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: 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: 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.

Part: LANDING GEAR — FAULTED (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.

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.

Part: LANDING GEAR — FAULTED (NOSE) · airframe 3,922 hrs · 2,314 cycles

ON DEPARTURE NOSE WHEEL GEAR WOULD NOT RETRACT . FOLLOWED THE QRH AND MANUALLY DEPLOYED THE GEAR.

Part: PRECATCH — FAULTED (ZONE 800) · airframe 132 hrs · 96 cycles

THE PRECATCH LEVER ON THE INSIDE OF THE AIRPLANE AND THE PRECATCH RELEASE BUTTON ON THE OUSIDE OF THE AIRPLANE WILL NOT RELEASE THE DOOR FROM THE PRECATCH. WHEN THE DOOR IS SHUT SOLELY ON THE PRECATCH THE ONLY WAY TO OPEN THE DOOR IS TO USE THE MAIN HANDLE TO FULLY LATCH THE DOOR AND THEN OPEN IT. ADJUSTED FWD MIDDLE AND FWD UPPER MED LATCH PLATES ALONG WITH MED AFT MIDDLE AND AFT LOWER LATCH PLATES AS REQUIRED AND VERIFIED AERODYNAMICS CONTOUR SURFACES ARE WITHIN LIMITS. REF AMM 52-10-00 AND CE560XLS SRM 51-00-03. PERFORMED ADJUSTMENT OF THE PRECATCH PLUNGER IN REF TO ASCEND AMM 52-10-01. PRECATCH NOW SITS FLUSH AND RELEASES THE DOOR WHEN THE BUTTON IS PRESSED.

Part: PCB — ILLUMINATED (FUEL PUMP) · airframe 8,121 hrs · 5,318 cycles

AT CRUISE WHEN FUEL XFEED MOVED TO OFF POSITION, AMBER FUEL BST PUMP ON L AND R CAS MESSAGE POSTED. RAN QRH. MESSAGE POSTED WHEN XFEEDING L TO R AND R TO L. CARRIED OUT FUEL BOOST AND CROSSFEED ANNUNCIATION OPERATIONAL CHECK IAW 680A AMM 28-40-00 WITH NO DISCREPANCIES NOTED. REPLACED PCB NZ107 FUEL CNTRL WITH INSPECTED UNIT IAW 680A AMM 24-60-35 AND COMPLETED POST MAINTENANCE CHECK IAW 680A AMM 24-60-35PARA (J) NO DISCREPANCIES NOTED,

Part: WARNING MESSAGE — ILLUMINATED (RT ENGINE) · airframe 16,099 hrs · 10,729 cycles

ON OUR DESCENT OUT OF FL390 WHILE DECREASING POWER WE GOT A VIBRATION OUT OF THE RIGHT ENGINE FOLLOWED BY THE RIGHT ENGINE ROLLING BACK. SHORTLY AFTER WE RECEIVED AN ENGINE SHUTDOWN R CYAN MESSAGE. AFTER ABOUT FIVE TO 10 SECONDS OR SO THE RIGHT ENGINE STARTED RELIGHTING ITSELF, AND STABILIZED TO NORMAL SETTINGS. AFTERWARDS ENGINE WAS RESPONDING AND RUNNING NORMAL. QRH PROCEDURE COMPLETED, AND EVENT MARKER WAS PUSHED.

Part: BATTERY — FAULTY (ZONE 200) · airframe 533 hrs · 439 cycles

EMERGENCY LIGHTS FLASHING. REMOVED FAULTY FWD EMER BATTERY. INSTALLED REPAIRED FWD EMER BATTERY. REMOVED FAULTY AFT EMER BATTERY, INSTALLED TESTED AFT BATTERY. OPS CHKD GOOD, NO DEFECTS NOTED. REF AMM 33-52-01

