N363QS
Operators of this aircraft
Who operated this tail, and how firmly we know it.
| Operator | Role | Period | Basis |
|---|---|---|---|
| NETJETS AVIATION, INC. (DXTA) | Certificate holder | — | Matched by certificate designator |
Accident & incident history
No NTSB accidents or incidents on file for this aircraft.
Maintenance disclosures
UPON TAXI DEPARTING MMU FBO WE NOTICED THAT THE EMERGENCY LIGHTS WERE STILL ON AS THE EMER LT SWITCH WAS PLACED IN ARM. WHEN REACHING THE RUN-UP PAD AT MMU THE EMERGENCY LIGHTS BEGAN STROBING CORRECTIVE ACTION: REMOVED AND REPLACED NO.1 & 2 EMERGENCY BATTERIES. PERFORMED A SATISFACTORY OPERATIONAL TEST AND A SATISFACTORY FUNCTIONAL TEST OF THE EMERGENCY BATTERIES IN REFERENCE WITH EMB 505 MM: 33-52-01 WITH NO DEFECTS NOTED.
DOOR PAX OPEN ANNUNCIATOR ILLUM DURING CLIMB, THRU 21,000 FT. AFTER LEVEL OFF & BEGINNING DESCENT, ANNUNCIATOR EXTINGUISHED. QRH PROCEDURE FOLLOWED, CABIN WAS DUMPED BELOW 10,000 FT. PERFORMED INSPECTION OF MAIN DOOR MICROSWITCHES AND TROUBLESHOT IAW FIM 52-71-00 FOUND WIRE BREAK ON WIRING HARNESS AT DOOR HINGE & REPAIRED WIRING HARNESS WIRE IAW SWPM 20-41-20 PERFORMED OPS CHECK CAS MESSAGE CLEARED NO OTHER DEFECTS NOTED.
FLOOR EMERGENCY LIGHT BETWEEN SEATS 1 & 3 LENS BROKEN, FOUND ON FLOOR, LAMP NOT VISIBLE. LENS IN CABIN CUP HOLDER AT SEAT 3. FOUND LIGHT PUSHED INSIDE FISHED LIGHT OUT HOLE AND FOUND THAT LIGHT LENS WAS CRACKED AND LED HARNESS WOULD NOT STAY IN LENS. PASSED ON INFO. TO MCC AND THEY ORDERED NEW LIGHT ASSY. INSTALLED NEW LIGHT OPS CHECK GOOD IAW EMB300 AMM CHAPTER 33-52\400
A CRACK WAS FOUND ON THE MAIN ENTRY DOOR STRUCTURE UNDER THE FWD SUPPORT ROD MOUNT, THE CRACK WAS REPAIRED IAW AQRD ERO-106779 REV IR DATED: AUG 18, 2022. FAA APPROVED BY FAA FORM 8110-3 DATED AUG 18, 2022.
CABIN EMERG LIGHT: EMERGENCY LIGHTS ARE ON WITH THE SWITCH IN THE ARMED POSITION // SIGNOFF// CONFIRMED WRITE UP,T/S PER FIM AND HAD BATTERY'S FAIL, 2 BATTERY'S ON ORDER BATTER #1 IS BAD PER FIM AND# 2 WAS REPLACED 7-2-22 , CUSTOMER WOULD LIKE TO CHANGE #1 AND RETEST RE-CHECKED TROUBLESHOOTING STEPS, VERIFIED ONLY ONE BATTERY NEEDED AT THIS TIME PER CUSTOMER REQUEST, CUSTOMER ORDERING! BATTERY, (RF 7 / 7 / 22) REMOVED FWD BATTERY AND INSTALLED CUSTOMER SUPPLIED NEW EMERGENCE BATTERY OP,S CHECK GOOD REF PHENOM 300 AMM 33-52-01
FOUL ODOR EMANATES FROM COCKPIT VENTS WITH AIR CONDITIONING ON. SMELLS LIKE RODENT URINE. NO NOTICEABLE ODOR IN CABIN. CABIN AIR PURGED WITH OZONE/PURIFIER. INSTALLED PROTECTIVE COVERING IN FORWARD CABIN AREA. REMOVED AND REPLACED CENTER FUSELAGE DRAIN ASSY. IAW AMM 53-05-00. CLEANED AND REMOVED DUST FROM COCKPIT CONDESER AS REQUIRED. REMOVED CO-PILOTS SEAT AND ACCESSED INSULATION BAGS UNDER RH COCKPIT & FORWARD CABIN FLOOR BOARDS. REMOVED & REPLACED ALL WET INSULATION FOUND UNDER FORWARD FLOOR BOARDS AND COCKPIT CONDENSER. CLOSED FLOOR BOARDS AND REINSTALLED CO-PILOT SEATS. CLEANED WORK AREA OF ALL PROTECTIVE COVERING. DONE IAW AMM 25-11-01 & AMM 25-81-04. NO ODOR REMAINS.
