N209QS
Operators of this aircraft
Who operated this tail, and how firmly we know it.
| Operator | Role | Period | Basis |
|---|---|---|---|
| NETJETS AVIATION, INC. (DXTA) | Certificate holder | — | Matched by certificate designator |
Accident & incident history
No NTSB accidents or incidents on file for this aircraft.
Maintenance disclosures
WHILE DESCENDING BETWEEN 10000-8000FT A LOUD SOUND SIMILAR TO RUSHING AIR COULD BE HEARD FROM THE MAIN ENTRY DOOR. AT THE SAME TIME THE CABIN RATE DEPRESSURIZED AT A RATE OF 3200' DOWN UNTIL IT SETTLED AT A NORMAL RATE SHORTLY THEREAFTER (10SECS OR SO). THE FLIGHT WAS UNEVENTFUL UP TO THAT POINT. CORRECTIVE ACTION: REMOVED AND REPLACED PRESSURE VALVE DOOR SEAL. REMOVED PRESSURE VALVE DOOR PUSH ROD. INSTALLED NEW CONDITION PRESSURE VALVE DOOR PUSH ROD. ADJUSTED/RIGGED THE PRESSURE VALVE DOOR PUSH ROD LENGTH WITHIN LIMITS. PERFORMED MAIN CABIN DOOR OPS CHECKS. OPS AND FUNCTIONAL CHECKS GOOD WITH NO DEFECTS NOTED. REF: BOMBARDIER CL650 AMM 52-11-00 AND 51-21-13.
STRONG DIRTY SOCK SMELL IN COCKPIT WHEN LEFT AC PACK IS TURNED ON. CORRECTIVE ACTION: POWERED ON LH PACK SYSTEM AND DID NOTICE DESCRIBED SMELL. CUSTOMER REQUEST WE BOROSCOPE APU TO RULE OUT COMPRESSOR SEAL LEAK. GAINED ACCESS AND BOROSCOPED COMPRESSOR SEAL. NO DEFECTS NOTED AT THIS TIME. CUSTOMER ELECTS TO REPLACE BOTH LH AND RH WATER SEPARATOR COALESCER BAGS. REMOVED AND REPLACED LH AND RH WATER SEPERATOR COALESCER BAGS JAW CHALLENGER 650 AMM CH 21-51-13. RAN LH AND RH PACKS WITH NO ODOR DETECTED. NO OTHER DEFECTS NOTED.
CABIN ODOR: WHEN APU IS RUNNING AND PACKS ARE SELECTED ON THE CABIN AND COCKPIT SMELL LIKE DIRTY CLOTH. THE SMELL GOES AWAY AT ALTITUDE. CORRECTIVE ACTION: REMOVED LH ACM P/N: 586110-9, S/N: 4877 INSTALLED CUSTOMER SUPPLIED REPAIRED LH ACM P/N: 586110-9, S/N: 4262 REMOVED RH ACM P/N: 586110-9, S/N: 3750 INSTALLED CUSTOMER SUPPLIED REPAIRED RH ACM P/N: 586110-9, S/N: 48-3161 REMOVED LH AND RH COALESCER P/N:180849-28 S/N: N/A. INSTALLED CUSTOMER SUPPLIED LH AND RH COALESCER P/N:180849-28, S/N: N/A. WORK PERFORMED IN REF TO CL-650 AMM 21-51-16 OPS AND LEAK CHECKS GOOD.
CABIN ODOR: WHEN APU IS RUNNING AND PACKS ARE SELECTED ON THE CABIN AND COCKPIT SMELL LIKE DIRTY CLOTH. THE SMELL GOES AWAY AT ALTITUDE.
