N320QS

Part: SKIN — CORRODED (ZONE 100) · airframe 15,336 hrs · 10,362 cycles

REPAIRED CORRODED AREAS OF THE INNER SURFACES OF THE BAGGAGE COMPARTMENT SKINS, PERFORMED NDT AND REPORTED FOR REPAIR DISPOSITION. FABRICATED AND INSTALLED REPAIR DOUBLERS PER REQUEST FOR TECHNICAL SERVICES REPORT.

Part: SKIN — CORRODED (ZONE 500) · airframe 15,336 hrs · 10,362 cycles

MECHANICALLY REMOVED CORROSION LOCATED ON THE LT LOWER WING SKIN AT WS.294 PERFORMED NDT AND REPORTED FOR REPAIR DISPOSITION. CLEANED TREATED AND PRIMED REPAIR AREAS PER REQUEST FOR TECHNICAL SERVICES REPORT.

Part: SKIN — CORRODED (ZONE 600) · airframe 15,336 hrs · 10,362 cycles

FOUND CORROSION ON THE UPPER INBOARD WING SKINS LOCATED ALONG AND UNDER THE DRAG ANGLES (FUSELAGE TO WING FARING ATTACH STRUCTURE), REMOVED THE DRAG ANGLES, BLENDED CORROSION, REPORTED FOR REPAIR DISPOSITION. REPLACED BLENDED FASTENERS AS REQUIRED, CLEANED TREATED AND PRIMED AREAS FOUND ACCEPTABLE. REPLACED THE RH WING UPPER INBOARD TRAILING EDGE BONDED SKIN AND INSTALLED NEW BONDED SKIN TEXTRON P/N 6922681-70.

Part: SKIN — CORRODED (ZONE 200) · airframe 15,336 hrs · 10,362 cycles

BLENDED CORRODED AREAS LOCATED ON THE NUTPLATE-SIDE OF THE FUSELAGE STRUCTURE WHERE THE SPADE DOOR (MAIN ENTRY DOOR LOWER FAIRING DOOR) ATTACHES TO THE AIRCRAFT, PERFORMED NDT AND REPORTED FOR REPAIR DISPOSITION. FABRICATED AND INSTALLED REPAIR DOUBLERS AS REQUIRED PER NETJETS REQUEST FOR TECHNICAL SERVICES REPORT.

Part: SKIN — CORRODED (ZONE 500) · airframe 15,336 hrs · 10,362 cycles

FOUND 5 AREAS OF CORROSION ON THE UPPER SURFACE OF THE LH UPPER WING SKIN AND 2 AREAS ON THE UPPER SURFACE OF THE RH UPPER WING SKIN, MECHANICALLY BLENDED CORRODED AREAS, PERFORMED NDT AND REPORTED FOR REPAIR DISPOSITION. FABRICATED AND INSTALLED REPAIR DOUBLERS AND FILLER AS REQUIRED PER ENGINEERING ORDER.

Part: SKIN — CORRODED (ZONE 600) · airframe 15,336 hrs · 10,362 cycles

REPAIRED CORRODED AREA ON THE LOWER WING SKIN IN THE RH LANDING GEAR WELL, BY BLENDING, PERFORMING NDT, REPORTING FOR REPAIR DISPOSITION, FABRICATING AND INSTALLING REPAIR DOUBLER PER ENGINEERING ORDER.

Part: TAIL CONE — CORRODED (ZONE 100) · airframe 15,336 hrs · 10,362 cycles

REPAIRED CORRODED AREA LOWER TAILCONE SKINS AT THE AIRCRAFT DATA PLATE BY BLENDING, PERFORMING NDT, REPORTING FOR REPAIR DISPOSITION, FABRICATING AND INSTALLING REPAIR DOUBLERS PER ENGINEERING REPAIR ORDER.

Part: SKIN — CORRODED (ZONE 200) · airframe 15,336 hrs · 10,362 cycles

MECHANICALLY BLENDED 1 AREA OF CORROSION LOCATED ON E-EXIT EXTERIOR SKIN LOCATED ON INNER EDGE PERIMETER OF CONTOUR RINGS, LOWER AREA OF E-EXIT PERFORMED NDT AND FOUND BLEND TO BE WITHIN LIMITS, CLEANED, TREATED AND PRIMED BLENDED AREA IAW TEXTRON ENGINEERING FIELD REPAIR.

