RED WING AEROPLANE, LLC.

DURING SCHEDULED MAINTENANCE, A DETAILED VISUAL INSPECTION OF THE RUDDER CONTROL SYSTEM DISCOVERED A RUDDER CONTROL CABLE RUBBING AGAINST A PULLEY BRACKET WHICH WAS ALSO PART OF THE RUDDER CONTROL SYSTEM. CABLE WEAR WAS MINIMAL AND WITHIN SERVICEABLE LIMITS SPECIFIED IN THE MAINTENANCE MANUAL. THE PULLEY BRACKET EXHIBITS WEAR THROUGH THE PROTECTIVE COATING AND INTO THE BASE METAL. THE BRACKET EXHIBITS WEAR FROM CONTACT AND RELATIVE MOTION WITH THE PRIMARY RUDDER CONTROL CABLE. ADDITIONALLY, THE BRACKET EXHIBITS DEFORMATION AND TOOL MARKS, ASSUMED TO BE THE RESULT OF A PREVIOUS OPERATOR’S UNSUCCESSFUL ATTEMPT TO CREATE CLEARANCE BETWEEN THE CABLE AND THE PULLEY BRACKET. CABLE WEAR WAS FOUND TO BE WITHIN ALLOWABLE LIMITS SPECIFIED IN THE MAINTENANCE MANUAL. A THOROUGH INSPECTION OF THE RUDDER CONTROL SYSTEM WAS COMPLETED TO ASCERTAIN WHETHER THE INTERFERENCE WAS CAUSED BY: COMPONENT OR PART WEAR, DEFORMATION, OR FAILURE; MISSING OR WORN HARDWARE; IMPROPER ASSEMBLY, INSTALLATION OR RIGGING BY PRIOR MAINTENANCE PERSONNEL; AND USE OF INCORRECT PARTS. NO EVIDENCE COULD BE FOUND TO INDICATE ANY OF THESE CONDITIONS. ABSENT THESE CAUSES, INCORRECT POSITIONING OF THE BRACKET AT SOME POINT IS THE MOST PLAUSIBLE REASON FOR THE DEFECT.

RH ENG N1 DECREASED APPROX 7-10% FOR 3-4 SECONDS DURING CLIMB AND RETURNED ITSELF BACK TO NORMAL.

CREW HEARD LOUD SQUEAL FROM PAX DOOR SEAL AREA ALONG WITH SLOW DEPRESSURIZATION. UNDER INVESTIGATION FOR PROBABLE CAUSE.

RH O/B FLAP TRAILING EDGE OF FLAP FOUND TO HAVE DELAMINATION SEPARATION AFTER POST FLIGHT INSPECTION.

LH ENGINE EEC LIGHT ILLUMINATED ON TAKEOFF.

FAIL LIGHT ILLUMINATED. MX COULD NOT DUPLICATE THE ISSUE.

THIS AIRCRAFT HAS A DEPRESSURIZATION EVENT. UPON INSPECTION, FOUND THE PAX DOOR INFLATABLE SEAL HAD FAILED CAUSING A DEFORMED INFLATABLE PAX DOOR SEAL SEAT ONTO THE DOOR FRAME. REPAIRS: REPLACED THE PAX DOOR INFLATABLE SEAL AND OPS CHECKED GOOD. PART IS UPDATED PART NUMBER.

AIRCRAFT LOST PRESSURIZATION IN FLIGHT. THE AIRCRAFT LANDED SAFELY WITHOUT INCIDENT. MX INSPECTED AND FOUND THAT THE MAIN CABIN DOOR SEAL HAD FAILED AT THE TOP OF THE DOOR FRAME CAUSING A DEFORMED SEAL SEAT ONTO THE DOOR FRAME. REPAIRS: REMOVED AND REPLACED THE MAIN CABIN DOOR SEAL.

PREVIOUSLY ENTERED BUT THE SDR DID NOT GET COMPLETED. AIRCRAFT DECLARED EMERGENCY FOR A DOOR SQUEAL. UPON FURTHER INVESTIGATION, WE FOUND THAT THE DOOR FRAME AERODYNAMIC FILLER HAD LOOSENED OVER TIME CAUSING A LOUD SQUEAL AND AIR LEAK. REPAIRS: REPAIRED THE DOOR FRAME AERODYNAMIC FILLER AS PER THE MANUFACTURER'S MANUAL RECOMMENDATIONS. THIS CASE CLOSED.

