N308QS

Part: G SWITCH — TRIPPED (ZONE 200) · airframe 5,367 hrs · 3,168 cycles

UPON SHUTDOWN EMER LIGHTS WOULD NOT EXTINGUISH. RESET PILOT/CP 5G SWITCH AND ATTEMPTED POWER CYCLE RESET WITH NEGATIVE RESULT. CORRECTIVE ACTION: CONFIRMED THE ISSUE AND WORKED THROUGH T/S WITH MCC. AND DETERMINED THAT A G·SWITCH HAS BEEN ACTIVATED, FOUND THE AFT RH BATTERY TO HAVE A BROKEN G-SWITCH. PARTS HAVE BEEN ORDERED AND ARE DUE AT 0930 LOCAL. DONE IAW CE-700 AMM CHAPTER 33-50-10 NJB S/28/2025 RECEIVED THE NEW SWITCH DID NOT COME. WITH WIRE PINS AND WE DROVE TO DUNCAN AVIATION AND THEY WERE ABLE TO PROVIDE THE CORRECT PINS FOR THE SWITCH. REMOVED APT RH EMERGENCY BATTERY G SWITCH PN 7607-2-00 SN NA AND INSTALLED A NEW SWITCH SAME PN NO SN. STARTED THE NJ TC NO. TC-FLT-33-1001 EMER LIGHTING POWER SUPPLY.BATTERY EXCERSISE PROCEDURE AT 1100L..REF FOR SWITCH R&R MODEL 700 MAINTENANCE MANUAL (REV 14) 33-50-10 AFTER PERFORMING THE TC NO TC,FLT-33-I00I EMER LIGHTING POWER SUPPLY BATTERY EXCERSISE PROCEDURE THE EMER LIGHTS WERE STILL ON. EMAIL TO MCC " BEGAN TROUBLESHOOTING FURTHER AND FOUND THAT DISCONNECTING THE CO PILOTS SIDE EMER BATTERY THE LIGHTS TURNED OFF. AFTER LOOKING FURTHER THE G SWITCH ON THE CO PILOT SIDE RESET PLUNGER FELL OUT OF THE G SWITCH, I FOUND THE PLUNGER UNDER THE FLOOR COVERING AND I WAS ABLE TO INSERT THE PLUNGER INTO THE G SWITCH. WHEN THE PLUNGER WAS INSERTED INTO THE SWITCH THE LIGHTS THEN TURNED OUT HOWEVER, THE PLUNGER WILL NOT STAY IN THE RESET POSITION SO WHEN THE PLUNGER POPS OUT AGAIN THE LIGHTS TUM BACK ON. WE CAN REMOVE THE CO PILOT SEAT AND TRY TO PIN IN THE OLD G SWITCH THAT WAS FOUND BROKEN LAST NIGHT AND USE THE PLUNGER OFF THE COPILOTS G SWITCH TO SEE IF OUR CO PILOTS G SWITCH IS BAD. WE DID ALSO INSTALL A NEW BATTERY ON THE CO PILOTS SIDE AND THE RESULTS WERE THE SAME. PLEASE ADVISE IF WE CAN GO FORWARD WITH THIS· TROUBLESHOOTING OR IF YOU HAVE DIFFERENT RECOMMENDATION" MCC HAS APPROVED~ REMOVING THE COPILOT SEAT AND CONTINUE TROUBLESHOOTING. REMOVED CO-PILOT SEAT AND ACCESSED THE RH FWD EMER BATTERY. CHECKED CONTINUITY ON_ THE .G SWITCH AND THE CHECKS PASSED. WAS ABLE TO RESET THE SWITCH WITH A TOOL AND THE SWITCH RESET PROPERLY AND THE LIGHTS TURNED OUT AS THEY SHOULD. THE .G SWITCH WILL NOT RESET DUE TO THE BROKEN PLUNGER COVER. MCC WRILL BE ORDERING A NEW CO PILOT G SWITCH FOR THE RH FWD EMER BATTERY. IR 5/28/2025 REMOVED·CO-PILOTS G SWITCH PN 7607-2-000 AND INSTALLED A NEW G SWRTCH SAME PN. NO SERIAL NUMBERS ON EITHER SWITCH. NO FURTHER DEFECTS NOTED AND CHECKS ARE GOOD. REF FOR SWITCH R&R MODEL 700 MAINTENANCE MANUAL (REV 14) 33-50-10 REINSTALLED CO PILOT SEAT. MODEL 700 MAINTENANCE MANUAL (REV 14) 25~10·10 (REV 11)( PILOT SEAT R&R)

