N630QS

Part: DOOR — BINDING (ZONE 800) · airframe 6,136 hrs · 4,005 cycles

MAIN DOOR: MAIN DOOR BINDING. WHEN RELEASED FROM THE INTERIOR OR EXTERIOR DOOR REQUIRES EXCESSIVE PUSH PULL TO CLEAR THE TOP OF THE DOOR FRAME BEFORE IT WILL FALL OPEN. TWO TECHS CYCLED AIRCRAFT MED OPEN AND CLOSED SEVERAL TIMES. CONFIRMED DOOR WAS BINDING UPON OPENING MED DOOR. ONE TECH STOOD OUTSIDE AND ONE TECH INSIDE THE AIRCRAFT. OUTSIDE TECH TOGGLED THE MED IN THE AREA THE MED WAS CATCHING. INSIDE TECH FOUND MED BINDING AT THE FWD RUB BLOCK. SEARCHED PRINTED AND REVIEWED REFERENCES. TECHS RIGGED FWD RUB BLOCK AS REQUIRED. VISUAL AND OPERATIONAL TESTS SATISFACTORY. CLEANED TOOLING AND WORK AREA. ALL WORK JAW CE680A MM:52-10-45. NO FURTHER DEFECTS NOTED.

Part: DOOR — OUT OF RIG (MAIN) · airframe 5,844 hrs · 3,812 cycles

MAIN DOOR: REPEAT WRITEUP. MAIN CABIN DOOR STICKS AND REQUIRES FORCE TO OPEN. CORRECTIVE ACTION; ADJUSTED MAIN CABIN DOOR RIGGING IAW CE680A AMM 52-10-00. OPS CHECK GOOD. DOOR DOES NOT STICK IN CLOSED POSITION.

Part: DOOR — BINDING (MAIN) · airframe 5,844 hrs · 3,812 cycles

MAIN DOOR: MAIN CABIN DOOR DOES NOT OPEN ON IT'S OWN AS NORMAL. THE DOOR SEEMS TO BE BINDING ON THE FORWARD SIDE AND NEEDS TO BE PUSHED TO GET IT TO OPEN. CORRECTIVE ACTION; CHECKED THE DOOR AND COULD NOT FIND ANYTHING THAT WOULD CAUSE THE DOOR TO NOT OPEN. THE ONLY THING SEEN WAS THAT THE MED SEAL IS STIFF AND DUE TO THAT ITS CAUSING THE DOOR TO NOT JUST FALL OPEN. OPS CHECKS GOOD. WORK DONE IN REF TO MODEL 680A AMM 52-10-00.

Part: STEERING SYS — DEFECTIVE (ZONE 700) · airframe 5,788 hrs · 3,772 cycles

GEAR DISAGREE N AMBER CAS: AFTER TAKEOFF THE NOSE GEAR DID NOT RETRACT. THE MAIN GEAR CAME UP AND INDICATED UP. THE QRH DIRECTED THE HANDLE TO BE PLACED IN THE DOWN POSITION (THEN ALL THE GEAR WAS DOWN AND THREE GREEN WAS INDICATED) THEN TO PULL THE BLOW DOWN BOTTLE HANDLE. THERE WAS NO ADVERSE AFFECT ON LANDING OR WITH TAXIING. CORRECTIVE ACTION: REPLACED NLG POWER STEERING SYSTEM. OPS CHECK GOOD. IAW CE-680A AMM 32-30-00.

Part: DOOR — SLOW (MAIN) · airframe 5,292 hrs · 3,416 cycles

MAIN CABIN DOOR SLOW TO OPEN. FROM OUTSIDE PULL DOOR HANDLE AND THE DOOR DID NOT OPEN IMMEDIATELY. IT CRACKED OPEN THEN HAD TO PULL WITH HAND AND THE DOOR CAME DOWN. AFTER OPERATING THE MAIN CABIN DOOR, FOUND THAT WHEN WE OPEN THE MAIN CABIN DOOR SEAL IS CAUSING TOO MUCH FRICTION BETWEEN THE DOOR CUTOUT AND THE DOOR. CLEANED RESIDUE ON MAIN CABIN DOOR SEAL AND AROUND THE MAIN CABIN DOOR. PERFORMED OPERERATIONAL CHECK OF THE MAIN CABIN DOOR, FULL Y OPEN AND FULLY CLOSED SEVERAL TIMES. OPS CHECK GOOD AT THIS TIME. REF AMM 52-10-04

Part: UNKNOWN — UNKNOWN (UNKNOWN) · airframe 4,630 hrs · 3,016 cycles

THE PRIMARY DOOR HAS BEEN STICKING THE PAST FEW USES, AND TODAY IT HAS BEEN STICKING IN THE FULLY CLOSED/UP POSITION NEEDING A PHYSICAL PUSH OR PULL TO OPEN THE DOOR. SEAL SEEMS CLEAN AND UNDAMAGED. VERIFIED THE DISCREPANCY FOR THE MAIN CABIN DOOR NOT OPENING WITHOUT A LITTLE PUSH FROM THE INSIDE. NOTED THAT THE DOOR MADE A SQUEAKING SOUND AS IT MOVED ALONG THE SECONDARY / ACOUSTIC DOOR SEAL. CLEANED THE DOOR TRIM AND DOOR SEAL AND PERFORMED MULTIPLE SUCCESSFUL DOOR OPENINGS. ALL WORK PERFORMED REF CE-680A AMM 52-10-00.

