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CREW REPORTED CLIMBING THROUGH FL 350 A/P PITCH TRIM CAS ILLUMINATED. AUTO PILOT DISCONNECTED; A/P PITCH TRIM CAS MSG WENT OUT. MACH TRIM FAILURE CAS MESSAGE ILLUMINATED, RETRIM OF PITCH ATTEMPTED BUT TRIM INOPERATIVE. ATTEMPTED TO RESET EACH CIRCUIT BREAKER FOR THE STAB TRIM SYSTEM (MOTORS 1,2 &3), CONTROLLERS & HEATER ALL PITCH TRIM REMAINED INOPERATIVE. COMPLETED QRH EMERGENCY ACTION, SLOWED TO .78 MACH & DID NOT REENGAGE AUTOPILOT DECLARED EMERGENCY AND DIVERTED TO NEAREST SUITABLE AIRFIELD KCPS. MADE A SLOW DESCENT (1000'/MIN) CONTINUED TO CHECK TRIM OPERATION THROUGHOUT DESCENT. NORMAL TRIM OPERATION TOOK PLACE AT 8,300' AND 230KTS, MADE A NORMAL LANDING AT KCPS. GULFSTREAM TROUBLESHOT TO FAILED HSTA & REPLACED WITH REPAIRED UNIT. GULFSTREAM REPORTED FINDING INTERNAL MECHANICAL CLUTCH SLIPPING & WATER BETWEEN JACKSCREW AND DUST COVER RESULTING IN HEAVY CORROSION AND PITTING OF JACKSCREW THREADS CAUSING THEM TO BIND INTERMITTENTLY.

BRAKE FAIL CAS MESSAGE ILLUMINATED IN FLIGHT AND WOULD NOT RESET. CREW DECLARED EMERGENCY AND LANDED SAFELY AT KSFO USING EMERGENCY BRAKE.

DURING A TEST FLIGHT FOR A SLAT ISSUE, THE LEFT FORWARD OUTBOARD FAIRING DEPARTED THE AIRPLANE. UPON INSPECTION, IT WAS NOTED THAT WHEN IT WAS INSTALLED IN MAY OF 2015, THERE WAS POOR SURFACE CONTACT WITH THE ADHESIVE SHOWING ABOUT 50 PERCENT SURFACE COVERAGE. BECAUSE IT RELIES ENTIRELY UPON THIS ADHESIVE FOR MOUNTING, THE LACK OF SURFACE CONTACT LIKELY PLAYED A LARGE ROLL IN ITS DEPARTURE.

RIGHT ENGINE SHUTDOWN IN FLIGHT AT 27.000 FT.

NR 1 TIRE FAILED AT TAKEOFF AND DISABLED THE RIT MAIN GEAR SHUTTLE VALVE RESULTING IN A LOSS OF HYD FLUID FROM THE MAIN AND AUX SYSTEMS. A GEAR UP LANDING RESULTED.

LOSS OF HYD PRESS IN PRIMARY SYS, LOSS OF QTY IN AUX SYS. UNABLE TO EXTEND GEAR. PERFORMED GEAR UP LANDING.

REMOVED PREVIOUS REPAIR STRAP THAT WAS INBD OF CRACKED SKIN AT RIVET HOLE & FABRICATED NEW EXTENDED REPAIR STRAP TO INCORPORATE THREE EXTRA RIVET HOLES. THE NEW REPAIR STRIP IS MADE USING 0.050 INCH THICK 2024-T3 ALUMINUM. THE REPAIR STRIP & LE SKIN WERE PREPARED FOR BONDING & ATTACHED USING EA9394 ADHESIVE & NAS1097AD5 SOLID RIVETS. REFERENCE REPAIR IAW DERT-635514-NM ON FAA FORM 8110-3 & SKETCH BB-289-2014-001, DATED SEPTEMBER 25, 2014.

VIBRATION FELT FROM NOSE AFTER LIFTOFF. JACKED ACFT NOSE, ROTATED NOSE WHEEL ASSEMBLY & HEARD LOOSE COUNTER WEIGHT INSIDE OF TIRE. CONFIRMED AFTER DISASSEMBLY OF NOSE WHEEL THAT THE RUBBER WEIGHT HAD DISBONDED FROM INNER PORTION OF NOSE TIRE.

ON DESCENT FROM FL250, CABIN PRESSURE SPIKED TO 12500, CABIN LIGHTS ILLUMINATED AND NO SMOKING/SEATBELT SIGNS ILLUMINATED. POWER LEVERS WERE AT IDLE DUE TO TURBULENCE. ALTITUDE WARN ANNUNCIATOR DID NOT ILLUMINATE AND PAX O2 MASKS DID NOT DEPLOY. WHEN POWER WAS ADDED AND RATE INCREASED, CABIN DESCENDED BELOW 10000 AND WORKED PROPERLY. PRESSURIZATION CONTROLLER WAS FOUND FAULTY AND WAS REPLACED. ANOTHER SDR WILL BE FILED FOR THE ALTITUDE WARNING ISSUE.

ON DESCENT FROM FL250, THE CABIN PRESSURE SPIKED TO 12500, THE CABIN LIGHTS ILLUMINATED AND THE NO SMOKING/SEATBELT SIGNS ILLUMINATED. THE POWER LEVERS WERE AT IDLE DUE TO TURBULENCE. THE ALT WARN ANNUNCIATOR DID NOT ILLUMINATE AND THE PAX O2 MASKS DID NOT DEPLOY. WHEN POWER WAS ADDED AND THE RATE WAS INCREASED THE CABIN DESCENDED BELOW 10000 AND WORKED PROPERLY. THE ALTITUDE WARNING SWITCH WAS REPLACED TO REMEDY THE ANNUNCIATOR ISSUE.

