AirDialog, LLC

Part: DUCT — CRACKED (EXHAUST) · airframe 972 hrs · 1,227 cycles

DURING THE 12 MONTH/300 HOUR ENGINE INSPECTION ON THE LT AND RT ENGINES ON THE ACFT, A VISUAL INSPECTION OF THE LT ENGINE EXHAUST AREA NOTED A PIECE OF THE ENGINE OUTER BYPASS DUCT MISSING. APPROXIMATELY 6" SECTION MISSING, BETWEEN 10 O'CLOCK AND 1 O'CLOCK AS VIEWED FROM AFT TO FORWARD, AND THE RT ENGINE BYPASS DUCT SHOWED A CRACK APPROXIMATELY 4' LONG. APPEARS THAT THERE WERE PREVIOUS STOP DRILLS TO THE AREA ON THE LT ENGINE AND THE CRACKS PROPAGATED BEYOND THE STOP DRILL. NO EVIDENCE OF FOD DAMAGE TO THE ACFT. INSPECTED THE LT TURBINE EXHAUST MIXER NOZZLE AND NOTED A FEW AREAS OF SCRATCHING FROM THE LOOSE BYPASS DUCTS. IAW MFG ENGINEERING, THE AREA ON THE MIXER NOZZLE WAS BLENDED AND INSPECTED AND FOUND ACCEPTABLE FOR CONTINUED SERVICE. THE OUTER BYPASS DUCTS WILL BE REPLACED.

Part: LANDING GEAR — DEFECTIVE (NLG) · airframe 276 hrs · 313 cycles

WHILE PERFORMING ROUTINE NLG STRUT HYD FLUID SERVICE , FOUND THE NOSE STRUT WOULD NOT COMPLETELY COLLAPSE AS STATED IN AMM, THERE REMAINED ABOUT 1 INCH OF EXPOSED CHROME TUBE. REMOVED AND INSTALLED NEW STRUT IAW THE AMM.

Part: STATIC LINE — SPLIT (PITOT/STATIC SYS)

CREW REPORTED AIRSPEED MISCOMPARES, ALTITUDE MISCOMPARES, STICK PUSHER FALL CAS MESSAGES IN FLIGHT. AIRSPEED INDICATIONS VARIED ACROSS ADC 1,2, AND 3 BY 20-30 KNOTS. ALTITUDE VARIED BY 200-300 FT, AUTOPILOT SYSTEM BECAME INOPERATIVE AFTER CAS MESSAGES, ACFT DEPARTED, FLIGHT CONDITIONS WERE DAY VMC. (K)

Part: WINDOW — NOISY (LT PAX)

POPPING NOISE COMING FROM THE VICINITY OF LT PAX WINDOW.

Part: WARNING LIGHT — ILLUMINATED

DOOR MASTER WARNING ON IN FLT.

Part: ACTUATOR — OUT OF ADJUST (CABIN HEATER)

PILOT REPORTED A BLEED AIR TEMP OVERHEAT CAS MESSAGE DURING NORMAL FLIGHT. DURING GROUND TESTING, FOUND THE VORE WOULD NOT ACTUATE. THE ACTUATOR APPEARED TO BE MISADJUSTED. A POSSIBLE CAUSE WAS A MISADJUSTED VORE DOOR ACTUATOR. VERIFYING PROPER CALIBRATION OF ACTUATOR COULD PROLONG LONGEVITY. THERE WAS ALSO MOISTURE COLLECTING IN FAIRING BELOW THE ACTUATOR MOTOR. THIS COULD CONTRIBUTE TO MOISTURE COLLECTING IN THE ACTURATOR. IT APPEARED THAT SOME MOISTURE HAD COLLECTED AROUND THE END SHAFT OF THE ACTUATOR AND THE LOWER MOTOR BODY SCREWS. RECOMMEND HAVING A METHOD OF DRAINING MOISTURE FRO COLLECTING IN FAIRING. (K)