SUPERIOR AIR CHARTER, LLC

Operated by Superior Air Charter LLC (per NTSB report)

Operated by Superior Air Charter, LLC (per NTSB report)

Operated by Superior Air Charter LLC (per NTSB report)

WHILE ATTEMPTING TO ADJUST CABLE TENSIONS FOR A LOW CABLE TENSION SQUAWK, THE TECHNICIAN RAN OUT OF ADJUSTMENT IN THE TURN BARREL. UPON FURTHER INVESTIGATION IT WAS NOTED THAT THE RUDDER TORQUE TUBE P/N 500-15623-001 HAD MIGRATED OUT OF THE LT BEARING COVER P/N 500-15103-00. AS A RESULT OF THE RUDDER TORQUE TUBE MIGRATION, THE STOP QUADRANT, P/N 500-15186-403 IS NOT ALIGNED WITH THE STOP BOLTS.

UPON REACHING AN ALTITUDE OF 30,000', PAX DOOR OPEN CAS WARNING MESSAGE ILLUMINATED. DECLARED AN EMERGENCY, STARTED AN EMERGENCY DESCENT AND RAN THE CHECKLIST IN THE QRH. RETURNED TO DEPARTURE AND LANDED WITHOUT INCIDENT. MAINTENANCE OPERATED THE DOOR SEVERAL TIMES AND COULD NOT DUPLICATE THE DISCREPANCY.

UPON ENTERING THE LEFT DOWNWIND AT KDRO, AND AFTER BRINGING THE GEAR DOWN AT APPROXIMATELY THE MIDFIELD POINT, WE RECEIVED A "BRK FAIL" CAS MESSAGE ILLUMINATION. AT THIS TIME, WE DECIDED TO BREAK OFF FROM THE PATTERN TO RUN OUR QRH. WE CIRCLED TO THE SOUTHWEST OF THE FIELD AND SCANNED THE AREA FOR TRAFFIC. AFTER RUNNING THE QRH AND PERFORMING CALCULATIONS FOR RUNWAY DISTANCE REQUIREMENT AND BACK UP PLAN IN CASE OF GO AROUND, WE CYCLED THE GEAR AND CHECKED BREAKERS FOR TROUBLESHOOTING MEASURES. WE HAD AMPLE FUEL RESERVES FOR A GO AROUND CONDITION AS WELL AS AMPLE RUNWAY DISTANCE.

PAX DOOR OPEN CAS MESSAGE DISPLAYED IN FLIGHT. SIMULTANEOUS DECREASE IN CABIN PRESSURE. THE CREW EXECUTED AN EMERGENCY DESCENT AND DECLARED AN EMERGENCY. CABIN ALTITUDE NEVER INCREASED ENOUGH TO CAUSE THE OXYGEN MASKS TO DROP. THE CREW PERFORMED A STANDARD CONFIGURATION LANDING WITHOUT FURTHER INCIDENT. MAINTENANCE PERFORMED AN INSPECTION OF THE MED AND SEALS. NO DEFECTS WERE FOUND. MAINTENANCE ALSO PERFORMED A PRESSURIZATION CHECK AND A FUNCTIONAL CHECK OF MED INDICATIONS WITH NO DEFECTS FOUND. FOUND DOOR SUPPORT CABLE KINKED, OPERATED DOOR WITH NO DEFECTS FOUND.

DESCENDING OUT OF 24,000 FEET FOR 16,000 FEET, THE WINDSHIELD BLEED AIR WAS SELECTED TO LOW. ONCE SELECTED ON, IT INITIALLY DID NOT ACTIVATE, THEN STARTED BLOWING HARDER THAN THE SELECTED SETTING BEFORE ADJUSTING ITSELF TO THE NORMAL FLOW. 2-3 MINUTES AFTER THE W/S BLEED AIR WAS SELECTED ON, THE CREW RECEIVED THE BAGGAGE SMOKE ANNUNCIATOR IN THE COCKPIT. AFTER QUICKLY RUNNING THE CHECKLIST, THE CREW MADE THE DECISION TO INITIATE AN EMERGENCY DESCENT WHILE DECLARING AN EMERGENCY. LANDED WITHOUT INCIDENT AND NOTED NOTHING ABNORMAL DURING INSPECTION OF THE FORWARD AND REAR BAGGAGE COMPARTMENTS. MAINTENANCE INSPECTED THE FWD BAGGAGE AREA AND NOTED NO DEFECTS. MAINTENANCE ALSO INSPECTED THE AFT BAGGAGE AREA AND FOUND A BONDING STRAP LABEL RESTING ON THE BLEED AIR DUCTS. MX REPOSITIONED THE BONDING STRAP AND OPERATED THE W/S SYSTEM. NO DEFECTS NOTED.