THE AIRCRAFT PAX DOOR FRAME AERODYNAMIC FILLER HAD FAILED AND BECAME LOOSE ON THE FRAME. REPAIRS: REMOVED OLD FILLER AND APPLIED NEW AERODYNAMIC FILLER PER THE MANUFACTURER'S RECOMMENDATIONS. COMMON FAILURE ON OLD AIRCRAFT. COMPANY FLEET CAMPAIGN ACTIVE FOR FILLER INSPECION.

PRESSURIZATION FAILURE ON CLIMB TO FL330. DOOR SEAL GLUE FAILED IN CORNER OF DOOR.

PRESSURIZATION FAILURE DURING CLIMB TO 290. MAX CABIN DIFF WARNING. AFTER MX VISIT REMOVED AND REPLACED PNEUMATIC RELAY AND TEFLON VACUUM FITTINGS.

IT WAS NOTED UPON PRE FLIGHT THAT THERE WAS A CRACK IN THE LOWER AFT CORNER OF THE PILOT HEATED SIDE WINDOW. MAINTENANCE CONTROL CONTACTED US UPON DISCOVERY TO HAVE THE WINDOW REPLACED.

CREW WAS DESCENDING TO KMDW WHEN ADC #2 ALTITUDE TAPE FAILED ON FO SCREEN. CREW DECLARED AN EMERGENCY AS THEY WERE APPROACHING CLASS B AIRSPACE. CREW RAN CHECKLIST AND PERFORMED A REVERSION TO THE #1 ADC. LANDED WITHOUT INCIDENT. MAINTENANCE WENT TO AIRCRAFT POWERED UP ALL SYSTEMS AND COULD NOT DUPLICATE AN ERROR. CLEANED ELECTRICAL CONNECTORS.

DURING INITIAL APPROACH & LANDING TO KLEX (ABOUT 10-15NM FROM THE RUNWAY / ILS RUNWAY 22 APPROACH), FLAPS 7 WAS SELECTED. THEN GEAR DOWN WAS SELECTED. IMMEDIATELY, THE STAB MISCOMPARE ANNUNCIATOR ILLUMINATED, THE FLAPS DID NOT EXTEND NORMALLY, AND THE GEAR UNLOCKED...BUT DID NOT EXTEND. THE CE560XL CHECKLIST, PAGE Q1 WAS REFERRED TO. THE PROCEDURE WAS COMPLETED TO THE LETTER OF THE CHECKLIST WHICH LED TO THE GEAR BEING DOWN & LOCKED AND THE FLAPS EXTENDING NORMALLY. MAINTENANCE FOUND THAT THE RIGHT OUTBOARD FLAP WAS BINDING IN TRACK WHICH WAS CAUSING THE HYDRAULIC SYSTEM TO REMAIN ON. WHEN LANDING GEAR WAS SELECTED THE HYDRAULIC SYSTEM COULD NOT ACCOMMODATE BOTH SYSTEMS. FLAP CONNECTING RODS WERE ADJUSTED. AIRCRAFT WAS RECENTLY PAINTED. SURMISE THAT THE FLAPS WERE INSTALLED AND CONNECTING RODS WERE SLIGHTLY OUT OF ADJUSTMENT WHEN FLAPS WERE REINSTALLED.

AT CRUISE FL410 PF NOTICED WHILE SCANNING THE INSTRUMENTS A MASTER WARNING AND CAUTION LIGHTS ILLUMINATED AND IMMEDIATELY NOTIFIED CAPTAIN THAT WE WERE HAVING ENGINE ISSUES ON THE RIGHT SIDE. CPT CONFIRMS THIS AND PULLS OUT EMERGENCY CHECKLIST. FO MANAGE THE FLYING WHILE CAPTAIN RAN THE CL. THEY DETERMINED THEY HAD N2 AND N1 ROTATION AND SUCCESSFULLY ATTEMPTED A RESTART PER ECL. RT ENGINE RESTARTED WITHOUT ANY NOTABLE ISSUES. WHEN INCREASING THROTTLE FROM IDLE POSITION, ENGINE OIL TEMP EXCEEDS NORMAL TEMP RANGE AND THROTTLE WAS BROUGHT BACK TO IDLE. THIS CONDITION WAS TESTED A FEW TIMES WITH THE SAME RESULT. CREW DECIDED TO MAINTAIN THE ENGINE IN FLIGHT IDLE IN THE EVENT THAT WE NEED TO HAVE EMERGENCY POWER USING THE AFFECTED ENGINE. FO TRANSFERS CONTROLS TO CAPTAIN FOR APPROACH AND LANDING. ECL OF ONE ENGINE APPROACH AND LAND IS PERFORMED WITHOUT INCIDENT. AIRPORT FIRE RESCUE FOLLOWED AFTER TOUCH TOWN AND TAXI TO FBO WITHOUT INCIDENT. AC IS SHUT DOWN AND INSPECTED FOR ANY PHYSICAL EVIDENCE TO THE ENGINE. ALL OUTWARD STRUCTURES ARE UNREMARKABLE.

