N706QS

Part: HANDLE — MALFUNCTIONED (MAIN DOOR) · airframe 5,504 hrs · 3,159 cycles

DURING NORMAL EXTENSION OF THE MAIN CABIN DOOR, THE INSIDE DOOR HANDLE WILL FULLY EXTEND NORMALLY (OPEN). ONCE WEIGHT (MALE ADULT WEIGHT) IS PLACED ON THE HANDLE, IT POPS PARTIALLY TOWARDS THE CLOSED POSITION. THE DOOR WILL NOT CLOSE UNLESS THE HANDLE IS PUSHED TO THE FULLY EXTENDED (OPEN) POSITION. THE DOOR IS OTHERWISE FULLY FUNCTIONAL. PERFORMED GVI OF PASSENGER DOOR INCLUDING LATCH, HANDLES, AND INTERNAL MECHANISM. NO DEFECTS NOTED. PERFORMED FUNCTIONAL CHECK OF THE PASSENGER DOOR IAW AMM 52-11-00-720-801. NO DEFECTS NOTED.

Part: CAM FOLLOWER — DEFECTIVE (ZONE 800) · airframe 4,753 hrs · 2,711 cycles

MAIN DOOR HARDWARE: ENTRY DOOR UPPER AFT ROLLER PIN IS MISSING FROM DOOR //SIGNOFF// PRIMARY INSPECTION DISCREPANY. INSTALLED NEW ROLLER PIN & ADJUSTED PERFORMED SATISFACTORY OPERATIONAL CHECK OF MAIN CABIN DOOR IAW CL-350S AMM 52-11-01 IAW

Part: PROXIMITY SWITCH — FROZEN (MLG) · airframe 6,437 hrs · 3,992 cycles

RT MLG FAILED TO RETRACT. GEAR SELECTED DOWN, GEAR LEFT IN DOWN POSITION AN ADDITIONAL 5 MINUTES. GEAR SELECTED UP SECOND TIME WITH BOTH LT & RT MLG FAILING TO RETRACT. SUSPECT FALSE INDICATION DUE TO ICE BUILD UP ON LANDING GEAR PROX SWITCHES. JACKED ACFT AND PERFORMED 4 SUCCESSFUL GEAR SWINGS WITH NO DEFECTS NOTED. ALL INDICATIONS GOOD AT THIS TIME. WORK PERFORMED IAW MM 32-30-00. OPS CHECKED GOOD. DOWN JACKED ACFT CLEANED PROXIMITY SWITCHES.

Part: BRAKE SYS — WEAK (MLG) · airframe 4,665 hrs · 2,896 cycles

WHILE APPLYING BRAKES ON LANDING, REQUIRED CONSIDERABLY MORE PRESSURE ON THE PEDALS TO ACHIEVE DESIRED AMOUNT OF BRAKING. R & R NR 1 OTBD BRAKE ASSY WITH AN INSPECTED UNIT. BLED SYS, OPS CHECKED SATISFACTORY IAW CMP.

Part: UNKNOWN — ODOR (CABIN) · airframe 4,387 hrs · 2,718 cycles

WITH 13000 LBS FUEL LOADED, AT CRUISE ALTITUDE OF 35,000, NOTICED FUEL ODOR IN CABIN. FUELED ACFT TO 13, 500 POUNDS AND OPENED FLOOR PANELS 240EZ AND 240FZ, INSPECTED FOR FUEL LEAKS OR FUEL ODORS IN CABIN AND FOUND NONE. AFTER LETTING THE ACFT SET FOR SEVERAL HOURS, STILL FOUND NO EVIDENCE OF FUEL LEAKS OR VAPORS IN THE CABIN. COULD NOT DUPLICATE PROBLEM ON GROUND. ALL WORK PERFORMED IN REF TO MM 12-10-00 AND 53-21-04.

Part: AILERON SYS — INOPERATIVE · airframe 3,980 hrs · 2,468 cycles

AT 40,000 FT NOTICED THE AUTOPILOT DOING BABY DUTCH ROLLS TO STAY ON COUSE. AFTER DISSCONNECTING THE AUTOPILOT FOUND NEITHER PILOT HAD CONTROL OF THE AILERONS. ACFT WOULD NOT TURN WITHOUT EXCESSIVE FORCE APPLIED TO THE YOKE. OUSIDE AIR TEMP -35 TAT. -64 SAT. AFTER DECENDING TO FL240 AND WAITING ABOUT 20 MINS , WE REGAINED NORMAL CONTROL OF THE AILERONS. AIR TEMP AT FL240 , TAT 4 , SAT -25.

