N378QS

Part: HINGE BRACKET — CORRODED (ZONE 300) · airframe 15,715 hrs · 10,493 cycles

BLENDED CORRODED AREA ON THE VERTICAL STABILIZER MIDDLE RUDDER HINGE UPPER BRACKET, PERFORMED NDT, AND REPORTED FOR REPAIR DISPOSITION. CLEANED, TREATED, AND PRIMED AREA PER NETJETS REQUEST FOR TECHNICAL SERVICES REPORT.

Part: DOUBLER — CORRODED (ZONE 600) · airframe 15,715 hrs · 10,493 cycles

BLENDED AREAS OF CORROSION ON RT WING FUEL FILLER ASSEMBLY DOUBLER PERFORMED NDT, AND REPORTED FOR REPAIR DISPOSITION. CLEANED, TREATED, AND PRIMED AREA PER NETJETS REQUEST FOR TECHNICAL SERVICES REPORT.

Part: SKIN — CORRODED (ZONE 800) · airframe 15,715 hrs · 10,493 cycles

BLENDED 4 AREAS OF CORROSION LOCATED ON OUTER SKIN OF E-EXIT ALONG CONTOUR RING INNER EDGE, PERFORMED NDT, AND REPORTED FOR REPAIR DISPOSITION. CLEANED, TREATED, AND PRIMED AREA PER NETJETS REQUEST FOR TECHNICAL SERVICES REPORT.

Part: STRUT — CONTAMINATED (NLG) · airframe 15,348 hrs · 10,234 cycles

GEAR POSITION & WARNING: AFTER NORMAL TAKEOFF TRIED TO RETRACT THE GEAR, HEARD AND FELT A THUD. GEAR DID NOT RETRACT. RAN QRH AND UNEXPECTED THREAT FLOW CHART. RETURNED AND LANDED AT KIAD. DID NOT DECLARE AN EMERGENCY. JACKED ACFT & PERFORMED OPS CHECK OF THE MLG IAW AMM 32-00-00 WITH NO DEFECTS NOTED. INTERROGATED CMC & FOUND MULTIPLE FAULT CODES RELATED TO MLG. AFTER REVIEW OF DOWNLOADS TEXTRON SUGGESTED TO CHECK THE NLG STRUT FOR SERVICE, INSPECT NLG WIRE HARNESS FOR DAMAGE & TO CHECK NLG SQUAT SWITCH RIGGING (DC). CONDUCTED A CHECK ON THE NLG SERVICING. LIFTED THE ACFT. THE DISTANCE FROM FLAT OF TOP BARREL TO FLAT OF BOTTOM BARREL IS 9.75 INCHES. DURING NLG STRUT SERVICING, FOUND THAT TOP CHAMBER WAS 15 PSI LOW. REMOVED VALVE CAP FROM BOTTOM SERVICE VALVE & BLED PRESSURE FROM STRUT'S LOWER CHAMBER, DISCOVERING A SIGNIFICANT AMOUNT OF AIR IN SYS. PERFORMED NLG STRUT SERVICE AS REQUIRED IAW AMM 12-20-32. NO FURTHER DEFECTS OR LEAKS NOTED. INSPECTED NLG WIRE HARNESS CONNECTED TO SQUAT SWITCH FOR ANY EVIDENCE OF DAMAGE & FOUND NONE. EXAMINED CONNECTOR PG001 FOR SWITCH OPS & CONTINUITY, WITH NO DEFECTS NOTED. WIRING CHECK FROM NLG HARNESS TO SQUAT SWITCH CONFIRMED GOOD, IAW WMM 32-60-01. ADJUSTED NLG SQUAT SWITCH, IT WAS OUT OF ALIGNMENT. ADJUSTMENT PERFORMED IAW AMM 32-60-00. PERFORMED OPS CHECK OF SQUAT SWITCH & OPS CHECK GOOD IAW AMM 32-60-00. REPACKED NOSE STRUT IAW CMM 32-20-02. SERVICED NOSE STRUT IAW AMM 12-20-32. NO DEFECTS OR LEAKS NOTED. COMPLETED FINAL GEAR SWING IAW AMM 32-00-00, NO DEFECTS NOTED. ACFT OK FOR SERVICE. ORIGINAL SUBMISSION DATE: 4/29/2025.

Part: SWITCH — DEFECTIVE (ZONE 200) · airframe 14,827 hrs · 9,865 cycles

WHEN PLACED IN THE "ON" POSITION, THE EMER LTS SWITCH IS INOP. WHEN PLACED IN THE "OFF" OR "ARMED" POSITION THE SWITCH AND LIGHTS FUNCTION NORMALLY. CORRECTIVE ACTION: INSTALLED NEW TOGGLE SWITCH. P/N A3-201-01A. PERFORMED EMERGENCY LIGHTING OPERATIONAL CHECKS, ALL CHECKS GOOD. IAW CE-680 AMM 31-10-20 & SPM 20-30-30.

