N375QS

Part: BATTERY — DEFECTIVE (ZONE 100) · airframe 13,676 hrs · 9,037 cycles

WHEN EMERGENCY LIGHTS ARE PLACED IN ARMED POSITION EMERGENCY EXIT LIGHTED SIGNS BEHIND SEAT 9, AND ABOVE LAVATORY SEAT DO NOT ILLUMINATE AS WELL AS SEAT LIGHT OVER LAVATORY SEAT. MX SUSPECTS BATTERY PACK FOUR TO BE NOT FUNCTIONING. //SIGNOFF// REMOVED #4 EMERGENCY BATTERY AND INSTALLED REPAIRED #4 EMERGENCY BATTERY. CHARGED BATTERY FOR 4SMIN AND OPS CHECKED GOOD. NO OTHER DEFECTS NOTED AT THIS TIME. IAW CE680 AMM CH. 33-50-10.

Part: UNKNOWN — UNKNOWN (UNKNOWN) · corrosion level 2 · airframe 13,517 hrs · 8,932 cycles

CORROSION FOUND ON THE SKIN AROUND THE EMERGENCY EXIT DOOR ON R/H SIDE OF FUSELAGE. BLENDED SIGNS OF CORROSION FROM 2 SPOTS ON THE E-EXIT OUTER SKIN. REMAINING MATERIAL THICKNESS IN THE BLENDED AREAS ARE WITHIN ALLOWABLE LIMITS SPECIFIED IN SR-680-ATA52-18636 REV - DATED 03/01/2019 AND 8100-9. THIS IS IN SUPPORT OF A MAJOR REPAIR. SEE DUNCAN AVIATION WORK ORDER R0EPA SQUAWK 47 FOR DETAILS.

Part: UNKNOWN — UNKNOWN · airframe 13,219 hrs · 8,736 cycles

NLG LANDING GEAR RETRACTION: REPEAT WRITEUP. AFTER GEAR RETRACTION RED UNLOCK LIGHT REMAINED ILLUMINATED. COMPLIED WITH QRH UNLOCK ON RETRACTION, EXTENSION NORMAL WITH 3 GREEN INDICATIONS. // SIGNOFF// JACKED AIRCRAFT AND MEASURED ALL UPLOCKS. PER AMM - MLG UPLOCK ADJUSTED LO 14.5MM PLUS OR MINUS 0.8MM AND N UPLOCK ADJUSTED TO 16.8MM PLUS OR MINUS 0.8MM. SWUNG GEAR UP, NO FALSE INDICATIONS WITH RED UNLOCK LIGHT, HOWEVER IN MAINTENANCE DIAGNOSTIC PAGES FOUND RH GEAR INDICATING UNLOCKED. SWUNG GEAR DOWN. INITIAL MEASUREMENTS - N UPLOCK = 18MM. R MLG UPLOCK = 13MM. L MLG UPLOCK = 13.5MM. ADJUSTED MEASUREMENTS - N UPLOCK = 17MM. R MLG UPLOCK = 14.5MM. L MLG UPLOCK = 14.5MM. SWUNG GEAR SEVERAL TIMES AND VERIFIED NO RED UNLOCK LIGHT AFTER GEAR STOWED AND NO FALSE INDICATIONS ON MAINTENANCE DIAGNOSTIC PAGES. MAINTENANCE PERFORMED IN REFERENCE WITH CE-680 AMM 32-60-00.

Part: LIGHT — DEFECTIVE (ZONE 200) · airframe 12,994 hrs · 8,596 cycles

EMERGENCY LIGHTING: L H EMER LIGHT NOT ILLUMINATED // SIGNOFF // TURNED ON EMERGENCY LIGHTING, FOUND ALL EMERGENCY LIGHTING TO BE OPS ILLUMINATING SATISFACTORY, CONTACTED NJA MCC FOR CLARIFICATION ON CREW SQUAWK, GOT CLARIFICATION THAT THE LIGHT THE CREW SQUAWKED WAS THE LEFT AFT READING LIGHT, UPON INPECTION THE LIGHT WAS ILLUMINATING SATISFACTORY BUT IF BUMPED LIGHT WOULD GO INOP, GAINED ACCESS TO LIGHT ASSY AND ATTEMTED TO CLEAN AND ADJUST CONTACTS BUT STILL WOULD NOT WORK, ORDERED NEW LIGHT ASSY AND BULB. RECEIVED CUSTOMER SUPPUED LIGHT ASSY, REMOVED AND REPLACED LIGHT ASSY WITH NEW UNIT I.A.W CE-680 M/M CHAP 33-5, OPS CHECK SATISFACTORY