Part: ELEC CONNECTOR — NOT SEATED (ZONE 200) · airframe 8,022 hrs · 6,202 cycles

EMERGENCY EXIT SIGN LIGHT INOP ABOVE MAIN CABIN DOOR CORRECTIVE ACTION: FOUND THE EMERGENCY EXIT LIGHT CONNECTOR WAS NOT FULLY SEATED ON ITS RECIPROCAL, WHEN TECHS ATTEMPTED TO RESEAT THE CONNECTOR WE NOTED IT WAS PREVIOUSLY INSTALLED 180 DEGREES / OUT. TECHS RECONNECTED THE LIGHTING CONNECTOR IN THE PROPER ORIENTATION AND PERFORMED MULTIPLE OPS CHECKS PER PHENOM 300 AMM 33-52-00. ALL OPERATIONAL CHECKS WERE GOOD EACH TIME, NO FURTHER DEFECTS ARE NOTED AT THIS TIME.

Part: WARNING MESSAGE — MULTIPLE FAIL · airframe 11,105 hrs · 3,919 cycles

AFTER TAKEOFF CARGO DOOR CAS MESSAGE ILLUMINATED AND CAB ALT ROSE. LEVELED AT 4000FT AT WHICH POINT THE CARGO DOOR LIGHT WENT OUT. CABIN CONTINUED TO RISE TO 4000FT . RETURNED TO PDK UNEVENTFULLY. WILL LEAVE DOOR AS IS.

Part: FUSE — DEFECTIVE (ZONE 200) · airframe 5,572 hrs · 4,307 cycles

EXIT SIGN NOT ILUMINATED WHEN SELECTED EMER ON. REMOVED DEFECTIVE FUSE P/N BJE-41 NSN AND INSTALLED CUSTOMER SUPPLIED NEW FUSE P/N BJE-41 NSN PER EMB505 AMM 33-52-00 AND WM 33-50-50-1 ,OPS CHECK NORMAL.

Part: TRANSFER SYS — MALFUNCTIONED (FUEL SYS)

ON RAMP, FUEL 300LBS, LT TANK HEAVY. CROSSFEED TO LT TANK UTILIZED ON TAXI OUT. FUEL IN NORMAL POSITION ON TAKEOFF. 220 LBS HEAVY ON THE LT TANK. CLIMBING OUT, LT CROSSFEED SELECTED & FUEL USED DOWN TO BALANCED. CROSSFEED SELECTED OFF. CLIMBING UP TO FL340. LEVEL AT FL340 NOTICED FUEL BECAME INBALANCED IN OPPOSITE DIRECTION OF 120 LBS HEAVIER ON RT SIDE. CROSSFEED TO RT SELECTED. INBALANCE INCREASED TO 160, THEN 200 LBS. & LT TANK BEGAN TO DECREASE 20LBS EVERY FEW MINUTES. ATC ADVISED OF ISSUE. DIVERTED TO PBI (DJT) & BEGAN A DESCENT DOWN TO FL200. AFTER A WHILE, FUEL BECAME BALANCED AGAIN, CROSSFEED TURNED OFF & CONTINUED TO PBI. SINCE FUEL SYS NOW OPS NORMAL, ADVISED ATC, WOULD NEED TO BURN 700 LBS TO GET BELOW LANDING WEIGHT. HELD FOR 3 TURNS WITH FLAPS 1 & GEAR DOWN. ONCE UNDER LANDING WEIGHT, LANDED AT PBI (DJT) UNEVENTFULLY. REMOVED, CLEAN & RE-RACK BOTH FUEL CONTROL PCBS NZ107 AND NZ207. FOLLOWED UP WITH ENG RUNS & ATTEMPTED TO SIMULATE CREW'S WRITE UP. PERFORMED FUEL CROSS FEED VALVE OPS CHK, CHKD SUCCESSFULLY, NO ISSUES ENCOUNTERED, KEPT ENGS RUNNING & WAITED 10 MINS WITH CROSSFEED OFF & WAS NOT ABLE TO ENCOUNTER ANY ISSUES OR DEFECTS WITH THE FUEL SYS (LT 3580 & RT 3580). POWERED DOWN & LET ACFT TO SIT FOR 4 HRS, CHKD TO SEE IF FUEL MIGRATED TO EITHER TANK. RAN ENGS & PERFORMED ANOTHER SUCCESSFUL FUEL CROSSFEED VALVE OPS CHK, POWERED DOWN & LET SIT FOR ANOTHER 4 HRS & POWERED UP TO FIND FUEL STILL DID NOT MIGRATE. FUEL SYS NOW CONSIDERED FULLY FUNCTIONAL & OPS. WORKED IAW AMM 28-20-00.

