N504QS
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
BLENDED CORRODED AREAS OF THE NOSE LANDING GEAR TUNNEL, PERFORMED NDT, AND REPORTED FOR REPAIR DISPOSITION. FABRICATED AND INSTALLED REPAIR DOUBLERS AS REQUIRED TO ENGINEERING ORDER.
THE MCD HANDLE IS HARD TO OPERATE REQUIRING EXCESSIVE UPWARD FORCE ON THE HANDLE TO GET IT TO RELEASE. THE LATCH MAKES A POPPING SOUND AS THOUGH THE LOCKS ARE UNDER PRESSURE. WITH THE DOOR HANDLE IN THE UP POSITION YOU HAVE TO PUSH THE DOOR TO GET IT TO FREE FALL. CORRECTIVE ACTION: COMPLETED HINGE ADJUSTMENT IAW CE-680A AMM 52-10-00 OPS CHECK GOOD
FLAPS FAIL AMBER CAS: FLAPS FAIL SELECTING FLAPS 2. RAN CHECKLIST AND FAILED AGAIN AFTER USING FLAP RESET. CORRECTIVE ACTION: PERFORMED FLAP SYSTEM TROUBLESHOOTING, FOUND BITE 2 FAULT CODE ON FLAP CONTROLLER. DETERMINED THAT FLAP PDU REQUIRES REPLACEMENT. ALL WORK PERFORMED IAW CESSNA 680A MM CHAPTER 27-50-00. REMOVED FLAP MOTOR DRIVE UNIT P/N:9914615-3 S/N: 885B. INSLALLED OVERHAULED FLAP MOTOR DRIVE UNIT P/N: MP50G-4, S/N: 147B. OVERHAUL PERFORMED BY AMETEK, CRS NO. OO2R064L ON W/O NO. EXC1592287, DATE 27/SEP/2024. ALL WORK PERFORMED IAW CESSNA 680A MM CHAPTER 27-50-20. OPERATIONAL CHECK SATISFACTORY.
FLAPS FAIL AMBER CAS: AFTER TAKEOFF, FLAPS WERE SELECTED UP AT FRA (FROM FLAPS 1). FLAPS FAIL CAS POSTED AND WE FOLLOWED THE FLAP FAIL APPROACH/LANDING QRC. FLAPS DID NOT RETRACT. WE RETURNED TO THE DEPARTURE AIRPORT AND LANDED WITH FLAPS 1. CORRECTIVE ACTION: REMOVED FLAP CONTROLLER AND INSTALLED INSPECTED CONDITION FLAP CONTROLLER IAW CE680A AMM 27-50-25. PERFORMED FLAP MOVEMENT CHECKS IAW CE680A AMM 27-50-00. OPS AND FUNCTIONAL CHECKS GOOD WITH NO DEFECTS NOTED.
FUEL IMBALANCE AMBER CAS: IN CRUISE AT FL 400 LEFT TANK WAS 440 LBS LOWER THAN RIGHT. FUEL FLOWS WERE SAME. CROSSFED RIGHT TO LEFT TO BALANCE TANK. TOOK CROSSFEED OFF AND THEN FUEL WAS ONLY. IRNING OUT OF RIGHT TANK. IT GOT TO 300 INBALANCE AND I CROSSFED AGAIN TO BALANCE IT AGAIN. CORRECTIVE ACTION: REPLACED FUEL PROBE. OPS CHECK GOOD. IAW 680A AMM 28-40-25.
MAIN DOOR: MAIN CABIN DOOR WILL NOT FREEFALL AUTOMATICALLY WHEN TRYING TO OPEN FROM BOTH THE INSIDE AND OUTSIDE. WE HAD TO PULL IT AWAY FROM THE FRAME TO GET IT TO COME DOWN. WHEN TRYING TO OPEN FROM THE INSIDE, YOU HAVE TO PUSH ON THE STAIRS PRETTY HARD TO GET IT TO FALL. CORRECTIVE ACTION: CLEANED MED DOOR SEAL. OPS CHECK GOOD. IAW CE-680A AMM 52-10-00.
