N475FX

Part: UNKNOWN — UNKNOWN (UNKNOWN) · airframe 4,361 hrs · 3,291 cycles

DURING THE FLIGHT THE CREW RECEIVED A AMBER CABIN DUCT OVER HEAT WARNING AND SMELLED SMOKE IN THE CABIN. RAN QRH AND AND LANDED AIRCRAFT WITH NO OTHER ISSUES. MAINTENANCE WAS CALLED TO INVESTIGATE

Part: UNKNOWN — UNKNOWN (UNKNOWN) · airframe 4,123 hrs · 3,101 cycles

DEPARTED SLC FOR OUR LIVE LEG HEADING TO JAX WITH ONE PASSENGER. UPON REACHING FL210 WE WERE PRESENTED WITH A RED ENTRY DOOR CAS MESSAGE. WITH PRESSURIZATION CHANGES BEING MADE DUE TO HE CLIMB, WE MADE THE DECISION TO RETURN TO SLC. AN EMERGENCY WAS DECLARED TO ATC IN WHICH WE STARTED A DECENT AND WORKED THROUGH THE QRH. UPON REACHING 9000FT, WE STAYED ON ATC VECTORS TO BURN FUEL TO REACH OUR SAFE LANDING WEIGHT.

Part: LANDING GEAR — FAULTED (MAIN) · airframe 3,954 hrs · 2,970 cycles

WHILE ON APPROACH AT APPROXIMATELY 2000FT MSL WE SELECTED GEAR DOWN. THE LANDING GEAR DOORS OPENED BUT THE LANDING GEAR DID NOT EXTEND. WE CYCLED THE GEAR HANDLE AND GOT THE SAME RESULT. WE WENT MISSED, INFORMED ATC OF OUR ISSUE, AND ASKED FOR DELAY VECTORS TO RUN THE CHECKLIST. WHILE LOOKING UP THE APPROPRIATE CHECKLIST IN THE QRH WE COULD HEAR THE LANDING GEAR EXTEND FOLLOWED BY TWO GREEN LIGHTS INDICATING BOTH MAIN LANDING GEAR WERE DOWN AND LOCKED. ABOUT 1-2 MINUTES LATER WE COULD HEAR THE NOSE GEAR EXTEND AND GOT A GREEN DOWN LOCK INDICATION ON ALL THREE GEAR. WE RETURNED TO OUR DESTINATION AND LANDED WITHOUT FURTHER EVENT.

Part: LANDING GEAR — FAULTED · airframe 3,954 hrs · 2,970 cycles

WHILE ON APPROACH AT APPROXIMATELY 2000FT MSL WE SELECTED GEAR DOWN. THE LANDING GEAR DOORS OPENED BUT THE LANDING GEAR DID NOT EXTEND. WE CYCLED THE GEAR HANDLE AND GOT THE SAME RESULT. WE WENT MISSED, INFORMED ATC OF OUR ISSUE, AND ASKED FOR DELAY VECTORS TO RUN THE CHECKLIST. WHILE LOOKING UP THE APPROPRIATE CHECKLIST IN THE QRH WE COULD HEAR THE LANDING GEAR EXTEND FOLLOWED BY TWO GREEN LIGHTS INDICATING BOTH MAIN LANDING GEAR WERE DOWN AND LOCKED. ABOUT 1-2 MINUTES LATER WE COULD H EAR THE NOSE GEAR EXTEND AND GOT A GREEN DOWN LOCK INDICATION ON ALL THREE GEAR. WE RETURNED TO OUR DESTINATION AND LANDED WITHOUT FURTHER EVENT.

