N678QS

Part: TRANSDUCER — FAULTY (ANTI-SKIN SYS)

DURING TAXI, ANTI-SKID INOP ANNUNCIATOR ILLUMINATED FOR APPROXIMATELY 10 SECONDS THEN EXTINGUISHED. THE SKID CONTROL CIRCUIT BREAKER AND THE POWER BRAKES CIRCUIT BREAKER DID NOT POP OUT. REPLACED L/H MLG WHEEL SPEED TRANSDUCER IAW AMM 32-42-07. PERFORMED OPS CHECKS NO / DEFECTS NOTED AT THIS TIME.IN REF TO AMM 32-42-00. TAXIED AIRCRAFT UP AND DOWN THE RUNWAY TO VERIFY WHEELSPEED TRANSDUCER INTERMITTENT FAULT DID NO ILLUMINATE. OP'S CHECKS GOOD NO DEFECTS NOTED AT THIS TIME REF AMM 9-20-00

Part: CIRCUIT BREAKER — FAILED (ZONE 200) · airframe 16,560 hrs · 12,609 cycles

DURING PREFLIGHT INSPECTION AFT, EQUIPMENT BAY FOUND CIRCUIT BREAKER HT043 POPPED. REPLACED HT043 CB. ALL OPS CHECKS GOOD. ALL WORK PERFORMED IN ACCORDANCE WITH CE·560XL WDM 33-50·01; 24-60-02, INTERIOR WIRING MANUAL.. 25-92-04, CESSP 20-30€¢25

Part: WIRE — BROKEN (ZONE 200) · airframe 16,552 hrs · 12,602 cycles

EMERGENCY LIGHTING: REPEAT, FRONT HALF OF THE EMERGENCY LIGHTS WILL NOT TURN ON (TRIED: EMER LIGHTS ON, EMER LIGHTS ARM DC POWER OFF AND EMER LIGHTS ON PASS SAFETY ON) CORRECTIVE ACTION; REPAIRED BROKEN WIRING AND PERFORMED OPS CHECKS OF THE SYSTEM AND FOUND NO DEFECTS NOTED WITH THE SYSTEM. CLOSE UP ALL ACCESS AND PUT AIRCRAFT BACK INTO ORIGINAL CONDITION. ALL MX COMPLETED IN REF WITH CE560XL MM 20-30-15 AMM 33-50-02

Part: SHIMMY DAMPENER — WORN (NLG) · airframe 16,506 hrs · 12,570 cycles

VIOLENT NOSE WHEEL SHIMMY ON TAKEOFF ROLL. ABORTED TAKEOFF BETWEEN 40 - 50 KNOTS. INSPECTED NOSE LANDING GEAR AND NOSE WHEEL TIRE. FOUND NLG TIRE TO BE OUT OF ROUND AND WITH FLAT SPOT. REMOVED WHEEL ASSY P/N: 6242050-9 S/N: 8880 WITH WORN TIRE P/N: 031-613-8 S/N: 4005T00348 AND INSTALLED REPAIRED WHEEL ASSY P/N: 6242050-9 S/N: 7107 WITH NEW TIRE P/N: 031-613-8 S/N: 2360T00513. WORK ACCOMPLISHED IN REF TO CE560XL MM 32-41-01 SERVICED SHIMMY DAMPER AND NOTICED LEAKING. MOVED NLG WHEEL TO RIGHT POSMON AND NOTICED SHIMMY DAMPER RING MISSING AND WITH A LOT OF PLAY. REMOVED OLD SHIMMY DAMPER P/N: 5543001-12 S/N: 1090-11X AND INSTALLED OVERHAULED SHIMMY DAMPER P/N: 5543001-12 S/N: 100-12X. SERVICED SHIMMY DAMPER AS REQUIRED. WORK ACCOMPLISHED IN REF TO CE560XL MM 32-20-01.

Part: VALVE — DEFECTIVE (ZONE 800) · airframe 16,479 hrs · 12,549 cycles

CENTRAL WARNING SYSTEMS: CABIN DOOR SEAL WILL NOT DEFLATE WITH APU RUNNING. UNABLE TO CLOSE MSIN CABIN DOOR. CORRECTIVE ACTION: REPLACED VALVE. OPS CHECK GOOD. IAW CE560XL AMM 36-15-00.

