CORPORATE AIR LLC

DURING INITIAL CLIMB FLAPS WERE SELECTED UP. FLAPS RETRACTED TO APPROXIMATELY 10 DEGREES AND STOPPED, AT WHICH TIME THE CREW RECEIVED THE "FLAP INPUT INVALID" EICAS MESSAGE. FLIGHT CREW DIVERTED TO AN ALTERNATE AIRPORT AND LANDED WITHOUT INCIDENT. THE AIRPLANE WAS TURNED OVER TO MAINTENANCE, WHO CLEANED AND LUBRICATED LEFT AND RIGHT FLAPS AND TRAVEL NUTS. MAINTENANCE ALSO VISUALLY INSPECTED EXTERNAL PORTIONS OF FLAP SYSTEM, AND PERFORMED FLAP CONTROL SYSTEM AND FLAP SYSTEM AND EMERGENCY FLAP SYSTEM OPERATIONAL TESTS PER THE GIV AMM WITH NO DEFECTS NOTED. AIRPLANE WAS RETURNED TO SERVICE. AIRPLANE WAS TEST FLOWN TO VALIDATE FIX.

FLIGHT CREW REPORTED THAT WHILE IN CRUISE FLIGHT THE RIGHT HYDRAULIC FLUID QUANTITY LOW CAS MESSAGE ILLUMINATED. THE CREW OBSERVED THE QUANTITY DECREASING ON THE QUANTITY GAUGE. FLIGHT CREW DECLARED AN EMERGENCY AND DIVERTED TO KSAV, SAVANNAH GA. WHEN THE CREW SELECTED LANDING GEAR DOWN THE QUANTITY HAD DIMINISHED TO THE POINT WHERE THE GEAR DID NOT EXTEND. PILOTS PERFORMED THE EMERGENCY GEAR EXTENSION PROCEDURE AND WAS SUCCESSFUL IN EXTENDING THE GEAR. THE AIRPLANE LANDED WITHOUT FURTHER INCIDENT, AND THE AIRPLANE WAS PUT INTO THE GULFSTREAM SERVICE CENTER. GULFSTREAM IDENTIFIED THE HYDRAULIC LEAK AS COMING FROM THE NOSE GEAR UNLOCK ACTUATOR. AN O RING ON THE FITTING WHERE THE INSERT BENDER JET ADAPTER ATTACHES TO THE UNLOCK ACTUATOR. THE ACTUATOR WAS REPLACED, ALONG WITH ALL RIGHT SIDE HYDRAULIC FILTERS. THE AIRPLANE PASSED ALL OPERATIONAL AND LEAK CHECKS AND WAS RETURNED TO SERVICE.

FLIGHT CREW REPORTED THE COPILOT WINDSHIELD CRACKED WHILE IN CRUISE FLIGHT AT FL240. THE WINDSHIELD SUSTAINED SPIDER WEBBING COVERING ENTIRE WINDSHIELD. THE CREW REDUCED SPEED AND FOLLOWED QRH PROCEDURES. THE AIRPLANE LANDED AT KBED, BEDFORD MASSACHUSETTS. WE CONTRACTED THE GULFSTREAM FAST TEAM TO REPLACE THE WINDSHIELD.

SMELL OF SMOKE IN THE CABIN AFTER APU START. APU WAS SHUT DOWN AND SMELL DISSIPATED. TROUBLESHOOTING REVEALED THE APU COMPRESSOR OIL SEAL IS LEAKING. APU REMOVED AND SENT TO REPAIR STATION.

WHILE ON FINAL APPROACH TO KPIT WHEN THE FLIGHT CREW LOWERED THE LANDING GEAR THE GEAR UNSAFE LIGHT REMAINED ON AND THE RIGHT GEAR GREEN LIGHT DID NOT COME ON. AT THAT TIME, THE FLIGHT CREW ADVISED AIR TRAFFIC CONTROL THAT THEY WOULD NOT CONTINUE THE APPROACH AND REQUESTED VECTORS AWAY FROM THE APPROACH PATH TO WORK ON THE LANDING GEAR ISSUE. THE CREW RECYCLED THE LANDING GEAR 3 TIMES IN AN ATTEMPT TO GET THE RIGHT MAIN GEAR TO LOCK DOWN. THE CREW PERFORMED THE GEAR WILL NOT EXTEND CHECKLIST, INCLUDING ATTEMPTING AN EMERGENCY GEAR EXTENSION USING THE BLOW DOWN BOTTLE. ALL OF THESE MEASURES WERE TO NO AVAIL, THE RIGHT GEAR GREEN LIGHT STILL DID NOT ILLUMINATE. THE FLIGHT CREW THEN PERFORMED A LOW PASS DOWN THE RUNWAY TO HAVE ATC VISUALLY LOOK AT THE LANDING GEAR. THE TOWER WAS ABLE TO REPORT THAT THEY SAW 3 LANDING GEAR, BUT HAD NOW WAY TO DETERMINE IF THE RIGHT GEAR WAS LOCKED DOWN. THE FLIGHT CREW LANDED THE AIRPLANE WITHOUT INCIDENT, AND DISEMBARKED THE PASSENGERS. MAINTENANCE REPLACED THE RIGHT MAIN GEAR ACTUATOR (THE SWITCH THAT ACTIVATES THE INDICATION LIGHTS IS INTEGRAL TO THE ACTUATOR) AND PERFORMED APPROPRIATE OPERATIONAL TESTS.

