N2143J
Registered owner: TVPX AIRCRAFT SOLUTIONS INC TRUSTEE, UT (owner ≠ operator)
Operators of this aircraft
Who operated this tail, and how firmly we know it.
| Operator | Role | Period | Basis |
|---|---|---|---|
| QUEST DIAGNOSTICS INC (Q5QA) | Certificate holder | — | Matched by certificate designator |
Accident & incident history
No NTSB accidents or incidents on file for this aircraft.
Maintenance disclosures
Service Difficulty Reports filed with the FAA for this airframe. Filing is largely voluntary — the number of reports is not a measure of reliability. To verify a report, search its control number at the FAA SDRS site.
4 reports on file, 2015-09-09 – 2023-02-15.
Part: BULKHEAD — CRACKED (ZONE 300) · airframe 13,873 hrs · 17,126 cycles
DURING AN INSPECTION OF THE TAIL SECTION OF N2143J, THE AFT-MOST FUSELAGE BULKHEAD ASSEMBLY, FS 272.0, WAS NOTED CRACKED AT THE LEFT LOWER AND RIGHT LOWER RADII.
Part: MAGNETO — FAILED (RH ENGINE) · airframe 12,956 hrs · 16,048 cycles
PILOT NOTED ON RUN-UP THAT THE #2 ENGINE LH MAGNETO WAS MISFIRING. THE MAGNETO WAS REPLACED WITH NO FURTHER INCIDENT. TROUBLESHOOTING DISCLOSED THE MAGNETO POINT GAP HAD APPARENTLY SHIFTED AND THE INTERNAL MAGNETO TIMING WAS SUBSTANTIALLY OUT OF LIMITS. IN ADDITION, IT WAS DISCOVERED THAT AN INCORRECT P/N MAGNETO WAS INSTALLED. ALTHOUGH THE FORM 8130-3 LISTED A P/N 10-500556-1 MAGNETO (THE CORRECT P/N FOR THIS AIRCRAFT), S/N D20GA041, THE MAGNETO DATA PLATE SHOWS A P/N 10-500556-101 MAGNETO, SAME S/N, WHICH IS A PRESSURIZED MAGNETO AND NOT APPLICABLE TO THIS AIRCRAFT/ENGINE. THE CONTINENTAL MOTORS MAGNETO WAS PURCHASED NEW FROM BOEING.
Part: CHANNEL — CRACKED (ZONE 100) · airframe 10,819 hrs · 13,561 cycles
WHILE PERFORMING A ROUTINE INSPECTION, CRACKS WERE NOTED ON A LATERAL CHANNEL IN THE TAIL SECTION OF THE FUSELAGE. CRACKS WERE APPEARING ON THE UPPER LT AND RT CORNERS AT THE CUTOUT RELIEFS.
Part: BUSHING — WORN (LG INBD DOOR ACT)
100 HOURS AGO, NOTED THA THE INBD GEAR DOOR ACTUATOR ROD BOLTS AT THE GEAR ACTUATOR CROSSARM HAD BECOME LOOSE. WE HAD REPLACED THE 130909B84 BOLT, 58-8100151, BUSHING AND THE AN960-416 WASHERS WITH NEW PARTS. WE MARKED THE HEAD OF THE BOLT TO THE ABLE TO TELL AT A GLACE IF THE BOLT IS ROTATING, WHICH PREVIOUSLY CAUSED THE COTTER PIN TO BREAK AND THE BOLT TO BECOME LOOSE ON 2 OF OUR ACFT. ON THIS INSPECTION, WE CHECKED AND NOTED THAT THE BOLT ON THE RIGHT SIDE HAD BECOME LOOSE AND AFTER LOOKING INTO IT FOUND THAT THE BUSHING HAD IDENTED ITSELF INTO THE WASHERS THAT HOLD THE PUSHROD IN PLACE, CAUSING IT TO BECOME LOOSE. IT IS OUR OPINION THAT THE BUSHING SIDEWALLS ARE TOO THIN AND UNDER THE SIDELOAD THAT IT SEES AT ALL TIMES, THE BUSING IS ABLE TO SLIDE INTO THE SPACE BETWEEN THE BOLT AND WASHERS. THIS CAN AND HAS, LEAD TO THE ARM BECOMING PINCHED AND ROTATING THE BOLT, WHICH BREAKS THE COTTER PIN AND ALLOWS THE NUT TO COME OFF. IF NOT NOTICED BY THE PILOT, THIS COULD LEAD TO THE INBOARD DOOR PUSHROD BECOMING DISENGAGED AND THE INBD DOOR COULD INTERFERE WITH THE LANDING GEAR, RESULTING IN A PARTIAL OR FULL GEAR UP LANDING. A THICKER WALLED BUSHING WOULD FIX THE PROBLEM, AND HAVE SPOKEN TO MFG ABOUT IT, BUT THEY WOULD NOT OFFER US ANLY ENGINEERING ASSISTANCE.