JET LOGISTICS, INC.

Operated by Jet Logistics, Inc (per NTSB report)

ENGINE LOST OIL PRESSURE DUE TO A CRACK IN THE ACCESSORY CASE. SUSPECTED CAUSE IS A VIBRATION FROM THE START/GEN. APPARENTLY WILLIAMS IS AWARE OF THE ISSUE AND CESSNA HAS WORKED TO IMPROVE THE START/GEN DESIGN TO ELIMINATE THE VIBRATION.

AFTER INITIATION OF DESCENT THE AUTOPILOT KICKED OFF. CREW NOTICED PITCH TRIM WAS INOPERATIVE. CHECKLIST WAS FOLLOWED AND FUNCTIONALITY OF PITCH TRIM DID NOT RETURN. SAFE LANDING WAS ACCOMPLISHED AT THE INTENDED POINT OF LANDING.

AT FL280, WE HEARD A NOISE CONSISTENT WITH GEAR DEPLOYMENT. THE NOISE WAS IMMEDIATELY FOLLOWED BY THE HYD PRESS ON LIGHT AND THE GEAR UNLOCKED RED LIGHT. WE DECLARED AN EMERGENCY AND ASKED FOR A DESCENT TO AN ALTITUDE LOWER THAN FL200. WE DESCENDED TO 11000 FEET. PASSING THROUGH FL180, WE LOWERED THE LANDING GEAR. THE GEAR EXTENDED NORMALLY AND DISPLAYED THREE GREEN LIGHTS. THE HYD PRESS ON LIGHT EXTINGUISHED ONCE THE LANDING GEAR WAS EXTENDED. WE CONTINUED TO KLUK AND COMPLETED A VISUAL LANDING ON RUNWAY 3R WITHOUT INCIDENT.

WHILE AT CRUISE AT FL370 WE EXPERIENCED A LEFT ENGINE FAILURE. WEATHER WAS CLEAR AND NO ICING CONDITIONS WERE PRESENT. WE FOLLOWED THE MANUFACTURES ENGINE FAILURE IN FLIGHT CHECKLIST. WE DESCENDED AND ATTEMPTED TO RESTART ENGINE WHICH WAS NOT SUCCESSFUL. AFTER THE UNSUCCESSFUL RESTART, WE PERFORMED THE PRECAUTIONARY ENGINE SHUTDOWN CHECKLIST AND DIVERTED TO KLSE (LA CROSSE, WI) AND LANDED.

CLIMBING THROUGH APPROXIMATELY 17,500 MSL A POPPING SOUND WAS HEARD, THEN THE CABIN ALTITUDE BEGAN TO CLIMB APPROXIMATELY 2000FT PER MINUTE. PROCEDURES IN THE QRH WERE COMPLETED BUT RESULTED IN NO CHANGE TO THE SITUATION. AN EMERGENCY WAS DECLARED AND THE DECISION MADE TO DIVERT. AN EMERGENCY DECENT WAS INITIATED, INITIALLY TO 15K FEET MSL, THEN DOWN TO 10K FEET MSL. THE CABIN ALTITUDE EVENTUALLY ROSE TO APPROXIMATELY 9500 FEET BEFORE LEVELING OFF. ATC PROVIDED VECTORS FOR THE RNAV/GPS APPROACH. APPROACH WAS CONDUCTED AND THE AIRCRAFT LANDED WITHOUT FURTHER ISSUE.

AT FL400, NOTICED THAT THE ENGINE SYNC WAS NOT WORKING. NOTICED THAT NEITHER ENGINE WOULD DEVELOP FULL AND/OR NORMAL POWER FOR THE CONDITIONS. THE RIGHT ENGINE ALSO STARTED SURGING TO THE POINT THAT IT WAS NOTICEABLE THROUGH THE AIRFRAME. WITH THE FUEL COMPUTERS OFF, THE SURGING STOPPED, WERE NOT ABLE TO MAINTAIN MACH .71 AT ALTITUDE AS IT KEPT DETERIORATING. SWITCHED CONTROLLERS, DECLARED AN EMERGENCY. LANDED WITHOUT INCIDENT.

FUEL LEAK NOTICED FROM RIGHT WING TIP. DECISION WAS MADE TO RETURN TO DEPARTURE.

