SOUTHERN AIRWAYS EXPRESS, LLC

A/C HAD PFD 1 MALFUNCTION DURING FLIGHT, ALONG WITH CHIP DETECT AND LOW FUEL TEMPERATURE CAS MESSAGE CAME ON. WE TOLD ATC WE ARE HAVING A MALFUNCTIONING SCREEN AND CHIP DETECT AND WE’D LIKE TO DECLARE AN EMERGENCY FOR IT. ONCE WE LANDED THE SCREEN HAD FIXED IT SELF BUT WE STILL WROTE IT UP AND INFORMED GOC AND MOC.

WHILE ENROUTE TO LAX, SMELLED AND NOTICED SMOKE COMING FROM THE FRONT OF THE DASHBOARD, WE DID INHALE SMOKE. ANNOUNCED SMOKE IN THE COCKPIT. WE BEGAN RUNNING ELECTRICAL FIRE CHECKLIST BECAUSE DID NOT HAVE AN ENGINE FIRE CAS. HEARD A SOUND COMING FROM THE FRONT OF THE AIRPLANE WHICH SOUNDED LIKE A BELT SLAPPING THINGS IN THE COWLING. TURNED OFF THE AC AND THE SOUND AND SMOKE STOPPED. WE ALERTED ATC IN WHICH THEY DECLARED AN EMERGENCY FOR US. CONTINUED TO LAX WHERE WE MADE AN UNEVENTFUL LANDING. ARFF AND AIRPORT OPS FOLLOWED US FROM THE RUNWAY TO OUR C5 PARKING SPOT.

ATTITUDE INDICATOR FAILURE PRIOR TO DEPARTURE AND PERFORMED GATE RETURN.

DURING CLIMB OUT OF HNL, GEN AMPS AND STBY POWER ON ANNUNCIATORS BOTH ILLUMINATED INTERMITTENTLY. GEN AND ALTERNATOR AMPS BOTH FLUCTUATED BETWEEN APPROXIMATELY 0-15 AMPS. WE REQUESTED TO RETURN TO HNL AND MADE A RECAUTIONARY LANDING. WHEN ASKED BY ATC IF WE REQUIRED ANY ASSISTANCE, I DECLINED. DESPITE MY RESPONSE, THEY DECLARED AN EMERGENCY FOR US AND ROLLED FIRETRUCKS AS A PRECAUTION. WE LANDED HNL AND TAXIED BACK TO PARKING WITHOUT INCIDENT. PA WAS MADE TO PAX BOTH IN FLIGHT AND ON GROUND AFTER LANDING. NO PAX COMMENTS RECEIVED.

AFTER TAKING OFF FROM HRO TO FLY TO DFW MY SELF FO NOTICED THE PIC SIDE HEADING COORDINATOR WAS SWINGING ERRATICALLY AND THE RED HEADING FLAG WAS DISPLAYED. AFTER TALKING IT OVER WITH HIM WE MADE THE DECISION TO TURN AROUND TO GO BACK TO HRO SINCE WE WASN’T TO FAR FROM THE AIRPORT AND IF ATC WOULD GIVE US VECTORS WE WOULD HAVE TO USE THE BACKUP COMPASS TO FLY THEM. IT WAS VFR AND THE AIRCRAFT LANDED SAFELY BACK AT THE AIRPORT

AIRCRAFT EXPERIENCED AN IN-FLIGHT COMMUNICATION MALFUNCTION. THE AIRCRAFT’S COMMUNICATION SYSTEM BECAME STUCK IN THE TRANSMITTING (TX) POSITION, PREVENTING THE CREW FROM RECEIVING ANY TRANSMISSIONS AND EFFECTIVELY BLOCKING THE ACTIVE FREQUENCY. TROUBLESHOOTING WAS ATTEMPTED BY SWITCHING BETWEEN COM1 AND COM2; HOWEVER, THE ISSUE PERSISTED. AS A RESULT, THE CREW ELECTED TO SQUAWK 7600 TO NOTIFY ATC OF A LOSS OF COMMUNICATIONS. INTERMITTENTLY, THE CREW WAS ABLE TO RECEIVE (RX) TRANSMISSIONS FROM ATC AND RECEIVED FURTHER INSTRUCTIONS IN THE EVENT COMMUNICATIONS WERE LOST AGAIN. THE FLIGHT CONTINUED AND LANDED SAFELY IN HONOLULU.

