N698QS

Part: DOOR — OUT OF ADJUST (ZONE 800) · airframe 15,597 hrs · 11,913 cycles

MAIN DOOR: MAIN CABIN DOOR WILL NOT OPEN WITHOUT USING PRECATCH BOTH FROM OUTSIDE AND INSIDE. ADJUSTED DOOR IAW AMM 52-10-00

Part: PRECATCH — OUT OF ADJUST (ZONE 800) · airframe 15,596 hrs · 11,912 cycles

MAIN DOOR HANDLE: THE AMOUNT OF FORCE REQUIRED TO LOCK OR OPEN THE MAIN CABIN DOOR IS EXCESSIVE. CORRECTIVE ACTION; ADJUSTED MAIN DOOR PRE-CATCH MECHANISM IAW CE 560XL MM 52-10-01. NO FURTHER DEFECTS NOTED.

Part: HANDLE — BINDING (MAIN DOOR) · airframe 15,594 hrs · 11,911 cycles

MAIN CABIN DOOR HANDLE REQUIRES EXCESSIVE FORCE TO OPEN AND CLOSE FROM INSIDE OF CABIN. MAIN DOOR: MAIN CABIN DOOR HANDLE REQUIRED TRIED ADJUSTING AFT LOWER SOCKET BUT NEEDS MORE ADJUSTMENT, CALLED NETJETS AND THEIR TECH'S ADJUSTED THE AFT LOWER SOCKET AND THE PIN. NEED TO CONTINUE ADJUSTING OTHER SOCKETS TO HELP PULL THE DOOR IN TO EVEN THE LOAD. MADE ADJUSTMENTS TO THE LOWER AFT PIN AND GOT IT TO RUN SMOOTH HOWEVER THERE IS A DENT IN THE PIN THAT SHOULD NOT BE THERE. PLACED PN 6611355-42 ON ORDER. REMOVED CABIN STEPS, REMOVED PANEL TO ACCESS THE DOOR PIN. REMOVED FASTENERS AND REMOVED THE PIN PN 6611355-42 AND INSTALLED NEW PN 6611355-42 PIN. RE INSTALLED THE PANEL AND ADJUSTED THE SOCKET. FOUND HEAD STRIPPED ON SCREW/BOLT PN NAS 1581C4H4P. PLACED PARTS ON ORDER. INSTALLED CABIN DOOR STEPS IAW AMM 52-10-02. EXTRACTED AND REPLACED DAMAGED BOLT IAW SRM 51-40-03. DOOR PIN INSTALLED IN REFERENCE TO MM 52-10-01

