N913AF
Operators of this aircraft
Who operated this tail, and how firmly we know it.
| Operator | Role | Period | Basis |
|---|---|---|---|
| COBALT AIR, LLC (6CBA) | Certificate holder | — | Matched by certificate designator |
Accident & incident history
No NTSB accidents or incidents on file for this aircraft.
Maintenance disclosures
PROBLEM: WHILE ON APPROACH TO KBED THE FLIGHT CREW REPORTED, "BURNING SMELL IN COCKPIT DURING FLIGHT, LANDING PHASE AFTER ADDING FLAP 15 DEGREES". IT WAS DETERMINED TO BE THE VCCS SYSTEM CAUSING THE SMELL. RESOLUTION: COMPLIED WITH VAPOR CYCLE COMPRESSOR CONDENSER MODULE (INCLUDING MOTOR) CLEANING, IAW ENVIRO SYSTEMS CMM 21-00-23 SECTION 6.0. NO DEFECTS NOTED. FOUND LITTLE CARBON WHEN CLEANING MOTOR, NO ARCING IN THE BRUSHES. OPERATIONS CHECK GOOD.
THE FOLLOWING PROBLEM/RESOLUTION WAS FOUND ON THIS AIRCRAFT DURING THE 1200HR/12MONTH INSPECTION. CORROSION SPOTS WERE FOUND ON THE FUSELAGE BELLY SKIN AT THE RH LONGITUDINAL LAP JOINT AT STRINGER 20 BETWEEN FRAMES 18 AND 19. THE CORROSION HAS BEEN REMOVED WITH A BLEND REPAIR IN ACCORDANCE WITH SRM [2]12-B-53-20-01-00A-664B-A BUT SOME SPOTS HAVE BEEN FOUND OUT OF THE ALLOWED LIMITS. THE DAMAGE AREA WAS REMOVED BY CUTTING OUT THE CORRODED PORTION FROM SKIN 553.18.12.114 AND REPAIRED WITH A DOUBLER INSTALLATION RUNNING OVER THE LAP JOINT AT STR 20 BETWEEN FRAMES 17 AND 19. CORROSION SPOTS WERE FOUND ON THE FUSELAGE BELLY SKIN AT THE LH LONGITUDINAL LAP JOINTS AT STRINGER 13 BETWEEN FRAMES 27 AND 31 BELOW THE CARGO DOOR. THE CORROSION HAS BEEN REMOVED WITH A BLEND REPAIR IN ACCORDANCE WITH SRM [2]12-B-53-20-01-00A-664BA BUT SOME SPOTS HAVE BEEN FOUND OUT OF THE ALLOWED LIMITS. THE DAMAGE AREAS WERE REMOVED BY CUTTING OUT THE CORRODED PORTIONS FROM SKINS 553.14.12.814 AND 553.18.12.120 AND REPAIRED WITH A DOUBLER INSTALLATION RUNNING OVER THE LAP JOINT AT STR 13 BETWEEN FRAMES 26 AND 30. SEVERAL ISOLATED SPOTS OF CORROSION WERE FOUND ON THE BELLY SKIN AT THE FAIRING ATTACHMENT POINTS. THESE DAMAGE AREAS WERE REMOVED WITH A BLEND REPAIR IN ACCORDANCE WITH SRM [2]12-B-53-20-01-00A-664B-A AND LEFT AS-IS. THEY WERE NDT INSPECTED TO ENSURE CRACK AND CORROSION FREE CONDITION. THE BARE ALUMINUM SURFACE WAS PROTECTED AGAINST CORROSION WITH LAYERS OF ALODINE, EPOXY PRIMER AND TOPCOAT TO MATCH AIRCRAFT FINISH. ALL WORK WAS ACCOMPLISHED IN ACCORDANCE WITH PILATUS REPAIR MEMO RM-12-001386 ISSUE 01 AND STATEMENT OF APPROVED DESIGN DATA SADD-12-1201 ISSUE 01. NO SUPPLEMENTAL STRUCTURAL INSPECTION IS REQUIRED DUE TO THIS REPAIR. THERE ARE NO ADDITIONAL LIMITATIONS IN THE FLIGHT ENVELOPE, PERFORMANCE, AIRWORTHINESS OR CHANGES TO THE AIRCRAFT FLIGHT MANUAL. THE AIRCRAFT WEIGHT AND BALANCE HAS BEEN UPDATED
