FREIGHT RUNNERS EXPRESS, INC.

Operated by FREIGHT RUNNERS EXPRESS INC (per NTSB report)

Operated by FREIGHT RUNNERS EXPRESS INC (per NTSB report)

Operated by Freight Runners Express, Inc. (per NTSB report)

LEFT SIDE BRAKE FAILURE, PILOT REPORTS UPON LANDING BACK IN MKE WHILE TURNING OFF THE RUNWAY HAD NO BRAKE PRESSURE ON THE LEFT SIDE. RIGHT SIDE BRAKE WORKED FINE BUT LEFT SIDE HAD ZERO PRESSURE. LH BRAKE HAD NO SINE OF A LEEK WHEN THE AIRCRAFT WAS ON THE GROUND BUT AFTER MX JACKING THE AIRCRAFT UP TO TROUBLESHOOT LANDING GEAR RETRACT DISCREPANCY THE LH BRAKE BEGAN LEAKING FROM THE FLEXIBLE LINES GOING DOWN THE GEAR INTO THE CALIPERS. REPLACED BRAKE LINE AND BLED BRAKE SYSTEM IAW B99 AMM 32-40-00.

RIGHT ENGINE T-HANDLE ILLUMINATED THEN WENT OUT FOLLOWED BY AGGRESSIVE ENGINE SURGING. EXECUTED ENGINE SHUTDOWN AND LANDED. FOUND NO EVIDENCE OF ANY FIRE ON THE RH ENGINE AND TESTED THE FIRE DETECTOR SYSTEM MORE THAN 5 DIFFERENT TIMES, COULD NOT DUPLICATE PROBLEM AND NO DEFECTS FOUND AT THIS TIME. REPLACED PROP GOVERNOR IAW BE 99 MM 61-20-00 OPS CHECKED AND LEAK CHECKED GOOD NO DEFECTS FOUND AT THIS TIME.

PILOT RH HAND BRAKE INOPERATIVE. ON WO# 000101 DATED 06/05/2023 FOUND EMPTY BRAKE RESERVOIR. INSPECTED BRAKE PLUMBING AND FOUND LEAKING LOWER HOSE ON PILOT SIDE RH MASTER CYLINDER. REMOVED AND REPLACED WITH NEW HOSE AND BLED BRAKES IAW BE99 AMM 32-40-00 AND BE99 AAIP. OPS AND LEAKS CHECKS GOOD.

ON TAXI THE PILOT FOUND THE RH HAND BRAKE INOPERATIVE. ON FRE/ACE WORK ORDER 000101 DATED 06/05/2023 THE AMT FOUND AN EMPTY BRAKE RESERVOIR. INSPECTED BRAKE PLUMBING AND FOUND LEAKING LOWER HOSE ON PILOT SIDE RH MASTER CYLINDER. REMOVED AND REPLACED WITH NEW HOSE PN MS28741-4-0132 SN NSN AND BLED BRAKES IAW BE99 AMM 32-40-00 AND BE99 AAIP. OPS AND LEAKS CHECKS GOOD. N499CZ HAS BEEN RETURNED BACK TO SERVICE.

L ENG FIRE WARNING IN FLIGHT. INBOARD COWLING BLOWN OPEN/LIGHTLY MANGLED. DECLARED AN EMERGENCY AND LANDED UNEVENTFULLY IN KTYS. PERFORMED POST FIRE INSPECTION IAW SAAB 2000 AMM 54-14-10 DETERMINING THAT THERE WAS NO DAMAGE TO THE AIRFRAME FROM A FIRE. FOUND NO EVIDENCE OF FIRE OR HOT SPOTS ON ENGINE. REMOVED AND REPLACED LIB HINGED DOOR AND ALL FOUR (4) PIN MOUNTS ON LOWER COWL AND SPIN COWL IAW SAAB 2000 AMM 54-14 AND 54-11. RH AFT FITTING PN 7371120-119 SN NSN; RH UPPER FWD PN 7371130-005 SN NSN; UPPER MIDDLE PN 7371130-11 SN NSN; RH HINGE DOOR ASSEMBLY PN 7371121-512 SN WAL0084; AND RH TOP LATCH LUG PN 7371120-126 SN NSN. REMOVED AND REPLACED LH ENGINE LOWER HINGED COWL ASSEMBLY IAW SAAB AMM 54-15-10 PN 7371130-704 SN NSN. PERFORMED POST MAINTENANCE ENGINE RUN AND LEAK CHECK. NO LEAKS NOTED AND ANTI-ICE OPS CHECKS GOOD AND NO FAULTS PRESENT ON EICAS.

