AIR CARGO CARRIERS, LLC.

Operated by Air Cargo Carriers (per NTSB report)

the flight crew's improper decision to conduct a circling approach contrary to the operator's standard operating procedures (SOP) and the captain's excessive descent rate and maneuvering during the approach, which led to inadvertent, uncontrolled contact with the ground. Contributing to the accident was the operator's lack of a formal safety and oversight program to assess hazards and compliance with SOPs and to monitor pilots with previous performance issues.

Operated by Air Cargo Carriers (per NTSB report)

The fuel truck driver's inattention, which resulted in backing over a warning cone and into the horizontal stabilizer of the airplane.

Operated by AIR CARGO CARRIERS INC (per NTSB report)

Operated by AIR CARGO CARRIERS (per NTSB report)

FATIGUE FAILURE ON THE RADIUS BETWEEN THE BODY OF THE NOSE LANDING GEAR AND THE PORTION CONTAINING THE ARMS.

Sanction: $2,500 · case closed 2011-09-15

Sanction: $2,500 · case closed 2009-03-09

Sanction: $15,000 · case closed 2009-03-09

Sanction: $5,500 · case closed 2005-05-06

Part: BLADE — CRACKED (PROPELLER) · airframe 30,683 hrs · 29,327 cycles

DURING ACCOMPLISHMENT OF AD 2003-22-05 AN OUT OF LIMITS CRACK WAS FOUND IN THE #5 PROPELLER BLADE

Part: DOOR — OPEN (ZONE 800)

RIGHT FORWARD EMERGENCY DOOR OPENED WHILE IN CLIMB. UPON LANDING MAINTENANCE INSPECTED DOOR AND NO DISCREPANCIES. DOOR WAS REPLACED AS A PRECAUTION.

Part: DRIVE BELT — BURNED (A/C COMPRESSOR) · airframe 14,450 hrs · 24,301 cycles

SMOKE SMELL IN THE COCKPIT. CREW DIVERTED TO STT AIRPORT. MAINTENANCE TRACED THE ISSUE TO THE AIR CONDITIONING COMPRESSOR BELT WHICH WAS REPLACED. SUBSEQUENTLY THE AIR CONDITIONING COMPRESSOR WAS FOUND TO BE SEIZED CAUSING THE BELT FAILURE.

Part: SKIN — CORRODED (RT WING LE) · corrosion level 2 · airframe 10,363 hrs · 19,441 cycles

RIGHT HAND INBOARD WING LEADING EDGE HAS SEVERE CORROSION. RESKINNED RIGHT HAND LEADING EDGE SPANNING ONE NOSE RIB BETWEEN RW535.00 TO RW568.00 IN ACCORDANCE WITH SRM 57-23-00.

Part: FIRE LOOP — DEFECTIVE (LT ENGINE) · airframe 25,282 hrs · 25,687 cycles

CREW RECEIVED LEFT ENGINE FIRE WARNING AND FIRE FAULT INDICATION DURING CRUISE. CREW EXECUTED MEMORY ITEMS AND QRH PROCEDURES FOR ENGINE FIRE, DECLARED AND EMERGENCY AND LANDED AT THE NEAREST SUITABLE AIRPORT. MAINTENANCE SUBSEQUENTLY DETERMINED THE FIRE LOOP DETECTOR WAS FAULTY AND REPLACED THE FIRE LOOP. AIRCRAFT WAS RETURNED TO SERVICE WITH NO FURTHER DISCREPANCIES NOTED.

Part: PIPE — BROKEN (HYD SYSTEM) · airframe 40,770 hrs · 53,091 cycles

ALMOST IMMEDIATELY AFTER TAKE OFF HEARD LOUD SCREECHING NOISE FOLLOWED BY TWO CWP LIGHTS INDICATING DUAL HYDRAULIC FAILURE. WHEN LOOKING ON THE HYDRAULIC PANEL THE CONTENTS WERE SHOWING IN THE BLACK BUT THE SYSTEM PRESSURE WAS SHOWING 0. THE CONTENTS THEN DROPPED TO THE RED SHORTLY AFTER. MY FO FOLLOWED ACC PROCEDURES AND RAN THE APPROPRIATE QRH CHECKLIST. WHEN PUTTING THE GEAR DOWN WE NOTICED IT WASNT WORKING SO MY FO PULLED THE EMERGENCY GEAR LEVER. WE THEN PROCEEDED TO DO OUR DECENT CHECKS AND BRIEF OUR NO FLAP LANDING. ONCE WE LANDED WE HAD NO BRAKING OR STEERING BUT WERE ABLE TO COME TO A SAFE STOP.---MTC-FOUND R/H GEAR FLEXIBLE HYDRAULIC PIPE BROKEN. REPLACED FLEXIBLE PIPE AND PERFORMED LANDING GEAR RETRACTION/EXTENSION TEST.

