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CREW REPORTED-FLAP FAIL, DIVERTED TO KLAX. MX DEFERRED FLAP 2 CHANNEL CAT B DUE DATE 6/25/2026, AWAITING FURTHER TROUBLESHOOTING.

DURING CLIMB OUT EN ROUTE FROM HOU TO DAL, PASSING APPROXIMATELY FL200, THE CREW EXPERIENCED A SUDDEN AND MAJOR MECHANICAL FAILURE OF THE #2 ENGINE. THIS WAS INDICATED BY AN EICAS MESSAGE, ACCOMPANIED BY A RAPID CASCADE OF SECONDARY MASTER CAUTIONS, INCLUDING A LOSS OF GENERATORS, ICING CONDITION ALERTS, AND AN UNCOMMANDED RISE IN CABIN PRESSURE. THE CREW IMMEDIATELY FOCUSED ON BASIC AIRCRAFT CONTROL AND STABILIZED THE AIRCRAFT. I CROSS-CHECKED THE EICAS INDICATIONS WITH PRIMARY ENGINE INSTRUMENTS. THE #2 ENGINE EXHIBITED ZERO ROTATION N2, AND SEVERE VIBRATION INDICATIONS PRIOR TO SPOOL-DOWN, CONFIRMING A CATASTROPHIC MECHANICAL FAILURE RATHER THAN A SIMPLE FLAMEOUT. DUE TO THE SECONDARY INDICATIONS (CABIN PRESSURE RISING AND ICING CONDITIONS), THE WORKLOAD IN THE COCKPIT WAS EXTREMELY HIGH. I INITIATED A CONTROLLED DESCENT TO 12,000 FEET TO ADDRESS THE PRESSURIZATION ISSUE, PROVIDE A WARMER/DENSER AIR MASS, AND CLEAR THE IMMEDIATE ICING THREAT WHILE THE FIRST OFFICER EXECUTED THE APPROPRIATE QRH CHECKLISTS (ENGINE OUT). IMMEDIATELY FOLLOWING THE ENGINE FAILURE AND EICAS CASCADE, I NOTIFIED ATC OF OUR OPERATIONAL STATUS (LOSS OF ENGINE #2 AND SECONDARY SYSTEMS ISSUES). ATC IMMEDIATELY PROVIDED PRIORITY HANDLING, CLEARING THE AIRSPACE AHEAD OF US AND GRANTING US DIRECT ROUTING. BECAUSE ATC HAD ALREADY SEAMLESSLY INTEGRATED US INTO A PRIORITY HANDLING FLOW TOWARD THE DALLAS AREA, AND BECAUSE THE AIRCRAFT WAS STABILIZED AT 12,000 FEET, DIVERTING ABRUPTLY INTO A CLOSER AIRPORT WOULD HAVE DISRUPTED THIS STABLE ATC FLOW, FORCED A RAPID DESCENT, AND INCREASED CREW WORKLOAD DURING CRITICAL CHECKLIST EXECUTION. AFTER STABILIZING THE AIRCRAFT AT 12,000 FEET AND SECURING THE #2 ENGINE, I EVALUATED THE BEST COURSE OF ACTION. WHILE COLLEGE STATION (CLL) WAS GEOGRAPHICALLY CLOSER, I DETERMINED IT WAS NOT THE SAFEST SUITABLE AIRPORT. TIME AND COCKPIT WORKLOAD: RUSHING AN IMMEDIATE APPROACH INTO CLL WOULD HAVE FORCED THE CREW TO CONDUCT CRITICAL EMERGENCY CHECKLISTS WHILE SIMULTANEOUSLY MANEUVERING FOR A SHORT-RANGE ARRIVAL. THIS WOULD HAVE SEVERELY DEGRADED OUR SITUATIONAL AWARENESS AND INCREASED THE RISK OF A RUSHED, UNSTABILIZED APPROACH. AIRPORT CAPABILITY & WEATHER: DALLAS LOVE FIELD (DAL) OFFERED SUPERIOR RUNWAY LENGTHS, FAVORABLE WEATHER, MAXIMUM ARFF (EMERGENCY SERVICES) CAPABILITY, AND A FAMILIAR ATC ENVIRONMENT. SINGLE-ENGINE PERFORMANCE IN ICING: GIVEN THAT WE HAD ENCOUNTERED ICING CONDITIONS, MAXIMIZING OUR OPERATIONAL SAFETY MARGIN BY TRANSITIONING TO A HIGH-CAPABILITY ENVIRONMENT (DAL) WAS DEEMED SAFER THAN ATTEMPTING AN IMMEDIATE PENETRATION OF WEATHER INTO A LOWER-CAPABILITY FIELD WITH SINGLE-ENGINE ANTI-ICE LOADS. . APPROACH AND LANDING. BY ELECTING TO CONTINUE TO DAL, THE CREW HAD SUFFICIENT TIME TO METHODICALLY SECURE THE FAILED ENGINE, STABILIZE THE CABIN PRESSURE, CONFIGURE THE ELECTRICAL SYSTEM, AND BRIEF THE PASSENGERS AND FLIGHT ATTENDANTS. WE WERE CLEARED FOR AND EXECUTED THE ILS RUNWAY 13L APPROACH INTO DAL. UTILIZING A PRECISION ILS APPROACH ALLOWED US TO MAINTAIN A LOW-WORKLOAD, HIGHLY STABILIZED ENVIRONMENT UTILIZING THE AUTOPILOT. ATC WAS FULLY COORDINATED, EMERGENCY EQUIPMENT WAS STAGED, AND A STABLE, SINGLE-ENGINE PRECISION LANDING WAS EXECUTED WITHOUT FURTHER INCIDENT. THE DECISION TO CONTINUE TO DAL WAS MADE ENTIRELY IN THE INTEREST OF SAFETY, PRIORITIZING WORKLOAD MANAGEMENT, ASSET AVAILABILITY, AND A STABILIZED APPROACH OVER A RUSHED, HIGH-RISK DIVERSION. MX ACTION-R&R #2 ENGINE DUE TO INTERNAL FAILURE.

