TALON AIR, LLC

Operated by Talon Air (per NTSB report)

LH WINDSHIELD OUTER PLY CRACKED AT ALTITUDE.

DURING CRUISE PORTION OF FLIGHT AT ALTITUDE 39,000 FT. FLIGHT CREW EXPERIENCED CABIN DECOMPRESSION, DONNED THEIR OXYGEN MASKS, DECLARED EMERGENCY, AND DIVERTED FROM DESTINATION TO KLBB. FAILURE OF CABIN PRESSURIZATION MIXER DUCT 25-8VF561-1A AND RUBBER COUPLING OCCURRED THAT VENTS CABIN PRESSURIZATION TO AMBIENT AIR. AIRCRAFT LANDED SAFELY AT LBB WITH NO INJURIES NOTED. FAILURE WAS SAME AS NOTED IN FAA SAIB CE-20-10

AFTER DEPARTURE IN CLIMB THROUGH APPROXIMATELY 12000 FT. COPILOTS SIDE WINDOW SHATTERED. FLIGHT CREW DECLARED EMERGENCY AND RETURNED TO ORIGIN AIRPORT, WHILE STILL IN FLIGHT FLIGHT CREW REPORTS SEEING SPARKS AND BURNING SMELL COMING FROM WINDOW AND WINDOW CONTINUING TO CRACK WHILE AIRCRAFT DESCENDED ON APPROACH TO AIRPORT. COPILOTS SIDE WINDOW P/N 401-384001-0010 S/N 07081H9414 HAD SAME TSN AS THE AIRCRAFT. THE ISSUE OF SHATTERING PILOTS AND COPILOTS SIDE WINDOWS IN THE HAWKER 4000 CONTINUES TO BE AN UNRESOLVED PROBLEM IN THIS MODEL AIRCRAFT. TEXTRON (TC HOLDER) AND PPG WINDOW MFG. HAVE NOT YET EXAMINED THE WINDOW OR SUGGESTED ANY NEW INSPECTIONS TO THE WINDOW OR THE WINDOW FRAME FOR THIS ONGOING HAZARD TO PILOTS SAFETY IN THE COCKPIT.

WHILE IN CRUISE FLIGHT CREW HEARD LOUD WHISTLING NOISE COMING FROM PILOTS SIDE WINDOW PANEL B. DUE TO CONTINUING FAILURES AND UNRESOLVED ISSUES WITH WITH THIS MAKE MODEL AIRCRAFT AND BOTH PILOTS AND COPILOTS SIDE COCKPIT WINDOWS. FLIGHT CREW ELECTED TO DIVERT AND PERFORMED UNSCHEDULED LANDING. PILOTS SIDE COCKPIT WINDOW PANEL B P/N 401-384001-009 WAS REPLACED WITH NEW PANEL, UPON REMOVAL OF WINDOW SOOT WAS NOTED ON THE WINDOW SEAL EVIDENCE OF SLIGHT CABIN PRESSURIZATION LEAK WHICH WAS THE CAUSE OF THE NOISE. THIS WINDOW HAD NOT BEEN REMOVED FROM THE AIRCRAFT SINCE AIRCRAFT PRODUCTION AND HAD SAME TSN AS THE AIRCRAFT 5001. NOTE: THIS CONTINUES TO BE AN UNRESOLVED ISSUE THAT TC HOLDER TEXTRON AND WINDOW MFG PPG HAVE YET TO ADDRESS. CURRENTLY THE HAWKER 4000 AMM CHAP 5 HAS NO REQUIREMENTS TO REMOVE COCKPIT WINDOWS FOR ANY REQUIRED WINDOW OR WINDOW FRAME INSPECTIONS.

