N514NC

Part: CROSSBEAM — CRACKED (RT NACELLE) · airframe 32,805 hrs · 42,335 cycles

DURING INSPECTION A CRACK WAS VISUALLY DISCOVERED ON THE INBOARD END OF THE LOWER CHANNEL OF THE RIGHT HAND CROSSOVER BEAM. THIS CRACK IS IN THE AREA OF THE MOUNTING HOLES FOR THE INBOARD EXHAUST ELBOW CLAMP BRACKET, AND MEASURES APPROXIMATELY 2 INCHES LONG AND IS CONSISTENT WITH OTHERS VISUALLY IDENTIFIED IN THIS AREA. THIS BEAM HAS BEEN REPLACED USING NEW PARTS.

Part: CONNECTING ROD — DAMAGED (ENGINE) · airframe 32,008 hrs · 41,174 cycles

DURING ROUTINE INSPECTION AND REPLACEMENT OF THE RIGHT ENGINE CYLINDER #3 IT WAS DISCOVERED THAT THE CONNECTING ROD BUSHING OF THE #3 CYLINDER WAS FOUND TO BE DAMAGED AND LOOSE. THE CONNECTING ROD AND CYLINDER WILL BE REPLACED.

Part: BEAM — CRACKED (RT NACELLE) · airframe 30,911 hrs · 39,650 cycles

DURING MAINTENANCE A CRACK WAS DISCOVERED ON THE RIGHT NACELLE INBOARD CROSSOVER BEAM SUPPORT CHANNEL P/N: 5654102-15. AFTER REMOVING THIS CHANNEL IT WAS DISCOVERED THAT THE RIGHT HAND INBOARD BEAM, P/N: 5654109-7 WAS CRACKED UNDERNEATH THE SUPPORT CHANNEL. THIS CRACK MEASURES APPROXIMATELY .890 INCHES LONG AND COULD NOT BE SEEN UNTIL THE -15 CROSSOVER BEAM SUPPORT WAS REMOVED. THIS BEAM WILL BE REMOVED AND REPLACED USING NEW PARTS.

Part: ENGINE — MAKING METAL (RIGHT) · airframe 30,501 hrs

PILOT REPORTED RIGHT ENGINE OIL PRESSURE DROPPED TO 20 PSI IN FLIGHT AND TO ZERO PSI AT IDLE ON THE GROUND. MAINTENANCE INSPECTED AND FOUND METAL PARTICLES AT THE OIL PRESSURE RELIEF VALVE, FURTHER INSPECTION FOUND THE STARTER ADAPTER NEEDLE BEARING DAMAGED. THE ENGINE IS BEING REPLACED.

Part: RIB — CRACKED (RT WING) · airframe 29,161 hrs · 37,248 cycles

DURING A ROUTINE INSPECTION, A CRACK WAS LOCATED AT RIB RT WS. 106.79. THE CRACK WAS 1.5 INCHES IN LENGTH, REPLACED THE RIB IAW MM.

Part: FITTING — CRACKED (RT NACELLE) · airframe 28,942 hrs · 36,971 cycles

DURING A ROUTINE INSPECTION, TWO CRACKS WERE FOUND IN THE RT OUTBOARD NACELLE FITTING. THESE CRACKS WERE FOUND ON THE INBOARD SIDE OF THE FITTING, JUST FORWARD OF THE SPAR STRAP. THEY MEASURED .119 AND .146 IN LENGTH.

Part: EXHAUST VALVE — DAMAGED (NR 3 CYLINDER) · airframe 28,645 hrs

CYLINDER REMOVED DUE TO LOW COMPRESSION AT INSPECTION; EXHAUST VALVE DISPLAYS EVIDENCE OF HEAT DAMAGE.

Part: EXHAUST VALVE — DAMAGED (NR 4 CYLINDER) · airframe 28,645 hrs

CYLINDER REMOVED DUE TO LOW COMPRESSION AT INSPECTION; EXHAUST VALVE DISPLAYS EVIDENCE OF HEAT DAMAGE.

Part: EXHAUST VALVE — DAMAGED (NR 5 CYLINDER) · airframe 28,645 hrs

CYLINDER REMOVED DUE TO LOW COMPRESSION AT INSPECTION; EXHAUST VALVE DISPLAYS EVIDENCE OF HEAT DAMAGE.

Part: ALTERNATOR — FAILED (RT ENGINE) · airframe 27,858 hrs · 35,519 cycles

PILOT REPORTED LOSING BOTH ALTERNATORS IN FLIGHT AFTER A MODERATE JOLT OF TURBULENCE, RETURNED WHEN THEY COULD ONLY RESET ONE ALTERNATOR BY FOLLOWING THE QRH PROCEDURE OF REPLACING FIELD FUSES. INSPECTED & REPAIRED SHORTED F1 WIRE IN RT NACELLE, AS WELL AS REMOVED & INSTALLED THE RT ALTERNATOR & VOLTAGE REGULATOR. PARALLELED THE SYS. OPERATIONS CHECKED GOOD AT THIS TIME.

Part: WARNING SYSTEM — FALSE ACTIVATION (COCKPIT) · airframe 26,837 hrs · 34,001 cycles

PILOT REPORTED CABIN DOOR OPEN ON TAKEOFF. INSP THE MAIN CABIN DOOR TOP & BOTTOM WITH NO DISCREPANCY NOTED. REPLACED WORN SPRING ON THE OUTSIDE HANDLE AS PRECAUTION. OPERATIONAL CHECKED OK.

