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FOUND LH BATTERY WITH PRESSURE DAMMAGE TO CASE AND INDICATED ONLY 22 VOLTS

NO. 4 BRAKE PAD SEPERATED WHEN AIRCRAFT WAS BEING TOWED OUT OF HANGAR CAUSING THE BRAKE TO LOCK UP.

LANDING GEAR WOULD NOT RETRACT, CYCLED GEAR, ONCE GEAR WAS UP AND LOCKED, LEFT HYDRAULIC SYSTEM COMPLETE LOSS OF FLUID AND PRESSURE. UPON LANDING HAD TO SELECT THE LANDING GEAR DOWN, EMERGENCY BLEW LANDING GEAR DOWN FOLLOW EMERGENCY PRODUCERS. CONTACTED GULFSTREAM UPON INVESTIGATION WITH GULFSTREAM FOUND LEFT AND RIGHT LANDING SHOCK STRUTS NOT SERVICED CORRECTLY ( ZERO NITROGEN IN SHOCK STRUT)

AFTER ENGINE START CHECKLIST WAS COMPLETED SELECTED FLAPS 20 FOR TAKEOFF AND FLAPS FAIL AT 0. RESET THE FLAPS TO O AFTER RESETTING CIRCUIT BREAKER AND RAN THE FLAPS THROUGH FULL TRAVEL WITH NO ISSUES. AFTER TAKING THE RUNWAY FOR DEPARTURE REQUESTED TAKEOFF CLEARANCE CANCELLATION TO RETURN TO BASE. DURING THE RETURN TAXI SELECTED 20 TO 0 AND THE FLAPS FAILED AT 17 DEGREES FOLLOWED BY AN EICAS FLAPS FAIL.

MFD DISPLAY INOPERATIVE. DOES NOT DISPLAY ANYTHING.

RIGHT HAND ON THIS AIRCRAFT WHILE THE ORIGINAL FLAP WAS REMOVED FOR REPAIR. NEEDED TO GROUND THE ACFT TO VERIFY THE FLAP. THEY STATED THE FLAP WAS NOT PROPERLY IDENTIFIED WHEN INSTALLED. THEY PROCEDDED TO SEND A MECHANIC TO THE AIRCRAFT TO VERIFY STATUS OF THE FLAP AND RE-IDENTIFY IT. AFTER THIS THEY ISSUED A NEW INSPECTED 8130-3 FOR THE FLAP AND RELEASED THE AIRCRAFT.

NOSE GEAR IS UNLOCKING WHILE IN FLIGHT AT FL 430. GEAR WAS LOCKING UNLOCKING FOR ABOUT TWO MINUTES CAS : GEAR DISAGREE N. GEAR DOOR OPEN

RIGHT MAIN TIRE LOST PRESSURE AFTER TAXI IN AT HOBBY. NOTICED THAT DURING TAXI IN AFTER LANDING ON LEG 1 OF 4 THAT BRAKES SEEMED TO ENGAGE WITHOUT PEDDLES BEING DEPRESSED AS IF ANTI SKIT WAS ACTIVATING BUT SPEED WAS UNDER 5 KNOTS.

ON DESCENT INTO KMDW RECEIVED A DIM FLICKERING IN R FIRE HANDLE AND R FUEL COCK. NO OTHER INDICATIONS. ALL ENGINE PARAMETERS WERE NORMAL. ALL EVMS TGTS EPR LP HP FF ALL NORMAL NO MISCOMPARE BETWEEN L ENGINE. CONTINUED DESCENT AND LANDING TO KMDW AS IT WAS DESTINATION AND MOST SUITABLE AIRPORT. INDICATION NO LONGER OCCURRED. HAD CONSTANT AVIATION INSPECT ENTIRE SYSTEM AND CLEAN ALL CONNECTORS AND CANNON PLUGS. GROUND OPS CHECK GOOD, NO FAULTS FOUND. AIRCRAFT WAS RETURNED TO SERVICE, CREW MONITORED ON NEXT FLIGHT BACK TO DAL, NO REPORTED ISSUES. CREW WILL CONTINUE TO MONITOR OVER NEXT SEVERAL FLIGHTS.