Part: WINDSHIELD — IMPROPER PART (ZONE 200) · airframe 23,209 hrs · 21,140 cycles

DURING CRUISE THE RIGHT WINDSHIELD HEAT CIRCUIT TERMINAL BOARD AT THE BASE OF THE WINDSHIELD STARTED SMOKING AND WINDSHIELD HEAT WAS INOPERATIVE. MAINTENANCE REPLACED P2 TERMINAL BOARD HARDWARE WITH CORRECT AN508-10-5 AND MS35333-107 HARDWARE IAW WINDSHIELD MANUAL. OPERATIONAL CHECK GOOD.

Part: TORQUE TUBE — CORRODED (ZONE 200) · corrosion level 2 · airframe 25,056 hrs · 25,305 cycles

RUDDER TORQUE TUBE SHOWS CORROSION BEYOND LIMITS. MAINTENANCE REMOVED AND REPLACED TORQUE TUBE WITH A SERVICEABLE PART.

Part: TORQUE TUBE — CORRODED (ZONE 200) · corrosion level 2 · airframe 40,236 hrs · 52,173 cycles

RUDDER BOTTOM TORQUE TUBE CORRODED. REMOVED AND REPLACED RUDDER BOTTOM TORQUE TUBE WITH A NEW PART.

Part: FITTING — CORRODED (ZONE 200) · airframe 36,418 hrs · 47,526 cycles

WHILE PERFORMING AN INSPECTION OF THE VERTICAL STABILIZER ATTACH FITTING PER AD 2005-13-31 AND SERVICE BULLETIN SD360-53-45, FOUND CORROSION ON SHEAR ATTACHMENT FITTING P/N SD3-12-6978. FITTING WAS REMOVED AND REPLACED WITH NEW FITTING IAW SB SD360-53-45 AND AIRCRAFT WAS RETURNED TO SERVICE.

Part: TORQUE TUBE — CORRODED (ZONE 300) · airframe 36,418 hrs · 47,526 cycles

WHILE PERFORMING AN INSPECTION FOUND HEAVY CORROSION ON RUDDER TORQUE TUBE. RUDDER TORQUE TUBE WAS REPLACED WITH A NEW UNIT AND AIRCRAFT RETURNED TO SERVICE.

Part: FLOORBEAM — CORRODED (BS 428) · airframe 24,716 hrs · 24,702 cycles

BOOM ANGLE (LATERAL FLOOR SUPPORT BEAM) AT FS 428 IS CORRODED BEYOND LIMITS. REPLACED BOOM ANGLE WITH NEW PER SHORTS SD3-60 STRUCTURAL REPAIR MANUAL

Part: SEAT TRACK — CORRODED (CABIN) · corrosion level 2 · airframe 24,716 hrs · 24,702 cycles

LEFT FORWARD SEAT TRACK (RAIL) CRACKED AND CORRODED. REPLACED LEFT FORWARD SEAT RAIL IAW SHORTS SD3-60 STRUCTURAL REPAIR MANUAL CHAPTER 53 AND ENGINEERING REPORT 21002R100 INCLUDING ENGINEERING DRAWING 21002D001.

Part: GOVERNOR — INOPERATIVE (LT ENGINE) · airframe 30,947 hrs · 45,246 cycles

LEFT ENGINE RPM BEGAN FLUCTUATING EN-ROUTE FROM KCAE-KMYR. FLUCTUATION GOT WORSE AS FLIGHT CONTINUED, SO THE ENGINE WAS SHUT DOWN. AIRCRAFT MADE AN UNEVENTFUL SINGLE ENGINE LANDING AT KMYR.

Part: GOVERNOR — INOPERATIVE (NR 2 PROPELLER) · airframe 22,915 hrs · 20,846 cycles

AT 10,000 MSL ON CLIMB THE NUMBER 2 PROPELLER RPM SLOWLY STARTED TO DECREASE. AN ATTEMPT TO FORWARD THE PROPELLER LEVER CAUSED THE RPM DECREASE TO CONTINUE. THE ENGINE WAS SHUT DOWN IN FLIGHT, AN EMERGENCY WAS DECLARED AND THE CREW RETURNED THE AIRCRAFT TO THE DEPARTURE AIRPORT WHERE AN UNEVENTFUL SINGLE ENGINE LANDING WAS MADE. MAINTENANCE TROUBLESHOT THE PROBLEM AND REPLACED THE PROPELLER GOVERNOR. NO FURTHER DEFECTS NOTED.

