INTERNATIONAL JET AVIATION SERVICES INC.

(KDAL TO KAPA) AND THE FO WAS THE PILOT FLYING. THERE WERE NO PASSENGERS ONBOARD. AT CRUISE ALTITUDE (FL400) A R GEN LIGHT ILLUMINATED AND WE ACCOMPLISHED THE CHECKLIST. THE GENERATOR DID NOT RESET AND WE TURNED THE GENERATOR OFF. WE ALSO FELT A SLIGHT VIBRATION AT THIS TIME. FIVE TO TEN MINUTES LATER, WE GOT A R ENG VIB LIGHT FOLLOWED SHORTLY AFTER BY A R OIL PRESS LIGHT. THE OIL PRESSURE WAS AT 5 PSI AND THE CHECKLIST LED US TO SHUT THE ENGINE DOWN. WE DECLARED AN EMERGENCY AND ASKED FOR EMERGENCY EQUIPMENT TO STAND BY. ON FINAL, THE CONTROLLER ASKED IF WE WOULD CLEAR THE RUNWAY AND WE SAID WE PLANNED TO DO THAT. WE LANDED AT KAPA ON RUNWAY 17L AND ROLLED TO TAXIWAY A16, CLEARED THE RUNWAY, AND TAXIED IN. WE TOLD THE CONTROLLER WE WOULD NOT NEED FURTHER ASSISTANCE AND, FOLLOWING SHUTDOWN, NOTICED OIL ON THE RIGHT SIDE OF THE AIRCRAFT BEHIND THE RIGHT ENGINE.

RIGHT BEFORE WE ROTATED HOT BLEED AIR STARTED COMING INTO COCKPIT AND A LOT OF SMOKE. WE IMMEDIATELY DECIDED TO TURN BACK TO THE AIRPORT AND LAND. THERE WERE NO ANNUNCIATORS ON THE PANEL THAT INSINUATED BLEED AIR WAS IN OVERRIDE POSITION. ALL SWITCHES WERE IN THE NORMAL POSITION DURING TAXI AND TAKE OFF AND LANDING. THE CABIN GOT EXTREMELY HOT. THE PAX SAY THE FLOOR GOT EXTREMELY HOT. WE DID HAVE A LOSS OF POWER FLYING BACK INTO THE AIRPORT.

ABOUT 20 MILES FROM LANDING, ATC ISSUED INSTRUCTIONS TO SLOW TO 190 KTS. I USED THE AIRBRAKES TO SLOW, AND WHEN RETRACTING THE AIRBRAKES, THE PM NOTICED THE #2 HYD PUMP WARNING LIGHT FLICKER, ACCOMPANIED BY LOW PRESSURE AND NEAR ZERO QUANTITY. THERE WAS STILL RESIDUAL PRESSURE, SO I ELECTED TO START CONFIGURING FLAPS FOR LANDING (FLAPS ARE ON #2 SYSTEM). THE PM REFERRED TO THE CHECKLIST, WHICH LISTED THE ITEMS ON THE #2 SYSTEM: FLAPS, AIRBRAKES, NOSEWHEEL STEERING, AND EMERGENCY BRAKES. THERE WAS NO OTHER CONCERNS ABOUT GEAR OR MAIN BRAKES WHICH ARE ON THE #1 SYSTEM. WHEN CHECKING IN WITH CENTENNIAL TOWER, WE DID NOT DECLARE AN EMERGENCY, BUT DID ADVISE OF OUR #2 SYSTEM LOSS AND POSSIBLE STEERING DIFFICULTIES WHEN ATTEMPTING TO EXIT THE RUNWAY. WE LANDED WITH FLAPS 20 INSTEAD OF FULL FLAPS, ADDING 5 KNOTS TO REF SPEED PER THE AFM. DURING LANDING ROLLOUT, NORMAL BRAKES WORKED JUST FINE, AND AS I SLOWED TO TAXI SPEED, I WAS ABLE TO STEER WITH DIFFERENTIAL BRAKING AND CLEARED THE RUNWAY WITHOUT INCIDENT. STEERING CONTROL WAS ADEQUATE TO ALLOW NORMAL TAXI BACK TO THE RAMP. UPON SHUTDOWN, HYDRAULIC FLIUD WAS LEAKING FROM THE AFT SECTION OF THE AIRPLANE. OUR MECHANIC OPENED THE COWLING AND DISCOVERED A LOOSE FITTING ON THE MAIN PRESSURE LINE.

