A-OK JETS, INC.

ON LANDING IN KASE THE ANTI-SKID SYSTEM FAILED AFTER 3-4 SECOUNDS. ANTI-SKID WAS RESET AND UPON RESET ALL TIRES BLEW AT THE SAME TIME AND LOSS BREAKING.

REPORT FROM THE PIC - "TAKING OFF OUT OF WILMINGTON DELAWARE KILG IN GOOD WEATHER CONDITIONS RIGHT AFTER ROTATION SAW A FLOCK OF BIRDS FLYING TOWARDS THE AIRPLANE. I TRIED TO DEVIATE FROM THEIR PATH BUT IT WAS TOO LATE, NOT SURE HOW MANY WENT INTO THE RIGHT ENGINE CAUSING A LOUD NOISE, VIBRATION, AND RAPID LOSS OF POWER. I GAINED SOME ALTITUDE AND WENT THROUGH THE CHECKLIST WITH MY FO AND PROCEEDED TO SECURE THE ENGINE. WE DECLARED AN EMERGENCY AND RETURNED TO THE AIRPORT IMMEDIATELY. WE DID NOT HAVE TO BURN ANY FUEL BECAUSE WE WERE AT LANDING WEIGHT. AFTER WE LANDED WE COULD SEE THAT THERE WAS SOME SUBSTANTIAL DAMAGE TO THE RIGHT ENGINE WITH ONE BLADE MISSING."

AT CRUISE ALTITUDE AILERONS WOULD NOT RESPOND, PILOT HAD TO PULL AILERON ROLL DISCONNECT FOUND THAT THE LT WOULD RESPOND AND RT STILL HAD NO RESPONSE PILOT DECLARED EMERGENCY AND ASK FOR A NEW DESTINATION TO KGJT UPON SHORT FINAL INTO KGJT PILOT REPORTED REGAINING CONTROL OF RT AILERON. PILOT REPORTED HEAVY RAIN AND WEATHER AT DEPARTURE. MET AIRCRAFT ON LANDING TO INSPECT AILERONS FOUND MOISTURE BETWEEN AILERONS AND SEALS FREEZING AT ALTITUDE PREVENTING RT AILERON FROM MOVING FREELY IN FLIGHT. DRIED ALL MOISTURE FROM UNDER SEAL AREA, CLEANED WING SEALS, INSPECTED FOR DAMAGE NONE NOTED AT THIS TIME. PERFORMED AILERON RECONNECT PROCEDURES AND OPERATED AILERONS WITH AUX PUMP THROUGH SEVERAL CYCLES NO DEFECTS NOTED IAW MAINTENANCE MANUAL CHAPTER 27-10-00 AILERON AND TAB ADJUSTMENT/TEST. OPERATIONAL CHECK GOOD. DETERMINED ROOT CAUSE TO BE MOISTURE BETWEEN AILERON AND SEALS FREEZING AT ALTITUDE AND PREVENTING RT AILERON FROM MOVING FREELY IN FLIGHT.

TAKEOFF RUN WITH V1 WAS 124 KNOTS AND ROTATION VR 136,2 KNOTS PRIOR TO ROTATION EXPERIENCED A STRONG VIBRATION AND CONTINUED WITH TAKEOFF TO ACHIEVE A SPEED OF V2 PLUS 10. ONCE AIRBORNE THE VIBRATION STOPPED. CHECKED HYDRAULICS AND FUEL QUANTITY FOR ANY, ALL SYSTEMS CHECKED FINE AND THE AIRCRAFT WAS PERFORMING AS NORMAL. COMMANDED GEAR UP AND CLIMBED TO 16,000 FEET AS A SAFE ALTITUDE.ONCE AT 16,000FT. CONTACTED THE TOWER AND ADVISED HAD A VIBRATION AND WE HAVE A POSSIBLE BLOWN TIRE,WE ASKED THAT THEY CHECK RUNWAY FOR DEBRIS.THE TOWER CONFIRMED THEY HAD A PIECE OF RUBBER POSSIBLY FROM A TIRE. AT THIS POINT THE AIRCRAFT WAS FLYING IN A CLEAN CONFIGURATION WITH NO VIBRATIONS OR ABNORMALITIES, ALL PERIMETERS WERE NORMAL.ATC ASKED WHAT MY INTENSIONS WERE, RESPONDED ALL SYSTEMS WERE NORMAL AND WERE CONTINUING TO OUR DESTINATION. DIVERTED. ON INSPECTION OF THE DAMAGE, REALIZED THE NR 2 INBOARD TIRE HAD BLOWN WHICH CAUSED SUBSEQUENT DAMAGE AND DEBRIS.

DURING TAKE OFF FROM KPBI AFTER ROTATION WE GOT A LOT OF SMOKE FOLLOWED BY A SMELL OF OIL IN THE COCKPIT AND CABIN. WE RETURNED TO KPBI AND LANDED WITH NO ISSUES.

ON DEPARTURE OUT OF PBI ABOUT 1000 FEET INFLIGHT WE STARTED SMELLING SOMETHING BURNING. SOON AFTER WE STARTED NOTICING A LOT OF SMOKE IN THE COCKPIT. IMMEDIATELY AFTER WE HAD AN EICAS MASSAGE APPEAR ( R ENGINE OIL FILTER. SO WE TURNED BACK TO THE AIRPORT IN PBI AND LANDED.

PILOT REPORTED LOSS OF CABIN PRESSURIZATION DURING FLIGHT AND DIVERTED TO LAND. MX TROUBLESHOOTING AND GROUND ENGINE RUNS COULD NOT DUPLICATE PROBLEM. SUBSEQUENT TEST FLIGHT DUPLICATED DISCREPANCY. PROBLEM IDENTIFIED AS A WEAK OR INTERMITTENT CABIN PRESSURIZATION FLOW CONTROL VALVE (PN 3200335-2). PART REPLACED AND ACFT RETURNED TO SERVICE. (K)