Part: STUB FRAME — CORRODED (RT MLG) · airframe 29,206 hrs · 27,349 cycles

DURING INSPECTION, LEFT AND RIGHT MAIN LANDING GEAR STUB WING FITTINGS WERE FOUND CORRODED BEYOND LIMITS AT THE AFT PINTLE PIN BORES. MAINTENANCE BORED OUT THE FITTINGS PER AN APPROVED PROCEDURE AND INSTALLED SLEEVES.

Part: FITTING — CORRODED (MLG) · corrosion level 2 · airframe 38,938 hrs · 51,105 cycles

DURING INSPECTION, LEFT AND RIGHT MAIN LANDING GEAR STUB WING FITTINGS WERE FOUND CORRODED OUT OF LIMITS AT THE AFT PINTLE PIN BORES. MAINTENANCE BORED OUT THE FITTINGS PER AN APPROVED PROCEDURE AND INSTALLED SLEEVES.

Part: GOVERNOR — MALFUNCTIONED (LT PROPELLER) · airframe 24,135 hrs · 20,838 cycles

DURING A TRAINING FLIGHT, WHEN SIMULATING THE V1 CUT THE LEFT PROPELLER TRIED TO GO INTO AUTOFEATHER AND THE ENGINE SURGED. NO SUBSEQUENT POWER SETTINGS AFFECTED THE PROBLEM SO THE LEFT ENGINE WAS SHUT DOWN, AN EMERGENCY WAS DECLARED AND AN UNEVENTFUL LANDING WAS MADE. MAINTENANCE SUBSEQUENTLY REPLACED THE PROPELLER GOVERNOR.

Part: LINE — DAMAGED (HYDRAULIC SYS) · airframe 29,897 hrs · 40,840 cycles

DURING CLIMB CHECKS DUAL HYDRAULIC WARNING LIGHTS ON CWP. HYDRAULIC PANEL SHOWED DECREASING CONTENTS INDICATING A FLUID LOSS. CREW SELECTED GEAR DOWN AND RECEIVED 3 GREEN LIGHTS. CREW DECLARED AN EMERGENCY AND RETURNED TO TAKEOFF AIRPORT, UPON LANDING IT WAS DISCOVERED THAT ONE OF THE FLEXIBLE LINES ON THE RIGHT LANDING GEAR HYDRAULIC SYSTEMS WAS DAMAGED AND LEAKING. MAINTENANCE REPORTED LATER THAT THE AIRPORT PERFORMED A RUNWAY FOD CHECK AND FOUND DEBRIS. MAINTENANCE CAPPED LINE, PINNED GEAR AND SYSTEM WAS PLACED ON MEL PRIOR TO FLIGHT TO MAINTENANCE STATION FOR REPAIR.

Part: GAS GENERATOR — LOW TORQUE (RT ENGINE) · airframe 24,123 hrs · 22,875 cycles

DURING CLIMB CHECKS FLIGHT CREW OBSERVED THE RIGHT PROPELLER RPM DROPPED TO THE 800 RANGE. THE MOVED THE ENGINE CONTROL LEVERS FORWARDS AND BACKWARDS ON THE AFFECTED ENGINE AND OBSERVED NO CHANGE IN THE RPM. AT THIS TIME THE ENGINE TORQUE DECREASED. CREW DECLARED AN EMERGENCY AND COMPLETED MEMORY ITEMS FOR ENGINE FAILURE. CREW PERFORMED AN AIR TURNBACK AND LANDED WITH NO INCIDENT. AFTER LANDING MAINTENANCE TROUBLESHOT ENGINE AND COULD NOT DUPLICATE FAILURE. MAINTENANCE CALIBRATED THE INDICATING SYSTEM, PERFORMED A TORQUE FUNCTIONAL TEST AND PERFORMED A GROUND PERFORMANCE CHECK. MAINTENANCE REPLACED THE LOW BLADE ANGLE PROXIMITY SENSOR AS A PRECAUTION.

Part: DOWNLOCK SWITCH — INOPERATIVE (NLG) · airframe 25,996 hrs · 34,937 cycles

DURING DESCENT, NOSE GEAR DID NOT DISPLAY DOWN AND LOCKED INDICATION. CREW CYCLED GEAR SEVERAL TIMES AND PERFORMED A FLY-BY PASS OF CONTROL TOWER TO CONFIRM GEAR IN DOWN POSITION. WITH NO POSITIVE INDICATION THE CREW DECLARED AN EMERGENCY AND MADE AN UNEVENTFUL LANDING. MAINTENANCE INSPECTED THE AIRCRAFT AND REPLACED THE NOSE GEAR DOWNLOCK MICROSWITCH.

