N87SK
Registered owner: B2 AIR LLC, DE (owner ≠ operator)
Operators of this aircraft
Who operated this tail, and how firmly we know it.
| Operator | Role | Period | Basis |
|---|---|---|---|
| JET LINX AVIATION, LLC (9JLA) | Certificate holder | — | Matched by certificate designator |
Accident & incident history
Maintenance disclosures
THE MAINTENANCE TEAM DISCOVERED DURING POST FLIGHT CHECKS THE PILOTS OXYGEN MASK LEAKS WHEN INFLATED. THE MAINTENANCE TEAM REMOVED AND. REPLACED THE PILOT'S OXYGEN MASK WITH AN OVERHAULED UNIT. OPS CHECKS WERE SATISFACTORY, AND THE AIRCRAFT WAS RETURNED TO SERVICE.
THE FLIGHT CREW REPORTED THAT UPON LANDING THE LEFT THRUST REVERSER DID NOT ARE, "L REV" FAULT CAS MESSAGE ILLUMINATED. OPERATIONS WERE CONTINUED PER MEL 78-30-01-02. AT MAINTENANCE, THE MAINTENANCE TEAM REACTIVATED THE LEFT AND RIGHT THRUST REVERSER FOR TROUBLESHOOTING. A LEFT DEPLOY SWITCH WAS FOUND TO BE INTERMITTENT AND LEFT ISOLATION PRESSURE SWITCH TO BE INOPERATIVE. THE TEAM REMOVED AND REPLACED WITH NEW UNIT AND RIGGED DEPLOY SWITCH. REMOVED AND REPLACED THE ISOLATION VALVE WITH OVERHAULED UNIT. PERFORMED THRUST REVERSER BLEED AND FUNCTIONAL CHECKS AND LEAK CHECK OF THE ISOLATION VALVE. NO DEFECTS NOTED. OPERATIONAL CHECK OF THRUST REVERSER GOOD AT THIS TIME. AIRCRAFT WAS RETURNED TO SERVICE.
THE MAINTENANCE TEAM DISCOVERED DURING POSTFLIGHT CHECKS THAT THE LEFT THRUST REVERSER LATCH BOX ACTUATOR WAS LEAKING. THE MAINTENANCE TEAM REMOVED THE DEFECTIVE PART AND INSTALLED AN OVERHAULED UNIT. OPS CHECKS WERE SATISFACTORY AND THE AIRCRAFT WAS RETURNED TO SERVICE
THE FLIGHT CREW REPORTED THAT DURING PERFORMING TR CHECKS PRIOR TO TAKEOFF RECIEVING A LH REV FAULT CAS MESSAGE. THE MESSAGE COULD NOT BE CLEARED. OPERATIONS WERE CONTIUNED PER MEL 78-30-01-02. DURING THE MAINTENANCE EVENT THE MX TEAM TROUBLESHOT AND DETERMINE THE INBD AND OTBD LATCH/UNLATCH SWITCHES (S2 AND S4) WERE FAULTY AND WERE REPLACED WITH NEW SWITCHES. RIGGING AND OPS CHECKS WERE SATISFACTORY. THIS CLEARED THE MEL AND THE AIRCRAFT WAS RETURNED TO SERVICE.
THE FLIGHT CREW REPORTED THAT DURING CLIMB OUT AFTER TAKEOFF THE RIGHT ENGINE PYLON OVERHEAT CAS MESSAGE OCCURRED TWICE. DUE TO THIS FAULT THE FLIGHT CREW ELECTED TO RETURN BACK TO THE AIRPORT AND LAND. THE MAINTENANCE TEAM DETERMINED A LEAKING PYLON BLEED AIR DUCT CONNECTION. THE DUCT CONNECTION SEAL WAS REMOVED AND REPLACED WITH NEW. OPS CHECKS AND LEAK CHECKS WERE SATISFACTORY AND THE AIRCRAFT WAS RETURNED TO SERVICE
THE FLIGHT CREW REPORTED THAT WHILE PASSING 19000 FT IN A CLIMB, THE "RIGHT ENGINE PYLON OVERTEMP" WARNING LIGHT ILLUMINATED. THE MESSAGE WAS CLEARED BY THE APPLICABLE QRH PROCEDURE AND THE FLIGHT WAS CONTINUED SAFELY. UPON LANDING, ENGINE OIL WAS NOTICED ON THE UNDERSIDE OF THE RIGHT ENGINE. THE MAINTENANCE TEAM TROUBLESHOT AND REPLACED THE RIGHT ENGINE HIGH PRESSURE BLEED AIR FIRE SEAL WITH NEW SEAL. P/N 316154 POST MAINTENANCE CHECKS SATISFACTORY. PERFORMED ENGINE RUNS, NO MESSAGES DISPLAYED. CLEANED ENGINE OIL FROM COWLING, NO LEAKS NOTED AT THIS TIME. AIRCRAFT WAS RETURNED TO SERVICE.