BRK FAIL YELLOW CAS: REPEAT WRITE UP. YELLOW BRK FAIL CAS MESSAGE DISPLAYED AFTER TAKEOFF. DIVERTED TO KLNK. CW QRH. NO NORMAL BRAKES. STOPPED WITH EMERGENCY BRAKES IAW CHECKLIST. TOWED OFF RUNWAY.///SIGN-OFF///REPLACED BRAKE CONTROL UNIT WITH CUSTOMER SUPPLIED REPAIRED UNIT. OPS AND LEAL CHECK GOOD. IAW EMB 505 AMM 32-41-07-400-801
BRK FAIL YELLOW CAS: BRAKE CAS FAIL MESSAGE CAME ON AT ABOUT 6000 FEET. WE CLIMBED TO 16000 FEET. RAN QRH FOR MESSAGE THEN LANDED. USED LITTLE PARKING BRAKE TO STOP AIRCRAFT. BRAKES DID NOT WORK. // SIGNOFF// PERFORMED REQUESTED FIM FOR BRAKE FAIL AND ELECTRICAL CHECKS WERE GOOD. PER CHART MUST REPLACE POWER BRAKE MODULE. ALSO PERFORMED FIM FOR RIGHT ANTI-SKID FAIL AND FOUND ANTI-SKID TRANSDUCER FAILED ELECTRICAL CHECKS IAW EMBRAER PHENOM 300 FIM 32-41·00·810-813-A, 32-41·00-810-804-A. STEP UP & SET UP TOOLNG FOR THIS MX EVENT. ACFT JACKS, JACK PADS, BRAKE SYSTEM GAUGES, HYO SVC FITTINGS & ROBO MULE. REOEVED AU THE TOOUNG EXCEPT THE JACKS. DUE: TO THE PARTS DELAY, WE HAD TO RE-SOURCE THE ACFT JACKS FROM KSTL PICKED UP JACKS & WILL RETURN THE ACFT JACKS TO KSTL. REMOVED & REPLACED THE R WHEEL SPEED TRANSDUCER REMOVED P/N DAP00103-0T ⢠S/N OSSNP:' INSTALLED A REPAIRED UNIT. ACCOMPUSHED SYSTEM CKS PER THE EMB PHENOM 300 AMM 32-41-06. DAP00103-01 SN 062TB REMOMVED & REPLACED THE BRAKE CONTROL MODULE. REMOVED P /N DAP00101·02-S/N 14NH. "INSTALLED A REPAIRED UNIT P /N DAP00101·02;- S/N 48KY. VERIFIED THE HYD SYSTEM QUANTITY IS IN THE GREEN & ACCOMPUSHED THE MAIN HYO SYSTEM BLEEDING, & BRAKE SYSTEM FUNCTIONAL CKS, OPS CKS. THE BRAKE SYSTEM, PARING BRAKE / EMER·BRAKE OPS CHECKS NORMAL & NO DEFECTS. ACCOMPLISHED A TAXI CHECKS FOR THE BRAKE SYSTEM TEST, ALL CHECKS ARE NORMAL & NO DEFECTS. WORK DONE WITH REF TO EMB PHENOM 300 AMM 32-41-07,
DURING SCHEDULED MAINTENANCE, THE OVER-WING EMERGENCY EXIT LIGHT HAD SEVERAL LED SEGMENTS INOPERATIVE. LIGHT ASSEMBLY WAS REPLACED WITH NEW AND OPERATIONAL TEST WAS SATISFACTORY. THIS REPORT SUBMITTED TO COMPLY WITH PART 135 OPERATOR'S GENERAL MAINTENANCE MANUAL (GMM) REQUIREMENTS.
