L. J. ASSOCIATES, INC.

NOTICEABLE YAWING WITH SMALL DISPLACEMENT BUMPS LEFT & RIGHT WITH AUTOPILOT ON OR OFF. INSPECTION FOUND RUDDER BIAS ACTUATORS DRAGGING AND SEALS NEEDED CLEANED AND LUBRICATED.

UPON REMOVING THE L/H AND R/H OVER-WING ACCESS PANELS FOR AN ZONAL INSPECTION, FOUND THE L/H AND R/H SIDE DRAG ANGLES ARE CRACKED AND THE R/H SIDE SUPPORT STRAP IS CRACKED AT TWO PLACES - BOTH ON THE SUPPORT STRAP. PROVIDED ENGINEERING DOCUMENTATION TO SUPPORT A PERMANENT REPAIR BY AEROSPACE QUALITY RESEARCH & DEVELOPMENT 4600 CLAIRE CHENNAULT STREET ADDISON, TX 75001. ENGINEERING REPAIR ORDER NO. ERO-973221, REVISION IR, TITLE: N674PP - OVERWING FAIRING CRACK - REPAIRS, FORM: AQRD-ENG-014 REV. C DATE: 09/19/2022. REPAIR PROCEDURES: L/H & R/H AFT UPPER DRAG ANGLE DAMAGE AND R/H CENTER FAIRING SUPPORT SPLICE STRAP(S) DAMAGE PERFORMED IAW WITH THE INSTRUCTIONS AND FIGURES PROVIDED WITHIN ERO-973221.

LEFT LANDING GEAR INDICATION LAMP INOP WITH LANDING GEAR SELECTED DOWN, NO OTHER WARNING INDICATIONS. EMERGENCY GEAR EXTENSION WAS PERFORMED. DIVERTED TO AN ALTERNATE AIRFIELD FOR LANDING FOR SAFETY WITH EMERGENCY EQUIPMENT. LAMP CAME ON UPON LANDING.

CABIN WOULD NOT PRESSURIZE.

DURING CRUISE FLIGHT A WHISTLE NOISE STARTED COMING FROM THE MAIN CABIN DOOR AND THE CABIN STARTED TO DEPRESSURIZE, PILOTS LANDED AT THE NEAREST AIRPORT WITHOUT INCIDENT.

ON DECENT THE "BAGGAGE SMOKE" INDICATION CAME ON, NO OTHER INDICATIONS TO CAUSE SMOKE WAS IDENTIFIED. UPON LANDING THE AIRCRAFT WAS SHUT DOWN AND THE MAIN POWER SWITCH WAS TURNED BACK ON AND THE BAGGAGE SMOKE INDICATION WAS OUT. A THOROUGH INSPECTION OF THE BAGGAGE COMPARTMENTS REVEALED NO SMOKE, NO SMELLS, NO BAGGAGE. COULD NOT DUPLICATE FAULT OR FIND FAULT IN SYSTEM. TEXTRON RECOMMENDED CLEANING THE SMOKE DETECTORS, THIS WAS PERFORMED AND FUNCTIONAL TEST WORKED WITHOUT FAULT. CHECK FLIGHT WAS PERFORMED WITHOUT FAULT.

DURING CRUISE FLIGHT THE CASS MESSAGE APPEARED (TRU FAIL L)THE PILOTS KNOWING THE SCHEDULED AIRPORT DID NOT HAVE MAINTENANCE DIVERTED THE AIRCRAFT TO THE NEAREST SERVICE CENTER LOCATION, THEY LANDED WITHOUT INCIDENT.

