N651QS
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 FAILS IN THE MORNING FOR FIRST FLIGHT. QRH PROCEDURE COMPLETED AND TAKES A CHARGE. AFTER AN OVERNIGHT FAILS TEST AGAIN. ACCESSED & REMOVED NR 1 BATTERY & INSTALLED A NEW BATTERY. NO DEFECTS NOTED. OPS CHKD GOOD. IAW MM 33-50-06. ACCESSED & REMOVED NR 2 EMERGENCY BATTERY & INSTALLED A NEW EMERGENCY BATTERY. NO DEFECTS NOTED. OPS CHKD GOOD IAW MM 33-50-06. ACCESSED & REMOVED NR 3 BATTERY & INSTALLED A NEW EMERGENCY BATTERY. NO DEFECTS NOTED. OPS CHKD GOOD IAW MM 33-50-06. ACCESSED & REMOVED NR 4 BATTERY & INSTALLED A NEW BATTERY. NO DEFECTS NOTED. OPS CHKD GOOD IAW MM 33-50-06.
UPON COMPLETION OF LAST FLIGHT OF DAY & POST FLIGHT SHUTDOWN AND INSPECTION, DISCOVERED EMERGENCY LIGHTS IN AFT OF PLANE ON & COULD NOT EXTINGUISH (EXIT SIGN ABOVE TOILET, EMER LIGHT ABOVE TOILET, FLOOR LIGHT BELOW TOILET, & EXIT SIGN ON BULKHEAD ABOVE SEAT 7). PER MCC INSTRUCTION TRIED 5G RESET SWITCH BUT ALL LIGHTS REMAINED ON. ARRIVED ON SITE. GAINED ACCESS TO ACFT. APPLIED POWER & DUPLICATED PILOTS DISCREPANCY. AFTER CYCLING G-SWITCH FOR EMMER BATT #4 SEVERAL TIMES & COMPLETING A POWER CYCLE FAULT CLEARED. PERFORMED INCOMING RECEIVING INSPECTION OF CUSTOMER SUPPLIED NEW SWITCH WITH NO DEFECTS NOTED. REMOVED & REPLACED SWITCH P/N 7607-2-000 REFERENCED AMM 33-50-11. OPS CHECK GOOD.
UPON GEAR EXTENSION, RECEIVED AMBER GEAR DISAGREE L-R-C, HANDLE FELT DEAD, NO RESISTANCE OR FEEDBACK. RECYCLED HANDLE TWICE AND GEAR CAME DOWN NORMAL WITH THREE GREEN INDICATED. CORRECTIVE ACTION: GAINED ACCESS AND REMOVED R/H LANDING GEAR/WOW PCB P/N; 6768156-5 5/N; 0910 FROM THE (NF206) POSITION !AW CE680A AMM 24-60-40. GAINED ACCESS AND REMOVED IJH LANDING GEAR/WOW PCB ASSEMBLY P/N; 6768156-5 S/N; 0862 FROM THE (NC106) POSITION AND INSTALLED THIS SERVICEABLE PART INTO THE NF206 POSITION IAW CE680A AMM 24-60-40. INSTALLED INSPECTED LANDING GEAR/WOW PCB P/N; 6768156-5 SJN; 0780 INTO THE (NC106) POSITION IAW CE680A AMM 24-60-40. PERFORMED ADJUSTMENT/TEST OF LANDING GEAR/WOW PCBS (NC106} AND (NF206} IAW CE680A AMM 24-60-40 , AND SEVERAL COMPLETE LANDING SWINGS IAW CE680A AMM 32-00-00 WITH NO DEFECTS NOTED. PERFORMED THE FOLLOWING RESISTANCE CHECKS: GROUND GFC815 PIN X TO PI090 PIN 3, CHECK IS GOOD. GEAR HANDLE PIN 3 TO HANDLE PIN 1 WITH HIGH RESISTANCE MEASURED WITH PINS BACK. PINNED. PI090 PIN 1 TO JF206 PIN 58, CHECK IS GOOD. ALL WORK PERFORMED LAW CE680A WDM 32÷30-01. 1T WAS RECOMMENDED TO REPLACE THE LANDING GEAR HANDLE. REMOVED DEFECTIVE LANDING GEAR HANDLE (UI020) P/N: 9912750-2 S/N: 00664 DUE TO HIGH MEASURED INTERNAL RESISTANCE, AND INSTALLED OVERHAULED LANDING GEAR HANDLE P/N: H218B (9912750-2} S/N; 00231 IAW CE680A AMM 32-30÷30, PERFORMED OPERATIONAL CHECK OF THE LANDING GEAR HANDLE IAW CE6B0A AMM 32-00-00 WITH NO DEFECTS NOTED.
