N725QS

Part: TRIM SYSTEM — FAULTED (ZONE 300) · airframe 8,832 hrs · 5,156 cycles

PRI STAB TRIM FAIL AMBER CAS: IN LEVEL FLIGHT WITH AUTO PILOT ENGAGED WE GOT AN AMBER PRIMARY STAB TRIM FAIL CORRECTIVE ACTION; ARRIVED AT AC, APPLIED POWER AND ALLOWED SYSTEMS TO POWER UP. GAINED ACCESS TO MDC AND CONFIRMED HORIZONTAL STAB TRIM FAULT IN FAULT HISTORY. PERFORMED PSEU NVM DOWNLOAD AND EMAILED TO MCC LO BE FORWARDED TO CRC. IN REFERENCE WITH SFP FOR FAULT CODE 83-006881, PERFORMED HSTECU RESET PROCEDURE FOLLOWED BY OPERATIONAL TEST OF THE RUDDER TRAVEL-LIMITER ACTUATOR. ALL CHECKS ARE SATISFACTORY AT THIS TIME, PER SFP IF SYSTEM CHECKS ARE GOOD CLOSE OUT. AS A PRECAUTION, PERFORMED FUNCTIONAL TEST OF THE PITCH TRIM SYSTEM AND ALL CHECKS CONTINUE TO BE SATISFACTORY. CONTACTED MCC, ADVISED OF FINDINGS. NO RECENT RELATED HISTORY, MCC OK WITH SIGN OFF. WORK PERFORMED IRW CL-350 AMM 27-21-28 & 27-41-00.

Part: FLOW VALVE — CORRODED · airframe 8,699 hrs · 5,075 cycles

BLEED LOOP FAULT CYAN CAS: AT 43000FT CYAN BLEED LOOP FAULT CAS MESSAGE FOLLOWED SHORTLY AFTER WITH A RED PACK LEAK MESSAGE. FOLLOWING CHECKLIST WE DESCENDED AND AT AROUND 30000FT RED CABIN ALTITUDE ILLUMINED CAUSING PAX O2 MASKS TO DEPLOY. CORRECTIVE ACTION: REPLACED LEFT FLOW CONTROL VALVE IAW CL350AMM 21-51-09 AND REPLACED PERISEAL IAW CL350 AMM 21-52-09 DISCOVERED BAD FUSION TAPE, MOVEMENT ON CLAMPS, AND BLEED LOOP NOT SECURED IN TWO LOCATIONS, REPLACED FUSION TAPE, SECURED CLAMPS AND SECURED BLEED LOOP IAW CL 350 SMART FIX GUILD FOR BLEED LOOP. F

Part: VALVE — DEFECTIVE · airframe 8,354 hrs · 4,852 cycles

DUE TO INBRD BRAKE FAIL AMBER CAS ILLUMINATING, R & R INBD BCV IAW AMM 32-43-09. OPS/LEAK CHECKED GOOD. DUE TO INBRD BRAKE FAIL AMBER CAS ILLUMINATING, R & R LT INBD BRAKE PRESSURE TRANSDUCER IAW AMM 53-63-09. OPS/LEAK CHECKED GOOD. DUE TO FIRE SYS FAULT ILLUMINATING, R & R LT ENG CORE FIRE LOOP B. OPS/LEAK CHECKED GOOD. ACCESSED RT ENG CORE FIRE LOOP A. DUE TO FIRE SYS FAULT ILLUMINATING, R & R LT ENG CORE FIRE LOOP A. OPS/LEAK CHECKED GOOD. ALL MX COMPLETED IAW AMM 26-12-01.

Part: UNKNOWN — UNKNOWN (UNKNOWN) · airframe 7,590 hrs · 4,421 cycles

DURING CRUISE, AT FL410 AMBER ELECTRICAL FAULT EICAS ILLUMINATED W/BOTH BATTERIES & BOTH GENS SHOWING FAILED & OFFLINE. FAILURE LASTED FOR MINUTES THEN EXTINGUISHED & RETURNED TO NORMAL. OCCURED AT LEAST 3 TIMES IN FLT & AGAIN DURING LANDING. CREW FOLLOWED UNEXPECTED ELCTRICAL INDICATIONS QRH, DESCENDED BELOW FL300 & 285 KIAS & STARTED APU. EMERGENCY DECLARED & NORMAL LANDING ACCOMPLISHED. R & R LDCPC PN:975GCO2Y07 SN:188R WITH SUPPLIED MODIFIED LDCPC PN:975GCO2Y08, SN:143R. PERFORMED WIRING CHECKS AND OPS CHECKS WITH NO DEFECTS NOTED. ALL OPS CHECKS WERE GOOD. ALL WORK WAS ACCOMPLISHED IN ACCORDANCE WITH AMM 24-61-01.

