Richmor Aviation, Inc.

Operated by Richmor Aviation Inc (per NTSB report)

The pilot's inadvertent flight into mountain wave weather conditions while IMC, resulting in a loss of aircraft control.

Operated by RICHMOR AVIATION, INCORPORATED (per NTSB report)

THE STUDENT PILOT'S FAILURE TO MAINTAIN DIRECTIONAL CONTROL DURING LANDING. THE SNOW COVERED RUNWAY WAS A RELATED FACTOR.

Operated by RICHMOR AVIATION INC (per NTSB report)

INADEQUATE QUALITY CONTROL DURING MAINTENANCE OR MANUFACTURING BY FAILING TO USE CORROSION INHIBITER, WHICH RESULTED IN CORROSION, FATIGUE, AND SUBSEQUENT FAILURE.

Operated by RICHMOR AVIATION INC. (per NTSB report)

FAILURE OF THE INSTRUCTOR PILOT (CFI) TO ASSURE THAT THE PROPER ALTITUDE WAS MAINTAINED. A FACTOR RELATED TO THE ACCIDENT WAS: THE CFI'S LACK OF EXPERIENCE IN THE TYPE OF OPERATION.

Operated by RICHMOR AVIATION, INC. (per NTSB report)

THE PILOT DID NOT MAINTAIN FLYING SPEED, THE AIRPLANE STALLED AND DESCENDED INTO TREES, AT THE DEPARTURE END OF THE RUNWAY.

Operated by RICHMOR AVIATION (per NTSB report)

Operated by RICHMOR AVIATION (per NTSB report)

Sanction: $7,550 · case closed 2016-07-15

Part: NUT — WORN (HORIZ STAB) · airframe 4,820 hrs · 4,353 cycles

SDR SUBMISSION NOT REQUIRED BUT IMPORTANT ISSUE SO DID. AD 2014-21-06 ADDRESSES FAILURE OF HORIZONTAL STABILIZER ACTUATOR ACME NUT THREADS. REPETITIVE REPLACEMENT OF THE ACTUATOR ACME NUT AND JACK SCREW IS REQUIRED PER THE AD "REPEAT THE REPLACEMENT THEREAFTER AT INTERVALS NOT TO EXCEED 1,800 FLIGHT HOURS, OR AT EVERY PTA OVERHAUL, WHICHEVER OCCURS FIRST". FOUND ACTUATOR FROM THIS AIRCRAFT WITH EXCESSIVE PLAY AT THE ACME NUT THREADS. THREADED NUT TO DIFFERENT LOCATION ON JACK SCREW WITH EXCESSIVE PLAY STILL PRESENT. ACTUATOR HAD 417 HOURS & 330 LANDING SINCE LAST JACK SCREW & ACME NUT REPLACEMENT PER AD. ACME NUT WAS EXCESSIVELY WORN AFTER ONLY ACCRUING 23% OF THE ALLOWED INTERVAL. PERIODIC LUBRICATION OCCURS AS REQUIRED BY BEECH.

Part: LIMIT SWITCH — DEFECTIVE (RT WING TE FLAPS) · airframe 9,242 hrs · 8,434 cycles

AIRCRAFT LANDED & FLAPS WERE RETRACTED. TAXIED TO FBO. AIRCRAFT WAS TAXIED IN PREPARATION FOR DEPARTURE. WITH AIRCRAFT STILL ON GROUND, AN ODOR WAS NOTICED BY CREW. AIRCRAFT RETURNED TO FBO. SOME SIGNS OF SMOKE WERE VISIBLE BUT NO FURTHER ISSUE. IDETERMINED THAT POWER WAS STILL APPLIED TO THE FLAP MOTOR WITH FLAPS FULLY RETRACTED. PROBLEM WAS DEFECTIVE FLAP UP LIMIT SWITCH. AFTER TROUBLESHOOTING AND INSPECTION, SWITCH & FLAP MOTOR WERE REPLACED. OPS CHECKED OK.

Part: BEARING — CORRODED (HORIZONTAL STAB) · airframe 6,421 hrs · 3,212 cycles

DURING INSPECTION, SIGNS OF RUST WERE DETECTED ON THE HORIZONTAL STABILIZER AFT PIVOT BUSHINGS, ON THE LEFT AND RIGHT SIDES. PIVOT BOLTS AND BEARING WAS REPLACEED.

