N794QS
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
INFLIGHT CYAN EICAS 'FIRE SYS FAULT' DISPLAYED. B3-008147 CANNOT DUPLICATE ISSUE. DISCONNECTED CONNECTOR A91P2 AT THE FIREX CONTROL UNIT AND PERFORMED A RESISTANCE CHECK FROM PIN 17 TO PIN 18. TOTAL RESISTANCE SHOULD BE AROUND 11.67 OHMS AND THE MULTIMETER WAS READING 9.3 OHMS. RESISTANCE CHECKED GOOD. OPENED RH ENGINE COWL AND PERFORMED A GVI ON PYLON LOOP (A101) , ENGINE CORE LOOP (A99), GEAR BOX LOOP (A102) AND THE FORWARD NACELLE LOOP (A100). ALL LOOPS CHECKED GOOD. NO DEFECTS NOTED. REF CL-350 SMARTFIX FOR B3-008147 CODE TROUBLESHOOTING RECOMMENDATIONS. MCC ELECTED TO CLEAR MEL DUE TO NO HISTORY.
IN CLIMB THROUGH APPROX 15,000 FT , WAS HAND FLYING AUTO PILOT OFF, EXPERIENCED WHAT WOULD BE CALLED A MODERATE OR HIGHER FLUTTER IN CONTROL COLUMN, WITH A MILD ROLL BACK IN FORTH, LT TO RT IN ROLL AXIS. CLIMBING ON PROFILE OF 280 KNOTS. CONDITION WAS EXPERIENCED IN BOTH YOKES. PERFORMED A GVI OF AILERONS, AILERON TRIM TABS, SPOILERS, FLAPS, ELEVATORS IAW AMM 27-00-00 WITH Y NO VISUAL DEFECTS NOTED OF FLT CONTROLS ASSOCIATED WITH ROLL AXIS. DURING INSPECTION FOUND AILERON TRIM TAB TO HAVE EXCESSIVE PLAY ALLOWING AILERON TRIM TAB TO VIBRATE AS WELL AS INTERMITTENTLY SLIP INTO AIRSTEAM IN FLIGHT. FOUND AILERON TRIM TAB INBD & OTBD ACTUATOR ARMS NOT PROPERLY TORQUED. TORQUED AILERON TRIM TAB ACTUATOR INBD & OTBD ARMS IAW AMM 27-12-05. AFTER TORQUING AILERON TRIM TAB ACTUATOR INBD & OTBD ARMS TECHS FOUND ALL AILERON TRIM TAB PLAY REMOVED. PERFORMED OPS & FUNCTIONAL CHKS IAW AMM 27-11-00, 27-12-00, 27-62-00, & 27-52-00. OPS & FUNCTIONAL CHKS GOOD WITH NO DEFECTS NOTED.
OUTBOARD BREAKS FAIL CAS DURING PARKING AT THE RAMP WITH ENGINES RUNNING AND HYDRAULIC SYSTEM ON AND NORMAL PRESSURE. REPLACED OB BRAKE SHUT OFF VALVE IAW CL350 AMM 32-43-25. OPERATIONAL TEST CARRIED OUT SERVICEABLE.
