N917QS
Operators of this aircraft
Who operated this tail, and how firmly we know it.
No operator established for this aircraft.
Accident & incident history
No NTSB accidents or incidents on file for this aircraft.
Maintenance disclosures
AFTER TAKEOFF AND POSITIVE RATE WAS CALLED PM TRIED TO RETRACT THE LANDING GEAR, NOTHING HAPPENED WITH THE GEAR, WE WERE STILL SHOWING 3 GREEN DN SYMBOLS. WHILE TRYING TO RETRACT THE GEAR THE GEAR LEVER DID FEAL POSSIBLY OUT OF PLACE OR NOT QUIT CONNECTED. EVENTUALLY AFTER TALKING TO MX AND FODM WE DECIDED TO USE THE "LANDING GEAR WILL NOT RETRACT QRH" AND THAT REQUIRES US TO USE THE GEAR BLOW DOWN SYSTEM, AFTER LANDING GEAR BLOW DOWN WE RETURNED TO SAN JOSE. NJA REP REVIEWED ARES FILES AND STATED, GEAR HANDLE INTERLOCK SOLENOID RELEASED ON BOTH PCB CIRCUITS, BUT HANDLE DID NOT MOVE TO UP POSITION. ARRIVED AT ACFT & PERFORMED RESET OF THE BLOW DOWN BOTTLE AGAIN. RESET SYSTEM & PERFORMED OPS CHKS OF GEAR EXTENSION/RETRACTION SYS. GEAR RETRACTED & EXTENDED SUCCESSFULLY. PERFORMED BLEEDING OF THE HYD SYS AS REQUIRED & SERVICED RESERVOIR/ACCUMULATOR TO APPROPRIATE LEVEL. GAINED ACCESS TO & REMOVED LANDING GEAR HANDLE DUE TO INTERNAL FAILURE AND INSTALLED OVERHAULED LANDING GEAR HANDLE. CLOSED UP ACCESS AND PERFORMED LANDING GEAR OPS CHK. OPS CHKD SATISFACTORY. WORK PERFORMED IAW AMM 32-30-30 AND 12-10-45. 23JUN2026
AFTER REMOVAL OF NLG ACTUATOR FOUND CORROSION ON THE AFT FITTING ASSEMBLY. PERFORMED NLG SKIN CUTOUT, REMOVED EXISTING CORRODED NLG ACTUATOR FITTING P/N 7411213-5, S/N 31533942U AND INSTALLED A NEW CUSTOMER SUPPLIED FITTING P/N 7411213-5, S/N 34783587V, IN SAME LOCATION AND REPAIRED CUTOUT SKIN IN REFERENCE TO TEXTRON DRAWING NO. SR-680A-ATA53-33739, REV A, DATED 29-NOV-2023.
IMMEDIATELY AFTER TAKEOFF WE HAD NO ABILITY TO TRIM THE AIRCRAFT USING PRIMARY TRIM AND RECEIVED PRI STAB TRIM FAIL.(ATC DECLARED EMERGENCY) SENT IN ARES DOWNLOAD TO TEXTRON IAW CE÷680A AMM CH 31-33-00. TEXTRON STATED THAT THE REASON THE PRIMARY STAB TRIM FAILED WAS THAT WHEN THE AUTOPILOT DISCONNECT BUTTON WAS MOMENTARILY PUSHED TO DISCONNECT THE AUTOPILOT, THE CONTACTS THAT INPUT A GROUND TO THE PRIMARY STAB TRIM PCB, NZ105 PIN 14/44 AND SUPPLY THE GROUND FOR RELAY KZ107, REMAINED OPEN. THIS CAUSES THE PRIMARY STAB TRIM RELAY, KZ107, TO OPEN WHICH IS WHAT SUPPLIES POWER TO THE STAB TRIM ACTUATOR MOTOR. SO, WHEN TRIM IS COMMANDED, THE TRIM DOESN'T MOVE AND INDICATES A FAILURE. THE NEXT TIME THE AP DISCONNECT SWITCH IS PUSHED, THE CONTACTS RE-CLOSE AND GO BACK TO NORMAL, BUT AT THIS TIME, THE CREW ALREADY HAD SECONDARY TRIM SELECTED WHICH THEN RECEIVED THE SEC STAB TRIM FAIL, THE AP DISCONNECT WAS NOT RESET AT THIS TIME, TEXTRON RECOMMENDS RTS AND MONITOR. MCC CONCURS. PERFORMED GENERAL VISUAL INSPECTION OF PRIMARY AND SECONDARY TRIM ACTUATORS. RAN HORIZONTAL STAB FULL UP AND DOWN TRAVEL, NO BINDING OR LEAKAGE NOTED. NO FAULTS MESSAGES POPULATED, SYSTEM OPS CHECKS GOOD. DOWNLOADED ARES AND SENT TO MCC AND TEXTRON IAW CE-680A AMM CH 31-33-00. CLOSED UP ALL ACCESSED, INSPECTED AREA AND PANEL, THEN REINSTALLED PANEL 341MR IAW CE-680A AMM CH 6÷40-40.
