N563CS
Registered owner: TULSA XLS LLC, OK (owner ≠ operator)
Operators of this aircraft
Who operated this tail, and how firmly we know it.
| Operator | Role | Period | Basis |
|---|---|---|---|
| JET LINX AVIATION, LLC (9JLA) | Certificate holder | — | Matched by certificate designator |
Accident & incident history
No NTSB accidents or incidents on file for this aircraft.
Maintenance disclosures
THE FLIGHT CREW REPORTED A STABILIZER MISCOMPARE ANNUNCIATOR ILLUMINATED WHEN COMMANDING FLAPS 0 TO 15 FOLLOWED THE QRH WHICH LED THE CREW PULLING THE STAB CONTROL CIRCUIT BREAKER. HYDRAULIC PRESSURE ANNUNCIATOR WAS FLASHING DUE TO STAB NOT MOVING. THE LANDING WAS UNEVENTFUL. THE BASE MAINTENANCE TEAM DETERMINED THE AIRSPEED SWITCH WAS DEFECTIVE. THE SWITCH WAS REMOVED AND REPLACED WITH NEW UNIT. OPS AND LEAK CHECKS WERE SATISFACTORY.
THE FLIGHT CREW REPORTED THAT THE APU SHUTS DOWN WHEN BLEED AIR LOAD WAS APPLIED. THE MAINTENANCE TEAM VERIFIED DISCREPANCY AND FOUND THE APU INLET TEMP SENSOR DEFECTIVE. THE SENSOR WAS REMOVED AND REPLACED WITH A NEW UNIT. OPS CHECKS WERE SATISFACTORY, AND THE AIRCRAFT WAS RETURNED TO SERVICE
THE FLIGHT CREW REPORTED THAT THE POWER BRAKE CIRCUIT BREAKER WOULD TRIP INTERMITTENTLY. THE MAINTENANCE BASE DETERMINED THAT THE POWER BRAKE CIRCUIT BREAKER WAS DEFECTIVE. THE CIRCUIT BREAKER WAS REMOVED AND REPLACED WITH A NEW BREAKER. OPERATIONAL CHECKS WERE SATISFACTORY, AND THE AIRCRAFT WAS RETURNED TO SERVICE.
THE MAINTENANCE TEAM DISCOVERED DURING POSTFLIGHT CHECKS THE APU FIRE ANNUNCIATOR WOULD NOT ILLUMINATE DURING TEST. THE APU SYSTEM WAS DISABLED AND THE MAINTENANCE WAS DEFERRED, OPERATIONS CONTINUED UNDER MEL 49-20-01. DURING THE MAINTENANCE CORRECTIVE ACTIONS, THE MAINTENANCE TEAM DETERMINED THE APU FIRE LOOP SENSOR WAS DEFECTIVE. THE UNIT WAS REMOVED AND REPLACED WITH A NEW SENSOR. OPS CHECKS WERE SATISFACTORY AND THE AIRCRAFT WAS RETURNED TO SERVICE.
THE MAINTENANCE TEAM DISCOVERED DURING PREFLIGHT CHECKS THAT THE APU FIRE LED LIGHT WAS INOP DURING APU FIRE TEST. THE SYSTEM FAULT WAS DEFERRED UNDER MEL 49-20-01 AND OPERATIONS WERE CONTINUED UNTIL MAINTENANCE COULD BE SCHEDULED. THE MAINTENANCE PROVIDER TROUBLESHOT THE FIRE CONTROL SYSTEM AND REPLACED THE APU MNTR PCB (NZ026) WITH A NEW CONDITION PCB. OPS CHECKS GOOD, APU FIRE DETECT TEST AND APU FIRE SWITCH LIGHT TEST GOOD. THE AIRCRAFT WAS RETURNED TO SERVICE
DURING POST FLIGHT CHECKS THE MAINTENANCE TEAM DISCOVERED BRAKE FLUID LEAKING FROM THE BRAKE BOOST PUMP FILTER HOUSING. THE MAINTENANCE TEAM REMOVED AND REPLACED THE BRAKE BOOST PUMP FILTER HOUSING O-RING PER THE AMM. LEAK CHECKS WERE SATISFACTORY AND THE AIRCRAFT WAS RETURNED TO SERVICE.