INFLIGHT VIBRATION (EXCEPT ENGINE): DURING DESCENT WITH AUTOPILOT ON WHILE PASSING THROUGH 25000FT AND 310KIAS, WE OBSERVED A NOTICEABLE VIBRATION THROUGH BOTH YOKES. THIS VIBRATION CONTINUED THROUGHOUT THE REST OF THE DESCENT AND WAS MOST PRONOUNCED ABOVE 250 KIAS. THE VIBRATION WAS LESS NOTICEABLE BELOW 200 KIAS BUT WAS STILL PRESENT. POSTFLIGHT SHOWED NO VISIBLE ABNORMALITIES WITH THE AILERONS AND FLAPS. CORRECTIVE ACTION: INSPECTED AND RE-TORQUED TRIM ACTUATOR LINKS. OPS CHECK GOOD. IAW CL350 AMM 27-12-05
MAIN DOOR WILL NOT CLOSE. BOTH POWER ASSIST AND MANUAL ATTEMPTS FAILED. DOOR IS BINDING AT THE TOP OF THE CLOSING, STOPS, THEN FALLS OPEN. DOOR NOT COMPLETELY IN THE FULL OPEN POSITION. ONCE AIRCRAFT WAS PLACED IN HANGER, TECHS CAREFULLY OPENED AND SUPPORT MED. REMOVED ACCESS TO MOTOR AND CABLE, PERFORMED GVI WITH NO ISSUES NOTED. TECHS THAN GAINED ACCESS TO LEVER ASSEMBLY COVER AND STEP LIGHT COVERS. INSPECTED THE INSIDE MECHANISM . FOUND THAT THE MED DOOR WHEN WEIGHT WAS APPLIED WOULD OVER EXTEND AND MANUALLY MOVE THE LOCKING LEVER, AND WOULD MAKE THE DOOR CAPABLE OF STRIKING THE BOTTOM PORTION OF FUSELAGE. ONCE AIRCRAFT WAS PLACED INSIDE HANGER AFTER APPX 30 MINUTES THE DOOR OPERATED NORMALLY. FOUND THAT THE LOCKING HOOK WAS NOT ENGAGING THE DOOR STOPS DURING THE COLD TEMPS WHEN AIRCRAFT WAS PARKED OUTSIDE. TECHS THAN MOVED BY HAND FOUND FOUND THAT THE LOCKING ARMS TO BE DRY. LUBRICATED AS REQUIRED. AN PERFORMED MULTIPLE GOOD OPERATIONAL CHECKS OF THE DOOR LOCKING/UNLOCKING AND ENGAGEMENT OF STOPS. NO OTHER ISSUES NOTED. ONCE LOCKING BAR AND HOOKS WERE LUBRICATED DOOR OPERATED AT ALL POINTS SMOOTH. ALL WORK DONE IAW CL-350 AMM 52-11-00. NO ADJUSTMENTS AND CHANGES WERE MADE TO MED LINKAGE OR LOCKING MECHANISMS. ORIGINAL SUBMISSION DATE: 1/15/2024
ON INITIAL CLIMB OUT WITH THE AUTO PILOT OFF THE RUDDER TRIM WENT HARD RIGHT. IT WAS SO VIOLENT WE THOUGHT WE HAD AN ENGINE FAILURE. WE GOT THE TRIM RE-CENTERED, ENGAGED THE AUTO PILOT, AND THE RUDDER TRIM WENT HARD, RIGHT A SECOND TIME. WE DISENGAGED THE AUTO PILOT AND RE-CENTERED THE RUDDER TRIM SECOND TIME AND RETURNED FOR LANDING. THERE WERE NO CAS MESSAGES AND NO B3 CODES. REMOVED FAILED RUDDER TRIM SWITCH P/N: BD30-0012-3, NSN AND REPLACED WITH A NEW CUSTOMER SUPPLIED SWITCH P/N: BD30-0012-3, NSN. COMPLIED WITH A SATISFACTORY OPERATIONAL CHECK OF THE RUDDER TRIM REF AMM 27-22-00.
CABIN SMOKE: AFTER CLEARING THE RUNWAY AND SWITCHING FROM ENGINE BLEED AIR TO APU BLEED AIR, A BURNING SMELL STARTED COMING FROM THE A/C VENTS FOLLOWED BY A HAZE IN THE CABIN. WE THEN SWITCHED OFF THE APU AIR AND THE SMELL AND HAZE DISSAPPATED AFTER A COUPLE OF MINUTES. WE KEPT ALL THE BLEEDS OFF FOR THE REMAINDER OF THE TAXI TO THE RAMP. AFTER WE SHUTDOWN I CHECKED THE AFT EQUIPMENT BAY AND FOUND NO ODOR OR FUMES IN THE BAY. WE RECEIVED NO CAS MESSAGES DURING THIS TIME.//CORRECTIVE ACTION// R/R ACM WITH REF TO CL-350 AMM 21-52-13. OPS AND LEAK CHECK GOOD
IMMEDIATELY FOLLOWING ROTATION, WEIGHT OFF WHEELS, THE PASSENGER DOOR, AMBER CAS MESSAGE DISPLAYED. WE RETURNED TO LAND, AND AS SOON AS THE AIRCRAFT WAS WEIGHT ON WHEELS, THE MESSAGE EXTINGUISHED. TWO B3 CODES WERE CAPTURED IN FAULT HISTORY; B3-007469 FOR A DOOR RIGGING ISSUE ON TAXI, AND B3-007468 FOR THE SAME MESSAGE IN FLIGHT.
