PHOENIX AIR GROUP INC

Operated by PHOENIX AIR GROUP INC (per NTSB report)

The pilots’ loss of airplane control following a catastrophic fire that started on the left side of the aft equipment bay (tail cone). The fire likely initiated from a leak from the left fuel motive flow line due to a b-nut that loosened for reasons that could not be determined based on available evidence.

Operated by PHOENIX AIR GROUP INC (per NTSB report)

The flight crew’s inadequate preflight inspection of the nose landing gear strut, which resulted in the nosewheel not being aligned during retraction and the subsequent loss of directional control. Contributing to the accident was the failure of the nose landing gear strut due to inadequate pressure and excessive wear.

The failure of the landing gear tires due to foreign object damage (FOD) on the runway. Contributing to the accident was the failure of the drag chute.

Operated by Phoenix Air (per NTSB report)

The pilot's failure to maintain directional control during the landing roll, which resulted in a loss of control and an on-ground collision with a sign.

Operated by Phoenix Air (per NTSB report)

Collision with an elk during the takeoff roll. Factors include dark night VFR conditions.

Operated by PHOENIX AIR INC. (per NTSB report)

THE PILOT-IN-COMMAND'S FAILURE TO MAINTAIN BEST SINGLE-ENGINE RATE-OF-CLIMB SPEED WHICH RESULTED IN A FORCED LANDING. A FACTOR WHICH CONTRIBUTED TO THE ACCIDENT WAS A POSSIBLE EXHAUST SYSTEM CLAMP FAILURE.

Operated by PHOENIX AIR (per NTSB report)

Sanction: $3,000 · case closed 2006-09-27

Part: ENGINE — FIRE (LEFT) · airframe 25,405 hrs · 36,813 cycles

TRANSPORTING PASSENGERS FROM KNTD TO KNSI. ONCE THE ACFT BEGAN CLIMBING TO CRUISE ALTITUDE, CAPT & 1ST OFFICER NOTICED SIGNS OF A LT ENGINE FAILURE & RESPONDED TO AN ENGINE FAILURE. FA1 NOTIFIED CAPT OF THE ENG FIRE, & CAPT ATTEMPTED TO PUT OUT THE FIRE WHILE 1ST OFF DECLARED AN EMERGENCY TO ATC. CAPT SUCCESSFULLY EXTINGUISHED FIRE MID-FLIGHT. ACFT LANDED SAFELY, FIRE DEPART CONFIRMED FIRE EXTINGUISHED. ENGINE 1 SUSTAINED SUBSTANTIAL FIRE DAMAGE, BUT FIRE WAS CONTAINED WITHOUT AIRFRAME FIRE OR EXPLOSION. BASED ON EXAMINATION BY PAGS MAINTENANCE TECHS, EVIDENCE INDICATES THAT EVENT WAS PRECIPITATED BY A SUDDEN STOPPAGE OF CORE COMPONENTS OF ENGINE’S ROTATING ASSY, CONSISTENT WITH A MAIN SHAFT BEARING FAILURE. THIS SUDDEN STOPPAGE DISRUPTED THE ANNULAR COMBUSTION PATTERN WITHIN THE BURNER CAN, PERMITTING UNBURNED FUEL TO MIGRATE INTO THE TAILPIPE, WHERE IT IGNITED. ONCE THE CREW EXECUTED SHUTDOWN & FIRE CHECKLIST THE TAILPIPE FIRE EXTINGUISHED.