DURING CRUISE AT 40,000FT A LOUD BANG WAS HEARD AND THE CABIN STARTED TO DEPRESSURIZE, PILOTS FOLLOWED THEIR CHECKLIST AND DESCENDED AND LANDED ASAP. THE PROBLEM WAS THAT THE PRESSURIZATION DUCT AT THE WATER SEPARATOR CAME LOOSE FROM THE DUCT ASSY AIR TURBINE DISCHARGE THAT IS A CLAMPED ASSEMBLY. THE WATER SOCK WAS REMOVED AND REPLACED WITH NEW BEFORE THIS FLIGHT, THE SYSTEM WAS INSPECTED AND A FULL OPERATIONAL CHECK WAS PERFORMED BY PRESSURIZING THE AIRCRAFT TO MAX DIFF. NO DEFECTS WERE NOTED AT THAT TIME.

AFTER ENGINE START A LINE SERVICE ATTENDANT NOTICED FUEL COMING FROM THE RIGHT ENGINE COWLING AND LEAKING TO THE GROUND, HE SIGNALED THE PILOTS TO SHUT DOWN. A MECHANIC OPENED THE COWLING, INSPECTED THE ENGINE AND FOUND FUEL TO BE LEAKING FROM THE FUEL CONTROL WHEN PRESSURIZED. THE HMU WAS REMOVED AND REPLACED.

AFTER TAKEOFF THE GEAR HANDLE WAS SELECTED UP AND THE NOSE LANDING GEAR DID NOT RETRACT, THE CHECK LIST WAS FOLLOWED, THE GEAR WAS SELECTED DOWN AND INDICATIONS WERE THEN SAFE, THE AIRCRAFT LANDED WITH OUT INCIDENT AT KMKE. DURING TROUBLESHOOTING THE NOSE WHEEL STEERING UNIT WAS FOUND AT FAULT AND REPLACED.

PRIOR TO LANDING, THE PILOTS SELECTED GEAR DOWN AND THE LEFT MAIN GEAR INDICATION WAS NOT DOWN AND LOCKED, THE LEFT GEAR MISCOMPARE LIGHT WAS ON. THE PILOTS FOLLOWED THEIR CHECK LIST PROCEDURES AND DECLARED AN EMERGENCY, LANDED WITHOUT INCIDENT. MAINTENANCE PERFORMED A DOWNLOAD OF THE ARES SYSTEM AND THE CAUSE WAS THE LEFT MAIN LANDING GEAR UPLOCK SWITCH.

AIRCRAFT LEFT KLBE WITH NORMAL TAKE OFF AND CLIMB, AT CRUISE THE ENGINE WENT INTO MANUAL MODE, CHECK LIST WERE FOLLOWED AND PILOTS RETURNED TO BLOCK AT KLBE AND LANDED WITHOUT INCIDENT. A DOWNLOAD WAS PERFORMED ON THE DEECS AND THEY WERE SENT TO ENGINE AOG SERVICES, TROUBLESHOOTING DETERMINED THAT THE FAULT WAS THE TT2 SENSOR, THE SENSOR, WIRING, CONNECTORS AND DEEC ALL CHECKED GOOD, TT2 SENSOR WAS SWAPPED WITH OPPOSITE ENGINE, ENGINE RUNS WERE PERFORMED WITH NO FAILURES, MANUFACTURER RECOMMENDED TO RETURN TO SERVICE AND MONITOR. A TEST FLIGHT WAS PERFORMED WITH NO DISCREPANCIES AND WILL MONITOR. AIRCRAFT WAS RETURNED TO SERVICE.

DURING TAKE OFF, THE AIRCRAFT WOULD NOT PRESSURIZE IN AUTO OR MANUAL MODE DURING CLIMB, AIRCRAFT RETURNED TO DEPARTURE. FOUND THE OUTFLOW VALVE DEFECTIVE.

DURING CRUISE FLIGHT THE CREW REPORTED AN ECAS MESSAGE OF A WOW (WEIGHT ON WHEELS)MISCOMPARE. UPON SELECTING THE LANDING GEAR DOWN ON APPROACH THE MESSAGE CLEARED AND A NORMAL LANDING WAS ACCOMPLISHED. MAINTENANCE DISCOVERED THAT THE NOSE LANDING GEAR WIRING HARNESS HAD TWO BROKEN WIRES IN THE BUNDLE NEAR THE FLEXING POINT. HARNESS WAS REPLACED AND OPS CHECKED NORMAL.

