N897QS

Part: VALVE — FAILED (MLG) · airframe 3,304 hrs · 2,335 cycles

DURING RETRACTION GEAR AFTER TAKEOFF, LT MAIN GEAR RED GEAR INDICATOR REMAINED ILLUMINATED. COMPLIED WITH GEAR SPEED LIMITS, EXECUTED ABNORMAL CHECKLIST. GEAR DOWN INDICATIONS PRIMARY & SECONDARY FUNCTION NORMALLY. REPLACED THE LT MLG UPLOCK SWITCH & NON-RETURN VALVE IAW MM 32-60-10-05. ALL MLG FUNCTION CHECKED GOOD.

Part: WARNING SYSTEM — FALSE ACTIVATION (COCKPIT) · airframe 3,301 hrs · 2,332 cycles

ON DEPARTURE FROM PIT, RIGHT CROSSWIND OF 25 KNOTS TOO, POSITIVE RATE CALLED FOR GEAR UP & THE LT MAIN GEAR RED INDICATOR LIGHT STAYED ON. WHEN WE PICKED UP THE ACFT ON SATURDAY IN LUK THE LT MAIN GEAR DOOR WAS HANGING DOWN TOO. WE FLEW 6 LEGS OVER TWO DAYS & HAD NO ISSUES UNTIL THIS LAST LEG. CYCLED LG SEVERAL TIMES & COULD NOT DUPLICATE PROBLEM. LANDING ANNUNCIATORS & LG OPERATING LINES FOUND NORMAL IAW MM 29-10-00-501. INSPECTED SWITCHES & VLVS & ASSOCIATED WIRING OR TUBING FOR ANY DEFECTS & NO DEFECTS NOTED. PERFORMED LUBRICATION OF BOTH MLG IAW MM 12-32-00.

Part: WARNING SYSTEM — ACTIVATED (COCKPIT) · airframe 3,301 hrs · 2,332 cycles

ON DEPARTURE FROM PIT, RT CROSSWIND OF 25 KNOTS TOO, POSITIVE RATE CALLED FOR GEAR UP & LT MLG RED INDICATOR LIGHT STAYED ON. WHEN WE PICKED UP THE ACFT ON SATURDAY IN LUK THE LT MLG DOOR WAS HANGING DOWN TOO. WE FLEW 6 LEGS OVER TWO DAYS & HAD NO ISSUES UNTIL THIS LAST LEG.

Part: LINK — OUT OF ADJUST (LT MLG) · airframe 3,226 hrs · 2,278 cycles

LEFT MLG FAILED TO FULLY RETRACT AFTER TAKEOFF. TOWER REPORTED GEAR APPROXIMATELY 45 DEGREES RETRACTED. RED GEAR UNSAFE LIGHT ILLUMINATED. LOWERED GEAR HANDLE IAW QRH, ALL GEAR DOWN & LOCKED. REPLACED LINK, LEVER & ROLLER ON LT SIDE STAY ASSEMBLY. PERFORMED ADJUSTMENTS ON SIDE STAY, IAW MM 32-10-25. PERFORMED FUNCTIONAL CHECK OF EXTENSION & RETRACTION OF THE MLG. ALL CHECKED GOOD IAW MM 32-30-01.

Part: VALVE — OUT OF ADJUST (LT MLG) · airframe 3,144 hrs · 2,218 cycles

FOLLOWING REAR RETRACTION, LT MAIN GEAR ILLUMINATED RED & REMAINED ON UNTIL GEAR HANDLE WAS PLACED TO DOWN. NORMAL THREE GREEN INDICATION FOLLOWED. UPON INVESTIGATING THE LT GEAR, NOTED THE GAP ON THE REVERSING VLV BETWEEN THE PLUNGER FLANGE & VLV BODY WAS MORE THAN THE ALLOWABLE LIMIT, APPROXIMATELY 0.065 INCHES. ADJUSTED ROD END EYE BOLT IN 1/2 TURN TO GET GAP WITHIN LIMITS AT .037 - .040 INCHES. CHECKED SIDE STAY CLEARANCES & FOUND TO BE WITHIN LIMITS. PERFORMED SEVERAL GEAR SWINGS WITH NO DISCREPANCIES NOTED. WORK PERFORMED IAW AMM 32-30-31-401.

Part: WARNING SYSTEM — FALSE ACTIVATION (COCKPIT) · airframe 3,103 hrs · 2,191 cycles

WHEN THE GEAR WAS RETRACTED ON TAKE OFF, LT MLG INTRANSIT LIGHT STAYED ON FOR 5 OR MORE MINUTES. WE ALSO NOTICED A BURNT RUBBER SMELL SHORTLY AFTER RETRACTION. AS WELL AS A NOTICEABLE VIBRATION WHEN WE ACCELERATED PAST 220KTS. WE NOTED, DURING INSPECTION OF THE GEAR AFTER WE LANDED, THE LT INNER GEAR DOOR HANGS SLIGHT LOWER THAN THE RIGHT ONE. JACKED A/C AND SWUNG LANDING GEAR 12 FULL CYCLES IAW HAWKER AMM 29-10-00 AND COULD NOT DUPLICATE IN TRANSIT LIGHT STRIPS ON, AT THIS TIME.

