G T A AIR, INC.

THE INTAKE VALVE HAS MATERIAL MISSING IN I LOCATIONS AROUND THE PERIMETER OF THE VALVE HEAD SEAT AREA, LT APPEARS TO BE VALVE FAILURE AND NOT FOD, (OTHER INFO FOUND ON VALVE WFAA PMA719077QITALY),

DURING CLIMB A PARTIAL LOSS OF ENGINE POWER OCCURRED WITH FLUCTUATING MANIFOLD PRESSURE. ALL OTHER ENGINE PARAMETERS WERE NORMAL. MAGNETO DROPS WERE NORMAL. PILOT RETURNED TO AIRPORT.

DURING CLIMB A PARTIAL LOSS OF ENGINE POWER OCCURRED WITH FLUCTUATING MANIFOLD PRESSURE. ALL OTHER ENGINE PARAMETERS WERE NORMAL. PILOT RETURNED TO THE AIRPORT. MAGNETO DROPS WERE NORMAL.

2 3/16-INCH CRACK IN AFT END OF LOWER FLANGE OF INBOARD FORWARD RIB. CRACKED THROUGH FIRST 3 RIVETS THEN, INTO RADIUS OF FLANGE JUST STARTING UPWARD INTO THE WEB OF RIB.

1 5/8-INCH CRACK ORIGINATING FROM THE FORWARD END OF LOWER FLANGE OF THE AFT INBOARD RIB. CRACK EXTENDS BEYOND THE FIRST RIVET OF FLANGE THEN SPLITS INTO 2 CRACKS WITH ONE ALMOST TO THE SECOND RIVET AND THE SECOND MOVING TOWARD THE RADIUS OF THE BEND IN THE FLANGE.

.25-INCH CRACK INTO FIRST RIVET IN LOWER FLANGE OF FRONT SPAR CHANNEL AT HORIZONTAL STABILIZER STA 00.000.

TWO CRACKS IN INBOARD FORWARD RIB OF LEFT HORIZONTAL STABILIZER AT STA 00.000. .25-INCH CRACK IN UPPER AFT FLANGE INTO THE FIRST RIVET. 2.5-INCH CRACK IN LOWER AFT FLANGE THROUGH 3 RIVETS, JUST BEGINNING TO TURN UPWARDS INTO THE WEB OF THE RIB.

CRACK 1.0 INCH IN LENGTH IN FORWARD LOWER FLANGE OF AFT INBOARD RIB AT HORIZONTAL STABILIZER STA 00.000. CRACK FROM AFT END OF FLANGE THROUGH THE FIRST RIVET AND THEN SPLITTING OFF INTO 2 CRACKS WITH THE MAIN CRACK ALMOST INTO THE SECOND RIVET AND THE OTHER CRAFT MOVING INTO THE RADIUS OF THE LOWER FLANGE BEND.

TWO CRACKS IN INBOARD FORWARD RIB OF LEFT HORIZONTAL STABILIZER AT STA 00.000. .25-INCH CRACK ORIGINATING FROM THE EDGE OF THE UPPER AFT FLANGE INTO THE FIRST RIVET. 2.5-INCH CRACK ORIGINATING FROM THE EDGE OF THE LOWER AFT FLANGE THROUGH THE FIRST 3 RIVETS, JUST BEGINNING TO TURN UPWARDS INTO THE WEB OF THE RIB.

LEFT HORIZONTAL STABILIZER FORWARD INBOARD RIB AT HORIZONTAL STAB STA 00.000 CRACKED THROUGH 3 RIVETS IN THE LOWER FLANGE AND RADIUS OF FLANGE.

1.58 INCH CRACK IN LOWER RADIUS OF AFT SPAR GUSSET AT STA 00.000 OF LEFT HORIZONTAL STABILIZER.

1 5/8 INCH CRACK IN LOWER RADIUS OF AFT SPAR GUSSET OF LEFT HORIZONTAL STABILIZER STA 00.000.