AFTER TAKEOFF AIRCRAFT AGGRESSIVELY PITCHED UP AND REQUIRED ELEVATOR TRIM MORE THAN USUAL TO LEVEL AIRCRAFT. THE DECISION WAS MADE TO LAND FOR MAINTENANCE AND THE AIRCRAFT RETURNED TO ITS HOME BASEE. AFTER INSPECTING THE AIRCRAFT IT WAS FOUND THAT THE PITCH TRIM WHEEL INDICATOR PIN WAS LOOSE AND OUT OF ADJUSTMENT. ADJUSTED AND SECURED AS NECESSARY.

UPON LANDING GEAR RETRACTION ON DEPARTURE THE CREW NOTED THAT THE NOSE GEAR DID NOT RETRACT. THE HYDRAULIC LOW PRESSURE ECAS MESSAGE APPEARED ALONG WITH HYDRAULIC VOLUME LOW MESSAGE. PER THE CHECKLIST THE HYDRAULIC PUMPS WERE BOTH UNLOADED AND THE LANDING GEAR WAS EXTENDED USING THE EMERGENCY PROCEDURE AND AN EMERGENCY LANDING WAS ACCOMPLISHED USING THE EMERGENCY BRAKE HANDLE. UPON A SUCCESSFUL LANDING THE MAINTENANCE CREW OBSERVED THAT THE NOSE WHEEL STEERING CENTERING HOSE HAD RUPTURED ALLOWING THE FLUID TO ESCAPE.

DURING TAKEOFF FROM KMTJ THE PILOTS NOTICED THAT THE AIRSPEED INDICATIONS WERE IN DISAGREE, THEY CONTINUED TO CLIMB AND DETERMINED THAT THE DISAGREEMENT WAS WITH THE NR 1, NR 2 AND THE STANDBY SYSTEM SO THEY RETURNED TO KMTJ AND LANDED WITHOUT INCIDENT. MAINTENANCE WAS NOTIFIED AND THE PITOT STATIC SYSTEM WAS CHECKED AND CERTIFIED OK FOR SERVICE WITH THE FAULT CAUSED BY MOISTURE IN THE SYSTEM. THERE WAS A HARD RAIN THE PREVIOUS NIGHT WITH THE AIRCRAFT OUTSIDE, ALL PORTS WERE COVERED WITH THE STANDARD PITOT COVERS.

DURING TAKE OFF, THE LEFT ENGINE APPROACHED OVERTEMP AT APPROXIMATELY 85% WELL BELOW N1 OF THE DAY, ABORTED THE TAKE OFF AND RETURNED TO BASE. THE ENGINE WAS TROUBLESHOT AND IT WAS FOUND THAT THE LEFT SIDE BLEED PORT BELLOWS WAS SEPARATED AND LEAKING. THE PARTS WERE REPLACED AND OPERATIONALLY CHECKED THEN RETURNED TO SERVICE.

AFTER TAKEOFF, THE ANTI-ICE SYSTEM WAS ON AND THE RIGHT SIDE ENGINE & WING ANTI-ICE ANNUNCIATOR LIGHT WOULD NOT EXTINGUISH. RETURNED TO DEPARTURE AND LANDED WITHOUT INCIDENT. TROUBLESHOOTING FOUND THE WING TEMP SENSOR WAS AT FAULT.

AFTER TAKEOFF AND IN CLIMB WHILE RETRACTING THE FLAPS TO ZERO THE RIGHT ENGINE THRUST REVERSER UNLOCK LIGHT ILLUMINATED, THE EMERGENCY STOW SWITCH WAS ACTIVATED AND THE SYSTEM WORKED CORRECTLY. THE ARM LIGHT CAME ON AND THE UNLOCK LIGHT EXTINGUISHED. THE CHECKLIST WAS FOLLOWED AND THE AIRCRAFT DIVERTED TO KLBE AND LANDED WITHOUT INCIDENT. TROUBLESHOOTING DETERMINED THAT THE FAULT WAS WITH THE THRUST REVERSER STOW LIMIT SWITCH.