Part: DOOR — BINDING (MAIN) · airframe 15,594 hrs · 11,911 cycles

MAIN CABIN DOOR HANDLE REQUIRES EXCESSIVE FORCE TO OPEN AND CLOSE FROM INSIDE OF CABIN. OPS CHECK DOOR AND VERIFIED DOOR STRUGGLES TO CLOSE AND OPEN. SEEMS TO BE TOUGHER WHILE OPERATING FROM INSIDE CABIN. LUBRICATED DOOR PINS, LATCHES ECT. NO FIX. PLACED ALUMINUM TAPE AROUND TAPERED PIN HOLES TO LOCATE ISSUES. NOTICED THE LOWER AFT PIN SEEMS TO BE OUT OF LINE TOWARDS THE OTBD SIDE OF HOLE. LOOSENED THE DOOR PIN RECEFI ICLE PLATES TO ADJUST HOLES. MARKED PRIOR TO ADJUSTING. NOTICED WE COULD NOT ADJUST THE LOWER AFT HOLE ENOUGH TO CENTER THE PIN. READ THAT ITS PERMISSIBLE TO ROTATE THE PLATE TO ACHIEVE BETTER ALIGNMENT. MORE TROUBLESHOOTING REQ'D. PERFORMED OPS CHECK OF THE DOOR AND FOUND IT TO BE VERY HARD TO CLOSE. THEY ATTEMTPTED TO PERFORM MED LATCH PLATE ADJUSTMENT WITH NO SUCCESS. REMOVED ALL LATCH PLATE ASSY'S EXCEPT PRECATCH AND THE TOP 2 LATCH PLATE ASSY'S. STARTED RIGGING INSTALLING & RIGGING EACH LATCH PLATE ASSY ONE BY ONE. ALL THE LATCHES WORKED PROPERLY EXCEPT THE BOTTOM 2 LATCH PLATES. ATTEMPTED TO RIG THE BOTTOM TWO LATCH PLATES MULTIPLE TIMES WITH NO SUCCESS. MED HANDLE IS REALLY HARD TO CLOSE. REMOVED STEPS AND INSPECTED ALL MED LOCKING MECHANISM RODS AND PINS FOR SECURITY OF INSTALLATION AND DAMAGE WITH NO DEFECTS NOTED MED LOCKING MECHANISM REQUIRES FURTHER TROUBLESHOOTING. WORK DONE IN REF WITH AMM 52-10-00. CONTINUED TO ATTEMPT TO RIG AFT MIDDLE AND LOWER ECCENTRIC BUSHINGS TO ALLOW MED TO CLOSE SMOOTHLY, UNABLE TO GET RIGGED SATISFACTORILY. REQUIRES FURTHER TROUBLE SHOOTING. .EMI-71 RIGGING ADJUSTMENTS, AND FOUND IT TO START WORKING MORE SMOOTHLY. THEN NOTED THE DOOR BEGAN SHIFTING MORE WHILE OPERATING AND THEN THE DOOR BECAME HARD TO CLOSE AGAIN, UNSURE OF WHAT CAUSED THE CHANGE. MCC REQUESTED REPLACEMENT OF PARTS. REINSTALLED THE AFT MIDDLE PLATE AND ECCENTRICS. WITH AFT LOWER PLATE REMOVED THE DOOR LATCHES NORMALLY. ATTEMPTED TO REINSTALL THE ORIGINAL AFT LOWER PLATE AND ECCENTRICS AND FOUND THE DOOR WILL NOT LATCH. REPLACED THE LOWER AFT PLATE AND ECCENTRICS WITH NEW WITH SAME RESULT. PER MCC THE AIRCRAFT IS TO BE FERRIED TO TEXTRON. SITE REP REQUESTED THE ORIGINAL AFT LOWER, REINSTALLED THE ORIGINAL PLATE AND ECCENTRICS. ADJUSTED THE MIDDLE AND LOWER ECCENTRICS STARTING WITH THE AFT LOWER PER TEXTRON'S PREVIOUS RECOMMENDATION. DOOR NOW ABLE TO OPEN AND CLOSE UTILIZING THE INNER AND OUTER HANDLES HOWEVER REMAINS STIFF. PER MCCS RECOMMENDATION, REMOVED THE STEP ASSEMBLY AND VISUALLY INSPECTED THE DOOR MECHANISM FOR CONDITION. NO DEFECTS NOTED AT THIS TIME. ALL WORK DONE IAW AMM 52-10-00. ORIGINAL SUBMISSION DATE: 11/14/2024

Part: SWITCH — DEFECTIVE (ZONE 300) · airframe 15,480 hrs · 11,818 cycles

STAB MISCOMPARE LIGHT: ON 5 MILE FINAL PRIOR TO LANDING, WE GOT THE STAB MISCOMPARE ANNUNCIATOR LIGHT AND ALSO THE HYD PRESS LIGHT ( FLASHING ). TOOK A LOT OF CONTROL FORCE TO HOLD ALTITUDE. RAN QRH CHECK LIST AND LANDED UNEVENTFULLY. PHOTO ATTACHED. PRIOR TO SHUTDOWN AT PARKING, I PUT THE FLAPS AT 15 DEGREES TO VISUALLY INSPECT THE STAB WHICH WAS NOT AT THE PROPER TAKE OFF POSITION. PHOTO ATTACHED. CORRECTIVE ACTION: FOUND FLAP POSITION SWITCH INTERMITTENT. REMOVED AND REPLACED SWITCH WITH NEW. OPS CHECK GOOD. REF. CE-560 AMM 27-40-00.

Part: WARNING MESSAGE — FALSE ACTIVATION (MLG BRAKES) · airframe 15,325 hrs · 11,700 cycles

DURING TAXI TO ACTIVE RUNWAY THE LO BRK PRESS AND ANTI SKID INOP WARING LIGHTS CAME ON. TRIED STOPPING AIRCRAFT WITH TOE BRAKES BUT THEY WHERE INOP. STOPPED AIRCRAFT USING EMERGENCY BRAKE. AIRCRAFT TOWED BACK TO RAMP. TROUBLESHOT BRAKE SYSTEM, NO FAULTS WERE FLAGGED ON ANTI-SKID CONTROL BOX, MOTOR CYCLES NORMALLY AND BRAKE LO PRESS AND ANTI-SKID ANNUNCIATORS ARE NORMAL, NO LEAKS FOUND. BLED BRAKES IAW MM 32-44-00. TAXI CHECKED AIRCRAFT AND BRAKES OPERATE NORMAL AND PEDALS FEEL SOLID.

