N113AX

Part: LATCH — OUT OF ADJUST (SIDE WINDOW) · airframe 87,027 hrs · 79,827 cycles

PILOT REPORTED SMOKE FROM RT CIRCUIT BREAKER PANEL, NR 2 AVIONICS BREAKER MELTED, COMM 2 AND ADF 1 BREAKERS ALSO SMOKED. AIRCRAFT RETURNED TO AIRPORT OF ORIGIN. PILOT ALSO REPORTED THAT SMOKE ABATED AFTER NR 2 AVIONICS BREAKER PLUNGER POPPED OUT. MAINTENANCE INSPECTED THE RT CIRCUIT BEAKER PANEL AND FOUND NR 2 AVIONICS BREAKER PLUNGER MELTED OFF AND HALF OF CIRCUIT BREAKER PANEL WETTED WITH DEICE FLUID. THE NR 2 AVIONICS BREAKER DOES NOT APPEAR TO HAVE TRIPPED, CONFIRMED NO LOSS OF AVIONICS SYSTEMS, AND NO EMERGENCY WAS DECLARED. AIRCRAFT IS EQUIPPED WITH SIDE WINDOW DRIP TRAY KIT 129-5010-1. FLIGHT CREW CONFIRMED THAT THEY HAD BEEN DEICED PRIOR TO DISPATCH. SUSPECT STORM WINDOW SEAL ALLOWED DEICE FLUID ENTRY BEYOND THE CAPACITY OF THE DRIP TRAY. WILL ADJUST STORM WINDOW LATCH TENSION AND REMIND DEICING CREWS NOT TO SPRAY SIDE WINDOWS. CIRCUIT BREAKERS REPLACED AS REQUIRED.

Part: SCAVENGE PUMP — LEAKING (NR 1 ENGINE) · airframe 78,753 hrs · 73,968 cycles

AFTER LANDING, CREW NOTICED ENGINE OIL ON LT WING. MAINTENANCE LOCATED OIL LEAK AT NR 1 ENGINE OIL SCAVENGE PUMP HOUSING AND REPLACED SAME. REMOVED HOUSING VERIFIED TO HAVE CAVITATION CAVITY THROUGH WALL OF SCAVENGE PUMP BODY THAT WAS ALLOWING OIL TO ESCAPE THE INTERNAL CAVITY. THIS IS THE SECOND SUCH FAILURE SEEN ON THIS PART NUMBER HOUSING.

Part: SCAVENGE PUMP — LEAKING (NR 2 ENGINE) · airframe 76,250 hrs · 72,171 cycles

MAINTENANCE DISCOVERED THAT THE NR 2 ENGINE OIL SCAVENGE PUMP HOUSING WAS LEAKING THROUGH THE CASTING. OIL SCAVENGE PUMP HOUSING WAS REMOVED AND REPLACED.

Part: DOOR FRAME — CRACKED (FUSELAGE) · airframe 75,906 hrs · 71,916 cycles

WHILE PERFORMING MAINTENANCE INSPECTION DURING A,B,C CHECK FOUND MULTIPLE CRACKS AT AIRSTAIR DOOR FRAME. ONE LOCATED ON FRAME P/N:114-420041-37 AND ONE LOCATED ON AIRSTAIR DOOR CHANNEL P/N:114-420041-41. BOTH CRACKS ARE BEYOND LIMITS AND PARTS WILL BE REPLACED.

Part: DOOR FRAME — CRACKED (FUSELAGE) · airframe 75,906 hrs · 71,916 cycles

WHILE PERFORMING MAINTENANCE INSPECTION DURING A,B,C CHECK FOUND CRACK ON CARGO DOOR FRAME P/N:114-430125-5 AT F.S.: 509.50 . CRACK IS 1.6 INCHES LONG AND BEYOND LIMITS. FRAME SECTION WILL BE REPLACED AND DOUBLER INSTALLED.

Part: GUSSET — CRACKED (FUSELAGE) · airframe 74,094 hrs · 70,549 cycles

DURING MAINTENANCE A,B,C STRUCTURAL INSPECTION, FOUND LT INTERCOSTAL GUSSET CRACKED AT FUSELAGE STATION 107. PART HAS BEEN REMOVED AND REPLACED IAW STRUCTURAL REPAIR MANUAL.

