LATITUDE 33 AVIATION, LLC

NO ABNORMALITIES WERE NOTED DURING PREFLIGHT INSPECTION. DEPARTED CRQ AND WERE CLEARED TO CLIMB TO 3,000 FEET. UPON LEVELING AT 3,000 FEET AND ACCELERATING, SHORTLY AFTER CROSSING THE COASTLINE WESTBOUND, WE FELT A NOTICEABLE THUD ACCOMPANIED BY A “RIGHT ENGINE OIL PRESSURE” AUDIO ALERT AND FLASHING MASTER WARNING INDICATION FOR 2 SECONDS. WE REDUCED POWER, DECLARED AN EMERGENCY, AND REQUESTED TO RETURN TO CRQ. THE ENGINE PRECAUTIONARY SHUTDOWN CHECKLIST WAS COMPLETED, THE RIGHT ENGINE WAS SHUT DOWN AND SECURED, AND WE CONDUCTED A SINGLE-ENGINE LANDING IN VISUAL CONDITIONS AT CRQ WITHOUT FURTHER COMPLICATION. AFTER CLEARING THE RUNWAY, TOWER ADVISED THAT THE RIGHT ENGINE COWLING WAS MISSING. WE TAXIED TO ATLANTIC AVIATION WITH NO ADDITIONAL INCIDENT. FOLLOWING SHUTDOWN ON THE RAMP, A WALKAROUND INSPECTION REVEALED THAT BOTH THE UPPER AND LOWER RIGHT ENGINE COWLINGS WERE MISSING. DAMAGE WAS ALSO OBSERVED ON THE VERTICAL STABILIZER. NO INJURIES WERE REPORTED.

ABOUT 12 MINUTES AFTER TAKEOFF AND DURING LEVEL-OFF AT 6,000 FEET WHILE ACCELERATING THROUGH 240 KIAS WITH GEAR SELECTED UP AND FULLY RETRACTED, A BIG THUMP WAS HEARD AND THE GEAR UNSAFE LIGHT ILLUMINATED. IT SEEMS THAT THE LEFT MAIN GEAR CAME LOOSE INFLIGHT. WE PROCEEDED TO RUN THE APPROPRIATE CHECKLIST AND LANDED SAFELY IN MMSD. - TECHNICIANS NOTED THE UPLOCK WAS CRACKED.

THE AIRCRAFT LANDED ON RUNWAY 20R AT KSNA UNDER VISUAL METEOROLOGICAL CONDITIONS. NORMAL BRAKING WAS AVAILABLE DURING THE LANDING ROLL USING THE PRIMARY HYDRAULIC BRAKING SYSTEM. THE AIRCRAFT EXITED THE RUNWAY AT TAXIWAY ECHO AND TURNED LEFT ONTO TAXIWAY ALPHA. IMMEDIATELY AFTER THE TURN ONTO TAXIWAY ALPHA, THE “PWR BRK LOW PRESS” ANNUNCIATOR ILLUMINATED, AND A COMPLETE LOSS OF PRIMARY HYDRAULIC BRAKING WAS OBSERVED. THE BACKUP BRAKING SYSTEM (PNEUMATIC NITROGEN) WAS IMMEDIATELY SELECTED AND USED TO ARREST FORWARD MOTION. TO ENSURE THE AIRCRAFT CAME TO A COMPLETE STOP AND TO PREVENT FURTHER MOVEMENT, BOTH ENGINES WERE SUBSEQUENTLY SHUT DOWN. ALL EXTERIOR LIGHTS WERE LEFT ON. KSNA GROUND CONTROL WAS ADVISED THAT THE AIRCRAFT HAD LOST PRIMARY BRAKING, WAS OPERATING ON THE BACKUP BRAKING SYSTEM ONLY, AND WOULD REQUIRE TOWING ASSISTANCE TO THE RAMP. APPROXIMATELY 10 MINUTES LATER, ACI NORTH ARRIVED, AND THE AIRCRAFT WAS SECURELY ATTACHED TO THE TUG. AFTER THE AIRCRAFT WAS ATTACHED TO THE TUG, PASSENGERS WERE ADVISED OF A BRAKING SYSTEM MALFUNCTION AND INFORMED THAT THE AIRCRAFT WOULD BE TOWED TO THE RAMP, RESULTING IN A SLIGHT DELAY TO ARRIVAL. THE AIRCRAFT WAS TOWED TO THE RAMP WITHOUT FURTHER INCIDENT. NO INJURIES OCCURRED. CREW ACTIONS EMPLOYED BACKUP PNEUMATIC BRAKING SYSTEM SHUT DOWN BOTH ENGINES TO PREVENT UNINTENDED MOVEMENT NOTIFIED GROUND CONTROL IMMEDIATELY COORDINATED TOWING ASSISTANCE BRIEFED PASSENGERS AFTER TUG ATTACHMENT

