N216QS
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
ON DEPARTURE, OUR AIRPLANE WAS NOT PRESSURIZING. WE CONTINUED TO CLIMB, AND AT ABOUT 3500 FEET. THE AIRPLANE STARTED TO RAPIDLY PRESSURIZE. WHEN IT HIT A NEGATIVE ALTITUDE, I SELECTED MANUAL, WITH THE RATE KNOB AT ZERO, AND THEN IT GOT VERY HOT IN THE COCKPIT, AND LIGHT SMOKE IN THE CABIN, AND THE AIRPLANE CONTINUED TO OVER PRESSURIZE. TWO THINGS WERE NOTED BEFORE I SELECTED MANUAL, THE PRESS CONT BUTTON HAD "FAIL" ILLUMINATED AND THE FAULT LIGHT WAS ILLUMINATED. TO STOP THE AIRPLANE FROM OVER PRESSURIZING, (NOW AT -2000 FEET CABIN ALTITUDE AND STILL COMING DOWN AT ROUGHLY 3-4000' A MINUTE). I TURNED BOTH PACKS OFF AND PRESSED THE DEPRESS BUTTON. NOW SITTING HERE ON THE GROUND, IF DEPRESS IS DESELECT SELECTED, AND THE PACKS ARE TURNED ON THE AIRPLANE WILL PRESSURIZE ON THE GROUND. THE CONTROL FAULT LIGHT IS STILL ILLUMINATED, AND THE FAIL LIGHT IN THE PRESS CON BUTTON IS STILL SHOWING. AND WITH IT SELECTED IN AUTO, WE HAVE AN AUTO PRESS, AMBER CAS GAINED ACCESS TO AIRCRAFT. REMOVED PANEL 131AL AND INSPECTED CPC/CPAM WITH NO DEFECTS. PERFORMED SELF TEST OF CPC WITH NO DEFECTS OF FAULT LT, SELF TEST OPS CHECK GOOD, PRESSURIZED AIRCRAFT IN MANUAL MODE WITH NO DEFECTS NOTED. PERFORMED A MDC DOWNLOAD & SENT TO MCC. MAINTENANCE PERFORMED 21-00-00 AND SMARTFIX AMBER AUTO PRESS 21-31-00. REMOVED COPILOT SIDE PANEL TO ACCESS COCKPIT FAN/SENSOR UNIT. REMOVED SCAT TUBE FROM UNIT AND VACCUMED HOSE, CLEANED, CLEANED CONNECTOR. REINSTALLED HOSE AND CONNCTOR. REINSTALLED COPILOTÃâ¬â¢S SIDE PANEL. PERFORMED OPERATIONAL CHECK OF THE TEMPERATURE CONTROL AND INDICATION SYSTEM. COCKPIT TEMP WAS ABLE TO BE CONTROLLED FRO COLD TO HOT. OPS CHECK GOOD. PERFORMED IAW BOMBARDIER AMM CH 21-61-19-000-801 AND 21-61-00-710-801. OSD: 4/7/2026
DURING DESCENT, ON ARRIVAL INTO PBI AROUND 24000 FT, GOT STAB TRIM & MACH TRIM ICAS ON PROCEEDED WITH CHKLIST & TRIED TO RE-ENGADED NO SUCCESS. AS WE WERE SLOWING DOWN, GETTING HEAVIER & HEAVIER NOSE DOWN, DECLARED EMERGENCY, AROUND 10000FT ON SHORT FINAL THE NOSE WAS SO HEAVY SO BOTH HAD TO HOLD THE YOKE BACK ALMOST NORMAL LANDING, TAXI TO FBO. REMOVED DEFECTIVE PILOT PITCH TRIM DISCONNECT SWITCH AND INSTALLED A CUSTOMER SUPPLIED NEW PITCH TRIM DISCONNECT SWITCH. REMOVED DEFECTIVE COPILOT PITCH TRIM DISCONNECT SWITCH AND INSTALLED A SUPPLIED NEW PITCH TRIM DISCONNECT SWITCH. PERFORMED OPS CHK & CHKD GOOD. NO DEFECTS NOTED IAW AMM 27-41-07.
COCKPIT ODOR: AFTER STARTING THE APU AND WAITING TWO MINUTES TO OPEN THE BLEEDS WE GOT A STRONG OIL BURNING/ EXHAUST ODOR. AFTER LETTING IT RUN ANOTHER 20 MINUTES THE ODOR STILL HAD NOT SUBSIDED. AIRCRAFT CAME OUT OF MAINTENANCE. CORRECTIVE ACTION; REMOVED THE APU ACCESS PANEL AND VISUALLY INSPECTED THE ENCLOSURE AND APU, NO VISIBLE SIGNS OF OIL LEAKS NOTED. CHECKED THE OIL LEVEL AND FOUND TO BE PROPERLY SERVICED. / !PERFORMED BORESCOPE OF THE APU COMPRESSOR INLET AND FOUND NO SIGNS OF OIL LEAK. REINSTALLED THE APU ACCESS PANEL. POWERED THE AIRCRAFT AND APPLIED APU BLEED AIR TO THE PACKS. ALLOWED THE PACKS TO OPERA TE FOR SEVERAL MINUTES WITH NO ABNORMAL SMELLS !NOTED. PER MCC FERNODO'S REQUEST, REMOVED AND REPLACED THE WATER SEPARATOR SOCKS, REFERENCE ITEM 4 FOR THE REPLACMENT. PERFORMED OPS CHECK AND LEAK CHECK OF THE WATER SEPARATORS WITH NO DEFECTS NOTED. ALLOWED PACKS TO OPERA TE FOR APPROX 15 MINUTES MTH NO OIL/EXHAUST SMELLS. NO FURHER ACTION TAKEN. REPLACED COALESCER BAG ON LH AND RH WATER SEPARATOR !RT CL-605 AMM21-51-13. OPS CHECKS GOOD.