DURING A CREW TRAINING SESSION THE DIRECTOR OF OPS FOUND 3 CIRCUT BREAKERS ON WINDOW HEAT TEST PANEL BEHIND THE CO-PILOT (SUB PANEL B)POPPED AND UPON FURTHER INVESTIGATION, FOUND ALL 3 CIRCUT BREAKERS HAD OVERHEATED AND MELTED THE PLASTIC EXTERNAL COVERS AND RENDERING THEM UNSERVICEABLE. ALL 3 BREAKERS (PN:PP11-49-10.0A) WERE REMOVED AND REPLACED WITH 3 NEW CIRCUT BREAKERS. GROUND SYSTEMS CHECK IAW THE MM CHECKED GOOD. ALL WIRING AND TERMINAL ENDS WERE INSPECTED FOR ANY SIGNS OF HEAT DAMAGE OR MELTING. NO OTHER DEFECTS WERE FOUND AT THIS TIME.( SEE ATTACHED PHOTOS). HAVE CONTACTED TECH SUPPORT, AND THEY HAVE A TASK IN THE E-6 (12 MONTH) AND THE F-6 (24 MONTH). WE HAVE ALSO ADDED A STAND ALONE TASK CARD TO FLIGHT DOCS TO INSPECT THESE CIRCUT BREAKERS ON A 12 MONTH INTERVAL. (SEE ATTACHED TASK CARD). IF WE HAVE ANY FURTHER ISSUES, WE WILL RE-EVALUATE AND IF NEED BE SHORTEN THE INSPECTION INTERVAL.

ON TAKE OFF FLIGHT CREW RECEIVED A FIRE WARNING IN #2 ENGINE, THEN THE INDICATION EXTINGUISHED, SO THEY ELECTED TO CONTINUE, THEN AT 8000', THE INDICATION REAPPEARED AND THEN AN EMERGENCY WAS DECLARED AND RETURNED BACK TO KPBI. FIRE WARNING EXTINGUISHED ON FINAL BACK INTO KPBI. VISUAL INSPECTION OF THE ENGINE REVEALED THERE WAS ACTUALLY A FIRE. ENGINE WAS NOT SHUT DOWN OR FIRE BOTTLE DISCHARGED.

FELT A SLIGHT VIBRATION IN FLIGHT FOLLOWED BY A HYDRAULIC PRESSURE LOW L-R CAS MESSAGE. WE DID NOTICE A REDUCTION OF THE VIBRATION AND SOUND WHEN RETARDING THE RIGHT THROTTLE ALSO DUE TO HAVING NO HYDRAULIC PRESSURE WE HAD TO USE THE LANDING GEAR BLOW DOWN AND AND EMERGENCY BRAKING.

RUDDER TORQUE TUBE, MID AND UPPER HINGE ATTACHMENT SLEEVES HAVE AREAS OF PITTING CORROSION

CORROSION FOUND ON STRUCTURE WHERE EXTERNAL APU ACCESS DOOR MATES TO THE FUSELAGE.

POST CORROSION REMOVAL AND EVALUATION, ENGINEERING DETERMINED THAT THE REMAINING MATERIAL THICKNESS ON THE RUDDER TORQL'E TUBE ATI ACH EARS DOES NOT MEET AIRWORTHINESS REQUIREMENTS.

LH AND RH WING PLANK AT TRAILING EDGE OF AILERON AREAS. HAVE CORROSION ON THE PLANKS AROUND NUTPLATES FOR CLOSEOUT PANELS, TO INCLUDE OUTBOARD TRAILING EDGE OF BOX AREA BETWEEN AILERONS AND WINGLETS.

EXFOLIATION CORROSION ON THE RIGHT FORWARD-CENTER WING BOX REBATE FLANGE, JUST OUTBOARD OF SINGLE POINT.

CORROSION WAS IDENTIFIED ON BOTH SIDES OF VERTICAL STABILIZER REBATE FLANGES. REMOVED 64 NUTPLATE, CLEANED CORROSION FROM BELOW THE 64 REMOVED NUTPLATES, INSTALLED NUT PLATES ON THE VERTICAL STABILIZER REBATE FLANGES IN ACCORDANCE WITH GV SRM CH 51-42-00.

ON LANDING AIRCRAFT WOULD NOT STEER TO THE LEFT. AIRCRAFT CAME TO A STOP. HOWEVER, AIRCRAFT ENDED UP WITH NOSE WHEEL IN GRASS OFF OF RUNWAY. RUNWAY EXCURSION.