Part: TRANSDUCER — FAULT MESSAGE (ZONE 700) · airframe 4,288 hrs · 3,289 cycles

UPON LANDING AND INITIAL BREAK APPLICATION, RECEIVED A STRONG RT YAW FROM THE ACFT FOLLOWED BY ANTI-SKID FAIL CAS. REMOVED AND REPLACED RH WST DUE TO ANTISKID FALL CAS. PERFORMED OPERATIONAL CHECK. NO DEFECTS IAW AMM 31-42-06.

Part: IDG — FAILED (RIGHT) · airframe 7,291 hrs · 4,014 cycles

ON DESCENT, "GEN 2 OFF" CAS MESSAGE DISPLAYED. WE RAN THE QRH AND WERE UNABLE TO GET THE GENERATOR TO COME BACK ONLINE. WHEN THE GEN WENT OFFLINE IT TRIPPED OFF THE STAB TRIM CH1 AND MACH TRIM. THE "AP PITCH TRIM" AND NOSE DOWN TRIM CAS MESSAGES DISPLAYED. THEY ALL EXTINGUISHED WHEN WE GOT THE STAB TRIM AND MACH TRIM RE-ENGAGED. RIGHT SEAT PFD AND MFD MOMENTARILY WENT OFFLINE 3 TIMES BUT CAME BACK AFTER ABOUT 3-5 SECONDS. REMOVED RT ENG IDG & INSTALLED OVERHAULED IDG ON RT ENG IAW AMM 24-11-01-000-01, & 24-11-01-400-801. OPS CHKD GOOD.

Part: PCB — FAULTY (ZONE 800) · airframe 7,835 hrs · 5,164 cycles

WHILE CRUISING AT 43,000 FT WE ENCOUNTERED LIGHT TURBULENCE/MODERATE CHOP. AFTER IT STOPPED, RECEIVED AMBER CAS MESSAGE CABIN DOOR OPEN. ACCOMPLISHED RESPECTIVE QRH & MONITORED PRESSURIZATION FOR REMAINDER OF FLIGHT. NO PRESSURIZATION ISSUES. AMBER CAS MESSAGE CABIN DOOR OPEN REMAINED UNTIL LANDING AT DESTINATION. REMOVED CABIN DOOR OPEN PROX SWITCH AND REPLACED WITH CUSTOMER SUPPLIED NEW SWITCH. REMOVED CABIN DOOR VENT PROX SWITCH AND REPLACED WITH CUSTOMER SUPPLIED NEW SWITCH AND REMOVED NC 105 PCB AND REPLACED WITH CUSTOMER SUPPLIED NEW PCB. RIGGED DOOR PROX SWITCH. PERFORMED SYS OPS CHK, NO DEFECTS NOTED. SYSTEM OPS CHKD GOOD. REINSTALLED DOOR PANEL & STAIRS. WORK PERFORMED IAW AMM 52-70-10 AND 24-60-40.

Part: CONTROLLER — FAULTY (ZONE 700) · airframe 8,527 hrs · 4,698 cycles

A SKID OTBD AMBER CASS MESSAGE CAME ON DURING LANDING PHASE. RAN QRH, DIVERTED TO KBED. REMOVED AND REPLACED ANTI-SKID CONTROLLER IAW AMM 32-44-04. OPS CHKS FOUND NORMAL.