DURING FINAL APPROACH, THE FLIGHT CREW SELECTED GEAR DOWN AND NOTICED THAT THE RT MAIN GEAR LIGHT WAS NOT ILLUMINATING. THE GEAR WARNING HORN DID NOT SOUND, AND THE RED GEAR UNSAFE LIGHT WAS EXTINGUISHED. THE FLIGHT CREW ELECTED TO PROCEED WITH AN EMERGENCY GEAR EXTENSION PROCEDURE TO HELP ENSURE POSITIVE DOWN LOCK. THEY TOUCHED DOWN NORMALLY, EXITED THE RUNWAY AND TAXIED WITHOUT ANY FURTHER ISSUES. MAINTENANCE REMOVED AND REPLACED ALL FOUR LANDING GEAR DOWN LOCK INDICATOR LAMPS WITH NEW AND PERFORMED SATISFACTORY GEAR RETRACTION AND EXTENSION TEST.

DUIRNG FLIGHT AFTER LEVEL OFF ALTITUDE FL280, RECEIVED AN EICAS RED WARNING INDICATION FOR CARGO SMOKE. ACCOMPLISHED THE QRH. APPLED THE EXTINGUISHING AGENT AND COMPLETED A VISUAL INSPECTION BY THE F/A WITH NO SIGNIFICANT ABNORMALITY PRESENT. REQUESTED TO DIVERT. AN EMERGENCY WAS DECLARED. DURING DESCENT, THE EICAS RED WARNING INDICATION EXTINGUISHED. AFTER LANDING, A VISUAL INSPECTION WAS PERFOMRED WITH NO VISIBLE EVIDENCE OF ANY ABNORMALITY PRESENT. ON ARRIVAL, FIRE AND MAINTENANCE PERSONNEL OPENED THE AFT CARGO DOOR FOR INSPECTION. NO APPARENT FIRE OR SMOKE. TESTED THE SMOKE DETECTION SYSTEM WAS NORMAL. NO FAULT FOUND.

ADVANCING OUT OF 8,000 FT TO 13,000 FT, ITT TURNED RED, AND THE CREW HEARD A POP. ALL INDICATIONS SEEMED NORMAL EXCEPT ITT ON MFG TURNED RED. THE CREW DECLARED AN EMERGENCY AND LANDED WITHOUT FURTHER INCIDENT AFTER THE PILOT SHUTDOWN THE ENGINE. AN UPDATE WILL BE PROVIDED WHEN IT BECOMES AVAILABLE. MAINTENANCE REMOVED AND REPLACED THE RIGHT ENGINE WITH A REPAIRED LOANER UNIT. MAINTENANCE ALSO REPLACED THE INLET ANTI-ICE VALVE. OPS AND LEAK CHECKS WERE GOOD.

RIGHT MAIN LANDING GEAR DOWN INDICATION (GREEN LIGHT) FAILED TO ILLUMINATE; THE GEAR UNLOCKED LIGHT WAS ALSO NOT ILLUMINATED. CREW CYCLED THE GEAR TO SEE IF THE GREEN LIGHT WOULD COME ON. IT DID NOT. CREW ATTEMPTED TO BLOW DOWN GEAR. THEY DID NOT HEAR ANY NOISE WHEN THE COLLAR WAS PULLED. THE LANDING GEAR UNLOCKED LIGHT STILL REMAINED OFF. WITH THE RIGHT MAIN LANDING GEAR LIGHT STILL OFF, THE CREW DECLARED AN EMERGENCY AND LANDED WITHOUT FURTHER INCIDENT. MAINTENANCE FOUND INDICATOR BULB INOPERATIVE AND INSTALLED NEW BULBS. MAINTENANCE FURTHER COMPLIED WITH GEAR SWINGS AND BLED THE SYSTEM. MAINTENANCE ALSO SERVICED THE HYDRAULIC RESERVOIR AND N2 BOTTLE AND RESET THE N2 BOTTLE. ALL OPS AND LEAK CHECKS WERE GOOD.

