N816QS
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
RH INBOARD FLAP FAIRING IMPACT DAMAGE
LEFT ENGINE INLET MESH DETERIORATION
RIGHT ENGINE INLET MESH DETERIORATION
RIGHT ENGINE INLET MESH DETERIORATION.
EMERGENCY LIGHTS BATTERY: COMPLETED EMERGENCY/ABNORMAL CHECKLIST 25X TO CHARGE EMERGENCY LIGHTS BATTERY PACK. PROCEDURE FAILED. REMOVED AND REPLACED FWD RH EMER BATTERY PACK 132ET AND INSTALLED REPAIRED UNIT IN THE RH 132ET POSITION, MX PERFORMED IAW CE-700 MM 33-50-07. OPS CHECK GOOD.
MAIN DOOR UNABLE TO OPEN FROM OUTSIDE. HANDLE IS STUCK IN OPEN POSITION AND JAMMED. WAS ABLE TO OPEN MAIN ENTRY CABIN DOOR. APPLIED POWER AND CYCLED DOOR, NOTICED DOOR SITS APPROX. 1/ 4 TO 112 INCH FROM THE AIRFRAME WHEN DOOR IS TRYING TO BE CLOSED. INSPECTED DOOR BAYONNETS, NO DISC. FOUND . INSPECTED DOOR SEAL AND STEP/HINGE AREA FOR DISC. NONE FOUND. IF YOU PULL THE DOOR IN TOWARD THE CLOSED POSITION YOU CAN EASILY GET THE DOOR TO MOLD LINE WITH THE ACFT. FUSELAGE. NOTICED AFT UPPER RUB BLOCK THAT HAS TL1E TARGET SWITCH EMBEDDED INSIDE WAS SHOWING QUITE A LOT OF FRICTION AND WEAR. REMOVED THE RUB BLOCK SHIMS AND RE-INSTALLED RUB BLOCK AND DOOR OPERATIONAL CHECK IS GOOD. TECH DATA SHOWS THE RUB BLOCK IS SUPPOSE TO BE SHIMMED TO MAINTAIN A 0.035 GAP. WORN DOOR BLOCK WILL REQUIRE REPLACING AND NEW SHORTER BOOR BLOCK SCREWS WILL NEED TO BE INSTALLED. TECHS RIG CHECKING THE REST OF THE DOOR TO ENSURE NO OTHER DISCREPANCIES EXIST. ALL WORK PERFORMED PER AMM 52-10-00. MCC HAS ORDERED NEW RUB BLOCK AND HARDWARE, TECHS WAITING PARTS STATUS. RIG CHECKS COMPLIED WITH ON CABIN DOOR HINGE, CABIN DOOR HINGE GAPS, CABIN DOOR LATCH STRIKER, CABIN DOOR STOPS, CABIN DOOR OPERATIONAL CHECKS. ALL RIG CHECKS PERFORMED WERE FOUND TO BE GOOD. ALL WORK PERFORMED PER AMM 52-10-00. PER REQUESTED TECHS TO PERFORM MAIN CABIN DOOR HEALTH CHECK /DATA COLLECTION CHECKLIST PER AMM 52-10-43, COMPLIED WITH CHECKLIST AND SENT TO MCC AND TEAM 700 FOR EVAL. SENT RUB BLOCK PIES. RECEIVED NEW RUB BLOCK AND HARDWARE FOR MAIN CABIN DOOR AFT RUB BLOCK. REMOVED TWO SHIMS FROM THE EXISTING FOUR TO OBTAIN A CLEARANCE OF .032 AND REPLACED UPPER AFT MAIN CABIN DOOR RUB BLOCK AND HARDWARE PER AMM 52-10-00, OPERATIONAL CHECK GOOD PER AMM 52-10-00.
