Jet Linx Aviation, LLC

Sanction: $3,900 · case closed 2019-04-23

Part: WATER SEPARATOR — LEAKING (ZONE 200) · airframe 8,851 hrs · 4,494 cycles

RIGHT WATER SEPARATOR HAS EXCESSIVE WATER LEAKING FROM IT.

Part: CONTROL PANEL — FAILED (ZONE 200) · airframe 4,542 hrs · 2,279 cycles

YAW DAMP FAIL

Part: SERVO — FAILED (ZONE 300) · airframe 6,025 hrs · 4,888 cycles

"AUTO PILOT FAIL" CAS MESSAGE REMAINS ILLUMINATED AFTER PREFLIGHT TEST

Part: INDICATION SYS — FAILED (ZONE 200) · airframe 570 hrs · 429 cycles

MOVED GEAR LEVER TO DOWN POSITION WITH NO INDICATION.

Part: CONTROL VALVE — FAILED (ZONE 100) · airframe 1,647 hrs · 1,181 cycles

TEMPERATURE CONTROL VALVE FAILED OPEN. ONLY HOT AIR GOING INTO THE CABIN BOTH FROM RUNNING THE APU AND THE ENGINES.

Part: ANTI-ICE VALVE — FAILED (ZONE 400) · airframe 271 hrs · 160 cycles

LEFT ENGINE ANTI-ICE FAILED. CAS MESSAGE ILLUMINATED (COLD-R). FOLLOWED QRH PROCEDURE. CAS REMAINED ILLUMINATED.

Part: PUMP — LEAKING (ZONE 400) · airframe 3,968 hrs · 2,537 cycles

LEFT ENGINE DRIVEN HYDRAULIC PUMP LEAKING.

Part: ANTI-ICE VALVE — FAILED (LEFT) · airframe 1,739 hrs · 1,269 cycles

LEFT ANTI-ICE REGULATING VALVE FAILED.

Part: UNKNOWN — UNKNOWN (UNKNOWN) · airframe 42,524 hrs · 34,051 cycles

SVC DR AFT MID LVL EXIT SIGN 1 BULB INOP- RELAMPED

Part: UNKNOWN — UNKNOWN (UNKNOWN) · airframe 42,524 hrs · 34,051 cycles

ROW 13 A/F MID LVL EXIT SIGN 1 BULB INOP - RELAMPED

Part: UNKNOWN — UNKNOWN (UNKNOWN) · airframe 42,524 hrs · 34,051 cycles

SVC DR FWD MID LVL EXIT SIGN 1 BULB INOP- RELAMPED

Part: AXLE — CORRODED (NLG) · airframe 2,131 hrs · 1,426 cycles

DURING THE CHANGE OF THE NOSE LANDING GEAR WHEEL ASSY THE MAINTENANCE TEAM DISCOVERED THE NOSE WHEEL AXLE HAD PITTING AND CORROSION. THE NOSE ABSORBER ASSY WITH CORRODED AXEL WAS REMOVED AND AN OVERHAULED NOSE ABSORBER WITH NEW AXEL WAS INSTALLED AND SERVICED. OPS CHECK OK.

Part: UNKNOWN — UNKNOWN (UNKNOWN) · airframe 5,538 hrs · 3,952 cycles

THE FLIGHT CREW REPORTED THEY EXPERIENCED A CABIN OVERPRESSUREIZATION OF 9.0 PSI AT CRUISING ALTITUDE OF FL400. THEY INDICATED THEY WERE ABLE TO CONTROL AND ARREST IT WITH MANUAL PRESS - MODE. THE MAINTENANCE TEAM REMOVED AND CLEANED AND REPLACED THE THE CABIN PRESSURE CONTROLLER. OPS CHECKS WERE SATISFACTORY. THE AIRCRAFT WAS RETURNED TO SERVICE.

Part: ANTENNA — DEFECTIVE · airframe 7,949 hrs · 5,020 cycles

THE FLIGHT CREW REPORTED THAT THE #2 COMM WOULD NOT TRANSMIT IN FLIGHT. THE MAINTENANCE PROVIDER REMOVED THE FAULTY VHF COMM 2 ANTENNA AND INSTALLED AN OVERHAULED ANTENNA. OPS CHECKS OK, AND THE AIRCRAFT WAS RETURNED TO SERVICE.

