N56

Part: FADEC — CONTAMINATED (LEFT ENGINE) · airframe 11,594 hrs · 5,280 cycles

AMBER L ENG CMPTR LIGHT ILLUMINATED IN FLIGHT. MAINTENANCE DRAINED MOISTURE(WATER) FROM LEFT ENGINE FADEC LINES. INSPECTED, CLEANED, AND RESEATED LT FADEC CONNECTORS. RAN ENGINES WITH NO DEFECTS.

Part: WARNING MESSAGE — FALSE ACTIVATION (SPOILERS) · airframe 11,597 hrs · 5,281 cycles

AMBER "SPOILER MON" ILLUMINATES IN FLIGHT WHEN SPOILERS ARE EXTENDED. MAINTENANCE CHECKED PLUGS FOR CLEANLINESS ON SPOILER MONITOR COMPUTER AND PERFORMED CHECK OF SYSTEM WITH NO ERRORS. WILL CONTINUE TO MONITOR THIS ISSUE.

Part: SENSOR — OUT OF ADJUST (SPOILER) · airframe 11,538 hrs · 2,760 cycles

SPOILER MON LIGHT ILLUMINATED DURING FLIGHT. MAINTENANCE MADE AN ADJUSTMENTS TO THE RIGHT HAND AILERON AUGMENTATION POSITION SENSOR CORRECTING THE PROBLEM. NO TREND.

Part: CONNECTOR — DIRTY (FADEC) · airframe 11,467 hrs · 5,236 cycles

L ENG CMPTR AMBER LIGHT ILLUMINATED IN FLIGHT. MAJOR FAULT IN THE LEFT ENGINE FADEC COMPUTER. DISCREPANCY WAS CORRECTED BY COMPLYING WITH EDS FAULT CODES. CLEAN AND RECONNECT P1 THROUGH P5, P30 AND P24 CONNECTORS. AND BY REMOVING WATER FROM SENSOR TUBES.

Part: SENSOR — FAILED (ELECTRICAL SYS) · airframe 11,402 hrs · 5,212 cycles

PER PIC,EPM SHOWED THE RIGHT GENERATOR AMPS ABOVE 450 AMPS, WITH A MASTER CAUTION. THE LEFT AMPERAGE SHOWED NORMAL AT ABOUT 190 AMPS. THE CAUSE WAS DETERMINED TO BE CURRENT SENSOR FAILURE. SENSOR WAS REPLACED. NO FURTHER ACTION REQUIRED.

Part: CONTROL BOX — FAILED (ANTI-SKID SYS) · airframe 11,362 hrs · 5,193 cycles

#1 FAR LEFT ANTI-SKID LIGHT ON TAKEOFF + 15MIN. REPLACEMENT OF ANTI SKID BOX CORRECTED THE PROBLEM.

Part: CONNECTOR — DIRTY (FADEC) · airframe 11,311 hrs · 5,170 cycles

LT ENG. CMPTR AMBER LIGHT ILLUMINATED IN FLIGHT. FADEC CONNECTOR WAS CLEANED, INSPECTED, AND RESEATED. FADEC WAS RESET. ENGINE RUN SHOWED NO DEFECTS.

Part: SWITCH — DIRTY (CABIN DOOR) · airframe 8,963 hrs · 4,086 cycles

AFT CABIN DOOR LIGHT ILLUMINATED IN FLIGHT AT 16000 FT. STAYED ON UNTIL LANDING. FIXED THE PROBLEM BY CLEANING & LUBING AFT CABIN DOOR WARNING MICRO SWITCHES.

Part: AXLE — CORRODED (MLG) · airframe 8,494 hrs · 3,874 cycles

FOUND CORROSION ON LT AND RT MLG AXLES. CORROSION NOT WITHIN LIMITS. AXLES REPLACED.

Part: FRAME — CRACKED (FUSELAGE) · airframe 8,163 hrs · 3,734 cycles

FRAME 4 RIGHT SIDE NOSE WHEEL WELL HAS A CRACK IN FRAME P/N 5410302-40. THIS IS THE THIRD LEAR 60 WHERE WE HAVE DISCOVERED THIS DISCREPANCY SINCE 05/18/2012.

Part: SKIN — CRACKED (RUDDER) · airframe 6,953 hrs · 3,159 cycles

DURING C CHECK DISCOVERED RUDDER LOWER SKIN LEADING EDGE CRACKED AT WEIGHT MOUNT HOLES. FOUND SAME PROBLEM ON N59 10/23/2009.

Part: WARNING LIGHT — ILLUMINATED (COCKPIT) · airframe 4,723 hrs · 1,537 cycles

LEFT & RIGHT BLEED AIR LIGHTS ILLUMINATED INFLIGHT. BOTH BLEED AIR SWITCHES WERE TURNED OFF. BOTH LIGHTS EXTINGUISHED JUST BEFORE LANDING, APPROX 2 MINUTES AFTER SWITCHES WERE TURNED OFF. COMPLETED EMERGENCY LANDING.

Part: UPLOCK — OUT OF ADJUST (MLG)

RAISED GEAR AND HEARD 6-10 LOUD THUMPS, AIRCRAFT YAWED RUDDER PEDALS BACK AND FORTH. BOTH MAIN RED LIGHTS ON, THEN LIGHTS WENT OUT AND ALL WAS NORMAL. LOWERED GEAR, BURNED FUEL DOWN AND LANDED. REMOVED, ADJUSTED AND REINSTALLED LT MLG UPLOCK STRIKER PLATE. (M)

Part: AILERON — ICED (WING)

AFTER FLIGHT IN RAIN, SUBSEQUENT CLIMB ABOVE FREEZING LEVEL, AND DESCENT FOR LANDING: DURING VECTOR FOR ILS FINAL, AUTOPILOT WAS MANUALLY DISCONNECTED BY (PIC). AIRCRAFT IMMEDIATELY BANKED LEFT, NOTED FULL LEFT AILERON TRIM DEPICTED ON TRIM INDICATOR. AILERONS DIFFICULT TO MOVE TO FORCE WINGS LEVEL. AFTER WORKING AILERONS, THEY RETURNED TO NORMAL CONTROL. LANDED NORMALLY. ICE FORMED IN GAP BETWEEN WING AND AILERON. INSPECTED GAP AND GAP SEAL AFTER LANDING NO ICE NOTED. (M)

Part: VALVE — STUCK (CABIN PRESSURE)

ON TAKEOFF, BLEED AIR DID NOT GO TO LOW FLOW. AIRCRAFT BECAME VERY HOT AND STARTED TO FILL WITH SMOKE. WENT TO EMERGENCY DEPRESSURIZATION, TURNED OFF BLEED AIR AND LANDED. IT WAS REPORTED THAT THE EMERGENCY VALVES WERE OPENED TO PRESSURIZE THE AIRCRAFT IN THE HANGAR. POWER WAS SHUT OFF AT THE EXTERNAL POWER UNIT BEFORE THE BLEED AIR VALVE SWITCHES WERE PLACED IN THE OFF POSITION, CAUSING THE VALVES TO STAY OPEN AND THE WARNING LIGHT TO EXTINGUISH. THE FLIGHT CREW USED THE ABBREVIATED CHECKLIST AND PLACED THE BLEED AIR SWITCHES FROM EMERGENCY TO ON, WHICH LEFT THE EMERGENCY VALVES OPEN. (M)