Part: LANDING GEAR — MALFUNCTIONED (NOSE) · airframe 3,548 hrs · 2,217 cycles

NOSE GEAR WOULD NOT RETRACT. PERFORMED VISUAL INSPECTION OF ALL NLG COMPONENTS FOR LEAKING , LOOSE OR UNSERVICEABLE PARTS ,NO DEFECTS NOTED. CLEANED AND LUBRICATED NLG WITH PROPER GREASE, ALL WORK DONE IAW MM 12-22-00. HOOKED UP EXTERNAL HYD SERVICE MULE AND PERFORMED EXTENSION AND RETRACTION - ADJUSTMENT & TEST TO CHECK FOR PROPER OPS OF NLG SELECTOR VALVE AND NLG ACTUATOR, BOTH ITEMS CHECKED GOOD DURING TEST, ALL WORK DONE IAW MM 32-30-00.

Part: A/C PACK — MALFUNCTIONED (CABIN COOLING) · airframe 3,287 hrs · 2,045 cycles

UNABLE TO COOL COCKPIT BELOW 27C OR CABIN BELOW 25C IN AUTO OR MANUAL MODES DURING FLT. TEMPS GOT AS HIGH AS 32C IN COCKPIT & 28C IN CABIN. DETECTED MILD BURNING ODOR FROM COCKPIT WEMACS AFTER LANDING. THIS WAS ALL WITH ECS SET TO BOTH & APU OFF. NO SMOKE DETECTED. SWITCHED SELECTOR BACK TO LT/ BOTH & RT & SMELL WAS NO LONGER EVIDENT. DUE TO APU CAUSING "OIL" ODOR IN CABIN & FINDING THAT APU HAS BEEN USING EXCESSIVE OIL NCAW FROM AFT LOGBOOKS. CUSTOMER ELECTS TO MEL APU. DEFERRED IAW NJA MEL 49-1 CAT C DUE DATE 05/10/10.

Part: UNKNOWN — ODOR (CABIN)

DURING APPROACH INTO SAN JUAN BEGAN TO SMELL A STRONG ODOR WHICH APPEAR TO BE COMING FROM AN ELECTRICAL UNIT. INSPECTED NOSE COMPARTMENT SAL, FOUND IT INTACT, PULLED NAV COM DMU, FOUND SLIGHT CONDINSATION UNDER DMU, ALSO A/C ODOR COMING FROM NOSE COMP. STARTED & LOADED APU TRANSMITTED TO AND CLEARANCE & RECEIVED TRANSMISSION REPLY. NO ODOR COMING FROM COCKPIT AT THIS TIME. RADIO OPS CK DONE IAW MM 23-11-00

Part: ACTUATOR — LEAKING (KRUEGERS) · airframe 1,661 hrs · 1,036 cycles

AFTER TAKEOFF AND ON SPEED, RETRACTED KRUEGERS FROM FLAPS UP POSITION TO KRUEGER/SLATS UP POSITION. THE KRUEGER UNBAL CAS MSG ILLUMINATED WITH KRUEGER POINTER INDICATOR YELLOW. FOUND THE RT KRUEGER ACTUATOR TO BE LEAKING. REMOVED ACTUATOR AND REPLACED WITH INSPECTED KRUEGER ACTUATOR. PERFORMED A SATISFACTORY KRUEGER FLAP SYSTEM FUNCTIONAL TEST IN REF. TO G200 MM 27-52-00, NO DEFECTS NOTED. ACTUATOR REPLACED IN REF. TO MM 27-52-05.

Part: CONTROL UNIT — INOPERATIVE (KRUEGER FLAPS) · airframe 1,597 hrs · 1,003 cycles

ON DEPARTURE, RECEIVED (KRUEGER IMBALANCE) CAS MESSAGE. REMOVED AND REPLACED FLAP/SLAT ELECTRIC CONTROL UNIT. PERFORMED FUNCTIONAL TEST WITH NO DEFECTS NOTED. ALL WORK DONE IAW MM CHAPTER 27-51-45 AND CHAPTER 27-52-00. (SQK NR 1.4)

Part: WARNING LIGHT — ILLUMINATED (RT BLEED) · airframe 1,346 hrs · 860 cycles

"RT BLEED AIR LEAK" WOULD NOT EXTINGUISH INFLIGHT AND RT ENGINE SHUTDOWN INFLIGHT. "RT BLEED AIR LEAK" MESSAGE REMAINED ON AFTER ENGINE SHUTDOWN. R & R RT FWD & AFT LEAK DETECTION ELEMENTS IAW MM 21-61-60. OPS CHECKED SATISFACTORY.

