GJ COMPANY HOLDINGS, LLC

Operated by Georgia Jet Inc. (per NTSB report)

Operated by Georgia Jet (per NTSB report)

***CREW REPORT: WE WERE CLIMBING THRU 14,000 FT THE CABIN LOW PRESSURE LIGHT ILLUMINATED. I CALLED FOR THE CABIN PRESSURE LO CHECKLIST AND WE STARTED RUNNING THE CHECKLIST (I HAD NO SYMPTOMS OF HYPOXIA) THE FO AND I WERE LOOKING AT THE CABIN PRESSURE INDICATOR AND WE WERE IN AGREEMENT THAT THE SMALL NEEDLE WAS AT THE 5 O’CLOCK POSITION AND THE BIG NEEDLE WAS IN THE 12-1 O’CLOCK POSITION. GOING THROUGH 23,500FT MY EAR POPPED AND THE CABIN WARNING HORN SOUNDED. WE CALLED CENTER AND TOLD THEM WHAT WE HAD AND REQUESTED A LOWER ALTITUDE AND A HEADING BACK TO OUR DEPARTURE AIRPORT. I IMMEDIATELY BEGAN AN EMERGENCY DESCENT AND BEGAN TO TURN BACK TO THE DEPARTURE AIRPORT.

"AIR CONDITIONER FAIL” ANNUNCIATOR CAME ON AT THROTTLE UP ON TAKE OFF. ABORTED T/O. COCKPIT INDICATION WAS A "MASTER CAUTION" WITH ASSOCIATED AMBER ANNUNCIATOR. 8/5/2023, MAINTENANCE PERFORMED GROUND RUNS AND PERFORMANCE TESTS, NOTED NO FAULTS OR ANOMALIES. COULD NOT DUPLICATE FAULT. AIRCRAFT HAS FLOWN 11 HOURS SINCE EVENT WITH NO REPORTED REPETITION OF FAULT.

ON JULY 16, 2023, WE WERE TRAVELING BETWEEN KLUK AND KTVC. ABOUT 15 MINUTES INTO THE FLIGHT THE FIRST OFFICER WAS LOOKING OVER THE INSTRUMENT PANEL AND NOTICED THE HYDRAULIC GAUGE WAS IN THE YELLOW RANGE READING 200 PSI. THERE WERE NO ANNUNCIATOR ILLUMINATED. WE REFERENCED THE QRH WHICH LED US BACK TO THE ANNUNCIATION LIGHT FOR LOW FLUID LIGHT IN THE CHECKLIST. WE DECLARED THE EMERGENCY AND BEGAN SEARCHING FOR THE BEST OPTIONS AND DECIDED TO LAND AT KBTL. SENT FROM MY IPAD

FLIGHT CRE REPORTED: LH ENGINE FIRE PUSH LIGHT ILLUMINATED IN FLIGHT. OCCURED APPROXIMATELY 20 MINUTES INTO FLIGHT, LIGHT EXTINGUISHED WHEN THROTTLE WAS RETARDED.

DURING DEPARTURE FROM KAPF THE CREW WERE FLYING TO CSHELL FIX AND WERE NOTIFIED BY ATC THE WERE 50 MILES OFF COURSE WITH ALL COCKPIT NAVIGATION INDICATIONS NORMAL. THE CREW THEN ELECTED TO RETURN TO KAPF VIA ATC VECTORING AND LANDED WITH OUT ISSUE. MAINTENANCE WAS DISPATCHED TO THE AIRCRAFT AND FOUND BOTH FMS'S AND GPS'S NOT SYNCED.AFTER PERFORMING SYNCING PROCEDURE PER 400A AMM 34-20-01 SYSTEMS SHOWED NO ERRORS. THE AIRCRAFT WAS RETURNED TO SERVICE AND HAS FLOWN WITH OUT ANY OTHER ISSUES.

CREW NOTED LH GENERATOR DISENGAGED ON TAKE OF ROLL, ABORTED TAKE OF AND RETURNED TO FBO. MAINTENANCE WAS CONTACTED AND COULD NOT DUPLICATE FAULT ON SUBSEQUENT GROUND RUNS. AIRCRAFT RETURNED TO SERVICE AND HAS NOT HAD THE PROBLEM REPEATED.