Part: ENGINE — FIRE (LEFT) · airframe 25,405 hrs · 36,813 cycles

ON JUNE 12TH, 2025, PHOENIX AIR GROUP, INC. (PAG) WAS TRANSPORTING PASSENGERS FROM POINT MUGU NAVAL AIR STATION (KNTD) TO SAN NICOLAS ISLAND NAVAL OUTLYING FIELD (KNSI) USING AIRCRAFT N405PA. ONCE THE AIRCRAFT BEGAN CLIMBING TO ITS CRUISE ALTITUDE, CAPTAIN 1 (CA1) AND FIRST OFFICER 1 (FO1) NOTICED SIGNS OF A LEFT ENGINE FAILURE AND RESPONDED TO AN ENGINE FAILURE. FLIGHT ATTENDANT 1 (FA1) NOTIFIED CA1 OF THE ENGINE FIRE, AND CA1 ATTEMPTED TO PUT OUT THE ENGINE FIRE WHILE FO1 DECLARED AN EMERGENCY TO AIR TRAFFIC CONTROL (ATC). CA1 SUCCESSFULLY EXTINGUISHED THE FIRE MID-FLIGHT. FIRE TRUCKS WERE ON STANDBY AS THE AIRCRAFT WAS LANDING, THE AIRCRAFT LANDED SAFELY, AND THE FIRE DEPARTMENT CONFIRMED THAT THE FIRE HAD BEEN EXTINGUISHED AND THAT THE AIRCRAFT WAS SAFE TO RETURN TO THE TERMINAL TO UNLOAD PASSENGERS. ENGINE 1 SUSTAINED SUBSTANTIAL FIRE DAMAGE, BUT THE FIRE WAS CONTAINED WITHOUT AIRFRAME FIRE OR EXPLOSION. BASED ON EXAMINATION BY PHOENIX AIR GROUP’S MAINTENANCE TECHNICIANS, EVIDENCE INDICATES THAT THE EVENT WAS PRECIPITATED BY A SUDDEN STOPPAGE OF THE CORE COMPONENTS OF THE ENGINE’S ROTATING ASSEMBLY, CONSISTENT WITH A MAIN SHAFT BEARING FAILURE. THIS SUDDEN STOPPAGE DISRUPTED THE ANNULAR COMBUSTION PATTERN WITHIN THE BURNER CAN, PERMITTING UNBURNED FUEL TO MIGRATE INTO THE TAILPIPE, WHERE IT IGNITED. ONCE THE CREW EXECUTED THE ENGINE SHUTDOWN AND FIRE CHECKLIST THE TAILPIPE FIRE EXTINGUISHED.

Part: UNKNOWN — UNKNOWN (UNKNOWN) · airframe 19,866 hrs · 9,574 cycles

DURING CRUISE, RH ENGINE EXPERIENCED A FLAMEOUT. THE FLIGHT CREW SECURED THE MOTOR AND RETURNED TO BASE. MAINTENANCE PERSONNEL REMOVED AND REPLACED THE RH FUEL CONTROL AND FUEL FILTER, PERFORMED FUEL PUMP FUNCTIONAL TESTS, AND PERFORMED FIVE POINT RUNS WITH ACES SPECTRAL ANALYZER. AIRCRAFT WAS RETURNED TO SERVICE 7/20/2023.

Part: HANDLE — MALFUNCTIONED (MLG) · airframe 24,436 hrs · 34,372 cycles

NO NOSE GEAR DOWN LOCK INDICATION WHEN GEAR HANDLE SELECTED DOWN. REMOVED AND REPLACED GEAR SELECTOR WITH INSPECTED /SERVICEABLE UNIT.

Part: FUEL SYS — LOW · airframe 15,454 hrs · 7,841 cycles

DURING CRUISE FLIGHT, AFTER DEPARTING HNL, THE CREW NOTICED THE FUEL QUANTITY INDICATION APPEARED TO BE LOW IN FLIGHT. THE CREW ELECTED TO DIVERT TO HOG AND DECLARED AN EMERGENCY.

Part: UNKNOWN — ODOR (CABIN) · airframe 11,057 hrs · 7,489 cycles

DURING CRUISE FLIGHT CONDITIONS MEDICS NOTICED SMOKE IN THE CABIN. PIC DECIDED TO DIVERT AND DECLARE AN EMERGENCY LANDING DUE TO SMOKE IN THE CABIN INTO AIRPORT. ONCE ON GROUND MAINTENANCE WAS DISPATCHED TO AIRPORT. MAINTENANCE PERFORMED OPS CHECKS OF WING AND STAB HEAT SYSTEM WITH NO DEFECTS NOTED AND NO SMOKE OBSERVED. INSPECTED BLEED AIR DUCTS IN CABIN WITH NO DEFECTS NOTED. AIRCRAFT WAS RETURNED TO SERVICE.

Part: SPAR — CORRODED (ZONE 500) · airframe 10,590 hrs · 4,945 cycles

FOUND CORROSION ON WING AFT SPAR AT RBS 406.

Part: WING — CORRODED (ZONE 600) · airframe 10,590 hrs · 4,945 cycles

RIGHT WING HAS CORROSION ON AFT SPAR AT RBS343.

Part: DUCT — TORN (AC BAY) · airframe 28,592 hrs · 39,250 cycles

APPROX 1245 LOCAL TIME, WHEN RT "DUCT LEAK" LIGHT ILLUMINATED. CREW SECURED THE RT ENGINE BLEED VALVE AND RT AC PACK, WAITED THREE MINUTES FOR COOL DOWN AND ANNUNCIATOR TO EXTINGUISH. "DUCT LEAK" LIGHT DID NOT EXTINGUISH. CREW SECURED RT ENGINE IN FLIGHT AND RTB DECLARING AN EMERGENCY. POINT MAINTENANCE TROUBLESHOT SYSTEM AND FOUND MULTIPLE LEAKS IN THE RT AC PACK ASSY. REPLACED TORN DUCT (PN MGR69766-150) AND WORN CLAMP (PN 744257C2). MAINTENANCE PERFORMED A THIRTY MINUTE GROUND RUN WITH NO DEFECTS NOTED.