ON POWER-UP PRIOR TO FIRST FLIGHT OF DAY, MAIN EXIT SIGN LIGHT (FORWARD) DID NOT ILLUMINATE. PER MX TRIED TWO 30 MIN CHARGING CYCLES. LIGHT DID NOT ILLUMINATE. TECH ACCESSED THE AIRCRAFT, POWERED UP SYSTEM, & PERFORMED AN OPERATIONAL CHECK OF THE EMERGENCY LIGHTS. NO DISCREPANCIES WERE FOUND, AND NO EXIT LIGHTS WERE INOPERATIVE. ALL THREE EXIT SIGNS WERE ILLUMINATED AND FUNCTIONING PROPERLY. PER MM, TECH LEAVE THE BATTERY PACKS ON CHARGE FOR 2 HOURS TO ENSURE FULLY CHARGED. INSPECTED CONNECTORS, MAIN DOOR EXIT SIGN LIGHT NO DISCREPANCIES NOTED. EMERGENCY LIGHTING SYS POWERED ON 1 MORE TIME , & TECHN MOVED WIRING & CONNECTOR WHILE OBSERVING LIGHTS. MAIN DOOR EXIT SIGN REMAINED STEADILY ILLUMINATED, NO FLICKERING OR OTHER ABNORMALITIES. PERFORM ANOTHER OPS CHK GOOD AND REPORT MCC. PERFORMED IAW AMM 33-50-00.
ABOUT 5 KN BEFORE ROTATION SPEED BOTH CREW FELT A ODD NUDGE THAT FELT SIMILAR TO CROSS WIND GUST FROM THE LEFT. HOWEVER, WINDS WERE FAIRLY CALM, BUT IT WAS ENOUGH FOR US BOTH TO MENTION IT. UPON ROTATION AND SELECTING THE GEAR HANDLE TO THE UP POSITION, IT FELT LIKE THE GEAR INITIALLY STARTED TO GO UP, BUT THEN STAYED DOWN WITH THREE AMBER DN LIGHTS. WE FOLLOWED THE QRH WHICH ENDED UP HAVING US PLACE THE GEAR HANDLE IN THE DOWN POSITION. THE FIRST OFFICER NOTICED WHEN HE WENT TO PLACE THE GEAR IN THE DOWN POSITION THAT BARELY HAD TO TOUCH IT FOR IT TO BASICALLY POSITION ITSELF IN THE DOWN POSITION. WE THEN RECEIVED THREE GREEN DN LIGHTS. IT WAS DETERMINED TO CONTINUE THE FLIGHT TO OUR DESTINATION WHERE WE LANDED NORMALLY. CORRECTIVE ACTION: REMOVED FAULTY LANDING GEAR HANDLE MODULE AND INSTALLED A CUSTOMER SUPPLIED OVERHAULED UNIT IAW CE-680A AMM 32-30-30. OPERATIONAL CHECK SATISFACTORY. FAILED UNIT: PN OFF H218B SN OFF 00593 INSTALLED OVERHAULED UNIT: PN ON H218B SN ON 00664
GEAR POSITION & WARNING: SELECTING LANDING GEAR DOWN, WE RECEIVED A GEAR DISAGREE L R N AND THE ICAS ON THE MFD SHOWED 3 AMBER UP INSTEAD OF 3 GREEN. WE RAN THE DISAGREE CHECKLIST WHICH BROUGHT US TO LANDING GEAR WILL NOT EXTEND CHECKLIST. STEP 2 IS: PULL THE LANDING GEAR BLOWDOWN HANDLE, BUT WHEN WE PULLED IT, IT WAS ALREADY PULLED. WE CONTINUED WITH IF GEAR FAILS TO EXTEND AND PULLED THE MAIN GEAR UPLOCK AND THE NOSE GEAR D RING. AFTER CONFIRMING THREE GREEN WE CONTINUED TO LAND. AFTER SHUTDOWN, WE CHECKED THE GEAR BLOW DOWN NITROGEN BOTTLE IN THE NOSE COMPARTMENT AND IT STILL SHOWED APPROX. 