AFTER FLIGHT CREW SQUAWKED PORTABLE WATER TANK LEAKING INTO BILGE WATER OBSERVED DRIPPING FROM FWD FUSELAGE DRAIN HOLE. UPON INSPECTION BY TECHNICIANS DISCOVERED THAT THE FILL DRAIN VALVE (PN DO5A00, SN 2553, DATED 10/99, MANUFACTURED BY C3406 GKN WESTLAND-SITEC GMBH 83666 WAAKIRCHEN, GERMANY) WAS LEAKING DUE TO A DEFECT FROM AN O-RING. O-RING SITS BETWEEN THE LINE CONNECTION PLATE AND BODY OF THE VALVE. THIS IS VISIBLE WITH NAKED EYE. POSSIBLE FAULTY OR WRONG O-RING OR FAILURE IN THE CONNECTION BETWEEN VALVE BODY AND PLATE.

WINDSHIELD OUTER PANE CRACKED

OUTER PANE OF THE WINDSHIELD ON CO-PILOT'S SIDE CRACKED

WHILE CRUISING AT 19,000 FEET THE COPILOTS OUTER WINDSCREEN SHATTERED AND A PRESSURE BUMP WAS FELT.

WHEN LINE-SERVICE OPENED THE MAIN ENTRY CABIN DOOR HE HEARD A LOUD POP. UPON INSPECTION, FOUND THAT THE MAIN ENTRY DOOR SECONDARY LOCKING MECHANISM FAILED.

DURING A PRE-FLIGHT INSPECTION, THE MECHANIC DISCOVERED THAT THE RIGHT-WING NAVIGATION LIGHT WAS NOT ILLUMINATING. THE MECHANIC CHANGED THE LIGHT BUT THE LIGHT WAS STILL NOT ILLUMINATING. NEXT, THE MECHANIC CHECKED THE WIRE CONNECTIONS FOR THE LIGHT AND DID NOT FIND ANY ABNORMALITIES, THEN MECHANIC TAPPED ON THE PANEL THAT HOUSES THE POWER SUPPLY AND HEARD A SMALL RATTLE UPON WHICH MECHANIC TOOK A BORESCOPE AND PLACED IT IN THE PANELS INSPECTION HOLE WHICH MOVED AN OBJECT AT WHICH POINT THE LIGHT CAME ON. WHEN THIS HAPPENED THEY ALSO HEARD A HISSING SOUND AND KNEW SOMETHING WAS NOT RIGHT. SO WE TOOK THE PANEL OFF AND FOUND 2 BRACKETS THAT MOUNT THE POWER SUPPLY TO THE AIRFRAME WERE BOTH BROKEN WHICH LEAD TO THE POWER SUPPLY NOT BEING ATTACHED AND SHORTING OUT ON THE AIRFRAME AND PANEL; WHICH WAS THE SOUND THEY HEARD DURING HIS INSPECTION.

DURING A PRE-FLIGHT INSPECTION, THE MECHANIC DISCOVERED THAT THE RIGHT-WING NAVIGATION LIGHT WAS NOT ILLUMINATING. THE MECHANIC CHANGED THE LIGHT BUT THE LIGHT WAS STILL NOT ILLUMINATING. NEXT, THE MECHANIC CHECKED THE WIRE CONNECTIONS FOR THE LIGHT AND DID NOT FIND ANY ABNORMALITIES, THEN MECHANIC TAPPED ON THE PANEL THAT HOUSES THE POWER SUPPLY AND HEARD A SMALL RATTLE UPON WHICH MECHANIC TOOK A BORESCOPE AND PLACED IT IN THE PANELS INSPECTION HOLE WHICH MOVED AN OBJECT AT WHICH POINT THE LIGHT CAME ON. WHEN THIS HAPPENED THEY ALSO HEARD A HISSING SOUND AND KNEW SOMETHING WAS NOT RIGHT. SO WE TOOK THE PANEL OFF AND FOUND 2 BRACKETS THAT MOUNT THE POWER SUPPLY TO THE AIRFRAME WERE BOTH BROKEN WHICH LEAD TO THE POWER SUPPLY NOT BEING ATTACHED AND SHORTING OUT ON THE AIRFRAME AND PANEL; WHICH WAS THE SOUND THEY HEARD DURING HIS INSPECTION.

