N600QS

Part: PRESSURE SWITCH — FAILED (ANTI-SKID SYS)

AFTER CLEARING THE RUNWAY AND STARTING TAXIING TO RAMP HEARD A CB POP AND THE ANTI SKID ANNUNCIATOR LIGHT ILLUMINATED THEN SHORTLY AFTER THE LOW BRAKE PRESSURE ANNUNCIATOR ILLUMINATED. AIRCRAFT WAS STOPPED AND TOWED INTO RAMP. THE CB THAT POPPED WAS THE POWER BRAKE CB. REMOVED SUSPECT CIRCUIT BREAKER AND INSTALLED NEW CIRCUIT BREAKER IAW AMM 24-50-02.REMOVED SUSPECT RELAY AND INSTALLED NEW RELAY IAW AMM 24-50-03 AND SPM 20-10-65. REMOVED PRESSURE SWITCH AND INSTALLED REPAIRED PRESSURE SWITCH IAW AMM 32-42-00 OPS AND LEAK CHECKS GOOD. REMOVED PRESSURE SWITCH AIRFRAME WIRES CSY007 AND NCSY007 AND INSTALLED NEW PRESSURE SWITCH SY007 AIRFRAME WIRES CSY007 AND NCSY007 IAW WDM 32-40-01. PERFORMED FINAL OPS CHECKS

Part: UNKNOWN — UNKNOWN (UNKNOWN) · airframe 14,636 hrs · 11,233 cycles

RT ENGINE FIRE WARNING CAME ON DURING CLIMB OUT THROUGH 18,000. FOLLOWING QRC REDUCED POWER ON RT & LIGHT WENT OUT. NO OTHER INDS. RESUMED NORMAL POWER & RETURNED TO AIRPORT. INSPECTED RH ENGINE, FOUND FIRE DETECTION LOOP IMPINGING HARD AGAINST A METAL CLAMP. FIRE LOOP HAD CHAFING DAMAGE FROM CONTACT WITH CLAMP. R & R FIRE DETECTION LOOP REF AMM 26-11-01. FOUND BOTH BLEED AIR DUCTING WIGGINS CLAMP SEALS ON THE RH ENGINE MELTED AND LARGE BLEED AIR LEAKS AT THE WIGGINS COUPLINGS. R & R BOTH WIGGINS COUPLING SEALS REF AMM 36-11-00. PERFORMED ENGINE RUNS AND VERIFIED NO LEAKS OF THE BLEED AIR DUCTS AND NO FIRE INDICATIONS ON THE RH ENG..

Part: ACTUATOR — FAULTED (ELEVATORS) · airframe 14,540 hrs · 11,162 cycles

LEVELING OFF AT FL400, GOT PITCH TRIM ANNUNCIATOR ON PFD. RAN QRH. FOUND BEING TRIGGER BY SPEED. TOO FAST TOO SLOW WITHIN 10KTS. LIGHT COMES ON. DISCONNECTED AUTOPILOT & FOUND TRIM TO BE JAMMED. JAMMED ALL THE WAY IN DECENT TILL APPROX 10,000'. FUNCTIONED NORMAL AFTER. R & R LT ELEVATOR TRIM ACTUATOR IAW MM 27-32-03. UP TO STEP 4.D.(6). R & R RT ELEVATOR TRIM ACT IAW MM 27-32-03. COMPLETED UP TO STEP 4.D.(6). COMPLETED STEP 4.D.7 OF MM 27-32-02, INSTALLED LT & RT ELEVATORS IAW MM 27-31-01. STEPS 4.D.8 THROUGH 4.D.10. PERFORMED STEPS 4.D.(8) IAW MM 27-32-03 & MM 27-32-00. R & R RT ELEVATOR TRIM ACT IAW MM 27-32-03. COMPLETED UP TO STEP 4.D.(6).

Part: CONNECTOR — DISCONNECTED (EMERGENCY LIGHT) · airframe 13,803 hrs · 10,611 cycles

LAV EXIT SIGN/LIGHT: LOWER EMERGENCY EXIT SIGN AT THE BASE OF THE LAV IS INOP. REMOVED EMERGENCY EXIT LIGHT FROM BASE OF LAV AND RESEATED MOLEX CONNECTOR IAW CESSNA 560XL SPM 20-30-00. OPERATIONAL CHECK GOOD AT THIS TIME.

Part: DOOR — LACK OF LUBE (MAIN PAX) · airframe 13,516 hrs · 10,392 cycles

MAIN DOOR: UNABLE TO FULLY ENGAGE THE LATCH TO LOCK THE MAIN CABIN DOOR FROM EITHER THE INSIDE OR THE OUTSIDE. REMOVED MED STEPS AND CLEANED AND LUBED ALL MOVING COMPENANTS AFTER WORKING LUBE IN THE LOCK LOSSENED UP AND IS MUCH EASIER TO LOCK. RE -INSTALLED STEPS IAW TEXTRON 560XL MM 52-10-02. MED WORKS AS REQUIRED NO DEFECTS NOTED AT THIS TIME.