Part: PUMP — FAILED (HYD SYSTEM) · airframe 15,120 hrs · 11,545 cycles

HYDRAULIC RESERVOIR: DURING FLIGHT AT FLIGHT LEVEL 400 WE RECEIVED A HYD LOW LVL ANNUCIATOR. WE RAN THE QRH AND ANNUCIATOR REMAINED ON. REMOVED UH EDP PN 9912062-4 SN 6008 DUE TO AIRCRAFT LOSS OF HYDRAULIC FLUID AND INSTALLED THE NEW UNIT LISTED ABOVE IAW AMM AMM 29-11-03, OPS AND LEAK CHECK GOOD. 2 REMOVED R/H EDP PN 9912062-4 SN 6048 DUE TO AIRCRAFT LOSS OF HYDRAULIC FLUID AND INSTALLED THE OVERHAULED UNIT LISTED ABOVE IAW AMM 29-11-03, OPS AND LEAK CHECK GOOD.

Part: HYDRAULIC SYSTEM — LEAKING · airframe 15,120 hrs · 11,545 cycles

LEFT MLG LANDING GEAR EXTENSION: PERFORMED EMERGENCY LANDING GEAR EXTENSION DUE TO NO HYDRAULIC FLUID. HYD LOW LVL AND BOTH HYD LOW FLO ANNUCIATORS ILLUMINATED AT FL400. AFTER LANDING, AIRPORT PERSONNEL DISCOVERED HYDRAULIC POOLING AREAS INSIDE THE HYDRAULIC ACCESS PANEL AND INSIDE THE REAR HELL HOLE COMPARTMENT BELOW THE J BOX. THE HYDRAULIC QUANTITY INDICATOR WAS EMPTY AT THIS POINT.

Part: PUMP — LEAKING (HYD SYSTEM) · airframe 15,120 hrs · 11,545 cycles

LEFT MLG LANDING GEAR EXTENSION: PERFORMED EMERGENCY LANDING GEAR EXTENSION DUE TO NO HYDRAULIC FLUID. HYD LOW LVL AND BOTH HYD LOW FLO ANNUCIATORS ILLUMINATED AT FL400. AFTER LANDING, AIRPORT PERSONNEL DISCOVERED HYDRAULIC POOLING AREAS INSIDE THE HYDRAULIC ACCESS PANEL AND INSIDE THE REAR HELL HOLE COMPARTMENT BELOW THE J BOX. THE HYDRAULIC QUANTITY INDICATOR WAS EMPTY AT THIS POINT. REMOVED UH EDP PN 9912062-4 SN 6008 DUE TO AIRCRAFT LOSS OF HYDRAULIC FLUID AND INSTALLED THE NEW UNIT LISTED ABOVE IAW AMM CESG0XL AMM 29-11-03, OPS AND LEAK CHECK GOOD. 2 REMOVED R/H EDP PN 9912062-4 SN 6048 DUE TO AIRCRAFT LOSS OF HYDRAULIC FLUID AND INSTALLED THE OVERHAULED UNIT LISTED ABOVE IAW AMM CE560XLAMM 29-11-03, OPS AND LEAK CHECK GOOD.

Part: WINDSHIELD — FAILED (COCKPIT LEFT) · airframe 15,111 hrs · 11,535 cycles

CAPTAIN COCKPIT WINDOW SHATTERED IN FLIGHT. WE HAD A L W/S FAULT ANNUNCIATOR COME ON WITH ASSOCIATED MASTER CAUTION. WE RAN THE ASSOCIATED QRH AND THE ANNUNCIATOR WENT OUT. FIVE MINUTES LATER THE WINDOW SHATTERED. WE WERE AT FL200. COCKPIT FORWARD OR SIDE WINDSHIELD CRACKED/SHATTERED QRH WAS COMPLETED. WE DECLARED AN EMERGENCY AND RETURNED TO KGSP. R & R LT WINDSHIELD AS REQUIRED. COMPLIED WITH ALL POST MAINT OPS/LEAK CHECKS AS REQUIRED. NO FURTHER DEFECTS NOTED AT THIS TIME. REF. MM 56-11-00. ALL STEPS SQUAWKS BELOW PERTAINING TO THIS MAINTENANCE ACTIONS OUTLINE ALL PROCEDURES FOLLOWED.

Part: UNKNOWN — UNKNOWN (UNKNOWN) · airframe 14,948 hrs · 11,420 cycles

MAIN ENTRANCE DOOR IS HARD TO LATCH AND UNLATCH. ESPECIALLY FROM THE INSIDE. PERFORMED SEVERAL OPS CHECK OF THE MAIN ENTRANCE DOOR WITH NO DISCREPANCIES TO NOTE AT THIS TIME, IAW AMM 52-10-00.

