Paradigm Jet Management, Inc.

Part: COVER — WORN (ZONE 100) · airframe 2,110 hrs · 1,340 cycles

BEGAN TAKE-OFF ROLL AND WITHIN THE FIRST 500 FT SIC NOTED AN INVALID AIRSPEED INDICATION. CREW ABORTED TAKE-OFF @ ABOUT 70 KTS AND RETURNRD TO RAMP.UPON INVESTIGATION IT WAS FOUND THAT SOME DEBRIS WAS CAUSING THE BLOCKAGE THAT WAS FROM THE WORN PITOT COVERS.TO CORRECT ISSUE NEW COVERS WERE INSTALLED.

Part: BUSS — FALSE INDICATION (ZONE 100) · airframe 3,122 hrs · 1,790 cycles

ON CLIMB OUT , DCU A , DCU B , AP PITCH CONTROL FAIL , IFIS MISCOMPARE AND AP FAIL . UPON ARRIVAL OF MX NO FAULT WAS FOUND . GAINED ACCESS TO THE FAULT HISTORY AND VERIFIED THERE WAS A DCU CHANNEL B FAULT IN THE AIR WITH A FDR-1 MODULES BUS INOP MESSAGE PRESENT DURING FAULT WHICH TRIGGERED AN A/P PITCH TRIM FAIL MESSAGE AND PRESSURIZATION 2 FAIL MESSAGE . REMOVED CARD FROM ARES BOX AND DOWNLOADED FILE FOR 8/03/23 TO FORWARD TO TEAM CJ FOR EVALUATION. POWERED AIRCRAFT AGAIN TO VERIFY NO FAULTS ARE PRESENT AT THIS TIME.

Part: UNKNOWN — UNKNOWN

GEN FAIL CAS MESSAGE, RH GEN OFF LIGHT ILLUMINATED. BEGAN TROUBLE SHOOTING BY SWAPPING OUT PCB1 AND PCB3 ON THE RIGHT AFT PDP. THESE ARE THE GCU'S FOR THE RIGHT ENGINE AND THE APU(24-60-03). ATTEMPTED TO RUN ENGINES, RIGHT BATTERY WOULD NOT COME ONLINE. BEGAN TROUBLE SHOOTING THAT ISSUE AT THE SWITCH INSIDE THE COCKPIT(24-31-00). VERIFIED BATTERIES HAD GOOD VOLTAGE, SWAPPED BATTERIES, NO CHANGE TO THE RH BATTERY COMING ON. VERIFIED ALL PCB BOARDS WERE INSERTED PROPERLY INCLUDING ONES NOT TAMPERED WITH AND RH BATTERY CAME BACK ON. MOVED RH GEN TO LH ENGINE AND VICE VERSA TO CONFIRM RH GEN WAS NO LONGER OPERATING. RH GEN ON THE LEFT SIDE FAILED AS WELL AS LH GEN ON THE RIGHT SIDE. DOUBLE GEN FAIL(24-30-01). RECEIVED NEW GEN INSTALLED ON THE RH, STILL FAILED. SWAPPED GENERATORS AGAIN STILL RH GEN ON LEFT SIDE CAME ONLINE BUT LH GEN ON RIGHT SIDE DID NOT COME ON DURING ENGINE RUNS. PLACED IN ORIGINAL POSITION RH GEN STILL FAILED(24-30-01). ALSO SWAPPED AROUND PCB BOARDS FROM LEFT AND RIGHT PDP'S, THIS DID NOT REMEDY OUR PROBLEM. PCBS WERE PLACED IN ORIGINAL COMPARTMENTS. PROCEEDED TO TROUBLESHOOT WIRES CORRESPONDING FROM THE RH GEN TO THE RIGHT AFT PDP, FOUND NO SHORTS OR LACK OF CONTINUITY IN ANY OF RING OUTS(24-30-00). TESTED VOLTAGE AT THE GEN AND AT THE POTENTIOMETER THE READING WAS LESS THAN 1 VOLT AT BOTH LOCATIONS AND WE WERE NOT ABLE TO INCREASE VOLTAGE AT THE POTENTIOMETER WITH RH ENGINE RUNNING(24-60-03). S/N OFF S4440 TROUBLESHOOTING DONE IAW LEARJET 45 AMM AND AWM.