Part: ACTUATOR — TIGHT (NLG) · airframe 14,066 hrs · 9,492 cycles

DURING CLIMBOUT PASSING 32000 WE GOT A VERY NOTICABLE THUD IN THE COCKPIT FLOOR, A "BUMP IN THE NIGHT". IT COULD BE FELT AND HEARD. IT HAPPENED 3 MORE TIMES AND WERE LESS INTENSE. THE LAST ONE OCCURRED AT CRUISE AT 40000. THERE WERE NO ABNORMAL COCKPIT INDICATIONS AND THE BUMP SEEMED MORE NOTICABLE FROM THE RT SEAT. ON POSTFLIGHT THE LT NOSE GEAR DOOR SEEMED TO HAVE MORE PLAY THAN NORMAL. EVERYTHING ELSE SEEMED NORMAL. ADJUSTED LT ULOCK SWITCH IAW AMM 32-60-00. SLOW CYCLED GEAR WITH NLG DOORS DISCONNECTED, & NOTED THAT NLG ACTUATOR DOOR IS TOO TIGHT, CAUSING TENSION ON GEAR PRIOR TO UPLOCK ENGAGEMENT. ADJUSTED ACTUATOR DOOR IAW AMM 52-80-20 AND REATTACHED NOSE GEAR DOORS. TIGHTENED THE LT NOSE DOOR UPPER RETRACT LINK CLEVIS BOLT IAW AMM 52- 80-20. GEAR OPS CHECKS GOOD IAW AMM 32-00-00.

Part: BATTERY — DEFECTIVE (ZONE 100) · airframe 13,906 hrs · 9,374 cycles

BATTERY O'TEMP L RED CAS: AT APPROXIMATELY 4000 FEET ON CLIMB OUT RED MASTER, WARNING, LIGHT, ORAL ALERT, AND BATTERY OVER TEMP LEFT CAS MESSAGE ILLUMINATED. ACCOMPLISHED QRC CHECKLIST. LEFT BATTERY APPEARED TO BE APPROXIMATELY AT 50°C AND RIGHT AT 35°C ONCE THE CHECKLIST WERE COMPLETED AND WE HAD A CHANCE TO LOOK THINGS OVER. CORRECTIVE ACTION; REPLACED LH MAIN BATTERY OPS CKD GOOD REF CE680 AMM 24-31-00.

Part: DOOR — CORRODED (ZONE 800) · airframe 13,829 hrs · 9,319 cycles

BLENDED MULTIPLE AREAS OF CORROSION ON THE EMERGENCY EXIT DOOR P/N 6911251-4, REMOVED CONTOUR RING FOR ACCESS AND BLENDED ADDITIONAL AREAS OF CORROSION PERFORMED NDT AND SENT DOOR OUT FOR REPAIRS. REINSTALLED REPAIRED DOOR P/N 6911251-4.

Part: SPAR — CORRODED (ZONE 500) · airframe 13,829 hrs · 9,319 cycles

MECHANICALLY REMOVED 3 AREAS OF CORROSION LOCATED IN LH MLG WHEEL WELL, AFT WING SPAR LOWER CLIP INBOARD OF BAY 730DL PERFORMED NDT AND REPORTED FOR REPAIR DISPOSITION. CLEANED, TREATED, AND PRIMED BLENDED AREAS PER TEXTRON REPAIR MEMO.

Part: SKIN — CORRODED (ZONE 600) · airframe 13,829 hrs · 9,319 cycles

MECHANICALLY BLENDED 3 AREAS OF CORROSION UNDER RH LOWER WING SKIN, AFT SIDE, INBD OF FLAP PERFORMED NDT, AND REPORTED FOR REPAIR DISPOSITION. CLEANED, TREATED, AND PRIMED BLENDED AREAS PER NETJETS REQUEST FOR TECHNICAL SERVICES REPORT.

Part: PRESSURE SWITCH — FAULTED (FUEL SYSTEM) · airframe 13,766 hrs · 9,268 cycles

FUEL PRESSURE LOW L AMBER CAS: AFTER TAKEOFF ABOUT 300 FT AGL WE RECEIVED THE FUEL PRESSURE LOW L CAS MESSAGE. RAN THE QRH MESSAGE DID NOT CLEAR. ON FINAL BACK INTO PWK THE MESSAGE CLEARED CORRECTIVE ACTION; REPLACED LH ENGINE FUEL PRESSURE SWITCH IAW CE 680 AMM 73-10-00. PERFORMED ENGINE RUN WITH NO DEFECTS NOTED.

Part: SPAR CAP — CORRODED (ZONE 600) · airframe 13,562 hrs · 9,113 cycles

CORROSION WAS FOUND ON THE 6922435-4 REAR SPAR CAP, LOWER FORWARD ANGLE-RH, NEAR RWS 41. ACCOMPLISHED FIELD REPAIR: FR-680-0116-1466 REV -, FIELD REPAIR-CORROSION, RH WING LOWER AFT SPAR CAP, RWS 39.4-43.2.THE DAMAGE WAS BLENDED OUT AND THE REMAINING THICKNESSES WERE MAPPED USING ULTRASOUND. THE MINIMUM REMAINING THICKNESS WAS REPORTED TO BE 0.253 IN. (NOMINAL IS 0.285).

Part: ATTACH FITTING — CORRODED (ZONE 300) · airframe 13,465 hrs · 9,044 cycles

FRETTING CORROSION ON AFT HORIZONTAL ATTACH FITTINGS, ON THE HORIZONTAL STAB AND VERTICAL STAB. TEXTRON ENGINEERING PER MINOR RECOMMENDED REPAIR MEMO DQ40986M1 DATED 9-8-2023 RESTORE PAINT PROTECTION AND APPLY CORROSION INHIBITING SOLID FILM LUBRICANT.

