Business Jet Services, Ltd.

Sanction: $17,500 · case closed 2016-07-11

Sanction: $13,000 · case closed 2009-09-23

Sanction: $3,000 · case closed 2008-02-04

Sanction: $5,000 · case closed 2007-01-25

Sanction: $5,000 · case closed 2007-01-25

Sanction: $5,000 · case closed 2006-04-27

Sanction: $7,500 · case closed 2005-06-20

Sanction: $2,500 · case closed 2005-02-24

Part: ENGINE — VIBRATION (RIGHT)

ENGINE VIBRATION R RED CAS MESSAGE. HEARD AN UNUSUAL NOISE FOLLOWED BY VIBRATION AND RED ENGINE VIBRATION CAS MESSAGE. REDUCED POWER ON RIGHT ENGINE ITT STARTED CLIMBING INTO AMBER RANGE SO IMMEDIATELY CUT RIGHT ENGINE OFF. COMPLETED CHECKLIST FOR VIBRATION AND ENGINE SHUTDOWN. DECLARED EMERGENCY AND LANDED IN DENVER.

Part: CAP — UNSECURE (NR 2 ENG OIL SYS) · airframe 1,129 hrs · 598 cycles

#2 ENGINE LOW OIL PRESSURE INDICATION AT CRUISE. REDUCED POWER BY 5% N1 AND OIL PRESSURE CAME BACK IN THE GREEN. PRECAUTIONARY DIVERT TO PHX AND DECLARED EMERGENCY. ENGINE WAS NOT SHUTDOWN INFLIGHT. ORIGINAL ROUTING DAL-LAS. UPON INSPECTION BY TECHNICIAN IN PHX, IT WAS REVEALED THE OIL CAP WAS UNSECURE ON #2 ENGINE, RESULTING IN LOSS OF 3 QTS OF OIL. OIL RESERVOIR WAS NOT EMPTY. MX INSPECTED, CLEANED, SERVICED, PERFORMED ENGINE POWER RUNS WITH CREW AND NO FURTHER DISCREPANCIES.

Part: O-RING — BLEW OUT (HYDRAULIC SYS) · airframe 3,588 hrs · 1,928 cycles

"L HYD ENG PUMP FAIL" (CYAN ADVISORY), SUBSEQUENT AMBER CAS MESSAGES FOLLOWED FROM LOSS OF LEFT HYDRAULIC SYSTEM. LANDING LOWERED USING MECHANICAL RELEASE HANDLE. INVESTIGATION OF LEFT HYDRAULIC SYSTEM FOUND AN O RING ON THE LEFT PRESSURE FILTER MANIFOLD HAD FAILED, CAUSING HYDRAULIC FLUID LOSS. DUE TO LOSS OF FLUID, THE LEFT ENGINE DRIVEN PUMP, LEFT ELECTRICAL DC MOTOR PUMP AND NEW O RINGS WERE REPLACED. THE HYDRAULIC SYSTEM WAS CHECKED FOR LEAKS AND BLEEDING PROCEDURES WERE ACCOMPLISHED WHICH INCLUDES LANDING GEAR EXTENSIONS AND RETRACTIONS.

Part: UNKNOWN — MALFUNCTIONED (LANDING GEAR) · airframe 1,011 hrs · 727 cycles

GEAR SYSTEM FAIL CAS MESSAGE AFTER SELECTING GEAR DOWN. LEFT MAIN LANDING GEAR WOULD NOT EXTEND. GEAR DID FINALLY EXTEND ON IT'S OWN A COUPLE MINUTES LATER DURING THE MISSED APPROACH. THE LANDING GEAR WAS PINNED AND THE AIRCRAFT WAS FERRIED FOR INVESTIGATION. OPERATIONAL TESTS OF THE LANDING GEAR SYSTEM WAS PERFORMED NUMEROUS TIMES WITH NO DEFECTS NOTED.