AIRCRAFT WAS RETURNING HOME AFTER EXTERIOR PAINT AND INTERIOR REFURBISHMENT IN GGG. CLIMBING OUT OF GGG CREW NOTED SLOW CABIN PRESSURE DIFFERENTIAL. CLIMBING THROUGH 13,700 FT. CREW RECEIVED MASTER CAUTION FOR "CABIN ALT". CREW CONSULTED EMERGENCY CHECKLIST, DECLARED AN EMERGENCY AND RECEIVED VECTORS RETURNING TO GGG. POST FLIGHT INSPECTION BY MAINTENANCE REVEAL DAMAGED WIRING TO CABIN DOOR VENT PROXIMITY SWITCH. WIRES WERE REPAIRED. NO FURTHER ISSUES.

DESCENDING ON AR TO CROSS LUNNI AT 10000FT OUT OF FL180 SLOWING FROM ~270IAS TO 250IAS HEARD LOUD AUDIBLE BANG FOLLOWED BY IMMEDIATE UN-COMMANDED ROLL TO THE RIGHT ACCOMPANIED BY VIOLENT VIBRATION. MOMENTARY LOSS OF RUDDER CONTROL. CAUSE UNKNOWN. OBSERVED MOMENTARY MASTER CAUTION; HOWEVER, UNABLE TO IDENTIFY CAUSE AS IT IMMEDIATELY EXTINGUISHED. DISCONNECTED AUTOMATION TO STABILIZE AIRCRAFT. REQUIRED LARGE TRIM INPUTS ON BOTH RUDDER AND AILERON. AIRCRAFT CONTINUED UN-COMMANDED RIGHT ROLL ACTIONS. CONTINUED TO FIELD HAND FLYING VIA VISUAL APPROACH RUNWAY 8 BACKED UP WITH ILS. LANDED WITH INCREASED SPEED TO KEEP AIRCRAFT STABLE. VISUAL INSPECTION NOTED THAT A LARGE PORTION OF THE UPPER RIGHT ENGINE COWL SEPARATED IN FLIGHT. THE LOWER ENGINE COWL DOOR WAS TWISTED, CRACKED AND BROKEN FROM WIND DAMAGE. NO DAMAGE NOTED TO STABILIZERS, ELEVATORS, RUDDER, OR THEIR TRIM TABS. LARGE DENT FOUND ON RIGHT SIDE OF DORSAL FIN. TWO QUARTER TURN FASTENERS ON THE FORWARD, INBOARD LEADING EDGE OF TOP COWL WERE MISSING. ONE FASTENER AT THE 12 O'CLOCK POSITION ON THE AFT MOUNTING FRAME WAS MISSING. ALL OTHER FASTENERS WERE IN THEIR RECEPTACLES AND LOCKED.

AT 43000 AIRCRAFT WAS CROSSING A SMALL LINE OF WEATHER. ENCOUNTERED SOME MODERATE TURBULENCE. RIGHT ENGINE SHUT OFF. CREW DECLARED AN EMERGENCY AND STARTED A DESCENT. CREW REPORTED RIGHT ENGINE LOOKED TO BE IN GOOD SHAPE STILL SHOWING ABOUT 8.7% AND TWO. CREW LOOKED IN EMERGENCY PROCEDURES BOOK AND DID THE ENGINE FAILURE AND RESTART CHECKLIST. DESCENDED INTO THE ENVELOPE AND RESTARTED ENGINE. ENGINE RESTARTED WITH NO PROBLEM SO THEY CONTINUED TO HEAD TOWARDS JACKSONVILLE MISSOURI WHICH WAS ON ROUTE ABOUT 100 MILES AWAY AS THEY DIAGNOSED ENGINE. AGAIN, ENGINE SEEMED TO BE WORKING GREAT AND VERY STRONG SO THEY ELECTED TO CANCEL THE EMERGENCY AND CONTINUE TO HOUSTON. AIRCRAFT LANDED AT HOUSTON WITH NO FURTHER EVENT WHICH WAS ABOUT 1 1/2 HOURS OF FLIGHT TIME AFTER FAILURE. UPON LANDING MAINTENANCE COMPLETED A VISUAL INSPECTION OF THE ENGINE AND IT'S RIGGING. GROUND RUNS WERE PERFORMED WITH NO ISSUE. AIRCRAFT WAS RELEASED FROM MAINTENANCE WITH NO FURTHER ISSUES. CREW CONFIRMED IGNITERS WERE NOT ON WHEN PASSING THROUGH STORM. SUSPECT TURBULENCE CREATED AIRFLOW ISSUES AND ENGINE FLAMEDOUT

