Charter Airlines, LLC

Sanction: $6,000 · case closed 2018-05-17

Part: BUSHING — WORN (ZONE 700) · airframe 16,351 hrs · 7,652 cycles

DURING TAKEOFF ROLL AIRCRAFT EXPERIENCED VIBRATION IN THE NOSE LANDING GEAR / YAW DAMPER LOWER OFF AMBER MESSAGE

Part: HINGE — BROKEN (ZONE 100) · airframe 12,469 hrs · 6,471 cycles

DURING FLIGHT PILOTS REPORTED AN AMBER CASS MESSAGE FUEL DOOR OPEN AND THEY ALSO EXPERIENCED VIBRATION DURING THE FLIGHT. SINGLE POINT DOOR HINGE FOUND BROKEN. IT IS LIKELY THAT THE DOOR WAS NOT LATCHED PROPERLY PRIOR TO FLIGHT CAUSING THE DAMAGE.

Part: ACTUATOR — LEAKING (ZONE 300) · airframe 16,149 hrs · 7,570 cycles

PILOT REPORTS HYDRAULIC SYSTEM A LOW

Part: RVDT — PILOT ERROR (ZONE 300) · airframe 12,231 hrs · 7,114 cycles

PILOT REPORTED YAW DAMPER UPPER A FAIL CYAN EICAS MESSAGE IMMEDIATELY AFTER TAKEOFF. THE PILOT ALSO REPORTED AN OVERSPEED MESSAGE WHICH WAS DETERMINED TO BE CAUSED BY THE CREW EXCEEDING 250 KNOTS BELOW 10,000 FEET. (PILOT ERROR)

Part: STRUT — DISCHARGED (ZONE 700) · airframe 12,246 hrs · 6,364 cycles

AFTER TAKEOFF, THE PILOT ATTEMPTED TO RETRACT THE LANDING GEAR AND THE LAND GEAR DID NOT RETRACT. THE NOSE LANDING GEAR WAS SERVICED. GEAR AND GEAR RETRACTION OPERATIONAL CHECKS PERFORMED AND THE AIRCRAFT WAS RETURNED TO SERVICE

Part: WHEEL — VIBRATION (NLG) · airframe 15,927 hrs · 7,475 cycles

THERE WAS VIBRATION ON THE NOSE GEAR APPROACHING 80 KNOTS

Part: RUDDER — MALFUNCTIONED (ZONE 300) · airframe 12,062 hrs · 6,285 cycles

THE CREW REPORTED THAT AFTER 50 MINUTES THE RUDDER TRIM BEGAN TO TURN TO THE LEFT & THEN TO THE RIGHT

Part: ACTUATOR — MALFUNCTIONED (ZONE 300 RUDDER) · airframe 12,059 hrs · 6,282 cycles

THE PILOT REPORTED UPON DEPARTURE WHETHER TURNING RIGHT OR LEFT, THE UPPER RUDDER / AIRCRAFT SWAYED LEFT AND RIGHT BEFORE CORRECTING

Part: ELECTRICAL SYS — FAULTED (ZONE 200) · airframe 6,150 hrs · 3,524 cycles

PILOT REPORTED A PARTIAL ELECTRICAL FAILURE IN COCKPIT. POWER WAS LOST ON THE COPILOTS MFD AND PFD.

Part: AOA — FAILED (ZONE 200) · airframe 16,682 hrs · 10,321 cycles

PILOTS ANGLE OF ATTACK FAILED. MAINTENANCE PERFORMED BIT TEST OF AOA COMPUTER AND COULD NOT DUPLICATE THE FAULT.AIRCRAFT WAS RETURNED TO SERVICE AND HASS COMPLETED SIX FLIGHTS WITHOUT ANY ADDITIONAL ISSUES.

Part: TUBE — RUPTURED (ZONE 300) · airframe 21,266 hrs · 12,682 cycles

DURING CLIMB PILOT RECEIVED EICAS MESSAGE "PAC HP VLV OPN L-R"

Part: DAU — MALFUNCTIONED (ZONE 200) · airframe 7,288 hrs · 4,034 cycles

FLAP FAILED DURING TAKE OFF, UNABLE TO RETRACT / DAU 2A FAIL

Part: OVERHEAT SENSOR — FAULTY (ZONE 300) · airframe 7,256 hrs · 4,020 cycles

DURING TAKEOFF ROLL THE STAB ANIT ICE HOT LEFT AMBER CAS MESSAGE ILLUMINATED.