Part: SKIN — CORRODED (ZONE 600) · airframe 15,336 hrs · 10,362 cycles

BLENDED 7 AREAS OF CORROSION PLUS 1 ADDITIONAL AREA LOCATED ON RH UPPER WING SKIN AT WS 294 TO THE WING TIP, PERFORMED NDT AND REPORTED FOR REPAIR DISPOSITION. CLEANED, TREATED AND PRIMED AREAS NETJETS REQUEST FOR TECHNICAL SERVICES REPORT.

Part: SKIN — CORRODED (ZONE 300) · airframe 15,336 hrs · 10,362 cycles

MECHANICALLY REMOVED CORROSION LOCATED ON RH VERTICAL STABILIZER SKIN, JUST FORWARD OF ACCESS PANEL 341BR PERFORMED NDT AND REPORTED FOR REPAIR DISPOSITION, CLEANED, TREATED AND PRIMED AREAS PER NETJETS REQUEST FOR TECHNICAL SERVICES REPORT.

Part: SKIN — CORRODED (ZONE 100) · airframe 15,336 hrs · 10,362 cycles

MECHANICALLY REMOVED 1 AREA OF CORROSION LOCATED ON FUSELAGE SKIN AT THE RH NOSE DOOR AFT LATCH AREA, PERFORMED NDT AND REPORTED FOR REPAIR DISPOSITION. REPAIRED CORROSION BLENDS IAW NETJETS REQUEST FOR TECHNICAL SERVICES BY CLEANING, TREATING, PRIMING, AND TOP COATING AREA.

Part: ANGLE — CORRODED (ZONE 100) · airframe 15,336 hrs · 10,362 cycles

MECHANICALLY REMOVED 1 AREA OF CORROSION LOCATED IN LH MLG WHEEL WELL AFT SPAR LOWER CLIP, PERFORMED NDT AND REPORTED FOR REPAIR DISPOSITION. REPAIRED CORROSION BLENDS IAW NETJETS REQUEST FOR TECHNICAL SERVICES BY CLEANING, TREATING, AND PRIMING BLENDED AREA.

Part: FAIRING — DAMAGED (ZONE 100) · airframe 14,601 hrs · 9,836 cycles

DURING INSPECTION 80 HOLES WERE OVERSIZED DURING HI-LOCK REMOVAL ON THE BELLY FAIRING. 40 OVERSIZED HOLES AT LWS 37 AND 40 OVERSIZED HOLES AT RWS 37. REPAIR WAS ACCOMPLISHED IAW AQRD ENGINEERING REPAIR ORDER ERO-981793 AND CESSNA 680 SRM 51-40-03.

Part: DOUBLER — CORRODED (ZONE 500) · airframe 14,601 hrs · 9,836 cycles

THE LH AND RH WING FUEL PANELS HAVE CORROSION PRESENT IN MULTIPLE AREAS.

Part: CASE — GOUGED (RT ENGINE) · airframe 14,601 hrs · 9,836 cycles

N320QS (680-0169) RH ENGINE CASE GOUGE.

Part: POSITION SWITCH — DAMAGED (ZONE 100) · airframe 13,840 hrs · 9,339 cycles

DESCENDING THROUGH 7000 FEET THE CABIN DOOR OPEN AMBER MESSAGE ILLUMINATED. UPON LANDING THE SIGHT GAUGES SHOWED THE HASH MARKS THAT'S THE PINS WERE IN PLACE. VERIFIED INTERNAL DOOR SWITCHES WERE GAPPED PER THE AMM, VERIFIED THE DOOR LOCK PIN PROX SWITCH GAPPED CORRECTLY. REMOVED INTENNITTENT SWITCH AND INSTALLLED NEW PROX SWITCH, OPS CHECK. GOOD NO DEFECTS NOTED. FOUND AN INCORRECT NUMBER OF SHIMS INSTALLED ON THE FORWARD DOOR POSITION SWITCH AND AFT DOOR GUIDE BLOCK. REMOVED THE EXTRA SHIM FROM THE AFT DOOR GUIDE BLOCK AND INS1I'LLLED UNDER THE FORWARD DOOR POSITION SWITCH . OPS CHECK SATISFACTORY. WORK PERFORMED IAW AMM 52-10-00, 52-70-00, 52-10-20, 25-20-30, IPC 52-10-00 FIGURE 3 AND 52-70-00 FIGURE 1.

Part: UNKNOWN — UNKNOWN (UNKNOWN) · airframe 13,815 hrs · 9,316 cycles

BLENDED TWO AREAS OF CORROSION ON THE UPPER SURFACE OF THE UPPER INBOARD WING SKIN AT THE TRAILING EDGE OF THE LH WING AND TWO ADDITIONAL AREAS ON THE FORWARD EDGE OF THE SAME SKIN PANEL. PERFORMED NDT AND REPORTED RESULTS FOR REPAIR DISPOSITION. CLEANED, TREATED, PRIMED AND TOPCOATED AREA PER TEXTRON REPAIR MEMO.

