REVA, INC.

Operated by REVA, Inc. (per NTSB report)

NR 1 ENGINE OIL PRESSURE DROPPED PRECIPITOUSLY, PRECAUTIONARY SHUTDOWN PERFORMED

WHILE AT CRUISE AT FL 450 THE CREW HEARD A LOUD BANG AND REALIZED LEFT WINDSHIELD HAD CRACKED. CREW FOLLOWED ALL CHECKLISTS AND PROCEDURES AND WAS ABLE TO LAND AT DESTINATION DUE TO HOW CLOSE WE WERE.

UPON LEVEL OFF AT FL380 ENROUTE FROM TISX TO KFXE, THE EICAS SYSTEM ALERTED THE CREW TO A WHITE “MAIN HYD QTY LO” MESSAGE. THE CREW PERFORMED CHECKLIST WHICH REQUIRED NO ITEMS TO BE PERFORMED AND ADVISED THAT THE FLUID QUANTITY IN THE MAIN HYDRAULIC SIDE OF THE RESERVOIR WAS LOW. SEVERAL MOMENTS LATER, THE EICAS SYSTEM ALERTED THE CREW WITH A MASTER CAUTION AND AMBER CAS MESSAGE “AUX HYD QTY LO” MESSAGE, IN WHICH THE CREW IMMEDIATELY PERFORMED ACTIONS SPECIFIED IN QRH. WHILE RUNNING QRH FOR “AUX HYD QTY LOW”, PRESSURE IN THE MAIN HYDRAULIC SYSTEM BEGAN TO DROP RAPIDLY GENERATING A SUBSEQUENT MASTER CAUTION ALERT WITH ASSOCIATED AMBER “MAIN HYD PRESS” MESSAGE. CREW COMPLETED ALL APPLICABLE QRH CHECKLIST ITEMS WHILE IN HOLDING BURNING DOWN FUEL. THE CREW WAS ABLE TO SUCCESSFULLY LOWER LANDING GEAR USING ALTERNATE FREE-FALL PROCEDURE IN QRH BUT WAS UNSUCCESSFUL IN LOWERING FLAPS, REQUIRING LANDING TO BE ZERO FLAP. THE APPROACH AND LANDING WERE ACCOMPLISHED WITH ZERO FLAPS, INOPERATIVE SPOILERS, INOPERATIVE THRUST REVERSERS AND INOPERATIVE NORMAL BRAKING. USE OF EMERGENCY BRAKING SYSTEM WAS UNEVENTFUL. DURING POSTFLIGHT INSPECTION HYDRAULIC FLUID WAS EVIDENT OVER TAIL OF AIRCRAFT AND ON GROUND BELOW AIRCRAFT REAR. NO APPARENT ADDITIONAL DAMAGE TO AIRCRAFT OTHER THAN ORIGINAL ISSUE PRESUMED TO BE A HYDRAULIC SYSTEM LEAK.

ON ACTIVATION ON PILOT INSTRUMENT LIGHT RHEOSTAT, SMOKE WAS EVIDENT FROM BEHIND THE MAIN INSTRUMENT PANEL. RETURNED TO THE AIRPORT OF ORIGIN, LANDING UNEVENTFUL.

