N606QS

Part: BATTERY PACK — FAULTED (ZONE 200) · airframe 5,632 hrs · 3,750 cycles

OVERWING AND FLOOR LIGHT AT SEAT 5 WILL NOT ILLUMINATE WITH EMERGENCY POWER SELECTED ON. BATTERIES WERE SUFFICIENTLY CHARGED. LIGHTS ILLUMINATE WITH MAIN BATTERY POWER AND EMER POWER ON. REMOVED #3 EMERGENCY BATTERY AND INSTALLED A REPAIRED EMERGENCY BATTERY ON #3 POSITION. CHARGED BATTERY FOR TWO HOURS WITH GPU OPERATIONAL CHECK GOOD. NO DEFECTS NOTED AT THIS TIME. ALL WORK DONE IN ACCORDANCE WITH CE680A MAINTENANCE MANUAL CH. 33-50-06 (REV 11) AND 33-50-00 ( REV 22)

Part: WIRE HARNESS — DAMAGED (ZONE 800) · airframe 3,273 hrs · 2,158 cycles

CABIN DOOR CAS MESSAGE DISPLAYED AFTER ENGINE START. OPENED DOOR TO ATTEMPT TO RECLOSE AND IT WOULD NOT DO SO. RAN CHECKLIST PROCEDURES TO ATTEMPT DOOR RESET. THAT ALSO DID NOT WORK. REMOVED CABIN THRESHOLD HARNESS ASSY FAILED PN: 8469153-1 SN: NSN AND INSTALLED A NEW CABIN THRESHOLD HARNESS ASSY PN: 8169153-1 SN: NSN SUPPLIED BY NETJETS ALL WORK DONE PER CE680A AMM 52-10-00 PERFORMED OPERATIONAL CHECK SUCCESSFULLY PER CE680A AMM 52-10-00

Part: UNKNOWN — UNKNOWN (UNKNOWN) · airframe 3,169 hrs · 2,078 cycles

CABIN EMERG LIGHT: EMERGENCY LIGHT OVER SEAT SEVEN IS INOP. - PRE FLIGHT//CORRECTIVE ACTION// GAINED ACCESS TO THE SEAT SEVEN EMERLIGHT AND FOUND THE CONNECTOR NOT COMPLETELY SATED. RESEATED CONNECTOR AND MADE SURE THAT LOCKING TAB WAS ENGAGED. COMPLETED OPERATIONS CHECK OF EMER LIGHTS AND FOUND NO FAULTS. WORK DONE WITH REFERENCE TO CE680A AMM 33-50-00.

Part: UNKNOWN — UNKNOWN (UNKNOWN) · airframe 3,042 hrs · 1,987 cycles

CABIN EMERG LIGHT: OVERHEAD EMERGENCY LIGHT ABOVE SEAT 7 IS INOP. CHARGED EMERGENCY LIGHTS POWER SUPPLIES FOR 60 MINUTES PER TC-FLT-33-1001. PERFORMED DISCHARGE AND OPS CHECK OF EMERGENCY LIGHTS POWER SUPPLIES IAW CE680A AMM 33-50-00. OPS CHECK GOOD. NO DEFECTS NOTED. PER TC-FLT-33-1001, AFTER DISCHARGE AND OPS CHECK, POWER SUPPLIES MUST BE CHARGED FOR ANOTHER 60 MINUTES. CHARGED POWER SUPPLIES FOR 60 MINUTES, NO FURTHER DEFECTS NOTED

Part: UNKNOWN — UNKNOWN (UNKNOWN) · airframe 2,874 hrs · 1,878 cycles

MLG BRAKE PRESSURE: ON TAXI OUT, LACK OF BRAKE PRESSURE WAS VERY OBVIOUS FROM BOTH SIDES. SEEMED LIKE NO BRAKING WITH FIRST FEW INCHES OF PEDDLE PUSH. AFTER THE FIRST FEW INCHES, BRAKES WOULD WORK. WE COULD DO A SLOW TAXI AND PRESS ON THE PEDDLES AND NOTHING WOULD HAPPEN.//CORRECTIVE ACTION// PERFORMED BLEEDING OF THE MLG BRAKES IRW CE-680A AMM 32-42-00. DURING THE BLEEDING OF THE MLG BRAKES, AIR BUBBLES WERE PRESENT IN THE HYDRAULIC FLUID. SERVICED THE HYDRAULIC FLUID TO FULL IRW CE-680A AMM 12-10-30. PERFORMED A TAXI RUN OF THE AIRCRAFT AND THE BRAKES ARE GOOD. NO FURTHER DEFECTS NOTED AT THIS TIME.

