THRIVE AVIATION

WHILE ENROUTE FROM KLAS TO KSNA CREW EXPERIENCED AN OPEN-DOOR CAS AROUND FL26 AND STARTED TO LOSE CABIN PRESSURIZATION. CREW INITIATED AN EMERGENCY DECENT PER THE QRH AND DECLARED AN EMERGENCY, IN WHICH CABIN PRESSURE STARTED TO MAINTAIN AGAIN AT AROUND 16,000’. THE CREW HAD A SAFE LANDING TO ITS FILED DESTINATION (KSNA).

WHILE IN CRUISE AT FL430 FROM KPHX TO KDTS, CREW REPORTED CABIN PRESSURE LOSS, DECLARED EMERGENCY AND DESCENDED TO 14,000 FEET. AIRCRAFT LANDED SAFELY AT KDTS, AIRCRAFT IS CURRENTLY GETTING MAINTENANCE SUPPORT TO BEGIN TROUBLESHOOTING. NO COMPONENT HAS BEEN IDENTIFIED AT THIS TIME.

WE HAVE HAD MULTIPLE ABORTED TAKE-OFFS FOR "FUEL BOOST ON" CAS MESSAGE DISPLAYED ON BOTH ENGINES WITH OTHER INSTANCES ON OUR OTHER 525B'S. ALL DEFECTS HAVE BEEN TRACED TO OIL/FUEL HEAT EXCHANGER BECOMING BLOCKED WITH DEBRIS. RESULTING IN THE COMPONENT BEING REPLACED.

DESCRIPTION FROM THE PIC. WHILE DESCENDING THROUGH 320 I INCREASED THE RATE OF DESCENT FROM 1000 FPM TO 3000 FPM AS I PULLED THE THROTTLES TO AN IDLE THE NO 1 ENGINE FLAMES OUT. THE EMERGENCY CHECKLIST FOLLOWED BY THE AIR RESTART CHECKLIST WAS RAN. THE ENGINE RESTARTED WITH NO FURTHER INCIDENT.

STATEMENT FROM THE CREW: "WHILE IN DESCENT AT APPROXIMATELY FL 280 WITH A CLEARANCE TO DESCEND TO 16000, WE EXPERIENCED AN UNCOMMANDED ENGINE ROLLBACK ON THE LEFT ENGINE. WE DECLARED AN EMERGENCY WITH ABQ CENTER. THERE WERE NO ABNORMAL MESSAGE INDICATIONS. THE LEFT ENGINE WAS INDICATING APPROXIMATELY 39% N1, AND THE IGNITION LIGHT WAS ILLUMINATED ADJACENT TO THE N1 INDICATION. I ADVANCED THE LEFT THROTTLE WITH NO CORRESPONDING INCREASE IN POWER, THEN REDUCED THE THROTTLE WITH NO REDUCTION. I THEN INSTRUCTED THE F/O TO START THE APU (BEING BELOW FL350), AND THEN PROCEEDED TO PERFORM THE ENGINE FAILURE INFLIGHT CHECKLIST. AFTER THE ENGINE WAS SECURED, AND NOTING N1 AT APPROXIMATELY 7%, AND N2 INDICATED APPROXIMATELY 9-11%, WE PROCEEDED TO ATTEMPT THE STARTER ASSISTED AIRSTART USING THE APU. THE ENGINE STARTED NORMALLY. WE THEN RECEIVED CLEARANCE TO BEGIN OUR APPROACH AND LANDING TO RWY 3 AT FLAGSTAFF. WEATHER CONDITIONS WERE VMC WITH THE WIND 040/14-G21, LANDED NORMALLY WITH NO OTHER ISSUES."

