N514QS

Part: BATTERY — DEFECTIVE (ZONE 100) · airframe 7,206 hrs · 4,789 cycles

EMER LIGHTS FAIL DURING CHECK AS WELL AS WITH MAIN DC POWER APPLIED AND EMER LIGHT SWITCH TO "ON" POSITION. FAILED LIGHTS ARE AS FOLLOWS: PATH LIGHTS 5&8, ALSO #7 OVER SEAT LIGHT AND OVER WING EVACUATION LIGHT. FOUND FUSE OF EMERGENCY LIGHT BATTERY PACK #3 BLOWN DUE TO PATHWAY LIGHT AT SEAT #8 WIRES WERE CHAFFED. LIGHT ASSEMBLY AND WIRING WAS REPLACED UNDER SQUAWK #13 OF THIS WORK ORDER. REMOVED AND REPLACED EMERGENCY LIGHT BATTERY PACK #3 FUSE PER RADIANT POWER CORP CBS28-1 CMM 24-31-05. ALL EMERGENCY LIGHTS OPS CHECKS GOOD PER MM 33-50-00.

Part: UNKNOWN — UNKNOWN (UNKNOWN) · airframe 6,779 hrs · 4,510 cycles

AMBER DOOR OPEN LIGHT ON DOOR NOT WORKING. R & R MAIN CABIN DISC HARNESS IAW WM 52-70-10 OPS CHECK GOOD.

Part: NONE — NONE · airframe 5,495 hrs · 3,682 cycles

SB680A-25-15 (REPLACEMENT OF THE SMOKING/FASTEN SEAT BELT SIGN IN THE AFT LAVATORY). STEP 4.D CONTAINS AN ERROR. THE SB STATES TO INSTALL A WIRE AND PIN INTO ALL THREE CONNECTOR SOCKETS. THE NEW LIGHT ONLY HAS 2 WIRES, SO ONE CONNECTOR SLOT IS LEFT EMPTY. ACCOMPLISHED TEXTRON AVIATION MEMO FP220406 DATED APRIL 6, 2022; ACCOMPLISH SB680A-25-15 REV. 1 WITH A CHANGE TO STEP 4.D.

Part: APU — ODOR (ZONE 200) · airframe 4,575 hrs · 3,091 cycles

BLEED AIR: ON THE GOUND PHX MAIN DOOR OPEN APU ON BLEED AIR ON CABIN FILLED UP WITH SMOKE NO CAS MESSAGES. PLS SEE VIDEO. REMOVED FAILED APU AND INSTALLED CUSTOMER SUPPLIED REPAIRED APU SERVICED OIL AS REQUIRED, UPDATED AIRCRAFT TIMES TO REFLECT THE NEW APU HOURS AND CYCLES AND PERFORMED LEAK/ OPS CHECKS, OPS CHECKS PASSED NO SMOKE IN THE CABIN, NO LEAKS FOUND RESECURED ALL ACCESS GAINED IAW CE- 680A AMM 49-10-00.

Part: SKIN — GOUGED (LT WING TE FLAP) · airframe 3,762 hrs · 2,553 cycles

LEFT WING INBOARD FLAP DAMAGE (GOUGE). ACCOMPLISHED TEXTRON AVIATION ENGINEERING LETTER DQ27564M1 DATED NOVEMBER 4, 2020; 680A-0052 (N514QS) LEFT WING INBOARD FLAP DAMAGE (GOUGE).

Part: DOUBLER — CRACKED (FRAME 75) · airframe 3,762 hrs · 2,553 cycles

CRACK DAMAGE, NOSE LANDING GEAR WHEEL WELL (NWW), FRAME, WEB, AND DOUBLERS, FS 75. ACCOMPLISHED TEXTRON AVIATION STANDARD REPAIR SR-680A-ATA53-25890 REV- DATED JUNE 01, 2020 AND FAA FORM 8100-9 DATED 6/1/2020. STANDARD REPAIR - CRACK DAMAGE, NOSE LANDING GEAR WHEEL WELL (NWW), FRAME, WEB, AND DOUBLERS, FS 75.

Part: STRUT — SCRATCHED (NLG) · airframe 3,597 hrs · 2,431 cycles

NOSE LANDING GEAR INNER BORE DAMAGE (SCRATCHES), REF ENGINEERING MEMO DQ26613M1 DATED AUGUST 14, 2020.

Part: SKIN — CORRODED (APU) · airframe 3,597 hrs · 2,431 cycles

APU STINGER SKIN DAMAGE (CORROSION), REF ENGINEERING MEMO DQ26585M1 DATED AUGUST 13, 2020.

Part: COWLING — OVERHEATED (ZONE 400) · airframe 3,597 hrs · 2,431 cycles

RIGHT ENGINE UPPER COWL HEAT DAMAGE, REF ENGINEERING MEMO DQ26626 DATED AUGUST 16, 2020.

Part: SKIN — CORRODED (HORIZ STAB) · airframe 3,212 hrs · 2,199 cycles

LT & RT HORIZONTAL UPPER AND LOWER SKIN FWD OF WEDGE PANEL HAS SURFACE CORROSION.

Part: SPLICE STRAP — CORRODED (HORIZ STAB) · airframe 3,212 hrs · 2,199 cycles

LT LOWER & RT UPPER HORIZONTAL STABILIZER SPLICE STRIPS CORRODED.

