N767XJ

ATA 3160

Part: DISPLAY — FAILED (COCKPIT) · airframe 15,616 hrs · 9,149 cycles

DURING CRUISE AT FL470, FLIGHT CREW NOTED THAT THE PILOT’S PFD (DU1) FLASHED, WENT BLACK AND PRODUCED SMOKE. CREW DONNED THEIR O2 MASKS, SWITCHED THE PILOT’S PRIMARY FLIGHT INSTRUMENTS OVER TO DU2 AND STARTED A NORMAL DESCENT. WHILE ON DESCENT THE SMOKE CLEARED AND THE CREW DETERMINED THAT THE DU1 WAS INOPERATIVE AND THERE WAS NO FIRE OBSERVED COMING FROM THE UNIT, SO THE CREW LEVELED OFF AT FL410 AND CONTINUED TO THEIR DESTINATION. AFTER PERFORMING CHECKS OF THE WIRING BETWEEN THE CIRCUIT BREAKER AND PFD1, MAINTENANCE CONCLUDED THAT THE WIRING WAS IN SATISFACTORY CONDITION. PFD1 (P/N: 7014300-901) WAS REPLACED WITH A MODIFIED UNIT; OPERATIONAL CHECK WAS NORMAL. AIRCRAFT WAS RETURNED TO SERVICE.

ATA 7310

Part: FUEL LINE — CHAFED (NR 1 ENGINE) · airframe 15,534 hrs · 9,119 cycles

WHILE CONDUCTING A FLEET WIDE FIRE LOOP INTERFERENCE INSPECTION, THE FOLLOWING ITEMS WERE FOUND ON ENGINE NR 1. REPLACED FUEL LINE (P/N 23056762) DUE TO CHAFING BEYOND LIMITS. ALSO, OIL LINES (P/N 23056412, 23086653, AND 23054499) WERE ALL BLENDED PER MANUFACTURE’S MAINTENANCE MANUAL DUE TO CHAFFING, AND WERE FOUND TO BE WITHIN LIMITS. ENGINE NR 2 FUEL LINE (P/N 23056449) WAS BLENDED PER MANUFACTURE’S MAINTENANCE MANUAL DUE TO CHAFFING, AND WAS FOUND TO BE WITHIN LIMITS.

ATA 2910

Part: O-RING — FAILED (HYD SYSTEM) · airframe 15,095 hrs · 8,887 cycles

TURNING ON FINAL & LOWERING THE MLG, RECEIVED A HYD VOLUME LOW A CAS MESSAGE, NOTED THE HYD A VOLUME WAS 15%. ELECTED TO DIVERT, DECLARED AN EMERGENCY, & LANDED WITHOUT INCIDENT. ON LANDING, HYDRAULIC A VOLUME HAD DECREASED TO 7%. FOUND A FAULTY SYSTEM A HYD CASE DRAIN BYPASS FILTER HOUSING ASSY AS THE SOURCE OF THE LEAK. HOUSING ASSEMBLY REPLACED. BLEED LEAK, AND OPS CHECKS PERFORMED, NO DEFECTS NOTED. ACFT RETURNED TO SERVICE. UPON FURTHER INVESTIGATION, IT WAS DETERMINED TO BE A DAMAGED FILTER BOWL O-RING ON THE CASE DRAIN HOUSING ASSEMBLY TO BE THE SOURCE OF THE LEAK. THE HOUSING ASSEMBLY ITSELF WAS FOUND TO BE SERVICEABLE.

ATA 2750

Part: UNKNOWN — MALFUNCTIONED (TE FLAP) · airframe 13,404 hrs · 8,079 cycles

WHILE ON APPROACH, FLIGHT CREW RECEIVED AN AMBER FLAPS FAIL CAS MSG WHEN THE FLAP HANDLE WAS SELECTED TO THE 15 DEGREE POSITION. THE FLAPS STAYED AT THE 5 DEGREE POSITION & CREW REJECTED THE APPROACH SINCE THEY DID NOT MEET THE WET PERFORMANCE LANDING NUMBERS. FLIGHT CREW DIVERTED & FOLLOWING THE CHECKLIST, THEY WERE ABLE TO RESET THE FLAPS & CLEAR THE CAS MSG. ACFT LANDED UNEVENTFULLY WITH FULLY OPERATIONAL FLAPS. ONCE ON THE GND, FLIGHT CREW WORKING WITH MAINTENANCE CONTROL PERFORMED ANOTHER FLAP RESET & OPERATED SYS THROUGH SEVERAL COMPLETE CYCLES, WITH NO OTHER DEFECTS. DISCREPANCY WAS ENTERED AS AN INFO ONLY INTO THE LOG BOOK. NO REPEAT OF THE ISSUE SINCE.

ATA 2711

Part: ACTUATOR — FAILED (AILERON TAB) · airframe 12,954 hrs · 7,858 cycles

DEPARTURE & CLIMBING THROUGH 2500 FT FLIGHT CREW REPORTED ACFT BEGAN AN UN COMMANDED TURN RT & REQUIRED HEAVY FORCES ON THE CONTROL WHEEL TO MAINTAIN STRAIGHT & LEVEL FLIGHT. CREW NOTED THAT THE TRIM APPEARED TO BE INOP & THERE WERE NO ASSOCIATED CAS MSGS. FLIGHT CREW FOLLOWING CHECKLIST PROCEDURES RTFL. FOUND THE AIL TRIM ACTUATOR HARD OVER IN DIRECTION OF ROLL WITH CKPT INDICATION SHOWING NEUTRAL, AIL TRIM WAS FULLY OPERATIONAL WITH NO CORRESPONDING CKPT INDICATION. AFTER FURTHER INVESTIGATION IT WAS DISCOVERED THAT THE OUTPUT SHAFT RETAINING TAB FOR THE POS SENSOR WAS BROKEN ON THE TRIM ACTUATOR. AIL TRIM ACTUATOR WAS REPLACED WITH AN OVERHAULED UNIT, RIG & OPERATIONAL CHECKS PERFORMED, WITH NO DEFECTS NOTED.

ATA 4920

Part: SEAL — LEAKING (APU COMPRESSOR) · airframe 12,138 hrs · 7,476 cycles

DURING CRUISE, FLIGHT LEVEL 41.0, FLIGHT CREW BEGAN TO SMELL SMOKE AND NOTICED THE COCKPIT PAC WAS RUNNING HOT AND UNCONTROLLABLE. RAN CHECKLIST AND SHUTDOWN PAC. APPROXIMATELY FIVE MINUTES LATER, NOTICED THE CABIN PAC WAS ALSO RUNNING HOT AND UNCONTROLLABLE. FLIGHT CREW DONNED O2 MASKS AND BEGAN A DECENT. ELECTED TO DIVERT AND AN INFLIGHT EMERGENCY WAS DECLARED. CREW INITIATED CHECKLIST FOR CABIN PAC WHICH HAD CLIMBED TO 200 DEGREES. CHECKLIST DIRECTED THE CREW TO TAKE THE PAC TO FULL HOT TO TRY AND STABILIZE THE TEMP WHICH BEGAN COOLING AFTER THEY REACHED FL 16.0. INSPECTION OF THE COCKPIT AND CABIN ACM'S REVEALED NO ABNORMALITIES. IT WAS LATER DISCOVERED THAT THE APU COMPRESSOR SEAL WAS LEAKING AND INTRODUCING OIL INTO THE BLEED AIR SYSTEM. APU REMOVED AND, SEALS REPLACED. APU REINSTALLED.