WHILE CLIMBING OUT OF 21,000 FEET, GOT MULTIPLE RT ENGINE FIRE, ANNUNCIATIONS AND A R ENG FIRE EICAS MESSAGES. WERE IN CLEAR AIR. HAD RECENTLY TURNED OFF THE ENGINE ANTI-ICE BECAUSE OF AN ICE INDICATION AS WE CLIMBED OUT & MANEUVERED AROUND THUNDERSTORMS & HEAVY RAIN. WHEN THE INDICATION, WERE IN CLEAR AIR, BUT HAD FLOWN THROUGH SOME HEAVY RAIN. EACH INDICATION LASTED ABOUT 3 TO 5 SECONDS WITH ABOUT 10 SECONDS IN BETWEEN EACH ONE. & THEN THEY JUST STOPPED. REMOVED AND REPLACED RT ENGINE COMBUSTION LOOP DUE TO CHAFING & KINK THROUGH OUTTER CASING. IAW AMM 26-11-10. PERFORMED OPS TEST OF THE ENGINE FIRE/OVER DETECTION SYSTEM IAW AMM 26-11-00. OPS CHECK GOOD.
AT CRUISE ALTITUDE, 33,000 FT, HAD RT JETPIPE OVHT INDICATION. RAN QRH, SECURED ENGINE, & RETURNED TO DEPARTURE. RED CAS INDICATION STAYED ON AFTER ALL EMERGENCY ACTIONS ACCOMPLISHED. SWAPPED EXHAUST NOZZLE ASSY & ZONE B PYLON FIRE-DETECTION CONTROL UNITS. PERFORMED OPS CHECK & FAULT DIDN'T FOLLOW. RETURNED TO ORIGINAL LOCATIONS. PERFORMED GVI & NO FAULT FOUND. PERFORMED RESISTANCE CHECK & FOUND EXHAUST NOZZLE ASSY SENSING ELEMENT OUT OF LIMITS. CHECKED RESISTANCE OF PYLON SENSING ELEMENT & RESULT WAS WITHIN LIMITS. INCOMING PART CHECK SATISFACTORY. INSTALLED A NEW SENSING ELEMENT. PERFORMED OPS CHECK SATISFACTORY. WORK DONE IAW AMM 26-11-04.
SHORTLY AFTER LEVEL OFF AT FL380, AT MACH.78 CRUISE, EXPERIENCED A LT 14TH DUCT RED CAS MSG. AND 14TH STAGE DUCT FAIL RED WARNING ON THE OVERHEAD PANEL & AUDIBLE BLEED AIR DUCT . QRH PROCEDURES FOLLOWED AND AT A POWER SETTING OF APPROX. 81%N1, WARNING REMAINED OUT. SEVERAL POWER REDUCTIONS UNTIL REACHING 81%. COULD NOT MAINTAIN ALTITUDE & AIRSPEED AT REDUCED POWER. ELECTED TO RETURN IN REDUCED POWER CONFIG, NO ISSUES NOTED. PERFORMED MDC DOWNLOADS IAW AMM 45-45-00. BLD AIR LEAK DETECT SYS OPS TEST IAW AMM 36-21-00. WORKING PROPERLY. INSPECTED LT 14TH STAGE MANIFOLD SENSING ELEMENT & FOUND ELEMENT CLOSE TO DUCT BTWN HELL HOLE & PYLON. REPOSITIONED IAW AMM 36-21-00. PERFORMED OPS TEST & WORKING GOOD.
DURING CRUISE FLIGHT THE RIGHT JET PIPE OVERHEAT ILLUMINATED NO ABNORMAL ENGINE INDICATIONS WERE OBSERVED FOLLOWED THE CHECKLIST WHICH LED US TO A RIGHT ENGINE SHUT DOWN IN-FLIGHT. DISCONNECTED AND OHMED, READ 5,2 OHMS. CLEANED, RECONNECTED AND SAFETIED IAW AMM 26-LL--04-760:-80L. MCC ASKED TO SWAP JET PIPE FIRE DETECTION UNITS UNITS AS A PRECAUTION. GAINED ACCESS LO THE JET PIPE FIRE DETECTION UNITS. REMOVED RT JET PIPE DETECTION UNIT AND INSTALLED IN THE LT POSITION. REMOVED LT JET PIPE DETECTION UNIT AND INSTALLED IN THE RB. POSITION. PERFORMED OPERATIONAL TEST OF THE ENGINE FIND OVERHEAT DETECTION-SYSTEM IAW AMM 26-11-00-710-80L. OPS CHECKED GOOD.