Part: ACTUATOR — DEFECTIVE (ZONE 300) · airframe 12,480 hrs · 8,406 cycles

AFTER CLIMBING THROUGH 10000 FT AND ACCELERATING TOWARDS 300 KIAS, THE A AUTOPILOT FAILED AND WE EXPERIENCED A NOSE UP PITCH MOTION. THE PF WAS UNABLE TO TRIM NOSE DOWN BECAUSE THE PRIMARY STAB TRIM WAS AT ITS NOSE DOWN LIMIT. HE REDUCED SPEED AND WAS ABLE TO HOLD A LEVEL ATTITUDE WITH LESS FORWARD PRESSURE ON THE YOKE. WE REENGAGED THE AUTOPILOT AND ACCELERATED. AS WE APPROCHED 300 KIAS, B AUTOPILOT FAILED RESULTING IN ANOTHER NOSE UP PITCH MOTION. WE REDUCED SPEED AGAIN AND CONTINUED TO DESTINATION (30 MINUTES) WITH MANUAL FLIGHT CONTROL MANIPULATION. AT A SPEED OF LESS THAN 270 KIAS, WE HAD NO ISSUES CONTROLLING THE AIRCRAFT. CYAN AP FAIL A-B WAS DISPLAYED ON THE EICAS. GAINED ACCESS TO THE AIRCRAFT, POWERED UP, ON THE SYNOPTIC PAGE, HORIZONTAL TRIM (NOSE UP/NOSE DOWN), TRIED TO GET THE INDICATION TO FULL NOSE DOWN, INDICATION WILL STOP AT THE TOP OF THE GREEN MARK AND STARTED TO GO DOWN ERRATICALLY, WITHOUT ANY INPUT ON THE CONTROLS. PROCEEDED TO PERFORM THE EICAS DISPLAY STABILIZER RIGGING OF THE HORIZONTAL STABILIZER !AW CE-680 AMM 27-40-00 STEP C. ALL FOUR OF THE RIGGING PARAMETERS COMPLETED. REMOVED POWER FROM A/C AND REMOVED ALL APPLICABLE ACCESS PANELS FROM THE VERTICAL STABILIZER TO GAIN ACCESS TO HORIZONTAL STAB TRIM ACTUATOR. PREPPED/SUPPORTED THE TOP FWD EDGE OF THE HORIZONTAL STABILIZER FOR REMOVAL.RECONNECTED CONNECTORS. REMOVED BAGGAGE CEILING PANEL AND REPOSTIONED MAU 3 CUSTOM IO CARD WITH MAU 4 CUSTOM IO CARD AND VICE VERSA !AW AMM 34-17-00. RECONNECTED CONNECTOR, RELOADED SOFTWARE TO BOTH CUSTOM 10 CARDS !AW AMM 34-23-10, OPS CHECKED GOOD. R & R HORIZONTAL STAB LINEAR ACTUATOR !AW AMM 27·40·00 OPS CHECKED SATIS.

Part: RELAY — ABNORMAL (EMERGENCY LIGHTS) · airframe 12,013 hrs · 7,901 cycles

EMERGENCY LIGHTING: EMERGENCY LIGHTING OFF FUNCTION INOP. UNABLE TO EXTINGUISH INTERIOR OR EXTERIOR EMERGENCY LIGHTING THROUGH NORMAL SWITCH FUNCTIONS. LIGHTS REMAIN ON EVEN WITH BOTH MAIN BATTERIES DISCONNECTED. TROUBLESHOT DISCREPANCY TO A BAD PILOT CONTROL EMERGENCY LIGHT RELAY. REMOVED RELAY PN M83536/15-022L NSN AND INSTALLED NEW CUSTOMER SUPPLIED RELAY PN M83536/15-022L NSN AS REQUIRED, CHARGED INSTALLED EMRGENCY BATTERY PACKS. OPS CHECK GOOD WITH NO FURTHER DEFECTS NOTED. REF CE680 MM 33-50-10.