BRAKES FAILED MOMENTARILY WHILE PULLING UP TO AN ACTIVE RUNWAY, DURING FURTHER TAXING LEFT BRAKE LAGGED THEN CAUGHT SUDDENLY , TESTED FROM BOTH LEFT AND RIGHT SEATS ALSO NEEDED EXTRA POWER TO TAXI. MAINTENANCE TROUBLE SHOT TO A BAD PARKING BRAKE VALVE, REMOVED AND REPLACED VALVE OPS CHECKS GOOD, MAINTENANCE ALSO REPLACED THE LEFT BRAKE ASSY. TAXI CHECK WAS PREFORMED WITH NO DEFECTS NOTED.

SMOKE IN THE CABIN AFTER TAKEOFF. DECLARED AN EMERGENCY. RETURNED TO THE FIELD WITH NO FURTHER INCIDENT. MAINTENANCE DEBRIEFED THE FLIGHT CREW, CREW REPORTED THERE WAS A SLIGHT FOG IN THE CABIN AND COCKPIT WITH A ACCOMPANYING ODOR OF HOT PLASTIC. VCS SYSTEM WAS OPERATED ON THE GROUND AND A SLIGHT ODOR OF CHEMICAL OR PLASTIC ODOR WAS NOTED. A SMALL PLASTIC CONTAINER WAS FOUND AGAINST THE COCKPIT EVAPORATOR VENTS CLOSING OFF 3/4 OF THE AIRFLOW, THE AREA WAS HOT AS WAS THE CONTAINER. PLASTIC CONTAINER WAS REMOVED, EVAPORATOR VENT COVER WAS REMOVED AND AREA INSPECTED WITH NO DEFECTS NOTED. INSPECTED THE VCS SYSTEM NO DEFECTS NOTED. GROUND RAN AIRCRAFT AND OPERATED VCS SYSTEM, BLEEDS ON AND OFF MULTIPLE TIMES WITH NO DISCREPANCIES, SMOKE OR PLASTIC ODOR COMING FROM ANY OF THE COCKPIT OR CABIN VENTS. INSPECTED AIR CONDITIONER DUCTS, HEAT EXCHANGER, COUPLINGS AND CONNECTORS NO DEFECTS NOTED.

HYDRAULIC LOW PRESSURE CAS MESSAGE ILLUMINATED WHEN GEAR WAS LOWERED. BRAKE FAIL CAS MESSAGE ILLUMINATED 15 SECONDS AFTER THE GEAR WAS DOWN, CREW ABORTED LANDING, CREW USED THE EMERGENCY PARKING BRAKE TO STOP THE AIRCRAFT WITHOUT ISSUE. SYSTEM WAS TROUBLESHOT TO A FAILED POWER PACK UNIT. REPLACED AND ALL OPS AND LEAK CHECKS WERE GOOD.

AFTER TAKEOFF AND GEAR SELECTED UP, MODERATE HAZE FILLED THE COCKPIT ALONG WITH A STRONG ODOR THAT SMELLED LIKE BURNING HYDRAULIC FLUID. AFTER LEVELING OFF THE HAZE AND ODOR DISSIPATED. AIRCRAFT RETURNED TO THE FIELD, AIRCRAFT LANDED WITHOUT FURTHER INCIDENT. MAINTENANCE TROUBLESHOT AND FOUND HYD POWERPACK LEAKING AND FLUID COMING FROM THE HYD OVERFLOW DRAIN. REMOVED AND REPLACED THE POWERPACK, OPS AND LEAK CHECKED GOOD.

DESCENDING FROM FL400 TO FL350 THE CAPTAIN FELT HIS EARS POPPING. HE LOOKED AT THE CABIN PRESSURE GAUGE AND NOTICED IT FLUCTUATING FROM 0-500 FT/MIN BEFORE JUMPING TO 5500 FT/MIN. THE CREW PUT ON THEIR OXYGEN MASKS. THE RED CABIN ALT LIGHT ILLUMINATED, AND THE CREW PROCEEDED TO CARRY OUT THE EMERGENCY DESCENT PROCEDURE. THE MASKS IN THE CABIN DEPLOYED. THE ACFT LANDED WITHOUT ANY FURTHER PROBLEMS. MAINTENANCE R & R THE PRIMARY OUTFLOW VALVE AND THE PRESSURIZATION CONTROLLER. THE ACFT PRESSURIZATION CHECK WAS GOOD.