Part: G SWITCH — TRIPPED (EMERGENCY LIGHTS) · airframe 2,499 hrs · 1,645 cycles

CABIN EMERG LIGHT: THE MAIN CABIN DOOR EMERGENCY EXIT LIGHTS REMAIN ILLUMINATED WITH THE EMER LTS SWITCH SELECTED OFF. RESET EMERGENCY LIGHTING INERTIA SWITCH IAW CE-680A AMM 33-50-00 OPS CHECKS GOOD

Part: SKIN — ERODED (HORIZONTAL STAB) · airframe 2,423 hrs · 1,611 cycles

HORIZONTAL STABILIZER WIPER ASSEMBLY EROSION TO LEADING EDGE. ACCOMPLISHED ENGINEERING LETTER DQ37395M1. HORIZONTAL STABILIZER WIPER ASSEMBLY (LT SIDE) DAMAGE EROSION TO LEADING EDGE.

Part: SKIN — ERODED (RT STAB) · airframe 2,423 hrs · 1,611 cycles

RH STAB TIP PAINT IS ERODED EXPOSING COMPOSITE. ACCOMPLISHED TEXTRON AVIATION REPAIR LETTER DQ37419M1 DATED DEC 06, 2022, COMPOSITE REPAIR IN REFERENCE TO CE S-750-ATA51/01RD REV. A.

Part: LUG — CHAFED (RT MLG) · airframe 2,423 hrs · 1,611 cycles

RH MAIN LANDING GEAR ACTUATOR ATTACH LUG HAS CHAFE DAMAGE FORM ANTI ROTATIONAL LUG OF ACTUATOR ROD END. ACCOMPLISHED TEXTRON AVIATION REPAIR LETTER DQ37409M1 DATED DEC 07, 2022 FOR RIGHT-HAND MAIN LANDING GEAR ATTACH FITTING GOUGE REPAIR.

Part: PIN — BINDING (PAX DOOR) · airframe 2,163 hrs · 1,432 cycles

MAIN DOOR: MAIN CABIN DOOR HANDLE WILL NOT MOVE. THE OUTER HANDLE AND INNER HANDLE ARE STUCK. WE CAN NOT CLOSE AND LOCK THE DOOR. REMOVED CABIN DOOR STEP AND INNER DOOR SKIN TO FACILTATE ACCESS TO DOOR LATCH/LOCK SYSTEM. UPON INVESTIGATION FOUND FWD & AFT CENTER LOCKING PINS DISPLACED AND JAMMED. REMOVED FWD & AFT CENTER PIN HARDWARE RESEATED PINS CORRECTLY AND REINSTALLED HARDWARE IAW AMM 52-10-07. INSTALLED CABIN DOOR INNER SKIN AND DOOR STEPIAW AMM 52-10-50. PERFORMED OPS CK OF DOOR & LATCH/LOCK SYSTEM IAW 52-10-07 OPS CK GOOD AT THIS TIME, NO FURTHER DOOR FAULTS.

Part: BATTERY PACK — DISCHARGED (EMERGENCY LIGHTS) · airframe 2,115 hrs · 1,403 cycles

EMERG EXIT SIGN/LIGHT: AFTER POWER DOWN WITH EMERGENCY LIGHT SWITCH OFF, THE MAIN CABIN DOOR EXIT LIGHT AND THE LIGHT UNDER SEAT 10 REMAIN ILLUMINATED. RESET EMERGENCY LIGHTING INERTIA SWITCH IN REF TO CE-680A MM 33-50-00. VERIFIED PROPER CHARGING OF EMERGENCY BATTERIES. OPERATIONAL CHECK. ORIG SUB DATE: 9/23/2022

Part: NONE — NONE · airframe 2,050 hrs · 1,351 cycles

CABIN EMERG LIGHT: CABIN EMERGENCY LIGHT SYSTEM DOES NOT TEST PROPERLY. TOGGLE TO ON, ALL EMERGENCY LIGHTS ILLUMINATE AND FUNCTION CORRECTLY. TOGGLE TO ARM, WITH BATTERY SWITCHES IN THE OFF POSITION, ALL EMERGENCY LIGHTS EXTINGUISH WHEN THEY SHOULD REMAIN ON.

