XOJET Aviation LLC

Part: WHEEL — ABNORMAL (NLG) · airframe 17,559 hrs · 14,965 cycles

NOSE WHEEL SHIMMY, GEAR COLAPS UPON STOPING

Part: HYDRAULIC LINE — RUPTURED (ZONE 100) · airframe 17,550 hrs · 8,511 cycles

A SIDE HYDRAULIC BLOW OUT IN FLIGHT

Part: FLAP SYSTEM — STUCK · airframe 5,597 hrs · 2,393 cycles

CREW USED QRH TO ATTEMPT TO MOVE FLAPS, BUT WAS UNSUCCESSFUL. THE CREW DECLARED AN EMERGENCY AND DIVERTED BACK TO KBZN. DECISION TO DECLARE EMERGENCY WAS DUE TO THE ALTITUDE AND LENGTH OF RUNWAY AT KBZN. DURING APPROACH CREW WAS ABLE TO GET FLAPS TO MOVE, AND THEY WERE ABLE TO LAND IN A NORMAL CONFIGURATION. AIRCRAFT WAS INSPECTED FOR FERRY FLIGHT TO KVNY, REPOSITIONED TO VISTA AMERICA MAINTENANCE (KVNY) AND IS NOW IN MX FOR THE FLAPS.

Part: SQUAT SWITCH — FAULTED (ZONE 700) · airframe 15,923 hrs · 7,589 cycles

AFTER TAKEOFF, THE LANDING GEAR LEVER REMAINED LOCKED IN THE DOWN POSITION. GEAR WOULD NOT RETRACT. TROUBLESHOT ISSUE TO NGL SQUAT SWITCH NOT BEING CLOSED DUE TO PARTIAL SHOCK STRUT EXTENSION. REMOVED LH AND RH NLG WHEELS, CLEANED AND SERVICED STRUT, RE-INSTALLED LH AND RH NLG WHEELS, PERFORMED GEAR SWING, OPS CHECK GOOD, AND SERVICED HYDRAULIC RESERVOIR. ALL WORK PERFORMED IAW CESSNA 750 AMM: 32-30-00, 32-41-01, 32-00-01, 12-10-15, & 12-10-38.

Part: HANDLE — DIRTY (ZONE 200) · airframe 17,537 hrs · 8,402 cycles

APPROXIMATELY 30 MINUTES PRIOR TO LANDING RGK, THE FLIGHT CREW RECEIVED A FLAP FAIL AMBER CAS MESSAGE. THE CREW ACCOMPLISHED QRH FOR THE ISSUE AND WERE ONLY ABLE TO GET LEADING EDGE SLATS AND NO FLAPS. REQUIRED RUNWAY LENGTH PROHIBITED LANDING IN RGK SO THE CREW ELECTED TO DIVERT ONTO MSP, 12R AND DECLARED AN EMERGENCY. APPROACH AND LANDING WERE UNEVENTFUL. MAINTENANCE WAS CONTRACTED TO INSPECT AND REPAIR THE AIRCRAFT. TECHNICIANS INSPECTED THE FLAP HANDLE AND FOUND THE INTERNAL COMPONENTS TO BE DUSTY AND DIRTY. THE FLAP HANDLE ASSEMBLY WAS CLEANED, AND OPERATIONAL CHECKS COMPLETED WITH NO FAULTS NOTED. THE AIRCRAFT WAS SUBSEQUENTLY RETURNED TO SERVICE.

Part: OVEN — DIRTY (ZONE 900) · airframe 21,540 hrs · 17,722 cycles

WHILE IN CRUISE FLIGHT, THE CABIN AND FLIGHT CREW SAW AND SMELLED SMOKE COMING FROM THE GALLEY, NUMBER ONE OVEN. THE ASSOCIATED CIRCUIT BREAKER WAS PULLED AND THE SMOKE BEGAN TO DISAPPEAR. SINCE THERE WAS NO LONGER ANY SMOKE IN THE AIRCRAFT, THE CREW DECIDED TO CONTINUE ON THE INTENDED DESTINATION. NOTE: THIS IS A REPEAT ISSUE FROM OCTOBER 8, 2024. THE ORIGINAL NUMBER ONE OVEN WAS SUSPECTED TO BE PRODUCING THE SMOKE. THE OVEN WAS DEACTIVATED AND PLACED ON DEFERRAL. THE OVEN WAS SUBSEQUENTLY REPLACED ON OCTOBER 12, 2024 AND ON THE NEXT FLIGHT, THIS SMOKE EVENT RETURNED. WHILE TECHNICIANS TROUBLESHOT THE OVEN ON THE RECENT EVENT, THE OVEN WAS RE-ACTIVATED AND OPERATED ON A HIGH SETTING FOR SEVERAL MINUTES. TECHNICIANS NOTED THE SMELL WAS OF A FOOD NATURE AND NOT ELECTRICAL. TECHNICIANS ALSO NOTED THE ORIGINAL OVEN RACKS AND SHELVING WAS USED IN THE REPLACEMENT OVEN. THESE ITEMS WERE MODERATELY SOILED WITH FOOD RESIDUE AND DRIPPINGS. TECHNICIANS BELIEVE THE SOURCE OF SMOKE AND SMELL WAS THE RESULT OF THE RESIDUE BURNING OFF DURING THE OPERATION OF THE OVEN. THE RACKS AND SHELVES HAVE BEEN THOROUGHLY CLEANED AND THE AIRCRAFT REMAINS IN MAINTENANCE FOR OTHER MAINTENANCE TASKS. A SUPPLEMENTAL SDR WILL BE SUBMITTED IF NECESSARY.

Part: SENSOR — DIRTY (ZONE 700 BRAKE) · airframe 12,635 hrs · 6,136 cycles

IMMEDIATELY AFTER TAKEOFF, WE RECEIVED A “BRAKE OVHT” CAS. WE LEFT THE GEAR DOWN, BRAKES COOLED TO <200, THEN RETRACTED THE GEAR PER THE QRH. IN FLIGHT, “BRAKE OVHT” CAS CAME ON AGAIN. FOLLOWED QRH CHECKLIST, LOWERED GEAR, BRAKE TEMP INDICATIONS ON L/H OUTBOARD BRAKE THEN WENT TO >999*. AN EMERGENCY WAS DECLARED FOR LANDING BY THE CREW. FROM MAINTENANCE: FOUND A DIRTY CONNECTOR, REMOVED AND CLEANED CONNECTOR, OPS CHECK GOOD, NO OTHER DEFECTS NOTED REFERENCE G400 AMM 32-00-00.

