N371QS

Part: BATTERY PACK — INOPERATIVE (ZONE 200) · airframe 8,261 hrs · 6,473 cycles

WHEN STARTING THE ENGINES, THE EMERGENCY LIGHTS COME ON. LOOKS LIKE THE BATTERY PACKS HAVE GONE BAD. REPLACED EMERGENCY BATTERIES. OPS CHECK GOOD. IAW PHENOM 300 AMM 24-61-00, 24-31-00, AND 33-50-00.

Part: BATTERY PACK — FAILED (ZONE 200) · airframe 8,075 hrs · 6,326 cycles

CABIN EMER LIGHTS FLASHING IN ARMED MODE DURING FLIGHT. CORRECTIVE ACTION; REPLACED #1 & #2 EMERGENCY BATTERY REF. EMB PHENOM AMM 33-52-01 OPS CHECK GOOD .

Part: UNKNOWN — UNKNOWN (UNKNOWN) · airframe 7,270 hrs · 5,687 cycles

CABIN EMERG LIGHT: CABIN EMERG LIGHTS STAY ON IN THE ARMED POSITION.///SIGN-OFF PERFORMED REACTIVATION OF INERTIA SWITCH IN REF TO EMB-505S AMM 33-52-17. OPS CHECK GOOD.

Part: BATTERY — INOPERATIVE (EMERGENCY LIGHTS) · airframe 7,198 hrs · 5,628 cycles

IN LEVEL FLIGHT AT ALTITUDE, CABIN EMERGENCY LIGHTS STARTED FLASHING ON & OFF FOR REMAINDER OF THE FLT. ARMED EMER BATTS AND FOUND THE LIGHTS TO FLASH. GAINED ACCESS TO BOTH 1 & 2 EMER BATTS, IT WAS NOTED THAT DURING OPS CHECKS 1 (COCKPIT BATT) WAS FOUND INOP. AFTER COMPLYING WITH OPS CHECK, CHARGED. NOTED THAT THEN BATT (AFT LAV) SUCCESSFULLY TOOK A CHARGE, NR 1 BATT FAILED TO TAKE A CHARGE. ELECTED TO REPLACE BOTH BATTS. REMOVED FAULTY NR 1 EMERGENCY BATTERY & INSTALLED TESTED BATTERY IAW MM 33-52-01. REMOVED FAULTY #2 BATTERY & INSTALLED TESTED BATTERY IAW MM 33-52-01. PERFORMED THE OPS TESTED BATTERY IAW MM 33-52-01, WITH NO DEFECTS NOTED.

Part: CONTROL MODULE — FAILED (BRAKE SYS) · airframe 6,980 hrs · 5,451 cycles

BRK FAIL YELLOW CAS: AFTER ENGINE START AND TAXI BEGAN OUT OF PARKING RECEIVED YELLOW CAS "BRK FAIL". DISCREPANCY WAS TROUBLESHOT DOWN TO A BRAKE CONTROL MODULE PER EMB505 FIM TASK L2-41-00-810-813·A. GAINED ACCESS, REMOVED AND REPLACED BRAKE CONTROL MODULE. COMPILED WITH ALL REQUIRED SYSTEM BLEEDS ONE! OPS CHECKS. RESTORED ACCESS. COMPILED WITH EXTENSIVE TAXI CHECK. SERVICED HYDRAULIC RESERVOR. RETURNED AIRCRAFT BACK TO ITS ORIGINAL STATE AND CONDLTLON. NO FURTHER DEFECTS TO NOTED AT THIS TIME. CAS MESSAGE DID NOT RE-APPEAR AT ANY TIME. WORK !AW EMB505 MM 32-41·07

Part: NONE — NONE (ZONE 200) · airframe 5,605 hrs · 4,397 cycles

DISCREPANCY: DURING EMBRAER PHENOM 300 BASE CHECKLIST FOUND EMERGENCY LIGHT SWITCH INTERMITTENT IN ON POSITION. CORRECTIVE ACTION: FOUND THE EMERGENCY LIGHT SWITCH TO BE DEFECTIVE, PERFORMED REPLACEMENT OF THE COCKPIT LIGHTING SYSTEM CONTROL PART NUMBER 441-44443-001 WITH A REPAIRED UNIT IN ACCORDANCE WITH EMBRAER PHENOM 300 AMM 33-01-01 AND PERFORMED OPERATIONAL CHECK OF THE EMERGENCY LIGHTING SYSTEM WITH NO DEFECTS NOTED IN ACCORDANCE WITH EMBRAER PHENOM 300 AMM 33-52-00.