Part: FUEL CONTROL — MALFUNCTIONED (LEFT ENGINE) · airframe 39,670 hrs · 51,187 cycles

AFTER TAKE OFF DURING CLIMB OUT NOTED DECREASE IN TORQUE ON LEFT ENGINE. MOVED POWER LEVER FWD AND AFT WITH NO RESULTS. TORQUE DROPPED TO 200 AND FUEL FLOW SLIGHTLY BELOW 100. SECURED ENGINE AND RETURNED TO AIRPORT AND LANDED SAFELY. FUEL CONTROL AND FUEL PUMP WERE REPLACED. ENGINE WAS GROUND RUN AND TESTED OK. AIRCRAFT RETURNED TO SERVICE.

Part: SWITCH — OUT OF ADJUST (AUTOTHROTTLE SYS) · airframe 36,637 hrs · 45,403 cycles

IN CLIMB AT 3500 FEET WHEN PILOTS REDUCED THROTTLE THE RIGHT PROPELLER WENT INTO FEATHER. QRH PROCEDURES FOLLOWED, EMERGENCY DECLARED AND AIRCRAFT RETURNED TO BASE (SJU). SUBSEQUENT MAINTENANCE INVESTIGATION FOUND AUTOFEATHER MICRO-SWITCHES OUT OF ADJUSTMENT. ADJUSTED SWITCHES AND RETURNED AIRCRAFT TO SERVICE.

Part: UNKNOWN — ODOR (COCKPIT) · airframe 39,368 hrs · 50,676 cycles

ON CLIMB OUT FROM TUPJ CAPTAIN STATED HE SAW AND SMELLED SMOKE. EMERGENCY WAS DECLARED AND RETURNED TO NEAREST AIRPORT WHICH WAS TUPJ AND LANDED SAFELY. MAINTENANCE PERFORMED A DVI ON THE LEFT AND RIGHT DC AND AC PANELS AND FOUND NO DISCREPANCIES. ALSO PERFORMED A DVI BEHIND ALL INSTRUMENTS AND ALL WIRING IN THE CABIN AND DEFECTS WERE FOUND.

Part: HYDRAULIC SYSTEM — LOW PRESSURE · airframe 30,152 hrs · 44,404 cycles

ON APPROACH TO LAND THE BRAKES WERE FOUND TO BE INDICATING NO PRESSURE WHEN TESTED AFTER COMPLETION OF APPROACH CHECKS. APPROACH WAS TERMINATED TO DIAGNOSE THE DISCREPANCY AND QRH PROCEDURES WERE FOLLOWED. LANDED WITH EMERGENCY BRAKE ACCUMULATOR SELECTED. BRAKING WAS POOR BUT PRESENT. LANDING WAS ACCOMPLISHED USING EMERGENCY ACCUMULATOR PRESSURE. SUBSEQUENTLY MAINTENANCE BLED BRAKE SYSTEM AND PERFORMED A FULL HYDRAULIC SERVICE. BRAKE SYSTEM OPERATIONAL CHECK GOOD.

Part: AMPLIFIER — FAILED (FUEL INDICATION) · airframe 27,890 hrs · 37,752 cycles

DURING CRUISE AT 6000 FT FROM SJU TO STT THE LEFT FUEL PRESSURE WARNING ILLUMINATED. RAN MEMORY ITEMS AND ENGINE SHUTDOWN CHECKLIST FROM QRH AND DECLARED AN EMERGENCY. LANDED SAFELY AND NO DAMAGE TO AIRCRAFT. SUBSEQUENT MAINTENANCE TROUBLESHOOTING DETERMINED THE LEFT FORWARD TANK FUEL INDICATION AMPLIFIER HAD FAILED. MAINTENANCE REPLACED THE AMPLIFIER AND RETURNED THE AIRCRAFT TO SERVICE.

Part: INDICATOR — FAILED (HYD SYSTEM) · airframe 27,866 hrs · 37,707 cycles

DURING CRUISE THE CREW NOTICED A STRONG SMOKE SMELL IN THE COCKPIT FROM THE LEFT ENGINE HYDRAULIC INDICATOR. CREW CLOSED VALVE AND FOLLOWED QRH, PROCEEDED TO DESTINATION AND LANDED WITHOUT INCIDENT. MAINTENANCE REPLACED FAULTY LEFT-HAND HYDRAULIC MAGNETIC INDICATOR, OPERATIONAL CHECK GOOD.

