N203LG
Operators of this aircraft
Who operated this tail, and how firmly we know it.
No operator established for this aircraft.
Accident & incident history
No NTSB accidents or incidents on file for this aircraft.
Maintenance disclosures
ON DESCENT FROM FL250, THE CABIN PRESSURE SPIKED TO 12500, THE CABIN LIGHTS ILLUMINATED AND THE NO SMOKING/SEATBELT SIGNS ILLUMINATED. THE POWER LEVERS WERE AT IDLE DUE TO TURBULENCE. THE ALT WARN ANNUNCIATOR DID NOT ILLUMINATE AND THE PAX O2 MASKS DID NOT DEPLOY. WHEN POWER WAS ADDED AND THE RATE WAS INCREASED THE CABIN DESCENDED BELOW 10000 AND WORKED PROPERLY. NOTED THAT SYS ACTIVATED AT 12100 FT. BUT THE OXYGEN MASKS DID NOT DEPLOY. INSPECTED AND FOUND ALL OXYGEN MASK DOOR STRIKERS ADJUSTED TO LOWEST SETTING. READJUSTED THE STRIKERS ON ALL OXYGEN MASK BOX DOORS AND REINSTALLED DOORS. PERFORMED OPS CHECK OF OXYGEN MASK BLOW DOWN SYS WITH MANUAL DEPLOYMENT AND NOTED ALL MASKS DEPLOYED. RESTOWED MASKS AND OXYGEN MASK BOX DOORS.
ON DESCENT FROM FL250, THE CABIN PRESSURE SPIKED TO 12500, THE CABIN LIGHTS ILLUMINATED AND THE NO SMOKING/SEATBELT SIGNS ILLUMINATED. THE POWER LEVERS WERE AT IDLE DUE TO TURBULENCE. THE ALT WARN ANNUNCIATOR DID NOT ILLUMINATE AND THE PAX O2 MASKS DID NOT DEPLOY. WHEN POWER WAS ADDED AND THE RATE WAS INCREASED THE CABIN DESCENDED BELOW 10000 AND WORKED PROPERLY. THE ALTITUDE WARNING SWITCH WAS REPLACED TO REMEDY THE ANNUNCIATOR ISSUE.
ON DESCENT FROM FL250, CABIN PRESSURE SPIKED TO 12500, CABIN LIGHTS ILLUMINATED AND NO SMOKING/SEATBELT SIGNS ILLUMINATED. POWER LEVERS WERE AT IDLE DUE TO TURBULENCE. ALTITUDE WARN ANNUNCIATOR DID NOT ILLUMINATE AND PAX O2 MASKS DID NOT DEPLOY. WHEN POWER WAS ADDED AND RATE INCREASED, CABIN DESCENDED BELOW 10000 AND WORKED PROPERLY. PRESSURIZATION CONTROLLER WAS FOUND FAULTY AND WAS REPLACED. ANOTHER SDR WILL BE FILED FOR THE ALTITUDE WARNING ISSUE.
DURING THE 10000 CYCLE STRUCTURAL INSP, FOUND THE FWD DOOR SUPPORT CABLE EXTRUSION INSIDE THE DOOR IS CRACKED IN TWO PLACES. GAINED ACCESS TO THE FWD HANDRAIL BRACKET ON THE MAIN CABIN DOOR UNDER THE HANDRAIL SUPPORT BRACKET, REMOVED THE CRACKED BRACKET AND INSTALLED A NEW BRACKET PN 101-430178-1 USING NEW RIVETS IAW AC43.13 1B/2B SECTION 4-57. INSTALLED THE SHEET METAL ON THE DOOR USING NEW RIVETS IAW AC43.13 1B/2B SECTION 4-57. NO FURTHER DEFECTS NOTED.