RIGHT LANDING GEAR, GREEN LIGHT DID NOT ILLUMINATE WITH GEAR DOWN. THE CREW DECLARED AN EMERGENCY, DID A TOWER FLY-BY AND LANDED WITHOUT ANY FURTHER PROBLEMS. AIRCRAFT GROUNDED. MAINTENANCE TROUBLESHOT GEAR ISSUE TO BAD GEAR INDICATION SWITCH. R & R LANDING GEAR SWITCH. PERFORMED SEVERAL GEAR SWINGS. OPS CHECK GOOD.

ON INITIAL DESCENT, THE FLIGHT CREW NOTICED A VIBRATION ON THE AIRPLANE WITH NO INDICATION PROBLEMS. THEY CONTINUED TO DESCEND AND THROUGH FL200, HAD A RT ENGINE FIRE ANNUNCIATION. THEY REDUCED POWER, AND THE ANNUNCIATOR EXTINGUISHED. THEY PROCEEDED WITH THE QRH AND SHUTDOWN THE RT ENGINE. UPON COMPLETING THE CHECKLIST, THE FLIGHT CREW NOTICED A HIGH ITT AND INCREASE IN THE FUEL FLOW OF ABOUT 100 LBS. MAINTENANCE DISCOVERED DISCOLORATION ON THE RT ENGINE COWLING. AFTER REMOVING COWL, FOUND ENGINE BLEED AIR PIPE HAD COME COMPLETELY LOOSE FROM BLEED PORT. THE CLAMP HAD BECOME SEPARATED FROM ENGINE ADAPTER PIPE AND BLEED LINE. THERE WAS NO VISIBLE DAMAGE TO THE CLAMP; R & R BLEED AIR PORT CLAMPS & SEALS.

THE CREW WAS EXECUTING A VISUAL APPROACH. AFTER EXTENDING THE LG, THE HYD PRESS FAILED TO RECOVER. THE CREW RECEIVED HYD LO PRESS & BRK FAIL CAS MSGS. ABORTED THE APPROACH & ASKED FOR RADAR VECTORS ON THE SOUTH SIDE WHILE RUNNING THE QRH. THE QRH PROCEDURE DID NOT CLEAR THE CAS MSG, SO THE CREW DIVERTED. DURING LANDING, THEY HAD NO BRAKES USING THE FOOT PEDALS. THEY STOPPED THE ACFT WITH THE EMER BRAKE ON A HIGH SPEED TAXIWAY. R & R THE HYD POWER PACK & THE HYD PUMP CONTACTOR. OPERATIONS CHECKED GOOD.

SHORTLY AFTER TAKEOFF LEVELING OFF AT 5000 FEET, THE LT ENG OIL DROPPED INTO THE RED ON THE POINTER INDICATOR. THE FLIGHT CREW DECLARED AN EMER & LOWERED THE POWER, THE PRESS CAME UP. THEY RETURNED & LANDED WITHOUT INCIDENT. R & R THE OIL PRESS TRANSDUCER ON THE NR 1 ENG. OPERATIONAL & LEAK CHECKS GOOD.

CABIN ALTITUDE LIGHT CAME ON & CABIN CLIMBED TO 14,500 FEET. RAPID CABIN DECOMPRESSION. DECLARED AN EMERGENCY & LANDED WITHOUT INCIDENT. DEFERRED THE CABIN PRESSURIZATION SYSTEM IAW MEL & THE AIRCRAFT WAS RELOCATED. R & R THE PRIMARY OUTFLOW VALVE & ACCOMPLISHED AUTO & MANUAL PRESSURIZATION CHECKS. OPERATIONS CHECKED GOOD.

ABOUT 5 MINUTES INTO CRUISE THE FLIGHT CREW OBSERVED THE RT OIL PRESS DROPPING. ALL OTHER ENG INDICATIONS WERE NORMAL. AS OIL PRESS DROPPED INTO THE RED, PERFORMED A PRECAUTIONARY ENG SHUTDOWN IAW THE QRH, RAN THE APPROPRIATE CHECKLISTS, DECLARED AN EMER, PROCEEDED TO THE NEAREST SUITABLE FIELD & LANDED WITHOUT INCIDENT. GAINED ACCESS TO THE RT ENG & CLEANED UP THE OIL RESIDUE. REMOVED THE OIL FILTER & SENT IT OUT FOR ANALYSIS. FURTHER REMOVED THE CHIP DETECTOR & INSPECTED IT FOR CHIPS, NO CHIPS WERE FOUND. INSTALLED A NEW OIL FILTER & ASSOCIATED O RINGS. IN ADDITION, CHECKED THE OIL FILLER CAP FOR DAMAGED O RING & THE P TANK LINE FOR SECURITY, NO DEFECTS FOUND. THE ENG WAS SERVICED WITH 1 QUART OF OIL. RAN THE ACFT AT POWER FOR 5 MINUTES TO CHECK FOR LEAKS. NO LEAKS WERE NOTED.

