CLAY LACY AVIATION, INC.

Operated by Clay Lacy Aviation, Inc. (per NTSB report)

Operated by CLAY LACY AVIATION (per NTSB report)

DURING REMOVAL OF THE WING LOWER SURFACE REMOVABLE PANELS (T57-10-01-90-801-01/02 ENCLOSED), AND ESPECIALLY DURING REMOVAL OF ACCESS PANELS (PARAGRAPH 3.E.FIG 2), TECHNICIANS NOTICED THAT SCREWS WERE NOT TIGHTENED CORRECTLY ON THE RH MIDDLE SLAT OUTBOARD HOOK R1501CM AND TAB WASHERS WERE NOT BENT ON RH OUTBOARD SLATS ACTUATORS R401CM AND R601CM. ALL DISCREPANCIES CORRECTED BY THE TECHNICIANS DURING REINSTALLATION AND INSPECTION PERFORMED ON ALL COMPONENTS ON BOTH WINGS.

DURING APPLICATION OF SB F7X-630 ON AIRCRAFT, FOUND FEEDER (0V) NUT OF BACK UP WINDSHIELD DE-ICING POWER SUPPLY M1001DG NOT TIGHT.

FOLLOWING REMOVAL OF BOTH WINGS FOR CENTRAL WING PANELS REPLACEMENT, ACCESSES ARE PERFORMED IN THE FEEDER TANKS. PIPES, BRACKETS, PUMPS WERE REMOVED. DURING THESE ACCESSES, COMPONENTS IN THE FEEDERS TANKS ARE DISCOVERED INSTALLED WITHOUT PRC & PAINT PROTECTION IAW AMM. THE AIRPLANE IS JUST OUT OF 2C INSPECTION.

POLLUTION FOUND IN FUEL TANKS AFTER REMOVAL OF BOTH WINGS - FOLLOWING REMOVAL OF BOTH WINGS FOR REPLACEMENT OF LOWER PANELS AFTER 2C INSPECTION PERFORMED IN 2025, WE FOUND CONTAMINATION IN THE WINGS, IN THE CENTRE TANK, IN THE THREE FEEDERS’ TANKS, IN THE FILTERS AND IN THE FUEL PIPES. ANALYSES OF CONTAMINATION CONFIRMED THE PRESENCE OF ALUMINIUM POWDER, MOST PROBABLY GENERATED BY BLENDING’S IN THE CENTRE TANKS. FOLLOWING MANUFACTURER RECOMMENDATION, ALL TANKS, ALL PIPES AND ALL FILTERS NEED TO BE CLEANED. ADDITIONAL ACCESSES AND INSPECTION IN PROGRESS.

DURING INSPECTION/CLEANING OF THE FUEL FILTERS, THE FILTER OF THE BOOSTER PUMP 2 WAS DISCOVERED IN THE HYDRAULIC BAY, BETWEEN HYDRAULIC PIPES. FILTER WAS NOT INSTALLED AS PER AMM.

AIRCRAFT CURRENTLY IN MAINTENANCE. DURING REMOVAL OF FUEL GAUGE 1203 QJ FOUND FUEL TANK CENTER FUSE C1 HARNESS WITH SIGN OF CHAFING.

AT CRUISE THE CREW RECEIVED A RED CAS MSG. "BAGGAGE DOOR". THE CREW DECLARED AN EMERGENCY AND RETURNED TO KMGM. THE BAGGAGE DOOR WARNING CAS MSG IS DIRECTLY LINKED TO THE BAGGAGE DOOR PROXIMITY SENSORS. THERE IS AN MEL CAT "C" TO DEFER THE BAGGAGE DOOR PROXIMITY SENSORS. WE UTILIZED THE MEL AND CONTINUED WITH THE TRIP.

SMOKE IN THE CABIN AT ROTATION. AN EMERGENCY WAS DECLARED WITH THE TOWER AND THE AIRCRAFT RETURNED TO KOMA. THE AIRCRAFT LANDED WITH NO ISSUES AND WAS GREETED BY THE FIRE DEPARTMENT ON THEIR RETURN. THE FIRE DEPARTMENT INSPECTED THE AIRCRAFT AND FOUND NO SIGNS OF ANY HOT SPOTS. POSSIBLE CAUSE IS THAT DE-ICING FLUID GOT INTO THE SYSTEM FROM THE ENGINE INLET.

