WRIGHT AIR SERVICE INC

Operated by Wright Air Service, Inc (per NTSB report)

Operated by WRIGHT AIR SERVICE INC (per NTSB report)

Operated by Wright Air Service Inc (per NTSB report)

Operated by WRIGHT AIR SERVICE INC (per NTSB report)

Operated by WRIGHT AIR SERVICE INC (per NTSB report)

Operated by Wright Air Service, Inc. (per NTSB report)

Operated by Wright Air Service (per NTSB report)

Operated by Wright Air Service (per NTSB report)

Operated by WRIGHT AIR SERVICE INC (per NTSB report)

Operated by Wright Air Service (per NTSB report)

Operated by Wright Air Service (per NTSB report)

Operated by Wright Air Service (per NTSB report)

Operated by WRIGHT AIR SERVICE INC (per NTSB report)

Operated by WRIGHT AIR SERVICE INC (per NTSB report)

Operated by Wright Air Service, Inc. (per NTSB report)

WHEN CONDUCTING A ROUTINE APPROVED MODIFICATION OF THE RIGHT FLAP WE FOUND THAT THERE WAS A CRACK IN THE AFT INBOARD SPAR (P/N 2625005-18 AT THE BEND RADIUS BETWEEN WS68 AND WS53.5. THE AIRCRAFT HAS A TOTAL TIME OF 3700 HOURS ON IT WHEN THE CRACK WAS DISCOVERED. WE SUBMITTED A SIMILAR M/D REPORT WITH AN INCIDENT DATE OF 04/26/18 AND THE OPINIONS PUT FORTH IN THAT ON HOLD TRUE. THE SKIN AD RIBS IN THIS AREA SHOULD BE MADE OF A THICKER ALUMINUM AND THE RIBS MAY NEED TO MIRROR THE FRONT SPAR IN NUMBER.

NO BRAKES WERE NOTED BY PILOT FOR LEFT TIRE. MAINTENANCE INSPECTED AIRCRAFT AND DETERMINED THAT THE LEFT BRAKE MASTER CYLINDER HAD FAILED. THE UNIT IS SUSPECTED TO HAVE INTERNAL LEAKAGE. UNIT WAS REPLACED AND NO FURTHER ISSUES WERE NOTED

DURING AIRCRAFT GROUND OPERATIONS, IT WAS NOTED THAT THE LEFT WHEEL BRAKE CALIPER WAS DISCOVERED BROKEN. MAINTENANCE INSPECTED THE DEFECT AND NOTED THAT THE LEFT MAIN LANDING GEAR BRAKE CALIPER ANCHOR BOLT BROKEN. REPLACED THE BRAKE ASSEMBLY, TORQUE PLATE, AND WHEEL ASSEMBLY. THE BRAKE ASSEMBLY HAD ACCUMULATED 422.5 HRS. SINCE DETAILED BENCH INSPECTION.

THE RIGHT ELEVATOR HAS SMOKING RIVETS ON THE INBOARD BUTT RIB WHERE THE TORQUE TUBE ATTACHES. VISUAL INSPECTION INDICATES THAT ALL OF THE ATTACH RIVETS EXCEPT FOR THREE ARE SMOKING. THE LEFT ELEVATOR LOOKS CONSIDERABLY BETTER THAN THE RIGHT SIDE BUT ONE RIVET HAS A BIT OF SMOKE COMING OFF OF IT.

