JET 1 CHARTER, INC.

8 EACH HOLES THROUGH THE YAW PLATE/WING ATTACH FITTING WERE NOT DRILLED PERPENDICULAR TO THE CONTOUR OF THE STRUCTURE CREATING A NONSHEAR CONDITION FOR THE FASTENER INSTALLATION. THESE HOLES WERE REQUIRED TO BE OVERSIZED BEYOND SRM LIMITATIONS TO CREATE A SHEAR CONDITION WITH A NEW YAW PLATE. INFORMATION PROVIDED TO TEXTRON ENGINEERING: 8 EACH OVERSIZE HOLES IN UPPER AFT SPAR CAP AND SKIN UNDERNEATH AFT YAW PLATE MEASURING .262, .283, .296, .312, .286, .278, .278, .281 SHOULD BE .246.

HIGH SPEED REJECTED TAKE OFF IN APF, LOSS OF DIRECTIONAL CONTROL AS AIRCRAFT ACCELERATED TO V1 DUE TO A DRAGGING LEFT MAIN MOUNT.  DRAG DUE TO EITHER A HUB/BEARING FAILURE OR BRAKING SYSTEM FAILURE ALLOWING LEFT BRAKE TO STICK. THE BRAKE WAS REMOVED AND FOUND TO BE DRAGGING WITH NO PRESSURE. R&R OF THE BRAKE ASSEMBLY RESOLVED THE ISSUE.

CREW AND PASSENGERS NOTICED THE SMELL OF EXHAUST AFTER THE APU WAS STARTED ON THE DECENT FOR LANDING. MAINTENANCE WAS CALLED TO TROUBLESHOOT THE CAUSE AFTER LANDING. ON INSPECTION, THEY FOUND THE APU TURBINE HOUSING HAD A CRACK IN IT AT ABOUT THE 5 O'CLOCK POSITION, ADJACENT TO THE FUEL NOZZLE. THE APU WAS PLACED ON MEL AND IS BEING REMOVED AND A LOANER INSTALLED.

PILOTS FELT LOSS OF POWER ON TAKEOFF ROLL BEFORE V1. TAKEOFF ABORTED OUT OF PRECAUTION. NO WARNING INDICATIONS NOTED ON ANNUNCIATOR PANEL. TAXIED TO RAMP AND PERFORMED GROUND RUN TO TRY DUPLICATING SQUAWK. GROUND RUN PRODUCED NO FAULTS. MAINTENANCE SUMPED BOTH WINGS AND VENTRAL TANKS TO INSPECT FOR WATER. NO WATER FOUND. REMOVED AND INSPECTED BOTH L/H AND R/H ENGINE FUEL FILTERS. INSPECTED BOWLS FOR WATER/DEBRIS. NO ISSUES NOTED. DOWNLOADED BOTH ENGINE COMPUTERS. NO FAULTS FOUND ON COMPUTERS. GROUND RUN AND LEAK CHECK BOTH FOUND SATISFACTORY.

AUTOPILOT FAILED IN CRUISE FLIGHT AT FL440. PILOT ELECTED TO DIVERT TO KICT TO THE TEXTRON SERVICE CENTER. MAINTENANCE PERSONNEL ACCOMPLISHED TROUBLESHOOTING AND DISCOVERED THAT THE AILERON AUTOPILOT SERVO HAD FAILED. THEY REPLACED THE SERVO AND THE FLIGHT CONTINUED.

AIRCRAFT DEPARTED KEYW (KEY WEST FL) ON A PART 91 POSITIONING FLIGHT TO PLS (PROVIDENCIALES, TURKS & CAICOS). ON CLIMB OUT WHEN SELECTING THE LANDING GEAR UP, THE LANDING GEAR RETRACTED NORMALLY, BUT WHEN FULLY UP THE RED UNLOCKED ANNUNCIATOR REMAINED ON. THE CREW CYCLED THE GEAR SEVERAL TIMES, BUT COULD NOT GET THE LIGHT TO EXTINGUISH. THE CREW ELECTED TO DIVERT TO HOME BASE KAPF (NAPLES FL) FOR MAINTENANCE ATTENTION, WHERE AN UNEVENTFUL LANDING WAS ACCOMPLISHED. UPON TESTING AND INSPECTION OF THE LANDING GEAR BY THE MRO, IT WAS DISCOVERED THAT THE DIMENSION FOR THE EXTENDED NLG STRUT WAS OUT OF TOLERANCE (TOO LARGE) AND WAS NOT ALLOWING THE NLG UPLOCK HOOK TO LATCH CORRECTLY. A SPECIAL FLIGHT PERMIT WAS OBTAINED TO MOVE THE AIRPLANE TO THE MANUFACTURERS MRO IN MCO (ORLANDO FL) TO DISASSEMBLE AND REPAIR THE NLG ASSEMBLY.