THE ACFT SUFFERED A LIGHTNING STRIKE WHICH RESULTED IN DAMAGE TO THE LT WING, LOWER INBD SKIN PANEL, BETWEEN RIBS 6 - 8. MFG ISSUED A REPAIR MEMO RM-12-000817 & ASSOCIATED SADD-12-0737 THAT COVERED A REPAIR BY REPLACEMENT OF THE LT LOWER WING SKIN PANEL BETWEEN RIBS 6 - 13 PN 557 20 12 331. DURING THE WING SKIN REPLACEMENT, STRINGER 9 WAS DAMAGED. A REPLACEMENT SECTION OF STRINGER 9 PN 557 20 12 327 WAS USED TO REPAIR THE STRINGER 9 INBD OF RIB 9 IAW THE SRM 12-B-51-70-03-00A-663A-A, 12-B-51-40-01-00A-041A-A & 12-B-51-30-01-00A-041A-A. THIS IS A MAJOR REPAIR, A FORM 337 WILL BE FILED IN CONJUNCTION WITH THIS SDR.
THE LT HORIZONTAL STABILIZER HAD DAMAGE ON THE L/E REQUIRING A MAJOR REPAIR. THE DAMAGE WAS 6" IN LENGTH, AND LOCATED 1.5 FT FROM THE STABILIZER ROOT. THE DAMAGED SKIN WAS CUT OUT, THE SURROUNDING STRINGER AND RIB STRUCTURE WAS INSPECTED WITH NO FURTHER DAMAGE NOTED. AN INTERNAL DOUBLER AND PATCH REPAIR WAS USED TO REPAIR THE STABILIZER IAW THE SRM DOCUMENTS 02305, REV 8, CHAP 12-B-55-00-00-00A-661A-A AND 12-B-57-00-00-00A-664A-A. REPAIR RM 06361, PART 3.
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 .018". THERE IS NO EVIDENCE OF DAMAGE TO THE STABILIZER. THE BRACKET PN IS 555.10.12.150, ANGLE FITTING LT. THE ACFT WAS REPAIRED USING TEMPORARY REV 55-01 OF THE PC-12/47E SRM 12-B-55-00-00-00A-904A-A.
THE LT BRAKE WAS INSPECTED DURING A LINE CHECK AND FOUND TO HAVE A CRACKED ROTOR. THE LT BRAKE ASSY WAS R & R USING A SERVICEABLE UNIT OF THE SAME PART NUMBER IAW AMM 12-B-32-40-03-00A-920A-A.
(5APR) PILOT REPORTS: LT BRAKE BINDS IN LT TURNS. FOUND LT MLG BRAKE ASSY WITH OTBD DISC CRACKED. R & R LT MLG BRAKE ASSY WITH SERVICEABLE UNIT.
DURING CLIMB AND CRUISE BOTH PRIMARY FLIGHT DISPLAYS (PFD) INDICATED A 12-20 DEGREE LT TURN WHILE THE ACFT WAS IN A WINGS LEVEL CONDITION, WHICH WAS CONFIRMED BY THE VISUAL METEOROLOGICAL CONDITIONS AND THE ATTITUDE INDICATION ON THE ELECTRONIC STANDBY INSTRUMENT SYSTEM (ESIS). THIS IS BEYOND THE 10 DEGREE ATTITUDE ROLL ATTITUDE OFFSET DESCRIBED IN AD 09-04-14 AND POH TEMPORARY REVISION 9. THIS DISCREPANCY OCCURRED AFTER MFG "BUILD 5" HAD BEEN ACCOMPLISHED ON THIS ACFT. BOTH CHANNELS OF THE ADAHRS UNIT TEST NORMALLY IAW AMM 12-B-34-25-00-00S-903S-S WITH NO DOWNLOADABLE FAULTS.