Corporate Flight Management, Inc.

Operated by CORPORATE FLIGHT MANAGEMENT INC (per NTSB report)

Bird strike.

Operated by CORPORATE FLIGHT MANAGEMENT INC (per NTSB report)

Missed approach not executed and flight to a destination alternate not performed by the flight crew. The tail wind and snow/ice covered runway were contributing factors.

Operated by CORPORATE FLIGHT MANAGEMENT (per NTSB report)

FAILURE OF THE PILOT TO MAINTAIN A PROPER CLIMB RATE AFTER TAKEOFF, AND HIS INADVERTENT ENTRY IN A DESCENDING SPIRAL, WHICH HE FAILED TO CORRECT. FACTORS RELATING TO THE ACCIDENT WERE: DARKNESS, AND THE PILOT BECOMING SPATIALLY DISORIENTED DURING THE INITIAL CLIMB WHILE ATTEMPTING TO OBTAIN AN IFR CLEARANCE.

Sanction: $8,000 · case closed 2022-01-20

Sanction: $13,300 · case closed 2018-02-13

Sanction: $5,500 · case closed 2001-03-05

Part: WINDSHIELD — CRACKED (ZONE 200) · airframe 23,605 hrs · 25,160 cycles

WHILE CLIMBING THROUGH FL220 THE OUTER PANE OF THE FIRST OFFICER'S WINDSHIELD SHATTERED. THIS WINDSHIELD WAS RECENTLY REPLACED ON 7/18/2026 WITH AN OVERHAULED UNIT. TAT AT REPLACEMENT WAS 23586.9 AND TAC 25141.

Part: WINDSHIELD — CRACKED (ZONE 200) · airframe 23,431 hrs · 20,986 cycles

FLIGHT VTE3340, KCNY - KDEN DEPARTED KCNY. DURING CLIMB AT FL250 THE CAPTAIN'S WINDSHIELD OUTER PANE CRACKED. AN EMERGENCY WAS NOT DECLARED AND THE FLIGHT CONTINUED TO ITS DESTINATION OF KDEN. THIS WINDSHIELD WAS REPLACED JUNE 1, 2026. IT WAS A REPAIRED WINDOW.

Part: WINDSHIELD — CRACKED (ZONE 200) · airframe 29,720 hrs · 29,010 cycles

ON JUNE 4, 2026 OUR FLIGHT VTE 3304 (N16252, PHX - PGA, PHX) RETURNED TO PHX AFTER THE CAPTAINS SIDE WINDSHIELD OUTER PANE CRACKED WHILE IN A DESCENT FROM FL260 TO FL250. THE FO DECLARED AN EMERGENCY AND BEGAN A DESCENT TO 10,000 FT AS A PRECAUTION.  CREW COMPLETED QRH AND ELECTED TO RETURN TO PHX.  THE AIRCRAFT DID NOT DEPRESSURIZE.  THE AIRCRAFT LANDED WITHOUT INCIDENT AND MOC WAS NOTIFIED. THIS WINDSHIELD WAS REPLACED JUST THREE DAYS AND 12 FLIGHT HOURS PRIOR. WINDSHIELD WAS NEW WHEN REPLACED.

Part: WINDSHIELD — CRACKED (ZONE 200) · airframe 37,547 hrs · 39,528 cycles

ON JUNE 2, 2026 OUR FLIGHT VTE 3393 (N11526, PGA - PHX, PGA) RETURNED TO PGA AFTER WIND SHIELD OUTER PANE CRACKED WHILE CLIMBING THRU 9000'.  CREW COMPLETED QRH AND ELECTED TO RETURN TO PGA.  THE AIRCRAFT DID NOT DEPRESSURIZE.  THE AIRCRAFT LANDED WITHOUT INCIDENT AND MOC WAS NOTIFIED. THIS WINDSHIELD WAS PREVIOUSLY REPLACED DUE TO CRACKING JUST 31 FLIGHT HOURS PREVIOUS. BOTH WERE SIERRACIN WINDOWS. THE COMPANY IS PERFORMING AN INTERNAL INVESTIGATION AS TO THE CAUSE.

Part: METERING UNIT — FAILED (FUEL PUMP) · airframe 37,229 hrs · 33,508 cycles

CREW REPORTED E2 FADEC SWITCHING FROM A TO B WITH UN-COMMANDED THROTTLE ADVANCE. MAINTENANCE INSPECTED THE AIRCRAFT AND FOUND THE FUEL PUMP METERING UNIT (FPMU) TO BE FAILED. THE FPMU WAS REMOVED AND REPLACED, AND OPS CHECKED GOOD.

Part: WINDSHIELD — CRACKED (ZONE 200) · airframe 20,392 hrs · 22,230 cycles

7/24/2024 - FLT VTE3348 - CREW REPORTED THAT CAPT WINDSHIELD BROKE UPON LEVELING AT FL290. RETURNED TO KPHX. MAITNENANCE REMOVED AND REPLACED THE WINDSHIELD IAW EMB135 AMM PROCEDURES. OPS CHECKED GOOD.