THE FLIGHT CREW REPORTED THAT ON TAKEOFF THE NOSE WHEEL STEERING FAIL ANNUNCIATOR ILLUMINATED. ALL THREE GEAR INDICATION LIGHTS WERE WHITE. THE CREW RAN THE APPLICABLE QRH WHICH SOLVED THE PROBLEM. THE FLIGHT COMPLETED SAFELY. THE NOSE WHEEL STRUT WAS FOUND TO LOW UPON LANDING. THE MAINTENANCE VENDOR FOUND THE NOSE STRUT FLAT UPON VISUAL INSPECTION WITH NO FLUID LEAKAGE NOTED. THE NOSE STRUT WAS RESERVICED WITH DRY NITROGEN PER THE AMM. NOSE WHEEL STEERING CHECKS WERE SATISFACTORY. THE AIRCRAFT WAS RETURNED TO SERVICE.
THE FLIGHT CREW REPORTED THAT THE NAVIGATION SYSTEM FMS NO2 WAS UNABLE TO SYNC WITH THE FMS NO1. ARINC/WAAS TEST FAIL. THE MAINTENANCE TEAM TROUBLESHOT AND DETERMINED THAT THE #2 FMS WAS DEFECTIVE. A MODIFIED UNIVERSAL AVIONICS UNS1EW FMS WAS INSTALLED INTO THE NO2 POSITION. FUNCTIONAL CHECKS WERE SATISFACTORY AND THE AIRCRAFT WAS RETURNED TO SERVICE.
THE FLIGHT CREW DISCOVERED THAT THE AFT CARGO LIGHT WAS INOPERATIVE. MAINTENANCE DISCOVERED WHILE TROUBLESHOOTING THE LIGHTING SYSTEM, THAT THE LIGHT WIRING WAS IN CONTACT WITH THE APU INLET HOUSING, THIS CONDITION LED TO THE WIRES CHAFING THROUGH. THE WIRING FOR THE LIGHT WAS REPAIRED AND PROTECTED FROM FURTHER DAMAGE.
THE FLIGHT CREW REPORTED THAT WHEN SELECTING FLAPS FOR LANDING THEY RECEIVED A "FLAP FAULT" CAS MESSAGE. MAINTENANCE TROUBLESHOT THE SYSTEM AND DETERMINED THAT THE FLAP DRIVE UNIT HAD FAILED. AN INSPECTED UNIT WAS INSTALLED AND RIGGED AND THE AIRCRAFT WAS RETURNED TO SERVICE.
DURING TAXI, THE CREW REPORTED THAT THEY RECEIVED A NOSE WHEEL STEERING FAIL ANNUNCIATOR. THE CREW RETURNED TO PARKING FOR EVALUATION AND REPAIR. TROUBLESHOOTING DETERMINED THAT THE NOSE LANDING GEAR WIRING HARNESS WAS DEFECTIVE. THE DEFECTIVE WIRING HARNESS WAS REMOVED AND A NEW HARNESS INSTALLED. THE AIRCRAFT WAS RETURNED TO SERVICE THIS DEFECT IS VERY COMMON ON THE LEAR 45 AIRCRAFT.
CREW REPORTED THAT AFTER AIRCRAFT SHUTDOWN WITH THE PARK BRAKE SET THE BRAKE ACCUMULATOR WOULD NOT HOLD PRESSURE. TROUBLESHOOTING IDENTIFIED THE EMERGENCY BRAKE CHECK VALVE WAS LEAKING INTERNALLY. THE VALVE WAS REPLACED WITH A NEW UNIT.
THE CREW REPORT THAT AFTER AIRCRAFT SHUTDOWN THAT THEY WERE ABLE TO HEAR A OXYGEN LEAK COMING FROM THE PILOTS SEAT MOUNTED VALVE. THE VALVE WAS FOUND TO BE DEFECTIVE AND WAS REPLACED WITH A NEW VALVE. OPS CHECKED OK.
