EXECUTIVE JET MANAGEMENT, INC.

Operated by EXECUTIVE JET MANAGEMENT INC (per NTSB report)

ON APPROACH TO KAPF AND UPON SELECTING GEAR DOWN, CREW RECEIVED 'NOSE GEAR NOT DOWN' AND 'L-R MAIN GEAR NOT DOWN CAS' MESSAGE, FOLLOWED BY A 'L HYDRAULIC QUANTITY LOW CAS' MESSAGE. COMPLETED THE LANDING GEAR FAILED TO EXTEND CHECKLIST, THAT INSTRUCTED TO USE THE EMERGENCY GEAR EXTENSION PROCEDURE, AND RECEIVED A SUCCESSFUL GEAR EXTENSION INDICATION. CREW DECLARED AN EMERGENCY AND PERFORMED AN UNEVENTFUL LANDING. AIRCRAFT IN MAINTENANCE FOR EVALUATION.

LEFT ENGINE ROLL BACK AT FL410, CO-PILOT ENGAGED FUEL BOOST PUMP AND DIVERTED TO KICT. TROUBLESHOT DOWN TO FAULTY FUEL CONTROL, REMOVED AND REPLACED.

DURING CLIMB AFTER TAKEOFF FROM APF CREW RECEIVED AMBER “R HYD TEMP HIGH” CAS MESSAGE. MESSAGE CAME AND WENT 3 TIMES BEFORE STAYING ON. CREW FOLLOWED CHECKLIST, TURNED OFF PUMP, AND CLOSED R SOV, HOWEVER TEMP CONTINUED TO VARY BETWEEN 150 AND 204. CREW CONTINUED CHECKLIST AND SHUT DOWN RIGHT ENGINE. CREW DECLARED EMERGENCY AND PERFORMED UNEVENTFUL SINGLE ENGINE LANDING IN MIA. AFTER LANDING AIRCRAFT ENTERED SCHEDULED MAINTENANCE. MAINTENANCE EVALUATION FOUND RESISTANCE ON THE RESERVOIR TEMP SENSOR ROSE FROM 108 OHMS TO 160 OHMS WITH HYO SYSTEM OFF, INDICATING A TEMP SENSOR AT FAULT. REMOVED AND REPLACED RH HYO TEMP SENSOR. PERFORMED SATISFACTORY FUNCTIONAL CHECK OF THE RH HYO TEMP SENSOR.

DURING CRUISE CREW RECEIVED GEN 4 OFF BUS AND GEN4 BRG FAIL MESSAGES. CREW FOLLOWED CHECKLIST AND SUBSEQUENT LANDING PERFORMED WITHOUT INCIDENT. MAINTENANCE EVALUATION FOUND #4 GENERATOR HAD A BEARING FAILURE WHERE INSTEAD OF SHAFT SHEARING AS EXPECTED, THE CASE BROKE AT THE COOLING CUTOUT OUTLETS NEAR THE FLANGE CAUSING THE MAIN BODY OF THE GENERATOR TO ROTATE AND TWIST THE POWER ELECTRICAL CABLES UNTIL THE GENERATOR SHAFT FINALLY SHEARED. THE GENERATOR AND 3 MAIN ELECTRICAL POWER CABLES AND OTHER ELECTRICAL WIRING REQUIRED REPLACEMENT. REVIEW OF THE GENERATOR OVERHAUL DOCUMENTS REVEALED CONCERN THE CMM USED WAS AN OLD REVISION OF REV. 6 INSTEAD OF THE CURRENT REVISION OF REV. 12.

ON DEPARTURE, CREW SMELLED FUMES AND SMOKE WAS PRESENT IN CABIN. CREW DECLARED AN EMERGENCY AND STARTED IMMEDIATE RETURN TO AIRPORT. MAINTENANCE EVALUATION FOUND OIL TANK LEVEL HIGH AND COMPLIED WITH DRAINING OF THE LH AND RH ENGINE UPPER OIL TANK TO A MORE APPROPRIATE LEVEL. SERVICED LH AND RH ENGINE OIL. PERFORMED ENGINE RUN AT TAKEOFF POWER BOTH LH AND RH ENGINES ALTERNATELY TO VERIFY NO SMOKE IN CABIN. NO SMOKE PRESENT IN CABIN AT TAKEOFF POWER. SUBSEQUENT FLIGHTS COMPLETED WITHOUT FURTHER ISSUE.

JUST AFTER TAKEOFF DURING INITIAL CLIMB, CREW NOTICED BLUE SMOKE IN COCKPIT COMING FROM LEFT SIDE. CREW DONNED MASKS/GOGGLES AND STARTED IMMEDIATE RETURN TO AIRPORT, AFTER POWER REDUCED SMOKE STOPPED. CHECKLIST FOLLOWED, UNSCHEDULED LANDING PERFORMED AND LANDED WITHOUT INCIDENT. MAINTENANCE EVALUATION FOUND EVIDENCE OF APU LEAKING COMPRESSOR SEAL AS EVIDENCED BY THE OIL/SOOT/COKING ON THE COMPRESSOR BLADES. APU PLACED ON MEL AND SCHEDULED FOR COMPRESSOR CARBON SEAL REPLACEMENT. MAINTENANCE ALSO REPLACED COALESCER SOCKS AND PERFORMED ENGINE RUNS WITH ACM’S WITHOUT ANY ISSUES.

CREW REPORTED SMOKE AND ELECTRICAL SMELL IN THE COCKPIT COMING FROM LEFT SIDE FLOOR VENTS DURING CRUISE APPROXIMATELY TWENTY MINUTES INTO THE FLIGHT. CREW DECLARED AN EMERGENCY, BEGAN AN EMERGENCY DESCENT, AND REMOVED ELECTRICAL POWER TO NON-ESSENTIAL CABIN ITEMS (WHICH SMOKE THEN DISSIPATED). CHECKLIST FOLLOWED, UNSCHEDULED LANDING PERFORMED AND LANDED WITHOUT INCIDENT. MAINTENANCE EVALUATION FOUND FAULTY ENVIRONMENTAL CONTROL SYSTEM (ECS) PACK DURING APU RUNS. LEFT AIR CYCLE MACHINE WAS SEIZED CAUSING LEFT PACK TEMP HIGH CAS MESSAGE. LEFT ECS PACK PLACED ON MEL, AIRCRAFT REPOSITIONED TO MAINTENANCE SERVICE CENTER WHERE LEFT ECS PACK IS BEING REPLACED AND CLEARING MEL.

LOST EVERYTHING ON THE RIGHT SIDE. INCLUDING MACH TRIM FEDEC FAULTS FIVE INDICATIONS. DAU FAILS, TRIM FAIL.

