PLANET NINE PRIVATE AIR LLC

Operated by Planet 9 Private Air, LLC (per NTSB report)

A No. 2 (right) engine failure due to a spinner fairing separation and subsequent impact with the fan blades that resulted in a midspan fracture of one fan blade. The spinner fairing separated as a result of a fatigue crack that originated from the heat affected zone of a tack weld that secured a spacer to the aft side of the fairing. Contributing to the incident was inadequate spinner fairing inspection procedures that did not require removal of the spinner fairing to inspect the aft side for earlier detection of crack indications.

Sanction: $6,750 · case closed 2023-03-03

Part: PUMP — SHEARED (RH ENGINE) · airframe 10,317 hrs · 4,176 cycles

AFTER APPROXIMATELY 45 MIN OF FLIGHT, RED CAS MESSAGE “R ENG LOW OIL PRES” WAS DISPLAYED IN COCKPIT. OBSERVED A STEADY BUT SLOW INCREASE ON THE RIGHT ENGINE OIL TEMPERATURE. RETURNED TO MAINTENANCE FACILITY. INVESTIGATION REVEALED OIL PUMP SPLINED DRIVE COUPLING TO BE SHEARED. THIS IS THE THIRD OCCURRENCE OF AN OIL PUMP SHEARED DRIVE COUPLING ON THIS ENGINE / ACCESSORY GEARBOX.

Part: SEAL — BROKEN (NR 4 BRAKE) · airframe 11,954 hrs · 3,741 cycles

GROUND STAFF REPORTED SMOKE FROM NO4 BRAKE WHEN ARRIVING ON RAMP AFTER LANDING AT KAGS. BRAKE TEMP INDICATION WAS WELL BELOW WARNING FOR HOT BRAKES, INDICATED <250C. UPON INSPECTION FOUND ONE OF THE PISTONS HAVING BROKEN A SEAL AND LEAKED FLUID ONTO THE WARM BRAKE, REASON FOR SMOKE. AIRCRAFT GROUNDED AND BRAKE REPLACED.

Part: REGULATOR VALVE — OUT OF LIMITS (ZONE 800) · airframe 14,356 hrs · 5,832 cycles

DURING CRUISE CREW RECEIVED A CABIN HIGH ALTITUDE WARNING MESSAGE, CREW RAN QRH AND REQUESTED A LOWER ALTITUDE AND RETURN TO KVNY. NO EMERGENCY WAS DECLARED NOR EMERGENCY DESCENT REQUESTED. UPON RETURN MAINTENANCE FOUND MED SEAL PRESSURE REGULATOR OUT OF LIMITS. REGULATOR REPLACED WITH SERVICEABLE ONE AND TESTED SATISFACOTRY.

Part: SOLENOID VALVE — FAILED (LEFT ENGINE) · airframe 11,026 hrs · 4,245 cycles

DURING TAXI FOR TAKEOFF CREW EXPERIENCED HIGH (FLIGHT) IDLE ON THE L ENGINE. UNSUCCESFUL ATTEMPTS TO ADVANCE THROTTLE AND RETURN TO IDLE WAS ATTEMPTED TO BRING ENGINE BACK TO NORMAL GROUND IDLE. CREW RETURNED TO RAMP WHERE TECHNICIANS TROUBLESHOT THE ISSUE TO, AND REPLACED THE APPROACH IDLE SOLENOID VALVE.

Part: SOFTWARE — CORRUPTED (EGSS) · airframe 3,139 hrs · 821 cycles

ON APPROACH INTO EINN CREW EXPERIENCED A FAILURE OF THE EGPWS SYSTEM, THE SYSTEM INDICATED THAT THEY WERE FLYING BELOW TERRAIN DESPITE BEING AT 18,000 FT. DUE TO THE FAILURE RESULTING IN LOSS OF INSTRUMENT GUIDANCE FOR LANDING AND IMC CONDITIONS CREW ELECTED TO DIVERT TO EGSS WHICH WAS VMC CONDITIONS. SAME FAULT APPEARED ON APPROACH TO EGSS BUT AN UNEVENTFUL VISIAL APPROACH AND LANDING WAS CONDUCTED. GULFSTREAM AOG TEAM ATTENDED AIRCRAFT THE FOLLOWING DAY AND CONCLUDED THAT THE EGPWS SOFTWARE HAD BECOME CURRUPTED, A CONDITION KNOWN TO HONEYWELL TO POSSIBLY HAPPEN BUT NOT CLEARLY ADVISED TO OPERATORS. AFTER RELOAD SYSTEM TESTED SATISFACTOR AND THE FAULT HAS NOT RETURNED.

Part: SENSOR — FAULTY (OVERHEAT) · airframe 19,088 hrs · 9,109 cycles

DURING FLIGHT THE CREW EXPERIENCED INTERMITTENT L PYLON HOT CAS MESSAGE. ON ARRIVAL MX CREW CHECKED FOR BLEED LEAKS AND CONFIRMED THAT THERE WAS NO LEAK AND A FAULTY SENSOR. DETECTION SYSTEM MELED.

Part: QUICK DISCONNECT — MISINSTALLED (HYD SYSTEM) · airframe 4,851 hrs · 1,275 cycles

SHORTLY AFTER REACHING CRUISE LEVEL 40 MINUTES INTO THE FLIGHT THE HYD THE CAPTAIN NOTICED THE SYNOPTIC PAGE DISPLAYED A SPIKE ON THE HYDRAULIC PRESSURE. ABOUT 10-15 LATER (50 TO 55 MINUTES INTO THE FLIGHT) THE CREW STATED A HYD A LOW QTY, FOLLOWED BY HYD A LOW PRESS INDICATIONS WERE BEING DISPLAYED ON THE EICAS. AT THAT POINT THE CREW REPORTED THEY DIDN’T HAVE ANY QUANTITY OR PRESSURE. THE CREW FOLLOWED THE CHECKLIST WHICH DIRECTED A SHUTDOWN OF BOTH A PUMPS. THEN THE CREW DECIDED TO NOT CONTINUE THE FLIGHT AND DIVERTED BACK TO PARIS AND LANDED. MAINTENANCE DISCOVERED THE ROOT CAUSE WAS A FAULTY INSTALL OF THE QUICK-DISCONNECT COUPLING FOR HYDRAULIC SYSTEM 2B (CASE-DRAIN). THIS CAUSED THE HYDRAULIC FLUID TO LEAK AND WE SUSPECT SINCE NO FLUID AVAILABLE TO COOL THE PUMP.