N587QS
Registered owner: NETJETS SALES INC, OK (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
DURING LANDING AT APPROX 80KTS, ANTISKID INOP ANNUNCIATION ILLUMINATED. CLEARED & CAME BACK ON. BRAKES WERE INOP DURING BRIEF TAXI OFF OF RUNWAY. THE BRAKES DID GRAB SLIGHTLY JUST BEFORE ACFT CAME TO A FULL STOP. ON POST FLT, ANTI SKID WIRING HARNESS ON RT MAIN WAS RUBBING TIRE. FOUND THE RT ANTI-SKID WIRING HARNESS WAS RUBBING AGAINST THE TIRE & CAUSED THE HARNESS TO SHORT OUT. REMOVED THE DAMAGED SECTION OF WIRING & REPLACED IT WITH NEW WIRING. IAW MM 20-30-25 (REV 8), SPLICES, TERMINALS & HEAT SHRINKABLE TUBING, MAINTENANCE PRACTICES & WIRING DIAGRAM MANUAL 32-40-01 FIGURE 02 (REV B3), ANTISKID & BRAKE CONTROL. REMOVED, REINSTALLED & OPS CHKD RT MLG ANTI-SKID TRANSDUCER IAW AMM 32-42-07.
DURING FLIGHT ANTISKID LIGHT WOULD ILLUMINATE AND EXTINGUISH BEFORE COMPLETION OF AMBER C1 ANTISKID INOP CHECKLIST. DURING TAXI, ANTISKID INOP LIGHT ILLUMINATED (TAXIWAY WAS CLEAR OF ICE CONTAMINATION), LT BRAKE WOULD FAIL CAUSING ACFT TO AGGRESSIVELY TURN RT. AFTERWARDS, THE LT BRAKE WOULD AGGRESSIVELY ACTIVATE & CAUSE ACFT TO MANEUVER MOMENTARILY WITH UNCOMMANDED CONTROL. OCCURED TWICE. 11-29-25 T/S THE BRAKE ANTI SKID FAULT TO A LT MLG WBA HARNESS. COMPLETED WIRING CKS & PLACED PARTS ON ORDER RT & LT MLG-WBA HANESS REMOVED & INSTALLED A NEW LT MLG WBA HARNESS, ACCOMPLISHED SQUAT SWITCH RIGGING, LANDING GEAR SYS CHECKS & BRAKE ANTI SKID CKS. ALL CHECKS, INDICATIONS ARE NORMAL & NO DEFECTS . RESTORED ALL ACCESS. WORK DONE WITH AMM 32-61-00, 32-10-00 & 32-44-00. PERFORMED TAXI CHECK WITH NO DEFECTS NOTED.
THE LEFT FLOOR EMERGENCY LIGHTS ARE EXTREMELY DIM. ALL OTHER LIGHTS ARE BRIGHT. WHEN THE FLOOR LIGHTS ARE TAPPED, THEY GET BRIGHT FOR A SECOND THEN RETURNS TO BEING DIM. NSPECTED THE LIGH CONNECTION AND FOUND SPLICE END TO BE DAMAGED. RE-SPLICED THE DAMAGED END OF THE T WIRE IAW CE-560XL AMM 20-00-00. OPS CHECK GOOD.
MAIN CABIN DOOR HANDLE REQUIRES EXCESSIVE FORCE TO OPEN OR CLOSE DOOR FROM INSIDE CABIN. INSPECTED AND NOTED TWO DOOR PINS ADJUSTED TO TIGHT AND BINDING IN THE ECCENTRIC HOLES CLOSE DOOR FROM INSIDE CABIN. ON DOOR FRAME. PERFORMED LATCH PLATE ADJUSTMENT TO THE MAIN CABIN DOOR IA W CE560XL AMM S2-10-00. OPS CHECKS GOOD.