THE AMM PROCEDURE FOR THE GROUND SLATS DOES NOT SPECIFY IN THE PROCEDURE THE DIRECTION OF THE BOLT HEAD AND SPACER. THE ILLUSTRATION ASSOCIATED WITH THE TASK COVERS ONLY ONE SIDE OF THE AIRCRAFT AND IS NOT THE EASIEST TO READ PERTAINING TO THE BOLT ORIENTATION. IT WOULD BE GOOD TO HAVE THIS SPECIFICALLY CALLED OUT IN THE PROCEDURE AND CLEARLY SHOWN FOR BOTH SIDES.

DURING APPROACH UPON SELECTION FOR FLAPS 20, CREW RECEIVED FLAPS FAIL MESSAGE WITH NO FLAPS MOVEMENT. CREW REQUESTED EXTENDED DOWNWIND, EMERGENCY DECLARED, CHECKLIST FOLLOWED, AND 0 FLAP LANDING PERFORMED WITHOUT INCIDENT. AFTER LANDING AIRCRAFT ENTERED SCHEDULED MAINTENANCE, TROUBLESHOOTING FOUND AND REPLACED FAILED LT FLAP ASYMMETRY BRAKE OVERSPEED DETECTOR.

DURING CLIMB THROUGH 4000 FEET SHORTLY AFTER TAKEOFF, UPON BLEED AIR TRANSITION FROM APU TO ENGINES, CREW NOTICED SMOKE (NON-ELECTRICAL) IN COCKPIT COMING FROM LEFT SIDE A/C VENTS. CLIMB DISCONTINUED AND UPON SWITCHING FROM ENGINE BLEEDS BACK TO APU BLEED, SMOKE BEGAN TO DISSIPATE. CHECKLIST FOLLOWED, UNSCHEDULED LANDING PERFORMED AND LANDED WITHOUT INCIDENT. MAINTENANCE EVALUATION DIDN’T FIND ANY EVIDENCE OF OIL OR OTHER BLEED CONTAMINATION, HOWEVER SUSPECTED RESIDUAL CLEANING SOLUTION FROM ENGINE COMPRESSOR WASHES WENT THROUGH ACM SYSTEM AND QUICKLY VAPORIZED CAUSING THE SMOKE FROM GASPERS. MAINTENANCE CLEANED COALESCER SOCKS AND PERFORMED ENGINE RUNS CYCLING THROUGH ALL BLEEDS WITHOUT ANY ISSUES. PROBABLE CAUSE ATTRIBUTED TO RESIDUAL CLEANING SOLUTION AND MOISTURE IN ENGINE BLEEDS FROM COMPRESSOR WASHES DURING MX VISIT, WHICH MOVED THROUGH ACM SYSTEM UPON APU TO ENGINE BLEED TRANSITION. SUBSEQUENT ENGINE RUNS AND CHECK FLIGHT PERFORMED WITHOUT ANY ISSUES.

DURING CLIMB CREW NOTICED ELECTRIC PITH TRIM UNRESPONSIVE, CREW USED MANUAL PITCH TRIM WHEEL TO CONTROL PITCH TRIM. CHECKLIST FOLLOWED, EMERGENCY DECLARED, AND UNSCHEDULED UNEVENTFUL LANDING PERFORMED. OPEN

DURING CLIMB CREW NOTICED ELECTRIC PITH TRIM UNRESPONSIVE, CREW USED MANUAL PITCH TRIM WHEEL TO CONTROL PITCH TRIM. CHECKLIST FOLLOWED, EMERGENCY DECLARED, AND UNSCHEDULED UNEVENTFUL LANDING PERFORMED. MAINTENANCE EVALUATION VERIFIED CMC ACTIVE FAULT MESSAGE OF "AP DISCONNECT SWITCH FAULT". PERFORMED TROUBLESHOOTING PER G550 FIM 27-32-00. VERIFIED CONTINUITY PER STEP A AND COMPLIED WITH RESET OF AFCS1B MODULE. RESET PASSED PER FIM. OPS CHECKS GOOD. SUBSEQUENT FLIGHTS PERFORMED WITHOUT ISSUES.

DURING CRUISE CREW RECEIVED GSD FAIL #2 CAS MESSAGE (GARMIN DATA CONCENTRATOR UNIT), CHECKLIST REQUIRED USE OF EMERGENCY GEAR EXTENSION DUE TO ANNUNCIATIONS BEING INOPERATIVE. GEAR DOWN WAS CONFIRMED BY GROUND DURING APPROACH. CHECKLIST FOLLOWED, EMERGENCY DECLARED, AND UNEVENTFUL LANDING PERFORMED. OPEN

DURING CRUISE CREW RECEIVED GSD FAIL #2 CAS MESSAGE (GARMIN DATA CONCENTRATOR UNIT),CHECKLIST REQUIRED USE OF EMERGENCY GEAR EXTENSION DUE TO ANNUNCIATIONS BEING INOPERATIVE. GEAR DOWN WAS CONFIRMED BY GROUND DURING APPROACH. CHECKLIST FOLLOWED, EMERGENCY DECLARED, AND UNEVENTFUL LANDING PERFORMED. MAINTENANCE REPLACED FAILED GSD2 UNIT, P/N 011-01457-01 S/N 2JH007972

DURING CRUISE AT FL450 RIGHT WINDSHIELD FAILED SUDDENLY AND CRACKED. CHECKLIST FOLLOWED, EMERGENCY DECLARED, AND UNSCHEDULED UNEVENTFUL LANDING PERFORMED. MAINTENANCE REMOVED AND REPLACED CO-PILOT RIGHT WINDSHIELD. P/N OFF NP-178201-18 S/N OFF 19360H7710.

DURING DESCENT CREW RECEIVED A FLAPS FAILS AMBER CASS MESSAGE WITH SLATS INDICATING OUT AND FLAPS INDICATING 0 DEGREES. CHECKLIST FOLLOWED, EMERGENCY DECLARED, AND UNEVENTFUL LANDING PERFORMED. MAINTENANCE EVALUATION FOUND PIN 3 CONTACT OPEN/BROKEN IN CONNECTOR MT74J1 FOR RH #2 SKEW SENSOR, PIN 3 WAS REPLACED. THE SLAT FLAP CONTROL UNIT(SFCU) WAS DOWNLOADED AND SENT TO OEM FOR EVALUATION. LATCHED FAULTS WERE CLEARED, AND FOLLOWING COMPONENTS WERE REPLACED BASED ON FAULT MESSAGES, #1 SFCU, LH #2 AND RH #2 SKEW SENSORS. FLAPS FUNCTIONED NORMAL AND NOTED TO MOVE SMOOTHLY. ELECTRICAL RIGGING OF FLAPS AND SLATS PERFORMED, ALL TESTS AND INDICATIONS NORMAL. SUBSEQUENT FLIGHT PERFORMED WITH NO ISSUES.

