CRAFT CHARTER, LLC

APU FIRE INDICATION IN FLIGHT, AT 17,000 305 KNOTS, A MINUTE AND HALF AT ALTITUDE.

REPLACED APU BAY FIRELOOPS. SECURED AN EXHUAST DUCT CLAMP. R/R FIREWALL SENSING ELEMENT – R/R BOTH FIREWALL SENSING ELEMENT AS PER BD-100 AMM 26-13-000-801. R/R EDUCTOR SENSING ELEMENT – R/R BOTH EDUCTOR SENSING ELEMENT AS PER BD-100 AMM 26-13-01-000-801. R/R APU FIRE BOTTLE – R/R APU FIRE BOTTLE AS PER BD-100 AMM 26-21-01. R/R APU FIRE BOTTLE SQUIB #3 – R/R APU BOTTLE SQUIB #3 AS PER BD-100 AMM 26-21-05. INSPECTION OF THE APU – C/W WITH THE INSPECTION OF THE APU IRW WITH BD-100 AMM 49-16-05. QUANTITY CHECK OF THE OIL SUPPLY IN THE APU – C/W APU OIL QUANTITY CHECK AS REQUIRED. LEVEL IS SATISFACTORY. ALL WORK PERFORMED IRW BD-100 AMM 12-14-09.

AT 17,000 FEET WE GOT THE INDICATION OF APU FIRE. THE APU ENGINE FIRE SWITCH WAS PUSHED. THEN THE BOTTLE WAS DISCHARGED AND THE APU FIRE INDICATION WENT OUT. WE DECLARED AN EMERGENCY AND LANDED IN TETERBORO WHERE THE FIRETRUCKS FOLLOWED THE AIRPLANE AND THEN CHECKED THE TAIL OF THE AIRPLANE TO VERIFY THERE WAS NO FIRE ON THE GROUND.

APU FIRE INDICATION IN FLIGHT. ALTITUDE 18000 FT SPEED 300 KNOTS. CLOSED APU FIREWALL SHUTOFF AND INDICATION WENT AWAY. APU FAULT DISPLAYED AFTER THE APU SHUTDOWN . AFTER LANDING WE RESET THE AIRCRAFT AND THE APU FAULT MSG WENT AWAY.

REPOSITIONING FLIGHT KAPF-KISM, THE CAPTAIN IS THE PILOT MONITORING, AND THE FIRST OFFICER IS THE PILOT FLYING. DURING THE CLIMB OUT AT AN ALTITUDE OF 10,000 FT, THE CREW RECEIVED AN APU FIRE INDICATION. PM (CAPTAIN) FOLLOWED THE IMMEDIATE CHECKLIST ITEMS AND PUSHED THE APU FIRE BUTTON FOLLOWED BY THE EXT 2 BUTTON TO DISCHARGE THE #2 FIRE EXTINGUISHER INTO THE APU. APU FIRE INDICATION CEASED AND THE APU WAS SHUT DOWN BECAUSE OF THE APU FIRE BUTTON PUSH. THE CREW DECLARED AN EMERGENCY AND DIVERTED TO KRSW WHICH WAS RIGHT BELOW THE AIRPLANE'S FLIGHTPATH. CONTINUED FOR A SAFE LANDING ON RUNWAY 06 AT KRSW. UPON FURTHER INSPECTION OF THE AIRPLANE BY THE FLIGHT CREW AND AIRPORT FIRE CREWS, NO PHYSICAL INDICATIONS OF FIRE WERE PRESENT.

AFTER LANDING, THE AIRCRAFT ATTEMPTED TO TAXI FROM THE RUNWAY TO THE TAXI WAY WHEN HE GOT A "NOSE STEERING FAIL". THE PILOTS SHUTDOWN THE ENGINES AND REQUESTED TO BE TOWED TO THE FBO.