Part: UNKNOWN — UNKNOWN (UNKNOWN) · airframe 13,815 hrs · 9,316 cycles

MECHANICALLY BLENDED CORROSION AROUND RH WING AFT SPAR #8 SPOILER/SPEED BRAKE RETURN AND PRESSURE FITTINGS. R&R THE BULKHEAD FITTINGS FOR ACCESS. PERFORMED NDT, CLEANED, TREATED, PRIMED AND TOP COATED AREAS PER TEXTRON REPAIR DEFINITION.

Part: UNKNOWN — UNKNOWN (UNKNOWN) · airframe 13,815 hrs · 9,316 cycles

MECHANICALLY BLENDED CORRODED AREAS OF THE AFT SPAR LOWER CAP AND SPAR FACE LOCATED IN THE LH MAIN LANDING GEAR WHEEL, PERFORMED NDT AND REPORTED RESULTS FOR REPAIR DISPOSITION. REPAIRED BLENDED AREAS BY CLEANING, TREATING, PRIMING AND TOP COATING IAW TEXTRON FIELD REPAIR.

Part: UNKNOWN — UNKNOWN (UNKNOWN) · airframe 13,815 hrs · 9,316 cycles

BLENDED 2 AREAS OF CORROSION ON THE EXTERIOR OF THE FUSELAGE SKIN LOCATED JUST AFT OF THE EMERGENCY EXIT DOOR OPENING, PERFORMED NDT AND REPORTED FOR REPAIR DISPOSITION. CLEANED, TREATED, PRIMED AND TOP COATED REPAIR AREAS IAW TEXTRON REPAIR MEMO.

Part: UNKNOWN — UNKNOWN (UNKNOWN) · airframe 13,815 hrs · 9,316 cycles

BLENDED 5 AREAS OF CORROSION ON THE EXTERIOR SKIN OF THE EMERGENCY EXIT DOOR, PERFORMED NDT AND REPORTED RESULTS FOR REPAIR DISPOSITION. CLEANED, TREATED, PRIMED AND TOP COATED REPAIR AREAS IAW TEXTRON FIELD REPAIR.

Part: SPRING — BROKEN (PAX DOOR) · airframe 12,873 hrs · 8,696 cycles

MAIN DOOR CABLE: MAIN DOOR FORWARD CABLE DOES NOT WORK. REMOVED AND REPLACED MAIN CABIN DOOR FWD AND AFT LUBRICATED SPRINGS AND FWD SUPPORT STRUT ASSY WITH A CUSTOMER SUPPLIED NEW PARTS. PERFOEMED SATISFACTORY OPS CHECKS OF MAIN CABIN DOOR IAW CE-680 AMM 52-10-50 AND 52-10-30. LUBRICATED SPRINGS P/N OFF 6911319-202 P/N ON 6911319-202 SUPPORT STRUT P/N OFF 6911341-73 P/N ON 6911341-73. ORIG SUB DATE: 10/6/2022

Part: SPRING — DAMAGED (PAX DOOR) · airframe 12,481 hrs · 8,423 cycles

MAIN DOOR: UNABLE TO OPEN MAIN CABIN DOOR FROM INSIDE USING NORMAL METHOD. AFTER FLIGHT/ SHUTDOWN (VERIFIED UNPRESSURIZED) UNABLE TO PRESS IN RED PUSH BUTTON ON MAIN CABIN DOOR HANDLE. HAD TO PUSH AUXILLARY LOCK BUTTON RELEASE HANDLE BEHIND MAIN HANDLE TO GET DOOR OPEN. /// CORRECTIVE ACTION /// REPLACED PRECATCH LEVER SPRING P/N S2952-46, AND REPLACED MIAN LEVER SPRING P/N S2952-64. REASSEMBLE PRECATCH ASSY PER MM REASSEMBLED CABIN DOORSTEPS OPS CHECK GOOD AT THIS TIME PERFORMED WORK IAW CESSNA 680 MM CH 52-10-4.