LH AND RH STRAKES HAVE SEVERAL AREAS OF CORROSION ON UPPER AND LOWER SURFACES. PERFORMED 4 EACH DOUBLER REPAIRS TO LH STRAKE AND PERFORMED 6 EACH DOUBLER REPAIRS TO RH STRAKE. ALL WORK WAS ACCOMPLISHED IN ACCORDANCE WITH EO NO: C56-53-0001 TITLED: MINOR REPAIR SPECIFICATION FOR MODEL 560XL AND 560XLS VENTRAL STRAKES REV 0, DATED 25JAN2016.
LH STRAKE TRAILING EDGE WEDGE FITTING
MAIN CABIN DOOR NEEDS ADJUSTED. AFTER LANDING WITH COLD SOAKED AIRCRAFT, MAIN CABIN DOOR WILL NOT STAY IN DOWN LOCKED POSITION USING CABIN DOOR HANDLE. CORRECTIVE ACTION: ADJUSTED SUPPORT STRUT ASSY AS NEEDED. NO DEFECTS FOUND AT THIS TIME OPS CHECKS GOOD. PERFORMED WORK IAW MM 52-10-01
AISLE EMERGENCY LIGHTING ON LEFT, FRONT HALF OF THE AISLE ONLY LIGHTS FROM THE GALLEY TO JUST FORWARD OF SEAT 3 (AFT FACING SEAT ON LEFT SIDE). IT IS INOP FROM THAT POINT BACK TO MID -FUSELAGE. UPON INITIAL INVESTIGATION FOUND AISLE LIGHTING WAS COVERED BY FLOOR CARPET. PERFORMED FUNCTION TEST OF THE EMERGENCY LIGHTS IAW AMM 33-50-00-7100. FUNCTION TEST PASSED.
EMERGENCY LIGHTS BATTERY INOP ON PRE-FLIGHT. REMOVED FAULTY FWD BATTERY PACK & INSTALLED OVERHAULED BATTERY PACK IAW MM 33-50-01. REMOVED FAULTY AFT BATTERY PACK & INSTALLED OVERHAULED BATTERY PACK IAW MM 33-50-01. CONNECTED EXTERNAL POWER & CHARGED FOR 1.75 HOURS IAW MM 33-50-01. REMOVED EXTERNAL PWR & BATTERY POWER. PERFORMED E LIGHTING BATTERY PACK OPS CHECK IAW MM 33-50-01, NO DEFECTS NOTED. ALL E LIGHTS ILLUMINATED
MAIN DOOR WILL NOT LOCK IN DOWN PISITION FROM INSIDE CABIN. IT WILL LATCH DOWN FRIM OUTSIDE HANDLE. OP'S CHECKED DOOR COMFRIMED THAT IT WASNT LOCKING. ADJUSTED THE MAIN DOOR PUSH PULL ROD AND OP'S CHECKED IT MULTIPLE TIMES UNTIL I ADJUSTED IT ONE TURN FWD FROM ORIGINAL POS AND OP'S CHECK GOOD WITH NO DEFECTS NOTED. CALLED MCC AND THEY ELECT TO SIGN IT OFF ALL WORK DONE IN REF WITH CE 560 AMM 52-10-00
THE MAIN DOOR IS HEAVILY WEIGHTED TOWARDS THE CLOSED POSITION. WHEN INSIDE & CLOSING THE DOOR IT SLAMS SHUT. WHEN ON THE OUTSIDE WITH A CLOSED DOOR, VERY DIFFICULT TO OPEN. PERFORMED A GVI IAW AMM 52-10-00. A COMPLETE DOOR INTERNAL STRUCTURE DETAILED INSP PER AMM 52-10-00 REVEALED FOREIGN OBJECT FOUND INSIDE DOOR LOCKING MECHANISM. AFTER THOROUGH INTERNAL INSPECTION OF ALL BELLCRANKS & ROD ENDS FOUND NO DAMAGE TO ANY INTERNAL PARTS. LUBED DOOR INTERNAL LOCKING MECHANISMS & PERFORMED DOOR OPS AND FUNCTIONAL CHECKS WITH DOOR CLOSEOUT REMOVED & INSTALLED. DOOR OPS CHECKS ARE GOOD, DOOR SHUTS NORMALLY. CHECKED CABLE TENSIONS FOUND TO BE 142 LBS WITHIN TECH DATA LIMITS PER AMM 52-10-03.