PIC REPORTS WHILE IN DESCENT AT APPROXIMATELY 27,000 FT. GETTING RED ECAS MESSAGE FOR RIGHT WINDSCREEN OVERHEAT, FLIGHT CREW TURNS OFF WINDSCREEN HEAT, HAS SIC CHECK RIGHT WINDSCREEN TO SEE IF IT FEELS HOT, SIC STATES WINDSCREENS ARE COLD. PIC TURNS ON RIGHT WINDSCREEN HEAT AT 19000 FT. ECAS MESSAGE FOR RIGHT WINDSCREEN OVERHEAT IMMEDIATELY RETURNED, PIC TURNS OFF WINDSCREEN HEAT AND WITHIN ONE MINUTE RIGHT WINDSCREEN SHATTERS OUTER PANE. FLIGHT CREW REPORTS TO ATC AND REQUESTS EXPEDITED LANDING AT ATL. AIRCRAFT LANDS WITHOUT FURTHER INCIDENT. UPON REPLACEMENT OF RIGHT WINDSCREEN AIR CARRIER MAINTENANCE PERSONNEL REPORT FAILED WINDSCREEN "HUMP SEAL" ALLOWING MOISTURE AND WATER BETWEEN WINDOW PANES NEAR HEATING ELEMENT WIRING WHICH HAS CAUSED A HEATING ELEMENT SHORT AND LIKELY CAUSE OF SHATTERED OUTER PANE.

DURING PART 135 FLIGHT AIRCRAFT PILOTS SIDE FORWARD WINDSCREEN OUTER PANEL SHATTERED IN FLIGHT. FLIGHT CREW DIVERTED AND LANDED SAFELY. CAUSE OF FAILURE; INTERNAL SEAL AROUND THE WINDSCREEN ALLOWING WATER INTO WINDSCREEN HEATING ELEMENT WHICH SHORTED OUT, CAUSING HOT SPOT AND ULTIMATELY SHATTERING THE WINDSCREEN OUTER PANEL. AIRCRAFT MFG TEXTRON AND WINDOW MFG PPG HAVE NOT INVESTIGATED OR DETERMINED THE CAUSE OF THIS OR NUMEROUS OTHER COCKPIT WINDOW SHATTERING EVENTS.

WINDSHIELD HEAT CONTROLLER FAILURE CAUSING OVER HEATING OF LEFT FORWARD SIDE WINDSCREEN. PILOTS REPORTED SMOKE IN THE COCKPIT FROM BUS BAR CONNECTION ON WINDOW. MAINTENANCE PERSONNEL DETERMINED SMOKING BUS BAR WAS CAUSED BY OVER VOLTAGE / AMPERAGE CONDITION OF THE FAILED WINDOW HEAT CONTROLLER

A/C EXPERIENCED A FAILURE OF THE OUTER PANEL OF THE CO-PILOTS SIDE REAR WINDOW WHILE PASSING THRU FL250 & WITHIN MOMENTS OF CHECKING THE CHECKLIST THE WINDOW HAD A COMPLETE FAILURE FOLLOWED BY DECOMPRESSION. CREW EXECUTED AN EMERGENCY DESENT PROCEDURES & DECLARED AN EMERGENCY. DUE TO EXTREME NOISE IN COCKPIT BROADCASTED INTENTIONS WITH ATC IN THE BLIND. AFTER DECENDING THROUGH 14000 AND SLOWING AIRCRAFT COMMUNICATION WITH ATC WAS RESTORED. LAND KACY WITH NO FURTHER ISSUES. EMERGENCY AND MEDICAL PERSONNEL MET THE A/C & ASSISTED WITH PASSENGER & CREW NEEDS. WHILE MX TECH WAS INSPECTING WINDOW AREA IT WAS NOTED THAT THE HARDWARE SECURING THE WINDSHIELD ALONG WITH ALL THE OTHER WINDSHIELDS WAS INCORRECT PER THE IPC. ALL SIDE WINDOWS ARE ORIGINAL AND WERE INSTALLED AT THE FACTORY DURING BUILD.