BETWEEN DBLSS AND HRPER AT FL340 THE CAS INDICATED MULTIPLE ISSUES WITH RED WARNING AND AMBER CAUTION MESSAGES. A/P DISENGAGED AND NEITHER PRIMARY OR SECONDARY TRIM APPEARED OPERATIVE. AURAL WARNING SYSTEM INDICATED AN OVERSPEED CONDITION DUE TO THE MACH TRIM AND AUTOPILOT WERE INOP. PULLED POWER TO FLIGHT IDLE. N1, ITT AND N2 STILL SHOWED AN INDICATION BUT OTHER ENGINE PARAMETERS AS WELL AS GEAR, SLATS, FLAPS, TRIM, FF, SHOWED DASHED LINES OR NOTHING. NOTICED FIRST LISTED CAS MESSAGE: EMER BUS FAILURE. CABIN ALTITUDE APPROACHING 10,000 FEET, CREW DONNED O2 MASKS, INITIATED RIGHT 90 DEGREE TURN, DEPLOYED AIR BRAKES AND BEGAN EMERGENCY DECENT THEN FOLLOWED APPROPRIATE CHECKLIST IN QRH, NOTICED CABIN ALTITUDE NEARING 14,000 FT MANUALLY DEPLOYED PASSENGER OXYGEN. CHECKLIST CONFIRMED THE "EMER BUS ALT FEED" AMBER CAS IN ADDITION TO "EMER BUS FAILURE" RED CAS. SELECTED "OVRRD L" SWITCH AND ALL SYSTEMS BEGAN TO COME BACK ON-LINE. LANDED RWY 15R AT KSPS. UPON INSPECTION IT WAS DISCOVERED THAT THE EMERGENCY BUS FEED BATTERY 60 AMP CIRCUIT BREAKER HAD POPPED, HAD A BROKEN LUG BUT STILL MAKING CONTACT. REPLACED BREAKER AND WIRE FEEDING THE BREAKER.

20 MINUTES INTO CRUISE AT FL380 PIC NOTICED A LOW HYDRAULIC PRESSURE AMBER LIGHT ON THE ANNUNCIATOR. A QUICK LOOK AT THE HYDRAULIC PRESSURE GAUGE SHOWED ZERO PRESSURE IN THE HYDRAULIC SYSTEM. PIC AND FO TOOK OUT THE QRH AND FOLLOWED THE APPROPRIATE CHECKLIST. THESE INCLUDED LO HYD PRESS LIGHT CHECKLIST, HYDRAULIC SYSTEM FAILURE/ALTERNATE GEAR EXTENSION CHECKLIST, AND HYDRAULIC SYSTEM FAILURE LANDING CHECKLIST WHILE CRUISING TO KAPA. DISCUSSED PLAN FOR HOLDING, TALKING WITH OPS AND INSTRUCTOR PILOT AT IJA TO ENSURE NOTHING WAS MISSED. DENVER ATC ELECTED TO JUST GIVE VECTORS RATHER THAN HOLDING. CHECKED WEATHER AT APA AND COMPLETED TOLD INFORMATION. 12 DEGREES CELSIUS, LIGHT WINDS, CLEAR SKIES AND LONG, DRY RUNWAY. LOWERED GEAR WITH ALTERNATE EXTENSION, FLEW A NO FLAP APPROACH AT VREF+20 PER CHECKLIST, LANDED, USED REVERSE THRUST AND THEN IT WAS NECESSARY TO USE EMERGENCY BRAKING TO CLEAR RUNWAY AND ENTER RAMP. ALTHOUGH WE DIDN'T EXPECT TO NEED FIRE TRUCKS, WE FELT IT WAS PRUDENT TO HAVE THEM STANDING BY JUST IN CASE OF ANY UNKNOWNS. AIRCRAFT PARKED AND TURNED OVER TO MAINTENANCE.

