N675QS
Operators of this aircraft
Who operated this tail, and how firmly we know it.
| Operator | Role | Period | Basis |
|---|---|---|---|
| NETJETS AVIATION, INC. (DXTA) | Certificate holder | — | Matched by certificate designator |
Accident & incident history
No NTSB accidents or incidents on file for this aircraft.
Maintenance disclosures
MAIN CABIN DOOR HANDLE DIFFICULT TO FULLY ENGAGE IN LOCKED POSITION WHEN CLOSING DOOR FROM EITHER INSIDE OR OUTSIDE. HANDLE TRAVELS FREELY WHEN DOOR IS OPEN. OPERATED DOOR/DOOR HANDLE MULTIPLE TIMES FROM BOTH INSIDE AND OUTSIDE WITH DOOR IN THE OPEN AND CLOSED POSITIONS. DOOR/DOOR HANDLE OPERATES NORMALLY. CLEANED AND LUBRICATED DOOR PINS AND OPERATED DOOR/DOOR HANDLE AGAIN WITH NO DEFECTS NOTED AT THIS TIME. REF AMM 12-20-40.
ON CLIMB OUT FULL NOSE DOWN TRIM REQUIRED. AUTOPILOT KICKED OFF. DECISION MADE TO SLOW THE AIRCRAFT BELOW 200 KTS TO MAINTAIN CONTROL AND LESSEN CONTROL INPUTS. LANDED AIRCRAFT UNDER MAX WEIGHT. CORRECTIVE ACTION: DURING ARES DOWNLOAD ANALYSTS DISCOVERED THE GIA#1 FAILED ANDGENERATED ALL ASSOCIATED REMOVED SUSPECT BAD GIA#1 P/N 011-01105-40 SN 2DC004501 AND INSTALLED CUSTOMER SUPPLIED REPAIRED GIA#1 P/N 011-01105-40 SN 2DC003686. CONFIGURED NEW GIA WITH A2 GIA SOFTWAREVERSION. ALL OPERATIONAL TESTS GOOD. CAS MESSAGES NO LONGER DISPLAYED. REF CE-680A AMM 42-10-15, 31-40-05
FLAP FAIL AND CAS MESSAGE APPEARED FOR EVERY FLAP SETTING SELECTED. RESET REQUIRED AND QRH RUN FOR EACH FAILURE (FLAPS 1, FLAPS 2, FLAPS FULL SELECTIONS). CORRECTIVE ACTION: DURING ARES DOWNLOAD ANALYSTS DISCOVERED THE GIA#1 FAILED ANDGENERATED ALL ASSOCIATED REMOVED SUSPECT BAD GIA#1 P/N 011-01105-40 SN 2DC004501 AND INSTALLED CUSTOMER SUPPLIED REPAIRED GIA#1 P/N 011-01105-40 SN 2DC003686. CONFIGURED NEW GIA WITH A2 GIA SOFTWAREVERSION. ALL OPERATIONAL TESTS GOOD. CAS MESSAGES NO LONGER DISPLAYED. REF CE-680A AMM 42-10-15, 31-40-05
WITH THE APU ON & BLEED AIR SELECTED ON, SMELL AN ELECTRICAL BURNING. TRACKED ODOR BACK TO LT SIDE OVERHEAD HEAT DUCT. WHEN TOUCHED, METAL TRACK WHERE THE HEATER DUCT IS THAT HOUSES AN OVERHEAD LIGHT STRIP, TOO HOT TO TOUCH & HAS A BURNING ODOR. HEAT IS TRANSFERRING TO ROOF LINER. ODOR IS MORE ELECTRICAL. RT SIDE OVERHEAD HEAT DUCT IS SLIGHTLY HIGHER THAN ROOM TEMP & NO ODOR. RAN APU FOR OVER AN HR W/LIGHTS & HEAT ON, NO ODORL. PULLED BOTH C/BS, OVERHEAD FLOOD LIGHT PANEL & ALL 3 SCREENS. NO ODOR SMELL. APU RUNNING ALSO WENT BACK INTO THE TAIL E BAY, NO ODOR . RAN APU & INSP COCKPIT FOR ANY ODOR. NO ODOR NOTED. MCC OK TO PROCEED WITH RELEASING AIRCRAFT.
