N646QS
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
EMERGENCY LIGHTS TEST FAIL. NO EMERGENCY LIGHTS COME ON WITH THE EMER LTS SWITCH IN THE ARM POSITION. ATTEMPTED TO RECHARGE EMERGENCY BATTERIES WITH TWO 30 MINUTE CHARGING PERIODS WITH NO CHANGE. REPEAT WRITE UP. COMPLIED WITH EMERGENCY LIGHTING OPERATIONAL CHECK I/A/W CE 680A M/M 33-50-00 OPS CHECK GOOD AT THIS TIME.
MAIN DOOR HANDLE: MAIN DOOR HANDLE TAKES EXCESSIVE FORCE IN LAST PART OF MOVEMENT TO GET DOOR OPEN. //SIGNOFF// PERFORMED CABIN ENTRY DOOR INSPECTION IAW CE-560XLS MM CH 52-10-01 COULD NOT DUPLICATE FAULT NO DEFECTS NOTED OPS CHECK GOOD
MAIN DOOR: IN FLIGHT AT 41000 FEET GOT THE AMBER CABIN DOOR OPEN CAS MESSAGE. UPON ARRIVAL WE CYCLED THE DOOR AND STILL HAVE MESSAGE PLUS THE UNSAFE LIGHT ON DOOR HANDLE. NO AUDIBLE CLICK AND NO FLAGS IN SIGHT GAUGES. // SIGNOFF// PERFORMED OF ARES AND FWD'D TO TEXTRON AND MCC FOR EVALUATION AS REQUIRED. INTEROGATED CMC FOR ALERT ID 1404 ACCESSED MED SECURING PAWL DOOR PROX SWITCH SC007 AND ROTARY SOLENOID. PLACED BOTH ON ORDER WITH MCC. NO SHIPPING AT THIS TIME. FOUND THE CABIN DOOR LOCK SOLENOID TO BE FAULTY. REMOVED AND REPLACED CABIN DOOR LOCK SOLENOID AND INSTALLED NEW LOCK SOLENOID, MX PERFORMED IAW CE-680A MM 52-70-15. NO DEFECTS NOTED , OPS CHECK GOOD AT THIS TIME. ORIGINAL SUBMISSION DATE: 10/7/2022
RIGHT MLG BRAKE: RIGHT MAIN BRAKE IS VERY SOFT. HARD TO MAINTAIN DIRECTIONAL CONTROL ON LANDING. // SIGNOFF// BLED AIR FROM THE RH IB BRAKE. NO AIR FOUND IN RH OB BRAKE. PERFORMED TAXI CHECKS WHILE MONITORING THE PRESSURES ON THE MAINTENANCE DATA PAGE. BRAKES ARE APPLYING PRESSURE EVENLY. PEDALS FEEL EQUALLY FIRM, NOT SOFT. NO DISCREPANCIES NOTED AT THIS TIME. ALL WORK PERFORMED PER CESSNA 680A AMM 32-42-00. SERVICED HYDRAULIC RESERVOIR WITH 2 QT OF MIL-PRF-87257 PER CESSNA 680A AMM 12-10-30.
APU FIRE BOTTLE: AT FL350 IN DECENT THE WHITE FIRE BTL LOW BAG - APU CAME ON. POSSIBLE SMELL OF HALON IN AFT BAGGAGE ALSO. LEFT ENGINE FIRE DETECTION LIGHT: AT FL 350 LEFT ENG FIRE DETECT LIGHT FLASHED THEN WENT OFF. //SIGNOFF // DOWNLOADED ARES DATA AND FORWARDED TO TEAM LATITUDE. VIEWED CDMS AND ARES DATA AND FOUND THAT AFT APU/BAGGAGE FIRE BOTTLE AND FORWARD BAGGAGE BOTTLE SQUIBS DISCHARGED. HAD AFT APU/BAGGAGE FIRE BOTTLE IN HAND. ORDERED FORWARD BAGGAGE FIRE BOTTLE P/N 9914712-7. VERIFIED INPUTS TO L/H AND R/H FIRE AND SMOKE PCB'S WERE GOOD AT TIME OF DISCHARGE. NO EVIDENCE OF BAGGAGE FIRE OR INADVERTENT BUTTON PUSH TO DISCHARGE BOTTLES. VERIFIED WIRING FROM BAGGAGE BOTTLE BUTTONS AND BAGGAGE BOTTLE CONNECTORS TO L/H AND R/H FIRE/SMOKE PCB'S. NO DISCREPANCIES NOTED. PURGED FORWARD AND AFT BOTTLE DISCHARGE LINES WITH NITROGEN IAW CE-680A MM CHAPTER 26-25-00. REMOVED AFT APU/BAGGAGE BOTTLE P/N 33100028-2(CESSNA P/N 9914712-3) S/N 81296B1 AND INSTALLED P/N 33100028-2 S/N 58008B1 IAW CE-680A MM CHAPTER 26-25-05. OPERATIONAL CHECK SATISFACTORY. REMOVED FORWARD BAGGAGE FIRE BOTTLE P/N 34600103-3(CESSNA P/N 9914712-7) S/N 01337G1 AND INSTALLED NEW BOTTLE P/N 9914712-7 01500G1 IAW CE-680A MM CHAPTER 26-25-20. OPERATIONAL CHECK SATISFACTORY. DUE TO INADVERTENT BOTTLE DISCHARGE AND L/H ENGINE FIRE LIGHT FLASHING MOMENTARILY(ORDER# 100025958), REMOVED L/H FIRE AND SMOKE PCB, NZ108, P/N 6968015-5 S/N 0848 AND INSTALLED P/N 6918015-5 S/N 0811 IAW CE-680A MM CHAPTER 24-60-35. OPERATIONAL CHECK SATISFACTORY. CLOSED AFT BAGGAGE ACCESS PANELS. BAGGAGE COMPARTMENT FIRE EXTINGUISHING SYSTEM OPERATIONAL CHECK SATISFACTORY IAW CE-680A MM CHAPTER 26-25-00.