Part: ACM — SEIZED (ZONE 100) · airframe 16,306 hrs · 7,274 cycles

ON CLIMB, THE FLIGHT CREW REPORTED SMOKE IN THE CABIN AND AIR CONDITIONING TEMPERATURE HIGH. THE FLIGHT CREW DONNED THEIR OXYGEN MASKS AND DIVERTED BACK TO BNA. MAINTENANCE WAS CONTACTED TO INSPECT AND REPAIR THE AIRCRAFT. THE AIR CYCLE MACHINE WAS FOUND TO BE SEIZED. THE ACM WAS REPLACED AND OPERATIONAL CHECKS TO BE COMPLETED. IF FURTHER DISCREPANCIES ARE DISCOVERED, A SUPPLEMENTAL SDR WILL BE SUBMITTED.

Part: WINDSHIELD — FAILED (ZONE 200 RT) · airframe 21,442 hrs · 17,679 cycles

WHILE IN FLIGHT FL310, THE RIGHT, SIDE WINDSHIELD SHATTERED. WINDOW SHATTERED CHECKLIST WAS ACCOMPLISHED. THE FLIGHT CREW DECLARED AN EMERGENCY AND DIVERTED TO KILM. THE AIRCRAFT LANDED UNEVENTFULLY. MAINTENANCE WAS SECURED TO INSPECT AND REPAIR THE AIRCRAFT. THE RIGHT, SIDE WINDSHIELD WAS REPLACED, OPERATIONAL, AND LEAK CHECKS TO BE ACCOMPLISHED.

Part: O-RING — LEAKING (HYD PUMP) · airframe 17,535 hrs · 8,400 cycles

AFTER ENGINE START, CREW HAD A NORMAL HYD FLUID QUANTITY OF 56%. ON CLIMB OUT AT AROUND 33,000 FT NOTICED QUANTITY AROUND 28%. AFTER A FEW MINUTES, QTY HAD SLOWLY DROPPED TO 25%. CREW DIVERTED TO CVG, RAN ALL NORMAL CHECKLISTS. ON BASE TO FINAL, CREW RECEIVED A FLAPS FAIL MESSAGE PRIOR TO USING FLAPS. RAN CHECKLIST & ABLE TO GET FLAPS TO RESET & LANDED UNEVENTFULLY. AN EMERGENCY WAS DECLARED BY ATC. NO LOW HYD FLUID CAS MESSAGE WAS EVER POSTED WHICH NORMAL OCCURS AT 16% QTY. CREW SHOWED 20% REMAINING AT TOUCH DOWN IN CVG. TECHNICIANS FOUND THE RT HYD EDP PULSATION DAMPER O-RING LEAKING. O-RING & BACKUP RING REPLACED, LEAK CHECKS PERFORMED, AND THE AIRCRAFT WAS RETURNED TO SERVICE.

Part: CONTROL HANDLE — DIRTY (TE FLAPS) · airframe 18,141 hrs · 9,573 cycles

ENROUTE TO KTEB DURING CONFIGURATION FOR LANDING, WHEN GOING FROM FLAPS 5 TO FLAPS 15, FLT CREW RECEIVED A FLAPS FAIL AMBER CAS MESSAGE. RAN QRH PROCEDURE & TRIED TO RESET MULTIPLE TIMES TO NO EFFECT. CREW COMPUTED APPROACH SPEEDS & LANDING DISTANCES THAT CONFIRMED NOT ENOUGH RUNWAY AT KTEB FOR A LEGAL LANDING. DECLARED A PAN PAN & REQUESTED LANDING AT KEWR. AFTER CONFIRMING ALL QRH PROCEDURES, APPROACH SPEEDS & LANDING DISTANCES, ACFT LANDED UNEVENTFULLY. TECHS PERFORMED MECHANICAL & ELECTRICAL FLAP RIGGING CHECKS. GAINED ACCESS TO FLAP CONTROL HANDLE, REMOVED & CLEANED DUST/LINT FROM WITHIN. POST OPS CHECKS GOOD WITH NO FAULTS NOTED. ACFT RETURNED TO SERVICE.

Part: SKIN — CORRODED (WINGS) · airframe 8,954 hrs · 5,823 cycles

ACCOMPLISHED FR-750-0016-13486 BY REMOVAL OF THE CORRODED FUEL LANDS AT PANEL LOCATIONS 531 AB AND 621 BB. ACCOMPLISHED EDDY CURRENT PER NDTM 6-20-00-02 AND ULTRA SONIC INSPECTION PER NDTM 4-20-10-01, NO REMAINING DEFECTS. LOCATED EXTERNAL DOUBLERS: 531AB LOCATION P/N 6792408-51 AND 621 BB LOCATION P/N 6792408-64. ACCOMPLISHED DRILLING AND COLD WORKING OPERATIONS ON BOTH LOCATIONS PER FTI PROCESS SPECIFICATION 8101 AND CSMP026. ACCOMPLISHED ROTARY FLAP PEENING OF THE FUEL LAND EDGE PER SRM 51-40-15. ACCOMPLISHED DOUBLER INSTALLATIONS PER SRM 51-40-08. VERIFIED NO FUEL LEAKS. ACCOMPLISHED ER0-979707 BY REMOVAL OF THE CORRODED PORTION OF THE FUEL LAND AT LOCATION 551 EB. ACCOMPLISHED EDDY CURRENT PER NDTM 6-20-00-02 AND ULTRA SONIC INSPECTION PER NDTM 4-20-10-01, NO REMAINING DEFECTS. ACCOMPLISHED ROTARY FLAP PEENING OF THE FUEL LAND EDGE IAW SRM 51-40-15. PAINTED THE AFFECTED AREAS TO RESTORE FINISH PER CSPM 20-50-00.

