76Duchess

Parts most often named Motor (3) · Channel (2) · Pin (2) · O-Ring (2)

AIRCRAFT NLG WOULD NOT EXTEND. ACFT PERFORMED A NOSE GEAR UP LANDING, WHICH RESULTED IN SUBSTANTIAL DAMAGE TO THE NOSE CONE, KEELS, FWD NOSE BULK HEAD AND BOTH NOSE GEAR DOORS. A POST INCIDENT INSPECTION WAS PERFORMED AND THE RETRACTION LINKAGE WAS DETERMINED TO BE DRY AND LACKING LUBRICATION WHICH ALLOWED THE PIN TO MISS THE BELL CRANK ASSEMBLY. THIS PREVENTED THE OPENING OF THE NOSE GEAR DOORS AND THE EXTENSION OF THE NOSE GEAR DESPITE ADEQUATE HYDRAULIC PRESSURE.

ACFT WAS IN FLIGHT AND UNABLE TO OBTAIN 3 GREEN LIGHTS. WHEN GEAR WAS SELECTED DOWN. MANUAL EXTENSION WAS USED SUCCESSFULLY. FOUND POWERPACK EMPTY. FOUND LEAKING FITTING ON BOTTOM OF PACK. REPLACED O-RING, MS28778-A AND [S/N removed] SYS WITH 5606. PERFORMED 10 GEAR CYCLES SUCCESSFULLY WITH NO LEAKS NOTED.

(CAN) LANDING GEAR FAILED TO EXTEND WHEN GEAR SELECTED DOWN. GEAR WAS EXTENDED USING EMERGENCY PROCEDURES. AIRCRAFT WAS PUT ON JACKS HYDRAULIC POWER WOULD NOT RUN UNTIL CIRCUIT BREAKER WAS CYCLED.

Parts most often named Actuator (7) · Shaft (2) · Plug (1) · Rod End (1)

UPON LANDING AT KLBE, THE LANDING GEAR COLLAPSED. THE AIRCRAFT SLID OFF THE RUNWAY ONTO THE GRASS. LOCAL MAINTENANCE PERSONNEL NOTED THAT THE HYDRAULIC SYSTEM WAS LOW ON FLUID. THE LEFT MAIN LANDING GEAR ACTUATOR WAS NOTED TO BE LEAKING AT THE END CAP WHERE IT CONNECTS TO THE ACTUATOR CYLINDER.

(CAN) DURING FLIGHT, PILOT REPORTED LANDING GEAR NOT EXTENDING, EMERGENCY EXTENSION CARRIED OUT SATISFACTORY. UPON INSPECTION FOUND HYDRAULIC LEAK AT NLG ACTUATOR, ACTUATOR INSPECTED AND FOUND O-RING UNSERVICEABLE, ACTUATOR [S/N removed] AND INSTALLED, GEAR SWING CARRIED OUT.

THE ACFT WAS UP ON JACKS TO INVESTIGATE A RT MAIN GEAR INDICATION PROBLEM. DURING THE GEAR SWINGS THE NOSE GEAR ACTUATOR LEAKED A LARGE AMOUNT OF FLUID. REPLACED THE ACTUATOR.

Parts most often named Rib (8) · Hinge Bracket (4)

LT FLAP OB HINGE BRACKET, SEVERE CORROSION AT IB AND OB SUPPORTING RIBS WHERE HINGE BRACKET JOINS FLAP. UNABLE TO PERFORM VISUAL INSPECTION OF AREA AS DAMAGE IS CONCEALED BY SKIN. (K)

(AUS) LT AND RT TRAILING EDGE FLAP SUPPORT RIBS CORRODED AT HINGE BRACKETS. MINOR EXTERNAL CORROSION ON FLAPS RESULTED IN FLAPS BEING DE-SKINNED AND INSPECTED UPON WHICH THE [S/N removed] INTERNAL CORROSION WAS FOUND.

(AUS) FLAP NOSE RIBS AND FLAP HINGE BRACKET CRACKED AND CORRODED. EVIDENCE OF PAINT STRIPPER IN THE AREA OF THE CORROSION. THE AIRCRAFT HAD BEEN PAINTED APPROXIMATELY TWELVE MONTHS PREVIOUSLY.

Parts most often named Frame (11)

FORWARD SPAR ATTACH BRACKET AT STA 94.0 LEFT AND RIGHT SIDES. DURING ROUTINE INSPECTION, A CRACK WAS FOUND IN THE LOWER PORTION OF THE UPPER RADIUS FOR THE FORWARD SPAR SLOT CUT-OUT. LEFT FRAME WAS CRACKED .3750 INCH LONG, RT FRAME FOUND CRACKED .0625 INCH LONG. CAUSE: APPEARED TO BE STRESS RELEASE CRACK. ACT: 6,835.2 HOURS.

