CRITICAL AIR RESPONSE ENTERPRISES LLC

AT FL 400, APPROX 2 HOURS INTO FLIGHT WE EXPERIENCED SOME PRESSURE CHANGES ON OUR EARS. CREW LOOKED AT THE CABIN RATE INDICATOR WHICH WAS INDICATING AN 800 FOOT CLIMB PER MINUTE. WE THEN OBSERVED THE DIFFERENTIAL PRESSURE DECREASING. (WAS AT 8.9 IN CRUISE). WE THEN NOTICED THE CABIN ALTITUDE RISING FROM THE CRUISE ALTITUDE OF 6800 FEET TO 10500 FEET IN APPROXIMATELY 4 TO 5 MINUTES. AT 10000 WE STARTED THE EMERGENCY DESCENT. ALL ASSOCIATED SYSTEMS WERE INSPECTED FOR DEFECTS, LEAKS AND FUNCTIONALITY. NO LEAKS WERE DISCOVERED, OUTFLOW VALVES FUNCTIONED AS INTENDED. CABIN PRESSURIZATION SYSTEM FUNCTIONAL CHECK PERFORMED NORMALLY. EMERGENCY PRESSURIZATION SYSTEM FUNCTIONED AS INTENDED. NO FAULTS WERE DETECTED BY THE CABIN PRESSURIZATION CONTROLLER FAULT INDICATOR. AIRCRAFT FLEW TO HOME BASE KDVT FROM KALS ON 8/21/2024 AFTER BEING RELEASED FROM MAINTENANCE WITH NO ISSUE OR ERRATIC INDICATION DURING FLIGHT. UPON RETURNING TO HOME BASE, WE BEGAN TO PERFORM MORE THROUGH INSPECTIONS WITH THE ASSISTANCE OF DUNCAN AVIATION AND IDENTIFIED A FAULT WITH THE CABIN PRESSURIZATION INDICATOR. THE CABIN PRESSURIZATION INDICATOR WAS REPLACED, AND ALL CABIN PRESSURIZATION VERIFICATIONS PASSED. AIRCRAFT WAS RETURNED TO SERVICE.

APPROXIMATELY 20 MINS FROM PAE VOR, AT FL 430 (DESTINATIONCYVR) WE EXPERIENCED DUAL L & R BLEED AIR ANNUNCIATIONS. THE PIC ELECTED TO TRY & EXTINGUISH THE LIGHTS BY REDUCING THE THRUST LEVERS.AFTER APPROX 2 MINS, ASKED ATC FOR A DESCENT TO FL 400TO ASSIST IN MAINTAINING AIRSPEED WITH A REDUCED THRUST LEVER SETTING.AT FL 400 THE FLIGHT CREW INITIATED THE DUAL BLEED AIR CHECKLIST FROM THEQRH. AFTER INITIATING THE CHECKLIST, AND WAITING APPROXIMATELY 2-3MINS FOR THE PROCEDURE TO TAKE AFFECT, AND WITH THE BLEED AIR LIGHTSSTILL ON, THE CREW INITIATED THE MEMORY ITEM PROCEDURE (ONE BLEED AIROFF AND ONE BLEED AIR TO EMERGENCY). THE FLIGHT CREW THEN ALERTED ATC TO THE ISSUE, & DECLARED AN EMERGENCY REQUESTING A DIVERSION TOKBFI WHICH WAS APPROXIMATELY 10 MINUTES WEST OF OUR POSITION. ATC THEN GAVE US VECTORS TO KBFI AND WE CONTINUED OUR DESCENT. DURINGT HE DESCENT, AS WE RAN OUR NORMAL DESCENT & APPROACH CHECKLISTS,THE BLEED AIR LIGHTS EXTINGUISHED APPROXIMATELY FL 260.(APPROXIMATELY 15 MINUTES AFTER THE FIRST INITIAL ANNUNCIATION). WECONTINUED WITH A REDUCED THRUST LEVER SETTING TO MINIMIZE THEPOSSIBILITY OF RECEIVING THE ANNUNCIATIONS FOR A SECOND TIME ANDLANDED AT KBFI WITHOUT FURTHER INCIDENT. WHEN WE TAXIED INTO THEFBO, THE FIRE DEPARTMENT CHECKED THE AIRCRAFT FOR HEAT AND DAMAGE.THE FIRE DEPARTMENT MENTIONED HOT TEMPERATURES IN THE LAVATORY AREA, BUT NO OTHER PART OF THE AIRPLANE.

