Air Excursions, LLC

Operated by AIR EXCURSIONS LLC (per NTSB report)

The pilot's failure to maintain clearance from trees and terrain while in cruise flight in marginal visual meteorological conditions.

Operated by AIR EXCURSIONS LLC (per NTSB report)

The fatigue failure of the engine crankshaft for reasons that could not be determined during postaccident metallurgical examination.

Sanction: $3,000 · case closed 2013-02-05

Part: PUMP — LEAKING (ENGINE FUEL) · airframe 11,731 hrs

ENGINE WOULD NOT SHUT DOWN WITH MIXTURE CONTROL AT IDLE CUTOFF. FOUND ENGINE DRIVEN FUEL PUMP LEAKING FROM RELIEF VALVE INTO DECK PRESSURE REFERENCE LINE INTO INTAKE. ENGINE DRIVEN FUEL PUMP REPLACED WITH NEW.

Part: CYLINDER HEAD — CRACKED (NR 5 CYLINDER) · airframe 11,659 hrs

NR 5 CYLINDER HAD BLUE FUEL STAIN BLOWING ONTO COWLING. CYLINDER WAS REMOVED AND REPLACED WITH NEW DUE TO SUSPECTED HEAD CRACK. CYLINDER WAS SENT OUT FOR NDT WHICH VERIFIED A CRACKED CYLINDER HEAD.

Part: HEATER — LEAKING (ZONE 100) · airframe 11,478 hrs

PILOT REPORTED SMELL OF EXHAUST IN CABIN AND CO DETECTOR STARTED TO CHANGE COLOR WHEN RUNNING CABIN HEATER IN CLIMB. A PRESSURE DECAY TEST REVEALED A BREACHED COMBUSTION LINER IN THE CABIN HEATER (865.6 HOURS SINCE NEW). THE CABIN HEATER WAS REPLACED WITH NEW. THIS IS THE 2ND CONSECUTIVE HEATER BY THIS MANUFACTURER THAT HAS EXPERIENCED A SIMILAR FAILURE AT LESS THAN 1000 HOURS SINCE NEW. THE ROUTINELY SCHEDULED PRESSURE DECAY TESTS DO NOT START UNTIL 1000 HOURS SINCE NEW.

Part: TURBOCHARGER — LEAKING (LT ENGINE) · airframe 11,418 hrs

DURING ROUTINE 100 HOUR INSPECTION, THE LEFT TAILPIPE WAS FOUND TO HAVE BURNT OIL ON IT. THE TAILPIPE WAS REMOVED FOR FURTHER INVESTIGATION AND BURNT OIL WAS VISIBLE IN THE TURBOCHARGER AROUND THE TURBINE BEARING. DUE TO THIS OIL LEAK THE TURBOCHARGER WAS REMOVED AND REPLACED WITH SERVICEABLE.

Part: DISTRIBUTOR BLK — LOOSE (MAGNETO) · airframe 11,179 hrs

PILOT REPORTED LEFT ENGINE FAILED TO RUN ON RIGHT MAG. MECHANIC TROUBLESHOT AIRCRAFT, FOUND LEFT ENGINE FAILED TO RUN ON LEFT MAGNETO. THE LEFT MAGNETO WAS REMOVED AND OPENED. THE BUSHING IN THE DISTRIBUTOR BLOCK, P/N 10-391586, WAS FOUND TO BE LOOSE, ALLOWING THE DISTRIBUTOR FINGER TO CONTACT THE TOWERS. THE MAGNETO HAD 1271.3 TOTAL HOURS AND 86.9 SINCE A 500 HOUR INSPECTION, AT WHICH TIME THE BLOCK WAS REPLACED WITH NEW. WE HAVE HAD MULTIPLE INSTANCES OF THIS FAILURE MODE WITH THESE MAGNETOS. PREVIOUSLY THE MANUFACTURER BLAMED PROPELLER BALANCE AND WORN DRIVE RUBBERS, AND WE NOW REPLACE DRIVE RUBBERS AT EVERY MAGNETO REMOVAL AND PERFORM ROUTINE PROPELLER BALANCES, HOWEVER AFTER SPEAKING WITH THEM THIS TIME THEY HAVE NOW CHANGED VENDORS AND DESIGN OF THE PART IN AN ATTEMPT TO FIX THIS PROBLEM. THE LEFT ENGINE LEFT MAGNETO WAS REPLACED.