CREW ENCOUNTERED A "L-COOLING TURBINE HOT" CAS MESSAGE ON CLIMB OUT FOLLOWED BY WHAT WAS DESCRIBED AS SMOKE/VAPOR FROM THE CABIN ATTENDANT. THE ASSOCIATED AC PACK WAS DESELECTED AND CREW PULLED/FOLLOWED THE APPROPRIATE CHECKLIST. THE LH AC PACK WAS RESELECTED IN CRUISE WITH NO FURTHER ISSUES AFTER COMPLETION OF THE CHECKLIST. IT IS INTERESTING TO NOTE THE CREW DID NOT NOTE ANY SMOKE/VAPOR IN THE COCKPIT AT ANY TIME. TECHNICIANS WERE DISPATCHED TO THE AIRCRAFT AND A CHECKOUT/INSPECTION OF THE LH PACK SYSTEM AND COMPONENTS (ACM, WATER SEPARATOR, DUCTING) WERE CONDUCTED WITH NO ISSUES NOTED. IT IS SUSPECTED THAT FROZEN MOISTURE IN THE WATER SEPARATOR MAY HAVE BEEN THE CAUSE AS THE QRH SPECIFICALLY CALLS OUT FROZEN WATER AS A POSSIBLE CAUSE OF THE CAS.

PERFORMED TROUBLESHOOTING IAW GVII-G600 IWDM REV.3 42-11-00. MEASURED ASCB #2 BACKUP BUS END RESISTOR REF DES "103R8" IN SYSTEM MONITOR TEST PANEL SUCCESSFULLY. GAINED ACCESS TO ASCB BUS COUPLER #1 AND FOUND WIRING STRIPPED FROM TOO LONG DISTANCE EXPOSING CENTER CONDUCTOR. THIS IS CAUSING BUS TO SHORT WITH BARE WIRES TOUCHING EACH OTHER

WHILE EN-ROUTE FROM KJAC TO KMSO, CREW WAS FLYING A NORMAL DESCENT OUT OF FL220 AND WAS CLEARED TO FL150. ENGINES WERE POWERED BACK AS NORMAL. AT LEVEL OFF BOTH ENGINES WERE POWERED UP TO 80%. THE RIGHT ENGINE SPOOLED UP NORMALLY, BUT THE LEFT ENGINE DID NOT. N1 FAN SHOWED ROTATION (APPROX. 20-30%), ITT SHOWED TEMP (APPROX. 300 DEGREES), BUT THERE WAS NO POWER INPUT RESPONSE ON THE LEFT ENGINE. CREW FOLLOWED ROUTINE CHECKLIST FOR PRECAUTIONARY ENGINE SHUT DOWN AND RESTART. TWO ATTEMPTS WERE MADE BUT COULD NOT RESTART. DUE TO SINGLE ENGINE OPERATIONS AND COMPANY SOP, CREW ELECTED TO DECLARE AN EMERGENCY WITH ATC. THEY DESCENDED TO VFR CONDITIONS AND LANDED SINGLE ENGINE WITHOUT INCIDENT AT KMSO. THE ENGINE FUEL CONTROL UNIT (FCU) IS SUSPECT. AWAITING FEEDBACK AND SUPPORT FROM MAINTENANCE TEAM.

EMERGENCY WAS DECLARED AFTER COMMS WERE LOST.RADIO CABINET 2 FAIL, RADIO2 FAILURE.EXTREMELY LOUD, CONSTANT SCREECHING AUDIO TONE VIA COCKPIT SPEAKERS AS WELL AS CABIN SPEAKERS. CO-PILOT WAS UNABLE TO HEAR PILOTS COMMUNICATIONS NOR THOSE OF ATC. CPDLC CONTINUED TO WORK AND LANDING WAS UNEVENTFUL.

DURING SCHEDULED "2C" INSPECTION FOUND RIGHT INBD WING ANTI ICE DISTRIBUTION SYSTEM PIPE AT THE VICINITY OF RIBO1 CLAMP (REF IPC 30-11-40-20 ITEM 140A) FAILURE AND COMPLETE SEPARATION FROM PIPE PREVENTING WING ANTI ICE HEAT TO INBD LEADING EDGE AND ALLOWING UNRESTRICTED WING ANTI ICE BLEED AIR TO IMPINGE ON ADJACENT, WIRING, AND DAMAGE TO INDB TELESCOPIC TUBE AND STRUCTURE HEAT SHIELD. NO INDICATION OR ANNUNCIATION MESSAGE TO FLIGHT CREW OF FAILURE. NO EXTERNAL EVIDENCE OF FAILURE OR BLEED AIR LEAK. NO WAY TO DETERMINE HOW LONG SINCE FAILURE OCCURRED.