DURING CLIMB, THE FIRST OFFICER CALLED CABIN PRESSURIZING WELL PASSING THROUGH SIX THOUSAND. RECEIVED A CABIN A WARNING. CHECKED THE PRESSURIZATION AND SAW THAT IT WAS CLIMBING, THOUGHT IT WAS AN OVER-SPEED WARNING. THE SPEED WAS GOOD AND SILENCED THE HORN. AGAIN VERIFIED THAT THE CABIN WAS CLIMBING. THE ALERT CAME ON AGAIN. THE FIRST OFFICER LOOKED BACK AND SAW THAT THE MASKS HAD DROPPED. CLIMBING THROUGH 18,000 FT. DONNED OUR MASKS, DECLARED AN EMERGENCY AND DESCENDED TO 12,000 FT. ATC DID NOT HEAR THE RADIO TRANSMISSION, BUT OTHER AIRCRAFT RELAYED OUR INTENTIONS. FOLLOWED THE EMERGENCY CHECKLIST AND RETURNED TO DEPARTURE WITH NO OTHER ISSUES.

LEFT OIL TEMP SPIKED ON CLIMBOUT AT 150 DEGREES, BOUNCED BETWEEN 130-150 DEGREES.

LEFT ENGINE FAILURE IN FLIGHT. FLUCTUATION IN ITT TEMP BEFORE FAILURE RISE AND FALL. ATTEMPTED TO RESTART. NO LIGHT OFF.

THE FLIGHT DEPARTED RNWY 1L, UPON GEAR RETRACTION, ATC POINTED OUT HELICOPTER TRAFFIC AT MY 11O’CLOCK POSITION, INSTRUCTED ME TO KEEP THAT TRAFFIC IN SIGHT & TURN TO HEADING 240. GLANCED DOWN AT THE GEAR HANDLE & OBSERVED THE RED LIGHT IN THE HANDLE WAS ILLUMINATED. WITH THE HANDLE IN THE UP POSITION, OBSERVED THE LT MLG WAS STILL EXTENDED. ATC CALLED & CLEARED ME TO CLIMB TO 15,000FT. TOUCHED DOWN, FELT A SHIMMY TYPE VIBRATION. SOMETHING WASN’T RIGHT SO PULLED BOTH FUEL CONDITION LEVERS TO FUEL CUTOFF. PULLED BOTH PROP LEVERS TO FEATHER. BY THEN, COULD FEEL THE REAR OF THE BELLY SCRAPING ON THE RNWY, KEPT THE NOSE UP AS LONG AS COULD. FLEW THE NOSE WHEEL TO THE GND, ALL 3 GEARS HAD COLLAPSED. THE ACFT IMMEDIATELY BEGAN TO VEER TO THE LEFT OF THE RNWY CENTERLINE, NO STEERING CONTROL VIA THE RUDDER, THE ACFT BEGAN TO EXIT THE RNWY INTO THE GRASS. THE ACFT CAME TO A COMPLETE & ABRUPT STOP WITH EVERYTHING FWD OF THE WING ROOT IN THE GRASS. THE MAIN CABIN DOOR AREA WAS STILL ON THE ASPHALT. WE COULD SMELL TIRE SMOKE, BUT THERE WAS NO INDICATION OF A FIRE.

AT FL400, ENGINE NR 2 BEGAN LOOSING POWER, N1 REDUCED TO BELOW 60 PERCENT, DESCENDED TO 14,000 FT N1 REDUCED TO BELOW 40 PERCENT. AT BELOW 8000 FT MSL ENGINE POWER BECAME FULLY RESPONSIVE.

ON A FLIGHT, SUFFERED AN INFLIGHT UNCOMMANDED ENG SHUTDOWN OF THE LT ENG. CREW HAD BEEN CLEARED FROM FL 370 TO FL 240 FOR THE DECENT. THE SHUTDOWN OCCURRED AT OR NEAR TOP OF DECENT. THEY DECLARED AN EMER WITH CTR. THE CREW COMPLETED THE APPROPRIATE ACFT CHECKLIST. THEY THEN WERE VECTORED FOR APPROACH & LANDED ON RWY 30 WITHOUT FURTHER INCIDENT.

