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ON TAKE OFF THE AIRCRAFT WAS CLIMING AND THE CREW HEARD A POPPPING NOISE AND THE CABIN BEGAN TO DROP, SO THE TURNED AROUND WENT BACK TO THE AIRPORT. THEY NOTIFED MAINTENANCE , PERFORMED SOME ENGINE RUNS AND THE AIRCRAFT PRESSURIZED ON THE GROUND , AIRCRAFT RETURNED TO KPWA WITHOUT A INCIDENT.

THE AIRCRAFT WAS AT CRUISE AND DURING THAT TIME THE CREW HEARD A LOUD BANG AND THEN NOTICED THAT THE RIGHT WINDSHIELD WAS CRACKED . CREW NOTIFIED ATC AND RAN THE QRH . AIRCRAFT LANDED SAFELY AT KPWA

AFTER 45 MINUTES OF FLIGHT THE CREW NOTINED THE RIGHT ENGINE OIL PRESSURE WAS ERRATIC AND FLUXUATING , THEN AN ENGINE LOW PRESSURE RED CASS WARNING APPEARED. CREW RAN THE QRH AND DEVERTED AIRCRAFT TO FIRST AVAVLIBLE AIRPORT AND LANDED WITH NO OTHER ISSUES.

THE AIRCRAFT WAS PERFORMING A MAINTENANCE FLIGHT AFTER HEAVY CHECHK AND DOEING CLIMB OUT THE CABIN ALTITUED BEGAN TO RAPIDLY CLIMB AND THE CREW RECIEVED A AMBER CASS MESAGE WARNING , CREW DECLARED A EMERGANCY AND RETURNED TO BASE

DURING TAKE OFF THE CREW RETRACTED THE LANDING GEAR .THE GEAR DID NOT FULLY RETTRACK AND A TRANSIT INDICATION WOULD NO GO WAY , CREW CYCLED THE GEAR AND THE TRANSIT INDICATION DID NOT CLEAR SO CREW EXTENDED THE GEAR GOT 3 GREEN DOWN AND LOCKED AND DIVERTED TO CHARLESTON INTERNATIONAL AIRPORT .AIRCRAFT LANDED SAFELY WITH NO OTHER ISSUES

ON CLIMB OUT HEADING TOWARDS 25,000 FT A PACK 2 VAILVE FAIL CAS MESSAGE APPEARED , WHE THE AIRCRAFT REACHED 25,000 THE CABIN BEGAN TO RAPIDLY RISE. CREW PERFORMED A EMEGANCY DESENT TO 10,000 FEET AND CHOSE TO DEVERT TP KRAP . LANDED THE AIRCRAFT SAFTLEY

AFTER TAKE OFF SELECTED GEAR HANDLE UP BOTH THE NOSE AND RIGHT MAINSHOWED UP BUT THE LEFT MAIN DID NOT, LEFT GGEAR SHOWED AMBER LIGHT FOLLOW BY RED INDICATING NOT UP AND LOCKED .CYCLED GEAR TWICE DID NOT CORRECT LOWERD GEAR RETURNED TO AIRPORT WITH A SAFE LANDING

ON 04/04/2025 AT 12:15PM, LEGACY600 TAKING OFF FORM KVRB 12R, CREW EXPERINCED SMOKE IN THE COCKPIT COMING FROM THE AIR VENTS. CREW IMMEDITATELY ABORTED TAKE OFF AND RETURNED TO THE FBO, CREW THEN NOTIFIED MAINTENANCE CHIEF. TROUBLESHOT THE ISSUE, AND RESOLVED IT WITH NO FURTHER ISSUES.