Part: STRUCTURE — DAMAGED (ENTRY DOOR) · airframe 7,113 hrs · 4,570 cycles

THE MAIN ENTRANCE DOOR AFT LOWER CORNER IS BENT INWARD & SOME PAINT & PRIMER APPEARS TO BE CRACKED OR MISSING. THE DOOR IS 0.168 OUT OF CONTOUR AT THE DEEPEST POINT. ACCOMPLISHED REPAIR TO LOWER AFT CORNER OF MAIN ENTRANCE DOOR. PERFORMED OPERATIONAL & PRESSURIZATION LEAK CHECKED SATISFACTORY RESULTS ALL IAW CS357090 & AMM 52-10-00.

Part: STRUT — FAILED (NLG) · airframe 6,954 hrs · 4,476 cycles

ALL PROBE HEAT INOPERATIVE, COMES ON WHEN OVERRIDE IS SELECTED. TROUBLESHOT TO A FAULTY NOSE GEAR STRUT NOT FULLY EXTENDING. REMOVED AND REPLACED NOSE LANDING GEAR SHOCK STRUT ASSEMBLY IAW CMP 322016, 322002. OPS AND LEAK CHECKED GOOD.

Part: RECEPTACLE — FAILED (CABIN) · airframe 6,471 hrs · 4,156 cycles

CABIN MONITORS CIRCUIT BREAKER POPPED. LIGHT ACRID ODOR WAS NOTED IN CABIN. CABIN MONITORS CIRCUIT BREAKER WILL NOT RESET. REMOVED DEFECTIVE LT NR 2 CABIN SEAT MONITOR BASE RECEPTICLE. INSTALLED REPAIRED RECEPTICLE. PERFORMED OPS CHECK AND TESTED NORMAL. NO DEFECTS NOTED. ALL MONITORS ARE WORKING AND CABIN MONITORS CB STAYS IN. ALL WORK WAS DONE LAW AMM 25-00-00.

Part: SEAL — LEAKING · airframe 5,928 hrs · 3,779 cycles

CLIMBING THRU 38000 FT TO 39000, RECEIVED A RT ENGINE LOW OIL PRESS INDICATION. RAN CHECK LIST AND SHUTDOWN ENGINE IAW CHECK LIST. CHECKED OIL PRESSURE, IT WAS 0. LANDING WAS UNEVENTFUL ON POST FLIGHT NOTICED OIL LEAKING FROM THE ENGINE COWLING AREA. FOUND AGB DIFFERENTIAL PRESSURE INDICATOR POPPED-OUT INDICATING OVER-PRESSURE CONDITION IN AGB. IAW M/C TOOK OIL SOAP SAMPLE, REMOVED MAG-PLUG FOR INSPECTION. PLUG HAD ONLY SMALL AMOUNT OF FUZZ. INSTALLED NEW OIL FILTER PN: WF336757, FORM SOAPKIT WITH NEW SEALS. REMOVED SPLINE ADAPTOR AND WAS ABLE TO REMOVE PLUG FROM INSIDE OF GEARSHAFT. AWAITING FURTHER INSTRUCTIONS FROM MFG AND OPERATOR. ALL WORK DONE IAW 24-30-06 AND EMM 72-60-01 79-30-01 & 79-20-05. REPAIRED TO RT STARTER SHAFT & SEAL WAS PERFORMED BY MFG UNDER W/O 175808.

Part: SWITCH — OUT OF ADJUST (MLG) · airframe 6,012 hrs · 3,850 cycles

THE GEAR HANDLE IS STUCK IN THE DOWN POSITION. APPLIED ABOUT 50 POUNDS OF FORCE, THE GEAR HANDLE DID NOT MOVE. AFTER CHANGING THE FLIGHT CONTROLS, THE OTHER PILOT TRIED WITH SAME RESULTS. ADJUSTED WOW SWITCHES. PERFORMED A SATISFACTORY OPS CHECK OF THE LANDING GRAV RETRACTION SYS. WORK DONE IAW AMM 32-60-05.

Part: WARNING LIGHT — FALSE ACTIVATION · airframe 4,787 hrs · 3,035 cycles

DURING FLIGHT LT AND RT T/R ENG FAIL ICAS MESSAGES APPEARED THEN SHORT FINAL SP INHIBIT INOP AND EICAS MIS-COMPARE MESSAGES APPEARED. ONCE ON THE GROUND, LT AND RT FADEC MAJOR ICAS MESSAGES APPEARED. WENT THROUGH LT AND RT PROPULSION SYS DIAGNOSTICS AND THE LT HAD CODE SA AND THE RIGHT HAD CODES SA AND YA. CHECKED THE LT, RT MLG & NOSE LG WOW SWITCHES FOUND OK. CHECKED WOW CONNECTOR PLUGS FOR CORROSION, NO ABNORMALITIES FOUND. OPERATED GEAR SEVERAL TIMES, COULD NOT DUPLICATE MESSAGES AT THIS TIME. WORKED IAW AMM 32-30-00 & AND 32-00-00 78-30-11.