Part: UNKNOWN — UNKNOWN (UNKNOWN) · airframe 11,144 hrs · 9,162 cycles

THE FLIGHT CREW REPORTED THAT THE L GEN OFF ANNUNCIATOR CAME ON DURING FLIGHT. ADDING THAT THERE WAS NO AMPS ON THE LEFT SIDE. THE MAINTENANCE TEAM INDICATED THAT UPON INITIAL INSPECTION AND CONSULTATION WITH THE CREW, VERIFIED NO AMPS ON THE LEFT SIDE, VERY LOW VOLTAGE INDICATIONS. OPERATED BOTH ENGINES AND METERED ONLY 20 VOLTS AT THE LEFT STARTER GENERATOR ITSELF. AIRCRAFT SAT OVERNIGHT TILL MX WAS AVAILABLE AGAIN. STARTED BOTH ENGINES AND VERIFIED BOTH ENGINES WERE PRODUCING 28 VOLTS ON THE LEFT AND RIGHT GENERATORS. VERIFIED AMP LOAD ON BOTH GENERATORS. LOADED UP AIRCRAFT SYSTEMS VERIFIED THAT EACH GEN PICKED UP THE ASSOCIATOR LOAD WHEN THE OPPOSITE GENERATOR WAS TURNED OFF. VERIFIED CORRECT VOLTAGE AT BOTH GENERATOR CONTROL UNITS. NO DEFECTS NOTED. SWAPPED GCUS FOR TROUBLESHOOTING PURPOSES. THE AIRCRAFT WAS RETURNED TO SERVICE.

Part: OXYGEN MASK — LEAKING · airframe 5,161 hrs · 3,866 cycles

THE MAINTENANCE TEAM DISCOVERED DURING POST FLIGHT CHECKS THE PILOTS OXYGEN MASK LEAKS WHEN INFLATED. THE MAINTENANCE TEAM REMOVED AND. REPLACED THE PILOT'S OXYGEN MASK WITH AN OVERHAULED UNIT. OPS CHECKS WERE SATISFACTORY, AND THE AIRCRAFT WAS RETURNED TO SERVICE.

Part: PRECOOLER — DAMAGED · airframe 3,295 hrs · 2,535 cycles

THE FLIGHT CREW REPORTED THAT DURING FLIGHT OF RECEIVING A RIGHT BLEED AIR OVERTEMP INDICATION. THE MAINTENANCE PROVIDER FOUND THE RIGHT BLEED AIR PRECOOLER HAD DAMAGE. THE PRECOOLER WAS REMOVED. AN OVERHAULED UNIT WAS INSTALLED. OPS AND LEAK CHECKS WERE PERFORMED SATISFACTORILY.

Part: PRECOOLER — CRACKED · airframe 3,295 hrs · 2,535 cycles

AFTER DEPARTURE THE FLIGHT CREW REPORTED A RIGHT BLEED AIR OVERHEAT ANNUNCIATOR. THE CREW ELECTED TO DIVERT BACK TO THE AIRPORT FOR A SAFE LANDING. NO EMERGENCY WAS DECLARED. THE MAINTENANCE PROVIDER DETERMINED THE RIGHT BLEED AIR PRECOOLER WAS DEFECTIVE AND REQUIRED REPLACEMENT. THE COOLER WAS REMOVED, AND AN OVERHAULED UNIT WAS INSTALLED. OPS AND LEAK CHECKS WERE SATISFACTORY, AND THE AIRCRAFT WAS REPORTED TO SERVICE.

Part: DETECTOR — DEFECTIVE · airframe 6,317 hrs · 5,442 cycles

THE FLIGHT CREW REPORTED THAT DURING FLIGHT THE ICE DETECT FAIL ANNUNCIATOR ILLUMINATED. OPERATIONS WERE CONTINUED BY DEFERRING MAINTENANCE PER MEL 30-80-01-01. THE MAINTENANCE TEAM TROUBLESHOT AND DETERMINED A FAILED ICE DETECTOR. THE DEFECTIVE DETECTOR WAS REMOVED AND A REPAIRED UNIT WAS INSTALLED. PERFORMED OPERATIONAL CHECKS WITH NO DEFECTS NOTED. AIRCRAFT WAS RETURNED TO SERVICE.