DURING CRUISE ONCE THE FUSELAGE FUEL TANK WAS EMPTY THE CREW NOTICED A FUEL IMBALANCE DEVOLOPING IN THE WING TANKS. ATTEMTING TO CROSSFEED AND REBALANCE THE FUEL LOAD WAS UNSUCCESFUL. THE CREW DECLARED AND EMERGENCY AND SAFELY LANDED APPROXIMATELY 40 MILES SHORT OF INTENDED DESTINATION. GJAM CRS# 8GJR541D PERFORMED A VISUAL STRUCTUAL INSPECTION WITH NO FAULTS NOTED AND PERFORMED A SATIFACTORY OPERATIONAL TEST OF THE FUEL CROSS FEED SYSTEM. A FERRY PERMIT WAS ISSUED AND THE AIRCRAFT WAS SAFELY FLOWN BACK TO HOME BASE AT KLZU. AT THAT TIME THE RIGHT HAND BOOST PUMP WAS FOUND TO BE WEAK AND WAS REPLACED WITH AN OVERHAULED UNIT. WHILE ON THE GROUND THE CROSSFEED SYSTEM WAS FOUND TO HAVE AND INTERMITTENT ISSUE WHERE BOTH BOOST PUMPS WERE COMING ON AT THE SAME, INHIBITING FUEL CROSSFEED. THE PCB WHICH CONTROLS THIS SYSTEM WAS THEN REPLACED WITH A SERVICEABLE UNIT. POST MAINTENACE GROUND OPERATIONAL TESTS WERE ALL NORMAL. ALL SUBSEQUENT FLIGHT HAVE BEEN NORMAL.

ON TAKE OFF RUN RECEIVED LEFT ENGINE OIL FILTER BYPASS LIGHT AT APPROXIMATELY 55KIAS.

CREW REPORTED LEFT HAND ENGINE POWER LEVER FROZE AT 80% N1 ON DESCENT INTO MARSH HARBOR BAHAMAS, AS A PRECAUTIONARY MEASURE THE CREW ELECTED TO DIVERT TO MYNN. BIG SKY AVIATION CRS# 4B1R824C WAS CONTACTED AND THEY DISPATCHED A&P 2640501 DEXTER ADDERLEY. UPON INSPECTION OF THE LEFT HAND ENGINE THROTTLE CABLE A FEW CLAMPS WERE FOUND NOT SECURED ALLOWING BINDING OF THE CABLE. CLAMPS WERE SECURED AND FULL FREEDOM OF MOVEMENT WAS RESTORED TO THE LEFT ENGINE POWER CONTROL SYSTEM. THE AIRCRAFT HAS NOT REPORTED THE ISSUE AGAIN.

ON WEDNESDAY, 14 APRIL 2021, THE CREW OF N412GJ WAS OPERATING UNDER FAR PART 135 CONDUCTING A PASSENGER CHARTER FLIGHT FROM KPBI TO KAVL. IMMEDIATELY AFTER LIFTOFF FROM THE RUNWAY, THE AIRCRAFT PITCHED TO AN UNUSUALLY HIGH NOSE UP ATTITUDE. THE CREW WAS ABLE TO PUSH THE NOSE OVER BUT HAD TO EXERT AN ABNORMAL AMOUNT OF FORCE ON THE CONTROL COLUMN AND REDUCE ENGINE THRUST TO DO SO. FEARING A POSSIBLE PITCH TRIM RUNAWAY OR OTHER FLIGHT CONTROL PROBLEM, THE CREW DECLARED AN EMERGENCY AND RETURNED TO THE AIRPORT. A SAFE, NORMAL LANDING WAS CONDUCTED WITHOUT FURTHER INCIDENT. AFTER RETURNING TO THE FBO, THE CREW CHECKED THE TRIM SYSTEM AND FOUND THAT IT WAS WORKING NORMALLY. BOTH THE NORMAL TRIM AND EMERGENCY TRIM SYSTEMS FUNCTIONED AS NORMAL. AN AOG MAINTENANCE TEAM CHECKED THE TRIM SYSTEMS PER THE AMM AND FOUND THE SAME, THAT BOTH SYSTEMS WERE FUNCTIONING NORMALLY. THE SAME CREW THEN PERFORMED AN OPERATIONAL CHECK FLIGHT AND AGAIN, ALL WAS NORMAL. THE AIRCRAFT WAS THEN RETURNED TO SERVICE. CURRENTLY, THERE IS NO DETERMINATION AS TO THE CAUSE OF THE UNEXPECTED PITCH OF THE AIRCRAFT. WE HAVE SENT A SAFETY BRIEF TO ALL PILOTS REMINDING THEM TO CHECK THE TRIM IN ACCORDANCE WITH THE CHECKLIST AND VERIFY PROPER POSITIONING PRIOR TO TAKE OFF.

