SUPERIOR TRANSPORTATION ASSOCIATES INC.

PILOTS NEEDED TO BLOW DOWN THE LANDING GEAR BECAUSE THE NOSE GEAR WOULD NOT COME DOWN AND LOCK (UNDER NORMAL OPERATION). MAINTENANCE INITIAL EVALUATION FOUND THAT THE NOSE GEAR UPLOCK ROLLER WAS NOT ENGAGING WITH THE UPLOCK. FURTHER INVESTIGATION FOUND MOVEMENT IN THE NOSE GEAR UPLOCK ACTUATOR MOUNT AND STRUCTURE AND TWO CRACKS APPROXIMATELY 3-6 IN ON EACH SIDE OF THE FORWARD MOUNT.

CREW ENCOUNTERED A "RED" GEAR HANDLE AND 2 OF 3 GEAR "DOWN & LOCKED" LIGHTS WHEN LANDING GEAR WAS COMMANDED DOWN ON A LANDING APPROACH. CREW VERIFIED WITH TOWER THAT THE LH LANDING GEAR WAS STILL IN THE WHEEL WELL. CREW TROUBLESHOT THE ISSUE WITH NO SUCCESS AND THE GEAR WAS SUCCESSFULLY BLOWN DOWN. THE AIRCRAFT SUBSEQUENTLY LANDED WITH NO FURTHER ISSUES.

AIRCRAFT NO. 2 TIRE BLEW OUT ON TAKE-OFF ROLL, CREW ABORTED TAKEOFF AND TAXIIED BACK TO THE FBO WHERE STRUCTURE DAMAGE TO THE WING INBD FIXED T.E. BOX LOWER SKIN WHERE IT LOOKS LIKE A CHUNK OF RUBBER FROM THE TIRE HIT IT WAS DISCOVERED.

FS793 CAP ANGLE WAS FOUND TO BE CRACKED WHILE PERFORMING CAMP 535201.

LH AND RH OUTBOARD TRAILING EDGE BOX WING REBATE FLANGES HAVE EXFOLIATION CORROSION, FOUND DURING CMP 575019 / 575020.

FS 793 AFT BULKHEAD CAP ANGLE FOUND TO BE CRACKED.

ON A PART 91 TRIP SCHEDULED FROM KAUS TO KVNY CREW NOTICED THE RH ENG OIL PRESS FLUCTUATING BETWEEN 31 AND 39 PSI AT CRUISE FL340, AS FLIGHT PROGRESSED THE OIL PRESS CONTINUED TO DROP, WHEN PRESS READING DROPPED TO 25 PSI THE CAS MSG R LOW OIL PRESS ILLUMINATED. CREW RAN EMERGENCY CHECKLIST, SHUT DOWN AFFECTED ENGINE, ALERTED ATC, DECLARED EMERGENCY AND ASKED TO DIVERT TO KPHX. CREW PERFORMED UNEVENTFUL SINGLE ENGINE LANDING IN KPHX.

FWD SIDE OF LOWER WING PLANKS HAVE EXFOLIATION CORROSION AT BREAST PANEL MOUNTING FLANGES. FWD MID CABIN FS 261 - 348.

DURING A DESCENT TO FL380 FROM FL 450 AS THE AIRCRAFT ALTITUDE CAPTURED AT FL 380 THE CABIN BEGAN TO CLIMB SUDDENLY I SELECTED MANUAL ON THE PRESSURIZATION AND ATTEMPTED TO CLOSE THE OUTFLOW VALVES BUT WAS UNABLE TO CLOSE THEM. THE CABIN CONTINUED TO CLIMB THROUGH 14,000 FT I CALLED FOR MASKS ON AND ESTABLISHED CREW COMMUNICATION AND INITIATED AN EMERGENCY DESCENT MANEUVER. I DECLARED AN EMERGENCY AND CONTINUED DOWN TO 11000 FEET THE EMERGENCY DESCENT CHECKLIST AND THE LOSS OF PRESSURIZATION CHECKLIST WAS COMPLETED AND ATC WAS ADVISED. THE MASKS DEPLOYED AUTOMATICALLY HOWEVER I ELECTED TO MANUALLY DEPLOY THE MASKS ALSO IN THE EVENT NOT ALL HAD DEPLOYED FOR PASSENGER SAFETY. OTHER THEN EVERYONE GETTING STARTLED NO ONE WAS INJURED AND ONCE WE LEVELED AT 11000 I CALLED FOR MASK REMOVAL. THE AIRCRAFT WAS THEN CONFIGURED ACCORDING TO THE CHECKLIST AND WE LANDED AT PDK WITHOUT FURTHER INCIDENT. PRIOR TO THIS HAPPENING WE HAD JUST COMPLETED A BUS 2 FAULT FAILURE ADVISORY PROCEDURE. WE ALSO HAD A ADC FAILURE MESSAGE. I SELECTED ADC2 ON THE CAPTAIN SIDE AND BOTH PFDS HAD NORMAL, DISPLAYS. BASED ON BOTH PFDS RECEIVING DATA FROM ADC#2 WHEN WE COMPLETED THE BUS 2 FAULT PROCEDURE I WAS ABLE TO RETURN THE AIRCRAFT TO ADC 1ON THE CAPTAIN SIDE WHICH LED TO A COMPLETION OF THE PROCEDURE AND BACK TO NORMAL. THE DEPRESSURIZATION HAPPENED ABOUT 5 MINUTES LATER

LH WING TO FUSELAGE AFT BL 33.187 CLOTHESPIN FITTING WAS FOUND TO HAVE CORROSION DURING INSPECTION REQUIRING EXTENSIVE SHEET METAL REPAIRS.