RIGHT MAIN GEAR DISAGREE ILLUMINATED DURING LANDING GEAR RETRACTION. DOWNLOADED ARIES TO TEXTRON FOR INTERROGATION OF CMC CHECKED LIVE VIEW FOR ANY WOW SWITCH ISSUES, NO ISSUES PRESENT. FOUND EMERGENCY GEAR EXTENSION BLOWDOWN BOTTLE IN DISCHARGE POSITION AND CONTROL ARM PULLED. ISSUE SEEMS TO BE WITH RETRACTION. ONCE AIRCRAFT IS ON JACKS WILL CONTINUE WITH MANUALLY RESETTING THE EMERGENCY CONTROL ARM ANO SERVICING PNEUMATIC BOTTLE BACK TO ORIGINAL CONFIGURATION. CONTINUE WITH LANDING GEAR SYSTEM AND LANDING GEAR CONTROL VALVE FUNCTIONAL CHECK. THE R GEAR DISAGREE WAS CAUSED BY THE R GEAR UPLOCK SWITCH NOT SHOWING UP ANO LOCKED AFTER THE GEAR WAS RETRACTED.VERIFY THE UPLOCK SWITCH RIGGING AND OPERATION. WHEN YOU RING OUT THE SWITCH MAKE SURE TO MANIPULATE THE WIRING HARNESS TO CHECK FOR BROKEN OR DAMAGED WIRES IN THE HARNESS. RUNG OUT WIRING AND MANIPULATED WIRES. ALL CHECKS GOOD, ANO RESISTANCE CHECK GOOD. REFERENCED CE·680A WIRING PRINT 32-30-01. CONNECTED GROUND HYDRAULIC CART. NEED TO CHECK ADJUSTMENT OF R MAIN UPLAOCK SWITCH. CONTACTED MCC AND ORDERED THE REQUIRED ORLNGS, P/N AS568·006 FOR THE SWITCH PLUNGER CHECKS. NEEDS GEAR BLEEDING FO ITEM 3.3 OF THIS WO, AND THEN TO CONTINUE WITH RIG CHECKS OF RH UPLOCK SWITCH. NOTE: FLIGHT HR METER CB IS PULLED FOR JACKING. MULTI METER JE1573 INSTALLED ORING ONTO SWITCH TO CHECK RIGGING. PERFORMED GEAR SWINGS, FOUND THE RIGGING TO BE OUT OF LIMITS. PERFORMED ADJUSTMENT OF UPLOCK SWITCH. INSECTEO SWITCH AND WIRING WITH NO DEFECTS, PERFORMED MULTPLE GEARS SWINGS WITH NO DEFECTS FOUND. OPS CHECK GOOD AT THIS TIME, IAW MM 32·32·00. ENGAGED BREAKERS AS NEEDED. ORIGINAL SUBMSSION DATE: 1/30/2024
EMERGENCY LIGHTING: ALL INTERIOR AND EXTERIOR EMERGENCY LIGHTS ARE INOP WITH THE EMER LIGHT SWITCH IN ON. USED APU AND ALLOWED THE EMERGENCY LIGHT BATTERIES TO CHARGE FOR 60 MINUTES. PERFORMED DISCHARGE OF THE EMERGENCY LIGHT POWER SUPPLY BATTERY PACKS. MONITORED THE EMERGENCY LIGHTING UNTIL THE LIGHTS BEGAN TO FLASH. ALL LIGHTS REMAINED ILLUMINATED LONGER THAN 10 MINUTES. PER CMM 33-50-03 BATTERIES ARE AIRWORTHY. USED APU TO RECHARGE BATTERIES. NO DISCREPANCIES NOTED AT THIS TIME. ALL WORK PERFORMED PER CESSNA 680A TC-FLT-33-1001.
COLD DARK AIRPLANE. PERFORM THE EMER LIGHT TEST AND WHEN SWITCH IS MOVED TO ON ALL EMER LIGHTS IN CANIN WORK EXCEPT FOR LOWER EXIT LIGHTS AT THE MAIN CABIN DOOR. WHEN SWITCH IS MOVED TO ARM, ALL EMER LIGHTS GO OUT. AFTER CHARGING THE PACKS OFF THE APU FOR TWENTY MINUTES THE LIGHTS WHERE TESTED ON DARK PLANE AGAIN AND WORKED NORMALLY. THIS HAPPENED THE LAST 2 DAYS. SUSPECT THAT EMER LIGHT BATTERY PACK 1 IS SLOWLY FAILING. COMPLETED THE TASK CARD FOR EXERCISING THE EMERGENCY LIGHT BATTERIES. ALL BATTERIES PASSED THE CHECK. MCC ELECTS NO FURTHER WORK AT THIS TIME.
