AMERICAN JET INTERNATIONAL CORPORATION

(CREW NARRATIVE) WE DEPARTED THIS EARLY MORNING TO PWA. SHORTLY AFTER DEPARTURE, 325ER’S RIGHT ENGINE BEGAN SLOWLY LOSING OIL PRESSURE AND OIL TEMP SLOWLY INCREASED. 15 MINUTES INTO THE FLIGHT, RIGHT ENGINE OIL PRESSURE HAD GRADUALLY DROPPED FROM 65PSI AT TAKEOFF TO 13 PSI. WHEN OIL PRESSURE GOT AS LOW AS 25PSI, WE DETERMINED THE BEST COURSE OF ACTION AT THAT POINT WAS TO PREFORM A PRECAUTIONARY ENGINE SHUTDOWN AND RETURN TO BASE. RED OIL PRESS ANNUNCIATOR LIGHT CAME ON AS IT SHOULD WHEN OIL PRESSURE FELL BELOW 20PSI. BY THE TIME WE ACTUALLY MOVED RIGHT THRUST LEVER TO CUTOFF, OIL PRESSURE READ 13PSI. (MAINTENANCE NARRATIVE): CLEANED ENGINE OF RESIDUAL OIL. BAGGED OIL DRIP LINES AND RAN ENGINE ON GROUND. NOTED OIL LEAK FROM ENGINE HYDRAULIC PUMP SEAL. ORDERED SEAL AOG AND CALLED WEST STAR FOR OUTSIDE VENDOR ASSISTANCE (SCHEDULED FOR MONDAY 2/16/26 ARRIVAL)

DURING PHASE INSPECTION WE FOUND SUBJECT PUSH / PULL ROD ASSEMBLY CORRODED AND A SEGMENT MISSING. THERE IS NO INSPECTION CITRON. AMM DOES NOT MENTION AN INSPECTION IN THIS AREA OF WING. A MECHANIC FOUND THIS DEFECT.

ON 11/10/2021 AT APPROX. 1700Z, AIRCRAFT WAS ON APPROACH TO KDAL. LANDING GEAR WAS COMMANDED EXTENDED AND CREW OBSERVED NO GREEN INDICATION FOR THE LEFT HAND MAIN GEAR. CREW DID NOT OBSERVE A WARNING HORN OR GEAR UNSAFE LIGHT. CREW REQUESTED A GO AROUND TO PERFORM EMERGENCY CHECKLIST AND PERFORMED EMERGENCY EXTENSION, THE LIGHTS DID NOT ILLUMINATE. FLIGHT CREW NOTIFIED TOWER AND OBSERVED CAUTION WHILE LANDING, AND LANDED WITHOUT INCIDENT. LAMPS WOULD NOT TEST, NOR WERE THEY BURNED OUT. AFTERWARDS, MAINTENANCE TECHNICIAN WAS ABLE TO GET LIGHTS TO ILLUMINATE BY REMOVING AND RESEATING LIGHT CAPSULE NUMEROUS TIMES. THE GEAR INDICATION ASSEMBLY WAS REPLACED, AND OPS CHECKED, AND GEAR HYDRAULICS WERE BLED BEFORE AIRCRAFT WAS RELEASED BACK INTO SERVICE.

ON OCTOBER 19TH, 2021 AT APPROXIMATELY 1200 CDT, THE AIRCRAFT DEPARTED KAUS FOR KLAS. AT APPROXIMATELY 1450 CDT, THE FLIGHT CREW EXTENDED THE LANDING GEAR FOR THEIR ARRIVAL AND OBSERVED NO GREEN LIGHT INDICATION FOR THE RIGHT MAIN GEAR DOWN AND LOCKED, LEFT MAIN AND NOSE WERE ILLUMINATED. THE CREW HAD NO OTHER INDICATION OF A PROBLEM. CREW REQUESTED A LOW APPROACH AND INSPECTION OF GEAR DOWN BY THE TOWER. PERSONNEL IN THE TOWER AT KLAS ADVISED GEAR APPEARED DOWN, AND GAVE GO-AROUND INSTRUCTIONS TO FLIGHT CREW. FLIGHT CREW PERFORMED GO-AROUND AND ACTIVATED EMERGENCY CHECKLIST. UPON TESTING LAMPS, THE LEFT MAIN AND RIGHT MAIN (BOTH GREENS) FAILED TO ILLUMINATE. FLIGHT CREW PERFORMED “LANDING GEAR WILL NOT EXTEND” CHECKLIST ITEMS, UTILIZING NITROGEN BOTTLE TO EXTEND GEAR AND LANDED WITHOUT INCIDENT. UPON INVESTIGATION, MAINTENANCE CREW DISCOVERED BOTH MAIN GEAR GREEN INDICATION LAMPS BURNED OUT. LAMPS WERE REPLACED, AND HYDRAULIC SYSTEM BLED USING BLEEDING PROCEDURES FOUND IN THE AIRCRAFT AMM, AND RELEASED ON OCTOBER 24TH.

DURING APPROACH FROM KFXE TO KHOU AT APPROXIMATELY 1930 HRS LOCAL, FLIGHT CREW OBSERVED NO LANDING GEAR DOWN AND LOCKED INDICATION. CREW ELECTED TO ABORT LANDING AND CONTINUE FLIGHT TO COMPLETE ABNORMAL CHECKLIST, AND COMMUNICATED THIS TO KHOU TOWER. CREW COMPLETED ABNORMAL CHECKLIST, AND UTILIZED SECONDARY GEAR INDICATORS TO VERIFY GEAR WAS INDEED DOWN AND LOCKED. AIRCRAFT LANDING WAS UNEVENTFUL. GROUND MAINTENANCE CREW OBSERVED FAULT. UPON CYCLING CIRCUIT BREAKER TO WARNING LIGHT SYSTEM, MAINTENANCE CREW REPORTED LIGHTS FUNCTIONING NORMAL. NO FURTHER FAULTS HAVE APPEARED IN SUBSEQUENT FLIGHTS.