CABIN EMERG LIGHT: EMER LIGHT CAME ON DURING FLIGHT WITHOUT BEING SELECTED. // SIGNOFF// REMOVED AND REPLACED #2 EMERGENCY BATTERY. IAW EMB-605 AMM 33-52-01 OPS CHECK GOOD,
EMERGENCY LIGHTING: ALL EMERGENCY EXIT LIGHTS FLICHERING DURING FLIGHT. LIGHTS FLICKER WITH SWITCH IN ON AND ARMED POSITIONS. // SIGNOFF // TROUBLESHOT SYSTEM IAW P-300 WM CH 33-50-50-1 AND FOUND AFT EMERGENCY LIGHTS BATTERY TO BE FAULTY. REPLACED AFT EMERGENCY LIGHTS BATTERY PIN 6450LS-OO SIN 001057 WITH TESTED UNIT P/N 6450LS-00 S/N 002233 IAW P-300 AMM CH 33-52-01-400-801-A. PERFORMED EMERGENCY LIGHTS SYSTEM OPS CHECK IAW P-300 AMM CH 33-52-00-710-801-A W/ SATISFACTORY RESULTS.. ⢠INSTALLED UNIT DATED 11-3-2021
PRESN AUTO FAIL YELLOW CAS: AT FL400 CRUISE THE FOLLOWING CAS MESSAGES ILLUMINATED: PRESN AUTO FAIL, SWPS FAULT, AP FAIL, AMS CTRL FAIL, YD FAIL, STBY BARO FAIL, GSD 1 FAIL, SEPS ICE SPEED, HSDB FAULT, LEFT MAIN GEAR DISAGREEMENT, ADS 1 HTR FAIL. STARTED AT THE TOP OF THE LIST TO PERFORM EACH ASSOCIATED QRH PROCEDURE. PERFORMED A MANUAL GEAR EXTENSION AS PER THE QRH. SENT CMC DOWNLOADS TO EMBRAER CONTACT CENTER. REF CASE NUMBER: EEJ -04136720. DISPOSITION FROM CONTACT CENTER WAS TO REPOSITIONED GSD41 # 1 AND GSD4 L #2 UNITS. PASSED INFO ALONG TO MCC AND THEY AGREED SINCE THERE WAS NO HISTORY OF FAILURES ON THIS AIRCRAFT. REPOSITIONED GSD41 # L AND GSD4 L #2 UNITS IAW EMB-5058 AMM TASKS 31-41-01-000-801-A, & 31-41-01-400-801-A. PERFORMED SOFTWARE CONFIGURATION UPLOADING OF THE DATA CONCENTRATOR UNITS IAW EMB-5058 AMM TASK 31-41-01-470-801-A. PERFORMED OPERATIONAL TEST OF THE DATA CONCENTRATOR UNITS IA W EMB-505S AMM TASK 31-41-0L-710-801-A. UPLOAD CHECKS AND OPS CHECKS GOOD.
NLG LANDING GEAR EXTENSION DELAY - DURING GEAR EXTENSION, A THUD WAS HEARD AND FELT FROM THE RIGHR MAIN GEAR FOLLOWED BY ABOUT A 10 SECOND DELAY OF THE NOSE GEAR WHILE INDICATING A SQUARE AMBER BOX. PERFORMED REPLACEMENT OF PRIORITY VALVE (NEW) IAW P-300 AMM 29-15-05
DURING SCHEDULED INSPECTION IT WAS FOUND THAT THE LOWER RUDDER LT SUPPORT TUBE WAS SWELLING. WHILE NO CRACKS WERE FOUND ON THIS ONE IT'S BEEN KNOWN TO HAVE CRACK ON OTHER AIRCRAFT.
CO-PILOT SIDE RT BRAKE IS FREE MOVING HALF WAY THROUGH THE BRAKES. WHEN APPLIED IT CAUSES UNEVEN BRAKING. R & R LT & RT CO-PILOTS BRAKE MASTER CYLINDER. PERFORMED BRAKE SYS BLEED, AND OPS, AND LEAK CHECKED SATISFACTORY. ALL WORK DONE IAW MM 32-42-02 AND 32-42-00. RT MASTER CYLINDER PN 9912050-18, SN 1347.
COPILOTS LT AND RT BRAKE PEDALS ARE SPONGY. RT SIDE PEDAL GOES ALMOST TO THE FLOOR ON BRAKE APPLICATION. PERFORMED BLEED PROCEDURE ON RT BRAKE SYS. PERFORMED TAXI CHECK, BOTH PILOT AND COPILOTS BRAKES GOOD. WORK PERFORMED IAW MM 32-42-00.
AIRPLANE PULLS HARD TO THE LEFT WHEN BRAKING FROM PILOTS AND COPILOTS SIDE. COMPLIED WITH BRAKE SYS BLEED IAW MM 32-42-00. LEAK AND TAXI CHECKED GOOD.
DURING A SCHEDULED PHASE INSP, FOUND MINOR CORRISION ON THE RT ENGINE BOX BEAM. THE ENGINE WAS REMOVED AND WHEN THE CLOSE OUT PANEL WAS REMOVED FOR CORRISION INSP THE TECH FOUND ANGLE PN 6654002-14, -12 CRACKED, THEY ARE LOCATED ON THE RT ENGINE BOX BEAM LOWER AND UPPER FWD. ALSO INSPECTED LT ENGINE BOX BEAM, FOUND ANGLE, PN 6654002-11, CRACKED, LOCATED ON LT ENGINE BOX BEAM LOWER FWD. THE ANGLES WILL BE REPLACED WITH NEW.