PILOT REPORTED THAT WHILE CLIMBING THROUGH FL210 THE THRUST REVERSER UNLOCK ANNUNCIATOR ILLUMINATED. THE FLIGHT CREW PERFORMED THE EMERGENCY STOW CHECKLIST WHILE LEVEL AT FL240 WITH AIRSPEED BELOW 200 KIAS, THE MESSAGE DID NOT EXTINGUISH. FLIGHT CREW RETURNED TO THE AIRPORT AND MADE UNEVENTFUL LANDING. MAINTENANCE FOUND THE RIGHT THRUST REVERSER OUTBOARD STOW SWITCH TO BE INTERMITTENT. THE SWITCH WAS REPLACED AND PASSED ALL OPERATIONAL CHECKS.

DURING ENGINE CALENDAR LIFE / OVERHAUL AT ROLLS ROYCE CANADA THE #10 HIGH PRESSURE COMPRESSOR DISK WAS FOUND TO HAVE 3 CRACKS IN THE DOVE TAILS AT THE 2, 4, AND 7 O'CLOCK POSITIONS.

FLIGHT CREW REPORTED THAT DURING ENGINE START SMOKE ENTERED THE CABIN THROUGH THE AIR CONDITIONING DUCTS. THE FLIGHT CREW SHUT DOWN AND TURNED THE AIRPLANE OVER TO MAINTENANCE. MAINTENANCE INSPECTED ENGINE AND APU DRAINS AND INLETS. NO EVIDENCE OF OIL LEAKS WAS FOUND. ENGINES AND APU WERE RUN SEVERAL TIMES AND THE ACM WAS CYCLED BETWEEN HOT AND COLD USING ALL COMBINATIONS OF LEFT, RIGHT AND APU BLEED AIR. NO SMOKE OR OTHER DISCREPANCIES WERE NOTED. THE AIRPLANE WAS TEST FLOWN WITH NO SMOKE BEING PRODUCED. MAINTENANCE WAS UNABLE TO DUPLICATE THE DISCREPANCY.

FLIGHT CREW REPORTED THAT SHORTLY AFTER TAKE OFF THEY GOT SMOKE IN THE COCKPIT. THEY SHUT THE APU DOWN AND THE SMOKE DISSIPATED. MAINTENANCE FOUND THE APU STARTER GARLOCK SEAL TO BE LEAKING, ALLOWING OIL TO MIGRATE INTO THE APU AIR INLET.

FLIGHT CREW REPORTED THAT SHORTLY AFTER TAKE OFF WITH THE APU RUNNING AND APU BLEED AIR SELECTED ON SMOKE ENTERED THE CABIN. THE APU BLEED AIR WAS SELECTED OFF AND THE SMOKE CLEARED. THE PILOT RETURNED TO THE DEPARTURE AIRPORT. TROUBLESHOOTING REVEALED THE SOURCE OF THE SMOKE WAS THE APU, WHEN RUNNING ONLY THE ENGINES AND ENGINE BLEED AIR NO SMOKE WAS EVIDENT. THE APU WAS DEFERRED IN ACCORDANCE WITH THE CORPORATE AIR, LLC MEL.

FLIGHT CREW REPORTED A LOUD NOISE AND SIMULTANEOUS ACS PACK TURBINE HOT CAS MESSAGE ILLUMINATION WHILE RUNNING APU AND AIR CONDITIONING PACK. CREW OBSERVED SMOKE IN THE CABIN AND SHUT DOWN THE PACK AND APU. MAINTENANCE REPORTED THE AIR CYCLE MACHINE HAD FAILED, THE TURBINE IS SEIZED.

PILOTS REPORTED AN ODOR IN THE CABIN AND COCKPIT WHEN THE PACKS WERE SELECTED ON WHILE USING APU BLEED AIR. TROUBLESHOOTING REVEALED THE APU COMPRESSOR CARBON SEAL WAS FAULTY, ALLOWING OIL TO ENTER THE AIR SIDE OF THE APU AND SUBSEQUENTLY THE ACM AND CABIN AIR SYSTEM. THE AIRPLANE WAS MOVED TO THE SAVANNAH SERVICE CENTER FOR APU REPLACEMENT. GULFSTREAM INFORMED US THAT THIS IS A COMMON ISSUE WITH THE HONEYWELL GTCP 36-150 MODEL APUS.

