N370QS

Part: UNKNOWN — UNKNOWN (UNKNOWN) · airframe 14,673 hrs · 9,768 cycles

LH/RH H STAB UPPER AND LOWER SKINS ON THE TRAILING EDGE HAVE MULTIPLE AREAS OF CORROSION. MECHANICALLY BLENDED MULTIPLE AREAS OF CORROSION ON LH AND RH, UPPER AND LOWER HORIZONTAL STABILIZER TRAILING EDGE SKINS IAW CESSNA 680 SRM 51-70-02. AREAS DETERMINED TO BE BEYOND LIMIT OF 0.002" MATERIAL THICKNESS REMOVED PER CESSNA 680 SRM 51-70-02 AND LEVEL 1 CORROSION PER NETJETS GMM 2.1.2. COMPLIED WITH TEXTRON MEMO REF: DQ41651M1, SUBJECT: NJA-LH AND RH HORIZONTAL STABILIZER UPPER SKIN CORROSION, DATED OCTOBER 20, 2023. NETJETS ENGINEERING HAS DETERMINED THIS IS A MINOR REPAIR. LEVEL 1 CORROSION PER NETJETS GMM 2.1.2.

Part: UNKNOWN — UNKNOWN (UNKNOWN) · airframe 14,673 hrs · 9,768 cycles

REPAIRED HORIZONTAL STABILIZER RH LOWER SKIN DUE TO LEVEL 2 CORROSION. MECHANICALLY BLENDED MULTIPLE AREAS OF CORROSION ON RH LOWER HORIZONTAL STABILIZER TRAILING EDGE SKINS. INSTALLED 2 001 DOUBLERS ON LOWER SIDE OF RH HORIZONTAL STAB WITH CR3524-4 AND CSR904B-4 RIVETS WET WITH PS870B SEALANT. THE FATIGUE AND DAMAGE TOLERANCE (F&DT) EVALUATION REQUIRED PER 14 CFR PART 25, SECTION 25.571 IS NOT INCLUDED AS PART OF THIS ENGINEERING DOCUMENT. PER NETJETS AVIATION, INC. GENERAL MAINTENANCE MANUAL 11 - THE F&DT EVALUATION MUST BE COMPLETED WITHIN 12 MONTHS FROM THE DATE OF ISSUE OF THE ASSOCIATED 8110-3. AIRCRAFT FLIGHT HOURS 14575.4 AND CYCLES 9724 AT THE TIME OF REPAIR. REPAIR RECORDED ON FAA FORM 337 DATED 14 NOV 2023.

Part: UNKNOWN — UNKNOWN (UNKNOWN) · airframe 14,673 hrs · 9,768 cycles

RH VERT AFT SPAR IS HEAVILY CORRODED. LOCATED ABOVE RUDDER UPPER HINGE. REPAIRED 2 BLENDED AREAS OF VERTICAL STABILIZER R/H AFT SPAR CAP AT APPROXIMATELY VFS 172 AND VFS 237 DUE TO CORROSION PER AQRD ERO-108612 REV. IR, TITLED,"RFTS-108612 - N370QS - VERTICAL STABILIZER AFT SPAR REPAIR" DATED NOV 3, 2023. SUPPORTED BY FAA FORM 8110-3 DATED 11/03/2023. THE FATIGUE AND DAMAGE TOLERANCE (F&DT) EVALUATION REQUIRED PER 14 CFR PART 25, SECTION 25.571 IS NOT INCLUDED AS PART OF THIS ENGINEERING DOCUMENT. PER NETJETS AVIATION, INC. GENERAL MAINTENANCE MANUAL 11.2.5 - THE F&DT EVALUATION MUST BE COMPLETED WITHIN 12 MONTHS FROM THE DATE OF ISSUE OF THE ASSOCIATED 8110-3. (ALTERNATE TERMINATING ACTIONS TO THE F&DT EVALUATION REQUIREMENT MUST BE SEPARATELY APPROVED AND ARE NOT INCLUDED IN THIS ERO.) REPAIR RECORDED ON FORM 337 DATED 13 NOV 2023.

Part: UNKNOWN — UNKNOWN (UNKNOWN) · airframe 14,673 hrs · 9,768 cycles

REPAIRED CORRODED AREAS ON THE RUDDER LEADING EDGE NEAR THE BALANCE WEIGHT HARDWARE BY BLENDING AREAS, PERFORMING NDT AND REPORTING FOR REPAIR DISPOSITION. REPAIRED AREAS BY CLEANING, TREATING AND PRIMING AND INSTALLING REPAIR DOUBLERS PER NETJETS REQUEST FOR TECHNICAL SERVICES.

