N677WA
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.
3 reports on file, 2003-12-09 – 2005-09-30.
Part: RESTRAINT — BROKEN (NR 2 ENGINE) · airframe 4,237 hrs
SCHEDULED MX, BOTH ENG`S STARTED FOR A ROUTINE OPS CHK. ABOUT 4 MINS INTO RUN-UP, WITH PROP BLADES LT IN FLAT PITCH, NR 2 ENG FIRE WARN LIGHT ILLUMINATED. PILOT PERFORMED A CAUTIONARY SHUTDOWN OF BOTH ENG`S. AN INITIAL INSPECT OF NR 2 ENG FOR CAUSE OF FIRE WARN LIGHT ILLUMINATION RESULTED IN NO NOTED DEFECTS. ALL FOUR SENSORS REPLACED & FIRE SENSOR SYS THOROUGHLY INSPECTED. NR 2 ENG ONCE AGAIN STARTED RESULTING IN ANOTHER FIRE WARN ILLUMINATION WITHIN A 5 MIN PERIOD. WITH THIS RUN-UP, NOTED WHEN PROP TAKEN OFF FLAT PITCH LOCKS, WARN LIGHT EXTINGUISHED. FURTHER INVEST, EXHAUST STACK SLIP JOINT REVEALED THAT 2 OF STACK ATTACH RESTRAINTS BROKEN, ALLOWING EXCESSIVE MOVEMENT AT JOINT.
Part: PROPELLER — INCORRECT (NR 2)
THE NR 1 PROPELLER WAS REMOVED TO FACILITATE ENGINE MAINTENANCE. WHILE THE PROP WAS OFF IT WAS SENT TO A REPAIR STATION TO HAVE THE BLADES RETURNED TO FEATHER. THE PROP WAS THEN INSPECTED AND TESTED. PROPELLER INSPECTION FOUND THAT THE BLADE ANGEL SETTING FROM BLADE TO BLADE WAS OUT OF TOLERANCE, THE BLADE TWIST WAS OUT OF TOLERANCE, THE PROP WAS OUT OF BALANCE, AND THE CYLINDER WAS WORN. THE NR 2 PROP ( S/N BVA7651), WHICH HAD BEEN OVERHAULED BY THE SAME FACILITY AT THE SAME TIME, WAS THEN REMOVED FOR EVALUATION. BLADE ANGLE AND TWIST WERE OUT OF TOLERANCE, AND ONE CLAMP WAS CORRODED INTERNALLY AND COULD NOT BE REWORKED. BOTH PROPS WERE OVERHAULED ON 1/3/2001 AND HAD 143.1 HOURS SINCE OVERHAUL.
Part: ENGINE — SEIZED
AFTER SHUTDOWN THE PROPELLER WAS BEING TURNED THROUGH BY HAND WHICH IS STANDARD PROCEDURE FOR TPE331-5'S. THE PILOT NOTICED A RUBBING NOISE AND THE PROP BECAME HARDER TO TURN. LATER THE PROP COULD NOT BE TURNED.