Jet Access Aviation, LLC

Part: HYDRAULIC LINE — FAILED (ZONE 400) · airframe 7,467 hrs · 3,698 cycles

CREW HAD NO2 HYDRAULIC LOW WARNING GO OFF DURING CRUISE, TRACKED THE QUANTITY AND HAD NO2 DEPLETED AND THEN STARTED TO DEPLETE THE NO1 SYSTEM. CREW DECIDED TO LAND AT THE NEAREST LONGEST RUNWAY AND CHOOSE JAX AND WERE ABLE TO LAND SAFELY WITH NO DAMAGE OR ISSUES. AFTER SAFELY LANDING, WE HAD A MX TECH INSPECT AND WAS ABLE TO SEE THE HYDRAULIC LOSS CAME FROM THE NO2 ENGINE HYDRAULIC PUMP AND CURRENTLY BEING LOOKED AT FOR REPAIRS.

Part: FLEX HOSE — BLEW OUT (ZONE 100) · airframe 5,948 hrs · 3,169 cycles

LOSS OF SYSTEM A HYDRAULICS RESULTING IN AN EMERGENCY LANDING. UPON LANDING INSPECTION REVEALED A 3000PSI HYDRAULIC LINE JUST AFT OF GEAR HAD BLOWN OUT AND DUMPED THE A SYSTEM HYDRAULIC FLUID.

Part: HYDRAULIC LINE — BROKEN (ZONE 400) · airframe 6,858 hrs · 3,359 cycles

CREW HAD WARNING AFTER SELECTING GEAR DOWN. THEY HAD WARNING FOR LOSS OF HYDRAULIC VOLUME AND LOSS OFF HYDRAULIC PRESSURE. ABORTED THE LANDING AND DIVERTED TO TIST FOR A LONGER RUNWAY. THEY HAD TO USE THE BLOWDOWN BOTTLE TO LOCK THE GEARS AND THE EMERGENCY BRAKE BOTTLE FOR THE BRAKES. UPON LANDING AND SAFELY CLEARING THE AIRPLANE, THEY FOUND THAT THE 2 L/H MAIN GEAR TIRES HAD FLATTENED OUT. THE CREW SAW HYDRAULIC FLUID COMING OUT OF THE NO2 ENGINE DRAIN MAST. UPON INSPECTION, FOUND THE PRESSURE LINE HYDRAULIC LINE TO THE PUMP WAS BROKEN ON THE B-NUT.

Part: DOOR SEAL — DEFLATED (ZONE 800) · airframe 11,516 hrs · 9,069 cycles

DOOR SEAL ANNUNCIATOR LIGHT CAME ON AT 41FL FOLLOWED BY A POP NOISE AND A LOSS OF CABIN PRESSURE.

Part: COOLING DUCT — LOOSE (ON ACM) · airframe 6,047 hrs · 4,353 cycles

CREW REPORTED: MASTER WARNING CABIN ALTIMETER CAME ON AFTER THE AMBER ALTITUDE WHEN LEVELING OFF AT 32000FT. C REW COMPLIED WITH AN EMERGENCY DECENT AND DIVERTED AS REQUIRED. MAINTENANCE FOUND DUCT HAD COME OFF OF THE ACM. ACM DUCT WAS RESECURED AND SYSTEM WAS LEAK AND OP CHECKED WITH NO ADDITIONAL DEFECTS NOTED.

Part: UNKNOWN — UNKNOWN (UNKNOWN) · airframe 5,516 hrs · 3,101 cycles

AIRCRAFT DEPRESSURIZED DURING CLIMB FROM KBCT. CREW INITIATED DECENT TO 10000FT., PERFORMED THE DEPRESSURIZATION CHECKLIST, AND HELD TO BURN OFF FUEL AS REQUIRED. LANDED AIRCRAFT SAFELY AT KPBI FOR MAINTENANCE.

Part: UNKNOWN — UNKNOWN (UNKNOWN) · airframe 6,082 hrs · 4,370 cycles

DURING APPROACH LIGHT TURBULENCE WERE EXPERIENCED DUE TO SCATTERED CUMULOUS CLOUDS. MASTER CAUTION WENT OFF AND L ENG FIRE LIGHT BLINKED A COUPLE TIMES. LIGHT DID NOT STAY ON AND THERE WERE NO OTHER INDICATIONS, ENGINES PERFORMED NORMALLY. PILOTS DID RUN THE QRH AND CONSIDERED DIVERTING HOWEVER ALL LIGHTS HAD EXTINGUISHED SO NO OTHER PROCEDURES WERE NEEDED. AIRCRAFT LANDED UNEVENTFULLY.

