Kalitta Charters LLC

Operated by KALITTA CHARTERS LLC (per NTSB report)

Operated by KALITTA CHARTERS LLC (per NTSB report)

Part: FIRE WARNING — FALSE ACTIVATION (APU) · airframe 11,676 hrs · 9,664 cycles

APU FIRE WARNING BEFORE TAKEOFF. VISUALLY CHECKED APU AND AFT COMPARTMENT, NO EVIDENCE OF SMOKE OR FIRE NOTED. FIRE DETECTION SYSTEM CHECKS GOOD PER THE FALCON 20-F5 MM 26-10-00. SUSPECT APU WAS RUNNING DURING TAKEOFF.

Part: ELEC CONNECTOR — SHORTED (ZONE 200) · airframe 11,555 hrs · 9,558 cycles

LOSS OF PRESSURIZATION DURING CLIMB OUT OF KBHM, CABIN WARNING LIGHT ILLUMINATED ACCOMPANIED BY THE AURAL WARNING, NO RESPONSE SELECTING MANUAL CONTROL. CREW DECLARED AN EMERGENCY AND DIVERTED TO KHSV. MAINTENANCE FOUND CONDITION VALVE CIRCUIT BREAKER POPPED. REPLACED THE CONDITIONING VALVE WITH A SERVICEABLE REPAIRED VALVE. ALSO REPLACED THE CONNECTOR AT THE CONDITIONING VALVE WITH NEW DUE TO CONTINUITY BETWEEN SOCKETS. CABIN PRESSURIZATION CHECK NORMAL PER THE FALCON 20-F5 MAINTENANCE MANUAL CH. 21-32-50.

Part: APU — ODOR (ZONE 200) · airframe 11,420 hrs · 7,740 cycles

5 MINUTES AFTER TAKEOFF, AIRCRAFT CABIN FILLED WITH WHITE SMOKE. SMOKE SMELLED LIKE OIL. NOT ELECTRICAL. AIRCRAFT RETURNED TO KYIP. SUSPECT APU OIL LEAK CAUSING THE SMOKE AND OIL ODOR TROUBLESHOOTING THE APU TO DETERMINE THE CAUSE AND CORRECTIVE ACTION.

Part: FIRE LOOP — FALSE ACTIVATION (ZONE 400) · airframe 8,474 hrs · 7,266 cycles

DURING DECENT INTO DESTINATION AIRPORT, KYIP, THE RIGHT ENGINE WHITE CAS MESSAGE 'R ENG FIRE FAIL' FOLLOWED BY RED CAS MESSAGE 'R ENGFIRE' ON EICAS. CONTINUED DECENT, OBSERVED NO OTHER ENGINE ISSUES. RETARDED POWER LEVER TO FLIGHT IDLE. EICAS MESSAGES NO LONGER DISPLAYED. CONTINUED APPROACH AND LANDED WITHOUT INCIDENT. UPON INSPECTION OF ENGINE, NO SIGNS OF ENGINE FIRE OR HEAT DAMAGE SEEN. INVESTIGATED FIRE DETECTION SYSTEM AND FOUND THE LOWER FIRE LOOP, GEARBOX AREA, SHORTING AGAINST THE FIRE LOOP SUPPORT BRACKET. VERIFIED CAUSE, REPOSITIONED LOOP, INSULATED LOOP LEAD. ALL WORK I.A.W. THE LEARJET 45 MM-104 26-11-00 AND WIRING MANUAL WM-104 20-20-01 AND 20-30-20.

Part: FIRE WARNING — FALSE ACTIVATION (ZONE 100) · airframe 11,197 hrs · 9,294 cycles

INTERMITTENT APU FIRE WARNING AFTER TAKE-OFF FROM KSUS. CREW SHUT DOWN APU AND ACTIVATED APU COMPARTMENT FIRE EXTINGUISHER. RETURNED TO KSUS. MAINTENANCE AT KSUS INSPECTED APU AND COMPARTMENT FOR HEAT OR FIRE DAMAGE, NO DEFECTS NOTED. DEFERRED APU SYSTEM IN ACCORDANCE WITH THE FAA APPROVED MEL. CONTINUED WITH MISSION WITH NO OTHER WARNINGS. SUSPECT APU COMPARTMENT TEMPERATURE HIGH DUE TO APU OPERATED FOR ALMOST AN HOUR BEFORE DEPARTURE AND WEATHER CONDITIONS IN KSUS WERE IN THE MID 90 DEGREES. NO DEFECTS OR REASON FOUND FOR FALSE WARNING OTHER THAN AIR TEMPERATURE AT THE TIME.