Part: PLATE — CORRODED (ACTUATOR MOUNT) · airframe 12,260 hrs · 8,167 cycles

FOUND SEVERE CORROSION OF THE UPPER RIB PLATE OF THE VERTICAL STABILIZER’S RUDDER TRIM ACTUATOR MOUNT, REPLACED WITH A NEW CESSNA P/N 6961526-5 WET WITH PS870B SEALANT USING NEW HL40-4 HI-LOK PINS WITH NEW HL97DU4 COLLARS AND NAS1097AD4 SOLID RIVETS, REFERENCING TEXTRON MEMO FOR FASTENER SUBSTITUTION.

Part: SPAR CAP — CORRODED (VERTICAL STAB) · airframe 12,260 hrs · 8,167 cycles

BLENDED MULTIPLE CORRODED AREAS ON THE LT AND RT SPAR CAPS AND WEB OF THE VERTICAL STABILIZER AFT SPAR, PERFORMED NDT AND REPORTED FOR REPAIR DISPOSITION. REPLACED BLENDED AND/OR CORRODED FASTENERS AS REQUIRED, TREATED AND PRIMED REPAIR AREAS, PER TEXTRON REPAIR.

Part: SKIN — CORRODED (LT WING UPPER) · airframe 12,260 hrs · 8,167 cycles

BLENDED CORRODED AREA ON THE UPPER SURFACE OF THE UPPER WING SKIN, JUST INBOARD OF THE LT OVER-WING FUEL FILLER, PERFORMED NDT AND REPORTED FOR REPAIR DISPOSITION. CLEANED, TREATED, AND PRIMED REPAIR AREA, PER TEXTRON REPAIR.

Part: SUPPORT BRACKET — CORRODED (RUDDER) · airframe 12,260 hrs · 8,167 cycles

FOUND LT AND RT LOWER RUDDER SUPPORT BRACKETS CORRODED BEYOND REPAIR AND REPLACED WITH NEW CESSNA P/NS 6931045-17 AND 69031045-18.

Part: SKIN — CORRODED (LT WING UPPER) · airframe 12,260 hrs · 8,167 cycles

REMOVED THE LT UPPER WING DRAG MIDDLE AND AFT ANGLES (WING-TO-FUSELAGE FAIRINGS) AND BLENDED CORRODED AREAS OF THE UPPER SURFACE OF THE LT UPPER WING SKIN, PERFORMED NDT AND REPORTED FOR REPAIR DISPOSITION. REPLACED 17 CORRODED HI-LOCS IN THE REPAIR AREA. TREATED AND PRIMED, PER TEXTRON REPAIR AND REINSTALLED DRAG ANGLES. REMOVED THE RT UPPER WING MIDDLE DRAG ANGLE (WING-TO-FUSELAGE FAIRING) AND BLENDED CORRODED AREAS OF THE UPPER SURFACE OF THE RT UPPER WING SKIN, PERFORMED NDT AND REPORTED FOR REPAIR DISPOSITION. REPLACED 38 CORRODED HI-LOKS IN THE REPAIR AREA. TREATED AND PRIMED REPAIR AREAS, PER TEXTRON REPAIR AND REINSTALLED DRAG ANGLE.

Part: INLET — DAMAGED (LT ENGINE) · airframe 12,011 hrs · 7,983 cycles

LH ENGINE INLET DUCT DEEP COUNTERSINK. REFERENCE TEXTRON AVIATION ENGINEERING MEMO: DQ25329M1 RRL DATED: 3/31/2020.

Part: DOOR — CORRODED (EMERGENCY EXIT) · airframe 12,012 hrs · 7,983 cycles

EMERGENCY EXIT DOOR CORROSION. REFERENCE TEXTRON AVIATION ENGINEERING MEMO DQ25313M1 RRL DATED: MARCH 31, 2020.

Part: SKIN — CORRODED (RT HORIZ STAB) · airframe 12,012 hrs · 7,983 cycles

R/H HORIZONTAL STABILIZER UPPER SKIN CORROSION. REFERENCE FAA FORM 8100-9, FR-680-0099-7851 REV- DATED: 4/3/2020.

Part: SKIN — CORRODED (LT WING) · airframe 12,012 hrs · 7,983 cycles

MINOR CORROSION AROUND HILOCK COLLARS IN LH AND RH MLG WHEEL WELL ABOVE TRUNNION. REFERENCE TEXTRON AVIATION ENGINEERING MEMO DQ25322M1 RRL DATED: APRIL 1, 2020.