Part: BEARING — FAILED (NLG WHEEL)

THE LH NLG WHEEL ASSY DEPARTED THE AIRCRAFT ON TO OUT OF BWI WITH SERVICE TO MCN. COMPANY WAS NOTIFIED BY BWI AIRPORT OPERATIONS THAT THIS OCCURRED AS THE PIC WAS NOT AWARE. THE AIRCRAFT MADE A ROUTINE LANDING IN MCN. UPON INSPECTION, MAINTENANCE FOUND THAT THE LH AXLE HAD FAILED WHICH ALLOWED THE WHEEL ASSY TO SEPARATE FROM THE NLG ASSY. MAINTENANCE REMOVED AND REPLACED THE NLG ASSY. OPS CHECKED GOOD AND NO ADDITIONAL DAMAGE TO THE AIRCRAFT WAS IDENTIFIED.

Part: DOOR — OPEN (NLG) · airframe 30,369 hrs · 31,891 cycles

AFTER TAKE OFF SELECTED GEAR UP EVERYTHING CAME UP AND ABOUT 500 FOOT LATER HEARD WHAT SOUNDED LIKE NOSE DOORS OPEN, FLY OVER TOWER THEY CONFIRMED NOSE GEAR DOORS WAS OPEN, LANDED IN TUP, STEERING WAS EXTREMELY TIGHT ON RUDDERS WHILE TAXING.

Part: SKIN — CRACKED (FUSELAGE) · airframe 38,159 hrs · 29,515 cycles

RT REAR FUSELAGE SKIN AT FRAME 75, STRINGER 2R-3R CRACKED. REPAIRED FUSELAGE SKIN IN ACCORDANCE WITH SRM 53-31-01.

Part: HOUSING — DAMAGED (VERTICAL STAB) · airframe 38,159 hrs · 29,515 cycles

RT AND LT SPHERICAL BEARING HOUSINGS HAVE DISPLACED METAL. REPAIRED LT AND RT SPHERICAL BEARING HOUSING IN ACCORDANCE WITH SRM 55-30-02.

Part: WARNING MESSAGE — ACTIVATED (ANTI ICE) · airframe 39,776 hrs · 30,607 cycles

CLIMBING THRU FL180, IN ICING CONDITIONS, THE ANTI ICE CAME ON THEN THE NR 2 OIL TEMP WENT TO 147C, BROUGHT THRUST LEVER BACK TO IDLE AND TEMP WENT TO 156 C. STARTED DECENT BACK TO DEPARTURE, LEFT ICING CONDITIONS. THE ANTI TURNED OFF AND THE RIGHT OIL TEMP WENT BACK TO NORMAL. DECLARED AN EMERGENCY AND LANDED WITHOUT FURTHER EVENT. MAINTENANCE PERFORMED FIM 79-37-00-810-806, AND PERFORMED ENGINE RUNS IAW AMM 72-00-00, NO FAULTS FOUND. ACFT OK FOR SERVICE. AIRCRAFT WAS THEN TAKEN UP ON A FUNCTIONAL CHECK FLIGHT TO FURTHER VERIFY OPERATION. NO DEFECTS WERE NOTED. AIRCRAFT WAS RETURNED TO SERVICE. AIRCRAFT HAS FLOWN 11 FLIGHTS SINCE THE EVENT WITH NO FURTHER OIL TEMPERATURE ISSUES.

Part: SKIN — CRACKED (FRAME 75) · airframe 38,159 hrs · 29,523 cycles

FUSELAGE SKIN CRACKED AT FRAME 75, STRINGER 2L. CUTOUT THE DAMAGE SECTION, FABRICATED A FILLER, AND DOUBLER. INSTALLED THE REPAIR.

Part: SKIN — CRACKED (FUSELAGE) · airframe 38,159 hrs · 29,515 cycles

TYS A/C IS IN FOR A C-CHECK WHEN INSPECTION FOUND A CRACK IN THE REAR FUSELAGE SKIN AT FRAME 75 AND STRINGER 2R. MAINTENANCE CUTOUT A 2" BY 2" SECTION OF SKIN AND INSTALLED A FILLER AND DOUBLER IAW SRM 51-31-01. ALL WORK ACCOMPLISHED AND WILL BE RELEASED AT THE END OF THE CHECK.

Part: CONTROL PANEL — FAULTY (EMERGENCY LIGHTS) · airframe 37,719 hrs · 29,222 cycles

CREW REPORTED THE EMERGENCY LIGHTS TURNED ON WHEN BRIGHT/DIM SWITCH WAS PRESSED ON THE FA PANEL. MX REMOVED AND REPLACED FLIGHT ATTENDANT CONTROL PANEL ASSEMBLY, CHECKED GOOD. RETURNED TO SERVICE.

Part: SWITCH — OUT OF ADJUST (LT ENGINE) · airframe 24,643 hrs · 29,974 cycles

DURING DESCENT, THE FLIGHT CREW SHUTDOWN THE LEFT ENGINE DUE TO TORQUE FLUCTUATIONS. THE CREW DECLARED AN EMERGENCY. THE FLIGHT LANDED WITHOUT FURTHER EVENT. MAINTENANCE INSPECTED AND RAN THE AIRCRAFT. MAINTENANCE WAS ABLE TO CAUSE THE EGT TO FLUCTUATE UP WITH MOVEMENT OF THE POWER LEVER WHEN THETEMPERATURE & TORQUE LIMITER (TTL) WAS ON. THE FLUXUATION WENT AWAY WHEN THE TTL COMPUTER TURNED OFF. SWAPPED TTL COMPUTERS AND THE PROBLEM DID NOT SWAP. THE AIRCRAFT WENT UP ON A FUNCTIONAL CHECK FLIGHT TO VERIFY OPERATION OF THE ENGINES WITH THE TTL COMPUTERS TURNED OFF. NO DEFECTS WERE NOTED. FOUND THE 30 DEGREE PEDESTAL MICROSWITCH OUT OF ADJUSTMENT. CLEANED AND ADJUSTED THE LEFT 30 DEGREE MICROSWITCH IAW MANUFACTURER REQUIREMENTS. OPS CHECKED SATISFACTORY AND THE AIRCRAFT WAS RETURNED TO SERVICE.

