N67SF
Registered owner: DODSON INTERNATIONAL PARTS INC, KS (owner ≠ operator)
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
THE AIRCRAFT TOOK OFF AND MADE A NORMAL CLIMB TO CRUISE ALTITUDE. AFTER A FEW MINUTES IT WAS NOTED THAT THE LANDING GEAR UNLOCK AND HYD PRESS ON ANNUNCIATORS ILLUMINATED, A THUMP/BUMP WAS HEARD AND FELT, AFTER WHICH THE ANNUNCIATORS EXTINGUISHED. THIS HAPPENED INTERMITTENTLY SEVERAL TIMES. THE CREW FELT THAT IT WAS THE NOSE GEAR UNLOCKING (AND SUBSEQUENTLY RETRACTING INTO THE WELL) HOWEVER THIS COULD NOT BE CONFIRMED BY THE CREW. THE AIRCRAFT THEN DIVERTED AN ALTERNATE AIRPORT FOR A PRECAUTIONARY LANDING. THE GEAR EXTENDED NORMALLY AND A SAFE LANDING WAS MADE. THE AIRCRAFT WAS FERRIED TO HOME BASE WITH THE GEAR DOWN AND LOCKED. AN UNEVENTFUL LANDING WAS MADE. INITIAL INVESTIGATION DID NOT REVEAL ANY POSITIVE RESULTS. AFTER JACKING THE AIRCRAFT THE GEAR WAS CYCLED AND THE PROBLEM COULD NOT BE DUPLICATED. IT WAS NOTED THAT THE NOSE GEAR SPADE DOOR APPEARED TO BE DRAWING UP TIGHTER THAT THE OTHER DOORS. IT WAS ALSO NOTED THAT THERE WAS ALSO A SMALL AMOUNT OF AN UNKNOWN PASTY SUBSTANCE ON THE NOSE GEAR UPLOCK HOOK. THE MAIN LANDING GEAR SHOWED NO DEFECTS EITHER VISUALLY OR DURING EXTENSION/RETRACTION. THE GEAR HAD RECENTLY (PRIOR TO THIS TRIP) BEEN CYCLED DUE TO A RT BRAKE CHANGE TO ENSURE BRAKE HOSE CLEARANCE, NO DEFECTS WERE NOTED AT THAT TIME. THE NOSE GEAR SPADE DOOR WAS ADJUSTED AND THE DEBRIS REMOVED FROM THE UPLOCK HOOK. AS A PRECAUTION THE UPLOCK ROLLERS AND DOOR HINGES WERE LUBED AND A RELEASE AGENT APPLIED TO THE SPADE DOOR FLANGES. THE GEAR WAS CYCLED NUMEROUS (20-25) TIMES, INCLUDING SLOW CYCLE AND TIMED CYCLE CHECKS. ALL CHECKS SATISFACTORY PER CESSNA MODEL 550 MAINTENANCE MANUAL. IT IS SURMISED THAT THE COMBINATION OF THE SNUG SPADE DOOR, COMBINED WITH THE DEBRIS ON THE UPLOCK HOOK, POSSIBLE MOISTURE ON THE SPADE DOOR FLANGES (POSSIBLY PICKED UP UPON LANDING/TAKE OFF AT PREVIOUS AIRPORT) AND THE FREEZING TEMPERATURES AT THAT TIME, ALL CONTRIBUTED TO THE NOSE GEAR NOT FULLY ENGAGING THE UPLOCK HOOK.
DURING POST ENGINE START/PREFLIGHT CHECKS, NOTED THE "SPEED BRAKE EXTENDED" ANNUNCIATOR FAILED TO ILLUMINATE. VISUAL INSPECTION CONFIRMED THE BRAKES EXTENDED, & "HYD PRESS" LIGHT EXTINGUISHED CONFIRMING SYS HAD COMPLETED ITâS CYCLE. ANNUNCIATOR LIGHT TEST PERFORMED & LIGHT FUNCTIONED NORMALLY. SPEED BRAKES CYCLED AGAIN WITH NO CHANGE. ENGINES SHUTDOWN. INVESTIGATION REVEALED A WIRE BUNDLE CHAFING ON SECONDARY WING STRUCTURE INSIDE RT AFT WING APPROX WS 24. CHAFE WORN THROUGH PROTECTIVE SHIELDING & THROUGH WIRE INSULATION. SUBSEQUENT ARC MELTED & OPENED WIRE. CIRCUIT BREAKER NOT POPPED & NO REPORTS OF BREAKER BEING POPPED BY PREVIOUS CREW. CIRCUIT BREAKER INSPECTED, NO DEFECTS NOTED & OPERATED NORMALLY WHEN MANUALLY PULLED. WIRE REPAIRED USING A MANUAL SPLICE. BUNDLE REWRAPPED & POSITIONED TO PREVENT FURTHER CHAFING. NO DAMAGE TO STRUCTURE NOTED. A GROUND OPS CHECK OF SYS PERFORMED NORMALLY & ACFT RETURNED TO SERVICE.