THIS IS REPO FLIGHT FROM HNL TO OGG. ABOUT 5 MINUTE AFTER TAKEOFF FROM HNL, OIL PRESSURE INDICATION DROP DOWN YELLOW AND CONTINUE DOWN. I DECIDED TO TURN BACK TO HNL. DURING DECENT TO THE AIRPORT OIL PRESSURE COMPLETELY DOWN TO RED. ALL THE WAY OIL TEMP INDICATION NORMAL 75 TO 80. I SAFELY LANDED HNL

I TOOK FLIGHT CONTROLS TO TRY TRIMMING OUT THE AILERON TRIM MORE THOROUGHLY. HOWEVER, WHEN I ROLLED IT LEFT, IT PUSHED BACK AND WENT BACK TO THE RT. THIS TIME IT WAS FAR LEFT OF CENTER, AND HAD TO HOLD THE YOKE TO THE RT IN ORDER TO KEEP THE WINGS LEVEL. UPON ATTEMPTING TO RETURN THE AILERON TRIM TO THE RT, TO RETURN THE TRIM TO CENTER, AILERON TRIM KNOB WAS LOCKED IN PLACE. RT TURNS PROVED EXTRAORDINARILY CHALLENGING EVEN WITH THE USE OF RT RUDDER. MEASURED A ROLL RATE IN EXCESS OF 10°/SECOND TO LT WHEN YOKE WAS LT UNTOUCHED. CREW LET CLEVELAND CENTER KNOW OF OUR CONTROL ISSUE, AND DECLARED A PAN PAN AT THE TIME. OPTED TO CONTINUE TO PIT AND SHOOT VISUAL APPROACH. ESCALATED TO AN EMERGENCY. WERE THEN HANDED OFF TO PIT APPROACH, CONTINUED TO COFEE AS INSTRUCTED FOR THE VISUAL 28R. WE THEN DESCENDED WHILE I WAS CONTINUOUSLY FIGHTING TO MAINTAIN AIRCRAFT CONTROL, AND CAME IN TO LAND. ON APPROACH, WE MAINTAINED A FLAPS-UP CONFIGURATION, AND PLANNED TO CROSS THE RUNWAY THRESHOLD AT AN INCREASED APPROACH SPEED TO HAVE A HIGHER AMOUNT OF AIRFLOW THAT WOULD INCREASE CONTROL EFFECTIVENESS FOR AS LONG AS POSSIBLE. CURRENTLY AIRCRAFT IS STILL AOG AND IN WORK.

PIC CONTACTED ACP SABRINI FOR BRIEFING & CLARIFICATION ABOUT PROCEDURE BEFORE BEGINNING. WHILE ON THE RAMP, PIC PERFORMED LOW-SPEED BRAKE TESTS AT 5–10 KNOTS GS TO VERIFY FUNCTIONALITY. BRAKES WERE ONLY SLOWING DOWN THE ACFT, BUT IT WASN’T FIRM BRAKING AS THEY ARE STILL NEW BRAKE PADS. ATC INSTRUCTED CREW TO CONDUCT THE PROCEDURE ON RUNWAY 27 AT MEM. PIC WAS TAXING & WHILE TAXING TO RWY27 , LIGHTLY RIDING BRAKES AS PART OF BURN-IN PROCEDURE . WHILE TAXING ON RWY27 AT 30 KNOTS GS APPLYING BRAKES EVENLY, BRAKING ACTION RESULTED IN THE ACFT PULLING RIGHT WITH NO STRONG/FIRM STOPPING ACTION . MULTIPLE ATTEMPTS MADE TO COMPLETE PROCEDURE, INCLUDING USE OF BETA MODE TO ASSIST IN STOPPING. AFTER REPEATED PULLING RIGHT & LACK OF POSITIVE BRAKING, CREW ELECTED TO ABORT PROCEDURE & RETURN BACK TO RAMP. WHILE TAXIING BACK VIA TAXIWAY C, PIC EXPERIENCED COMPLETE BRAKE LOSS. ACFT MANEUVERED INTO RAMP USING BETA THRUST ONLY. UPON ENTERING THE RAMP, CREW OBSERVED SMOKE FROM LT MLG (BRAKE PADS). FO ALSO OBSERVED SMOKE FROM RT BRAKES. ACFT BROUGHT TO COMPLETE STOP USING BETA THRUST. ENGINE SHUTDOWN, SIC NOTIFIED ATC OF A BRAKE SMOKE / FIRE.

