WESTERN AIR CHARTER, INC.

Operated by Western Air Charter (per NTSB report)

AT 190 KNOTS ASKED FOR CLEAN WING AUTO PILOT ON. SHORTLY AFTER THAT SELECTION AND CLOSE TO 200 KNOTS INDICATED AIRSPEED THE STICK SHAKER WENT OFF ALONG WITH THE AURAL WARNING "STALL, STALL, STALL" WE LEVELED OFF AT AROUND 3700 FEET MSL AND CONFIRMED THE AUTOPILOT WAS DISCONNECTED. I LOWERED THE NOSE AS IF THE AIRCRAFT WAS STALLING, BUT IT APPEARED TO BE FALSE WARNING BUT WAS UNSURE. WE NEVER GOT THE STICK PUSHER. DAVID DECLARED AN EMERGENCY AND ASKED FOR AN IMMEDIATE RETURN TO THE AIRPORT (FLL).

AMBER AUTO PILOT 2 FAIL AND YAW DAMP FAIL CAS MESSAGE. APPROXIMATELY 1:30 INTO OUR FLIGHT FROM EIKY TO KTEB WHILE IN CRUISE AT FL430 WE EXPERIENCED AN AMBER CPL DATA-INVALID CAS MESSAGE FOLLOWED BY A LOSS OF AUTOPILOT. THEY TRIED TO RESET THE AUTOPILOT WITH NO SUCCESS. THE PILOTS HAD DIFFICULTY MAINTAINING ALTITUDE AND ATC INQUIRED. THEY CONTACTED SHANNON RADIO BY HF TO NOTIFY THEM. MEANWHILE, AIRSPEED CONTINUED TO DECREASE EVEN WITH THROTTLE ADVANCEMENT, AT THIS POINT THE FO DECIDED TO CONTACT SHANNON RADIO AND DECLARE AN EMERGENCY. DURING OUR DIVERSION TO EINN THE ISSUES CLEARED, AND WE WERE ABLE TO REACTIVE THE AUTOPILOT AND AUTO-THROTTLES. AFTER FURTHER DISCUSSION THE PILOTS DECIDED TO RETURN TO THE DEPARTURE AIRPORT OF EIKY. THEY LANDED SAFELY IN EIKY WITH NO DIFFICULTY.

AIRCRAFT ENROUTE FROM KVNY TO MMMY. WHEN A FGC #1 FAIL AMBER CAS MESSAGE APPEARED. CREW DECLARED AN EMERGENCY AND DIVERTED TO SDL AND LANDED WITHOUT FURTHER PROBLEM. THE CREW CONTACTED MX CONTROL AND DEFERRED FGC#1 PER MEL 22-1. AIRCRAFT RETURNED TO KVNY FOR NECESSARY REPAIRS. PERFORMED ASCB BUSS CHECK, WITH NO DISCREPANCIES. SWAPPED FGC #1 & 2, & PERFORMED AFGSC SYSTEM OPERATIONAL CHECK WITH NO DISCREPANCIES NOTED. ALL WORK ACCOMPLISHED IAW AMM 22-01-00. FGC'S REMAIN SWAPPED FOR TROUBLESHOOTING WITH NO FURTHER ISSUES AT THIS TIME.

SUPPLEMENTAL REPORT: MAINTENANCE PERFORMED @ KFLL BY APPROVED VENDOR BOMBARDIER SERVICE CENTER CRS LN4R342M. TROUBLE SHOT THE " LH BLEED LEAK" AND "LH PYLON LEAK " MESSAGES. PERFORMED INSPECTION OF LH DETECTOR LOOP WITH NO FAULTS. CHECKED LH MPV AND LH INTERMEDIATE VALVE CLAMPS AND FOUND TORQUE TO BE LOW, RE-TORQUED CLAMPS. PERFORMED HP SYSTEM LEAK TEST FOUND LH INBOARD INTERMEDIATE VALVE V-BAND CLAMP LEAKING. REMOVED AND REPLACED WITH A NEW V-BAND CLAMP. PERFORMED SATISFACTORY OPERATIONAL AND LEAK CHECK OF HP BLEED AIR SYSTEM WITH NO DEFECTS NOTED. ALL WORK ACCOMPLISHED AS PER BOMBARDIER BD 100 AMM 36-11-05. AIRCRAFT RETURNED TO SERVICE WITH NO FURTHER ISSUES

AIRCRAFT DEPARTED PHOG @2221Z FOR KLAX. DURING CRUISE AT FL410 @ 2233Z A YELLOW " COMB HYD FAIL ", CAS MESSAGE ILLUMINATED. CREW RE-SET THE ANNUNCIATOR MULTIPLE TIMES AS MESSAGE RETURNED MULTIPLE TIMES, AFTER 5 MINUTES THE MESSAGE EXTINGUISHED. CREW REVIEWED THE QUICK REFERENCE HANDBOOK CHECKLIST FOR COMBINED HYDRAULIC SYSTEM FAIL, LOSS OF PRESSURE & FLUID. QRH SAID IN THE EVENT OF ONE OF THE SYSTEM PROBLEMS LISTED TO CONTINUE TO THE NEAREST SUITABLE AIRPORT AND LAND. CREW THEN CHECKED THE HYDRAULIC SYSTEM DISPLAY PAGE AND NOTED PRESSURE WAS NORMAL WITH LOW HYDRAULIC SYSTEM LEVEL, STILL WITHIN LIMITS. FLT CONTINUED. @ 0007Z CREW OBSERVED THE HYDRAULIC LEVEL HAD DROPPED MORE AND DECIDED TO CONTACT SFO ATC CENTER FOR CLEARANCE TO RETURN TO PHNL, WHICH WAS APPROVED. AIRCRAFT LANDED PHNL @ 0225Z WITHOUT ISSUE. EMERGENCY GROUND CREW INSPECTED THE AIRCRAFT CLEAR OF RUNWAY, THEN THEY TAXIED TO THE FBO AND SECURED AIRCRAFT WHILE MAINTENANCE WAS BEING ARRANGED. FOLLOWING LANDING AT PHNL. THE AIRCRAFT WAS GIVEN A VISUAL INSPECTION WHERE NO EVIDENCE WAS FOUND OF HYDRAULIC SYSTEM LEAK. ENGINE GROUND RUNS WERE PERFORMED WITH NO LEAKS FOUND. WIRING FROM TRANSMITTER TO THE DAU WAS INSPECTED WITH DEFECTS FOUND. THE COMBINED HYDRAULIC SYSTEM PRESSURE TRANSMITTER WAS REPLACED WITH A NEW TRANSMITTER. A SATISFACTORY OP'S CHECK WAS PERFORMED AND THE HYDRAULIC SYSTEM WAS SERVICED. ALL WORK PERFORMED PER GIV-AMM CHAPTERS 29-10-00, 29-32-03, AND 12-01-05, AND WDM CHAPTER 29-11-00.