Part: NONE — NONE · airframe 12,007 hrs · 8,119 cycles

MAIN DOOR: WHEN THE MAIN CABIN DOOR IS OPEN, IT DOES NOT FULLY EXTEND THE EXTENSION GUIDE RODS. THERE IS A LITTLE BOUNCE AS PEOPLE BOARD AND DEPLANE FROM THE DOOR MOVING SLIGHTLY UP AND DOWN (NOT THE AIRPLANE SHOCKS). SEEMS IT COULD BE A TRIP HAZARD AS THE DOOR IS NOT "FIXED" IN THE OPEN POSITION. ALSO, THE DOOR CLOSES VERY "FIRMLY". THE WHOLE ASSEMBLY MAY NEED ADJUSTMENT. // SIGNOFF// READJUSTED MAIN CABIN DOOR HANDLE OVERCENTER ROD AS REQUIRED WITH NO DEFECTS NOTED OPERATIONAL CHECK GOOD. IN REF TO CE-680 J MM 52-10-50

Part: RIB — CORRODED (MLG WW) · airframe 11,443 hrs · 7,704 cycles

MECHANICALLY REMOVED 13 AREAS OF CORROSION IN LH MLG, OUTBD RIB AT WS 67.25 INBD ROW OF FASTENERS. FOUND CORROSION BLENDS TO BE BEYOND C680 SRM 51-70-02 LIMITATIONS. SUBMITTED FINDINGS TO TEXTRON ENGINEERING. REPAIRED 13 CORROSION BLENDS IAW TEXTRON ENGINEERING MEMO DQ29650M1 RRL, DATED: APRIL 16,2021, SUBJECT: 680-0169 N320QS RRL LH AND RH WS 67.25 WING RIB CORROSION.MECHANICALLY REMOVED 14 AREAS OF CORROSION IN RH MLG, OUTBD RIB AT WS 67.25 INBD ROW OF FASTENERS. FOUND CORROSION BLENDS TO BE BEYOND C680 SRM 51-70-02 LIMITATIONS. SUBMITTED FINDINGS TO TEXTRON ENGINEERING. REPAIRED 14 CORROSION BLENDS IAW TEXTRON ENGINEERING MEMO DQ29650M1 RRL, DATED: APRIL 16,2021, SUBJECT: 680-0169 N320QS RRL LH AND RH WS 67.25 WING RIB CORROSION.

Part: DOOR FRAME — CORRODED (EMERGENCY EXIT) · airframe 11,443 hrs · 7,704 cycles

10+ AREAS OF VERIFIED CORROSION AROUND PERIMETER OF EMERGENCY EXIT DOOR. MECHANICALLY REMOVED 10 AREAS OF CORROSION ON OUTER SKIN OF E-EXIT. PERFORMED AN EDDY CURRENT AND ULTRASONIC THICKNESS CHECK OF THE BLENDED AREAS AROUND THE PERIMETER OF THE EMERGENCY EXIT DOOR. NO CRACK OR CORROSION INDICATIONS FOUND. FOUND CORROSION BLENDS TO BE BEYOND LIMITS IAW C680 SRM 51-70-02 LIMITATIONS. REPAIRED CORROSION BLENDS IAW TEXTRON FIELD REPAIR SR-680-ATA52-18636 REV-, DATED: MARCH 1, 2019 SUBJECT: STANDARD REPAIR-CORROSION, ESCAPE HATCH DOOR, SKIN. NOTE: SECTION 4.2 PARAGRAPHS 4.2.1 , 4.2.2, AND 4.2.4 OF THIS REPAIR NOT PERFORMED AS NO RIVETS WERE AFFECTED AND CONTOUR RINGS AND SEALS WERE NOT REMOVED. PARAGRAPH 4.2.3 PERFORMED UNDER THIS SQUAWK SUB-SQUAWK 5. THIS IS SUPPORTED BY FAA FORM 8100-9.

Part: CONTROL UNIT — DEFECTIVE (TRIM ACTUATOR) · airframe 11,028 hrs · 7,448 cycles