IN FLIGHT AIRCRAFT LOST PRESSURIZATION, THE CAPTAIN DECLARED AN EMERGENCY AND DEVERTED TO KSDF AND SAFELY LANDED. AFTER DEBOARDING THE PILOT NOTICED A SMALL PORTION OF THE CABIN DOOR WEATHER SEAL DEBONDED FROM THE LOWER PORTION OF CABIN DOOR. THE CREW THEN MEL'D THE CABIN DOOR SEAL SYSTEM AND REPOSITONED TO KLZU THE FOLLOWING DAY UNPRESSURIZED.

CREW WAS AT CRUISE FLIGHT AND HEARD AS THUMPING SOUND IN THE BACK OF THE AIRCRAFT AND THE CABIN BEGAN TO CLIMB UNCONTROLLED. THEY DECLARED AN EMERGENCY AND DESCENDED AND DIVERTED. CREW ALSO REPORTED THAT THE AUTOTEMP SYSTEM WAS NOT WORKING AND THE DUCT TEMP WAS CLOSE TO ZERO AND THE AIRCRAFT WAS COLD. AFTER DESCENT TO LOWER ALTITUDE AND WARMER AIR THE PRESSURIZATION SYSTEM BEGAN TO WORK. THE TEMP CONTROL VALVE WAS DETERMINED TO BE STUCK IN THE FULL COLD POSITION CAUSING THE WATER SEPARATOR TO FREEZE CAUSING THE LOSS OF PRESSURIZATION AIR.

ON APPROACH TO LAND THE NOSE LANDING GEAR DID NOT COME DOWN. CREW MANUALLY EXTENDED GEAR AND LANDED WITHOUT INCIDENT. MAINTENANCE PERFORMED NUMEROUS GEAR SWINGS WITHOUT FAULT. THE HYDRAULIC LINE TO THE NOSE GEAR UPLOCK ACTUATOR WAS BLED AND THE AIRCRAFT RETURNED TO SERVICE.

AFTER TAKEOFF, THE NR 1 ENGINE FIRE INDICATION ILLUMINATED. CHECKLIST PROCEDURE FOLLOWED AND ENGINE WAS SHUT DOWN AND FIRE BOTTLE BLOWN. INDICATION CASED. SAFE LANDING MADE AT DEPARTURE AIRPORT. NO VISUAL INDICATION OF ENGINE FIRE. INVESTIGATION REVEALED THE ENGINE FIRE LOOP HAD BECOME DISPLACED AND WAS CONTACTING A BLEED AIR PIPE. FIRE LOOP REPOSITIONED. FIRE BOTTLE REPLACED AND GROUND RUNS REVEALED NO FURTHER DISCREPANCIES.

DURING CLIMB, A VIBRATION WAS FELT THROUGHOUT THE AIRCRAFT. A PRECAUTIONARY LANDING WAS MADE. MAINTENANCE WAS DISPATCHED TO THE AIRCRAFT AND DISCOVERED THEY LEFT INBOARD AILERON BOLT HAD FALLEN OUT OF THE MOUNT HOLE. THE BOLT WAS LOCATED IN THE WING, THE NUT AND WASHER WERE NOT LOCATED. A BOLT, NUT AND WASHER WERE INSTALLED AND PINNED. THE AILERON WAS INSPECTED FOR DAMAGE AND SECURITY AND THE AIRCRAFT RETURNED TO SERVICE.