CREW DECLARED AN EMERGENCY AND REPORTED-FLAP FAIL EICAS MESSAGE OCCURRED ON FINAL APPROACH INDICATING 34° WITH FLAPS SELECTED TO 45°. A GO-AROUND WAS EXECUTED AND THE QRH PROCEDURE WAS COMPLETED. WE THEN LANDED IN HOU WITHOUT FURTHER ISSUES. MX CORRECTIVE ACTION-PERFORMED VISUAL INSPECTION OF FLAP TRACKS NO DEFECTS NOTED. PERFORMED FULL ELECTRICAL RESET OF THE AIRCRAFT AND PERFORMED MULTIPLE OPS CHECK OF THE FLAPS. NO MESSAGES SHOWN. A TRANSITORY CONDITION OF FLAP MECHANICAL SYSTEM. FOLLOW ON MX AFTER OSE MEETING/REVIEW OF EVENT MX PERFORMED MECHANICAL INSPECTION OF FLAP MECHANICAL LINE AND FLEX SHAFTS NO DEFECTS, FLAP DRIVE MOTOR HOLDING CAPACITY CHECK C/W NO DEFECTS AND JACK SCREW LUBES COMPLETED. FLAP SYSTEM OPS TEST CHECKED GOOD.

CREW REPORTED-DURING CLIMB OUT WE GOT FUEL IMBALANCE FOLLOWED BY LEFT TANK SHOWING ZERO AND ALSO ON MFD . ALL FUEL PUMPS WERE OUT . RIGHT TANK WAS SHOWING 2700 . ALL REQUIRED CHECKLIST WAS PERFORMED AND FLIGHT DIVERTED TO BURBANK . LANDED SAFELY IN BURBANK AND DECLARED EMERGENCY . MX RESET FUEL INDICATION CB, OPS CHECK FI PASSED, EXECUTED FUEL TRANSFERS, NO FAULT NOTED, CHECKED BOTH ENGINE PUMPS FUEL FILTER INDICATIONS, BOTH WERE NOT POPPED, AND NO FAULT NOTED. WRITE UP REPEATED 3/16/26. R & R FUEL CONDITIONING UNIT. OPS TEST GOOD. THEN 3/23 FO SIDE FUEL INDICATION DASHED OUT. MX INSPECTED FUEL REPEATER PANEL FOR ACTIVE FAULTS, NONE NOTED. RESET FUEL QUANTITY C/B'S AND PERFORMED ELECTRICAL FUEL QTY INDICATING, ADJUSTMENT/TEST OPS CHECK GOOD. THEN 3/26 TANK 1 WAS DASHED OUT ON THE REPEATER WITH FAULT HI-ZL SHORT. MX FOUND PROBE BROKEN 1A FUEL PROBE, R & R THE LT 1A PROBE AND LT PROBE HARNESS. OPS & LEAK CHECKED GOOD. AIRCRAFT HAS FLOWN 4 LEGS NO ISSUES.

CREW REPORTED-SHORTLY AFTER DEPARTURE, FLIGHT ATTENDANT REPORTED SMOKE IN THE CABIN. NO SMOKE IN COCKPIT. CREW FOLLOWED EMERGENCY ITEMS AND QRH AND RETURNED TO SCOTTSDALE AIRPORT. AFTER START RECEIVED HS VLV 2 FAIL ON EICAS. FOLLOWED QRH AND MESSAGE DISAPPEARED. MX TROUBLESHOT FOR "OBSERVED FAULT: OIL OR FUEL SMELL/HAZE IN THE CABIN." MADE IT TO STEP 10 FINDING THE ANSWER TO BE YES, MOVING US TO STEP 28 WHICH INFORMS US TO REPLACE THE ENGINE IN 50 FLIGHT HOURS OR LESS. NR2 ENGINE CHANGE REQUIRED/IN PROGRESS.

PILOT REPORTED-AFTER TAKEOFF & PASSING THROUGH 2,000 FT, CREW RECEIVED A MASTER WARNING FOR LAV SMOKE. STOPPED THE CLIMB AT 3,000 FT AFTER ASKING THE FLIGHT ATTENDANT IF THERE WAS ANY SMOKE COMING FROM THE LAV. THE FLIGHT ATTENDANT CONFIRMED SMOKE COMING FROM LAV. CREW RAN QRH FOR LAV SMOKE & PULLED CIRCUIT BREAKERS LAV FLUSH & LAV LIGHT. DECLARED AN EMERGENCY & RETURNED TO AIRFIELD. LAV SMOKE LIGHT WENT AWAY & PLANE LANDED & RETURNED TO THE GATE. CLEANED LAV SMOKE DETECTOR IAW AMM 26-14-01, OPS CHKD GOOD. PERFORMED GVI OF LAV LIGHTS & BALLASTS, NO ISSUES NOTED, OPS CHKD GOOD. PERFOMED GVI OF THE GASPER FAN, NO ISSUES NOTED, OPS CHKD GOOD. PERFORMED OPS CHKD OF AIR CONDITIONG SYS WITH APU, & BOTH MAIN ENGS, OPS CHKD GOOD, NO SMOKE OR ODOR DETECTED. FCF C/W NO DEFECTS OR SMOKE DETECTED.

CREW REPORTED- DURING THE FINAL 1000 FEET OF THE CLIMB TO FL 360. WE HEARD WHAT SOUNDED LIKE A TEA KETTLE ABOUT TO BOIL OVER. AT 7.8 DELTA PRESSURE THE SOUND WENT FROM A WHISTLE TO A FULL VIBRATION THAT SOUNDED THROUGHOUT THE CABIN. THE SOUND ORIGINATED FROM THE MAIN CABIN DOOR. REQUESTED DESCENT DOWN TO FL340 WHERE THE SOUND HADN’T STARTED. DURING THE DESCENT THE CABIN ALTITUDE STARTED CLIMBING AT A RATE OF 2000 VERTICAL SPEED. THINKING WE MIGHT BE LOSING THE CABIN PRESSURE WE CONTINUED DESCENT TO 10,000 AND RETURNED TO DALLAS. MX TROUBLESHOT TO BAD MCD SEAL. R&R'D DOOR SEAL ALL OPS AND LEAK CHECKS GOOD.