L ENG FIRE WARNING IN FLIGHT. DECLARED AN EMERGENCY, SHUT DOWN THE LH ENGINE AND EXTINGUISHED ONE (1) OF THE ENGINE FIRE BOTTLES. LANDED UNEVENTFULLY IN KTYS. LIB COWLING BLOWN OPEN/LIGHTLY MANGLED. PERFORMED POST FIRE INSPECTION IAW SAAB 2000 AMM 54-14-10 DETERMINING THAT THERE WAS NO DAMAGE TO THE AIRFRAME FROM A FIRE. FOUND NO EVIDENCE OF FIRE OR HOT SPOTS ON ENGINE. REMOVED AND REPLACED LIB HINGED DOOR AND ALL FOUR (4) PIN MOUNTS ON LOWER COWL AND SPIN COWL IAW SAAB 2000 AMM 54-14 AND 54-11. RH AFT FITTING PN 7371120-119 SN NSN; RH UPPER FWD PN 7371130-005 SN NSN; UPPER MIDDLE PN 7371130-11 SN NSN; RH HINGE DOOR ASSEMBLY PN 7371121-512 SN WAL0084; AND RH TOP LATCH LUG PN 7371120-126 SN NSN. REMOVED AND REPLACED LH ENGINE LOWER HINGED COWL ASSEMBLY IAW SAAB AMM 54-15-10 PN 7371130-704 SN NSN. PERFORMED POST MAINTENANCE ENGINE RUN AND LEAK CHECK. NO LEAKS NOTED AND ANTI-ICE OPS CHECKS GOOD AND NO FAULTS PRESENT ON EICAS.

ON 11/10/22 WORLDWIDE AIRCRAFT SERVICES, INC. R&R LIB & LOB RUDDER CABLES (AFT SECTION) PNS 120-27649-021 & 120-27649-023 IAW EMB120 AMM 27-00-01. PULLEY UNDER FLOOR PANEL, 263AF, WILL NEED SAFETIED. TENSIONED CABLES AND SAFETIED PULLEY. OPS CHECKS GOOD. **RII** FOUND BROKEN RUDDER CABLE UPON OPENING FOR TENSION CHECKS. LIB AFT RUDDER CABLE SHREDDED AT AFT PULLEY JUST BEFORE BELLCRANK IN AFT SECTION OF AC. NOTE: BOTH AFT CABLES WERE RECENTLY REPLACED. ALSO, INSPECT CABLE ROUTE FOR CAUSE OF CABLE FAILURE & POSSIBLE DAMAGE TO PULLEYS AND STRUCTURE. INSTALLED NEW LIB AFT RUDDER CABLE PN 120-27649-021 SN F038141173 IAW EMB120 AMM 27-00-01. INSPECTED CABLE ROUTING FOR CAUSE OF FAILURE, NONE FOUND. INSPECTED STRUCTURE FOR ANY CABLE TENSION DAMAGE, NONE FOUND. SET TENSIONS ON BOTH RUDDER SYSTEMS AND CHECKED OPERATION, ALL NORMAL. SET WATCH LIST IN ATP FLIGHTDOCS CABLE TENSION CHECK DUE ON LH RUDDER CABLE SYSTEM NO LATER THAN 44445.72 FLT HRS BUT NOT BEFORE 44395.00 FLT HRS.

THE FLIGHT CREW REPORTED THE CARGO COMPARTMENT SMOKE DETECTION SYSTEM - HAD THE CARGO SMOKE WARNING TURN ON WHILE IN FLIGHT, DIVERTED BACK TO KFAR, SMOKE WARNING WENT OFF AFTER LANDING IN KFAR. THE A&P MECHANIC COULD NOT DUPLICATE THE PROBLEM. OPS CHECKED THE FIRE DETECTION SYSTEM IAW EMB-120 AMM 26-14-01. PERFORMED VISUAL INSPECTION OF THE FIRE DETECTORS AND THE GENERAL AREA AROUND THE FIRE DETECTORS. NO DISCREPANCIES NOTED.

