Davinci Jets LLC

Part: UPLOCK SWITCH — OUT OF ADJUST (ZONE 700) · airframe 1,756 hrs · 1,268 cycles

ON CLIMBOUT AT LEVEL OFF NOSE GEAR INDICATED UNLOCK/MISCOMPARE

Part: WARNING MESSAGE — FALSE ACTIVATION (FLAP SYSTEM) · airframe 5,004 hrs · 3,338 cycles

FLAPS FAIL CAS MESSAGE ENROUTE TO KDEN. FLAPS READ 0. CREW DECLARED AN EMERGENCY, AND COMPLETED FLAPS UP LANDING IN KDEN NO INCIDENT. CAS MESSAGE CLEARED, AND FLAPS CYCLED THROUGH RANGE WITH NO FURTHER DEFECT NOTED. NO ISSUE ON SUBSEQUENT FLIGHT.

Part: SLAT VALVE — LEAKING (ZONE 100) · airframe 4,473 hrs · 3,041 cycles

LOW HYDRAULIC A VOLUME DISPLAYED ON EICAS. REMOVED AND REPLACED LEAKING SLAT CONTROL VALVE.

Part: ENGINE — POWER LOSS (ZONE 200) · airframe 2,039 hrs · 1,344 cycles

CLIMB-OUT SEEMED TO ACCELERATE SLOW. VERIFIED GEAR AND FLAPS UP. ACCELERATED TO 150 - SET SPEED HOLD. VS WAS ABOUT 1800 FPM - I PERCEIVED IT AS LOW. CLIMBED TO 15000'. CLIMB RATE WAS DOWN TO LESS THAN 1000 FPM. BY FL200 I WAS SLOWED TO 130 TO MAINTAIN 500 FPM. PASSING 15000 I REALIZED SOMETHING WAS REALLY OFF. HIGH ITT / LOW TORQUE - 780C /25 PSI. STOPPED CLIMB AT 22000'. AT THIS POINT I ASKED FOR FLL AND BEGAN PLANNING FOR THE DIVERSION. I DID NOT OBSERVE THE PROP RPM. FUEL FLOW 'SEEMED' OK BUT NO CLEAR RECOLLECTION. DESCENT WAS AN INCREASE IN TORQUE AND REDUCTION IN ITT. THE APPROACH AIRPLANE WAS FAST AND ALMOST A COMPLETE REDUCTION IN POWER DIDN'T RALLY SLOW THE AIRPLANE. GEAR DOWN/FLAPS 15/FLAPS 30. I KEPT AIRSPEED HIGHER TO SHORT FINAL AS THE AIRCRAFT JUST FELT UNDER POWERED. LOW POWER SETTINGS AND ADJUSTMENTS GAVE TYPICAL RESULTS. TOUCHDOWN POWER WITH BETA REACTED IN A NORMAL FASHION. RESETTING CONDITION LEVER GAVE A TYPICAL RESULT IN ENGINE NOISE.

Part: ACM — SEIZED (AC BAY) · airframe 1,978 hrs · 1,326 cycles

ENROUTE, UNKNOWN SOURCE OF SMOKE IN CABIN, DIVERTED.

Part: PUMP — FAILED (HYDRAULIC SYS) · airframe 864 hrs · 742 cycles

UPON STOPPING THE AIRCRAFT ON THE RAMP TO PARK AT THE FBO AT KLNS (LANCASTER PA) THE HYDRAULIC PUMP FAILED AND BLEW THE HYDRAULIC POWER ELECTRICAL FUSE. MAINTENANCE CREW REMOVED AND REPLACED THE HYDRAULIC POWER PACK ASSEMBLY AND ELECTRICAL FUSE IAW PHENON 100 AMM 24-61-01 AND 29-11-01. NOTE 1: AIRCRAFT WAS STOPPED AT FBO WHEN PUMP FAILED NOTE 2: BOX 12 ON THE HYDRAULIC POWER PACK 8130 STATES MODIFIED.

Part: SELECTOR VALVE — FAILED (THRUST REVERSER) · airframe 1,172 hrs · 892 cycles

CREW WAS PERFORMING NIGHT PROFICIENCY FLIGHT. UPON 1ST LANDING, AIRCRAFT TAXIED AROUND FOR SECOND TAKEOFF. ON POWER UP FOR TAKEOFF ROLL, THE RIGHT ENGINE THRUST REVERSER HAD AN UNCOMMANDED DEPLOYMENT. CREW ABORTED TAKEOFF. RIGHT REVERSER WOULD NOT STOW. ACFT RETURNED TO HANGAR. TROUBLESHOT REVERSER SYSTEM. FOUND RT T/R SELECTOR VALVE DEFECTIVE. THE SAFETY FEATURE TO PREVENT THE THROTTLE FROM BEING ADVANCED IS CONTROLLED BY THE SELECTOR VALVE WAS ALSO INOPERABLE.

Part: DRIVE ASSY — CRACKED (TE FLAPS) · airframe 330 hrs · 220 cycles

FLAP CAS CAUTION ON ROLLOUT AFTER LANDING - FLAPS STOPPED AROUND 13 DEGREES WHILE RETRACTING. CHECKED FLAP ERROR CODES, FOUND SEVERAL E211 CODES. INSPECTED LT INNER RESOLVER INSTALLATION. FOUND RESOLVER DRIVE PIN PULLED FROM SOCKET. FURTHER INSPECTION FOUND INBD LT FLAP DRIVE ARM ASSY, PN 527.52.12.153, CRACKED IN SEVERAL PLACES. PROBABLE CAUSE: UNKNOWN - NO RECORDED OVERSPEED ON ACFT'S CAS SYSTEM, NO SIGNS OF IMPACT DAMAGE OR SIDE LOADS, RIGGING OF FLAPS CHECKED OK, NO OTHER DAMAGE FOUND.