CREW REPORTED- LIGHTNING STRIKE IN FLIGHT. ENTRY IN THE LH WINDSHIELD (WINDSHIELD SHATTERED), EXIT FROM THE LH WINGTIP AND AILERON. CORR ACTION- MX R&R'D LH WINDSHIELD AND PERFORMED LIGHTNING STRIKE INSPECTION. DAMAGE WAS ASSESSED AND EITHER FIXED OR DEFERRED PER SNAG #’S 2JX-250714-884, 2JX-250715-885, 886, 887, 889, 890, 891, 892, 893, 894, 895, 896, 897, 898, 899, 900, 901, AND 902.

CREW REPORTED- SMOKE IN CABIN AND COCKPIT, BURNING SMELL. DECLARED EMERGENCY, DONNED OXYGEN MASKS AND PERFORMED EMERGENCY RETURN TO TAOS. CORR ACTION- MX TROUBLESHOT TO BAD ACM AND AFTER OPS TEST OF PACK SYSTEM AFTER MEL APPLIED VERIFIED NO SMOKE OR FUMES PRESENT. MX THEN APPLIED MEL TO PACK 1. SINCE MEL WAS APPLIED AIRCRAFT IMMEDIATELY RELOCATED TO BUR AND MX HAS REPLACED THE ACM AND AIRCRAFT IS AWAITING OPS TEST.

CREW REPORTED- AFTER TAKE-OFF FROM PBI FO’S AIRSPEED INCREASED WITH ALTITUDE AND AT 4000MSL ACTIVATED THE HIGH SPEED WARNING. THE CA & STANDBY AIRSPEED INDICATED NORMALLY. RETURNED FOR LANDING AT PBI, DURING DESCENT THE FO’S AIRSPEED DECREASED TO ZERO ON FINAL APPROACHED.-CORR ACTION- MX COPILOT'S AIRSEED IRRACTIC ON TAKEOFF - TROUBLESHOT, PERFORMED OPERATIONAL/LEAK CHECK OF THE #2 ADC SYSTEM, VERIFIED DISCREPANCY. REMOVED #2 PITOT LINE AND PURGED LINE OF DEBRI, NOTED #2 PITOT WAS CLOGGED. RESECURED #2 ADC PITOT LINE AND PERFORMED OPERATIOANL CHECKS OF THE #2 ADC WTIH NO DEFECTS NOTED.

PILOT REPORTED- ON DEPARTURE, RAIN FILLED DELAMINATED PORTION OF CA WINDSHIELD AND FROZE DURING CLIMB. MOC AND CREW ELECTED TO AIR RETURN. CORR ACTION- MX REPLACED NUTPLATES IN POSITION 51,91. R&R'D LH WINDSHIELD TORQUED L/H COCKPIT WINDSHIELD. INSTALLED WIPER STOP AND WINDOW SEALANT ALL OPS AND LEAK CHECKS GOOD.

CREW REPORTED- DURING CLIMB WE HAD THE FOLLOWING LIGHTS: NO ICE- A/ICE ON; E1A/ICE FAIL; (BLEED TEMP RISE) ALSO, E1 AIR INLET STUCK OPEN. CORR ACTION- MX INSPECTED SYSTEM AND FOUND THE ANTI-ICE VALVE STUCK IN THE CLOSED POSITION. REMOVED LEFT ENGINE ANTI-ICE VALVE P/N C146009-X4 S/N 1495 , INSTALLED P/N C146009-X4 S/N 2581. OPS TEST GOOD.

CREW REPORTED- ENGINE OIL LOW PRESSURE FOLLOWED BY QRH DIRECTIONS ENGINE NUMBER 1 SHUT DOWN . LANDED IN LAX WITHOUT FURTHER INCIDENT. CORR ACTION- MX TROUBLESHOT TO LEAKING STARTER GARLOCK SEAL. REMOVED AND REPLACED E1 AIR-STARTER GARLOCK SEAL. PERFORMED OPS/LEAK CHECK. CHECK GOOD.

CREW REPORTED- WHILE AT FL360 EN-ROUTE TO LAS, AUTOPILOT FAILED FOLLOWED BY MULTIPLE SYSTEM FAILURES EMBLEMATIC OF A DC BUS1 FAILURE EVEN THOUGH DC BUS 1 FAIL DID NOT APPEAR ON THE EICAS. SYSTEMS INCLUDED TRIM, PRESSURIZATION , HYDRAULICS, FLAPS, SPOILERS, ETC. ALSO INCLUDED ANTI-ICE, SPS, LG AIR/GND FAIL. CORR ACTION MX TROUBLESHOOTING WITH EMB MFR SME'S AS THIS IS A REPEAT ISSUE. AIRCRAFT STILL AOG UNTIL ISSUE FOUND.