ON DESCENT FROM FL250, THE CABIN PRESSURE SPIKED TO 12500, THE CABIN LIGHTS ILLUMINATED AND THE NO SMOKING/SEATBELT SIGNS ILLUMINATED. THE POWER LEVERS WERE AT IDLE DUE TO TURBULENCE. THE ALT WARN ANNUNCIATOR DID NOT ILLUMINATE AND THE PAX O2 MASKS DID NOT DEPLOY. WHEN POWER WAS ADDED AND THE RATE WAS INCREASED THE CABIN DESCENDED BELOW 10000 AND WORKED PROPERLY. NOTED THAT SYS ACTIVATED AT 12100 FT. BUT THE OXYGEN MASKS DID NOT DEPLOY. INSPECTED AND FOUND ALL OXYGEN MASK DOOR STRIKERS ADJUSTED TO LOWEST SETTING. READJUSTED THE STRIKERS ON ALL OXYGEN MASK BOX DOORS AND REINSTALLED DOORS. PERFORMED OPS CHECK OF OXYGEN MASK BLOW DOWN SYS WITH MANUAL DEPLOYMENT AND NOTED ALL MASKS DEPLOYED. RESTOWED MASKS AND OXYGEN MASK BOX DOORS.

HEAVY CORROSION FOUND DURING PHASE INSPECTION ON WING MAIN SPAR LOWER CAP AREA WHERE IT PASSES THROUGH THE LT FUSELAGE PRESSURE VESSEL. CAUSE OF CORROSION WAS DUE TO MOISTURE BEING TRAPPED UNDERNEATH DETERIORATING SEALANT THAT SEALS THE PRESSURE VESSEL. A MAJOR REPAIR RESULTED BY REMOVING ALL CORROSION, BLENDING THE SPAR CAP AND RETREATING WITH PRIMER AND PAINT AS NECESSARY. THE ACFT MFG ASSISTED IN THE REPAIR PROCESS, AND DEVELOPED AND APPROVED THE REPAIR PROCEDURES.

LANDING GEAR WOULD NOT RETRACT AFTER T/O. HAD INTERMITTENT "WOW MISCOMPARE" AMBER CAS MSGS. RETURNED TO DEPARTURE. TROUBLESHOT TO NOSE GEAR STRUT, NOT EXTENDING ENOUGH TO MAKE THE SQUAT SWITCH GO TO AIR MODE. DISASSEMBLED NOSE STRUT AND C/W SL 680-32-08 FOR THE IMPROVED SEALS. BUILT UP NOSE STRUT, SERVICED AND COMPLETED GEAR SWING WITH NO DEFECTS.

SMOKE IN CABIN COMING FROM LT BENCH DUCT REAR SEAT. DURING CRUISE FLIGHT AND EVENTUALLY SUBSIDED BEFORE RETURNING TO DEPARTURE AIRPORT. MX INVESTIGATED AND FOUND HOOK AND LOOP ATTACHING THE INSULATION THAT WRAPS AROUND THE WING ANTI-ICE LINE MELTED AGAINST THE HOT TUBE. THIS IS LOCATED AT THE LT SIDE OF THE CABIN WHERE THE TUBE TURNS TO EXIT THE FUSELAGE AND GOES TO THE WING L/E. ADJUSTED THE INSTALLATION OF THE INSULATION, RAN THE ENGINES, TURNED ALL BLEED AIR AND ELECTRICAL SYSTEMS ON WITH NO FURTHER DEFECTS NOTED.

STRONG SHIMMY FELT FROM NOSE AFTER LIFTOFF AND ON LANDING ROLL. RETURNED TO DEPARTURE. DISASSEMBLED NOSE WHEEL PN 101-8026-5, SN 5951. FOUND THE RUBBER PATCH INSIDE THE TIRE HAD DISBONDED. A NEW TIRE PN 265F86-8, SN 10822332 WAS INSTALLED, BALANCED AND MOUNTED.

FLIGHT DISCREPANCY: RT MLG LIGHT DOES NOT ILLUMINATE WHEN GEAR IS DOWN. LIGHT NOT BURNED OUT. MANUALLY EXTENDED GEAR. EMERGENCY WAS DECLARED TO TOWER. PILOT LANDED AIRPLANE SAFELY WITH NO DAMAGE OR INJURIES. A DEFECTIVE DOWNLOCK SWITCH WAS FOUND AFTER TROUBLESHOOTING.

(FLIGHT DISCREPANCY) - THE LT AFT WING TO FUSELAGE FAIRING, BECAME PARTIALLY DETACHED IN FLIGHT. FAIRING DID NOT COMPLETELY DETACH FROM AIRPLANE.

THE LOWER AFT COWLING HARDWARE AND CHANNEL FOR AFT ICE VANE DOOR HINGE HAS WORN INTO THE LOWER ENGINE MOUNT TRUSS ON BOTH LT AND RT ENGINE TRUSSES.

DURING RECEIVING INSP OF O/H PRESSURE CONTROLLER AND BEFORE INSTALLATION, FOUND THE "CAB ALT" KNOB BINDING INTERMITTENTLY AND MAKING A RATCHETING NOISE WHEN ADJUSTED. PART WAS NOT INSTALLED ON ACFT. NOTIFIED THE VENDOR THAT THE PART WAS PURCHASED FROM. PLACED AN ORDER FOR A DIFFERENT CONTROLLER.