Part: DUCT — BLOWN (PNEUMATIC SYSTEM) · airframe 13,858 hrs · 9,307 cycles

AT 39,000 FEET WHILE IN CRUISE WE HEARD A LOUD BANG. AT THAT TIME, CABIN ALTITUDE BEGAN RISING 750' PER MINUTE. WE WERE AT AROUND 9.0 PSI DIFFERENTIAL AROUND 6000 FEET CABIN ALT. WITHIN MINUTES WE KEPT CLIMBING TO 14000' CABIN ALTITUDE. EMERGENCY DESCENT AND DIVERSION RESULTED FROM THIS ISSUE. THE AMBER AND RED CABIN PRESSURIZATION CAS MSGS WERE DISPLAYED. COMPLIED WITH DETAIL INSPECTION OF BOTH LH AND RH SIDE DUCTS. FOUND RH DUCT TO BE BUSTED. REMOVED RH C0NDID0NED AIR DUCT AND INSTALLED CUSTOMER PROVIDED NEW AIR DUCT PER AMM 21-22-05. OPS AND LEAK CHECK GOOD AT THIS TIME

Part: TARGET — DETACHED (MAIN DOOR) · airframe 14,667 hrs · 9,758 cycles

CABIN DOOR OPEN CAS ILLUMINATED WHEN PREPARING FOR FLT. CYCLED DOOR IAW QRC. LIGHT REMAINED. PERFORMED OPS CHKS & CLOSED MED. TURNED OFF BLEED AIR & FOUND CAS MESSAGE. WENT INTO CMC & FOUND LOWER LOCK VENT DOOR SHOWING OPEN. FOUND DOOR BRUSH SEAL DAMAGED & MISSING A FASTENER. FOUND VENT DOOR PROX SENSOR TARGET MISSING, PERFORMED OPS CHECK & PUSHED VENT DOOR CLOSER & VERIFIED CAS EXTINGUISHED & RETURNED WHEN LET GO, LOOKED INTO MED & FOUND TARGET LODGED UNDER FOAM TAPE. CLEANED & REAPPLIED TARGET. PERFORMED OPS CHECK WITH DOOR STEPS & ACCESS PANELS REMOVED, NO DISCREPANCIES. INSTALLED NEW BRUSH SEAL. PERFORMED OPS CHECKS, DOOR CLOSED, NO DISCREPANCIES. WORKED IAW SPM 20-00-00, 20-40-30 & AMM 52-70-00.

Part: PROXIMITY SWITCH — OUT OF ADJUST (MAIN DOOR) · airframe 14,647 hrs · 9,742 cycles

MAIN DOOR: CABIN DOOR OPEN CAS MESSAGE DOES NOT EXTINGUISH WHEN DOOR CLOSED. ALL DOOR LOCKED PEEPHOLE INDICATORS INDICATE LOCKED. //SIGNOFF// ADJUSTED MED VENT DOOR PROXIMITY SWITCH IAW CE-680 MM 52-10-40. OPS CHECK GOOD

Part: PRECATCH — MALFUNCTIONED (MAIN DOOR) · airframe 14,464 hrs · 9,602 cycles

MAIN DOOR PRECATCH NOT WORKING PROPERLY. DOOR DOES NOT SET PROPERLY. VERIFIED THE PRECATCH IS INTERMITTENT, AND OCCASIONALLY BOUNCE OUT OF PRECATCH. GAINED ACCESS TO PRECATCH MECHANISM. PERFORMED RIGGING OF PRECATCH, IAW MM CHAP 52-10-00. OPS CHECK GOOD. CLOSED ACCESS, AND RETURNED AC TO ORIGINAL CONFIGURATION.

Part: NONE — DEFECTIVE (ZONE 800) · airframe 13,442 hrs · 8,906 cycles

FORWARD EMERGENCY EXIT LIGHT ABOVE RIGHT WING IS MUCH DIMMER THAN THE OTHER EMERGENCY LIGHTS. // SIGNOFF// REMOVED AND REPLACED FOWARD EMER EXIT LIGHT ABOVE RIGHT WING WITH NJA PROVIDED NEW PART. OPERATIONAL CHECKS GOOD. ALL WORK COMPLETED IAW CE-680 AMM 33-50-00.

