MARTINAIR, INC.

Operated by Martinair (per NTSB report)

THERE WAS A MOMENTARY BAGGAGE COMPARTMENT FIRE WARNING CAS MESSAGE ON CLIMB OUT FROM KFHB. BEFORE THE FLIGHT CREW COULD TAKE ANY ACTION THE WARNING EXTINGUISHED. THE MESSAGE DURATION WAS APPROXIMATELY 2 SECONDS. NO CORRECTIVE ACTION WAS TAKEN BY THE FLIGHT CREW AND NO FURTHER BAGGAGE COMPARTMENT FIRE WARNING CAS MESSAGES WERE EVIDENT. THE FLIGHT CONTINUED TO THE DESTINATION AIRPORT OF KRIC WHERE THE FIRE WARNING SYSTEM WAS INSPECTED. THE BAGGAGE COMPARTMENT AFT WALL COVERING WAS FOUND PARTIALLY DETACHED AND BLOCKING THE BAGGAGE VENT. THE WALL COVERING WAS SECURED AND THE SYSTEM WAS OPERATIONALLY CHECKED PER THE CESSNA 680 MAINTENANCE MANUAL CHAPTER 26-10-40. THERE WERE NO FURTHER CAS MESSAGES. AN ATTEMT WAS MADE ON JUNE 14, 2021-JUNE 15, 2021-JUNE 16, 2021, JUNE 17, 2021 AND JUNE 18, 2021 TO FILL OUT AND SUBMIT THIS SERVICE DIFFICULTY REPORT. ALL ATTEMPTS TO GET INTO THE SDR SITE WERE BLOCKED UNTIL TODAY (JUNE 22, 2021)

AIRCRAFT N189PP, LEAR 45 S/N 264, DEPARTED FROM KRIC ON DECEMBER 13 AT APPROXIMATELY 4:00 PM EASTERN STANDARD TIME. SHORTLY AFTER REACHING CRUISE ALTITUDE OF 40,000 FEET THERE WAS A LOUD POP FOLLOWED BY A SUDDEN LOSS OF PRESSURIZATION. AN EMERGENCY WAS DECLARED, AND A RAPID DECENT WAS MADE TO 15,000 FEET. THE AIRCRAFT RETURNED TO KRIC AND MADE A NORMAL LANDING. DURING TROUBLESHOOTING OF THE SYSTEM IT WAS DISCOVERED THAT THE CABIN PRESSURIZATION MUFFLER P/N 12945-096-801 HAD RUPTURED PURGING BLEED AIR INTO THE TAILCONE INSTEAD OF THE CABIN. THIS EXPLAINS THE LOUD POP THE CREW HEARD FOLLOWED BY A RAPID LOSS OF PRESSURIZATION.

AT CRUISE ALTITUDE OF 40,000 FEET THE PILOTS HEARD A POP FOLLOWED BY A LOSS OF PRESSURIZATION. AN EMERGENCY WAS DECLARED, AN EMERGENCY DECENT MADE TO 15,000 FEET. THE AIRCRAFT RETURNED TO KRIC AND MADE A NORMAL LANDING. INVESTIGATION IDENTIFIED A RUPTURED BLEED AIR MUFFLER P/N 12945-096-801. THE UNIT WAS REMOVED AND SENT OUT FOR REPAIR. IT WAS INSTALLED AND THE PRESSURIZATION SYSTEM OPERATED NORMALLY.

ON APPROACH TO LANDING THE LEFT MAIN GEAR DOWN AND LOCKED (GREEN) LIGHT DID NOT ILLUMINATE WHEN THE GEAR WAS EXTENDED. THE FLIGHT CREW PERFORMED A GO-AROUND TO COMPLY WITH THE CHECKLIST REQUIREMENTS. AFTER GOING THROUGH THE CHECKLIST AND VERIFYING THE GEAR WAS DOWN AND LOCKED, A NORMAL LANDING WAS MADE WITHOUT INCIDENT. MAINTENANCE WAS PERFORMED AND THE LEFT DOWN AND LOCKED (GREEN) LIGHT BULB WAS FOUND TO BE BURNED OUT. A NEW BULB WAS INSTALLED. NO FURTHER DISCREPANCY NOTED.