AT APPROXIMATELY 150' AGL THE PRIMARY TRIM FAIL LIGHT CAME ON AND THE TRIM STARTED TO RUN AWAY NOSE UP. I PRESSED THE AP/TRIM/NWS DISC BUTTON WHICH STOPPED THE NOSE TRIM UP CONDITION. DURING THE PROCESS HEAVY PRESSURE WAS REQUIRED TO STOP THE NOSE FROM RISING. WHILE PUSHING NOSE FORWARD THERE WAS A SOUND IN THE CONTROL COLOMN SIMILAR TO A SPRING BEING STRECHED. THE AUTO PILOT FAIL LIGHT CAS MESSAGE WAS ALSO ILLUMINATED! ALL CHECK LISTS WERE ACCOMPLISHED, PER SOP AND EMERGENCE CHECK LISTS. USE SECONDARY TRIM TO LAND. TURNED POWER ON AND FOUND PRIMARY STAB TRIM FAIL. SELECTED TRIM UP AND DOWN AND FAIL MESSAGE CLEARED. RUN THE TRIM UP AND DOWN WITH NO FAULTS FOUND. RUN THE TRIM FULL UP AND FULL DOWN TRAVELS AND TRIM NEVER FAILED AND WOULD STOP EACH TIME IT WAS DE-SELECTED, FROM EITHER LEFT OF RIGHT TRIM SWITCHES. COMPLIED WITH AUTO PILOT CHECKS AND FOUND IT TO FUNCTION NORMALLY DURING ALL OPERATIONS CHECKS. BEGAN LOOKING INTO CDMS AD LOOKING AT TIME STAMPS OF WHEN THE MESSAGES CAME UP AND IT ALL SEEMS TO BEGIN AT 20:56:21 WITH A POSSIBLE FAILURE OF THE STAB TRIM ACTUATOR THUS FOLLOWED BY SEVERAL CONTINUOUS MESSAGES REPORTED IN THE PILOTS BRIEFING. PERFORMED THE REQUESTED TIME TEST REFERENCING TASK 27-40-00-7200 AND FOUND THE TIMES WITHIN SPEC OF 27 SECONDS. PLACED PARTS ON ORDER FOR SUPPORT. DOWNLOADED FAULT HISTORY AND PRESENT LEG FILES AND EMAILED TO TEAM 680. SPOKE TO PILOT. HE SAID RIGHT AFTER ROTATION HE NOTICED AMBER STAB TRIM FAIL CAS FOLLOWED BY TRIM MOVING NOSE UP. HE PRESSED THE DISCONNECT SWITCH AND TRIM STOPPED. HE THEN RELEASED TRIM DISCONNECT AND TRIED TO TRIM NOSE DOWN, BUT IT KEPT TRIMMING UP SO HE PUSHED DISCONNECT AGAIN TO STOP IT. HE THEN SELECTED SECONDARY TRIM FOR LANDING WHICH WORKED. PILOT SHUT POWER OFF (DID NOT DISCONNECT BATTERIES YET) CAME BACK ON BOARD WITH MAINTENANCE PERSONNEL AND TURNED POWER BACK ON AND WHEN HE TURNED SECONDARY TRIM SWITCH OFF THE TRIM STARTED DRIVING NOSE UP AGAIN. GAINED ACCESS TO NC107 AND NF20

Part: SPAR — CORRODED (RT WING WW) · airframe 11,026 hrs · 7,446 cycles

MECHANICALLY REMOVED CORROSION FROM AFT SPAR, LOWER FORWARD SPAR CAP ANGLE LOCATED IN RT WHEEL WELL AT WS35. PERFORMED NDT AND REPORTED RESULTS FOR REPAIR DISPOSITION. CLEANED, TREATED AND TOP COATED REPAIRED AREA, IAW TEXTRON STRUCTURES FIELD REPAIR.

Part: SKIN — CORRODED (ZONE 100) · corrosion level 2 · airframe 10,292 hrs · 6,952 cycles

DURING INSPECTION FOUND CORROSION UNDER FLOORBOARD PANEL 162AC. COMPLIED WITH AQRD ERO-962576 FUSELAGE REPAIR, REVISION IR, DATED OCTOBER 26, 2019. AND 8110-3 DATED: OCT.22,2019.

Part: DISPLAY — MALFUNCTIONED (COCKPIT) · airframe 10,037 hrs · 6,763 cycles

CAPTAIN MCDU BLANK/WENT BLANK - IN FLIGHT ON ARRIVAL WITH APU ON, THE #1 MCDU WENT BLANK AND WE NOTICED WHAT APPEARED TO BE AN ACCOCIATED HOT ELECTRICAL SMELL. WITHIN 2MIN THE MCDU CAME BACK ON

Part: SPAR — CORRODED · airframe 99,873 hrs · 6,651 cycles

MECHANICALLY BLENDED AREA OF CORROSION ON AFT SPAR IN LH GEAR WELL, POLISHED, AND PERFORMED NDT FOR REPAIR DISPOSITION. TREATED, TOPCOATED AND REPLACED FASTENER AS REQUIRED PER TEXTRON REPAIR MEMO.

Part: ECS — ODOR (AC BAY) · airframe 9,461 hrs · 6,481 cycles

CABIN ODOR OIL SMELL - PUNGENT OILY SMELL NOTICED IN COCKPIT/CABIN AT LOW POWER SETTINGS/SPEEDS AT LOW ALTITUDES DURING DESCENT. APU WAS NOT RUNNING.**WAITING FOR SUPPLEMENTAL (RESOLUTION) INFORMATION. **SUPPLEMENTAL(RESOLUTION) INFORMATION - ACCOMPLISHED NJA ENVIRONMENTAL CONTROL SYSTEM (ECS) DUCT BURN OUT TASK CARD TC-680-21-120905M. ALL CHKS GOOD.