Part: SKIN — CORRODED · airframe 11,336 hrs · 7,433 cycles

FOUND 17 AREAS OF VERIFIED CORROSION ALONG FUSELAGE AFT CHIN FAIRING. FOUND ADDITIONAL 120 AREAS OF CORROSION UNDER AFT CHIN FAIRING. REPAIRED BLENDED AREAS OF LEVEL 2 CORROSION ON LOWER FUSELAGE SKIN UNDER AFT CHIN FAIRING BY INSTALLING REPAIR DOUBLERS. ALL WORK PERFORMED IN ACCORDANCE WITH AEROSPACE QUALITY RESEARCH AND DEVELOPMENT ENGINEERING REPAIR ORDER NR ERO-967211 REV IR TITLED "AFT FUSELAGE CORROSION" DATED NOVEMBER 12, 2020 AND SUPPORTED BY FAA FORM 8110-3 DATED 11/12/2020.

Part: DRAG ANGLE — DAMAGED (WINGS) · airframe 11,336 hrs · 7,433 cycles

REPAIRED BLENDED AREAS ON LT AND RT WING INBOARD SKINS NEXT TO FORWARD DRAG ANGLES, PER TEXTRON FIELD REPAIR, FR-680-0230-8540 REV-. TITLED: FIELD REPAIR-CORROSION, WING, UPPER SKINS, LT/RT WS 37, DATED: 10/29/2020, SUPPORTED BY FAA FORM 8100-9 DATED: 10/29/2020.

Part: SKIN — CORRODED (EMERGENCY EXIT) · airframe 11,336 hrs · 7,433 cycles

FOUND 11 AREAS OF VERIFIED CORROSION ON E-EXIT OUTER SKIN. FOUND DURING TASK 52-20-00-2202 FOUND 4 ADDITIONAL SPOTS OF VERIFIED CORROSION UNDERNEATH CONTOUR RINGS OF THE E-EXIT.

Part: SKIN — CORRODED (LT WING) · airframe 11,336 hrs · 7,433 cycles

MECHANICALLY REMOVED 12 AREAS OF CORROSION LOCATED AT LT UPPER WING FWD, MIDDLE AND AFT DRAG ANGLES. REPAIRED CORROSION BLENDS, IAW TEXTRON ENGINEERING STANDARD REPAIR SR-680-ATA57-27245 REV-. TITLED "STANDARD REPAIR-CORROSION, WING UPPER SKINS, WS 37" DATED 10/08/2020, SUPPORTED BY FAA FORM 8100-9 DATED: 10/08/2020. ALSO REPAIRED 1 AREA OF CORROSION BEYOND LIMITS. REPAIRED DELAMINATION ON LT FORWARD OVERWING DRAG ANGLE PER CESSNA REPORT S-750-ATA51/01RD REV A DATED 17 FEB 2009, REPAIR TYPE B-1 DAMAGE SUPPORTED BY TEXTRON AVIATION MEMO REF: DQ27330M1 RRL SUBJECT: "680-0230 N375QS RRL LEFT WING UPPER FORWARD FAIRING DELAMINATION" DATED OCTOBER 12, 2020.

Part: SKIN — CORRODED (RT WING) · airframe 11,336 hrs · 7,433 cycles

RT LOWER WING SKIN IN GEAR WELL HAS VERIFIED CORROSION UNDER 7 FASTENERS. PERFORM TEXTRON MINOR REPAIR MEMO DQ27295M1 DATED: OCT 9, 2020 FOR RT LOWER CENTER WING SKIN. REMOVED 7 FASTENERS AND BLENDED 7 AREAS OF CORROSION ON RT LOWER WING SKIN IN GEAR WELL, IAW CESSNA 680 SRM 51-70-02. EVALUATED REMAINING THICKNESS AND SUBMITTED TO TEXTRON ENGINEERING. PERFORMED TEXTRON MINOR REPAIR MEMO DQ27295M1, TITLED "RIGHT-HAND LOWER CENTER WING SKIN CORROSION", DATED: OCT 9, 2020. INSTALLED 7 NEW FASTENERS IN SAME LOCATIONS, IAW CESSNA 680 SRM 51-40-03. DUNCAN AVIATION CONSIDERS THIS TO BE A MINOR REPAIR. CORROSION IS CONSIDER LEVEL 2, PER NJA GMM 2.2.2.