Part: WINDSHIELD — CRACKED (COCKPIT) · airframe 73,886 hrs · 70,401 cycles

LT WINDSHIELD CRACKED INFLIGHT.

Part: GROUND WIRE — DISCONNECTED (BATTERY) · airframe 73,714 hrs · 70,274 cycles

DURING DEPARTURE, RECIEVED A BATTERY CHARGE LIGHT THAT DID NOT EXTINGUISH. RETURNED TO DEPARTURE. RECONNECTED BATTERY GROUND TERMINAL AND PERFORMED OPS CHECKED OF BATTERY PASSED.

Part: WIRE — CHAFED (FUEL VENT) · airframe 73,262 hrs · 69,887 cycles

SMOKE COMING FROM RIGHT WING TIP IN VICINITY OF FUEL VENT, FUEL FOUND ON UNDERSIDE OF WING NEAR HEATED FUEL VENT. MAINTENANCE REPLACED FUEL VENT ON RT WING DUE TO CHAFFING AND SHORTING WIRE ON OLD FUEL VENT.

Part: UNKNOWN — ODOR (CABIN) · airframe 72,823 hrs · 69,538 cycles

WITH LT BLEED AIR OPEN EXHAUST ODOR IN CABIN, MAINTENANCE COULD NOT DUPLICATE ON GROUND RUNS. ACFT GOING INTO CAMP INSPECTION.

Part: FRAME — CORRODED (FUSELAGE) · airframe 69,314 hrs · 59,378 cycles

DURING STRUCTURAL INSPECTION, CORROSION WAS FOUND ON TOP FLANGE OF FUSELAGE FRAME AT FS 468.25. SUSPECT CORROSION WAS CAUSED BY CARGO SPILLAGE. FRAME WAS REPAIRED IAW SRM.

Part: UPLOCK SWITCH — SHORTED (NLG) · airframe 71,666 hrs · 68,584 cycles

LANDING GEAR UNSAFE INDICATION, AFTER RETRACTION, RED LIGHT IN HANDLE. ACFT LANDED UNEVENTFULLY AT AIRPORT OF ORIGIN. IDENTIFIED & REPLACED A FAULTY NOSE GEAR UPLOCK INDICATION SWITCH, SWITCH WAS FOUND TO HAVE CONTAMINATION & CORROSION ON TERMINAL CONTACTS UNDER SEALANT ON END OF SWITCH CAUSING SHORTING BETWEEN TERMINALS & CASE. THIS IS A COMMON FINDING FOR FAILURES OF THIS PN. SWITCH FOR THIS OPERATOR.

Part: CLEVIS PIN — MISSING (ZONE 100) · airframe 71,341 hrs · 68,314 cycles

PILOT REPORTED COPILOT RT RUDDER PEDAL DISCONNECTED FROM MASTER CYLINDER. REPLACED A MISSING CLEVIS PIN & RELATED COTTER PIN.

Part: FAN — FAILED (ZONE 100) · airframe 71,316 hrs · 68,295 cycles

PIREP SMELL OF ELEC BURNING IN FLIGHT. CREW ELECTED TO RETURN TO DEPARTURE AIRPORT & LANDED WITHOUT INCIDENT. MX VERIFIED THE RECIRCULATION FAN HAD INTERMITTENT GRINDING SOUND & SEIZING, DEFERRED. ACFT RETURNED TO BASE WITHOUT INCIDENT. FAN TO BE REPLACED.

Part: WARNING LIGHT — INOPERATIVE (COCKPIT) · airframe 70,931 hrs · 67,987 cycles

LANDING UNSAFE LIGHT & LANDING POSITION LIGHT INOPERATIVE DURING LANDING. PERFORMED FLYBY & EMERGENCY GEAR EXTENSION IAW QRH. AN UNEVENTFUL LANDING WAS PERFORMED & NO EMERGENCY WAS DECLARED. ALL GEAR DOWN & LOCKED GREEN LIGHTS ILLUMINATED ON ROLLOUT AFTER LANDING. UNABLE TO DUPLICATE THE INDICATION ANOMALY AS DESCRIBED & THE AIRCRAFT IS CURRENTLY REMOVED FROM SERVICE FOR SCHEDULED INSPECTION & LANDING GEAR FAULT DETECTION & CORRECTION.

