N789QS
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
SHORTLY AFTER TAKE OFF WE STARTED EXPERIENCING A SERIES OF CAS MSGS. AT FIRST A FEW. THEN MANY. AT THE HEIGHT 2 PAGES FULL OF CAS MSGS. AT THE LAST 1/3 OF THE FLIGHT MOST HAD RESOLVED THEM SELVES AND WERE REDUCED TO A FEW. THESE ARE SOME OF THE CAS MSGS WE EXPERIENCED: - RED LAV SMOKE - AMBER SPOILER FAULT - AMBER FLAPS FAIL - CYAN STAB TRIM FAULT - CYAN ENG MACH HOLD FAIL - CYAN CAS MISCOMPARE - CYAN IAPS FAN FAULT. AT SOME POINT WE LOST THE PF PFD MFD AND COM1 ALONG WITH A NUMBER OF OTHER LEFT SIDE SYSTEM CAS MSGS. CORRECTIVE ACTION: REMOVED FAILED IAPS ENVIRONMENTAL CONTROLLER (IEC) PN 822-1131-001 SN 4731VH AND INSTALLED A REPAIRED IAPS ENVIRONMENTAL CONTROLLER (IEC) PN 822-1131-001 SN 426PKG. PERFORMED OPS CHECK OF IAPS ENVIRONMENTAL CONTROLLER (IEC) WITH NO DISCREPANCIES NOTED. OPS CHECK SATISFACTORY. NJA HAS ELECTED TO SIGN THIS DISCREPANCY OFF. WORK PERFORMED REF CL-350 AMM CH 31-45-13.
CLIMBING THROUGH 9000FT WE STARTED HEARING A LOUD WHISTLING WIND NOISE ALL THE WAY UP TO FL210. FIRST OFFICER WENT BACK AROUND 12,000FT AND SAID HE COULD SEE LIGHT THROUGH THE DOOR ON THE TOP LEFT HAND CORNER. THIS WAS FOLLOWED BY A FEW POPPING SOUNDS BELIEVED TO BE THE SEAL POPPING INTO PLACE. THE AIRPLANE PRESSURIZED NORMALLY THE ENTIRE FLIGHT. TECH REMOVED AND RE-APPLIED NEW RTV SEALANT OVER THE ENTIRE AFFECTED AREA AS REQUIRED. A NEW PRESSURIZATION TEST IS SCHEDULED FOR TOMORROW AFTER RTV GET DRY AND RESULTS WM BE UPDATED TO MCC. 08/05/2025: RTV HAS FULLY CURED AND TECHS PERFORMED MAIN DOOR PRESSURIZATION CHECK WITH NO DEFECTS NOTED AT THIS TIME. ALL WORK PERFORMED IAW AMM 52-11-00.
EMERGENCY EXIT YELLOW CAS MESAGE CAME ON WHILE CLIMBING THROUGH 10,000 FEET. RAN APPROPRIATE CHECKLIST AND RETURNED BACK TO ICT. ATTEMPTED TO VERIFY FAULT BUT COULD NOT RECREATE ON THE GROUND. PERFORMED OPERATIONAL TEST OF THE DOOR SENSORS, OPS TEST OF THE EMERGENCY EXIT PROXIMITY SENSOR, & BIT OF THE DOOR PROX SENSORS IAW AMM 25-71-00-710-801, AMM 25-71-00-710-802, AND AMM 25-71-00-740-801. ALL SYSTEMS CHKD GOOD. DOOR SENSOR RIGGING INDUCTANCE WAS STEADY & READ WITHIN LIMITS AT 8.310 MH. ATTEMPTED TO FAIL SENSOR BY PRESSURIZING ACFT IAW AMM 21-31-00-710-801. SYS DID NOT FAIL. PER INSTALLATION OF PX49 EMER EXIT DOOR PROX SENSOR AMM 52-71-21-400-801 STEP 2.F.(8) NOTE THE SENSOR SHOULD BE RIGGED WITH A MORE COMPRESSED TOLERANCE TO ACCOUNT FOR FUSELAGE EXPANSION AT HIGHER ALTITUDES. GAINED ACCESS TO BEGIN RIGGING PX49 EMER EXIT DOOR PROX SENSOR. WHEN RIGGING SENSOR NOTICED NONE OF THE BOLTS AND NUTS WERE TORQUED DOWN. REMOVED SHIM AND TORQUED NUTS TO 25 IN LBS IAW CL350 AMM 52-71-21-400-801.