AIRCRAFT DEPARTED KAPF. AT 1500 FEET EMERGENCY PRESS ANNUNCIATION LIGHT ILLUMINATED. AIRCRAFT RETURNED TO KAPF. ACM WAS DEFERRED AND AIRCRAFT FLOWN TO MAINTENANCE AT KMCO. MAINTENANCE AT KMCO FOUND THE 410 DEGREE TEMP SWITCH INOP AND THE 450 DEGREE TEMP SWITCH ERRATIC. SWITCHES WERE REPLACED AND MEL CLEARED.

DURING THE APPROACH INTO TEB ON ILS 6, WHEN IT CAME TIME TO SELECT GEAR DOWN AND DO THE BEFORE LANDING CHECKLIST, THE LANDING GEAR POSITION LIGHTS DID NOT ALL ILLUMINATE. AT THAT POINT, THE CREW EXECUTED A GO AROUND AND REQUESTED VECTORS TO TROUBLESHOOT THE PROBLEM WHICH WAS THE LANDING GEAR DID NOT INDICATE 3 GREEN, NO RED. THE LH MAIN LANDING GEAR POSITION LIGHT WAS NOT ILLUMINATED. AFTER FOLLOWING THE "LANDING GEAR WILL NOT EXTEND" CHECKLIST, THE CREW DECIDED TO DECLARE AN EMERGENCY AND PROCEED TO TEB AND LAND. ULTIMATELY, AIRCRAFT LANDED AND DIDN'T HAVE ANY ISSUE MAKING IT TO THE RAMP.

AT 40000 FEET THE EMERGENCY PRESSURIZATION CAME ON FULL WITH THE SWITCH OFF. CREW IMMEDIATELY CHECKED THE CABIN ALTITUDE AND FOR ANY RATE OF DESCENT OF THE PRESSURIZATION. ALL LOOKED STABLE, THEN THE EMERG PRESS ON LIGHT CAME ON WITH A SLIGHT SMELL OF SMOKE IN THE CABIN. PILOT DECLARED AN EMERGENCY AND ASKED FOR AN EMERGENCY DESCENT AND ATC GAVE ME 25000. DURING THE DESCENT THE CABIN DESCENDED NORMALLY. WE ACCOMPLISHED THE EMERGENCY CHECKLIST AND THE SYSTEM RESET. SINCE EVERYTHING WAS LOOKING NORMAL I CANCELED THE EMERGENCY AND STAYED AT 25000 FOR FUEL. ABOUT 10 MINUTES LATER LATER IT ALL HAPPENED AGAIN AND WOULD NOT RESET SO I DECLARED AND EMERGENCY AND RAPID DESCENDED TO 4000 FEET, WENT STRAIGHT TO THE AIRPORT AND LANDED ON RUNWAY 14 AND TAXIED TO ATLANTIC. ACM WAS LATER DEFERRED AND AIRCRAFT FLOWN TO KMCO FOR MAINTENANCE. MAINTENANCE FOUND ERRATIC OHMS IN THE 450 DEGREE SWITCH IN THE ACM.

WHILE LOADING CUSTOMER BAGS INTO THE AFT BAGGAGE COMPARTMENT, LINE CREW NOTED SMOKE AND AN ODOR COMING FROM THE AFT MAINTENANCE COMPARTMENT. FLIGHT CREW TURNED OFF VAPOR CYCLE COOLING SYSTEM AND CALLED MAINTENANCE. LOCAL MAINTENANCE WAS CALLED AND THEY CONFIRMED THAT THE SMELL WAS COMING FROM THE A/C MOTOR. THE MOTOR WAS ALSO WARM TO THE TOUCH. VAPOR CYCLE COOLING SYSTEM CIRCUIT BREAKER WAS PULLED AND COLLARED. THE SYSTEM WAS DEFERRED, IAW RED WING AEROPLANE COMPANY'S FLEET MEL.

