N687QS

Part: SKIN PANEL — CORRODED (ZONE 600) · airframe 6,706 hrs · 4,418 cycles

DURING BASE CHECKLIST FOUND CORROSION ON RT LWR WING TO WINGLET AREA. BLENDED AND REMOVED ALL VISIBLE SIGNS OF CORROSION FOUND ON RT LWR WING TO WINGLET AREA. AFTER CORROSION REMOVAL REMAINING THICKNESS OF WING SKIN WAS BEYOND ALLOWABLE LIMITS AND A REPAIR WAS NEEDED. COMPLIED WITH NETJETS RFTS-115118 REV.0 DATED 26SEP25. N687QS (680A-0216) RH LOWER WINGLET SKIN CORROSION. THIS IS A PERMANENT MINOR REPAIR.

Part: BUSHING — DAMAGED (DOOR HANDLE) · airframe 5,020 hrs · 3,293 cycles

MAIN ENTRY DOOR HANDLE IS CATCHING WHEN ATTEMPTING TO CLOSE. VERY DIFFICULT TO CLOSE DOOR, ESPECIALLY FROM INSIDE. (PRE-FLIGHT) FOUND THE MED SHIFTED FORWARD DUE TO A MIGRATED FWD MAIN DOOR HINGE BUSHING. REMOVED THE DOOR, ORDERED AND INSTALLED THE REQUIRED PARTS. (SEE STEPS BELOW) CENTERED MAIN ENTRY DOOR ENSURING ALL FITS AND CLEARANCES WERE MAINTAINED. PERFORMED SUCCESSFUL OPS AND LEAKS CHECKS. REF CE680A AMM 52-10-00

Part: HANDLE — LACK OF LUBE (MAIN DOOR) · airframe 4,813 hrs · 3,149 cycles

MAIN DOOR HANDLE VERY STIFF TO CLOSE SHUT. INSPECTED MAIN DOOR HANDLE, CLEANED AND LUBRICATED PINS AND HANDLE ASSEMBLY. OPERATED DOOR SERVERAL TIMES IN REF TO CE-680A AMM 52-10·04 OPS CHECK GOOD

Part: UNKNOWN — UNKNOWN (UNKNOWN) · airframe 4,645 hrs · 3,039 cycles

CABIN MAIN ENTRY DOOR SEAL LEAKS ON APPROACH. LOUD SQUEAL/COKE BOTTLE NOISE FROM THE MAIN ENTRY DOOR WHEN CABIN PRESSURE DIFFERENTIAL PSI IS AROUND 3PSI. COMPLIED WITH GVI OF THE MAIN CABIN DOOR AND DIDNT SEE DAMAGE BY GVI. DURING INSP OF CABIN DOOR SEAL, FOUND IT TO ROLL UP WHEN CLOSING, AFT CENTER SECTION OF DOOR ABOUT 6 INCHES LONG. INVESTIGATED & FOUND SECTION OF CABIN DOOR SEAL TO BE SITTING FLUSH AGAINST FRAME, & ROLLED SECTION ALLIGNMENT LAYING DIFFERENT, NOT FLUSH ON FRAME. WENT TO LOOSEN DOOR SEAL RETAINER, FOUND ALL RETAINING SCREWS AROUND DOOR SEAL TO BE LOOSE. REALLIGNED DOOR SEAL TO CORRECT POSITION & SECURED SCREWS IAW MM 52-10-00. NO DEFECTS.

