BUSINESS AVIATION COURIER, INC.

The failure of the No. 4 cylinder head, which resulted in an engine fire and subsequent damage to the wing structure.

Operated by Business Aviation Courier (per NTSB report)

The snowplow driver’s failure to ensure that the runway was clear before driving onto it, which resulted in a runway incursion with a departing airplane.

Operated by Business Aviation Courier, Inc. (per NTSB report)

The pilot's continued flight into adverse weather and icing conditions, and his failure to maintain aircraft control resulting in a hard landing. Contributing to the accident was the accumulation of airframe ice and the strong, gusting crosswinds.

Part: WARNING SYSTEM — FALSE ACTIVATION (COCKPIT) · airframe 38,144 hrs · 53,088 cycles

SHORTLY AFTER TAKEOFF FROM FARGO, THE PILOT NOTICED THE RIGHT WING “OVERHEAT” LIGHT ILLUMINATED. FOLLOWING THE CHECKLIST, HE SLOWED THE AIRCRAFT, EXTENDED THE LANDING GEAR, TURNED OFF THE RIGHT HAND BLEED AIR VALVE AND TURNED OFF THE RIGHT HAND GENERATOR. FOLLOWING THE ONE MINUTE TIME LIMIT ALLOWED PER THE CHECKLIST WITH THE “OVERHEAT” LIGHT ON, THE ENGINE WAS SHUTDOWN. THE PILOT TURNED BACK TO RETURN TO FARGO WHERE HE MADE AN UNEVENTFUL LANDING. THE PILOT REPORTED THAT THE “OVERHEAT” LIGHT REMAINED ON EVEN WITH THE ENGINE SHUTDOWN BUT WENT OUT UPON LANDING. HE CALLED OUT MAINTENANCE AND THE TWO OF THEM MADE A THOROUGH INSPECTION OF THE ENGINE, GEAR WELL AND PLENUM AREA WITH NO DISCREPANCIES NOTED. IT IS SUSPECTED THE INDICATOR WIRING MAY HAVE A CHAFE IN THE INSULATION SOMEWHERE, WHICH PROVIDED A GROUND TO ILLUMINATE THE LIGHT, BUT LOST THE GROUND UPON TOUCHDOWN.

Part: TERMINAL — DAMAGED (INSTRUMENT PANEL) · airframe 38,132 hrs · 50,698 cycles

ON JANUARY 14TH, 2020, DAKOTA 1024 DEPARTED THIEF RIVER FALLS (KTVF) AIRPORT AT 1844 AND CLIMBED TO 17,000 FEET MSL. WHILE APPROACHING THE GOLLF INTERSECTION ON THE GOPHER ONE ARRIVAL, ARTCC ASSIGNED DESCEND AND MAINTAIN 10,000 FEET MSL. AT APPROXIMATELY 11,000 FEET MSL DURING THE DESCENT, A GLOW WAS NOTICED UNDER THE PIC SIDE OF THE INSTRUMENT PANEL. THE GLOW, WHICH WAS ORANGE IN COLOR, GREW IN BRIGHTNESS FOR 0.5 TO 1 SECOND BEFORE DIMMING AGAIN. THE WHOLE EPISODE WAS APPROXIMATELY 3 TO 4 SECONDS. I ADVISED THE CENTER CONTROLLER THAT THERE WAS A SHORT PROBLEM WITH THE ELECTRICAL SYSTEM THAT I WAS TROUBLESHOOTING. WHILE MAKING THIS TRANSMISSION, A SMALL PLUME OF SMOKE CAME FROM THE PANEL AND A DISTINCT, OVERPOWERING SMELL OF ELECTRICAL BURNING WAS NOTED. I IMMEDIATELY DONNED THE OXYGEN MASK AND ELECTED TO DECLARE AN EMERGENCY, WARY OF AN ELECTRICAL FIRE BEHIND THE PANEL. CENTER GAVE ME VECTORS TO ST. CLOUD AIRPORT (KSTC) AND AUTHORIZED A DESCENT TO 3,500 FEET MSL. DURING THE DESCENT, I SEARCHED BOTH VISUALLY AND WITH MY HANDS, ALL CIRCUIT BREAKERS, NOT FINDING THAT ANY HAD BEEN BLOWN. IN ASSESSING THAT NO INSTRUMENTS OR LIGHTS WERE INOPERATIVE, I ELECTED TO DELAY TRANSFERRING POWER BETWEEN ESSENTIAL BUSES AND FOCUS MY EFFORTS ON PROPERLY AND SAFELY EXECUTING THE APPROACH AND LANDING. AT THIS POINT IN MY TROUBLESHOOTING, I WAS ENTERING A CROSSWIND FOR RUNWAY 31 AT KSTC. A NORMAL TRAFFIC PATTERN AND LANDING WERE MADE. FIREFIGHTING PERSONNEL ANALYZED THE AIRCRAFT WITH A THERMAL IMAGING DEVICE AND DEEMED THAT NO IMMINENT THREAT EXISTED. MAINTENANCE WAS CALLED OUT AND A VERY THOROUGH INSPECTION WAS CONDUCTED BEHIND THE INSTRUMENT PANEL. ALL SYSTEMS, LIGHTING AND INSTRUMENTS WERE FUNCTIONAL TESTED AND FOUND TO BE OPERATIONAL. THE ONLY ITEM NOTED DURING THE INSPECTION WAS A RING TERMINAL ON THE WING DEICE LIGHT SWITCH HAD SIGNS OF HEAT DAMAGE. THE RING TERMINALS WERE REPLACED WITH NEW.

Part: UNKNOWN — SMOKE (CABIN) · airframe 33,923 hrs · 37,552 cycles

ON JANUARY 7TH, 2020, DAKOTA 1023 DEPARTED THIEF RIVER FALLS (KTVF) AIRPORT ON SCHEDULE AT 14:57 AND BEGAN A CLIMB TO 17,000 FT MSL. AT 500 FT AGL, BLEED AIR WAS TURNED ON AND AIR CONDITIONING RHEOSTAT WAS SET TO APPROXIMATELY 75% HOT WITH THE TEMPERATURE CONTROLLER IN THE “AUTO” POSITION. AT 15:03, THE AIRCRAFT HAD REACHED 13,700 FT MSL WHEN THE PILOT LOOKED AT THE RIGHT COCKPIT SIDE WINDOW AND NOTICED LIGHT SMOKE. BRIEFLY INVESTIGATING FOR A POSSIBLE CAUSE, THE PILOT LOOKED TO THE JUMP SEAT AREA BY THE MAIN CABIN DOOR AND NOTED SMOKE IN THIS SECTION OF THE AIRCRAFT AS WELL. THE SMOKE WAS HAZY, NOT THICK AND DID NOT HAVE A DISTINCT ODOR. THE PILOT BEGAN AN EMERGENCY DESCENT AND REQUESTED IMMEDIATE VECTORS FROM AIR TRAFFIC CONTROL (ATC) BACK TO KTVF. WHILE DOING SO, THE BLEED AIR WAS TURNED TO THE OFF POSITION, CABIN PRESSURE DUMPED UPON REACHING 10,000 FT MSL AND FRESH AIR FAN PLACED IN THE OVERRIDE POSITION. THE SMOKE CLEARED AS A RESULT OF THESE MEASURES AND NO FURTHER SMOKE WAS NOTED. WHILE TAKING THESE ACTIONS, THE PILOT STATED THE NATURE OF THE SITUATION TO ATC AND DECLARED AN EMERGENCY AS A PRECAUTIONARY MEASURE. THE PILOT PROCEEDED TO MAKE AN UNEVENTFUL LANDING. MAINTENANCE WAS CALLED OUT AND A THOROUGH INSPECTION WAS CONDUCTED IN THE CABIN AND COCKPIT AREA WITH NO EVIDENCE OF SMOKE OR OVERHEATING NOTED. WITH NO INDICATIONS PRESENT, EXTENSIVE GROUND RUNS WERE CONDUCTED WITH THE CABIN TEMP CONTROLS PLACED TO MAXIMUM HEAT WITH NO ADVERSE RESULTS. WITH NO DEFINITIVE RESULTS, IT IS SUSPECTED THE CABIN MAY HAVE HAD CONDENSATION ACCUMULATING WHICH RESEMBLED A FOG OR HAZY CONDITION.