Part: BATTERY — INOPERATIVE (ZONE 100) · airframe 5,272 hrs · 4,131 cycles

EMERGENCY LIGHTING: EXTERIOR AND INTERIOR EMERGENCY LIGHTING DOES NOT WORK WHEN ON GROUND POWER OR BATTERY. IN OFF POSITION EMERGENCY LIGHTING NOT ARMED CAS MESSAGE ILLUMINATES, IN ARM POSITION EMERGENCY LIGHT INTERIOR LIGHTS BLINK FOR ONE SECOND, IN THE ON POSITION INTERIOR AND EXTERIOR EMERGENCY LIGHTS DO NOT WORK // SIGNOFF // REMOVED AND REPLACED FORWARD AND AFT EMERGENCY BATTERY PACKS WITH NEW UNITS. REMOVED AND REPLACED RH ELECTRONIC INTERFACE MODULE WITH A NEW UNIT. PERFORMED REQUIRED OPS CHECKS. WORK DONE IAW EMBRAER PHENOM 300 AMM, CHAPTERS 31-41-09 AND 33-52-01. BATTERY BACKS REMOVED AND INSTALLED PNS ARE 7450LS-00. FORWARD PACK SN OFF 001558, SN ON 005748. AFT BATTERY BACK SN OFF 005554, SN ON 005815. MODULE PN ON/OFF MD18-1, SN OFF D14-10064, SN ON E19-11768.

Part: FCU — DEFECTIVE (ZONE 100) · airframe 4,769 hrs · 3,720 cycles

FLAP FAIL YELLOW CAS: DURING LEVEL FLIGHT AT FL410, THE FOLLOWING MESSAGES WERE DISPLAYED: SWPS FAULT, SPOILER FAULT, FLAP FAIL, AND PTRIM BKP FAIL. REFERED TO AOB 20-05 TO CONFIRM FCE 1 FAILURE. RAN ALL CHECLISTS/QRH ASSOCOTED WITH THE CAS MESSAGES AND LANDED SAFELY. GAINED ACCESS TO BOTH LEFT AND RIAHT FCE. NO OBVIOUS DEFECTS NOTED. COMPLETED CMC DOWNLOAD IAW EMB-505 AMM 45-45-00 AND SENT INFORMATION TO EMBRAER CONTACT CENTER. NO CURRENTS FLIQHT CONTROL CAS MESSAAES PRESENT. EMBRAER CONTACT CENTER RECOMMENDED TO SWAP FCE.S. NJA MXC HAS ELECTED TO REPLACE THE #1 FCE. PARTS AND TOOLING ON ORDER. REMOVED AND REPLACED #1 FCE. RIGGED ALL ASSOCIATED FLIGHT CONTROLS PERFORMED ALL ASSOCIATED OPS CHECKS. ALL OPS CHECKS GOOD WORK DONE IAW EMB 505 AMM 27-03-01.

