Pegasus Elite Aviation, INC

Operated by Pegasus Elite Aviation (per NTSB report)

The flight crew’s misalignment of the airplane with a taxiway instead of the assigned runway, resulting in a low-altitude go-around late in the final approach and reduced separation with the airplanes on the taxiway.

Part: NOT REPORTED — NOT REPORTED (NOT REPORTED)

AIRCRAFT MED T/S DATED 24 NOV.2022 AND PERFORMED BY JET AVIATION (JBSL) TECHNICIAN FOUND AUX PUMP DEFECTIVE. DOOR WAS LOCKED MANUALLY ON 24 NOV.2022 WAITING FOR THE REPLACEMENT PUMP PROCUREMENT. ON 27 NO.2022, BEFORE THE PUMP REPLACEMENT, A CREW MEMBER (PILOT) ATTEMPTED TO OPEN THE DOOR AND, BECAUSE OF THE ABSENCE OF HYDRAULIC OPERABILITY, DOOR HAS OPENED RAPIDLY CAUSING INJURIES TO THE PILOT. NOTE: THE EVENT HAS BEEN NOTIFIED TO JET AVIATION ON 31 JAN.2023 BY THE AIRCRAFT'S OPERATOR - PEGASUS ELITE AVIATION. FOLLOWING THE NOTIFICATION, THE INTERNAL OCCURRENCE REPORT NO. 22715 HAS BEEN RAISED AND THE INTERNAL INVESTIGATION IS IN PROGRESS.

Part: BOLT — LOOSE (FUEL SYSTEM)

DURING FLIGHT FROM KVNY TO KJAC THE CAPTAIN NOTICED FUEL LEAKING FROM THE FILL CAP AREA OF THE LEFT HAND NACELLE FUEL TANK. THE AIRCRAFT WAS DIVERTED TO KLAS FOR INSPECTION. UPON INSPECTION BY A MAINTENANCE TECHNICIAN IT WAS DETERMINED THAT THE LEAK WAS DUE TO SEVERAL BOLTS THAT HAD BECOME LOOSE ON THE NACELLE BLADDER COVER PLATE. THE BOLTS WERE TORQUED TO SPECIFICATION IAW AMM 28-10-01. ENGINE GROUND RUN LEAK CHECK WAS PERFORMED AND THE AIRCRAFT WAS RETURNED TO SERVICE ON 03/29/2018.

Part: SWITCH — OUT OF ADJUST (THRUST REVERSER)

AIRCRAFT WAS IN MAINTENANCE TO REPLACE FAULTY RIGHT HAND THRUST REVERSER ACTUATOR. AIRCRAFT WAS RETURNED TO SERVICE ON 03/28/2018. UPON ATTEMPTING TAKEOFF BOUND FOR KAPC, THE CREW REJECTED THE TAKEOFF DUE TO A RIGHT HAND THRUST REVERSER UNLOCK INDICATION. THE AIRCRAFT WAS RETURNED TO GULFSTREAM SERVICE CENTER AND THE LOWER THRUST STOW SWITCH WAS ADJUSTED. AIRCRAFT WAS RETURNED TO SERVICE ON 03/29/2018.

Part: UNKNOWN — SMOKE (CABIN)

SMOKE PRESENT IN CABIN AFTER TAKEOFF. DURING POST FLIGHT INSPECTION, FOUND AUXILIARY CABIN HEATER SWITCH ON. PERFORMED CABIN HEAT OPERATIONAL CHECK IAW AMM21-42-00, NO DEFECTS NOTED. COULD NOT DUPLICATE SMOKE IN CABIN.

Part: IRU — FAILED (NR 1)

ACFT WAS ENROUTE. CREW DETECTED AN ODOR OF SOMETHING ELECTRICAL BURNING. ELECTED TO DIVERT THE FLIGHT WITHOUT INCIDENT. MX DETERMINED THAT THE NR 1 IRU FAILED AND WAS THE SOURCE OF THE ODOR. UNIT WAS REPLACED AND THE ACFT WAS RETURNED TO SERVICE.

