N211QS

Part: BRAKE — DRAGGING (ZONE 700) · airframe 7,928 hrs · 4,425 cycles

MLG BRAKE PRESSURE: EXITING THE RUNWAY ON LANDING ROLL BRAKES FELT LIKE THEY WERE DRAGGING. POWER HAD TO BE BROUGHT UP TO 54%N1 IN ORDER TO GET THE AIRCRAFT MOVING ONCE WE CAME TO A COMPLETE STOP. ONCE ON THE TAXIWAY BRAKES FELT LIKE THEY WERE DRAGGING AND STUCK. WE SHUTDOWN AND GOT TOWED IN. GETTING TOWED IN THE BRAKES FELT STUCK FOR THE FIRST 3-5 TIRE ROTATIONS. CORRECTIVE ACTION; PERFORMED BLEEDING OF THE #2 HYDRAULIC SYSTEM IN REF TO CL-650 AMM 29-10-00 AND FOUND SOME BUBBLES IN THE SYSTEM WHEN PERFORMING THE BLEEDS. SERVICED THE SYSTEM BACK TO NORMAL PRESSURE AND FOUND NO MORE DEFECTS IN THE BRAKE OR HYDRAULIC SYSTEMS. PERFORMED TAXI CHECK. NO DISCREPANCIES FOUND DURING TAXI CHECK. BRAKE SYSTEM OPERATIONAL CHECKS GOOD. VERIFIED BRAKE PRESSURE MATCHED EVENLY WHEN BRAKES ARE APPLIED AND PRESSURE DISSIPATES EVENTLY WHEN BRAKES ARE RELEASE3D. ALL WORK COMPLIED WITH IN REFERENCE TO CL-650 AMM 32-43-00 WITH NO DEFECTS NOTED.

Part: ACTUATOR — INOPERATIVE (ZONE 800) · airframe 7,860 hrs · 4,389 cycles

MAIN CABIN DOOR BRAKING FUNCTION IS INOPERATIVE. DOOR FALLS OPEN VERY QUICKLY WITH ALL ITS WEIGHT. GAINED ACCESS TO DOOR. REMOVED FAILED DOOR ACTUATOR PN:604-31940-3 SN:0219. INSTALLED REPAIRED DOOR ACTUATOR PN:604-31940-3 SN:0192. WORK DONE IN REF TO CL650 MM 52-11-01. CYCLED THE DOOR SEVERAL TIMES. DOOR OPS CHECKS GOOD. WORK DONE IN REF TO CL 650 AMM 52-11-00

Part: CABLE — OUT OF ADJUST (ZONE 800) · airframe 7,550 hrs · 4,205 cycles

MAIN DOOR: MAIN CABIN DOOR HAS LITTLE TO NO RESISTANCE WHEN OPENING. ALMOST FEELS LIKE ITS FREE FALLING OPEN. CORRECTIVE ACTION: GAINED ACCESS TO THE MED. ADJUSTED CABLE ADJUSTER BOLTS TO THE PROPER RESISTANCE. OPS CHECK GOOD. IAW CL-650 AMM 52-10-31.

Part: PROXIMITY SENSOR — FAULTED (MLG) · airframe 7,516 hrs · 4,182 cycles

WHILE ON FINAL APPROACH WITH THE FLAPS IN THE 30 POSTION WE SELECTED GEAR DOWN AND NOTHING HAPPENED. SHORTLY AFTER THAT WE GOT A RED CAS GEAR DISAGREE FOLLOWED BY NOSE DOOR CAS MESSAGE. WE INITIATED A GO AROUND. WE WENT TO THE GEAR DISAGREE CHECKLIST IN THE QRH AND BEFORE WE COULD INITIATE ANYTHING ON THE CHECKLIST THE GEAR STARTED TO COME DOWN ON ITS OWN. WE GOT THREE GREEN AND WENT IN AND LANDED WITHOUT ANY MORE ABNORMALITIES. REMOVED AND REPLACED PSEU ASSEMBLY IAW CHALLENGER 650 AMM 32-61-01. JACKED UP THE AIRCRAFT. PERFORMED OPS CHECK WHICH INCLUDED PERFORMING MULTIPLE GEAR SWINGS WITH SATISFACTORY RESULTS AND NO CAS MESSAGES. NO OTHER DEFECTS NOTED.