FLT. CREW REPORTS DURING CRUISE NUMEROUS CAS MESSAGES RELATED TO AIRCRAFT ANTI-ICE FAIL. AIRCRAFT DIVERTS BACK TO MAINTENANCE BASE KFRG, AFTER TROUBLESHOOTING FAILURE DETERMINED TO BE RH ENGINE ANTI-ICE VALVE INOPERATIVE. VALVE IS REPLACED WITH SERVICEABLE UNIT AND AIRCRAFT RETURNED TO SERVICE WITHOUT FURTHER ISSUES NOTED.

AIR TURBINE STARTER SEVERE OVERHEAT RH ENGINE CAUSED FLIGHT CREW TO RECEIVE A RH ENGINE FIRE INDICATION DURING TAKEOFF. TAKEOFF WAS ABORTED AT 100 KTS. AIRCRAFT TAXIED BACK TO RAMP AIRPORT FIRE RESCUE DID RESPOND AND DETERMINE THERE WAS NO FIRE BUT AIR TURBINE STARTER OVERHEAT HAD CAUSED INTERNAL OIL TO SMOKE AND SOOT THE AIR TURBINE STARTER AND HEAVILY DAMAGE THE ENGINE FAN CASE. FURTHER INVESTIGATION INDICATES AIR TURBINE STARTER HAD BEARING AND DRIVE CLUTCH FAILURE WHICH CAUSED THE AIR TURBINE STARTER TO OVERHEAT.

DURING CRUISE FL 410, THE RT HYD OVERHEAT CAS MSG POSTED. CREW FOLLOWED CHECKLIST DESCENDING TO FL350, CREW NOTED HYD TEMP RISING. AS TEMP STEADILY ROSE CREW ACCOMPLISHED A PRECAUTIONARY RT ENG SHUTDOWN. CREW DECLARED AN EMER & DIVERTED.

CREW EXPERIENCED AN ABNORMAL GEAR EXTENSION. WHEN THE GEAR WAS SELECTED DOWN THE NOSE GEAR DOORS OPENED AND THE NOSE GEAR DID NOT EXTEND. CREW DECLARED A MISS APPROACH AND HELD. CREW CYCLED GEAR 4 TIMES WITH NOSE GEAR NOT DEPLOYING. EMERGENCY GEAR EXTENSION CHECKLIST INITIATED- GEAR DEPLOYED AND LOCKED SUCCESSFULLY. UNEVENTFUL LANDING. REPLACED FAILED LANDING GEAR CONTROL MANIFOLD WITH NEW. ACCOMPLISHED OPS CHECKS AND PERFORMED SEVERAL GEAR SWINGS WITH NO ABNORMALITIES NOTED.

PRIMARY LANDING GEAR DOWN, INDICATOR FAILURE GEAR LIGHTS CIRCUIT BREAKER TRIPPED & "FLT ANN." CIRCUIT BREAKER TRIPPED. TROUBLESHOT SYSTEM AND FOUND WIRES CHAFED IN THE CIRCUIT FOR THE RT PRIMARY GEAR DOWN LOCK SWITCH AND FOUND THE SECONDARY DOWN LOCK SWITCH OUT OF TOLERANCE. REPLACED PRIMARY AND SECONDARY DOWN LOCK SWITCHES AND WIRING IAW MM 32-30-01. ACCOMPLISHED OPS CHECKS AND GEAR SWINGS WITH NO DEFECTS NOTED.

DURING APPROACH, RT FUEL EJECTOR CAS MESSAGE POSTED. R & R RT ENGINE FUEL PRESSURE SWITCH & PRIMARY EJECTOR PRESSURE SENSOR WITH NEW. PERFORMED A SATISFACTORY OPS AND LEAK CHECK WITH NO DEFECTS NOTED. ALL WORK IAW AMM TASKS 28-21-05-400-801 & 73-30-01-400-801.