Part: SKIN — CORRODED (FUSELAGE) · airframe 6,421 hrs · 3,212 cycles

DURING COMPLIANCE OF CMP CODE 532085, THE LEFT AND RIGHT OVERWING AREAS BETWEEN THE DRAG BEAM AND WING TO BODY FAIRING, BS 257.5 - 512, FUSELAGE SKIN CORROSION WAS FOUND WHERE AFT WING ROOT MEETS THE FUSELAGE, STRINGERS 23 LT AND RT, BS 498-526.

Part: O-RING — NOT REPORTED (LT BRAKE) · airframe 13,719 hrs · 19,053 cycles

LOSS OF LEFT BRAKE PRESSURE FROM BOTH THE PILOT & COPILOT POSITIONS. AMPLE RUNWAY WAS AVAILABLE TO STOP SAFELY USING PROP REVERSE.

Part: ENGINE — MALFUNCTIONED (RIGHT) · airframe 13,083 hrs · 18,170 cycles

RIGHT CHIP DETECTOR ANNUNCIATOR ILLUMINATED INTERMITTENTLY. DURING FINAL WITH THE RT CHIP DETECTOR ANNUNCIATOR EXTINGUISHED, CREW REDUCED POWER FOR LANDING. ONCE THE POWER WAS REDUCED FAR ENOUGH, THE RT OIL PRESS WAS OBSERVED TO BE LOWER THAN USUAL, BUT STILL WITHIN THE NORMAL OPERATING RANGE. MX WAS DISPATCHED TO ACFT. ENG CHANGE IN PROGRESS.

Part: MODULE — FAULTY (BRAKE SYSTEM) · airframe 1,252 hrs · 968 cycles

PRIOR TO LANDING THE BRAKE FAIL CAS MSG ILLUMINATED. AFM PROCEDURES WERE FOLLOWED FOR LANDING. TROUBLE SHOT & REPLACED THE BRAKE COMMAND MODULE.

Part: CONTROL CABLE — CHAFED (LT AILERON) · airframe 1,155 hrs · 897 cycles

LEFT WING AILERON CABLE CHAFING AT OTBD BELL CRANK.

Part: CONVERTER — FAULTY (ELECTRICAL SYS) · airframe 13,692 hrs · 7,824 cycles

LEFT AC & LEFT DC POWER FAIL INDICATORS ILLUMINATED.

Part: SPAR CAP — CORRODED (LT WING) · airframe 13,535 hrs · 7,698 cycles

DURING COMPLIANCE OF CMP CODE 279010 LT AILERON HINGE INSPECTION, A SMALL AREA OF CORROSION WAS FOUND ON THE WING AFT LOWER SPAR CAP JUST OTBD OF THE CTR AILERON HINGE.

Part: SKIN — CORRODED (APU DOOR) · airframe 14,532 hrs · 7,745 cycles

DURING COMPLIANCE OF FUSELAGE EXTERIOR INSPECTION, CMP CODE 531020, FOUND CORROSION AT APU EXHAUST OPENING. STANDARD REPAIR APU DOOR SKIN FS 617.562 CURRENTLY IN PROGRESS.

Part: SUPPORT ANGLE — CORRODED (CABIN DOOR) · airframe 10,019 hrs · 5,967 cycles

CABIN DOOR WAS REMOVED AND SENT TO REPAIR FACILITY FOR COMPLIANCE OF BOMBARDIER SERVICE BULLETIN 601-0613 R1. THE FOLLOWING ITEMS WERE FOUND WITH CORROSION DURING SERVICE BULLETIN COMPLIANCE: AFT SUPPORT ANGLE P/N 600-31902-65 LOWER END, ATTACH CLIP P/N 600-31902-54 AT STA 329.06, ATTACH CLIPS P/N 600-31902-53 AND 600-31902-54 AT STA 320.10, AND ATTACH CLIP P/N 600-31902-54 AT STA 338.

Part: SWITCH — OVERHEATED (INSTRUMENT PANEL) · airframe 13,525 hrs

ON CLIMB-OUT, CREW NOTICED SMOKE EMANATING FROM ABOVE AND BELOW INSTRUMENT PANEL. ATC WAS NOTIFIED, THE MASTER SWITCH WAS TURNED OFF, AND THEY RETURNED TO DEPARTURE. FIRE/ RESCUE PERSONNEL VERIFIED THERE WAS NO ACTIVE FIRE. THE ACFT WAS TURNED OVER TO MX FOR INSP AND REPAIR. MX PERSONNEL DETERMINED THAT THE PROBLEM WAS WITH THE LANDING LIGHT SWITCH. THE LANDING LIGHT SWITCH WAS REPLACED WITH A CURRENT PART NUMBERED SWITCH. AN OPS CHECK WAS PERFORMED WITH NO DIFFICULTIES NOTED.