Part: BALANCE WEIGHT — CORRODED (STAB) · airframe 4,181 hrs · 3,288 cycles

DURING ACCOMPLISHMENT OF SERVICE BULLETIN 505-55-0004 REV 01 (DATED 06/24/2020) WE NOTED THE LEFT AILERON MASS BALANCE WEIGHT PART NUMBER PE915109-L31 WAS UNDER THE WEIGHT LIMITS (1761 GRAMS) AS PRESCRIBED BY THE SERVICE BULLETIN (MINIMUM 1787 GRAMS) -21 GRAMS BELOW TOLERANCE. THE WEIGHT WAS REPLACED WITH A NEW PART AND THE AILERON BALANCING WAS PERFORMED WITH NO FURTHER DEFECTS NOTED.THE LEFT AILERON WAS SUBSEQUENTLY RE-IDENTIFIED TO PART NUMBER 505-14736-613 AS PER SERVICE BULLETIN INSTRUCTIONS. ALSO DURING ACCOMPLISHMENT OF SERVICE BULLETIN 505-55-0004 REV 01 (DATED 06/24/2020) WE NOTED THE RIGHT ELEVATOR ADJUSTABLE MASS BALANCE WEIGHT PART NUMBER PE915109-L33 (1 EACH) WAS UNDER THE WEIGHT LIMITS (80 GRAMS) AS PRESCRIBED BY THE SERVICE BULLETIN (MINIMUM 84 GRAMS)-4 GRAMS BELOW TOLERANCE. THE WEIGHT WAS REPLACED WITH A NEW PART AND THE ELEVATOR BALANCING WAS PERFORMED WITH NO FURTHER DEFECTS NOTED. THE ELEVATOR WAS RE-IDENTIFIED TO PART NUMBER 505-11082-602 AS PER SERVICE BULLETIN INSTRUCTIONS.

Part: SHUTOFF VALVE — FAILED (NR 2 BLEED) · airframe 3,854 hrs · 3,042 cycles

BLEED 2 FAIL YELLOW CAS - PASSING THROUGH 15,000 FT IN ICING CONDITIONS AN ACRID SMELL PERMEATED THE CABIN AND THE BLEED 2 FAIL EICAS ILLUMINATED . UPON RESETTING THE BLEED WITH QRC PROCEDURE THE SMELL DISAPPEARED.. AND WING DEICING WAS REESTABLISHED.( CORRECTIVE ACTION) REMOVED AND REPLACED THE RIGHT PRSOV 2 IAW MM 36-102-400 801A.

Part: STARTER GEN — FAILED (RT ENGINE) · airframe 2,164 hrs · 1,718 cycles

JUST AFTER STARTING THE TAXI, A STRONG ELECTRICAL BURNING SMELL FILLED THE COCKPIT AND CABIN. TROUBLESHOT BURNING SMELL. CAUSE OF SMELL SUSPECTED TO BE ASSOCIATED STARTER GENERATOR FAILURE. REMOVED AND REPLACED RT ENGINE STARTER GENERATOR. PERFORMED GROUND RUNS AFTER STARTER GENERATOR REPLACEMENT AND OPERATED ALL ELECTRICAL SYSTEMS. NO DEFECTS NOTED AND NO BURNING SMELL PRESENT AT THIS TIME.

Part: SENSOR — DEFECTIVE (DUCT TEMP) · airframe 2,004 hrs · 1,580 cycles

AT 36000FT. DUCT 2 OVERHEAT. FOLLOWED CHECKLIST. DUCT ONE OVERHEAT SHORTLY AFTER. INSTALLED A NEW NR 1 DUCT TEMPERATURE SENSOR AND NEW ECS TEMPERATURE CONTROLLER IAW MM 21-61-03 AND MM 21-61-01. OPS CHECKS PERFORMED MM 21-61-00-710-801A/500. OPS CHECKED GOOD.

Part: TRIM SYSTEM — LOOSE (ELEVATOR) · airframe 9,752 hrs · 8,009 cycles

ON TAKEOFF WITH PITCH TRIM IN TAKEOFF RANGE REQUIRED EXCESSIVE AFT YOKE FORCE TO GET NOSE OFF GROUND. AFTER AIRBORNE FULL NOSE UP TRIM APPLIED & REQUIRES EXCESSIVE AFT YOKE FORCE AT 200 KTS. UPON INITIAL INSP, FOUND ELEVATOR TRIM TAB IN FULL NOSE UP POSITION BUT TRIM INDICATOR TOWARDS FULL DOWN POSITION. ATTEMPTED TO MOVE TRIM WHEEL. FOUND TRIM WHEEL HARDWARE EXTREMELY LOOSE ALLOWING TRIM INDICATOR TO JUMP TRACKS ON WHEEL. REMOVED TRIM WHEEL. INSPECTED WHEEL & INDICATOR. NO DEFECTS NOTED. SET TRIM TAB TO NEUTRAL & INSTALLED TRIM WHEEL. INDEXED TRIM INDICATOR. COMPLIED WITH ELEVATOR TRIM TENSION CHECKS. TENSION CHECKS GOOD. CHECKED FOR PROPER ROUTING IN HELLHOLE AREA & TAILCONE AREA. NO DEFECTS NOTED. COMPLIED WITH ELEVATOR & TRIM TRAVEL CHECKS. CHECKS GOOD. WORK ACCOMPLISHED IAW MM 27-31-00 & 27-31-07. (ORIGINAL SUBMISSION: 7/12/2010)