Part: FITTING — MISALIGNED (ENGINE) · airframe 10,630 hrs

THIS ENG WAS RECEIVED IN OVERHAULED CONDITION IN PREPARATION FOR INSTALLATION ON THE ACFT. DURING INSPECTION OF THIS ENG PRIOR TO INSTALLATION ON ACFT, IT WAS FOUND THAT THE FUEL PUMP INLET FITTING AS ALIGNED FROM THE MANUFACTURER WILL NOT ALLOW THE 3/16" CLEARANCE BETWEEN THE FUEL LINE & THE TURBOCHARGER SUPPORT BRACKET. THE PUMP WILL BE REMOVED & THE FITTING REPOSITIONED BEFORE INSTALLATION TO THE ACFT.

Part: FITTING — MISALIGNED (ENGINE) · airframe 10,630 hrs

THIS ENG WAS RECEIVED IN OVERHAULED CONDITION IN PREPARATION FOR INSTALLATION ON THE ACFT. DURING INSPECTION OF THIS ENG PRIOR TO INSTALLATION ON ACFT, IT WAS FOUND THAT THE FUEL PUMP INLET FITTING AS ALIGNED FROM THE MANUFACTURER WILL NOT ALLOW THE 3/16" CLEARANCE BETWEEN THE FUEL LINE & THE TURBOCHARGER SUPPORT BRACKET. THE PUMP WILL BE REMOVED & THE FITTING REPOSITIONED BEFORE INSTALLATION TO THE ACFT.

Part: CYLINDER — CRACKED (NR 5) · airframe 10,509 hrs

DURING A ROUTINE 100 HOUR INSPECTION, BLUE FUEL STAINING WAS FOUND ON THE TOP INTAKE SIDE OF THE NR 5 CYLINDER. CLOSER EXAMINATION REVEALED THAT THE CYLINDER WAS CRACKED, BETWEEN THE 14TH & 15TH COOLING FINS ON THE INTAKE SIDE OF THE CYLINDER HEAD INTO THE INTAKE PORT. THIS IS THE 7TH OCCURRENCE WE HAVE FOUND ON THIS SET OF ENGS IN 1833 HOURS SINCE A FACTORY OVERHAUL WITH ALL NEW OEM CYLINDERS. THE CYLINDER WAS REPLACED WITH NEW & BOTH THE MFG & THE FAA ARE INVESTIGATING. MFG SI 1553 ADDRESSES CRACKS IN THIS AREA & RECOMMENDS INSTALLING A CYLINDER FIN STABILIZER TO PREVENT THEM, HOWEVER THIS ENG WAS BUILT AFTER THAT SI WAS ISSUED & WAS NOT EQUIPPED WITH STABILIZERS, NOR DO NEW CYLINDERS COME OUTFITTED WITH THE STABILIZERS.

Part: CYLINDER — CRACKED (NR 5) · airframe 10,509 hrs

DURING A ROUTINE 100 HOUR INSPECTION, BLUE FUEL STAINING WAS FOUND ON THE TOP INTAKE SIDE OF THE NR 5 CYLINDER. CLOSER EXAMINATION REVEALED THAT THE CYLINDER WAS CRACKED, BETWEEN THE 14TH & 15TH COOLING FINS ON THE INTAKE SIDE OF THE CYLINDER HEAD INTO THE INTAKE PORT. THIS IS THE 8TH OCCURRENCE WE HAVE FOUND ON THIS SET OF ENGS IN 1833 HOURS, SINCE A FACTORY OVERHAUL WITH ALL NEW OEM CYLINDERS. THE CYLINDER WAS REPLACED WITH NEW & BOTH THE MFG & THE FAA ARE INVESTIGATING. MFG SI 1553 ADDRESSES CRACKS IN THIS AREA & RECOMMENDS INSTALLING A CYLINDER FIN STABILIZER TO PREVENT THEM, HOWEVER THIS ENG WAS BUILT AFTER THAT SI WAS ISSUED & WAS NOT EQUIPPED WITH STABILIZERS, NOR DO NEW CYLINDERS COME OUTFITTED WITH THE STABILIZERS.