EXTERIOR EMERGENCY LIGHTS AND AFT LEFT BULKHEAD EXIT SIGN ARE INOP WHEN THE MAIN BATTERY IS OFF. CHARGED FOR 1.5 HOURS AND HAD THE SAME RESULT.
ON TAKE OFF, RECEIVED A FLASHING HYD PRESS WITH A MASTER CAUTION AFTER FLAP RETRACTION. GEAR & FLAPS RETRACTED ON SCHEDULE. HYD PRESS, NLG UNLOCK LIGHT, & STAB MISCOMP. RAN HYD PRESS QRH. PULLED & RESET HYD CONTROL CB IAW QRH. MAINTAINED 200KTS & FL 310 IAW QRH. HYD PRESS REMAINED ILLUMINATED FOR 30 MIN JUST PRIOR TO LANDING, WHEN LIGHT EXTINGUISHED. STAB MISCOMP STAYED ON & NLG UNLOCK LIGHT. PRIOR TO APPROACH, PUT DOWN MLG & FLAPS. NORMAL INDICATIONS. 3 GREEN FOR MLG & STAB MISCOMP EXTINGUISHED. PERFORMED STRUT REPACK & OPS CHECKED GOOD, PERFORMED ENGINE RUNS & SERVICED HYD SYS, OPS & LEAK CHECKED GOOD, WORK DONE IAW AMM 32-30-00. PERFORMED CHECKS OF FLAPS & STAB, CHECKED GOOD. OPS CHECKED GEAR SWINGS, GETTING A GEAR WARNING & AN UNLOCKED ANNUNCIATOR. ADJUSTED NLG UPLOCK SWITCH, UNLOCKED LIGHT WENT AWAY BUT HORN IS STILL ON. PERFORMED STRUT REPACK & OPS CHECKED GOOD,
MAIN EXIT SIGN/LIGHT: FORWARD EMERGENCY POWER BATT PACK WILL NOT TAKE CHARGE - LIGHTS ARE OUT. // SIGNOFF // REMOVED AND REPLACED THE FWD EMERGENCY BATTERY PACK IAW CB60XLS MM 33-51-01, OPERATIONAL CHECK IS GO0D AT THIS TIME
MAIN DOOR: MAIN CABIN DOOR OPEN WITH EXTREME DIFFICULTY AFTER BEING AT ALTITUDE FOR ANYTHING OVER ONE HOUR. I.E. ONCE OPEN ON THE GROUND IT OPERATES FINE. REPEAT WRITE UP///SIGN-OFF///REPLACED SHEARED OFF BOLT AND ALL 3 ACCOUSTIC LINER SEALS IAW CE-560XLS AMM 52-10-04.OPS CHECK OK.
ACM OVERHEAT ON TAKEOFF. THERE WAS A HOT/BURN SMELL IN THE AIRCRAFT. COMPLETED CHECKLIST AND LANDED. DID NOT DECLARE AN EMERGENCY. DID NOT LAND OVER WEIGHT. COMPLIED WITH OPERATIONAL PROCEDURE. REMOVED AND REPLACED RH FLOW CONTROL VALVE. IAW 560XL MM 21-61-00. OPS CHECK GOOD.
