NetJets Aviation, Inc.

Operated by NetJets Aviation, Inc (per NTSB report)

Operated by NETJETS SALES INC (per NTSB report)

Operated by NetJets Aviation Inc (per NTSB report)

The airplane’s encounter with moderate clear air turbulence which resulted in a serious injury to one unrestrained passenger.

Operated by NETJETS (per NTSB report)

The unexpected wake turbulence encounter while climbing in smooth air to cruise, resulting in passenger injuries. Contributing to the accident was the passenger seat belt sign was off.

Operated by NETJETS AVIATION INC (per NTSB report)

The passenger’s inadvertent slip on the airplane's air stairs during deplaning, which resulted in a broken ankle.

Operated by NETJETS SALES INC (per NTSB report)

The controller's miscommunication of a clearance and failure to recognize and correct the readback resulting in the flight crew initiating takeoff without a clearance.

Operated by NetJets Aviation, Inc. (per NTSB report)

The second-in-command's (SIC) engagement of the emergency parking brake (EPB), which decreased the airplane's braking performance and prevented it from stopping on the available runway. Contributing to the SIC's decision to engage the EPB was the lower-than-anticipated deceleration due to a wet-runway friction level that was far lower than the levels used to determine the wet-runway stopping distances in the Airplane Flight Manual (AFM) and necessitated a landing distance considerably greater than that published in the AFM.

Operated by NETJETS SALES INC (per NTSB report)

The inoperative galley drain tube heater, which allowed water within the tube to freeze and led to its failure; the tube’s failure allowed water to drain onto the rudder cables and freeze and resulted in the rudder binding during landing.

Operated by NetJets Aviation, Inc (per NTSB report)

Maintenance personnel’s failure to properly secure the auxiliary power unit service door before returning the airplane to service, which resulted in substantial damage to the rudder.

Operated by NetJets Aviation, Inc (per NTSB report)

The inflight separation of the upper and lower right engine cowlings for reasons that could not be determined based on available evidence.

Operated by NetJets Aviation, Inc. (per NTSB report)

An accumulation of debris in the airplane’s bilge drain holes that prevented accumulated moisture from properly draining; the accumulated moisture subsequently froze around the elevator control components, which resulted in the flight control stiffness. Contributing to the accident was maintenance personnel’s improper installation of seals in the airplane’s tailcone, which allowed water to enter the tailcone.

Operated by NetJets Aviation, Inc. (per NTSB report)

The incorrect installation of the left main gear aft trunnion pivot pin by maintenance personnel, which resulted in separation of the aft portion of the left main gear trunnion from the aft trunnion fitting and minor damage to the airplane.

Operated by NETJETS AVIATION INC (per NTSB report)

The flight crew did not ensure that the landing gear selector handle was in the full down (extend) position. Contributing to the incident was inadequate checklist information.

Operated by NETJETS AVIATION, INC. (per NTSB report)

The manufacturer's inadequate design fix for previously known tailcone stinger water ingestion and retention.

Operated by NETJETS AVIATION INC (per NTSB report)

The manufacturer's inadequate initial design and subsequent modifications of the tailcone, which allowed moisture to collect and freeze around rudder cables during flight levels above the freezing level and resulted in a loss of rudder authority. Contributing to the accident was the lack of oversight of the manufacturer's design and production by the Federal Aviation Administration.

Operated by NETJETS SALES INC (per NTSB report)

The flight crew's inability to stop the airplane during landing roll on a snow- and ice-contaminated runway. Contributing to the runway overrun were the deteriorating runway conditions.

Operated by NetJets (per NTSB report)

The lineman’s inadvertent encounter with jet blast.

Operated by NetJets, Inc (per NTSB report)

Failure of the ground service vehicle driver to maintain adequate clearance/distance from the taxiing airplane.

Operated by NetJets Aviation, Inc (per NTSB report)

The pilot's failure to maintain control during landing. A factor was the reported wind shear.

Operated by NetJets Aviation, Inc. (Program Manager) (per NTSB report)

An uncommanded landing gear retraction after touchdown for undetermined reasons.

Sanction: $280,000 · case closed 2018-06-06

Sanction: $17,000 · case closed 2016-02-26

Sanction: $13,500 · case closed 2015-12-07

Part: CONTROLLER — FAILED (ZONE 700) · airframe 1,389 hrs · 959 cycles

ANTISKID FAIL AMBER CAS. ON CLIMB OUT, ILLUMINATED AND CLEARED ITSELF. ON DESCENT, ILLUMINATED AND CLEARED. FOQA DATA INDICATED 5 FAILURES TOTAL, BOTH LEFT AND RIGHT SYSTEMS. FOLLOWED QRH PROCEDURES FOR LANDING. CORRECTIVE ACTION: REPLACED ANTI SKID CONTROLLER DUE TO AN INFLIGHT ANTI SKID FAIL CAS MESSAGE WITH CUSTOMER SUPPLIED INSPECTED BRAKE CONTROLLER. PERFORMED SATISFACTORY OPERSATIONAL CHECKS ALL WORK DONE IAW CE680A AMM 32-46-15. NO DEFECTS NOTED.

Part: EEC — FAULTED (LT) · airframe 9,109 hrs · 6,010 cycles

WHILE DESCENDING THRU FL350 ENG CNTRL FAULT L EICAS ILLUM IN VMC CONDITIONS. RAN CHKLST. AFTER PUTTING ANTI-ICE ON MESSAGE WENT OUT. AFTER TURNING ANTI-ICE OFF, MESSAGE CAME BACK ON FOR A FEW MINS. MANUFACTURER RESPONDED WITH ARES SHOWING L-A FADEC HAS THROWN AN HA FAULT CODE, (ENGINE AT DISAGREES WITH ADC PT). RECOMMEND TROUBLESHOOTING PER THE P&WC EMM FOR FAULT HA. PERFORMED EMM 72-00-02, FADEC FAULT CODES H - P, FAULT ISOLATION 8 FIM TASK 101 EEC PT INPUT FAULT. PERFORMED STEP 1 OF FIM TASK DOES RESETTING EEC 28V AIRCRAFT POWER WITH THE ENGINES NOT RUNNING CLEAR FAULT. USED ONBOARD MAINT DIAGNOSTIC PAGE TO CHK IF FAULT CODE HA WAS STILL PRESENT, & FAULT CLEARED. MOVED ACFT OUTSIDE & STARTED BOTH ENGS TO TRY AND DUPLICATE FAULT. FAULT WAS NOT ABLE TO BE DUPLICATED. NO DEFECTS NOTED AT THIS TIME.