Part: CASE — CRACKED (ENGINE) · airframe 20,502 hrs

WHILE ON A ONE MILE FINAL APPROACH, THE RIGHT HAND ENGINE DEVELOPED A SEVERE VIBRATION AND BEGAN TO LOSE POWER. THE AUXILIARY FUEL PUMP WAS SELECTED TO HIGH BUT THE LOSS OF POWER DID NOT IMPROVE. THE ENGINE WAS SHUTDOWN AND THE PROPELLER FEATHERED. THE APPROACH CONTINUED WITH AN UNEVENTFUL LANDING. UPON EXITING THE AIRCRAFT, THE PILOT NOTICED AN EXCESSIVE AMOUNT OF OIL ON THE INBOARD ENGINE COWL AND LEADING EDGE OF THE WING. MAINTENANCE WAS CALLED OUT AND UPON INSPECTION, A LARGE CRACK IN THE ENGINE CASE WAS DISCOVERED COMING FROM THE NUMBER SIX CYLINDER EXHAUST PUSHROD TUBE BOSS RUNNING THE OIL PAN FLANGE.

Part: WIRE — CHAFED (FIRE DETECTOR) · airframe 37,175 hrs · 49,810 cycles

DURING CRUISE, THE NR 2 ENGINE FIRE PANEL LIGHT BEGAN TO FLICKER ON. REDUCED POWER AND CHECKED ALL ENGINE INSTRUMENTS WITH NO ABNORMALITIES NOTED. AFTER A FEW MINUTES, THE ENGINE FIRE LIGHT CAME ON STEADY. THE PILOT SHUT THE ENGINE DOWN AND AFTER A FEW MINUTES, THE LIGHT WENT OUT. THE AIRCRAFT MADE AN UNEVENTFUL LANDING. MAINTENANCE INSPECTION REVEALED A CHAFED WIRE FROM THE ENGINE FIRE DETECTOR PROBE.

Part: GEAR — STRIPPED (ACCESSORY GB) · airframe 34,992 hrs · 40,739 cycles

WHILE IN CRUISE DURING A PART 91 REPOSITION FLIGHT, THE NR 2 ENGINE FLAMED OUT AND SHUT DOWN. MAINTENANCE CREW WAS DISPATCHED TO THE LOCATION AND THE ENGINE GEARBOX OPENED UP FOR INVESTIGATION. FOUND ACCESSORY GEAR ASSEMBLY HAD FAILED LOSING CONTINUITY TO FUEL PUMP DRIVE GEAR.

Part: BRAKE — FIRE (MLG) · airframe 32,715 hrs · 36,402 cycles

ON COMPLETION OF THE TAXI AND WHILE HOLDING SHORT OF THE RUNWAY, THE PILOT WAS INFORMED BY ANOTHER AIRCRAFT THAT THE LEFT MAIN GEAR HAD A BRAKE FIRE. SHUTDOWN THE AIRCRAFT. THE LEFT BRAKES HAD A SMALL FIRE AND THE BRAKE DISC WAS GLOWING RED HOT. EXTINGUISHED THE FIRE. MAINTENANACE INSPECTED THE MAIN WHEEL FOR FREEDOM OF MOVEMENT AND FOUND IT FREE. THE BRAKE WAS REMOVED. NO ABNORMALITIES COULD BE FOUND AND THE DISC WAS FREE OF ANY SIGNIFICANT DRAG.

Part: INDICATION SYS — FALSE INDICATION (ENGINE OIL TEMP) · airframe 33,673 hrs · 45,057 cycles

WHILE IN CRUISE FLIGHT, THE PILOT NOTICED THE RIGHT ENGINE OIL TEMP CLIMBING TO NEAR RED LINE TEMPERATURE. THE OIL PRESSURE AND ALL OTHER ENGINE PARAMETERS APPEARED NORMAL BUT AS A PRECAUTION, THE PILOT SHUT DOWN THE RIGHT ENGINE. DIVERTED TO THE NEAREST SUITABLE AIRPORT AND MADE AN UNEVENTFUL LANDING. INVESTIGATION FOUND NO OBVIOUS DISCREPANCIES. ENGINE GROUND RUNS WERE PERFORMED AND THE OIL TEMP REMAINED IN THE NORMAL RANGE.

Part: LINE — FAILED (HYDRAULIC SYS) · airframe 19,680 hrs

DEPARTED, SELECTED GEAR UP AND SHORTLY AFTER BEGAN TO GET A PETROLEUM ODOR IN THE CABIN. IMMEDIATELY AFTER THAT THE LEFT HYD FLOW ANNUNCIATOR LIGHT ILLUMINATED, FOLLOWED BY THE RIGHT. ACTIVATED THE EMERGENCY LANDING GEAR EXTENSION BLOW DOWN SYSTEM AND MADE AN UNEVENTFUL LANDING. DURING INVESTIGATION, IT WAS DISCOVERED THAT ONE OF THE MAIN HYDRAULIC PRESSURE LINES HAD RUPTURED AT A BEND RADIUS.

Part: GROUND WIRE — CHAFED · airframe 33,356 hrs · 44,739 cycles

JUST AFTER BEGINNING HIS DESCENT, THE PILOT NOTICED HIS LEFT WING OVERHEAT LIGHT HAD ILLUMINATED STEADY. FOLLOWING PROCEDURES, THE PILOT CLOSED HIS LEFT BLEED AIR VALVE, TURNED OFF THE LEFT GENERATOR AND EXTENDED THE LANDING GEAR. AFTER A COUPLE OF MINUTES HAD PASSED, THE WING OVERHEAT LIGHT REMAINED ON. FOLLOWING THE PROCEDURE FOR THIS, THE PILOT SHUT DOWN THE LEFT ENGINE AS REQUIRED BY THE FLIGHT MANUAL. THE LIGHT STILL REMAINED ILLUMINATED SO, DUE TO THE WEATHER, THE PILOT DIVERTED TO THE NEAREST AIRPORT AND LANDED. INVESTIGATION DISCOVERED THAT THIS HAD BEEN A FALSE INDICATION PROBLEM DUE TO A CHAFED WIRE TO GROUND.