Part: VALVE — DEFECTIVE (ZONE 800) · airframe 16,479 hrs · 12,549 cycles

CENTRAL WARNING SYSTEMS: CABIN DOOR SEAL WILL NOT DEFLATE WITH APU RUNNING. UNABLE TO CLOSE MSIN CABIN DOOR. CORRECTIVE ACTION: REPLACED INFLATION/DEFLATION VALVE. OPS CHECK GOOD. IAW CE560XL AMM 36-15-00.

Part: LATCH — OUT OF ADJUST (ZONE 800) · airframe 16,287 hrs · 12,402 cycles

MAIN DOOR: CABIN DOOR WILL NOT OPEN WITH MAIN DOOR HANDLE. VERIFIED THE FAUL TY WAS ACTIVE. WE ADJUSTED THE POSTION OF THE LATCH PLATE AND PERFORMED MULTIPLE SUCCESFUL OPS CHECKS ON BOTH OPENING LOCKING AND THEN RE UNLOCKING THE DOOR. AFTER THAT WE ALSO / VERIFIED THE PRECATCH WAS OPERATIONAL.ALL WORK DONE IN REF TO CE 560XLS 52-10-00

Part: PRECATCH — OUT OF ADJUST (ZONE 800) · airframe 16,287 hrs · 12,402 cycles

CABIN DOOR WILL NOT OPEN WITH MAIN DOOR HANDLE. PERFORMED MAIN CABIN DOOR PRECATCH ADJUSTMENT IN REF TO CESSNA 560XL AMM 52-10-01. MAIN CABIN DOOR OPENS NORMALLY WITHOUT ANY FAULTS. NO OTHER DISCREPANCIES NOTED AT THIS TIME. WORK PERFORMED IN REF TO CESSNA 560XL AMM 52-10-00.

Part: HANDLE — LACK OF LUBE (MAIN DOOR) · airframe 15,023 hrs · 11,438 cycles

WHEN OPENING CABIN DOOR, DOOR HANDLE WAS EXTREMELY STIFF ROTATING TO THE 10 O'CLOCK POSITION, BECAME MORE DIFFICULT TO REACH UNLATCH POINT. AFTER UNLATCHING DOOR IT TOOK A FULL 15 SECONDS FOR THE DOOR TO RELEASE & BE ABLE TO SWING OPEN. CLOSING DOOR, HANDLE ALSO DIFFICULT TO OPERATE. OPERATED DOOR SEVERAL TIMES WITH NO DEFECTS NOTED . STARTED APU & CYCLED DOOR SEVERAL TIMES WITH NO DEFECTS NOTED. DOOR SEAL INFLATED & DEFLATED NORMALLY. PURGED DOOR SEAL & LINES & CLEAN & LUBED DOOR PINS & SOCKETS. CYCLED THE DOOR SEVERAL MORE TIMES WITH & WITHOUT THE APU RUNNING WITH NO DEFECTS NOTED IAW MM 52-10-04. OPS CHECKS GOOD AT THIS TIME.

Part: PRESSURE SWITCH — FAILED (MLG BRAKE SYS) · airframe 15,658 hrs · 11,928 cycles

DURING TAXI THE LO BRK PRESS AND ANTISKD INOP ANNUNCIATORS FLASHING ALONG WITH A FLASHING MASTER CAUTION. NORMAL BRAKING INEFFECTIVE & ACFT BROUGHT TO A STOP USING EMER BRAKE. LO BRAKE PRESS & ANTSKD QRH ACCOMPLISHED. ACFT TOWED BACK TO FBO. NO BRAKE FLUID NOTED NEAR LT OR RT BRAKE ASSY, A SMALL AMOUNT OF FLUID ON GROUND AT INITIAL STOP LOCATION & A DRIP HANGING FROM DRAIN TUBE UNDER LT NOSE BAY. COMPLIED WITH TROUBLESHOOTING PROCEDURES. FOUND BRAKE HYD RESERVOIR FLUID LOW. SERVICED WITH 1 QT, SUSPECT MOTOR TO BE BURNED OUT DUE TO OPS SYS LOW FLUID. R & R HYD BRAKE MOTOR & PUMP. . BLED & SERVICED HYD SYS WITH 2 QTS. TAXI CHECKS FAILED, BRAKES INOP WITH LOW BRK PRESS & ANTI-SKID INOP ANNUNCIATORS ILLUMINATED. R & R HI (SY007) & LO (SY009) PRESSURE SWITCHES. TAXI CHECKED & OPS-CHECKED GOOD IAW AMM 32-4CR01 & 32-44-01. ORIGINAL SUBMISSION DATE: 4/24/2024.