DURING DESCENT FROM 25K FT TO 23K FT WITH THE POWER BACK TO IDLE & NAC HEAT AND WINDSHIELD HEAT ON. NOTICED A SPIKE IN CABIN CLIMB RATE AND LOOKED AT GAUGES TO DETERMINE THE EMERGENCY BLEED VALVES HAD OPENED AND THE CABIN ALTITUDE WAS AT 8000 FT WHEN IT HAD BEEN SET FOR A FIELD ELEVATION OF APPROXIMATELY 6000 FT. AS IS NORMAL, THE EMERGENCY BLEEDS PUSHED UNFILTERED SMOKY AIR INTO THE CABIN. DECLARED AN EMERGENCY, A NORMAL LANDING WAS MADE WITH NO FURTHER INCIDENT. TROUBLESHOT THE PRESSURIZATION SYSTEM AND FOUND THE RT BLEED MIXING VALVE POPPET NOT COMPRESSING, AND THE LT BLEED MIXING VALVE POPPET ONLY COMPRESSING HALFWAY. BOTH MIXING VALVES WERE REPLACED, SYS CHECKED OUT AND NOW OPERATES AS NORMAL.

GENERATORS FAILED SHORTLY AFTER TAKEOFF. STARTED LOSING ELECTRICAL POWER BY EVIDENCE OF THE AIR CONDITIONING FANS TURNING OFF, GETTING FLAGS ON THE EFIS SCREENS, AND EVENTUALLY LOSING ALL AVIONICS POWER. HAD TO MANUALLY PUMP GEAR DOWN FOR LANDING. AFTER AN UNEVENTFUL LANDING, ALL OF THE SYSTEMS STARTED POWERING BACK ON. PERFORMED MULTIPLE INSPECTIONS OF THE ELECTRICAL SYSTEMS. NO ISSUES WERE FOUND, EXCEPT THAT THE MAIN BATTERY DID NOT PASS THE CAPACITY CHECK. BATTERY WAS REPLACED WITH A NEW UNIT AND RAN ACFT TO TRY TO DUPLICATE THE ISSUE. MAINTENANCE WAS NOT ABLE TO DUPLICATE THE ISSUE.

DURING DESCENT, AT 13,900 FT, EXPERIENCED A BRIEF LT ENGINE ROLLBACK. ALL IGNITERS AND PUMPS WERE ON AT THE TIME. RELIT ON ITS OWN, LEAVING THE LT BLEED AIR FAIL AND LT GEN FAIL WITH THE ASSOCIATED MASTER WARNING ANNUNCIATORS FLASHING. TURNED LT GENERATOR BACK ON. BLEED AIR LIGHT WENT OUT ON ITS OWN. CANCELED MASTER WARNING. DURING THE RNAV (GPS) 19, EXPERIENCED A SECOND LT ENGINE UNCOMMANDED SHUTDOWN WHILE PASSING ROUGHLY 8000 FT. THIS WAS APPROXIMATELY 8 MINUTES AFTER THE INITIAL FAILURE. SAME INDICATIONS EXISTED. NEITHER FAILURE RESULTED IN AN NTS LIGHT. ENGINE CONTINUED TO WINDMILL WITH OIL PRESSURE REMAINING IN GREEN ALTHOUGH TORQUE WAS AT ZERO OUTPUT. AT A REDUCED POWER SETTING FOR APPROACH WITH APPROXIMATELY 1100 LBS TORQUE WHEN SECOND FAILURE OCCURRED. DUE TO THE REDUCED POWER, HAD SOME MINOR YAW RATE ASSOCIATED WITH THE FAILURE AND CORRESPONDING TRIM WAS APPLIED. ATTEMPTED AN ENGINE AIRSTART, SUCCESSFUL. RETRIMMED AND CONTINUED THROUGH THE COMPLETION OF THE APPROACH AND LANDING. AFTER ARRIVAL, PERFORMED ENGINE RUNS WITH RAPID CHANGES IN POWER SETTINGS WITH THE FULL RANGE OF IN-FLIGHT POWER SETTINGS. NO ANOMALIES OF EITHER POWERPLANT OCCURRED DURING RUNS. COMPLIED WITH FLAME OUT CHECK IAW MM. NO DISCREPANCIES WERE FOUND. ALL PARAMETERS WERE NORMAL.