MAIN CABIN DOOR NEEDS EVALUATION. DOOR CLOSES NORMALLY BUT BUT HAS TO BE PUSHED TO START ITS DESCENT AFTER THE LEVER HAS BEEN LIFTED. BEGAN RIGGING HINGE ECCENTRIC RINGS, RIGGING SUCCESSFUL , MOVED ONTO RIGGING THE CABIN DOOR LATCH STRIKERS, RIGGING SUCCESSFUL . LASTLY, PERFORMED RIGGING OF THE CABIN DOOR STOPS , RIGGING SUCCESSFUL. PERFORMED OPERATIONAL CHECK OF THE MED MULTIPLE TIMES WITH NO DEFECTS, REASSEMBLED THE MED ALRSTALRS AND ASSOCIATED PANELING . REASSEMBLED THE ACOUSTIC SEALS AS REQUIRED . PERFORMED OPERATIONAL CHECK ONCE AGAIN, NO DEFECTS NOTED . WORK DONE IAW CE-680A AMM CH 52-10-00
MAIN CABIN DOOR WILL NOT OPEN PROPERLY. WHEN OPENING FROM INSIDE THE BUTTON AND HANDLE FUNCTIONED FINE AND DOOR OPENED ABOUT 1/2 INCH THEN STOPPED MOVING. DOOR WOULD NOT FALL OPEN LIKE NORMAL WITHOUT AN EXCESSIVELY HEAVY PUSH FROM INSIDE. WHEN TRYING FROM OUTSIDE THE SAME SITUATION HAPPENED WHERE THE DOOR OPENED 1/2 INCH WHEN USING THE OUTER HANDLE AND THEN THE DOOR STOPPED MOVING. DOOR REQUIRES A VERY HEAVY PULL ON OUTSIDE HANDLE FOR ABOUT 3 INCHES OF DOOR MOVEMENT BEFORE IT WILL FALL OPEN ON ITS OWN. DOOR MOTOR OPERATED FINE UP AND DOWN. SILVER DOOR HANDLE ON OUTSIDE OF AIRCRAFT DOESNÿT SIT FLUSH OR LOCK UPON INITIAL CLOSING OF THE HANDLE. AN ADDITIONAL PUSH TO MAKE IT FLUSH AND CLICK AND LOCK IS NECESSARY. CORRECTIVE ACTION: REMOVED SHIM. OPS CHECK GOOD. IAW CE-680A MM: 52-10-00.
MAIN DOOR: MAIN CABIN DOOR HANDLE WILL NOT MOVE. THE LOCKING PIN HIGHEST AND MOST FORWARD LOOKS TO BE RECESSED COMPARED TO THE OPPOSITE SIDE. THE LOCKING PIN INDICATORS DON'T APPEAR TO BE VISIBLE. PERFORMED ADJUSTMENT OF PUSH ROD #10 ON MCD LATCH/LOCK SYSTEM IAW CE-680A MM 52-10-04. OPS CHECK GOOD
EXTERIOR EMERGENCY LIGHTS AND MULTIPLE INTERIOR. EMERGENCY LIGHTS INOP. DOES NOT COMPLY WITH MEL. CONFIRMED EXTERIOR LIGHTS DID OT LLLUMINATE TE AND A FEW INTERIOR LIGHTS DID NOT IILUMINATE. CHARGED EMERGENCY BATTERIES, PERFORMED EMERGENCY BATTERY TEST AGAIN ND NOW ALL LIGHTS ILLUMINATE. REHCARGED BATTERIES ONCE AGAIN AND CHECKED FINAL TIME ALL EMERGENCY LIGHTS, EXTERIOR AND INTERIOR, ILLUMINATE. CJW CE680A AMM 33-50-00. OPS CHECK GOOD.
CLOSED MAIN DOOR AFTER ACCESSING CABIN & A SET SCREW & PLASTIC WASHER FELL OUT & DOOR STRUT FELL LOOSE FROM DOOR ACTUATING ARM. ACTUATING ARM CONTINUED TO UP POSITION TRYING TO CLOSE DOOR, & COULDN'T STOP FROM GOING ALL THE WAY UP. DOOR CAN NO LONGER OPERATE NORMAL. CONFIRM DOOR LIFT ARM WAS NO LONGER ATTACHED AT HINGE POINT. RECOVERED ONE WASHER & PIVOT BOLT. INSPECTED FOR FOD & MISSING OTHER PIECES, NONE FOUND. INSTALLED 1 NEW WASHER & WASHER LEFT BY CREW. INSTALLED PIVOT BOLT & NEW RETAINING CLIP. OPS DOOR, OPS CHECK GOOD. CONFIRMED WHEN DOOR CLOSED MED CABIN DOOR CAS EXTINGUISHED. OPS CHECK GOOD. C/W AMM 52-15-10 & IPC 52-15-00.
FUSELAGE STRUCTURE: APPROXIMATE 3INCH GASH IN FUSELAGE AFT AND BELOW MAIN CABIN DOOR. HONEYCOMB EXPOSED. DISCOVERED ON PREFLIGHT. REPAIRED LH FORWARD AERODYNAMIC FAIRING IAW EWO-4661 REV. IR.