ON AROUND FL300 WHILE DESCENDING INTO HVN AND ENTERING INTO IMC CONDITIONS, CREW TURNED ON THE ENGINE ANTI-ICE. IMMEDIATELY AFTER, AN AMBER CAS ENG ANTI-ICE FAIL WAS ILLUMINATING. ALSO CYAN ICE DETECTED CAS APPEARED. THE CREW RAN THE CORRESPONDING CHECKLIST AND EXIT ICING CONDITIONS SIMULTANEOUSLY. (ACCORDING TO THE CHECKLIST, IF THE PROBLEM HASN'T BEEN SOLVED BY CHECKLIST, AIRCRAFT MUST LEAVE ICING CONDITIONS AS SOON AS POSSIBLE) THE CREW INFORMED ATC THAT THEY HAVE AN ANTI-ICE ISSUE AND THEY MUST LEAVE ICING CONDITIONS. CREW FOUND A GAP BETWEEN TWO LAYERS OF THE CLOUDS AT 17,000’ AND HEADING 180 DEGREES AND REQUESTED ATC TO MAINTAIN THAT ALTITUDE AND HEADING. ABOUT 3 MINUTES LATER, THEY HAVE NO CHOICE BUT TO DESCEND INTO THE CLOUDS AND TRY TO FIND A CLEAR AREA. WE ASK ATC TO DESCEND ASAP INTO A LOWER ALTITUDE AS POSSIBLE. ATC DECLARED AN EMERGENCY FOR THAT IN ORDER TO GIVE PRIORITY IN TAKING THE AIRCRAFT TO DESTINATION AS SOON AS POSSIBLE. AT AROUND 10,000 L ENGINE ANTI-ICE STARTED WORKING AND CAS DISAPPEARED. ACCORDING TO THE ANTI-ICE SYNOPSIS PAGE, L ENGINE ANTI-ICE WAS WORKING AT 10,000’ AND BELOW. AIRCRAFT WAS GIVEN HEADING FOR THE ILS 02 INTO KHVN. AIRCRAFT LANDED SAFELY AT KHVN, NO CAS MESSAGE ILLUMINATED UPON LANDING.

N150MB-240317-1 WHEN STARTED THE APU ON OUR DESCENT AROUND 10,000FT WE GOT THE RED "APU FIRE" UPON STARTING THE APU, IMMEDIATELY TURN THE APU OFF, MESSAGE DISAPPEARED, LANDED AS SOON AS POSSIBLE. PERFORMED TROUBLESHOOTING AS FOLLOWS: 1)PERFORMED VISUAL INSPECTION OF APU AREA ,NOTED STRONG SOOT DEPOSIT AT LH AND RH ENDUCTOR SENSING ELEMENT CONNECTIONS,APU LINES AND CONNECTIONS, CLEANED UP AS NECESSARY,FOUND COUPLING CLAMP TO APU EXHAUST ADAPTER LOOSE AND WITHOUT SAFETY LOCKWIRE,TIGHTENED AS REQUIRED AND SAFETY WITH LOCKWIRE,INSPECTED FIREX SYSTEM FOR THE APU,CHECKED FIREWALL SENSING ELEMENT AND ENDUCTOR SENSING ELEMENT FOR DAMAGES,CONDITION AND OHMS RESISTANCE CHECK,NO DEFECTS OR DISCREPANCIES WERE NOTED. MAINTENANCE PROCEDURES WERE PERFORMED IRW BD-100 AMM 49-00-00/26-00-00. 2)APPLIED ELECTRICAL POWER WITH GPU,TURNED ON AND ENERGIZED COCKPIT CHECKED EICAS FOR APU FAULTS MESSAGES ,NOT DISPLAYED OR NOTED AT EICAS AT THIS TIME. 3)OPERATED APU,AND CHECKED EICAS FOR FAILURE MESSAGES,NOT DISPLAYED AT THIS TIME IRW BD-100 AMM 49-00-00. 4)PERFORMED OPERATIONAL TEST OF FIRE-DETECTION-AND- EXTINGUISHING FIREX SYSTEM IRW BD-100 AMM 26-11-00,TEST SATISFACTORY,NOTED A TRIPLE CHIME AND LEFT ENGINE FIRE AURAL WARNING WERE HEARD AGAIN AND AGAIN FOR APPROXIMATLY 15 SECONDS AND RELATED LIGHTS WERE ON OR FLASHING AT GLARESHIELD PANEL ,ENGINE CONTROL PANEL AND MFD.