Part: TRIM PANEL — OUT OF ADJUST (ZONE 800) · airframe 96 hrs · 60 cycles

HEARD CLICKING NOISE DURING CLOSING OF MAIN CABIN DOOR IN THE VICINITY OF THE DOOR RETRACT MECHANISM. ON POST FLIGHT CHECKED THE EMERGENCY RETRACT HANDLE. PULLED IT SEVERAL TIMES AND DOOR DID NOT RETRACT. FOUND DECORATIVE TRIM PIECE HITTING THE AFT DOOR STRUT WHEN DOOR WAS CLOSING. ADJUSTED DECORITVE TRIM PIECE AND STRUT NO LONGER HITS TRIM PIECE, INSPECTED DOOR MECHANSIAM FOR ANY DISCREPANCIES OR DAMAGE. NO DISCREPANCIES OR DAMAGE FOUND. DOOR OPERATES FINE. / INFORMED MCC AND MCC OK TO SIGN OFF. WORK DONE IAW CL-350 AMM 25-00-00

Part: ACTUATOR — FAULTED (LT BOOST) · airframe 7,609 hrs · 5,008 cycles

AFTER SELECTING CROSSFEED FROM OFF TO LEFT TANK WE RECEIVED THE FUEL PRESS LOW LEFT CAS MESSAGE AND FUEL BOOST PUMP ON L CAS MESSAGES. COMPLIED WITH QRH ABNORMAL CHECKLIST.2). ON FINAL APPROACH TO LANDING RT GENERATOR AMPS BEGAN FLUCTUATING FROM 85 AMPS TO 110AMPS WHICH WAS SIMILIAR TO HOW THE LT GENERATOR AMPS BEGAN TO FLUCTUATE EARLIER IN THE FLIGHT. REMOVED FUEL CROSS FEED MOTOR ACTUATOR PER MCC REQUEST AND INSTALLED NEW FUEL CROSS FEED MOTOR ACTUATOR IAW AMM 28-20-40 REV 24. PERFORMED OP'S CHECK IAW AMM 28-20-00 STEP 3. (A) (B) (C) AND (D). OP'S CHECK GOOD.RE-INSTALLED PANELS 720AR AND 730AL IAW AMM 20-00-00.

Part: COMPENSATOR — FAULTED (ZONE 400) · airframe 2,339 hrs · 1,352 cycles

ENGINE CONTROL FAULT LT, WHITE CAS MESSAGE ILLUMINATED AFTER TAKEOFF. STAYED ON THE ENTIRE FLIGHT. AFTER LANDING, ENG CTRL FAULT L MESSAGE CHANGED TO AMBER. AFTER SHUT DOWN, NO CAS MESSAGE. REMOVED OLD N1 COMPENSATOR, INSTALLED A NEW N1 COMPENSATOR. OPS CHKD GOOD. WORK PERFORMED IAW LMM 72-00-00.

Part: STRUT — FAULTY · airframe 3,868 hrs · 3,044 cycles

ON TAKEOFF UPON GEAR RETRACTION WE GOT A LANDING GEAR LEVER DISAGREE CAS MESSAGE NOSE GEAR DID NOT GO ALL THE WAY UP. LEVELED OFF COMPLETED QRH PROCEDURE. GEAR CAME DOWN WITH A THREE GREEN INDICATION. CORRECTIVE ACTION: REMOVED NLG STRUT ASSY DUE TO NLG STRUT DOES NOT FULLY RETRACT, SHOCK ABSORBER STUCK -5" SHORTER THAN FULLY EXTENDED, LEAKS WHEN SERVICING. INSTALLED AN OVERHAULED NLG STRUT ASSY AND SERVICED AND LUBRICATED NLG STRUT AS NEEDED. PERFORMED OPS CHECKS AND OPS CHECKS WERE SATISFACTORY. WORK PERFORMED IRW EMB-505 AMM 32-21-01.

