N775QS
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
COCKPIT ODOR: ODOR/ SMOKE IN COCKPIT AND CABIN ON TAKE OFF ROLL. BLEED WERE TRANSFERRED TO ENGINES BEFORE TAKE OFF. AS SOON AS POWER WAS ADDED FOR TAKE OFF A RUBBERY SMELL AND SMOKE APPEARED IN COCKPIT. WE IMMEDIATELY ABORTED TAKE OFF ROLL AND SMOKE AND ODOR STOPPED CORRECTIVE ACTION; REMOVED ACM AND REPLACED WITH NETJETS SUPPLIED UNIT PER BOMBARDIER CL350 AMM TASK 21-52-13-400-801. PERFORMED OPERATIONAL AND LEAK CHECKS. OPERATIONAL AND LEAK CHECKS SATISFACTORY.
INBD BRAKES FAIL AMBER CAS: INBOARD BRAKE FAIL AMBER CAS MESSAGE CAME ON ON TAXIOUT. B3 CODE: 006927. INBOARD SHUTOFF VALVUE FAULT. T/S USING 8 3 CODE TO FAULTY BRAKE SHUTTLE VALVE. R&R INBOARD BRAKE SHUTTLE VALVE W/ OVERHAULED UN1T IA W CL350 AMM 32-43-21, PERFORMED BRAKE BLEED, OPERA TJONAL, AND LEAKCHECK OF BRAKES. OPS CHECK AND LEAK CHECK WAS SUCCESSFUL WI NO BRAKE FAIL INDICATIONS OCCURRING.
MAIN CABIN DOOR AFT STRUT LEAKING // SIGNOFF//REMOVED LEAKING MAIN CABIN DOOR AFT STRUT PN: 1005210250-017 SN: 1360 AND INSTALLED SERVICEABLE AFT MAIN CABIN DOOR STRUT PN/ 1005210250-017 SN: 1618 KBALLED FROM N743QS IAW CL 350 MM 52-11-41. OPS CKD NORMAL NO ADJUSTMENT REQUIRED.
CAPTAIN AIRSPEED INDICATION: AT 270 KNOTS AT 17000 FEET RECEIVED THE EFIS MISCOMPARE INDICATION. NOTED THAT THE CAPTAIN ALTIMETER WAS 300 FOOT HIGHER THAN THE STANDBY AND FO'S. WHEN YOU WOULD SLOW DOWN THE AIRCRAFT, THE ALTITUDE DISPARITY WOULD DECREASE TO LESS THAN 150 FEET. WHEN YOU WOULD SPEED BACK UP THE ERROR WOULD BECOME LARGER. THIS WAS ASSOCIATED WITH A STRANGE SMELL (ELECTRICAL?) IN THE COCKPIT AND CABIN. RAN THE PROCEDURE AND REVERTED TO ADC #2, WHEN DOING THIS THE CYAN "R ENG THRUST FAULT", "FLAPS FAULT", "STAB TRIM FAULT", "SPOILERS FAULT" MESSAGES WERE DISPLAYED. THE STRANGE SMELL CONTINUED. THE FLIGHT DIRECTOR WAS TRANSFERRED TO THE FO SIDE. AS WE ARRIVED BACK AT THE AIRPORT TO SHOOT A ILS TO MINIMUMS, THE FLIGHT DIRECTOR WOULD NOT COUPLE TO THE ILS FOR APPROACH GUIDENCE, WE WENT AROUND. WE DECIDED TO SEQUENCE THE GREEN NEEDLES MANUALLY FOR THE NEXT APPROACH. ON BASE THE AUTOPILOT TRIM FAIL AMBER CAS DISPLAYED, BUT IMMEDIATELY EXTINGUISHED WHEN THE AUTOPILOT WAS TURNED OFF. ON INTERCEPTING THE LOCALIZER THE FLIGHT DIRECTOR WOULD NOT ALLOW APPROCH MODE TO BE ENGAGED, ENDED UP FLYING THE APPROACH RAW DATA. THE SMELL CONTINUED TO BE PRESENT UNTIL SHUTDOWN. // SIGN OFF // REMOVED DEFECTIVE # I AIR DATA COMPUTER IAW CL-350 AMM 34-13-01-000-80I, INSTAILED AN OVERHAULED # I AIR DATA COMPUTER IAW CL-350 AMM 34-1 3-01-400-80I. '"PERFORMED FUNCTIONAL TEST O F#! ADC !AW CL-350 ~ 34-11-01-790-80 I COMPLIED WITH A SATISFACTORY LEAK CHECK OF THE PL , COPILOT S2 AND PILOT SI !AW CL-350 AMM 34-11-01-790-80 I.