WHILE CONDUCTING A PART 135 FLIGHT THE CREW OF N555LK OBSERVED A NO FLAP MOVEMENT SITUATION WHEN COMMANDED TO LANDING CONFIGURATION ON APPROACH INTO KPBI AND DECLARED AN EMERGENCY IN RESPONSE TO THE LACK OF FLAP MOVEMENT. AIRCRAFT LANDED WITHOUT ANY FURTHER ISSUES.

PER PILOT: DURING OUR FLIGHT TODAY FROM PHL-MMUN WE SUFFERED LOSE OF PRESSURIZATION AT FL430. AT THE TIME OF OCCURRENCE WE WERE ABOUT 150 MILES OFF THE COAST OF FLORIDA. WHILE CRUISING AT FL430 I STARTED FEELING THE AIRCRAFT DEPRESSURIZING BUT THE PRESSURE CHANGE IN OUR EARS. WE IMMEDIATELY SAW ON THE SCREEN THAT THE CABIN STARTED TO DUMP ITSELF AT A RATE OF ABOUT 2500 FPM. SUBSEQUENTLY WE GOT A CABIN DELTA P WARNING MSG (DELTA P WAS 9.2-9.3). WE INITIATED AN EMERGENCY DECENT. ATC WANTED TO GIVE AN ALTITUDE AROUND FL350 DUE TO TRAFFIC AROUND US. THEREFORE, I DECLARED AN EMERGENCY AND CONTINUED THE DECENT TO 14,000FT. DURING OUR DECENT WE FOLLOWED THE QRH FOR THE CAS MSG. THE PROCEDURE REQUIRED US TO USE MANUAL PRESSURIZATION. WE MANAGED TO CONTROL THE CABIN ALTITUDE AROUND FL300. I DECIDED TO DIVERT TO A U.S AIRPORT SO THE AIRPLANE WON’T BE STUCK AT A FOREIGN COUNTRY. LANDING WAS UNEVENTFUL. WE TAXIED IN TO ATLANTIC FBO AND UNLOADED THE PAX. MAINTENANCE PERSONNEL WAS IMMEDIATELY DISPATCHED AND MET THE AIRCRAFT AT THE FBO. AIRCRAFT LRU NVM WERE DOWNLOADED AND SUBMITTED TO BOMBARDIER CRC FOR REVIEW AND RECOMMENDATIONS. BOMBARDIER SUGGESTED ORDERING AN OUTFLOW VALVE AS A PREVENTATIVE MEASURE. PERFORMED TROUBLESHOOTING STEPS ON THE IASC 1 AND IASC 2 ON THE GROUND. THERE ARE 4 SUSPECTED COMPONENTS THAT COULD CAUSE THIS ISSUE, THE IASC 1/2, THE SAFETY VALVES AND THE OUTFLOW VALVE. DURING TROUBLESHOOTING THE TECHNICIANS FOUND A BIT OF FOAM MATERIAL IN THE SAFETY VALVE IN THE BAGGAGE COMPARTMENT. UNCLEAR ON WHERE THE FOAM CAME FROM AT THIS TIME. PENDING FURTHER REVIEW OF THE STEPS TAKEN WE WILL AWAIT DIRECTION FROM CRC FOR FURTHER TROUBLESHOOTING STEPS.

AIRCRAFT INCURRED SYSTEMS FAILURES @ FL450 WITH 6 SOULS ON BOARD, 2 PILOT, 4 PAX WRITE UP AS INCURRED BY THE PILOTS. FL450 CRUISE LEFT PFD GOES DARK AP DISENGAGES NO YD MESSAGES BUT I CAN FEEL IMMEDIATELY THAT THE AIRPLANE STARTS TO SWAY BACK AND FORTH. CAS: AMBER L BUS FAIL AMBER L PITOT HEAT FAIL AMBER STALL PROTECTION FAIL CHECKLIST BOTTOM LINE IS LAND AS SOON AS PRACTICAL. DIVERTED TO KMCI ON THE DESCENT WE GOT AMBER L HYD TEMP HIGH WITH TEMPERATURE RISING AND REACHING 103°C. AT THAT POINT DECLARED AN EMERGENCY AND LANDED SAFELY IN KMCI. WE ARE OF THE ASSUMPTION THAT THE SYSTEM IN QUESTION COULD BE THE IAPS (INTEGRATED AVIONICS PROCESSING SYSTEM) WHICH COORDINATES THE TALKING OF ALL RELATED SYSTEMS. WE CURRENTLY HAVE TECHNICIANS FROM WEST STAR ON SITE AND WORKING THE EVENT TO GET A BETTER PICTURE OF WHAT COULD HAVE CAUSED THIS. DOWNLOADS FROM THE MAINTENANCE SYSTEM WILL BE PROVIDED TO BOMBARDIER FOR VERIFICATION.