Part: TIP CAP — DAMAGED (LT HORIZ STAB) · airframe 3,212 hrs · 2,199 cycles

REPAIR OF LEFT-HAND HORIZONTAL TIP CAP DAMAGE. ENGINEERING MEMO DQ24376M1 DATED 1/14/2020.

Part: APU — ODOR (CABIN) · airframe 2,384 hrs · 1,616 cycles

APU SMOKE - AFTER STARTING UP THE APU DURING PREFLIGHT GOT SMOKE THROUGHOUT THE AIRCRAFT. ODOR WAS LIKE AN OIL SMELL. REMOVED & REPLACED APU ASSEMBLY IAW MM 49-10-00.

Part: PROXIMITY SWITCH — MALFUNCTIONED (MLG) · airframe 9,709 hrs · 6,551 cycles

NOSE GEAR GREEN LIGHT WILL NOT ILLUMINATE WITH GEAR DOWN. REPLACED NOSE LANDING GEAR CHANGE OVER SWITCH. OPS CHECK GOOD IAW THE HAWKER 1000 MM 32-60-05. REPLACED NOSE LANDING GEAR CHANGE OVER MICRO SWITCH P/N WITH NEW P/N 1EN1-14N119. PERFORMED SATISFACTORY, OPS CHECKS IAW THE HAWKER 1000 MM 32-60-05.

Part: A/C PACK — MALFUNCTIONED · airframe 6,126 hrs · 6,146 cycles

NOTICED FUMES AND SLIGHT SMOKE COMING FROM THE CO-PILOTS AIR CONDITIONING VENT DURING DEPARTURE, ODOR WAS STRONGEST WHEN MAIN AIR VALVES WERE FIRST OPENED AND WENT AWAY AFTER THE VALVES WERE PLACED TO LOW PRESSURE. RAN BOTH ENGINES AND APU WITH BLEED AIR ON FOR 45 MINUTES, NOTICED SLIGHT SMELL FOR FEW SECONDS. WENT FULL HOT ON CABIN HEAT ODOR DID NOT RETURN, SYSTEM OPS CHECKED GOOD IAW HAWKER 1000 MM CHAPTER 21-30-00.

Part: WIRE — BROKEN (MLG) · airframe 8,514 hrs · 5,743 cycles

AFTER TAKE-OFF COULD NOT RETRACT LANDING GEAR, ACCOMPLISHED AIR TURN BACK TO TPA AND LANDED OVERWEIGHT. - REPAIRED BROKEN WIRE AT KAPIS BY INSTALLING SPLICE P/N D436-36, OPS CHECKED GOOD I/A/W HAWKER 1000 MM CHAPTER 32-30-00. C/W PRESSURIZE CHECK ON GROUND OPS CHECKED, LEAK CHECKED GOOD IAW HAWKER 1000 MM CHAPTER 21-30-00.

Part: ENGINE — MALFUNCTIONED (RIGHT) · airframe 8,435 hrs · 5,686 cycles

DURING TAKEOFF ROLL AT APPROX 100KTS A/C STARTED YAWING TO THE RIGHT ENGINE GUAGES REVEALED LEFT N1 98.4 PERCENT RIGHT N1 94 PERCENT LEFT ENGINE FUEL FLEW 2300 LBS/HR AND RIGHT 1900 LB/HR APR ARMED.

Part: LINE — CHAFED THROUGH (LT PITOT HEAD)

FOUND LEFT PITOT HEAD (P1) LINE 'SAWED THROUGH' BY LEFT ELEVATOR CONTROL CABLE DURING INVESTIGATION OF AN AIRSPEED DISCREPANCY. REMOVED AND REPLACED LINE. LINE IS PART OF A 4-GANG CLUSTER RUNNING UNDER THE CENTER COCKPIT FLOOR. SUBMITTER STATED THE LINES ARE GETTING STEPPED ON WHEN THE FLOOR PANELS ARE REMOVED AND THE AREA IS EXPOSED. SUGGEST BETTER SUPPORT OF LINES.

Part: LEVER ARM — GOUGED (ELEVATOR)

DURING A ROUTINE INSPECTION, FOUND ELEVATOR LEVER ARM (IPC 55-20-05-01, ITEM 370) GOUGED ON THE OUTBOARD SIDE APPROXIMATELY .5 INCH ABOVE ELEVATOR ROD ATTACHEMENT BOLT. DURING REMOVAL AND INSTALLATION OF THE TAIL ASSEMBLY BULLET FAIRING, (IPC 55-30-10-01, PAGE 0) SCREWS (ITEM 10) FOR THE LEFT AND RIGHT INSPECTION PANELS (ITEMS 25 AND 30) CAN CONTACT THE ELEVATOR ACTUATING LEVER ESPECIALLY IF LONGER SCREWS ARE INSTALLED. FOUND LONGER SCREWS HAD BEEN INSTALLED IN SEVERAL LOCATIONS ON THIS PANEL.

Part: LONGERON — CRACKED (T/R DOOR)

FOUND CRACK ON LEFT ENGINE THRUST REVERSER UPPER DOOR INBOARD LONGERON ASSEMBLY ABOUT TWO INCHES FROM BUMPER. LONGERON ASSY IS WEAK IN MACHINED AREA WHICH IS WHERE THE CRACK IS LOCATED. SUBMITTER STATED IF THE BUMPER IS MODIFIED TO EXTEND PAST THE WEAK AREA, THE PROBLEM WILL PROBABLY GO AWAY.