N368QS

Part: PROCESSOR — DEFECTIVE (AUTOPILOT) · airframe 15,996 hrs · 10,693 cycles

ON CLIMB OUT THE AUTO PILOT A AND B FAILED, WE RECEIVED A CYAN CASS MESSAGE. NOTICED THE AIRCRAFT WAS TRIMMED TO THE LEFT ON AILERON. WHEN TRYING TO TRIM TO THE RIGHT THE LEFT AILERON TRIM WOULDN¿T MOVE. AFTER SEVERAL ATTEMPTS WE WERE ABLE TO GET IT RECENTERED. ONCE AILERON TRIM WAS RECENTERED AUTO PILOT WAS RETRIED AND LATCHED FOR A COUPLE SECONDS THEN AUTOPILOT A FAIL CYAN CASS ON FOR A SECOND. AUTO PILOT A FAIL WENT AWAY THEN AUTOPILOT B FAIL CYAN CASS CAME ON FOR A SECOND. IT DID THIS TWICE. THEN AUTO PILOT A AND B FAILED AND DISCONNECTED. CORRECTIVE ACTION; HAVE NOT BEEN ABLE TO DUPLICATE THE DISCREPANCY. VERFIED AILERON TRIM MOVES FREELY ON COMMAND. INSPECTED THE AILERON AUTOPILOT SERVO WITH NO DEFECTS NOTED. VERIFIED CORRECT CABLE TENSION ON THE AILERON SERVO. INSPECTED THE CONNECTOR ON THE AILERON SERVO, NO DEFECTS NOTED. INITIALLY WHEN PERFORMING THE AILERON SERVO "LOADED" TEST, RECEIVED SEVERAL FAILURES ON LANE "B". AFTER CYCLING THE SYSTEM AND ALLOWING TO WARM UP WE HAVE NOT BEEN ABLE TO REPLICATE THE FAILURE ON LANE "B". INTERROGATED THE CMC AND FOUND EXTENSIVE HISTORY OF FAUL TS RELATED TO ACTUATOR 1/0 PROCESSOR 2B GOING BACK THROUGH THE HISTORY WITH THE MOST RECENT ON 12/2/24. THIS WOULD ALSO CORRESPOND TO THE NOTED LANE "B" FAILURE DURING LOADED TEST. REMOVED AND REPLACED AIOP2B REF. CE680 AMM 34-17-00. LOADED SOFTWARE AND COMPLETED OPERATIONAL CHECK REF. CE680 AMM 34-23-10, OPS CHECK GOOD.

Part: SKIN — CORRODED (ZONE 100) · airframe 15,949 hrs · 10,657 cycles

REPAIRED THE CORRODED AREAS OF THE FUSELAGE SKIN LOCATED UNDER AND ADJACENT TO THE AFT CHIN FAIRING (WING-TO FUSELAGE FAIRING) BY BLENDING CORRODED AREAS, PERFORMING NDT AND REPORTING FOR REPAIR DISPOSITION, FABRICATING AND INSTALLING REPAIR DOUBLERS IN ACCORDANCE WITH AEROSPACE QUALITY RESEARCH & DEVELOPMENT MRO ENGINEERING REPAIR ORDER.

Part: CLOSEOUT PANEL — CORRODED (ZONE 800) · airframe 15,949 hrs · 10,657 cycles

MECHANICALLY REMOVED 11 AREAS OF CORROSION WITH AN ADDITIONAL 4 AREAS LOCATED ON MED INNER/LOWER CLOSE-OUT PANEL OUTER SURFACE, PERFORMED NDT, AND REPORTED FOR REPAIR DISPOSITION. CLEANED, TREATED AND PRIMED BLENDED AREAS PER NETJETS ENGINEERING TECHNICAL SERVICES REPAIR REPORT.

