CORPORATE AIRCRAFT MANAGEMENT INC.

AIRCRAFT DEPARTED HVN IN LIGHT RAIN/ WINTRY MIX WEATHER TEMPERATURE 35 DEGREES HEADED OMA FOR A FUELING EVOLUTION, AIRCRAFT CLIMBED DIRECT TO THEIR ASSIGNED ALTITUDE 38,000 FT AND WAS THERE FOR 3.8 HRS. THE TEMPERATURE AT OMA WAS 12 DEGREES AT NOON. (PILOTS NARRATIVE BELOW) DESCENDED INTO OMAHA FOR FUEL STOP. FLIGHT NORMAL. NOTHING OUT OF ORDINARY. CLEARED FOR THE VISUAL APPROACH AT OMAHA. CALLED FOR FLAPS FIFTEEN. NO ANOMALIES. CALLED FOR GEAR DOWN. ANNUNCIATION SHOWED BOTH MAINS GREEN AND RED FOR NOSE GEAR. I ASKED FO TO DOUBLE CHECK UNDER DOOR ON FAR-RIGHT SIDE OF COCKPIT TO VERIFY. HAD 2 GREENS FOR MAINS AND A NEGATIVE INDICATION FOR THE MECHANICAL NOSE INDICATOR. NO ANNUNCIATOR FOR HYDRAULICS. JUST RED FOR NOSE GEAR. ASKED FO TO CYCLE GEAR UP THEN BACK DOWN. SAME RESULT: TWO GREENS AND RED ON NOSE. WANTED A VISUAL ON THE GEAR IF WE COULD GET IT AND ASKED TOWER FOR A LOW PASS AND IF THEY WOULD VISUALLY VERIFY COCKPIT INDICATIONS. TOWER INFORMED US TWO MAINS DOWN WITH NO NOSEWHEEL AND DOORS SHUT. ASKED TOWER FOR DELAY VECTORS TO WORK ON THE PROBLEM. FO GOT OUT THE CHECKLIST AND WE STARTED PROCEDURE ACCORDING TO THE CHECKLIST. LOT OF FORCE NEEDED TO PUMP ON HANDLE AT FIRST. AFTER SOME PUMPING FELT AND HEARD NOSE DOORS POP OPEN AND PUMP BECAME EASIER FOR APPROXIMATELY 10 PUMPS THEN HAD TO USE FORCEFUL PUMPING AGAIN. RED ANNUNCIATOR WENT OUT AT THIS TIME INDICATING GEAR IN TRANSIT. AFTER MORE PUMPING FINALLY GOT A GREEN LIGHT ON THE NOSEWHEEL. I CHECKED THE TILLER AND SAW THE POINTER AT 12 O'CLOCK INDICATING LOCKED. WE READ THROUGH THE ABNORMAL PROCEDURE FOR A FLAPS 15 LANDING AND ASKED THE TOWER FOR LONGER RUNWAY AT OMAHA. FLEW THE VISUAL APPROACH AND I PUMPED THE HANDLE A FEW MORE TIMES ON SHORT FINAL. SET THE AIRCRAFT DOWN AND HELD NOSE OFF AS LONG AS POSSIBLE. LANDING NORMAL. HAD STEERING AND ALL LIGHTS GREEN. THE ONLY OTHER ANNUNCIATOR THAT CAME ON WAS AT THE END OF THE PUMPING PROCEDURE WHEN THE GEAR WAS DOWN AND LOCKED INDICATING AUXILIARY RESERVOIR LOW WHICH FLICKERED AND WENT OUT A COUPLE OF TIMES. THE TOWER INFORMED US THEY WERE DECLARING AN EMERGENCY WHEN WE ASKED FOR THE VISUAL FOR THE LONGER RUNWAY. WE PINNED THE PLANE AND SHUT IT DOWN.