FOUND THE LH AND RH DRAG BRACE SUPPORT FITTINGS P/N 50-120201 S/N NSN WERE CRACKED. REMOVED AND REPLACED WITH NEW LH AND RH DRAG BRACE SUPPORT FITTINGS P/N 50-120-201-1 S/N NSN. WORK PERFORMED IAW SIRM 32-00-17. OPS CHECKS GOOD.

FOUND THE LH AND RH DRAG BRACE SUPPORT FITTINGS P/N 50-120201 S/N NSN WERE CRACKED. REMOVED AND REPLACED WITH NEW LH AND RH DRAG BRACE SUPPORT FITTINGS P/N 50-120-201-1 S/N NSN. WORK PERFORMED IAW SIRM 32-00-17. OPS CHECKS GOOD.

FOUND THE LH AND RH DRAG BRACE SUPPORT FITTINGS P/N 50-120201 S/N NSN WERE CRACKED. REMOVED AND REPLACED WITH NEW LH AND RH DRAG BRACE SUPPORT FITTINGS P/N 50-120201-1 S/N NSN. WORK PERFORMED IAW SIRM 32-00-17. OPS CHECKS GOOD.

PILOT SIDE RH TOE BRAKE INOPERATIVE. RH SIDE TOE BRAKE, NO BRAKE PRESSURE COMPARED TO THE LH. REMOVED AND REPLACED PILOT RH MASTER BRAKE CYLINDER P/N 90-380001-33 S/N 5094 AND COPILOT RH MASTER BRAKE CYLINDER P/N 90-380001-23 S/N MP4712G IAW BEECHCRAFT 99 AMM 32-40-00. OPS CHECKS GOOD.

FOUND THE LH AND RH DRAG BRACE SUPPORT FITTINGS P/N 50-12021 S/N NSN WERE CRACKED. REMOVED AND REPLACED WITH NEW LH AND RH DRAG BRACE SUPPORT FITTINGS P/N 50-120201-1 S/N NSN. WORK PERFORMED IAW SIRM 32-00-17. OPS CHECKED GOOD.

FOUND THE LH AND RH DRAG BRACE SUPPORT FITTINGS P/N 50-12021 S/N NSN WERE CRACKED. REMOVED AND REPLACED WITH NEW LH AND RH DRAG BRACE SUPPORT FITTINGS P/N 50-120201-1 S/N NSN. WORK PERFORMED IAW SIRM 32-00-17. OPS CHECKED GOOD.

FOUND THE LH AND RH DRAG BRACE SUPPORT FITTINGS P/N 50-120201 S/N NSN CRACKED. REMOVED AND REPLACED THE LH AND RH DRAG BRACE SUPPORT FITTINGS P/N 50-120201-1 S/N NSN. WORK PERFORMED IAW SIRM 32-00-17. OPS CHECKED GOOD.

TWO (2) BUTTSTRAPS REQUIRE REPLACEMENT DUE TO CORROSION. LH FLOOR STRAP FRAME 13A - 21. LH FLOOR STRAP STATION 13056.0 - FRAME 44. REMOVED AND REPLACED BUTTSTRAPS IN ACCORDANCE WITH EMB SRM 51-40-02 WITH SHEET PN 120-06158-002 SN NSN; PLATE PN 120-06158-001 SN NSN; AND PLATE DIGITAL PN 120-46963-601 SN NSN. REFERENCE 53 1107 AND 53 1109.

05/13/2022 DETAIL INSPECT LH MLG DRAG BRACE ATTACH FITTING FOR CRACKS, PN 50-120-201 OR 50-120201-1. INSPECTED LH MLG DRAG BRACE ATTACH FITTING PER AMM 32-10-00. VISUAL INSPECTION PASSED AND DYE PENETRANT INSPECTION FAILED. REPLACE LH DRAG BRACE FITTING PN 50-120201. REMOVED AND REPLACED LH DRAG BRACE UPPER FITTING PN 50-120201 IAW BEECHCRAFT CORPORATION MODEL 99 AIRLINER SERIES SIRM 20-50-02, 20-50-03, 20-50-04, 20-50-05, AND 20-30-00.

LH MLG DRAG BRACE ATTACH FITTING PN 50-120201-1 CRACKED. REMOVED AND REPLACED COMPLETE LH DRAG BRACE SUPPORT ASSEMBLY PN 50-120202-601. WORK PERFORMED IAW SIRM 20-00-00 AND 20-50-00.