Part: HYDRAULIC LINE — RUPTURED (LT MLG WW) · airframe 69,609 hrs · 66,899 cycles

ON APPROACH FLIGHT CREW SELECTED LANDING GEAR DOWN. THE NOSE GEAR FAILED TO COMPLETELY EXTEND & LOCK, LANDING GEAR PUMP CONTINUED TO RUN. THE PILOT PULLED THE LG CB & THEN THE HYD LOW LEVEL ANNUNCIATOR ILLUMINATED. THE PILOT COMPLETED THE GEAR EXTENSION WITH THE HAND PUMP & RECEIVED THREE GREEN LIGHTS & NO HANDLE WARNING, LANDING WITHOUT INCIDENT. LOCATED EVIDENCE OF A HYD LEAK IN THE LT MAIN GEAR WELL & REPLACED A FAILED LEAKING FLEXIBLE HYD LINE AT THE GEAR ACTUATOR.

Part: ANGLE — CRACKED (VERTICAL STAB) · airframe 68,202 hrs · 65,728 cycles

CRACKS IN VERTICAL STABILIZER FWD SPAR RT ANGLE AT BRACKET ATTACH FASTENERS.

Part: ANGLE — CRACKED (VERTICAL STAB) · airframe 68,202 hrs · 65,728 cycles

CRACK IN VERTICAL STABILIZER FWD SPAR LT ANGLE AT ATTACH BRACKET FASTENER. SEE SB 55-4114 & AD 2013-24-03.

Part: SPAR — CRACKED (HORIZONTAL STAB) · airframe 68,202 hrs · 65,728 cycles

FOUND CRACKS IN VERTICAL STAB AFT CENTER SPAR WEB.

Part: SPAR — CRACKED (HORIZ STAB) · airframe 68,202 hrs · 65,728 cycles

FOUND CRACKS IN HORIZONTAL STABILIZER AFT CENTER SPAR WEB.

Part: LINE — RUPTURED (HYDRAULIC SYS) · airframe 60,758 hrs · 59,164 cycles

ON A PREFLIGHT WALK AROUND INSPECTION OF THE ACFT, THE FLIGHT CREW NOTICED A PUDDLE OF HYD FLUID ON THE GROUND AROUND THE RT MLG. HYD FLUID WAS ALSO NOTED ON THE GEAR AND IN THE WHEEL WELL. ARRANGEMENTS WERE MADE AND A FERRY PERMIT ISSUED FOR A FERRY FLIGHT TO HOME BASE (ANC). ON ARRIVAL AT ANC INVESTIGATION REVEALED THAT THE MLG EXTEND HYD LINE HAD RUPTURED AT THE MLG ACUATOR FITTING. THE HYD LINE WAS REPLACED.

Part: RELAY — STUCK (MLG) · airframe 59,121 hrs · 57,662 cycles

ENROUTE, THE PILOT NOTICED THE LANDING GEAR RELAY CIRCUT BREAKER WAS POPPED. THE FLIGHT CREW ALSO THOUGHT THEY COULD HEAR THE LANDING GEAR PUMP RUNNING BUT WERE UNSURE. AT ONE POINT IN THE FLIGHT THE HYD RESERVOIR LOW LEVEL LIGHT CAME ON BUT LATER EXTINGUISHED. ON ARRIVAL, THE CREW HAD TO MANUALLY EXTEND THE LANDING GEAR. ONCE ON THE GROUND THE CREW WAS ABLE TO DETERMINE THAT THE LANDING GEAR PUMP WAS RUNNING CONTINUOUSLY. MX FOUND THE LANDING GEAR PUMP MOTOR TO BE OPERATIONAL BUT EXTREMELY HOT. THE CAUSE OF THE CONTINUAL PUMP OPERATION WAS FOUND TO BE A STUCK RELAY. THE RELAY WAS REPLACED, THE LANDING GEAR PUMP MOTOR WAS REPLACED, NEW HYD FLUID ADDED TO THE RESERVOIR, THE SYS WAS OPERATIONALLY CHECKED AND THE ACFT RELEASED FOR SERVICE.

