N458BN

Part: CLAMP — BROKEN (BATTERY BOX) · airframe 3,279 hrs · 2,005 cycles

THE CREW REPORTED THAT DURING THE POST FLIGHT CHECK THAT THEY FOUND THE LT MAIN BATTERY AFT HOLD DOWN CLAMP WAS BROKEN. THE BROKEN CLAMP WAS REMOVED & A NEW CLAMP WAS INSTALLED PN AN3156-3. THE ACFT WAS RETURNED TO SERVICE.

Part: CONTROLLER — FAILED (CABIN PRESSURE) · airframe 3,275 hrs · 2,003 cycles

DURING THE FINAL CLIMB TO FL360, AFTER DEPARTURE, THE ACFT AUTO PRESSURIZATION SYS DEVELOPED A FAULT & BEGAN TO SLOWLY LOSE PRESSURIZATION. CABIN ALTITUDE WAS CLIMBING AT 1000 FPM 7 REACHED 9000 FT. AT THAT POINT, THE CREW WAS ABLE MANUALLY CONTROL. SHORTLY AFTER THAT, THE CREW STATED THAT THEY RECEIVED A CABIN DOOR ANNUNCIATOR. THIS IS WHEN THE CREW MADE THE DECISION TO RETURN BACK. THE RETURN BACK TO THAT AIRPORT WAS UNEVENTFUL. ONCE ON THE GND, MX WAS ARRANGED FOR TROUBLESHOOTING & REPAIRS. TROUBLESHOOTING IDENTIFIED THAT THE PRESS CONTROLLER WAS FAULTY. THE FAULTY UNIT WAS R & R WITH A REPAIRED UNIT PN 2119922-8. NO FAULTS WERE FOUND WITH THE DOOR SEAL OR DOOR WARNING SYS. ALL FUNCTIONAL CHECKS WERE SATISFACTORY. THE ACFT WAS RETURNED TO SERVICE.

Part: CONTROL UNIT — FAILED (APU) · airframe 3,001 hrs · 1,825 cycles

DURING FLIGHT AT FLT LEVEL 360 THEY RECEIVED AN APU BLEED AIR LEAK WARNING. NOTE, APU WAS NOT OPERATING. TROUBLESHOOTING DISCOVERED THAT THE APU BLEED AIR LEAK DETECTION CONTROL UNIT PN 35009-20 WAS DEFECTIVE. A NEW UNIT WAS INSTALLED. OPERATIONS CHECKED OK.

Part: ADC — FAULTY (NR 2) · airframe 2,895 hrs · 1,748 cycles

A DUAL FADC ALT AS MACH FAILURE IN FLIGHT. THEY WERE ABLE TO WORK WITH GULFSTREAM SUPPORT & GET THE SYS RESET. TROUBLESHOOTING INDICATED THE THE CODES WERE POINTING TO A FAILURE OF THE NR 2 AIR DATA COMPUTER. THE DEFECTIVE COMPUTER WAS REMOVED PN 822-0374-457 SN 1032G & A REPAIRED UNIT WAS INSTALLED. OPERATIONS CHECKS WERE COMPETED. NO DEFECTS WERE NOTED.

Part: BOOT — LEAKING (DE-ICE SYSTEM) · airframe 2,888 hrs · 1,742 cycles

FOR SEVERAL MONTHS THE CREW DESCRIBED AN INTERMITTENT IN FLIGHT VIBRATION, STARTING TYPICALLY WHILE CLIMBING THROUGH 12K'-13K'. THE VIBRATION WOULD CONTINUE WHILE AT ALTITUDE & STOP ONCE BELOW 10K'. ENG SPEED THRUST LEVER POSITION DID NOT INFLUENCE THE VIBRATION. THEY REPORTED THAT THE VIBRATION WOULD GO AWAY IF THEY REDUCED THE AIRSPEED BELOW 250KTS. THE SOUND WAS REPORTED TO BE SIMILAR TO THAT OF A MOTORBOAT DRONING. EXTENSIVE TROUBLESHOOTING FINALLY FOUND THAT THE LT KRUEGER DE-ICE BOOT WAS LEAKING & WOULD NOT INFLATE CAUSING THE VIBRATION. THE BOOT WAS REPLACED & THERE HAVE BEEN NO FURTHER REPORTS OF THE VIBRATION OR UNUSUAL NOISE.