DURING FLIGHT, THE CREW REPORTED RT ENVIRO FAIL AND CABIN ALT HIGH. SINCE THE FLIGHT LEVEL WAS RESTRICTED TO 9500 FT THE CREW PERFORMED AN AIR-TURN-BACK. MX REPLACED THE LT PRSOV BUT THAT DID NOT FIX THE PROBLEM. MX INSPECTED THE SYSTEM AND FOUND A LOOSE TEST LINE AFTER TIGHTENING THE LINE THE SYSTEM OPS CHECKED GOOD AND THE AC WAS RETURNED TO SERVICE. (K)
ON CLIMB OUT OF FLIGHT, THE CREW REPORTED THE CAPTAIN`S ALTIMETER FLAGGED SHORTLY AFTER ROTATION AND STAYED FLAGGED. THE CREW PERFORMED AND AIR-TURN-BACK. UPON ARRIVAL BACK, THE ALTIMETER BEGAN TO WORK AGAIN. MX REPLACED THE AITIMETER AND RETURNED THE AC TO SERVICE. (K)
ON TAKEOFF OF FLIGHT, THE CREW REPORTED THE RT ENVIRONMENTAL BLEED AIR SYSTEM FAILED AND ABORTED THE TAKEOFF. THE SYSTEM WAS PUT ON MEL AND THE AC WAS RETURNED TO SERVICE. REPLACED A BAD PRESSURE SWITCH AND WITH NO FURTHER DISCREPANCIES RETURNED THE AC TO SERVICE. (K)
BEFORE FLIGHT, THE CREW REPORTED BOTH CAPTAIN`S DISPLAY TUBES FAILED, THEY RETURNED TO THE GATE FOR MECHANIC. MECHANIC SWAPPED THE DPU-84 DISPLAY PROCESSORS AND ALL DISPLAYS WERE OPERATIONAL, WITH NO FURTHER DISCREPANCIES NOTED THE AC WAS RETURNED TO SERVICE. (K)
DURING FLIGHT, THE TAIL DEICE BECAME INOPERATIVE. DUE TO ENROUTE WEATHER, THE CREW PERFORMED AN AIR-TURN-BACK. THE SYSTEM WAS INSPECTED AND MECHANIC REPAIRED THE EVA TUBING IN THE LT STABILIZER ABOVE THE LOGO LIGHT. THE SYSTEM WAS INSPECTED AND WITH NO FURTHER DISCREPANCIES THE AC WAS RETURNED TO SERVICE. (K)
AFTER TAKEOFF OF FLIGHT, THE LT ENGINE`S OIL PRESSURE GAUGE PEGGED OUT AT MAX PSI (ABOUT 200 PSI). THE CREW MADE AN AIR-TURN-BACK. MX INSPECTED THE AC AND REPLACED THE LT OIL PRESSURE TRANSDUCER. MX OPS CHECK THE SYSTEM FOUND NO FURTHER DISCREPANCIES AND RETURN THE AC TO SERVICE. (K)
DURING LANDING, CREW NOTED A PROBLEM WITH GEAR. IT STARTED AS A VIBRATION/SHIMMY AFTER TOUCHDOWN, THEN LT LOWER LANDING GEAR TO ROTATED CAUSING AC TO VEER TO LT AT END OF ROLLOUT. PAX DEBARKED ONTO RUNWAY AND WERE SHUTTLED TO TERMINAL. MX INSPECTED AC AND FOUND LT MLG LOWER TORQUE KNEE ATTACH POINT HAD BROKEN OFF FROM REST OF LOWER CASTING (KNUCKLE CASTING). WHEN CASTING BROKE, LOWER ASSY OF LANDING GEAR WAS NO LONGER ATTACHED TO TORQUE KNEE ENABLING LOWER ASSY TO ROTATE. MX REPLACED LT MLG AXEL AND PISTON ASSY AND OTHER DAMAGE PARTS INCLUDING TORQUE KNEE, SQUAT SWITCH AND WHEEL ASSY. MX OPS CHECKED SYS, FOUND NO FURTHER DISCREPANCIES.