DURING CLIMB, CREW DID NOT RECEIVE GEAR DOOR CLOSURE WITH LANDING GEAR RETRACTION. ON LOW PASS TOWER VERIFIED BOTH DOORS OPEN WITH GEAR RETRACTED. ACFT RETURNED TO DEPARTURE. ACCOMPLISHED TROUBLESHOOTING STEPS IAW MM 32-30-00 WITH NO DEFECTS NOTED. AS A PRECAUTION, REMOVED NOSE STRUT FROM ACFT FOR SERVICE AND NOTED FLUID ON TOP OF STRUT AT SERVICING CAP. PERFORMED FULL STRUT SERVICE AND SECURED SERVICING CAP. REINSTALLED NOSE STRUT AND ACCOMPLISHED REQUIRED GEAR RETRACTION CHECKS WITH NO DEFECTS NOTED. ALL WORK ACCOMPLISHED IAW MM 32-20-00.

UPON TAKEOFF FROM THE EAST RIVER , THE WINDS WERE OUT OF THE WEST RESULTING IN A RT CROSSWIND TAKEOFF. WATER RUDDERS WERE LT DOWN, IAW SOP, TILL ON STEP TO PREVENT A WEATHERCOCK TENDENCY. THE CREW HAD TROUBLE RAISING THE WATER RUDDERS BUT ON BECOMING AIRBORNE THEY RETRACTED. THE CREW DEPARTED SOUTH OUT OF THE EXCLUSION. UPON ARRIVAL, THE CREW DISCOVERED THAT OUR RT WATER RUDDER WAS MISSING. MX WAS NOTIFIED.

DURING APPROACH, CREW LOWERED GEAR. UPON GEAR EXTENSION, NO GREEN LIGHT NOTED FOR NOSE GEAR. CREW PERFORMED A MISS APPROACH AND FOLLOWED ACFT CHECKLIST. UPON RE EXTENSION NO LIGHT INDICATION WAS NOTED FOR NOSE GEAR, ALTHOUGH NOSE GEAR PIN INDICATED GEAR WAS DOWN. ACCOMPLISHED A NORMAL LANDING. DURING LANDING RT MAIN GEAR GREEN LAMP WENT OUT, BUT STANDBY GEAR LIGHT WAS ILLUMINATED. PERFORMED A VISUAL INSPECTION OF NOSE GEAR ASSY AND WHEEL WELL. NO DEFECTS NOTED. REPLACED NOSE AND RT MAIN GEAR DOWN AND LOCK GREEN ANNUNCIATOR LAMPS WITH NEW. OPS CHECKED GEAR INDICATING SYS IAW AMM 32-60-00.

AFTER PUSHBACK FLIGHT ENGINEER FOUND THE CROTCH SEATBELT MISSING FROM FIRST OBSERVER'S SEAT. AIRCRAFT CAME BACK TO GATE AND MAINTENANCE DEFERRED THE FIRST OBSERVER'S SEAT IAW MEL 25-23-1.

WITH NR 2 ENGINE FIRE LOOP "B" ON DEFERRAL AND APPROXIMATELY 140NM OUT OF ICN AT FL29 LOOP "A" FIRE DETECTOR LIGHT AND FAULT LIGHT ILLUMINATED FOLLOWED BY FIRE WARNING BELLS. THE ENGINE WAS SHUTDOWN AND FIRE HANDLE PULLED WITH OUT DISCHARGING BOTTLES. OIL PRESSURE WAS MAINTAINED AT JUST OVER 4 PSI, 10 PERCENT N1; 7 PERCENT N2 NAC TEMP 2.0. MAINT FOUND THE DUCT FOR THE PRESSURE RELIEF VALVE LEAKING AND REPLACED SAME. ALSO, THE FORWARD AND AFT UPPER FIRE DETECTORS WERE REPLACED.

