N815QS
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
EMERGENCY EXIT LIGHT MOUNTED ON LEFT GALLEY/PASSENGER BULKHEAD IS NOT ILLUMINATED WITH THE EMERGENCY LIGHTS SWITCH IN EITHER THE ON OR ARMED POSITION. REMOVED THE EMERGENCY EXIT LIGHT MOUNTED ON THE LEFT BULKHEAD AND FOUND THE CONNECTORS DISCONNECTED. REMOVED THE FORWARD BULKHEAD TO RETRIEVE THE EMERGENCY LIGHT HARNESS. UPON REMOVAL, OBSERVED MULTIPLE HARNESSES UNSECURED AND HANGING. SECURED AND REROUTED THE HARNESSES AS REQUIRED. RECONNECTED THE EMERGENCY LIGHT CONNECTOR AND REINSTALLED THE BULKHEAD. PERFORMED OPERATIONAL CHECK-SYSTEM FUNCTIONING NORMALLY. AMM 33-50-00.
AT 45,000 FEET WE LOST GPS 2 FOR ABOUT 10 MIN. AFTER ABOUT 10 MIN WE LOST GPS 1 AND HAD CASCADING FAILURES. WE LOST THE SHAKER, PUSHER, AUTO PILOT FAILURE, AUTO THROTTLE FAILURE, TERRAIN FAILURE, AND OTHERS. ON LANDING WE HAD AUTO THROTTLE HOLD FAILURE CORRECTIVE ACTION: PERFORMED OPS CHECK OF AP/AFCS. UNABLE TO DUPLICATE FAULTS. IAW CE700 AMM 22-10-00
WHILE CLOSING THE MAIN CABIN DOOR, THE HANDLE MOVES FREELY DOESN'T FEEL LIKE THE CAMS ARE ENGAGING. THE HANDLE ALSO WILL MOVE TO THE OPEN POSITION WITHOUT PRESSING THE RED BUTTON. AND THE DOOR OPEN LIGHT WILL NOT EXTINGUISH. REMOVED AND REPLACED FAULTY MED CLOSE/LOCK HANDLE RELEASE PUSH BUTTON WIRING SPLICE. OPS CHECKS GOOD. REF CE-700 WDM 52-00-01, CE-700 AMM 52-10-00 AND CE-700 SPM 20-30-25. REF STEPS FOR WORK ACCOMPLISHED.
R/H ENGINE UPPER TR BUCKET, LOWER TR BUCKET, AND INBD TR SIDE BRACE HAS VISIBLE CORROSION. LEVEL 2 CORROSION FOUND. ACCOMPLISHED SAFRAN REPAIR SCHEME NO. 907-623 REV. B DATED: 01/03/2024.
LEFT ENGINE UPPER THRUST REVERSER BUCKET. LOWER THRUST REVERSER BUCKET, AND OTBD THRUST REVERSER SIDE BRACE HAD VISIBLE CORROSION. LEVEL 2 CORROSION FOUND. ACCOMPLISHED REPAIR SCHEME NR 907-623 REV. B .
WHILE DESCENDING FROM 9000 TO 8000 THE GEAR WARNING HORN AND THE RED CAS LANDING GEAR AND RED MASTER WARNING FLASHED AND THE GEAR INDICATIONS WERE RED. THIS CONTINUED UNTIL WE WERE LEVEL AT 8000 AT WHICH POINT IT SAID "10".. FURTHER DESCENT TO 6000 IT STARTED AGAIN. I SELECTED THE GEAR DOWN AND IT STOPPED. R & R LT RA ANTENNA IAW AMM 32-42-05. OPS CHKD GOOD.
FORWARD CABIN EMERGENCY EXIT LIGHT NOT ILLUMINATING IN THE AUTO POSITION. PERFORMED EMERGENCY LIGHTING ADUSTMENT/TEST IAW MM 33-50-00. ALL EMERGENCY LIGHTS OPERATING NORMALLY.
