WORLDWIDE JET CHARTER, INC.

Operated by Worldwide Jet Charter Inc (per NTSB report)

Operated by Worldwide Jet Charter LLC (per NTSB report)

DECLARED AN EMERGENCY AND RETURNED TO FIELD DUE TO ACFT FLEW THROUGH PRESELECTED ALT AND WAS UNABLE TO CORRECT UNTIL AUTOPILOT WAS DISENGAGED. MX DEBRIEFED THE FLIGHT AND VIEWED THE AFCS FLIGHT FAULTS. NO FAULTS NOTED. PREFORMED THE AFCS SYSTEM TEST AND FMS TEST. DURING THE FMS INTERFACE TEST #1 FMS WENT BLANK AND TEST WAS NOT ABLE TO BE PERFORMED. RESET ACFT POWER AND FMS SYSTEM TEST WAS NORMAL. REPOSITIONED THE #1 AND #2 FMS NAV COMPUTERS. RETESTED THE AUTOPILOT AND TESTED THE #1, #2 AND #3 FMS WITH NO DEFECTS NOTED

IN CRUSE AT FL430, CREW NOTICED A LOUD SOUND AND CABIN PRESSURE LOSS. AT THAT TIME CREW PERFORMED AN EMERGENCY DESCENT TO FL160, WHERE THEY WERE ABLE TO GET CABIN PRESSURE STABILIZED. AT THAT TIME CREW MADE THE DECISION TO DIVERT TO DRO DECLARING AN EMERGENCY. ACFT LANDED NORMALLY. O2 MASKS DID NOT DROP. LOCAL MX WERE ABLE TO INSPECT & REPOSITION UPPER PORTION OF DOOR SEAL INTO SEAL RETAINER. THEY PERFORMED 2 GROUND PRESSURIZATION CHECKS, WITH NO DEFECTS FOUND. ACFT REPOSITION TO VNY. VNY MX INSPECTED DOOR SEAL AND FOUND NO DEFECTS. MX CHECKED SEAL INFLATION CHECKS, AND FOUND NO DEFECTS. DUE TO THIS EVENT BEING THE SECOND, MX REPLACED THE DOOR SEAL WITH A NEW SEAL, AND PERFORMED INFLATABLE SEAL SYSTEM OPERATIONAL TEST, NO DEFECTS WERE FOUND. WORLDWIDE JET HAS ALSO IMPLEMENTED FLEET INSPECTION OF THE DOOR SEALS.

THREE HOURS INTO THE FLIGHT AT FL430. WE HEARD AN INITIAL POP AND AIR NOISE WE DETERMINED TO BE COMING FROM THE MAIN CABIN DOOR. CABIN PRESSURE WAS HOLDING STEADY AT THIS TIME. WE REQUESTED A LOWER ALTITUDE AS A PRECAUTION. WE WERE ASSIGNED FL380 AND BEFORE THAT DESCENT WAS INITIATED ANOTHER POP THIS TIME MUCH LOUDER AND MORE AIR NOISE COULD BE HEARD. SHORT OF DECLARING AN EMERGENCY I TOLD ATC THAT WE WOULD NEED MUCH LOWER AND DONNED MY MASK JOINING MIKE WHO ALREADY HAD HIS ON. FL310 WAS ASSIGNED. SHORTLY AFTER CABIN ALTITUDE WAS STARTING TO ASCEND RAPIDLY WITH 7,000 FPM NOTED. WITH THE NOISE FROM THE DOOR BEING VERY LOUD AND ATC HARD TO HEAR I PLACED 7700 INTO THE TRANSPONDER AND MIKE BEGAN AN EMERGENCY DESCENT WITH A LEFT TURN TO BE ABLE TO LOOK FOR TRAFFIC. I SET 10,000 FEET INTO THE ALTITUDE PRESELECT. THE FA WAS ON O2 IN THE GALLEY AREA DURING THE DESCENT AND UPDATED US ON HOW THE PASSENGERS WERE DOING - THAT THE MASKS HAD DEPLOYED - THAT PAX WERE ON O2 AND SEEMED TO BE DOING WELL. AROUND 15,000 FEET I WAS ABLE TO RE-ESTABLISH COMMUNICATION WITH ATC AND OBTAINED A VERBAL CLEARANCE TO 10,000 FT. WE VERIFIED THE EMERGENCY DESCENT CHECKLIST COMPLETE AND COORDINATED WITH ATC FOR A DIVERSION TO KAMA. UNEVENTFUL VISUAL APPROACH AND LANDING. NO INJURIES DURING THE EMERGENCY PROCEDURE. CORECTIVE ACTION: INSPECTED DOOR SEAL, FOUND UPPER SECTION NOT FULLY SEATED. SEATED SEAL WITH REF TO AMM. PRESSURE & LEAK CHECKS WERE GOOD. ACFT CONTINUED TO VNY.