IMMEDIATELY AFTER TAKEOFF WE STARTED SMELLING A HOT BURNING DUST SMELL COMING FROM THE BACK OF THE PLANE. THE SMELL GOT MORE INTENSE SO WE CHECKED THE CABIN SUPPLY TEMP. IT WAS AT APROXIMATELY 260 DEGREES AND CLIMBING RAPIDLY. WE WERE RECEIVING AN E5 AND E3 FLASHING SIGNAL ON THE SELECTOR PANEL LED WHEN THE SELECTOR WAS PLACED IN THE CAB OR SEL POSITION. I PLACED THE CONTROLLER TO MANUAL MODE COLD AND HELD IT BUT THE TEMP CONTINUED TO CLIMB AND THE SMELL BECAME MORE INTENSE, ALMOST LIKE THE SMELL OF FERTILIZER. I CHECKED THE COCKPIT SUPPLY AND IT WAS SHOWING 70 DEGREES AND ALL WAS NORMAL. I CONTINUED HOLDING THE CABIN TEMP SEL TO MANUAL COLD AND THE TEMP EVENTUALLY BEGAN DROPPING. BY THE TIME WE LANDED THE CABIN SUPPLY TEMP HAD DROPPED TO 160 AND THE SMELL BEGAN TO BECOME LESS INTENSE. REMOVED AND REPLACED CABIN TEMP CONTROL VALVE AND OPS CHECKED CABIN/CKPT TEMP CONTROL SYSTEM IN AUTO AND MANUAL MODE NO DEFECTS NOTED REF. CE560XL M/M. 21-61-00/21-51-00.
ODOR DETECTED, WAS SIMILAR TO A NEW CAR MOTOR BURNING WHEN IT'S BEEN RUN FOR THE FIRST TIME AND GETS HOT. APU HAD BEEN RUNNING PRIOR TO TAKE OFF, BUT DIDN'T NOTICE ANYTHING BEFORE SHUTTING IT DOWN. CLEANED THE OZONE FILTER, NO ODOR.
WITH THE GEAR DOWN, FLAPS ZERO DEGREES, AIRSPEED 140 KNOTS, THROTTLES IN THE CLIMB DETENT, ALTITUDE BETWEEN 1300' TO 2000', WE HEARD AND FELT A LARGE BANG UNDER THE BELLY OF THE AIRCRAFT. OUR FIRST THOUGHT WAS A BIRDSTRIKE. ALL ENGINE INSTRUMENTATIONS ARE NORMAL, ALL FLIGHT CONTROL FUNCTIONS ARE NORMAL. POST INSPECTION FOUND NOTHING OUT OF NORMAL. BOTH ENGINES HAD TORQUE MOTOR FAULTS. INSPECTED AND PERFORMED CONTINUITY CHECKS TO THE WIRE HARDNESS FROM P1 RO P10. NO DEFECTS NOTED. RAN ENGINE AND PERFORMED HIGH POWER AND HAD A HARD FAIL EEC WENT INTO MANUAL MODE. FOUND TORQUE MOTOR INOPERATIVE. INSTALLED A NEW TORQUE MOTOR OPS CHECKED NORMAL IAW MM 75-30-01, REV 44.1.
BAGGAGE DOOR FWD SUPPORT ANGLE IS DAMAGED. COMPLIED WITH AQRD REPAIR ERO-876975 REV A DATED 12/22/2016 AND FAA FORM 8110-3.
