N702QS
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 DOOR CABLE HAS SNAPPED. MAIN DOOR UNABLE TO BE CLOSED USING EITHER THE ELECTRIC MOTOR OR STANDBY PULL HANDLE AT TOP OF STAIRS. REMOVED BROKEN MAIN CABIN DOOR CABLE AND INSTALLED AS RECEIVED NEW MAIN CABIN DOOR CABLE. OPS CHECKS GOOD WITH NO OTHER DEFECTS NOTED AT THIS TIME. ALL WORK WAS PERFORMED IAW MM 52-11-26.
MAIN DOOR HANDLE: WHEN THE MAIN DOOR IS IN THE OPEN POSITION AND WEIGHT IS APPLIED ON THE STEPS, THE DOOR MOVES DOWN FARTHER AND BOTTOMS OUT AND HITS AND RESTS ON THE FUSELAGE. DUE TO DOOR CATCH FAILURE DOOR OVER EXTENDED AND CAME IN CONTACT WITH FUSELAGE REQUESTED THE PLANE BE MOVED INTO THE HANGAR. AFTER THE AIRCRAFT WARMED UP OPS CHECKED DOOR AND DOOR OPERATED AS INTENDED, CONTACTED MCC AND A DECISION WAS MADE TO LUBE DOOR LATCH MECHANISM. GAINED ACCESS TO DOOR MECHANISM AND LUBED DOOR CATCH AS REQUIRED. RETURNED AIRCRAFT BACK TO ORIGINAL CONFIGURATION. OPS CHECKED DOOR MUTIPLE TIMES WITH NO DEFECTS NOTED. ALL WORK DONE IN REF WITH CL-350 AMM 12-22÷00
MAIN CABIN DOOR WILL NOT COME ALL THE WAY DOWN TO THE BOTTOM OF ITS ALLOWABLE TRAVEL. AFTER OPENING THE DOOR, AND GETTING TO THE BOTTOM OF THE STEPS, THE DOOR HAS A LOUD AUDIBLE POP, AND THE DOOR SETTLES THE REST OF THE WAY, ABRUPTLY, CAUSING THE BOTTOM OF THE MAIN CABIN DOOR TO STRIKE THE FUSELAGE. I DID NOTICE THAT THE RED RELEASE HANDLE ALSO MOVES WHEN THE DOOR SETTLES TO THE BOTTOM. IT SEEMS AS THOUGH THE RED HANDLE IS PROHIBITING THE DOOR FROM COMING ALL THE WAY DOWN. REMOVED DEFECTIVE AFT EQUIPMENT BAY DOOR LATCH P/N 83014/HA900-23 AND INSTALLED NEW LATCH P/N 1005389010-007 NSN IAW CL-350 AMM 52-41-05. RIG AND OPS CHECKS GOOD
MAIN CABIN DOOR WILL NOT CLOSE USING MOTOR. JERKS & SHIMMIES, AND WHEN IT WILL BEGIN TO CLOSE IT GETS TO ABOUT 3/4 CLOSED AND MOTOR CAN NO LONGER RAISE DOOR. BEGAN REMOVAL OF LH CLOSET BY REMOVING TRIM AND DOOR ENTRY HEADLINER, IAW S.M.M. 25-24-05. R & R PASSENGER DOOR ACTUATOR FROM STEPS 1.A TO 2.F(17). IAW MM 52-11-25. STEPS 2.F(18) TO COMPLETION REQUIRES ACCOMPLISHMENT. COMPLETED INSTALLATION OF PASSENGER DOOR ACTUATOR FROM STEP 2.F(18), THRU COMPLETION PER MM 52-11-25. OPS CHECKS GOOD AT THIS TIME. REINSTALLED DOOR TRIM AND HEADLINER AS NEEDED PER CL350 SMM 25-24-05 BEGAN REMOVAL OF LH CLOSET BY REMOVING TRIM AND DOOR ENTRY HEADLINER, REF. BD S.M.M. 25-24-05.