AFTER TAKEOFF FROM KFXE, I RAN THE AFTER TAKE OFF CHECKLIST. I CHECKED THE HYDRAULIC PRESSURE, AND IT WAS NORMAL. UPON REACHING 10,000FT, THE CREW NOTICED THE "LOW HYD" LIGHT CAME ON AND THERE WAS NO HYDRAULIC PRESSURE. AFTER RUNNING THREE "AMBER" NORMAL CHECKLIST, WE KNEW WE WOULD HAVE NO HYDRAULICS TO RUN THE SPOILERS, BRAKES, AND GEAR. AFTER FURTHER FURTHER DISCUSSION WE DECLARED AN EMERGENCY WITH MIAMI CENTER, JETTISONED FUEL AND HEAD FOR THE LONGEST RUNWAY AT KFLL. THE CHECKLIST CALLED FOR6,200 FT OF RUNWAY DISTANCE TO LAND AND KNEW AT KFLL28R HAD 9000FT. OF PAVEMENT. UPON LANDING, THE THRUST REVERSERS DIDN'T DEPLOY AS STATED WITH THE DH4000S.WE USED EMERGENCY BRAKING AND CAME TO A STOP AROUND THE 8400FT MARK AT KFLL. I TRIED TO INFORM THE TOWER OF THE EVACUATION FIVE TIMES WITH NO ANSWER. WE RAN THE AFTER LANDING CHECKLIST AND SHUTDOWN CHECKLIST ON THE RUNWAY, AND CHOSE NOT TO DO THE EMERGENCY EVACUATION DUE TO NO SUSPECTED FIRE OR DAMAGE TO ANY AIRCRAFT PARTS( MINUS THE LANDING GEAR AND TIRES).THERE ENDED UP BEING NO NOTICEABLE DAMAGE TO THE AIRCRAFT MINUS THE HYDRAULIC LEAK THAT HAPPENED SOMETIME AFTER CLIMBING .

ON TAKEOFF POWER THE RIGHT ENGINE WILL FLUCTUATE ON FUEL FLOW, N1, AND N2.

HYDRAULIC PRESSURE LOSS. ALTERNATE LANDING GEAR EXTENSION WAS PERFORMED.

ON DEPARTURE CAB FILLED WITH SMOKE. DECLARED AN EMERGENCY AND RETURNED BACK TO FXE.

LEFT ENGINE FIRE LIGHT ON DURING FLIGHT.

ON DEPARTURE CAB FILLED WITH SMOKE. DECLARE AN EMERGENCY AND RETURNED BACK TO FXE.

CABIN ALTITUDE STARTED RISING AT 1000 FAM AT FL 430 IN CRUISE. TRIED TO STABILIZE CABIN ALTITUDE MANUALLY USING CHERRY-PICKER BUT TO NO AVAIL. FORCED TO PERFORM EMER DESCENT AND DECLARE EMERGENCY.

LEFT OIL PRESSURE RED LINED ON TAKE OFF. DURING CLIMB IT REMAINED AROUND 53 PSI.

THE ISSUE HAPPENS SOMETIMES. DURING CLIMB OUT AROUND 14,000FT TO 20,000FT THE LEFT ENGINE LOST THRUST ASSOCIATED WITH N1, ITT, N2, AND FUEL FLOW INDICATION CHANGE. FUEL COMPUTER LIGHT DIDN`T APPEAR ON THE ANNUNCIATOR PANEL. THE ISSUE STOPPED WHEN BELOW 12,000FT AND ENGINE OPS RETURNED TO NORMAL.

WHILE CLIMBING THROUGH LOW 20'S (AROUND FL220), NOTICED RIGHT BLEED AIR LIGHT CAME ON. RAN CHECKLIST, LIGHT STAYED ON, NO ABNORMAL OPERATIONS OR OTHER INDICATION NOTED. LIGHT WAS STILL ON AFTER LANDING.

DURING TEST FLIGHT AT FL 380 + CLIMBING ENGINE FIRE INDICATION ILLUMINATED ON RIGHT SIDE. ENGINE FIRE MEMORY ITEMS + QRH WERE FOLLOWED BUT WAS UNSUCCESSFUL IN EXTINGUISHING FIRE LIGHT. COMPRESS STALL OCCURRED IN RIGHT ENGINE DURING BRINGING RIGHT ENGINE TO IDLE.

WHILE FLYING AT FL 390 RIGHT FIRE LIGHT ILLUMINATED, FOLLOWED EMERGENCY CHECK LIST. WHEN ENGINE WAS PULLED TO IDLE, ENGINE STARTED MAKING LOUD BANGING NOSE UNTIL IT WAS SHUT DOWN

LOW HYDRAULIC CAME ON 30 MINUTES OUTSIDE PHX HYDRAULIC PRESSURE DROPPED BELOW 600 PSI. MAINTENANCE TROUBLESHOT HYDRAULIC LEAK TO A LOOSE LINE ON LEFT HAND RETRACT ACTUATOR INSPECTED LINE NO DEFECTS NOTED REPLACED O-RING TIGHTENED RETURN LINES PERFORMED OP'S AND LEAK CHECKS I/A/W LEARJET 35A AMM 32-43-00 NO LEAKS NOTED OP'S CHECKED GOOD. AIRCRAFT RETURNED TO SERVICES