Part: WIRE — CHAFED (RT MLG DWNLK SWT) · airframe 5,019 hrs · 4,767 cycles

DURING DECENT, THE CREW REPORTED THE LANDING GEAR WOULD NOT EXTEND. LANDING GEAR CIRCUIT BREAKER TRIPPED. RESET LANDING GEAR CIRCUIT BREAKER. GEAR EXTENDED NORMALLY. RED INTRANSIT LIGHT REMAINED ILLUMINATED. THE CREW PULLED THE EMERGENCY DOOR CLOSE HANDLE. THE RED INTRANSIT LIGHT EXTINGUISHED. AIRCRAFT LANDED NORMALLY. MAINTENANCE INSPECTED THE GEAR AND FOUND THE WIRING GOING TO THE RIGHT MAIN LANDING GEAR DOWN LOCK SWITCH WAS CHAFED THROUGH THE INSULATION. MAINTENANCE REPLACED THE RIGHT MAIN LANDING GEAR DOWN LOCK SWITCH AND ASSOCIATED WIRING. OPS CHECKED SATISFACTORY. AIRCRAFT WAS RETURNED TO SERVICE.

Part: INDICATOR — MALFUNCTIONED (MLG) · airframe 6,925 hrs · 6,680 cycles

CREW REPORTED DURING APPROACH, WHEN LANDING GEAR EXTENDED , THERE WAS NOT A RIGHT GEAR GREEN LIGHT. INDICATOR PUSHED TO TEST THE LIGHT. THE INDICATOR LIGHT TEST SWITCH WAS THEN PUSHED LIGHTING ALL EXCEPT THE RIGHT GREEN LIGHT. A GO AROUND WAS EXECUTED AND THEN A FLY BY AT 200 FEET AGL BY THE TOWER. TOWER COULD NOT VERIFY THAT THE RIGHT GEAR WAS EXTENDED. ALTERNATE GEAR EXTENSION PROCEDURES FOLLOWED TO AN UNEVENTFUL LANDING. AT THE SUGGESTION OF MAINTENANCE AFTER LANDING, ATTEMPTED TO TROUBLESHOOT PLASTIC GEAR DOWN INDICATOR. AFTER PRESSING NUMEROUS TIMES, ALL GREEN GEAR INDICATORS ILLUMINATED INCLUDING THE RIGHT GREEN GEAR LIGHT. REMOVED AND REPLACED LANDING GEAR ANNUNCIATOR BULBS. INSPECTED NOSE AND MAIN LANDING GEAR AND NO DEFECTS WEE NOTED. PERFORMED SEVERAL SATISFACTORY GEAR SWINGS OF THE GEAR SYSTEM. AIRCRAFT WAS RELEASED FOR AN FUNCTIONAL CHECK FLIGHT. NO DEFECTS WERE NOTED DURING THE FUNCTIONAL CHECK FLIGHT. AIRCRAFT WAS RELEASED FOR SERVICE.

Part: UPLOCK — DIRTY (MLG) · airframe 4,896 hrs · 4,607 cycles

ON APPROACH, THE CREW SELECTED GEAR DOWN. THERE WAS NO RIGHT GEAR DOWN LIGHT. THE CREW RAN CHECKLIST. ON ONE GEAR CYCLE, ONLY NOSE INDICATED GREEN. ON LANDING, HAD NOSE GREEN, LEFT GREEN (AFTER MANUAL EXTENSION), RIGHT GEAR LIGHT OUT, RED HANDLE LIGHT ON. RIGHT GREEN CAME ON AFTER LANDING. AIRCRAFT WAS VISUALLY INSPECTED. NO DEFECTS WERE NOTED. MAINTENANCE INSPECTED AND FOUND UP LOCK AND DOWN LOCK SWITCHES DIRTY AND FROZEN WITH ICE. CLEANED SWITCHES, CHECKED RIGGING OF SWITCHES AND LUBRICATED GEAR. COMPLIED WITH GEAR SWINGS. ALL OPS CHECKED GOOD IAW AMM. PERFORMED A SATISFACTORY FUNCTIONAL CHECK FLIGHT. AIRCRAFT RETURNED TO SERVICE.

Part: UPLOCK SWITCH — SHORTED (RIGHT) · airframe 24,476 hrs · 29,757 cycles

DURING APPROACH AND SELECTING THE GEAR DOWN, UNABLE TO DETERMINE IF THE GEAR WAS DOWN. FLEW A LOW APPROACH AND THE TOWER STATED APPEARED TO BE DOWN. DECLARED AN EMERGENCY. FOLLOWED CHECKLIST PROCEDURES AND WAS ABLE TO DETERMINE THE GEAR CONTROL CIRCUIT BREAKER WAS TRIPPED. RESET CORRECTED THE CONDITION AND WERE ABLE TO LAND NORMALLY. ON TAKEOFF THE GEAR DID NOT GO UP WHEN SELECTED UP UNTIL REACHING OVER 2,000 FEET. THE LEFT GEAR LIGHT TOOK EVEN LONGER TO EXTINGUISH. MAINTENANCE TROUBLESHOT THE AIRCRAFT AND REPLACED THE RIGHT UPLOCK SWITCH. PERFORMED GROUND OPERATIONAL CHECK. PERFORMED A FUNCTIONAL CHECK FLIGHT IN WHICH THE GEAR WAS SWUNG APPROXIMATELY 50 TIMES. OPERATIONAL CHECK WAS SATISFACTORY. AIRCRAFT WAS RETURNED TO SERVICE.

