WEST COAST CHARTERS, INC.

Operated by West Coast Charters, Inc (per NTSB report)

Operated by WEST COAST CHARTERS INC (per NTSB report)

77WC PART 135 FLIGHT. ORIGINAL ROUTE WAS KBJC – KSNA. AFTER DEPARTING KBJC DURING CRUISE THE CREW LOST THE LEFT HAND FLOWPACK/ ENVIRONMENTAL BLEED SYSTEM, EXPERIENCING A CABIN RATE CLIMB AND DROP IN CABIN PRESSURIZATION. CREW DESCENDED AND LANDED SAFELY IN KGJT. WE VERIFIED THE INOPERATIVE PORTION OF THE SYSTEM AND CONTINUED OPS UNDER OPEN MEL TO KSNA.

N559LA PART 91 FLIGHT. ORIGINAL ROUTE WAS KHND – KFAT. SHORTLY AFTER DEPARTING KHND, THE COPILOTS WINDSHIELD CRACKED, APPROXIMATELY MID WINDOW TOP TO BOTTOM. CREW THEN RETURNED SAFELY TO KHND. WE WERE ABLE TO REPOSITION THE AIRCRAFT TO OUR LONG BEACH REPAIR STATION UNDER KING AIR B300 AFM LIMITATIONS SECTION 2.

ON PREFLIGHT RIGHT ENGINE WAS SHOWING 3.5QTS LOW. I PUT APPROX 1.75 QTS OF OIL IN RIGHT ENGINE TO BRING IT UP TO 1.75 LOW ON DIPSTICK. THE R ENG TEMP WAS A BIT HIGH BUT IN THE GREEN FOR THE FIRST HOUR PLUS OF THE FLIGHT. IT STARTED CREEPING UP TOWARDS THE YELLOW ARC THEN CAME BACK DOWN INTO THE GREEN ARC. WE REDUCED POWER TO SEE IF THAT WOULD HELP KEEP IT IN THE GREEN ARC. EVENTUALLY IT WENT INTO THE YELLOW THEN JUST BELOW THE RED. WE DECIDED TO SHUT THE ENGINE DOWN AS A PRECAUTIONARY MEASURE. WE DECLAIRED AN EMERGENCY AND LANDED UNEVENTFULLY IN KIDA. PICTURE IS JUST BEFORE SHUTDOWN.

EMPTY LEG MMSL TO KSDM IN ORDER TO CLEAR CUSTOMS. FLEW APPROACH INTO KSDM AT APPROXIMATELY1800L, LOST AIRPORT ENVIRONMENT WHILE CIRCLING, EXECUTED MISSED APPROACH, PROCEEDED TO OUR ALTERNATE KSAN. ON APPROACH INTO KSAN, UPON GEAR DOWN SELECTION, WE RECEIVED NOSE AND LEFT MAIN GEAR GREEN DOWN AND LOCKED ANNUNCIATIONS. RIGHT DOWN AND LOCKED ANNUNCIATOR REMAINED EXTINGUISHED WITH APPROACH FLAPS AND GEAR DOWN SELECTED. BEGAN DISCUSSIONS ON IF IT WAS A LIGHT BULB ISSUE OR AN ACTUAL GEAR UNSAFE CONDITION, INCLUDING PUSH TO TEST ON GEAR POSITION INDICATOR, WHICH ILLUMINATED ALL 3 LIGHTS. AT 1000’ AGL, SELECTED FLAPS FULL DOWN TRIGGERING GEAR HORN TO SOUND WITH INABILITY TO SILENCE AND RED GEAR HANDLE LIGHT TO ILLUMINATE. AT THAT POINT, EXECUTED GO AROUND IN ORDER TO TROUBLESHOOT SAFELY. WHILE RECEIVING DELAY VECTORS, CYCLED THE LANDING GEAR AGAIN RECEIVING THE SAME UNSAFE GEAR INDICATIONS AS PREVIOUS. AT THAT POINT WENT TO THE ABNORMAL PROCEDURES CHECKLIST AND FOLLOWED THE LANDING GEAR MANUAL EXTENSION CHECKLIST. UPON PUMPING THE MANUAL EXTENSION HANDLE, WE RECEIVED RIGHT SIDE GEAR DOWN AND LOCKED ANNUNCIATION AFTER 3-5 FULL PUMPS. WE THEN PROCEEDED INBOUND FOR THE APPROACH AND PRIOR TO LANDING PUMPED THE HANDLE AGAIN UNTIL MAX RESISTANCE WAS FELT PER THE CHECKLIST. LANDED SAFELY AND SHUT DOWN ON THE RUNWAY AS THE GEAR IS TO BE CONSIDERED UNSAFE PER THE CHECKLIST. WE PUMPED THE GEAR AGAIN PRIOR TO BEING TOWED OFF THE RUNWAY. CREW NEVER DECLARED AN EMERGENCY, ATC DECLARED THE EMERGENCY FOR THE AIRCRAFT. WE WERE MET ON THE RUNWAY BY AIRPORT FIRE AND POLICE AGENCIES READY TO RESPOND.