ON 11/23/2020, AT APPROXIMATELY 0845 LOCAL, AIRCRAFT DEPARTED KHOU TO KOKC. ONCE AIRBORNE, AIRCRAFT FAILED TO PRESSURIZE WITH NO WARNING INDICATION EXCEPT THE CABIN WAS CLIMBING WITH AIRCRAFT. CREW INITIATED CHECKLIST AND SWITCHED PRESSURIZATION CONTROLLER TO MANUAL, AND REQUESTED FROM ATC TO LEVEL OFF AT FL100. ONCE LEVELED OFF, PRESSURIZATION BEGAN FUNCTIONING NORMAL AND THEY CONTINUED CLIMB. AT APPROXIMATELY FL110, CREW OBSERVED "L BLEED AIR" ANNUNCIATOR AND FOLLOWED CHECKLIST. REDUCING POWER TO LT ENGINE EXTINGUISHED LIGHT. CREW ELECTED TO RETURN TO KHOU AND LANDED UNEVENTFUL. POST INSPECTION REVEALED "LT PYLON" OVERHEAT INDICATOR LATCHED. FURTHER T/S BY GROUND TECHNICIANS REVEALED A LEAK IN A PYLON BLEED SEAL. SEALS WERE REPLACED WHICH RESOLVED BLEED LIGHT. PRESSURIZATION SYSTEM TESTED NORMAL ON GROUND WITH NO FAULTS. SUSPECT INTERMITTENT SQUAT SWITCH NOT ALLOWING COMPUTER TO ENTER AIR MODE. BOTH LT AND RT WOW SWITCHES ARE CURRENTLY BEING REPLACED AND AIRCRAFT IS SCHEDULED TO BE RELEASED UPON COMPLETION.

DURING CRUISE FLIGHT, CREW OBSERVED A CABIN DUCT OVHT, AND AN ACM OVHT LIGHT. THEY ALSO OBSERVED A RISE IN TEMPERATURE IN THE CABIN. CREW FOLLOWED CHECKLIST AND LIGHTS WENT OUT FOR ABOUT 30 SECONDS AND CAME BACK ON. CREW DIVERTED TO KJAN AND LANDED WITHOUT ISSUES. ONCE ON THE GROUND, MAINTENANCE PERSONNEL INSPECTED THE SYSTEMS AND FOUND NO DAMAGE. DEFERRED COOLING SYSTEM PER APPROVED MEL, AND REPOSITIONED AIRCRAFT BACK TO KDAL FOR REPAIRS. FOUND COALESCER NOT DRAINING PROPERLY DUE TO BLOCKAGE AND DUCTWORK LEAKING. SUSPECT MOISTURE FROZE UP IN SYSTEM CAUSING BLEED VALVE TO DRIVE FULL HOT. REPAIRS ARE ONGOING.

AT APPROXIMATELY 1100 HRS LOCAL, AIRCRAFT DEPARTED KHOU ENROUTE TO KAUS. WHILE CLIMBING THROUGH 10,000 FT, ALL SYSTEMS WERE NORMAL. AT APPROXIMATELY 17,000 FT, CREW OBSERVED THE MASTER CAUTION LIGHT ILLUMINATED AND THE “PRESS SYS” LIGHT CAME ON. CREW IMMEDIATELY STARTED TO LEVEL OFF AND THE FO ATTEMPTED TO TAKE CONTROL OF THE PRESSURIZATION BUT THE SYSTEM HAD FAULTED. MOMENTS LATER THE “EMER PRESS” LIGHT CAME ON AND THE EMERGENCY PRESSURIZATION VALVES OPEN. CREW ALSO NOTED THAT THE CABIN ALTITUDE HAD SPIKED TO 12,000FT ACCORDING TO THE GAUGE. THE FLIGHT CREW INITIATED AN IMMEDIATE DESCENT AND NOTIFIED HOUSTON CENTER THAT THEY NEEDED LOWER FOR A PRESSURIZATION PROBLEM. ATC BEGAN TO GIVE THE CREW VECTORS BACK TO KHOU AND ASKED IF THEY NEED ASSISTANCE. BY THAT TIME THE CREW HAD RUN THE EMERGENCY PROCEDURE AND DETERMINED THAT THEY DID NOT REQUIRE ANY OUTSIDE ASSISTANCE. AIRCRAFT MADE AN UNEVENTFUL APPROACH AND LANDING BACK AT KHOU AT 1126 CST.

ON OCTOBER 29TH, AIRCRAFT DEPARTED KHOU FOR KBHM AND CLIMBED THROUGH IMC HEAVY RAIN CONDITIONS. AS THE AIRCRAFT ARRIVED TO APPROXIMATELY FL380, THE CREW EXPERIENCED A NUMBER OF BUMPS AND BOTH ENGINE COMPUTER LIGHTS ILLUMINATED. FLIGHT CREW CONTINUED TO MONITOR ENGINE INDICATIONS, AND OBSERVED NORMAL READINGS. CREW CONTACTED ATC AND CHOSE TO DIVERT TO KBPT TO AVOID THE RAIN. UPON EXAMINATION, ENGINE COMPUTERS CAPTURED ADC-P1 WHICH WE SUSPECT WAS CAUSED BY THE HEAVY RAIN AND FREEZING AIR AT FL380. TECHNICIANS CHECKED BOTH CHIP COLLECTORS AND OIL FILTERS WHICH CHECKED GOOD. BOTH ENGINES WERE ALSO BORESCOPED, NO DAMAGE FOUND. GROUND RUNS CHECKED GOOD, SO AIRCRAFT WAS CLEARED FOR FLIGHT. AIRCRAFT RETURNED TO KHOU ON 10/31 AFTER FLYING TO ALTITUDE TO VERIFY PROPER OPERATION. NO FURTHER FAULTS FOUND.