CREW STATED THAT DURING THE PREFLIGHT OXYGEN WAS OBSERVED TO BE AT THE BOTTOM OF THE GREEN ARC. GIVEN THE 40 DEGREE F TEMPERATURE, THIS WAS NOT UNEXPECTED. WHILE AT FL430 CREW NOTICED THE OXYGEN GAUGE INDICATING APPROXIMATELY 1300 PSI. A LITTLE OVER AN HOUR FROM KDAL. CREW HAD HAD BEEN WATCHING THE NEEDLE STEADILY DECREASE. AT THIS POINT THE GAUGE INDICATED APPROXIMATELY 1100 PSI. CAPTAIN REFERENCE THE USABLE OXYGEN CHART, MAKING THE APPROPRIATE CORRECTION FOR TEMPERATURE AND DETERMINED THERE WAS APPROXIMATELY TEN MINUTES WORTH OF USABLE OXYGEN. CREW DISCUSSED A SUITABLE AIRPORT TO DIVERT TO AFTER WHICH CAPTAIN CALLED THE OPS SUPERVISOR VIA ARINC PHONE PATCH. WHEN THE GAUGE INDICATED 700 PSI DURING THE DESCENT AROUND FL360, CREW DECLARED AN EMERGENCY. THEY WERE GIVEN DIRECT KMEM AND LANDED WITHOUT INCIDENT. WHEN THEY SHUT DOWN THE OXYGEN GAUGE INDICATED 500 PSI.

ON FINAL APPROACH CREW LOWERED MAIN LANDING GEAR. RIGHT GEAR DOWN AND LOCKED LIGHT DID NOT ILLUMINATE. PILOT ELECTED TO GO AROUND AND TROUBLESHOOT. RECYCLED GEAR THREE TIMES WITH NO GREEN LIGHT INDICATION. PERFORMED CHECKLIST. PILOT DECLARED AN EMERGENCY WITH KCOS TOWER AND FOLLOWED EMERGENCY CHECKLIST. LANDED WITH NO ISSUES AND TAXIED TO FBO. MAINTENANCE IN KCOS FOUND RIGHT MLG INDICATOR BULB BURNED OUT. SERVICED NITROGEN SYSTEM. JACKED AIRCRAFT. EXERCISED MAIN LANDING GEAR TO PURGE HYDRAULIC SYSTEM AND OPS CHECK GEAR. NO FAULTS FOUND.

AFTER CREW LOWERED MAIN LANDING GEAR, POWER BRAKE ANNUNCIATION LIGHTS ILLUMINATED. CREW REQUESTED A GO AROUND TO CHECK ISSUE AND RUN CHECKLIST. CREW REQUESTED LONGER RUNWAY AND LANDED WITH LOW BRAKE PRESSURE. CREW USED REVERSE THRUSTER TO SLOW AIRCRAFT AND EXITED RUNWAY AND STOPPED ON TAXIWAY. FBO TOWED AIRCRAFT IN. TECH IN KOMA WAS CONTACTED TO TROUBLESHOOT ISSUE. FLUID WAS FOUND IN LEFT GEARWELL AND BRAKE RESERVOIR EMPTY. BRAKE RESERVOIR WAS SERVICED AND BRAKE SYSTEM OPS CHECKED. MAINTENANCE FOUND A LEAKING LEFT BRAKE LINE DUE TO SWEDGING FAILURE AT COUPLING NUT. NEW BRAKE LINE WAS ORDERED FROM AND LINE WAS REPLACED THE FOLLOWING DAY. BRAKE SYSTEM WAS CLEANED OUT, SERVICED, AND BLED. AIRCRAFT RETURNED TO SERVICE.