Part: COWL DOOR — INFLT SEPARATION (ZONE 400) · airframe 37,881 hrs · 30,161 cycles

DURING CRUISE. RIGHT ENGINE UPPER AND LOWER RIGHT COWLING DEPARTED AIRCRAFT.

Part: COWL DOOR — INFLT SEPARATION (ZONE 400) · airframe 37,881 hrs · 30,161 cycles

DURING CRUISE, RIGHT ENGINE UPPER AND LOWER RIGHT COWLING DEPARTED AIRCRAFT. 'THIS IS A RE-SUBMISSION DUE TO MISSING REGISTRATION NUMBER NOT LISTED IN 1. (C).

Part: SENSOR — FAULTED (RT ENGINE) · airframe 205,334 hrs · 17,431 cycles

RIGHT ENGINE ROLLED BACK AND SHUT DOWN ON DESCENT. REPLACED RH ENGINE INLET PRESSURE AND TEMPERATURE SENSOR WITH A SERVICEABLE INSPECTED/TESTED SENSOR. COMPLIED WITH GROUND RUN AND ADJUSTMENT PROCEDURES. NO DEFECTS NOTED. ALL WORK WAS ACCOMPLISHED IN ACCORDANCE WITH THE TFE731 LMM 72-02-01, CHAPTER 75-40-01.

Part: LINE — BROKEN (TAILCONE) · airframe 14,273 hrs · 11,937 cycles

AFTER THE CREW SELECTED GEAR DOWN FOR LANDING THEY DISCOVERED THEY HAD TWO GREEN AND THREE RED GEAR INDICATOR LIGHTS AND THE HYDRAULIC PRESSURE WAS INDICATING ZERO. THEY USED THE EMERGENCY GEAR SYSTEM TO OBTAIN THREE GREEN LIGHTS AND AN UNEVENTFUL LANDING WAS ACCOMPLISHED. TROUBLESHOOTING FOUND THE CAPILLARY LINE FOR HYDRAULIC PRESSURE WAS BROKEN. THE LINE WAS REPLACED WITH NEW, THE HYDRAULIC SYSTEM AND EMERGENCY SYSTEM WERE SERVICED, AND GEAR, FLAP AND SPOILER CHECKS ACCOMPLISHED IN ACCORDANCE WITH THE APPLICABLE PORTIONS FOR THE LEARJET 35/35A/36/36A MAINTENANCE MANUAL.

Part: FIRE WARNING — FALSE ACTIVATION (APU BAY) · airframe 10,922 hrs · 9,057 cycles

CREW NOTICED APU FIRE WARNING LIGHT ILLUMINATED, NO SECONDARY INDICATIONS OF APU OPERATION. FIRE BOTTLE DISCHARGED AS PRECAUTION. AIRCRAFT, APU, AND COMPARTMENT INSPECTED FOR FIRE DAMAGE. NO DAMAGE OR DEFECTS NOTED. APU AND FIRE EXTINGUISHING FOR APU DEFERRED PER KALITTA CHARTERS FAA APPROVED MEL. AIRCRAFT FLOWN BACK TO BASE FOR REPAIRS AND INSPECTION. APU AND FIRE DETECTION SYSTEM INSPECTED AND TESTED I.A.W. THE HAMILTON SUNSTRAND DOC. #T39-1 TGTAPU 49-20-00. FIRE BOTTLE REPLACED WITH SERVICEABLE OVERHAULED BOTTLE, CARTRIDGE'S REPLACED WITH NEW. SATISFACTORY APU AND FIRE WARNING SYSTEMS OPERATIONAL TESTING PERFORMED. NO DEFECTS NOTED. AIRCRAFT RETURNED TO SERVICE.

