FLIGHTGEST AVIATION, LLC

FOLLOWING A NORMAL LANDING AT KFOK. AIRCRAFT CLEARED THE RUNWAY AND BEGAN “AFTER LANDING” CHECKLIST. THE FO PLACED THE FLAP SELECTOR IN THE UP POSITION AND BEGAN HIS FLOW TO COMPLETE THE ITEMS. AFTER A FEW SECONDS CREW HEARD THE MESSAGE CHIME AND GOT AN AMBER “FLAPS FAULT” CAS MESSAGE. CREW NOTED THE FLAPS WERE STILL SHOWING IN THE FULL 30 DEGREES POSITION. THE FLAPS FAULT WAS STILL THE ONLY MESSAGE SHOWING AT THAT TIME, CREW SELECTED FULL FLAPS AND TRY TO RAISE THEM AGAIN. CREW GOT MULTIPLE HYDRAULIC CAS MESSAGES. CREW STOPPED TAXI AND PARKED. ONCE STOPPED ON THE RAMP THE CREW SELECTED THE HYDRAULIC SYNOPTICS PAGE. RH HYDRAULIC SYSTEM WAS SHOWING AMBER, AND THE FLUID LEVEL WAS AT 2%. MAINTENANCE DISCOVERED THE LEAK WAS COMING FROM PANEL 182BL (AFT OF WHEEL WELL). MAINTENANCE REMOVED PANEL, CLEANED AND SERVICED HYDRAULIC RESERVOIR AND AND DISCOVERED LEAK WAS COMING FROM THE HYDRAULIC LINE B-NUT ON TOP OF THE RH BRAKE SHUT OFF VALVE (LINE ITEM 4 IN MM CH.32-43-25 FIGURE 401). MAINTENANCE FOUND THAT THE B-NUT WAS VERY LOOSE. MAINTENANCE CLEANED, RE-SECURED B-NUT AND TORQUED TO SPECIFICATIONS IN THE CH.300 MM CH.32-43--25. ALL OPERATIONAL AND BLEED CHECKS WERE PERFORMED WITH GOOD RESULTS AND NO LEAKS WERE NOTED. AIRCRAFT WAS RTS ON 6/27/2025.

PASSING THROUGH FL190 ON DECENT THE CAPTAIN OXYGEN MASK CAME ON IN EMERGENCY MODE. THE FLOW COULD NOT BE ARRESTED AND THE OXYGEN SYSTEM WAS DEPLETED. THE OXYGEN MASK AND OXYGEN BOTTLES WERE REPLACED. BOTTLES REPLACED DUE TO THE SYSTEM GOING TO 0 PSI PER AMM. WE HAD ANOTHER OXYGEN MASK ALTHOUGH DIFFERENT PN WITH THE SAME FAILURE. BOTH MASKS WERE OVERHAULED BY THE SAME VENDOR.

ON RT ENGINE START IN MIA THERE WAS NO ROTATION. NO ADVANCE INDICATIONS OF ANY ISSUES. VERIFIED BLEED AIR AVAILABILITY AND START VALVE FUNCTION, FOUND OK. STARTER OIL LEVEL WAS GOOD. REMOVED AIR TURBINE STARTER AND FOUND SHAFT SHEARED. REMOVED RH ENGINE ATS PN 3506000-4 SN 430 AND INSTALLED OVERHAULED ATS PN 3506000-4 SN 793. ATS TT 3309.7 CYCLES 2279

ON CLIMB OUT FROM RDU A RIGHT GENERATOR FAIL CAS MSG ILLUMINATED. THE ACFT RETURNED TO RDU AND A VISUAL INSPECTION DISCOVERED THE RIGHT GCU PCB 6 IN THE RDCPC HAD MIGRATED OUT FROM THE MOTHER BOARD. RESEATED THE GCU WITH OPERATIONAL CHECKS GOOD. REPLACED DCPC COVER PCB RUBBER SHIMS PN 15-386 AS A MITIGATING ACTION.

