N904HD

Part: WINDSHIELD — DELAMINATED (PILOTS SIDE) · airframe 6,642 hrs · 4,132 cycles

FLIGHT CREW REPORTED THE PILOTS SIDE WINDSCREEN DELAMINATING. THE MAINTENANCE VENDOR REMOVED THE WINDSCREEN AND INSTALLED NEW. OPERATIONS CHECKS OK, AIRCRAFT WAS RETURNED TO SERVICE.

Part: SIGNAL COND UNIT — DEFECTIVE (FUEL QTY) · airframe 6,584 hrs · 4,105 cycles

THE FLIGHT CREW REPORTED A WHITE "FUEL QUANTITY FAULT" MESSAGE ON THE EICAS. THE MAINTENANCE TEAM TROUBLESHOT AND DETERMINED THAT THE FUEL SIGNAL CONDITIONER WAS DEFECTIVE. THE DEFECTIVE UNIT WAS REMOVED AND AN OVERHAULED UNIT WAS INSTALLED. OPERATIONAL CHECKS WERE SATISFACTORY AND THE AIRCRAFT WAS RETURNED TO SERVICE

Part: ALTIMETER — FAULTY (COCKPIT) · airframe 4,906 hrs · 3,250 cycles

THE CREW REPORTED THAT THE STAND-BY ALT WAS NOT VIBRATING. TOTAL TIME ON STAND-BY ALTIMETER 53.8 HRS. PN 16650-114, SN 17353. THE DEFECTIVE UNIT WAS REMOVED & AN OVERHAULED UNIT INSTALLED.

Part: BRACKET — DAMAGED (LT MLG DOOR) · airframe 4,899 hrs · 3,246 cycles

DURING THE POST FLIGHT INSPECTION, THE FLIGHT CREW DISCOVERED THAT THE BRACKET & ROD CONNECTING THE LT MLG DOOR TO THE LT MLG WAS DAMAGED & BROKEN. THE DAMAGE LANDING COMPONENTS WERE R & R WITH NEW & IMPROVED PARTS. THE FAILURE OF THE LG DOOR ROD BRACKET CAUSED OTHER MINOR DAMAGE TO STRUCTURE IN THE WW THAT ALSO REQUIRED MINOR REPAIRS. COMPLIED WITH SERVICE BULLETIN 45-32-24 TO BOTH MLG.

Part: SELECTOR SWITCH — DEFECTIVE (COCKPIT) · airframe 4,871 hrs · 3,230 cycles

THE FLIGHT CREW REPORTED THAT DURING THE APPROACH FOR LANDING WHEN THE GEAR WAS SELECTED DOWN THE LG DID NOT EXTEND, 3 WHITE GEAR LIGHTS, BUT NO GREEN LIGHTS. ON THE SECOND ATTEMPT THE GEAR EXTENDED NORMALLY & LOCKED DOWN. TROUBLE SHOT & FOUND THE LG SELECTOR SWITCH TO BE DEFECTIVE. REMOVED THE CTR SWITCH PANEL, INSTALLED A NEW GEAR SELECTOR SWITCH. INSTALLED THE CTR PANEL. OPERATION CHECKS WERE SATISFACTORY. SELECTOR SWITCH PN 455188576-131T. ACFT RETURNED TO SERVICE.

Part: COMPUTER — FAULTY (STALL WARNING) · airframe 4,707 hrs · 3,138 cycles

A RT STALL WARNING FAIL CAS MSG INTERMITTENTLY BEING DISPLAYED DURING FLIGHT. THE CREW COMPLETED THE REQUIRED CHECKLIST ITEMS, BUT CORRECTIVE ACTIONS DIDN'T CORRECT THE ISSUE. TROUBLE SHOT THE RT STALL WARNING SYS & FOUND THE DUAL STALL WARNING COMPUTER FAULTY. THE COMPUTER PN C 8806-2 WAS REMOVED FROM SERVICE & AN INSPECTED UNIT INSTALLED & FUNCTIONAL CHECKED.