AFTER REMOVAL OF NLG ACTUATOR FOUND CORROSION ON THE AFT FITTING ASSEMBLY. REMOVED CORRODED NLG ACTUATOR FITTING AND REPLACED WITH NEW CUSTOMER SUPPLIED NLG FITTING IAW TEXTRON STANDARD REPAIR SR-680A-ATA53-33739 REV. A STANDARD REPAIR - NLG ACTUATOR FITTING REPLACEMENT.
FOUND 43 AREAS OF CORROSION UNDER AFT BELLY PANEL 316CBC. MECHANICALLY REMOVED CORROSION WHERE 36 NUTPLATES WERE REMOVED AND 4 ADDITIONAL AREAS IN BAY 316CBC IAW SRM 51-70-03. FOUND CORROSION BLENDS TO BE BEYOND LIMITS IAW SRM 51-70-03 EXCEEDING .002" OF MATERIAL REMOVED FROM NOMINAL THICKNESS. REPAIRED CORROSION BLENDS IAW AQRD RFTS-115214 REV.0, TITLE: N675QS (680A-0212) AFT BELLY FAIRING PANEL 316CBC SUPPORT CORROSION.
REPAIRED LEVEL 2 CORROSION ON LH AND RH NLG TUNNEL SKINS PER AQRD ERO-986034 REV.IR, TITLED "N675QS NLG TUNNEL CORROSION" DATED 28OCT25. SUPPORTED BY FAA FORM 8110-3 DATED 10/28/2025.
MAIN DOOR: TO OPEN MAIN CABIN DOOR A PUSH IS REQUIRED FROM THE INSIDE TO GET THE DOOR TO OPEN. CORRECTIVE ACTION: ACCOMPLISHED FF-1 INFORMATION RECEIVED FROM NETJETS- MED FWD HINGE ADJUSTMENT BUSHING BOLT ARE SEIZED SO THE DOOR CANNOT BE ADJUSTED. REMOVED L/H FWD CLOSET. REMOVED FORWARD HINGE ADJUSTMENT BUSHING. ALSO NOTICED THE FORWARD ADJUSTMENT BOLT SEIZED IN THE BEARING OF THE FORWARD DOOR LUG. REMOVED FORWARD DOOR HINGE BOLT IAW 680A MM 52-10-00. REMOVED FORWARD HINGE AFT ADJUSTMENT BUSHING IAW 680A MM 52-10-00. FOUND 7411328-15 AFT HINGE BUSHINGS NOT SLIDING IN DOOR FRAME, CLEANED AND WORKED BUSHINGS TO SLIDE IN DOOR FRAME FOR ADJUSTMENT IAW 680A MM 52-10-00. CLEANED AND INSTALLED FORWARD HINGE FORWARD AND AFT ADJUSTMENT BUSHINGS IAW 680A MM 52-10-00. INSTALLED FORWARD HINGE BOLT P/N NAS6309-78D, GAURD P/N 7411328-12, BUSHING NAS77-9-048, NUT P/N MS17826-9 I/A/W M/M 52-10-00. ADJUSTED FORWARD HINGE FORWARD AND AFT ADJUSTMENT BUSHINGS AND SAFETIED FORWARD BOLT IAW M/M 52-10-00. DOOR TO FUSELAGE SKIN GAP CHECK GOOD. ADJUSTED CABIN DOOR RUB BLOCKS IAW M/M 52-10-00. VERIFIED. PRESSURIZED AIRCRAFT IAW MM 21-30-00, LEAK CHECK GOOD. VERIFIED PRESSURIZATION INSTALLED LH FWD CLOSET IAW MM 25-20-36. OPENED AND CLOSED CABIN DOOR MULTIPLE TIMES FROM INSIDE AND OUTSIDE, OPS CHECK GOOD IAW 680A MM 52-10-00. VERIFIED CABIN DOOR OPS CHECK
MAIN DOOR: MAIN CABIN DOOR IS VERY HARD TO OPEN FROM THE OUTSIDE OF THE AIRCRAFT. REPEAT WRITE UP. CORRECTIVE ACTION: RIGGED CED LATCH/LOCK SYSTEM IN REF TO CE680A AMM 52-10-04. RIG CHECK GOOD, OPS CHECK OF CED OPENING FROM OUTSIDE GOOD WITH NO BINDING NOTED AT THIS TIME.