Part: SKIN PANEL — CORRODED (WING) · airframe 8,954 hrs · 5,823 cycles

RESUBMIT FROM 27-MAY-24: CORROSION WAS FOUND ON THE LH WING LOWER FORWARD SKIN (P/N 6722166-1) AT ACCESS PANEL 531AB AND RH WING LOWER FORWARD SKIN (P/N 6722166-2) AT ACCESS PANEL 621BB. ***ACCOMPLISHED FIELD REPAIR FR-750-0016-13486 REV. - DATED 02-APR-24 "FIELD REPAIR - CORROSION, WING, LOWER SKIN, PANEL 531AB AND PANEL 621BB.

Part: SKIN PANEL — CORRODED (LT WING) · airframe 8,954 hrs · 5,823 cycles

RESUBMIT FROM 27-MAY-24: CORROSION DAMAGE ON THE LH WING LOWER SKIN (P/N 6722172-1) AT ACCESS PANEL LAND 551EB. ***ACCOMPLISHED AEROSPACE QUALITY RESEARCH & DEVELOPMENT (AQRD) ENGINEERING REPAIR ORDER ERO-979707 REV. IR DATED 16-APR-24 "N716XJ LH WING ACCESS PANEL 551EB LAND CORROSION REPAIR".

Part: WARNING MESSAGE — FALSE ACTIVATION (MLG) · airframe 16,123 hrs · 7,320 cycles

(DIVERTED) (DECLARED EMER.) CREW REPORTED DURING CLIMB AS GEAR MADE THE UPLOCKS MULTIPLE CAS MESSAGES POSTED, PITCH TRIM, YAW DAMP, MACH TRIM. MESSAGES BEGAN TO EXTINGUISH, STAB. TRIM REMAINED INOP. PERFORMING AFCS FAULTS PER TECH SUPPORT. OPS CHECKS GOOD ON GROUND AT THIS TIME. NO DEFECTS NOTED. PERFORMED GEAR SWINGS AND COULD NOT DUPLICATE DISCREPANCY. IAW HONEYWELL SYSTEM TEST AND FAULT ISOLATION MANUAL.

Part: CONTROL SYSTEM — MULTIPLE FAIL · airframe 16,123 hrs · 7,320 cycles

(DECLARED EMER.) (DIVERTED) CREW REPORTED DURING CLIMB AS GEAR MADE THE UPLOCKS MULTIPLE CAS MESSAGES POSTED, PITCH TRIM, YAW DAMP, MACH TRIM. MESSAGES BEGAN TO EXTINGUISH, STAB. TRIM REMAINED INOP. PERFORMED AFCS FAULTS PER TECH SUPPORT, OPS CHECKS GOOD ON GROUND AT THIS TIME, NO DEFECTS NOTED. PERFORMED GEAR SWINGS AND COULD NOT DUPLICATE DISCREPANCY. IAW SYSTEM TEST AND FAULT ISOLATION MANUAL.

Part: PACKING — WORN (HYD SYSTEM) · airframe 12,514 hrs · 7,251 cycles

CREW REPORTS HYDRAULIC SYSTEM B LOSS OF HYDRAULIC FLUID IN FLIGHT. - VISUAL INSPECTED FOR LEAK AND FOUND RUDDER STANDBY MANIFOLD PLUG O-RING LEAKING. REPLACED PLUG O-RING WITH NEW P/N NAS1612-6A, CLEANED MANIFOLD PRESSURE TRANSDUCER CONNECTOR AND SERVICED WITH SKYDROL. OPERATIONAL AND LEAK CHECKS GOOD.

Part: DOOR FRAME — GOUGED (ESCAPE HATCH) · airframe 17,663 hrs · 8,533 cycles

DURING INTERNAL ZONAL INSPECTION FOUND THE PSU SCREWS CONTACTED STRUCTURE AROUND THE E-EXIT DOOR FRAME. ACCOMPLISHED FIELD REPAIR - GOUGE, FUSELAGE, EMERGENCY ESCAPE HATCH SURROUND, FS336 THROUGH FS356 (FR-750-0250-13015 REV. A).

Part: DOOR FRAME — GOUGED (ESCAPE HATCH) · airframe 17,663 hrs · 8,533 cycles

RESUBMIT FROM 27-MAY-24: DURING INTERNAL ZONAL INSPECTION FOUND THE PSU SCREWS CONTACTED STRUCTURE AROUND THE E-EXIT DOOR FRAME (P/N 6711256-31). ***ACCOMPLISHED FIELD REPAIR FR-750-0250-13015 REV. A DATED 22-JAN-24 "FIELD REPAIR - GOUGE, FUSELAGE, EMERGENCY ESCAPE HATCH SURROUND, FS336 THROUGH FS356".

Part: SKIN — CORRODED (RIGHT WING) · airframe 14,172 hrs · 7,105 cycles

REPAIRED THE RH UPPER IB WING SKIN BY R&R OF THE RH AFT DRAG ANGLE (WING-TO-FUSELAGE FAIRING) BLENDING CORRODED AREAS, PERFORMING NDT, REPLACING BLENDED FASTENERS, ROTO-PEENING BLENDED AREAS, TREATING AND PRIMING, AND REPLACING AN EXISTING SKIN PANEL WITH NEW PIN 6722311-18 IN ACCORDANCE WITH TEXTRON FIELD REPAIR FR-750-0179-13061 REVISION - APPROVED BY FAA FORM 8100-9 DATED 17 JAN 2024.

Part: SKIN — CORRODED (BS 189-240) · airframe 12,419 hrs · 7,205 cycles

FOUND CORRODED AREAS OF THE DROPPED AISLE FLOOR AT FS189, FS193, AND BETWEEN FS 223.35 AND FS 240.35. ACCOMPLISHED DROP AISLE FUSELAGE SKIN CORROSION, AEROSPACE QUALITY RESEARCH & DEVELOPMENT (AQRD) ENGINEERING REPAIR ORDER ERO-978143 REV. IR.

Part: FLOOR SKIN — CORRODED (ZONE 100) · airframe 12,419 hrs · 7,205 cycles

RESUBMIT FROM 27-MAY-24: FOUND CORRODED AREAS OF THE DROPPED AISLE FLOOR AT FS189, FS193, AND BETWEEN FS 223.35 AND FS 240.35. ***ACCOMPLISHED AEROSPACE QUALITY RESEARCH & DEVELOPMENT (AQRD) ENGINEERING REPAIR ORDER ERO-978143 REV. IR "N735XJ · DROP AISLE FUSELAGE SKIN CORROSION".