CABIN EMERG LIGHT: SEAT 10 EMERGENCY FLOOR LIGHTING INOP. PERFOMED OPERATIONAL CHECK OF THE EMERGANCY LIGHTING BATTERIES, AND DURING THE TEST IT WAS NOTED THAT THE #10 SEAT FLOOR LIGHT DID ILLUMINATE AND STAYED LIT FOR THE DURATION OF THE OPERATIONAL CHECK. NOTIFIED MCC THAT LGIHT WAS OPERATIONAL. WORK DONE IN REF. TO CE-680A AMM 33-50-00. NO DEFECTS NOTED.
EMERGENCY EXIT LIGHTING UNDER SEAT 10 WILL NOT ILLUMINATE WITH EMERGENCY LIGHT SWITCH TO ARM. WILL ILLUMINATE AT TIMES WITH PAX SAFETY SWITCH ON ON SHIPS POWER. REMOVED LED FLOOD LIGHT UNDER #10 SEAT DUE TO INTERMITTENT OPERATION AND REPLACED WITH NEW PART OPERATIONAL CHECK GOOD, ALL WORK PERFORMED IN REFERENCE TO CE-680A INTERIOR MAINTENANCE MANUAL AND ILLUSTRATED PARTS CATALOG 25-20-19.
MAIN DOOR: AFTER STARTING THE FIRST ENGINE WITH THE MAIN CABIN DOOR CLOSED, THE CABIN DOOR OPEN CAS MESSAGE WOULD CYCLE ON AND OFF REPEATEDLY AND WE COULD HEAR THE DOOR SOLENOID CYCLING. AFTER ENGINE SHUTDOWN AND THE APU STILL RUNNING, THE CAS MESSAGE CONTINUED TO CYCLE ON AND OFF. REPEAT WRITE UP. VIDEO ATTACHED. // SIGNOFF // GAINED ACCESS TO THE OUTER PADDLE DOOR PROX SWITCH (SCOO8), ADJUSTED THE PROX SWITCH TO THE MINIMUM TOLERANCE AS REQUIRED AND FOUND THE CONNECTOR TO BE SLIGHTLY LOOSE UPON REMOVAL. PROPERLY INSTALLED THE PROX SWITCH AND CONNECTOR IAW CE-680A MM CH 52·70·10. PERFORMED A SATISFACTORY OPS TEST OF THE DOOR AND RAN THE AIRCRAFT FOR 30 MIN WITH THE DOOR CLOSED WHILE MONITORING THE CMC WITH NO FAULTS NOTED. PER MCC REQUEST AND BASED ON TEAM 680'S RECCOMMENDATION WE ARE TO CHANGE THE PROX SWITCH. POO. JV 12/11/2021. REMOVED PROX SWITCH SCOO8. INSTALLED CUSTOMER SUPPLIED NEW SWITCH AND RIGGED AS REQUIRED, OPS CHECKS GOOD, CLOSED ACCESS TO SWITCH AND REINSTALLED PREVIOUSLY REMOVED PANELS AND STAIRS. C/W DOOR OPS CHECKS SEVERAL TIMES AFTER CLOSE UP. ALL CHECKS GOOD REF CE-680A AMM 52-70-10
MAIN DOOR: CABIN DOOR OPEN CAS MESSAGE WITH DOOR SOLENOID CYCLING REPEATEDLY WITH DOOR CLOSED. // SIGNOFF // POWERED UP AIRCRAFT AND OPERATED 'THE DOOR SEVERAL TIMES WITH NO DEFECTS NOTED, CHECKED FAULT HLSTORY WITH NO RELATED MESSAGES, REMOVED STEPS AND ACCESSED THE CABLN DOOR THRESHOLD WIRING HARNESS, C/W WIRING CHECKS OF HARNESS ON EACH WIRE AND MANIPULATED TO CHECK FOR OPS OR RESISTANCE FLUCTUATIONS, NONE NOTED. ACCESS THE WLRING IN THE HANDLE AND CHECK FOR SHORTS AND COMPLIANCE WITH SB680A-52-07, NOTED SB COMPLIED WITH AND NO ISSUES, CHECKED OPERATIONS OF SWITCH AND MONITORED WHILE CHECKING RESISTANCE AT