MAIN DOOR: WE COULD NOT OPEN THE MAIN ENTRY DOOR FROM OUTSIDE THE AIRCRAFT, THE HANDLE WAS JAMMED, AND WOULD NOT MOVE IN EITHER DIRECTION. WE GAINED ACCESS TO THE AIRCRAFT FROM OUTSIDE THROUGH THE EMERGENCY EXIT. ONCE INSIDE, WITH SOME WIGGLING OF THE MED HANDLE, AND SOME PRESSURE IT SLOWLY FELL OPEN. WE REINSTALLED THE EMERGENCY EXIT DOOR (THE INTERIOR TRIM PIECES ARE IN THE LAV AREA). WE GOT THE MED CLOSED FROM THE OUTSIDE. CORRECTIVE ACTION: GAINED ACCESS ID DOOR LATCHING AND HANDLE MECHANISMS BY REMOVING STEPS, AND INNER MED SKIN. INSPECTED ALL COMPONENTS WHLLE MOVING HANDLE TO LOCK AND UNLOCK POSITION. CONFIRMED MED HANDLE WAS COMING LNLD CONTACT WITH THE PADDLE HANDLE, CAUSING THEM TO JAM AND PREVENT MED HANDLE FROM BEING PULLED OUT TO LOWER THE DOOR. FOUND THAT THE JAM NUT ON ON THE EXTERIOR HANDLE STRIKER BOLT/KEY LOCK BOLT WAS LOOSE, AND THE STRIKER BOLT CAME OUT OF ADJUSBNENT AND WAS ALLOWING THE HANDLE TO REST TOO FAR RECESSED IN THE CLOSED POSITION, AND WAS JAMMING UP AGAINST THE PADDLE HANDLE, LOCKING THE TWO HANDLES TOGETHER. WAS ABLE TO MAKE ADJUSTMENT ON THE EXTERIOR HANDLE STRIKER BOLT/KEY LOCK BOLT, PERFORMED MULTIPLE OPS CHECKS OF OPENING AND CLOSING THE DOOR FROM INSIDE AND OUTSIDE THE AIRCRAFT, INCLUDING VERIFYING THE KEY LOCK WORKS TO LOCK THE DOOR/HANDLE. HANDLES ARE FLUSH WITH THE SKIN IN THE CLOSED POSITION. NO FURTHER DEFECTS NOTED AT THIS TIME, RESTARTED ALL PANELS AND STEPS THAT WERE REMOVED FOR ACCESS. WORK REF. CE680A MM S2-10-04, 52-10÷14.
EXIT SIGN LIGHT IN BACK OF CABIN AND EMER LIGHTS ABOVE AND BELOW THE TOILET ARE INOPERATIVE. // SIGNOFF // DUE TOTHE SATISFACTORTY TASK CARD OPS CHECK FROM SQK NUMBER 3,3 MCC REQUESTED SIGN 'OFF AND RELEASE. OPS CHECK GOOD IAW WITH TC-FLT-33-1001 (CESSNA 680 / 680A / 700 / EMBRAER EMERGENCY LIGHTING POWER SUPPLY BATTERY EXERCISE PROCEDURE.
DC GEN AMPS R AMBER CAS: DURING CRUISE AT FL400, AMBER DC GEN AMP R CAME ON STEADY AND QRH P1 WAS DIRECTED AND FOLLOWED. DIVERSION TO MSY WAS NECESSARY. // SIGNOFF// REMOVED AND REPLACED R/H GENERATOR SHUNT AND R/H GENERATOR CONTACTOR SN: CU-74516 WITH NEW SN: CW-27787, PERFORMED SATISFACTORY OPS CHECK IAW CE-680A AMM 24-60-10. NO OTHER FAULTS AT THIS TIME.
NOSE WHEEL WELL WEB (PN: 7413133-10) IS CRACKED ON LH AND RH SIDES AT FS 75. REPAIRED IAW TEXTRON AVIATION STANDARD REPAIR SR-680A-ATA53-25890 DATED 06/01/2020, STANDARD REPAIR - CRACK DAMAGE, NOSE LANDING GEAR WHEEL WELL (NWW), FRAME, WEB, AND DOUBLERS, FS 75. WITH FAA FORM 8100-9 SUBMITTAL LETTER NO. 20-0804 DATED 06/01/2020.
