Seven Bar Aviation, LLC

THE MLG LEVER WAS IN UP POSITION, BUT THREE GREEN LIGHTS FOR THE GEAR (THE GEAR WAS DOWN) WITH ONE RED LIGHT SHOWING GEAR TRANSITION. MY AIRSPEED HAD EXCEEDED THE 140KT LIMIT FOR THE GEAR TO BE DOWN WHICH CAUSED THE AIRSPEED AUDIO. I ALSO NOTICED AN AMBER MASTER CAUTION AND FOUND THE CAUSE WAS A “MAIN UTIL PRE” CAUTION LIGHT. I IMMEDIATELY SLOWED DOWN TO 120KTS, NOTIFIED MY CREW WHAT WAS GOING ON, AND GOT OUT THE RED IPAD TO LOOK UP THE CAUTION IN THE QRH. I FOLLOWED THE STEPS IN THE QRH. THE FIRST STEP IS TO SELECT AUXILIARY MODE ON EDU2. I DID THIS AND NOTICED THE NORM UTILITY PRESSURE WAS 197, WHICH IS WELL BELOW THE LIMIT OF 500PSI. HAD ALREADY SLOWED DOWN, AND I WANTED TO VERIFY THAT I WAS DOING THE CORRECT PROCEDURE. I HANDED THE RED IPAD TO MY PARAMEDIC AND ASKED HIM TO LOOK AND SEE IF THERE WAS ANYTHING THAT I MISSED. HE LOOKED AND FOUND THE PROCEDURE LANDING GEAR FAILD TO RAISE. HE READ THE PROCEDURE AND I DID THE TASKS. I CONFIRMED THAT THERE WERE NO TRIPPED LANDING GEAR CIRCUIT BREAKERS, CHECKED THAT THE GEAR SELECTOR WAS NOT IN THE EMER POSITION, AND CYCLED THE LANDING GEAR FROM UP TO DOWN. I NOTED THE THERE WERE THREE GREEN LIGHTS AND NO RED LIGHT. THIS PROCEDURE SAYS TO CONTINUE FLIGHT AND LIMIT AIRSPEED TO 140KTS (FRAGMENTS OF THE PILOT STATEMENT)

BURNING PLASTIC SMELL IN COCKPIT METHOD: NOTES: AFTER STARTUP, THE SMELL OF BURNING PLASTIC FILLED THE COCKPIT. REMOVED AND REPLACED THE MAIN BATTERY CONNECTOR AND LEADS IAW LEO MM 24-31-01. GROUND LUG ON CONNECTOR BURNED. SUSPECT INCORRECT ASSEMBLY FROM OEM.

NUMBER 1 GPS FAILED. INSPECTION REVEALED THE INTERNAL CONDUCTOR OF THE COAX ANTENNA CABLE FAILED AT ANTENNA CONNECTION. THIS IS A RECURRING CONDITION THAT HAPPENS EVERY 75-150 FH. ANTENNAS (GPS 1 & 2) ARE LOCATED ON THE TOP OF THE VERTICAL STABILIZER. THIS ARE IS PRONE TO HIGH VIBRATION LEVELS. WE HAVE REQUESTED MULTIPLE TIMES FOR THE AIRCRAFT MFG. TO ALLOW MOVING THEM FROM THERE TO AN AREA LESS PRONE TO VIBRATION. THEY HAVE REFUSED CLAIMING THERE IS NO OTHER LOCATION WHERE THEY CAN GO.

DURING PREFLIGHT AMT FOUND A CRACK AT THE INBOARD UPPER LUG OF ONE OF THE MAIN ROTOR DAMPERS. THIS WAS DETECTED VISUALLY WITH NO ENHANCEMENTS. DEFECTIVE DAMPER WAS REMOVED AND A SERVICEABLE DAMPER WAS INSTALLED.

NUMBER 4 MAIN ROTOR TIP DETACHED DURING FLIGHT. ACFT LANDED SAFELY ON GROUND. TAIL ROTOR HUB, MAIN ROTOR HUB AND ALL FOUR MAIN ROTOR BLADES REMOVED AND SENT TO MANUFACTURER FOR FURTHER INSPECTION.

SELECTED THE GEAR DOWN AND ALL THE INDICATING AND TRANSIT LIGHTS FOR THE GEAR WENT OUT. RAN THE APPROPRIATE CHECKLIST AND PUMPED THE GEAR DOWN. DECLARED AN EMERGENCY AND RECEIVED VISUAL CONFIRMATION FROM THE TOWER THAT THE GEAR APPEARED DOWN AND LANDED WITHOUT INCIDENT. TROUBLESHOOTING THE LANDING GEAR SYSTEM THE TECHNICIAN FOUND A DEFECTIVE BUSS FEEDER DIODE LOCATED UNDER THE COPILOTS SEAT. THE DIODE WAS REPLACED WITH A NEW PART. NUMEROUS RETRACTIONS AND EXTENSIONS WERE PERFORMED WHILE ON JACKS WITHOUT FURTHER ISSUES. OPERATIONS CHECKED GOOD.