Part: TRIM SYSTEM — FAULTED · airframe 3,856 hrs · 2,899 cycles

ACFT WAS CLEARED TO T/O . UPON ENTERING THE RUNWAY AND ADDING T/O POWER FROM A STATIC POSITION A RED CAS CONFIGURATION WAS INDICATED. ADVISED TOWER REJECTING THE TAKEOFF AND SAFELY EXITED AT THE TAXIWAY. THROUGHOUT THE MORNING, THE CREW HAD BEEN WORKING WITH MAINTENANCE TO FIX A FAILED PRIMARY TRIM. PER MX TAXED BACK AND RESET THE BATTERIES. DURING THIS TIME IT WAS FOUND THAT THE CONFIGURATION ISSUE AROSE DUE TO THE TRIM BEING SET IN SEC, EVEN THOUGH THE PRIMARY WAS NON FUNCTIONAL WE TAXIED BACK TO RUNWAY, SET THE TRIM TO PRI FOR TAKEOFF AND SWITCHED IT BACK TO SEC AROUND 400FT AGL.

Part: LANDING GEAR — DAMAGED (RIGHT) · airframe 3,813 hrs · 2,875 cycles

CLEARED FOR TAKEOFF ON RUNWAY 35L AND KCOS. AFTER VERIFYING OUR LINEUP AND SETTING TAKEOFF POWER, WE STARTED OUT TAKEOFF ROLL. IMMEDIATELY UPON STARTING ROTATION AND LARGE UN-COMMANDED DOWNWARD PULLING FORCE WAS EXERTED ON THE AIRCRAFT FORCING THE NOOSE BACK ONTO THE RUNWAY. WITH KNOWLEDGE OF THE REMAINING RUNWAY MARK AND IMMEDIATELY INITIATED ABORTED TAKEOFF PROCEDURES. WHILE ABORTING IT BECAME AWARE THAT OUR DIRECTIONAL CONTROL ABILITY WAS IN QUESTION. WE SAFELY EXITED THE RUNWAY AND TAXIED BACK TO JET CENTER. AFTER EXITING THE AIRCRAFT WE HAD BECOME AWARE THAT DAMAGE TO THE RIGHT MAINS HAD OCCURRED.

Part: DISPLAY — FAILED (COCKPIT) · airframe 3,721 hrs · 2,802 cycles

ABOUT 30 MINUTES AFTER DEPARTING FROM PDK, THE LEFT (PILOT) WENT COMPLETELY BANK. PILOTS SWAPPED LEFT PFD INFO TO CENTER SCREEN, EVALUATED NEAREST AIRPORTS, AND DETERMINED VLD AS THE MOST SUITABLE OPTION GIVEN ITS LOCATION TO CURRENT POSITION, WEATHER AT THE FIELD, AND RUNWAY LENGTH.

Part: CABIN PRESSURE — FAULTED · airframe 17,139 hrs · 9,531 cycles

CLIMBING IN THE MID 30'S THE CABIN STARTED TO CLIMB. WE LEVELED OFF AT 330 IT CONTINUED TO CLIMB. WE ASKED FOR 300 TO START THE APU. THE CABIN CONTINUED TO CLIMB. WE STARTED AN EMERGENCY DECENT TO 12000. WE DID NOT DECLARE AN EMERGENCY. LA CENTER DECLARED AN EMERGENCY FOR US. THE CABIN GOT UP TO 27000. THE PASSENGERS AND FA'S ARE FINE. EVERYONE WENT ON OXYGEN. AT 12000 WE STARTED THE APU AND RAN QRH, TRIED MANUAL MODE, AND NOTHING WORKED. WE TURNED OFF ALL BLEEDS, THEN TURNED THEM BACK ON. IT STARTED PRESSURIZING. WE STAYED AT 120 UNTIL EVERYTHING WAS NORMAL THEN SHUT THE APU DOWN. THEN STARTED OUR CLIMB. ALL IS NORMAL NOW. AIRCRAFT IS STILL IN MAINTENANCE TO DETERMINE CAUSE OF FAULT

