LYNCH FLYING SERVICE INC

AIRCRAFT WAS IN CRUISE FLIGHT AT 16,000 FT ENROUTE KBZN FROM KBIL WHEN THE RIGHT (COPILOT) WINDSHIELD SHATTERED. AT THAT TIME, THE FLIGHT CREW RETURNED TO KBIL AND LANDED WITHOUT INCIDENT.

DEPARTED KBIL ENROUTE KMSO. AFTER TAKEOFF THE CREW REPORTED THAT THE FLAPS WOULD NOT RETRACT BEYOND THE APPROACH POSITION. THEY THEN RETURNED TO KBIL WITHOUT INCIDENT. MAINTENANCE REPLACED THE FLAP MOTOR AND THE FLAPS OPS CHECKED GOOD.

DURING A "COMPLETE INSPECTION" IAW BEECH MAINTENANCE MANUAL CH. 05 THE LOWER RUDDER ATTACH BOLTS WERE INCORRECT P.N'S INSTALLED. THE FOLLOWING PARTS WERE FOUND INSTALLED WHICH RESULTED IN THE LOWER RUDDER MOUNT LOOSE ON THE RUDDER BELLCRANK WERE AS FOLLOWS 3 EACH BOLT P.N. 1104-12 (GRIP LENGTH .75 INCHES), IT WAS DISCOVERED THE REQUIRED WASHER P.N. AS960-416 UNDER THE BOLT HEAD AND NUT WERE MISSING AND 3 EACH NUT'S P.N. 130909N32. THE NUTS ARE FOUND TO BE CORRECT P.N.

AFTER DEPARTING KBIL FOR KGGW THE CREW OBSERVED LOSS OF PRIMARY AIRSPEED INDICATION SO THEY RETURNED TO KBIL WITHOUT INCIDENT.

WHILE ON APPROACH INTO BFI FROM BIL, THE LANDING GEAR EXTENDED UN-COMMANDED, THE LANDING GEAR HANDLE LIGHT (IN-TRANSIT LIGHT) ILLUMINATED, THE "HYD LOW" ANNUNCIATOR LIGHT ILLUMINATED AND THE LANDING GEAR CIRCUIT BREAKER POPPED. THE THREE GREEN "GEAR DOWN AND LOCKED" LIGHTS DID NOT ILLUMINATE. THE CREW PERFORMED A "GO-AROUND". THEY SELECTED THE LANDING GEAR HANDLE DOWN AND RESET THE LANDING GEAR CIRCUIT BREAKER BUT THE GEAR DID NOT EXTEND TO THE DOWN AND LOCKED POSITION. THE CB POPPED AGAIN AFTER 5 SECONDS. THE CREW THEN PERFORMED A MANUAL LANDING GEAR EXTENSION WHICH LOCKED ALL THREE GEAR DOWN AND THE THREE GREEN LIGHTS ILLUMINATED. THEY THEN LANDED AT BFI WITHOUT INCIDENT. DURING THE POST FLIGHT INSPECTION THE CREW DISCOVERED HYDRAULIC FLUID DRIPPING OUT OF THE RIGHT MAIN LANDING GEAR WELL. MAINTENANCE INSPECTED THE AIRCRAFT AND FOUND A HYDRAULIC LINE TO THE RIGHT MAIN LANDING GEAR ACTUATOR HAD RUPTURED AND THE LANDING GEAR HYDRAULIC RESERVOIR EMPTY.

WHILE ON APPROACH TO KBIL FROM KSLC, THE CREW NOTICED THAT THE "LEFT LANDING GEAR" DOWN AND LOCKED LIGHT DID NOT ILLUMINATE AFTER LANDING GEAR EXTENSION. THE LANDING GEAR HANDLE LIGHT (GEAR IN TRANSIT) HAD EXTINGUISHED. THE CREW THEN ABORTED THE APPROACH AND RETRACTED THE LANDING GEAR NORMALLY. THE CREW EXTENDED THE LANDING GEAR AGAIN AND THE LEFT LANDING GEAR LIGHT DID NOT ILLUMINATE. THEY THEN RETRACTED THE LANDING GEAR AND PERFORMED AN EMERGENCY LANDING GEAR EXTENSION PER THE CHECKLIST. LEFT LANDING GEAR LIGHT DID NOT ILLUMINATE. THE PILOT PRESSED THE LANDING GEAR LIGHT PTT SWITCH AND THE LEFT LANDING GEAR LIGHT ILLUMINATED AND STAYED ON. THE CREW THEN DECLARED AN EMERGENCY AND DID A NORMAL LANDING WITHOUT ANY ISSUES.