WHILE FLYING AND AFTER SWITCHING ON ALL DEICE AND ANTI-ICE EQUIPMENT, THE PILOT NOTICED THE RT NR 1 DUAL FED BUS 50 AMP CIRCUIT BREAKER TRIPPED WITH NO LOSS OF EQUIPMENT POWER. WHILE REVIEWING THE AFM, THE LT NR 1 DUAL FED BUS 50 AMP CIRCUIT BREAKER TRIPPED AND POWER TO ALL CIRCUITS ON NR 1 FED BUSS WAS LOST. AN EMERGENCY WAS DECLARED AND THE AIRCRAFT LANDED WITHOUT ACCIDENT AND INCIDENT. SYS WAS TROUBLESHOT WITH MFG TECH SUPPORT AND IT WAS DETERMINED THAT THE RT 50 AMP CIRCUIT BREAKER WAS TRIPPING, OPENING, PRIOR TO ITS RATED LOAD THEREFORE OVERLOADING THE LT 50 AMP CIRCUIT BREAKERE AND CAUSING IT TO TRIP, OPEN, SOON AFTER, RESULTING IN COMPLETE POWER LOSS TO THE COMPONENTS OF THE NR 1 DUAL FED BUS. REPLACEMENT OF THE LT AND RT NR1 FED BUS CIRCUIT BREAKERS RESULTED IN OPERATION CHECK GOOD.

LEFT LOWER FORWARD WING ATTACH FITTING CRACKED. CRACK WAS FOUND DURING SIRM WING ATTACH FITTING INSPECTION. EDDY CURRENT WAS THE INSPECTION METHOD. MFG SUPPORT WAS CONTACTED IAW SIRM INSTRUCTIONS. THE FITTING WAS REPLACED BY MFG SERVICES TECH USING WING FITTING KIT PN 90-4111-1S, SN 163 IWA DWG 90-4111.

ACFT IN CRUISE FLIGHT. ELECTRIC SMOKE FILLED THE CABIN AND COCKPIT. NON-ESSENTIAL EQUIPMENT WAS TURNED OFF AND THE SMOKE CLEARED. THERE WERE NO TRIPPED CIRCUIT BREAKERS AND THE PILOT NOTICED THE "PILOT INSTRUMENT LIGHTS" RHEOSTAT WAS ONLY PARTIALLY FUNCTIONAL IN THAT THE LIGHTS WERE EITHER FULL ON OR FULL OFF. AN EMERGENCY WAS "NOT" DECLARED AND THE FLIGHT ARRIVED AT ITS DESTINATION SAFELY. MX TROUBLESHOT THE LIGHTING SYS AND FOUND THE RESISTOR TO BE SHORTED OUT AND BURNED. INSTALLED NEW RHEOSTAT, TRANSISTOR AND RESISTOR TO THE LIGHTING CIRCUIT. GROUND OPS CHECK GOOD.

ACFT CLIMBING THROUGH 12,000 FT, CREW NOTICED A HAZE IN THE CABIN FOLLOWING INCREASE IN CABIN TEMP. A DESCENT TO 11,000 FT WAS MADE. ATTEMPTS WERE MADE TO STOP BOTH THE HEAT AND SMOKE. CABIN PRESSURIZATION "DUMP" SWITCH WAS SELECTED AND THE ACFT WAS LANDED AT THE NEAREST AIRPORT. ACFT REMAINED PRESSURIZED AND THE SIDE WINDOW WAS OPENED TO NEUTRALIZE PRESSURE. ACFT WAS INSPECTED FOR DAMAGE, FOUND UNDER FLOORING HEAT DUCTS WITH OVER TEMP DEFECTS. IN AREAS WHERE THE HEAT DUCTING FAILED THE HEATED AIR DAMAGED (MELTED) TAIL DEICE TUBING AND PRESSURIZATION CONTROL TUBING. THE ENVIRONMENTAL CONTROL SWITCH WAS IN THE "AUTO" MODE AND RHEOSTAT WAS IN ABOUT 30 PERCENT TO 40 PERCENT FROM FULL DECREASE POSITION. FURTHER TROUBLESHOOTING OF THE SYS FOUND THE CABIN TEMP CONTROLLER TO BE INTERMITTENT. DURING GROUND OPS THE SYS BYPASSED BOTH INNER COOLERS (DIRECTING ALL HOT BLEED AIR INTO THE CABIN) WHILE IN THE FULL DECREASE TEMP POSITION. A REPAIRED TEMPERATURE CONTROLLER WAS INSTALLED. THE SYS IS OPERATING PROPERLY IAW MM.