THE AIRCRAFT WAS FLYING IN CRUISE ABOUT 20 MILES NORTH OF KMGW AND THE RIGHT PFD DISPLAYED A RED X, RETURNED TO BASE FOR REPAIRS, THE INTEGRATED COMPUTER WAS REPLACED.

DURING A FLIGHT, THE PILOTS DIVERTED DUE TO THE LANDING GEAR DOWN AND LOCK INDICATION DID NOT ILLUMINATE. DECLARED AN EMERGENCY AND LANDED WITHOUT INCIDENT. THE GEAR INDICATION LAMPS WERE FOUND TO BE BURNED OUT AND WERE REPLACED.

AFTER TAKEOFF , THE CABIN DOOR ANNUNCIATOR ILLUMINATED AND THE CABIN ALTITUDE INDICATOR WAS INDICATING THAT THE AIRCRAFT WAS NOT PRESSURIZING. THE PILOTS CONTACTED THE TOWER AND RETURNED TO THE AIRPORT. UPON LANDING THE CABIN DOOR ANNUNCIATOR EXTINGUISHED. UPON INVESTIGATION IT WAS DETERMINED THAT THE CABIN DOOR LATCHING MECHANISM REQUIRED CLEANING TO FREE UP A STIFF OPERATION AND LUBRICATION OF THE LATCHING MECHANISMS IAW MAINTENANCE MANUAL 52-10-00 FIGURE 101 SHEET 1. THE DOOR WAS OPERATIONALLY CHECKED AND THE AIRCRAFT WAS RETURNED TO SERVICE.

DURING FLIGHT AND DECENT, THE LEFT MAIN LANDING GEAR INDICATION WAS NOT INDICATING IN THE DOWN POSITION, AFTER FOLLOWING THE AFM PROCEDURES, CONTACTED THE TOWER AND HAD THEM VISUALLY VERIFY THAT THE GEAR WAS DOWN. THE PILOT DECLARED AN EMERGENCY LANDED THE AIRCRAFT WITHOUT INCIDENT.

RIGHT VHF COMMS FAILED

DURING CRUISE FLIGHT THE CASS MSG APPEARED, LOW FUEL PRESS, IT LASTED FOR 20 MINUTES. ALL OTHER INDICATIONS WERE NORMAL, PILOTS ELECTED TO RETURN TO BLOCK. MSG WENT AWAY IN CRUISE, BEFORE DESCENT & LANDING WITH NO OTHER DIFFICULTIES.

AFTER TAKEOFF THE COPILOT ATTEMPTED TO PUT THE GEAR UP & THE SWITCH WOULD NOT RELEASE FROM THE DOWN POSITION. THEY RETURNED TO THE AIRPORT THEY TOOK OFF FROM. FURTHER INVESTIGATION FOUND THE GEAR HANDLE IS A KNOB, PN 0813502-1, ON A TOGGLE SWITCH PN 8858K44. THE KNOB IS ATTACHED & SCREWED ONTO THE TOGGLE PORTION OF THE SWITCH THAT HAS A SPRING LOADED TOGGLE, TURN THE KNOB TO TIGHT & IT WILL JAM THE SPRING MECHANISM. THE KNOB WAS ADJUSTED & THE SPRING MECHANISM WAS RELEASED TO OPERATE CORRECTLY.

DURING A WALK AROUND INSPECTION OF THE ACFT, IT WAS NOTICED THAT BOTH OF THE WING ANTI-COLLISION LIGHTS HAD WHAT APPEARED TO BE A BLACK PLASTIC REFLECTOR AS PART OF THE LIGHT ASSEMBLY, MELTED AND HANGING FROM THE LED LIGHT ASSEMBLY.