Part: NONE — NONE · airframe 12,921 hrs · 9,944 cycles

MAIN DOOR: REPEAT WRITE UP. AT ALTITUDE THERE IS A HIGH PITCHED SQUEAL COMING FROM THE MAIN CABIN DOOR. IT CAN BE HEARD IN THE COCKPIT WITH HEADSET ON AND IN THE CABIN. IF YOU ARE FACING THE MAIN DOOR FROM THE CABIN, IT SEEMS TO BE COMING FROM THE LEFT SIDE OF THE DOOR OR LOWER LEFT AREA. IT SEEMS TO START IN THE 20,000 RANGE OF ALTITUDE.///SIGN-OFF///REMOVED AND REPLACED CABIN DOOR PRESSURE SWITCH. IAW CESSNA 560XL AMM 52-10-04. OPS CHECK GOOD.

Part: DOOR — BINDING (MAIN PAX) · airframe 12,028 hrs · 9,284 cycles

MAIN CABIN DOOR WILL NOT OPEN FROM THE OUTSIDE USING THE CABIN DOOR HANDLE, DURING PREFLIGHT. SIGN OFF. PERFORMED VISUAL AND OPERATIONAL CHECK OF DOOR AND NO DEFECTS NOTED AT THIS TIME. NO DEFECTS NOTED AT THIS TIME OF PRECATCH. WORK DONE IAW 560XL AMM CH 52-10-00.

Part: COALESCER BAG — DIRTY (ZONE 100) · airframe 11,088 hrs · 8,576 cycles

COCKPIT ODOR OIL SMELL - WHEN SELECTING HEAT ON DURING CRUISE FLIGHT, THERE WAS AN OIL SMELL IN THE COCKPIT. WHEN SELECTING HEAT OFF THE OIL SMELL DISAPPEARED. REPLACED COALESCOR SOAK RAN APU AND ENGINES. OPERTION CHECK GOOD REF CESZOKMM 21-51-00

Part: APU — SMOKE · airframe 10,485 hrs · 10,485 cycles

APU FILLED INTERIOR OF AIRCRAFT WITH SMOKE JUST WE TOOK THE RUNWAY FOR DEPARTURE.

Part: CONDENSER — ODOR (CABIN AIR) · airframe 10,084 hrs · 7,826 cycles

THERE WAS A VERY STRONG DIRTY SOCK ODOR IN THE COCKPIT AND CABIN, WHEN THE CABIN AIR CONDITIONING WAS OPERATING. REMOVED AND REPLACED CONDENSER SOCK WITH NEW CONDENSER SOCK IAW AMM 21-21-00. CHECKED GOOD.

Part: SKIN — DELAMINATED (RT WING TE FLAP) · airframe 9,325 hrs · 7,200 cycles

RIGHT OTBD FLAP LOWER SIDE HAS AN AREA OF DELAMINATION. REPAIRED IAW ERO AND 8110-3.

Part: SKIN — DELAMINATED (RT WING TE FLAP) · airframe 9,325 hrs · 7,200 cycles

RIGHT OTBD FLAP DELAMINATED ON LOWER SKIN. REPAIRED.

Part: LINK PIN — GALLED (RT MLG) · airframe 6,964 hrs · 5,419 cycles

WHILE ATTEMPTING TO DISASSEMBLE THE RT MLG TO REPLACE THE TRUNNION ASSY. THE PIVOT LINK PIN WAS BADLY GULLED FROM NO LUBRICATION. THE PIN HAD TO BE FORCIBLY DRIVEN OUT.

Part: LOCK PIN — GALLED (RT MLG) · airframe 6,964 hrs · 5,419 cycles

WHILE ATTEMPTING TO R & R THE RT MLG ACTUATOR BECAUSE OF LEAKING FLUID, IT WAS DISCOVERED THAT THE SIDEBRACE ATTACH PIN AND THE LOCKING BOLT WERE SO BADLY GALLED AND FROZEN IN PLACE FROM LACK OF GREASE THEY HAD TO BE DRILLED & DRIVEN OFF TO FREE ACTUATOR END.

Part: ENGINE — LEAKING (LEFT) · airframe 6,842 hrs · 5,320 cycles

AT TAKEOFF POWER JUST AFTER V1 HAD A STRONG OILY ODOR IN CABIN. THE ODOR APPEARED TO DISSIPATE AT REDUCED POWER. ALL ENG INDICATIONS WERE NORMAL, APU WAS OFF. GND RAN AC AT TAKEOFF POWER & ISOLATED ENGS. APU & THEIR BLEED SELECTIONS. TROUBLE SHOT TO BURNT OIL SMELL FROM LT ENG. FURTHER TROUBLESHOOTING SHOWED EVIDENCE OF OIL LEAKING INTERNALLY WHEN LT ENG BOV REMOVED. R & R THE LT ENG IAW MM 71-00-03. COMPLIED WITH LT ENG POST RUNS & LEAK CHECKS IAW MM 71-00-04 & 71-00-00 TABLE 501 OF MM. OPERATIONS & LEAK CHECKED GOOD.