NORMAL LANDING - NO CAS MESSAGES PULLING INTO CHOCKS. NOTICED THE PLANE ROLLED A COUPLE OF INCHES AFTERPARKING BRAKE WAS SET AND BRAKES RELEASED. WHEN UNLOADING BAGS NOTICED SMOKE COMING OFF THE RIGHT INBOARD WHEEL. WENT BACK TO COCKPIT AND "BRAKE FAIL" CAS MESSAGE WAS DISPLAYED. BRAKE TEMPS APPEAR NORMAL.//CORRECTIVE ACTION TECHS RECEIVED BRAKE HISTORY FROM MCC STATING THE LH OB BRAKE ASSEMBLY WAS CHANGED ON 06/08/2023. NO OTHER BRAKE HISTORY ON THE AIRCRAFT. TECHS ARRIVED AT AIRCRAFT ON RAMP. POWERED AIRCRAFT ON APU AND SET THE PARKING BRAKE IAW CE700 AFM. TECHS MEASURED THE BRAKE WEAR INDICATORS AS FOLLOWS: LH OB BRAKE - 12/32" LH IB BRAKE - 3/64" RH IB BRAKE - 3/32" RH OB BRAKE - 3/64" TECHS PERFORMED GENERAL VISUAL INSPECTION OF ALL MLG BRAKES WITH NO DEFECTS NOTED, AND NO SIGN OF LEAKING ON OR AROUND MLG. TECHS ALLOWED ONE HOUR TO PASS WITH THE PARKING BRAKE SET AND NOTED THAT THE PARKING BRAKE PRESSURE DROPPED 50 PSI ON THE RH IB AND RH OB. LH IB AND LH OB REMAINED STEADY AT 2900 PSI WITH NO CAS MESSAGES PRESENT. STARTED LH AND RH ENGINES IAW CE700 AFM. TECHS PERFORMED A FULL TAXI CHECK WITH NO FAULTS NOTED. RAMPED AIRCRAFT AND SHUTDOWN AS REQUIRED. PERFORMED EXTERNAL WALK AROUND AND ADDITIONAL VISUAL INSPECTIONS OF BRAKE ASSEMBLIES WITH NO LEAKS, SMOKE OR OTHER DEFECTS NOTED. TECHS ATTEMPTED TO PERFORM ARES DOWNLOAD NOTING THAT THE ARES WI-FI SIGNAL WAS NOT PRESENT. TECHS PERFORMED SEVERAL POWER CYCLES HOWEVER ARES COMPUTER WAS FOUND TO NOT TRANSMIT NORMALLY. TECHS DOWNLOADED ARES DATA ONTO A BLANK FLASH DRIVE AND WORKED WITH TEAM 700 TO UPLOAD FILES TO TEXTRON VIA UPLOAD LINK. TEAM 700 REVIEWED THE AIRCRAFT ARES FILES AND FOUND "ARES SHOWS THAT THE BRAKE FAIL WAS DUE TO UNCOMMANDED BRAKE PRESSURE. THIS POSTED BECAUSE THE BRAKE PRESSURE DID NOT RELEASE QUICK ENOUGH AFTER THE PARKING BRAKE HANDLE WAS STOWED. THIS HAPPENED 3 TIMES ON BOTH INBOARD AND OUTBOARD SYSTEMS. SEE FIRST GRAPH BELOW. THE RED CIRCLES SHOW WHERE A LITTLE BRAKE PRESSURE WAS STILL PRESENT. THE CREW CYCLED POWER AND TRIED IT AGAIN AND THE BRAKE PRESSURE DROPPED OFF NORMALLY ON ALL BRAKES." TECHS POWERED AIRCRAFT AFTER ALLOWING TO SIT ALL NIGHT AND COLD SOAK. THE NEXT MORNING TECHS NOTED THAT ON THE FIRST ATTEMPT OF ENGAGING AND RELEASING THE PARKING BRAKE, TECHS RECEIVED A PROMPT BRAKE FAIL CAS AND THE PRESSURE ON THE LIVE VIEW MAINTENANCE PAGES SHOWED THE PRESSURE SLOW TO RELEASE FROM THE PARKING BRAKE VALVE. TECHS ACCESSED THE PARKING BRAKE VALVE AND FOUND THE MEASURED GAP WAS .054". TECHS ALSO ACCESSED THE FWD PEDESTAL HANDEL RIGGING AND FOUND IT TO BE WITHIN SPECIFICATION. PERFORMED THE ADJUSTMENT OF THE PARKING BRAKE VALVE IAW CE700 AMM 32-43-00, IT WAS NOTED THAT THE PRESSURE RELEASED FROM THE BRAKES MUCH FASTER, AND NO CAS WAS POSTED. TECHS COMPLIED WITH POST PARKING BRAKE VALVE ADJUSTMENT CHECKS AND NOTED THAT THE PARKING BRAKE WOULD HOLD MORE THAN 2450PSI IN 30 MINUTES WHICH IS THE ALLOWABLE LIMIT. TECHS CONTACTED MCC WITH PARKING BRAKE VALVE FINDINGS AND MCC OPTED FOR NO FURTHER ACTION. TECHS ALSO ASKED IF MCC WOULD LIKE ANY FURTHER ACTION TOWARD THE POTENTIAL SMOKING BRAKE THAT WAS SQUAWKED, CONSIDERING THAT TECHS COMPLETED A FULL TAXI CHECK, AND VISUAL INSPECTIONS OF THE BRAKES WITH NO DEFECTS NOTED. MCC ELECTS NO FURTHER ACTION.
