CLUB JET CHARTER LLC

AFTER LOADING OUR PASSENGERS AND TAXIING OUT TO RUNWAY 27R WE LIFTED OFF AT 21:29Z. APPROXIMATELY 2 MINUTES AFTER TAKEOFF WHILE WE WERE CLIMBING AT ABOUT 3900 FEET THE #2 ENGINE CHECKLIST AND UPON PULLING THE #2 FUEL SHUTOFF HANDLE THE FIRE ZONE 1R LIGHT WENT OUT. WE CONTACTED ATC FOR A RETURN TO KOPF WHILE WE WERE COMPLETING PHASE 2 OF THE ENGINE FIRE CHECKLIST. THE WEATHER WAS VMC AND ATC GAVE US RADAR VECTORS FOR A RETURN LANDING ON RUNWAY 27R AT KOPF. AFTER RECEIVING CLEARANCE FROM KOPF TOWER TO LAND WE LANDED AND TAXIED OFF THE RUNWAY AT ABOUT 23:43Z. MAINTENANCE ARRIVED AND INSPECTED THE RIGHT-HAND ENGINE AND PYLON AREA. INSPECTION OF THE RIGHT-HAND PYLON REVEALED A BLEED AIR CLAMP HAD FAILED (BROKEN AT A SPOT WELD) AND BROKEN OFF THE BLEED AIR LINE TO THE PRESSURE REGULATING VALVE (PRV). THIS CAUSED HOT BLEED AIR TO FLOW IN THE PYLON AREA ADJACENT TO THE RIGHT-HAND ENGINE. THIS HOT BLEED AIR CAUSED THE FIRE DETECTION SYSTEM TO ALERT THE CREW. NO STRUCTURAL DAMAGE WAS NOTED. THERE WAS DAMAGE TO SOME PYLON WIRING TO THE PYLON ELECTRIC/REGULATION VALVE AND WIRING TO THE PRV VALVE AND THROTTLE TELEFLEX CABLE SHOWED SIGNS OF BEING EXPOSED TO THE HEAT. MAINTENANCE IS IN WORK REPLACING THE WIRING, TELEFLEX CABLE, PRV VALVE AND THE PYLON ELECTRIC/REGULATION VALVE AT THIS TIME.

03/17/2019: AFTER CRUISING LEVEL AT FL380 FOR ABOUT 10 MINUTES, THERE WAS A LOUD THUD/THUMP HEARD IN THE AIRCRAFT. THOUGHT MAYBE A DOOR HAD COME OFF THE AIRCRAFT. A BULBS TEST SHOWED NO LOSS OF DOORS. PASSENGERS THOUGHT NOISE CAME FROM RT SIDE OF PLANE. NOT LONG AFTER, WE GOT AN INTERMITTENT GEAR WARNING HORN (2 SEPARATE TIMES). NOT LONG AFTER THE OIL 1 LIGHT BEGAN TO FLICKER ON AND OFF INTERMITTENTLY LIKE A STROBE. CHECK OF THE ENGINE 1 OIL PRESSURE SHOWED FLUCTUATIONS, SLOWLY DECREASING IN PRESSURE, BUT WITH NO CHANGE IN OIL TEMPERATURE, WHICH SEEMED UNCHARACTERISTICALLY LOW. THEN GOT A COMPUTER 1 LIGHT AND PROCEEDED TO ATTEMPT A COMPUTER RESET. ABOUT THE TIME I ATTEMPTED TO RE-SET THE COMPUTER, THERE WAS A LOUDER THUMP HEARD FOLLOWED BY A GRINDING NOISE. AT THIS POINT I SHUT DOWN THE NUMBER 1 ENGINE AND SECURED IT. ENGINE CONTINUED TO ROTATE FREELY AND DID NOT SEIZE. RAN ABNORMAL CHECKLIST. REQUESTED BLOCK ALTITUDE FROM ATC AND DRIFTED DOWN FROM FL380 TO FL340. ASKED ATC TO RELAY OUR SITUATION TO DISPATCH (AIRCRAFT WAS OUT OF WIRELESS INTERNET COVERAGE). PROCEEDED TO DESTINATION (KRSW) AND LANDED WITH ONE ENGINE INOP. DID NOT DECLARE EMERGENCY BUT REQUESTED FIRE TRUCKS BE STRANDING BY AND ALSO REQUESTED A LONG STRAIGHT IN ILS IN CASE THERE WAS UNKNOWN A/C DAMAGE. LANDED FLAPS 48, WITHOUT INCIDENT. 03/18/2018: MAINTENANCE ARRIVED AT THE AIRCRAFT. INSPECTED INSIDE OF COWLING AND FOUND OIL ALL OVER IN THE LOWER COWLING, DIFFICULT TO DETERMINE THE CAUSE. INSPECTED THE EXHAUST AND NOTICED METAL DEBRIS IN THE EXHAUST PIPE SECTION. UPON INSPECTING THE INLET AREA MAINTENANCE FOUND THE FAN ASSEMBLY WAS SEIZED AND WOULD NOT ROTATE. SCHEDULING ENGINE REMOVAL AND REPLACEMENT AT THIS TIME. "SUPPLEMENTAL INFORMATION" AFTER THE ENGINE IN QUESTION HAD BEEN REMOVED AND SHIPPED BACK TO OUR SHOP WE HAD THE LOCAL ENGINE SHOP BORESCOPE THE ENGINE TO SEE IF THEY COULD DETERMINE THE CAUSE OF THE ENGINE ISSUE. AFTER THEY REVIEWED THE BORESCOPE RESULTS THEY INFORMED US THEY BELIEVE ONE OF THE 2ND STAGE LOW PRESSURE TURBINE BLADES CAME LOOSE AND DAMAGED THE ENGINE.