Part: LANDING GEAR — MALFUNCTIONED · airframe 59,081 hrs · 57,626 cycles

PILOT REPORTED THAT IN CRUISE, NOTICED THE LANDING GEAR RELAY CIRCUT BREAKER WAS POPPED. SEVERAL ATTEMPTS TO RESET THE CIRCUT BREAKER WERE UNSUCCESSFUL. ON ARRIVAL THE CREW HAD TO MANUALLY EXTEND THE LANDING GEAR. MECHANIC WAS CONTACTED AND INSPECTED THE ACFT FOR THE PURPOSE OF A FERRY FLIGHT. THE LANDING GEAR SYS WAS DISABLED BY SECURING THE LANDING GEAR REAL CIRCUT BREAKER IN TH OPEN POSITION AND THE ACFT WAS FERRIED WITH THE GEAR DOWN. ON ARRIVAL, MX WAS UNABLE TO DUPLICATE THE DISCREPANCY AND EVENTUALLY REQUESTED AN OPS CHECK FLIGHT. THE CHECK FLIGHT REVEALED NO ISSUES WITH THE LANDING GEAR RETRACTION/EXTENSION SYS AND THE ACFT WAS RELEASED FOR SERVICE.

Part: DOWNLOCK SWITCH — INTERMITTENT (NLG) · airframe 58,031 hrs · 56,619 cycles

ON APPROACH TO THE AIRPORT, THE GEAR WAS SELECTED DOWN BUT THERE WAS NO INDICATION THE NOSE GEAR WAS DOWN AND LOCKED. THE GEAR WAS CYCLED SEVERAL TIMES AND CYCLED MANUALLY ONCE BUT THERE WAS STILL NO NOSE GEAR DOWN INDICATION. THE ACFT RETURNED TO BASE. ON APPROACH THE GEAR WAS AGAIN SELECTED DOWN AND THIS TIME ALL GEAR INDICATED DOWN AND LOCKED. A TOWER FLY-BY WAS CONDUCTED AS A SAFETY PRECAUTION AND THE ACFT LANDED WITHOUT INCIDENT. MX TROUBLESHOT THE PROBLEM TO A INTERMITTENT NOSE GEAR DOWNLOCK SWITCH AND REPLACED THE SWITCH.

Part: PUMP — DAMAGED (FUEL SYSTEM)

ON AN OPS CHECK FLIGHT, PILOT REPORTED LOW PRESSURE FUEL LIGHT ON THE NR 1 ENG, LIGHT WENT OUT WITH AUX PUMP ON. REPLACED PUMP. TEARDOWN OF REMOVED PUMP REVEALED THAT THE PRESSURE CONTROL DIAPHRAGM HAD FAILED POSSIBLY DUE TO AN IMPROPERLY MFG PN RA5361 SPRING PLATE WITH EDGE RADIUS NOT IN CONFORMANCE WITH MFG DRAWING.

Part: BOOT — SHORTED (PROP DEICE) · airframe 53,685 hrs · 52,614 cycles

OBSERVED SPARKS FROM RT PROP INFLIGHT, SPARKS STOPPED WHEN PROP DEICE WAS TURNED OFF. A/C LANDED UNEVENTFULLY. MAINT REPLACED PROP DUE TO SHORTED DEICE BOOT.

Part: SWITCH — FAILED (NLG)

PILOT REPORTED NOSE GEAR UNSAFE WARNING AFTER VARIOUS ATTEMPTS AT GEAR EXTENSION. GREEN LIGHT CAME ON AT TOUCHDOWN. VERIFIED NOSE GEAR DRAG BRACE SWITCH PLUNGER WAS "STICKY" AND WAS DEFLECTING STRIKER PLATE INSTEAD OF DEPRESSING SWITCH PLUNGER. REPLACED FAILED SWITCH. (K)

Part: TUBE — SPLIT (NLG TIRE) · airframe 51,329 hrs

NOSE TIRE LOOSING AIR AFTER LANDING (BET) REPLACED NOSE TIRE ASSY (FOUND INNER TUBE SPLIT ON SEAM 1/8). THIS IS THE LATEST IN A STRING OF INNER TUBE FAILURES FOR UNDETERMINED REASONS. THIS WAS A CANADIAN MANUFACTURED TUBE AND THE FAILURE SEEMS TO BE AT A DEFECT IN A JOINING SEAM.