DURING APPROACH CREW RECEIVED A FLAPS FAILS AMBER CASS MESSAGE WITH SLATS OUT AND FLAPS INDICATING 6 DEGREES. CHECKLIST FOLLOWED, EMERGENCY DECLARED, AND UNEVENTFUL LANDING PERFORMED. MAINTENANCE EVALUATION COULD NOT DUPLICATE PROBLEM, SLAT FLAP CONTROL UNIT (SFCU) WAS DOWNLOADED AND SENT TO OEM FOR EVALUATION. LATCHED FAULTS WERE CLEARED, AND FLAPS FUNCTIONED NORMAL AND NOTED TO MOVE SMOOTHLY. R/H FLAP ACTUATOR SKEW SENSOR DATA WAS CHECKED PER OEM REQUEST, NO DEFECTS NOTED. PRECAUTIONARY SWAP OF SFCU #1 AND #2 PER OEM RECOMMENDATION, ELECTRICAL RIGGING OF FLAPS AND SLATS PERFORMED, ALL TESTS AND INDICATIONS NORMAL. SUBSEQUENT FLIGHT PERFORMED WITH NO ISSUES.

DURING CLIMB CREW NOTICED FUEL CONTRAIL COMING FROM LEFT WING OUTBOARD. AFTER A SHORT TIME, EVEN THOUGH THE CONTRAIL DISSIPATED, CREW OUT OF AN ABUNDANCE OF CAUTION DECIDED TO RETURN TO DEPARTURE AIRPORT. CHECKLIST FOLLOWED, EMERGENCY DECLARED, AND UNEVENTFUL LANDING PERFORMED. MAINTENANCE EVALUATION FOUND FUEL SATURATION AROUND PLENUM VENT. APPROXIMATELY 5 GALLONS OF FUEL WAS DRAINED FROM PLENUM, AFTER 30 MINUTES NO FURTHER FUEL WAS COLLECTING IN PLENUM. NO OTHER ISSUES OR LEAKS WERE FOUND. ISSUE WAS ATTRIBUTED TO AIRCRAFT SITTING ON RAMP, HOT DAY, FULL OF FUEL WAITING ON DEPARTURE FOR OVER 5 HOURS DUE TO CLOSED RUNWAY, AT WHICH TIME NORMAL FUEL EXPANSION COLLECTED IN PLENUM AS DESIGNED, WHICH VENTED DURING CLIMB. SUBSEQUENT FLIGHTS PERFORMED WITH NO ISSUES.

DURING CLIMB SHORTLY AFTER TAKEOFF, CREW EXPERIENCED IN COCKPIT A VERY SMALL WISP OF BLUE SMOKE AND ODOR WHICH DISSIPATED QUICKLY. CREW PERFORMED UNSCHEDULED LANDING, CHECKLIST FOLLOWED, ATC DECLARED EMERGENCY, AND AIRCRAFT LANDED WITHOUT INCIDENT. MAINTENANCE PERFORMED DETAILED INSPECTION BEHIND COCKPIT DISPLAYS, ASSOCIATED WIRING, REAR BAY PACK DUCTS, AND BLEED AIR SYSTEM WITH NO SIGNS OF SMOKE OR ANY OTHER DEFECTS NOTED. ENGINE RUNS WERE ALSO PERFORMED IN SAME CONFIGURATION WITH ALL EQUIPMENT TURNED ON INCLUDING BLEED AIR, NO SMOKE ISSUES WERE NOTED. AFTER ENGINE RUNS, MAINTENANCE REINSPECTED BEHIND COCKPIT DISPLAYS AND ASSOCIATED WIRING WITH NO ABNORMALITIES NOTED. AIRCRAFT RETURNED TO SERVICE AND SUBSEQUENT OPERATIONAL CHECK FLIGHT PERFORMED WITHOUT ISSUES.

DURING THE PFI NOTED THE EXTERIOR FORWARD OVER WING EMERGENCY LIGHT HAS ONE LED INOP AND REMAINING LED’S ARE DIM.

DURING CLIMB CREW NOTICED SMELL (NON-ELECTRICAL) IN COCKPIT AND SUBSEQUENTLY CONFIRMED SMOKE IN CABIN. CLIMB DISCONTINUED AROUND 16,000 AND UPON POWER REDUCTION SMOKE BEGAN TO DISSIPATE. UNSCHEDULED LANDING PERFORMED, CHECKLIST FOLLOWED, EMERGENCY DECLARED, AND LANDED WITHOUT INCIDENT. NO VISIBLE SIGNS OF FIRE WERE NOTICED. MAINTENANCE EVALUATION FOUND APU OIL LEVEL OVER SERVICED, HOWEVER NO OIL RESIDUE IN BLEED LINES NOR ACM SYSTEM. EXCESS APU OIL SIPHONED TO PROPER LEVEL, LONG APU GROUND RUN AND HIGH POWER ENGINE GROUND RUNS PERFORMED WITHOUT ANY ISSUES. OPERATIONAL CHECK FLIGHT PERFORMED WITHOUT ISSUES. PROBABLE CAUSE ATTRIBUTED TO OIL VAPORS FROM APU COLLECTING ACM WHICH WERE LATER FLASHED OFF INTO OIL HAZE/SMOKE BECAUSE OF HOTTER ENGINE BLEED TEMP DURING TAKEOFF.

DURING CRUISE SHORTLY AFTER LIGHT TURBULENCE, CREW RECEIVED TWO “STABILIZER CHANNEL FAIL” AND “STABILIZER FAILED” CAS MESSAGES, HOWEVER FLIGHT CONTROL SYNOPTIC SHOWED ALL FLIGHT CONTROL SURFACES OPERATING NORMALLY INCLUDING THE STAB. AT NO TIME DID THE AIRCRAFT LEAVE THE NORMAL FLIGHT CONTROL MODE AND THE STAB MOVED NORMALLY WHEN COMMANDED. CHECKLIST FOLLOWED, EMERGENCY DECLARED, AND UNEVENTFUL LANDING PERFORMED. MAINTENANCE EVALUATION COULD NOT DUPLICATE PROBLEM. POWERED AIRCRAFT AND NO ABNORMAL CAS MESSAGES OR CMC FAULTS PRESENT. PERFORMED HORIZONTAL STABILIZER FUNCTIONAL TEST NORMAL WITH NO DEFECTS IAW AMM. VISUAL INSPECTION OF STABILIZER AND DURING OPERATION DURING FULL RANGE OF TRAVEL WERE NORMAL. SUBSEQUENT FLIGHT PERFORMED WITH NO ISSUES.