FLIGHT CREW REPORTED ONE HOUR FROM DESTINATION, DURING CRUISE, PILOT SIDE AIR SPEED DECREASING AND EVENTUALLY WENT TO ZERO. THE AUTO PILOT ALTITUDE HOLD STARTED TO HUNT UP AND DOWN AND OR - 200 FEET AND THE YOKE STARTED SHAKING RIGHT TO LEFT. CREW SHUT OFF THE AUTOPILOT AND HAND FLEW THE ACFT AND TRIED THE STANDBY INVERTER AND IT MADE NO DIFFERENCE. THE COPILOT INSTRUMENTS WERE STILL WORKING NORMAL AT THE TIME BUT THE PILOT SIDE AND COPILOT SIDE ALTIMETERS WERE SHOWING ABOUT A 200 FEET DIFFERENCE. THEN THE PILOT SIDE ALTIMETER AND ATTITUDE INDICATORS FLAGS ACTIVATED, THE ONLY INSTRUMENT THAT WAS WORKING WAS THE HSI AND THE VSI. THE RED LIGHT ILLUMINATED ADC, THE FIRST OFFICER WAS HAND FLYING OFF HIS INSTRUMENTS. THEN THE FIRST OFFICERS AIRSPEED STARTED TO GO DOWN TO ZERO AND THE FIRST OFFICERS ALTITUDE FLAGS WERE ACTIVATING AND OFF MOMENTARILY. THE STANDBY ATTITUDE INDICATOR AND THE STANDBY ALTIMETER WAS LEFT. DECLARED AN EMERGENCY. DURING THE DECENT THE CAPTAIN`S INSTRUMENTS CAME BACK AND FAILING EVERY FEW SECONDS. ONCE BELOW 17,000 FEET ALL THE INSTRUMENTS CAME BACK BUT UNTRUST WORTHY.

THE CREW REPORTED THAT WHILE ENROUTE, OBSERVED THE NR 1 HYDRAULIC QUANTITY DROP TO ZERO OVER A FEW SECONDS. LANDED WITH NO INCIDENT USING MANUAL GEAR EXTENSION AND OUTBOARD SLATS. MAINTENANCE FOUND A LEAKING HYDRAULIC HOSE IN THE REAR COMPARTMENT. FAULTY HOSE WAS REPLACED WITH A NEW UNIT, WAS SERVICED AND LEAK CHECKED GOOD. AIRCRAFT WAS RETURNED TO SERVICE.