ON THE FINAL DESCENT AND TRANSITION TO THE APPROACH PHASE OF FLIGHT, CREW RECOGNIZED ENG VIBRATION & ISOLATED VIBRATION TO THE RT ENG. RT ENGINE VIBRATION AMBER CAS ILLUMINATED. CREW RAN QRH FOR CAS & ELECTED TO REMAIN MONITORING VIBRATION. CREW NOTICED RT ITT RISING TOWARDS REDLINE & RT ENG EXCEEDANCE CAS INTERMITTANT. CREW RAN INFLT ENG SHUTDOWN QRC & CHECKLISTS, LANDED WITHOUT INCIDENT. AFTER VISUAL INSPECT, CREW NOTICED NO VISIBLE ABNORMALITIES IN FAN DUCT &/OR EXHAUST DUCT. REMOVED ENG & INSTALLED REPAIRED ENG IAW LMM 72-00-00 SUBTASK 72-00-00-420-004-A01. PERFORMED POST ENG INSTALL LEAK & OPS CHKS. WORK DONE IAW LMM 72-05-22 REV 13. & BD-100-1A10 TASK 71-00-01-400-801 REV 42 .
COCKPIT ODOR: IMMEDIATELY AFTER ROTATION AIRCRAFT ENCOUNTERED EXCESSIVE NOISE ASSOCIATED WITH AIRFLOW TO THE CABIN, AN ACRID SMELL, AND EXCESSIVE TEMPERATURE OF AIRFLOW FROM THE ENVIRONMENTAL SYSTEM. THE AIRFLOW NOISE WAS EXCESSIVE AND ABNORMAL AND INCREASED WITH AN INCREASE IN ENGINE THRUST. THE APU WAS ON AT THE TIME OF THE EVENT AND SHUT DOWN PER THE AFTER TAKEOFF FLOW AFTER ROTATION. THE PROBLEM PERSISTED AS WE ENTERED THE TRAFFIC PATTERN TO RETURN TO THE FIELD. UPON LANDING THE APU WAS STARTED, THE ENGINES SHUT DOWN AND THE PROBLEM PERSISTED. NO CAS MESSAGES WERE ASSOCIATED WITH THIS EVENT. REMOVED AIR CYCLE MACHINE PN OFF 3471A020000, SN OFF 00702, DUE TO EXCESSIVE NOISE ASSOCIATIED WITH AIRFLOW TO THE CABIN AND ACRID SMELL AND EXESSIVE TEMPERATURE OF AIRFLOW FROM ENVIRONMENTAL SYSTEM, ALSO SEIZED, INSTALLED OVERHAULED UNIT PN INSTALLED 3471A020000 S/N 00210. IAW CL-350 AMM 25-53-13. PERFORMED OPS AND LEAK CHECK WITH NO DEFECTS NOTED. NO BAD ODOR NOTED IN CABIN AND COCKPIT AT THIS TIME
SMOKE DETECTION MASTER WARNING LIGHTS ILLUMINATED. REMOVED SMOKE DETECTOR CONTROL UNIT. REPLACED WITH REPAIRED UNIT IAW CHAP 26-12-00 OF THE CESSNA 650 MM. OPS CHECKED GOOD.