Part: DOWNLOCK SWITCH — STUCK (MLG) · airframe 24,445 hrs · 29,714 cycles

ON APPROACH, SELECTED GEAR DOWN. DID NOT GET A GEAR INDICATION. RAN CHECKLISTS. ABLE TO VERIFY GEAR WAS DOWN VISUALLY AND PERFORMED A LOW FLY BY THE TOWER TO VERIFY. LANDED WITHOUT EVENT. MX PERFORMED AN INSPECTION AND OPS CHECKS OF THE GEAR. FOUND THE RT MAIN LANDING GEAR DOWNLOCK SWITCH WAS STICKING AND THE FACE OF THE INDICATOR WAS LOOSE IN HOUSING. CLEANED THE DOWNLOCK SWITCH AND SECURED THE FACE OF THE GEAR INDICATOR. PERFORMED NUMEROUS GEAR SWINGS AND ALL OPS CHECKED GOOD. AIRCRAFT RETURNED TO SERVICE.

Part: B-NUT — LOOSE (PROP GOVERNOR) · airframe 30,084 hrs · 34,264 cycles

CREW REPORTED AFTER DEPARTURE FROM MDW AT APPROXIMATELY 3000' THE RT ENG OIL LT CAME ON AND OIL PRESS READ ZERO. PERFORMED RH ENG SHUTDOWN AND RETURNED TO MDW. BEFORE LANDING, THE CREW REQUESTED EMERGENCY EQUIPMENT TO BE STANDING BY. AIRCRAFT LANDED WITHOUT FURTHER EVENT. MAINTENANCE FOUND LUBRICATION LINE B NUT NEAR PROP GOVERNOR LOOSE ON RIGHT HAND ENGINE. TIGHTENED B NUT. SERVICED ENGINE OIL. PERFORMED 4 ENGINE RUNS TO HIGH POWER TO LEAK CHECK. NO LEAKS NOTED. OPS CHECK GOOD. AIRCRAFT WAS RETURNED TO SERVICE.

Part: WARNING MESSAGE — FALSE ACTIVATION (BRAKE SYS) · airframe 17,810 hrs · 25,233 cycles

AIRCRAFT DEPARTED. GOING THROUGH 2,000 FEET, CREW NOTICED MAIN BRAKE AND EMERGENCY BRAKE PRESSURE GAUGES READ AN OVERPRESSURE OF 3,000 PSI. ALSO BOTH BRAKE APPLIED PRESSURE GAUGES WERE READING 1,000 PSI. CREW PERFORMED QRH PROCEDURE. RETURNED TO DEPARTURE DUE TO CONCERNS THAT THE BRAKES MAY BE LOCKED. DECLARED AN EMERGENCY AND LANDED WITHOUT FURTHER EVENT. MAINTENANCE HAS VERIFIED THE HIGH PRESSURE READINGS WERE AN INDICATION ISSUE. MAINTENANCE IS STILL IN PROCESS OF TROUBLESHOOTING PROBLEM.

Part: TRANSDUCER — INTERMITTENT (BRAKES) · airframe 36,308 hrs · 28,054 cycles

PILOT REPORTED: AT TAXI SPEED WHEN THE PLANE HITS A BUMP IN THE PAVEMENT, ALSO RANDOMLY WITHOUT PRESSURE CHANGES ON THE BRAKE PEDALS THE PLANE SEEMS TO REDUCE THE PRESSURE BEING DEMANDED AND FEELS LIKE IT IS ROLLING FREELY AS IF THE WHEEL LOCK PROTECTION IS COMING ON. WHEN IT RE-ENGAGES IT ENGAGES GRABBING THE BRAKES AND ACFT SHUTTERS. MX REMOVED AND REPLACED THE NR 2 & 3 WHEEL SPEED TRANSDUCERS AND BLED BRAKES WITH TAXI AND OPERATIONAL CHECKS GOOD. ACFT WAS APPROVED FOR RETURN TO SERVICE.

Part: WIRE — BROKEN (MLG) · airframe 11,032 hrs · 8,875 cycles

ON DESCENT, CREW SELECTED GEAR DOWN. RIGHT MAIN GEAR LIGHT WOULD NOT ILLUMINATE. NO OTHER, NO GEAR DOWN, INDICATIONS. CREW DELAYED LANDING UNTIL ALL CHECKLISTS, NORMAL/ ABNORMAL/EMERGENCY WERE COMPLETED. THIS INCLUDED PERFORMING EMERGENCY BLOW DOWN CHECK LIST. PRIOR TO LANDING, CREW DECLARED AN EMERGENCY AND LANDED WITHOUT FURTHER INCIDENT. MAINTENANCE WAS ABLE TO DUPLICATE THE SQUAWK. TROUBLESHOT TO FIND BROKEN WIRE FROM "A" P64 TO SP21. MAINTENANCE REPLACED WIRE. PERFORMED SATISFACTORY GEAR SWINGS AND FUNCTIONAL CHECK FLIGHT. AIRCRAFT RETURNED TO SERVICE.