Part: CYLINDER HEAD — MELTED (LT ENGINE) · airframe 13,478 hrs

PILOT WAS SETTING UP FOR INITIAL APPROACH WHEN THE LT ENG BEGAN TO RUN A LITTLE ROUGH. THE INSTRUCTOR NOTICED THE FUEL FLOW BEGIN TO DROP A LITTLE SO THE AUXILIARY BOOST FUEL PUMP WAS SELECTED TO HIGH. THE ENG BEGAN TO SMOOTH OUT WHEN THEY NOTICED THE TACHOMETER SUDDENLY DROP OFF TO ZERO. AT THAT POINT THE PILOT NOTICED FLAMES STREAMING OUT THE UPPER COWL LOUVERS & RELAYED TO THE INSTRUCTOR THAT THEY HAD AN ENG FIRE. THE ENG WAS IMMEDIATELY SECURED & AN EMER DECLARED TO THE TOWER & MADE AN UNEVENTFUL LANDING. FIRE PERSONNEL FOLLOWED THE ACFT TO PARKING & MONITORED THE ENG FOR ANY RE-IGNITION OR FLARE UP. IT APPEARS THE NR 4 CYLINDER EXPERIENCED BURN THROUGH OF THE CYLINDER HEAD ON THE FWD SIDE OF THE EXHAUST CHAMBER. THIS THEN MELTED THE VLV COVER OF THE NR 6 CYLINDER, SPRAYING OIL AFT WHICH THEN IGNITED. SINCE IT WAS ON THE OTBD SIDE OF THE LT ENG, IT WASN'T SEEN BY THE PILOT UNTIL SIGNIFICANT DAMAGE HAD BEEN DONE.

Part: DISTRIBUTOR BLK — DEFECTIVE (MAGNETO) · airframe 14,836 hrs

WHILE ON CLIMB OUT, THE PILOT BEGAN TO FEEL A SLIGHT VIBRATION COMING FROM THE LT ENG. ELECTED TO RETURN TO THE AIRPORT WHERE HE MADE AN UNEVENTFUL LANDING. UPON INVESTIGATION, IT WAS NOTED THAT THERE WAS A SUBSTANTIAL RPM DROP DURING THE MAGNETO CHECK OF THE LT ENG`S LT MAG. THE MAG WAS REMOVED & DISASSEMBLED. INSPECTION REVEALED THAT THE BUSHING WITHIN THE DISTRIBUTOR BLOCK WAS EXTREMELY LOOSE. THIS CONDITION ALLOWED THE DISTRIBUTOR GEAR TO BECOME MISALIGNED WITH THE ROTATING MAGNET, JUMPING TEETH & CAUSING AN INTERNAL OUT OF TIME CONDITION. FURTHER INSPECTION REVEALED NO OTHER DISCREPANCIES. THE MAGNETO WAS ASSEMBLED WITH NEW PARTS & OPERATIONS CHECKED OK.

Part: MAGNETO — CRACKED (RT ENGINE) · airframe 14,788 hrs

WHILE IN CRUISE FLIGHT AT FL7000 THE RT ENG SUDDENLY BEGAN RUNNING VERY ROUGH. THE PILOT SUSPECTED LOW FUEL FLOW SO HE ADJUSTED THE MIXTURE TO FULL RICH & SELECTED THE AUXILIARY PUMP TO LOW & SUBSEQUENTLY TO HIGH WITH NO EFFECT. HE NOTICED THE CYLINDER HEAD TEMPERATURE WAS RISING & NEARING THE TOP OF THE GREEN ARC SO HE ELECTED TO SHUT DOWN THE RT ENG. THE PILOT PERFORMED A SUCCESSFUL SINGLE ENG LANDING. UPON INSPECTION, IT WAS DISCOVERED THAT THE FLANGE ON THE RT MAGNETO HAD CRACKED & THE MAGNETO ROTATED OUT OF TIME WITH THE ENG. THE LT MAGNETO WAS ALSO INSPECTED WHICH REVEALED THE DISTRIBUTOR ROTOR HAD JUMPED OUT OF TIME WITH THE ROTATING MAGNET, DUE TO WORN GEARS, CAUSING THE MAGNETO TO BE OUT OF INTERNAL TIMING. THE RT MAGNETO WAS REMOVED & A SERVICEABLE MAGNETO INSTALLED. THE LT MAGNETO WAS REMOVED, DISASSEMBLED & A NEW DISTRIBUTOR ROTOR INSTALLED. TIMING WAS SET & THE ENG WAS GND RUN & THE MAGNETO'S FUNCTIONALLY CHECKED GOOD.

Part: HOSE — DETERIORATED (LT ENGINE) · airframe 19,059 hrs

WHILE IN CRUISE FLIGHT, THE PILOT NOTICED THE LT ENG OIL PRESS DROPPING. ONCE THE OIL PRESS DROPPED BELOW THE GREEN ARC, SHUT DOWN THE LT ENG & CONTACTED CTR. DIVERTED TO ALTERNATE AIRPORT, MADE AN UNEVENTFUL LANDING. THE OIL WAS BEING DUMPED OVERBOARD THROUGH THE AIR & OIL SEPARATOR CAN. WHILE REMOVING THE OIL LINE FITTING AT THE SCAVENGE PUMP INLET, A RATHER LARGE CHUNK OF FOREIGN MATERIAL WAS FOUND BLOCKING THE PASSAGE THROUGH THE FITTING. THIS WAS CLEARED & THE HOSE CHECKED WHICH REVEALED NO FURTHER DEBRIS. A SERVICEABLE SCAVENGE PUMP HOSE WAS INSTALLED AS A PRECAUTION. ENG RUNS WERE PERFORMED & NO ABNORMALITIES WERE REVEALED.

Part: HYDRAULIC LINE — CHAFED (HYDRAULIC SYS) · airframe 35,358 hrs · 50,548 cycles

APPROX 200 FT AGL, THE PILOT BEGAN TO SEE & SMELL SMOKE IN THE COCKPIT. CONTACTED ATC & DECLARED AN EMER, MADE A SAFE LANDING. WHILE EXITING THE ACFT, NOTICED THE SMOKE WAS MUCH THICKER IN THE MID CABIN AREA. AN INSPECTION OF THE ENGS REVEALED NO EVIDENCE OF FIRE OR HEAT DAMAGE. INSPECTION PANELS WERE REMOVED & IT WAS DISCOVERED THAT A 1/4 INCH HYD LINE HAD CHAFED AGAINST A BLD AIR TUBE AT THE MIX VLV. HYD FLUID WAS SPRAYED UNDER HIGH PRESS DIRECTLY AT THE MIX VLV & WAS ABLE TO ENTER THE ENVIRONMENTAL SYS THROUGH THE COUPLING AT THE MIX VLV. THE HYD LINE WAS REPLACED & THE BLD AIR TUBES CLEANED OF HYD FLUID. ENG RUN WAS PERFORMED & REVEALED NO ABNORMALITIES.