Part: MOTOR — DEFECTIVE (ZONE 800) · airframe 4,483 hrs · 2,914 cycles

MAIN DOOR: UPON ARRIVAL AT AIRCRAFT MAIN CABIN DOOR DID NOT FREE FALL OPEN. DIFFICULT TO OPEN. STARTED APU AND DOOR WASN'T AS DIFFICULT BUT STILL REQUIRED SMALL PUSH TO OPEN FROM INSIDE. REMOVED AND REPLACED MCD LIFT MOTOR WITH INSPECTED UNIT IAW CE 680A AMM 52-15-05. POST OPS CHECKS GOOD AT THIS TIME

Part: UNKNOWN — UNKNOWN (UNKNOWN) · airframe 4,313 hrs · 2,789 cycles

AFTER TAKEOFF, THE NOSE GEAR DID NOT RETRACT. NOSE FEAR RETRACTED AFTER 2D ATTEMPT. UPON LANDING, NOSE GEAR WHEEL WELL WAS INSPECTED AND EVERYTHING LOOKED NORMAL. THE NOSE WOW SWITCH WAS REPLACE. WE PERFORMED 10 LANDING GEAR SWINGS WITH HYDRAULIC MULE WITH NO DEFECTS NOTE IAW CE-680AS AMM 32-00-00 OPS CHECKED AND LEAK CHECKED. SERVICE HYDRAULICS IAW CE-680AS AMM 12-10-30.

Part: FAIRING — CRACKED (ZONE 300) · airframe 4,023 hrs · 2,602 cycles

LH WIPER FARING CRACK. ACCOMPLISHED TEXTRON AVIATION REPAIR LETTER DQ38608M1 DATED MARCH 14, 2023 "680A-0179 LH WIPER FARING CRACK. "

Part: SKIN — UNKNOWN (ZONE 200) · airframe 4,023 hrs · 2,602 cycles

STINGER SKIN OVERSIZED HOLES. ACCOMPLISHED TEXTRON AVIATION REPAIR LETTER DQ38629M1 DATED MARCH 14, 2023 "680A-0179 STINGER SKIN OVERSIZED HOLE"

Part: NONE — NONE · airframe 3,992 hrs · 2,582 cycles

EMERGENCY LIGHTS BATTERY: EMERGENCY EXIT LIGHT AT MAIN CABIN DOOR STAYS ON. APPEARS G SWITCH WAS TRIPPED.//CORRECTIVE ACTION// RESET THE #1 EMERGENCY LIGHT INTERNAL SWITCH REF CE680A AMM-35-50-00. OPS CHECK GOOD

Part: UNKNOWN — UNKNOWN · airframe 3,930 hrs · 2,548 cycles

CABIN EMERG LIGHT: WITH THE EMER LIGHT SWITCH IN THE OFF POSITION, THE EXIT LIGHT AND THE TWO EXITS SIGNS AROUND THE MAIN CABIN DOOR, AS WELL AS THE LIGHT UNDER SEAT 10 ARE STILL ILLUMINATED.// SIGNOFF// ARRIVED AT AIRCRAFT AND CONFIRMED DISCREPANCY, GAINED ACCESS TO AND RESET NO.1 EMERGENCY LIGHTING G-SWITCH IN CENTER PEDESTAL. LIGHTS EXTINGUISHED. PERFORMED TOP CHARGE OF EMERGENCY LIGHTING BATTERY'S AND VERIFIED BATTERY DISCHARGE TIME. PERFORMED ADDITIONAL EMERGENCY LIGHTING BATTERY PACK TOP CHARGE. OPS CHECK GOOD . ALL ACCESS CLOSED, WORK PERRORMED IAW CE680A AMM 33-50-00

Part: BATTERY PACK — DEFECTIVE (EMERGENCY LIGHTS) · airframe 3,774 hrs · 2,462 cycles

EMERG EXIT SIGN/LIGHT: ZONE 1 EMER LIGHTS REMAIN ON AFTER SWITCHED OFF. REMOVED AND REPLACED THE #1 FWD EMERGENCY LIGHT BATTERY PACK. RESET THE FWD EMERGENCY LIGHT INERTIA SWITCH. OPS CHECKED SATISFACTORY. REPLACEMENT CONDUCTED IAW MM 33-50-06 AND 33-50-00. ORIG SUBMISSION DATE: 12/23/2022