Part: CONTROL VALVE — FAULTED (AFT) · airframe 27,335 hrs · 21,352 cycles

CABIN PRESSURE LOSS @ FL 410. EMERGENCY DECENT INTO KICT WITHOUT INCIDENT. AIRCRAFT GROUND TESTED PRESSURIZATION SYSTEM IAW MM-99 21-30-00 WITH NO DEFECTS NOTED. DEFERRED PRESSURIZATION SYSTEM. AIRCRAFT FLOWN BACK TO HOME BASE KYIP FOR TROUBLE SHOOTING AND REPAIR. PERFORMED GROUND PRESSURIZATION CART TESTING AND TROUBLE SHOOTING OF SYSTEM IAW THE LEARJET MM-99 CHAPTER 21-30-00, 21-30-01, 21-30-02, 21-30-03. FOUND FLOW CONTROL VALVE WOULD MOMENTARILY RESTRICT FLOW INTO THE PRESSURE VESSEL. REPLACED FLOW CONTROL VALVE WITH OVERHAULED VALVE. OPERATIONAL TESTING PERFORMED WITH NO DEFECTS NOTED. AIRCRAFT RETURNED TO SERVICE.

Part: TERMINAL — SHORTED (LIGHT PANEL) · airframe 37,703 hrs · 30,043 cycles

PILOT EXPERIENCED SMOKE IN COCKPIT DURING APPROACH INTO KBKV AIRPORT, DECLARED AN EMERGENCY AND LANDED SAFELY. SOURCE OF SMOKE WAS COMING FROM OVERHEAD PANEL ABOVE CAPTAIN'S SEAT. NO CAUSE OR CORRECTIVE ACTION AT THIS TIME, MECHANIC DISPATCHED TO LOCATION FOR EVALUATION AND REPAIR. MAINTENANCE FOUND OVERHEAD PANEL LIGHTING TERMINAL POST SHORTED TO GROUND. CLEANED, REPOSITIONED AND INSULATED TERMINAL POST. OVERHEAD PANEL LIGHTING CHECKS SATISFACTORY, NO OTHER DEFECTS NOTED.

Part: FIRE LOOP — CRACKED (RT ENGINE TAIL P) · airframe 14,800 hrs · 10,486 cycles

AIRCRAFT FLYING DURING CRUISE, RIGHT ENGINE GAVE A MOMENTARY FIRE WARNING LIGHT. NO SECONDARY INDICATIONS NOTICED. AIRCRAFT DESCENDED TO DESTINATION AIRPORT KYIP WITH NO FURTHER ISSUES. AFTER INVESTIGATION, MAINTENANCE FOUND THE TAIL PIPE FIRE DETECT LOOP ELEMENT CRACKED AT THE BASE. REPLACED AFT TAIL PIPE FIRE LOOP WITH SERVICEABLE TESTED FIRE LOOP ELEMENT. NO DEFECTS NOTED. ALL WORK PERFORMED IN ACCORDANCE WITH THE LEARJET MM-99 CHAPTER 26-10-01.

Part: ELEMENT — UNKNOWN (ZONE 400) · airframe 14,773 hrs · 10,468 cycles

AIRCRAFT FLYING IN CRUISE AT FLIGHT LEVEL 370, RIGHT ENGINE GAVE A MOMENTARY FIRE WARNING LIGHT. NO OTHER SECONDARY INDICATIONS WERE NOTICED. AIRCRAFT DESCENDED TO DESTINATION KYIP WITH NO OTHER ISSUES. AFTER FURTHER INVESTIGATION, MAINTENANCE FOUND THE TAIL PIPE FIRE DETECT ELEMENT CHAFFING AGAINST TURBINE / EXHAUST CASE SHIELD. REPOSITIONED, REPLACED INSULATORS AT RETENTION CLAMPS. NO OTHER DEFECTS NOTED. SYSTEM TESTED WITH ENGINE RUN AT FULL POWER. FIRE DETECT SYSTEM TESTED SATISFACTORY. AIRCRAFT RETURNED TO SERVICE.

Part: NONE — NONE (AFT COMPARTMENT) · airframe 18,089 hrs · 11,522 cycles

AFTER DEPARTURE FROM KTEB, LEFT ENGINE FIRE WARNING LIGHT AND MASTER CAUTION LIGHTS ILLUMINATED. CREW TROUBLE SHOT, REDUCED POWER, SHUT DOWN ENGINE AND PROCEEDED TO SELECT LEFT THEN RIGHT ENGINE FIRE EXTINGUISHER INTO THE LEFT ENGINE. RETURNED TO KTEB. RESET AIRCRAFT POWER AND FIRE WARNING. CREW PERFORMED FIRE DETECT TESTING WITH NO ISSUES. COULD NOT DUPLICATE. FURTHER INVESTIGATION FOUND NO SIGNS OF FIRE OR EXCESSIVE HEAT DAMAGE TO THE ENGINE NACELLE OR PYLON. DETERMINED FAULTY FIRE DETECT CONTROL BOX. PART REPLACED WITH SERVICEABLE UNIT. REPLACED BOTH LEFT AND RIGHT HAND ENGINE FIRE EXTINGUISHER BOTTLES WITH OVERHAULED UNITS TO INCLUDE NEW FIRE CARTRIDGE'S.