AIRCRAFT INCURRED SYSTEMS FAILURES @ FL450 WITH 6 SOULS ON BOARD, 2 PILOT, 4 PAX WRITE UP AS INCURRED BY THE PILOTS. FL450 CRUISE LEFT PFD GOES DARK AP DISENGAGES NO YD MESSAGES BUT I CAN FEEL IMMEDIATELY THAT THE AIRPLANE STARTS TO SWAY BACK AND FORTH. CAS: AMBER L BUS FAIL AMBER L PITOT HEAT FAIL AMBER STALL PROTECTION FAIL CHECKLIST BOTTOM LINE IS LAND AS SOON AS PRACTICAL. DIVERTED TO KMCI ON THE DESCENT WE GOT AMBER L HYD TEMP HIGH WITH TEMPERATURE RISING AND REACHING 103°C. AT THAT POINT DECLARED AN EMERGENCY AND LANDED SAFELY IN KMCI. TECHNICIANS ACCESSED THE AIRCRAFT, INSPECTED THE LH DCPC AND NOTED SEVERE ELECTRICAL BURNING SMELL. THE TERMINALS, SPECIFICALLY T4 IN THE DCPC WAS NOTED TO BE BURNED AND THE RING TERMINAL COMPLETELY MELTED THROUGH. AT THIS TIME WE ARE UNABLE TO PROVIDE FURTHER SYSTEM INFORMATION TO BOMBARDIER DUE TO THE LACK OF ELECTRICAL POWER APPLICATION ON THE AIRCRAFT. WE WILL BE REPLACING THE ENTIRE DCPC ALONG WITH THE FULL LENGTHS OF WIRING FOR T4, T10 AND T9. ONCE THIS HAS BEEN COMPLETED WE CAN PROVIDE BOMBARDIER WITH THE REQUIRED DOWNLOADS TO SEE HOW THE SYSTEM HANDLED THE EVENT. THIS APPEARS TO BE LOCALIZED TO THE DCPC. UNABLE TO VERIFY THE TIGHTNESS OF THE CONNECTORS IN THE DCPC AS THEY HAVE BEEN WELDED IN PLACE. WE HAVE NO RECORD OF THIS COMPONENT EVER BEING REMOVED FOR ACCESS AND IT WAS THE ORIGINAL UNIT INSTALLED IN 2011 FROM THE FACTORY. BOMBARDIER BELIEVES THE HIGH HYDRAULIC TEMP COIULD BE ATTRIBUTED TO THE EXCESS HEAT GENERATED FROM THE ARCING TERMINALS AS THEY ARE POSITIONED DIRECTLY UNDER THE LH RESERVOIR.

PILOTS REPORTED HEAVIER THAN NORMAL BRAKING ON TAXI OUT FOR TAKE OFF ROLL. ON TAKE OFF, ANTI SKID FAIL AMBER CAS AND BRAKE MAINT REQD CYAN CAS ILLUMINATED. FOLLOWED QRH PROCEDURES AND ATTEMPTED TO RESET ANTI SKID SYSTEM. WHEN IT WAS DETERMINED THAT THEY WERE UNABLE TO DO SO. LANDED WITHOUT FAULT AND USED MAX TR AND RUNWAY LENGTH TO SLOW DOWN SAFELY. ATC DECLARED EMERGENCY FOR THE PILOTS. ON LANDING, EVEN A SLIGHT TOUCH TO THE BRAKES CAUSED THE SYSTEM TO LOCK UP ALMOST IMMEDIATELY. PILOT USED A MIXTURE OF HAND BRAKE AND TR FOR CONTROL UNTIL ARRIVING AT THE FBO. TECHNICIAN WAS ABLE TO VISIT THE AIRCRAFT ON 12/24 AND PERFORM TROUBLESHOOTING WITH THE OEM. IT HAS BEEN DETERMINED THAT A BRAKE CONTROL UNIT IS FAULTY AT THIS POINT.