DURING CLIMB OUT AT 9000 FEET THE CREW HEARD A LOUD POP AND DISCOVERED THAT THE LEFT WINDSHIELD HAD CRACK , NOTIFIED TOWER AND WAS ASSIGHED TO RETURN TO AIRPORT

AFTER DEPARTING FROM SSI, I STARTED THE AFTER TAKE OFF CHECKLIST. I PUT TH FLAPS UP AND LOOKED TO VERIFY FLAPS WERE UP AND NOTICED IT WAS STILL AT FLAPS 8 DEGREES. AT THAT SAME TIME CAPT BOLT ALSO NOTICED THAT WE HAD A YELL FLAPS FAIL CAS MESSAGE. AT THAT POINT CAPT BOLT LEVELED OFF AND CALLED FOR ME TO OPEN UP FLAPS FAIL IN QRH. WE WENT THROUGH THE STEPS IN THE QRH AND THE FLAPS DIDNT RETRACT. WE DECLARED AN EMERGENCY AND PROCEEDED TO KSAV. AND WE SET UP FOR LANDING WE LOOKED IN THE QRH FOR A PARTIAL FLAPS LANDING AND FOLLED THE STEPS AND LANDED WITHOUT INCIDENT. WE TAXIED TO THE FBO AND HAD THE PAX'S DISEMBARK THE AIRCRAFT AND WAIT IN THE FBO WHILE WE CALLED MX TO GET FURTHER INSTRUCTIONS.

UPON PUTTING LOADING GEAR DOWN RECIEVED NORM BRAKE FAIL RED CAS MESSAGE. WHITE BRAKE FAULT.

CLIMBING OUT OF TEB IN THE MID 30S THE AIRCRAFT WAS UNABLE TO MAINTAIN ADDITIONAL CABIN PRESSURE. THE CREW LEVELED OFF AND ASSESSED THE SITUATION, AND AFTER SOME TROUBLE SHOOTING ELECTED THAT THE FLIGHT WAS UNABLE TO CONTINUE TO AUSTIN AT THAT POINT IN TIME.

DURING CLIMB OUT AT 30,000 LEFT PILOTS WINDSHEILD OUTER PANE CRACKED AND CAUSED THE AIRCRAFT TO RETURN TO KMSY

AT CRUISE AND 41,000 AGL A NO RIGHT ENGINE NO DISPACT LIGHT CAME ON AND WOULD NOT EXTINGUISH , RAN THE QRH CHECK LIST AND IT ADVISED US TO LAND AS SOON AS PRACTICAL , SO THE KVNY WAS CHOSEN TO LAND AT, NO OTHER ISSUES , MAINTENANCE WAS ADVISED OF THE SITUATION

UPON LEAVING KGMU, WE NOTICED LOUDER THAN USUAL CABIN NOISE ON TAKE-OFF. UPON QUICK INSPECTION WE REALIZED THAT CABIN PRESSURE WAS EQUAL TO OUTSIDE ALTITUDE AND WE HAD 0.0 PSI DELTA P. WE LEVELED OFF TO CONFIRM CABIN ISSUES AND REQUESTED A HOLD BURN DOWN TO BELOW MAX LANDING WEIGHT AND PROCEEDED TO DIVERT TO KGSP. PLANE/CREW AND PASSENGERS ALL SAFE AND WELL.

ON 12/3/2023 AT APX 2230 N420FL ENCOUNTERED A FLAP ASYM LIGHT ON APPROACH INTO MSP, THE FLAPS WERE LOCKED OUT AND DID NOT EXTEND. AFTER CYCLING THE FLAPS AND MAKING A 2ND ATTEMPT AT EXTENSION WE REQUESTED A DELAY VECTOR TO TROUBLESHOOT. AFTER COMPLETING QRH PROCEDURES WE DETERMINED WE WOULD BE MAKING A FLAP 0 LANDING. INFORMING ATC OF THE SITUATION ARFF AWAITED OUR ARRIVAL DUE TO THE WE RUNWAY CONDITIONS AND THE HIGHER LANDING SPEED/ABNORMAL LANDING CONFIGURATION OF FLAPS 0. LANDING OCCURRED WITH OUT FURTHER INCIDENT, WE EXITED THE RUNWAY AND TAXIED TO THE FBO WITHOUT ANY ADDITIONAL SUPPORT.

AFTER APPLYING TAKEOFF POWER AND AROUND 20-30 KNOTS WE RECEIVED AN AMBER MESSAGE FOR L WINDSHIELD FAIL. PILOT IMMEDIATELY REJECTED THE TAKEOFF, VACATED THE RUNWAY, RAN THE QRH WHICH WAS ABLE TO RESOLVE THE ISSUE, AND ADVISED THE PASSENGERS WHAT HAPPENED. FOLLOWING THE AMBER MESSAGE CLEARING WE HAD A WHITE MESSAGE ADVISING US OF A L WINDSHIELD FAULT. PER THE QRH IT ADVISED US IT WAS OPERATING IN A DEGRADED STATE AND SAFE TO COMPLETE THE FLIGHT.