Part: DISTRIBUTOR BLK — LOOSE (MAGNETO) · airframe 10,346 hrs

THE RT MAGNETO WAS REMOVED TO ACCESS A HYD PUMP. WHILE THE MAGNETO WAS REMOVED, THE DISTRIBUTOR WAS INSPECTED FOR LOOSENESS OF THE BUSHING DUE TO PREVIOUS FAILURES ON THIS TYPE OF MAGNETO. THE DISTRIBUTOR WAS FOUND TO HAVE A LOOSE BUSHING & THE MAGNETO WAS REPLACED WITH SERVICEABLE. MAGNETO HAD 716.1 HOURS SINCE OVERHAUL & 273.6 SINCE 500 HOUR INSPECTION.

Part: DISTRIBUTOR BLK — LOOSE (MAGNETO) · airframe 10,346 hrs

THE RT MAGNETO WAS REMOVED TO ACCESS A HYD PUMP. DUE TO PREVIOUS FAILURES ON THIS TYPE OF MAGNETO, THE DISTRIBUTOR BUSHING WAS INSPECTED FOR LOOSENESS. THE DISTRIBUTOR BUSHING WAS FOUND LOOSE & THE MAGNETO WAS REPLACED WITH SERVICEABLE. THIS MAGNETO HAD 704.7 HOURS SINCE OVERHAUL & 272.3 HOURS SINCE 500 HOUR INSPECTION.

Part: CYLINDER HEAD — CRACKED (NR 1) · airframe 10,337 hrs

WHILE PERFORMING OTHER MX, THE NR 1 CYLINDER ON THE LT ENG WAS FOUND TO BE CRACKED IN THE INTAKE PORT, BETWEEN THE 14TH & 15TH COOLING FINS. THE TELLTALE SYMPTOM IS BLUE FUEL STAINING COMING FROM THAT AREA. THIS IS THE 6TH CYLINDER WE HAVE HAD CRACK IN THIS SAME AREA ON THIS PAIR OF ENGS WITH NO EXPLANATION FROM THE MFG OTHER THAN THAT THEIR WARRANTY INVESTIGATION IS ONGOING.

Part: CYLINDER HEAD — CRACKED (NR 2) · airframe 10,320 hrs

DURING A ROUTINE 100 HOUR INSPECTION, THE NR 2 CYLINDER ON THE RT ENG WAS FOUND TO BE CRACKED IN THE INTAKE PORT, BETWEEN THE 14TH & 15TH COOLING FINS. THE TELLTALE SIGN IS BLUE STAIN EMANATING FROM THIS AREA. THIS IS THE 5TH CYLINDER WE HAVE FOUND CRACKED IN THE SAME PLACE ON THIS SET OF ENGS WITH NO EXPLANATION FROM THE MANUFACTURER.

Part: DISTRIBUTOR BLK — LOOSE (MAGNETO) · airframe 10,307 hrs

DURING CLIMB, THE RT ENG BEGAN TO RUN ROUGH & EXPERIENCED HIGH OIL & CYLINDER HEAD TEMPS. RETURNED TO THE DEPARTURE AIRPORT. PRELIMINARY INSPECTION SHOWED ALL RT ENG SPARK PLUGS WERE NORMAL & THUMB COMPRESSION EXISTED ON ALL 6 CYLINDERS. TRACED PROBLEM TO LT MAGNETO. WHEN LT MAGNETO WAS OPENED, IT WAS FOUND THAT THE DISTRIBUTOR GEAR BUSHING IN THE DISTRIBUTOR BLOCK HAD COME LOOSE, ALLOWING THE DISTRIBUTOR FINGER TO CONTACT THE TOWERS. THIS FILLED THE MAGNETO WITH METAL PARTICLES, CAUSING IT TO FIRE AT RANDOM. THIS IS THE 3RD OR 4TH SIMILAR OCCURRENCE WE HAVE HAD OF THIS ISSUE. THIS MAGNETO ONLY HAD 234 HOURS SINCE 500 HOUR INSPECTION & 969 HOURS SINCE NEW.

