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FLAPS WERE SELECTED FROM 20° TO UP AFTER TAKEOFF AT VT+5, IMMEDIATELY FOLLOWED BY A MASTER CAUTION, AMBER FLAP FAIL CAS MESSAGE, AND AMBER FLAP OUTLINE IN THE FLIGHT CONTROL SYNOPTIC PAGE. FLAPS DID NOT INDICATE ANY MOVEMENT. NO ABNORMAL MOTION OF THE AIRCRAFT WAS DETECTED. ON THE HAND-OFF TO DEPARTURE, WE ADVISED THEM OF THE SITUATION AND OUR ALTITUDE LIMITATIONS, COMPLETED NORMAL CHECKS AND PROCEEDED TO TROUBLESHOOT AND ASSESS OPTIONS. CONSULTING WITH ATC, MAINTENANCE AND DISPATCH, WE OPTED TO DIVERT TO GJT FOR SUFFICIENT RUNWAY, LOWER ELEVATION/TERRAIN, AND POTENTIAL MAINTENANCE. WITH NO ABNORMAL FLIGHT CHARACTERISTICS ASIDE FROM A REDUCED FLAP LANDING, WE DID NOT DECLARE AN EMERGENCY OURSELVES, THOUGH ATC REFERRED TO US AFTERWARDS AS AN EMERGENCY AIRCRAFT, AND THE GJT ARFF CREW WAS AVAILABLE AND MET US AT AFTER LANDING, ALONG WITH A MAINTENANCE CREW FROM WEST STAR GJT THAT HAD BEEN COORDINATED BY THE SPIRITJETS MAINTENANCE DEPARTMENT. UPON LANDING THE CREW CYCLED THE FLAPS AND ALL LIGHTS AND ABNORMAL INDICATIONS CEASED. SPIRITJETS DISPATCHED A WESTSTAR AOG TECHNICIAN TO KGJT. THE TECHNICIAN PERFORMED A COMPLETE CHECK OF THE FLAP CONTROL SYSTEM WITH NO DEFECTS NOTED AT THIS TIME. THE DISCREPANCY WAS SIGNED OFF AND THE AIRCRAFT DEPARTED KGJT WITH NO FLAP SYSTEM FAULTS. ADDITIONAL ACTIONS TAKEN WERE PERFORMED AD 2023-17-06 OPERATIONAL TEST OF THE FLAP SYSTEM PER S/B 604-27-040, NO FAULTS NOTED.

(CREW REPORT) WHILE ON OUR FLIGHT FROM KSTL TO LFSB AT FL390 ABOUT 100 MILES EAST OF TORONTO WE EXPERIENCED A LOUD BANG. WE REALIZED THE LEFT FRONT PILOT WINDSHIELD HAD CRACKED. WE RAN THE CRACKED WINDSHIELD CHECKLIST AND MADE ADJUSTMENTS TO SPEED, ALTITUDE AND PRESSURIZATION PER THE CHECKLIST. WE DECIDED TO RETURN TO BASE AT KSUS AIRPORT WITH NO FURTHER ISSUES.

CREW INDICATED ON TAXI AFTER LANDING A VIBRATION/NOISE FROM L/H SIDE OF AIRCRAFT. AIRCRAFT WAS JACKED AND THE #1 MAIN WHEEL HAD SIDE TO SIDE PLAY IN THE WHEEL. UPON REMOVAL OF THE #1 WHEEL, INSPECTION REVEALED THE INNER BEARING SEPARATED WITH PART OF THE BEARING HEATED AND WELDED TO AXEL. THE FOLLOWING ITEMS WERE DAMAGED AND HAD TO BE REPLACED: #1 BRAKE, MLG AXEL, #1 MAXERET, AND THE #1 WHEEL ASSEMBLY. PICTURES ARE AVAILABLE IF INTERESTED.

AFTER TAKEOFF APU OIL PRESS INDICATION FOLLOWED BY AUTO SHUTDOWN. INVESTIGATION OF APU OIL FILTER AND OIL FOUND 6 BALL BEARINGS CAME OUT DURING DRAINING OF APU OIL. AN APU LOANER WAS INSTALLED, AND THE DEFECTIVE APU SENT OUT FOR REPAIR. FACILITY PERFORMING REPAIR FOUND DEFECTIVE STARTER CLUTCH SHAFT BEARING FAILED. IT WAS REPLACED USING AN UPGRADED PART PER S/B 49-6114.

PHYSICAL ROLLBACK OF #1 ENGINE FOLLOWED BY THE AMBER #1 ENGINE COMPUTER LIGHT ILLUMINATING. ENGINE CONTINUED TO OPERATE IN MANUAL MODE. AIRCRAFT RETURNED TO KSUS

AFTER TAKEOFF CREW REPORTED THAT THE AIRCRAFT WAS NOT PRESSURIZING. PIC RETURNED TO AIRPORT AND LANDED WITH NO PROBLEMS.