Part: ACM — FAULTED (ZONE 100) · airframe 10,834 hrs · 6,305 cycles

ON CLIMB OUT, NOTICED A WHISTLING NOISE, FOLLOWED BY A UNDESCRIBABLE ODOR. FOLLOWED BY HOT AIR COMING OUT OF THE AIR-CONDITIONING. ON THE ECS PAGE THE ONLY ABNORMALITY WAS THE SUPPLY LINES WERE 61 AND 65 DEGREES. REMOVED FAULTY ACM P/N OFF 3471A020000 S/N OFF 00321 AND INSTALLED REPAIRED ACM P/N ON 3471A020000 S/N ON 00822. OPS AND LEAK CHECKS GOOD. NO FURTHER DISCREPANCIES NOTED AT THIS TIME. WORK PERFORMED IAW AMM 21-52-13

Part: PUMP — LEAKING (HYD SYS) · airframe 6,160 hrs · 4,118 cycles

DURING CLIMB OUT, RECEIVED -HYD VOLUME LOW- CASS MESSAGE. COMPLETED THE APPROPRIATE CHECKLIST. BLEW DOWN GEAR & LANDED USING EMERGENCY BRAKING AND STEERING IAW CHECKLIST. R & R RT ENGINE. DRIVEN HYDRAULIC PUMP WITH AN OVERHAULED PUMP. RESET AND SERVICED THE GEAR BLOW DOWN BOTTLE. SAFETIED THE GEAR BLOW DOWN BOTTLE. SERVICED THE EMERGENCY BRAKE BOTTLE. COMPLIED WITH ON JACK BLEEDING OF THE HYDRAULIC SYSTEM. COMPLIED WITH BLEEDING OF THE BRAKE SYSTEM. SERVICED THE HYDRAULIC SYSTEM. PERFORMED ENGINE RUNS AND VERIFIED NORMAL HYDRAULIC SYSTEM OPERATION, IAW MM 29-10-00, 29-10-05, 32-42-00, 12-10-30

Part: UPLOCK SWITCH — FAULTED (ZONE 700) · airframe 7,620 hrs · 4,988 cycles

ON GEAR RETRACTION. WE RECEIVED A AMBER CAS GEAR DISAGREE RT. GEAR BOX INDICATION SHOWED YELLOW BOX, BLACK LETTER -DN- ON RT GEAR. FOLLOW THE QRC, GEAR CAME DOWN WITH A THREE GREEN INDICATION. REMOVED RH UPLOCK SWITCH AND INSTALLED CUSTOMER SUPLIED NEW UPLOCK SWITCH . RIGGING AND OPS CHECKS SATISFATORY IAW AMM 32-32-25

Part: TRANSFER SYS — MALFUNCTIONED (FUEL SYS) · airframe 1,548 hrs · 591 cycles

DURING CLIMB OUT WITH TAKEOFF FUEL AT 40,000#S OF FUEL THERE WERE RAPID FUEL FLUCTUATIONS INDICATIONS IN BOTH WING TANKS. MULTIPLE AUTO FUEL TRANSFERS WERE ACTIVATED. IT DID NOT APPEAR THAT ANY FUEL VENTED DURING THE EVENT. QRC PROCEDURE 9-29 WAS ACCOMPLISHED AND TOTAL FUEL REMAINED CONSISTENT WITH FUEL FLIGHT PLANNING. AFTER L/R CTR TO XFER WERE SELECTED FUEL IMBALANCE REMAINED AT 450#S. AFTER WING FUEL WAS BELOW 15,000 PER SIDE AND CENTER TANK WAS ZERO NO FURTHER FLUCTUATIONS OCCURRED. PERFORMED FAULT HISTORY DOWNLOAD AND SEND FOR REVIEW. PERFORMED SATISFACTORY OPS TEST OF FUEL WING TRANSFER FROM LT TO RT AND FROM RT TO LT. TRANSFER MORE THAN 2000 LBS AND NO ERRATIC OR FLUCTUATION ON THE FUEL QUANTITY, CHECKED WING FUEL VENTS FOR PROPER OPERATION. MCC ADVISED TO RELEASE THE AIRCRAFT DUE TO DOWNLOAD NOT INDICATION BAD COMPONENT. ALL WORK IAW AMM BD700-A-J28-13-19-00AAA-311B-A, BD700-A-J28-22-00-02AAA-320A-A.

