CENTURY AVIATION INC

Operated by Century Aviation (per NTSB report)

AIRCRAFT WAS CRUISING AT FL 250 FROM KBFI TO KEUG. THE THROTTLES RETARDED FOR DESCENT & SMOKE BEGAN EMANATING FROM COCKPIT WEMACS. SMOKE LIGHT & BECAME THICKER, DID NOT OBSCURE VISION. AN OIL ODORL OBSERVED. SEVERAL SECS LATER OIL 2 LIGHT ILLUMINATED, PIC OBSERVED ENG 2 OIL PRESSURE ABOUT 17PSI. ENG 2 WAS BROUGHT TO FLT IDLE & CHKLIST CONSULTED. SIC OBSERVED OIL PRESSURE TO READ UNDER 5PSI. PIC OBSERVED THE OIL 2 LIGHT EXTINGUISH VERY BRIEFLY THEN ILLUMINATE STEADILY. 30-90 SECS AFTER OIL 2 LIGHT ILLUM, ENG 2 WAS SHUTDOWN. NO VIBRATIONS OR OTHER ANOMALIES OBSERVED. SMOKE DISSIPATED. AFTER AN UNEVENTFUL LANDING AT KUEG, PILOTS OBSERVED OIL TANK SIGHT GLASS EMPTY, & A NORMAL TO MORE THAN NORMAL AMOUNT OF OIL ON THE COWLING AREA. A SOAP WAS TAKEN, CHIP DETECTOR FOUND CLEAN, & A VISUAL INSPECT OF ENGINE & OIL FILTER SHOWED NO ANOMALIES. OIL TANK LEVEL CONFIRMED TO BE JUST BELOW THE SIGHT GLASS, 3 QUARTS ADDED TO BRING LEVEL TO NORMAL. AN ENG START ATTEMPTED & OBSERVED N1 WOULD NOT SPOOL ABOVE ABOUT 2% & LIGHT VIBRATION OBSERVED. SEVERAL SMALL METALLIC PIECES OBSERVED IN TAILPIPE & REMOVED AND RETAINED.

DC GENERATOR BEARING FAILED CAUSING GENERATOR TO PARTIALLY DISINTEGRATE AND BECOME DETACHED FROM ITS DRIVE PAD. DURING THE FAILURE THE FIRE LOOP WAS STRUCK CAUSING IT TO FAIL, OIL WAS RELEASED FROM THE ENGINE CAUSING A LOSS OF OIL PRESSURE, AND THE HEAT FROM THE FAILURE BURNED THE AREA AND COMPONENTS ADJACENT THE GENERATOR. DEPARTED KTKI THIS MORNING TO GO TO TUPJ WITH 2 CREW AND 8 PAX. ENROUTE NEAR THE BAHAMAS GOT CASS MESSAGE THAT SAID DC.BEARING FAIL RH. THIS FOLLOWED UP ALMOST IMMEDIATELY WITH A RH GEN FAILURE. WHILE RUNNING THE APPROPRIATE CHECKLIST, WE STARTED TO FELL HEAVY VIBRATIONS COMING FROM THE RH ENGINE. THIS IN TURN GAVE US ANOTHER CASS MESSAGE THAT SAID FIRE DETEC FAIL RH ENGINE. ABOUT 2-3 MINUTES LATE WE GOT ANOTHER CASS MESSAGE THE SAID OIL PRESSURE LOW RH ENG. WE DECLARED AND EMERGENCY AT THIS TIME AND DIVERTED TO KMIA. WE ENDED UP HAVING TO SHUT THE RH ENG DOWN DUE TO LOW OIL PRESSURE. A SINGLE ENGINE LANDING WAS MADE INTO KMIA.

DURING INITIAL CLIMB FROM JAX TO PBI ON 17DEC23, THE CREW HAD THE TWO TRANSIT LIGHTS ON FOR THE GEAR HANDLE AND WOULD NOT EXTINGUISH. THEY ASKED ATC TO STAY LOW AND SLOW, BETWEEN 1500 AND 2000 FEET AGL, AT WHICH TIME THEY CYCLED THE GEAR. THE TWO TRANSIT LIGHTS WOULD NOT RESET SO THEY LOWERED THE GEAR AGAIN, WAITED 10 SECONDS, AND SELECTED UP. THE GEAR DID GO UP AND LOCK ON THIS ATTEMPT. DURING CLIMB, AT APPROXIMATELY 13000 FT AND 250 KTS THE TRANSIT LIGHTS CAME ON AND THE NOSE GEAR DEPLOYED UNCOMMANDED.

