N502QS
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 DESCENT RECEIVED AMBER CAS AP TRIM STAB FAIL. RAND QRH. ONCE AP DISCONNECTED HAD PUSHING FORCE (NOSE DOWN) ON CONTROLS. MANUAL TRIM WORKED. LANDED. AP SYSTEM MEL APPLIED ALONG WITH MX REQUIREMENTS. YD MEL 22-10-05 WAS REFERENCED AND IS CONSIDERED INOP. REPLACED HORIZOTNAL STAB TRIM ACTUATOR CONTROLLER, WITH A OVERHAULED UNIT IAW AMM 27-40-30, REMOVED AND REPLACED NZ120 PCB IAW AMM 24-60-30. ACFT RETURNED TO ORGINAL CONDITION. PERFORMED AFCS OPS CHK AND SYS CHKD GOOD WITH NO DEFECTS NOTED. ALL WORK ACCOMPLISHED IAW AMM 22-10-00 AND 45-40-00.
CLOSED THE CABIN DOOR BUT THE DOOR OPEN - YELLOW LIGHT WOULD NOT GO AWAY AND IT WOULD NOT MAKE THE CLICK SOUND. CHECKLIST SAYS TO PRESS AND HOLD CANCEL BUTTON ON THE DOOR CONTROL TILL IT FLASHES BUT IT DID NOT FLASH I HELD IT FOR ABOUT 15-20 SEC. MCC TOLD ME TO PRESS THE MIDDLE BUTTON WITH LIFT AND LIFT IT AND CLOSE IT BUT THAT DIDN'T WORK. DID FULL POWER OFF AND UNPLUGGED THE BATTERIES. THEN CLOSED THE DOOR - STILL YELLOW LIGHT. AND REPEATED ALL THE THINGS I WAS TOLD BY MCC BUT NO JOY. REMOVED PADDLE PROX SWITCH AND INSTALLED NEW PADDLE PROX SWITCH IAW AMM 52-70-10, OPS CHECK GOOD AT THIS TIME. R & R CABIN DOOR THRESHOLD HARNESS IAW SPM 20-30-20 WITH NO FURTHER DEFECTS NOTE AT THIS TIME.
DURING TAXI, NOTICED RUDDER PEDDLES FELT TIGHT, BOTH SIDES WHEN TRYING TO STEER, BOTH DIRECTIONS. CONTIN TAXI & HELD SHORT OF RUNWAY & PRESSED AP/TRIM/NWS DISC BUTTON & STILL FELT TIGHTNESS. FEELS LIKE BINDING OR RUBBING AGAINST CABLES WHEN MOVING PEDDLES, BOTH DIRECTIONS. INIT FELT A TIGHTNESS DURING AFTER START CHK & FLOW, TAXI NOTICED TIGHTNESS. PERFORMED VISUAL INSP OF RUDDER PEDALS, CABLES & PULLEYS, NO DEFECTS, INSPECTED CABLES & PULLEYS IN AFT EQUIP BAY, CHKD RUDDER BIAS ACT & BLEED TUBES, NO DEFECTS, CHKD NWS W/ HYDS USING RUDDER PEDALS, CHKD W/ ENGS RUNNING & DISCONNECTING STEERING USING SWITCH, NO DEFECTS, GOOD OPS CHK OF RUDDER BIAS SYS & TAXIED ACFT, NO DEFECTS. WORKED IAW AMM 27-20-00.
AT THE FINAL APPROACH FIX SELECTED FLAPS FULL. WITH FLAPS ALMOST INDICATING FULL THE INDICATION WENT YELLOW AND RECEIVED THE FLAPS FAIL CAUTION. CHECKED FLAP LEVER DETENT, PRESSED RESET BUTTON AND FLAPS FAIL CAUTION REAPPEARD. PERFORMED FLAP CONTROL SYS TROUBLESHOOTING & CLEARED FLAP CONTROLLER ASSY IAW 27-50-00 STEP 5. NO CODES FOUND. SERVICED FLAP CONTROL ACTUATORS IAW 12-20-05. PERFORMED FLAP CONTROL SYS FUNCTIONAL TEST IAW 27-50-00 STEP 5. ALL OPS CHECKS, METER CHECKS & INCLINOMETER VALUES WERE WITHIN TOLERANCE RANGES.
LH UPPER WING STRINGER 8 (P/N 6922470-5) WAS FOUND TO BE DEBONDED FROM THE LH UPPER WING SKIN (P/N 7422087-1) AND UPPER OUTBD AFT WAFFLE DOUBLER (P/N 6922387-5) AT CWS 218.00. THE DEBOND AFFECTS THE OUTBOARD MOST 3.05 INCHES OF STRINGER 8. THE UPPER WING SKIN WAS ADDITIONALLY FOUND TO BE WRINKLED AT THE DEBOND SITE.
