NORTHERN JET MANAGEMENT, INC.

COMING IN FOR LANDING JUST OUTSIDE THE FAF, I WAS PM AND MY FO WAS PF. CALLED FOR GEAR DOWN AND IT GAVE US 3 WHITE TRANSIENT LIGHT INDICATIONS, INDICATING THAT THE GEAR WAS NOT DOWN. I RECYCLE THE GEAR AND AUXILIARY HYDRAULIC PUMP BUT IT WOULD NOT COME DOWN. UPON COMMUNICATING WITH TOWER WE WERE ASKED IF WE WERE DECLARING AN EMERGENCY BY ASKING IF WE WANTED THEM “TO ROLL THE TRUCKS”. KNOWING WHAT HAD HAPPENED AND WHAT NEEDED TO BE DONE I SAID NO. WE NOTIFIED TOWER AND PERFORMED A LOW APPROACH TO VERIFY THE GEAR WAS INDEED NOT DOWN. WE DID JUST THAT, AND GOT A CONFIRMATION OF NO GEAR BY THE TOWER. WE DID A LAP AROUND THE PATTERN, I DROP THE EMERGENCY GEAR FREE FALL ON OUR CROSSWIND, TURNED BACK AROUND, AND LANDED WITH NO FURTHER INCIDENTS. UPON INSPECTING THE AIRCRAFT DURING A POST FLIGHT WALK AROUND WE FOUND HYDRAULIC FLUID LEEK ON THE LANDING GEAR.

WHILE CLIMBING AROUND FL300 TO FL400 THE RIGHT ENGINE SPOOLED DOWN TO APPROX 84% AND THE IGNITION CAME ON. THE MCT LIGHT WENT AWAY AND THE FUEL FLOW WAS REDUCED ON THE RIGHT ENGINE AS WELL. IT DID IT AGAIN LESS THAN A MINUTE LATER. WE LEVELED AT FL350 AND IT HAD REOCCURRED SEVERAL MORE TIMES DURING THE CLIMB. AT LEVEL OFF WHEN THE THRUST LEVERS WERE PULLED BACK THE PROBLEM CONTINUED. THROUGHOUT THE FIRST PART OF OUR DECENT THE ISSUE CONTINUED. WE HAD DECLARED AN EMERGENCY TO RSW AND THEN CHANGED THE DESTINATION TO APF. AT SOME POINT IN THE DECENT THE PROBLEM STOPPED AND WE LANDED WITHOUT INCIDENCE.

DURING CLIMB THRU FL220 THE R ENG OVHT CAS ILLUMINATED. WE RAN THE APPROPRIATE CHECKLIST AND RETURNED FOR A SINGLE ENGINE LANDING. DURING THE DESCENT THE LIGHT WOULD COME ON EVEN WITH THE ENGINE SHUT DOWN. WE WOULD CLEAR THE CAUTION AND IT WOULD RETURN A FEW MINUTES LATER. REFERENCE SDR UNIQUE CONTROL # 2022FA0000506 FROM 9-12-22 FOR SAME PROBLEM. DURING THIS LAST WRITE-UP MAINTENANCE FOUND THE CAS MESSAGE DISPLAYED WITH JUST POWER ON AIRCRAFT. INDICATING NO BLEED LEAK BUT A PROBLEM WITHIN THE SENSOR SYSTEM. MAINTENANCE MASSAGED WIRING IN SUSPECT AREA ABOVE BAGGAGE AND WAS ABLE TO TURN CAS MESSAGE OFF AND NOT GET IT TO COME BACK ON. WE ELECTED TO HAVE JET EAST(MRO PERFORMING THE AOG WORK) TO REPLACE 2-EA M81714/12-22D-2(SPLICES) AND 2-EA 6600141-3 (SENSORS). AFTER COMPLETION OF PART CHANGE THE CAS STILL REMAINED OUT WHILE MASSAGING WIRES. WE HAVE RETURNED THE AIRCRAFT TO SERVICE AND PLAN TO SWAP DCU'S IF THE PROBLEM RETURNS.

DURING CLIMB OUT, GOT A RIGHT ENGINE PYLON OVERHEAT CAS MESSAGE. REDUCED POWER WITH NO AFFECT. DIVERTED TO CVG AIRPORT.

