Reno Flying Service, INC

IN CRUISE FLIGHT LEFT ENGINE OIL TEMPERATURE CLIMBED TO RED LINE REDUCTION IN POWER DID NOT PREVENT POWER FROM INCREASING TO APPROXIMATELY 120 DEGREES C. POWER WAS REDUCED FURTHER AND IN DESCENT THE OIL TEMP RETURNED TO NORMAL RANGE. WHEN POWER WAS INCREASE IN LEVEL OFF THE OIL TEMP BEGAN TO CLIMB AGAIN. LANDED AT DIVERSIONARY AIRPORT. OIL PRESSURE REMAINED IN NORMAL RANGE AT ALL TIMES. REPLACED OIL COOLER THERMOSTATIC VALVE AND PERFORMED HIGH OIL TEMP INSPECTION.

CREW DEPARTED AND DURING CLIMB REPORTED UNCONTROLLED HOT AIR ENTERING CABIN AND GRAY SMOKE. DISCOVERED CREW DEPARTED WITH AUTO TEMP SELECTED TO FULL HOT. NO MECHANICAL OR ELECTRICAL ABNORMALITIES WERE DISCOVERED.

DURING CLIMB A NOISE WAS HEARD FOLLOWED BY A CABIN DECOMPRESSION. EMERGENCY DESCENT AND DECLARED EMERGENCY RETURNED AND LANDED WITHOUT FURTHER EVENT. MAINTENANCE DISCOVERED OUTER DUCT TO ACM RUPTURED AND INNDER DUCT DISCONNECTED.

AIRCRAFT DEPARTED AND UPON REACHING CRUISE ALTITUDE CREW NOTICED LEFT ENGINE COWLING WAS LIFTED UP. CREW RETURNED TO DEPARTURE AIRPORT AND EMERGENCY WAS DECLARED AND THEY LANDED WITHOUT INCIDENT. THE COWL LATCH WAS IN THE LOCKED POSITION, BUT HAD COME DISENGAGED FROM THE COWLING. THE COWL WAS INSPECTED AND FOUND UNDAMAGED. THE COWL INSTALLED AND THE LATCHES INSPECTED FOR PROPER ENGAGEMENT. AIRCRAFT RETURNED TO SERVICE.

THE STALL WARNING SYS ACTIVATES ERRATICALLY. INCIDENTS SURROUNDING THE STALL WARNING SYS ANOMALIES: SITTING MOTIONLESS ON THE GROUND, ENGINES NOT RUNNING. SITTING MOTIONLESS ON THE ENGINE RUNNING. DURING CLIMB, IN CLEAR AIR, BETWEEN 108 AND 140 KIAS. AT CRUISE, FL 270, 165 KIAS, SMOOTH AIR. MFGS ARE AWARE OF THE PROBLEM. WING TRANSDUCER PN 795-13 HAS BEEN REPLACED, NO AFFECT. COMMON PROBLEM AMONG THESE ACFT OPERATORS. UNABLE TO GET RESOLUTION FROM MFGS.

INSTALLED MAGENTO IAW MM AND GROUND CHECK OK. PILOT REPORTED HIGH CHT AND EGT NR 2 CYLINDER DURING CLIMB ON FIRST TAKEOFF. FOUND BODY OF MAGNETO SEPARATED FROM ITS MOUNT FLANGE (A PRESSFIT PART) ALLOWING MAGNETO TO BECOME LOOSE END ADVANCE. THIS IS CONSIDERED TO BE A MANUFACTURING DEFECT. (K)

PILOT REPORTED ASYMMETRICAL FLAP CONDITION ON LANDING. FOUND RT FLAP EXTENDED APPROX 10 DEGREES, AND JACKSCREW TO FLAP ATTACH BRACKET TORN FROM FLAP. THE TRANSMISSION AND FLAP SYSTEM WAS INSPECTED IAW AD AND FOUND TO MEET SPECS (MEASUREMENTS HAD NOT CHANGED FROM PREVIOUS INSPECTIONS). UPON REMOVAL FROM THE AC, IT WAS DETERMINED THAT THE JACKSCREW HAD JAMMED AT THE END OF ITS TRAVEL. I WOULD RECOMMEND AN ADDITIONAL INSPECTION OF THE JACKSCREW EACH 500 HRS BY REMOVAL FROM AC AND INSPECTING FOR WEAR AND FREEPLAY THROUGHOUT THE TRAVEL RANGE OF THE JACKSCREW AND BARREL ASSY. OPERATOR PLANS TO LIMIT THE SERVICE LIFE OF THIS COMPONENT TO 1500 HRS REGARDLESS OF WEAR LIMITS. (K)

DURING 100 HOUR INSPECTION FOUND CRACK IN WEB OF AFT MLG TRUNNION ASSY AIRCRAFT. (K)

