NexGen Aviation, LLC

Operated by NexGen Aviation LLC. (per NTSB report)

The commercial pilot's exceedance of the airplane's critical angle of attack and subsequent loss of lateral bank control during a soft field takeoff.

Operated by Nexgen Aviation LLC (per NTSB report)

The pilot's failure to maintain airplane control during a simulated single-engine go-around, which resulted in a collision with terrain.

Part: LINE — CONTAMINATED (DOOR SEAL) · airframe 6,808 hrs · 5,491 cycles

WHILE CRUISING LEVEL AT FL450, APPROX 40NM SW OF KBNA, ENROUTE FROM KXNA TO KCAE WITH ONE, CREW NOTICED A HISSING NOISE COMING FROM THE MAIN DOOR AREA. VERY SHORTLY AFTER, CREW RECEIVED A MASTER CAUTION LIGHT CONCURRENTLY WITH A DOOR SEAL LIGHT. CREW DONNED O2 MASKS, REQUESTED LOWER ALTITUDE FROM ATC WHILE INITIATING AN EMERGENCY DESCENT. WITHIN A MINUTE, MASTER WARNING LIGHT ILLUMINATED CONCURRENTLY WITH A CABIN ALTITUDE LIGHT. CABIN ALTITUDE REACHED APPROX 15,000 FT, THAT ACTIVATED THE CABIN ALTITUDE MASKS. PAX DONNED O2 MASK AS ADVISED. ATC DECLARED AN EMERGENCY. NOTIFIED ATC OF ITS INTENTION TO DIVERT TO KBNA. ATC CLEARED THE ACFT TO 10,000 FT, DIRECT KBNA WHERE A NORMAL LANDING OCCURRED. THROUGH INVESTIGATION, FOUND MOISTURE IN SERVICE AIR LINES LEADING TO THE DOOR SEAL SYS. RECOMMENDED TO PERFORM SB 525A-36-04, WHICH INSTALLS A MOISTURE TRAP IN THE LINES. ACFT WILL BE SCHEDULED TO GET THE SB COMPLIED WITH. IN INTERIM, WILL HAVE CREWS COMPLY WITH MC525A-003.

Part: REGULATOR — FAILED (CABIN PRESSURE) · airframe 6,739 hrs · 5,432 cycles

IN-FLIGHT AT 38,000 FT, DOOR SEAL ANNUNCIATOR ILLUMD. RAN CORRESPONDING EMERG CHKLIST. BEGAN DESCENT TO 31,000 FT & DONNED OXYGEN MASKS, A POP WAS HEARD, FOLLOWED BY A HISSING SOUND. THEN, THE CABIN ALT ANNUNCIATOR & MASTER WARNING LIGHTS CAME ON AS CABIN ALTITUDE RISING. COMPLETED THE MEMORY ITEMS FOR CABIN ALT PROCEDURE, BEGAN EMERGENCY DESCENT, & HALTED DOOR SEAL CHECKLIST TO COMPLETE CABIN ALT CHKLST. IN DESCENT, DECLARED AN EMERGENCY WITH ATC & DESCENDED TO 10,000 FT. ALSO CONTINUED TO MONITOR CABIN ALTITUDE METER. HIGHEST READING WAS APPROX 14,000-14,500 FT & STABLE DURING THE EMERGENCY DESCENT. ON REACHING A SAFE ALTITUDE, RECOVERED FROM THE DESCENT & BRIEFED PAX ON WHAT HAPPENED. DECIDED HAD SUFFICIENT FUEL AT SAID ATTITUDE TO CONTINUE TO DESTINATION. CONTINUED TO DESTINATION WITHOUT FURTHER EVENT.

Part: BATTERY PACK — FAILED INSP (STDBY GYRO) · airframe 4,743 hrs · 3,618 cycles

STANDBY GYRO BATTERY PACK FAILED CAP CHECK. R&R WITH OVERHAULED UNIT P/N 501-1712-01. OPS CHECK GOOD

Part: SCREW — BACKED OUT (DOOR LATCH PLATE) · airframe 4,743 hrs · 3,618 cycles

DURING SCHEDULED INSPECTION OF EMERGENCY EXIT DOOR, FOUND THE SCREWS FOR THE LATCH PLATE AT THE TOP OF THE DOOR FRAME WERE CAUSING GOUGES IN THE EMERGENCY EXIT DOOR. VERIFIED GOUGES WERE WITHIN LIMITS TO BE BLENDED. BLENDED DAMAGE, VERIFIED THICKNESS OF REMAINING MATERIAL WITHIN LIMITS, PRIMED AREA AND REINSTALLED.