1850 PSI. CORRECTIVE ACTION: REMOVED LANDING GEAR HANDLE MODULE. VERIFIED HIGH RESISTANCE FROM PIN 4ÿ>6 OF AS COMPARED TO PINS 1ÿ>3 AND PINS 16ÿ>18. SPOKE WITH TEXTRON SUPPORT, BEN. HIS RECOMMENDATION IS TO REPLACE MODULE. STAGED JACKS UNDER AIRCRAFT. REF. CE680A MM 32-30-30 & 07-10-10. REPLACED LANDING GEAR MODULE HANDLE WITH AN OVERHAULED ONE WITH A NEW KNOB. OPS CHECKS GOOD. REF. CE680A MM 32-30-30. PERFORMED SEVERAL GEARS SWINGS WITH NO DISCREPANCIES NOTED. REMOVED JACKS. REF. CE680A MM 32-00-00 & 07-10-10. HANDLE MODULE: REMOVED P/N: H218B (9912750-2) S/N: 00800 INSTALLED P/N: H218B (9912750-2) S/N: 00593 KNOB REMOVED/INSTALLED P/N: 8718107-21
WHEN PUTTING GEAR DOWM RECEIVED GEAR DISAGREE R. RAN QRH AND AFTER BLOWING GEAR STILL DID NOT FIX MESSAGE. LANDED UNEVENTFULLY CORRECTIVE ACTION: REMOVED SUSPECTED DEFECTIVE MLG UPLOCK SWITCH P/N 6948101-3 NSN AND INSTALLED CUSTOMER SUPPLIED NEW SWITCH P/N 6948101-3 NSN, PERFORMMED MULTIPLE OPS CHECKS (EXTENSION AND RETACTION) PER CE680A AMM 32-00-00,OPS CHECK GOOD NO DEFECTS NOTED AT THIS TIME. CHECKED AND SERVICED PNEUMATIC SYSTEMS AS REQUIRED DUE TO GEAR BLOW DOWN BEING PREFORMED PER MM 12-10-45 STEPS 1 THROUGH 2D.(1).
RIGHT MLG BRAKE: UPON LANDING AND SHUTTING DOWN AT THE FBO NOTICED SMOKE ROLLING OUT OF THE RIGHT MAIN LANDING GEAR. UPON CLOSER INSPECTION NOTICED A DARK STAINING NEAR THE AXLE SIMILAR TO A HYDRAULIC LEAK THAT WAS BEING HEATED AND SMOKING CORRECTIVE ACTION: REPLACED RH OUTBOARD BRAKE ASSEMBLY. OPS CHECK GOOD. CE-680A AMM 32-42-05.
MAIN DOOR: MAIN CABIN DOOR WILL NOT LATCH CLOSED, THE HANDLE MOVES BUT THE PINS DO NOT GO INTO THE SLOTS. CORRECTIVE ACTION: ADJUST FWD AND AFT CABIN DOOR STICKER LATCHES AND CLEANED LAND LUBRICATED DOOR LOCK PINS IAW CE-680A MM 52-10-11 OPS CHECKS GOOD.
MAIN EXIT SIGN/LIGHT: MAIN CABIN DOOR FORWARD FLOOR EXIT SIGN LIGHT INOP. DOES NOT WORK ON EMER SWITCH NOR ON PAX SAFETY SWITCH. ALL OTHER EMER LIGHTS ARE AT THE TIME OF THIS PICTURE. CORRECTIVE ACTION: GAINED ACCES TO CABIN DOOR FORWARD FLOOR EXIT SIGN LIGHT THRU FORWARD CLOSET ACCESS PANEL AND FOUND LIGHT CONNECTOR TO BE LOOSE. DISCONNECTED, CLEANED AND RECONNECTED LIGHT CONNECTOR AND FOUND LIGHT TO WORK AF, REQUIRED WITH BOTH ERERGENCV SWITCH AND PAX SAFELY SWITCH. PER CE 680A IMM 25-20-11, LIGHT OPS CHECKS GOOD.