HYDRAULIC 3 LO PRESS ON TAKEOFF SJC TO SFO. THEN GEAR DISAGREE. BOTH MAIN GEAR RED AND NOSE TIRE GREEN. HYD PAGE SHOWED 100% WHITE CROSS ETCHED. THEN HYD 3 LOW PRESS WENT AWAY AND GEAR FULLY CAME UP AND LOCKED. ALL LIGHTS WERE NORMAL (RED AND GREEN WENT AWAY). IT TOOK APPROXIMATELY 30 TO 45 SECONDS FOR GEAR TO CYCLE UP AND ANOTHER 20 TO 30 SECONDS FOR THE GEAR DISAGREE CAS MESSAGE TO GO AWAY/CLEAR. THEN HYD 3 LOW PRESS CAS MESSAGE CAME BACK ON. STAYED ON FOR SHORT PERIOD THEN WENT AWAY (NEVER CAME BACK ON). RAN HYD 3 LOW PRESS QRH. ALL NORMAL. REVIEWED GEAR DISAGREE QRH. ALL NORMAL. RETURNED TO SJC. GEAR CAME DOWN NORMAL AND LOCKED DOWN. HYD 3 PERCENTAGE WAS 100% THEN WENT TO 82% WHEN THE GEAR WAS CYCLED DOWN. POSITIONED THE AIRCRAFT IN THE HANGAR. SERVICED THE #3 (INBD) BRAKE ACCUMULATOR TO THE APPROPRIATE PRESSURE WITH N2. CHECKED THE #3 HYDRAULIC RESERVOIR QUANTITY AND FOUND IT AT 100%. BLED THE 113 HYDRAULIC RESERVOIR AND FOUND A LOT OF AIR IN THE RESERVOIR. PERFORMED THE BLEEDING AND SERVICING OF THE #3 HYDRAULIC RESERVOIR SEVERAL TIMES TO REMOVE ALL OF THE AIR. JACKED UP THE AIRCRAFT AND PERFORMED 20+ GEAR SWINGS AND WE DID NOT RECEIVE THE GEAR DISAGREE MESSAGE OR THE HYD 3 LOW PRESS. DOWN JACKED THE AIRCRAFT AND PERFORMED THE BLEEDING AND SERVICING OF THE #3 HYDRAULIC RESERVOIR AND FOUND NO AIR IN THE RESERVOIR. RETURNED THE AIRCRAFT TO ITS ORIGINAL CONFIGURATION. WORK WAS DONE IAW AMM 12-12-29.