DISBONDS ON THE UPPER WINGS BETWEEN THE OUTBOARD END OF THE STRINGERS AND THE COMMON SKIN DOUBLERS. THE SKIN AND COMMON DOUBLERS MAY ALSO EXHIBIT A GRADUAL DEVIATION FROM CONTOUR IN THESE REGIONS. THE EXTENT OF THE DEFECT IS LOCATED USING ULTRASONIC INSPECTION AND CORRECTED BY ADDING FASTENERS AND ADHESIVE TO THE DISBONDED AREAS. REFERENCE FIELD REPAIR SR-680A-ATA57-47522 REV. - ; DATED MAR 05, 2025.
CAPTAIN COCKPIT WINDOW: DESCENDING THRU 8,000 FEET, THE LEFT SIDE WINDOW CRACKED. R/R PILOT SIDE WINDOW IAW CE680A AMM 56-10-05.
ON PREFLIGHT EMERGENCY LIGHTS ARE NOT WORKING, OVERHEAD LIGHTS SEATS 3 & 7, EXTERIOR EMERGENCY LIGHTS, EVACUATION PATH LIGHTING UNDER SEATS 3, 5, & 8. REMOVED NR 1, 2, 3, & 4 BATTERY PACKS AND INSTALLED REPAIRED BATTERY PACKS. WORK DONE IAW AMM 33·50·06. OPS CHECKED OK. ORIGINAL SUBMISSION DATE: 12/7/2022
RIGHT ENGINE ZERO OIL PRESSURE INFLIGHT 70 MINUTES INTO FLIGHT AT FL410. RED OIL PRESSURE LOW R CAS. SHUTDOWN ENGINE PER CHECKLIST (J2) AND LANDED UNEVENTFULLY. RIGHT OIL AFTER LANDING SHOWED 3/8 INCH ABOVE ZERO, JUST BELOW MIN. OIL CAP SECURED. // SIGNOFF // ARRIVED AT AIRCRAFT NOTING RIGHT SIDE OF FUSELAGE FROM THE RIGHT ENGINE INLET AND AFT SATURATED IN OIL RESIDUE. CLEANED AND DRIED AS REQUIRED. INSPECTED OIL LEVEL NOTING OIL LEVEL JUST ABOVE THE MIN MARK. INSPECTED OIL FILL CAP NOTING CAP SECURED. INSPECTED ENGINE EXTERNAL SURFACES NOTING EXTERNAL SURFACES WET WITH OIL. CLEANED AND DRIED AS REQUIRED. INSPECTED ENGINE OIL PRESS TRANSMITTER AND LOW OIL PRESS SWITCH CONNECTORS WITH NO VISUAL DEFECTS. NOTED DURING GVI OF ENGINE EXTERNAL SURFACES FOUND AN ENGINE CASE DRAIN B-NUT DISCONNECTED. RE-CONNECTED AND TORQUED AS REQUIRED. GAINED ACCESS TO THE RIGHT ENGINE OIL CHIP DETECTOR AND OIL FILTER BY OPENING LEFT ENGINE LOWER COWL AS REQUIRED. REMOVED MAGNETIC CHIP DETECTOR JAW PWC306 MM CH.79-20-01. PERFORMED INSPECTION/CHECK OF THE MAGNETIC CHIP DETECTOR WITH NO DEFECTS NOTED. CLEANED AND REINSTALLED SERVICEABLE CHIP DETECTOR USING NEW PACKING P/N AS3208-05 IAW PWC306 MM CH.79-20-01. SERVICED OIL USING TURBO OIL 2380 IAW PWC MM CH.72-00-00. PERFORMED LEFT AND RIGHT ENGINE CRANK CYCLES NOTING BOTH ENGINES OIL PRESSURE INDICATING APPROX. 8PSI AT MAX CRANK. COMPLETED ARES DOWNLOAD AND SUBMITTED TO MCC/TEXTRON FOR REVIEW. COMPLETED ENGINE EDU DOWNLOADS AND SUBMITTED TO PWC FOR REVIEW. WAITED ENGINEERING REVIEW AS REQUIRED. PER PWC, 1. REPLACE OIL PRESSURE TRANSMITTER. 2. MOTOR ENGINE AND CHECK FOR POSITIVE OIL PRESSURE AND PROPER OIL SERVICE (BELIEVE THIS HAS BEEN ACCOMPLISHED) 3. ONCE TRANSMITTER HAS BEEN REPLACED AND OIL SERVICED START ENGINE AND RUN AT IDLE FOR ANY SIGNS OF EXTERNAL OIL LEAKS FROM DRAINS. 4. IF ENGINE LEAK CHECKS GOOD AT IDLE RUN ENGINE AT VARIOUS POWER SETTINGS MONITORING ENGINE OIL PRESSURE THE ENTIRE TIME AND SEEING IF THERE IS ANY FLUCTUATION. 