WINDSHIELD HEAT ELECTRICAL CABLE AND INSULATION BURNED INTERIOR COVERINGS ABOVE THE MAIN ENTRY DOOR. PROBLEM CAUSED BY WRONG WIRE SPLICE INSTALLED IN THE POWER CABLE.

AT FL30, THE PILOT REPORTED SMOKE IN THE COCKPIT. DECLARED AN EMERGENCY AND DIVERTED. NOTICED THE SMOKE WENT AWAY AND AFTER DESCENDING TO FL15, CANCELED THE EMERGENCY. PROBLEM WAS THE BLOWER MOTOR ON THE NR 1 IRU. NO C/B’S TRIPPED, AND NO SYSTEMS WERE COMPROMISED.

FUEL FILTER LIGHT ILLUMINATED INTERMITTENTLY IN FLIGHT.

ON SHORT FINAL, WHEN SELECTING FLAPS 20, GEAR DOWN, GEAR WAS VERY SLOW AND FLAPS UNRESPONSIVE BUT DID INDICATE 3 GREEN. WHEN SELECTED ANTI-SKID, OFF, PUMPED BRAKES IAW SOP, FELT GOOD PRESSURE THEN SELECTED ANTI-SKID, ON. AT THIS TIME HYDRAULIC PRESSURE WENT BELOW NORMAL OPERATING RANGE. BY SELECTING THE AUXILIARY PUMP ON THEY HAD FULL HYDRAULIC SYS FUNCTIONALITY AND WERE ABLE TO LAND WITH FULL USE OF FLAPS AND BRAKES BUT NO SPOILERS. AFTER SHUTDOWN, PILOT NOTICED HYDRAULIC FLUID DRIPPING FROM AFT OF EQUIPMENT BAY ACCESS DOOR. NO HYDRAULIC FLUID WAS VISIBLE IN SIGHT GAUGE, AT THIS TIME THE TRIP COULD NOT CONTINUE ON ITS INTENDED ROUTE. IT WAS FOUND THAT THE MAIN HYDRAULIC PRESSURE LINE WAS CHAFED THROUGH BY RUBBING ON THE 3-WAY VALVE, AND BOTH ENGINE-DRIVEN HYDRAULIC PUMPS WERE FOUND WITH NO DAMAGED DUE TO THE SHORT TIME OF OPERATION WITH LOW FLUID.

PILOT REPORTED A FLUCTUATION IN THE ROC INDICATOR, THEN A POP SOUND, FOLLOWED BY WHAT WAS BELIEVED TO BE A CABIN DEPRESSURIZATION. EXECUTED AN EMERGENCY DECENT AT WHICH THE PROBLEM CORRECTED ITSELF AT FL17.

PILOTS GOT A SPOILER LIGHT ON TAKEOFF ROLL. ABORTED TAKEOFF. DID COCKPIT TROUBLESHOOTING, WENT AROUND TO LINE UP FOR ANOTHER TAKEOFF. ROUGHLY 100 YARDS INTO SECOND TAKEOFF ATTEMPT, THE RT TIRES BLEW AT ALPHA 4 THEY CAME TO COMPLETE STOP AT ALPHA 14. ONCE STOPPED THE LT FUSE PLUGS BLEW. RT WHEELS & BRAKES WERE BER CAUSING DAMAGE TO ACFT SKIN, GEAR DOORS, GEAR ITSELF & WIRING AS WELL AS FLAP & WING FROM BRAKE & WHEEL FRAGMENTS.

CABIN WAS HOT. WAS NOT ABLE TO COOL DOWN TILL ABOUT 15 MIN AFTER TAKEOFF. PILOT ALSO REPORTED WHAT HE THOUGHT TO BE A BURNING SMELL IN THE CABIN DURING THAT TIME.

RIGHT ENG FIRE LIGHT ILLUMINATED IN CLIMB. LIGHT INTERMITTENTLY ILLUMINATED UNTIL IT REMAINED CONSTANT. PILOT FOLLOWED CHECKLIST & IT STARTED ILLUMINATING INTERMITTENTLY AGAIN. AFTER THE CHECKLIST WAS COMPLETED THE LIGHT STAYED ON, AT WHICH POINT THE PILOT ACTIVATED ENG FIRE EXTINGUISHING PROCEDURE & LANDED SAFELY.