FILED ALTITUDE FL 410, WHILE DESCENDING FROM FL 410 TO JOIN LEGOZ 4 ARRIVAL. WE HAD LEVELED OFF AT FL 370 PRIOR WITH NO ISSUE, THEN FLAMEOUT AT FL 330. AT APPROXIMATELY 0900 ON 22 NOVEMBER, 2025 THE CREW EXPERIENCED A NR 1 ENGINE FLAMEOUT. IT OCCURRED AS WE LEVELED OFF AT 33,000 FT AND & WERE PUSHING THRUST LEVERS FWD TO MAINTAIN AIRSPEED. FIRST INDICATION OF AN ISSUE WAS THE NR 1 GEN OFF LIGHT & ASSOCIATED WARNING/CAUTION LIGHT. LT ENGINE OIL PRESSURE WARNING CAME ON PROMPTING US TO LOOK AT N1, N2 AND ITT GAUGES SHOWING 0 ITT & TURBINE SPIN DOWN. DECLARED AN EMERGENCY IMMEDIATELY DUE TO NEED TO GET TO OUR DRIFT DOWN ALTITUDE & LOOK FOR CLOSEST SUITABLE AIRFIELD TO LAND. ONCE ESTABLISHED ON A VECTORS & DESCENT PROFILE, PM BROKE OUT PCL TO A2 & RAN CHECKLIST. PF BEGAN SLOWING ACFT TO GET WITHIN THE 200 KIAS LIMIT FOR RESTART. ATTEMPTED RESTART ENGINE 1, UNSUCCESSFUL, ABORTED START. ENGINE RE-LIT ON IT'S OWN AND APPEARED TO BE FUNCTIONING NORMALLY; DID NOT INCREASE POWER IN A CONTINUOUS DESCENT. CONTINUED DESCENT , DESCENDING THOUGH ICING CONDITIONS AT 12,000 MSL WHICH TURNED ENGINES & WINGS ON FOR, UNTIL CLEAR. NR 1 ENG CONTINUED TO APPEAR NORMAL ALL THE WAY TO FINAL & MADE THE DECISION TO MAKE A TWO ENGINE APPROACH WITH PM READY TO ADJUST FLAPS IN THE EVENT THE ENGINE FAILED AGAIN. DUE TO THE STRONG GUSTING WINDS, DETERMINED A DUAL ENGINE APPROACH WOULD BE SAFEST IN THESE CONDITIONS, WITH THE PM CLOSELY MONITORING ENGINE FUNCTION TO TOUCHDOWN. LANDING WAS UNEVENTFUL AND WE TAXIED TO THE FBO WITHOUT FURTHER INCIDENT.

LEAVING OAK FOR SDL EXPERIENCED ISSUE WITH FLAPS AND DIVERTED BACK TO OAK. WITH FLAPS IN 0 DEGREE POSITION HYDRAULICS REMAIN ON. WITH FLAPS SELECTED TO 15 OR 35 DEGREE POSITIONS THE FLAPS CYCLE UP AND DOWN +/- 6 DEGREES CONTINUOUSLY. - WE HAVE CONTACTED TEXTRON AND THEY ARE SENDING TECHS TO THE AIRCRAFT.

