GARY JET CENTER, INC.

WILLIAMS INTERNATIONAL ENGINE MODEL FJ44-3A, SERIAL NUMBER 141882, FROM AIRCRAFT 525B-0453 (N817BH), WAS RETURNED TO THE REPAIR STATION FOR UNSCHEDULED REPAIR. AIRCRAFT OPERATOR SQUAWKED AN ENGINE NOISE ANOMALY DURING TAKEOFF, PROMPTING A RETURN TO THE DEPARTURE AIRPORT FOR AN UNEVENTFUL LANDING. ENGINE OEM PRODUCT SUPPORT TROUBLESHOT THE ISSUE WITH AN AUTHORIZED SERVICE CENTER, WHICH INCLUDED A BORESCOPE INSPECTION OF THE ENGINE’S COMPRESSOR SECTION. SERVICE CENTER REPORTED A LIBERATED 3RD-STAGE INTERMEDIATE PRESSURE COMPRESSOR (IPC) ROTOR BLADE, RESULTING IN THE ENGINE OEM DIRECTING REMOVAL OF THE ENGINE FOR RETURN TO OUR REPAIR STATION FOR REPAIR. AFTER INDUCTION OF THE ENGINE INTO OUR REPAIR STATION, DISASSEMBLY OF THE ENGINE CONFIRMED ONE LIBERATED 3RD-STAGE IPC ROTOR BLADE. NOTE: THE IPC ROTOR IS A THREE-STAGE AXIAL COMPRESSOR.

WHILE INSTALLING THE RIGHT MLG LEG WE NOTICED THAT THE FWD UPPER AND LOWER TRUNNION ATTACH POINTS, WHERE THE BARREL NUTS SLIDE INTO, BOTH HAD GROOVES WORN INTO THEM AND CHAFFED REALLY BAD ALL AROUND. TOP BARREL NUT HOLE HAD A GROOVE THAT MEASURED ABOUT .035" IN DEPTH AND BOTTOM HAD A GROOVE DEPTH OF ABOUT .025". THE GROOVE DOES NOT GO COMPLETELY AROUND THE CIRCUMFERENCE OF THE HOLE, MAYBE A 1/3 OF THE HOLE, ON TOP AND BOTTOM HOLE. BOTH BARREL NUT HOLES ALSO HAVE DEEP SCRATCHES THE RUN PERPENDICULAR TO THE CHAFFING. I'M NOT SURE HOW THIS AREA GETS CHAFFED THIS BAD BECAUSE THESE BOLTS GET TORQUED TO A SUBSTANTIAL AMOUNT, 72.0 TO 82.0 LB FT FOR TOP AND 160.0 TO 180.0 LB FT FOR THE BOTTOM. THERE IS ALSO NO RECORD OF THE LANDING GEAR EVER BEING OUT OF THIS AIRCRAFT SO THIS DAMAGE MAY HAVE BEEN CAUSED AT THE FACTORY.

DURING TAKEOFF FROM GYY, 883SC EXPERIENCED AN IN FLIGHT EMERGENCY WITH THE RIGHT ENGINE. THE CREW GOT A LOW OIL PRESSURE INDICATION AND THERE WAS SMOKE IN THE COCKPIT AND CABIN. THEY SHUT THE ENGINE DOWN, DECLARED AN EMERGENCY, AND RETURNED TO GYY WITHOUT FURTHER INCIDENT. UPON RETURNING THE ENGINE WAS INSPECTED AND FOUND TO HAVE LOST A SIGNIFICANT AMOUNT OF OIL. THIS ENGINE WAS REPAIRED BY PRATT & WHITNEY 119.2 HRS AGO FOR THE SAME ISSUE.

UPON LANDING AT KGYY AT APPROX. 8:00 P.M. ON THE NIGHT OF OCTOBER 21, 2019 AIRCRAFT N163DK FELT A ABNORMAL VIBRATION FORM THE LEFT MLG. THE AIRCRAFT TAXIED TO THE JET CENTER AND DISCOVERED THAT THE LEFT MLG UPPER AND LOWER TORQUE LINKS WERE SEPARATED FROM EACH OTHER. UPON INVESTIGATION WE DISCOVERED THAT THE BOLT THAT HOLDS THE TORQUE LINKS TOGETHER HAD SHEARED. THIS ALLOWED THE INNER STRUT AND LEFT MLG WHEELS TO BECOME INDEPENDENT FROM THE OUTER STRUT. WHEN THAT HAPPENED THE MLG WHEELS BEGIN TO VIBRATE AND THE INNER WHEEL HALVES BEGIN TO CONTACT THE UPPER TORQUE LINK CAUSING SEVERE DAMAGE TO THE WHEELS AND OUTER BRAKE ASSEMBLY. ALSO THE WEIGHT ON WHEELS SWITCH WAS RIPPED OUT OF THE LOWER TORQUE LINK.