DURING A SCHEDULED PHASE INS, THE TECH FOUND MINOR CORROISION ON THE RT ENGINE BOX BEAM. THE ENGINE WAS REMOVED AND WHEN THE CLOSE OUT PANEL WAS REMOVED FOR CORROSION INSP, THE TECH FOUND THAT SOME FASTENERS WERE NOT INSTALLED DURING MFG. THE 4 ANGLES PN 6654002-12,-14,-6,-8 SHOULD EACH HAVE 5 MONEL RIVETS THAT ATTACH THE BOX BEAM, ANGLE AND CHANNEL TOGETHER. THE LARGE LOCK FASTENERS WERE INSTALLED WITH NO APARENT DAMAGE TO THE BOX BEAM. WE ARE WORKING WITH MFG TO REPLACE ANGLES AND HAVE CHECKED OTHER ACFT IN MX, NONE WERE FOUND WITH THIS CONDITION.
WHILE PERFORMING PHASE 1-4 INSPECTIONS, CRACKS WERE NOTICED IN SEVERAL RIBS LOCATED INSIDE THE LT AND RT HORIZ STAB. AFTER REMOVAL OF THE TOP SKINS ON BOTH STAB, 10 CRACKED RIBS ON THE RT SIDE AND 11 CRACKS ON THE LT SIDE WERE FOUND. ALL OF THE CRACKS WAS FOUND IN THE LWR PORTION OF FLANGED AREAS OF THE RIB IN THE CUT-OUT AREA. AFTER REMOVAL OF THE RIBS, SOME OF THE CRACKS WERE FOUND TO BE GOING TO THE RIVET HOLES BUT MOST OF THE CRACKS CONTINUED PAST THE RIVET HOLES. THE CRACKS WERE PARALLEL TO THE EDGE OF THE RIBS. THE CRACKS WERE LOCATED IN AREAS NOT NORMALLY INSPECTED AND ACCESS IS VERY LIMITED. (K)
WHILE PERFORMING PHASE 1-4 INSPECTIONS, CRACKS WERE NOTICED IN SEVERAL RIBS LOCATED INSIDE THE LT AND RT HORIZ STAB. AFTER REMOVAL OF THE TOP SKINS ON BOTH STAB, 10 CRACKED RIBS ON THE RT SIDE AND 11 CRACKS ON THE LT SIDE WERE FOUND. ALL OF THE CRACKS WAS FOUND IN THE LWR PORTION OF FLANGED AREAS OF THE RIB IN THE CUT-OUT AREA. AFTER REMOVAL OF THE RIBS, SOME OF THE CRACKS WERE FOUND TO BE GOING TO THE RIVET HOLES BUT MOST OF THE CRACKS CONTINUED PAST THE RIVET HOLES. THE CRACKS WERE PARALLEL TO THE EDGE OF THE RIBS. THE CRACKS WERE LOCATED IN AREAS NOT NORMALLY INSPECTED AND ACCESS IS VERY LIMITED. (K)
WHILE PERFORMING PHASE 1-4 INSPECTIONS, CRACKS WERE NOTICED IN SEVERAL RIBS LOCATED INSIDE THE LT AND RT HORIZ STAB. AFTER REMOVAL OF THE TOP SKINS ON BOTH STAB, 10 CRACKED RIBS ON THE RT SIDE AND 11 CRACKS ON THE LT SIDE WERE FOUND. ALL OF THE CRACKS WAS FOUND IN THE LWR PORTION OF FLANGED AREAS OF THE RIB IN THE CUT-OUT AREA. AFTER REMOVAL OF THE RIBS, SOME OF THE CRACKS WERE FOUND TO BE GOING TO THE RIVET HOLES BUT MOST OF THE CRACKS CONTINUED PAST THE RIVET HOLES. THE CRACKS WERE PARALLEL TO THE EDGE OF THE RIBS. THE CRACKS WERE LOCATED IN AREAS NOT NORMALLY INSPECTED AND ACCESS IS VERY LIMITED. (K)
WHILE PERFORMING PHASE 1-4 INSPECTIONS, CRACKS WERE NOTICED IN SEVERAL RIBS LOCATED INSIDE THE LT AND RT HORIZ STAB. AFTER REMOVAL OF THE TOP SKINS ON BOTH STAB, 10 CRACKED RIBS ON THE RT SIDE AND 11 CRACKS ON THE LT SIDE WERE FOUND. ALL OF THE CRACKS WAS FOUND IN THE LWR PORTION OF FLANGED AREAS OF THE RIB IN THE CUT-OUT AREA. AFTER REMOVAL OF THE RIBS, SOME OF THE CRACKS WERE FOUND TO BE GOING TO THE RIVET HOLES BUT MOST OF THE CRACKS CONTINUED PAST THE RIVET HOLES. THE CRACKS WERE PARALLEL TO THE EDGE OF THE RIBS. THE CRACKS WERE LOCATED IN AREAS NOT NORMALLY INSPECTED AND ACCESS IS VERY LIMITED. (K)