CAPTAIN INFORMED MX THAT THE UPON APPROACH TO LONG BEACH AIRPORT AND DURING GEAR EXTENSION, THE RIGHT HAND MAIN LANDING GEAR GREEN LIGHT DID NOT ILLUMINATE. THE CREW CHECKED AND CONFIRMED THAT THE GEAR WAS DOWN AND LOCKED, THE CREW HAD DECLARED EMERGENCY AND LANDED THE AIRCRAFT SAFELY.

EN-ROUTE FROM KHOU TO KTEB THE CREW EXPERIENCED PILOT SIDE WINDSHIELD CRACKED. THE CREW DECLARED AN EMERGENCY AND DIVERTED TO KTUL.

#1 ENGINE MAKING STRANGE VIBRATION AND NOISE. #1 ENGINE VIBRATION AT .32 AMBER MESSAGE WITH "?" IN BLACK BOX. FL430 SPEED .82. AIRCRAFT DESTINATION WAS KVNY. CREW DECLARED AN EMERGENCY AND DIVERTED TO KAPA. PART 135 WAS CONDUCTING A 91 OPERATION WITH THE OWNER ONBOARD (1 PAX).

RECEIVED WO TO PERFORM FWD HYD PUMP SEAL REPLACEMENT ON GEARBOX ENG#3 DUE TO SUSPECT ENGINE OIL LEAK. NOTED HYD LEAK INSTEAD OF OIL LEAK. NOTED ALSO LOWER ENGINE COWL ENGINE OIL CONTAMINATED. PERFORMED ENGINE RUN UP AND FOUND CRACK ON GEARBOX.

OUTER PANE CRACKED AT WHILE OPERATING AT 40,000 (FL40). EXECUTED EMERGENCY DESCENT TO 15,000 FT. AND DIVERTED TO MCO FOR REPAIR.

TOOK OFF RWY 16R AND CALLED FOR GEAR UP. SIC PLACED GEAR LEVER IN UP POSITION, BUT GEAR DID NOT STOW. ALL GEAR INDICATIONS WERE RED. I ASKED HIM TO LET SOCAL KNOW WE ARE HAVING GEAR ISSUES. SOCAL CONTINUED US ON THE DEPARTURE. THE GEAR STOWED AFTER APPROXIMATELY 1.5 - 2 MINUTES. AFTER THE GEAR STOWED, WE WERE PRESENTED WITH AN "NWS FAILED" CAS MESSAGE IN ADDITION TO THE "GEAR NOT STOWED" MESSAGE. I PASSED CONTROL OF THE A/C TO MY SIC WHILE I TEXTED MX AND THE A/C MANAGER. I THEN DECIDED TO RETURN TO VNY. ONCE WE TOLD SOCAL THE NATURE OF THE ISSUE, THE DECLARED AN EMERGENCY FOR US. I THEN ASKED SOCAL TO PASS ON TO VNY TOWER THAT I WOULD LIKE TO HAVE THE EMERGENCY TRUCKS READY FOR US WHEN WE LAND, AS I WAS NOT CONFIDENT OF THE POSITION OF THE NOSE GEAR TIRE; COCKED LEFT, RIGHT, OR STRAIGHT? I THEN ASKED THE FA TO HAVE THE PAX SIT IN THE REAR FACING SEATS AND BRIEF THEM ON WHAT TO DO SHOULD SOMETHING BAD HAPPEN UPON LANDING. MADE AN UNEVENTFUL LANDING USING DIFFERENTIAL BRAKING TO STEER AND EXIT THE RUNWAY. CLA LINE SERVICES HAD A TUG POSITIONED AT THE END OF THE RUNWAY TO TOW US BACK TO THE RAMP.

WHILE CRUISING AT 38,000 FT. WE HAD A MACH TRIM FAIL INDICATION. AUTO PILOT KICKED OFF AND AIRCRAFT STARTED TO PITCH UP. WE NO TRIM CONTROL AND TOOK BOTH PILOTS TO PUSH THE YOKE FORWARD TO KEEP AIRPLANE LEVEL.

AFTER TAKEOFF GEAR HANDLE SELECTED UP, MAIN GEAR DOORS OPENED BUT GEAR DID NOT RETRACT. RETURNED TO AIRPORT AND MAINTENANCE CHANGED THE GEAR SOLENOID DIRECTIONAL VALVE AND ACTUATOR PROXIMITY SWITCH. MAINTENANCE OPERATED LANDING GEAR WITH NO ISSUES AND AIRCRAFT WAS RETURNED TO SERVICE.