RH ENGINE SURGING. WE DEPARTED (KLWB). WE WERE CLIMBING THROUGH APPROXIMATELY 26,000 FT IN CLEAR SKIES WITH ENGINES SET AT MCT POWER WHEN THE RIGHT ENGINE BEGAN TO SURGE. IT SURGED FROM 100% N1 TO APPROXIMATELY 80-85% N1. AT THE LOW END OF THE EACH SURGE THE IGN LIGHT ILLUMINATED INDICATING THAT THE IGNITERS WERE BEING ACTIVATED. THE RH ENGINE POWER LEVER WAS MOVED TO THE IDLE POSITION AND THE ENGINE OPERATED NORMALLY. WE DECLARED AN EMERGENCY WITH CENTER CONTROL AND THEY GAVE US A DESCENT TO 24,000 FT. ATC SUGGESTED HUNTINGTON WV AS AN OPTION FOR LANDING. THE WEATHER THERE WAS VMC. WE LANDED WITHOUT INCIDENT BUT CONSTANTLY MONITORED THE RH ENGINE IN THE DESCENT IN CASE THERE WAS A FAILURE OF SOME SORT THAT WOULD REQUIRE COMPLETE ENGINE SHUT DOWN. UPON LANDING WE TAXIED OFF THE RUNWAY AND HELD POSITION JUST OFF THE RUNWAY IN ACCORDANCE WITH THE CONTROL TOWER’S INSTRUCTIONS. THE RH ENGINE WAS SHUT DOWN AT THIS TIME AND THE FIRE FIGHTERS EXAMINED THE ENGINE BEFORE WE WERE GIVEN CLEARANCE TO TAXI TO THE FBO.

1: EMER BATT WHITE CAS MESSAGE AT CRUISE FOLLOWED BY MULTIPLE WHITE , YELLOW AND RED MESSAGES 2: BLOWN NUMBER 1 TYRE DUE USE OF EMERGENCY BRAKING THE INCIDENT OCCURRED DURING CRUISE APPROXIMATELY 2 HOURS AFTER TAKE OFF AT 41000 FEET THE WHITE EMER BAT LIGHT CAME ON FOLLOWED BY THE NO1 ENGINE WHITE CHIP LIGHT SHORTLY AFTER MANY NUMEROUS WHITE YELLOW AND RED WARNINGS APPEARED DIVERTED INTO KMCW WITH THE LOSS OF AUTO PILOT , NORMAL AIRSPEED AFTER FLAP 40 SELECTED, NOSE WHEEL STEERING LOSS , AND LOSS OF NORMAL BREAKING SENT PHOTOS TO MTC OF SOME OF THE FAILURES ON THE CAS .

FROM PILOT: WHILE IN CRUISE AT FL430, WE HEARD A LOW GRINDING SOUND FROM THE PILOTS WEMAC VENTS. WE CLOSED ONE VENT TO MUFFLE THE NOISE. THIS WORKED FOR A FEW SECONDS. THE SOUND GREW INCREASINGLY LOUDER. MY EYES WENT TO THE PRESSURIZATION CONTROLLER. IT STARTED TO JUMP FROM 000 TO 200 TO 400 AND BACKDOWN TO 200. IT THEN JUMPED TO 700 AND I CALLED FOR MASKS ON EMERGENCY DESCENT. THE CABIN CLIMBED RAPIDLY AND THE EMERGENCY PRESSURIZATION SYSTEM ENGAGED. DECLARED EMERGENCY AND DIVERTED TO ATHENS, GA. ESTIMATE 6-8 SECONDS FROM FIRST OBSERVATION TO EMERGENCY PRESSURIZATION. PASSENGER O2 MASKS DEPLOYED. RED CABIN ALTITUDE 10,000 FEET DISPLAYED.