Part: LIGHT — FAULTY (ZONE 200) · airframe 5,722 hrs · 3,380 cycles

THE PATHWAY EMERGENCY LIGHT ON THE BASE OF SEAT 9 IS INOP. REMOVED CABIN LIGHT ASSY, INSTALLED NEW CABIN LIGHT ASSY. OPS CHECK GOOD. WORK PERFORMED IAW IMM 25-20-00

Part: FITTING — CORRODED (ZONE 100) · airframe 6,279 hrs · 4,674,082 cycles

REMOVED NOSE LANDING GEAR ACTUATOR FITTING ASSEMBLY DUE TO LEVEL 2 CORROSION. INSTALLED NEW FITTING PER SR-680A-ATA53-33739 REV. A, STANDARD REPAIR - NLG ACTUATOR FITTING REPLACEMENT, DATED 28 NOV 2023. SUPPORTED BY 8100-9 FORM DATED 29 NOV 2023.

Part: PCB — FAULTY (ZONE 100) · airframe 3,047 hrs · 2,096 cycles

JUST PRIOR TO LEVEL OFF AT FL410, THE AMBER FUEL PRESS LOW L CAS WAS CYCLING ON/OFF (AT LEAST 5 TIMES). QRH PROCEDURE WAS ACCOMPLISHED, WITH BOOST PUMP L ON. THE AMBER CAS EXTINGUISHED. ABOUT 15 MINS LATER, BOTH PILOT NOTICED A VIBRATION IN THE SEAT AND YOKE. THE BOOST PUMP WAS ON FOR THE REMAINING FLIGHT UNTIL SHUTDOWN. CROSSFEED WAS OFF AT INITIAL CAS. REPEAT WRITE UP. CORRECTIVE ACTION: REMOVED SUSPECTED FAULTY PCB BOARD P/N: 6918602-11 S/N: 33315742-1 FROM POSITION LH NZ107, AND INSTALLED A INSPECTED PCB BOARD P/N: 6918602-11 S/N: 31257355-2 IN POSITION RH NZ207. PERFORMED OPS CHECKS WITH NO DEFECTS NOTED. WORK DONE IAW CE-680A AMM 24-60-35.

Part: PRESSURE SWITCH — FAULTY (FUEL FEED) · airframe 9,615 hrs · 7,643 cycles

ON ARRIVAL, FUEL 1 FEED FAULT CAS MESSAGE DISPLAYED, STAYED ON DURATION OF FLIGHT. DID NOT HAVE TIME TO CONTACT FODM IN FLIGHT. GAINED ACCESS TO FUEL FEED 1 PRESSURE SWITCH. REMOVED PRESSURE SWITCH DUE TO CAS MESSAGE, AND INSTALLED NEW PRESSURE SWITCH. CLOSED ACCESS. PERFORMED POWER ON CHECKS AND ENGINE RUNS. PERFORMED OPS AND LEAK CHECK. OPS AND LEAK CHECK SATISFACTORY. ALL WORK DONE IAW AMM 28-45-01.

Part: HYDRAULIC LINE — LEAKING (ZONE 700) · airframe 919 hrs · 564 cycles

IN CRUISE HYD 1 LO QTY CYAN CAS MESSAGE. HYDRAULIC SYNOPTIC PAGE: HYD 1 16% HYD 3 58% HYD 2 48% APPROXIMATELY 20 MINUTES LATER: HYD 1 15% HYD 3 56% HYD 2 46% AFTER LANDING: HYD 1 30% HYD 3 62% HYD 2 56% FO AREPORTED THE CONTROLS FELT SOFT DURING THE ROUNDOUT AND FLARE. ALSO, DURING BRAKING THEY FELT SOFT. TECHS CLEANED AFFECTED AREA OF HYD FLUID SPILLAGE. HYD LEAK TRACED TO THE DOOR OPEN HYD LINE ON THE FREE FALL SELECTOR VALVE. RE-TORQURED ALL HYD FITTINGS ON THE FREE FALL SELECTOR VALVE IAW AMM 32-34-01. SERVICED HYD SYSTEM 1 WITH 2QT OF SKYDROL AND OPERATED HYD SYSTEM IAW AMM 12-13-01 & 29-10-00. NO FURTHER LEAKS NOTED AT THIS TIME.

Part: CABLE — FAILED (ZONE 800) · airframe 10,380 hrs · 8,150 cycles

LIFTING/LOWERING CABLE ATTACHED TO MAIN CABIN DOOR SNAPPED DURING POST-FLIGHT INSPECTION.

Part: WARNING MESSAGE — ILLUMINATED (ENG CONTROL) · airframe 3,840 hrs · 2,293 cycles

ON THE DESCENT WE HAD A WHITE ENG CTRL FAULT L CAS MESSAGE THAT REVERTED TO AMBER ENG CTRL FAULT L UPON LANDING.

Part: SEAL — UNSECURE (ZONE 800) · airframe 772 hrs · 496 cycles

UPON TAKEOFF WE HEARD A LOUD NOISE COMING FROM THE MAIN CABIN DOOR. SYNOPTIC PAGE SHOWED DOOR CLOSED AND VISUAL INDICATORS INSIDE SHOWED DOOR CLOSED/SECURED. AIRCRAFT PRESSURIZED NORMALLY. CONTACTED COMPANY AND RETURN TO KBNA. AFTER SHUTDOWN FOUND THE LEFT EDGE OF LARGE RUBBER SEAL AT THE TOP OF THE DOOR BENT OUTWARD. WORKED MAIN DOOR SEAL DEFLECTOR INTO ITS PROPER FORM. INSPECTED SEAL FOR ANY DAMAGE. NO DAMAGE NOTED. CLOSED MAIN DOOR AND INSPECTED DEFLECTOR FOR PROPER SEALING AROUND THE FUSELAGE. SEAL FITS PROPERLY TO THE FUSELAGE WITH NO NOTABLE GAPS. NO DEFECTS NOTED AT THIS TIME. IAW AMM 52-10-24.

