Corporate Aircraft Management Inc.

Part: LANDING GEAR — ACTIVE (ZONE 700) · airframe 10,118 hrs · 6,817 cycles

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.

Part: OUTFLOW VALVE — WARNING MESSAGE (ZONE 200)

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.

Part: WIRE — CUT (AUTOPILOT) · airframe 5,207 hrs · 4,225 cycles

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.

Part: GARLOCK SEAL — LEAKING (STARTER) · airframe 6,083 hrs · 4,230 cycles

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.

Part: STARTER GEN — MALFUNCTIONED (RIGHT) · airframe 9,685 hrs · 5,716 cycles

RT STARTER GENEREATOR WOULD NOT START.

Part: SEAL — LEAKING (NLG STRUT) · airframe 2,366 hrs · 2,177 cycles

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

Part: BRAKE ASSY — LOCKED (MLG) · airframe 6,370 hrs · 5,989 cycles

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

Part: CONNECTOR — SEPARATED (CABIN PRESSURE) · airframe 6,202 hrs · 5,887 cycles

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.

Part: GCU — SHORTED (RT ENGINE) · airframe 5,740 hrs · 4,942 cycles

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

Part: SWITCH — MALFUNCTIONED (NLG & MLG) · airframe 4,825 hrs · 8,686 cycles

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)

Part: BRAKE — FAILED (LT MLG) · airframe 5,536 hrs · 4,760 cycles

LEFT MAIN BRAKE FAILURE.

Part: FUSIBLE PLUG — BLOWN (MLG WHEEL) · airframe 7,576 hrs · 4,394 cycles

MAIN TIRE FLAT. FUSE PLUGS BLOWN.

Part: WARNING HORN — ACTIVATED · airframe 4,300 hrs · 8,335 cycles

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.

Part: INDICATOR — FAILED (AIRSPEED) · airframe 9,935 hrs · 6,041 cycles

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

Part: RADAR — MALFUNCTIONED (COCKPIT) · airframe 8,940 hrs · 5,380 cycles

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.

Part: TRANSCEIVER — FAULTY (WX RADAR) · airframe 5,925 hrs · 5,824 cycles

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

Part: SKIN — CRACKED (RT PYLON) · airframe 2,067 hrs · 2,245 cycles

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

Part: SKIN — CHAFED (RT PYLON) · airframe 2,067 hrs · 2,245 cycles

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

Part: SKIN — CHAFED (FUSELAGE) · airframe 2,067 hrs · 2,245 cycles

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

Part: INDICATOR — FAULTY (COCKPIT) · airframe 8,746 hrs · 6,528 cycles

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

Part: RADIO — FAILED (COCKPIT) · airframe 8,913 hrs · 5,362 cycles

HF RADIO FAILED TO FUNCTION.

Part: INDICATOR — MALFUNCTIONED (COCKPIT) · airframe 5,912 hrs · 5,816 cycles

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

Part: CVR — SHORTED (COCKPIT) · airframe 8,746 hrs · 6,528 cycles

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

Part: ANTENNA — DEBONDED (NR 1 COMM) · airframe 5,886 hrs · 5,802 cycles

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

Part: RECEIVER — UNRELIABLE (ADF SYSTEM) · airframe 5,902 hrs · 5,810 cycles

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

Part: INLET — CRACKED (ENGINE) · airframe 8,838 hrs · 5,316 cycles

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