Part: NONE — NONE · airframe 1,974 hrs · 1,442 cycles

EFIS MISCOMPARE AFTER TAKEOFF. RESULTING IN ERRONEOUS AIRSPEEDS AND ALTITUDES ON BOTH PFD’S AND STBY FD. EMERGENCY DECLARED DUE TO UNKOWN ALTITUDES AND RETURNED TO AUS. UPON INSPECTION FOUND MUD DAUBER NEST IN ALL STATIC PORTS. CONTACTED DUNCAN AVIATION FOR PURGE ADN LEAK TEST FOR AIRCRAFT RTS. OPS CHECKED OK AFTER PURGE. NO SPECIFIC COMPONENT WAS RESPONSIBLE FOR DISCREPANCY. HVAE STATIC PORT COVERS ON ORDER.

Part: SMOKE DETECTOR — FALSE INDICATION (NOSE COMPARTMENT) · airframe 1,419 hrs · 1,100 cycles

PILOT REPORTED SMOKE DETECTION WARNING INDICATION IN CRUISE, DIVERTED TO KHOU AND CONTACTED TEXTRON AVIATION. UPON INSPECTION CAME TO THE CONCLUSION THAT THE EXCESSIVE MOISTURE AND FOG PRESENT GAVE THE DETECTOR A FALSE INDICATION. NO DEFECTS NOTED AND AIRCRAFT WAS OK FOR RTS.

Part: NONE — WORN (RIGHT ENGINE) · airframe 10,725 hrs · 7,144 cycles

PILOT REPORTS THE RIGHT HAND STARTER GENERATOR HAS SMOKE COMING FROM IT DURING START UP. COMPLIED WITH R&R OF AIRCRAFT STARTER GENERATOR. OPS TEST OK, AIRCRAFT OK FOR RTS.

Part: NONE — WORN (SIDE FUSELAGE) · airframe 4,939 hrs · 3,798 cycles

PILOT REPORTS AOA INDICATION IS OFF BY 1 DEGREE DURING CRUISE. COMPLIED WITH R&R OF AOA TRANSMITTER. OPS CHECKED OK. AIRCRAFT OK FOR RTS.

Part: CONTROL UNIT — FAULTED (LE FLAPS) · airframe 5,074 hrs · 4,561 cycles

PILOT REPORTS A FLAP MISCOMPARE CAS MESSAGE. COMPLIED WITH R&R OF FLAP CONTROL UNIT. OPS CHECKED OK. AIRCRAFT OK FOR RTS.

Part: NONE — WORN (ZONE 600) · airframe 987 hrs · 774 cycles

PILOT REPORTS BLEED LOOP FAULT PRESENT. COMPLIED WITH R&R OF BLLED LOOP CONNECTOR CERAMICS CAUSING EXCESSIVE RESISTANCE IN LOOP SYSTEM. OPS TEST OK. AIRCRAFT OK FOR RTS.

Part: WINDSHIELD — CRACKED (COCKPIT RT)

AIRCRAFT DEPARTED ECP AND BEGAN CLIMB @ APPROXIMATELY 22,000 FT THE COPILOTS WINDSHIELD SHATTERED . AIRCRAFT LEVELED OFF AND ALL PROCEDURES AND CHECKLIST WERE FOLLOWED. EMERGENCY WAS DECLARED AND AIRCRAFT RETURNED TO ECP AND LANDED WITHOUT FURTHER INCIDENT. 2 CREW AND 8 PASSENGERS ONBOARD NO INJURIES REPORTED.

Part: NONE — INOPERATIVE (NOSE RADOME) · airframe 3,044 hrs · 2,067 cycles

PILOT REPORTS WEATHER RADAR FAULT IS PRESENT. COMPLIED WITH R&R OF WEATHER RADAR. OPS CHECKED OK. AIRCRAFT OK FOR RTS.

