N852QS

Part: CONTROL VALVE — DEFECTIVE (ZONE 700) · airframe 1,918 hrs · 1,132 cycles

WHILE TAXING OUT AND APPLYING THE BRAKES THE AMBER "BRAKE 50% DEGRADED" CAS MESSAGE DISPLAYED EVERY TIME WE APPLIED THE BRAKES. IT WOULD DISAPPEAR WHEN BRAKES WERE RELEASED. ALL BRAKE PAD PINS ARE STICKING OUT PLENTY. CORRECTIVE ACTION: REPLACED AFT BRAKE CONTROL VALVE REF CESSNA 700 AMM 32-41-35. OPS CHECK GOOD

Part: THRUST REVERSER — CORRODED (ZONE 400) · airframe 1,618 hrs · 947 cycles

LH AND RH THRUST REVERSER INNER AIR WASHED SURFACES HAVE CORROSION. ACCOMPLISHED CORROSION REMOVAL AND REPAIR TO LH AND RH THRUST REVERSER BEAMS AND PIVOT DOORS INNER AIR WASHED SURFACES IAW SAFRAN NACELLES REPAIR SCHEME NO 907-623 REV B DATED 01/03/2024;REPAIR PROCEDURE TO REMOVE DAMAGED PAINT/CORROSION AND APPLY A NEW COATING TO THE THRUST REVERSER BEAMS AND PIVOT DOORS INNER AIR- WASHED SURFACES.

Part: FUEL CELL — FOD (ZONE 600) · airframe 1,618 hrs · 947 cycles

WHILE ACCOMPLISHING SL 700-28-02, A RAG WAS FOUND IN THE RIGHT WING FUEL BAY NUMBER 13 FLAPPER. THIS WAS THE FIRST INSPECTION OF THE FUEL STORAGE SYSTEM SINCE PRODUCTION.

Part: BATTERY PACK — FAULTED (ZONE 200) · airframe 1,598 hrs · 937 cycles

EMERGENCY LIGHTING: EMER LIGHTS DO NOT ILLUMINATE WHEN POWER IS OFF AND SWITCH IS IN ON POSITION. ARM POSITION FUNCTIONS CORRECTLY. CORRECTIVE ACTION: EMERGENCY LIGHT DID NOTILLUMINATE WHEN POWER WAS OFF AND SWITCH WAS TURNED ON. SWAPPED EMERGENCY BATTERY PACK#3 WITH EMERGENCY BATTERY PACK #4 AND FOUND THAT THE #4 BATTERY PACK WAS FAULTY. BATTERY PACK SWAPED BACK TO THEIR ORIG!NIAL POSITONS. REMOVED AND REPLACED #4 AFT EMERGENCY BATTERY PACK IAW AMM CE-700 AMM 33-50-05. OPS CHECK GOOD. DATE OF MANUFACTURE DEC 11 2024.

Part: RUB BLOCK — LOOSE (ZONE 800) · airframe 1,465 hrs · 859 cycles

DOOR STICKS HARD TO OPEN INSIDE AND OUT. GAINED ACCESS TO AIRCRAFT AND FOUND CABIN DOOR RUB BLOCK LOOSE. AJUSTED RUB BLOCK AND PERFORMED OPS CHECK. OPS CHECK GOOD. IAW CE-700 AMM 52-10-15. NO DEFECTS NOTED.

Part: SENSOR — FAULTED (UNKNOWN) · airframe 2,006 hrs · 1,151 cycles

BRAKE 50% DEGRADE CAS MESAGE. CYCLED GEAR , MESSAGE WENT AWAY. CYCLED AGAIN AND CAME BACK. LANDED WITHOUT OUTBOARD BRAKES. TAXING IN BRAKES BEGAN WORKING. IAW .ARES DOWNLOAD REVIEW OF 50 % BRAKE DEGRADE CAS MSG, R & R PRESSURE SENSOR AND ACCOMPLISHED SATISFACTORY FUNCTIONAL CHECK IAW AMM 32-41-25.

Part: UNKNOWN — UNKNOWN (UNKNOWN) · airframe 196 hrs · 124 cycles

MAIN CABIN DOOR WILL NOT LATCH, DOOR OPERATES BUT WILL NOT LATCH. FOUND UPPER FORWARD MCD STRIKER LATCH TO BE OUT OF ADJUSTMENT. PERFORMED MCD STRIKER LATCH RIGGING IAW CE-700 MM 52-10-00. DURING RIGGING PROCEDURE FOUND ALL MCD STRIKER LATCH ECCENTRIC BOLTS TO BE LOOSE. VERIFIED MAINTENANCE MANUAL TORQUE VALUE OF MCD STRIKER LATCH ECCENTRIC BOLT TO BE 20-25 FOOT POUNDS WITH CESSNA TEAM 700. TORQUED ALL MCD STRIKER LATCH ECCENTRIC BOLTS IAW CE-700 MM 52-10-00. MAIN CABIN DOOR OPS CHECKS GOOD.

