N624AF
Operators of this aircraft
Who operated this tail, and how firmly we know it.
No operator established for this aircraft.
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.
8 reports on file, 2007-05-15 – 2012-06-22.
Part: SKIN — DAMAGED (TE FLAP) · airframe 5,190 hrs · 5,182 cycles
THE LEFT FLAP WAS DAMAGED AT THE FLAP TRAILING EDGE, BEGINNING FROM THE REAR RIB 3 EXTENDING 317.5MM INBOARD TO THE INBOARD EDGE OF FLAP TRAILING EDGE SKIN AREA. THE LEFT FLAP WAS INSPECTED AND FOUND THE REPAIR NEEDED WAS LIMITED TO USING THE FOLLOWING PILATUS REPLACEMENT PARTS. AFT INNER SKIN P/N 557.50.12.135. FLAP REAR RIB 3 P/N 557.50.12.181. COMPOSITE FLAP EXTENSION, LEFT P/N 557.50.12.271 IAW THE PILATUS STRUCTURAL REPAIR MANUAL SRM 12-A-51-10-02-00A-041A-A AND AMM AMM 12-A-51-40-03-00A-041A-A.
Part: RELAY — FAULTY (STAB TRIM) · airframe 5,141 hrs · 5,132 cycles
CREW REPORTED A TRIM RUNAWAY IN FLIGHT (STAB TRIM DOWN) AFTER DEPARTING TEB. REMOVED AND REPLACED PITCH TRIM CONTROL RELAYS K021 AND K022 (P/N ON/OFF 974.20.01.212) IN ACCORDANCE WITH PILATUS WIRING DIAGRAM 27-40-00. PERFOMED HORIZONTAL STABILIZER OPERATIONAL TEST IAW PILATUS AMM 12-A-27-40-00-00A-903A-A. OPS CHECK SATISFACTORY.
Part: EADI — FAILED (NR 2) · airframe 4,945 hrs · 4,924 cycles
THE NR 2 EADI WAS FOUND TO BE BLOOMING DURING OTHER MX AND NEEDING REPLACEMENT. THE NR 2 EADI PN 066-03125-2500 WAS R & R USING A SERVICEABLE UNIT OF THE SAME PN 066-03125-2500 IAW AMM 12-A-34-26-03-00A-920A-A, OPS CHECKED GOOD IAW AMM 12-A-34-26-00-00A-903A-A.
Part: FITTING — SEPARATED (HORIZONTAL STAB) · airframe 4,430 hrs · 4,421 cycles
THE HORIZONTAL STABILIZER ATTACHMENT FITTING, WHERE THE PITCH TRIM ACTUATOR IS SECURED TO THE STABILIZER. EACH SIDE OF THE ATTACHMENT FITTING HAS 2 LUGS. ON THE LT SIDE, THESE 2 LUGS ARE SEPARATING. THE GAP WAS MEASURED WITH A FEELER GUAGE,AND FOUND TO BE .457 MM.THERE IS NO EVIDENCE OF DAMAGE TO THE STABILIZER. THE BRACKET PN IS 555.10.12.150, ANGLE FITTING LEFT. THE ACFT MFG ISSUED A REPAIR MEMO WITH STATEMENT OF APPROVED DESIGN DATA WITH THE FOLLOWING INSTRUCTIONS. CHECK THE LUGGED FACE OF THE PN 555.1.12.150 (ANGLE FITTING) FOR STRAIGHTNESS. IF WITHIN LIMITS, COMPLETE A VISUAL AND NDT INSPECTION (DYE PENETRANT OR EDDY CURRENT) OF THE ANGLE FITTING AND THE BOLTS. IF NO CRACKS OR DEFECTS NOTED, REINSTALL THE FITTING USING SEALANT.