A DISCREPANCY WAS NOTED BY PILOT OF HIGH OIL PRESSURE, A MECHANIC WAS SOON DISPATCHED TO TURN THE OIL PRESSURE DOWN. HE TURNED DOWN THE OIL PRESSURE FROM THE OIL RELIEF VALVE AND REINSTALLED IAW ENGINE MFG DATA, WHEN COMPLETE HE PERFORMED AN OPS AND LEAK CHECK WHICH WAS SATISFACTORY. A WEEK LATER THE OIL RELIEF VALVE CAME LOOSE IN FLIGHT, THE PILOT HAD A PUFF OF SMOKE INTO THE COCKPIT AND TURNED OFF THE MASTER SWITCH, THE SMOKE MOMENTARILY WENT AWAY BUT THEN THE ENGINE STARTED TO RUN ROUGH WITH PARTIAL RPM LOSS. THE PILOT TURNED BACK TO AIRPORT AND LANDED. HE INSPECTED THE ENGINE FINDING SUBSTANTIAL OIL ON COWLING AND CALLED FOR MAINTENANCE SUPPORT. WHEN MAINTENANCE SUPPORT ARRIVED, HE FOUND THE REGULATOR HAD BACKED OFF ENOUGH TO OVERBOARD DUMP ALL THE ENGINE OIL. WHEN INSPECTED, HE FOUND THE OIL RELIEF VALVE WAS ADJUSTED ALMOST ALL THE WAY OUT WITH SEVERAL THREADS LEFT ON THE RELIEF VALVE SCREW TO GET THE ENGINE INTO THE GREEN PRESSURE RANGE. WE BELIEVE THE SMALL AMOUNT OF THREADS WITH LONG SAFETIES IN PLACE ALLOWED THE REGULATOR TO BACK OUT. WE'RE DEVELOPING A NEW PROCEDURE AND RII TO VERIFY THREAD LENGTH BEFORE RELEASING AIRCRAFT BACK TO SERVICE.

STANDBY POWER ANNUNCIATOR LIGHT WON’T GO OUT. INSPECTED ACFT & FOUND THAT THE RETAINING RING FOR THE STANDBY ALTERNATOR DRIVE PULLEY HAD FAILED. DUE TO THIS FAILURE THE DRIVE PULLEY HAD MIGRATED OUT OF THE HOUSING ASSEMBLY & WAS LYING IN THE ENG COWLING ASSEMBLY. THE DRIVE ASSEMBLY WAS REPLACED AS AN ASSEMBLY.

CRACKS FOUND IN UPPER TUBE OF CARRY THRU ASSEMBLY, PN 391-030-401-30, AT LOW POINT OF THE TWO CUT OUTS WHICH ARE MILLED IN THE TUBE TO ALLOW INSTALLATION OF WING ATTACH BOLT. THE MILLING PROCESS LEFT A SHARP EDGE THAT CREATED A STRESS RISER. THIS IS A CRITICAL FACTOR CONTRIBUTING IN HOW THESE CRACKS DEVELOP. WE HAVE SINCE DRESSED THE SHARP EDGES ON OUR OTHER CARRY THRU ASSEMBLIES TO FORM A 1/8" RADIUS POLISHED BULL NOSE PROFILE.

CRACKS FOUND IN CARRY THRU ASSEMBLY AT LOW POINT OF MILLED CUT OUTS IN UPPER TUBE OF ASSEMBLY. THE MILLING PROCESS LEFT A SHARP EDGE CREATING A STRESS RISER. THIS WAS A FACTOR CONTRIBUTING TO CRACKS DEVELOPING. WE HAVE DRESSED OUR OTHER CARRY THRU ASSEMBLIES TO A 1/8" RADIUS POLISHED BULL NOSE PROFILE.

AFTER COMPLETING ROUTINE LANDING, PILOT NOTED THAT THE LT ENGINE WAS RUNNONG ROUGH ON GROUND WITH HIGH MANIFOLD PRESSURE AND THE LT FUEL FLOW INDICATED ZERO IN FLIGHT WHEN LEANED. ON INVESTIGATION, THE LEFT ENGINE CYLINDER NR 4 EXHAUST VALVE SEAT WAS DISLODGED AND WAS PREVENTING THE EXHAUST VALVE FROM CLOSING. THE PISTON WAS GOUGED BY THE PARTIALLY OPEN EXHAUST VALVE AND A PORTION OF CYLINDER MATERIAL WAS MISSING BETWEEN THE SPARK PLUG HOLE AND THE DISLODGED VALVE SEAT. THIS ENGINE HAS BEEN INSTALLED SINCE APRIL 21, 2015 AND HAD ACCRUED 166.4 HOURS SINCE OVERHAUL.

SERVO, FAILURE OF THE TACH GENERATOR.

CRACKS FOUND IN .025 ALUMINUM WEB RIVETED TO FORWARD SIDE OF STABILATOR HORN ASSEMBLY P/N 250-020-401.

