNED TO THE PATTERN, AND LANDED SUCCESSFULLY. MAINTENANCE WAS DISPATCHED AND FOUND THE LH DOWNLOCK SWITCH CANNON PLUG LOOSE. MAINTENANCE SECURED THE CANNON PLUG AND OP CHECKED SUCCESSFULLY. THE AIRCRAFT WAS RETURNED TO SERVICE.

Part: WINDSHIELD — CRACKED (ZONE 200) · airframe 39,992 hrs · 43,400 cycles

DURING CLIMB, CREW ENCOUNTERED RIME ICE AND ACTIVATED THE ENGINE ANTI-ICE, WING BOOTS, AND WINDOW HEAT. CREW HEARD A LOUD POP AND DISCOVERED THE RH WINDSHIELD HAD CRACKED. CREW TURNED OFF WINDOW HEAT AND RAN THE QRH. CREW CONTACTED THE TOWER AND DIVERTED TO MYNN. AIRCRAFT LANDED SAFELY IN MYNN. MAINTENANCE TEAM WAS DISPATCHED TO REPLACE THE CRACKED WINDSHIELD.

Part: FMS — FAILED (COCKPIT) · airframe 35,381 hrs · 39,087 cycles

ENROUTE FROM KMIA TO WMCR FOR HURRICANE EVACUATION, OVER CUBAN AIRSPACE, THE FMS DISPLAY AS WELL AS ROUTE INFORMATION ON THE MFD WERE LOST, AFTER THIS A SMELL OF BURNT CABLES COULD BE DETECTED. FMS CB'S WERE PULLED AND AN EMERGENCY DECLARED TO LAND AT SANTA CLARA AIRPORT. AFTER PULLING THE CBS THE SMELL DISSIPATED. TECHNICIANS ON BOARD SECURED THE CBS AND DEFERRED THE FMS IAW THE MEL. THE AIRCRAFT CONTINUED TO WMCR AND LANDED WITHOUT INCIDENT. WHEN THE AIRCRAFT RETURNED TO KMIA, MAINTENANCE REPLACED THE FMS CDU AND RETURNED THE AIRCRAFT TO SERVICE.

Part: ENGINE — ERRATIC (LEFT) · airframe 35,364 hrs · 34,068 cycles

TAKING OFF FROM RUNWAY 06 IN FREEPORT, CLIMB OUT TO 1000 FT, CREW STARTED THE CLIMB CHECKLIST. UPON TURNING OFF CTOT AND SETTING CONDITION LEVERS TO CLIMB, THE RIGHT ENGINE LOST POWER AND THE OVER TEMPERATURE LIGHT ILLUMINATED. CREW PERFORMED MEMORY ITEMS ,AND REQUESTED LANDING CLEARANCE FOR ENGINE TROUBLE. ON SHORT FINAL, THE CREW SECURED THE RH ENGINE AND LANDED WITHOUT INCIDENT. MAINTENANCE TEAM WILL BE DISPATCHED TO DOWNLOAD FDR AND COMPLETE A BORESCOPE OF THE RH ENGINE.

Part: ENGINE — OVERTEMP (RIGHT) · airframe 35,308 hrs · 34,019 cycles

DURING DESCENT, SEVERAL LOUD BANGS WERE HEARD FROM THE RH ENGINE WITH VIBRATIONS. MAJOR FLUCTUATIONS ON THE TORQUE AND ITT. OVERTEMP LIGHT CAME ON FOR APPROX. 5 SECONDS. TORQUE SET AT 40% THEN REDUCED TO 20%. ENGINE STABILIZED AROUND 30% TORQUE. AIRCRAFT DECLARED AN EMERGENCY LANDING AT KMIA AND LANDED WITHOUT INCIDENT. MAINTENANCE INSPECTED ENGINE USING A BORESCOPE WITH NO DAMAGE NOTED AND PERFORMED AMM OVERTEMP PROCEDURES. FDR DATA WAS DOWNLOADED AND ANALYZED. WAITING ON DATA ANALYSIS FROM GE TO DETERMINE NEXT ACTION.

