55/​58Baron

Parts most often named Cylinder (77) · Cylinder Head (18) · Piston (5) · Piston Pin (4)

AFTER TEARING DOWN OF THE ENGINE, THE NR 5 CYLINDER FAILED DUE TO OIL STARVATION OF THE CONNECTING ROD CAP FOR UNKNOWN REASONS. THIS CAUSED FAILURE OF THE ROD CAP BOLTS. THE CAP BOLTS STRETCHED, [S/N removed] AND THEY SHOW SIGNS OF BURN MARKS.

THE CYLINDER BARREL HAD RUST AT THE INSIDE TOP OF THE CYLINDER AND A SPOT OF RUST 1/4 TO 1/2 DOWN INSIDE OF THE CYLINDER.

DURING ANNUAL INSPECTION, PERFORMED A DIFFERENTIAL COMPRESSION CHECK. FOUND NR 6 CYLINDER COMPRESSION 32 PSI/80 PSI. COMPRESSION LEAK PAST EXHAUST VALVE. REMOVED CYLINDER ASSY AND SENT TO MFG FOR REPAIRS.

Parts most often named Motor (18) · Rod End (13) · Relay (11) · Rod (9)

LANDING GEAR MOTOR SEIZED IN GEAR TRANSIT AND WOULD NOT EXTEND GEAR. PREVENTED MANUAL EXTENSION BY HAND CRANK. GEAR MOTOR FILLED COCKPIT WITH SMOKE. AIRCRAFT LANDED WITH LANDING GEAR NOT LOCKED AND SUFFERED LANDING GEAR COLLAPSE AND PROP STRIKE. LANDING GEAR MOTOR WAS INSTALLED 04/28/2023 AND HAD ACCUMULATED 61.6 FLIGHT HOURS SINCE INSTALL. UNIT WAS OVERHAULED BY CRS# VGOR728L ON 12/02/2022 UNDER WORK ORDER # 53502.

THE AFT NLG RETRACT LINK BROKE JUST FORWARD OF THE ACTUATOR ATTACH AREA, CAUSING THE NLG TO COLLAPSE DURING LANDING. THE DRAG LINK BROKE AT THE FORWARD MOST AREA OF WELD WHERE THE CAST ACTUATOR ATTACH STRUCTURE IS WELDED TO THE TUBE STRUCTURE. IT WAS ALSO NOTED THAT THE BREAK RAN THROUGH THE CENTER LINE OF A HOLE THAT HAD BEEN INSTALLED DURING THE MFG PROCESS AND WAS FILLED WITH A PIN.

ON APPROACH TO PHL, LANDING GEAR WOULD NOT EXTEND. PILOT PROCEEDED TO MANUALLY CRANK LANDING GEAR DOWN AND LANDED SAFELY AT PHL WITHOUT INCIDENT.

Parts most often named Crankcase (21) · Connecting Rod (11) · Crankshaft (8) · Gear (4)

OIL LEAK, TROUBLESHOT AND FOUND CRANKSHAFT, PROPELLER FLANGE CRACKED 1/2 WAY AROUND CIRCUMFERENCE. ENGINE IS NEW WITH 13.6 HOURS ON IT.

PILOT FELT A SHUDDER OF THE LEFT ENGINE AND IT SHUT DOWN ON ITS OWN. THE AIRCRAFT LANDED WITHOUT INCIDENT. UPON INSPECTION WE FOUND THAT THE PROP DID NOT FEATHER, THE ENGINE SEIZED, THERE ARE THREE HOLES IN THE TOP ON THE LEFT ENGINE CASE HALF, OBSERVED THROUGH THE LARGER HOLE IN THE CASE HALF THAT THE NR 4 CYLINDER CONNECTING ROD WAS BROKEN AND THE CONNECTING ROD CAP WAS SITTING ON TOP OF THE ENGINE. IT HAD COME UP THROUGH THE LARGER HOLE. IT HAD ALSO PUT A SMALL DENT IN THE TOP COWL.

AFTER TEARING DOWN THE ENGINE IN QUESTION IT IS OUR OPINION THAT THE FAILURE WAS DO TO OIL STARVATION OF THE NR 5 CYLINDER CONNECTING ROD CAP FOR UNKNOWN REASONS. THIS CAUSED FAILURE OF THE ROD CAP BOLTS. THE CAP BOLTS STRETCHED, [S/N removed] AND THEY SHOW SIGNS OF BURN MARKS.

Parts most often named Split Bearing (14) · Dowel (5) · Propeller (4) · Fork (4)

DURING O/H EVALUATION, FOUND PITCH CHANGE ROD PN D3474 TO BE WORN UNDER MINIMUM DIMENSIONS. ROD WAS INSTALLED ON JAN 26, 2011 DURING A REPAIR, IT HAD 30.8 HOURS SINCE NEW.

