N150MB
Registered owner: W5 EQUIPMENT LEASING LLC, MO (owner ≠ operator)
Operators of this aircraft
Who operated this tail, and how firmly we know it.
No operator established for this aircraft.
Accident & incident history
No NTSB accidents or incidents on file for this aircraft.
Maintenance disclosures
APU FIRE INDICATION IN FLIGHT, AT 17,000 305 KNOTS, A MINUTE AND HALF AT ALTITUDE.
REPLACED APU BAY FIRELOOPS. SECURED AN EXHUAST DUCT CLAMP. R/R FIREWALL SENSING ELEMENT â R/R BOTH FIREWALL SENSING ELEMENT AS PER BD-100 AMM 26-13-000-801. R/R EDUCTOR SENSING ELEMENT â R/R BOTH EDUCTOR SENSING ELEMENT AS PER BD-100 AMM 26-13-01-000-801. R/R APU FIRE BOTTLE â R/R APU FIRE BOTTLE AS PER BD-100 AMM 26-21-01. R/R APU FIRE BOTTLE SQUIB #3 â R/R APU BOTTLE SQUIB #3 AS PER BD-100 AMM 26-21-05. INSPECTION OF THE APU â C/W WITH THE INSPECTION OF THE APU IRW WITH BD-100 AMM 49-16-05. QUANTITY CHECK OF THE OIL SUPPLY IN THE APU â C/W APU OIL QUANTITY CHECK AS REQUIRED. LEVEL IS SATISFACTORY. ALL WORK PERFORMED IRW BD-100 AMM 12-14-09.
AT 17,000 FEET WE GOT THE INDICATION OF APU FIRE. THE APU ENGINE FIRE SWITCH WAS PUSHED. THEN THE BOTTLE WAS DISCHARGED AND THE APU FIRE INDICATION WENT OUT. WE DECLARED AN EMERGENCY AND LANDED IN TETERBORO WHERE THE FIRETRUCKS FOLLOWED THE AIRPLANE AND THEN CHECKED THE TAIL OF THE AIRPLANE TO VERIFY THERE WAS NO FIRE ON THE GROUND.
REPOSITIONING FLIGHT KAPF-KISM, THE CAPTAIN IS THE PILOT MONITORING, AND THE FIRST OFFICER IS THE PILOT FLYING. DURING THE CLIMB OUT AT AN ALTITUDE OF 10,000 FT, THE CREW RECEIVED AN APU FIRE INDICATION. PM (CAPTAIN) FOLLOWED THE IMMEDIATE CHECKLIST ITEMS AND PUSHED THE APU FIRE BUTTON FOLLOWED BY THE EXT 2 BUTTON TO DISCHARGE THE #2 FIRE EXTINGUISHER INTO THE APU. APU FIRE INDICATION CEASED AND THE APU WAS SHUT DOWN BECAUSE OF THE APU FIRE BUTTON PUSH. THE CREW DECLARED AN EMERGENCY AND DIVERTED TO KRSW WHICH WAS RIGHT BELOW THE AIRPLANE'S FLIGHTPATH. CONTINUED FOR A SAFE LANDING ON RUNWAY 06 AT KRSW. UPON FURTHER INSPECTION OF THE AIRPLANE BY THE FLIGHT CREW AND AIRPORT FIRE CREWS, NO PHYSICAL INDICATIONS OF FIRE WERE PRESENT.
AFTER 6 FLIGHTS SINCE THE LAST ISSUE WITH THE GEAR DEPLOYMENT, THE AIRCRAFT OPERATED NORMALLY. THE 6TH FLIGHT FROM KOAK INTO MYEH THE GEAR DID NOT DEPLOY AS REQUESTED. DUE TO THE LONGER FLIGHT THE AIRCRAFT DID NOT HAVE AS MUCH LUXURY TO TURN BACK TO THE STATES, THEY UTILIZED THE ALTERNATE GEAR PROCEDURE AND WERE ABLE TO DEPLOY THE GEAR AND LAND WITH NO ISSUES. MEL 32-30-01 PROVIDES OPERATIONAL PROCEDURES TO UTILIZE THE AIRCRAFT WITH THE GEAR IN THE DOWN AND LOCKED POSITION. WE UTILIZED THESE PROCEDURES TO REPOSITION THE AIRCRAFT INTO KFXE AND SEVERAL COMPONENTS WERE CHANGED DURING THIS EVENT. TROUBLESHOOTING WAS PERFORMED PER THE PROCEDURES RECOMMENDED BY BOMBARDIER FOR THE PREVIOUS EVENT AND NO NEW ISSUES WERE FOUND.THE GEAR HANDLE / TAWS PANEL AND THE LANDING GEAR SELECTOR VALVE WERE BOTH REPLACED. WE HAVE BEEN MONITORING THE SITUATION WITH BOMBARDIER OVER THE NEXT TWO FLIGHTS AND WE HAVE OPTED TO CHANGE THE PROXIMITY SYSTEM ELECTRONIC UNIT AS WELL.
LANDING GEAR UNABLE TO DEPLOY AFTER 4 ATTEMPTS. DIVERTED AIRCRAFT INTO KOPF FROM MYNN AND DURING ALTERNATE GEAR DEPLOYMENT PROCEDURE, THE UNITS DEPLOYED NORMALLY WITHOUT ISSUE AND SECURED INTO THE DOWN AND LOCKED POSITION. LANDING OCCURRED SAFELY AND TOWER WAS NOTIFIED OF POTENTIAL EMERGENCY CONDITION. BOMBARDIER FLL WAS ON SITE TO BEGIN TROUBLESHOOTING THE ISSUE. DATA PROVIDED TO THE TECH SUPPORT TEAM AT BOMBARDIER IN MONTREAL WAS ANALYZED AND A SET OF INSTRUCTIONS FOR TROUBLESHOOTING WAS PROVIDED TO THE TECHNICIANS ON SITE. THE GEAR WAS SWUNG MULTIPLE TIMES UTILIZING GROUND POWER, AND THE WIRING CHECKS FOR THE PROXIMITY SYSTEM AND DEPLOYMENT SYSTEM WAS PERFORMED AS WELL. NO DEFECTS WERE NOTED WITHIN THE SYSTEMS PER BOMBARDIER AND THE CONTACTS FOR THE TAWS / GEAR PANEL WERE CLEANED AND IT WAS REINSTALLED. A FINAL GEAR SWING WAS PERFORMED TO OPS CHECK THE HANDLE AND THEN THE AIRCRAFT WAS RTS.