18Twin Beech

Parts most often named Cylinder (8) · Piston (3) · Valve (2) · Cover (1)

(CAN) DURING ENGINE DIS-ASSEMBLY FOR CYLINDER REPAIRS, THE PUSHROD COVERS (TUBES) WERE FOUND TO BE HEAVILY DAMAGED UNDER THE CONTACT AREA OF THE SEAL PACKINGS. THESE PUSHROD COVERS HAD BEEN CHROME PLATED AT THE PREVIOUS OVERHAUL, AND THIS CHROME WAS FOUND TO HAVE BONDED TO THE PACKINGS AND HAD LIFTED AWAY FROM THE PARENT MATERIAL, CAUSING A [S/N removed] POTENTIAL LEAK PATH AND/OR BREAKAGE POINT. I AM NOT AWARE OF ANY APPROVED PROCESS TO CHROME THESE TUBES. ALL TUBES WERE REPLACED WITH NEW. (TC# 20060628007)

ON DAILY INSPECTION, FOUND OIL SPATTERING ON SIDE OF NR 5 CYLINDER AND EXCESSIVE STAINING AT BARREL TO SLEEVE JUNCTION OF NR 6 CYLINDER. NOTICED EXCESSIVE CLEARANCE BETWEEN COOLING FIN ON BARREL AND CYLINDER HEAD OF NR 6 CYLINDER, INDICATING THAT CYLINDER HEAD WAS SEPARATING FROM THE BARREL. REMOVED NR 6 CYLINDER AND INSTALLED [S/N removed] REPLACEMENT CYLINDER. CYLINDER [S/N removed] RETURNED TO O/H AGENCY, AWAITING REPORT.

AT CRUISE POWER LEFT ENGINE LOST POWER AND STARTED TO RUN ROUGH. ENGINE WAS SHUT DOWN AND DIVERTED TO LEX. NR 8 CYLINDER WAS FOUND CRACKED AT INTAKE PORT.

Parts most often named Connecting Rod (2) · Bearing (1) · Counterweight (1) · Stud (1)

(CAN) A PROBLEM WITH CONNECTING ROD ON CYLINDER NR 5 CAUSED AN ENGINE FAILURE DURING DESCENT AFTER PARA-DROP. ENGINE WAS FEATHERED AND AIRPLANE LANDED SAFELY.

IN CRUISE FLIGHT ENGINE STARTED TO DEVELOP A VIBRATION. ENGINE THEN STARTED TO LOSE OIL PRESSURE. ENGINE WAS SHUT DOWN AIRCRAFT DIVERTED. FOUND OIL LEAKING AT FRONT NOSE CASE AT CRANKSHAFT. SUSPECT FRONT MAIN BEARING FAILURE AND FRONT SEAL FAILURE. SOME METAL FOUND IN SCREEN.

(CAN) ENGINE SHUTDOWN SHORTLY AFTER TAKEOFF. PILOT ATTEMPTED RESTART WHICH WAS UNSUCCESSFUL. AIRCRAFT RETURNED TO BASE. POST FLIGHT INSPECTION FOUND THE #1 CYLINDER CONNECTING ROD BROKEN AND JAMMED AGAINST THE CRANKCASE. THE #1 CYLINDER WAS ALSO CRACKED.

Parts most often named Drag Link (1) · Motor (1) · Retract Nut (1) · Gear (1)

DRAG LINK BOLT IN HALF AND BEGAN DISLODGING WHICH WILL EVENTUALLY RESULT IN LANDING GEAR COLLAPSE. PROBABLE CAUSE BENDING FATIGUE FROM LANDING GEAR CYCLES RECOMMEND REMOVAL AND REPLACEMENT. NDT INSPECTION OF 3 ADDITIONAL BOLTS REMOVED FROM [S/N removed] REVEALED NO DEFECTS.

DRAG LINK BOLT BROKE IN HALF AND BEGAN DISLODGING WHICH WILL EVENTUALLY RESULT IN LANDING GEAR COLLAPSE. PROBABLE CAUSE BENDING FATIGUE FROM LANDING GEAR CYCLES. RECOMMEND REMOVAL AND REPLACEMENT. NDT INSPECTION OF 3 ADDITIONAL BOLTS REMOVED FROM [S/N removed] REVEALED NO DEFECTS.