Part: GCU — FAULTY (ZONE 100) · airframe 11,143 hrs · 6,638 cycles

FOLLOW UP FROM SDR DATED 27-FEB-24: CREW REPORTED #1, 2 &AMP; 3 DISPLAY SCREENS WENT BLANK IN FLIGHT, FGC A FAIL WITH SMOKE IN THE CABIN. THE FOLLOWING CB'S POPPED DURING THE EVENT, GPWS, FADEC 1 & 2 A CHANNELS & FLAP CONTROL. REPLACED NO. 1 GENERATOR CONTROL UNIT (GCU) P/N 9914752-7EX S/N 256M WITH OVERHAULED UNIT P/N 9914752-6 (92746-3) S/N 311-M. PERFORMED SATISFACTORY MAINTENANCE CHECK FLIGHT.

Part: FLAP SYSTEM — WARNING MESSAGE · airframe 19,847 hrs · 10,912 cycles

CREW REPORTS FLAP FAIL CAS MESSAGE POSTED. POWERED UP AIRCRAFT AND DID NOT HAVE ACTIVE FLAP FAIL CAS MESSAGE BUT FOUND MOTOR FAULT, COMMAND ERROR, GROUND FAULT, NO COMMAND, AND INTERNAL FAULT AT FLAP CONTROLLER BOX. RESET FLAP FAULTS, CYCLED FLAPS / SLATS SEVERAL TIMES AND FAULTS DID NOT RETURN. ALSO PERFORMED VISUAL INSPECTION OF FLAPS, ROLLERS TRACKS, ACTUATORS AND FLEX SHAFTS WITH NO DISCREPANCIES NOTED.

Part: LOCKWASHER — WORN · airframe 14,713 hrs · 7,052 cycles

CREW REPORTS FLAP FAIL CAS MESSAGE WHEN FLAPS USED. WIRES TO PDU FOUND LOOSE. TERMINALS AND LUGS ON PDU CLEANED, WIRES RE-SECURED WITH NEW LOCK WASHERS. BITE 2 FAULT CLEARED FROM CONTROLLER. FLAPS CYCLES 10 TIMES FROM 0-FULL-0 WITH NO DISCREPANCIES NOTED.

Part: CAM — WORN (ZONE 700) · airframe 15,060 hrs · 7,013 cycles

CREW REPORTS LANDING GEAR HANDLE FROZEN IN THE DOWN POSITION UPON CLIMB OUT. JACKED AIRCRAFT AND CHECKED NOSE STRUT EXTENSION, CHECK GOOD. APPLIED POWER AND GEAR HANDLE WENT UP. CHECKED NOSE GEAR SQUAT SWITCH AND SWITCH CAM. SWITCH CHECKED GOOD BUT FOUND EXCESSIVE PLAY IN CAM. PULLED CAM DOWN AND GEAR HANDLE DID NOT GO UP, PUSHED CAM UP AND GEAR HANDLE WENT UP, REMOVED AND REPLACED CAM P/N 6742029-2. CYCLED GEAR, OPS CHECK GOOD.

Part: SKIN PANEL — CORRODED (ZONE 500) · airframe 12,392 hrs · 7,187 cycles

CORROSION FOUND ON FUEL PANEL LAND 522DB. *** ACCOMPLISHED FIELD REPAIR - CORROSION, LH WING, LWR SKIN, PANEL 522DB (FR-750-0220-11461 REV.-).

Part: STRUCTURE — CORRODED · airframe 12,392 hrs · 7,187 cycles

FOUND MULTIPLE SPOTS OF PITTING CORROSION ON RH SIDE OF DROP ISLE IN FRONT OF GALLEY BELLOW FLOOR BOARDS. ACCOMPLISHED FIELD REPAIR - CORROSION, FUSELAGE, LOWER SKINS AND STRINGERS, DROP AISLE, FS 166 TO FS 425 (FR-750-0220-11709 REV. B).

Part: STRUCTURE — CORRODED (ZONE 100) · airframe 12,392 hrs · 7,187 cycles

FOUND MULTIPLE SPOTS OF PITTING CORROSION ON RH SIDE OF DROP ISLE IN FRONT OF GALLEY BELLOW FLOOR BOARDS. *** ACCOMPLISHED FIELD REPAIR - CORROSION, FUSELAGE, LOWER SKINS AND STRINGERS, DROP AISLE, FS 166 TO FS 425 (FR-750-0220-11709 REV. B).

Part: SKIN PANEL — CORRODED (ZONE 500) · airframe 12,392 hrs · 7,187 cycles

CORROSION FOUND ON FUEL PANEL LAND 522DB. ACCOMPLISHED FIELD REPAIR FR-750-0220-11461, REV - "FIELD REPAIR - CORROSION, LH WING, L WR SKIN, PANEL 522DB.

Part: PACKING — LEAKING (UNKNOWN) · airframe 21,205 hrs · 11,718 cycles

AIRCRAFT EXPERIENCED A HYDRAULIC B LEAK AND AN ASSOCIATED HYD LOW VOL AMBER CAS MESSAGE. THE FLIGHT CREW ELECTED TO RETURN TO LNK. AN EMERGENCY WAS DECLARED, AND THE AIRCRAFT LANDED UNEVENTFULLY. MAINTENANCE WAS CONTRACTED TO INSPECT AND REPAIR THE AIRCRAFT. TECHNICIANS FOUND AN O-RING PACKING (P/N NAS1612-10) ON THE R/H HYDRAULIC LOW-PRESSURE SWITCH (ST016) TO BE PROTRUDED FROM THE UNION TEE FITTING. THE FAILED PACKING WAS REMOVED AND REPLACED. HYDRAULIC SYSTEM LEAK CHECKS WERE COMPLETED WITH NO DEFECTS NOTED. THE AIRCRAFT WAS SUBSEQUENTLY RETURNED TO SERVICE WITH NO FURTHER DISCREPANCIES.

Part: SKIN — CORRODED (RT WING) · airframe 14,157 hrs · 6,820 cycles

CORROSION FOUND ON FUEL PANEL LAND 611AB. ACCOMPLISHED FIELD REPAIR FR-750-0274-11708 REV. A DATED 01-MAY-23 "FIELD REPAIR- CORROSION, RH WING, LOWER SKIN, 611AB FUEL LAND.