BURNING SMELL IN THE CABIN. ALL CREW RETURNED TO DEPARTURE BASE SAFELY. TECHNICIAN TROUBLESHOT AND FOUND RH WING HEAT FITTING LEAKING HOT AIR. ADJUSTED AS NEEDED. RAN AIRCRAFT, INSPECTED, NO BURNING SMELL NOTED. ALL WORK DONE IN ACCORDANCE WITH AMM 30-11-00 & 20-00-00. NO DEFECT NOTED AT THIS TIME. AIRCRAFT IS RETURNED TO SERVICE.

WHILE CLIMBING TO ALTITUDE THE CABIN ALT WAS STILL CLIMBING AT 700 FT/MIN. LEVELED ALT AT 390 & THIS SHOWED NO CHANGE IN CABIN ALT, TRIED TO CHERRY PICK THE CABIN DOWN WHICH ALT HAD NO EFFECT. FL350 WAS THE LOWEST ATC COULD ASSIGN US SO WE STARTED A DESCENT, ONCE AT 350, THE CABIN LIGHT CAME ON (THE CABIN WAS STILL CLIMBING). STARTED EMERGENCY DESCENT. ALL CREW ARRIVED SAFELY BACK TO BASE.

AFTER TAKEOFF, CLIMBING THROUGH 7,000 FT, THE MASTER WARNING LIGHT ILLUMINATED, CAUSED BY THE LOW OIL PRESSURE LIGHT. LEFT ENGINE OIL PRESSURE STARTED DROPPING FAST. DUE TO CIRCUMSTANCES THE QRH REQUIRED ENGINE SHUT DOWN. LANDED SINGLE ENGINE AT DEPARTURE.

UPON TESTING ANTI-ICE AT 39,000, OUTSIDE AIR - 38C, A VERY STRONG SMELL OF SMOKE AND "BURNT POPCORN" FILLED THE CABIN. WING HEAT REACHED MIDDLE GREEN, STAB HEAT BARELY ENTERED THE GREEN. TESTED EACH NAC HEAT INDIVIDUALLY NO SMELL STAB/WING SMELL CAME BACK STRONGLY.

DURING A TEST OF THE ANTI-ICE SYSTEM AT 39,000 FT, A VERY STRONG ODOR OF SMOKE AND BURNED POPCORN FILLED THE CABIN. WING HEAT REACHED MIDDLE GREEN, STAB HEAT BARELY ENTERED THE GREEN. TESTED EACH NAC HT INDIVIDUALLY NO ODOR, ODOR CAME BACK STRONGLY. AIRCRAFT AND THE CREW LANDED SAFELY TO BASE WITH NO OTHER INCIDENTS.

AUTOPILOT CREATING ERATIC MOVEMENTS IN THE FLIGHT CONTROL COLUMN WHEN ENGAGED IN NAV OR HEADING MODE. ALSO OCCURS WITH ALTITUDE HOLD ON. CONTROL WHEEL MOVES RAPIDLY LEFT/RIGHT IN A ROCKING MOTION.

WITH AUTOPILOT ON, AND ALT HOLD ENGAUGED. THE ALT HOLD LIGHT GOES OUT INTERMITTENTLY. WHEN ALT HOLD LIGHT IS OUT, THE ACFT PITCHES UP. AIRCRAFT RETURNED SAFELY TO BASE. MAINTENANCE R & R THE STALL WARNING COMPUTER IAW MM 27-31-04. ADJUSTED THE STALL WARNING COMPUTER IAW MM 27-31-00. PERFORMED AUTOPILOT OPS CHECK IAW MM 22-10-00. OPS CHECKED GOOD. AIRCRAFT RETURNED TO SERVICE.

ENROUTE, DURING DESCENT THE AUTOPILOT ROLL FUNCTION DISENGAGED WHEN THE LT SIDE BARREL WAS MOVED FORWARD FOR DESCENT. NOSE UP AND DOWN TRIM WITH THE BARREL WILL DISENGAGE ROLL MODE BECAUSE IT WILL INADVERTENTLY TRIM LEFT & RIGHT WHEN BARRELING UP OR DOWN.