AT APPROX. 1540 LOCAL TIME, N750JM DEPARTED KHOU ENROUTE TO KCMI. WHILE CLIMBING THROUGH 8,000 FT, THE PILOT NOTICED THE CABIN CLIMBING WITH THE ALTITUDE OF THE AIRCRAFT. THE FLIGHT CREW PERFORMED THE CHECKLIST ITEMS FOR CABIN NOT PRESSURIZING, AND LEVELED THE AIRCRAFT OFF AT AROUND 10,000 FT. CREW WAS UNABLE TO MAKE THE AIRCRAFT PRESSURIZE. CREW ELECTED TO RETURN TO KHOU AND LANDED WITHOUT INCIDENT. TROUBLESHOOTING OF SYSTEM IS ONGOING.

ON 10/13/2018, COMPANY SCHEDULED FLIGHT FROM HOU-DAL-ELP. AIRCRAFT DEPARTED HOU AND TRAVELED TO DAL WITH NO ISSUES. AT APPROXIMATELY 0200 CST, AIRCRAFT DEPARTED DAL ENROUTE TO ELP. AROUND 20 MINUTES INTO THE FLIGHT AT OR AROUND FL380, CREW EXPERIENCED LEFT HAND ENGINE ROLLBACK TO AROUND FLIGHT IDLE (50%-60%). CREW CARRIED OUT CHECKLIST PROCEDURES AND RETURNED TO ORIGIN AIRPORT OF DAL WITHOUT EVENT. CAUSE OF ENGINE ISSUE REMAINS UNKNOWN. ENGINE IS A RENTAL.

ON 10/3/2018, AT APPROXIMATELY 1300 CST, AIRCRAFT DEPARTED KHOU FOR KLAS. DURING CLIMB AT OR ABOUT FL380, CREW FELT AND UNUSUAL VIBRATION WHICH LASTED TWO TO THREE SECONDS. NO OTHER INDICATION OF MALFUNCTION WAS INDICATED. SEVERAL SECONDS LATER, THE VIBRATION RETURNED, BUT THIS TIME THE LEFT HAND (NR 1) ENGINE ITT INDICATION SPIKED, FOLLOWED BY A REDUCTION IN POWER OF "NEARLY" FIFTY PERCENT (50%) WITHOUT ANY PILOT INPUT. CREW INITIATED REQUIRED CHECKLIST ITEM AND SLOWLY REDUCED POWER TO IDLE WITH NO OTHER INDICATIONS OF MALFUNCTION. CREW CONTACTED ATC AND RETURNED TO KHOU WITHOUT FURTHER INCIDENT. AIRCRAFT LANDED NORMALLY AND THRUST REVERSERS WERE DEPLOYED AS STANDARD PRACTICE. POST INSPECTION AND ECU DOWNLOAD INDICATES POSSIBLE BOV (BLOW OFF VALVE) SOLENOID FAULT. INVESTIGATION CONTINUES.

AFTER TOUCHDOWN, THE PILOT IN CHARGE ATTEMPTED TO TURN OFF OF THE ACTIVE RUNWAY ONTO THE TAXIWAY, NOTICED THE AIRCRAFT WAS DIFFICULT TO STEER. DURING TURNOFF, THE STEERING SYSTEM DISENGAGED. NORMAL PROCEDURE IS TO REENGAGE THE STEERING SYSTEM, BUT THE SYSTEM WOULD NOT REENGAGE. THE CREW NOTICED THE AIRCRAFT WAS DIFFICULT TO TAXI AND SUSPECTED A TIRE OR TIRES MAY HAVE BEEN FLAT. THE CREW ELECTED TO SHUT DOWN THE AIRCRAFT AND INVESTIGATE. EXTERNAL INSPECTION REVEALED THE TWO RIGHT MAIN TIRES TO BE FLAT, AND FLAT SPOTS ON TREAD THROUGH ALL 14 PLYS OF THE TIRES WERE THE CAUSE. ON INVESTIGATION, TECHNICIANS FOUND AND REPAIRED A PINCHED GROUND WIRE G24B20 LOCATED 22 INCHES FROM CONNECTOR D330 TO THE RIGHT ANTI-SKID VALVE. WITH THIS WIRE PINCHED, IT CAUSED BOTH RIGHT MAIN BRAKES TO LOCK UP IN AIR MODE, NR 3 AND 4 MAIN TIRES AND BRAKES WOULD HAVE BEEN ENGAGED ON TOUCHDOWN. A VISUAL INSPECTION OF THE MLG AND AXLES, ALONG WITH A FUNCTIONAL CHECK OF THE STEERING WAS PERFORMED WITHOUT ADDITIONAL FINDINGS. AIRCRAFT WAS RETURNED TO SERVICE.