BETWEEN FLIGHT LEVEL'S 370 & 380 AT THE POINT OF LEVELING OFF AT 380 THE CABIN ALT RED ANNUNCIATOR ON THE MASTER WARNING PANEL ILLUMINATED AND THE AURAL HORN SOUNDED, AND THE PILOTS CHECKED THE PRESSURIZATION CONTROLLER AND NOTICED THE CABIN ALTITUDE GAUGE NEEDLE WHICH WAS IN THE RED ARCH AT 9300 FT. THEY THEN IMMEDIATELY PROCEEDED WITH THEIR O2 MASK ON AND REQUESTED AN EMERGENCY DECENT PER PROCEDURE, AS THE AIRCRAFT DESCENDED TO 10,000 FT THE CABIN ALTITUDE, DIFFERENTIAL PRESSURE & RATE NEEDLE ON THE TRIPLE INDICATOR WERE FOLLOWING THE DESCENDING AIRCRAFT IN ALTITUDE, AS DID THE WARNING HORN AND MASTER CAUTION/WARNING LIGHT EXTINGUISH. THE AIRCRAFT LANDED SAFELY AND TAXIED TO THE RAMP. I DEBRIEFED THE CREW OVER THE PHONE ON WHAT THEY WITNESS & FELT. THE NEXT DAY SATURDAY I CALLED WEST STAR AOG LINE AND REQUESTED AND GOT TWO FIELD SERVICE TECHS TO THE LOCATION AND THEY GOT A DEBRIEF FROM THE CREW AND THEN PROCEEDED TO PERFORMED A GROUND PRESSURIZATION CHECK PER THE AMM AND FOUND THE SYSTEM PERFORMING VERY SLUGGISH, AFTER THE INITIAL CHECK THEY THEN INSPECTED THE LOWER L/H & UPPER R/H OUTFLOW VALVES AND DISCOVERED THAT A INSULATION BLANKET HAD WORKED ITS WAY INTO THE VALVE KNIFE EDGE AND SEAT AREA AT THE UPPER RH OUTFLOW VALVE, AND THAT ALONE CAUSED THE VALVE TO FAIL TO CLOSE ENOUGH TO PROVIDE THE PROPER CABIN DIFFERENTIAL PRESSURE AT THE ALTITUDE THAT THE AIRCRAFT WAS FLYING AT. THE FIELD SERVICE TEAM CLEARED THE FOD / OBSTRUCTION FROM THE AREA AND THEN PERFORMED ANOTHER GROUND PRESSURIZATION AND LEAK DOWN TEST AND THE SYSTEM RESPONDED POSITIVELY AND PASSED THE GROUND OPERATIONAL TEST. WESTAR FIELD SERVICE TEAM THEN RETURNED THE AIRCRAFT BACK TO SERVICE PER AMM 21-30-00 IN THE FLIGHT LOGBOOK. THE CREW THEN DID THEIR PREFLIGHT AND FLEW THE AIRCRAFT BACK HOME TO STL WITHOUT INCIDENT AND IN NORMAL OPERATION.

PILOTS REPORT HAVING AN UNCOMMANDED AUTOPILOT DISCONNECT THAT RESULTED IN THE AIRPLANE PITCHING UP. THE CAPTAIN PUSHED THE YOKE FORWARD AND GOT SPARKS FROM THE FORWARD SIDE OF THE YOKE. THE AIRPLANE LANDED AT KLAL INSTEAD OF KAPF. IT APPEARS THAT THE SHARP EDGE OF THE CAPTAIN'S DISPLAY CUT INTO THE WIRES THAT COME OUT OF THE YOKE AND CAUSED THE SPARKS. WIRES WERE REPAIRED AND AUTOPILOT SYSTEM IS BEING EVALUATED AT THIS TIME.

CREW NOTICED A BRIEF CHANGE IN OIL PRESSURE FOR THE LEFT ENGINE. THE PRESSURE CONTINUED TO STAY ABOUT 25 PSI BUT STARTED TO FLUCTUATE OVER THE NEXT HOUR. DIVERTED, SHUT DOWN THE LEFT ENGINE . ON THE GROUND THE CREW NOTICED A LOT OF OIL ON THE LEFT ENGINE COWLING. FOUND THE OIL CAP IN PLACE. SERVICED THE OIL AND PERFORMED A LEAK CHECK. FOUND THE STARTER GENERATOR LEAKING AND REPLACED IT. OIL PRESSURE WAS NORMAL FOR THE DURATION OF THE LEAK CHECK.

