N42WP
Registered owner: AIR ARCTIC INC, AK (owner ≠ operator)
Operators of this aircraft
Who operated this tail, and how firmly we know it.
| Operator | Role | Period | Basis |
|---|---|---|---|
| WARBELOWS AIR VENTURES INC (WVBA) | Certificate holder | — | Matched by certificate designator |
Accident & incident history
No NTSB accidents or incidents on file for this aircraft.
Maintenance disclosures
LEFT AND RIGHT VOLTAGE REGULATOR AND GROUND VENT FAN CIRCUIT BREAKERS ALL TRIPPED SIMULTANEOUSLY DURING FLIGHT AND WOULD NOT RESET. AIRCRAFT RETURNED TO FAI WITHOUT INCIDENT. MAINTENANCE FOUND SMALL BUSS BAR IN THE CIRCUIT BREAKER PANEL HAD A LOOSE CONNECTION. ATTACHMENT HARDWARE WAS REPLACED AND BUSS BAR WAS SECURED WITH GOOD RESULT. AIRCRAFT WAS RETURNED TO SERVICE.
PILOT WAS IN CRUISE FLIGHT AND EXPERIENCED A PARTIAL POWER LOSS AND THEN OIL PRESSURE LOSS OF THE RIGHT ENGINE. PILOT SHUT DOWN ENGINE AND LANDED WITHOUT FURTHER INCIDENT. UPON INSPECTION OF ENGINE IT WAS FOUND THAT THE SHAFT WAS BROKEN AND BOTHER TURBINE AND COMPRESSOR BLADES WERE DAMAGED. TURBO WAS A RECENT INSTALL AFTER OVERHAUL BY ATC AND HAD 87.9 HOURS TSO. MECHANICS VERIFIED THAT THE TURBO WAS PRE-OILED PRIOR TO RETURN TO SERVICE AND NO ISSUES WERE REPORTED POST-INSTALL.
THE PILOT REPORTED INNER DOORS WOULD NOT RETRACT. TRIED TO EXTEND THE GEAR WITH THE LANDING GEAR HANDLE WITH NO RESULTS. THE GEAR WAS PUMPED DOWN WITH THE EMERGENCY GEAR HANDLE TO THE DOWN AND LOCKED POSITION, THEN LANDED WITHOUT FURTHER PROBLEMS. MAINT FOUND THE LT MAIN GEAR INNER DOOR ACTUATOR BOTTOM FITTING BROKEN OFF (PN AN837-D). THE FITTING WAS REPLACED AND THE ORIENTATION OF THE FITTING WAS IMPROVED TO PREVENT WHEEL STRIKE. THE ALIGNMENT OF THE FITTING IS CRITICAL TO PREVENT ANOTHER OCCURRENCE. THE AC WAS RETURNED TO SERVICE. (K)
WHILE DEPARTING, ELEVATOR TRIM WHEEL JAMMED AND PILOT WAS UNABLE TO FREE SYSTEM. ELEVATOR TRIM WAS STUCK IN A NOSE DOWN CONFIGURATION. PILOT WAS ABLE TO COUNTERACT TRIM PRESSURES AND CONTINUED TO WHERE AIRPORT EMERGENCY CREWS WERE AVAILABLE. MAINTENANCE FOUND THE ELEVATOR TRIM JACK SCREW BOUND UP TO TRIM CABLE DRUM. JACK SCREW WAS DISCONNECTED FROM TAB AND FUNCTIONED WITH NO PROBLEMS. MAINTENANCE RERIGGED ELEVATOR TRIM SYSTEM IAW SM. FLIGHT CHECK WAS COMPLIED WITH GOOD RESULTS. AC WAS RELEASED TO OPERATIONS. INSPECTORS MET AC ON LANDING, INVESTIGATION WAS CONDUCTED, ACCUMULATIVE WEAR IN SYSTEM ALLOWED THE ELEVTOR TAB JACKSREW TO EXCEED ITS NORMAL LIMIT CAUSING THE JAM. NO RECENT WORK HAD BEEN DONE.
DURING SCHEDULED INSPECTION FOUND DE-ICE WING LIGHT INOPERATIVE TROUBLESHOOTING REVEALED FAULTY DE-ICE VALVE, NEW VALVE, INOPERATIVE AS DELIVERED APPEARS THAT TOO MUCH AIR PRESSURE WAS DUMPING REPLACED VALVE.
