N613QS
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 |
| NETJETS AVIATION, INC. (DXTA) | Operator | 2008-04-15 – 2008-04-15 | Operator named in NTSB report |
| NetJets Aviation, Inc. (Program Manager) | Operator | 2008-04-15 – 2008-04-15 | Operator named in NTSB report |
Accident & incident history
Maintenance disclosures
UPON TAXI OUT APPLYING LIGHT BRAKING, THE LEFT BRAKE MAKES A CHATTERING SOUND AND VIBRATES. GOING SLIGHTLY FASTER THAN NORMAL TAXI SPEED AND APPLYING HEAVIER BRAKING, THE AIRCRAFT PULLS TO THE RIGHT. PERFORMED BLEEDING OF THE POWER BRAKE SYSTEM, PERFORMED OPERATIONAL CHECK WITH NO FAULTS FOUND. ALL WORK DONE WITH REFERENCE TO AMM-32-44-00.
LEFT MLG BRAKE: LEFT MLG GEAR BRAKE IS GRABBING AND CHATTERING AT LOW TAXI SPEEDS. INTERMITTENT. REPEAT WRITEUP. LEFT MLG BRAKE: LEFT MLG GEAR BRAKE IS GRABBING AND CHATTERING AT LOW TAXI SPEEDS. INTERMITTENT. REPEAT WRITE UP. REVIEWED PAST HISTORY REGARDING BRAKE CHATTER. CONTACTED TEXTRON TEAM 560XL, SPOKE WITH JERRY. HE RECOMMENDED TO CHECK BRAKES FOR AIR IN THE SYSTEM, POSSIBLE BRAKE BLEED OR POSSIBLE N2 PRESSURE LEAKING IN TO THE HYDRAULIC BRAKE SYSTEM FROM THE EMERGENCY BRAKE BOTTLE. CHECKED BOTH BRAKES AT THE UPPERMOST BRAKE BLEED PORT FOR AIR, NO AIR WAS NOTED. CALLED NETJETS MCC AND SPOKE WITH ADAM. HE RECOMMENDED TO ATTEMPT TO DUPLICATE THE DISCREPANCY DURING A MAINTENANCE TAXI CHECK AND REPLACE THE BRAKE METERING VALVE SPRINGS. PERFORMED TAXI CHECK OF AIRCRAFT, WAS ABLE TO GET THE L/H BRAKE TO CHATTER MULTIPLE TIMES AT LOWER TAXI SPEED WITH MINIMAL INPUT FROM THE BRAKE PEDAL. NOTED THAT WITH HARDER BRAKING BRAKES DID NOT CHATTER. REPLACED BRAKE METERING VALVE SPRING WITH NEW P/N 6617503-8 IA W CE560XL MM 32-44-20. OPS CHECK NEEDED. VERIFIED WORK PERFORMED PERFORMED TAXI CHECK OF AIRCRAFT, NO FURTHER DISCREPANCIES NOTED WHEN BRAKING AT AND SPEED OR BRAKE PRESSURE APPLIED. ORIGINAL SUBMISSION DATE: 01/29/2024
DURING TAXI AFTER LANDING THE LT BRAKE WAS GRABBING HARD ENOUGH TO LOCK UP THE TIRE. REMOVED AND REPLACED L/H BRAKE ASSY IAW CE560XLAMM 32·42·01, PERFORMED BRAKE ASSY L/H AND R/H BLEEDING PROCEDURE. BLEED CHECKED OK. LT AND RT BRAKE ASSY LEAK CHECKED OK, PERFORMED L/H AND R/H BRAKE ASSY OPS CHECKS. NO FURTHER DEFECTS NOTED AT THIS TIME. TAXI AIRCRAFT, NO DEFECTS, BRAKES APPLY NORMALLY, NO GRABBING, ALL WORK PERFORMED IAW AMM 32-42-01.
MAIN DOOR: MAIN CABIN DOOR HANDLE REQUIRES EXCESSIVE FORCE TO CLOSE OR OPEN DOOR. PROGRESSIVELY GETTING WORSE //SIGNOFF// LUBED ALL DOOR PINS AND ADJUSTED DOOR SOCKETS, DOOR NOW OPENS NORMALLY FROM THE INSIDE AND OUTSIDE IAW CE-S&OXL/XLS MM 52-10-0L
ON TAKE OFF COULD NOT RETRACT LANDING GEAR UNTIL THIRD ATTEMPT. CYCLED GEAR IN FLIGHT WITH NORMAL FUNCTION. REMOVED LANDING GEAR CONTROL PN: 9912550-1 SN: M8807, OK TO INSTALL (R,DODS 9/04/23) INSTALLED NEW LANDING GEAR CONTROL PN: 9912550-1 SN: 00295 IAW CESSNA 560XL MM 32-30-01. PERFORMED OPERATIONAL CHECK. NO DEFECTS NOTED.
