N791QS

Part: ACM — SEIZED · airframe 10,202 hrs · 5,987 cycles

DURING FLIGHT, CREW NOTICED A WHISTLING SOUND AND ODOR ENROUTE. AS FLIGHT PROGRESSED, CREW AND PAX NOTICED SMOKE. WE SWITCHED FROM ENGINES TO APU BLEED AND IT IMPROVED TO NORMAL. AS WE CONTINUED ON APPROACH, THE WHISTLING STARTED AGAIN ON APU AIR. ECS SYSTEM DISPLAYED A PACK ABNORMAL CONDITION. CORRECTIVE ACTION: TROUBLE SHOT TO A SEIZED ACM. REMOVED ACM IAW AMM 21-52-13. PER CUSTOMER REQUEST REPLACED BOTH OZONE CONVERTERS. REMOVED UPPER OZONE CONVERTER AND REPLACED WITH INSPECTED/TESTED CONVERTER. REMOVED LOWER OZONE CONVERTER AND REPLACED WITH INSPECTED/BESTED CONVERTER. WORK PERFORMED IAW AMM 21-51-01. OPS & LEAK CHECKED GOOD. REMOVED SEIZED ACM AND INSTALLED MODIFIED ACM. WORK PERFORMED IAW AMM 21-52-13. OPS & LEAK CHECKED GOOD.

Part: DOOR — FAULTED (ZONE 800) · airframe 9,950 hrs · 5,816 cycles

AS PASSENGER WAS DESCENDING DOWN THE MAIN STEPS THE PASSENGER DOOR MADE A VERY LOUD POP AND DROPPED ABOUT 1-2 INCHES. WHEN YOU STEP ON THE STAIRS THEY SAG/DROP AND THE PART OF THE STAIRS FUSELAGE NEAR THE PLANE (UNDERNEATH THE TOP OF THE STAIRS) MOVES UP AND HITS THE FUSELAGE. WHEN WE TRIED TO CLOSE THE DOOR THE RIGHT HANDLE (LOOKING FROM THE GROUND) HITS THE TOP OF THE FUSELAGE AND THE DOOR CAN NOT BE CLOSED ELECTRONICALLY OR MANUALLY. DOOR CAN NOT BE CLOSED AND PLANE CAN NOT BE SECURED. INSPECTED MAIN ENTRY DOOR FOR VISIBLE DAMAGE OR EVIDENCE OF STRIKING AIRFRAME. NO DEFECTS NOTED. OPERATED THE DOOR SEVERAL TIMES FROM OUTSIDE AND INSIDE PER AMM 52-11-00 WITH NO DEFECTS NOTED.

Part: CONTROL VALVE — DEFECTIVE (BRAKE ASSY) · airframe 9,097 hrs · 5,305 cycles

INBD BRAKES FAIL AMBER CAS: INBOARD BRAKE FAIL. B3-007102 CORRECTIVE ACTION: REMOVED FAULTY LH BRAKE CONTROL VALVE ASSY AND INSTALLED AN OVERHAULED LH BRAKE CONTROL VALVE ASSY !AW CL 350 AMM 32-43-09-400-801. NO DEFECTS NOTED. OPS CHECK GOOD.