2 INCH CRACK THROUGH 3 RIVETS IN LOWER AFT FLANGE OF FORWARD INBOARD RIB OF LEFT HORIZONTAL STABILIZER AT STA 00.000.

1/2" CRACK IN LOWER FLANGE RADIUS OF FRONT SPAR CHANNEL OF LEFT HORIZONTAL STABILIZER.

.5 INCH CRACK IN LOWER INBOARD FLANGE RADIUS OF FORWARD SPAR CHANNEL OF LEFT HORIZONTAL STABILIZER.

1/2" CRACK IN LOWER FLANGE RADIUS OF FRONT SPAR CHANNEL OF LEFT HORIZONTAL STABILIZER.

1/2-INCH CRACK IN LOWER INBOARD FLANGE RADIUS OF FORWARD SPAR CHANNEL OF LEFT HORIZONTAL STABILIZER AT STA 00.000.

PERFORMED THE INITIAL POWER REDUCTION, THE AIRCRAFT EXPERIENCED AN UNEXPECTED DECREASE IN ENGINE POWER AND ENGINE ROUGHNESS. PERFORMED THE "ENGINE FAILURE AFTER LIFTOFF" CHECKLIST ITEMS. AT THIS POINT THERE WAS NO IMPROVEMENT IN THE ENGINE PERFORMANCE. DECLARED AN EMERGENCY WITH ATC AND PERFORMED THE "MAXIMUM GLIDE " CHECKLIST ITEMS. CLOSER TO THE AIRPORT, CLEARED TO LAND. WHEN IN A POSITION TO LAND AND SINCE THE ENGINE WAS NOT PRODUCING APPRECIABLE POWER, CLOSED THE MIXTURE AND EXECUTED A POWER-OFF LANDING. CAME TO A STOP ON THE RUNWAY AND REQUESTED TO BE TOWED TO THE FBO. CONTACTED FLIGHT OPERATIONS AND ADVISED THEM OF THE SITUATION. THE MECHANIC ON SITE REMOVED THE AND CHECKED FOR FOULED PLUGS, NO FAULTS NOTED. CHECKED ENGINE COMPRESSIONS, NO FAULTS NOTED. PERFORMED A BORESCOPE OF THE NR 3 & 4 CYLINDERS, NO FAULTS NOTED. CHECKED BELLY AND FINGER SCREEN FOUND SLIGHT DEBRIS ON FINGER SCREEN. PULLED ALL SIX INJECTORS SONICALLY CLEANED AND FLOW CHECKED, FOUND TO BE IN PARAMETERS. RAN AIRCRAFT ENGINE THROUGH ALL RPM'S, CHECKED OPERATION OF BOOST PUMP AND MECHANICAL PUMP, OP'S AND LEAK CHECK SATISFACTORY. DURING THE AIRCRAFT’S NORMAL 100-HOUR INSPECTION, IT WAS DETERMINED THAT THE INBOARD VENT LINE WAS FLUSH WITH THE FUSELAGE AT THE WING FAIRING LOCATION. ADDITIONALLY, THERE WAS A CLOG IN THE VENT SYSTEM AS DETERMINED BY A BACKWARDS AIRFLOW TEST ON THE SYSTEM. AS A RESULT OF THESE ITEMS, THE LEFT WING PROBE PANELS WERE OPENED (FUEL SENDERS WERE REMOVED) AND IT WAS OBSERVED THAT THE FUEL TANK BLADDER WAS PARTIALLY COLLAPSED AS THE AFT OUTBOARD FUEL TANK BUTTON WAS DISLODGED ALLOWING THIS BLADDER MOVEMENT. AFTER SPEAKING WITH TWO OUTSIDE FUEL TANK VENDORS, A CLOGGED FUEL VENT CAN CAUSE THE TANK TO NOT PROPERLY PRESSURIZE RESULTING IN A PARTIAL VACUUM DISRUPTING FUEL FLOW OUT OF THE TANK. IT IS SUSPECTED THAT THESE ITEMS WERE CONTRIBUTORY TO THE ISSUE REPORTED BY THE PILOT AND RESULTED IN THE DECLARATION OF THE EMERGENCY WITH ATC. CLEARED THE CLOGGED FUEL VENT LIN