AFTER TAKEOFF, THE GEAR IN TRANSIT LIGHT ILLUMINATED WITH THE GEAR HANDLE UP AFTER THE GEAR SHOULD HAFE RETRACTED. THE CREW MADE AN AIR-TURN-BACK. MX INSPECTED THE AC AND REPLACED THE NOSE UPLOCK SWITCH. MX OPS CHECK THE SYSTEM, FOUND NO DISCREPANCIES AND RETURNED THE AC TO SERVICE. (K)
FLT 1837 - MKE-MSN - DURING APPROACH, THE CREW SELECTED THE LANDING GEAR DOWN. WITH THE GEAR EXTENDED THE LEFT MAIN GEAR DOWN ANNUNCIATOR FAILED TO ILLUMINATE UNTIL 60 SECONDS HAD PASSED. THE CREW DISCONTINUED APPROACH, CYCLED GEAR SEVERAL TIMES, THE ANNUNCIATOR AGAIN FAILED TO ILLUMINATE UNTIL 60 SECONDS HAD PASSED. RETURNED TO MKE AND MADE AN UNEVENTFUL LANDING. DID NOT DECLARE AN EMERGENCY. ONCE AT THE HANGAR MAINTENANCE RIGGED LT MLG DOWNLOCK SWITCH AND CLEANED CANNON PLUGS FOR LT MLG SWITCHES AND LT ACTUATOR. OPS CHECK GOOD. RETURNED A/C TO SERVICE. (M)
MKE/DSM - FLT 1838 - DURING CRUISE, CREW NOTICED THE LANDING GEAR HANDLE ILLUMINATE AND THE LANDING GEAR CIRCUIT BREAKER OPEN. MANUALLY EXTENDED GEAR AND RETURNED TO MKE. THEY DID NOT DECLARE EMERGENCY, BUT WERE MET ON THE GROUND BY CFR. MAINTENANCE INSPECTED AIRCRAFT AND FOUND THE HYDRAULIC POWER PACK MOTOR INOPERATIVE. MOTOR REPLACED AND THE GEAR OPS CHECKED GOOD. THE PUMP MOTOR WAS DISASSEMBLED, INSPECTED, AND FOUND A WIRE THAT CONNECTED TWO OF THE BRUSHES TOGETHER WAS MELTED WHERE A TERMINAL JOINED THEM TOGETHER. (X)
GRR/MKE - FLT 1125 - DURING FLIGHT, SMOKE STARTED TO COME OUT FROM BEHIND THE RT COCKPIT CB PANEL. THE CREW STARTED PULLING CIRCUIT BREAKERS UNTIL THEY FOUND THE ONE THAT MADE THE SMOKE STOP. ONCE THE SMOKE WAS STOPPED, THE CREW REQUESTED PRIORITY LANDING CLEARANCE. AFTER A SAFE LANDING IN MKE, MAINTENANCE REPLACED THE AURAL WARNING CIRCUIT BREAKER AND CLEANED THE GLYCOL OUT FROM BEHIND THE CIRCUIT BREAKER PANEL. (X)
DURING THE MONTH OF JANUARY, SIX FUEL PRESSURE SWITCHES, P/N 100-389018-21 WERE REPLACED. THE TBR FOR THE SWITCHES WAS: 3,933.2 HRS FROM N NR 148SK; 1,418.2 HRS FROM N NR 831SK; 1,479.7 HRS FROM N NR 87SK; 2,525.6 HRS FROM N NR 881SK; 1,715.7 HRS FROM N NR 881SK; AND 1,780.4 HRS FROM N NR 91SK. THE AVERAGE TIME IN SERVICE OFR THESE SWITCHES WAS 2,142.1 HOURS. ALL OF THE FUEL PRESSURE SWITCHES WERE REMOVED DUE TO FLIGHT CREWS REPORTING AUXILIARY FUEL TRANSFER MALFUNCTIONS. REF: OPERATOR CONTROL NRS S2YA97007, 97ZZZX1797 AND 97ZZZX1799 THROUGH 97ZZZX1801.
DURING THE MONTH OF NOVEMBER, THERE WERE SEVEN CCU-65 COMPENSATION CONTROL UNITS, P/N 622-6135-014, REMOVED DUE TO PART OR ALL OF BACKLIGHTING BEING INOPERATIVE. THE PARTS TIME SINCE OVERHAUL WERE 6,805.5 HRS FROM N NR 118SK; 6,526.6 HRS FROM N NR 831SK; 6,825.1 HRS FROM N NR 801SK; 5,065.7 HRS FROM N NR 87SK; AND 5,947.8 HRS FROM N NR 91SK. WHEN SENT OUT FOR REPAIR, LAMPS WERE REPLACED AND THE UNITS RETURNED TO SERVICE. THIS GIVES MTBUR OF 6,234.0 HRS. REF: OPERATOR CONTROL NRS S2YA960043, AND 97ZZZX1787, 7ZZZX1788, 97ZZZX1790.
THE CREW NOTICED THAT THE RIGHT LANDING GEAR GREEN DOWN AND LOCKED ANNUNCIATOR WOULD NOT ILLUMINATE ON APPROACH TO MKE (FLT NR 1197). VERIFIED THAT THE GEAR WAS DOWN AND LOCKED AND PROCEEDED TO LAND. MAINTENANCE WAS CALLED AND REPLACED BOTH LAMPS IN THE ANNUNCIATOR, OPERATIONAL CHECKED GOOD. SUBMITTER STATES, A VERY COMMON PROBLEM FOR US AND OTHER OPERATORS. (M)
MKE - FLT 1091.1 - AFTER FLIGHT CREW TOOK OFF, THEY NOTICED THE D.C. AMMETER STAYED AT ABOUT 60 AMPS. THEY DECIDED TO TURN BACK TO MKE TO HAVE MAINTENANCE CHECK IT. MAINTENANCE DETERMINED IT WAS A STICKING GAUGE MOVEMENT. VOLT/AMMETER WAS REPLACED. (X)