THE PILOT LOST AILERON CONTROL WHILE AT CRUISE ALTITUDE. HE REFERRED TO THE QRH FOR AILERON CONTROL JAM AND USED THE SPOILERONS TO REGAIN CONTROL. HE MADE AN EMERGENCY DECENT AND LANDING. UPON INSPECTION, A MAINTENANCE TECHNICIAN DISCOVERED THAT THE AILERONS FROZE TO THE AILERON BRUSH SEALS ON THE REAR SPAR OF THE WING WHILE THE AIRCRAFT WAS AT CRUISE ALTITUDE. IN AN EFFORT TO PREVENT THIS FREEZING CONDITION, THE ROUTINE MAINTENANCE PROCEDURE FOR THE AILERON BRUSH SEALS IS TO LUBRICATE THEM WITH DOW CORNING GREASE EVERY 400 HOURS. HOWEVER THERE IS A WARNING IN THE PROCEDURE THAT STATES: "MAKE SURE THAT THE GAPS IN THE BRUSH SEAL ARE CLEAR OF LUBRICANT FOR MOISTURE TO DRAIN. AT HIGH ALTITUDE, IF THE BRUSH SEAL GAPS ARE NOT CLEAR OF THE LUBRICANT, WATER CAN COLLECT AND FREEZE. THIS CAN CAUSE DECREASED CONTROL WITH THE AILERON OR THE AILERON CAN FREEZE TO THE WING STRUCTURE". ALSO, STEP 10 OF THE AFM EXTERIOR PREFLIGHT CHECKLIST SAYS, "RIGHT AILERON — CHECK FREE MOTION, BALANCE TAB LINKAGE AND BRUSH SEAL CONDITION". EFFECTIVELY, THEY WANT YOU TO GREASE THE BRUSH SEALS BUT NOT TOO MUCH. IT IS MY OPINION THAT WITH NO CLEAR LUBRICATION CRITERIA, THIS SEEMS VAGUE AND SUBJECTIVE. ALSO, THE PREFLIGHT CHECKLIST PROCEDURE TO "CHECK THE BRUSH SEAL CONDITION" IS TOO VAGUE. CHECK IT FOR WHAT CONDITION? I CAUTIONED THE OPERATOR TO HEED THE WARNING IN THE MAINTENANCE PROCEDURE AND PREFLIGHT INSPECTION PROCEDURE.

WE HAD TO MANUALLY SHUT THE LEFT ENGINE DOWN TO 616KK. ON DECENT THROUGH THE MID 30'S, WE BEGAN TO EXPERIENCE A LEFT ENGINE PRESSURE SWING VARYING BETWEEN OVER 100 PSI TO AS LOW AS 20PSI. AT THIS TIME, WE ELECTED TO REDUCE THE POWER ON THE LEFT ENGINE TO SEE IF IT WOULD STABILIZE, WHICH IT DID. INITIALLY, AS PILOT FLYING, I REDUCED THE LEFT THRUST LEVER TO JUST UNDER HALF POWER AND THE PSI LEVELED OUT MID TO HIGH 40'S. SHORTLY AFTER STABILIZING, IT BEGAN TO CONTINUE TO REDUCE TO THE LOW TO MID 20'S AND A CORRESPONDING LT OIL PRESS LOW CAS RED MESSAGE APPEARED. WE PROCEEDED TO RUN THE QRH CHECKLIST WHICH GAVE US THREE OPTIONS, NONE OF WHICH MATCHED THE LOW PSI AND TEMPERATURE WE WERE EXPERIENCING. AT THIS TIME DUE TO CREW DISCUSSION AND MATCHING THE QRH CHOICES AS BEST WE COULD, WE ELECTED TO DECLARE AN EMERGENCY AND MANUALLY SHUT DOWN THE LEFT ENGINE. WE LANDED IN MFE WITH NO ISSUE, WHICH WAS OUR FINAL DESTINATION FOR THE PASSENGERS.

EXPERIENCED A LOSS OF PRESSURIZATION AT 43000 FT. CABIN BEGAN CLIMBING AT 900-1000 FT/MIN. EMERGENCY PRESSURE AUTOMATICALLY ACTIVATED AND CREW EXECUTED AN EMERGENCY DESCENT AND DIVERTED TO TERRA HAUTE (KHUF).

DURING INSPECTION, FOUND MINOR CORROSION ON THE FORWARD HINGE HALF OF THE CABIN DOOR. REPAIRED THE HINGE IAW S-680-0108/01RD.

DURING THE FIRST 48MTH MAIN LANDING GEAR AXLE BEAM ASSEMBLY BORESCOPE INSPECTION, CORROSION AND EXCESSIVE PAINT BUBBLING/FLAKING WAS NOTED INSIDE THE RIGHT MAIN GEAR AXLES.