DURING A VISUAL INSPECTION REQUIRED BY AD 90-08-14 SPAR CARRY THRU INSPECTION CRACKS WERE FOUND RADIATING FROM THE OUTBOARD UPPER HUCKBOLT HOLE OUTWARD ON THE FORWARD LEFT AND RIGHT HAND FORWARD SPAR. THESE CRACKS WERE FOUND ABOVE THE INSPECTION AREA REQUIRED BY THE AD AND ALSO ABOVE THE AREA THAT THE KIT REPAIR COVERS. THIS AIRCRAFT HAS HAD THE REPAIR KIT INSTALLED REQUIRED BY AD 90-08-14 IN ACCORDANCE WITH SB 2269 R1 KITS P/N: 58-4008-9 S FORWARD FRAME AND 58-4008-11 S REAR FRAME.

DURING DEPARTURE OF FLIGHT # GTX487 FROM ADS TO ELP, AND AFTER GEAR RETRACTION OUR DIRECTOR OF OPERATION'S VISUALLY OBSERVED THAT THE NOSE GEAR DOORS HAD NOT RETRACTED. HE CONTACTED ADS GROUND TO HAVE THEM CONTACT REGIONAL APPROACH TO CONTACT THE PILOT OF FLIGHT # GTX487 AND INSTRUCT HIM TO RETURN TO ADS. AIRCRAFT LANDED WITHOUT FURTHER INCIDENT.

TAKEOFF WAS NORMAL 34.5” MP, 2700 RPM, FUEL FLOW IN THE WHITE ARC. DURING CLIMB POWER SETTINGS RIGHT ENGINE WOULD NOT MAINTAIN MAP SETTING. RETURNED TO EDC, LANDED WITH NO FURTHER ISSUES. TESTED ENGINE ON THE GROUND AND COULD ONLY GET 28” MP.

DURING A VISUAL INSPECTION REQUIRED BY AD 90-08-14 SPAR CARRY THRU INSPECTION CRACKS WERE FOUND RADIATING FROM THE OUTBOARD UPPER HUCKBOLT HOLE OUTWARD ON THE FORWARD AND AFT SIDES OF THE LEFT HAND FORWARD SPAR. THESE CRACKS WERE FOUND ABOVE THE INSPECTION AREA REQUIRED BY THE AD AND ALSO ABOVE THE AREA THAT THE KIT REPAIR COVERS. THIS AIRCRAFT HAS NOT FLOWN SINCE THE DISCOVERY DATE.

PILOT REPORT: UPON DEPARTING ADS (GTX936 ADS-LBB) TOWER REPORTED SEEING A CONTRAIL STREAMING FROM THE PLANE. PILOT CONFIRMED AND SAID HE WOULD RETURN. NOT LONG LATER REPORTED THE RT ENGINE STARTING TO RUN ROUGH AND REQUESTED PRIORITY TO LAND. TOWER DISPATCHED THE FIRE TRUCKS. LANDED WITHOUT INCIDENT AND RETURNED TO THE RAMP. ON OBSERVATION THERE IS OIL STREAKING DOWN THE SIDE AS WELL AS UNDER THE COWLING AND DRIPPING ON THE GROUND. MAINTENANCE HAS INSPECTED THE RIGHT ENGINE AND FOUND THE AIR/OIL SEPARATOR RETURN LINE FITTING HAD BROKEN OF THE AIR/OIL SEPARATOR. MAINTENANCE REPLACED THE AIR/OIL SEPARATOR CANNISTER (SERVICEABLE UNIT). NACELLE AND ENGINE COMPARTMENT CLEANED. AIRCRAFT WAS TAKEN TO THE MAINTENANCE RUN-UP AREA, NO LEAKS NOTED. MECHANICS PERFORMED A TAKE-OFF POWER RUN TO DETERMINE ROUGH ENGINE REPORTED. ENGINE FUEL SET-UP CHECKED AND ADJUSTED AS NEEDED. OPERATIONAL CHECK WAS GOOD.