CREW NOTICED THE COMBINED SIDE HYDRAULIC QUANTITY INDICATION TO BE LOW, INITIALLY PRESSURE WAS HOLDING NORMAL (3000PSI), THE DECISION WAS MADE TO LAND THE AIRCRAFT AS SOON AS POSSIBLE, REQUEST WAS MADE AND GRANTED TO LAND AT KFSD. GULFSTREAM'S FAST WAS DISPATCHED TO TROUBLESHOOT AND REPAIR AS NEEDED. TECHNICIANS FOUND THE PRIMARY GROUND SPOILER VALVE HAD A SPLIT O-RING, THIS O-RING WAS REPLACED, HYDRAULIC SYSTEM SERVICED AND OPERATIONAL CHECKS / BLEEDING PROCEDURES WERE PERFORMED WITH SATISFACTORY RESULTS. AIRCRAFT WAS RETURNED TO SERVICE AT THIS TIME.

LH MLG TIRES BLOWN ON LANDING AT KPDK. GULFSTREAM FAST WAS DISPATCHED TO THE AIRCRAFT TO ASSESS AND REPAIR AS NECESSARY. IT WAS DEEMED NECESSARY TO REPOSITION THE AIRCRAFT TO A GULFSTREAM FACILITY TO PERFORM THE REQUIRED REPAIRS. GULFSTREAM FAST TECHNICIANS PERFORMED REPAIRS USING GULFSTREAM'S ENGINEERING ORDERS, TO BE ABLE TO REQUEST A ONE TIME FERRY PERMIT TO REPOSITION THE AIRCRAFT TO GULFSTREAM WESTFIELD, MA FACILITY WHERE PERMANENT REPAIRS WILL BE PERFORMED.

UPON GEAR RETRACTION THE FLIGHT CREW OBSERVED A GEAR UP AND LOCKED INDICATION ISSUE WITH THE GEAR HANDLE ILLUMINATED RED. THE FLIGHT CREW ALERTED ATC AND FOLLOWED THE CHECKLIST ACCORDINGLY. THEY WENT GEAR DOWN AND OBSERVED NO DOWN AND LOCKED INDICATION FOR THE NOSE GEAR, THE EMERGENCY GEAR DOWN HANDLE WAS DEPLOYED FOLLOWED BY THREE GREEN LIGHTS CONFIRMING POSITIVE GEAR DOWN AND LOCKED INDICATIONS FOR ALL THREE GEAR.

UNABLE TO MAINTAIN CABIN PRESSURIZATION ON CLIMB OUT ABOVE 12,000 FEET IN AUTO OR MANUAL MODE.

AFTER DEPARTURE, AUTO PRESSURIZATION FORCED OUTFLOW VALVE CLOSED, OVER PRESSURIZING CABIN. CAS MESSAGE INDICATED. FOLLOWED QRH, PERFORMED MANUAL SELECTION AND REGULATED CABIN PRESSURE. LEVELED OFF AND ASKED FOR DIVERSION. . PRESSURIZATION WAS CONTROLLABLE IN MANUAL MODE. MAINTAINED PROPER CABIN PRESSURE AFTER DESCENT BELOW 10,000 FEET. PASSENGERS AND AIRCRAFT UNAFFECTED. LANDED WITH NO FURTHER INCIDENTS.

CORROSION FOUND ON TOP OF THE LEFT AND RIGHT WINGS. BLENDED AREAS OF CORROSION IAW W.O. CS481707, AND DRAWINGS 1159WM40003 AND 1159SB40574. ULTRASONIC THICKNESS INSPECTIONS PERFORMED IAW WORK ORDERS 9161078, AND 10161107. NO FURTHER CORROSION NOTED.

TIRE TREAD SEPARATED DURING LANDING, DAMAGED ACFT GEAR DOOR & FLAP. PILOTS FOUND THE TIRE DURING POST FLIGHT WALK AROUND.

TIRE TREAD SEPARATED FROM THE MLG TIRE DURING LANDING, DAMAGED ACFT WOW PROXIMITY SENSOR & HARNESS.

NR 2 MLG TIRE, TREAD SEPARATED FROM TIRE DURING LANDING, THE TIRE STAYED INFLATED.

TIRE TREAD SEPARATED DURING LANDING, DAMAGED ACFT GEAR DOOR, ACFT FLAP.

FOUND CONNECTOR WIRE SHIELDING SHORTING AT BACK OF CONNECTOR FOR ENGINE OIL TEMPERATURE SENSOR.

AFTER TAKEOFF, THE WOW INPUT FAIL WARNING LIGHT ILLUMINATED, THE CREW WAS UNABLE TO RETRACT THE GEAR. FOUND A DAMAGED WIRE HARNESS ON THE LT MLG.

THE NR 3 MAIN TIRE TREAD SEPARATED FROM THE TIRE DURING TAKEOFF. TREAD SWUNG UP INTO THE GEAR WELL AND DAMAGED A HYDRAULIC HARD LINE. DURING THE CLIMB OUT, HYDRAULIC FLUID LEAKED OVERBOARD COMPLETELY DRAINING THE NR 2 HYD SYSTEM. CREW ALERTED AND REQUESTED TO DIVERT.

DURING THE REMOVAL OF THE LT ENGINE, IT WAS NOTICED THAT THE LT ENGINE MOUNT HAD A LARGE CRACK.

LT BRAKE TIE-ROD CHAFING ON COCKPIT DEFROST DUCT APPROX 6 INCHES ABOVE COCKPIT FLOOR, ROD WORN APPROX .030 INCHES. NO RELOCATION OF COMPONENTS POSSIBLE TO ALLEVIATE CHAFING. REPLACEMENT PART RECEIVED FROM MFG IS DIFFERENT PN AND SMALLER DIAMETER.