AIRCRAFT WAS HOVERING WHEN PILOT NOTICED THERE WAS NO ROTOR RPM INDICATION WITH NO WARNING INDICATION AIRCRAFT WAS LANDED AND FLIGHT WAS ABORTED.

DURING CLIMBOUT, ENROUTE, OPERATING UNDER A PART 91, THE PILOT NOTICED AN ITT SPLIT OF AROUND 70 DEGREES BETWEEN THE LT & RT ENGINES, LT BEING ABNORMALLY HIGH. THE PILOT RETARDED THE LT ENGINE AND SHUTDOWN. ACFT DIVERTED. EVIDENCE WAS FOUND OF AN OVERHEAT IN THE LT PYLON AREA. ON CLOSER INSPECTION IT WAS FOUND THAT THE LT BLEED AIR PRE-COOLER IN THE PYLON HAD RUPTURED.

AIRCRAFT ENROUTE, DESCENDING FROM FL450 THROUGH FL280 WITH ENGINES AT FLIGHT IDLE. CABIN PRESSURE ROSE TO 15,000 FT WITH ASSOCIATED CABIN PRESSURE WARNING ANNUNCIATOR LIGHT, PAX O2 MASKS AUTOMATICALLY DEPLOYED. EMERGENCY DECLARED AND CREW INITIATED A RAPID DESCENT. FLIGHT CONTINUED ON TO DESTINATION AT A SAFE LOWER ALTITUDE. CABIN PRESSURE CONTROLLER WAS MEL'D UNDER 21-12 AND ACFT REPOSITIONED UNPRESSURIZED TO SERVICE CENTER FOR REPAIRS. CABIN PRESSURIZATION CONTROLLER WAS REPLACED AND A NON-REVENUE FUNCTIONAL CHECK FLIGHT WAS ACCOMPLISHED WITH NO PRESSURIZATION FAULTS FOUND.

ON ARRIVAL, SOME DISCOLORATION, MISSING PAINT WAS NOTED ON THE RT ENGINE PYLON. ON FURTHER INVESTIGATION IT WAS FOUND THAT THE PRE-COOLER HAD RUPTURED IN THE PYLON CAUSING SEVERE HEAT DAMAGE TO THE SURROUNDING STRUCTURE AND PYLON, FUSELAGE SKINS. IT WAS DETERMINED BY ENGINEERING THAT THE ENGINE SUPPORT BEAMS AND MOUNTS HAD NOT SUFFERED ANY DAMAGE AND THAT THE ACFT WOULD BE SAFE FOR A 1 TIME FERRY TO FOR REPAIRS. THE ONLY ANOMALY NOTED BY THE FLIGHT CREW WAS AN ITT SPLIT OF 50 DEGREES. THERE IS NO OVERHEAT DETECTORS IN THE PYLONS ON THE CJ2.

WHILE PERFORMING PHASE INSPECTION 1 THROUGH 5, FOUND THE ELEVATOR CABLE FRAYED GOING THROUGH THE CONTROL LOCK CONDUIT. THE MM ALLOWS 3 STRANDS BROKEN IN ANY 10 INCH SECTION. THIS CABLE HAD 6 STRANDS BROKEN. SUSPECT CAUSE FOR THIS IS THE FRONT OF THE CONDUIT THE CABLE RIDES THROUGH HAD NYLON BUSHING. THE AFT END HAS NO BUSHING; THUS, THE CABLE CHAFED THE CONDUIT. SUBMITTER STATED IF BUSHING WERE INSTALLED IN THE AFT PART OF THE CONDUIT, THIS PROBLEM WOULD NOT EXIST.