Part: DOOR FRAME — CHAFED (BS 400) · airframe 11,336 hrs · 7,433 cycles

REPAIRED CHAFED E-EXIT SURROUND WEB AND FRAME AT APPROXIMATELY FS 400 PER AEROSPACE QRD ERO-967189 REV IR, TITLED "E-EXIT SURROUND WEB AND FRAME REPAIR" DATED OCT 30 2020 AND SUPPORTED BY FAA FORM 8110-3 DATED 10/30/2020.

Part: STRUCTURE — CORRODED (BS 165-426) · airframe 11,336 hrs · 7,433 cycles

REPAIRED SEVERAL AREAS OF CORROSION ON FUSELAGE DROP AISLE STRUCTURE BETWEEN FS 165 AND FS 426 PER AEROSPACE QRD ERO-967178 REV IR DATED NOVEMBER 09, 2020 AND SUPPORTED BY FAA FORM 8110-3 DATED NOVEMBER 09, 2020.

Part: SPAR — CORRODED (VERTICAL STAB) · airframe 11,336 hrs · 7,433 cycles

VERTICAL STAB AFT SPAR LT UPPER ANGLE HAS 2 AREAS OF VERIFIED INTERGRANULAR CORROSION. MECHANICALLY BLENDED CORROSION ON VERTICAL STAB AFT SPAR RT UPPER ANGLE, ABOVE RUDDER LOWER HINGE, IAW CESSNA 680 SRM 51-70-02. FOUND BLENDED AREA TO BE OUT OF LIMITS, PER CESSNA 680 SRM 51-70-02. SUBMITTED FINDINGS TO TEXTRON ENGINEERING. PERFORMED TEXTRON FIELD REPAIR FR-680-0230-8474 REV -. TITLED FIELD REPAIR-CORROSION, VERTICAL STABILIZER, RT REAR SPAR CAP, VFS 169 TO 171, DATED: 10/14/2020. SUPPORTED BY FAA FORM 8100-9.

Part: DOWNLOCK SWITCH — MALFUNCTIONED (RT MLG) · airframe 10,733 hrs · 7,012 cycles

RIGHT MLG LANDING GEAR EXTENSION DID NOT EXTEND - UPON GEAR DOWN SELECTION 6 MILE FINAL 28R SFO RIGHT MAIN GEAR DID NOT LOCK (NO GREEN). ADVISED TOWER TO EXECUTE MISSED APPROACH UPON GOING AROUND THE RIGHT MAIN GEAR LIGHT TURNED GREEN. RAN THE QRC CHECKLIST LEFT GEAR DOWN AND LANDED WITHOUT ANY FURTHER PROBLEM. RANG OUT RH DOWNLOCK SWITCH RESISTANCE WAS HIGH COMPARED TO THE LH DOWNLOCK SWITCH. LIGHTLY TAPPED RH DOWNLOCK SWITCH AND RESISTANCE DROPPED TO WHAT THE LH DOWNLOCK SWITCH READS AND WHAT THE NEW ONE IS READING. REMOVED RH DOWNLOCK SWITCH AND INSTALLED NEW RH DOWNLOCK SWITCH MM 32-30-40. ADJUSTED THE DOWNLOCK SWITCH IAW MM 32-60-00

Part: TEE FITTING — CORRODED (CABIN DOOR) · airframe 9,263 hrs · 5,994 cycles

MAIN CABIN DOOR SPADE DOOR HINGE ATTACH NUTPLATES CORRODED. MEMO 10436M2 DATED DECEMBER 14, 2017.

Part: NONE — NONE (NONE) · airframe 9,263 hrs · 5,994 cycles

REPAIR OF DRILL STARTS IN RIGHT WING LEADING EDGE SKIN. REPORT NO. S-680-0230/03RD DATED DECEMBER 6, 2017 WITH FAA FORM 8100-9 DATED DECEMBER 7, 2017.

Part: NONE — NONE (NONE) · airframe 9,263 hrs · 5,994 cycles

MAIN CABIN DOOR SPADE DOOR HINGE ATTACH NUT-PLATES. MEMO 10436M1 DATED DECEMBER 7, 2017.

Part: NONE — NONE (NONE) · airframe 9,263 hrs · 5,994 cycles

REPAIR OF OVERSIZED DOOR ROD PIN HOLE IN RIGHT MAIN LANDING GEAR TRUNNION. REPORT NO. S-680-0230/02RD DATED DECEMBER 6, 2017 WITH FAA FORM 8100-9 DATED DECEMBER 8, 2017.

