CHARTER AIRLINES, LLC

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

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.

PILOT REPORTS HYDRAULIC SYSTEM A LOW

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)

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

THERE WAS VIBRATION ON THE NOSE GEAR APPROACHING 80 KNOTS

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

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

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

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.

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

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

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

DURING TAKEOFF ROLL STAB ANTI ICE AMBER CAS MESSAGE ILLUMINATED.

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.

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.

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

PILOT REPORTED A EGPWS AND WIND SHEAR FAIL EICAS MESSAGE

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.

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.

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

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

HYDRAULIC SYSTEM A FAILED ON WHILE DESCENDING ON APPROACH TO KOPF

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

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.

DURING THE CRUISE PHASE OF FLIGHT THE COCKPIT RH SIDE SHATTERED

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.

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

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

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.

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.

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

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.

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

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.

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.

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

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

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.

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

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.

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

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

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.

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.

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

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.

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.

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)

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.