5. DURING THE RUN I WOULD RECOMMEND MARKING THE OIL LEVEL IN THE SIGHT GLASS AND THEN ONCE FINISHED WITH THE RUN CHECK THE OIL LEVEL AND ADD IT BACK TO YOU MARK. THIS WILL HELP DETERMINE IF THERE IS A CONSUMPTION ISSUE. ACCESSED RH ENGINE AS REQUIRED AND REMOVED OIL PRESSURE TRANSMITTER P/N 9912464-15/N 8503-9-723 AND INSTALLED NEW CONDITION OIL PRESSURE TRANSMITTER P/N 9912464-1 S/N 8684-9-729 REF CE680A MM 79-30-05. REMOVED OIL LOW PRESSURE SWITCH P/N 30B3724-01 S/N N/A AND INSTALLED NEW CONDITION OIL LOW PRESSURE SWITCH P/N 3083724-01 S/N N/A REF PWC306DL MM 79-30-02. PERFORMED ENGINE DRY MOTOR REF AFM AND SERVICED OIL AS REQUIRED NOTING OIL LEVEL ON SIGHT GLASS. MOVED AIRCRAFT TO RAMP AND POWERED WITH APU REF AFM. STARTED ENGINES IAW AFM. PERFORMED OIL PRESSURE TRANSMITTER AND LOW OIL PRESSURE SWITCH POST MAINTENANCE CHECKS AND LEAK CHECKS REF CE680A MM 79-30-05, AND PWC306D1 MM 71-00-00 CHECKS NO. 1,2,3,8 WITH NO DISCREPANCIES NOTED. VERIFIED RH ENGINE OIL PRESSURE IS WITHIN THE PROPER RANGE WHEN REFERENCING FIGURE 511 OF PWC306D1 MM 71-00-00 POWER PLANT⢠ADJUSTMENT/TEST IS MATCHED UP WITH THE LH ENGINE AT VARIOUS ENGINE POWER SETTINGS. PLACED PLASTIC BAGS OVER EACH COMPONENT DRAIN LINE AND PERFORMED OIL LEAKAGE RATE TEST REF PWC30601 MM 71-00-01. FOUND ALL BAGS AND DRAINS TO BE DRY OF ANY OIL RESIDUE AFTER HIGH POWER ENGINE RUNS. POST MAINTENANCE RUN OIL LEVEL IN SIGHT GLASS WAS NOTED AS BEING IDENTICAL TO THE OIL LEVEL PRE MAINTENANCE RUNS. PER MCC, NO FURTHER ACTION IS REQUIRED.
EMERGENCY LIGHTING: DURING PREFLIGHT EMER LIGHTS CHECK. THE WING EXTERIOR OVERWING LIGHT, SEATS 5AND 8 FLOOR LIGHTS AND SEAT 7 OVERHEAD EMER LIGHTS NOT WORKING.///SIGN-OFF///REMOVED AND REPLACE EMERGENCY LIGHTING BATTERY PACK IAW CE-680A AMM 33-50-06
IN FLIGHT, RECEIVED A PRESSURIZATION CONTROL FAULT AMBER CAS MESSAGE. WHILE RUNNING THE CHECKLIST, VENTS BLEW FULL COLD, FULL HOT, AND THEN A CABIN PRESSURIZATION FAILURE WITH A CABIN RATE EXCEEDING 11,000FPM CLIMB. MANUAL CONTROL FULL DOWN MADE NO DISCERNIBLE CHANGE. AMBER, THEN RED CABIN ALTITUDE CAS MSG DISPLAYED AND O2 MASKS DEPLOYED. IN FLIGHT, LOST ENGINE OIL PRESSURE INDICATIONS WITH VALUE REPLACES BY AMBER DASHES. IN FLIGHT, LOST ENGINE OIL PRESSURE INDICATION ON R ENGINE. VALUE REPLACED BY AMBER DASHES. IN FLIGHT, LOST DC AMPERAGE INDICATION AND VALUE WAS REPLACED BY AMBER DASHES. IN FLIGHT, ENG CNTRL FAULT R AMBER CAS MAG CAME ON. RUNNING THE CHECKLIST WOULD EXTINGUISH THE MSG, BUT IT WOULD REAPPEAR 15-30 SECONDS LATER. A REVIEW OF PROPULSION PAGE ON THE GTC INDICATED FADEC A WAS IN USE AND B WAS UNAVAILABLE. IN FLIGHT, AMBER "X" DISPLAYED OVER R WING. REMOVED AND REPLACED #3 GEA 7100 ENGINE/AIRFRAME INTERFACE UNIT IAW CE-680A AMM 31-40-15. PERFORMED THE GARMIN GEA 7100 ENGINE/AIRFRAME UNIT 3 OPERATIONAL CHECK IAW CE-680A AMM 31-30-00. SYSTEM OPS CHECK GOOD, NO DISCREPANCIES NOTED AT THIS TIME.