FORWARD SPAR ATTACH BRACKET AT STA 94.0, RT SIDE. DURING A ROUTINE INSPECTION, A CRACK WAS FOUND IN THE LOWER PORTION OF THE UPPER RADIUS FOR THE FORWARD SPAR SLOT CUT-OUT (APPROXIMATELY .25 INCH LONG). CAUSE: APPEARED TO BE STRESS RELEASE CRACK. ACT: 7,538 HOURS.

FORWARD SPAR ATTACH BRACKET AT STA 94.0, LEFT SIDE. DURING A ROUTINE INSPECTION, A CRACK WAS FOUND IN THE LOWER PORTION OF THE UPPER RADIUS FOR THE FORWARD SPAR SLOT CUT-OUT (APPROXIMATELY .1250 INCH LONG). CAUSE: APPEARED TO BE STRESS RELEASE CRACK. ACTT: 4,396.0 HOURS.

Parts most often named A Frame (6) · Brace (4)

WHEN INSPECTING LANDING GEAR A-FRAMES PER AD 91-14-14 AND BEECH SB 2361, THE RIGHT AND LEFT A-FRAMES WERE REMOVED FROM THE AIRCRAFT FOR FURTHER INSPECTION. A MAGNAFLUX INSPECTION OF THESE PARTS WAS PERFORMED AND THE A-FRAMES WERE FOUND CRACKED. THE MAGNAFLUX INSPECTION IS NOT CALLED OUT FOR IN SB 2361, BUT THE CRACKS THAT WERE FOUND DID NOT SHOW UP WITH THE DYE PENETRANT INSPECTION AS REQUIRED BY SB 2361. RECOMMEND REPLACING THE OLD STYLE A-FRAMES WITH THE NEW STYLE A-FRAMES LISTED IN SB 2361 REV 111.

(AUS) LH MAIN LANDING GEAR 'A' FRAME ASSEMBLY BROKEN AT CORROSION TREATMENT HOLE AS INDICATED IN BEECH SB 2361 (AD/BEECH76/18)

(AUS) LH MAIN LANDING GEAR ASSEMBLY 'A' FRAME CRACKED IN WELDED AREA AND THE CORROSION TREATMENT HOLE - FOUND DURING INSPECTION IAW AD/B76/18 AND SB 2361

Parts most often named Frame (6) · Pin (2) · Shock Strut (1)

THE LEFT FRAME WAS NOTED TO HAVE CORROSION PREVENTATIVE OOZING IN THE EXACT AREA OF THE INSPECTION, IN A LINE THAT APPEARED AS A CRACK. THE AREA WAS CLEANED AND A CRACK WAS APPARENT BY USING A GOOD LIGHT AND 10 POWER GLASS. A DYE CHECK OF THE AREA FAILED TO REVEALED THE CRACK. SUSPECT THE CORROSION PREVENTATIVE FILLS THE CRACK AND IS NOT CLEANED OUT BY THE PENETRANT CLEANER SO THE PENETRANT IS NOT ALLOWED TO WORK AS IT IS MEANT TO.

(AUS) LEFT MAIN LANDING GEAR SHOCK ABSORBER PN 105-384001-3 TO FORK PN 105-810021-9 ATTACHMENT PIN PN 105-810026-1 CLEVIS PIN SHEARED ALLOWING ATTACHMENT PIN TO MIGRATE OUT. (X)

BOLTS ATTACHING THE UPPER SHOCK STRUT ASSY TO THE UPPER GEAR HOUSING HAD SEVERE STRESS IN THE THREAD AREA. THIS WAS CAUSED BY REPEATED OPERATIONS IN FLIGHT TRAINING. BOLTS FAILED ALLOWING GEAR LEG TO EXTEND AND UPON RETRACTION, JAMMED ON LOWER WING SKIN RESULTING IN A GEAR-UP (2 EXTENDED) LANDING. SUBMITTER SUGGESTED REMOVING BOLTS PERIODICALLY TO CHECK THREAD AREA FOR DISTRESS. HAVE FOUND 6 OTHERS IN FLEET TO HAVE SAME DAMAGE TO THREADS.

Parts most often named Magneto (2) · Capacitor (1) · Rotor (1) · Spring (1)

RT MAGNETO CONTACT BREAKER POINT LOOSE ON SPRING ASSEMBLY. CONTACTS HAD BEEN REPLACED APPROXIMATELY 13 HOURS PREVIOUSLY. SUSPECT BREAKER INCORRECTLY SWAGED ONTO SPRING.

MAGNETO SEPARATED FROM ENGINE ON TAKEOFF CAUSING ENGINE TO STOP. THIS IS A DUAL MAGNETO ON A SINGLE DRIVE. IT WAS DETERMINED THE NUTS HAD LOOSENED AND ALLOWED MAG TO COME OFF. THERE IS NO TORQUE LISTED FOR THIS MAGNETO EXCEPT STANDARD TORQUE. RECOMMEND THAT MAGNETO ATTACHMENTS BE CHECKED AT 50-HOUR INTERVALS. ALSO, MAG NEEDS TO BE CHECKED FOR NEW STYLE HOLD-DOWN BRACKETS. TIME SINCE LAST CHECK OF HOLD-DOWN NUTS WAS APPROXIMATELY 80 HOURS.