Part: BRAKE SYS — INTERMITTENT (MLG) · airframe 230 hrs · 166 cycles

BRAKE FAIL CAS MESSAGE ON SHORT FINAL - NO NORMAL BRAKING ON LANDING ROLL. EMERGENCY BRAKE SYSTEM UTILIZED SUCCESSFULLY WITHOUT INCIDENT.

Part: STRUCTURE — CORRODED (WING) · airframe 8,300 hrs · 4,138 cycles

DURING COMPLIANCE OF CMP CODES 573013 & 573014 WINGLET ATTACH HARDWARE (LEFT & RIGHT) - INSPECTION, SOME CORROSION WAS FOUND IN THE WINGLET ATTACH BORES ONCE THE BUSHINGS WERE REMOVED.

Part: WINGLET — CORRODED (WING) · airframe 12,682 hrs · 7,128 cycles

DURING COMPLIANCE OF CMP CODES 576511 & 576516 WINGLET ATTACH HARDWARE (LEFT & RIGHT) - INSPECTION (144 MONTH), SOME CORROSION WAS FOUND IN THE WINGLET ATTACH BORES ONCE THE BUSHINGS WERE REMOVED.

Part: STRINGER — CORRODED (WING) · airframe 13,813 hrs · 7,318 cycles

SURFACE CORROSION WAS DETECTED ON THE HORIZONTAL FLANGES OF STRINGER 8 ON BOTH THE LEFT AND RIGHT CONNECTING ANGLES.

Part: SHIM — CORRODED (BS 580 S24L) · airframe 13,813 hrs · 7,318 cycles

SURFACE CORROSION FOUND ON STRINGER 24L AND SOME CORROSION FOUND ON THE SHIM DURING THE FS 580 BULKHEAD COMSCAN INSPECTION (CMP CODE 539435). (ORIGINAL SUBMISSION 3/14/11)

Part: BULKHEAD — CORRODED (FS 580) · airframe 11,234 hrs · 5,321 cycles

SUSPECTED CORROSION FOUND DURING INSPECTION OF THE FS 580 BULKHEAD SKIN SPLICE, AREA LONGERONS AND STRINGERS 24 L/R IN ACCORDANCE WITH CMP 539540. AFTER FURTHER NDT THE AREA WAS FOUND TO HAVE MINOR SURFACE CORROSION WHICH WAS REMOVED AND TREATED. FINDINGS WERE SUBMITTED TO ENGINEERING REF WO CS217760, AND FOUND TO BE ACCEPTABLE FOR RETURN TO NORMAL OPERATIONS WITHOUT RESTRICTIONS.

Part: ATTACH FITTING — CRACKED (FUSELAGE) · airframe 12,433 hrs · 6,956 cycles

DURING THE REQUIRED EDDY CURRENT INSPECTION OF THE FS 793 BULKHEAD CAP ANGLE, CRACKS WERE FOUND AROUND LEFT AND RIGHT BOLT HOLES IN THE CAP ANGLE FOR THE VERTICAL FIN ATTACHMENT.

Part: SKIN — CORRODED (LT WING) · airframe 12,433 hrs · 6,956 cycles

DURING A WING NDT INSPECTION OF THE LT WING PLANK AT FS 452 BL 33, CORROSION WAS FOUND. ENGINEERING HAS DETERMINED THIS CORROSION IS EXCESSIVE ENOUGH TO REQUIRE ACCOMPLISHMENT OF ASC 229, WHICH WILL REMOVE THE CORROSION ON THE PLANK AND INSTALL A THREE PIECE FITTING PLATE.

Part: DOWNLOCK SWITCH — DEFECTIVE (LT MLG) · airframe 12,404 hrs · 6,933 cycles

AIRCRAFT DEPARTED FROM KHPN EN ROUTE TO KFPR. CREW SELECTED GEAR HANDLE DOWN AND RECEIVED A RED HANDLE WARNING INDICATION. AIRCRAFT FLEW PAST CONTROL TOWER TO VERIFY THE LANDING GEAR WAS DOWN. RETRACTED LANDING GEAR AND DIVERTED TO KPBI AND LANDED WITH OUT INCIDENT. AIRCRAFT WAS BROUGHT TO GENERAL DYNAMICS WHERE THE LEFT MAIN LANDING GEAR DOWN AND LOCKED SWITCH WAS REPLACED.