Part: BOLT — BROKEN (ZONE 700) · airframe 1,576 hrs · 1,459 cycles
DURING A 100 HOUR INSPECTION, A VISUAL INSPECTION FOUND A BROKEN BOLT ON THE RT MLG. THE BOLT ATTACHED THE LOWER PART OF THE SHOCK ABSORBER TO LANDING GEAR LEG. THE PN OF THE BOLT IS MOST LIKELY 532.10.12.110. THERE IS A LATER PN 532.10.12.205 BUT THIS WAS PROBABLY NOT THE PART INSTALLED. THEIR WAS NO MARKING ON THE BOLT ITSELF MAKING IT DIFFICULT TO DETERMINE THE PN. THIS PROBLEM WAS PREVIOUSLY ADDRESSED BY AD 04-06-05 AND SB 32-015, BUT THIS AIRCRAFT AND SN OF THE LANDING GEAR IN QUESTION ARE WELL BEYOND THE AFFECTIVITY OF BOTH THE AD AND THE SB.
Part: BOLT — BROKEN (LANDING GEAR) · airframe 1,576 hrs · 1,459 cycles
DURING A 100 HOUR INSPECTION, A VISUAL INSPECTION FOUND A BROKEN BOLT ON THE RT MLG. THE BOLT ATTACHED THE LOWER PART OF THE SHOCK ABSORBER TO LANDING GEAR LEG. THE PN OF THE BOLT IS MOST LIKELY 532.10.12.110. THERE IS A LATER PN 532.10.12.205 BUT THIS WAS PROBABLY NOT THE PART INSTALLED. THEIR WAS NO MARKING ON THE BOLT ITSELF MAKING IT DIFFICULT TO DETERMINE THE PN. THIS PROBLEM WAS PREVIOUSLY ADDRESSED BY AD 04-06-05 AND SB 32-015, BUT THIS AIRCRAFT AND SN OF THE LANDING GEAR IN QUESTION ARE WELL BEYOND THE AFFECTIVITY OF BOTH THE AD AND THE SB.
Part: BOLT — BROKEN (ZONE 700) · airframe 1,576 hrs · 1,459 cycles
DURING A 100 HOUR INSPECTION, A VISUAL INSPECTION FOUND A BROKEN BOLT ON THE RT MLG. THE BOLT ATTACHED THE LOWER PART OF THE SHOCK ABSORBER TO LANDING GEAR LEG. THE PN OF THE BOLT IS MOST LIKELY 532.10.12.110. THERE IS A LATER PN 532.10.12.205 BUT THIS WAS PROBABLY NOT THE PART INSTALLED. THEIR WAS NO MARKING ON THE BOLT ITSELF MAKING IT DIFFICULT TO DETERMINE THE PN. THIS PROBLEM WAS PREVIOUSLY ADDRESSED BY AD 04-06-05 AND SB 32-015, BUT THIS AIRCRAFT AND SN OF THE LANDING GEAR IN QUESTION ARE WELL BEYOND THE AFFECTIVITY OF BOTH THE AD AND THE SB.
Part: BOLT — BROKEN (LANDING GEAR) · airframe 1,576 hrs · 1,459 cycles
DURING A 100 HOUR INSPECTION, A VISUAL INSPECTION FOUND A BROKEN BOLT ON THE RT MLG. THE BOLT ATTACHED THE LOWER PART OF THE SHOCK ABSORBER TO LANDING GEAR LEG. THE PN OF THE BOLT IS MOST LIKELY 532.10.12.110. THERE IS A LATER PN 532.10.12.205 BUT THIS WAS PROBABLY NOT THE PART INSTALLED. THEIR WAS NO MARKING ON THE BOLT ITSELF MAKING IT DIFFICULT TO DETERMINE THE PN. THIS PROBLEM WAS PREVIOUSLY ADDRESSED BY AD 04-06-05 AND SB 32-015, BUT THIS AIRCRAFT AND SN OF THE LANDING GEAR IN QUESTION ARE WELL BEYOND THE AFFECTIVITY OF BOTH THE AD AND THE SB.