Part: NONE — NONE · airframe 2,024 hrs · 1,335 cycles

CABIN EMERG LIGHT: EMER LIGHTS DO NOT ILLUMINATE WHEN THE SWITCH IS PLACED IN ARM POSITION WITH THE BATTERY OFF

Part: RUDDER CONTROL — PILOT ERROR · airframe 1,964 hrs · 1,293 cycles

RUDDER CONTROL: RUDDER CONTROL WAS LIMITED TO APPROX 10% EFFECTIVE TO 50% EFFECTIVE. MORE THAN NORMAL FOOT PRESSURE WAS NEEDED TO OPERATE THE RUDDERS//CORRECTIVE ACTION//ARRIVED AT THE AIRCRAFT AND POWERED UP EVERYTHING. PUSHED ON THE RUDDER PEDALS AND WAS EASY TO PUSH. NO BINDING OR HEAVY MOVEMENTS WERE FELT THROUGHOUT THE CHECK. VERIFIED WITH COWORKER THE RUDDER WAS MOVING TO EACH SIDE FREELY. WE APPLIED THE YAW DAMP AUTO-PILOT FUNCTION AND THE RUDDER PEDALS DID NOT MOVE. AFTER DISCONNECTING THE YAW DAMP THE RUDDER PEDALS MOVED FREELY ON BOTH PILOT AND CO-PILOT SIDE, AT THIS POINT CANNOT DUPUCATE DISCREPANCY AND THE ARES DATA SHOWS THAT IT WAS A PILOT INDUCED FAULT. REF CE-C80A AMM 22-10-00 AND 27-20-00,

Part: BATTERY — DEFECTIVE (ZONE 100) · airframe 1,917 hrs · 1,260 cycles

EMERGENCY LIGHTING: ON PREFLIGHT, FOUND 3 EMERGENCY LIGHTS INOPERATIVE. FLOOR LIGHT BELOW SEAT 3, ABOVE EYEBALL LIGHT AT SEAT 3 AND RIGHT EXTERIOR WING INSPECTION LIGHT. // SIGNOFF// ARRIVED AT AC. CONFIRMED DISCREPANCY. TROUBLESHOT ISSUE TO FAULTY #2 BATTERY PACK. AFTER EXPERIENCING AIR CARRIER DELAY, RETRIEVED PART FROM FBO. ACCOMPLISHED INCOMING PART CHECK, PART CHECK GOOD. ARRIVED AT AC. PREPPED AC FOR REPLACEMENT OF #2 EMERGENCY BATTERY PACK. REMOVED #2 BATTERY CHARGER SYSTEM P/N CBS28-1 S/N 2824M DUE TO INTERNAL FAILURE. INSTALLED REPAIRED BATTERY CHARGER SYSTEM P/N CBS28-1 S/N 4174M AS REQUIRED. PERFORMED AND FOUND OPERATIONAL CHECK SATISFACTORY. DISCREPANCY NO LONGER STANDS. WORK DONE IRW CE-680A AMM 33-50-06. 01AUG2022

Part: CHARGER — INOPERATIVE (EMERGENCY LIGHTS) · airframe 1,731 hrs · 1,111 cycles

DURING PREFLIGHT, THE LAV FACIA EXIT LIGHT IS INOP WITH THE EMER SWITCH IN THE THE ARMED POSITION. REMOVED AND REPLACED BATTERY CHARGING SYSTEM OPERATIONAL CHECK GOOD NO DEFECTS NOTED.

Part: NONE — NONE · airframe 1,518 hrs · 988 cycles

CABIN EMERG LIGHT: EMERGENCY LIGHT SYSTEM- WHEN STARTING THE COCKPIT CHECK, NONE OF THE EMERGENCY LIGHT ILLUMINATED DURING EMER LIGHT CHECK. NOTE- AFTER TURNING ON MAIN BATTERIES, EMER LIGHTS DID WORK. // SIGNOFF COMPLETED OPERATIOANL CHECK WITH NO DEFECTS NOTED AT THIS TIME.