Part: LIGHT — BROKEN (EMERGENCY LIGHTS) · airframe 12,420 hrs · 8,317 cycles

SHARK LIGHT. EMERGENCY EXIT LIGHT IN RIGHT LANDING GEAR LENS INOP. REMOVED AND REPLACED RH EMERGENCY EXIT LIGHT IN RIGHT WING LANDING GEAR LIGHT REF E680 AMM 33-50-00. OPS CHECK GOOD AT THIS TIME.

Part: NOT REPORTED — NOT REPORTED · airframe 12,784 hrs · 8,453 cycles

CABIN EMERG LIGHT: REPEAT WRITEUP. EMER LIGHTS FAILED PRE BATTERY CONNECTED TEST AND POST BATTERY CONNECTING TESTING, THEY NEVER CAME ON. ALSO, AFTER CONNECTING MAIN BATTERIES, COCKPIT MAIN BATTERY SWITCHES AND APU MASTER WERE LEFT IN "ON" POSITION BY MAINTENANCE STAFF. THEY SHUT THE PLANE DOWN BY JUST DISCONNECTING THE BATTERIES. // SIGNOFF// INSPECTED WIRING TO #4 EMERGENCY BATTERY PACK IN REFERENCE TO CE-680 WD 33-50-01. NO DEFECTS NOTED. REPLACE FUSE WITH NEW CUSTOMER SUPPLIED SAMP FUSE (PN ON/OFF·S2565-5) IN REFERENCE TO CE·680 WD 33-50-01. PERFORMED OPERATIONAL TEST OF EMERGENCY LIGHTS IN REFERNCE TO CE-680 33-50-00-7100, TO DUPLICATE DISCREPANCY. FOUND SYSTEM OPERATIONAL. TIMED EMER LIGHTS ON FOR 15 MINUTES NO DEFECTS NOTED, BEGAN NETJETS TC·FLT-33-1001. BATTERY DRAINED AND RECHARGED, STILL NOT DEFECTS NOTED, EMER LIGHTS OP CHECK GOOD. REINSTALLED #4 BATTERY PACK TO ORIGINAL CONFIGURATION AND CLOSED UP ACCESS PANELS, REF CE·680 AMM 33-50-10

Part: SKIN — CORRODED (LT WING) · airframe 12,009 hrs · 7,945 cycles

MECHANICALLY BLENDED MULTIPLE SPOTS OF VERIFIED CORROSION ON LH WING UPPER SKIN WHERE FWD AND AFT DRAG ANGLES ATTACH. FOUND CORROSION BLENDS UNDERNEATH AFT AND FWD DRAG ANGLES TO TO BE BEYOND C680 SRM 51-70-02 LIMITATIONS. COMPARED CORROSION BLEND MEASUREMENTS TO TEXTRON STANDARD REPAIR SR-680-ATA57-27245 REV- AND FOUND CORROSION BLENDS TO BE WITHIN LIMITS. REPAIRED CORROSION BLENDS ON LH WING UPPER SKIN SURFACES UNDERNEATH FWD AND AFT DRAG ANGLES IAW TEXTRON STANDARD REPAIR SR-680-ATA57-27245 REV-, TITLED: STANDARD REPAIR-CORROSION, WING, UPPER SKINS, WS 37, DATED 10/08/2020 SUPPORTED WITH FAA FORM 8100-9. REPAIRED CORROSION BLENDS, REMOVED AND REPLACED 8 HI-LOK'S ON LH UPPER WING SKIN PER TEXTRON FIELD REPAIR FR-680-0103-9141 (CORROSION, LH WING, UPPER SKINS, WS 37) REV. - DATED 04/15/2021.

Part: LINK — CORRODED (MLG) · airframe 12,009 hrs · 7,945 cycles

FOUND PITTING CORROSION ON TRAILING LINK UPPER LUGS. REPLACED RH MLG TRAILING LINK ASSEMBLY AND INSTALLED CUSTOMER SUPPLIED INSPECTED TRAILING LINK ASSEMBLY IN SAME LOCATION IAW CESSNA 680 MM 32-10-00.

Part: PANEL — CORRODED (THRESHOLD) · airframe 12,009 hrs · 7,945 cycles

FOUND 200 AREAS OF CORROSION ON INNER THRESHOLD PANELS. REMOVED PAINT FROM SUSPECT AREAS ON INNER THRESHOLD PANELS AND FOUND 180 AREAS THAT WERE BEYOND SURFACE CORROSION. MATCH DRILLED AND TRIMMED NEW FWD(P/N: 6911084-11), CENTER(P/N: 6911084-5), AFT(P/N: 6911084-12) INNER THRESHOLD SKINS.

