TREGO/DUGAN AVIATION, INC.

ENGINE WAS RETURNED TO OUR REPAIR STATION FOR UNSCHEDULED REPAIR. DURING AN AIRCRAFT PRE-BUY INSPECTION BEING PERFORMED BY AN AIRCRAFT SERVICE CENTER, EVIDENCE OF FOD DAMAGE WAS FOUND IN THE COMPRESSOR SECTION OF THE ENGINE. NOTE: AIRCRAFT SELLER DID NOT REPORT ANY OPERATIONAL ANOMALIES WITH ENGINE SERIAL NUMBER 1915. THE SERVICE CENTER PROVIDED PHOTOGRAPHS TO, AND CONTACTED, W.I. OEM PRODUCT SUPPORT FOR DISPOSITION. BASED ON THE DAMAGE EXHIBITED IN THE PHOTOS PROVIDED BY THE SERVICE CENTER, W.I. OEM PRODUCT SUPPORT DIRECTED REMOVAL OF THE ENGINE FOR RETURN TO OUR REPAIR STATION FOR REPAIR. AFTER INDUCTION INTO OUR REPAIR STATION, SUBSEQUENT DISASSEMBLY REVEALED ONE MISSING INTERMEDIATE PRESSURE COMPRESSOR (IPC) ROTOR BLADE. THE DOWNSTREAM HIGH PRESSURE COMPRESSOR ROTOR EXHIBITED SECONDARY DAMAGE, INDICATING SOME PORTION OF THE LIBERATED IPC ROTOR BLADE ENTERED THE ENGINE CORE. STATIC COMPONENTS, INCLUDING THE FAN STATOR VANES AND IPC STATOR VANES ALSO EXHIBITED SECONDARY DAMAGE FROM THE IPC BLADE LIBERATION.

RH ENGINE FIRE INDICATION ON APPROACH TO LAND. USED BOTH FIRE BOTTLES AND SHUT DOWN THE ENGINE, AND THE LIGHT REMAINED ILLUMINATED. AFTER INSPECTION, NO EVIDENCE OF FIRE WAS FOUND. INSPECTION DETERMINED THE CAUSE WAS A CHAFFED ENGINE FIRE DETECTION LOOP RUBBING ON AN ENGINE BLEED AIR LINE. R&R FIRE DETECTION LOOP AND OPS CHECK GOOD.

RH ENGINE FIRE INDICATION ON APPROACH TO LAND. USED BOTH FIRE BOTTLES AND SHUT DOWN THE ENGINE, AND THE LIGHT REMAINED ILLUMINATED. AFTER INSPECTION, NO EVIDENCE OF FIRE WAS FOUND. INSPECTION DETERMINED THE CAUSE WAS A CHAFFED ENGINE FIRE DETECTION LOOP RUBBING ON AN ENGINE BLEED AIR LINE. REMOVED AND REPLACED THE FIRE DETECTION LOOP, AND OPS CHECK WAS GOOD.

LH SPEED BRAKE ACTUATOR RUPTURED CAUSING A LOSS OF HYDRAULIC FLUID AND PRESSURE. THE LANDING GEAR HAD TO BE EXTENDED IN EMERGENCY MODE. THE AIRCRAFT LANDED SAFE.

IN-FLIGHT RH ENGINE OIL TEMP FLUCTUATED THEN INDICATED HIGH CAUSING A CAS RED MESSAGE INDICATING RH ENGINE OIL TEMP WAS HIGH. THE CREW SHUT DOWN THE ENGINE AND LANDED WITHOUT INCIDENT. THE ENGINE OIL TEMP SENSOR WAS CHANGED AND THE OPS CHECK WAS GOOD.

ON CLIMB OUT 22 MINUTES AFTER TAKE OFF AIRCRAFT WAS CLIMBING THROUGH FL 320 ABOUT TO LEVEL OFF AT 330 WHEN A LOUD POP FOLLOWED BY A SUDDEN CRACKING OF THE OUTER PANE OF THE COPILOTS WINDSHIELD. THERE WAS NO CHANGE IN CABIN PRESSURE. AIRCRAFT LANDED IN TUS WITH NO ISSUE.

ON CLIMB OUT REACHING FL 345, THERE WAS LOUD POP THAT CAME FROM THE LEFT FRONT WINDSHIELD CAUSING THE WINDOW TO CRACK THE OUTER PANE. THERE WAS NO PRESSURIZATION CHANGES IN THE CABIN. AIRCRAFT LANDED IN VMC WITH NO ISSUE.

PILOT DID NOT HAVE A NOSE GEAR DOWN INDICATON NO "GREEN" LIGHT AFTER EXTENDING THE GEAR FOR LANDING. ALSO NOTED THAT THERE WAS NOT "RED" LIGHT OR UNSAFE INDICATION. PILOT ELECTED TO PERFORM AN EMERGENCY EXTENSION TO INSURE NOSE GEAR WAS DOWN. FLIGHT WAS AT NIGHT AND TOWER WAS CLOSED. AFTER LANDING GREEN LIGHT ILLUMINATED. MX CREW TESTED GEAR SYSTEM AN FOUND NO FAULTS. SUSPECT THAT LIGHT WAS LOOSE IN SOCKET, OR NOT CLICKED IN ALL THE WAY. PRESS TO TEST DID WORK FINE.

LT MAIN TIRE WAS PUNCTURED WHEN IT ENCOUNTERED UNKNOWN FOD CAUSING THE TIRE TO COMPLETELY DEFLATE ON LANDING. THE ACFT WAS ABLE TO MAINTAIN BRAKING CONTROL AND SAFELY TAXI OFF THE RUNWAY. SIGNIFICANT HEAT WAS DEVELOPED IN THE BRAKING ACTION AND CAUSED 2 OF THE FUSE PLUGS IN THE WHEEL TO MELT. INSP OF THE TIRE CARCASS AFTER THE ACFT WAS TOWED OFF THE TAXI WAY REVEALED A LARGE PUNCTURE IN THE CENTER TREAD OF THE TIRE FROM AN UNKNOWN SOURCE.