Part: NONE — NONE · airframe 3,586 hrs · 2,328 cycles

CORROSION ON THRUST REVERSER ATTACH FLANGE. NORDAM FIELD ENGINEERING DISPOSITION LETTER DOCUMENT NUMBER NTRSD-22TP-282 DATED OCTOBER 21, 2022. THRUST REVERSER CAN RETURN TO REGULAR OPERATIONS FOR 12 MONTHS FROM DATE OF DISPOSITION. AT THAT TIME IF NOT ACCOMPLISHED SOONER THE TR MUST BE REMOVED AND THE FLANGE REPLACED PER REPAIR #5 IN THE COMPONENT MAINTENANCE MANUAL.

Part: NONE — NONE · airframe 3,586 hrs · 2,328 cycles

CORROSION ON THRUST REVERSER ATTACH FLANGE. NORDAM FIELD ENGINEERING DISPOSITION LETTER DOCUMENT NUMBER NTRSD-22TP-283 DATED OCTOBER 21, 2022. THRUST REVERSER CAN RETURN TO REGULAR OPERATIONS FOR 12 MONTHS FROM DATE OF DISPOSITION. AT THAT TIME IF NOT ACCOMPLISHED SOONER THE TR MUST BE REMOVED AND THE FLANGE REPLACED PER REPAIR #5 IN THE COMPONENT MAINTENANCE MANUAL.

Part: NONE — NONE · airframe 3,508 hrs · 2,287 cycles

EMERG LIGHT SWITCH: WITH BATTERIES CONNNECTED AND BATT SWITCHES OFF, EMER LIGHTS WERE NOT OPERATIONAL WITH THE EMER LTS SWITCH IN THE ARM POSITION. // SIGNOFF// ARRIVED AT AIRCRAFT & VERIFIED CREW DISCREPANCY. PERFORMED BATTERY CHARGING PROCEDURE IAW TC-FLT-33-1001, DURING THE CHARGING PROCEDURE THE FWD LIGHTS ILLUMINATED, INDICATING THE G SWITCH WAS TRIPPED. GAINED ACCESS TO THE G SWITCH & RESET AS REQUIRED & CONTINUED WITH THE CHARGING PROCEDURE. PERFORMED THE DISCHARGE PROCEDURE PER THE TASK CARD & ALL BATTERY PACKS PASSED THE TEST & ARE AIRWORTHY PER CMM 33-50-03. PERFORMED THE POST TEST CHARGING PROCEDURE EMERGENCY LIGHTS CHECK GOOD IAW CE-680A MM 33-50-00.

Part: PUSHROD — DEFECTIVE · airframe 3,242 hrs · 2,110 cycles

MAIN DOOR HANDLE: MAIN CABIN DOOR HANDLE WILL NOT MOVE AFTER MOTOR CLOSES DOOR. DOOR STUCK IN OPEN POSITION.//CORRECTIVE ACTION//REMOVED AND REPLACED PUSHROD. DOOR RIG COMPLIED WITH IAW AMM 52-10-00 DOOR + HANDLE NOW OPERATE SMOOTHLY.

Part: PIN — BINDING · airframe 3,211 hrs · 2,088 cycles

MAIN DOOR: DOOR HANDLE CANNOT BE CLOSED. THE MIDDLE FORWARD LOCKING PIN IS NOT ALIGNED WITH THE GUIDE HOLE. REPEAT WRITE-UP. // SIGNOFF// CABIN DOOR LATCH/LOCK SYSTEM ADJUSTED IAW 680A MM REV.12 CHAPTER 52-10-04

Part: PIN — OUT OF ALIGNMENT (MAIN DOOR) · airframe 3,197 hrs · 2,077 cycles

MAIN DOOR: DOOR HANDLE CANNOT BE CLOSED. THE MIDDLE FORWARD LOCKING PIN IS NOT ALIGNED WITH THE GUIDE HOLE. DOOR OPERATING MECHANISM ADJUSTED AND TESTED IAW AMM 52-10-00

Part: NONE — NONE · airframe 3,033 hrs · 1,974 cycles

MAIN DOOR: MAIN CABIN DOOR WILL NOT LATCH. HANDLE STUCK IN THE OPEN POSITION // SIGNOFF// REMOVED TRIM AND STAIRS FROM THE MAIN ENTRANCE DOOR TO GAIN ACCESS TO THE LATCHING MECHANISMS. FOUND ONE OF THE MED LOCKING PINS NOT SLIDING SMOOTHLY. FREE'D THIS DOOR PIN AND APPLIED LUBRICANT. PERFORMED OPERATIONAL CHECK OF THE MED AND ALL OPERATION IS NORMAL AT THIS TIME. DOOR OPENS AND CLOSES NORMALLY. REINSTALLED THE STAIRS AND TRIM. ALL WORK WAS PERFORMED IAW CE-680A AMM CHAPTER 52-10-00. NO FURTHER ACTION REQUIRED.