PILOT REPORTED THAT WHILE DESCENDING THROUGH 24,000 FEET ON APPROACH, THE LEFT ENGINE ROLLED BACK AND FAILED. NO RESTART WAS ATTEMPTED, THE AIRPLANE MADE AN UNEVENTFUL LANDING. MAINTENANCE VISUALLY INSPECTED THE FUEL FILTER, NO CONTAMINATION WAS NOTED. THE FUEL PUMP WAS FUNCTIONALLY TESTED AND HAD AN OUTPUT PRESSURE OF 275 PSI. PER THE MAINTENANCE MANUAL, PRESSURE ABOVE 200 PSI IS SATISFACTORY. THE ENGINE DEEC WAS DOWNLOADED AND SENT TO MANUFACTURER FOR ANALYSIS, THE MANUFACTURER REPORTED THAT ALL PARAMETERS WERE IN THE NORMAL RANGES. A SOAP TEST WAS PERFORMED ON THE ENGINE OIL AND THE RESULTS WERE ALL IN THE NORMAL RANGES. ON THE ADVICE OF TECHNICAL SUPPORT, THE ENGINE DRIVEN FUEL PUMP AND THE FUEL CONTROL UNIT WERE BOTH REPLACED. THE ENGINE PASSED ALL GROUND TESTS AND RUNS AND THE AIRPLANE WAS TEST FLOWN WITH NO FURTHER DISCREPANCIES.

DURING POST FLIGHT INSPECTION, THE RIGHT FLAP B TRACK PIVOT JOINT ATTACH FITTING WAS FOUND TO BE BROKEN WITH PIECES MISSING. THE FLAP WAS REPLACED WITH A SERVICEABLE UNIT.

GOUGE FOUND IN SKIN UNDER FLANGE OF DRAIN ASSEMBLY NEAR BS 358.25 AND RBL 8.44. GOUGE WAS .019 INCHES DEEP AND .875 INCHES LONG. SKIN REPAIRED IAW STRUCTURES REPORT S-560-0699/05RD.

TWO CRACKS FOUND IN THE RIGHT FORWARD TAILCONE SKIN AT BS 384.35 AND 387.61 NEAR WL 131.3. THE CRACKS START AT THE FORWARD AND AFT LOWER CORNERS OF THE SKIN CUTOUT FOR THE FORWARD ENGINE BEAM AND EXTEND APPROXIMATELY 1 TO 2 INCHES DOWN FROM THE CORNERS. REPAIRS COMPLETED IN ACCORDANCE WITH S-560-0699/04RD.

PILOT REPORTED THAT WOULD NOT RETRACT PAST 10 DEGREES AFTER TAKE OFF AND THAT THE FLAPS FAIL CAS MESSAGE ILLUMINATED. FLIGHT CREW RETURNED TO THE AIRPORT AND MADE NORMAL FULL FLAP LANDING. GULFSTREAM MAINTENANCE REPLACED THE FLAP HYDRAULIC CONTROL MODULE PART NUMBER 1159SCH600-1 AND RETURNED THE AIRPLANE TO SERVICE AFTER APPROPRIATE OP CHECKS.

MAINTENANCE FOUND THE LEFT FLAP TRACK A INBOARD ROLLER BRACKET TO HAVE A BROKEN TAB DURING POST-FLIGHT INSPECTION. THE ROLLER BRACKET WAS REPLACED WITH A NEW PART AND THE AIRPLANE WAS RETURNED TO SERVICE.

DURING CRUISE FLIGHT AT FL 280, THE PILOT REPORTED THE RT GEAR DOOR OPEN CAS MESSAGE ILLUMINATED AND THEN WENT OUT. THE AIRCRAFT LANDED USING NORMAL PROCEDURES. MAINTENANCE JACKED THE AIRCRAFT AND CYCLED THE LANDING GEAR. THE LANDING GEAR DOOR SWITCH WAS ADJUSTED AND THE GEAR WAS OPERATIONALLY TESTED WITH NO DISCREPANCIES BEING NOTED. THE AIRCRAFT WAS APPROVED FOR RETURN TO SERVICE.