FLIGHT THAT DEPARTED KLUK TO KJAX. CREW REPORTED AT FL450 THAT PILOT WINDSHIELD CRACKED/SPLINTERED. CREW THEN FOLLOWED AIRCRAFT QRH AND DESCENDED TO FL150. RETURNED TO HOME BASE WITHOUT FURTHER INCIDENT. CREW MEMBERS DID DECLARE AN EMERGENCY WITH THE PROPER AUTHORITIES. PREVIOUSLY THE PILOT WINDSHIELD CRACKED IN-FLIGHT AT FL450 AND THE AIRCRAFT LANDED AT KJAX. WHERE THE PILOT'S WINDSHIELD WAS REMOVED AND REPLACED WITH AN INSPECTED / SERVICEABLE REPLACEMENT WINDSHIELD PER THE GULFSTREAM AMM INSTRUCTIONS, WITH NO FURTHER DISCREPANCIES.

CREW REPORTED THEY DEPARTED FROM KBZN TO KLAS 9/5/2021. TAKEOFF / CLIMB TO FL450 WITH NO ABNORMAL INDICATIONS. APPROXIMATELY 35 MINUTES INTO THE FLIGHT HEARD A MODERATE BOOM SOUND ACCOMPANIED BY THE AUTO-THROTTLES DISENGAGING, A RED A/T FLASHING ON THE PFD, A RED MASTER WARMING AND ERRATIC VIBRATIONS. EICAS INDICATIONS WERE SPORADIC AS WAS LEFT ENGINE OUTPUT. IT APPEARED THE LEFT ENGINE WAS ATTEMPTING TO RESTART ITSELF HOWEVER WAS NOT PRODUCING ENOUGH THRUST TO MAINTAIN ALTITUDE. INITIATED A DESCENT AND MADE THE DECISION TO DIVERT TO KSLC. SHUT THE LEFT ENGINE DOWN USING THE APPROPRIATE CHECKLIST AND RECEIVED VECTORS FOR DESCENT FROM ATC TO LAND ON 34R AT KSLC. CLEARED THE RUNWAY AND TAXIED INTO THE FBO WITHOUT

AIRCRAFT WAS ENROUTE TO NEXT DESTINATION WHEN CREW EXPERIENCED OIL SMOKE ENTERING THE CABIN AT FLOOR LEVEL. THEY DECLARED AN EMERGENCY AND LANDED AT NEAREST AIRPORT KSAV. WHERE THE AIRCRAFT IS CURRENTLY AWAITING JET EDGE APPROVED MAINTENANCE VENDOR TO PERFORM INSPECTION AND REQUIRED REPAIRS. THIS WILL REQUIRE A SUPPLEMENTAL REPORT. OPERATOR DESIGNATOR W6JA, CONTROL NUMBER W6JA20210705046.

OIL SMOKE ENTERING THE CABIN AT FLOOR LEVEL. TROUBLESHOT THE CAUSE OF PROBLEM TO A FAILED LEFT AIR CYCLE MACHINE, THE PART WAS REPLACED WITH AN OVERHAULED ASSEMBLY. ALSO THEY FOUND FOD IN THE RIGHT HEAT EXCHANGER WITH SIGNS OF OVERHEATING, IT WAS REPLACED WITH AN OVERHAULED ASSEMBLY. OPERATIONAL CHECKS WERE PERFORMED WITH NO FURTHER DISCREPANCY AND AIRCRAFT WAS RETURNED TO SERVICE. OPERATOR DESIGNATOR W6JA, CONTROL NUMBER W6JA20210705046.

AIRCRAFT ENROUTE FROM KAPF TO KTEB, CREW WERE ALERTED TO AN AMBER CAS MESSAGE "IRS 1-2 COOL FAIL" CREW DIVERTED TO KRSW AND LANDED WITHOUT FURTHER ISSUE. AIRCRAFT AOG, AND RON. MAINTENANCE TROUBLESHOT THE PROBLEM TO A FAILED IRU. THE FAILED IRU WAS DEFERRED PER MEL AND AIRCRAFT RETURNED TO SERVICE BY AN APPROVED VENDOR.

