SKYWAY AVIATION SERVICES, INC.

CLIMBING THROUGH APPROXIMATELY 7,000 FEET WHEN THE OIL PRESSURE DROPPED SIGNIFICANTLY AND WAS IMMEDIATELY FOLLOWED BY A RED MASTER WARNING INDICATOR AND A MESSAGE FOR LEFT ENGINE OIL PRESSURE. AN EMERGENCY WAS DECLARED AND REQUESTED AN IMMEDIATE RETURN TO DEPARTURE IAW THE EMERGENCY CHECKLIST, THE LEFT ENGINE WAS SHUTDOWN AND SECURED. CREW PERFORMED A SINGLE-ENGINE VISUAL APPROACH AND LANDING WITH NO FURTHER ISSUES. AIRCRAFT WAS ABLE TO TAXI UNDER ITS OWN POWER TO THE FBO. MAINTENANCE HAD REPLACED THE HYDRAULIC PUMP AND AFT OIL BREATHER GARLOCK SEAL PREVIOUSLY. AIRCRAFT HAD NOT FLOWN UNTIL THIS OCCURRENCE. MAINTENANCE FOUND A SINGLE BURR ATTACHED TO THE MAGNETIC SIDE OF AFT OIL BREATHER GARLOCK SEAL AND FOUND A SLIGHT GOUGE IN THE INNER HOUSING OF THE HYDRAULIC PUMP MOUNTING FLANGE AT GARLOCK SEAL. BOTH THE HYDRAULIC PUMP GARLOCK SEAL AND AFT OIL BREATHER GARLOCK SEAL WERE REPLACED WITH NEW. LEAK CHECKED AND ONE HOUR OIL CONSUMPTION CHECK WERE PERFORMED WITH SATISFACTORY RESULTS.

DURING PART 91 FLIGHT, PILOT NOTICED SMALL VIBRATION AT ENGINE UPON DECENT. PILOT ASKED ATC FOR MOST DIRECT ROUTE TO KCLW AND TOLD ATC HE DID NOT HAVE AN EMERGENCY AT THAT TIME. WHEN NEARING KCLW, PILOT HAD A WARNING FOR #3 CYLINDER HEAD TEMPERATURE OF 450 DEGREES. PILOT THEN DECLARED AN EMERGENCY AND LANDED THE PLANE AT KCLW. PILOT REPORTED THAT THE TEMPERATURE STARTED TO DROP DURING LANDING. AIRCRAFT IS CURRENTLY AT MAINTENANCE FACILITY FOR TROUBLESHOOTING AND INSPECTION. SUSPECTED CONTAMINATION IN #3 FUEL INJECTOR NOZZLE.

DURING SCHEDULED FJ44 CHECKS 1 AND 2, RT ENGINE INLET LINER FOUND DAMAGED/CRACKED. PERFORMED IP AND HP COMPRESSOR (BORESCOPE) INSPECTION IAW FJ44-1A LMM TASK 71-00-30 FOR POSSIBLE FOD DAMAGE. NO EVIDENCE OF FOD DAMAGE FOUND. RT ENGINE INLET ASSEMBLY WAS REPLACED WITH NEW P/N: 6352100-205.

DURING A 135 CHECKRIDE, THE PILOTS RECEIVED A BRAKE TEMP CAUTION AND WARNING CAS MESSAGE. THIS WAS NEAR THE END OF THE FLIGHT, AND THE TAKEOFF WAS ABORTED. OUR MX PERSONNEL ARE LOOKING INTO THE ISSUE.

DURING A ROUTINE PART 61 TRAINING FLIGHT, THE RIGHT ENGINE WAS INTENTIONALLY SHUTDOWN TO DEMONSTRATE INFLIGHT RESTARTS. AFTER A NORMAL SHUTDOWN AND SECURING PROCEDURE, THE ENGINE MASTER SWITCH WAS SWITCHED BACK TO THE ON IAW THE CHECKLIST. USUALLY THIS WOULD DRIVE THE PROPELLER OUT OF FEATHER, AND THE RESTART PROCEDURE COULD BE CONTINUED. THE CFI NOTICED THAT THE PROPELLER DID NOT UNFEATHER, AND THEY ATTEMPTED SEVERAL TROUBLESHOOTING PROCEDURES. IT WAS THEN DECIDED TO RETURN TO DEPARTURE UTILIZING A SINGLE-ENGINE. AFTER TROUBLESHOOTING THE PROPELLER ISSUE, IT WAS DETERMINED THAT THE GOVERNOR WAS "STICKING" AND NOT ALLOWING THE PROP TO MOVE FROM FEATHER. THE GOVERNOR WAS REPLACED WITH NEW UNIT. ALL OPS CHECKS WERE NORMAL AND THE AIRCRAFT WAS RETURNED TO SERVICE.

DURING A 100 HR. INSPECTION, THE FWD UPPER LT WING ATTACH POINT, CORROSION WAS NOTED ON THE WING ATTACH FITTING. AFTER REMOVING THE UPPER WING-FUSELAGE FAIRING, INSPECTION REVEALED INTER GRANULAR CORROSION ON THE FITTING AND SEVERE RUST ON THE MOUNTING BOLT HEADS. THE FITTING WAS REPLACED DUE TO THE SEVERITY OF THE CORROSION. PROBABLE CAUSE WAS THE FUSELAGE-WING FAIRING WAS NOT SEALED PROPERLY IN THE AREA ABOVE THE FITTING AND ALLOWED MOISTURE TO POOL IN THE RECESSED AREA OF THE FITTING CAUSING THE RUST AND CORROSION. THE FUSEALGE-WING FAIRING IS RIVETED TO THE FUSELAGE MAKING INDEPTH INSPECTION OF THE UPPER FORWARD MOUNTS DIFFICULT.