Part: UNKNOWN — UNKNOWN (UNKNOWN) · airframe 14,778 hrs · 9,846 cycles

VIBRATION IN AIRFRAME OR ENGINE. TAKE OFF WAS NORMAL COMING THROUGH 5000FT I STARTED TO NOTICE WHAT SEEMED LIKE LIGHT CHOP. CONTINUED CLIMB UP TO 15000FT LEVELED OFF AND IMEDIATLY NOTICED VIBRATION. THERE WAS NO CAS MESSAGE. WE RAN THE ENGINE VIBRATION CHECKLIST. I STARTED TO TRY DIFFERENT POWER SETTINGS TO SEE WHAT THE CHANGE WOULD BE. I PULLED BACK THE RIGHT THRUST LEVER AND THERE WAS LITTLE TO NO CHANGE. I BROUGHT THAT BACK UP AND DID THE SAME WITH THE LEFT. AT THAT POINT THE VIBRATION INCREASED. THE VIBRATION WAS PRESENT FOR THE ENTIRE DESCENT. AND WHEN WE PULLED BOTH THROTTLES BACK FOR THE DESCENT THE VIBRATION INCREASED. ALL ENGINE INSTRUMENTS HAD NORMAL INDICATIONS FOR THE ENTIRE FLIGHT. AIRSPEED DIDN'T SEEM TO AFFECT THE SEVERITY, IT WAS MORE THE POSTITION OF THE THROTTLES. COMPLIED WITH FAULT ISOLATION PER P&W306C EMM 72-00-00 FIGURE 104 ENGINE VIBRATION. NO CAS MESSAGES NOTED. COMPLETED GENERAL VISUAL INSPECTION OF THE #1 AND #2 ENGINE AIR INTAKES AND EXHAUST FOR FOD OR DAMAGE. NO DEFECTS NOTED. INSPECTED ENGINE ACCESSORIES FOR EVIDENCE OF DEFECTS. NO DEFECTS NOTED. SEE SQK. 2 AND 3 OF THIS WORK ORDER FOR FAN BLADE LUBES FOUND #2 ENGINE FAN BLADE DOVETAILS TO HAVE BUILDUP OF DRIED LUBRICANT. CLEANED FAN BLADES, PERFORMED FAN BLADE LUBE ON #2 ENGINE. PERFORMED GROUND RUNS. NO DEFECTS NOTED, NO FURTHER ACTION TAKEN. REF: P&W 306C MM 72-30-01

Part: COALESCER BAG — DIRTY (ZONE 100) · airframe 14,772 hrs · 9,841 cycles

ON DESCENT OUT OF 25000 BOTH CREW COULD SMELL AN ACIDIC ODOR IN COCKPIT & SLIGHT HAZE IN CABIN. RAN THE CHECKLISTS. LANDED AT DESTINATION. INSPECTED APU INLET FOR CONTAMINATION. FOUND OIL DRIPPING FROM APU COMPRESSOR DRAIN LINE. APU WAS PLACED ON MB. PRIOR TO FLIGHT. PERFORMED TC FOR DUCT BURN, UP TO REPLACING THE WATER COALESCER . COMMPLIED WITH ISOLATION 3 FIG 112 WITH NO FAULTS FOUND. REMOVED LT & RT PRECOOLERS FROM PYLONS AND. INSPECTED FOR OIL RESIDUE. NO OIL FOUND IN THE BLEED LINES. INSTALLED NEW WATER COALESCER. PERFORMED ENG RUNS. C/W LEAK CHECK OF PRECOOLERS & WATER SEPARATOR ASSY. NO LEAKS FOUND. PERFORMED BURN OUT T/C AGAIN. NO ODOR OR HAZE PRESENT IN COCKPIT OR CABIN IAW MM 36-10-00.

Part: UNKNOWN — UNKNOWN (UNKNOWN) · airframe 14,771 hrs · 9,840 cycles

SMOKE IN COCKPIT / CABIN: AFTER STARTING APU AND TURNING ON BLEED AIR THE APU DID NOT HAVE THE NORMAL SOUND TO IT I LOOKED OUTSIDE AND THE PERSONNEL WAS LOOKING AT THE BACK OF THE PLANE AND SHORTLY AFTER THE COCKPIT AND CABIN FILLED WITH SMOKE AND THE APU AUTO SHUT DOWN. R/R OPS CHECK GOOD IAW CESSNA 680 MM 49-10-00.