CABIN DOOR OPEN AND CHECK DOORS CAS MESSAGE DISPLAYED BEFORE AND AFTER CLOSING MAIN CABIN DOOR. AMBER DOOR OPEN LIGHT ON DOOR REMAINS LIT AND HANDLE IS NOT LATCHED. IT OPENS WITHOUT DEPRESSING THE BUTTON. MCC REQUESTED THAT DOOR HARNESS BE REPLACED, PARTIALLY DISASSEMBLED DOOR TO GAIN ACCESS TO THRESHOLD HARNESS, REMOVED FAULTY CABIN DOOR HARNESS ASSY PN:8469153-1, NSN AND INSTALLED CUSTOMER SUPPLIED "NEW' HARNESS ASSY PN:8469153-1, NSN. MAIN ENTRY DOOR CHECKED GOOD WITH NO CAS MESSAGES POSTED. REASSEMBLED DOOR AND PERFORMED SEVERAL OPERATIONAL CHECKS, ALL CHECKED GOOD. REF C680A AMM 52-10-04 AND WDM 52-10-01 MCC ELECTS TO CLEAR AOG.
MAIN DOOR HANDLE: UPON CLOSING MAIN CABIN DOOR IT TAKES ALMOST FULL BODY WEIGHT OF PRESSURE TO GET THE DOOR TO LATCH AND SECURE. //SIGNOFF// INSPECTED, CLEANED AND LUBRICATED MAIN CABIN DOOR LATCH/LOCK SYSTEM IAW CE-680A MM 52-10-00, AND SPM 20-00-00. OPERATIONAL CHECKED GOOD NO FURTHER DEFECTS NOTED.
MAIN DOOR: REAR HINGE ON TOP TREAD OF MAIN CABIN ENTRY DOOR IS BROKEN, TREAD STICKS UP APPROX 3/4 OF AN INCH. TRIPPING HAZARD. ACCESSED AIRCRAFT AND NOTED THE TOP STEP OF THE MAIN CABIN ENTRY DOOR TO BE UNEVEN, GAINED ACCESS TO HINGES. PERFORMED GVI OF CABIN STEPS AND FOUND THE AFT HINGE OF THE TOP STEP TO BE BROKEN, PERFORMED GVI OF THE FORWARD AND CENTER HINGES. FOUND THE CENTER HINGE TO BE VERY WORN, REMOVED TOP STEP AFT HINGE INSTALLED NEW HINGE . REMOVED TOP STEP CENTER HINGE. INSTALLED NEW HINGE. PERFORMED CABIN DOOR OPERATIONAL CHECK. NO DISCREPANCIES NOTED AT THIS TIME. ALL WORK PERFORMED IAW AMM 52-10-50 & IMM 25-20-51
EMERG EXIT SIGN/LIGHT: LOWER FORWARD RED INTERIOR CABIN DOOR EMERGENCY EXIT SIGN LIGHT INOP // SIGNOFF// REMOVED MAIN ENTRY DOOR FWD EMER EXIT SIGN WITH CORRODED CONTACT AND REPLACED WITH A NEW SIGN. ALSO REMOVED CORRODED CONTACTS AND RECEPTACLE THEN REPLACED WITH NEW CONTACTS AND RECEPTACLE AT CONNECTOR JC2065 OPS CHECK GOOD AT THIS TIME. ALL WORK DONE IN REF. WITH CE-680A AMM 33-50-00
MAIN EXIT SIGN/LIGHT: WITH THE EMERGENCY LIGHT SWITCH IN THE OFF POSITION THE EMERGENCY EXIT LIGHT ABOVE THE CABIN ENTRY DOOR IS STILL ILLUMINATED AS WELL AS THE TWO RED EXIT LIGHTS BELOW THE CABIN DOOR. ALL OTHER EMERGENCY LIGHTS ARE NOT ILLUMINATED. // SIGNOFF// GAINED ACCESS TO AIRCRAFT AND FOUND THE EMERGENCY LIGHT SWITCH IN THE "ON" POSITION. TURNED EMERGENCY LIGHTS OFF, STARTED APU, AND PLACED SWITCH IN THE "ARM" POSTION TO CHARGE THE EMERGENCY LIGHT BATTERIES. AIRCRAFT REMAINED IN THIS CONFIGURATION FOR THE DURATION OF THE MAINTENANCE CHECK. ONCE CHECK WAS COMPLETE, PLACED SWITCH IN THE OFF POSITION. NO FURTHER DEFECTS NOTED. ALL WORK IAW CE-680A AMM 33-50-00