DURING CRUISE FLIGHT, THE PILOTS NOTICED THAT THE RT ENG AIR-CONDITIONING PACK WAS ILLUMINATED IN WHITE RATHER THAN GREEN INDICATION. THEY TRIED TO RESET THE PRV & IT REMAINED WHITE, OFF. THE SYS WAS ABLE TO BE PUT ON MEL BUT THE DECISION WAS MADE TO GO TO THE NEAREST MFG SERVICE CTR & HAVE IT CHECKED. THE ACFT RETURNED, IN DECENT THE SYS TURNED GREEN & OPERATED CORRECTLY. THEY LANDED WITHOUT INCIDENT. THE SYS WAS CHECKED & VERIFIED TO OPERATE NORMALLY. THEY COULD NOT DUPLICATE THE ISSUE & THE ACFT WAS RETURNED TO SERVICE. THE TRIP CONTINUED WITHOUT INCIDENT.

THE ACFT TOOK OFF & WHILE IN CRUISE THE COPILOTS AHRS FAILED, CAUSING THE LOSS OF HEADING & ATTITUDE, THE REVERSIONARY SYS WAS USED. THE PILOTS MADE THE DECISION TO DIVERT & A TECHNICIAN WAS DISPATCHED TO THE ACFT & IT WAS DETERMINED TO BE A FAULTY AHRS UNIT. THE PART WAS REPLACED & INSTALLATION PROCEDURES WERE FOLLOWED. OPERATIONALLY CHECKED & THE ACFT RETURNED TO SERVICE.

AFTER TAKEOFF THE ACFT DID NOT PRESSURIZE PROPERLY, THE PILOTS ATTEMPTED TO RESET THE PRESSURIZATION CONTROL SEVERAL TIMES THEN THE DECISION WAS MADE TO DIVERT FOR MAINTENANCE. A TECHNICIAN WAS DISPATCHED TO THE ACFT & ICY SLUSH WAS FOUND ON THE LG SQUAT SWITCHES WHICH WAS BELIEVED TO BE FROZEN. THE TAKEOFF WAS A FRESHLY PLOWED RUNWAY WHERE SNOW & SLUSH WERE PRESENT. THE ICE WAS CLEARED & THE SWITCH WAS ACTIVATED, THE SYS WAS OPERATIONALLY CHECKED & THE ACFT WAS TAKEN FOR A MX CHECK FLIGHT WHERE THE SYS FUNCTIONED PROPERLY. THE AIRCRAFT WAS RETURNED TO SERVICE.

IN DECENT AT 3000 FEET, CLEAR AIR, NO MOISTURE, CLEARED FOR VISUAL, REDUCED POWER FROM APPROX 75% N1 TO 68% N1 TO START DESCENT. THE MASTER WARNING ILLUMINATED & THE RT ENG SHUTDOWN UNCOMMAND. NO OTHER OBSERVATIONS NOTED TO CAUSE OCCURRENCE. COULD NOT DUPLICATE ON GND RUNS. THRU EXTENSIVE TROUBLESHOOTING COULD NOT FIND A DECISIVE DEFECTIVE PART, RIGGING OR AIRFRAME ISSUE. REPLACED FUEL CONTROL & FLOW DIVIDER AS A PRE-EMPTIVE MEASURE. BOTH HAD 934.6 HOURS OF OPERATION SINCE OVERHAUL.

SHORTLY AFTER TAKEOFF, THE MAIN CABIN DOOR UNLOCK LIGHT CAME ON, CHECKLIST WAS FOLLOWED & THE PILOT ELECTED TO RETURN TO BLOCK. THEY LANDED WITHOUT INCIDENT. THE DOOR ALONG WITH LATCHING SYS WERE INSPECTED BY AN A & P. THE SYS WAS OPERATIONALLY CHECKED & THE DETERMINATION WAS THAT THE DOOR WAS NOT LATCHED AGGRESSIVELY ENOUGH TO COMPLETE THE LOCK MECHANISM FROM THE BEGINNING. NO OTHER DEFECT NOTED.