Part: CLAMP — UNSECURE (HP BLEED) · airframe 39,874 hrs · 43,317 cycles

ON DEPARTURE, AT 200 TO 400 FT THE CREW NOTICED ON THE MASTER WARNING PANEL, ENG OIL, OIL PRESS AND THE LH ENGINE OVER TEMP (RED LIGHT ) ON. THEY ALSO NOTICED FLUCTUATION ON LH ENGINE OF TORQUE AND ENGINE TEMP. THEY REDUCE POWER AND THE ENGINE STABILIZED AT 30%. AN EMERGENCY WAS DECLARED, AND THEY LANDED SAFELY. INITIAL INVESTIGATION FOUND THAT THE HP BLEED CLAMP HAD FAILED ON THE LH ENGINE. THE NUT WAS NOT ON THE CLAMP. THE THREADS APPEAR TO BE UNDAMAGED ON THE CLAMP. THE NUT WAS NOT FOUND FOR INSPECTION.

Part: PUMP — FAILED (HYD SYSTEM) · airframe 53,386 hrs · 61,477 cycles

DURING APPROACH TO KMIA NOTICED HYDRAULIC PRESSURE DECREASED. CWP HYD LIGHT ILLUMINATED. EXPERIENCED TOTAL HYDRAULIC LOSS. COMPLIED WITH QRH. MANUALLY LOWERED GEAR AND FLAPS, SUCCESSFULLY LANDED AND STOPPED ON TAXIWAY. MAINTENANCE REMOVED AND REPLACED ELECTRIC DRIVEN HYDRAULIC PUMP AND RETURNED AIRCRAFT TO SERVICE.

Part: BLEED AIR SYS — LOOSE (ZONE 400) · airframe 35,034 hrs · 33,825 cycles

AT FL240 RIGHT TQ AND RIGHT PROP RPM GAUGES AT ZERO. UNABLE TO MAINTAIN AIRSPEED. RIGHT ENGINE BECAME ROUGH, FUEL FLOW DECREASED. GAUGES THEN RETURNED TO NORMAL WITH HIGH RIGHT ITT. TURNED R HP OFF, ENGINE STABILIZED. MAINTENANCE INSPECTED BLEED SYSTEM AND FOUND A LOOSE CLAMP ON THE LOW PRESSURE VALVE. SECURED CLAMP AND PERFORMED SYSTEM OPERATIONAL CHECKS WITH NO FURTHER DEFECTS NOTED.

Part: CONTROL SYSTEM — FAILED (MLG) · airframe 39,632 hrs · 32,794 cycles

GEAR WOULD NOTCOME UP AFTER T/O. FOLLOWED QRH. REMOVED AND REPLACED LANDING GEARCONTROL ASSY. OPS CHECKED GOOD AT THIS TIME IAW SECTION 32-31-05-02 OF THE SAAB 340 MM.

Part: WIRE HARNESS — FAULTED (RT ENGINE) · airframe 38,842 hrs · 42,768 cycles

ON CLIMB OUT SEGMENT OF FLIGHT PASSING 13000' R/H ENGINE ITT BECAME ERRATIC AND UNSTABLE WHILE ALL OTHER PARAMETERS REMAIN THE SAME. C/W QRH E3-4, A8-10, A8-LL. PERFORMED BOROSCOPE INSPSPECTION CT7-TP9 INSP 003, 004, 005. NO VISUAL DAMAGEFOUND PERFORMED ITT INDICATION CHECK IAW SAAB 340,77-20-00-05 PROCEDURE 1. FOUND RH INDICATOR HAVINGA DIFFERENCE OF40C AT THE TEST BOX SETTINGS. REQUIRES FURTHER T/S. REMOVED AND REPLACED WIRE HARNESS FOR (INDICATION) IAW SAAB 340B POWER PLANT BUILT UP MANUAL, OPS CHECKED SATISFACORY, REQUIRES FURTHER AIRWORTHINESS RELEASE, SEE SERVICE TAGS FOR P/N'S OFF AND ON. PERFORMED OPS CHECK POWER RUNS ON RH ENGINE. OPS CHECKED GOOD AT THIS TIME IAW 72-00-00 AND71-00-00 OF THE EM.