WHILE PERFORMING A 100 HOUR INSPECTION A .5 INCH CRACK WAS FOUND RADIATING FROM THE LIGHTENING HOLE IN .063" STEEL COVER/SPLICE PLATE, P/N 391-020-305-2 BOLTED TO FORWARD SIDE OF HORIZONTAL STABILATOR CENTER BOX/SPLICE STRUCTURE. THIS STRUCTURE ATTACHES THE LEFT AND RIGHT HORIZONTAL TAIL ASSEMBIES (P/N'S 250-020-001-0 AND -1) TOGETHER.

DURING A ROUTING 100HR/ANNUAL INSPECTION, CRACKS WERE FOUND IN SUPPORTING .025 WEB OF HORIZONTAL STABILATOR HORN ASSY AND ALSO A CRACK RADIATING FROM LIGHTNING HOLE OF .063 FORWARD COVER PLATE (PN 391-020-305-2) THAT IS PART OF THE BOLTED ASSEMBLIES SECURING THE 2 STABILATOR HALFS TOGETHER.

UNIT FAILED 97.207, D-CHECK THIS IS 1 OF 7 UNITS THAT HAVE FAILED IN THE LAST YEAR.

ELT FAILED G-SWITCH TEST.

ELT FAILED G-SWITCH TEST.

ELT FAILED G-SWITCH TEST.

ANTENNA, PN 110-773 APPEARS TO BE BROKEN INTERNALLY. THE TOP PORTION OF THE ANTENNA, INCLUDING THE WIRE WHIP, CAN BE EASILY LIFTED OFF THE BASE. VISUAL INSP ALONE WILL NOT REVEAL THIS DISCONNECT. THIS ANTENNA IS PART OF THE ME406 ELT SYSTEM. THIS IS THE 4TH INCIDENT OF THIS CONDITION ON VARIOUS AIRPLANES IN THE FLEET ALL OF WHICH HAD LOWER TIME AND CYCLES ON THE ANTENNA THAN THIS ONE.

ELT G-SWITCH FAILED TEST.

HAVE HAD A CHRONIC PROBLEM WITH BREAKAGE OF STARTER CLUTCH SPRING PN 643109 WHICH IS A COMPONENT OF STARTER ADAPTER PN 643259A. THERE HAVE BEEN 9 FAILURES OF THIS SPRING IN 1592 HRS OF OPERATION. AVERAGE TIS HAS BEEN 173 HRS, WORST TIS 18 HRS, BEST TIS 422 HOURS. PROBLEM PERSISTS EVEN AFTER REPLACING ENGINE WITH NEW ENGINE WITH FAILURES AT 90 TIS AND 701 STIS. MAG TIMING HAS ALWAYS BEEN FOUND AT SEC MAGS, STARTER CONTACTOR, AND MAG SWITCH HAVE ALL BEEN REPLACED IN PURSUING CAUSE OF THESE FAILURES. THE CROSS SECTION OF THE CLUTCH SPRING FOR THIS CURRENT ADAPTER IS SMALLER THAT THE SPRING FOR THE EARLIER STYLE STARTER ADAPTER.

AFTER A "HEADS UP" FROM ANOTHER OPERATOR, THE RUDDER TORQUE TUBE PN 2633066-3 WAS INSPECTED FOR CORROSION. INITIAL INSP REAVEALED CORROSION ON MUCH OF THE EXPOSED SURFACES OF THE FRAME, PN 2633014-1 AND SUPPORT PLATE PN 2633017-1 WHICH ARE LOCATED INSIDE THE RUDDER. THE LOWER PORTION OF THE TUBE AND BELLCRANK EXTENDING OUTSIDE THE RUDDER WAS COATED WITH FINISH PAINT AND WAS NOT AFFECTED. THE TORQUE TUBE ASSY WAS REMOVED FROM THE RUDDER AND CORROSION WAS FOUND ON ALL THE EXPOSED SURFACES AS WELL AS THE FAY SURFACES. THERE WAS MILD CORROSION INSIDE THE TUBE NEAR EACH END. THE PRIMER APPLIED TO THESE SURFACES APPEARS TO BE THIN AND NOT THE SAME QUALITY AS PRIMER ON ADJACENT ALUMINUM SKINS AND RIBS. ALL ORIGINAL PAINT WAS REMOVED FROM TORQUE TUBE ASSY AND MINIMAL DAMAGE WAS NOTED. PART WAS RECOATED WITH EPOXY PRIMER AND REINSTALLED USING PROCEDURES OUTLINED IN CAB06-2. CAB06-2 COVERS THIS SAME SUBJECT BUT DOES NOT INCLUDE THIS S/N ACFT. THIS ACFT IS EQUIPPED WITH TKS ANTI-ICE SYS AND TKS FLUID WAS FOUND THROUGH THIS AREA INCLUDING INSIDE THE RUDDER AND BETWEEN FAY SURFACES. ALSO ALL 4 FLAP AFT BELLCRANKS AND LT FWD BELLCRANK WERE IN SIMILAR CONDITION AND HAD TO BE STRIPPED AND REPAINTED.