Part: FUSE — BLOWN (EMERGENCY LIGHTS) · airframe 13,452 hrs · 9,041 cycles

CABIN EMERGENCY LIGHTS INOP. EXIT SIGN OVER MAIN CABIN DOOR INOPERATIVE. EXIT SIGNS LT AND RT OF MAIN CABIN DOOR INOPERAITVE. EMERGENCY LIGHT OVER GALLEY INOPERATIVE. AFTER REPLACING #1 BATTERY PACK BLOWN FUSE AND PERFORMING FULL OPERATIONAL CHECK OF THE BATTERY PACKS, PAX SAFETY SWITCH ILLUMINATES ALL CABIN UGHTS ONES ALL BATTERY PACKS ARE CHARGED AND WORKING PROPERLY. WORK IAW AMM 33-50-00.

Part: APU — DEFECTIVE · airframe 13,451 hrs · 9,040 cycles

AFTER STARTING APU, AND AFTER TURNING BLEEDS ON CABIN, AND FLIGHT DECK STARTED TO FILL WITH A THICK HAZE FROM THE INTERIOR OUTLETS. APU REMOVED AND REPLACED IAW AMM 49-00-00

Part: POWER SUPPLY — BLOWN · airframe 13,441 hrs · 9,033 cycles

THE FORWARD EMERGENCY LIGHTS IN THE CABIN AT THE CABIN DOOR ARE INOP, AT LEAST THREE SIGNS ARE OUT. THESE INCLUDE THE EXIT SIGN IN THE OVERHEAD AND THE EXIT SIGNS AT KNEE LEVEL IN THE DOOR WAY.TROUBLESHOT AND FOUND THE FUSE BLOWN ON THE #1 POWER SUPPLY. ISOLATED AND MEGGED THE OUTPUT WIRING AND FOUND NO CURRENT SHORTS OR INSULATION ISSUES.

Part: BATTERY PACK — DEFECTIVE (EMERGENCY LIGHTS) · airframe 13,360 hrs · 8,990 cycles

WHEN THE PASSENGER SAFETY PUSH SWITCH WAS TURNED ON DURING DESCENT, NONE OF THE EMERGENCY LIGHTS ILLUMINATED. WITH THE EMERGENCY LIGHTS SWITCH IN THE ARM POSITION AND THE PAX SAFETY SWITCH ON, ALL EMERGENCY LIGHTS SHOULD ILLUMINATE. UPON FURTHER INVESTIGATION AFTER ARRIVAL, WHEN THE EMERGENCY LIGHTS SWITCH IS PLACED TO ON, ALL LIGHTS ILLUMINATE EXCEPT FOR THE EXIT SIGN OVER MAIN ENTRY DOOR, THE TWO EXIT SIGNS ON EITHER SIDE OF DOOR AND THE WORK TABLE LIGHT. REMOVED #1 EMERGENCY BATTERY PACK DUE TO FAILED AND INSTALLED CUSTOMER SUPPLIED REPAIRED EMERGENCY BATTERY PACK. PERFORMED CHARGING PROCEDURE AS REQUIRED. OPS CHECK GOOD. WORK DONE IAW CE-568 AMM 33-50-10. ORIG SUBMISSION DATE: 12/23/2022

Part: UNKNOWN — UNKNOWN · airframe 12,447 hrs · 8,399 cycles

CABIN EMERG LIGHT: CABIN EMERGENCY LIGHTS INOP. WOULD NOT COME ON DURING PREFLIGHT, LIGHTS WORK ON NORMAL BATTERY POWER. (PRE-FLIGHT) // SIGNOFF // COMPLIED WITH TC-FLT ·33-1001 ;CESSNA 680 / 680A / 700 / EMBRAER EMERGENCY LIGHTING POWER SUPPLY REV 0 DATED 15DEC2021. OPS CHECKS SATISFACTORY IAW CE-680 AMM 33-50-00.

Part: SPAR — CORRODED (LT WING) · airframe 11,702 hrs · 7,887 cycles

BENDED CORRODED ARE AROUND THE LH WING MIDDLE SPAR AFT SIDE AROUND THE BRAKE LINE BULKHEAD FITTING, PERFORMED ULTRASONIC THICKNESS INSPECTION AND REPORTED FOR REPAIR DISPOSITION. CLEANED AND TREATED BLENDED AREA, APPLIED PRIMER AND TOPCOAT IAW TEXTRON REPAIR DEFINITION.

Part: PCB — DEFECTIVE (WING ANTI-ICE) · airframe 11,516 hrs · 7,763 cycles

WING ANTI-ICE COLD L AMBER CAS: AT FL220 IN ICING CONDITIONS, WING ANTI-ICE COLD L&R AMBER MSG ILLUMINATED. DUE TO ATC CONDITIONS AND COMM ISSUES, WE DECLARED AN EMERGENCY TO GET AN IMMIDIATE CLIMB TO FL270 AND OUT OF ICING CONDITIONS. ONCE AT FL270, AND CLEAR OF ICING, THE MSG RESOLVED ITSELF AND SYSTEM APPEARED TO FUNCTION NORMALLY. // SIGH OFF // PERFORMED SVSTEM ODS CHECK SEVERAL TIMES. MONITORED TEMP SENSORS IN CMC WHILE PERFORMING OPS CHECKS. NO DEFECTS FOUND. SPOKE WITH MCC CONCERNING THE ISSUE. REMOVED AND REPLACED ANTI ICE PCBS NC111 AND NF211 WITH INSPECTED PCBS. INSTALLED INTERIOR ITEMS THAT WERE REMOVED FOR ACCESS. COMPLIED WITH ANTI ICE OPS CHECKS, OPS CHECKS GOOD AT THIS TIME. IAW CE680 MM 24-60-10, 30-10-10, 30-20-00