Part: BRAKE — UNSERVICEABLE (MLG) · airframe 9,026 hrs · 7,394 cycles

DURING TAXI, AIRPLANE PULLS LT WHILE BRAKING FROM THE PILOTS SIDE. R&R RT BRAKE ASSY IAW MM 32-42-00.

Part: RIB — CRACKED (HORIZ STAB)

WHILE PERFORMING THE PHASE 1-5 INSP, CRACKS WERE NOTICED IN SEVERAL RIBS LOCATED INSIDE THE LT AND RT HORIZ STABILIZERS. AFTER REMOVAL OF THE TOP SKINS ON BOTH STABILIZERS, 5 CRACKED RIBS ON THE RT SIDE AND 8 CRACKED RIBS ON THE LT SIDE WERE FOUND. ALL OF THE CRACKS WERE FOUND IN THE LOWER PORTION OF THE FLANGED AREAS OF THE RIBS IN THE CUT-OUT AREA. AFTER REMOVAL OF THE RIVETS, 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 PARRALLEL TO THE EDGE OF THE RIBS. THE CRACKS WERE LOCATED IN AREAS NOT NORMALLY INSPECTED AND ACCESS IS VERY LIMITED. (K)

Part: RIB — CRACKED (HORIZ STAB)

WHILE PERFORMING THE PHASE 1-5 INSP, CRACKS WERE NOTICED IN SEVERAL RIBS LOCATED INSIDE THE LT AND RT HORIZ STABILIZERS. AFTER REMOVAL OF THE TOP SKINS ON BOTH STABILIZERS, 5 CRACKED RIBS ON THE RT SIDE AND 8 CRACKED RIBS ON THE LT SIDE WERE FOUND. ALL OF THE CRACKS WERE FOUND IN THE LOWER PORTION OF THE FLANGED AREAS OF THE RIBS IN THE CUT-OUT AREA. AFTER REMOVAL OF THE RIVETS, 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 PARRALLEL TO THE EDGE OF THE RIBS. THE CRACKS WERE LOCATED IN AREAS NOT NORMALLY INSPECTED AND ACCESS IS VERY LIMITED. (K)

Part: RIB — CRACKED (HORIZ STAB)

WHILE PERFORMING THE PHASE 1-5 INSP, CRACKS WERE NOTICED IN SEVERAL RIBS LOCATED INSIDE THE LT AND RT HORIZ STABILIZERS. AFTER REMOVAL OF THE TOP SKINS ON BOTH STABILIZERS, 5 CRACKED RIBS ON THE RT SIDE AND 8 CRACKED RIBS ON THE LT SIDE WERE FOUND. ALL OF THE CRACKS WERE FOUND IN THE LOWER PORTION OF THE FLANGED AREAS OF THE RIBS IN THE CUT-OUT AREA. AFTER REMOVAL OF THE RIVETS, 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 PARRALLEL TO THE EDGE OF THE RIBS. THE CRACKS WERE LOCATED IN AREAS NOT NORMALLY INSPECTED AND ACCESS IS VERY LIMITED. (K)

Part: RIB — CRACKED (HORIZ STAB)