PILOT REPORTED-WHILE AT FL360 EN ROUTE TO LAS, AUTOPILOT FAILED FOLLOWED BY MULTIPLE SYSTEM FAILURES EMBLEMATIC OF A DC BUS1 FAILURE EVEN THOUGH DC BUS 1 FAIL DID NOT APPEAR ON THE EICAS. SYSTEMS INCLUDED TRIM, PRESSURIZATION , HYDRAULICS, FLAPS, SPOILERS, ETC…ALSO INCLUDED ANTI-ICE, SPS, LG AIR/GND FAIL. REFERENCE AWM 24-61-50, SHEET 1 OF 3, PAGE 2, DATED JUN 08/09. REGARDING CABLE “W130-0001-4”, FOUND CABLE TERMINAL CONNECTED TO “TB0021” TO BE CRIMPED INCORRECTLY. METAL PART OF RING TERMINAL WAS CRIMPED ONTO INSULATION OF CABLE “W130-0001-4”, RESULTING IN INTERMITTENT ELECTRICAL CONTACT AND POWER LOSS OF ELECTRICAL DC BUS 1 IN FLIGHT. REMOVED CABLE “W130-0001-4” ASSEMBLY FROM AIRCRAFT, INSTALLED NEW 4 GAUGE CABLE AND CRIMPED NEW RING TERMINALS TO EACH END OF CABLE. INSTALLED TO ELECTRICAL SYSTEM AND PERFORMED OPERATIONAL CHECKS OF DC BUS 1 POWER FED COMPONENTS. TESTED ESSENTIAL BUS POWER TRANSFER AND MONITORED FOR FUNCTION AND CONSISTENT POWER OF ALL AFFECTED SYSTEMS- ALL CHECKS GOOD. CABLE FABRICATION AND REPLACEMENT WAS COMPLETED

CREW REPORTED- PACK 1 VLV FAIL DURING CLIMB AT 8000 FT. RECYCLED SEVERAL TIMES AND FINALLY RECOVERED BRIEFLY BUT CONTINUED TO FAIL. DUE TO MEL ON PACK 2, UNABLE TO PRESSURIZE. CORR ACTION- MX REMOVED DAU 1 PN: 7013348-949 SN: 00063492. INSTALLED SERVICEABLE DAU 1 PN: 7013348-949 SN: 00063494. PERFORMED OPS CHECK AND FUNCTIONAL TEST FLIGHT FOR PACK 1 AND 2. OPS CHECK GOOD. NO DEFECTS NOTED AT THIS TIME

CREW REPORTED- ENGINE 1 FAILED AT 90 KTS ON TAKEOFF ROLL. EXTREMELY LOUD BOOM HEARD ACROSS THE AIRPORT, MULTIPLE MESSAGES APPEARED WHILE REJECTING INCLUDING WARNING FOR E1 ENGINE OUT AS WELL AS RUDDER AP HARD OVER FAIL, E1 SHORT DISPATCH, AND A FEW OTHERS. STRONG SMOKE AND BURNING SMELL NEAR ENGINE AS WELL. CORR ACTION- MX REPLACED #1 ENG OPS TEST GOOD.

PILOT REPORTED- AFTER NORMAL TAKEOFF LG AIR/GND FAIL CAUTION MESSAGE PRESENTED MOMENTS AFTER GEAR FINISHED ITS RETRACT CYCLE. CYCLED GEAR IN AIR TO NO AVAIL. MX, OPS AND CREW ELECTED TO PERFORM AN AIR RETURN. LANDING WAS NORMAL AND SPOILERS, T/R'S DEPLOYED AND OPERATED (BUT STOW HAD A FAILURE, SEE ASSOCIATED SNAG) AND BRAKES WERE ALL NORMAL AND OPERATIVE. MX CORR ACTION- SERVICED NLG STRUT. JACKED AIRCRAFT AND ADJUSTED MLG PROX. SENSORS. PERFORMED JACK AND CYCLE OPS CHECK GOOD NO DEFECTS NOTED AT THIS TIME.

CREW REPORTED- LOW FUEL INDICATION AFTER TAKEOFF TANK 1 AND TOTAL 0 FUEL. MX ACTION MX TECH FOUND THAT THE FUELER LEFT REFUEL/DEFUEL SWITCH ON AND CAUSED TANK INDICATION TO GO ERRATIC. DID FUNCTIONAL TEST ON FUEL SYS OPS CHECK OK.

CREW REPORTED- ON INITIAL CLIMB AFTER TO FROM CSL, HYD1 QTY LOW EICAS APPEARED. HYD1 QTY INDICATED TOP OF AMBER BAND. WITHIN APPROXIMATELY ONE HOUR, HYD1 QTY DECREASED TO 0 AND PRESSURE BEGAN FLUCTUATING. SHORTLY AFTERWARDS HYD1 SYS FAIL EICAS APPEARED. FOLLOWED QRH AND LANDED LAX. MX ACTION- MX TECH FOUND L/H ENGINE DRIVEN PUMP HYDRAULIC PRESSURE HOSE CHAFED AND LEAKING ALONG MID LENGTH. REPLACED LEAKING HOSE ASSY AND SYS #1 ENG DRIVEN PUMP. PUMP ASSY PN: OFF/ON 971808 / 971808 SN: OFF/ON MX646929 / MX636936 HOSE ASSY PN: OFF /ON AE713790-16, NSN.

CREW REPORTED-AT FL330 GOT BLD VLV 2 FAIL. EXECUTED QRH. RETURNED TO OPF. CORR ACTION- REMOVED, CLEANED, INSPECTED AND REINSTALLED FAN AIR VALVE FILTER #2. INSPECTED ALL SENSE LINES AROUND FAN AIR VALVE #2 AS WELL AS LEAK CHECKS WITH ENGINES RUNNING. PERFORMED OPS CHECK OF ENGINE BLEED VALES WITH OPS CHECK GOOD.

CREW REPORTED-DURING FLIGHT AT FL270 WITH SPEED AT MACH .74/305 KNOTS, THE AIRCRAFT STARTED TO SHAKE, GETTING PROGRESSIVELY WORSE OVER THE COURSE OF 4-5 SECONDS. FELT SIMILAR TO DRIVING DOWN A COUNTRY BACKROAD OR OVER A BUNCH OF SPEED BUMPS. TRIED SLOWING FIRST TO SEE IF THE SHAKES WOULD STOP, WITH NO CHANGE. I THEN USED TCS TO DISENGAGE THE SERVOS, WHICH CAUSED THE SHAKES TO STOP ALMOST INSTANTLY. AFTER A FEW SECONDS I REENGAGED THE SERVOS AND THE FLIGHT REMAINED SMOOTH. DURING THE SHAKES, THE SPS ADVANCED CAUTION POPPED UP ON THE EICAS, BUT WENT AWAY WHEN THE SHAKES STOPPED. FLIGHT CONTINUED NORMALLY THE REST OF THE WAY TO THE DESTINATION. CORR ACTION- MX COMPLETED GVI OF ELEVATOR FLIGHT SURFACES NO DEFECTS TO FLIGHT SURFACES BUT FOUND CRACKED ELEVATOR TRIM BRACKET. R&R'D FAIRING DUE TO TRIM BRACKET BROKEN NO DEFECTS NOTED. FCF COMPLETED AND PASSED WITH NO ISSUES.