BIRD FLEW UNDER PROP AFTERWARDS CREW HEARD TO PROP MAKING CONTACT TO BIRD. CONFIRMED BIRD STRIKE BY AIRPORT RAMP. MX ACCOMPLISHED A BIRD STRIKE INSPECTION.

UPON LANDING IN LNY LEFT MAIN TIRE BLEW

A/C DEPARTED HNL ABOUT 1/2 WAY THRU FLIGHT CREW NOTICED ACRID BURNING ODOR. CREW FIGURED IT WAS A/C BELT SO CONTINUED ON WITHOUT RUNNING THE A/C, SMELL CAME BACK SO CREW TURNED OFF OVERHEAD AIR VENTS. TURNED BACK ON THE AIR VENTS AND SMELL CAME BACK SO CREW DIVERTED TO MOLOKAI

FOUND G1000 GUIDE MISSING, RETURNED TO GATE AND MX REPLACED

SHORTLY AFTER TAKE OFF AIRCRAFT HAD A VIBRATION. CONTINUED THE CLIMB VIBRATION GOT WORSE. CREW ELECTED TO RETURN TO FIELD DUE TO NOTHING IN QRH

GENERATOR OFF "CASS" MESSAGE IN FLIGHT, CREW RETURNED TO FIELD

WHILE BEING VECTORED OUT OF DALLAS AIRSPACE, CREW STARTED GETTING MULTIPLE FAILURES-CHIP DETECTOR-ECM-OVER TORQUE-TRANSPONDER-OIL PRESSURE-COMM FAIL, CREW INFORMED ATC THEY NEEDED TO RETURN. EMERGENCY DECLARED BY ATC-AIRCRAFT LANDED AND RETURNED TO TERMINAL SAFELY-FAILURES WENT AWAY ABOUT THE TIME CREW CLEARED FOR THE APPROACH ON DECENT BACK INTO DALLAS

UPON LANDING IN LAF RIGHT MAIN LANDING GEAR TIRE BLEW ON THE RUNWAY. TIRE WAS FULLY DEFLATED AND WAS PARTIALLY OFF THE RIM. THE PILOT CAME TO A HALT AND AVOIDED ANY FURTHER DAMAGE TO THE WHEEL ASSEMBLY. NO INJURIES WERE REPORTED AT THE TIME.

DURING FLIGHT PILOT AUTOPILOT HAD A PROBLEM AND AFTER THE AUTOPILOT WAS SHUT OFF THE RUDDER WENT FULL RIGHT. USING THE RUDDER CONTROLS THE PILOT WAS ABLE TO FLY THE AIRCRAFT TO THEIR PLANNED DESTINATION OF IAD. MX DISCOVERED THE YAW SERVO WAS DEFECTIVE. MX REPLACED GSA-80 WITH PN: 011-00877-20 SN: 19Z018546 OVERHAULED UNIT. MX RELOADED SW0767.25 AND APPLICABLE YAW FILES. OPS CHECK GOOD.

AROUND 10K FEET 40 MILES FROM BRL, CREW HEARD LOUD BANG FOLLOWED BY SMELL OF SMOKE. FEW MINUTES LATER GEN OFF/STANDBY POWER ON CAME ON. CREW DECLARED EMERGENCY AND CONTINUED TO BRL.THE SMELL WENT AWAY ONCE FINISHED WITH THE CHECKLIST. LANDED SAFELY

ON APPROACH TO STL, CREW KEPT HEARING LOUD CRACKING/POPPING SOUNDS. THE SOUND WAS COMING FROM LH SIDE NEAR TIRE ASSY.. CREW ASK APPROACH FOR A SLOWER THAN NORMAL APPROACH FOR ISSUE. ATC DECLARED THE EMERGENCY. THROUGH POST FLIGHT INSPECTION FOUND NO ISSUES

