Date: 201808
Local time of day: 0601-1200
Location: ZZZZ.ARTCC, FO
Flight conditions: VMC
Light: Daylight
Aircraft: Global 6000 (Bombardier)
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Aircraft component: Pneumatic Ducting
Component problem: Failed
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Upon completions of the after start checklist on the ground at departure airport; both L and R Bleed Fault cyan CAS messages illuminated. Followed the checklist. Also checked the Go / No Go in QRC. There was MEL relief on the issue and referred to MEL to determine that we were safe to proceed. The R Bleed Fault message was also cycling on and off intermittently. Both of us had seen these anomalies in the past and most self-corrected. We verified positions of all bleed valves prior to flight. We continued with a normal takeoff. After takeoff the wing anti ice was moved to its auto position along with cowl anti ice. Got a Amber Trim Air Fault CAS message. Followed the checklist. After cycling Trim Air switch per checklist we determined that it was something to do with anti-ice bleed air. So we turned Wing Anti Ice switch to off position. That switch remained in off position. Message cleared but now a Cyan Wing Anti Ice Fault message appeared and remained on throughout the flight. We followed guidance in [the checklist] and determined it safe to proceed to destination. We carefully monitored all Trim Air and bleed air information systems pages throughout the flight. Pressurization and cabin temperature was all normal with no problems. We had many hours in cruise flight prior to [international] crossing to see if any problem materialized again. No other malfunctions occurred until descent from 45;000 ft. Almost immediately after descent/ power reduction; Cyan Trim Air Fault; followed by Amber Trim Air Fail message. Followed checklist. Soon after accomplishment of that checklist; an Amber Left Bleed Air Leak CAS message appeared. Followed checklist guidance and in this case required us to shut down the left engine. We did so 90 miles from destination. We continued to the destination. Upon approach to the airport a R Bleed Leak message appeared. Shutting down that engine was not an option. Landed uneventfully and taxied under single engine to parking stand. We did power down all systems and did a reset. All CAS messages cleared and all data values returned to normal. We did NOT attempt to restart either engine. There was however key highlights which I mistakenly did not verify met specific criteria in this case. We have all in this program become 'used to' seeing messages come and go and 'fix themselves' given time or airplane power down resets. This airplane is after all a big computer. Under that thought; it was not my intent to downplay safety; especially in this case to press on carelessly. We had determined that after reviewing all the information in front of us that it was safe to continue to the destination.


Second narrative: I should not have assumed the Captain had performed all necessary MEL's and checked the procedures and paperwork myself; as one fault is a go item but not two combined.


Synopsis: Global 6000 flight crew reported an inflight shutdown on a International flight due to a bleed air leak.