Part: PRESSURE SWITCH — DEFECTIVE (FUEL SYSTEM) · airframe 12,006 hrs · 7,944 cycles

FUEL PRESSURE LOW R AMBER CAS: CLIMBING OUT OF 370 AMBER CAS MESSAGE CAME ON WHILE READING CHECKLIST LIGHT WENT OUT, WE LEVELED OFF AT 400 AMBER CAS MESSAGE CAME BACK ON AND STAYED ON COMPLETED THE CHECK LIST WITH NO OTHER PROBLEMS SIGN OFF. OPENED THE RT ENGINE LOWER COWLING AND INSPECTED THE FUEL PRESSURE SWITCH. REMOVED THE RT ENGINE FUEL LOW PRESSURE SWITCH PN 9914488-2 SN 0841502 AND INSTALLED NEW SWITCH PN 9914488-2 SN 2022957 AND NEW ORING. SAFETIED SWITCH AND COMPLIED WITH LEAK CHECK ON ENGINE RUN NO LEAKS NOTED AT FULL ENGINE POWER. NO FAULTS FOUND. MAINTENANCE COMPLIED WITH IAW 680MM 73-10-00. CLOSED THE RT ENGINE LOWER COWLING.

Part: SKIN — CORRODED (HORIZONTAL STAB) · airframe 9,758 hrs · 6,361 cycles

CORROSION ON TOP OF LT HORIZONTAL STAB PANEL 351AC. REMOVED MINOR CORROSION. PERFORMED AN EDDY CURRENT CHECK OF BLENDED AREA. INSPECTION REVEALED NO CRACKS OR CORROSION INDICATIONS. PERFORMED AN ULTRASONIC THICKNESS CHECK ON BLENDED AREA. READINGS WERE RECORDED ON BLENDED AREAS FOR FURTHER EVALUATION. APPLIED PROTECTIVE TREATMENT TO BARE METAL. CORROSION DETERMINED TO BE BEYOND LIMITS. BLENDED CORROSION AND POLISHED AREA TO 20:1 RATIO AND VERIFIED SURFACE CRACK AND CORROSION FREE. WORK PERFORMED IAW DQ10937M1.

Part: SKIN — CORRODED (HORIZONTAL STAB) · airframe 9,758 hrs · 6,361 cycles

CORROSION ON TOP OF THE RT HORIZONTAL STAB PANEL 352AC. REMOVED MINOR CORROSION AND APPLIED PROTECTIVE TREATMENT TO BARE METAL. CORROSION DETERMINED TO BE BEYOND LIMITS. BLENDED CORROSION AND POLISHED AREA TO 20:1 RATIO AND VERIFIED SURFACE CRACK AND CORROSION FREE. WORK PERFORMED PER MEMO DQ10937M1.

Part: COWLING — DELAMINATED (LT ENGINE) · airframe 9,166 hrs · 5,931 cycles

THE LT ENGINE UPPER COWLING HAS AN AREA OF DELAMINATION ON THE INNER SURFACE. THE DAMAGE MEASURES APPROXIMATELY 18.0 INCHES BY 12.0 INCHES. AQRD ERO-895901 PROVIDED ENGINEERING FOR A ONE-TIME FLIGHT TO MOVE THE AIRCRAFT TO KADS WHERE A PERMANENT REPAIR WILL BE PERFORMED.

Part: SKIN — CORRODED (FUSELAGE) · airframe 9,166 hrs · 5,931 cycles

SURFACE CORROSION FOUND ON LEFT HAND & RIGHT HAND NOSE SKINS ADJACENT TO THE FORWARD & AFT DOOR LATCHES FOR THE AVIONICS DOORS & ON THE AFT BAGGAGE DOOR SKIN DESCRIBED AS ZONES 213, 214, & 831. MEMO DQ8188 DATED 5/16/17 ADDRESSED MINOR CORROSION TO BE TREATED AND AIRCRAFT RETURNED TO SERVICE.

Part: STINGER — CORRODED (FUSELAGE) · airframe 9,166 hrs · 5,931 cycles

TAIL STINGER ASSY HAS SEVERAL AREAS OF MINOR LEVEL 1 CORROSION ON THE LH SIDE AT FS 718-725 ZONE 331. AQRD ERO-895673 PROVIDED ENGINEERING FOR A PERMANENT REPAIR.

Part: SKIN — CORRODED (ESCAPE HATCH) · airframe 9,166 hrs · 5,961 cycles

ESCAPE HATCH ASSY HAS THREE (3) AREAS OF MINOR LEVEL 1 CORROSION ON EXTERIOR SKIN. AQRD ERO-895800 PROVIDES ENGINEERING FOR A PERMANENT MAJOR REPAIR IN ZONE 284 AT WL 154, WL 126, & WL 120.5.

Part: FITTING — CORRODED (LT WING SPAR) · airframe 9,008 hrs · 5,835 cycles

CORROSION AT LOWER FITTING IN LEFT WING CENTER SPAR.

