Reliant Air Charter, Inc.

Part: PRESSURE SWITCH — STUCK (ZONE 400) · airframe 5,500 hrs · 4,697 cycles

RIGHT ENGINE OIL PRESSURE LOW WARNING- OIL PRESSURE SWITCH STUCK IN THE OIL PRESSURE ZERO POSITION

Part: ALTERNATOR — FAILED (LEFT) · airframe 1,796 hrs · 1,482 cycles

LEFT AC ALTERNATOR BEARING FAIL-CAS MESSAGE SAID PRIMARY BEARING FAIL THIS ITEM WAS RECEIVED FROM OVERHAUL WITH OVERHEATING EVIDENCE STILL APPARENT VIA THE BROWN TINT ON THE PAINT ON THE CASE DIRECTLY FROM CESSNA. SOMEONE NEEDS TO CONTACT PACIFIC SCIENTIFIC AS THIS BEARING FAILURE IS ONGOING. TOO MANY FAILURES

Part: FUEL CONTROL — INTERMITTENT (ZONE 400) · airframe 3,688 hrs · 3,244 cycles

WHILE JUST BEGINNING A DECENT FROM FL450 THE THROTTLE WAS REDUCED SLOWLY AND TOGETHER ON BOTH ENGINES, THE RIGHT ENGINE ROLLED BACK TO FLAME-OUT. ENGINE WAS RE-STARTED SUCCESSFULLY AT FL220 AND REMAINED RUNNING AND OPERATING NORMALLY THE REST OF THE FLIGHT TO LANDING AT KHPN WHITE PLAINS, NY. FADEC DATA WAS DOWNLOADED AND SENT TO WILLIAMS BY WAYNE TOHER OF RELIANT AIR. WILLIAMS CONCLUDED THE FUEL DELIVERY UNIT FAILED. FDU WAS REPLACED BY TEXTRON/CESSNA IN WHITE PLAINS AND WELL AS THE OTHER ENGINE (LH) FDU BY DEMAND FROM RELIANT.

Part: CONTROL VALVE — MALFUNCTIONED (HYD SYSTEM) · airframe 9,367 hrs

PILOT SELECTED GEAR DOWN WITH THE GEAR HANDLE, BUT THE GEAR DID NOT COME DOWN, AND AFTER 15 SECONDS OR SO, THE 2 AMP GEAR CONTROL BREAKER TRIPPED. A SUCCESSFUL GEAR EXTENSION WAS PERFORMED USING THE MANUAL HAND PUMP SYSTEM. JACKED AIRCRAFT AND SUCCESSFULLY RETRACTED THE GEAR, BUT GEAR WOULD NOT EXTEND WHEN SELECTED, BUT THE HYDRAULIC POWER-PACK WOULD RUN, BUT WOULD NOT BUILD PRESSURE TO EXTEND THE GEAR. PROBLEM WAS TROUBLESHOT TO BE A FAULTY GEAR CONTROL SOLENOID, WHICH IS ATTACHED TO THE SIDE OF THE POWER-PACK. ECONOMICS DICTATED REPLACING THE ENTIRE HYDRAULIC POWER-PACK. SUCCESSFUL GEAR OPERATION WAS OBSERVED AFTER REPLACEMENT.

Part: UPLOCK HOOK — CRACKED (ZONE 700) · airframe 3,424 hrs · 3,082 cycles

HYDRAULIC ON AND GEAR UNLOCK LIGHT CAME ON DURING DECENT, FOLLOWED BY A THUMPING NOISE FROM THE LT GEAR. GEAR EXTENDED NORMALLY WITH 3 GREEN. LANDED AND CALL DOM. DOM ASKED THE PILOT TO LOOK AT THE UPLOCK HOOK ON THE LT GEAR. SHOWED UPLOCK HOOK CRACKED. FERRY PERMIT REQUESTED AFTER AN INSPECTION WAS CONDUCTED. LANDING GEAR CONTROL CB COLLARED AND ACFT FERRIED TO SERVICE CENTER. HOOK AND POSITION SWITCH WERE REPLACED AND ACFT RETURNED TO SERVICE. RT UPLOCK HOOK WAS INSPECTED, NO DEFECTS FOUND.

Part: BLOWER — FAILED (HEATER) · airframe 7,024 hrs

AFTER TAKEOFF THE PILOT TURNED ON HEATER AND CABIN STARTED TO FILL WITH SMOKE. SHUT HEATER OFF AND SMOKE CLEARED. BACK AT MX BASE, TURNED ON ONLY CABIN BLOWER AND NOTED NO ODOR OR SMOKE. ON LIGHTING HEATER, STARTED TO SMELL HEAVY ELECTRICAL ODOR AND COMBUSTION BLOWER SOUNDED MUCH NOISIER THAN NORMAL. REMOVED COMBUSTION BLOWER AND DISASSEMBLED. FOUND THE END HOUSING (FAN END) THAT SECURES BEARING WAS SEVERELY ELONGATED WHICH ALLOWED ROTOR TO MOVE & CONTACT PERMANENT MAGNETS.

Part: ROD END — BINDING (THROTTLE)

THE PILOT MENTIONED UPON LENDING THE LT ENGINE NG DID NOT GO ALL THE WAY BACK TO IDLE SPEED, BUT STAYED AT 80 PERCENT. UPON EXAMINATION OF THE FUEL CONTROL LINKAGE, IT WAS NOTED THAT THE FUEL CONTROL ARM WAS NOT RESTING ON THE IDLE STOP, BUT WAS UP ABOUT 1 INCH. USING LIGHT HAND PRESSURE THE LINKAGE WAS PUSHED TO THE STOP. THE FUEL CONTROL ARM AFT ROD END WAS FOUND TO BE BOUND AND CAUSING THE PROBLEM. INSPECTION OF THE ROD END DISCLOSED NO OBVIOUS DEFECTS. REPLACED ROD END WITH A NEW UNIT AND OPS SHOW NORMAL. (K)

Part: SKIN — DEBONDED (LT WING LE) · airframe 3,755 hrs

LEFT IB LEADING EDGE WING PANEL WAS REMOVED TO REPLACE THE DE-ICE BOOT AND IT WAS DISCOVERED THAT SUBSTANTIAL DEBONDING OF THE LOWER HALF OF THIS PANEL HAD OCCURRED. THERE WAS NO APPARENT DAMAGE TO THE OUTSIDE SKIN THAT WOULD EXPLAIN THIS AND ITS UNLIKELY THAT THE LINE PERSONNEL FUELING THE AUX TANK CAUSED THIS DUE TO THE DEBONDING ISOLATED TO THE LOWER SKIN. TECH SUPPORT REQUIRES REPLACING THIS SKIN WITH A NEW UNIT.