ABOUT 29 MINUTES INTO THE FLIGHT, WE RECEIVED MULTIPLE INDICATIONS THAT APPEAR TO BE UNRELATED. INITIALLY, WE RECEIVED AN EMER LTS ON WHITE CAS MESSAGE IMMEDIATELY FOLLOWED BY AN EXTERNAL DOOR OPEN WHITE CAS MESSAGE. EMER LIGHT SWITCH WAS STILL IN THE ARM POSITION. AT THIS TIME NOTED THE EMERG BREAKER POPPED AS WELL AS SURF POS IND L BREAKER POPPED AS WELL. SOON AFTER, RECEIVED A LEFT ENGINE VIB INDICATION AS WELL AS SHOWING 3.5 ON THE VIB INDICATION. NO VIBRATION NOTED. A FEW MINUTES LATER, THE A/CE AUTO 1 BREAKER POPPED AS WELL. DOOR INDICATIONS ON THE CMS SHOWED NOSE RADOME AND SYSTEMS SERVICE (APU CNTL) OPEN. IN ADDITION, THE FLIGHT CONTROL SYNOPTIC INDICATED THE LEFT OUTBOARD SPOILER AS MAGENTA INSTEAD OF GREEN. ALL APPROPRIATE QRH?S COMPLIED WITH. // SIGNOFF // POWERED UP AIRCRAFT. CONFIRMED DISCREPANCY. REMOVED POWER FROM AIRCRAFT. GAINED ACCESS TO JB10 IN AVIAONICS BAY. REMOVED JB10AND NOTED STRONG BURNED ELECTRICAL SMELL. REMOVED AND REPLACED JB10 REF CL-650 MM CHAPTER 24-01-10. BEGAN PERFORMING OPS TESTS REQUIRED FOR REPLACEMENT - NOTE: 48 INDIVIDUAL TESTS WITH NUMEROUS SUBTASKS REQUIRED TO TEST JB10. COMPLETED ALL OPS CHECKS WITH THE EXCEPTION OF OPERATIONAL TEST OF THE PROXIMITY SENSOR SYSTEM (PSS) - TASK 32-61-00-710-801.. THIS TASK TO BE C/W AFTER FERRY FLIGHT REPLACED BOTH AFT EMERGENCY LIGHT POWER SUPPLIES REF CL-650 MM CHAPTER 33-51-01. OPS CHECK GOOD. CLOSED ALL ACCESS NO FURTHER ACTION REQUIRED THIS MX EVENT.
MAIN DOOR: WHEN RAISING OR LOWERING MAIN CABIN DOOR, EITHER ELECTRICALLY OR MANUALLY, A LOUD POPPING NOISE IS HEARD AS THE DOOR MOVES THROUGH THE UPPER ONE-HALF RANGE OF MOTION. //SIGNOFF // REMOVED FAILED FITTING P/N 600-31974 NSN & INSTALLED NEW FITTING P/N 600-31974-7 NSN IAW CL-650 AMM 52-11-31 REMOVED 2 FAILED GUIDE SHAFT P/N 600-38077 NSN & INSTALLED QTY2 NEW P/N 600-38077-3 NSW CL-650AMM 52-11-31 REMOVED QTY 4 FAILED FLANGED BEARING P/N M81934/2-10A016 NSN & INSTALLED QTY 4 NEW P/N M81934/2-10A016 NSN IAW CL-650 AMM 52-11-31 COUNTER BALANCE GAS SPAING RIGGING ACCOMPLISHED IAW CL-650 AMM 52-11-00 & 52-11-31 WITH NO DEFECTS NOTED MED OPS CHECKS ACCOMPLISHED IAW CL-650 AMM 52-00-00 WITH NO DEFECTS NOTED.
MAIN DOOR: MAIN CABIN DOOR FAILED TO OPEN USING INTERIOR HANDLE. DOOR WAS ABLE TO BE OPENED USING EXTERIOR HANDLE. WE CYCLED THE DOOR WITH THE SAME RESULTS. REMOVED AND REPLACED NEW HARNESS PER SB680A-52-05 DATED SEPT. 20, 2019. WORK REF CESSNA CE680AS MM, CH. 52-70-00.
