ALANTE AIR CHARTER, LLC

ON FINAL AND CLEARED TO LAND WE RAN THE BEFORE LANDING CHECKLIST. WHEN WE PUT THE GEAR HANDLE DOWN WE ONLY GOT 2 GREEN LIGHT INSTEAD OF THREE. THE RIGHT MAIN GEAR LIGHT DID NOT COME ON. WITH PLENTY OF DISTANCE AND TIME, WE RECYCLED THE LANDING GEAR AND AGAIN ONLY HAD THE 2 GREEN LIGHTS. AT THAT POINT WE CALLED THE TOWER AND LET THEM KNOW WE HAD A PROBLEM. THEY SAID WE COULD DO A FLY BY AT THE TOWER SO THEY COULD VISUALLY SEE IF WE HAD ALL THREE GEAR DOWN. THEY SAID ALL THREE LANDING GEAR APPEARED TO BE DOWN. WE CHECKED THE ROTARY TO TO CONFIRM THE GEAR LIGHTS. THE RIGHT MAIN GEAR LIGHT STILL DIDN’T COME ON. AT THAT POINT WE PULLED OUT THE LANDING GEAR WILL NOT EXTEND CHECK LIST. “H1”. AFTER WE COMPLETED THE CHECKLIST THAT HAD US BLOW THE GEAR DOWN. THE LANDING WAS UNEVENTFUL

COMPLETED ALL CHECKLISTS FROM BEFORE START AFTER START TAXI TAKEOFF AFTER TAKE OFF AND ENROUTE CLIMB. WE WERE CLEARED TO 14000 BY HOUSTON DEPARTURE AND AS WE CLIMBED THROUGH 12500 THE AIRCRAFT WARNING SYSTEM EXHIBITED A MASTER WARNING/CABIN ALT. WE REQUESTED A DESCENT TO 10000 CONSULTED THE CHECKLIST AND FOLLOWED PROCEDURES UPON REACHING 10000 THE MASTER WARNING/CABIN ALT WARNING LIGHT EXTINGUISHED. UPON CONFIRMING FOR THE SECOND TIME THAT THE PRESSURIZATION SWITCH WAS IN THE AUTO POSITION AND SOURCE SELECTED BOTH WE REQUESTED A CLIMB TO 13000 ON A SOUTH VECTOR AS WE PASSED THROUGH 12500 THE MASTER WARNING/CABIN ALT LIGHT CAME ON AGAIN WE OBSERVED THE CABIN CLIMB AND IT WAS MAINTAINING THE APPROPRIATE CLIMB FOR 12500 WHICH WAS ALMOST ALTITUDE AT DEPARTURE. AT THAT TIME I THOUGHT THAT WE HAD SOME TYPE OF PRESSURIZATION SENSING FAILURE. WE COMPUTED THE AIRCRAFT WEIGHT AND IT WAS DETERMINED THAT WE WERE OVER LANDING WEIGHT AND ASKED HOUSTON APPROACH FOR A HOLD UNTIL WE WERE ABLE TO BURN OFF ENOUGH FUEL TO OBTAIN A WEIGHT BELOW MAXIMUM LANDING WEIGHT AT THAT TIME WE REQUESTED TO LEAVE THE HOLD. HOUSTON GRANTED US THE REQUEST GAVE US VECTORS FOR THE ILS WE LANDED WITHOUT INCIDENT AND RETURNED THE PASSENGERS TO THEIR ORIGIN FBO.