DURING THE FIRST 48MTH MAIN LANDING GEAR AXLE BEAM ASSEMBLY BORESCOPE INSPECTION, CORROSION AND BUBBLING PAINT WAS NOTED INSIDE THE RIGHT MAIN GEAR AXLES. FOUND TO BE BEYOND LIMITS. RIGHT AXLE WAS REPLACED.

FLEW TO KLUK ABOUT 0700. A/C SAT ON THE RAMP UNTIL ABOUT 1530, ABOUT WHICH TIME WE DEPARTED FOR KGRR. APPROX 10 MINUTES INTO OUR FLIGHT APPROACHING FL250 WITH A CLEARANCE TO CLIMB HIGHER. ABOUT THIS TIME AND ALTITUDE, WE RECEIVED AN AMBER AP AIL MISTRIM EICAS MESSAGE TO WHICH THE 1ST OFFICER RESPONDED TO BY HOLDING THE CONTROLS AND DISCONNECTING THE AUTO PILOT. AT THAT TIME, HE SAID THAT HE WAS UNABLE TO CONTROL AIRCRAFT ROLL NORMALLY, DUE TO THE AILERONS BEING JAMMED OR FROZEN. CAPTAIN THEN TOOK CONTROL OF THE AIRCRAFT, CONTROLLED IT WITH RUDDER AND THRUST INITIALLY (MOSTLY RUDDER, WHICH WORKED GREAT), AND THEN PULLED THE ROLL DISC LEVER PER THE AFM. FOR SEVERAL REASONS, WE DECLARED AN EMERGENCY, RAN ALL THE APPROPRIATE CHECKLISTS FOR THIS CONDITION AND LANDED UNEVENTFULLY IN KGRR. THE WEATHER CONDITIONS IN KLUK FOR AT LEAST THE PREVIOUS FEW HOURS BEFORE OUR DEPARTURE INCLUDED LOW CEILINGS, NON-FROZEN PRECIPITATE AND TEMPERATURES APPROXIMATELY IN THE HIGH 40’S TO LOW 50’S FAHRENHEIT. OUR CLIMB OUT WAS ALMOST ALL IN IMC CONDITIONS AND IN LIGHT, NON-CONVECTIVE PRECIPITATION AND THE TEMPERATURES AT 25,000’ MSL WERE ABOUT -30 C.STS FOR THIS CONDITION AND LANDED UNEVENTFULLY IN KGRR.

DURING CLIMB OUT ON GEAR RETRACTION, THE GEAR INDICATORS REMAINED WHITE, INDICATION IMPROPER RETRACTION. THIS ACCOMPANIED WITH AMBER NWS FAIL ICAS. PERFORMED LOW PASS TO CONFIRM CONDITION WITH OBSERVING GND PERSONNEL. ALL GEARS WHERE CONFIRMED UP, BUT MAIN DOORS REMAINED OPEN. CYCLED GEAR DOWN & OBSERVED 3 GREEN NO WHITE INDICATION WITH NO NWS SWITCH ILLUMINATION. ELECTED TO PROCEED & PERFORM PRECAUTIONARY LANDING. FOLLOWED QRH CHECKLIST FOR THE CONDITION NWS FAIL INFLIGHT. A SAFE LANDING WAS ACCOMPLISHED WITH NORMAL INDICATIONS. UPON LANDING, MX NOTED THAT NOSE STRUT WAS FULLY DEFLATED & THIS WILL CAUSE NOSE WHEEL STEERING FAULT & CAUSE ABNORMAL LG INDICATIONS. STRUT REQUIRES REBUILD.