(CAN) DURING ROUTINE 100 HOUR INSPECTION OF AIRCRAFT THE L/H MAIN GEAR DRAG BRACE WAS FOUND TO BE CRACKED PERPENDICULAR TO THE TUBE JUST ABOVE THE LOWER ATTACH POINT, ACROSS THE WELD. THE DRAG BRACE WAS REMOVED AND A [S/N removed] UNIT WAS INSTALLED WITH MULTIPLE GEAR SWINGS PERFORMED. [S/N removed].

Parts most often named Magneto (2) · Drive Gear (1) · Distributor Gear (1) · Distributor (1)

(CAN) INTERNAL FAILURE OF MAGNETO - VISUAL DAMAGE TO GEAR. THIS IS THE SECOND MAGNETO TO FAIL ON THIS OVERHAULED ENGINE (PURCHASED FROM TULSA AERO ENGINE). FIRST MAGNETO FAILED AT 30.3 HOURS FROM TSO. SECOND MAGNETO FAILED AT 36.2 HOURS TSO. S/N ON 1ST MAGNETO IS B33715. BOTH MAGNETOS APPEAR TO HAVE THE SAME INTERNAL PRT FAILURE. (TC# 20060626002)

LEFT MAGNETO, LEFT ENGINE FAILED CHECK DURING RUN UP. MAINTENANCE DISCOVERED SEVERAL BROKEN/ UNSERVICEABLE PARTS INSIDE MAGNETO WHEN DISTRIBUTOR COVER REMOVED DURING TROUBLESHOOTING.

AFTER TAKEOFF FROM MWH TO BFI, THE LEFT ENGINE STARTED TO RUN ROUGH. PILOT RETURNED TO MWH. MECHANIC FOUND RIGHT MAGNETO NO GOOD, MAGNETO WAS CHANGED, GROUND RUN CHECKED OK AND AIRCRAFT RETURNED TO [S/N removed]. (M)

Parts most often named Heater (2) · Resistor (2) · Fuse (1)

HEATER INSPECTION REVEALED OVERHEAT FUSE WAS OF THE CORRECT AMPERAGE, BUT WAS OF THE TIME DELAY (SLOW BLOW) TYPE FUSE. HEAT WAS APPLIED TO THE OVERHEAT PROBE AND 45 SECONDS AFTER ACTUATION OF THE PROBE, THE FUSE HAD NOT BLOWN. THE FUSE WAS REPLACED WITH THE CORRECT QUICK ACTING TYPE AND IT BLEW AFTER APPROXIMATELY 10 SECONDS OF PROBE ACTUATION.

HEATER INSPECTION REVEALED THE CORRECT TYPE OF FUSE WAS INSTALLED. ACTUATION OF THE OVERHEAT PROBE FAILED TO BLOW THE FUSE. FURTHER INSPECTION REVEALED THAT THE 3 OHM 10 WATT RESISTOR, LOCATED IN THE WIRING BETWEEN THE OVERHEAT PROBE AND THE FUSE, WAS 'OPEN'. THE RESISTOR WAS REPLACED AND THE SYSTEM FUNCTION TESTED SATISFACTORY.

Parts most often named Spar (5)

INTERNAL CORROSION AND CRACKS ON MAIN WING SPAR. INDICATIONS WERE FOUND ON RADIOGRAPHIC VIEWS. REFERENCE AD 75-27-09 R2 COPY OF INSPECTION.

INSPECTION FOUND WS 90 RT UPPER - LIGHT CORROSION AND INDICATION OF .750 INCH CRACK FROM WELD INTO SPAR. FOLLOW-UP INSPECTION WS 90 RT UPPER WITH DYE PENETRANT AND ULTRASONICS WITH NO CRACK INDICATIONS NOTED.