Part: CVR — FAILED · airframe 3,610 hrs · 1,886 cycles

THE FLIGHT CREW REPORTED RECEIVING A BLUE CVR FAIL CAS MESSAGE, CVR DOES NOT TEST. THE MAINTENANCE VENDOR DETERMINED THE CVR HAD FAILED. THE FAILED CVR WAS REMOVED AND A REPAIRED UNIT INSTALLED. OPS CHECKS GOOD. AND THE AIRCRAFT WAS RETURNED TO SERVICE.

Part: ANTENNA — FAILED · airframe 8,190 hrs · 4,190 cycles

FLIGHT CREW REPORTED THE ADSB SYSTEM WAS INTERMITTENT. THE MAINTENANCE BASE TROUBLESHOT AND FOUND THE ADSB ANTENNA AT FAULT. THE DEFECTIVE WAS REMOVED AND A NEW ANTENNA WAS INSTALLED. OPS CHECKS WERE SATISFACTORY, AND THE AIRCRAFT WAS RETURNED TO SERVICE.

Part: UNKNOWN — UNKNOWN (UNKNOWN) · airframe 4,990 hrs · 3,096 cycles

THE FLIGHT CREW REPORTED DURING POST FLIGHT CHECKS CHAFING ON THE OUTER SHEATHING OF THE NOSE GEAR HYDRAULIC LINE (CENTER LINE). THE MAINTENANCE TEAM INSPECTED THE NOSE GEAR (CENTER LINE) AREA AND FOUND INNER TUBE WITH NO VISUAL DAMAGE FOUND. CLEANED AND PROTECTED CHAFFED AREA AS REQUIRED. NO HYDRAULIC LEAKS NOTED AT THIS TIME. AIRCRAFT WAS RETURNED TO SERVICE.

Part: UNKNOWN — UNKNOWN (UNKNOWN) · airframe 5,215 hrs · 4,013 cycles

THE MAINTENANCE TEAM FOUND DURING POST-FLIGHT CHECKS HYDRAULIC FLUID DRIPPING FROM THE LEFT MAIN LANDING GEAR WHEEL WELL. THE MAINTENANCE TEAM FOUND HYDRAULIC FLUID DRIPPING FROM THE LEFT EMERGENCY GEAR SHUTTLE VALVE. THE SHUTTLE VALVE WAS REMOVED, AND ALL THE SEALS WERE REPLACED WITH NEW SEALS. THE VALVE WAS REINSTALLED, AND OPS CHECKS WERE PERFORMED. THE AIRCRAFT WAS RETURNED TO SERVICE.

Part: BATTERY — FAILED · airframe 3,480 hrs · 7,981 cycles

THE FLIGHT CREW REPORTED THE EMERGENCY STANDBY BATTERY FAILED TO TEST DURING PREFLIGHT CHECKS. THE MAINTENANCE PROVIDER TROUBLESHOT AND REMOVED THE EMERGENCY STANDBY BATTERY AND INSTALLED AN INSPECTED / TESTED STANDBY BATTERY. OPS CHECKS WERE PERFORMED AND FOUND SATISFACTORY. THE AIRCRAFT WAS RETURNED TO SERVICE.

Part: BATTERY PACK — OVERHEATED · airframe 3,464 hrs · 2,039 cycles

THE FLIGHT CREW REPORTED THAT THE EMERGENCY BATTERY OVERHEAT EICAS MESSAGE DISPLAYED DURING THE FLIGHT. TEMP EXCEEDED 140 DEGREES. THE FLIGHT CREW RAN THE QRH AND SWITCHED OFF EMERGENCY BATTERY SWITCH. THE FLIGHT CONTINUED TO THE DESTINATION. THE MAINTENANCE TEAM REMOVED THE FAILED E-BATTERY AND INSTALLED AN OVERHAULED UNIT. OPS CHECKS WERE SATISFACTORY, AND THE AIRCRAFT WAS RETURNED TO SERVICE.