REMOVED MAGNETO DURING INSPECTION OF ROUGH ENGINE. FOUND BOTH CONTACT POINTS WORN, BOTH COILS CRACKED AT CENTER POST, LEFT DISTRIBUTOR ARCED, IMPROPER LUBRICATION OF BEARINGS CAUSING GREASE TO BE SLUNG OUT, CAM LOBES HAVE VERY ROUGH FINISH.

Parts most often named Powerpack (2) · Accumulator (1) · Pipe (1) · Motor (1)

PILOT REPORTED LANDING GEAR UNABLE TO RETRACT AND EXTEND. REPLACED HYDRAULIC POWER PACK. LANDING GEAR [S/N removed], CAN EXTEND AND RETRACT

DURING TRAINING FLIGHT IN PREP FOR COMMERCIAL/AMEL, PILOT PERFORMED INTENTIONAL SHUTDOWN OF LT ENGINE (FEATHERED). WAS UNABLE TO RESTART WITH ACCUMULATOR AND BEGAN PROCEDURE TO RESTART WITHOUT ACCUMULATOR WHICH WAS UNSUCCESSFUL. PILOT RETURNED TO DEPARTURE AND LANDED. AN INVESTIGATION OF THE ACCUMULATOR REVEALED A RUPTURED DIAPHRAGM. REPLACED LT ACCUMULATOR AND RT ACCUMULATOR WAS REPLACED AS A PRECAUTIONARY METHOD. (K)

(CAN) LANDING GEAR FAILED TO EXTEND. CREW ACTIVATED EMERGENCY EXTENSION. STILL NO INDICATION ON RT GEAR POSITION. SWITCHED BULBS ON GEAR INDICATOR AND DISCOVERED ONE BULB U/S. LANDING CARRIED OUT NORMALLY. FOUND HYDRAULIC POWER PUMP MOTOR BRUSHES WORN. REPLACED WITH OVERHAULED UNIT, REPLACED CONTROL RELAY AS WELL. RECORDS RESEARCH DISCOVERED AVERAGE LIFE IS APPROX. 1700 HOURS BETWEEN FAILURES, WE HAVE ELECTED TO PLACE THIS PART ON A 1500 HOUR REPLACEMENT. (TC NR 20060509005)

Parts most often named Tube (6) · Valve (1)

(CAN) NORMAL TAKEOFF, LANDING EXCESSIVE LT MOVEMENT OF ACFT, NEARLY LOST CONTROL, SHUTDOWN RUNWAY. FLAT TIRE, TUBE INSPECTED AND FOUND SMALL DEFECT IN RUBBER IN WHICH DEPENDING ON POSITION OF TUBE ALLOWED AIR TO LEAK, NEAT DEFECT. NO ACTION TO DATE BY TRANSPORT CANADA, SUPPLIERS AND MFG.

(CAN) MULTIPLE FAILURES OF INNER TUBES ON VARIOUS AIRCRAFT IN A SHORT PERIOD OF TIME. FAILURE POINT IS IN THE SIDEWALL. PRIMARILY WAS CONFINED TO THE REFERENCED AIRCRAFT ABOVE, BUT HAD A FAILURE OF THE SAME TYPE IN A C152 RECENTLY. REMOVED ALL TUBES FROM STORES AND INSPECTED, FOUND WHAT APPEARS TO BE A MANUFACTURING FLAW IN THE TUBE ITSELF.

Parts most often named Frame (4) · Fitting (1) · Connector (1)

DURING ANNUAL INSPECTION, THE RIGHT MAIN LANDING GEAR A-FRAME WAS FOUND CRACKED HALF WAY AROUND THE CIRCUMFERENCE OF THE A FRAME TUBE IN THE AREA WHERE RECURRING INSPECTION WAS REQUIRED BY AD. THIS A-FRAME DID NOT REQUIRE RECURRING INSPECTION BECAUSE IT WAS (PN 105-810023-76) WHICH ELIMINATED THE RECURRING INSPECTION REQUIREMENT. THE A-FRAME HAD 4724.2 HRS

(AUS) MAIN LANDING GEAR CONNECTOR PNO 105-810020.3 CRACKED ON THE INBOARD LUG ADJACENT TO THE CLEVIS PIN LOCATING HOLE - CAUSED BY CORROSION OF LOCATING ROLL PIN IN CONNECTOR

UPON [S/N removed] THE RIGHT MAIN GEAR STRUT, A VISIBLE CRACK WAS SPOTTED IN THE WEB OF THE SUPPORT FOR THE SHOCK STRUT. UPON REMOVAL, THE CONNECTOR WAS FOUND TO BE SLIGHTLY WARPED.