DURING CLIMB OUT ENROUTE TO MONTEREY CA FROM PORTLAND OR THE CREW NOTICED THE CABIN A WAS NOT CLIMBING , SO THE CREW DECIDED TO RETURN TO PORTLAND FOR A SAFE LANDING

DEPARTING OMAHA, NEBRASKA KOMA FOR MCALLEN TEXAS KMFE THURSDAY AFTERNOON AT 2200Z, IMMEDIATELY AFTER TAKEOFF DURING CLIMB-OUT A SERVICE DOOR OPN FUEL DOOR INDICATION WAS PRESENTED VIA A WARNING LIGHT AND EIACAS MESSAGE.

DURING THE FLIGHT THE CREW RECEIVED A AMBER CABIN DUCT OVER HEAT WARNING AND SMELLED SMOKE IN THE CABIN. RAN QRH AND AND LANDED AIRCRAFT WITH NO OTHER ISSUES. MAINTENANCE WAS CALLED TO INVESTIGATE

DURING THE GEAR EXTENSION CREW ALERTING SYSTEM HAD LEFT RIGHT INBOARD BRAKE FAIL, FOLLOWING QRH PROCEDURES, MESSAGED CLEAR AND STILL HAD A BRAKE FAULT ADVISORY. SO WE CHOOSE TO DIVERT TO AN AIRPORT 15 MILES AWAY WITH A LONGER RUNWAY SO WE COULD LAND SAFETY IN CASE OF FULL BRAKE FAILURE.

DURING TAKE OFF ROLL AND ABOUT 60 KNOTS THE LEFT BLEED SOURCE CAUTION LIGHT CAME ON INDICATION BLEED AIR FAILURE , SO THE TAKE OFF WAS REJECTED

ON THE DESCENT TO HWD APPROXIMATELY 7000FT AND 250KTS, THE RIGHT OUTER PANE OF GLASS ON THE WINDSHIELD OF THE CO-PILOT SIDE SUDDENLY SHATTERED. WE THE CREW ELECTED TO DECLARE AN EMERGENCY AND DIVERT TO SJC AIRPORT FOR BETTER RUNWAY AND EMERGENCY SERVICES. APPROACH, LANDING AND TAXI WERE UNEVENTFUL.

ON MY 20TH THE FLIGHT CREW WAS ON APPROCH AND SELECTED GEAR HANDLE DOWN , GEAR EXTENDED WITH NO INDICATION OF BEING DOWN AND LOCKED , CYCLED GEAR AGAIN WITH NO INDICATION, AGAIN CREW COULD HERE GEAR EXTEND BUT STILL NO INDICATION . FOLLOWED QRH PROCEDURES AND STILL NO INDICATION OF DOWN AND LOCKED . CREW DID A TOWER FLYBY AND WAS TOLD GEAR WAS DOWN , SO ON FINAL THE PIC NOTICED THAT THE INSTRUMENT LIGHTS SWITCH WAS IN DIM , SELECTED BRIGHT AND ALL 3 LANDING GEAR LIGHTS CAME ON AS NORMAL, DURING DAY LIGHT IF DIMMER IS SELECTED IT IS DIFFICULT TO SEE LIGHTS, NO MECHANICAL IS WAS PRESENT

DEPARTED SLC FOR OUR LIVE LEG HEADING TO JAX WITH ONE PASSENGER. UPON REACHING FL210 WE WERE PRESENTED WITH A RED ENTRY DOOR CAS MESSAGE. WITH PRESSURIZATION CHANGES BEING MADE DUE TO HE CLIMB, WE MADE THE DECISION TO RETURN TO SLC. AN EMERGENCY WAS DECLARED TO ATC IN WHICH WE STARTED A DECENT AND WORKED THROUGH THE QRH. UPON REACHING 9000FT, WE STAYED ON ATC VECTORS TO BURN FUEL TO REACH OUR SAFE LANDING WEIGHT.