WHILE PERFORMING PHASE 1-4 INSPECTIONS, CRACKS WERE NOTICED IN SEVERAL RIBS LOCATED INSIDE THE LT AND RT HORIZ STAB. AFTER REMOVAL OF THE TOP SKINS ON BOTH STAB, 10 CRACKED RIBS ON THE RT SIDE AND 11 CRACKS ON THE LT SIDE WERE FOUND. ALL OF THE CRACKS WAS FOUND IN THE LWR PORTION OF FLANGED AREAS OF THE RIB IN THE CUT-OUT AREA. AFTER REMOVAL OF THE RIBS, SOME OF THE CRACKS WERE FOUND TO BE GOING TO THE RIVET HOLES BUT MOST OF THE CRACKS CONTINUED PAST THE RIVET HOLES. THE CRACKS WERE PARALLEL TO THE EDGE OF THE RIBS. THE CRACKS WERE LOCATED IN AREAS NOT NORMALLY INSPECTED AND ACCESS IS VERY LIMITED. (K)
WHILE PERFORMING PHASE 1-4 INSPECTIONS, CRACKS WERE NOTICED IN SEVERAL RIBS LOCATED INSIDE THE LT AND RT HORIZ STAB. AFTER REMOVAL OF THE TOP SKINS ON BOTH STAB, 10 CRACKED RIBS ON THE RT SIDE AND 11 CRACKS ON THE LT SIDE WERE FOUND. ALL OF THE CRACKS WAS FOUND IN THE LWR PORTION OF FLANGED AREAS OF THE RIB IN THE CUT-OUT AREA. AFTER REMOVAL OF THE RIBS, SOME OF THE CRACKS WERE FOUND TO BE GOING TO THE RIVET HOLES BUT MOST OF THE CRACKS CONTINUED PAST THE RIVET HOLES. THE CRACKS WERE PARALLEL TO THE EDGE OF THE RIBS. THE CRACKS WERE LOCATED IN AREAS NOT NORMALLY INSPECTED AND ACCESS IS VERY LIMITED. (K)
WHILE PERFORMING PHASE 1-4 INSPECTIONS, CRACKS WERE NOTICED IN SEVERAL RIBS LOCATED INSIDE THE LT AND RT HORIZ STAB. AFTER REMOVAL OF THE TOP SKINS ON BOTH STAB, 10 CRACKED RIBS ON THE RT SIDE AND 11 CRACKS ON THE LT SIDE WERE FOUND. ALL OF THE CRACKS WAS FOUND IN THE LWR PORTION OF FLANGED AREAS OF THE RIB IN THE CUT-OUT AREA. AFTER REMOVAL OF THE RIBS, SOME OF THE CRACKS WERE FOUND TO BE GOING TO THE RIVET HOLES BUT MOST OF THE CRACKS CONTINUED PAST THE RIVET HOLES. THE CRACKS WERE PARALLEL TO THE EDGE OF THE RIBS. THE CRACKS WERE LOCATED IN AREAS NOT NORMALLY INSPECTED AND ACCESS IS VERY LIMITED. (K)
WHILE PERFORMING PHASE 1-4 INSPECTIONS, CRACKS WERE NOTICED IN SEVERAL RIBS LOCATED INSIDE THE LT AND RT HORIZ STAB. AFTER REMOVAL OF THE TOP SKINS ON BOTH STAB, 10 CRACKED RIBS ON THE RT SIDE AND 11 CRACKS ON THE LT SIDE WERE FOUND. ALL OF THE CRACKS WAS FOUND IN THE LWR PORTION OF FLANGED AREAS OF THE RIB IN THE CUT-OUT AREA. AFTER REMOVAL OF THE RIBS, SOME OF THE CRACKS WERE FOUND TO BE GOING TO THE RIVET HOLES BUT MOST OF THE CRACKS CONTINUED PAST THE RIVET HOLES. THE CRACKS WERE PARALLEL TO THE EDGE OF THE RIBS. THE CRACKS WERE LOCATED IN AREAS NOT NORMALLY INSPECTED AND ACCESS IS VERY LIMITED. (K)