RIGHT PROPELLER DEICE BRUSH MOUNTING SCREWS WERE PAN HEAD SCREWS WITH NO LOCKING DEVICE. THE PARTS BOOK CALLS FOR PN MS35275243 SCREW. THIS IS FILLISTER HEAD SCREW WITH THE HEAD DRILLED FOR SAFETY WIRE. THE PROPER SCREWS WERE OBTAINED, INSTALLED, AND SAFETIED. THIS IS A LOW TIME AC AND NO RECORD OF BRUSH MAINTENANCE OR REPLACEMENT WAS DOCUMENTED IN THE AC RECORDS.

COUNTERWEIGHT DEPARTED LEFT PROP ON TAKEOFF ROLL. SPINNER AND BACKING PLATE WERE DESTROYED. PROP HUB WAS CRACKED IN TWO PLACES. NO OTHER DAMAGE TO AIRCRAFT OR ENGINE. ROTOR COUNTERWEIGHT WAS NOT FOUND.

Parts most often named Magneto (16) · Impulse Coupling (12) · Bearing (6) · Coil (4)

ROUGH RT ENGINE, LT MAGNETO OPERATION DURING RUN-UP CHECK. REMOVED MAGNETO, PN BL-349350-4, [S/N removed], MODEL S6RN-1225 AND FOUND MAGNETO GEAR BUSHING AND RETAINER BROKEN. CONSULTED WITH MFG FOR ADDITIONAL INSTRUCTIONS. REMOVED OIL PAN AND RECOVERED MISSING PIECES OF BUSHING AND RETAINER. VERIFIED ALL PIECES RECOVERED BY MATCHING UP BROKEN, MISSING PIECES. FOUND MAGNETO GEAR ROTATED WITH INTERMITTENT BINDING, GRINDING. INSPECTED ACCESSORY GEARS FOR CONDITION WITH NO DEFECTS NOTED.

LEFT ENGINE, RT MAGNETO FAILED. MAGNETO WAS REMOVED AND SENT FOR REPAIR. MAGNETO WAS DISASSEMBLED, FOUND BEARING WELDED TO ROTOR SHAFT AND INTERNAL COMPONENTS DAMAGED BEYOND REPAIR. PREMATURE FAILURE OF BEARING DUE TO LACK OF LUBRICATION OR DEFECT. MAGNETO HAD 494.6 HRS TT SINCE REMANUFACTURE.

DURING ROUTINE 500 HOUR INSPECTION OF MAGNETOS, DISCOVERED THAT ALL FOUR MAGNETOS HAD CRACKED IMPULSE COUPLING FLYWEIGHT PLATES. CRACKS WERE DISCOVERED DURING NDT MAGNETIC PARTICLE INSPECTION OF IMPULSE COUPLINGS. SUSPECT THE SHARP-CORNERED FEATURE OF THE FLYWEIGHT PLATE THAT FORMS THE FULL ADVANCE STOP IS DEVELOPING CRACKS DUE TO STRESS RISERS AT THE CORNER.

Parts most often named Throttle Cable (13) · Control Cable (12) · Throttle Arm (5) · Cable (3)

DURING ANNUAL INSPECTION HEIM JOINT USED TO CONNECT THROTTLE CABLE TO THROTTLE BODY WAS FOUND TO BE PARTIALLY UNSCREWED FROM THROTTLE CABLE. THE WITNESS HOLE ALLOWED A WIRE TO PASS THROUGH, INDICATING INSUFFICIENT ATTACHMENT.

DURING DESCENT, PILOT REPORTED NO THROTTLE CONTROL TO R/H ENGINE. REMOVED COWLING, INSPECTED THROTTLE ARM AND FOUND SPLINES WORN BEYOND [S/N removed]. CONTINENTAL MOTORS CRITICAL [S/N removed] BULLETIN CSB08-03C ADDRESSES THIS ISSUE. THIS ENGINE AND COMPONENTS ARE ONLY 233.1TT, AND HAS THE STAINLESS STEEL ARM INSTALLED.

THROTTLE CABLE [S/N removed] IN CRUISE FLIGHT ENROUTE TO A DESTINATION AIRPORT. NO POWER CHANGES WERE BEING MADE AT THE TIME OF FAILURE, PROBABLE CAUSE OF FAILURE SUSPECTED TO BE FATIGUE FROM NORMAL USAGE AND SLIGHT CORROSION FROM EXPOSURE TO THE ELEMENTS. RECOMMENDATION FOR PREVENTION OF OCCURENCE NO NOTED DUE TO THE NATURE AND SUSPECTED CAUSE OF THE FAILURE.

Parts most often named Blade (34) · Ferrule (3) · Blade Nuts (1) · Spring (1)

UPON DISASSEMBLY OF PROPELLER, FOUND THAT THE THREADED AREA OF THE HUB THAT SUPPORTS THE DOME HAD DAMAGED THREADS WHICH WERE NOT DETECTED AT OVERHAUL. PROPELLER BLADES APPEAR TO HAVE NOT BEEN PROPERLY SHOT PEENED IAW THE LATEST REVISION OF THE PROPELLER OVERHAUL MANUAL. FOUND THE MOUNTING STUDS IN THE PROPELLER HUB WERE NOT INSTALLED WITH THE THREAD INSERTS LISTED IN THE LATEST REVISION OF THE PROPELLER OVERHAUL MANUAL.