Part: WARNING MESSAGE — FALSE ACTIVATION (RAM AIR) · airframe 3,093 hrs · 2,428 cycles

RAM AIR FAIL WHITE CAS ILLUMINATED WITH ASSOCIATED YELLOW X OVER THE RAM AIR VALVE ON ECS SYNOPTIC. CAS MESSAGE APPEARED INTERMITTENTLY 4 TIMES DURING THE DESCENT BETWEEN FL430 AND FL280. COMPLIED WITH SEVERAL OPERATIONAL CHECKS OF THE RAV WITH NO DISCREPANCIES TO NOTE AT THIS TIME. AMM 21-23-03 AND WM 27-23-00

Part: WARNING MESSAGE — FALSE ACTIVATION · airframe 160 hrs · 118 cycles

AFTER DEPARTING KPHL AND PASSING 10000 FT, GOT AN AMBER FUEL BOOST ON RT CAS MESSAGE. WE RAN THE QRH. FUEL BOOST R CAS MESSAGE REMAINED ON FOR THE DURATION OF FLT. CALLED MX & MCC TRANSFERRED US OVER TO THE FODM & AFTER BEING PLACED ON HOLD FOR SEVERAL MINUTES, ADVISED TO DIVERT TO KIAD. COULD NOT DUPLICATE FAULT. WIRING CHECKS PERFORMED IN 3.2.2, FUEL PREASURE SWITCH CHK PERFORMED IN 3.2.4, & BOTH FUEL CONTROL PCBS SWAPPED IN 3.2.5. PERFORMED OPS CHK OF FUEL CROSSFEED SYSTEM IAW AMM 28-20-00, TEST 4 SUB PART D & FUEL BOOST PUMP AND LOW PRESSURE OPS CHK TEST 6 SUB PART A . OPS CHKD SAT. AFTERWARDS I RAN BOTH ENGINES AND TRANSFERED FUEL WITH NO DEFECTS NOTED.

Part: LANDING GEAR — LACK OF LUBE (NOSE) · airframe 9,886 hrs · 7,712 cycles

ON TAKE OFF ROLL, RIGHT ABOUT V1, THE PLANE JERKED VIOLENTLY TO THE LEFT. WE KEPT PLANE UNDER CONTROL AND ROTATED. IT DID NOT DO ANYTHING ODD ON LANDING. WE ALSO NOTICED SQUEEKY SOUNDS FROM NOSE GEAR ON TAKEOFF ACCELERATION FROM PREVIOUS WRITE UPS. REMOVED PILOT SEAT TO GAIN ACCESS TO STEERING SPRING & MECHANISIM. SQUEAKING SOUNDS SEEM TO BE COMING FROM THE PILOT SIDE PEDALS AND LINKAGES. STEERING SPRING APPEARS TO BE IN SERVICABLE CONDITION & NO ANOMALIES IN THE AREA OF INSPECTION UPON DETAILED GVI IAW MM 32-51-01/400.. VERIFIED THAT THE STEERING IS PROPERLY ADJUSTED AND GAP LIMITS ARE WITHIN LIMITS FROM THE PREVIOUS INSTALL IAW MM 32-51-02/400 & 32-21-01-400. APPLIED SOME LIGHT LUBERCATION TO SQUEAKY AREAS.

Part: HANDLE — STIFF (ZONE 800) · airframe 1,662 hrs · 1,122 cycles

AOG: 52-12-01 MAIN-DOOR HANDLE - WHILE OPENING THE DOOR, THE HANDLE CATCHES ABOUT 3/4 OF THE WAY UP, HAVE TO PULL HARD TO OPEN. WHEN CLOSING THE DOOR, THE HANDLE CATCHES ABOUT 1/4 OF THE WAY DOWN, HAVE TO PUSH DOWN HARD TO GET HANDLE INTO LOCKED POSITION. PERFORMED MED HEALTH CHECK, DATA COLLECTION CHECKLIST. NO DEFECTS NOTED IAW AMM 52-10-04.

Part: LIGHT — FAULTED (ZONE 200) · airframe 8,364 hrs · 5,646 cycles

EMERGENCY READING LIGHT OVER LAV SEAT DOES NOT COME ON DURING PREFLIGHT TEST. ALL OTHER EMERGENCY LIGHT FUNCTION NORMALLY. EXTERIOR EMERGENCY LIGHTS CONSIDERED INOPERATIVE IAW 33-50-04. REMOVED REVEAL LIGHT ASSEMBLY. INSTALLED CUSTOMER PROVIDED NEW REVEAL LIGHT ASSEMBLY. OPS CHKD GOOD IAW IMM 25-40-01.

Part: HANDLE — LACK OF LUBE (ZONE 800) · airframe 1,562 hrs · 1,030 cycles

MAIN CABIN DOOR HANDLE EXTREMELY HARD TO OPEN. THE LAST THIRD OF THE HANDLE TRAVEL FEELS LIKE IT IS BINDING HAVE LUBRICATED EACH HANDLE UNTIL THEY WERE OPERATING SMOOTHLY. BOTH HANDLES ARE NOW OPERATING WITH NO DEFECTS OR BINDING. ALL WORK DONE IAW AMM 52-10-00.

Part: INTERFACE UNIT — FAULTED (ZONE 100) · airframe 8,741 hrs · 6,804 cycles

IN CRUISE, MULTIPLE CAS MESSAGES AND X INDICATIONS ON ENGINE, ETC. NOSE GEAR INDICATION UNSAFE WHILE RETRACTED AND EXTENDED. WE PERFORMED A LOW PASS AND TOWER CONFIRMED ALL GEAR APPEARED DOWN. EMERGENCY EXTENSION WAS PULLED PER THE CHECKLIST. SOME CAS MESSAGES WOULD CLEAR AND OTHERS WOULD APPEAR. IT SEEMED VERY RANDOM. REMOVED GEA AND INSTALLED REPAIRED UNIT. REF AMM 31-41-03. OPS CHECKS GOOD.