Part: POSITION SENSOR — FAULTY · airframe 5,219 hrs · 2,502 cycles

THE FLIGHT CREW REPORTED THAT AFTER LANDING RECEIVING A BLUE PROX SYSTEM FAULT ANNUNCIATOR. THE MAINTENANCE PROVIDER TROUBLESHOT AND DETERMINED A DEFECTIVE LANDING GEAR PROXIMITY SWITCH AS AT FAULT. REMOVED AND REPLACED THE LEFT MAIN LANDING GEAR DOWNLOCK SENSOR WITH A NEW PROXIMITY SWITCH. RIGGING AND OPERATIONAL CHECKS WERE PERFORMED AND FOUND TO BE SATISFACTORY. THE AIRCRAFT WAS RETURNED TO SERVICE.

Part: ACTUATOR — FAILED · airframe 3,968 hrs · 2,550 cycles

THE FLIGHT CREW REPORTED THAT DURING FLIGHT THE FLIGHT GUIDANCE COMPUTER B FAILED. THE MAINTENANCE PROVIDER TROUBLESHOT AND DETERMINED BOTH YAW DAMPENER LINEAR ACTUATORS FAILED. THE ACTUATORS WERE REPLACED WITH REPAIRED UNITS. FAILED UNITS P/N 7002800-901 S/N 0809H375, 97121049

Part: CONTROL VALVE — FAULTY · airframe 5,094 hrs · 4,272 cycles

FLIGHT CREW REPORTED EXCESSIVELY HOT AIR BLOWING FROM CABIN GASPERS WHILE IN FLIGHT, THE FLIGHT CREW WAS UNABLE TO CONTROL VIA CABIN OR FLIGHT DECK CONTROLS. THE CREW ELECTED TO DIVERT FLIGHT AND LAND. THE MAINTENANCE CREW DETERMINED THE TEMP CONTROL VALVE WAS DEFECTIVE. THE MAINTENANCE TEAM REMOVED AND REPLACED THE ECU TEMPERATURE CONTROL VALE WITH OVERHAULED UNIT. OPS CHECKS WERE SATISFACTORY, AND THE AIRCRAFT WAS RETURNED TO SERVICE.

Part: POWER SUPPLY — DEFECTIVE · airframe 2,053 hrs · 863 cycles

THE FLIGHT CREW REPORTED THAT UPON AIRCRAFT POWER UP RECEIVING AN EMERGENCY LIGHTS NO1 BATTERY FAIL FAULT MESSAGE. THE MAINTENANCE TEAM FOUND THE NO1 EMERGENCY POWER SUPPLY WAS DEFECTIVE. THE UNIT WAS REMOVED AND REPLACED WITH A REPAIRED POWER SUPPLY. OPS CHECKS SATISFACTORY AND THE AIRCRAFT WAS RETURNED TO SERVICE.

Part: BATTERY — FAILED · airframe 6,861 hrs · 5,379 cycles

THE FLIGHT CREW REPORTED THAT THE SPOILER FAIL AMBER ANNUNCIATOR ILLUMINATED ON 3 OUT OF 5 LEGS DURING TRIP AFTER ENGINE START ON THE GROUND. EACH TIME RESET PER THE QRH. THE BASE MAINTENANCE TEAM DUPLICATED THE FAULT AND NOTED THE EMERGENCY BATTERY VOLTAGE DROPPED TO 21VDC DURING START. DOWN LOADED FAULTS WITH MICA BOX AND SENT TO BOMBARDIER TECH SUPPORT FOR ANALYSIS. BOMBARDIER RECOMMENDED REPLACING THE EMERGENCY BATTERY. REMOVED EMERGENCY BATTERY AND REPLACED WITH NEW UNIT. PERFORMED SEVERAL ENGINE GROUND RUNS AND OPS CHECKS WERE GOOD WITH NO SPOILER FAULT CAS MESSAGE. AIRCRAFT WAS RETURNED TO SERVICE.