Part: FUEL CONTROL — DEFECTIVE (ZONE 500) · airframe 30,778 hrs · 42,488 cycles

THE PILOT WAS ATTEMPTING TO START THE ENGINE WHEN THE EGT TEMP BEGAN TO ACCELERATE TO NEAR THE RED LINE INDICATION. HE ABORTED THE START AND NOTIFIED MX. MX PERSONELL MADE ANOTHER ATTEMPT TO START THE ENGINE BUT AGAIN, THE EGT TEMP BEGAN TO RISE RAPIDLY TO NEAR THE RED LINE SO THE START WAS ABORTED. THE END CAP OF THE P3 CHAMBER ON THE FCU WAS REMOVED AND CORROSION WAS EVIDENT ON THE CAP. UPON FURTHER INVESTIGATION IT WAS NOTED THAT THE TEFLON BACK-UP RING AND THE O-RING ON THE PISTON WERE DETERIORATING AND LEAVING PARTICLES ALONG THE CYLINDER WALL AND INTO THE BOTTOM OF THE CHAMBER. A SERVICEABLE FCU WAS INSTALLED WHICH CORRECTED THE PROBLEM. ENGINEERING WAS CONTACTED AND APPEARED INTERESTED IN INVESTIGATING THE CAUSE HOWEVER NO CONCLUSIONS HAVE BEEN MADE SO FAR.

Part: STRINGER — CHAFED (FUSELAGE) · airframe 20,511 hrs · 14,510 cycles

STRINGER 7R CHAFED BY WATER INJECTION LINE BRACKET JUST AFT OF FS 1144.00. REPLACED STRINGER 7R AT FS 1144.00 IAW BOMBARDIER REO 670-53-00-027.

Part: O-RING — CUT (PRESS REGULATOR) · airframe 33,724 hrs · 46,602 cycles

WHILE ON TAKEOFF, THE PILOT BEGAN TO LOSE POWER FROM THE RT ENGINE. HE IMMEDIATELY PULLED THE "STOP & FEATHER" CONTROL AND SECURED THE ENGINE. HE COMPLETED A GO AROUND TO AN UNEVENTFUL LANDING. MX WAS CALLED AND IT WAS DISCOVERED THAT ONE OF THE O-RINGS THAT SEALED THE START PRESSURE REGULATOR TO THE FUEL CONTROL UNIT HAD FAILED. THIS CAUSED A LOSS OF FUEL PRESSURE TO THE FUEL CONTROL. NEW O-RINGS WERE INSTALLED AND THE ENGINE WAS GROUND RUN AND LEAK CHECKED WITH NO DISCREPANCIES NOTED.

Part: SERVO VALVE — DEFECTIVE (NLG STEERING) · airframe 30,075 hrs · 41,810 cycles

AFTER START UP, THE PILOT WAS STARTING HIS TAXI ROLL WHEN THE ACFT BEGAN TO TURN LT. HE MADE SEVERAL ATTEMPTS TO CORRECT IT BUT THE ACFT CONTINUED LT UNTIL IT WAS HARD OVER. THE ACFT WAS BROUGHT IN AND THE PROBLEM COULD NOT BE DUPLICATED. THE POTS FROM THE ACTUATOR AND RUDDER PEDALS WERE REMOVED AND OHMED OUT. THE WIRING AND CONNECTORS WERE INSPECTED AND CHECKED OK. THE NWS SERVO VALVE WAS REMOVED AND SWAPPED WITH A KNOWN SERVICEABLE UNIT FROM ANOTHER ACFT AND BOTH OPS CHECKED OK. THE FOLLOWING DAY THE SUSPECT VALVE WHICH HAD BEEN INSTALLED ON ANOTHER ACFT FAILED WITH A UNCOMMANDED HARD LT TURN WHILE TAXIING. THERE APPEARS TO BE AN INTERMITTENT PROBLEM WITH THE SERVO VALVE SO A NEW VALVE WAS PURCHASED AND INSTALLED WHICH OPS CHECKED GOOD.

Part: STEERING SYS — MALFUNCTIONED (NLG) · airframe 30,000 hrs · 41,737 cycles

AFTER LANDING ROLLOUT AND AT APPROX TAXI SPEED, THE PILOT ENGAGED THE NOSE WHEEL STEERING SYS AND IMMEDIATELY ENCOUNTERED AN UNCOMMANDED HARD LT TURN. THE PILOT WAS ABLE TO STOP THE ACFT WITH ONLY THE NOSE WHEEL OFF THE EDGE OF THE RUNWAY. THE ACFT WAS PUSHED BACK ON THE RUNWAY AND TOWED TO MX. THE HYD MULE WAS CONNECTED TO THE ACFT AND THE NOSE WHEEL SYS ACTIVATED WHICH OPERATED NORMALLY. THE WIRING HARNESSES AND CONNECTOR PINS AND SOCKETS WERE INDIVIDUALLY CHECKED WITH NO PROBLEMS NOTED. AFTER SEVERAL ATTEMPTS, THE PROBLEM COULD NOT BE DUPLICATED. MX WAS UNABLE TO DETERMINE THE CAUSE AT THIS TIME.

Part: FUEL CONTROL — DEFECTIVE (RT ENGINE) · airframe 33,210 hrs · 48,473 cycles

WHILE ON APPROACH, THE PILOT WAS INSTRUCTED BY ATC TO REDUCE POWER AND SLOW THE ACFT IN ORDER TO MAINTAIN SEPARATION. IN THIS ATTEMPT, HE WAS UNABLE TO GET THE RT ENGINE TO REDUCE POWER BELOW 54 PERCENT TORQUE INDICATION. HE DECLARED A MISSED APPROACH AND INITIATED A GO AROUND SITUATION. AFTER SOME EVALUATION OF ENGINE CONTROL, THE PILOT DECIDED TO SHUTDOWN THE RT ENGINE AS A PRECAUTIONARY MEASURE. HE CONTINUED ON HIS APPROACH AND MADE AN UNEVENTFUL LANDING. UPON EVALUATION BY MX PERSONNEL, AN ABNORMAL CLICKING NOISE COULD BE HEARD COMING FROM THE FUEL CONTROL UNIT. THE FUEL CONTROL UNIT WAS REMOVED AND A REPLACEMENT ORDERED.

Part: CONNECTING ROD — DESTROYED (ENGINE) · airframe 8,835 hrs

WHILE IN CRUISE FLIGHT, THE PILOT REPORTED THE LT ENG SUDDENLY LOST FUEL FLOW AND RPM. HE ATTEMPTED TO RESTART THE ENGINE SELECTING OTHER FUEL SOURCES WITHOUT SUCCESS. HE THEN FEATHERED THE PROPELLER AND PROCEEDED TO THE NEAREST SUITABLE AIRPORT WHERE HE MADE AN UNEVENTFUL LANDING. UPON ARRIVAL, MX WAS NOTIFIED AND A MECHANIC DISPATCHED TO INVESTIGATE THE POSSIBLE CAUSE. WHEN THE ENG COWLING WAS REMOVED IT WAS DISCOVERED THAT THE NR 5 CONNECTING ROD HAD FAILED AND PUNCTURED A HOLE IN THE TOP OF THE ENG CASE. THE DIPSTICK WAS PULLED AND FOUND TO STILL HAVE TEN QUARTS OF OIL REMAINING. NO DEFINITE CAUSE OF THE ROD FAILURE IS KNOWN AT THIS TIME.

