N812QS
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
ON CLIMB OUT AIRCRAFT DEVELOPED A VIBRATION IT PROGRESSIVELY GOT WORST. ONCE LEVELED OFF, DISENGAGED AUTOTHROTTLES & CONTROL THRUST. BROUGHT RT ENGINE UP, VIBRATION INCREASED LT SIDE NO VIBRATION. RECEIVED ENG VIBRATION RT ROLLED BY ENG EXCEEDENCE RT ITT WAS 1001. STARTED TO SHUT ENG DOWN IT HAD ALREADY AUTO SHUT DOWN LANDING WAS ON ONE ENG AND WAS UNEVENTFUL. REMOVED RT ENGINE DUE TO ENGINE EXCEEDANCE R ITT WAS 1001. TT: 5026.4, TC: 3048 & INSTALLED NEW ENG. ACCOMPLISHED SATISFACTORY ENG RUNS, COMPLIED WITH LEAK & OPS CHECKS. NO DEFECTS NOTED. WORK PERFORMED IAW AMM 71-00-00 & LMM AS907-2-1S, 72-05-25, REV. 6. AMM REV. B, 04-16-2025 AND AMM REV 14, 03-21-2025.
MAIN CABIN DOOR IS NOT OPENING PROPERLY. AFTER OPENING THE DOOR LATCH THE CABIN DOOR OPENS ABOUT A 1/4 INCH AND STOPS. DOOR WILL NOT RELOCK AT THAT POINT. APPLY SOME PRESSURE TO THE PUSH HANDLE AND THE DOOR FRAME AND WAS ABLE TO GET DOOR TO MOVE ABOUT 6 INCHES. THE DOOR OPENS NORMALLY. ONCE OPEN IT DOES CLOSE & LOCK NORMALLY. COMPLIED WITH MAIN DOOR RIGGING BY ADJUSTING RUB BLOCK SHIMS TO ACHIEVE GAP BETWEEN 0.020 & 0.050. DOOR WAS ABLE TO BE OPENED & CLOSED FROM BOTH INSIDE & OUT WITHOUT ADDITIONAL PRESSURE APPLIED BOTH WAYS. REF AMM 52-10-00.
RADOME REQUIRES INSPECTION FOR HAIL DAMAGE. LEFT STAB REQUIRES INSPECTION FOR HAIL DAMAGE. RIGHT STAB LEADING EDGE REQUIRES INSPECTION FOR HAIL DAMAGE. REMOVED DAMAGED RADOME REPLACED WITH CUSTOMER SUPPLIED REPAIRED RADOME. COMPLIED WITH POST MAINTENANCE GAP CHECK, EYEBOLTS REQUIRED ADJUSTMENT, FINAL GAP CHECK GOOD, NO FURTHER DEFECTS TO BE NOTED. ALL WORK DONE IAW AMM 53-10-05, 53-10-20.
DURING CLIMB FUEL SCAV FAIL L CAS APPEARED AND THEN EXTINGUISHED AT LEVEL OFF FOR CRUISE. MAYBE 5 MINUTES LATER THE CAS REAPPEARED AND REMAINED UNTIL WE FOLLOWED THE QRH PROCEDURE WHICH HAS THE BOOST PUMPS BEING TURNED ON. CAS REMAINED EXTINGUISED FOR REST OF FLIGHT. CORRECTIVE ACTION: WAS ADVISED NO RECENT HISTORY. POWERED AIRCRAFT AND PERFORMED ARES DOWNLOAD AND SUBMITTED FOR REVIEW. TEAM 700 WENT THROUGH THE ARES DATA SUBMITTED. LOOKS LIKE ROOT ISSUE HERE IS A PROBLEM WITH THE LOW-LEVEL SENSOR SL002. THIS IS THE SENSOR THAT TELLS THE #1 FLCU THERE IS A LOW LEVEL IN THE TANK. THE #1 FLCU COMMUNICATES WITH THE AVIONICS TO POST THE "FUEL LEVEL LOW L" CAS MESSAGE. THE "FUEL SCAV FAIL L" CAS MESSAGE IN THIS INSTANCE IS A RESULT OF THE FIRST LOW LEVEL CONDITION. THE AIRPLANE EXPECTS