Part: TUBE — FAILED (NLG TIRE) · airframe 50,897 hrs

PILOT STOPPED AIRCRAFT ON TAXIWAY DUE VIBRATION FROM NOSE TIRE. MAINTENANCE REPLACED FLAT TIRE. INSPECTION OF TIRE AND TUBE IDENTIFIED A NAIL IN TIRE (UNDETERMINED IF THIS WAS CAUSE OF FAILURE) ADDITIONAL INSPECTION OF TUBE INDICATED POSSIBLE PROBLEM WITH TUBE CONSTRUCTION IN THAT TUBE SHOWS INDICATION OF FAULTY MATERIAL (TUBE TEARS EASILY BY HAND) AND WALL THICKNESS ABOUT HALF OF THAT OF A DIFFERENT TUBE OF THE SAME MFG (AND ABOUT HALF THE WEIGHT). THIS WAS THE LATEST OF A RECENT STRING OF FLAT TIRES FOR UNDETERMINED REASONS. MANUFACTURER NOTIFIED OF FINDINGS. QUESTIONABLE TUBE INDICATED FABRICATION IN EUROPE (HEAVIER TUBE CONSTRUCTED IN CANADA).

Part: STRINGER — CORRODED (BS 250 S14L) · corrosion level 3 · airframe 48,800 hrs · 48,634 cycles

LOCATED CORRODED STRINGER NR 14LH AT FS. 250.

Part: MOTOR — FAILED (TE FLAP) · airframe 48,406 hrs · 48,320 cycles

FLAPS STOPPED AT TAKEOFF. RETRACTED TO UP ON THE GROUND. THE SMELL OF HOT ELECTRICAL WAS STRONG. REPLACED FAILED FLAP MOTOR AND GEAR BOX.

Part: WINDSHIELD — CRACKED (COCKPIT)

PIREP - ON CLIMBOUT ONE WINDSHIELD SHATTERED AND THEN, FIVE MINUTES LATER, THE OTHER WINDSHIELD SHATTERED. UNEVENTFUL LANDING MADE, CREW VERIFIED ONLY OUTER PLYS WERE CRACKED AND AIRCRAFT RETURNED TO MAINTENANCE BASE FOR WINDSHIELD REPLACEMENTS.

Part: WINDSHIELD — CRACKED (COCKPIT)

PIREP - ON CLIMBOUT ONE WINDSHIELD SHATTERED AND THEN, FIVE MINUTES LATER, THE OTHER WINDSHIELD SHATTERED. UNEVENTFUL LANDING MADE, CREW VERIFIED ONLY OUTER PLYS WERE CRACKED AND AIRCRAFT RETURNED TO MAINTENANCE BASE FOR WINDSHIELD REPLACEMENTS.

Part: SPAR CAP — CORRODED (CENTER WING) · corrosion level 2 · airframe 46,132 hrs · 46,480 cycles

MAINTENANCE FOUND CORROSION ON FORWARD SPAR LOWER CAP FORWARD FLANGE, IN THE CENTER FUSELAGE BAY, UNDER ORIGINAL SEALANT. REPAIR REQUIRED REMOVAL OF CORROSION AND STRAP DOUBLER PER FR-CO FACTORY REPAIR DESIGN.

Part: WINDSHIELD — CRACKED (COCKPIT)

PILOT REPORTED RT FORWARD WINDSHIELD CRACKED. REPLACED CRACKED WINDSHIELD.

Part: DIAPHRAGM — RUPTURED (BOOST PUMP) · airframe 41,379 hrs

PILOT REPORTED LOW FUEL PRESSURE WARNING LIGHT CAME ON IN FLIGHT. MAINTENANCE REPLACED LEAKING LOW PSI BOOST PUMP. VERIFIED DIAPHRAGM HAD FAILED. FUEL WAS OBSERVED IN AGB AREA.

Part: FUEL HEATER — CRACKED (ENGINE) · airframe 44,487 hrs · 30,835 cycles

MAINTENANCE NOTICED OIL RESIDUE ON ENGINE COWLING. LOCATED ENGINE OIL LEAK AT OIL / FUEL HEATER. REPLACED CRACKED HEATER.