DURING APPROACH, GEAR WAS SELECTED DOWN. NOSE GEAR GREEN LIGHT DID NOT COME ON & NOSE DOOR REMAINED OPEN. AS PER THE CHECKLIST THE GEAR WAS SELECTED UP, THE MAINS RETRACTED BUT THE NOSE DOOR REMAINED OPEN. GEAR WAS RE-SELECTED DOWN AND NORMAL GEAR DOWN INDICATIONS(3 GREEN, NO RED, DOOR CLOSED) WERE PRESENT. LANDING AND TAXI WERE NORMAL.

DURING CLIMB, THE RIGHT PRECOOLER FAIL LIGHT ILLUMINATED. THE CREW AND PASSENGERS EXPERIENCED DIFFICULTY BREATHING. THE RIGHT BLEED AIR SOURCE WAS SELECTED OFF AND THE AIRCRAFT RETURNED TO DEPARTURE AND LANDED WITHOUT INCIDENT. TROUBLESHOOTING INCLUDED SWAPPING THE FLOW CONTROL VALVES FROM LEFT TO RIGHT AND RIGHT TO LEFT. ON A SUBSEQUENT FLIGHT THE LEFT PRECOOL FAIL LIGHT ILLUMINATED. FLOW CONTROL VALVE WAS REMOVED AND AN OVERHAULED FLOW CONTROL VALVE WAS INSTALL. NO FURTHER PRECOOL FAILURES HAVE OCCURRED DURING APPROXIMATELY 10 FLIGHTS SINCE THE CHANGE.

DURING A SCHEDULED NDI INSPECTION OF THE CABIN DOOR HINGE A CRACK WAS DETECTED ON 1 OF THE LOBES OF THE DOOR SIDE HINGE HALF. EDDY CURRENT METHOD OF NDI WAS USED.

WHILE PERFORMING A SCHEDULED A-D INSPECTION FOUND COPILOT COCKPIT SIDE WINDOW CRACKED USING THE PRISM INSPECTION METHOD. THE D-INSPECTION REQUIRES THAT BOTH WINDSHIELDS BE INSPECTED BY REMOVING THE WINDSHIELD RETAINERS OR USING OPTICAL PRISM INSPECTION METHOD. THERE IS NO STATEMENT IN THE AC MM OR IN THE A-D INSPECTION CHECKLIST THAT REQURIES YOU TO INSPECT THE COCKPIT SIDE WINDOWS IN THE SAME MANNER AS THE WINDSHIELDS. ALL OF THE WINDOWS IN THE COCKPIT AREA ARE INSTALLED OR FASTENED IN THE SAME MANNER AS THE WINDSHIELDS. IT IS SUSPECTED THAT THE COPILOT SIDE WINDOW CRACKED FROM FATIGUE, OR TOTAL TIME INSTALLED. THE WINDOW WAS MFG MAY OF 1997. WOULD RECOMMEND THAT INSPECTION OF ALL COCKPIT WINDOWS WITH A

WHILE PERFORMING A SCHEDULED A-D INSPECTION FOUND 6 SHEARED RIVETS AND 2 LOOSE RIVETS IN THE FORWARD RIVET LINE OF THE ATTACHMENT PIVOT FITTING PN 45A21183-11 ON THE BOTTOM OF THE HORIZONTAL STABILIZER. IT IS SUSPECTED THAT THE MISSING RIVETS FAILED FROM FATIGUE. RECOMMEND INSPECTING AREA THOROUGHLY AT EACH INSPECTION, CONTACTING MFG FOR REPAIR OPTIONS. THIS IS SECOND AC THAT THE SAME DISCREPANCY HAS BEEN FOUND. (K)

THE COCKPIT FAN MOTOR FAILED AND CAUSED SMOKE TO COME OUT OF THE OVERHEAD AIR VENTS. AFTER REPLACEMENT IT WAS NOTED THE FAN MOTOR WAS VERY HARD TO TURN. THERE IS NO TIME CHANGE FOR THIS MOTOR LISTED IN CHAPTER 5. (EA21200504524) (K)