USING EDDY CURRENT TESTING, A FLAW WAS FOUND ON THE WHEEL HALF IN THE BEAD AREA. INSPECTION WAS PERFORMED IAW MM 32-45-23.

ON SHORT FINAL, CREW NOTICED HYDRAULIC LOW PRESSURE LIGHT ILLUMINATED, THE HYDRAULIC PRESSURE WAS STILL IN THE LOWER PORTION OF THE GREEN. ANALYZED EMERGENCY PROCEDURES CHECKLIST, AND PROCEEDED TO LOWER THE LANDING GEAR. LT AND RT MLG LEGS EXTENDED AND SHOWED GREEN LIGHTS, THE NLG HAD NOT UNLOCKED. NOTED THAT THE HYDRAULIC PRESSURE WAS NOW A ZERO. EXTENDED THE LANDING GEAR WITH THE EMERGENCY EXTENSION SWITCH, THE NLG EXTENDED, WITH 3 GREEN LIGHTS. DID NOT DECLARE AN EMERGENCY. ON LANDING, UTILIZED EMERGENCY BRAKING. NOTED A POOPED RT OUTBOARD MLG TIRE AFTER EXITING THE AIRCRAFT. NOTED THAT THERE WAS A LARGE AMOUNT OF HYDRAULIC FLUID LEAKING FROM THE DRAINS ON THE AIRCRAFT BELLY. AFTER INSPECTION, A CHAFED AND LEAKING FITTING ON THE RT BRAKE HYDRAULIC RETURN LINE WAS FOUND.

FOUND LT MAIN WHEEL WELL SATURATED WITH JET FUEL AND FUEL STREAKING DOWN LT SIDE OF FUSELAGE AND UP THE TAIL. NO ACTIVE LEAK NOTED. UPON INVESTIGATION, FOUND PANEL 512AB LOOSE/HANGING DOWN, ALTHOUGH NOT LEAKING STATICALLY AND INCORRECT HARDWARE INSTALLED. PANEL APPEARED TO BE ONLY LEAKING WHILE THE ACFT WAS IN-FLIGHT.

NOSE GEAR WOULD NOT RETRACT. TRUNNION PINS HAD FROZEN UP. TRUNNION PINS DO NOT HAVE ANY LUBRICATION GREASE ZERTS WHICH COULD HAVE PREVENTED THE NOSE GEAR TRUNNION FROM FREEZING UP.

OIL PUMP SHAFT SHEARED THUS UNCOUPLING THE FUEL PUMP FROM THE ENGINES GEARBOX. THE CRACK THAT CAUSED THE EVENTUAL SHEARING OF THE GEARSHAFT APPARENTLY ORIGINATED AT A SLOT FOR THE LOCKING KEY THAT WAS MACHINED DURING A PAST REWORK (MODIFICATION) THAT HAD BEEN DONE TO THE PUMP. (SW05200400286)

UPON APPROACH INTO OMA, LANDING GEAR WAS EXTENDED, RIGHT MAIN GEAR DOWN/LOCKED LIGHT FAILED TO ILLUMINATE. COCKPIT LIGHT TESTED GOOD. EMERGENCY GEAR EXTENSION WAS PERFORMED IAW WITH CHECKLIST. RIGHT GEAR DOWNLOCKED WAS STILL NOT ESTABLISHED. EMERGENCY LANDING WAS PERFORMED. AIRCRAFT THEN ACCOMPLISHED FERRIED FLIGHT TO DUNCAN AVIATION AT LINCOLN. DUNCAN FOUND DOWNLOCKED INDICATION. REPLACED FAULTY SWITCH. (M)

ON DEPARTURE, A FUEL NO TRANSFER CAUTION LIGHT ILLUMINATED INDICATING FUEL WAS NOT TRANSFERRING FROM THE LEFT AUXILIARY TANK. THE AIRCRAFT RETURNED TO DEPARTURE AIRPORT (HOME BASE) WITHOUT INCIDENT. THE MOTIVE FLOW PRESSURE SWITCH WAS FOUND DEFECTIVE. (X)

THE AIRCRAFT HAD A RIGHT FUEL COMPUTER WARNING LIGHT ILLUMINATE IN-FLIGHT, AND THE ASSOCIATED FUEL COMPUTER TRIP TO THE MANUAL MODE. THE N3 MONOPOLE WAS TROUBLESHOT TO HAVE AN OPEN PIN. (X)