DURING DESCENT, AT APPROX FL290, AN AP PITCH MISTRIM ANNUNCIATION. AFTER DISCONNECTING AUTOPILOT, FOUND TRIM WOULD NOT MOVE FORWARD ELECTRICALLY OR MANUALLY. WITH ENOUGH FORCE IT DID BREAK LOOSE CAUSING A SUDDEN PITCH DOWN WITH THE ADDED TRIM FORCE. IT WAS STIFF UNTIL JUST BEFORE LANDING, BUT MOVABLE. GROUND CHECKED OK. PLANE WAS IN HEAVY PRECIP 5 HOURS PRIOR. INSPECTED ELEVATOR & TRIMS, NO DEFECTS NOTED PRIOR TO DISASSEMBLY. REMOVED ELEVATORS & REMOVED ELEVATOR TRIM ACTUATORS AND REPLACED LT/RH TRIM ACTUATORS AT ELEVATORS WITH REPAIRED UNITS. ALSO REPLACED ALL SIX ELEVATOR HINGE BEARING PLATE ASSY WITH NEW UNITS, MX PERFORMED IAW MM 27-31-01, & 27-32-03, & 27-31-00, OPS CHECKED GOOD.
ON LANDING, LEFT SKID WAS CYCLING ON A DRY RUNWAY WITH NORMAL APPLICATION. BRAKES SEEMED TO GRAB A LITTLE. UPON EXITING THE RUNWAY THE BRAKES FAILED. THE LOW BRAKE PRES AND SKID ANNUNICATOR ILLUMINATED. WE APPLIED THE EMERGENCY BRAKES CLEARED THE RUNWAY AND CAME TO A STOP. R & R ANTI-SKID BRAKE PRESSURE PUMP IAW MM, CHAPTER 32-42-06. BRAKE BLEED LEAK AND OPS CHECKS WERE GOOD.
FOUND FOUR BOLTS LOOSE AT HORIZONTAL STAB REAR ATTACH CASTING. TORQUED BOLTS IAW MM 20-10-01.
RUDDER SKIN CRACKED ON LOWER L/E. R & R SKIN WITH NEW PN 6633000-5.
LANDING GEAR JAMMED IN DOWN AND LOCKED POSITION AFTER TAKEOFF. HANDLE WOULD NOT MOVE. ADJUSTED NOSE GEAR UPLOCK SWITCH IAW MM 32-30-05, SWUNG GEAR TEN TIMES AND GEAR OPS CHECKED GOOD.
JUST AFTER ROTATION ACM O HEAT CAME ON . EMERGENCY PRESSURIZATION CAME ON WITHOUT EMER PRESS LIGHT. CABIN FILLED WITH SMOKE WITH AN OILY ODOR. DEPLOYED PAX 02 MASKS, ALSO EITHER "AIRDUCT O'HEAT " OR " BLD AIR O'HEAT" CAME ON. EMERGENCY RETURN TO AIRPORT. REMOVED ACM AND INSTALLED INSPECTED ACM. REMOVED ECU COALESCER BAG AND INSTALLED NEW BAG. ALL WORK IAW MM 21-51-00. REPACKED PASSENGER OXYGEN MASK THAT WERE DEPLOYED. WORK DONE IAW MM 35-20-02.
DURING FLAP/STAB RETRACTION CYCLE RECEIVED STAB MISCOMPARE AT 203 KIAS. FOUND NOSE GEAR UPLOCK SWITCH BARELY MAKING CONTACT. ADJUSTED NOSE GEAR UP-LOCK ACTUATOR IAW CE560XL MM 32-30-05. OPERATIONAL CHECKS GOOD.
AFTER TAKEOFF NOSE GEAR WOULD NOT RETRACT. REMOVED AND REPLACED FAULTY NOSE LANDING GEAR UPLOCK SWITCH. OPS CHECK GOOD IAW WDM CHPT 32-60-01.
DURING A ROUTINE MAINTENANCE VISIT, OPERATOR REQUESTED WE INSPECT THE AFT ELEVATOR TRIM CABLES. UPON INSPECTION WE FOUND ABOUT .333 OF THE CABLE STRANDS BROKEN. TOOK CABLE TENSIONS, FOUND TO BE WITHIN LIMITS AND CABLE WAS CENTERED ON THE PULLEYS. THE CABLE APPEARS TO HAVE THE MOST DAMAGE CENTERED ON THE PULLEY WITH THE ELEVATOR TRIM TAB IN THE NEUTRAL TO 1-2 DEGREE DOWN POSITION. AN SCR HAS BEEN SUBMITTED TO MFG UNDER NR 251700.
MASTER WARNING AND RT THRUST REVERSER ARM LIGHT ILLUMINATED IN FLIGHT. REMOVED AND REPLACED BOTH RT T/R STOW SWITCHES IAW MM 78-30-11. OPERATIONAL CHECKS GOOD.
DURING FLIGHT, DISCOVERED LEFT CABIN TABLE AND READING LTS INOP. LEFT FLOOR DROP DOWN LIGHTS INOP, LIQUID HOT PLUS COLD CONTAINERS INOP. ALSO DIVIDER SWITCHES HAD RED FAILURE LIGHTS INDICATED, CABIN PLUS ENTRY DOOR LIGHTS ALSO INOP. AFTER FLIGHT, SMELLED DISTINCT ODOR OF BURNING ELECTRICAL WIRING. NO CIRCUIT BREAKERS POPPED IN COCKPIT/AFT CLOSET OR LIQUOR CABINET.