THE LANDING GEAR WOULD NOT EXTEND WITH GEAR HANDLE DOWN. GEAR WAS LOWERED USING THE MANUAL EMERGENCY EXTENSION AND THE GEAR DOORS WERE CLOSED USING THE PNEUMATIC GEAR BOTTLE. PROBABLE CAUSE WAS THE HIGH RESISTANCE IN THIS SWITCH AND THE GEAR DOOR CLOSED SWITCH. (K) (EA21200504860)

THE LANDING GEAR WOULD NOT EXTEND WITH GEAR HANDLE DOWN. THE LANDING GEAR WAS LOWERED USING THE MANUAL EMERGENCY EXTENSION AND THE GEAR DOORS WERE CLOSED USING THE PNEUMATIC GEAR BOTTLE. PROBABLE CAUSE WAS THE HIGH RESISTANCE IN THIS SWITCH AND THE GEAR DOOR OPEN SWITCH. (EA21200504836) (K)

ELT PANEL LIGHT AROUND RTU2 (REMOTE TUNING UNIT NR 2) CIRCUIT BREAKER ARCED CAUSING SMOKE IN THE COCKPIT. REPLACED PANEL WITH NEW PANEL.

RIGHT MAIN LANDING GEAR ACTUATOR LEAKING HYDRAULIC FLUID. PLUNGER O-RING PART NUMBER M83461/1-146 FAILED BY ROLLING IN THE ACTUATOR. INSTALLED ACTUATOR REPAIR KIT WHICH CONTAINED AN IMPROVED SEAL.

OIL PRESSURE GAUGE INDICATES IN THE RED ZONE (HIGH) AT TAKE OFF POWER. OIL PRESSURE FOLLOWS THE POWER LEVER.

FLAP CIRCUIT BREAKER POPS WHEN FLAPS ARE SELECTED DOWN. CORRECTIVE ACTION: FOUND DIODE ON TB-28 IN RIGHT MAIN LANDING GEAR. WHEEL WELL SHORTED. INSTALLED NEW DIODE. PROBABLE FAILURE RELATED TO DIODE AND PC BOARD BEING EXPOSED TO ALL WEATHER ELEMENTS, CORROSION.

RIGHT ENGINE FIRE LIGHT ON IN FLIGHT. TROUBLESHOOTING PER MM. ALL CIRCUITS TESTED GOOD. REPLACED FIRE DETECT CONTROL BOX.

THE LANDING GEAR RETRACTED, BUT WOULD NOT EXTEND WITH HYDRAULIC PRESSURE, ALTERNATE GEAR EXTENSION WAS USED AND THE GEAR EXTENDED. TROUBLESHOOTING REVEALED THE GEAR UP SOLENOID WAS RECEIVING 28 VOLTS WITH THE GEAR HANDLE IN THE DOWN POSITION. FOUND THE LEFT SQUAT SWITCH FAILED INTERNALLY ALLOWING 28 VOLTS FROM THE ANTI-SKID YSTEM AND THE LEFT BLEED AIR SYSTEM TO POWER THE GEAR UP SOLENOID. REPLACED THE SQUAT SWITCH AND FUNCTIONALLY TESTED THE LANDING GEAR SYSTEM.

THE LEFT ENGINE HYDRAULIC PRESSURE LINE CRACKED UNDER AN ADEL CLAMP THAT SECURED THE LINE TO THE AIRCRAFT STRUCTURE LOCATED ABOVE AND AFT OF THE GENERATOR CONTROL UNIT. THE LINE HAD BEEN BADLY WORN BY TWO CLAMPS. ANYTIME AN ACCUMULATION OF BLACK RESIDUE IS NOTED AROUND THESE CLAMPS DURING AN INSPECTION, REMOVE THE CLAMPS AND INSPECT THE TUBING FOR WEAR.

ACTT 1990.5. PILOT ATTEMPTED TO START NR 1 ENGINE AT 12 PERCENT NG. STARTER DROPPED OFF-LINE. ON SUBSEQUENT ATTEMPT, ONLY ENGINE IGNITER OPERATED. DURING TROUBLESHOOTING, FOUND BOTH GROUND CIRCUIT DIODES HAD FAILED. REPLACED BOTH DIODES, OPS CHECK OF START SYSTEM CHECKED GOOD. REF: OPER CONTROL NR MXIA627G.