THE ACFT LEFT WING L/E WAS DAMAGED BY A BIRDSTRIKE. THE DAMAGE WAS OUTSIDE THE GUIDANCE OF THE SRM FOR "ALLOWABLE DAMAGE". TECHNICAL SUPPORT WAS CONTACTED, AN ENGINERING REPAIR MEMO AND "STATEMENT OF APPROVED DESIGN DATA" ECC-12-RM-11-249 WAS ISSED. THE ACFT WAS REPAIRED USING THOSE INSTRUCTIONS, UTILIZING A FLUSH PATCH AND DOUBLERS FOR THE REPAIR OF THE EXISTING L/E SKIN AND RIBS. AN FAA FORM 337 DATED 12-15-2011 WAS SUBMITTED.

ON MX TEST FLIGHT, CLIMBING THROUGH FL180. HEARD A "POP" AND SAW LT THRUST REVERSER UNLOCK LIGHT ILLUMINATE ALONG WITH THE THRUST REVERSER WARNING HORN. THERE WAS NO YAW, WAS ABLE TO ASCERTAIN THAT THE REVERSER HAD NOT DEPLOYED BUT HAD BECOME "UNLOCKED". ASKED SIC TO GET THE ABNORMAL CHECKLIST "UNLOCK LIGHT IN FLT (THRUST REVERSER NOT DEPLOYED)". FOLLOWED ALL THE STEPS IN THE CHECKLIST WHICH INCLUDED PUSHING THE "EMER STOW" SWITCH. UNABLE TO GET UNLOCK LIGHT TO EXTINGUISH. ELECTED TO DISCONTINUE THE FLT AND RETURN TO APA. APPROACHED THE CRITICAL PHASE OF FLIGHT (LANDING), CHOSE TO DO A PRECAUTIONARY ENGINE SHUTDOWN ON LT ENG TO MINIMIZE THE POSSIBILITY OF THE THRUST REVERSER DEPLOYING WHILE IN THE LANDING REGIME. CONTINUED LANDING WITH NO FURTHER INCIDENT. ACFT DOES NOT HAVE THE CAPABILITY OF DUMPING FUEL AND AFCT WAS OVER WEIGHT FOR LANDING.

CUSTOMER NOTED THAT THE RT AFT CABIN TEARDROP WINDOW WAS CRACKED. REMOVED RT AFT BAGGAGE COMPARTMENT WINDOW PN: 101-440042-4, UNREADABLE AND INSTALLED NEW RT AFT BAGGAGE COMPARTMENT WINDOW PN: PAS101-440042-4, SN: 13466 IAW MM, CHAP 52-20-00. WINDOW SEAL PN101-384246-5 WAS RECEIVED IN NEW CONDITON AND WAS FOUND MANUFACTURED INCORRECTLY (TWISTED). NEW SEAL WAS ORDERED FROM A DIFFERENT VENDOR, SAME PN AND WAS RECEIVED WITH NO MFG DEFECTS NOTED.

RUDDER AUTO PILOT SERVO MOUNT SLIP CLUTCH COULD NOT BE ADJUSTED TO AMM LIMITS.

THE HYD POWER PACK COOLING FAN WAS FOUND INOPERATIVE.

THE MAIN CABIN DOOR AFT HINGE PIN PARTIALLY SEIZED IN THE HINGE HALF MOUNTED ON THE DOOR. THE DOOR WAS VERY HARD TO OPEN AND CLOSE AND MADE A LOUD NOISE WHEN OPENING. THE HINGE PIN HAD TO BE CUT TO BE REMOVED FROM THE DOOR. A VISUAL AND EDDY CURRENT INSPECTION REVEALED NO DISCREPANCIES WITH THE HINGE HALF MOUNTED ON THE FUSELAGE. A VISUAL INSPECTION OF THE FORWARD HINGE AND HINGE PIN REVEALED NO DISCREPANCIES. THE AFT HINGE HALF, P/N 500-10035-402, MOUNTED ON THE DOOR WAS REPLACED, ALONG WITH THE FORWARD AND AFT HINGE PINS P/N 500-10022-001. THE NEW PINS, P/N 500-10022-003 ARE SLIGHTLY SMALLER IN DIAMETER TO HELP PREVENT SEIZING IN THE FUTURE.

AIR CONDITIONER SYSTEM IS INOPERATIVE. A QUICK CHECK REVELED THE QUILL SHAFT WAS BROKEN. REMOVED AND REPLACED FREON COMPRESSOR WITH NEW (PN: MA006006-001, SN: N/A) AND RECEIVER DRYER WITH NEW (PN: 101-384079-5, SN: N/A) FROM FREON AIR CONDITIONING SYSTEM. ALSO REMOVED AND REPLACED THE COMPRESSOR DRIVE QUILL SHAFT ON THE RIGHT ENGINE WITH NEW (PN: 115-555025-9, SN: N/A). ALL WORK PERFORMED IN ACCORDANCE WITH THE HAWKER BEECHCRAFT KING AIR MAINTENANCE MANUAL SECTION 21-51-00, AND THE API CONVERSIONAIR R134A CONVERSION KIT INSTRUCTIONS/MANUAL. OPERATIONAL CHECK OF FREON AIR CONDITIONING SYSTEM GOOD.

RIGHT ENGINE OUTBOARD EXHAUST STACK CRACKED. REMOVED RIGHT ENGINE OUTBOARD EXHAUST STACK PART NUMBER 78-00-00-20, SERIAL NUMBER 2203, DUE TO LARGE CRACK RUNNING 80 % AROUND THE CIRCUMFERENCE OF THE EXHAUST STACK AND REPLACED WITH NEW EXHAUST STACK PART NUMBER 78-00-00-20, SERIAL NUMBER 2004.

