N568QS
Registered owner: NETJETS SALES INC, OH (owner ≠ operator)
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
MAIN ENTRANCE DOOR HANDRAIL IS HITTING THE DOOR AND CAUSING DAMAGE WHEN DOOR IS CLOSED. WHEN DOOR IS OPEN, HANDRAIL IS LOWER THAN NORMAL. HANDRAIL IS ONE OR TWO GEAR COGS OFF FROM BEING IN THE RIGHT POSITION. REMOVED LOWER HAND RAIL GEAR AND REPLACED WITH A CUSTOMER SUPPLIED NEW UNIT. REMOVED UPPER HAND RAIL GEAR KEYWAY AND REPLACED WITH A CUSTOMER SUPPLIED NEW UNIT. OPS CHECKS ARE GOOD AT THIS TIME ALL WORK DONE IN REFERENCE TO AMM 52-10-01.
AT GEAR DOWN SELECTION EVERYTHING APPEARED TO OPERATE NORMAL. ON SHORT FINAL WE HAD A ANTISKD INOP. LANDED AND AFTER EXITING THE RUNWAY ON THE TAXIWAY HAD A LO BRK PRESS AND LOST ALL BRAKING. USED EMERGENCY BRAKE TO STOP THE AIRCRAFT AND THE PWR BRKS CIRCUIT BREAKER IS POPPED CORRECTIVE ACTION: REPLACED HYDRAULIC PACK ASSEMBLY IAW AMM 32-46-06. OPCHECK GOOD.
THE RT ENGINE FIRE DETECTION LIGHT BEGAN TO FLICKER THE LAST FIFTEEN MINUTES OF THE FLIGHT. NO SIGNS OF AN ENGINE FIRE WERE PRESENT. ARRIVED ON SITE AND NEW COWLINGS. AND INSPECTED FIRE LOOPS AND FOUND A FEW AREAS WHERE THE LOOP WERE COMING OUT OF GROMMET AND TOUCHING THE ENGINE. REPOSITIONED LOOPS AS REQUIRED , ACCESS FIRE LOOP DETECTOR CHECKED AND CLEAN CONNECTOR REINSTALLED CONNECTOR REQUESTED FBO TO REPOSITION PLANE OUTSIDE AND WAITED ONCE OUTSIDE PERFORMED FIRE SELF-TEST AND ENGINE RUNS, NO FIRE DETECTION LIGHT ILLUMINATED OPS CHECK GOOD CLOSE UP COWLINGS, CLEAN SECURED AIRCRAFT, WORK DONE IN ACCORDANCE WITH AMM 26-11-00
MAIN DOOR: CREW LEFT AIRPLANE AND WENT INSIDE FBO. WHEN WE RETURNED, WE WERE UNABLE TO OPEN THE MAIN DOOR. THE HANDLE ACTUATES CORRECTLY WITH NO BINDING. CREW WAS FINALLY ABLE TO OPEN DOOR WITH BOTH PILOTS PUSHING ON THE DOOR AS WE CLOSED IT. WE THEN HAD ONE PILOT INSIDE AND ONE OUTSIDE TO SEE IF WE COULD FIND THE ISSUE. THE PILOT INSIDE FOUND WITH THE PRE-CATCH PULLED OUT (RELEASED), WE WWRE ABLE TO OPEN THE DOOR. WITH PRE-CATCH IN NORMAL POSITION, WE WERE UNABLE TO OPEN DOOR. CORRECTIVE ACTION; COMPLETED DOOR OPS CHECKS WITH NO FAULTS. COMPLETED CHECKS OF THE PRE-CATCH WITH NO FAULTS. COMPLETED CABLE TENSION CHECKS AND FOUND THEM TO BE WITH IN LIMITS. COMPLETED DETAILED MEASUREMENT OF PRECATCH AND FOUND THE CATCH FLUSH BUT AT .215 EXTENDED AND THE OUTER PUSH BUTTON IN TOO FAR. GAINED ACCESS BY RNANOUVERING GALLEY AND COMPLETED ADJUSTMENTS OF PRE-CATCH TO WITH IN AMM AND NJA STANDARDS. COMPLETED OPERATIONAL CHECKS OF THE PREC:ATCH AND DOOR SEVERAL TIMES AGAIN WITH NO FAULTS. RESTORED ALL ACCESS ITEMS AS REQUIRED. WORK DONE WITH REFERENCE TO 52-10-01
PERFORM REPAIR TO EMERGENCY EXIT DOUBLER CHAFE LOCATIONS. PER: ERO-980291. PERFORMED REPAIRS TO 5 EACH CHAFE LOCATIONS IN CABIN SURROUNDING EMERGENCY EXIT AND LH AND RH SUBSTRATE MOUNTING LOCATIONS. RE PROTECTED AREAS WITH ETCH, ALODINE AND EPOXY PRIMER. REPAIRS PERFORMED PER: N568QS EMERGENCY EXIT DOUBLER CHAFED AQRD ERO-980291 REV IR DATED 6/17/24. APPROVED BY 8110-3 DATED: 6/17/2024.