"UPON GEAR RETRACTION, THE RIGHT MAIN LANDING GEAR IN TRANSIT LIGHT FAILED TO EXTINGUISH. THE CREW RECYCLED THE GEAR FIVE TIMES" AIRCRAFT RETURNED TO TEB. MAINTENANCE REPLACED THE RH MLG DOOR MICROSWITCH WITH NEW AND OPS CHECKED GOOD BY SWINGING THE LANDING GEAR 10 CYCLES.

FLAPS FAILED TO RETRACT FROM 20 DEGREES. UPON CREW NOTIFYING TOWER OF FLAPS, TOWER ROLLED EMERGENCY VEHICLES. AIRCRAFT LANDED WITHOUT INCIDENT. MAINTENANCE REPLACED HORIZONTAL ACTUATOR. OPS CHECK PASS. OPERATIONAL MAINTENANCE FLIGHT PASS. NO FURTHER DEFECTS NOTED.

AFTER LANDING, PILOT REPORTED LOSS OF BRAKES AND NOSE WHEEL STEERING AFTER STOWING T/R’S. SHORLY AFTER, PILOT REGAINED CONTROL OF BRAKES AND NOSE WHEEL STEERING. MAINTENANCE VISUALLY INSPECTED ACFT. NO DEFECTS NOTED. MAINTENANCE TAXIED ACFT AND OPS CHECKED BRAKES AND NOSE WHEEL STEERING. OPS CHECK PASS. ACFT WAS RETURNED TO SERVICE. NO REPEAT OF SQUAWK TO DATE.

THE CREW REPORTED THAT INBOUND TO BLK THEY DROPPED FLAPS TO 10, WHEN MOVING TO 20 THEY GOT A FLAPS ASYM MSG AND FLAPS WOULD NOT MOVE OUT OF 10, THEY MADE SEVERAL ATTEMPTS TO RESET TO NO AVAIL. THEY DIVERTED TO CLE FOR THE LONGER RUNWAY. AN EMERGENCY WAS DECLARED. THEY LANDED WITH NO INCIDENT. AFTER LANDING, THEY TRIED THE FLAPS AND WERE ABLE TO GET THEM BACK TO 0. THEY OPERATED FLAPS SEVERAL TIMES ON THE GROUND FULL DOWN & FULL UP, WITH NO ISSUES. MX FOUND CANNON PLUG ON FLAP POSITION TRANSMITTER TO NOT BE FULLY SEATED. REMOVED PLUG AND FOUND MOISTURE INSIDE. CLEANED PLUG AND INSTALLED. NO DEFECTS NOTED.

AFTER SELECTING GEAR HANDLE DOWN, NO L/H MAIN GEAR DOWN AND LOCKED INDICATION. LIGHT DID NOT ILLUMINATE. PERFORMED LAMP TEST. LIGHT DID NOT ILLUMINATE. PERFORMED EMERGENCY GEAR EXTENSION. INFORMED TOWER. TOWER DECLAIRED EMERGENCY. AIRCRAFT LANDING WAS NORMAL. MAINTENANCE REPLACED BULBS. OPS CHECK PASS.

45 MIN INTO FLIGHT CREW GOT A HYD SYSTEM 1 ENGINE PUMP LIGHT ILLUMINATED. THE CREW THEN TURNED ON HYD 1B ELECTRIC PUMP AND EVERYTHING RETURNED TO NORMAL. SHORTLY THERE AFTER THEY NOTICED THE HYD QTY & PRESSURE ON THE #1 SYSTEM BOTH DROPPING. THEY DIVERTED TO NEAREST SUITABLE AIRPORT (KCVG) WHERE THEY CALLED FOR EMERGENCY EQUIPMENT TO ROLL. WE ARE WORKING ON GETTING ON-CALL MX AS WELL AS CONTRACTED MX ONSITE TO TROUBLESHOOT CAUSE. WE WILL FOLLOW UP AFTER DISCOVERY.

#3 MAIN TIRE/WHEEL ASSY DEPARTED ACFT DURING TAKEOFF FROM CYXC GOING TO KTEB. AFTER LANDING #3 WHEEL ASSY WAS FOUND NOT TO BE ON THE ACFT AXEL.

DURING FLIGHT VNY - APC, CREW REPORTED EHSI WAS SHOWING APPROX 100 DEG OFF CORRECT READING. CREW DECLARED AN EMERGENCY AND DIVERTED TO BFL. MX C/W OPS CHECKS BUT COULD NOT DUPLICATE, NO DEFECTS WERE NOTED.

ON FINAL APPROACH INTO TEB, WHEN GEAR DEPLOYED, ACFT DID NOT SHOW DOWN AND LOCKED GREEN LIGHT FOR THE RIGHT HAND MAIN GEAR. CREW WENT THROUGH THE QRH, DID A LOW FLY-BY OF THE TOWER, TOWER ADVISED THAT GEAR LOOKED DEPLOYED. CREW DECLARED AN EMERGENCY. CREW THEN LANDED SAFELY ON RUNWAY 6 IN TEB.