ON APPROACH, DURING DESCENT THE PILOT OPERATED THE LANDING GEAR DOWN & THE RT MLG LOCK LIGHT DID NOT ILLUMINATE WITH NO OTHER WARNING INDICATIONS. CHECKLIST PROCEDURES WERE FOLLOWED & THE PILOT RETURNED TO BLOCK. ACFT WAS FLOWN WITH THE GEAR DOWN & ON ARRIVAL, THE TOWER WAS ASKED IF THE GEAR LOOKED DOWN & LOCKED AS WELL, THEY AFFIRMED THIS & THE ACFT LANDED WITHOUT INCIDENT.

AT FL400 EN-ROUTE THE CO-PILOT NR 4 MFD FAILED, THE APPROPRIATE CHECKLIST WAS FOLLOWED AND THE ACFT LANDED WITHOUT INCIDENT.

DURING CRUISE, THE PILOTS PFD FAILED, THE PILOT RAN THE CHECKLIST FOR A PFD FAILURE. APPROXIMATELY 25 MINUTES LATER, THE COPILOTS PFD FAILED. RAN THE CHECKLIST AGAIN. CONTINUED THE FLIGHT & LANDED WITHOUT INCIDENT.

DURING A PREFLIGHT, THE EXHAUST NOZZLE, MIXER, WAS NOTICED TO HAVE CRACKS THROUGHOUT. THE ACFT WAS GNDED & PUT INTO MX. THROUGH FURTHER INSPECTION WE HAD TO PERFORM A BORESCOPE INSPECTION & A VIBRATION SURVEY TO THE ENG & IT WAS OUT OF LIMITS. THE BORESCOPE INSPECTION DID NOT FIND ANY DEFECTS. THEY TRIED TO BALANCE THE FAN SECTION & IT WOULD NOT COME WITHIN LIMITS. THE LPT SECTION WAS REMOVED & IT WAS DETERMINED TO HAVE BLADE SHIFT. THE LOW PRESS TURBINE SECTION WAS REPAIRED, REINSTALLED WITH A NEWLY BALANCED FAN. A VIBRATION SURVEY WAS AGAIN PERFORMED & IT WAS WITHIN LIMITS. ALL OPERATIONAL CHECKS, ENG PERFORMANCE RUNS WERE PERFORMED & A CHECK FLIGHT TO VERIFY OPERATION.

DURING CRUISE FLIGHT THE PILOT STATED THAT THE RIGHT ENGINE ITT WAS FLUCTUATING FROM ZERO TO OPERATING TEMPERATURE SO HE RETURNED FOR MAINTENANCE. A WIRE IN THE ITT HARNESS TO THE ENGINE WAS BREAKING DOWN AND NEEDED REPLACED.

DURING PILOTS WALK AROUND ON PREFLIGHT THE PILOTS LT WINDSHIELD WAS FOUND TO BE CRACKED, SHATTERED.

DURING FLIGHT AT ALTITUDE THE RT THRUST REVERSER UNLOCK LAMP CAME ON WITH THE MASTER WARNING, THE PILOTS FOLLOWED THEIR CHECKLIST & WENT TO EMER STOW, THE UNLOCK LIGHT STAYED ON, THE PILOTS DIVERTED & LANDED WITHOUT INCIDENT. TROUBLESHOOTING WAS PERFORMED & FOUND TO BE THE THE RT THRUST REVERSER STOW SWITCH PN 53ND78304-1, THE SWITCH WAS REPLACED.

REJECTED TAKEOFF DUE TO BRIEF BATTERY OVER TEMP LIGHT. INSPECTION PERFORMED OF LEAD ACID BATTERY INSTALLATION & FOUND WITHIN LIMITATIONS. FOUND ZONE WARM DUE TO EXTENDED GND OPERATION WITH ADJACENT FREON AIR CONDITIONING SYS UNDER HIGH AMBIENT TEMPERATURES. OPENED AREA TO ALLOW COOLING, NO FURTHER MALFUNCTIONS. AFM EMER PROCEDURES FOR BATTERY OVER TEMP NOT APPLICABLE DUE TO LEAD ACID BATTERY INSTALLATION.