Part: UNKNOWN — UNKNOWN

AT FL 410 ECS INLET OVERHEAT LIGHT ILLUMINATED, CREW PUT MAIN AIR VALVES BOTH ON LB AND STARTED A DESCENT TO FL 350. APPROX 1 MINUTE AFTER START OF DESCENT THE CABIN BEGAN A RAPID CLIMB IN EXCESS OF 10,000 FT. CREW BEGAN AN EMERGENCY DESCENT AND DECLARED AN EMERGENCY TO ATC. ACFT DIVERTED FROM ROUTE TO ALTERNATE, LANDING WAS UNEVENTFUL WITH NO INJURIES TO PAX OR CREW. INSP OF ACFT SHOWED NO ISSUES AND ACFT IS BEING FERRIED UNPRESSURIZED FOR FURTHER INSP AT THIS TIME. (K)

Part: UNKNOWN — UNKNOWN

ACFT WAS ON A REPOSITIONING FLIGHT. APPROX 1 HR INTO FLIGHT, ATC CLEARED ACFT FROM FL390 TO FL240 AND A DESCENT OF 3000 FPM WAS STARTED. AFTER A FEW MINUTES INTO DESCENT BOTH PFD AIRSPEED TAPES FAILED. CREW NOTED POSSIBLE PITOT TUBE ICING AND TOOK EMERGENCY ACTION TO INCLUDE DECLARING AN EMERGENCY WITH CTR AT FL220 ALL PFD INDICATION RE-APPEARED ON BOTH PFD`S AND ALL WARNING FLAGS DISAPPEARED. CREW STATED THAT THEY UNDECLARED THE EMERGENCY WITH ATC AND MADE AN UNEVENTFUL LANDING. INSP OF PITOT HEATERS WAS ACCOMPLISHED, WITH NO DEFECTS NOTED. SUSPECT PITOT TUBE ICING DURING DECENT. (K)

Part: BELLOWS — LOOSE (BLEED DUCT)

ON TEST FLIGHT, FOR RT WING OVER PRESSURE LT ON, AT FL230 EXPERIENCED A LT BLEED DUCT FAIL LIGHT. CREW PERFORMED EMERGENCY PROCEDURE IAW CHECKLIST. AT THAT POINT, SMELLED SMOKE IN CABIN. CREW DECLARED EMERGENCY AND DESCENDED BACK TO DEPARTURE WITH AN UNEVENTFUL LANDING. MFG WAS CONTRACTED BY OPERATOR TO PERFORM INSP AND MX FOUND LT BLEED DUCT COUPLING BLEED LEAK NOTED THAT WHEN EMERGENCY BLEED IS SELECTED BY FLIGHT CREW. RAW BLEED AIR IS PUMPED INTO CABIN CAUSING DUCT OUTLETS TO OVERHEAT AND GET SMOKE IN CABIN. MFG IS CONDUCTING FURTHER INSP AT THIS TIME. (K)

Part: RUDDER — LOCKED

AFTER DEPARTED, GOING THROUGH APPROX 800 FT AGL THE F/O NOTED THAT THE RUDDER HAD LOCKED UP IN THE NEUTRAL POSITION. THE OAT AT THE TIME WAS +9C. ACFT CONTINUED TO CLIMB AND CAPTAIN INFORMED ATC THAT WOULD BE RETURNING TO DEPARTURE. ACFT WAS ABOVE MAX LANDING WEIGHT SO FLIGHT CREW REQUESTED A DELAY IN LANDING UNTIL ACFT BURNED OFF FUEL BELOW MAX LANDING WEIGHT. FLIGHT CREW DID NO DECLARE AN EMERGENCY AND NO PASSENGERS WERE ON ACFT. THE WINDS WERE CALM AND THE APPROACH AND LANDING WAS WITHOUT INCIDENT. ONCE ON GROUND THE RUDDER RETURNED TO NORMAL WITHOUT ANY INPUT FROM FLIGHT CREW. ANTI-ICE SYSTEMS WERE IN FORMAL OPERATION DURING FLIGHT, YAW DAMP AND AUTO-PILOT WERE NEVER ENGAGED DURING FLIGHT. CONTACTED REPAIR STATION TO INSPECT AIRCRAFT WITH NO MAINTENANCE DISCREPANCIES NOTED. MAINT TEST FLIGHT WAS ACCOMPLISHED WITH NO DISCREPANCIES NOTED. ACFT WAS RETURNED TO SERVICE. (K)

Part: SWITCH — FAULTY (MLG)