Part: UNKNOWN — UNKNOWN (UNKNOWN) · airframe 14,637 hrs · 11,177 cycles

MAIN DOOR: MAIN DOOR EXTREMELY DIFFICULT TO CLOSE FROM THE INSIDE. THE HANDLE CLOSES FINE THE FIRST 45 DEGREES THEN MEETS VERY STIFF RESISTANCE. THE MAIN DOOR CLOSES FINE FROM THE OUTSIDE. //SIGNOFF// FOUND THE MED LATCH PLATES OUT OF ADJUSTMENT PERFORMED THE LATCH PLATE ADJUSTMENT PROCEDURE ON THE AFT CENTER, AFT LOWER, AND FWD CENTER MAIN ENTRY DOOR LATCHING PLATES. OPERATIONAL CHECKS GOOD, ALL WORK PERFORMED IN REFERENCE TO CE·S60XLS AMM 52-10-00, PERFORMED LUBRLCATION AS REQUIRED TO LOCKING PINS, REF, MM 52-10•00,

Part: UNKNOWN — UNKNOWN (UNKNOWN) · airframe 14,542 hrs · 11,106 cycles

EMERG EXIT SIGN/LIGHT: EXIT SIGN TO LEFT OF MAIN ENTRY DOOR WILL NOT ILLUMINATE IN ANY SWITCH CONFIGURATION. GAINED ACCESS TO EXIT SIGN TO LEFT OF MAIN ENTRY DOOR AFTER FURTHER T/S FOUND ON CONNECTOR FRAYED. REMOVED DEFECTIVE EXIT SIGN TO LEFT OF MAIN ENTRY DOOR PN OFF: 9919055-2 SN OFF: 06L191A AND INSTALLED CUSTOMER SUPPLIED NEW EXIT SIGN PN ON: 9919055-2 SN ON: 22L260A PER AMM 33-50-02. PERFORMED STAISFACTORY OPS. CHECK PER AMM 33-50-00.

Part: UNKNOWN — UNKNOWN (UNKNOWN) · airframe 14,534 hrs · 11,100 cycles

MAIN CABIN DOOR ACOUSTIC SEAL WILL NOT RELEASE AFTER SHORT FLIGHT WITH SERVICE AIR ON. DOOR CANNOT BE OPENED WHILE APU WAS RUNNING. HAD TO SHUT DOWN APU TO REMOVE SERVICE AIR BEFORE WE COULD EXIT. REMOVED CABIN ENTRY DOOR STEPS AND INSPECTED PRIMARY DOOR SEAL VALVE WITH NO DEFECTS NOTED AND OPS CHECKS GOOD. INSTALLED CABIN ENTRY DOOR STEPS REF. CESSNA 560XL MM 52-10-02. GAINED ACCESS TO ACCOUSTIC DOOR SEAL VALVE AND INSPECTED WITH NO DEFECTS NOTED. ADJUSTED ACCOUSTIC DOOR SEAL VALVE REF. CESSNA 560XL MM 36-15-00. OPS CHECKS GOOD.

Part: UNKNOWN — UNKNOWN (UNKNOWN) · corrosion level 2 · airframe 14,527 hrs · 11,094 cycles

FOUND CORROSION ON LH/RH WING UPPER SURFACE ALONG FS 335.38 OVER MAIN WING SPAR. DAMAGE SUBMITTED TO TEXTRON AND REPAIRED IAW TEXTRON FIELD REPAIR FR-560-5653-11886 DATED 5/15/23. THIS IS CLASSIFIED AS A MAJOR REPAIR.

Part: BATTERY PACK — DEPLETED (ZONE 900) · airframe 14,344 hrs · 965 cycles

REAR CABIN AND EXTERIOR EMERGENCY LIGHTS INOP WHEN MAIN BATTERY IS OFF. LIGHTS WORK NORMALLY WHEN MAIN BATTERY IS ON.

Part: FAN — SHORTED (COCKPIT) · airframe 13,566 hrs · 10,417 cycles

COCKPIT ODOR: JUST PRIOR TO TAKEOFF THE APU WAS SHUTDOWN AND THE COCKPIT RECIRC FAN TURNED TO THE HIGH POSITION. NOTICED AT THE END OF TAKEOFF ROLL A ELECTRICAL ODOR THERE WAS NO SMOKE. I TURNED THE COCKPIT RECIRC FAN OFF, BUT THE ODOR DID NOT DISSIPATE. ON THE RAMP, WHEN THE O2 MASKS WERE REMOVED THE ODOR WAS STILL THERE BUT NOT AS STRONG. ON THE RIGHT SIDE OF THE AIRCRAFT THERE WAS AN ODOR. FOUND CB HT034 (COCKPIT FAN) TRIPPED. WE WERE UNDER LANDING WEIGHT WHEN WE LANDED.//CORRECTIVE ACTION// ACCESSED COCKPIT RECIRC FAN AND VERIFIBD THAT FAN IS SHORTED, BUT IS GETTING POWER PRIOR O BREAKER POPPING AGAIN. MCC WANTS TO REPLACE FAN INSTEAD OF PLACING ON MEL AT THIS IME. REMOVED AND REPLACED COCKPIT RECIRC FAN REF CE560XLS AMM 21-22-00. RUN BLOWER TO LLOW AND HIGH SPEED FOR 15 MINUTES, NO ODOR NOTED. OPS CHECK GOOD AT THIS TIME