Part: WEB — CHAFED (EMERGENCY EXIT) · airframe 15,645 hrs · 11,921 cycles

DURING THE 96 MONTH INSPECTION FOUND THE RH WEB FORWARD OF E-EXIT TO HAVE 3 EACH CHAFE LOCATIONS. REPAIR 3 CHAFFED AREAS ROUND E-EXIT PER AQRD ERO-979437. REPAIRED 3 CHAFFS AROUND E-EXIT IAW AQRD ERO-979437 N678QS EMERGENCY EXIT DOUBLER CHAFED. REV. IR DATED MAR.14, 2024.

Part: STRAKE — CORRODED (EMPENNAGE) · corrosion level 2 · airframe 15,645 hrs · 11,921 cycles

DURING THE VENTRAL STRAKE COIN TAP TEST FOUND MULTIPLE SPOT OF SURFACE LEVEL CORROSION. PERFORM REPAIR TO RH STRAKE CORROSION. COMPLIED WITH RFTS-110419 REV.0 DATED MAR 29, 2024 TO REPAIR THE LEVEL 2 CORROSION ON THE FWD IB LEADING EDGE AND UPPER DRAG ANGLE OF THE RH STRAKE BY FABRICATING AND INSTALLING (2) .032" 2024-T3 ALUMINUM REPAIR DOUBLERS.

Part: STRAKE — CORRODED (EMPENNAGE) · corrosion level 2 · airframe 15,645 hrs · 11,921 cycles

DURING THE VENTRAL STRAKE COIN TAP TEST FOUND MULTIPLE SPOT OF SURFACE LEVEL CORROSION. PERFORM REPAIR TO LH STRAKE CORROSION. COMPLIED WITH RFTS-110424 REV.0 DATED MAR 29, 2024 TO REPAIR THE LEVEL 2 CORROSION ON THE FWD IB LEADING EDGE OF THE LH STRAKE BY FABRICATING AND INSTALLING A .032" 2024-T3 ALUMINUM REPAIR DOUBLER.

Part: MOTOR — FAULTED (POWER BRAKE) · airframe 15,414 hrs · 11,758 cycles

WHEN TAXIING OUT, CREW HEARD A POP AND ANTI-SKID ANNUNCIATOR ILLUMINATED. CREW WAS ABLE TO BRING AIRCRAFT TO A STOP. SOON AFTER LOW BRAKE PRESS FLASHING ANNUNCIATOR CAME ON. CREW RAN QRH AND NOTICED THE PWR BRKS CIRCUIT BREAKER HAD POPPED OUT. CREW CALLED MCC AND TALKED IT OUT AND DECIDED WE WOULD RESET CIRCUIT BREAKER AND TAXI BACK INTO FBO. REMOVED AND REPLACED THE POWER BRAKE SYSTEM MOTOR ASSY IAW CE560XL AMM 32-44-20 . OPERATIONAL TEST GOOD.

Part: LIGHT — BROKEN (CABIN) · airframe 15,370 hrs · 11,726 cycles

FLOOR EMERG EXIT LIGHT: LEFT SIDE (FWD) EMER FLOOR LIGHTING INOP. POWERED ON EMERGENCY LIGHTING AND DUPLICATED DISCREPANCY. PERFORMED POWER AND GROUND CHECK TO LH EMERGENCY DROPPED AISLE LIGHTING WITH NO DEFECTS NOTED. REMOVED LH FORWARD DROPPED AISLE LIGHTING ASSEMBLIES AND PERFORMED GVI. FOUND LH FORWARDMOST 48 INCH LED ASSEMBLY BROKEN AT FORWARD END WHERE ELECTRICAL CONNECTOR IS CONNECTED. VERIFIED ALL OTHER EMERGENCY LIGHTS ARE OPERATIVE AND BREAKERS ARE IN. REMOVED AND REPLACED LEFT HAND FORWARD MOST CABIN DROPPED AISLE LIGHT ASSEMBLY AND PERFORMED OPS CHECKS, OPS CHECKS GOOD. WORK PERFORMED IAW CE560XL AMM 33-20-04, ALL ACCESS CLOSED