CREW REPORTED- DURING CLIMB AROUND FL210, WE NOTICED SMOKE COMING OUT OF MOSTLY LEFT SIDE VENTS. APPROXIMATELY 10-15 SECS LATER, WE GOT A CALL FROM FA IN REGARDS TO SMOKE IN CABIN AROUND ROW 7-11 BOTH SIDES. PASSENGERS HEARD LOUD BANG AND METAL GRINDING NOISE POSSIBLY COMING WHERE THE GEARS ARE. CORR ACTION- NO EXTERNAL DEFECT FOUND. FURTHER GAINED ACCESS TO #1 ACM, PERFORMED GENERAL VISUAL INSPECTION. CHECKED FOR DEFECTS, EVALUATED AND FOUND DEBRIS INSIDE THE CONDENSER MIXER. REMOVED CONDENSER MIXER, ACM, DUAL HEAT EXCHANGER. INSTALLED CUSTOMER SUPPLIED OVERHAULED CONDENSER, ACM, DUAL HEAT EXCHANGER AND NEW BUTTERFLY VALVE. PERFORMED SATISFACTORY OPS CHECK. RESTORED ACCESS. OFF CONDENSER PN 816650-1 SN 20020286 AND OFF ACM PN 815240-3 SN 200105257

CREW REPORTED SPS ADV EICAS MESSAGE ELECTED TO RETURN TO DAL. CORR ACTION- MX REPLACED STALL PROTECTION COMPUTER ALL OPS CHECKS C/W GOOD.

CREW REPORTED- ON CLIMB WE RECEIVED FUEL 1 LOW LEVEL MASTER. RETURNED TO EDC. INITIALLY DEFERRED THEN CORR ACTION- MX FOUND NO MSG PRESENT ON EICAS, NO RELATED MSG ON THE CMC, AND NO MSG ON THE FUEL REPEATER. PERFORMED OPS CHECK OF THE LOW-LEVEL WARNING SYSTEM, OPS CHECKS GOOD. THIS CLEARS MEL 28-44-00 PLACARDS REMOVED.

CREW REPORTED- UPON TAKE OFF AND RETRACTING THE GEAR, RECEIVED LG AIR/GND FAIL AS WELL AS E1-2 REVERSE DISAGREE MESSAGES. LANDING GEAR INDICATED UP AND LOCKED. RAN THE QRH FOR BOTH MESSAGES AND DECIDED TO RETURN TO LAS. NO EMERGENCY DECLARED. MESSAGES DISAPPEARED UPON LANDING. CORR ACTION- FOUND MULTIPLE CONNECTIONS ON PROXIMITY SWITCHES TO BE SATURATED WITH DIRT AND DEBRIS. CLEANED AND TESTED ALL PROXIMITY SENSORS ON NLG/ RH MLG/ LH MLG. PERFORMED GEAR SWINGS CHECKED GOOD. PERFORMED CHECK FLIGHT NO DEFECTS NOTED.

CREW REPORTED UPON TAKE OFF PTRIM MAIN INOP EICAS APPEARED. RESET MAIN PITCH TRIM SYSTEM REMOTELY WITH MOC OVER THE PHONE WITH CREW. OPS CHECKS GOOD AT THIS TIME.

CREW REPORTED- STAB A/ICE FAIL DURING ICE TEST IN THE AIR. WE TESTED TWICE WITH N2 GREATER THAN 86% AND IT FAILED BOTH TIMES. UNDER MAINTENANCE DIRECTION, WE RESET THE STAB BUTTON AND TESTED AGAIN WITH N2 AT 90%. IT FAILED AGAIN. WE TESTED ONE MORE TIME N2 89% AND IT FAILED AGAIN, RESULTING IN A DIVERSION BACK TO LAS DUE TO ICING IN BUR. MX CORR ACTION- REMOVED AND REPLACED STAB A/I PUSHBUTTON SWITCH. PERFORMED ANTI-ICING SYSTEM OPERATIONAL TEST. OPS CHECK GOOD.

CREW REPORTED SPOILER FAIL EICAS MSG ON CLIMB OUT OF KCRQ. RAN QRH PULLED CB F13,14,21 PER QRH. CORR ACTION MX FOLLOWED FIM AND POINTED TOWARDS FAILURE OF THRUST LEVER #2 SWITCH. ADJUSTED #2 THRUST LEVER MICRO SWITCH. OPS CHECKED GOOD, NO DEFECTS NOTED.

TASK 27-12-01-720-001-A04 AILERON DAMPER ACTUATOR FUNCTION CHECK DISCOVERED OVERDUE. HAD CREW RETURN TO BURBANK. CORR ACTION MX COMPLETED FNC CHECK NO DEFECTS NOTED AND VDRP BEING FILED.

CREW REPORTED-AFTER TAKEOFF AT KHPN UPON REACHING 8000FT, THE RIGHT WINDSHIELD WIPER STARTED TO SLOWLY MOVE AND ROTATE ON ITS OWN WHILE THE CONTROLS WERE IN THE OFF POSITION. TO ATTEMPT TO RESET THE WIPER, WE ACTIVATED EACH OF THE WIPER CONTROL SETTINGS SWITCHING FROM LOW TO HIGH TO TIMER. THE WIPER DID NOT RESPOND TO OUR CONTROLS AND CONTINUED TO SLOWLY MOVE ON ITS OWN. DUE TO THE WIPER SPEED RESTRICTIONS WE DECIDED TO AIR RETURN BACK TO HPN. CORR ACTION MX PERFORMED WIPER CB RESET AND OPS CHECK WITH THE CREW OPS CHECK NORMAL. NO PREVIOUS HISTORY.