ON DEPARTURE, ON A MAINT/ REPOSITION FLIGHT, FLIGHT CREW NOTED NR 2 T/R STOW LIGHT ON. FLIGHT CREW ELECTED TO RETURN TO DEPARTURE. CREW NOTED ON SELECTING GEAR DOWN THAT THE NR 1 GEAR DOWN LIGHT WAS NOT ILLUMINATED. CREW ELECTED TO DO A FLY BY TO VISUALLY VERIFY GEAR DOWN AND LOCKED. GEAR WAS VERIFIED BY TOWER, AC MADE AN UNEVENTFUL LANDING. CONTRACT FOR INSP AND MAINT, ON INSP FOUND THAT NR 2 OB T/R STOW SWITCH WAS FAULTY, SWITCH WAS REPLACED, OPERATIONALLY CHECKED. FOUND THAT NR 1 MAIN GEAR DOWN LIGHT WAS BURNED OUT. LAMP WAS REPLACED WITH A NEW LAMP (PN AS327) AND OPERATIONALLY CHECKED. AC WAS RELEASED FOR MAINT/REPOSITION TEST FLIGHT. (K)

Part: ENGINE — DAMAGED (RIGHT)

AC DEPARTED AND SHORTLY AFTER DEPARTURE, SMOKE WAS NOTED IN CABIN WITH BAGGAGE SMOKE DETECTOR INDICATING SMOKE IN BAGGAGE COMPARTMENT. FLIGHT CREW DECLARED AN EMERGENCY AND RETURNED TO DEPARTURE, APPROACH AND LANDING WERE UNEVENTFUL WITH NO OTHER INDICATION OF FIRE. UPON LANDING, FIRE DEPT CHECKED FOR HEAT SOURCES WITH NONE FOUND. CONTRACTED FOR INSPECTION AND MAINT, FOUND THAT THE RT (NR 2) ENGINE WAS MAKING SMOKE THROUGH THE ENGINE BLEEDS AND INJECTING SMOKE INTO THE CABIN. THIS ENGINE WAS A LOANER ENGINE FROM MFG AND AS SUCH MFG WAS CONTACTED. SERV REP WAS ON SITE AND DETERMINED THAT OIL WAS LEAKING INTERNALY AND ENGINE IS BEING REMOVED AND SERVICEABLE ENGINE INSTALLED. NOT KNOW AT THIS TIME WHAT PART FAILED INTERNALLY IN ENGINE. (K)

Part: STARTER GEN — FAILED (NR 1 ENGINE)

IN CRUISE FLIGHT AT FL380, CREW FELT A VIBRATION, IT CONTINUED TO GET STRONGER. CREW REQUESTED ATC TO LAND AT NEAREST SUITABLE AIRPORT BUT DID NOT DECLARE AN EMERGENCY. FLIGHT CREW DETERMINED THAT NR 1 GENERATOR WAS GONG BAD AND DIVERTED THE AC. APPROACH WAS MADE WITH THE LT ENG IN IDLE, AC MADE AN UNEVENTFUL LANDING WITH NO INJURIES TO PASSENGERS OR CREW. CONTACTED INSP AND MAINT OF LT ENGINE AND STARTER/GEN. ON INSP, FOUND THAT LT STARTER/GEN HAD FAILED, BRGS WERE WORN. REMOVED AND REPLACED LT STARTER/GEN, RT SERVICEABLE STARTER/GEN AS WELL AS FOR TIME. PERFORMED AN OPS CHECK OF BOTH STARTER/GENS WITH NO DISCREPANCIES NOTED. (K)

Part: CONTROLLER — DEFECTIVE (COCKPIT)

ON CLIMBOUT, FLIGHT CREW ELECTED TO TURN ON WINDSHIELD HEAT, SOMETIME AFTER THAT AND BEFORE REACHING CRUISE ALT. THE FLIGHTCREW NOTED THE FO`S RT REAR WINDSHIELD DELAMINATING, LITERALLY COOKED, STATED BY CAPTAIN. FLIGHT CREW LEVELED AT 12,000 FT, DECLARED AN EMERGENCY AND DIVERTED. LANDIND WAS UNEVENTFUL WITH NO INJURIES TO THE PASSENGERS OR CREW, PILOT NOTED NO UNUSUAL INDICATIONS OR SCREEN OVERHEAT. INSPECTED RT WINDSHIELD AND FOUND OVERHEATED. REPLACED WINDSHIELD RT SIDE AND THERMAL CONTROL UNIT. FUNCTIONAL CHECK WAS ACCOMPLISHED WITH NO DESCREPANCIES NOTED FOR THE RT WINDSHIELD OR WINDSHIELD HEAT. (K)