#2 ENGINE ACCESSORY GEARBOX REAR COVER HAS MULTIPLE AREAS OF CORROSION. ACCOMPLISH TEMPORARY REPAIR AND PROTECTION OF THE AGB COVER FLANGES FROM MINOR CORROSION IAW P&WC 306D1 MM 72-60-01 REV. 17.
RIGHT BRAKE IS WORN MORE THAN THE LEFT BRAKE. RT BRAKE IS GRABBING & CAUSING ACFT TO DART TO THE RIGHT ON TAXI & LANDING ROLL OUT. JACKED ACFT & REMOVED RT BRAKE. INSTALLED AN OVERHAULED BRAKE. COMPLIED WITH EMERGENCY BRAKE CHECK, BRAKE BLEEDS & ANTI-SKID, OPS CHECKED. TAXIED ACFT, FOUND BRAKES TO BE FIRM & EVEN.
AFTER TAKEOFF, EXCESSIVE AMOUNT OF BLEED AIR ALONG WITH A BURNING ODOR. THE ACM OVERHEAT LIGHT ILLUMINATED FOLLOWED BY THE BLEED AIR OVERHEAT LIGHT. MASTER WARNING & MASTER CAUTION BOTH ILLUMINATED. THE THROTTLE WAS REDUCED BELOW CRUISE DETENT & LIGHTS EXTINGUISHED. THE PRESSURIZATION SYS DID NOT WORK THE ENTIRE FLIGHT. REMOVED FAILED RT BI-LEVEL FLOW CONTROL VALVE AND INSTALLED AN OVERHAULED VALVE IAW AMM 21-10-00. OPS CHECKED GOOD. REMOVED FAILED TEMP SWITCH AND INSTALLED A NEW SWITCH IAW AMM 36-11-00. OPS CHECKED GOOD.
CRACK AT FWD DOOR SPRING ON FWD FRAME, PERFORMED EDDY CURRENT INSPECTION OF THE MAIN CABIN DOOR STRUCTURE IAW NDI MANUAL PN 6 20-00-02. VERIFIED EXISTENCE OF CRACK. NDI SERVICES PROVIDED ON W/O B180183. PERFORMED CUTOUT OF DAMADGED AREA. FABRICATED AND MATCH DRILLED FILLER AND DOUBLER, REF ERO-697370, REV A, SRM 53-20-01. FILLER AND DOUBLER REQUIRE INSTALLATION. FABRICATED DOUBLER FROM FWD DOOR FRAME PN 6611354-25.
RUDDER AUTOPILOT SERVO PULLEY BRACKET CRACKED. R & R BRACKET REF SRM 51-40-03. INSTALLED, PN 6661154-2.
RETRACTED GEAR ON DEPARTURE & WE GOT A GEAR UNSAFE RED LIGHT & NOSE WHEEL DOWN & LOCKED GREEN LIGHT. MAIN GEAR RETRACTED NORMALLY. NO OTHER ABNORMAL INDICATIONS. BY THE SOUND & FEEL OF IT, NOSE WHEEL GEAR NEVER UNLOCKED. NORMAL LANDING WITH THREE GREEN & NO RED LIGHT. JACKED ACFT & CYCLED GEAR APPROXIMATELY 25 CYCLES. ALL OPERATION & INDICATIONS ARE NORMAL. CHECKED THE NOSE STRUT EXTENSION LENGTH & IT IS WITHIN SPECIFICATION OF LESS THAN 9.1". CHECKED THE ADJUSTMENT OF THE NOSE GEAR UPLOCK SWITCH & IT IS OKAY. IT WAS DECIDED TO REPLACE THE NOSE GEAR ACTUATOR. REMOVED NG ACTUATOR PN 9912491-3 & SN 0303A. INSTALLED A RENTAL NLG ACTUATOR 9912491-3 & SN 0100. THE ACTUATOR WAS INSTALLED WITH NEW HARDWARE. PERFORMED ALL GEAR CHECKS INCLUDING THE BLOW DOWN CHECK. ALL GEAR OPERATIONAL CHECKS ARE NORMAL IAW MM 32-30-03.
NOSE WHEEL SHIMMY STARTING AT WALKING SPEED UP TO 60 KNOTS. MOST PRONOUNCED AT 40 KNOTS. REPLACED NOSE GEAR TORQUE LEAK BUSHING WITH NEW BUSHING IAW THE MM CHAPTER 32-20-01. OPS CHECKED NORMAL.