BLEED AIR: CABIN AIR HAS A VERY STRONG MUSTY SMELL, PARTICULARLY IN HUMID CONDITIONS. /// CORRECTIVE ACTION /// BORESCOPE INSPECTED APU COMPRESSOR SEAL. FOUND VERY SOOTY AND EVIDENANCE OF OIL LEAKING. REMOVED AND REPLACED APU. OPS AND LEAKS CHECKS GOOD, NO DEFECTS NOTED IAW CL 350SMM 49-11-00. MUSTY SMELL NO LONGER PRESENT DURING APU OPERATION.
DURING LANDING & FLIGHT IDLE HAD AN ODOR IN THE COCKPIT. TOWER ADVISED THE RT ENGINE WAS SMOKING. THE SMOKE DISSIPATED INSIDE & WAS NO LONGER VISIBLE TO THE TOWER. REPLACED THE RT ENGINE DUE TO INTERNAL OIL LEAK & SMOKE IN THE CABIN. PERFORMED SATISFACTORY GROUND RUNS & LEAK CHECKED IAW AMM.
IN FLIGHT, RECEIVED FADEC FAULTY ICAS MESSAGE AND EICAS COMPARITOR FAIL WITH YELLOW DASH LINES IN ITT. ABOUT 5 MINUTES LATER, FELT A LIGHT SHUTTER ASSOCIATED WITH THE ENGINE ROLLING BACK AND FAILED. AFTER ABOUT 30 SECONDS, ENGINE AUTO LIGHTED. NO ABNORMAL VIBRATIONS. CONTINUED AT A REDUCED POWER SETTING TO LANDING. REMOVED LT ENGINE OUTER WIRING HARNESS, AND INSTALLED NEW OUTER WIRING HARNESS IAW MM 73-20-03. REMOVED LT ENGINE EEC AND INSTALLED REPAIRED EEC IAW MM 73-20-02. OPS CHECKED GOOD AND ALL FAULTS CLEARED.
DURING APPROACH, PBI BRAKES APPLIED BY LT SEAT PILOT, & ON TOUCHDOWN BRAKES DID NOT SEEMS TO CATCH. FEEL THAT WAY AT TIMES AS THRUST REVERSERS ARE DEPLOYING ON THIS TYPE ACFT, AT ABOUT 70 KNOTS LT SEAT ASKED RT SEAT TO APPLY BRAKES, DIDN'T SEEM TO CATCH. PUSHED PEDALS DOWN QUITE A BIT BEFORE SLOWING. REMOVED DEFECTIVE NR 1, 3 & 4 BRAKE ASSEMBLIES & INSTALLED REPAIRED BRAKE ASSEMBLIES IAW MM. PERFORMED NORMAL BRAKE SYS BLEEDING, PARKING BRAKE SYS BLEEDING, EMERGENCY BRAKE SYS BLEEDING, & NORMAL BRAKE SYS FUNCTIONAL TEST IAW AMM32-40-20. NO DEFECTS NOTED AT THIS TIME.
STRONG FUEL ODOR FOUND IN THE REAR OF THE CABIN. 11,000 POUNDS OF FUEL ON BOARD. ODOR FOUND ONLY AFTER THE APU IS STARTED. NO LEAKS FOUND ON THE OUTSIDE OF THE ACFT. NO LEAKS FOUND ON THE INSIDE OF THE ACFT. WAITED 2 HOURS TO LET AIR OUT AND WHEN STARTED APU AGAIN THE FUEL ODOR CAME BACK. FOUND SEVERAL FASTENERS LEAKING. INSTALLED NEW FASTENERS WITH SEALANT. COMPLIED WITH LEAK CHECK WITH NO DEFECTS NOTED AT THIS TIME. ALL WORK DONE IAW MM 28-10-15 AND DWG SEB0000070. ENGINEERING DEPOSITION NR TO230371.1.2.1.1.1.