Part: NONE — NONE · airframe 34,803 hrs · 28,279 cycles

CREW SUSPECTED FUEL LEAK FROM RIGHT SIDE. PRECAUTIONARY RIGHT ENGINE SHUT DOWN PERFORMED. INSPECTED AIRCRAFT FOR FUEL LEAKS, NONE NOTED. REMOVED LOWER ACCESS PANELS TO INSPECT FUEL TRANSFER AND CONTROL SYSTEM FOR LEAKS, NONE NOTED. PERFORMED ENGINE RUNS AND LEAK CHECKS AT IDLE AND FULL POWER, NO LEAKS NOTED. AIRCRAFT SAT OVERNIGHT WITH NO FUEL LEAKS NOTED ON THE RAMP THE NEXT DAY. PERFORMED FUEL CONTROL, TRANSFER AND QUANTITY INDICATION CHECKS, NO DEFECTS NOTED. COULD NOT DUPLICATE DISCREPANCY. AIRCRAFT FLOWN BACK TO BASE WITH ALL NORMAL OPERATIONS AND NO DEFECTS NOTED.

Part: DUCT — LEAKING (CARGO BAY) · airframe 14,292 hrs · 10,866 cycles

CREW REPORTED BAGGAGE FIRE LIGHT COMING ON INTERMITTENTLY. INSPECTED AND FOUND NO EVIDENCE OF FIRE NOTED. COULD NOT DUPLICATE FAULT. FOUND AIR DUCT LEAKING AT CONNECTION. REPLACED AFT HOT AIR DUCT IN AFT CLOSET AREA WITH SERVICEABLE DUCT. RUN UP AND LEAK CHECK SATISFACTORY.

Part: NONE — NONE (INTERNAL) · airframe 14,023 hrs · 10,056 cycles

AIRCRAFT WAS DESCENDING WITH POWER REDUCED WHEN THE MASTER CAUTION FLASHED. CREW NOTICED THE RIGHT OIL PRESSURE AND ITT LOW, N1, AND N2 WELL BELOW IDLE SPEED AND DETERMINED THE ENGINE ROLLED BACK. THE CREW DECIDED TO SHUT THE ENGINE DOWN. THEY LANDED WITH NO INCIDENTS. SUSPECT P2T2 SENSOR.

Part: CIRCUIT BREAKER — TRIPPED (DC BUSS) · airframe 25,394 hrs · 20,214 cycles

AIRCRAFT EXPERIENCED PARTIAL ELECTRICAL POWER LOSS. CREW WERE PERFORMING TRAINING ON RETURN LEG FROM KTEB OVER ATC APPROVED AREA NEAR HOME BASE KYIP. LEFT ESSENTIAL DC BUSS 40 AMP CIRCUIT BREAKER TRIPPED CAUSING THE 20 AMP ESSENTIAL BUSS TIE CIRCUIT TO TRIP. THIS RESULTED IN THE PARTIAL LOSS OF DC POWER. CREW REQUESTED ATC TO RETURN TO KYIP IN EMERGENCY SITUATION. REPLACED 40 AMP ESSENTIAL BUSS CIRCUIT BREAKER WITH NEW UNIT. PERFORMED ELECTRICAL LOAD CHECKS AND BUSS CHECKS IN ACCORDANCE WITH THE LEARJET 35/36/35A/36A MM-99 CHAPTER 24. AIRCRAFT TEST FLOWN FOLLOWING REPAIR WITH NO ISSUES OR DEFECTS NOTED.

Part: CASTING — CRACKED (LT WING) · airframe 13,921 hrs · 11,829 cycles

LEFT HAND TIP TANK CASTING WAS FOUND CRACKED AT THE TOP AFT END DURING ROUTINE INSPECTION. CRACK WAS REPAIRED IN ACCORDANCE WITH FAA FORM 8100-9, DRAWING NR R3557300012 REV.- RELEASED 8/29/2018.