DURING "BEFORE START" CHECKLIST AND WHILE STARTING THE APU, SMOKE WAS NOTICED IN THE CABIN. THE APU HAD COMPLETED IT'S START SEQUENCE AND THE APU GENERATOR WAS "ON". THE "BLEED AIR" SWITCH WAS NOT ON. SHUT OF THE APU AND SHUT OFF THE THE REST OF THE EQUIPMENT IN THE COCKPIT. LOOKED FOR OTHER INDICATIONS OF A CONTINUING ISSUE BOTH IN THE CABIN AND IN THE ACCESSORY COMPARTMENT. NONE WERE NOTICED. CONSIDERED CALLING ARFF BUT DID NOT. R & R THE APU IAW MM 49-10-00. OPS AND LEAK CHECKED GOOD.
DURING A SCHEDULED INSPECTION, THE ELEVATOR TRIM CABLE WAS FOUND TO BE FRAYED BEYOND LIMITS. THIS CABLE ASSY IS LOCATED WHERE THE CABLE TRANSITIONS FROM A VERTICAL RUN TO THE HORIZ AT A PULLEY LOCATED IN THE HORIZ STABILIZER.
AFTER TAKEOFF, GEAR SELECTED UP, NLG WHEEL INDICATOR LIGHT STAYED GREEN WITH SOUND INDICATION, GEAR DOORS WERE STILL OPEN. MLG SWITCH WAS SELECTED DOWN WITH 3 GREEN INDICATIONS OF DOORS OPEN. SELECTED GEAR UP AGAIN WITH SAME INDICATION. MLG SELECTED DOWN WITH 3 GREEN LIGHTS & NORMAL LANDING ACCOMPLISHED. ON FIRST CYCLE BOTH MAINS RETRACTED NLG WENT ALMOST ALL THE WAY UP. THEN FELL BACK OUT. TROUBLESHOT TO UPLOCK SEQUENCE ACTUATOR. R & R NLG UPLOCK ACTUATOR. SWUNG GEAR, OPS CHECKED GOOD. BLED HYD SYS. PERFORMED LANDING GEAR ADJUSTMENT TEST AND LEAK CHECKED GOOD IAW MM 32-30-05.
AFTER GEAR RETRACTION, 3 GREEN LIGHTS EXTINGUISHED BUT LANDING GEAR UNLOCK LIGHT ILLUMINATED. GEAR WAS EXTENDED AND REMAINED THAT WAY FOR THE REMAINDER OF THE FLIGHT. FOUND UPLOCK HOOK STIFF AND NOT FULLY ENGAGING ON NOSE GEAR UP LOCK ROLLER. CLEANED AND ADJUSTED UPLOCK ACTUATION OPS CHECKED GOOD, IAW MM 32-30-05.
DURING TAKEOFF CLIMB, THE WIND SHEAR WARNING CAME ON IN CALM WINDS. AT 170 KNOTS INDICATED AND FLAPS UP THE ANGLE OF ATTACK TAPE ON THE AIR SPEED INDICATOR SHOWED APPROX 145 KNOTS AT THE TOP OF THE WHITE ARCH. ADJUSTED FLAP POSITION TRANSMITTER IAW MM 34-14-01. AOA PROGRAM TESTED AND SYS OPS CHECKED GOOD. WINDSHEAR WARNING SYS, OPS CHECKED GOOD.
CLIMBING THROUGH FLIGHT LEVEL 380 WITH THE AUTO PILOT ON AND FLIGHT LEVEL CHANGE SET TO .65, THE ACFT PITCHED UP TO APPROX 10 DEGREES. THE VERTICAL SPEED INDICATED A CLIMB OF OVER 3000 FT PER MINUTE. ACFT LOST 18 KNOTS INDICATED AND STARTED TO EXPERIENCE BUFFET. DISENGAGED THE AUTOPILOT AND RECOVERED ACFT. AUTOPILOT SYS OPS TEST IAW MM 22-11-03. NO FAULTS FOUND.
AFTER TAKEOFF, DURING GEAR RETRACTION, NOSE GEAR STAYED DOWN AND LOCKED (GREEN ) MAIN GEARS OPERATED NORMALLY. REMOVED NOSE GEAR ACTUATOR DUE TO INTERNAL FAILURE. INSTALLED RENTAL ACTUATOR IAW MM CH 32-30-03. PERFORMED GEAR FUNCTIONAL TEST IAW MM CH 32-01-00. OPS CHECK AND LEAK CHECK, GOOD.
