100King Air · A100 · B100

Parts most often named Motor (6) · Controller (4) · Torque Link (4) · Switch (2)

(CAN) DURING ROUTINE INSPECTION ON THE NOSE GEAR RETRACT CHAIN A LINK NEEDED TO BE REMOVED. THE MAINTENANCE TECHNICIAN PROCURED A MASTER LINK FROM INVENTORY, DURING INSTALL IT WAS NOTICED THAT ONE OF THE PINS ON THE NEW MASTER LINK WAS NOT CRIMPED PROPERLY TO THE PLATE (SEE PIC ATTACHED). AFTER INSPECTING ALL MASTER LINKS IN THE FLEET AND INVENTORY WE FOUND ONE OTHER LINK THAT WAS NOT CRIMPED PROPERLY. ALL EFFECTIVE LINKS REMOVED FROM INVENTORY (TC# 20190715014)

(CAN) ON TAKEOFF THE LANDING GEAR FAILED TO FULLY RETACT, WHEN THE GEAR WAS EXTENDED THE RT GEAR FAILED TO LOCKDOWN, THE SOP`S WERE FOLLOWED, GEAR EMERGENCY BOTTLE WAS BLOWN BUT THE RT GEAR SLOWLY COLLAPSED ON LANDING. THE DOWN LOCK HOOK WAS FOUND TO BE BROKEN.

(CAN) DURING A SPECIAL NDT INSPECTION OF THE MLG TORQUE LINKS, A VERY SMALL CRACK WAS FOUND JUST STARTING TO FORM IN THE RADIUS OF THE UPPER LINK. THIS NDT IS A SELF IMPOSED ADDITIONAL INSPECTION, STARTED AFTER WE FOUND SIMILAR SMALL CRACKS IN THE SAME RADIUS AREA ON ABOUT 25 PERCNET OF THE FLEET. THIS PARTICULAR LINK WAS NOT REPLACED IN 2007 AS IT WAS NDT AND NOT CRACKED. NDT ALSO COMPLETED IN 2009 NO CRACKS, WE INITIALLY COMPLETED THIS INSPECTION IN 2007 FOLLOWING THE FAILURE OF A TORQUE LINK DURING LANDING.

Parts most often named Actuator (16) · Motor (4) · Bearing (2) · Nut (2)

(CAN) DURING A PHASE INSPECTION WHILE COMPLETING THE LANDING GEAR SWINGS THE RT GEAR ACTUATOR WAS MAKING AN UNUSUAL NOISE. THE ACTUATOR WAS REPLACED AND TESTED [S/N removed]. UPON DISASSEMBLE OF THE ACTUATOR THE GEAR TEETH WERE FOUND TO BE CHIPPED AND BROKEN.

(CAN) DURING THE FLIGHT, THE LANDING GEAR TRANSITION LIGHT DID COME ON. EMERGENCY LANDING GEAR EXTENSION C/OUT. LATER AT THE HANGAR, IT WAS FOUND THAT HYDRAULIC FLUID WAS ALL LOST. O-RING AROUND THE SHAFT WAS FOUND CUT ON RT MAIN HYDRAULIC ACTUATOR, PN: ADI-7999-003-3, O-RING AND BACKUP RING REPLACED BY NEW ONE. THIS ACFT IS MODIFIED UNDER STC.

(CAN) TRANSITION LIGHT CAME ON IN FLIGHT. EMERGENCY EXTENSION C/OUT. FOUND THAT ALL HYDRAULIC FLUID WAS LOST THRU THE LT LANDING GEAR ACTUATOR. O-RING AROUND THE ACTUATOR SHAFT WAS FOUND TO BE BROKEN. O-RING REPLACED AND RETRACTION TEST C/OUT WITHOUT ANY OTHER PROBLEMS. THIS ACFT IS EQUIPPED WITH STC SA 4013 WE.

Parts most often named Torque Tube (10) · Hinge (5) · Spline Adapter (4) · Structure (4)

(CAN) DURING A SCHEDULED PHASE INSPECTION THE LT AND RT OTBD ELEVATOR HINGES WERE FOUND TO BE LOOSE WHERE THEY ATTACH TO THE HORIZONTAL STABILIZER. THE ATTACHMENT BOLTS WERE REPLACED WITH NEW, 4 EACH LOCATION AND SECURED. THE OTHER HINGE LOCATIONS HAD NO DEFECTS.