Part: BATTERY — FAILED · airframe 8,234 hrs · 5,201 cycles

THE FLIGHT CREW REPORTED THAT THE STANDBY GYRO BATTERY FAILED THE SELF-TEST. THE MAINTENANCE PROVIDER VERIFIED THE BATTERY HAD FAILED AND REPLACED IT WITH A REPAIRED UNIT. OPS CHECKS WERE GOOD. AIRCRAFT WAS RETURNED TO SERVICE.

Part: CONTROLLER — FAILED · airframe 5,626 hrs · 4,453 cycles

THE FLIGHT CREW REPORTED THAT THE VAPOR CYCLE A/C SYSTEM STOPPED WORKING AND TRIPPED THE CIRCUIT BREAKER. THE SYSTEM WAS PLACED ON MEL 21-50-01 AND FLIGHT OPERATIONS WERE CONTINUED. THE MAINTENANCE TEAM REMOVED AND REPLACED THE AUTO LOAD SHED CONTROLLER WITH A NEW UNIT . OPERATIONAL CHECKS OF THE VAPOR CYCLE SYSTEM WERE GOOD. AIRCRAFT WAS RETURNED TO SERVICE.

Part: POSITION SENSOR — FAILED · airframe 8,233 hrs · 5,200 cycles

THE FLIGHT CREW REPORTED THAT AFTER ENGINE START DURING FLIGHT CONTROL TESTS, A SPEEDBRAKE/ROLL SPOILER POSITION INDICATION AMBER FAULT AT ALL POSITIONS. THE SYSTEM WAS DISABLED AND OPERATIONS WERE CONTINUED PER A 10 DAY MEL 27-60-02. DURNING THE MAINTENANCE EVENT TO REPAIR THE SYSTEM THE LEFT SPEED BRAKE POSITION SENSOR WAS FOUND DEFECTIVE. THE SENSOR WAS REPLACED WITH A NEW UNIT. OPS CHECKS WERE SATISFACTORY, AND THE AIRCRAFT WAS RETURNED TO SERVICE.

Part: SOLENOID — INTERMITTENT · airframe 9,894 hrs · 6,669 cycles

THE FLIGHT CREW REPORTED AN INTERMITTENT FAULT WITH THE MAIN CABIN DOOR VENT SOLENOID AND THE MAINTENANCE CREW TROUBLESHOT THE SYSTEM BUT WAS UNABLE TO VERIFY THE FAULT. KNOWING THAT THE DOOR VENT SOLENOIDS HAVE A VERY HIGH FAILURE RATE, THE MAINTENANCE CREW ELECTED TO REPLACE THE SOLENOID WITH A NEW UNIT. OPS CHECKS WERE SATISFACTORY, AND THE AIRCRAFT WAS RETURNED TO SERVICE.

Part: CONTROLLER — FAILED · airframe 10,279 hrs · 5,449 cycles

FLIGHT CREW REPORTED THAT THE CABIN FAILED TO PRESSURIZE AFTER TAKEOFF. THEY REMAINED AT 9000' ALTITUDE AND RETURNED FOR A NORMAL LANDING AT KORL. THE MAINTENANCE PROVIDER TROUBLESHOT AND DETERMINED THAT THE CABIN PRESSURE CONTROLLER AT FAULT. THE PRESSURE CONTROLLER WAS REMOVED AND A OVERHAULED UNIT WAS INSTALLED. OPS CHECKS WERE SATISFACTORY, AND THE AIRCRAFT WAS RETURNED TO SERVICE.

Part: NONE — NONE · airframe 10,173 hrs · 6,755 cycles

THE FLIGHT CREW REPORTED THE AIRCRAFT WOULD NOT PRESSURIZE IN AUTOMATIC MODE CONTROL. THE MAINTENANCE PROVIDER TROUBLESHOT THE SYSTEM TO A CLOGGED JET PIPE AND JET PUMP REQUIRING CLEANING. FOR WORK PERFORMED REF HAWKER AMM. OPS CHECKS WERE PERFORMED AND FOUND TO BE SATISFACTORY. THE AIRCRAFT WAS RETURNED TO SERVICE.