ON ARRIVAL, AT GEAR EXTENSION THE GEAR FAILED TO COME DOWN. WE FINALLY RECEIVED A GEAR DISAGREE CAS MESSAGE AFTER WHAT SOUNDED LIKE THE GEAR EXTENDING. SOON AFTER WE RECEIVED A NOSE DOOR OPEN CAS MESSAGE IN ADDITION TO THE GEAR DISAGREE CAS MESSAGE. WE TOOK A VECTOR AWAY FROM THE AIRPORT AND COMPLIED WITH THE QRH PROCEDURE. THE GEAR DISAGREE CAS MESSAGE FINALLY WENT OUT. SHORTLY AFTER THE THE NOSE DOOR OPEN CAS MESSAGE WENT OUT FOLLOWED BY ALL 3 DOWN AND LOCKED INDICATION. ON LANDING, THE GROUND SPOILER CAS MESSAGE CAME ON AND THEY DIDN'T DEPLOY. ON TAXI IN WE ALSO RECEIVED A WOW OUTPUT CAS MESSAGE. GROUND SPOILERS FINALLY DEPLOYED THEN RIGHT SIDE RETRACTED THEN ABOUT 5-7 MINUTES LATER THE LEFT SIDE RETRACTED.**CORRECTIVE ACTION** PREVIOUS WO WORK ACCOMPLISHED, SENT OMS NVM DOWNLOADS TO FSR. ACCOMPLISHED INTERROGATION OF THE PSEU AND FOUND NUMEROUS FAULTS REMOVED SUSPECTED DEFECTIVE PSEU P/N: 604-50969-9 S/N: H734 PER CUSTOMER REQUEST AND INSTALLED A REPAIRED PSEU P/N: 604-50969-9 S/N: F373. REFERENCE CL-650 AMM 32-61-01. PERFORMED AS MUCH OF OPERATIONAL TEST AS WE COULD AT THIS LOCATION WITH NO DEFECTS NOTED. WE ARE UNABLE TO PERFORM LANDING GEAR EXTENSION AND RETRACTION TEST (TASK 32-30-00-910-801) AT THIS LOCATION. AIRCRAFT IS BEING FERRIED TO KSBA FOR GEAR SWINGS. PERFORMED EXTENSION RETRACTION OF LANDING GEAR IN KSBY WITH NO FAULTS NOTED, TECH, RII, ALL WORK PERFORMED IAW CL-650 AMM 32-30-00.
DURING FLIGHT R TAILPIPE OVERHEAT LIGHT CAME ON INTERMITTENTLY AT FIRST THEN REMAINED ON THE REMAINDER OF THE FLIGHT. ENGINE WAS SHUT DOWN IN FLIGHT AND THE MESSAGE REMAINED ILLUMINATED TILL POWER WAS REMOVED FROM THE AIRPLANE.////SIGN-OFF//// REMOVED AND REPLACED R/H ENGINE JETPIPE OVERHEAT DETECTION LOOP. SHOWING ERRONEOUS MESSAGES IN FLIGHT. FAILED RESISTANCE CHECK. REF. CL650 AMM 26-11-04.
GALLEY FOOD CHILLER STARTED MAKING A GROWLING VIBRATION NOISE AND INCREASED IN INTENSITY OVER TIME WITH A SLIGHT ODER. CHILLER WAS TURNED OFF VIA CABIN CONTROL PANEL PUT THE GROWLING VIBRATION NOISE CONTINUED. THE COCKPIT AC/DC UTILITY WAS DISCONNECTED AND THE NOISE STOPPED AND SLIGHT ODER QUICKLY DISSIPATED. NO FURTHER ISSUES DEVELOPED. // SIGNOFF // PERFORMED T/SHOOTING FOUND GALLEY CHILLER FAN WITH TWO BROKEN BLADES CAUSING VIBRATION NOISE. REMOVED AND REPLACED GALLEY FOOD CHILLER FAN. PERFORMED OPERATIONAL TEST OF CHILLER, ALL OPERATIONAL TEST OK AND NO ODOR NOTED IAW CL650 SMM25-30-09
VENT ABOVE MICROWAVE HAS A SMELL SIMILAR TO A CROSS BETWEEN DIRTY SOCKS & WARM ELECTRONICS. THE SMELL IS SIMILAR TO THAT OF A VENT ON A COMPUTER TOWER, THIS WAS NOTICED BY ENTIRE CREW ON THE GND WITH APU RUNNING. NO SMOKE NOTICED. NO SMOKE NOTICED. REMOVED APU INLET DUCT BOOT & PERFORMED VISUAL INSPECTION OF THE APU TURBINE SEAL USING A BORESCOPE, NO DEFECTS WERE FOUND & PICTURES WERE TAKEN & SENT TO MCC. INSTALLED APU INLET DUCT BOOT IAW AMM 49-15-05. REMOVED MICROWAVE & INSPECTED CABINET & MICROWAVE WITH NO DEFECTS OR UNUSUAL ODOR PRESENT. RAN APU FOR SEVERAL HOURS ON MULTIPLE OCCASIONS & HAVE NOT NOTICED ANY ABNORMAL SMELLS ONLY WARM ELECTRONICS, NO DEFECTS FOUND.