APPROXIMATELY 45 MINUTES AFTER DEPARTING KBIL WHILE IN CRUISE FLIGHT, THE CREW OBSERVED THE PILOTS ALTIMETER CLIMBING RAPIDLY WITHOUT STOPPING. THE CREW RETURNED TO KBIL WITHOUT INCIDENT. MAINTENANCE REPLACED THE PILOTS ALTIMETER WITH AN OVERHAULED UNIT AND OPS CHECK GOOD.

ON CLIMB OUT FROM KBIL THE FLIGHT CREW OBSERVED THE "LEFT BLEED FAIL" ANNUNCIATOR LIGHT ILLUMINATE. THEY RETURNED TO KBIL WITHOUT INCIDENT. MAINTENANCE REPLACED THE LEFT BLEED AIR PRESSURE SWITCH WITH A SERVICEABLE PRESSURE SWITCH AND THE SYSTEM OPS CHECKED GOOD. THE AIRCRAFT WAS RETURNED TO SERVICE.

ON CLIMB OUT FROM KBIL THE FLIGHT CREW NOTICED LOSS OF PRESSURIZATION. DESCENDED AND RETURNED TO KBIL WITHOUT INCIDENT. UPON INSPECTION, IT WAS DISCOVER THAT THE CABIN DOOR SEAL HAD A CUT IN IT. MAINTENANCE REPLACED THE CABIN DOOR SEAL AND RETURNED THE AIRCRAFT TO SERVICE.

WHILE TAXIING OUT, THE PILOTS FOUND THE BRAKES DIFFICULT TO ACTUATE SO THEY RETURNED TO THE FBO. MAINTENANCE FOUND THE LH MLG SPEED TRANSDUCER RETAINING SCREWS NOT FULLY ENGAGED INTO THE SPEED TRANSDUCER HOUSING. MAINTENANCE INSPECTED THE LH SPEED TRANSDUCER, ASSOCIATED WIRING AND SCREWS WITH NO DEFECTS FOUND. THEY REINSTALLED THE TRANSDUCER AND SCREWS, SAFTIED THE SCREWS AND REINSTALLED THE HUB CAP. MAINTENANCE TAXIED THE AIRCRAFT AND THE BRAKES OPS CHECKED GOOD. THEY CLEARED THE DISCREPANCY AND THE FLIGHT CREW LEFT WITH NO DIFFICULTIES.

AT APPROXIMATELY 0730 ON 13 OCT 2022, AIRCRAFT N90EJ WAS ON TAKE OFF ROLL FROM BIL TO XWA WHEN THE PILOT OBSERVED THE LEFT WING FUEL CAP POP OFF. THE PILOT ABORTED THE TAKE OFF AND RETURNED TO THE RAMP AT WHICH TIME THE LEFT WING FUEL CAP WAS REINSTALLED AND LOCKED DOWN. THE AIRCRAFT THEN TAXIED BACK TO THE RUNWAY AND CONTINUED ON TO XWA WITHOUT INCIDENT.

10/6/2022: N912SV LEFT KBIL @ APPROXIMATELY 2340 ENROUTE 1S3 (FORSYTH, MT). UPON REACHING CRUISE, THE PILOT OBSERVED THE "GEAR UNSAFE" LIGHT ILLUMINATED. AFTER A FEW MINUTES, THE LIGHT BECAME INTERMITTENT. THE CREW EXTENDED THE LANDING GEAR AND OBSERVED 3 GREEN LANDING GEAR "DOWN AND LOCKED" LIGHTS WITH NO "GEAR UNSAFE" LIGHT. THE CREW DECIDED TO RETURN TO KBIL AT THIS POINT. THE AIRCRAFT LANDED BACK AT KBIL @ APPROXIMATELY 0020 WITHOUT INCIDENT.