Part: UNKNOWN — UNKNOWN (UNKNOWN) · airframe 47,225 hrs · 55,187 cycles

DURING CRUISE, HYD PUMP TURNED ON & NO MAIN ACCUM PRESS INCREASED. RETURNED TO MIA. FOLLOWED QRH. HYD CWP LIGHT ILLUM. R/R MAIN HYD RES. PERFORMED AIR BLEED SYS AT HYD SYS IAW 29-00-00 OPS & LEAK CHECK SAT. TAXI OUT, HYD PUMP MULTIPLE TIMES PER MINUTE: PRESSURE IN MAIN RES DECREASE FASTER THAN NORMAL. HYD FLUID QTY DID NOT CHANGE. R/R HYD PUMP IAW 29-00-00 OPS & LEAK CHECK SAT. PRESS IN MAIN RES DECREASE FASTER THAN NORMAL, EMERG RES DECREASED. R/R MAIN & EMER ACCUM IAW 29-00-00 OPS & LEAK CHECK SAT. MAIN ACCUM DROPPING PRESS BELOW 2000 PSI PUMP CYCLE 6-8 TIMES DURING TAXI FROM RAMP - RWY. INSPECTED HYD SYS, FOUND HAND PUMP SELECT VALVE OUT OF POSTION. OPS CHECKED ON MAIN ACCUM IAW FAULT ISOLATION 29-10-00-01 PAGE 7 OF MM 29-20-15-04.

Part: COMPRESSOR — STALLED (NR 2 ENGINE) · airframe 39,132 hrs · 32,498 cycles

DURING TAKEOFF REACHING 1000FT ENGINE2 FAILED . CONSULTED WITH CREW AND THEY STATED THAT IT WAS A COMPRESSOR STALL – MAINTENANCE INSPECTED THE INLET AND FOUND NO DISCREPANCIES. INSPECTED COMPRESSOR VG ACTUATING SYSTEM WITH NO DEFECTS NOTED. RAN ENGINE AT LOW AND HIGH POWER SETTINGS WITH NO DEFECTS OR STALLS. PERFORMED BOROSCOPE INSPECTION OF ENGINE ANDACCOMPLISHED A DFDR DOWNLOAD. THE DATA WAS ANALYZED AND AN ITT EXCEEDANCE WAS FOUND. THE ENGINE IS BEING REMOVED FOR SHOP VISIT.

Part: TRIMMER — FAULTY (RH ENG) · airframe 55,504 hrs · 58,031 cycles

CROSSING 11,000 FT, RIGHT ENGINE ITT INCREASE UNCOMMANDED TO 872C (802C BEFORE INCREASE). PROCEEDED WITH QRH - REDUCING POWER POWER LEVERS BROUGHT TEMPERATURES BACK DOWN TO NORMAL LEVELS. BLEED VALVES HAD NO INFLUENCE ON ENGINE ITT. WHILE DESCENDING , ITT ON RIGHT ENGINE SEEMED TO BALANCE WITH LEFT ENGINE. - SECURED ECU BLACK HARNESS AS NEEDED. PERFORMED ENGINE RUN IAW GE CT7-5, 72-00-00. - PERFORMED FCF THAT WAS UNSATISFACTORY. PASSING THROUGH FL170 RT ENGINE INCREASED FROM 845 TO 901 IMMEDIATELY.AT FL170 UNABLE TO REACH TARGET TORQUE FOR ENGINE TREND DUE TO HIGH ITT. - REPLACED RH ENGINE TRIMMER IAW SA340 AND CT7-5 AMM 72-00-00-16. C/W TRIMMER ADJUSTMENT IAW GE CT7-5 EM 74-00-00.- PERFORMED A SECOND FCF WHICH WAS SATISFACTORY.