Part: NONE — NONE · airframe 1,070 hrs · 712 cycles

ENTRANCE STAIR: MED WOULD NOT CLOSE WHEN BUTTON WAS PUSHED, PERFORMED QRH PROCEDURE, DOOR CLOSED, BUT SOUNDS LIKE IT IS RUBBING AGAINST SOMETHING, AND IS HARD TO LATCH. // SIGNOFF // WHEN CLOSING THE DOOR TOWARDS THE END OF TRAVEL SAW THE DOOR START TO CHATTER BEFORE FULLY CLOSING. INSPECTED DOOR AND SAW IT WASNT FULLY CLOSED WHEN LATCHING HANDLE FOUND IT AS DIFFICULT DUE TO THE BAYONETS FORCING THE DOOR CLOSED THE REST OF THE WAY. LOWERED THE DOOR AND INSPECTED BAYONETS AND THE REST OF LINKAGE TO DOOR. AND DURING INSPECTION FOUND TELESCOPING STRUT HAD EXCESSIVE DEBRIS ON STRUT. CLEANED STRUT AND PERFORMED OPS CHECKS AND FOUND DOOR TO CLOSE SATISFACTORY FULLY WITH NO MORE CHATTERING AND DOOR WOULD LATCH EASILY. SUSPECT DEBRIS ON STRUT WAS CAUSING THE DOOR TO NOT FULLY TRAVEL THE RANGE OF MOTION NEEDED TO PROPERLY CLOSE. ALLOWED DOOR TO REMAIN OPEN FOR 40 MINS AND PERFORMED SEVERAL MORE SATISFACTORY OPS CHECKS OUTSIDE AND INSIDE OF AIRCRAFT NO FURTHER DEFECTS NOTED AT THIS TIME REF. CE-680A AMM 52-10-00

Part: NONE — NONE · airframe 1,026 hrs · 684 cycles

MAIN DOOR: LATCHING AND UNLATCHING INSIDE AND OUTSIDE HANDLES ON MAIN CABIN DOOR EXPERIENCE HIGH RESISTANCE SND BINDING MIDWAY THROUGH THROW. // SIGNOFF// FOUND. FWD LOWER LOCKING PIN TO BE BINDING SUGHTLY. GAINED ACCESS TO AND ADJUSTED LOCK PIN CONTROL ROD 1 HALF . TURN SAFTIED ROD END BEARING A$.. REQUIRED. DOOR . HANDLES OPERATED NORMALL AT THIS TIME. NO BINDING NOTED. CLOSED UP ACCESS STEP LIGHTS OPERATIONAL CHECKS GOOD REF CE680A MM 52-10-04 ,M.

Part: NONE — NONE · airframe 767 hrs · 502 cycles

MAIN DOOR: DOOR MOTOR IS WORKING, BUT MAIN CABIN DOOR HANGS UP HALF WAY CLOSED. ON ONE ATTEMPT A LOUD SCREECHING SOUND OCCURRED AS THE MOTOR ATTEMPTED TO CONTINUE DOOR UPWARD TRAVEL. RESETTING PER ABNORMAL PROCEDURES DOES NOT HELP. *** CORRECTIVE ACTION *** VERIFIED DISCREPANCY OF THE MAIN ENTRY DOOR HOLDING UP. COULD NOT DUPLICATE THE SCREECHING NOISE. PERFORMED A SATISFACTORY GVI OF THE DOOR MOTOR AND LISTENED FOR ANY ABNORMAL NOISES DURING OPERATION AND ALL SOUNDED GOOD. DURING THE DOOR CLOSING SEQUENCE WE FOUND THAT THE DOOR SUPPORT ROD WAS SUGHTL Y BINDING UP AND WAS CREATING THE MOMENTARY HANG UP. PERFORMED A SATISFACTORY GVI OF THE DOOR SUPPORT TELESCOPING ROD AND ATTACHMENT FITTINGS. CLEANED THE DOOR SUPPORT TELESCOPING RODS AND LUBRICATED AS REQUIRED IAW CE·680A SPM CH. L0-40-01. PERFORMED A SATISFACTORY OPERATIONAL TEST OF THE MAIN CABIN DOOR IAW CE·680A MM CH 52·10-00. NO ABNORMAL NOISES OR HANG-UPS NOTED.

