Cutter Flight Management Inc.

The pilot’s failure to maintain directional control during a gusty crosswind landing.

Sanction: $8,000 · case closed 2024-06-21

Part: ACTUATOR — FAULTED (A/P TRIM) · airframe 3,093 hrs · 1,756 cycles

CLEARED TO DEPART RUNWAY 7L AND FLY HEADING OF 080 TO 3000 FT MSL. AFTER TAKE, TURNED TO HEADING 080 AND ENGAGED AUTOPILOT WHILE IN THE CLIMB. IMMEDIATELY AFTER ENGAGING THE AUTOPILOT RED MASTER CAUTION FLASHED. FIRST OFFICER SAID IT WAS FOR AUTOPILOT TRIM LIGHT. CLEARED DIRECT TO 7000 FT MSL AND DIRECT TO TUSTI ON LAXX1 DEPARTURE. ATTEMPTED TO RE-ENGAGE AUTOPILOT AND RED MASTER CAUTION AND RED AUTOPILOT TRIM LIGHT ILLUMINATED AGAIN. REQUESTED VECTOR AND MAINTAIN 7000 FT MSL SO WE CAN RUN CHECKLISTS. CLEARED HEADING 210 AND TRIED TO RE-ENGAGE AUTOPILOT. NO SUCCESS. DECLARED EMERGENCY FOR AUTOPILOT FAILURE AND REQUESTED TO HEAD BACK TO LAX. REVIEWED FCS DIAGNOSTICS AND SAW NO ERRORS. FOUND THE FAILURE IN LRU DIAGNOSTIC HISTORY. PERFORMED THE TROUBLESHOOTING GUIDE FLOW CHART, WITH NO FAULTS. SWAPPED THE FCC CARDS WITH REFERENCE TO LEAR JET 60/60XR MM 31-40-01. MOVED P/N 822-0592-407 S/N 373 FROM SPOT 1 TO SPOT 2. MOVED P/N 822-0592-407 S/N 683 FROM SPOT 2 TO SPOT 1. PERFORMED AUTOPILOT FUNCTIONAL TEST. SYSTEM FAILED AT STEP 11(G). AGAIN PERFORMED THE TROUBLESHOOTING GUIDE FLOW CHART WHICH REVELED THE TRIM ACTUATOR TO BE SUSPECTED BAD. INSTALLED OVERHAULED PITCH TRIM ACTUATOR P/N: 622-5027-002 S/N: 1LW5P. REFERENCE 22-10-03. PERFORMED AUTOPILOT FUNCTIONAL TEST WITH REFERENCE TO LEAR JET 60/60XR MM 22-10-00.

Part: VENT — MECHANIC ERROR (LT NACELLE) · airframe 639 hrs · 386 cycles

LEFT ENGINE BLEED LEAK CAS MESSAGE DURING CLIMB OUT AT 21,000 FT. PILOT DEVIATED TO KBRO WITH NO INCIDENT. DISCOVERED L ENGINE VENTILATION SLOTS WERE FOUND SEALED OVER. REMOVED EXCESS SEALANT FROM SLOTS PER HONDA TECH SUPPORT. GROUND IDLE AND POWER RUNS SUCCESSFUL. AIRCRAFT RETURNED TO KPHX WITH NO FURTHER ISSUE.

Part: TUBE — SEPARATED (A/C PACK) · airframe 4,847 hrs · 2,488 cycles

CLIMBING THROUGH 5000 FEET AN AUDIBLE BANG WAS HEARD WITH SMOKE/VAPORS VISIBLE IN THE COCKPIT. CREW TURNED OFF BLEED AIR AND AIR CONDITIONING. THE COCKPIT CLEARED AND THE CREW REQUESTED TO RETURN TO KPHX. APPROACH CONTROL ASK THE REASON FOR RETURNING AND THE CREW REPORTED, SMOKE IN THE COCKPIT. ATC DECLARED AN EMERGENCY FOR THEM AND PROVIDED VECTORS TO FINAL. COMPANY MAINTENANCE PERSONNEL INSPECTED THE AIRCRAFT AND FOUND THE ALUMINUM TUBING GOING TO THE EXPANSION VALVE OF THE VAPOR CYCLE AIR CONDITIONING SYSTEM SEPARATED FROM THE VALVE. FURTHER INSPECTION REVEALS THE FLARE OF THE TUBING HAD CRACKED AT THE FLARE RADIUS AND SEPARATED FROM THE TUBING, CAUSING THE LINE TO FAIL UNDER PRESSURE.