ON TAKEOFF, NR 2 ENGINE FLAMED OUT. ENGINE HAD SUCCESSFUL RESTART. INLET AND EXHAUST FEELING AND COMPRESSOR CHECKED SATIS NR 2 FUEL TANK WAS SUMPED THEN REPLACED NR 2 ENGINE FUEL FILTER. NO FURTHER PROBLEMS.

M/D BS 1740 S-13R-S14R FRAME FOUND CRACKED AND DEFORMED. M/D BS 1740 S13R-S14R DAMAGE FRAME REPAIRED FROM S11R TO S15R/16R AS PER BOEING MSG 1-309862807-8.

M/DECK L3 DOOR AFT UPPER CORNER AREA DELAMINATED BEAR STRAP. OUT OF LIMIT DELAMINATION BEAR STRAP REPAIRED AS PER BOEING MSG 1-309886570-4.

M/DECK R3 DOOR AFT UPPER CORNER AREA BEAR STRAP DELAMINATED. DELAMINATED BEAR STRAP CORROSION REMOVED, OUT OF LIMIT, REPAIRED AS PER BOEING MSG 1-30886570-4.

M/DECK LT MED NR 3 CUT-OUT AFT UPPER CORNER SMALL STEEL DOUBLER 1 HOLE CRACK AT BEAR STRAP APPROX 0.030" LONG (AFTER CORNER REMOVED). CRACKED HOLE REPAIRED AS PER BOEING MSG 1-309886570-4, WORK DETAILS REF N.R C51491.

EMP LT HORIZ STAB HINGE FTG AREA FOUND NR 25 HOLE CRACK AT REAR SPAR UPPER CHORD APPROX 3/16" RUNNING O/B LOWER DIRECTION. REPAIRED AS PER BOEING MSG 1-305519321-7.

KEEL BEAM PANEL NR 191KK CRACKED AT RT FWD HINGE CUT-OUT AS MARK. CRACKED HINGE CUT-OUT SKIN REPAIRED AS PER SRM 51-40-02.

KEEL BEAM PNL NR 191HH EXTERNAL AND INTERIOR SURFACE CORROSION REVEALED. KEEL BEAM PANEL NR 191HH HINGE ATTACHMENT AREA OUT OF LIMIT, REPAIRED AS PER SRM 51-40-03 FIG 1.

KEEL BEAM PNL NR 191KK EXTERNAL AND INTERIOR SURFACE CORROSION REVEALED. KEEL BEAM PANEL NR 191KK OUT OF LIMIT HINGE AREA REPAIRED AS PER SRM 51-40-03 FIG 1 AND SKIN REPAIRED AS PER SRM 51-40-02 FIG 1.

RT STAB ACCESS PANEL 344 QBR OUTBOARD AFT CORNER PANEL SUPPORT FOUND CRACKED. REPLACED OUTBOARD AFT CORNER SUPPORT CHANNEL PER BOEING MESSAGE 1-307272180-2.

LT STAB 344QBL PANEL AFT SUPPORT AREA FOUND CRACKED. REPLACED SUPPORT CHANNEL PER BOEING MESSAGE 1-307217093-2.

LT S14 AREA FRAME CRACKED. CRACKED FRAME WEB REPAIRED AS PER SRM 51-40-03 FIG 1.

M/DECK BS 1241-1250 LBL 75-97 CLOSE-OUT PANEL NEAR TRIM AIR DUCT FOUND CRACK. TRIM AIR DUCT CLOSE-OUT PANEL. REPLACED AS PER SRM 53-23-29 PART IV.

FX - STRINGER FOUND CORROSION CRACKED AT STA2260-S-51L. CORROSION CRACKED STRINGER, REPAIRED AS PER SRM 53-10-02.

FX - AIR COND BAY FAIRING SUPPORT FOUND CORRODED AT BS 1160, LBL58-LBL68. CORROSION OUT OF LIMIT, FAIRING SUPPORT CHORD REPLACED AS PER SRM 51-10-01 PP AND INSTALL AS PER SRM 81-30-02.