AT APPROXIMATELY 5:30PM, AS I LOWERED THE GEAR DOWN COMING INTO THE CRQ PATTERN, I NOTICED RH GREEN LANDING GEAR DOWNLOCK LIGHT DIDN’T COME ON. I BOTH CYCLED THE GEAR TWICE TO SEE IF ANYTHING WOULD CHANGE AND PUSHED IN THE GEAR LIGHT INDICATOR BOX AND STILL THE RH LIGHT WOULD NOT LIGHT UP. WE LET THE TOWER KNOW OUR SITUATION AND THEY OFFERED TO GIVE US A VISUAL INSPECTION IF WE DID A LOW FLY-BY. WE PREFORMED THE LOW FLY-BY AND THE TOWER CONFIRMED THE RH GEAR WAS DOWN FROM THEIR PERSPECTIVE. THEY OFFERED TO LET US COME BACK AROUND AND LAND BUT I DENIED THAT OPTION AND TOLD THEM WE’D WANTED TO GO OUT AND CIRCLE SOMEWHERE WHILE RUNNING THE CHECKLIST FIRST. WE STAYED ON TOWER’S FREQ AND FLEW OUT EAST NEAR THE 15 FREEWAY AND RAN THE CHECKLIST. WHILE IT MAY HAVE JUST BEEN A SIMPLE RH GEAR DOWNLOCK INDICATOR LIGHT BURNOUT, THE CHECKLIST CALLED FOR THE BLOW DOWN PROCEDURE AND OUT OF AN ABUNDANCE OF CAUTION, WE PERFORMED IT AS PRESCRIBED. WE THEN INFORMED THE TOWER -WHO HAD THE FIRETRUCKS AT THE READY ALONG THE RUNWAY- THAT WE WERE FINISHED AND RETURNED TO LAND AND TAXI IN UNEVENTFULLY. AS AN INTERESTING NOTE, I TURNED THE AVIONICS ON AGAIN ONCE WE WERE PARKED AT ATLANTIC CRQ AND CLEANING UP THE PLANE JUST TO SEE IF PERHAPS THE RH GEAR INDICATOR LIGHT STARTED WORKING AGAIN AND THIS TIME BOTH THE RH AND LH LANDING GEAR DOWNLOCK LIGHTS WOULDN’T COME ON.

ON DECENT INTO KLAS RIGHT LANDING GEAR DOWN INDICATION GREEN LIGHT DID NOT ILLUMINATE DURING LANDING GEAR EXTENSION. A HELICOPTER IN THE AREA RADIOED TO INFORM THAT THE RIGHT GEAR WAS DOWN. IT ILLUMINATED AFTER LANDING. TEXTRON IS CURRENTLY WORKING ON THE AIRCRAFT, SUSPECT DOWNLINK SWITCH.

ON TAKEOFF FROM SNA PILOT NOTED "LH LOW FUEL PRESSURE" LIGHT. PILOT ABORTED TAKEOFF AND RETURNED TO FBO.

GEN 2 OFFLINE LIGHT ILLUMINATED AT 35,000 FEET AND WE FELT LIGHT MINIMAL VIBRATIONS FROM THE NOSE AREA. AROUND 28,000’ VIBRATIONS INCREASED AND COULD BE FELT IN THE BACK RIGHT OF THE PLANE. AT THIS POINT, WE PROCEEDED TO SHUT DOWN THE RIGHT ENGINE ACCORDING TO THE CHECKLIST. DURING THE CLIMB OUT TO 35,000’ WE DIDN’T NOTICE ANYTHING ABNORMAL. ALL INDICATIONS WERE GREEN AND WITHIN LIMITS.

DURING FINAL APPROACH, BAGGAGE SMOKE/ MASTER WARNING CAME ON. AFTER LANDING INSPECTED BOTH FORWARD AND AFT BAGGAGE COMPARTMENTS AND DID NOT SEE OR SMELL ANY SMOKE. INSPECTED BAGGAGE COMPARTMENT AND FOUND NO EVIDENCE OF SMOKE OR FIRE. TESTED SYSTEM WITH NO DEFECTS NOTED. WORK ACCOMPLISHED IAW 525B AMM (REV 25) CH. 26-11 REV.17. AIRCRAFT IS APPROVED FOR RETURN TO SERVICE.