WHILE PERFORMING THE PHASE 1-5 INSP, CRACKS WERE NOTICED IN SEVERAL RIBS LOCATED INSIDE THE LT AND RT HORIZ STABILIZERS. AFTER REMOVAL OF THE TOP SKINS ON BOTH STABILIZERS, 5 CRACKED RIBS ON THE RT SIDE AND 8 CRACKED RIBS ON THE LT SIDE WERE FOUND. ALL OF THE CRACKS WERE FOUND IN THE LOWER PORTION OF THE FLANGED AREAS OF THE RIBS IN THE CUT-OUT AREA. AFTER REMOVAL OF THE RIVETS, 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 PARRALLEL TO THE EDGE OF THE RIBS. THE CRACKS WERE LOCATED IN AREAS NOT NORMALLY INSPECTED AND ACCESS IS VERY LIMITED. (K)

Part: RIB — CRACKED (HORIZ STAB)

WHILE PERFORMING THE PHASE 1-5 INSP, CRACKS WERE NOTICED IN SEVERAL RIBS LOCATED INSIDE THE LT AND RT HORIZ STABILIZERS. AFTER REMOVAL OF THE TOP SKINS ON BOTH STABILIZERS, 5 CRACKED RIBS ON THE RT SIDE AND 8 CRACKED RIBS ON THE LT SIDE WERE FOUND. ALL OF THE CRACKS WERE FOUND IN THE LOWER PORTION OF THE FLANGED AREAS OF THE RIBS IN THE CUT-OUT AREA. AFTER REMOVAL OF THE RIVETS, 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 PARRALLEL TO THE EDGE OF THE RIBS. THE CRACKS WERE LOCATED IN AREAS NOT NORMALLY INSPECTED AND ACCESS IS VERY LIMITED. (K)

Part: RIB — CRACKED (HORIZ STAB)

WHILE PERFORMING THE PHASE 1-5 INSP, CRACKS WERE NOTICED IN SEVERAL RIBS LOCATED INSIDE THE LT AND RT HORIZ STABILIZERS. AFTER REMOVAL OF THE TOP SKINS ON BOTH STABILIZERS, 5 CRACKED RIBS ON THE RT SIDE AND 8 CRACKED RIBS ON THE LT SIDE WERE FOUND. ALL OF THE CRACKS WERE FOUND IN THE LOWER PORTION OF THE FLANGED AREAS OF THE RIBS IN THE CUT-OUT AREA. AFTER REMOVAL OF THE RIVETS, 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 PARRALLEL TO THE EDGE OF THE RIBS. THE CRACKS WERE LOCATED IN AREAS NOT NORMALLY INSPECTED AND ACCESS IS VERY LIMITED. (K)

Part: RIB — CRACKED (HORIZ STAB)

WHILE PERFORMING THE PHASE 1-5 INSP, CRACKS WERE NOTICED IN SEVERAL RIBS LOCATED INSIDE THE LT AND RT HORIZ STABILIZERS. AFTER REMOVAL OF THE TOP SKINS ON BOTH STABILIZERS, 5 CRACKED RIBS ON THE RT SIDE AND 8 CRACKED RIBS ON THE LT SIDE WERE FOUND. ALL OF THE CRACKS WERE FOUND IN THE LOWER PORTION OF THE FLANGED AREAS OF THE RIBS IN THE CUT-OUT AREA. AFTER REMOVAL OF THE RIVETS, 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 PARRALLEL TO THE EDGE OF THE RIBS. THE CRACKS WERE LOCATED IN AREAS NOT NORMALLY INSPECTED AND ACCESS IS VERY LIMITED. (K)

Part: RIB — CRACKED (HORIZ STAB)

WHILE PERFORMING THE PHASE 1-5 INSP, CRACKS WERE NOTICED IN SEVERAL RIBS LOCATED INSIDE THE LT AND RT HORIZ STABILIZERS. AFTER REMOVAL OF THE TOP SKINS ON BOTH STABILIZERS, 5 CRACKED RIBS ON THE RT SIDE AND 8 CRACKED RIBS ON THE LT SIDE WERE FOUND. ALL OF THE CRACKS WERE FOUND IN THE LOWER PORTION OF THE FLANGED AREAS OF THE RIBS IN THE CUT-OUT AREA. AFTER REMOVAL OF THE RIVETS, 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 PARRALLEL TO THE EDGE OF THE RIBS. THE CRACKS WERE LOCATED IN AREAS NOT NORMALLY INSPECTED AND ACCESS IS VERY LIMITED. (K)