Part: CONTROL BOX — FAULTED (ZONE 100) · airframe 3,368 hrs · 2,519 cycles

WHILE ATTEMPTING T/O FORM JAX TO BNA. IMMEDIATELY AFTER SELECTING T/O POWER, CASS SYSTEM GENERATED A RED "PRIM TRIM INOP" A YELLOW "SEC TRIM FAIL" AND A WHITE "PRI TRIM FAIL". CREW ABORTED TAKE OFF AND TAXIED BACK TO THE FBO. I WAS NOTIFIED RIGHT AWAY AND WE DISPATCHED A MAINTENANCE TEAM TO DIAGNOSE THE FAULT, AFTER 2 DAYS OF TROUBLESHOOTING, FOUND THE HSTA CONTROL BOX HAD INTERNALLY FAULTED. REPLACED HSTA CONTROL BOX WITH OPS CHECKS GOOD

Part: ANTI-SKID VALVE — FAILED (BRAKES) · airframe 1,890 hrs · 1,414 cycles

L/R INBOARD BRAKE FAIL. AIRCRAFT LANDED WITHOUT INCIDENT. REPLACED LT ANTI-SKID VALVE. OPS AND LEAK CHECKED GOOD.

Part: ANTI-SKID VALVE — MALFUNCTIONED (BRAKES) · airframe 1,856 hrs · 1,392 cycles

OUTBOARD BRAKE FAIL CAS MESSAGE AFTER LANDING GEAR IS LOWERED. LANDED WITHOUT INCIDENT. REMOVED, INSPECTED, AND SWAPPED THE ANTI-SKID VALVES FOR FURTHER TROUBLESHOOTING. NO DEFECTS NOTED. OPS AND LEAK CHECKED GOOD. NO CAS. MVF SUCCESSFUL.

Part: PRINTED CKT BOARD — FAILED · airframe 4,278 hrs · 2,757 cycles

CREW DIVERTED AFTER DECLARING AN EMERGENCY FOR FAILED NR 1 AND NR 2 GENERATORS AND LOSS OF PFD'S. AIRCRAFT LANDED WITHOUT INCIDENT. R&R PCB 6 (RT GCU), PCB 2 (POWER CENTER PROTECTION), AND BOTH GENERATOR SENSING UNITS. OPS CHECKED GOOD.

Part: PRINTED CKT BOARD — MALFUNCTIONED · airframe 4,278 hrs · 2,757 cycles

CREW DIVERTED AFTER DECLARING AN EMERGENCY FOR FAILED NR 1 AND NR 2 GEN AND LOSS OF PFD'S. AIRCRAFT LANDED WITHOUT INCIDENT. R&R PCB 6 (RT GCU), PCB 2 (POWER CENTER PROTECTION), AND BOTH GEN SENSING UNITS. OPS CHECK GOOD.

Part: CONTROL UNIT — FAILED (BRAKES)

DIVERTED AFTER RECEIVING OUTBOARD BRAKE FAIL WHEN GEAR WAS EXTENDED DUE TO RUNWAY LENGTH AND FUEL LOAD. AIRCRAFT LANDED WITHOUT INCIDENT. R&R BCU AND ADJUSTED AUX HYDRO PUMP PRESURE. MVF SUCCESSFUL.

Part: CONTROL UNIT — MALFUNCTIONED (BRAKE SYSTEM) · airframe 1,841 hrs · 1,380 cycles

DIVERTED AFTER RECEIVING OUTBOARD BRAKE FAIL WHEN GEAR WAS EXTENDED DUE TO RUNWAY LENGTH AND FUEL LOAD. AIRCRAFT LANDED WITHOUT INCIDENT. R&R BCU AND ADJUSTED AUX HYDRO PUMP PRESSURE. MVF SUCCESSFUL.

Part: ANTI-SKID VALVE — MALFUNCTIONED (LANDING GEAR) · airframe 1,839 hrs · 1,379 cycles

L/R OTBD BRAKE FAIL CAS POSTED SEVERAL TIMES ON TAXI IN. R&R OB ANTI SKID VALVE, SHUTTLE VLV, AND BCU. OPS AND LEAK CHECKED GOOD.