Part: HANDLE — DEFECTIVE (ZONE 700) · airframe 15,209 hrs · 11,595 cycles

LEFT MLG LANDING GEAR RETRACTION: AFTER TAKEOFF, SELECTED GEAR HANDLE UP. THE GEAR REMANDED DOWN AND LOCKED, 3 GREEN INDICATION. USED THE CESSNA CHECKLIST: LANDING GEAR DOWN ANNUNCIATOR DISPLAYS WITH GEAR RETRACTED. PER THE CHECKLIST: EMERGENCY GEAR EXTENSION WAS USED. REMOVED MLG CONTROL HANDLE ASSY & REPLACED WITH NEW MLG CONTROL HANDLE ASSY IAW TROUBLESHOOTING GUIDE IAW AMM 32-30-00. REMOVED SOL OPEN LOADING BYPASS VALVE FROM MAIN HYD MANIFOLD & INSTALLED AN OVERHAULED SOL OPEN LOADING BYPASS VALVE IAW AMM 29-11-06. OPS CHECKED GOOD. ALL WORK COMPLETED IAW AMM 29-11-06 & 32-30-00.

Part: UNKNOWN — ODOR (CABIN) · airframe 13,040 hrs · 9,995 cycles

AT 37,000 FT BOTH CREWMEMBERS NOTED A BOLD ACRYLIC ODOR IN THE COCKPIT. RAN ENVIRONMENTAL SMOKE/ODOR CHECKLIST. AFTER ABOUT A MINUTE, ODOR SEEMED TO DISSIPATE. NOTIFIED ATC AND WERE GIVEN PRIORITY HANDLING. AFTER COMPLETION OF THE CHECKLIST & BEING VECTOR ONTO THE APPROACH AT 3000 FT, ODOR PRESENT AGAIN. ODOR SEEMED TO COME FROM THE GASPER VENTS BUT IT WAS VERY HARD TO ISOLATE. INSPECTED AND COULD NOT DUPLICATE.

Part: FAN — DEFECTIVE (CABIN AIR) · airframe 12,970 hrs · 9,942 cycles

WHILE IN CRUISE FLIGHT AT 39,000FT, WE HAD A STRONG ODOR FILL THE COCKPIT AND CABIN. THE CREW AND PAX BOTH NOTICED THE SMELL AND IT WAS ON THE SIDE OF AN ELECTRICAL BURNING SMELL. THERE WAS NO HAZE OR SMOKE OF ANY KIND. IT TOOK APPROXIMATELY 4 MIN FOR THE ODOR TO DISSIPATE. ONCE THE ODOR DID DISSIPATE I WENT BACK TO THE CABIN TO MAKE SURE IT WAS NO LONGER PRESENT, AND IT WAS NOT. ALL INDICATIONS IN THE COCKPIT WERE NORMAL AND APPROPRIATE CHECKLISTS WERE FOLLOWED. //SIGNOFF // INSPECTED EVERY READING, TABLE, CABIN, AISLE, DIVIDER, AND CABIN LIGHTS CONNECTORS WITH NO DEFECTS NOTED AND LIGHTS WORKING PROPERLY, WHILE FURTHER INSPECTION OF THE DIVJDER LIGHTS WITH APU RUNNING AND BLEED AIR NOTICED THAT CABIN TEMP SENSOR FAN (JC 075) IS NOT WORKING. REMOVED COVER AND FOUND THAT FAN SMELL BUR,NED AND ENVJRONMENTAL SPLICES IN BAD CONDITION, THE CONNECTOR IS RECEIVING 28VDC. REMOVED AND REPLACED CABIN TEMPERATURE SENSOR FAN IA W CE-560XL AMM 21-61-00. PERFORMED CABIN/COCKPIT TEMPERATURE CONTROL IN AUTOMATIC AND MANUAL MODE AND FOUND SYSTEM WORKING PROPERLY AT THIS TIME. NO LONGER ODOR SMELL IN THE COCKPIT AND CABIN WITH ENGINES OR APU RUNNING. OK TO SERVJCE.