Part: CAP — LOOSE (OIL TANK) · airframe 25,713 hrs · 25,134 cycles

AFTER TAKE OFF, AND CRUISING AT 16000 FT. FELT A VIBRATION. WITHIN 15 SECONDS, THE RT LOW OIL PRESSURE CAP LIGHT CAME ON. THE CAPTAIN REDUCED POWER AND VERIFIED THE OIL PRESSURE. THE OIL PRESSURE GAUGE WAS BELOW 20 PSI. HE THEN SHUT DOWN THE RIGHT ENGINE. DECLARED AN EMERGENCY. DIVERTED AND LANDED WITHOUT INCIDENT. MAINTENANCE INSPECTED THE AIRCRAFT. DETERMINED THE OIL CAP WAS LOOSE WHICH ALLOWED OIL TO BE SIPHONED FROM THE OIL TANK. THE ENGINE COMPARTMENT WAS WET WITH OIL. THE ENGINE AND PROP WOULD NOT TURN.

Part: FLOOR SUPPORT — CORRODED (FRAME 20) · corrosion level 2 · airframe 16,880 hrs · 17,013 cycles

DURING A MAINTENANCE INSPECTION, THE LEFT OMEGA BEAM WAS FOUND TO BE CORRODED BEYOND LIMITS. MAINTENANCE PERFORMED AN INSERTION REPAIR ON THE AFFECTED BEAM, AND THE AIRCRAFT WAS APPROVED FOR RETURN TO SERVICE.

Part: WIRE — CHAFED (MLG DOWNLOCK) · airframe 30,061 hrs · 38,880 cycles

DURING DECENT, SELECTED GEAR DOWN. THE GEAR DOWN AND INTRANSIT INDICATIONS DID NOT ACTIVATE AT GEAR EXTENSION. REQUESTED A FLY-BY OF THE CONTROL TOWER TO VERIFY GEAR POSITION. THE TOWER REPORTED THE GEAR WAS DOWN. DURING PREPARATION TO LAND, DISCOVERED THE GEAR POSITION INDICATOR CIRCUIT BREAKER WAS TRIPPED. RESET THE CIRCUIT BREAKER. THE GEAR POSITION INDICATOR INDICATED ALL THREE GEAR DOWN AND LOCKED. NOTIFIED THE TOWER. LANDED WITHOUT FURTHER EVENT. DURING INSPECTION, MAINTENANCE FOUND A CHAFED WIRE ON RIGHT DOWN LOCK SWITCH. REPAIRED THE WIRE AND PERFORMED SATISFACTORY GEAR SWINGS.

Part: ENGINE — FLAMED OUT (NR 2) · airframe 28,035 hrs · 29,241 cycles

IAH - FLIGHT 4231, THE CREW REPORTED ENG NR 2 OUT IN FLIGHT. THE AIRCRAFT LANDED IN IAH WITHOUT INCIDENT WHERE MAINTENANCE REMOVED AND REPLACED THE NUMBER 2 ENGINE, OPERATIONALLY TESTED WITH NO DEFECTS AND THE AIRCRAFT WAS APPROVED FOR RETURN TO SERVICE.

Part: BELLCRANK — LACK OF LUBE (AILERONS) · airframe 47,832 hrs · 45,849 cycles

AIRCRAFT DEPARTED AND CREW DETERMINED THAT TURNS TO THE RIGHT PRODUCE A STIFF CONTROL YOKE. RETURNED AND LANDED WITH NO FURTHER ISSUES. MAINTENANCE VERIFIED THE DISCREPANCY. MAINTENANCE LUBRICATED AILERON CENTERING MECHANISM BELLCRANK HARDWARE, ROLLER LEVER ASSEMBLY AND ATTACH POINTS ON RIGHT HAND WING. VERIFIED CONTROL WHEEL FORCE WAS WITHIN LIMITS. A FUNCTIONAL CHECK FLIGHT WAS CONDUCTED WITH SATISFACTORY RESULTS. AIRCRAFT WAS RETURNED TO SERVICE.

Part: SENSOR — FAULTY (DUCT) · airframe 5,793 hrs · 5,110 cycles

MAINTENANCE FOUND THE CABIN DUCT TEMP SENSOR TO BE FAULTY. THE RESULT OF THIS SENSOR FAILURE WOULD CAUSE THE SYSTEM TO GO AND STAY AT FULL HOT. MAINTENANCE REMOVED AND REPLACED THE CABIN DUCT TEMP SENSOR. TEMPERATURE CONTROL SYSTEM FUNCTIONAL CHECKED GOOD. NO PRESENCE OF HAZE OR ODOR DURING THE CHECK. AIRCRAFT WAS RELEASED FOR A FUNCTIONAL CHECK FLIGHT AND THE FLIGHT WAS FOUND TO BE SATISFACTORY. AIRCRAFT WAS RETURNED TO SERVICE

Part: UNKNOWN — ODOR (COCKPIT) · airframe 5,793 hrs · 5,110 cycles

AIRCRAFT DEPARTED, AT THE BEGINNING OF DECENT, THE CREW EXPERIENCED AN ODOR AND HAZE IN THE COCKPIT. WENT THROUGH THE CHECKLIST AND REDUCED THE TEMPERATURE SETTING IN THE AIRCRAFT. THE SITUATION IMPROVED. BEFORE LANDING, THE CREW DECLARED AN EMERGENCY. THE AIRCRAFT LANDED WITHOUT FURTHER EVENT. OPEN