NO DOWN & LOCKED INDICATION LIGHT FOR NOSE GEAR WHEN SELECTED DOWN FOR LANDING. ENG SYNC LIGHT WAS ON & LANDING LIGHTS WERE ON INDICATING TO CREW THAT GEAR WAS DOWN & LOCKED.

BURNING SMELL DETECTED WITH WING & STAB HEAT & NACELLE HEAT ON. POWER SETTING 75% - 80%.

FLIGHT CREW REPORTED THAT DURING TAXI OPERATION TOWARDS THE RUNWAY, THE NR 1 ENGINE BEGIN TO SURGE. CREW THEN RETURNED BACK TO FBO. MAINTENANCE TROUBLESHOT THE SYSTEM TO A FAULTY HMU. MX TEAM INSTALLED A REPAIRED HMU, AND NOTICED THAT DURING ENGINE GROUND RUNS, THE ENGINE WAS STILL SURGING. FURTHER TROUBLESHOOTING DETERMINED A FAULITY BOV SOLENOID VALVE. MX TEAM INSTALLED AN O/H BOV SOLENOID VALVE, PN 31B4197-05. ENGINE GROUND RUNS AND LEAK CHECK WERE PERFORMED WITH NO DEFECTS NOTED. THE ACFT WAS THEN RETURNED TO SERVICE.

NR 1 ENGINE FLAMED OUT WHEN THROTTLED TO IDLE FOR DESCENT. ENGINE WAS SUCCESSFULLY AIR STARTED. UPON LANDING THROTTLES WERE RETARDED AND NR 1 ENGINE FLAMED OUT AGAIN. MAINTENANCE PERSONNEL INSPECTED ENGINE INSTALLATION AND RE-RIGGED NR 1 ENGINE AIRCRAFT THROTTLE CONNECTOR AT ENGINE MAIN FUEL CONTROL. ENGINE OPERATED NORMALLY. NO RECENT MAINTENANCE TO THROTTLE CABLE OR FUEL CONTROL CONNECTOR WAS PERFORMED, HOWEVER MAIN BATTERIES HAD BEEN REMOVED AND REINSTALLED FOLLOWING SCHEDULED BATTERY SERVICING. SUSPECT LT THROTTLE CABLE WAS MOVED TO CLEAR LT BATTERY DURING REMOVAL/ INSTALLATION AND CAUSED CABLE TO COME OUT OF RIG. (K)

ON 10/25/03 AT APPROXIMATELY 2200Z THE AIRCRAFT DEPARTED ITH FOR PVD WITH 2 CREW AND 5 PASSENGERS. ON CLIMB FROM 10,000 TO FL 190 THE FLIGHT CREW SMELLED SMOKE. AT FIRST NO SMOKE WAS EVIDENT IN THE CABIN, THEN LIGHT SMOKE WAS DECLARED AND AN UNEVENTFUL LANDING WAS MADE AT HGA EIGHT MINUTES LATER. MAINTENANCE TROUBLESHOT THE PROBLEM TO A DEFECTIVE CABIN OVERHEAD BLOWER ASSEMBLY. THE MOTOR SMELLED BURNED, BUT DID NOT SHOW AND EVIDENCE OF FIRE DAMAGE. THE 20 AMP CABIN FAN CIRCUIT BREAKER DID NOT POP. THE OVERHEAD BLOWER WAS MEL`D AND THE AIRCRAFT WAS RELEASED. MFG RECOMMENDS 1200 HR OH PERIOD FOR THIS BLOWER MOTOR. MTR HAD APPROX 1100 HRS, REDUCE OH TIME TO 1000 HOURS.(K)

FLIGHT CREW REPORTED DISPROPORTIONED BRAKE (EFFECTIVENESS) ON LANDING, AT LOW SPEED. REMOVED AND REPLACED ANTI-SKID PRESSURE CONTROL VALVE WITH SERVICEABLE VALVE. TEST TAXI WAS PERFORMED BY SAME FLIGHT CREW AND BRAKES OPERATION WAS NORMAL.