Part: STRUT — LACK OF LUBE (PAX DOOR) · airframe 620 hrs · 397 cycles

MAIN DOOR: MAIN CABIN DOOR WONT CLOSE. LOOKS LIKE PISTON MIGHT BE BENT. INSPECTED MAIN CABIN DOOR., INSPECTED SUPPORT STRUT IT IS NOT BENT, CLEANED AND LUBED SUPPORT STRUT ON MAIN CABIN DOOR. IAW CE-680A AMM CH 52-10-00 AND 12-20-00. OPS CHECK GOOD

Part: YOKE — VIBRATION (COCKPIT) · airframe 10,160 hrs · 8,187 cycles

AFTER TAKEOFF, FIRST OFFICER FELT BINDING IN THE CONTROL YOKE & COULD FEEL IT IN HIS FEET. PASSING 230 KTS, BOTH YOKES VIBRATED & FELT IN THE COCKPIT. MOVED FLT CONTROLS, ELEVATOR & RUDDER CONTROL CABLE DAMPENER PULLEYS , RUN BLOCK WORN & GROOVED. INSPECTED ELEVATOR TRIM TUBS & FOUND EXCESSIVE MOVEMENT. FOUND ELEVATOR TRIM PUSH PULL ROD HARDWARE & BEARINGS WORN. R & R BEARINGS IAW 20-10-08. R & R ELEVATOR TAB BOLTS IAW MM 27-31-01. VERIFIED ELEVATOR CABLE RIGGING. CABLE TENSION 15 LBS LOW. ADJUSTED CABLE TENSION. INSTALLED NEW PULLEYS & RUB BLOCK. RIGGED ELEVATOR DAMPENER SYS ALL IAW MM 27-31-00 & 27-31-03. ALL OPS CHECKED GOOD.

Part: COALESCER BAG — ODOR · airframe 9,737 hrs · 7,870 cycles

SMOKE ENTERED CABIN, APU AND BOTH ENGINES RUNNING WITH BLEED AIR ON. HEAVY MIST BLOWING OUT OF ALL VENTS, FILLED THE CABIN. HAD A DIRTY SOCK ODOR, NO BURNING OR ENGINGE EXHAUST. REMOVED & CLEANED WATER SEPARATOR IAW MM 21-51-00. OPS CHECKED GOOD, NO OIL IN SEPARATOR OR DUCTS. VERY HIGH HUMIDITY.

Part: UNKNOWN — SMOKE · airframe 8,124 hrs · 6,547 cycles

COCKPIT PAC TEMPERATURE WAS UNCONTROLLABLE WHILE ON THE GROUND. COCKPIT FILLED WITH BLUEISH WHITE SMOKE BEFORE COCKPIT PAC WAS SECURED. COCKPIT SUPPLY TEMP INDICATED 234 BEFORE PAC WAS SECURED. INSPECTION OF PAC OIL SIGHT CUP INDICATES BLACK OIL.

Part: CONNECTOR — DIRTY (TE FLAPS) · airframe 8,124 hrs · 6,547 cycles

FLAPS WOULD NOT EXTEND WHEN FLAP LEVER MOVED TO ANY FLAPS DOWN POSITION. HYD PRESS LIGHT REMAINED ILLUMINATED UNTIL FLAP LEVER PLACED BACK TO THE FLAPS UP POSITION. VERIFIED PROPER RIGGING OF FLAP UP AND DOWN CONTROL SWITCHES AND FOLLOW-UP CABLE. CLEANED FLAP TRACKS AND VERIFIED TRACK ROLLERS HAD FREE MOVEMENT. GAINED ACCESS TO FLAP CONTROL VALVE, INSPECTED AND CLEANED CONNECTOR OF ANY MOISTURE AND RESECURED. OPS CHECK OF FLAP SYS GOOD IAW MM 27-51-00. RESTORED DISTURBED ACCESS PANELS.

Part: CONTROL HANDLE — INOPERATIVE (MLG) · airframe 7,792 hrs · 6,267 cycles

SHORTLY AFTER GEAR RETRACTION, THE ANTI-SKID FAULT ANNUNCIATOR FLASHED AND THEN EXTINGUISHED, ENROUTE FLASHED AND EXSTINGUISHED AGAIN. DURING POST FLIGHT INSPECTION, CREW NOTICED ANTI SKID FAULT INDICATOR HAD TRIPPED. INDICATOR RT TRANSDUCER. FOUND LANDING GEAR CONTROL HANDLE TO CAUSE ANTI SKID FAILURE. R & R GEAR HANDLE WITH REPAIRED PARTS. PERFORMED OPS CHECK OF GEAR AND SKID SYS, OPS CHECKED GOOD. IAW MM 32-30-01 AND 32-44-00.

