N887PC
Registered owner: PCJ LLC, IN (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
No NTSB accidents or incidents on file for this aircraft.
Maintenance disclosures
Service Difficulty Reports filed with the FAA for this airframe. Filing is largely voluntary — the number of reports is not a measure of reliability. To verify a report, search its control number at the FAA SDRS site.
8 reports on file, 2017-10-24 – 2022-08-07.
Part: CONTROLLER — FAULTY (CABIN PRESSURE) · airframe 5,821 hrs · 3,841 cycles
THE FLIGHT CREW REPORTED A PRESSURIZATION ISSUE ON TAKEOFF , THE CABIN CLIMBED TO 2000 FT AND THE DESCENDED TO 5000 FT. THEY INDICATED THE PRESSURIZATION FLUCTUATED WITH ENGINE POWER CHANGES DURING DESCENT. THE BASE MAINTENANCE TEAM TROUBLESHOT AND SUSPECTED A INTERMITTENTLY FAULTY OUTFLOW/SAFETY VALVE CONTROLLER. THE SUSPECTED FAULTY CONTROLLER WAS REMOVED AND AN OVERHAULED CONTROLLER INSTALLED. GROUND CHECKS WERE SATISFACTORY AND THE AIRCRAFT WAS RETURNED TO SERVICE.
Part: TCAS SYSTEM — INTERMITTENT · airframe 5,410 hrs · 3,577 cycles
THE FLIGHT CREW REPORTED OF A INTERMITTENT TCAS FAIL ON THE PDF. THE MAINTENANCE TEAM DETERMINED THE TCAS PROCESSOR WAS DEFECTIVE AND WAS REMOVED AND REPLACED WITH AN OVERHAULED UNIT. OPS CHECKS WERE SATISFACTORY AND THE AIRCRAFT WAS RETURNED TO SERVICE
Part: TCAS SYSTEM — DEFECTIVE · airframe 5,410 hrs · 3,577 cycles
THE FLIGHT CREW REPORTED ON FLIGHT LEG #2 THE TCAS FAIL INTERMITTENT ON PRIMARY FLIGHT DISPLAY. THE MAINTENANCE TEAM TROUBLESHOT AND DETERMINED THE TCAS RECEIVER WAS DEFECTIVE. THE DEFECTIVE UNIT WAS REMOVED AND AN OVERHAULED UNIT WAS INSTALLED. OPS CHECKS WERE SATISFACTORY AND THE AIRCRAFT WAS RETURNED TO SERVICE.
Part: WIRE HARNESS — DEFECTIVE (NR 1 ENGINE) · airframe 4,798 hrs · 3,141 cycles
THE FLIGHT CREW REPORTED THAT THE NR 1 ENGINE N2 INDICATIONS WERE ERRATIC IN FLIGHT. THE MAINTENANCE VENDOR TROUBLESHOT AND DETERMINED THAT THE NR 1 ENGINE HARNESS WAS DEFECTIVE. THE MX VENDOR REPLACED THE WIRING HARNESS WITH A NEW HARNESS. OPERATIONS CHECKS WERE SATISFACTORY AND THE AIRCRAFT WAS RETURNED TO SERVICE. NOTE: THIS IS THE THIRD SDR REPORT REGARDING THE FAILURE OF AN ENGINE WIRING HARNESS. THE COMMON DENOMINATOR WITH THE REPORTED DEFECTIVE HARNESSES IS THAT THE SERIAL NUMBER OF EACH BEGAN WITH A 15-######. THE LATEST HARNESS INSTALLED THE SERIAL NUMBER STARTED WITH A 16-######. SO FAR ALL INDICATIONS IS THAT THE N2 INDICATION FAULT IS CLEARED.
Part: WIRE HARNESS — DEFECTIVE (NR 1 ENGINE) · airframe 4,671 hrs · 3,049 cycles
THE FLIGHT CREW REPORTED THAT THE NO 1 ENGINE N1 FLUCTUATED AT CRUISE AND ALSO RECEIVED AN AMBER COMPUTER NO 1 ANNUNCIATOR. THE MAINTENANCE VENDOR TROUBLESHOT, PER HONEYWELL TECH SUPPORT AND DETERMINED THAT THE P1-16 ENGINE WIRING HARNESS WAS DEFECTIVE. THE HARNESS WAS REMOVED AND A NEW HARNESS WAS INSTALLED. GROUND OPERATION CHECKS WERE SATISFACTORY.
Part: WIRE HARNESS — DEFECTIVE (NR 1 ENGINE) · airframe 4,558 hrs · 2,969 cycles
THE FLIGHT CREW REPORTED THAT THE NUMBER 1 ENGINE N2 INDICATIONS WERE ERRATIC CAUSING A FLIGHT DIVERSION. THE MAINTENANCE VENDOR TROUBLESHOT AND DETERMINED THAT THE NUMBER 1 ENGINE WIRING HARNESS WAS DEFECTIVE. THE HARNESS WAS REPLACED WITH A NEW HARNESS. OPERATIONS CHECKS WERE SATISFACTORY AND THE AIRCRAFT WAS RETURNED TO SERVICE.
Part: SPIGOT — BROKEN (PAX DOOR) · airframe 3,105 hrs · 1,971 cycles
DURING THE PRE-FLIGHT INSPECTION CHECKS, THE TOP AFT MAIN CABIN DOOR SPIGOT PIN ASSEMBLY WAS FOUND TO BE BROKEN. THE PIN WAS REPLACED AND THE DOOR SYSTEM RIG CHECKED.
Part: GCU — FAILED (NR 2) · airframe 3,055 hrs · 1,939 cycles
DURING FLIGHT, THE FLIGHT CREW REPORTED THAT THEY LOST THE NR 2 AC ALTERNATOR. THE SYSTEM WAS SECURED AND THE FLIGHT CONTINUED. TROUBLESHOT AND DETERMINED THAT THE NR 2 AC ALTERNATOR GCU HAD FAILED . THE GCU WAS REPLACED. RETURNED TO SERVICE.