MAIN DOOR HANDLE: WHILE CLOSING MAIN DOOR FROM INSIDE, DOOR HANDLE JAMS ABOUT HALFWAY DOWN. NEEDS EXTRA PRESSURE TO CLOSE. // SIGNOFF// INSPECTION VERIFIED DISCREPANCY. GAINED ACCESS TO DOOR LINKAGE AND LUBED AS REQUIRED. LUBED DOOR LATCHES AND STRIKERS PERFORMED DOOR RIGGING AND T/S REMOVED PCB NIC105 AND INSTALLED A NEW PCB. PERFORMED MULTIPLE SATISFACTORY OPS CHECKS WITH NO DISCREPANCYS NOTED WORK PERFORMED IAW CE-680A AMM 52-70-00 AND 24-60-40
MAIN DOOR: REPEAT RIGHT UP. MAIN CABIN DOOR DOES NOT CLOSE PROPERLY. HANDLE MUST BE SLAMMED DOWN HARD TO CLOSE AND LATCH DOOR. NOT A SMOOTH OPERATION.
MAIN DOOR HANDLE: CABIN DOOR HANDLE GETS STUCK HALFWAY WHEN MOVED DOWN TO LOCK THE DOOR. // SIGNOFF// CLEANED AND LUBRICATED MAIN CABIN DOOR PINS. PERFORMED OPERATIONAL CHECK OF MAIN CABIN DOOR INTERIOR AND EXTERIOR HANDLE. MAIN CABIN DOOR LOCKED AND UNLOCKED WITH NO FURTHER DEFECTS NOTED. MAINTENANCE ACCOMPLISHED IAW CE 680A MM 12-20-40.
APPROXIMATELY 13 AREAS OF SUSPECTED LEVEL 1 CORROSION ON RH ELEVATOR UPPER AND LOWER SKINS. FOUND DURING TASK B273005-RH ON THE B INSPECTION. REPAIRED CORRODED AREA ON TRAILING EDGE OF R/H ELEVATOR P/N 6634200-6 S/N 5165
CRACKED RIB IN LH FLAP WELL NEAR OB FLAP, OB BELL CRANK. RIB P/N 6565042-32-1
CRACKED RIB IN THE RH FLAP WELL NEAR THE OB FLAP, OB BELL CRANK. FOUND DURING THE B INSPECTION, AFT WING SPAR GVI, TASK 57-10-00-210.
APU CLOSEOUT PANEL IS SEVERELY CORRODED ON THE INSIDE, AROUND THE OIL SERVICE DOOR LATCHES, AND AROUND THE CAMLOCKS. REMOVED CORRODED APU ACCESS DOOR ASSY. AND INSTALLED NEW APU ACCESS DOOR ASSY IAW MM 52-40-02.
BLENDED TWO AREAS OF CORROSION ON THE EXTERIOR FUSELAGE SKIN FWD OF THE CABIN DOOR AT BS 187, PERFORMED EDDY CURRENT CRACK AND ULTRASONIC THICKNESS INSPECTIONS, PREPPED AND TREATED IAW SRM 51-10-03, MM 51-10-00, AND 51-70-08.
CORROSION ON THE RT UPPER WING SKIN, BLENDED AND PERFORMED AN EDDY CURRENT AND ULTRASONIC THICKNESS INSPECTIONS, PREPPED AND TREATED AREAS IAW SRM 51-10-03, 51-70-08, AND MM 51-10-00.
BLENDED 10 AREAS OF CORROSION ON THE LT UPPER WING SKIN, PERFORMED EDDY CURRENT CRACK AND ULTRASONIC THICKNESS INSPECTION, PREPPED AND TREATED AREAS IAW SRM 51-10-03, AND MM 51-10-00.
THIS CABLE ASSEMBLY IS REPLACED AT THE AIRCRAFT OPERATOR REQUEST BECAUSE OF RELIABILITY ISSUES. INSPECTED CABLE AFTER REMOVAL, PREFORMED LOOP TEST AND FOUND TO BE UNSERVICEABLE PER AMM CHAPTER 20-10-04. NEW CABLE ASSEMBLY INSTALLED.