Part: PERISEAL — UNSERVICEABLE · airframe 55,503 hrs · 58,030 cycles

#2 ENGINE IN CRUISE, ITT OUT OF LIMITS. C/W QRH. - REMOVED AND REPLACED R/H SIDE UNDER WING FLAP PERI-SEAL IAW SF340A AMM 36-11-40-04. RUN CHECKS SATISFACTORILY.

Part: CHIP DETECTOR — ACTIVATED (ZONE 500) · airframe 50,588 hrs · 51,214 cycles

DURING CRUISE FLIGHT AT 17000 FT LEFT ENGINE CHIP DETECT LIGHT ILLUMINATED A8-15 QRH. NO OTHER ABNORMALITIES. -- REMOVED AND REPLACED LT HAND ENGINE CHIP DETECTOR I/AW GE-CT-5 AMM 79-30-35-04. RUN AND LEAKS CHECK SATISFACTORY

Part: WIRE HARNESS — NONE (LT ENGINE) · airframe 19,968 hrs · 50,837 cycles

WHILE INCRISING POWER LEVERS AT START OF T/O ROLL, L ENGINE TORQUE UNCOMANDED TO 120% ( RED LIGHT ON ) REDUCED POWER LEVER, ENGINE DID NOT RESPOND. SHUT ENGINE DOWN. ASYMETRIC THRUST FROM RUNNING RIGHT ENGINE QUICKLY CAUSED PLANE TO ROTATE TO THE LEFT. RIGHT ENGINE WAS SHUT DOWN. - REPLACED AUTOCOARSEN COMPUTER, CHECKED OUT WIRING FOR 64 DEG SWITCH TO RELAYS 43KA AND 44KA AND TO THE CTOT PANEL CHECKED GOOD. FOUND THE BOTTOM GEVERNOR PREMATURELY ENGAGING REPLACED HMU AND OPS CHECK NORMAL. AFTER A SUCCESSFUL FCF WITHOUT REPEATING THE FAULT, WE DECIDED TO CHANGE THE ENGINE HARNESS AS A PRECAUTION.

Part: HMU — FAULTED · airframe 45,284 hrs · 43,797 cycles

SUPPLEMENTAL - ON GO AROUND RWY 26R AT MIA ENG 1 OIL PRESS LT CAME ON, LOST POWER, MEMORY ITEMS, DECLARED EMERGENCY AND QRH COMPLY. - DURING T/S FOUND AT BOTTOMING GOVERNOR CONNECTED NP OVER SHOOTS 140 RPM NEED TO 1500 RPM AND RETURNED TO NORMAL READINGS. PROCEEDED TO FOLLOW ON CT7-5, FIM AND SAAB 340, FIM, REQUIRES FURTHER T/S. R/R ECU SWAPPED OVD LH TO RH PERFORMED ENGINE RUN CHECK AUTOCOARSEN R/R #1 ENGINE HMU IAW CT7-5 73-00-00. PENDING OPS CHECK. NO DEFECTS NOTED. P/N OFF:785500-34 S/N OFF:UDAJ3379. PERFORMED #1 ENGINE RUNS IAW CT7-5, 72-00-00 OPS CHECK AND LEAK CHECK SATISFACTORY.

Part: CLAMP — CRACKED · airframe 46,181 hrs · 54,535 cycles

DURING TO/O ROLL @ V1, PLANE DISPLAYED HIGH TEMP + LOW PROP OIL PRESSURE IN #2 ENG PROP RPM DROPPED, ENGINE SHUTDOWN. COMPLIED W/QRH, RETURNED TO LAND AT MYNN. ON INVESTIGATION FOUND THAT THE HP BLEED LINE V-BAND CLAMP FAILED P/N 12J63-125 AT THE RETAINER SEGMENT WHICH CAUSED THE HP BLEED LINE TO OPEN UP AND ALLOW BLEED AIR LOSS TO CAUSE THE SHUTDOWN OF THE ENGINE.