Part: SKIN — CORRODED (WING) · airframe 21,470 hrs · 26,079 cycles

AFTER DEICE BOOT REMOVAL VARIOUS AREAS OF SURFACE CORROSION WAS DISCOVERED ON LEFT AND RIGHT WING SKINS. LEFT AND RIGHT OUTBOARD WINGS WERE REPLACED WITH SERVICEABLE WINGS. MDW 63103 ITEM 1.

Part: SKIN — CORRODED (LT WING) · airframe 21,464 hrs · 26,076 cycles

DURING A HEAVY INSPECTION, OUT-OF-LIMITS CORROSION WAS FOUND ON BOTH WING LEADING EDGES UNDERNEATH THE DEICING BOOTS. MAINTENANCE REMOVED AND REPLACED BOTH OUTER WINGS WITH SERVICEABLE PARTS.

Part: ENGINE — FLAMED OUT (ZONE 600) · airframe 25,293 hrs · 24,401 cycles

WHILE ENROUTE FROM KSUS TO KDTO THE RIGHT ENGINE HAD AN UNCOMMANDED SHUT DOWN IN FLIGHT. THE FLIGHT CREW ASKED ACT TO LAND AT THE NEAREST AIRPORT. THE AIRCRAFT WAS CLEARED TO LAND AT KFSM WITHOUT ANY FURTHER PROBLEMS.

Part: GOVERNOR — FAILED (PROPELLER) · airframe 24,579 hrs · 32,777 cycles

CREW EXPERIENCED ENGINE FAILURE SHORTLY AFTER DEPARTING SDQ. THE FAILURE OCCURRED APPROXIMATELY 40 MILES WEST OF SDQ. AFTER ANALYZING THE PROBLEM THE CREW HANDLED THE SITUATION ACCORDINGLY, DECLARED AN EMERGENCY AND A DECISION WAS MADE TO RETURN TO SDQ. AIRCRAFT LANDED SAFELY.

Part: HYDRAULIC SYSTEM — LEAKING (LEFT) · airframe 28,097 hrs · 30,815 cycles

CREW OBSERVED A LT HYD LIGHT ILLUMINATED AND QUANTITY FLUCTUATED. AIRCRAFT SLOWED AND GEAR SUCCESSFULLY EXTENDED AS A PRECAUTION. HYD LT AND HYD RT INDICATORS ILLUMINATED AND HYDRAULIC QUANTITY WENT TO LOW RANGE, RED. QRH PERFORMED AND APPROACH INFORMED OF HYDRAULIC FAILURE, EMERGENCY DECLARED. FLAPS SUCCESSFULLY EXTENDED ON APPROACH BUT UPON LANDING GEAR STEERING AND BRAKING LIMITED. ARIRCRAFT SHUT DOWN AND TOWED TO RAMP.

Part: ENGINE — POWER LOSS (RIGHT) · airframe 21,573 hrs · 19,219 cycles

ON A 5 MILE FINAL WITH AN RJ IN TRAIL BY 3 MILES, PULLED POWER BACK TO IDLE. RIGHT ENGINE MADE A POPPING NOISE AND STARTED FLUCTUATING IN TORQUE. P USHED BOTH POWER LEVERS UP TO SEE IF THE TORQUE WOULD STABILIZE, THAT FAILED , DECIDED TO SECURE THE RIGHT ENGINE. DECLARED AN EMERGENCY AND LANDED. NO OTHER ISSUES ENCOUNTERED.

Part: INDICATOR — FAULTY (ENGINE RPM) · airframe 24,294 hrs · 32,408 cycles

AFTER DEPARTURE, LEVELED OFF AT 7500. LEFT ENGINE RPM STARTED TO DECREASE. TORQUE, NG AND ITT REMAINED STEADY. PERFORMED A PRECAUTIONARY SHUTDOWN AND SECURED THE ENGINE. DECIDED TO RELIGHT THE ENGINE. AFTER RELIGHT, THE ENGINE WAS NORMAL FOR 5 SECONDS AT WHICH TIME RPM BEGAN TO DECREASE AGAIN. ENGINE SHUTDOWN AND SECURED ONCE AGAIN. FLEW BACK TO DEPARTURE AND DECLARED AN EMERGENCY. LANDED WITHOUT FURTHER INCIDENT.