Part: PCU — LEAKING (RUDDER) · airframe 3,067 hrs · 1,649 cycles

WHILE HOLDING SECOND IN LINE FOR TAKEOFF, SMOKE BEGAN TO FILL THE CABIN AND COCKPIT. ADVISED GROUND CONTROL ACFT WAS GOING TO TAXI OFF TO RIGHT INTO THE HOLDING AREA DUE TO SMOKE IN THE AIRCRAFT. SHUTDOWN BOTH ENGINES, APU, AND SECURED THE AIRCRAFT. CLOSE EXAMINATION OF THE TAIL SECTION REVEALED HYDRAULIC FLUID LEAKING FROM THE LOWER SECTION OF THE RUDDER NEAR THE RUDDER PCU. THIS AREA IS JUST ABOVE THE APU COMPARTMENT.

Part: BLEED AIR SYS — LOW (APU) · airframe 7,600 hrs · 3,456 cycles

DURING MAINTENANCE INVESTIGATION OF REPORTED LOW APU BLEED AIR PRESSURE DURING ENGINE START CYCLE, A DISCREPANCY BETWEEN AFM REV 49 DATED 10 DEC 2012 AND AMM REV 26 DATED SEPT 2015 FOR APU BLEED AIR PRESSURES REQUIRED FOR ENGINE START WAS DISCOVERED. AMM ENGINE OPS TEST 71-00-00 REQUIRES 20 PSI MINIMUM FOR ENGINE START. AFM STARTING ENGINES PROCEDURES REQUIRE 25 PSI MINIMUM FOR ENGINE START. THIS DIFFERENCE CAUSES CONFLICT BETWEEN AIRCRAFT CREW AND MAINTENANCE FOR AIRCRAFT RETURN TO SERVICE. ASC 465C-APU, INSTALLATION OF 36-150G, HAS BEEN ACCOMPLISHED FOR ENHANCED PERFORMANCE OF APU AND BLEED AIR SYSTEM.

Part: WARNING SYSTEM — ACTIVATED (COCKPIT) · airframe 2,211 hrs · 1,236 cycles

LEFT & RIGHT GEN OFF CAS MSG, WHITE, WHILE DESCENDING FROM 6000 FT.

Part: WINDSHIELD — CRACKED (COCKPIT) · airframe 1,703 hrs · 1,848 cycles

PILOT WINDSHIELD SHATTERED DURING STRAIGHT AND LEVEL CRUISE JUST PRIOR TO DESCENT INTO HOME BASE.

Part: PROBE — GROUNDED (ZONE 500) · airframe 9,293 hrs · 5,039 cycles

DURING CLIMB OUT, 1/3 RT ROLL WAS REQUIRED TO MAINTAIN LEVEL FLIGHT. THE ACFT RETURNED TO DEPARTURE.

Part: VALVE — INOPERATIVE (LT WING) · airframe 6,714 hrs · 2,956 cycles

LEFT WING STARTED VENTING FUEL IN CLIMBOUT. AFTER TROUBLESHOOTING TECHNICIANS FOUND LEFT WING OUTBOARD AFT VENT FLOAT/ NON RELIEVING VALVE TO BE INOP. REPLACED VALVE WITH A NEW VALVE, P/N 16F123 AND SEAL, P/N GA215-160 IAW GULFSTREAM G-IV MAINTENANCE MANUAL 28-02-00 AND IPC 28-10-00. PERFORMED AIRCRAFT FUELING PROCEDURES IAW GULFSTREAM G-IV MAINTENANCE MANUAL 28-04-00. PERFORMED LEAK CHECK ON REMOVED WING ACCESS PANELS 21-FT16 AND 21-FT-17 WITH NO DISCREPANCIES. AIRCRAFT WAS RETURNED TO SERVICE.

Part: CONTROLLER — FAILED (APU) · airframe 4,829 hrs · 3,321 cycles

ON DESCENT DURING APU START THE APU RPM INDICATED 116 PERCENT, THE APU "FAIL" ANNUNCIATOR ILLUMIATED, THE APU EGT INDICATED 24 DEG C AND THE APU MASTER CIRCUT BREAKER POPPED. THE APU WAS DEFERRED IAW MEL PROCEDURES AND THE TRIP CONTINUED. UPON RETURN, THE FAULT WAS TROUBLESHOT TO A DEFECITVE APU ELECTRONIC CONTROLLER. THE CONTROLLER WAS REPLACED AND CHECK IAW MM 49-40-00 AND THE ACFT WAS RETURNED TO SERVICE.