Part: DOWNLOCK — DISCONNECTED (RT MLG) · airframe 44,983 hrs · 43,618 cycles

ON APPROACH TO LANDING RT MAIN GEAR LIGHT INOP. C/W QRH. - AFTER 2 ABORTED LANDINGS, LANDED SAFELY AND GEAR WAS DOWN AND LOCKED WITH NO INDICATION OF DOWN AND LOCKED. - FOUND RH DOWNLOCK SWITCH HAD BECOME DISCONNECTED. RECONNECTED/SECURED DOWNLOCK SWITCH IAW SAAB 340 MM 32-61-15. OPS CHECK NORMAL/GEAR SWING NORMAL

Part: WINDSHIELD — CRACKED (COCKPIT LEFT) · airframe 11,765 hrs · 7,417 cycles

LEFT WINDSHIELD CRACKED

Part: ECU — FAILED (NR 1 ENGINE) · airframe 37,928 hrs · 42,237 cycles

ENG1 ON APPROACH FLAME OUT. PROCEEDED BY QRH - AFTER TROUBLESHOOTING, 5 TRIPS TO THE BLAST FENCE FOR GROUND HIGH POWER RUNS, AND 2 FCF’S TO CHECK THE TORQUE PROBLEM. WE REPLACED THE TORQUE SENSOR AND SWAPPED ALTERNATORS FOR TROUBLESHOOTING WITH NO HELP. THE LAST THING TO CHANGE WAS THE ECU AND THAT WAS ACCOMPLISHED. COMPLETED HIGH POWER GROUND RUNS AND RELEASED THE AIRCRAFT. THERE HAS NOT BEEN A REPEAT WRITE-UP SINCE THE ECU WAS CHANGED.

Part: PROPELLER — LOW PRESSURE (NR 1) · airframe 45,567 hrs · 54,195 cycles

DURING CRUISE FLIGHT AT 13000, WE HAD PROP OIL PRESSURE LOW ON #1 ENGINE. PROCEEDED ACCORDING TO QRH PG E3-6

Part: UNKNOWN — ODOR (CABIN) · airframe 37,678 hrs · 42,086 cycles

SMOKEY ODOR DURING THE FIRST HOUR, AFTER T/O CLIMB AND CRUISE BUT NO VISIBLE SMOKE OR SMOKE DETECTORS DIDN`T ACTIVATE.

Part: UNKNOWN — HAZE (COCKPIT) · airframe 49,139 hrs · 50,380 cycles

CREW REPORTED, ATOMIZED OIL HAZE IN COCKPIT UNABLE TO SEE OUTSIDE OF INSTRUMENTS, AFTER HP'S WERE TURNED ON AND RECIRCLE SWITCH. MAINTENANCE PERFORMED, INSPECTED LT AND RT ACM'S FOR LEAKS AND OPERATIONS CHECK. INSPECTED LT AND RT ENGINE FOR INTERNAL OIL LEAKS, NO FAULTS FOUND. PERFORMED LT AND RT ENGINE RUN, IAW SAAB 340 72-00-00, NO FAULTS FOUND.

