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THE HAWKER 900XP MAINTENANCE MANUAL "POWER PLANT (ENGINE CHANGE) - REMOVAL/INSTALLATION" CHAPTER XP-71-00-01-401 PARAGRAPH 4. B. (3) (A) (B), (5) (A) (B) READS TO INSTALL THE FWD TOP AND BOTTOM MOUNT BOLTS THE OPPOSITE DIRECTION AS THE FIGURE 410. NEITHER THE TEXT OR THE FIGURE SHOW WHERE TO INSTALL THE SHORT BUSHING THAT IS A HAT BUSHING. WHEN THE SHORT/HAT BUSHING IS INSTALLED INCORRECTLY THIS ALLOWS THE ENGINE MOUNT BOLT, FLANGED BUSHING AND SHORT (HAT) BUSHING TO MIGRATE ABOUT 3/32 OF AN INCH. DUNCAN HAD A 900XP (N69FR) THAT WE ASSEMBLED THE WAY IT CAME APART WHICH WAS INCORRECT PER THE ENGINEERING DRAWING. WE CHECKED ANOTHER 900XP WE HAD IN HOUSE THAT WE HADN'T PULLED THE ENGINES ON AND IT WAS INCORRECT, POSSIBLE FROM THE FACTORY BECAUSE THE ENGINE TT WERE LOW ENOUGH TO NEVER NEED PULLED FOR OVERHAUL. IT WASN'T UNTIL HAWKER AOG HOTLINE SENT THE ENGINEERING DRAWING THAT WE WERE ABLE TO DETERMINE THE PROPER FWD TOP AND LOWER MOUNT BOLT/FLANGED BUSHING DIRECTION AND TOP MOUNT HARDWARE STACK UP. THE ISSUE MAY LIE IN THE FACT THAT HAWKER USED THE 800XP AND 850 MAINTENANCE MANUAL TEXT BUT DIDN'T CHANGE IT TO MATCH FIGURE 410 WHICH IS A NEW FIGURE COMPARED TO THE 800/850. THIS MAY NEED TO BE AN AD IF IN FACT THE 900XPS TOP AND LOWER MOUNTS WERE ASSEMBLED WRONG FROM THE FACTORY BECAUSE THE PYLON YOKE FITTING ISN'T DESIGNED TO HAVE THE SHORT (HAT) BUSHING AND BOLT/FLANGED BUSHING MIGRATE INTO THE PYLON YOKE FITTING.

RETURN FLIGHT KCHO TO KFCI, PILOT ENCOUNTERED RIGHT ENGINE FIRE ANNUNCIATION. SHUT RIGHT ENGINE DOWN AND DEPLOYED FIRE EXTINGUISHER PER AIRCRAFT ENGINE FIRE EMERGENCY CHECKLIST. PILOT DECLARED INFLIGHT EMERGENCY AND LANDED WITHOUT INCIDENT AT KFCI. MAINTENANCE IDENTIFIED RUPTURED RIGHT ENGINE OUTBOARD BLEED AIR BELLOWS DUCT. FIRE DETECTION RESISTANCE CHECKS GOOD; NO BLEED AIR LEAK DAMAGE NOTED TO STRUCTURE OR SURROUNDING SYSTEMS. REPLACED FIRE EXTINGUISHER BOTTLE WITH OVERHAULED UNIT.

ACFT HAD RT MAIN GEAR UNSAFE INDICATION ON GEAR EXTENSION AT DESTINATION. AFTER FOLLOWING PROCEDURES, CREW WAS NOT ABLE TO ACQUIRE SAFE INDICATION. ACFT LANDED AND AFTER ROLLOUT, ON COMING TO A STOP, THE RT MAIN GEAR COLLAPSED. SIGNIFICANT DAMAGE WAS DISCOVERED TO THE RT MAIN GEAR ACTUATOR SUPPORT STRUCTURE WITH ACTUATOR OBSERVED IN THE EXTENDED POSITION.

PILOT REPORTED RUDDER PEDALS BINDING FOUND DURING PREFLIGHT, WITH RT PEDAL FORWARD AND LT PEDAL AFT. AFTER APPLYING PRESSURE TO PEDALS WITH FEET, PEDALS BECAME UNBOUND WITH POPPING NOISE HEARD. INSPECTED RUDDER SYSTEM. FOUND RUDDER BINDING AT PANEL SCREW FOR LOWER CONTROL COLUMN ACCESS, FORWARD, DUE TO BEND IN PANEL. REMOVED SCREWS AND ADJUSTED PANEL FOR BETTER CLEARANCE. REPLACED SCREWS WITH SHORTER VERSION OF SAME. RUDDER SYSTEM OPERATED NORMALLY. REFERENCE MM, CHAPTER 27.

PILOT REPORTED NOSE WHEEL VIBRATION AFTER TAKEOFF ROTATION DURING CLIMBOUT. AIRCRAFT DIVERTED TO HOME BASE. NO REPORTED VIBRATION DURING TAKEOFF OR LANDING ROLL OUT. REMOVED LT AND RT NOSE WHEEL ASSEMBLIES. BALANCED LT AND RT NOSE WHEELS, INSPECTED AND REPACKED NOSE WHEEL BEARINGS.

FMS CDU FAILED ON POWER-UP. TOTALLY DEAD. SUBMITTER STATED THIRD FAILURE OF THIS PART ON THIS AIRPLANE. AIRCRAFT TT: 165.2 HOURS.

CDU TRIPS BREAKER AT POWER-UP. SUBMITTER STATED FOURTH FAILURE OF THIS AIRCRAFT. AIRCRAFT TT: 187 HOURS. SUBMITTER STATED SUPPOSED TO BE FIXED BY 'MOD E', BUT HONEYWELL CANNOT SUPPLY THEM. THESE ALL ARE 'MOD C'.

FMS CONTROLLED/DISPLAY UNIT TOTALLY DEAD. TEARDOWN SHOWED BAD POWER SUPPLY, PER HONEYWELL REP. SIMULTANEOUS FAILURE WITH OTHER SIDE. AIRCRAFT TT: 26.8 HOURS.