Part: OIL SYSTEM — OVERSERVICED (APU) · airframe 8,738 hrs · 5,893 cycles

INFLIGHT AT FL430 PASSENGERS NOTED A STRONG ODOR OF BURNING RUBBER/HOT OIL. NOTED A HOT/BURNING ODOR FROM THE GALLEY AREA. FOUND APU OIL OVERSERVICED DURING A GOLF CHECK. DRAINED APU OIL TO CORRECT SERVICE LEVEL IAW NJA TC-680-21-120905M. REPLACED ECS COALESCER SOCK IAW AMM 21-21-03 AND 21-50-00. OPS CHECK NORMAL. LEAK CHECKED GOOD.

Part: SWITCH — FAILED (NLG) · airframe 8,715 hrs · 5,881 cycles

ON DEPARTURE, HAD TO CYCLE THE GEAR 3 - 4 TIMES BEFORE FINALLY LOCKING INTO PLACE. REMOVED THE NOSE GEAR SQUAT SWITCH AND ACTUATING CAM. INSTALLED NEW SWITCH AND CAM. PERFORMED NOSE GEAR LUBRICATION AND SERVICED NOSE GEAR STRUT. PERFORMED LANDING GEAR EXTENSION & RETRACTION CHECKS 10 TIMES, NO FAULTS NOTED IAW AMM 12-12-00, 32-30-00, 32-30-30, AND 32-60-00.

Part: CAM — DEFECTIVE (SQUAT SWITCH) · airframe 8,715 hrs · 5,881 cycles

ON DEPARTURE, THE LANDING GEAR WOULD NOT RETRACT. ICE AND SLUSH ON THE GEAR ARE PROBABLY THE REASON. REMOVED THE NOSE GEAR SQUAT SWITCH ACTUATING CAM. INSTALLED A NEW SWITCH CAM AND HARDWARE. PERFORMED NOSE GEAR LUBRICATION AND SERVICED NOSE GEAR STRUT. PERFORMED LANDING GEAR EXTENSION & RETRACTION CHECKS 10 TIMES, NO FAULTS NOTED IAW AMM 12-12-00, 32-30-00, 32-30-30, AND 32-60-00.

Part: UNKNOWN — MALFUNCTIONED (LANDING GEAR) · airframe 8,715 hrs · 5,881 cycles

ON DEPARTURE THE LANDING GEAR WOULD NOT RETRACT. ICE AND SLUSH ON THE GEAR ARE PROBABLY THE REASON.

Part: SPAR CAP — CORRODED (RT WING) · airframe 8,691 hrs · 5,864 cycles

FOUND CORROSION AROUND TWO LOCK FASTENERS LOCATED IN THE RT WING LOWER SPAR CAP NEAR RWS 49.50. REMOVED AFFECTED LOCK FASTENERS, PERFORMED BLEND AND TREAT REPAIR, AND REPLACED THE FASTENERS WITH NEW 10563M1 RRL.

Part: FITTING — CORRODED (LT WING) · airframe 7,959 hrs · 5,348 cycles

AFT WING SPAR BULKHEAD FITTING CORRODED.

Part: UPLOCK SWITCH — OUT OF RIG (NLG) · airframe 7,617 hrs · 5,131 cycles

IN FLIGHT LEVEL 41,000, HEARD AND FELT A THUNK NOISE FROM THE FRONT OF THE PLANE. THE RED LANDING GEAR UNLOCK LIGHT ILLUMINATED BUT THERE WERE NO UNUSUAL RUMBLE NOISES OR DRAG INDICATIONS AS IF A GEAR EXTENDED. SUSPECT THE NOSE GEAR DOORS HELD THE GEAR FROM EXTENDING. WHEN IT CAME TIME TO LAND, THE LANDING GEAR EXTENDED AND LOCKED DOWN NORMALLY. JACKED A/C, INSPECTED LANDING GEAR WELLS, UPLOCKS, AND ACTUATORS. FOUND NLG UPLOCK SWITCH OUT OF RIG , RIGGED SWITCH IAW CE 680 MM 32-60-00. FOUND NLG OLEO UNDER PRESSURIZED, SERVICED IAW MM 32-20-00, FOUND LT MLG CONNECTOR NOT FULLY SEATED, RESEATED. PERFORMED LANDING GEAR OPS CHECK AND UPLOCK SWITCH OPS CHECK, SYSTEM CHECK GOOD. IAW MM 32-00-00, DOWN JACKED A/C.