Part: UNKNOWN — ODOR (COCKPIT) · airframe 11,736 hrs · 7,820 cycles

COCKPIT ODOR BURNING SMELL - BURNING ODOR NOTICED BY CREW AT 11000 FEET IN CRUISE. SOURCE COULD NOT BE IDENTIFIED AND CRASH/FIRE/RESCUE COULD NOT IDENTIFY A HEAT SOURCE. CFR NOTICED THE ODOR EVEN AFTER AIRCRAFT ON THE GROUND WITH CABIN DOOR OPEN. A LIGHT HAZE APPEARED IN FLIGHT BUT DISSIPATED BY LANDING. APPLIED POWER WITH GROUND CART. ENERGIZED ALL AIRCRAFT ELECTRICAL SYSTEMS FOR AN EXTENDED PERIOD AND REMOVED COCKPIT COMPONENTS, INSPECTED ALL INTERIOR COMPONENTS INCLUDING COFFEE POT AND GALLEY FOR ODORS WITH NO DEFECTS NOTED. PERFORMED SUSTAINED ENGINE RUNS AT CRUISE POWER SETTINGS ON EACH ENGINE WITH NO SMELLS NOTED. BORESCOPE OF APU INLET REVEALED NO OIL RESIDUE. DURING ENGINE RUNS ALL ELECTRICAL SYSTEMS WERE TURNED ON INCLUDING CABIN, EXTERIOR AND INTERIOR LIGHTING, AUXILIARY HYD PUMP AND PITOT STATIC SYSTEMS/HEAT. PERFORMED ECS DUCT BURNOUT PROCEDURE PROVIDED BY MCC AND REPLACED COALESCER SOCK AS PRECAUTION. BLEED AND OPERATIONAL CHECK OKAY. COULD NOT DUPLICATE ANY SMELL, HAZE OR SMOKE.

Part: FAIRING — CRACKED (ZONE 500) · airframe 11,286 hrs · 7,506 cycles

LT LOWER WING FAIRING TRIM CRACK REPAIR RFTS-103325 REV 0 DATED MAY 15, 2019.

Part: TRUSS — CORRODED (ZONE 400) · airframe 11,286 hrs · 7,506 cycles

APU TRUSS MOUNT (FLANGE) CORROSION. REFERENCE ENGINEERING MEMO DQ19368M1 DATED: MAY 3, 2019.

Part: DISPLAY — OVERHEATED (COCKPIT) · airframe 11,039 hrs · 7,347 cycles

DU3 WENT BLANK AND ELECTRICAL SMOKES FUMES NOTICED CLIMBING THROUGH FL360. RAN EMERGENCY CHECKLIST AND DIVERTED INTO KFSM. **SUPPLEMENTAL INFORMATION: REMOVED & INSPECTED NR 3 DU, FOUND TO BE INTERNALLY FAILED & SMELLED FRIED. REMOVED & REPLACED NR 3 DU IAW MM 34-23-00. OPS CHK GOOD.

Part: ACTUATOR — FAULTY (LT MLG) · airframe 11,037 hrs · 7,344 cycles

AFTER RETRACTING THE GEAR ON TAKEOFF, THE LEFT MAIN INDICATOR CONTINUED TO SHOW IT WAS DOWN AND LOCKED. WE DIDN'T HAVE A RED UNLOCK, OR ANY HORN. PER THE CHECKLIST PROCEDURE, GEAR WAS EXTENDED AND SHOWED ALL NORMAL INDICATORS **SUPPLEMENTAL INFORMATION: REMOVED & REPLACED LT MLG ACTUATOR IAW MM 32-10-00. OPS & LEAK CHKS GOOD.

Part: AXLE — CORRODED (LT MLG) · airframe 10,212 hrs · 6,768 cycles

LH MLG AXLE HAS AREAS OF MISSING CHROME AND RUST. REMOVED LH MLG TRAILING LINK FOR AXLE REPLACEMENT AND FOUND BOTH TRUNNION LUGS TO BE CORRODED ON OUTER SURFACES. REPLACE LH MLG TRUNNION AND TRAILING LINK ASSEMBLIES. REMOVED LH MLG TRUNNION AND TRAILING LINK ASSEMBLIES.

Part: PANEL — CORRODED (HORIZONTAL STAB) · airframe 10,212 hrs · 6,768 cycles

LEVEL 1 CORROSION AROUND MULTIPLE FASTENERS ON LH AND RH H-STAB IB CLOSEOUT PANELS 351AC AND 352AC. BLENDED LEVEL 1 CORROSION AROUND MULTIPLE FASTENERS ON LH AND RH H-STAB IB CLOSEOUT PANELS 351AC AND 352AC. APPLIED ALODINE, CORROSION RESISTANT PRIMER, AND TOP COAT. ALL WORK PERFORMED IAW CESSNA 680 SRM 51-20-01, 51-10-01. FOUND ONE SPOT OF CORROSION AROUND FASTENER ON UPPER SURFACE OF RH H-STAB IB CLOSEOUT PANEL 352AC TO BE OUT OF LIMITS. CORROSION DAMAGE WAS REPAIRED IAW LETTER FROM TEXTRON AVIATION DATED DECEMBER 1, 2017.

Part: CIRCUIT BOARD — FAILED (FIRE DETECTION) · airframe 9,518 hrs · 6,275 cycles

ENGINE FIRE DETECT FAIL LEFT CAS MESSAGE DISPLAYED INFLIGHT. CB TRIPPED. TROUBLESHOT TO LEFT ENG FIRE & SMOKE PRINTED CIRCUIT BOARD. REMOVED AND REPLACED THE PCB IAW MM 24-60-10. OPS CHECKED GOOD.