MAIN DOOR: DURING CLOSURE OF CABIN DOOR FROM THE INSIDE THE HANDLE IS TOUGH TO GET TO RETURN TO CENTER, THEN BECOMES EXCESSIVILY LOOSE CAUSING AN OVERSHOOT OF THE CENTER POSITION. HANDLE NORMALLY HAS A SELF CENTERING FEEL, THIS ONE DOES NOT. LUBRICATED THE MAIN DOOR INSIDE HANDLE AND CLEANED EXCESS GREASE AND DIRT OFF OF THE LOCK PINS IAW AMM 52-10-00 & SPM 20-40-10. OPERATIONAL AND FUNCTIONAL TESTS GOOD.
MAIN DOOR TELESCOPING ROD: CREWMEMBER FELL DISEMBARKING FROM AIRCRAFT AND KINCKED AFT TELESCOPING ROD ON CABIN DOOR. SMALL DIAMETER SECTION OF ROD NOW JAMS AND STOPS DOOR CLOSURE AND OPENING. SMALL TUBE HAS INCURRED MINOR SCARRING FROM BINDING. REMOVED THE DAMAGED SUPPORT ASSY AND REPLACED WITH NEW SUPPORT ASSY AND PIN SPRING. PERFORMED SEVERAL SATISFACTORY OPS CHECKS OF THE MAIN ENTRANCE DOOR WITH NO DISCREPANCIES TO NOTE AT THIS TIME. IAW AMM 52-10-00
RIGHT ENGINE ENGINE SLOW ACCELERATION: ON TAKE OFF THERES A LAG OF N1 FOR A FEW SECONDS CAUSING AIRCRAFT TO DRIFT RIGHT AND MORE LEFT RUDDER IS NEEDED UNTIL SPOOL UP CATCHES UP.
WHILE HOLDING SHORT OF RUNWAY, HEARD A POP COME FROM LT CIRCUIT BREAKER PANEL. WAS THE POWER BRKS CIRCUIT BREAKER. LOOKED UP AT ANNUNCIATOR PANEL & ANTI-SKID INOP LIGHT WAS ILLUMINATED. ASKED ATC FOR A TAXI BACK TOWARD THE FBO. LEFT CIRCUIT BREAKER OUT & PLAN WAS TO STOP A FEW TAXIWAYS DOWN FROM THE TAKEOFF END & CALL MAINTENANCE. DID THE SHORT TAXI, CONFIRMED HAD GOOD BRAKE PRESSURE ONCE TAXI WAS STARTED. WHEN EXITED OFF THE RUNWAY, APPLIED THE BRAKES ON THE LT & NO BRAKES. PULLED EMERGENCY BRAKE HANDLE. PULLED ONE TIME ON HANDLE & BROUGHT PLANE TO A STOP ON THE TAXIWAY. REMOVED ANTI-SKID PUMP MOTOR & INSTALLED OVERHAULED PUMP MOTOR IAW MM 32-44-20, BLED BRAKES IAW MM 32-44-10, OPS & LEAK CHECKED GOOD.