Part: LINE — CRACKED (HYD SYSTEM) · airframe 17,048 hrs · 24,719 cycles

DURING CLIMB, THE LT HYDRAULIC PUMP PRESSURE WENT TO 0. FOLLOWED AIRCRAFT CHECKLIST. TCONTINUED TO DESTINATION. WHEN THE GEAR WAS SELECTED DOWN, THE RT PUMP PRESSURE WENT TO 0 PSI AND STARTED FLUCTUATING TO 2000 PSI. NOSE GEAR DOWN LOCKED IMMEDIATELY AND THE MAIN LANDING GEAR WAS SHOWING INTRANSIT. DECIDED TO GO THROUGH THE EMERGENCY EXTEND CHECKLIST. BEFORE THEY WERE ABLE TO BEGIN, BOTH MAIN LANDING GEAR INDICATED DOWN AND LOCKED. THE RT HYDRAULIC PUMP PRESSURE CONTINUED TO FLUCTUATE. DECLARED AN EMERGENCY, AND LANDED. WHEN FLAPS SELECTED, THEY FUNCTIONED CORRECTLY. HYDRAULIC PRESSURE CONTINUED TO FLUCTUATE BETWEEN 2000 PSI AND 0 PSI ON THE RT PUMP. AFTER LANDING, THE RT HYDRAULIC PUMP PRESSURE STABILIZED AT 2000 PSI. THE CREW TAXIED TO THE GATE WITHOUT FURTHER INCIDENT. MAINTENANCE FOUND THE RIGID HYDRAULIC PUMP PRESSURE LINE HAD A CRACK AT THE FORWARD FLARE AT THE FITTING JUST AFT OF THE LT ENGINE FIREWALL. MAINTENANCE REPLACED THE LINE IAW MAINTENANCE PROCEDURES.

Part: TRANSMITTER — OUT OF ADJUST (TE FLAP) · airframe 36,179 hrs · 41,053 cycles

DURING THE AFTERNOON FLIGHT FROM LIT TO MSY, THE CREW SELECTED FLAPS PRIOR THE LANDING. THE AIRCRAFT HAD A FLAP FAULT INDICATION ON THE CENTRAL WARNING PANEL WITH A SPLIT FAULT INDICATION ON THE FLAP POSITION INDICATOR. CREW PROCEEDED TO MSY. THEY DECLARED AN EMERGENCY AND LANDED WITH ZERO FLAPS WITHOUT FURTHER INCIDENT. MAINTENANCE DISCOVERED THE OUTPUT VOLTAGE READING FOR THE POSITION TRANSMITTER ON THE FLAP CONTROL LEVER WAS WELL OUT OF TOLERANCE. MAINTENANCE ADJUSTED THE POSITION OF THE TRANSMITTER ON THE FLAP CONTROL LEVER UNTIL VOLTAGE READING WAS IN SPECIFIED RANGE IN ACCORDANCE WITH THE MAINTENANCE MANUAL. OPERATIONAL CHECK WAS SATISFACTORY. DUE TO THE DEFINITIVE FIND, THE AIRCRAFT WAS RETURNED TO SERVICE.

Part: FLAP — OUT OF ADJUST (WING) · airframe 36,179 hrs · 41,054 cycles

AT APPROXIMATELY 6 PM THE AIRCRAFT DEPARTED FROM MSY. AFTER APPROXIMATELY 30 MINUTES INTO THE FLIGHT, THE CREW REPORTED A FLAP FAULT CENTRAL WARNING PANEL INDICATION AND SPLIT FLAP INDICATION IN THE FLAP INDICATOR. FLAP FAULT DOES NOT CLEAR UNTIL FLAPS 7 WAS SELECTED. FLIGHT CREW RETURNED THE AIRCRAFT TO MSY. THE FLIGHT CREW DECLARED AN EMERGENCY BEFORE LANDING AND LANDED WITHOUT ANY FURTHER ISSUES. MAINTENANCE PERFORMED A COMPLETE RIG OF THE FLAP CONTROL SYSTEM AND MADE ADJUSTMENTS AS REQUIRED IN ACCORDANCE WITH THE MAINTENANCE MANUAL PROCEDURES. AIRCRAFT THEN OPERATED SATISFACTORILY ON A FUNCTIONAL CHECK FLIGHT FOR APPROXIMATELY AN HOUR. AIRCRAFT WAS RETURNED TO SERVICE.

Part: O-RING — CUT (HYD SYSTEM) · airframe 5,252 hrs · 4,989 cycles

DURING DECENT, CREW NOTICED LOW LT AND RT HYDRAULIC PUMP PRESSURE ANNUNCIATORS ILLUMINATED. CREW EXTENDED GEAR AND FLAPS AND DECLARED EMERGENCY BEFORE LANDING. CREW USED NITROGEN BOTTLE FOR BRAKING. AIRCRAFT LANDED WITHOUT FURTHER INCIDENT. MAINTENANCE FOUND A SPLIT ORING ON THE LH BRAKE ASSEMBLY FORWARD SIDE PLUG. MAINTENANCE REPLACED BOTH PLUG ORINGS ON LH SIDE, REPLACED BOTH HYDRAULIC PUMPS, REPLACED BOTH HIGH PUMP PRESSURE FILTERS WITH NEW AND INSPECTED THE REMOVED FILTERS AND DID NOT FIND ANY DEBRIS TO NOTE. SERVICED HYDRAULIC SYSTEM AND BLED. MAINTENANCE ALSO CONDUCTED A SATISFACTORY OVERSPEED INSPECTION DUE TO GEAR AND FLAPS BEING EXTENDED AT 230 KNOTS. ALL FUNCTIONAL CHECKS SATISFACTORY.