DURING DESCENT OUT OF APPROXIMATELY 35000’ THE AIRCRAFT’S ANNUNCIATORS BEGAN ILLUMINATING SHOWING GEN-R OFFLINE AND THEN LOW OIL PRESSURE IN THE RIGHT ENGINE. N1 SPUN DOWN TO APPROXIMATELY 15-17% WITH NO INDICATIONS OF FIRE OR SEIZURE. CHECKLISTS WERE RUN AND THE ENGINE WAS SECURED. ONCE IN THE ALTITUDE/AIRSPEED ENVELOPE, A SUCCESSFUL ENGINE RESTART WAS CONDUCTED WITH AN EVENTUAL LANDING TO MMSD. THERE IS NO APPARENT EXTERNAL DAMAGE TO THE ENGINE AND OIL LEVELS ARE NORMAL. AIRCRAFT FUEL LEVELS ARE NORMAL AND BALANCED WITH APPROXIMATELY 1550 POUNDS ONBOARD AT SHUTDOWN AFTER LANDING.

CABIN WAS NOT PRESSURIZING DURING CLIMB, THE INDICATOR SHOWED CABIN ALTITUDE CLIMBING IN LINE WITH AIRPLANE CLIMB. CABIN ALT WARNING WENT ON AROUND 10,000 FEET.

DEPARTING ASPEN, EVERYTHING NORMAL DURING INITIAL CLIMB. CAPTURED FLIGHT LEVEL 230 WITH AUTOPILOT ENGAGED, AS THE PLANE ACCELERATED, THE FORWARDED TRIM REACHED ITS LIMIT AND THE AUTOPILOT DISENGAGED AND PLANE BEGAN TO CLIMB. PILOT TOOK MANUAL CONTROL TO RETURN TO ALTITUDE. IT TOOK CONSIDERABLE FORWARD PRESSURE ON YOKE TO KEEP PLANE FROM CLIMBING. PILOT REDUCED THE SPEED TO APPROXIMATELY 180 KNOTS TO REDUCE LIFT OF WINGS TO HAVE BETTER PITCH CONTROL. PILOT DECIDE TO DIVERT TO SALT LAKE CITY AND LANDED WITH ZERO FLAPS, THE LANDING WAS SOFT AND UNEVENTFUL.

MASTER CAUTION AND FUEL FLTR BYPASS R ILLUMINATED, CREW FOLLOWED THE EMERGENCY CHECKLIST AND DIVERTED TO KCOS. WEST STAR AVIATION( CRS# PAZR068H) PERFORMED TROUBLESHOOTING BUT COULD NOT DUPLICATE THE ISSUE. FUEL TAKES WERE DUMPED TO INSPECT FOR WATER WITH NO WATER OR OTHER CONTAMINATES FOUND. THE FUEL FILTER ( PN: 120901) WAS REMOVED AND INSPECTED WITH NO DEFECTS FOUND. A NEW FUEL FILTER WAS INSTALLED AND MULTIPLE ENGINE RUNS WERE PERFORMED WITH NO DEFECTS NOTED. AIRCRAFT WAS RETURNED TO SERVICE.

532LW (CE525B) DECLARED AN EMERGENCY TODAY OVER KBFL WHILE ENROUTE FROM KCRQ TO KCOE. THE AIRCRAFT WAS OPERATED UNDER PART 135 WITH PASSENGERS ONBOARD. UPON RECEIVING A BAGGAGE SMOKE CAS MESSAGE THE PILOTS FOLLOWED THE EMERGENCY CHECKLIST, DECLARED AN EMERGENCY, AND COMMENCED AN EMERGENCY DESCENT INTO KBFL. UPON ARRIVAL AT KBFL THE FIRE DEPT. NOTED NO INDICATION OF FIRE OR SMOKE SO THE CREW TAXIED TO THE FBO UNDER ESCORT FROM THE FIRE DEPT. OUR MAINTENANCE TEAM WORKED WITH A LOCAL A&P TO EVALUATE THE CAUSE AND IT WAS DETERMINED TO BE A FAULTY INDICATION LIKELY CAUSED BY MOISTURE IN THE AFT BAGGAGE COMPARTMENT.

THE PILOT HAD HAD “DUCT 1 OVERHEAT” MESSAGE, THEY SELECTED THE AIR SOURCE FROM BOTH TO #2 THEN SHORTY AFTER GOT A “DUCT 2 OVERHEAT”. WE HAD A A TECHNICIAN DISPATCHED FROM WEST STAR AVIATION WORK THE ISSUE AND DURING TROUBLESHOOTING FOUND THE RAM AIR DOOR CRACKED BLOCKING AIRFLOW. DEFECTIVE PART IS BEING REPLACED BY WEST STAR IN ABQ. PHOTOS AVAILABLE IF NEEDED.