Part: FRAME — CORRODED (FUSELAGE) · corrosion level 2 · airframe 20,502 hrs · 15,374 cycles

CORROSION WAS FOUND DURING AIRCRAFT INSPECTION OF THE FUSELAGE SKINS, STRINGERS AND FRAMES AT THE FOLLOWING LOCATIONS: 1. LEFT SIDE FUSELAGE AT FRAME 22 TO FRAME 25, TO INCLUDE STRINGERS 10L, 11L, 12L, 13L, 13AL AND 14L. 2. LEFT SIDE FUSELAGE AT FRAME 22 BETWEEN STRINGERS 9L AND 10L. 3. RIGHT SIDE OF FUSELAGE AT STRINGER 17R, BETWEEN FRAMES 14 AND 15 TO INCLUDE STRINGERS 15R, 16R, 18R, AND 19R. REPAIRS ARE BEING PERFORMED AT THIS TIME.

Part: FRAME — CRACKED (FRM 33) · airframe 35,945 hrs · 28,956 cycles

DURING AN EDDY CURRENT INSPECTION REQUIRED PER AD 2017-10-01, CRACKS WHERE FOUND IN THE BENDS BETWEEN THE VERTICAL FRAME AND FRAME FLANGE ON THE LEFT AND RIGHT SIDES OF FRAME 33. BOTH CRACKS ARE LOCATED BETWEEN STRINGERS 5L AND 6L AND STRINGERS 5R AND 6R. CRACKS TO BE REPAIRED PER DASSAULT FALCON ENGINEERING WITH DOA APPROVAL.

Part: FRAME — CRACKED (FUSELAGE) · airframe 33,753 hrs · 27,501 cycles

DURING AN EDDY CURRENT INSPECTION REQUIRED PER FAA AD 2017-10-01, CRACKS WHERE FOUND IN THE BENDS BETWEEN THE VERTICAL FRAME AND FRAME FLANGE ON THE LEFT AND RIGHT SIDES OF FRAME 33. BOTH CRACKS ARE LOCATED BETWEEN STRINGERS 5L AND 6L AND STRINGERS 5R AND 6R. CRACKS TO BE REPAIRED PER ENGINEERING WITH DOA APPROVAL.

Part: FRAME — CRACKED (FRM 33) · airframe 25,885 hrs · 20,512 cycles

DURING AN EDDY CURRENT INSPECTION REQUIRED PER AD 2017-10-01, A CRACK WAS FOUND IN THE BEND BETWEEN THE VERTICAL FRAME AND FRAME FLANGE ON THE LEFT SIDE OF FRAME 33. CRACK IS LOCATED BETWEEN STRINGERS 5L AND 6L AND IS APPROXIMATELY .75 INCHES LONG. CRACKS TO BE REPAIRED PER DASSAULT FALCON ENGINEERING WITH DOA APPROVAL.

Part: FRAME — CRACKED (FRM 33) · airframe 35,989 hrs · 28,844 cycles

DURING AN EDDY CURRENT INSPECTION REQUIRED PER FAA AD 2017-10-01, CRACKS WHERE FOUND IN THE BENDS BETWEEN THE VERTICAL FRAME AND FRAME FLANGE ON THE LEFT AND RIGHT SIDES OF FRAME 33. BOTH CRACKS ARE LOCATED BETWEEN STRINGERS 5L AND 6L AND STRINGERS 5R AND 6R. CRACKS TO BE REPAIRED PER DASSAULT FALCON ENGINEERING WITH DOA APPROVAL.

Part: HYDRAULIC LINE — CORRODED (ZONE 100) · airframe 30,180 hrs · 26,284 cycles

CREW NOTICED LOSS OF HYDRAULIC PRESSURE, PRESSURE GAUGE FLUCTUATING LOW. PERFORMED EMERGENCY GEAR EXTENSION AND LANDED WITHOUT TROUBLE. REPLACED HYDRAULIC LINE ASSEMBLY WITH NEW ASSEMBLY. PERFORMED SATISFACTORY HYDRAULIC PRESSURE CHECKS AND GEAR RETRACTION CHECKS IN ACCORDANCE WITH MM-99.

Part: UNKNOWN — SMOKE (CABIN) · airframe 21,205 hrs · 11,958 cycles

AFTER TAKE OFF, CREW NOTICED EXCESSIVE HEAT IN CABIN, SMOKE IN CABIN COMING FROM ARM REST DUCTING OUTLETS. BOTH ENGINE MODULATING SHUT OFF VALVES SELECTED CLOSED BY CREW, SMOKE QUIT, HEAT SUBSIDED. CREW DECLARED AN EMERGENCY AND RETURNED TO BASE. OPEN.