Part: UNKNOWN — UNKNOWN (UNKNOWN) · airframe 14,690 hrs · 9,778 cycles

CABIN EMERG LIGHT: DURING POSTFLIGHT, FOUND MULTIPLE EMERGENCY LIGHTS INOPERATIVE IN THE AFT SECTION OF THE AIRCRAFT. REMOVED AND REPLACED #2 AND #4 EMERGENCY BATTERY PACK IAW CE-680A M/M 33-50-10. OPS CHECK GOOD.

Part: BATTERY — DEFECTIVE (ZONE 100) · airframe 14,156 hrs · 9,449 cycles

CABIN EMERG LIGHT: EMERGENCY LIGHTS FAIL TEST WITH SWITCH IN ARM AND MAIN BATTERIES OFF. THEY DO NOT ILLUMINATE. RAN APU FOR 20 MINS WITH SAME RESULT. // SIGNOFF // REMOVED BATTERY CHARGER SYSTEM PN:CBS28·1 SN:2698M INSTALLED CUSTOMER SUPPLIED BATTERY CHARGER SYSTEM PN:CBS28-L SN:007786. IAW MODEL 680 AMM 33-50-00. OPS CHECK GOOD NO DEFECTS NOTED.

Part: BLADE — MISSING (RT ENGINE) · airframe 13,283 hrs · 8,826 cycles

ENGINE VIBRATION R RED CAS: WHILE CLIMBING TO FL340 IN VMC, AT ABOUT FL320 WE HEARD A LOUD BANG AND SHORTLY AFTER WE HAD THE ENGINE VIBRATION R CASS MESSAGE, WE ACCOMPLISHED THE ENGINE VIBRATION R QRH. REDUCED POWER ON AFFECTED SIDE 2 TIMES AND THE CASS MESSAGE ILLUMINATED AGAIN SHORTLY AFTER. AFTER THAT WE REDUCED POWER ON THE AFFECTED SIDE TO IDLE AND THE CASS MESSAGE NEVER CAME BACK. ALL OTHER ENGINES PARAMETERS WERE NORMAL //SIGNOFF// PERFORMED A PRELIMINARY INSPECTION OF THE RIGHT HAND ENGINE AND NOTED THE OIL LEVEL LOW WITH CAS MESSAGE DISPLAYED WITH NO ADDITIONAL DEFECTS NOTED AT THIS TIME. ACCOMPLISHED A RH ENGINE DOWNLOAD WITH NO CURRENT FAULTS LATCHED. ACCOMPLISHED THE STARTER/ GENERATOR AND AC GENERATOR INSPECTION WITH NO DEFECTS NOTED AT THIS TIME. PERFORMED AN INSPECTION OF THE INLET AND EXHAUST DUCT AND NOTED WHAT APPEARS TO BE METAL DEBRIS IN THE EXHAUST AREA. PROCEEDED WITH A BORESCOPE INSPECTION THROUGH THE EXHAUST WITH NO DAMAGE NOTED EXCEPT FOR THE DEBRIS. CONTINUED THE BORESCOPE INSPECTION AND FOUND THE FOLLOWING;3 EA 2ND STAGE HP BLADES TO BE MISSING ALONG WITH5 ADDITIONAL BLADES DAMAGED, 4 EA 3RD STAGE LPT STATORS TO BE DAMAGED, 8 EA 3RD STAGE LPT BLADES TO BE DAMAGED. GAINED ACCESS AND PREPPED AIRCRAFT FOR ENGINE REPLACEMENT. COMPLETED THE RH ENGINE TEARDOWN PROCEDURES AND REMOVED THE UNSERVICEABLE RH ENGINE (P/N: 30B4258-01 S/N: PCE-CG0206 FROM AIRFRAME AS REQUIRED. COMPLETED THE INSTALLATION OF THE INSPECTED SERVICEABLE RH ENGINE (P/N: 30B4258-01 S/N: PCE-CG0655) ONTO THE AIRFRAME AS REQUIRED. ACCOMPLISHED THE BUILD UP AND INSTALLATION PROCEDURES OF THE RIGHT HAND ENGINE(CG0655) AS REQUIRED. POST INSTALLATION COMPLETED OIL LEVEL SERVICING, PRELIMINARY IDLE RUNS WITH NO LEAKS NOTED, DEPRESERVATION, AND POST ENGINE INSTALLATION FOLLOW ON CHECKS WITH SATISFACTORY RESULTS, NO LEAKS NOTED AT THIS TIME. ALL MAINTENANCE ACCOMPLISHED IAW CE-680 AMM CH. 71-00-30, PWC306C EMM CH. 71-00-00, AND 72-00-00.

