N5ST
Registered owner: DE PAZ AVIATION LLC, FL (owner ≠ operator)
Operators of this aircraft
Who operated this tail, and how firmly we know it.
| Operator | Role | Period | Basis |
|---|---|---|---|
| MAYO AVIATION LLC (CIEA) | Certificate holder | — | Matched by certificate designator |
Accident & incident history
No NTSB accidents or incidents on file for this aircraft.
Maintenance disclosures
REMOVED PREVIOUS REPAIR STRAP THAT WAS INBD OF CRACKED SKIN AT RIVET HOLE & FABRICATED NEW EXTENDED REPAIR STRAP TO INCORPORATE THREE EXTRA RIVET HOLES. THE NEW REPAIR STRIP IS MADE USING 0.050 INCH THICK 2024-T3 ALUMINUM. THE REPAIR STRIP & LE SKIN WERE PREPARED FOR BONDING & ATTACHED USING EA9394 ADHESIVE & NAS1097AD5 SOLID RIVETS. REFERENCE REPAIR IAW DERT-635514-NM ON FAA FORM 8110-3 & SKETCH BB-289-2014-001, DATED SEPTEMBER 25, 2014.
RIGHT ENGINE OUTBOARD EXHAUST STACK CRACKED. REMOVED RIGHT ENGINE OUTBOARD EXHAUST STACK PART NUMBER 78-00-00-20, SERIAL NUMBER 2203, DUE TO LARGE CRACK RUNNING 80 % AROUND THE CIRCUMFERENCE OF THE EXHAUST STACK AND REPLACED WITH NEW EXHAUST STACK PART NUMBER 78-00-00-20, SERIAL NUMBER 2004.
DURING CRUISE FLIGHT IN THE LATE EVENING, THE RT ENGINE FIRE WARNING LIGHT ILLUMINATED IN FLIGHT. THE FIGHT CREW CHANGED DIRECTION OF FLIGHT TO DETERMINE IF THE SUNLIGHT MIGHT BE CREATING A PROBLEM WITH THE PHOTOCELL. THE FIRE LIGHT DID NOT EXTINGUISH. THE FLIGHT DIVERTED TO THE NEAREST AIRPORT AND LANDED WITHOUT FURTHER INCIDENT. THE ENGINE WAS SHUTDOWN. THE NEXT DAY THE FIRE WARNING LIGHT WAS EXTINGUISHED AND MAINTENANCE INSPECTED THE ENGINE AND DETERMINED THAT THERE WAS NO EVIDENCE OF ANY KIND OF A FIRE. ALL FIRE DETECTION PROBES WERE INSPECTED AND FOUND TO BE WITHIN THE LIMITS OF THE MM. THE FIREWALL CONNECTOR PLUG WAS DISCONNECTED AND INSPECTED, AND NO ABNORMAL SITUATION WAS NOTED. THE CONNECTOR PL
AFTER TAKEOFF, THE PILOT NOTICED FUEL EXITING THE AIRCRAFT FROM THE RT WING FUEL CAP AREA. THE PILOT RETURNED AND LANDED WITHOUT INCIDENT. MAINTENANCE INSPECTED THE AIRCRAFT AND FOUND THE RT FUEL CAP LANYARD TO BE PINCHED BETWEEN THE FUEL CAP AND THE FUEL INLET OPENING. THE LANYARD WAS PINCHED UNDER THE FLUSH AREA OF THE CAP AND WAS NOT NOTICABLE BY THE PILOT PRIOR TO TAKEOFF. THE FUEL CAP RETAINING MECHANISM WAS PARTICIALLY DAMAGED, MAKING THE CAP UNSERVICEABLE. THE CAP AND LANYARD WERE REPLACED WITH SERVICEABLE UNITS AND THE AIRCRAFT WAS RETURNED TO SERVICE. THE PN OF THE FUEL CAP IS 457-116. THE PN OF THE LANYARD IS 452-16-12.
SHORTLY AFTER TAKEOFF, THE PILOT NOTICED THE LT PROP RPM DROPPING. THE OTHER ENGINE INSTRUMENTS DID NOT SEEM TO BE AFFECTED, BUT THE PILOT THOUGHT THE ENGINE WAS LOOSING POWER. THE AIRCRAFT RETURNED AND LANDED AT THE SAME AIRPORT AS THE TAKEOFF. THE AIRCRAFT LANDED WITHOUT INCIDENT. THE ENGINE WAS OPERATED ON THE GROUND FOR TROUBLESHOOTING AND THE PROPELLER WAS INDICATING 9100 RPM AT IDLE. MAINTENANCE TROUBLESHOOTING AND FOUND THE PROP TACH GENERATOR TO BE DEFECTIVE.
AFTER THE PILOT GOT INTO THE AIRCRAFT TO PERFORM A TRIP AND TURNED ON THE MASTER SWITCH, THE ENGINE FIRE WARNING CIRCUIT BREAKER POPPED AND WOULD NOT RESET. THE TRIP WAS CANCELED AND THE AIRCRAFT WAS TURNED OVER TO MAINTENANCE. MAINTENANCE TROUBLESHOT AND FOUND THE LT AFT FIRE PROBE ON THE LEFT ENGINE TO BE SHORTED INTERNALLY. THE CONDITION OF THE PROBE WAS LOOKED AT AND WHERE THE WIRES FEED INTO THE PROBE APPEARS TO HAVE NO SEALANT AROUND THEM. THERE WAS MINOR EVIDENCE OF OIL IN THE AREA BUT NOT EXCESSIVE. THERE WAS NO EVIDENCE OF ANYTHING DRIPPING FROM THE UNIT ITSELF.