Part: LOCK BOLT — LOOSE (PAX DOOR) · airframe 12,662 hrs · 9,754 cycles

MAIN CABIN DOOR EXTREMELY HARD TO CLOSE FROM OUTSIDE AS WELL AS INSIDE. INSPECTED DOOR BOLT SYSTEM PINS, FOUND DIRTY AND DRAGGING. CLEANED AS NEEDED, GAINED ACCESS TO DOOR INNER MECHANISM, OPERATED AND NOTED SMOOTH WHEN DOOR WAS OPEN. LUBRICATED AS NEEDED. CLOSED ACCESS TO DOOR. INSPECTED DOOR LOCK BOLTHOLES AND ECCENTRIC RECEPTICALS. FOUND TOP FORWARED ONE LOOSE. ALLIGHNED AND TIGHTENED AS NEEDED. DOOR STILL HARD TO CLOSE. PLACED TAPE OVER ESSENTRIC HOLES TO IDENTIFY THE MISSAGUNED PIN HOLE. FOUND AFT LOWER PIN HOLE ROOT CAUSE OF DISCREPANCY. ADJUSTED ECCENTRIC RECEPTICAL AS NEEDED FOR PROPER OPERATION. REF AMM 52-10-00

Part: CABLE — DEFECTIVE (FIRE DETECTION) · airframe 12,459 hrs · 9,579 cycles

LEFT ENGINE FIRE DETECTION LIGHT: IN FLIGHT CLIMBING TO 10000' THE LEFT FIRE RED LIGHT CAME ON. ACCOMPLISHED ENTIRE INFLIGHT ENGINE FIRE QRC & ENGINE INOP APPROACH QRC & ENGINE INOP LANDING QRC. ENGINE FIRE LIGHT NEVER EXTINGUISHED. FIRE DEPARTMENT AT KAZO FOUND NO INDICATION OF FIRE OR LATENT HEAT AFTER LANDING. COMPLIED WITH TROUBLESHOOTING OF LH ENGINE FIRE DETECTION SYSTEM FOUND FIRE DETECT CABLE BAD, REMOVED AND REPLACED FIRE DETECT CABLE WITH NEW CUSTOMER SUPPLIED. C/W OPS CHECK OF LH ENGINE FIRE DETECT SYSTEM NO DEFECTS NOTED AT THIS TIME. REMOVED AND REPLACED FWD AND AFT FIRE BOTTLES IAW CESSNA 560XL MM 26-21-01. ALL WORK DONE IAW CESSNA 560XL MM 26-11-00, 26-11-01 AND 26-21-01. SEE TASK/INSPECTION FOR MORE DETAILS.LH ENGINE FWD BOTTLE S/N 53222B1 INFO- DOM: 07/05, CURRENT HYDRO: 04/21 CARTRIDGE P/N 13083-5 SERVICE DATE: 04/21,CARTRIDGE P/N 1380-5 SERVICE DATE: 04/21 LH ENGINE AFT BOTTLE S/N 53223B1 INFO- DOM: 07/05, CURRENT HYDRO: 05/21 CARTRIDGE P/N 13083-5 SERVICE DATE: 04/21, CARTRIDGE P/N 1380-5 SERVICE DATE: 04/21

Part: STIFFENER — CRACKED (ENTRY DOOR) · airframe 11,612 hrs · 8,956 cycles

FOUND CRACKED STIFFENER NEAR THE AFT COUNTERBALANCE SPRING OF THE MAIN ENTY DOOR. REPAIRED STIFFENER BY CUTTING OUT THE CRACKED AREA AND INSTALLING REPAIR DOUBLER AND FILLER IAW ENGINEERING ORDER.

Part: AXLE — CORRODED (LT MLG) · airframe 11,612 hrs · 8,956 cycles

FOUND CORROSION ON THE LT MAIN LANDING GEAR AXLE. REPLACED CORRODED AXLE WITH NEW P/N 6641646-1.

Part: HINGE — CORRODED (FUSELAGE) · airframe 11,612 hrs · 8,956 cycles

FOUND CORROSION ON THE MAIN ENTRY DOOR FORWARD HINGE ON THE FUSELAGE SIDE HINGE-HALF. BLENDED CORRODED AREA, PERFORMED NDT AND REPORTED RESULTS FOR DISPOSITION. REPLACED FUSELAGE SIDE OF THE FWD HINGE WITH NEW P/N 6611037-1.