RECENTLY, IN THE PAST FEW MONTHS, THIS AIRCRAFT HAS BEEN REPORTED BY CREWS ON OCCASION TO HAVE SLOW MOVING FLAPS, AND LANDING GEAR. THIS AIRCRAFT WAS FINISHING PHASE MAINTENANCE. SINCE WE COULD NOT RECREATE THE DISCREPANCY OF THE AIRCREWS WHILE USING GROUND TEST EQUIPMENT, WE DECIDED TO DO AN IN-FLIGHT CHECK OF THE HYDRAULIC SYSTEM. THE AIRCRAFT TOOK OFF OUT OF KRGK PILOT RAISED AND LOWERED LANDING GEAR, SPEED BRAKES AND FLAPS TO CHECK EACH SYSTEM. WITH FLAPS FULLY EXTENDED, THE CREW TRIED TO RAISE THE FLAPS. THE FLAPS WOULD NOT RETRACT. SINCE THE CREW WAS NOT LINED UP ON APPROACH, THE CREW DECLARED AN EMERGENCY AS A PRECAUTION, AND CIRCLED AROUND TO LAND. THE AIRCRAFT LANDED WITHOUT FURTHER ISSUE. AFTER EXTENSIVE TROUBLESHOOTING, WE FOUND THAT THE HYDRAULIC PRESSURE RELIEF VALVE WAS OPENING TOO EARLY. IT IS SUPPOSED TO OPEN AT 1350 - 1500 PSI. IT WAS OPENING AT 1100 PSI. THEREFORE NOT BUILDING ADEQUATE PRESSURE IN THE SYSTEM. THE VALVE WAS REPLACED. THE HYDRAULIC SYSTEM WAS BLED,OPERATIONAL CHECKS WITH GROUND TEST EQUIPMENT WERE COMPLETED, AND ANOTHER IN-FLIGHT CHECK WAS PERFORMED. MAIN LANDING GEAR, FLAPS, SPEED BRAKES, AND THRUST REVERSERS ALL RESPONDED NORMALLY. CREW REPORTED THAT THE FLAPS WERE A FULL 10 SECONDS FASTER THAT PREVIOUSLY REPORTED ON THE IN-FLIGHT CHECK.

UPON LANDING CREW NOTED THAT RIGHT WING SAGGED AND FELT AND HEARD A LOUD NOISE. CREW APPLIED BRAKING AND RUDDER. EYEWITNESS SAID THEY SAW SPARKS AS SOON AS THE PLANE TOUCHED DOWN. PLANE SWERVED SIDE TO SIDE, THEN SWERVED RIGHT. LEFT TIRE BLEW OUT AND THE AIRCRAFT CAME TO REST ON RUNWAY, WITH NOSE LANDING GEAR TIRE IN THE GRAVEL NEXT TO THE RUNWAY. RIGHT MAIN LANDING GEAR WHEEL ASSEMBLY AND TIRE WERE FOUND TO BE CUT DOWN AND FLATTENED DUE TO THE SKIDDING.

AIRCRAFT WAS CLEARED A VISUAL APPROACH. PILOT CALLED FOR GEAR DOWN AND BEFORE LANDING CHECKLIST, NOTICED THAT THE LEFT MAIN GEAR DOWN AND LOCKED LIGHT WAS NOT ILLUMINATED. PERFORMED A GO AROUND. AT A SAFE ALTITUDE, CYCLED THE GEAR. BOTH MAIN GEAR DOWN AN LOCKED LIGHTS DID NOT ILLUMINATE. TESTED THE LIGHTS WITH THE ROTARY TEST SWITCH. THEY COULD NOT GET THE TWO MAIN DOWN AND LOCKED LIGHTS TO ILLUMINATE. THE APPROPRIATE CHECKLIST WAS COMPLETED. USED THE BLOW DOWN GEAR SYSTEM. ONCE THAT WAS COMPLETE, A LOW APPROACH TO USE THE TOWER TO CONFIRM THE GEAR WAS DOWN. LANDING WAS MADE SAFELY AND TAXIED TO THE FBO.

ON DEPARTURE, PILOT NOTICED THE MAIN LANDING GEAR DID NOT RETRACT. TWO ATTEMPTS TO RETRACT THE GEAR WITHOUT SUCCESS. PILOT NOTED HE HAD THREE GREEN DOWN AND LOCKED LIGHTS CONTINUOUSLY. TOWER SUGGESTED A LOW FLYBY TO CONFIRM THREE DOWN AND LOCKED. CREW COMPLIED, AND COMPLETED A NON-EVENTFUL LANDING. TROUBLESHOT AND DETERMINED THAT THE TWO SWITCHES THAT ARE ACTIVATED BY THE LARGE GEAR RETRACT - EXTEND SWITCH WERE FAULTY AND NOT PROVIDING THE CORRECT VOLTAGE TO THE SYSTEM. THEY ARE CURRENTLY BEING REPLACED.