LT MAIN GEAR RED BOX INDICATION UPON RETRACTION. EXTENDED GEAR, THEN NORMAL GREEN DOWN INDICATIONS. NORMAL LANDING. REMOVED LT GEAR ACTUATOR AND INSTALLED REPAIRED ACTUATOR. PERFORMED SATISFACTORY NORMAL FUNCTIONAL LANDING GEAR EXTENSION AND RETRACTION TEST. ALL GEAR SWINGS OPS AND LEAK CHECKED GOOD FOR ALL MAINT REF MM 32-30-00 AND 32-10-20. REF CMP'S 321003 AND 323001.
ON TAKEOFF ROLL AT APPROX 60 KIAS, WE GOT A L. BLEED PRESS/TEMP HI CAS. PERFORMED APU & ENGINE RUNS WITH BLEEDAIR SELECTED ON BOTH ENGINES WITH NO DEFECTS NOTED. THEN PERFORMED BLEED AIR SELECTED ON APU WITH NO DEFECTS NOTED AT THIS TIME WITH ENGINES & APU RUNNING FOR 45 MIN. NO LT BLEED PRESS/TEMP HIGH MESSAGE. NO DEFECTS NOTED AT THIS TIME IAW MM 21-00-00 & AFM
JUST AFTER ENGINE RUN-UP GOT LINE PRESSURE HIGH/OVER TEMP WARNING ILLUMINATED. WHEN THROTTLES REDUCED TO IDLE, LIGHT WENT OUT. PERFORMED ENGINE RUN, NO DEFECTS NOTED. CHECKED HP PRSOV VALVES NR 1 & 2 ENGINE; PRESSURE FROM NR 1 ENG HP PRSOV VALVE 25 PSI AND NR 2 ENG 25 PSI. REMOVED REMOVED S/N 0148 AND REPLACED OVERTEMPERATURE SWITCH FWD P/N 641180-1 S/N 0369. AFT TEMP SWITCH S/N 0351 REMOVED S/N 0153 IAW G-200 M.M. CH 21-11-07. NO DEFECTS NOTED. OPS CHECK SATISFACTORY.
AT 4000 FT AND 250 KTS AT APPROXIMATELY 75% NI WE HEARD A BANG FROM THE REAR OF THE AIRCRAFT .ADDITIONALLY THE LEFT ENG VIBRATION GAGE INDICATION SIGNIFICANTLY HIGHER THAN THE RIGHT ENG. AFTER LANDING WE NOTED EXCESSIVE OIL ON THE LEFT WING. INSTALLED (1) 2.5 AND (2) 2.8 BLEED VALVES AS A PRECAUTIONARY MEASURE FROM A SUSPECTED COMPESSOR STALL. ALL WORK DONE I.A.W P & W 306A M/M CH 75-30-01. COMPLETED SATISFACTORY BOV OPS CHECK. WORK DONE I.A.W. PW306A M/M CH 71-00-00.
WITH THE AIRCRAFT ON THE GROUND, CABIN DOOR OPEN, APU ON , APU BLEED AIR ON CABIN UPPER LTS ON, LOWER CABIN LTS ON , AIRSHOW ON, A STREAMING PUFF OF SMOKE EMITTED FROM THE LT UPPER SIDEWALL ABEAM, SEAT NR 3 AND THE SEAT NR 3 ENTERTAINMENT CONTROL PANEL. CABIN CONTROLLED SWITCHES HAVE BEEN TURNED OFF. NO CIRCUIT BREAKERS HAVE TRIPPED. CABIN HAS STRONG ODOR OF ELECTRICAL SMOKE. REMOVED AND REPLACED AUDIO/VIDEO MODULE. OPS CHECK GOOD AT THIS TIME. NO DEFECT NOTED. DONE IAW G-200 COMPLETION CENTER MAINTENANCE HANDBOOK CHAPTER 23-38-00. DID NOT DEPART.