CLIMBING THRU 13000 FEET, THE AIRCRAFT BEGAN TO VIBRATE VIOLENTLY AND A YAW TO THE LEFT WAS NOTED. AN ODOR WAS ALSO NOTED FROM THE CABIN AIR SYSTEM. ALL OTHER INDICATIONS WERE NORMAL. THE AIRCRAFT RETURNED TO DEPARTURE AND AN EMERGENCY WAS DECLARED. LANDED UNEVENTFULLY. AFTER VACATING THE RUNWAY, THE LEFT ENGINE N1 SPOOLED DOWN WHILE ALL OTHER ENGINE INDICATION REMAINED NORMAL. THE LEFT ENGINE WAS SHUTDOWN AND THE AIRCRAFT TAXIED TO THE RAMP. EMERGENCY PERSONNEL DID NOT NOTE ANY ABNORMALLY HIGH TEMPERATURE READINGS FROM THE LEFT ENGINE. ON VISUAL INSPECTION OF THE LEFT ENGINE EXHAUST DUCT THERE IS EVIDENCE OF METAL IN THE EXHAUST PATH THOUGH NO INDICATION OF FOD INGESTION NOR TURBINE BLADE LOSS. THE ENGINE FAN CAN BE ROTATED THOUGH RUBBING SOUNDS CAN BE HEARD IN THE ENGINE WHEN IT IS TURNING. THE ENGINE IS BEING REMOVED FOR TEARDOWN.

AFTER TAKE-OFF, THE LANDING GEAR WOULD NOT RETRACT. RIGHT MAIN GEAR DOWNLOCK INDICATION WAS LOST. RIGHT ANTISKID FAIL INDICATORS ILLUMINATED. AUG/AIL LIGHT ILLUMINATED. FLAPS WOULD NOT EXTEND AFTER RETRACTION. DISCOVERED ELECTRICAL CONNECTOR P424 IN THE RIGHT LANDING GEAR BAY WAS NOT LOCKED IN POSITION AND HAD COME PARTIALLY DISCONNECTED. SECURED THE ELECTRICAL CONNECTOR AND LOCKED IN PLACE AND ALL SYSTEMS RETURNED TO NORMAL OPERATIONS.

AFTER TAKE-OFF LANDING GEAR WOULD NOT RETRACT. RIGHT GEAR DOWNLOCK INDICATION WAS LOST. RIGHT ANTI-SKID LIGHTS ILLUMINATED. AUG/AIL FAIL LIGHT ILLUMINATED. FLAPS RETRACTED AND WOULD NOT EXTEND. AIRCRAFT LANDED UNEVENTFULLY AND INSPECTION REVEALED THAT ELECTRICAL CONNECTOR P424 IN THE RIGHT LANDING GEAR WILL WAS NOT LOCKED IN PLACE AND WAS PARTIALLY DISCONNECTED. CONNECTED AND LOCKED THE CONNECTOR IN PLACE AND ALL SYSTEMS RETURNED TO NORMAL OPERATION.

DURING CRUISE FLIGHT, THE CABIN ALTITUDE LIGHT ILLUMINATED AND HIGH CABIN ALTITUDE WAS OBSERVED ON INDICATOR.

CREW REPORTED THAT WITH THE AUTOPILOT ENGAGED THEY EXPERIENCED AN OUT OF TRIM CONDITION. ATTEMPTS MADE TO TRIM THE ACFT BACK TO NEUTRAL WERE UNSUCCESSFUL. CREW DECLARED AN EMERGENCY AND PERFORMED A FLAPS 10 DEGREE LANDING.

CREW REPORTED THAT WITH THE AUTOPILOT ENGAGED THEY EXPERIENCED AN OUT OF TRIM CONDITION. ATTEMPTS MADE TO TRIM THE ACFT BACK TO NEUTRAL WERE UNSUCCESSFUL. CREW DECLARED AN EMERGENCY AND PERFORMED A FLAPS 10 DEGREE LANDING.

ON DESCENT FROM FL300 PASSING THRU FL240, CABIN RATE SHOWED A CLIMB AT 4500 FT PER MIN. CREW REQUESTED AN IMMEDIATE DESCENT & DESCENDED TO 10000 FEET. CONTROLLER DECLARED AN EMER ON THE BEHALF, AT 10000 FEET PRESSURIZATION SEEMED TO BE WORKING NORMAL. UNEVENTFUL LANDING WAS MADE.

