N712J
Registered owner: 4J AVIATION LLC, TX (owner ≠ operator)
Operators of this aircraft
Who operated this tail, and how firmly we know it.
| Operator | Role | Period | Basis |
|---|---|---|---|
| Texas Taildraggers | Operator | on 2007-11-03 | Operator named in NTSB report |
Accident & incident history
Operated by Texas Taildraggers (per NTSB report)
Maintenance disclosures
Service Difficulty Reports filed with the FAA for this airframe. Filing is largely voluntary — the number of reports is not a measure of reliability. To verify a report, search its control number at the FAA SDRS site.
2 reports on file, 2010-08-03 – 2026-07-07.
Part: SQUIB — MISWIRED (ZONE 100) · airframe 843 hrs · 627 cycles
WAS COMPLYING WITH THE CH 4, DOC MV INSPECTION, CALLS FOR A DETAILED INSPECTION OF BOTH ENGINE & APU FIRE EXTINGUISHER WIRING. THIS IS THE FIRST OCCURRENCE OF THIS TYPE OF INSPECTION ON THIS AIRCRAFT SINCE NEW. THE APU SQUIB WAS WIRED CORRECTLY BUT I DID FIND THAT BOTTLE PRESSURE SWITCH ELEC CONNECTOR WAS NOT ATTACHED AND WAS HANGING LOOSE. OF THE FOUR SQUIBS ON THE TWO ENG FIRE BOTTLES, FOUND 3 OF THEM WIRED BACKWARDS. THIS WOULD HAVE PREVENTED THOSE SQUIBS FROM FIRING IF A PILOT WOULD HAVE SELECTED THAT SQUIB IN THE EVENT OF AN ENGINE FIRE. WITH HOW THEY WERE WIRED (FROM THE FACTORY) THERE WAS ONLY ONE SHOT AVAILABLE FOR THE LT ENG, & NOTHING ON THE RT ENG. THERE HAVE BEEN NO INSPECTIONS OR MX ON THE WIRING OR EXTINGUISHING SYSTEM SINCE THE PLANE LEFT THE FACTORY NEW. AD 2007-11-17 ADDRESSES THIS ISSUE AND WAS SIGNED OFF AS COMPLIED WITH AT THE TEXTRON AVIATION INC. FACTORY WHEN THE PLANE WAS RELEASED NEW. MANDATORY SERVICE LETTER SL560XL-26-02 WAS EFFECTIVE AT THE TIME THE ACFT WAS RELEASED AS NEW. THE SL STATES THAT ACFT WITH S/N 6307 AND ON WOULD HAVE THE SL INCORPORATED AT PRODUCTION. ABLE TO VERIFY THAT ALL THE SQUIB WIRES ARE LABELLED CORRECTLY AND THAT THE LABELS ARE CLEARLY LEGIBLE.
Part: IGNITION SWITCH — MISMANUFACTURED
THE SWITCH WAS INSTLLED IN ACFT ON 8/3/10. IT WAS BRAND NEW, RIGHT OUT OF THE BOX. THIS MODEL SWITCH HAS THE STARTER FUNCTION. WHEN THE SWITCH WAS TURNED TO THE START POSITION, THE STARTER RELAY WOULD NOT OPERATE. IN AN ATTEMPT TO DETERMINE THE PROBLEM, THE SWITCH WAS TAKEN APART AND EXAMINED. IT WAS DISCOVERED THAT THERE WAS A LUBRICANT IN THE FORM OF GREASE COVERING THE INTERNAL COMPONENTS (REFER TO AD93-05-06). THE SWITCH WAS THEN REASSEMBLED AND CONTINUITY TESTS WERE MADE FROM THE BATTERY TERMINAL TO THE STARTER TERMINAL WITH THE SWITCH IN THE START MODE. THERE WAS NO CONTINUITY. TESTS WERE ALSO MADE FRO THE "P" LEAD TERMINALS TO GROUND WITH THE SWITCH IN THE "OFF" POSITION. THERE WAS NO CONTINUITY. THIS IMPLIES THAT THE MAGNETO "P" LEADS ARE NOT BEING GROUNDED WHEN THE SWITCH IS OFF AND THEREFORE A "HOT PROP" CONDITION EXISTS. THE SWITCH WAS THEN DISASSEMBLED, THE GREASE WAS THOROUGHLY CLEANED FROM THE CONTACTS. THE SWITCH WAS THEN REASSEMBLED AND RETESTED. THERE WAS SOLID CONTINUITY BETWEEN ALL OF THE CONTACTS AND THE STRAT FUNCTION WORKED PROPERLY. CONCLUSION: THE GREASE BETWEEN THE CONTACTS AND THE WIPERS IS ACTING AS AN INSULATOR AND IS PREVENTING THE CONTACTS FROM MAKING A SOLID ELECTRICAL CONNECTION. IT IS THE OPINION OF THIS MECHANIC THAT THIS REPRESENTS A HAZARDOUS CONDITION AND SHOULD BE CORRECTED ASSUMING ALL THE SWITCHES ARE BEING MANUFACTURED USING THIS PROCESS.