KJAX-AT 1531Z, 16 FEB EXECUTED A REJECTED TAKEOFF AT JACKSONVILLE INTL AIRPORT. THE LEG WAS KJAX - KHND . START UP AND TAXI WERE NORMAL ALTHOUGH INITIALLY, BOTH ENGINES WERE IN ALT CTL (AMBER) ON THE EICAS AT PRE-START AND APU START. CLEARED ALL MSGS VIA THE DISPLAY CONTROLLER AND CONDUCTED NORMAL OPS UNTIL THE ABORT. INITIAL TAKEOFF ROLL WAS NORMAL AND AT THE 80 KNOT CALL ON TAKEOFF ROLL BOTH PILOTS AND PAX FELT A SIGNIFICANT “THUMP/RUMBLE” WITH A SLIGHT DECEL THAT I AS PF PERCEIVED AS A BLOWN TIRE. THERE WAS A SLIGHT DIRECTIONAL CHANGE TO THE RIGHT BUT WAS COUNTERACTED QUICKLY AND WE REMAINED ON CENTERLINE. SCANNING THE ENGINE INSTRUMENTS DID NOT INITIALLY SHOW ANYTHING ABNORMAL UNTIL CLEARING THE RUNWAY AT WHICH TIME THE LEFT ENGINE TGT BEGAN TO RAPIDLY RISE, FOLLOWED BY A RED “LEFT ENGINE EXCEEDANCE” (SAW ABOUT 750+ DEGREES TGT) AND THE ENGINE ROLLING BACK TO BELOW IDLE (APPROX 7.4%LP); AT WHICH TIME I SECURED THE LEFT MOTOR. I PRESSED THE EVENT RECORD ON THE COCKPIT OVERHEAD. WE DETERMINED THAT THE TIRES WERE OK AND TAXIED BACK TO OUR HANGER ONCE WE ASSESSED THAT IT WAS SAFE AND PRUDENT TO DO SO. THE RIGHT ENGINE THEN WENT INTO ALT CTL AMBER AS WE TAXIED IN. UNEVENTFUL SHUTDOWN AT OUR HANGER AND NO VISIBLE INDICATION ON THE ENGINES OF ANY CATASTROPHIC ANOMALY. A SUPPLEMENTAL REPORT WILL BE PROVIDED WHEN AVAILABLE. A BOROSCOPE INSPECTION WAS MADE ON THIS ENGINE WHICH DETERMINED INTERNAL ENGINE DAMAGE HAD OCCURRED CAUSING THE ENGINE TO BE UNAIRWORTHY. THE ENGINE WAS REPLACED WITH A SERVICEABLE ENGINE AND AIRCRAFT IS RETURNED TO SERVICE BY APPROVED VENDOR ROLLS-ROYCE ON-WING SERVICES CRS #70RR709D. THE UN-AIRWORTHY ENGINE HAS BEEN SENT TO ROLLS-ROYCE FOR FURTHER INSPECTION AND REPAIR.

UPON FLAP RETRACTION FROM 20 DEGREES AFTER TAKEOFF, THE FLAPS WOULD NOT RETRACT BEYOND 10 DEGREES. CAS INDICATION WAS BLUE "FLAP MAINTENANCE REQUIRED" MESSAGE, ALONG WITH AMBER "FLAP FAIL" MESSAGE. CREW REQUESTED A RETURN TO THE DEPARTURE AIRPORT KBED. CREW DID NOT DECLARE AN EMERGENCY, HOWEVER EMERGENCY EQUIPMENT WAS DISPATCHED TO THE RUNWAY. A VISUAL INSPECTION WAS ACCOMPLISHED WITH FLAPS EXTENDED WITH NO DEFECTS NOTED. FLAPS RETRACTED AND EXTENDED NORMALLY WITH NO CAS MESSAGES. THIS WORK ACCOMPLISHED IAW MFR MM BY APPROVED VENDOR JET EAST CORPORATE AVIATION. AIRCRAFT DEPARTED FROM KBED FOR KBAF FOR FURTHER TROUBLESHOOTING AND COMPONENT INSPECTION BY GULFSTREAM SERVICE CENTER@ KBAF. THE LT AND RT INBOARD AND OUTBOARD FLAP ACTUATORS WERE REPLACED, FLAP SYSTEM RIGGING AND OPERATIONAL TESTS WERE PERFORMED IAW MFR MM WITH NO DEFECTS NOTED. APPROVED OEM VENDOR GULFSTREAM-BAF THEN RETURNED THE AIRCRAFT TO SERVICE 2/4/2021.

CREW REPORTED EXPERIENCING FIRE IN GALLEY, WITH SMOKE IN CABIN. DECLARED AN EMERGENCY TO LAND NEAREST AIRPORT. CO-PILOT WAS ABLE TO CONTAIN FIRE WITH A HAND HELD FIRE EXTINGUISHER TO GALLEY OVEN. SOURCE OF FIRE WAS FROM A CARDBOARD/FOIL CATERING CONTAINER IN OVEN. CREW DIVERTED AND LANDED AT KSHV, CONFIRMED NO FAULT WITH AIRCRAFT EQUIPMENT AND THAT SMOKED CLEARED OUT OF AIRCRAFT. CHECKED ON PASSENGERS AND FLIGHT ATTENDANT THAT THEY WERE OKAY TO CONTINUE. AFTER TAKING ON ADDITIONAL FUEL CONTINUED ON TO ORIGINAL DESTINATION (KLAX) WITHOUT FURTHER PROBLEM.

ELECTRICAL FAULT WAS TROUBLESHOT TO A FAILED LEFT BATTERY CHARGER, THE BATTERY CHARGER WAS REMOVED AND REPLACED WITH A REPAIRED UNIT, PER GULFSTREAM MAINTENANCE MANUAL PROCEDURES, WITH SATISFACTORY OPERATIONAL CHECKS COMPLETED AND NO FURTHER DISCREPANCY. ALL WORK PERFORMED AND AIRCRAFT RETURNED TO SERVICE.

PILOT REPORTED LT ENGINE PARAMETERS DIFFERENT THAN RT ENGINE, PARTICULARLY DESCRIBED AS LT FUEL FLOW DOWN TO 1250 LBS, HP DROP, LP DROP, AND HP VIBRATION WENT UP WITH THROTTLE MOVEMENT NOTED BETWEEN 0.48 AS HIGH AS 0.51 (THIS VIBE STILL WITHIN TOLERANCE/LIMIT). THIS WAS ANOMALY NOTICED AT FL450, MACH 0.83, AND OAT -63. THERE WERE NO EICAS MESSAGES POSTED AT THAT TIME. AIRCRAFT TURNED BACK TO DEPARTURE. DEFECT ISOLATED TO NR 2 ELECTRONIC ENGINE CONTROL (EEC) BASED ON ANALYSIS BY MANUFACTURER. DEFECTIVE UNIT REPLACED BY A REPAIRED UNIT.