Part: SOCKET — OUT OF ADJUST (PAX DOOR FRAME) · airframe 12,924 hrs · 9,904 cycles

MAIN DOOR: MAIN CABIN DOOR VERY DIFFICULT TO CLOSE FROM OUTSIDE OF CABIN . SOUNDS LIKE METAL GRINDING. ADJUSTED AFT BOTTOM PIN SOCKET, GAINED SUBSTANTIAL EASE OF OPERATION: OPS CHECK GOOD. ALL WORK DONE IAW AMM 52-10-00.

Part: SERVO — DEFECTIVE (ELEVATOR SYS) · airframe 12,410 hrs · 9,565 cycles

WHILE DEPARTING GED WE LEVELED OFF AT 2000 FEET WITH AUTOPILOT ON. WE WERE THEN GIVEN A CLIMB TO 7000 AND A RIGHT TURN TO 090, WE WERE ALSO MAINTAINING AROUND 230. PASSING THROUGH 5000 AIRCRAFT WENT INTO A UNCOMMANDED SLOW TURN TO THE LEFT. WE DISCONNECTED AUTOPILOT THAT WAS IN HEADING MODE AND AIRCRAFT PITCHED UP AND CONTINUED LEFT TURN. IT TOOK FULL FORWARD FORCE DOWN AND MANUALLY HAD TO TRIM NOSE DOWN TO STOP THE CLIMB AND LEVEL THE WINGS. WE RAN THE AUTOPILOT DISCONNECT QRC AND ELECTRIC TRIM INOP CHECKLIST. AFTER REGAINING AIRCRAFT CONTROL WE LEFT AUTOPILOT OFF, KEPT SPEED AROUND 200 AND DIVERTED TO IAD. DURING APPROACH WE ENCOUNTERED NO DIFFICULTIES WITH FLAPS AND TRIM. SIGN-OFF. REMOVED AND REPLACE ELEVATOR SERVO. OPS AND OPERATIONAL CHECKS GOOD. WORK DONE IAW CE 560XL MM 22-11-01 (WA).

Part: WATER SEPARATOR — ODOR (ECS) · airframe 11,701 hrs · 9,058 cycles

COCKPIT ODOR - DESCENDING FROM CRUISE ALT OF FL400. STARTED GETTING A STRONG ORDER SIMILAR TO JET EXHAUST. IT SMELLED DIFFERENT THAN WHEN THE HEAT IS TURNED UP. REMOVED CLEANED INSTALLED ECS WATER SEPARATOR AND PERFORMED SATISFACTORY ECS DUCT BURN OUT THEN INSTALLED NEW ECS WATER SEPARATOR SOCK ALL WORK PERFORMED IAW TASK FORM TC-5XL-21-120902M AND AMM 21-51-00 NO MORE ODOR DETECTED AT THIS TIME

Part: FIRE LOOP — OUT OF POSITION (LT ENGINE) · airframe 11,465 hrs · 8,879 cycles

WHILE ENROUTE AT FL220 AND LESS THAN 10C JUST PRIOR TO ENTERING CLOUDS THE WING ENGINE ANTI ICE WAS TURNED ON. WITHIN APPROXIMATELY 2-4 SECONDS THE LEFT ENGINE FIRE LIGHT ILLUMINATED STEADY. THE QRC FOR IN-FLIGHT ENGINE FIRE WAS REFERENCED AND FOLLOWED AS APPLICABLE AND THE LEFT ENGINE FIRE LIGHT EXTINGUISHED. WE WERE NEVER IN ACTUAL ICING CONDITIONS. WE LEFT POTENTIAL ICING CONDITIONS AND LANDED WITH NO FURTHER ABNORMAL INDICATIONS. ALL OTHER ENGINE INDICATIONS WERE UNREMARKABLE. ***** CORRECTIVE ACTION ***** REMOVED COWLS AND RAN ENGINES WITH NO LEAKS FOUND. FOUND 2 SECTIONS OF BLEED LOOP TOUCHING BLEED AIR LINES. ADJUSTED LOOP AS REQUIRED. RE-COWLED ENGINE AND PERFORMED HIGH POWER RUNS, OPERATED BLEEDS & ANTI ICE WITH NO DEFECTS NOTED.