Part: WINDSHIELD — CRACKED (COCKPIT) · airframe 11,174 hrs · 5,279 cycles

RIGHT SIDE WINDSHIELD OUTER PANE FAILURE DURING FLIGHT. REMOVED AND REPLACED WINDSHIELD.

Part: BRAKE ASSY — WEAK (MLG) · airframe 10,785 hrs · 14,789 cycles

RIGHT HAND BRAKE PEDAL LOST PRESSURE INITIALLY THEN REGAINED AFTER ACTUATING BRAKES. NO COMPONENT DEFECT. REMOVED TRAPED AIR IN BRAKING SYSTEM.

Part: DOWNLOCK SENSOR — FAULTY (MLG) · airframe 558 hrs · 385 cycles

INTERNAL FAILURE OF LT LANDING GEAR DOWNLOCK SENSOR WHICH IS PART OF THE LT LANDING GEAR SIDE BRACE ACTUATOR.

Part: REGULATOR — MALFUNCTIONED (OIL PRESSURE) · airframe 4,498 hrs · 2,673 cycles

NR 2 ENGINE OIL PRESSURE AT BOTTOM OF GREEN ARC ON GAUGE, 60 PSI.

Part: BRAKE — LEAKING (RIGHT)

UPON TAXI OUT AT AIRCRAFT LOST BRAKING ON RT MLG. THE AIRCRAFT WAS BROUGHT TO MAINTENANCE SEALS ON THE RT BRAKE ASSY WERE REPLACED SYS WAS BLEED AND SERVICED WITH FLUID. NO DEFECTS NOTED; AIRCRAFT WAS RETURNED TO SERVICE. (K)

Part: ACTUATOR — CONTAMINATED (MLG) · airframe 56 hrs · 33 cycles

DURING FINAL APPROACH TO TUCSON, AZ (TUS) WHEN THE LANDING GEAR WAS SELECTED DOWN AN UNSAFE INDICATION WAS ILLUMINATED FOR THE LEFT MAIN POSITION. DURING THREE ATTEMPTS THE UNSAFE INDICATION REMAINED AND AFM ABNORMAL PROCEDURES FOR GEAR EXTENSION WERE FOLLOWED; THE UNSAFE INDICATION REMAINED. THE AIRCRAFT MADE A LOW PASS BY THE TOWER TO VERIFY GEAR DOWN, AN EMERGENCY WAS DECLARED AND THE AIRCRAFT LANDED WITHOUT INCIDENT; PROCEDING TO MAINTENANCE AT LEARJET. THE LT DRAG STAY ACTUATOR WAS REPLACED AND THE LANDING GEAR WAS CYCLED 4 TIMES ON JACKS WITH NO DEFECTS; THE AIRCRAFT WAS RETURNED TO SERVICE.

Part: ATTACH FITTING — CORRODED (ZONE 500) · airframe 10,605 hrs · 4,958 cycles

WING TO FUSELAGE ATTACH FITTING AT FS 452 BL 33 (LEFT SIDE), CORROSION DETECTED DURING THE SCHEDULED ULTRASONIC INSPECTION. THE CORROSION ON THE OUTBOARD SURFACE IS .158 INCH IN DEPTH, .125 INCH IN LENGTH; AND .125 INCH IN DIAMETER. [07-03-07] ENGINEERING HAS GRANTED A FLIGHT ALLOWANCE UNDER WO CS117819. THIS ALLOWS CONTINUED NORMAL OPERATION FOR 180 DAYS UNTIL NOV. 27, 2007 BY WHICH TIME A REPAIR IAW ASC229 WILL BE REQUIRED.

Part: ATTACH FITTING — CRACKED (REAR BULKHEAD) · airframe 10,605 hrs · 4,958 cycles

DURING THE REQUIRED EDDY CURRENT INSPECTION OF THE FS 793 BULKHEAD CAP ANGLE, CRACK INDICATIONS WERE NOTED ON BOTH SIDES. THE CRACKS ARE ABOVE THE .5 INCH BOLT HOLES IN THE CAP ANGLE FOR VERTICAL FIN ATTACHMENT.

Part: WEDGE — DAMAGED (LT WING) · airframe 10,771 hrs · 6,314 cycles

DURING THE SCHEDULED 72 MONTH LT WING WEDGE INSPECTION CMP 575030, ONE WING WEDGE HOLD DOWN RIVNUT WAS FOUND TO BE IN AN OVERSIZED HOLE.