WHILE PERFORMING PHASE 1-4 INSPECTIONS, CRACKS WERE NOTICED IN SEVERAL RIBS LOCATED INSIDE THE LT AND RT HORIZ STAB. AFTER REMOVAL OF THE TOP SKINS ON BOTH STAB, 10 CRACKED RIBS ON THE RT SIDE AND 11 CRACKS ON THE LT SIDE WERE FOUND. ALL OF THE CRACKS WAS FOUND IN THE LWR PORTION OF FLANGED AREAS OF THE RIB IN THE CUT-OUT AREA. AFTER REMOVAL OF THE RIBS, SOME OF THE CRACKS WERE FOUND TO BE GOING TO THE RIVET HOLES BUT MOST OF THE CRACKS CONTINUED PAST THE RIVET HOLES. THE CRACKS WERE PARALLEL TO THE EDGE OF THE RIBS. THE CRACKS WERE LOCATED IN AREAS NOT NORMALLY INSPECTED AND ACCESS IS VERY LIMITED. (K)
WHILE PERFORMING PHASE 1-4 INSPECTIONS, CRACKS WERE NOTICED IN SEVERAL RIBS LOCATED INSIDE THE LT AND RT HORIZ STAB. AFTER REMOVAL OF THE TOP SKINS ON BOTH STAB, 10 CRACKED RIBS ON THE RT SIDE AND 11 CRACKS ON THE LT SIDE WERE FOUND. ALL OF THE CRACKS WAS FOUND IN THE LWR PORTION OF FLANGED AREAS OF THE RIB IN THE CUT-OUT AREA. AFTER REMOVAL OF THE RIBS, SOME OF THE CRACKS WERE FOUND TO BE GOING TO THE RIVET HOLES BUT MOST OF THE CRACKS CONTINUED PAST THE RIVET HOLES. THE CRACKS WERE PARALLEL TO THE EDGE OF THE RIBS. THE CRACKS WERE LOCATED IN AREAS NOT NORMALLY INSPECTED AND ACCESS IS VERY LIMITED. (K)
WHILE PERFORMING PHASE 1-4 INSPECTIONS, CRACKS WERE NOTICED IN SEVERAL RIBS LOCATED INSIDE THE LT AND RT HORIZ STAB. AFTER REMOVAL OF THE TOP SKINS ON BOTH STAB, 10 CRACKED RIBS ON THE RT SIDE AND 11 CRACKS ON THE LT SIDE WERE FOUND. ALL OF THE CRACKS WAS FOUND IN THE LWR PORTION OF FLANGED AREAS OF THE RIB IN THE CUT-OUT AREA. AFTER REMOVAL OF THE RIBS, SOME OF THE CRACKS WERE FOUND TO BE GOING TO THE RIVET HOLES BUT MOST OF THE CRACKS CONTINUED PAST THE RIVET HOLES. THE CRACKS WERE PARALLEL TO THE EDGE OF THE RIBS. THE CRACKS WERE LOCATED IN AREAS NOT NORMALLY INSPECTED AND ACCESS IS VERY LIMITED. (K)
WHILE PERFORMING PHASE 1-4 INSPECTIONS, CRACKS WERE NOTICED IN SEVERAL RIBS LOCATED INSIDE THE LT AND RT HORIZ STAB. AFTER REMOVAL OF THE TOP SKINS ON BOTH STAB, 10 CRACKED RIBS ON THE RT SIDE AND 11 CRACKS ON THE LT SIDE WERE FOUND. ALL OF THE CRACKS WAS FOUND IN THE LWR PORTION OF FLANGED AREAS OF THE RIB IN THE CUT-OUT AREA. AFTER REMOVAL OF THE RIBS, SOME OF THE CRACKS WERE FOUND TO BE GOING TO THE RIVET HOLES BUT MOST OF THE CRACKS CONTINUED PAST THE RIVET HOLES. THE CRACKS WERE PARALLEL TO THE EDGE OF THE RIBS. THE CRACKS WERE LOCATED IN AREAS NOT NORMALLY INSPECTED AND ACCESS IS VERY LIMITED. (K)
WHILE PERFORMING PHASE 1-4 INSPECTIONS, CRACKS WERE NOTICED IN SEVERAL RIBS LOCATED INSIDE THE LT AND RT HORIZ STAB. AFTER REMOVAL OF THE TOP SKINS ON BOTH STAB, 10 CRACKED RIBS ON THE RT SIDE AND 11 CRACKS ON THE LT SIDE WERE FOUND. ALL OF THE CRACKS WAS FOUND IN THE LWR PORTION OF FLANGED AREAS OF THE RIB IN THE CUT-OUT AREA. AFTER REMOVAL OF THE RIBS, SOME OF THE CRACKS WERE FOUND TO BE GOING TO THE RIVET HOLES BUT MOST OF THE CRACKS CONTINUED PAST THE RIVET HOLES. THE CRACKS WERE PARALLEL TO THE EDGE OF THE RIBS. THE CRACKS WERE LOCATED IN AREAS NOT NORMALLY INSPECTED AND ACCESS IS VERY LIMITED. (K)