PILOTS WINDSHIELD CRACKED DURING FLIGHT FROM KIAH TO KCAK. THE AIRCRAFT DEPARTED KIAH AT 0707 CDST AND LANDED AT KCAK AT 1046 CDST. THE CREW DECLARED AN EMERGENCY AND LANDED AT KCAK WITHOUT INCIDENT. THERE WAS NO ADDITIONAL DAMAGE TO THE AIRCRAFT AND NO INJURIES TO PASSENGERS OR CREW.

DURING CRUISE FLIGHT THE NR 1 ENGINE STARTER GENERATOR,SUFFERED A CATASTROPHIC FAILURE.

AFTER LANDING, & TURNING OFF THE RUNWAY, THE CREW HEARD A POP, AFTER STOPPING AT THE FBO, THE CREW NOTICED THE NR 2 MAIN TIRE HAD LOST THE NITROGEN CHARGE. R & R THE NR 2 WHEEL ASSEMBLY, THE WHEEL WOULD NOT COME OFF OF THE AXLE. TO GET THE ACFT BACK INTO SERVICE, THE AXLE FOR THE LT MLG, THE NR 2 BRAKE & NR 2 WHEEL HAD TO ALL BE REMOVED AS AN ASSEMBLY. AFTER GETTING PIECES TO HOME BASE, WE WERE ABLE TO DISASSEMBLE THE WHEEL FROM THE AXLE & THE INNER WHEEL BEARING HAD FAILED.

LEFT OTBD FLAP ACTUATOR WAS CHANGED AT A SCHEDULED MX EVENT & UPON ARRIVAL TO HOME BASE FLAPS STUCK AT 20'. FOUND FLAP ACTUATOR EXTREMELY TIGHT ON LANDING. R & R LT OTBD FLAP ACTUATOR.

INPUT TUBE TO INFLATABLE DOOR SEAL HAS A BLOWN HOLE WHERE IT ATTACHES TO THE DOOR SEAL.

RIGHT HORIZONTAL STABILIZER DE-ICE BOOT FAILED, DELAMINATED.

WHILE PARKED AT THE FBO, THE CREW NOTICED A SURGE IN THE APU, THE ACFT LOST ELECTRICAL POWER FOR A MOMENT, THE APU RECOVERED, ELECTRICAL POWER RETURNED, THEN THE CREW NOTICED THE OIL ODOR AND SMOKE IN COCKPIT. THE CREW THEN SHUTDOWN THE APU FOR FURTHER TROUBLESHOOTING.

INSTALLED LAMPS 4553 BULB & IT BURNED A HOLE IN THE LANDING LIGHT LENS.

AFTER TAKEOFF, FLIGHT CREW RECEIVED A BATTERY OVERTEMP WARNING AND BATTERY TEMP INDICATION ROSE ABOVE 188 DEGREES C, UPON RETURN, BATTERIES WHERE COLD TO THE TOUCH, PERFORMED RESISTANCE CHECK OF THE THERMISTOR IN THE NR 2 BATTERY AND THE RESISTANCE WAS OUT OF MM TOLERANCES. R & R THE THERMISTOR IN THE NR 2 MAIN BATTERY, ALL GROUND CHECKS NORMAL, RETURNED THE ACFT TO SERVICE.

DURING PREFLIGHT, AFTER STARTING APU, EICAS WARNING INDICATED NR 1 AIR CONDITIONING PACK WAS INOP, OUTSIDE NOISE SOUNDED LIKE A DUCT HAD COME OFF. MEL'D NR 1 AIR CONDITIONING SYS IAW COMPANY PROCEDURES, FLEW ACFT BELOW 23,000 FEET TO MRO FACILITY. FOUND RUBBER DUCT BLOWN OFF ON NR 1 AIR CONDITIONING PACK.

DURING PREFLIGHT, NOTICED THE RUDDER WAS DEFLECTED FULL RIGHT AND WAS BINDING. DURING INVESTIGATION FOUND INCORRECT HARDWARE IN COCKPIT FLOORBOARD ABOVE RUDDER GUSTLOCK BELL CRANK. DHS1426-1-2D IS THE CORRECT HARDWARE FOR THE FLOORBOARD, FOUND AN3-9 BOLTS INSTALLED.