THIS CABLE ASSEMBLY IS REPLACED AT THE AIRCRAFT OPERATOR REQUEST BECAUSE OF RELIABILITY ISSUES. INSPECTED CABLE AFTER REMOVAL, PREFORMED LOOP TEST AND FOUND TO BE UNSERVICEABLE PER AMM CHAPTER 20-10-04. NEW CABLE ASSEMBLY INSTALLED.
DURING A SCHEDULED INSPECTION, WE FOUND THE LT OTBD ELEVATOR HINGE BRACKET CRACKED. THE BRACKET IS A CASTING AND IS CRACKED IN THE RADIUS WHERE IT ATTACHES TO THE HORIZONTAL STABILIZER. THE RADIUS CRACK IS .20" LONG WAS FOUND VISUALLY AND CONFIRMED WITH EDDY CURRENT NDT.
TRIED ELECTRICAL & MANUAL TRIM, FOUND TO BE FROZEN. THE ELEVATOR WAS SHAKING. BOTH HAD TO PUSH FULL FWD ON THE YOKE TO ARREST THE CLIMB. IT FELT AS IF THE ELEVATOR WAS ALSO FROZEN. DECLARED AN EMERGENCY & REDUCED THROTTLES AS MUCH AS POSSIBLE TO DESCEND. ON REACHING 8500 FEET, THE TRIM THAWED & REGAINED FULL CONTROL. COMPLETED ALL APPROPRIATE CHECKLISTS & LANDED UNEVENTFULLY.
RIGHT BRAKE MAKES A LOUD SQUEAL DURING APPLICATION. EVEN APPLICATION OF BRAKE PEDALS RESULTS IN UNEVEN BRAKING. TAXIED AIRCRAFT AND DID NOT HEAR ANY SQUEAL FROM RIGHT OR LEFT BRAKES. JACKED AIRCRAFT AND REMOVED LEFT AND RIGHT WHEEL ASSEMBLIES, SET BRAKES AND NOTICED A LEAK FROM THREE PUCK CYLINDERS ON RIGHT BRAKE. REMOVED AND REPLACED THE RIGHT BRAKE ASSEMBLY WITH AN OVERHAULED UNIT IAW MM 32-42-01. BLED BRAKES AND OPS AND LEAK CHECKED. REPLACED THE RIGHT BRAKE SHUTTLE VALVE AS PART OF BRAKE ASSEMBLY REPLACEMENT. OPS AND LEAK CHECKED GOOD.
ON ARRIVAL, CREW NOTICED AN ELECTRICAL BURNING ODOR, FOLLOWED QUICKLY BY THE MFD GOING BLANK. PULLED THE MFD CIRCUIT BREAKER AND FLT CONTINUED UNEVENTFULLY. ALL OTHER AVIONICS OPERATED NORMALLY. REMOVED INOPERATIVE MFD AND INSTALLED A REPAIRED UNIT IAW AMM 34-25-01. OPS CHECKED GOOD WITH NO BURNING ODOR.
AFTER TAKEOFF, LANDING GEAR FAILED TO RETRACT. THREE GREEN LANDING GEAR LIGHTS ALONG WITH THE RED UNLOCK LIGHT. PUT THE GEAR HANDLE BACK DOWN AND HAD THREE GREEN AND NO RED. NOTICED AFTER LEVELING OFF THE GEAR CONTROL CIRCUIT BREAKER OUT. LEFT IT OUT AND MADE A NORMAL LANDING. JACKED ACFT, APPLIED POWER AND RESET THE GEAR CONTROL CIRCUIT BREAKER. BREAKER REMAINED ENGAGED. RAISED GEAR HANDLE, BREAKER REMAINED ENGAGED. APPLIED HYD POWER AND CYCLED THE GEAR 10 TIMES, NO PROBLEMS NOTED, COULD NOT DUPLICATE THE SQUAWK. CHANGED THE LANDING GEAR PCB AS PRECAUTION. CYCLED GEAR, NO PROBLEMS NOTED, VISUALLY INSPECTED ALL ACCESSIBLE WIRING IN THE WHEEL WELLS, NO PROBLEMS FOUND. ALL WORK ACCOMPLISHED IAW MM 24-51-01.