DURING CRUISE FLIGHT AT 410 EN-ROUTE, CREW FELT THEIR EARS POP AND LOOKED AT THE CABIN PRESSURIZATION RATE GAUGE. CABIN WAS CLIMBING RAPIDLY AND SHOWED A 6,000 FPM CLIMB RATE. 10,000 FT SEGMENT LIGHT ILLUMINATED ON THE ANNUNCIATOR PANEL. DONNED OXYGEN MASKS, FOLLOWED EMERGENCY CHECKLIST. CABIN ALTITUDE NEVER WENT ABOVE 12,500 FT AND PASSENGER OXYGEN MASKS NEVER DEPLOYED. CREW THEN DIVERTED. AIRCRAFT LANDED WITH NO FURTHER INCIDENCE. AIRCRAFT WAS HAD NUMEROUS VISUAL INSPECTIONS AND RUN CHECKS. NO ABNORMALITIES WERE FOUND. OHM TESTS ON THE MAIN LANDING GEAR SQUAT SWITCH SHOWED THE LEFT SQUAT SWITCH HAD UNSTABLE OHMS IN SEVERAL QUADRANTS. SQUAT SWITCH WAS REPLACED AND OPERATIONAL CHECKS FOR ALL EFFECTED SYSTEMS COMPLETED.

AIRCRAFT TOOK OFF FROM KASE. AT 400 AGL THE DOOR SEAL LIGHT ILLUMINATED. AIRCRAFT CONTINUED DEPARTURE ROUTE, SHORTLY AFTERWARDS THE CABIN DOOR LIGHT ILLUMINATED. ATC DIRECTED THE AIRCRAFT ALONG DEPARTURE PATH TO LINDZ INT. CLIMBING TO 12,000 FT. PILOT HEARD A LOUD HISS FROM CABIN DOOR AREA. CABIN ALT. 10000 LIGHT ILLUMINATED. ATC CLEARED AIRCRAFT TO FL 190. CREW PERFORMED EMERGENCY CHECKLIST AND DONNED O2 MASKS. CREW REQUESTED AND RECEIVED DIRECT DESTINATION INTO KAPA. FLIGHT CONTINUED TO KAPA UNEVENTFULLY. POST INSPECTION AIRCRAFT WAS RUN UP AND NO CAUTION OR ADVISORY LIGHTS ILLUMINATING. ALL SYSTEMS PERFORMING NORMALLY. AIRCRAFT WAS PLACED ON MEL AND FLOWN UN-PRESSURIZED TO KRGK. AN INSPECTION OF DOOR SEAL AND DOOR SEAL AREA WAS PERFORMED WITH NO INDICATIONS OF TEARS OR HOLES IN DOOR SEAL. SUSPECTED WATER ENTRAPMENT IN CABIN DOOR SEAL. DOOR SEAL WAS BLOWN OUT AND WATER WAS REMOVED FROM THE INTERIOR OF THE SEAL. SUSPECT WATER FROZE INSIDE SEAL AND COULD NOT FORM TO CABIN DOOR FRAME FOR PROPER PRESSURIZATION.

GPU CONNECTED AND VAPOR CYCLE COOLING SYSTEM RUNNING TO COOL AIRCRAFT WHILE WAITING FOR PASSENGERS TO ARRIVE. PILOT WALKED UP TO AIRCRAFT AND NOTICED THE ODOR OF HOT ELECTRICAL WIRING AND SAW THIN LINE OF SMOKE COMING FROM THE AFT BAGGAGE COMPARTMENT. POWER WAS REMOVED FROM AIRCRAFT AND THE MAINTENANCE/CARGO AREA INSPECTED. INSPECTION REVEALED NO FIRE WAS PRESENT, HOWEVER THE VAPOR CYCLE COOLING SYSTEM MOTOR WAS VERY HOT TO THE TOUCH. MAINTENANCE INSPECTED THE VAPOR CYCLE COOLING SYSTEM MOTOR WAS OVERHEATED. THE VAPOR CYCLE COOLING MOTOR WAS DEACTIVATED AND CIRCUIT BREAKERS PULLED AND COLLARED AND PROPERLY DOCUMENTED. VAPOR-CYCLE COOLING SYSTEM WAS PLACED ON M.E.L. AND AIRCRAFT WAS RUN-UP TO CONFIRM NO OTHER ASSOCIATED ISSUE. OPS CHECKS WERE COMPLETED AND AIRCRAFT WAS RETURNED TO SERVICE. AIRCRAFT WILL BE RETURNING TO HOMEBASE WITHIN 48 HOURS FOR PHASE MAINTENANCE. VAPOR CYCLE COOLING SYSTEM WILL BE INSPECTED TO SEE EXTENT OF DAMAGE TO MOTOR.