Part: MODULATING VALVE — FAULTY (BLEED AIR SYS) · airframe 21,205 hrs · 11,958 cycles

TROUBLESHOT EXCESSIVE HEAT IN CABIN, FOUND LEFT ENGINE MODULATING SHUT-OFF VALVE DEFECTIVE, STAYING IN FULL PRESSURE BLEED. VALVE WAS NOT REGULATING CORRECTLY. REPLACED VALVE WITH REPAIRED VALVE, PERFORMED PRESSURIZATION OPERATIONAL CHECKS. NO DEFECTS NOTED. ALL WORK PERFORMED IN ACCORDANCE WITH THE MM-99, 36-10-00.

Part: RELAY — INOPERATIVE (ELECTRICAL) · airframe 35,755 hrs · 28,678 cycles

LOSS OF AUX BUSS ELECTRICAL POWER. LANDING GEAR EXTENDED USING EMERGENCY PROCEDURES. FOUND AUX BUSS RELAY, 9-P, FAILED OPEN RESULTING IN AUX BUSS POWER LOSS. REPLACED THE RELAY, PERFORMED RETRACTION AND SYSTEMS CHECKS IAW THE MAINTENANCE MANUAL.

Part: FRAME — CRACKED (FRM 33) · airframe 29,233 hrs · 25,726 cycles

DURING EDDY CURRENT INSPECTION, CRACKS WHERE FOUND IN THE BENDS BETWEEN THE VERTICAL FRAME AND FRAME FLANGE ON THE LEFT AND RIGHT SIDES OF FRAME 33.

Part: DOOR FRAME — CRACKED (CARGO BAY) · airframe 35,545 hrs · 28,541 cycles

CRACKS FOUND IN CARGO DOOR LOWER FORWARD AND AFT FORMERS AT FRAME 11. THE FOLLOWING DAMAGED FORMERS REPLACED WITH NEW: P/N 17219-5105-1 FORMER 1-EA. P/N 17219-5105-2 FORMER 1-EA. ALL WORK DONE IN ACCORDANCE WITH AVCON INDUSTRIES INC. CARGO DOOR MAINTENANCE MANUAL, APPLICABLE LITTLE ROCK AIRMOTIVE DRAWINGS AND STANDARD INDUSTRY PRACTICES. REFERENCE FAA FORM 337 DATED 12/13/17.

Part: OIL SYSTEM — LEAKING (ENGINE) · airframe 19,577 hrs · 14,704 cycles

DURING CLIMB THROUGH FL310, THE LEFT ENGINE OIL PRESSURE DROPPING STEADILY, FOLLOWED BY A LOW OIL PRESSURE LIGHT AND MASTER WARNING. THE ENGINE WAS SHUT DOWN AND AN UNEVENTFULL LANDING WAS MADE. UPON INSPECTION, OIL APPEARED TO BE LEAKING FROM THE ENGINE DIPSTICK TUBE. THIS COULD NOT BE CONFIRMED THROUGH ENGINE GROUND RUN DUE TO LOSS OF OIL AND THE POTENTIAL FOR FURTHER DAMAGE TO THE ENGINE. THE DIPSTICK O-RING HAD BEEN PREVIOUSLY REPLACED DURING A ROUTINE ENGINE INSPECTION AND THE O-RNG APPEARS TOO SMALL FOR THE O-RING GROVE. O-RING EFFECTIVITY CODES LISTED IN THE ENGINE IPC ARE ALL THE SAME, THEY DON'T DIFFERENTIATE BETWEEN THE DIFFERENT DIPSTICKS SHOWN, ADDING CONSIDERABLE CONFUSION TO THE SELECTION PROCESS.

Part: COMPUTER — FAULTY (STALL WARNING) · airframe 13,006 hrs · 11,127 cycles

MOMENTARY PUSHER ACTIVATION WITH NO OTHER WARNINGS. REPLACED STALL WARNING COMPUTER WITH SERVICEABLE, REPAIRED COMPUTER. ALL WORK PERFORMED IN ACCORDANCE WITH THE MM-99, CHAPTER 27-31-00 PART 'D'.

Part: FRAME — CRACKED (FRM 33) · airframe 15,401 hrs · 11,274 cycles

DURING AN EDDY CURRENT INSPECTION, A CRACK WAS FOUND IN THE BEND OF THE FERRULE BETWEEN VERTICAL FRAME WEB AND FRAME 33 FLANGE JUST BELOW STRINGER 5R. CRACK LENGTH APPROXIMATELY 15MM LONG AND OVER 1.3MM IN DEPTH. CRACK TO BE REPAIRED.

