Narrative:

We made a precautionary landing at a nearby airport after experiencing a right-hand thrust reverser unlocked annunciator. As we started to taxi to the FBO to have a mechanic look at the problem; we noticed that the annunciator was no longer illuminated. We elected to wait for an on call mechanic to examine before further flight. The mechanic found no discrepancies with the system. It was locked and the annunciator was functioning normally in accordance with the maintenance manual. We could have dispatched again; but I was uneasy about further flight even though the system was operating normally. As a safety precaution; the mechanic and I both agreed that locking out the thrust reverser would be the safest course of action. We could return to ZZZ1 and have a factory trained technician at the citation authorized service center take another look on our home field. He performed the lockout procedure in accordance with the manual and we made an uneventful flight to our original destination. The next day I contacted the citation service center and scheduled the plane for further investigation of the problem. As an far part 91 operator; the mechanic and I felt it was within the guidance of the manufacturer's maintenance manual and therefore a proper course of action to pin the thrust reverser. After doing some investigation; I may have unknowingly operated the aircraft outside of the far's without an MEL aboard; even though we are a 91 operator. In retrospect; I should have spent the night and waited for the normal inspection personnel at the maintenance facility for the procedure and it's verification of legality or consulted with the local FSDO.

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Original NASA ASRS Text

Title: A Part 91 CE560XL operator is concerned he may not have handled the write up of an apparently false thrust reverser unlock light as required.

Narrative: We made a precautionary landing at a nearby airport after experiencing a right-hand thrust reverser unlocked annunciator. As we started to taxi to the FBO to have a mechanic look at the problem; we noticed that the annunciator was no longer illuminated. We elected to wait for an on call mechanic to examine before further flight. The mechanic found no discrepancies with the system. It was locked and the annunciator was functioning normally in accordance with the maintenance manual. We could have dispatched again; but I was uneasy about further flight even though the system was operating normally. As a safety precaution; the mechanic and I both agreed that locking out the thrust reverser would be the safest course of action. We could return to ZZZ1 and have a factory trained technician at the Citation Authorized Service Center take another look on our home field. He performed the lockout procedure in accordance with the manual and we made an uneventful flight to our original destination. The next day I contacted the Citation Service Center and scheduled the plane for further investigation of the problem. As an FAR part 91 operator; the mechanic and I felt it was within the guidance of the manufacturer's maintenance manual and therefore a proper course of action to pin the thrust reverser. After doing some investigation; I may have unknowingly operated the aircraft outside of the FAR's without an MEL aboard; even though we are a 91 operator. In retrospect; I should have spent the night and waited for the normal inspection personnel at the maintenance facility for the procedure and it's verification of legality or consulted with the local FSDO.

Data retrieved from NASA's ASRS site as of April 2012 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.