DURING CLIMB AROUND 6000MSL , CREW OBSERVED SMOKE IN COCKPIT AND CABIN. UNSCHEDULED LANDING PERFORMED, EMERGENCY PROCEDURE CHECKLIST FOLLOWED, EMERGENCY DECLARED, AND LANDED WITHOUT INCIDENT. MAINTENANCE EVALUATION FOUND AIR CYCLE MACHINE (ACM) FRONT BEARING FAILURE - SEIZED. ACM REPLACED, P/N OFF 2206610-1 S/N OFF 1225

CREW REPORTS AGGRESSIVE VIBRATION THROUGH THE MAIN LANDING GEAR UPON TOUCHDOWN. UPON PERFORMING VISUAL INSPECTION OF THE MAIN LANDING GEAR, DISCOVERED THE LEFT HAND SIDE STAY WING MOUNTED ATTACHMENT FITTING CRACKED.

DURING CLIMB, MAIN CABIN DOOR RED CAS MESSAGE ILLUMINATED. CREW COULD NOT ADEQUATELY CONFIRM UPPER LEFT BAYONET POSITION. CHECKLIST FOLLOWED, EMERGENCY DECLARED, AND UNEVENTFUL LANDING PERFORMED. MAINTENANCE EVALUATION FOUND UPPER LEFT DOOR INDICATION MICROSWITCH INOPERATIVE. MICROSWITCH P/N 1159F50140-61 WAS REPLACED. PERFORMED SYSTEM OPERATION CHECKS AND VERIFICATION OF BAYONET INDICATORS, SYSTEM OPS CHECK GOOD.

DURING CLIMB APPROX. FL320 CREW EXPERIENCED A TRIM RUNAWAY FROM THE RIGHT SIDE TRIM TAB. UPON DISCONNECTION OF AUTOPILOT, TRIM RUNAWAY STOPPED, AND MANUALLY TRIMMED AS NEEDED. CHECKLIST FOLLOWED, EMERGENCY DECLARED, AND UNEVENTFUL LANDING PERFORMED. MAINTENANCE EVALUATION COULD NOT DUPLICATE PROBLEM, INSPECTION OF ROLL TRIM SYSTEM ACTUATORS, TRAVEL, ELECTRICAL WIRING / CONNECTIONS, AND MULTIPLE OPERATION CHECKS OF ROLL TRIM SYSTEM WERE NORMAL. PRECAUTIONARY SWAP OF #1 AND #2 FLIGHT CONTROL COMPUTER CARDS PER OEM RECOMMENDATION, ALL TESTS AND INDICATIONS NORMAL. SUBSEQUENT FLIGHT PERFORMED WITH NO ISSUES.

DURING CLIMB, EXPERIENCED A LT INBD BRAKE HOT MESSAGE. TEMP SHOWED A RISE AFTER TAKEOFF & CONTINUED TO RISE, POSTED RED X, LOSS OF SIGNAL. DUE TO UNKNOWN CONDITION OF ACTUAL BRAKE TEMP, DECIDED TO PERFORM UNSCHEDULED LANDING, CHECKLIST FOLLOWED, EMERGENCY DECLARED FOR PRIORITY, & LANDED WITHOUT INCIDENT. MX INSPECTED BRAKE & FOUND NO EVIDENCE OF OVERHEATING & DETERMINED INDICATION ISSUE ONLY. BRAKE TEMP INDICATION PLACED ON MEL & SUBSEQUENT FLT COMPLETED WITHOUT ISSUE. MX EVALUATION PERFORMED EXTENSIVE TROUBLESHOOTING OF COMPONENTS, WIRING, & CONNECTIONS. CONNECTOR 316A1J6 PINS 72 AND 73 FOUND SLIGHTLY LOOSE WITH SLIGHT FLUCTUATING RESISTANCE. CONNECTOR 316A1J6 RE-SEATED AND ALL SUBSEQUENT CHECKS GOOD.

DURING CRUISE, CREW RECEIVED "R OIL LOW QTY" AMBER MESSAGE, ALL OTHER ENGINE INDICATIONS NORMAL. DUE TO LOCATION AND PROXIMITY TO GANDER, CREW DECIDED TO PERFORM UNSCHEDULED LANDING, CHECKLIST FOLLOWED, EMERGENCY DECLARED, AND LANDED WITHOUT INCIDENT. MESSAGE WENT AWAY DURING DESCENT AT 28000 FT. SHORTLY AFTER SHUTDOWN, CREW REPORTS THEY ADDED 4 QUARTS OF OIL TO RIGHT ENGINE USING COCKPIT SERVICING PROCEDURE IAW AFM. MAINTENANCE PERFORMED GROUND RUNS AND LEAK CHECKS. NO LEAKS NOTED. LEFT AND RIGHT ENGINE OILS REPLENISHED IAW AMM. 1 QUART ADDED TO RIGHT ENGINE TO TOTAL QTY OF 10.7 QUARTS. AIRCRAFT FOUND SERVICEABLE AND APPROVED FOR RETURN TO SERVICE.

15 MINUTES AFTER DEPARTURE, CREW RECEIVED “L THRUST REVERSER MAINT” AMBER CAS MESSAGE AND ON FLIGHT CONTROL SYNOPTIC AN AMBER DEPLOYED THRUST REVERSER INDICATION. CREW DID NOT HAVE ANY CONDITIONS ASSOCIATED WITH A DEPLOYED TR, HOWEVER DECIDED TO RESPOND AS IF TR WAS DEPLOYED. CHECKLIST FOLLOWED, EMERGENCY DECLARED, AND UNSCHEDULED UNEVENTFUL LANDING PERFORMED. MAINTENANCE EVALUATION FOUND LEFT TR UPPER STOW SWITCH BAD. LEFT TR UPPER STOW SWITCH REPLACED P/N OFF T7013 S/N OFF 1759 AND SYSTEM OPS CHECK GOOD.

DURING APPROACH CREW RECEIVED BAG FAN FAULT (CAUTION), FOLLOWED BY AFT DIST BOX OVHT (WARNING CAS MESSAGE). EMERGENCY DECLARED, CHECKLIST FOLLOWED AND UNEVENTFUL LANDING PERFORMED. MESSAGES WENT AWAY SHORTLY AFTER RAT DEPLOYMENT IAW CHECKLIST. MAINTENANCE EVALUATION FOUND FAULT WITH BAG FAN PCB. BAG FAN PCB REPLACED P/N OFF 20710A S/N OFF 366 PERFORMED SYSTEM OPERATION CHECKS, NO DISCREPANCIES FOUND, SYSTEM OPS CHECK GOOD.