MAIN CABIN DOOR FROZEN SHUT. OPENED EMERGENCY EXIT DOOR TO EGRESS AIRCRAFT. EMERGENCY EXIT DOOR REQUIRES REINSTALLATION. COMPLIED WITH TASK T2PL6D007YVC5. INSPECTED THE CABIN EMERGENCY EXIT DOOR AND SURROUNDING AREAS FOR DEFECTS. NO DEFECTS NOTED. INSTALLED THE CABIN EMERGENCY EXIT DOOR ASSEMBLY. OPERATIONAL CHECK WAS GOOD. ALL WORK COMPLIED WITH, IAW THE MAINTENANCE MANUAL CHAPTER 52-20-00.
WHILE TAXIING IN, THE "LOW BRAKE PRESSURE" AND "ANTI SKID INOP" AMBER MESSAGES ILLUMINATED. A FEW SECONDS LATER, THE BRAKE PEDALS WENT TO THE FLOOR AND WE HAD ALMOST NO BRAKES. NO BREAKERS WERE TRIPPED. SIGN OFF. REMOVED POWER BRAKE RELIEF VALVE CAUSING LOW PRESSURE P/N 1785-2 S/N 1371 AND INSTALLED OVH BRAKE RELIEF VALVE, IAW 560XLS AMM CH 32-44-20. OPERATIONS CHECK GOOD.
THE MAIN CABIN DOOR IS OUT OF ADJUSTMENT. IT IS HARD TO OPEN FROM THE INSIDE AND IT SLAMS SHUT WHEN CLOSING.ADJUSTED CABIN ENTRY DOOR COUNTERBALANCE ASSEMBLY IAW CE-560XLS AMM.
RIGHT NOSE LG DOOR SKIN CRACKED AT THE LATCH.
DURING CRUISE FLIGHT AT FL400 AFTER 25 MINUTES AT FL400 A STRONG SMELL OF BURNING WIRES. THAT SMELL CONTINUED ON THE FLIGHT DECK THEN AFTER 15 MINUTES OF THE BURNING SMELL THE RIGHT WINDSHIELD HEAT FAULT LIGHT ANNUNCIATOR ILLUMINATED. WE THEN DECLARED AN EMERGENCY AND DIVERTED TO KAVL. TROUBLESHOOTING REVEALED P3 TERMINAL ON WINDSHIELD BURNED. REMOVED DAMAGED WINDSHIELD (RIGHT) AND INSTALLED NEW WINDSHIELD IAW AMM 56-11-00. CUT OFF DAMAGED END OF P3 WIRE AND REPLACED TERMINAL END IAW WDM 20-10-06. INSTALLED NEW WINDSHIELD COATING PLACARD P/N: 6200181-164, WITH REFERENCE TO AMM 11-00-00. OPERATIONAL AND LEAK CHECKS GOOD.
RIGHT LOWER WING SKIN AT RWS 143.07 DENTED, REPAIRED IAW ERO-877762.
CORROSION FOUND UNDER THE DATA PLATE ON THE TAILCONE. REPAIRED CORROSION IAW DQ6626.
CORROSION FOUND IN MULTIPLE LOCATIONS ON THE UPPER SIDE OF THE LT AND RT WINGS. REPAIRED IAW REPAIR S-560XL-5805/06RD.
CORROSION FOUND IN MULTIPLE LOCATIONS ON THE UPPER SIDE OF THE LT AND RT WINGS. REPAIRED IAW REPAIR S-560XL-5805/06RD.
GOUGES ON LT AND RT FWD SIDE OF THE VERTICAL SPAR. GOUGE DAMAGE WAS FOUND ON THE FWD SURFACE OF THE LOWER AFT VERTICAL STABILIZER SPAR WEB. REPAIRED IAW SR 5805/05RD.