Part: COALESCER BAG — CONTAMINATED · airframe 11,460 hrs · 8,873 cycles

CABIN ODOR OIL ODOR. BEGINNING OF DECENT FROM 41,000 FEET WITH THE APU OFF, PASSENGER CAME FORWARD COMPLAINING OF AN ODOR IN THE CABIN. CREW MEMBER WENT BACK AND COULD SMELL "OILY DIRTY SOCK SMELL" IN CABIN AND COCKPIT. BOTH ENGINES APPEARED TO BE OPERATING NORMALLY. CABIN/COCKPIT SMELL REMINED THE SAME FOR THE DURATION OF THE FLIGHT. REMOVED COALSER SOCK AND INSPECTED. NO EVIDENCE OF OIL RESIDUE ON SOCK, BUT NOTED SOCK WAS WET. CLEANED SOCK AND DRIED. INSTALLED SOCK AND RAN BOTH ENGINES NO OILY SMELL NOTED COMING FROM AIR CONDITIONING SYSTEM. ALL WORK DONE IAW CE560XLS AMM 21-51-00 LEAK CHECK GOOD. RAN ECS SYSTEM AT NORMAL TEMPATURE SETTINGS NO SMELL NOTED INSPECTED BLEED LINES FROM ENGINE TO ECS NO DEFECTS NOTED INSPECTED BLEED LINES FROM APU TO ECS, NO DESCEPANCY NOTED.

Part: SKIN — CHAFED (LT WING) · airframe 11,406 hrs · 8,829 cycles

LEFT AND RIGHT LOWER SKINS DAMAGE (CHAFE). REFERENCE REPAIR MEMO DQ19462M1, DATED MAY 13, 2019.

Part: TRUNNION — LACK OF LUBE (RT MLG) · airframe 10,748 hrs · 8,357 cycles

LANDING GEAR WARNING HORN ACTIVATED, RT MLG BULB DID NOT ILLUMINATE UPON GEAR EXTENSION AND THE RED UNLOCK LIGHT REMAINED ILLUMINATED. WHEN TESTED, THE RT LG BULB DID ILLUMINATE. WHEN THE EMERGENCY GEAR EXTENSION HANDLE WAS PULLED IAW THE EMERGENCY CHECKLIST (WITH THE GEAR CONTROL CB PULLED PER THE CHECKLIST), THE HANDLE PULLED OUT APPROXIMATELY 8 INCHES BUT WOULD NOT TURN AND THERE WAS NO AUDIBLE OR YAWING MOTIONS FELT BY THE CREW, NOTHING HAPPENED. THE HANDLE WOULD NOT TURN NOR WOULD IT STOW. THE HANDLE SEEMED JAMMED AND WOULD NOT MOVE IN OR OUT OR TURN. WHEN FLAPS 35 WAS SELECTED THE GEAR WARNING HORN SOUNDED CONTINUOUSLY. R&R RIGHT MLG SIDE BRACE ACTUATOR AND TRUNNION.

Part: EEC — MALFUNCTIONED (RIGHT ENGINE) · airframe 10,652 hrs · 8,277 cycles

RIGHT ENGINE LOW POWER, ENGINE DID NOT MAKE TAKE OFF POWER BY 4 OR 5 %, RIGHT ITT WAS HIGHER THAN THE LEFT, ALL THE REST THE ENGINE PARAMETERS WERE MATCHED. AT 10000 FEET THE ENGINES WERE MATCHED. PERFORMED RECOMMENDED PROCEDURES. PERFORMED T/R OPS TESTS IAW MM 78-90-30. OPS CHECKED GOOD. VERIFIED WIRING THROUGH SWITCHES SC005/SC004 AND SC009/SC007 IAW WDM 79-30-01-01. NO FAULT FOUND. SWAPPED THE LT & RT EEC IAW MM 73-20-03. REINSTALLED PEDESTAL COMPONENTS IAW MM 78-31-00. RESET ELEVATOR TRIM POINTER AND CHECKED TRAVEL IAW MM 27-31-00. OPS CHECKED GOOD. COMPLIED WITH LT AND RT ENGINE RUNS IAW MM 71-00-00 TESTS 1, 4, 5, & 7. LT AND RT ENGINES OPS CHECKS GOOD AND ALL PARAMETERS WITHIN LIMITS.