Part: UNKNOWN — UNKNOWN (UNKNOWN) · airframe 4,153 hrs · 2,688 cycles

MAIN CABIN DOOR STARTED EMMITING A LOUD, HIGH-PITCH, WHINING SOUND ON DESCENT STARTING ABOUT 12,000' MSL, AND BECAME NOTICABLY WORSE AT 6000', AND CONTINUED. UPON INSPECTION, WE FOUND 2 AREAS WHICH MIGHT BE CAUSING THE WHINE NOISE, BOTH INVOLVING THE FRAME'S CENTER RETAINER SEAL: A 4" LONG AREA OF THE SEAL HAS BECOME DETATCHED FROM ITS TRACK, AT THE FORWARD LOWEST LOCKING BOLT RECEIVER PLATE. ALSO, ON THE DOOR FRAME'S AFT SIDE, THE SAME RETAINER SEAL IS RIDING UP ONTO THE ACOUSTIC SEAL IN A 3" AREA, AND POSSIBLY NOT SEALING EFFECTIVELY. APPLIED SEALANT TO LOOSE SECONDARY DOOR SEAL. PERFORMED SATISFACTORY CABIN PRESSURIZATION CONTROL OPS CHECK (ENGINE RUN). WORK PERFORMED IAW AMM 21-30-00, 20-40-30.

Part: BATTERY PACK — DISCHARGED (EMERGENCY LIGHTS) · airframe 3,404 hrs · 2,201 cycles

WITH EMER LTS SWITCH OFF AND SHIP'S BATTS BOTH DISCONNECTED, MAIN CABIN DOOR EXIT SIGN, DOORFRAME EXIT SIGN, AND LIGHTS UNDER SEAT 10 REMAIN ILLUMINATED. RESET NR 1 BATTERY PACK INERTIA SWITCH AND COMPLIED WITH OPS CHECK AND RECHARGING PROCEDURE. OPS CHECKED GOOD. ALL WORK DONE PER AMM 33-50-00.

Part: UPLOCK SWITCH — DEFECTIVE (MLG) · airframe 3,270 hrs · 2,126 cycles

LEFT MLG LANDING GEAR RETRACTION: SFO AIRPORT LEFT MAIN GEAR RETRACTION GOT EICAS: GEAR DISAGREE L. ALSO YELLOW "DN" GEAR INDICATION LEFT MAIN. RAN QRH AND GOT GOOD 3 GREEN. LANDED NORMALLY. RETRIEVED PARTS FROM FBO. ACCOMPLISHED INCOMING PART CHECK, PART CHECK GOOD. ARRIVED AT AC. PREPPED AC AND JACKED AC AS REQUIRED. REMOVED WBA-MLG UPLOCK SWITCH DUE TO INTERNAL FAILURE. INSTALLED NEW WBA-MLG UPLOCK SWITCH AS REQUIRED. PERFORMED AND FOUND OPERATIONAL TEST SATISFACTORY. DOWN JACKED AC AS REQUIRED. ITEM NO LONGER STANDS. WORK DONE IAW AMM 32-30-15 & 32-32-25.

Part: WIRE — CHAFED (FIRE DETECT SYS) · airframe 1,476 hrs · 952 cycles

FIRE DETECT FAIL R AMBER CAS: MESSAGE CAME ON DURING CLIMB OUT. CHECKLIST PROCEDURES WERE ACCOMPLISHED. DIVERTED TO CMH. "CORRECTIVE ACTION" FOUND CHAFFED WIRE ON ELECTRICAL CONNECTOR PE032. REMOVED THE DAMAGED WIRE PORTION, INSTALLED TWO CONTACTS AND REASSEMBLED ELECTRICAL CONNECTOR PE032 IN REFERENCE TO THE CESSNA 680A STANDARD PRACTICES MANUAL 20-30-20 AND THE WIRING DIAGRAM MANUAL 26-10-30. OPS CHECKS REQUIRED.

Part: SWITCH — TRIPPED (EMERGENCY LIGHTS) · airframe 1,306 hrs · 847 cycles

EMERG EXIT SIGN/LIGHT: EXIT LIGHT OVER THE PAX ENTRANCE DOOR AND BOTH EXIT LIGHTS AT THE BOTTOM OF THE DOOR WILL NOT TURN OFF IN ANY EMER SWITCH POSITION. TRIED DISCONNECTING THE BATTERIES AND RECONNECTED THE BATTERIES AND THE LIGHTS CAME BACK ON WITH THE EMER SWITCH IN THE OFF POSITION. FOUND THE FWD EMERGENCY LIGHTING INERTIA SWITCH TRIPPED. RESET SWITCH AND LIGHT EXTINGUISHED IAW CE680A AMM 33-50-00. NO FURTHER DEFECTS