RT MLG TRUNNION WAS FOUND CHAFED AND WORN BEYOND LIMIT BY CONTACT WITH MLG FAIRING PN 2641018-28. WEAR LIMIT IS ESTABLISHED IN CAB05-17 WHICH ADDRESSES THIS CONDITION IN EARLIER SN AIRPLANES BUT DOES NOT COVER THIS AIRPLANE MFG 6/5/08. CONDITION WAS NOT DETECTED UNTIL MLG WAS REMOVED FOR SCHEDULED CORROSION INSP ALTHOUGH THE AREA IS EASILY INSPECTED WITH THE FAIRING REMOVED. AIRPLANE CAME FROM FACTORY WITH NO RUB STRIP ON THE TRUNNION OR RUBBER MOLDING ON THE LOWER EDGE OF THE FAIRING AS CALLED FOR IN CAB05-17. THIS AREA SHOULD BE INSPECTED ANY TIME THE FAIRING IS REMOVED ON EITHER SIDE.

METERED FUEL PRESSURE HOSE FAILED. THIS HOSE RUNS FROM THE FUEL INJECTOR DISTRIBUTOR TO THE FIREWALL. LOW PRESSURE TEST OF FAILED HOSE REVEALED MULTIPLE LEAKS ALONG LENGTH OF HOSE. HOSE WAS INSTALLED NEW ON 4/8/03/ HOSE FAILURE NOTED ON 2/26/08 WHEN ENGINE WOULD NOT CONTINUE TO RUN. FOLLOWING INFO ON HOSE TAG: STRATOFLEX PT/BA, 156MA001-3SO350, CD1Q02WO8316, OP1500PSI, TSOC53A, C751/II-A-S/P, A12/12/02, OT275F. HOSE WAS PART OF HOSE KIT 2738916 DATED 12/12/02. IN RECENT PAST SAME HOSE ON ANOTHER AIRCRAFT IN FLEET HAD SAME TYPE OF FAILURE AT APPROX 1600 HRS IN SERVICE. (K)

ON A ROUTINE INSPECTION, A MECHANIC FOUND THAT THE PILOTS RT RUDDER PEDAL PIN WAS ABOUT TO FALL OUT OF THE RUDDER PEDAL. FURTHER INSPECTION FOUND THAT THE ROLL PIN PN: NAS561C318 HAD FALLEN OUR OF ITS HOLE CAUSING THE RUDDER PEDAL PIN TO MIGRATE FROM ITS POSITION. INSPECTION OF RUDDER PEDAL ASSY FOUND THAT THE ROLL PIN HOLE IN THE RUDDER PEDAL HAD BECOME ENLARGED, DUE TO AN UNKNOWN REASON. RECOMMENDATION TO PREVENT RECURRENCE: ATTENTION TO ROLL PIN INSTALLATION FOR ADEQUATE PRESS FIT AND ADDITIONAL ATTENTION OF ROLL PIN ON ROUTINE INSPECTION. (K)

CRACKING OCCURRED IN A SHORT TIME SPAN, DURING NORMAL OPERATION. CRACKS WERE OVER AN AREA APPROX 7 INCHES X 7 INCHES. ONE PIECE APPROX 3 INCHES X 3 INCHES SEPARATED FROM THE PART. AFTER CRACKING, DEFORMATION OF LOWER TRAILING EDGE OCCURRED BECAUSE IT WAS NO LONGER RIGID. IF THIS PROBLEM HAD GONE UNNOTICED, HEAT DAMAGE WOULD PROBABLY HAVE OCCURRED TO ADJACENT PARTS. MATERIAL OR MFG PROCESS COULD BE SUSPECT. RECENT MFG BULLETIN CAB 07-2 AFFECTS SOME PRIMARY EXHAUST DUCTS DUE TO IMPROPER MFG, BUT IT DOES NOT APPLY TO THIS ONE. (MFG HAS BEEN MADE AWARE OF THIS PROBLEM, PART WAS RETURNED TO THEM ON REQUEST FOR EVALUATION). (K)