Part: SPAR — DAMAGED (VERTICAL STAB) · airframe 12,953 hrs · 8,619 cycles

BLENDED CORRODED AREA ON THE VERTICAL STABILIZER AFT SPAR, LT SPAR STIFFENER. PERFORMED NDT AND REPORTED RESULTS FOR REPAIR DISPOSITION. REPLACED BLENDED STIFFER WITH NEW TEXTRON P/N 6931012-36.

Part: SPAR — CORRODED (LT WING) · airframe 12,953 hrs · 8,619 cycles

REMOVED EXISTING HI-LOC FASTENERS AND BLENDED CORRODED AREA OF THE LT AFT WING SPAR LOWER CLIP LOCATED IN THE LT MAIN LANDING GEAR WHEEL WELL. PERFORMED NDT AND REPORTED FOR REPAIR DISPOSITION. CLEANED, TREATED, PRIMED REPAIR AREA, INSTALLED EXISTING FASTENER WITH NEW COLLAR, AND APPLIED CIC, PER TEXTRON REPAIR MEMO.

Part: SKIN — CORRODED (FUSELAGE) · airframe 12,246 hrs · 8,149 cycles

MECHANICALLY BLENDED THREE CORRODED AREAS OF THE EXTERIOR FUSELAGE SKIN, JUST BELOW THE EMERGENCY EXIT OPENING, PERFORMED ULTRASONIC AND EDDY CURRENT INSPECTIONS AND REPORTED RESULTS TO TEXTRON FOR REPAIR DISPOSITION. TREATED, PRIMED AND TOP COATED REPAIR AREAS PER TEXTRON FIELD REPAIR.

Part: DOOR FRAME — CORRODED (EMERGENCY EXIT) · airframe 12,246 hrs · 8,149 cycles

FOUND CORROSION OUT OF LIMITS ON THE EMERGENCY EXIT DOOR LOCATED UNDERNEATH THE CONTOUR RINGS, REPLACED THE EMERGENCY EXIT DOOR WITH NEW TEXTRON PART.

Part: SKIN — GOUGED (FUSELAGE) · airframe 11,500 hrs · 7,597 cycles

LT NOSE SKIN DAMAGE (GOUGES), REF ENGINEERING LETTER DQ17110M1, DATED JAN 17, 2019

Part: SWITCH — FAULTY (ZONE 700) · airframe 10,744 hrs · 7,097 cycles

CLIMBING THROUGH 12,000 FEET, NOSE DOOR OPEN L CAS MESSAGE ILLUMINATED. AFTER COMPLETING CHECKLIST AND RETURNING TO LAND, BOTH CREW MEMBERS VERIFIED NOSE DOOR LATCHES WERE SECURE. SUPPLEMENTAL INFORMATION: REPLACED AND RIGGED LEFT NOSE DOOR LATCH SWITCHES SN001 AND SN005 IAW CE680 MM CHAPTER 52-20-01 AND 52-20-00. OPERATIONAL CHECK GOOD.

Part: SKIN — CORRODED (RUDDER) · airframe 10,310 hrs · 6,815 cycles

THE RUDDER HAS 3 AREAS OF SURFACE CORROSION LOCATED ON THE LT SIDE BOTTOM EDGE OF SKIN, AFT CORNER. REMOVED THE CORROSION IAW MM 51-10-01. PERFORMED AN EDDY CURRENT CHECK OF THE BLENDED AREAS ON RUDDER OUTER SKIN. NO CRACK OR CORROSION INDICATIONS FOUND. REPAIRED IAW DQ8620 AND CESSNA MM 51-10-01.