Part: PRESSURE SWITCH — FAULTED (FUEL SYS) · airframe 3,045 hrs · 2,094 cycles

WHILE IN CRUISE AT FLIGHT LEVEL 41,0 THE FUEL PRESSURE LOW L CAS MESSAGE APPEARED 3 TIMES. THE CROSSFEED WAS IN THE OFF POSITION AT ALL TIMES. DID NOT NOTE ANY ABNORMAL FUEL FLOW. REMOVED FUEL PRESSURE SWITCH P/N: 9914488-2 S/N:2332540. INSTALLED CUSTOMER SUPPLIED NEW FUEL PRESSURE SWITCH P/N:9914488-2 S/N:2622180. PERFORMED ALL REQUIRED POST MXC CHECKS WITH NO DEFECTS NOTED. ALL WORK DONE IAW AMM 73-10-05

Part: COUNTERBALANCE — OUT OF TOLERANCE (ZONE 800) · airframe 14,430 hrs · 11,054 cycles

REPEAT WRITE UP. MAIN CABIN DOOR COUNTER BALANCER IS OUT OF SPECS. WHEN CLOSING DOOR FROM INSIDE CABIN DOOR IS HARD TO RAISE INITIALLY AND WHEN IT GETS ABOUT HALF WAY SHUT IT THEN SLAMS SHUT WITH DANGEROUS FORCE AND SLAMS HARD AGAINST THE DOOR FRAME. NEEDS ADJUSTMENT. TECHS INSPECTED AND FOUND THAT THE MED COUNTERBALANCE CABLES WERE TOO TIGHT AND REQUIRED ADJUSTMENT. OPS CHECK GOOD AT THIS TIME. REF CE560XL AMM 52-10-03.

Part: PRESSURE SWITCH — FAULTED (ZONE) · airframe 9,032 hrs · 7,101 cycles

AFTER TAKEOFF WITH TAKEOFF THRUST, AFTER CLIMBING THROUGH FRA AND RETRACTING THE FLAPS TO ZERO AT APPROXIMATELY 500 FEET AGL, WE RECEIVED A RED "ENGINE VIBRATION L," CAST MESSAGE ILLUMINATED ON OUR PFD'S. LEVELING OFF AT 5000 FEET MSL, THE CAST MESSAGE EXTINGUISHED WITH POWER REDUCTION. IT REMAINED EXTINGUISHED FOR THE REMAINDER OF THE RETURN FLIGHT TO THE AIRPORT. NO VIBRATION WAS FELT FROM TAKEOFF, THROUGH THE RETURN AND LANDING PORTIONS OF THE FLIGHT. REMOVED FUEL PRESSURE SWITCH & INSTALLED NEW. LEAK AND OPS CHECK OK. NO CAS MESSAGES NOTED, IAW AMM 28-45-00 AND 28-45-01.

Part: COMPUTER — FAULTED · airframe 4,873 hrs · 3,816 cycles

ON APPROACH, RECEIVED AUTOPILOT FAIL, SWPS FAIL, YD FAIL, AND VENTRAL RUDDER FAIL SIMULTANEOUSLY. ALSO YELLOW IAS FLAG DISPLAYED ON PFD 1 & 2. PFD 2 IAS CONSISTENTLY 10-15 KNOTS BELOW PFD 1 AND STANDBY UNTIL LANDING. FOR MAINTENANCE CONVIVENCE REMOVED GIA 1 AND INSTALLED SEVISABLE UNIT FROM GIA 2 POSITION. REMOVED GIA 2 AND INSTALLED SERVICEABLE UNIT FROM GIA 1 POSITION. COMPLETED GIA 1 AND GIA 2 RECONFIG AND OPERATIONAL CHECKS. OPS CHECKS GOOD. WORK PERFORMED IN REF TO AMM 31-41-05.

Part: ENGINE — UNKNOWN · airframe 10,926 hrs · 3,973 cycles

AT ABOUT 200-300 FEET AGL ON TAKEOFF, THE TOWER INFORMED THEY SAW SMOKE COMING FROM ONE ENGINE. WE DEPARTED RUNWAY 12 AT KTUS WHICH EOUPD PUT THE RIGHT ENGINE ON THE TOWER SIDE BUT THE TOWER COULD NOT TELL USE WHICH ENGINE THEY SAW THE SMOKE COMING FROM. THEY ALSO DID NOT DESCRIBE THE SMOKE IN ANY MANNER. WE RETURNED TO THE FIELD. DURING THE RETURN ALL ENGINE AND BLEED INDICATIONS WERE NORMAL. WE DID NOT RECEIVE ANY SMOKE, OVER HEAT OR FIRE MESSAGES. NO SMOKE ENTERED THE CABIN OR COCKPIT.

Part: SOLENOID — FAILED · airframe 5,337 hrs · 3,464 cycles

CLIMBING THROUGH 6K, WE GOT THE CHECK DOORS AND CABIN DOOR OPEN CAS. THE AIRCRAFT REFUSED TO PRESSURIZE AND UPON LANDING THE CAS REMAINED. REMOVED FAILED ROTARY SOLENOID. INSTALLED NEW ROTARY SOLENOID. REMOVED FAILED PROXIMITY SWITCH. INSTALLED NEW PROXIMITY SWITCH. WORKED IAW 52-70-15 AND CHAPT. 52-70-10. REMOVED FAILED CED MONITOR PCB, INSTALLED INSPECTED CED MONITOR PCB. WORKED IAW 24-60-35. ACCOMPLISHED DOOR WARNING SYSTEM ADJUSTMENT/TEST. SYSTEM OPERATIONAL CHECKED GOOD. WORKED IAW 52-70-00.

Part: BATTERY — NO TEST (ZONE 200) · airframe 7,451 hrs · 4,960 cycles

EMERGENCY LIGHTS WILL NOT TEST IN THE ARM POSITION AFTER BEING SHUTDOWN OVERNIGHT. AFM ALLOWED CHARGING FOR 30 MINUTES PRODUCES A PASSED TEST. REMOVED AND REPLACED ALL FOUR EMERGENCY LIGHTING BATTERY POWER SUPPLIES WITH SERVICEABLE UNITS. PERFORMED EMERGENCY LIGHTING OPERATIONAL CHECK WITH NO DEFECTS FOUND. ALL WORK PERFORMED IAW AMM 33-50-06.

