N600AJ

ATA 2210

Part: AUTOPILOT SYS — MALFUNCTIONED · airframe 10,130 hrs · 7,022 cycles

DEPARTING KAUS, AS THEY WERE CLIMBING, THE CREW NOTIFIED ATI MAINTENANCE THAT THE AUTO PILOT PITCH FUNCTION WOULD NOT ENGAGE WHEN AUTO PILOT WAS ON. AFTER REVIEWING THEIR CHECKLIST AND RESETTING AP CBS, SYSTEM STILL NOT ENGAGING, THEY DECIDED TO RETURN TO KAUS. BURNING THE REQUIRED FUEL OFF TO AVOID AN OVERWEIGHT LANDING, THE AIRCRAFT WAS SAFELY LANDED BACK AT KAUS. TROUBLE SHOOTING ON THE GROUND WAS NOT HELPFUL, THE AIRCRAFT WAS FLOWN TO KELP AT LOWER ALTITUDE FOR REPAIRS - NO FIX FOR ISSUES ENCOUNTERED YET.

ATA 2130

Part: CABIN PRESSURE — PILOT ERROR · airframe 8,869 hrs · 6,202 cycles

DEPARTING MMUN, AND ON CLIMB, PRESSURIZATION FAULT LIGHT CAME ON & EMERGENCY PRESSURIZATION SYS ACTIVATED. CREW ATTEMPTED TO RESET PRESSURIZATION SYS & IT WOULD NOT. ELECTED TO RETURN TO MMUN. DURING LANDING CHECKLIST, CAPTAIN NOTICED CABIN AIR SWITCH WAS OFF BUT STILL ELECTED TO LAND. LANDED SAFELY. ARRIVED BACK AT THE FBO, THE FAULT LIGHT HAD EXTINGUISHED & EMERGENCY PRESSURIZATION SYS RESET. AT FBO, CREW PERFORMED A FUNCTIONAL CHECK OF PRESSURIZATION SYS. INDICATIONS NORMAL, PRESSURIZATION SYS FUNCTIONED PROPERLY. NEITHER CREW MEMBER KNEW HOW CABIN PRESSURE SWITCH WAS MISSED ON PRE DEPARTURE CHECKLIST. ELECTED TO TAKE OFF AGAIN TO COMPLETE INTENDED FLIGHT. FLIGHT ARRIVED SAFELY INTO KOPF WITH NO ISSUES.

ATA 2130

Part: WARNING LIGHT — ILLUMINATED (CABIN PRESSURE) · airframe 7,490 hrs · 5,197 cycles

DEPARTING FROM MMUM, THE CREW NOTICED A FAULT LIGHT ON THE PRESSURIZATION CONTROL PANEL ILLUMINATED AND THE AIRCRAFT WOULD NOT PRESSURIZE. THEY COMPLETED THEIR CHECKLIST FOR PRESSURIZATION FAULTS, FAULT LIGHT REMAINED ON. AFTER BURNING ENOUGH FUEL TO MEET LANDING REQUIREMENTS, THEY LANDED SAFELY BACK AT MMUM. ANOTHER ATI JET AIRCRAFT WAS DISPATCHED TO COMPLETE THE INTENDED TRIP. THE CREW SWAPPED TO EXPEDITE THE PASSENGERS DEPARTURE. THE SECOND CREW PERFORMED A PRESSURIZATION CHECK ACCORDING TO THE LEARJET M.M. ALL INDICATIONS WERE NORMAL AT THAT TIME. THE CREW DECIDED TO REFUEL AND ATTEMPT THE FLIGHT TO KELP, AFTER REFUELING, JUST BEFORE TAKE OFF, ANOTHER PRESSURIZATION CHECK WAS PERFORMED WITH NO DISCREPANCIES NOTED. THE AIRCRAFT COMPLETED THE INTENDED FLIGHT BACK TO KELP WITH NO ISSUES. ATI MAINTENANCE COMPLETED A DETAILED INSPECTION OF THE PRESSURIZATION SYSTEM WITH NO PROBABLE CAUSES DISCOVERED.

ATA 2612

Part: FIRE LOOP — OUT OF POSITION (ZONE 200) · airframe 7,462 hrs · 5,262 cycles

SCHEDULED TRIP FROM ELP TO TUS PICKING UP PASSENGERS AND CONTINUING ON TO FCM. THE FLIGHT WAS NORMAL FROM ELP TO TUS. AFTER DEPARTING TUS, DURING CLIMB TO CRUISE ALTITUDE, THE LT AND RT BLEED LIGHTS CAME ON INDICATING AN OVER TEMP IN THE TAIL SECTION. THE CAPTAIN REDUCED POWER TO SEE IF THE LIGHTS WOULD GO OUT. LIGHTS REMAINED ON, THE CREW THEN COMPLETED THE CHECKLIST REQUIREMENTS AND THROUGH AIR TEXT NOTIFIED ATI MAINTENANCE AND DISPATCH THAT THEY WERE DIVERTING TO AMA. LANDED SAFELY AT AMA. ANOTHER COMPANY PLANE WAS DISPATCHED TO COVER THE REMAINING PORTION OF THE TRIP. MAINTENANCE PERSONNEL COMPLETED AND INSPECTION OF THE TAIL SECTION BLEED AIR LINES AND FIRE DETECTION COMPONENTS. NO LEAKS WERE NOTICED. TWO SECTIONS OF THE TEMPERATURE SENSOR (FIRE LOOP) WERE FOUND TO BE VERY CLOSE TO BLEED AIR LINES AND FLOW CONTROL VALVE. THE FIRE LOOP WAS RE-POSITIONED AND SECURED PROPERLY. A FUNCTIONAL TEST OF THE FIRE WARNING SYSTEM WAS COMPLETED, SYSTEM TESTED NORMAL. HIGH POWER ENGINE RUNS WERE COMPLETED WITH NO TEMPERATURE WARNING INDICATIONS. THE AIRCRAFT WAS FLOWN TO MAIN OFFICE (ELP) WITH NO WARNING LIGHTS ILLUMINATING.