MLG BAY OVHT MASTER WARNING ACTIVATED SHORTLY AFTER RETRACTING THE GEAR ON TAKEOFF. THE CREW LEVELED OFF AT 7,000 FEET AND SLOWED TO 190 KNOTS AND THEN EXTENDED THE LANDING GEAR (AS PER THE CHECKLIST). THE WARNING LIGHT WENT OUT. THE CREW FLEW WITH THE LANDING GEAR DOWN FOR 5 MINUTES TO COOL DOWN. THE CREW RETRACTED THE LANDING GEAR AND FLEW TO HOME BASE WITH NO MORE INDICATION ISSUE. AIRCRAFT WAS PUT INTO MAINTENANCE TO INSPECT AND CORRECT DISCREPANCY.

AFTER TAKE OFF ON RUNWAY 16R AND START CLIMBING I CALLED “ POSITIVE RATE OF CLIMB” ANSWERED “ GEAR UP” , AT THIS POINT I REACHED FOR THE GEAR HANDLE LEVER AND PULLED UP IN ORDER TO RETRACT THE GEAR. FEW SECONDS LATER (STILL CLIMBING AND REACH ABOUT 1700 FT), WE GOT THE CAS MESSAGE “LANDING GEAR NOT UP” AND THE GEAR LEVER FLASHING. KEPT THE SPEED BELOW 190KTS AND ESTABLISHED RADIO CONTACT WITH SOCAL I ADVISED THEM THAT WE NEED TO LAND BACK IN VAN NUYS DUE A GEAR PROBLEM. AT THIS POINT WE WERE AT 4000FT. WE CYCLE THE GEAR HANDLE DOWN AND THE FLASHING RED STOPPED. WE RECEIVED SOME RADAR VECTOR AND REPORT THE AIRPORT IN SIGHT. WHEN WE SWITCHED TO THE TOWER FREQUENCY, WE ASKED IF WE DECLARE AN EMERGENCY AND I ANSWERED “NO, THE GEAR ARE DOWN AND WE CANNOT RETRACT THEM”. THE TOWER CLEAR US FOR LANDING AND TOLD US THEY WILL DISPATCH SOME EMERGENCY EQUIPMENT AS PRECAUTION. WE CONTINUE THE APPROACH AND LAND WITHOUT ANY FURTHER PROBLEMS.

AFTER TAKEOFF AND RETRACTING THE GEAR, NOTICED THAT THE AIRCRAFT WAS NOT PRESSURIZING AND THE OUTFLOW VALVE WAS INDICATING WIDE OPEN. SWITCHED TO ADC NR 2, THERE WAS NO CHANGE. LEFT ADC NR 2 ON AND THEN WENT TO MANUAL CONTROL. WAS ABLE TO CONTROL THE OUTFLOW VALVE WITH MANUAL INPUTS. AFTER LEVELING OFF AT 7000 FEET, TRIED TO GET THE CABIN ALTITUDE STABLE AT ABOUT 3000 FEET AND SWITCHED BACK TO AUTOMATIC CONTROL. AT FIRST THE OUTFLOW VALVE OPENED UP AND THEN IT CLOSED RAPIDLY AND STAYED CLOSED. BACK INTO MANUAL CONTROL AND REGULATED THE OUTFLOW VALVE MMANUALLY. RAISED THE CABIN ALTITUDE TO 7000 FEET TO CREATE A 0 PSI DIFFERENTIAL. THEN REENGAGED THE AUTO CONTROL AND THE OUTFLOW VALVE CLOSED AND THEN STARTED OSCILLATING BETWEEN CLOSED AND OPEN, CREATING WILD PRESSURIZATION SWINGS. STAYED IN MANUAL FOR THE DURATION OF THE FLIGHT.

DURING THE APPROACH, THE FLAP STOPPED WORKING AT POSITION 20. EXECUTED A GO AROUND APPROACH TO THE HOLDING FIX. WHILE IN THE HOLD, REFERENCED THE QRH, PARTIAL FLAPS CHECKLIST. ELECTED TO GO TO OUR FILES ALTERNATE. DECLARED AN EMERGENCY AND DIVERTED TO ANOTHER AIRPORT. WE LANDED WITH NO ISSUES.