Part: DIODE — BURNED (AUDIO PANEL) · airframe 38,809 hrs · 55,388 cycles

AFTER DEPARTURE, STARTED SMELLING PLASTIC FUMES. FOUND THE AUDIO PANEL CIRCUIT BREAKER HAD TRIPPED. LOST ALL COMMS AND INTERCOM. LEVELED AT 8000 MSL. ALL COMM HEAD LIGHTS WENT FULL BRIGHT AND NOTICED SMOKE EMANATING FROM THE CAPTAIN'S COM PANEL. FO TURNED OFF THE AVIONICS MASTER SWITCH. QUICKLY REVIEWED GENERATOR AND INVERTER LOADS TO CHECK FOR EXCESSIVE DRAWLS. FOUND NONE. OPENED PILOT WINDOW TO ESCAPE THE SMOKE AND FUMES. TURNED LEFT AND BEGAN DECENT FOR APPROACH. RAN THE DECENT CHECKLIST, CONFIGURED THE AIRCRAFT, THEN RAN THE APPROACH AND FINAL CHECKLIST. DESCENDING THROUGH 2500FT SAW A STEADY GREEN LIGHT FROM TOWER AND LANDED. SHUT DOWN. MAINTENANCE FOUND A BURNED DIODE ON THE AUDIO CONTROL PANEL. REPLACED, OPS CHECKED SATISFACTORILY.

Part: CONNECTOR — CORRODED (TORQUE XMITER) · airframe 28,656 hrs · 39,488 cycles

AFTER TAKEOFF, ON CLIMB OUT, TORQUE INDICATION DROPPED BELOW 1000 AIRCREW DECIDED TO RETURN TO BASE FOR MAINTENANCE. AIRCRAFT LANDED WITHOUT INCIDENT. MAINTENANCE FOUND A FAULTY TORQUE TRANSMITTER CONNECTOR TO BE THE REASON FOR AFFECTED INDICATION AFTER REPLACING INDICATOR , THE TRANSMITTER AND SIGNAL CONDITIONER. UPON PULLING BACK SHELL OFF OF THE CONNECTOR WAS FOUND CORRODED AT THE SOCKET CONNECTIONS.

Part: CHECK VALVE — STICKING (NR 1 FUEL TANK) · airframe 28,642 hrs · 39,477 cycles

DURING CRUISE, THE LT FUEL INDICATION ON CWP ILLUMINATED, WHILE LOOKING IN QRH, RECEIVED A LOW OIL, LT GENERATOR AND LT AUTOFEATHER INDICATIONS. PERFORMED LEFT ENGINE VITALS AND DIVERTED. LEFT ENGINE SPOOLED DOWN IN FLIGHT. REPLACED FWD FUEL BOOST PUMP AND OPS CHECKED GOOD. REPLACED THE NR 1 TANK GRAVITY FEED CHECK VALVE AND OPS CHECKED GOOD.

Part: CHECK VALVE — STICKING (FUEL BOOST PUMP) · airframe 28,642 hrs · 39,477 cycles

DURING CRUISE FLIGHT, THE LEFT ENGINE FUEL INDICATION ON CWP ILLUMINATED. WHILE LOOKING IN QRH, RECEIVED LOW OIL, LEFT GENERATOR AND LEFT AUTOFEATHER INDICATIONS. PERFORMED LEFT ENGINE VITALS AND DIVERTED TO CVG. LEFT ENGINE SPOOLED DOWN IN FLIGHT. REPLACED FWD FUEL BOOST PUMP AND GRAVITY FEED CHECK VALVE. OPERATIONAL CHECK GOOD.

Part: STARTER GEN — FAILED (LT ENGINE) · airframe 42,775 hrs · 54,871 cycles

LEFT ENGINE STARTER GENERATOR FAILED INFLIGHT, WHILE IN ICING CONDITIONS. DECLARED AN EMERGENCY AND LANDED.

Part: ENGINE — OVERTEMP (NR 1) · airframe 21,096 hrs · 18,842 cycles

AFTER TAKE OFF, DURING NORMAL CLIMB, CLIMB CHECKLIST ACCOMPLISHED, NR 1 ENGINE ITT WAS NOTED TO BE HIGH AT 840°- OIL PSI 125 - OIL TEMP 110°. POWER WAS REDUCED ON AFFECTED ENGINE, BUT CONDITION PERSISTED DICTATING A PRECAUTIONARY NR 1 ENGINE SHUTDOWN AND RETURN TO POINT OF DEPARTURE. A SINGLE ENGINE RETURN, APPROACH AND LANDING WAS ACCOMPLISHED.