AT APPROXIMATELY 1315 HRS LOCAL, AIRCRAFT DEPARTED KAGC ENROUTE TO KHOU. AT TOP OF DESCENT, CREW NOTICED NR 2 ENGINE OIL PRESSURE FLUCTUATING, BUT REMAINING WITHIN OPERATIONAL RANGE. ALL OTHER ENGINE PARAMETERS (OIL TEMPERATURE, N1, N2, ITT) REMAINED STEADY. CREW REFERENCED ABNORMAL CHECKLIST WHICH INSTRUCTED THEM TO MONITOR UNLESS PRESSURE FALLS INTO CAUTION OR DANGER RANGE. INTO DESCENT CREW OBSERVED OIL PRESSURE PROGRESSIVELY DROP, STILL REMAINING ABOVE CAUTION RANGE. ASKED ATC FOR DIRECT ROUTE. NOTIFIED THAT APPROACH HAD DECLARED AN EMERGENCY TO GET PRIORITY HANDLING. AIRCRAFT ARRIVED WITHOUT INCIDENT. POST INVESTIGATION REVEALED THE NR 2 ENGINE CHIP DETECTOR HAD A DEFECTIVE ORING WHICH ALLOWED OIL TO DEPART THE ENGINE SUMP RESULTING IN THE FLUCTUATION. THE ORING WAS REPLACED, ENGINE OIL LEVEL WAS SERVICED, ENGINE AND COWLING CLEANED, AND THE AIRCRAFT WAS PLACED BACK INTO SERVICE.

ON 10/20/2017, AT APPROX 2000Z, ON VISUAL APPROACH TO KLAS, CREW NOTICED THE RED GEAR UNLOCKED INDICATION UPON GEAR EXTENSION. CREW ALSO HAD THREE GREEN GEAR SAFE LIGHTS AS WELL, AND THE GEAR HORN WOULD NOT SILENCE WITH THE FLAPS DOWN. CREW EXECUTED A 'GO AROUND' AND ADVISED THE TOWER. TOWER PERSONNEL VECTORED THE CREW OUT TO A HOLDING AREA. CREW PERFORMED EMERGENCY CHECKLIST PROCEDURE FOR RED GEAR UNLOCKED INDICATION, WITH NO CHANGE TO INDICATION, LIGHT REMAINED ILLUMINATED. CREW DECLARED AN EMERGENCY AND REQUESTED RETURN TO AIRPORT. TOWER AND EMERGENCY CREWS CONFIRMED VISUAL OF LANDING GEAR DOWN, AND LANDING LIGHTS WERE ON. (LANDING LIGHTS ONLY ILLUMINATE IF MAIN GEAR IS DOWN AND LOCKED) AIRCRAFT LANDED AT KLAS WITHOUT EVENT. REPAIR TECHNICIANS FINALLY TROUBLESHOT FAULT DOWN TO RELAY K78 ON PCB 101. K78 IS THE RELAY IN THE EXTENSION SYSTEM WHICH SUPPLIES A GROUND TO THE RED GEAR UNLOCKED LIGHT DURING THE LIGHT TEST FUNCTION. THE K78 RELAY IS FIELD REPLACEABLE, AND WAS REPLACED WITH A NEW UNIT. GROUND OPS CHECKED GOOD AFTER REPLACEMENT.

DURING SERVICE CHECK FOUND RIGHT FWD EMERGENCY LIGHT INOPERATIVE.

DURING SERVICE CHECK, FOUND THE RT LAVATORY CROSS AISLE LIGHT L310 INOPERATIVE.

DURING APPROACH, FLIGHT CREW HEARD A POP AND EXPERIENCED A LOSS OF FLIGHT INSTRUMENTS AND RADIOS. PIC REPORTED ALL EFIS SCREENS, ALTIMETERS, AIRSPEED INDICATORS, FLAP INDICATION, GEAR INDICATION, YAW DAMPER, AND PRIMARY AND SECONDARY TRIMS INOPERATIVE. INVESTIGATION IN THE COCKPIT REVEALED AN "ESSENTIAL BUS" CIRCUIT BREAKER HAD TRIPPED. WHILE SEARCHING ABNORMAL CHECKLIST, PIC ELECTED TO RESET THE CIRCUIT BREAKER WHICH ALLOWED THE CREW ENOUGH TIME TO RELAY THEIR URGENCY TO APPROACH. NOT LONG AFTER, THE CIRCUIT BREAKER TRIPPED AGAIN. CREW WAS ABLE TO PERFORM AN UNEVENTFUL LANDING TO RUNWAY 4 WITH STANDBY EQUIPMENT AND LIGHTS FROM THE TOWER. MAINTENANCE INVESTIGATION IS ONGOING.

AT APPROX 0800 CST AT, TAXIED ACFT TO RUNWAY 12R FOR DEPARTURE. CREW SET THRUST ON ENGS & NOTICED NO N1 INDICATION ON NR 1 ENG. ALL OTHER INDICATIONS WERE NORMAL. ABORTED TAKEOFF & NOTIFIED TOWER IT WAS DUE TO GAUGE MALFUNCTION. TAXIED ACFT BACK TO CHOCKS WITH NO FURTHER ISSUES. DISCOVERED THE NR 1 ENG N1 INDICATOR HAD AN INTERNAL FAILURE. THE FAULTY INDICATOR, PN 2117034-10, SN LH-447, WAS R & R WITH A SERVICEABLE UNIT. ACFT WAS RETURNED TO SERVICE.

ON 2/12/2015 WHILE ON GND PREPARING FOR A RETURN FLIGHT, BEFORE ENG START, FLIGHT CREW MEMBERS WERE CONDUCTING PREFLIGHT CHECKS ON ACFT SYSTEMS. FLIGHT CREW NOTICED AUTOPILOT WOULD NOT PASS INTERNAL CHECKS & THE RED PITCH TRIM LIGHTS WERE ILLUMINATED ON THE AUTOPILOT PANEL. FURTHER INVESTIGATION REVEALED THE SEC PITCH TRIM CB WAS OPEN. FLIGHT CREW REFERRED TO CHECKLIST & TRIED CLOSING CB ONLY TO HAVE IT TRIP WITHIN A FEW SECONDS. FLIGHT CREW REVIEWED CHECKLIST, MEL & AFM, DETERMINED THAT TRIM SYS COULD NOT BE DEFERRED. DISCUSSED ISSUE WITH MANUFACTURER & SUSPECT PITCH TRIM ADAPTER PN 065-5046-01. ACFT WAS ISSUED SPECIAL FLIGHT PERMIT TO BE REPOSITIONED FOR TROUBLESHOOTING & REPAIRS.