Part: STICK SHAKER — FALSE ACTIVATION · airframe 13,006 hrs · 11,127 cycles

MOMENTARY PUSHER ACTIVATION WITH NO OTHER WARNINGS. AIRCRAFT IS STILL BEING TROUBLESHOT. OPEN

Part: FRAME — CRACKED (FRM 33) · airframe 25,288 hrs · 20,120 cycles

DURING EDDY CURRENT INSPECTION, A CRACK WAS FOUND IN THE BEND BETWEEN THE VERTICAL FRAME WEB AND FRAME FLANGE ON OF FRAME 33, APPROXIMATELY 20 MM BELOW STRINGER 5L, APPROXIMATELY 21 MM LONG AND OVER 1.3 MM IN DEPTH. CRACK TO BE REPAIRED.

Part: SKIN — CORRODED (FRAMES 7-9) · airframe 35,712 hrs · 28,814 cycles

CORROSION FOUND ON THE INSIDE OF THE SKIN ALONG THE SPOT WELDS ON THE RIGHT SIDE OF THE FORWARD FUSELAGE BETWEEN FUSELAGE FRAMES 7 AND 9, AND BETWEEN STRINGERS 20R-22R DURING ROUTINE INSPECTION. CORRODED MATERIAL REMOVED AND AN EXTERNAL SKIN PATCH INSTALLED PER DOCUMENT NO. 17-02 REV.A AND FAA FORM 8110-3.

Part: SKIN — CORRODED (FRAMES 7-9) · airframe 35,284 hrs · 28,345 cycles

SKIN CORROSION FOUND ON THE RIGHT SIDE OF THE FORWARD FUSELAGE BETWEEN FUSELAGE FRAMES 7 AND 9, AND BETWEEN STRINGERS 19 - 22R DURING ROUTINE INSPECTION. CORRODE MATERIAL REMOVED AND AN EXTERNAL SKIN PATCH INSTALLED RD 16-09 REV. A.

Part: SKIN — CRACKED (FUSELAGE) · airframe 29,599 hrs · 25,891 cycles

CRACKS FOUND ON THE LEFT SIDE OF THE NOSE WHEEL WELL BOX. REMOVED DAMAGED AREA AND INSTALLED PATCH IAW MFG ENGINEERING. NO RECOMMENDATIONS FOR RECURRENCE.

Part: SUPPORT BRACKET — CRACKED (ZONE 600) · airframe 19,008 hrs · 14,265 cycles

DURING ROUTINE INSPECTION, THE RT OTBD SPOILER ACTUATOR SUPPORT BRACKET WAS FOUND CRACKED. REPLACED BRACKET WITH NEW.

Part: CASTING — CRACKED (LT WING) · airframe 19,008 hrs · 14,265 cycles

DURING ROUTINE INSPECTION THE LT TIP TANK AFT CASTING, INTERNAL, WAS FOUND CRACKED. CRACK TO BE REPAIRED IAW FAA FORM 8110-3, DWG NR 12235-027, REV F, DATED 2/21/2000.

Part: SKIN — CRACKED (BS 221) · airframe 19,008 hrs · 14,265 cycles

DURING ROUTINE INSPECTION, A CRACK WAS FOUND ON THE LOWER FUSELAGE SKIN AT THE FORWARD LOWER CORNER OF THE MAIN ENTRY DOOR. CRACK TO BE REPAIRED IAW FIELD SERVICE ENGINEERING.

Part: ENGINE — FLAMED OUT (RIGHT) · airframe 35,161 hrs · 28,242 cycles

THE CREW REPORTED THAT WHILE CLIMBING TO THEIR CLEARED ALTITUDE, THE RT ENGINE FLAMED OUT. THEY DECLARED AN EMERGENCY AND ATC CLEARED THEM TO DESCEND FOR RELIGHT. WITH THE ENGINE RE-STARTED, THEY DIDN’T NOTICE ANY OPERATING ISSUES WITH THE ENGINE AND CLIMBED BACK TO THEIR CLEARED ALTITUDE AND COMPLETED THE TRIP TO THEIR DESTINATION WITH NO ISSUES. AFTER ARRIVAL, THE CREW INVESTIGATED THE INLET AND EXHAUST FOR ANY TYPE OF DAMAGE. NO DAMAGE FOUND. THE CREW ENTERED THE DISCREPANCY INTO THE FLIGHT LOG AND CLEARED THE DISCREPANCY IAW THE OPERATIONS MANUAL, CHAPTER 7, MECHANICAL IRREGULARITIES, REPORTING AND RECORDING TURBULENCE INDUCED FLAME-OUTS.

