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20240223002109I

Incident · No damage
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FAA incident report · Learjet 45 · Youngstown, OH · February 23, 2024

FAA Aviation Safety Information Portal

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Date
February 23, 2024 · 16:40 local
Place
Youngstown, OH
Phase of flight
Cruise/Level Flight
Operating rules
General operating rules (Part 91)
Damage
No damage
Aircraft
N1904S
Reported as
Learjet 45
Reported engine
Alliedsign TFE731-60
People aboard
2
Fatal injuries
0
Other injuries
0
Pilot’s certificate
Airline transport
Pilot’s flight hours
6,100 total
N1904SRegistered now · Learjet 45S/N 053 · Built 1999Airframe modelLearjet 45Engine modelAlliedsign TFE731-60Turbo-fan

From the FAA’s Accident/Incident Data System (AIDS), through its Aviation Safety Information Portal, as reported. The NTSB investigates accidents separately, and its record of an accident is the fuller one. The aircraft is matched to the registry by N-number and event date, checked against the reported make and model; the registry’s history has gaps, so older matches can be wrong. Compare the reported make and model.

What happened

The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.

On feb. 23, around 2:50 EST, aircraft departed cxo. Crew stated preflight was unremarkable and hydraulic lights on the external panel showed normal. About 15 minutes in to the flight crew noted a white cas message “main hyd qty lo” qhr advised “main hydraulic quantity is low.”

Around 1.5 hours in to the flight, crew started to get an intermittent white cas message of “l/r hyd pump low”. That eventually became steady. Qhr advised “monitor main hydraulic pressure”. Crew did that and noted only small fluctuations of about 10 pounds. Then, that progressed to amber cas message of “main hyd press”. The qhr advised to monitor pressure and if low, descend to 35,000 and refer to main hydraulic system failure landing. Crew did that.

In this condition, crew made the judgement that it would be good to have fire and rescue standing by in the event of unforeseen conditions and risk.

The emergency brake did work, crew stated that they stopped using it about 4000 foot of the 9000 available. Once stopped, crew requested to be towed off the runway, because there was no way to know if further emergency braking would be available for taxi.

As the FAA filed it

ON FEB. 23, AROUND 2:50 EST, AIRCRAFT DEPARTED CXO. CREW STATED PREFLIGHT WAS UNREMARKABLE AND HYDRAULIC LIGHTS ON THE EXTERNAL PANEL SHOWED NORMAL. ABOUT 15 MINUTES IN TO THE FLIGHT CREW NOTED A WHITE CAS MESSAGE “MAIN HYD QTY LO” QHR ADVISED “MAIN HYDRAULIC QUANTITY IS LOW.”

AROUND 1.5 HOURS IN TO THE FLIGHT, CREW STARTED TO GET AN INTERMITTENT WHITE CAS MESSAGE OF “L/R HYD PUMP LOW”. THAT EVENTUALLY BECAME STEADY. QHR ADVISED “MONITOR MAIN HYDRAULIC PRESSURE”. CREW DID THAT AND NOTED ONLY SMALL FLUCTUATIONS OF ABOUT 10 POUNDS. THEN, THAT PROGRESSED TO AMBER CAS MESSAGE OF “MAIN HYD PRESS”. THE QHR ADVISED TO MONITOR PRESSURE AND IF LOW, DESCEND TO 35,000 AND REFER TO MAIN HYDRAULIC SYSTEM FAILURE LANDING. CREW DID THAT.

IN THIS CONDITION, CREW MADE THE JUDGEMENT THAT IT WOULD BE GOOD TO HAVE FIRE AND RESCUE STANDING BY IN THE EVENT OF UNFORESEEN CONDITIONS AND RISK.

THE EMERGENCY BRAKE DID WORK, CREW STATED THAT THEY STOPPED USING IT ABOUT 4000 FOOT OF THE 9000 AVAILABLE. ONCE STOPPED, CREW REQUESTED TO BE TOWED OFF THE RUNWAY, BECAUSE THERE WAS NO WAY TO KNOW IF FURTHER EMERGENCY BRAKING WOULD BE AVAILABLE FOR TAXI.