AIRCRAFT DEPARTED, DURING APPROACH CREW ADDED FLAPS 20 & SELECTED GEAR DOWN & LOCK. UPON COMPLETION OF GEAR CYCLE, CREW NOTICED NO LT MAIN GEAR DOWN & LOCK GREEN LIGHT ILLUMINATED. CREW ELECTED TO COMMENCE A MISSED APPROACH & ADVISED TOWER. FLIGHT CREW REQUESTED & PERFORMED A LOW APPROACH TO ALLOW TOWER PERSONNEL A VISUAL VERIFICATION OF GEAR STATUS. CONTINUED GO AROUND FOLLOWING TOWERS CLIMB OUT INSTRUCTIONS. FLIGHT CREW UTILIZED TEST MUTE SWITCH TO VERIFY INDICATOR LIGHTS. ALL LIGHTS ILLUMINATED DURING TEST EXCEPT THE LT MAIN GEAR DOWN & LOCK GREEN LIGHT. PIC ELECTED TO EXECUTE ALTERNATE GEAR EXTENSION CHECKLIST & LANDED WITHOUT INCIDENT. POST FLIGHT CHECKS OF LG SYS & SUBSEQUENT GEAR SWINGS BY MX PERSONNEL FOUND THE LT MAIN GEAR DOWN & LOCK GREEN LIGHT LAMP WAS BURNED OUT. MX CREW REPLACED THE LAMP WITH A NEW PN 6838. ACFT WAS INSPECTED AS REQUIRED FOLLOWING AN EMER EXTENSION & RETURNED TO SERVICE.

DURING APPROACH, PILOT SELECTED APPROACH FLAPS SETTING. SELECTION OF APPROACH FLAPS CAUSED NO MOVEMENT IN FLAP SYS. PILOT ATTEMPTED FLAP SELECTION ONCE MORE WITH NO LUCK. PILOT REFERRED TO CHECKLIST FOR FAILED FLAPS. PILOT ELECTED TO ABORT APPROACH & LANDING & DIVERTED BACK. PERFORMED NO FLAPS APPROACH & LANDING WITHOUT INCIDENT. DURING TROUBLESHOOTING, VERIFIED INOPERATIVE FLAP SYS & DISCOVERED APPROACH MICRO SWITCH PN V3-1 TO BE DEFECTIVE. OPTED TO REPLACE UP, APPROACH & DOWN MICRO SWITCHES, THREE EACH, DURING REPAIRS DUE TO CONVENIENCE. .

DURING CLIMB, EXPERIENCED RED LANDING GEAR DISAGREEMENT LIGHT. DID NOT NOTICE OR HEAR ANY OTHER FACTORS TO ALARM THEM OF ANY MECHANICAL FAILURES. CONTINUED TO DESTINATION. DURING FINAL APPROACH, EXTENDED LANDING GEAR AND RED LIGHT EXTINGUISHED AND ALL THREE GREEN LIGHTS ILLUMINATED. LANDED WITHOUT INCIDENT. FOUND A CLAMP HAD MOVED ON THE RT MAIN GEAR BRAKE LINE WHICH ALLOWED THE LINE TO HANG ON THE GEAR DOORS PREVENTING THE RT MAIN GEAR FROM REACHING THE "UP AND LOCKED" SWITCH. AIRCRAFT HAS BEEN REPAIRED AND RELEASED.

AT APPROXIMATELY 2130 CST, ACFT IN DESCENT, PIC HEARD A LOUD "POP" FROM THE COPILOT WINDSHIELD. UPON VISUAL INSPECTION, PIC NOTICED COPILOT WINDOW PANE CRACKED AND SHATTERED. PILOT REQUESTED "PRIORITY HANDLING" WITH ATC FOR ARRIVAL AND WAS INFORMED HE WOULD BE NR 6. DUE TO FACTORS SUCH AS NIGHT FLIGHT, UNKNOWN DAMAGE TO COPILOT WINDSHIELD, AND THUNDERSTORMS AND RAIN MOVING IN TO THE AREA, PIC OPTED TO DECLARE AN "EMERGENCY" AND AGAIN REQUESTED PRIORITY HANDLING. ACFT LANDED UNEVENTFUL. POST FLIGHT INSPECTION REVEALED INNER PANE CRACKED AND NO OBVIOUS SIGNS OF FOREIGN IMPACT.

AIRCRAFT DEPARTED, ENROUTE, AFTER FLIGHT CREW INITIATED CLIMBOUT AND RETRACTED LANDING GEAR, CREW OBSERVED ALL GREEN LIGHTS WERE EXTINGUISHED BUT THE RED HANDLE LIGHT (GEAR UNSAFE LIGHT) WAS ILLUMINATED. CREW OPTED TO CYCLE GEAR ONCE MORE AND OBSERVED RED LIGHT EXTINGUISH MOMENTARILY, BUT WOULD ILLUMINATE AGAIN WITH THE GEAR UP. CREW REPORTED HEARING POPPING SOUND WHILE GEAR WAS BEING RETRACTED. ON ARRIVAL INTO AIRSPACE, CREW NOTIFIED APPROACH OF ISSUE AND FOLLOWED CHECKLIST FOR GEAR INDICATION FAILURE. GEAR WAS MANUALLY EXTENDED IAW APPROVED CHECKLIST. ACFT LANDED WITHOUT INCIDENT. POST LANDING VISUAL INSPECTION REVEALED NO NOTICEABLE FAULTS OR FAILURES. FOUND THROTTLE SWITCH TO BE INTERMITTENT. REPLACED THROTTLE POSITION SWITCH WITH NEW PART. OPS CHECK GOOD.