ON DEPARTURE WE RETRACTED THE GEAR AS NORMAL WITH NO ABNORMAL CONDITIONS EXCEPT A RED GEAR HANDLE. WE FOUND THE LANDING GEAR RELAY CIRCUIT BREAKER POPPED. PER CHECKLIST WE PUSHED IT IN AND WE’RE ABLE TO CYCLE THE GEAR TWICE BUT EACH TIME HAD A RED GEAR HANDLE WITH HANDLE IN THE UP POSITION. WE DECIDED TO FOLLOW CHECKLIST AND RETURN TO SNA AS A PRECAUTIONARY MEASURE.

ON MARCH 11TH 2021 IN AIRCRAFT N49WC OPERATING AS WEST COAST (WCC) 49, WE DEPARTED KSEZ FROM RUNWAY 21 ON AN IFR FLIGHT PLAN. AFTER A ROUTINE DEPARTURE, WE RAN THE APPROPRIATE CLIMB CHECKLIST AND CONTACTED PHOENIX DEPARTURE. SHORTLY AFTER CONTACTING DEPARTURE, WE NOTICED A BURNING SMELL IN THE CABIN, THEN NOTICED VISIBLE SMOKE INSIDE THE CABIN. WE IMMEDIATELY DECLARED AN EMERGENCY WITH PHOENIX APPROACH. WE WERE STILL IN VMC, SO WE MADE AN IMMEDIATE TURN BACK TO KSEZ, TURNED OFF NONESSENTIAL ELECTRICAL EQUIPMENT AND THE BLEED AIR VALVES AND DUMPED THE CABIN PRESSURE TO HELP CLEAR THE SMOKE. WE THEN MADE A NORMAL LANDING ON RUNWAY 3. WE QUICKLY TAXIED TO THE RAMP AND EVACUATED THE AIRPLANE. UPON INSPECTION OF THE AIRPLANE, WE NOTICED OIL BOTH ON THE OUTSIDE THE LEFT (#1) ENGINE COWLING AND WITHIN THE LEFT ENGINE COWLING. SEDONA FIRE DEPARTMENT ARRIVED AFTER SEVERAL MINUTES, MADE A VISUAL INSPECTION OF THE AIRCRAFT AND USED A THERMAL TEMPERATURE READER TO INSPECT THE LEFT ENGINE AND DID NOT FIND ANY ABNORMAL READINGS. WE DID NOT NOTICE ANY VISIBLE FLAME OR FIRE WHILE IN FLIGHT OR ON THE GROUND.

DEPARTED UDD 2/23 22:15Z, SHORTLY AFTER DEPARTURE NOTICED THE LANDING GEAR HANDLE WAS ILLUMINATED RED IN THE UP POSITION. CHECKED OUTSIDE AND COULD NOT SEE THE GEAR BUT BOTH SIDES OF THE AIRCRAFT THE LANDING GEAR DOORS WERE VISIBLE. WE SLOWED THE AIRCRAFT TO BELOW 184KTS AND ALSO NOTICED THE LANDING GEAR CIRCUIT BREAKER WAS POPPED. I ADVISED ATC THAT WE WERE HAVING A LANDING GEAR ISSUE AND WOULD KEEP THEM ADVISED. ABOUT 40 MILES FROM THE AIRPORT I MANUALLY LOWERED THE GEAR FOLLOWING THE CHECKLIST PROCEDURES. THE LANDING GEAR INDICATED IT WAS DOWN. I THEN DECLARED AN EMERGENCY BECAUSE THE CHECKLIST ADVISES THAT THE LANDING GEAR SHOULD BE CONSIDERED UNSAFE. A SUCCESSFUL LANDING WAS MADE AT SNA AND A SLOW EXIT WAS MADE AT THE HIGH SPEED TAXI WAY TO MINIMIZE THE AMOUNT OF TURNING. I SHUT THE AIRCRAFT DOWN AND WAS TOWED INTO MAINTENANCE.