Part: SENSOR — MALFUNCTIONED (ENGINE OIL TEMP) · airframe 8,664 hrs · 5,567 cycles

LEFT ENGINE OIL TEMP IN RED IN THE CLIMB PASSING 14,000 FT. HIGHEST NOTED TEMP WAS 144 DEGREES. UPON POWER REDUCTION, OIL TEMP RETURNED TO GREEN AND REDUCED SETTING WAS MAINTAINED UNTIL LANDING TO KEEP THE TEMP IN THE GREEN. SUB REMOVED THE INOP SENSOR, REPLACED WITH NEW. POWERED UP AIRCRAFT AND FOUND TEMPS IN APPROPRIATE RANGE. RAN BOTH ENGINES AT VARIOUS POWER SETTINGS. LEAK AND OPS CHECK GOOD AT THIS TIME. IAW MM 79-30-01-01.

Part: SPAR CAP — CORRODED (VERTICAL STAB) · airframe 8,177 hrs · 5,267 cycles

CORROSION ON VERTICAL STABILIZER AFT SPAR CAP.

Part: MONITOR — FAILED (SEAT 7) · airframe 7,270 hrs · 4,757 cycles

TV MONITOR AT SEAT 7 BEGAN SMOKING & HAS A SPOT WHERE PLASTIC ON BACK OF MONITOR STARTED TO MELT. FOUND BURN HOLE IN BACK OF MONITOR HOUSING. REMOVED MONITOR. INSPECTED WIRING & CABLE, NO DEFECTS NOTED. DAMAGE IS ONLY ON MONITOR ASSY ITSELF. INSTALLED REPAIRED MONITOR ASSY. OPS CK GOOD. WORK DONE IAW CESSNA CE-680 MM CHAPTERS 20-10-00 & 20-20-00.

Part: CONDENSER — FAILED (CABIN AIR) · airframe 7,030 hrs · 4,524 cycles

BLUE SMOKE & OIL ODOR FROM OVERHEAD WEMAC VENTS. COMPLIED WITH TASK CARD ECS DUCT BURN OUT, FORM TC-680-21-120905M. REMOVED CONDENSER FROM WATER SEPARATOR. REMOVED OLD COALESCE SOCK FROM CONDENSER. INSTALLED A NEW COALESCE SOCK ONTO CONDENSER. RE-INSTALLED CONDENSER BACK INTO WATER SEPARATOR IAW TASK CARD TC-680-21-120905M.

Part: DRAIN LINE — OBSTRUCTED (WATER SEPARATOR) · airframe 5,906 hrs · 3,802 cycles

IN CRUISE CREW NOTICED ENVIRONMENTAL SYS ODOR & SMOKE IN CABIN. ACCOMPLISHED ABNORMAL PROCEDURE, SMOKE APPEARED TO DECREASE WHEN PRESS SOURCE SELECTOR WAS IN RIGHT POSITION. INSPECTED & TROUBLE SHOT SYS. WHEN REMOVING WATER SEPARATOR FOUND EXCESS WATER & CARBON PUDDLE INSIDE SHROUD & PURGED WATER SEPARATOR DRAIN LINE OF DEBRIS. WATER DRAIN NORMALLY AFTER PURGING DRAIN LINE. REMOVED SURROUNDING DUCTING & CLEANED ALL CARBON BUILDUP. COMPLIED WITH ECS DUCT BURN OUT IAW CHECKLIST. ALL CHECKED OK. R & R WATER SEPARATOR SOCK IAW MM CHAPT 21-50-00. LEAK & OPERATIONS CHECKED OK. INSPECTED ENGS APU BLEED AIR DUCTS & NO OIL RESIDUE NOTED. RAN BOTH ENGS TO 85% POWER & NO ODOR OR SMOKE PRESENT. RAN APU WITH BLEED AIR ON & NO ODOR OR SMOKE NOTED. ALL LEAK & OPERATIONS CHECKED OK.

Part: STRUT — DISCHARGED (NLG) · airframe 2,144 hrs · 1,352 cycles

AFTER TAKEOFF "WOW MISCOMPARE" ILLUMINATED AND GEAR WOULD NOT RETRACT. FOUND NLG STRUT UPPER CHAMBER 10PSI LOW AND LOWER CAMBER AT OPSI. PERFORMED NLG STRUT SERVICE IAW MM 32-20-00. PERFORMED GEAR SWINGS AND LEAK CHECKS. OPS AND LEAK CHECKS GOOD.

