N547QS
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
AFTER GEAR RETRACTION THE GEAR DISAGREE R CAS MESSAGE CAME ON ALONG WITH A YELLOW X OVER THE RIGHT GEAR INDICATOR. RAN QRH AND ENDED UP BLOWING GEAR DOWN. SENT ARES DOWNLOAD FOR REVIEW. THE RESULTS SHOWED A FAILED SWITCH. WIRE HARNESS INSPECTION & WIRE CHECKED, NO DEFECTS NOTED. SERVICED AND RESET THE EMERGENCY GEAR EXTENSION PNEUMATIC BOTTLE. CYCLED GEAR 10 TIMES IAW AMM WITH NO FAULT. REMOVED DEFECTIVE RT MAIN DOWNLOCK SWITCH. INSTALLED A NEW SWITCH IAW AMM 32-30-15. C/W POST INSTALL OPS CHECKS, NO DEFECTS NOTED. OPS CHECK GOOD. INSTALLED SEALANT AROUND THE SWITCH HOUSING GAP IAW AMM: 20-40-20.
HYD VOLUME LOW CAS MESSAGE DURING FLIGHT. RAN QRH, UNLOADED HYDRAULICS, USED LANDING GEAR BLOWDOWN, AND PULLED EMERGENCY BRAKING HANDLE TO STOP AIRCRAFT ON RUNWAY. CORRECTIVE ACTION: RESET PNEUMATIC OVERRIDE ON THE LANDING GEAR MANIFOLD AND RESET THE EMERGENCY GEAR EXTENSION SYSTEM REFERENCE TO CESSNA 680A AMM 32-34-00. REMOVED LH ENGINE DRIVEN HYDRAULIC PUMP (PN- 9914643-3, SN-K0709). INSTALLED CUSTOMER SUPPLIED OVERHAULED HYDRAULIC PUMP (PN- 9914643-3, SN 2497B). OPERATIONAL AND LEAK CHECKS ARE GOOD IN REF TO CE680A MM 29-10-05.
DUE TO PREVIOUS REPAIR ON FRAME 11, REPAIR INTERFERES WITH A BRACKET FOR THE L5 STC. GRID MAP AND SUBMIT DATA TO AQRD FOR REPAIR. AQRD RFTS ON THE FRAME 11 AFT SIDE. FABRICATED AND INSTALLED NEW REPAIR DOUBLER AND REINSTALLED REPAIR ANGLE ON FRAME 11 FWD AND AFT SIDE IAW RFTS-115122 REV. 0 N547QS (680A-0094) FRAME 11 WEB DAMAGE DATED 10/01/2025.
DURING CLIMB OUT AND DESCENT BETWEEN 9,500 FEET AND 10,500 FEET WITH A DIFFERENTIAL PRESSURE OF 4.6PSID, AN INCREASINGLY LOUD SQUEAL HAS DEVELOPED. DURING POST FLIGHT, IT WAS DISCOVERED THAT THE DOOR SEAL IS NOT ATTACHED PROPERLY IN THE UPPER CORNER. 12/19/2024- WE PRESSURIZED THE AIRCRAFT AND CHECKED FOR LEAKS AND FOUND ONE ON THE TOP FORWARD SIDE. DEPRESSURIZED THE AIRCRAFT AND CHECK THE TORQUE OF THE SCREWS. IN THAT TOP COMER, THERE WAS A FEW LOOSE SCREWS BUT ONE OF THE SCREW WAS JUST GLUED IN. WHEN WE TRIED TO TIGHTEN THAT ONE, IT JUST FELL OUT. WHEN WE TRIED TO PUT IT BACK IN. THERE'S NO NUT PLATE BEHIND IT. WE ARE GAINING ACCESS TO FURTHER INSPECT.WE WERE ABLE TO PUT A BORESCOPE IN THE DOOR FRAME TO FIND AND FISH OUT THE NUT PLATE AND CLIP. JUST TRYING TO FIGURE OUT A WAY TO REINSTALL IT. AFTER A FEW UNSUCCESFUL ATTEMPTS WE DRILLED OUT THE THE NUTPLATE AND REINSTALLED THE NUT AND CLIP. GOT WITH TEXTRON ABOUT THE RIVETS AND WILL BE PICKING SOME UP LOCALLY IN THE MORNING. 12/20/2024÷ RECIEVED REVETS. REINSTALLED NUTPIATE. REINSTALLED DOOR SEAL AND ACCOUSTIC SEAL. REINSTALLED INTERIOR PANELS. PERFORMED LEAK CHECK OF THE DOOR SEAL, NO DEFECTS NOTED. SYSTEM LEAKS CHECK GOOD. WORK PERFORMED IAW CE-680A AMM 52-10-35.