WHEN LANDING, GEAR BRAKES FAILED. ACFT TURNED OFF RUNWAY, ONTO TAXIWAY WITHOUT A PROBLEM. ACFT WAS TAXIED TO TERMINAL USING EMERGENCY BRAKING. FOUND LT BRAKE SHUTTLE VALVE PRESSURE LINE RUPTURED. THIS CAUSED LOSS OF BRAKE FLUID. REPLACED LINE AND BLED BRAKES. ACFT CONTINUED FLIGHT AFTER REPAIR. NOTE 1: BRAKE TANK CAPACITY 1 QT. NOTE 2: DIFFERENT DESTINATION AIRPORT.

WHEN LANDING, BRAKES WERE FOUND TO BE VERY SPONGEY. FOUND BRAKE LINE, PN AE2463509GO150 LEAKING HYDRAULIC FLUID ON LT MLG. REPLACED BRAKE LINE AND BLED BRAKES. SERVICED HYDRAULIC BRAKE TANK. NO EMERGENCY PROCEDURES WERE REQUIRED.

DURING CLIMB TO 38,000 FT TO FLIGHT LEVEL OF 40,000 FT, THE CABIN STARTED TO CLIMB 2000 FT PER MINUTE. CAPTAIN DECLARED AN EMERGENCY AND DESCENDED TO A SAFE OXYGEN LEVEL AND LANDED. TROUBLESHOOTING THE SYS FOUND NUT, PN MS210433 HAD SEPARATED FROM COUPLING, PN 744210-4 ON COALESCER BAG HOUSING PN 750346-2, THIS CAUSED THE CABIN PRESSURE SYSTEM TO FAIL. INSTALLED A NEW NUT ON THE COUPLING AND THE SYSTEM IS NOW FUNCTIONING NORMAL. THE MM ONLY CALLED FOR 20-25 INCHES OF TORQUE, NOT ENOUGH. ALSO, MM DOES NOT REQUIRE COUPLING TO BE SECURED WITH SAFETY WIRE.

DURING TAXIING FOR TAKEOFF, A STRONG ODOR WAS DETECTED IN COCKPIT. CAPTAIN ELECTED TO RETURN TO THE TERMINAL BEFORE TAKEOFF. THE LANDING GEAR LIGHT SWITCH HAD SHORTED OUT AND THAT WAS THE CAUSE OF THE BURNED ODOR. FLIGHT WAS CANCELLED. THE CIRCUIT BREAKERS IN THE MAIN JUNCTION BOX WERE PULLED AND COLLARED SWITCH WAS PLACARDED. ACFT WAS FLOWN UNDER MEL 33-5-1C TO HOME DOMICILE FOR REPAIR. LANDING LIGHT SWITCH WAS REPLACED AND COMPLETE LANDING LIGHT SYSTEM EVALUATION WAS PERFORMED. ALL LANDING LIGHT WIRE CIRCUITRY WAS DETERMINED TO BE OF RT SIZE IAW WIRING DIAGRAM. IT APPEARS THAT THE SWITCH OVER TIME SHORTED INTERNALLY.

ON APPROACH, AT 4000 FT, THROTTLE SETTING ABOUT 55 PERCENT, NR 1 ENGINE FLAMMED OUT, APPROACH WAS CONTINUED. THERE WAS 261.5 HRS SINCE O/H ON ENGINE. UNABLE TO DUPLICATE PROBLEM. ACFT HAS MADE SEVERAL TAKEOFF AND LANDINGS SINCE THIS INCIDENT WITH NO FURTHER PROBLEMS.

DURING DESCENT FROM 14,000 FT, CREW DETECTED SMOKE IN COCKPIT, EMERGENCY DECLARED, LANDED AND ON ROLL OUT, CABIN BLOWER CIRCUIT BREAKER TRIPPED. DURING TROUBLESHOOTING, FOUND 20 AMP CIRCUIT BREAKER LABELED CABIN BLOWER, ALSO WAS PROTECTION FOR THE COCKPIT DEFOGGER. DEFOGGER FAN WAS DISCOVERED TO HAVE DEBRIS IN BLOWER CAUSING FAN MOTOR TO SEIZE. REPLACED MOTOR AND BLOWER ASSY, FUNCTIONAL CHECKED GOOD WITH NO MORE ODOR DETECTED. NOTE: DEFOGGER BLOWER HAD 1348.95 HOURS REMAINING.