AT FL430 CREW RECEIVED A "CABIN DIFFERENTIAL PRESSURE WARNING" REQUIRING AN EMERGENCY DESCENT. CABIN DID NOT REACH AN UNSAFE ALTITUDE AND EMERGENCY OXYGEN MASKS DID NOT DROP. MAINTENANCE DETERMINED CABIN PRESSURIZATION SELECTOR / CONTROLLER FAILED. AS A PRECAUTION THE CABIN PRESSURE TRANSDUCER P/N 2100136-1-10 WAS REPLACED DURING THIS MAINTENANCE EVENT.

DURING APPROACH INTO KMCI GEAR WAS SELECTED DOWN AND THE NOSE LANDING GEAR DOWN LOCK INDICATION FAILED TO ILLUMINATE. FLIGHT CREW DECLARED AN EMERGENCY AND FOLLOWED CHECKLIST PROCEDURES FOR A GEAR NOT LOCKED CONDITION AND COMPLETED A SAFE LANDING. PINNED ALL LANDING GEAR AND FERRIED AIRCRAFT TO KALN FOR TROUBLESHOOTING AND REPAIR. REPLACED NOSE LANDING GEAR DOWNLOCK INDICATION SWITCH, OPERATIONAL CHECK GOOD, WORK PERFORMED IN ACCORDANCE WITH GIV AMM 32-02-00.

AIRCRAFT EXPERIENCED A YAW DAMP DISENGAGED IN CRUISE FLIGHT AND FAILED TO RE-ENGAGE. FOUND THE FLIGHT CONTROL ELECTRONIC CONTROL UNIT NR 1 TO BE FAILED. INSTALLED REPAIRED UNIT. WORK PERFORMED IAW AMM 27-00-01.

AFTER DEPARTURE, SMOKE WAS OBSERVED IN THE CABIN, ALONG WITH A CAUTIONARY EICAS MESSAGE LT COOL TURB HOT. CREW SELECTED THE L PACK TO OFF, SMOKE SLOWLY DISSIPATED AND FLIGHT DIVERTED BACK TO DEPARTURE. REMOVED FAILED LT COOLING TURBINE AND INSTALLED OVERHAULED UNIT , ALL WORK PERFORMED IN ACCORDANCE WITH MSG3 AMM 21-01-09 AND AMM 21-00-00

AIRCRAFT WAS IN CRUISE FLIGHT AT 38,000 FT WHEN AN ODOR WAS DETECTED WITH LIGHT SMOKE IN THE CABIN. SIMULTANEOUSLY THE CREW RECEIVED AN "AFT BAGG SMOKE" WARNING, WHICH RESULTED IN CREW DISCHARGING BAGGAGE COMPARTMENT FIRE EXTINGUISHER. CREW DECLARED AN EMERGENCY AND LANDED AT THE NEAREST AIRPORT, KBNA. NO FIRE WAS PRESENT IN THE AFT BAGGAGE COMPARTMENT AND FURTHER INVESTIGATION FOUND A STATIC INVERTER COOLING FAN FAILED CAUSING THE INVERTER TO OVERHEAT. INSTALLED REPAIRED INVERTER AND PERFORMED OPERATIONAL CHECKS WITH NO FURTHER DISCREPANCIES, WORK PERFORMED IN ACCORDANCE WITH EMB600 AMM 24-23-00. AFT FIRE EXTINGUISHER BOTTLES REQUIRED REPLACEMENT DUE TO BEING DISCHARGED IN ACCORDANCE WITH EMERGENCY PROCEDURES CHECKLIST.

DURING CRUISE FLIGHT AT ALTITUDE, THE FLIGHT CREW RECEIVED A “LT COOL TURB HOT” EICAS WARNING AND AN ODOR ASSOCIATED WITH THE HIGH TEMP. FLIGHT CREW USED CHECKLIST AND SHUTOFF LT ACM SYSTEM AND CONTINUED FLIGHT. DURING THE TIME THE WARNING OCCURRED THE CABIN ATTENDANT NOTICED AN ODOR ASSOCIATED WITH THE HIGH TEMP AND POSSIBLY LIGHT SMOKE IN CABIN. THE ODOR QUICKLY DISSIPATED COMPLETELY AFTER SHUTTING DOWN THE LT COOLING TURBINE. AIRCRAFT CONTINUED ON FLIGHT TO DESTINATION AIRPORT. AIRCRAFT WAS REMOVED FROM SERVICE, AT WHICH TIME AN OPERATIONAL CHECK OF THE LT AIR CYCLE MACHINE (ACM) PERFORMED IN ACCORDANCE WITH THE MAINTENANCE MANUAL. AS A PRECAUTION, SWAPPED LT AND RT ACM OVERHEAT SWITCHES P/N 641169-1-1 IAW GIV AMM 21-01-09, OPERATIONALLY CHECKED GOOD.

AT CRUISE FLIGHT, FLIGHT CREW RECEIVED AMBER CHECK “HYD QUANTITY” WARNING. MONITORED HYDRAULIC FLUID LEVEL AND DECLARED AN EMERGENCY LANDING IN OMA, DUE TO LEVEL CONTINUING TO DROP. IDENTIFIED LEAK ON RIGHT THRUST REVERSER ACTUATOR. SERVICED HYDRAULIC RESERVOIRS AND PREPARED AIRCRAFT FOR FERRY FLIGHT TO LNK FOR MAINTENANCE. RT TR ACTUATOR REPLACED WITH OVERHAULED UNIT P/N 1159SCP402-11, COMPLIED WITH OPERATIONAL AND LEAK CHECKS, REFERENCE AMM 78-00-00.