A GOUGE & A SCRATCH WERE FOUND ON THE AFT SIDE OF THE 6611371-1 AFT PRESS BULKHEAD BOND ASSEMBLY AT FS 373.75, RBL 29.63, WL 114.27, NEAR STRINGER 11R. THE GOUGE WAS APPROX 0.173 INCHES IN DIAMETER & 0.013 INCHES DEEP. THE SCRATCH WAS 0.75 INCHES LONG & NEGLIGIBLE DEPTH. THE DAMAGE AFFECTED THE 6211085-35 RADIAL STRAP. THE DAMAGE WAS DUE TO CONTACT WITH AN AN3 BOLT FOR CLAMPS ON FUEL LINES. THE TOTAL BONDED THICKNESS IN THIS AREA IS 0.089 INCHES. REPAIRED IAW S-560XL-5805 04.
WHEN LANDING, LEFT MAIN GEAR DIDN'T HAVE GREEN LIGHT. PERFORMED EMERGENCY GEAR EXTENSION. FOUND THE LT GEAR DOWN & LOCK LIGHT BULBS INOPERATIVE. REMOVED THE FAILED INDICATOR BULBS & INSTALLED NEW BULBS. JACKED ACFT & CYCLED THE GEAR SEVERAL TIMES WITH NO FAILURES. DOWN JACKED ACFT. OPERATIONAL TESTS CHECKED GOOD IAW MM 32-30. BULB REMOVED & INSTALLED . VERIFIED THAT THE LANDING GEAR SHUTTLE VALVES WERE RESET AFTER THE GEAR BLOW DOWN.
FOUND GROOVES WORN INTO SHAFT OF THE 2 SCREWS THAT ENTER INTO THE RUDDER ACTUATOR ASSEMBLY. ACFT IS SET FOR CRUISE CONFIGURATION: DURING FLIGHT, TAIL VIBRATES CAUSING GROOVES TO WEAR INTO SHAFT OF SCREWS AT POINT WHERE SCREWS ENTER INTO ACTUATOR.
TWO PUSH/PULL TUBES THAT ATTACH TO THE AFT ELEVATOR BELLCRANK, WHEN TORQUING ATTACHING HARDWARE, THE NUT SHANKS OUT ON THE BOLT, ALLOWING THE BOLT TO BE ROTATED BY AND AND CAUSING WEAR IN THE BELLCRANK ATTAHCH HOLE. THIS WEAR CAUSES EXCESSIVE PLAY AT THE ATTACH POINT, IN TURN ALLOWING THE BOLT TO BEGIN ROCKING BACK AND FORTH IN THE HOLE AND RESULTING IN CHAFING BETWEEN ATTACHED PARTS. WHEN INSTALLING HARDWARE ASSURE NUT DOES NOT SHANK OUT ON BOLT. REPLACE BOLT IF WORN AND ADD WASHERS AS REQUIRED TO PREVENT NUT FROM SHANKING OUT ON THE BOLT.
ELEVATOR TRIM TAB JAMMED AND COULD NOT BE MOVED ELECTRICALLY OR MANUALLY. FLIGHT WAS AT 41000' AND THE PITCH TRIM ANNUNCIATOR ILLUMINATED DESCENDING THROUGH 34000'. THE TRIM TAB REMAINED LOCKED IN POSITION UNTIL 19000' WERE ABLE TO MANUALLY BREAK IT LOOSE. REMOVED LT ACTUATOR, PN 6660161-13, RT ACT PN 6660161-14. INSTALLED NEW ACTUATORS IAW MM 27-32-03. COMPLETED TRIM TAB RIGGING IAW MM 27-31-00 SYS, OPS CHECKED GOOD.
RED HEADING AND ATTITUDE FAIL MESSAGE ON THE NR 2 PFD. REMOVED FAULTY NR 2 AHRS & INSTALLED. OPS CHECKED REPAIRED UNIT IAW MM 34-21-01. OPS CHECKED GOOD.