Part: WINDSHIELD — CRACKED (COCKPIT) · airframe 44,195 hrs · 44,954 cycles

PILOT REPORTED LT WINDSHIELD CRACKED ON DESCENT. REPLACED FAILED WINDSHIELD (OUTER PLY FAILED).

Part: STRINGER CLIP — MISSING (FUSELAGE) · airframe 42,322 hrs · 43,473 cycles

DURING SCHEDULED STRUCTURAL INSPECTION OF THE AREA, FOUND STRINGER CLIP PN. 114-430066-5 NEVER INSTALLED AND THE BULKHEAD AT FS 363.25 HAD CRACKS IN THE FLANGE ABOVE AND BELOW THE MISSING CLIP LOCATION.

Part: LIMIT SWITCH — OUT OF ADJUST (NLG) · airframe 42,270 hrs · 43,426 cycles

PILOT REPORTED LANDING GEAR HANDLE WARNING LIGHTS REMAINED ON AFTER GEAR WAS RETRACTED. CREW RETURNED TO AIRPORT FOR AN UNEVENTFUL LANDING. MAINTENANCE ADJUSTED THE NOSE LANDING GEAR UP LIMIT SWITCH FOR PROPER OPERATION.

Part: SKIN — CORRODED (FUSELAGE) · corrosion level 2 · airframe 41,939 hrs · 43,147 cycles

MAINTENANCE OBSERVED DEFORMATION OF FUSELAGE SKIN AT LAP JOINTS AT STATIONS 348.25 & 430.75 UNDER STRINGER 16. REPAIRS MADE INCLUDED REMOVAL OF EXFOLIATED SHIMS AND FAILED BONDING AGENT. PREVIOUS REPAIRS OF THIS TYPE AND ON THIS MODEL HAVE DISCLOSED PRIOR USE OF BARE ALUMINUM SHIMS AT LAP JOINTS.

Part: WINDSHIELD — CRACKED (COCKPIT) · airframe 41,851 hrs · 43,070 cycles

PILOT REPORTED LEFT WINDSHIELD CRACKED ONE HALF HOUR INTO FLIGHT. RETURNED TO ORIGINAL AIRPORT.

Part: WARNING SYSTEM — MALFUNCTIONED (COCKPIT) · airframe 40,330 hrs · 41,794 cycles

NOSE GEAR FAILED TO SHOW DOWN AND LOCKED UNTIL GEAR WAS CYCLED TWICE. MAINTENANCE COULD NOT DUPLICATE FAULT.

Part: INTERCOSTAL — CRACKED (FUSELAGE) · airframe 39,219 hrs · 40,889 cycles

WHILE C/W STRUCTURAL INSPECTION 53-10-02, FOUND .5 INCH CRACK IN OUTER FLANGE RADIUS OF INTERCOSTAL PN 114-430116-7 AT STATION NR 498.25 AND ADJACENT TO THE CARGO DOOR AFT UPPER GAS STRUT ATTACH BRACKET MOUNTED TO THE DOOR FRAME.

Part: CONTROL CABLE — BROKEN (ELEVATOR)

PILOT ATTEMPTED TO ADJUST ELEVATOR TRIM TO REDUCE CONTROL FORCES AND NOTICED THAT TRIM SYS DID NOT FEEL LIKE IT WAS WORKING NORMAL. AFTER UNEVENTFUL LANDING , PILOT ATTEMPTED TO ADJUST ELEVATOR TRIM, NOTED THAT TRIM WHEEL STARTED TO BIND. BROKEN UPPER ELEVATOR TRIM CNTRL CABLE AT PULLEY BLOCK LOCATED AFT OF CARGO DOOR AT STA 511. INSP OF CABLE REVEALED LARGE AMOUNT OF PHENOLIC DUST FROM TRIM CABLE PULLEY. EVIDENCE OF CORROSION ON FAILED CABLE AT THE BREAKAGE POINT. OTHER CABLES, ALSO HAD SAME PHENOLIC DUST COVERING WERE INSP AND REPLACED ALL CABLES CONDITION AT THE SAME FUSELAGE STATION (AFT END OF CARGO FLOOR AT STA 511) ONLY AT THAT LOCATION. SUSPECT FREQUENT DELUGE WITH WATER AS A CAUSE.