DURING THE 10000 CYCLE STRUCTURAL INSP, FOUND THE FWD DOOR SUPPORT CABLE EXTRUSION INSIDE THE DOOR IS CRACKED IN TWO PLACES. GAINED ACCESS TO THE FWD HANDRAIL BRACKET ON THE MAIN CABIN DOOR UNDER THE HANDRAIL SUPPORT BRACKET, REMOVED THE CRACKED BRACKET AND INSTALLED A NEW BRACKET PN 101-430178-1 USING NEW RIVETS IAW AC43.13 1B/2B SECTION 4-57. INSTALLED THE SHEET METAL ON THE DOOR USING NEW RIVETS IAW AC43.13 1B/2B SECTION 4-57. NO FURTHER DEFECTS NOTED.

DURING COMPLIANCE WITH MFG MANDATORY SB 53-2472, REVISION 4, DATED JULY 2003 AND AD 2005-01-18, AMENDMENT 39-13943, EFFECTIVE DATE MARCH 01, 2005 THE LT STRINGER NR 9 AT AFT PRESSURE BULKHEAD WAS FOUND TO BE CRACKED. REPAIRED THE NR 9 AFT FUSELAGE STRINGER ON THE LT SIDE AT FUSELAGE STA 347.75 BY INSTALLING MFG STRINGER REPAIR KIT PN 101-4063-3S SN 3218 IAW FAA APPROVED DATA MFG MANDATORY SB 53-2472, REVISION 4, DATED JULY 2003 USING MFG FIELD SERVICE KIT DRAWING 101-4063-3 AND AD 2005-01-18, AMENDMENT 39-13943, EFFECTIVE DATE MARCH 01, 2005. FAA FORM 337 WAS COMPLETED AND SUBMITTED AS REQUIRED.

DURING CRUISE AT FLIGHT LEVEL 240, LT GEN TIE OPEN ANNUNCIATOR ILLUMINATED AND WOULD NOT RESET. RETURNED TO DEPARTURE AND LANDED WITHOUT INCIDENT. MX PERFORMED ENGINES RUNS AND DUPLICATED ISSUE. GENERATOR TEST GOOD. FURTHER TROUBLESHOOTING REVEALED POSSIBLE LT BUS TIE RELAY (A253K1) STICKING. BENCHED CHECK RELAY WITH NO DEFECTS NOTED. WHILE TROUBLESHOOT, MOVED THE WIRE HARNESS AND FOUND THE BUS TIE WOULD DROP OFF LINE WHEN MOVING WIRES ON THE BACK SIDE OF CONNECTOR PLUG P473 TO RELAY. REMOVE MALE AND FEMALE PIN AND CONNECTOR (WIRE AND PIN NR 7) AND FOUND THE CONNECTOR WORN, RESULTING THE PIN AND CONNECTOR NOT MAKING GOOD CONTACT. CRIMPED THE FEMALE PIN A LITTLE MORE TO MAKE POSITIVE CONTACT ON THE PIN. RECONNECTED PINS (MALE AND FEMALE) IN THEIR ASSOCIATED CONNECTOR PLUG AS REQUIRED. RECONNECTED CONNECTOR PLUG P473 AS REQUIRED. OPS CHECK OF LT BUS TIE CHECKED GOOD WITH NO DEFECTS, EVEN WHEN APPLYING PRESSURE AND MOVING WIRES ON CONNECTOR PLUG. ALL WORK PERFORMED IAW MFG MX AND WIRING DIAGRAMS CHAPTER 24-61-01. ACFT COMPONENTS AND PANEL REINSTALLED AS REQUIRED AND RETURNED TO SERVICE WITH NO FURTHER DEFECTS.

WHEN REACHING FULL POWER (APPROX 97 PERCENT N1) LT FUEL PRESSURE LIGHT ILLUMINATES. WHEN REDUCING POWER AGAIN LT FUEL PRESSURE LIGHT WENT OUT. INCREASING POWER AGAIN LIGHT WENT ON AGAIN. LIGHT DID NOT ILLUMINATE WITH STBY PUMP ON. REMOVED LT INBD WHEEL WELL FUEL PANEL. FOUND MOTIVE FLOW AND SPPR PRE-CHECK LINES TO BE SWAPPED. REMOVED AND RE-INSTALLED LINES IN CORRECT POSITION AND RE-INSTALLED PANEL. PANEL LEAK CHECK WAS SATISFACTORY AT THIS TIME. ALL WORK DONE IAW MM 28-00-00. PERFORMED FULL POWER ENGINE RUN IAW MM 28-00-00. LEAK CHECK AND OPERATIONAL CHECKS GOOD.

AFTER RUNUP, HAD TO CONTACT GROUND CONTROL 2 TIMES FOR REPLY ON NR1 COMM. AFTER TAKEOFF CONTACTED DEPARTURE FREQUENCY 132.75 TWICE FOR REPLY AFTER SWITCHING TO 128.45, NEVER RECEIVED REPLY FORM CENTER. TRIED HEADSET/HANDSET AND SWITCH TO COMM 2 WITH NO ISSUES ON NR 2, RETURNED TO DEPARTURE. THE NR 1 COMMUNICATION RADIO UNIT WAS REMOVED AND ANOTHER UNIT WAS INSTALLED. UNIT WAS OPS CHECKED BY REPAIR STATION.