AFTER TAKE OFF, AND GEAR UP, THE RIGHT MAIN GEAR SAFETY LIGHT (GREEN LIGHT) REMAINED ON. INDICATING THE GEAR WAS STILL DOWN AND LOCKED. NO ADVERSE YAW WAS FELT SO WE CONCLUDED IT WAS JUST A STUCK SQUAT SWITCH AND RETURNED TO BASE. THE GEAR CAME DOWN NORMALLY, AND VERIFIED ON FINAL THAT THE GEAR WAS DOWN USING THE LANDING LIGHTS.

STRONG BURNING SMELL WITH STAB WING HEAT ON ACCOMPANIED BY SMOKE COMING FROM BAGGAGE COMPARTMENT AREA AFTER 5 MIN. GAINED ACCESS TO WING ANTI-ICE BLEED DUCT. FOUND BLEED TUBE SLEEVES CLAMPS LOOSE. TIGHTENED CLAMPS. WRAPPED INSULATION ON BARE METAL AREAS. RAN AIRCRAFT. NO DEFECTS NOTED. REINSTALLED INTERIOR. REFERENCE MM 30-11-00.

CRUISING AT FL390, A LOUD THUD & BANG WAS HEARD BY THE COPILOT AND PILOT. IMMEDIATELY NOTICED THE CABIN VSI PEGGED AT 6000 FPM. EMERGENCY DESCENDED TO 10000 FT. ATC DECLARED AN EMERGENCY AND THE ACFT TURNED BACK. COULD NOT GET THE CABIN IN AUTO NOR MANUAL MODE.

ON APPROACH HAD A NOSE GEAR INDICATION WE DID A LOW ALTITUDE FLIGHT AND TOWER CONFIRMED THAT THE NOSE GEAR APPEARS TO BE DOWN AND WE LANDED SAFELY.

DURING DESCENT THE RIGHT ENGINE EXPERIENCED ROLL BACK. RAN CHECKLIST AND LANDED SINGLE ENGINE.

WHILE BRINGING POWER TO IDLE AT 1000 FT THE RIGHT ENGINE LOST OIL & FUEL PRESSURE AND STARTED WINDMILLING. FOLLOWED THE CHECKLIST AND OPTED NOT TO RESTART THE RIGHT ENGINE. HAD A NON-EVENTFUL SINGLE ENGINE ENGINE LANDING.

ADF BECAME VERY HOT TO THE TOUCH DURING FLIGHT, IT WAS TURNED OFF. A FEW MINUTES LATER FLAMES APPEARED BETWEEN THE HF RADIO AND ADF.

ADF BECAME VERY HOT TO TOUCH DURING FLIGHT. THE UNIT WAS TURNED OFF, A FEW MINUTES LATER FLAMES APPEARED BETWEEN ADF AND HF RADIO.

DURING CLIMB OUT CREW RECEIVED THE LT FUEL COMPUTER ANNUNCIATOR LIGHT. FOLLOWED BY A RED LOW OIL PRESSURE LIGHT. THE ENGINE WAS SHUT DOWN AND LANDED SAFELY.

WHEN THE AUTOPILOT IS ENGAGED IN THE SPEED, ALTITUDE OR NAV MODE THE ACFT NOSE PITCHED UP IN ATTITUDE WITH NO MANUAL INPUT OR CONTROLLED COMMAND GIVEN FOR NOSE UP. THE AUTOPILOT NOSE PITCH UP IN ATTITUDE OCCURRED FOUR TIMES AT FLIGHT LEVEL 8,000 FEET, 21,000 FEET, 32,000 FEET & 36,000 FEET.

PILOT REPORTED ABOVE 10,000 FT, AIRSPEED INDICATORS RANGE BETWEEN 50 TO 70 KTS FROM THE PILOT & CO-PILOT AIRSPEED INDICATORS.

CORROSION FOUND ON FLOORBEAM AT BS 280. REMOVED AND INSTALLED SERVICABLE FLOORBEAM IAW SB670BA53-041, PART A, REV D.