Part: LINKAGE — OUT OF RIG (ZONE 800) · airframe 2,496 hrs · 1,493 cycles

CLOSING THE CABIN DOOR WITH PASSENGERS BOARDED, CHECK DOORS AND CABIN DOOR OPEN AMBER CAS MESSAGES ILLUMINATED. COMPLIED WITH QRH PROCEDURE, WHITE CHECK DOORS MESSAGE ILLUMINATED. WE RESET THE CABIN DOOR AND ALL RELATED MESSAGES EXTINGUISHED. FOLLOWING NORMAL TAKEOFF AND CLIMBOUT THROUGH 10,000 FEET WE HEARD A LOUD POP FOLLOWED BY RED CABIN ALTITUDE CAS MESSAGE AS WELL AS CABIN DOOR OPEN AND CHECK DOORS AMBER CAS MESSAGES. WE DECLARED AN EMERGENCY, DESCENDED BELOW 10,000 FT AND RETURNED UNEVENTFULLY TO SDL. ADJUSTED & RIGGED THE VENT DOOR LINKAGE FOR AN EQUAL & FLUSH SEAL WHEN THE VENT DOOR IS CLOSED. CONTINUED WITH THE ADJUSTMENT/ RIGGING OF EXTERIOR DOOR HANDLE LINKAGE FOR PROPER FLUSH STOW OF THE EXTERIOR CABIN DOOR HANDLE. ACCOMPLISHED MULTIPLE OPEN / CLOSE CABIN DOOR CYCLES, WITH NO FAULTS. RESTORED ALL ACCESS OF THE MAIN CABIN DOOR. WORK DONE IAW AMM 52-10-00 & 52-10-43.

Part: STRINGER — DEBONDED (WINGS) · airframe 8,573 hrs · 5,705 cycles

DEBONDS ON THE UPPER WINGS BETWEEN THE OTBD END OF STRINGERS & COMMON SKIN DOUBLERS. THE SKIN & COMMON DOUBLERS MAY ALSO EXHIBIT A GRADUAL DEVIATION FROM CONTOUR IN THESE REGIONS. THE EXTENT OF THE DEFECT IS LOCATED USING ULTRASONIC INSPECTION AND CORRECTED BY ADDING FASTENERS AND ADHESIVE TO THE DISBONDED AREAS. REFERENCE FIELD REPAIR SR-680A-ATA57-47522 REV-.

Part: BATTERY PACK — INOPERATIVE (ZONE 200) · airframe 8,304 hrs · 5,385 cycles

EMERGENCY EXIT SIGN ON FRONT OF LAV SEAT WILL NOT LIGHT UP. REMOVED SWITCH (P/N A3-201-02/M) REPLACED WITH A CUSTOMER SUPPLY NEW SWITCH STAND BY POWER. (P/N A3-201-02/M) ALL WORK WAS DONE IN REF WITH CE-680A AMM 31-10-60 REMOVED STANDBY,DISPLAY BATTERY PN: 100-2410-04 SN: 1181470. DUE TO STANDBY POWER WILL NOT TEST. THEN INSTALLED CUSTOMER SUPPLIED REPAIRED STANDBY DISPLAY BATTERY PN: 100-2410-04 SN: 0809927. OPS CHECK GOOD. WORK DONE IN REF WITH CE-680A AMM 34-15-20. NO DEFECTS NOTED.

Part: WIRE HARNESS — FAULTED (ZONE 700) · airframe 9,764 hrs · 7,566 cycles

UPON EXITING THE RUNWAY, WE FELT A GRINDING/ SHUTTERING NOISE/ GRABBING COME FROM THE RIGHT BRAKE/WHEEL. REMOVED RT MLG WOW/WST WIRE HARNESS AND INSTALLED A NEW WHEEL AND PERFORMED A SATISFACTORY OPS TEST OF THE WOW & WST SENSORS ALL WORK PERFORMED IAW AMM 32-11-05/400 WITH NO DEFECTS NOTED AT THIS TIME.

Part: AVIONICS UNIT — FAULT MESSAGE (ZONE 700) · airframe 8,839 hrs · 5,808 cycles

AT CRUISE THE CREW ENCOUNTERED ENG CTRL FAULT R GEA FAIL 3 PRESSURIZATION FAULT CAS MESSAGES IN THAT ORDER CREW RAN APPLICABLE QRH PROCEDURES AND DIVERTED. UTILIZATION OF GEAR BLOWDOWN PROCEDURE WAS EXECUTED. REMOVED GEA3 AND INSTALLED REPAIRED GEA3 . WORK PERFOMED IN REF TO AMM 31-40-00. FOLLOW ON MAINTENANCE COMPLETED, OPERATIONAL CHECKS ARE GOOD, NO FAULT REMAINS

Part: BATTERY PACK — FAULTED (ZONE 200) · airframe 7,945 hrs · 6,160 cycles

DURING CRUISE FLIGHT OVERHEAD EMERGENCY LIGHTS IN CABIN ILLUMINATED. THE FIRST TIME THE LIGHTS STAYED ON FOR 5 MINUTES. THE SECOND TIME THEY STAYED ON FOR TWO MINUTES. REMOVED FAULTY FORWARD EMERGENCY LIGHT BATTERY. REMOVED FAULTY REAR EMERGENCY LIGHT BATTERY. INSTALLED REPAIRED FORWARD EMERGENCY LIGHT BATTERY IAW AMM 33-52-01-400-801-A. PERFORMED EMERGENCY BATTERY OPS TEST AMM 33-52-01-710-801-A. OPS CHKD GOOD. NO FAULTS NOTED.

Part: RELAY — FAULTY (ZONE 200) · airframe 4,777 hrs · 3,193 cycles

IN FLIGHT WITH EMERGENCY LIGHTS ARMED WHEN PAX SAFETY IS SELECTED OFF ALL EMERGENCY LIGHTS REMAIN ON. WHEN SELECTING EMER LIGHTS TO OFF ALL LIGHTS EXTINGUISH. CORRECTIVE ACTION: REMOVED RELAY S4655-15-022, NO SN, AND INSTALLED NEW RELAY PN: S4655-15-022, NO SN. IN REF TO CE-680A IPC CH. 24-60-06, ACCOMPLISHED SUCESSFULL EMER LIGHTING OPS CHECK REF CE-680A AMM CH. 33-50-00.