Part: FITTING — CORRODED (RT MLG WW) · airframe 9,033 hrs · 5,967 cycles

CORROSION FOUND AROUND EMERGENCY BRAKE LINE FITTING ON OTBD SIDE OF WS 37.00 IN RT MLG WHEEL WELL. SUGGEST APPLYING CPC IN WHEEL WELLS.

Part: THRUST REVERSER — CORRODED (ENGINE) · airframe 9,033 hrs · 5,967 cycles

CORROSION ON THE OUTER SKIN OF THE LT AND RT THRUST REVERSER BUCKETS. SUGGEST PAINTING WITH A HIGHER TEMPERATURE CORROSION RESISTANT PAINT SIMILAR TO WHAT IS USED ON THE INSIDE OF THE AFTER BODIES.

Part: THRUST REVERSER — CORRODED (ENGINE) · airframe 9,033 hrs · 5,967 cycles

CORROSION ON THE OUTER SKIN OF THE LT AND RT THRUST REVERSER LOWER BUCKETS. SUGGEST PAINTING WITH A HIGH TEMPERATURE CORROSION RESISTANT PAINT SIMILAR TO WHAT IS USED ON THE INSIDE OF THE AFTER BODIES.

Part: SKIN — CORRODED (LT ELEVATOR) · airframe 9,033 hrs · 5,967 cycles

CORROSION ON UPPER SURFACE OF LT ELEVATOR FORWARD OF TRIM TAB.

Part: SPAR WEB — CORRODED (RT MLG WW) · airframe 9,033 hrs · 5,967 cycles

CORROSION ON THE FORWARD WEB IN THE RT MLG WHEEL WELL AROUND THE RT INBD BRAKE FITTING. SUGGEST APPLYING CPC ON THE WHEEL WELL SPARS.

Part: THRUST REVERSER — CORRODED (ENGINE) · airframe 9,033 hrs · 5,967 cycles

CORROSION ON THE OUTER SKIN OF THE LT AND RT THRUST REVERSER LOWER BUCKETS. SUGGEST PAINTING WITH A HIGH TEMPERATURE CORROSION RESISTANT PAINT SIMILAR TO WHAT IS USED ON THE INSIDE OF THE AFTER BODIES.

Part: ATTACH ANGLE — CORRODED (TAILCONE) · airframe 9,033 hrs · 5,967 cycles

CORROSION ON UPPER TAIL CONE COVER FAIRING ATTACH ANGLES. THE AREAS THAT CORRODE ONLY HAVE PRIMER PAINT. SHOULD BE PAINTED WITH AN ADDITIONAL CORROSION RESISTANT PAINT FOR A TOP COAT TO PREVENT CORROSION.

Part: SPAR WEB — CORRODED (LT MLG WW) · airframe 9,033 hrs · 5,967 cycles

CORROSION ON THE FORWARD WEB IN LT WHEEL WELL AROUND LT INBD BRAKE FITTING. SUGGEST APPLYING CPC TO WHEEL WELL SPARS.

Part: CIRCUIT BOARD — FAILED (MLG) · airframe 8,219 hrs · 5,434 cycles

UPON GEAR RETRACTION, ENCOUNTERED A LOUD CONTINUOUS BANGING NOISE ALONG WITH SEVERE VIBRATIONS. RED GEAR UNLOCK LIGHT REMAINED ON UNTIL THUMPING STOPPED. PROBLEM APPEARED TO BE COMING FROM THE NOSE WHEEL. DECLARED AN EMERGENCY & LANDED UNEVENTFULLY. INSPECTED LANDING GEAR WIRING & SWITCHES. FOUND RT UPLOCK SWITCH OUT OF ADJUSTMENT. RIGGED IAW MM 32-60-00. PERFORMED INDICATOR CHECK TEST IN CDMS DATA DID NOT AGREE WITH ANNUNCIATOR LIGHTS ON PCB NF205. INSTALLED NEW LANDING GEAR PCB NF205. CYCLED GEAR NUMEROUS TIMES IAW MM 24-60-10 & 32-00-00. NO DEFECTS NOTED.

Part: FIRE WARNING — FALSE ACTIVATION (RT NACELLE) · airframe 7,309 hrs · 4,834 cycles

AMBER CAS MESSAGE FOR RT ENGINE FIRE DETECTION ILLUMINATED INFLIGHT 15 - 20 TIMES. PERFORMED ENGINE RUNS AND COULD NOT DUPLICATE FAULT. MEASURED RESISTANCE OF RT ENGINE OUTTER FIRE LOOP, ALL READERS WITH IN LIMITS PER AMM 26-10-30, REMOVED COCKPIT RT CIRCUIT BREAKER PANEL AND INSPECTED RT FIRE DETECTION CIRCUT BREAKER. NO DEFECTS NOTED. REINSTALLED CIRECUIT BREAKER PANEL. REPOSITIONED LT TO RT AND RT TO LT ENGINE FIRE/SMOKE PCB'S PER AMM 24-60-10. OPS CHECK BOTH PCB'S WITH NO FAULTS.