Part: APU — LEAKING · airframe 7,607 hrs · 6,124 cycles

SITTING ON THE RAMP WITH APU RUNNING, BLEEDS OFF THE COCKPIT AND CABIN FILL WITH A BLUE SMOKE. SHUT DOWN PLANE. FOUND OIL IN APU INLET. R & R APU IAW THE MM 49-10-00. OPS AND LEAK CHECKED GOOD.

Part: UPLOCK SWITCH — ILLUMINATED (MLG) · airframe 7,524 hrs · 6,059 cycles

AFTER TAKEOFF, RETRACTED MLG AND RECEIVED A RED UNSAFE INDICATION THAT STAYED ON WITH ALL 3 GREEN LIGHTS EXTINGUISHED. LEVELED OFF AT 5,000 FT & MAINTAINED SPEED BELOW 200 KTS WHILE RUNNING CHECKLISTS & THEN RETUNED TO LAND. NO OTHER INDICATION WAS DETECTED TO SUSPECT THAT ANY OF THE 3 WAS STILL EXTENDED OR HANGING OUT. LANDING GEAR EXTENSION WAS NORMAL AND LANDING WAS UNEVENTFUL. PERFORMED FUNCTIONAL CHECKS. FOUND RT UPLOCK SWITCH FAILING ON THE HYD CONTROL CIRCUIT. R & R THE RT UPLOCK SWITCH IAW THE MM 32-30-05. OP'S CHECKED NORMAL.

Part: CONNECTOR — CORRODED (MLG) · airframe 7,525 hrs · 6,058 cycles

RED MLG UNLOCK LIGHT REMAINED ILLUMINATED WITHOUT GREEN LIGHTS, AFTER RETRACTION OF MLG. MLG EXTENDED INDICATING THREE GREEN, NO RED. RETACTED MLG, RED UNLOCK REMAINED ILLUMINATED, NO GREEN. RETURNED TO AIRPORT AND LANDED NORMALLY WITH THREE GREEN. FOUND MINOR CORROSION INSIDE LT UPLOCK SWITCH CONNECTOR ALL UPLOCK SWITCHES OPERATE NORMALLY MECHANICALLY. REMOVED CORROSION FROM CONNECTOR AND CLEANED UPLOCK SWITCH CONNECTORS. PERFORMED SEVERAL SWINGS. OPS CHECKED NORMAL. WORK DONE IAW MM 20-21-03

Part: UPLOCK SWITCH — FAILED (RT MLG) · airframe 6,873 hrs · 5,525 cycles

NLG MAKES LOUD MECHANICAL BUMPING NOISES WHEN RAISED WHICH DOES NOT STOP. SOUNDED LIKE UPLOCK WOULDN'T HOLD & GEAR CONTINUOUSLY CYCLED UP. RED UNLOCK LIGHT DIMLY FLICKERED AS WELL. LOWERED HANDLE AND MLG PROPERLY LOCKED DOWN WITH 3 GREEN INDICATION. UNABLE TO DETERMINE IF HYD BYPASS VALVE CYCLING AS GEAR HANDLE WAS LOWERED AFTER LESS THAN 5 SECONDS OF MECHANICAL NOISE. CHECKED & FOUND RT MLG UPLOCK SWITCH OUT OF ADJUSTMENT CAUSING BOTH MAINS AND NOSE TO BUMP. ADJUSTED UPLOCK SWITCH. PERFORMED GEAR SWINGS WITH NO DEFECTS NOTED. OPS CHECKED GOOD IAW MM 32-30-05 AND 32-30-01.

Part: ACTUATOR — INTERMITTENT (LT MLG) · airframe 4,484 hrs · 3,566 cycles

DURING INITIAL LANDING ATTEMPT, LT MAIN GEAR DID NOT INDICATE DOWN AND LOCKED. PERFORMED GEAR SWING MANY TIMES AND COULD NOT DUPLICATE PROBLEM. REMOVED LT MLG ACTUATOR WHICH INCORPORATES THE DOWN AND LOCK SWITCH AND INSTALLED INSPECTED ACTUATOR IAW MM 32-30-04. FUNCTIONAL CHECKS AND CLEARANCES PERFORMED GOOD AND NO LEAKS NOTED. RESECURED SAFETY ON BLOWDOWN BOTTLE AS WELL.