INTERIOR AND EXTERIOR EMERGENCY EXIT LIGHTING IS INOP. CONNECTED GPI) & ALLOW FOR BATTERIES TO CHARGE. PERFORMED EMER LIGHT APS TEST AND FAILED ALMOST IMMEDIATELY. CHARGED EMER LIGHTS AGAIN & FAILED AGAIN BUT THIS LIME STAY ON FOR LONGER THAN PREVIOUS. ATTEMPT 3RD CHARGE AND THIS TIME IT FAILED ALMOST IMMEDIATELY. ADVISED MCC AND EMER BATTERY PACKS ARE AN ORDER. WORK DONE IAW MM 33-50-01. RECEIVED TWO OVERHAULED EMERGENCY BATTERY PACKS FROM THE CUSTOMER. REMOVED AFT EMERGENCY BATTERY PACK DUE TO INTERNAL FAILURE AND INSTALLED OVERHAULED EMERGENCY BATTERY PACKS IAW AMM 33-50-01. ALLOWED BATTERY PACK TO CHARGE. PERFORMED EMERGENCY LIGHTING BATTERY PACK OPS CHECK IAW AMM 33-50-01 AND FOUND THE OPS TEST TO BE SATISFACTORY. REMOVED FWD EMERGENCY BATTERY PACK DUE TO INTERNAL FAILURE AND INSTALLED OVERHAULED EMERGENCY BATTERY PACKS IAW AMM 33-50-01. ALLOWED BATTERY PACK TO CHARGE. PERFORMED EMERGENCY LIGHTING BATTERY PACK OPERATIONAL CHECK IAW AMM 33-50-01 AND FOUND THE OPERATIONAL LOST TO BE SATISFACTORY. ORIGINAL SUBMISSION DATE: 8/18/2023
MAIN DOOR: DURING LATCHING OF MAIN CABIN DOOR THERE IS A METAL ON METAL SOUND . IT OCCURS DURING CLOSING AND OPENING. IN ADDITION THE CENTER LOWER 6 PACK LIGHT IS ILLUMINATED. THE CABIN DOOR ANNUNCIATOR FLASHES AND WILL NOT EXTINGUISH. VERIFIED DISCREPANCY. REMOVED STAIRS AND INSPECTED OPERATED DOOR AND FOUND DOOR PINS WITH NO GREASE CLEANED AND LUBED MCD PINS IAW AMM 52-10-01. ALL OPS CHECKS GOOD AND FOUND NO FURTHER DISCREAPANCY DOOR OPERATES SMOOTHLY AND QUIENT AS NORMAL. TS MCD ANNUNCATOR AND FOUND INSTALLED A NEW ASSY IAW AMM 52-10-00 ALL OPS CHECKS GOOD
MAIN DOOR: MAIN CABIN DOOR ON OPENING, DOOR FALLS WITH VERY LITTLE TENSION UNTIL NEARLY 3/4 WAY OPEN. VERY DIFFICULT TO CLOSE. GAINED ACCESS TO COUNTER BALANCE MECHANISM. FOUND FWD AND AFT CABIN DOOR SPRINGS IN SERVICEABLE CONDITION. DURING CABLE ADJUSTMENT FOUND FWD DOOR CABLE FRAYED BEYOND LIMITS AND MISSHAPEN. WORK DONE IAW 560XL MM 52-10-03. ORDERED DOOR CABLE REMOVED AND REPLACED FWD CABLE. ADJUSTED BOTH CABLES AS REQUIRED IAW 560XL MM 52-10-03. INSTALLED STEPS. FINAL OP'S CHECK GOOD.