Part: MODULE — FAILED (FIRE DETECTION) · airframe 7,286 hrs · 4,815 cycles

AMBER CAS MESSAGE FOR THE RT ENGINE FIRE DETECTION FAILED ILLUMINATED 15 MINUTES INTO FLIGHT. RAN ENGS & ATTEMPTED TO DUPLICATE SQUAWK. NO FAIL LIGHT PRESENT AFTER EXTENSIVE RUNS & TAXIING. REPLACED THE RT FIRE DETECTION CIRCUIT BREAKER & THE CUSTOM VO BOARD IN MAU 4. COMPLETED EPIC EFIS ADJUSTMENT TEST & EPIC OPS TEST AFTER REPLACEMENT OF BOARD. ALL WORK DONE IAW MM 24-60-20, 34-17-00 & 34-23-10. ENG RUNS CHECKED GOOD.

Part: FIRE DETECTOR — FAILED (NACELLE) · airframe 7,285 hrs · 4,814 cycles

AMBER ENGINE FIRE DETECTOR FAILED RT CAS MESSAGE ILLUMINATED DURING FLIGHT. RANG OUT INNER FIRE LOOP, RINGS GOOD. INSPECTED WIRING HARNESS, NO DAMAGE FOUND. R & R INNER FIRE LOOP IAW MM 26-10-1. OPS CHECKED GOOD. RAN ACFT & CHECKED FOR BLEED LEAKS. OPS CHECKED GOOD.

Part: PRINTED CKT BOARD — FAULTY (FIRE DETECTION) · airframe 13,543 hrs · 8,377 cycles

DURING INITIAL CLIMB OUT ENG FIRE DETECT FAIL R CAS MSG POSTED. THE MSG CLEARED & RE-POSTED SEVERAL TIMES DURING FLIGHT. THIS WAS NOT ASSOCIATED WITH ANY THROTTLE MOVEMENTS. PERFORMED ENG FIRE DETECT FUNCTIONAL CHECK WITH NO DEFECTS FOUND. ACCESSED COMS & VERIFIED FAILURE ON FLIGHT LEG 2. GAINED ACCESS TO AFT J BOX & REMOVED NZ208. INSTALLED PCB BLACK OUT BOX & VERIFIED WIRING TO BOTH SENSORS WHICH ALL CHECKED GOOD. GAINED ACCESS TO MAU NR 4 & VERIFIED WIRING FROM PT906 TO JZ208 WHICH ALSO CHECKS GOOD. CLEANED MAU CONNECTORS & PCB CONNECTORS. REMOVED NZ108 PCB REPOSITIONED NZ108 & NZ208. RECONNECTED PT906 ON MAU NR 4. CLOSED AFT J BOX COVER & AFT BAGGAGE ACCESS PANEL. PERFORMED FIRE DETECT FUNCTIONAL CHECK. OPERATIONS CHECKED GOOD IAW 26-10-01. ALL WORK DONE IAW MM CH 24-60-10. REMOVED PARTS, RT AFT PCB ASSEMBLY FIRE & SMOKE PN 6918622-41, SN 0310 & LT AFT PCB ASSEMBLY FIRE & SMOKE PN 6918622-41 SN 0311.

Part: FIRE LOOP — FAULTY (RT ENGINE) · airframe 7,283 hrs · 4,810 cycles

UPON DEPARTURE ENG FIRE DETECT FAIL R ILLUMINATED STEADY. DURING DESCENT BECAME INTERMITTENT & EXTINGUISHED ITSELF ON SHORT FINAL. R & R RT ENG FIRE LOOP IAW MM 26-10-30. OPERATIONS CHECKED GOOD.

Part: COALESCER BAG — DIRTY · airframe 7,143 hrs · 4,698 cycles

TWENTY MINUTES AFTER TAKEOFF AND CRUISING AT 15,000 FT, THE APU WAS STARTED AND A STRONG ELECTRICAL BURNING ODOR WAS NOTED. THE BLEED AIR WAS TURNED OFF AND APU SHUTDOWN. DIVERTED AND LANDED WITHOUT INCIDENT. MAINTENANCE RAN ACFT AND INSPECTED ACFT, COULD NOT FIND ANY ELECTRICAL PROBLEMS. CHANGED THE COALESCER ASSEMBLY FIXED THE PROBLEM.