Part: NONE — NONE (NONE) · airframe 7,474 hrs · 4,161 cycles

ONE OF THE INTERIOR EMERGENCY EXIT LIGHTS UNDER THE DIVAN IS INOPERATIVE. OPS TESTED EMER LIGHTS AND FUNCTION NORMALLY CYCLED POWER MULTIPLE TIMES AND EVERY TIME THE FUNCTION NORMALLY. WORK DONE IAW CL 350 AMM TASK 33-51-00-710-801 REV 32.

Part: BRAKE ASSY — DRAGGING (LEFT) · airframe 7,366 hrs · 4,086 cycles

UPON LANDING HAD TO USE A LITTLE RIGHT RUDDER TO MAINTAIN CENTERLINE DURING TAXI IN. RIGHT TILLER WITH A LITTLE MORE POWER THAN NORMAL TO TAXI ON TO FBO RAMP LEFT CAPTAIN BRAKE PEDAL FELT STRANGE DURING WALK AROUND NOTICE VERY SMALL AMOUNT OF SMOKE COMING FROM LEFT BRAKE AREA USED HAD TO CONFIRM HEAT AND SMELL OF SOMETHING BURNING NEAR LEFT BRAKE AREA RIGHT SIDE BRAKE AREA COLD AND NO DEFECTS NOTED REPEAT WRITE UP. REPLACED THE LH MLG #2 BRAKE WITH AN OVERHAULED ASSY. INSTALLED WITH NEW HARDWARE IAW CL650 AMM TASK 32-43-19-400-801. BLED THE BRAKE SYSTEM I.A.W CL650 AMM

Part: RELAY — DEFECTIVE (ZONE 100) · airframe 7,266 hrs · 4,040 cycles

STAB TRIM: ON APPROACH, AMBER MACH TRIM AND STAB TRIM LIGHT CAME ON (EICAS). THERE WAS A THUMP AND AN AIRCRAFT PITCH CHANGE BUT THE AUTOPILOT REMAINED ON. WE TURNED OFF THE AUTOPILOT AND THERE WAS A HEAVY NOSE DOWN PITCH. DURING LANDING I ASSISTED THE SIC WITH THE LANDING BY HOLDING BACK PRESSURE FOR HIM. THE LIGHTS REMAINED ON AFTER LANDING REMOVED J14 RELAY (1K2CA 1K3CA AND 1K4CA AND INSTALLED NEW J14 RELAY (1K2CA 1K3CA AND 1K4CA P/N M8353418-022M AND M83536 10-024M REF AMM 20-01-14-400-801 OPS CHECK GOOD NO DEFECTS NOTED

Part: HANDLE — BINDING (PAX DOOR) · airframe 6,368 hrs · 3,550 cycles

WHEN ATTEMPTING TO OPEN MAIN DOOR FROM OUTSIDE & PRESSING RELEASE BUTTON ON MAIN DOOR OPERATING HANDLE, HANDLE DOES NOT POP OUT. VERIFIED THE T-HANDLE WAS INCONSISTENT WHEN YOU WOULD PUSH THE RELEASE BUTTON, THE T-HANDLE WAS STICKING & NOT FULLY RELEASING. REMOVED DOOR STEPS & PERFORMED A GVI OF INTERNAL MECHANICS OF T-HANDLE & FOUND LUBE TO BE VERY DRY, TUBED INTERNAL MECHANICS OF T-HANDLE ONLY & REINSTALLED DOOR STEPS IAW MM 52-11-400-801. PERFORMED & OPS CHECK OF T-HANDLE IAW MM 52-11-07-710-801. OPS CHECKED GOOD. T-HANDLE RELEASE IS WORKING AS REQUIRED,