Part: PUMP — LEAKING (ZONE 400) · airframe 10,307 hrs

WHILE REPLACING A FAULTY MAGNETO, THE ENG DRIVEN FUEL PUMP WAS OBSERVED TO BE LEAKING FUEL FROM THE SEAL CAVITY, WHEN TURNING THE FUEL BOOST PUMP ON OR OFF, BUT NOT DURING RUNNING. THIS IS THE 3RD OCCURRENCE WE HAVE HAD OF SIMILAR LEAKAGE IN 3300 ENG HOURS. THE MFG MUST REMEDY THIS PROBLEM BECAUSE IN ADDITION TO THE HAZARD OF A LEAKY FUEL PUMP, THE REPLACEMENT OF AN ENG DRIVEN FUEL PUMP IS A VERY INVASIVE PROCEDURE WITH A LOT OF POTENTIAL FOR CAUSING OTHER PROBLEMS IF NOT CARRIED OUT PERFECTLY.

Part: CYLINDER — CRACKED (NR 3) · airframe 10,298 hrs

DURING TROUBLESHOOTING FOR A SMALL OIL LEAK, THE NR 3 CYLINDER ON THE LT ENG WAS FOUND TO BE CRACKED INTO THE INTAKE PORT BETWEEN THE 14TH & 15TH CYLINDER FINS. THIS IS THE 4TH SUCH CRACKED CYLINDER WE HAVE FOUND ON THIS PAIR OF ENGS. WE HAVE NOT RECEIVED ANY EXPLANATION FROM MFG.

Part: CYLINDER — CRACKED (RT ENGINE) · airframe 10,151 hrs

AFTER FINDING NR 6 & NR 4 CYLINDERS CRACKED, REFERENCE SDR YAX15091403 & YAX15091404, WE INSPECTED ALL OTHER CYLINDERS & FOUND NR 1 CRACKED AS WELL. THE TELLTALE SIGN WAS BLUE FUEL STAINING BETWEEN THE 14TH & 15TH COOLING FINS ON THE TOP OF THE INTAKE PORT SIDE OF THE CYLINDER. THE CRACKS START THERE & THEN PROGRESS. SERVICE INSTRUCTION 1553 ADDRESSES THIS PROBLEM, BOTH BY ADVISING TECHNICIANS TO LOOK FOR CRACKING IN THE AREA & TO PREVENT THE PROBLEM FROM OCCURRING BY INSTALLING A FIN STABILIZER. HOWEVER, THOUGH THAT BULLETIN WAS RELEASED OVER 2 YEARS AGO, MFG DOES NOT SHIP SPARE CYLINDERS WITH THE STABILIZER INSTALLED. ALSO, HISTORICALLY THIS IS NOT A COMMON ISSUE. THE DAMAGED CYLINDERS HAVE BEEN SENT TO MFG & OUR INVESTIGATION IS ONGOING.