Part: COALESCER BAG — DIRTY (A/C PACK) · airframe 7,140 hrs · 4,697 cycles

TWENTY MINUTES AFTER TAKEOFF AT 15000 FT, APU STARTED USING THE APPROPRIATE CHECKLIST. AFTER THE APU STABILIZED & THE BUSS TIE WAS OPENED, A STRONG BURNING ELECTRICAL ODOR WAS NOTED. BLEED AIR WAS OFF. APU WAS IMMEDIATELY SHUTDOWN. DIVERTED TO THE NEAREST AIRPORT. ODOR DISSIPATED GRADUALLY. FIRE DEPARTMENT PERSONNEL NOTED BURNING ELECTRICAL ODOR ON ENTERING ACFT AROUND THE FWD CABINETS, LESS SO FWD IN THE COCKPIT. INSPECTED COCKPIT & GALLEY FOR DAMAGE TO WIRES, NO DEFECTS NOTED. RAN ENGINES FOR 15 MINUTES WITHOUT APU, NO ODOR NOTED. RAN APU FOR AN HOUR WITH AND WITHOUT BLEED AIR. NOTED A PUNGENT ODOR COMING FROM WEMACS WITH BLEED AIR ON. R & R WATER SEPARATOR SOCK. OPS & LEAK CHECKED GOOD, NO ODOR NOTED DONE IAW MM 21-30-00.

Part: BRAKE ASSY — WORN (NR 2) · airframe 7,005 hrs · 4,604 cycles

BRAKES CHATTER AT SLOW SPEED COMING TO A COMPLETE STOP, FEEL GRABBY DURING TAXI, PULLS TO THE LEFT DURING DECELERATION. INSPECTED BRAKES, FOUND NR 2 BRAKE LEFT INBD WEAR PIN FLUSH WITH HOUSING. REMOVED WORN BRAKE & INSTALLED AN OVERHAULED BRAKE ASSEMBLY. BLED BRAKE SYS. OPS & LEAK CHECKED NORMAL. TAXI CHECKED NORMAL. WORK ACCOMPLISHED IAW MM 32-42-10.

Part: SOLENOID — BINDING (PAX DOOR) · airframe 6,412 hrs

ACFT LANDED, AFTER ENGINES WERE SHUTDOWN, CREW WAS UNABLE TO OPEN CABIN DOOR. LINE CREW AND TECHNICIANS WERE NOT ABLE TO OPEN THE DOOR FROM THE OUTSIDE HANDLE. EGRESS WAS MADE BY EMERGENCY EXIT. TROUBLESHOT SYSTEM, FOUND THAT THE MCD ROTARY SOLENOID WOULD NOT RELEASE. CHECKED THE LESS THAN 80 KNOTS SWITCH, FOUND TO BE GOOD. REMOVE POWER FROM ACFT, FOUND THE SOLENOID STILL ENGAGED. THE ROTARY SOLENOID WAS R & R WITH A NEW UNIT AND OPS CHECKED GOOD. THE DEFECTIVE ROTARY SOLENOID WILL BE SENT FOR EVALUATION. THIS HAS BEEN REPORTED.

Part: ACTUATOR — MALFUNCTIONED (AILERONS) · airframe 6,196 hrs · 4,070 cycles

THE AILERON TRIM ACTUATOR WAS INSTALLED ON THE RT AILERON. AFTER THE INSTALLATION, IT WAS FOUND THAT THE COCKPIT EICAS DISPLAY SHOWED THE INDICATOR MOVING IN THE OPPOSITE DIRECTION OTHER THAN WAS SELECTED. FURTHER TROUBLESHOOTING REVEALED THAT THE AILERON TRIM WAS IN FACT MOVING IN THE CORRECT DIRECTION AS SELECTED BUT THE INDICATION ON THE EICAS DISPLAY SHOW THE OPPSITE. IT WAS REVEALED THAT THE AILERON TRIM THAT WAS INSTALLED WAS FAULTY FROM THE MFG. THE AILERON TRIM ACTUATOR ELECTRICAL CONNECTION WAS WIRED BACKWARDS INTERNALLY. THIS WAS THE REASON FOR THE COCKPIT EICAS DISPLAY SHOWING THE AILERON TRIM RUNNING IN THE OPPOSITE DIRECTION THAN SELECTED.

Part: DISPLAY — FAILED (NR 1) · airframe 4,587 hrs · 3,056 cycles

NR 1MCDU SCREEN GOES BLANK FOLLOWED BY ELECTRICAL SMOKE EMINATING WITHIN THE COCKPIT. AFTER POWER UP WITH AVIONICS ON, FLIGHT PLAN PROGRAMMED AND READY TO GO. NR 1 MCDU SCREEN SUDDENLY GOES BLANK. THE ODOR OF ELECTRICAL SMOKE BEGINS AND THE EICAS MOMENTARILY DISPLAYS AN AMBER ASCB BUSS FAIL LIGHT FOLLOWED BY A AMBER MONITOR WARNING FAIL LT LIGHT 30 TO 45 SECONDS LATER THE 2 AMBER LIGHTS DISAPPEAR FROM THE EICAS DISPLAY. CONFIRMED 1 MCDU WAS THE CAUSE OF THE EICAS MSG AND SMOKE. INSPECTED 1 MCDU CONNECTORS/PINS AND FOUND THEM IN GOOD CONDITION. R & R 1 MCDU IAW MM 23-80-00. PERFORMED EPIC OPS TEST IAW MM 34-23-10. OPS CHECKED GOOD.