Part: ANTI-ICE VALVE — UNSERVICEABLE (ZONE 200) · airframe 7,256 hrs · 4,020 cycles

DURING TAKEOFF ROLL STAB ANTI ICE AMBER CAS MESSAGE ILLUMINATED.

Part: GCU — UNSERVICEABLE (GENERATOR NR 1) · airframe 6,147 hrs · 3,522 cycles

DURING FLIGHT AT FL450 AIRCRAFT LOST POWER ON EICAS DISPLAY UNITS, 1 ,2, AND 3 CAUSED DUE TO A POWER LOSS ON THE NR 1 POWER BUSS. THE LOSS OF ONE THE NR 1 BUSS WAS CAUSED BY A FAILED GENERATOR CONTROL UNIT. THE LOSS OF POWER ON THE NUMBER ONE BUS ALSO CAUSED THE AUTOPILOT TO DISENGAGE AND THE LOSS OF POWER TO THE DIGITAL PRESSURIZATION CONTROLLER.

Part: WARNING MESSAGE — FALSE ACTIVATION (CABIN PRESSURE) · airframe 11,738 hrs · 6,899 cycles

DURING CLIMB EICAS AMBER CAS MESSAGE "CABIN ALTITUDE" ILLUMINATED. THE PRESSURIZATION SYSTEM WAS PLACED ON MEL AND FLOWN TO MAINTENANCE IN KOAK. ONCE IN MAINTENANCE THE PRESSURIZATION WAS TESTED AND THE DEFECT COULD NOT BE DUPLICATED. ALL COMPONENTS OF THE SYSTEM WERE FOUND TO BE OPERATING AS NORMAL. AIRCRAFT WAS RETURNED TO SERVICE.

Part: SEAL — WORN (ZONE 200) · airframe 17,368 hrs · 10,647 cycles

DURING FLIGHT THE AMBER CABIN DOOR SEAL CAME ON CAUSING A WHISTLING SOUND AND ULTIMATELY CREATED DIFFICULTY IN MAINTAINING PROPER CABIN PRESSURIZATION.

Part: GPWS — WARNING MESSAGE (ZONE 200) · airframe 11,864 hrs · 6,190 cycles

PILOT REPORTED A EGPWS AND WIND SHEAR FAIL EICAS MESSAGE

Part: LANDING GEAR — MALFUNCTIONED (ZONE 700)

AFTER TAKEOFF PILOT SELECTED THE LANDING GEAR TO THE UP POSITION AND HEARD A NOISE FROM THE NOSE WHEEL WELL. THEY LOWERED THE LANDING GEAR A THE DOWN AND LOK INDICATION LIGHT DID NOT INITIALLY COME ON. THE PILOT RETURNED TO THE AIRPORT AND JUST BEFORE LANDING THE NOSE GEAR DOWN AND LOCKED LIGHT CAME ON AND LANDED WITHOUT INCIDENT.

Part: TIRE — WORN (ZONE 700) · airframe 16,237 hrs · 10,139 cycles

PILOT NOTED VIBRATION IN NLG DURING TAKEOFF ROLL / BOTH NOSE WHEEL TIRE ASSEMBLIES WERE REPLACED WITH NEW TIRES. PILOTS PERFORMED HIGH SPEED TAXI WITH NO FURTHER ISSUES NOTED AT THIS TIME.

Part: MOTOR — FAILED (FLAP SYSTEM) · airframe 5,394 hrs · 3,193 cycles

PILOT REPORTED THAT THE FLAP SYSTEM HAD A FAILURE/ FLAPS WOULD NOT DEPLOY ON APPROACH. THE FLAP MOTOR FAILED.

