N379VM

ATA 3150

Part: CIRCUIT BOARD — BURNED OUT (ANNUNCIATOR) · airframe 7,780 hrs · 8,836 cycles

A CABIN ALTITUDE WARNING PRESSURE SWITCH TEST WAS PERFORMED BY METHOD 2, AS REFERENCED IN MM 21-30-00, PAGE 214, ITEMS A-F. DETERMINED THAT THE TEST FAILED ITEM C OF THE TEST, BECAUSE THERE WAS NO VISUAL AMBER "CABIN ALTITUDE HIGH" WARNING ANNUNCIATION AVAILABLE TO THE FLIGHT CREW, WITH THE ANNUNCIATION DIMMING CONTROL POTENTIOMETER ON THE LOW DIM POSITION. REPLACEMENT OF THE ANNUNCIATION CONTROL PRINTED CIRCUIT BOARD, P/N 90-364014-1, CORRECTED THE DISCREPANCY, BY RETAINING THE AMBER ANNUNCIATION LIGHT IN THE BRIGHT MODE. AN INOPERATIVE CIRCUIT BOARD PREVENTING OPERATION OF THE ANNUNCIATION DIMMING CIRCUIT UNTIL THE FAULT WARNING LIGHT/ RE-SET SWITCH WERE ACTIVATED. SEE WIRING MANUAL, REFERENCE ANNUNCIATION WIRING DIAGRAM 33-15-03, PAGE 3, DATED JUL/6/1984.

ATA 7310

Part: FUEL LINE — CRACKED (RT ENGINE) · airframe 7,633 hrs · 8,667 cycles

WHILE PERFORMING ENGINE RUNS FOR RIGHT ENGINE FLOW PACK CHANGE FOUND FUEL LEAK FROM FUEL LINE FROM FCU TO TOP OF START CONTROL UNIT. FITTING CRACKED ABOVE SCU. REMOVED CRACKED FUEL LINE FROM FCU TO TOP OF START CONTROL UNIT. INSTALLED OVERHAULED LINE P/N 3011849 FROM DALLAS AIRMOTIVE. PERFORMED LEAK AND OPERATIONAL CHECKS SATISFACTORY. WORK ACCOMPLISHED IN REF TO P&W PT6A-28 MAINT MANUAL CHAPTER 73-10-03. LESS THAN ONE MONTH AND 20 HOURS LATER SAME FUEL LINE CRACKED AGAIN, IN SAME PLACE. REMOVED AND REPLACED CRACKED FUEL LINE BETWEEN THE FCU AND THE SCU OF RT ENGINE. P/N 3011849, OVERHAULED BY DALLAS AIRMOTIVE, S/N N/A, SEE 8130-3 DATED 9/18/2007. PERFORMED LEAK CHECKS SATISFACTORY. SAFTIED BOTH B-NUTS. WORK ACCOMPLISHED IN REF TO P&W PT6A-28 MAINT MANUAL CHAPTER 73-10-03.

ATA 3010

Part: BOOT — MISMANUFACTURED (WINGS) · airframe 6,449 hrs

ON INSTALLATION OF NEW LT AND RT WING DE-ICE BOOTS, PMA P/N SMR2014-21-1, -2, WAS DISCOVERED AIR INLET TUBES ARE INSTALLED IN WRONG LOCATION, MAKING IT IMPOSSIBLE TO MATCH BOOT CENTERLINE WITH LE CENTERLINE. OEM DRAWINGS SHOW 1 INCH FROM BOOT CENTERLINE TO INLET TUBE CENTERLINE. SMR BOOTS HAVE 1.5625 INCH. ONLY WAY THIS BOOT CAN BE INSTALLED IS TO SHIFT ENTIRE BOOT UP ON WING AT LEAST .5626 INCH. CAUSES CONCERN FOR CHANGE IN STALLING SPEED AT SLOW FLIGHT WITH BOOTS INFLATED. SMR HAS SOLD APPROX 20 UNITS WITH NO COMPLAINTS. SEVERAL MECHANICS (THAT IS JUST REF LINE ON BOOT, GO AHEAD AND GLUE THEM ON). SMR HAS BEEN VERY HELPFUL AND CONCERNED. OEM BOOTS WERE PURCHASED, INSTALLED. SMR BOOTS WERE RETURNED.

ATA 3010

Part: BOOT — MISLOCATED (WINGS) · airframe 6,449 hrs

UPON INSTALLATION OF NEW LT AND RT WING DE-ICE BOOTS WITH NEW PMA P/N SMR2014-21-1, AND -2, IT WAS DISCOVERED THE AIR INLET TUBES ARE INSTALLED IN THE WRONG LOCATION, MAKING IT IMPOSSIBLE TO MATCH THE BOOT CENTERLINE WITH THE LE CENTERLINE. MFG AND OEM DRAWINGS SHOW 1 INCH FROM BOOT CENTERLINE TO INLET TUBE CENTERLINE. SMR BOOTS HAVE 1.5625 INCH. THE ONLY WAY THIS BOOT CAN BE INSTALLED IS TO SHIFT THE ENTIRE BOOT UP ON THE WING AT LEAST .5625 INCH. THIS CAUSES CONCERN FOR CHANGE IN STALLING SPEED AT SLOW FLIGHT WITH THE BOOTS INFLATED. SMR HAS BEEN VERY HELPFUL AND CONCERNED. OEM BOOTS WERE PURCHASED AND INSTALLED. SMR BOOTS WERE RETURNED.

ATA 5512

Part: SKIN — CRACKED (LT HORIZ STAB)

IT APPEARS THAT VIBRATION AND LEFT HAND PROPELLER HARMONICS CAUSED OIL CANNING BETWEEN TWO STRINGERS THAT INDUCED THE ORIGINAL SKIN CRACK WHICH ENLARGED ITSSELF. FOUND DURING THE BEECH COMPLETE INSPECTION. SUBMITTER STATED IF GONE UNDETECTED COULD CAUSE HORIZONTAL STABILIZER FAILURE WITH CATASTROPHIC RESULTS. SUBMITTER STATED TWELVE AMT'S AND REPRESENTATIVES OF AVIATION HAVE NEVER SEEN THIS BEFORE.

ATA 3246

Part: WHEEL — CRACKED (MLG)

CRACKS WERE FOUND IN THE BOLT HOLES OF THE WHEEL HALF CAUSING THE TIRE TO DEFLATE MORE THAN THE ALOTTED AMOUNT.