WITH THE APU ON, BLEED AIR OFF, DURING NR 2 ENGINE START, WHICH WAS FIRST TO BE STARTED, SMOKE STARTED TO COME INTO COCKPIT, PARTICULARLY THRU THE RT SIDE EYEBALL VENT BUT ALSO THRU BOTH WEMACS. IT CONTINUED DURING THE 2ND ENGINE START. SHUTDOWN BOTH APU AND ENGINES. NO OTHER ABNORMAL INDICATIONS NOTED. THIS WAS THE SECOND LEG OF THE DAY WITH NO ISSUES ON EARLIER FLIGHT.
WITH THE APU ON, BLEED AIR OFF, DURING THE NUMBER 2 ENGINE START (WHICH WAS FIRST TO BE STARTED) SMOKE STARTED TO COME INTO COCKPIT.PARTICULARLY THRU THE RT SIDE EYEBALL VENT BUT ALSO THRU BOTH WEMACS. IT CONTINUED DURING THE 2ND ENGINE START. WE SHUTDOWN BOTH APU AND ENGINES. NO OTHER ABNORMAL INDICATIONS NOTED. THIS WAS OUR SECOND LEG OF THE DAY WITH NO ISSUES ON EARLIER FLIGHT. R & R THE WATER SEPARATOR SOCK. R & R THE APU IAW MM 49-10-00. OPS & LEAK CHECKED GOOD.
DURING GEAR RETRACTION AFTER TAKEOFF, THE RED GEAR UNLOCK LIGHT REMAINED ON. SOUNDED LIKE THE GEAR RETRACTED NORMALLY. NO ABNORMAL NOISES OR VIBRATIONS WERE NOTED. RAN THE STAB MISCOMPARE AND HYD PRESSURE ANNUNCIATOR CHECKLISTS. THAT DID NOT FIX PROBLEM. PUT THE GEAR BACK DOWN USING NORMAL PROCEDURES AND RETURNED FOR A NORMAL LANDING. R & R INTERMITTENT MLG CONTROL HANDLE WITH A REPAIRED UNIT. DURING OPS CHECK, FOUND RT ENGINE DRIVEN HYD PUMP FAULTY. R & R DRIVEN PUMP WITH A NEW. PERFORMED OPS CHECK TO MLG CONTROL HANDLE. OPS CHECKED GOOD. RAN RT ENGINE TO OPS AND LEAK CHECK HYD PUMP. OPS AND LEAK CHECKED GOOD. WORK DONE IAW MM 32-30-01 AND 29-11-03.
LOST PFD ON CAPTAINS SIDE AND MFD ON TAKEOFF (70KT) ROLL. BOTH HAD RED X DISPLAYED ON THEM. STAYED ON WITH RED X UNTIL BACK IN THE CHOCKS AND FOR A FEW MINUTES AFTER THAT. REMOVED AND REPLACED CAPT'S IAC COMPUTER IAW MM CH 34-25-02. GROUND CHECKED GOOD.
LOST PFD ON CAPTAINS SIDE AND MFD ON TAKEOFF (70KT) ROLL.
CAB ALT 10, 000 CAME ON AT 10,500 FEET WITH MASTER WARNING. REMOVED CABIN ALTITUDE PRESSURE SWITCH. REPLACED WITH NEW SWITCH. OPERATIONAL CHECK GOOD. WORK IAW MM 21-30-00.
LT LANDING GEAR INDICATOR LIGHT REMAINED ON WHEN GEAR RETRACTED. CYCLED GEAR WITH THE SAME RESULT AND UNABLE TO VERIFY GEAR UP OR DOWN. PERFORMED EMERGENCY GEAR BLOW DOWN PROCEDURE AS PRECAUTION.
GEAR UNLOCK LIGHT REMAINED ILLUMIATED AND HYDRALIC PRESSURE LIGHT REMAINED ON, RAN CHECKLIST AND LIGHTS EXTINGUISH WHEN HYDRAULIC CONTROL CIRCIUT BRAKER RESET IAW CHECKLIST. REMOVED AND REPLACED NOSE GEAR UPLOCK SWITCH WITH NEW. NOSE GEAR UPLOCK HOOK WAS STICKY. REMOVED LOCK. CLEANED AND LUBRICATED. REINSTALLED HOOK. OPERATIONAL CHECK OF SYSTEM NORMAL. WORK IAW CESSNA 560XL/XLS MM CHPT 32-30-05.