Part: BATTERY — DEFECTIVE (EMERGENCY LIGHTS) · airframe 1,110 hrs · 722 cycles

ON PREFLIGHT THE EMERGENCY LIGHT SYSTEM IS INOPERATIVE. THE READING LIGHT ABOVE THE LAV, THE EXIT SIGN UNDER THE LAV, THE FLOOR LIGHT UNDER THE LAV AND THE EXIT SIGN ON THE BULKHEAD BEHIND SEAT 7 ARE ALL INOPERATIVE. LAV, THE FLOOR LIGHT UNDER THE LAV AND THE EXIT SIGN ON THE BULKHEAD BEHIND SEAT 7 ARE ALL INOPERATIVE. FOUND DEFECTIVE NR 4 EMERGENCY LIGHTING BATTERY. REMOVED DEFECTIVE NR 4 EMERGENCY LIGHTING BATTERY AND INSTALLED REPAIRED UNIT WITH GOOD OPS CHECKS. REF: CE·680A AMM 33-50-06.

Part: CONNECTOR — BROKEN (SWITCH) · airframe 507 hrs · 326 cycles

CAN NOT OPEN MAIN CABIN DOOR FROM THE INSIDE. NO CAS MESSAGE. TROUBLESHOT PAX DOOR ISSUE TO BROKEN CONNECTION ON BACK OF INTERIOR DOOR HANDLE PUSH BUTTON SWITCH. VERIFIED SWITCH STILL OPERABLE WITH MULTIMETER. REPAIRED CONNECTION AND REASSEMBLED PAX DOOR. ALL OPERATIONAL CHECKS ACCOMPLISHED SATISFACTORILY IAW CE 680A AMM 52-10-00

Part: MASTER CYLINDER — FAILED (BRAKES) · airframe 11,063 hrs · 8,795 cycles

DURING TAXI ONTO RUNWAY WITH LT RUDDER DEFLECTION, HEARD & FELT A POP IN THE RUDDER PEDALS & THEN SMELLED A NOXIOUS ODOR. THE LT BRAKE PEDAL HAD NO EFFECT, HAD TO USE EMERGENCY BRAKING TO STOP THE ACFT. AFTER STOPPING THERE WAS A LARGE PUDDLE IN THE FIRST OFFICER'S FLOOR AREA. R & R THE CO-PILOT'S LT BRAKE MASTER CYLINDER & TWO HYD LINES IAW MM 32-42-02. OPS & LEAK CHECKED GOOD.

Part: HOUSING — BROKEN (NR 2 ENGINE)

INSTALLED REPAIRED SERVICEABLE ENG ON THE NR 2 POSITION ON ACFT. DURING THE ENG LEAK & RUN UP CHECKS WE DISCOVERED THAT THE T1 PROBE HOUSING THAT IS IN THE INLET AIR STREAM HAS BROKEN OFF & DAMAGED THE FAN, FAN LINER & BYPASS DUCT. REMOVED ENG & RETURNED FOR REPAIR. THE T1 PROBE HOUSING WAS NOT DISTURBED AT THE ENG CHANGE. WE BELIEVE THE T1 PROBE HOUSING HAD BEEN DAMAGED DURING A PREVIOUS INSTALLATION & CRACKED THE AIR INLET PROBE. THE VIBRATIONS FROM THE POWER RUN CAUSED THE PROBE TO BREAK OFF & DAMAGE THE ENG.