MLG: MLG- UPLOCK RED-GEAR UNLOCK LIGHT REMAINED ILLUMINATED AFTER GEAR RETRACTION. RAN QRH, CYCLED THE GEAR AND GEAR UNLOCK LIGHT WOULD NOT EXTINGUISH. JACKED UP AIRCRAFT AND REMOVED AND REPLACED NOSE LANDING GEAR UPLOCK SWITCH IAW CE-560XLS AMM 32-30-05. PERFORMOED SEVERAL GEAR SWINGS AND UNLOCK( LIGHT WENT AWAY AS NORMAL IAW CE-560XLS AMM 32-01-00.
NOSE GEAR: AFTER TAKEOFF, RETRACTION OF GEAR FOLLOWED BY FLAP RETRACT , THE HYD PRESS AND STAB MISCOMPARE ANNUNCIATORS ILLUMINATED AND THE UNLOCK LIGHT WITH THE NOSE GEAR SHOWING NOT RETRACTED IS ALSO DISPLAYED. FOLLOWED CHECKLISTS AND WAS ABLE TO EXTEND GEAR AND FLAPS. // SIGNOFF// JACKED AIRCRAFT. VERIFIED DISCREPANCY. REMOVED SUSPECTED FAULTY NLG UPâ¢LOCK ACTUATOR AND INSTALLED NEW LISTED BELOW I/A/W CE·560XLS AMM 32-30-05. REMOVED AND REPLACED LEFT AND RIGHT UPLOCK BRAKCETS AND ROLLERS I/ A/W CE·560XLS CMM 32·20·01. CHECKED AND RIGGED NLG UP LOCK SWITCH I/ A/W CE·S60XLS AMM 32-30-05. OPERATIONAL CHECKS SATISFACTORY. SERVICED HYDRAULICS 1/A/W CE·S60XLS AMM 12·12·01. DOWN JACKED AIRCRAFT. RE-SET HR METER CB.
WHEN OPENING DOOR WITH INTEGRATED DOOR HANDLE NOTICED EXCESSIVE FORCE NEEDED TO UNSEAT DOOR. ADJUSTED COUNTER-BALANCE SPRINGS AS NEEDED IAW CES60XL AMM CHAPTER 52-10-03. RE-INSTALLED STEPS IAW CE560XL AMM CHAPTER 52-10-02. PERFORMED MULTIPLE SUCCESFUL OPS CHECKS WITH NO DEFECTS NOTED AT THIS TIME. ORIG SUB DATE: 1/10/2023
LEFT MLG TIRE: LEFT MAIN TIRE BLEW ON ROLL OUT AFTER LANDING RUNWAY 22 LEXINGTON. (AIRPORT HAS A/C OUT OF THE WAY NOW.)//CORRECTIVE ACTION// REMOVE AND REPLACE WHEEL ASSY NO DEFECTS NOTED.
CLIMBING THROUGH 27,500 FT, THE PITCH TRIM ANNUNCIATOR ILLUMINATED ON BOTH PFDS. THE AUTOMATION WAS DISENGAGED. WE LEVELED AT FL 280. WE ATTEMPTED TO MOVE THE THE TRIM VIA THE YOKE SWITCH AND IT DID NOT RESPOND. WE WERE ABLE TO MANIPULATE THE MANUAL TRIM WHEEL. WE MANUALLY PULLED THE PITCH TRIM CIRCUIT BREAKER AND RESET IT. WE ALSO OBSERVED THAT THE FLAP INDICATOR WAS NOT AT 0. THE FLAP HANDLE WAS CYCLED & THE INDICATOR MOVED TO 0. WE DID NOT OBSERVE A HYDRAULULIC PRESS LIGHT OR STAB MISCOMPARE ON THE ANNUNCIATOR. PLEASE NOTE: WE DE-ICED IN ASE & TEMPERATURES WERE BELOW FREEZING. AS THE FLIGHT CONTINUED INTO WARMER AIR THE TRIM BEHAVED NORMALLY AND WE LANDED WITHOUT INCIDENT. "CORRECTIVE ACTION" CHECKED ELECTRIC ELEVATOR TRIM ACTUATOR TORQUE AND NOTED THAT IT WAS LOW. REMOVED ELECTRIC ELEVATOR TRIM ACTUATOR AND MOUNTING PAD, ADJUSTED. TORQUE AND REINSTALLED ACTUATOR AND MOUNTING PAD. IAW THE CESSNA 560XL MM CHAPTER 27-32-04.