Part: PROXIMITY SENSOR — FAULTED (ZONE 700) · airframe 7,552 hrs · 4,469 cycles

ON APPROACH TO LANDING WITH GEAR SELECTED DOWN, CAS MESSAGE PROX SYS FAULT APPEARED B3-224420. REPEAT WRITE UP. ON LANDING ROLLOUT, AFTER SIGNIFICANT SHUDDERING (LIKE A FLAT SPOT ON ALL TIRES) CAS MESSAGE BREAK FAULT APPEARED B3-007414. REMOVED INTERMITTENT RH MLG WOW PX01 SENSOR AND INSTALLED NEW CONDITION RH MLG WOW PX01 / SENSOR IAW BD-100 CH350 AMM 32-61-01. TECHS COMPLETED STEPS 1-4 OF ADJUSTMENT OF THE PROXIMITY SENSOR. OPS CHECK GOOD TAW BD-100 CH350 AMM 32-61-00 STEPS 1-4

Part: SKIN — CORRODED (ZONE 100) · airframe 7,058 hrs · 4,672 cycles

MECHANICALLY REMOVED CORROSION LOCATED ON RT SIDE OF STINGER SKIN, UPPER VORTEX GENERATOR ATTACHMENT AREA IAW SRM 51-70-03. FOUND CORROSION BLENDS TO BE BEYOND SRM 51-70-03 LIMITATIONS EXCEEDING .002" OF MATERIAL REMOVED FROM NOMINAL THICKNESS. PERFORMED AN EDDY CURRENT AND ULTRASONIC THICKNESS INSPECTION ON THE BLENDED AREA OF THE STRINGER SKIN RT SIDE UNDERNEATH UPPER VORTEX GENERATOR. NO CRACK/CORROSION INDICATIONS FOUND AT THE TIME OF INSPECTION. THICKNESS MEASUREMENTS RECORDED FOR EVALUATION. REPAIRED CORRODED TAILCONE STINGER LH SKIN PER AQRD RFTS-118260, REV. 0.

Part: DOOR — NO DISCREPANCY (ZONE 800) · airframe 2,770 hrs · 1,884 cycles

DOOR WILL NOT CLOSE UNLESS I OVERRIDE IT. WILL NOT LOCK AS WELL. WHEN CLOSED CAN OPEN DOOR WITHOUT PUSHING RED BUTTON. DISASSEMBLED MAIN DOOR AND PERFORMED GVI OF COMPONENTS WITH ZERO DISCREPANT FINDINGS. PERFORMED RESET IAW CABIN DOOR RESET PROCEDURE AND SUCCESSFULLY OPS CHECKED THE DOOR 6 TIMES IN A ROW. RESTORED AIRCRAFT TO ORIGINAL CONFIGURATION. WORK PERFORMED IAW AMM 52-10-00.

Part: LIGHT — INOPERATIVE (ZONE 200) · airframe 35 hrs · 21 cycles

READING LIGHT ABOVE THE LAV SEAT IS INOPERATIVE WITH THE EMERGENCY LIGHT ON; HOWEVER, THE LIGHT DOES ILLUMINATE WITH THE PUSH BUTTON DIRECTLY BELOW THE LAV FLUSH BUTTON. PREFORMED OPS CHECK OF EMER LIGHTS. OPS CHECK GOOD. THE LAV READING LIGHT IS NOT APART OF THE EMER SYSTEM REF SDS 33-51-00. BAGGED ELECTRICAL CONNECTORS. ALL WORK DONE IAW 33-51-00.

Part: WARNING LIGHT — FALSE ACTIVATION (ZONE 100) · airframe 5,956 hrs · 2,093 cycles

ON TAKEOFF APPROXIMATELY 70KTS CENTER FUEL TRANSFER FAIL AMBER CAS MESSAGE ILLUMINATED. TAKEOFF ABORTED. PERFORMED OPERATIONAL TEST OF THE CENTER TRANSFER PUMPS IAW AMM 28-22-00. OPS CHECK GOOD. NO FURTHER DEFECTS NOTED.

Part: LANDING GEAR — FAULTED (NOSE) · airframe 6,791 hrs · 4,045 cycles

NOSE GEAR FAILED TO EXTEND. DURING APPROACH, GEAR HANDLE LOWERED AT/ABOUT 170 KIAS. MULTIPLE EICAS MESSAGES FOLLOWED BY UNSAFE NOSE GEAR INDICATION (AMBER BARBER POLED INDICATION). EICAS MESSAGES CASCADED IN THE FOLLOWING ORDER: - GEAR DOOR OPEN - GEAR DSIAGREE N - GEAR CONTROL FAULT TOWER CONTROLLER VERIFIED THAT NOSE LANDING GEAR APPEARED TO BE FULLY RECTRACTED. CREW ON GROUND VERIFIED THE SAME. AFM PROCEDURES EXECUTED FOR ALL THE ABOVE. EACH LED TO PROCEDURE 10D LANDING GEAR WILL NOT EXTEND. SOC CALLED AND REVIEW OF ABOVE PROCEDURES COMPLETE. EMER GEAR RELEASE HANDLE PULLED WITH NO REMEDY (ALL INDICATIONS REMAINED). MCC CONTACTED AND ALTERNATE PROCEDURES ATTEMPTED WITH REMAINING FUEL. (G-LOADING, YAWING, HYD SYSTEM ISOLATION, RECYCLING EMERG GEAR REALEASE, (LASTLY, AFTER DISCUSSING WITH MCC) LLANDING GEAR HANDLE WAS RECYCLED. NO REMEDY RESULTED. DUE TO LOW FUEL REMAINING, LANDING WAS EFFECTED WITHOUT FURTHER INCIDENT.

Part: COUNTERBALANCE — OUT OF ADJUST (ZONE 800) · airframe 14,429 hrs · 11,053 cycles

MAIN CABIN DOOR COUNTER BALANCER NEEDS READJUSTMENT. WHEN CLOSING DOOR ONCE HALF WAY PAST CENTER UP DOOR VIOLENTLY LUNGES UPWARDS WITH DANGEROUS FORCE AND VELOCITY. UNABLE TO REPRODUCE. OPERATED MAIN CABIN DOOR MULTIPLE TIMES, DOOR OPERATES NORMAL AND DOES NOT CLOSE WITH EXCESSIVE FORCE OR VELOCITY. PERFORMED CABLE TENSION CHECK OF COUNTER-BALANCE CABLES, CABLES MEASURE 130LBS AND LIFTING FORCE MEASURED 12.87 LBS. BOTH MEASUREMENTS ARE WITHIN SPECS PER THE AMM. ALL WORK WAS PERFORMED IAW AMM 52-10-03

Part: CABIN PRESS SYS — NO DISCREPANCY · airframe 9,831 hrs · 6,566 cycles

PASSING 17,000 FEET, RECEIVED A CABIN ALT HIGH YELLOW CAS. THE DELTA P WOULD NOT INCREASE PAST 0.6 PSI. RECEIVED A WHITE CABIN ALTITUDE CAS BEFORE BUT ASSUMED IT WAS ASSOCIATED WITH GOING A HIGH ALTITUDE AIRPORT. TEXTRON REVIEWED THE ARES FILES WITH NO FINDINGS OF A FAILURE OR FAULT WITHIN THE PRESSURIZATION SYSTEM. THIS IS A KNOWN ISSUE WHERE FMS MODE DROPS FROM THE FLIGHT MANAGEMENT AS THE CABIN ALTITUDE REACHES 8K BECAUSE OF HOW QUICKLY THE AIRCRAFT REACHES ALTITUDE FOR THE SHORT FLIGHT DURATION AND HIGHER ELEVATION OF THE DEPARTURE/ARRIVAL AIRFIELDS WITHIN THE FLIGHT PLAN COMPARED TO THE SPECIFIED RATE THAT THE PRESSURIZATION CONTROLLER MODULATES CABIN PRESSURE.