Part: PUMP — FAULTED (FUEL BOOST) · airframe 3,153 hrs · 2,111 cycles

DURING CRUISE FLIGHT, SELECTED CROSSFEED FROM LEFT TANK TO RIGHT ENGINE. LEFT FUEL BOOST PUMP TURNED ON NORMALLY, FOLLOWED ALMOST IMMEDIATELY BY RIGHT FUEL BOOST PUMP AMBER CAS, THEN LEFT FUEL BOOST PUMP CAS MESSAGE CHANGING TO AMBER. RAN QRH AND CAS MESSAGES DISAPPEARED. DID NOT ATTEMPT ANY FURTHER FUEL CROSSFEED, REST OF FLIGHT UNEVENTFUL.

Part: DOOR — OUT OF ADJUST (ZONE 800) · airframe 1,416 hrs · 992 cycles

MAIN ENTRY DOOR CLUNKS TOWARD THE TOP OF CLOSING AND HANGS UP. DOES NOT FREE FALL ON UNLATCH AND MUST BE PUSHED OPEN. PERFORMED ADJUSTMENT TO THE MED STEP FORWARD AND AFT PANELS AND BOTTOM STEP PAD. CHECKED GAP CLEARANCES OF MED AND AIRFRAME STRUCTURE GUIDE PADS. CLEANED CONTACT SURFACES OF MED AND AIRFRAME STRUCTURE. NO ACTUAL INTERFERENCE OR DEFECTS NOTED IN DOOR FUNCTION AT THIS TIME. PERFORMED IAW CE-680AS MM 52-10-00.

Part: DOOR SEAL — DAMAGED (ZONE 800) · airframe 7,724 hrs · 5,091 cycles

DURING DESCENT, A LOUD PRESSURIZATION SQUEAL OCCURS STARTING AT 2.6 PSID AND CONTINUES UNTIL PRESSURE FALLS BELOW 2.2 PSID. REMOVED DAMAGED CABIN DOOR SEAL AND INSTALLED CUSTOMER SUPPLIED NEW CABIN DOOR SEAL, PERFORMED OPS CHECK GOOD. PERFORMED LEAK CHECK GOOD. NO DEFETCS NOTED. IAW AMM, 52-10-35 DOOR SEAL

Part: SENSOR — FAULTED (FUEL LEVEL)

INFLIGHT AT CRUISE WE NOTICED THAT THE TAIL TANK FUEL WAS NOT TRANSFERRING. SHORTLY THERE AFTER WE RECEIVED TAIL XFER SOV OPEN FOLLOWED BY AUTO TAIL XFER CAS MESSAGES. WE FOLLOWED QRH PROCEDURE FOR TAIL XFER SOV OPEN AND WERE ABLE TO MANUALLY TRANSFER THE TAIL TANK FUEL UNTIL IT WAS EMPTY. REMOVED FUEL LEVEL SENSOR P/N 722599, S/N 3253, AND REPLACED WITH NEW FUEL LEVEL SENSOR P/N 722599, S/N 4849. IAW AMM 28-41-19. LEAK AND OPS CHECKS GOOD WITH NO DEFECTS NOTED.

Part: CABIN PRESSURE — FAULTED · airframe 2,300 hrs · 1,260 cycles

AFTER TAKEOFF THE AIRCRAFT WOULD NOT PRESSURIZE. WE USED QRH (CABIN ALT) FOR GUIDANCE, AND TRIED MANUAL MODE AND THE AIRCRAFT STILL WOULD NOT PRESSURIZE.