ACFT RETURNED TO FIELD, DO TO LOSS OF #1 HYDRAULIC FLUID. MX FOUND A CRACKED PRESSURE LINE AND REPLACED. OPS CHECK & LEAK CHECKS WERE GOOD

AFTER APPROX. 1HR IN FLIGHT, RECEIVED CHECK HYD QUANTITY AMBER MESSAGE. PILOTS NOTICED COMBINED HYDRAULIC QUANTITY APPROACHING THE LOW LEVEL AND CONTINUING TO DROP, AIRCRAFT THEN DIVERTED INTO KALN. EMERGENCY LANDING WAS DECLARED AND AIRCRAFT LANDED WITHOUT INCIDENT. ONCE AIRCRAFT ON GROUND, PILOTS AND MECHANICS NOTICED HYDRAULIC FLUID ON THE LH MLG. AFTER TROUBLESHOOTING, FOUND LH MLG SIDE BRACE ACTUATOR TO BE AT FAULT, LEAKING FLUID.

IN FLIGHT, RECEIVED A HYD QUANTITY AMBER MESSAGE, NOTICED THE HYDRAULIC QUANTITY COMING UP ON LOW. HYD QUANTITY WENT RED ON THE ON THE COMBINED QUANTITY WHILE THE INFLIGHT QUANTITY REMAINED NORMAL. AIRCRAFT DID NOT HAVE ANY HYDRAULIC FAILURES ON LANDING AND TAXI.

ON APPROACH INTO KHPN LEFT MAIN GEAR WAS NOT DOWN AND LOCKED ALSO VERIFIED BY TWO RED GEAR DOOR LIGHTS. CYCLED THE LANDING GEAR UP AND DOWN AT LEAST FOUR TIMES WITH THE SAME INDICATION. AS PER THE CHECKLIST WE PERFORMED AN ALTERNATE GEAR EXTENSION USING THE EMERGENCY GEAR AIR. WITH NO CHANGE IN THE INDICATION WE USED THE EMERGENCY BRAKE AIR BOTTLE. WITH STILL NO CHANGE IN INDICATION WE DECLARED AN EMERGENCY AND DECIDED THE BEST COURSE OF ACTION WOULD BE TO DIVERT TO KEWR WHERE RUNWAY LENGTH WOULD BE SUFFICIENT. EMERGENCY EQUIPMENT WOULD BE AVAILABLE AND CUSTOMS AND BORDER PROTECTION WOULD BE AVAILABLE SINCE WE WERE ON AN INTERNATIONAL FLIGHT. THE NECESSITY OF ALTERNATE GEAR EXTENSION RESULTED IN THE LOSS OF HYDRAULICS WHICH THEN RESULTED IN A PARTIAL FLAPS LANDING. ON THE WAY TO KEWR OUR LANDING GEAR FINALLY GAVE A DOWN AND LOCKED INDICATION. UPON TOUCHDOWN ON 4L THERE WERE NO SPOILERS EXTENDED AS EXPECTED. THE THRUST REVERSERS ONLY UNLOCKED AND DID NOT DEPLOY. THE TOE BRAKES DID NOT WORK AS EXPECTED AND NECESSITATED EMERGENCY BRAKING. WE STOPPED THE AIRCRAFT ON THE RUNWAY AND WAITED FOR GROUND CREWS TO REMOVE US.” MAINTENANCE FOUND THE LH MLG DOWN AND LOCKED SWITCH FAULTY. PART NUMBER 1EN1-8 AN OPERATIONAL MX CHECK FLIGHT WAS TO BE PERFORMED AND IT WAS DISCOVERED BOTH MLG DOORS REMAINED OPEN AFTER ENGINE START. AIRCRAFT WAS FERRIED FROM KEWR TO KTEB FOR ADDITIONAL MAINTENANCE. IN TEB MX REPLACED THE LH MLG RETRACTION ACTUATOR P/N: 6027100-001 FAILED S/N: KL0237. GEAR SWINGS CHECK GOOD, OPERATIONAL MX CHECK FLIGHT SATISFACTORY. RELEASED FOR SERVICE

AIRCRAFT WAS IN FLIGHT WHEN LEFT ENGINE RPM ROLLED BACK AND ENGINE SHUTDOWN UN-COMMANDED, AIRCRAFT DIVERTED AND LANDED. MAINTENANCE TROUBLESHOT TO A FAULTY ACCESSORY GEARBOX WITH DAMAGED GEARS.

AFTER A NORMAL TAXI OUT AND TAKEOFF AFTER PASSING ABOUT 1500 AND ACCELERATING TO FLAPS UP, LEFT OIL PRESSURE LIGHT CAME ON. THE LT OIL PRESSURE GAUGE WAS INDICATING LESS THAN 10 PSI AND WAS MOVING TO 0. IMMEDIATELY REDUCED THRUST ON THE LT ENGINE TO IDLE, NOTIFIED ATC THEN SHUTDOWN LT ENGINE PER CHECKLIST. ENGINE WAS COMPLETELY SHUTDOWN NO MORE THAN 3 MINUTES AFTER 0 INDICATION. ATC WAS NOTIFIED, A PRECAUTIONARY OVERWEIGHT LANDING WAS PERFORMED. EMERGENCY DECLARATION WAS MADE. TAXI IN AND SHUTDOWN WAS NORMAL. FOUND LEFT ENGINE OIL SERVICING CAP NOT SECURED, CLEANED OIL FROM LEFT ENGINE. PERFORMED PROCEDURE FOR OIL PRESSURE LESS THAN 20 PSIG IAW EMM 05-50-00 PARAGRAPH 4B, NO DEFECTS NOTED. REMOVED AND INSPECTED LEFT ENGINE OIL FILTER AND CHIP DETECTOR BEFORE AND AFTER HIGH POWER LEFT ENGINE RUN, NO DEBRIS FOUND. INSTALLED NEW OIL FILTER AND O-RINGS, REINSTALLED CHIP DETECTOR WITH NEW O-RINGS. GROUND RUN AND LEAK CHECK, OIL CONSUMPTION CHECK GOOD.