Part: SEAL — FAILED (NLG STRUT) · airframe 10,061 hrs · 7,968 cycles

AFTER TAKEOFF, RED GEAR UNSAFE LIGHT REMAINED ON, CAUSING THE HYD LIGHT TO REMAIN ON AND THE STAB MISCOMPARE LIGHT TO COME ON. VISUAL INSPECTION OF NLG STRUT FOR LEAKAGE, NONE FOUND. JACKED ACFT. WRANG OUT WIRING TO NOSE, LEFT AND RIGHT UPLOCK SWITCHES: S3, BOTH LEGS IN EACH SWITCH. ALL 3 SWITCHES CHECKED GOOD IAW WDM 32-60-01 REV B. MEASURED CHROME ON NLG STRUT AND FOUND IT TO BE AT 9.125 INCHES. INFORMED THIS WAS OVEREXTENDED STRUT. REPACKED NLG STRUT, SERVICED AND CYCLED GEAR 10 TIMES, ALL INDICATIONS NOW NORMAL. MISCOMPARE CHECKED NORMAL. WORK PERFORMED IAW MM 32-20-01 REV 7.

Part: WARNING LIGHT — ILLUMINATED (MLG) · airframe 10,061 hrs · 7,968 cycles

AFTER TAKEOFF, THE RED GEAR UNSAFE LIGHT REMAINED ON, CAUSING THE HYD LIGHT TO REMAIN ON AND THE STAB MISCOMPARE LIGHT THE COME ON.

Part: PUMP — FAILED (BRAKE) · airframe 9,666 hrs · 7,635 cycles

DURING TAXI, ANTI-SKID INOPERATIVE ANNUCIATOR ILLUMINATED. RETURNED TO RAMP. WHILE TURNING TO PARK THE BRAKE FAILED AS THE BRAKE LOW PRESSURE LIGHT ILLUMINATED. TROUBLESHOT TO BRAKE HYDRAULIC PACK. HYDRAULIC MOTOR WOULD ONLY BUILD PRESSURE UP TO 1300 PSI AND CONTINOUSLY RAN, GOT HOT AND POP THE POWER BRAKE CIRCUIT BREAKER. REMOVED & REPLACED BRAKE PUMP AND MOTOR IAW MM 32-42-06. OPS AND LEAK CHECKS GOOD. TAXI CHECK GOOD.

Part: ACTUATOR — MALFUNCTIONED (MLG) · airframe 8,828 hrs · 6,950 cycles

AFTER GEAR WAS EXTENDED, THE RED UNLOCK LIGHT FLICKERED ON/OFF FOR ABOUT 5 MINUTES. 3 GREEN WERE CONTINUOUSLY ILLUMINATED. EVENTUALLY FLICKERING STOPPED. OPTED TO BLOW THE GEAR DOWN WITH THE EMERGENCY BOTTLE. LANDED NORMAL. R & R RT MAIN GEAR ACTUATOR. COMPLIED WITH CAMBER CHECK IAW MM 32-10-00. ACTUATOR CHANGE IAW MM 32-30-04. R & R RT MLG WIRE HARNESS IAW MM 20-10-01. HARNESS & GEAR ACTUATOR LEAK & OP'S CHECKED GOOD IAW MM 32-01-00.

Part: WARNING LIGHT — INTERMITTENT (MLG) · airframe 8,727 hrs · 6,855 cycles

DURING GEAR EXTENSION A FLICKERING GEAR UNLOCK INDICATION WAS NOTICED. ALL 3 GREEN LIGHTS WERE ON. APPROPRIATE CHECKLIST WAS COMPLIED WITH. AFTER PROCEDURE THE GEAR UNLOCK INDICATION EXTINGUISHED. CHECKED ALL WIRING AT SWITCHES, UPLOCK AND DOWN LOCK, NO FAULTS FOUND.

Part: SWITCH — LOOSE (THRUST REVERSER) · airframe 6,791 hrs · 5,324 cycles

UPON APPLYING T/O POWER THE LT ENGINE TR HAD AN UNCOMMANDED DEPLOYMENT, THIS HAPPEN MULTIPLE TIMES. EACH TIME WE USED EMER STOW. DID NOT BEGIN TAKEOFF ROLL. TROUBLESHOT SYS AND FOUND THE STOW AND DEPLOY SWITCHES LOOSE IN THE PEDESTAL. TIGHTENED AND ADJUSTED THE LT STOW AND DEPLOY SWITCHES IAW MM 78-31-00. GROUND RAN ACFT AND OPS CHECK OF THE SYS WAS GOOD.