SMOKING RIVETS IN LEADING EDGE SKIN UPPER SEAM. EVERY COUNTERSUNK HOLE FROM WS 35 TO WS 141 WAS FRETTING AGAINST THE RIVET HEAD. SAME CONDITION TO SAME EXTENT ON BOTH WINGS. IT APPEARS THE SKIN WAS COUNTERSUNK TOO DEEPLY. SAME CONDITION TO LESSER EXTENT FOUND ON OTHER AC IN THE FLEET. MFG ADDRESSES THIS ISSUE IN THE SRM WITH (2) TYPES OF REPAIR DEPENDING ON SEVERITY OF DAMAGE. (K)

INSTRUMENT VACUUM SYSTEM HAD INSUFFICIENT SUCTION. ADJUSTING THE VACUUM REGULATOR HAD NO EFFECT. LOOKING THROUGH THE VACUUM EJECTOR OUTLET REVEALED A FOREIGN OBJECT RESTRICTING THE VENTURI. AN 8-32 NUT WAS RETRIEVED FROM THE VENTURI. THIS NUT CAME FROM INSIDE THE BLEED AIR RELIEF VALVE, PN RV05-268, WHICH IS MOUNTED ADJACENT TO THE INLET SIDE OF THE VENTURI. THIS NUT IS USED AS A JAM NUT TO SECURE THE RELIEF VALVE PRESSURE SETTING. SUGGEST THIS NUT COULD BE SECURED WITH LOCKTITE OR OTHER THREAD LOCKER. (K)

TUBE OF NOSE GEAR STRUT TUBE ASSY PN 26430161, CAME LOOSE FROM UPPER END CAP ALLOWING TUBE TO FLOAT WITH NOSE GEAR STRUT MOVEMENT. VENT TUBE INSIDE STRUT TUBE WAS CRUSHED AND SHOVED TO UPPER END OF TUBE. EXAMINATION OF TUBE AND END CAP REVEALED THAT END CAP WAS ONLY ABOUT 60 PERCENT BONDED TO TUBE. NEW ASSEMBLY FROM MFG HAS GAPS IN BONDING AGENT AND IS LESS THAN 100 PERCENT BONDED. (AL01200501892)

FELT SEALING STRIP APPROXIMATELY .5 INCH X 7 INCHES WAS COMING LOOSE FROM INSIDE THE ENGINE INDUCTION AIR PLENUM. OFFENDING FELT STRIP WAS REMOVED AS IT SERVES NO PURPOSE. THIS STRIP WAS LOCATED AT ABOUT 4 O’CLOCK ON THE INSIDE SURFACE ACROSS THE RT END OF THE LOWER PLENUM PANEL PN 2658039-19. LOCATION OF STRIP COINCIDES WITH LOWER END OF ACCESS PANEL PN 2658039-1 WHICH HAS PROPERLY POSITIONED FELT SEALING STRIPS.

SHOT PEENED LOWER SURFACE OF MAIN GEAR CENTER SPRING IS BEING DAMAGED BY CONTACT WITH RIVETS AND SCREWS PROTRUDING FROM THE MLG COVER WHICH IS LOCATED BENEATH THE CENTER SPRING. THIS IS THE THIRD AIRCRAFT FOUND IN THIS CONDITION.

FLEXING OF MLG SPRING CAUSES CENTER SPRING TO CONTACT MLG COVER PN 2611103-10 WHICH IS LOCATED BENEATH THE CENTER SPRING. TWO RIVETS HAD WORN INTO THE CENTER SPRING LOWER SURFACE. THESE RIVETS ARE THE CENTER IB RIVETS THAT FASTEN A FAIRING AT EACH END OF THE COVER. SUGGEST ELIMINATING THE CENTER RIVET AND INSTALLING TWO RIVETS FURTHER OB AND OFF CENTER AT BOTH FAIRINGS. THE CENTER SPRING WAS ALSO CONTACTING SCREWS THAT SECURE A COVER THAT ACCESSES THE MLG DEICE PLUMBING. THESE SCREWS COULD BE .1250 INCH SHORTER. NO DAMAGE EXCEEDED .005 INCHES IN DEPTH. ALSO RECOMMEND VINYL CHAFE TAPE ON LOWER SURFACE OF CENTER SPRING.