CREW REPORTED AFTER LEVELING OFF AND IN CRUISE NOTICED THE N1 AND N2 STARTED TO ROLL BACK. THE CREW FOLLOWED THE ENGINE FAILURE CHECKLIST, DECLARED AN EMERGENCY. DESCENDING TO FL 250. DURING THE DECENT THE CREW NOTICED THE PARAMETERS FOR N1 AND N2 WERE STABLE AND OIL PRESSURE, OIL TEMP WERE IN THE GREEN. ELECTED TO DO A STARTER-ASSISTED NORMAL RELIGHT START. THE NR 2 ENGINE STARTED AND CAME BACK TO NORMAL PARAMETERS AND LOOKED NORMAL AGAIN. CONTINUED TO DESTINATION AT A LOWER ALTITUDE MAKING ANY NECESSARY FUEL STOPS NEEDED. LANDED. THE NR 2 ENGINE WAS SEND TO THE MANUFACTURER FOR EVALUATION.

AFTER START UP AND TAXI OUT, RUNNING ALL CHECK LISTS, CLEARED FOR TAKE OFF. MONITORED THE ENGINES ON TAKEOFF. HAD NO WARNING LIGHTS AND TAKE OFF POWER WAS SET . DEPARTED. ABOUT 1000 FT OFF THE GROUND THE NR 1 ENGINE STARTED TO SPOOL BACK. IT TOOK MAYBE 10-15 SECONDS IT WASN'T ABRUPT. BUT THE FUEL GAUGE WENT FROM ABOUT 2000 LBS AN HOUR TO 400 AS N1 AND N2 AND ITT ROLLED BACK ON NR 1. EVEN WITH THE THROTTLE AT FULL POWER ON NR 1, IT WAS PRODUCING IDLE POWER. IT NEVER FULLY FAILED OR WENT TO ZERO N1. INFORMED TOWER AND WHERE CLEARED TO LAND. DECLARED AN EMERGENCY. AFTER LANDING, CUT OFF THE NR 1 ENGINE.

THE CREW REPORTED WHEN DEPARTING FOR A PART 91 FLIGHT, THAT THEY EXPERIENCED A PMP3 FAILURE LIGHT FOLLOWED BY A TK P2 LIGHT ON CLIMB OUT. INDICATION SHOWED NO NR 2 HYDRAULIC SYSTEM PRESSURE OR QUANTITY. THE CREW COMPLETED THE ABNORMAL CHECKLIST AND CONTINUED ITS FLIGHT BUT DECIDED TO DIVERT DUE TO HAVING NO FLAP, SPEED BRAKE OR TILLER CONTROL. THE CREW REPORTED THE REST OF THE FLIGHT AND LANDING WERE UNEVENTFUL. UPON LANDING THE CREW OPENED THE REAR COMPARTMENT AND NOTICED HYDRAULIC FLUID THROUGHOUT THE REAR COMPARTMENT. MAINTENANCE ARRIVED AT THE AIRCRAFT AT APPROXIMATELY 1900 CST SHORTLY AFTER THE ACFT ARRIVED. THE REAR COMPARTMENT WAS INSPECTED AND IT WAS FOUND THAT A NR 2 SYSTEM HYDRAULIC LINE, PN; F50B751604 HAD BROKEN JUST AFT OF THE FITTING TO THE PRESSURE RELIEF VALVE. THE BROKEN HYDRAULIC LINE IS ATTACHED TO THE NR 2 HYDRAULIC SYSTEM PRESSURE RELIEF VALVE, PN: A24518001, SN: 277 AMDT "A".