Part: SPAR CAP — CORRODED (VERTICAL STAB) · airframe 11,322 hrs · 7,649 cycles

VERTICAL STABILIZER AFT SPAR CAP DAMAGE (CORROSION). ENGINEERING MEMO DQ28088M1 DATED DECEMBER 7, 2020.

Part: BATTERY PACK — INOPERATIVE (EMERGENCY LIGHTS) · airframe 11,290 hrs · 7,631 cycles

EMERGENCY LIGHTS ON RIGHT SIDE INOPERABLE. 2 RIGHT SIDE EXTERIOR OVER WING, RIGHT SIDE SHARK LIGHT, INTERIOR LAV OVERHEAD AND EXIT LIGHTS, AFT FLOOR LIGHTING, RIGHT SIDE AFT READING LIGHT ALL INOPERABLE. APU WAS RUN FOR 1/2 HOUR AND NO CHANGE TO STATUS. CORRECTIVE ACTION: FOUND NR 4 BATTERY PACK AND NR 3 BATTERY PACK INOPERATIVE. TRIED CHARGING BATTERY PACKS WITH SHIP POWER, BATTERY PACKS WILL NOT HOLD CHARGE. REMOVED AND REPLACED NR 4 BATTERY PACK, IAW 680 MM CH33-50-10. NOW EMERGENCY LIGHTS OPERATE WITH SWITCH IN ARM AND ON POSITION. NR 4 BATTERY PACK OPERATIONAL CHECKS GOOD. ACCESSED NR 3 BATTERY PACK FOR REMOVAL WITH PARTS ARRIVE. NR 4 BATTERY PACK REMOVED PN CBS28-1 SN 5795M INSTALLED PN CBS28-1 SN 5104M. REPLACED NR 3 BATTERY PACK P/N CBS28-1 S/N 568M WITH REPAIRED EMERGENCY BATTERY PACK P/N CBS28-1 S/N 1038M. ACCESSED AND REMOVED NR 2 BATTERY PACK P/N CBS28-1 S/N 5623. INSTALLED REPAIRED BATTERY PACK P/N CBS28-1 S/N 006338. ALL EMERGENCY LIGHTS OPERATIONS CHECK GOOD IN ARM AND ON POSITIONS WITHOUT AIRCRAFT POWER APPLIED.

Part: BATTERY PACK — INOPERATIVE (EMERGENCY LIGHTS) · airframe 11,190 hrs · 7,555 cycles

EMERGENCY LIGHTS DO NOT ILLUMINATE WHEN SWITCH IS PLACED TO ARM WITH BATTERIES OFF. FOUND DURING PREFLIGHT. R & R THE NR 1 EMERGENCY BATTERY, CHARGED BATTERY WITH AIRCRAFT SYSTEM ON PERFORMED OPERATIONAL CHECK, ALL CHECKED GOOD. WORK DONE, IAW CE-680 CHAPT 33-50-10.

Part: ACTUATOR — MALFUNCTIONED (MLG) · airframe 10,750 hrs · 7,276 cycles

RIGHT MLG LANDING GEAR RETRACTION DID NOT RETRACT - RIGHT MAIN DID NOT RETRACT. THE NOSE AND LEFT MAIN RETRACTED NORMALLY. THE RED UNLOCK LIGHT WENT OUT WITH THE RIGHT MAIN DOWN AND LOCKED GREEN LIGHT ON. THE RIGHT MAIN NEVER UNLOCKED AND RETRACTED. DISCONNECTED AND RANG OUT UPLOCK SWITCH SG008 AND CONNECTOR PG002. SWITCH RINGS GOOD. CONNECTED SQUAT SWITCH SIMULATORS TO NOSE, LEFT, AND RIGHT LANDING GEARS AND SWITCHED TO IN AIR. ALL GEAR INDICATORS SHOW UNLOCKED AND IN AIR. DISCONNECTED SQUAT SWITCH SIMULATORS AND RECONNECTED NOSE, LEFT, AND RIGHT LANDING GEAR CONNECTORS. USING CDMC DIAGNOSTICS PAGE, VERIFIED ALL UPLOCK SWITCHES SHOW UP AND LOCKED WHEN ACTUATED. NEED TO JACK AIRCRAFT FOR FURTHER TROUBLESHOOTING. WORKED IAW WDM 32-30-01-FIG 2 (REV 8) JACKED AIRCRAFT. CONNECTED HYDRAULIC AND ELECTRICAL POWER. OPERATED LANDING GEAR. FOUND THE RIGHT GEAR DOWN/LOCKED INDICATION (GREEN LIGHT) IN THE COCKPIT WILL INTERMITTENTLY STAY ILLUMINATED WHILE THE GEAR IS IN TRANSIT. TROUBLESHOT TO AN INTERMITTENT DOWN/LOCKED SWITCH. INSTALLED MLG ACTUATOR LB WING ATTACH BOLT. COMPLIED WITH ALL OPERATIONAL AND LEAKS CHECKS AS REQUIRED, ALL CHECK SATISFACTORY, IAW MM 32-30-40. ALL GEAR POSITION INDICATIONS NORMAL.