THE FOLLOWING CORRODED PARTS WERE REMOVED AND REPLACED: (1) FRAME 16, RH T-CHANNEL CORRODED. REMOVED AND REPLACED T-CHANNEL PER SRM 51-40-02 PN 120-08896-001 SN NSN. (2) RH CENTER “T” PROFILE AT FRAME 40 CORRODED. REMOVED AND REPLACED AFT RH “T” PROFILE PER SRM 51-40-02 PN 120-04449-001 SN NSN. (3) LH BEAM PLATE CORRODED FROM STATION 13056.0 – 15050.0. REMOVED AND REPLACED LH BEAM PLATE (BUTT STRAP) PN 120-06158-001 SN NSN IAW SRM 51-40-02. (4) RH BEAM PLATE CORRODED FROM STATION 11430.0 – 13056.0. REMOVED AND REPLACED RH BEAM PLATE (BUTT STRAP) PN 120-46163-001 IAW CPM 53-20-01 AND SRM 51-40-02. (5) RH BEAM PLATE CORRODED FROM APPROXIMATELY STATION 13056.0 – 15050.0. REMOVED AND REPLACED RH BEAM PLATE PN 120-06158-001 SN NSN IAW CPM 53-20-01 AND SRM 51-40-02. (6) LH FLOOR SILL CORRODED FROM STATION 4992.0 – 6653.1. REMOVED AND REPLACED SILL PN 120-05802-001 SN FLL0116097 PER SRM 51-40-02. (7) LH FLOOR SILL CORRODED FROM APPROXIMATELY STATION 15050.0 – 16144.9. REMOVED AND REPLACED LH FLOOR SILL IAW SRM 51-40-00 PN 120-06157-005 SN NSN (QTY 2). (8) RH FLOOR SILL CORRODED FROM STATION 13056.0 – 15050.0. REMOVED AND REPLACED RH FLOOR SILL PN 120-06159-01 SN NSN IAW SRM 51-40-02. (9) RH FLOOR SILL CORRODED FROM APPROXIMATELY STATION 11430.0 – 13056.0. REMOVED AND REPLACED RH FLOOR SILL PN 120-04171-002 SN NSN IAW SRM 51-40-02 (QTY 2). (10) LH AND RH FLOOR BUTT STRAP CORRODED, BETWEEN FRAMES 13A – 20. REMOVED AND REPLACED LH AND RH FLOOR BUTT STRAPS WITH FABRICATED BUTT STRAPS PN 120-46156-601 SN NSN USING THE ORIGINAL PART DIMENSIONS IAW EMB DRAWING 120-46156 AND EMB SRM 51-30-01, INSTALLED IAW SRM 51-40-02 PN (QTY 4).

04/30/2022 UPON ENTERING THE UPS RAMP RH GREEN LANDING GEAR DOWN INDICATOR WENT OUT AND RED MLG HANDLE LIGHT CAME ON FOLLOWED BY THE POP OF THE LANDING GEAR CONTROL CIRCUIT BREAKER. WHILE THE PILOT WAS WRITING UP THIS DISCREPANCY THE RH DRAG BRACE COLLAPSED WITH THE ENGINES AND AIRCRAFT POWER TURNED OFF. ALL THREE (3) LANDING GEAR DOWN INDICATORS ILLUMINATED NORMALLY AFTER GEAR EXTENSION ON FINAL AND REMAINED SO UNTIL EXITING THE TAXIWAY ONTO THE RAMP. N699CZ'A LANDING WAS SMOOTH INTO KMKE. FREIGHT RUNNERS EXPRESS, INC. MAINTENANCE CONTROL REQUESTED TO LEAVE N699CZ WHERE IT IS AND NOT TO MOVE IT ANY FURTHER. WHEN TESTED ON THE GROUND, ALL THREE (3) LANDING GEAR DOWN INDICATORS ILLUMINATE.

FUSELAGE SKIN UPPER LH CORNER OF THE CARGO DOOR WAS DAMAGED FROM A FORKLIFT. REPAIRED DAMAGE AT REAR FUSELAGE CARGO DOOR FWD UPPER CORNER DOOR SKIN CUTOUT AS PER EMBRAER ETD2022-120-014837 REV B AND CALSPAN CORPORATION ENGINEERING DRAWING # CAL-F-M0329 REV B DATED 2022-04-29. REINSTALLED CARGO DOOR ON N120HL AS PER THE EMBRAER MAINTENANCE MANUAL 52-30-00-4. OPERATIONALLY CHECKED SATISFACTORY.