WE CANCELED TAKEOFF CLEARANCE AND I TOLD THEM WE GOT A CONFIGURATION WARING AND WE WERE TRYING TO SORT IT OUT. I WAS TURNING THE LIGHTS AND PROVES OFF AND TRYING TO FIGURE OUT WHY THE CONFIGURATION WASN'T CORRECT. MADISON NOTICED THE APR WAS EXTINGUISHED. I WENT THROUGH THE FLOW REALLY QUICK AND TURNED THE APR ON AND THE "CHECK TOLD" CAS MSG EXTINGUISHED.

ON DEPARTURE, THIS MORNING THE AUTO PILOT KICKED OFF 3 TIMES THEN WORKED FINE. THE APPROACHING INTO DR WE HAD A RUDDER BOOST FAIL LIGHT FOLLOWED BY A YAW DAMP DISENGAGE. WE RESET THE YAW DAMPER AND THEN IT KICKED OUT AGAIN MULTIPLE TIMES. CONTINUED APPROACH WITHOUT YAW DAMP AND LANDED. THE ON DEPARTURE TO LEAVE DR THE FAILURE WAS GONE AND SO WE CONTINUED WITH THE FLIGHT. AFTER TAKEOFF, A FEW SECONDS AFTER ENGAGING THE YAW DAMPER WE GOT RUDDER BOOST FAIL FOLLOWED BY YAW DAMP DISENGAGE.

CLEARED FOR FINAL ILS. NEVER GOT A LOC READING , SO WENT AROUND AND LOADED AN RNAV AND LANDED . ILS SYSTEM INOP

UPON ARRIVAL AT CRE WEATHER WAS REPORTING VV 200 AND LESS THAN 1/4 MILES VIS. OUR LOCALIZER WAS INOP AND WE HAD A NEW CAPTAIN THAT HAD TO USE THE HIGHER PIC MINIMUMS. WE WERE NOT LEGAL TO SHOOT AN APPROACH INTO CRE SO WE ASKED TO DIVERT TO MTR

UPON ARRIVAL AT CRE WEATHER WAS REPORTING VV 200 AND LESS THAN 1/4 MILES VIS. OUR LOCALIZER WAS INOP AND WE HAD A NEW CAPTAIN THAT HAD TO USE THE HIGHER PIC MINIMUMS. WE WERE NOT LEGAL TO SHOOT AN APPROACH INTO CRE SO WE ASKED TO DIVER TO MRT

WHILE ON APPROACH AT APPROXIMATELY 2000FT MSL WE SELECTED GEAR DOWN. THE LANDING GEAR DOORS OPENED BUT THE LANDING GEAR DID NOT EXTEND. WE CYCLED THE GEAR HANDLE AND GOT THE SAME RESULT. WE WENT MISSED, INFORMED ATC OF OUR ISSUE, AND ASKED FOR DELAY VECTORS TO RUN THE CHECKLIST. WHILE LOOKING UP THE APPROPRIATE CHECKLIST IN THE QRH WE COULD HEAR THE LANDING GEAR EXTEND FOLLOWED BY TWO GREEN LIGHTS INDICATING BOTH MAIN LANDING GEAR WERE DOWN AND LOCKED. ABOUT 1-2 MINUTES LATER WE COULD H EAR THE NOSE GEAR EXTEND AND GOT A GREEN DOWN LOCK INDICATION ON ALL THREE GEAR. WE RETURNED TO OUR DESTINATION AND LANDED WITHOUT FURTHER EVENT.

SHORTLY AFTER TAKE OFF FROM PWA .DURING CLIMB OUT THE CREW NOTICED THAT THE PILOTS HSI WOULD NOT ERECT AND DEICIDED TO TO RETURN TO PWA TO HAVE MAINTENANCE . AFTER MAINTENANCE ARRIVED IT WAS DETERMINED THAT THE HSI HAD FAUILED

UPON APPROACH IN TO KDRO WE STARTED TO CONFIGURE THE AIRCRAFT FOR LANDING. WHEN WE PUT THE FLAPS TO 9 WE RECEIVED A FLAPS FAIL CAUTION. WE THEN VECTORED AROUN A FEW MINUTES TO RUN THE QRH THEN DECIDED TO DIVER TO DKEN WHICH HAD A LONGER RUNWAY AND MORE OPTIONS FOR SERVICE ON THE ISSUE. WE PERFORMED A NO FLAP LANDING WITH NO ISSUES AND TAXIED INTO. SIGNATURE DEN CONTACTED OUR MX DEPARTMENT TO TROUBLESHOOT THE PROBLEM. NO SERVICES WERE REQUESTED BY US FROM GROUND PERSONNEL FOR LANDING. REPOSITION LEG WITH NO PASSENGERS AND JUST 3 CREW MEMBER ONBOARD.