Part: UNKNOWN — MALFUNCTIONED (CABIN PRESSURE) · airframe 18,881 hrs · 8,483 cycles

AFTER TAKEOFF, ENROUTE, AT ALTITUDE THE AIRCREW EXPERIENCED SOME TURBULENCE AND THE PIC REPORTED A SUDDEN LOSS OF PRESSURIZATION. THEY DECLARED AN EMERGENCY DESCENT TO THE NEAREST AIRFIELD. WE DISPATCHED A TECH TO TROUBLESHOOT THE PROBLEM. UPON TROUBLESHOOTING THE PRESSURIZATION SYSTEM THERE WERE NO DEFECTS NOTED IN THE PRESSURIZATION SYSTEM. ACFT WAS OPS CHECKED AND RETURNED TO SERVICE.

Part: SEAL — LEAKING (PAX DOOR) · airframe 19,332 hrs · 11,332 cycles

ENROUTE AT FL410 . HEARD A LOUD NOISE COMING FROM THE FRONT ENTRANCE DOOR AND SUSPECTED A DOOR SEAL LEAK. THE CABIN BEGAN TO CLIMB AT A RAPID RATE. ELECTED TO REQUEST A LOWER ALTITUDE WITH ATC WHILE WORKING ON THE ISSUE. BEGAN A DESCENT TO THE ASSIGNED ALTITUDE OF FL360 WHILE THE F/O WORKED ON THE PRESSURIZATION ISSUE. WHILE IN THE DESCENT TO FL360 THE CABIN CONTINUED TO CLIMB AND WE REQUESTED FURTHER DESCENT AND INFORMED ATC OF A PRESSURIZATION ISSUE. AT THIS TIME, GIVEN FL200 AND A VECTOR HEADING AND INFORMED TO SQUAWK 7700 AND COMPLIED. AT THIS TIME THE CABIN CONTINUED TO CLIMB AND REQUESTED A FURTHER DESCENT AND WAS GIVEN FL120 AND VECTOR HEADINGS. AT FL120 AND THE CABIN STABLIZED, ELECTED TO CONTINUE AND LAND AS PRACTICABLE AT OUR DESTINATION AIRPORT.

Part: LINE — RUPTURED (HYDRAULIC SYS) · airframe 31,624 hrs · 36,180 cycles

NORMAL TAKEOFF, ABOUT HALFWAY TO DESTINATION STARTED HEARING A LOW RUMBLE IN THE BELLY OF THE PLANE. HAVING BEEN THROUGH THIS BEFORE, HAD THE CO-PILOT CHECK THE HYDRAULIC PRESSURE WHICH WAS NORMAL. ABOUT 15 SECONDS LATER, HE SAID THE HYDRAULIC PRESSURE GUAGE STARTED SHOWING A LOSS OF PRESSURE. GOT AN IMMEDIATE CLEARANCE BACK TO PBI. EXPLAINED THE PROBLEM TO CENTER, DECLARED AN EMERGENCY. WE REVIEWED THE MAIN SYSTEM HYDRAULIC LOSS CHECKLIST. BRIEFED THE CO-PILOT ON USE OF THE AUX HYD SWITCH FOR GROUND BRAKING. ONCE ON DOWNWIND, WENT THROUGH THE PROCEDURES TO MANUALLY LOWER THE LANDING GEAR WHICH WORKED FINE. WAITED TILL LANDING WAS ASSURED, FULL FLAPS AND LANDED WITH NO ISSUES. AFTER SHUTDOWN AND DEPLANING, NOTICED HYDRAULIC FLUID RUNNING OUT OF THE RIGHT WHEELWELL. THERE WAS AN FAA INSPECTOR THERE ALONG WITH FIRE DEPARTMENT PERSONNEL ASKING QUESTIONS. NOTHING OUT OF THE ORDINARY. THE FAA INSPECTOR WAS SATISFIED AND LEFT

Part: LINE — LEAKING (GEARBOX) · airframe 24,007 hrs · 20,064 cycles

RT GEARBOX LIGHT ILLUMINATED. SHUTDOWN THE ENGINE IAW THE CHECKLIST, DECLARED AN EMERGENCY AND LANDED UNEVENTFULLY. TROUBLESHOT PROBLEM AND FOUND THE FITTING AND LINE FOR THE GEARBOX PRESSURE RETURN LINE LEAKING. R & R FITTING AND LINE WITH A SERVICEABLE UNIT. OPS CHECKED SYSTEM. NO DEFECTS NOTED AT THIS TIME.