DURING TAKEOFF ROLL OUT, JUST PAST V1, CREW HEARD A SERIES OF POPPING NOISES FROM THE NR 2 ENGINE. DUE TO CURRENT AIRSPEED, CREW OPTED TO CONTINUE ROTATION & LIFTOFF. NR 2 ENGINE INDICATIONS BEGAN TO FLUCTUATE & PIC REDUCED POWER TO IDLE, WHILE SIC DECLARED AN EMERGENCY. AIRCRAFT RETURNED AND HAD A SAFE LANDING. INSPECTION OF RT NR 2 FOUND SEVERAL FAN BLADES DAMAGE & FAN TRACK LINER ALMOST COMPLETELY MISSING FROM INLET. REMOVED NR 2 ENGINE DUE TO DAMAGE TO LP COMPRESSOR FAN CAUSED BY ICE INGESTION IAW AMM 71-03-03.

COMPRESSOR STALLS ON THE NR 1 ENGINE. REPLACED 2.5 AND 2.8 BOVS AND PERFORMED ENGINE BORESCOPE EVALUATION WITH NO RESOLUTION. MANUFACTURER PROVIDED A DEVIATION LETTER FOR AIRCRAFT TO BE RELOCATED FOR ENGINE REMOVAL AND REPLACEMENT. ENROUTE TO KLIT AT CRUISE ALTITUDE OF 45,000 FT, THE LT ENGINE BEGAN TO VIBRATE EXCESSIVELY, FLIGHT CREW ELECTED TO SHUTDOWN ENGINE AND DECLARE AN EMERGENCY. CREW LANDED AIRCRAFT IN KJAX AND WAS PLACED IN MAINTENANCE. REMOVED AND INSTALLED THE ENGINE. COMPLIED WITH OPERATIONAL CHECKS AND LEAK CHECKS AND RETURNED AIRCRAFT TO SERVICE. OPERATIONAL CHECK FLIGHT GOOD.

AFTER LIFTOFF FROM KVNY NOTED LEFT MAIN GEAR DID NOT RETRACT. CYCLED GEAR BACK DOWN AND SECOND RETRACTION ATTEMPT FAILED AGAIN. EXTENDED MAIN LANDING GEAR AND HAD NORMAL OPERATION WITH ALL THREE GREENS INDICATED, FLYING BY TOWER TO CONFIRM ALL LANDING GEAR EXTENDED. PERFORMED NORMAL LANDING OF AIRCRAFT. MAINTENANCE FOUND LT MAIN UPLOCK HOOK IN THE INCORRECT POSITION UPON VISUAL INSPECTION OF THE LT MAIN GEAR AREA. COMPLIED WITH A RESET THE LT MAIN GEAR SEQUENCING VALVE. PERFORMED FUNCTIONAL CHECK OF LANDING GEAR, CYCLING 10 TIMES WITH NO DISCREPANCIES. LANDING GEAR OPERATIONAL CHECK GOOD, WORK PERFORMED IN ACCORDANCE WITH AMM 32-00-00

AIRCRAFT PRESSURIZATION SYSTEM WENT INTO MANUAL MODE AND INTERMITTENT CASS MESSAGES APPEARED AND CLEARED WHILE IN CRUISE AND FINAL DESCENT. OBTAINED A SPECIAL FLIGHT PERMIT AND RELOCATED THE AIRCRAFT TO KPCD FOR MAINTENANCE. COMPLIED WITH ACSB BUS SWEEP AND TESTING, ALL AFFECTED SYSTEMS OPERATIONAL CHECKS GOOD. PERFORMED MAINTENANCE CHECK FLIGHT AND PRESSURIZATION SYSTEM FAILED AGAIN. REPLACED CABIN PRESSURE CONTROLLER / SELECTOR WITH A REPAIRED UNIT FROM HONEYWELL CRS# HZ3R571L. REPLACED PRESSURIZATION SYSTEM RELAY SWITCH P/N 131162-1-2, INSPECTED CONDITION FROM WESTSTAR AVIATION. WORK PERFORMED IAW GIV AMM 21-02-02 AND 21-02-06. OPERATIONAL CHECKS NORMAL. PERFORMED OPERATIONAL CHECK FLIGHT, NORMAL.

COMBINED HYDRAULIC SYSTEM FAILURE ON SHORT FINAL TO BIKF. UPON LANDING NOTED HYDRAULIC LEAK COMING FROM RT LANDING GEAR WHEEL WELL AREA. FOUND "FLIGHT POWER SHUTOFF VALVE" LEAKING IN RT MAIN GEAR WELL. INSTALLED NEW VALVE P/N 1159SCH246-5 S/N 888. INSTALLATION AND OPERATIONAL CHECKS COMPLIED WITH IN ACCORDANCE WITH AMM 27-08-00. PERFORMED COMBINED/FLIGHT HYDRAULIC SYSTEM SERVICING AND BLEEDING IAW AMM 29-01-00.

DURING CLIMB OUT AT FLT LEVEL 120, THE CABIN EXPERIENCED UNCONTROLLED PRESSURIZATION RESULTING IN THE CREW PERFORMING AN EMERGENCY DECENT. UPON SLOWING AIRCRAFT AND GEAR EXTENSION NORMAL PRESSURIZATION CONTROL WAS REGAINED. INSTALLED CABIN DIFFERENTIAL PRESSURE TRANSDUCER IN REPAIRED CONDITION. INSTALLED THE CABIN PRESSURE SELECTOR IAW AMM 21-02-03. OPERATIONAL CHECKS GOOD. NORMAL PRESSURIZATION WAS REGAINED WHEN AIRCRAFT PRESSURIZATION SYSTEM WAS CONFIGURED FOR LANDING IN MANUAL MODE, NOT WHEN LANDING GEAR WAS SELECTED.