Part: FCU — CORRODED (ZONE 600) · airframe 28,521 hrs · 32,573 cycles

WHILE ON DESCENT DURING APPROACH, PILOT NOTICED AN UNCOMMANDED CHANGE IN PWR ON NR 2 ENG. ATTEMPTED TO ADVANCE PWR LEVER WITH NO INCREASE IN PWR NOTED. CONTINUED HIS DESCENT WHEN HE NOTICED AN UNCOMMANDED PWR INCREASE ON THE NR 2 ENG. THEN MADE DECISION TO SHUTDOWN AND SECURE ENG. CONTINUED APPROACH AND MADE AN UNEVENTFUL LANDING. AFTER SEVERAL ATTEMPTS BY MX, THE DISCREPANCY COULD NOT BE DUPLICATED. TEST FLIGHT WAS PERFORMED AND PROBLEM WAS CONFIRMED. AFTER SEVERAL FUNCTIONAL CHECKS,FCU WAS THE SUSPECTED PROBLEM. UPON REMOVAL OF P2T2 SENSOR AND P3 REFERENCE LINE, CORROSION WAS NOTED AT BELLOPHRAGM CHAMBER INLET. COVER WAS REMOVED AND CORROSION NOTED WITHIN BELLOPHRAGM CHAMBER. FCU WAS REPLACED WITH AN OVERHAULED UNIT. NO SOURCE COULD BE DETERMINED AS TO THE CAUSE OF THE CORROSION BUILD UP.

Part: OVERHEAT SENSOR — FALSE ACTIVATION (RT WING) · airframe 28,707 hrs · 39,610 cycles

WHILE ON CLIMB OUT, THE PILOT NOTICED THAT THE RT WING OVERHEAT LIGHT ILLUMINATED. THE RT GENERATOR WAS SHUT DOWN, BLEED AIR TURNED OFF AND THE LANDING GEAR EXTENDED. AFTER 3 MINUTES THE LIGHT WAS STILL ILLUMINATED AND PROCEDURES CALL OUT FOR ENGINE SHUT DOWN. SHORTLY AFTER ENGINE SHUT DOWN THE LIGHT EXTINGUISHED. THE PILOT INFORMED THE TOWER OF HIS SITUATION AND WAS CLEARED TO RETURN TO THE AIRPORT WHERE HE MADE AN UNEVENTFUL LANDING. UPON INVESTIGATION, NO EVIDENCE OF FIRE OR OVERHEATING COULD BE FOUND IN THE WING AND GEAR WELL AREAS. A NEW DUCT SENSOR WAS INSTALLED AS A PRECAUTION.

Part: O-RING — CRACKED (OIL SYSTEM)

WHILE ENROUTE, THE PILOT NOTICED HIS LT ENGINE OIL PRESSURE GAUGE FLUCTUATING. SHORTLY THERE AFTER THE "LOW OIL PRESSURE" LIGHT ILLUMINATED. SINCE HE WAS VERY CLOSE TO HIS DESTINATION, THE PILOT ELECTED TO SHUTDOWN THE ENGINE AND SECURE IT AS A PRECAUTION. PILOT MADE UNEVENTFUL SINGLE ENGINE LANDING. UPON INVESTIGATION MY MAINT , IT WAS DISCOVERED THAT THE OIL PRESSURE LINE DAMPER FITTING O-RING HAD FAILED AND ALLOWED OIL TO SEEP PAST THE FITTING. THIS DEPLETED THE ENGINE OIL SUPPLY UNTIL, THERE WAS AN INSUFFICIENT AMOUNT TO MAINTAIN THE PROPER PRESSURE. A NEW O-RING WAS INSTALLED AND GROUND RUNS PERFORMED WITH NO LEAK NOTED. (K)

Part: WARNING LIGHT — FALSE ACTIVATION (WING OVERHEAT) · airframe 29,265 hrs · 40,661 cycles

WHILE ON CLIMB OUT, THE PILOT NOTICED THAT THE LT WING OVERHEAT LIGHT ILLUMINATED. FOLLOWING PROCEDURE, THE LT GENERATOR WAS SHUTDOWN, BLEED AIR TURNED OFF AND THE LANDING GEAR EXTENDED. AFTER 3 MINUTES THE LIGHT WAS STILL ILLUMINATED AND PROCEDURES CALL OUT FOR ENGINE SHUTDOWN. SHORTLY AFTER ENGINE SHUTDOWN THE LIGHT EXTINGUISHED. THE PILOT INFORMED THE TOWER OF HIS SITUATION AND WAS CLEARED TO RETURN TO WHERE HE MADE AN UNEVENTFUL LANDING. UPON INVESTIGATION, NO EVIDENCE OF FIRE OR OVERHEATING COULD BE FOUND IN THE WING AND GEAR WELL AREAS. IT IS SUSPECTED THAT DUE TO HIGH WINDS DURING THE PILOT’S BACK TAXI TO THE ACTIVE RUNWAY, HE MAY HAVE HAD TO APPLY CONSTANT BRAKE PRESSURE TO KEEP HIS TAXI SPEED LOW. THIS WOULD HAVE CAUSED EXCESSIVE HEATING OF THE BRAKE ASSEMBLY AND ONCE THE GEAR WAS RETRACTED, CAUSED THE WING OVERHEAT LIGHT TO COME ON. IT WAS ALSO REPORTED THAT THE CABIN HEAT WAS SELECTED TO THE FULL HOT POSITION, WHICH MAY HAVE ALSO BEEN A FACTOR.

Part: OVERHEAT SENSOR — DEFECTIVE (LT NACELLE) · airframe 29,265 hrs · 40,661 cycles

WHILE ON CLIMB OUT, THE PILOT NOTICED THAT THE LT WING OVERHEAT LIGHT ILLUMINATED. FOLLOWING PROCEDURE, THE LT GENERATOR WAS SHUTDOWN, BLEED AIR TURNED OFF AND THE LANDING GEAR EXTENDED. AFTER 3 MINUTES THE LIGHT WAS STILL ILLUMINATED AND PROCEDURES CALL OUT FOR ENGINE SHUTDOWN. SHORTLY AFTER ENGINE SHUTDOWN THE LIGHT EXTINGUISHED. THE PILOT INFORMED THE TOWER OF HIS SITUATION AND WAS CLEARED TO RETURN TO DEPARTURE WHERE HE MADE AN UNEVENTFUL LANDING. UPON INVESTIGATION, NO EVIDENCE OF FIRE OR OVERHEATING COULD BE FOUND IN THE WING AND GEAR WELL AREAS. IT IS SUSPECTED THAT DUE TO HIGH WINDS DURING THE PILOT’S BACK TAXI TO THE ACTIVE RUNWAY, HE MAY HAVE HAD TO APPLY CONSTANT BRAKE PRESSURE TO KEEP HIS TAXI SPEED LOW. THIS WOULD HAVE CAUSED EXCESSIVE HEATING OF THE BRAKE ASSEMBLY AND ONCE THE GEAR WAS RETRACTED, CAUSED THE WING OVERHEAT LIGHT TO COME ON. IT WAS ALSO REPORTED THAT THE CABIN HEAT WAS SELECTED TO THE FULL HOT POSITION, WHICH MAY HAVE ALSO BEEN A FACTOR.