10 MINUTES INTO A FLIGHT TO KLWT FROM KBIL THE FLIGHT CREW OBSERVED THE CO-PILOT ATTITUDE GYRO WAS NOT WORKING PROPERLY. THEY RETURNED TO KBIL WITHOUT INCIDENT.

PILOT REPORTED AN ODOR FROM THE AIR CONDITIONING VENTS UPON LANDING. THE AIRCRAFT WAS INSPECTED AND NO FAULTS WERE FOUND. THEY THEN TOOK IT ON A TEST FLIGHT AND COULD NOT DUPLICATE THE REPORTED ODOR.

SEVERE CORROSION ON THE CENTER WING UPPER FUEL PROBE DISH AND THE UPPER SKIN AUXILIARY TANK DISH FLANGE.

DURING TAXI OUT FOR A TEST FLIGHT, PILOT REPORTED THE STEERING PULLING HARD TO THE RIGHT REQUIRING EXTREME BRAKING TO KEEP THE ACFT STRAIGHT. INSPECTION IN MX DISCOVERED THE RETAINER IN THE END OF THE STEERING BARREL HAD BROKEN CAUSING THE CONTENTS OF THE BARRELL ASSY TO SHIFT, WHICH IN TURN IMPEDED DIRECTIONAL CONTROL OF THE NOSE WHEEL STEERING ASSY.

LANDING GEAR FAILED TO RETRACT AFTER TAKEOFF. THE NR 2 ELECTRICAL BUSS WAS WITHOUT POWER. MX FOUND THAT BOTH THE BUSS FEED DIODES HAD FAILED OPEN.

RIGHT WINDSHIELD INNER PANE SHATTERED DURING CRUISE FLIGHT. CREW REPORTS THERE WAS A SLIGHT CHANGE IN THE WINDSHIELDS APPEARANCE, APPROX 2 TO 5 MINUTES BEFORE IT FAILED.

FLAP ACTUATOR PISTON FOUND CRACKED (SPLIT ACTUALLY) NEARLY ITS FULL LENGTH.

INLET ANTI-ICE TUBE FOUND TO BE CRACKED AT NACELLE BULKHEAD ATTACH FLANGE. 2 OF THE ATTACH BRACKETS WERE ALSO BROKEN.

A CASTING ARM ATTACHED TO THE RUDDER TORQUE TUBE WAS DISCOVERED TO HAVE ALL 6 ATTACHING RIVETS LOOSE AND WORKING.

ENGINE DRIVEN FUEL PUMP COUPLING AND DRIVE SHAFT CORRODED AND STRIPPED OUT. PUMP STOPPED AND ENGINE FLAMED OUT.

BLEED AIR FAIL WARNING LIGHT CAME ON IN FLIGHT. FOUND BLEED TUBE SPLIT.

THE ENGINE COWLING LATCH INDICATED THE UPPER AND LOWER COWLS WERE PROPERLY LATCHED. THEY WERE NOT AND THE ENGINE COWL CAME LOOSE DURING A GROUND PERFORMANCE RUN. THE AFT PART OF THE UPPER FORWARD COWL LIFTED UP CAUSING THE FORWARD PORTION OF THE COWL TO CONTACT THE PROP. THIS DAMAGED THE UPPER COWL BY GRINDING AWAY THE FRONT FLANGE. WE DISCOVERED THE AFT TO FWD UPPER COWL BOLT WAS TOO LONG AND PREVENTED THE LATCH HOOK FROM ENGAGING THU BAR ON THE UPPER COWL. HOWEVER, THE "LATCHED" INDICATOR LINE ON THE LATCH BOLT WAS IN THE PROPER LOCATION FOR A LATCHED COWL. I WILL FWD PICTURES.