Part: UNKNOWN — UNKNOWN (UNKNOWN) · airframe 158 hrs · 101 cycles

MAIN CABIN DOOR CABIN DOOR OPEN AMBER CAS WILL NOT EXTINGUISH. TRIED TO CLOSE DOOR SEVERAL TIMES. RAN CHECKLIST LIGHT IS STILL ILLUMINATED.

Part: OIL SYSTEM — LOW PRESSURE (RT ENGINE)

INFLIGHT ENGINE SHUTDOWN, DUE TO A HIGH OIL PRESSURE INDICATION. PERFORMED A VISUAL INSPECTION OF RT ENGINE WITH NO ISSUES. PERFORMED A GROUND RUN TO CONFIRM HIGH OIL PRESSURE & DID NOT FIND OIL PRESSURE HIGH, FOUND OIL PRESSURE LOW, SHOWING 34 PSI AT IDLE & 39 PSI AT TAKEOFF POWER. INSTALLED A DIRECT READING GAUGE & PERFORMED A GROUND RUN & CONFIRMED BOTH AIRFRAME & ENGINE OIL PRESSURE WERE READING THE SAME. SWAPPED BREATHER VALVES FROM LT TO RT & ADJUSTING PRESSURE TO 35 PSI AT IDLE, 40 PSI AT 88% N2 & 42 PSI AT TAKEOFF POWER. LT & RT ENGINE BREATHER VALVES WERE FOUND IN SERVICEABLE CONDITION. ALL GROUND RUNS FOR LEAK CHECK WERE PERFORMED WITH SATISFACTORY RESULTS. OIL PRESSURE WITHIN LIMITS.

Part: STRUT — UNSERVICEABLE (RUDDER) · airframe 6,409 hrs · 6,409 cycles

ZERO RUDDER TRAVEL IN FLIGHT DESPITE NORMAL CHECKS ON GND. SUSPECT RUDDER BIAS ISSUE. PREFORMED FUNCTIONAL TEST OF RUDDER BIAS SYS, TESTED SATISFACTORY. PERFORMED RUDDER CONTROL CIRCUIT FRICTION CHECK, CHECKED SATISFACTORY. FOUND THAT AFTER RUNNING ENGS AT 88% FOR AN EXTENDED AMOUNT OF TIME TO ACHIEVE AN OIL TEMP OF 60 DEGREES FOR AN UNRELATED OIL PRESS SQUAWK THAT RUDDER WAS HARD TO OPERATE, TURNED RUDDER BIAS OFF & RUDDER RETURNED TO NORMAL. PERFORMED FUNCTIONALLY TEST OF BIAS STRUT EFFICIENCY & FOUND BOTH BIAS STRUTS OUT OF LIMITS. GAINED ACCESS AS REQUIRED TO REMOVE BIAS STRUTS, DURING REMOVAL FOUND FWD BIAS STRUT BOLTS FROZEN. REMOVED FROZEN BOLTS. R & R LT & RT BAIS STRUTS IAW MM CH 27-20-51. OPERATIONAL CHECKED SATISFACTORY IAW MM CH 27-20-00. STRUT ASSEMBLY RUDDER BIAS LT PN ACA1218, SN EKV244, STRUT ASSEMBLY RUDDER BIAS RT PN ACA1218, SN EKK240.

Part: UNKNOWN — MALFUNCTIONED (RUDDER) · airframe 6,409 hrs · 4,509 cycles

ZERO RUDDER TRAVEL IN FLIGHT DESPITE NORMAL CHECKS ON GND.

Part: SEAL — FAILED (BLEED AIR) · airframe 6,404 hrs · 4,503 cycles

CLIMBING THROUGH 9000 FEET BOTH MWS SYS LIGHTS STARTED FLASHING FOLLOWED BY REAR BAY OVERHEAT LIGHT. REDUCED POWER & CLIMBED WHICH EXTINGUISHED REAR BAY OVERHEAT LIGHT. BOTH MAIN AIR VALVES WERE OPEN, ENG ANTI-ICE WAS OFF. NO SMOKE IN CABIN. DECLARED EMER & RETURNED. POSTIGHT SHOWED ONLY SLIGHT ACRID ODOR IN REAR BAY. CONFIRMED SQUAWK & TROUBLE SHOT TO A BLEED AIR LEAK AT THE MIXING VALVE CONNECTION. REPLACED ASSOCIATED SEALS, 6-464-1PAR, HTE490-29A & CLAMP BA50006-14. PERFORMED A SATISFACTORY HIGH POWER RUN & LEAK CHECK, NO DEFECTS NOTED. INSTALLATION ACCOMPLISHED IAW AMM 21-10-35.