Part: HYDRAULIC LINE — WORN (ZONE 100) · airframe 962 hrs · 765 cycles

PILOT REPORTS HYDRAULIC FLUID FOUND ON GROUND DURING PREFLIGHT. FOUND HYDRAULIC DRAIN LINES TO BE WORN. COMPLIED WITH R&R OF REQUIRED LINES. OPS TEST GOOD. AIRCRAFT OK FOR RTS.

Part: NONE — WORN (ZONE 700) · airframe 4,876 hrs · 3,715 cycles

PILOT REPORTS NOSE LANDING GEAR ACTUATOR IS LOSING FLUID. COMPLIED WITH R&R OF NOSE LANDING GEAR ACTUATOR. OPS TEST OK. AIRCRAFT OK FOR RTS.

Part: NONE — WORN (COCKPIT) · airframe 4,965 hrs · 4,491 cycles

PILOT REPORTS TR WILL NOT STOW. COMPLIED WITH R&R OF THROTTLE QUADRANT ASSEMBLY. OPS TESTED OK. AIRCRAFT OK FOR RTS.

Part: NONE — INOPERATIVE (ENGINE INDICATIO) · airframe 583 hrs · 935 cycles

PILOT REPORTS FUEL INDICATION IS HIGH. OPS TESTED AND FOUND FUEL FLOW TRANSMITTER AT FAULT. COMPLIED WITH R&R OF FUEL FLOW TRANSMITTER. AIRCRAFT OK FOR RTS.

Part: TIRE — WORN (ZONE 700) · airframe 1,180 hrs · 947 cycles

PILOT REPORTS TIRE IS WORN AND REQUIRES REPLACEMENT. COMPLIED WITH R&R OF TIRE. AIRCRAFT OK FOR RTS.

Part: PRESSURE SWITCH — INOPERATIVE (ZONE 400) · airframe 4,876 hrs · 3,715 cycles

PILOT REPORTS HP BLEED ARI LEAK INDICATION APPEARED. COMPLIED WITH R&R OF HP BLEED AIR PRESSURE SWITCH. OPS CHECKED GOOD. AIRCRAFT OK FOR RTS.

Part: NONE — NONE (ZONE 200) · airframe 4,351 hrs · 4,157 cycles

O2 MASKS DROPPED DURING TAXI. FITTING HOLDING CONTAINER UP BROKE. MASK DROPPED FOR SPECIFIC CONTAINER.

Part: BATTERY — FAILED (MASTER) · airframe 1,945 hrs · 1,070 cycles

PILOT REPORTS ON START UP BATTERY VOLTAGE DROPPED BELOW MINIMUM REQUIRMENTS FOR PROPER START. UPON FURTHER INSPECTION FOUND MAIN SHIP BATTERY TO BE INOPERABLE. COMPLIED WITH REPLACMENT OF MAIN SHIP BATTERY. OPERATIONS CHECKED GOOD AND AIRCRAFT WAS OK FOR RETURN TO SERVICE.

Part: AHRS — INOPERATIVE (E/E BAY) · airframe 4,886 hrs · 4,445 cycles

PILOT REPORTS AHRS INOPERABLE. AFTER FURTHER INSPECTION FOUND NR 1 AHRS WAS NO LONGER COMMUNICATING WITH AIRCRAFT SYSTEMS. REPLACED NR 1 AHRS AND PERFORMED FUNCTIONAL TESTS. OPERATIONS CHECKED GOOD, AIRCRAFT OK FOR RETURN TO SERVICE.

Part: OXYGEN MASK — INOPERATIVE (COCKPIT) · airframe 4,815 hrs · 3,670 cycles

PILOT REPORTS O2 MASK WOULD NOT OPERATE PROPERLY WHEN FUNCTIONAL CHECKED. COMPLIED WITH REPLACMENT OF PILOT 02 MASK. AFTER REPLACEMENT OPERATIONS CHECKED FUNCTION OF 02 MASK, O2 MASK FUNCTIONED PROPERLY. AIRCRAFT OK FOR RETURN TO SERVICE.