LANDING GEAR RETRACTION MALFUNCTION: 3 GREEN LIGHTS + RED NOSE LIGHT EXTINGUISH, BUT BOTH RED MAIN GEAR LIGHTS REMAIN ILLUMINATED. TOWER CONTROLLER REPORTED SEEING THE LT MAIN DOOR EXTENDED AND THE RT MAIN DOOR (+ POSSIBLY THE GEAR) SLIGHTLY EXTENDED. LANDED WITHOUT FURTHER INCIDENT. MX PLACED THE ACFT ON JACKS AND CYCLED LANDING GEAR AND VERIFIED FIT, CLEARANCE AND CONDITION OF RT AND LT MLG INBD AND OTBD DOORS IAW MM 32-30-00. NO DEFECTS WERE NOTED.

DUCT OVER HEAT ANNUNCIATOR ILLUMINATED IN CRUISE FLIGHT TWICE. BOTH TEMP KNOBS WERE FULL COLD AND IN MANUAL PRIOR TO THE INDICATION, BUT THEY WERE ONLY IN THAT POSITION FOR A MINUTE OR 2 PRIOR TO OVERHEATING. FLEW FOR ANOTHER 2 HOURS WITHOUT ANY PROBLEMS. THE CREW HEAT SIDE IS SUSPECTED. TROUBLESHOT ACFT TEMP CONTROL SYS IAW MM CHAPTER 21-60-00, PAGES 101 THRU 203. FOUND DEFECTIVE CLIMATE CONTROL BOX ASSY. REMOVED AND REPLACED DEFECTIVE CLIMATE CONTROL BOX ASSY, AS REQUIRED WITH REPAIRED CLIMATE CONTROL BOX ASSY. PERFORMED ENGINE RUNS AND OPS CHECK OF BOTH CREW AND CABIN TEMPERATURE SELECTOR KNOBS BOTH OPERATE IN AUTO AND MANUAL MODES WITH NO DUCT OVER-TEMP LIGHTS OR FURTHER DEFECTS NOTED.

DURING CRUISE AT FL240 APPROX 80 TO 90 MILES FROM KCPR, THE RT SIDE FRONT WINDSHIELD CRACKED. AT THE TIME, THE TEMPERATURE OUTSIDE WAS -38 DEGREES CELSIUS AND THE WINDSHIELD HEAT WAS OFF WITH CLEAR SKIES OBSERVED. THE PILOT CONTACTED ATC AND LET THEM KNOW THE WINDOW WAS BROKEN AND THE PRESSURIZATION WAS HOLDING. AFTER LOOKING AT THE CHECKLIST FOR THIS PROBLEM, THE PILOT ASCERTAINED THE INNER PANEL WAS BROKEN AND REQUESTED A DESCENT. THE PILOT WAS GIVEN DISCRETION TO 15,000 FEET. THE PILOT CALLED INTO FLIGHT CONTROL AND WAS ADVISED TO RETURN TO DEPARTURE. THE PILOT RETURNED AND NO FURTHER ISSUES WERE OBSERVED WITH THE FLIGHT. THE PILOT COORDINATED WITH THE PASSENGERS AND ATC WITH NO ISSUES.

LOUD NOISE HEARD FROM AREA OF RIGHT FUSELAGE MID-CABIN. DEBRIEFED CREW, CREW INFORMED POPPED SOUND CAME FROM EMERGENCY AREA DOOR OF RIGHT SIDE. REMOVED RIGHT EMERGENCY EXIT DOOR AND INSPECTED IN ACCORDANCE WITH HAWKER BEECHCRAFT KING AIR B300 MAINTENANCE MANUAL CHAPTER 52-20-00. WORK WAS PREVIOUSLY DONE ON WORK ORDER 2284,ITEM 1.1 WHICH REQUIRED REMOVAL AND RE-INSTALLATION OF RIGHT CABIN EMERGENCY EXIT DOOR. SERVICED/LUBE EMERGENCY EXIT DOOR IN ACCORDANCE WITH HAWKER BEECHCRAFT KING AIR B300 MAINTENANCE MANUAL CHAPTER 12-20-00 AND REINSTALLED RIGHT EMERGENCY EXIT DOOR AS REQUIRED. PERFORMED GROUND ENGINE RUNS AND PRESSURIZED THE AIRCRAFT TO SEA LEVEL NO DEFECTS, LEAKS, NOISE OR ANOMALIES WERE PRESENT IN ACCORDANCE WITH HAWKER BEECHCRAFT KING AIR B300 MAINTENANCE MANUAL CHAPTER 21-30-00. PERFORMED DETAIL WALK AROUND OF THE ENTIRE AIRCRAFT WITH NO DEFECTS NOTED, ALSO REVIEWED HAWKER BEECHCRAFT KING AIR B300 MAINTENANCE MANUAL CHAPTER 5 FOR ANY "SPECIAL INSPECTIONS" OR UNSCHEDULED MAINTENANCE CHECKS IN CHAPTER 5-55-00 REQUIRED, NONE WERE FOUND PERTINENT TO THIS ISSUE.