Part: APU — DAMAGED (APU) · airframe 2,733 hrs · 1,808 cycles

COCKPIT SMOKE: AFTER SHUTDOWN AND APU AIR APPLIED COCKPIT AND CABIN FILLED WITH SMOKE // SIGNOFF// REPLACED APU WITH RENTAL APU IN ACCORDANCE WITH 680A MM CH 49-10-00. LEAK AND OPS CHECKS GOOD. REPLACED HEPA FILTER WITH NEW IN ACCORDANCE WITH 680A MM CH. 21-70-10 COMPLIED WITH NETJETS ENVIROMENTAL CONTROL SYSTEM BLEED AND TRIM BURN OUT PROCEDURES IAW NETJETS AVIATION TC-680A-21 181006MR1 DATED 10-16-2018

Part: DOOR — BINDING (MAIN) · airframe 2,256 hrs · 1,495 cycles

MAIN DOOR: WHEN ATTEMPTING TO CLOSE THE MAIN CABIN DOOR, THE LIFT BUTTON INSIDE THE ACFT WAS PUSHED AND HELD UNTIL THE DOOR CLOSED TIGHT INTO FUSELAGE; HOWEVER, WHEN THE DOOR LOCKING HANDLE WAS PUSHED DOWN TO LOCK THE DOOR THE HANDLE WOULDN'T MOVE. THE DOOR THEN SLOWLY FELL TO THE FULL OPEN POSITION. WHEN IT WAS FULL OPEN, THE HANDLE WOULD NOT MOVE UP OR DOWN AT ALL. ALL DOOR LOCKING PINS ARE IN THE FULL RETRACTED POSITION. CREW PERFORMED THE DOOR RESET PROCEDURE PER CESSNA EMER PROCEDURES CHECKLIST (AMBER N-1) BUT THE PROCEDURE DID NOT REMEDY THE MALFUNCTION. PER AMCC REQUEST, WE COMPLETELY POWERED THE AIRCRAFT DOWN, TO INCLUDE DISCONNECTING BOTH BATTERIES FOR APPROX 1 MINUTE. AFTER THE POWER DOWN WE MADE A SECOND ATTEMPT TO OPERATE THE MAIN CABIN DOOR BUT HAD THE SAME RESULT.

Part: TRIM SYSTEM — OUT OF RIG (HORIZONTAL STAB) · airframe 1,713 hrs · 1,149 cycles

EXCESSIVE BACK PRESSURE NEEDED FOR ROTATION. THE HORIZONTAL STAB INDICATIONS SEEMS TO NOT MATCH COCKPIT INDICATIONS. ALL OTHER FLIGHT CONDITIONS ARE NORMAL AND FREE OF MOVEMENT. NORMAL TAKE OFF POSITION CALCULATED AND EXCESSIVE FORCE NEEDED FOR ROTATION. VERIFIED THAT HORIZ STAB IS OVER SHOOTING ND (LEADING EDGE UP) AND UNDERSHOOTING NU (LEADING EDGE DOWN). CONTACTED TEAM LATITUDE AND VERIFIED THAT THE HORIZ STAB ACTUATOR REQUIRES A COMPLETE RIG CHECK/RE-RIG. GAINED ACCESS TO STAB CONTROL ACTUATOR. PERFORMED AND COMPLIED WITH FULL SYSTEM PITCH TRIM RIGGING, IAW 680 A MM 27-40-05. PERFORMED AND COMPLIED WITH STAB TRIM POINTER RIGGING, IAW 680A MM 27-40-00. CLOSED ACCESS AND PERFORMED TRAVEL CHECKS ADJUSTMENT TESTS. ALL CHECKED SATISFACTORILY, IAW 680A MM 27-40-05.

Part: DOOR — BINDING (MAIN PAX) · airframe 1,551 hrs · 1,048 cycles

WHEN OPENING THE MAIN CABIN DOOR THE DOOR TEMPORARILY HANGS UP BEFORE FALLING TO THE FULL OPEN POSITION. SEEMS TO BE RUBBING ON THE BLACK GUILD BLOCK ON THE INSIDE OF THE DOOR FRAME. SIGN OFF. GAINED ACCESS AND WAS ABLE TO DUPLICATE ISSUE. ADJUSTED THE FWD MED RUBBER BLOCK AS REQUIRED, IAW CE-680A AMM 52-10-00. OPERATIONAL CHECKS WERE SATISFACTORY. NO OTHER DEFECTS NOTED.