Part: UNKNOWN — UNKNOWN (UNKNOWN) · airframe 6,586 hrs · 2,619 cycles

CREW REPORTED ON APPROACH 6 INTO KTEB, PRIOR TO FAF, AMBER BRAKE 50% DEGRADED CAS MESSAGE POSTED. EXECUTED GO-AROUND, WITH TOWER INSTRUCTIONS. VECTORED TO FIGURE OUT THE SITUATION. ASKED FOR DIVERSION INTO KEWR. WERE GIVEN DELAYED VECTORS DUE TO AN EMERGENCY AIRCRAFT THAT WAS DIVERTING INTO KEWR. THE TOWER NOTIFIED US THAT HE WAS DECLARING AN EMERGENCY ON OUR BEHALF. LANDED WITHOUT INCIDENT. MAINTENANCE TROUBLESHOT BRAKE CONTROL SYSTEM WITH NO DEFECTS NOTED. MAINTENANCE RE-RACKED BRAKE CONTROL UNIT AND BLED BRAKE SYSTEM. OPERATIONAL AND LEAK CHECKS PERFORMED WITH NO DISCREPANCIES, AIRCRAFT RETURNED TO SERVICE.

Part: DOOR FRAME — CHAFED (ESCAPE HATCH) · airframe 14,726 hrs · 6,868 cycles

FOUND 11 AREAS OF CHAFING DAMAGE LOCATED AROUND E-EXIT DOOR OPENING ON AIRFRAME STRUCTURE. PROTECTED 10 MINOR BLENDS WITH ALODINE AND PRIMER. FOUND 1 AREA OF BLENDING TO BE BEYOND LIMITS IAW C750 SRM 51-70-02 LIMITATIONS. *** ACCOMPLISHED FIELD REPAIR FR-750-0226-11427 REV.- "FIELD REPAIR - CHAFE, FUSELAGE, EMERGENCY ESCAPE HATCH AND SURROUND, FS338 THROUGH FS364" E-HATCH ASSY. P/N 6711253-5).

Part: DOUBLER — GOUGED (BS 335-370) · airframe 14,726 hrs · 6,868 cycles

FOUND GOUGES ON THE RH AFT CABIN INNER DOUBLER AT FS335 AND FS370. ***ACCOMPLISHED FIELD REPAIR FR-750-0226-11411 REV. - "FIELD REPAIR - SCREW GOUGE, AFT CABIN, DOUBLER, FS335 AND FS370" (E-HATCH SURROUND DOUBLER BOND ASSY. P/N 6711256-32).

Part: FRAME — GOUGED (BS 313 S3L) · airframe 14,726 hrs · 6,868 cycles

CHAFFE DAMAGE FOUND IN CABIN LH SIDE ON FRAME FS312.90 AND S-3L BETWEEN CABIN WINDOW 3 AND 4 ON LH SIDE. ***ACCOMPLISHED FIELD REPAIR FR-750-0226-11445 REV. - "FIELD REPAIR - GOUGES, AFT CABIN, UPPER FRAME SEGMENT, FS312" (UPPER FRAME SEGMENT P/N 6711111-2).

Part: NONE — NONE · airframe 17,286 hrs · 9,183 cycles

ON INITIAL CLIMB, THE FLIGHT CREW RECEIVED A PITCH FEEL FAIL AMBER CAS ANNUNCIATION. THE FLIGHT CREW REFERENCED THE APPROPRIATE CHECKLIST WHICH DIRECTED THEM TO DISCONNECT AUTOPILOT AND LAND AS SOON AS POSSIBLE. AN EMERGENCY WAS DECLARED AND VECTORS REQUESTED TO KFLL. AIRCRAFT LANDED WITHOUT INCIDENT. MAINTENANCE WAS SECURED TO INSPECT AND REPAIR THE AIRCRAFT. BOTH THE LH & RH ELEVATOR PITCH FEEL ACTUATORS (PN: 9914558-10) WERE REPLACED. OPERATIONAL CHECK WAS NORMAL AND THE AIRCRAFT WAS RETURNED TO SERVICE.

Part: NONE — NONE · airframe 15,310 hrs · 7,314 cycles

SHORTLY AFTER TAKEOFF, FLIGHT CREW RECEIVED AN AMBER “CABIN ALTITUDE” CAS MESSAGE. CREW DESCENDED TO 10000MSL, RAN THE APPROPRIATE CHECKLIST AND DIAGNOSED THE PROBLEM. THEY WERE ABLE TO CLEAR THE CAS MESSAGE AND HAD CONTROL OF THE PRESSURIZATION IN MANUAL MODE. CREW REQUESTED TO CLIMB TO 15000MSL TO SEE IF THE PROBLEM PERSISTED, AND AT 13000MSL THEY RECEIVED A SECOND AMBER “CABIN ALTITUDE” CAS MESSAGE. CREW DECLARED AN EMERGENCY WITH ATC AND RETURNED TO MSP, WHERE THEY LANDED WITHOUT INCIDENT. MAINTENANCE PERFORMED NUMEROUS PRESSURIZATION FUNCTIONAL CHECKS, WITH NO DEFECTS NOTED. DURING TROUBLESHOOTING THEY RECEIVED A “CABIN VENT DOOR” CAS MESSAGE AND FOUND THE CABIN VENT DOOR PROXIMITY SWITCH OUT OF RIG. PROX SWITH WAS PROPERLY RIGGED AND OPERATIONAL CHECK WAS NORMAL. AIRCRAFT WAS RELEASED FOR A MAINTENANCE CONFIDENCE FLIGHT.

Part: FITTING — LOOSE (HYD SYSTEM) · airframe 8,149 hrs · 8,001 cycles

ON SHORT FINAL APPROACH, THE FLIGHT CREW NOTED A LOSS OF HYDRAULIC FLUID ON THE LEFT SYSTEM. THE EMERGENCY LANDING GEAR EXTENSION WAS UTILIZED FOR GEAR EXTENSION AND THE AIRCRAFT LANDED SAFELY. ON TAXI, THE NOSE WHEEL STEERING FAILED DUE TO THE FLUID LOSS AND THE AIRCRAFT WAS TOWED TO THE FBO. MAINTENANCE WAS SECURED TO INSPECT AND REPAIR THE AIRCRAFT. TECHNICIANS FOUND A LOOSE FITTING ON THE LEFT GROUND SPOILER SELECTOR VALVE. THE FITTING WAS RE-TORQUED, HYDRAULIC SYSTEM RE-SERVICED AND SYSTEM LEAK CHECKS PERFORMED WITH NO LEAKS NOTED. THE AIRCRAFT WAS SUBSEQUENTLY RETURNED TO SERVICE.