Part: TRUNNION — CORRODED (RT MLG) · airframe 11,612 hrs · 8,956 cycles

FOUND CORRODED AREAS ON THE RT MAIN LANDING GEAR TRUNNION AT THE UPPER BRAKE LINE BAND CLAMP, REMOVED CLAMP BLENDED AREA AND TREATED IAW REPAIR MEMO.

Part: THROTTLE — OBSTRUCTED (RT ENGINE) · airframe 11,221 hrs · 8,640 cycles

RIGHT ENGINE POWER LEVER STUCK - ON LANDING ROLLOUT, ATC GAVE CLEARANCE TO MAKE NEXT LEFT TURN. THE RIGHT SEAT PILOT ADVANCED THE RIGHT THROTTLE TO ASSIST THE TURN. WHEN HE ATTEMPED TO RETARD THE THROTTLE IT STUCK ABOUT HALF WAY. PIC GRABBED THE RIGHT THROTTLE AND IT FREED UP. PIC PULLED THROTTLE ALL THE WAY BACK INTO CUTOFF AND HEARD A LOUD BANG. AIRCRAFT BROUGHT TO STOP AND TOWED TO RAMP. INSPECTED THE THROTTLE LINKAGES WITH NO DEFECTS NOTED. INSPECTED THE THROTTLE QUADRANT AND FOUND A PAPER CLIP WEDGED IN THE RT THROTTLE LEVER. REMOVED PAPER CLIP. EXERCISED THE RH THROTTLE SEVERAL TIMES AND NO BINDING NOTED. RAN ENGINES WITH NORMAL PARAMETERS. ADVANCE AND RETARD RT THROTTLE WITH NO BINDING OR NOISE. OPS CHECKED GOOD. CLOSED RT LOWER COWLING. INSPECTED THE EMERGENCY BRAKE/GEAR BOTTLE AND VERIFIED PILOT DID NOT DISCHARGED. WORK DONE IAW AMM 76-10-00 AND 76-11-01.

Part: FLOORBOARD — CRACKED (COCKPIT) · airframe 11,010 hrs · 8,479 cycles

REPAIR OF LEFT FORWARD COCKPIT FLOORBOARD DAMAGE (CRACK). ENGINEERING LETTER DQ18712M1 DATED MAR 6, 2019.

Part: BRAKE SYS — MALFUNCTIONED (LT MLG) · airframe 8,354 hrs · 6,417 cycles

UPON INITIAL TAKEOFF ROLL THE ACFT PULLED TO THE RT. AT 30 KNOTS THE TAKEOFF WAS ABORTED. DURING THE ABORT THE ACFT PULLED HARD LT. UPON EXITING THE RUNWAY IT SEEMED TO TAKE EXCESSIVE POWER TO CLEAR TO THE TAXIWAY. ON TAXI IN, CHECKED THE BRAKES AT A HIGHER TAXI SPEED & THE LT BRAKE PULLED HARD LEFT EACH TIME. CHECKED BRAKES, TAXIED ACFT SEVERAL TIMES UP TO 35 KNOTS WITH NO DEFECT NOTED. BRAKE SENSITIVITY WAS THE SAME LT & RT . ACFT WAS NOT PULLING & WAS TAXING STRAIGHT. SPOKE WITH MCC & ISSUE HAS NO HISTORY & WE ARE GOING TO SIGN OFF. WORK DONE IAW AMM 32-44-00 & 32-44-10. NO OTHER DEFECT NOTED AT THIS TIME.

Part: DOOR FRAME — CHAFED (EMERGENCY EXIT) · airframe 7,073 hrs · 5,365 cycles

CHAFE ON DOOR FRAME STRUCTURE ABOVE & FWD OF DOOR. REPAIRED IAW RD 5653 04RD.

Part: HINGE — CRACKED (CABIN DOOR) · airframe 6,502 hrs

DURING A SCHEDULED MAINTENANCE, FOUND THE AFT MAIN CABIN DOOR HINGE HALF VERTICAL ATTACH FLANGE CRACKED FROM THE EDGE OF THE PART 0.60" INWARD. NDT INSPECTION VERIFIED CRACK. R & R HINGE HALF ASSY. SUBMITTED SERVICE CONDITON REPORT TO MFG REF NR 672273.