Part: ENGINE — POWER LOSS (RIGHT) · airframe 10,652 hrs · 8,276 cycles

RIGHT ENGINE NOT DEVELOPING FULL POWER DURING CLIMB. COULD NOT DUPLICATE DISCREPANCY. REMOVED AND REPLACED EEC INTERFACE PCB AS A PRECAUTIONARY IAW MM 24-51-01. RAN ENGINES A SECOND TIME IDLE,CRUISE,CLIMB AND TAKE-OFF NUMBERS ALL MATCH, NO DEFECTS NOTED. OK FOR CONTINUED SERVICE.

Part: SKIN — CORRODED (VERTICAL STAB) · airframe 9,138 hrs

CORROSION WAS DISCOVERED ON THE VERTICAL STABILIZER SKIN. THE CORROSION WAS REMOVED AND VERTICAL STABILIZER SKINS WERE REPAIRED IAW ERO-850036, REV IR.

Part: SKIN — CORRODED (VERTICAL STAB) · airframe 9,138 hrs

CORROSION WAS DISCOVERED ON THE VERTICAL STABILIZER SKIN. THE CORROSION WAS REMOVED AND VERTICAL STABILIZER SKINS WERE REPAIRED IAW ERO-850036, REV IR.

Part: BRACKET — CRACKED (RUDDER) · airframe 5,754 hrs · 4,540 cycles

DURING A ROUTINE A/B INSPECTION, DISCOVERED THE AUTOPILOT RUDDER CABLE BRACKET LOCATED AFT OF THE CANTED BULKHEAD IS CRACKED IN 2 PLACES. REPLACED RUDDER AUTO PILOT CABLE PULLEY BRACKET, REF SRM 51-40-03, PN 6661154-2.

Part: AXLE — CORRODED (RT MLG) · airframe 5,754 hrs · 4,540 cycles

RIGHT MLG AXLE CORRODED UNDER BRAKE ASSY. R & R AXLE ASSY BY REPLACING TRAILING LINK ASSY IAW COMPONENT MM 32-10-01. TRAILING LINK ASSY, NR 6641648-14, SN 3911.

Part: CONTROL CABLE — FRAYED (ELEVATOR TRIM) · airframe 4,638 hrs

FRAYED ELEVATOR TRIM CABLE WAS FOUND DURING A SCHEDULED INSPECTION. CABLE WAS FRAYED A QUARTER OF THE CABLE'S DIAMETER AND TENTION WAS 2 POUNDS BELOW MM LIMITS.

Part: SERVO VALVE — SURGES · airframe 4,012 hrs · 3,185 cycles

LEFT EEC ANNUNCIATOR ILLUMINATED DURING FLIGHT. LT ENGINE RESPONDED TO THROTTLE INPUT. COMPLETED ABNORMAL CHECKLIST. LT N1 & N2 WOULD NOT REMAIN CONSTANT, FLUCTUATED UP TO 1.5 PERCENT FOR REMAINDER OF FLIGHT. FELT OCCASIONAL SLIGHT SURGING FROM THE ENGINE. DOWNLOADED EEC DATA FROM LT DCU IAW MM 30J2242, CH 77-40-01. R & R DCU WITH EXCHANGE UNIT IAW MANUAL 77-40-01, PAGE 201. ATTEMPTED TO ACCESS DCU WITH LAPTOP, BUT COULD NOT GET COMMUNICATION ESTABLISHED. R & R THE TORQUE MOTOR IAW MM 75-30-01. OPS & LEAK CHECKED GOOD.

Part: HYDRAULIC SYSTEM — WARNING MESSAGE · airframe 3,444 hrs · 2,757 cycles

ON TAKE OFF; RT ENG "LO HYD FLOW R" CAME ON STEADY, L - FLASHING. AFTER 30 SECONDS "LO HYD LEVEL" ON STEADY. GEAR, FLAPS, T/R'S ALL DEPLOYED NORMAL BUT SLOWLY. AFTR LANDING BOTH 'LT AND RT LO HYD FLOW" ON STEADY. FLAPS , T/R'S, SPEED BRAKES WILL NOT FUNCTION.