DURING TAKEOFF AS A/C ACCELERATED TO 60 KIAS, A/C WANTED TO OVER-ROTATE. TAKEOFF ABORTED. PITCH TRIM DID NOT MOVE DURING ROLL ON TAKEOFF. TRIM WHEEL FOUND TO BE AT NOSE UP STOP THOUGH INDICATOR IN TAKEOFF POSITION. NO TAKEOFF HORN, NEVER SOUNDED NOR DID LIGHT COME ON. NO TAKEOFF LIGHT COMES ON WHEN TRIM WHEEL MOVED OUT OF MARKED TAKEOFF AREA ON PEDESTAL. ELEVATOR TRIM WHEEL OUT OF ADJUSTMENT, RE-INDEXED ELEVATOR TRIM WHEEL. PERFORMED OPS CHECKS ON ELEVATOR TRIM WHEEL, OPS CHECKS GOOD. RESTORED A/C TO NORMAL.
UPON GEAR RETRACTION HEARD A LOUD BANG. NO OTHER INDICATIONS. SHORTLY AFTERWARDS HEARD WHAT SOUNDED LIKE A NOSE GEAR DOOR OPEN. AFTER LANDING LT NOSE GEAR DOOR RETRACTION ROD WAS FOUND BROKEN. INSPECTED NOSE GEAR AND FOUND LT NOSE GEAR DOOR RETRACT ROD BROKEN OFF AND ALSO FOUND THE CENTER HINGE WAS GOUGED. REPLACED THE CENTER AND NOSE GEAR RETRACT ROD WITH NEW. RIGGED NOSE GEAR DOORS. PERFORMED LANDING GEAR EXTENSION AND RETRACTION TO CHECK CLEARANCES AND RIGGING. OPS CHECKS GOOD WORK DONE IAW M/M 32-20-00.
RIGHT AT V1, EMER PRESS CAME ON FOLLOWED BY ACM OVERHEAT, AIR DUCT OVERHEAT ALSO AND SMOKE STARTED TO FILL THE CABIN. - GAINED ACCESS TO THE ACM, VISUALLY INSPECTED INLET DUCTS FOR DEBRIS NONE FOUND, TROUBLE SHOT AND FOUND AIR CONDITIONING TEMP SWITCH INOP. REMOVED AND REPLACED TEMP SWITCH (ST020) WITH A NEW SWITCH, OPS LEAK CHECKS GOOD IAW CE-560XL MM CH 36-11-00.
ELEVATOR TRIM JAMMED DURING FINAL APPROACH. HAD TO USE EXCESSIVE FORCE ON TRIM WHEEL TO TRIM AIRCRAFT. TRIM WHEEL REMAINS TIGHT WITH ALL POWER OFF AIRCRAFT. - ITEM IS UNDER INVESTIGATION.
ON TAKEOFF ROLL INGESTED A BIRD IN LEFT ENGINE, ABORTED TAKEOFF AND RETURNED TO BLOCK. PRELIMINARY INSPECTION FOUND EVIDENCE OF INGESTION NOTED ON ENGINE INLET AND EXHAUST. INSPECTED LT ENGINE AS REQUIRED, CLEANED REMAINS OF BIRD FROM INTAKE. BORESCOPED ENGINE AS REQUIRED, BIRD WENT THROUGH BYPASS DUCT ONLY, NO DEFECTS NOTED. ALL WORK PERFORMED IAW CESSNA 560XL MM CHAPTER 5-50-00 SECTION E AND NJA AAIP.
DURING FLIGHT, THE LT THRUST REVERSER LIGHT CAME ON AND A SLIGHT VIBRATION FELT FROM THE LT SIDE OF AIRPLANE. COMPLIED WITH NORMAL CHECKLIST AND EMERGENCY STOW PROCEDURE, LIGHT WENT OUT ALONG WITH VIBRATION. REMOVED LT & RT ENGINE INBOARD & OUTBOARD STANGS, PERFORMED VISUAL INSPECTION TO THE THRUST REVERSER SYSTEM, NOTICED SYSTEM IS DRY. LUBED BOTH TRâS AND ADJUSTED LT STOW SWITCH IAW CESSNA 560XL MM CHAPTER 78-31-00. SYSTEM OPS CHECKED GOOD.