Part: UPLOCK SWITCH — OUT OF ADJUST (MLG) · airframe 4,067 hrs · 3,070 cycles

NORMAL TAKEOFF ROLL, UPON POSITIVE RATE, GEAR LEVER WAS SELECTED UP, IT APPEARED GEAR CYCLED UP HOWEVER RED "UNLOCK" LIGHT REMAINED ILLUMINATED. FOUND HYD FLUID LEVEL FULL AND NO LEAKS NOTED. PERFORMED GEAR SWINGS MULTIPLE TIMES IAW MM 32-01-00 AND COULD NOT DUPLICATE FAULT. PERFORMED INSPECTION OF MLG UPLOCKS AND FOUND MAIN GEAR UPLOCKS OUT OF ADJUSTMENT. ADJUSTED MAIN GEAR UPLOCK SWITCHES IAW MM 32-30-05. INSPECTED PCB'S NZ004, NZ009 & NZ017 IAW MM 20-21-03, NO DEFECTS NOTED. PERFORMED FLAP & 2 POSITION HORIZONTAL STAB CHECKED IAW MM 27-51-00 & 55-10-01, NO DEFECTS NOTED. PERFORMED SEVERAL MORE MLG SWINGS IAW MM 32-01-00, NO DEFECTS NOTED.

Part: CONTROL HANDLE — MALFUNCTIONED (MLG) · airframe 3,929 hrs · 2,969 cycles

AFTER T/O, PLACED GEAR LEVER UP, RED LIGHT CAME ON, SOUNDED LIKE DOORS OPENED, BUT 3 GREEN STAYED ON WITH THE RED. WIGGLED THE HANDLE IN THE UP POSITION AND THEN THE GEAR DID RETRACT NORMALLY. R & R LANDING GEAR CONTROL HANDLE IAW MM 32-30-01. OPS CHECKED GOOD.

Part: STRUCTURE — DENTED (RT WING) · airframe 2,936 hrs · 2,215 cycles

BIRD STRIKE ON THE RIGHT SIDE JUST ABOVE THE ROSEMOUNT, IT CONTINUE TO THE RIGHT WING AT THE STALL STRIP DENTING THE WING AND IT HIT THE RT ENGINE JUST BELOW THE BOTTOM. REMOVED DENTED RT WING INBD HEATED L/E, INSTALLED NEW L/E IAW SRM 51-40-03, OPS CHECKED GOOD IAW MM CH 30-11-00, FOREIGN OBJECT DAMAGE INSPECTION PREVIOUSLY C/W, NO FURTHER DAMAGE FOUND.

Part: SWITCH — MALFUNCTIONED (HYD SYSTEM) · airframe 2,216 hrs · 1,664 cycles

DURING TAKEOFF AT APPX 60KTS, THE RT HYD LOW FLOW ANNUNCIATOR ILLUMINATED. AFTER ABORT, THE LIGHT EXTINGUISHED( POWER REDUCTION). COMPLIED WITH APPENDIX 29-2, "O" PROCEDURE. DEFERRED IAW MEL 29-2. CAT C. DUE 11-24-08. RAN A/C AT TO POWER IN VARIOUS CONFIGURATIONS COULD NOT DUPLICATE, ALL OPS NORMAL. FOUND HYD RESERVOIR NOT FULLY SERVICED. 35725. REMOVED AND REPLACED FLOW SWITCH/CHECK VALVE. MM CHP 29-11-04 (REV 24). OPS CHECK AND LEAK CHECK GOOD.

Part: WARNING SYSTEM — ACTIVATED (COCKPIT) · airframe 2,216 hrs · 1,664 cycles

DURING TAKEOFF AT APPROX 60KTS, THE RIGHT HYD LOW FLOW ANNUNCIATOR ILLUMINATED.

Part: CHECK VALVE — UNKNOWN · airframe 2,216 hrs · 1,664 cycles

ABORT, THE LIGHT EXTINGUISHED ( POWER REDUCTION). COMPLIED WITH APPENDIX 29-2, "O" PROCEDURE. DEFERRED IAW MEL 29-2. CAT C. DUE 11-24-08. RAN AC AT T/O POWER IN VARIOUS CONFIGURATIONS COULD NOT DUPLICATE, ALL OPS NORMAL. FOUND HYDR RESERVOIR NOT FULLY SERVICED. 35725. REMOVED AND REPLACED FLOW SWITCH/CHECK VALVE. MM CHP 29-11-04 (REV 24). OPS CHECK AND LEAK CHECK GOOD.

Part: WARNING SYSTEM — ACTIVATED (HYDRAULIC SYS) · airframe 2,211 hrs · 1,657 cycles

LOW HYD FLOW RT ANNUNCIATOR ILLUMINATED WHEN POWER APPLIED FOR T/O. T/O ABORTED.