DURING LANDING GEAR RETRACTION, THE RIGHT MAIN LANDING GEAR RED LIGHT REMAINED ILLUMINATED. THE CREW RECEIVED A CALL FROM TOWER THAT THE RIGHT LANDING GEAR WAS NOT RETRACTED. THE CREW DIVERTED TO KIND AND LANDED WITHOUT INCIDENT.

DURING LANDING GEAR RETRACTION, THE RT MAIN LANDING GEAR RED LIGHT REMAINED ILLUMINATED. THE CREW REPORTED NO NOISE TO INDICATE THAT THE GEAR DID NOT RETRACT.

REPETITIVE FAILURES OF NOSE WHEEL STEERING FAILURE. AFTER EXTENSIVE HOURS OF TROUBLESHOOTING CONTACT WITH LEARJET ENGINEERING SUPPORT, AND REPLACEMENT OF THE NOSE WHEEL STEERING SERVO, WE HAVE FOUND THAT THE PROBLEM WAS DUE TO A BAD NR 4 MAIN WHEEL SPEED SENSOR (TRANSDUCER). NOTHING IN THE MAINTENANCE MANUAL OR TROUBLESHOOTING PROCEDURES EVEN SUGGESTS THAT A WHEEL SPEED SENSOR CAN CAUSE THIS PROBLEM. THE TECHNICIANS HERE DID A GOOD JOB OF ISOLATING AND FINDING THE PROBLEM. IN REALITY, LEARJET DID NOT HAVE AN EXPLANATION FOR WHAT WAS HAPPENING. THE LEAD TECHNICIAN REALIZED THAT THE FAILURE WAS NOT OCCURRING WHILE PERFORMING THE OPERATION CHECKS STATICALLY. IT ONLY OCCURRED WHILE TAXING AND AT A CERTAIN SPEED. IN SHORT, THE NR 4 SPEED SENSOR WAS FAILING ONLY AT ABOUT THE 10 KNOT RANGE OF WHEEL SPEED. AT ZERO KNOTS AND ABOVE 50 KNOTS THE SENSOR WAS OK, BUT AT AROUND 10 KNOTS THE COMPUTER SHOWED EXTREME ERRATIC READINGS. THE COMPUTER SHOWED ALL OTHER WHEEL SPEED SENSORS OPERATING NORMALLY.

2 MINUTES AFTER DEPARTURE, CREW WAS LEVEL AT 3,000 FEET, 250KTS , HEADING 150. DURING CLIMB, THE CREW HEARD A HIGH PITCH ELECTRICAL SQUEAL FOLLOWED IMMEDIATELY BY A POP, AND A PUFF OF SMOKE ABOUT THE SIZE OF A SOFTBALL, FROM WHERE THE CO-PILOT'S WINDSHIELD MEETS THE GLARE SHIELD. A VERY STRONG BURNING ODOR WAS FOLLOWED IMMEDIATELY AFTER THE SOUND AND SMOKE. INSPECTION OF WINDSHIELD AFTER REMOVAL SHOWED SMALL BLACK ASH, BURN AREA ON WINDSHIELD AT THE LOWER WINDSHIELD HEAT TERMINAL.

THE AIRCRAFT WAS BEING TURNED HARD TO THE RIGHT DURING GROUND TAXI WHEN THE LEFT RUDDER PEDAL OVER CENTERED ON THE BRAKE MASTER CYLINDER ACTUATING SHAFT. THIS CAUSED THE RUDDER SYSTEM TO BE LOCKED IN THE HARD RIGHT POSITION UNTIL THE LEFT PEDAL WAS MANUALLY PULLED BACK INTO NEUTRAL POSITION. MANUFACTURER REPORTS THAT THIS WILL ONLY HAPPEN DURING GROUND OPERATION AND NOT IN FLIGHT. WE DID NOT JACK THE AIRCRAFT TO CONFIRM THIS SCENARIO, BUT SUSPECT THAT IT WOULD ALSO HAPPEN WITH GEAR UP IN FLIGHT. MANUFACTURER HAS A DESIGN CHANGE MOD 2006/326, KIT SB296-CS WITH JOB CARD 994 INSTRUCTIONS FOR THE MOD INSTALLATION TO PREVENT THIS PEDAL CONDITION FORM HAPPENING IN THE FUTURE. WE INCORPORATED THE DESIGN CHANGE BEFORE ALLOWING FURTHER FLIGHT. I BELIEVE THAT THIS IS A DANGEROUS CONDITION THAT SHOULD BE ADDRESSED ON ALL P2006T AIRCRAFT. 32