PILOT REPORTED AFTER TAKE OFF, RECEIVED ERRONEOUS AIRSPEED INFO ON COPILOT'S SIDE ALONG WITH IAS FLAGS AND SMC AIRDATA CAS MESSAGE. DISCONTINUED FLIGHT AND RETURNED TO TEB. MAINTENANCE FOUND WATER IN THE NR 2 LEFT AND BOTH RIGHT SIDE STATIC PORTS, AND IN THE RIGHT PRIMARY PITOT TUBE. BOTH SYSTEMS WERE FLUSHED WITH NITROGEN UNTIL NO WATER REMAINED. PITOT STATIC SYSTEM RECONNECT TEST WAS PERFORMED WITH NO DEFECTS NOTED AND THE AIRPLANE WAS RETURNED TO SERVICE.

LANDING GEAR FAILED TO RETRACT AFTER TAKEOFF WHEN SELECTED TO THE UP POSITION. RED GEAR UNLOCK LIGHT ILLUMINATED BUT ALL 3 GEAR LIGHTS REMAINED GREEN. THE ANTI-SKID LIGHT ALSO BLINKED ON AND OFF. THE FLIGHT CREW SELECTED GEAR DOWN AND ALL INDICATIONS RETURNED TO NORMAL. THE FLIGHT CREW THEN RETURNED TO THE AIRPORT AND MADE A NORMAL LANDING. MAINTENANCE DETERMINED THAT THE LT MLG OLEO STRUT HAD FAILED TO EXTEND FULLY AFTER LIFT OFF, CAUSING THE LT SQUAT SWITCH TO STILL SENSE WEIGHT ON WHEELS. THE LT OLEO STRUT WAS REPLACED AND MULTIPLE OPS CHECKS OF THE LANDING GEAR RETRACTION SYSTEM WERE PERFORMED WITH NO FURTHER DEFECTS NOTED. THE ACFT WAS APPROVED FOR RETURN TO SERVICE.

PILOT REPORTED, DURING APPROACH IN RAIN, WATER SHEETED ON WINDSCREEN CAUSING SIGNIFICANT OBSTRUCTION TO VISION. FOUND THE WATER REPELLANT COATING ON PILOTS & COPILOT WINDOWS TO BE UNSERVICEABLE. THE WINDOWS WERE CLEANED & THE WATER REPELLANT COATING WAS RESTORED IAW MM 56-10-00. THE WATER REPELLANT COATING IS TO BE INSPECTED & RESTORED AT 500 HOUR INTERVALS IAW CHAPTER 5 OF THE AMM & WAS LAST COMPLIED WITH DURING PRODUCTION OF THE AIRPLANE IN OCTOBER 2014. INVESTIGATION REVEALED THAT LINE SERVICE HAD BEEN USING AN INDUSTRIAL CLEANER TO CLEAN THE WINDSHIELD. THE ONLY RECOMMENDED CLEANING SOLUTION FOR THE WINDSHIELDS IS A 50/50 ISOPROPYL ALCOHOL & WATER MIX, WITH 2 TO 5% MILD LIQUID DISH WASHING SOAP.

DURING PHASE 1 - 4 INSPECTION FOUND THE RT AFT UPPER PYLON SKIN CRACKED BETWEEN NS 121 & 127. 7. CRACKS RANGING FROM 1/4 INCH TO 1 INCH IN LENGTH, ALL RADIATING FROM RIVET HOLES, WERE FOUND. REPAIRED CRACKS BY CUTTING DAMAGED SKIN OUT & INSTALLING INTERNAL DOUBLER & FILLER IAW REPAIR DEFINITION S-560-0407 06RD.

FLIGHT CREW REPORTED THAT THE NOSE WHEEL STEERING WAS INEFFECTIVE ON LANDING. MX FOUND THE UPPER & LOWER NOSE LG STRUT BEARINGS TO BE UNSERVICEABLE. THE BEARINGS ARE SEALED UNITS & WERE FOUND TO BE RATCHETY & STIFF TO ROTATE.

FLAPS JAMMED AT 6 DEGREES DURING RETRACTION AFTER TAKEOFF. FLAP JAM AMBER CAS MSG ILLUMINATED. PERFORMED CHECKLIST FOR FLAP JAM & DIVERTED. TECH OPS INFORMED US THAT THIS IS A KNOWN ISSUE & IS ADDRESSED IN 2 MX OPERATIONS LETTERS. MOL 14-0012 DATED 12/30/2014 DESCRIBES A FLAP RETRACTION PROCEDURE THAT MINIMIZES THE POTENTIAL FOR A FLAP JAM MSG. MOL 15-0005 DATED 3/19/2015 CLARIFIES THE RETRACTION PROCEDURE & ADDS A PROCEDURE TO RESET THE FLAPS IF A FLAP JAM MSG OCCURS UNDER CERTAIN CIRCUMSTANCES. MX PERFORMED THE FLAP RESET PROCEDURE & PERFORMED MULTIPLE OPERATIONAL CHECKS OF THE FLAPS WITH NO DEFECTS NOTED.