Part: ENGINE — FLAMED OUT (ZONE 600) · airframe 27,817 hrs · 36,515 cycles

DURING FLIGHT, THE AIRCRAFT WAS LEVEL AT 8000 FEET WITH CRUISE CHECKS COMPLETED AND THE SCHEDULED POWER WAS SET. NO ABNORMAL INDICATIONS WERE OBSERVED BY THE CREW DURING CRUISE AND NO MAJOR POWER ADJUSTMENTS WERE MADE ENROUTE. WHILE STILL AT CRUISE POWER JUST PRIOR TO INITIATING THE DECENT, THE FO BRIEFLY NOTICED THE RIGHT GENERATOR LIGHT APPEARING FOR FEW SECONDS ON THE CWP FOLLOWED BY COMPLETE FAILURE OF THE RIGHT ENGINE. A VISUAL CHECK OF THE RIGHT ENGINE WAS MADE CONFIRMING THAT THERE WAS NO FLAME PRESENT AND THE AUTOFEATHER MECHANISM WAS ENGAGED. THE CREW PERFORMED THE VITAL AND QRH ACTIONS TO SECURE ENGINE, AND ATLANTA CENTER WAS NOTIFIED OF THE FAILED ENGINE. AN EMERGENCY WAS DECLARED. A ONE ENGINE APPROACH AND LANDING WAS COMPLETED WITH NO FURTHER INCIDENT.

Part: SMOKE DETECTOR — DEFECTIVE (CARGO BAY) · airframe 39,898 hrs · 60,524 cycles

FIRST OFFICER NOTICED AFT CARGO COMPARTMENT SMOKE LIGHT ILLUMINATE IN FLIGHT. PER RH CAPTAIN DISCHARGED FIRE EXTINGUISHERS INTO AFT BAGGAGE COMPARTMENT AND DECLARED AN EMERGENCY. A SUCCESSFUL LANDING WAS ACCOMPLISHED. INSPECTED AND DETERMINED NO ACTUAL FIRE OR SMOKE WAS PRESENT.

Part: INDICATION SYS — FALSE INDICATION (COCKPIT) · airframe 27,712 hrs · 38,656 cycles

ON APPROACH, FOLLOWING APPROACH CHECKLIST AND SELECTING GEAR DOWN, F/O NOTED THE NOSE GEAR LIGHT ILLUMINATED RED, WHILE THE GEAR LEFT AND GEAR RIGHT WERE GREEN. AIRCREW REQUESTED DELAYED VECTORS TO ACCOMPLISH REQUIRED CHECKLIST. AFTER PERFORMING APPROPRIATE ACTIONS AND GEAR NOT INDICATING GREEN OR DOWN AND LOCKED, AN EMERGENCY WAS DECLARED. ATC AUTHORIZED A LOW PASS ON THE RUNWAY, AND EMERGENCY PERSONNEL VERIFIED GEAR WAS DOWN. ACFT RE-ENTERED THE TRAFFIC PATTERN AND CONTINUED TO MAKE A SAFE LANDING WITHOUT INCIDENT. LOCAL MAINTENANCE PINNED THE LANDING GEAR AND PLACED THE LANDING GEAR ON MEL AND DOCUMENTED THE MAINTENANCE LOGS APPROPRIATELY. ACFT IS CURRENTLY UNDERGOING INSPECTION TO DETERMINE CAUSE OF ERRONEOUS INDICATION.

Part: GOVERNOR — MALFUNCTIONED (NR 1 ENGINE) · airframe 27,492 hrs · 29,876 cycles

CREW EXPERIENCED NR 1 ENGINE FLUCTUATIONS DURING CLIMB. NECESSARY CLIMB POWER SETTINGS DID NOT AFFECT THE INDICATIONS. AIRCREW DECIDED TO RETURN TO BLOCK IN ORDER TO BE SAFE AND HAVE MAINTENANCE LOOK INTO THE ISSUE. MAINTENANCE LOOKED INTO ISSUE, CHANGED OVERSPEED GOVERNOR AND PROP GOVERNOR. NO FURTHER OCCURRENCES.

Part: CIRCUIT BREAKER — MALFUNCTIONED (AUTOFEATHER) · airframe 19,976 hrs · 23,540 cycles

AFTER BEING CLEARED FOR TAKEOFF & APPLYING TAKEOFF POWER, FIRST OFFICER NOTICED, AUTO FEATHER, LIGHT FAILED TO ILLUMINATE & CALLED ABORT. ACFT PULLED OFF ACTIVE RUNWAY & PARKED ON TAXIWAY WHERE IT WAS FOUND THAT AUTO FEATHER CIRCUIT BREAKER WAS TRIPPED. CIRCUIT BREAKER WAS RESET & ACFT CONTINUED ITS SCHEDULED FLIGHT WITHOUT INCIDENT AS NORMAL.