AFTER APPROX 30 MINUTES IN CRUISE, RECEIVED AN AIRSPEED DISAGREEMENT BETWEEN NR 1 & 2 PFDS, WITH AN INDICATION OF 10 KNOTS OR GREATER. DETERMINED THE NR 2 PFD FAULTY AND COUPLED NR 2 PFD TO NR 1 ADC. AFTER DESCENT AT ABOUT FL 37,000 THE AUTOPILOT DISENGAGED. ATTEMPTED TO RESET IT, NOTICED EADI WITH A PITCH OF 5 DEGREE, INDICATION NOSE UP, AND AIRSPEED 210 KNOTS AND SLOWING. VSI INDICATING A 2000 FT RATE OF DESCENT AND THE ALTIMETER SHOWING ACFT IN A DESCENT. DECLARED AN EMERGENCY. NR 1 PFD APPEARED TO START WORKING CORRECTLY. SUSPECT MOISTURE FREEZING IN PITOT SYSTEM. PITOT SYSTEM DRAIN PROCEDURE WAS PERFORMED AND A SIGNIFICANT AMOUNT OF MOISTURE WAS REMOVED FROM THE LT PITOT SYSTEM. FURTHER CHECKS ARE TO BE COMPLETED.

BRAKES ON CAPTAINS SIDE DID NOT OPERATE PROPERLY AFTER LANDING. CO-PILOT TOOK OVER BRAKING AND STEERING AND TAXIED SAFELY TO THE RAMP. MAINTENANCE INSPECTED THE BRAKE SYSTEM AND FOUND THE CAPTAINS NR 1 BRAKE CYLINDER TO BE LEAKING AND THE NR 2 BRAKE MASTER CYLINDER FAILED. AIRCRAFT IS STILL IN MAINTENANCE, THE BRAKE MASTER CYLINDERS AT FAULT ARE CURRENTLY BEING REPLACED.

FAILURE OF PRIMARY PITCH TRIM. AFTER ROTATION, PF NOTICED INCREASED CONTROL PRESSURES REQUIRED TO MAINTAIN FLIGHT ATTITUDE, DESPITE ACTUATING NOSE DOWN TRIM. PF ASKED PNF TO ATTEMPT TO TRIM AC FROM THE RIGHT YOKE. NO EFFECT. MEMORY ITEMS WERE ACCOMPLISHED FOR A PITCH TRIM FAILURE, AND AC WAS BROUGHT UNDER CONTROL BY REDUCING POWER SETTING AND USING SECONDARY PITCH TRIM. LANDING WAS WITHOUT INCIDENT. PRIMARY PITCH TRIM FUNCTIONED NORMALLY DURING PREFLIGHT CHECKS, AND ON TAXI AFTER LANDING, BUT NOT WHILE AIRBORNE. MX DETERMINED THE LT CONTROL WHEEL MASTER SWITCH WAS FAULTY, WHICH CAUSED THE SYSTEM TO THINK THE PILOT WAS CONSTANTLY ACTUATING THIS SWITCH THEREFORE INHIBITING PITCH TRIM CHANGES. SWITCH WAS REPLACED AND THE PITCH TRIM SYSTEM WORKS AS NORMAL.

IN THE DESCENT PORTION OF THIS FLIGHT, THE FIRE T HANDLES, BOTH FIRE EXTINGUISHER ARMED LIGHTS, BOTH MASTER CAUTION WARNING LIGHTS, SECONDARY INVERTER LIGHT, AND A SPARE WARNING LIGHT ALL ILLUMINATED AT THE SAME TIME. CREW OBSERVED NORMAL ENGINE INDICATIONS (ITT, OIL TEMP, ETC), FOLLOWED THE CHECKLIST FOR THE SECONDARY INVERTER (WHICH DIDN'T CHANGE THE SITUATION), AND CAME TO THE CONCUSION THAT THESE WERE ERRONEOUS INDICATIONS. CREW LANDED SAFELY. MX TROUBLESHOT THE ISSUE AND DETERMINED THAT THE MASTER WARNING CONTROL UNIT HAD FAILED. MX REPLACED THE MASTER WARNING CONTROL UNIT WHICH CLEARED THE DISCREPANCY. NO FURTHER ISSUES WITH THE INDICATION SYSTEM HAVE BEEN NOTED.