WITH PACKS SELECTED OFF AND APU BLEED AIR SELECTED ON, STARTED THE RT ENGINE. NOTICED SMOKE COMING OUT OF FORWARD AIR CONDITIONING VENTS IN COCKPIT. STARTED THE LT ENGINE AND SMOKE BEGAN BILLOWING OUT OF COCKPIT FORWARD AND SIDE CONSOLE AIR CONDITIONING VENTS. SHUTDOWN ENGINES, APU AND AIRCRAFT POWER. MAINTENANCE BORESCOPED THE APU AND ENGINES AND FOUND THE NR 2 ENGINE, NR 1 AND 3 CARBON SEALS LEAKING. REPLACED THE NR 1 AND 3 CARBON SEALS. GROUND RUNS WERE GOOD.

CRUISING AT 45,000' THE RIGHT HYDRAULIC PRESSURE LIGHT ILLUMINATED, DESCENDING THROUGH FL430 THE LIGHT BEGAN TO FLICKER. AT FL400 THE LEFT HYDRAULIC PRESSURE LIGHT ILLUMINATED. CREW DECLARED AN EMERGENCY AND LANDED AT THEIR SCHEDULED ARRIVAL AIRPORT KBNA. THE LANDING WAS UNEVENTFUL, AND AT 6,000' OF RUNWAY REMAINING CREW RELEASED THE BRAKES AND ALLOWED THE AIRCRAFT TO ROLL OUT. THEY DID NOT UTILIZE THRUST REVERSERS BECAUSE THEY ARE HYDRAULICALLY OPERATED. THEY FELT THE BRAKE PRESSURE FADING. THEY EXITED AT K3 AND TAXIED ON K. AT THAT POINT THEY LOST ALL BRAKING AND UTILIZED THE EMERGENCY BRAKE TO STOP SHORT OF THE INTERSECTION OF R4. MAINTENANCE TECHNICIAN FOUND THE RIGHT ENGINE DRIVEN HYDRAULIC PUMP PRESSURE LINE CRACKED.

DURING DECENT THE CREW HAD A CASS MESSAGE WITH LOW HYDRAULICS. THEY THEN NOTICED THAT THE COMBINED HYDRAULIC SYSTEM WAS INDICATING LOW. THEY THEN RECEIVED ANOTHER CASS MESSAGE STATING TR LOCKED. WITH LOW HYDRAULIC QUANTITY THEY WERE UNABLE TO EXTEND THE LANDING GEAR SO THEY FOLLOW THE CHECK LIST AND BLEW THE LANDING GEAR DOWN. THEY DECLARED AND EMERGENCY AND LANDED AT THEIR ALTERNATE AIRPORT. ONCE ON THE GROUND THE TECHNICIAN NOTICED HYDRAULIC FLUID COMING FROM THE LEFT ENGINE CASE DRAIN. UPON FURTHER INVESTIGATION THE TECH FOUND THE LEFT ENGINE HYDRAULIC PUMP AD FAILED

THE CREW APPLIED POWER FOR TAKEOFF. IMMEDIATELY AS POWER MADE TAKEOFF THRUST THE CREW NOTICED SMOKE FILLING THE CABIN AND COCKPIT. SHUT DOWN THE ENGINES. AN OIL ANALYSIS FROM THE LEFT ENGINE WAS SENT TO MANUFACTURER AND IT WAS DETERMINED THAT THE ENGINE HAD AN INTERNAL PROBLEM AND WAS REJECTED. LEFT ENGINE THAT CAUSED THE SMOKE IN THE COCKPIT AND CABIN

DURING TAXI TO THE CHOCKS THE NR 2 ENGINE HAD A UNCOMMANDED SHUTDOWN

WHEN ACFT DEPARTED, THE NR 2 TIRE TREAD CAME OFF OF THE ACFT. THE CREW DID NOT FEEL OR HEAR ANYTHING & NOTICED IT DURING THEIR POST FLIGHT INSPECTION WHEN THEY LANDED.

LEFT WING L/E OTBD TOWARDS THE WING TIP HAD A BIRD STRIKE AT 2500 FT MSL, 12.5 NM FROM THE AIRPORT, ON A VISUAL APPROACH. AIRSPEED WAS ABOUT 220-200 KIAS. NO NOTICEABLE FLIGHT CONTROL PROBLEMS OR SYSTEM PROBLEMS.