CONTROL PANEL WAS NOT SET TO DURING THE MONITORED FLIGHT. WE ALSO NOTED THAT WHEN THE CONTROL PANEL WAS SET, THE SYSTEM REPORTED PROPERLY. SWAPPED IN ANOTHER PANEL FROM N110SN FOR TROUBLESHOOTING WITH THE SAME RESULTS. THE QUESTION THEN BECAME, IS THE CONTROL PANEL DESIGNED TO HOLD THE PREVIOUS SETTING AFTER POWER DOWN/UP CYCLES. WIRING CHECKS WERE ALL GOOD WITH NO ANOMALIES NOTED. THE CONCLUSION MADE WAS THAT THE CONTROL PANEL HAD AN INTERNAL FAILURE THAT PREVENTED THE PANEL FROM RETAINING WHAT WAS PRE-SELECTED. A REPLACEMENT CONTROL PANEL WAS INSTALLED AND A SATISFACTORY FUNCTIONAL CHECK WAS ACCOMPLISHED. THE DISCREPANCY HAS BEEN CLEARED AND THE AIRCRAFT HAS BEEN RETURNED TO SERVICE. THE PANEL REMOVED FROM 110SN HAS BEEN SENT TO THE VENDOR FOR REPAIR.

ON TAKE OFF AND CLIMB, LEFT GEAR AMBER LIGHT REMAINED ON AFTER GEAR HANDLE PLACE IN UP POSITION. RETURNED TO DEPARTURE.

CO-PILOTS WINDSHIELD HEATING ELEMENT SHOWN SIGNS OF ARCING, DIVERTED AIRCRAFT FOR EVALUATION AND REPAIRS

APPROXIMATELY AT 12:00 PM I ARRIVED AT KHPN FROM A FLIGHT FROM KATL, AND RENTED A VEHICLE TO KTEB TO ANSWER A CALL FOR MAINTENANCE OVERSITE ON AIRCRAFT S/N-036. THE PIC DECLARED AN EMERGENCY ON LANDING INTO KTEB AIRPORT FROM KOXC AIRPORT. UPON LANDING WITH EMERGENCY LANDING GEAR EXTENSION EXECUTED, THE AIRCRAFT LANDED SAFELY. EMERGENCY VEHICLES WERE ON STANDBY AT THE AIRCRAFT JUST IN CASE, AND THE AIRCRAFT WAS TOWED WITH GEAR PINS IN PLACE, JUST AS A PRECAUTIONARY MEASURE, DUE TO THE AIRCRAFT HAVING NO STEERING AS A RESULT OF EMERGENCY LANDING GEAR EXTENSION BEING EXECUTED. UPON ARRIVAL, AT APPROX. 1330, FOUND AIRCRAFT OUTSIDE WAITING TO BE TOWED TO A HANGAR. AFTER PLACEMENT OF AIRCRAFT, JACKING TOOK PLACE AND GEAR SWINGS ENSUED FOR TROUBLESHOOTING MEASURES. AT ABOUT 1500, AND AFTER SWINGING THE GEAR SEVERAL TIMES, WE COULD NOT GET THE PROBLEM TO REOCCUR BUT THE CODES IN THE CMC STAYED LATCHED. AFTER FURTHER TROUBLESHOOTING DEEP INTO THE CMC AND PULLING CIRCUIT BREAKERS TO CLEAR CODES, CODES WOULD NOT UNLATCH AND CAME BACK, ALL TROUBLESHOOTING POINTED TO THE LGSCU (LANDING GEAR AND STEERING CONTROL UNIT). AT ABOUT 1600, UPON VERIFYING PROBLEM, ORDERED LGSCU AND LUCKILY THEY HAD A PART IN STOCK. FURTHER TESTING AT ABOUT 1700, OF CONNECTORS GROUND AND POWER PIN OUTS FOR THE LGSCU PROVED TO BE POSITIVE. NO OTHER CIRCUITS WERE INVOLVED THROUGH TESTING OF THE INPUT AND OUTPUT OF THE LGSCU. AFTER ARRIVAL OF PARTS, THE TEAM INSTALLED WITHOUT INCIDENT. TESTING AFTER LGSCU INSTALL, WENT WELL. LANDING GEAR PERFORMED WELL WITH THE HYDRAULIC MULE CONNECTED. NO LATCHED MESSAGES WERE ENCOUNTERED DURING CYCLING OF THE GEAR. THE TEAM ALSO TESTED THE SQUAT SWITCHES WITH NO DEFECTS AT THIS TIME. DOWN JACKED THE AIRCRAFT AND FINISHED THE PAPERWORK AT ABOUT 2430.