UPON GEAR EXTENSION, ON APPROACH, THE CREW DID NOT GET A GREEN SAFE RT MLG INDICATION. THE CREW DID A LOW APPROACH TO SEE IF THE TOWER COULD CONFIRM. THE CREW MISSED THE APPROACH, RAN THE APPROPRIATE CHECKLIST & DIVERTED. AFTER ACCOMPLISHING THE APPROPRIATE CHECKLIST, THE CREW RECEIVED A THREE GREEN DOWN & LOCKED INDICATION & LANDED WITHOUT INCIDENT. FOUND AIR IN THE SYS CAUSING THE RT GEAR TO EXTEND VERY SLOWLY. BLED AIR FROM THE LG HYD SYS. OPERATIONAL CHECKED GOOD.

APPROXIMATELY 1 HOUR INTO NORMAL CRUISE FLIGHT AT FL 400 THE MAIN CABIN DOOR SEAL FAILED, THE SECONDARY SEAL REMAINED IN PLACE. A SOUND LIKE AN AIR HORN WAS VERY LOUD AT THIS POINT. THE FLIGHT CREW DECLARED AN EMER & DONNED THEIR OXYGEN MASKS. THEY ASKED FOR AN IMMEDIATE LOWER ALTITUDE & DECIDED TO DIVERT TO THE NEAREST AIRPORT. THEY LANDED WITHOUT INCIDENT. R & R THE PRESS REGULATOR FOR THE DOOR SEAL. OPERATIONS & LEAK CHECKED GOOD.

SMOKE IN COCKPIT RIGHT AFTER TAKEOFF. SMOKE ENTERED FROM UNDER AVIONICS, POSSIBLY FLOOR/RUDDER AREA. ENTERED CABIN AS WELL. RETURNED TO DEPARTURE AND LANDED WITHOUT INCIDENT. RAN ACFT AT TAKEOFF POWER FOR 30 MIN. OPERATED BLEED SYSTEMS. PERFORMED CABIN/ COCKPIT ENVIRONMENTAL SYS CHECK. NO DEFECTS NOTED AT THIS TIME. MFG PERFORMED ENGINE WORK BEFORE THIS FLIGHT, THE NR 4 BEARING CARBON SEALS WERE CHANGED.

EXPERIENCED INTERMITTENT BRAKING ON LANDING ROLL. CREW NOTICED ANTI-SKID FAIL CAS MSG ON TAXI. DOWNLOADED THE COCKPIT VOICE DATA RECORDER. DATA SENT FOR EVALUATION. AFTER EVALUATION, CENTER RECOMMENDED WE INSPECT THE RT WHEEL SPEED TRANSDUCER & THE ASSOCIATED WIRE HARNESS. INSPECTED THE WIRE HARNESS & FOUND THAT THE HARNESS LOOKED KINKED WHERE IT GOES INTO THE TRANSDUCER. CENTER RECOMMENDED THAT WE CHANGE THE RT WIRE HARNESS & RT WHEEL SPEED TRANSDUCER. THE WIRE HARNESS & TRANSDUCER WERE REPLACED IAW AMM INSTRUCTIONS. A HIGH SPEED TAXI CHECK WAS PERFORMED & OPERATIONALLY CHECKED GOOD.

AIRCRAFT WAS LEVEL EN ROUTE AT FL 410 WHEN CREW RECEIVED AN AMBER E IMMEDIATELY FOLLOWED BY A RED E ON THE PDF'S. PERFORMED EMER CHECKLIST. THE ELEVATOR TRIM WAS STICKING & NOT GETTING FULL RANGE OF MOTION & GETTING STUCK. DECLARED AN EMER & DIVERTED. SUSPECTED WATER IN GREASE AT THE TRIM ACTUATOR. LUBED ACTUATOR IAW AMM CHP 12-21-01 & NOTICED WATER BEING PUSHED OUT. CONTINUED GREASING UNTIL NO MORE WATER EXITING. PLACED ACFT BACK IN SERVICE, NO FURTHER REPORTS OF FREEZING TRIM TAB ACTUATOR SINCE GREASING.