EN-ROUTE, AT APPROX 1 HOUR INTO FLIGHT AT A CRUISE LEVEL OF 430, THE CREW HAD AN INDICATION OF A APU FIRE. THE APU WAS NOT RUNNING. THE CREW FOLLOWED THE AFM CHECKLIST & DISCHARGED THE FIRE BOTTLE & THE INDICATION REMAINED. AT THAT TIME THEY DECLARED AN EMER & DIVERTED. ONCE THEY LANDED THE FIRE DEPARTMENT MEET THE ACFT & VERIFIED THERE WAS NO FIRE OR EVIDENCE OF A FIR. TECHNICIANS WERE DISPATCHED TO THE ACFT & ALSO VERIFIED THERE WAS NO FIRE. AFTER TROUBLESHOOTING THE PROBLEM, FOUND THAT THE APU INLET FIRE TEMP SENSOR HAD A LOOSE CONNECTION.

AFTER TAKEOFF THE CREW SELECTED THE GEAR UP. THE NOSE GEAR CAME UP & LOCKED BUT THE NOSE GEAR DOORS DID NOT CLOSE & THE MLG STATES DOWN & LOCKED. THE CREW THEN SELECTED THE GEAR DOWN & THE NOSE GEAR CAME DOWN & LOCKED, THE MAIN GEAR REMAINED DOWN & LOCKED. THE CREW RETURNED & LANDED WITH NO PROBLEMS.

DURING SCHEDULED VISUAL INSPECTION, IT WAS FOUND THAT THE THRUST REVERSER TRACK CRACKED AT THE BOLT HOLES FOR THE DEPLOYMENT SWITCH.

DEPARTED & SELECTED GEAR UP & LT MLG DID NOT RETRACT. LANDED & MX ISSUED A FERRY PERMIT WHERE THE ACFT COULD BE REPAIRED. PUT ACFT ON JACKS INSPECTED THE MLG & FOUND NO DEFECTS. CLEANED & LUBED ALL ACTUATORS & SWITCHES IAW ACFT AMM. PERFORMED SEVERAL GEAR SWINGS WITH NO DEFECTS NOTED. RELEASED THE ACFT, NO FURTHER DEFECTS HAVE BEEN REPORTED.

CREW REPORT THE MAIN ENTRY DOOR WAS NOT CLOSING COMPLETELY. MX FOUND DURING TROUBLESHOOTING THE PROBLEM A CRACK IN A FITTING AFT OF FRAME 169 WHERE THE MAIN ENTRY DOOR ACTUATOR ATTACHES.

WHEN BATTERIES ARE TUNED ON THE ENGINE STARTER WILL START TO SPIN. SECOND TIME THIS HAS HAPPENED. HAD TO CHANGE THE GENERATOR CONTROL PANEL THE FIRST TIME 12/30/2011 FOR THE SAME PROBLEM.

WHEN BATTERIES WERE SELECTED ON, THE LT ENGINE WOULD TRY TO START.

DURING DESCENT, AT ABOUT 26000 FT, DADC 1 WENT OFF LINE, CAUSING LOSS OF VARIOUS SYSTEMS, AFTER EVALUATING THE SYSTEMS LOSS AND COMPAIRING ALTIMETERS, IT WAS DETERMINED DADC 1 HAD GONE OFF LINE, DADC 2 SELECTED AND SYSTEM RESET. ABOUT 30 SECONDS LATER DADC 2 WENT OFF LINE, DECLARED AN EMERGENCY. ABLE TO RESET DADC 2 AND RESET ALL SYSTEMS, FLIGHT CONTINUED UNEVENTFUL AND LANDED WITHOUT INCIDENT.

ENROUTE, CABIN ATTENDANT DETECTED AND SAW SMOKE COMING FROM THE GALLEY AREA. CONFIRMED LOCATION OF SMOKE AND PULLED ALL CIRCUIT BREAKERS TO GALLEY AND CAPTAIN SHUTOFF ALL GALLEY AND CABIN POWER. DECLARED AN EMERGENCY AND LANDED. TROUBLESHOT AND INSPECTED, FOUND GALLEY HOT WATER HEATER HAD SHORTED CAUSING SMOKE. DISCONNECTED THE WATER HEATER PULLED AND COLLARED CIRCUIT BREAKERS INSPECTED ALL SURROUNDING WIRING AND DETERMINED AIRCRAFT WAS SAFE FOR A ONE TIME FERRY FLIGHT, SO THE AIRCRAFT CAN BE REPAIRED.