DURING FLIGHT AT 20000 FEET, ACS LOW INFLOW CAS MESSAGE, RAN QRH CHECKLIST ACS INHIBITED ABD SET BACK TO AUTO WITH NO CHANGE. DECENT TO 10000 FEET AND DECLARED EMERGENCY. ACS WAS INHIBITED AND SET BACK TO AUTO AGAIN WITH SUCESS. ATC WAS INFORMED AND APPROVED TO CONTINUE AT 10000 FEET

IAS ALT TORQUE GAGE FAILED AFTER TAKE OFF. IFR WAS CANCELED AND RETURNED TO FIELD

REF LOG PAGE 9352203 AND ENGINEERING REQUEST REMOVE PAINT AND BLIND FASTENER AT PREVIOUS LIGHTNING STRIKE REPAIR STATION 2018. REMOVED PAINT, BLIND FASTENER AND CREATED GRID MAP STA 2018 REF CONFIRMED HOLE SIZE IS .199" MEASURED DISTANCES FROM FRAMES AND STRINGERS FOUND DAMAGE IN ARE AROUND LIGHTNING STRIKE REPAIR FASTENER DAMAGE POSITION STA 2018.5 AND 4.0" OB FOR STR 1 RH. INSIDE VIEW OF REPAIR AREA AT STA 2017, STR 1 RH REMOVED DAMAGE REF SRM 51-10-02 SRM 51-40-02 HOLE. NO CRACKS FOUND. REF SKIN THICKNESS MEASURED 0.082". SKIN THICKNESS PLUS PAD-UP REMOVED FASTENERS REF. SRM 51-40-02 TOOK DAMAGE CUTOUT TO FINAL SIZE REFERENCING SRM 53-00-01-2R REQUEST: HFEC INSP OF FINAL REPAIR CUTOUT REF SRM. REQUEST: OPEN HOLE INSPECTION ON ALL HOLE COMMON TO REPAIR. REF REPAIR. NDT PART 6 51-00-01 PROC 2. 0.098".SHEAR TIE HOLES MEASURES FROM LEFT TO RIGHT 0.223", REPAIR 7. WIDTH 1.3 X LENGTH 1.1 53-00-01-2R-7 REPAIR 7 ITEM 4 B. (2) AND NDT PART 6 51-00-01 SRM 53-00-01-2R-7 REPAIR 7 ITEM 4 B. (2) AND NDT PART 6 0.223", 0.219", 0.219", AND 0.218". 51-00-02. PERFORMED HFEC INSP OF FINAL REPAIR CUTOUT REF SRM PERFORMED OPEN HOLE INSPECTION ON ALL HOLE COMMON TO REPAIR. REF REMEASURED SKIN POCKET. CONFIRMED TO BE .082 THICK. ROUGH CUT ACCOMPLISHED FASTENER LAYOUT AND PILOT ALL FIELD FASTENERS REF 53-00-01-

AFTER TAKEOFF ROLL AT FEET AGL, THE CREW NOTICED SMOKE COMING OUT OF PILOTS SIDE VENT. THERE WAS A STRONG SMELL AND SMOKE APPEARED BLACK. EMERGENCY DECLARED AND CREW MADE EMERGENCY LANDING BACK TO HNL.

APPROX 5 MINS AFTER TAKEOFF UNDER NORMAL CONDITIIONS. PFD1 CAPT SIDE BEGAN SHOWING RED X OVER ALL INDICATORS, ALL INSTRUMENTATION ON PFD1 BEGAN BLINKING, THEN CAS MESSAGES FOR MULTIPLE ERRORS WERE DISPLAYED, SCREENS AT NO TIME WENT DARK OR BLACK OR SHUT OFF. WITHIN APPROX 1 MIN THE PFD1 BEGAN SHOWING CAS MESSAGES THAT WERE BECOMING ALARMING, FIRE DETECT/CHIP DETECT/TRANSPONDER FAIL/ETM EXCEED.DURING THESE EVENTS THE CREW INTIALLY ASKED ATC TO MAINTAIN PRESENT HEADING OF ABOUT 070 AND ALTITUDE OF 3,000 FT. TO ATTEMPT TO DETERMINE THE ISSUE. AT NO TIME WAS THE AIRCRAFT OBSERVED TO BE SUFFERING FROM ANY OF THE ERROR MESSAGES OF THE G1000. THERE WERE NO UNUSUAL SMELLS, SOUNDS OR ANY INDICATION THAT THE AIRCRAFT WAS HAVING ANY SORT OF OTHER MECHANICAL ISSUES. POWER SETTINGS AND ITT/NG/PROP WERE ALL IN THE GREEN. DFW APPROACH WAS THEN ASKED FOR AN EXPEDITED RETURN TO DFW WHICH THEY VECTORED US IMMEDIATLY FOR RUNWAY 17L DFW AND CLEARED US FOR THE VISUAL FOR 17L. THEY ASKED THE NATURE OF THE ISSUE AND WERE ADVISED FOR INSTRUMENT TECHNICAL ISSUES. WE THEN STARTED TO HEAR THEM SAY TO OTHER AIRCRAFT THAT THEY WERE DEALING WITH AN EMERGENCY AIRCRAFT AND WE WERE THEN TOLD TO CONTACT TOWER ON 135.700 AT NO TIME DID FDY411 DECLARE AN EMERGENCY OR REQUEST SUCH SVCS.