Part: SKIN — CHAFED (RT WING TE FLAP) · airframe 1,475 hrs · 1,393 cycles

RT FLAP TOP SKIN CHAFED BY INBD EDGE OF WING LOCKER. INSUFFICIENT CLEARANCE ALLOWED FOR CONTACT BETWEEN THE INBD BOTTOM EDGE OF THE WING LOCKER AND THE UPPER SKIN OF THE FLAP RESULTING IN 80 PERCENT LOSS OF THE MATERIAL ON THE TOP OF THE FLAP. THE CHAFING WAS ALONG A LINE FWD TO AFT ABOUT 14" LONG WHERE THE INBD LOWER EDGE OF THE WING LOCKER WAS CONTACTING THE FLAP SKIN.

Part: ECU — FAILED (GROUND SPOILERS)

THE GROUND SPOILER ELECTRONIC CONTROL UNIT FAILED PRIOR TO SCHEDULED FLIGHT. (K)

Part: SEAL — BLOWN (APU BAY) · airframe 3,799 hrs · 2,751 cycles

WITH APU BLEED AIR ON, GOT BLUE SMOKE IN COCKPIT AND CABIN.

Part: SEAL — BLOWN (ZONE 400) · airframe 3,799 hrs · 2,751 cycles

WITH APU BLEED AIR ON, GOT BLUE SMOKE IN COCKPIT AND CABIN.

Part: CABIN PRESSURE — UNCONTROLLABLE · airframe 4,083 hrs · 3,070 cycles

CABIN DEPRESSURIZED AT 20,000 FEET, 8500 FT LIGHT ILLUMINATED AND MADE AN EMERGENCY DESCENT. MAINTENANCE INSPECTED SYSTEM COMPONENTS WITH NO DEFECTS NOTED. UNABLE TO DUPLICATE DISCREPANCY.

Part: CABIN PRESSURE — FAILED · airframe 3,428 hrs · 2,529 cycles

CLIMBING THROUGH FL230, CABIN LOST PRESSURE CONTROL. CABIN WENT TO 20,000, MASK DROPPED. AIRCRAFT WAS INSPECTED AND NUMEROUS TEST RUNS PERFORMED ON AIRCRAFT. ALL SYSTEMS WERE CHECKED AND THE PRESSURIZATION SYSTEM CHECKED GOOD. NO SYSTEM OR COMPONENT FOUND FAULTY.

Part: SERVO — FAILED (RUDDER) · airframe 10,981 hrs · 9,859 cycles

ON TAKEOFF RUDDER OSCILLATES WHEN YAW DAMPNER ENGAGED.

Part: ACTUATOR — UNKNOWN (NLG)

AFTER REFITMENT, NLG FAILED TO EXTEND TO LAND POSITION. AC HAD BEEN UNDERGOING WORK TO SATISFY AD. AFTER WORK, GREEN NOSE WHEEL INDICATOR WOULD NOT ILLUM. FLYBY OF TWR, NLG WAS PARTIALLY EXTENDED TO ANGLE OF 45 DEGREES. RECYCLING STILL FAILED TO EXTEND NLG BEYOND 45 DEGREES. PWROFF LANDING WAS EXECUTED, NLG COLLAPSED, AC CAME TO REST ON 2 PROP BLADES, NOSE WHEEL BAY DOORS. LANDING HAD PUSHED NLG BACK TOWARD RETRACTED POSITION BUT WITH PART OF TIRE PROTRUDING THROUGH PARTIALLY OPEN NOSE BAY DOORS. PIN ATTACHING NOSE GEAR ACTUATOR TO NOSE LEG WAS REMOVED. GEAR FELL UNHINDERED AND UNAIDED TO DOWNLOCKED POSITION. INSP OF NLG, WHEN NG ACTUATOR IS AVAILABLE, (SHAFT BENT 45 DEGREES IN ACCIDENT) . (K)

Part: TURBINE — FAILED (ENGINE)

AIRCRAFT WAS LEVEL AT 38,000 FT AND THE CREW REPORTED THEY HEARD AN AUDIBLE THUD. UPON SCANNING THE COCKPIT INSTRUMENTS THE LT ENGINE WAS OBSERVED TO BE SHUTTING DOWN NON-COMMANDED. AIRCRAFT LANDED WITHOUT INCIDENT. INITIAL INSPECTION REVEALED THE LT ENGINE EXPERIENCED A NON-CONTAINED FAILURE IN THE AREA OF THE TURBINE SECTION. FAILED ENGINE WAS REMOVED FROM AIRCRAFT AND SHIPPED TO MFG FOR INVESTIGATIVE TEARDOWN. (K)