DURING THE ILS 24 APPROACH IN TO KMDG WE LOST RADIO COMMUNICATION DURING THE LANDING AT THE TIME WE CONTINUE (BEING THE ONLY AIRCRAFT IN THE AIRPORT) WE RECEIVED THE GUN LIGHT SIGNAL TO LAND WHICH WE COMPLETED WITH OUT ANY OTHER PROBLEMS. ON THE GROUND I CHANGE THE FREQUENCY TO #2 RADIO AND WE GOT COMMUNICATION FROM THEW TOWER. AT THAT POINT THE TOWER QUERY US AND WE TOLD THEM ABOUT OUR PROBLEM, TAXI TO FBO AND TESTED BOT RADIOS AND THEY WORKED.

WE STARTED THE ENGINES AT 2120 WITHOUT ANY PROBLEM. WE DID ALL THE CHECKS BEFORE THE TAXI. THEN WE STARTED THE TAXI TO RUNWAY 17L AT KPWA, AND THE PLANE PASSED ALL THE CHECKS. WE WERE CLEARED TO TAKE OFF FROM RUNWAY 17L, WE DID THE LAST CHECKS BEFORE TAKE OFF. ONCE LINED UP FROM TAKEOFF I STARTED TO GIVE TAKEOFF POWER AND THE LEFT ENG EFC LIGHT CAME ON, WE TURNED IT OFF, THE ON AND IT STAYED OFF. AFTER THAT WE STARTED THE TAKEOFF AND IN THE TAKEOFF RUN THE LEFT ENG EFC LIGHT AND THE RUDER BOOST LIGHT CAME ON, FOR THAT REASON AND FOR SAFETY WE ABORTED THE TAKEOFF.

ON TAKE OFF THE AIRCRAFT GEAR WOULD NOT RETRACT , SO THE AIR CRAFT DIVERTED TO BFI DUE TO RUNWAY LENGTH . NO EMERGENCY SERVICES WERE REQUESTRD

DURING THE FINAL APPROACH IN TO KSAN AIRCRAFT LOST NAVIGATIONS SYSTEM CAUSING A MISSED APPROACH , AUTO PILOT FAILED AND SOME OF THE NAVIGATION SYSTEMS WERE NOT PROPERLY OPERATING , SO THE CREW ASK FOR A DIVERSION AND DECLARED AND EMERGENCY AND LANDED AIRCRAFT AT KPSP WITH NO OTHER INCIDENTS OR ISSUES

DURING TAKE OFF THE AIRCRAFT WAS FLEW IN WHAT THE THOUGHT WAS A FLOCK OF BIRDS. THEY HEARD A COUPLE THUDS AND DECIDED TO TURN BACK TO THE AIRPORT TO INVESTIGATE. NOTIFIED MAINTENANCE AND USING A ZOOM CALL ASSISTED MAINTENANCE IN INSPECTING THE AIRCRAFT AND NO DAMAGE WAS NOTED TO THE WINGS UNDERCARRIAGE OR LANDING GEAR. NO FURTHER ACTIONS NEEDED

DEPARTING FROM LA GUARDIA AIRPORT (KLGA) LINED UP ON RUNWAY 13 AFTER BEING CLEARED FOR TAKEOFF, A RED HDG WARNING FLAG WAS DISPLAYED ON BOTH PFDS, WE TRIED TO CLEAR IT BUT WERE UNSUCCESSFUL, CONSEQUENTLY WE ASKED THE TWR CONTROL TO CANCEL TAKEOFF AND GIVE US TAXIING INSTRUCTIONS BACK TO THE RAMP DUE TO INSTRUMENT FAILURE. ONCE ON THE RAMP,, WE PROCEEDED TO MAKE THE CHECKLIST, RESET THE SYSTEM, AND PERFORMED THE RELEVANT TROUBLESHOOTING AND THE FAULT WAS CLEARED. AFTER THAT WE PROCEEDED TO CONTINUE WITH THE TRIP WITH NOT FURTHER ISSUES.