DURING APPROACH AFTER GEAR SELECTED DOWN, RT MLG GREEN DOWN LIGHT DID NOT ILLUMINATE. CREW PERFORMED LIGHT TEST AND RT MLG GREEN DOWN LIGHTS DID NOT ILLUMINATE. AS A PRECAUTION CREW DID TOWER FLY BY FOR GEAR VERIFICATION AND ALSO PERFORMED MANUAL GEAR EXTENSION BLOW DOWN PROCEDURE. CHECKLIST FOLLOWED, EMERGENCY DECLARED, AND UNEVENTFUL LANDING PERFORMED. MAINTENANCE EVALUATION FOUND RT MLG GREEN DOWN LIGHTS NOT ILLUMINATING. GEAR HANDLE INDICATOR BULBS P/N 387 WERE REPLACED. PERFORMED SYSTEM OPERATION CHECKS, NO DISCREPANCIES FOUND, SYSTEM OPS CHECK GOOD.

DURING APPROACH FLAPS FAILED TO DEPLOY. CHECKLIST FOLLOWED, EMERGENCY DECLARED, AND UNEVENTFUL LANDING PERFORMED. MAINTENANCE EVALUATION FOUND CUT-OFF LEVER TO FLAP SYNCHRONIZER RECEIVER UNIT TO BE SLIGHTLY OUT OF LIMITS. ADJUSTED CUT-OFF LEVER ROD END. PERFORMED RIGGING, RANGE OF MOVEMENT, FRICTION, AND SPRING STRUT FRICTION CHECKS. NO DISCREPANCIES FOUND. SYSTEM OPS CHECK GOOD.

DURING CRUISE, CREW RECEIVED HYD A LOW QUANTITY MESSAGE. CHECKLIST FOLLOWED, DEACTIVATED HYD A PUMP, EMERGENCY DECLARED, MANUAL GEAR EXTENSION PERFORMED, AND UNEVENTFUL LANDING PERFORMED. MAINTENANCE REMOVED AND REPLACED LEAKING #1 ENGINE HYDRAULIC A1 PUMP, P/N OFF 51181-02 S/N OFF K0707.

DURING CRUISE, CREW HEARD A POP AND THEN NOTICED CO-PILOT FORWARD SIDE WINDOW WAS CRACKED IN MULTIPLE DIRECTIONS. CHECKLIST FOLLOWED, EMERGENCY DECLARED, EMERGENCY DESCENT PERFORMED, AND UNEVENTFUL LANDING PERFORMED. MAINTENANCE REMOVED AND REPLACED CO-PILOT FORWARD SIDE WINDOW, P/N OFF NP139722-6 S/N OFF 01117H6624.

JUST AFTER LANDING, CREW NOTICED A MOMENTARY LOSS OF #1 BRAKES. MAINTENANCE EVALUATION COULD NOT DUPLICATE ISSUE, HOWEVER SUSPECT CAUSE TO BE ANTISKID AMPLIFIER, REPLACED ANTISKID AMPLIFIER P/N OFF 6002614-3 S/N OFF MAY81-120. GROUND FLIGHT RELAYS 46G AND 47G P/N 316202DBQ28 REPLACED AS PRECAUTION.

DURING APPROACH JUST AFTER CREW SELECTED FLAPS 39, ONCE FLAPS FULLY DEPLOYED, CREW NOTICED A SLIGHT UN-COMMANDED ROLL/BANK TO THE LEFT. CREW WAS ABLE TO CORRECT WITH RIGHT AILERON INPUT. CHECKLIST FOLLOWED, UNEVENTFUL LANDING PERFORMED. MAINTENANCE EVALUATION FOUND LEFT OUTBOARD SPOILER BELLCRANK CRACKED IN HALF. REMOVED AND REPLACED LEFT OUTBOARD SPOILER BELLCRANK P/N OFF 1159CM50209-7 S/N OFF UNKNOWN.

DURING CLIMB CREW NOTICED RH GENERATOR VOLTAGE TURNED AMBER WITH HIGH VALUE OF 31 VOLTS, FOLLOWED BY CAS MESSAGE GEN OFF R DISPLAYED. CHECKLIST FOLLOWED, EMERGENCY DECLARED AND UNEVENTFUL LANDING PERFORMED. MAINTENANCE EVALUATION CONFIRMED RH GENERATOR FAILURE. REMOVED AND REPLACED RH ENGINE GENERATOR, P/N OFF 9914752-1 S/N OFF 353B.

DURING TAKE OFF CREW NOTICED OIL SMELL AND WHITE SMOKE IN COCKPIT. CHECKLIST FOLLOWED AND UNEVENTFUL LANDING PERFORMED. MAINTENANCE EVALUATION FOUND #1 ENGINE #2 BEARING CARBON SEAL FAILED BY EVIDENCE OF OIL RESIDUE IN BLEED LINES. REMOVED AND REPLACED #1 ENGINE, P/N OFF PW306A S/N OFF PCE-CC0411. FAILED CARBON SEAL P/N 31B6007-01.

DURING CLIMB JUST AFTER TAKE-OFF CREW SELECTED GEAR UP, GEAR DID NOT RETRACT, FOLLOWED BY LG AIR/GRD FAIL CAS MESSAGE. CHECKLIST FOLLOWED, EMERGENCY DECLARED, AND UNSCHEDULED UNEVENTFUL LANDING PERFORMED. MAINTENANCE EVALUATION FOUND NOSE GEAR WOW PROXIMITY SWITCH CHECKED BAD. VISUAL INSPECTION OF NOSE GEAR PROX SWITCH CONNECTOR FOUND A CORRODED AND BURNT PIN. REMOVED AND REPLACED NOSE GEAR PROX SWITCH P/N OFF 80-057-01 S/N OFF 16815. REMOVED AND REPLACED NOSE GEAR PROX SWITCH WIRING HARNESS P/N OFF 145-21495-405 S/N OFF OP33146982.

DURING APPROACH CREW SELECTED SLATS AND FLAPS FIRST POSITION SF1, FOLLOWED BY FLAP FAIL AND FLAP ASYMMETRY MESSAGE. CHECKLIST FOLLOWED, EMERGENCY DECLARED, AND UNEVENTFUL LANDING PERFORMED. MAINTENANCE EVALUATION COULD NOT DUPLICATE PROBLEM, FLAPS INSPECTION AND OPERATION OF FLAPS AND SLATS WERE NORMAL. FLAP POSITIONS SENSORS CHECKED, ALL INDICATIONS NORMAL. FAULT CODES REVIEWED WHICH INDICATED PROBABLE CAUSE SLAT FLAP AIRBRAKE UNIT (SFAU). SFAU WAS REMOVED AND REPLACED, P/N OFF TY2800-05 S/N OFF 0108, OPERATIONS AND FUNCTION TESTS GOOD. SUBSEQUENT FLIGHT PERFORMED WITH NO ISSUES.