Part: LINE — RUPTURED (OIL BLOWER) · airframe 23,973 hrs · 20,020 cycles

PILOT REPORTED A RT ENGINE GEARBOX PRESSURE LIGHT ABOUT 25 MINUTES INTO THE FLIGHT. REDUCED POWER ON THE RT ENGINE AND LIGHT WENT OUT. THE ACFT RETURNED WITHOUT INCIDENT. DECLARE AN EMERGENCY. MAINTENANCE TROUBLESHOT PROBLEM TO A RUPTURED BLOWER OIL FILTER LINE. MAINTENANCE R & R THE BLOWER OIL FILTER LINE WITH A SERVICEABLE LINE AND OPS CHECKED GOOD. RETURNED THE ACFT TO SERVICE.

Part: WIRE — SHORTED (RT MLG) · airframe 20,644 hrs · 8,612 cycles

WHEN THE PILOT SELECTED GEAR DOWN FOR LANDING, THE LANDING GEAR CIRCUIT BREAKER TRIPPED. TROUBLESHOT SYSTEM AND FOUND THE NR 5 WIRE ON THE RT MLG SAFETY SWITCH SHORTED TO GROUND. REPAIRED THE WIRE AND OPERATED THE SYSTEM AND THE SYSTEM OPS CHECKED NORMAL IAW MM.

Part: LANDING GEAR — MALFUNCTIONED (NOSE) · airframe 19,475 hrs · 17,946 cycles

AFTER PERFORMING ALL LANDING CHECKS DURING A NORMAL LANDING, AT TOUCHDOWN EXPERIENCED A LANDING GEAR WARNING HORN, NOTICED THE NOSE GEAR, GREEN, LIGHT WAS OFF AND RED GEAR HANDLE LIGHT ON. RECYCLED THE GEAR DOWN AND LIGHT FAILED AGAIN. IAW CHECK LIST, PROCEEDED TO BLOW THE GEAR DOWN AND RECEIVED A NORMAL GEAR DOWN LIGHTS, FLEW A PASSED TOWER AND VERIFY THE GEAR WAS DOWN AND PROCEEDED TO LAND WITH OUT INCIDENT.

Part: FIRE WARNING — ILLUMINATED (RT NACELLE) · airframe 11,671 hrs · 8,465 cycles

ABOUT AN HOUR INTO FLIGHT, THE CREW RECEIVED A RT ENGINE FIRE LIGHT. PERFORMED ALL PROCEDURES, CHECKLIST AND DIVERTED. DISCHARGED THE RT ENGINE FIRE BOTTLE.

Part: CIRCUIT BREAKER — TRIPPED (MODULATION VALVE) · airframe 19,025 hrs · 12,497 cycles

AFTER TAKEOFF, CREW DISCOVERED ACFT WOULD NOT PRESSURIZE AND AIR CONDITIONING SYS WOULD ONLY PRODUCE HEAT. RETURNED TO DEPARTURE. LANDED WITHOUT INCIDENT. UPON ARRIVAL, DISCOVERED CIRCUIT BREAKER FOR RT MODULATION VALVE WAS TRIPPED. RESET TRIPPED BREAKER AND PERFORMED AN OPS CHECK OF SYS. CIRCUIT BREAKER REMAINED SET AND SYSTEM OPS CHECKED GOOD. ACFT CONTINUED ON TO DESTINATION WITHOUT FURTHER INCIDENT. ON ARRIVAL, ACFT INSPECTED AND AN OPS CHECK OF THE SYS WAS PERFORMED IAW MM. RT MODULATION VALVE CIRCUIT BREAKER REMAINED SET AND SYS OPS CHECKED GOOD. ACFT RETURNED TO SERVICE.

Part: LINE — RUPTURED (HYDRAULIC SYS) · airframe 19,072 hrs · 17,006 cycles

ON THE 1430 FLIGHT, AFTER DEPARTURE THE PILOTS FELT A SHUDDER IN THE AIRFRAME. THE HYD PRESSURE GAUGE READ ZERO. THEY DECLARED AN EMERGENCY AND LANDED SAFELY. MX FOUND THE LT OTBD HYD LINE RUPTURED. R & R WITH A SERVICEABLE LINE (PN 159H10007-4C). COMPLIED WITH ALL OPS CHECKS AND RETURNED TO SERVICE.