RETURNED TO DEPARTURE IMMEDIATELY AFTER DEPARTURE WITH A RIGHT THRUST REVERSER UNLOCK LIGHT THAT ILLUMINATED DURING TAKEOFF. OPEN

AIRCRAFT DEPARTED, ONCE THE THE AIRCRAFT HAD REACHED ALTITUDE ABOVE FL350, UNABLE TO KEEP PRESSURE CONTROL EITHER VIA AUTO OR MANUAL, CABIN CLIMB OR DESCENT VARIES AT ABOUT 450FPM.BELOW FL340 NORMAL OPS.AIRCRAFT RETURNED TO FOR REPAIRS

AT FLIGHT LEVEL 430 AND 45 MINUTES INTO THE FLIGHT THE LEFT WINDSHIELD OUTER ANTI ICE GLASS PANE CRACKED. USED THE QRH TO ASSES THE SITUATION. RETURNING TO BASE WAS DECIDED THE BEST ACTION. NO SAFETY ISSUES AROSE AND SAFELY LANDED BACK AT DEPARTURE AN HOUR AND THIRTY SEVEN MINUTES AFTER TAKE OFF

DEPARTED ON A PART 91 FLIGHT, ON CLIMB OUT, THROUGH 15,000, CABIN SERVER CAME INTO THE COCKPIT TO INFORM US OF A VERY LOUD SQUEAL THAT WAS COMING FROM THE EMERGENCY EXIT DOOR. THERE WERE NO INDICATIONS IN THE COCKPIT OF ANY PRESSURIZATION ISSUES (NORMAL DELTA "P" AND CABIN ALTITUDE INDICATIONS ON THE EICAS ACCORDING TO THE PRESSURIZATION SCHEDULE IN THE AFM). CONFIRMED THERE WAS INDEED A SOUND COMING FROM THE EMERGENCY EXIT DOOR THAT SOUNDED LIKE A SEAL HADN'T SEATED PROPERLY. DIVERTED AND LANDED OVERWEIGHT, DID NOT DECLARE AN EMERGENCY.

NOSE DOOR OPEN RED LIGHT CAS ON AFTER TAKEOFF, AIRCRAFT RETURNED TO BLOCK FOR MAINTENANCE.

APPROXIMATELY 25 MINUTES INTO FLIGHT, AFTER LEAVING WITH 11,700 LBS OF FUEL, GAUGES READ 3280, 3360, AND 1220. ONE HOUR 45 MINUTES INTO FLIGHT, GAUGES READ, 2240, 2360, AND130 AMBER. NR 3 EVENTUALLY WENT TO ZERO. AFTER 10 MINUTES AT ZERO, NR 3 LOW PRESSURE LIGHT ILLUMINATED. X-BP PUT LIGHT OUT, CHECKED IT TWICE. AFTER 5 MINUTES, NR 3 ENGINE ROLLED BACK WITH X-BP CLOSED SO CONTINUED WITH X-BP OPEN. AFTER RUNNING CHECKLIST, SUSPECTED A FUEL LEAK AND DIVERTED. AFTER LANDING, GAUGES READ, 1490, 1490, AND 1960 AMBER. ON SHUTDOWN GAUGES READ, 1380, 1370, AND 240 AMBER.

AFTER DEPARTURE, RECEIVED AN AMBER SEC TRIM FAIL CAS MESSAGE. LEVELED OFF AT 14,000 FT MSL AND RAN THE QRH CHECKLIST FOR THE FAULT. AFTER RUNNING THE CHECKLIST, THE AMBER CAS MESSAGE WENT AWAY AND RECEIVED A WHITE PRI TRIM FAULT & SEC TRIM FAULT CAS MESSAGES. AFTER RUNNING THE QRH CHECKLIST, RETURNED TO DEPARTURE. LANDED UNEVENTFULLY. AN EMERGENCY WAS NOT DECLARED, UNABLE TO ENGAGE THE AUTOPILOT IAW QRH.

DEPARTED AND WAS ISSUED A CLIMB CLEARANCE TO FL190. THROUGH 9000 FEET, OBSERVED THE CABIN CLIMBING TO 4000 FEET AND A LOUD RUSH OF AIR THAT SOUNDED LIKE IT WAS COMING FROM THE WINDSCREEN AREA. NO OTHER CAUTIONS OR WARNING OBSERVED IN THE COCKPIT. REQUESTED A DECENT. EXECUTED THE CHECKLIST AND UTILIZED OXYGEN AS A PRECAUTIONARY MEASURE. DECENDED TO 5000 FEET AND STOWED THE OXYGEN MASKS AND RETURNED TO DEPARTURE WITHOUT INCIDENT. DID NOT DECLARE AN EMERGENCY.