Part: STRUT — INOPERATIVE (SEAT RECLINE) · airframe 2,897 hrs · 1,972 cycles

PILOT REPORTS HE COULD NOT OPERATE NUMBER 3 PASSENGER SEAT RECLINE. AFTER FURTHER INSPECTION FOUND NUMBER 3 SEAT RECLINE STRUT TO BE INOPERABLE. COMPLIED WITH REPLACEMENT OF NUMBER 3 SEAT RECLINE STRUT. PASSENGER SEAT OPERATIONS CHECKED GOOD, AIRCRAFT OK FOR RETURN TO SERVICE.

Part: SEAL — WORN (BLEED AIR SYS) · airframe 4,770 hrs · 3,633 cycles

PILOT REPORTS RIGHT HAND PYLON OVERHEAT CASS MESSAGE IN FLIGHT. COMPLIED WITH RIGHT HAND ENGINE SHUT DOWN AND DIVERTED TO RIFLE COLORADO. NO DAMAGES OR INJURY OCCURED. CONTACTED WESTSTAR AVIATION TO COMPLY WITH REPAIR. UPON INSPECTION FOUND HP BLEED AIR FIRE WALL SEAL WORN. REPLACED RIGHT HAND HP BLEED AIR SEAL AND PERFORMED FUNCTIONAL CHECKS. AFTER ENGINE RUNS NO CASS MESSAGES APPEARED. AIRCRAFT OK FOR RETURN TO SERVICE.

Part: SEAL — WORN (ZONE 400) · airframe 4,765 hrs · 3,626 cycles

PIC WAS FLYING THE AIRCRAFT AND CALLED FOR THE APPROPRIATE CHECKLIST. CHECKLIST WAS RUN, WHICH AT THE END CALLED FOR THE AFFECTED ENGINE (RIGHT SIDE) TO BE SHUT DOWN DUE TO RIGHT HAND PYLON OVERHEAT CASS MESSAGE APPEARING. AT THIS TIME WE DECLARED AN EMERGENCY AND ASKED TO DIVERT TO RIL. ON OUR APPROACH BRIEF INTO RIL, CREW DISCUSSED THAT IT WOULD BE AN OVERWEIGHT LANDING INTO RIL. EMERGENCY VEHICLES WERE WAITING FOR US ON THE GROUND, AND AT RAMP DID SPRAY THE BRAKES DOWN, BECAUSE OF SMOKE COMING FROM THEM. NO OTHER ACTION WAS NEEDED.

Part: PCB — INOPERATIVE (LH COCKPIT SIDE) · airframe 1,872 hrs · 1,019 cycles

PILOT REPORTS ALL BACK LIGHTING ON RIGHT HAND SIDE OF COCKPIT WILL NOT TURN ON. UPON FURTHER INSPECTION FOUND PILOTS SIDE PRINTED CIRCUIT BOARD WAS INOPERABLE. REPLACED PILOTS SIDE PRINTED CIRCUIT BOARD. OPERATIONS CHECKED GOOD AIRCRAFT OK FOR RETURN TO SERVICE.

Part: CONNECTOR — WORN (BLEED LOOP) · airframe 1,759 hrs · 1,063 cycles

PILOT REPORTS BLEED LOOP FAULT. UPON FURTHER INSPECTION SENT MDC DOWNLOAD OFF TO BOMBARDIER, WAS INFORMED TO LOOK AT BLEED LOOP MT118 AND FOUND HIGH CONTINUITY BETWEEN CONNECTOR AND JUNCTION. REMOVED AND REPLACED CONNECTOR INSULATOR, AFTER INSULATOR WAS REPLACED CONNECTOR CONTINUITY OPERATIONS CHECKED GOOD AND AIRCRAFT WAS OK FOR RETURN TO SERVICE.

Part: LINK — LACK OF LUBE (FUEL TRANSFER) · airframe 4,558 hrs · 3,072 cycles

PILOT REPORTS FUEL TRANSFER HANDLE HARD TO PULL INTO TRANSFER MODE. UPON FURTHER INSPECTION FOUND FUEL TRANSFER LINKAGES IN BELLY WERE HARD TO MOVE DUE TO LACK OF LUBRICATION. CLEANED AND LUBRICATED ALL LINKAGES IN BELLY PANEL, ONCE COMPLETED FUEL TRANSFER HANDLE OPERATED PROPERLY. AIRCRAFT OPERATIONS CHECKED GOOD AND OK FOR RETURN TO SERVICE.