UPON DISASSEMBLY OF PROPELLER, FOUND THAT THE PROPELLER BLADES APPEAR TO HAVE NOT BEEN PROPERLY SHOT PEENED IAW THE LATEST REVISION OF THE PROPELLER OVERHAUL MANUAL. FOUND THE MOUNTING STUDS IN THE PROPELLER HUB WERE NOT INSTALLED WITH THE THREAD INSERTS LISTED IN THE LATEST REVISION OF THE PROPELLER OVERHAUL MANUAL.

(AUS) PROPELLER BLADE FERRULE CRACKED AROUND BEARING SHELF ORIGINATINGFROM A PREVIOUSLY DRILLED ACTUATING PIN HOLE. CRACK LENGTH 50.8MM (2IN).

Parts most often named Hub (30) · Nut (2) · Piston (1) · Dowel Pin (1)

PISTON CYLINDER BECAME SEPARATED FROM THE HUB. IT APPEARS THAT THE THREADS STRIPPED OUT OF THE HUB ABOUT 1/8 INCH. AT THIS TIME WE ARE SENDING TO H&S PROPELLER IN MICHIGAN FOR AN DETAILED TEAR DOWN INSPECTION REPORT TO DETERMINE THE FAILURE.

PROPELLER SUBMITTED FOR INSPECTION FOR THE CAUSE OF RED OIL LEAK IAW AD 91-15-04. PROPELLER WAS DISASSEMBLED AND BLADE RETENTION THREADS OF THE HUB [S/N removed] WERE EDDY CURRENT INSPECTED. THE HUB WAS FOUND CRACKED IN THE RETENTION THREADS. THE BLADE COUNTERWEIGHTS WERE ALSO FOUND UNDERTORQUED AND 1 HAD ROTATED OUT OF PROPER ALIGNMENT WHICH WAS FOUND TO BE CONTRIBUTING TO A LOW STATIC RPM CONDITION.

(CAN) PROP RECEIVED FOR REPAIR OF RED OIL LEAK. UPON VISUAL INSP CORROSION DAMAGE UNDER THE PAINT WAS OBSERVED. THE AMOUNT OF DAMAGE RENDERS THE HUB UNSERVICEABLE IAW MM NR SPM100-1R4.

Parts most often named Heater (7) · Pump (4) · Combustion Head (2) · Motor (2)

THE AIRCRAFT CAME INTO MAINTENANCE WITH THE CABIN HEATER INOPERATIVE. DURING TROUBLESHOOTING, THE IRIS VALVE WAS FOUND TO OPERATE SLOWLY AFTER APPLYING LIGHT PRESSURE TO THE ARM. THE ARM IS CONNECTED TO A CABLE THAT IS ROUTED TO THE FRESH AIR VALVE ACTUATOR BEHIND THE CIRCUIT BREAKER PANEL. THE FRESH AIR VALVE ACTUATOR WAS REPLACED AND THE HEATED OPERATED NORMALLY.

CABIN HEATER CIRCUIT BREAKER POPPED DURING HEATER OPERATION WHILE AIRCRAFT WAS IN FLIGHT. UPON LANDING MAINTENANCE PERFORMED INSPECTION/TROUBLESHOOTING OF HEATER SYSTEM MALFUNCTION AND FOUND HEATER FUEL PUMP HOUSING BURNED THROUGH DUE TO POSSIBLE INTERNAL DEFECT.

COMBUSTION HEATER REPORTED BACK FIRING IN FLIGHT. MEASURED HEATER EXHAUST PIPE LENGTH AND SCARF ANGLE. NEITHER MEASUREMENT TO SPEC. INSTALLED NEW EXHAUST PIPE ASSY. AND CUT TO PROPER DIMENSIONS.

Parts most often named Fuel Cell (9) · Fuel Tank (4) · Bladder (4) · Baffle (2)

WHILE COMPLETING AN ANNUAL INSPECTION, REMOVED FUEL CAPS TO INSPECT THE CAPS, SEALS AND ADAPTERS. FOUND THE LEFT WING MAIN TANK FUEL CAP ADAPTER HEAVILY CORRODED AND PITTED. WITH THE EXTENT OF CORROSION ON THE ADAPTER, THE CAP WOULD NOT SEAL ALLOWING WATER TO ENTER THE FUEL BLADDER.

FLOATS AND FUEL CELLS, NEWLY MFG INBD L/E TANK , REPLACES OEM CELL PN 60-921057-3. NEWLY INSTALLED 1-6-12. LOW POINT DRAIN NIPPLE INTERNAL REINFORCEMENT DEBONDED, ALLOWING COMPLETE DRAINING OF LT WING FUEL LOAD. ACFT WAS ON GROUND AT TIME OF INCIDENT. RECOMMEND MFG PROCESS BE REVIEWED.

ON TAKEOFF OUT OF RST, RIGHT ENGINE QUIT, ABORTED TAKEOFF AND RETURNED TO SIGNATURE RAMP. MAINTENANCE DRAINED WATER FROM FUEL SUMPS, RUN UP ENGINES, OPS CHECK NORMAL, NO DEFECTS NOTED.