ON SATURDAY 11/7/2020, DURING A SCHEDULED CHARTER FLIGHT FROM KSNA-KLAS, SHORTLY AFTER DEPARTURE N60WC DIVERTED/RETURNED TO KSNA DUE TO A CRACKED PILOT SIDE WINDSHIELD. NO EMERGENCY WAS DECLARED, AND THE AIRCRAFT SAFELY LANDED. ROOT CAUSE OF WINDSHIELD DAMAGE HAS BEEN DETERMINED TO BE FAILED HEATING ELEMENTS WITHIN THE WINDSHIELD. WE ARE CURRENTLY IN THE PROCESS OF REPLACING THE DAMAGED WINDSHIELD. SEE BELOW CREW REPORT. CLIFF AND I WERE FLYING 60WC FROM SNA-LAS TODAY NOV 7 AND WE EXPERIENCED A CRACKED PILOT SIDE WINDSHIELD INFLIGHT. CLIMBING THROUGH ROUGHLY 6,000FT THE TEMPERATURE WAS ABOUT 5 CELSIUS SO WE TURNED WINDSHIELD HEAT ON LOW. WE LEVELED AT 12,000FT WHERE THE TEMPERATURE WAS ABOUT -5 CELSIUS AND WE ACCELERATED TO ABOUT 220 KNOTS WHEN THE LEFT FORWARD WINDSHIELD CRACKED. NO ABNORMAL INDICATIONS WERE PRESENT WITH REGARDS TO PRESSURIZATION AND WE IMMEDIATELY INITIATED A DESCENT, SLOWED THE AIRCRAFT TO 150 KNOTS AND RETURNED TO SNA WITHOUT FURTHER INCIDENT.

SHORTLY AFTER DEPARTING, DIVERTED BACK TO DEPARTURE DUE TO A RIGHT BLEED AIR FAIL WARNING. THIS WAS A LIVE PART 135 FLIGHT, NO EMERGENCY WAS DECLARED, WHILE THE CREW LANDED SAFELY BACK AT AIRPORT. IN TROUBLESHOOTING THE DISCREPANCY TECHNICIANS FOUND A PIN HOLE THE PLASTIC/EVA TUBING RUN ALONG THE RIGHT ENGINE NACELLE. THIS SMALL PIN HOLE ALLOWED FOR ENOUGH AIR PRESSURE TO ESCAPE, CAUSING THE BLEED AIR WARNING SWITCH TO LOSE THE 2 PSI REQUIRED TO EXTINGUISH THE WARNING ANNUNCIATOR. THE TUBING WAS REPLACED AND A SATISFACTORY OPERATIONAL CHECK OF THE BLEED AIR WARNING SYSTEM HAS BEEN COMPLETED.