AT 0915 LOCAL TIME THEY WERE POSITIONED ON AIRPORT HOLDING, SHORT OF RUNWAY 19. NOTICED AIR CONDITIONING WAS NOT MAINTAINING & CABIN WAS GETTING WARM. AFTER CLEARANCE WAS GIVEN FOR TAKEOFF, POWER WAS APPLIED & THE ACFT BEGAN TO SHAKE, FELT LIKE A COMPRESSOR STALL. THE POWER WAS INSTANTLY PULLED BACK & THE VIBRATION WENT AWAY, WHEN POWER WAS APPLIED AGAIN IT STARTED TO SHAKE AGAIN. AT THE POINT THE ACFT BEHIND ADVISED THEM THERE WERE FLAMES COMING OUT THE NR 2 ENG. THE PIC CALLED FOR THE ENG FIRE CHECKLIST & PULLED THE T HANDLE. THE CREW INITIALLY FIRED THE NR 2 BOTTLE, 1ST SHOOT BUT DID NOT GET AN INDICATION THAT IT HAD GONE OFF. TAXIED ACROSS THE RUNWAY & WENT INTO THE HOLD AREA, RAN THE CHECKLIST AGAIN DURING WHICH WE HAD AN ORAL FIRE WARNING HORN & BLEW THE NR 2 ENG FIRE BOTTLE 2ND SHOOT AT THAT TIME. THE SECOND SHOOT DID GIVE THEM NOTIFICATION THAT IT HAD FIRED. CALLED FOR THE FIRE TRUCKS & THEY SHOWED UP, DID A VISUAL INSPECTION & GAVE THEM THE GREEN LIGHT TO RETURN TO THE GATE. THEY HAD THE FIRE & RESCUE FOLLOW FOR PRECAUTIONARY REASONS DUE TO PAX ON BOARD. WHEN THE VIBRATION HAPPENED PIC’S FIRST INDICATION ON THE ANNUNCIATOR PANEL WAS A FADAC 2 MALFUNCTION, FOLLOWED BY THE REMAINDER LIGHTS AFTER SHUTTING DOWN AN ENG. AGAIN THE LIGHT THAT THE PIC SAW WAS A FADAC 2 MALFUNCTION LIGHT. WHEN THE ENG WAS COMPRESSOR STALLING MY GAUGES FOR ITT & N2 WERE VERY ERRATIC. ACFT TAXIED TO THE GATE WITH NR 1 ENG LEAVING NR 2 ENG SHUTDOWN. AFTER RETURNING TO THE GATE & UNLOADING THE PAX, THE ACFT WAS VISUALLY INSPECTED. NOTICED SOME BLACK SOOT UNDERNEATH THE ENG FROM THE EVENTS & A STRONG ODOR OF ELEC BURNING. INSPECTED THE NR 2 ENG & FOUND THE OIL LEVEL GOOD & OIL LOOKED CLEAN. ENG GEN SHOWED NO DEFECTS & WOULD ROTATE BY HAND. WHEN ENG WAS ROTATED BY HAND WHEN COOL MX NOTICED CLUNKS & GRINDING AS THE ENG ROTATED. REPRESENTATIVE ON THE SCENE ELECTED TO REMOVE MOTOR & SEND IN FOR TEARDOWN. AWAITING TEARDOWN REPORT OF CAUSE.

AFTER TAKEOFF AND MAKING TURN NORTH. AT ROUGHLY 3500 FT, NR 2 ENGINE FIRE ALARM VERY BRIEFLY SOUNDED AND THE RESPECTIVE ENGINE FIRE LIGHTS CAME ON VERY BRIEFLY. ABOUT A HALF SECOND LATER IT SOUNDED AGAIN WITH ALL THE RESPECTIVE LIGHTS ILLUMINATED AND REMAINED ON. PULLED THE POWER BACK ON THE NR 2 ENGINE, FOLLOWED BY SHUTTING OFF THE RIGHT SIDE AND PULLING THE NR 2 FIRE HANDLE. THE NR 2 FIRE LIGHTS REMAINED ON, THEN BLEW SHOT 1. THE FIRE LIGHTS WENT OUT. AT THIS POINT ACFT HAD FIRE INDICATION AND WOULD LAND. AFTER LANDING, FIRE CREW INSPECTED THE EXTERIOR OF THE AIRCRAFT AND FOUND NO ANOMOLIES. ACFT TAXIED IN UNDER OUR OWN POWER.

ACFT CLIMBED TO FL200 AND HEARD A LOUD POP AND A LOUD RUSH OF AIR COMING FROM MAIN CABIN DOOR. STARTED TO SEE A DROP IN CABIN PRESSURE, PILOTS THEN DESCENDED AND DIVERTED BACK TO ORIGINATING AIRPORT. PILOTS DID DECLARE AN EMERGENCY, ACFT LANDED WITH NO PROBLEMS. WE ISSUED A SPECIAL FLIGHT PERMIT AND FLEW TO SEVICE CENTER, REPAIRS MADE AT SERVICE CENTER. APPEARED THAT THE SEAL PULLED OUT OF CHANNEL.