Part: ENGINE — FAILED (NR 1)

NR 1 ENGINE QUIT AS AC WAS CLIMBING THROUGH FL370 WITH NO WARNING. FIRST INDICATION WAS LOSS OF OIL PRESSURE AS ENGINE SPOOLED DOWN. DIVERTED AND DECLARED AN EMERGENCY. THEIR WAS NOT AN ATTEMPT MADE TO AIRSTART THE FAILED ENGINE. SINGLE ENGINE LANDING WAS UNEVENTFUL, NO PASSENGERS WERE ON BOARD AND CREW WAS NOT INJURED. INSPECTION AND MAINTENANCE OF AIRCRAFT, FINDING TO DATE ARE AS FOLLOWS; NO OVERTEMP, ASSESSMENT THAT THE ENGINE FLAMED OUT EITHER DUE TO LACK OF FUEL CONTAMINATION/ ICING. MFG ENGINEERING IS DOING AN EVALUATION OF THIS EVENT TO DETERMINE ANY FURTHER ACTION THAT MAY BE RECOMMENDED FOR THIS ENGINE. (K)

Part: UNKNOWN — UNKNOWN

ON APPROACH, AT 3000 FT, EXPERIENCED A PARTIAL PANEL FAILURE ON THE CAPT EADI, EHSI, MFG. TRANSFERRED CONTROL OF AC TO THE F/O. SELECTED THE NR 2 AFSC AND 30 SECONDS THE AC DEPARTED LEVEL FLIGHT AND STARTED AN UNCOMMANDED DESCENT. AT 2700 FT BOTH FLIGHT CRE COULD NOT STOP DESCENT AND THE AUTOPILOT WOULD NOT DISCONNECT ON THE CAPTAINS YOKE. THE A/P AND SFSC C/B WERE PULLED AND CONTROL OF AC WAS REGAINED. AT THIS POINT AN EMERGENCY WAS DECLARED AND AC WAS DIVERTED. THE LANDING WAS UNEVENTFUL, WITH NO INJURIES TO THE 8 PASSENGERS OR CREW. AT THIS TIME THE AC IS BEING INSPECTED, IT IS NOT KNOW WHAT UNITS FAILED AT THIS TIME. (K)

Part: ENGINE — BIRD INGESTION (RIGHT)

AFTER FULLY CONFIGURING AC FOR LANDING, ON APPROACH, AT APPROX 1500 FT, AGL AND 5 MILES FROM RUNWAY, AC SUFFERED A BIRD INGESTION AND CATASTROPHIC RT ENGINE FAILURE. THIS WAS FOLLOWED BY A SUCCESSFUL EMERGENCY LANDING WITH NO INJURIES TO PASSENGERS OR CREW. ON LANDING, IT WAS NOTED THAT THE NORMAL BRAKES HAD FAILED AND THE EMERGENCY BRAKING SYSTEM WAS USED WHICH LOCKED UP THE BRAKES AND BLEW OUT BOTH MAIN TIRES AFTER USE. ON EXAMINATION OF AC IT WAS FOUND THAT THE RT ENGINE WAS DESTROYED, THE COMPRESSOR BLADES WERE GONE AND THE HYDRAULIC LINES TO THE RT ENGINE WERE SEVERED. IT WAS ALSO NOTED THAT THE ENGINE APPLIANCES WERE DAMAGED AS WELL AS THE ENGINE NOSE COWL. ENGINE IS BEING REMOVED AND FURTHER INSPECTION IS FORTHCOMING. (K)

Part: SCAVENGE PORT — WORN (NR 3 BEARING)

DEPARTED, ENROUTE, AT 22,000FT THE FLIGHT CREW DECLARED AN EMERGENCY WHEN THE NR 1 (LT) ENGINE OIL PRESSURE STARTED FLUCTUATING AND ALL LOW PRESSURE LIGHT CAME ON. FLIGHT CREW SHUTDOWN NR 1 ENGINE AND MADE AN EMERGENCY LANDING. THE LANDING WAS UNEVENTFUL WITH NO INJURIES. UPON INVESTIGATION, IT WAS NOTED THAT THE NR 1 ENGINE HAD AN OIL LEAK FROM THE NR 3 BEARING SCAVENGE OIL LINE. THE ENGINE HAS BEEN REMOVED FOR REPAIR AND INSPECTION AT THIS LINE. (K)

Part: ACTUATOR — MALFUNCTIONED (T/E FLAP) · airframe 9,941 hrs · 3,804 cycles

ON TEST FLIGHT, FLAPS RETRACTED WITH LOUD NOISE AND CAME OUT OF ASYMMETRY. REMOVED AND REPLACED LT OB ACTUATOR.