AS SOON AS TAKEOFF POWER WAS SET WE OBSERVED AN AMBER ANNUNCIATOR INDICATING THE FLAPS WERE GREATER THAN 35 DEGREES PROMPTING AN IMMEDIATE REJECTION OF THE TAKEOFF. AS SOON AS THE THROTTLE WAS RETARDED THE MESSAGE DISAPPEARED. WITH THE MESSAGE EXTINGUISHED I PERFORMED ANOTHER POWER RUN TO DETERMINE IF THE MESSAGE WAS PERSISTING OR IF IT WAS AN INDICATION ISSUE. WE ALSO VERIFIED THE FLAP POSITION INDICATOR, WHICH DID INDICATE THE FLAPS WERE IN THE GROUND POSITION. WE EXITED THE RUNWAY AND PROCEEDED TO A RUN UP AREA IN AN ATTEMPT TO DIAGNOSE THE PROBLEM AND VERIFY THE POSITION OF THE FLAPS. A QUICK WALK AROUND INDICATED THAT THE FLAPS WERE IN FACT IN THE GROUND POSITION. A COCKPIT INSPECTION FOUND THAT THE FLAP CONTROL CIRCUIT BREAKER HAD POPPED OUT.

ON JANUARY 31, 2020, WE WERE ENROUTE WITH N327TX FROM WICHITA KANSAS, (ICT) TO VENICE FLORIDA, (VNC) CARRYING 6 PASSENGERS. CONDITIONS WERE: LIGHT WINDS, VMC, DAYTIME. APPROXIMATELY 25 MILES NORTH OF OUR DESTINATION, WHILE DESCENDING TO 4000 MSL, WE HAD RECEIVED AN "AFT BAGGAGE SMOKE" ANNUNCIATOR. I IMMEDIATELY RAN THE EMERGENCY CHECK LIST FOR THIS MASTER WARNING CONDITION. THE CHECKLIST CALLED FOR, "LAND AS SOON AS POSSIBLE". WE DECLARED AN EMERGENCY AND QUERIED ATC FOR THE CLOSEST SUITABLE RUNWAY. WE KNEW SARASOTA, (SRQ) WAS IMMEDIATELY ABEAM OUR POSITION AT APPROXIMATELY 12 MILES.GREG FULLER (CAPT) CESSNA MOBILE SERVICE UNIT WAS CALLED OUT AND FOUND THAT A HYDRAULIC FITTING ABOVE THE AFT BAG PIT CEILING PANEL HAD DEVELOPED A SLIGHT LEAK AND WAS ATOMIZING FLUID THAT CAUSED THE SMOKE DETECTOR TO ACTIVATE. AIRCRAFT WAS REPAIRED AND RETURNED TO SERVICE.

AFTER TAKEOFF FROM KMOT, I COMPLETED THE AFTER TAKEOFF CHECKS AND WAS GIVEN A DIRECT COURSE TO MY FIRST WAYPOINT ON MY FLIGHT PLAN TO KBJC BY ATC. AFTER TURNING ON COURSE AND CLIMBING FOR ABOUT 2 MINUTES, I NOTICED THE HYD LOW FLOW R & L WARNING CAS MESSAGE ILLUMINATED. I GOT OUT THE EMERGENCY/ABNORMAL CHECKLIST AND FOUND THAT IT INDICATED A TOTAL HYDRAULIC FAILURE, POSSIBLY BOTH PUMPS. I LEVELED THE AIRCRAFT AND SLOWED THE AIRSPEED TO TEST IF ANY OF THE HYDRAULICALLY ACTUATED EQUIPMENT WAS FUNCTIONAL AND FOUND THAT ALL WERE INOPERATIVE. (FLAPS, SPEED BRAKES, AND LANDING GEAR). I INFORMED KMOT APPROACH CONTROL THAT I HAD A TOTAL HYDRAULICS SYSTEMS FAILURE AND WOULD BE RETURNING TO THE AIRPORT FOR LANDING. I THEN FOLLOWED AND EXECUTED THE ITEMS FOR A HYDRAULIC FAILURE ON THE CHECKLIST INCLUDING AN EMERGENCY EXTENSION OF THE LANDING GEAR AND SPEEDS AND PROCEDURES FOR A NO FLAP LANDING BACK AT KMOT. I INFORMED ATC THAT I WANTED TO PERFORMED AN ILS APPROACH TO THE LONGEST RUNWAY WHICH WAS RUNWAY 31AND RECEIVED VECTORS FOR THE APPROACH AND LANDING AT KMOT. THE APPROACH AND LANDING OCCURRED WITHOUT FURTHER ISSUES. *(AS REPORTED)