STATEMENT FROM THE CREW. "WE EXPERIENCED A RIGHT ENGINE FAILURE IN FLIGHT. THE AIRCRAFT WAS JUST BEGINNING DESCENT FROM FL400, AND AS THE THROTTLE WERE BROUGHT BACK THROUGH ABOUT HALF WAY POSITION, THE RIGHT ENGINE BEGAN TO SLOWLY ROLL BACK. WE GOT A FUEL BOOST ON R AMBER CAS MESSAGE, WHICH TRIGGERED AUTOMATICALLY FROM THE FADEC RECOGNIZING INSUFFICIENT FUEL FLOW. WE THEN GOT A ENGINE FAIL R RED CAS MESSAGE. WE CONSULTED THE EMERGENCY CHECKLIST FOR THE ENGINE FAILURE, AND COMPLETED THE SHUTDOWN PER THE CHECKLIST. THE FAILED RIGHT ENGINE WAS STILL INDICATING N1, AND N2 FAN SPEED, WE HAD NO VIBRATIONS, OR INDICATIONS OF ANY OTHER ABNORMALITIES. THE CREW DECIDED THE ENGINE WAS A CANDIDATE FOR RESTART SO UPON DESCENDING BELOW FL200, WHICH IS THE MAXIMUM ALTITUDE FOR ATTEMPTED RESTART, WE COMPLETED A STARTER-ASSISTED ENGINE RESTART. THE ENGINE STARTED NORMALLY AND SHOWED NO OTHER ISSUES FOR THE REMAINDER OF THE FLIGHT FROM THE CREW".

FOUND RIGHT ENGINE HARNESS SHOWING EVIDENCE OF CHAFING ABOVE THE HYDRAULIC PUMP.

FOUND RIGHT ENGINE HARNESS SHOWING EVIDENCE OF CHAFING ABOVE THE HYDRAULIC PUMP.

WHILE PERFORMING OTHER MAINTENANCE FOUND THE RIGHT ENGINE HARNESS CHAFED THROUGH THE EMI SHIELDING ABOVE THE HYDRAULIC PUMP.

05/03/2019 FIRST FLIGHT JFK TO CAK A SHORT TIME AFTER TAKEOFF, I NOTICED A SLIGHT UNUSUAL NOISE (HUM OR BUZZ) AND ASKED THE FIRST OFFICER IF HE NOTICED ANYTHING. HE SAID NO, TO HIM EVERYTHING SEEMED NORMAL. THIS WAS VERY FAINT AND WAS NOT NOTICED BY THE FO. I DETERMINED AT THIS TIME THAT IT MUST JUST BE NORMAL FOR THIS AIRCRAFT. AFTER LANDING AND A SUBSEQUENT WALK AROUND, THERE WERE NO VISIBLE INDICATIONS OF ANY ABNORMALITIES. SECOND FLIGHT CAK TO JWN (DIVERTED TO KCVG) STARTED LT ENGINE PIC NOTICED SAME SLIGHT NOISE PREVIOUSLY EXPLAINED IN THE PRIOR FLIGHT. THE LEFT GEN DID NOT COME ONLINE WITH "GENERATOR OFF LEFT CAS” MSG. RESET THE GEN WITH NORMAL INDICATIONS. SUSPECTED THE GEN AS CAUSE OF THE NOISE. WITH NO FURTHER INDICATIONS OF AN ABNORMALITY, CREW DECIDED TO CONTINUE THE FLIGHT. THE NOISE WAS VERY FAINT AND STILL NOT NOTICED BY THE FO. LEVELED OFF AT FL430, THE “FUEL PRESSURE LOW LEFT” AMBER CAS MESSAGE AND “FUEL BOOST PUMP LEFT” AMBER CAS MESSAGES APPEAR. PIC CALLED FOR THE CHECKLIST, THE LEFT ENGINE LOST POWER, PIC PULLED THE THROTTLE TO IDLE, AND WAS DIVERTED TO KCVG FOR AN EMERGENCY LANDING. THE LEFT ENGINE WAS STILL RUNNING, JUST NOT PRODUCING FULL POWER. BEGAN LOSING FUEL FROM THE LEFT SIDE, PLACED FUEL TRANSFER ON RIGHT TO LEFT, HOWEVER, AIRCRAFT WAS LOSING FUEL FASTER THAN WAS TRANSFERRING. (BY REFERENCE TO THE FUEL QUANTITY INDICATORS).

WHILE CHANGING THE HYDRAULIC PUMP NOTICED THE RIGHT HAND ENGINE HARNESS CHAFED THROUGH THE EMI SHIELDING.