Part: ROD END BEARING — DRY (ZONE 200) · airframe 403 hrs · 630 cycles

PILOT REPORTS PROPELLER CONTROLS DIFFICULT TO MOVE INTO BETA. UPON FURTHER INSPECTION FOUND ENGINE CONTROL RODS NEEDED TO BE CLEANED AND LUBRICATED. ONCE LUBRICATED AIRCRAFT ENGINE RUNS PERFORMED AND NO DEFECTS WERE NOTED. AIRCRAFT OK FOR RETURN TO SERVICE.

Part: PULLEY — FAILED (ENGINE) · airframe 386 hrs · 609 cycles

PIC REPORTED ALTERNATOR FAIL MESSAGE APPEARED. PIC MADE UNSCHEDULED LANDING IN HORSESHOE BAY WITHOUT INCIDENT. FOUND ALTERNATOR BELT NO LONGER RIDING ON PULLEY ASSY, DUE TO A BEARING FAILURE LOCATED ON THE PULLEY ASSY. REMOVED AND REPLACED PULLEY ASSY. UPON FURHTER REVIEW OF THE AIRCRAFT THERE WAS NO FURTHER DAMAGE CAUSED BY THE FAILURE. NO INJURIES REPORTED BY CREW.

Part: PRESSURE SWITCH — DEFECTIVE (HYDRAULIC SYS) · airframe 10,909 hrs · 8,983 cycles

PIC REPORTS LANDING GEAR TAKES 90 SECONDS TO RETRACT. AFTER OPERATIONAL CHECKS CAME TO FIND INOP. PRESSURE SWITCH CAUSING DELAY IN LANDING GEAR RETRACTION. AFTER FURTHER INVESTIGATION THERE WAS NO DAMAGE TO AIRCRAFT, OR INJURY TO CREW OR PAX.

Part: BRACKET — FAILED (ENGINE EXHAUST) · airframe 357 hrs · 567 cycles

PIC REPORTS SLIGHT VIBRATION FELT ON LANDING IN COLLEGE STATION. ONCE AIRCRAFT WAS SHUT DOWN PILOT REPORTS EXHAUST DUCT BRACKET HAD CRACKED. NO FURTHER DAMAGE CAUSED TO AIRCRAFT OR CREW.

Part: LANDING GEAR — MALFUNCTIONED · airframe 5,449 hrs · 4,026 cycles

AIRCRAFT COMPLETED ROTATION AND AFTER APPROXIMATELY 3-4 SECONDS GEAR SELECTED UP BUT GEAR DID NOT CYCLE. CREW CHECKED GEAR INDICATION ALL GREEN CIRCLED PATTERN AND PREFORMED NORMAL LANDING . INSPECTED GEAR AND CONSULTED TECH OPS TEXTRON AVIATION . DEPARTED 2ND ATTEMPT NO ISSUES.AIRCRAFT OPERATES NORMAL AT THIS TIME.

Part: TRANSCEIVER — FAILED (RADIO ALTIMETER) · airframe 4,582 hrs · 4,225 cycles

PILOT REPORTS RAD ALT FAIL ANNUNCIATOR APPEARS WHEN AIRCRAFT POWER APPLIED. UPON FURTHER INVESTIGATION FOUND RADIO ALTIMETER TRANSCIEVER/RECIEVER INOP. NO DMAAGE CAUSED TO AIRCRAFT, CREW OR PAX.

Part: BRUSHES — WORN (LT ALTERNATOR) · airframe 4,568 hrs · 4,214 cycles

PIC REPORTS NO.1 ALTERNATOR FAIL CASS MESASAGE APPEARED ON LANDING INTO KAUS. AIRCRAFT LANDED WITH NO INCIDENT OR DAMAGE. UPON FURTHER INSPECTION FOUND NO. 1 ALTERNATOR BRUSHES WORN CAUSING FAILURE.

Part: BLEED VALVE — SEIZED (APU) · airframe 1,605 hrs · 945 cycles

PIC REPORTS APU FAILS TO START. UPON FURTHER INSPECTION FOUND BLEED AIR VALVE SEIZED IN CLOSED POSITION. NO FURTHER DAMAGE CAUSED TO AIRCRAFT, CREW OR PAX.