Part: CONVERTER — DIRTY (OZONE) · airframe 10,729 hrs · 7,262 cycles

CABIN ODOR OIL SMELL - AT 45000 SLIGHT ORDER AND A LOT OF HAZE IN CABIN. DROPPED OX MASK, RAN CHECK LIST . SELECTED L PRESSURE SOURCE , CABIN CLEARED. REMOVED OILED LEFT OZONE CONVERTER WITH NEW UNIT IAW MM 21-71-00. REMOVED DIRTY COALECER SOCK WITH NEW UNIT IAW MM 12-19-00. PERFORMED OPS CHECKS AND LEAK CHECKS WITH NO DEFECTS NOTED.

Part: ENGINE — MALFUNCTIONED (RIGHT) · airframe 4,362 hrs · 2,467 cycles

REPEAT WRITE UP. DECENDING FROM FL410, POWER WAS REDUCED TO IDLE. AIRCRAFT BEGN TO SHUDDER AND RIGHT ENGINE SHUTDOWN CAS MESSAGE DISPLAYED. RIGHT ENGINE UNCOMMANDED SHUTDOWN FOLLOWED BY AUTO RELIGHT. DID NOT REDUCE POWER TO IDLE AGAIN UNTIL LANDING. NO OTHER ANOMOLIES """"CORRECTIVE ACTION"""" REPLACED RT ENGINE.

Part: BLEED VALVE — ABNORMAL (ENGINE) · airframe 10,496 hrs · 7,087 cycles

AT FLIGHT LEVEL 43000 WE WERE CLEARED TO DECENT TO 35000. AS WE REDUCED THRUST LEVERS TO IDLE, FELT A RUMBLE, CYAN RIGHT ENGINE SHUTDOWN CAS MESSAGE. RIGHT ENGINE SHUTDOWN FOR A SPLIT SECOND AND RE-LIT IMMEDIATELY. REST OF FLIGHT INTO KMDW NORMAL.// SIGNOFF//PERFORMED DOWNLOAD OF RH ENGINE & SUBMITTED .BRC FILE TO PWC REPRESENTATIVES FOR REVIEW. PERFORMED BORESCOPE INSPECTION OF THE COMPRESSOR SECTION ON THE RH ENGINE & SUBMITTED PHOTOS TO PWC REPS FOR REVIEW. ALL MAINTENANCE ACCOMPLISHED IAW PWC-306CI 77-40-01 & 72-00-00. PER PWC REPS, BORESCOPE PHOTOS REVEALED NO VISIBLE DAMAGE & DOWNLAOD INDICATED THE ENGINE NEVER COMPLETELY FLAMED OUT, BUT DID EXPERIENCE A COMPRESSOR SURGE. PWC REPS, RECOMMENED REPLACINQ 4 EACH BOVS ON RH ENQINE.REPLACEMENT. REMOVED P2.8 UPPER COMPRESSOR BLEED VALVE (PN: 3185756-01; SN: GF000444) & PQ..8 LOWER COMPRESSOR BLEED VALVE (PN: 31B5756-01; SN: GF000721) FROM RH ENGINE. REMOVED P2.5 LEFT SIDE COMPRESSOR BLEED VALVE (PN: 31B5759-01; SN: GF000384) & P2.5 RIGHT SIDE COMPRESSOR BLEED VALVE (PN: 3185759-01; SN: AHX006236) FROM RH ENGIN:E. ALL MAINTENANCE ACCOMPLISHED IAW CE-680 AMM 36-10-00 & PWCI306C EMM 72-70-01 & 75-30-01.REMOVED RH ENGINE P2.8 UPPER COMPRESSOR BLEED VAL~E (PN:31B5756-01; SN: GF000444) DUE TO COMPRESSOR SURGE. INSTALLED OVERHAULED COMPRESSOR BLEED VALVE (PN:31B5756-01; SN: AHX016234) IN P2.8 UPPER POSITION ON RHENGINE. REMOVED RH ENGINE P2.8 LOWER COMPRESSOR BLEED VALVE (PN: 31B5756-01; SN: GF000721) DUE TO COMPRESSER SURGE. INSTALLED OVERHAULED COMPRESSOR BLEED VALVE (PN: 31B5756-01; SN: AHX004735) IN P2.8 LOWER POSITION ON ENGINE. REMOVED RH ENGINE P2.5 LEFT SIDE COMPRESSOR BLEED VALVE (PN: 31B5759-01; SN: GF000384) DUE TO COMPRESSQR SURGE. INSTALLED OVERHAULED COMPRESSOR BLEED VALVE (PN:31B5759-01; SN: AHX001295) IN P2.5 LEFT SIDE POSITION ON RH ENGINE. REMOVED RH ENGINE P2.5 RIGHT SIDE COMPRESSOR BLEED VALVE (PN: 3185759-01; SN: AHX006236) DUE TO COMPRESSOR SURGE. INSTALLED OVERHAULED COMPRESSOR BLEED VALVE (PN:31B575