Part: HYDRAULIC LINE — RUPTURED (LT NACELLE) · airframe 4,293 hrs · 3,131 cycles

JUST FINISHED UP POST MX AIRFRAME & ENG CHECKS & WERE TAXIING BACK ONTO THE FBO RAMP FROM THE RUNUP AREA WHEN THEY HEARD A HYD PUMP CAVITATE & NOTED PRESS LOSS ON THE LT SIDE. THEY THOUGHT THEY HAD AN AIR BUBBLE FROM ALL OF THE COMPONENTS THAT HAD BEEN REMOVED FOR THE INSPECTION & TRIED TO CYCLE DIFFERENT SYS TO MOVE FLUIDS. WHILE DOING THIS THE RT HYD PUMP STARTED TO LOSE & REGAIN PRESS SO THEY WERE ABLE TO TAXI TO THE HANGAR BEFORE THEY LOST ALL HYD PRESS. AFTER EXITING THE ACFT THEY FOUND FLUID RUNNING OUT OF THE LT NACELLE & SLEEVE OFF OF IT & AND FOUND THE LINE LINKED & RUPTURED. IT WOULD HAVE BEEN VERY DIFFICULT THE IDENTIFY THE KINK IN THE HYD LINE DURING NORMAL MX BECAUSE OF THE FIRE SLEEVE OVER THE LINE. THIS LINE ALSO APPEARED TO BE A FACTORY INSTALLED HOSE ASSEMBLY. THERE ARE SEVERAL OTHER SERVICE DIFFICULTY REPORTS VERY SIMILAR TO THIS REPORT.

Part: WIRE HARNESS — DEFECTIVE (NLG STEERING) · airframe 4,621 hrs · 3,091 cycles

CREW REPORTED THAT THE NOSE WHEEL STEERING FAILED ON TAXI. THE STEERING COULD BE RESET, BUT WOULD NOT STAY ENGAGED. TROUBLESHOOTING FOUND THE NOSE WHEEL STEERING ELEC HARNESS TO BE DEFECTIVE & WAS REPLACED WITH NEW.

Part: WIRE HARNESS — DEFECTIVE (NLG STEERING) · airframe 4,621 hrs · 3,091 cycles

CREW REPORTED THAT THE NOSE WHEEL STEERING SYS HAD BEEN INTERMITTENT ON A FEW LEGS. ON THIS THIS LAST LEG DURING TAXI OUT FOR TAKEOFF THE STEERING WOULD NOT STAY ENGAGED AFTER RESET & THE CREW RETURNED TO BLOCKS. TROUBLESHOOTING FOUND THE NOSE WHEEL STEERING HARNESS TO BE DEFECTIVE PN 4591009187-007. THE HARNESS WAS REPLACED WITH NEW. FUNCTIONAL CHECKS WERE SATISFACTORY & THE ACFT WAS RETURNED TO SERVICE.

Part: COMPUTER — DEFECTIVE (STALL WARNING) · airframe 4,601 hrs · 3,081 cycles

DURING PREFLIGHT OPERATIONS IT WAS DISCOVERED THAT THE RT STALL WARNING SYS HAD FAILED. THE DEFECTIVE DUAL STALL WARNING COMPUTER SN 283 WAS REMOVED & AN INSPECTED STALL WARNING COMPUTER WAS INSTALLED IAW AMM 27-31-02.

Part: PCB — DEFECTIVE (GEN CONTROL) · airframe 4,505 hrs · 3,031 cycles

THE FLIGHT CREW REPORTED THAT AFTER THE NR 2 ENGINE WAS STARTED AND THE GENERATOR WAS ON-LINE. NR 2 GENERATOR WAS INDICATION HIGH VOLTAGE. TROUBLESHOOTING FOUND NR 2 GENERTATOR CONTROL PCB DEFECTIVE. PCB REPLACED WITH A NEW BOARD, FUNCTIONAL CHECKS WERE SATISFACTORY.

Part: FLEX LINE — LEAKING (DE ICE SYSTEM) · airframe 4,464 hrs · 2,998 cycles

DURING CLIMB AT FL310 WITH OAT -20C AND ANTI-ICE ON IN IMC CONDITIONS, THE RED CAS MESSAGE "WING/STAB LEAK" APPEARED. THE CHECKLIST WAS RUN AND THE MESSAGE WENT OUT. BOTH PILOT AND COPILOT CIRCUIT BREAKERS WERE PULLED IAW THE CHECKLISTS. MX TROUBLESHOOTING FOUND THE LT AND RT STAB DEICE FLEX TUBE LEAKING. REPLACED THE FLEX TUBES WITH NEW TUBES IAW AMM 30-10-00, FUNCTIONAL AND LEAK CHECKS SATISFACTORY.