Part: VALVE — FAILED (BRAKE ASSY) · airframe 1,839 hrs · 1,377 cycles

DURING MVF, ON GEAR EXTENSION "NORM BRAKE FAIL" CAS POSTED. CREW COMPLETED CHECKLIST AND FAULT REMIANED. DURING LANDING, CREW DID NOT HAVE NORMAL BRAKES. LANDED WITHOUT INCIDENT. THIS IS A REPEAT ISSUE. REPAIRED RH MLG IB DOOR ACTUATOR, REPLACED EMERGENCY PARKING BRAKE VALVE WITH OVERHAULED UNIT. INSPECTED LH & RH MLG SIDE STAY ACTUATORS, LH MLG IB DOOR ACTUATOR, AND NLG ACTUATOR. BLEED BRAKE SYSTEM. LEAK AND FT GOOD.

Part: CONTROL VALVE — MALFUNCTIONED (ANTI-SKID SYS) · airframe 1,835 hrs · 1,375 cycles

DURING MVF COLD SOAK, ON APPROACH, "NORM BRAKE FAIL" CAS POSTED. COMPLETED CHECKLIST AND FAULT REMAINED. DURING LANDING NORMAL BRAKES WERE NOT AVAILABLE. LANDED WITHOUT INCIDENT. REPLACED THE LT AND RT ANTI-SKID CONTROL VALVES. LEAK AND OPS CHECKED GOOD.

Part: MODULE — MALFUNCTIONED (BRAKE SYSTEM) · airframe 1,832 hrs · 1,374 cycles

DECLARED AN EMERGENCY DUE TO "NORM BRAKE FAIL" RED ICAS MESSAGE POSTING ON APPROACH. ABORTED APPROACH AND RAN CHECKLIST ITEMS. LANDED WITHOUT INCIDENT. REPLACED BRAKE SHUTTLE MODULE, INBD TRANSDUCER FROM SHUTTLE MODULE, OUTBD TRANSDUCER FROM SHUTTLE MODULE. OPS AND LEAK CHECK GOOD.

Part: WARNING MESSAGE — FALSE ACTIVATION (MLG) · airframe 1,829 hrs · 1,373 cycles

BRAKE FAIL CAS POSTED AFTER GEAR EXENTION. RAN CHECKLIST AND CAS MESSAGE REMAINED. REPLACED BRAKE SHUTTLE MODULE, LT MLG DOWN AND LOCK SWITCH, AND K9 RELAY. PERFORMED 10 MLG CYCLES, BLED SYSTEM, AND SERVICED AS REQUIRED. OPS AND LEAK CHECKED GOOD.

Part: CONTROL VALVE — FAILED (ANTI-SKID SYS) · airframe 1,825 hrs · 1,371 cycles

DIVERTED AND DECLARED AN EMERGENCY DUE TO A NORM BRAKE FAIL CAS MESSAGE. LANDED WITHOUT INCIDENT. REPLACED RELAY K322. OPS CHECKED GOOD. COMPLIED WITH MVF AND FAILED. REPLACED LEFT AND RIGHT ANTI-SKID CONTROL VALVES, OPS CHECKED GOOD ON GROUND. MVF SUCCESSFUL.

Part: CONTROL UNIT — MALFUNCTIONED (CABIN PRESSURE) · airframe 1,663 hrs · 1,241 cycles

CLIMBING AT FL 410, LR EMER PRESS ON, CAS POSTED WITH SMOKE AND FUMES IN CABIN. PERFORMED QRH, CABIN DUCT OHT, CAS MESSAGE. CABIN PRESSURE REACHED 9,800 FT BEFORE DESCENDING, ALL MESSAGES AND SMOKE AND FUMES CLEARED DURING DESCENT. LANDED WITHOUT INCIDENT. REPLACED CABIN PRESSURIZATION CONTROL UNIT. OPS CHECKED GOOD.