PROFILE CORRODED BEYOND LIMITS, FS 6653.1 AND FRAME 19A, STRINGER 20R.

WHILE TAXING THE AIRCRAFT AFTER LANDING THE FLIGHT CREW NOTICED THERE WAS A LOSS OF BRAKING ON THE LH SIDE. FOUND LEAKING BRAKE FLUID OUT OF THE LH BRAKE LINE WHERE IT GOES TO THE CALIPER. TIGHTENED THE BRAKE LINE GOING INTO THE LH OUTBOARD CALIPER. BLED THE BRAKES AND LEAK CHECKED GOOD IN ACCORDANCE WITH THE BEECHCRAFT 99 MAINTENANCE MANUAL. NO DEFECTS FOUND AT THIS TIME. NO FURTHER ACTION IS REQUIRED.

PILOT REPORTS "RH ENGINE SN PC-51404 FAILURE ON TAKEOFF ROLL. ALL ANNUNCIATORS WERE EXTINGUISHED AND ENGINE INSTRUMENTS IN THE GREEN. AS I BEGAN MY ROLLOUT AND BEFORE I COULD REACH THE DESIRED POWER SETTING, THERE WAS A POP FROM THE RH SIDE AND THE AIRPLANCE PULLED TO THE RIGHT. I IMMEDIATELY RETARTED THE THROTTLE AND CAME TO A STOP, WHERE I SAW THE RH WINDOW COVERED IN CLEARISH FLUID. ADVISED ATC OF ABORTED T/O AND THEY REQUESTED ME OFF THE ACTIVE RUNWAY AS AN AIRLINER WAS ON 3 MILE FINAL." MAINTENANCE, UPON INVESTIGATION OF AIRCRAFT IT WAS DETERMED THERE WAS A MISSING POWER TURBINE BLADE FROM FIR TREE, A FEW BROKEN BLADES (APPROX 1/2 MISSING) AND BENT BLADES ON THE PT DISK. IT IS SUSPECTED EITHER PT BLADE FAILURE OR GEAR REDUCTION FAILURE CAUSED THIS EVENT.

REMOVED THE CRACKED BULKHEAD DOUBLER P/N 115-440026-3 S/N NSN AT FUSELAGE STATION TO 428.335 AT THE VERTICAL STABILIZER LOWER ATTACH BOLTS. INSTALLED A NEW BULKHEAD DOUBLER P/N 115-440026-3 S/N NSN IN ACCORDANCE WITH THE BEECHCRAFT MAINTENANCE MANUAL, CHAPTER 53. NO DEFECTS NOTED. NO FURTHER ACTION IS REQUIRED AT THIS TIME. N899CZ IS NOT BEING RETURNED TO SERVICE AT THIS TIME AS SCHEDULED MAINTENANCE IS BEING COMPLIED WITH.

DURING LANDING RT MAIN LANDING GEAR DRAG LEG FITTING FAILED.

IN FLIGHT, PILOT RECEIVED FIRE INDICATION ON ENGINE NR 1 WHILE ON FINAL APPROACH. NO EVIDENCE OF FIRE WAS PRESENT AND WARNING EXTINGUISHED AFTER A FEW MINUTES. LEFT SIDE OF AIRCRAFT WAS FACING RISING SUN, IT IS BELIEVED THE FALSE WARNING MAY HAVE BEEN TRIGGERED BY SUNLIGHT ENTERING THE ENGINE COWLING AND ACTIVATING THE PHOTO CELL FOR THE FIRE DETECTION SYSTEM. SYSTEM CHECKED AND FUNCTIONS NORMALLY. NO ABNORMALITIES IN THE SYSTEM WERE FOUND.

DURING FLIGHT RH ENGINE EEC FAILURE ANNUNCIATED WITH POWER REDUCTION TO ZERO PERCENT TORQUE. CREW PERFORMED QRH PROCEDURE, UNABLE TO RESTORE POWER ABOVE FLT IDLE. AIRCRAFT DIVERTED TO SUITABLE AIRPORT WITH PROPELLER IN FEATHER. AFTER LANDING ENGINE POWER AND EEC SYSTEM CHECKED, COULD NOT DUPLICATE, EEC AND ENGINE OPERATION WAS NORMAL.