REPORT FROM PILOT...I DEPARTED SNA IN N73WC UNDER THE CALL-SIGN "WEST COAST 73" (WCC73). WHILE CLIMBING THROUGH 17,000FT FOR FL270 I OBSERVED A RED MASTER WARNING LIGHT, ACCOMPANIED BY A "R BLEED FAIL" LIGHT. I PERFORMED THE MEMORY ITEM BY MOVING THE RIGHT BLEED AIR VALVE TO "PNEU & ENVIRO OFF" AND THEN RAN THE ASSOCIATED CHECKLIST FOR THAT FAILURE. THE CHECKLIST STATED THAT I WAS TO LIMIT OPERATION TO BELOW FL250. I THEN REQUESTED FL250 FROM LOS ANGELES CENTER. WITHIN A MINUTE OR TWO THE CABIN ALT HI MASTER WARNING WAS TRIGGERED ALONG WITH THE WARNING HORN (WHICH I SILENCED), INDICATING THAT THE CABIN ALTITUDE HAD EXCEEDED 10,000FT. I WAS AROUND FL200 AT THIS POINT AND WAS OBSERVING THE CABIN ALTITUDE SLOWLY CONTINUING TO INCREASE. WHEN IT REACHED 11,000FT I OPTED TO DESCEND TO FL180 TO SEE IF THAT WOULD HELP THE PRESSURIZATION CATCH UP AND GET THE CABIN ALTITUDE BELOW 10,000FT. AT FL180 THE PRESSURIZATION HELD STEADY AT A CABIN ALTITUDE OF 11,000FT, BUT WOULD NOT DECREASE. AT THIS POINT I DECIDED TO RETURN TO SNA TO SWAP AIRCRAFT. I INFORMED THE PASSENGERS, AND USED MY RADIO TO CALL ATLANTIC AVIATION AT SNA SO THEY COULD INFORM WEST COAST OPERATIONS THAT I WAS DIVERTING BACK TO SNA. I WAS ROUGHLY OVER ONT WHEN I INFORMED AIR TRAFFIC CONTROL THAT I WAS GOING TO RETURN TO SNA. NO EMERGENCY WAS DECLARED. I REQUESTED FURTHER DESCENT AND WAS GIVEN A NEW ALTITUDE OF 8000FT (IF MEMORY SERVES ME RIGHT).I WAS THEN GIVEN VECTORS BACK TO SNA AND THE REMAINDER OF THE FLIGHT WAS UNEVENTFUL... A PINHOLE WAS FOUND IN PART OF THE R/H BLEED AIR EVA TUBING RUN THAT LEADS TO THE BLEED AIR SWITCH. A LOSS OF PRESSURE TO THE SWITCH CAUSES THE BLEED AIR WARNING ANNUNCIATOR TO ILLUMINATE. ONCE THE EVA TUBE WAS REPLACED, PERFORMED SATISFACTORY GROUND CHECK OF BLEED AIR WARNING SYSTEM. ALSO PERFORMED SATISFACTORY GROUND PRESSURIZATION CHECKS.

WHILE CLIMBING TO OUR CRUZE ALTITUDE OF 26000 THE WHITE CABIN ALTITUDE LIGHT ILLUMINATED AND THE HORN SOUNDED WHILE CLIMBING THROUGH 23500. THE CABIN ALTITUDE WAS 10200. WE LEVELED OFF AT 24000 FOR 3-4 MINUTES BUT THE CABIN ALTITUDE KEPT CLIMBING. WE STARTED A DESCENT AND WHILE DESCENDING THROUGH 23500 THE RED CABIN ALT HIGH LIGHT ILLUMINATED AND THE HORN SOUNDED. WE DECLARED AN EMERGENCY AND DIVERTED TO KTWF. WHILE DESCENDING THROUGH 11000 THE CABIN ALT WAS 10000 AND DIFF PRESS WAS 1.5,

CREW REPORTED ON APPROACH INTO KRNO, AFTER LOWERING THE LANDING GEAR HANDLE, THE LANDING GEAR DID NOT EXTEND, FOLLOWED BY THE LANDING GEAR 2 AMP CIRCUIT BREAKER POPPED. PILOT THEN SUCCESSFULLY LOWERED THE LANDING GEAR WITH THE LANDING GEAR HAND PUMP, SEEING THE DOWN AND LOCKED THREE GREEN. PILOT VERIFIED LANDING GEAR WAS DOWN VIA VISUAL CONFIRMATION FROM KRNO TOWER. AIRCRAFT LANDED SAFELY.

THE START UP WAS UNEVENTFUL, AND THE RUN UP CHECKS WERE COMPLETED WITHOUT ANY DISCREPANCIES. CLEARED FOR TAKEOFF, TAXIED OUT, AND CAME TO A FULL STOP. PERFORMED A STATIC TAKEOFF WITH POWER SET AT 85% TORQUE AND V SPEEDS OF (97,102,107) WITH FLAPS APPROACH. THE TAKEOFF ROLE STARTED OUT NORMAL AND HEARD CREW CALL AIRSPEED ALIVE, AND THEN 80 KNOTS CROSS CHECK. BETWEEN THE 80 KNOTS CALL OUT AND HIS V1 CALL THE AIRPLANE YAWED SIGNIFICANTLY TO THE LEFT, WITHOUT PILOT INPUT, AND AFTER THE CHANGE IN DIRECTIONAL CONTROL, IMMEDIATELY WENT TO GROUND FINE AND ABORTED THE TAKEOFF. TAXIED OFF THE RUNWAY, AND RETURNED TO THE RAMP. IT SEEMED LIKE THE LEFT PROP WENT INTO LOW PITCH SETTING.