WHILE ENROUTE, THE CABIN ATTENDANT DETECTED AND SAW SMOKE COMING FROM THE GALLEY AREA. CAPTAIN HAD THE F/O GO BACK TO VERIFY & HELP LOCATE WHERE THE SMOKE WAS COMING FROM. ONCE CONFIRMED LOCATION OF SMOKE, HAD THE CABIN ATTENDANT PULL ALL CIRCUIT BREAKERS TO THE GALLEY. CAPTAIN SHUT OFF ALL GALLEY AND CABIN POWER. DECLARED AN EMERGENCY AND LANDED. TROUBLESHOT AND INSPECTED THE SOURCE OF THE PROBLEM. FOUND THE GALLEY HOT WATER HEATER HAD SHORTED CAUSING SMOKE. DISCONNECTED THE WATER HEATER PULLED AND COLLARED THE HOT WATER HEATER AND GALLEY POWER CIRCUIT BREAKERS, INSPECTED ALL SURROUNDING WIRING AND DETERMINED THE ACFT WAS SAFE FOR A ONE TIME FERRY FLIGHT.

APPROX 2.5 HOURS INTO THE FLIGHT THE CREW NOTICED THEY WERE LOOSING CABIN PRESSURIZATION THEY DESENDED TO 350 AND WAS ABLE TO CONTROL THE PRESSURIZATION .5 HOURS AFTER THE DESENT TO 350 THE CREW HEARD A LOUD WIND NOISE COMING FROM THE MAIN ENTRY DOOR AND COULD NOT CONTROL THE PRESSURIZATION. THE CREW THEN CALL IN A EMERGENCY AND A RAPID DESENT AND LANDED THE ACFT. ONCE ON THE GROUND THE CREW CALLED THE DIRECTOR OF MX AND REPORTED A DIME SIZE HOLE IN THE UPPER PORTION OF THE MAIN CABIN DOOR SEAL. PLACED THE DOOR SEAL ON MEL AND ACFT FLOWN TO AIRPORT WHERE THE DOOR SEAL COULD BE REPLACED.

DURING LANDING, THE NR 2 TIRE TREAD SEPARATED FROM THE TIRE. THE TIRE STAYED INFLATED. WHEN THE TREAD SEPARATED, IT CUT THE NR 2 ANTI-SKID HARNESS IN HALF AND DAMAGED THE LT INBD FLAP BEYOND LIMITS. NO PROBLEMS EXISTED FROM THE HARNESS BEING CUT AS THE CREWS ONLY NEEDED THE THRUST REVERSERS TO STOP THE ACFT. THE TREAD SEPARATION AND THE CUT HARNESS WHERE NOTICED DURING THE CREW POST FLIGHT INSP OF THE ACFT.

WHILE IN CRUZ THE RT WINDSHIELD OUTTER PLY CRACKED. THE CREW LANDED THE ACFT TO VERIFY IT WAS ONLY THE OUTER PLY. THE CREW THEN WROTE A DISCREPANCY AND DEFERED IT USING THE CDL FROM THE FLIGHT MANUAL 56-1 AND CONTIUED IT FLIGHT, WHERE THE WINDSHIELD WAS CHANGED.

WHILE IN CRUISE, THE RT WINDSHIELD OUTER PLY CRACKED. THE CREW LANDED THE ACFT AT TO VERIFY IT WAS ONLY THE OUTER PLY. THE CREW THEN WROTE A DISCREPANCY AND DEFERRED IT USING THE CDL FROM THE FLIGHT MANUAL CDL 56-1 AND CONTINUED ITS FLIGHT WHERE THE WINDSHIELD WAS REPLACED.

DURING THE 7800 HR REQUIREMENT TO NDT THE CABIN WINDOW CUTOUTS FOUND WHAT INDICATED TO BE A CRACK IN THE LT NR 2 CABIN WINDOW CUT OUT. REPORTED THE FINDING TO ENGINEERING AND AFTER FURTHER INVESTATION FOUND THE PROBLEM WAS NOT A CRACK. IT WAS A REPAIR PLUG INSTALLED DURING THE PRODUCTION OF THE ACFT. ENGINEERING DETERMINED THERE WAS NO FURTHER ACTION REQUIRED AND IS OK AS IS.

DURING A 100/300/600 HOUR INSP FOUND THE LT TAIL PIPE EXHAUST FAIRING TO HAVE A CRACK IN THE BOTTOM SIDE OF THE FAIRING. FOUND THAT THIS WAS CAUSED FROM AN ADEL CLAMP IN THE WRONG POSITION. REPOSITIONED THE CLAMP AND REPAIRED THE CRACK IAW REPAIR EXHAUST FAIRING IAW REPAIR NR SRS024 TASK 78-11-00-300-804-A01 OF CMM, NACELLE PN 228-555000-701/702.