CREW NOTICED A SUDDEN SHAKING COMING FROM THE COWLING AREA. CREW WAS CLOSE ENOUGH TO RETURN TO IAD. AFTER SAFELY LANDING CREW DID INSPECTION AND NOTICED THAT A PROP BOOT HAD FALLEN OFF

DURING CRUISE FLIGHT, CA AND FO NOTICED A STRONG BURNING SMELL, LIKE BURNING RUBBER AND PLASTIC. FLIGHT WAS DIVERTED AND MADE AN UNSCHEDULED LANDING. MAINTENANCE WAS DISPATCH AND PERFORMED THE INSPECTION WITH NO DEFECTS NOTED AND A GROUND PERFORMANCE RUN. NO SMELL WAS NOTED DURING THE GROUND RUN. THE AIRCRAFT THEN DID A MAINTENANCE CHECK FLIGHT, WHICH WAS SATISFACTORY AND THE AIRCRAFT WAS RETURNED TO SERVICE.

CREW NOTICED STRONG BURNING ODOR IN COCKPIT WITH SMOKE. CONTACTED ATC AND DECLARED EMERGENCY. AFTER SAFE LANDING CREW OPENED UP COWLING AND COULD NOT FIND ANYTHING BURNING

RED ENGINE FIRE ANNUNCIATOR CAME ON FOUR TIMES IN FLIGHT WITH AURAL WARNING. MAINTENANCE REPLACED BROKEN FIRE DETECTION LOOP

LEFT HAND BRAKE INEFFECTIVE. MAINTENANCE REPLACED LEFT HAND MASTER CYLINDER. PERFORMED HIGH SPEED TAXI. OPS CHECKED GOOD

BRAKE SYSTEM MALFUNCTIONING. RIGHT WHEEL BRAKE APPEARED TO BE STUCK. MAINTENANCE REMOVED RIGHT BRAKE CALIPERS AND PADS. CLEANED, INSPECTED AND REINSTALLED ASSEMBLY. REPLACED LEFT BRAKE CALIPER AND BRAKE DUE TO SLIGHT LEAK. OPS CHECKED GOOD

DURING CRUISE, ENGINE FIRE ANNUNCIATOR ILLUMINATED FOR APPROX 3 SECONDS WITH WARNING HORN THEN EXTINGUISHED. THEN APPROX 10 SECONDS LATER IT OCCURRED AGAIN AND REPEATED THIS ABOUT EVERY 10-15 SECONDS. AFTER THE THIRD EVENT THE ANNUNCIATOR REMAINED ON. ALL ENGINE PARAMETERS WERE NORMAL AND THERE WAS NO SIGN OF FIRE OR THE SMELL OF SMOKE. DUE TO BEING HALFWAY BETWEEN THE DEPARTURE CITY AND ARRIVAL CITY THE DECISION WAS MADE TO DIVERT AND LAND. WHEN MAINTENANCE ARRIVED, THEY DISCOVERED THE LH AFT ENGINE FIRE DETECTION LOOP WAS BROKEN. LOOP WAS REPLACED AND OPS CHECKED GOOD

SMELL OF SMOKE IN THE COCKPIT DUE AC BELT BREAKING

LOST BRAKING AUTHORITY ON BOTH PILOT AND COPILOT SIDE AFTER LANDING

BURNING SMELL IN FLIGHT. SMELL DISSIPATED AFTER TURNING OFF AIR CONDITIONING

DURING LANDING SMELLED THE ODOR OF SMOKE. TURNED OF AIR CONDITIONING SYSTEM AND SMELL DISSIPATED. FOUND AC BELT BROKEN AND COMPRESSOR SEIZED

RIGHT BRAKE FAILURE ON TAXI ON BOTH PIC AND SIC'S SIDE.