ON CLIMB OUT, WE PASSED THROUGH 2 LAYERS OF CLOUDS. THE FIRST LAYER WAS FROM ABOUT 1500FT TO 5000FT. THE ANTI-ICE WAS TURNED ON BUT WE DID NOT GET AN, ICE DETECT, CAS. THE SECOND LAYER OF CLOUDS WERE FROM ABOUT 9000FT TO 10500FT. THE ANTI-ICE WAS AGAIN ON & WE DID GET A, ICE DETECT, CAS. AFTER THE CAS WENT OUT AROUND 15000FT, WE TURNED THE ANTI-ICE OFF & CONTINUED. AROUND 15000FT, THE AUTOPILOT WAS ENGAGED. HAD A COUPLE BRIEF LEVEL OFFS AT AROUND FL190 & FL210, GIVEN 10-15 DEGREES OFF COURSE FOR TRAFFIC, CLEARED TO FL250 & GIVEN DIRECT ON COURSE FIX. WHILE PASSING THROUGH FL220 & IN A 2 - 5 DEGREE BANK THE AP AIL MISS TRIM CAS APPEARED. IT WAS THE FIRST OFFICER'S LEG TO FLY, WE DECIDED TO DISENGAGE THE AUTOPILOT & HAVE HIM HAND FLY. UPON DISCONNECT OF THE AUTOPILOT, HIS CONTROLS HAD FREE ELEVATOR CONTROL BUT LITTLE TO NO AILERON CONTROL. COULD MOVE THE YOKE ONLY A VERY LITTLE & WHAT HE COULD WAS STIFF. DECIDED TO DISCONNECT THE AILERONS & HAND FLY FROM THE LT SEAT. RETURNED BACK WITHOUT ANY FURTHER INCIDENT.

AIRCRAFT WAS CLIMBING THROUGH FL380, THE CREW GOT AN AMBER AP AIL MISTRIM CAS MSG. AUTOPILOT WAS DISENGAGED TO FIND THAT THEY HAD NO AILERON CONTROL. CONTROL WHEEL WOULD NOT MOVE FROM THE CTR POSITION. PERFORMED ROLL DISCONNECT, WAS ABLE TO CONTROL ACFT & LANDED. AFTER ACFT SHUTDOWN, THE CREW LET ABOUT 10 MIN GO BY, AT WHICH POINT THEY RE-ENGAGED ROLL DISCONNECT & THE CONTROL WHEEL & AILERON CONTROL OPERATED NORMALLY. INSPECTED AILERON SYS WITH NO CABLE OR TRAVEL DEFECTS NOTED. THEY NOTED AILERON BRUSH SEALS WERE DRY & SHOULD BE LUBED. DRY BRUSHES ALONG WITH THE RAIN STORM FROM THE PREVIOUS DAY CAUSED THE BRUSHES TO HOLD WATER & UPON CLIMB OUT THEY FROZE TO THE AILERON. THE FREQUENCY OF BRUSH SEAL LUBE IS NOW AT 12MTHS. THEY WERE BEING LUBED EVERY 300HRS.

CREW SELECTED GEAR HANDLE TO DOWN POSITION ON DESCENT & NO GEAR EXTENSION WAS INDICATED ON GEAR LIGHTS. ONLY THING NOTED WAS GEAR INTRANSIENT LIGHTS WHICH DENOTES GEAR DOORS HAVE DEPLOYED. CREW DECIDED TO USE EMER GEAR EXTENSION & GEAR WAS NOTED IN DOWN & LOCKED POSITION & THEN COMPLETED A NORMAL LANDING.

CORROSION FOUND ON LT SIDE MLG LEG FAIRING OUTER SKIN. REPAIRED IAW FIELD REPAIR.

CORROSION FOUND ON FUSELAGE KEEL SKIN & DOUBLER BETWEEN FRAMES 12 & 12A. REPAIRED IAW FIELD REPAIR INSTRUCTIONS.

FOUND CRACKED DENT IN FUSELAGE RT SIDE INTERCOSTAL UNDER LAVATORY FLOOR BETWEEN FRAME 16 TO FRAME 17. REPAIRED IAW FIELD REPAIR.

THE LT WINDSHIELD OUTER GLASS SURFACE FAILED DURING CRUISE. DIVERTED, DEPLOYED OXYGEN MASKS, AND DECLARED AN EMERGENCY. LANDING WAS SAFE AND UNEVENTFUL. NO PRESSURIZATION WAS LOST AS THE WINDSHIELD DID NOT LOOSE ITS SHAPE OR STRUCTURAL INTEGRITY.

ELECTRICAL SMOKE COMING FROM FMS, DIVERTED. REPLACED FMS AND RTS.

INFLIGHT ENGINE SHUTDOWN AT 41K FEET. PILOT NOTICED LEFT ENGINE OIL PRESSURE DROPPED INTO YELLOW AND RED. COMPLIED WITH MANUAL REQUIREMENTS AND SHUTDOWN ENGINE AND LANDED. REPLACED THE LT ENGINE OIL PUMP AND ACFT APPROVED FOR RETURNED TO SERVICE.