LH WING TIP DAMAGED DURING TAXI OPERATIONS.
THE CUSTOMER REPORTED THE STRIKER TO BE PULLED OUT FROM THE COMPOSITE. ACCOMPLISHED NJA RFTS-105361 REV 3 DATE: 29JAN22, N816QS (0051) FORWARD LEFT CLOSET DOOR STRIKER ASSEMBLY, TEMPORARY REPAIR. PERMANENT REPAIR REQUIRED ON OR BEFORE MARCH 31, 2022
AT LEVEL FLIGHT AT 16,000 FT, THE BAG FIRE ANNUNCIATOR ILLUMINATED. IT FLICKERED INTERMITTENLY THEN FLASHED PERMANENTLY FOR ABOUT 5 SECONDS. MORE FLICKERING THEN IT EXTINGUISHED. AN INSPECTION OF INTERIOR AND CLOSETS WAS MADE. NO INDICATION OF FIRE OR SMOKE. PERFORMED SMOKE DETECTOR TEST IAW AMM 26-11-00, NO DEFECTS NOTED. GAINED ACCESS TO SMOKE DETECTORS AND PERFORMED VISUAL INSPECTION OF SMOKE DETECTORS AND WIRING. FOUND LAVATORY SMOKE DETECTOR TO HAVE A LOOSE CONNECTION AT SMOKE DETECTOR, SECURED WIRING AND PERFOMED OPS CHECK OF SYS IAW AMM 26-11-00, NO DEFECTS NOTED AT THIS TIME.
F/O REPORTED ACFT REQUIRED "EXCESSIVE" ELEVATOR PRESSURE TO ROTATE ON T/O, WITH TRIM SET AT CALCULATED T/O POSITION. NOTED IN CRUISE, F/O'S YOKE CANTED 10-15 DEGREES TO RT, IN STRAIGHT & LEVEL FLT. VISUALLY INSPECTED ACFT FLIGHT CONTROLS. CHECKED AILERON, AILERON TRIM, ELEVATOR, ELEVATOR TRIM CABLE TENSIONS, & TRAVEL CHECKS. ALL WITHIN LIMITS. PERFORMED ELEVATOR CONTROL CIRCUIT STATIC FRICTION CHECK. CONTROL COLUMN LOADS WITHIN LIMITS. WITH ELEVATOR & AILERON CABLE SECTORS PINNED, CONTROL WHEELS NEUTRAL & FLIGHT CONTROLS STREAM LINED. VISUALLY INSPECTED FLT CONTROL CABLE RUNS. NO DEFECTS NOTED. ALL IAW MM 27-30-00-501 AND 27-10-00-501.
WHILE PERFORMING ENGINE REMOVAL FOR MX, CORROSION WAS FOUND ON THE RT UPPER AND LOWER THRUST REVERSER BUCKETS AT THE REAR INSIDE SKIN RIVETS. THIS SEEMS TO BE AN ON-GOING PROBLEM WITH THE THRUST REVERSER BUCKETS ON THE ACFT. INSTALLED BOTH RT UPPER AND LWR TR BUCKETS IAW AMM 78-31-10.