THE FUEL SCAVENGE SYSTEM TO BE ON IN AN ACTUAL LOW-LEVEL CONDITION AND IT WAS NOT BECAUSE IT USES A SECOND LOW LEVEL SENSOR THAT WAS INDICATING CORRECTLY. THE FIRST LOW LEVEL INDICATION WAS JUST AS THE CREW WAS FINISHING THEIR CLIMB. IT THEN OCCURRED BRIEFLY A FEW MINUTES LATER, AND THEN EVEN LATER ON AS THE AIRPLANE WAS IN STRAIGHT AND LEVEL FLIGHT AND BEGINNING THEIR DESCENT. THIS IS LIKELY GOING TO BE A BAD SENSOR SL002. OUT OF DUE DILIGENCE, INSPECT THE HARNESS AND CONNECTION GOING TO FLCU #1 AND THE SENSOR AS WELL. YOU WILL SEE TWO IDENTICAL SENSORS IN THAT AREA WHEN YOU OPEN THE FUEL TANK. THE ONE IN QUESTION IS MOUNTED VERTICALLY RELATIVE TO THE AIRPLANE.". CONTACTED MCC AND PLACED REQUIRED PARTS ON ORDER. POWERED AIRCRAFT AND STARTED LH AND RH ENGINES PER CE700 AFM AND ALLOWED TO RUN FOR 15 MINUTES NOTING NO FUEL FAULTS. SHUTDOWN ENGINES AND POWERED DOWN AIRCRAFT AS REQUIRED. CONTACTED SIGNATURE AND SETUP SINGLE POINT DEFUELING AS REQUIRED. PERFORMED SINGLE POINT DEFUELING JAW CE700 AMM 12-10-15. PERFORMED SUMPING PROCEDURE FOR REMAINING RESIDUAL FUEL JAW 12-10-15. HAD AIRCRAFT RELOCATED TO ATLANTIC AVIATION HANGAR FOR FURTHER MAINTENANCE. GAINED ACCESS TO FLCU AS REQUIRED AND DISCONNECTED PY020 REF CE700 AMM 28-40-15. PERFORMED WIRE CHECK OF THE FUEL LOW LEVEL SENSOR SL002 WITH NO DEFECTS NOTED. GAINED ACCESS TO INBOARD FUEL PANELS AS REQUIRED. REMOVED FUEL PANEL 161CB IAW AMM 06-40- 27. PERFORMED GVI OF WIRING AND SENSOR WITH NO DEFECTS NOTED. CONTACTED MCC AND WAS ADVISED TO PROCEED WITH SENSOR REPLACEMENT. REMOVED SUSPECT FAULTY FUEL LOW LEVEL SENSOR SL002 P/N: 722888-1-0 S/N: 00788 AND INSTALLED NEW CONDITION LOW LEVEL SENSOR IAW AMM 28-40-20. REINSTALLED FUEL PANEL 161CB USING LEA NEW SEAL IAW AMM 06-40-27. PERFORMED FUEL LOW LEVEL SENSOR POST MAINTENANCE CHECKS IAW CE700 AMM 28-40-20 WITH NO DEFECTS NOTED USING ORIGINAL FUEL PULLED OFF AIRCRAFT. POWERED AIRCRAFT AND STARTED THE LT & RT ENGINES IAW AFM WITH NO DISCREPANCIES NOTED. ALLOWED ENGINES TO RUN FOR 10 MINUTES AND THEN SHUTDOWN BOTH ENGINES AND POWERED DOWN THE AIRCRAFT. CONTACTED MCC AND WAS ADVISED NO FURTHER ACTION REQUIRED.
DURING THE MECHANICAL RIGGING OF THE LH OUTBOARD ROLL SPOILER ACTUATOR ON N812QS TECHS REPORTED FEELING BINDING WHEN OPERATING THE SPOILER ACTUATORS. UPON FURTHER INVESTIGATION, TECHS FOUND THAT THE LH OUTBOARD ROLL SPOILER ANTI-ROTATION PLATE HAD BEEN BENT REMOVED DAMAGED PLATE. INSTALLED NEW ANTI-ROTATION PLATE IAW MM 27-60-00.