Part: PIN — BINDING (PAX DOOR) · airframe 1,465 hrs · 987 cycles

AFTER CLOSING THE MAIN CABIN DOOR THE DOOR LATCHING HANDLE WILL NOT MOVE TO THE CLOSED POSITION. RAN THE QRH WHILE PUSHING THE DOOL LIFT CANCEL BUTTON, WE NEVER GOT THE CHECK HANDLE/PUSH TO OVERRIDE LIGHT TO FLASH. PERFORMED ONE POWER UP ANOMALIES CHECK LIST AND THAT DIDN'T WORK EITHER. SIGN-OFF. DETERMINED THAT THE TOP FORWARD LATCHING PIN WAS JAMMED DUE TO LACK OF LUBRICATION. LUBED LATCH PIN AND CYCLED DOOR 20 TIMES WITH NO DEFECTS NOTED. REASSEMBLED DOOR AND C/W DOOR RESET PROCEDURES, 3-510-29 IAW CE 680A MM 52-10-00.

Part: MOTOR — FAILED (BRAKE SYS) · airframe 11,998 hrs · 9,486 cycles

MAIN BRAKE SYS FAILED WITH LOW BRAKE PRESSURE & ANTI-SKID INOPERATIVE LIGHTS ON LANDING. POWERED ACFT UP, AND RAN THE BRAKE SYSTEM SEVERAL TIMES AND COULD NOT FIND ANY DISCREPANCIES. INSPECTED THE WIRING FROM THE MOTOR, PRESSURE SWITCHES, AND THE RELAY COULD NOT FIND ANY DISCREPANCIES. THERE WERE NO BRAKE FAULTS ON THE SKID CONTROL FAULT DISPLAY UNIT. TWICE WHEN THE PUMP WAS RUNNING IT LAGGED DURING THE START UP PHASE BUT RAN FINE. SUSPECT POSSIBLE RELAY. REMOVED AND REPLACED THE BRAKE MOTOR. REMOVED AND REPLACED THE BRAKE RELAY. FUNCTIONAL CHECK OKAY, BRAKE BLEEDS OKAY.

Part: FITTING — CRACKED (HORIZ STAB) · airframe 11,687 hrs · 9,247 cycles

FOUND 2 HORIZONTAL STAB PIVOT FITTING ASSEMBLY CRACKED PN 6631102-15 DURING OUR INSPECTION. MECHANICS NEED TO PAY CLOSE ATTENTION TO THIS AREA WHILE DOING INSPECTIONS ON THE HORIZONTAL & VERTICAL TAIL AREA.

Part: FITTING — CRACKED (HORIZONTAL STAB) · airframe 11,687 hrs · 9,247 cycles

FOUND A CRACKED HORIZONTAL STAB PIVOT BOLT FITTING ASSY. WHICH WAS POSSIBLY CAUSED BY IMPROPER INSTALLATION OF THE LOWER SUPPORT CLIP. UPON REMOVING THE LOWER SUPPORT TEE CLIP WE NOTICED THE HOLES WERE ELONGATED A LITTLE SO WE REQUESTED FROM MFG STRUCTURES ENGINEERING TO UPSIZING THE ORIGINAL BLUE PRINT FASTENERS FROM HL18PB5-XX TO HL18PB6-XX WHICH TOOK CARE OF THE ISSUE WE FOUND. INSTALLED NEW HORIZONTAL PIVOT BOLT FITTING, PN 6631102-15 AND NEW LOWER CLIP ASSEMBLY, PN'S 6631202-8 AND 6631202-7.

Part: WIRE — CHAFED · airframe 11,340 hrs · 8,964 cycles

DURING ROUTINE COCKPIT INSPECTION WITH MAIN BATTERY ON, AILERON TRIM BOUND DURING CHECK, AUTOPILOT SERVO CIRCUIT BREAKER TRIPPED & SMOKE WAS DETECTED. TRIM KNOB WAS ROLLED TO RT THEN BOUND & STUCK 2/3 OF THE WAY. TRIM KNOB WAS THEN ROLLED LT PAST NEUTRAL, BOUND AT 1/4 OF THE WAY. AT THAT POINT ALL CTR PEDESTAL LIGHTING & SFD ILLUMINATED BEYOND FULL BRIGHT, DAY & NIGHT SWITCH OFF, THEN WENT DARK THEN SMOKE WAS DETECTED, AND CIRCUIT BREAKER TRIPPED. TROUBLESHOT & FOUND AUTOPILOT CONTROLLER WIRES INTERFERING WITH AILERON TRIM CENTRAL ROD IN PEDESTAL. BACK LIGHTING WIRES FOR AUTOPILOT CONTROLLER WERE WRAPPED AROUND TRIM ROD & BRAKE CAUSING SMELL. REPAIRED WIRES & SECURED WIRE BUNDLE TO PREVENT FURTHER INTERFERENCE. BACK LIGHTING & AUTOPILOT OPS CHECKS WERE SATISFACTORY. AILERON TRIM CHECKED SATISFACTORY WORK DONE IAW WD 20-10-03.