Part: CONDENSER — FAILED · airframe 3,041 hrs · 2,142 cycles

BURNING ODOR IN COCKPIT, NOTICED FROM JUST AFTER TAKEOFF POWER APPLICATION UNTIL DISSIPATION AFTER 8-10 MINUTES. PERFORMED ENGINE MAINTENANCE RUN. RAN EACH ENGINE TO TAKEOFF POWER. NO NOTICEABLE OIL ODOR. WHILE TAXING BACK NOTICED MUSTY ODOR. SUGGESTED CHECK WATER SEPARATOR SOCKS. LOOSEN HOSE CLIP AND DISCONNECT FLEXIBLE PIPELINE FROM WATER SEPARATOR AND CLAMPS. REMOVED OUTLET SHELL, REPLACED GASKET AND CONDENSER WITH NEW ONE. INSTALLED CONDENSER AND GASKER. SECURED OUTLET SHELL TO INLET SHELL, CONNECTED AND TIGHTENED ALL CLIPS AND CLAMPS TO WATER SEPARATOR. WORK DONE IAW AMM 21-10-95 OPS CHECK NEED TO BE DONE. PERFORMED OPS CHECK/LEAK CHECK IAW MM 21-10-95 AND 49-00-00. NO LEAKS FOUND AND NO BURNING ODOR NOTED OPS CHECK GOOD.

Part: SEQUENCE VALVE — FAILED (MLG) · airframe 2,767 hrs · 1,950 cycles

AFTER TAKEOFF AND GEAR RETRACTION; THE LT MAIN GEAR 'RED' LIGHT REMAINED ILLUMINATED. TOWER CONFIRMED LT MAIN GEAR WAS INDEED DOWN. REPLACED LT GEAR SEQUENCE VALVE, OPS AND LEAK CHECK GOOD DONE IAW MM 32-30-41. REPLACED LT WEIGHT ON WHEEL SWITCH IAW MM 32-10-12. PERFORMED MULTIPLE GEAR RETRACTION FUNCTIONAL CHECKS. ALL CHECKED GOOD.

Part: UPLOCK SWITCH — OUT OF ADJUST (MLG) · airframe 2,759 hrs · 1,942 cycles

RED LT MAIN GEAR, RED UNSAFE LIGHT ILLUMINATED IN FLIGHT. JACKED ACFT AND COMPLIED WITH SEVERAL GEAR SWINGS. ALL INDICATIONS WERE NORMAL. PERFORMED VISUAL INSPECTION OF LT MLG UPLOCK SWITCH AND FOUND TO BE OUT OF TOLERANCE. ADJUSTED UPLOCK SWITCH TO WITHIN LIMITS IAW AMM 32-60-00.

Part: SWITCH — DIRTY (MLG) · airframe 2,755 hrs · 1,940 cycles

AFTER T/O THE "RED" LEFT GEAR LIGHT WAS ON. LEVELED OFF AND RECYCLED THE GEAR. RECEIVED THREE GREEN AND PIN, RETRACTED AGAIN AND HAD SAME INDICATION. RETURNED TO AIRPORT. LOWERED GEAR AGAIN AND HAD NORMAL INDICATIONS. PLACED ACFT ON JACKS AND PERFORMED NUMEROUS GEAR SWINGS. CLEANED LT AND RT GEAR DOOR AND SIDE STAY SWITCHES. OPS CHECKED GOOD IAW MM 32-30-00.

Part: FUEL CONTROL — MALFUNCTIONED (NR 2 ENGINE) · airframe 1,984 hrs · 1,408 cycles

AT CRUISE ALTITUDE, NR 2 ENGINE COMPUTER MM ANNUNCIATOR ILLUMINATED. ENGINE POWER CHANGED ON ITS OWN AT THAT MOMENT. CHECKLIST ITEMS COMPLIED WITH AND NR 2 ENG COMPUTER SWITCH SELECTED IN OVERSPEED PROT MODE. NORMAL LANDING MADE. PERFORMED ENGINE DEEC DOWNLOAD. FOUND FAULT CODE 210. R & R RT ENGINE FCU IAW MM 73-20-01. PERFORMED ADJUSTMENTS IAW MM 72-00-00, OPS CHECKS NORMAL, NO LEAKS NOTED.

Part: VALVE — LEAKING (NR 1 ENGINE) · airframe 1,857 hrs · 1,325 cycles

REAR EQUIPMENT BAY OVERHEAT "RED" LIGHT ILLUMINATED AT 8000 FT MSL, DURING CLIMB. APU BLEED SWITCH OFF & APU STOPPED, THROTTLES REDUCED, "RED" LIGHT EXTINGUISHED & REAR EQUIPMENT BAY OVERHEAT CHECKLIST COMPLETED JUST AFTER POWER REDUCTION. MASTER WARNING SYSTEM ILLUMINATED WITH NO MASTER WARNING PANEL LIGHTS INITALLY, THEN THE MASTER WARNING SYSTEM ILLUMINATED WITH AN ASSOCIATED REAR EQUIPMENT BAY OVERHEAT LIGHT A FEW SECONDS LATER. FOUND BLEED AIR LEAK AT NR 1 ENGINE MAIN AIR VALVE. R & R NR 1 ENGINE MAIN AIR VALVE IAW MM 21-10-25. OPS AND LEAK CHECKED GOOD.