LEFT MLG LANDING GEAR RETRACTION: LEFT MAIN GEAR ASSEMBLY APPEARED TO NOT RETRACT AFTER TAKEOFF, AMBER CROSSHATCH SYMBOL DEPICTED ON ECAIS ALONG WITH GEAR DOOR OPEN CAS MESSAGE. WE DID NOT PULL THE EMER BRAKE HANDLE. CORRECTIVE ACTION: REPLACED SQUAT SWITCH HARNESS. VISUAL AND OPERATIONAL TESTS SATISFACTORY. ALL WORK IAW CE700 MM 32-31-05 AND 32-30-10.
RIGHT MLG LANDING GEAR RETRACION: RIGHT MAIN GEAR ASSEMBLY APPEARED TO NOT RETRACT AFTER TAKEOFF, AMBER CROSSHATCH SYMBOL DEPICTED ON ECAIS ALONG WITH GEAR DOOR OPEN CAS MESSAGE. WE DID NOT PULL THE EMER BRAKE HANDLE. GROUND DETECT FAULT CAS REMAINED AFTER LANDING. CORRECTIVE ACTION: REPLACED SQUAT SWITCH HARNESS. VISUAL AND OPERATIONAL TESTS SATISFACTORY. ALL WORK IAW CE700 MM 32-31-05 AND 32-30-10.
EMERGENCY LIGHTING: EMER LIGHTS REMAIN ILLUMINATED WHEN THEY SHOULD BE EXTINGUISHED: ONLY WAY TO TURN THEM OFF IS TO TURN OFF BATTERIES, REGARDLESS OF SWITCH POSITION. G SWITCH UNDER RIGHT PILOT'S SEAT IS BENT BY CARPET. CORRECTIVE ACTION: RESET THE G SWITCH. OPS CHECKS GOOD IAW CE-700 MM 33-50-00 OPS CHECKS GOOD.
FLOOR EMERG EXIT LIGHT: EVACUATION PATH LIGHTING UNDER SEAT 4 IS INOP. RESOLUTION: FOUND PASSENGER SEAT #4 PATH LIGHT PINS AND CONNECTOR DAMAGED. REMOVED DAMAGED CONNECTOR P/N:43025-0400, NSN AND DAMAGED PINS P/N: 43030-0009, NSN AND INSTALLED CUSTOMER SUPPLIED NEW CONNECTOR P/N:43025-0400, NSN AND NEW PINS P/N: 43030-0009 REF. CE-700 AMM 33-50-00. OPS CHECK GOOD.
BRAKE 50% DEGRADED AMBER CAS MESSAGE CAME ON AFTER PARKING BRAKE RELEASED. NO PRESSURE IN THE INBOARD BRAKES WHEN BRAKES APPLIED. FULL PRESSURE, 3000 PSI WHEN USING THE PARKING BRAKE. BOTH OUTBOARD BRAKES WORKING CORRECTLY. REMOVED FAILED INBOARD BRAKE CONTROL VALVE & INSTALLED REPAIRED BRAKE CONTROL VALVE. OPERATIONAL CHECKS GOOD. REF CE-700 MM 32-41-35
DESCRIPTION: 1. 5" SCRATCHES AFT SIDE OF GALLEY DOORS - 2. TABLE BETWEEN SEAT 7 AND 9 LAMINATE GOUGED - 3. GALLEY COFFEE DOOR FACE HAS DENT IN WOOD. 1- REPAIRED & REFINISHED GALLEY DOORS TO A HIGH GLOSS USING; A. IC&S POLYESTER - SEE FAA 8110-3 DATED 08/26/2022 2- REPAIRED & REFINISHED CABIN TABLE BETWEEN SEATS #7 & #9 TO A HIGH GLOSS USING; A. IC&S POLYESTER - SEE FAA 8110-3 DATED 08/26/2022 3- REPAIRED & REFINISHED GALLEY COFFEE DOOR FACE TO A HIGH GLOSS USING; A. IC&S POLYESTER - SEE FAA 8110-3 DATED 08/26/2022 ALL MATERIALS USED IN THE INTERIOR REFURBISHMENT MEET THE FLAMMABILITY TEST REQUIREMENTS OF FAR 25.853A, APPENDIX F PART I AND/OR PART II. INTERIOR WORK PERFORMED BY CLASSIC INTERIOR COMPLETIONS, CRS# R4GR031Y UNDER W/O# J6967 DATED 08/26/2022. ___________________________________________________ END_________________________________________________________