Part: RIB — CRACKED (HORIZ STAB)

WHILE PERFORMING THE PHASE 1-5 INSP, CRACKS WERE NOTICED IN SEVERAL RIBS LOCATED INSIDE THE LT AND RT HORIZ STABILIZERS. AFTER REMOVAL OF THE TOP SKINS ON BOTH STABILIZERS, 5 CRACKED RIBS ON THE RT SIDE AND 8 CRACKED RIBS ON THE LT SIDE WERE FOUND. ALL OF THE CRACKS WERE FOUND IN THE LOWER PORTION OF THE FLANGED AREAS OF THE RIBS IN THE CUT-OUT AREA. AFTER REMOVAL OF THE RIVETS, 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 PARRALLEL TO THE EDGE OF THE RIBS. THE CRACKS WERE LOCATED IN AREAS NOT NORMALLY INSPECTED AND ACCESS IS VERY LIMITED. (K)

Part: RIB — CRACKED (HORIZ STAB)

WHILE PERFORMING THE PHASE 1-5 INSP, CRACKS WERE NOTICED IN SEVERAL RIBS LOCATED INSIDE THE LT AND RT HORIZ STABILIZERS. AFTER REMOVAL OF THE TOP SKINS ON BOTH STABILIZERS, 5 CRACKED RIBS ON THE RT SIDE AND 8 CRACKED RIBS ON THE LT SIDE WERE FOUND. ALL OF THE CRACKS WERE FOUND IN THE LOWER PORTION OF THE FLANGED AREAS OF THE RIBS IN THE CUT-OUT AREA. AFTER REMOVAL OF THE RIVETS, 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 PARRALLEL TO THE EDGE OF THE RIBS. THE CRACKS WERE LOCATED IN AREAS NOT NORMALLY INSPECTED AND ACCESS IS VERY LIMITED. (K)

Part: RIB — CRACKED (HORIZ STAB)

WHILE PERFORMING THE PHASE 1-5 INSP, CRACKS WERE NOTICED IN SEVERAL RIBS LOCATED INSIDE THE LT AND RT HORIZ STABILIZERS. AFTER REMOVAL OF THE TOP SKINS ON BOTH STABILIZERS, 5 CRACKED RIBS ON THE RT SIDE AND 8 CRACKED RIBS ON THE LT SIDE WERE FOUND. ALL OF THE CRACKS WERE FOUND IN THE LOWER PORTION OF THE FLANGED AREAS OF THE RIBS IN THE CUT-OUT AREA. AFTER REMOVAL OF THE RIVETS, 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 PARRALLEL TO THE EDGE OF THE RIBS. THE CRACKS WERE LOCATED IN AREAS NOT NORMALLY INSPECTED AND ACCESS IS VERY LIMITED. (K)

Part: RIB — CRACKED (HORIZ STAB)

WHILE PERFORMING THE PHASE 1-5 INSP, CRACKS WERE NOTICED IN SEVERAL RIBS LOCATED INSIDE THE LT AND RT HORIZ STABILIZERS. AFTER REMOVAL OF THE TOP SKINS ON BOTH STABILIZERS, 5 CRACKED RIBS ON THE RT SIDE AND 8 CRACKED RIBS ON THE LT SIDE WERE FOUND. ALL OF THE CRACKS WERE FOUND IN THE LOWER PORTION OF THE FLANGED AREAS OF THE RIBS IN THE CUT-OUT AREA. AFTER REMOVAL OF THE RIVETS, 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 PARRALLEL TO THE EDGE OF THE RIBS. THE CRACKS WERE LOCATED IN AREAS NOT NORMALLY INSPECTED AND ACCESS IS VERY LIMITED. (K)

Part: RIB — CRACKED (HORIZ STAB)

