FIRST AV GROUP, LLC

PILOT WAS TOPPING SOME WEATHER WITH INTENT TO DESCEND QUICKLY ON THE OTHER SIDE TO LAND AT AN AIRPORT CLOSE TO THE BACK SIDE OF THE WEATHER. HE WAS AT FL360 WHEN CLEARED TO DECENT AND HAD ALREADY SLOWED TO 200KTS IAS. HE THEN PULLED BOTH POWER LEVERS BACK TO CLOSE TO THE IDLE POSITION AND STARTED HIS DESCENT. SHORTLY THEREAFTER HE GOT A OIL PRESSURE MASTER WARNING. HE CHECKED THE ENGINE GAUGES AND NOTICED THE RH ENGINE WAS NOT RUNNING. HE RAN THE APPROPRIATE ENGINE SECURING CHECKLIST AND THEN THE ENGINE RE START CHECK LIST AND THE ENGINE RESTARTED AND OPERATED NORMALLY FOR THE REMAINDER OF THE FLIGHT. OUR DOM DOWNLOADED THE FADEC DATA AND SENT THE DATA FILE TO THE ENGINE MANUFACTURES TECH SUPPORT ENGINEERS. AFTER READING THE DATA WILLIAMS ENGINES IS SENDING ONE OF THEIR AUTHORIZED TECHNICIANS TO FURTHER TROUBLE SHOOT WHAT MIGHT HAVE CAUSED THIS EVENT.

AT APPROXIMATELY 1420 THE AIRCRAFT DEPARTED OSA ON A NO PASSENGERS ON THE AIRCRAFT REPOSITIONING PART 91 FLIGHT ENROUTE TO GGG. THE AIRCRAFT CLIMBED TO 5,500’ FOR THE VFR FLIGHT. SHORTLY AFTER LEVELING AT ALTITUDE, THE CREW GOT A MASTER WARNING LIGHT FOR LOW OIL PRESSURE ON THE LEFT ENGINE. THE OIL PRESSURE GAUGE READ ZERO. THE CREW BROUGHT THE LEFT THROTTLE TO IDLE. AS THE CREW WAS ANALYZING THE OIL PRESSURE AND OIL TEMP GAUGES, THEY NOTICED A LIGHT WHITE SMOKE, WITH A BURNING OIL SMELL, ENTERING THE COCKPIT FROM THE CABIN AT WHICH TIME THEY MOVED THE LEFT THROTTLE INTO CUT OFF POSITION AND RAN THE SECURING ENGINE CHECKLIST. THEY THEN DECLARED AN EMERGENCY WITH LONGVIEW APPROACH. THEY COMPLETED ALL RELEVANT CHECKLISTS AND PROCEEDED IN FOR A VISUAL APPROACH LANDING ON RUNWAY 18. AFTER LANDING THEY TAXIED TO THE RAMP. TROUBLE SHOOTING OF THE PROBLEM REVEALED THAT THE #1 BEARING IN THE ENGINE IS LEAKING OIL. THE ENGINE IS 323.1 AWAY FROM ITS SCHEDULED OVERHAUL SO IT WILL BE REMOVED FROM THE AIRCRAFT AND SEND FOR OVERHAUL EARLY.

AIRCRAFT TOOK OFF AND WAS IN CLIMB WHEN PILOT NOTICED A FLUID COMING OUT OF RT COWLING NEAR THE INBOARD EXHAUST STACK. PILOT BEGAN TO RETURN TO AIRPORT. ALL ENGINE INSTRUMENT GAUGES WERE IN GREEN BUT THE FLUID WAS CONTINUING TO COME OUT OF THE COWLING. THE PILOT CHOOSE TO DO A PRECAUTIONARY SHUTDOWN OF RT ENGINE. UPON LANDING MAINTENANCE PERSONNEL FOUND THE FLUID TO BE TURBINE OIL AND THE LOCATION OF THE LEAK WAS DETERMINED TO BE THE COVER OF THE SCAVENGE FILTER SCREEN ON THE POWERSECTION GEAR REDUCTION. THE COVER WAS LEAKING DUE TO A FAILED O-RING UNDER THE COVER. O-RING WAS REPLACED AND ENGINE WAS RUN UP AND LEAK CHECKED. THE LEAK WENT AWAY AND THE AIRCRAFT WAS RETURNED TO SERVICE.

DURING DECENT FROM CRUISE ALTITUDE, CABIN STARTED CLIMBING AT 2800 FPM. INITIATED A STEEP DESCENT WHILE SELECTING LT, RT, AND EMERGENCY BLEED TO STOP CABIN FROM CLIMBING. CABIN ALTITUDE REACHED 14,000 FT BEFORE THE ACFT DID AND THE PASSENGER MASK DEPLOYED. SHORTLY AFTER THE ACFT LEVELED OFF AT 10,000 FT. AT ARRIVING AT 10,000 FT, PILOTS NOTICED THAT THE ACFT HAD RE-PRESSURIZED. PLAYED WITH BLEED SELECTOR VALVE AND CABIN ALTITUDE CONTROLLER AND COULD NOT GET ACFT TO RECREATE THE PROBLEM. CONTINUED ON FOR NORMAL LANDING. COULD NOT DETERMINE WHY THE DEPRESSURIZATION OCCURRED. COULD HAVE BEEN A MOMENTARY ELECTRICAL FAULT IN CONTROLLER OR BLEED SELECTOR SWITCH. FLEW ACFT HOME AT A LOWER ALTITUDE FOR SAFETY REASONS. PILOT WAS UNABLE TO DUPLICATE THE PROBLEM. ACFT HAS FLOWN A MULTIPLE TRIPS SINCE THE UNCOMMANDED DEPRESSURIZATION WITH NO PROBLEMS NOTED. FURTHER DISCUSSIONS WITH MFG TECH-SUPPORT HAVE LEAD US TO BELIEVE THAT IT MIGHT HAVE BEEN THE BLEED SELECTOR SWITCH IN THE COCKPIT, CLOSING THE ENGINE BLEED VALVES WITHOUT A COMMAND FROM THE PILOT, THAT WAS THE CULPRIT. WE ARE PRECAUTIONARY CHANGING THAT BLEED SWITCH.

PILOT REPORTED DOOR CAME OPEN IN FLIGHT. UPON LANDING, IT WAS FOUND THE MAIN CABIN DOOR HAD DEPARTED AIRCRAFT. DOOR WAS RECOVERED. DURING INSPECTION AND DISASSEMBLY OF THE DOOR, SEVERAL ISSUES WERE FOUND. 1) UPPER FORWARD LATCH HOOK WAS FOUND WITHOUT RIGGING HOLES INSTALLED AND WAS INCORRECTLY RIGGED. 2) DOOR BELLCRANK, PN 50-430031-29 WAS FOUND BENT AND TWISTED. 3) MAIN CABIN DOOR LATCH BRAZE ASSEMBLY WAS CATCHING ON HOOK. DID NOT ALLOW FOR A SMOOTH TRANSITION TO A LOCKED POSITION. (K)