Part: BRUSHES — WORN (LT ALTERNATOR) · airframe 4,341 hrs · 2,928 cycles

PIC REPORTS NO. 1 ALTERNATOR FAIL WARNING INDICATION SHOWN. AFTER FURTHER INSPECTION FOUND NO. 1 ALTERNATOR BRUSHES WORN. NO DAMAGE TO AIRCRAFT, CREW OR PAX CAUSED.

Part: DCU — FAILED (THRUST REVERSER) · airframe 1,600 hrs · 940 cycles

PIC REPOPRTS THRUST REVERSER WOULD NOT STOW. CONTACTED BOMBARDIER MRT FOR OSR. DIRECTIONAL CONTROL UNIT CAUSING INTERMITTENT FAILURE. BOMBARDIER PERFORMEDD SIL AS907-6 AND RESTOWED AFTER REPLACEMENT OF DCU FOR RTS. UPON FURTHER INSPECTION NO DAMAGE WAS CAUSED TO AIRCRAFT AND NO INJURIES TO CREW OR PAX.

Part: CONTROL UNIT — INTERMITTENT (TE FLAP) · airframe 4,548 hrs · 4,194 cycles

PIC REPORTS "FLAP FAULT" AND "FLAP FAIL" INDICATIONS SHOWN. TROUBLE SHOT AND FOUND FLAP CONTROL UNIT INTERMITTENTLY INOP. CAUSING MISCOMPARE IN FLAP POSITION. NO DAMAGE CAUSED TO AIRCRAFT AND NO INJURY TO CREW OR PASSENGERS.

Part: PUMP — FAILED (HYDRAULIC SYS) · airframe 3,979 hrs · 3,898 cycles

PIC REPORTS AUXILARY HYDRAULIC PUMP BREAKER INTERMITTENTLY POPPING. AFTER FURTHER TROUBLE SHOOTING FOUND ISSUE TO BE INTERNAL TO HYDRAULIC PUMP MOTOR. NO FURTHER DAMAGE CAUSED AND PILOT REPORTS NO INJUIRES TO CREW OR PAX.

Part: BLADE — FRACTURED (ENGINE) · airframe 2,324 hrs · 1,523 cycles

ENGINE WAS REMOVED DUE TO HIGH 1E LP VIBRATIONS. DISASSEMBLY OF THE ENGINE CONFIRMED A MISSING 3RD STAGE IP COMPRESSOR BLADE.

Part: ACTUATOR — FAULTED (MLG) · airframe 3,633 hrs · 3,560 cycles

AFTER NORMAL TAKEOFF AT POSITIVE RATE OF CLIMB, ON GEAR RETRACTION THE LT GEAR TRANSITION LIGHT REMAINED ON WITH HANDLE IN UP POSITION. SELECTED GEAR DOWN, FOLLOWED GEAR DOWN CHECKLIST WITH ALL GOOD INDICATION WITH HANDLE IN DOWN POSITION. MAINTAINED 4000 FT FOR APPROXIMATELY 45 MINUTES TO BURN FUEL FOR A LANDING CONFIGURATION.LANDED AND RETURNED TO RAMP .

Part: ENGINE — OVERHEATED (LEFT) · airframe 2,658 hrs · 2,044 cycles

DURING CLIMB, THE LT ITT JUMPED INTO THE RED ON THE INDICATOR. PILOT IMMEDIATELY REDUCED POWER AND DIVERTED. ON INITIAL EXAMINATION FOUND PAINT ON LT STUB WING AND SURROUNDING AREA INDICATING HEAT DAMAGE. ALSO OBSERVED PYLON SKINS WARPED AND RIPPLED.

Part: PRECOOLER — FAILED (ZONE 400) · airframe 1,818 hrs · 1,685 cycles

PRECOOLER FAILED CAUSING BLEED LEAK THAT CAUSED ITT TO EXCEED LIMITS ON TAKEOFF ROLL. DURING THE ROLL THE CO-PILOT NOTED SMOKE IN COCKPIT AND CALLED FOR ABORT. ABORT WAS SUCCESSFUL. ACFT TAXIED BACK FOR EVALUATION AND REPAIRS.