Part: DUCT — LEAKING (BLEED AIR SYS) · airframe 1,554 hrs · 969 cycles

SUPPLY BLEED LEAK R, CASS MESSAGE. RAN ABNORMAL CHECKLIST AND CASS MESSAGE CAME BACK ON AFTER SYSTEM RESET. R & R RT PRECOOLER UPPER DUCT ASSY AND LOWER DUCT SEAL IAW MM CHAP 36-10-00 LEAK CHECK GOOD.

Part: UNKNOWN — ODOR (CABIN) · airframe 201 hrs · 121 cycles

DESCENDING THROUGH 18000 FT, ACM OVERTEMP AND EMER PRESS ANNUNCIATORS ILLUMINATED. AFTER 15 SECONDS, BOTH CLEARED. CABIN HAD SMALL AMOUNT OF SMOKE AND CLEARED AS WELL. OPERATED CABIN AND COCKPIT ENVIRONMENTAL SYS IN AUTO AND MANUAL 1 HOT AND COLD USING APU AND THEN WITH BOTH ENGINES OUT 90 DEGREES N. CABIN AND COCKPIT TEMPS REACTED NORMALLY. MAX SUPPLY TEMPS WERE 235 DEGREES, NO ODOR NOTED. INSP AND FOUND DUCTS IN TAILCONE TO HAVE NO LEAKS. REF MM 21-10-00 21-21-02 FOR WORK. NO CAS MESSAGES POSTED.

Part: UNKNOWN — ODOR (CABIN) · airframe 201 hrs · 121 cycles

DESCENDING THROUGH 18000 FT, ACM O' TEMP AND EMER PRESS ANNUNCIATORS ILLUMINATED. AFTER 15 SECONDS, BOTH CLEARED. CABIN HAD SMALL AMOUNT OF SMOKE AND CLEARED AS WELL. OPERATED CABIN AND COCKPIT ENVIRONMENTAL SYS IN AUTO AND MANUAL 1 HOT AND COLD USING APU AND THEN WITH BOTH ENGINES OUT 90 DEGREES N CABIN AND COCKPIT TEMPS REACTED NORMALLY. MAX SUPPLY TEMPS WERE 235 DEGREES, NO ODOR NOTED. INSP AND FOUND DUCTS IN TAILCONE TO HAVE NO LEAKS. REF MM 21-10-00 21-21-02 FOR WORK. NO CAS MESSAGES POSTED.

Part: WARNING LIGHT — ILLUMINATED · airframe 201 hrs · 121 cycles

ACM OVERTEMP AND EMERGENCY PRESSURE ANNUNCIATORS ILLUMINATED. SMALL AMOUNT OF SMOKE IN CABIN.

Part: LANDING GEAR — MALFUNCTIONED · airframe 11,082 hrs · 9,040 cycles

UPON RETRACTION OF LANDING GEAR, GEAR UNSAFE LIGHT ILLUMINATED. JACKED AND SWUNG GEAR TEN TIMES WITH NO FAULTS. LUBED ALL UP LOCK ROLLERS AND GEAR. OPS CHECKED GOOD IAW MM CH32-01-00.

Part: HOSE — LEAKING (BRAKE SYSTEM) · airframe 11,051 hrs · 9,018 cycles

DURING TOUCHDOWN AT PDK, COPILOT'S LT BRAKE PEDAL WENT COMPLETELY TO THE FLOOR. REMOVED AND REPLACED BOTH CO-PILOTS UPPER MASTER CYLINDER HOSES. IAW MM CHAP 32-42-02. ALSO COMPLETED APPROVED BLEEDING PROCEDURES CHAP 32-42-00.

Part: UNKNOWN — UNKNOWN (CABIN PRESSURE) · airframe 10,832 hrs · 8,842 cycles

AIRPLANE WILL NOT PRESSURIZE. REPLACED PNEUMATIC RELAY WITH OVERHAULED UNIT I.A.W. CESSNA 560 M.M. 21-32-02.

Part: BRAKE ASSY — CONTAMINATED (BRAKE SYSTEM) · airframe 9,958 hrs · 8,112 cycles

CO-PILOT RIGHT BRAKE PEDAL SPONGY. COMPLIED WITH BRAKE BLEEDING REF CE560 MM 32-42-00. OP'S CK GOOD AT THIS TIME.