WHILE PERFORMING ENGINE RUN UP AT RUNWAY 36R RUN UP, LT ENGINE WAS FOUND TO BE UNRESPONSIVE AFTER LT ENGINE PROP GOVERNOR CHECK WAS COMPLETE. N1 DROPPED BELOW 50 PERCENT AND CONTINUED TO DROP. FUEL FLOW ALSO DROPPED AND CONTINUED TO DROP. ENG WAS THEN SHUTDOWN AND MOTORED FOR 30 SECONDS. REPLACEMENT FCU WITH MODES S/B 24 ACCOMPLISHED, WAS INSTALLED AND TORQUED. THE P3 AND THE PY LINES WERE MM 73-20-00. A NEW O-RING WAS INSTALLED, TORQUED AND SAFETIED. THE CONDITION LEVER WAS CONNECTED TO THE CONTROL ARM AND BOLT WAS TIGHTENED, TORQUED AND SAFETIED. FCU DRAIN LANE WAS CONNECTED. AIRFRAME FUEL RETURN LINE WAS INSTALLED AND TORQUED. THE 11" ROD WAS INSTALLED AND THE DEAD BAND INITIALLY SET. UNIT NEEDS TO BE RUN, LEAK CHECKED, AND FINAL RIGGING ADJUSTMENTS NEED TO BE MADE AND SAFETIES NEED TO BE ACCOMPLISHED. REMOVED AND REPLACED FUEL OIL HEAT EXCHANGER WITH A SERVICEABLE AS REMOVED UNIT IAW MM 73-10-01. COMPLIED WITH REQUIRED OPS CHECKS 3,5,6,7,8, AND 11 OF TABLE 501 MM. OPS CHECK GOOD. FUEL TEMP AFTER ENG RUN IS BELOW 140 DEGREES. COMPLIED WITH TABLE 501, OPS CHECKS REQUIRED AFTER FCU REPLACEMENT IAW MM. (K)

DURING TAKEOFF, THE PILOT REPORTS THAT THE RT ENG POWER LEVER IS BINDING. MAX POWER ON TAKEOFF ROLL 83 PERCENT. ABORTED TAKEOFF AT 30 KNOTS. ONCE THE AC RETURNED TO MAINT FACILITY; THE RT ENG COWLING WAS REMOVED AND FOUND THE RT ENG OB IGNITER LEAD ELBOW POSITIONED IN THE WRONG DIRECTION CAUSING THE THROTTLE LINKAGE TO THE FUEL CONTROL TO BIND. REPOSITIONED IGNITER LEAD AND RETORQUED CONNECTOR NUT TO 140 IN LBS IAW MM 74-20-02. RT THROTTLE MOVES FREELY AND OPERATES NORMALLY. THE LT ENG COWLING WAS REMOVED FOR VERIFICATION, THE LT ENG OB IGNITER LEAD ELBOW WAS POSITIONED CORRECTLY; WHICH IT WAS. PICTURES OF THE IMPROPER IGNITER ORIENTATION WERE TAKEN AND IT WAS ADDRESSED WITH THE TECHS RESPONSIBLE FOR THE IMPROPER ORIENTATION. (K)

AIRCRAFT WOULD NOT TURN ON THE GROUND VIA NOSEWHEEL STEERING OR VIA APPLICATION OF ASYMMETRIC TRUST AND BRAKE AFTER LANDING. AC WAS STOPPED ON THE RUNWAY AFTER ROLL OUT AND WAS UNABLE TO ENGAGE THE NOSE WHEEL STEERING. AC WAS SUBSEQUENTLY TOWED FROM THE RUNWAY TO THE FBO. MAINT WAS DISPATCHED AND AN OPERATIONAL TEST OF NOSE WHEEL STEERING IAW MM 32-50-00, PAGE 201. OPERATIONAL CHECK OF NOSE WHEEL STEERING IS GOOD. CHECKED SECURITY OF ELECTRICAL CONNECTORS TO STEERING SYSTEM COMPONENTS. NO DEFECTS NOTED. CANNOT DUPLICATE DISCREPANCY. SERVICED NOSE STRUT AFTER STEERING OPERATIONAL CHECK WITH NITROGEN TO PROPER DIMENSION IAW MM SECTION 12-10-00. AC CONTINUED ON WITHOUT FURTHER AND LANDED WITH NO PROBLEMS. (K)

AIRCRAFT WAS COMPLYING WITH FAA CHECK RIDE, AFTER TAKEOFF, THE LANDING GEAR APPEARED TO ONLY PARTIALLY RETRACT. FLIGHT CREW FOLLOWED APPROPRIATE CHECK LIST AND RETURN TO DEPARTURE AFTER GEAR EXTENDED NORMALLY. EMERGENCY GEAR EXTENSION WAS NOT REQUIRED. AIRCRAFT LANDED WITHOUT INCIDENT. AIRCRAFT WAS BROUGHT INTO MAINT AND INSP OF THE LANDING GEAR CONTROL VALVE WAS PERFORMED. PIN A HAD A GOOD GROUND AT 4 OHM RESISTANCE. PIN B REFLECTED 28 VOLTS. VERIFIED RIGGING, AND MINOR ADJUSTMENTS OF THE GEAR AUXILIARY/EMERGENCY CONTROL CABLE IAW MM 32-31-08. REMOVED LANDING GEAR CONTROL VALVE PN 66710 SN 900 AND INSTALLED AN OVERHAULED LANDING GEAR CONTROL VALVE PN 66710 S/N 232 AND PERFORMED FUNCTIONAL CHECK IAW MM 32-31-02. LANDING GEAR OPERATED NORMAL WITH NO FURTHER DEFECTS NOTED. PERFORMED EMERGENCY GEAR EXTENSION ADJUSTMENT TEST IAW MM 32-31-08. ADJUSTMENT TEST OPERATED NORMALLY WITH NO DEFECTS NOTED.