DEPARTED WITHOUT INCIDENT AND CLIMBED TO A CRUISING ALTITUDE OF 41,000 FT , APPROX 45 MINUTES INTO FLIGHT HEARD A VERY LOUD EXPLOSIVE SOUND, NOTICED THE LT SIDE WINDSHIELD WAS SEVERELY DAMAGED, CONFIRMED CABIN ALTITUDE AND DIFFERENTIAL REMAINED NORMAL, IMMEDIATELY REQUESTED A DESCENT AND CONSULTED THE QRH, NOISE WAS VERY LOUD AND THE WINDSHIELD WAS SEVERELY CRACKED. HAD CONCERNS ABOUT OUR STRUCTURAL INTEGRITY. THEN REVIEWED THE STRUCTURAL DAMAGE CHECKLIST WHICH ADVISED US TO LAND AT THE NEAREST SUITABLE AIRPORT.

DURING CLIMB AFTER ENGAGING THE AUTOPILOT, THE CREW NOTICED THE A/P TRIM FAIL LIGHT ILLUMINATED ON THE MASTER CAUTION PANEL, THEN NOTICED THE AUTOPILOT ADVISORY THAT THE MACH TRIM HAD FAILED. THE CREW RETURNED TO HOME BASE (KHOU). DURING TROUBLESHOOTING FOUND CONTACTOR 72C, MS 24187-D1 HAD AN OPEN CONTACT. THIS RELAY IS THE AUTOPILOT TRIM DOWN RELAY.

DURING PRE-FLIGHT OF AIRCRAFT BEFORE DEPARTURE, FOUND RT AILERON WITH SEVERE DELAMINATION, APPROX 6 X 24 INCHES.

CREW NOTICED CABIN DUCT TEMP HI LIGHT ON MASTER WARNING PANEL, CABIN AIR COMING INTO CABIN WAS HOT, CREW FOLLOWEWD ACFT CHECK LIST TO EXTINGUISH THE WARNING LIGHT AND COULD NOT EXTINGUISH. CREW ALSO NOTED THAT THE AUTO TEMP CONTROL CIRCUIT BREAKER HAD POPPED, AFTER SELECTING TO MANUAL MODE TO CONTROL CABIN TEMP, THE CREW NOTICED THAT THE MANUAL TEMP CONTROL BREAKER HAD POPPED. CREW RETURNED TO DEPARTURE. ACFT WAS AT 35,000 FT ALTITUDE AT OCCURENCE.

UPON DEPARTURE, AFTER GEAR RETRACTION, THE GEAR UNSAFE LIGHT REMAINED ILLUMINATED INDICATING ONE OF THE GEAR HAD NOT COMPLETELY RETRACTED INTO THE UPLOCK. OBTAINED FERRY PERMIT TO MOVE THE ACFT FOR TROUBLESHOOTING. ON APRIL 24, 2009 WE JACKED THE ACFT, CYCLED THE LANDING GEAR AND FOUND THAT THE LT INBD MAIN GEAR DOOR WAS BINDING ON THE AFT SIDE OF THE LT MAIN WHEEL WELL. UPON FURTHER INVESTIGATION FOUND THE SPHERICAL BRG HAD MIGRATED FWD IN THE FWD HINGE FITTING AND SHIFTED THE DOOR AFT. INSPECTED HINGE FITTING AND BRG IAW MM 32-10-00. FURTHER INVESTIGATION REVEALED THAT THE BRG PN AW6-VCRG NEEDS TO BE ROLLER SWAGED INTO THE FITTING AND IT APPEARED THAT IT HAD NOT. WE REPOSITIONED THE BRG AND ROLLER SWAGED THE BRG IAW ENGINEERING DOCUMENT PS510300E, PAGE 17, PARA. 9.13. GROUND CHECKED NORMAL.

ENROUTE, THE CREW DECLARED AN EMERGENCY AND LANDED. THE REPORT IS BOTH HYDR SYS QUANTITY WAS INDICATING LOW, LOCATED A LOCAL TECH IAW AIR CARRIER MM SECTION 3.02. CHECKED THE QUANTITY IN THE HYDR RESERVOIRS AND VERIFIED THAT THEY WHERE LOW, SERVICED IAW COMPUTERIZED MAINT PROGRAM (CMP) 291057. ACFT CONTINUED AFTER SERVICING TO FINAL DESTINATION.