ACFT DOOR SEAL OST PRESSURE AT ALTITUDE, THE PILOTS NOTICED A DOOR SEAL WARNING ANNUNCIATOR AND STARTED A DESCENT FROM 41,000 FT. THE CABIN EVENTUALLY STARTED TO EQUALIZE PRESSURE AND THE OXYGEN MASKS DEPLOYED. NO PERSONS HARMED. FURTHER INVESTIGATION FOUND THE BLEED AIR REGULATOR FOR THAT SYS WAS STICKING AND NOT ALLOWING ENOUGH PRESSURE TO INFLATE THE DOOR SEAL FULLY. THE REGULATOR WAS REPLACED AND TEST FLIGHT WAS PERFORMED AT ALTITUDE.

DURING A ROUTINE TRAINING FLIGHT, THE PILOT NOTICED THAT THE LT ENGINE TORQUE DROPPED FROM 2100 LBS TO 1600 LBS. HE INCREASED LT THROTTLE LEVER WITH NO RESPONSE NOTICED. HE LOOKED OUT THE SIDE WINDOW AND NOTICED WHAT SEEMED TO BE FUEL STREAMING FROM THE LT ENGINE NACELLE. THE LT ENGINE WAS SHUTDOWN AND THEY RETURNED TO THE AIRPORT. ATC WAS NOTIFIED OF THE SITUATION. FURTHER INVESTIGATION DETERMINED ONE OF THE FUEL TRANSFER TUBE O-RINGS HAD A SPLIT WHICH CAUSED THE FUEL LEAK. NEW O-RINGS WERE INSTALLED AND THE AIRCRAFT TAKEN OUT FOR A LEAK CHECK AND PERFORMANCE RUN. ACFT WAS RETURNED TO SERVICE.

AC WAS FLYING THROUGH IMC WEATHER, WITH A LARGE ACCUMULATION OF MOISTURE, WHEN THE PILOT NOTICED A LT ENGINE FIRE LIGHT. ALL THE OTHER SYSTEMS WERE MONITORED AND THE ENGINE FIRE LIGHT WAS DETERMINED TO BE FALSE. THE AC WAS LANDED WITHOUT EVENT. UPON INSPECTION OF THE FIRE DETECT SYSTEM, A SMALL AMOUNT OF MOISTURE AND CORROSION WAS FOUND ON THE CONNECTOR PLUG CONNECTING THE FIRE SYSTEM TO THE ENGINE FIRE WALL. THE MOISTURE AND CORROSION WERE REMOVED AND THE SYSTEM OPERATIONALLY TESTED GOOD. (K)

IN FLIGHT, AC EXPERIENCED A HYD PRESSURE WARNING LIGHT ON THE RT ENGINE HYD PUMP, THEN THE LT ENGINE DRIVEN HYD PUMP. THE LANDING GEAR WAS EXTENDED WITH THE EMERGENCY BLOW DOWN SYSTEM. THE AC LANDED WITH NO OTHER ISSUES. THE AC WAS TOWED FROM THE RUNWAY TO THE HANGER. THE FAILURE WAS A HYD LANDING FEAR RETRACT LINE IN THE LT WING ROOT DEVELOPED A CRACK, AND ALL THE HYD FLUID UNDER PRESSURE, DRAINED THE HYD SYSTEM FLUID LEVEL. (K)

ON PREFLIGHT INSPECTION A DARK HAIR LINE CRACK EXTENDED FROM A BOLT HOLE ON THE IB SIDE OF THE WHEEL HALF. REMOVED WHEEL, APPLIED DYE PENT AND CONFIRMED THE CRACK. THE WHEEL HALF IS CONDEMNED AND REMOVED FROM SERVICE.

NLG ACTUATOR FAILED ON RETRACTION, STRIPPED INTERNAL GEARS, IN THE SHAFT 5770 CYC/OH.

THE AIRCRAFT WAS AT 22,000 FT ENROUTE, WHEN THE CO-PILOTS WINDSCREENS INNER PLY CRACKED LIKE A SPIDER WEB ACROSS THE ENTIRE WINDSCREEN. THE PRESSURIZATION STARTED TO FAIL, THE CABIN CLIMBED TO 10,000 FT. THE PILOT DECLARED AN EMERGENCY, ASKED CENTER FOR BELOW 14,000 FT. THE AC LANDED. THE EXTERIOR OF THE WINDSCREEN IS IN TACT. NO STRIKE, OR PITS, THE CRACKED STARTED IN THE LOWER IB CORNER. THE WIND SCREEN WAS INSTALLED IN 8-96 AND LASTED 4465.0 HOURS.

DURING CRUISE, A LOUD POP WAS HEARD, THE CONTROL COLUMN FELL AGAINST THE FWD STOP AND ACFT PITCHED UP. PILOT FOUND HE HAD UP ELEV CONTROL ONLY. EMERG DECLARED AND ACFT SAFELY LANDED USING ENG POWER AND TRIM. INVEST FOUND THE DOWN ELEVATOR CABLE HAD CHAFED THROUGH AN ELEC WIRE BENEATH THE PILOT'S SEAT AND CABLE WAS BURNED THROUGH.