CABIN EMERG LIGHT: WITH THE BATTERY SWITCH OFF THE AFT EMERGENCY LIGHTS INCLUDING THE OVER WING LIGHTS ARE INOP. WITH THE BATTERY SWITCH ON ALL EMERGENCY LIGHTS WORK NORMAL// CORRECTIVE ACTION// R/R AFT EMER BATTERY WITH REF TO CE-560XLS AMM 33-50-01. CHARGED BATTERY FOR 2.5 HOURS AND PERFORMED OPERATIONAL CHECK OF EMERGENCY LIGHT SYSTEM, OPS CHECK GOOD.
MAIN DOOR CABLE: THE MAIN CABIN DOOR IS VERY HARD TO OPEN. IT CAN NOT JUST BE OPENED BY LOWERING THE HANDLE. ADDITIONAL FORCE NEEDS TO BE USED TO OPEN THE DOOR.///SIGN-OFF///PERFORMED OPERATIONAL CHECK OF MCD, FOUND TO BE SMOOTH CABLE TENSION WITHIN LIMITS, FOUND NO DEFECTS DURING OPERATION OF MCD, ALL WORK DONE IAW CE 560XL MM 52-10-00.
WITH APU RUNNING AND SERVICE AIR ON HOT AN ACRID BURNING PLASTIC SMELL MID CABIN WAS NOTICED. SERVICE AIR WAS THEN TURNED OFF AND CABIN DOOR OPENED TO VENT SO AS TO ISOLATE CAUSE OF SMELL BETWEEN ELECTRIC AND SERVICE AIR. ODOR DECREASED WITH SERVICE AIR OFF, BUT WAS STILL PRESENT PAST SEAT FOUR AND FIVE AND FORWARD OF THE LAV. SIGN OFF. PERFORMED OPERATIONS CHECK OF ENVIROMENTAL CONTROL SYSTEM AND FOUND SYSTEM OPERATING NORMAL IN AUTO AND MANUAL FROM THE COCKPIT AND CABIN, IAW CE-560XLS AMM 21-51-00. ORIGINALLY FOUND THE CABIN TEMP CONTROL BUTTON IN THE REMOTE POSITION AND THE TEMPERATURE SET IN THE CABIN AT 83F, WHICH WOULD CAUSE THIS ISSUE. INSPECTED APU INLET FOR OIL CONTAMINATION AND FOUND IT DRY. CONSULTED WITH MCC AND THE WATER SOCK REPLACED 12/11. PERFORMED DUCT BURN OUT TASKCARD AND REPLACED WATER CONDENSER SOCK ON DISCREPANCY THREE OPERATIONS CHECK OF ECS SYSTEM SATISFACTORY WITH NO ODOR, IAW CE-560XLS MM 21-51-00.
MAIN ENTRY DOOR LH HINGE HALF COMMON TO AIRFRAME IS CORRODED ON AFT UPPER CORNER. FOUND DURING 600 HOUR CABIN DOOR INSPECTION. REMOVED MAIN ENTRY DOOR FORWARD HINGE P/N UNKNOWN DUE TO CORROSION AND INSTALLED NEW FORWARD MAIN ENTRY DOOR HINGE P/N 6711331-1 PER CESSNA 560XL SRM 51-40-03, 51-40-06, 51-40-08, AND MM 20-32-00.
LEFT WING EXHAUST VENT DOOR DAMAGE (LOUVER CRACKED). ACCOMPLISHED ENGINEERING LETTER DQ22153M1 REV A DATED JULY 10, 2019; 560-5829 (N568QS) LEFT WING EXHAUST VENT DOOR DAMAGE (LOUVER CRACKED).
COCKPIT FOOT WARMER DUCT (LEFT SIDE) DAMAGE.
WHEN THE COCKPIT TEMP SELECTOR WAS MOVED TO WARM (10 O'CLOCK POSITION), THERE WAS AN OIL ODOR IN THE COCKPIT. REMOVED AND REPLACED CONDENSER BAG. INSPECTED BLEED DUCTS AND APU INLET FOR OIL RESIDUE. NO OIL RESIDUE NOTED. PERFORMED ECS DUCT BURN OUT. NO OIL ODOR OR BURNING ODOR WAS DETECTED IN COCKPIT OR CABIN DURING OPS CHECKS.