MAIN DOOR: DURING PREFLIGHT AND OPENING OF THE MAIN CABIN DOOR, THE DOOR IS NOT OPENING. ONCE THE DOOR WAS OPENED BY A MAINTENANCE TECH, IT WAS DISCOVERED THAT THE DOOR SEAL SCREWS AT THE TOP OF THE LEFT HAND SIDE ARE NOT SCREWED IN. PHOTOS ATTACHED. CORRECTIVE ACTION: SECURED THE UPPER AFT DOOR SEAL RETAINER. OPERATED THE DOOR AND FOUND IT STILL DOES NOT FALL OUT OF THE DOOR CUTOUT. INSPECTED DOOR SEAL, FOUND NO DEFECTS. SPRAYED WATER ON THE DOOR SEAL LANDING ON THE MED DOOR, CYCLED THE DOOR AGAIN, THIS TIME THE DOOR STILL DOES NOT FALL OUT OF THE CUTOUT BUT WITH SLIGHT HAND PRESSURE IT WILL OPEN. CONTACTED ERIC HOLCOMB AT TEXTRON, HE SAID THIS HAS HAPPENED BEFORE AFTER SEAL REPLACEMENT. HE SUGGESTED USING A POLISHING COMPOUND ON THE DOOR SEAL LANDING. I POLISHED THE DOOR SEAL LANDING, PERFORMED 3 OPERATIONAL CHECKS WITH NO DEFECTS NOTED IN REFERENCE TO CESSNA 680A AMM 52-10-35 AND SPM 20-50-00.
ON PREFLIGHT WE DISCOVERED EMER EXIT LIGHT ABOVE SEAT 7 WOULD NOT COME ON. REMOVED FAILED EMER BATTERY CHARGER PACK PN:CBS28-1 SN:2055M, INSTALLED REPAIRED EMER BATTERY CHARGER PACK. PERFORMED OPERATION CHECKS WITH NO DEFECTS NOTED. WORK DONE IN REF TO AMM 33-50-06
AC GENERATION AND CONTROL: DURING INITIAL CLIMB OUT AT ABOUT 3000 FEET WE HAD A STRONG ELECTRICAL ODOR PERMEATE THE AIRPLANE. THE PASSENGERS NOTICED THE SMELL AS WELL. WE LEVELED OFF AT 6000 FEET AND ASKED TO RETURN TO THE AIRPORT. PRIOR TO THIS DURING TAXI OUT FOR TAKEOFF WE GOT A "DATA BUS FAIL" AMBER CAS. THE CAS CLEARED ITSELF WHILE WE WERE GETTING READY TO RUN THE QRH. WE LANDED OVERWEIGHT AT APPROXIMATELY 28,350 POUNDS. // SIGNOFF // INSPECTED NOSE AVIONICS BAY ON BOTH SIDES FOR ANY EVIDENCE OF DAMAGED WIRES, LRU'S, OR SMELL OF AN ELECTRONIC ODOR. NO DISCREPANCIES NOTED. OPENED BAGGAGE COMPARTMENT AND DID NOT FIND ANY SMELL OF AN ELECTRONIC ODOR. INSPECTED THE AFT EQUIPMENT BAY FOR ANY EVIDENCE OF DAMAGED WIRES, LRU'S, OR SMELL OF AN ELECTRONIC ODOR. NO DISCREPANCIES NOTED. WALKED THROUGHOUT THE ENTIRE CABIN AND DID NOT FIND ANY SMELL OF AN ELECTRONIC ODOR. INSPECTED ALL OF THE CABIN I PADS. INSPECTED BOTH BATTERY