Part: MASTER CYLINDER — FAILED (BRAKE SYSTEM) · airframe 9,956 hrs · 8,110 cycles

CAPTAINS RT BRAKE PEDAL MUSHY. WHEN APPLYING PRESSURE, IF PRESS IS REDUCED AT ALL RT PEDAL DROPS APPROX 1". PUMPING BRAKE 2-3 TIMES BRINGS PEDAL TO NORMAL. PEDAL DROP OCCURS MAINLY WHEN PRESSURE IS REDUCED SLIGHTLY. OTHERWISE BRAKING IS NORMAL. REMOVED AND REPLACED PILOTS RT WHEEL BRAKE MASTER CYLINDER WITH A OVERHAULED MASTER CYLINDER RECEIVED FROM SAF INDUSTRIES CRS NR GK0R519Y. BLED BRAKES AND SUCCESSFULLY OP'S CHECKED. REF MODEL 560 M/M 32-42-00.

Part: RESERVOIR — UNDERSERVICED (BRAKES) · airframe 9,928 hrs · 8,089 cycles

PILOT'S SIDE RIGHT BRAKE PEDAL IS SPONGY. - PERFORMED BRAKE BLEED AS OUTLINED IN MM 32-42-00. SERVICED BRAKE RESERVOIR TO PROPER LIMITS. PERFORMED TAXI CK. BRAKE CK NORMAL. ALSO AMCC PERFORMED ANTI-SKID WIRING CK AND ANTI-SKID GROUND FUNCTINAL TEST. ALSO RUDDER PEDAL SUPPORT INSP. ALL CKS NORMAL AT THIS TIME. REF SL560-27-13

Part: CONTROL BOX — MALFUNCTIONED (BRAKE SYS) · airframe 9,812 hrs · 7,976 cycles

THE BRAKES (FROM EITHER SIDE) ARE RELEASING INTERMITTENTLY AT SPEEDS OF 15-20 KIAS. THE LOSS OF BRAKES LASTS 3-5 SECONDS. REMOVED AND REPLACED ANTI-SKID CONTROL BOX IAW CESSNA 560 MM 32-42-08. PERFORMED ANTI-SKID FUNCTIONAL TEST IAW CESSNA 560 MM 32-42-00 SYSTEM CHECKS GOOD.

Part: MASTER CYLINDER — LEAKING (BRAKE HYD SYS) · airframe 9,609 hrs · 7,796 cycles

LEFT SIDE BRAKE LOSE PRESSURE DURING APPLICATION WHERE YOU EITHER HAVE TO RELEASE BRAKES AND RE-APPLY OR USE CONSIDERABLE PRESSURE TO STOP. RIGHT SIDE BRAKES LOSING PRESSURE COMPLETELY DURING APPLICATION AT TAXI SPEEDS. TROUBLESHOT SYSTEM DOWN TO CO-PILOTS LT MASTER CYLINDER AND SYSTEM CHECKS GOOD. PERFORMED BLEED CHECK AND OPS CHECKS IAW CESSNA 560 MM CH 32-42-00 SYSTEM CHECKED GOOD.

Part: A/C PACK — FAILED · airframe 9,120 hrs · 7,406 cycles

STRONG BURNING SMELL IN THE COCKPIT AND NOTICED BY PAX IN THE AFT CABIN ON LANDING. ODOR LINGERED UNTIL SHUT DOWN. TROUBLESHOT DISCREPANCY TO INTERNAL FAILURE OF THE FREON AIR CONDITIONING FORWARD EVAPORATOR ASSEMBLY. INSPECTED LOCAL AREA, NO OTHER DISCREPANCY NOTED. DISABLED FREON AC SYSTEM PER MEL 21.18 CAT C. WORK PERFORMED IAW CHAPTER 21-52-01 OF 560MM.

Part: EVAPORATOR — FAILED (A/C PACK) · airframe 9,117 hrs · 7,406 cycles

STRONG BURNING ODOR IN THE COCKPIT AND NOTICED BY PAX IN THE AFT CABIN ON LANDING. ODOR LINGERED UNTIL SHUT DOWN. TROUBLESHOT DISCREPANCY TO INTERNAL FAILURE OF THE FREON AIR CONDITIONING FORWARD EVAPORATOR ASSEMBLY. INSPECTED LOCAL AREA NO OTHER DISCREPANCY NOTED. DISCHARGED AIR CONDITIONING SYSTEM. REMOVED FORWARD EVAPORATOR. INSTALLED A NEW ONE. LEAK CHECKED GOOD, EVACUATED AND SERVICED IT WITH 2.5 LBS OF R-134 A REFRIGERANT. OPERATIONAL CHECK, CHECKED GOOD PER CITATION 560 MM CHAP. 21-52-00.