ON CLIMB OUT, AFTER DEPARTURE, THE LT THRUST REVERSER DEPLOY LIGHT ILLUMINATED. NO ABNORMAL FLIGHT CHARACTERISTICS WERE FELT IN THE AC. AFM PROCEDURES WERE FOLLOWED AND A SAFE LANDING BACK AT DEPARTURE AIRPORT WAS MADE. AFTER LANDING, THE PILOT CYCLED THE LT THRUST REVERSER AND THE LIGHT EXTINGUISHED. THE TRIP WAS CANCELLED UNTIL THE AIRCRAFT COULD BE INSPECTED. INVESTIGATION REVEALED A WIRE FOR THE DEPLOY SWITCH HAD CHAFED TO GROUND AT THE STRUCTURE OF THE LT THRUST REVERSER OB STANG. THE DAMAGED WIRE WAS REPAIRED AND THE WIRE BUNDLE IN THAT AREA WAS REPOSITIONED TO PREVENT ANY FURTHER CHAFING. OPS CHECK OF THE THRUST REVERSER SYSTEM AFTER REPAIR WAS NORMAL. (K)
PILOT REPORTED THE EMERGENCY PRESSURIZATION WAS COMING ON WHEN THE WING DEICE WAS SWITCHED ON. NO INDICATION ON ANNUNCIATOR PANEL TO INDICATE EITHER OF THE EMERGENCY PRESS SYSTEMS BEING ACTIVATED. DISCOVERED THE RT EMERG PRESSURIZATION VALVE WAS LEAKING BY AT LOWER ENGINE POWER SETTINGS (BELOW 55 PERCENT N1), BUT WOULD OPEN FULLY AT HIGHER POWER SETTINGS (80 PERCENT N1 OR ABOVE). ACTIVATION OF THE WING ANTI-ICE ALSO ALLOWED BLEED AIR TO BE SUPPLIED TO EMERG PRESS VALVE WHICH ALLOWED FAULTY VALVE TO OPEN. VALVE REPLACED WITH O/H ONE BY MFG. NO SPECIFIC CAUSE COULD BE DETERMINED FOR VALVE TO FAIL. (X)
AFTER LANDING, HYD FLUID FOUND LEAKING FROM RT MLG DOOR, RT INBD WING. INVEST REVEALED THE OTBD RT MLG RETRACT/EXTEND ACTUATOR HAD BROKEN AT WING ATTACH FITTING , INBD (RETRACT) HYD FITTING BENT. ACT HOUSING WAS DAMAGED AT FITTING PORT DUE TO MOVEMENT OF ACTUATOR NO LONGER SECURED AT WING ALLOWING FLUID LEAK. METAL FATIGUE SUSPECTED TO BE CAUSE OF FAILURE AND ROD END BEARING WAS ALSO WORN AND MAY HAVE CONTRIBUTED TO FAILURE. ACTUATOR ASSY, HYD FITTING, HOSE REPLACED. (X)
CREW COMPLAINED OF FUEL ODOR IN AFT BAGGAGE COMPT. INVEST REVEALED A FUEL HOSE LEAKING THRU OUTER JACKET. HOSE IS APPROX 16 INCHES LONG AND LOCATED ABOVE RT FWD CEILING OF AFT BAGGAGE COMPT BETWEEN APU FUEL SHUT-OFF VALVE AND A UNION. THE OTHER SIDE IS ATTACHED TO ANOTHER HOSE WHICH GOES TO THE APU FUEL FILTER. TURBOMACH APU PARTS MANUAL SHOWS 1 HOSE TRAVELING BTWN VALVE AND APU. HOSES REPLACED WITH NEW TSO'D HOSE ASSY. OLD HOSES SHOWED SIGNS OF RUBBER BEING EXTRUDED THRU SS OUTER JACKET AND NO MARKINGS ON EITHER HOSE. COULD NOT DETERMINE IF HOSES WERE ORIGINAL. PATS SB NR SA 289NE-4 (FUEL VALVE RELOCATION) PREVIOUSLY C/W. SUBMITTER SUGGESTED A ONE-TIME INSP OF FUEL HOSES FOR APPROVED HOSE ASSYS.
PILOT REPORTED LOW HYDRAULIC PRESSURE WITH ONE ENGINE RUNNING AND AT IDLE. DISCOVERED THE HYDRAULIC FLUID FLOW RATE THROUGH THE RAM AIR HYDRAULIC FAN TO BE EXCESSIVE. REPLACED ASSEMBLY WITH REPAIRED UNIT AND RETESTED FLOW RATE AND FOUND TO BE WITHIN TOLERANCE LEVELS. DUE TO THE NORMALLY HIGH FLOW RATE OF THE FAN MOTOR AND THE SUBSEQUENT LOSS OF PRESSURE WHEN THIS UNIT BEGINS TO FAIL, IT IS SUGGESTED THAT AN ELECTRIC MOTOR/FAN ASSEMBLY BE DESIGNED AS A REPLACEMENT TO THIS EXISTING ASSEMBLY.
ACFT PARKING BRAKE WAS SET AND BOTH ENGINES WERE STARTED, ACFT STARTED DRIFTING FWD. THE PILOT RESET PARKING BRAKE, THEN NOTICED BOTH HYD FLUID LEVEL AND HYD PRESSURE GAUGES FALLING RAPIDLY. ENG WERE SHUT DOWN IMMEIDATELY. HYD FLUID WAS FOUND RUNNING DOWN THE RT SIDE AND OUT OF THE BELLY DRAINS OF THE FUSELAGE. THE LOCATION OF LEAK WAS FOUND TO BE THE ENVIRONMENTAL CONTROL UNIT RAM AIR HYD FAN. THE FAN ASSEMBLY WAS REPLACED AND SYSTEM BLED. JUST PRIOR TO THIS OCCURRENCE, PILOTS HAD NOTICED A SLIGHTLY MORE THAN NORMAL PRESSURE DROP WHEN THE FAN WAS RUNNING AND THE ENGINES WERE AT IDLE. THE FAN IS ONLY RUNNING WITH THE AIRCRAFT IS ON THE GROUND AND THE ECU'S ARE TURNED ON.