CLIMBING THROUGH 27,500 FT, THE PITCH TRIM ANNUNCIATOR ILLUMINATED ON BOTH PFDS. THE AUTOMATION WAS DISENGAGED. WE LEVELED AT FL 280. WE ATTEMPTED TO MOVE THE TRIM VIA THE YOKE SWITCH AND IT DID NOT RESPOND. WE WERE ABLE TO MANIPULATE THE MANUAL TRIM WHEEL. WE MANUALLY PULLED THE PITCH TRIM CIRCUIT BREAKER AND RESET IT. WE ALSO OBSERVED THAT THE FLAP INDICATOR WAS NOT AT 0. THE FLAP HANDLE WAS CYCLED & THE INDICATOR MOVED TO 0. WE DID NOT OBSERVE A HYDRAULIC PRESS LIGHT OR STAB MISCOMPARE ON THE ANNUNCIATOR. PLEASE NOTE: WE DE-ICED IN ASE & TEMPERATURES WERE BELOW FREEZING. AS THE FLIGHT CONTINUED INTO WARMER AIR THE TRIM BEHAVED NORMALLY AND WE LANDED WITHOUT INCIDENT.
CABIN PRESSURIZATION CONTROL NOT PRESSURIZING - PRESSURIZATION QUIT WORKING AS WE CLIMBED TO A HIGHER ALTITUDE. GOING THROUGH 31,500 FEET I FELT THAT THE CABIN PRESSURE DIDN'T FEEL RIGHT. I LOOKED AND THE CABIN WAS AROUND 7,000 FEET, CLIMBING AT 1000 FEET PER MINUTE WITH A DIFFERENTIAL OF 7 PSI. WE STOPPED OUR CLIMB AT 32,000 FEET AND THE CABIN CONTINUED TO CLIMB SLOWLY. WE ASKED FOR FL200 AND GOT CLEARANCE. AS WE DESCENDED TO FL200 THE CABIN ALTITUDE LIGHT CAME ON. WE RAN THE CHECKLIST AND DECLARED AN EMERGENCY. CABIN ALTITUDE NEVER GOT ABOVE 12,500. AS WE GOT BELOW 10,000 MSL FEET THE CABIN ALTITUDE CONTINUED DESCENDING.
CABIN PRESSURIZATION CONTROL NOT PRESSURIZING - PRESSURIZATION QUIT WORKING AS WE CLIMBED TO A HIGHER ALTITUDE. GOING THROUGH 31,500 FEET I FELT THAT THE CABIN PRESSURE DIDN'T FEEL RIGHT. I LOOKED AND THE CABIN WAS AROUND 7,000 FEET, CLIMBING AT 1000 FEET PER MINUTE WITH A DIFFERENTIAL OF 7 PSI. WE STOPPED OUR CLIMB AT 32,000 FEET AND THE CABIN CONTINUED TO CLIMB SLOWLY. WE ASKED FOR FL200 AND GOT CLEARANCE. AS WE DESCENDED TO FL200 THE CABIN ALTITUDE LIGHT CAME ON. WE RAN THE CHECKLIST AND DECLARED AN EMERGENCY. CABIN ALTITUDE NEVER GOT ABOVE 12,500. AS WE GOT BELOW 10,000 MSL FEET THE CABIN ALTITUDE CONTINUED DESCENDING. ///SIGN-OFF/// INSPECTED AFT EQUIPMENT BAY AND FOUND THE ACM ANTI-ICE VALVE NOT CONNECTED TO ACM. SUSPECT MASSIVE LEAK CAUSING FAILURE. REPLACED PRESSURIZATION CONTROLLER P/N 52770-116 PER AMCC REQUEST IAW 560XL MM CHAPT.21-30-00. CONNECTED VALVE IAW 560XL MM CHAPT. 21-22-00. OPS GOOD.