WHILE PERFORMING PHASE 1-4 INSPECTIONS, CRACKS WERE NOTICED IN SEVERAL RIBS LOCATED INSIDE THE LT AND RT HORIZ STAB. AFTER REMOVAL OF THE TOP SKINS ON BOTH STAB, 10 CRACKED RIBS ON THE RT SIDE AND 11 CRACKS ON THE LT SIDE WERE FOUND. ALL OF THE CRACKS WAS FOUND IN THE LWR PORTION OF FLANGED AREAS OF THE RIB IN THE CUT-OUT AREA. AFTER REMOVAL OF THE RIBS, SOME OF THE CRACKS WERE FOUND TO BE GOING TO THE RIVET HOLES BUT MOST OF THE CRACKS CONTINUED PAST THE RIVET HOLES. THE CRACKS WERE PARALLEL TO THE EDGE OF THE RIBS. THE CRACKS WERE LOCATED IN AREAS NOT NORMALLY INSPECTED AND ACCESS IS VERY LIMITED. (K)
WHILE PERFORMING PHASE 1-4 INSPECTIONS, CRACKS WERE NOTICED IN SEVERAL RIBS LOCATED INSIDE THE LT AND RT HORIZ STAB. AFTER REMOVAL OF THE TOP SKINS ON BOTH STAB, 10 CRACKED RIBS ON THE RT SIDE AND 11 CRACKS ON THE LT SIDE WERE FOUND. ALL OF THE CRACKS WAS FOUND IN THE LWR PORTION OF FLANGED AREAS OF THE RIB IN THE CUT-OUT AREA. AFTER REMOVAL OF THE RIBS, SOME OF THE CRACKS WERE FOUND TO BE GOING TO THE RIVET HOLES BUT MOST OF THE CRACKS CONTINUED PAST THE RIVET HOLES. THE CRACKS WERE PARALLEL TO THE EDGE OF THE RIBS. THE CRACKS WERE LOCATED IN AREAS NOT NORMALLY INSPECTED AND ACCESS IS VERY LIMITED. (K)
WHILE PERFORMING PHASE 1-4 INSPECTIONS, CRACKS WERE NOTICED IN SEVERAL RIBS LOCATED INSIDE THE LT AND RT HORIZ STAB. AFTER REMOVAL OF THE TOP SKINS ON BOTH STAB, 10 CRACKED RIBS ON THE RT SIDE AND 11 CRACKS ON THE LT SIDE WERE FOUND. ALL OF THE CRACKS WAS FOUND IN THE LWR PORTION OF FLANGED AREAS OF THE RIB IN THE CUT-OUT AREA. AFTER REMOVAL OF THE RIBS, SOME OF THE CRACKS WERE FOUND TO BE GOING TO THE RIVET HOLES BUT MOST OF THE CRACKS CONTINUED PAST THE RIVET HOLES. THE CRACKS WERE PARALLEL TO THE EDGE OF THE RIBS. THE CRACKS WERE LOCATED IN AREAS NOT NORMALLY INSPECTED AND ACCESS IS VERY LIMITED. (K)
WHILE PERFORMING PHASE 1-4 INSPECTIONS, CRACKS WERE NOTICED IN SEVERAL RIBS LOCATED INSIDE THE LT AND RT HORIZ STAB. AFTER REMOVAL OF THE TOP SKINS ON BOTH STAB, 10 CRACKED RIBS ON THE RT SIDE AND 11 CRACKS ON THE LT SIDE WERE FOUND. ALL OF THE CRACKS WAS FOUND IN THE LWR PORTION OF FLANGED AREAS OF THE RIB IN THE CUT-OUT AREA. AFTER REMOVAL OF THE RIBS, SOME OF THE CRACKS WERE FOUND TO BE GOING TO THE RIVET HOLES BUT MOST OF THE CRACKS CONTINUED PAST THE RIVET HOLES. THE CRACKS WERE PARALLEL TO THE EDGE OF THE RIBS. THE CRACKS WERE LOCATED IN AREAS NOT NORMALLY INSPECTED AND ACCESS IS VERY LIMITED. (K)
WHILE PERFORMING PHASE 1-4 INSPECTIONS, CRACKS WERE NOTICED IN SEVERAL RIBS LOCATED INSIDE THE LT AND RT HORIZ STAB. AFTER REMOVAL OF THE TOP SKINS ON BOTH STAB, 10 CRACKED RIBS ON THE RT SIDE AND 11 CRACKS ON THE LT SIDE WERE FOUND. ALL OF THE CRACKS WAS FOUND IN THE LWR PORTION OF FLANGED AREAS OF THE RIB IN THE CUT-OUT AREA. AFTER REMOVAL OF THE RIBS, SOME OF THE CRACKS WERE FOUND TO BE GOING TO THE RIVET HOLES BUT MOST OF THE CRACKS CONTINUED PAST THE RIVET HOLES. THE CRACKS WERE PARALLEL TO THE EDGE OF THE RIBS. THE CRACKS WERE LOCATED IN AREAS NOT NORMALLY INSPECTED AND ACCESS IS VERY LIMITED. (K)