Part: CIRCUIT BOARD — FAILED (MLG) · airframe 8,944 hrs · 5,799 cycles

DURING CLIMBOUT THRU 8000 FEET, WOW MISCOMPARE AMBER CAS MESSAGE ILLUMINATED. PERFORMED QRH CHECKLIST. ON GEAR EXTENSION, MESSAGE EXTINGUISHED, THEN CAME BACK ON SHORT FINAL. HAD NO NOSEWHEEL TILLER STEERING, ALL OTHER SYSTEMS NORMAL. DURING TAXI IN MESSAGE WENT AWAY AND TILLER STEERING CAME BACK. REMOVED AND REPLACED LT & RT SQUAT SWITCH PRINTED CIRCUIT BOARDS NZ106 AND NZ206 IAW MM. 24-60-10-2. WOW SYSTEM AND STEERING SYSTEM OPS CHECKS GOOD IAW 24-60-10-5 AND 32-50-00-5

Part: RISER — BENT (PAX DOOR STEP) · airframe 7,258 hrs · 4,692 cycles

UPPER FOLDING ENTRY DOOR STEP RISER BENT. R & R FOLDING ENTRY DOOR STEP IAW 52-10-02 MM.

Part: UNKNOWN — ODOR (CABIN) · airframe 7,212 hrs · 4,658 cycles

WITH THE APU RUNNING & BLEED AIR TURNED ON, SMOKE WITH A BURNING ODOR IMMEDIATELY FILLED THE COCKPIT & CABIN. RAN LT & RT ENGS TO ISOLATE DISCREPANCY, NOTED NO ODOR OR SMOKE. RAN APU & TURNED BLEED AIR ON, NOTED SLIGHT ODOR BUT NO SMOKE. REMOVED APU ACCESS PANELS & PERFORMED BORESCOPE INSPECTION ON INLET, NO OIL NOTED. REMOVED COALESCER SOCK & CLEANED WITH DETERGENT. PERFORMED ECS DUCT BURN OUT PROCEDURE, NOTED NO ODOR OR SMOKE. RE-INSPECTED COALESCER SOCK & NOTED SOCK WAS CLEAN & DRY, IAW FORM TC-680-21-120905M. INSTALLED ACCESS PANELS. OPERATIONS CHECK & LEAK CHECKED GOOD.

Part: SKIN — DAMAGED (RT ELEVATOR) · airframe 6,687 hrs

AIRCRAFT WAS IN MX TO TROUBLESHOOT A PITCH TRIM DISCREPANCY. THE TECHNICIAN WORKING THE PROBLEM NOTICED A DENT ON THE BOTTOM OTBD END OF RT ELEVATOR & TOUCHUP PAINT. REMOVED PAINT WITH PAINT STRIPPER FROM THE DENT AREA. FOUND A RUBBER SUBSTANCE UNDER PAINT THAT COULD’VE BEEN SPRAYED ON OR COULD HAVE BEEN A SHEET OF THIN RUBBER WRAPPED AROUND THE DAMAGE. UNDER THE RUBBER SUBSTANCE WAS CURED & UNCURED BONDO OF APPROX 1/4" THICK. REMOVED ALL FOREIGN MATERIALS DOWN TO BARE ALUMINUM. MAPPED OUT AREA IN 1" SQUARES & TOOK MANY PHOTOS. LOWEST AREA ON TOP OF ELEVATOR WAS 0.150" BELOW CONTOUR. LOWEST AREA ON BOTTOM OF ELEVATORS WAS 0.100" BELOW CONTOUR. DENT ON TE IS 0.25" FWD TE CONTOUR. DENT IS OUT OF ALLOWABLE LIMITS. CRACKS MAPPED AT AFT EDGE EXTENDS 0.45" WITH ADJOINING CRACK AT LOWER SURFACE WHICH EXTENDS 0.90" LONG. CRACKS WERE NOT STOP DRILLED. COMPLETED NJA MCC ACFT DAMAGE NOTIFICATION FORM. IT APPEARS TO HAVE BEEN REPAIRED PREVIOUSLY, BUT IS NOT DOCUMENTED OR RECORDED WITH NETJETS, ELEVATOR IS TO BE REPLACED.

Part: HEAT EXCHANGER — CRACKED (ZONE 400) · airframe 5,320 hrs

DURING A SCHEDULED INSPECTION WE WERE PREFORMING A PRODUCT IMPROVEMENT (REPLACEMENT OF DUCT ASSY 6914070-67) WE NOTICED THAT THE HEAT EXCHANGER SIDE PLATE HAD 2 CRACKS ABOUT .30" LONG. A NEW HEAT EXCHANGER WAS INSTALLED. WE PREFORMED A LEAK CHECK ON THE DEFECTIVE UNIT AND FOUND THE CRACKS EXTENDED INTO THE COOLING FIN AREA, WHERE THEY CAN NOT BE SEEN. THIS CONDITION HAS ALSO BEEN REPORTED TO MFG UNDER SCR 651877.