Part: SKIN — CORRODED (PAX DOOR) · airframe 10,310 hrs · 6,815 cycles

MAIN ENTRANCE DOOR OUTER SKIN HAS AN AREA OF CORROSION ON THE LOWER AFT CORNER INSIDE SURFACE. REMOVED CORROSION IAW MM 51-10-01. PERFORMED AN EDDY CURRENT CHECK OF BLENDED AREA, NO CRACK OR CORROSION INDICATIONS FOUND. REPAIRED CORROSION BLEND IAW DQ8619.

Part: BRAKE — CHATTERING (MLG) · airframe 8,363 hrs · 5,544 cycles

BRAKES CHATTERED EXCESSIVELY & WHOLE PLANE SHOOK VERY BAD DURING LANDING ROLL OUT. PLANE DID NOT STOP AS IT SHOULD & BRAKES FELT SPONGY. R & R NR 1 & 2 BRAKE ASSEMBLIES, WORK DONE IAW MM 32-42-10.

Part: OIL SYSTEM — OVERSERVICED (APU) · airframe 7,511 hrs · 4,992 cycles

STARTED APU IMMEDIATELY HAD SMOKE COMING OUT OF THE WEMACS. FOUND APU OIL OVER SERVICED. REMOVED EXCESS OIL & BORESCOPED INLET OF APU WITH NO EVIDENCE OF OIL. RAN APU WITHOUT ANY SMOKE OR ODOR DETECTED AT THIS TIME. CHECKED OIL LEVEL AFTER SHUTDOWN IAW MM 12-11-03.

Part: BRAKE SYS — CONTAMINATED (MLG) · airframe 7,464 hrs · 4,949 cycles

ON LANDING APPLIED MAX BRAKING, DECELERATION WAS EQUIVALENT TO MIN BRAKING WITH NO ANTI-SKID CYCLING. BLED ALL 4 BRAKES, INSPECTED BRAKES IAW MM 12-12-02. SERVICED HYD, TAXI CHECKED GOOD.

Part: LINE — CRACKED (HYD SYSTEM) · airframe 6,483 hrs · 4,312 cycles

AFTER ROTATION, HYD LOW PRESSURE CASS MESSAGE ILLUMINATED. LOWERED LANDING GEAR AND RECEIVED A HYD LEVEL LOW LIGHT. NOSE COMPARTMENT WAS COVERED IN HYD FLUID. FOUND NOSE WHEEL CENTERING HYDRAULIC LINE CRACKED AND LEAKING. REPLACED HYD LINES ON THE NOSE GEAR STEERING CONTROL VALVE IAW MM 32-50-00, PERFORMED OPS CHECK AND OPS CHECKED GOOD. NO LEAKS. AE1011889G0166, NSN). STEEL BRAIDED HOSE ASSY - (NWS RETURN) (PN: AS116-04K0171, NSN).

Part: STRUT — LOW PRESSURE (NLG) · airframe 6,225 hrs · 4,127 cycles

LANDING GEAR WILL NOT RETRACT AFTER TAKEOFF. GEAR HANDLE WOULD NOT MOVE. RECEIVED A WOW MISCOMPARE. RAN APPROPRIATE CHECKLIST. FOUND NOSE STRUT NOT FULLY EXTENDING. ACCOMPLISHED NOSE STRUT SERVICING IAW MM 12-14-00. OPS & LEAK CHECKED GOOD.

Part: ANTI-SKID SYS — FAILED · airframe 6,172 hrs · 4,083 cycles

ON LANDING ROLLOUT, SLOWING TO 65 KTS, AMBER ANTI-SKID FAIL CAS ILLUMINATED FOR 5-10 SECONDS & WENT OUT. DURING TAXI, ANTI-SKID FAIL CAS MESSAGE CYCLED ON/OFF FOUR TIMES. POWERED ACFT DOWN & CAS MESSAGE DID NOT COME ON. AFTER TAKEOFF, AT GEAR RETRACTION, ANTI-SKID FAIL CAS ILLUMINATED AGAIN FOR 10 SECONDS THEN OUT. DURING DECENT, PASSING THROUGH 24,300 FT, ANTI-SKID FAIL CAS CAME ON & DID NOT GO OUT. PERFORMED CHECKLIST, CYCLED ANTI-SKID SWITCH OFF THEN ON. FAIL MESSAGE WENT OFF & CYCLED BACK ON. FOUND TRANSDUCER CONNECTOR LOOSE, NOT LOCKED. SECURED & LOCKED CONNECTOR IAW MM 20-20-01. ANTISKID FAIL MESSAGE CLEARED.