WHILE IN CLIMB OUT FROM LZU THE RT EMERGENCY AIR CB POPPED, THE LIGHT CAME ON & THE EMERGENCY AIR CAME ON. THE PILOTS TRIED TO RESET THE CB WITH NO LUCK SO THEY TURNED AROUND & CAME BACK TO LZU. AFTER INSPECTION IT WAS FOUND THAT THE RT 3 WAY EMERGENCY VLV HAD A DIRECT SHORT IN THE COIL & WAS THE REASON FOR THE CB POP & EMERGENCY AIR COMING ON.

AIRCRAFT WAS FLYING WITHOUT PASSENGERS, ON DECENT ABOUT TEN MILES OUT FROM THE AIRPORT THE LT ENG SHUTDOWN. THE PILOTS REPORTED THAT PRIOR TO THE SHUTDOWN THERE WERE NO LIGHTS, NO ABNORMAL PARAMETERS ON ANY OF THE GAUGES, THE PROP FEATHERED & THEY LANDED UNEVENTFULLY. WE HAVE NOT YET FOUND THE PROBLEM THE ENG IS BEING REMOVED & SENT FOR EVALUATION.

N42HN TOOK OFF FROM KCLT THE CAPTAIN NOTICED THE CABIN DID NOT SEEM TO BE PRESSURIZING. HE CHECKED THE SETTINGS & ASKED CONTROL TO COME BACK TO KCLT. ON THE WAY BACK THEY REALIZED THAT IT WAS WORKING & THEY LANDED AT KCLT. PERFORMED THE GND TEST & CHECKS ON THE SYS, CONFIRMED IT WAS WORKING & THEY CONTINUED ON TO KLZU WITHOUT PROBLEMS. CHECKED THE ACFT OUT & COULD NOT DUPLICATE THE PROBLEM. WHILE CHECKING OUT THE PRESSURIZATION SYS IT WAS NOTED THAT THE MINI CONTROLLER WAS SLOW TO RESPOND, SO IT WAS REPLACED WITH A REPAIRED UNIT & OPERATIONS CHECKED GOOD.

AIRCRAFT WAS ON APPROACH TO LAND AT FWA WHEN THE PILOT SELECTED GEAR DOWN, THEY HAD THREE GREEN & A RED LIGHT, INDICATING THAT THE GEAR WAS DOWN & LOCKED BUT THE GEAR DOORS MAY NOT BE UP. THE CREW USED THE NITROGEN TO RETRACT THE GEAR DOORS & THE LIGHT WENT OUT, THEY LANDED WITHOUT INCIDENT. THE ACFT WAS LOOKED AT & THE GEAR WAS CYCLED THRU 5 TIMES FAULT FREE. LOOKED THE GEAR OVER SERVICED THE NITROGEN & DETERMINED THEY COULD NOT DUPLICATE THE PROBLEM. CHANGED ONE LT GEAR DOOR DOWN SWITCH JUST BECAUSE IT FELT RATCHETY WHEN MOVED BY HAND, BUT WE COULD NOT DUPLICATE THE PROBLEM.

WITH NO PASSENGERS THE PILOTS EXPERIENCED A LOUD SQUEALING IN THEIR HEADSETS SO THEY TURNED OFF ALL ENVIRONMENTALS & THE NOISE WENT AWAY. THEY TURNED AROUND & WERE COMING BACK TO DEPARTURE, WHEN THEY SMELLED WHAT THEY THOUGHT WAS SMOKE. THEY DECLARED AN EMERGENCY & LANDED UNEVENTFULLY. THE AUDIO AMPLIFIER WAS THE CAUSE OF THE NOISE & THE BLEED AIR DUCKS WERE THE CAUSE OF THE SMELL, WHEN THEY GOT SO HOT FROM THE BLEED AIR BEING ON WITH NO BLOWERS RUNNING.