DURING APPROACH PILOT ATTEMPTED TO EXTEND THE LANDING GEAR. HE HAD NO VISUAL INDICATION THE GEAR WAS DOWN. HE ABORTED THE APPROACH, FLEW BY THE TOWER TO VERIFY GEAR WAS NOT EXTENDED. HE THEN PROCEEDED EAST OF KADS TO TROUBLESHOOT LANDING GEAR. HE WAS ABLE TO MANUALLY EXTEND THE GEAR. LANDED AT KADS WITH NO FURTHER COMPLICATIONS. GTX 508 WAS A PART 91 REPOSITION OPERATION. PLACED THE AIRCRAFT ON JACKS AND ATTEMPTED TO RETRACT THE LANDING GEAR. THE GEAR DID NOT FULLY RETRACT AND THE LANDING GEAR RELAY CB HAD POPPED. WE WERE ABLE TO TRACE THE CAUSE OF THIS TO THE LANDING GEAR MOTOR. WE REPLACED THE LANDING GEAR MOTOR. WE PERFORMED ADDITIONAL GEAR SWINGS WITH NO FURTHER COMPLICATIONS.

ON TAKE OFF CLIMB OUT AT EDC THE PILOT OF FLIGHT GTX336 THOUGHT HE OBSERVED ERRONEOUS FUEL FLOW INDICATIONS ON THE RIGHT FUEL FLOW GAUGE. HE DID NOT DECLARE AN EMERGENCY, BUT REQUESTED RTB AS A PRECAUTION. HE STATED BOTH ENGINES WERE RUNNING. ONCE ON THE GROUND, PILOT CHECKED FUEL SELECTOR POSITION, BOOST PUMP OPERATION, AND PERFORMED AN ENGINE RUN-UP TO VERIFY CORRECT FUEL FLOW. HE DEPARTED EDC TO LBB FLIGHT GTX336 WITHOUT FURTHER INCIDENT.

LEFT FUEL CAP LEAKING - ABORTED TAKE OFF- RETURNED TO BASE - SERVICEABLE FUEL CAP INSTALLED - FLIGHT PROCEEDED WITHOUT FURTHER INCIDENT.

PILOTS REPORTED GEAR WOULDN'T COME UP. RETURNED TO BASE WITHOUT FURTHER INCIDENT.

ON 06 MAY, 2020 AT APPROXIMATELY 7:20AM EDT WHILE OPERATING GTX502, PILOT HAD TO ABORT THE TAKEOFF ROLL AT KIAD, RWY 19C DUE TO AN UNSECURED NOSE BAGGAGE DOOR ON N36673. AFTER ABORTING THE TAKEOFF PILOT NOTIFIED TOWER OF THE ABORTED TAKEOFF DUE TO THE UNSECURED DOOR. TOWER ASKED IF PILOT NEEDED ANY ASSISTANCE AND HE DECLINED AND REQUESTED TO TAXI BACK TO JET AVIATION TO SECURE THE DOOR. TAXI CLEARANCE WAS PROVIDED AND HE SECURED THE NOSE BAGGAGE DOOR AFTER SHUTTING DOWN ON THE JET AVIATION RAMP. NO FURTHER INCIDENCES ON FLIGHT.

DURING A ROUTINE 200 HOUR INSPECTION OF THE AIRFRAME, MECHANIC OBSERVED MOVEMENT IN THE LANDING GEAR ACTUATOR MOUNTING BRACKET. UPON FURTHER VISUAL INSPECTION OF THE BRACKET A CRACK WAS OBSERVED IN THE RADIUS ON ONE SIDE OF THE BRACKET. BRACKET P/N: 5011013-1 WAS REMOVED AND REPLACED WITH A SERVICEABLE UNIT. GEAR RIGGING CHECK AND GEAR SWINGS WERE GOOD.