DUAL AHRS FAILURE. AUTOPILOT, YAW DAMPER & HSI INOPERATIVE.

DUAL AHRS FAILURE. AUTOPILOT, YAW DAMPER & HSI INOPERATIVE.

CREW ENTERED A DESCENT FROM 8,000 FT. PULLED POWER BACK TO 80 PERCENT N2 AND THE LT ENGINE OIL PRESSURE POINTER WENT INTO THE RED AND INDICATED 40 PSI. PILOT INCREASED POWER ON LT ENGINE TO 82 PERCENT AND THE POINTER WENT INTO THE GREEN. CREW RAN QRH AND RAN CHECKLIST FOR LOW OIL PRESSURE INDICATION. WHILE READING CHECKLIST THE POINTER WENT INTO THE RED AGAIN. CREW THEN DECLARED AN EMERGENCY AND RECEIVED PRIORITY FOR RUNWAY 4. CREW CONTINUED THE CHECKLIST WHICH INSTRUCTED THEM TO REDUCE POWER BELOW 80 PERCENT N2. CHECKLIST WAS COMPLETED THE OIL PRESSURE REMAINED IN THE GREEN AND THEY LANDED WITHOUT INCIDENT.

DURING CRUISE FLIGHT AT FL 450, WARNING MESSAGE FOR BAGGAGE SMOKE ILLUMINATED ALONG WITH THE AURAL WARNING. THE QRH WAS REFERENCED AND A DECISION WAS MADE TO LAND AT THE NEAREST AIRPORT.

TURBINE EXHAUST COWL ASSY CRACKED ON NR1 ENGINE. REMOVED TURBINE EXHAUST COWL ASSY, PN 35C4655-01, DUE TO CRACK. INSTALLED NEW TURBINE EXHAUST COWL ASSY, PN 35C4655-01. ALL WORK PERFORMED IAW MM PN 3072162, REV NR 11, DATED MAY 17, 2014. WORK PERFORMED BY MFG.

BRAKE FAIL CAS MESSAGE OCCURRED AT 23,000 FT ENROUTE TO 36000 FT CLEARED TO LEVEL OFF AT 24,000. DIVERTED. CREW RAN CHECKLIST FOR THE BRAKE FAIL. DECLARED AN EMERGENCY AND LANDED WITHOUT INCIDENT. PERFORMED BRAKE SYSTEM FUNCTIONAL TEST IAW 32-41-00-720-801-A WITH NO FAULTS EXCEPT PEDAL DISPLACEMENTS WERE NOT WITHIN PERCENTAGE RANGE. ADJUSTED NEUTRAL POSITION ON LT AND RT NEUTRAL BRAKE STOPS IAW AMM 32-41-02-820-801-A, AMM 2432, REV 32. PERFORMED FAILURE OF LT BRAKE CONTROL VALVE FIM TASK 32-41-00-810-805-A WITH NO FAULTS FOUND. CVDR DATA SHOWED A VARIATION IN LT BRAKE CONTROL VALVE. REMOVED LT BRAKE CONTROL VALVE, AND REPLACED WITH REPAIRED CONTROL VALVE IAW AMM TASK 32-41-01-000-801-A. REMOVED LT BRAKE CONTROL TRANSDUCER, AND REPLACED WITH NEW TRANSDUCER IAW AMM 32-41-05-000-801-A. PERFORMED NORMAL AND EMERGENCY PARKING BRAKE SYSTEM BLEEDING, PERFORMED MAIN BRAKE SYSTEM FUNCTION TEST AND PERFORMED MAIN HYDRAULIC SYSTEM BLEED OF AIR IAW AMM 2432, REV 32.

AFTER LANDING GEAR EXTENSION FOR LANDING AT KMSO THE CREW WAS NOTIFIED OF A BRAKE SYSTEM FAILURE VIA THE CAS SYSTEM. AIRCRAFT LANDED WITHOUT INCIDENT AND THE CREW IDENTIFIED THEY DID NOT HAVE NORMAL BRAKES AVAILABLE. AIRCRAFT WAS SLOWED TO A STOP USING THE EMERGENCY BRAKE SYSTEM. NO DAMAGE TO THE AIRCRAFT AND NO INJURIES TO THE CREW OR PASSENGERS. PART INSTALLED WAS IN A MODIFIED CONDITION AND IS NOT A LIFE CONTROLLED PART.