Part: OVERHEAT SENSOR — DEFECTIVE (LT NACELLE) · airframe 27,543 hrs · 31,664 cycles

WHILE ON CLIMB OUT, THE PILOT NOTICED THAT THE RT WING OVERHEAT LIGHT ILLUMINATED. FOLLOWING PROCEDURE, THE LT GENERATOR WAS SHUTDOWN, BLEED AIR TURNED OFF AND THE LANDING GEAR EXTENDED. AFTER APPROXIMATELY ONE MINUTE THE LIGHT EXTINGUISHED. THE FLIGHT CONTINUED WITHOUT ANY PROBLEMS. UPON INVESTIGATION, NO EVIDENCE OF FIRE OR OVERHEATING COULD FOUND IN THE WING AND GEAR WELL AREAS. IT IS SUSPECTED THAT DUE TO HIGH WINDS DURING THE PILOT’S BACK TAXI TO THE ACTIVE RUNWAY, HE MAY HAVE HAD TO APPLY CONSTANT BRAKE PRESSURE TO KEEP HIS TAXI SPEED LOW. THIS WOULD HAVE CAUSED EXCESSIVE HEATING OF THE BRAKE ASSEMBLY AND ONCE THE GEAR WAS RETRACTED, CAUSED THE WING OVERHEAT LIGHT TO COME ON. IT WAS ALSO REPORTED THAT THE CABIN HEAT WAS SELECTED TO THE FULL HOT POSITION, WHICH MAY HAVE ALSO BEEN A FACTOR.

Part: OVERHEAT SENSOR — DEFECTIVE (LT WING) · airframe 29,265 hrs · 40,661 cycles

WHILE ON CLIMB OUT, THE PILOT NOTICED THAT THE LT WING OVERHEAT LIGHT ILLUMINATED. FOLLOWING PROCEDURE, THE LT GENERATOR WAS SHUTDOWN, BLEED AIR TURNED OFF AND THE LANDING GEAR EXTENDED. AFTER 3 MINUTES THE LIGHT WAS STILL ILLUMINATED AND PROCEDURES CALL OUT FOR ENGINE SHUTDOWN. SHORTLY AFTER ENGINE SHUTDOWN THE LIGHT EXTINGUISHED. THE PILOT INFORMED THE TOWER OF HIS SITUATION AND WAS CLEARED TO RETURN TO DEPARTURE, WHERE HE MADE AN UNEVENTFUL LANDING. UPON INVESTIGATION, NO EVIDENCE OF FIRE OR OVERHEATING COULD BE FOUND IN THE WING AND GEAR WELL AREAS. IT IS SUSPECTED THAT DUE TO HIGH WINDS DURING THE PILOT’S BACK TAXI TO THE ACTIVE RUNWAY, HE MAY HAVE HAD TO APPLY CONSTANT BRAKE PRESSURE TO KEEP HIS TAXI SPEED LOW. THIS WOULD HAVE CAUSED EXCESSIVE HEATING OF THE BRAKE ASSEMBLY AND ONCE THE GEAR WAS RETRACTED, CAUSED THE WING OVERHEAT LIGHT TO COME ON. IT WAS ALSO REPORTED THAT THE CABIN HEAT WAS SELECTED TO THE FULL HOT POSITION, WHICH MAY HAVE ALSO BEEN A FACTOR.

Part: DRIVE ASSY — SHEARED (VACUUM SYS) · airframe 8,026 hrs

WHILE IN CRUISE FLIGHT, THE PILOT NOTICED OIL STREAMING FROM THE TOP OF THE LT ENGINE COWL. THE OIL PRESSURE WAS STILL IN THE NORMAL OPERATING RANGE AND THE ENGINE APPEARED TO BE OPERATING NORMALLY. AS A PRECAUTION, THE LT ENGINE WAS SHUTDOWN AND SECURED. THE PILOT DEVIATED TO THE NEAREST AIRPORT WHERE HE MADE AN UNEVENTFUL LANDING. UPON INVESTIGATION BY MAINTENANCE, IT WAS DISCOVERED THAT THE WET SYSTEM VACUUM PUMP DRIVE HAD SHEARED AND CAUSED THE GARLOCK SEAL TO DISINTEGRATE, ALLOWING OIL TO SEEP PAST IT.

Part: DRIVE ASSY — SHEARED (VACUUM SYS) · airframe 8,026 hrs

WHILE IN CRUISE FLIGHT THE PILOT NOTICED OIL STREAMING FROM THE TOP OF THE LT ENGINE COWL. THE OIL PRESSURE WAS STILL IN THE NORMAL OPERATING RANGE AND THE ENGINE APPEARED TO BE OPERATING NORMALLY. AS A PRECAUTION, THE LT ENGINE WAS SHUTDOWN AND SECURED. THE PILOT DEVIATED TO THE NEAREST AIRPORT WHERE HE MADE AN UNEVENTFUL LANDING. UPON INVESTIGATION BY MAINTENANCE, IT WAS DISCOVERED THAT THE WET SYSTEM VACUUM PUMP DRIVE HAD SHEARED AND CAUSED THE GARLOCK SEAL TO DISINTEGRATE, ALLOWING OIL TO SEEP PAST.

Part: OVERHEAT SENSOR — DEFECTIVE (LT NACELLE) · airframe 28,736 hrs · 40,096 cycles

SHORTLY AFTER DEPARTURE, THE LT WING OVERHEAT LIGHT ILLUMINATED. FOLLOWING PROCEDURE, THE PILOT SHUTDOWN THE LT GENERATOR, LT BLEED AIR AND EXTENDED THE LANDING GEAR. THE LIGHT REMAINED ILLUMINATED SO THE LT ENGINE WAS SHUTDOWN AS A PRECAUTIONARY MEASURE AND THE PILOT RETURNED TO FSD AND MADE AN UNEVENTFUL LANDING. AN INVESTIGATION BY MAINTENANCE COULD NOT REVEAL A CAUSE OTHER THAN A POSSIBLE BRAKE HEATING UP DURING TAXI TO THE RUNWAY OR CABIN TEMP CONTROL SET TO MAX HEAT. MAINTENANCE COULD NOT DUPLICATE.