LOWER SURFACE OF LT AND RT FORWARD WING SPARS AND LIFT STRUT ATTACH FITTINGS HAVE BEEN CHAFED BECAUSE OF CONTACT WITH THE LIFT STRUT UPPER FAIRING/COVER. WORST DAMAGE WAS LESS THEN .005 INCH IN DEPTH AND WAS EASILY BLENDED OUT. APPLIED VINYL CHAFE TAPE TO SPAR AND STRUT FITTINGS TO PREVENT REOCCURRENCE. CAB02-2 REV 1 ADDRESSES THIS CONDITION BUT DOES NOT INCLUDE THIS S/N AIRPLANE. IT APPEARS THAT MFG CHANGED THE RIVET PATTERN IN THIS FAIRING/COVER ASSEMBLY, P/N 2621012-54 AND 55 ON LATER S/N AIRPLANES TO AVOID DAMAGE CAUSED BY RIVET HEADS. BUT FURTHER REDESIGN MAY BE NECESSARY TO ELIMINATE THE PROBLEM. APPLICATION OF CHAFE TAPE EFFECTIVELY PREVENTS DAMAGE. (M)

LT LONGERON 261310531 AND RT LONGERON 261310528 WERE FOUND CRACKED AT THE LOWER AFTER CORNERS OF THE CUT-OUTS FOR THE CONTROL COLUMN TORQUE TUBE. THESE CUT-OUTS ARE LOCATED JUST FORWARD OF THE NOSE GEAR SPRING SUPPORT FITTINGS 26430633. RT LONGERON HAS ONE CRACK .3750 INCH LONG AND A SECOND CRACK .7500 INCH LONG EXTENDING DOWN AND AFT TO THE NEAREST RIVET. LT LONGERON HAS ONE CRACK .7500 INCH LONG EXTENDING DOWN AND AFT TO THE NEAREST RIVET. PROBABLE CAUSE IS LOADS IMPOSED BY THE NOSE GEAR SPRING SUPPORTS AT A POINT WHERE THE LONGERON WEB HAS BEEN MOSTLY REMOVED TO CLEAR THE CONTROL COLUMN TORQUE TUBE. THIS DAMAGE CAN BE REPAIRED WITH A RIVETED DOUBLER OF HEAVIER MATERIAL.

ON 24 MAR 04, AC DEPARTED, AT APPROX 50 MILES FROM DEPARTURE, PILOT NOTICED A LOSS OF MANIFOLD PRESSURE AND A LOSS OF OIL PRESSURE ON THE LT ENGINE, FEATHERED THE LT PROPELLER, SHUT DOWN THE LT ENGINE AND RETURNED TO DEPARTURE. A MAINTENANCE INSPECTION REVEALED THAT THE LT OIL COOLER HAD RUPTURED, LEAKING OIL FREELY. MAINT HAS ELECTED TO REPLACE THIS ENGINE.

WHILE CONDUCTING INITIAL INSPECTION, BOTH AFT WING TO FUSELAGE ATTACH BOLTS WERE FOUND SLIGHTLY RUSTED. DAMAGE WAS NEGLIGIBLE. THESE BOLTS AS WELL AS FORWARD ATTACH BOLTS AND UPPER AND LOWER STRUT ATTACH BOLTS WERE APPARENTLY INSTALLED DRY. THIS HARDWARE SHOULD ALL BE INSTALLED WITH A RUST INHIBITOR OR GREASE.

FLASHING BEACON WIRE IN TAILCONE WAS ROUTED OVER THE BALLAST RESISTOR WHERE THERE IS LESS THAN .5 INCH CLEARANCE TO STRUCTURE. WIRE WAS NOT TOUCHING BALLAST RESISTOR OR AIRPLANE STRUCTURE, BUT INSULATION WAS BURNED CLEAR THROUGH TO BARE WIRE. WIRE SHOULD HAVE BEEN ROUTED UNDER AND AWAY FROM RESISTOR.