PILOT RECEIVED A FIRE WARNING ON THE LT ENGINE. PERFORMED ENGINE FIRE PROCEDURE IAW COCKPIT CHECKLIST, VERIFIED FALSE WARNING. AFTER A SHORT PERIOD OF TIME WARNING CEASED. PART TOTAL TIME AND TOTAL CYCLES ARE UNKNOWN.

IN FLIGHT PILOT RECEIVE FIRE INDICATION ON NR 1 ENGINE. ENGINE SHUTDOWN IAW EMERGENCY PROCEDURES. DURING EXAMINATION OF ENGINE AND NACELLE NO EVIDENCE OF FIRE WAS PRESENT.

PILOT PRIMARY FLIGHT DISPLAY (PFD), DISPLAYED A TURN IN THE OPPOSITE DIRECTION PROVIDED MISLEADING AND INACCURATE DATA TO THE PILOT IN COMMAND DURING A TURN AFTER TAKEOFF. PILOT DIVERTED TO NEAREST SUITABLE AIRPORT. AFTER UNLOADING THE CARGO AND ON A SUBSEQUENT FERRY FLIGHT NO FURTHER DEFECTS WERE NOTED. MANUFACTURER HAS REPORTED VERBALLY THAT CARGO CONTAINING FERROUS METALS NEAR THE RSM COULD CAUSE THE RSM TO PROVIDE MISLEADING OR INACCURATE DATA, HOWEVER THERE IS NO RESTRICTION ON THE LOADING OF CARGO NEAR THE RSM OR EVEN A NOTE ABOUT IT IN THE AFM SUPPLEMENT OR PILOT'S GUIDE.

PILOT PRIMARY FLIGHT DISPLAY (PFD), AVIONICS EFD1000C3 LOST ALL ATTITUDE AND DIRECTION DATA IN FLIGHT. AFTER LANDING ON SUBSEQUENT POWER ON CYCLES THE PFD POWER ON SELF TEST/INITIALIZATION PAGE DISPLAYED "RSM FAIL 4 CHECK LINK".

PILOT'S SIDE EFIS PRIMARY FLIGHT DISPLAY (PFD) LOST ALL AIRSPEED, ATTITUDE AND HEADING DATA WHILE IN IMC AND PILOT'S AIRSPEED INDICATOR FAILED AT THE SAME TIME. OAT AT CRUISE ALTITUDE OF 17,000 FT WAS APPROXIMATELY -10 DEGREES C. THE PILOT COMMUNICATED WITH THE COMPANY AND THE COMPANY DETERMINED THE MOST LIKELY REASON OF THE FAILURE TO BE A LOSS OF AIRSPEED WHICH CAUSED THE PFD TO FAIL. LOGIC OF THE PFD IS THAT IF AIRSPEED IS LOST AND GPS GROUND SPEED IS OVER 50 KNOTS THE PFD WILL REMOVE ALL FLIGHT ATTITUDE AND HEADING DATA. THE WEATHER AT THE DESTINATION WAS VFR WHICH WAS NOT THE CASE AT THE DEPARTURE AIRPORT OR AN AIRPORT WITHIN CLOSE PROXIMITY OF THE ACFT AT THE TIME, THEREFORE THE FLIGHT CONTINUED TO THE DESTINATION AND LANDED WITHOUT INCIDENT. THE PITOT TUBE LINE DRAINS HAVE BEEN OPENED TO REMOVE ANY POSSIBLE MOISTURE FROM THE SYS WHICH COULD FREEZE AND CAUSE A FAILURE OF THE EFIS AND AIRSPEED INDICATIONS.