UPON THE MID-LIFE REMOVAL OF NR1 ENG FOUND THAT THE WASHER USED AT THE TRUNNION TIE BOLT HAD A O/D THAT WAS TO LARGE FOR THE USE OF TOOL (T900175-1). THIS TOOL IS USED TO PREVENT THE TRUNNION CANISTER FROM MOVING. IAW CAUTION FOUND IN MM 71-00-00 PG. 405 B. 25. ANY MOVEMENT OF THE TRUNNION CANISTER ASSY DURING REMOVAL OR INSTALLATION WILL REQUIRE THAT IT BE REMOVED AND INSPECTED FOR DAMAGE. THE REPLACEMENT OF THE CANISTER MAY BE NECESSARY IF IT IS DAMAGED. THE CORRECT WASHER, P/N MS20002C14 WILL ALLOW THE USE OF THE REQUIRED TOOL (T900175-1) NOTE: THIS IS THE FIRST TIME THE ENGINE WAS REMOVED FROM THE ACFT.

MODE C TRANSPONDERS READ 500 FT HIGH 99 PERCENT OF THE TIME (IN CRUISE). TROUBLESHOOTING IN PROCESS, WILL AMEND FORM WHEN DETERMINATION OF CAUSE 8/22/08. RAN PITOT/STATIC SYS TO 45,000 FT AND CHECKED OUT PUT OF TRANSPONDER SYS WITH ATC601 TEST SET AND INDICATED NORMAL, REMOVED AND REPLACED CTL92 CONTROL GROUND CHECKS GOOD, PERFORMED OPERATIONAL TEST FLIGHT AND ATC REPORTS NO ABNORMALITIES.

AFTER TAKEOFF, LAV SMOKE ALARM ANNUNCATOR ILLUMINATED, CREW REPORTED THAT THEY INSPECTED THE LAV AREA FOR SIGNS OF SMOKE AND FIRE, NONE OBSERVED. THE ANNUNCATOR WENT OUT AND THEN CAME BACK ON. THE CREW THEN ELECTED TO DIVERT. UPON LANDING, THE APU WOULD NOT START, ANOTHER ACFT WAS DISPATCHED TO CONTINUE TRIP WITH A WING TECH ON BOARD. THE TECH INSPECTED THE LAV AREA FOR SIGNS OF SMOKE AND/OR FIRE DAMAGE, NONE NOTICED. THE TECH THEN INSPECTED THE SMOKE DETECTOR FOR OPERATION, GROUND CHECKED NORMAL. AFTER DETERMINING THE APU PROBLEM AND DEFERRING IAW AIR CARRIER, GMM AND MEL PROCEDURES, STARTED THE ACFT WITH AN AIR START RETURN TO HOE BASE. THE TECH FOUND THAT DURING THE FLIGHT THE SMOKE DETECTOR TEST SWITCH WOULD NOT STAY IN THE NORMAL POSITION, IT WOULD VIBRATE BETWEEN THE NORMAL AND TEST POSITION ILLUMINATING THE COCKPIT ANNUNCIATOR AND THE AURAL WARNING AS PART OF THE SMOKE DETECTOR. THE SMOKE DETECTOR WAS REPLACED WITH A SERVICEABLE UNIT AND GROUND TESTED NORMAL.

CREW REPORTED SMOKE IN THE CABIN ON DESCENT INTO LGA, CREW MENTIONED THAT IT WAS EMITTING FROM THE BAGGAGE BAY AREA WITH AN ELECTRICAL SMELL. INSPECTED ACFT BAGGAGE BAY AREA BY REMOVING FLOORBOARD ACCESS PANELS, BAGGAGE BAY SIDE WALL PANELS AT LGA WITH REPRESENTATIVE ON SITE. NO EVIDENCE OF ANY BURNING, ARCING OR ANY ELECTRICAL DEVICE HAVING FAILED IN THE BAGGAGE BAY OR ANY WHERE IN ACFT. MAINT SERVICES WHERE LIMITED IN LGA. AFTER INITIAL INSP AT LGA REVEALED NO ABNORMALITIES, MOVED THE ACFT TO FOR FURTHER INVESTIGATION, DURING FLIGHT, THERE WAS NOT ANY SMOKE OR BURN ODOR EMITTING FROM THE ACFT. REMOVED VARIOUS BAGGAGE COMPARTMENT PANELS AND FLOOR BOARDS, PERFORMED OPS CHECKS OF ALL COMPONENTS IN BAGGAGE BAY, PERFORMED OPS CHECK FLIGHT AT DIFFERENT ALTITUDES. NO SMOKE DETECTED, UNABLE TO DUPLICATE.