Part: CONTROL PANEL — FAILED (APU) · airframe 1,756 hrs · 1,251 cycles

APU FAULT PANEL APPEARS TO HAVE BURNT. FELT HOT TO THE TOUCH. REMOVED APU AND VISUALLY INSPECTED WIRING AND COMPONENTS, NO DEFECTS NOTED. DIDN'T DETECT ANY ELECTRICAL BURNED ODORS. REINSTALLED THE APU PANEL AND OPERATED APU FOR 30 MIN WITH ALL APU PANEL LIGHTS ON, NO OVERHEATING DETECTED. SYS OPS CKS NORMALLY AT THIS TIME REF MM 33-00-00.

Part: LEVER — OBSTRUCTED (RT ENGINE) · airframe 1,330 hrs · 987 cycles

THE RT THRUST LEVER WILL NOT COME OUT OF THE IDLE POSITION WHEN TRYING TO TAXI. BOTH ENGINES RUNNING CONTROL LOCKS RELEASED. FOUND FCU CONTROL LEVER INTERFERRING WITH AFT COWL PROP ROD WHEN STOWED ON AFT SIDE OF STOW BRACKET. FOUND MANDATORY SB 71-4014 NOT COMPLIED WITH. COMPLIED WITH MSB 71-4014 STEPS 1 THRU 7. REMOVED RT LOWER COWL DOOR ATTACH BRACKET, CHECKED FOR CRACKS IN ATTACH BRACKET AND COWL DOOR SKIN USING EDDY CURRENT METHOD. RELOCATED ATTACH BRACKET IAW SB 71-4014. RAN ENGINES AND CHECKED THRUST REVERSER, OPS IAW AMM CH 78-30-00. OPS NORMAL.

Part: TRIM SYSTEM — MALFUNCTIONED (AUTOPILOT) · airframe 1,066 hrs · 801 cycles

CLIMBING ON DEPARTURE FROM PSP WITH AUTOPILOT ENGAGED, AUTOPILOT WAS DISCONNECTED MANUALLY BECAUSE IT WAS GOING TO GO THROUGH THE LEVEL OFF ALTITUDE, THE TRIM WHEEL CONTINUED TO TRIM NOSE UP UNTIL IT WAS HELD AND FORCED TO STOP. RED TRIM LIGHT AND MACH TRIM FAIL ANNUNCIATORS CAME ON. THE FORCE ON THE TRIM WHEEL STOPPED AND STARTED 2 TIMES IN SHORT DURATION AND THEN WAS NORMAL. DURING LEVEL FLIGHT 5 MINUTES LATER AT 12,000 FEET, THE TRIM WHEEL BEGIN TO MOVE AGAIN AND THE TRIM CIRCUIT BREAKER WAS IMMEDIATELY PULLED. FLIGHT CONTINUED NORMALLY HAND FLOWN AND MANUAL TRIMMED TO THE DIVERSION AIRPORT WITH NO FURTHER PROBLEMS

Part: BEARING — DAMAGED (NR 5 COMPRESSOR)

THE SUBJECT ENGINE WAS REMOVED FOLLOWING A COMMANDED INFLIGHT SHUTDOWN ON APRIL 5TH, 2009. SHUTDOWN DETAILS: AT APPROX 39K, CREW NOTED NR 1 ENGINE THUMP AND VIBRATION, WITH OIL PRESSURE INDICATION IN RED (LOW). CREW PERFORMED ENGINE SHUTDOWN. ENG WAS RETURNED TO REPAIR AND O/H AND DISASSEMBLED AS REQUIRED TO ACCESS THE NR 5 BRG. A MATERIAL ANALYSIS (443741) WAS PERFORMED AND WITH FINDINGS INCONCLUSIVE. (K)

Part: ENGINE — FAILED (NR 1) · airframe 700 hrs · 512 cycles

AT FL380, .76M, A THUMP WAS FELT IN THE AIRFRAME WITH A CONSTANT VIBRATION. LT NR 1 OIL PRESS TURNED RED AND COMPLETED THE LOW OIL PRESS MEM ITEMS AND SHUT THE ENGINE DOWN. NR1 CHIP DETECT IS TRIPPED. INSPECTED CHIP DETECTORS AND OIL FILTER. FOUND METAL SHAVINGS. REMOVED ENG NR 1 IAW AMM 71-00-02.

Part: COMPRESSOR — SEPARATED (ENGINE)

ON CLIMB THROUGH FL140 CREW HEARD BANG FROM RT ENGINE WITH VIBRATION. RT ITT INCREASED 150C BUT NO OVER TEMP. REDUCED POWER, THEN BROUGHT POWER BACK UP, WITH SAME RESULT. CREW LANDED WITHOUT INCIDENT AND ENGINE REMOVED AND SENT FOR REPAIR AND OVERHAUL. (K)