ON FINAL APPROACH, NR 2 ENGINE OIL PRESSURE STARTED FLUCTUATING. AC LANDED WITHOUT INCIDENT. MAINTENANCE REMOVED ENGINE AND INSTALLED SERVICEABLE ENGINE DUE TO HIGH OIL CONSUMPTION. (K)
STRAIGHT AND LEVEL FLIGHT. FLOCK OF BIRDS SPOTTED COMING TOWARD FRONT OF AIRCRAFT. PILOT TOOK EVASIVE ACTION, LT CLIMB. ONE BIRD STRUCK CO-PILOT`S CHIN BUBBLE. MAINT INSPECTED AND FOUND NO FURTHER DAMAGE. REPLACED LT BAY WINDOW. (K)
AFTER TAKEOFF, MAIN LANDING GEAR LIGHT WOULD NOT CLEAR. REMOVED AND REPLACED RELAY K18 WITH SERVICEABLE PART. C/W RETRACTION CHECK. ALL SYSTEMS CHECKED GOOD. (K)
WHEN AIRCRAFT WAS BROUGHT TO A HOVER THE LEFT MAIN GEAR LIGHT WENT OUT AND THE RED UNLOCK LIGHT ILLUMINATED. FOUND BRACKET HOLDING DOWNLOCK PROXIMITY LOOSE TIGHTENED, GROUND CHECK GOOD. (K)
WHEN AIRCRAFT WAS BROUGHT TO A HOVER THE LEFT MAIN GEAR LIGHT WENT OUT AND THE RED UNLOCK LIGHT ILLUMINATED. FOUND BRACKET HOLDING DOWN LOCK PROXIMITY LOOSE TIGHTENED, GROUND CHECK GOOD. (K)
DURING THE START PROCEDURE, THE TRANSMISSION FIRE LIGHT AND HORN ACTIVATED. MAINTENANCE WAS NOTIFIED. THE K3 RELAY WAS REMOVED AND REPLACED. AC GROUND CHECKED GOOD. ALL WORK IAW MM. (K)
AFTER TAKEOFF AND ENTERING CRUISE FLIGHT THE NR 2 SERVO SYSTEM CAUTION LIGHT ILLUMINATED, AFTER UTILIZING EMERGENCY CHECKLIST WAS UNABLE TO EXTINGUISH LIGHT, LANDED AND REFERRED TO MAINTENANCE. MAINTENANCE CLEANED CONNECTORS ON THE NR 2 HYDRAULIC MODULE NO FURTHER DEFECTS.
DURING TAKE OFF PHASE, THE LANDING GEAR WOULD NOT RETRACT, RETURNED TO ARA FOR MAINTENANCE. MAINTENANCE ADJUSTED WEIGHT ON WHEEL SWITCH IAW S76 MM.
TAIL ROTOR GEARBOX OUTPUT SEAL LEAKED WHEN RUN-UP ON TEST STAND.
PILOT WRITE UP AT END OF DAY. WHEN START BUTTON IS DEPRESSED (NR 2 ENGINE) STARTER CHATTERS AND HAS GRINDING NOISE. WHEN RELEASED AND DEPRESSED AGAIN, A FAIRLY NORMAL START IS ACHIEVED. UPON INSPECTION OF STARTER GENERATOR, BRUSHES FOUND TO BE DISINTEGRATED. ARMATURE ALSO DAMAGED DUE TO FAILED BRUSHES.
UPON REMOVAL FROM BOX AND VISUAL INSPECTION, FOUND CORROSION PITTING ON GEAR SURFACE, GEAR TEETH, AND BEARING JOURNAL. C/W BLACK OXIDE PROCEDURE AT FACTORY BEFORE RELEASING PART.
CORROSION REPAIRS. SEVERE CORROSION FOUND BETWEEN UPPER ENGINE LONGERONS LEFT AND RIGHT, AND OUTER SKIN PANELS IN AN INACCESSIBLE AREA. STA 250 THROUGH STA 300. CORROSION FOUND IN TAILBOOM STA 300 THROUGH STA 336 AND IN THE AREA WHERE VERTICAL FIN ATTACHES TO TAILBOOM. SUBMITTER STATED BESIDES THE TWO THIS REPAIR STATION HAS REPAIRED, TWO OTHER SIMILAR 76'S ARE KNOWN TO HAVE THE SAME CORROSION.
AIRCRAFT WAS SECURED ON PLATFORM OFFSHORE. ALL MAIN ROTOR BLADES WERE SECURED USING SIKORSKY TIE DOWN CLAMPS. WINDS OF 80+ MPH CAUSED ONE M/R BLADE TO BREAK OFF APPROXIMATELY 3 FEET FROM ROOT. SPECIAL INSPECTION WAS C/W AND BLADE AND SPINDLE CHANGED. AIRCRAFT WAS FERRIED TO MAIN BASE FOR FURTHER INSPECTION. NO DEFECTS WERE FOUND. CAUSE OF PROBLEM WAS CLAMPS DO NOT HOLD IN HIGH WINDS. RECOMMEND USING SOCK TYPE BOOT AND THROW CLAMPS AWAY.