ANTI-SKID FAILURE MESSAGE DURING LANDING PHASE AT KASE, DECISION WAS MADE TO DIVERT. FOLLOWING CYCLING OF THE CIRCUIT BREAKERS FOR THE LEFT AND THE RIGHT ANTI-SKID SYSTEM THE MESSAGE WENT AWAY AND DID NOT RETURN. CREW REPORTS THEY MADE A UNEVENTFUL LANDING AND USED MOSTLY THRUST REVERSERS TO SLOW THE AIRCRAFT AND APPLIED NORMAL BRAKING WITH ANTI-SKID BELOW 60 KNOTS INDICATED SPEED.

ACFT DEPARTED. UPON REACHING FL 370 I, THE PILOT, REDUCED THROTTLE POWER FOR CRUISE FLIGHT. AT THIS MOMENT THERE WAS A LOUD BANG AND A JERK HEARD AND FELT FROM THE FLIGHT CREW. IMMEDIATELY FOLLOWING THIS, THE EVM INDICATED MAJOR VIBRATIONS COMING FROM THE LEFT ENGINE. IMMEDIATELY REDUCED POWER ON THE EFFECTED ENGINE AND REQUESTED A RETURN TO THE AIRPORT. AFTER REDUCING POWER THE EVM DROPPED FROM THE CAUTION BAND TO THE TOP END OF THE GREEN BAND. DECIDED NOT TO SHUT DOWN THE ENGINE. RETURNED TO DEPARTURE AND LANDED WITHOUT INCIDENT

HAD A DEPRESSURIZATION DURING A DESCENT AND WE HAD TO DECLARE AN EMERGENCY. WE WERE ORIGINALLY GIVEN A DESCENT TO FL 350 FROM FL410. UPON REDUCING POWER WE LOST PRESSURIZATION. WE DECLARED AN EMERGENCY AND WERE GIVEN 11000' AND PRIORITY HANDLING TO KHPN. WHEN PASSING THROUGH 6000' THE CABIN DEPRESSURIZATION LIGHT EXTINGUISHED. WE DID NOT NEED EMERGENCY VEHICLES AND PERFORMED A NORMAL LANDING.

EMERGENCY PRESSURE CAME ON AFTER TAKE OFF. RESET LEFT, COULD NOT RESET RIGHT AT ANY ALTITUDE.

DEPARTED AND DURING CRUISE, THE CREW EXPERIENCED A LOW HYDRAULIC FLUID LEVEL INDICATION FOR THE FLIGHT SIDE HYDRAULIC SYSTEM RESERVOIR. THE CREW REVIEWED THE QRH AND DECIDED TO DIVERT AND LAND. LANDING WAS UNEVENTFUL. A POST FLIGHT INSPECTION REVEALED HYDRAULIC FLUID COMING FROM THE AFT EQUIPMENT BAY AREA.

WHEN CONFIGURED FOR LANDING THE FAR LEFT (OUTBOARD) ANTI-SKID LIGHT COMES ON WHEN GEAR LOWERED. RAN CHECKLIST, RE-SET, AND LIGHT STAYED ON. TURNED OFF ANTI-SKID FOR LANDING.

DURING CLIMB, PASSING THRU APPROXIMATELY FL 280, RECEIVED A YELLOW CAUTION MESSAGE HYD 2 LOW PRESSURE WARNING. AFTER RUNNING APPROPRIATE CHECK LISTS, DETERMINED TO RETURN TO DEPARTURE. DECLARED THE EMERGENCY. LANDING WAS UNEVENTFUL, ALL SYSTEMS FUNCTIONED AS NECESSARY, SYSTEM PRESSURE NEVER GOT BELOW 3000PSI.

DURING A ROUTINE FLIGHT SHORTLY AFTER DEPARTING AND CLIMBING THROUGH 3000 FT, NOTICED SPEED TAPE HAD TURNED RED. IMMEDIATELY LOOKED TO THE EICAS SCREEN AND SAW THAT THE LEFT MAIN GEAR WAS INDICATING A GEAR POSITION STUCK IN TRANSIT. A RED BOX INDICATED THIS WITH RED SLASHES ON THE LEFT MAIN GEAR INDICATOR. BEGAN TO SLOW THE AIRCRAFT FOR SAFE GEAR SPEED AND RETURNED TO DEPARTURE. SLOW THE AIRCRAFT TO A SAFE GEAR SPEED OF 190 KTS AND LOWERED THE LANDING GEAR. ALL THREE GEAR INDICATORS WERE SHOWING THE GEAR WAS DOWN AND LOCKED. CYCLED THE GEAR AGAIN WITH THE SAME OUTCOME.