Part: TERMINAL — BROKEN (RT ENGINE) · airframe 19,714 hrs · 8,339 cycles

A FEW MINUTES AFTER TAKEOFF, MASTER CAUTION LIGHT CAME ON DUE TO THE LOSS OF THE RT GENERATOR. AT THE SAME TIME SEVERAL CIRCUIT BREAKERS TRIPPED RESULTING IN THE LOSS OF MOST OF THE RT SIDE OF THE COCKPIT. AFTER TROUBLESHOOTING, FOUND B TERMINAL WIRE TERMINAL HAD SHORTED AND CAUSED THE PROBLEM. REPLACED THE TERMINAL, OPS CHECKED THE ENTIRE SYSTEM WITH NO DEFECTS NOTED AND RETURNED THE ACFT TO SERVICE.

Part: SWIVEL FITTING — BLEW OUT (ZONE 700) · airframe 17,545 hrs · 8,248 cycles

AFTER TAKEOFF PILOT REPORTED NO HYD PRESSURE. UPON LANDING SAFELY AND TROUBLESHOOTING THE ISSUE , FOUND THE MLG ACTUATOR RETRACT SWIVEL FITTING HAD FAILED. R & R THE SWIVEL FITTING WITH A NEW PART (PN 142870). PERFORMED ALL GEAR SWINGS AND ASSOCIATED HYD CHECKS IAW WITH THE MM.

Part: SHAFT — SHEARED (FUEL PUMP) · airframe 26,602 hrs · 27,127 cycles

RT ENGINE FUEL PUMP SHEARED THE SHAFT AS THE ACFT WAS JUST BEGINNING TO ROLL FOR TAKEOFF. THE CAPTAIN ABORTED THE TAKEOFF AND TAXIED THE ACFT BACK TO THE RAMP. DISPATCHED A MECHANIC TO REPAIR THE ACFT. CHANGED THE FUEL PUMP (PN GB317/3AU, SN L628136LK) AND PERFORMED ALL OPS CHECKS IAW THE MM AND THE ACFT RETURNED TO BASE.

Part: COMPUTER — DEFECTIVE (NLG STEERING) · airframe 17,120 hrs · 7,678 cycles

ON ROLL OUT, ACFT EXPERIENCED A SHUTTER AND THE CREW THOUGHT THE NOSE TIRE HAD BLOWN, CREW NOTIFIED THE TOWER AND PREPARED THE ACFT FOR AN EMERGENCY LANDING, UPON LANDING, NOSE TIRE WAS NOT BLOWN OR DAMAGED, ACFT LANDED WITH OUT INCIDENT, THE CREW NOTED THE NOSE WHEEL STEERING WAS NOT WORKING AND THE ACFT WAS TOWED FROM THE RUNWAY.

Part: ROD END BEARING — BROKEN (NLG DOOR) · airframe 29,899 hrs · 33,566 cycles

AFTER TAKEOFF AND GEAR WAS RETRACTED A VERY LOUD VIBRATION WAS HEARD COMING FROM THE NOSE GEAR WHEEL WELL AREA,THE AIRCRAFT RETURNED. WHEN GEAR WAS SELECTED DOWN,THE GEAR DID NOT COME DOWN THE HYDRAULIC PRESSURE WAS ZERO,COMPLIED WITH EMERGENCY GEAR LOWERING PROCEDURES AND ALL GEAR CAME DOWN, LANDED WITH OUT INCIDENT. POST FLIGHT INSPECTION REVEALED A BROKEN NOSE GEAR DOOR LINKAGE ROD END BEARING AND A CRACKED HYDRAULIC LINE

Part: CIRCUIT BREAKER — WEAK · airframe 16,474 hrs · 7,437 cycles

DEPARTED ON LIVE LEG, APPROX 12 MINUTES INTO FLIGHT AT FL 220 PITOT HEAT AND LANDING GEAR CIRCUIT BREAKERS POPPED. REQUESTED FL 250 AND ADVISED ATC THAT THERE WAS A PROBLEM, ATTEMPTED TO RESET CIRCUIT BREAKERS, CIRCUIT BREAKERS WOULD NOT RESET. REQUESTED TO RETURN TO DEPARTURE AND LANDED WITHOUT FURTHER INCIDENT.

Part: FIRE LOOP — OUT OF TOLERANCE (RT NACELLE) · airframe 17,979 hrs · 15,165 cycles

AFTER TAKEOFF AND CLIMBING THRU 3000 FT APPROX 15NM NORTH, THE RED FIRE WARNING LIGHT IN THE RT T-HANDLE ILLUMINATED. REDUCED POWER AND CHECKED FOR ADDITIONAL INDICATIONS. ALL OTHER INDICATIONS WERE NORMAL FLIGHT RETURNED TO DEPARTURE WITHOUT SECURING ENGINE.