COCKPIT ODOR: AFTER TAKEOFF AT HIGH POWERSETTING, NOTICED AN ODOR COMING OUT OF COCKPIT GASPERS AND WEMACS. REDUCED POWER AND SMELL WAS NOT AS NOTICABLE. R&R R/H & L/H WATER SEPARATOR CANISTER BAGS. OPERATED A/C SYSTEM WITH APU AND 10TH STAGE ENGINE. ODER WENT AWAY AFTER 2 MIN OF RUNNING. RAN ENGINES TO 80%. NO MORE ODER PRESENT.
AFTER TAKEOFF CABIN DID NOT PRESSURIZE. CLIMBED AT SAME RATE AT VS. LEVELED AT 9000 FEET AND RAN PRESSURIZATION CHECKLIST AND TRIED MANUAL MODE. COULD NOT CONTROL CABIN RATE WITH AUTO OR MANUAL CONTROLLER WITH APU OR 10TH STAGE BLEED AIR. CABIN DESCENDED WITH AIRCRAFT DESCENT RATE AND DOOR HISSED BELOW 8000 FEET. CABIN ZERO ON LANDING. CABIN PRESSURJZATION CONTROL KEEPS FAILING AFTER PERFORMING VARIOUS OPERATIONAL TESTS. PERFORMED A DETAILED VISUAL INSPECTION AND I CAN SEE THAT THE RUBBER SEAL FOR THE PRIMARY OUTTFLOW VALVE IS NOT SEATING PROPERLY (LOOKS WRINKLED) AND STUCK IN OPEN POSITION. PRIMARY OUTFLOW VALVE NEED REPLACEMENT. REMOVED AND REPLACED PRIMARY OUTFLOW SAFETY VALVE IAW AMM 21-32-0I, PERFORMED OPERATIONAL TEST OF THE PRESSURIZATION CONTROL SYSTEM (AUTOMATIC & MANUAL MODE) IA W CL650 AMM 21 ?31 ?00, SYSTEM OPS AND LEAK CHECK OK. ORIGINAL SUBMISSION DATE: 12/29/2023
MAIN DOOR ACOUSTIC SEAL: LOUD SQUEAL ON CLIMB OUT CABIN WOULD NOT PRESSURIZE EXCESSIVE HEAT IN CABIN.NO CAS MESSAGES UNTIL 8000' THEN CABIN ALTITUDE.//CORRECITVE ACTION//REMOVED AND REPLACED MAIN DOOR ACOUSTIC SEAL. PRESSURIZED AIRCRAFT ON GROUND. OPS CHECK GOOD. REF CL-650 AMM 52-11-28 AND 52-11-00
MAIN DOOR HANDLE: UPON CLOSING MAIN CABIN DOOR THE EXTERIOR HANDLE WILL NOT STOW. WE TRIED MULTIPLE TIMES FROM INSIDE AND OUTSIDE THE PLANE, THE HANDLE SPRINGS BACK TO THE UNLOCKED POSITION //SIGNOFF// PERFORMED MED DOOR HANDLE LUBE IAW CL650 AMM 52-11-07. PERFORMED OPS AND FUNCTIONAL CHECKS IAW CL650 AMM 52-11-07 AND 52-11-00. OPS AND FUNCTIONAL CHECKS GOOD NO DEFECTS NOTED
ENTERING THE TRAFFIC PATTERN WHEN FLAPS WERE MOVED TO THE FIRST POSITION THE CAS MESSAGE FLAPS FAIL ILLUMINATED. WE DID THE QRC FLAPS FAIL APPROACH AND FLAPS FAIL LANDING CHECKLIST. SIGNOFF. PERFORMED THE FLAPS OUT OF ZERO FLAP RESET PROCEDURE AND PERFORMED THE OPERATIONAL TEST OF THE FLAPS IAW CL-650 AMM 27-5327-53-04, NO DEFECTS NOTED.
ESPRESSO MACHINE - ON CLIMB OUT, STARTED TO SMELL A CHEMICAL ODOR LIKE BURNING PLASTIC. IT APPEARED TO BE THE ESPRESSO MAKER AND NO OTHER COMPONENTS. THEN IT STARTED TO PERMEATE SMOKE FROM THE ESPRESSO MAKER. WE ISOLATED VIA CIRCUIT BREAKER. WE THEN ENGAGED THE AC/DC UTILITY BUSS. REMOVED DEFECTIVE ESPRESSO MACHINE FROM AIRCRAFT. THE MACHINE SMELLED LIKE BURNT PLASTIC AND COMPONENTS INTERNALLY.INSPECTED THE ESPRESSO MACHINE WIRING AND CONNECTOR IN THE CABINET ASSEMBLY. WIRING LOOKS NORMAL WITH NO ISSUES OF OVERHEAT NOTED. INSTALLED REPLACEMENT ESPRESSO MACHINE AND PERFOMED OPS CHECK.OPS CHECK GOOD. MAINTENANCE MANAUL - PART II, 25-30-03
LAV DOOR CAME OFF INFLIGHT. BOTH PILOTS CHECKED THAT IT WAS SECURELY CLOSED WITH ALL 3 LATCHES CLOSED AND KEY LOCKED PRIOR TO ENGINE START. CES SCREEN ALSO SHOWED ALL ACCESS DOORS CLOSED PRIOR TO FLIGHT. REMOVED & REPLACED SERVICE DOOR IAW CL-650 SRM 51-54-04.