Part: CYLINDER — CRACKED (RT ENGINE) · airframe 10,151 hrs

DURING CLIMB, THE PILOT REPORTED CHT ON THE NR 2 ENG WAS 450° & CLIMBING. HE EXECUTED A PRECAUTIONARY LANDING AT THE DEPARTURE AIRPORT. THE NR 6 CYLINDER, WHERE THE CHT PROBE IS LOCATED, WAS FOUND TO HAVE A CRACK FROM THE UPPER SPARK PLUG HOLE TO THE INTAKE VLV. THE NR 6 CYLINDER WAS REPLACED WITH NEW, & ALL OTHER CYLINDERS ON THE ENG WERE INSPECTED RESULTING IN FINDING 2 OTHER CYLINDERS THAT APPEARED TO HAVE CRACK INITIATION. THE CRACKS START BETWEEN THE 14TH & 15TH COOLING FINS ON THE TOP OF THE INTAKE PORT SIDE OF THE CYLINDER. THE FIRST EVIDENCE OF A PROBLEM IS BLUE FUEL STAINING IN THIS AREA, WHICH WE INITIALLY MISTOOK FOR A LEAKING INTAKE GASKET. SERVICE INSTRUCTION 1553 ADDRESSES THIS PROBLEM, BOTH BY ADVISING TECHNICIANS TO LOOK FOR CRACKING IN THE AREA & TO PREVENT THE PROBLEM FROM OCCURRING BY INSTALLING A FIN STABILIZER. HOWEVER, THOUGH THAT BULLETIN WAS RELEASED OVER 2 YEARS AGO, MFG DOES NOT SHIP SPARE CYLINDERS WITH THE STABILIZER INSTALLED. ALSO, HISTORICALLY THIS IS NOT A COMMON ISSUE. THE DAMAGED CYLINDERS HAVE BEEN SENT TO MFG & OUR INVESTIGATION IS ONGOING.

Part: CYLINDER — CRACKED (RT ENGINE) · airframe 10,151 hrs

AFTER FINDING NR 6 CYLINDER CRACKED, REFERENCE SDR YAX15091403, WE INSPECTED ALL OTHER CYLINDERS & FOUND NR 4 CRACKED AS WELL. THE TELLTALE SIGN WAS BLUE FUEL STAINING BETWEEN THE 14TH & 15TH COOLING FINS ON THE TOP OF THE INTAKE PORT SIDE OF THE CYLINDER. THE CRACKS START THERE & THEN PROGRESS. SERVICE INSTRUCTION 1553 ADDRESSES THIS PROBLEM, BOTH BY ADVISING TECHNICIANS TO LOOK FOR CRACKING IN THE AREA & TO PREVENT THE PROBLEM FROM OCCURRING BY INSTALLING A FIN STABILIZER. HOWEVER, THOUGH THAT BULLETIN WAS RELEASED OVER 2 YEARS AGO, MFG DOES NOT SHIP SPARE CYLINDERS WITH THE STABILIZER INSTALLED. ALSO, HISTORICALLY THIS IS NOT A COMMON ISSUE. THE DAMAGED CYLINDERS HAVE BEEN SENT TO MFG & OUR INVESTIGATION IS ONGOING.

Part: PUMP — LEAKING (LT ENGINE) · airframe 9,667 hrs

WHILE PARKED ON THE RAMP, THE AIRPLANE WAS FOUND TO HAVE FUEL LEAKING FROM THE ACCESSORY CASE SEAL DRAIN LINE ON THE LT ENG. THE ENG DRIVEN FUEL PUMP WAS FOUND TO HAVE A SHAFT SEAL LEAK THAT SEALED ITSELF WHEN PRESS WAS APPLIED WITH THE BOOST PUMP OR BY RUNNING THE ENG. THE PUMP WAS REPLACED WITH SERVICEABLE. THIS IS THE 2ND INCIDENT OF IDENTICAL LEAKAGE THAT WE HAVE OBSERVED WITH THESE PUMPS.

Part: SHUTTLE VALVE — BROKEN (NLG) · airframe 9,608 hrs

SHUTTLE VLV FRACTURED IN THE FITTING THAT THREADS INTO NLG ACTUATOR RESULTING IN INABILITY TO EXTEND THE GEAR BY HYD OR NITROGEN PRESS.

