AVIATION CHARTER INC

FUEL CONTROL UNIT DRIVE SHAFT BEARINGS STARTED TO FAIL CAUSING ENGINE TORQUE AND FUEL FLOW FLUCTUATIONS. ENGINE WAS NOT SHUT DOWN IN FLIGHT, REMOVED FUEL CONTROL UNIT TO FIND DRIVE SHAFT BEARINGS FAILING AND FUEL CONTROL UNIT TO HIGH PRESSURE FUEL PUMP DRIVE (PLASTIC) COUPLING ALMOST SHEARED.

RIGHT ENGINE FIRE LIGHT IN FLIGHT. FALSE INDICATION DUE TO LIGHT HITTING FIRE DETECTOR AT 12 O CLOCK POSITION ON RIGHT ENGINE. INSPECTED AND TESTED SYSTEM ON GROUND. OPERATIONAL CHECK GOOD.

AFTER EXTENDING LANDING GEAR THE, POWER BRAKE LOW PRESSURE AND ANTI-SKID INOPERATIVE WARNING ANNUNCIATORS ILLUMINATED AND REMAINED ILLUMINATED. CYCLING THE LANDING GEAR DID NOT CHANGE THE CONDITION. FLIGHT CREW DETERMINED THAT NORMAL BRAKING WOULD NOT BE AVAILABLE AND ELECTED TO DECLARE EMERGENCY WITH ATC AND DIVERTED FOR LONGER RUNWAY. ACFT COMPLETED SAFE LANDING USING THRUST REVERSERS, SPOILERS AND EMERGENCY BRAKES. TROBLESHOTTING DETERMINED BRAKE PRESSURE SWITCH FAULTY NOT ALLOWING POWER BRAKE MOTOR TO START AFTER BRAKE PRESSURE DROPPED BELOW 900 PSI. BRAKE PRESSURE SWITCH, PN 38-581501, SN 1651 WAS REPLACED.

FOUND LT HORIZONTAL STABILIZER MIDDLE ELEVATOR HINGE LOWER OTBD HINGE CLIP CRACKED, THIS WAS FOUND DURING THE HORIZONTAL STABILIZER ANNUAL INSPECTION.

FOUND LT MLG DOOR CRACKED AT THE FORWARD HINGE AREA.

FRICTION LOCK ON THE POWER LEVER BROKE DURING CLIMB, WHICH ALLOWED THE POWER LEVER TO GO TO IDLE.

AIRCRAFT WAS FLYING IN HEAVY RAIN AND THE LEFT ENGINE FIRE WARNING LIGHT CAME ON AND PILOTS HSI FAILED, PILOT SHUTDOWN THE LEFT ENGINE AND LANDED. MX FOUND AVIONICS BAY VERY WET, SEALED NOSE AVIONICS BAY TO PREVENT MOISTURE FROM ENTERING. FOUND LEFT ENGINE FORWARD FIRE DETECTOR WIRING VERY WET, INSTALLED SEALED WIRE SPLICES ON FIRE DETECTION WIRING. DRYED AVIONICS BAY, HSI AND FIRE DETECTION WORKED NORMAL.

ON CLIMB OUT FROM AIRPORT THE RT ENGINE EXPERIENCED A FLAMEOUT AND SHUTDOWN, THE CREW DECLARED AN EMERGENCY AND LANDED AT AIRPORT WITHOUT FURTHER INCIDENT. MX FOUND THE ENGINE DRIVEN HIGH PRESSURE FUEL PUMP TO BE FAULTY. THE PUMP WAS REPLACED, ENGINE GROUND PERFORMANCE RUNS WERE ACCOMPLISHED, AND ACFT WAS RELEASED BACK TO SERVICE. THIS ENGINE IS OPERATED UNDER THE MORE PROGRAM STC NR SE00001EN, REV 3 DATED DEC 28, 2000, WITH AN ACCESSORY TBO OF 4100 HOURS. THE FUEL PUMPS TIME SINCE OVERHAUL WAS 3,701.1.

WHILE PERFORMING ROUTINE 36 MONTH/1000 HOUR WING BOLT INSPECTION, A CRACK WAS DISCOVERED USING DYE PENETRANT INSPECTION METHOD. THE CRACK WENT FROM WING BOLT HOLE, THROUGH THE RADIUS UP TO THE FITTING (FLAT AREA).

DURING FLIGHT, THE FUEL FLOW DROPPED OFF UNTIL THE ENGINE TORQUE DROPPED ENOUGH TO FEATHER THE PROPELLER. THE CREW THEN SHUT THE ENGINE OFF WITH THE FUEL CONDITION LEVER. MAINTENANCE FOUND THE 4 SCREWS (THAT WERE SAFTIED) HOLDING THE PRESSURE RELIEF ADJUSTMENT PLATE ONTO THE LOW PRESSURE FUEL PUMP LOOSE, AND FUEL LEAKING, SUSPECT AIR WAS BEING INTRODUCED INTO THE FUEL SYSTEM HERE AND CAVITATED THE HIGH PRESSURE PUMP CAUSING LOSS OF FUEL TO FCU. (X)

DURING POST-FLIGHT INSPECTION, FLIGHT CREW DISCOVERED A 6 INCH CRACK IN RIGHT 'VESTIBULE' WINDOW. THEY REPORTED NO PRESSURE LOSS OR NO ABNORMAL INDICATION DURING THEIR FLIGHT. MAINTENANCE REMOVED AND REPLACED WINDOW AND FOUND NO OBVIOUS REASON FOR THE CRACK.