Part: OVERHEAT SENSOR — DEFECTIVE (LT NACELLE) · airframe 28,736 hrs · 40,096 cycles

SHORTLY AFTER DEPARTURE, THE LT WING OVERHEAT LIGHT ILLUMINATED. FOLLOWING PROCEDURE, THE PILOT SHUTDOWN THE LT GENERATOR, LT BLEED AIR AND EXTENDED THE LANDING GEAR. THE LIGHT REMAINED ILLUMINATED SO THE LT ENGINE WAS SHUTDOWN AS A PRECAUTIONARY MEASURE AND THE PILOT RETURNED TO FSD AND MADE AN UNEVENTFUL LANDING. AN INVESTIGATION BY MAINTENANCE COULD NOT REVEAL A CAUSE OTHER THAN A POSSIBLE BRAKE HEATING UP DURING TAXI TO THE RUNWAY OR CABIN TEMP CONTROL SET TO MAX HEAT. MAINTENANCE COULD NOT DUPLICATE.

Part: STUD — SHEARED (NR 5 CYLINDER) · airframe 16,328 hrs

WHILE ON APPROACH TO AIRPORT, THE PILOT NOTICED MANIFOLD PRESSURE DROPPING AS WELL AS OIL PRESSURE FROM THE RT ENGINE. HE ALSO BEGAN TO FEEL A VIBRATION FROM THE SAME ENGINE. HE ELECTED TO SHUT THE ENGINE DOWN AND MADE AN UNEVENTFUL LANDING. UPON INSPECTION, THE NR 5 CYLINDER HOLD DOWN STUDS HAD SHEARED AND ALLOWED THE CYLINDER TO HAMMER AGAINST THE ENGINE CASE AND COWLING. THIS IN TURN RIPPED THE RT EXHAUST STACK FROM THE NR 1 AND NR 5 CYLINDERS CAUSING HEAT DISTRESS AT THE COWL DOOR.

Part: STUD — SHEARED (NR 5 CYLINDER) · airframe 16,328 hrs

WHILE ON APPROACH TO AIRPORT, THE PILOT NOTICED MANIFOLD PRESSURE DROPPING AS WELL AS OIL PRESSURE FROM THE RIGHT ENGINE. HE ALSO BEGAN TO FEEL A VIBRATION FROM THE SAME ENGINE. HE ELECTED TO SHUT THE ENGINE DOWN AND MADE AN UNEVENTFUL LANDING. UPON INSPECTION, THE NR 5 CYLINDER HOLD DOWN STUDS HAD SHEARED AND ALLOWED THE CYLINDER TO HAMMER AGAINST THE ENGINE CASE AND COWLING. THIS IN TURN RIPPED THE RT EXHAUST STACK FROM THE NR 1 AND NR 5 CYLINDERS CAUSING HEAT DISTRESS AT THE COWL DOOR.

Part: CONTACTOR — DIRTY (MLG DOOR IND)

LEFT MAIN DOWN LIGHT FAILED TO ILLUMINATE. FLYOVER SHOWED GEAR DOWN. ANNUNCIATOR CONTACTS WERE CLEANED. GEAR WAS CYCLED AND DISCREPANCY WAS CLEARED.

Part: INDICATION SYS — MALFUNCTIONED (MLG)

LEFT LANDING GEAR INDICATION SHOWED GEAR NOT DOWN. CLEANED ANNUNCIATOR CONTACTS. OPS CHECK OK.

Part: LINE — DISCONNECTED (LT ENGINE) · airframe 16,054 hrs

PILOT REPORTED THAT WHILE IN CRUISE FLIGHT THE LEFT ENGINE FUEL FLOW SUDDENLY DROPPED OFF AND THE ENGINE BEGAN TO RUN ROUGH AND LOSE POWER. THE BOOST PUMP WAS SELECTED TO HIGH AND THE MIXTURE INCREASED TO FULL RICH WHICH HAD LITTLE EFFECT. THE PILOT CONTACTED DISPATCH AND MAINTENANCE AND AFTER A SHORT DISCUSSION, MAINTENANCE RECOMMENDED THE ENGINE BE SHUT DOWN AND SECURED TO PREVENT THE POSSIBILITY OF FIRE. THE PILOT SHUT DOWN THE ENGINE AND MADE AN UNEVENTFUL LANDING. THE ENGINE WAS UNCOWLED AND IT WAS DISCOVERED THAT THE UPPER DECK PRESSURE LINE HAD PULLED OUT OF THE FITTING AT THE LEFT AND RIGHT JUNCTION TEE. THE LINE WAS REPAIRED AND GROUND RUNS REVEALED NO OTHER ABNORMALITIES.

Part: TUBE — DISCONNECTED (ZONE 500) · airframe 16,054 hrs

PILOT REPORTED THAT WHILE IN CRUISE FLIGHT THE LT ENGINE FUEL FLOW SUDDENLY DROPPED OFF AND THE ENGINE BEGAN TO RUN ROUGH AND LOSE POWER. THE BOOST PUMP WAS SELECTED TO HIGH AND MIXTURE INCREASED TO FULL RICH WHICH HAD LITTLE EFFECT. THE PILOT CONTACTED DISPATCH AND MAINTENANCE AND AFTER A SHORT DISCUSSION, MAINTENANCE RECOMMENDED THE ENGINE BE SHUTDOWN AND SECURED TO PREVENT THE POSSIBILITY OF FIRE. THE PILOT SHUT THE ENGINE DOWN AND MADE AN UNEVENTFUL LANDING. THE ENGINE WAS UNCOWLED AND IT WAS DISCOVERED THE UPPER DECK PRESSURE LINE HAD PULLED OUT OF IT'S FITTING AT THE LT AND RT JUNCTION TEE. THE LINE WAS REPAIRED AND GROUND RUNS REVEALED NO OTHER ABNORMALITIES.

Part: LINE — CRACKED (HYD SYSTEM) · airframe 27,377 hrs · 38,286 cycles

JUST BEFORE LANDING, HYDRAULIC VAPOR/SMOKE NOTED IN CABIN AND COCKPIT. AIRCRAFT LANDED WITHOUT INCIDENT, ENGINES SHUTDOWN AND PAX DEPLANED. MAINTENANCE FOUND FAILED HYDRAULIC LINE IN WING ROOT THAT SPRAYED FLUID INTO AIR CYCLE MACHINE INTAKE WHICH TRANSFERRED VAPOR TO CABIN.

Part: HOSE — RUPTURED (HYD SYSTEM) · airframe 30,610 hrs · 43,333 cycles

WHILE EN ROUTE FROM SIOUX FALLS, SD TO RAPID CITY, SD THE PILOT NOTICED THE HYDRAULIC PRESSURE WAS FLUCTUATING ON THE LEFT HAND ENGINE. SHORTLY THEREAFTER THE RIGHT HAND PRESSURE BEGAN TO FLUCTUATE. THE PILOT REQUESTED CLEARANCE TO RETURN TO SIOUX FALLS WHICH WAS GRANTED. EMERGENCY VEHICLES WERE DISPATCHED AS A PRECAUTION AND AN UNEVENTFUL LANDING WAS PERFORMED. INVESTIGATION REVEALED THAT A HYDRAULIC PRESSURE LINE HAD RUPTURED.