PILOTS REPORTED HEAVIER THAN NORMAL BRAKING ON TAXI OUT FOR TAKE OFF ROLL. ON TAKE OFF, ANTI SKID FAIL AMBER CAS AND BRAKE MAINT REQD CYAN CAS ILLUMINATED. PILOT FOLLOWED QRH PROCEDURES AND ATTEMPTED TO RESET ANTI SKID SYSTEM. WHEN IT WAS DETERMINED THAT THEY WERE UNABLE TO DO SO, REQUESTED A LONGER RUNWAY IN THE AREA NEAR WHERE WE ORIGINALLY FILED TO LAND. PILOT LANDED WITHOUT FAULT AND USED MAX TR AND RUNWAY LENGTH TO SLOW DOWN SAFELY. ATC DECLARED EMERGENCY. ON LANDING,, EVEN A SLIGHT TOUCH TO BRAKES CAUSED SYSTEM TO LOCK UP ALMOST IMMEDIATELY. PILOT USED A MIXTURE OF HAND BRAKE AND TR FOR CONTROL UNTIL ARRIVING AT THE FBO. IT HAS BEEN DETERMINED THAT A BRAKE CONTROL UNIT IS FAULTY AT THIS POINT.

CREW DEPARTED KVNY AND AS THEY APPROACHED 10K THEY NOTICED THEIR EARS WERE BEGINNING TO FEEL INTENSE PRESSURE AND FELT THE PRESSURE BUILDING UP. ATTEMPTED TO ADJUST CLIMB RATE FROM 500-300 FT / MINUTE WITH NO LUCK. CABIN WAS 1800-2000 / MINUTE. AT 12K THE RED CAS CAME ON ALERTING THEM TO DON THEIR MASKS. THEY STOPPED CLIMBING AND DESCENDED TO 10K. THEY DECIDED TO LAND AND ABORT THE CURRENT LEG. NO PASSENGERS ON BOARD AND THE O2 MASKS WERE NOT DEPLOYED IN THE CABIN. UPON LANDING A RUNDOWN OF THE ISSUE WAS GATHERED FROM THE PILOTS. NO KNOWN ISSUES OTHER THAN THE PRESSURIZATION. WE DISPATCHED TECHNICIANS TO PERFORM A THOROUGH PRESSURIZATION CHECK OF THE CABIN AND OPERATIONAL CHECK OF THE OUTFLOW VALVE. NO DEFECTS NOTED. SCHEDULED A MAINTENANCE CHECK FLIGHT FOR VERIFICATION AND NO ISSUES WERE PRESENT. AT THIS TIME WE FEEL THAT THE ISSUE WAS RELATED TO IMPROPER PREFLIGHT SET UP OF THE PRESSURIZATION PANEL. THIS IS THE SECOND EVENT ON A SECOND AIRCRAFT WHERE THE SAME SIC WAS INVOLVED.

AIRCRAFT DEPARTED FROM KAPF ON A REPOSITION LEG AT 1300 ENROUTE TO KTMB. LANDED AND PICKED UP 3 PASSENGERS. DEPARTED KTMB FOR KVNY AT 1430. AFTER TAKEOFF DURING CLIMB OUT, OUTFLOW VALVE FULLY CLOSED AND CABIN PRESSURIZED TO -3500 FT. DIFFERENCE OF PRESSURE EXCEEDED 9.9, AND A DECISION WAS MADE TO DIVERT TO KMIA. EMERGENCY OUTFLOW VALVE WAS OPERATED TO RELIEVE PRESSURE AND AIRCRAFT LANDED WITH NO ISSUES AT -2000 FT. ONCE ON THE GROUND, NORMAL OUTFLOW VALVE WAS MANUALLY DRIVEN OPEN TO EQUALIZE PRESSURE. TROUBLESHOOTING COMMENCED, STILL UNKNOWN WHAT THE ISSUE IS AT THIS POINT. WORKING WITH ENGINEERING TO DETERMINE NEXT PHASE OF ACTION BEFORE RTS.