CREW REPORTED THAT THE BRAKES WORKED INTERMITTENTLY ON TAXI. A FEW MINUTES INTO THE TAXI, THE PEDALS WERE FIRM BUT BRAKING ACTION WAS MINIMAL OR NON-EXISTENT. CREW RETURNED TO THE FBO. MAINTENANCE CHECKED IT OUT - BLED THE BRAKE SYSTEM, SERVICED THE HYDRAULIC RESERVOIR AND INSPECTED THE BRAKES. MAINTENANCE AND CREW PERFORMED A TAXI CHECK AND THE BRAKING SYSTEM FUNCTIONED NORMALLY.

MX PERFORMED AN ADJUSTMENT ON THE FUEL DENSITY AND IDLE RPM ON THE LT ENGINE, WHICH REQUIRES A MAX ALTITUDE ACCELERATION CHECK IAW THE MM CHAP 72-00. FLIGHT CREW LT RDU FOR THE PURPOSE OF PERFORMING THIS CHECK. FLIGHT CREW CLIMBED AND STARTED THE CHECK AT FL410 FIRST AS CALLED OUT IN THIS PROCEDURE. THE CHECK PASSED WITH NO ISSUES AT FL410. FLIGHT CREW PROCEDED TO CLIMB TO FL450 IAW THE REQUIREMENTS OF THE CHECK. UPON CLIMBING THROUGH FL443, THE RT ENGINE FLAMED OUT. FLIGHT CREW INITIATED A DESCENT INTO THE ENVELOPE FOR AN AIRSTART. CREW LEVELED AT FL200 AND PERFORMED AN AIRSTART ON THE RT ENGINE. RT ENGINE STARTED UP NORMALLY AND THE FLIGHT CREW PROCEDED BACK TO AND LANDED AT RDU WITH NO FURTHER OCCURENCES. MX LIMITED THE MAX ALTITUDE TO FL410 IAW THE MM 72-00, FIG 509 AND INSTALLED PLACARDS NEXT TO THE PILOTS AND COPILOTS ALTIMETERS STATING "DO NOT CLIMB ABOVE FL410".

CREW HEARD A LOUD AIR NOISE DURING CRUISE PORTION OF FLIGHT. REPORTED THAT THE GEAR HANDLE ILLUMINATED RED, WHICH INDICATES A GEAR DOOR UNLATCH CONDITION. REDUCED AIRSPEED TO 200 KNOTS AND CYCLED THE LANDING GEAR DOWN THEN BACK UP. NOISE WAS STILL PRESENT AND THE GEAR HANDLE REMAINED ILLUMINATED RED. DIVERTED, DURING TURN FOR FINAL APPROACH, INDICATED THE RED LIGHT EXTINGUISHED AND THE AIR NOISE STOPPED. LANDED WITHOUT INCIDENT. REPORTED THAT FLIGHT CHARACTERISTICS WERE NOT AFFECTED DURING THIS OCCURENCE. MAINTENANCE JACKED THE AIRCRAFT AND PERFORMED MULTIPLE GEAR SWINGS. MAINTENANCE REPOSITIONED A WIRING HARNESS THAT WAS OUT OF PLACE ON THE RIGHT MAIN GEAR AND AGAIN PERFORMED MULTIPLE GEAR SWINGS. NO INDICATION OF DAMAGE WAS NOTED AND THE GEAR AND GEAR DOORS WERE EXTENDING AND RETRACTING NORMALLY WITHOUT ANY SIGNS OF UNLATCHING OR HANGING OPEN.