Part: PROXIMITY SENSOR — OUT OF TOLERANCE (ZONE 800) · airframe 14,924 hrs · 8,498 cycles

AFTER TAKEOFF PILOT REPORTED THAT THEY RECEIVED 3 WARNINGS. 1. CABIN DOOR OPEN, 2. CABIN VENT DOOR OPEN AND A CABIN ALTITUDE WARNING. AFTER TROUBLESHOOTING FOUND THAT THE DOOR PROXIMITY SWITCH FAILED. THE SWITCH CONTROLS THE VENT DOOR WARNING AND THE CABIN DOOR WARNING INDICATIONS. FOUND CABIN VENT DOOR SEAL LOOSE CAUSING CABIN ALTITUDE NOT TO RISE

Part: PRESSURE SWITCH — FAILED (ZONE 400) · airframe 14,922 hrs · 8,496 cycles

HYDRAULIC SYSTEM A FAILED ON WHILE DESCENDING ON APPROACH TO KOPF

Part: DOOR SEAL — CUT (ZONE 800) · airframe 6,837 hrs · 4,532 cycles

AFTER PASSING 8000 ON INITIAL CLIMB THE AMBER CABIN ALTITUDE CAS MESSAGE ILLUMINATED AND AT 10,000 FEET A RED CABIN ALTITUDE CAS MESSAGE FOLLOWED. AFTER THE SECOND MESSAGE THE PILOT RETURNED TO THEIR POINT OF DEPARTURE

Part: DOOR LATCH — UNSECURE (ZONE 200) · airframe 20,144 hrs · 12,186 cycles

DURING CLIMB THE CREW HEARD A NOISE FROM THE FRONT OF THE AIRCRAFT AND A WARNING LIGHT FOR THE NOSE AVIONICS DOOR OPEN. THE CREW WAS ABLE TO RETURN TO THE DEPARTURE AIRPORT SAFELY. THE DOOR WAS INSPECTED FOR THE PROPER ADJUSTMENT OF THE NOSE DOOR LATCHES AND PROPERLY SECURED. AIRCRAFT WAS RETURNED TO SERVICE.

Part: WINDSHIELD — CRACKED (WINDSHIELD) · airframe 5,965 hrs · 3,463 cycles

DURING THE CRUISE PHASE OF FLIGHT THE COCKPIT RH SIDE SHATTERED

Part: CONTROLLER — PRESSURE LOSS (ZONE 100) · airframe 19,727 hrs · 12,014 cycles

IN FLIGHT DURING CLIMB PILOT RECEIVED CAS MESSAGE "HYDRAULIC VOLUME LOW B". AFTER LANDING AND INSPECTING AIRCRAFT WE FOUND THAT THE HYDRAULIC PTU CONTROLLER SOLENOID LEAKING. THE PART WAS REPLACED WITH AN OVERHAULED UNIT AND NO FURTHER DEFECTS WERE DETECTED.

Part: CABIN PRESSURE — OPEN (ZONE 900) · airframe 6,488 hrs · 4,376 cycles

AFTER TAKEOFF ON CLIMB THE PILOT REPORTED THAT THE AIRCRAFT WOULD NOT PRESSURIZE

Part: DOWNLOCK SWITCH — WORN (RT MLG) · airframe 19,454 hrs · 11,894 cycles

DURING TAKEOFF THE PILOT ATTEMPTED TO RETRACT THE LANDING GEAR. DURING THE PROCESS OF RETRACTION THE RIGHT HAND GREEN INDICATION DOWN AND LOCK STAYED ILLUMINATED. DUE TO THIS PROBLEM THE PILOT RETURNED TO HIS POINT OF DEPARTURE. WE PERFORMED GEAR SWINGS ON THE AIRCRAFT AND FOUND THAT FOUND RH MLG DOWNLOCK SWITHC WAS INOP. WE CHANGED THE SWITCH/ PERFORMED THE GEAR SWINGS AND THE ISSUE WAS CLEARED