Part: BEARING — SEPARATED (ACCY GEARBOX) · airframe 14,825 hrs · 8,391 cycles

DURING COMPLIANCE WITH SB TFE731-72-3696 (REPLACEMENT OF AIR/OIL SEPARATOR IN THE ACCESSORY GEARBOX) FOUND THE FWD PART OF THE BALL BEARING CAGE SEPARATED FROM THE AFT STARTER GEAR SHAFT BEARING.

Part: WIRE — BROKEN (BLEED SWITCH) · airframe 15,202 hrs · 6,965 cycles

ON LIFT OFF, CREW NOTED FUMES AND SMOKE IN ACFT, AND THE ACFT PRESSURIZATION SYS WAS IN EMERGENCY. POWER WAS REDUCED AND ENGINE BLEED AIR SWITCHES WERE CYCLED, BUT LT ENGINE REMAINED IN EMERGENCY. CAPTAIN DECLARED AN EMERGENCY TO GET PRIORITY LANDING AND RETURNED WITHOUT INCIDENT. A MECHANIC WAS DISPATCHED, AND TROUBLESHOOTING REVEALED A BROKEN WIRE ON THE LT ENGINE BLEED CONTROL SWITCH LOCATED ON THE CO-PILOT`S INSTRUMENT PANEL. WIRE WAS REPAIRED AND SYS TESTED NORMALLY ON THE GROUND AND SUBSEQUENT TEST FLIGHT.

Part: ENGINE — LACK OF LUBE (LEFT) · airframe 14,898 hrs · 6,922 cycles

DEPARTED CARTERSVILLE AIRPORT AND PASSING 2000FT MSL THE MASTER CAUTION AND OIL PRESSURE LIGHTS ILLUMINATED. THE CREW NOTED 0 OIL PRESSURE ON THE LEFT ENGINE AND RETURNED TO THE AIRPORT FOR AN UNEVENTFUL LANDING. GROUND CREW NOTED AN EXTENSIVE OIL LEAK AND COULD HEAR A GRINDING NOISE COMING FROM THE ENGINE WHILE ATTEMPTING TO ROTATE IT BY HAND. THIS ENGINE HAS 78.6 HOURS OPERATING TIME SINCE COMPLETION OF MAJOR PERIODIC INSECTION AND CORE REPAIR. ENGINE REMOVED AND RETURNED TO OVERHAUL FACILITY.

Part: CIRCUIT BREAKER — LOOSE (RT CB PANEL)

(30) MINUTES AFTER THE ACTIVATION OF WINDSHIELD HEAT, THE RT ESSENTIAL BUS CIRCUIT BREAKER POPPED. CREW COMPLETED EMERGENCY CHECKLIST FOR AN ELECTRICAL FAILURE. THE CIRCUIT BREAKER WOULD NOT RESET. ATC GAVE VECTORS AND DESCENT. CREW DID A VISUAL APPROACH. NO EMERGENCY WAS DECLARED BY THE FLIGHT CREW, AIRPLANE LANDED WITHOUT INCIDENT. (K)

Part: SENSOR — BURNED (COCKPIT) · airframe 15,863 hrs · 7,049 cycles

ON THE CLIMB 4' CREW SMELL OF BURNING WIRES, AND SMOKE RISING FROM CAPTAIN BREAKER PANEL. CREW ELECTED TO COME BACK AND LAND AT ATL. THE EL LIGHT CIRCUIT CB WAS PULLED, & MEL DUE TO FAULTY CB. SEEMED TO FIX THE PROBLEM. DEPARTED AGAIN, ABOUT 10 MINUTES INTO THE FLIGHT CREW NOTICE THE SMELL, AND SMOKE COMING FROM THE CAPTAIN SIDE CB PANEL AREA. AIRCRAFT WAS DIVERTED TO HOME BASE VPC, AND LANDED UNEVENTFULLY. NO EMERGENCY WAS DECLARED ON EITHER INFLIGHT ABORTS.

Part: ENGINE — VIBRATION (LEFT) · airframe 13,367 hrs · 8,216 cycles

AFTER LANDING, TEMP.AROUND -12C, FREEZING FOG, CREW ELECTED TO TURN OFF ANTI-ICE AFTER LND. AIRCRAFT SAT FOR 1 HR,ENG'S STARTED. LT ENG HAD VIBRATION HUMMING, RT ENG WAS STABLE.TAXIED OUT W/ANTI-ICE ON THRUOUT. A/C TOOKOFF, IT SEEMED TO BE SMOOTH ON THE ROLL AND INITIAL CLIMB, HOWEVER, OUT OF 10,000 FT LT ENG VIB WAS AROUND 1.5 MILS,ABNORMAL FOR THIS AIRPLANE. CREW ELECTED TO DIVERT (MAINT.BASE). LANDING WAS UNEVENTFUL. BOTH ENG'S HAD VISUAL CKS, NOTHING NOTED. CONCLUSION IT MUST HAVE BEEN AN ICING/MELTING PROBLEM.

