N739JS

ATA 2300

AT APPROXIMATELY FL230 CLIMBING, ENROUTE TO FRG, EXPERIENCED TOTAL PASS OF COMMS WHERE BOTH SEATS AND BOTH RADIO 1 AND COULD NOT TRANSMIT AND/OR RECEIVE RADIO COMMUNICATIONS SQUELCH WAS INCREDIBLY LOUD AND EAR PIERCING. DID WHAT TROUBLESHOOTING THAT THEY COULD BEFORE SQUAWKING 7600. TURNED BACK TO SUA AND WAS ABLE TO ESTABLISH POOR COMMUNICATION WITH ATC, BUT ONLY FROM THE RIGHT SEAT. AN EMERGENCY WAS DECLARED. WENT INTO MX AND CND.

ATA 7920

RECEIVED RED OIL PRESSURE INDICATION (POINTER AND DIGITS) LEFT ENGINE IN FLIGHT. SHUT DOWN LEFT ENGINE, DECLARED AN EMERGENCY AND DIVERTED TO KCHS. FOLLOWED CHECKLIST PAGES D4 LOW OIL PRESSURE INDICATION, A2 ENGINE FAILURE/SHUTDOWN AND Y1 SINGLE ENGINE APPROACH AND LANDING. LANDED WITHOUT INCIDENT. REMOVED LEFT ENGINE OIL COOLER AND REPLACED WITH REPAIRED UNIT.

ATA 5210

CLIMBING OUT OF FL350 TO FL430 A LOUD BANG AND AUDIBLE HIGH PITCHED WHISTLE OCCURRED. R & R SECONDARY DOOR SEAL. R & R GEAR LOGIC 1 PCB

ATA 5200

SECONDARY DOOR SEAL FAILURE. PERFORMED OPERATIONAL CHECK OF PNEUMATIC CABIN ENTRY DOOR SEAL INFLATION CYCLE, OBSERVING CAUTION TO PREVENT FULL SEAL INFLATION TO AVOID GROMMET BLOW OFF) UTILIZED TROUBLESHOOTING CHART (REF: MM 36-11:00, FIG. 101) TO ISOLATE THE FAULTY IDENTIFIED ROOT CAUSE RELATED TO FAILED SECONDARY SEAL COMPONENT DOOR SEAL HINGE GROMMET. REMOVED AND REPLACED DOOR SEAL HINGE PRESSURE SUPPLY GROMMET AND OPS CHECKED DOOR SEAL WITH NO DEFECTS WORK PERFORMED IAW 52-10-00

ATA 2131

CLIMBING THROUGH 12,000 MSL, THE CABIN ALTITUDE INCREASED SIGNIFICANTLY.NO MESSAGES OR NOTIFICATIONS AND THE MASKS DID NOT DROP. CABIN ALTITUDE STABILIZED AND HELD AT 7000-8000 FEET DURING OUR DESCENT. PERFORMED SATISFACTORY PREFLIGHT SYSTEM TEST OF PRESSURIZATION SYSTEM IAW AMM 21-30-00. NO DEFECTS NOTED AT THIS TIME. PERFORMED SATISFACTORY GROUND MAINTENANCE TEST OF PRESSURIZATION SYSTEM IAW AMM 21-30-00. NO DEFECTS NOTED.

ATA 2130

AS WE WERE CLIMBING THROUGH FLIGHT LEVEL 190, WE EXPERIENCED A RAPID LOSS OF CABIN PRESSURE, WITH THE CABIN CLIMBING AT 5000 FPM. COMPLIED WITH GENERAL VISUAL INSPECTION AND TESTING OF GROUND PRESSURIZATION CONTROLLER HAVING SATISFACTORY RESULTS. COMPLIED WITH GENERAL VISUAL INSPECTION OF PRESSURIZATION COMPONENTS AND FOUND CABIN PRESSURIZATION SUPPLY LINE CLAMPS LOOSE AND FLEX DUCTING NOT SECURED. SECURED CABIN PRESSURIZATION SUPPLY LINES AND FLEX DUCT HAVING SATISFACTORY RESULTS. COMPLIED WITH LEAK AND OPERATIONAL CHECKS HAVING SATISFACTORY RESULTS. IN ACCORDANCE WITH CESSNA 525B MM CH 21-30-00.

ATA 3260

NOSE LIGHT GAVE NO INDICATION THAT THE NOSE GEAR WAS DOWN. ARRIVED AT AIRCRAFT AND POWERED ON USING BATTERY. ONCE POWERED ON IMMEDIATELY CONFIRMED DISCRPENACY, "NOSE" LANDING GEAR INDICATOR INOP. POWERED DOWN AIRCRAFT. REMOVED INDICATOR CAPSULE AND ONCE REMOVED BOTH BULBS, FOUND THAT THEY BOTH HAVE BURNT. REMOVED AND REPLACED "NOSE" LANDING GEAR INDICATOR BULB PER AMM 33-10-00. REINSTALLED LANDING GEAR INDICATOR. PERFORMED OPERATIONAL CHECK AND OPERATIONAL CHECK GOOD AT THIS TIME. OK FOR CONTINUED SERVICE AT THIS TIME.

ATA 7230

WILLIAMS INTERNATIONAL ENGINE MODEL FJ44-3A, SERIAL NUMBER 141100, FROM AIRCRAFT 525B-0045 (N739JS), WAS RETURNED TO THE REPAIR STATION FOR UNSCHEDULED REPAIR. THIS ENGINE WAS DETERMINED TO BE CAUSE OF A COCKPIT/CABIN BLEED ODOR ISSUE BY AN FBO TECHNICIAN. THE ENGINE OEM DIRECTED TROUBLESHOOTING WITH A WILLIAMS INTERNATIONAL-AUTHORIZED SERVICE CENTER, WHICH INCLUDED REPLACEMENT OF THE ENGINE #1 CARBON SEAL IN EFFORT TO RESOLVE THE BLEED ODOR ISSUE. DURING THE PROCESS OF REMOVING THE #1 CARBON SEAL, DAMAGE TO THE INTERMEDIATE PRESSURE STATOR VANES AND INTERMEDIATE PRESSURE COMPRESSOR (IPC) ROTOR WAS FOUND. THE ENGINE OEM THEN DIRECTED REMOVAL AND RETURN OF ENGINE 141100. AFTER INDUCTION OF THE ENGINE INTO OUR REPAIR STATION, FULL DISASSEMBLY OF THE ENGINE REVEALED ONE LIBERATED 3RD-STAGE IPC BLADE. NOTE: THE IPC ROTOR IS A THREE-STAGE AXIAL COMPRESSOR.