CREW REPORTED- SPOILER FAIL EICAS MESSAGE AFTER FLAPS UP. SPOILERS REMAINED CLOSED. RAN QRH 8-3. NO FURTHER ISSUES. FOR TROUBLESHOOTING PURPOSES, THE SPOILERS OPENED ON TAXI AT 22-23 KNOTS. CORR ACTION- TROUBLESHOOTING LEAD TO COULD NOT DUPLICATE. REPLACED SPOILER CONTROL DUE HISTORY OF SPOILER FAILS.

CREW REPORTED- EMERGENCY DECLARED ON APPROACH FOR ON DEPARTURE FROM SCF, FLAP LOW SPEED ADVISORY DISPLAYED ON EICAS, AND FLAPS FULLY RETRACTED. ON APPROACH TO LAS, FLAPS DID NOT EXTEND, AND FLAP FAIL CAUTION DISPLAYED ON EICAS. LANDED ZERO FLAPS ON 26R, NORMAL BRAKING SPEEDS, NO HOT BRAKES, NO OTHER CONCERNS. CORR ACTION- REMOVED AND REPLACED FLAP ELECTRONIC CONTROL UNIT. OPS CHECK GOOD PN INSTALLED: 363100-1013. PN REMOVED: 363100-1011. SN INSTALLED: 5217. SN REMOVED: 5290.

CREW REPORTED- AIR RETURN TO BCT DUE TO LG AIR/GRND FAIL. CORR ACTION MX REMOVED NOSE WOW HARNESS W019 (PN:145-21495-403), SN:NA AND INSTALLED A CUSTOMER SUPPLIED “REPAIRED” HARNESS W019 (PN:145-21495-403), SN:NA REMOVED NOSE WOW SWITCH (PN:80-057-01), SN:42055 AND ISTALLED A CUSTOMER SUPPLIED “TESTED” SWITCH (PN:80-057-01), SN:24868. GAINED ACCESS TO LEFT AND RIGHT MLG WOW WIRING HARNESS. REMOVED L/H W510 PROXIMITY SWITCH P/N80-057-01 S/N 1711 AND INSTALLED CUSTOMER SUPPLIED 'TESTED" PROXIMITY SWITCH P/N80-057-01 S/N 1329 . REMOVED R/H W510 PROXIMITY SWITCH P/N80-057-01 S/N NA AND INSTALLED CUSTOMER SUPPLIED 'NEW" PROXIMITY SWITCH P/N80-057-01 S/N 1714 REMOVED RH W510 (PN:145-21586-406 SN:N/A) AND INSTALLED A CUSTOMER SUPPLIED "NEW" HARNESS (PN:145-21586-405 SN:JSX24-109). REMOVED RH W509 (PN:145-21585-405 SN:N/A) AND INSTALLED A CUSTOMER SUPPLIED "NEW" HARNESS (PN:145-21585-405 SN:N/A). REMOVED LH W510 (PN:145-21586-405 SN:N/A) AND INSTALLED A CUSTOMER SUPPLIED "REPAIRED" HARNESS (PN:145-21586-405 SN:N/A). REMOVED LH W509 (PN:145-21585-405 SN:N/A) AND INSTALLED A CUSTOMER SUPPLIED "REPAIRED" HARNESS (PN:145-21585-405 SN:N/A). PERFORMED VARIOUS SATISFACTORY OPS CHECKS.RESTORED AIRCRAFT TO ORIGINAL CONFIGURATION. NOSE PROXIMITY SWITCH P/N80-057-01, OFF S/N 42055 ; ON: 24868 NOSE HARNESS PN:145-21495-403#1 W510 PN:145-21586-405, NSN#1 W509 PN:145-21585-405, NSN#1 PROX SENSOR PN:80-057-01, OFF SN:1711; ON SN:1329#2 W510 PN:145-21586-405, NSN#2 W509 PN:145-21585-405, NSN#2 PROX SENSOR PN:80-057-01, OFF SN: NA; ON SN:1714. CHECKED CONTINUITY FOR RELATED RELAYS. VISUALLY INSPECTED HARNESS FOR WOW PROX SWITCHES ON BOTH MAINS AND NOSE. TESTED ALL WOW PROX SWITCHES. #1 ON THE RIGHT MAIN AND #2 ON THE LEFT MAIN FAILED REMOVED AND REPLACED WITH NEW WOW PROX SWITCHES P/N 80-527-01. PERFORMED AIR/GROUND SYSTEM OPS CHECK. CHECKED GOOD. NO DEFECTS AT THIS TIME.

CREW REPORTED- PASSING 10000’ FEET A LOUD HUMMING NOISE AND STRONG VIBRATION FROM THE COCKPIT THROUGH ROW 7 , CAB RATE WAS SHOWING ZERO AS WE WERE CLIMBING OUT AN AIR RETURN WAS MADE TO BCT DUE TO THE ISSUE. CORR ACTION- MX FOUND WET RTV FWD OF STARLINK WIFI ANTENNA. RTV 230 SEALANT WAS APPLIED.