CONNECTOR, NO DEFECTS NOTED, REMOVED MAIN ENTRY DOOR INNER FRAME PANEL ANO INSPECTED SOLENOID, NOTED THE WIRING HAD NO SHARP BENDS AND ROUTED CORRECTLY. CHECKED RESISTANCE OF SOLENOID AND FOUND NORMAL, TAPPED ON SOLENOID AND CHECKED FOR RESISTANCE CHANGES, NOTED STEADY AND SOLENOID NOT FAULTING. CLOSED ACCESS TO SOLENOID AND CONTACTED MCC. MCC ELECTING TO CHANGE THE PCB DOOR MONITOR AND 'THRESHOLD WIRE HARNESS. DURING REMOVAL NOTED TWO UPPER STEP HLNGES BROKEN, CONTACTED MCC AND PLACED ON ORDER ( SEE ITEM 1.3 FOR FURTHER DETAILS,} REMOVED AND REPLACED THRESHOLD WLRLNG HARNESS WITH CUSTOMER SUPPLIED NEW, ITEM INSTALLED UPPER STEP FOR OPS CHECKS, REMOVED AND REPLACED DOOR MONITOR PCB. POWERED UP AND COMPLIED WITH SEVERAL SUCCESSFUL DPS CHECKS, STEPS NEED TO BE INSTALLED TO COMPLETLON THE STEP ASSEMBLY. REF CL.·680A AMM 24-60·40, WDM 2·10-01 AND SPM 20-30-16 ( L:IC 12-0-21} AFTER COMPLETION OF HINGE REPLACEMENT ON ITEM 1.3. COMPLETED RE LNSTALLED OF CABIN POOR STEPS ANO CLOSE OUT PANEL. CYCLED STEPS AND DOOR WOULD NOT SHOW CLOSED, WENT INTO CMOS TO CHECK DOOR OPELLALLON, NOTED ALL NO FAULTS AND SWITCHES WORKLNG EXCEPT DOOR S0LENOLD PAUL POWERED DOWN AND REMOVED STEPS AND DOOR PAN, INSPECTED WIRING WITH NO DEFECTS, CHECKED POWER TO SOLENOLD, AND NOTED NO POWER. CHECKED CONTINUITY FROM PCB NC10STO SOLENOID AND NOTED GOOD, CHECKED LOGLC WITH CESSNA AND
RADOME: ON TAKEOFF WE STRUCK A LARGE BIRD. SIGNIFICANT DAMAGE IS LOCATED ON THE RADOME. PART OF THE BIRDS REMAINS ARE LODGED IN THE RADOME. THE GLIDESLOPE WAS INOPERATIVE ON OUR VISUAL APPROACH. TOWER WAS UNAWARE OF ANY GLIDESLOPE OUTAGE. BIRD SPLATTER IS ALSO SEEN AROUND THE RIGHT ENGINE'S NACELLE///SIGN-OFF///REPLACED GLIDESLOPE ANTENNA P/N RGS10-48 S/N 18695 PER CE680A MM 34-30-05. OS CHECK GOOD. REPLACED RADOME P/N 7413081-1 S/N 25089175 PER CE680A MM 35-10-05.
TAIL CONE SKIN (LEFT SIDE) DAMAGE. ACCOMPLISHED ENGINEERING DQ31887M1 DATED OCTOBER 13TH, 2021, 680A-0041 (N504QS) TAILCONE SKIN (LEFT SIDE) DAMAGE (FASTENER REMOVAL NICKED SKIN)
FIRE DETECT FAIL L AMBER CAS: FIRE DETECT FAIL AMBER CAS ILLUMINATED FOR ABOUT 10 SECONDS UPON DESCENT INTO COLUMBUS.// SIGN OFF // UPON INITIAL INSPECTION OF LH ENGINE FIRE LOOP CANNON PLUG TO NOT BE FULLY TIGHTENED DOWN. SUSPECT THE LOOSE CANNON PLUG COUPLED WITH ENGINE VIBRATION WAS CAUSED OF CAS MESSAGE. TIGHTENED CANNON PLUG DOWN & INSPECTED ROUTING OF FIRE LOOP THEN PERFORMED GTC FIRE DETECTION TEST WITH NO FURTHER DEFECTS NOTED. REF CE-680A MM 26-10-00 FOR WORK PERFORMED.