Part: DISPLAY — FAILED (NR 2) · airframe 3,849 hrs · 2,533 cycles

DURING CRUISE FLIGHT, DU NR 2 WENT BLACK ACCOMPANIED BY A SMALL AMOUNT OF ELECTRICAL SMOKE AND ODOR. WHILE ACCOMPLISHING THE ELECTRICAL SMOKE OR FIRE CHECKLIST, UPON SELECTION OF EICAS BUTTON OFF, THE "REMOTE CB TRIPPED" CAS MESSAGE DISPLYED AND ALL ELECTRICAL SMOKE AND ODOR WAS ELIMINATED. A DIVERSION TO THE NEAREST SUITABLE AIRPORT WAS THEN INITIATED WITH NO FURTHER SMOKE OR ODOR.(EICAS POWER CIRCUIT BREAKER DEACTIVATED PER EMERGENCY CHECK LIST) RESET THE EICAS POWER CIRCUIT BREAKER. R & R THE DU NR 2 C/W MFD NR 1 TARGET LOAD. LOAD SUCCESSFUL. OPS CHECKED GOOD IAW MM 34-23-10.

Part: ANTI-SKID SYS — FAILED (MLG) · airframe 3,226 hrs · 2,131 cycles

ANTI-SKID FAILED ON TAKEOFF ROLL AT 45 KTS. ABORTED TAKEOFF, MESSAGE REMAINED ON UNTIL SPEED DROPPED BELOW 45 KTS. POWERED ACFT, NO ANTI-SKID FAIL. SPUN EACH WHEEL HOLDING BRAKES. ANTI SKID SYS OPS CHECKED GOOD. RANG OUT SKID XDRIVERS FROM CONTROL. ALL READ BETWEEN 402-418 OHMS, NO SHORTS. RANG OUT ILLUMINATED VALVES. BOTH READ 301 OHMS. CHECKED CMS FOUND FAULT CODE 32020608322, LT SKID VALVE. CLEANED CONNECTORS & REPLACED SKID CONTROL BOX. INSTALLED EXCHANGE UNIT IAW MM 34-42-50. CLEANED SKID VALVE CONNECTORS & CONTROL BOX CONNECTORS. RECONNECTED SKID VALVE & CONTROL BOX CONNECTORS. PERFORMED ANTISKID FUNCTIONAL CHECK IAW MM 34-42-50. ANTISKID SYS OPS CHECKED GOOD.

Part: UNKNOWN — ODOR (COCKPIT) · airframe 3,150 hrs · 2,078 cycles

CREW REPORTED PUNGENT ODOR IN COCKPIT DURING PREFLIGHT. ODOR DISSIPATED QUICKLY AFTER APU BLEED AIR WAS SELECTED ON. REMOVED ALL FOUR DISPLAY UNITS, INSPECTED DU COOLING FANS AND CLEANED. REINSTALLED DUS AND OPS CHECK GOOD IAW MM 34-23-10. GAINED ACCESS AND CLEANED GLARESHIELD FANS LT AND RT. OPS CHECK GOOD IAW 21-24-00. REMOVED LT/RR MCDU INSPECTED AND CLEANED COOLING FANS. REINSTALLED AND OPS CHECK GOOD IAW 34-23-10. GAINED ACCESS TO PCB BOXES, COCKPIT RECIRCULATION FANS. INSPECTED AND OPS CHECK GOOD. NO ODOR NOTED.

Part: STRUT — LEAKING (MLG) · airframe 2,802 hrs · 1,876 cycles

UPON LANDING GEAR RETRACTION, NOSE GEAR MADE HEAVY BANGING NOISE REPEATEDLY IN WHEEL WELL AND RED NOSE GEAR UNLOCK LIGHT REMAINED ON. EXTENDED GEAR NORMALLY AND RETURNED FOR A NORMAL LANDING. REMOVED LOWER BARREL AND REPACKED THE SEALS. INSTALLED LOWER BARREL AND SERVICED THE STRUT. NOSE CLEARANCE GEAR SWING CHECKS GOOD. ALL WORK PERFORMED IAW THE MM CH 32-20-01 OPS AND LEAK CHECKS GOOD.

Part: WARNING LIGHT — ILLUMINATED (CABIN PRESSURE) · airframe 2,698 hrs · 1,818 cycles

RED CAS MESSAGE "CABIN ALTITUDE" CAME ON PASSING THRU 13,500 FT. PRESS CONTROL FAULT LIGHT WAS ON AS WELL AS CABIN DUMP SWITCH IN DUMP.