POST FLIGHT INSP REVELED ICE BUILD UP ON LT OTBD WING SLAT. PERFORMED ACFT RUN-UP TO TEST THE SLAT ANTI-ICE SYS AND USING A TEMPERATURE GUN FOUND THE SLAT TEMPERATURE ON THE OTBD SECTION TO BE HALF OF THE OTHER 3 SECTIONS. INSPECTION FOUND THAT THE HOT AIR SUPPLY HOSE TO THE OTBD SLAT WAS PARTIALLY BLOCKED BECAUSE OF A SEPARATION OF THE INNER LINER OF THE HOSE WHEN IT GETS WARM. WE REPLACED THE HOSE AND LEAK CHECKED THE SYS AND RETURNED THE ACFT TO SERVICE. NO FURTHER ISSUES.

DRIVE END BEARING FAILED IN PUMP MOTOR. (K)

DURING CRUSE FLIGHT THE PILOTS NOTED THAT MAIN HYDRAULIC SYSTEM LOST PRESSURE. INITIATED AN UNSCHEDULED LANDING. AFTER INSPECTION, THE LT ENGINE DRIVEN HYDRAULIC PRESSURE PUMP LINE WAS LEAKING. THE PRESSURE LINE AND BOTH HYDRAULIC PUMPS WERE REPLACED, WITH NEW PARTS, IAW THE MM.

DURING THE APPROACH INTO PALWAUKEE (PWK), THE GEAR HANDLE WAS SELECTED TO THE DOWN POSITION TO EXTEND THE GEAR. AFTER THE GEAR EXTENDED IT WAS NOTED THAT THE LEFT MAIN GEAR GREEN DOWN AND LOCK LIGHT WAS NOT ILLUMINATED. THE GEAR WAS CYCLED UP AND DOWN TWICE, AND AFTER THE SECOND EXTENSION THE EMERGENCY GEAR EXTENSION SYSTEM WAS DEPLOYED TO ENSURE THAT THE GEAR WAS DOWN AND LOCKED. THE GREEN LIGHT DID NOT COME ON. THE PILOTS DIVERTED TO O’HARE (ORD), AND AS THE LEFT GEAR CONTACTED THE RUNWAY THE LIGHT ILLUMINATED. THE AIRCRAFT WAS INSPECTED AND ISSUED A SPECIAL FLIGHT PERMIT AND REPOSITIONED TO GRAND RAPIDS (GRR) WITH THE GEAR DOWN.

THE GEAR HANDLE WAS MOVED TO THE EXTEND SELECTION DURING APPROACH TO GRR, THE GREEN INDICATOR FOR THE NLG DID NOT ILLUM. PERFORMED THE EMERGENCY PROCEDURES TO ENSURE THE NLG WAS DOWN AND LOCKED. THE NLG INDICATOR FAILED TO ILLUM. FLY-BY OF THE TOWER, TO VISUALLY CHECK THE NLG. IT APPEARED TO BE DOWN, A/C LANDED. THE GROUND FIRE AND RESCUE SYSTEM WAS IN PLACE DURING THE LANDING AND THE NLG DID NOT COLLAPSE. IT WAS DISCOVERED THE INTERNAL SWITCH OF THE NLG ACTUATOR FAILED. THE UNIT WAS REMOVED FROM SERVICE AND SENT OUT FOR REPAIR. AFTER FURTHER RESEARCH IT WAS DISCOVERED THE NLG ACTUATOR WAS REPLACED PER CESSNA SB550-32-48 R2 ON 10/12/2004 (1653.8 TT 1233 CYCL), AND WAS VERIFIED REPLACED PER SB550-32-48 R3 ON 7/29/2005. THE ACTUATOR WAS SENT OUT FOR A SWITCH REPLACEMENT ON 1/13/2006 AT 304 HRS AND 244 CYC IN SERVICE. THE FAILED SWITCH P/N: 1EN329R THAT WAS ON THE NOSE GEAR ACTUATOR P/N: 1548500-9 / 9912485-4, S/N: 704, HAS ACCUMULATED 1450.6 HOURS AND 1165 CYCLES TIME IN SERVICE.