WHEN THE AIRCRAFT TOUCHED DOWN ON LANDING, THE CREW NOTED A LARGE VIBRATION THROUGHOUT THE AIRFRAME. THE VIBRATION LESSENED IN INTENSITY AS THE AIRCRAFT SLOWED AND WENT AWAY WHEN STOPPED. TAXI TO THE RAMP WAS REPORTED AS NORMAL. IT WAS DISCOVERED THAT THE LEFT MAIN LANDING GEAR TORQUE LINK BOLT FAILED. THIS CAUSED THE LOWER GEAR ASSEMBLY TO ROTATE FREELY, CAUSING THE WHEELS TO SHIMMY. THIS IN TURN CAUSED THE UPPER TORQUE LINK TO CONTACT THE WHEELS, TIRES, AND OUTBOARD BRAKE ASSEMBLY. THE SHIMMY CAUSED THE WEIGHT ON WHEELS SWITCH NORMALLY ATTACHED TO THE LOWER TORQUE LINK TO DEPART THE AIRCRAFT. IT WAS LATER FOUND BY AIRPORT OPERATIONS DURING A FOD INSPECTION OF THE RUNWAY AFTER THE INCIDENT.

FUEL PROBE WIRING INSIDE OF RIGHT WING FUEL TANK PANEL 521BB IS CHAFFED THROUGH TO BARE WIRE. ALSO SEVERAL WIRES WITHIN THE FUEL TANKS WERE FOUND TO BE RUBBING ON THE PIPING WITHIN THE TANK.

LEFT AILERON CABLE NOT ROUTED CORRECTLY WHERE IT PASSES THROUGH LEFT WING ROOT, PASSES ON THE AFT SIDE OF THE BELLCRANK AND SHOULD BE ON THE FWD SIDE.

DURING TAKEOFF, DURING A POST MAINTENANCE TEST FLIGHT, THE NOSE LANDING GEAR FAILED TO RETRACT. THE CREW REPORTED SELECTING GEAR UP, THEN HEARING A LOUD BANG WHILE THE GEAR WAS IN TRANSIT. THE NOSE GEAR THEN SHOWED DOWN AND LOCKED WITH THE MAINS RETRACTED. THE CREW ELECTED TO RETURN TO THE AIRPORT IMMEDIATELY AND PROCEEDED TO PERFORM A NORMAL LANDING. MAINTENANCE DISCOVERED THAT THE DRAG STAY PICKUP ON THE NOSE LANDING GEAR HAD BROKEN OFF AT THE NLG ACTUATOR ATTACH FITTING. THIS CAUSED A COMPLETE SEPARATION OF THE NLG ACTUATOR FROM THE NLG ASSEMBLY.

PRIOR TO LANDING, A CAS MESSAGE APPEARED, LOW BRAKE PRESSURE. ON TOUCHDOWN THE ACFT HAD NO BRAKES, EMERGENCY BRAKE SYSTEM WAS ACTIVATED TO STOP THE PLANE. MAINTENANCE LOOKED INTO THE SITUATION FOUND NO ISSUES. COULD NOT DUPLICATE DISCREPANCY. ON SUBSEQUENT FLIGHT SAME ISSUE RE-OCCURRED. ACFT IS CURRENTLY BEING TROUBLESHOT.

PILOT DEPLOYED SPOILERS AND THE ACFT ROLLED TO THE RT. INVESTIGATION REVEALED THAT THE LT SPOILER WAS RETRACTED WITH THE RT, WAS DEPLOYED. SPOILERS WERE RETRACTED AND THE PILOT LANDED SAFELY.

FLIGHT 5051 - EN ROUTE ATL-SAT THE LEFT THROTTLE JAMMED, CREW DECLARED AN EMERGENCY, PERFORMED INFLIGHT SHUT-DOWN OF THE LEFT ENGINE AND RETURNED TO ATL. FLIGHT LANDED WITHOUT INCIDENT. FOUND THE COWL -HOLD OPEN- SUPPORT ROD LOOSE AND BINDING THE THROTTLE CONTROL. RESECURED THE SUPPORT ROD.

FLIGHT 5177 - DURING TAKEOFF ROLL THE EICAS SCREENS WENT BLANK. REPLACED THE LIGHTING CONTROL PANEL.

FLIGHT 5395 - LEFT PITOT HEAT, AOA HEAT, STATIC AND PITOT HEAT CAUTIONS. CND, RESET THE ADS CONTROLLER, SYSTEM CHECKS GOOD.

FLIGHT 5798 STAB TRIM FAILED DURING T/O. COULD NOT DUPLICATE. OPERATIONAL CHECK OF STAB TRIM NORMAL.

AIRCRAFT PULLED SEVERELY TO LEFT DURING T/O. COULD NOT DUPLICATE. INSPECTED WHEELS, BRAKES AND NWS SYSTEM. NO DEFECTS FOUND

FLIGHT 5772 RT ENGINE N1,N2,ITT,F/F, AND OIL PRESSURE FLUCTUATING - AIRCRAFT OSCILLATED UP AND DOWN. DEFERRED THE ENGINE SPEED SWITCHES IAW MEL.