Part: POWER SUPPLY — FAILED (NR 2 MAU) · airframe 5,422 hrs · 3,642 cycles

DURING CRUISE AT FL410, FIRST MONITOR WARNING FAIL CAS MESSAGE, FOLLOWED BY MONITOR WARNING FAIL RT IN DESCENT. ALSO MAU 1 & 2 FAIL, GPS 2 INACTIVE, TAWS FAILURE, LOSS OF ALL PIC FLIGHT INSTRUMENTS, INTERMITTENT LOSS OF ALL SIC FLIGHT INSTRUMENTS, LOSS OF FMS 2 WENT BLANK, LOSS OF FMS 1 NOT BLANK BUT COULD NOT INPUT DATA, AUTOPILOT & YAW DAMP FAILURE, PRESSURIZATION SPIKING IN DESCENT FROM FL410, CABIN ALTITUDE CAS MESSAGE AT APPROX FL180, EVENT MARKER PUSHED. CHECKED LAN AND ASCB BUSS. NO FAULTS FOUND. INSTALLED NEW ASCB TERMINATORS (5EA) IAW WDM 20-10-04. WHILE TROUBLESHOOTING SYSTEM, FOUND THAT WHEN CIRCUIT BREAKER FOR MAU 1 WAS RESET, IT CAUSED AN MAU 2 FAIL FOR 10 TO 20 SECONDS. FURTHER TROUBLESHOOTING REVEALED THAT MAU 2 POWER SUPPLY WAS BAD. REPLACED NR 2 MAU POWER SUPPLY AND OPS CHECKED GOOD PER MM, 34-17-00.

Part: POWER SUPPLY — FAILED (MAU) · airframe 5,280 hrs · 3,548 cycles

BOTH MAU1 & MAU2 FAILED. REPLACED MAU 1 & 2 POWER SUPPLIES & NIC PROCESSOR IAW MM 34-17-00. LOADED SOFTWARE & OPS CHECKED WITH NO FAULTS NOTED.

Part: STARTER GEN — FAILED · airframe 5,275 hrs · 3,544 cycles

DURING CRUISE AT FLIGHT LEVEL 410, RECEIVED AN AMBER DC GENERATOR OFF LIGHT & AN AMBER DC EMERGENCY BUSS LIGHT, CAS MESSAGE. LOST THE NR 1 DISPLAY UNIT, THE NR 3 DISPLAY UNIT & LOST THE FLAPS & AUTOPILOT. CHECKLIST INDICATED A GENERATOR OVER CURRENT WAS AT FAULT. VERIFIED GENERATOR NOT PRODUCING VOLTAGE. REMOVED INOPERATIVE GENERATOR & INSTALLED A OVERHAULED STARTER GEN IAW MM 80-10-00, OPS CHECKED GOOD.

Part: PUMP — LEAKING (HYDRAULIC SYS) · airframe 2,278 hrs · 1,563 cycles

DURING UNSCHEDULED MX, THE RT ENGINE HYD PUMP WAS REPLACED DUE TO INTERNAL LEAKAGE.

Part: WIRE — CHAFED (COCKPIT) · airframe 10,161 hrs · 8,216 cycles

ON TAKEOFF, WHEN GEAR HANDLE WAS PLACED IN THE UP POSITION, THE GEAR CONTROL CIRCUIT BREAKER POPPED, GEAR WOULD NOT RETRACT. 200KTS WAS NOT EXCEEDED. FOUND WIRE CHAFED BEHIND PILOTS DISPLAY. REPAIRED WIRES AND REINSTALLED PILOTS DISPLAY. OPS CHKED GOOD WORK DONE IAW THE 560 MM 20-10-07.

Part: THROTTLE — OUT OF RIG (LT ENGINE) · airframe 10,121 hrs · 8,174 cycles

ENGINES STARTED NORMALLY, DURING SPEED BRAKE RETRACTION TEST THE LEFT ENGINE FLAMED OUT, TAXIED BACK TO FBO. RERIGGED LT ENGINE THROTTLE IAW CE560 MM 76-11-00. OPS CHECK GOOD.

Part: PIN — BROKEN (MLG) · airframe 9,451 hrs · 7,616 cycles

ANIT-SKID INOP LIGHT ILLUMINATED IN FLIGHT AS GEAR RETRACTED, EMERGENCY BRAKES USED ON LANDING. FOUND ONE BROKEN PIN, THE CONNECTOR CORRODED ON THE BITE BOX. REPINNED NEW CONNECTOR WIRE FOR WIRE FROM OLD CONNECTOR TO NEW CONNECTOR. OPERATIONAL CHECK OF ANTI-SKID SYSTEM SATISFACTORY. IAW MODEL 560 M.M. 32-42-00.