ON FINAL APPROACH, EXPERIENCED LOSS OF RADIOS, NAVIGATION, TRANSPONDERS, GPS, AND AUTOPILOT. CREW IDENTIFIED A TRIPPED CIRCUIT BREAKER AND DUE TO PROXIMITY OF AIRPORT AND OTHER TRAFFIC, CREW OPTED TO LOAD SHED AND RESET BREAKER TO GET COMM RADIOS BACK. RESET BREAKER, DECLARED EMERGENCY. PERFORMED CHECKLIST. CIRCUIT BREAKER DID NOT TRIP AGAIN ONCE RESET. OPEN

WHILE PERFORMING A CHECK FLIGHT AFTER MX, PILOT AND MECHANIC NOTICED AN ERRATIC OIL PRESSURE INDICATION ON THE NR 2 ENGINE. OIL PRESSURE WOULD GO FROM ZERO TO NORMAL, WITH RAPID FLUCTUATIONS. NO OTHER ENGINE PARAMETERS WERE AFFECTED. PILOT ELECTED TO RETURN TO DEPARTURE. FOLLOWING FLIGHT, OIL PRESSURE TRANSMITTERS WERE MOVED FROM LT TO RT AND SL510-79-02 WAS PERFORMED UPON INSTALLATION. IT WOULD APPEAR THAT REPERFORMING SL510-79-02 CORRECTED THE FAULT.

ACFT DEPARTED, IN CRUISE AT FL360, CREW NOTICED "OIL PRESS LO L" CAS MESSAGE ON THE CENTER MFD. THE CREW REFERRED TO THE ACFT CHECKLIST, WHICH INSTRUCTED THE CREW TO PERFORM A PRECAUTIONARY SHUTDOWN TO AVOID DAMAGE TO THE ENGINE. THE CREW PERFORMED THE RECOMMENDED SHUTDOWN OF THE NR 1 (LT) ENGINE. CREW ADVISED ATC THAT THEY WERE SINGLE ENGINE, NON-EMERGENCY AND REQUESTED FL240, CONTINUING TO DESTINATION. ACFT ARRIVED, LANDING WITHOUT INCIDENT. POST FLIGHT REVEALED OIL QUANTITY IS SUFFICIENT, BUT OIL BYPASS INDICATOR APPEARS TRIPPED. FOUND OIL BYPASS TRIPPED, BUT NO DEBRIS IN FILTER. MOVED OIL PRESSURE TRANSMITTERS LT TO RT AND (RE) PERFORMED SL510-79-02. OPERATED ACFT, OPS CHECK GOOD.

WHILE CLIMBING OUT, CREW NOTICED ACFT CABIN WAS NOT PRESSURIZING. CREW MEMBER REVIEWED CHECKLIST AND VERIFIED SYS WAS NOT FUNCTIONING NORMAL. DIVERTED BACK TO DEPARTURE. ACFT LANDED WITHOUT INCIDENT. MX DISCOVERED WIRES D30A22, AND D26C22 FROM PINS 3 AND 5 ON TEST/DUMP SWITCH (S118) TOUCHING EACH OTHER. THIS CONDITION PLACED THE PRESSURIZATION SYS IN DUMP STATUS, OPENING BOTH OUTFLOW AND SAFETY VALVES IN THE CABIN, BUT STILL ALLOWING THE INFLATABLE DOOR SEAL TO INFLATE. THE WIRING WAS CORRECTED THE FOLLOWING DAY, AND THE ACFT MADE A SUCCESSFUL MX FLIGHT FEBRUARY 14, 2012. NO PART(S), COMPONENTS, OR STRUCTURES WERE LISTED DUE TO THE NATURE OF THE FAILURE.

DURING CLIMB, AT 5000 FT IN IMC CONDITIONS, CREW NOTICED RED 'AC FAIL' LIGHT & A FLASHING "MASTER CAUTION" LIGHT. CREW NOTICED AUTOPILOT DISENGAGE, ALTITUDE PRE-SELECT WENT BLANK, FLIGHT DIRECTOR "DISAPPEARED", & NR 1 ADI "TUMBLED". "NR 1 INVERTER FAIL" AMBER LIGHT ILLUMINATED. WHILE REVIEWING ABNORMAL PROCEDURES CHECKLIST, NR 1 ADI ERECTED FOR APPROX 15 SECONDS. CREW CLEARED "MASTER CAUTION" & LEVELED OFF AT ASSIGNED ALTITUDE OF 5000 FT. CREW GIVEN SECOND CLIMB TO 16000 FT WHEN NR 1 ADI TUMBLED AGAIN. PILOT ELECTED TO RETURN TO DEPARTURE. DID NOT DECLARE AN EMERGENCY, ATC ELECTED TO DECLARE AN EMERGENCY. ACFT LANDED & TAXIED WITHOUT INCIDENT. MX TROUBLESHOT SYS, INCLUDING A BENCH TEST OF NR 1 INVERTER. NO OBVIOUS DEFECTS NOTED, MECHS DID CLEAN OXIDATION FROM THE INVERTER CONNECTORS & SWAPPED POSITIONS ON NR 1 AND 2 INVERTERS. ACFT RELEASED FOR SERVICE.