WHILE PERFORMING THE PHASE 1-5 INSP, CRACKS WERE NOTICED IN SEVERAL RIBS LOCATED INSIDE THE LT AND RT HORIZ STABILIZERS. AFTER REMOVAL OF THE TOP SKINS ON BOTH STABILIZERS, 5 CRACKED RIBS ON THE RT SIDE AND 8 CRACKED RIBS ON THE LT SIDE WERE FOUND. ALL OF THE CRACKS WERE FOUND IN THE LOWER PORTION OF THE FLANGED AREAS OF THE RIBS IN THE CUT-OUT AREA. AFTER REMOVAL OF THE RIVETS, 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 PARRALLEL TO THE EDGE OF THE RIBS. THE CRACKS WERE LOCATED IN AREAS NOT NORMALLY INSPECTED AND ACCESS IS VERY LIMITED. (K)

Part: ACTUATOR — MALFUNCTIONED (MLG) · airframe 8,719 hrs · 7,107 cycles

UPON LOWERING LANDING GEAR, BOTH MAIN GEAR LIGHTS WERE GREEN, BUT THE NOSE GEAR LIGHT DID NOT ILLUMINATE. REPLACED NLG ACTUATOR WITH REPAIRED UNIT PERFORMED PROPER FUNCTION CHECKS. FUNCTION CHECK SATISFACTORY AT THIS TIME CE560 M/M 32-31-03.

Part: ARM — OUT OF RIG (BLOWDOWN BOTTLE) · airframe 8,303 hrs · 6,795 cycles

AFTER TAKEOFF GEAR WOULDN'T RETRACT. SECURED GEAR AND FOUND BLOW DOWN BOTTLE ARM AND HANDLE/CABLE OUT OF PROPER RIG. RE-RIGGED AND SERVICED BOTTLE. COMPLETED SEVERAL GEAR OPS CHECKS AND GEAR BLOW DOWN. ALL CHECKS GOOD PER CE560 M.M. 32-31-08.

Part: BRAKE ASSY — UNKNOWN (MLG) · airframe 8,071 hrs · 6,605 cycles

COPILOT BRAKE PEDALS NEED TO BE PUSHED ALMOST FULL DOWN BEFORE ANY BRAKE APPLICATION IS FELT. ONCE YOU REACH THAT POINT, THE BRAKE PEDAL "FEEL" IS NORMAL. BLED BRAKE SYSTEM 10 TIMES PER CE560M/M. OPS CHECKS GOOD. PEDALS FEEL NORMAL. SERVICED RESERVOIR. I/A/W CE560M/M 32-42-00.

Part: MASTER CYLINDER — BYPASSING (BRAKES) · airframe 8,070 hrs · 6,603 cycles

DURING TAXI BRAKE CHECK, FOUND COPILOT BRAKE PEDALS WERE VERY SPONGY AND THE PEDAL TRAVEL IS 3 TIMES MORE THAN THE CAPTAINS SIDE. THE RIGHT COPILOT PEDAL IS WORSE AND TRAVELS FARTHER. REMOVED AND REPLACED PILOT AND COPILOT BRAKE MASTER CYLINDERS WITH NEW DUE TO FAIL THE PRESSURE TEST. OPS CHECKED GOOD LEAK CHECKED GOOD, WORK DONE IAW 560 M.M. CHAPTER 32-42-02.

Part: BRAKE ASSY — WEAK (RT SEAT) · airframe 8,070 hrs · 6,603 cycles

RT SEAT BRAKES VERY MUSHY WHEN BRAKE PRESSURE APPLIED. M2B- BLED BRAKE SYSTEM PER CHAPTER 32-42-00 OF THE CITATION 560 MM OPERATIONAL AND LEAK CHECK GOOD.

Part: SUPPORT CHANNEL — CRACKED (INST PANEL)

DURING MAINTENANCE FOUND THE RUDDER UPPER SUPPORT CHANNEL CRACKED WHERE IT ATTACHES TO THE INSTRUMENT PANEL. THIS AIRCRAFT HAD SL560-27-13 COMPLIED WITH 826.6 HOURS PRIOR TO FINDING THE CRACKED CHANNEL. THIS SL UPGRADED THE ATTACHING HARDWARE BUT DOES NOT CHANGE THE BRACKET. REPLACED BRACKET AND HARDWARE WITH NEW. AN SCR HAS BEEN SUBMITTED TO MFG UNDER NR 306488.