RIGHT MLG LANDING GEAR UNLOCK LIGHT ILLUMINATED, AFTER GEAR SELECTED DOWN, THE RIGHT MLG LIGHTS DID NOT ILLUMINATE AND THE GEAR UNSAFE LIGHT REMAINED ON. AFTER COMPLETING THE EMERGENCY GEAR CHECKLIST, STILL WAS THE UNSAFE LIGHT, GEAR HORN ON AND NO LIGHTS ON THE RIGHT MAIN GEAR. DECLARED AN EMERGENCY AND LANDED SAFELY. AFTER INSPECTION HAD THE PLANE TOWED INTO THE SERVICE CENTER. REMOVED THE RT MLG ACTUATOR IAW MM 32-30-04. INSTALLED A NEW RT MLG ACUATOR IAW MM 32-30-04, LEAK AND OPS CHECKED AND CAMBER CHECKED GOOD. PERFORMED CAMBER CHECK IAW MM 32-10-00. PERFORMED LANDING GEAR FUNCTIONAL CHECK IAW 32-01-00 OPS AND LEAK CHECKED GOOD.
AIRFRAME VIBRATION - IN CRUISE FLIGHT AT FL410 WE EXPERIENCED AN AIRFRAME VIBRATION. IT SOUNDED LIKE A PUMP RUNNING ON AND OFF AND SOUNDED LIKE A DEEPER BASS TYPE OF NOISE. THIS NOISE WAS VERY PRONOUNCED WITH OR WITHOUT HEADSETS. CREW LOOKED AT WINGS AND THERE WAS NO EVIDENCE IN FLIGHT THAT IT WAS THAT AND WE DID NOT SEE ANY EVIDENCE OF IT BEING AN OUTFLOW VALVE. THE VIBRATION AND NOISE COULD BE FELT IN THE FLOOR AND HEARD THROUGHOUT THE CABIN BUT NOT MUCH VIBRATION IN THE FLIGHT CONTROLS. THIS NOISE PERSISTED ON THE DECSENT WHEN WE SLOWED THE AIRCRAFT BUT WAS NOT AS PRONOUNCED. **SUPPLEMENTAL INFORMATION - PRESSURIZED A/C WITH SHOP AIR AND ENGINES, NO ABNORMAL VIBRATIONS OR SOUNDS NOTED. INSPECTED MED DOOR SEALS, NO DEFECTS NOTED. INSPECTED LANDING GEAR RETRACTED AND EXTENDED FOR ALIGNMENT ISSUES, NO DISCREPANCIES NOTED. DONE IAW MM 21-30-00, 52-10-00, 32-10-00.
ON ARRIVAL AT GXY, DESCENDING THRU 27000 THE RIGHT PFD WENT BLANK AND CAME BACK ON ABOUT 2 SECONDS LATER. THERE WAS A HOT ELECTRICAL ODOR BRIEFLY, NO SMOKE WAS DETECTED. I FELT AROUND AND UNDER INSTRUMENT PANEL AND NOTHING FELT HOT. CORRECTIVE ACTION: REMOVED RT PFD FROM DONOR AIRCRAFT P/N - 7023460-05001, S/N - 04050483. FOR CONTINUED USE ON N613QS RT PFD POSITION IAW MM 34-28-00. OPS CHECK GOOD.
DURING LANDING ROLLOUT, ANTI-SKID ANNUNCIATOR ILLUMINATED. AFTER EXITING THE RUNWAY, LOW BREAK PRESSURE ILLUMINATED. PWR BRAKES CIRCUIT BREAKER TRIPPED. RESET THE CIRCUIT BREAKER, SERVICED BRAKE ACCUMULATOR TO FULL, CHECKED ACCUMULATOR FOUND PRESSURE NORMAL. NO BITE FAULTS. CYCLED BRAKES AND FOUND SYSTEM TO FUNCTION NORMAL.
BURNING SMELL COMING FROM INSIDE PAX DOOR. STRONG ENOUGH TO BE SMELLED IN THE COCKPIT. SUSPECT BURNING SMELL IN PASSENGER DOOR WAS LOWER AFT STEP LIGHT HAVING BURNT OUT. BULB WAS REPLACED. RAN APU AND ENGINES WITH NO SMELL IN COCKPIT OR CABIN. POWER WAS ON AIRCRAFT FOR SEVERAL HOURS WHILE WORKING OTHER SQUAWKS WITH NO SMELL IN COCKPIT OR CABIN. SUFFICIENT INVESTIGATION WAS GIVEN AND NO DISCREPANCY AT THIS TIME.