Part: CONTROL UNIT — DEFECTIVE (ZONE 700) · airframe 7,500 hrs · 4,307 cycles

OUTBD BRAKES FAIL AMBER CAS: ON THE GROUND, WE RECEIVED THE CAS MESSAGE. ALL HYDRAULIC PRESSURES WERE NORMAL. DIAGNOSTIC CODE IS B3-006383. // SIGNOFF// YCRILICD BRAKE ACCUMULATOR PRESSURE. APPLIED POWER TO THE AIRCRAFT. STARTED APU. NO CURRENT OUTBD DRAKES FAIL CAS POSTED. C/W SMART FIX PLUS T/S FOR DIAG. CODE 03-006383. PRESSURIZED LH AND RH HYDRAULIC SYSTEMS. VERIFIED LNBD AND OTBD BRAKES PRESSURE NORMAL INDICATION WAS GREEN ON HYD. SYNOPTIC PAGE. DEPRESSURIZED LH AND RH HYDRAULIC SYSTEMS. RESET CIRCUIT BREAKER RCBP-CI 5 (OUTBD BRAKES). AFTER 30 SECONDS NO BRAKE FAIL CAS MESSAGES WERE POSTED. ACCESSED MDC SYSTEM PARAMETERS PAGE. APPLIED LH AND RH BRAKES AND NOTED A PRESSURE RISE IN LH AND RH 1B AND OB BRAKES (4 INDICATIONS), NO BRAKE FAIL CAS MESSAGES POSTED. STARTING STEP 8 FAULT ISOLATION, PRESSURIZED RH HYDRAULIC SYSTEM, NO BRAKE FAIL CAS MESSAGES POSTED. ACCESSED MDC LRU TEST PAGE AND CARRIED OUT OB HARDWARE MONITOR TEST, TEST PASSED. DEPRESSURIZED RH HYDRAULIC SYSTEM. CARRIED OUT OB BCU EPROM TEST, TEST PASSED. PERFORMED A LEAK CHECK OF THE OB BRAKE SYSTEM, WITH NO LEAKS NOTED. PER SMART FIX PLUS THERE IS NO FAULT IN THE SYSTEM. PER MCC REQUEST, PERFORMED MDC FAULT HISTORY AND 1B AND OB BCU NYM DOWNLOADS AND TRANSMITTED TO AC YUL. BOMBARDIER NOTED THERE IS AN INTERNAL FAULT IN THE BREAK CONTROL UNIT SINCE JAN. 15TH.BOMBARDIER RECOMENDED REPLACING BCU. PLACED BCU ON ORDER WITH NETJETS. SP 600873. 02/05/2023 - REMOVED BCV PIN 142-045-2 S/N 739 LNSTALLED REPAIRED BCU PIN 142-045-2 SIN 909 IAW BOMBARDIER CL-350 AMM CH 32-43-01, RAN ACFT APU JAW CL-350 AFM OPS CHECKS GOOD.

Part: NONE — NONE · airframe 7,030 hrs · 4,039 cycles

LEFT ENGINE ENGINE HARDWARE: ON CLIMB OUT PASSING 13000 FEET AIRCRAFT SHOOK WITH A LOUD BANG. AFTER A FEW SECONDS THE AMBER L ENGINE VIBRATION MESSAGE CAME ON. IMMEDIATELY RETARDED LEFT THROTTLE TO IDLE. NO ADVERSE INDICATIONS FROM ENGINE INSTRUMENTS. AT IDLE VERY LITTLE INDICATION OF VIBRATION. AFTER A COUPLE MINUTES AN ODOR DID COME THROUGH THE AIRCRAFT. LANDED WITH LEFT ENGINE AT IDLE UNEVERNTFULLY. UPON INSPECTION AFTER SHUTDOWN, FRONT FAN IS ESSENTIALLY SEIZED UP. EXHAUST TURBINE BLADES ARE ALL BROKEN DOWN SEVERAL INCHES WITH METAL FRAGMENTS DISBURSED THROUGHOUT TAILPIPE AREA.( AN EMERGENCY WAS DECLARED)

Part: ACM — DEFECTIVE (ECS) · airframe 5,616 hrs · 3,232 cycles

ON SHORT FINAL TO BCT NOTICED SLIGHT ODOR IN COCKPIT WITH ENGINE BLEEDS ON. AFTER LANDING & SWITCHING TO APU BLEED, LIGHT SMOKE OBSERVED IN COCKPIT & CABIN. RAPID TEMPERATURE INCREASE, THEN PACK TEMP HIGH AMBER CAS MESSAGE ILLUMINATED. PERFORMED QRH PACK TEMP HIGH CHECKLIST. R & R ACM IAW AMM 21-52-13-000/400-80-1. PERFORMED OPS TEST OF THE A/C SYSTEM IAW AMM 21-52-00-710-801, NO DEFECTS NOTED. PERFORMED SATISFACTORY LEAK TEST OF INTERMEDIATE PRESSURE BLEED AIR SYSTEM IAW AMM 36-11-00-790-829.