EMERG LIGHT SWITCH: EMERGENCY LIGHT SWITCH NOT WORKING CORRECTLY. WORKS IN THE ON POSITION BUT NOT IN THE ARM POSITION. HAVE TO WIGGLE SWITCH AND TURN IT FROM ARM TO OFF NUMEROUS TIMES TO GET THE EMERGENCY LIGHTS TO ILLUMINATE WITH THE SWITCH IN THE ARM POSITION AND THE MAIN AIRCRAFT BATTERIES IN THE OFF POSITION. *** CORRECTIVE ACTION *** TURNED ON THE EMER LIGHTS TO THE ARM POSITION AND FOUND THEM WORKING INTERMITTENTLY WHEN I WOULD SLAP THE OVERHEAD LIGHT PANEL. REMOVED PANEL AND FOUND THE WIRES GOING TO THE CONTROL BOARD TO HAVE NOT BEEN PLUGGED IN ALL THE WAY, CAUSING IT TO WORK SOMETIMES. OPS CHECK THE LIGHTS WHILE SLAPPING THE OVER HEAD PANEL AND HAD FOUND NO FAULTS. WORK PERFORMED IN REF TO CE 700 AMM 33-50-00. AC IS BACK INTO ORIGINAL CONFIGURATION.
AFTER TAKEOFF "GEAR UNLOCKED" ANNUNCIATOR WOULD NOT EXTINGUISH. HYD PRESSURE ANNUNCIATOR REMAINED ON. LOWERED GEAR. LANDING WAS NORMAL. FOUND HYD FLUID ON NOSEWHEEL. JACKED AIRCRAFT, PERFORMED GEAR SWING, NOSE GEAR WOULD NOT LOCK. INSPECTED GEAR, CHECKED STRUT LENGTH. INSPECTED GOOD. CHECKED NOSE STRUT SERVICE. SERVICE WAS FOUND GOOD AT 90PSI. ADJUSTED UPLOCK SWITCH. PERFORMED GEAR SWINGS, OPS CHECK GOOD. DONE IAW MM 32-31-05.
LOW BRAKE PRESSURE AND ANTI SKID INOPERATIVE ILLUMINATED DURING TAXI , EMERGENCY BRAKE HANDLE WAS USED TO STOP ACFT MOVEMENT . AFTER ENGINE SHUTDOWN, NOTICED BRAKE ACCUMULATOR MOTOR WAS NOT RUNNING WITH BATTERY SWITCH ON AND CIRCUIT BREAKER CLOSED. AFTER 30 MINUTES, TURNED BATTERY SWITCH ON TO DO POST FLIGHT AND NOTICED BRAKE MOTOR RUNNING BUT WITH GRINDING NOISE. PRESSURE DID BUILD UP BUT TOOK ABOUT FOUR TIMES LONGER THAN NORMAL. TROUBLESHOT AND COULD NOT DUPLICATE. CALLED MANUFACTURER AND THEY SUGGESTED CHANGING MOTOR & PRESSURE RELEASE VALVE. REMOVED AND REPLACED POWER BRAKE MOTOR WITH AN OVERHAULED UNIT. INSTALLED A NEW PRESSURE RELIEF VALVE. SECURED GEAR/BRAKE BOTTLE AND BLED BRAKES. ALL OPS, LEAK & TAXI CHECKED GOOD IAW MM 32-42-06 & 32-42-00.
WHILE WORKING SL560-28-09, FOUND FUEL TRANSFER TUBE CHAFED BY CLAMP ASSY BEYOND ALLOWABLE LIMITS. FOUND A NR OF THESE TUBES CHAFED BECAUSE OF MISALIGNMENT. A NEW TUBE WAS INSTALLED IAW ACFT MM.
