N1553C

Part: UPLOCK SWITCH — SHORTED (NLG) · airframe 44,257 hrs · 42,490 cycles

LANDING GEAR, NOSE, DID NOT COMPLETE UP CYCLE AFTER RETRACTION. WHEN GEAR WAS EXTENDED AN ALTERNATE EXTENSION PROCEDURE WAS REQUIRED TO GET THE NLG TO INDICATE DOWN & LOCKED.

Part: FUEL LINE — CHAFED (NR 1 ENGINE) · airframe 43,452 hrs · 41,843 cycles

NUMBER 1 ENG FUEL LINE, PN 3040637, WAS INSPECTED & FOUND TO HAVE CHAFING THAT EXCEEDED THE LIMITS FOR CONTINUED SERVICE. WE HAVE ELECTED TO INSPECT ALL OF OUR ACFT FOR THIS DEFECT & HAVE DISCOVERED OTHERS REQUIRING PART REPLACEMENT. SB 13250R1, OPTIONAL, ADDRESSES THIS PROBLEM & WILL BE IMPLEMENTED AS SOON AS POSSIBLE ON ENGS THAT ARE APPLICABLE. NOTED THAT THE NR 1 ENG IS MORE SUSCEPTIBLE TO THE DEFECT DUE TO THE ROUTING OF THE STARTER GEN HOSE, PN 115167CXX160706. THIS INSPECTION WAS GEN DUE TO THE FAILURE OF THE FUEL LINE NOTED ABOVE ON ANOTHER ACFT IN WHICH THE AFFECTED ENG EXPERIENCED POWER LOSS & FUEL LEAKAGE AS NOTED ON SDR EPUA20150428001.

Part: STRUCTURE — CRACKED (VERTICAL STAB) · airframe 41,559 hrs · 40,368 cycles

DURING A SCHEDULED INSPECTION TO COMPLY WITH AD 2013-24-03, A CRACK WAS IDENTIFIED ON PN 101-6400 11-4. THIS PART IS LOCATED ON THE HORIZONTAL ATTACH POINT OF THE VERTICAL STABILIZER. A REPAIR WAS DEVELOPED BY THE MANUFACTURER TO CORRECT THIS IAW DWG FR-CO-102291 REV 1. ADDITIONAL PHOTOS & ILLUSTRATIONS RELATED TO THIS DISCOVERY WILL BE SUPPLIED TO SUPPORT THIS SDR.

Part: SKIN — MISINSTALLED (FUSELAGE) · airframe 40,044 hrs · 39,167 cycles

WRINKLES IN BELLY SKIN FORWARD OF CARGO DOOR. FOUND 258 RIVETS NOT INSTALLED ON PREVIOUS SKIN REPLACEMENT. INSTALLED 258 RIVETS IN STRINGERS 11L TO 11R FROM FS 363.25 TO FS 423.25. REINSPECTED ACFT ON 6/27/2013 TO ADDRESS BELLY SKIN IN AFFECTED AREA FOR AN OIL CANNING CONDITION. INSTALLED A MAJOR REPAIR BETWEEN FS 423.25 AND FS 435.25. REF FAA FORM 337 DATED 7/24/2013 AND MFG FIELD REPAIR FR-CO-100733, REV 2 AND ASSOCIATED STATEMENT OF COMPLIANCE FAA FORM 8100-9, DATED 7/23/2013. ASSOCIATED 337, FIELD REPAIR, AND 8100-9 WILL BE SENT IN PDF FORM VIA EMAIL REFERENCING THIS SDR.

Part: INDICATOR — MALFUNCTIONED (TE FLAP) · airframe 37,825 hrs · 37,387 cycles

FLAPS INDICATED STUCK DOWN.

Part: SKIN — CORRODED (BS 523-531) · corrosion level 2 · airframe 34,043 hrs · 33,850 cycles

DURING ROUTINE CAMP UNDERFLOOR INSPECTION, DISCOVERED CORROSION ON SKIN AND BETWEEN SKIN AND DOUBLER AT FS 523 TO FS 531. A REPLACEMENT SKIN APPROX 18 INCH BY 30 INCH WAS FABRICATED AND INSTALLED IN ACCORDANCE WITH THE BEECH SRM AND AIRCRAFT WAS RETURNED TO SERVICE.

Part: YOKE — CRACKED (TAPER PIN HOLE)

WHILE PERFORMING A SCHEDULED AILERON YOKE INSPECTION, FOUND THE RT AILERON YOKE CRACKED ON ONE SIDE OF THE TAPER PIN HOLE. ALONG THE GRAIN OF THE METAL. THIS COMPONENT WAS INSPECTED AT LEAST ONCE WITHIN THE PREVIOUS 2000 FLIGHT HOURS.

Part: YOKE — CRACKED (COCKPIT)

WHILE PERFORMING A SCHEDULED AILERON YOKE INSPECTION. FOUND THE RT AILERON YOKE CRACKED ON ONE SIDE OF THE TAPER PIN HOLE. ALONG THE GRAIN OF THE METAL.