FLIGHT CREW EXPERIENCED INTERMITTENT RIGHT ENGINE FIRE WARNING. AIRCRAFT LANDED AT INTENDED DESTINATION. MAINTENANCE TROUBLESHOT ENGINE PYLON WIRING WHICH IS THE USUAL CAUSE OF INTERMITTENT FIRE WARNINGS, AND COULD NOT RESOLVE PROBLEM. TROUBLESHOOTING MOVED INTO THE AIRCRAFT TAIL CONE WHERE THE RIGHT ENGINE FIRE DETECT CONTROL UNIT WAS DETERMINED INOPERATIVE. THE CONTROL UNIT WAS SWAPPED WITH LEFT TO CONFIRMED. A REPLACEMENT FIRE DETECT CONTROL UNIT WAS INSTALLED. SYSTEM WOULD NOT TEST. DISCOVERED CHAFED WIRE TO FIRE DETECT CONTROL IN WIRE BUNDLE WHICH CAUSED A SHORT IN ORIGINAL CONTROL. REPAIRED WIRE, TEST OF FIRE WARNING SYSTEM WAS NORMAL.

FLIGHT CREW AND PASSENGER NOTED BURNING ODOR AND HAZE IN CABIN. AIRCRAFT DIVERTED TO ALTERNATE AIRPORT FOR MAINTENANCE. A LEAK WAS FOUND IN BLEED AIR CROSS OVER DUCT FOR LEFT WING AND STABILIZER HEAT. A GASKET HAD FAILED ON THE CROSSOVER DUCT CONNECTION TO THE CABIN HEAT DUCT.

FLIGHT CREW AND PASSENGER NOTED BURNING ODOR AND HAZE IN CABIN. AIRCRAFT DIVERTED TO AN ALTERNATE AIRPORT FOR MAINTENANCE. A LEAK WAS FOUND IN BLEED AIR CROSS-OVER DUCT FOR LT WING AND STABILIZER HEAT. A GASKET HAD FAILED ON THE CROSSOVER DUCT CONNECTION TO THE CABIN HEAT DUCT.

AIRCRAFT EXPERIENCED BLOW OUT OF RT MAIN TIRE ON TAKEOFF. AIRCRAFT RETURNED TO LAND AND REMAINING TIRE ON RIGHT GEAR BLEW DUE TO OVERWEIGHT CONDITION WITH ONE TIRE USEABLE. ALL TIRES REPLACED, WHEEL ASSEMBLY INSPECTED, ANTI-SKID WIRING REPAIRED AND DAMAGED BRAKE HYDRAULIC HOSES WERE REPLACED.

LANDING GEAR WOULD NOT EXTEND WHEN GEAR HANDLE WAS SELECTED TO DOWN POSITION. FLIGHT CREW COMPLETED AN EMERGENCY LANDING GEAR EXENSION AND LANDED WITHOUT INCIDENT. MAINTENANCE JACKED AIRCRAFT AND DUPLICATED PROBLEM. LANDING GEAR TROUBLESHOOTING DETERMINED LANDING GEAR SELECTOR VALVE FAILED. PART WAS REPLACED AND A FUNCTIONAL CHECK OF THE GEAR SYSTEM WAS NORMAL.

NR 2 ENGINE FIRE WARNING LIGHT CAME N IN FLIGHT. AIRCRAFT LANDED AFTER NR 2 ENGINE WAS SHUTDOWN IN FLIGHT AS A PRECAUTION. MAINTENANCE PERSONNEL DISCONNECTED, CLEANED AND RECONNECTED, CLEANED AND RECONNECTED FIRE LOOP CONNECTOR ASSY AND FIRE DETECT TEST WAS NORMAL, AIRCRAFT RETURNED TO SERVICE.

NR 2 ENGINE FIRE WARNING LIGHT CAME ON IN FLIGHT. AIRCRAFT LANDED AFTER NR 2 ENGINE WAS SHUTDOWN IN FLIGHT AS A PRECAUTION. MAINTENANCE PERSONNEL DISCONNECTED, CLEANED AND RECONNECTED FIRE LOOP PLUG ASSEMBLY AND FIRE DETECT TEST WAS NORMAL, AIRCRAFT RETURNED TO SERVICE.