Part: PUMP — LEAKING (RT ENGINE) · airframe 9,435 hrs

WHILE ACFT WAS PARKED IN HANGAR, THE ACFT WAS OBSERVED TO HAVE FUEL DRIPPING FROM THE ENG ACCESSORY DRIVE DRAIN LINE. THE ENG DRIVEN FUEL PUMP WAS FOUND TO HAVE A SLOW LEAK FROM THE DRIVE SHAFT SEAL WHILE DEPRESSURIZED, WHICH CEASED WHEN PRESS WAS APPLIED TO THE FUEL SYS WITH THE BOOST PUMP OR BY RUNNING THE ENG. THE PUMP WAS REPLACED WITH SERVICEABLE.

Part: ENGINE — POWER LOSS · airframe 9,619 hrs

AIRCRAFT DEPARTED FOR A 2 HOUR FLIGHT. THE PILOT NOTICED FLUCTUATION IN OIL PRESSURE AND REMAINED AT 8000 FT AGL UNTIL OVER THE AIRPORT. WHILE CIRCLING TO LAND, THE ENGINE FAILED TO PRODUCE POWER. PILOT LANDED SAFELY WITHOUT POWER ON THE AIRFIELD.

Part: CRANK ASSY — BROKEN (ZONE 400) · airframe 14,940 hrs

PRIOR TO EVENT FLIGHT PILOT REPORTED AN UNUSUAL SOUND WHILE ON APPROACH TO LAND. THE ENGINE FAILED 35 MINUTES INTO A 40 MINUTE FLIGHT. THE PILOT PULLED THE THROTTLE IMMEDIATELY ONCE THE ENGINE BEGAN TO VIBRATE AND CONTINUED TO SECURE THE ENGINE AND ACFT FOR AN OFF FIELD LANDING.

Part: CRANKCASE — CRACKED (ZONE 400) · airframe 13,594 hrs

CRACK WAS DISCOVERED IN THE FORWARD LEFT CASE HALF PROPAGATING OUT FROM NR 2 CYLINDER BASE. DAMAGE FOUND DURING ROUTINE 100 HOUR INSPECTION. ENGINE GROUND RUN CONFIRMED CRACK WAS LEAKING OIL.

Part: CRANKCASE — CRACKED (ENGINE) · airframe 11,180 hrs · 18,360 cycles

A 5-6 IN CRACK DEVELOPED IN CRANKCASE HALF JUST FWD OF THE NR 6 CYL BETWEEN THE OIL DIPSTICK AND THE TOP LT THRU BOLT ON THE NR 6 CYL. OIL WAS DISCOVERED IN THAT AREA AND THE ENG WAS WASHED AND CLEANED AND THEN DYE PENETRANT WAS SPRAYED AND THE CRACK WAS DISCOVERED. THE ENG WAS REMOVED FROM ACFT AND RETURNED TO OVERHAUL SHOP FOR SERVICING.

Part: BOLT — BROKEN (NR 1 CYLINDER)

FOUND BOLT BROKEN AT NR 1 CYLINDER BASE. NUT AND SPACER FROM OPPOSITE SIDE MISSING AT TIME OF INSPECTION. (K)

Part: PUMP — FLUCTUATES (FUEL SYSTEM)

FUEL FLOW FLUCUATION AND SURGING. SOME CASES ENGINE QUITING. (K)

Part: ADC — MALFUNCTIONED (COCKPIT)

ADC REPORTING TO IDU VARIED ALTITUDE OF +800 FEET. CROSSWIND COMPONENT ERRONEOUS AT TIMES. UNIT INSTALLED AS PART OF EFIS-SV SYSTEM.

Part: PUMP — FAILED (FUEL SYSTEM)

UPON TAKE-OFF, THE ENGINE FALTURED AND STUTTERED, THE PILOT EXITED THE RUNWAY AND UNLOADED PASSENGERS AND FREIGHT. THE AIRCRAFT WAS BROUGHT TO THE SHOP WHERE IT WAS DISCOVERED THAT THE FUEL PRESSURE WAS LOW. THE MECHANICS REPLACED THE ENGINE DRIVEN FULE PUMP, AIRCRAFT WAS TEST FLOWN AND THEN RETURNED TO SERVICE. (AL05200402659) (K)