FOUND CRACKS IN THE WING SKIN ON THE LT WING UPPER CENTER SECTION WHERE IT IS RIVETED TO THE ATTACH FITTING. THE FORWARD OB FAIRING NEXT TO THE NACELLE MUST BE LIFTED TO SEE THE CRACKS. LIKELY CAUSED BY LANDING CYCLES AND FATIGUE. SUBMITTER ADVISES THAT MFG HAS A FIX FOR THIS PROBLEM.

DURING PRE-FLIGHT FOUND EXCESSIVE PLAY BETWEEN ELEVATOR TRAILING EDGES. AIRCRAFT DID NO DISPATCH. REMOVED ELEVATOR, DISASSEMBLED LEFT TORQUE TUBE. FOUND TORQUE TUBE CRACKED ALMOST 3/4 OF THE WAY AROUND THE CIRCUMFRANCE OF THE TORQUE TUBE SURFACE. INSTALLED NEW TORQUE TUBE ASSEMBLY. TORQUE TUBE TOTAL TIME 5468 HOURS. INSPECTION INTERVAL IS 1000 HOURS. NEXT INPSECTION DUE IN 451 HOURS PER SERVICE BULLETIN 21-45.

IF CENTRAL INSTRUMENT AIR FILTER GETS WET, THE FILTER FIBERS EXPAND AND BLOCKS THE FLOW OF AIR TO VACUUM INSTRUMENT SYSTEM. THIS BLOCKAGE OF AIR FLOW RESULTED IN THE PILOT MAKING AN EMERGENCY LANDING IN LOW CEILINGS/IFR CONDITIONS DUE TO THE VACUUM INSTRUMENT (BOTH SIDES) FAILING. THE FILTER BECAME WET DURING A HEAVY RAIN WHILE LOADING BAGGAGE IN THE NOSE BAGGAGE COMPARTMENT. THE FILTER IS MANUFACTURED BY DONALDSON MFG (PN PIO-5290 OR 294501-0203) FOR DISTRIBUTION BY CESSNA. THIS TYPE FILTER IS INSTALLED IN THE CESSNA CE-340, AND ALL CE-400 SERIES CESSNA AIRCRAFT. MFG P/N PIO-5290 OR 294501-0203.

THE DEFECT WAS FOUND DURING A REGULAR INSPECTION. UPON VISUAL INSPECTION THROUGH THE EXHAUST DUCTS, NOTED THE INNER SECTION DUCT ASSY PN 3106820-01 HAD SPLIT, BROKE UP AND CURLED UP. THE END OF THIS CURLED UP METAL PIECE OF THE DUCT HAD COME IN CONTACT WITH THE POWER TURBINE, THEREFORE, DESTROYING ALL THE POWER TURBINE BLADES. THE BLADES WERE CUT THROUGH EXACTLY THE SAME WAY. THE DEEPEST CUT ON EACH BLADE WAS ALMOST ONE-THIRD OF THE WAY THROUGH. THE LENGTH OF THE DAMAGE ON EACH BLADE WAS ALMOST 1.50 INCHES LONG. SUBMITTER STATED CATASTROPHIC ENGINE FAILURE WAS POSSIBLE.

DEFECT WAS FOUND DURING A REGULAR INSPECTION. UPON VISUAL INSPECTION THROUGH EXHAUST DUCTS, NOTICED THE 'SKI SLOPE' INNER SECTION DUCT ASSY PN 31068200-01 MISSING THE AFT PORTION OF ITS TAPERED CONE. NOTED THE POWER TUBE DAMAGED AND ALL BLADES DESTROYED. APPARENTLY, A PIECE OF IT HAD CURLED UP AND ENGAGED ITSELF WITH THE POWER TURBINE, THEREFORE, GRINDING OUT THE CENTER OF EACH POWER TURBINE BLADE EQUALLY. THE AFT PART OF THE CONE IS MISSING. THE BLADES WERE CUT THROUGH EXACTLY THE SAME WAY. THE DEEPEST CUT ON EACH BLADE WAS ALMOST ONE-THIRD OF THE WAY THROUGH. THE LENGTH OF THE DAMAGE ON EACH BLADE WAS ALMOST 1 INCH. SUBMITTER STATED CATASTROPHIC ENGINE FAILURE WAS POSSIBLE.