Part: CONTROL VALVE — MALFUNCTIONED (MLG)

ENCOUNTERED SEVERE TURBULENCE AT FL350. GEAR HANDLE PLACED IN THE DOWN POSITION ON FINAL APPROACH AND NOTHING HAPPENED FOR 3-5 SECONDS TEHN THE GEAR EXTENDED NORMALLY. COMPLIED WITH SERVERE TURBULANCE INSP IAW MM 05-50-20 PARA 5. NO DEFECTS FOUND WITH A/C AT THIS TIME. DUPLICATED PROBLEM ON GROUND. TROUBLESHOT & FOUND PROPER ELECTRICAL POWER & GROUND TO LAND GEAR CONTROL VALVE AS WELL AS HYDRAULIC LOADING VALVE. REPLACED LANDING GEAR CONTROL VALVE WITH AN OVERHAULED VALVE PER MM 32-30-02. FOUND LANDING GEAR TO EXTEND & RETRACT PROPERLY 10 TIMES IN A ROW PER MM 32-30-00. LEAK CHECKED GOOD. HYD RESERVOIR SERVICED TO FULL.

Part: SERVO — INOPERATIVE (LT BLEED VALVE) · airframe 5,508 hrs · 4,306 cycles

RT ENGINE WILL NOT MAKE TAKEOFF POWER 88.1 N1 WAS NEEDED AND IT WOULD ONLY GO TO 80 PERCENT. R&R BOV TORQUE MOTOR IAW PRATT & WHITNEY 545A MAINT. MANUAL 75-30-01 & COMPLETED SECONDARY ORIFICE CALIBRATION I.A.W 560 EXCEL M.M. 71-00-04

Part: ACTUATOR — FAILED (LEFT MAIN GEAR) · airframe 4,870 hrs · 3,835 cycles

LANDING GEAR " UNLOCK" LIGHT WOULD NOT EXTINGUISH ON GEAR RETRACTION, GEAR SOUNDED LIKE IT STOWED. HOWEVER, LIGHT REMAINED ILLUMINATED. REMOVED AND REPLACED LT MAIN LANDING GEAR ACTUATOR WITH A RENTAL ACTUATOR. BLEED ACTUATOR, PERFORMED A FUNCTIONAL CHECK OF THE EXTEND AND RETRACT OF THE ACTUATOR. OPS CHECKED GOOD. LEAK CHECKED GOOD ALL WORK IAW CE 560XL MM 32-30-04.

Part: CONTROL CABLE — FRAYED (ELEVATOR TRIM)

DURING PHASE B INSPECTION, IAW OPERATOR REQUEST, INSPECTED THE AFT ELEVATOR TRIM CABLES. UPON INSPECTION WE FOUND 3 BROKEN WIRES. REMOVED CABLE AND PREFORMED LOOP TEST AND FOUND SEVERAL BROKEN WIRES IN EACH STRAND. THE BROKEN WIRES WERE FOUND IN THE AREA AS IT CROSSES THE PULLEY, WITH TAB NEUTRAL TO 1-2 DEGREES DOWN. PRIOR TO DISASSEMBLY THE CABLE TENSION WAS CHECKED, WAS WITHIN MM LIMITS. INSPECTED CABLE ROUTING AND PULLEYS, ALL CHECKED GOOD. AN SDR HAS BEEN SUBMITTED TO MFG UNDER NR 246824.