Part: ENGINE — POWER LOSS (RIGHT) · airframe 1,608 hrs · 930 cycles

DURING TAKEOFF AT ABOUT 1000', RT ENGINE STARTED BANGING AND POPPING. AIRPLANE BEGAN TO YAW LIKE AN ENGINE FAILURE. ITT WAS RED AT ABOUT 1120. RED CASS MESSAGE SAID "ENGINE EXCEEDANCE". WE BROUGHT THROTTLE TO IDLE AND THEN ALL WAS NORMAL. FLEW WITH ENGINE AT IDLE WITH NO OTHER ISSUES. REMOVED RT ENGINE. INSTALLED RT ENGINE IAW 72-05-22 AND 71-00-00. OPS CHECK PERFORMED IAW 72-05-22 AND 71-00-00. OPS CHECK SATISFACTORY.

Part: WIRE — BROKEN (FIRE DETECTION) · airframe 5,902 hrs · 4,537 cycles

RT ENGINE FIRE DETECT ANUNCIATOR ILLUMINATED AFTER COCKPIT PREP WAS COMPLETED. T/S TO BROKEN RT FIRE LOOP ON ENG. REMOVED & REPLACED FIRE LOOP. BLEED T/R'S, SYSTEM OP'S CHECKS SATISFACTORY AT THIS TIME. ALL WORK DONE IAW CE 650 M/M 26-10-01

Part: LINE — BROKEN (HYD SYSTEM) · airframe 5,473 hrs · 4,161 cycles

HYDRAULIC LINE IN RIGHT MAIN GEAR WELL BROKE AFTER T/O HAD TO BLOW GEAR DOWN AND USE ALL BACKUP SYSTEMS HAD RIGHT AND LEFT HYD LOW VOLUME AND PRESSURE LIGHTS. ITEM IS UNDER INVESTIGATION.

Part: SMOKE — DETECTED (COCKPIT) · airframe 5,406 hrs · 4,104 cycles

ON THE GROUND WITH APU RUNNING THE COCKPIT FILLED WITH BLUE SMOKE AND THE COCKPIT SUPPLY AIR TEMPERATURE WAS 170 DEGREES AND CLIMBING WITH THE TEMPERATURE CONTROL IN FULL COLD.

Part: YOKE — OUT OF RIG (COCKPIT) · airframe 5,388 hrs · 4,087 cycles

IN LEVEL FLIGHT, LT CONTROL YOKE DEFLECTED 10 DEG - 15 DEG. LT CO-PILOTS YOKE LEVEL/ CENTERED. REMOVED FWD YOKE COVERS L/R YOKES. REMOVED AILERON BELLCRANK PANELS L/R WING. INSTALLED RIG PINS AT YOKES. BOTH YOKES VERIFIED AT NEUTRAL. GAINED ACCESS TO AILERON/ROLL SPOILER MIX ASSY AND C/W CE-650 TASK NR A27-10-10 SPOILER AILERON DISENGAGE AND TASK NR B27-10-10 AILERON SPOILER OPS CK. ALL CHECKED GOOD. REASSEMBLED A/C. L/R YOKES VERIFY NEUTRAL IN GROUND CONDITION.

Part: LIMIT SWITCH — INOPERATIVE (NLG STEERING) · airframe 5,224 hrs · 3,972 cycles

MLG WOULD NOT RETRACT. TROUBLESHOT PER 650 WDM AND FOUND FAULTY NLG WHEEL CENTERING SWITCH. R & R NOSE GEAR CENTERING SWITCH PER CESSNA 650 MM CH 32-60-00. DID NOT FIX. AFTER FURTHER TROUBLESHOOTING R & R MLG CONTROL UNIT PER CESSNA 650 MM 32-30-01. OPS CHECK AND GEAR SWING NORMAL.