ON AIRCRAFT CLIMB OUT THE AIRCRAFT EXPERIENCED A CABIN DEPRESSURIZATION, AIRCRAFT RETURNED TO DEPARTURE FOR MAINTENANCE. FOUND MAIN ENTRANCE DOOR FLAP, CATCH PLATE OUT OF ADJUSTMENT. CLEANED, LUBRICATED, AND ADJUSTED FLAPR SEAL AND CATCH PLATE. PRESSURIZED CABIN, LEAK AND OPS CHECK GOOD. WORK PERFORMED IAW MM 52-10-00-720-801, AND 21-32-00-710-801.

DURING CRUISE FLIGHT, AT 45,000FT AGL, THE FLIGHT CREW ACTIVATED THE ENGINE COWL ANTI-ICE AND SAW SLIGHT SMOKE IN COCKPIT AND CABIN. IMMEDIATELY TURNED OFF THE SYSTEM AND SMOKE CLEARED FROM CABIN. CONTINUED FLIGHT WITH NO FURTHER ISSUES. PERFORMED AN OPS CHECK IAW AMM 36-00-00, SYSTEM OPS CHECKED GOOD, COULD NOT DUPLICATE THE SMOKE IN THE CABIN.

DURING AIRCRAFT CLIMB OUT, RT PACK FAILED EICAS MESSAGE ANNUNCIATED IMMEDIATELY FOLLOWED BY SMOKE IN THE CABIN. FLIGHT CREW FOLLOWED EMERGENCY CHECKLIST PROCEDURES AND RETURNED TO DEPARTURE AIRPORT. REPLACED THE RT AIR CYCLE MACHINE IAW AMM 21-52-01.

FLIGHT CREW RECEIVED A BAGGAGE COMPARTMENT FIRE WARNING IN FLIGHT. FLIGHT CREW FOLLOWED CHECKLIST PROCEDURE WITH NO FIRE OR SMOKE DETECTED AND PULLED BAG COMP CIRCUIT BREAKER CONTINUING FLIGHT. BAGGAGE COMPARTMENT ACCESS FROM CABIN ALLOWED FOR ACTUAL INSPECTION. TROUBLE SHOT FALSE INDICATION TO A FAILED BAGGAGE SMOKE DETECTOR P/N FR2220 AND INSTALLED A REPAIRED UNIT. INSTALLATION AND OPERATIONAL CHECKS PERFORMED IN ACCORDANCE WITH AMM 26-10-21.

LT NR 1 AND 2 MAIN TIRES BLOWN OUT DURING NORMAL LANDING. AIRCRAFT SUSTAINED ADDITIONAL DAMAGE DUE TO DEBRIS FROM TIRE. TECHNICIANS EVALUATED AND PREPARED AIRCRAFT FOR ONE-TIME FERRY FLIGHT FROM KBOS TO KBAF FOR PERMANENT REPAIRS. REMOVED FAILED ANTI ROTATION VALVE P/N 1159SCH224-1, S/N 2406, INSTALLED OVERHAULED UNIT P/N 1159SCH224-1, S/N 2252 AND ADJUSTED LANDING GEAR SEQUENCING LINKAGES AFFECTING VALVE. INSTALLATION AND OPERATIONAL CHECKS PERFORMED IN ACCORDANCE WITH THE MSG3 AMM 32-44-00 AND 32-44-10.

DURING CLIMB OUT, AUTOMATIC PRESSURE CONTROL FAILED IN FLIGHT, CAUSING AN OVER-PRESSURIZATION OF CABIN. FLT CREW RETURNED TO DEPARTURE. TROUBLESHOT SYSTEM TO A FAILED CABIN PRESSURIZATION CONTROLLER. INSTALLED A REPAIRED UNIT. PERFORMED IN ACCORDANCE WITH GIV AMM 21-02-02.

FLIGHT CREW RECEIVED "LOW HYD QTY" WARNING IN FLIGHT, DECLARED AN EMERGENCY AND RETURNED TO KVNY FOR MAINTENANCE. MAINTENANCE EVALUATION DETERMINED RT MLG SIDE BRACE ACTUATOR LEAKING, P/N 1159SCL202-145, S/N A961, INSTALLATION 05/22/2014 IN "SERVICEABLE" CONDITION. TIME IN SERVICE ON THIS AIRCRAFT: 1538.8 HOURS, CYCLES IN SERVICE ON AIRCRAFT: 654 LANDINGS. INSTALLED "REPAIRED" ACTUATOR P/N 1159L41000-147, S/N A764. OPERATIONAL AND LEAK CHECKS GOOD. WORK PERFORMED IAW MSG-3 AMM 32-01-00.

LEFT MAIN LANDING GEAR INDICATED UNSAFE ON SELECTION OF GEAR EXTENSION. RAN CHECKLIST, CYCLED GEAR, LANDED WITH LEFT MAIN GEAR UNSAFE INDICATION WITHOUT INCIDENT. GEAR INDICATION TURNED GREEN AT END OF ROLL OUT. MAIN LANDING GEAR DOWNLOCK SWITCH ADJUSTMENT WAS COMPLIED IAW MM 32-61-03. PERFORMED LANDING GEAR FUNCTIONAL TESTS IAW MM 32-10-10 PAR. B STEPS 6 & 11 AND 32-30-00 PARG. B STEPS 11 & 43. OPERATIONAL CHECKS GOOD.