Part: ANTI-SKID SYS — DEFECTIVE (MLG) · airframe 9,172 hrs · 7,375 cycles

WHEN GEAR WAS SELECTED DOWN THE POWER BRAKE LOW PRESS AND ANTI SKID INOP LIGHT CAME ON AND REMAINED ON. DURING BRAKE OPERATION PEDALS WERE SOFT BUT BRAKING WAS AVAILABLE BY PUMPING THE BRAKES. - REMOVED DEFECTIVE ANTI SKID CONTROL UNIT- REPLACED WITH "SERVICABLE UNIT. ALSO FOUND CONNECTOR TO GEAR HANDLE "P-160" TO BE LOOSE IN THE TROUBLESHOOTING PROCESS. RESECURED CONNECTOR. PERFORMED SYSTEM OPRATIONAL TEST PER 32-30-01 WITH NO FAULTS

Part: CONTROL HANDLE — STUCK (TE FLAPS) · airframe 8,620 hrs · 6,961 cycles

DURING FLIGHT THE FLAPS DEPLOYED AT 7 DEGREES AND FLAP CONTROL LEVER IS STUCK IN POSITION. ADJUSTED FLAP PRESELECT LEVER AND OPERATIONAL CHECK GOOD, PERFORMED WORK IAW 560 CITATION MM CHAPTER 27-51-00.

Part: DIODE — FAILED (THRUST REVERSER) · airframe 8,619 hrs · 6,959 cycles

THE LEFT THRUST REVERSER DEPLOYED IN FLIGHT. REMOVED AND REPLACED DIODES NR 169 AND 171, ALSO REMOVED AND REPLACED LEFT T/R SELECTOR VALVE. LEFT T/R OPS AND LEAK CHECKS GOOD, WORK DONE IAW CITATION 560 MM CHAPTER 78-31-01.

Part: WIRE — LOOSE (CABIN LIGHT) · airframe 8,175 hrs · 6,561 cycles

DURING TAXIING OUT FOR TAKEOFF, PASSENGER NOTICED BURNING ELECTRICAL ODOR IN CABIN. CREW MEMBER VERIFIED THE ELECTRICAL ODOR COMING FROM THE CEILING NEAR THE REAR SPEAKER, AIRCRAFT RETURNED TO BLOCK. TROUBLESHOT BY GAINING ACCESS THRU CABIN OVERHEAD PANEL, FOUND AFT CABIN INFORMATION LIGHT INOP DUE TO LOOSE CONNECTION. TIGHTENED CONNECTION, OPS CHECK GOOD. RAN AIRCRAFT APPROX 30 MIN, COULD NOT DUPLICATE ELECTRICAL BURNING ODOR. RESTORED ACCESS IAW CESSNA 560 MM CHAPTER 25-22-03 AND 31-21-03.

Part: FLOW DIVIDER — OUT OF RIG (LT ENGINE) · airframe 7,880 hrs · 6,335 cycles

DURING GROUND CHECK BY CREW LT ENGINE FLAMED OUT WHEN POWER BROUGHT BACK TO IDLE. FOUND RIGGING ON FUEL FLOW DIVIDER SLIGHTLY OUT. ADJUSTED RIGGING ON FUEL FLOW DIVIDER FOR A SLIP FIT IN IDLE DETENT POSITION IAW 560 MM CHAPTER 76-11-00 ALSO ADJUSTED LOW END IDLE SCREW TO BRING IDLE SETTING INTO REQUIRED RANGE IAW 560 MM CHAPTER 71-01-02, ENGINE OPS CHECKED GOOD.

Part: HEAT EXCHANGER — DIRTY (CABIN COOLING) · airframe 7,860 hrs · 6,313 cycles

DURING ENROUTE FROM PHL TO ACK, NOTICED A BURNING ELECTRICAL ODOR FOLLOWED BY THE EMERGENCY PRESSURIZATION LIGHT. ACCOMPLISHED AIR TURN BACK TO PHL CLEANED LINTS AND DEBRIS FROM 3RD HEAT EXCHANGER COOLING FINS, RAN AIRCRAFT WITH NO ABNORMAL INDICATIONS FROM THE AIR-CONDITIONING SYSTEM (HOT AND COLD, NORMAL AND MANUAL). ALL WORK PERFORMED IAW CE560 MM CHAPTER 21-11-00, 21-31-04 AND 21-51-00.