AFTER TAXING IN AND SHUTTING DOWN THE ENGINES, WITH THE APU ONLINE. WE COULD NOT OPEN THE MAIN CABIN DOOR. THE AIRCRAFT WAS NOT PRESSURIZED AND NO DOOR STATUS LIGHTS WERE ILLUMINATED. THE INTERIOR DOOR HANDLE COULD NOT BE MOVED FROM THE LOCKED POSITION. WE HAD A LINEMAN TRY TO OPEN THE DOOR FROM THE EXTERIOR, THAT TOO WAS JAMED. WE TOOK ALL ELECTRICAL POWER FROM THE AIRCRAFT , AND THE DOOR WAS ABLE TO BE OPENED USING THE INTERIOR HANDLE. CORRECTIVE ACTION: PERFORMED OPS CHECKS OF THE DOOR WITH APU RUNNING AND FOUND DOOR WAS NOT CLEARING DOOR OPEN LIGHT AND CHECK DOORS CAS MESSAGE WOULD NOT CLEAR. PERFORMED DOOR RESET PROCEDURE AND PERFORMED FOLLOWING OPS CHECKS. OPS CHECKS WERE SATISFACTORY WE CYCLED THE DOOR 5 TIMES AFTER PERFORMING THE RESET PROCEDURE AND WAS ABLE TO OPEN THE DOOR EACH TIME WITHOUT ISSUE FROM THE INSIDE. CONTACTED MCC WITH FINDINGS. DUE TO PREVIOUS HISTORY REGARDING "CHECKS DOORS" CAS MCC REQUESTED TO HAVE PCB CED MONITOR BOARD REPLACED. RETRIEVED PART FROM FBO. ARRIVED AT AC AND GAINED ACCESS TO PCB GED MONITOR. REMOVED PCB CED MONITOR P/N: 7468194-4 S/N: 32546707-1 PER CUSTOMER REQUEST AND INSTALLED A NEW PCB CED MONITOR P/N: 7468194-4 S/N: 33358395-3. PERFORMED OPS CHECKS. OPS CHECKS SATISFACTORY. WORK PERFORMED IRW CE-700 AMM 24-60-25.
EMERG EXIT SIGN/LIGHT: WITH EMER LTS SWITCH IN THE ARM POSITION AND THE PAX SAFETY SWITCH ON, THE EXIT SIGN LIGHT ON THE LEFT FORWARD CABIN BULKHEAD DOES NOT ILLUMINATE. WITH THE EMER LTS SWITCH IN THE ON POSITION, THE SAME EXIT SIGN LIGHT DOES ILLUMINATE. CORRECTIVE ACTION: PERFORMED OPS CHECK OF EMERGENCY LIGHTING SYSTEM PAX SAFETY SWITCH IN REF TO CE700 AMM 33-50-00 AND 33-220-00. OPS CHECK GOOD. NO FURTHER ACTION REQUIRED AT THIS TIME.
EMERGENCY LIGHTS FAIL PREFLIGHT TEST. BATTERY WILL CHARGE AFTER ACCOMPLISHING QRH PROCEDURE BUT IS DEAD THE NEXT DAY AFTER AIRCRAFT IS PARKED OVERNIGHT. DUE TO THE EMERGENCY LIGHTS FAILING PREFLIGHT TEST ALL FOUR EMERGENCY LLGHT POWER SUPPLIES WERE REMOVED FROM SERVICE IAW THE AMM 33-50-05 REPLACEMENTS WERE INSTALLED, OPS TEST OF THE EMERGENCY LIGHTING SYSTEM WAS SATISFACTORY AT THIS TIME. NO OTHER DEFECTS WERE NOTED.
MAIN ENTRY DOOR HANDLE IS DIFFICULT TO MOVE INTO THE DOOR CLOSED POSITION FROM INSIDE THE CABIN. OPERATIONAL CHECK WAS NOT SATISFACTORY THE TECH INSPECT THE DOOR WITH SATISFACTORY RESULT THE TECH NOTED THE DOOR LATCH STRIKERS NEED RJGGING, THE TECH RIGGED AS REQUIRED PERFORM OPERATIONAL CHECK SEVERAL TIMES WITH SATISFACTORY RESULTS NO OTHER DEFECTS NOTED ALL WORK DONE IN REF CE-700 AMM 52-10-00
DURING INITIAL CLIMB, CREW FELT LATERAL YAW, NOTICED RT N1 SURGING 3 OR 4 PERCENT. DIMINISHED AT MID POWER SETTING BUT STILL SLIGHTLY NOTICEABLE. CREW DECLARED AN EMERGENCY & RETURNED TO DEPARTURE. ENGINE INDICATIONS ONLY, NO ANNUNCIATOR LIGHTS ILLUMINATED. PERFORMED DEEC DOWNLOADS IAW AMCC. CHECKED NR 2 ENGINE FAN N1 FOR FREE ROTATION, INSPECTED THE ENGINE DPI, REMOVED AND INSPECTED THE ENGINE CHIP DETECTOR, DISCONNECTED AND INSPECTED THE NR 2 ENGINE N2 SPEED MONOPOLE CONNECTOR FOR MOISTURE AND CONDITION. ALL THE INSPECTIONS REVEALED NO FAULTS OR DEFECTS (DHS) CHECKED P2T2 LINE FOR WATER AND BLEW OUT WITH NITROGEN. NO WATER WAS NOTICED. REPOSITIONED LT DEEC TO RT POSITION AND RT DEEC TO LT POSITION IAW MM 76-20-00 AND PERFORMED ENGINE RUNS. OPS CHECKED GOOD.
