N251JX

ATA 2150

Part: ACM — FAILED (NR 2) · airframe 39,214 hrs · 35,998 cycles

CREW REPORTED- LOSS OF PRESSURIZATION DURING CLIMB AT 16,000 PACK 2 VALVE SHOWED CLOSED PACK 2 SELECTED OPEN. PACK 1 MEL’ D INOP. WAS UNABLE TO CONTROL CABIN IN MANUAL MODE, VIA QRH. CABIN GOT AS HIGH AS 13,800 WHEN MASKED DEPLOYED IN CABIN. UPON EMERGENCY RETURN TO LAS AND IN DESCENT THRU 9,000 FEET , WE WERE ABLE TO RESET PACK 2 AND REGAIN CABIN PRESSURE. CORR ACTION- STOWED ALL PASSENGER, FA, FO AND CAPTAINS OXYGEN MASKS. SEE SNAG 1JX-241213-1940 FOR PASSENGER OXYGEN MASKS WHICH HAVE BEEN DISCHARGED. PERFORMED PRESSURIZATION CONTROL SYSTEM OPERATIONAL CHECK IN AUTO AND MANUAL MODES, BOTH SYSTEM CHECKS PASSED. FIXED PACK 1 MEL AS WELL TROUBLESHOT TO BAD #1 ACM R&R'D ACM.

ATA 3297

Part: CONNECTOR — LOOSE (MLG SOLENOID) · airframe 38,899 hrs · 35,668 cycles

AFTER ROTATION LANDING GEAR FAILED TO RETRACT. EICAS MESSAGE PRESENTED LG AIR/GND FAIL. LANDING GEAR HANDLE WAS STUCK IN THE DOWN AND LOCKED POSITION. AIR RETURN REQUIRED AS GEAR COULD NOT BE CYCLED. NOTE; EICAS MESSAGE EXTINGUISHED AFTER FLAPS SET 22 DEGREES. THERE WERE NO PINS INSTALLED IN THE LANDING GEAR. CORR ACTION- INSPECTED MLG AND NLG PROXIMITY SWITCH CONNECTIONS. FOUND LOOSE CANNON PLUG CONNECTOR TO THE LANDING GEAR SOLENOID VALVE. SECURED CANNON PLUG, AND PERFORMED OPERATIONAL CHECK OF LANDING GEAR. OPS CHECK SATISFACTORY.

ATA 3260

Part: PROXIMITY SENSOR — INTERMITTENT (UNKNOWN) · airframe 38,214 hrs · 34,916 cycles

CREW REPORTED; AFTER TAKEOFF AMBER EICAS. LG AIR/GND FAIL COMES ON, , CLIMBING OUT OF 2 TO 3000 FEET AMBER ENG 1-2 REV DISAGREE COMES ON. FOLLOWED QRH, ON LANDING WITH GEAR DOWN. ALL AMBER LIGHTS GOES OUT. NORMAL BRAKING REVERSE & NO OTHER INDICATIONS. CORRECTIVE ACTION; MX FOUND NLG INTERMITTENT PROX SENSOR. MX REMOVED AND REPLACED NLG PROX SENSOR ALL OPS TESTS GOOD. MX CND THE ENG 1-2 REV DISAGREE. AIRCRAFT RETURNED TO SERVICE.

ATA 2700

Part: UNKNOWN — UNKNOWN (UNKNOWN) · airframe 37,701 hrs · 34,401 cycles

ISSUE-CREW REPORTED FLAP FAIL ON GO AROUND. FAILED ON CLEAN UP AT FS-5. STUCK BETWEEN FLAP 6 AND 7 AND SWITCHED BETWEEN THE TWO. CORR ACTION- MX CND PERFORMED CMC DOWNLOAD AND COMPLETED FLAP RESET ALL OPS TEST GOOD.

ATA 2300

Part: INTERFACE UNIT — LOOSE (NOSE E/E BAY) · airframe 36,781 hrs · 33,476 cycles

CREW REPORTED VIBRATION SOUNDS COMING FROM LEFT MOST FRONT NOSE SECTION, DURING DEPARTURE. AFTER REACHING 10,000 PIC NOTICED MORE VIBRATION ALONG WITH A LOUD VIBRATION SOUND. CREW CONTACTED MOC IN FLIGHT, AND AFTER CONVERSATION WITH MOC CREW DECIDED TO TURN BACK AROUND. WHILE TURNING BACK AROUND TOWARDS THE ARRIVAL INTO OAK THE FLOOR ON THE FO SIDE STARTED TO VIBRATE, AND FO WAS ABLE TO HEAR THE LOUD SOUND FROM HIS SIDE OF THE AIRCRAFT. MX TROUBLESHOT BY INSPECTING AIRCRAFT. NOSE GEAR INSPECTED NO DEFECTS. IN NOSE AVIONICS BAY FOUND UNILINK ACARS INTERFACE UNIT. {FMS CONFIGURATION UNIT) LOOSE. TIGHTENED THE SUPPORT SCREW OPS OK. PERFORMED CHECK FLIGHT NO FURTHER ISSUES.

ATA 2130

Part: CABIN PRESSURE — MALFUNCTIONED (COCKPIT) · airframe 30,066 hrs · 25,995 cycles

CLIMBING THROUGH 13000', THE CAPTAIN NOTICED THE CAB ALT READ 9900', IT HAD TURNED AMBER. HE SLOWED THE ASCENT AND CHECKED THE CONFIGURATION OF THE PRESSURIZATION SYSTEM AND THE BLEEDS AND PACKS. FOUND THE CONFIGURATION OF THE AIRCRAFT TO BE SET PROPERLY FOR AUTO PRESSURIZATION WITH THE BLEEDS AND PACKS SET FOR FLIGHT. THERE WERE NO CAS MESSAGES PRESENT. ATC WAS ASKED FOR AN IMMEDIATE DESCENT DUE TO A PRESSURIZATION ISSUE. THE CAB ALT WAS NOW AT 13500'. THE CREW DECLARED AN EMERGENCY AND BEGAN AN IMMEDIATE DESCENT TO 10000'. THEY LANDED WITHOUT INCIDENT. MAINTENANCE COMPLIED WITH ALL CHECKS THAT RECOMMENDED (INCLUDING OUTFLOW CHECKS AND AIRCRAFT PRESSURIZATION LEAK RATE CHECK). ALL OPS CHECKS WERE OK.