NR 2 ENGINE FUEL FLOW FLUCTUATED, FUEL PRESSURE LIGHT ILLUMINATED, FLAMED OUT AND PROPELLER FEATHERED. FUEL QUANTITY INDICATOR INDICATED 600 POUNDS AND WAS APPROPRIATE WITH THE STARTING INDICATING FUEL FOR THE DAY AND THE ESTIMATED BURN WHEN NR 2 ENGINE FLAMED OUT. ENGINE SURGED AGAIN AFTER THE INITIAL FLAME OUT AND THE PILOT ELECTED TO SHUTDOWN THE ENGINE AS OUTLINED IN THE COCKPIT REFERENCE HANDBOOK EMERGENCY PROCEDURES. AT THE TIME OF THE ENGINE FLAME OUT THE AIRCRAFT WAS ON A 2 MILE APPROACH IN VMC CONDITIONS. PILOT DECLARED AN EMERGENCY AND ACFT LANDED WITHOUT INCIDENT. UPON EXAMINATION OF THE FUEL TANKS IT WAS DISCOVERED THAT THE RIGHT FUEL SYSTEM WAS EMPTY AND FUEL QUANTITY SYSTEM INDICATING 600 POUNDS. FUEL DRAINS WERE OPENED, APPROXIMATELY .5 GALLON OF FUEL WAS RECOVERED. ACFT WAS FUELED ON FEBRUARY 10 TO A TOTAL OF 1000 POUNDS PER SIDE INDICATED WHICH WAS VERIFIED BY THE CREW PRIOR TO THE SERIES OF FLIGHTS ON FEBRUARY 12. THE TOTAL FLIGHT TIME ON FEBRUARY 12 PRIOR TO THE FLAME OUT WAS 1.2 HOURS, AN ESTIMATED BURN OF 400 POUNDS PER SIDE, THE INDICATION OF 600 POUNDS REMAINING IS CONSISTENT WITH FUEL BURN. AFTER INVESTIGATION IT WAS DISCOVERED THAT THE CONNECTION FROM THE HI Z HARNESS ASSY, FUEL QUANTITY RT PN 99-361000-662 TO THE HI Z JUNCTION BOX, RT PN 1289-305 WAS CAUSING ERRONEOUS INDICATIONS UNLESS THE CONNECTION WAS "PUSHED" IN. BOTH SIDES OF THE CONNECTOR WERE CLEANED AND FUNCTIONALLY CHECK OK.

DURING THE TAKEOFF ROLL, THERE WAS NO AIRSPEED INDICATION ON THE PFD. AT APPROXIMATELY 40-50KTS ANALOG BACKUP AIRSPEED INDICATOR WAS INDICATING CORRECTLY, EFIS X OUT ON ATTITUDE AND HEADING. AIRSPEED DISPLAYED '---' FOR THE TAKEOFF ROLL UP TO THE REJECTED TAKEOFF. WHEN THE 'X' CAME UP, CHECK PITOT HEAT ANNUNCIATION WAS DISPLAYED ON THE PFD. ONCE TURNING OFF OF THE RUNWAY, THE MESSAGE WENT AWAY AND THE ATTITUDE AND HEADING CAME BACK. THE CROSSCHECK ATTITUDE ANNUNCIATION WAS DISPLAYED ON THE TOP OF THE PFD. THE PFD THEN REALIGNED AND ALL INDICATIONS WERE NORMAL. A SECOND TAKEOFF WAS ATTEMPTED AND THE SAME FAILURE OCCURRED. ACFT WAS INSPECTED AND IT WAS FOUND THAT THE PITOT LINE HAD BECOME DISCONNECTED FROM THE UNIT. WITHOUT A VALID AIRSPEED INPUT AND WHEN THE GPS GROUND SPEED IS ABOVE 50 KNOTS THE ATTITUDE AND DIRECTION INDICATOR FAIL. TO CHANGE THE SOFTWARE SO IN THE EVENT OF A PITOT FAILURE THE ATTITUDE AND DIRECTION DO NOT COMPLETELY FAIL, THE FACT THAT THE ATTITUDE AND DIRECTION FAILING IN THE EVENT OF ONLY A PITOT FAILURE CAN RESULT IN AN UNSAFE CONDITION WHICH DID NOT EXIST BUT WAS CREATED BY THE PFD SOFTWARE ITSELF. ADDITIONALLY WE RECOMMEND REMOVING THE QUICK DISCONNECT PITOT AND STATIC LINES AND INSTALL CONVENTIONAL B-NUT CONNECTORS, AS THIS WOULD OF PREVENTED THE PITOT LINE FROM BEING DISCONNECTED.

ROUGH RUNNING ENGINE ON CLIMB OUT. ON DISASSEMBLY, IT WAS DISCOVERED THAT THE LT MAGNETO WAS SEIZED. THIS EXTREME FORCE CAUSED THE CUP FOR THE IMPULSE DRIVE DAMPERS TO FRACTURE AND 2 METAL PARTS FELL INTO THE OIL PAN.