DURING CRUISE, CREW HEARD A POP, NOTICED CENTER MULTIFUNCTION DISPLAY (MFD) WENT BLANK, SMELL OF ELECTRICAL BURNING AND SMALL AMOUNT OF SMOKE ABOVE GLARE SHIELD. CHECK LIST FOLLOWED, EMERGENCY DECLARED, AND UNSCHEDULED LANDING PERFORMED WITHOUT INCIDENT. MAINTENANCE EVALUATION FOUND MFD WITH INTERNAL SHORT, NO OTHER DEFECTS FOUND IN SURROUNDING AREA. MFD REMOVED AND REPLACED, P/N OFF 7014300-901 S/N OFF 0608F685. SYSTEM OPERATIONS CHECK GOOD.

DURING CLIMB AT FL290, CREW RECEIVED LEFT ENGINE HIGH OIL PRESSURE INDICATION. CHECKLIST FOLLOWED, EMERGENCY DECLARED, DESCENDED, AND PERFORMED UNSCHEDULED LANDING WITHOUT INCIDENT. ENGINE DOWNLOAD COMPLETED AND SENT TO ENGINE OEM FOR EVALUATION. MAINTENANCE EVALUATION FOUND LEFT ENGINE OIL PRESSURE HIGH BY 4 PSI WITH NO OTHER DISCREPANCIES NOTED. OIL PRESSURE ADJUSTMENT PERFORMED TO WITHIN SPECIFICATIONS, ALL POST RUNS AND INSPECTIONS NORMAL.

WHILE INSTALLING WHEEL SPEED TRANSDUCER CAPS ON #1 AND #2 MLG WHEELS FOLLOWING ANTI-SKID CHECK REQUIRED AS PART OF #4 BRAKE ASSEMBLY REPLACEMENT, SUSPECTED THAT WHEEL AXLE NUTS (LR60 IPC 32-40-51 PAGE 1, DATED JUL 10/2019, ITEM 36) REQUIRED RE-TORQUE. PRIOR TO WHEEL REMOVAL, IT WAS NOTED THAT THE #1 AND #2 MLG WHEELS HAD SLIGHT PLAY WHEN APPLYING A ROCKING PRESSURE ALTERNATELY AT THE 3 O’CLOCK AND 9 O’CLOCK POSITIONS. OBSERVED #2 MLG WHEEL AXLE NUT MORE OUTBOARD THAN STANDARD (TURNED DOWN ON THREADS MORE THAN HAS BEEN OBSERVED IN THE PAST ON OTHER LEARJET 60 AIRCRAFT) ALONG WITH LOCKING SCREWS PROTRUDING 50% BEYOND THE OUTER CASTELLATED LOCKING PORTION OF THE AXLE NUT (SEE PICTURE LABELED "EXHIBIT A"). SIMPLY PUT, THE APPEARANCE WAS THAT A SHIM NEEDED TO BE INSTALLED UNDER THE #2 MLG WHEEL AXLE NUT SO THAT THE LOCKING SCREWS COULD PROPERLY ENGAGE THE AXLE NUT LOCKING MECHANISM. THE #1 MLG WHEEL ASSEMBLY WAS NOT OBSERVED WITH THIS DISCREPANCY. REMOVED AXLE NUT LOCKING SCREWS AND ASSOCIATED SAFETY WIRE FROM #1 AND #2 MLG WHEELS AND WAS ABLE TO TIGHTEN EACH RESPECTIVE AXLE NUT FURTHER BY USING HAND PRESSURE ONLY. REMOVED #1 AND #2 MLG WHEELS AND INSPECTED FOR DAMAGE. NONE NOTED. INSPECTED L/H MLG AXLES FOR DAMAGE. NONE NOTED. INSPECTED WHEEL BEARINGS. NOTED THAT THIS WAS THE FIRST TIME I HAD SEEN THIS TYPE OF BEARING (BEARING/GREASE SEAL ASSEMBLY) INSTALLED ON A LEARJET 60 AIRCRAFT (I HAVE 20+ YEARS WORKING LEARJET 60 AIRCRAFT). NOTED PART NUMBER ON BEARING/SEAL AS 13600LA. VERIFIED IN LEARJET 60 IPC THAT THIS PART NUMBER WAS LISTED (ALTHOUGH IT WAS OBSERVED AS BEING A NEWER ADDITION TO THE IPC BASED ON THE REVISION BAR NEXT TO THE PART NUMBER - LR60 IPC 32-40-51 PAGE 1, DATED JUL 10/2019, ITEM 42E). CONTACTED LEARJET TECHNICAL SUPPORT AND ADDITIONALLY CONFIRMED P/N 13600LA BEARING INSTALLATION ELIGIBILITY. OBSERVED DAMAGE TO WHEEL BEARINGS AND DETERMINED THAT IT WAS MOST LIKELY DUE TO THE RUBBER INSTALLED DURING THE MANUFACTURING PROCESS EXTENDING RIGHT UP TO INNER RADIUS OF WHEEL BEARING. THIS RESULTED IN A RUBBER-TO-METAL MATING SURFACE BETWEEN THE BRAKE/INNER WHEEL BEARING AND OUTER WHEEL BEARING/KEYED WASHER (AT AXLE NUT), RESPECTIVELY, WHEN A METAL-TO-METAL MATING SURFACE SHOULD BE MAINTAINED THROUGHOUT. ONE OF THE REMOVED WHEEL BEARINGS WAS DAMAGED AT THE MATING SURFACE TO WHERE A RAZOR THIN PIECE WAS BROKEN OFF AND RESEMBLED A SHIM EVEN THOUGH IT WAS NOT A SHIM ANOTHER WHEEL BEARING SHOWED THE EXCESS RUBBER DESCRIBED ABOVE WORN AWAY AND INCLUDED THE BEGINNING STAGES OF WEAR DAMAGE TO THE METAL SURFACE OF THE BEARING . THE REMAINING TWO BEARINGS SHOWED EVIDENCE OF COMPRESSION DAMAGE TO THE RUBBER DUE TO THE INCORRECT MATING SURFACE AS DESCRIBED ABOVE . THE OBSERVED DISCREPANCIES DESCRIBED ABOVE ARE PRESUMED TO BE THE ROOT CAUSE OF THE AXLE NUTS BEING FOUND LOOSE IN THEIR SAFETIED POSITION DUE TO RUBBER-TO-METAL MATING SURFACE CONDITION CREATED BY THE P/N 13600LA BEARING ASSEMBLIES. THE INSTALLING TECHNICIAN WOULD NOT BE AWARE OF THE IMMINENT FAILURE OF THE P/N 13600LA BEARING ASSEMBLIES DURING THE INSTALLATION PROCESS DUE TO THE FACT THAT EACH AXLE NUT WILL PROPERLY TORQUE UP AND THE LOCKING SCREWS WILL BE INSTALLED AND SAFETIED IAW THE MAINTENANCE MANUAL PROCEDURES. THE BEARING FAILURE DESCRIBED AND ILLUSTRATED HEREIN WILL ONLY OCCUR AFTER THE AIRCRAFT HAS FLOWN. WHILE REMOVING THE #1 AND #2 MLG WHEEL ASSEMBLIES FROM THE AIRCRAFT, THE INSTALLATION WAS NOTED TO MATCH THE IPC 32-40-51 (WHEN USING THE ALTERNATE BEARING P/N 13600LA, ITEM 42E), HOWEVER, THE WHEEL ASSEMBLY REMOVAL/INSTALLATION PROCEDURES CONTAINED IN THE MAINTENANCE MANUAL 32-40-02 DO NOT MATCH THE IPC WHEN THE ALTERNATE BEARING P/N 13600LA IS UTILIZED. THE INSTALLATION PROCEDURES IN THE MAINTENANCE MANUAL STATE THAT YOU ARE TO INSTALL THE BEARING SEAL AND BEARING AS SEPARATE COMPONENTS. THERE IS NO REFERENCE TO THE ALTERNATE P/N 13600LA BEARING/SEAL ASSEMBLY. REGARDING MEASUREMENTS OF THE MATING SURFACES ON EACH COMPONENT, THE FOLLOWING WAS MEASURED: BRAKE MATING SURFACE DIMENSION (WHERE BEARING WOULD SEAT): 1.950, KEYED WASHER MATING SURFACE DIMENSION (WHERE BEARING WOULD SEAT): 1.900. ALSO REMOVED THE FOUR P/N 13600LA WHEEL BEARINGS FROM THE SPARE, OVERHAULED WHEEL ASSEMBLIES IN STOCK AND MEASURED THE FOLLOWING DIMENSIONS: 1.810”, 1.895”, 1.920”, AND 1.936”. AS YOU CAN SEE, IT APPEARS THAT THE 1.810” MEASUREMENT IS THE STANDARD MANUFACTURED DIMENSION OF THE INNER DIAMETER OF THE SEAL. THE THREE BEARINGS MENTIONED IN THIS PARAGRAPH THAT WERE NOT 1.810” SHOWED THE BEGINNING STAGES OF THE DAMAGE DESCRIBED THROUGHOUT THIS COMMUNICATION. THE #1 AND #2 MLG WHEEL ASSEMBLIES WERE REINSTALLED ON THE AIRCRAFT, EXCEPT NOW UTILIZING THE P/N 13685 BEARINGS AND THE P/N 5011064 SEALS. PROPER AXLE NUT LOCK SCREW ENGAGEMENT WAS OBSERVED AT BOTH WHEELS. ADDITIONALLY, THE #3 AND #4 MLG WHEEL ASSEMBLIES HAD PREVIOUSLY BEEN INSTALLED UTILIZING THE P/N 13685 BEARINGS AND P/N 5011064 SEALS. WHEN TAKING ALL THE MEASURED COMPONENTS INTO CONSIDERATION, IT IS OBVIOUS THAT THE RUBBER SEAL PORTION OF THE P/N 13600LA BEARING/SEAL ASSEMBLY INTERFERES WITH MAINTAINING PROPER METAL-TO-METAL MATING SURFACE CONTINUITY WITH THE WHEEL INSTALLATION ONTO THE AXLE AND SUBSEQUENTLY CAUSES BEARING ASSEMBLY FAILURE AFTER INSTALLATION WHICH RESULTS IN THE MLG WHEELS BECOMING LOOSE DURING NORMAL AIRCRAFT OPERATIONS. IT IS RECOMMENDED TO IMMEDIATELY REMOVE THE BEARING P/N 13600LA FROM ELIGIBILITY FOR INSTALLATION ON THE LEARJET 60/60XR AIRCRAFT. THE EXHIBITS WILL BE EMAILED TO [email protected] PER THE SDR PAGE OF FAA.GOV WEBSITE INSTRUCTIONS.