Part: LANDING GEAR — COLLAPSED (NOSE)

FIRST FLT AFTER ENG REFITMENT NLG FAILED TO EXTEND TO LANDING POS. ON FIRST FLT, GREEN NOSE WHEEL INDICATOR WOULD NOT ILLUMINATE. NLG WAS PARTIALLY EXTENDED TO ANGLE OF SOME 45 DEGREES. EMERGENCY EXTENSION PRECEDURES CARRIED OUT BY PILOT STILL FAILED TO EXTEND NLG BEYOND 45 DEGREES. PWROFF LANDING WAS EXECUTED WHERE UPON NLG COLLAPSED AND AC CAME TO REST ON 2 OF 3 PROP BLADES NOSE WHEEL BAY DOORS. AC NOSE WAS LIFTED. LANDING HAD PUSHED NLG BACK TOWARD RETRACTED POSITION BUT WITH PART OF TIRE PROTRUDING THROUGH PARTIALLY OPEN NOSE BAY DOORS. PIN ATTACHING NOSE GEAR ACT TO NOSE LEG WAS REMOVED. ENGINEERING INVESTIGATION IS BEING CARRIED OUT WHICH AT THIS TIME HAS FAILED TO DETERMINE CAUSE OF FAILURE. (K)

Part: RADOME — LIGHTNING STRIKE (FUSELAGE)

THE AIRCRAFT WAS STUCK BY LIGHTNING DURING FLIGHT. THE FLIGHT CREW NOTICED THE RADAR SCREEN WENT BLANK THEN CAME BACK UP AND FUNCTIONED NORMALLY. THE RADOME HAD BEEN BURNED AND THE LEFT ELEVATOR TRIM TAB HAD A HOLE IN THE TRAILING EDGE. THE LIGHTNING STRIKE INSPECTION AS COMPLETED AND THE DAMAGED COMPONENTS WERE REPLACED. (M)

Part: INDICATOR — MALFUNCTIONED (COCKPIT)

AIRCRAFT STARTED ITS TAKEOFF ROLL AT TUL. THE CREW NOTICED NO AIRSPEED INDICATION ON THE PILOTS SIDE AND THEY REJECTED THE TAKEOFF. TAXIED THE AIRCRAFT BACK TO HANGAR 31 WHRE THE INDICATORS WERE SWAPPED AND FUNCTIONAL CHECKED. BOTH SYSTEMS OPERATED NORMALLY PER GULFSTREAM MM. (M)

Part: FLOORBEAM — CRACKED (FUSELAGE)

DURING A ROUTINE CABIN BELOW FLOOR INSPECTION, IT WAS FOUND THAT THE AFT FLOORBEAM SECONDARY SUPPORT WAS CRACKED. A NEW PART IS AVAILABLE FROM MFG AND WILL BE INSTALLED PRIOR TO FURTHER FLIGHT.

Part: STRUCTURE — CORRODED (LT AILERON)

ON 12-11-2002, A STATIC WICK BASE WAS NOTED TO BE LOOSE ON THE LEFT AILERON. THE STATIC WICH BASE WAS REMOVED AND CORROSION WAS FOUND BENEATH IT. AFTER BLENDING OUT THE CORROSION, IT WAS NOT TO BE OUT OF MFG LIMITS.

Part: CONTROLLER — FAILED (WINDSHIELD HEAT)

WINDSHIELD HEAT CONTROLLER, INTERNAL FAILIURE.

Part: CONTROLLER — CRACKED (WINDSHIELD HEAT)

CRACKED WINDSHIELD ON COPILOT SIDE. AFTER THE NEW WINDSHIELD WAS INSTALLED A FUNCTIONAL CHECK WAS PERFORMED AND IT WAS NOTED THAT THE WINDSHIELD STAYED FULL HOT. THE WINDSHIELD HEAT CONTROLLER WERE SWAPPED AND THE WINDSHIELD HEATED NORMALLY.