IMMEDIATELY UPON ROTATION DEPARTING MQY THE GREEN GEAR INDICATOR LIGHT WENT OFF. ONCE AIRBORNE, THE PILOT TRIED TO RETRACT THE GEAR, BUT NOTHING HAPPENED. HE THEN PUT THE GEAR HANDLE IN THE DOWN POSITION BUT HE DID NOT GET A SAFE GEAR INDICATION. HE MADE A LOW APPROACH TO ALLOW THE TOWER TO CONFIRM HIS GEAR APPEARED TO BE DOWN. THEN HE PUMPED THE GEAR 2-3 TIMES AND FINALLY GOT A GREEN LIGHT. HE ALSO STATED HE HAD CHECKED THE CIRCUIT BREAKERS. PILOT LANDED WITHOUT FURTHER INCIDENT.

CORROSION FOUND ON UPPER FRAME SPLICE BEHIND HAT SHELF,FUSELAGE STATION 179.00. CORROSION FOUND ON 2 UPPER SKINS (LEFT & RIGHT) AFT OF HAT SHELF, FUSELAGE STATION 179.00-207.00.

AIRCRAFT WAS IN MAINTENANCE FOR A ROUTINE 200 HOUR INSPECTION. MAINTENANCE WAS COMPLYING WITH MULTI-ENGINE OWNER ADVISORY MEL-57-02 WING- FORWARD LOWER CARRY-THRU SPAR CAP INSPECTION. DURING THIS INSPECTION CORROSION WAS NOTED ON THE CARRY-THRU SPAR LOWER FORWARD LEFT FITTING. REFERENCE TO SID 57-10-10 #4 INSPECTION INSTRUCTIONS ITEM C INSPECT THE SPAR AND FITTING FOR CORROSION. IF CORROSION IS FOUND ON THE FITTING INSTALL A NEW FITTING. WE CONTACTED CESSNA STRUCTURES FOR REPAIR PROCEDURES AND WAS TOLD "PER ENGINEERING, ONCE THE SPAR FITTING GETS DAMAGED (WHETHER GOUGING OR CORROSION) IT MUST BE REPLACED". "PART REPLACEMENT SHOULD BE DONE PER BEST SHOP PRACTICES".

DURING APPROACH TO LANDING, GEAR FAILED TO SHOW THREE GREEN, NOSE GEAR LIGHT FLICKERED. PILOT EXECUTED A GO AROUND AND RECYCLED GEAR. PILOT THEN REPORTED GETTING THREE GREEN GEAR DOWN AND LOCK INDICATION. LANDED WITHOUT INCIDENT. MAINTENANCE REPORTED THEY FOUND THE NOSE GEAR DOWN AND LOCK INDICATOR SWITCH OUT OF ADJUSTMENT. ADJUSTED SWITCH. PERFORMED MULTIPLE LANDING GEAR RETRACTIONS WITHOUT A FAILURE.

RIGHT ENGINE WILL NOT MAINTAIN CORRECT MANIFOLD PRESSURE.

THESE ARE THE NEW SWITCHES CALL FOR IN AD2008-13-17 AND SB 24-3807. THESE NEW SWITCHES HAVE A HIGHER FAILURE RATE COMPARED TO OEM PART.

SWITCH FAILED.

RESULT OF AD 2008-13-17, THE NEW CB`S THAT ARE REQUIRED TO REPLACE THE OLD SWITCHES ARE FAILING. THE NEW PN SWITCHES ARE OF POOR QUALITY & ARE FAILING AT A FASTER RATE.

AS A RESULT OF AD 2008-13-17, THE NEW CB REPLACEMENTS ARE FAILING AT A REGULAR RATE, COMPARED TO THE ORIGINAL PN SWITCHES. THESE REPLACEMENT SWITCHES ARE OF POOR QUALITY & DO NOT LAST LONG. WE ARE HAVING A HIGH FAILURE RATE.