AIRCRAFT EXPERIENCED A LOSS OF CABIN PRESSURE WHILE CLIMBING AT 30,000. AN EMERGENCY WAS DECLARED AND THE AIRCRAFT RETURNED TO CRQ. MAINTENANCE VENDOR TROUBLESHOT THE PRESSURIZATION ISSUE TO A FAULTY PRESSURIZATION CONTROLLER (52770-116). THE CONTROLLER WAS REPLACED WITH AN OVERHAULED UNIT. A MAINTENANCE CONFIDENCE FLIGHT WILL BE PERFORMED IN ACCORDANCE WITH LATITUDE 33 GMM SECTION 6.25 BEFORE THE AIRCRAFT RESUMES PASSENGER OPERATIONS.

DURING DECENT THROUGH 40000 FT IN CRUISE PILOT NR 1 GENERATOR FAILURE MESSAGE ILLUMINATED FOLLOWED BY A DROP IN OIL PRESSURE AND A NOTICEABLE DECREASE IN ENGINE POWER. THE ENGINE WAS SHUT DOWN, PER CHECKLIST AND THE AIRCRAFT DIVERTED TO KPSP. TEXTRON TECHS HAVE BEEN SENT TO THE AIRCRAFT. THEY WILL INSPECT THE ENGINE, PERFORM FADEC DOWNLOADS AND FOLLOW WILLIAMS INT TROUBLESHOOTING RECOMENDATIONS.

ABOUT 3 HOURS INTO THE FLIGHT WE WERE INSTRUCTED TO DESCEND FROM FL450 DOWN TO FL380. PASSING THROUGH APPROXIMATELY FL400 WE GOT A GEN OFF L ANNUNCIATOR, WE THEN GOT A OIL PRESS LOW L ANNUNCIATOR, FOLLOWED BY A LOSS OF POWER AND A ROLL BACK ON BOTH N1 AND N2. SUBSEQUENTLY WE GOT HYD FLOW LOW L, FUEL LOW PRESS L ANNUNCIATORS. I FOLLOWED THE EMERGENCY CHECKLIST AND COMPLETED THE ENGINE FAILURE/ PRECAUTIONARY SHUTDOWN CHECKLIST FOLLOWED A FEW MINUTES LATER BY THE EMERGENCY RESTART CHECKLIST AND WAS ABLE TO GET THE ENGINE TO RESTART EVEN THOUGH IT SEEMED TO STRUGGLE. THE ENGINE FUNCTIONED NORMALLY AFTER THAT.

RIGHT HYDRAULIC PUMP FAIL CAS MESSAGE INFLIGHT, NOTED RIGHT HYDRAULIC PRESSURE WAS READING LESS THAN 500PSI AND FLUID QUANTITY DISPLAYED 0%. AIRCRAFT DIVERTED TO KLGB. TECHNICIANS FOUND A LEAK COMING FROM A LOOSE HYDRAULIC LINE "B-NUT" AND FOUND THE RIGHT ENGINE DRIVEN HYDRAULIC PUMP FAILED FROM RUNNING WITH NO FLUID.

AIRCRAFT WAS FLYING FROM PHNL TO KSBA. DURING FLIGHT RIGHT HAND PRIMARY FLIGHT DISPLAY (PFD) WENT BLACK AND A SLIGHT ELECTRICAL SMELL WAS NOTED. PILOTS FOLLOWED CHECKLISTS AND FLIGHT CONTINUED WITHOUT ISSUE TO KSBA. RH PFD WAS REMOVED AND REPLACED WITH A REPAIRED UNIT IN KSBA BY ACI JET TECHNICIANS. REF LATITUDE 33 WO# 6JR-0310420.

AFTER TAKE-OFF FROM CRQ, THE CABIN DOOR LIGHT ILLUMINATED. THE PILOT FOLLOWED PROCEDURES, RETURNED AND LANDED AT CRQ. MAINTENACE PROVIDER FOUND ONE OF THE DOOR LOCK INDICATOR SWITCHES REQUIRED ADJUSTMENT. ALL DOOR SWITCHES WERE INSPECTED AND ADJUSTED I.A.W. CE525B AMM 52-70-00 AND A FUNCTIONAL CHECK OF THE DOOR INDICATION SYSTEM WAS PERFORMED WITH NO DEFECTS NOTED.