Part: STARTER GEN — FAILED · airframe 6,617 hrs · 6,109 cycles

THE FLIGHT CREW REPORTED THAT THEY WERE UNABLE TO START THE RIGHT ENGINE AS THERE WAS NO ROTATION OF THE ENGINE. ALL OTHER PRESTART INDICATIONS WERE NORMAL. THE BASE MAINTENANCE TEAM DETERMINED THAT THE STARTER/GENERATOR HAD FAILED. THIS S/G HAD ONLY 393.5 HRS AND 315 CYCLES ON IT AT THE TIME OF FAILURE. THE FAILED STARTER /GEN WAS REMOVED AND REPLACED WITH AN OVERHAULED UNIT. DELTA FOX AVIATION CRS 897R016D OVERHAULED THE FAILED UNIT LAST. OPERATIONAL CHECKS OF THE REPLACED UNIT WERE SATISFACTORY, AND THE AIRCRAFT WAS RETURNED TO SERVICE.

Part: UNKNOWN — UNKNOWN · airframe 3,438 hrs · 2,892 cycles

DURING POST FLIGHT MAINTENANCE CHECKS THE TECHNICIAN NOTED A CRACK IN THE RIGHT ENGINE UPPER COWL MATERIAL THAT WAS APPROXIMATELY 3 INCHES LONG. THE CRACK IS POSITIONED 39 INCHES AFT OF THE LEADING EDGE OF THE RIGHT COWL INLET LIP ON THE INBOARD SIDE OF THE COWL AND 14 INCHES UP FROM THE SEPARATION EDGE OF THE PANEL. IT IS BELIEVED THAT THIS DAMAGE WAS CAUSED DURING FUELING OPERATIONS WHEN THE FUELING TECH USES THE COWLING AS A PUSH OFF TO ACCESS THE UPPER PORTIONS OF THE WING. A TEMPORARY REPAIR WAS APPLIED TO THE COWLING ALLOWING 100 HRS OF SERVICE BEFORE PERMANENT REPAIRS ARE NEEDED.

Part: SWITCH — FAILED · airframe 6,090 hrs · 4,006 cycles

THE FLIGHT CREW REPORTED THAT DURING POST FLIGHT CHECKS WITH THE EMER LIGHTS IN ARM POSITION, THE RIGHTHAND CABIN LIGHT OVER SEAT 6 AND RIGHT FORWARD EXTERIOR EMER LIGHT, EMER LIGHT IN RIGHT LANDING LIGHT AREA LIGHTS WERE NOT ILLUMINATING. THE MAINTENANCE PROVIDER TROUBLESHOOT PERFORMED AND FOUND INERTIA SWITCH OF BATTERY PACK NO4 DOESN'T WORK PROPERLY. THEY REPLACED THE INERTIA SWITCH WITH A NEW TEXTRON SWITCH. OPS CHECKS WERE SATISFACTORY, AND THE AIRCRAFT WAS RETURNED TO SERVICE.

Part: FLEX HOSE — COLLAPSED · airframe 7,924 hrs · 3,562 cycles

THE FLIGHT CREW REPORTED HAVING A CABIN PRESSURIZATION FAULT, DESCRIBING THE CABIN ALTITUDE CLIMBED RAPIDLY ON ASCENT TO FLIGHT LEVEL 210 AND THEN FULLY DEPRESSURIZED WHILE DESCENDING THROUGH 16000 FT. THE LANDING WAS UNEVENTFUL. THE MAINTENANCE PROVIDER REPLACED THE CABIN PRESSURE CONTROLLER ASSY WITH REPAIRED UNIT. ADDITIONAL TROUBLESHOOTING FOUND A VACUUM HOSE ATTACHING TO THE PRESSURE CONTROLLER COLLAPSED AND LEAKING. OPS CHECKS WERE SATISFACTORY, AND THE AIRCRAFT WAS RETURNED TO SERVICE.

Part: ADC — FAILED · airframe 7,689 hrs · 5,199 cycles

THE FLIGHT CREW REPORTED AN AIR DATA COMPUTER FAILURE. THE MAINTENANCE PROVIDER VERIFIED DISCREPANCY AND REPLACED THE NO2 ADC WITH REPAIRED UNIT. OPS AND LEAK CHECKS WERE SATISFACTORY, AND THE AIRCRAFT WAS RETURNED TO SERVICE.