PILOT REPORTED HIGH CYLINDER HEAD TEMPERATURE AND RETURNED TO BASE. TECHNICIANS DISCOVERED A CRACK COMING OUT OF SPARK PLUG HOLE AN REMOVED INTERCYLINDER BAFFLING WHERE IT WAS FOUND TO RUN FROM SPARK PLUG HOLE TO FIRST COOLING FIN OF STEEL BARREL. THIS WHICH IS NR 6 POSITION WHICH EXPLAINS HIGH TEMPS. THERE APPEARS TO BE MACHINE MARKS IN AREA THAT ALLOWS INTAKE PUSH ROD TUBE TO PASS THROUGH THE COOLING FINS. THIS COULD NOT BE DETERMINED TO BE A CONTRIBUTING FACTOR. THE ASSEMBLY WAS REMOVED AND REPLACED. IN INSPECTION OF PUSHROD TUBE CUT-OUT AREA OF THE CYLINDER FINS (AS DISCUSSED ABOVE) IT IS NOTED THE CUT INTO THE MEAT OF THE CYLINDER HEAD WAS LEFT WITH A VERY SHARP EDGE. NO CHAMFER FOR STRESS RELIEF.
DURING MAINTENANCE FOR RIGGING, THE SYSTEM WAS BEING CHECKED FOR FUNCTION. THE RIGHT FLAP WOULD NOT DRIVE DOWN. THE TECH THEN REMOVED THE CABLE ENDS AT THE MOTOR AND FOUND THE RIGHT CABLE COULD BE EXTRACTED FOR SEVERAL INCHES. THE TRANSMISSION END ON THE RIGHT SIDE WAS REMOVED AND IT WAS DISCOVERED THAT THE SHAFT ON THE DRIVE COUPLING HAD FAILED. IT APPEARED THAT IT HAD WORN FROM CONTACT WITH THE CABLE HOUSING. THE CABLE WAS REMOVED AND WILL BE REPLACED. IT WAS SUGGESTED THAT DURING FLAP CABLE INSTALLATION, SHARP BENDING OF THE CABLE BE AVOIDED. TO PREVENT DRIVE LINK INSIDE CABLE FROM BEING BENT AND CAUSING CHAFFING. NOTE: THE ASYMMETRY SYSTEM DID WORK.
PILOT REPORTED GEAR WOULD NOT EXTEND. ATTEMPTS WERE MADE TO TROUBLESHOOT SYSTEM FROM GROUND BUT GEAR FAILED TO EXTEND. A GEAR UP LANDING WAS MADE AND ALL PASSENGERS AND PILOT EXITED THE AIRCRAFT. INVESTIGATION DETERMINED THAT THE END OF THE GEAR SELECTOR CABLE HAD BEEN INSTALLED IMPROPERLY AND HAD WALKED OFF THE PIN THAT SECURES IT TO THE HYDRAULIC POWER-PAK ACTUATOR ARM. THE AREA THIS CABLE END IS LOCATED ON THE POWER-PAK IS AN EXTREMELY CLOSE QUARTERED AREA A CONTRIBUTING FACTOR. TO PREVENT FURTHER OCCURANCE A REQUIRED INSPECTION ITEM (RII) PROGRAM WILL BE IMPLEMENTED.
DURING INSPECTION IT WAS NOTICED THAT FUEL STAIN WAS IN THE DRAIN TUBE OF THE FUEL PRESSURE REGULATOR OF THE FRONT COMBUSTION HEATER. THE REGULATOR WAS INSPECTED AND FOUND TO BE LEAKING FROM THE GASKET OF THE UPPER PARTING SURFACE. UNIT WAS REMOVED AND REPLACED. IT SHOULD BE NOTED THAT THIS UNIT WAS INSPECTED PER SB WHICH INCLUDES A PRESSURE CHECK TO COMPLY WITH AD AND WAS DETERMINED SERVICABLE. TIME SINCE INSPECTION WAS 59 HOURS.
PILOT REPORTED SWITCH WOULD NOT TEST IN EITHER POSITION. SWITCH WAS REMOVED FROM SERVICE. PARTS TAKE FROM 3 TO 12 WEEKS TO BE DELIVERED RENDERING THE AUTOPILOT INOPEATIVE FOR THAT TIME FRAME. WITH SWITCHES FAILING RIGHT OUT OF THE BOX OR VERY FEW HOURS IN SERVICE, WE RECOMMEND ELIMINATING THIS SWITCH FRO THE SYSTEM AS THE AUTOPILOT CAN STILL BE PHYSICALLY OVERCOME OR MANUALLY CUT OFF BY A SWITCH ON THE YOKE.