Part: BRAKE ASSY — WEAK (MLG) · airframe 8,016 hrs · 6,563 cycles

BRAKES ARE VERY SPONGY USING BOTH SETS OF RUDDER PEDALS. INSPECTED AND BLEED BOTH LT AND RT BRAKE ASSY. NO DEFECTS FOUND, OPS CK GOOD IAW MM CH 32-42-00.

Part: BRAKE — MALFUNCTIONED (MLG) · airframe 7,972 hrs · 6,520 cycles

ANTI SKID SEEMS TO ACTIVATE AROUND 40 KNOTS. BRAKES SEEM TO GRAB AND RELEASE SERVERAL TIMES. TAXIED AIRCRAFT WITH ANTI-SKID ON. WHEN TAXI WAY WET AND DRY. SYSTEM OPERATIONAL CHECKS GOOD. NO DEFECTS NOTED. WORK DONE IAW. CE 560 MM CHAP. 32-41-00.

Part: CONTROLLER — INOPERATIVE (ANTI ICE SYS) · airframe 7,941 hrs · 6,489 cycles

WITH THE W/S BLEED ANTI ICE ON LOW (APPROX 3-5 MINUTES AFTER BEING SWITCHED ON) THE W/S O'HEAT ILLUMINATED WITH SMOKE/HAZE IN THE COCKPIT AND CABIN ALONG WITH STRONG BURNING ODOR. VERIFIED RIGGING AND OPERATION OF W/S BLEED AIR VALVES, FOUND GOOD. VERIFIED OPERATION OF W/S BLEED AIR SHUTOFF/REGULATING VALVE, FOUND GOOD. VERIFIED TEMP SENSORS X-25,X-26, AND W/S O' HEAT SENSOR FOUND GOOD. VERIFIED 5 PSI SWITCH . FOUND GOOD. VERIFIED INPUT SIGNALS TO ANTI-ICE TEMP CONTROLLER FOUND GOOD. VERIFIED OPERATION OF TEMP CONTROLLER. FOUND CONTROLLER FAILED. OLD P/N: 9912085-6. OLD S/N: 3AN12. NEW P/N: 9912085-6. NEW S/N: 2BC44.

Part: PUMP — MALFUNCTIONED (FUEL BOOST) · airframe 6,643 hrs · 5,460 cycles

LEFT FUEL BOOST PUMP CAME ON DURING TAKEOFF ROLL, ABORTED. PERFORMED RUN UP AFTER RESETTING PUMP, CAME ON AGAIN. PERFORMED 3RD RUN UP ON RAMP, DID NOT COME ON. ITEM IS UNDER INVESTIGATION.

Part: TRANSDUCER — INOPERATIVE (ANITI SKID SYS) · airframe 6,225 hrs · 5,122 cycles

DURING TAXI BOTH PEDALS ON RT SEAT BECAME SOFT, ANTI-SKID LIGHTS CAME ON. AFTER PUMPING THE PEDALS THE LIGHT WENT OUT, AND THE BRAKES FELT NORMAL. THIS HAPPENED THREE SEPERATE TIMES DURING TAXI. REPLACED LT ANTI-SKID TRANSDUCER AND BLED BRAKES. OPS CHECK GOOD IAW CESSNA 32-42-07 AND 32-42-00.

Part: O-RING — LEAKING (BRAKE LINE) · airframe 6,225 hrs · 5,122 cycles

LOST BRAKE PRESSURE ON TAXI. BRAKE FLUID LEAKING OUT OF RIGHT BRAKE ASSEMBLY. REMOVED AND REPLACED LEAKING O-RING ON BRAKE LINE FITTING. OPS AND LEAK CHECK GOOD IAW BF GOODRICH CMM 32-46-13.

Part: INDICATOR — MALFUNCTIONED (ATTITUDE)

DURING TAKEOFF ROLL CAPTAIN'S ATTITUDE INDICATOR INDICATED 5 DEGREES NOSE DOWN WITH 3 DEGREES RIGHT BANK. REJECTED TAKEOFF. FOUND NR 1 VERTICAL GYRO DEFECTIVE. REPLACED UNIT AND OPS CHECKED GOOD.