Part: NONE — NONE · airframe 5,398 hrs · 3,002 cycles

PASSENGER / CREW DOORS: ACFT MAIN CABIN DOOR CLOSED NORMALLY USING THE DOOR MOTOR SWITCH BEFORE DEPARTURE. UPON OPENING THE DOOR AFTER LANDING THE DOOR WANTS TO FREE FALL OPEN. WE WERE ABLE TO GRAB THE DOOR HANDLE TO PREVENT IT FROM IMPACKING THE GROUND.// SIGNOFF// OPENED AND CLOSED MAIN CABIN DOOR SEVERAL TIMES AND IT CHECKED NORMAL EVERY TIME. PER CL650 MM 52-11-00 YOU MUST LOWER THE DOOR SLOWLY WHILE YOU HOLD IT WITH THE HAND RAILSUNTIL IT IS COMPLETLY OPEN. IF YOU DO NOT DO THIS, THE DOOR CAN HIT THE GROUND. THIS CAN CAUSE DAMAGE TO THE EQUIPMENT. NO FURTHER MAINTENANCE REQUIRED.

Part: STOP FITTING — BROKEN (MAIN DOOR) · airframe 5,231 hrs · 2,909 cycles

MAIN CABIN UPPER DOOR STOPS ARE BOTH BROKEN. REMOVED AND REPLACED THE PASSENGER DOOR UPPER, FWD AND AFT DOOR STOPS DUE TO BROKEN STOPS, COMPLETED THE DOOR STOP RIGGING, ALL WORK WAS PERFORMED IAW CL-650 AMM 52-11-00-820-801. OPERATIONAL CHECK IS GOOD AT THIS TIME. NO OTHER DEFECTS NOTED. RII COMPLIED WITH AS REQUIRED

Part: CONTROL PANEL — MALFUNCTIONED (RUDDER TRIM) · airframe 1,673 hrs · 971 cycles

RUDDER TRIM RUNAWAY. HAD TO USE RIGHT MANUAL RUDDER PEDAL INPUT FROM FROM 35,000 FEET UNTIL LANDING. TROUBLESHOT SYSTEM TO A DEFECTIVE AILERON/RUDDER TRIM CONTROL PANEL. REMOVED DEFECTIVE TRIM CONTROL PANEL AND INSTALLED A NEW TRIM CONTROL PANEL IAW AMM 27-12-04. OPS TESTED GOOD.

Part: BEARING — MISMANUFACTURED (FLAP ATTACH)

DURING AIRCRAFT INSPECTION, DETERMINED THE FLAP ATTACH BEARINGS WERE WORN. RETRIEVED TWO NEW BEARINGS FROM STOCK. INSPECTED NEW BEARINGS. ONE BEARING HAD COTTER KEY HOLE DRILLED TOO FAR DOWN ON THREADED PORTION OF SHANK TO ALLOW PROPER ATTACHMENT OF NUT. THE OTHER BEARING HAD TWO COTTER KEY HOLES DRILLED IN IT, PERPENDICULAR FROM EACH OTHER.

Part: BEARING — WORN (FLAP ATTACH)

DURING AIRCRAFT INSPECTION, DETERMINED THE FLAP ATTACH BEARINGS WERE WORN. RETRIEVED TWO NEW BEARINGS FROM STOCK. INSPECTED NEW BEARINGS. ONE BEARING HAD COTTER KEY HOLE DRILLED TOO FAR DOWN ON THREADED PORTION OF SHANK TO ALLOW PROPER ATTACHMENT OF NUT. THE OTHER BEARING HAD TWO COTTER KEY HOLES DRILLED IN IT, PERPENDICULAR FROM EACH OTHER.

Part: REGULATOR — DEFECTIVE (GYRO AIR)

DURING POST-INSPECTION RUN UP, NOTICED CO-PILOT'S ATTITUDE GYRO AIR PRESSURE LOW AND GYRO UNSTABLE. FOUND FIRST STAGE AIR PRESSURE REGULATOR LOWER THAN NORMAL AND UNADJUSTABLE. REPLACED REGULATOR. FOUND CORROSION, DIRT, AND WATER INSIDE REGULATOR. AIR FILTER AND WATER SEPARATOR NOT REMOVING WATER.

Part: MASK — TORN (CABIN)

DURING PHASE 1 INSPECTION, FOUND 3 CABIN OXYGEN MASKS WITH TORN FACE MASK. WHERE THE RUBBER FACE MASK MEETS THE PLASTIC NOSE PIECE, APPEARS TO BE A WEAK AREA PRONE TO TEARING. SUBMITTER STATED THIS CONDITION IS COMMON ON THIS TYPE OF MASK.