LEFT MLG FAILED TO RETRACT AFTER TAKEOFF. RT MLG AND NLG RETRACTED NORMALLY. LG EXTENDED NORMALLY. JACKED AIRCRAFT & PERFORMED FUNCTIONAL TEST OF MLG SYSTEM WITH NO DISCREPANCIES NOTED. EXTENSION & RETRACTION NORMAL WITH PROPER INDICATIONS. REMOVED & REPLACED THE LT REVERSING VALVE IAW MM 32-30-31-401 AND LT SEQUENCE VALVE IAW MM 32-30-41-401. SERVICED HYDRAULIC RESERVOIR & PERFORMED FUNCTIONAL TEST OF THE LG SYSTEM IAW MM 29-10-00-501 WITH SATISFACTORY RESULTS. A TEST FLIGHT WAS PERFORMED WITH SATISFACTORY RESULTS. AIRCRAFT WAS RELEASED FOR SERVICE & THE PROBLEM REOCCURRED AFTER 2 MORE FLIGHTS. ACFT RETURNED & WAS JACKED & EVALUATED. ALL 3 LG RETRACTED NORMALLY. DURING RETRACTION, NOTED AN EXCESSIVE FORE & AFT MOVEMENT OF THE LT MLG SIDESTAY, WHERE IT ATTACHES TO WING STRUCTURE. FURTHER INVESTIGATION REVEALED THAT THE RETAINING NUT WAS LOOSE & INTERFERING WITH RETRACTION LINKAGE. DISASSEMBLED THE SIDESTAY MECHANISM & FOUND THE STUD SHEARED OFF FLUSH WITH THE BACK SIDE OF THE RETAINING NUT. THIS STUD IS SUPPOSED TO LOCK THE RETAINING NUT SO THAT IT WON'T COME LOOSE IN SERVICE. FURTHER INVESTIGATION REVEALED THE FLANGED DISTANCE TUBE WAS MISSING FROM THE SIDE STAY ASSEMBLY. FOUND THRUST WASHER DEFORMED. REPLACED THE THRUST WASHER & FLANGED DISTANCE TUBE WITH NEW. REASSEMBLED SIDESTAY ASSEMBLY & TORQUED THE RETAINING NUT. SAFETIED RETAINING NUT WITH NEW STUD AND ADJUSTED SIDESTAY CLEARANCES. RIGGED THE LT MLG SWITCHES AND PERFORMED SATISFACTORY OPS CHECK. TEST FLIGHT WAS SATISFACTORY.

AILERON CABLES CORRODED.

AILERON CABLE CORRODED.

AILERON CABLE CORRODED.

AILERON CABLE CORRODED.

LEFT FLAP OTBD L/E VANE IS CHAFING ON WING RIB WHEN FLAPS ARE RETRACTED. FLAPS WERE FOUND TO BE PROPERLY RIGGED. SUSPECT WING RIB TO BE MFG INCORRECTLY.

RIGHT FLAP OTBD L/E VANE IS CHAFING ON WING RIB WHEN FLAPS ARE RETRACTED. FLAPS WERE FOUND TO BE PROPERLY RIGGED. SUSPECT WING RIB TO BE MFG INCORRECTLY.

LOWER BEACON LENS SHATTERED WITH A LOUD BANG AND PIECES OF THE GLASS LENS STREWN ABOUT.

DURING INSPECTION FOUND CORROSION ON ENGINE MOUNT PADS. CORROSION FOUND ON THREE OF THE FOUR MOUNT PADS AND WAS WITHIN PWC MAINTENANCE MANUAL 72-30-01 LIMITS. REMOVED AND TREATED CORROSION PER MAINTENANCE MANUAL 72-30-01.

DURING INSPECTION, FOUND CORROSION ON ENGINE MOUNT PADS. CORROSION WAS ON TWO OF THE FOUR MOUNT PADS. CORROSION WAS BEYOND PWC MAINTENANCE MANUAL 72-30-01 LIMITS. SUBMITTED DESCRIPTION OF CORROSION TO PWC. DEVIATION LETTER OBTAINED FROM PRATT WHITNEY CANADA STATING THAT REPAIR OF THE INTERMEDIATE CASE MOUNTING PADS CAN BE DEFERRED UNTIL NEXT SCHEDULED SHOP VISIT NO LATER THAT 3100 CYCLES SINCE NEW PROVIDED THAT THE ENGINE IS ONLY OPERATED ON THE RT SIDE OF AIRCRAFT AND REPAIR OF CORROSION TOO LIMIT PROGRESSION IS PERFORMED. CORROSION WAS REPAIRED AND ENGINE WAS MOVED TO THE RT SIDE OF AIRCRAFT SO THAT THE DAMAGED MOUNT PADS ARE NOT IN USE.