DURING GROUND FLIGHT CONTROL CHECK, AIRLERON MOVEMENT APPEARED STIFF BETWEEN MID TO FULL TRAVEL. INFLIGHT, THE STIFFNESS INCREASED SPECIFICALLY WHEN ROLLING TO THE RT. PROBLEM DETECTED WHILE AUTOPILOT WAS SELECTED OFF. INSPECTED AND LUBED AILERON PULLEYS AND BELLCRANKS AND PERFORMED AILERON CONTROL CIRCUIT STATIC FRICTION CHECK. NO DEFECTS NOTED AT THIS TIME IAW MM CH 27-10-00.
ACFT NORMAL BRAKING SYSTEM INOPERATIVE. DURING TAXI OUT BRAKES WERE VERY MUSHY AND HAD MINUMAL PRESSURE. WITH EITHER THE CAPT BRAKES APPLIED OR THE CO-PILOTS BRAKES APPLIED THE PEDDLES WOULD GO TO THE STOPS AND ONLY HAVE APPROX 400 PSI MAX PRESSURE. AUX BRAKING SYS HAD 2000 PSI PER SIDE. PRIMED AND BLED THE MASTER CYLINDER CONTROL AND THE NORMAL BRAKE SYS IAW THE MM 32-40. SERVICED MAIN HYD RESERVOIR TO PROPER LEVEL, TAXIED ACFT USING THE PILOTS AND COPILOTS BRAKES. OP AND LEAK CHECKED GOOD.
REPEAT WRITE UP. DURING DESCENT AT APPROX 310 KTS, NOTICED LT GEAR RED UNSAFE LIGHT ILLUMINATED, SLOWED TO 220 KTS AND LIGHT EXTINGUISHED. APPROX 5 MINUTES LATER JUST PRIOR TO GEAR EXTENSION LIGHT REILLUMINATED. UPON SELECTING GEAR DOWN RED LIGHT EXTINGUISHED, HAD NORMAL 3 GREEN. LT GEAR UPLOCK SWITCH ADJUSTED IAW AMM 32-60-00. GEAR EXTENSION & RETRACTION ARE NORMAL WITH NO ANNUNCIATOR MALFUNCTIONS NOTED.
RIGHT GEAR RED LIGHT CAME ON IN FLIGHT. AT SPEEDS ABOVE 240 KTS CAME ON. BELOW 240 KTS LIGHT WENT OUT. COMING IN TO LAND WHEN WE PUT FLAPS AT 15 DEG LIGHT CAME ON ALSO. ADJUSTED RT UPLOCK SWITCH 3 THREADS LOWER. REF MM 32-10-01 GROUND OPS CHECK GOOD.
AIRCRAFT INTERIOR HAS A TOXIC FUME ODOR TO IT, CAUSING BREATHING DISCOMFORT AND EYE IRRITATION. CLEANED AIRCRAFT CARPET. VENTILATED AIRCRAFT. NO TOXIC FUME ODOR NOTED AT THIS TIME.
DURING TAKEOFF ROLL AT APPROXIMATELY V1 OF 111KIAS, THE NR2 COMPUTER FAILED (STEADY LIGHT) IT WAS ACCOMPANIED BY A ROLL BACK OF THE NR2 ENGINE AND A SUBSEQUENT APR TRIGGER (EVENT) DURING INITIAL CLIMBOUT. THE NR2 ITT READ 996 DEG FOR APPROXIMATELY 1 MINUTE UNTIL WE COULD PULL THE ENGINE BACK TO MAINTAIN LIMITS.