CREW REPORTED- AFTER ROTATION ON TAKEOFF, THE MASTER CAUTION SOUNDED WITH AN ASSOCIATED LIGHT LG AIR/GND FAIL. CREW HAD NOT EVEN ATTEMPTED TO RAISE THE GEAR YET. WHILE CONTINUING THE CLIMB TO OUR INITIAL ALTITUDE OF 4000 FEET, THE MASTER WARNING AUDIO WAS CONTINUALLY SOUNDING OFF WITH, TRIM AND FLAPS AUDIO. CREW RAN THE QRH. AUDIO CONTINUED EVEN AFTER FLAPS WERE RETRACTED. AUDIO SUBSIDED ONCE LEVEL OFF AT 4000 FEET. CREW RETURNED TO WEST PALM BEACH AND DURING LANDING THE THRUST REVERSERS WOULD NOT DEPLOY, THE GROUND SPOILERS DID NOT ACTIVATE AND THERE WAS BRAKE DEGRADATION. STEERING STILL WORKED. WHEN FLIGHT ATTENDANT OPENED THE MAIN CABIN DOOR, THE AIRCRAFT FELT AS IF IT WAS STILL PRESSURIZED AT ALTITUDE. THE MASTER WARNING AUDIO SOUNDED AND CREW RECEIVED AN MAIN DOOR OPN WARNING LIGHT. CORR ACTION- MX TROUBLESHOT BY VIA DOWNLOADED CMC/ FADEC FILES AND FORWARDED TO OPERATOR REMOVED LEGU AND INSTALLED A CUSTOMER SUPPLIED REPAIRED LEGU PERFORMED OPS CHECK - OPS CHECKED NORMAL.

CREW REPORTED- LAV SMOKE MESSAGE AND AURAL WARNING AT 500 FEET. CORR ACTION- MX PILOT REPORTED "LAV SMOKE" INDICATION ON EICAS AT 500-600FT, CLEARED AFTER 5 MIN. INSPECTED ALL FIRE BOTTLES, LIGHTS, AND PERFORMED OPERATIONAL CHECK OF LAV FIRE DETECTION SYSTEM IN REFERENCE TO EMB. OPS CHECK SATISFACTORY.

CREW REPORTED- CLIMBING THROUGH 19,000 FEET, WE HAD A BLACKOUT. PFD 1, MFD 1, EICAS, RMU 1 & 2, AND FMS 1 & 2 CAME BACK AFTER 3 SECONDS. PFD 2 AND MFD 2 TOOK ABOUT 20-25 SECONDS TO COME BACK. WE HAD TONS OF EICAS MESSAGES THAT POPPED UP WITH 3 BEING RED. ON THE EICAS, WE DIDN’T HAVE ANY INDICATIONS FOR ENGINE 2 AS WELL AS FUEL QUANTITY WAS DASHED OUT. PITCH TRIM WAS DASHED OUT. I COULD NOT TALK TO THE FO FOR ABOUT 20 SECONDS AND HE COULDN’T HEAR ANYONE ELSE. THINGS STARTED TO COME BACK SLOWLY. THE ONLY THING THAT DIDN’T COME BACK WAS THE ISIS. CORR ACTION- MX TROUBLESHOT AND FOUND LOOSE MOUNTING HARDWARE ON ELECTRONIC BUS CONTACTOR (EBC) # 2. REINSTALLED AND OPERATIONALLY CHECKED SYSTEM. OPS CHECK IS GOOD. NTSB REPORT FILED BY JSX'S DIRECTOR OF SAFETY.

CREW REPORTED- LOSS OF PRESSURIZATION DURING CLIMB AT 16,000 PACK 2 VALVE SHOWED CLOSED PACK 2 SELECTED OPEN. PACK 1 MEL’ D INOP. WAS UNABLE TO CONTROL CABIN IN MANUAL MODE, VIA QRH. CABIN GOT AS HIGH AS 13,800 WHEN MASKED DEPLOYED IN CABIN. UPON EMERGENCY RETURN TO LAS AND IN DESCENT THRU 9,000 FEET , WE WERE ABLE TO RESET PACK 2 AND REGAIN CABIN PRESSURE. CORR ACTION- STOWED ALL PASSENGER, FA, FO AND CAPTAINS OXYGEN MASKS. SEE SNAG 1JX-241213-1940 FOR PASSENGER OXYGEN MASKS WHICH HAVE BEEN DISCHARGED. PERFORMED PRESSURIZATION CONTROL SYSTEM OPERATIONAL CHECK IN AUTO AND MANUAL MODES, BOTH SYSTEM CHECKS PASSED. FIXED PACK 1 MEL AS WELL TROUBLESHOT TO BAD #1 ACM R&R'D ACM.

CREW REPORTED- SHORTLY AFTER FLAP RETRACTION DURING AFTER TAKEOFF, CHECKLIST, COCKPIT CREW NOTED STRONG ORDER OF BURNING AND SMOKE IN THE COCKPIT. FLIGHT ATTENDANT, NEARLY SIMULTANEOUSLY, CALLED WITH THE REPORT OF SMOKE IN THE CABIN AND GRINDING NOISE MID CABIN BELOW DECK. DECLARED AN EMERGENCY, PERFORMED AIR RETURN. NO VISIBLE EVIDENCE OF SMOKE OR FIRE OUTSIDE OF AIRCRAFT WITH EMERGENCY TRUCKS FOLLOWING US IN. CORR ACTION- REMOVED DUAL HEAT EXCHANGER (PN: 815240-3 SN: 9806091) AND ACM (PN:815240-3 SN: 200104377) AND REPLACED DUAL HEAT EXCHANGER (PN: 815240-3 SN: 2008122597) AND ACM (PN:815240-3 SN: 2013100018). OPS CHK GOOD.

CREW REPORTED- E2 FUEL IMP BY MESSAGE ON DEPARTURE OUT OF LAX. RAN QRH AND DIVERTED TO BUR. CORR ACTION MX R&R'D FILTER CLEANED FUEL HOUSING OP LK CHECK GOOD

CREW REPORTED- ON T/O AT AROUND 200 FT RECEIVED LG A/G FAIL, RAN QRH AND OVERRODE DOWN LOCK BUTTON, AFTER SELECTING GEAR UP RECEIVED EICAS WARNING LG LEVER DISAGREE WHICH DISAPPEARED FROM EICAS SHORTLY AFTER GEAR RETRACTION . GEAR RETRACTED NORMALLY AND WE CLEANED THE AIRCRAFT UP. DURING CLIMB WE WERE RECEIVING AURAL WARNINGS ABOUT TAKEOFF FLAPS WHICH OCCURRED AT ACCELERATION ALTITUDE. CORR ACTION MX R&R'D LGEU OPS TEST GOOD.