Part: FIRE WARNING — FALSE INDICATION (COCKPIT) · airframe 12,968 hrs · 12,312 cycles

PILOT REPORTED RIGHT FIRE LIGHT INTERMITTENT, NO EVIDENCE OF FIRE. COULD NOT DUPLICATE DISCREPANCY. CHECKED & CLEANED ALL GROUNDS ON FLAME DETECTORS & FUNCTIONALLY CHECKED FLAME DETECTORS IAW MM CHAPTER 26-10-00. SWAPPED UPPER FWD FLAME DETECTORS FROM LT TO RT ENG FOR TROUBLESHOOTING. PERFORMED ENG GND RUNS WITH NO DEFECTS NOTED.

Part: SKIN — CORRODED (LT WING) · airframe 14,621 hrs · 9,698 cycles

CORROSION WAS FOUND DURING ROUTINE INSPECTION ON THE LT LOWER WING SKIN PN 2322029, IN THE AFT DRY BAY BETWEEN SPAR 7 & 8. THE CORROSION WAS REMOVED & THE WING SKIN REPAIRED IAW FORM 8110-3 & DWG NR R3657100003 REV -.

Part: UNKNOWN — SMOKE (COCKPIT) · airframe 19,610 hrs · 15,778 cycles

AFTER TAKEOFF, THE PILOT NOTICED SMOKE IN THE CABIN AFTER THE AIR CONDITIONING VALVE STARTED OPENING TO PRESSURIZE THE ACFT. ACFT RETURNED TO BASE. TROUBLESHOT AIR CONDITIONING SYS, COULD NOT DUPLICATE. INSPECTED ENGINE OIL LEVELS FOR OVER SERVICING, NO DEFECTS NOTED. INSPECTED COOLING TURBINE, NO DFECTS NOTED. RAN ACFT AND GROUND CHECKED PRESSURIZATION SYS, NO DEFECTS NOTED. SUSPECT ACFT DE-ICING FLUID WAS INDUCED INTO 1 OF THE ENGINES WHILE PARKED ON RAMP. ACFT TEST FLOWN WITH NO ISSUES.

Part: SWITCH — UNKNOWN (RUDDER TRIM) · airframe 16,538 hrs · 16,165 cycles

RUDDER TRIM INOPERATIVE. COULD NOT DUPLICATE. TROUBLESHOT RUDDER TRIM SYSTEM, SUSPECT RUDDER TRIM SWITCH AND REPLACED SELECTOR SWITCH WITH NEW.

Part: PUMP — OVERHEATED (MEDICAL AIR) · airframe 18,783 hrs · 10,691 cycles

MEDICAL CREW NOTICED AN ODOR COMING FROM THE MEDICAL STRETCHER BASE. THEY FOUND THE PRESSURE PUMP WAS GETTING WARM AND ELECTED TO TURN UNIT OFF. ODOR WENT AWAY. CREW DEFERED THE STRETCHER BASE ELECTRICAL AND DISCONNECTED IT. OPERATED THE REMAINDER OF THE TRIP WITH THE MEDICAL AIR BOTTLES IN USE. MAINTENANCE FOUND PRESSURE PUMP BAD AND REPLACED WITH ANOTHER UNIT IN SERVICEABLE CONDITION. REMOVED FROM DEFERED ITEMS LIST. NO FURTHER ACTION TAKEN.

Part: SKIN — DAMAGED (ZONE 200) · airframe 25,122 hrs · 20,000 cycles

SMALL AREA OF SKIN WAS DAMAGED JUST FWD OF FUSELAGE FRAME 1, AND JUST ABOVE STRINGER 14R AT THE STATIC PORT NUT PLATE. THE DAMAGED SKIN IS TO BE REMOVED AND FLUSH PATCHED.

Part: SKIN — CORRODED (ZONE 100) · airframe 25,122 hrs · 20,000 cycles

EDDY CURRENT INSPECTION OF SPOT WELDED ON FUSELAGE SKIN FOUND CORRODED AT FRAME 29-33, STRINGER 18L-22L.