COMPARTMENTS FOR ANY DAMAGED WIRES, OR ELECTRONIC ODOR. NO DISCREPANCIES NOTED. CONNECTED BATTERIES, AND STARTED APU. TURNED ON BLEED AIR, AND MAX COOL. AFTER APPROXIMATELY 1 HOUR, WE, DID NOT OBSERVE ANY ABNORMAL CAS MESSAGES, OR ANY CAS MESSAGES FOR DATA BUS FAIL. TURNED ON COFFEE MAKER. NO SMELL WAS NOTED DURING APU RUN. OPENED LOWER ENGINE COWLINGS, INSPECTED ALL VISIBLE WIRING, STARTER GENERATOR, STARTER GENERATOR WIRING AND CONNECTIONS, ALTENATOR, AND ALIENATOR WIRING AND CONNECTIONS, AND DID NOT FIND ANY DAMAGE OR ANY ELECTRONIC SMELLS. SENT IN AN ARES DOWNLOAD TO TEXTRON TEAM680 FOR REVIEW. WAITING FOR RESPONSE PERFORMED ENGINE RUNS WITH ALL ELECTRICAL SYSTEMS ON AND NO SMELL WAS NOTICED PERFORMED ENGINE RUNS AT HIGH POWER WITH ALL ELECTRICAL SYSTEMS ON AND ALL ANTI ICE SYSTEMS ENGAGED WITH NO SMELL NOTICED. MCC HAS REQUESTED US TO BORESCOPE THE APU. WORK DONE IAW CESSNA 680A AMM TASKS 71-00-05, 30-00-00, 24-20-00, 25-00-00 AND 33-00-00
RH MLG ACTUATOR SIDE BRACE FITTING HAS A GOUGE IN AFT SIDE OF FITTING CAUSED BY ACTUATOR.
LH MLG ACTUATOR SIDE BRACE FITTING HAS A GOUGE IN FORWARD SIDE OF FITTING CAUSED BY ACTUATOR.
RECEIVED HYDR PRESS LOW L/R AND HYDRAULIC VOLUME LOW AMBER CAS MESSAGE IN ROUTE AT FL 350. DECLARED AN EMERGENCY AND DIVERTED TO CMH. RAN QRH CHECKLIST AND BLEW THE GEAR DOWN WITH 3 GREEN. LANDED UNEVENTFULLY IN CMH. RECEIVED FIRE DETECTION FAIL R CAS MESSAGE AT FL 350 ALONG WITH HYDRAULIC PRESSURE FAIL ISSUES.
RECEIVED HYDR PRESS LOW L/R AND HYDRAULIC VOL LOW AMBER CAS MESSAGE IN ROUTE AT FL 350. DECLARED AN EMERGENCY AND DIVERTED TO CMH. RAN QRH CHECKLIST AND BLEW THE GEAR DOWN WITH 3 GREEN. LANDED UNEVENTFULLY IN CMH. RECEIVED FIRE DETECTION FAIL R CAS MESSAGE AT FL 350 ALONG WITH HYDRAULIC PRESSURE FAIL ISSUES. FOUND #2 ENGINE HYDRAULIC PUMP PRESSURE SIDE PIPE SHEARED AT PIPE FERRULE GOING INTO PUMP. (POINT OF LOSS OF HYDRAULIC FLUID. REPLACED HYDRAULIC PIPE FROM PUMP TO FLEX PRESSURE LINE IAW MM 29-10-05 & SPM 20-10-05. PERFORMED ENGINE RUNS AND HYDRAULIC PUMP OPS CHECK, LEAK CHECKED, NR 2 ENGINE HYDRAULIC PRESSURE LINE IAW MM 29-10-00. NO LEAKS NOTED.