FOUND FUEL TRANSFER TUBE CHAFED BY THE CLAMP ASSY BEYOND ALLOWABLE LIMITS. HAVE FOUND A NUMBER OF THESE TUBES CHAFED BECAUSE OF MISALINEMENT. A NEW TUBE WAS INSTALLED IAW ACFT MM.
WHILE WORKING SL560-28-09, FOUND FUEL TRANSFER TUBE CHAFED BY CLAMP ASSY BEYOND ALLOWABLE LIMITS. FOUND A NR OF THESE TUBES CHAFED BECAUSE OF MISALIGNMENT. A NEW TUBE WAS INSTALLED IAW ACFT MM.
WHILE COMPLYING WITH SL560-28-09, FOUND FUEL TUBE ASSEMBLY DAMAGED BEYOND LIMITS BY THE CLAMP. THE TUBE WAS REPLACED AND THE TUBE ASSY WAS INSTALLED WITH LESS THA 4 DEGREES OF MISMATCH IAW THE MM. THIS REPORT AND PICTURES HAVE BEEN SENT TO MFG UNDER SCR 610221.
WHILE PREFORMING THE INSPECTION FOR SL560-28-09, FOUND CHAFE MARKS ON THE FUEL FITTINGS. AFTER REMOVAL OF THE FUEL LINE ASSY, FOUND THAT THE FITTING CLAMP ANTI-ROTATION STRAPS HAD CUT INTO THE FITTING BELL MOUTH BEYOND THE ALLOWABLE LIMITS.
WHILE PERFORMING THE INSPECTION FOR SL560-28-09, FOUND A DENT IN THE FUEL LINE. AFTER REMOVAL OF THE FUEL LINE ASSY, FOUND THAT THE FITTING CLAMP ANTI-ROTATION STRAPS HAD CUT INTO THE FITTING BELL MOUTH BEYOND THE ALLOWABLE LIMITS.
ON TAKEOFF, LT ENG SLOW TO ACCELERATE. NORMAL CLIMB OUT, N1 SYNC ON FL 180. LEVELED FL 390 N1 MATCHED 90 % ACCELERATING TO CRUISE. LESS THAN 2 MIN INTO ACCELERATION N1 DROPPED TO 60 % & FUEL FLOW DROPPED TO 220 PPH. DESCENDED TO FL 290. MOVING THROTTLE DID NOT CHANGE ENG PARAMETERS. LT FUEL FLOW STUCK AT 220 PPH. MATCHED LT THROTTLE TO RT. APPROACHING FL330 LT FUEL FLOW & N1 BEGAN TO INCREASE. AT FL 290 BOTH ENG PARAMETERS MATCHED & LT THROTTLE BECAME EFFECTIVE. ON DESCENT, BROUGHT BOTH THROTTLES UP FROM NEAR IDLE & NOTICED SLOW ACCELERATION ON LT ENGINE. N1 SYNC TURNED OFF DESCENDING THROUGH FL 180. R&R FUEL CONTROL, FLOW DIVIDER & T1 SENSOR. C/W RUNS, OPS, LEAK & RIGGING CHECKS. PWR RUNS, ETC. ALL RUN CHECKS SATISFACTORY. WORK PERFORMED PER MM 71-00-00, 71-01-823660-205. ORIGINAL SUBMISSION 6/8/2009 (ADP)
DURING GROUND GPU POWER OPERATION THE FREON AIR CONDITIONER BEGAN SMOKING INSIDE THE ACFT. THE AC UNIT APPEARS BURNED AND CHARRED. NO FIRE WAS NOTED FOLLOWING REMOVAL OF POWER FROM THE ACFT. INSPECTED THE FREON AIR CONDITIONING UNIT AND FOUND THE MOTOR/BRUSHES ARE BURNED. ARMATURE BAD AND NO TENSION ON BRUSHES. BURN DAMAGE CONFIRMED TO INSIDE MOTOR. REPLACED MOTOR.