DURING APPROACH, PILOT MOVE LANDING GEAR SELECTOR TO DOWN POSITION, LANDING GEAR IN TRANSIT ILLUMINATE BUT THE THREE GREEN LIGHTS FOR LANDING GEAR DOWN AL LOCK DIDN’T. PILOT ASSUMED LANDING GEAR WAS NOT DOWN AND LOCKED. AIRCRAFT FLEW CLOSE TO CONTROL TOWER TO HAVE A VISUAL STATUS OF LANDING GEAR, CONTROL TOWER CONFIRMED LANDING GEAR WAS DOWN AND LOOKS LOCKED. PILOT RETRACTED AND EXTENDED LANDING GEAR TWICE AND STILL NO INDICATION OF GEAR DOWN AND LOCK. PILOT DECIDED DIVERT FOR A LONGER RUNWAY AND USE THE EMERGENCY LANDING GEAR EXTENSION. AIRCRAFT FLEW NEXT TO THE DIVERSION CONTROL TOWER FOR A VISUAL STATUS. ALSO CONFIRMED LANDING GEAR WAS DOWN AND LOCK. AIRCRAFT LANDED WITHOUT ISSUES. TECHNICIANS PUT AIRCRAFT ON JACKS FOR LANDING GEAR INSPECTION AND TEST, ALL INSPECTIONS AND OPERATIONAL CHECKS WERE SATISFACTORY. TEAM SUGGESTED REPLACING THE GEAR MONITORING PCB AS A PRECAUTIONARY ACTION. LANDING GEAR OPERATIONAL TEST WAS SATISFACTORY AT THIS TIME AND AIRCRAFT WAS RETURNED TO SERVICE.

IN CRUISE FLIGHT, FROM KBUR TO KCRQ, PILOT EXPERIENCING LOUDER THAN NORMAL ENGINE NOISE AND VIBRATION, THE LEFT GENERATOR WENT OFFLINE. IT SHOWED 2 VOLTS, AND THE RIGHT GENERATOR SHOWED 29 VOLTS. PER THE CHECKLIST, PILOT RESET THE GENERATOR, AND IT SHOWED 29 VOLTS AGAIN AFTER THE RESET. CHECKLIST PROCEDURE SAID TO TURN IT BACK ON, PILOT DID. IT OPERATED NORMALLY UNTIL TOUCHDOWN AT KCRQ WHERE IT AGAIN WENT OFFLINE. TECHNICIANS ARE SCHEDULED TO PERFORM AT KCRQ STARTER GENERATOR REPLACEMENT AND ALL REQUIRED PROCEDURES BY WILLIAMS INTERNATIONAL.

AIRCRAFT DURING REQUESTED DESCENT HAD SWPS FAULT ANNUNCIATOR ILLUMINATED, ALONG WITH THE MAX SPEED FLAG AT THE TOP OF THE AIRSPEED TAPE. AIRCRAFT DESCENT IN EMERGENCY. AIRCRAFT LANDED SAFELY. ON GROUND WEST STAR TECHNICIANS PERFORMED SWPS STALL TEST SWITCH (PREFLIGHT TEST SWITCH) PROCEDURES AND VERIFIED ALL FUNCTIONS TEST “GOOD” WITH NO FAULT CAS MESSAGES. THIS WAS COMPLETED IAW AMM 27-36-00. PERFORMED HS PITCH TRIM SYSTEM TEST - OPERATIONAL CHECK AND ALL FUNCTIONS WERE FOUND TO BE GOOD AT THIS TIME IAW AMM 27-40-710-801-A-500. AGAIN, NO SWPS CAS MESSAGE DURING THESE TESTS. ALL OF THE ABOVE RESULTS WERE REPORTED TO EMBRAER SUPPORT TEAM. THEY RECOMMENDED THAT THE AIRCRAFT SHOULD BE RELEASED AND THAT WE SHOULD MONITOR FOR NEXT FLIGHTS. AIRCRAFT RETURNED TO SERVICE.

STARTER GEN FAILED IN FLIGHT. WAS UNABLE TO RESET GEN. AFTER FAILURE THERE WAS A VIBRATION COMING FROM THE RT ENGINE.