WHILE ON APPROACH TO CYQL, WE EXTENDED THE LANDING GEAR, AND OBSERVED THE LEFT INBOARD ANTI-SKID GEN LIGHT ILLUMINATE. WE DETERMINED THE RUNWAY LENGTH AND CONDITIONS WERE INEFFICIENT FOR LANDING WITH ANTI-SKID INOP. WE DECLARED AN EMERGENCY AND DIVERTED TO KGTF.

CABIN ALTITUDE DECREASED AND EMERGENCY VALVES DEPLOYED AT FL350

AIRCRAFT WAS EN ROUTE TO KLGB TO PICK UP A PASSENGER WITH A COLLAPSED LUNG, WHICH WOULD REQUIRE SEA LEVEL CABIN FOR THE DURATION OF THE FLIGHT. THE PILOT TOOK OFF IN MANUAL MODE FOR PRESSURIZATION. MANUAL MODE WAS NOT CONTROLLING LIKE THE CREW WANTED AND THE MEDICAL CREW IN THE CABIN WERE COMPLAINING OF POPPING EARS SO THE PILOTS SWITCHED TO AUTOMATIC MODE. THE CABIN OVER CORRECTED AND THE PILOTS GOT CONCERNED, AT ABOUT THAT TIME THE #2 GENERATOR WENT OFF LINE. AND THERE WAS A NOISE COMING FROM THE ENGINE. THE PILOTS STARTED EMERGENCY DECENT AND DEPLOYED CABIN OXYGEN AND DECLARED AN EMERGENCY. UPON ARRIVAL AT KDVT MAINTENANCE DEBRIEFED THE FLIGHT CREW. UPON TRYING TO START THE ENGINE THE MAINTENANCE CREW NOTED THAT SMOKE CAME FROM THE GENERATOR. THE GENERATOR WAS 90 HOURS FROM OVERHAUL. A CHECK OF THE PRESSURIZATION SYSTEM PER THE MAINTENANCE MANUAL SHOWED NO DEFECTS.

ORIGINALLY, THE ACFT HAD A CABIN MANAGEMENT MODULE DEGRADATION IN WHICH THE GALLEY POWER WAS INTERMITTENT. THIS MODULE ALSO CONTROLS THE LAVATORY LIGHTING. THE REPLACEMENT COMPONENT, REPAIRED BY REPAIR FACILITY, IMMEDIATELY POPPED THE CIRCUIT BREAKER, WHICH RENDERED THE GALLEY AND LAVATORY COMPLETELY INOPERATIVE. THE TEARDOWN REPORT ON THE REPLACEMENT UNIT LISTED THE INCOMING SQUAWK AS "INTERMITTENT GALLEY POWER", WHICH WAS REPAIRED, TESTED, AND RELEASED FOR SERVICE. ACFT MFG KNOWS ABOUT THE QUALITY ISSUES FROM THIS REPAIR STATION. WE HAVE 2 OTHER COMPLAINTS ON OTHER COMPONENTS FROM THIS FACILITY.

VIDEO FAILED IN CABIN ENTERTAINMENT SYS. UPON REMOVING THE AUDIO/VIDEO MODULE, THE MODULE HAD A DISTINCT BURNED ODOR TO IT. A REPLACEMENT MODULE WAS INSTALLED AND WAS INOPERATIVE. REPLACEMENT UNIT DISPLAYED CODE "NO" WHICH MEANS "NEVER ONLINE". A SECOND UNIT WAS PROCURED, REPAIRED REPAIR STATION, WHICH PERFORMED THE EXACT SAME WAY. DISCUSSIONS WITH THE ACFT MFG AND TECH REPS SUSPECT THERE IS A SOFTWARE ISSUE WITH MODULE. TEARDOWN REPORT OF BOTH REPLACEMENT MODULES SHOWS THERE WAS NO PROBLEMS WITH THE UNITS AS RECEIVED AND DURING THEIR TESTING, AND WAS RETURNED TO SERVICE AS IS. ACFT MFG IS AWARE OF THE PROBLEMS WITH THE REPAIRS.