LEFT GEAR WILL NOT FULLY RETRACT UPON GEAR RETRACTION SELECTION. THE LIGHT WILL INDICATE UP WHEN GEAR SELECTOR LEVER IS PULLED UP FURTHER. IN FLIGHT THE LEFT GEAR DOOR WILL GET A TRANSIT INDICATION IN FLIGHT OCCASIONALLY. REMOVED A FAILED LT WING HARNESS. INSTALLED A NEW HARNESS IAW BP 4AS8120100-537, REV.B. COMPLIED WITH LANDING GEAR FUNCTIONAL TEST IAW CMP 32-30-01 WITH NO INDICATION DEFECTS NOTED. AIRCRAFT RETURNED TO SERVICE. DURING NEXT FLIGHT, LANDING GEAR INDICATOR ILLUMINATED IN-FLIGHT, LEFT GEAR YELLOW CROSS HATCH MOMENTARILY DISPLAYED. ADJUSTED TH EPROXIMITY SWITCHES IN THE FWD AND AFT LT UPLOCK ASSEMBLIES. ADJUSTED THE LT INBOARD LANDING GEAR DOOR. GEAR FUNCTIONAL CHECKED GOOD, WORK PERFORMED I

FLIGHT CREW NOTED A FUEL DISTRIBUTION ISSUE DURING CLIMB OUT AND DIVERTED FOR AN UNSCHEDULED LANDING. OPEN

FLIGHT CREW NOTED A FUEL DISTRIBUTION ISSUE DURING CLIMB OUT AND DIVERTED FOR AN UNSCHEDULED LANDING. PERFORMED MAINTENANCE ON AIRCRAFT EVALUATING FUEL QUANTITY SYSTEM, FUEL MOTIVE FLOW SYSTEM, AND INSPECTED CHECK VALVES AND SHUTOFF VALVES. REPLACED CENTER TANK HARNESS, RT FUEL PROBE, AND THE RT FEED TANK HARNESS. GROUND OPS CHECKED GOOD, AIRCRAFT RETURNED TO SERVICE. FLIGHT OPS CHECK FAILED. REPLACED THE RT FUEL FEED EJECTOR, RT CENTER TANK SCAVENGE EJECTOR, AND RT ENGINE FUEL FEED TUBE. OPS CHECKED GOOD AND AIRCRAFT RETURNED TO SERVICE.

WHILE DESCENDING THROUGH 15,000 FT AT 320 KIAS, THE RUDDER TRIM WENT INTO FULL DEFLECTION. REPLACED THE RUDDER TRIM SWITCH WITH UPGRADED PART.

NOTICED A HIGH PITCH SOUND, BUMPED THE PRESSURE SLIGHTLY UP TO SEE IF IT WOULD STOP THE NOISE WITH LOWER DIFFERENTIAL PRESSURE, IT DID. SEVERAL MINUTES LATER, CABIN CLIMBING SLOWLY AND DID NOT LEVEL OFF. DESCENT FROM FL430 TO FL340 WAS INITIATED KEEPING AN EYE ON THE PRESSURE. ANOTHER LOUD SOUND RUSHING OCCURRED. SWITCHED TO MANUAL PRESSURE MODE, VERIFIED OUTFLOW VALVE FULLY CLOSED BUT THE CABIN CONTINUE TO CLIMB. CONTINUED DESCENT TO FL240, THE CABIN BEGAN CLIMBING RAPIDLY AND REACHED AN ALTITUDE NEAR 10,000FT. CREW DONNED MASKS AND FOLLOWED EMERGENCY PROCEDURE. DIVERTED TO KMCI, FOUND MAIN ENTRY DOOR (MED) PRIMARY DEAL NOT SEATED PROPERLY ON ITS CHANNEL. RESEATED MED PRIMARY SEAL AND PERFORMED MEL SEAL REGULATOR AND SYSTEM INSPECTION. PRESSURIZED AIRCRAFT TO 9.6 PSI AND NOTED NO LEAKS OR CHANGE IN CABIN PRESSURE. WORK ACCOMPLISHED IAW GIV MSG3 AMM 52-00-03 AND 21-00-00.

AT 45,000 FT, FLYING FROM KTEB TO KVNY, LT ENG BEGAN TO VIBRATE HEAVILY. EGT ROSE TO 600 BRIEFLY WHILE ALL OTHER ENGINE PARAMETERS WERE NORMAL. BROUGHT THE ENG TO IDLE, VIBRATION CEASED AND THE TEMP DROPPED TO 260. TRIED TO BRING THE ENGINE BACK TO POWER, AT 60-70% N1, THEY NOTICED THE ENG BEGAN TO VIBRATE AGAIN. BROUGHT THE ENG BACK TO IDLE AND THE VIBRATION CEASED AGAIN. DIVERTED AND DECLARED EMERGENCY AT KOMA. AC LANDED SAFELY WITH NO ASSOCIATED CAS MESSAGE. IT WAS DETERMINED NR 2 ENG EXPERIENCED ENG STALL EVENT. MADE AN ENGINEERING EVALUATION AND HAS DETERMINED THE ENG IS IN SERVICEABLE CONDITION FOR CONTINUED OPERATION OF TEN (10) HOURS. A SPECIAL FLIGHT PERMIT WAS ISSUED BY FAA ON DECEMBER 16, 2016 TO FERRY THE AC. THE PLAN IS TO REPLACE AND INVESTIGATE THE ENG. A PROGRESS OR COMPLETE REPORT WILL BE SUBMITTED AT A LATER DATE.

AFTER TAKEOFF, RT MLG INDICATION READ DOWN GREEN POSITION WITH HANDLE AND GEAR IN THE UP POSITION. THE RT MLG INDICATION PROXIMITY SWITCH WAS FOUND TO BE FAULTY. FAULTY PROXIMITY SWITCH WAS REPLACED WITH A NEW UNIT, P/N OFF: D23336000-1, S/N OFF: 03138, P/N ON: D23336000-2, S/N ON: 02173.