Part: COALESCER BAG — DIRTY (CABIN AIR) · airframe 13,965 hrs · 6,739 cycles

ON RETURNING TO THE AIRFIELD FOR AN UN-RELATED ISSUE AND DESCENDING THROUGH 8000 FEET, THE CREW NOTICED A FOUL/BURNING RUBBER ODOR IN THE CABIN. AN EMERGENCY WAS DECLARED WITH ATC. PASSING BELOW 4500' THE CREW TURNED OFF THE BLEED AIR AND THE ODOR DISSIPATED. THE AIRCRAFT LANDED UNEVENTFULLY. MAINTENANCE WAS CONTRACTED TO INSPECT AND REPAIR THE AIRCRAFT. MAINTENANCE TECHNICIANS FOUND BLACK DEBRIS IN THE COALESCER ASSEMBLIES. THE COALESCERS WERE CLEANED AND SOCKS REPLACED. A SMALL AMOUNT OF RESIDUAL OIL WAS FOUND BELOW THE APU INLET AND CLEANED AS REQUIRED. NO LEAKS WERE NOTED. OPERATIONAL CHECKS OF THE SYSTEM WAS PERFORMED WITH NO DEFECTS NOTED. THE AIRCRAFT WAS SUBSEQUENTLY RETURNED TO SERVICE.

Part: SWITCH — PILOT ERROR · airframe 13,992 hrs · 6,541 cycles

DURING CLIMB TO FL430, CREW RECEIVED THEIR FIRST CABIN PAC O-TEMP AMBER CAS MESSAGE. CREW RAN THE CHECKLIST, MESSAGE CLEARED AND FLIGHT CONTINUED. A SECOND REOCCURRENCE OF SAME ISSUE HAPPENED ABOUT 3 MINUTES LATER, LEVEL AT 430. RAN CHECKLIST AGAIN, MESSAGE CLEARED. 3 MINS LATER HAPPENED AGAIN. CREW WAS ABOUT TO DESCEND TO 410 (AND LEAVE PAC OFF) WHEN COCKPIT PAC O-TEMP AMBER CAS MESSAGE ILLUMINATED. FO NOTICED CABIN BEGAN TO CLIMB (SLOWLY) PIC CALLED FOR O2 MASKS TO BE DONNED AND INITIATED EMERGENCY DESCENT. WITHIN ABOUT 45 SECONDS, THE CAPTAIN’S O2 MASK UNPLUGGED ITSELF AND HAD NO O2 SUPPLIED UNTIL REMOVING O2 MASK BELOW FL125. THE UNPLUG STATUS WAS DISCOVERED ON THE GROUND. CABIN ALTITUDE NEVER CLIMBED ABOVE 10000’, O2 MASKS WERE DROPPED MANUALLY AS A PRECAUTION. CREW DIVERTED AND LANDED UNEVENTFULLY. MAINTENANCE CREWS PERFORMED EXTENSIVE VISUAL INSPECTIONS OF THE SYSTEM AND CHECKED WIRING ON TEMP SWITCHES. OPERATION CHECKS WITH ENGINES RUNNING OF SYSTEMS PERFORMED. NO DEFECTS OR BLEED LEAKS WERE NOTED. OVERHEAT SWITCHES (P/N 746822-2) WERE REPLACED FOR PRECAUTION. PERFORMED BORESCOPE INSPECTIONS ON PRECOOLERS, RAM AIR DUCTING FOR ACM/ECUS AND RANG WIRING FOR THE 35 DEGREE AND PAC OVERHEAT SWITCHES WITH NO DEFECTS NOTED. IT WAS NOTED THAT ON MAINTENANCE CREW’S ARRIVAL TO AIRCRAFT, THE PAC HP/NORMAL SWITCH WAS IN THE HP POSITION AND THE ISOLATION VALVE SWITCH WAS HORIZONTAL. THESE ARE NOT NORMAL CONFIGURATIONS. RAN THROUGH OPS CHECKS OF PAC SYSTEMS WITH ENGINES RUNNING MULTIPLE TIMES WITH NO DEFECTS NOTED. WHEN PAC HP/NORM SWITCH IS IN HP, THE VALVES WILL STAY OPEN CAUSING MORE HOT AIR TO FLOOD THE DUCTS AND OVERHEAT THE SENSORS. MAINTENANCE CREWS BELIEVE THIS IS THE CAUSE OF THE IN-FLIGHT ANNUNCIATIONS. A MAINTENANCE CHECK FLIGHT IS TO BE PERFORMED AND A SUPPLEMENTAL SDR TO BE FILED IF NECESSARY.

Part: UNKNOWN — MALFUNCTIONED (TRIM SYS) · airframe 5,108 hrs · 2,581 cycles

ON CLIMB OUT WITH THE AUTO PILOT ON, THE FLIGHT CREW RECEIVED A TRIM RUNAWAY WARNING. THE TRIM WAS MOVING TO THE NOSE UP POSITION. PILOT FLYING PRESSED THE RED MSW BUTTON TO STOP THE RUNAWAY, SWITCHED TO SECONDARY TRIM, RETRIMMED THE AIRCRAFT AND RETURNED TO THE AIRFIELD WITH NO FURTHER ISSUES. MAINTENANCE WAS SECURED TO INSPECT AND REPAIR THE AIRCRAFT. QAR AND NVM DOWNLOADS WERE PERFORMED TO VERIFY ANY FAULTS, NO DEFECT NOTED. OPERATIONAL TEST OF THE ELEVATOR SERVO AND PITCH/ROLL TRIM SWITCHES WAS PERFORMED, NO FAULTS NOTED. FUNCTIONAL CHECK OF THE STABILIZER TRIM SYSTEM WAS PERFORMED, NO FAULTS NOTED. ADDITIONALLY, MDC/HSTEU DOWNLOADS WERE PERFORMED AND AGAIN, NO FAULTS WERE NOTED. THE AIRCRAFT WAS SUBSEQUENTLY RELEASED FOR A MAINTENANCE CONFIDENCE FLIGHT. A SUPPLEMENTAL SDR WILL BE SUBMITTED IN THE EVENT OF FURTHER ISSUES.