ON A SCHEDULED FLIGHT FROM RDU TO AAO THE LANDING GEAR WOULD NOT EXTEND ON FINAL APPROACH TO AAO. THE RETRACTION OUTBOUND RDU WAS NORMAL. THE LANDING GEAR REMAINED RETRACTED AFTER MULTIPLE ATTEMPTS TO EXTEND. THE AIRCRAFT DIVERTED TO ICT AND DECLARED AN EMERGENCY. THE LANDING GEAR WAS EXTENDED USING THE EMERGENCY SYSTEM AND THE AIRCRAFT LANDED UNEVENTFULLY. A LOCAL MAINTENANCE PROVIDER TROUBLE SHOT THE SYSTEM AND FOUND THE LG SELECTOR VALVE FAILED ON THE EXTEND SIDE. THE RETRACTION SIDE WORKED NORMALLY. THE VALVE WAS CHANGED AND THE ACFT RETURNED TO SERVICE

DURING TO AND AT AIRSPEED ALIVE A STALL PROTECT FAIL AMBER CAS MSG ILLUMINATED. TROUBLESHOT SYSTEM AND FOUND A CRACKED P2 WATER LEVEL INDICATOR (MOISTURE TRAP) AT THE RIGHT ADC CAUSING PITOT PRESSURE TO BE LOST. ALSO FOUND THE RIGHT STATIC WATER LEVEL INDICATOR CRACKED. REPLACED WATER LEVEL INDICATORS WITH NEW PN 50033-001.

AFTER LG RETRACTION THE RMLG DOWN LOCK GREEN LIGHT REMAINED ILLUMINATED. RECYCLED LG WITH NO CHANGE. THERE WERE NO OTHER INDICATION THAT THE RMLG HAD NOT RETRACTED I.E. NO YAW, AIR NOISE OR HYD PRESS ON LIGHT. THE LANDING GEAR WAS HYDRAULICALLY EXTENDED WITH EMERGENCY BLOW DN SYSTEM TO ENSURE IT WAS IN FACT DOWN AND LOCKED. THE LANDING WAS UNEVENTFUL. THE RMLG ACTUATOR WAS REPLACED WHICH HOUSES THE DOWN LOCK SWITCH AND IS NOT FIELD REPLACEABLE. OPS CHECK GOOD.

DURING TO ROLL THERE WERE NO AIRSPEED INDICATIONS ON THE LT OR RT PRIMARY FLIGHT DISPLAYS CAUSING RED AOA FLAGS TO DISPLAY. THE TO WAS ABORTED THE ACFT TAXIED BACK TO THE MAINTENANCE FACILITY. TROUBLESHOOTING FOUND BOTH LEFT AND RIGHT PITOT TUBES WERE BLOCK WITH DEBRIS. ACCOMPLISHED THE PITOT SYSTEM CONTAMINATION REMOVAL PROCEDURE IAW BD-100 MM 34-11-01.

LEFT PYLON BLEED LEAK WARNING AFTER TAKEOFF.

MONTHLY ENGINE TREND DOWNLOADS SHOWED SIGNIFICANT LOSS OF MARGIN IN CRUISE FLIGHT WITH SLIGHT REDUCTION OF MARGIN AT TAKEOFF POWER ON LT ENGINE. DOWNLOADS ALSO RECORDED SEVERAL TYPE 1 ITT EXCEEDANCES DURING CRUISE POWER SETTINGS. LEFT ENGINE ITT INDICATED 50C HIGHER, N2 INDICATED 2 PERCENT HIGHER, AND FUEL FLOW INDICATED 100PPH HIGHER THAN THE RT ENGINE, ALL PARAMETERS HIGHER IN ORDER TO MAINTAIN N1 SYNC. NO BLEED AIR LEAKS, FAULTS, OR FAULT MESSAGES TO INDICATE ISSUES WITH AIRFRAME SYSTEMS WERE NOTED. ACCESSED, REMOVED, AND PERFORMED A BENCH CHECK OF ALL 3 SURGE BLEED VALVES ON LT ENGINE. FOUND THE TRIM AIR SURGE VALVE TO BE STUCK IN THE OPEN POSITION WITH POWER APPLIED TO SOLENOID AND AIR PRESSURE APPLIED TO TEST PORT. THIS INDICATES THAT THE COMPRESSOR SECTION WAS LOSING AIR PAST THE VALVE INTO THE FAN BYPASS SECTION AT CRUISE, CAUSING A HIGHER THAN NORMAL TEMPERATURE, COMPRESSOR RPM, AND FUEL FLOW TO MAINTAIN N1 SYNC. INSTALLED AN O/H TRIM AIR SURGE BLEED VALVE AND NOTED ALL ENGINE PARAMETERS RETURNED TO NORMAL DURING TAKEOFF AND CRUISE FLIGHT.

CYAN SPOILER FAULT MESSAGE ON DESCENT WHEN THROTTLE PULLED BACK TO IDLE. LANDED UNEVENTFULLY AND AT SCHEDULED AIRPORT. MSG REMAINED INTERMITTENT ON SEVERAL LEGS BUT ALWAYS RESET. THIS TQA INSTALLED WAS A NO FAULT FOUND UNIT. REPLACED TQA A THIRD TIME WITH A NEW UNIT.