Part: WINDSHIELD — CRACKED (COCKPIT) · airframe 13,219 hrs · 8,122 cycles

DURING DECENT AT 20,000 FEET THE CO-PILOTS WINDSHIELD DEVELOPED CRACK STARTING FROM THE RT SIDE BOLT PATTERN AND EXTENDING DOWN AND ACROSS. CREW DECIDED TO DIVERT, AS THE CRACK HAD SPLIT INTO (2) CRACKS. ALSO, DECLARED AN EMERGENCY TO ATC PROCEEDING VISUALLY DIRECT TO RUNWAY 7R. LANDED WITHOUT ANY INCIDENT AND TAXIED TO RAMP.

Part: ENGINE — UNKNOWN · airframe 15,417 hrs · 8,160 cycles

DURING CLIMB OUT SHORTLY AFTER TAKEOFF LT ENGINE QUIT. CREW DECLARED AN EMERGENCY WITH DEPARTURE CONTROL, THEY VECTOR AIRPLANE TO PROPER MSA ALTITUDE AND RETURN FOR LANDING. CREW ELECTED, IN FLIGHT ENGINE START CHECK LIST, THE LT ENGINE STARTED, AND WAS OPERATING NORMAL. AT THIS POINT CREW NOTIFIED ATC THAT LT ENGINE WAS BACK UNDER NORMAL OPERATING CONDITIONS. AIRPLANE LANDED UNEVENTFULLY.

Part: SELECTOR VALVE — BYPASSING (RT MLG) · airframe 24,952 hrs · 23,853 cycles

AIRCRAFT WAS ENROUTE, FLYING THE APPROACH FOR RUNWAY 03. ONCE THE CREW PERFORMED THE APPROACH CHECKLIST, AND GEAR DOWN WAS SELECTED BEFORE LANDING CHECKLIST THEY GOT THE RT MAIN AND NOSE GEAR LIGHT ONLY. CREW TRY THE EMERGENCY PROCEDURES DESCRIBED ON CHECKLIST. THIS PROCEDURE DID NOT GET THE (3) GREEN GEAR LIGHTS. AIRCRAFT LANDED WITH (2) GEARS DOWN ON RUNWAY 21, AND SLID INTO THE GRASS. NO INJURIES TO CREW OR PASSENGERS.

Part: LINE — LEAKING (HYD SYSTEM)

AC HAD HYDRAULIC LIGHT, PILOT PERFORMED A PRECAUTIONARY LANDING AT THE AIRPORT. UPON INSP FOUND HYDRAULIC LINE FROM PUMP TO MANIFOLD LEAKING AT THE BOTTOM OF THE SWEDGE FITTING. HYDRAULIC LINE WAS REPLACED WITH NEW LINE. HYDRAULIC SYSTEM WAS SERVICED, GROUND RUN, AND LEAK CHECK NORMAL. FLIGHT CONTROL CHECK NORMAL. AC WAS RETURNED TO SERVICE. (K)

Part: RHEOSTAT — SHORTED (COCKPIT)

SOON AFTER TAKEOFF, THE CREW DETECTED A AN ELECTRICAL SMELL. AFTER ATTEMPTING AND FAILING TO ISOLATE SOURCES. THEY ELECTED TO RETURN TO DEPARTURE. AIRPORT, AND LANDED UNEVENTFULLY. THERE WAS NO EMERGENCY DECLARED. MAINTENANCE REPLACED EL RHEOSTAT IAW MM. (K)

Part: ENGINE — MAKING METAL (ENGINE) · airframe 25,186 hrs · 21,753 cycles

ENGINE FLAMED OUT IN FLIGHT WITH NO WARNING OR INDICATION. METAL WAS FOUND IN THE OIL SCREEN. ENGINE WILL BE SENT BACK TO OVERHAUL FACILITY FOR EVALUATION AND WARRANTY CONSIDERATION.

Part: DOOR — UNSECURE (CARGO BAY) · airframe 25,154 hrs · 21,744 cycles

CARGO DOOR CAME OPEN IN FLIGHT. CREW LANDED SAFELY. IT WAS DETERMINED THAT THE DOOR WAS NOT PROPERLY SECURED BEFORE TAKEOFF.