Part: FADEC — MALFUNCTIONED (NR 2) · airframe 23,815 hrs · 23,397 cycles

FLIGHT 4193, THE CREW REPORTED THAT IMMEDIATELY AFTER TAKEOFF, THE NR 2 ENGINE SHUTDOWN, WITH NO N2 OR FUEL FLOW, AND RECEIVED E2 NO DISP, E2 CTL FAIL, SPOILER FAIL, AND RUD HDOV PROT FAIL MESSAGES. THE AIRCRAFT RETURNED TO DEPARTURE AND LANDED WITHOUT INCIDENT. MAINTENANCE INSPECTED THE AIRCRAFT AND REMOVED AND REPLACED FADEC 2A & 2B, AND THE NR 2 ENGINE FPMU, THE AIRCRAFT WAS TEST FLOWN SATISFACTORILY, AND THE AIRCRAFT WAS RELEASED FOR SERVICE ON 10-12-16.

Part: FADEC — INOPERATIVE (NR 2) · airframe 23,815 hrs · 23,397 cycles

FLIGHT 4193, THE CREW REPORTED THAT IMMEDIATELY AFTER TAKEOFF, THE NR 2 ENGINE SHUTDOWN, WITH NO N2 OR FUEL FLOW, AND RECEIVED E2 NO DISP, E2 CTL FAIL, SPOILER FAIL, AND RUD HDOV PROT FAIL MESSAGES. THE AIRCRAFT RETURNED TO IAH WHERE IT LANDED WITHOUT INCIDENT. MAINTENANCE INSPECTED THE AIRCRAFT AND REMOVED AND REPLACED FADEC 2A & 2B, AND THE #2 ENGINE FPMU, THE AIRCRAFT WAS TEST FLOWN SATISFACTORILY, AND THE AIRCRAFT WAS RELEASED FOR SERVICE ON 10-12-16.

Part: METERING UNIT — INOPERATIVE (NR 2 ENGINE) · airframe 23,815 hrs · 23,397 cycles

FLIGHT 4193, THE CREW REPORTED THAT IMMEDIATELY AFTER TAKEOFF, THE NR 2 ENGINE SHUTDOWN, WITH NO N2 OR FUEL FLOW, AND RECEIVED E2 NO DISP, E2 CTL FAIL, SPOILER FAIL, AND RUD HDOV PROT FAIL MESSAGES. THE AIRCRAFT RETURNED TO IAH WHERE IT LANDED WITHOUT INCIDENT. MAINTENANCE INSPECTED THE AIRCRAFT AND REMOVED AND REPLACED FADEC 2A & 2B, AND THE NR 2 ENGINE FPMU, THE AIRCRAFT WAS TEST FLOWN SATISFACTORILY, AND THE AIRCRAFT WAS RELEASED FOR SERVICE ON 10-12-16.

Part: LIGHT — INOPERATIVE (CABIN) · airframe 27,406 hrs · 28,375 cycles

THE CREW REPORTED THAT THE FIRST SEGMENT OF AISLE PATH LIGHTING WAS INOPERATIVE. MAINTENANCE R & R THE AFFECTED LIGHT STRIP, OPERATIONALLY TESTED WITH NO DEFECTS, AND THE ACFT WAS APPROVED FOR RETURN TO SERVICE.

Part: CONNECTOR — DISCONNECTED (CABIN) · airframe 27,233 hrs · 28,077 cycles

DURING 2A INSPECTION THE UPPER FORWARD CEILING EMERGENCY LIGHT WAS FOUND TO BE INOPERATIVE. MAINTENANCE RESECURED THE AFFECTED EMERGENCY LIGHT CONNECTOR, OPERATIONALLY TESTED WITH NO DEFECTS NOTED, AND THE ACFT WAS APPROVED FOR RETURN TO SERVICE.

Part: SIGN — INOPERATIVE (CABIN) · airframe 27,233 hrs · 28,077 cycles

DURING 2A INSPECTION THE EMERGENCY EXIT SIGN AT 18D WAS FOUND TO BE INOPERATIVE. MAINTENANCE R & R THE SIGN, OPERATIONALLY TESTED WITH NO DEFECTS NOTED, AND THE ACFT WAS APPROVED FOR RETURN TO SERVICE.