REJECTED TAKEOFF DUE TO BRIEF BATTERY OVER-TEMP LIGHT AT INITIAL POWER UP. RESOLUTION, INSPECTION PERFORMED ON LEAD ACID BATTERY INSTALLATION AND FOUND ZONE WARM DUE TO EXTENDED GROUND OPERATION WITH ADJACENT FREON AIR-CONDITIONING UNIT UNDER HIGH AMBIENT TEMPERATURES. OPENED AREA TO ALLOW COOLING, SYSTEM CHECKED OK. NO FURTHER MALFUNCTIONS. AFM EMERGENCY PROCEDURES FOR BATTERY OVER-TEMP NOT APPLICABLE TO LEAD ACID BATTERY INSTALLATION.

DURING CLIMB, THE RT ENGINE ITT GAUGE FAILED TO ZERO DEGREES, ACFT RETURNED TO DEPARTURE. FOUND WIRE HARNESS BROKEN.

AIRCRAFT WAS REPORTED AS HAVING A YAW ON APPROACH WHEN REDUCING POWER ON THE ENGINES. THE ROOT CAUSE WAS THE RT ENGINE FUEL CONTROL UNIT (FCU). THE FCU WOULD FLUCTUATE WHEN THE ACFT WAS ON APPROACH WHEN THE ENGINE POWER WAS BEING REDUCED. FCU REPLACED AND A VERIFICATION FLIGHT PERFORMED.

DURING FLIGHT, A PASSENGER CAME FWD AND SAID THERE WAS FUEL COMING FROM THE LT WING FUEL CAP. THE PILOTS REPORTED THAT DURING TRANSFER THE LT WING TANK WAS FULL AT 4800 LBS WHEN IT SHOULD HAVE BEEN AT 4500-4600 LBS EQUAL TO THE RIGHT.

DURING CLIMB, AT APPROX 8000 FT THE TAIL CONE DOOR CAUTION LIGHT ILLUMINATED, THE DOOR WAS CLOSED AND LOCKED BEFORE FLIGHT, UPON LANDING THE DOOR WAS STILL CLOSED AND LOCKED. THE LIGHT SWITCH WAS ADJUSTED TO REPAIR THE INPROPER INDICATION.

APPROXIMATELY 2.5 HRS AT 41,000FT, ENTERED INTO TURBULANCE AND WAVE ACTION. NR 2 ENGINE STARTED COMPRESSOR STALLING, THE N1 STARTED DROPPING AND THE ITT STARTED CLIMBING, THE THROTTLE WAS UNRESPONSIVE AND UPON SURPASSING 988C WITH THE N1 AT 46 PERCENT THE PILOT INITIATED AN ENGINE SHUTDOWN, NGINE SHUTDOWN AS REQUESTED AND THE FAN WINDMILLED AT 20 PERCENT THROUGHOUT THE REST OF THE FLIGHT. ACFT LANDED SAFELY WITHOUT FURTHER INCIDENT.

PILOT WAS ON TAKEOFF AND APPROACHING V1 AND THE "NO TAKE OFF" WARNING ANNUNCIATED, PILOT ABORTED TAKEOFF. DETERMINED A SWITCH WITHIN THE RT WING SPEED BRAKE CAUSED THE ISSUE. BAD SWITCH AND CORROSION WITHIN THE CONNECTOR WERE REPAIRED. ACFT RETURNED TO SERVICE.

RT ENGINE THRUST REVERSER ARM AND HYD PRESS ANNUNCIATOR CAME ON IN FLIGHT DURING CLIMB. INSPECTION FOUND SWITCH TO BE ON THE EDGE OF ADJUSTMENT FOR ACTIVATION.

DURING DESCENT, TRIED TO USE PRIMARY HORIZONTAL STABILIZER TRIM AND IT WOULD NOT TRIM TO NOSE UP, ONLY DOWN.