GEAR DISAGREE R AMBER CAS: AIRCRAFT SAT IN SUB-FREEZING WEATHER ALL NIGHT PRIOR TO OUR DEPARTURE. AMBER GEAR DISAGREE RIGHT CAS ILLUMINATED UPON GEAR RETRACTION AFTER TAKEOFF. OBSERVED GRAY" X "OVER R [T2PL6D0082YZP].
GEAR DISAGREE R AMBER CAS: AIRCRAFT SAT IN SUB-FREEZING WEATHER ALL NIGHT PRIOR TO OUR DEPARTURE. AMBER GEAR DISAGREE RIGHT CAS ILLUMINATED UPON GEAR RETRACTION AFTER TAKEOFF. OBSERVED GRAY" X "OVER R [T2PL6D0082YZP] // SIGN OFF // PERFORMED THE ARES DOWNLOADS AND SENT TO TEAM 680 AT CESSNA. AFTER REVIEW OF DOWNLOADS TEAM 680 RESPONSE: ARES SHOWS THAT THE RIGHT GEAR SHOWED DOWN AND LOCKED AND UP AND LOCKED AFTER GEAR RETRACTION. LOOKS LIKE THE R DOWN LOCK SWITCH STUCK CLOSED. RECOMMEND YOU SWING GEAR TO CONFIRM DOWN LOCK SWITCH IS NOT STILL STUCK. PERFORMED GEAR INSPECTION OF WIRING AND GEAR SWITCHES NO DISCREPANCIES WERE NOTED. JACKED AIRCRAFT FOR GEAR SWINGS. RESET AIRCRAFT POST GEAR BLOWDOWN AND BLED LANDING GEAR HYDRAULIC SYSTEM IN ACCORDANCE WITH THE CE680A M/M 32-34-00-5. PERFORMED LANDING GEAR FUNCTIONAL CHECK IN ACCORDANCE WITH THE CE680A M/M 32-30-00-6. NO DEFECTS WERE NOTED DURING FUNCTIONAL TESTS. DOWN JACKED AIRCRAFT AND SERVICED HYDRAULIC RESERVOIR SYSTEM IN ACCORDANCE WITH THE CE680A M/M 12-10-30-3.
CRACK DAMAGE, NOSE LANDING GEAR WHEEL WELL (NWW), FRAME, WEB, AND DOUBLERS, FS 75. ACCOMPLISHED TEXTRON AVIATION FIELD REPAIR SR-680A-ATA53-25890 REV- DATED JUNE 1, 2020 AND 8100-9 DATED 6/1/2020; STANDARD REPAIR - CRACK DAMAGE, NOSE LANDING GEAR WHEEL WELL (NWW), FRAME, WEB, AND DOUBLERS, FS 75.
REPAIR TO LEFT FUSELAGE OVER-WING DRAG ANGLE CORROSION. TEXTRON AVIATION ENGINEERING REPAIR MEMO DQ24107M1 DATED DEC. 11, 2019.
AT 11000 FEET, AIRCRAFT ACCELERATING THROUGH 270 KNOTS, AIRCRAFT STARTED VIBRATING. AT 300 KNOTS YOKE STARTED BOUNCING FORWARD AND AFT 3-6 INCHES. NOTICED WINGS VIBRATING AT A HIGH FREQUENCY AS WELL. SLOWED AIRCRAFT DOWN TO 200 KNOTS AND VIBRATION WAS ONLY SLIGHTLY NOTICEABLE. DIVERTED, ALL FLIGHT CONTROLS FUNCTIONED NORMAL. R & R THE ELEVATOR PUSH ROD AND ADJUSTED THE CABLE TENSION
IN FLIGHT COULD NOT CONTROL TEMPERATURES, GOT HOT, THEN A BURNING ODOR, ON TOUCH DOWN THE ACM TEMP EICAS MESSAGE WAS DISPLAYED. FOUND APU RESTRICTOR DAMAGED. REPLACED DUCT, COUPLINGS AND O-RINGS.