FLEXING OF MLG CENTER SPRING PN 2641014-3 CAUSES CENTER SPRING TO CONTACT MLG COVER PN 2611103-10 WHICH IS LOCATED BENEATH THE CENTER SPRING. CHAFING HAD WORN THROUGH THE PAINT ON THE LOWER SURFACE OF CENTER SPRING. TWO RIVETS HAD WORN INTO THE LOWER SURFACE OF THE CENTER SPRING. THESE RIVETS ARE THE CENTER IB RIVETS THAT FASTEN A FAIRING AT EACH END OF THE COVER. SUGGEST ELIMINATING THE CENTER RIVET AND INSTALL TWO RIVETS FURTHER OB AND OFF CENTER. ALSO APPLY CHAFE TAPE TO LOWER SURFACE OF CENTER SPRING.

PART SITS ON TOP OF NLG TUNNEL AND IS PART OF THE GEAR ACTUATOR ATTACH POINT. IT ALSO HAD A TWIST IN IT, PROBABLY FROM STRESS FROM THE ACTUATOR.

ROD END BROKE WHERE IT EXITS SPACER ASSY, PN 1260632-3, WHICH IS THE RUDDER TRIM SPROCKET AT THE END OF THE STEERING BUNGEE. SUBMITTER STATED THIS IS THE THIRD ONE KNOWN TO BREAK IN 10 YEARS. NO NOSE WHEEL STEERING, BUT STILL RUDDER STEERING.

ARM FOUND CRACKED DURING 100-HOUR INSPECTION. ARM, P/N 42042-00.

AIRCRAFT LOST HYDRAULIC PRESSURE DURING LANDING GEAR EXTENSION CYCLES. REPLACED CRACKED HYDRAULIC LINE IN HELL HOLE. SERVICED RESERVOIR, BLED SYSTEM, LEAK AND FUNCTIONALLY CHECKED GOOD.

NR 5 CYLINDER HAD CRACK AT UPPER SPARK PLUG BOSS. THIS ENGINE HAS HAD C/W SID 97-2, SID 97-3, AND PROPER MAINTENANCE DURING ITS LIFE. BAFFLING, FUEL SYSTEM SETUP, AND GENERAL MAINTENANCE HAVE BEEN CAREFULLY CONTROLLED ON THIS ENGINE.

AIRCRAFT LANDED IN FT YUKON AND SHUT DOWN. UPON TRYING TO START THE RIGHT ENGINE, THE BENDIX ENGAGED, BUT STARTER WOULD NOT SPIN THE PROP. STARTER WAS RECENTLY OVERHAULED.

RIGHT LANDING GEAR DOWN LIGHT INTERMITTENT. REPLACED RIGHT MAIN GEAR DOWN AND LOCK MICROSWITCH WITH NEW. ADJUSTED AND SWUNG GEAR. CHECKED GOOD. ALL WORK DONE IAW LEAR 25D MM. (X)

DURING ROUTINE INSPECTION, FOUND PILOT YOKE PUSH ROD CONTROL TUBE ASSY WITH LOOSE RIVETS. NOTED .05 INCH PLAY IN CONNECTION. NEW PART RECEIVED FROM CESSNA AND INSPECTION REVEALED ALUMINUM RIVETS USED DURING ASSEMBLY IN PLACE OF CARBON STEEL. CESSNA FACTORY VERIFIED CARBON STEEL RIVETS REQUIRED.

LEFT ENGINE RPM ROLLED BACK TO 40 PERCENT AFTER DEPARTURE. UNEVENTFUL LANDING ACCOMPLISHED. FOD DAMAGE NOTED. ENGINE REPLACED WITH SERVICEABLE UNIT. SUBMITTER RECOMMENDATION: AVOID FOD. SUSPECTED ICE INGESTION, NO FOREIGN MATERIAL WAS FOUND ON TEAR-DOWN. OPER CONTROL NR 4-12-95900WA.

OIL BLOWING OUT BREATHER. FOUND NR 1 CYLINDER AT 10/80. PULLED CYLINDER AND FOUND COMP. RINGS BROKEN IN MANY PIECES ABOUT .25 INCH TO 2.5 INCH. THESE RINGS ARE OF WRONG COMPOSITION. (BRITTLE).