Part: UPLOCK SWITCH — FAULTED (NLG) · airframe 188 hrs · 145 cycles

ON DEPARTURE DURING NORMAL GEAR RETRACTION, WE GOT A N GEAR DISAGREE CAS MESSAGE WITH AN AMBER HASH MARK ON THE N GEAR INDICATION ON MFD. WE COMPLIED WITH THE ABNORMAL CHECKLIST AND CYCLED THE GEAR DOWN AND GOT 3 GREEN INDICATIONS. DURING THE DISAGREE, HYD PRESS CAS REMAINED ON AND WE ALSO GOT A STAB MISCOMPARE ODDLY AFTER FLAPS WERE IN UP POSITION FROM TAKEOFF. WE VERIFIED FLAPS WERE IN UP POSITION. LANDED UNEVENTFULLY IN TEB. NO ABNORMALITIES WERE DETECTED DURING POST FLIGHT INSPECTION OF THE AIRCRAFT. PERFORMED ADJUSTMENTS BY ADJUSTING NLG UPLOCK SWITCH POSITIONING IAW ASCEND AMM 32-61-00, THEN SECURED & APPLIED SAFETY WIRE TO SWITCH IAW AFTER CORRECTION REPERFORMED OPS CHECK & NOW NLG SHOWS UP AND LOCKED WHEN RETRACTED. REPERFORMED OPS CHECK 10 TIMES TO ENSURE THAT NLG DID NOT REPEAT FAULT LISTED IN WRITE UP & NLG OPS CHECKED GOOD

Part: DOOR — BINDING (ZONE 800) · airframe 9,439 hrs · 6,197 cycles

IN SIMPLEST TERMS, MAIN PASSENGER DOOR HAS A HITCH IN THE GIDDYUP. HAS A SLIGHT PAUSE OR HESITATION AS THE DOOR COMES UP ABOUT HALFWAY. IT SEALS AND CLOSES PROPERLY HOWEVER IT'S DEFINITELY NOTICEABLE. PERFORMED GVI ON THE REST OF THE DOOR ASSEMBLY AND FOUND THE DOOR STRUT WAS VERY DRY WITH SOME DEBRIS ON THE SHAFT. CLEANED AND RE LUBED STRUT. PERFORMED DOOR OPERATION. NO MORE BINDING AT THE HALF WAY POINT. PERFORMED SEVERAL MORE DOOR OPS, NO MORE BINDING AT THE HALFWAY POINT WAS FELT. OPS CHKD GOOD.

Part: PIN — OUT OF ALIGNMENT (ZONE 800) · airframe 3,088 hrs · 1,836 cycles

UNABLE TO LATCH MAIN CABIN DOOR CLOSED. ONE OF THE PINS IS RECESSED INTO THE DOOR AND IS NO LONGER ALIGNED WITH ITS HOLE. REMOVED THE AIRSTAIRS AND COVER PLATE. FOUND THE FWD MID DOOR PIN OUT OF ITS SOCKET, WE CORRECTED THE EFFECTED DOOR PIN REFERENCING AMM 52-10-43. C/W DOOR PIN RIGGING REFERENCING AMM: 52-10-43. RE-INSTALLED COVER PLATE AND AIR STAIRS. C/W POST RIG OPERATIONAL CHECKS AND FOUND NO FURTHER DEFETCS. OPS CHECK WAS FOUND TO BE GOOD AT THIS TIME,

Part: DOOR — BINDING (ZONE 800) · airframe 132 hrs · 96 cycles

THE MAIN CABIN DOOR IS STILL VERY DIFFICULT TO OPEN FROM THE INSIDE. THE DOOR ALSO INTERMITTENTLY WILL NOT OPEN WITHOUT USING THE PRECATCH RELEASE EVEN AFTER LATCHING THE DOOR WITH THE DOOR HANDLE. IT MAY OPEN NORMALLY FIVE OR SIX TIMES AND THEN THE NEXT FIVE OR SIX TIMES REQUIRE THE PRE-CATCH RELEASE AFTER FULLY UNLATCHING THE DOOR IN ORDER TO GET IT OPENED. THIS HAPPENS WHEN TRYING TO OPEN THE DOOR FROM BOTH THE INSIDE AND THE OUTSIDE. MADE FURTHER ADJUSTMENTS TO THE UPPER AFT LATCH PLATE AND FWD MIDDLE LATCH PLATE AND AFTER SEVERAL ADJUSTMENTS THE DOOR IS OPERATING NORMALLY. WE WERE ABLE TO OPERATE THE DOOR OVER 15 TIMES WITHOUT THE INTERIOR HANDLE GETTING DIFFICULT TO OPEN. WE ALSO CONFIRMED THAT THE DOOR WAS NOT GETTING STUCK ON THE PRE CATCH DURING ANY OF OUR TESTING. SUBMITTED VIDEOS TO MCC OF THE DOOR BEING OPERATED AND THEY AGREED TO SIGN THIS ITEM OFF. ALL WORK DONE IN REF TO AMM 52-10-00 AND SRM 51-00-03.

Part: PROXIMITY SENSOR — FAULTED (ZONE 800) · airframe 1,966 hrs · 943 cycles

CARGO DOOR OPEN CAS ILLUMINATED ON CLIMB AT APPROXIMATELY 10000 FT. CABIN DEPRESSURIZED. CABIN PRESSURE WAS CONTROLLABLE IN MANUAL MODE. FOUND THE DOOR LOCK PROX SENSOR DAMAGED. REMOVED DAMAGED DOOR LOCK PROX SENSOR PN:8-642-03 SN:64499 AND INSTALLED NEW PROX SENSOR PN:8-642-03 SN:67102. PERFOMRED OPS CHECKS WITH NOI DEFECTS NOTED AT THIS TIME. IAW AMM 52-70-05.