Part: HEAT EXCHANGER — CRACKED (ZONE 400) · airframe 5,320 hrs

DURING A SCHEDULED INSPECTION, WE WERE PREFORMING A PRODUCT IMPROVEMENT (REPLACEMENT OF DUCT ASSY 6914070-67) WE NOTICED THAT THE HEAT EXCHANGER SIDE PLATE HAD 4 CRACKS ABOUT .30" LONG. A NEW HEAT EXCHANGER WAS INSTALLED. WE PREFORMED A LEAK CHECK ON THE DEFECTIVE UNIT AND FOUND THE CRACKS EXTENDED INTO THE COOLING FIN AREA, WHERE THEY CAN NOT BE SEEN. THIS CONDITION HAS ALSO BEEN REPORTED TO MFG UNDER SCR 651876.

Part: HEAT EXCHANGER — CRACKED · airframe 4,699 hrs

DURING A SCHEDULED INSPECTION, REPLACED A DUCT ASSY OFF OF THE HEAT EXCHANGER WITH AN IMPROVED DUCT ASSY. AT DISASSEMBLY, DISCOVERED THAT LT HEAT EXCHANGER HAD CRACKS FROM THE BOLT ATTACH POINTS. THE CRACKS WERE FROM .25 TO .75 IN LENGTH. IT APPEARS THE CRACKS ARE FROM ALL 4 CORNERS OF THE MOUNTING BACK PLATE ON THE HEAT EXCHANGER.

Part: WARNING MESSAGE — ILLUMINATED (CABIN PRESSURE) · airframe 4,565 hrs · 2,976 cycles

AMBER CABIN ALTITUDE CAS MESSAGE ILLUMINATED AT APPROX 36,000 FEET FOLLOWED SHORTLY THEREAFTER BY THE RED CABIN ALTITUDE CAS MESSAGE.

Part: CONTROL VALVE — INOPERATIVE (CABIN PRESSURE) · airframe 4,565 hrs · 2,976 cycles

AMBER CABIN ALTITUDE CAS MESSAGE ILLUMINATED AT APPROX 36,000 FT, FOLLOWED SHORTLY AFTER BY THE RED CABIN ALTITUDE CAS MESSAGE. PERFORMED PRESSURIZATION CONTROLLER BUILT-IN-TEST. NO DEFECTS NOTED. PERFORMED MANUAL PRESSURIZATION OF ACFT WITH APU. NO EXTERNAL LEAKS ON ACFT NOTED. PERFORMED VISUAL INSPECTION OF CABIN OVERFLOW VALVES, PLUMBING AND CONTROLS. NO DEFECTS NOTED. RAN ENGINES AND FOUND LT ENGINE UNABLE TO PRESSURIZE ACFT. RT ENGINE PRESSURIZED ACFT NORMALLY. REMOVED AND REPOSITIONED ENGINE FLOW CONTROL VALVES. RT ENGINE WAS THEN UNABLE TO PRESSURIZE THE ACFT. REMOVED FAULTY FLOW CONTROL VALVE AND REPLACED WITH EXCHANGE UNIT. LEAK AND OPS CHECKS NORMAL, CLOSED ACCESS PANELS. SERVICEABLE FLOW CONTROL VALVE PLACED IN ORIGINAL POSITION. WORK COMPLETED IAW MM CHAPTER 21-30-00, AND 21-10-00.

Part: DIFFUSER — CRACKED (WING HEATED L/E)

((JGVR)) FOUND THE WING BLEED AIR HEATED L/E DIFFUSERS CRACKED OR DEFORMED ON NUMEROUS ACFT. THIS DISCREPANCY WAS FOUND WHILE PERFORMING A301001 WING/ HORIZ STABILIZER BLEED AIR ANTI-ICE SYS DETAIL INSP. TASK 30-10-00-220 AS PART OF INSP DOCUMENT 9. THE DOCUMENT 9 IS A 48 MONTH INSP. THIS DISCREPANCY WAS LIKELY CAUSED BY THERMAL EXPANSION AND IN FLIGHT VIBRATION OF THE WING L/E ANTI-ICE PICCOLLO TUBE. THE PICCOLLO TUBE IS HARD MOUNTED TO THE DIFFUSER WITN NO VIBRATION DAMPNERS OR MEANS TO COMPENSATE FOR THE THERMAL EXPANSION. THE MATERIAL FOR THE DIFFUSERS IS THIN AND BENDS EASILY. HAVE ALSO FOUND THE PICCOLLO TUBES CHAFING ON THE DIFFUSERS. RECOMMEND THAT THE DIFFUSERS BE BUILT WITH A HEAVIER MATERIAL AND THE PICCOLLO TUBE MOUNTING BE REDESIGNED. THE OCCURRENCE WAS CORRECTED BY REPLACEMENT OF AFFECTED PARTS.