DURING CRUISE AT FL450, 200 KIAS, CREW HEARD A LOUD THUMP FROM NOSE GEAR AND SIMULTANEOUS RED GEAR UNLOCK LIGHT CAME ON, FOLLOWED BY NOSE GEAR CYCLING RAPIDLY IN THE WHEEL WELL WITH REPEATED LOUD NOISES. CHECKLIST FOLLOWED, EXTENDED GEAR WITH NORMAL INDICATIONS, EMERGENCY DECLARED, DESCENDED, AND PERFORMED UNSCHEDULED LANDING WITHOUT INCIDENT. MAINTENANCE EVALUATION FOUND THE NOSE LANDING GEAR STRUT RIGGING OUT OF TOLERANCE WITH EXTENSION AT 9.9 INCHES, WHICH IS LONGER THAN THE ALLOWED 9.77 +/- .05 INCHES PER THE MANUAL, RESULTING IN NOSE LANDING GEAR NOT FULLY ENGAGING THE UPLOCK. NOSE LANDING GEAR P/N 6742160-8 WAS REPAIRED WITH IMPROVED 6742160-200 SPECIAL SPARE SEAL MODIFICATION KIT’ PER SERVICE LETTER 680-32-08 (NOSE LANDING GEAR STRUT SEAL IMPROVEMENT), AND COMPLIED WITH SERVICE LETTER 680-32-16 (INSPECT NOSE LANDING GEAR STRUT ASSEMBLY FOR CORRECT INSTALLATION), BRINGING THE STRUT LENGTH WITHIN SPECS.