Part: PUMP — DEFECTIVE (FUEL SYSTEM) · airframe 2,848 hrs · 1,717 cycles

CREW REPORTED THAT THE LT STAND-BY PUMP WAS MAKING A GRINDING NOISE AFTER PARKING WITH & WITHOUT ENG RUNNING. THE LT STAND-BY PUMP WAS REPLACED WITH AN OVERHAULED UNIT 34.7 HRS TT PREVIOUSLY. THE DEFECTIVE PUMP SN 1BA3 WAS REMOVED FROM SERVICE & A INSPECTED PUMP WAS INSTALLED. FUNCTIONAL & LEAK CHECKS SATISFACTORY.

Part: PUMP — DEFECTIVE (FUEL SYSTEM) · airframe 2,814 hrs · 1,693 cycles

THE CREW REPORTED THAT THE LT STANDBY FUEL PUMP WAS MAKING A GRINDING NOISE WHILE SWITCH WAS IN THE AUTO POSITION. EXAMINATION FOUND THAT THE LT STANDBY BOOST PUMP PN 2C40-5, SN 1AV2 WAS DEFECTIVE & WAS REPLACED WITH AN OVERHAULED UNIT. FUNCTIONAL & LEAK CHECKS WERE SATISFACTORY.

Part: TRANSDUCER — DEFECTIVE (MLG) · airframe 2,762 hrs · 1,660 cycles

FLIGHT CREW REPORTED THAT DURING LANDING ROLL & TAXI THEY RECEIVED A LT ANTI-SKID ANNUNCIATOR FAULT, THEY REPORTED THAT THE LT MAIN BRAKES WERE COLD & THE RT MAIN WERE NORMAL HOT. TROUBLESHOOTING IDENTIFIED THE NR 2 WHEEL SPEED TRANSDUCER TO BE DEFECTIVE & WAS REPLACED WITH A TESTED UNIT. REMOVED PN 6006568 SN FEB07-1577.

Part: COMPUTER — FAILED (GPWS) · airframe 2,754 hrs · 1,654 cycles

THE FLIGHT CREW REPORTED THAT A EGPWS & TERRAIN FAULT WAS IDENTIFIED ON THE COPILOTS MFD & PFD SCREEN. TROUBLESHOOTING INDICATED THAT THE EGPWS COMPUTER FAILED. THE DEFECTIVE COMPUTER WAS REMOVED & A REPLACEMENT WAS INSTALLED. FUNCTIONAL TEST SATISFACTORY.

Part: ALTIMETER — SLUGGISH (COCKPIT) · airframe 2,740 hrs · 1,646 cycles

CREW REPORTED THAT THE STAND BY ALTIMETER WAS VERY SLUGGISH IN ALL PHASES OF FLIGHT. TROUBLESHOOTING FOUND THE STAND BY ALTIMETER DEFECTIVE. THE DEFECTIVE UNIT WAS REMOVED SN 96258 & REPLACED WITH OVERHAULED UNIT.

Part: STRUT — DAMAGED (CABIN DOOR) · airframe 2,700 hrs · 1,621 cycles

CREW REPORTED THAT AFTER LOADING OF PASSENGERS DURING COLD WEATHER OPERATIONS, THE CREW WAS UNABLE TO CLOSE THE CABIN DOOR & DAMAGED THE AFT DOOR SUPPORT TELESCOPIC STRUT. IT WAS DETERMINED THAT THE AFT DOOR TELESCOPIC TIE ROD AS JAMMED DUE TO FROZEN WATER INSIDE OF THE TELESCOPIC ROD. A NEW STRUT WAS INSTALLED & THE AIRCRAFT WAS RETURNED TO SERVICE.

Part: PROBE — DEFECTIVE (TAT) · airframe 2,648 hrs · 1,587 cycles

THE FLIGHT CREW REPORTED THAT THE TAT CB DISENGAGED DURING FLIGHT. TROUBLESHOOTING IDENTIFIED THE TAT PROBE AS DEFECTIVE. THE PROBE WAS REMOVED SN A41306 & REPLACED WITH A REPAIRED PROBE. OPERATIONS CHECKED SATISFACTORY.