AIRCRAFT RECEIVED FUEL, CREW THEN TAXIED AIRCRAFT TO ACTIVE RUNWAY TO WAIT APPROXIMATELY 15 MINUTES. AT NO POINT DURING THEIR WAIT DID THE REFUEL DOOR ILLUMINATE ON EICAS. AFTER DEPARTING RUNWAY AT 400-500 FEET ABOVE GROUND, THE REFUEL DOOR INDICATION ILLUMINATED ON IECAS. FELT A VIBRATION IN THE AFT RIGHT SIDE OF AIRCRAFT FOR APPROXIMATELY 2 TO 3 SECONDS. UP TO THAT POINT, ALL AIRCRAFT INDICATIONS WERE SMOOTH AND NORMAL. ELECTED TO CONTINUE SHORT LOW LEVEL FLIGHT BACK TO HOME BASE AT A REDUCED AIRSPEED, DID NOT FEEL IT WAS A SAFETY OF FLIGHT. AFTER ARRIVAL, INSPECTED AIRCRAFT TO DISCOVER THE REFUEL DOOR HAD DEPARTED AIRCRAFT. TEMPORARY REPAIRED.

THE CREW NOTED A RED LEFT "BLEED AIR LEAK" EICAS MESSAGE FOR AN ENGINE BLEED AIR LEAK. MESSAGE ILLUMINATED AT FLIGHT 350. CREW FOLLOWED THE QRH PROCEDURES TO SHUT THE ENGINE DOWN DUE TO THE "BLEED AIR LEAK" MESSAGE WOULD NOT EXTINGUISH. CREW DID DECLARE AN EMERGENCY WITH AN UNEVENTFUL LANDING. TROUBLESHOOTING CONDUCTED BY MANUFACTURER REVEALED A FAULTY LEFT BLEED AIR LEAK DETECTION CONTROLLER UNIT. UNIT WAS REPLACED. ALL OPERATIONAL CHECKS SATISFACTORY, WORK ACCOMPLISHED UNDER WO SC11021. AIRCRAFT WAS RETURNED TO SERVICE.

ON APPROACH, THE FLAP CONTROL CIRCUIT BREAKER TRIPPED. FLAPS REMAINED IN THE RETRACTED POSITION WITH THE SLATS DEPLOYED. ON LANDING, MAINTENANCE VISUALLY INSPECTED FLAPS, RESET THE FLAP CONTROL CIRCUIT BREAKER, PERFORMED OPERATIONAL CHECK OF FLAP SYSTEM TO FULL EXTENSION AND RETRACTION. WORK PERFORMED IAW AMM 27-50-00-720-802. NO DEFECTS WERE NOTED.

SHORTLY AFTER DEPARTURE, PAX OBSERVED FUEL LEAKING FROM RT WING. THE LEAK APPEARED TO BE FROM THE RT AILERON & THE OTBD PORTION OF THE WING. EMER WAS DECLARED DUE TO THE FACT THAT THE CREW COULD NOT DETERMINE THE CAUSE OF THE LEAK. CREW LANDED UNEVENTFULLY AT DEPARTURE AIRPORT. LEAK WAS TRACED BACK TO A FULL RT WING SUMP. RT & LT WING SUMPS DRAINED. NO FURTHER LEAKS NOTED.

LOSS OF NR 1 HYD RESERVOIR SYS FLUID IN FLIGHT TO 20%. NR 1 ENG HYD PUMP SYS NR 1 LIGHT ON & NR 2 ENG HYD PUMP SYS NR 1 LIGHT ON. PSI 200/600 FLUCTUATING. FOUND LEAK FROM NR 1 ENG HYD PUMP SYS NR 1. REMOVED NR 1 ENG HYD PUMP 1 & NR 2 ENG HYD PUMP 1. INSTALLED OVERHAULED UNITS. OPERATIONS & LEAK CHECK SATISFACTORY.

DURING CRUISE AT FL 350, EICAS DISPLAYED RT BLEED AIR LEA. FOLLOWED QRH STEP BY STEP BUT EICAS MSG REMAINED ILLUMINATED. QRH DIRECTED CREW TO SHUTDOWN RT NR 2 ENG & LAND AS SOON AS POSSIBLE. CREW & PAX OBSERVED AN UNUSUAL BURNING OIL SMELL. CREW THEN DECLARED AN EMER WITH ATC & REQUESTED A LOWER ALTITUDE. EICAS REMAINED ILLUMINATED UNTIL BELOW 10,000 FEET MSL. ACFT LANDED SAFELY & UNEVENTFULLY. PERFORMING TROUBLESHOOTING & CORRECTIVE ACTION. WILL PROVIDE UPDATE ON NEXT REPORT. RIGHT EEC FILES WERE DOWNLOADED FOR EVALUATION. NO DISCREPANCIES WERE FOUND. ENGINES WERE RUN AT TAKE-OFF POWER AND NO BLEED LEAK NOTED AT RIGHT ENGINE, RIGHT PYLON, AND ACM AREAS. BURNING SMELL WAS RELATED TO THE CREW SELECTING EMERGENCY AIR. AIRCRAFT WAS RETURNED TO SERVICE.

AT FL430, WHILE ACFT WAS EN-ROUTE ON AN EMPTY LEG, FLIGHT CREW RECEIVED MULTIPLE FIRE EICAS MSGS ASSOCIATED WITH AUDIO INDICATING BOTH ENGS & APU WERE ON FIRE. CREW OBSERVED APU FIRE LOOP A FAIL, RT FIRE LOOP A FAIL, LT FIRE LOOP A FAIL & FPS MX REQD MSGS. ACFT DIVERTED & DECLARED AN EMER LANDING. CABIN ATTENDANT LOOKED AT BOTH ENGS THROUGH THE CABIN WINDOWS & REPORTED THAT EVERYTHING LOOKED NORMAL. ON THE DOWNWIND TO RUNWAY 18, CONTROL TOWER NOTED NOTHING UNUSUAL IN THE AFT SECTION OF THE ACFT. ACFT LANDED & GND CONTROL REPORTED THE ABSENCE OF FIRE FROM THE ACFT. REPLACED THE DEFECTIVE PART & RETURNED THE ACFT BACK INTO SERVICE ON JUNE 20 2015.