DURING CLIMB TO ALTITUDE, THE PILOT ATTITUDE INDICATOR DISPLAYED A GYRO FLAG, THEN THE INDICATOR ROLLED TO THE OFF POSITION. THE AIRCRAFT RETURNED TO THE AIRPORT AND LANDED WITHOUT INCIDENT. MAINTENANCE WERE UNABLE TO FULLY DUPLICATE THE PROBLEM. WHILE WORKING ON THE SYSTEM AND MOVING THE 161E-1 MODE COUPLER, THE GYRO FLAG WOULD COME INTO VIEW INTERMITTENTLY. THE MODE COUPLER WAS REMOVED AND THE CANNON PLUG WAS CLEANED, AND THE UNIT WAS REINSTALLED. THE SYSTEM CHECKED GOOD AND WERE NO LONGER ABLE TO GET THE GYRO FLAG INTO VIEW. IT HAS BEEN DETERMINED THAT THE MODE COUPLER WAS NOT FULLY SEATED IN THE RACK ORIGINALLY.
DURING THE AFTER CLIMBING THROUGH ABOUT 18,000 FEET, THE PILOT NOTICED A RED WARNING FLASHED BUT WENT BACK OFF BEFORE CAUSE WAS DETERMINED. A SHORT TIME LATER THE RIGHT ENGINE FIRE WARNING LIGHT CAME ON AND STAYED ON. THE PILOT COMPLIED WITH THE FIRE WARNING CHECKLIST AND DECIDED TO RETURN TO THE AIRPORT. THERE WAS NO EVIDENCE OF AN ACTUAL ENGINE FIRE. ALL ENGINE INDICATIONS WERE NORMAL. THE AIRCRAFT RETURNED TO THE AIRPORT WITHOUT INCIDENT AND LANDED. THE AIRCRAFT WAS BROUGHT INTO THE HANGAR FOR TROUBLESHOOTING AND REPAIR. IT WAS VERIFIED THAT THERE WAS NO FIRE IN THE ENGINE AREA. THE RIGHT ENGINE TOP DETECTOR WAS DETERMINED TO BE BAD. BY JUST TAPPING ON IT, IT WOULD GO BACK OFF.
SHORTLY AFTER TAKEOFF, THE ENGINE INSTRUMENT AND AUDIO PANEL CIRCUIT BREAKER POPPED. THE AIRCRAFT WAS FLYING AT NIGHT. THE AIRCRAFT RETURNED TO THE AIRPORT. MAINTENANCE INSPECTED THE AIRCRAFT AND FOUND A STUD FOR THE LIGHT PANEL ON THE AVIONICS OVERLAY TO BE BENT AND CONTACTING THE FRAME. THE PIN WAS STRAIGHTENED AND POSITIONED AND PROTECTED TO ELIMINATE THE SHORTING CONDITION. THE PI WAS MOST LIKELY BENT WHILE MOVING THE AVIONICS PANEL IN AND OUT OF THE AIRCRAFT AND DUE TO VIBRATION FINALLY CAME INTO CONTACT WITH THE FRAME.
SHORTLY AFTER TAKEOFF, THE ENGINE INSTRUMENT AND AUDIO PANEL CIRCUIT BREAKER POPPED. THE AIRCRAFT WAS FLYING AT NIGHT. THE AIRCRAFT RETURNED TO THE AIRPORT. MAINTENANCE INSPECTED THE AIRCRAFT AND FOUND A STUD FOR THE LIGHT PANEL ON THE AVIONICS OVERLAY TO BE BENT AND CONTACTING THE FRAME. THE PIN WAS STRAIGHTENED AND POSITIONED AND PROTECTED TO ELIMINATE THE SHORTING CONDITION. THE PI WAS MOST LIKELY BENT WHILE MOVING THE AVIONICS PANEL IN AND OUT OF THE AIRCRAFT AND DUE TO VIBRATION FINALLY CAME INTO CONTACT WITH THE FRAME.
DURING A PHASE INSPECTION, A CRACK WAS FOUND ON THE AFT END OF THE ENTRY DOOR BOTTOM CHANNEL WHERE THE DOOR HINGE HALF ATTACHES. THE CRACK WAS ABOUT 4 INCHES LONG AND WAS THROUGH THE AFT SET OF RIVETS. THE CHANNEL IS TO BE REPLACED WITH A NEW UNIT.
DURING INSPECTION OF THE AIRCRAFT, DAMAGE TO THE LEFT SIDE OF THE RUDDER AT THE TRIM ACTUATOR CUT-OUT ON THE LEADING EDGE OF THE RUDDER WAS NOTICED. DAMAGE WAS THE RESULT OF WIND BLAST. INSPECTION OF THE DAMAGE REVEALED A .75 INCH CRACK NEAR THE TOP SIDE OF THE CUT-OUT.
RIBS ON THE LEFT WING, ONE STRINGER AFT OF THE LEADING EDGE AT WS 56.50, WS 65.50, AND WS 85.00 ARE CRACKED WHERE THE STRINGER AND RIB ATTACH. THE CRACKS GO FROM THE RIVET HOLE FORWARD TO THE LEADING EDGE OF RIB SECTION. SUSPECT CRACKS ARE DUE TO THE FLEXING OF THE WING OVER TIME. REPAIRED BY INSTALLATION OF A DOUBLER.