PILOT REPORTED THAT THE MLG WOULD NOT RETRACT. MAINTENANCE PERFORMED TROUBLESHOOTING. FAULT WAS DUPLICATED & FOUND TO BE INTERMITTENT. GEAR WOULD NOT GO UP & THE HYD DEMAND LIGHT WOULD NOT COME ON. FAULT WAS DETERMINED TO BE A DEFECTIVE MLG CONTROL HANDLE. HANDLE REPLACED & SYS OPS TESTED WITH NO FAILURES. THE ACFT WAS RETURNED TO SERVICE.

PILOT REPORTED THAT ON LANDING ROLL OUT THE BRAKES GAVE WAY. THE PILOT HAD ENOUGH BRAKING ACTION TO SAFELY TAXI IN. TROUBLE SHOT THE BRAKING SYS & FOUND CORROSION ON THE RT WHEEL SPEED TRANSDUCER CONNECTOR. THE WHEEL SPEED TRANSDUCER & THE CONNECTOR WERE REPLACED. THE ACFT WAS HIGH SPEED TAXIED & OPERATIONS TESTED WITH NO DEFECTS NOTED. THE AIRPLANE WAS RETURNED TO SERVICE.

PILOT REPORTED THAT DURING INITIAL CLIMB TO FL190 THE N1, N2 & FUEL FLOW ON THE NR 1 ENG BEGAN TO SURGE UP & DOWN & THEN STABILIZED. THE PILOT ELECTED TO RETURN TO THE DEPARTURE AIRPORT & MADE A NORMAL APPROACH & LANDING. THE ENG RETURNED TO NORMAL OPERATION DURING THE DESCENT. AFTER EXTENSIVE TROUBLESHOOTING DETERMINED THE N2 TRANSDUCER WAS FAULTY. THE SENSOR WAS REPLACED & THE ENG RAN NORMALLY. A TEST FLIGHT WAS MADE TO VERIFY THE CORRECTIVE ACTION.

PILOT REPORTED COMM RADIOS UNUSABLE BELOW 130.000 MHZ WHILE IN FLIGHT. HIGH PITCHED SQUEAL INTERFERENCE HEARD. BACKUP HANDHELD TRANSCEIVER WAS ALSO AFFECTED IN THE SAME FREQUENCY RANGE. PILOTS SQUAWKED 7600 & PROCEEDED VFR IAW 14 CFR 91.185. PILOTS USED SAT PHONE TO CONTACT KMDW TOWER FOR FREQUENCY ABOVE 130.000 MHZ. RADIO COMM WERE RE-ESTABLISHED 10 MINUTES AFTER FAILURE & A NORMAL LANDING WAS MADE. UNABLE TO DUPLICATE PROBLEM, ALL RADIOS OPERATED NORMALLY. FOUND THE RADOME, THE NOSE GEAR & THE NOSE GEAR DOORS BONDING TO THE FUSELAGE TO BE UNSERVICEABLE. AFTER CLEANING THE BONDING SURFACES & REATTACHING THE BONDING HARDWARE THE AIRPLANE PASSED THE PRECIPITATION STATIC TEST.

PILOT REPORTED THAT ON FIRST ATTEMPT TO LOWER GEAR ON APPROACH TO KAGC HE DID NOT GET A GREEN LIGHT ON THE LT MLG. HE RECYCLED THE GEAR & ALL GEAR EXTENDED NORMALLY. JACKED THE AIRPLANE & WAS ABLE TO DUPLICATE THE SQUAWK ON ONLY 1 RETRACTION OUT OF SEVERAL ATTEMPTS. THE LT MLG ACTUATOR WAS REPLACED & THE GEAR WAS CYCLED 30 TIMES WITHOUT FAILURE. THE AIRPLANE WAS LEAK CHECKED, REMOVED FROM JACKS & RETURNED TO SERVICE.

ON APPROACH, RT MLG DID NOT EXTEND WHEN THE GEAR WAS SELECTED DOWN. ABORTED APPROACH AND USED MANUAL GEAR EXTENSION PROCEDURE AND ALL THREE LANDING GEAR EXTENDED. LANDED WITHOUT FURTHER INCIDENT. MX PERFORMED GEAR SWINGS. RT MAIN GEAR WOULD NOT FULLY EXTEND OR RETRACT USING HAND PUMP. REVERSED VALVE CLEARANCES WERE CHECKED AND FOUND TO BE WITHIN MM LIMITS. CHECKED REVERSING VALVE LINKAGE FOR FREEDOM OF MOVEMENT. LINKAGE FOUND TO BE STIFF AND DIFFICULT TO MOVE DUE TO A BUILD UP OF DIRT AND DEBRIS. BOTH MAIN GEARS WERE CLEANED, DEGREASED AND LUBRICATED. REVERSING VALVE LINKAGE OPERATED AND FOUND TO BE MOVING SMOOTHLY. LINKAGE REASSEMBLED AND GEAR SWINGS WERE PERFORMED USING BOTH HAND PUMP AND HYD MULE WITH NO DEFECTS NOTED. MAIN HYD SUCTION FILTER WAS REPLACED AND THE PRESSURE FILTER WAS CLEANED AND INSPECTED. LANDING GEAR WAS OPS AND LEAK CHECKED WITH NO DEFECTS NOTED. HYD SYSTEM SERVICED, RETURNED TO SERVICE.