PILOT REPORTED A VOLTAGE SPIKE FOR THE SECONDARY INVERTER INDICATOR.

PILOT'S FIRST REPORT, AFTER START, SEC INV LIGHT CAME ON. RESET THE SWITCH TWICE & THE LIGHT WENT AWAY. FOUND LOWER CONNECTOR UNSEATED. CLEANED CONNECTOR & RESEATED. OPERATIONS CHECKED GOOD. PILOT'S SECOND REPORT, AFTER TAKEOFF AT FL 350, ACFT SPIKED TO 140 - 150 VOLTS & A SUDDEN CHANGE IN AUTOPILOT PITCH. TURNED SEC INV OFF, VOLTAGE WENT BACK TO 120V, INV LIGHT CAME ON. R & R SECONDARY INVERTER, OPERATIONS CHECKED GOOD. AUTOPILOT ALSO CHECKED GOOD. NO REPEATS AFTER INVERTER REPLACEMENT.

PILOTS REPORTED THAT THE YAW DAMPER, WHEN ENGAGED, THE BALL WAS WAY OUT TO THE LEFT, WHEN DISENGAGED HAD TO RETRIM ACFT, WHEN ENGAGED SECONDARY YAW DAMPER WITH SAME RESULTS, DISENGAGED AGAIN TRIMMED ACFT AND ENGAGED AUTO PILOT WITH THE AUTO PILOT AND NOTICED A ROLLING ACTION. ELECTED TO RETURN TO DEPARTURE AND LAND. LANDING WAS COMPLETED WITH NO ISSUES.

PNEUMATIC SHUTOFF MODULATING VALVE FAILURE RESULTING IN DEPRESSURIZATION OF ACFT IN FLIGHT.

ON ENGINE START LT ENGINE DID NOT SHOW INDICATION OF OIL PRESSURE. ENGINE WAS SHUTDOWN IMMEDIATELY. OIL PUMP WAS REPLACED WITH O/H UNIT

AFTER TAKEOFF, NOSE GEAR UNSAFE LIGHT REMAINED ON, NLG WAS CYCLED DOWN RESULTING IN NORMAL INDICATIONS. UPON RETRACTING MLG, NLG UNSAFE LIGHT ILLUMINATED AGAIN, WHICH MENT NLG DOORS WERE NOT FULLY CLOSED. TOWER CONFIRMED NLG DOORS WERE NOT RETRACTED, BUT WERE UNABLE TO SEE NLG OR TIRE. SINCE NLG STRUT COLLAPSED UPON LANDING, IT MOST LIKELY COLLAPSED ON TAXI FOR TAKEOFF. IF NLG STRUT DID NOT HAVE ENOUGH PRESSURE IN IT TO COMPLETELY EXTEND THE PISTON WHEN GEAR WAS RETRACTED, IT IS POSSIBLE THE CENTERING CAMS DID NOT ENGAGE COMPLETELY. THEREFORE, NLG WHEEL COULD HAVE RETRACTED DEFLECTED PREVENTING RETRACTION OF THE NLG DOORS. NLG STRUT WAS DISASSEMBLED, CLEANED, INSPECTED ALL PARTS, REASSEMBLED UTILIZING A NEW SEAL KIT PN 2394205-004, SERVICED AND REINSTALLED. UPON FUNCTIONAL CHECK OF STEERING IT WAS FOUND TO OPERATE SMOOTHLY TO THE LT BUT SOMEWHAT JERKY, WITH INTERNAL NOISE TO THE RT. THERE WAS ALSO SOME HYD FLUID DRIPPING FROM THE NLG WHEEL STEERING SERVO. IT APPEARED HYD FLUID MUST HAVE LEAKED FROM TOP OF NOSE STRUT WHEN GEAR WAS RETRACTED AND RAN DOWN INTO THE SERVO CONTAMINATING SERVO CLUTCHES. NOSE WHEEL STEERING SERVO PN 2380172-1 SN 5068 WAS REMOVED AND REPLACED WITH AN OVERHAULED UNIT PN 2380172-1 SN 5071, WHICH OPS CKD NORMALLY.