N440CW
Operators of this aircraft
Who operated this tail, and how firmly we know it.
No operator established for this aircraft.
Accident & incident history
No NTSB accidents or incidents on file for this aircraft.
Maintenance disclosures
Service Difficulty Reports filed with the FAA for this airframe. Filing is largely voluntary — the number of reports is not a measure of reliability. To verify a report, search its control number at the FAA SDRS site.
5 reports on file, 2001-03-20 – 2006-06-21.
Part: RIB — CRACKED (HORIZONTAL STAB) · airframe 7,245 hrs · 6,423 cycles
DURING A SCHEDULED MAINTENANCE VISIT WHILE PERFORMING A HORIZONTAL STABILIZER ROLLER BRACKET INSPECTION BOTH THE LEFT AND RIGHT INBOARD HORIZONTAL STABILIZER ROLLER BRACKET RIB STRUCTURES AND BRACKETS WERE FOUND CRACKED. DETAILED INSPECTION INSTRUCTIONS OF THIS AREA ARE OUTLINED IN BEECHJET COMMUNIQUE' NUMBER 70. THE HORIZONTAL STABILIZER WAS REMOVED AND THE LEFT AND RIGHT HORIZONTAL STABILIZER INBOARD RIBS AND INTERNAL BRACKETS WERE REPLACED. SATISFACTORY OPERATIONAL CHECKS WERE COMPLETED FOLLOWING INSTALLATION OF THE HORIZONTAL STABILIZER.
Part: WIRE HARNESS — BROKEN (TRANSDUCER) · airframe 6,787 hrs · 6,024 cycles
ON DESCENT, CREW NOTICED HYDRAULIC SYSTEM PRESSURE WAS INDICATING TOO HIGH. THE HIGH HYDRAULIC SYSTEM PRESSURE CHECKLIST REQUIRES A NO FLAP LANDING AND USE OF EMERGENCY BRAKES TO STOP THE AIRCRAFT. EMERGENCY DECLARED. DUE TO IT'S LONGER RUNWAY LENGTH, ACFT DIVERTED TO KORF FOR LANDING. THE AIRCRAFT LANDED WITHOUT INCIDENT. MAINTENANCE REPLACED THE HYDRAULIC PRESSURE TRANSDUCER AND REPAIRED A BROKEN WIRE IN THE TRANSDUCER WIRING HARNESS. THE LANDING GEAR WAS CYCLED SEVERAL TIMES TO BLEED THE HYDRAULIC SYSTEM. THE BRAKES WERE BLED AND THE NITROGEN BOTTLE WAS SERVICED. OPERATIONAL CHECKS OF THE HYDRAULIC INDICATION SYSTEM AND LANDING GEAR SYSTEMS WERE NORMAL. THE AIRCRAFT WAS RETURNED TO SERVICE.
Part: NUT — LOOSE (HMU LEVER) · airframe 4,305 hrs · 3,959 cycles
AIRCRAFT WAS ON DESCENT INTO MSP, AFTER REDUCING POWER THE ENGINE KEPT SPOOLING DOWN AT THAT POINT THE PILOTS SHUT THE ENGINE DOWN. ACFT LANDED WITH NO FURTHER PROBLEMS. INVESTIGATION REVEALED THE HMU LEVER NUT HAD LOOSENED UP ENOUGH TO ALLOW THE LEVER TO SLIP OUT OF THE RIG AND ALLOW THE ENGINE TO SHUT DOWN.
Part: COWLING — BUCKLED (NR 2 ENGINE) · airframe 3,596 hrs · 3,318 cycles
COWLING BUCKELED, RIGHT SIDE LOWER INBOARD.
Part: COWLING — BUCKLED (NR 2 ENGINE) · airframe 3,596 hrs · 3,318 cycles
COWLING BUCKELED, RIGHT SIDE LOWER INBOARD.