Part: SLEEVE — LEAKING (BLEED AIR SYS) · airframe 6,404 hrs · 4,502 cycles

WHILE CLIMBING THROUGH 15,000', BOTH RED MWS LIGHTS STARTED FLASHING FOLLOWED BY REAR BAY OVERHEAT LIGHT. INITIALLY REDUCED CLIMB & REDUCED POWER. AS POWER REDUCED, REAR BAY OVERHEAT LIGHT EXTINGUISHED. NO VISIBLE SMOKE OR ODOR IN COCKPIT OR CABIN. PERFORMED APPROPRIATE QRC CHECKLIST & DECLARED EMERGENCY. RETURNED SAFELY. UPON POST FLIGHT INSPECTION, SLIGHT BURNED ODOR NOTICED IN REAR EQUIPMENT BAY. PERFORMED PRELIMINARY VISUAL INSPECTION OF ALL BLEED LINES & BLEED LEAK DETECTORS IN AFT SERVICE COMPARTMENT. FOUND NO EVIDENCE OF A BLEED LEAK. PERFORMED ENG RUNS & INSPECTED BLEED LINES. R & R SLEEVE HOUSING IAW AMM 21-60-67 & IPC ON 21-10-05-30 PG 0. PERFORMED HIGH POWER ENG RUNS. OPERATIONS CHECK &

Part: UNKNOWN — UNKNOWN · airframe 8,769 hrs · 6,229 cycles

THERES IS A LOUD RUMBLE/ KNOCKING NOISE COMING FROM UNDERNEATH THE FLOORBOARD NEAR THE EMERGENCY EXIT WHILE IN TURBULANCE. (CREW DEBRIEF HAPPENED ON CLIMBOUT, LIGHT TO MODERATE TURBULANCE)

Part: UNKNOWN — ODOR (COCKPIT) · airframe 8,709 hrs · 6,194 cycles

COLD AIR COMING OUT ON LT PILOT SIDE UNDER PANEL, TURN FLT DECK VALVE ON- NO HEAT JUST STRONG ODOR UNTIL VALVE SELECTED TO OFF. RAN ACFT AND OPERATED FLT DECK VALVE AT VARIOUS POWER SETTINGS NUMEROUS TIME. VALVE OPENS AND CLOSES AS SPECIFIED IN MANUAL. REMOVED VALVE AND INSPECTED FOR DEBRIS AND FOUND NONE. REINSTALLED VALVE WITH NEW SEALS. RAN ACFT MORE CYCLING FLT DECK VALVE WITH MAIN AIR VALVES OPENED AND CLOSED. COCKPIT SIDE GASPERS WOULD BLOW WARM AIR AS NECESSARY WITH APPLIED POWER AND NO ODOR WAS NOTED DURING ALL ENGINE RUNS. COULD NOT DUPLICATE. SYS OPS CHECKED GOOD.

Part: SKIN — CORRODED (THRUST REVERSER)

MAJOR CORROSION ON THE THRUST REVERSER DOOR RAMP SKINS DUE TO THE PAINT MISSING FROM THE RIVET HEADS. BY MAJOR CORROSION I MEAN WE ARE BLENDING THE AREAS BELOW LIMITS AND HAVING TO SEND THEM OUT FOR REPAIR. AREAS OF CORROSION ARE NOT ONLY BEING FOUND ON THE RIVET HEADS WE ARE FINDING SURFACE CORROSION ANYWHERE THE PAINT IS MISSING ON THE RAMP SKINS.

Part: THRUST REVERSER — CORRODED

MAJOR CORROSION ON THE THRUST REVERSER DOOR RAMP SKINS DUE TO THE PAINT MISSING FROM THE RIVET HEADS. BY MAJOR CORROSION, WE ARE BLENDING THE AREAS BELOW LIMITS AND HAVING TO SEND THEM OUT FOR REPAIR. AREAS OF CORROSION ARE NOT ONLY BEING FOUND ON THE RIVET HEADS WE ARE FINDING SURFACE CORROSION ANYWHERE THE PAINT IS MISSING ON THE RAMP SKINS.

Part: SMOKE — DETECTED (CABIN) · airframe 4,985 hrs · 3,573 cycles

WITH APU RUNNING SMOKE WAS COMING FROM THE NR 2 AIR DUCT DUCT TEMP WAS 104 DEG C, ALSO WOULD NOT COOL OFF. RAN ONLY NR 2 ENGINE WITH SAME RESULTS AIRPLANE FILLED WITH SMOKE. ACM INOP.

Part: COALESCER BAG — CONTAMINATED (CABIN AIR) · airframe 4,516 hrs · 3,252 cycles

DURING OCF FOR ENGINE CHANGE, WITH APPLICATION OF MAX CONTINUOUS POWER, DETECTED A VERY STRONG SMELL (ASSOCIATED WITH AN OIL/EXHAUST AND BURNING ODOR). REMOVED AND REPLACED WATER SOCK IAW HAWKER 800XP AMM 21-10-95, OPERATIONAL CHECK GOOD.