N470CT
Operators of this aircraft
Who operated this tail, and how firmly we know it.
| Operator | Role | Period | Basis |
|---|---|---|---|
| Wheels Up Private Jets LLC (CVGA) | Certificate holder | — | Matched by certificate designator |
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, 2009-09-08 – 2020-12-11.
Part: BRACKET — CRACKED (THRUST REVERSERS) · airframe 8,146 hrs · 6,086 cycles
RT UPPER TR DOOR INBOARD BRACKET CRACKED. REMOVED AND INSTALLED SERVICEABLE. REPAIRED TR UPPER DOOR IN ACCORDANCE WITH NORDAM THRUST REVERSER ASSEMBLY COMPONENT MAINTENANCE MANUAL 78-30-07.
Part: CABIN PRESSURE — MALFUNCTIONED · airframe 6,175 hrs · 4,613 cycles
DURING CRUISE AT FL370, THE FLIGHT CREW HEARD A LOUD SQUEAL COMING FROM THE MAIN CABIN. SHORTLY AFTER THE SQUEAL, THE SIC NOTED THE CABIN ALTITUDE WAS RISING AND THEN THE CABIN PRESSURE LOW LIGHT ILLUMINATED. THE CABIN ALTITUDE WAS AT 10,000 FEET AND RISING. BOTH PILOTS DONNED OXYGEN MASKS. DESCENED TO 15,000. THE PIC REGAINED PRESSURIZATION CONTROL USING THE EMERGENCY PRESSURIZATION. AT ABOUT 17,000 THE CABIN PRESSURE WAS STAB BELOW 10,000 FEET AND DESCENDING AFTER HAVING CLIMBED TO A MAXIMUM ALTITUDE OF APPROXIMATELY 16,000 FEET. LANDED WITHOUT FURTHER INCIDENT. PASSENGER HEARD THE SQUEAL COMING FROM THE EMERGENCY EXIT DOOR. MAINTENANCE TESTED THE PRESSURIZATION, AND INSPECTED THE EMERGENCY EXIT SEAL, FOUND NO DEFECTS IN THE SEAL OR LEAK IN THE CABIN.
Part: TUNING UNIT — DEFECTIVE (COCKPIT) · airframe 4,031 hrs · 3,007 cycles
CREW REPORTED NOTICING A SINGLE PUFF OF SMOKE FROM THE CTR PEDESTAL AREA. IT DISSIPATED & DID NOT RECUR. MX INVESTIGATED & FOUND THE NR 1 RADIO TUNING UNIT DEFECTIVE. PART WAS REPLACED WITH NO FURTHER DEFECTS.
Part: BONDING JUMPER — BROKEN (ZONE 600) · airframe 2,154 hrs · 1,621 cycles
SHORTLY AFTER TAKEOFF THE PILOT NOTICED A SLIPPAGE IN THE THE CONTROL PRESSURE WHEN A LT ROLL WAS INPUT ON THE YOKE. AFTER 15 DEGREES OF YOKE TRAVEL, CONTROL PRESSURE RELEASED AND THEN CAUGHT WITH CONTINUED INPUT. CONTROL PRESSURE BEYOND THAT POINT WAS NORMAL. THIS DISCREPANCY OCCURED FROM BOTH YOKES. FOUND BONDING JUMPER BROKEN AT RIGHT SPOILER. THE MX TECH WAS ABLE TO DUPLICATE WHAT THE CREW FELT BY CATCHING THE BONDING STRAP ON THE EDGE OF THE SPOILER. THE CREW WAS THERE TO VERIFY THE DISCREPANCY.
Part: SWITCH — FAULTY (LEFT WING) · airframe 1,265 hrs · 949 cycles
FLIGHT CREW OBSERVED LT WING FUEL TANK OVERPRESSURE ANNUNCIATOR INDICATION IN CRUISE FLIGHT. CREW FOLLOWED PROCEDURES IAW CHECKLIST AND INDICATION RETURNED. TROUBLESHOT SYS AND FOUND LT WING FUEL TANK OVERPRESSURE SWITCH OPERATION FAULTY. REPLACED SWITCH ASSY WITH NEW SWITCH ASSY AND FOUND SYS INDICATIONS NORMAL. RECOMMEND MFG INVESTIGATE IF THIS IS A FLEET PROBLEM, AND IF NECESSARY DETERMINE IF FAILURES LIMITED TO DESIGN OR LIMITED S/N RANGE SWITCH QUALITY ISSUE.