Part: SOLENOID — ABNORMAL (RT ENGINE) · airframe 10,443 hrs · 7,048 cycles

SHORTLY AFTER INITIATING DESCENT FROM FL430, AND EVENTUALLY AT FLIGHT IDLE, EXPERIENCED TWO SHORT BURSTS OF ENGINE VIBRATION, AND NOTICED THAT THE CYAN ENGINE SHUTDOWN R CAS MESSAGE BRIEFLY DISPLAYED THEN EXTINGUISHED. NO FURTHER VIBRATIONS WERE FELT DURING THE REST OF THE DESCENT, PRESSED THE EVENT MARKER A FEW SECONDS AFTER THIS OCCURRED. //// CORRECTIVE ACTION //// REPLACED THE LT ENGINE GENERATOR DUE TO AC BEARING EICAS MESSAGE. REPLACED RT ENGINE BOV SOLENOID DUE TO COMPRESSOR SURGING.

Part: SPAR CAP — DAMAGED (RT WING) · airframe 10,209 hrs · 6,896 cycles

RT WING FORWARD SPAR CAP ANGLE REPAIR. ACCOMPLISHED IAW AQRD ENGINEERING ORDER ERO-102798 DATED 01/15/2019.

Part: SKIN — CORRODED (LT WING) · airframe 9,797 hrs · 6,599 cycles

REPAIRED TWO CORRODED AREAS ON THE UPPER LT WING SKIN AT WS 37 NEAR THE DRAG ANGLE.

Part: STRUCTURE — CORRODED (EMERGENCY EXIT) · airframe 9,797 hrs · 6,599 cycles

CORRODED AREAS ON THE UPPER AND LOWER SURFACES OF THE EMERGENCY EXIT DOOR ALONG THE CONTOUR RINGS. BLENDED THE CORROSION. PERFORMED EDDY CURRENT INSPECTION FOR CRACKS, NO CRACKING INDICATIONS FOUND. PERFORMED ULTRASONIC THICKNESS INSPECTION. REPLACED TWO BLIND RIVETS NEAR THE OUTER HANDLE, CLEANED, ETCHED, ALODINED AND PRIMED BARE METAL AREAS IAW ENGINEERING REPAIR MEMO.

Part: SKIN — DEBONDED (NOSE) · airframe 9,071 hrs · 6,088 cycles

REPAIR OF NOSE SKIN DISBONDS AROUND ACCESS DOOR OPENINGS. REPAIRED.

Part: BEARING — FAILED (MLG) · airframe 6,420 hrs · 4,312 cycles

WHEN STOPPING THE ACFT ON THE RAMP BOTH MAIN GEAR BRAKES GROWL & GRAB WHEN MAKING A COMPLETE STOP. TAXIED ACFT FOUND LT & RT BRAKE GROWLING AT VERY SLOW SPEEDS. JACKED ACFT & REMOVED ALL FOUR MAIN WHEEL ASSEMBLIES, REMOVED ALL BEARINGS & CLEANED BEARINGS. CLEANED DEBRIS FROM ALL BRAKE ASSEMBLIES & BRAKE STACKS. BLED ALL BRAKE ASSEMBLIES, NOTED ONLY A SMALL AMOUNT OF AIR WITH EACH BRAKE ASSEMBLY. WHEN BLEEDING COMPLETED SET BRAKES, OPS & LEAK CHECKED GOOD. REPLACED ALL BEARINGS & INSTALLED ALL MAIN WHEELS. WORK DONE IAW MM 32-42-10. TAXI CHECKED ACFT BRAKE OPS CHECK & LEAK CHECKED GOOD.

Part: WATER SEPARATOR — DIRTY (AC BAY) · airframe 6,063 hrs · 4,074 cycles

INFLIGHT AT FL 430 PAX COMPLAINED OF SOMETHING BURNING. WE SMELLED IT IN THE FLIGHT DECK., I WENT TO THE BACK & THE ODOR WAS STRONGEST NEAR THE LAVATORY. CREW DONNED MASKS UPON INITIAL SMELL, RAN ALL CHECKLISTS & DIVERTED THE FLIGHT. PERFORMED OZONE CONVERTER CLEANING IAW MM 21-70-00 & WATER SEPARATOR CLEANING IAW MM 21-50-00. OPERATIONS & LEAK CHECKED GOOD. PERFORMED ENG RUNS AT CRUISE POWER SETTINGS. POWERED UP ALL ACFT SYS INCLUDING CABIN ENTERTAINMENT SYS & LIGHTS. ALL SYSTEMS WHERE FOUND OPERATIONAL WITHOUT DEFECTS. CHECKED ALL 110 AC POWER OUTLETS & ALL FOUND OPERATIONAL. VISUALLY INSPECTED COCKPIT, CABIN, LAVATORY & LAVATORY CLOSET. NO DEFECTS NOTED & NO BURNING SMELL NOTED.