Part: LIGHT — MALFUNCTIONED (AFT GALLEY) · airframe 10,232 hrs · 4,769 cycles

ON APPROACH FLIGHT CREW NOTICED AN ACRID SMELL, THE AIRCRAFT LANDED AND EXITED THE RUNWAY WITHOUT INCIDENT AT WHICH TIME SMOKE WAS SEEN IN THE AFT GALLEY AND THE OVER COUNTER LIGHT LENS HAD OBSERVABLE FLAMES. THE PILOT REMOVED ELECTRICAL POWER FROM THE GALLEY, AND THE CO-PILOT DISCHARGED THE AFT HALON EXTINGUISHER WHICH PUT OUT THE FIRE.

Part: SMOKE — DETECTED (GALLEY) · airframe 10,232 hrs · 4,769 cycles

ON APPROACH THE FLIGHT CREW NOTICED AN ACRID SMELL, THE AIRCRAFT LANDED AND EXITED THE RUNWAY WITHOUT INCIDENT AT WHICH TIME SMOKE WAS SEEN IN THE AFT GALLEY AND THE OVER COUNTER LIGHT LENS HAD OBSERVABLE FLAMES. THE PILOT REMOVED ELECTRICAL POWER FROM THE GALLEY, AND THE CO-PILOT DISCHARGED THE AFT HALON EXTINGUISHER WHICH PUT OUT THE FIRE.

Part: FLOOR SKIN — CORRODED (CABIN) · airframe 2,757 hrs · 1,667 cycles

TWENTY FIVE SPOTS OF CORROSION FOUND ON THE CABIN SUB FLOOR AND DOUBLERS FROM 1 X 2 INCHES IN SIZE TO 1.5 X 9 INCHES IN SIZE AND FROM .002 TO .022 INCHES IN DEPTH EXTENDING DOWN THE RIGHT SIDE OF THE CABIN EXTENDING FROM FS 379 TO FS 559.

Part: LAMP — FAILED (INSTRUMENT PANEL) · airframe 6,656 hrs · 3,135 cycles

LEFT BLEED AIR VALVE PBA SWITCH LAMP FAILURE, NO INDICATION OF CLOSED VALVE. RESULTED IN CABIN O2 MASK DEPLOYMENT WITH AIRCRAFT DIVERTED TO RALIEGH DURHAM, NC (RDU).

Part: ATTACH FITTING — CRACKED (ZONE 100) · airframe 10,415 hrs · 6,102 cycles

DURING COMPLIANCE WITH CMP 532010 ENTRANCE COMPARTMENT BEHIND PANEL INSPECTION, THE MAIN CABIN DOOR ACTUATOR SUPPORT ASSEMBLY WAS FOUND CRACKED.

Part: SPAR — CORRODED (RT WING) · airframe 10,000 hrs · 4,626 cycles

DURING MAINTENANCE, WHILE ACCOMPLISHING A SCHEDULED 72 MONTH INSPECTION, 5 PATCHES OF CORROSION WERE FOUND ON THE ON THE AFT SIDE OF THE RT WING REAR SPAR (BEAM WEB) BEHIND THE RAIN CURTAINS AT FASTENER LOCATIONS EXTENDING FROM RBS 359 TO 422. THE MEASURED CORROSION DEPTH RANGE WAS FROM .002 INCH TO .029 INCH AND ONE AREA MEASURING .058 INCH.

Part: SPAR — CORRODED (ZONE 500) · airframe 10,000 hrs · 4,626 cycles

DURING MAINTENANCE WHILE ACCOMPLISHING A SCHEDULED 72 MONTH INSPECTION, 8 PATCHES OF CORROSION WERE FOUND ON THE ON THE AFT SIDE OF THE LT WING REAR SPAR (BEAM WEB) BEHIND THE RAIN CURTAINS AT FASTENER LOCATIONS EXTENDING FROM RBS 340 TO 406. THE LARGEST PATCH OF CORROSION WAS MEASURED AT 2 INCHES X 4.5 INCHES, WITH A DEPTH RANGE FROM .002 INCH TO .029 INCH AND ONE AT .058 IN.

Part: SPAR — CORRODED (ZONE 500) · airframe 10,000 hrs · 4,626 cycles

DURING MAINTENANCE WHILE ACCOMPLISHING A SCHEDULED 72 MONTH INSPECTION, 8 PATCHES OF CORROSION WERE FOUND ON THE ON THE AFT SIDE OF THE LT WING REAR SPAR (BEAM WEB) BEHIND THE RAIN CURTAINS AT FASTENER LOCATIONS EXTENDING FROM RBS 340 TO 406. THE LARGEST PATCH OF CORROSION WAS MEASURED AT 2 INCHES X 4.5 INCHES, WITH A DEPTH RANGE FROM .002 INCH TO .029 INCH AND ONE AT .058 INCH.

