GLOBAL AVIATION, INC.

Operated by Global Aviation (per NTSB report)

DURING CRUISE AT FL360, WITH CABIN CONTROLLER SET TO FL380 AND NORMAL PRESSURIZATION. AT TOP OF DESCENT REDUCED POWER SLIGHTLY AND AT THE SAME TIME THE CABIN RATE KNOB TURNED TO MIN AND CABIN CONTROLLER MOVED SLIGHTLY TOWARD FIELD ELEVATION. WITHIN SECONDS THE CABIN RATE INDICATED APPROXIMATELY 2,000 FPM CLIMB. A FEW SECONDS LATER THE CABIN ALT MASTER WARNING ILLUMINATED AND THE WARNING HORN SOUNDED. THE CABIN ALTITUDE INDICATION CLIMBED INTO THE RED ARC, NEVER SAW IT EXCEED 10,000 FT. REMAINED BETWEEN 9,000 AND 10,000 FT DURING THE ENTIRE EVENT. THRUST LEVERS WERE REDUCED TO IDLE AND A 4,000 FPM DESCENT WAS INITIATED. WHILE DESCENDING, CLEARED FOR THE APPROACH, AND A CONTINUOUS DESCENT WAS MAINTAINED UNTIL LANDING. 20 SECONDS INTO THE DESCENT WHILE STILL INDICATING A RAPID CABIN CLIMB, THE CABIN OXYGEN MASKS WERE DEPLOYED MANUALLY. AT THE SAME TIME, DIALED SEA LEVEL ON THE CABIN CONTROLLER, THE AIRCRAFT DESCENDED THROUGH 17,000 FT, AND THE CABIN BEGAN TO TRANSITION FROM A HIGH RATE OF CLIMB TO A NORMAL DESCENT. SHORTLY AFTER THE CABIN ALT MASTER WARNING EXTINGUISHED. PASSING THROUGH 10,000 FT ALL SYSTEMS AND INDICATIONS WERE NORMAL. PERFORMED PRESSURIZATION CHECKS WITH NO DISCREPANCIES NOTED, COULD NOT DUPLICATE ON GROUND, TOOK AIRPLANE FOR A FLIGHT CHECK, PERFORMED PRESSURIZATION CHECKS IN FLIGHT WITH NO DISCREPANCIES NOTED, COULD NOT DUPLICATE.

DURING ARRIVAL, AFTER LEVELLING OFF AT 10,000 FT AN ABNORMAL VIBRATION WAS NOTICED. MOVING EACH THRUST LEVER INDEPENDENTLY INDICATED THAT THE VIBRATION WAS ASSOCIATED WITH THE NR 2 THRUST LEVER MOVEMENT. NR 2 ENGINE WAS REDUCED TO IDLE UNTIL LANDING, AND THEN SHUT DOWN AFTER LANDING. THERE WERE NO COCKPIT INDICATIONS AND NO GEN LIGHTS AT ANY TIME DURING THE EVENT. FROM THE FIRST DETECTED ABNORMAL VIBRATION UNTIL LANDING WAS 5-10 MINUTES. ONCE ON THE GROUND IT WAS DETERMINED THE NR 2 ENGINE STARTER GENERATOR WAS THE CAUSE OF THE INFLIGHT VIBRATION. REMOVED AND REPLACED THE STARTER GENERATOR. THE FAULTY STARTER GENERATOR HAD TSO: 305.7 HOURS AND CSO: 219 CYCLES SINCE THE LAST OVERHAUL. DISASSEMBLED AND FOUND THIS UNIT HAD A COM SIDE BEARING FAILURE. THIS CAUSED THE FAN TO START RUBBING ON THE FAN COVER. CLEANED AND INSPECTED. FOUND WORN BRUSHES AND WORN DAMPENER PLATE. VISUALLY AND DIMENSIONALLY INSPECTED. FOUND A WORN DRIVE END BEARING LINER.