RT WINDSCREEN FAULT ANNUNCIATOR ILLUMINATED, WHILE COMPLETING CHECKLIST, THE RIGHT WINDSHIELD SHATTERED. REMOVED CRACKED RT WINDSHIELD INSTALLED NEW WINDSHIELD. INSTALLED REPAIRED WINDSHIELD CONTROL RT PN ON 856-1-1 SN ON 205080073 RT WINDSHIELD TEMP CONTROL REMOVED PN 856-1-1 SN OFF 0150026. PERFORMED SATISFACTORY LEAK AND OPS CHECK REF CE560XL MM REF 56-12-00.
AFTER TAKEOFF AND GEAR RETRACTION, ALL THREE GEAR LIGHTS EXTINGUISHED. APPROX 5-10 MINUTES INTO FLIGHT, NOTICED THAT THE "RT" GREEN GEAR LIGHT WAS ILLUMINATED. NO OTHER ABNORMAL LIGHTS OR INDICATIONS NOTED. 40 MINUTES LATER LIGHT EXTINGUISHED. REPLACED RT MAIN GEAR ACTUATOR IAW CE 560XL M/M CH 32-31-04. OPS AND LEAK CHECKS GOOD.
AFTER TAKEOFF AND GEAR RETRACTION ALL GEAR LIGHTS WENT OUT. APPROX 5-10 INTO FLIGHT, NOTICED RT GREEN GEAR LIGHT WAS ON. NO OTHER ABNORMAL LIGHTS NOTED. 40 MINUTES LATER LIGHT EXTINGUISHED. TROUBLESHOT SYS BY RIGING ALL DOWN LOCK SWITCH WIRING AND SWITCH MOUNTED TO RT GEAR ACTUATOR AND AFTER COLD SOAKING FOUND SWITCH SR008 (DOWNLOCK SWITCH) HAD A 2.209 M OHM READING WHEN OPEN (SHOULD BE NO READING). REPLACED MLG ACTUATOR WITH A RENTAL UNIT AND OPERATIONAL CHECKS WERE GOOD. RESERVICED EMERGENCY PNEUMATIC GEAR EXTENSION. (K)
FOUND THE STATIC SYSTEM DRAIN VALVE POPPET RETAINING RING COMING LOOSE FROM VALVE BASE.
BRAKE SYSTEM FAILURE ON GROUND. AIRCRAFT PUMPED BRAKE LINE FLUID OUT OF NOSE COMPARTMENT ON TO GROUND AROUND NOSE WHEEL. ASSOCIATED AMBER ANNUNCIATORS + M/C (LOW BRAKE PRESS, ANTI-SKID FAIL). ITEM IS UNDER INVESTIGATION.
AFTER TAKEOFF, HAD A SMOKE SELL FROM AN UNIDENTIFIABLE SOURCE. NO SMOKE WAS VISIBLE. NO UNUSUAL INDICATIONS, NO C/B OPENED, SMELL DISSIPATED WITH APU SHUT DOWN) - FOUND APU OIL TANK OVERSERVICED, OPERATED APU FOR AN EXTENSIVE PERIOD WAS ABLE TO DUPLICATE SMELL FOR A SHORT TIME THROUGH AIR OUTLETS, CONTINUED OPERATING APU TO PURGE EXCESS OIL. SCENT OF OIL NO LONGER PRESENT. WORK PERFORMED AS PER 560 MMCH 49-00-00 AND 12-11-03.
AFTER TAKEOFF THE GEAR WOULD NOT RETRACT, NO UNLOCK LIGHT OR ANY FLICKERING OF THE 3 GREEN LIGHTS, ACCOMPLISHED AIR TURN BACK TO SJC. - FOUND LANDING GEAR CONTROL HANDLE DEFECTIVE, REMOVED DEFECTIVE LANDING GEAR CONTROL HANDLE AND INSTALLED NEW UNIT IAW MFG 560XL MM CHAPTER 32-30, SYSTEM OPS CHECKED GOOD.