WE HAD TO ABORT THE TAKEOFF FORM KPWA AT APPROXIMATELY 1630 LOCAL, DUE TO A RED SPILERS EXT CAS AND AURAL WARNING OCCURRING BETWEEN 90-100 KIAS ON THE TAKEOFF ROLL. THE CAS MESSAGE CLE3ARED ON ITS OWN AND AFTER RUNNING THE QRH AND WAITING 15 MIN, THE SECOND TAKEOFF ATTEMPT OCCURRED WITH NO ISSUES.

N473FL ABORTED TAKEOFF AT KBTR AT LOW SPEED DUE TO TAKEOFF CONFIGURATION WARNING. AFTER EXITING THE RUNWAY PITCH TRIM WAS OBSERVED TO BE NEAR THE AFT LIMIT BUT WITH IN THE GREEN BAND. PITCH TRIM WAS EXERCISED, THEN RESET TO THE MIDDLE OF THE GREEN BAND. WHILE HOLDING SHORT OF THE RUNWAY WE MOMENTARILY SET TAKEOFF POWER TO VERIFY THE CONFIGURATION WARNING WAS RECTIFIED. AFTER NOTING NO CONFIGURATION WARNING WAS GENERATED, REQUESTED TAKEOFF CLEARANCE. REMAINDER OF FLIGHT WAS CONDUCTED UNEVENTFULLY.

ON 05/20/22 DEPARTING FOR KTTD, N116PJ ENCOUNTERED AN ISSUE WHILE CLIMBING THROUGH 12,500 TO OUR ASSIGNED 15,000 ALTITUDE. WE RECEIVED A YELLOW CAS FOR "CAB DUCT OVHT" AND A YELLOW CAS FOR "L/R EMER PRESS ON". OUR PAX IMMEDIATELY NOTICE THE ISSUE AND STATED THE CABIN TEMP WAS DRAMATICALLY GETTING HOT. WE WORKED THE ISSUE BUT COULD NOT RESOLVE IT AD MADE A DECISION TO DIVERTED TO KPDX AND LAND. THE REST OF FLIGHT WAS A NON-EVENT.

CLIMBING IN THE MID 30'S THE CABIN STARTED TO CLIMB. WE LEVELED OFF AT 330 IT CONTINUED TO CLIMB. WE ASKED FOR 300 TO START THE APU. THE CABIN CONTINUED TO CLIMB. WE STARTED AN EMERGENCY DECENT TO 12000. WE DID NOT DECLARE AN EMERGENCY. LA CENTER DECLARED AN EMERGENCY FOR US. THE CABIN GOT UP TO 27000. THE PASSENGERS AND FA'S ARE FINE. EVERYONE WENT ON OXYGEN. AT 12000 WE STARTED THE APU AND RAN QRH, TRIED MANUAL MODE, AND NOTHING WORKED. WE TURNED OFF ALL BLEEDS, THEN TURNED THEM BACK ON. IT STARTED PRESSURIZING. WE STAYED AT 120 UNTIL EVERYTHING WAS NORMAL THEN SHUT THE APU DOWN. THEN STARTED OUR CLIMB. ALL IS NORMAL NOW. AIRCRAFT IS STILL IN MAINTENANCE TO DETERMINE CAUSE OF FAULT

WHILE CREW WAS AT FL300. CREW HAD A BLUE CASS MESSAGE OF "BLEED 2 VLV CLOSED". CREW FOLLOWED CHECKLIST AND DESCENDED TO FL250 PER THE CHECKLIST WITHOUT DECLARING AN EMERGENCY AND LANDED AT KANSAS CITY, MO. AFTER 2 DAYS OF TROUBLE SHOOTING AND ENGINE RUNS, FOUND THE NO. 2 BLEED VALVE OPEN/CLOSED SWITCH TO BE INTERMITTENT AND STICKING IN THE CLOSED POSITION. REPLACED VALVE AND HAD SEVERAL SUCCESSFUL OPS CHECKS