Part: UNKNOWN — SMOKE (CABIN) · airframe 3,770 hrs · 2,968 cycles

CABIN FILLED WITH SMOKE WHEN LT ENGINE WAS STARTED (APU WAS ON- ON THE GROUND. [SUP 05-16-07] REMOVED & REPLACED APU IAW 560XL M.M. CHAPTER 49-10-00. OPERATION AND LEAK CHECKS GOOD. REMOVED UNIT HRS. 140.3 CYL. 304. INSTALLED UNIT HOURS 2424.3 CYCLES 3905.

Part: UNKNOWN — MALFUNCTIONED (AUTOFLT SYSTEM)

AFTER 15 MIN IN CRUISE AT FL410 AIRCRAFT BEGAN UNCOMMANDED CLIMB AT APPROX + 10 DEG OF PITCH ACCOMPANIED BY A MASTER CAUTION AND HYDRAULIC PRESSURE ANUNCIATOR. AC PASSED QUICKLY TO FL430. CREW DISENGAGED AP AND GENTLY PUT NOSE OVER APPROX -5 DEG OF PITCH. PITCH TRIM INDICATED ALMOST FULL NOSE DOWN WHEN AIRCRAFT CLIMB WAS ARRESTED. EMERGENCY WAS DECLARED AND AC DIVERTED TO NEAREST AIRPORT. HYDRAULIC PRESS LIGHT ILLUMINATED BRIEFLY PASSING FL380. AC WAS FLOWN BY HAND TO NO-FLAP LANDING. STAB MOVEMENT CHECKED GOOD ON GROUND. INSPECTED FLAP HANDLE RIGGING, FOUND HANDLE TO BE RIGGED PROPERLY, CORRECT AMOUNT OF DEAD BAND BEFORE STAB MOVEMENT. ALSO INSPECTED 2 POSITION HORIZONTAL STAB PCB (N2016) AND N2017). NO

Part: DRAIN — LEAKING (STATIC PORT) · airframe 2,961 hrs · 2,307 cycles

ABORTED TAKEOFF DUE TO AIRSPEED MISMATCH. AT 70 KIAS NR 1 PFD INDICATED 70 KIAS, STANDBY AIRSPEED INDICATED 70 KIAS, NR 2 PFD INDICATED APPROX 83 KIAS. NO DISCREPANCY NOTED ON INITIAL AIRSPEED INDICATIONS AT BEGINNING OF ROLL. WX WAS CLEAR WITH NO PRECIP. CONNECTED AIR DATA TESTER TO AIRCRAFT. FOUND COPILOTS STATIC SYSTEM TO HAVE AN EXCESSIVE LEAK RATE. TROUBLESHOT FOUND LEAK AT STATIC DRAIN PORT. CLEANED AND RESEALED DRAIN PORT. RESTORED COPILOTS STATIC SYSTEM. COPILOT SYSTEM LEAK RATE IS - 52116 FT/M AT 31,420 .07 KT/M AT 150 KTS IN TOLERANCE IAW 560XL M/M CH 34-11-08.

Part: PROXIMITY SWITCH — OUT OF ADJUST (EMERGENCY EXIT) · airframe 895 hrs · 673 cycles

ON TAKEOFF ROLL OUT OF LUK, THE EMERGENCY CAUTION LIGHT ILLUMINATED, ABORTED TAKEOFF. REMOVED EMERGENCY EXIT DOOR, REMOVED EMERGENCY EXIT PROX SWITCH FROM DOOR JAM, PERFORMED VISUAL INSPECTION OF SWITCH AND WIRING, NO DEFECTS NOTED. ADJUSTED PROX SWITCH TO WITHIN TOLERANCE AFTER REINSTALLATION. REINSTALLED EMERGENCY EXIT DOOR, PERFORMED MANUAL OPS CHECK OF DOOR HANDLE, NO DEFECTS NOTED. WORK PERFORMED IAW CESSNA 560XL MM CHAPTER 57-20-00 AND 21-30-00.