Part: TIRE — FAILED (MLG) · airframe 9,913 hrs · 7,819 cycles

RT MAIN TIRE TREAD SEPARATED FROM TIRE ON LANDING ROLLOUT. R & R RT MLG WHEEL & TIRE ASSY IAW MM 32-41-02.

Part: CONTROL HANDLE — MALFUNCTIONED (MLG) · airframe 9,612 hrs · 7,590 cycles

GEAR WOULD NOT RETRACK WHEN GEAR HANDLE WAS PULLED UP, HAD ALL 3 GREEN INDICATORS, GROUND CONFIRMED GEAR WERE WAS DOWN AND EMERGENCY WAS NOT DECLARED. HANDLE WAS PLACED DOWN TO MATCH CONDITION. PERFORMED GEAR SWING SEVERAL TIMES. DUPLICATED SQK ONCE MOVING GEAR HANDLE SLOWLY. WIGGLED HANDLE GEAR WENT OP FOUND GEAR HANDLE BEING INTERMITTENT, HANDLE NEEDS REPLACED. REMOVED FAULTY LANDING GEAR CONTROL UNIT/HANDLE AND INSTALLED A REPAIRED UNIT. PERFORMED OPS CHECK, OPS CHECK GOOD. SWUNG GEAR SEVERAL TIMES, NO FAULTS FOUND. WORK DONE IAW MM 32-30-01.

Part: TRIM SYSTEM — FROZEN (ELEVATORS) · airframe 9,422 hrs · 7,446 cycles

ELEVATOR TRIM STUCK. FROZE UP INFLIGHT. IT WOULD NOT OPERATE ELECTRICALLY OR MANUALLY. IT COULD NOT BE MOVED ANY AT ALL MANUALLY. IT CREATED POSITIVE FORWARD FORCE ON THE CONTROLLS INFLIGHT. ONCE ON THE GROUND IT STARTED TO WORK AGAIN. PERFORMED ELEVATOR TRIM TAB ELECTRICAL AND MANUAL TRAVEL CHECK WITH NO DEFECTS NOTED.

Part: ANGLE — CRACKED (APU COWL) · airframe 9,412 hrs

DURING A SCHEDULED MX CHECK, ANGLE WAS FOUND CRACKED THROUGH THE FREE FLOATING LEG INTO THE ANGLE RADIUS, THIS CRACK WAS 4.2 INCHES FROM THE END OF THE PART. THE ANGLE WAS REPLACED WITH A NEW PART.

Part: AHRS — MALFUNCTIONED (LEFT) · airframe 9,254 hrs · 7,285 cycles

LEFT PFD: "HEADING FAILURE - SINGLE" AT ALTITUDE. R & R LT AHRS COMPUTER. OPS CHECKED GOOD. WORK DONE IAW MM 34-21-01.

Part: WIRE HARNESS — FAULTY (ENGINE T1) · airframe 8,403 hrs · 6,588 cycles

LEFT ENGINE ITT SPIKED TO 800° IN FLIGHT. TRIED TO CONTROL TEMP WITH THROTTLE, BUT WHEN WE DESCENDED TO 5000', ITT EXCEEDED 760°. SHUTDOWN ENGINE, BUT ITT NEVER DROPPED BELOW 500° - EVEN WHEN ON GROUND. FOUND T1 SENSOR HARNESS OUT OF LIMITS AND ERRATIC. INSTALLED NEW T1 HARNESS ASSY. AND THERMOCOUPLE HOUSING IAW MM 77-20-01. PERFORMED 5PT PERFORMANCE RUN IAW MM 71-00-00. NO DEFECTS NOTED. OPS CHECK GOOD.

Part: BULB — INOPERATIVE (MLG INDICATOR) · airframe 8,336 hrs · 6,528 cycles

AFTER LANDING GEAR EXTENSION, GREEN NLG LIGHTS FAILED TO ILLUMINATE. COMPLIED WITH THE LANDING GEAR WILL NOT EXTEND CHECKLIST. LANDING WAS NORMAL. AFTER LANDING, BULBS DID NOT ILLUMINATE ON ROTARY TEST. R & R BOTH NLG DOWN & LOCK LIGHT BULBS. JACKED ACFT, CYCLED LANDING GEAR AND BLED SYS, SERVICED GEAR & BRAKE BOTTLE WITH NITROGEN. ALL OPS CHECKS GOOD. WORK DONE IAW MM 33-10-01 AND 32-01-00.

Part: EEC — MALFUNCTIONED (RT ENGINE) · airframe 8,332 hrs · 6,525 cycles

CLIMBING THROUGH FL280 HAD PARTIAL LOSS OF POWER ON THE RT ENGINE, POWER LEVERS IN CLIMB. MAX POWER WAS 64.5 % WITH FUEL FLOW OF 360. LT ENG APPROX 85 % & FUEL FLOW AROUND 800. DESCENDING THROUGH FL250 ENG POWER RETURNED TO NORMAL. R & R RT ENG EEC IAW MM 73-20-03. R & R RT ENG FCU IAW MM 73-20-01. PERFORMED REQUIRED CHECKS IAW MM 71-00-00, CHECKS IN LIMITS. FOUND CONTAMINATION, RT FUEL FILTER & FUEL LINES.