Part: DRIVE UNIT — ERRATIC (T/E FLAP) · airframe 9,940 hrs · 3,803 cycles

FLAPS WOULD NOT EXTEND FOR THIRD TAKEOFF OF THE DAY. REMOVED AND REPLACED FLAP DRIVE UNIT.

Part: ACTUATOR — ERRATIC (TE FLAPS) · airframe 9,937 hrs · 3,801 cycles

FLAPS WILL NOT EXTEND BEYOND 0 DEGREES. REMOVED AND REPLACED IB FLAP ACTUATORS.

Part: ACTUATOR — ERRATIC (RT TE FLAPS) · airframe 9,922 hrs · 3,789 cycles

FLAPS FAILED IN THE UP POSITION WHEN INSPECTED BY MAINTENANCE. THE FLAPS WERE FOUND TO BE BINDING ON THE RT FLAP. THE OB FLAP ACTUATOR WAS FOUND TO BE FAULTY AND REPLACED. ALL RIGGING CHECKS AND ASYMMETRY CHECKS WERE COMPLIED WITH. FLAPS WERE OPERATED 35 TIMES WITH NO DISCREPANCIES.

Part: ASYMMETRY SWITCH — MISALIGNED (FLAPS) · airframe 9,910 hrs · 3,779 cycles

FLAPS WOULD NOT RETRACT DURING TAXI. FLAP ASYMMETRY FOUND TO BE OUT OF ADJUSTMENT. REMOVED AND REPLACED RT FLAP ASYMMETRY SWITCH WITH NEWLY OVERHAULED SWITCH. REALIGNED ASYMMETRY SWITCHES.

Part: SWITCH — MISALIGNED (FLAP ASYMMETRY) · airframe 9,901 hrs · 3,774 cycles

FLAPS WILL NOT RETRACT AFTER LANDING. FLAP ASYMMETRY SWITCHES FOUND TO BE OUT OF ADJUSTMENT.

Part: SWITCH — MISALIGNED (TE FLAPS) · airframe 9,876 hrs · 3,769 cycles

FLAPS WOULD NOT RETRACT DURING GROUND OPERATION. FLAP ASYMMETRY SWITCHES FOUND TO BE OUT OF ADJUSTMENT.

Part: SWITCH — MISALIGNED (TE FLAPS) · airframe 9,753 hrs · 3,729 cycles

FLAPS WOULD NOT RETRACT DURING GROUND OPERATION. FLAP ASYMMETRY SWITCHES FOUND TO BE OUT OF ADJUSTMENT.

Part: SKIN — CORRODED (ZONE 100) · corrosion level 3 · airframe 2,789 hrs · 1,986 cycles

LITE TO MODERATE TO SEVERE CORROSION ON FUSELAGE WHERE ANTENNAS ARE MOUNTED. CORROSION UNDER AND AROUND SIX DIFFERENT ANTENNAS ON LOWER FUSELAGE FROM FRAME 9 AFT TO FRAME 20.DME 1, FLITEPHONE, TCAS, DME 2, ATC 1, AND ATC 2. ANTENNAS REMOVED, CLEANED & EVALUATED. SURFACES OF FUSELAGE UNDER ANTENNAS WERE BLENDED & CLEANED FREE OF CORROSION. MINIMUM THICKNESS OF BLENDED AREAS WERE MEASURED BY AN ULTRASONIC THICKNESS TESTER AND MEASUREMENTS WERE FOUND TO BE AS FOLLOWS; .037 INCH AT FS 137.79, .037 INCH AT FS 151.19, .032 INCH AT 184.99, .032 INCH AT FS 222.19, .036 INCH AT FS 280.00, AND .017 INCH AT FS 302.59. THE MINIMUM ALLOWABLE THICKNESS IN ACCORDANCE WITH THE LEAR 60 SRM CH 53-10-00 PG 102 IS .037 INCH.