Part: UNKNOWN — ODOR · airframe 6,841 hrs · 5,319 cycles

VERY STRONG SMELL, NOT BURNING, MORE OF AN OILY SMELL. THE ODOR STAYED FOR THE ENTIRE FLIGHT. INSPECTED LT & RT ENGS FOR EVIDENCE OF OIL LEAKS, NONE FOUND. RAN LT & RT ENGS INDEPENDENTLY FOR APPROXIMATELY 5 MINUTES, EACH AT DIFFERENT POWER SETTINGS UP TO 65%, NO OIL SMELL EVIDENT. ALSO INSPECTED APU INLET & DUCTING. REMOVED COALESCE BAG & CLEANED, NO OIL RESIDUE EVIDENT. COULD NOT DUPLICATE, ALL ENGS & APU RAN NORMAL. INSPECTED COALESCE BAG IAW AMM 49-10-00.

Part: DISPLAY — ODOR (COCKPIT) · airframe 6,614 hrs · 5,155 cycles

AFTER TAKEOFF AROUND 200 FT AGL, A STRONG ODOR OF BURNING ELECTRIAL WAS NOTICED BY CREW MEMBERS. THE MFD WHICH HAD JUST BEEN ON MEL & HAD A BLACK SCREEN, STARTED FLASHING OFF & ON. CREW CONTINUED WITH NORMAL DEPARTURE UNTIL THROUGH APPROXIMATELY 5000 FT. FIRST OFFICER FLEW ACFT WHILE CAPTAIN TROUBLESHOT. TURNED OFF MFD CONTROLLER & ODOR SEEMED TO DISSIPATE. MFD SCREEN WAS NOT HOT TO TOUCH. RETURNED FOR NORMAL LANDING. NO EMERGENCY WAS DECLARED. FURTHER TROUBLESHOOTING FOUND THAT MFD WAS THE CAUSE FOR THE ODOR IN THE COCKPIT. ALL OTHER AVIONICS ARE FUNCTIONING NORMALLY. R & R THE MFD IAW MM 34-26-00, OPS CHECKED GOOD.

Part: TUBE — CRACKED (BLEED AIR SYS) · airframe 5,220 hrs

DURING AN APU CHANGE, FOUND A 2.5" CRACK IN THE BLEED AIR TUBE ATTACHMENT FLANGE. DISCOVERED VISUALLY AND THE CRACK DID NOT EXTEND INTO THE TUBE, NO BLEED AIR LEAK.

Part: ANTI-SKID SYS — MALFUNCTIONED (MLG) · airframe 4,671 hrs · 3,670 cycles

BRAKES GRAB AND PULL SHARPLY LEFT ON LANDING ROLL WHEN EVENLY APPLIED RELEASING BRAKE APPLICATION DISCONTINUES THE PULL TO LEFT. CHECKED WHEELS AND BRAKES FOR CONDITION, CHECKED GOOD. ACCUMULATOR PRESSURE GOOD. PERFORMED ANTI SKID BRAKE SYS BLEED ON RT AND LT BRAKES IAW MM 32-4-00. CREW TAXI CHECKED ACFT AFTER MX WAS COMPLETE AND REPORTED THAT BRAKE OPERATION AND FEEL WAS NORMAL.

Part: ANGLE — BENT · airframe 2,368 hrs · 1,860 cycles

ON TAKEOFF ROLL, THE RUDDER PEDALS FELT VERY STIFF. AFTER TAKEOFF WITH THE YAW DAMPER OFF, IT WAS VERY DIFFICULT TO DEPRESS THE RT RUDDER. ON FINAL APPROACH WITH THE YAW DAMPER OFF, THE RUDDER PEDALS FELT LIKE THEY WERE RUBBING SOMETHING WHEN DEPRESSED. FOUND AUX GEAR CALE CLAMP BRACKET ANGLE BENT CAUSING CABLE TO RUB RUDDER PEDAL. REPOSITIONED ANGLE AND CLAMP. TAXI CHECK GOOD. IAW MM 27-20-00 AND 27-20-05.

Part: WARNING LIGHT — FALSE ACTIVATION (HORIZONTAL STAB) · airframe 944 hrs · 733 cycles

DURING APPROACH, THE FLAPS WERE SELECTED TO 15. THE STAB MISCOMPARE LIGHT ILLUMINATED. EMER CHECKLIST ACCOMPLISHED. ONCE FLAP HANDLE WAS SELECTED TO 35 DEGREES THE STAB MISCOMPARE LIGHT WENT OUT AFTER 5 SECONDS. PERFORMED THE TWO POSITION HORIZONTAL STABILIZER OPERATIONAL CHECK IAW THE CITATION 560XL M/M CHAPTER 27-40-00. DISCREPANCY COULD NOT BE DUPLICATED. OPERATIONAL CHECKS NORMAL.

Part: UNKNOWN — MALFUNCTIONED (TRIM SYS) · airframe 504 hrs · 367 cycles

PILOTS AUTO PILOT TRIM DISCONNECT BUTTON POPPED OUT OF YOKE IN FLIGHT. [SUP 05-03-07] SECURED PILOT A/P TRIM DISCONNECT SWITCH PER STANDARD PRACTICE.