ON THE GROUND AT PAE, DURING TAXI OPERATIONS THE PILOT NOTICED WHEN THE NOSE WHEEL STEERING WAS USED IT WOULD POP THE CIRCUIT BREAKER, AND DISENGAGE THE NOSE WHEEL STEERING. THE PILOT MEL'D THE NOSE WHEEL STEERING IN ORDER TO RETURN HOME FOR MAINTENANCE. TECHNICIANS TROUBLESHOT THE PROBLEM AND FOUND THE NOSE WHEEL STEERING SERVO HAD FAILED, THE FAILED UNIT WAS INSTALLED ON 09/07/17 IN A REPAIRED CONDITION, FOR A 2000 HR INSPECTION. THE FAILED UNIT WAS REPLACED WITH A REPAIRED UNIT ON 12/28/17, AND THE AIRCRAFT WAS RETURNED TO SERVICE. THE REPAIR REPORT FOR THE FAILED NOSE WHEEL STEERING SERVO SHOWED THAT IT WAS DRAWING A HIGH CURRENT, UPON THE TEAR DOWN INSPECTION 2 RESISTORS WERE SHORTED OUT, AND THE MECHANICAL CLUTCH WAS OUT OF SPECS.

FOLLOWING MAINTENANCE OF NOSE LANDING GEAR STRUT REPACK, OPERATOR DEPARTED FACILITY AND AFTER TAKE-OFF, GEAR RETRACTION, HAD NOSE WHEEL STEERING FAIL INDICATION. OPERATOR SELECTED LANDING GEAR HANDLE DOWN AND THE WARNING INDICATION HAD EXTINGUISHED. UPON RETURN TO FACILITY, INSPECTION SHOWED THAT THE NOSE WHEEL STEERING GEARBOX CCONNECTOR PLUG BACK-SHELL HAD BROKEN AFTER CONTACT WITH SURROUNDING STRUCTURE. TECHNICIANS DID NOT NOTICE A CLEARANCE ISSUE ON PREVIOUS MAINTENANCE RETRACTION BUT STATE THAT THE NOSE WHEEL WELL IS A CLOSE TOLERANCE AREA. FURTHER INSPECTION REVEALED STEERING GEARBOX CONNECTION WAS DAMAGED IN THE PROCESS. GEARBOX AND HARNESS CONNECTOR WERE REPLACED WITH VERIFICATION OF CLEARANCE CHECK.

NEW TRIM TAB INDICATOR FAILS TO OPERATE. OBTAINED TEAR-DOWN REPORT, FINDINGS OF NEEDLE STICKING INTERMITTENTLY, REQUIRES CLEANING AND ADJUSTMENT/OVERHAUL.

RIGHT WINDSCREEN GOES INTO OVERHEAT.

OIL SMELL IN CABIN AFTER APU START.

NR 3 BRAKE LEAKING FLUID.

AN AMBER FSU INOPERATIVE, INTERMITTENTLY APPEARS ON THE NR 1 MFD. THE MDC HAS ALSO RECORDED MFD CARD FAILURE.

APU FIRE BELL AND LIGHT SOUNDED AND ILLUMINATED DURING AIRCRAFT ROLL OUT ON LANDING WITH APU OFF.

COPILOT "A" WINDSHIELD DELAMINATED.

NOSE STEERING ACTUATOR LEAKING.

LEFT AOA STALL VANE HEATER INOPERATIVE.

WING NAVIGATION LIGHT SOCKET LOOSE.

CARGO SMOKE DETECTOR FAIL, CAS MESSAGE.

AUTO APR INHIBIT 1B, MCID 1312, DISPLAYED ON FADEC DOWNLOAD OF LT ENGINE.

NR 2 FILE SERVER UNIT, FSU, INOPERATIVE.

LOUD CLICKING HEARD FROM OVERHEAD SPEAKERS WHEN STROBE LIGHTS ON.

LEFT ENGINE FIRE WARNING LIGHT ILLUMINATED ON FINAL APPROACH. ALL OTHER INDICATIONS WERE NORMAL. FOUND DAMAGED & FRAYED WIRE IN PYLON FOR AFT BODY FIRE LOOP. CUT BACK WIRE LEAD, CRIMPED NEW CONNECTOR PIN ON LEAD AND REASSEMBLED CONNECTOR. OPS CHECK OF SYS WAS NORMAL AFTER REPAIR.

CREW EXPERIENCED FIRE WARNING ON RT ENGINE DURING APPROACH. BOTH FIRE BOTTLES FIRED; ENGINE WAS SHUT DOWN WITHOUT CHANGE OF FIRE-WARNING INDICATION. LANDED, WITHOUT INCIDENT. NO EVIDENCE OF ACTUAL FIRE FOUND. AIRCRAFT FLOWN ON SPECIAL FLIGHT PERMIT; FALSE FIRE-WARNING COULD NOT BE DUPLICATED.