Part: CIRCUIT BREAKER — POPPED · airframe 16,891 hrs · 9,015 cycles

DURING CLIMB AT APPROXIMATELY FL300 IN IMC/ICING CONDITIONS, FLIGHT CREW NOTICED A BURNING SMELL SHORTLY AFTER THEY HEARD A LOUD SNAP THAT WAS THE PITOT STATIC HEATER CB TRIPPING. THIS WAS FOLLOWED BY ERRONEOUS INDICATIONS ON THE LH INSTRUMENT PANEL. CREW REQUESTED A LOWER ALTITUDE OUT OF ICING CONDITIONS, COMPLETED THE CHECKLIST AND ELECTED TO DIVERT TO CVG, WHERE THEY LANDED WITHOUT INCIDENT. MAINTENANCE TROUBLESHOT THE ISSUE BY CONDUCTING OPERATIONAL CHECKS AND INSPECTING THE LH PITOT/STATIC SYSTEM WIRING TO INCLUDE BEHIND THE LH CB PANEL, WITH NO DEFECTS NOTED. OUT OF PRECAUTION, THE LH PITOT HEAT CB (HC013) WAS REPLACED WITH NEW. OPERATIONAL CHECK OF THE PITOT HEAT WAS SATISFACTORY. THE AIRCRAFT WAS RETURNED TO SERVICE.

Part: NONE — NONE · airframe 14,357 hrs · 6,221 cycles

*** INITIAL NOTIFICATION*** WHILE EN-ROUTE AT CRUISE ALTITUDE, THE FLIGHT CREW EXPERIENCED A RAPIDLY DROPPING R HYDRAULIC QUANTITY WITH ASSOCIATED HYDRAULIC TEMP INCREASING. THE CREW RAN THE APPROPRIATE CHECK LIST AND THE DECISION WAS MADE TO DIVERT INTO THE NEAREST AIRFIELD. THE AIRCRAFT LANDED WITH NO FURTHER ISSUES. THE AIRCRAFT IS CURRENTLY UNDERGOING MAINTENANCE AND A SUPPLEMENTAL SDR WILL BE SUBMITTED UPON COMPLETION OF THE CORRECTIVE ACTION.

Part: NONE — NONE (ZONE 300) · airframe 14,357 hrs · 6,221 cycles

*** SUPPLEMENTAL INFORMATION TO SDR ORIGINALLY SUBMITTED JULY 5, 2022, DIFFICULTY DATE JUNE 28, 2022*** THE AIRCRAFT WAS INSPECTED AND TECHNICIANS FOUND THE UPPER AND LOWER RUDDER PCU'S TO BE LEAKING. THE PCU'S WERE REPLACED, RIGGED AND OPERATIONAL CHECKS COMPLETED WITH NO FURTHER DISCREPANCIES NOTED. THE AIRCRAFT WAS RELEASED AND A MAINTENANCE FLIGHT SUCCESSFULLY COMPLETED. THE AIRCRAFT WAS SUBSEQUENTLY RETURNED INTO SERVICE WITH NO FURTHER DISCREPANCIES NOTED. PART NUMBERS REMOVED: 1002720025-009 (UPPER AND LOWER), SERIAL NUMBERS REMOVED: 2091 (UPPER), 0212 (LOWER).

Part: NONE — NONE (EMPENAGE) · airframe 16,817 hrs · 8,982 cycles

WHILE IN CRUISE, FLIGHT CREW OBSERVED COCKPIT PAC O'TEMP CAUTION CAS MESSAGE (PAC AUTOMATICALLY SHUT DOWN). CREW PERFORMED CHECKLIST ITEMS, CAS MESSAGE DISAPPEARED AND APPROXIMATELY 2 MINUTES LATER, SAME MESSAGE APPEARED. WHILE REFERRING TO CHECKLIST AGAIN, CABIN PAC O'TEMP CAUTION CAS MESSAGE ILLUMINATED RESULTING IN TOTAL LOSS OF PRESSURIZATION. EMERGENCY WAS DECLARED, EMERGENCY DESCENT INITIATED AND PASSENGER O2 MASK WERE DEPLOYED. THE CREW DIVERTED TO KABQ. MAINTENANCE WAS SECURED TO INSPECT AND REPAIR THE AIRCRAFT. EXTENSIVE TROUBLESHOOTING WAS ACCOMPLISHED WITH ASSISTANCE BY TEXTRON TEAM-X. THE DISCREPANCY COULD NOT BE DUPLICATED. TEAM-X STATED THAT THIS PARTICULAR EVENT HAS BEEN REPORTED TO THEM ONLY ONCE BEFORE. FOR PRECAUTIONARY MEASURES, TECHNICIANS REPLACED THE FORWARD AND AFT ENVIRONMENTAL CONTROL UNIT TEMPERATURE SWITCHES AS DIRECTED BY TEAM-X. THE AIRCRAFT IS STILL UNDERGOING THE MAINTENANCE EVENT AND SUPPLEMENTAL INFORMATION WILL BE SUPPLIED IF NECESSARY.