TUBE ASSEMBLY WAS FOUND CHAFED DURING A SCHEDULED INSPECTION OF HYDRAULIC PLUMBING IN TAILCONE. THE TUBE ASSEMBLY WAS REPLACED WITH A NEW TUBE ASSEMBLY. AIRCRAFT HAS HAD AFFECTED TUBE ASSEMBLY PREVIOUSLY REPLACED BY COMPLIANCE WITH SB 25-336. TUBE ASSEMBLYS IN TAILCONE CAN BE DIFFICULT TO INSPECT UNLESS VIEWED PROPERLY. A THROUGH VISUAL INSPECTION AT SCHEDULED INSPECTIONS AND WHEN THREE-WAY VALVES ARE REMOVED IS RECOMMENDED.

FLIGHT CREW EXPERIENCED AN AIRFRAME RUMBLE DURING TAKEOFF AND OPTED TO RETURN TO LANDING. MAINTENANCE CONFIRMED THE RUMBLE DURING GROUND RUN AND DETRMINED THE LEFT HAND STARTER GENERATOR CAUSING THE RUMBLE. A SERVICEABLE STARTER GENERATOR WAS INSTALLED, RUNUP GOOD AND AIRCRAFT APPROVE FOR RETURN TO SERVICE.

LT THROTTLE BINDING WHEN ADVANCED FOR TAKEOFF POWER. FOUND BINDING OF LEFT AFT ENGINE THROTTLE CONTROL DUE TO POSSIBLE EXCESSIVE ROUTING OF CONTROL TO CONFORM TO NACELLE SIZE. REROUTED CONTROL TO INCREASE RADIUS OF BEND INSIDE NACELLE AND CONTROL OPERATED NORMALLY.

CABIN COULD NOT MAINTAIN PRESSURIZATION AT FL350, MAINTENANCE PERFORMED A GROUND PRESSURIZATION FUNCTIONAL CHECK NORMALLY. A PNEUMATIC CHECK VALVE DISCOVERED WITH BROKEN SPRING WAS REPLACED, HOWEVER, INITIAL FLIGHT TEST WAS NOT SUCCESSFUL. MAINTENANCE TROUBLESHOT SUSPECTED LOSS OF PRESSURIZED AIR FROM RIGHT ENGINE AND REPLACED NR2 ENGINE FUEL CONTROL TO CORRECT IMPROPER BLEED VALVE SCHEDULING, WHICH RESULTED IN MAINTAINING A NORMAL BLEED AIR SUPPLY. TEST FLIGHT FOR PRESSURIZATION WAS GOOD.

AC COULD NOT MAINTAIN PRESSURIZATION AND INCREASE IN CABIN ALTITUDE RESULTED IN OXYGEN MASK DROP AND AURAL WARNINGS, AS APPROPRIATE. AC DESCENDED TO FL220 AND CREW WAS ABLE TO MANUALLY RESTORE CABIN ALTITUDE TO NORMAL. AC CONTINUED FLT TO HOME BASE, NORMALLY. AT SUBMISSION OF M&D REPORT, MALFUNCTION HAS NOT BEEN DETERMINED. 8010-4 WILL BE SUBMITTED ON DISCOVERY CAUSE OF PROBLEM.

PRIOR TO START, PILOT NOTED SMOKE AND BURNT ODOR IN AREA OF THROTTLE QUADRANT WITH SHIPS BATTERIES ON.MAINTENANCE DID TROUBLESHOOT AND DISCOVERED ODOR TO BE FROM GPS CONTROL UNIT IN PEDESTAL (GPS WAS INOPERATIVE) GPS UNIT WAS REMOVED FOR REPAIR AND AIRCRAFT DEFERRED FOR REMOVED GPS. AC RETURNED TO SERVICE.