ON LANDING ROLL OUT,THE LEFT BRAKE PEDAL WENT TO THE STOP WITHOUT ANY BRAKING OCCURRING ON THE LEFT MAINS. TAXI CHECK A/C COULD NOT DUPLICATE. HOOKED UP PRESS GAUGES TO LT BRAKE ASSY APPLY HYD PRESS + GET 2000 PSI OUT OF BOTH BRAKE ASSY. BLED BRAKES. TAXI A/C OPS CHECKED GOOD IAW 650 MM CH 32-42-00
FLAPS INOPERATIVE ANNUNCIATOR ILLUMINATED AFTER TAKEOFF WITH FLAPS INDICATING UP, FLAP WOULD NOT RESET. DURING LANDING APPROACH FLAPS WOULD RESET AND OPERATE BUT FLAPS INOP ANNUNCIATOR REMAINS ILLUMINATED ON THE GROUND. TROUBLESHOT SYSTEM TO DEFECTIVE FLAP RESOLVER CONVERTER, REMOVED AND REPLACED CONVERTER, RIGGED FLAPS IAW MM CHAPTER 27-54-00, OPS CHECKS GOOD.
AFTER TAKEOFF THE LANDING GEAR WOULD NOT RETRACT DUE TO THE LANDING GEAR HANDLE WOULD NOT MOVE UP. - REMOVED AND REPLACED LANDING GEAR CONTROL UNIT IAW CESSNA 650 MM CHAPTER 32-30-01, PERFORMED GEAR RETRACTION TEST, SYSTEM OPS CHECKED GOOD.
AFTER TAKEOFF THE LANDING GEAR WOULD NOT RETRACT, THE LANDING GEAR HANDLE WOULD NOT MOVE UP. ACCOMPLISHED AIR TURNBACK TO DSM, AIRCRAFT LANDED WITHOUT INCIDENT. REMOVED AND REPLACED LANDING GEAR CONTROL UNIT IAW CESSNA 650 MM CHAPTER 32-30-01. OPERATIONAL CHECK OF SYSTEM GOOD IAW CESSNA 650 MM CHAPTER 32-30-01.
AFTER TAKEOFF THE LANDING GEAR WOULD NOT RETRACT, THE LANDING GEAR HANDLE WOULD NOT MOVE UP. ACCOMPLISHED AIR TURN BACK TO DSM, AIRCRAFT LANDED WITHOUT INCIDENT. ITEM IS UNDER INVESTIGATION.
GEAR WOULD NOT RETRACT AFTER TAKEOFF, ACCOMPLISHED AIR TURNBACK TO MKE.
FOUND DURING INSPECTION FUEL LEAKING FROM SUMP DRAIN. REPLACED O-RING. O-RING APPEARS TO BE DRY ROTTED AND HAS CRACKS. O-RING MATERIAL IS NOT VERY FUEL RESISTANT.
CRACKS WERE FOUND IN BOTH INBOARD ELEVATOR HINGES DURING A SCHEDULED INSPECTION. THE HINGES ARE ATTACHED TO THE HORIZONTAL STABILIZER AND ARE LOCATED AT THE INBOARD END OF EACH ELEVATOR. THE CRACKS EXTEND APPROXIMATELY .20 INCH IN LENGTH AND ARE LOCATED ON THE UPPER AFT END OF THE INBOARD HINGE FITTING.
DURING ROUTINE DAILY CHECK, AILERON WING CABLE TENSION WAS FOUND TO BE SO LOW THAT THE CABLES WERE DRAGGING ON THE LOWER SURFACE OF THE WING TRAILING EDGE. TENSION CHECKED 19 POUNDS. MAINTENANCE MANUAL CHAPTER 27-10-00 PG 501 SPECS TENSION AT 35 PLUS OR MINUS 5 POUNDS AT 70 DEGREES FAHRENHEIT. RE-RIGGED AND TENSIONED WING AILERON CABLES. SUBMITTER SUGGESTED TIGHTER MANUFACTURING CONTROL. ACFT TTSN: 178.0 HOURS.