Parts most often named Adapter (2) · Spring (1) · Air Box (1)

FLYING, NUMBER ONE ENGINE CARBURETOR STARTED TO ICE UP. APPLIED CARBURETOR HEAT BUT IT HAD NO EFFECT ON CONDITION. ON APPROACH, PILOT HAD TO SHUT DOWN ENGINE. POST FLIGHT INSPECTION FOUND THE CARBURETOR AIR BOX DOOR WAS WORN (COULD BE PUSHED UP ABOUT .5000 INCH). REPLACED CARBURETOR AIR BOX WITH [S/N removed] ONE.

DURING INSPECTION OF LEFT ENGINE EXHAUST AS A RESULT OF RIGHT EXHAUST FAILURE, FOUND INBOARD HEAT DUCT DISCONNECTED. THIS WAS DUE TO COLLAPSE OF THE END OF THE ADAPTER ASSY. UPON DISASSEMBLY OF SYSTEM, FOUND BOTH LEGS OF ADAPTER COLLAPSED FROM OVERTORQUE OF DUCT CLAMPS. REMOVED AND REPLACED ADAPTER.

WHILE REPAIRING DAMAGE CAUSED BY EXHAUST STACK FAILURE, FOUND OUTBOARD END OF ADAPTER UPPER SIDE BURNED AND MELTED APPROXIMATELY 3 INCHES. MATERIAL MIGRATED INTO INDUCTION HEAD VALVE AND FUEL INJECTOR SERVO. REPLACED ADAPTER ASSY.

Parts most often named Wheel Half (2) · Strut (1) · Bearing (1)

INNER WHEEL HALF FAILED DURING TAXI. TIME SINCE LAST INSPECTION, 25.9 HOURS. SUBMITTER SUGGESTED CHECKING WHEELS AND WHEEL BOLTS FOR CONDITION AND SECURITY.

Parts most often named Engine (4)

IN ROUTE FROM ILN TO MEM, LEFT ENGINE DEVELOPED OIL LEAK AND STARTED TO LOOSE OIL PRESSURE. LANDED AT CVG. IT APPEARED THAT OIL WAS LEAKING OUT OF THE NOSE CASE.

WHILE IN CRUSE FLIGHT, PILOT NOTICED OIL PRESSURE STARTING TO DECREASE AND OIL TEMP STARTING TO RISE. ENGINE WAS SECURED, PROP WAS FEATHERED, AND A PRECAUTIONARY LANDING MADE. UPON LANDING, PILOT FOUND HE COULD NOT TURN PROP BY HAND. SUSPECT THAT THE MAIN BEARING FAILED. ENGINE HAD APPROXIMATELY 420 HOURS SINCE OVERHAUL.

WHILE IN CRUISE FLIGHT, PILOT NOTICED OIL LEAK ON LEFT ENGINE. ENGINE WAS SECURED, PROPELLER FEATHERED, AND AN UNEVENTFUL LANDING MADE. MAINTENANCE FOUND PROPELLER TO BE LEAKING, BUT THE ENGINE OIL SCREEN WAS FULL OF METAL. SUSPECT INTERNAL FAILURE. ENGINE TO BE REMOVED AND REPLACED.

Parts most often named Duct (4)

DURING REPAIR OF RIGHT EXHAUST, FOUND DUCT BADLY DETERIORATED AND COLLAPSED. OLD DUCT APPEARED TO BE SINGLE WALL SCAT HOSE. NEW DUCT WAS DOUBLE WALLED, HEAVIER, AND BLACK INSTEAD OF ORANGE. REPLACED DUCT. 42.4 HRS SINCE ANNUAL.

WHILE REPAIRING EXHAUST SYSTEM, FOUND DUCT COLLAPSED AND BADLY DETERIORATED. OLD DUCT APPEARED TO BE ORANGE SINGLE WALL SCAT HOSE. NEW DUCT WAS BLACK HEAVY DOUBLE WALLED AND BORE BEECH P/N NR I.D. ON OLD DUCT. REMOVED AND REPLACED DUCT.

WHILE CONDUCTING OTHER WORK ON RIGHT ENGINE, FOUND HOLE CHAFED IN INBOARD INDUCTION HEAT DUCT. THIS AREA HAD PREVIOUSLY BEEN REPAIRED USING A SILICONE SEALER MATERIAL. REPLACED DUCT AND POSITIONED CLEAR OF EXHAUST. 42.4 HRS SINCE ANNUAL.