PILOT REPORTED FRONT HEATER INOPERATIVE. IT WAS FOUND THAT THE FUEL PRESSURE REGULATOR, FOR THE FRONT COMBUSTION HEATER WAS LEAKING FROM THE TOP GASKET UNIT, WAS REPLACED . HEATER OPERATIONS CHECK APPEARED NORMAL.
AIRCRAFT WAS HOLDING SHORT OF RUNWAY WHEN TOWER ALERTED PILOT OF CLOUD OF SMOKE FROM RIGHT SIDE OF AC. MECHANIC DETERMINED THAT AC WAS SECURE FROM SMOKE/FLAME AND AC RETURNED TO BASE. IT WAS DETERMINED THAT THE HEATER HAD OVERTEMPED AND BELCHED SMOKE BACK THROUGH THE BLOWER MOTOR INLET. A DECAY TEST WAS PERFORMED WITH NO LEAK DOWN DETECTED. THE IGNITOR UNIT WAS REPLACED. IGNITOR CLEANED. HEATER STILL RAN ROUGH. FUEL NOZZLE WAS REPLACED AND GROUND OPS AND LEAK CHECK APPEARED NORMAL. NOZZLE PERMITTED EXCESS FUEL TO OT HEATER AND BELCH SMOKE/FUMES.
DURING INSPECTION METAL CONTAMINATION WAS DISCOVERED IN THE OIL FILTER. A CHECK OF VALVELIFT WAS DONE AND IT WAS DISCOVERED THAT NR1 AND NR2 INTAKE LOBES WERE EXCESSIVE. NR1 CYLINDER WAS REMOVED AND DAMAGE OBSERVED ON THE CAM LOBES AND TAPPET FOLLOWERS. NOTE: THIS IS THE 18TH ENGINE IN THREE YEARS.
PILOT RETURNED FROM FLIGHT, REPORTED RUDDER TRIM INOPERABLE. FOUND ONE OF THE TWO ROLL PINS THAT SECURE THE ROD END THAT CONNECTS THE ACTUATOR SCREW TO THE TRIM TAB PUSH/PULL TUBE HAD MIGRATED ALMOST COMPLETELY OUT, THE OTHER ROLL PIN WAS MISSING. THIS CAUSED ROD END TO DISCONNECT FROM ACTUATOR SCREW RENDERING THE TRIM INOPERABLE. TWO NEW PINS INSTALLED, SAFTIED WITH .032 INCH WIRE. REF: AC65-9A, PG 145; AC43.13-1B, PG 7-17 (7-104). (X)
FOUND RT ENGINE OIL FILTER ADAPTER WITH SEAL OOZING OUT. REMOVED PLATE AND FOUND GASKET MATERIAL AS THOUGH IT WAS BEING RESOLVED BY SOMETHING. IT WAS SOFT, STICKY DELAMINATION AND SWOLLEN. COMPARING IT TO A PLATE REMOVED FROM A TBO''D ENGINE WEAR SUGGESTED THE NOTION THAT SOMETHING HAD DISSOLVED IT. THE TBO''S PART SEAL IS FIRM, UNIFORM AND SHOWS NO SWELLING OR DELAMINATION. (X)
LEFT ENGINE WOULD NOT START. MAGNETO WAS EXAMINED AND BOTH CAPACITORS WERE FOUND SHORTED OPEN. PART TTIS: 86.1 HOURS. REF: OPER CNTRL NR: 2000ZZZX268. (X)
RIGHT ENGINE WOULD NOT START. MAGNETO WAS REPLACED. DURING TIMING PROCESS, RIGHT CAPACITOR WAS FOUND OPEN. PART TTIS: 138.4 HOURS. (X)
ENGINE WOULD NOT START. BOTH CAPACITORS WERE FOUND SHORTED OPEN. PART TTIS: 14.5 HOURS. (X)
LEFT ENGINE WOULD NOT START. MAGNETO WAS EXAMINED AND BOTH CAPACITORS WERE FOUND SHORTED OPEN. PART TTIS: 86.1 HOURS. REF: OPER CNTRL NR: WVBA019/99.