Part: DRIVE UNIT — DEFECTIVE (TE FLAPS) · airframe 4,179 hrs · 2,828 cycles

THE CREW REPORTED THAT DURING APPROACH TO LANDING THE FLAPS WOULD FAIL BETWEEN 30 DEGREES AND 40 DEGREES. EXTENSIVE TROULESHOOTING UNDER THE GUIDENCE OF TECH SUPPORT FOUND THE FLAP POWER UNIT DEFECTIVE. UNIT WAS REPLACED WITH A MODIFIED FLAP DRIVE UNIT. THIS FLAP DRIVE UNIT WAS INSTALLED IN MARCH 2012 AT 4122.4 HRS TOTAL IN SERVICE 56.6 HRS BEFORE THIS FAILURE AND WAS A REPAIRED UNIT.

Part: FUEL CONTROL — LEAKING (NR 2 ENGINE) · airframe 4,158 hrs · 2,806 cycles

CREW REPORTED THE NR 2 ENGINE FUEL CONTROL IS LEAKING WITH THE APU RUNNING. THE LEAKING FUEL CONTROL WAS REMOVED AND A O/H FUEL CONTROL WAS INSTALLED ONTO ENGINE. FUNCTIONAL CHECKS SATISFACTORY.

Part: WIRE — BROKEN (CONTROL HANDLE) · airframe 4,128 hrs · 2,796 cycles

DURING APPROACH, FLAPS WOULD NOT EXTEND PAST 20 DEGREES. AFTER LANDING, FLAPS STILL FAILED TO RETRACT. TROUBLESHOOTING REVEALED HYD FLUID LEAKING FROM FLAP POWER UNIT. FLAP POWER UNIT REPLACED. FUNCTIONAL CHECKED SATISFACTORY. SAME PROBLEM OCCURRED ON NEXT FLIGHT. REPLACED FLAP CONTROL UNIT. THE SAME PROBLEM OCCURRED ON NEXT FLIGHT. TROUBLESHOOTING IDENTIFIED A BROKEN WIRE ON S23 ARMING SWITCH THAT ENERGIZES THE FLAP TIME DELAY RELAY, MOUNTED ON THE FLAP CONTROL HANDLE ASSY. WIRE SOLDERED TO THE S23 ARMING SWITCH MOVED WITH MOVEMENT OF FLAP SELECTION HANDLE AND CAUSED WIRE TO BREAK. WIRING REPAIRED AND ACFT RETURNED TO SERVICE.

Part: POWER UNIT — DEFECTIVE (TE FLAPS) · airframe 4,122 hrs · 2,793 cycles

DURING APPROACH, CREW WAS UNABLE TO EXTEND FLAPS PAST THE 8 DEGREE SETTING. THE ACFT LANDED WITHOUT INCIDENT. AFTER LANDING, FLAPS OPERATED CORRECTLY. TROUBLESHOOTING IDENTIFIED THE FLAP POWER UNIT (FPU) AS BEING DEFECTIVE. REPLACED UNIT WITH REPAIRED FLAP DRIVE UNIT. FUNCTIONAL CHECKS SATISFACTORY.

Part: SHUTOFF VALVE — FAILED (SPOILER SYS) · airframe 4,008 hrs · 2,725 cycles

CREW REPORTED AFTER ENGINE START AND SPOILER CHECK RECEIVED A "SPOILER FAIL" CAS MESSAGE, MESSAGE WOULD NOT CLEAR. TROUBLESHOOTING FOUND THAT THE SPOILERON COMPUTER DEFECTIVE. THE COMPUTER WAS REPLACED WITH A REPAIRED COMPUTER, HALF WAY THROUGH THE CONFIGURATION AND CALIBRATION TESTING THE NEW COMPUTER THAT WAS INSTALLED WAS FOUND TO DEFECTIVE. TROUBLESHOOTING FOUND AN ISSUE WITH THE SPOILER HYDRAULIC SHUTOFF VALVE THAT WAS MAKING THE COMPUTER FAIL UNDER A LOAD. THE SHUTOFF VALVE WAS REPLACED WITH REPAIRED UNIT, FUNCTIONAL CHECKS WERE COMPLETED PER THE AMM 27-60-02.