Part: OIL SYSTEM — LEAKING (APU) · airframe 5,485 hrs · 4,248 cycles

AFTER 2ND POST FLIGHT OF THE DAY DISCOVERED OIL LEAKING FROM APU EXHAUST FWD ALONG BOTTOM OF FUSELAGE. APU WAS STARTED ON GROUND AND COCKPIT FILLED WITH SMOKE FROM WEMACS. CABIN ALSO FILLED WITH SMOKE, DID NOT NOTICE FROM WHERE. APU WAS SHUTDOWN. ENGINES WERE STARTED AND BLEEDS WERE SELECTED LT AND RT TO ISOLATE POSSIBLE SOURCE. NO SMOKE WAS NOTICED. SMOKE SOURCE WAS ISOLATED TO APU OPERATION.

Part: DOOR FRAME — CORRODED (FUSELAGE) · airframe 5,320 hrs · 3,539 cycles

CABIN DOOR FORWARD FRAME CORRODED AT SHEAR TIE FITTING. REMOVED SURFACE CORROSION IAW SRM 51-20-01. INSTALLED DOOR FRAME IAW SRM 51-40-03.

Part: DOOR FRAME — CORRODED (MAIN PAX) · airframe 5,320 hrs · 3,539 cycles

MAIN ENTRY DOOR FRAME CORRODED. FOUND DURING INSPECTION.

Part: STARTER GEN — FAILED (LEFT) · airframe 4,318 hrs · 2,892 cycles

DURING CRUISE AT FL400, A VIBRATION & AUDIBLE NOISE NOTED APPROX 2 HRS INTO FLT. AN ENGINE CONTROL FAULT MESSAGE DISPLAYED ON CAS. CHECKLIST FOLLOWED AND CAS MESSAGE EXTINGUISHED. SEVERAL MINUTES LATER, A DC GEN CAS MESSAGE DISPLAYED & CHECKLIST COMPLETED. UNABLE TO RESET CAS MESSAGE. VIBRATION FROM LT ENGINE CONTINUED, DIVERTED. LT THROTTLE BROUGHT TO IDLE WHICH REDUCED NOISE AND VIBRATION. LANDED AT DEPARTURE UNEVENTFULLY. R & R LT ENGINE STARTER/GENERATOR IAW MM 80-10-00. OPENED DRAIN CAP ON EEC PRESSURE SENSE LINE AND FOUND EXCESSIVE MOISTURE. REMOVED LINE AND RECONNECTED. RAN ENGINES, OPS CHECKED GOOD.

Part: CIRCUIT BOARD — INOPERATIVE (STAB TRIM) · airframe 4,155 hrs · 2,770 cycles

PRIMARY STAB TRIM FAIL AND/OR RUN-AWAY ON TAKEOFF. AIRPLANE WOULD NOT MAINTAIN AIRSPEED WITH YOKE TO THE FULL FWD STOP. SECONDARY TRIM WAS OPERATIONAL. UNABLE TO DUPLICATE. TALKED TO TEAM SOVEREIGN ABOUT THE PROBLEM. THEY RECOMMENDED REPLACING THE TRIM CONTROL PCB. REMOVED STAB TRIM PCB. INSTALLED NEW PCB, SN 0396 IAW MM 24-60-10. OPS CHECKED GOOD.