Part: STRUT — LOW (NLG) · airframe 341 hrs · 302 cycles

DURING DEPARTURE FROM THE CREW REPORTED A WEIGHT ON WHEELS MISSCOMPARE CAS MESSAGE AND THE HANDLE WAS LOCKED OUT. THE CREW DECLARED AN EMERGENCY LANDING, NORMAL LANDING, AND TAXIED TO THE SERVICE CENTER. THE CAS MESSAGE HISTORY WAS CHECKED AND TWO INSTANCES WERE FOUND OF NOSE LANDING GEAR MISSCOMPARE. A CONTINUITY CHECK WAS CONDUCTED ON THE NOSE LANDING GEAR SQUAT SWITCH. ALL FINDINGS WERE NORMAL. THE NOSE OF THE AIRCRAFT WAS JACKED AND IT WAS NOTED THAT THE GEAR DID NOT FULLY EXTEND. THE FAILURE OF THE NOSE LANDING GEAR TO FULLY EXTEND WILL CAUSE BOTH A WOW MISCOMPARE AND THE LOCKOUT OF THE CREW LANDING GEAR ACTUATION HANDLE. PERFORMED A FULL SERVICE OF THE NOSE GEAR AND CONDUCTED A TEST OF NOSE GEAR AND FOUND THAT IT WOULD FULLY EXTEND AT THIS TIME. CONTACTED OUR TEAM AND WERE ADVISED TO PERFORM A FULL REPACK OF THE NOSE LANDING GEAR. REPACK WAS COMPLETED AND SUCCESSFUL OPERATIONAL TEST OF LANDING GEAR WAS CONDUCTED. AIRCRAFT RELEASED 04-08-18

Part: SKIN — DENTED (HORIZONTAL STAB) · airframe 350 hrs · 378 cycles

DURING A ROUTINE POST FLIGHT INSPECTION SEVERAL DENTS WERE NOTED ON THE HORIZONTAL STABILIZER LEADING EDGES. FURTHER INSPECTION OF THE AIRCRAFT SHOW NO OTHER DAMAGE TO ANY OTHER SURFACES. THE HORIZONTAL STABILIZER DAMAGE APPEARS SIMILAR TO WHAT YOU WOULD SEE FOR HAIL DAMAGE EXCEPT IT DOES NOT COVER THE ENTIRE SPAN OF THE LEADING EDGE. THE LEADING EDGE DAMAGE WAS MAPPED AND SENT TO HONDA AIRCRAFT CO. FOR EVALUATION. IT WAS DETERMINED THAT DAMAGE WAS OUT OF LIMITS AND REQUIRED REPLACEMENT. THE LEADING EDGES WERE REPLACED WITH NEW. OPERATOR REPORT SHOWS THE AIRCRAFT ENCOUNTERED "LIGHT ICING" CONDITIONS ON THE PREVIOUS FLIGHT DURING CLIMB FOR ABOUT 5-10 MINUTES. WITH DAMAGE ONLY ON FRAGMENTED AREAS OF THE HORIZONTAL STABILIZER AND NOT OTHER SURFACES, IT IS SUSPECT THAT ICE LIBERATING FROM OTHER SURFACES IMPACTED THE TAIL DURING CLIMB.

Part: FUEL CONTROL — DEFECTIVE (ENGINE)

FCU WILL NOT PRODUCE MINIMUM ROTOR RPM.

Part: SHAFT SEAL — LEAKING (STARTER DRIVE)

STARTER DRIVE SEAL IS LEAKING.

Part: SPRING — DEFECTIVE (M/R FLAPPING)

M/R FLAPPING SPRING IS DEFECTIVE.

Part: SPRING — DEFECTIVE (M/R FLAPPING)

M/R FLAPPING SPRING IS DEFECTIVE.