SECONDS AFTER ROTATION, STARTED FEELING UNUSUAL VIBRATIONS, AND HEARING A LOUD RUMBLE. ALL ENGINE GAUGES INDICATED NORMAL AND EXPECTED VALUES, AND NO ANNUNCIATOR LIGHT CAME ON. SINCE THE PLANE WAS FLYING FINE, HOWEVER WITH A VERY SLIGHT PULL TO THE RIGHT, DECIDED TO CLIMB TO A FEW THOUSANDS FEET BEFORE PAYING MORE ATTENTION TO IT. AFTER COMPLETING THE AFTER TAKEOFF CHECKLIST, ASKED THE COPILOT IF HE SAW ANYTHING ON THE RIGHT SIDE. REPORTED THAT AN UPPER WING PANEL HAD PARTIALLY COME OFF AND WAS FLAPPING AROUND. CONSIDERING THE POSSIBILITY THAT THE PANEL COULD COME OFF AND CAUSE ADDITIONAL DAMAGE TO THE FRAME, I TOLD MY COPILOT TO DECLARE AN EMERGENCY, AND WE STARTED HEADING BACK FOR A LANDING AT KSNA. WE DID NOT START FEELING OR HEARING THE EFFECTS OF THE DAMAGED PANEL UNTIL AFTER ROTATION, BUT I HAD NO WAY TO TELL WHETHER THE PANEL MAY HAVE BEEN DAMAGED BEFORE THE ACTUAL ROTATION, DURING THE TAKEOFF ROLL. NOTHING WAS NOTICED DURING THE PREFLIGHT INSPECTION.

ON APPROACH TO AIRPORT, WE WENT TO PUT THE LANDING GEAR DOWN. MOVED THE LANDING GEAR LEVER TO THE DOWN POSITION BUT NOTHING HAPPENED. THERE WAS NO SOUND OF THE GEAR MOTOR RUNNING. WE CYCLED THE GEAR HANDLE SEVERAL TIMES BUT SAME RESPONSE. WE INFORMED TOWER. WE RAN THROUGH THE EMERGENCY CHECKLIST, AND WAS ABLE TO PUMP THE GEAR DOWN AND RECEIVED A DOWN AND LOCKED INDICATION. WE THEN PERFORMED A LOW APPROACH AND THE TOWER INFORMED US THE GEAR LOCKED DOWN AND LOCKED. WE MADE A NORMAL LANDING.

DEPARTED KEGE, PITOT STBY COLD MSG CAME ON, DIVERTED TO KAPA.

ABOUT AN HOUR INTO THE FLIGHT THE LT FUEL QUANTITY ANNUNCIATOR ILLUMINATED. OUTSIDE TEMP INDICATED -24 C. CHECKED THE FUEL GAUGES IAW THE CHECKLIST AND HAD 1100 POUNDS PER SIDE LEFT. 2 TO 3 MINUTES LATER THE RT FUEL QUANTITY ANNUNCIATOR ILLUMINATED. DESCENDED TO 20,000 FEET AND THE TEMP ONLY ROSE TO -22 C. ABOUT 15 MINUTES LATER THE LEFT ENGINE LOST PARTIAL POWER AND STARTED FLUCTUATING ERRATICALLY. DESCENDED DOWN TO 15000 FEET AND THE TEMP THERE WAS -7 C. ENGINE RETURNED TO NORMAL OPERATION FOR ABOUT 1 MINUTE. WHEN THE ENGINE STARTED TO SHOW SIGNS OF POWER LOSS AGAIN, LEVELED AT 14000 FEET THE LEFT ENGINE COMPLETELY FAILED FOR APPROXIMATELY 1 TO 2 MINUTES. IT RE-LIT BECAUSE THE ENGINE AUTO IGNITIONS WERE ARMED. SHORTLY AFTER THE LEFT ENGINE CAME BACK, IT STARTED SHOWING SIGNS OF POWER LOSS AND OUR RIGHT GENERATOR WENT OFFLINE. RESET THE BUSS SENSE SWITCH IAW THE CHECKLIST. THE RIGHT GENERATOR CAME BACK ONLINE. CLEARED DOWN TO 5000 FEET, AND THEN 2000 FEET, CLEARED TO LAND, DURING THE DECENT THE LEFT ENGINE CONTINUED TO SHOW SIGNS OF POWER LOSS. LANDED WITHOUT FURTHER INCIDENT.