THE FLIGHT CREW REPORTED THE RIGHT SIDE HORIZONTAL STABILIZER PNEUMATIC BOOT FAILS TO INFLATE AND HAS ASSOCIATED YELLOW MASTER CAUTION WHEN IN AUTO OR MANUAL MODES. CREW NOTED A BUBBLE AND AREA NOT INFLATING ON UPPER INBOARD AREA OF BOOT. THE MAINTENANCE TEAM CONFIRMED THE DISCREPANCY AND REPLACED THE RIGHT HORIZ STAB TAIL DEICE BOOT WITH NEW. OPERATIONAL CHECKS WERE SATISFACTORY AND THE AIRCRAFT WAS RETURNED TO SERVICE.
THE FLIGHT CREW REPORTED THE LEFT IGNITOR WOULD NOT TURN OFF INDICATING THAT THE CADENCE OF IGNITOR FIRING IS NOT NORMAL. THE MAINTENANCE VENDOR TROUBLESHOT AND REPLACED THE LEFT ENGINE IGNITION RELAYS KZ051, KZ053 AND KZ055. ENGINE GROUND RUNS WERE SATISFACTORY, NO OTHER DEFECTS NOTED. AIRCRAFT WAS RETURNED TO SERVICE.
THE FLIGHT CREW REPORTED THAT DURING STARTING OF THE LEFT ENGINE FOR FLIGHT THE IGNITORS WOULD NOT TURN OFF. THIS CAUSED THE CREW TO SHUT THE ENGINE DOWN AND CANCELLING THE FLIGHT. THE MAINTENANCE TEAM DETERMINED THE KZ051 (P/N M6106/19-012) WAS DEFECTIVE. A NEW RELAY WAS INSTALLED. OPS CHECKS OF THE LEFT ENGINE IGNITION WAS SATISFACTORY. THE AIRCRAFT WAS RETURNED TO SERVICE
THE FLIGHT CREW REPORTED THE LEFT ENGINE IGNITORS WOULD NOT TURN OFF. THE MAINTENANCE TEAM DETERMINED THAT THE KZ051 RELAY CONTROLLING THE SYSTEM WAS AT FAULT. THE RELAY WAS REPLACED WITH A NEW UNIT AND OPERATIONAL CHECKS WERE SATISFACTORY. THE AIRCRAFT WAS RETURNED TO SERVICE.
THE FLIGHT CREW REPORTED THAT DURING CLOSING THE CABIN DOOR FOR FLIGHT THE CABIN DOOR ANNUNCIATOR REMAINED ILLUMINATED. THE SCHEDULED FLIGHT WAS CANCELLED. THE MAINTENANCE VENDOR REPLACED THE DEFECTIVE MAIN DOOR VENT SOLENOID WITH AN NEW SOLENOID RIGGED AND RETURNED TO SERVICE. UPON PREFLIGHT FOR RETURN TO SERVICE IT WAS FOUND THAT THE NEW VENT SOLENOID HAD FAILED AND REQUIRED TO BE REPLACED. A SECOND NEW DOOR VENT SOLENOID WAS INSTALLED AND RIGGED BY THE MAINTENANCE VENDOR. FUNCTIONAL CHECKS WERE SATISFACTORY AND THE AIRCRAFT WAS RETURNED TO SERVICE. THIS REPORT OF A FAILED DOOR VENT SOLENOID FOLLOWS MANY OTHER SDR REPORTING OF THIS COMPONENT.
THE FLIGHT CREW REPORTED THAT THE LANDING GEAR WARNING HORN WOULD NOT TEST ON ROTARY CHECK. THE MAINTENANCE VENDOR TROUBLESHOT AND DETERMINED THAT THE ROTARY TEST SWITCH WAS DEFECTIVE. THE SWITCH WAS REPLACED WITH A NEW UNIT. OPERATIONAL CHECKS WERE SATISFACTORY. THE AIRCRAFT WAS RETURNED TO SERVICE.
THE FLIGHT CREW REPORTED THAT DURING THE MAIN CABIN DOOR CLOSURE FOR FLIGHT THEY RECEIVED AN WARNING ANNUNCIATOR THAT THE MAIN CABIN DOOR VENT DOOR WAS INOPERATIVE. THE CABIN DOOR VENT SOLENOID WAS FOUND TO BE DEFECTIVE AND WAS REPLACED WITH A NEW UNIT.