Part: ELEC CONNECTOR — DISCONNECTED (ZONE 200) · airframe 2,734 hrs · 1,591 cycles

THE RED EMERGENCY EXIT SIGN UNDER THE EMER WINDOW IS INOP. FAILS TO LIGHT UP DURING PREFLIGHT TEST. ALL OTHER LIGHT ON THE INSIDE AND OUTSIDE WORK NORMALLY CORRECTIVE ACTION: FOUND SIGN TO BE DISCONNECTED. RETRIEVED P SIDE TO THE CONNECTOR. / CONNECTED EMERGENCY EXIT SIGN. OPS CHECK GOOD IAW CE-700 AMM 33-50-00. REINSTALLED EMERGENCY EXIT SIGN. REINSTALLED LOWER SIDEWALL

Part: EXHAUST MIXER — DAMAGED (ZONE 400) · airframe 3,324 hrs · 1,978 cycles

SHORTLY AFTER REACHING CRUISE ALTITUDE OF FL410, AN AUDIBLE POP WITH ASSOCIATED RISE IN CABIN PRESSURE OCCURED. WE STARTED DESCENDING AND CABIN ALTITUDE AMBER CAS DISPLAYED AND QRH WAS ACCOMPLISHED. ACM O'HEAT AND HEAT EXCHG ONLY DISPLAYED UNTIL QRH PROCEDURE CLEARED MESSAGE. LANDED WITHOUT FURTHER ISSUE. PRESSURIZATION SYSTEM IS CONSIDERED INOP. INSPECTED TAIL COMPARTMENT FROM FS 526.2 TO FS 691.8 AND FOUND MIXING ASSEMBLY TO BE SEPARATED AT ITS AFT WELD. REMOVED MIXER ASSEMBLY AND REPLACED WITH NEW, P/N: 7415724-50, IN ACCORDANCE WITH CESSNA 700 MM 21-50-05. VERIFIED TT133 DUCT SENSOR IS CLEAN. COMPLIED WITH TAIL CONE CONDITIONED AIR MUFFLER ASSEMBLY ADJUSTMENT/TEST. LEAK AND OPERATIONAL CHECK S GOOD.

Part: SEAL — FOD (ZONE 800) · airframe 2,441 hrs · 1,463 cycles

DURING THE CLIMB THE PASSENGERS REPORTED HEARING HIGH PITCHED SOUND. WE VERIFIED THE SOUND AND THAT THE PRESSURIZATION WAS OPERATING NORMAL. THE SOUND STOPPED AS WE CLIMBED TO A HIGHER ALTITUDE. PRESSURIZED AIRCRAFT ON GROUND WITH APU. CHECK AIRCRAFT FOR AIR LEAKS NO OBVIOUS LEAKS NOTED, NO NOISES NOTED. DEPRESSURIZED AIRCRAFT ASND OPENED MAIN ENTRANCE DOOR. INSPECTED MED AND SEAL AND FOUND DEBRIS AND OILY SUBSTANCE ON DOOR WHERE SEAL RESTS. CLEANED SEAL AND DOOR , OPS CHECK GOOD. WORK DONE REF CE-700 AMM CHAPTERS 21-30-00 AND 20-52-20

Part: FIRE LOOP — FALSE ACTIVATION (ZONE 400) · airframe 14,586 hrs · 11,158 cycles

RIGHT FIRE DET SYS CAUTION LIGHT ILLUMINATED AT 2500 FEET AGL 160 KIAS IN LIGHT RAIN. REMAIN ILLUMINATED FOR REMAINDER OF FLIGHT. REMOVED FALLED FIRE LOOP PN 9912036-11 SN 232904 AND INSTALLED NEW FIRE LOOP PN 9912036-11 SN 251502 IAW CE-560XL AMM 26-11-01. ACCOMPLISHED FUNCTIONAL CHECK OF THE FIRE DETECTION SYSTEM. NO ISSUES NOTED,

Part: SMOKE DETECTOR — DEFECTIVE (ZONE 100) · airframe 736 hrs · 472 cycles

ON DEPARTURE, WHILE CLIMBING UP TO APPROXIMATELY 2,000 FEET, THE AIRCRAFT GENERATED A "CENTER EBAY LH SMOKE" CAS MESSAGE. THE CREW IMMEDIATELY ACCOMPLISHED THE APPLICABLE PAPER QRH PROCEDURE FOR THE SMOKE INDICATION. AS A PRECAUTION, THE DECISION WAS MADE TO LAND AS SOON AS POSSIBLE. NO FIRE EXTINGUISHING BOTTLES WERE DISCHARGED. THE AIRCRAFT WAS CONFIGURED FOR EMERGENCY EVACUATION UPON LANDING. THE LANDING WAS UNEVENTFUL AND FIRE DEPARTMENT FOUND NO FIRE. CORRECTIVE ACTION: REPLACED SMOKE DETECTOR. OPS CHECK GOOD. IAW EMB PRAETOR AMM 26-15-02