Part: RESERVOIR — UNDERSERVICED (HYD SYSTEM) · airframe 2,211 hrs · 1,657 cycles

LOW HYD FLOW RT ANNUNCIATOR ILLUMINATED WHEN POWER APPLIED FOR T/O TROUBLESHOT HYD SYS. FOUND HYD RESERVOIR UNDERSERVICED. INSPECTED HYD PANEL ASSY. HOOKED UP HYD SERVICE CART TO ACFT, CYCLED HYD COMPONETS AND SERVICED HYD RESERVOIR RAN ACFT TO T/O POWER IN AND OUT OF FLIGHT CONFIGURATION. SYS OPERATED NORMAL AND NO LEAKS NOTED THROUGHOUT THE SYS. ALL WORK IAW MM 29-11-00.

Part: WARNING SYSTEM — ACTIVATED (COCKPIT) · airframe 2,147 hrs · 1,612 cycles

WHEN LANDING GEAR WAS SELECTED DOWN, THE "RT" GREEN LIGHT ILLUMINATED. THE "LT" GREEN LIGHT DID NOT ILLUMINATE AND THE RED "UNLOCK" LIGHT REMAINED ILLUMINATED.

Part: ACTUATOR — FAULTY (MLG) · airframe 2,147 hrs · 1,612 cycles

WHEN LANDING GEAR WAS SELECTED DOWN. RT GREEN LIGHT ILLUMINATED. THE NO GREEN LIGHT APPEARED TO TAKE LONGER THAN NORMAL TO ILLUMINATE THE LT GREEN LIGHT DID NOT ILLUMINATE AND THE RED UNLOCK LIGHT REMAINED ILLUMINATED. COMPLETED THE EMERGENCY CHECK LIST INCLUDING BLOWING GEAR DOWN & NOTHING CHANGED. APPROX 5 MINUTES AFTER, COMPLETED THE CHECK LIST, THE LT GREEN LIGHT ILLUMINATED. THE RED UNLOCK LIGHT EXTINGUISHED, LANDED NORMALY. FOUND FAULTY DOWNLOCK SWITCH. R & R LT MLG ACTUATOR WITH AN INSPECTED RENTAL UNIT WITH 555 TOTAL LANDINGS. INSPECTED BY MFG. OPS AND LEAK CHECK NORMAL. SERVICED EMERGENCY GEAR BOTTLE WITH NITROGEN. WORK DONE IAW MM 32-30-04. TIME FOR GEAR RETRACTION AND EXTENSION WITHIN LIMITS IAW MM 32-01-00.

Part: STIFFENER — MISINSTALLED (LT MLG WW)

FOUND RT STIFFENER (PN 662121126) INADVERTENTLY INSTALLED IN LT POSITION. WITH LANDING GEAR IN THE STOWED POSITION, THE ACTUATOR CONTACTED THE STIFFENER AND CAUSED MINOR CHAFFING. NEITHER THE ACTUATOR NOR THE STIFFENER WERE DEFORMED/ DAMAGED. (K)

Part: STIFFENER — CHAFED (WING) · airframe 1,803 hrs

AC WAS IN SCHEDULED MAINTENANCE, AN INSP NOTICED THAT THE LT MAIN GEAR ACTUATOR WAS CHAFING ON THE WING SPAR WHEEL WELL STIFFENER, PN 6621211-26. UPON FURTHER INVESTIGATION WE FOUND THAT THE -26 STIFFENER WAS INSTALLED ON THE WRONG SIDE FROM THE FACTORY. SINCE THE RT STIFFENER WAS INSTALLED ON THE LEFT, IT WAS NOT TAPERED TO PROVIDE CLEARANCE FOR THE MAIN GEAR ACTUATOR. THIS CAUSED CHAFING DAMAGE TO THE STIFFENER AND THE MAIN GEAR ACTUATOR. THIS DAMAGE HAS BEEN SUBMITTED TO MFG ENGINEERING FOR EVALUATION. SCR AND PHOTOS HAVE BEEN SUBMITTED TO MFG UNDER NR 359072.

Part: BALANCE WEIGHT — MISINSTALLED (RUDDER)

DURING A PHASE 1-4 INSPECTION, FOUND THE RUDDER BALANCE WEIGHT WAS TRIMMED DOWN AND ATTACHED WITH ONLY (2) BOLTS.THE IPC SHOWS (4) BOLTS TO ATTACH THIS WEIGHT. CONTACTED MFG ENGINEERING, THEY STATED THE WEIGHT REQUIRES (4) BOLTS TO MEET THE 100 (G) STANDARD. APPEARS THE RUDDER BALANCE WEIGHT WAS TRIMMED DOWN AND INSTALLED AT THE FACTORY. REPLACED RUDDER BALANCE WEIGHT IAW SRM 51-60-03, RUDDER BALANCING. SUBMITTED SERVICE CONDITION REPORT TO MFG UNDER NR 310349.