Part: BLEED VALVE — INOPERATIVE (RT ENGINE) · airframe 7,984 hrs · 6,274 cycles

RT ENGINE FAILED TO ATTAIN T/O N1 POWER. AFTER MULIPLE ATTEMTS AND AN A/C "RESET" THE BEST N1 ATTITUDE WAS 68%, N1 WITH 100% N2 INDICATED. ON FINAL ATTEMT A COMPRESSOR STALL OCCURRED. REPLACED COMPRESSOR BLEED VALVE. SERVO VALVE/TORQUE MOTOR. INSTALLED SECONDARY ORIFICE P/N 30J1296CL40 ACCOMPLISHED ENGINE POWER RUN IN AUTO AND MANUAL MODE PER AIRCRAFT FLIGHT MANUAL AND FOUND SATISFACTORY. ALL WORK DONE IAW ENGINE MM 72-00-00 AND 71-00-00 AND 75-30-01.

Part: ACM — SMOKE · airframe 7,644 hrs · 5,976 cycles

WHEN APU BLEED AIR IS SELECTED CABIN AND COCKPIT AREA BEGINS TO FILL WITH BLUE SMOKE. REMOVED ACM DUCTING & SEALS, R&R ACM. BEGAN INSTALLATION OF OVERHAULED ACM COMPLETED INSTALLED DUCTING, AND NEW SEALS. TORQUED AND/OR SAFETIED CLAMPS. INSTALLED APU ACCESS PANEL. RAN APU AND OPERATIONALLY CHECKED THE ENVIRONMENTAL CONTROL TEST. OPERATIONAL CHECK GOOD IAW MM 21-51-00.

Part: OIL SYSTEM — LEAKING (APU) · airframe 7,641 hrs · 5,973 cycles

BORESCOPED EXHAUST AND INLET OF APU. FOUND OIL IN INLET. REMOVED AND REPLACED APU AND ECU IAW MM CH 49-10-00 LEAK AND FUNCTIONAL CHECKED GOOD.

Part: ECU — LEAKING (APU) · airframe 7,641 hrs · 5,973 cycles

AFTER TURNING ON APU BLEED AIR, EXCESSIVE FUMES AND ODOR ENTERED THE CABIN. REMOVED AND REPLACED APU AND ECU IAW MM CH 49-10-00 LEAK AND FUNCTIONAL CHECKED GOOD.

Part: ELEVATOR SYSTEM — STIFF · airframe 7,494 hrs · 5,866 cycles

ELEVATOR CONTROL FEELS STIFF.

Part: CONTROL CABLE — LOOSE (ELEVATOR) · airframe 7,494 hrs · 5,866 cycles

DURING CLIMB THROUGH 12,000 FT AT 200 KIAS, AUTO PILOT OFF, ELEVATOR CONTROL FELT STIFF FROM LT SEAT. AN ABNORMAL BUMP COULD BE FELT WHEN MOVING YOKE FORE AND AFT. ADDITIONALLY, A GRINDING SENSATION OR VIBRATION COULD BE FELT THROUGH THE FLOOR. ALL 3 SYMPTOMS WERE PERCEPTABLE FROM BOTH THE LT AND RT PILOT SEAT. A GRINDING NOISE COULD BE HEARD FROM THE RT SEAT WHILE MOVING THE YOKE FORE AND AFT. AIRSPEED WAS MAINTAINED BTW 200-230 KIAS FROM 12,000 35,000 AS WELL AS DURING DESCENT. SYMPTOMS SEEMED TO BE MORE NOTICABLE AT HIGHER ALTITUDES AND LESS NOTICABLE AT LOWER ALTITUDES. SYMPTOMS NOT PERCEPTABLE ON THE GOUND. INSPECTED THE ELEVATOR FUSELAGE CABLES AND FOUND ONE ELEVATOR CABLE TENSION LOW. ADJUSTED CABLE TENSIONS IAW MM CH 27-31-00. INSPECTED HORIZONTAL STABILIZER AND FOUND STABILIZER PIVOT FITTINGS IN NEED OF LUBRICATION. LUBRICATED STABILIZER PIVOT POINTS AND RETORQUED AND LUBED THE STABILIZER AFT MOUNT BOLTS. PERFORMED ELEVATOR TRAVEL CHECKS AND ELEVATOR TRIM TRAVEL CHECKS. TRAVEL CHECKS GOOD. WORK DONE IAW MM CH 27-31-00. LUBRICATION DONE IAW MM CH 12-21-01.