DURING CLIMB AROUND 8,000 FT, THE MASTER WARNING LIGHT ILLUMINATED WITH NO INDICATION WHY. IT WAS RESET & IT ILLUMINATED AGAIN WITH A BATTERY OVER TEMP ABOVE 160 FLASHING ANNUNCIATOR LIGHT. THE MASTER WARNING LIGHT REPEATEDLY ILLUMINATED AFTER BEING RESET. THE BATTERY TEMP GAUGE INDICATED A STEADY 73 DEGREES. AFTER A PRECAUTIONARY LANDING, 10 MINUTES LATER, THE BATTERY CASE FELT COOL TO THE TOUCH. FOUND BATTERY INTERNAL TEMP PROBE FAULTY. R & R BATTERY WITH TESTED SERVICEABLE UNIT IAW MM CHAP 24-21-00. OPERATIONS CHECKED GOOD. NO FURTHER FAULTY TEMP INDICATIONS.
AFT HINGE FITTING FOR CABIN ENTRY DOOR, FUSELAGE SIDE, IS CORRODED. R & R AFT HINGE IAW SRM 51-40-03.
AFTER DEPARTURE AND DURING CLIMBOUT, NOTICED SIGNIFICANT RT AILERON HAD TO BE APPLIED TO KEEP PLANE LEVEL. ACFT ACCELERATED TO 200 KTS AND MORE RT AILERON CONTROL FORCE NEEDED. WITH THE AILERON TRIM CENTERED NEUTRAL, ACFT WOULD BANK HARD LT TO 30 DEGREES WITHIN A FEW SECONDS. ACFT WOULD HAVE KEPT BANKING HARD LEFT. HAD TO MOVE THE AILERON TRIM ALMOST HALF TO THE RT ON THE SCALE TO MAINTAIN LEVEL FLIGHT. FUEL WAS BALANCED THE WHOLE TIME. ADJUSTED AILERON CABLE'S SPEC IAW MM 27-10-00 (REV 30) AILERON & AILERON TRIM TRAVEL CHECK'S GOOD IAW MM 27-10-00. (REV 30)
AT CLIMB OUT RT LOW OIL PRESSURE ANNUNCIATOR ILLUMINATED, REDUCED POWER ON RIGHT ENGINE, PERFORMED CHECKLIST AND SHUT DOWN RT ENGINE. MOTORED ENGINE. OIL PRESS ROSE TO 35PSI AT 25% N2. C/W ENGINE START. ALL INDICATIONS NORMAL. ENGINE IDLE FOR APPROX FIVE MIN WITH ALL INDICATIONS NORMAL. NORMAL OIL TEMPS AND NORMAL OIL TEMPS AND ITT OBSERVED. NO EXTERNAL OIL LEAKS FOUND. OIL LEVEL IN SIGHT GLASS BETWEEN MIN & MAX MARK. NO DEFECTS FOUND WITH INDICATION SYSTEM. NO DEBRIS FOUND ON CHIP DETECTOR OR OIL FILTER. REMOVE & REPLACE RT ENGINE PER BOB LECHANCE DUE TO CREW WRITE UP. REMOVED & REPLACE RT ENGINE. C/W SATISFACTORY OPERATIONAL & LEAK CHECKS IAW MM 71-00-03.
GEAR RETRACTED DURING LANDING ROLLOUT. MALFUNCTION UNDER INVESTIGATION.
AT HIGH POWER SETTING, LT ENGINE FIRE WARNING LIGHT FLICKERED ON AND OFF (VERY DIM) NEVER CAME ON FULL BRIGHT. FOUND FIRE DETECTOR CONTROL UNIT BAD. INSTALLED NEW CONTROL UNIT IAW THE MM 26-11-02. OPS CHECKED GOOD.
AT 34.0 FT IB TO MSP LT ENGINE, ENGINE FIRE LIGHT BLINKED ON AND OFF ABOUT 10 TIMES A MIN FOR 10 MIN INSPECTED LT ENGINE FIRE LOOP CONNECTIONS. INSPECTED FIRE LOOP AND FOUND CONTACTING LINE FROM FUEL/OIL HEAT EXCHANGER. REPOSITIONED FIRE LOOP TO MAINTAIN CLEARANCE IAW AMM 26-11-01. PERFORMED SYS TEST IAW AMM 26-11-00. SYSTEM CHECK IAW PROCEDURE.
WHILE TAXIING, WE LOST OUR BRAKES AND USED EMERGENCY BRAKES TO STOP. FOUND PWR BRAKE CB PULLED. BLED BRAKES COMPLETED OPERATIONAL CHECK OF ANTI-SKID SYSTEM AND OPERATIONAL CHECK OF EMERGENCY BRAKE SYSTEM. TAXIED ACFT TO ACCOMPLISH OPS CEHCK OF BRAKES OPS CHECK GOOD. ALL WORK DONE IAW 32-44-00 OF THE CE-560XLMM.