Part: DIFFUSER — CRACKED (WING HEATED L/E)

((JGVR)) FOUND THESE WING BLEED AIR HEATED L/E DIFFUSERS CRACKED OR DEFORMED ON NUMEROUS ACFT. THIS DISCREPANCY WAS FOUND WHILE PERFORMING A301001 WING/ HORIZ STABILIZER BLEED AIR ANTI-ICE SYS DETAIL INSP. TASK 30-10-00-220 AS PART OF INSP DOCUMENT 9. THE DOCUMENT 9 IS A 48 MONTH INSPECTION. THIS DISCREPANCY WAS LIKELY CAUSED BY THERMAL EXPANSION AND IN FLIGHT VIBRATION OF THE WING L/E ANTI-ICE PICCOLLO TUBE. THE PICCOLLO TUBE IS HARD MOUNTED TO THE DIFFUSER WITN NO VIBRATION DAMPNERS OR MEANS TO COMPENSATE FOR THE THERMAL EXPANSION. THE MATERIAL FOR THE DIFFUSERS IS THIN AND BENDS EASILY. HAVE ALSO FOUND THE PICCOLLO TUBES CHAFING ON THE DIFFUSERS. RECOMMEND THAT THE DIFFUSERS BE BUILT WITH A HEAVIER MATERIAL AND THE PICCOLLO TUBE MOUNTING BE REDESIGNED. THE OCCURRENCE WAS CORRECTED BY REPLACEMENT OF AFFECTED PARTS.

Part: DIFFUSER — CRACKED

((JGVR)) FOUND THE WING BLEED AIR HEATED L/E DIFFUSERS CRACKED OR DEFORMED ON NUMEROUS ACFT. THIS DISCREPANCY WAS FOUND WHILE PERFORMING A301001 WING/ HORIZ STABILIZER BLEED AIR ANTI-ICE SYS DETAIL INSP. TASK 30-10-00-220 AS PART OF INSP DOCUMENT 9. THE DOCUMENT 9 IS A 48 MONTH INSPECTION. THIS DISCREPANCY WAS LIKELY CAUSED BY THERMAL EXPANSION AND IN FLIGHT VIBRATION OF THE WING L/E ANTI-ICE PICCOLLO TUBE. THE PICCOLLO TUBE IS HARD MOUNTED TO THE DIFFUSER WITN NO VIBRATION DAMPNERS OR MEANS TO COMPENSATE FOR THE THERMAL EXPANSION. THE MATERIAL FOR THE DIFFUSERS IS THIN AND BENDS EASILY. HAVE ALSO FOUND THE PICCOLLO TUBES CHAFING ON THE DIFFUSERS. RECOMMEND THAT THE DIFFUSERS BE BUILT WITH A HEAVIER MATERIAL AND THE PICCOLLO TUBE MOUNTING BE REDESIGNED. THE OCCURRENCE WAS CORRECTED BY REPLACEMENT OF AFFECTED PARTS.

Part: DIFFUSER — CRACKED (WING HEATED L/E)

((JGVR)) FOUND THE WING BLEED AIR HEATED L/E DIFFUSERS CRACKED OR DEFORMED ON NUMEROUS ACFT. THIS DISCREPANCY WAS FOUND WHILE PERFORMING A301001 WING/ HORIZ STABILIZER BLEED AIR ANTI-ICE SYS DETAIL INSP. TASK 30-10-00-220 AS PART OF INSP DOCUMENT 9. THE DOCUMENT 9 IS A 48 MONTH INSPECTION. THIS DISCREPANCY WAS LIKELY CAUSED BY THERMAL EXPANSION AND IN FLIGHT VIBRATION OF THE WING L/E ANTI-ICE PICCOLLO TUBE. THE PICCOLLO TUBE IS HARD MOUNTED TO THE DIFFUSER WITN NO VIBRATION DAMPNERS OR MEANS TO COMPENSATE FOR THE THERMAL EXPANSION. THE MATERIAL FOR THE DIFFUSERS IS THIN AND BENDS EASILY. HAVE ALSO FOUND THE PICCOLLO TUBES CHAFING ON THE DIFFUSERS. RECOMMEND THAT THE DIFFUSERS BE BUILT WITH A HEAVIER MATERIAL AND THE PICCOLLO TUBE MOUNTING BE REDESIGNED. THE OCCURRENCE WAS CORRECTED BY REPLACEMENT OF AFFECTED PARTS.