Part: NONE — NONE · airframe 9,868 hrs · 5,344 cycles

AIRCRAFT ARRIVED IN WICHITA WITH VENT LINE AND EMERGENCY EXTEND LINE DISCONNECTED FROM THE EMERGENCY GEAR EXTENDED BOTTLE. THE MAINTENANCE MANUAL WAS NOT FOLLOWED WHEN THE GEAR BOTTLE WAS LAST INSTALLED, AND BOTH LINES TO THE EMERGENCY GEAR BLOW-DOWN BOTTLE WERE NOT CONNECTED. PER THE MAINTENANCE TRACKING SYSTEM OF THE CUSTOMERS, THE LAST TIME THIS BOTTLE WAS IN MAINTENANCE WAS 21/JAN/2022 BY BRIAN K ELWICK A&P 3280426. SEE MAINTENANCE MANUAL STEPS BELOW B. INSTALL PNEUMATIC STORAGE BOTTLE (REFER TO FIGURE 201). WARNING: FOR AIRPLANES THAT HAVE THE PRESSURE GAGE INSTALLED DIRECTLY TO THE BOTTLE, DO NOT INSTALL THE GAGE FITTING TOO DEEP INTO THE BOTTLE. THE FITTING CAN OBSTRUCT THE AIRFLOW IF YOU ACTUATE THE BLOWDOWN. NOTE: IF A REPLACEMENT CONTROL VALVE ASSEMBLY HAS BEEN INSTALLED, REMOVE FITTINGS FROM EXISTING VALVE ASSEMBLY AND INSTALL IN REPLACEMENT VALVE ASSEMBLY IN SAME MOUNTING ORIENTATION, USING NEW O-RINGS AND BACKUP RINGS. (1) PLACE PNEUMATIC STORAGE BOTTLE IN MOUNTING POSITION AND SECURE TOP OF BOTTLE TO PLATE ASSEMBLY BY INSTALLING SCREWS. (2) SECURE RETAINING CLAMP AROUND BOTTLE AND TIGHTEN CLAMP NUT. NOTE: IF BLEED VALVE WAS REMOVED TO FACILITATE REMOVAL/INSTALLATION, INSTALL BLEED VALVE AT THIS TIME USING NEW SEALS AS APPLICABLE. (3) IDENTIFY AND CONNECT VENT LINE, PRESSURE LINE AND GAGE LINE TO FITTINGS ON PNEUMATIC BOTTLE. (4) POSITION CONTROL CABLE THROUGH STORAGE BOTTLE LEVER STOP BRACKET AND INSTALL CABLE STOP. INSTALL CABLE CLAMPS AND ADJUST CABLE PER PROCEDURE IN PNEUMATIC STORAGE BOTTLE CONTROL CABLE REMOVAL/INSTALLATION. (5) SERVICE THE PNEUMATIC STORAGE BOTTLE. FOR BOTTLE SERVICING PROCEDURE, REFER TO CHAPTER 12, HIGH PRESSURE PNEUMATIC SERVICE VALVES - SERVICING, AND LANDING GEAR AND BRAKE EMERGENCY PNEUMATIC SYSTEMS - SERVICING. (6) PLACE THE AIRPLANE ON JACKS. REFER TO CHAPTER 7, JACKING - MAINTENANCE PRACTICES. (7) PERFORM A CHECK OF THE GEAR BLOWDOWN SYSTEM. REFER TO THE SECTION GEAR BLOWDOWN OPERATIONAL TEST IN THE TOPIC, LANDING GEAR HYDRAULIC SYSTEM - ADJUSTMENT. (8) CHECK FOR LEAKAGE AT FITTINGS, VALVE AND LINES. (9) CLOSE LEFT NOSE COMPARTMENT DOOR. (10) REMOVE AIRPLANE FROM JACKS AND INSTALL REMOVED ACCESS PANELS.

Part: OUTFLOW VALVE — BINDING (CABIN PRESSURE) · airframe 6,125 hrs · 4,217 cycles

DURING TAKEOFF THE SECONDARY OUTFLOW VALVE WOULD NOT CLOSE. WE PERFORMED THE FUNCTIONAL CHECKS OF THE OUTFLOW VALVES AND FOUND THAT THE SECONDARY VALVE WOULD NOT CLOSE PROPERLY. WE REMOVED AND REPLACED AND THE SYSTEM BEGAN TO FUNCTION PROPERLY.