Part: GAUGE — LEAKING (FUEL SYSTEM) · airframe 23,475 hrs

PILOT REPORTED A PREVELENT FUEL ODOR DURING ALL GROUND OPERATIONS AND DURING CLIMBOUT. PILOT NOTED WHAT APPEARED TO BE FUEL IN BOTTOM OF FUEL FLOW INDICATOR. ON INSPECTION, EVIDENCE OF FUEL STAINS AT THE BOTTOM OF FUEL FLOW GAUGE WERE NOTED. BASED ON THIS FINDING, FUEL FLOW GAUGE WAS R & R IAW C402 MM.

Part: B-NUT — LOOSE (HEATER) · airframe 23,390 hrs

PILOT REPORTED A FUEL ODOR IN THE COCKPIT. ODOR WAS FOUND TO BE CAUSED BY A LEAKING B-NUT ON THE HEATER FUEL PUMP. B-NUT WAS THEN SECURED, AND THE AREA WAS CHECKED WITH NO LEAKS.

Part: DRAG BRACE — CRACKED (NLG) · airframe 25,549 hrs

AT SCHEDULED INSPECTION, NLG DRAG BRACE, PN 5142002-5, WAS FOUND TO BE CRACKED IN THE AREA OF NLG ACTUATOR ATTACH POINT. METHOD OF INSPECTION WAS DYE PENETRANT. THIS CRACK WAS FOUND TO BE BEYOND LIMIT ALLOWABLE OF MEB91-11R1. THIS UNIT HAS BEEN SCRAPPED & A REPLACEMENT DRAG BRACE HAS BEEN INSTALLED IN ACFT.

Part: DRAG BRACE — CRACKED (NLG) · airframe 21,809 hrs

AT SCHEDULED INSPECTION, NLG DRAG BRACE OEM PN 5142002-5 WAS FOUND TO BE CRACKED IN THE AREA OF NLG ACTUATOR ATTACH POINT. METHOD OF INSPECTION WAS DYE PENETRANT. THIS CRACK WAS FOUND TO BE WITHIN ALLOWABLE LIMIT. THIS UNIT HAS BEEN REPAIRED IAW PROCEDURE OUTLINED IN MEB941-11R1 & RETURNED TO SERVICE.

Part: SEAL — LEAKING (MLG ACTUATOR) · airframe 20,452 hrs

CREW REPORTED, ON APPROACH, AFTER GEAR EXTENSION, GEAR UNLOCK LIGHT REMAINED ILLUMINATED WITH NO RT MLG DOWNLOCK INDICATION. PERFORMED EMERGENCY EXTENSION OF LANDING GEAR, AND DECLARED AN EMERGENCY. LANDING WAS UNEVENTFUL. MX FOUND RT MAIN GEAR DOWNLOCK SWITCH LEAKING AT ACTUATOR. REMOVED AND REPLACED AFFECTED SWITCH SEALS. REPLACED SEAL RETAINER AS A PRECUATIONARY MEASURE. PERFORMED GEAR RETRACTION AND EXTENSIONS CHECKS. NO DEFECTS NOTED. RETURNED ACFT TO SERVICE.

Part: WIRE — CHAFED (NLG WW) · airframe 17,114 hrs · 14,501 cycles

CREW SMELLED BURNING ODOR IN COCKPIT DURING FLIGHT. MX INSPECTED AND FOUND WIRES IN NLG WHEEL WELL CHAFED. MX REPAIRED WIRING AND RELEASED A/C.

Part: CIRCUIT BREAKER — DEFECTIVE (COCKPIT)

CREW REPORTED AVIONICS MASTER SWITCH INOP. MX CHANGED CIRCUIT BREAKER SWITCH, MFG DATE CODE 0527.

Part: MASTER SWITCH — INOPERATIVE (LT SWITCH PANEL)

AVIONICS MASTER SWITCH INOPERATIVE. MAINTENANCE REPLACED SWITCH AND RETURNED THE AIRCRAFT TO SERVICE.

Part: STRUT — DISCHARGED (NOSE GEAR)

UPON GEAR RETRACT, HYDR PRES LIGHT REMAINED ILLUMINATED. GEAR EXTENSION WAS ATTEMPTED, NOSE GEAR FAILED TO EXTEND. GEAR WAS EXTENDED USING EMERGENCY BLOW DOWN PROCEDURE, ALL GEAR DOWN INDICATORS SHOWED GREEN AND AIRCRAFT LANDED WITHOUT INCIDENT. MECH FOUND NOSE GEAR STRUT FLAT AND ALL FOUR NOSE GEAR DOOR ATTACH BRACKETS BROKEN. WHEN THE GEAR WAS RETRACTED, COMPRESSED NOSE STRUT FAILED TO ENTER WHEEL WELL PROPERLY, DAMAGING THE GEAR DOOR BRACKETS AND CAUSED THE GEAR TO STICK IN THE WELL. THE STRUT WAS SERVICED, BRACKETS REPLACED. EXTENSION AND RETRACTION TEST WAS PERFORMED, ALL INDICATIONS NORMAL. AC RETURNED TO SERVICE.