Part: CIRCUIT CARD — FAILED (WARNING HORN) · airframe 4,947 hrs · 3,778 cycles

ON TAKEOFF ROLL THE SPEED BRAKE & NO T/O ANNC LIGHTS CAME ON. THE NO TAKEOFF HORN ALSO WENT OFF. REMOVED AND REPLACED P.C. BOARD B3 IAW CESSNA 650 M.M. CHAPTER 24-50-03.

Part: SELECTOR — MALFUNCTIONED (MLG) · airframe 4,877 hrs · 3,711 cycles

AFTER TAKEOFF LANDING GEAR HANDLE WOULD NOT MOVE, COULD NOT RETRACT GEAR. JACKED AIRCRAFT AND PREPARED FOR GEAR SWINGS. NOTED GEAR SELECTOR HANDLE OPERATED NORMALLY WITH AIRCRAFT IN AIR MODE. APPLIED HYDRAULIC POWER AND PERFORMED NORMAL GEAR RETRACTION WITH NO DISCREPANCIES NOTED. CONTINUED OPERATING LANDING GEAR THROUGH 5 COMPLETE CYCLES WITH NO DISCREPANCIES NOTED.

Part: FRICTION BRAKE — OVERTORQUED (LANDING GEAR) · airframe 4,547 hrs · 3,452 cycles

AFTER TAKEOFF COULD NOT RETRACT LANDING GEAR, GEAR HANDLE WOULD NOT MOVE. FOUND NOSE GEAR FRICTION BRAKE TOO TIGHT, NOT ALLOWING NOSE STEERING TO CENTER WHEN STRUT IS EXTENDED. ADJUSTED NOSE GEAR FRICTION BRAKE IAW CESSNA 560 MM CHAPTER 32-20-00, PERFORMED SEVERAL GEAR SWING, OPS CHECKED GOOD AT THIS TIME.

Part: POSITION SWITCH — MALFUNCTIONED (NLG) · airframe 4,410 hrs · 3,348 cycles

AFTER TAKEOFF, TOOK SEVERAL ATTEMPS TO MOVE GEAR HANDLE TO RAISE LANDING GEAR. JACKED AIRCRAFT AND CYCLED LANDING GEAR, COULD NOT DUPLICATE DISCREPANCY. GAINED ACCESS TO NOSE GEAR CENTERING SWITCH, OHMED OUT AND FOUND SWITCH TO BE INTERMITTENT. REMOVED AND REPLACED NOSE GEAR CENTERING SWITCH, OPS CHECK AT INSTALLATION AND ADJUSTMENT CHECKED GOOD. ALL WORK DONE IAW 650 MM 32-60-00.

Part: PULLEY — CHAFED (RUDDER) · airframe 4,248 hrs · 3,237 cycles

INITIAL INSPECTION DURING A PHASE 5 OF AFT, OB RUDDER PULLEY, FOUND PULLEY TO HAVE WEAR ON IB EDGE. FURTHER INVEST FOUND AFT PULLEY TO BE CHAFING ON MOUNTING BRACKETS, & BE WEARING TO A KNIFE EDGE ON THE IB EDGE. ALSO FOUND, RUDDER CABLE TO HAVE BROKEN STRANDS BEYOND LIMITS IAW MM. FURTHER INVESTIGATION FOUND OB RUDDER CABLE TO BE MISALIGNED ENOUGH THAT IT PUT A SIDE LOAD ON AFT PULLEY, CAUSING THE PULLEY TO CHAFE ON THE PULLEY BRACKETS. IT ALSO CAUSED THE WEAR OF THE PULLEY, AND HAD WORN THE PULLEY ENOUGH TO ALLOW IT TO CHAFE ON THE EXIT HOLE. IT APPEARED THAT SOMEONE ELSE HAD NOTICED THIS BEFORE, UNKNOWN WHEN, AND HAD BENT THE PULLEY BRACKETS TO TRY AND KEEP THE CABLE FROM CHAFING ON THE EXIT HOLE.