Part: FLEX HOSE — LOOSE (ZONE 200) · airframe 6,096 hrs · 4,206 cycles

DURING A FLIGHT ON 06/10/2022 THE AIRCRAFT EXPERIENCED A FGC/ AUTOPILOT FAIL, A FGC-ADC MISCOMPARE. THE AIRCRAFT WAS DIVERTED TO CESSNA ICT. BOTH OF THE AIRCRAFT ADC'S WERE TESTED, LEAK CHECKED, LINES TIGHTENED AND CHECKED FUNCTIONALLY. THE AIRCRAFT WAS RETURNED TO SERVICE WITH NO FURTHER DEFECTS

Part: TRIM SYSTEM — MALFUNCTIONED · airframe 14,247 hrs · 8,208 cycles

ON TAKEOFF THE PILOT REPORTED THAT THEY HAD A PRIMARY TRIM FAILURE AND A MACH TRIM OFF INDICATION. THE PRIMARY TRIM FAILURE WAS DUE TO THE FACT THAT THE PILOT IN COMMAND DID NOT TURN ON THE MACH TRIM. WE PERFORMED A FUNCTIONAL CHECK OF THE SYSTEM AND FOUND THAT SYSTEM HAD NO FAULTS.

Part: OVERHEAT SENSOR — INTERMITTENT (TAILCONE) · airframe 14,247 hrs · 8,208 cycles

DURING TAKEOFF PILOT RECEIVED A TAIL CONE BLEED LEAK INDICATION. HE REPORTED THAT THE INDICATION WAS INTERMITTENT. WE REMOVED AND REPLACED A FAILING RTD SENSOR, PERFORMED FUNCTIONAL CHECK WITH NO FURTHER DEFECTS

Part: RESERVOIR — FAULT MESSAGE (ZONE 400) · airframe 15,563 hrs · 9,881 cycles

DURING ITS FLIGHT FROM FXE TO OAK THE PILOTS RECEIVED A MESSAGE ON THE EICAS THAT THERE WAS LOW HYDRAULIC VOLUME IN THE B SYSTEM. THE HYDRAULIC SYSTEM WAS ALSO INDICATING THAT IT WAS AT 67% WHICH IS WELL WITHIN THE NORMAL OPERATING RANGE. WHEN THE AIRCRAFT RETURNED TO FXE WE INSPECTED THE CONNECTIONS, CLEANED THE CONNECTOR TO THE LOW LEVEL SWITCH AND RECHECKED THE SYSTEM FOR THE LOW LEVEL B SYSTEM MESSAGE BUT WE WERE UNABLE TO DUPLICATE THE FAULT. THE MAINTENANCE WAS SIGNED OFF AND THE AIRCRAFT RETURNED TO SERVICE.

Part: PUMP — LOW PRESSURE (ZONE 400) · airframe 14,156 hrs · 8,169 cycles

DURING CRUISE THE PILOT RECEIEVED A CAS MESSAGE NOTING A FUEL IMBALANCE BETWEEN THE LH AND RH WING. THE FUEL FLOW FROM THE RIGHT HAND TRANSFER SYSTEM WAS NOT KEEPING UP WITH THE FUEL FLOW FROM THE LH FUEL TRANSFER SYSTEM INDICATING LOW PRESSURE FROM THE MOTIVE FLOW FROM THE RIGHT HAND ENGINE DRIVEN FUEL PUMP. THE RIGHT HAND ENGINE DRIVEN FUEL PUMP WAS REPLACED WITH A OVERHAULED UNIT AND THIS RESOLVED THE ISSUE WITH THE FUEL IMBALANCE. THE PLANE WAS RETURNED TO SERVICE AND COMPLETED SEVERAL FLIGHTS WITH NO FURTHER ISSUES.