Part: CONVERTER — FAILED · airframe 5,663 hrs · 3,807 cycles

WHILE RUNNING APU, NOTICED ODOR LIKE DIRTY SOCK. AFTER TAKEOFF, NOTICED ODOR LIKE BURNING OIL. NO SMOKE SEEN. REMOVED AND CLEANED OZONE CONVERTERS REMOVED AND CLEANED HEAT EXCHANGER. RE-INSTALLED HEAT EXCHANGER, PER NETJETS REPLACED R/H OZONE CONVERTER. CLEANED DUCTING GOING TO THE COALESCER. RE-ASSEMBLED RAN ENG'S APU, NO SMELL NOTED. ALL LEAK CHECKS GOOD. DONE IAW CE680 MM CHP 21-21-03.

Part: COALESCER BAG — CONTAMINATED · airframe 5,654 hrs · 3,802 cycles

ON GROUND, DURING APU START WITH BATTERIES, CABIN FILLED WITH WHITE SMOKE. APU BLEED AIR AND GENERATOR SWITCHES ON. ENVIROMENTAL SWITCHES AUTO AND COLD. WHITE SMOKE SEEMED TO BE ATOMIZED OIL AND NOT A HARSH ODOR. REMOVED WATER SEPARATOR AND FOUND SOCK TO BE SOAKED IN OIL. FOUND OIL IN LP BLEED AIR PIPE. REMOVED WATER SEPARATOR AND SOCK. CLEANED SEPARATOR AND DUCTING DOWN STREAM OF ACM. REPLACED SOCK. REINSTALLED DUCTING AND WATER SEPARATOR ASSY IAW MM 21-50-00. ACCOMPLISHED ENVIRONMENTAL CONTROL SYS (ECS) DUCT BURN OUT IAW FORM TC-680-21-120905M.

Part: PUMP — LEAKING (RT ENGINE OIL) · airframe 5,654 hrs · 3,801 cycles

ENVIRONMENTAL SMOKE NOTICED FROM FRONT WEMAC VENTS. MORE PRONOUNCED IN HP MODE AND DURING POWER REDUCTION. CHECKLIST WAS USED AND IT WOULD SEEM TO BE ISOLATED TO THE LEFT PRESSURE SOURCE. DETERMINED SMOKE TO BE FROM RT ENGINE. REPLACED RT ENGINE OIL PUMP DUE TO INTERNAL LEAKAGE. COMPLETED SATISFACTORY GROUND RUNS AND LEAK CHECKS IAW MM 79-20-05.

Part: STRUT — DAMAGED (MLG) · airframe 5,171 hrs · 3,464 cycles

ON DEPARTURE GEAR WOULD NOT RETRACT. 3 GREEN AND RED UNLOCK ILLUMINATED. PUT THE GEAR HANDLE BACK DOWN TO MATCH 3 GREEN CONDITION. SHORTLY AFTER, AMBER "WOW MISCOMPARE" CAS MESSAGE ILLUMINATED. RAN CHECKLIST AND DIVERTED. CAS MESSAGE EXTINGUISHED ON TOUCHDOWN. REMOVED LOWER STRUT ASSY AND CLEANED ALL COMPONENT. REPLACED ALL SEALS, BACKUP RINGS AND ORFICE. ASSEMBLED THE STRUT IAW CMM 32-20-02. SERVICED THE STRUT WITH HYD FLUID AND NITROGEN IAW MM 32-20-00, TASK 32-20-00-0600. GEAR CYCLE, CLEARANCE OPS AND LEAK CHECKS ARE ALL GOOD.

Part: CABLE — FRAYED (BRAKE) · airframe 4,540 hrs

DURING A SCHEDULED MX EVENT, FOUND THE PILOT'S RT BRAKE CONTROL CABLE FRAYED ABOUT 50 PERCENT. DID NOT SEE ANY ISSUES WITH THE CABLE RUN OR RUBBING ON STRUCTURE, ETC.

Part: FLAP SYSTEM — FAILED (TE FLAPS) · airframe 4,140 hrs · 2,805 cycles

WHEN SELECTING FLAPS 15, FLAPS FAILED, AMBER CAS MESSAGE DURING APPROACH AT 180KTS. OBSERVED BITE CODES 5 & 8 ON AFT BAY CONTROLLER. OPS CK OF FLAPS GOOD. MCC REQUEST INSTALLED NEW SOFT START MODULE. OPS CHECKED GOOD. WORK DONE IAW MM 27-51-00.

Part: PACKING — DAMAGED (NLG STRUT) · airframe 3,401 hrs · 2,299 cycles

UPON GEAR RETRACTION, NOSE GEAR MADE SEVERAL LOUD "BANGS" WHILE ENTIRE AIRCRAFT SHUDDERED AND VIBRATED. AFTER APPROX 10 SECONDS, NOSE GEAR FINALLY FULLY RETRACTED AND UNSAFE LIGHT EXTINQUISHED. ON GEAR EXTENSION FOR LANDING, WOW MISCOMPARE CAUTION ILLUMINATED AND REMAINED ON UNTIL MAIN GEAR TOUCHDOWN ON RUNWAY. LANDING ROLLOUT AND TAXI WERE NORMAL. FOUND NOSE STRUT NOT FULLY EXTENDING. REPACKED STRUT IAW THE CMM CHAP 32-20-01. SERVICED STRUT IAW THE MM 32-20-00. GEAR SWINGS AND OPS CHECKS GOOD.