ENGINE OIL STORAGE: ONE HOUR INTO THE FLIGHT AT FL400 A CYAN L ENGINE OIL BYPASS MESSAGE ILLUMINATED. NO FAULT CODES AIRBORN OR POSTFLIGHT WERE AVAILABLE. //SIGN OFF// REMOVED LH ENGINE WIRING HARNESS INSTALLED NEW LH ENGINE WIRE HARNESS IAW HONEYWELL AS907-Z-1A LMM OPS TEST REQUIRED PERFORMED ENGINE RUNS NO ADJUSTMENT OR RIGGING NEEDED ALL INDICATIONS NORMAL OPS CHECK GOOD AT MAX POWER IAW CL 350 AMM 71-00-00
CLIMBING THROUGH 11000, EXPERIENCED LT ENGINE OIL PRESSURE HIGH. FOLLOWED BY A RT ENG OIL PRESSURE HIGH. STOPPED THE CLIMB IAW QRH TO EXTINGUISH THE LIGHTS WAS TO ALMOST PULL POWER TO IDLE. DECLARED AN EMERGENCY. PERFORMED OIL PRESSURE ADJUSTMENT IAW MM 72-05-22. OPS CHECKED GOOD
AFTER STARTING APU AND BLEED AIR ON, COULD NOT CONTROL COCKPIT HEAT AUTO OR MANUAL. BLUE SMOKE FILLED COCKPIT. DUCT TEMPERATURE WAS 210 AND RISING WHEN BLEED AIR WAS TURNED OFF. SMOKE THEN DISAPPEARED. INVESTIGATED AND FOUND APU OVER SERVICED WITH OIL. SERVICED APU OIL TO PROPER LEVEL IAW 650 M/M 12-10-66. REMOVED AND REPLACED COCKPIT AND CABIN WATER SEPARATOR COALESCERS DUE TO OIL CONTAMINATION IAW 650 M/M12-10-01. OPS CHECKS GOOD.
ON LANDING BRAKE PEDALS FELT NORMAL, HOWEVER AIRCRAFT HAD DIFFICULTY COMING TO A STOP WITH HARD BRAKING ACTION PERFORMED. TROUBLESHOT SYSTEM, FOUND RT MAIN GEAR STRUT SQUAT SWITCH ELECTRICAL CONNECTOR VERY DIRTY. CLEANED CONNECTOR, OPS CHECK GOOD, REF CITATION 650-MM CHAPTERS 32-42-00, 32-42-04, 32-42-05, 32-42-06 AND WIRING MANUAL CHAPTERS 32-40-01 AND 32-60-02.
DURING INSPECTION OF PASSENGER OXYGEN MASKS FOR AD 99-08-21, FOUND 2 SCOTT PASSENGER OXYGEN MASKS IN A PURITAN BENNETT CONTAINER ASSY. CE650 IPC STATES PURITAN BENNETT MASK ASSEMBLIES ARE TO BE USED ONLY WITH PURITAN BENNETT CONTAINER ASSEMBLY.
INSPECTED AIRCRAFT FOR COMPLIANCE OF AD 99-08-21 PURITAN BENNETT PASSENGER OXYGEN MASKS. OXYGEN MASK INSTALLED IN AIRCRAFT WERE NOT FULLED LISTED.