ACFT EXPERIENCED A LANDING GEAR UNSAFE LIGHT (RED HANDLE) IN FLIGHT, PILOT ATTEMPTED AND WAS ABLE TO CYCLE LANDING GEAR NUMEROUS TIMES, LIGHT WOULD NOT EXTINGUISH. PILOT VARIED GEAR DOWN AND LOCKED, LANDED ACFT.

AC EXPERIENCED FLAP ASYMMETRIC LIGHT IN CRUISE FLIGHT CREW DIVERTED TO ATL LIGHT WENT OUT AND FLAPS WORKED PROPERLY FOR AN UNEVENTFUL LANDING. PROBLEM COULD NOT BE DUPLICATED SO BOTH FLAP FOLLOW UPS WERE REPLACED IAW THE MM. AIRCRAFT OPS CHECK GOOD.

PILOT HAD NO GREEN DOWN AND LOCKED INDICATION FOR THE RT GEAR WHEN LANDING. PILOT CONFIRMED WITH THE TOWER THE GEAR WAS DOWN, ALSO THE PILOT CONFIRMED THAT THE LIGHT WOULD NOT ILLUMINATE WHEN TESTED. AFTER LANDING MAINTENANCE CHECKED OUT AIRCRAFT AND REPLACED LAMP IN GEAR INDICATION. SYSTEM OPERATIONAL CHECK GOOD.

AC EXPERIENCED A FLAP ASYMMETRIC LIGHT IN FLIGHT. THE CREW DID NOT TRY TO PUT THE FLAPS DOWN AND DIVERTED FOR A NO FLAP LANDING. CRITICAL CARE MAINTENANCE DROVE DOWN TO REPAIR THE AIRCRAFT. MAINTENANCE COULD NOT DUPLICATE THE PROBLEM AFTER SEVERAL ATTEMPTS. MAINTENANCE INSPECTED AND CLEANED ALL CONNECTORS, INSPECTED HYDRAULIC SYSTEMS, AND FLAP RIGGING AND CABLES. MAINTENANCE C/W ALL OPERATIONAL CHECK IAW THE MM. THE PROBLEM WAS NEVER DUPLICATED.

WHILE ON A PART 91 LEG WITH CREW ONLY AT AN ALTITUDE OF 40,000 FT, THE AC ENTERED TURBULENCE AND RAIN AND THE LT ENGINE FLAMED OUT. THE CREW PUT ON THEIR OXYGEN MASKS FOR PRECAUTIONARY PURPOSE AND CONTACTED ATC TO GO TO A LOWER ALTITUDE. AT AN ALTITUDE OF 28,000 FT, THE ENGINE WAS RESTARTED AND THE CREW CONTACTED ATC TO RESUME NORMAL OPERATION. IT HAS BEEN DETERMINED THAT THE CAUSE OF THE ENGINE FLAME OUT WAS TURBULENCE AND RAIN AT A HIGH ALTITUDE. ALL PERFORMANCE CHECKS ON THE ENGINE ARE GOOD. (K)

WHILE IN FLIGHT THE CREW EXPERIENCED A LOW HYDRAULIC PRESSURE LIGHT, THEY LANDED UNEVENTFULLY AND TAXIED TO THE FBO. IT WAS FOUND THAT THE HYDRAULIC HOSE ON THE LT MAIN GEAR ACTUATOR HAD COME LOOSE ON THE FITTING. AFTER INSPECTION OF THE HOSE AND FITTING IT WAS DETERMINED THAT THE FITTING HAD A CRACK AND ALLOWED THE HOSE TO COME LOOSE. (K)

THE AIRCRAFT WAS AT 41,000 FEET WHEN IT HAD A LOSS OF CABIN PRESSURIZATION. THE CABIN WAS CLIMBING AT A RATE OF 800 FEET PER MINUTE. THE FLIGHT CREW DESCENDED THE AIRCRAFT TO AN ALTITUDE OF 8,000 FEET AND PROCEEDED TO THE DESTINATION. UPON INSPECTION OF THE OUTFLOW AND SAFETY VALVE P/N 130406-1, IT WAS FOUND THAT THE SAFETY VALVE HAS CRACKED. BOTH THE SAFETY AND OUTFLOW VALVE ARE RESTRICTED TO 41,000 FEET BY AD-95-20-03, SUPERSEDES (94-26-01).