Part: SERVO VALVE — FAILED (BRAKES) · airframe 9,111 hrs · 7,401 cycles

UPON LANDING BRAKES RESPONDED NORMALLY, WITH SPEED BELOW 40 KTS, BRAKES WERE RELEASED. WHEN BRAKES WERE REAPPLIED (TRAVELING STRAIGHT) TO SLOW TO TURN-OFF SPEED, PRESSURE WAS PRESENT IN THE PEDALS BUT BRAKES DID NOT RESPOND. REMOVED ANTI SKID SERVO VALVE PER AMCC REQUEST. INSTALLED A NEW VALVE. OPERATIONAL AND LEAK CHECKS GOOD. ANTI-SKID FUNCTIONAL CHECK GOOD. ALL WORK IAW CH'S 32-42-05, 32-42-00 AND 34-23-02 OF THE CE-560 MM.

Part: BRAKE ASSY — MALFUNCTIONED (MLG) · airframe 9,099 hrs · 7,391 cycles

FOLLOWING LANDING ROLL OUT AND SEVERAL BRAKE APPLICATIONS BRAKES WILL GO SOFT AND NOT RESPOND. PUMPING BRAKES RESTORES NORMAL BRAKE FUNCTION. BLEED BRAKES IAW CE 560 CHAPTER 32-42-00. OPS CHECK GOOD.

Part: POSITION SWITCH — INOPERATIVE (MLG) · airframe 8,931 hrs · 7,252 cycles

AFTER T/O OUT OF KHTO GEAR WOULD NOT RETRACT, HANDLE DID NOT MOVE. BEFORE LANDING AT HPN COMPLETED EMERGENCY GEAR EXTENSION PROCEDURE. REPLACED LEFT MAIN GEAR SQUAT SWITCH AND RIGGED PER CE560MM 32-61-00. PERFORMED GEAR RETRACTION AND EXTENSIONS PER CE560 MM 32-30-00 OPERATION NORMAL. SQUAT SWITCH FUNCTION NORMAL. ALL WORK IAW CE560MM.

Part: SWITCH — MALFUNCTIONED (BRAKES) · airframe 8,789 hrs · 7,130 cycles

POWER BRAKE LOW PRESS AND ANTISKID INOP ANNUNCIATORS ILLUMINATED AND STAYED ILLUMINATED AFTER LANDING GEAR SELECTED DOWN ON APPROACH. INSTALLED NEW GEAR HANDLE SWITCH *112B* PER CESSNA560 ULTRA MAINTENANCE MANUAL CHAPTER 32-31-01. PERFORMED LANDING GEAR FUNCTIONAL TEST PER CESSNA 560 ULTRA MAINTENANCE MANUAL CHAPTER 32-01-00. LANDING GEAR AND ANTI-SKID PUMP OPERATION TEST SATISFACTORY

Part: TRIM WHEEL — MALFUNCTIONED (COCKPIT)

AFTER LIFT OFF, CREW WAS UNABLE TO TRIM AIRCRAFT (PITCH). CREW ELECTED TO RETURN TO MAINTENANCE FACILITY. INSPECTION FOUND TRIM WHEEL LOOSE ON SHAFT. FOLLOWER JUMPED A TRACK IN THE TRIM WHEEL. THIS CAUSED TRIM WHEEL TO BE THE LIMITING STOP MECHANISM. RECOMMENDED (NOTE) IN MM "REPLACE SELF-LOCKING SCREWS ANYTIME THEY ARE REMOVED, OR APPLY LOCKTITE THREAD LOCKER' DURING RE-INSTALLATION.

Part: SEAL — MALFUNCTION (DOOR)

DOOR SEAL LIGHT CAME ON AT ALTITUDE. FOUND FROZEN MOISTURE IN SEAL.

Part: RUDDER SKIN — CRACKED (LT BELOW TAB)

A LT RUDDER SKIN CRACK. HORIZONTAL, ABOUT 2 INCHES LONG, AND ALONG THE RIB LINE OF THE RUDDER RIB BELOW THE TRIM TAB.