WHILE UPON APPROACH, THE NLG FAILED TO EXTEND. AN EMERGENCY BLOW DOWN OF THE GEAR ALSO RESULTED IN THE FAILURE OF THE NLG TO EXTEND. A SECOND ATTEMPT OF EMERGENCY EXTENSION RESULTED IN ALL GEAR EXTENDING THE ACFT LANDED WITHOUT FURTHER INCIDENT. LANDING GEAR WAS PINNED AND SAFETIED IN THE DOWN AND LOCKED POSITION AND FERRIED FOR TROUBLESHOOTING AND REPAIR. UPON ARRIVAL, TECHS JACKED ACFT AND PERFORMED SEVERAL NORMAL AND EMERGENCY LANDING GEAR EXTENSIONS. THE NOSE LANDING GEAR FAILED TO EXTEND ON EACH ATTEMPT. TECHS REMOVED THE NLG UP-LOCK ACTUATOR AND FOUND THAT THE END YOKE JAM NUT SECURING THE LOCK RING TAB TO THE PISTON HAD BACKED OFF ALLOWING THE UP-LOCK ACTUATOR PISTON TO ROTATE. THE PISTON ROTATION

AFTER TAKEOFF, WHEN THE CREW SELECTED GEAR UP THEY NOTICE UNUSUAL SOUNDS. ALL INDICATIONS SEEMED TO BE NORMAL AND FLAPS WERE SELECTED UP. THE COMBINE HYDRAULIC SYS BEGAN TO FALL. THE CREW GOT INDICATIONS THAT THE PRESSURE WAS LOW, THEN OK, THEN LOW AGAIN. THE UTILITY PUMP CYCLED ON AND OFF. THE CREW RETURNED THE FLAPS TO TEN, THE COMBINE HYD WARNING LIGHT BEGAN TO FLASH. THE CREW THEN LOWERED THE GEAR AND REQUESTED TO RETURN TO DEPARTURE. WHEN THE CREW SELECTED THE FLAPS TO 20 THEY GOT NO MOVEMENT OF THE FLAPS. THE CREW THEN RAN THE COMBINE HYDRAULIC FALL AND FLAP TEN LANDING CHECKLIST JUST PRIOR TO TOUCHDOWN AND TURNED ON THE AUX HYD PUMP. HALFWAY DOWN THE RUNWAY THE CREW LOST THE TOE BRAKES AND USED THE PARKING BAKES TO STOP THE AIRCRAFT. WE TROUBLESHOT THE HYD SYS AND FOUND THE GROUND SPOILER DEACTIVATION VALVE LEAKING. (K)

DURING CLIMB OUT, AFTER TAKEOFF, APPROXIMATELY 5K FEET THE CREW HEARD A LOUD BANG FROM THE LT ENGINE. THE CREW CHECKED THE ENGINE PARAMETERS AND FOUND 0 EPR AND NOTICED THAT THE POWER LEVER WAS UNRESPONSIVE ON THE LT ENGINE. LP HP WAS APPROXIMATELY 30 PERCENT AND THE TGT WAS 500 DEGREES AND THE CREW SHUT THE ENGINE DOWN AND LANDED THE ACFT. (K)

FLIGHT WW171. DEPARTED MIV TO IAD. CLIMBING OUT OF 8000 FT, CREW NOTICED THE RADAR SCREEN START TO FLICKER. IMMEDIATELY SHUT THE RADAR OFF. CREW DETECTED WHAT APPEARED TO BE SMOKE RELATED TO ELECTRICAL FIRE. CREW SAW HEAVY SMOKE COMING OUT OF THE DASHBOARD. DECLARED AN EMERGENCY. AFTER PERFORMING CORRECT CHECKLIST & ASSESSING THE SITUATION SMOKE HAD DISSIPATED & CAPT DECIDED THAT THERE WAS NO LONGER AN EMERGENCY. REQUESTED TO FLY BACK TO MIV. LANDED AT 1405 WITH NO ADDITIONAL PROBLEMS. INSPECTED THE COCKPIT & DETERMINED THE WEATHER RADAR CONTROL UNIT (CRT) HAD SHORTED OUT INTERNALLY. INSPECTED BEHIND THE INSTRUMENT PANEL & ASSOCIATED WIRING GOING TO THE WEATHER RADAR CONTROL UNIT (CRT), & NO DEFECTS NOTED. REMOVED THE BAD CRT & INSTALLED & INSPECTED CRT. PERFORMED OPERATIONAL CHECKS OF THE SYSTEM. ALL OPERATIONAL CHECKS GOOD WITH NO DEFECT NOTED. (S)

AC WAS DISPATCHED, THE CREW CAPTAIN AND F/O DEPARTED AT 13:40 ENROUTE. AT APPROX 13:50, WHILE CLIMBING OUT OF 8000 FEET, PILOTS NOTICED THE RADAR SCREEN START TO FLICKER. CAPT IMMEDIATELY SHUT THE RADAR OFF. A SHORT WHILE LATER PILOTS SMELLED WHAT APPEARED TO BE SMOKE RELATED TO ELECTRICAL FIRE. PILOTS THEN SAW HEAVY SMOKE COMING OUT OF THE DASHBOARD. CAPT THEN DECLARED AN EMERGENCY, INITIALLY REQUESTED TO DIVERT, DUE TO THE AVAILABILITY OF LONGER RUNWAYS AND MUCH BETTER EMERGENCY EQUIPMENT IN CASE IT WAS NEEDED. AFTER PERFORMING CORRECT CHECKLIST AND ASSESSING THE SITUATION THE SMOKE HAD DISSIPATED AND CAPT DECIDED THAT THERE WAS NO LONGER AN EMERGENCY. AT THAT POINT REQUESTED TO FLY BACK TO DEPARTURE AND LANDED AT 14:05 WITH NO ADDITIONAL PROBLEMS. INSPECTED COCKPIT AND DETERMINED THE WEATHER RADAR CONTROL UNIT (CRT) HAD SHORTED OUT INTERNALLY. INSPECTED BEHIND THE INSTRUMENT PANEL AND ASSOCIATED WIRING GOING TO THE WEATHER RADAR CONTROL UNIT(CRT) AND NO DEFECTS NOTED. REMOVED THE BAD CRT AND INSTALLED INSPECTED CRT, PERFORMED OPS CHECKS OF THE SYS . ALL OPERATIONAL CHECK GOOD WITH NO DEFECT NOTED. (K)