INVESTIGATION FOUND THAT THE HIGH VOLTAGE OUTPUT CAPACITOR, APPEARED TO HAVE INITIALLY FAILED. IT EXHIBITED EXTREME HEAT DAMAGE. THIS FAILURE COULD NOT BE REPRODUCED UNDER LABORATORY CONDITIONS. THE BUILT-IN THERMAL PROTECTION OF THE MICROWAVE AND THE DESIGN FUNCTIONALITY OPERATED AS EXPECTED EVEN UNDER EXTREME CONDITIONS. THE MOST PROBABLE ROOT CAUSE IS A LATENT INTERNAL DEFECT IN ONE HIGH VOLTAGE OUTPUT CAPACITOR ON THE OUTPUT BOARD OF THE MICROWAVE OVEN POWER SUPPLY. HIGH OPERATING TEMPERATURE WILL REVEAL A FAILURE ASSOCIATED WITH A LATENT DEFECT EARLIER IN THE COMPONENT LIFE. WITH RESPECT TO THE LATENT DEFECT IN THE CAPACITOR, THE PROBABILITY OF ANOTHER FAILURE OF THIS KIND IS LOW BASED ON: A FAILURE OF THIS TYPE HAS NOT OCCURRED IN OVER 2000 EXACT APPLICATIONS OF THIS POWER SUPPLY INSTALLED IN MICROWAVE OVENS OVER THE LAST 15+ YEARS IN DOZENS OF UNIQUE INSTALLATIONS, CUMULATING TO OVER 7 MILLION INDIVIDUAL CAPACITOR COMPONENT HOURS. OCCURRENCE OF FAILURES PRIOR TO THE LISTED LIFE EXPECTANCY FOR THESE CAPACITORS OF 30,000 HOURS, IS EXTREMELY LOW AT 300/10-9 COMPONENT HOURS. INVESTIGATION FOUND THAT THE AIRCRAFT GALLEY EXTRACTION FAN WAS MANUALLY CONTROLLED. IT COULD NOT BE DETERMINED WHETHER IT WAS OPERATING AT THE TIME OF THE FAILURE. IT COULD NOT BE CONCLUSIVELY DETERMINED WHETHER THE AIR EXTRACTION SYSTEM WAS PROVIDING SUFFICIENT AIRFLOW TO COOL THE MICROWAVE.
ACFT MFG HAS NOTIFIED ZODIAC EXECUTIVE ACFT INSERTS THAT MICROWAVE OVEN PN 910-0011-01, SN 15-06-02313 WAS INVOLVED IN A SMOKE EVENT ON BOARD AIRCRAFT. FURTHER INVESTIGATION IS IN PROGRESS.
MICROWAVE OVEN BEGAN TO SMOKE WHILE IN USE AT FL360. AFTER DECLARING AN EMER & PRESSING THE GALLEY & MICROWAVE OVEN DISABLE SWITCH LIGHTS, SMOKE CONTINUED TO EMIT FROM THE MICROWAVE FOR REMAINDER OF FLIGHT. UPON POST FLIGHT INSPECTION BY FIRE CREW, MICROWAVE WAS FOUND TO BE EXTREMELY HOT. MICROWAVE WAS REMOVED BY FIRE CREW TO PREVENT FURTHER DAMAGE FROM FIRE. R & R THE FAILED MICROWAVE OVEN PN 910-0011-01, SN 15-06-02313 WITH A NEW MICROWAVE OVEN IAW SMM 25-30-03 REV 1. OPERATIONS CHECKED GOOD.