Part: O-RING — NOT SEATED (NR 1 ENGINE) · airframe 33,909 hrs · 38,973 cycles

CAPTAIN NOTICED NR 1 ENGINE OIL PRESSURE FLUCTUATIONS. HE INSTRUCTED THE F/O TO MONITOR THE NR 1 ENGINE OIL PRESSURE GAUGE. WITHIN A FEW SECONDS, THE MASTER WARNING TRIPLE CHIME AND LOW OIL PRESSURE WARNING ACCOMPANIED THE OIL PRESSURE FLUCTUATIONS. CREW RAN THROUGH CHECKLIST AND ELECTED TO NOT SHUTDOWN THE ENGINE BASED ON OIL PRESSURE AND OIL TEMPERATURE. CREW RETURNED TO DEPARTURE, DECLARED AN EMERGENCY AND LANDED WITHOUT FURTHER INCIDENT. MAINTENANCE REMOVED THE LT STARTER GENERATOR BB-AXIS SEAL. THEY FOUND IT TO BE IMPROPERLY SEATED. THEY RESEATED THE LT STARTER GENERATOR BB-AXIS SEAL. LEAK CHECK WAS SATISFACTORY. THE ACFT WAS ALSO FLOWN ON A FUNCTIONAL CK FLIGHT TO VERIFY ANY ISSUES WITH LEAKS. FUNCTIONAL CHECK FLIGHT WAS SATISFACTORY. ACFT WAS RETURNED TO SERVICE. THE ACFT HAD JUST LT A MAINTENANCE INSPECTION. BOTH ENGINE STARTER GENERATOR BB-AXIS SEALS HAD BEEN WORKED DUE TO OIL LEAKAGE. BOTH ENGINES WERE LEAK CHECKED AND NO LEAKS WERE NOTED AT THAT TIME.

Part: BEAM — CORRODED (FUSELAGE) · corrosion level 2 · airframe 27,748 hrs · 26,994 cycles

DURING C-CHECK THE CARGO DOOR CUTOUT LOWER BEAM WAS FOUND TO BE CORRODED. MAINTENANCE R & R THE BEAM IAW SRM 51-40-02. THE ACFT WAS APPROVED FOR RETURN TO SERVICE.

Part: BLEED VALVE — FAULTY (PNUEMATIC SYS) · airframe 33,428 hrs · 25,787 cycles

THE CREW REPORTED ODOR OF JET FUEL COMING THROUGH THE VENTS WHILE APU POWERING THE PACKS. MAINTENANCE INSPECTED AND REPLACED APU BLEED VALVE. OPS CHECKS WERE GOOD.

Part: FRAME — CRACKED (FRAME 10) · airframe 26,734 hrs · 27,419 cycles

DURING C-CHECK. RT FRAME 10 IS CRACKED. REPLACED RT FRAME 10 IAW SRM 51-40-02. ACFT APPROVED FOR RETURN TO SERVICE.

Part: UNKNOWN — SMOKE (CABIN & COCKPIT) · airframe 8,103 hrs · 6,996 cycles

TWENTY MINUTES AFTER TAKEOFF AT 39,000 FEET, FLIGHT CREW REPORTED SMOKE IN CABIN & COCKPIT. CREW LANDED WITHOUT FURTHER INCIDENT. INSPECTED THE ACFT & PERFORMED GND OPERATIONAL CHECKS. COULD NOT DUPLICATE PROBLEM. FLIGHT CREW TOOK THE ACFT ON A FUNCTIONAL CHECK FLIGHT. THE FLIGHT WENT UP TO 35,000 FEET. DURATION OF THE FLIGHT WAS 1 & A HALF HOURS. NO SMOKE WAS DETECTED DURING FLIGHT. FUNCTIONAL CHECK FLIGHT WAS SATISFACTORY. ACFT WAS RETURNED TO SERVICE.

Part: LIGHT — INOPERATIVE (COCKPIT) · airframe 34,693 hrs · 39,839 cycles

ON APPROACH, SELECTED GEAR DOWN. NLG DOWN INDICATOR DID NOT ILLUMINATE. THE IN TRANSIT LIGHT DID ILLUMINATE DURING EXTENSION & EXTINGUISHED. CAPTAIN DECLARED AN EMER PRIOR TO LANDING. THE ACFT LANDED WITHOUT FURTHER INCIDENT. MX INSPECTED THE ACFT & REPLACED THE NLG DOWN INDICATOR LIGHT BULB. OPERATIONAL CHECK WAS SATISFACTORY. ACFT WAS RETURNED TO SERVICE.

Part: DISPLAY — FAILED (COCKPIT) · airframe 32,857 hrs · 25,275 cycles

CREW REPORTED AN ELECTRICAL ODOR AFTER CAPTAINS MFD WENT BLANK. MAINTENANCE R & R CAPTAIN`S MFD WITH OPS CHECK GOOD. ACFT WAS APPROVED FOR RETURN TO SERVICE.

Part: DISPLAY — SHORTED (COCKPIT) · airframe 32,857 hrs · 25,276 cycles

THE CREW REPORTED MFD 1 IS OUT WITH BURNING ODOR IN FLIGHT DECK. THE ACFT LANDED IN ECP WITHOUT INCIDENT WHERE MAINTENANCE PLACED THE AFFECTED MFD ON MEL 34-22-01-1 AND THE ACFT WAS APPROVED FOR RETURN TO SERVICE. MAINTENANCE R & R THE NR 1 MFD, OPERATIONALLY TESTED WITH NO DEFECTS, REMOVED THE MEL, AND THE ACFT WAS APPROVED FOR RETURN TO SERVICE.

Part: FUEL CONTROL — LEAKING (APU) · airframe 32,565 hrs · 25,041 cycles

THE CREW REPORTED A FUEL ODOR COMING FROM APU BLEED. AFTER ROTATION WHEN APU WAS PROVIDING AIR TO THE PACKS. MAINTENANCE INSPECTED AND REPLACED THE APU FUEL CONTROL ASSY. OPS CHECKED WERE GOOD.