Part: STRUCTURE — BIRD STRIKE (FUSELAGE) · airframe 26,681 hrs · 20,185 cycles

WHILE ON APPROACH AIRCRAFT WAS STRUCK BY A BIRD ON THE LEFT SIDE OF THE FORWARD FUSELAGE.

Part: BEARING — SEIZED (NR 1 MAIN WHEEL) · airframe 21,138 hrs · 16,583 cycles

AFTER TAKEOFF, DISCOVERED THAT THE NR 1 MAIN WHEEL ASSEMBLY HAD DISCONNECTED FROM THE AXLE. THE AXLE NUT WAS STILL IN PLACE. IT WAS DETERMINED THAT A WHEEL BEARING FAILURE WAS PROBABLY THE CAUSE.

Part: TIRE — BLOWN (MLG) · airframe 13,264 hrs · 6,164 cycles

ON TAKE-OFF ROLL THE RIGHT OUTBOARD TIRE EXPERIENCED A BLOW OUT. THE CREW ABORTED THE TAKE-OFF AND APPLIED MAXIMUM BRAKING. THE REMAINING 3 MAIN TIRE BLEW AS A RESULT OF THE HEAT GENERATED FROM THE BRAKING ACTION.

Part: CONTROL ROD — LOOSE (THROTTLE) · airframe 26,193 hrs · 19,990 cycles

AIRCRAFT RELEASED FROM MAINTENANCE. DEPARTED VPC. CLIMBING OUT FROM 9,000 FT, RIGHT THROTTLE WOULD NOT RESPOND. RETURNED TO VPC WITH UNEVENTFUL LANDING. MAINTENANCE FOUND THE THROTTLE PUSH PULL ROD CAME LOOSE AT THE FIREWALL (ROD END SEPARATED FROM THE BARREL). MAINTENANCE INSPECTED AND RESECURED ROD END AND FUNCTIONAL CHECK PERFORMED SATISFACTORY. AIRCRAFT RELEASED AT THIS POINT.

Part: ODOR — DETECTED (COCKPIT)

SMOKE WAS SUSPECTED IN CABIN. ENTIRE AREA IN SUSPECTED AREA WAS INSPECTED. NO DEFECTS WERE FOUND. PILOT REPORTED LEADING EDGE ANTI-ICE WAS INADVERTENTLY LEFT ON POSSIBLE CAUSING THE SMELL OF SMOKE. AIRCRAFT WAS RUN, SYSTEMS WERE OPERATIONALLY CHECKED AND FOUND TO BE GOOD.

Part: BLADE — CRACKED (TAIL ROTOR)

TAIL ROTOR BLADE HAS 4000 HOURS TBR(SLL). UNIT FAILED AT 2760.0 TTSN. MASSIVE SPAR CRACK ON LAMINATED SPAR. UNIT RETURNED TO MFG.

Part: SPLINE ADAPTER — WORN (HYD PUMP)

HYDRAULIC PUMP SPLINE DRIVE WORN, WAS LUBRICATED IAW MSR PRIOR.

Part: FORK ASSY — CRACKED (LT MLG)

AIRCRAFT PARKED. NOTICED LT WHEEL TILTED INBOARD AT TOP. BRAKE DISC HAD CONTACTED FORK. REMOVED WHEEL TO INVESTIGATE, FOUND AXLE HAD CRACKED HALF WAY AROUND. AIRCRAFT HAD FLOWN DAY BEFORE. CRACK SEEMED TO HAVE STARTED AT VERY BOTTOM. NOT BELIEVED TO BE CAUSED FROM BOUNCED LANDING. "STRESS CORROSION AND AGE" CRACK IS RIGHT IN SEAM WHERE BOSS AND BEARING AREAS NEED A CLOSE VISUAL INSPECTION.

Part: FIRE LOOP — SHORTED (LT ENGINE)

EWR/TXKF - EN ROUTE, WHEN LEFT FIRE LIGHT CAME ON. CREW DID VISUAL INSPECTION OF ENGINE AND ENGINE INSTRUMENTS. NO INDICATION OF ANYTHING UNUSUAL. FIRE LIGHT WENT OUT, CREW TRIED TO TEST SYSTEM FIRE LOOP LOCATED IN ENGINE COMPARTMENT. WOULD NOT TEST. CREW SHUT DOWN ENGINE AND DISCHARGED BOTTLE. LANDED IN TXKF WITH NO PROBLEMS. AIRCRAFT INSPECTED AT TXKF, NO INDICATIONS OF ANY FIRE OR FIRE LOOP WEAR OR CHAFING. REPLACED FIRE BOTTLE, AND REPLACED ONE SECTION OF LOOP THAT HAD HIGHER THAN NORMAL RESISTANCE. SYSTEM CHECKED PER MM, CHAPTER 26.