DURING THE DESCENT FROM 39000' THE PITCH TRIM ANNUNCIATION ON THE PFDS CAME ON. WITH THE AUTOPILOT OFF THE TRIM WHEEL COULD NOT BE TRIMMED ANY FURTHER FWD. AT LOWER ALTITUDES THE TRIM WORKED FREELY. PURGED AND LUBRICATED THE ELEVATOR TRIM ACTUATORS, INSPECTED THE MANUAL TRIM CONTROL WHEEL. NO DEFECTS NOTED. INSPECTED THE TRIM INDICATOR THE TRIM TAB HARDWARE, AND THE TRIM ACTUATORS. NO FAULTS FOUND. INSPECTED THE MANUAL TRIM CONTROL WHEEL CHAIN. NO FAULTS FOUND. RAN THE TRIM SYS ELECTRICALLY AND MANUALLY SEVERAL TIMES. OPS TESTS GOOD. WORK DONE IAW MM CH 12-21-01.
ON FINAL APPROACH THE LT MLG FAILED TO FULLY EXTEND TO GIVE A GREEN DOWN AND LOCKED LIGHT INDICATION. THE LANDING GEAR WAS BLOWN DOWN IAW THE EMERGENCY CHECKLIST. WHEN PNEUMATIC PRESSURE WAS APPLIED, THE LT MAIN GEAR FULLY EXTENDED GIVING A GREEN LIGHT INDICATION. THERE IS EVIDENCE OF LIGHT HYD FLUID LEAKAGE ON THE LT MAIN GEAR STRUT. JACKED ACFT, COMPLETED LAST GEAR DOWN FUNCTIONAL, WITH NO FAULTS. FROZEN LT MAIN DOWN LOCK SWITCH, FAULT OCCURED, OHMED SWITCH FOUND SWITCH STUCK OPEN ON INDICATING SIDE, CONTROL SIDE IS NORMAL. R & R SWITCH WITH NEW SWITCH IAW MM 32-30-04. OPS CHECK NORMAL. RESET AND SERVICED GEAR BOTTLE IAW MM 12-13-01.
THE RUDDER CONTROL CABLES PASS THROUGH A PLASTIC GUIDE TUBE BETWEEN WING AND FUSELAGE. THIS GUIDE TUBE IS NOT SUPPORTED AT AFT END. IT IS TOO SHORT TO PASS THROUGH THE SUPPLIED SUPPORT CLAMP. SB560XL-27-20 ADDRESSES THIS CONDITION BUT IS NOT APPLICABLE TO THIS SN ACFT. ON THIS ACFT, THE INTENT OF THE SB WAS INCORPORATED DURING PRODUCTION. REPLACEMENT OF THE GUIDE TUBE WITH A LONGER TUBE WOULD CORRECT THE PROBLEM BUT DUE TO ACCESS DIFFICULTY, REPLACEMENT IS NOT REALLY FEASIBLE. MFG ENGINEERING SUPPLIED DWGS TO CORRECT THE SITUATION ON THIS ACFT.
CHECKED ALL FLT. CONTROL CABLES (PRIMARY) IAW MM 27-10-00, 27-20-00 & 27-30-00. ADJUSTED & CHECKED AILERON WING, FUSELAGE & SERVO CABLE TENSION IAW MM 27-10-00. ADJUSTED & CHECKED ELEVATOR & RUDDER CABLES IAW MM 27-31-00 & 27-20-00.
EXCESSIVE VIBRATION IN CONTROL YOKE/COLUMN STARTING AT 230 KTS, APPROX 9-10K FT, CONTINUED AT ALL A/S AND ALTITUDES ABOVE THAT. REPEAT WRITE-UP. VIBRATES WITH AUTOPILOT ON OR OFF.
STAB MISCOMPARE ILLUMINATED AFTER TAKOFF, RAN CHECKLIST AND LIGHT WENT OUT AFTER THE HYD CONTROL C/B WAS CYCLED. FOUND HORIZ STAB ACTUATOR BYPASSING HYDRO FLUID. REMOVED AND REPLACED STAB ACTUATOR. LEAK AND OPS CHECK GOOD. IAW MM 27-40-00.