RT STARTER GENEREATOR WOULD NOT START.

NOSE STRUT WOULD NOT EXTEND, FOUND SEAL LEAKED PRESSURE OUT.

RT MAIN BRAKE LOCKED ON LANDING, CAUSING TIRE TO GO FLAT.

PRESSURIZATION WENT TO EMERGENCY CONFIGURATION AT 41,000 FLIGHT LEVEL. CREW PERFORMED AN DESCENT TO 13,000 FT AND PROCEEDED TO DESTINATION WITH NO OTHER PROBLEMS.

RT ENGINE WOULD NOT START. STARTER WOULD NOT ROTATE ENGINE AND TRIP CIRCUIT BREAKER. FOUND GCU BAD.

LANDING GEAR DID NOT COME DOWN WHEN SELECTED. PERFORMED EMERGANCE EXTEND AND LANDED WITH NO PROBLEMS. FOUND SWITCH IN GEAR CONTROLLER INTERMITTENTERLY HAVING HIGH RESISTANCE. (K)

LEFT MAIN BRAKE FAILURE.

MAIN TIRE FLAT. FUSE PLUGS BLOWN.

TAKEOFF CONFIGURATION WARNING HORN SOUNDED ON TAKEOFF ROLL, THE CREW ABORTED THE TAKEOFF. ONCE CLEAR OF THE RUNWAY THE TAKEOFF CONFIGURATION WAS CHECKED AND RESET, WITH NO FURTHER PROBLEM.

CO-PILOTS AIRSPEED/ MACH INDICATOR FAILED AND FLAGGED PRIOR TO TAKEOFF. FLIGHT WAS CANCELLED.

THIRD FAILURE OF RADAR INDICATORS NR 1. AFTER 1 HOUR OF FLIGHT, IMAGES WOULD GET FUZZY. AFTER 2 HOURS THIS UNIT WENT TOTALLY BLANK. AFTER 30 MINUTES OF FLIGHT UNIT IMAGE WOULD STROBE. BLANK SCREEN TO IMAGE TO BLANK SCREEN. UNITS NR 2 & 3 REPAIRED UNITS FROM HONEYWELL.

RADAR INDICATOR COMES ON THE GOES OUT WITHIN 10 MINUTES. REMOVE AND REPLACE RADAR R/T.

RIGHT UPPER MIDDLE ENGINE PYLON SKIN DUE TO CRACKING AT LOCATION OF PRE-EXISTING REPAIR OF HOLE AND CRACK IN SKIN.

LEADING EDGE SKIN PANEL OF RIGHT PYLON HAS CHAFED HOLE FROM CONTACT WITH COWLING.

FUSELAGE BELLY SKIN CHAFED JUST AFT OF NOSE LANDING GEAR AREA.

AOA INDICATOR NEEDLE WILL NOT FOLLOW AOA PROBE MOVEMENT THROUGH FULL RANGE OF TRAVEL. NEEDLE STAYS IN UPPER (RED ARC) OF INDICATOR.

HF RADIO FAILED TO FUNCTION.

RADAR INDICATOR HAS A GOOD TEST PATTERN BUT WILL NOT PAINT WEATHER AND/OR GROUND.

COCKPIT VOICE RECORDER CIRCUIT BREAKER TRIPPED DURING FUNCTIONAL TEST. UNABLE TO RESET.

NR 1 COMMUNICATION RADIO DIFFICULT TO UNDERSTAND WHEN IN VISUAL MOISTURE. FOUND LEFT SIDE OF LEADING EDGE OF ANTENNA DEBONDED.

ADF INDICATOR INTERMITTENTLY WILL NOT LOCK ON SIGNAL, NEEDLE WOULD WANDER OFF STATION, THEN LOCK ON TO STATION. PILOT REPORTED THAT IT WAS UNRELIABLE.

ENGINE INLET INNER LINER CRACKED. FOUND DURING COMPLIANCE WITH RECOMMENDED SERVICE BULLETIN SB71-32.