Part: ACTUATOR — INTERMITTENT (MLG) · airframe 749 hrs · 498 cycles

SELECTED GEAR DOWN, THE RT MLG DID NOT SHOW DOWN & LOCKED WITH A RED INDICATION PRESENT. ON FINAL, CYCLED MLG 1 MORE TIME & INDICATION THE SAME. FLY BY TOWER & TOLD THAT THE MLG LOOKED TO BE NORMAL. ON DOWNWIND LEG AT 1500 FT AGL RED LIGHT WENT OUT & GREEN LIGHT OF SAFE GEAR CAME ON. LANDED. REMOVED RT MLG ACTUATOR PN 27300-000-04, SN IL-069 AND INSTALLED REPAIRED UNIT PN 27300-000-04, SN IL-141. BLED ACTUATOR & PERFORMED GEAR SWINGS, NO DEFECTS NOTED WITH LANDING OPERATION. CLOSED ALL ACCESS AND VERIFIED FALL CONNECTORS DISTURBED DURING TROUBLESHOOTING TO BE SECURE. ALL WORK ACCOMPLISHED IAW G200 AMM.

Part: LANDING GEAR — MALFUNCTIONED (RIGHT) · airframe 726 hrs · 482 cycles

RT MAIN LANDING GEAR WOULD NOT RETRACT. HAD RED UNSAFE EICAS INDICATION. CONFIRMED DISCREPANCY. TROUBLESHOT AND DISCOVERED CONNECTOR 44G1J TO HAVE AMPLE AMOUNT OF WATER IN IT. CLEANED AND DRIED CONNECTOR AND RECONNECTED. SWUNG GEAR THROUGH SEVERAL CYCLES WITH NO DEFECTS NOTED. APPLIED SEALANT TO BACK OF CONNECTOR TO PREVENT WATER INTRUSION. C/W CMP 323001 NORMAL FUNCTIONAL TEST. WORK DONE IAW G200 REF 32-10-10 & 32-10-15.

Part: DCU — INOPERATIVE (RT MLG) · airframe 726 hrs · 482 cycles

RT MAIN LANDING GEAR WOULD NOT COME UP YELLOW INDICATOR THEN RED. CYCLED ONE TIME DID NOT CHANGE. DCU INOP. REMOVED DCU AND INSTALLED AN INSPECTED UNIT IAW CH 31-50-00 OF THE G-200 MM OPS CHECK GOOD.

Part: MOTOR — MALFUNCTIONED (AUTOPILOT) · airframe 643 hrs · 440 cycles

AUTO PILOT DISENGAGES ON APPROACH IN ALL MODES AND DURING TURNS. ALSO, IN STRAIGHT FLIGHT, YOKE JERKS RT AND LT ROUTINELY ABOVE MACH .78. FOUND THE RUDDER SERVO MOTOR, AUTOPILOT TO BE FAULTY. REMOVED AND REPLACED THE AUTOPILOT RUDDER SERVO MOTOR WITH AN OVERHAULED SERVO IAW G200 CMP 221008. COMPLIED WITH THE AUTOPILOT FLIGHT DIRECTOR FUNCTIONAL TEST IAW G200 CMP 224010 WITH NO DEFECTS NOTED.

Part: SCREW — WRONG PART (FLAP TRACK) · airframe 561 hrs · 382 cycles

AFTER DEPARTURE SLATS WOULD NOT RETRACT FULLY. THEY STOPPED AT THE HALFWAY POINT. WE ALSO GOT THE SLAT/FLAP MAINTENCE EICAS. WE SLOWED THE AIRCRAFT AND LEVELED THE AIRCRAFT AND EXTENDED THE SLAT AND KRUGERS THEN RETRACTED THEM. WE TRIED THIS 4- 5 TIMES WITH THE SLATS STOPPING AT THE HALFWAY POINT. THE AIRCRAFT CONFIGURED NORMALLY FOR LANDING. WE FOLLOWED THE AFTER LANDING CHECKLIST. THE SLATS RETRACTED, BUT SEEMED TO "HANG" MOMENTARILY (ABOUT 1-2 SECONDS) AT THE HALFWAY POINT. THE FLAPS WILL EXTEND FULLY USING THE SLAT BYPASS SWITCH. FOUND SCREWS IN PANELS ABOVE SLAT TRACKS TOO LONG. REPLACED WITH SHORTER SCREWS. CHECKED RIGGING OF SLAT PER M/M 27-80-00. ALL CHECKS GOOD. REMOVED SLATS DISCONNECTED SLAT DRIVE NU