Part: WINDSHIELD — FAULTED · airframe 8,860 hrs · 8,237 cycles

THE FLIGHT CREW REPORTED A LEFT WINDSHIELD HEAT FAULT DURING CLIMB-OUT. THE MAINTENANCE VENDOR DETERMINED THE LEFT WINDSHIELD WAS DEFECTIVE. THE DEFECTIVE WINDSHIELD WAS REMOVED, AND A NEW GKN WINDSHIELD WAS INSTALLED. OPERATIONAL CHECKS WERE SATISFACTORY, AND THE AIRCRAFT WAS RETURNED TO SERVICED.

Part: PRESSURE SWITCH — FAILED (NOT REPORTED) · airframe 3,423 hrs · 2,676 cycles

THE FLIGHT CREW REPORTED A STAB MIS-COMPARE ANNUNCIATOR ILLUMINATING AFTER TAKEOFF AND ELECTED TO RETURN BACK TO THE AIRPORT AND LAND FOR EVALUATION. THE BASE MAINTENANCE TEAM TROUBLESHOT AND DETERMINED THE AIRSPEED SWITCH HAD FAULTED. THE AIRSPEED SWITCH WAS REMOVED, AND A NEW SWITCH WAS INSTALLED. THIS REPAIR ALSO CLEARED THE HYDRAULIC PRESSURE FAULTED THAT OCCURRED ON THE SAME FLIGHT. OPS CHECKS WERE GOOD, AND THE AIRCRAFT WAS RETURNED TO SERVICE.

Part: FLAP SYSTEM — FAULTED (NOT REPORTED) · airframe 10,260 hrs · 5,435 cycles

THE FLIGHT CREW INDICATED THAT SHORTLY AFTER TAKEOFF OF RECEIVING A FLASHING AMBER “HYDRAULIC PRESSURE” INDICATION, AND AFTER RECYCLING THE FLAPS THEY RETURNED TO AN INDICATION OF 7 DEGREES BUT NOT THE 5 DEGREES THAT WAS SELECTED. THE FLIGHT CREW ELECTED TO DIVERT THE FLIGHT AND LAND FOR MAINTENANCE EVALUATION. THE MAINTENANCE PROVIDER FOUND THE FLAP CONTROL VALVE DEFECTIVE AND REMOVED IT AND INSTALLED AN OVERHAULED UNIT. OPERATIONAL AND LEAK CHECKS WERE SATISFACTORY, AND THE AIRCRAFT WAS RETURNED TO SERVICE.

Part: PRECOOLER — DEFECTIVE (RT BLEED SYS) · airframe 5,330 hrs · 3,940 cycles

THE FLIGHT CREW REPORTED A RIGHT BLEED AIR OVERHEAT WARNING INDICATION DURING FLIGHT. THEY STATED THAT THE WARNING IS ILLUMINATED ABOVE 100% ENGINE POWER AND EXTINGUISHES AT BELOW 98% POWER. THE MAINTENANCE CREW DETERMINED THE RIGHT BLEED AIR PRECOOLER WAS DEFECTIVE REQUIRING IT TO BE REPLACED. AN OVERHAULED PRE-COOLER WAS INSTALLED OPS AND LEAK CHECKS WERE PERFORMED AND FOUND TO BE SATISFACTORY. THE AIRCRAFT WAS RETURNED TO SERVICE.

Part: PRECOOLER — DEFECTIVE (NOT REPORTED) · airframe 5,330 hrs · 3,940 cycles

THE FLIGHT CREW REPORTED A RIGHT BLEED AIR OVERHEAT ANNUNCIATOR WHILE IN FLIGHT AT ABOVE 100% ENGINE POWER AND EXTINGUISHES AT BELOW 97% ENGINE POWER. THE CREW ELECTED TO DIVERT THE FLIGHT AND LAND FOR MAINTENANCE CONSIDERATIONS. THE BASE MAINTENANCE TEAM DETERMINED THAT THE RIGHT BLEED AIR PRECOOLER WAS DEFECTIVE AND REPLACED WITH AN OVERHAULED UNIT. OPERATIONAL CHECKS WERE SATISFACTORY, AND THE AIRCRAFT WAS RETURNED TO SERVICE.