THIS MOUNT IS RIVETED ONTO THE REAR SPAR, IT IS WHERE THE LG MOUNTS INSIDE THE LT WING AFT SIDE. THE BOLT THAT GOES THRU THE LG MOUNT GOES INTO THIS FITTING ON THE SPAR. THE FITTING IS CRACKED HORIZONTALLY JUST ABOVE THE BOLT PASS THROUGH ON THE VERTICAL LEG OF THE FITTING. THIS PLANE HAS 20,485.7 ACTT & IS ON A PART 135 CERT. DUE TO THE TIME & SEVERAL POSSIBLE HARD LANDINGS OVER THE LAST 40 YEARS, BELIEVE CRACK IS A STRESS CRACK. NO RECOMMENDATIONS TO PREVENT RECURRENCE.

MANIFOLD PRESURE SENSOR BECAME INTERMITTENT.

ON APPROACH INTO PSM, LANDING GEAR WOULD NOT EXTEND. PILOT WAS ABLE TO EXTEND THE GEAR DOWN BY HOLDING THE GEAR CIRCUIT BREAKER IN. PILOT NOTIFIED ATC AND LANDED SAFELY AT PSM WITHOUT INCIDENT.

ON APPROACH TO PHL, LANDING GEAR WOULD NOT EXTEND. PILOT PROCEEDED TO MANUALLY CRANK LANDING GEAR DOWN AND LANDED SAFELY AT PHL WITHOUT INCIDENT.

ENGINE CASE CRACK FROM CYLINDER NR3 LOWER AFT THRU BOLT AREA THRU MIDDLE OF CASE TOWARDS CYLINDER NR4 INCLUDING CRACK INTO THE OTHER CASE HALF.

LANDING LIGHT CIRCUIT BREAKER INTERMITTENT. THIS CIRCUIT BREAKER WAS REPLACED BY AD2008-13-17 IAW SB24-3807. NEW SWITCH CALLED FOR IN THE AD/SB 34-24-3807 IS INFERIOR TO THE SWITCH IT HAS REPLACED.

LT MAIN INBD GEAR DOOR ACTUATING LINK ASSY, PN 35-815227-4 INBD ROD END, PN 131553-4M CRACKED THRU THE THREADED SHANK OF THE ROD END.

PILOT REPORTED LOSING OIL PRESSURE ON THE LEFT ENGINE IN CRUISE FLIGHT. THE ENGINE WAS SHUT DOWN IN FLIGHT TO PREVENT DAMAGE. REMOVAL OF THE OIL FILTER AND ITS INSPECTION SHOWED METAL CONTAMINATION IN THE FILTER. THE ENGINE WAS REMOVED FROM SERVICE.

LEFT BRAKE CALIPER LOWER O-RING EDGE WAS DAMAGED FROM DEBRIS AND THE CALIPER WOULD NOT HOLD FULL FLUID PRESSURE.

DURING A SCHEDULED INSPECTION OF ENGINE, FOUND 5 OUT OF 5 INDUCTION GASKETS LEAKING. AFTER REMOVING INTAKE TUBES, OBSERVED THAT THE GASKETS WERE CRACKED AND TORN DURING INSTALLATION AT ASSEMBLY AT MFG AND WAS POSSIBILY CAUSE OF HIGH CHT READINGS.

ALTERNATOR FAILED IN FLIGHT. WIRES TO THE BRUSH BLOCK HAD BECOME DISCONNECTED INSIDE THE ALTERNATOR.

NR 3 CYLINDER ON LT ENGINE HAD A COMPLETE HEAD SEPARATION CAUSED BY THE FAILURE OF THE AREA AROUND THE INTAKE VALVE. THIS AREA IS THE COMMON FAILURE FOR MFG REV NR 3 CYLINDERS DUE TO A MFG DEFECT/DESIGN IN THE HEAD CASTING. THE AREA THICKNESS WAS MFG TOO THIN IN THIS AREA AROUND THE INTAKE VALVE WHEN MFG SWITCHED SUPPLIER.