DURING CLIMB THROUGH 9000 FT REAR BAY OVERHEAT ANNUNCIATOR CAME ON INTERMITTENTLY 3 TIMES. THEN STEADY FOR 5 SECONDS THEN OUT. LIGHT STAYED OUT UNTIL SHUTDOWN. FOUND CABIN TEMPERATURE CONTROL VALVE SEALS LEAKING. REMOVED AND REPLACED VALVE SEALS. RAN ENGINES. OPS AND LEAK CHECKS GOOD. IAW MM CH 21-10-00
AIRCRAFT ROLLS TO THE RT 2 DEG PER SEC WHEN AIRBRAKES DEPLOYED. DECREASED LT UPPER AIRBRAKE PANEL ANGLE DEFLECTION AND INCREASED RT UPPER AIRBRAKE PANEL ANGLE DEFLECTION IAW MM 27-61-02. OPS CHECKED GOOD.
WHEN GEAR WAS RETRACTED AFTER TAKEOFF, THE LT MAIN INDICATED BOTH RED AND GREEN LIGHTS AND THE NOSE AND RT MAIN INDICATED RED LIGHTS. UPON PLACING THE LEVER IN THE DOWN POSITION 3 GREEN AND NO RED LIGHTS WERE OBSERVED. REMOVED U/C HANDLE SWITCH P/N 25-7NF859-601, NSN FOR FAULTY CONTACTS AND INSTALLED NEW UNDERCARRIAGE MICROSWITCH P/N 25-7NF859-601, NSN AND PERFORMED OPERATIONAL CHECK WITH NO FAULTS FOUND I.A.W HAWKER 800XP M/M CH 32-60-00.
WHILE CRUISING AT FL360, HEARD A LOUD POP FROM REAR OF AIRCRAFT. CABIN CLIMB INDICATOR WAS PEGGED AT MAXIMUM READING. PRESSURIZATION WAS LOST. INSPECTED J-DUCT DISCOVERED WATER SEPARATOR SLEEVE BUCK BLOWN, REMOVED J-DUCT AND INSPECTED SLEEVE, FOUND SLEEVE CUT, REPLACED SLEEVE AND INSTALLED J-DUCT. LEAK CHECK J-DUCT AND WATER SEPARATOR CHECK GOOD, ALL WORK DONE IAW HAEKER 800XP AMM 21-10-95.
CABIN EMERGENCY LIGHTING SYSTEM INOP. SYSTEM DOES NOT OPERATE WHEN S/W MOVED FROM 'ARM' TO 'MANUAL' AND ONLY OPERATES FOR 3 SEC WHEN S/W IS MOVED TO 'MANUAL' FROM 'OFF' POSITION. TROUBLESHOT SYSTEM, DETERMINED FORWARD AND AFT POWER SUPPLY LOW, DEPLETED AND CHARGED FORE AND AFT POWER SUPPLIES IAW HAWKER 800XP MM 24-30-15 PAGE 201, ACCESSED AND VERIFIED CHARGING CIRCUIT FOR BATTS WITHOUT DEFECT PERFORMED SATISFACTORY GOOD AND CHECK PER H800XPMM33-50-00 PA 501.
WHEN THE APR SYSTEM IS ARMED THE APR GREEN LIGHT COMES ON AND WILL NOT CANCEL. INTEGRATED NR 1 & NR 2 DEEC'S FOR STORED CODES AND NO CODES WERE FOUND. REMOVED CONNECTOR J1 FROM NR 1 & NR 2 DEEC'S, INSPECTED AND CLEANED, NO DISCREPANCIES WERE NOTED, REINSTALLED CONNECTORS. GAINED ACCESS TO APR/SYNC BOX AND REMOVED CONNECTORS J1, J2 & J3. INSPECTED AND CLEANED CONNECTORS, NO DISCREPANCIES WERE NOTED, REINSTALLED CONNECTORS. TAXIED ACRFT TO A HIGH POWER ENGINE RUN AREA. ACCOMPLISHED SEVERAL SATISFACTORY TESTS OF THE AUTOMATIC PERFORMANCE RESERVE SYSTEM AT IDLE AND TAKEOFF POWER, NO DISCREPANCY WAS NOTED AT THIS TIME. ACCOMPLISHED IAW HAWKER 800XP MM 70-00-00 PAGE 530.