AFTER TAKEOFF, DURING CLIMB OUT THE ACM OVERHEAT ANNUNCIATOR ILLUMINATED, FOLLOWED BY THE EMERGENCY PRESSURIZATION SYS ACTIVATING WITH THE AIRPLANE STILL BELOW 10,000 FT. THE EMERGENCY PRESSURIZATION SYS USES BLEED AIR DIRECTLY FROM THE ENGINES FOR PRESSURIZATION WHICH CAUSES HOT AIR WITH AN OILY ODOR TO FILL THE CABIN. THE SYS ALSO CAUSES THE PILOT'S OXYGEN MASKS TO DEPLOY. THE PILOTS IMMEDIATELY RETURNED AND MADE A NORMAL LANDING. MX FOUND THE ACM TO BE SEIZED AND COVERED IN OIL DUE TO A FAILED SHAFT SEAL. THE ACM AND THE WATER SEPARATOR CONDENSER WERE REPLACED AND THE SYS WERE OPERATIONALLY AND LEAK CHECKED WITH NO DEFECTS NOTED.

ON DESCENT, THE RIGHT ENGINE SHUTDOWN AND THE FADEC FAIL RT CAS MESSAGE ILLUMINATED. PILOTS ATTEMPTED TO RESET THE FADEC WITHOUT SUCCESS AND THEN COMPLIED WITH THE EMERGENCY CHECKLIST. THE AIRPLANE LANDED WITHOUT INCIDENT AND WAS TURNED OVER TO MX AT THE SERVICE CENTER. MFG`S DETERMINED AFTER TROUBLESHOOTING, THE INLET GUIDE VANE ACTUATOR HAD FAILED. THEY REPLACED THE ACTUATOR AND PERFORMED ALL REQUIRED OPS TESTS WITHOUT DISCREPANCY.

DURING APPROACH, LANDING GEAR WAS SELECTED DOWN & LT MLG GREEN LIGHT FAILED TO ILLUMINATE. GEAR IN TRANSIT LIGHT DID EXTINGUISH, AND THERE WAS NO AUDIBLE GEAR WARNING WITH THE FLAPS DOWN AND POWER REDUCED. APPROACH ABORTED. SELECTED BRIGHT POSITION ON COCKPIT LIGHT DIMMER SWITCH AND LT MAIN GEAR GREEN LIGHT ILLUMINATED, LIGHT REMAINED ILLUMINATED WHEN SWITCH RETURNED TO DIM POSITION. FLEW BY TOWER, NLG VISIBLE BUT UNABLE TO SEE EITHER MLG. PERFORMED LANDING GEAR EMERGENCY EXTENSION CHECKLIST, BLEW DOWN SYSTEM. PERFORMED A NORMAL LANDING. JACKED AIRPLANE, RESET SHUTTLE VALVE AND SERVICED NITROGEN BOTTLE. THEY INSPECTED THE GEAR WITH NO DEFECTS NOTED AND CYCLED THE GEAR 10 TIMES WITH ALL INDICATIONS NORMAL. THE ACFT WAS REMOVED FROM THE JACKS AND RETURNED TO SERVICE. NO SPECIFIC PART IS IDENTIFIED AS CAUSING THIS DIFFICULTY SINCE NO DEFECTIVE COMPONENTS WERE FOUND.

RIGHT MAIN GEAR INDICATOR LIGHT DID NOT ILLUMINATE UNTIL GEAR RAISED AND LOWERED TWICE. ON INITIAL EXTENSION RED UNSAFE LIGHT REMAINED ILLUMINATED & NEITHER RT GEAR GREEN LIGHT ILLUMINATED. RECYCLED GEAR WITH SAME RESULT. ATTEMPTED MANUAL PUMP DOWN OF GEAR & FOUND MANUAL PUMP DIFFICULT TO MOVE DUE TO FULL HYDRAULIC PRESSURE IN SYSTEM. RECYCLED GEAR AGAIN & GEAR EXTENDED NORMALLY WITH RED LIGHT EXTINGUISHING AND BOTH RT MAIN GREEN LIGHTS ILLUMINATING. AN UNEVENTFUL LANDING WAS MADE. MX INSPECTED GEAR SYS AND PERFORMED 10 GEAR SWINGS WITH NO MALFUNCTIONS. GEAR LUBRICATED AND INSPECTED, AND 20 MORE GEAR SWINGS WERE PERFORMED WITH NO MALFUNCTIONS. AIRPLANE RETURNED TO SERVICE.