Part: UPLOCK — STICKING (MLG) · airframe 2,916 hrs · 1,905 cycles

LANDING GEAR INDICATED UNSAFE (RED LIGHT) DURING RETRACTION. ADDITIONALLY, A LOUD THUMPING NOISE WAS HEARD COMING FROM THE NOSE GEAR AREA. CHECKED NOSE STRUT SERVICING, FOUND WITHIN LIMITS. CHECKED UPLOCK SWITCHES FOR PROPER GROUNDS AT PCB'S, FOUND NORMAL. CHECKED RIGGING OF EMERGENCY GEAR RELEASE, FOUND WITHIN LIMITS, AS WELL AS UPLOCK SWITCH RIGGING, FOUND NORMAL. GEAR DOOR RIGGING NORMAL. FOUND NOSE UPLOCK HOOK NOT FULLY RELAXING DURING RETRACTION. DISASSEMBLED UPLOCK HOOK ASSY, FOUND ALL PARTS SERVICEABLE BUT STICKY WITH OLD LUBE. CLEANED PARTS AND LUBED. REASSEMBLED NOSE UPLOCK HOOK, OPS CHECK NORMAL OF LANDING GEAR. WORK DONE IAW MM 32-00-00, 32-30-50 AND 32-60-00.

Part: PACKING — FAILED (NLG STRUT) · airframe 2,742 hrs · 1,793 cycles

WHEN GEAR WAS SELECTED UP, ONLY THE NOSE GEAR CAME UP. TROUBLESHOT SYS AND FOUND NOSE STRUT NO FULLY EXTENDED W/ACFT ON JACKS. CK'D STRUT SERVICING AND FOUND NO PRESSURE IN LOWER CHAMBER. DISASSEMBLED LOWER PISTON FORK ASSY AND REPACKED IAW CMM 32-20-01. REASSEMBLED NOSE STRUT AND SERVICED IAW MM 32-20-00. C/W LANDING GEAR SYS FUNCTIONAL. SYS CKD GOOD IAW MM CHP 32-00-00.

Part: LINE — LEAKING (HYD SYSTEM) · airframe 2,655 hrs · 1,743 cycles

LOSS OF HYD CONTENT ON APPROACH TO LAND. AFTER LANDING GEAR WAS SELECTED DOWN. COMPLETED APPROIATE CHECKLIST AND LANDED ACFT USING EMERGENCY BRAKE TO STOP ON RUNWAY. HYD LEAK IN NOSE GEAR WELL. FOUND NOSE WHEEL STEERING UNIT CENTERING LINE RUPTURED AT UPPER FITTING. REMOVED & REPLACED RUPTURED LINE. FOUND HYD RESERVIOR LEVEL AT 11O CI. SERVICED RESERVIOR. C/W BRAKE BLEED. SERVICED RESERVIOR & BRAKE N2 BOTTLE. C/W NOSE WHEEL CENTERING UNIT BLEED. C/W TAXI CHECK, NOSE WHEEL STEERING + BRAKE OPS CHECK + LEAK CHECK GOOD IAW MM 32-50-01, 12-10-00 AND 29-00-00.

Part: ACTUATOR — INOPERATIVE (NLG STEERING) · airframe 2,616 hrs · 1,718 cycles

ON DEPARTURE NOSE GEAR FAILED TO RETRACT. THE MAINS CAME UP FINE. FOUND NOSE WHEEL STEERING ACTUATOR TO BE FAULTY, REMOVED ACUATOR, AND REPLACED WITH A SERVICABLE NOSE GEAR STEERING ACUATOR. WORK DONE IAW THE MM 32-50-00. OPERATIONAL CHECKS, AND LEAK CHECKS GOOD

Part: ACTUATOR — ACTIVATED (COCKPIT) · airframe 1,189 hrs · 781 cycles

ON GEAR EXTENTION THE RT GEAR INDICATED NOT DOWN AND LOCKED. REMOVED AND INSTALLED A RENTAL ACTUATOR PER MM 32-30-40 AND OPERATIONAL CHECKED PER MM 32-00-00 GROUND OPERATIONAL CHECKED GOOD.

Part: LANDING GEAR — INOPERATIVE · airframe 893 hrs · 582 cycles

AFTER TAKEOFF, LANDING GEAR HANDLE WOULD NOT MOVE TO RETRACT LANDING GEAR. 10-29-07 ADJUSTED NOSE LANDING GEAR SQUAT SWITCH. OPS CHECKED GOOD. WORK DONE IAW 680 M.M. CHAPTER 32-60-00.