Part: WINDSHIELD — CRACKED (COCKPIT) · airframe 4,643 hrs · 1,996 cycles

DURING APPROACH TO IAD CO-PILOT WINDSHIELD OUTER PANE DEVELOPED MULTIPLE CRACKS.

Part: UPLOCK — CORRODED (NLG)

AS PART OF A SCHEDULED INSPECTION BEING PERFORMED, AN EMERGENCY EXTENSION CHECK OF THE LANDING GEAR WAS PERFORMED. NITROGEN WAS HEARD LEAKING FROM THE LEFT SIDE NOSE WHEEL WELL AREA. FURTHER TROUBLESHOOTING REVEALED THE NOSE LANDING GEAR UPLOCK ACTUATOR (PNEUMATIC) TO BE LEAKING BY THE PISTON SHAFT AREA. CONSIDERABLE CORROSION WAS FOUND INTERNALLY (PISTON SPRING & CYLINDER SHAFT AREA).

Part: SKIN — CORRODED (FUSELAGE)

CORROSION IN AREA OF AFT FUSELAGE SKINS AT ACU EXHAUST OUTLETS. WATER ENTRAPMENT. REPAIRED UNDER BOMBARDIER REO NR 601-53-30-278.

Part: COUPLING SHAFT — SHEARED (RT ENGINE GB)

RIGHT HAND ENGINE SHUT DOWN IN-FLIGHT DURING DESCENT INTO 1B1 AS A RESULT OF A SHEARED DRIVE SHAFT (ACCESSORY GEARBOX).

Part: SKIN — CHAFED (LOWER FWD FUSE)

LOWER FUSELAGE SKIN WAS FOUND CHAFED FROM CONTACT WITH THE AFT NOSE LANDING GEAR DOOR. CHAFING OCCURRED WITH THE LANDING GEAR EXTENDED AND AIRLOADS INDUCED. FUSELAGE SKIN AREA CHAFED WAS FORWARD OF PRESSURE BULKHEAD (NON-PRESSURIZED AREA). DOOR, P/N 45A31615-11.

Part: BRUSH — WORN (DC GENERATOR)

BLACK STREAKS WERE NOTICED ON THE ENGINE COWLING BY MAINTENANCE PERSONNEL. FOUND THE DC GENERATOR TO HAVE PREMATURE BRUSH WEAR, WORN BEYOND LIMITS (NO WEAR MARK REMAINING - 100 PERCENT WORN). RECENT OVERHAUL BY REPAIR STATION, CAUSE OF WEAR NOT DETERMINED. BRUSH PART NUMBER NOT DETERMINED. SUSPECT DEFECTIVE BRUSH MATERIAL COMPOSITION OR IMPROPER INSTALLATION/MAINTENANCE OVERHAUL PROCEDURE.

Part: BRUSH — WORN (DC GENERATOR)

BLACK STREAKS WERE NOTICED ON THE ENGINE COWLING BY MAINTENANCE PERSONNEL. FOUND THE D. C. GENERATOR TO HAVE PREMATURE BRUSH WEAR, WORN BEYOND LIMITS (NO WEAR MARK REMAINING - 100 PERCENT WORN). RECENT OVERHAUL BY REPAIR STATION. CAUSE OF BRUSH WEAR COULD NOT BE DETERMINED. BRUSH PART NUMBER NOT DETERMINED. SUSPECT DEFECTIVE BRUSH MATERIAL COMPOSITION OR IMPROPER INSTALLATION/MAINTENANCE OVERHAUL PROCEDURE.

Part: STRAP — FRACTURED (BLEED VALVE)

ENGINE WOULD NOT DEVELOP TAKEOFF THRUST. BLEED VALVE STRAP FOUND FRACTURED. AN EVALUATION (CONDITION REPORT) INDICATES FAILURE DUE TO FLUTTER AND HIGH-CYCLE FATIGUE BROUGHT ABOUT BY EXCESSIVE LOADING OF ONE OR MORE BLEED VALVE SPHERICAL BEARINGS. THIS APPEARS TO BE AN ISOLATED INCIDENT. IMPROPER ADJUSTMENT DURING OVERHAUL MAY HAVE BEEN A FACTOR.