AIRCRAFT EXPERIENCED SEVERE TURBULENCE WHILE DESCENDING INTO AIRPORT AT FL160. AFTER INSPECTION BY THE DOM, THE SPAR WAS DETERMINED TO BE BENT ON BOTH LT & RT WINGS AT APPROX WS 214.00. THE UPPER WING SKINS & LE SKINS BENT. UNDERLYING STRUCTURES UNABLE TO BE EVALUATED. POSSIBLE STRUCTURAL DAMAGE TO RT FUSELAGE. SECOND LEVEL INSP IAW MM REQUIRED.

THE AIR CONDITIONER CONDENSOR MOTOR WOULD NOT TURN OFF WHEN THE SWITCH WAS TURNED OFF. THE MOTOR CONTINUED TO RUN UNTIL THE ACFT MASTER SWITCH WAS TURNED OFF. TROUBLESHOOTING REVEALED RELAY KZ052 WAS STUCK SHUT. A NEW RELAY WAS INSTALLED AND A SATISFACTORY OPS CHECK WAS PERFORMED.

THE COPILOTS EHSI WOULD NOT POWER UP, SCREEN REMAINED BLANK.

THE RT MFD FAILED, SCREEN WENT BLANK.

THE RT MFD FAILED. SCREEN WENT BLANK.

PILOT REPORTED AIR CONDITIONER SYS WAS NOT PUTTING OUT COLD AIR. UPON INVESTINGATING THE PROBLEM IT WAS DISCOVERED THAT THE AIR COMPRESSOR WAS SEIZED AND THE DRIVE BELT BURNED THOUGH. 2 NEW FREOM COMPRESSORS WERE INSTALLED AND BOTH SEIZED CASUING THE BELT TO BURN THROUGH ON THE DRIVE PULLEY DURING GROUND OPS CHECKS.

DURING A 200 HR OIL FILTER INSP, THE ENGINE OIL FILTER INTERNAL FINGER SCREEN "CONE" WAS FOUND SPLIT AT THE WELDED OR SOLDERED JOINT.

FLIGHT CREW REPORTED AILERON CONTROLS BINDING AND THEN A NOTICEABLE "CLUNK" WHILE TURNING THE AIRPLANE LT OR RT. AFTER THE "CLUNK" THE CONTROLS WOULD BE FREE UNTIL RETURNING THE CONTROL YOKE BACK TO THE NEUTRAL POSITION. AUTO PILOT SYS WAS NOT ENGAGED WHILE THIS WAS HAPPENING. CHANGING THE AILERON AUTO PILOT SERVO FIXED THE PROBLEM.

DURING A POST FLIGHT AND INCOMING INSP, THE ELT ROD ANTENNA WAS FOUND TO BE MISSING ABOUT HALF OF IT TOTAL LENGTH. NOTE: ITEM (I) THE TIME SINCE (HOURS) IS NOT SINCE INSP.

DURING CRUISE, THE LT BRAKE DEICE ON ENNUNCIATOR CAME ON BY ITSELF SHORTLY FOLLOWED BY A LT BLEED AIR WARNING FAIL ENNUNCIATOR CAUSED BY THE LT BRAKE DEICE VALVE OPENING IN THE WHEEL WELL AND MELTING THE BLEED AIR FAIL SENSE LINE ROUTED THROUGH OUT THE WHEEL WELL.

A HYDRAULIC LEAK WAS FOUND ON THE LEFT MLG DOOR HYDRAULIC UP LOCK TUBE ASSEMBLY P/N 390-581953-0013. THE LEAK WAS COMING FROM THE BEND RADIUS ON THE TUBE DO TO A VERY SMALL CRAK OR PIN HOLE. THE LEAK WAS ENOUGH TO LEAVE PUDDLE OF FLUID ON THE HANGAR FLOOR.

DURING NR 2 ENG START THE PILOT REPORTED ENGINE ACCELERATED FAST AND MADE STRANGE NOISES. START SEQUENCE WAS TERMINATED. INVESTIGATION REVEALED THE NR 2 STARTER GEN SMELLED OF SMOKE WAS HARD TO TURN AND BRUSHES HAD HEAT DISCOLORATION AND WERE CHIPPED.