AT 41000 FEET, THE RIGHT ENGINE MADE A VERY LOUD BANG FOLLOWED BY HIGH ITT ON THE RIGHT ENGINE WITH SEVERE VIBRATION. THE RT ENGINE HAS UNCOMMANDED SHUT DOWN. ACCOMPLISHED EMERGENCY LANDING AT CID. ON GROUND FOUND ENGINE HD SEVERE INTERNAL FAILURE. REMOVED AND REPLACED THE RT ENGINE, ENGINE OPS CHECKED, 5 POINT RUNS AND LEAK CHECK GOOD, G200 MM REF-71-00-00, P&W MM REF 71-00-00.
R ENGINE DETECT CAS MESSAGE IS ON AND THE RT ENGINE OVERHT LIGHT WILL NOT TEST. UPON INVESTIGATION SUSPECTED EITHER A BAD OVERHEAT DETECT LOOP OR A BAD FIRE DETECT LOOP ON THE NR 2 ENGINE. TROUBLESHOT BOTH LOOPS FOUND BOTH LOOPS TO BE GOOD AS WELL AS THE WIRING IN THE NR 2 PYLON. FOUND FIRE/OVERHEAT CAPSULE TO NOT BE SEATED CORRECTLY, RESEATED CAPSULE. RT ENGINE DETECT MESSAGE WENT AWAY AND OVERHEAT LIGHT NOW WORKS PROPERLY. ALL WORK DONE IAW G200 MM 26-10-20, 20-10-10 AND G200 WIRING MANUAL 26-20-12.
LOST RT HYDRAULIC SYSTEM IN FLIGHT, RT HYD LEVEL LOW MESSAGE DISPLAYED. SYSTEM PRESSURE 400-600 PSI, LANDED AIRCRAFT USING EMERGENCY BRAKE SYSTEM. REMOVED AND REPLACED BRAKE CONTROL VALVE, PERFORM EMERGENCY BRAKE CHECK IAW MM CHAPTER 32-30-710-802. REPLACED RT HYDRAULIC SYSTEM PRESSURE SWITCH WITH NEW SWITCH IAW MM 29-10-16-000-801.
COULD NOT CONTROL PRESSURIZATION IN AUTO OR MANUAL MODE WITH SEVERAL ATTEMPTS, DECLARED EMERGENCY AND DIVERTED TO ILM. COMPLIED WITH ENGINE RUN UP TO MAX CLIMB DETENT SEVERAL TIMES, UNABLE TO DUPLICATE DISCREPANCY AT THIS TIME. ALL WORK DONE PER GULFSTREAM-200 MAINTENANCE MANUAL CHAPTER 71-00-00, NO FURTHER ACTION REQUIRED AT THIS TIME.
AFTER SELECTING GEAR UP, THE RIGHT GEAR WOULD NOT INDICATE UP, HAD RED GEAR DISAGREEMENT LIGHT. REMOVED LT & RT MAIN GEAR DOOR ASSEMBLY ARMS AND INSTALLED NEW ARMS OF SUPERCEDED P/N'S. PERFORMED MAIN GEAR DOORS OUTBOARD AND INBOARD RIGS AND OPS CHECKS. GEAR OPS CHECKS AND DOOR LATCHING PRESSURES CHECKED GOOD. ALL WORK ACCOMPLISHED IAW GULFSTREAM 200 MM CHAPTER 32-10.
AFTER TAKEOFF DURING FLAP RETRACTION THE LEFT AND NOSE GEAR UNLOCK LIGHTS ILLUMINATED AND THE RIGHT GEAR WENT TO RED, ACCOMPLISHED AIR TURNBACK TO LAS. ADJUSTED RIGHT HAND MLG ACTUATOR LOCK PRESSURE TO THE GULFSTREAM -200 MM CHAPTER 32-10-10, PERFORMED FUNCTIONAL CHECK OF LANDING GEAR PER IAW MM CHAPTER 32-30-00, OPS CHECK GOOD.