DURING COMPLIANCE WITH MFG MANDATORY SB 53-2472, REVISION 4, DATED JULY 2003 AND AD 2005-01-18, AMENDMENT 39-13943, EFFECTIVE DATE MARCH 01, 2005 THE LT STRINGER NR 9 AT AFT PRESSURE BULKHEAD WAS FOUND TO BE CRACKED. REPAIRED THE NR 9 AFT FUSELAGE STRINGER ON THE LT SIDE AT FUSELAGE STA 347.75 BY INSTALLING MFG STRINGER REPAIR KIT PN 101-4063-3S SN 3218 IAW FAA APPROVED DATA MFG MANDATORY SB 53-2472, REVISION 4, DATED JULY 2003 USING MFG FIELD SERVICE KIT DRAWING 101-4063-3 AND AD 2005-01-18, AMENDMENT 39-13943, EFFECTIVE DATE MARCH 01, 2005. FAA FORM 337 WAS COMPLETED AND SUBMITTED AS REQUIRED.
DURING APPROACH, RT MAIN GEAR DID NOT INDICATE IT WAS DOWN AND LOCKED. DUE TO SERV AT DESTINATION AIRPORT, A/C RETURNED TO ORIG AIRPORT. PILOT CYCLED GEAR SEVERAL TIMES, UNABLE TO GET A DOWN AND LOCK IND ON RT MAIN GEAR. PILOT DID A MANUAL EXTENSION OF GEAR AND RT GEAR LIGHT CAME ON. A/CT LANDED W/O INCIDENT. A/C WAS THEN JACKED AND AFTER RESETTING MANUAL GEAR SYSTEM GEAR WAS CYCLED AND PROBLEM WAS DUPLICATED. RT MAIN GEAR DOWN AND LOCK SWITCH WAS FOUND TO BE INTERMITTENT. SWITCH WAS REPLACED AND SYS CHECKED GOOD. THE SWITCH WAS MANUFACTURED BY MICRO-SWITCH OUT OF FREEPORT, IL. THE SWITCH HAS TWO PART NUMBERS. RAYTHEON NUMBER IS 100-381006-1, MANUF P/N 1CH25. MFR CODE ON SWITCH IS 91929 0335.
AFT LANDING ATTEMPTED TO CLOSE MAIN CABIN ENTRY DOOR & HAD DIFFICULTY. A 5 INCH CRACK NEAR AFT, BOTTOM END OF DOOR, WHERE HINGE IS ATTACHED. DAMAGED - ENTRY DOOR HINGE HALF FOUND 8 INCH CRACK RESULTING IN CRACK GOING THRU 8 RIVETS AFT OF DOOR FWD. DOOR CHANNEL, 5 INCH CRACK EXTENDING FROM 1ST RIVET FWD OF AFT END OF DOOR FWD THRU 5 RIVETS. DOOR SKIN HAD OVERSIZED RIVET HOLES, SMALL CRACKS, LESS THAN .125 INCH. OUTER SKIN .040 THICK. DOOR HINGE .065 THICK. DOOR CHANNEL .050 THICK. FLEXING HINGE, ROTATES AROUND SINGLE ROW OF RIVETS, UNTIL IT FAILS. HINGE IS BETWEEN .040 SKIN & .050 CHANNEL. HINGE FAILS, POSSIBILITY OF LOOSING PRESSURIZATION. REVIEW OF RECORDS, HINGE HAD NEVER BEEN REPLACED.
DURING THE CLIMB THE CABIN LOST PRESSURIZATION. (NOTE: SEE SEPARATE SDR ON THE PRESSURIZATION ISSUE). AS A RESULT OF THE PRESSURIZATION LOSS THE OXYGEN MASKS DROPPED. ONE OF THE PASSENGERS HAD AN ALLERGIC REACTION SIMILAR TO A LATEX ALLERGIC REACTION. IF THE OXYGEN MASKS ARE OF A LATEX MATERIAL, THIS COULD HAVE VERY SERIOUS EFFECTS ON SOME PASSENGERS. THIS PASSENGER WAS FAMILIAR WITH THE REACTION TO LATEX AND NO FURTHER PROBLEM RESULTED, AS THE AIRCRAFT WAS WELL BELOW 12,000 FEET WHEN THE REACTION STARTED.