GEAR DISAGREE R AMBER CAS ILLUMINATED - AFTER GEAR RETRACTION CAS ILLUMINATED WITH AMBER BOX WITH DIAGONAL LINES THROUGH IT FOR THE RIGHT GEAR INDICATION. QRH WAS COMPLETED. ONCE GEAR WAS SELECTED DOWN WE GOT AN AMBER DN INDICATION FOR THE RIGHT MAIN GEAR FOR ABOUT 1.5 SECONDS THEN IT TURNED GREEN.**SUPPLEMENTAL INFORMATION - DISCONNECTED ELECTRICAL CONNECTOR PG008 FROM THE RT MLG UP LOCK SWITCH AND TESTED FOR CONTINUITY BETWEEN PINS 1 AND 3 SWITCH AS ACTUATED, CONTINUITY CHECKS GOOD. GAINED ACCESS TO GEA 3 AND DISCONNECTED ELECTRICAL CONNECTOR PT408. TESTED FOR CONTINUITY BETWEEN PIN 36 OF CONNECTOR PT408 AND PIN A OF PG008, CONTINUITY CHECKS GOOD. RECONNECTED ALL CONNECTORS DISTURBED. WORK DONE IAW WDM 32-30-01 FIGURE 1. ACCOMPLISHED OPERATIONAL CHECKS OF THE LANDING GEAR IAW MM 32-00-00. NO DEFECTS NOTED.
FRAME AT FS 660.00 UNDER WING TO BODY FAIRING 196AB HAS CORROSION.
RIGHT HORIZONTAL TRAILING EDGE LOWER SKIN UPPER SURFACE HAS CORROSION AT COVE PANEL FLANGES.
AT NR 3 HINGE O/B FITTING IS CRACKED.
AT NR 4 HINGE I/B FITTING IS CRACKED.
LT ELEVATOR I/B STOP IS BROKEN.
LEFT HORIZONTAL TRAILING EDGE LOWER SKIN UPPER SURFACE HAS CORROSION AT COVE PANEL FLANGES.
AT NR 3 HINGE I/B FITTING IS CRACKED.
AT NR 4 HINGE I/B FITTING IS CRACKED.
I/B STOP HAS DEEP RUB MARK AND SIGNS OF ARCHING.
LEFT INBOARD PIVOT LUG ON THE HORIZONTAL STABILIZER HAS AN AREA OF PITTING AT THE 12 O'CLOCK POSITION.
RT HORIZONTAL STABILIZER RUB BLOCK FITTING CRACKED.
LT HORIZONTAL STABILIZER RUB BLOCK FITTING CRACKED.
FRAMES AT FS 632.00, 684.00 AND 707.00 UNDER WING TO BODY FAIRING 196AB HAS EXTENSIVE CORROSION.
FRAME AT FS 674.00 UNDER WING TO BODY FAIRING 196AB HAS CORROSION.
ON SEAT TRACK LBL 6, AFT OF BS 456.5 HAS CORROSION
LT ENGINE FORWARD CRANE BEAM HAS A CHAFE .1670 LONG X .0860 WIDE X .0420 DEEP, AT LOWER EDGE FROM STEEL BRAIDED DRAIN LINE.
FORWARD LOWER INBOARD CORNER OF APU ENCLOSURE HAS CRACKED SUPPORT RIB ON INBOARD WALL.
ON TAKEOFF WITH GEAR HANDLE UP, GREEN GEAR INDICATIONS LIGHTS WENT OUT, BUT RED LIGHT IN THE GEAR HANDLE REMAINED ILLUMINATED, FOLLOWED SHORTLY BY AMBER CAS MESSAGE "N GEAR NOT UP". KEPT AIRSPEED BELOW 200 KCAS, FOLLOWED CHECKLIST, AND GEAR CAME BACK DOWN NORMALLY. LT HYD SYSTEM/QTY NORMAL. FOUND FLAT SURFACE OF SQUARE ADJUSTMENT NUT WAS NOT CONTACTING THE SURFACE OF THE MOTION LINK BARREL. ADJUSTED ADJUSTMENT NUT IAW MM 32-37-00. FOUND THAT THE NOSE LANDING GEAR UPLOCK SWITCH WAS NOT CONTACTING THE FOLLOW UP DOOR PROPERLY. ADJUSTED NLG UPLOCK SWITCH IAW MM 32-61-03. OPS CHECKED GOOD.
RT HORIZONTAL STAB SPIGOT FITTING CORRODED.
DURING GEAR EXTENSION, STEER BY WIRE FAIL MESSAGE ILLUMINATED. NO STEERING ON LANDING.
LT WINDSHIELD CRACKED DURING FLIGHT.