N757XJ

ATA 2730

DURING CLIMB OUT FROM PBI, FLIGHT CREW RECEIVED AN AMBER "PITCH FEEL FAIL" CAS MESSAGE. CHECKLIST STATES TO LAND AS SOON AS POSSIBLE, SO THE CREW DECLARED AN EMERGENCY AND ELECTED TO RETURN TO PBI, WHERE THEY LANDED WITHOUT INCIDENT. MAINTENANCE REPLACED BOTH THE LT AND RT PITCH FEEL ACTUATORS (P/N: 9914558-10). OPERATIONAL CHECK OF THE SYSTEM WAS NORMAL, AND THE AIRCRAFT RETURNED TO SERVICE.

ATA 2913

SHORTLY AFTER TAKEOFF, THE FLIGHT CREW NOTICED THE A SIDE HYDRAULIC PRESSURE WAS FLUCTUATING BETWEEN 3200 AND 3300 PSI. AS THE FLIGHT CONTINUED, THE "A" SIDE VOLUME WAS STEADILY DECREASING. AS THE QUANTITY FELL BELOW 45% PERCENT, THE DIVERTED THE FLIGHT. EVENTUALLY, AS THE QUANTITY FELL BELOW 20% PERCENT, THE CREW DECLARED AN EMERGENCY. AS THE CREW LANDED, THE QUANTITY FELL TO ZERO AND THE USE OF EMERGENCY BRAKING WAS REQUIRED. MAINTENANCE WAS SECURED TO INSPECT AND REPAIR THE AIRCRAFT. TECHNICIANS FOUND THE L/H ENGINE DRIVEN HYDRAULIC PUMP TO BE LEAKING FROM THE SHAFT SEAL. THE HYDRAULIC PUMP (P/N 9914460-3) WAS REPLACED WITH AN OVERHAULED UNIT. OPERATIONAL CHECKS WERE COMPLETED WITH NO DEFECTS NOTED AND THE AIRCRAFT RELEASED BACK INTO SERVICE.

ATA 5230

WHILE CLIMBING THROUGH FL350, FLIGHT CREW NOTED THAT THE CABIN ALTITUDE STARTED CLIMBING AT A RATE OF 2000 FPM, CREW DONNED THEIR O2 MASKS AND REQUESTED A LOWER ALTITUDE. THE DECISION WAS MADE TO RETURN TO GSO, AND IMMEDIATELY UPON REDUCING POWER TO START THE DESCENT, THE CABIN BEGAN TO PRESSURIZE AND THE AMBER CABIN ALT CAS MESSAGE EXTINGUISHED. CREW LANDED IN GSO WITHOUT INCIDENT. FOLLOWING EXTENSIVE TROUBLESHOOTING THE BAGGAGE DOOR SEAL WAS FOUND TO BE LEAKING. IN ADDITION, DURING RIGGING CHECK OF THE BAGGAGE DOOR, EXCESSIVE PLAY (TOP TO BOTTOM) WAS NOTED WITH THE DOOR WHILE IN THE CLOSED POSITION. THE SEAL WAS REPLACED WITH NEW AND ADJUSTMENT OF THE BAGGAGE DOOR LATCH PLATES WAS ACCOMPLISHED. FLT CK GOOD.

ATA 2130

THE FLIGHT CREW RECEIVED AN AMBER CABIN ALT CAS MESSAGE WHILE PASSING THROUGH FL375, AT WHICH TIME THEY DONNED THEIR OXYGEN MASKS AND EXECUTED THE APPROPRIATE CHECKLIST. THE CLIMB WAS DISCONTINUED AT FL380, BUT YET THE CABIN ALTITUDE CONTINUED TO CLIMB WHILE IN LEVEL FLIGHT. THE CREW ELECTED TO DIVERT TO TEB, AND WHILE ON DESCENT WITH THE PACS IN HIGH PER THE CHECKLIST, THE CREW WAS ABLE TO CONTROL AND STOP THE CABIN ALTITUDE FROM CLIMBING ANY FURTHER; AN UNEVENTFUL LANDING WAS CONDUCTED IN TEB. AFTER EXTENSIVE TROUBLESHOOTING, OPS CHECKS AND INSP OF THE PRESSURIZATION SYSTEM, NO DEFECTS WERE FOUND. A SATISFACTORY MAINTENANCE CONFIDENCE FLIGHT WAS CONDUCTED, AND THE AIRCRAFT WAS RETURNED TO SERVICE.

ATA 2133

AMBER, CABIN ALTITUDE, CAS MESSAGE WAS REPORTED ON A SUBSEQUENT FLIGHT. MAINTENANCE TECHS TROUBLESHOT THE SYSTEM AND FOUND A FAULTY PRIMARY OUTFLOW VALVE. THE VALVE, PN 103678-3, WAS REPLACED WITH AN O/H UNIT. LEAK AND OPS CHECKS WERE NORMAL AND THE ACFT WAS RETURNED TO SERVICE.