Part: ECU — INOPERATIVE (A/C PACK) · airframe 3,059 hrs · 2,076 cycles

WITH APU "ON" AND APU BLEED "ON", SMOKED FILLED COCKPIT. FOUND ECU TURBINE TO BE NOT OPERATING. R & R ECU TURBINE. OPS AND LEAK CHECKED GOOD. IAW MM 21-51-00.

Part: DOWNLOCK SWITCH — FAILED (MLG) · airframe 2,567 hrs · 1,760 cycles

RT GREEN GEAR INDICATOR LIGHT ILLUMINATED DURING FLIGHT. NO GEAR UNSAFE LIGHT WAS ASSOCIATED WITH IT. REMOVED RT MAIN GEAR DOWNLOCK SWITCH AND INSTALLED NEW SWITCH IAW MM 32-30. OPS CHECK IS GOOD.

Part: WARNING LIGHT — FALSE INDICATION (MLG UNLOCK) · airframe 714 hrs · 501 cycles

GEAR UNLOCK LIGHT REMAINED ILLUMINATED. CYCLED GEAR ONE TIME. PERFORMED VISUAL INSPECTION OF LANDING GEAR UPLOCK SYSTEM. NO DEFECTS NOTED. VERIFIED PROPER ENGAGMENT OF ALL (3) UPLOCK SWITCHES WITH GEAR IN THE WELL. CYCLED GEAR SEVERAL TIMES AND PERFORMED INDICATOR TEST IAW MM 32-00-00. NO DEFECTS NOTED AT THIS TIME. COULD NOT DUPLICATE. BOTH NOSE GEAR INDICATOR BULBS ARE WORKING AT THIS TIME.

Part: LEVER — OUT OF ADJUST (SPEED BRAKE) · airframe 328 hrs · 232 cycles

SPEED BRAKE LEVER DOES NOT STAY IN THE FULLY DEPLOYED DETENT, IT TENDS TO (SPRING) BACK TO A HALF DEPLOYED POSTION. ADJUSTED SPEED BRAKE LEVER DETENT. OPERATIONAL CHECK NORMAL IAW MM 76-10-00.

Part: ACTUATOR — MALFUNCTIONED (MLG) · airframe 3,839 hrs · 3,407 cycles

AFTER TAKEOFF GEAR UNSAFE LIGHT AND HYDRAULIC PRESSURE LIGHT ILLUMINATED. ACCOMPLISHED AIR TURNBACK AND LANDED SAFELY. REMOVED FAULTY LT MAIN GEAR ACTUATOR AND INSTALLED SERVICEABLE ACTUATOR, ADJUSTED CAMBER AND PERFORMED OPERATIONAL CHECK AND LEAK CHECK. ALL WORK DONE IAW CESSNA 560 MAINTENANCE MANUAL CHAPTER 32-31-04.

Part: LAMP — INOPERATIVE (ANNUNCIATOR) · airframe 3,585 hrs · 3,192 cycles

DURING APPROACH, SELECTED GEAR DOWN AND THE LEFT MAIN GEAR LIGHT DID NOT SHOW DOWN AND LOCKED. MANUAL (T-HANDLE) GEAR EXTENSION PULLED TO BLOW GEARS DOWN, LANDING UNEVENTFUL. - REPLACED 4 LAMPS IN ANNUNCIATOR PANEL, SWUNG GEARS SEVERAL TIMES, SERVICED NITROGEN, AND HYDRAULIC SYSTEM, ALL SYSTEMS TEST GOOD IAW CE 560 MM CHAPTER 32-00.

Part: LANDING GEAR — MALFUNCTIONED (MAIN) · airframe 3,368 hrs · 3,004 cycles

GEAR WOULD NOT RETRACT AFTER TAKEOFF . HAD NO PROBLEM EXTENDING FOR LANDING DID NOT USE EMERGENCY BLOW DOWN . NOSE ANNUNCIATER REMAINED GREEN AND RED ANNUN REMAINED ON.

Part: DUCT — CRACKED (NACA)

DURING ROUTINE INSPECTION LOOKED INTO NACA DORSAL SCOOP AND FOUND THE LOWER AIR VANE PN 651207212 CRACKED .3750 INCH WITH THE CRACK STARTING FROM THE CENTER OF V CUT STRAIGHT AFT. GAINED ACCESS FROM TAIL BAGGAGE AREA AND REMOVED CRACKED VANE. REMOVED EA 9309 IAW MFG STANDARD PRACTICES, UPON REMOVAL NOTICED THAT THE V CUT APPEARS TO HAVE BEEN CUT WITH HAND SNIPS AND THERE WAS ON RELIEF HOLE AT BOTTOM OF CUT, ALSO THERE WAS VERY LITTLE EA 9309 SECURING INTO PLACE. INSTALLED NEW PART AND CLOSE UP AREA. WILL SEND BAD PART TO MFG FOR EVALUATION. (SCR 91284) (PTRS 7641)