Part: PUSHROD — OUT OF ADJUST (AILERONS) · airframe 3,262 hrs · 2,608 cycles

AFTER TAKEOFF ACFT ROLLED LEFT. EXCESSIVE PRESSURE NEEDED TO FLY STRAIGHT. A/P WAS OFF AND TRIMS WERE NEUTRAL. YOKE TURNED APPROX 45 DEG TO THE RT TO MAINTAIN HEADING. ADJUSTED AILERON TRIM TAB PUSH RODS AND SAFETIED REF MM 27-10-00. TRAVEL CHECKS ARE GOOD.

Part: COMPRESSOR — STALLED (LT ENGINE) · airframe 2,449 hrs · 1,964 cycles

LT ENGINE EXPERIENCED COMPRESSOR STALL AS THROTTLES WERE ADVANCED FOR TAKEOFF. N1 WAS APPROX 70 PERCENT WHEN STALL OCCURRED. ACCOMPLISHED TROUBLESHOOT FOR COMPRESSOR STALLS IN AUTO MODE, DCU DOWNLOAD. REMOVED AND VISUALLY INSPECTED BOV ASSY. NO DEFECTS NOTED. REINSTALLED BOV WORK COMPLETED IAW MM CH 75-30-01. ACCOMPLISHED BOV ORFICE CALIBRATION CHECK IAW MM CH 71-00-00 REMOVED A CL56 AND INSTALLED A CL60. 4 -ACCOMPLISHED TROUBLESHOOTING FOR FAULT ISOLATION F1-10 IAW MM CH 72-000-00 AMD 73-30-01 NO DEFECTS DISCOVERED. REMOVED EEC SN 05087836 FROM LT ENGINE AND TRANSFERRED TO RT ENGINE. REMOVED EEC SN 05087838 FROM THE RT ENGINE AND TRANSFERRED TO LT ENGINE. RAN BOTH ENGINES IN MANUAL AND AUTO MODES. NO COMPRESSOR STALLS WERE NOTED FROM EITHER ENGINE. EEC TO STAY IN THE TRANSFERRED POSITIONS IAW CUSTOMER REQUEST. ALL WORK PERFORMED IAW MM P/N 30J2242 REV 8 DATED MAY 9/2008.

Part: COMPRESSOR — STALLED (LT ENGINE)

LEFT ENG EXPERIENCED COMPRESSOR STALL AS THROTTLES WERE ADVANCED FOR TAKEOFF. ABORTED TAKEOFF. (S)

Part: AILERON — OUT OF RIG · airframe 2,380 hrs · 1,897 cycles

DURING OCF FLIGHT FOR CONTROL CABLE CHANGE, WITH THE AILERON AND RUDDER TRIM WHEELS CENTERED, THE PLANE ROLLED LT AGGRESSIVELY ON TAKEOFF AND AT CRUISE SPEED. THE AILERON TRIM IS ABOUT .2500 INCH TO THE RT WHEN LEVEL. PERFORMED AILERON TRIM FLT NEUTRAL RIGGING PROCEDURE. FLIGHT NEUTRAL IS 2.1 DEG TAB UP WITH IN LIMITS AT THIS TIME.

Part: TRIM SYSTEM — OUT OF ADJUST (AILERONS)

DURING OCF FLIGHT FOR CONTROL CABLE CHANGE, WITH THE AILERON AND RUDDER TRIM WHEELS CENTERED, THE PLANE ROLLED LT AGGRESSIVELY ON TAKEOFF AND AT CRUISE SPEED. THE AILERON TRIM IS ABOUT .25 INCH TO THE RT WHEN LEVEL. (S)

Part: SWITCH — OUT OF ADJUST (PAX DOOR) · airframe 1,776 hrs · 1,419 cycles

CRUISING AT FL 270 AND 270 KIAS, THE CABIN DOOR LIGHT ILLUMINATED. ADJUSTED SWITCH. LIGHT EXTINGUISHES WHILE PRESSURIZED AND UNPRESSURIZED. IAW CE560 XL MM 52-70-00. & 21-30-00.