RECEIVED HYD PRESSURE LOW, LT & RT AND HYDRAULIC VOLUME LOW, AMBER CAS MESSAGE AT FL 350. DECLARED AN EMERGENCY AND DIVERTED. RAN QRH CHECKLIST AND BLEW THE GEAR DOWN WITH 3 GREEN. LANDED UNEVENTFULLY. RECEIVED FIRE DETECTION FAIL RT CAS MESSAGE AT FL 350 ALONG WITH HYDRAULIC PRESSURE FAIL ISSUES. FOUND NR 2 ENGINE HYDRAULIC PUMP PRESSURE SIDE PIPE SHEARED AT PIPE FERRULE GOING INTO PUMP. POINT OF LOSS OF HYDRAULIC FLUID. REPLACED HYDRAULIC PIPE FROM PUMP TO FLEX PRESSURE LINE IAW MM 29-10-05 & SPM 20-10-05.
RECEIVED HYDR PRESS LOW L/R AND HYDRAULIC VOL LOW AMBER CAS MESSAGE IN ROUTE AT FL 350. DECLARED AN EMERGENCY AND DIVERTED TO CMH. RAN QRH CHECKLIST AND BLEW THE GEAR DOWN WITH 3 GREEN. LANDED UNEVENTFULLY IN CMH. RECEIVED FIRE DETECTION FAIL R CAS MESSAGE AT FL 350 ALONG WITH HYDRAULIC PRESSURE FAIL ISSUES. REMOVED & REPLACED RETURN FILTER ELEMENT (P/N: 9914672-3) LOCATED ON HYDRAULIC RETURN MANIFOLD REF MM 29-10-75-4 FOR WORK PERFORMED. REMOVED & REPLACED PRESSURE & CASE DRAIN FILTER ELEMENTS LOCATED ON LT UNLOADING/RELIEF T/R CONTROL FILTER MANIFOLD REF MM 29-10-70-4 & 29-10-80-4 RESPECTIVELY, FOR WORK PERFORMED. PRESSURE FILTER P/N: 9914646-6, CASE DRAIN FILTER P/N: 9914646-8. REMOVED & REPLACED PRESSURE & CASE DRAIN FILTER ELEMENTS LOCATED ON RT UNLOADING/RELIEF T/R CONTROL FILTER MANIFOLD REF MM 29-10-70-4 & 29-10-80-4 RESPECTIVELY, FOR WORK PERFORMED. PRESSURE FILTER P/N: 9914646-6 CASE DRAIN FILTER P/N: 9914646-8. FOUND NR 2 ENGINE HYDRAULIC PUMP PRESSURE SIDE PIPE SHEARED AT PIPE FERRULE GOING INTO PUMP. (POINT OF LOSS OF HYDRAULIC FLUID.) REPLACED HYDRAULIC PIPE FROM PUMP TO FLEX PRESSURE LINE. REF MM 29-10-05 & SPM 20-10-05. P/N: 6957100-18. REMOVED AND REPLACED AUX CASE DRAIN FILTER ON HYDRAULIC RETURN MANIFOLD PER MM 29-20-30-4. REMOVED AND REPLACED PRESSURE FILTER ELEMENT ON AUX HYDRAULIC PUMP MANIFOLD PER MM 29-20-25-4. BLED HYDRAULIC SYSTEM PER MM 12-10-30-3. PERFORMED LEAK CHECK OF ALL REPLACED FILTERS. NO LEAKS NOTED. P/N USED : 9914672-5 (2 EA) PERFORMED ENGINE RUNS AND HYDRAULIC PUMP OPS CHECK, LEAK CHECKED NR 2 ENGINE HYDRAULIC PRESSURE LINE REF MM 29-10-00. NO LEAKS NOTED.