DURING FINAL APPROACH THE FLIGHT CREW LOWERED THE LANDING GEAR AND THE NOSE GEAR DOORS OPENED BUT THE LANDING GEAR DID NOT EXTEND. THE CREW MANUALLY LOWERED THE NOSE GEAR USING THE EMERGENCY GEAR EXTENSION SYS AND THE SYS WORKED NORMAL. UPON LANDING MAINT INSPECTED THE GEAR AND DETERMINED THAT THE NOSE LANDING GEAR SELECTOR VALVE AND FAILED BY ALLOWING HYD FLUID TO ENTER THE ELECTRICAL CONTROLLING PART OF THE VALVE. THE PN AND SN WERE UNREADABLE UPON REMOVAL OF THE VALVE. A REVIEW OF THE CAMP CARDS PRODUCED THE VALVE INFORMATION.

THE MASTER CAUTION SYSTEM AND RT ENGINE FIRE WARNING LIGHTS ILLUMINATED NEAR THE TOP OF THE CLIMB. THRUST REDUCTION EXTINGUISHED THE LIGHTS. AFTER SOME CONSIDERATION, THRUST WAS THEN SLOWLY ADDED TO AN APPROXIMATE CRUISE SETTING. AFTER ONE MINUTE AT THE CRUISE SETTING, THE LIGHTS ILLUMINATED AGAIN. REDUCTION OF THE THRUST RESULTED IN THE LIGHTS EXTINGUISHING. ENGINE WAS KEPT AT IDLE POWER DURING DIVERSION TO ALTERNATE SUITABLE AIRPORT. LIGHT NEVER ILLUMINATED AGAIN. MAINT CHECKED SYS AND DETERMINED THE ENG TAIL PIPE SECTION OF FIRE LOOP WAS BREAKING DOWN AND ALLOWING A FALSE FIRE WARNING. AS OF THIS REPORT THE FIRE LOOP WAS NOT YET REPLACED. THE ACTUAL TIME AND CYCLES ON THE FIRE LOOP IS BEING INVESTIGATED AS THIS IS NOT A NORMAL STATUS TRACKED ITEM.

DURING CRUISE FLIGHT THE RT ENGINE FIRE WARNING CAME ON. THE FLIGHT CREW REDUCE THE ENGINE POWER AND THE LIGHT WENT OUT AND REMAINED OUT UNTIL LANDING. DURING MAINTENANCE INSPECTION, THE RT ENGINE BLEED AIR LINE GASKET IN THE PYLON WAS FOUND TO BE DEFECTIVE AND ALLOWING HOT BLEED AIR TO SET OFF THE FIRE WARNING SYSTEM. THE GASKET WAS REPLACED AND THE AIRCRAFT WAS RETURNED TO SERVICE.

DURING TAKEOFF THE PILOT NOTICED THAT IT WAS NECESSARY TO PUT APPROX 4 DEGREES OF RT RUDDER TRIM IN ORDER TO HAVE THE AIRPLANE FLY STRAIGHT DURING TAKEOFF WITH MINIMAL APPLICATION OF RUDDER. THE PILOT THEN NOTICED AFTER LANDING THAT WHEN THE RUDDER TRIM WAS INDICATING 4 DEGREES OF RT RUDDER TRIM, THE RUDDER TRIM APPEARED TO BE IN THE NEUTRAL POSITION. THE PILOT REQUESTED THAT MAINT CHECK AND VERIFY THE RUDDER TRIM WAS RIGGED PROPERLY. MAINTENANCE VERIFIED THAT THE RUDDER TRIM TRAVEL WAS PROPER FOR BOTH THE LT AND RT DEFLECTION, BUT NOTICED THAT THE INDICATOR WAS SHOWING AN INCORRECT VALUE. FURTHER TROUBLESHOOTING RESULTED IN FINDING THE SHAFT THAT INTERFACES WITH THE TRIM INDICATOR HAD BROKEN. DUE TO THE FRICTION OF THE BROKEN SHAFT IT DID ALLOW THE INDICATION TO MOVE, BUT AND DISPLACED ITSELF ENOUGH TO PROVIDE AN INCORRECT VALUE. THE SHAFT WAS REPLACED WITH A NEW UNIT AND THE SYSTEM RIGGING WAS CHECKED AND FOUND TO WORK PROPER WITH THE NEW SHAFT INSTALLED. NOTE: FAILURE TO PROVIDE A PROPER INDICATION COULD RESULT IN TOO MUCH RUDDER TRIM BEING IN PLACE DURING TAKEOFF. IF THIS IN COMBINATION WITH AN ENGINE FAILURE COULD RESULT IN A VARY SERIOUS SITUATION FOR THE PILOT TO MAINTAIN CONTROL OF THE AIRCRAFT DURING SINGLE ENGINE OPERATION.

AFTER LANDING AND SLOWING TO TAXI SPEED, THE FLIGHT CREW WERE UNABLE TO MAKE A RT TURN TO EXIT THE RUNWAY DUE TO THE LOSS OF BRAKING ACTION OF THE RT BRAKE. THE AIRCRAFT WAS STOPPED AND THEN REMOVED FROM THE RUNWAY USING A TOW TRACTOR. MAINTENANCE INSPECTED THE AIRCRAFT AND FOUND BRAKE FLUID LEAKING FROM THE NR 3 AND NR 4 BRAKE HOUSINGS. THE UNITS WERE DISASSEMBLED AND THE O-RINGS WERE FOUND TO BE IN AN EGG SHAPE. THE O-RINGS WERE REPLACED WITH NEW UNITS AND THE AIRCRAFT WAS ABLE TO BE RETURNED TO SERVICE. THE O-RINGS ARE SUSPECTED TO BECOME EGG SHAPED DUE TO EXCESSIVE HEAT BUILDUP, ONE SUSPECTED CAUSE IS THE FLIGHT CREWS TAXING TO THE RAMP, SETTING THE PARKING BRAKE AND LEAVING IT SET. THIS DOES NOT ALLO