Part: SEAL — LEAKING (STARTER GEN) · airframe 4,066 hrs · 3,197 cycles

WITH APU ON FOR 15 MIN, CAB IN FILLED WITH SMOKE. OIL SMELL TO IT. BLEED AIR ON, TEMPS NORMAL ON APU. CABIN SEEMED TO NOT BE COOLING EFFECTIVELY. - FOUND APU STARTER/GENERATOR GARLOCK SEAL LEAKING OIL INTO ENCLOSURE - REPLACED SEAL IAW HONEYWELL RE100 (XL) MM 49-10-00. ALSO FOUND AREA AROUND FILLER PORT APPEARS TO HAVE OIL SPILLED INTO APU AIR INLET. BOROSCOPE APU NO INTERNAL LEAKS NOTED. REPLACED COALSCER SOCK AND CLEANED ECU & DUCTING TO REMOVE OIL IAW ALIED SIGNAL MM IV SCREW 4-7 OPS/LEAK CHECKS GOOD.

Part: APU — OVERSERVICED (APU BAY) · airframe 3,705 hrs · 2,893 cycles

AIRCRAFT APU RUNNING ON GROUND / CABIN FILLED UP WITH BLUE SMOKE, CUT APU BLEED AIR OFF, AND SMOKE SLOWED BUT DID NOT STOP, AIRCRAFT HAD BEEN SITTING IN HEAVY RAIN. STARTED BOTH ENGINES, AC DID NOT SMOKE. FOUND APU OIL OVERSERVICED. REMOVED EXCESS OIL, RAN APU . OPS CHECK GOOD. NO SMOKE W/ APU BLEED AIR. WORK PERFORMED IAW HONEYWELL RE-100(XL) APU MM CHAP 49-90-00 .

Part: ODOR — DETECTED (COCKPIT) · airframe 3,671 hrs · 2,863 cycles

UPON DESCENT THROUGH 14000 FT, MFD SCREEN WENT BLANK ABRUPTLY. STRONG ODOR OF BURNED PLASTIC FILLED COCKPIT, BUT NO SMOKE DETECTED. PERFORMED USER INITIATED SELF TEST. ALL ITEMS DISPLAY PASS AND VALID. SWITCH SG FROM NORM TO SG1 AND SG 2. SELF TEST ALSO PASS/VALID. INSPECTED MFD FOR OVERHEAT/BURN ODOR. CHECKS GOOD. ALL WORK PERFORMED IAW CE 560 XL MM 34-25-01 AND 34-25-02 .SYSTEM RAN APPROX 2 HRS. NO DEFECTS FOUND.

Part: CUSHION — MISSING (SEAT) · airframe 2,162 hrs · 1,710 cycles

NR 6 AND NR 8 CABIN SEATS WERE AT MAINTENANCE FACILITY FOR ROUTINE REFURBISHMENT. DURING DISASSEMBLY IT WAS FOUND THAT THE SEAT PAN CUSHIONS WERE MISSING. IT APPEARS THEY HAD NEVER BEEN INSTALLED. NEW SEAT PAN CUSHIONS WERE FABRICATED AND INSTALLED FROM APPROPRIATELY BURN TESTED MATERIAL.

Part: PROXIMITY SWITCH — OUT OF ADJUST (THRUST REVERSER) · airframe 2,067 hrs · 1,642 cycles

RT T/R ARM LIGHT ILLUMINATED IN FLIGHT ACCOMPANIED BY A CONSTANT HYDRAULIC PRESSURE ANNUNCIATOR, FOLLOWED BY INTERMITTENT UNLOCK LIGHT OF LANDING GEAR CAUSING SYSTEM TO RETRACT GEAR. - FOUND RT T/R STOW / DEPLOY SWITCH IN QUADRANT TO BE OUT OF ADJUSTMENT. READJUSTED RT T/R STOW / DEPLOY SWITCH, OPS CHECK GOOD. COULD NOT DUPLICATE LANDING GEAR UNLOCK LIGHT, ALL OPS CHECK GOOD IAW CE560XL M/M CH 78-31-00.

Part: LENS — CRACKED (LT WING TIP)

FOUND LT WING TIP LIGHT ASSEMBLY LENS CRACKED AROUND FORWARD AND AFT FLANGE. POSSIBLE CAUSE: OVER-TORQUE OF ATTACHING HARDWARE. REPLACED WING TIP LIGHT ASSEMBLY LENS.