DURING APPROACH CREW OBSERVED LANDING GEAR DID NOT EXTEND NORMALLY WHEN SELECTED DOWN, IT WAS VERY SLOW TO EXTEND, THEN ONCE MAIN GEAR INDICATED DOWN AND LOCKED, NOSE GEAR STILL INDICATED UNSAFE. OBSERVATION FROM TOWER DURING FLYBY, CONFIRMED NLG WAS NOT DOWN. CHECKLIST FOLLOWED, SETUP A HOLD PATTERN, ALL HYDRAULICS AND ELECTRICAL INDICATIONS WERE NORMAL. WHILE EVALUATING IN THE HOLD PATTERN, NLG EXTENDED ON ITS OWN AND INDICATED DOWN AND LOCKED, PROCEEDED WITH UNEVENTFUL LANDING. MAINTENANCE EVALUATION COULD NOT DUPLICATE PROBLEM. ELECTRICAL TROUBLESHOOTING PERFORMED ON GEAR CONTROL CIRCUITS AND SWITCHES, FOUND LEFT MLG INBOARD DOOR DOWN SWITCH LOOSE IN HOUSING OF INBOARD GEAR DOOR ACTUATOR. LH MLG INBOARD DOOR ACTUATOR WAS REMOVED AND REPLACED, P/N OFF 6632303003-003 S/N UNKNOWN, GEAR SWINGS ON GROUND OPS CHECK GOOD. OPERATIONAL CHECK FLIGHT PERFORMED WITH NOT ISSUES NOTED.

DURING TAXI, CREW RECEIVED ANTI-SKID INOP ANNUNCIATION AND POWER BRAKES CIRCUIT BREAKER (CB) POPPED, CHECKLIST FOLLOWED, CIRCUIT BREAKER RESET AND ANTI-SKID SWITCH CYCLED, MESSAGES CLEARED AND REMAINING TAXI WAS NORMAL. CREW REPORTED NORMAL BRAKING ACTION WAS NOT AFFECTED. DURING TAKEOFF ROLL AT V1, CREW AGAIN RECEIVED ANTI-SKID INOP ANNUNCIATION AND POWER BRAKES CIRCUIT BREAKER POPPED. TAKE OFF AND DEPARTURE WAS NORMAL, CHECKLIST FOLLOWED, CREW DECIDED TO CONTINUE TO DESTINATION (WITHOUT RESETTING CB AGAIN) TO UTILIZE LONGER 9000 FOOT RUNWAY TO ACCOMMODATE ABNORMAL CHECKLIST 6500 FEET RUNWAY FOR EXPECTED LOSS OF NORMAL BRAKING. LANDING CHECKLIST FOLLOWED AND LANDING WAS ACCOMPLISHED USING THRUST REVERSERS, AT 10 KNOTS EMERGENCY BRAKING WAS APPLIED TO STOP AIRCRAFT FULLY. MAINTENANCE EVALUATION COULD NOT DUPLICATE BRAKE CIRCUIT BREAKER POPPING ISSUE. POWER BRAKE MOTOR AND WIRING INSPECTED, NO DEFECTS FOUND. CIRCUIT BREAKER AND WIRING INSPECTED, NO DEFECTS FOUND. BRAKE FLUID WAS SERVICED, BRAKE LINES PURGED AND BLED. TAXI CHECKS PERFORMED WITH NO DEFECTS FOUND. OEM TECHNICAL SUPPORT SUSPECT BRAKE MOTOR OVERHEAT DUE TO HIGH OAT AT ORIGIN AIRPORT. THREE SUBSEQUENT FLIGHTS FLOWN WITHOUT ISSUES. AS A PRECAUTION, MAINTENANCE IS REPLACING THE CB AND THE OAT OVERHEAT THEORY IS BEING LOOKED INTO. THE PUMP WAS HEATED AND THE AMP DRAW MEASURED TO DETERMINE IF THE FAILURE IS A HIGH DRAW PER TEXTRON. AMP DRAW ON MOTOR AT HIGH TEMPERATURES WAS CLOSE TO CB RATING, POWER BRAKE MOTOR WAS REMOVED AND REPLACED, P/N OFF MP50B-1 S/N OFF 4622. CB WAS ALSO REPLACED, P/N OFF S2899L15.0 S/N OFF NSN.

DURING CRUISE, CREW NOTICED A LIGHT TO MODERATE ELECTRICAL ODOR IN CABIN GALLEY AFTER USING THE MICROWAVE (NO SMELL IN COCKPIT). CHECK LIST FOLLOWED, UNSCHEDULED LANDING PERFORMED WITHOUT INCIDENT. MAINTENANCE EVALUATION COULD NOT DUPLICATE ELECTRICAL ODOR, HOWEVER DISCOVERED ONE WIRE PULLED OUT OF TERMINAL BLOCK TWO P/N 72757-1 CONNECTOR, ASSOCIATED WITH ELECTRICAL BOX FOR MICROWAVE. WIRE WAS RE-CONNECTED, ALL GALLEY EQUIPMENT WAS OPERATED FOR 90 MINUTES WITHOUT ANY ISSUES. OPERATIONAL CHECK FLIGHT WAS PERFORMED WITHOUT ANY ISSUES OR OCCURRENCE OF ELECTRICAL ODOR.

DURING CRUISE FL230, CREW RECEIVED R HYD ENG PUMP FAIL MESSAGE ON EICAS, FOLLOWED SHORTLY LATER BY A R HYD PRESS LOW FAIL MESSAGE. CHECK LIST FOLLOWED, EMERGENCY DECLARED, AND UNSCHEDULED LANDING PERFORMED WITHOUT INCIDENT. MAINTENANCE EVALUATION FOUND LEAKING LOOSE HYD LINE (P/N 100534279-005) B-NUT ON FWD SIDE OF #2 HYD PRESSURE MANIFOLD AND ADDITIONAL LEAKING B-NUT JUST UPSTREAM ON SAME LINE. AS A PRECAUTION, A SUBSEQUENT CHECK OF ADDITIONAL HYD LINE B-NUTS ON BOTH SYSTEMS REVEALED VARIOUS LEVELS OF MOVEMENT (TURNS) WAS REQUIRED TO MEET TORQUE FOR THE LT AND RT PRESSURE, CASE DRAIN, AND RETURN LINES. NO HISTORY WAS FOUND TO INDICATE EITHER THE LINES OR MANIFOLD HAVE EVER BEEN REPLACED OR ACCESSED. DUE TO HYD LOW PRESSURE AND 4% QUANTITY, #2 ENG DRIVEN HYD PUMP AND FILTERS WERE REMOVED AND REPLACED, AND HYD SYSTEM FLUSHED IAW AMM.

DURING DESCENT CREW NOTICED A SMALL AMOUNT OF SMOKE COMING OUT OF LEFT WINDSHIELD HEAT CONNECTOR, CREW TURNED OFF LEFT WINDSHIELD HEAT AND SMOKE STOPPED IMMEDIATELY. CHECK LIST FOLLOWED, AND SCHEDULED LANDING PERFORMED WITHOUT INCIDENT. MAINTENANCE EVALUATION FOUND LEFT WINDSHIELD SOURCE OF ISSUE. LEFT WINDSHIELD WAS REMOVED AND REPLACED. P/N OFF 1159SCB5102-9 S/N OFF 15010H0042. P/N ON 1159SCB5102-13 S/N ON 19190H8336