DURING CLIMB, PAX HEARD WIND NOISE FROM AFT CABIN. BROUGHT TO ATTENTION OF PILOT, NOTICED CABIN PRESSURIZATION WAS DROPPING, RESULTING IN CABIN ALTITUDE CLIMBING. PILOT ATTEMPTED TO ADJUST PRESSURIZATION CONTROLLER, CABIN LOST PRESSURIZATION. OXYGEN MASKS DROPPED, AC RETURNED TO AIRPORT. CABIN ENTRY DOOR SEAL CORNER CUSHION INSIDE OF DOOR SEAL HAD MIGRATED APPROX 6 INCHES. CUSHION WAS REPOSITIONED. INFLATION TUBE MAY HAVE TWISTED AND KINKED, RESULTING IN DOOR SEAL NOT BEING FULLY PRESSURIZED. CORNER SEAL CUSHION WAS REPOSITIONED, DOOR WAS CLOSED PRESSURIZATION WAS CHECKED ON GROUND. AC WAS TEST FLOWN, SYST WORKED NORMAL. NOTE: OXYGEN MASK RESULTED IN GIVING PASSENGER AN ALLERGIC REACTION.
DURING SCHEDULED LG INSP, NLG UPPER STRUT HSG WAS FOUND TO BE CORRODED. CORROSION WAS IN 2 AREAS OF STRUT, NEAR TOP CROSS BRACE. CORROSION IN EXCESS OF 70 PERCENT AROUND STRUT. IT WAS IN SHAPE OF VALLEY, MORE THAN 50 PERCENT OF CORROSION WAS MORE THAN 50 PERCENT OF WAY THROUGH HSG MATERIAL. 20 PERCENT WAS ABOUT 80 PERCENT THROUGH HSG MATERIAL. CORROSION COMPLETELY THROUGH HSG MATERIAL IN 2 PLACES RESULTING IN 2 HOLES APPROX .3750 INCH IN DIA. UPPER HSG DOES NOT RETAIN FLUID. OUTSIDE PAINT ON HSG WAS HOLDING MATERIAL IN PLACE. LWR AREA OF STRUT HSG WAS CORRODED, APPROX 4.5 INCHES ABOVE LWR STRUT BRG AREA. CORROSION COVERED STRUT. DEPTH OF CORROSION WAS 10-30 PERCENT OF DEPTH OF HSG MATERIAL.
DURING CRUISE THE COPILOTS WINDSHIELD INNER PANE SHATTERED. NO DEBRIS FELL INTO THE CABIN OTHER THAN DUST. THE OUTER PANE STAYED IN TACT. THE PILOT DESENDED TO A LOWER ALTITUDE AS RECOMMANDED BY THE AIRCRAFT FLIGHT MANUAL. THE AIRCRAFT LANDED WITHOUT INCIDENT.
DURING COMPLIANCE, THE AILERON SPROCKET WAS FOUND TO HAVE A POSSIBLE DEFECT. DOING A VISUAL INSPECTION BETWEEN THE TWO GEARS OF THE AILERON SPROCKET, ON THE LARGE GEAR NEAR THE SHAFT AREA, IT APPEARS THE WELDING MAY NOT HAVE BEEN COMPLETED IN A SMALL AREA, APPROXIMATELY .2500 INCH LONG, OR A CORROSION PIT HAS STARTED. THE DEFECT LOOKS LIKE A CORROSION TYPE OF PIT. THERE WAS NO VISUAL EVIDENCE OF A CRACK. NO NDT WAS PERFORMED ON THE UNIT AT THIS TIME. UNIT WAS CHANGED AS A PRECAUTION.