Part: OUTFLOW VALVE — INOPERATIVE (UNKNOWN) · airframe 4,591 hrs · 3,478 cycles

CLIMBING OUT OF LUK CABIN WOULD NOT PRESSURIZE, CABIN HIGH ALTITUDE ALERT CAME ON. AIRCRAFT RETURNED TO BASE USING MANUAL PRESSURIZATION MODE. MANUAL PRESSURIZATION MODE HAD NO DEFECTS. FOUND CONTROLLER SHOWING FAULT WHEN PERFORMING BITE TEST. R&R CONTROLLER. NO PRESSURIZATION. CONFIRMED PRE-PRESSURIZATION. FOUND DOOR SEAL PRESSURE REGULATOR ONLY SUPPLYING 10PSI, (23 REQUIRED), AND DOOR SEAL NOT FULLY INFLATING. R&R DOOR SEAL PRESSURE REGULATOR. NO PRESSURIZATION. CHECKED OUTFLOW VALVE FUNCTION, APPEARS TO BE OPERATING. CHECKED SQUAT SWITCHES FOR CORRECT SIGNAL TO LDG PCB, CORRECT SIGNAL BEING RECEIVED. SQUAT SWITCH SIGNAL FROM LDG PCV TO PRESS PCB GOOD. PRESS PCB RECEIVING GOOD SIGNAL IN BUT NOT SENDING ANY VOLTAGE (2.8V, 28V REQUIRED) OUT TO CONTROLLER. R&R PRESS PCB. GOOD SIGNAL AT CONTROLLER NOW, PERFORMS CORRECTLY WITH SQUAT SWITCHES IN DIFFERENT POSITIONS. CHECKED POWER AND SIGNAL ON OUTFLOW VALVE, CONTROLLER, PCB'S, AND SQUAT SWITCHES. NO PRESSURIZATION. USED STATIC LINE TESTER TO CHECK FOR LEAKS FROM OUTFLOW VALVE STATIC LINES, NO LEAKS NOTED. USED TESTER TO CHECK FOR LEAKS FROM MANUAL PRESSURIZATION TOGGLE SWITCH FORWARD TO STATIC LINE IN NOSE WHEEL WELL. FOUND MANUAL PRESSURIZATION TOGGLE SWITCH LEAKING. R&R. NO PRESSURIZATION. FOUND THE R/H PRSOV TO BE INOP. R&R R/H PRSOV. FOUND R/H SQUAT SWTICH SLIGHTLY OUT OF RIG WHEN RAISING AIRCRAFT ON JACKS, ADJUSTED. CONFIRMED CORRECT 429 SIGNAL AT CONTROLLER. R&R OUTFLOW VALVE. OPS CHECK GOOD.

Part: WHEEL — OUT OF POSITION (BLOWER) · airframe 4,581 hrs · 3,469 cycles

PILOTS REPORTED AFT FLOOD AIR CONDITIONING FAN INOP. FOUND THE AFT EVAPORATOR BLOWER MOTOR SEIZED. AFT EVAPORATOR BLOWER WHEEL HAD 1 FIN MISSING AND 6 DAMAGED, BLOWER WHEEL SLIGHTLY WARPED. R&R AFT EVAPORATOR BLOWER MOTOR AND BLOWER WHEEL WITH NEW. OPS CHECK GOOD.

Part: TRIGGER — BINDING · airframe 4,471 hrs · 3,386 cycles

AFTER FLIGHT, CREW ATTEMPTED TO EXIT AIRCRAFT THROUGH THE NORMAL BOARDING DOOR BUT THE TRIGGER TO RELEASE THE HANDLE WOULD NOT ACTUATE. CREW FROM OUTSIDE USED THE OUTSIDE DOOR HANDLE TO OPEN DOOR AND ALLOW CREW TO EXIT. IT WAS FOUND THAT THE TRIGGER EXTENSION PIECE ON THE TOP OF THE TRIGGER BROKE OFF AND WAS JAMMING THE TRIGGER, NOW ALLOWING IT TO FUNCTION PROPERLY. TRIGGER WAS REPLACED, OPS CHECK GOOD

Part: WINDSHIELD — FAILED (COCKPIT)

ORIGINAL WINDSHIELD FAILED. HAD !HIS WINDSHIELD INSTANCE. AIRCRAFT FLEW FOR 7.0 HOURS AN L WINDSHIELD FAILED.

Part: TRIGGER — BROKEN (ZONE 800) · airframe 5,098 hrs · 4,046 cycles

UPON LANDING IN BCT, CREW ATTEMPTED TO EXIT AIRCRAFT THROUGH MAIN CABIN DOOR, THEY WERE UNABLE TO ACTUATE THE TRIGGER ON THE DOOR HANDLE, AND THUS UNABLE TO MOVE THE DOOR HANDLE TO THE OPEN POSITION. LINE SERVICE OPENED DOOR FROM THE OUTSIDE, ALLOWING CREW TO DISEMBARK. UPON INSPECTION, FOUND TRIGGER STOP (UPPER MOST PORTION OF TRIGGER P/N 5519055-14) BROKE OFF FROM THE REST OF THE TRIGGER AND WAS JAMMED BEHIND TRIGGER, PREVENTING TRIGGER FROM BEING ABLE TO ACTUATE. REPLACED TRIGGER P/N 5519055-14 WITH NEW, OPS CHECK WAS GOOD.

Part: BATTERY PACK — FAILED

DURING DOC 10 FOUND L/H EMERGENCY EXIT LIGHTING BATTERY PACK DRAINED AND WILL NOT TAKE A CHARGE. R&R P/N CBS28-1 WITH A REPAIRED UNIT. OPS CHECK GOOD. WORK PERFORMED IAW CE525A AMM REV19 CH. 33-50-00

Part: WINDSHIELD — CRACKED (WINDSHIELD, L/H) · airframe 5,182 hrs · 3,934 cycles

AT CRUISE, L/H WINDSHIELD CRACKED. WINDSHIELD HAD 8.1 HOURS AND 4 LANDINGS SINCE INSTALLED IN NEW CONDITION. AIRCRAFT DESCENDED AND DIVERTED TO BNA. MAINTENANCE REPLACED L/H WINDSHIELD WITH NEW, P/N 6656100000-003, OPS CHECK GOOD.