DURING TAKEOFF ROLL AT APPROXIMATELY V1 OF 111KIAS, THE NR 2 COMPUTER FAILED (STEADY LIGHT) IT WAS ACCOMPANIED BY A ROLL BACK OF THE NR 2 ENGINE AND A SUBSEQUENT APR TRIGGER (EVENT) DURING INITIAL CLIMBOUT. THE NR 2 ITT READ 996 DEG FOR APPROXIMATELY 1 MINUTE UNTIL WE COULD PULL THE ENGINE BACK TO MAINTAIN LIMITS. REPLACED NR 2 ENGINE, OPS/LEAK CHECKS GOOD. ALL WORK DONE IAW HAWKER 800XP AMM 71-01-00 & 72-00-00 REF (LIT) WO: 19-1307-1.1
APPROX 5 MIN AFTER TAKEOFF, REAR BAY OVERHEAT LIGHT CAME ON. [06-15-07] RAN AIRCRAFT AT POWER AND FOUND NR 1 MAV LEAKING AT BOTH CLAMPS. O/B CLAMP WAS LEAKING DIRECTLY ON TEMP SENSOR. REMOVED NR 1 MAV AND REPLACED SEALS WITH NEW P/N 6-646-1 PAR AND 24096-200A AND REINSTALLED MAV. PERFORMED LEAK CHECK WITH NR 1 ENGINE AT POWER. LEAK CHECK SATISFACOTRY. SAFETY WIRED LINES AND CLAMPS AS REQUIRED. WORK DONE IAW HAWKER 800XP MM CH 21-10-25.
AT 40 KTS ON T/O AILERON/ELEVATOR TRIM LIGHT ILLUMINATED, REJECTED T/O, ELEVATOR TRIM WAS SET FOR PROPER TRIM SETTING AT 21.5 ADJUSTED LT AND RT ELEVATOR OUT OF TRIM SWITCHES IAW AMM 27-30-00. OPS CHECK GOOD.
ON TAKEOFF ABOUT 20 SECONDS AFTER MAVS SELECTED OPEN (700 MSL) A CHEMICAL ODOR FOLLOWED BY A BURNING OF THE EYES AT 1500 MSL. THE MAV'S WERE SELECTED CLOSED AND THE APU BLEEDS ON. THE CHEMICAL ODOR WENT AWAY SHORTLY AFTER THAT. ISOLATED ODOR TO LEFT ENGINE DURING TROUBLESHOOTING. VISUALLY MAINTAINED LT ENGINE BLEED MAIN AIR VALVE, MIXER VALVE & DUCTING WITH NO DISCREPANCIES PER HAWKER 800XP MM 26-10-00. INSPECTED LT ENGINE & FOUND EVIDENCE OF BIRD INGESTION. BOROSCOPE LT ENGINE AT COMPRESSOR INLET & BLEED PORTS PER TFE731-5BR MM 72-00-00 WITH NO DEFECTS NOTED. COMPLETED COMPRESSOR WASH OF LEFT ENGINE PER TFE731-5BR MM 72-00-00 P 316-321. COMPLETED LEFT ENGINE GEARBOX PRESSURE CHECK FOR SMOKE & ODOR IN C
AFTER TAKEOFF AND SWITCHING ON MAIN AIR VALVES, NOTICED A BURNING ODOR AND SMOKE. BOTH SEEMED TO FOLLOW THROTTLE MOVEMENT, HIGH POWER = MORE ODOR, LOW POWER = LESS ODOR. THE ODOR WAS LIKE A BURNED BIRD BUT NO VISIBLE BIRD STRIKES FOUND. PERFORMED BIRD STRIKE INSPECTIONS ON BOTH ENGINES AND AIRFRAME. NO DEFECTS NOTED. PERFORMED ENGINE RUNS SEVERAL TIMES NO ODOR OR DEFECTS NOTED. ALL WORK IAW TFE731-5BR M/M CH 72-00-00 KTEB-KTEB.
COCKPIT AND CABIN FILLED WITH SMOKE UPON ROTATION AT TAKEOFF. INSPECTED ACFT TO INCLUDE BOTH ENGS, ALL GEAR WELLS, INSIDE RADOME -HELL HOLE- COCKPIT & CABIN WITH NO DISCREPANCIES. HOWEVER DEICING FLUID WAS FOUND PUDDLED IN THE AIR INLET DUCT FOR THE APU. TROUBLESHOT AND CONCLUDED THAT DEICING FLUID INGESTION THROUGH THE APU AIR INLET LOC LT AFT AIRCRAFT ABOVE NR 1 ENG, WAS THE CAUSE OF THE SMOKE IN THE AIRCRAFT. CLEANED INLET DUCT AND INLET TURBINE THOROUGHLY AND RAN APU FOR APPROXIMATELY 1 HOUR WITH HEAT AND BLEED ON. NO DISCREPANCIES NOTED. PERFORMED ENG RUNS WITH APU ON, BLEEDS ON. NO DISCREPANCIES NOTED. ALL FUNCTIONAL CHECKS GOOD AT THIS TIME. REF H800XP MM 49-11-00.