MOUNTING STUD FOR WING ANTI-ICE CROSSFLOW VALVE HAS DAMAGED LOWER FUSELAGE SKIN @ APPROX FS 316.95 AND LBL 1.0. REPAIR ACCOMPLISHED: ACCOMPLISHED TEXTRON AVIATION REPAIR DEFINITION SR-680A-ATA53-22175 DATED 07/19/2019. A COPY OF THE REPAIR DEFINITION & FAA FORM 8100-9 DATED 07/19/2019 ARE ATTACHED. A COPY HAS ALSO BEEN PROVIDED TO THE OWNER / OPERATOR (NJA). NDT PERFORMED BY TOLEDO JET CENTER, LLC. CRS# 2TJR420B ON WORK ORDER TOL80852 DATED 12/08/2019. A COPY HAS BEEN PROVIDED TO THE OWNER / OPERATOR (NJA).
ON CLIMBOUT AND ABOUT TO LEVEL AT 22,000 FT WITH MAX POWER SET AND WING/ENGINE ANTI-ICE SELECTED ON WE GOT BOTH A/I INBOARD WING COLD L-R AND A/I WING COLD L-R CAS MESSAGES. WE RAN APPROPRIATE QRH CHECKLISTS AND APPROXIMATELY 2 MINS AFTER SELECTING BOTH LEFT AND RIGHT ENGINE BLEED AIR SOURCES TO HP ALL CAS MESSAGES EXTINGUISHED. AFTER 20 MINS INTO THE 30 MINUTE FLIGHT AND STARTING OUR DESCENT GOING THRU APPROX 19,000 AND EXITING ICING CONDITIONS WE EXPERIENCED A SMOKE SMELL IN THE CABIN AND OBSERVED A HAZINESS IN THE CABIN AS WELL. AS A PRECAUTION WE DONNED THE OXYGEN MASKS AND RAN THE APPROPRIATE QRC CHECKLISTS AND DIVERTED TO CHS. WE PERFORMED APPX. 45 MIN « HIGH POWER ENGINE RUNS WITH THE FOLLOWING CONFIGURATIONS WITHOUT ANY SMOKE/SMELL OR DEFECTS NOTED AT THIS TIME. RAN ENGINE TO MID AND MAX POWER SETTINGS WITH ALL ANTI ICE OFF, AND BLEED SOURCES TO NORM WITH NO DEFECTS NOTED. RAN ENGINES TO IDLE AND MAX POWER RANGES WHILE IN HP SOURCE SETTING AND NO DEFECTS WERE NOTED. RAN ENGINES TO MAX POWER WITH ANTI ICE ON. NO DETECTS NOTED. RAN ENGINES AT IDLE POWER WITH ANTI ICE AN WITH NO DETECTS NOTED. RAN ONE ENGINE AT A TIME WITH XFLOW ON AND ALL ANTI ICE ON WITH NO DEFECTS NOTED. WHILE THESE CHECKS WERE BEING ACCOMPLISHED, WE WERE LOGGED INTO MX MODE ON GTC AND WERE MONITORING ALL TEMP SENSORS FOR ALL ANTI ICE SYSTEMS. WHEN BLEED SOURCES WERE TURNED OFF, ALL FELL BACK TO REQUIRED TEMPS. REF TO MM 30-00-00, 30-10-00.
LT FUEL FILTER BYPASS ON DEPARTURE FROM KPNE. RAN QRH AND LANDED KPHL. ENGINE INDICATIONS REMAINED NORMAL THROUGHOUT THE EVENT. REMOVED LEFT ENGINE FUEL FILTER & IMPENDING BYPASS SWITCH IAW PWC 306D1 M/M 73-10-03. OPS & LEAK CHK GOOD.