Part: CONTROLLER — MALFUNCTIONED (CABIN TEMP) · airframe 4,080 hrs · 2,599 cycles

UNABLE TO CONTROL COCKPIT OR CABIN TEMP IN BOTH MANUAL AND AUTO CONTROLLER MODES. THE CONTROLLER DID NOTHING IN BOTH MODES UNTIL 10,000', SEEMED TO WORK LOWER.

Part: UNKNOWN — UNKNOWN · airframe 2,196 hrs · 1,429 cycles

AIRCRAFT WOULD NOT ROTATE WITH STICK FULL AFT. (M2B) PERFORMED HIGH ENERGY STOP INSPECTION REF MM 5-50-01, NO DEFECTS NOTED. MEASURED ELEVATOR UP AND DOWN TRAVEL, TRAVEL NORMAL. ELEVATORS MOVED WITH EASE. PERFORMED ELEVATOR CONTROL SYSTEM TRAVEL TEST AND FOUND BOTH ELEVATORS TO BE IN SYNCH, AND CORRECT UP TRAVEL 27.5 DEGREES DOWN TRAVEL 20 DEGREES. CHECKED ELEVATOR CABLE TENSIONS, OK IAW MM CMP 315101. NO DEFECTS NOTED. PERFORMED OPS CHECKS OF NR 1 AND NR 2 FMS GDAS C/W, NO DEFECTS NOTED. PERFORMED AIR DATA COMPUTER CHECK, NO DEFECTS NOTED. PERFORMED AIRCRAFT WEIGHT AND BALANCE CHECK BY FLIGHT PATH, NEW REPORT IN LOG BOOK. PERFORMED ENGINE PERFORMANCE CHECK, NO DEFECTS NOTED. REMOVED CVR P/N - 1603-02-12 S/N OF

Part: ECU — INOPERATIVE (APU) · airframe 2,902 hrs · 1,866 cycles

DURING APU SHUTDOWN FLAMES WERE COMING OUT OF EXHAUST, NO FIRE WARNING LIGHTS OR MSG OF ANY KIND. OPENED UP APU FIRE SWITCH AND DISCHARGED RT FIRE BOTTLE INTO APU, FIRE EXTINGUISHED. M2B- INSPECTED APU AND TAIL CONE AREA FOR DAMAGE NONE NOTED. PERFORMED ALERT SB GTCP-36-49-A7967 ON APU SHUT OFF SOLENOID VALVE, NO LEAK DETECTED. REMOVED AND REPLACED FUEL SHUT OFF SOLENOID VALVE WITH A OVERHAULED UNIT AND PERFORMED ALERT. GTCP36-49-A7867 AS WELL IAW MFG REP LOOSE IAW MFG GTCP36-150 MM CHAPTER 49-24-14. ALSO CHECKED FOR VOLTAGE AT FUEL SHUTOFF SOLENOID VALVE AT CONNECTOR AT BETWEEN PINS A+C NO VOLTAGE. ALSO REMOVED AND REPLACED ECU P/N 2118988-2 OFF S/N 102-00084 AND INSTALLED A MODIFIED ON + P/N2118988-2 S/N 68C0147 PER G-200 CMP CARD NR 494101. PERFORMED SEVERAL APU STARTS WITH NO DEFECTS NOTED. OPS CHECK SATISFACTORY.

Part: STRUCTURE — CRACKED (FUSELAGE) · airframe 750 hrs · 490 cycles

FORWARD 2 INCHES OF FUEL DIVERTER ON AFT UNDERSIDE OF AIRCRAFT IS SEPARATED FROM FUSELAGE. THERE APPEARS TO BE CRACKS IN FUSELAGE RADIATING FROM BOTH SIDES OF SEPARATED AREA. ITEM IS UNDER INVESTIGATION.

Part: LATCH — OUT OF RIG (NLG DOOR) · airframe 558 hrs · 363 cycles

UPON TAKEOFF RIGHT MAIN LANDING GEAR DID NOT RETRACT. SUSPECT GEAR DOOR. ONLY NOT CLOSING FULLY. CYCLED GEAR PER G-200 QRH, GEAR DOOR DID NOT CLOSE FULLY EACH TIME. INSPECTION REVEALED RIGHT FWD MAIN GEAR DOOR LATCH TO BE OUT OF RIG. ALSO FOUND RIGHT GEAR DOOR LINKAGE TO BE MIS-RIGGED. RE-RIGGED FWD LATCH & DOOR LINKS IAW GULFSTREAM G-200 SB 200-36-226 (PREVIOUSLY INSTALLED). OPS CHECKED GOOD.

Part: LANDING GEAR — FAILED (RIGHT) · airframe 557 hrs · 361 cycles

RIGHT MAIN LANDING GEAR WILL NOT RETRACT. CYCLED GEAR IAW G200 QRH, BUT RT MAIN WOULD NOT COME UP.