AIRCRAFT EN ROUTE, WHEN PASSENGER NOTED ODOR AND SMOKE IN AREA AT LEFT REAR OF CABIN AT CARPETING. CARPET APPEARED HOT, UNDERSIDE MELTED. FLIGHT CREW DIVERTED TO LAS VEGAS. MAINTENANCE DISCOVERED TORN GASKET AT CABIN AIR DUCT, EXIT TO LT WING HEAT PLUMBING WHICH CAUSED HOT SPOT ON CARPET. GASKET ORDERED, DUCTING INSPECTED FOR INTEGRITY AND FOUND GOOD. INSTALLED NEW GASKET. (X)

PASSENGER INFORMED FLIGHT CREW OF SMOKE IN AREA AT LT REAR CABIN BY DIVAN SEAT AND NOTED CARPET APPEARED TO BE MELTED. AIRCRAFT DIVERTED TO LAS VEGAS AS EMERGENCY LANDING. MAINTENANCE DISCOVERED DEFECTIVE GASKET AT EXIT DUCT THAT ROUTES BLEED AIR TO LT WING. PART REPLACED AND RETURNED TO SERVICE. (X)

LANDING GEAR DID NOT RETRACT ON TAKEOFF; RETURN TO LAND. AIRCRAFT JACKED BY MAINTENANCE CONFIRMED THAT GEAR WOULD RETRACT TO ''IN-TRANSIT'' MODE ONLY. DETERMINED RIGHT MAIN GEAR ACTUATOR WAS LEAKING FROM WEEP-HOLE WHEN IN ''RETRACT'' POSITION AND A RETRACTION CYCLE COULD NOT BE COMPLETED. INSTALLED A SERVICEABLE RT MAIN ACTUATOR AND FUNCTIONAL TESTED GEAR OPERATION SATISFACTORY. RETURNED TO SERVICE. (X)

LANDING GEAR DID NOT RETRACT AFTER TAKEOFF. JACKED AIRCRAFT AND CONFIRMED PROBLEM. DETERMINED RIGHT GEAR ACTUATOR LEAKING FLUID FROM WEEP HOLE INDICATING AN INTERNAL LEAK. REPLACED ACTUATOR WITH SERVICEABLE ACTUATOR. (X)

LEFT INBOARD WHEEL BRAKE ASSY LEAKED HYDRAULIC FLUID. MAINTENANCE FOUND FITTING IN BRAKE HOUSING TO FLEX. HYDRAULIC HOSE WAS LEAKING. REPLACED O-RING AND BACK-UP RING ON FITTING. LEAK CHECKED AND BLED BRAKES. NO DEFECTS NOTED. (X)

PACKINGS LEAKED HYDRAULIC FLUID FROM LEFT INBOARD BRAKE FITTING BETWEEN HOSE AND BRAKE HOUSING. RAYTHEON ACFT SERVICES REPLACED PACKING AND O-RING AT BRAKE FITTING. BLED BRAKE SYSTEM AND SERVICED HYDRAULIC RESERVOIR. AIRCRAFT RETURNED TO SERVICE. (X)

AIRCRAFT HAD 2 FLAT TIRES AFTER LANDING. ANTI-SKID SYSTEM WAS NON-OPERATIONAL (DEFERRED STATUS) AND POSSIBLE POOR RUNWAY BRAKING CAUSE OF TIRE FAILURE. TIRE AND WHEEL ASSYS (4 EACH) WERE REPLACED. AIRCRAFT RETURNED TO BASE MAINTENANCE AND MADE NORMAL LANDING. (X)

LANDING GEAR WOULD NOT RETRACT WHEN 'GEAR UP' SELECTED. SNOW, ICE AND SLUSH WERE SUSPECT. AIRCRAFT WAS JACKED AND CLEANED OF ALL MOISTURE AND GEAR OPERATED NORMALLY. AFTER TAKEOFF WITH DE-ICED GEAR, LANDING GEAR DID NOT RETRACT AGAIN. AIRCRAFT WAS JACKED AND TROUBLESHOT. AFTER SEVERAL CYCLES, GEAR FAILED TO RETRACT. THE MAIN GEAR DOOR SELECTOR VALVE WAS DETERMINED TO BE INTERMITTENT AND WAS REPLACED. GEAR WAS CYCLED NORMALLY ON JACKS AND TEST FLOWN NORMALLY.