CRACK IN LEADING EDGE RUDDER SKIN RT SIDE JUST BELOW TOP HINGE. REMOVED THE RUDDER UPPER LEADING EDGE SKIN AND INSTALLED NEW . ALL WORK WAS DONE IAW SRM 51-40-03 AND 51-40-06.
SMOKE WAS NOTICED IN THE CABIN & COCKPIT. ONCE THE POWER WAS REDUCED THE SMOKE SEEMED TO DISSIPATE.
RIGHT ENGINE LOW OIL PRESSURE ANNUNCIATOR ILLUMINATED WITH THE MASTER WARNING LIGHT CLIMBING THROUGH ABOUT 3000 FT. THE OIL PRESSURE GAUGE INDICATED BELOW 20 PSI & WAS RED. FELT A SUDDEN CHANGE IN THRUST ON THE RT ENGINE. POWER WAS REDUCED ON BOTH ENGINES TO LEVEL THE ACFT AT 5000 & IMMEDIATELY RETURNED TO DEPARTURE. SMOKE WAS NOTICED IN THE CABIN & COCKPIT. ONCE THE POWER WAS REDUCED THE SMOKE SEEMED TO DISSIPATE. ON THE TAXIWAY & WHILE BEING INSPECTED THE OIL PRESSURE GAUGE WAS READING IN THE NORMAL RANGE. AFTER SHUTDOWN, THE RT ENGINE STARTED SMOKING FROM THE FRONT OF THE NACELLE. R & R THE RT ENGINE DUE TO INTERNAL FAILURE CAUSING OIL PRESSURE LOSS. HEAVY OIL IN & AROUND FAN NOSE CONE, EXHAUST & BYPASS AREA. ACCOMPLISHED LAW EMM 71-00-00 & 72-00-00.
AFTER TAKEOFF, GEAR SELECTED UP, THREE GREEN LIGHTS OUT & RED UNLOCK LIGHT REMAINS ON. STAB INCOMPARABLE & HYD PRESSURE LIGHT REMAINED ON. AFTER APPROXIMATELY TWO MINUTES, FELT A THUMP, FROM THE NOSE, & UNLOCK LIGHT OUT FOLLOWED BY THE OTHER TWO. AT DESTINATION, GEAR & LIGHTS WORKED IN THE DOWN POSITION. JACKED ACFT & VERIFIED SQUAWK. WITH GEAR UP & UNLOCKED LIGHT ILLUMINATED PULLED GEAR CIRCUIT BREAKER & NOSE GEAR FALLING OUT OF WW. OPENED NOSE GEAR DOORS & COMPLIED WITH GEAR SWINGS. GEAR WENT UP & LOCKED EVERY TIME. INSPECTED GEAR DOORS & FOUND GEAR DOOR PUSH & PULL TUBE BINDING & ROD ENDS SEIZED & STIFF. R & R LT & RT NOSE GEAR DOOR CONTROL ROD. PERFORMED GEAR SWINGS WITH NO FAULTS FOUND. SERVICED MAIN HYD RESERVOIR. REMOVED ACFT FROM JACKS IAW MM 32-20-00.
DAMAGE TO NOSE SKIN ADJACENT TO THE RT NOSE GEAR DOOR AT CENTER HINGE POINT. (APPROX. 2.2500" IN LENGTH) PERFORMED REPAIR OF DAMAGED AREA IAW STS EA 15-2013-369.
LANDING GEAR WOULD NOT RETRACT. UPON SELECTING THE GEAR HANDLE TO UP GEAR RETRACTION COMMENCED BUT PILOTS DID NOT HEAR THE NORMAL SOUND OF THE GEAR HITTING AND LOCKING ON THE UPLOCKS. THE RED UNLOCK LIGHT REMAINED ILLUMINATED. REMOVED AND REPLACED NOSE LANDING GEAR UPLOCK ACTUATOR AND UPLOCK SWITCH PERFORMED FUNCTIONAL CHECK, AND SERVICED HYDRAULICS. NO DEFECTS NOTED AT THIS TIME. MAINTENANCE PERFORMED IAW AMM 32-30-05 AND 12-12-01 AND 32-01-00.