Part: RUDDER PEDAL — OBSTRUCTED (COCKPIT) · airframe 1,922 hrs · 1,292 cycles

ON TAKEOFF RUDDER FELT LIKE IT WAS HANGING UP. WHEN AIRCRAFT WAS AIRBORNE RUDDER COMPLETELY LOCKED UP. AFTER REMOVING YAW DAMPER, RUDDER WOULD MOVE SLIGHTLY. UPON INSP, FOUND RUDDER SYS FREE BUT, NOTED PILOTS LT PEDAL CATCHING ON SIDE CONSOLE UPHOLSTRY. SAME CONDITION SEEN ON COPILOTS RT PEDAL. INSTALLED NEW HOOK & LOOP TO REATTACH UPHOLSTERY PANELS TO STRUCTURE. RAN RUDDER NUMEROUS TIMES FROM COCKPIT & FROM RUDDER. NO BINDING NOISES OR INTERFERENCE NOTED. IT IS BELIEVED THAT A COMBINATION OF RUDDER PEDAL CATCHING OR DRAGGING & ENGAGED YAW DAMPER CAUSED PILOT TO FEEL THAT RUDDER WAS LOCKED UP. WHEN YAW DAMPER WAS DISENGAGED, THIS REMOVED ON SOURCE OF RUDDER RESISTANCE.

Part: RUDDER PEDAL — JAMMED (COCKPIT)

ON ACFT DEPARTURE, THE RUDDER PEDALS JAMMED ON THE COCKPIT SIDE PANELS ON THE TAKEOFF. AN EMERGENCY WAS DECLARED AND THE ACFT LANDED UNEVENTFULLY. DURING THE PREVIOUS MAINT VISIT, THE RUDDER WAS REPLACED WITH A RENTAL UNIT, THE RUDDER WAS PROPERLY INSTALLED AND DOCUMENTED AND RIG AND TRAVEL CHECKS WERE GOOD. THE ACFT FLEW AN OPERATIONAL CHECK FLIGHT AFTER MAINT WITH NO REPORTED ISSUES. THE SIDE PANELS HAVE BEEN PROPERLY SECURED AND CLEARANCE IS SATISFACTORY. A SCR (SERVICE CONDITION REPORT) HAS BEEN SUBMITTED TO ENGINEERING FOR REVIEW TO CHANGE SECURING METHOD FROM VELCRO TO A FASTENER TYPE INSTALLATION. (K)

Part: RUDDER PEDAL — JAMMED (COCKPIT)

ON ACFT DEPARTURE, THE RUDDER PEDALS JAMMED ON THE COCKPIT SIDE PANELS ON THE TAKEOFF. AN EMERGENCY WAS DECLARED AND THE ACFT LANDED UNEVENTFULLY. DURING THE PREVIOUS MAINT VISIT, THE RUDDER WAS REPLACED WITH A RENTAL UNIT, THE RUDDER WAS PROPERLY INSTALLED AND DOCUMENTED AND RIG AND TRAVEL CHECKS WERE GOOD. THE ACFT FLEW AN OPERATIONAL CHECK FLIGHT AFTER MAINT WITH NO REPORTED ISSUES. THE SIDE PANELS HAVE BEEN PROPERLY SECURED AND CLEARANCE IS SATISFACTORY. A SCR (SERVICE CONDITION REPORT) HAS BEEN SUBMITTED TO ENGINEERING FOR REVIEW TO CHANGE SECURING METHOD FROM VELCRO TO A FASTENER TYPE INSTALLATION. (K)

Part: LANDING GEAR — UNKNOWN (NOSE) · airframe 264 hrs · 175 cycles

DURING NOSEGEAR RETRACTION, STRONG BANGING AND FLASHING UNSAFE LIGHT DURING MULTIPLE ATTEMPTS ON OCF. ALSO; GRINDING OR RUBBING SOUND DURING ALL GEAR RETRACTIONS ON TAKE OFF AND LEVEL FLIGHT. PERFORMED OPS CK PER CESSNA 680 MM 32-60-00. COULD NOT DUPLICATE. REMOVED BRAKE METERING VALVE P/N 9914652-6 S/N 208 AND INSTALLED SERVICEABLE BRAKE METERING VALVE P/N 9914652-6 S/N 298. PERFORMED OPS CK & LEAK CK GOOD I/A/W CESSNA 680 M/M 32-42-30

Part: METERING VALVE — MALFUNCTIONED (ANTI SKID SYS) · airframe 263 hrs · 174 cycles

DURING NOSE GEAR RETRACTION STRONG BANGING AND FLASHING UNSAFE LIGHT DURING MULTIPLE ATTEMPS ON OCF. ALWAYS DOES IT IN CLIMB, NEVER IN LEVEL FLIGHT. TO RULE OUT VIBRATION ON NOSE BY OUT OF BALANCE MAIN TIRES, TURNED OFF ANTI-SKID TAPPED BRAKES BEFORE RETRACTION-STILL DOES IT. REMOVED BRAKE METERING VALVE DUE TO INTERNAL FAILURE. INSTALLED NEW VALVE IAW MM CH 32-42-00, OPS CHECKED AND LEAK CHECKED GOOD.