PILOT REPORTED AN UNCOMMANDED STICK MOVEMENT FORWARD, RESULTING IN PITCH DOWN AND AUTOPILOT TURNING OFF. MX RESET THE INTEGRATED AVIONICS COMPUTER AND CLEANED THE ELEVATOR SERVO CONNECTIONS. SEVERAL OPS CHECKS WERE PERFORMED WITH NO DISCREPANCIES NOTED, ACFT RETURNED TO SERVICE. NO SPECIFIC PART IS IDENTIFIED AS CAUSING THE DIFFICULTY, IT APPEARS TO HAVE BEEN A SYS GLITCH.

FGC B FAIL CYAN CAS MESSAGE ILLUMINATED IN FLIGHT, EXTINGUISHED WITHIN 30 SECONDS. YD FAIL LOWER B CAS MESSAGE ILLUMINATED SHORTLY THEREAFTER. AIRPLANE HAD JUST DEPARTED, PILOTS RETURNED AND TURNED AIRPLANE OVER TO MX. MX FOUND BOTH YAW DAMPER LINEAR ACTUATOR ASSEMBLIES FAILED. BOTH ACTUATORS WERE REPLACED AND ALL AFFECTED SYSTEMS WERE OPERATIONALLY CHECKED. BOTH ACTUATORS HAD BEEN REPLACED DUE TO FAILURE 2.4 FLIGHT HOURS AND 4 LANDINGS PRIOR TO THIS REPLACEMENT. ACTUATOR NR 1 AND 2, WERE BOTH PROCURED IN REPAIRED CONDITION FROM MFG THROUGH THE ACFT PARTS SUPPLY SYSTEM.

ON TAKEOFF ROLL, AMBER EICAS MESSAGES ILLUMINATED, PRI STAB TRIM FAIL, MACH TRIM OFF AND YAW DAMPER FAIL LOWER A-B. ABORTED TAKEOFF AND RETURNED TO HANGAR. MX FOUND BOTH YAW DAMPER LINEAR ACTUATOR ASSEMBLIES FAILED. BOTH ACTUATORS WERE REPLACED AND OPS CHECKED. THESE ACTIONS CLEARED ALL EICAS MESSAGES.

SEVERAL MINUTES AFTER LANDING, THE CREW WAS CLEANING THE AIRPLANE INTERIOR WHEN THEY NOTICED HOT AIR AND A BURNING SMELL COMING FROM THE CABIN VENTILATION SYS. SHORTLY THEREAFTER, SMOKE WAS OBSERVED AS A LIGHT HAZE IN THE CABIN. DESPITE BEING SELECTED TO A COOL SETTING, THE SUPPLY TEMPERATURE OF THE CABIN PACK IN THE COCKPIT INDICATED A TEMPERATURE OF OVER 210 DEGREES F WHICH WAS STEADILY CLIMBING UNTIL THE PAC WAS SELECTED OFF. AFTER SELECTING THE PAC OFF, THE SUPPLY TEMPERATURE STEADILY LOWERED AND THE SMOKE SUBSIDED. THE CABIN ACM PAC WAS DEFERRED IAW THE MEL AND THE AIRPLANE WAS FLOWN TO THE SERVICE CENTER. MX DISCOVERED THE CABIN ACM TO BE FROZEN. THE CABIN ACM WAS REPLACED DUE TO THE FAILURE, WE ALSO HAD THE COCKPIT ACM REPLACED AS A PREVENTIVE MEASURE.

THE RIGHT WINDSHIELD CRACKED WHILE CLIMBING THROUGH FL 200. THE WINDHIELD HEAT HAD BEEN ON CONTINUOUSLY SINCE TAKEOFF FROM KAGC. THE PILOT STATED HE HEARD A LOUD POPPING NOISE JUST PRIOR TO THE WINDSHIELD CRACKING. THE PILOT FLYING DECLARED AN EMERGENCY TO ATC, REDUCED AIRSPEED, INITIATED A DESCENT TO 10,000 FEET AND ALTERED COURSE TO RETURN TO KAGC. THE AIRCRAFT LANDED WITHOUT FURTHER INCIDENT. INSPECTION AFTER LANDING REVEALED THE OUTER WINDSHIELD PLY ONLY WAS CRACKED IN A SPIDER WEB PATTERN ENCOMPASSING THE ENTIRE WINDSHIELD.