ACFT DEPARTED. WHILE CLIMBING THROUGH, CREW NOTED AN AMBER CAS MESSAGE OF "RT FUEL BOOST". THIS INDICATES A LOW FUEL PRESSURE DETECTION AND ALERTS THE CREW THAT THE BOOST PUMP WAS AUTOMATICALLY ACTIVATED. THE CREW PERFORMED THE ACTIONS FROM THE EMERGENCY CHECKLIST AND THE MESSAGE DID NOT CLEAR. THE CREW ELECTED TO RETURN TO DEPARTURE. THE FAULT COULD NOT BE DUPLICATED ON THE GROUND ON THE FOLLOWING DAY. TECH SUPPORT SUGGESTED CLEANING CONNECTIONS AND SWAPPING FUEL PRESSURE TRANSDUCERS LT TO RT. THE MX WAS PERFORMED, AND A 1.5 HOUR CHECK FLIGHT WAS CONDUCTED AFTERWARDS WITH NO FURTHER FAILURES. THE ACFT WAS RETURNED TO SERVICE ON 5/5/2011.

DURING CLIMBOUT, PILOTS NOTED A FIRE BELL AND NR2 ENGINE FIRE WARNING LIGHT FOR A ONE SECOND DURATION. ACFT WAS APPROX 2500-3000 FT. CREW DECLARED AN EMERGENCY, AND INITIATED A TURN BACK. CREW EXPERIENCED A SECOND FIRE INDICATION ON NR 2 ENG FOR 1 SECOND DURATION. ON BASE LEG, EXPERIENCED THIRD INDICATION ON NR 2 ENGINE FOR APPROX 1 SECOND DURATION. ACFT LANDING UNEVENTFULLY & AIRPORT DISPATCHED EMERGENCY PERSONNEL. NO OTHER INDICATION OF FIRE NOTED AND ENGINE PARAMETERS STAYED WITHIN LIMITS. TECH INVESTIGATED NR 2 ENGINE AND FOUND A LOOSE FIRE LOOP CONNECTION, A DIRTY CONTACT, AND SAFETY WIRE WITHIN CLOSE PROXIMITY TO THE FIRE LOOP AT SOME LOCATIONS. TECH MADE CORRECTIONS AND COULD NOT DUPLICATE INDICATION ON GROUND. ACFT WAS RELEASED AND CREW ELECTED FOR SHORT FLIGHT TO VERIFY, NO FAULTS FOUND. ACFT WAS RETURNED TO SERVICE.

AFTER RECEIVING TAKEOFF CLEARANCE, THE CREW POSITIONED THE ACFT FOR TAKEOFF AND INITIATED THE APU SHUTDOWN SEQUENCE IAW THE TAKEOFF CHECKLIST. UPON REACHING TAKEOFF POSITION, THE CREW OBSERVED AN "APU FIRE" MASTER CAUTION AND A TRIPLE CHIME. THE CREW EXITED THE RUNWAY AND "ALL INDICATIONS EXTINGUISHED WITHOUT ANY ACTION." THE CREW INITIATED TAXI BACK TO THE TAXIWAY AND AGAIN RECEIVED THE INDICATION. AT THIS POINT THE CREW TAXIED CLEAR OF ALL RUNWAYS/TAXIWAYS, SHUTDOWN ENGINES AND ELECTRICAL, AND EVACUATED THE PASSENGERS. AFTER VISUAL INSP, THERE WAS NO EVIDENCE OF FIRE OR SMOKE. THE ACFT WAS REPOSITIONED WITH A FERRY PERMIT DATED 7/16/10 FOR MX. THE MX FACILITY REPLACED A FAULTY APU FIRE DETECTOR, PN: 3001-263-1000/400-6.

DURING DEPARTURE, CREW SELECTED GEAR LEVER TO UP. THE LANDING GEAR TRAVELLED APPROX HALFWAY UP AND STOPPED, LEAVING A RED GEAR SELECT HANDLE INDICATING THE GEAR DID NOT TRAVEL COMPLETELY UP AND LOCK. CREW REPORTED FAILURE TO ATC. ATC, VECTORED ACFT TO "ROYCE" AT 7000 FT SO CREW COULD REFER TO EMERGENCY CHECKLIST. CREW PERFORMED EMERGENCY GEAR EXTENSION PROCEDURE AND ACHIEVED "3 GREEN", INDICATING GEAR WAS DOWN AND LOCKED. ATC VECTORED ACFT BACK TO DEPARTURE FOR NORMAL LANDING. UPON INSPECTION, IT WAS DETERMINED THE LANDING GEAR MOTOR HAD FAILED AND TRIPPED THE 60 AMP CIRCUIT BREAKER UNDER THE FLOOR. MOTOR WAS REPAIRED AND OPS CHECK IS GOOD.

DURING RETURN FLIGHT FROM MWCR TO KHOU, THE NR 1 ENGINE OIL PRESSURE BEGAN TO FLUCTUATE AND DROP. THE FLIGHT CREW OBSERVED THIS AND REDUCED POWER TO FLIGHT IDLE. THE NR 1 ENGINE OIL PRESSURE DROPPED BELOW 5 PSI, ILLUMINATING THE LOW OIL PRESSURE LIGHT. AT THIS POINT, THE FLIGHT CREW ELECTED TO SHUT DOWN THE NR 1 ENGINE AND CONTINUE TO KHOU. THE AIRCRAFT LANDED WITHOUT INCIDENT. UPON INVESTIGATION, THE OIL LINE PACKING WAS FOUND TO BE LEAKING AT THE FUEL HEATER. THE ENGINE OIL WAS LEVEL WAS THREE QUARTS LOW. THE ENGINE OIL WAS SERVICED TO FULL AND THE FUEL HEATER WAS RESEALED WITH NEW PACKINGS. THE REPLACEMENT PACKING FOR THE LEAKING CONNECTION WAS P/N: S9413-565.

UPON DEPARTURE ENROUTE, CREW RETRACTED GEAR. GREEN MAIN LIGHTS REMAINED ILLUMINATED AND RED MAIN LIGHTS ILLUMINATED. GEAR DID NOT RETRACT. CREW SELECTED DOWN POSITION AND RETURNED TO DEPARTURE. CREW LANDED ACFT WITHOUT INCIDENT.