Part: FLOAT VALVE — FAILED (LH OUTBD) · airframe 13,675 hrs · 6,605 cycles

FLIGHT CREW RECEIVED AN AMBER “WING OVERFILL L” CAS MESSAGE AT APPROXIMATELY 20 MINUTES INTO FLIGHT. THE LEFT WING WAS AT 3180 LBS…NOT FULL, AND FUEL SEEMED TO BE TRANSFERRING AS TANKS WERE DECREASING…(LEFT TANK LOWER THAN RIGHT). CREW CYCLED THE LEFT TRANSFER PUMP SWITCH AS DIRECTED BY THE CHECKLIST FOR A WING OVERFILL CAS MESSAGE. CREW NOTED THAT THE AILERON TRIM FELT INCORRECT AND STARTED TO INVESTIGATE. AFTER A FEW MINUTES THEY NOTICED A NEAR 400 LB IMBALANCE OF FUEL, SO THEY INITIATED A FUEL CROSSFEED OF THE RIGHT TANK. EXPECTING THE IMBALANCE TO STOP, THEY OBSERVED THAT THE IMBALANCE REMAINED AND THE LEFT TANK QUANTITY CONTINUED TO DROP AT A RAPID RATE. WHILE VIEWING THE LEFT WING FOR ANYTHING OBVIOUS DUE TO THE TRIM ISSUE, THEY NOTICED A LARGE STREAK OF FUEL COMING FROM THE LEFT WING TIP, AND THAT THE LEFT FUEL QUANTITY CONTINUED TO DECREASE. CREW DECLARED AN EMERGENCY WITH ATC TO GET ON THE GROUND QUICKLY, AS THE IMBALANCE WAS NEAR MAXIMUM AND FUEL WAS STREAMING FROM THE WING. THROUGH 10000 FT THE LEAK STOPPED AND THE OVERFILL CAS MESSAGE EXTINGUISHED. THE CROSSFEED WAS TURNED BACK ON AND THEY WERE ABLE TO GET THE FUEL BALANCED PRIOR TO LANDING. AN UNEVENTFUL LANDING WAS ACCOMPLISHED AT KROA. ONCE ON THE GROUND, CREW CONTACTED MX CONTROL AND THE ISSUE WAS DEFERRED; PLACED ON MEL AND THE AIRCRAFT WAS FLOWN TO A MAINTENANCE FACILITY FOR REPAIR. MAINTENANCE FOUND THE LH OUTBOARD FLOAT VALVE FLOAT SATURATED WITH FUEL NOT ALLOWING VALVE TO CLOSE PROPERLY. VALVE WAS REPLACED WITH A NEW UNIT; LEAK & OPERATIONAL CHECKS WERE NORMAL. AIRCRAFT WAS RETURNED TO SERVICE.

Part: CONCENTRATOR — SMOKE (FWD GALLEY) · airframe 13,530 hrs · 6,205 cycles

WHILE ENROUTE TO DET, FLIGHT CREW WAS ALERTED OF SMOKE IN THE GALLEY AREA. PIC INVESTIGATED AND NOTED THAT IT APPEARED TO BE COMING FROM BEHIND SOME PANELS IN THE CLOSET FORWARD OF THE GALLEY. POWER WAS REMOVED FROM THE CABIN. AN EMERGENCY WAS DECLARED WITH ATC, AND THE CREW WAS GIVEN THE OPTION TO DIVERT TO SAV, WHERE THEY LANDED WITHOUT INCIDENT. UPON TROUBLESHOOTING, MAINTENANCE DISCOVERED A STRONG ODOR/SMELL COMING FROM THE DATA CONCENTRATOR UNIT IN THE RH AVIONICS EQUIPMENT RACK. BOTH THE DCU (P/N: 822-1578-003 S/N: 2TCPD) AND THE DCU MOUNTING TRAY WITH FAN (P/N: 622-9977-005 S/N: NSN) WERE REPLACED. OPERATIONAL CHECK PERFORMED, WITH NO DEFECTS NOTED. AIRCRAFT WAS RETURNED TO SERVICE.

Part: NONE — NONE · airframe 13,871 hrs · 6,181 cycles

WHILE AT ALTITUDE, FLIGHT CREW RECEIVED A CYAN "R ENG HYD PUMP FAIL" CAS MESSAGE AND 0% QUANTITY SHOWING ON THE RH HYDRAULIC SYSTEM. CREW RAN THE APPROPRIATE CHECKLIST AND DECLARED AN EMERGENCY WITH ATC. AFTER CONSULTING WITH MX CONTROL, THE DECISION WAS MADE TO DIVERT TO SLC, WHERE THEY LANDED WITHOUT INCIDENT. MAINTENANCE FOUND THE #2 BRAKE SOV LEAKING AT A HYDRAULIC LINE B-NUT. THE B-NUT WAS PROPERLY TORQUED AND LEAK CHECK WAS NORMAL. THE RH HYDRAULIC CASE DRAIN AND PRESSURE FILTERS WERE INSPECTED FOR DEBRIS, WITH NO DEFECTS NOTED. THE RH ENGINE HYDRAULIC PUMP (PN: 51160-06) WAS REPLACED WITH A REPAIRED UNIT, LEAK AND OPERATIONAL CHECKS WERE NORMAL. THE AIRCRAFT WAS RETURNED TO SERVICE.

Part: CONNECTOR — DAMAGED (ANTI ICE SYS) · airframe 4,508 hrs · 2,322 cycles

ON TAKEOFF, DURING GEAR RETRACTION, FLIGHT CREW RECEIVED A WING ANTI ICE LEAK WARNING MESSAGE. A FEW SECONDS LATER THE WARNING MESSAGE WENT AWAY AND THEN THEY RECEIVED L WING ANTI ICE FAIL, R WING ANTI ICE FAIL, & L WING A/I PRESS HI CAUTION MESSAGES AND L ENG THRUST FAULT, R ENG THRUST FAULT, & ICE DETECTED ADVISORY MESSAGES, AS WELL AS YELLOW FLOW LINES ON THE ANTIICE SYNOPTIC PAGE WITH THE LEFT WING ANTI ICE VALVE AMBER. THE CREW IMMEDIATELY DEPARTED FROM ICING CONDITIONS. CONCURRENTLY, SMOKE BEGAN TO BE VISIBLE IN THE COCKPIT AND CABIN WHICH SMELLED OF GLYCOL BURNING. THE APU WAS SECURED WHILE SWITCHING BLEED SOURCES TO THE ENGINES. ONCE EXITING ICING CONDITIONS, THE CREW SECURED THE ANTI ICING SYSTEM. AN UNEVENTFUL LANDING WAS ACCOMPLISHED. EXTENSIVE TROUBLESHOOTING WAS ACCOMPLISHED AND SEVERAL ELECTRICAL CONNECTORS REPLACED ON THE LEADING EDGE BLEED LOOPS. THE SYSTEM WAS FUNCTIONALLY TESTED AND NO FAULTS WERE NOTED. IT IS BELIEVED THAT DEICING FLUID HAD GOTTEN INTO THE SYSTEM AND CREATED THE SMOKE AS IT ENTERED THE PACK. THE AIRCRAFT WAS SUBSEQUENTLY RETURNED TO SERVICE.