Narrative:

Upon landing in ZZZ the yellow auxiliary hydraulic lo level light illuminated on the master warning and caution panel. The light remained on during the landing rollout and for most of the taxi to the FBO. After our passengers left the FBO; I contacted maintenance control. An appropriate M2B form was submitted and the aircraft went aog. Another aircraft arrived in ZZZ and we went into a 6 hour [tentative] status at the FBO. Two mechanics arrived to repair aircraft X. They walked over and wanted to discuss the write up. I was glad to talk to them. I communicated the symptoms previously described and commented that on my post flight a meniscus was clearly visible in the auxiliary hydraulic system sight tube. They also commented that the system was full. Nevertheless; both mechanics stated that [headquarters] just wanted them to add a little fluid and sign it off. The next day we were assigned aircraft X. The M2B form from the previous night was cleared in this manner. Subsequently; we departed ZZZ for ZZZ1. Upon landing; the yellow stall identify light illuminated on the master warning and caution panel. It remained illuminated during the landing rollout and for part of the taxi to the blocks. Again; an M2B form was completed and the aircraft was aog. A day or two later I observed that the aircraft was grounded for corrosion behind the master warning and caution panel.there are times that I find myself wondering if we are really trying to fix aircraft properly the first time an event happens. Over the past couple years I have reported the following events to the chief pilot: (1) right engine oil cap found on preflight at maintenance facility. (2) at maintenance facility I was accepting an aircraft that was released to the line. The aircraft was in maintenance for repeated auto shutdowns of the APU. At power up; the APU auto shut down. (3) aircraft in maintenance for a thrust reverser issue. After the aircraft was released from maintenance the issue persisted. Other repeat issues have included avionics write ups; fuel leaks and cabin electrical discrepancies. While it is probably more challenging than I could imagine; are we serious about properly effecting repairs?

Related reports:

Google
 

Original NASA ASRS Text

Title: Captain reported his concern over observing chronically unresolved repeat maintenance issues.

Narrative: Upon landing in ZZZ the yellow AUX HYD LO LEVEL light illuminated on the master warning and caution panel. The light remained on during the landing rollout and for most of the taxi to the FBO. After our passengers left the FBO; I contacted Maintenance Control. An appropriate M2B form was submitted and the aircraft went AOG. Another aircraft arrived in ZZZ and we went into a 6 hour [tentative] status at the FBO. Two mechanics arrived to repair Aircraft X. They walked over and wanted to discuss the write up. I was glad to talk to them. I communicated the symptoms previously described and commented that on my post flight a meniscus was clearly visible in the auxiliary hydraulic system sight tube. They also commented that the system was full. Nevertheless; both mechanics stated that [Headquarters] just wanted them to add a little fluid and sign it off. The next day we were assigned Aircraft X. The M2B form from the previous night was cleared in this manner. Subsequently; we departed ZZZ for ZZZ1. Upon landing; the yellow STALL IDENT light illuminated on the master warning and caution panel. It remained illuminated during the landing rollout and for part of the taxi to the blocks. Again; an M2B form was completed and the aircraft was AOG. A day or two later I observed that the aircraft was grounded for corrosion behind the master warning and caution panel.There are times that I find myself wondering if we are really trying to fix aircraft properly the first time an event happens. Over the past couple years I have reported the following events to the Chief Pilot: (1) Right engine oil cap found on preflight at maintenance facility. (2) At maintenance facility I was accepting an aircraft that was released to the line. The aircraft was in maintenance for repeated auto shutdowns of the APU. At power up; the APU auto shut down. (3) Aircraft in maintenance for a thrust reverser issue. After the aircraft was released from maintenance the issue persisted. Other repeat issues have included avionics write ups; fuel leaks and cabin electrical discrepancies. While it is probably more challenging than I could imagine; are we serious about properly effecting repairs?

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.