Part: GOVERNOR — SEIZED (RT ENGINE PROP) · airframe 7,017 hrs

WHILE IN CRUISE FLIGHT, THE RT ENGINE BEGAN TO LOSE RPM. THE PILOT PUSHED THE PROPELLER CONTROL LEVER ALL THE WAY FORWARD TO MAX RPM WITH NO CHANGE. THE PILOT DESCENDED AND MADE AN UNEVENTFUL LANDING. THE RT ENGINE QUIT ON ROLL OUT AND THE RT PROPELLER WENT INTO FEATHER. THE PROPELLER GOVERNOR WAS REMOVED AND APPEARED TO HAVE AN INTERNAL FAILURE. A SERVICEABLE GOVERNOR WAS INSTALLED AND OPS CHECKED OK.

Part: GOVERNOR — SEIZED (ZONE 600) · airframe 7,017 hrs

WHILE IN CRUISE FLIGHT, THE RT ENGINE BEGAN TO LOSE RPM. THE PILOT PUSHED THE PROPELLER CONTROL LEVER ALL THE WAY FORWARD TO MAX RPM WITH NO CHANGE. THE PILOT DESCENDED AND MADE AN UNEVENTFUL LANDING. THE RT ENGINE QUIT ON ROLL OUT AND THE RT PROPELLER WENT INTO FEATHER. THE PROPELLER GOVERNOR WAS REMOVED AND APPEARED TO HAVE AN INTERNAL FAILURE. A SERVICABLE GOVERNOR WAS INSTALLED AND OPS CHECKED OK.

Part: WINDSHIELD — BLEW OUT (COCKPIT) · airframe 29,927 hrs · 42,249 cycles

WHILE ON CLIMB OUT, THE PILOTS WINDSHIELD BLEW OUT AND CAUSED A RAPID DE-COMPRESSION OF THE AIRCRAFT. THE PILOT TOOK EMERGENCY ACTION AND PERFORMED A RAPID DECENT TO A SUITABLE ALTITUDE. NO COMMUNICATION COULD BE ESTABLISHED WITH ANYONE DUE TO THE DAMAGE DONE TO THE PILOTS HEADSET SO 7700 WAS SQUAWKED ON THE AIRCRAFT TRANSPONDER. THE PILOT MOVED INTO THE RIGHT SEAT AND RETURNED TO THE AIRPORT, WHERE HE MADE AN UNEVENTFUL LANDING. AFTER QUESTIONING THE PILOT ABOUT THE INCIDENT, IT CAN ONLY BE SPECULATED THAT BECAUSE OF THE SEVERE COLD AIR (-40) AND WITH THE WINDSHIELD HEAT SELECTED ON, A FRACTURED DEVELOPED IN THE OUTER WINDOWPANE ALLOWING IT TO FAIL.

Part: ACM — SEIZED (RIGHT) · airframe 25,125 hrs · 30,953 cycles

ON TOUCHDOWN, THE CREW NOTICED AN ACRID SMELL IN THE COCKPIT. THE CREW LANDED AND TAXIED IN WITH NO FURTHER INCIDENT. TROUBLESHOOTING FOUND THE SOURCE TO THE RT ACM. INITALLY DEFERRED ACM IAW MEL, LATER CHANGED THE ACM, MEL WAS CLEARED. (NM05200403534) (K)

Part: FIRE DETECTOR — FAILED (RT ENGINE) · airframe 25,210 hrs · 35,121 cycles

RT ENGINE FIRE WARNING LIGHT FLICKERED ON AND OFF DURING CLIMB. CREW RETURNED TO STATION. FAILED FIRE DETECTOR PROBE (CENTER CERAMIC INSULATOR LOOSE). REPLACED FIRE DETECTOR LOCATED BELOW THE OIL COOLER MOUNTED ON THE FIREWALL. (NM05200400110) (K)

Part: SCAVENGE PUMP — FAILED (NR 2 ENGINE) · airframe 26,395 hrs · 32,976 cycles

MRR-M04-23, NR 2 ENGINE OIL PRESSURE LIGHT CAME ON AS FLIGHT LEVELED OUT IN CRUISE, OIL PRESSURE GAUGE WAS CHECKED AND FOUND PRESSURE DROPPING. CREW DID A PRECAUTIONARY INFLIGHT SHUTDOWN, AND RETURNED TO STATION. LOSS OF OIL PRESSURE DUE TO LOSS OF OIL FRM REAR SCAVANGE PUMP AREA. REMOVED ENGINE, REPLACED SCAVANGE PUMP AND REINSTALLED ENGINE. MFG HAS CHANGED PUMP DESIGN TO DECREASE REAR SCAVANGE PUMP FAILURES. (K)

Part: SENSOR — BURNED OUT (ALTERNATOR) · airframe 15,360 hrs

WHILE IN CRUISE FLIGHT, THE PILOT NOTICED SPARKS COMING FROM THE LEFT ENGINE FORWARD COWL AREA. AS A PRECAUTION, THE ENGINE WAS SHUTDOWN AND SECURED. THE AIRCRAFT THEN MADE AN UNEVENTFUL LANDING. UPON INVESTIGATION, IT WAS DISCOVERED THAT THE ALTERNATOR OUT SENSOR SHORTED INTERNALLY AND HAD BURNED A HOLE THROUGH THE END OF IT'S CASE. THE SENSOR WAS REPLACED AND AN OPS CHECK PROVED SATISFACTORY.

Part: LINE — LEAKING (MANIFOLD) · airframe 26,110 hrs · 36,546 cycles

MRR-M04-11, ENGINE RPM ONLY WENT TO 97 PERCENT DURING TAKEOFF ROLL AND TORQUE WAS ALSO LOW, ALSO, THERE WAS LITTLE RESPONSE TO POWER LEVER MOVEMENT. CREW ABORTED TAKEOFF AND RETURNED TO THE GATE. INITIALLY SUSPECTED FCU FAILURE, BUT UPON INSPECTION FOUND FCU INPUT ARM ROD END DISCONNECTED. RECONNECTED ROD END AND SAFETIED. A FUEL LEAK WAS NOTED WHEN COWLING WAS OPENED, AND WAS FOUND TO BE COMING FROM THE SECONDARY FUEL MANIFOLD LOCATED AT THE 8:00 O’CLOCK POSITION. THE FUEL MANIFOLD LINE WAS REPLACED. MR`S WERE ISSUED TO INSPECT ALL OTHER AIRCRAFT FUEL MANIFOLD LINES, FUEL NOZZLE TASK CARD WAS ISSUED TO INCLUDE INSPECTION OF THE MANIFOLD LINES AT EACH INSPECTION.

Part: HANDLE — INCORRECT (CARGO DOOR) · airframe 25,967 hrs · 36,265 cycles

THE CARGO DOOR WARNING LIGHT CAME ON DURING CLIMBOUT, CREW RETURNED TO STATION. ONE OF THE FOLLOWING: DOOR CLOSING PROCEDURES, DOOR HARD TO CLOSE, DOOR CLICKCLACK RIGGING/ LUBRICATION, OR SWITCH RIGGING. MAINTENANCE FOUND HANDLE NOT FULLY ROTATED TO CLOSED POSITION, CHECKED DOOR AND CLICKCLACKS, RECLOSED THE DOOR AND STOWED THE HANDLE, NO FURTHER PORBLEMS NOTED. CREW CONTINUED FLIGHT WITH NO FURTHER INCIDENTS. (NM05200404459) (K)