Part: ACTUATOR — INOPERATIVE (MLG) · airframe 7,421 hrs · 5,814 cycles

GEAR UNLOCK HYD PRESS AND STAB MISCOMPARE LTS ALL REMAINED ILLUMINATED AFTER GEAR AND FLAP RETRACTION. ALL LIGHTS REMAINED ILLUMINATED UNTIL GEAR / FLAPS WERE PUT BACK DOWN. REMOVED AND REPLACED LT MLG ACTUATOR WITH RENTAL UNIT IAW CUSTOMER REQUEST. WORK DONE IAW MM 32-30-04. OPS AND LEAK CHECK GOOD.

Part: WARNING SYSTEM — ACTIVATED (COCKPIT) · airframe 7,421 hrs · 5,814 cycles

GEAR UNLOCK HYD PRESS REMAINED ILLUMINATED AFTER GEAR AND FLAP RETRACTION.

Part: RELIEF VALVE — FAULTED (HYD SYSTEM) · airframe 7,383 hrs · 5,784 cycles

GEAR "UNLOCK" LIGHT, "HYD PRES" LIGHT, AND "STAB MISCOMPARE" LIGHT ALL ILLUMINATED AFTER TAKEOFF. THEY REMAINED ILLUMINATED WHILE RUNNING THE CHECKLIST AND DID NOT EXTINGUISH UNTIL THE GEAR WAS EXTENDED. REPEAT WRITEUP. REMOVED FAULTY HYD RELIEF VALVE. INSTALLED OVERHAULED UNIT BY PNEUDRAULICS. LEAK AND OPS CHECK GOOD IAW MM 29-11-06.

Part: BRAKE ASSY — MALFUNCTIONED (RIGHT) · airframe 6,664 hrs · 5,215 cycles

THE TOE BRAKES ON RT PEDAL GOES TO THE FLOOR. PERFORMED BRAKE BLEED IAW AMM 32-42-01. OPS CHECK GOOD.

Part: DUCT — SEPARATED (HOT AIR) · airframe 5,763 hrs · 4,512 cycles

WHILE ACCELERATING IN CRUISE FLIGHT FL280 HEARD A THUMP SOUND ACCOMPANIED BY AN INCREASED SLIP STREAM NOISE AND A SLIGHT VIBRATION ON THE CONTROL YOKE. DECREASED AIR SPEED AND VIBRATION LESSENED. PERFORMED VISUAL INSPECTION OF EXTERIOR OF AIRCRAFT TO INCLUDE ALL FLIGHT CONTROL SURFACES, WINGS, PANELS DOORS, AND GEAR. JACKED A/C AND PERFORMED GEAR SWINGS. INSPECTED GEAR DOOR IN RETRACTED POSITION INSPECTED ENGINE FOR DAMAGE INSPECTED COALESCER FOR EVIDENCE OF EXCESSIVE MOISTURE AND LINE FOR OBSTRUCTION NO DEFECTS NOTED. PERFORMED GROUND RUN OF ENGINES. HEARD RUMBLING SOUND AT RT SIDE OF COCKPIT. REMOVED SIDE PANEL FOUND HOT AIR DUCT SEPARATED AT FOOTWARMER COUPLING, REINSTALLED AND SECURED DUCT. INSTALLED SIDE

Part: ACM — SEIZED (ACM BAY) · airframe 4,637 hrs · 3,634 cycles

APU RUNNING ON THE GROUND WITH BLEED AIR ON. SMOKE IN CABIN AND COCKPIT SHUTDOWN BLEED AIR AND APU REMOVED BATTERY POWER FROM AIRCRAFT. ACM WAS FOUND SEIZED UP, INSTALLED REPAIRED ACM PACK IAW 560XL M/M 21-51-00.

Part: CONTROL CABLE — CHAFED (AILERONS) · airframe 2,861 hrs · 2,244 cycles

PERFORMED AILERON WING CABLE INSPECTION PER CESSNA ASL560XL-27-12, FOUND CABLES CHAFED/BROKEN BEYOND MANUFACTURER'S LIMITS. REMOVED AND REPLACED LEFT AND RIGHT WING AILERON CABLES IAW CESSNA 560XL MM CHAPTER 27-10-03.

Part: RELAY — INOPERATIVE (ANTI SKID) · airframe 2,392 hrs · 1,860 cycles

LOST BRAKES ON LANDING ROLLOUT. USED EMERGENCY BRAKES TO STOP ACFT. POWER BRAKES AND ANTI SKID ANNUNCIATORS DID COME ON WHEN ACFT LOST BRAKES. POST FLIGHT REVEALED A PUDDLE OF FLUID ON THE GROUND AND ON THE NOSE GEAR, UNDER THE NOSE OF THE ACFT. TROUBLESHOT TO SKID CONTROL RELAY. REPLACED WITH NEW PER CESSNA 560XL M/M CHAPTER 32-42-08. SYSTEM OPERATIONAL CHECKED GOOD.