Part: UNKNOWN — UNKNOWN (UNKNOWN) · airframe 4,964 hrs · 3,577 cycles

DEPRESSURIZATION - EMERGENCY DESCENT. AIRCRAFT WORKED BY MANUFACTURER AND FOUND THAT AN AIR CONDITIONING SYSTEM DUCT CAME LOOSE.

Part: PUMP — LEAKING (ZONE 400) · airframe 9,135 hrs · 3,987 cycles

DURING CLIMB AFTER TAKEOFF, AIRCRAFT FILLED WITH SMOKE. CREW DAWNED OXYGEN MASKS, DECLARED AN EMERGENCY, AND RETURNED TO DEPARTURE AIRPORT PBI. TROUBLESHOOTING DETERMINED AN OIL PUMP SEAL FAILURE ON THE RH ENGINE TO BE AT FAULT.

Part: NONE — BROKEN (ZONE 200) · airframe 8,212 hrs · 4,967 cycles

PER PILOT REPORT: DURING CLIMB(THRU FL360) LEFT SIDE WINDOW SHATTERED. CREW REQUESTED DESCENT, COMPLIED WITH CHECKLISTS AND DIVERTED TO ROC.

Part: HEATER — BURNED OUT (REAR CABIN BAGGA) · airframe 8,896 hrs · 7,881 cycles

CREW SMELLED AN ODOR, TOOK ACTIONS TO ISOLATE SOURCE, ODOR CONTINUED FOLLOWED BY SMOKE IN THE REAR CABIN BAGGAGE AREA. SWITCH TO EMERGENCY BUSS AND PUT ON O2 MASKS, DECLARED AN EMERGENCY AND CONTINUED TO LOAD SHED ITEMS UNTIL SMOKE SUBSIDED. LANDED SAFELY AT KJAN. MAINTENANCE FOUND DAMAGED WIRING AT THE RH AUX HEATING ELEMENT. THE INSULATION THAT WAS ABOVE THE RH AUX HEATING ELEMENT WAS DAMAGED WHICH WAS THE CAUSE OF THE SMOKE/SMELL IN THE AIRCRAFT. MAINTENANCE FOUND OVERHEATED RH AUX HEATER TO BE SOURCE OF SMOKE/ODOR.

Part: CIRCUIT BREAKER — FAILED (EMER BATTERY) · airframe 8,188 hrs · 4,958 cycles

75 AMP EMERGENCY BATTERY CIRCUIT BREAKER ON COCKPIT OVERHEAD PANEL POPPED. THIS CAUSED LOSS OF POWER TO SYSTEMS TO INCLUDE PRESSURIZATION CONTROL. NO SIGNS OF ARCING OR OVER HEATING PRESENT. VENDOR INSPECTED 75 AMP BATT CIRCUIT BREAKER LOCATED ON COCKPIT OVERHEAD AND NOTICED BREAKER TO HAVE A BLACK COLLAR ON THE BREAKER. THIS COLLAR IS THICKER THAN THE COLLAR OF THE ADJACENT L MAIN CIRCUIT BREAKER AND VENDOR BELIEVES IT DOES NOT ALLOW THE BATT CIRCUIT BREAKER TO FULLY ENGAGE OR RESET. WE HAD THE BREAKER REPLACED WITH NEW AND THE COLLAR WAS REMOVED.

Part: CONNECTOR — DEFECTIVE (RT MLG) · airframe 5,010 hrs · 4,028 cycles

GEAR UNSAFE LIGHT ON AND RIGHT HAND MAIN GEAR LIGHT NON ILLUMINATING WITH GEAR SELECTED DOWN FOR LANDING. CREW EXECUTED AND COMPLETED THE CHECKLIST FOR GEAR WILL NOT EXTEND. THE GEAR UNSAFE LIGHT REMAINED ON THE RIGHT MAIN LANDING GEAR LIGHT WAS NOT ILLUMINATED. THEY LANDED AT THEIR DESTINATION AIRPORT WITHOUT ANY PROBLEMS WITH THE GEAR ITSELF. THE ANNUNCIATOR WAS GIVING A FAULTY INDICATION. MAINTENANCE DETERMINED THIS WAS DUE TO CONNECTOR ISSUES WITH THE RT DOWN AND LOCK SWITCH.

Part: O-RING — BROKEN (ZONE 700) · airframe 4,169 hrs · 3,554 cycles

ON LANDING ROLLOUT CREW APPLIED BOTH BRAKES LEFT BRAKE PEDAL FELT SOFT. AS THEY CAME TO A FULL STOP AT THE RAMP, THE LEFT PEDAL WENT FLAT. THEY SHUTDOWN THE ENGINES AND UPON EXITING THE AIRCRAFT, THEY NOTICED HYDRAULIC FLUID UNDER THE LEFT WHEEL. MAINTENANCE LOOKED OVER BRAKE ASSEMBLE AND FOUND LEAKING FITTING FROM DAMAGED O-RING.