DURING CRUISE FLT, CREW HEARD A NOISE & NOTICED THAT THE LT WING LOCKER HAD COME OPEN AND DOOR WAS TRAILING A FEW INCHES OPEN IN FLIGHT. ACFT APPROXIMATELY 25 MILES FORM A SUITABLE AIRPORT & CREW LANDED WITHOUT FURTHER INCIDENT. BAGGAGE FROM WING LOCKERS REMOVED & PLACED IN BAGGAGE COMPARTMENT INSIDE ACFT. CREW INSPECTED WING LOCKING MECHANISM & DETERMINED IT WAS LOCKING. LOCKER CLOSED & UNIT LOCKED WITH KEY LOCK. ACFT CONTINUED FLT TO ITS DESTINATION. UPON RETURN OF ACFT TO ITS HOME BASE, MX INSPECTED WING LOCKER & FOUND RT RECEIVER LOCK BRACKET SLIGHTLY BENT. RECEIVER LATCH STRAIGHTENED & INSPECTED FOR ANY CRACKS & NONE NOTED. ACFT CARRYING A SOFT SIDED TYPE OF DUFFLE BAG & IT MAY HAVE BEEN SUBJECTING

SHORTLY AFTER TAKEOFF THE PASSENGER NOTIFIED THE FLIGHT CREW THAT THEY HAD OBSERVED SMOKE FROM THE AREA OF THE NO SMOKING FASTEN SEAT BELT SIGN. THE FLIGHT CREW THAN OBSERVED THAT THE NO SMOKING FASTEN SEAT BELT SIGN CIRCUIT BREAKER HAD IN FACT POPPED. THE FLIGHT CREW RETURNED TO THE AIRPORT AND LANDED WITHOUT INCIDENT. MAINTENANCE DID A QUICK INSPECTION OF THE AIRCRAFT AND VERIFIED THAT THERE WAS NO POWER TO THE NO SMOKING AND FASTEN SEAT BELT SIGN, TY-RAPPED THE CIRCUIT BREAKER AND MEL’ED THE SIGN. THE MAINTENANCE DEPARTMENT LATER INSPECTED THE SYSTEM AND FOUND ONE OF THE POWER WIRES TO THE NO SMOKING AND FASTEN SEAT BELT SIGN TO BE PINCHED IN THE FRAMEWORK OF THE EMERGENCY EXIT. THE WIRING WAS REPAIRED

SHUTDOWN THE ENGINES, NOTICED LIGHT SMOKE COMING FROM UNDER INSTRUMENT PANEL & AN ODOR LIKE ELECTRICAL BURNING. MAINT INSPECTED AC & WHEN MASTER SWITCH WAS TURNED ON, A RESISTOR MOUNTED TO FWD BULKHEAD UNDER PILOTS INSTRUMENT PANEL FOUND TO BE GLOWING RED & EMITTING SMOKE. AFTER REVIEWING THE WIRING FROM THE RESISTOR IT WAS DETERMINED TO BE THE (R145) RESISTOR FOR THE FLUORESCENT LIGHTENING SYSTEM. THE WIRING SYSTEM FOR THE FLUORESCENT SYSTEM WAS INSPECTED FOR SHORTS AND THE ONLY ITEM FOUND WAS A LOOSE WIRE CONNECTION TO THE RT ELECTRICAL FILTER MOUNTED ON THE RT SIDE WALL OF THE AC UNDER THE EMERGENCY EXIT WINDOW. A NEW RESISTOR WAS INSTALLED AND THE SYS CHECKED GOOD AND THE AC WAS RETURNED TO SERVICE. I

DURING TAKEOFF ROLL OF THE AC, AT THE POINT OF LIFTOFF, THE PILOT NOTICED THE LT ENGINE UPPER AFT COWLING HAD COME OPEN. THE TAKEOFF WAS ABORTED AND THE AC CAME TO A SAFE STOP ON THE RUNWAY. THE PILOT SHUTDOWN THE LT ENGINE AND TAXIED BACK TO THE HANGAR ON THE RT ENGINE. MAINT INSPECTED THE COWLING AND WAS UNABLE TO FIND ANY MECHANICAL REASON FOR THE COWLING TO HAVE COME OPEN. THERE WAS DAMAGE TO THE LT UPPER AFT COWLING AND TO THE UPPER NACELLE AREA AFT OF THE ENGINE FIREWALL. THERE WAS DAMAGE TO THE HINGE POINT OF THE ENGINE COWLING ON THE LT SIDE OF THE COWLING; HOWEVER THE COWLING DID NOT DEPART THE AC. THE ENGINE WAS INSPECTED FOR POSSIBLE INGESTION OF DEBRIS AND NONE WAS NOTED. BOTH COWLING LATCHES

DURING INSPECTION OF THE AIRCRAFT TO EVALUATE A PRESSURIZATION LEAK, THE PANEL BEHIND THE REAR SPAR WAS FOUND TO BE CRACKED IN THE LOWER RADIUS AREA. THERE WAS A CRACK APPROXIMATELY 4 INCHES LONG NEAR THE CENTER LINE OF THE AIRCRAFT. THE AIRCRAFT SKIN WAS NOT FOUND TO BE CRACKED AT THIS TIME. THIS PANEL COVERS THE REAR PART OF THE REAR WING SPAR AS IT PASSES THROUGH THE FUSELAGE. IT IS NOT BELIEVED THAT THE SPAR ITSELF IS CRACKED AT THIS TIME.