Part: WIRE HARNESS — DAMAGED (ZONE 700) · airframe 11,560 hrs · 6,772 cycles

ON INITIAL TAKEOFF LANDING GEAR HANDLE WAS RAISED AND RECEIVED GEAR DISAGREE CAS MESSAGE ALONG WITH PROX SYS FAULT MESSAGE. B3 CODE 007504. TOWER CONFIRMED ALL GEAR WERE IN THE UP POSITION WITH THE GEAR HANDLE UP. GEAR INDICATIONS SHOWED RIGHT MAIN AND NOSE UP AND LEFT GEAR DOWN. REMOVED RH MLG DOWNLOCK SENSOR PX08 HARNESS ASSEMBLY AND INSTALLED CUSTOMER SUPPLIED NEW RH MLG DOWNLOCK SENSOR PX08 HARNESS ASSEMBLY WORK IN REF. TO AMM 32-32-09.

Part: BRAKE — FALSE INDICATION (ZONE 700) · airframe 1,945 hrs · 1,528 cycles

UPON STARTING TAXI OUT & PARKING BRAKE RELEASE, BRK FAIL CAS MESSAGE POPULATED. EMERGENCY BRAKE USED STOP THE AIRCRAFT. PERFORMED FUNCTIONAL TEST. OPS CHECK GOOD. IAW AMM 32-41-00-720-801-A.

Part: HINGE — LACK OF LUBE (ZONE 200) · airframe 8,448 hrs · 5,662 cycles

MAIN CABIN DOOR, DURING LAST 1/3 OF TRAVEL DURING EXTENSION, MAKES A WHIRRING OR GRINDING SOUND BEFORE FULLY EXTENDING. CLEANED AND LUBRICATED HINGES. OPS CHECK GOOD. IAW AMM 12-20-40.

Part: WARNING MESSAGE — FALSE ACTIVATION (ZONE 200) · airframe 9,658 hrs · 7,552 cycles

REPEAT WRITE UP. PLANE GOES INTO ELECTRAL EMERGENCY WHILE STARTING ENGINE NUMBER TWO. ALSO HAVE A FUEL PUMP 2 FAIL CAS NOW AFTER EVERYTHING CAME BACK. REMOVED FAULTY QUIET START CONTACTOR (QSC) P/N SM400D117-2 S/N 20453 AND INSTALLED NEW CONTACTOR IAW MM 24-31-05. OPS CHECKS GOOD.

Part: WIRE HARNESS — FAULTED (ZONE 700) · airframe 194 hrs · 166 cycles

UPON APPROACH TO LANDING, WE EXTENDED THE LANDING GEAR. WE RECEIVED THE LANDING GEAR DISAGREE CAS MESSAGE FOR THE LEFT MAIN GEAR ALONGSIDE THE YELLOW CROSS ON THE INDICATION. AFTER ABANDONING THE APPROACH AND CIRCLING THE AIRPORT APPROXIMATELY 45 SECONDS AFTER EXTENSION WAS ASKED, 3 GREEN ILLUMINATED AND REMAINED ON THE REMAINDER OF THE FLIGHT. WE DID NOT RECYCLE THE LANDING GEAR. REMOVED FAULTY LT MLG UPLOCK SWITCH WITH HARNESS AND INSTALLED A CUSTOMER SUPPLIED NEW UPLOCK SWITCH WITH HARNESS. ALL WORK ACCOMPLISHED IAW AMM 32-30-05. PERFORMED A SUCCESSFUL FUNCTIONAL TEST OF THE MLG EXTENSION AND RETRACTION. WORK ACCOMPLISHED IAW AMM 32-01-00.