Part: DISPLAY — DEFECTIVE (COCKPIT) · airframe 3,956 hrs · 2,696 cycles

THE CREW REPORTED DURING THE PREFLIGHT FOUND DU NR 3 BLANK/INOP. TROUBLESHOT AND FOUND THE NR 3 DISPLAY UNIT TO BE DEFECTIVE. REMOVED THE DISPLAY UNIT P/N 7014300-901 S/N 0808H441. INSTALLED A NEW DISPLAY UNIT FUNCTIONAL CHECKS SATISFACTORY. REF: LEAR 45 AMM 31-60-00. NOTE: DU THAT WAS REMOVED WAS REPAIRED AND INSTALLED INTO THIS AIRCRAFT JULY 2010. TIME IN SERVICE BEFORE UNIT FAILED 320.6 HRS

Part: FUEL LINE — LEAKING (APU) · airframe 3,872 hrs · 2,628 cycles

CREW REPORTED FUEL DRIPPING FROM AIRCRAFT OVERBOARD DRAIN LINE ASSOCIATED WITH THE APU. TROUBLESHOOTING FOUND THE HIGH PRESSURE FUEL LINE INLET CONNECTION AT THE FUEL NOZZLE MANIFOLD TO BE DRIPPING FUEL ONTO THE HOT APU ENGINE WHEN RUNNING. A CONICAL SEAL WAS INSTALLED ONTO THE INLET CONNECTION PER MM. GROUND RUN AND LEAK CHECKS SATISFACTORY.

Part: AUDIO/VIDEO UNIT — DEFECTIVE (CABIN) · airframe 3,854 hrs · 2,615 cycles

THE CREW REPORTED THAT THE PASSENGER BRIEFER AUDIO IS VERY LOW. TROUBLESHOOTING DISCOVERED THAT THE CABIN AUDIO P/N PA-7500A S/N 110000774 WAS DEFECTIVE. REMOVED UNIT FOR REPAIRS. WAITED SIX WEEKS FOR AUDIO INTERNATIONAL TO REPAIR UNIT. INSTALLED SAME UNIT AFTER "REPAIRS" FOUND STILL DEFECTIVE. REMOVED UNIT AGAIN FOR REPAIRS. VERY DISAPPOINTED WITH AUDIO INTERNATIONAL THEY WERE NOT ABLE TO SUPPORT WHAT THE MANUFACTURE. ENDED UP INSTALLING A INSPECTED UNIT S/N 07980266 FROM AI WHICH HAD DIFFERENT SET OF PROBLEMS. AFTER THE THIRD DEFECTIVE UNIT S/N 120100236, DECIDED THAT AI HAS ISSUES IN THEIR QC SYSTEM. ORDERED A FORTH "NEW" UNIT S/N 020100553 FROM LEARJET. FUNTIONAL CHECKS SATISFACTORY.

Part: COMPUTER — FAILED (RT ENGINE) · airframe 3,776 hrs · 2,573 cycles

DURING THE TAKEOFF ROLL AFTER REACHING TAKEOFF THRUST, AND AROUND 80 KIAS RECIEVED A RT ENG COMPUTER FAULT CASS MESSAGE. ABORTED TAKEOFF. RAN ABNORMAL CHECKLIST FOR FAULT AND WAS ABLE TO RESET THE RT ENGINE COMPUTER. TAXIED BACK TO TAKEOFF AGAIN. ON THE SECOND ATTEMPT, RECIEVED THE SAME CASS MESSAGE AT THE SAME POINT IN THE TAKEOFF ROLL, AND ABORTED TAKEOFF AGAIN. THIS TIME THE ENGINE COMPUTER WOULD NOT RESET, TAXIED BACK TO THE FBO AND CALLED MX. THE PROBLEM WAS TROUBLSHOT AND IT WAS DETERMINED TO BE A BAD ENGINE COMPUTER.

Part: MUFFLER — CRACKED (CABIN AIR) · airframe 3,561 hrs · 2,435 cycles

DURING ROUTINE MX ON THE HYD SYS, MX DISCORVERED THAT SOME OF THE INSULATION SURROUNDING THE COCKPIT AIR DUCT MUFFLER ASSY ON THE FLOOR STRUCTURE IN THE AFT BAGGAGE AREA. INVESTIGATION REVEALED THAT THE MUFFLER WAS CRACKED IN 2 AREAS ALONG THE VERTICAL SIDE AT CORNER 3" LONG AND THE OTHER 2.5" LONG NEAR THE INLET PORT. THE CRACKS WERE REPORTED TO TECH SUPPORT. THE UNIT WAS REPLACED WITH NEW.