RT ENG FAILED TO START. FOUND THAT THE STARTER WAS BAD. DURING THE STARTER REPLACEMENT NOTICED ABNORMAL WEAR ON THE ENG GEAR BOX STARTER GEAR. CONTACTED ENGINEERING DEPARTMENTS TO ASK FOR LIMITATIONS. AFTER ENGINEERING DEPARTMENTS REVIEWED THE PICTURES, DETERMINED THAT THE STARTER GEAR BOX GEAR REQUIRED FURTHER EVALUATIONS. AFTER OPERATOR OBTAINED A RENTAL ENG, OBTAINED A SPECIAL FLIGHT PERMIT (FERRY FLIGHT) AND FLEW THE ACFT FROM KTEB TO KTUL. AFTER ARRIVING IN KTUL ON 08/01/08 , ENGINEERS DETERMINED THE STARTER GEAR IN THE GEAR BOX REQUIRED REPLACEMENT. A RENTAL ENG IS BEING INSTALLED AND ENG S/N 16257 GEAR BOX STARTER GEAR WILL BE REPLACED. (S)

RT ENGINE FAILED TO START, FOUND THAT THE STARTER WAS BAD. DURING THE STARTER REPLACEMENT, NOTICED ABNORMAL WEAR ON THE ENGINE GEAR BOX STARTER GEAR. CONTACTED ENGINEERING DEPARTMENTS TO AS FOR LIMITATIONS. AFTER ENGINEERING DEPARTMENTS REVIEWED PICTURES, THEY DETERMINED THAT THE STARTER GEAR BOX GEAR REQUIRED FURTHER EVALUATIONS. SPECIAL FLIGHT PERMIT (FERRY FLIGHT) AND FLEW THE AC FOR FURTHER EVALUATION. ENGINEERS DETERMINED STARTER GEAR IN THE GEAR BOX REQUIRED REPLACEMENT. A RENTAL ENGINE IS BEING INSTALLED AND ENGINE SN 16257 GEAR BOX STARTER WILL BE REPLACED. (K)

ON AUG 7, 2007 UPON LANDING, THE CREW CALLED MAINT AND REPORTED THAT UPON DESCENT FROM 41,000 FT, THEY GOT A FGC1 FAIL MESSAGE ALONG WITH A FWD TRIM LIMIT MESSAGE. THEY WERE UNABLE TO TRIM THE AIRCRAFT ELEVATORS. THEY COMPLIED WITH THE AC CHECKLIST TO RESET BOTH MESSAGES WITH NO SUCCESS. THEY DISCONNECTED THE AUTOPILOT AND DECLARED AN EMERGENCY WITH ATC AND MANUALLY LANDED THE AC AT AIRPORT WITHOUT INCIDENT. REQUESTED TECH SUPPORT, TECH FOUND THAT HARDWARE ATTACHING THE ELEVATOR TRIM DRIVE SHAFT PILLOW BLOCK HAD LOOSENED CAUSING THE DRIVE SHAFT TO SEPARATE FROM THE OUTPUT SHAFT. THE TECH RESECURED THE HARDWARE AND ATTACHED THE OUTPUT SHAFT TO THE DRIVE INPUT SHAFT. THE TECHNICIAN THEN RIGGED THE ELEVATOR

DURING APPROACH, THE CREW EXTENDED THE LANDING GEAR (NORMAL PROCEDURE). SEVERAL SECONDS AFTER THE GEAR EXTENSION THE NOSE LANDING GEAR DOWN AND LOCKED GREEN LIGHT EXTINGUISHED AND THE NOSE GEAR DOORS OPENED AND CLOSED. A FEW SECONDS LATER THE DOORS CYCLED AGAIN AT THAT TIME THE GREEN DOWN AND LOCKED LIGHT ILLUMINATED. THE GEAR INDICATED AND REMAINED DOWN AND LOCKED. THE AC LANDED WITH NO PROBLEMS AND THE CREW CALLED MAINTENANCE. DOM AND TECH WENT TO AC TO EVALUATE THE PROBLEM. ONCE ON SIDE THE AC WAS JACKED FOR GEAR SWINGS AND TROUBLESHOOTING IAW THE AC MM, CHAPTER 32. FOUND THAT THE NR 2 DOWN LOCK MICRO SWITCH AND HARNESS ASSY HAD FAILED. REMOVED THE HARNESS AND SWITCH ASSY PN 601-57788-27 AND REPLACE