Part: ENGINE — MALFUNCTIONED (LEFT) · airframe 3,750 hrs · 2,522 cycles

DECENDING THROUGH FL 320, FELT A SHUTTER ICAS HAD A CYAN ENG SHUTDOWN LT DISPLAYED FOR A FEW SECONDS ACOMPANIED BY A DECREASING LT ITT. LT ENG THEN RETURNED ITSELF TO NORMAL OPS. PRESSED EVENT MARKER AT TIME OF INCIDENT. IT APPEARS THAT 60 TO 80 PERCENT OF THE 3RD STAGE HIGH-PRESSURE COMPRESSOR ABRAIDABLE MATERIAL IS MISSING. BORESCOPED 1ST, 3RD AND 4TH STAGE COMPRESSORS. NOTED SIGNIFICANT EROSION OF ABRADABLE LINER IN 3RD STAGE COMPRESSOR SMATT AND AE JD MMG-DS ENGINE REPLACEMENT. REMOVED & INSTALLED ENGINE. OPS CHECKED AND LEAK CHECKED GOOD. WORK PERFORMED IAW MM CH 71-00-30.

Part: ENGINE — POWER LOSS · airframe 1,225 hrs · 862 cycles

AFTER TAKEOFF, LEVELED OFF AT 2000 FT WHEN REDUCING POWER ON BOTH ENGINES TO 70 PERCENT N1 BOTH ENGINES SURGED +/- 5 TO 10 PERCENT. BOTH ENGINES STABILIZED AFTER APPROXIMATELY 60 TO 90 SECONDS. DOWNLOADED EDU'S IAW MM CH 77-40-01. RAN ENGINES REPRODUCED SQUAWK TOOK SNAPSHOTS DURING OSCILLATIONS. DOWNLOADED EDU'S AGAIN. THESE OSCILLATIONS ARE DESCRIBED IN SIL PW300-081. IAW THIS SL. THE ENGINE IS ALLOWED AN OSCILLATION WITH AN AMPLITUDE OF 6 PERCENT N1 NO FURTHER MAINTENANCE ACTION IS REQUIRED.

Part: SWITCH — OUT OF ADJUST (NLG DOOR) · airframe 918 hrs · 647 cycles

FRONT NOSE DOOR L AMBER CAUTION MESSAGE ILLUMINATED AFTER TAKE OFF AND ACCELERATING MESSAGE ILLUMINATED. LIGHT EXTINGUISHED WHEN LANDING GEAR EXTENDED. ADJUSTED LEFT NOSE ACCESS DOOR SWITCH PER CE 680 M/M 52-70-00. OPS CKS GOOD.

Part: ACTUATOR — INOPERATIVE · airframe 501 hrs · 388 cycles

AUTOPILOT FAIL - B CYAN CAS MESSAGE ILLUMINATES AFTER AVIONICS POWER UP. REMOVED AND INSTALLED NEW ACTUATOR I/O MODULE ASSEMBLY CARD. PERFORMED YAW DAMPNER SYSTEM TEST GOOD IAW MM. 34-23-10.

Part: ELECTRICAL BOX — SHORTED (TE FLAPS) · airframe 437 hrs · 345 cycles

(FLAPS FAIL) AMBER CAS MESSAGE POSTED ATTEMPTING FLAPS 7: FLAPS WERE RESET AND FAILED AGAIN AT FLAPS 7. FLAPS WERE RESET AND FAILED AT FLAPS 15: FLAPS WERE RESET AND DID NOT FAIL AFTER FLAPS 35 WERE INDICATED. CHECKED BITE ON FLAP CONTROLLER, BITE 5 TRIPPED GROUND FAULT SHORT IN FLAP J-BOX. REMOVED AND REPLACED FLAP J-BOX. OPS CHECKED GOOD IAW MM CH 27-50-00.

Part: ELECTRICAL BOX — INOPERATIVE (LE FLAPS) · airframe 437 hrs · 345 cycles

"FLAPS FAIL" AMBER CAS MESSAGE POSTED ATTEMPTING FLAPS 7: FLAPS WERE RESET AND FAILED AGAIN AT FLAPS 7. FLAPS WERE RESET AND FAILED AT FLAPS 15: FLAPS WERE RESET AND DID NOT FAIL AFTER FLAPS 35 WERE INDICATED. CHECKED BITE ON FLAP CONTROLLER, BITE 5 TRIPPED GROUND FAULT SHORT IN FLAP J-BOX. REMOVED AND REPLACED FLAP J-BOX. OPS CHECKED GOOD IAW 680 M/M CH 27-50-00.