Part: FUEL CAP — BROKEN (ZONE 600) · airframe 993 hrs

DURING A 100 HOUR INSPECTION OF THE FUEL CAP AND FUEL CELL AREA A PIECE OF PLASTIC WAS FOUND LAYING IN THE FUEL FILLING AREA. AFTER INSPECTING THE FUEL CAP THE PIECE OF PLASTIC THAT WAS FOUND WAS CONFIRMED TO COME FROM THE PLASTIC PART OF THE FUEL CAP.

Part: PITOT LINE — BLOCKED · airframe 35,525 hrs · 47,265 cycles

UPON TAKEOFF ROLL & ACCELERATION, AT APPROX 89 KNOTS, THE FIRST OFFICER NOTICED HIS AIRSPEED INDICATOR WAS INDICATING 0. PIC RETARDED POWER LEVERS TO IDLE & ABORTED THE TAKEOFF. ACFT RETURNED TO BLOCK. UPON INSPECTION, TECHNICIAN CLEARED PITOT TUBE OF A NOTICEABLE INSECT LODGED IN THE TUBE OPENING. HIGH SPEED TAXI WAS PERFORMED WITH NO AIRSPEED INDICATION RECOVERED. DISCONNECTED AIR SPEED INDICATOR & UTILIZING COMPRESSED AIR BLEW OUT DEBRIS FROM LINES & MANUALLY CLEANED OUT PITOT TUBE ENTRANCE. A PITOT & STATIC SYS LEAK CHECK WAS PERFORMED. SYSTEM OPERATIONAL & FUNCTIONAL TEST WERE PERFORMED SATISFACTORILY.

Part: PUMP — LEAKING (HYDRAULIC SYS) · airframe 34,877 hrs · 42,818 cycles

ON DESCENT HYD RT CWP LIGHT ILLUMINATED. HYD PANEL SHOWED RESERVOIR CONTENTS, UPPER RED. LT & RT FLUID TEMP 70 DEG, MAIN SYS 3000 PSI. SHORTLY THEREAFTER BOTH HYD LT & HYD RT CWP WARNING LIGHTS ILLUMINATE. HYD PANEL SHOWED RESERVOIR CONTENTS LOWER RED. FLUID TEMP 80 - 90 DEG, MAIN SYS PSI DECREASING. CREW COMPLETED EMER CHECKLIST, MAINTAINED FULL CONTROL OF ACFT. DECLARED EMER & LANDED WITHOUT INCIDENT. ACFT WAS SHUT DOWN ON TAXI WAY M & TOWED TO MX LOCATION AT RAMP. FOUND LEAK ON HYD PUMP. PUMP WAS REPLACED & OPERATIONS CHECKED SATISFACTORILY. ACFT RETURNED TO SERVICE WITHOUT FURTHER INCIDENT.

Part: CONNECTOR — LOOSE (INVERTER) · airframe 28,554 hrs · 37,287 cycles

LEFT INVERTER FAILURE IN FLIGHT. FOUND LOOSE CONNECTOR AT INVERTER, ADJUSTED & SECURED CONNECTOR. GND CHECKED GOOD.

Part: FIRE BOTTLE — DEPLETED (LT ENGINE) · airframe 25,881 hrs · 34,361 cycles

AFTER TAKEOFF, UPON CLIMB OUT THROUGH 4200 FT IT WAS NOTICED THAT LT FIRE FAULT LIGHT ON CWP ILLUMINATED. CREW CONSULTED QRH & RESET CB WHICH HAD POPPED. IT WAS THEN NOTICED THAT BOTH LT ENG FIRE EXTINGUISHER INDICATORS INDICATED DISCHARGED CONDITION, WHITE. CB WAS ATTEMPTED TO RESET AGAIN 3 TIMES IAW QRH, AT WHICH TIME CREW DECIDED TO RETURN TO BASE FOR SAFETY REASONS. UPON MX INVESTIGATION IT WAS DETERMINED THAT LT ENG INBD BOTTLE, CONTENTS HAVE BEEN EXHAUSTED. BOTTLE WAS REPLACED WITH SERVICEABLE BOTTLE. SYS OPERATIONAL & FUNCTION CHECK WERE COMPLETED SATISFACTORILY.