Part: SHAFT — SHEARED (LT LUBE PUMP) · airframe 44,753 hrs · 43,500 cycles

2020 NOV 2ND, N631BC (AS CSQ 726) FLYING FROM GRAND CAYMAN (MWCR) TO MIAMI (KMIA) EXPERIENCED AN UNSCHEDULED PROP FEATHERING AT ALTITUDE. CREW COMPLIED WITH QUICK REFERENCE HANDBOOK (QRH) AND EXECUTED AN ENGINE SHUTDOWN. CREW PRUDENTLY CONDUCTED AN EMERGENCY LANDING AT CUBA’S VARADERO INTL. AIRPORT (MUVR) UNEVENTFULLY. FOUND PGB LUBE PUMP SHAFT SHEARED AND REPLACED PGB LUBE PUMP. 2020 NOV 5TH, N631BC (AS CSQ 631) DEPARTED MUVR UNDER A FERRY PERMIT. THE AIRCRAFT HAD THE SAME FAILURE AT 8000 FEET ON CLIMB OUT AND RETURNED TO VRA UNEVENTFULLY. THIS IS STILL UNDERGOING TROUBLESHOOTING DUE TO TROPICAL STORM ETA AND THE THIS BEING A REMOTE AREA FOR SUPPORT. WE DO NOT HAVE THE ACCURATE FLIGHT LOG WRITE UP, DUE TO CONNECTIVITY ISSUES THAT CUBA HAS WITH THE US AND CANNOT SEND A COPY OF THE FLIGHT LOGS FROM CUBA.

Part: SMOKE DETECTOR — FALSE ACTIVATION (E/E BAY) · airframe 53,806 hrs · 57,062 cycles

WRITE UP, MASTER WARNING, AVIONICS SMOKE LIGHT ON. MIR STATEMENT, CLIMBING OUT OF 2000 FT DEPARTING FROM KMIA TO MBPV, AVIONICS SMOKE LIGHT ON. THE CREW PERFORMED MEMORY ITEMS AND RETURNED BACK TO MIAMI SAFELY. AFTER LANDING I SMELLED A SMALL HINT OF SMOKE.

Part: OIL SYSTEM — LOW PRESSURE (ENGINE)

OIL LOW PRESSURE ON CWP AND FLIGHT CREW SHUT DOWN ENGINE IN CRUISE. SERVICED ENGINE OIL AND FILL QUANTITY EXCEEDED LIMITS IN CMM. ENGINE BEING REMOVED FOR EVALUATION.

Part: OIL SYSTEM — LOW PRESSURE (ENGINE) · airframe 46,766 hrs · 45,471 cycles

OIL LOW PRESSURE ON CWP AND FLIGHT CREW SHUT DOWN ENGINE IN CRUISE. SERVICED ENGINE OIL AND FILL QUANTITY EXCEEDED LIMITS IN CMM. ENGINE BEING REMOVED FOR EVALUATION.

Part: ENGINE — SHUTDOWN (LEFT) · airframe 46,645 hrs · 45,412 cycles

WHILE CONDUCTING FLIGHT CSQ702,ON 26JUN2020, UTILIZING AIRCRAFT N611BC THE LEFT HAND ENGINE DURING CLIMB AT 9000FT HAD AN UNCOMMANDED INFLIGHT SHUTDOWN. CREW RAN THE QRH AND ATTEMPTED A RESTART THAT WAS UNSUCCESSFUL. AIRCRAFT PERFORMED AN AIR RETURN TO PAP.

Part: A/C PACK — FAILED (AC BAY) · airframe 35,693 hrs · 32,057 cycles

PACK 2 FAILED CAUSING RISE IN CABIN TEMP AND FA REPORTED SMOKE SMELL IN CABIN

Part: PRESSURE SWITCH — FAULTY (LT ENGINE) · airframe 43,220 hrs · 46,068 cycles

FLIGHT CREW WRITE UP - AUTOCOARSEN FAILURE IN FLIGHT. LEFT ENG FEATHERED. "AUTOCOARSEN" CWP ILLUMINATED. LATER AFTER SPEAKING WITH CAPTAIN HE STATED THAT THE PROP DID NOT FEATHER IT WAS INDICATION ONLY.

Part: ACTUATOR — CRACKED (LT SPOILER) · airframe 35,602 hrs · 31,998 cycles

WHILE TAXING TO THE GATE AFTER LANDING, INBOARD SPOILER FAIL MESSAGE ILLUMINATED ON EICAS SCREEN. SHORTLY FOLLOWED BY E1 HYDRAULIC PUMP FAIL AND HYD SYSTEM FAIL. CORRECTIVE ACTION: UPON INSPECTION, FOUND LEFT INBOARD SPOILER ACTUATOR CRACKED CAUSING LEAKAGE OF FLUID DURING SPOILER ACTIVATION. REMOVED AND REPLACED SPOILER ACTUATOR AS PER AMM. OPERATIONAL AND LEAKS CHECKS SATISFACTORY.