DURING CRUISE THE PILOT REPORTED THE LEFT STARTER GENERATOR WOULD DROP OFF LINE. AFTER RESETING IT WOULD DROP OF LINE AGAIN AFTER 15 MINUTES. DURING TROUBLESHOOTING BY TECHNICIANS ON THE GROUND THE THE LEFT ENGINE START SEQUENCE WAS ATTEMPTED BUT CANCELLED DO TO EXCESSIVE VIBRATION AND THE FAILURE OF THE STARTER GENERATOR TO SPOOL UP THE ENGINE TO THE PROPER RPM. AFTER SHUTTING DOWN A SMALL AMOUNT OF SMOKE WAS NOTICED COMING FROM THE LEFT STARTER GENERATOR. THE FAILED STARTER GENERATOR ONLY HAD 126.1 HOURS SINCE LAST OVERHAUL. AN OVERHAULED STARTER WAS INSTALLED AND A SATISFACTORY OPERATIONAL CHECK PERFORMED.

DURING CRUISE WITH WINDSHIELD HEAT ON, THE COPILOTS WINDSHIELD INNER PANE SHATTERED INTO .5 INCH TO 1 INCH PIECES. THE WINDSHIELD AND INNER PANE REMAINED INTACT. CABIN PRESSURIZATION WAS NOT LOST. PROCEDURES FOR A SHATTERED WINDSHIELD WERE FOLLOWED IAW THE LIMITATIONS SECTION OF THE POH AND ACFT LANDED SAFELY AT ITS DESTINATION AIRPORT.

DURING CRUISE A STRONG SMELL OF SMOKE FOLLOWED BY SMOKE IN THE COCKPIT AND THE CABIN. PAX AND CREW OXYGEN MASKS WERE DONNED, EMERGENCY PROCEDURES WERE TAKEN AND AN EMERGENCY WAS DECLARED. EMERGENCY LANDING WAS MADE WITHOUT INCIDENT. INVESTIGATION BY THE MX ON THE FIELD REVEALED THE CABIN BLOWER MOTOR WAS OVERHEATED, BURNED AND DISCOLORED AND THE CURRENT LIMITER IN THE LT NACELLE WAS BLOWN. MX INSP ASSOCIATED WIRING AND REMOVED THE BURNED OUT FUSE TO ENSURE NO POWER WAS GOING TO THE MOTOR. THE FAILED BLOWER MOTOR ASSEMBLY WAS REMOVED AN OVERHAUL MOTOR ASSEMBLY WAS INSTALLED ALONG WITH A NEW CURRENT LIMITER. A SATISFACTORY OPS CHECK WAS PERFORMED.

DURING A PHASE 2, 200 HR INSP, A CRACK WAS FOUND ON THE LT ENGINE MOUNT UPPER IB COWLING BRACKET. THE CRACK EXTENDED FROM THE TOP OF THE WELD AND WAS APPROXIMATELY 1 INCH IN LENGTH. THE ADJACENT AREAS DID NOT APPEAR DAMAGED.. TECH SUPPORT WAS CONTACTED AND THE MOUNT SENT TO A QUALIFIED WELDER FOR REPAIR. CAUSE OF CRACK IS UNKNOWN. (K)

DEPARTING TUCSON, DURING CLIMBOUT, NW BOUND, COPILOT ANNOUNCED "MASTER WARN - RT ENG FIRE". NO OBVIOUS INDICATION OF A FIRE. REQUESTED A CHANGE OF COURSE DUE TO THE FIRE DETECTION SYS DESIGN - PHOTO-SENSITIVE. AFTER FLYING THE NEW HEADING FOR APPROX 3 MIN, THE ANNUNCIATORS REMAINED ON, DIVERT TO TUCSON, TO HAVE A MECHANIC INVESTIGATE. DECLARED AN EMERGENCY, LIGHT HAD BEEN ON FOR 3 MINUTES, AND FLYING A NEW HEADING. DURING THE DESCENT AND VECTOR TO 29R, THE R ENG FIRE LIGHT FLICKERED, THEN EXTINGUISHED, APPROX 5 MIN PRIOR TO LANDING. AN UNEVENTFUL LANDING WAS MADE. TECHNICIAN WAS DISPATCH TO LOCATION TO INVESTIGATE. THE ‘ENGINE FIRE` INDICATION WAS A FAULTY INDICATION AND THE AC WAS CLEARED AND RETURNED TO SERVICE TO FLY BACK TO SNA (2-21-08) WITH NO FURTHER INCIDENT. THE FLIGHT BACK TO SNA WAS NOT CARRYING ANY PAX.