Part: CONNECTOR — DIRTY (MLG)

AFTER DEPARTURE FROM ANCHORAGE, THE LANDING GEAR INTRANSIT LIGHT REMAINED ON AFTER SELECTING GEAR UP. THE FLIGHT CREW RETURNED FOR AN UNEVENTFUL LANDING IN ANCHORAGE. MAINT COULD NOT DUPLICATED THE DISCREPANCY WITH THE AIRCRAFT ON JACKS. MAINT CLEANED SYSTEM CONNECTOR PINS AND A SUCCESSFUL OPERATION CHECK FLIGHT WAS PERFORMED.

Part: WIRE — DAMAGED (MLG CONNECTOR)

AFTER TAKEOFF FROM BARROW, LANDING GEAR WOULD NOT RETRACT. THE AIRCRAFT CONTINUED TO ANCHORAGE AND MADE AN UNEVENTFUL LANDING. MAINTENANCE LOCATED AND REPLACED WIRE G7C22, DUE TO HIGH RESISTANCE, BETWEEN LEFT FUSELAGE AND CONNECTOR J107.

Part: WIRE — SHORTED (MLG)

AFTER TAKEOFF, LANDING GEAR WOULD NOT RETRACT. THE AIRCRAFT CONTINUED AND MADE AN UNEVENTFUL LANDING. MAINTENANCE LOCATED AND REPLACED WIRE C7C22, DUE TO HIGH RESISTANCE, BETWEEN LEFT FUSELAGE AND CONNECTOR J107.

Part: FIRE LOOP — CHAFED (RT ENGINE)

WITHIN MINUTES OF DEPARTURE, RIGHT ENGINE FIRE WARNING LIGHT CAME ON. PILOT REPORTED NO FLAMES, DID NOT USE EXTINGUISHER. SHUT DOWN RIGHT ENGINE. NO ABNORMAL ENGINE INSTRUMENTS. AIRCRAFT LAND OVER MAXIMUM LANDING WEIGHT. MAINTENANCE FOUND HEAVY CHAFED SPOT ON FORWARD ENGINE FIRE LOOP, AT A LOOP CLAMP LOCATION. IT APPEARS THAT THE CLAMP CAME LOOSE AND ALLOWED THE LOOP TO CONTACT THE CLAMP BRACKET, REPLACED FORWARD FIRE LOOP.

Part: SWITCH — DISCONNECTED (EXTINGUISH SYS)

WHILE PERFORMING ENGINE FIRE EXTINGUISHER SYSTEM TEST IAW B1900C MM CAMP NR 2 INSPECTION TEMP REVISION, FOUND NR 2 ENGINE SQUIB POWER SWITCH DISCONNECTED FROM ANNUNCIATOR/ ACTUATOR ASSEMBLY DESIGN BE CHANGED FOR POSITIVE ATTACHMENT OF THE SQUIB SWITCH. FAILURE OF THE SQUIB SWITCH. FAILURE OF THE SQUIB SWITCH ATTACHMENT DISABLES THE FIRE EXTINGUISHER SYSTEM AND COULD CAUSE LOSS OF LIFE IN THE EVENT OF A FIRE. THERE IS NO WAY FOR THE FLIGHT CREW TO GROUND TEST THIS SYSTEM FOR THIS TYPE OF FAILURE.

Part: PACKING — WORN (MASTER CYLINDER)

LEFT BRAKE FAILED ON LANDING. LEFT BRAKE MASTER CYLINDER REPLACED. OPS CHECKED GOOD. REMOVED MASTER CYLINDER INSPECTED AND NO VISUAL FAULTS OR DISCREPANCIES WERE FOUND. COMPONENT INTERNAL INSPECTION REVEALED NO DAMAGE OTHER THAN GOUGED ORING.

Part: WIRE — BROKEN (LANDING GEAR)

ANC - FLT 1421 - AIR RETURN DUE TO LANDING GEAR FAILED TO RETRACT AFTER TAKEOFF. THE AIRCRAFT LANDED ANC WITHOUT INCIDENCE. MAINTENANCE REPAIRED A BROKEN WIRE AT THE LANDING GEAR RELAY CIRCUIT BREAKER. THREE LANDING GEAR RETRACTIONS SHOWED THE SYSTEM TO BE WORKING NORMALLY AND THE AIRCRAFT WAS RETURNED TO SERVICE. (X)

Part: TRANSMITTER — DEFECTIVE (NR 2 ENGINE)

ANC - FLT 3423 - AIR TURN DUE TO THE NR 2 ENGINE OIL PRESSURE BEGAN FLUCTUATING BETWEEN 20 AND 120 PSI. THE ACFT LANDED ANC WITHOUT INCIDENT. MAINTENANCE REMOVED AND REPLACED THE NR 2 OIL PRESSURE TRANSMITTER AND RETURNED THE ACFT TO SERVICE. (Z)