Part: FLOW VALVE — FAILED (AFT EQUIPMENT BA) · airframe 5,913 hrs · 4,031 cycles

RIGHT AFTER TAKOFF THE PILOT REPORTED THAT THE AIRCRAFT PRESSURIZATION WAS ERRACTIC

Part: YAW DAMPER — NONE (ZONE 300) · airframe 13,911 hrs · 8,067 cycles

DURING TAKOFF THE LOWER YAW DAMPER B AMBER CAS ILLUMINATED AND THE PILOT ABORTED TAKEOFF AND RETURNED TO THE FBO AT KOPF. MECHANICS WERE SENT TO THE PLANE AND PERFORMED A CHECK OF THE YAW DAMPER SYSTEM AND WERE UNABLE TO DUPLICATE THE FAULT. PILOT ALSO REPORTED NOSEWHEEL SHIMMY DURING TAKEOFF ROLL. MECHANICS REMOVED AND REPLACED BOTH NOSE WHEEL TIRE ASSEMBLIES. AIRCRAFT HAS BEEN RETURNED TO SERVICE

Part: NONE — NONE · airframe 9,516 hrs · 5,192 cycles

DURING APP THE PILOT REPORTED THAT ON THE EICAS THAT THE FGC AMBER CAS BEGAN TO FLICKER. DURING THIS TIME THEY ALSO EXPERIENCED A PRIMARY TRIM FAILURE. WHEN AIRCRAFT LANDED, THE PRIMARY PITCH TRIM AND FGC WERE TROUBLESHOT AND THE FUNCTIONAL TEST PERFORMED AND MAINTENANCE WAS UNABLE TO DUPLICATE THE FAULT.

Part: STRUT — LOW PRESSURE (ZONE 700) · airframe 5,434 hrs · 3,939 cycles

LANDING GEAR WOULD NOT RETRACT. NOSE GEAR STRUT WAS SERVICED / GEAR SWINGS COMPLETED AND AIRCRAFT WAS RETURNED TO SERVICE.

Part: ACM — ODOR (RIGHT) · airframe 4,258 hrs · 2,762 cycles

ON CLIMB OUT THE COPILOT NOTICED AN ODOR COMING FROM THE COPILOTS WEMAC. THE AIRCRAFT RETURNED TO THE AIRPORT AND THE RH AIR CYCLE MACHINE WAS REPLACED. NO FURTHER DEFECTS NOR ODOR WAS DETECTED AFTER THE PART WAS REPLACED.

Part: AUTOPILOT SYS — FAULTED · airframe 5,563 hrs · 2,848 cycles

DURING CLIMB AUTOPILOT FUNCTIONS WOULD NOT ENGAGE AND PILOT RETURNED TO KFXE. WHEN THE AIRCRAFT LANDED WE PERFORMED AN OPERATIONAL TEST OF THE AUTOPILOT SYSTEM AND WE WERE UNABLE TO DUPLICATE THE FAULT. WE SIGNED THE MAINTENANCE OFF AND THE AIRCRAFT HAS SINCE BEEN RETURNED TO SERVICE AND THE AUTOPILOT SYSTEM IS OPERATING CORRECTLY

Part: STRUT — LOW PRESSURE (NLG) · airframe 14,340 hrs · 9,364 cycles

LANDING GEAR FAILED TO RETRACT AFTER TAKEOFF, DURING CLIMB. NOSE STRUT REQUIRED NITROGEN SERVICE.

Part: SEAL — BLEW OUT (BLEED AIR COUPLI) · airframe 6,360 hrs · 4,191 cycles

DURING FLIGHT THE RIGHT HAND BLEED WARNING LIGHT CAME ON. THE AIRCRAFT SAFELY MADE AN UNSCHEDULED LANDING IN CHARLESTON SOUTH CAROLINA. THE PNEUMATIC LINES IN THE RIGHT HAND PYLON WERE INSPECTED AND THE TECHNICIAN LOCATED A SEAL BLOWN OUT ON ONE OF THE DUCT. THE SEAL WAS REPLACED AND SATISFACTORY OPS CHECK WAS PERFORMED IN THE AIRCRAFT WAS RETURNED TO SERVICE.

Part: STRUT — LOW PRESSURE (NLG) · airframe 12,610 hrs · 9,535 cycles

DURING DEPARTURE, THE CREW WAS UNABLE TO RETRACT THE LANDING GEAR AFTER TAKEOFF. THE AIRCRAFT RETURNED SAFELY TO TETERBORO AIRPORT TO INVESTIGATE THE PROBLEM. THE AIRCRAFT WAS PUT INTO MAINTENANCE AND IT WAS FOUND THAT THE PRESSURE OF THE NOSE GEAR STRUT WAS TOO LOW. THE NOSE GEAR WAS SERVICED AND GEAR SWINGS WERE PERFORMED AND THE AIRCRAFT WAS RETURNED BACK TO SERVICE.