EFIS SYSTEM, AVIONICS PRIMARY FLIGHT DISPLAY LOST ALL ATTITUDE, HEADING, AND NAVIGATION DATA AND DISPLAYED "RED X" FAIL INDICATIONS.

ACFT EXPERIENCED "CROSS CHECK ATTITUDE" INDICATION ON AVIONICS PRIMARY FLIGHT DISPLAY (EFIS) AND HEADING INDICATIONS OF UP TO 90 DEGREES OFF LT AND RT WHILE IN CRUISE FLIGHT.

EFIS SYS, AVIONICS EFD1000C3 PRIMARY FLIGHT DISPLAY SYS, EXPERIENCED A COMPLETE FAILURE SHORTLY AFTER TAKEOFF. SCREEN WENT COMPLETELY BLACK AND CREW WAS UNABLE TO RESTORE SYS USING PROCEDURES IN THE EFD1000C3 AIRPLANE FLIGHT MANUAL SUPPLEMENT AND PILOT'S GUIDE.

EFIS SYS, EFD1000C3 PRIMARY FLIGHT DISPLAY SHOWED ERRATIC HEADING INDICATIONS DURING A PRACTICE INSTRUMENT APPROACH WHILE CONDUCTING PILOT TRAINING. SHORTLY AFTER THE ERRATIC HEADING INDICATIONS A "CROSS CHECK ATTITUDE" ANNUNCIATION WAS DISPLAYED. WITHIN 5 SECONDS OF RECEIVING THE "CROSS CHECK ATTITUDE" ANNUNCIATION THE PRIMARY FLIGHT DISPLAY "RED XED" AND ALL ATTITUDE, HEADING, AND NAVIGATION INFORMATION WAS R & R WITH FAIL INDICATIONS. THE FLIGHT RETURNED TO DEPARTURE FOR LANDING AND EXAMINATION BY MX.

LT ENGINE PRODUCED A SERIES OF SOUNDS INDICATIVE OF COMPRESSOR STALL WHEN LEVELED AT FL190. TORQUE RAPIDLY DIMINISHED AND TEMPERATURE ROSE. PILOT SHUTDOWN ENGINE AS A PRECAUTION. ENGINE REMOVED AND SENT FOR ANALYSIS. (K)

PILOT REPORTED SMOKE IN COCKPIT DURING FLIGHT AND MADE EMERGENCY LANDING. FOUND GEAR MOTOR TO BE BURNED UP, HAVING CYCLED EXCESSIVELY. MATTER STILL UNDER INVESTIGATION, APPROX 3900 HOURS SINC REPAIR OF GEAR MOTOR. (GL13200503454) (K)

FOUND TOP CAP TO BE CRACKED AROUND CIRCUMFERENCE OF INTERIOR BORE. (GL13200503455) (K)

FOUND FIREWALL CONNECTOR TO BE WET WITH WATER. PILOT REPORTED FLYING THROUGH SOME INTENSE SHOWERS EN ROUTE TO MILWAUKEE, WI FROM STEVENS POINT, WI. CONNECTOR WAS DRIED OUT, RE-ASSEMBLED, AND FUNCTION TESTED SATISFACTORY.

UNABLE TO RETRACT GEAR DUE TO PUMP WEAKENING CAUSED BY LEAKING/WORN SEALS AND BLEED DOWN OF SYSTEM.

STARTER ADAPTER SPRING BROKE.

ELEVATOR CONTROL SYSTEM TORQUE TUBE ASSEMBLY FOUND CRACKED AT TAPER PIN HOLE.

ELEVATOR CONTROL SYSTEM TORQUE TUBE ASSY FOUND CRACKED AT TAPER PIN HOLE.

LANDING GEAR RIGHT MAIN WOULD NOT INDICATE DOWN AND LOCK. RIGHT SIDE LANDING MAIN GEAR DOWN AND LOCKED LIGHT WOULD NOT ILLUMINATE. ON TOUCH DOWN, GEAR LIGHT ILLUMINATED. LUBED, CLEANED, AND CHECKED GEAR, FOUND OK.

ENGIEN POWER WOULD NOT DECREASE DUE TO BINDING ROD END CONNECTOR CAM BOX TO FCU. TAT: 30,824 HOURS. ENG TSN: 4,295 HOURS. ENG TSO: 1,129 HOURS.