Part: SEAL — CRUSHED (LT ENGINE) · airframe 43,132 hrs · 42,604 cycles

STRONG ENGINE FUMES SMELL IN FLIGHT DECK. CORRECTIVE ACTION: INSPECTED AND FOUND LH ENGINE CONICAL SEALS CRUSHED AND AC GENERATOR DRIVE SHAFT BENT. R/R AC AC GENERATOR, FOUR CONICAL SEALS ON PGB, AND FUEL OIL HEATER IAW SAAB 340 AMM LEAK AND OPS CHECK OK.

Part: DPU — ABNORMAL (RIGHT) · airframe 50,439 hrs · 49,610 cycles

RH EHSI FAILED ABOVE 10000 FEET, RETURNED TO KMIA. CORRECTIVE ACTION: R/R RH DPU IAW SAAB AMM OPS CHECKED GOOD

Part: SKIN — CORRODED (FRAME 61) · airframe 33,861 hrs · 30,912 cycles

FOUND CORROSION AT FRAME 61 BETWEEN SL 17 AND SL 19 OF LOWER AFT FUSELAGE. COMPLIED WITH REPAIR IAW EMBRAER TECHNICAL DISPOSITION.

Part: ACM — SEIZED (AC BAY) · airframe 33,740 hrs

TURNED ON ENGINE BLEED AIR, APPLIED TAKEOFF POWER, THEN CLIMBED THROUGH 3000 FEET AND NOTICED BURNING SMELL OF ELECTRICAL AND LIGHT SMOKE FROM CABIN AND COCKPIT VENTS. SECURED ALL ENGINE BLEED AIR AND RE-CIRCULATION AND GASPER FANS, SMELL DISAPPEARED. R&R LT ACM IAW MM. OPS CHECKED GOOD.

Part: BOOT — BURNED (RT ENGINE) · airframe 41,059 hrs · 45,019 cycles

WHEN CONNECTED ENGINE ANTI-ICE, ELECTRICAL SMOKE ODOR APPEARED. SMELL DISAPPEARED WHEN SYSTEM WAS DEACTIVATED. TROUBLESHOT SYSTEM AND FOUND RT ENGINE INTAKE BOOT BURNT. REPLACED ENGINE INTAKE ASSEMBLY IAW MAINTENANCE MANUAL, OPS CHECK OK.

Part: LINE — CRACKED (BLEED AIR) · airframe 33,631 hrs · 30,767 cycles

AFTYER LANDING BAG FIRE LIGHT ILLUMINATED AND EICAS MESSAGE. FOLLOWED CHECKLIST PROCEDURES AND ACTIVATED BAGGAGE COMPARTMENT EXTINGUISHING SYSTEM. REPAIRD THE BLEED AIR LINE IAW MM.

Part: BEARING — FAILED (NLG) · airframe 48,881 hrs · 48,722 cycles

AFTER PARKING ON MAIN RAMP FOUND THE RIGHT WHEEL ASSEMBLY OF THE NOSE LANDING GEAR MISSING. INSTALLED RIGHT HAND NOSE WHEEL ASSEMBLY IN ACCORDANCE WITH APPLICABLE MAINTENANCE MANUAL. REMOVED AND REPLACE LEFT HAND NOSE WHEEL ASSEMBLY AS A PRECAUTION DUE TO OVERLOAD. UPON FURTHER INSPECTION, FOUND BOTTOM TORQUE LINK DAMAGED. REMOVED AND REPLACED NOSE LANDING GEAR TORQUE LINK ASSEMBLY IN ACCORDANCE WITH MAINTENANCE MANUAL. ALSO FOUND NOSE LANDING GEAR WHEEL AXLE DAMAGED. REMOVED AND REPLACED NOSE LANDING GEAR WHEEL AXLE AND DOWEL IN ACCORDANCE WITH MAINTENANCE MANUAL.