ATA 2916

WHILE ON CLIMB OUT, THE FLIGHT CREW NOTICED A LOSS OF THE A SYS HYD QTY, THE CREW DECLARED AN EMER & THEY RETURNED BACK. FLIGHT CREW EXECUTED THE APPROPRIATE CHECKLISTS & BURNED OFF ENOUGH FUEL TO MEET THE LANDING WEIGHT. WHEN THEY LANDED THE A SYS HYD QTY WAS INDICATING 5 PERCENT, & THE EMER BRAKES WERE UTILIZED. FOUND A FAILED A SYS HYD RESERVOIR, PN 9914454-3. THE RESERVOIR WAS REPLACED WITH AN OVERHAULED UNIT, BLEED, LEAK & OPERATIONAL CHECKS PERFORMED, WITH NO DEFECTS NOTED. A SATISFACTORY CONFIDENCE FLIGHT WAS ACCOMPLISHED & THE ACFT WAS RETURNED TO SERVICE.

ATA 2930

WHILE IN CRUISE FLIGHT, THE FLIGHT CREW RECEIVED AN AMBER HYD VOLUME A LOW CAS MSG. THE FLIGHT CREW ELECTED TO RETURN & AN EMER WAS DECLARED FOR PRECAUTIONARY MEASURES. MX CREWS FOUND THE LT A SYS HYD PRESS TRANSDUCER O RING TO BE LEAKING. THE O RING WAS REPLACED & THE LT ENG DRIVEN HYD PUMP WAS ALSO REPLACED DUE TO BEING OPERATED DRY. OPERATIONAL & LEAK CHECKS WERE NORMAL. THE ACFT WAS RETURNED TO SERVICE WITH NO FURTHER ISSUES.

ATA 3010

WING ANTI-ICE HOT LT CAS MESSAGE CYCLES WHEN SELECTED ON IN CRUISE FLIGHT. A DURING TROUBLESHOOTING, WING TEMPERATURE SENSOR SYS SHOWED NO ABNORMALITIES. WING L/E WAS REMOVED AND SHOP AIR WAS USED TO PRESSURIZE THE L/E. A LARGE LEAK AT THE LANDING LIGHT PICCOLO BELL MOUTH TUBE WAS FOUND. TEMP SENSOR TR003 IS MOUNTED BEHIND WHERE THE BLEED LEAK WAS FOUND. IT WAS DISCOVERED THAT THE BLEED AIR SUPPLY DUCT STANDOFF FLANGE O-RING SEAL AND THE LANDING LIGHT PICCOLO TUBE O-RING SEAL HAD DETERIORATED OVER TIME INTRODUCING BLEED AIR ONTO THE TEMP SENSOR. THE DUCT SUPPORT CLAMP BECAME LOSE OVER TIME AND ALLOWED THE DUCT TO MIGRATE AND CHAFE AGAINST STRUCTURE. ACFT HAS ACCUMULATED OVER 6800 FLIGHT HOURS AND IT IS LIKELY THAT MOST AIRPLANES WILL ENCOUNTER THIS SAME ISSUE UPON REACHING 6000 HOURS. BELIEVE THAT REPLACING ALL O-RING SEALS BEHIND THE L/E AT 6000 HOURS WILL REDUCE A WING HOT CAS MESSAGE FROM POSTING. DOWNTIME WILL BE REDUCED IF THIS INSPECTION IS COMPLIED WITH IN CONJUNCTION WITH THE INSPECTION DOCUMENT 10 SINCE THE L/E WILL BE REMOVED FOR THE INSPECTION. THE WING L/E WAS REASSEMBLED WITH NEW SEALS. OPS CHECKS WERE NORMAL AND THE ACFT RETURNED TO SERVICE WITH NO FURTHER ISSUES.

ATA 3418

SHORTLY AFTER TAKE-OFF, WHILE CLIMBING THROUGH FL180 THE FLIGHT CREW REPORTED HAVING AN ELECTRICAL (SMOKE) ODOR IN THE COCKPIT. THE FLIGHT CREW DECIDED TO RETURN TO DEPARTURE. A SAFE, UNEVENTFUL LANDING WAS ACCOMPLISHED. SERVICE CENTER WAS CONTRACTED TO INSPECT AND REPAIR THE ACFT. WHILE INSPECTING THE ACFT, TECHNICIANS NOTED THAT THE RT ANGLE OF ATTACK SENSOR APPEARED TO HAVE OVERHEATED. THE COMPONENT WAS REPLACED. DURING OPS CHECKS, THE ANGLE OF ATTACK INDICATOR WAS FOUND INOPERATIVE. TECHS REPORTED THAT THE INDICATOR HAD A FAINT BURNED ODOR TO IT. THE INDICATOR WAS REPLACED WITH A SERVICEABLE UNIT. OPS CHECKS OF THE SYS WERE PERFORMED WITH SATISFACTORY RESULTS. THE ACFT WAS RETURNED TO SERVICE.