Part: LANDING GEAR — MALFUNCTIONED · airframe 2,843 hrs · 2,963 cycles

AFTER A NORMAL TAKEOFF THE PILOT SELECTED GEAR UP AND HEARD A BANG WHEN THE GEAR RETRACTED. THE GEAR WAS LOWERED AND 2 FLYBYS WERE DONE TO VERIFY GEAR POSITION. IT WAS REPORTED THAT THE NOSE TIRE WAS AT ABOUT A 30 DEGREE LT FACING POSITION. AFTER FOLLOWING THE PROCEDURES IN THE FLIGHT MANUAL, THE PILOT MADE A SUCCESSFUL LANDING WITHOUT INCIDENT. INITIAL REVIEW OF THE ACFT, NO DAMAGE WAS FOUND ON ANY PART OF THE ACFT, AND NO INJURIES WERE REPORTED BY CREW OR PASSENGERS. AT THIS POINT IT LOOKS LIKE THE NOSE STRUT LOST PRESSURE SOMETIME.

Part: RESISTOR — BURNED (ENGINE BAY) · airframe 856 hrs

FOUND EMERGENCY LIGHTS ON BUT SWITCHES WERE OFF. PULLED CIRCUIT BREAKERS, LIGHT WENT OUT. SEVERAL HOURS LATER, ON PREFLIGHT, DISCOVERED BLACK SOOT COMING OUT OF ENGINE COWLING. DISCOVER WHAT APPEARS TO BE AN ELECTRICAL FIRE HAD OCCURRED. APPEARS THAT A RESISTOR SHORTED OUT AGAINST THE BATTERY RELAY, AND MELTED PLASTIC COVER AND CREATED A BURNED ASH OVER THE RELAY BOX AND SURROUNDING AREAS. NO STRUCTURAL DAMAGE TO ENGINE MOUNT OR FIREWALL/PRESSURE BULKHEAD HAS BEEN NOTED.

Part: DOWNLOCK SWITCH — FAILED (MLG) · airframe 7,443 hrs · 2,925 cycles

LOWERED LANDING GEAR AND RECEIVED A NOSE WHEEL STEERING FAIL MESSAGE. PERFORMED A GO AROUND AND WENT OVER CHECKLIST. LANDED, ENGAGED NOSE WHEEL STEERING, CAUTION LIGHT WENT OUT AND HAD NOSE WHEEL STEERING. TAXIED AIRCRAFT TO FBO WITHOUT INCIDENT. FOUND DOWNLOCK SWITCH FAILED.

Part: UNKNOWN — ODOR (CABIN) · airframe 10,337 hrs

CRUISING AT FL400 FOR APPROX 1 HR 45 MIN WITH NO INDICATION AT ANYTIME, SUSPECTED LIGHT EMERGENCY BLEED AIR ACTIVATED, SUSPECTED LIGHT DUE TO THE INCREASE IN THE CABIN TEMP. WITH A DISTINCT HOT ODOR FILLING UP IN THE ACFT CABIN, THE FLIGHT CREW DESCENDED TO FL100, BEGAN CHECK LIST PROCEDURES TO CYCLE THE PRESSURIZATION SWITCH TO MANUAL MODE AND THEN BACK TO AUTO. BLEED VALVE APPEARED TO RESET, CABIN TEMP STABILIZED. FLIGHT CREW SLOWING ASCENDED TO FL240, CABIN TEMP WAS STABILE. FLIGHT CREW DECIDED TO ERROR ON THE SIDE OF CAUTION AND LAND TO HAVE FURTHER MX PERFORMED ON THE ACFT. THE TECH CONDUCTED A GROUND ENGINE RUN AND PRESSURIZED THE ACFT. PERFORMED AN EMERGENCY PRESSURIZATION CHECK OF THE SYS, SEVERAL CYCLES THROUGH. NO FAULTS FOUND, SYS FUNCTION NORMAL. FLIGHT CREW THEN CONTINUED ON TO THEIR FINAL DESTINATION WITH NO FAULT NOTED.