CREW REPORTED-LG AIR/ GROUND FAIL, LG/ LEVER DISAGREE, EICAS MSG RIGHT UPON TAKEOFF AT 200 AGL, CREW RAN QRH. CREW NOTICED CLICKING NOISE DURING TAXI, HOWEVER NO EICAS MSG. FA STATED IN THE CLIMB THAT THERE WERE CLICKING NOISES. CREW GOT AURAL WARNING FOR “FLAPS” AND TRIM WHEN FLAPS POSITION WAS 0, AND ALSO TRIMS WERE IN THE GREEN BAND. AMBER CROSS HATCHED ON THE RIGHT LANDING GEAR PRESENT. MX REMOVED AND REPLACED NOSE LANDING GEAR ASSEMBLY. SEE WORK PLANNER (9JX-SP-172). SERVICED RH MAIN LANDING GEAR SHOCK ABSORBER ASSEMBLY. SEE SNAG (9JX-241124-627). PERFORMED OPERATIONAL CHECK OF LANDING GEAR SYSTEM. PERFORMED OPERATIONAL CHECK OF FREE FALL SYSTEM. OPS CHECKS SATISFACTORY.

CREW REPORTED-AT ABOUT 21000 FT AND 1 MIN AFTER DOING THE ANTI-ICE TEST, I STARTED SMELLING SMOKE. AS SOON AS I FINISHED THAT THOUGHT, THE FO SAID THERE WAS SMOKE IN THE FLIGHT DECK. I LOOKED OVER AT HIM AND CAN SEE SMOKE COMING FROM HIS SIDE. TOLD HIM TO RUN THE QRH FOR SMOKE. AT SOME POINT THE FLIGHT ATTENDANT CALLED AND SAID SHE CAN SEE AND SMELL SMOKE COMING FROM THE GALLEY. DO TO THE SMOKE WE DECLARED AN EMERGENCY AND RETURNED TO LUV FIELD. CORR ACTION- MX TROUBLESHOOTING COULDN'T DUPLICATE SMOKE OR SMELL. BUT DURING TROUBLESHOOTING PACK 1 KEPT OVERHEATING AND SHUTTING DOWN. MX NOTICED SLIGHT SMOKE SMELL JUST PRIOR TO LAST PACK 1 SHUTDOWN. TROUBLESHOT TO BAD ACM R&R'D ACM OPS TEST GOOD.

CREW REPORTED- LG AIR/GND FAIL UPON DEPARTURE. LANDING GEAR LOCKED DOWN. RAN QRH AND RETURNED TO DAL. CORR ACTION- MX R&R'D LGEU OPS TEST GOOD

CREW REPORTED-LG AIR GND FAIL EICAS MESSAGE AFTER TAKEOFF. USED DN LOCK REL TO RAISE GEAR. MULTIPLE AURAL WARNINGS. TRIPLE CHIME, FLAPS, LANDING GEAR, TRIM. AURAL WARNINGS CONTINUED. RAN QRH. DETERMINED SAFEST OPTION TO RETURN TO DAL. HAD NORMAL BRAKING AND STEERING. IDLE STOP FAIL. PRESSURIZATION THINKS STILL IN THE AIR. GOT STICK SHAKER AT TAXI STOP. MX TROUBLESHOT TO BAD NLG DOWNLOCK PROX SWITCH

CREW REPORTED- LOWERED LANDING GEAR FOR CCR. GOT EICAS MESSAGE “LG AIR/GND FAIL”. ULTIMATELY, WRH HAS LANDING DISTANCE MULTIPLIED BY 1.7. CCR RUNWAYS TOO SHORT. DIVERTED TO OAK. CORR ACTION- PERFORM TEST AND CLEAN ALL CANNON PLUG. OPS CHECK OK THIS CLEARS THE SNAG.

CREW REPORTED- AFTER ROTATION WE RECEIVED LDG AIR/GND FAIL EICAS. FO TRIED TO RAISE THE LANDING GEAR LEVER AND IT WOULD NOT BUDGE. THE GEAR REMAINED DOWN FOR THE DURATION OF THE RETURN. WE EXECUTED THE QRH FOR THE ASSOCIATED MESSAGE. CORR ACTION- MX TROUBLESHOT TO NLG SERVICING LOW REQUIRED SERVICING. PERFORMED EXTENSION AND RETRACTION TEST ALL TESTS GOOD.

CREW REPORTED- BLEED LEAK #1 ENGINE. LIGHT WENT OUT AFTER BLEED CLOSE BUT TOOK 2 MINS TO GO OUT. DIVERT TO BURBANK. CORR ACTION- MX TROUBLESHOT TO ENG 1 BLEED VALVE LEAKING. R&R'D VALVE ALL LEAK AND OPS TESTS GOOD.

CREW REPORTED- ON DEPARTURE LG AIR/GRND FAIL. LND GEAR LOCKED DOWN, RAN QRH WITH NO RESOLUTION. AIR RETURNED. WHEN PARKED FRONT NOSE STRUT FULLY COMPRESSED. CORR ACTION MX DETERMINED THAT THE NLG STRUT HAD BEEN INCORRECTLY SERVICED WITH EITHER HYDRAULIC FLUID OR NITROGEN. SERVICED NLG STRUT WITH BOTH HYDRAULIC FLUID AND NIGROGEN. NO ABNORMALITIES FOUND DURING SERVICING. OPS CHECK GOOD. CYCLED THE GEAR UP AND DOWN 3 TIMES WITHOUT ANY ISSUES. JACKED AND DOWNJACKED AIRCRAFT AND OBSERVED SMOOTH MOVEMENT OF STRUT.