AFTER TAKEOFF, MLG HANDLE SELECTED UP, RED "UNLOCK" GEAR LIGHT ILLUMINATED. STAB MISCOMPAIR AND HYD PRESSURE LIGHT ALSO ILLUMINATED. MLG LOWERED NORMALLY FOR LANDING. TROUBLESHOOTING FOUND NOSE ACTUATOR ALLOWING THE GEAR TO LOCK BUT NOT FULLY SEAT TO DEPRESS SWITCH. R & R NOSE ACTUATOR IAW MM 32-30-05 & OPS CHECKED GOOD IAW MM 32-30-05.
AFTER TAKEOFF, CLIMBING TO 3000 FT AT 160 KTS, THE GEAR RETRACTED, BUT THE RED GEAR UNSAFE LIGHT WAS ILLUMINATED. HYD PRESSURE AND STAB MISCOMPARE ILLUMINATED ALSO. CHECKLIST WAS CONSULTED FOR ALL ANNUNCIATIONS. SELECTED GEAR DOWN AND 3 GREEN AND NO RED UNSAFE LIGHTS ILLUMINATED. HYD PRESSURE AND STAB MISCOMPARE EXTINGUISHED ALSO. ACFT WAS RETURNED TO AIRPORT WITH NORMAL LANDING. R & R THE RT FLAP RESOLVER WITH AN OVERHAULED UNIT IAW MM 27-52-00. OPS CHECKS GOOD.
ROLL TRIM ANNUNCIATOR ILLUMINATED IN CRUISE. AUTOPILOT MANUALLY DISCONNECTED TO RETRIM AILERONS. AILERON TRIM WHEEL STUCK & WOULD NOT MOVE LT OR RT. ROLL TRIM ANNUNCIATOR STAYED ON FOR 80 PERCENT OF THE FLIGHT. ON GROUND, ABLE TO MOVE AILERON TRIM. CHECKED AILERON TRIM MANUALLY & FOUND TO MOVE FREELY. COMPLIED WITH AILERON TRIM ACTUATOR LUBRICATION. WHILE INSERTING GREASE FOUND WATER TO BE PURGING FROM ACTUATOR- PURGED GREASE AND WATER SEVERAL TIMES. CHECKED GOOD IAW MM CH 27-90-10. OPS CHECKED AUTO-PILOT- CHECKED GOOD IAW MM CH 22-11-03.
CAPTAIN`S AND F/O RUDDER PEDALS BECAME INCREASINGLY STIFF AT HIGHER ENGINE POWER SETTINGS. FOUND RUDDER BIAS ACTUATOR CORRODED AND FULL OF WATER. REPLACED ACTUATOR IAW THE MM 27-20-05. OPS CHECKED GOOD.
LT MAIN GEAR FAILED TO SHOW, DOWN AND LOCKED UPON LANDING. ROTORY TEST SHOWED BULB WORKED AND EMERGENCY CHECKLISTS WERE PREFORMED. T-HANDLE AND BLOW DOWN KNOB WERE BOTH PULLED. EMERGENCY WAS DECLARED AND SHORTLY BEFORE LANDING THE LT MAIN GEAR DID ILLUMINATE FOR A NORMAL LANDING. R & R LT MLG ACTUATOR, WITH A INSPECTED SERVICABLE UNIT, IAW MM 32-30-04; OPS CHECKS SATISFACTORILY. FOUND BLOW DOWN BOTTLE NOT TO HAVE BEEN ACTIVATED, BREAKAWAY WIRE/YELLOW TAG IN PLACE - HANDLE NOT MOVED. REPLACED BREAKAWAY WIRE ON "T" HANDLE.