ON SHORT FINAL, CREW EXTENDED GEAR AND NOTICED GEAR UNSAFE LIGHT. THEY ALSO NOTICED LOW HYDRAULIC PRESSURE. ACFT WAS CONFIGURED FOR LANDING AND HAD 20 DEGREE FLAPS. CREW ACTIVATED AUX HYD PUMP AND GEAR WENT DOWN AND LOCKED. CREW WAS ABLE TO TAXI AND USE WHEEL BRAKES WITH AUX PUMP. POST FLIGHT INSP REVEALED A CRACKED JAM NUT ON THE LT MAIN GEAR ACTUATOR HYDR SWIVEL FITTING ALLOWING A RELEASE OF HYDRAULIC FLUID. THE JAM NUT WAS REPLACED AND THE HYDR SYS WAS SERVICED AND TESTED. NO FURTHER DAMAGE WAS FOUND. ACFT WAS RETURNED TO SERVICE.

DURING FLIGHT, RT WINDSHIELD MIDDLE PANE SHATTERED (INNER AND OUTER PANE REMAINED INTACT). ACFT WAS 30 MINUTES INTO FLIGHT AT FL270. ACFT CREW RECEIVED CLEARANCE TO LOWER ALTITUDE AND DIVERTED. ACFT REMAINED UNTIL A FERRY PERMIT WAS ACQUIRED. THE ACFT WAS THEN RELOCATED FROM FOR REPAIRS.

ON 1/10-07 AT 1900, AIRCRAFT EXPERIENCED AN AILERON BOOST FAILURE. PILOT DECLEARED AN EMERGENCY AND LANDED AT ITS SCHEDULE DETINATION WITHOUT ANY COMPLICATIONS. AILERON BOOST CIRCUIT BOARD WAS REPLACED AND THE SYSTEM CHECKED GOOD. (K)

ON 1/2/2007, AC DEPARTED, DURING THE TAKEOFF ROLL. GROUND PERSONNEL REPORTED SMOKE FROM THE LT SIDE OF THE AC AROUND THE GEAR AREA. THE CREW WAS NOTIFIED. AC LOWERED ITS GEAR AND PERFORMED A FLIGHT BY THE TOWER. THE TOWER CONFIRMED THAT THE LT SIDE TIRES WERE GONE. THE AIRCRAFT DIVERTED, AC PERFORMED A FLY BY THE TOWER AND CONFIRMED THAT WHEEL AND BRAKES WERE STILL ATTACHED BUT TIRES ON THE NR 1 AND NR 2 POSITION WERE GONE. THEY LANDED AND DEPLOYED THE DRAG CHUTE AND THEN DEPLOYED THRUST REVERSER. THERE WERE A MINIMUM AMOUNT OF SPARKS AND THE AC CAME TO A HALT WITHIN THE RUNWAY AND WITHOUT ANY INJURIES. UPON VISUAL INSPECTION PART OF THE INNER SECTION OF THE TIRE WAS STILL ATTACHED TO THE RIMS AND THE I

AIRCRAFT DEPARTED, DURING CLIMB AT ABOUT 13,000 FT THE CREW NOTICED A STRANGE AIRFLOW NOISE AS IF A GEAR DOOR WAS OPEN, ALL INSTRUMENT INDICATIONS WERE GOOD. (3 GREEN). UPON LANDING, VISUAL INSPECTION NOTED THAT RT GEAR OB DOOR WAS MISSING. VISUAL INSP FOUND THAT THE PIANO HINGE WHICH ATTACHED THE DOOR TO THE WING HAD STRUCTURAL FAILURE AND BROKE CLEAN ACROSS THE LENGTH OF THE HINGE, AT THAT POINT THE LOWER ATTACHMENT BRACKET CRACKED. THE HARDWARE ATTACHING THE DOOR TO THE ROD END WERE STILL ATTACHED TO THE GEAR. ALL THE HARDWARE WAS PROPERLY INSTALLED AND WAS NOT THE REASON FOR THE FAILURE. IT IS UNDETERMINED AT THIS POINT, THE REASON FOR THE HINGE/STRUCTURAL FAILURE. (K)

ON FLT, DURING DESCENT PILOT REPORTED SMOKE IN THE AFT SECTION OF CABIN. PILOT TURNED OFF CABIN AND COCKPIT BLOWERS AND SMOKE CLEARED. REPLACED DEFECTIVE COCKPIT BLOWER WITH O/H UNIT.

NOSE WHEEL BEARING FAILURE. PROBABLE CAUSE: LACK OF GREASE ON BEARING. RECOMMENDATION, HEAVIER GREASE THAT WILL NOT SPIN OUT OF BEARING OR INTERNAL GREASE SEALS.

HAS SHEARED TWO SHAFTS ON TWO DIFFERENT ENGINES WITH APPROXIMATELY 30 HOURS WHEN OCCURENCE OCCURED. WE PURCHASED AN OX UNIT FROM THE SAME COMPANY THIS LAST TIME THE FAILURE OCCURED AND LOOKING AT THE PAPERWORK ON SN KK-81 (OX UNIT) IT SUBSEQUENTLY HAS SHEARED TWO DRIVE SHAFT THIS YEAR ON ANOTHER OPERATORS AIRCRAFT. ITS MY BELIEF THAT THERE IS A MATERIAL OR MFG DEFECT WITH THESE NEW DRIVE SHAFTS BEING INSTALLED.

ACTT: 9,619.9 HOURS. UPON ENGINE REMOVAL AND MOUNT REMOVAL, MOUNTING HOLES IN FIREWALL WERE FOUND ELONGATED AND MUSHROOMED.