C/W M/M STATIC TEST, LIGHT DQUENCE SHOWS THAT CONTROLLER IS OUT OF CALIBRATION. FURTHER TROUBLESHOOTING FOUND SEQUENCE IS CORRECT. SUSPECT MOISTURE IN PLUMBING LEADING TO OUTFLOW VALVE FREEZING. REMOVED MAIN BATT. FOR ACCESS. REMOVED ACCESS PNL'S. AFT. CABIN. REMOVED PRIM. OUTFLOW VALVE. INSTALLED PRIMARY OUTFLOW VALVE. IAW 560 MM 21-32-00. PRESSURIZED ACFT. PRIMARY OUTFLOW VLV LEAK CHK GOOD. C/W FUNCTIONAL CHK OF PRIMARY OUTFLOW VALVE MAX DELTA P. CHK IAW CE 560 MM 21-32-00. CHK GOOD - VALVE OPENS AT 9.1 PSI. NEED TO C/W RUN CHKS. C/W RUN CHECKS ALL CHECKS GOOD.
CLIMBING THROUGH FL230 THE CABIN PRESSURE BEGAN TO RAPIDLY RISE. AN EMERGENCY DESCENT WAS INITIATED TO 10,000 FT. DURING THE DESCENT THE CAB ALT ANNUNCIATOR ILLUMINATED WHEN CABIN PRESSURE EXCEEDED 10,000 FT.
LOW BRAKE PRESS/ANTISKID INOP, ANNUNICATOR ILLUMINATED AT BEGINNING OF OUR TAXI. CHANGED ANTI-SKID PUMP FILTER. BLEED ANTI-SKID BRAKE SYSTEM. RECONNECTED LOW PRESSURE SWITCH. C/W OPS CHECK, LEAK CHECK, & TAXI CHECK. ALL CHECKS GOOD. WORK C/W IAW 560MM 32-42-00
AFTER TAKEOFF, HAD ODOR IN COCKPIT, VERIFIED BY PASSENGERS IN CABIN. TURNED OFF A/C AND ODOR DISAPPEARED. NOTE: WHEN FREON SYSTEM WAS TURNED OFF ODOR WENT AWAY. ACM WAS STILL ON, CLEANED BOTH COCKPIT AND CABIN FILTERS FOR FREON BLOWERS, NO OTHER DEFECTS NOTEDIAW AMM 51-00-00.
DURING FLIGHT FROM CAE TO PWK, NOTICE ODOR IN COCKPIT SIMILAR TO CIGARETTE LIGHTING UP. TURNED OFF DEFOG FAN, ODOR STOPPED, 15 MIN LATER ODOR RETURNED. TURNED OFF FWD FREON FAN, ODOR STOPPED. NO INCREASE OF AMPERAGE DRAW DURING ODOR TIME. ODOR DID NOT RETURN, FLIGHT LANDING WITH NO FURTHER ODORS. RAN AIRCRAFT WITH THE FWD AND AFT FAN ON HI AND THE DEFOG FAN ON HIGH FOR AN EXTENDED PERIOD OF TIME. NO SMOKE ODOR WAS NOTED. FANS OP CHECK NORMAL. ALL WORK DONE IAW CESSNA 560 MM 21-00-00.
DURING ENGINE START OF THE NR 2 ENGINE A STRONG ELECTRICAL ODOR WAS SMELLED BY THE CREW AT 38 PERCENT N2. AN ELECTRICAL ARC CLOSE TO LEFT KNEE, WENT TO IDLE CUTOFF ON THE NR 2 ENGINE AND SHUT THE BATTERY SWITCH OFF, LOTS OF SMOKE AND ODOR IN COCKPIT. T/S FOUND THAT COCKPIT FLOOD LIGHT RHEOSTAT HAD AN INTERNAL SHORT. REPLACED WITH NEW PART RHEOSTAT, P/N RYGNAYSD252A, S/N NA. ALSO REPLACED AS A PRECAUTION THE FLOODLIGHT CONTROL CIRCUIT BOARD. INSPECTED ASSOCIATED FLOOD LIGHTING WIRING, ALL APPEARED NORMAL. COCKPIT LIGHTING FUNCTION CHECK NORMALLY. ALL WORK DONE IAW CESSNA 560 WIRING DIAGRAM 33-10-01 FIGURE 02.