WHILE ATTEMPTING T/O FORM JAX TO BNA. IMMEDIATELY AFTER SELECTING T/O POWER, CASS SYSTEM GENERATED A RED "PRIM TRIM INOP" A YELLOW "SEC TRIM FAIL" AND A WHITE "PRI TRIM FAIL". CREW ABORTED TAKE OFF AND TAXIED BACK TO THE FBO. I WAS NOTIFIED RIGHT AWAY AND WE DISPATCHED A MAINTENANCE TEAM TO DIAGNOSE THE FAULT, AFTER 2 DAYS OF TROUBLESHOOTING, FOUND THE HSTA CONTROL BOX HAD INTERNALLY FAULTED. REPLACED HSTA CONTROL BOX WITH OPS CHECKS GOOD

CREW REPORTED AN INDICATION OF A CABIN CLIMB OF 2000 FPM AFTER RECEIVING A BLUE CASS MESSAGE BLEED 1 VLV CLOSED 1 HOUR AND 10 MINUTES INTO FLIGHT. CREW REQUESTED TO TOWER TO DECENT TO FL350 FROM FL390. AT FL350, THE CREW FOLLOWED THE QRH AND WAS ABLE TO RESET THE SYSTEM AND HAD NO FAULTS FOR THE REMAINING 5+ HOUR FLIGHT.

WHILE OPERATING A PART 91 FLIGHT FROM HOU TO SGF, AFTER RECEIVING TAKEOFF CLEARANCE, THE BEFORE TAKEOFF CHECKLIST WAS COMPLETED, AND TAKEOFF POWER WAS SELECTED. AFTER ACCELERATING TO JUST LESS THAN 40 KIAS, A “TRIPLE-CHIME WARNING SOUNDED IN THE COCKPIT AND THE TAKEOFF WAS ABORTED. WHILE SLOWING DOWN CONFIGURATION SOUNDED BUT THE ASSOCIATED CAS MESSAGE CLEARED PRIOR TO BEING READ, BUT WAS OBSERVED AS HAVING BEEN GENERATED. AFTER CLEARING THE RUNWAY NO ASSISTANCE WAS REQUESTED, AND THE ABORTED TAKEOFF CHECKLIST WAS EXECUTED ALONG WITH THE TAKEOFF CONFIGURATION VOICE ACTIVATES CHECKLIST. THE AILERON TRIM WAS FOUND TO BE ON TOWARDS THE RIGHT LIMITS OF THE TAKEOFF BAND, BUT ENTIRELY WITHIN THE BAND. THE AILERON TRIM WAS CENTERED. OUT OF AN ABUNDANCE OF CAUTION FOR BRAKE COOLING AND TO ALLOW A QUICK DEBRIEFING OF THE PREVIOUS EVENT WE WAITED FOR MORE THAN 15 MINUTES BEFORE ACCEPTING ANOTHER TAKEOFF CLEARANCE

AFTER LANDING THE AIRCRAFT AND APPLING NORMAL BRAKES . THE AIRCRAFT TAXIED ABOUT 4000 FT AND THE SUDDENLY VEERED TO THE LEFT ,AIRCRAFT COULD NOT STAY ON THE CENTER LINE SO CREW TURN OF RUNWAY AND SHUT DOWN ENGINES AND FOUND THE LEFT MAIN TIRE HAD GONE FLAT , TOWER WAS NOTIFIED AND MAINTENANCE CLEAR AIRCRAFT FROM TAXI WAY

CABIN ALTITUDE WAS HIGHER THAN NORMAL, NOTICED THE CABIN RATE CLIMBING @ 1000' PER MIN. THEN HEARD A WHISTLING NOISE CLOSE TO THE CABIN DOOR. "CABIN PRESS LD" LIGHT CAME ON. ONCE WE REACHED BELOW 20,000' THEN THE NOISE GOT QUIETER AFTER WE SELECTED "BOTH HIGH" ON THE CABIN PRESSURE CONTROL. CABIN WOULD NOT MAINTAIN PRESSURE UNTIL WE WERE LOWER AND IN. "BOTH HIGH."

AIR CRAFT LOST PRESSURIZATION AT IN FLIGHT AND HAD TO EMERGENCY DESCEND