Part: WARNING MESSAGE — ILLUMINATED (THRUST REVERSERS) · airframe 6,298 hrs · 4,161 cycles

LH THRUST REVERSER ARM CAME ON DURING CLIMB WITH AMBER TR UNLOCK LIGHT. THE AIRCRAFT RETURNED TO ITS POINT OF ORIGIN AND WAS GROUNDED.

Part: CABIN PRESSURE — FAILED · airframe 6,265 hrs · 4,142 cycles

DURING CLIMB AIRCRAFT DID NOT PRESSURIZE. AIRCRAFT RETURNED TO POINT OF ORIGIN AND SAFELY LANDED. ONCE AIRCRAFT LANDED PILOTS MEL’D PRESSURIZATION SYSTEM AND RETURNED TO FXE FOR MAINTENANCE. AIRCRAFT IS CURRENTLY AWAITING MAINTENANCE TO TROUBLESHOOT PRESSURIZATION SYSTEM.

Part: CABIN PRESSURE — MALFUNCTIONED · airframe 6,084 hrs · 4,060 cycles

AIRCRAFT WOULD NOT PRESSURIZE DURING CLIMB. THE AIRCRAFT RETURN SAFELY TO DEPARTURE AND TAXIED TO THE SERVICE CENTER TO TROUBLESHOOT THE FAILURE. TESTED THE PRESSURIZATION SYSTEM AND WAS UNABLE TO DUPLICATE THE FAULT OR FIND ANY DEFECT THAT CAUSED THE PROBLEM. THE AIRCRAFT WAS RETURNED TO SERVICE AND HAS NOT EXPERIENCED ANY ADDITIONAL PROBLEMS WITH THE PRESSURIZATION SYSTEM.

Part: COMPUTER — FAILED (FLT GUIDANCE) · airframe 13,747 hrs · 9,152 cycles

WHILE IN FLIGHT THE CREW NOTICED A FLIGHT GUIDANCE COMPUTER FAILURE ON THE EICAS. THE CREW DIVERTED TO KCLE SAFELY AND THE AIRCRAFT WAS SENT TO MAINTENANCE AT CONSTANT WHILE IN FLIGHT THE CREW NOTICE A FLIGHT GUIDANCE COMPUTER FAILURE ON THE EICAS. THE CREW DIVERTED TO KCLE SAFELY AND THE AIRCRAFT WAS SENT TO MAINTENANCE AT CONSTANT AVIATION TO DETERMINE THE PROBLEM. AVIATION TO DETERMINE THE PROBLEM. CONSTANT AVIATION SWAP POSITION OF THE CONTROL MODULES FOR THE FLIGHT GUIDANCE COMPUTERS AND WAS UNABLE TO DUPLICATE THE ISSUE. THE MAINTENANCE WAS SIGNED OFF AND THE AIRCRAFT WAS RETURNED TO SERVICE ON 08/01/2019 (OPERATOR NUMBER AJXA136C PMI ROBERTO RODRIGUEZ)

Part: COMPUTER — MALFUNCTIONED (FLT GUIDANCE) · airframe 13,747 hrs · 9,152 cycles

WHILE IN FLIGHT THE CREW NOTICED A FLIGHT GUIDANCE COMPUTER FAILURE ON THE EICAS. THE CREW DIVERTED TO KCLE SAFELY AND THE AIRCRAFT WAS SENT TO MAINTENANCE AT CONSTANT WHILE IN FLIGHT THE CREW NOTICE A FLIGHT GUIDANCE COMPUTER FAILURE ON THE EICAS. THE CREW DIVERTED TO KCLE SAFELY AND THE AIRCRAFT WAS SENT TO MAINTENANCE TO DETERMINE THE PROBLEM. SWAPPED POSITION OF THE CONTROL MODULES FOR THE FLIGHT GUIDANCE COMPUTERS AND WAS UNABLE TO DUPLICATE THE ISSUE. THE MAINTENANCE WAS SIGNED OFF AND THE AIRCRAFT WAS RETURNED TO SERVICE.