WHILE PERFORMING PHASE 1-4 INSPECTIONS, CRACKS WERE NOTICED IN SEVERAL RIBS LOCATED INSIDE THE LT AND RT HORIZ STAB. AFTER REMOVAL OF THE TOP SKINS ON BOTH STAB, 10 CRACKED RIBS ON THE RT SIDE AND 11 CRACKS ON THE LT SIDE WERE FOUND. ALL OF THE CRACKS WAS FOUND IN THE LWR PORTION OF FLANGED AREAS OF THE RIB IN THE CUT-OUT AREA. AFTER REMOVAL OF THE RIBS, SOME OF THE CRACKS WERE FOUND TO BE GOING TO THE RIVET HOLES BUT MOST OF THE CRACKS CONTINUED PAST THE RIVET HOLES. THE CRACKS WERE PARALLEL TO THE EDGE OF THE RIBS. THE CRACKS WERE LOCATED IN AREAS NOT NORMALLY INSPECTED AND ACCESS IS VERY LIMITED. (K)
WHILE PERFORMING PHASE 1-4 INSPECTIONS, CRACKS WERE NOTICED IN SEVERAL RIBS LOCATED INSIDE THE LT AND RT HORIZ STAB. AFTER REMOVAL OF THE TOP SKINS ON BOTH STAB, 10 CRACKED RIBS ON THE RT SIDE AND 11 CRACKS ON THE LT SIDE WERE FOUND. ALL OF THE CRACKS WAS FOUND IN THE LWR PORTION OF FLANGED AREAS OF THE RIB IN THE CUT-OUT AREA. AFTER REMOVAL OF THE RIBS, SOME OF THE CRACKS WERE FOUND TO BE GOING TO THE RIVET HOLES BUT MOST OF THE CRACKS CONTINUED PAST THE RIVET HOLES. THE CRACKS WERE PARALLEL TO THE EDGE OF THE RIBS. THE CRACKS WERE LOCATED IN AREAS NOT NORMALLY INSPECTED AND ACCESS IS VERY LIMITED. (K)
WHILE PERFORMING PHASE 1-4 INSPECTIONS, CRACKS WERE NOTICED IN SEVERAL RIBS LOCATED INSIDE THE LT AND RT HORIZ STAB. AFTER REMOVAL OF THE TOP SKINS ON BOTH STAB, 10 CRACKED RIBS ON THE RT SIDE AND 11 CRACKS ON THE LT SIDE WERE FOUND. ALL OF THE CRACKS WAS FOUND IN THE LWR PORTION OF FLANGED AREAS OF THE RIB IN THE CUT-OUT AREA. AFTER REMOVAL OF THE RIBS, SOME OF THE CRACKS WERE FOUND TO BE GOING TO THE RIVET HOLES BUT MOST OF THE CRACKS CONTINUED PAST THE RIVET HOLES. THE CRACKS WERE PARALLEL TO THE EDGE OF THE RIBS. THE CRACKS WERE LOCATED IN AREAS NOT NORMALLY INSPECTED AND ACCESS IS VERY LIMITED. (K)
F/O BRAKES LITTLE TO NO EFFECT DURING FIRST 80 PERCENT OF TRAVEL WORKED DURING LAST PART BUT SOFT. NEEDED TO BE PUMPED AT LEAST TWICE TO GET RESISTANCE BUT FADED FAST CAPT SIDE FELT NORMAL. NO LEAKS NOTED.
DURING ROUTINE INSPECTION, LOOKED INTO DORSAL NACA SCOOPS AND SAW THE LOWER AIR VANE WITH A 3 IN CRACK STARTING FROM CENTER OF (V) CUT TO OUTBOARD EDGE. GAINED ACCESS FROM THE TAILCONE BAGGAGE AREA AND REMOVED CRACKED VANE. REMOVED EA 9309 WHICH SECURES VANE INTO PLACE. ORDERED NEW PART, INSTALLED NEW VANE AND WAS VERY LIBERAL WITH THE EA 9309 IAW MFG STANDARD PRACTICES. UPON REMOVAL NOTICED THAT THE (V) CUT APPEARS TO HAVE BEEN CUT WITH HAND SNIPS AND THERE WAS NO RELIEF HOLE AT BOTTOM OF CUT, ALSO THERE WAS VERY LITTLE EA 9309 SECURING INTO PLACE. UPON FURTHER INSPECTION OF BAD PART NOTICED THAT THE CRACK WAS WORKING TOWARDS THE EDGE WHERE IT MIGHT HAVE COME LOOSE LIKE OTHERS WE HAVE FOUND. (SCR 88915)