FAIRING SUPPORT FRAME AT STA 880 LWR SIDE LBL 2 AND RBL 2 FOUND CORRODED. OUT OF LIMIT LWR CHORD REPAIRED AS PER SRM 53-50-04.

KEEL BEAM PNL NR 191JJ INTERIOR SURFACE CORROSION REVEALED AT SEVERAL LOCATIONS. KEEL BEAM PANEL NR 191JJ INTERIOR SUPPORT REPLACED AS PER SRM 51-10-01 PP AND INSTALLED AS PER SRM 51-30-02.

UPPER DECK STATION 740 STRINGER 6R FRAME CUTOUT CRACKED. REPAIRED STRINGER CUTOUT PER SRM 53-10-04 FIG 54.

UPPER DECK STATION 685 RBL 27 SEAT TRACK CORRODED AS MARKED. REMOVED CORROSION PER SRM 53-10-05

FX - AIR COND BAY FAIRING SUPPORT FOUND CORRODED AT BS 1050 LBL 12, LBL 28 (191AL FRG ATTACH AREA). OUT OF LIMIT FAIRING SUPPORT LWR CHORD LWR FLANGE REPAIRED AS PER SRM 53-50-06 FIG 2.

M/DECK BS940 RT TENSION TIE STEEL PLATE FASTENER HOLE 2 FOUND SHORT EDGE MARGIN AT UPPER ROW MOST O/B. REPAIRED AS PER BOEING MSG 1-303983211-1-2, FIG 3.

RT BS 900 TENSION TIE AREA HOLE NR 5 FOUND CRACKED AT FRAME DOUBLER, INSULATION BLANKET HOLE FOUND CRACKED AT FRAME DOUBLER BETWEEN S-8R TO S-9R AND S-10R TO S-10AR. FRAME DOUBLER REPAIRED AS PER BOEING MSG 1-306586780-2.

M/D BS 940 LT TENSION TIE STEEL PLATE FASTENER HOLE 1 FOUND SHORT EDGE MARGIN. M/D BS 940 LT TENSION TIE STEEL PLATE REPAIRED AS PER BOEING MSG 1-30-3983211-2-1 AND 4 FIG 3.

M/D STA 360 S-23R FRAME STRINGER CUT-OUT CRACK. CRACKED FRAME REPAIRED AS PER BOEING MSG 1-307825515-2-1.

BS 360 LT S24A STRINGER CUT-OUT CRACKED. CRACKED FRAME WEB REPAIRED AS PER BOEING MSG 1-307193755-1-2.

CABIN FLR SUPPORT BS 1283 RBL 117 CORROSION. OUT OF LIMIT, SUPPORT REPAIRED AS PER BOEING 1-310385513-2.

NR 4 ENG LT LOWER SPAR CHORDS (SIDE COWL HINGE AREA) AFT AREA FOUND DAMAGED. DAMAGED WEB REPAIRED AS PER BOEING MSG 1-308420578-2.

RT BS 900 TENSION TIE AREA NR 5 HOLE FOUND CRACK AT FRAME WEB THRU THICKNESS RUNNING I/B AND NR 10 HOLE FOUND CRACK AT FRAME WEB APPROX 0.060" IN LENGTH RUNNING DOWNWARD. CRACKED FRAME WEB REPAIRED AS PER BOEING MSG 1-306586780-2.

MAIN DECK STATION 1960 STRINGER 13R FRAME INNER FLANGE FOUND DEFORMED. REPAIRED PER SRM 51-40-03 FIG 1.

MAIN DECK STATION 2000 STRINGER 13R FRAME INNER FLANGE FOUND DEFORMED. REPAIRED FLANGE PER SRM 51-40-03 FIG 1.

AFTER REMOVAL OF PAX DECK SPLICE FITTING AT STATION 1416 LBL 2 IN THE BLG WHEEL WELL IS FOUND CRACKED. REPLACED FITTING PER SRM 51-10-01 PAGE 9.