NORTHEASTERN AVIATION CORP

Operated by NORTHEASTERN AVIATION CORP (per NTSB report)

LOUD NOISE IN THE COCKPIT WHILE CLIMBING THROUGH FL190. DISCOVERED NO AIRFLOW FROM RT SIDE COCKPIT WEMAC VENT. MADE PRECAUTIONARY DIVERSION BACK. FOUND SCAT TUBING & CLAMP DISCONNECTED FROM RT SIDE COCKPIT WEMAC VENT. SECURED HOSE & CLAMP. OPERATIONAL CHECKED SATISFACTORY.

WHILE CLIMBING THROUGH 17,000 FEET MSL IN ICING CONDITIONS, EXPERIENCED A NR 1 BLEED LEAK MSG & A NR 1 BLEED LEAK CAPSULE LIGHT ON THE ENVIRONMENTAL PANEL. PERFORMED QRH PROCEDURE, WHICH TURNS OFF THE NR 1 BLEED AIR & ISOLATES IT FROM THE ANTI-ICE SYS. ACCORDING TO THE PROCEDURE WE WERE LIMITED & COULD NOT ENTER ICING CONDITIONS BECAUSE WITHOUT NR 1 BLEED WE WOULD NOT BE ABLE TO ANTI-ICE THE STABILIZER. A RETURN WAS NOT POSSIBLE AS THE NORTHEAST WAS REPORTING ICING CONDITIONS & CONTINUING WAS NOT POSSIBLE DUE TO A MUCH HIGHER FUEL BURN CRUISING. WE DECIDED THE BEST COURSE OF ACTION WOULD BE TO DIVERT WHERE ICING WAS NOT AN ISSUE & MX WAS AVAILABLE. A NORMAL LANDING WAS MADE & MX WAS COORDINATED.

TWO HOURS INTO A THREE HOUR FLIGHT, WE EXPERIENCED TWO BLEED LIGHTS AT THE SAME TIME. ACCOMPLISHED THE EMER CHECKLIST & DECIDED TO LAND IMMEDIATELY. ADVISED ATC & DECLARED AN EMER. EXECUTED THE EMER DESCENT & COMPLETED THE EMER DESCENT CHECKLIST. AT APPROX FL200, THE BLEED LIGHTS EXTINGUISHED. AFTER LANDING, TAXIED ONTO RAMP & PARKED THE ACFT. EMER RESPONSE TEAM ARRIVED.

ENGINE START & TAXI CHECKS WERE NORMAL. A ROLLING TAKEOFF WAS PERFORMED TO COMPUTED EPR'S. ALL ENG PARAMETERS WERE NORMAL DURING TAKEOFF ACCELERATION UNTIL A DROP IN THE LT ENG EPR TO APPROXIMATELY 1.9. THE LT ENG THRUST LEVER DID NOT RESPOND TO AN ATTEMPT TO INCREASE POWER & I THINK LP, HP LT ENG TAPES WENT OVER RANGE. THE TAKEOFF WAS CONTINUED, FLAPS SET TO 10 DEGREES. I HEARD ENG DECELERATE DURING LEFT TURN OF THE DEPARTURE PROCEDURE AT APPROXIMATELY 800 TO 1000 FEET. A CLIMB TO TRAFFIC PATTERN ALTITUDE & A RETURN TO LANDING WAS ACCOMPLISHED WITH THE LT ENG UNSECURED AS I WAS UNABLE TO DETERMINE IF IT WAS NOT PRODUCING POWER USING THE ENG INDICATIONS & THE SHORT TIME BETWEEN TAKEOFF & LANDING. AT NO TIME WAS THERE A FIRE WARNING OR ANY INDICATIONS OF FIRE. THE LT ENG START LEVER WAS SECURED DURING TAXI IN.

WHILE ON APPROACH, THE PILOT'S FRONT LT WINDSHIELD FAILED. THERE WERE VISIBLE CRACKS OVER THE ENTIRE OUTER SURFACE OF THE WINDSHIELD. THE PILOT DECLARED AN EMERGENCY, AND LANDED WITHOUT FURTHER INCIDENT.

ON APPROACH, PILOT'S FRONT LEFT WINDSHIELD FAILED. THERE WERE VISIBLE CRACKS OVER THE ENTIRE OUTER SURFACE OF THE WINDSHIELD. DECLARED AN EMERGENCY, AND LANDED WITHOUT FURTHER INCIDENT.

AFTER DEPARTURE, NOSE LANDING GEAR FAILED TO RETRACT. SEVERAL ATTEMPTS TO RETRACT WERE MADE WITH NO SUCCESS. AN UNEVENTFUL NORMAL LANDING WAS MADE. AFTER LANDING, GEAR PINNED AND A VISUAL INSPECTION MADE. MAIN GEAR DOORS WERE OPEN AND THE NOSE GEAR DOORS MOSTLY CLOSED AND MOVEABLE BY HAND. ATTEMPTS WERE MADE TO OPERATE THE DOORS WITH THE GROUND SERVICE VALVE WITHOUT SUCCESS. MANUFACTURER RESET LANDING GEAR DUMP VALVES, PERFORMED LANDING GEAR EMERGENCY EXTENSION IAW CMP 323004, SERVICED RESERVOIR & LANDING GEAR BOTTLE. NO DEFECTS WERE NOTED. AIRCRAFT CONTINUED ON TO DESTINATION AFTER REPAIRS AT MANUFACTURER, WITH NO FURTHER ISSUES.

UPON LANDING ROLLOUT AT KEPM AT APPROXIMATELY 40 KNOTS, THE PILOT CAME OUT OF BETA AND APPLIED THE BRAKES. IMMEDIATELY UPON APPLYING THE BRAKES, THE RIGHT BRAKE WENT TO ITS LIMIT AND WAS NOT FUNCTIONING AT ALL. AN SMC AVIATION MECHANIC WAS DISPATCHED TO THE AIRCRAFT AND THE BRAKE LINE FITTING IN THE RIGHT WHEEL WELL WAS FOUND LOOSE. THE FITTING WAS TIGHTENED AND THE RIGHT BRAKE SYSTEM WAS RE-BLED AND THE OPERATIONAL CHECK WAS SATISFACTORY. THE AIRCRAFT FLEW BACK TO KFRG WITHOUT INCIDENT.

WHILE PERFORMING GROUND RUNS ON L55-020 THE RT GENERATOR FAILED TO COME ONLINE. A TECH WAS SENT TO INVESTIGATE AND HEARD A HIGH PITCHED GRINDING NOISE COMING FROM THE RT ENGINE. THE ENGINE WAS IMMEDIATELY SHUTDOWN AND THE ACFT WAS HANGERED. THE RT GENERATOR WAS REMOVED. WHEN THE RT GENERATOR WAS REMOVED THE GENERATOR ROTOR SHAFT FWD NUT WAS MISSING AND INTERNAL DAMAGE TO THE GENERATOR WAS EVIDENT.