Part: TRIM SWITCH — FAULTED · airframe 9,145 hrs · 6,204 cycles

ON DEPARTURE THROUGH 500 FT THERE WAS NO RESPONSE FROM THE PITCH TRIM. THE NOSE CONTINUED TO PITCH UP AND WE ACTIVATED THE SECONDARY TRIM SYSTEM. AT THAT TIME BOTH SYSTEMS FAILED & THE CAS MESSAGE FOR EACH SYSTEM FAILURE ILLUMINATED. DISENGAGED THE THROTTLES AND DECLARED AN EMERGENCY WHILE TRYING TO GET THE AIRPLANE UNDER CONTROL. AS WE WERE RETURNING TO THE AIRPORT THE SECONDARY TRIM STARTED TO WORK AGAIN AND MADE A NORMAL LANDING. R & R PILOT & CO-PILOT YOKE AP DISCONNECT SWITCHES WITH NEW. OPS CHKD GOOD. REF, AMM 22-10-50, 27-40-00, & 27-40-25.

Part: OVERHEAT SENSOR — FAULTY · airframe 8,619 hrs · 5,678 cycles

DURING CLIMB THROUGH FL250, SELECTED ANTI ICE ALL ON. AFTERWARDS WE BEGAN TO SMELL AN ABNORMAL ODOR CONSISTENT WITH BURNING. AFTER ASKING EACH OTHER ABOUT IT, WE RECEIVED A BLD AIR O'TEMP R AMBER CAS MESSAGE. COMPLETED THE QRH, & ODOR DISSIPATED AND CAS MESSAGE WENT OUT & DID NOT RETURN. HIGHEST ALTITUDE CLIMBED WAS FL270. ELECTED TO LEAVE ANTI-ICE ON UNTIL WERE SURE DIDN'T NEED IT FOR THE REMAINDER OF THE FLIGHT. DIVERTED TO LAS. REMOVED FROM ACFT & FROM SERVICE THE RH FWD PRECOOLER TEMP CONTROL SENSOR (TT004) DUE TO A "BLD AIR O'TEMP R" AMBER CAS. MSG. DURING FLT. THEN INSTALLED IAW THE AMM 36-10-45, A NEW, CUSTOMER SUPPLIED, RH FWD PRECOOLER TEMP CONTROL SENSOR (TT004). CONDUCTED REQUIRED LEAK & FUNCTIONAL TEST, NO FAULTS NOTED.

Part: PIN — DAMAGED (ZONE 800) · airframe 3,086 hrs · 1,834 cycles

WHEN THE CREW ARRIVED AT THE AIRCRAFT, THE MAIN CABIN DOOR WAS OPEN. THE SERVICE HUB CLEANERS HAVE BEEN ON BOARD AND WE'RE NOT ABLE TO CLOSE THE MAIN CABIN DOOR, THIS WAS CONFIRMED BY DOUG AT CMH MAINTENANCE THAT THE MAINTENANCE TECH AT TEB COULD NOT CLOSE THE DOOR EITHER. CREW ALSO CONFIRM THAT THE MAIN CABIN DOOR WILL NOT CLOSE. REMOVED AND REPLACED THE DAMAGED FWD UPPER MAIN DOOR LATCHING/LOCKING PIN WITH A NEW ONE AS REQUIRED. PERFORMED MAIN DOOR LATCH/LOCK RIGGING AS WELL AS FINAL LATCH/LOCK SYS RIGGING. PERFORMED DOOR OPS CHK. OPS CHKD GOOD. THE MAIN ENTRY DOOR OPS AS COMMANDED WITH NO CAS MESSAGES OR FAULTS NOTED AT THIS TIME. OPS CHK GOOD. REF M/M 52-10-00, 52-10-05,52-10-43 AND 52-10-45.

Part: CONTROL HANDLE — STUCK (ZONE 700) · airframe 9,543 hrs · 6,261 cycles

ON CLIMB OUT, WENT TO RETRACT THE LANDING GEAR. GEAR HANDLE WOULD NOT MOVE. SHORTLY AFTER, RECEIVED A WOW MISCOMPARE AMBER CAS MESSAGE. GEAR STAYED DOWN WITH 3 GREEN THE ENTIRE FLIGHT. UPON LANDING, THRUST REVERSERS DEPLOYED NORMALLY. REPACKED NLG STRUT, SERVICED NLG SHOC STRUT, REINSTALLED NLG LH & RH WHEEL ASSEMBLIES. PERFORMED GEAR SWINGS WITH NO DEFECTS NOTED, GEAR HANDLE OPERATING WITHOUT DEFECTS. DOWNJACKED AIRCRAFT, CHECKED FOR LEAKS ON THE NLG STRUT, NO DEFECTS NOTED, WORK DONE IAW 680A CMM 32-20-01, 680A AMM 10-10-52 & 680A AMM 32-40-15.

Part: DOWNLOCK SENSOR — DAMAGED (ZONE 700) · airframe 10,374 hrs · 8,166 cycles

GEAR SELECTED UP AFTER T/O. LG LEVER DISAG. NLG INDICATED RED DASHED BOX. SELECTED GEAR DOWN PER QRH AND HEARD A SHORT GRINDING NOISE IN NLG. LANDED NORMALLY. REMOVED DAMAGED NLG DOWN LOCK SENSOR P/N 80-057-01 S/N 35254 AND INSTALLED NEW SENSOR IAW AMM 32-61-01. OPS CHECK GOOD.

Part: WARNING MESSAGE — ILLUMINATED (BRAKE SYS) · airframe 10,310 hrs · 8,107 cycles

DURING THE APPROACH APPROXIMATELY FIVE SECONDS AFTER THE LANDING GEAR WAS FULLY EXTENDED AND INDICATED DOWN AND LOCKED, A BRAKE FAIL CAS MESSAGE ILLUMINATED. THE GO-AROUND PROCEDURE WAS INITIATED. THE QRH WAS CONSULTED AND THE APPLICABLE PROCEDURE WAS FOLLOWED DURING THE SUBSEQUENT LANDING. THE EMERGENCY BRAKE SYSTEM FUNCTIONED AS EXPECTED, AND THE LANDING WAS COMPLETED UNEVENTFULLY. NO OTHER ABNORMALITIES WERE NOTED.