Part: ADC — ODOR (COCKPIT) · airframe 43,508 hrs · 43,231 cycles

STRONG ELECTRICAL ODOR IN CABIN AND COCKPIT BUT NO NOTICABLE INDICATION PROBLEM. REMOVED AND REPLACED AIR DATA COMPUTER DUE TO HEAVY BURNED ODOR. ALSO REMOVED AND REPLACED MPU AND MFD AS PRECAUTION. COMPLIED WITH ALL OPS AND LEAK CHECKED. NO DEFECTS NOTED.

Part: WIRE — SHORTED (LT TAILPIPE) · airframe 29,256 hrs · 30,264 cycles

ON CRUISE, LT TAIL PIPE HOT LIGHT ILLUMINATED ON WARNING PANEL. TROUBLE SHOT LT ENG TAIL PIPE, FOUND SHORT CIRCUIT ON WIRE 508-22. REPAIRED WIRE AS REQUIRED. OPERATIONAL CHECKED OK.

Part: SENSOR — FAULTY (LT TAILPIPE) · airframe 29,252 hrs · 30,259 cycles

LEFT TAIL PIPE HOT LIGHT ILLUMINATED. R & R LT TAIL PIPE HOT SENSORS. INSPECTED ALL TERMINALS & WIRES WITH NO DEFECTS NOTED. OPERATIONAL CHECKED OK AT THIS TIME.

Part: TEST SWITCH — INTERMITTENT (COCKPIT) · airframe 29,254 hrs · 30,260 cycles

ON VECTORS FOR APPROACH LT TAIL PIPE HOT ILLUMINATED ON CENTRAL WARNING PANEL. TROUBLE SHOT PROBLEM, FOUND TEST 1 PANEL FIRE TEST SWITCH INTERMITTENT. R & R TEST 1 PANEL IAW MM. OPERATIONAL CHECKED OK.

Part: TIRE — DEPARTED (LT MLG) · airframe 42,849 hrs · 42,830 cycles

AFTER TAKEOFF, TOWER ALERTED ACFT THAT NR 2 TIRE ASSEMBLY DEPARTED ACFT. ACFT LANDED WITH NO ISSUES AT ITS DESTINATION. AFTER FURTHER INSPECTION, NO DAMAGE WAS NOTED TO THE LT MLG AXLE OR SHOCK STRUT. NR 2 BRAKE WAS REPLACED ALONG WITH NR 1 TIRE ASSEMBLY.

Part: RELAY — FAILED (ELECTRICAL SYS) · airframe 29,240 hrs · 30,241 cycles

ENROUTE LOST LT MAIN BUS & ALL ASSOCIATED BUSES. R & R LT MAIN BUS RELAY. ALL OPERATIONAL CHECKED OK.

Part: CONNECTOR — LOOSE (BLEED AIR SYS) · airframe 41,294 hrs · 43,645 cycles

RIGHT BLEED LEAK LIGHT ILLUMINATED, JUST PRIOR TO SELECTING, TAKE OFF INHIBIT, ON TAKEOFF. INSPECTED BLEED DUCTS & LOOP IN RT FLAP COVE. NO LEAKS NOTED ON DUCTS & NO DAMAGE NOTED TO LOOP. FOUND LOOSE CONNECTION IN FLAP COVE LOOP. SECURED IAW MM. OPERATIONAL CHECKED OK.

Part: PUMP — FAILED (HYDRAULIC SYS) · airframe 48,979 hrs · 54,491 cycles

DURING CRUISE, HYD PUMP FAILED. LANDED WITH NO INCIDENT. R & R MAIN HYD PUMP IAW MM. OPERATIONAL CHECKED SATISFACTORY.