Part: DISPLAY — FAILED (MAIN) · airframe 3,424 hrs · 1,952 cycles

THE FLIGHT CREW REPORTED THAT UPON AIRCRAFT POWERUP, THE NO2 PIC MFD SCREEN STARTED SMOKING. THE CREW QUICKLY POWERED DOWN AND THE SMOKE DISSIPATED. THE MAINTENANCE PROVIDER INSPECTED THE DISPLAY UNIT NO2 FOR DAMAGE AND FOUND THE NO2 DISPLAY UNIT CONTROLLER HAD BURNT CIRCUIT BOARD. THE NO2 DISPLAY UNIT WAS REMOVED AND REPLACED WITH A REPAIRED UNIT. OPS CHECKS WERE SATISFACTORY, AND THE AIRCRAFT WAS RETURNED TO SERVICE.

Part: SOLENOID — DEFECTIVE (PAX DOOR) · airframe 5,817 hrs · 5,039 cycles

FLIGHT CREW REPORTED THAT DURING PREFLIGHT CHECKS THE MAIN CABIN ENTRY DOOR UNLOCK LIGHT WOULD NOT EXTINGUISH. THE MAINTENANCE TEAM TROUBLESHOT AND DETERMINED THAT THE DOOR VENT SOLENOID WAS DEFECTIVE. THE DEFECTIVE SOLENOID WAS REMOVED AND REPLACED WITH A NEW SOLENOID. RIGGING AND FUNCTIONAL CHECKS WERE PERFORMED SATISFACTORILY, AND THE AIRCRAFT WAS RETURNED TO SERVICE.

Part: ACTUATOR — FAULTED (TRIM SYS) · airframe 4,176 hrs · 2,344 cycles

THE FLIGHT CREW REPORTED DURING THE DESCENT AT FLIGHT LEVEL 250 OF RECEIVING AN AUTOPILOT A & B FAIL CAS MESSAGE. ADDING THAT THE AUTOPILOT WOULD NOT ENGAGE. APPROXIMATELY 60 SECONDS LATER, PRIMARY TRIM FAILURE OCCURRED. SECONDARY TRIM FAILED. PRIMARY TRIM RETURNED TO OPERATION. BASE MAINTENANCE DOWNLOADED FAULT CODES FROM CMC FOR LAST LEG & PROVIDED THEM TO TEXTRON TEAM 680. WAS ADVISED TO TROUBLESHOOT THE PRIMARY STABILIZER TRIM SYSTEM. THE MAINTENANCE TEAM FOUND THE PRIMARY TRIM ACTUATOR TO BE FAULTED. ADVISED TO REPLACE THE ACTUATOR. REMOVED THE PRIMARY TRIM ACTUATOR AND INSTALLED AN OVERHAULED UNIT. OPS CHECKS WERE SATISFACTORY, AND THE AIRCRAFT WAS RETURNED TO SERVICE.

Part: SWITCH — INTERMITTENT (THRUST REVERSER) · airframe 4,073 hrs · 2,991 cycles

THE FLIGHT CREW REPORTED THE LEFT AND RIGHT REVERSER FAULT WHITE CAS MESSAGE ILLUMINATED AFTER TAKEOFF. THE LEFT ENGINE AMBER REV MESSAGE ILLUMINATED DURING POWER REDUCTION. THE CREW RAN THE CHECKLIST AND LEFT REVERSER DEPLOY CIRCUIT BREAKER WAS PULLED ACCORDING TO THE CHECKLIST. THE FAULT WAS DEFERRED BY MEL 78-30-01-02 AND OPERATIONS WERE CONTINUED. THE MAINTENANCE PROVIDER REMOVED THE NR 1 INTERMITTENT SQUAT SWITCH AND REPLACED IT WITH A NEW SWITCH. THE SWITCH WAS RIGGED OPERATIONS WERE VERIFIED AND THE AIRCRAFT WAS RETURNED TO SERVICE.