ON DEPARTURE, WHEN THE LANDING GEAR WAS RETRACTED THE HYD PRESS AND GEAR UNLOCK LIGHT REMAINED ILLUMINATED. THE LT & RT MAIN GEAR EXTENDED AND LOCKED WITH THE GEAR HANDLE IN THE UP POSITION. THE EMERGENCY CHECKLIST WAS COMPLETED. THE GEAR WAS EXTENDED WITH THE HANDLE AND THE NOSE WHEEL EXTENDED AND LOCKED ALONG WITH THE MAINS. CREW DIVERTED WITH LANDING GEAR DOWN AND LOCKED. ACFT LANDED WITHOUT INCIDENT AND TAXIED TO THE SERVICE CTR. ON THE POST FLIGHT, HYD FLUID WAS LEAKING FROM THE NOSE VENTS. MX INSPECTED AND FOUND EMERGENCY GEAR BOTTLE PRESSURE IN THE BOTTOM OF THE GREEN AND VALVE BREAK-AWAY WIRE BROKEN AND VALVE LEVER NOT FULLY IN THE STOWED POSITION. WHEN PERFORMING GEAR SWINGS THEY FOUND LARGE AMOUNTS OF AIR IN THE SYS. LANDING GEAR BOTTLE WAS SERVICED, SAFETIED AND GEAR RETRACTION TEST COMPLETED SATISFACTORILY. ACFT RETURNED TO SERVICE.

INBOUND, THE HYD PRESSURE LIGHT ILLUMINATED WHILE USING THE SPEED BRAKES. CREW CONTACTED DISPATCH AND MX ENROUTE. THEY RETRACTED THE SPEED BRAKES AND PULLED THE CB, LIGHT WENT OUT, THEY DECIDED TO DIVERT, WHERE EMERGENCY EQUIPMENT MET THEM UPON LANDING. CREW DID NOT DECLARE AN EMERGENCY, HOWEVER TOWER DID BRING OUT THE FIRE EQUIPMENT AS A PRECAUTION. ON-SITE MX FOUND SPEED BRAKE RETRACT LIMIT MONITOR SWITCH OUT OF ADJUSTMENT, SWITCH WAS ADJUSTED AND GROUND FUNCTIONAL CHECKED, PERFORMED SATISFACTORILY. A SATISFACTORY OPS CHECK FLIGHT WAS PERFORMED BY CREW AND ACFT WAS RETURNED TO SERVICE.

ENROUTE CREW EXPERIENCED MODERATE TURBULENCE BORDERING ON SEVERE THEN THE GEAR UNLOCK LIGHT ILLUMINATED. THE CREW ELECTED TO DIVERT. THE CREW DECLARED AN EMERGENCY AND BLEW THE GEAR DOWN. LANDED UNEVENTFULLY AND WAS ABLE TO TAXI TO FOB, MX PERSONNEL JACKED ACFT AND PERFORMED A SEVERE TURBULENCE AND OR MANEUVERS INSP WITH NO DEFECTS NOTED. INSPECTED LANDING GEAR AND PERFORMED GEAR RETRACT-EXTEND FUNCTIONAL CHECKS WITH NO FAULTS FOUND. ACFT EMERGENCY GEAR BOTTLE WAS RESET AND SERVICED AND HYD SYS SERVICED AND ACFT WAS RETURNED TO SERVICE.

BIRD WAS INGESTED INTO LEFT ENGINE JUST AFTER V-1. ENGINE FLAMED OUT, TAKE OFF WAS CONTINUED TO A SAFE ALTITUDE. CREW DECLARED AN EMERGENCY ON CTAF AND RETURNED FOR LANDING. AIRCRAFT LANDED SAFELY, ALL PASSENGERS AND CREWMEMBERS WERE SAFE, NO INJURIES. DAMAGE ON THE ENGINE HAS YET TO BE DETERMINED.

CABIN BLOWER MOTOR SHORTED OUT, CAUSING ELECTRICAL SMOKE TO BE EMITTED INTO THE CABIN. SMOKE STOPPED WHEN THE CIRCUIT BREAKER POPPED.

CELL DIP SWITCH INSTALLED 180 DEGREES OUT. CELL WIRING MISROUTED AND IMPROPER GAUGE WIRE. MULTIPLE COLD CRACKED SOLDER JOINTS BROKEN AND POORLY REPAIRED TRACES. BATTERY T3 AND P3 ARE BROKEN. UNIT SENT BACK, AS CORE SEEMS TO BE A WORKMANSHIP ISSUE. (K)

INTAKE VALVE IN NR 4 CYLINDER FAILED IN FLIGHT. THE VALVE FACE BROKE IN 3 PIECES. THE QUILL SHAFT BROKE AND SHUTDOWN THE ENGINE. THIS IS 3RD ONE SEEN WITH 400-500 HOURS IN SERVICE. (K)