PILOT WRITE UP "PITCH FEEL FAIL AMBER CAS MESSAGE ILLUMINATED IN FLIGHT. ABNORMAL AMOUNT OF AFT ELEVATOR REQUIRED DURING LANDING". FAULT OCCURED SHORTLY AFTER TAKEOFF FROM KAGC, PILOT RETURNED TO KAGC. TROUBLESHOOTING REVEALED THE RIGHT ELEVATOR PITCH FEEL LINEAR ACTUATOR FAILED IN THE EXTENDED POSITION. THIS CAUSED THE CAS MESSAGE TO ILLUMINATE DUE TO THE MIS-MATCH WITH THE LEFT ACTUATOR. IT ALSO CAUSED A CHANGE IN BIAS IN THE CENTERING UNIT, WHICH LED TO THE PILOT'S PERCEPTION OF AN ABNORMAL AMOUNT OF ELEVATOR BEING REQUIRED DURING THE FLARE. THE ACTUATOR WAS REPLACED WITH AN OVERHAULED UNIT AND ALL OPERATIONAL TESTS WERE NORMAL.

PILOT WRITE UP ON ROTATION GREY/BLACK SMOKE FILLED CABIN. RETURN TO LAND. INSPECTED - CLEANED ACM WATER SEPARATOR SOCK. PERFORMED GROUND RUNS. NO FAULTS FOUND. AIRCRAFT WAS TEST FLOWN FOR .6 HOUR WITH NO RECURRENCE OF SMOKE. INVESTIGATION REVEALED THAT AIRCRAFT HAD TWO OCCURRENCES OF THE RIGHT ENGINE FAILING TO START DUE TO IGNITION FAULTS RECENTLY, ONCE ON 4/19 AND ONCE ON 4/20. THE IGNITION FAULTS WERE CORRECTED AND THE ENGINE WAS STARTED AND GROUND RUN NORMALLY. BOTH FAILURES TO START FLOODED THE ENGINE WITH FUEL WHICH ALSO CONTAMINATED THE ENVIRONMENTAL SYSTEM. THIS CAUSE SMOKE TO BE PRODUCED WHEN THE ENGINE WAS BROUGHT TO HIGH POWER FOR THE TAKEOFF AND THE BLEED AIR RAISED THE TEMPERATURE OF THE ENVIRONMENTAL SYSTEM.

HYD PRESSURE STARTED TO DROP WITH THE ENGINE DRIVEN PUMP WITH OX PUMP THE PRESSURE IS GOOD. THE ACFT RETURNED HOME AND SENT A REPLACEMENT ACFT. FOUND THE CAP WAS NOT INSTALLED AFTER MX WORK ON SYSTEM.

WHILE PERFORMING A ROUTINE POST-FLIGHT INSPECTION, SMOKE WAS FOUND COMING FROM BEHIND THE VALANCE PANEL AREA NEAR FWD LT EMERG EXIT WINDOW. FOUND PROTECTED POWER SUPPLY (PPU) FOR ONE OF THE UPWASH FLUORESCENT LIGHT BULBS HAD BEEN DEFECTIVE. SIMILAR OCCCURRENCE ON 9-99 ON SAME ACFT WITH SAME P/N PPU (AL-5112), SN 2526. (X)

WHILE THE AIRCRAFT WAS POWERED UP ON THE GROUND, PRIOR TO A TRIP, FLIGHT MECHANIC NOTICED A LARGE AMOUNT OF WHITE SMOKE COMING FROM UNDER THE VALANCE PANEL ON LEFT SIDE OF CABIN AND ONE OF THE FLUORESCENT BULBS NOT ILLUMINATING. CIRCUIT BREAKERS FOR ALL FLUORESCENT LIGHTS WERE PULLED AS A PRECAUTION.

LEFT DC GENERATOR WOULD OCCASSIONALLY TRIP OFF-LINE DURING A GROUND RUN-UP. FOUND THE LEFT GENERATOR SHUNT GROUND PAD MELTED AND BURNT. GROUND PAD HAD RECENTLY BEEN REMOVED BY AN OUTSIDE MAINT FACILITY (AT CUSTOMER REQUEST) TO CHECK IT AND SHUNT FOR CORROSION. BOTH SHUNT AND GROUND PAD WERE IN GOOD CONDITION. IT APPEARS EITHER THE BOLT SECURING THE GROUND PAD TO THE SHUNT WAS NOT TORQUED OR THE GROUND PAD WAS NOT MATED FLUSH WITH THE SHUNT BEFORE ALL SECURING HARDWARE FOR THE SHUNT AND GROUND PAD WERE TIGHTENED.