NOSE GEAR COLLAPSED DURING LANDING ROLLOUT. DETERMINED TO BE CAUSED BY FAILURE OF THE UPPER TRUNNION ASSY NR 1243009-7. THE DRAG BRACE FAILED AT THE COLLAR AROUND THE STRUT TUBE. INDICATIONS OF INTERGRANULAR CORROSION ARE APPARENT AND PROBABLY CAUSED BY AN UNDETECTED CRACK. THIS AIRCRAFT IS SUBJECT TO DAILY TOWING. DETAILED INSPECTIONS INCLUDING PENETRANT INSPECTIONS OF THIS CASTING ARE RECOMMENDED. ADDITIONALLY MORE DETAILED INSPECTION OF THIS AREA IS RECOMMENDED FOR PREFLIGHT. (M)

NOSE GEAR COLLAPSED DURING LANDING ROLLOUT. DETERMINED TO BE CAUSED BY FAILURE OF THE UPPER TRUNNION ASSY (NR 12430097) THE DRAG BRACE FAILED AT THE COLLAR AROUND THE STRUT TUBE. INDICATIONS OF INTERGRANULAR CORROSION ARE APPARENT AND PROBABLY CAUSED BY AN UNDETECTED CRACK. THIS AC IS SUBJECT TO DAILY TOWING. DETAILED INSPECTIONS INCLUDING PENETRANT INSPECTIONS OF THIS CASTING ARE RECOMMENDED. ADDITIONALLY MORE DETAILED INSPECTION OF THIS AREA IS RECOMMENDED FOR PREFLIGHT. (K)

FOUND CRACKS EMINATING FROM LAST RIVET ON INBOARD UPPER ENGINE SUPPORT BRACKET. IT APPEARS THAT THIS RIVET WAS SMASHED HARDER THAT NECESSARY DURING MANUFACTURE.

PILOT SELECTED GEAR DOWN AND SWITCH HANDLE SEPERATED FROM SWITCH, GEAR DOWN CYCLE COMPLETED SUCESSFULLY. INSPECTION OF FAILED SWITCH REVEALED THAT SHAFT WAS BENT AND WAS PROBABLY STRUCK DURING PILOT ENTRY TO OR EGRESS FROM SEAT. THIS IS THE THIRD INCIDENT WITH THIS SWITCH. RECOMMENDA SWITCH WITH A SHORTER SHAFT, SIMILAR TO TYPE USED ON AIRCRAFT.

SBM - UPON LEFT ENGINE START-UP, PILOT NOTED ZERO VOLTS ON RIGHT BUSS. TROUBLESHOT TO FAILED CURRENT LIMITER. REPLACED CURRENT LIMITER, PN ANL-M-325. OPS CHECK OK. (X)

FOUND ALL 3 DEICE BOOT LEADS SEVERED AT CONNECTOR MOUNT BRACKET. DETERMINED PROPELLER OVERHAUL SHOP INSTALLED INCORRECTLY. RECOMMEND INSTALLATION PROCEDURES OUTLINED IN PIPER MM AND BFG SB 3-84070 DATED OCT 1989 FOR PROPER BOOT INSTALLATION. SUBMITTER STATED THIS HAS BEEN A REPETITIVE PROBLEM. (X)

FOUND MLG UPLOCK SUPPORT BRACKET SHEARED ON PRE-FLIGHT. INSPECTION OF THE LINK ROD ASSY INDICATED NORMAL OPERATION AND CORRECT LUBRICATION. UNABLE TO DETERMINE CAUSE. NO EVIDENCE OF UPLOCK STICKING INDICATED.

ENGINE SUDDENLY LOST M.P. AT FL 17, DESCENDED TO FL 10 WHERE M.P. STABILIZED. DIVERTED TO NEAREST AIRPORT FOR INSPECTION. FOUND INDUCTION NOSE SEPARATED FROM INLET ADAPTER DUE TO LOOSE OR DEFECTIVE NOSE CLAMP. SECURED CLAMPS AND ENGINE. OPS CHECK OK. MALFUNCTION OCCURRED 16.0 HOURS AFTER MAINTENANCE IN THIS AREA. SUBMITTER RECOMMENDED RE-CHECKING CLAMPS MORE THAN ONCE AFTER INITIAL TORQUE.

DURING LEVEL 1 INSPECTION PER AD 95-20-07, FOUND SIDE BRACE STUD CRACKED IN RADIUS. THIS AD DOES NOT APPLY TO THIS AIRCRAFT BY SERIAL NUMBER. RECOMMEND INSPECTION CONTINUE AS THIS PART WAS INSTALLED 5-95 AND FOUND DEFECTIVE 8-96, 1,000 HOURS TT.