PASSING 10,000 FT, CALLED FOR THE AFTER TAKEOFF CLIMB CHECKLIST. APPROXIMATELY, AT THAT TIME THE CABIN ALTITUDE LIGHT CAME ON. NOTICED THAT THE CABIN ALTITUDE WAS READING 10,000 FT. SHORTLY AFTER, THE EMERGENCY BLEEDS KICKED ON AND HEARD THE CABIN ALTITUDE HORN, CLIMBING THROUGH APPROXIMATELY 11,0000FT. DIRECT PMD AT THAT TIME AND TOLD ATC LEVELING OFF AT 12,000 FT, UNABLE TO PRESSURIZE, AND WANTED A DESCENT TO 10,000 FT AND VECTORS FOR THE ILS16R. CLEARED TO DESCEND. CO-PILOT RESET THE EMERGENCY PRESSURIZATION SYSTEM, LT & RT BLEED OFF THEN ON ONE AT A TIME, BUT DID NOT RUN THE QRH DUE TO OUR ALTITUDE AND PROXIMITY TO THE AIRFIELD. ONCE THE EMERGENCY PRESSURIZATION SYS WAS RESET, CONTINUED TO THE FIELD. RAN THE NORMAL CHECKLISTS AND LANDED UNEVENTFULLY. DID NOT DECLARE AN EMERGENCY.

DURING CLIMB THROUGH 7,000 - 8,000 FT, HAD BOTH LT AND RT "COMPR MON" WARNINGS WITH BOTH LT AND RT ATT ANNUNCIATORS. BOTH LT AND RT ATTITUDE INDICATORS SHOWED BETWEEN 2 DEGREES-5 DEGREES BANK WITH 0 DEGREES PITCH. STANDBY INDICATOR WAS 0 DEGREES BANK AND ABOUT 5 DEGREES NOSE UP PITCH. WERE IN VMC, STANDBY WAS THE ACCURATE INDICATOR.

HYDRAULIC QUANTITY, FLIGHT SYS, LOW PRESSURE NEVER DROPPED BELOW 2500 PSI. FOUND UNION EXCESSIVELY LEAKING HYDRAULIC FLUID. ENTIRE TAIL COMPARTMENT WAS CONTAMINATED WITH HYDRAULIC FLUID. REMOVED PRESSURE TRANSMITTER FOR FURTHER INSPECTION, FOUND DAMAGED O-RING AT THE PRESSURE TRANSMITTER UNION. REPLACED DAMAGED O-RING WITH A NEW ONE PN:NAS1612-4A, REINSTALLED PRESSURE TRANSMITTER AND OP'S CHECKED. RESERVICED FLIGHT SYSTEM AND BLED, NO FURTHER DEFECTS NOTED AT THIS TIME. WORK DONE IAW CMP 293032 AND 291008.

AFTER THE REPLACEMENT OF THE NR 1 AIR CONDITIONING PACK CONTROL VALVE WITH A REPAIRED VALVE, DURING THE OPS CHECK OF THE VALVE, IT CAUSED THE CIRCUIT BREAKER TO OPEN, FAILING THE TEST. A REVIEW OF THE TEARDOWN REPORT INDICATED THAT THE VALVE REPAIR WAS REQUIRED BECAUSE IT POPPED THE CIRCUIT BREAKER. AFTER INSTALLING A NEW VALVE THE SYSTEM WORKED NORMALLY WITHOUT POPPING THE CIRCUIT BREAKER. THE TOTAL TIME AND CYCLES ON THE REPAIRED VALVE WERE NOT REPORTED.

AFTER TAKEOFF, FAILED TO RECEIVE A GEAR UP INDICATION ON THE RT MAIN. WE CYCLED THE GEAR 3 TIMES WITH NO CHANGE. DUMPED FUEL AND RETURNED TO DEPARTURE, LANDING UNDER MAX WEIGHT. DISCOVERED SOME ICE IN THE AFT FLANGE OF THE GEAR DOOR THAT MAKES CONTACT WITH THE FUSELAGE. SUSPECT IT WAS A RESULT OF SERVICING OUR WATER IN BELOW FREEZING TEMPERATURES. MAINTENANCE PERFORMED A GEAR SWING AND NO DEFECTS WERE NOTED. DEPARTED WITH NO FURTHER ISSUES.