BURNT SMELL NOTICED BY CREW ON CLIMB OUT. ALL INSTRUMENTS INDICATED GREEN, NO SMOKE OR FLAMES NOTICED. FIRST OFFICER COMMENTED HE MAY NOT HAVE SECURED THE OIL FILLER CAP. OIL PRESSURE STARTED TO FLUCTUATE AND THE DECISION WAS MADE TO RETURN TO THE DEPARTING STATION. UPON LANDING IT WAS DISCOVERED THAT THE CAP INDEED WAS NOT PROPERLY SECURED. NOT PARTS WERE FAULTY AS THIS DIFFICULTY WAS CAUSED BY THE CREW

LOSS OF OIL PRESSURE ON DEPARTURE CLIMB OUT

VENTILATION FAN INOPERATIVE WITH A LIGHT ELECTRICAL BURNING SMELL COMING FROM THE VENTS WHEN TURNED SWITCH IN THE ON POSITION. SMELL DISSIPATED WHEN SWITCHED OFF

ENGINE FIRE ANNUNCIATOR ILLUMINATED INFLIGHT.

SMOKE COMING OUT OF PILOTS SIDE VENT IN FLIGHT. UPON INVESTIGATION AFTER LANDING, IT WAS DISCOVERED THAT THE LINES GOING TO THE COMPRESSOR WERE LEAKING FREON.

NUMBER 1 RADIO STARTING SMOKING MID FLIGHT

CREW EXPERIENCE SMOKE IN THE COCKPIT EN ROUTE FROM MKL-ATL AND DIVERTED TO M29 IN CLIFTON, TN. UPON INSPECTION BY MAINTENANCE PERSONNEL IT WAS DISCOVERED THAT THE SOURCE OF THE SMOKE WAS FROM AN INTERNAL SHORT IN THE GARMIN GNS 530 THE SYSTEM WAS PLACED ON MEL AND REPOSITIONED TO MEM WHERE THE GNS 530 WAS REPLACED

PILOT REPORTS SMOKE IN THE COCKPIT. AIR CONDITIONING CIRCUIT BREAKER POPPED. MAINTENANCE DISCOVERED AIR CONDITIONING COMPRESSOR HOSE BLOWN AND WIRING CONNECTION SHORTED/MELTED

CAPTAIN'S WINDSHIELD CRACKED DURING CRUISE FLIGHT BETWEEN FL343 AND FL350 EN ROUTE TO KAP. AIRCRAFT PERFORMED AND EMERGENCY DESCENT AND DIVERTED TO KTUS

ON CLIMB OUT, THE AIR CONDITIONER COMPRESSOR FAILED CAUSING THE DRIVE BELT TO BREAK. CREW NOTICED A BURNING ODOR AND TURNED OFF AIR CONDITIONING SYSTEM AND DID AN AIR RETURN. THE SMELL DISSIPATED UPON TURN OFF AIR CONDITIONING SYSTEM

FUEL BOOST PUMP FAILED ON ENGINE RUN UP. UPON INSPECTION, FOUND FUEL BOOST PUMP IMPELLERS NO LONGER INTACT. ATTENTION TO THE ISSUE WAS INITIATED BY A LOW FUEL PRESSURE WARNING. A LOUD GRINDING NOISE COULD BE HEARD WHENEVER THE FUEL BOOST SWITCH WAS MOVED TO EITHER THE NORMAL OR ON POSITION. INSPECTION OF THE FUEL RESERVOIR SHOWED NO FOD THAT COULD OF INITIATED THE FAILURE OF THE PUMP IMPELLERS. INSPECTION OF THE FUEL INLET FILTERS AND SCREENS SHOWED NO SIGNIFICANT SIGNS OF IMPELLER MATERIAL.