(CAN) DURING SCHEDULED VISUAL INSPECTION OF THE ELEVATOR TORQUE TUBE A CRACK WAS FOUND. THIS MAY HAVE BEEN THE RESULT OF OVER-TORQUEING THE SCREW ATTACHING THE TUBE TO THE ELEVATOR. TUBE REPLACED AND CHECKED [S/N removed].

(CAN) ELEVATOR TORQUE SHAFT VISUAL INSPECTION INDICATED SOME CORROSION ON THE BOTTOM OF THE SHAFT AFTER REMOVAL IT WAS DISCOVERED THAT CORROSION HAD CREATED MULTIPLE HOLES IN THE SHAFT. NOTE THIS SHAFT GETS WET AFTER RAIN OR AIRCRAFT WASHING AND MAY STAY SUSPENDED FOR SOME TIME. TORQUE SHAFT REPLACED AND CHECKED [S/N removed].

Parts most often named Windshield (19) · Window (6) · Cockpit Window (1) · Windscreen (1)

(CAN) AT 16000 FT LEVEL CRUISE, WINDOW FAILURE OCCURRED, COMPLETE WINDOW FAILED LEAVING ONLY APPROX 2 INCHES OF WINDOW ATTACHED TO AIRFRAME WINDOW SEAL STAYED ATTACHED TO AIRFRAME. CRAZING, PITS AND SCRATCHES REMOVED FROM WINDOW FEB 10, 2000, WINDOW MEASURED AFTER REPAIR. .304-.321, COMPLETED BY AVGLASS USA.

INSIDE LAYER OF CO-PILOT WINDSHIELD CRACKED WHILE IN-FLIGHT AT 25,000 FT. AIRCRAFT RETURNED. NO PROBABLE CAUSE OR RECOMMENDATION CAN BE MADE TO PREVENT REOCCURRENCE. WINDSHIELD CRACKED FOR NO APPARENT REASON. (K)

(CAN) IN CRUISE PILOT HEARD LOUD BANG, NOTICED CO-PILOTS INNER PANE SHATTERED. STARTED DECENT TO 130000 ASL, BROUGHT CABIN PRESSURE DOWN TO 2 PSI. LANDED AT DESIGNATION.

Parts most often named Engine (24) · None (1) · Torque Sensor (1)

(CAN) ENGINE WOULD NOT DECELERATE ON APPROACH, NO THROTTLE RESPONSE ON APPROACH AFTER 2HR FLIGHT, SUSPECT FROZEN P3 LINE (TC# 20150116003)

(CAN) TWO REJECTED TAKE OFFS WERE REPORTED DUE TO THE AUTOMATIC TAKEOFF POWER CONFIGURATION SYSTEM NOT ARMING. THE PILOT SAW THAT THE ENGINE ANALOG TORQUE GAGE INDICATED ZERO. TROUBLESHOOTING LED TO THE REPLACEMENT OF THE TORQUE SENSOR, AUTOFEATHER UNIT AND TORQUE INDICATOR BEFORE THE ACFT WAS RETURNED TO [S/N removed].

(CAN) CLIMBING THROUGH FL120, THE FLIGHT CREW HEARD A GRINDING NOISE, FELT A YAW TO THE LEFT, SAW THE NR 1 GENERATOR LIGHT ILLUMINATE AND OBSERVED FLAMES AND SPARKS COMING OUT THE NR 1 ENGINE EXHAUST STACK. THE ENGINE WAS SHUTDOWN, A SINGLE ENGINE APPROACH AND LANDING WAS ACCOMPLISHED AT THE DEPARTURE POINT. NO DETAILS ON ENGINE CONDITION ARE AVAILABLE AT THIS TIME.

Parts most often named Torque Tube (18) · Support (2) · None (1) · Shaft (1)

PITCH TRIM ACTUATOR BOTH NORMAL AND EMERGENCY INTERNAL MOTORS FAULTED OUT AT THE FULL NOSE DOWN POSITION IN FLIGHT AND DUPLICATED LOSS OF BOTH NORMAL AND EMERGENCY MOTORS FAULTING OUT IN THE FULL NOSE DOWN POSITION AFTER SEVERAL GROUND CHECKS/TESTS. SMITHS AEROSPACE ACTUATION SYSTEMS.

(CAN) THE ELEVATOR TORQUE SHAFT ASSEMBLY WAS FOUND TO HAVE PLAY IN ONE OF THE ARMS. THE ASSEMBLY WAS REPLACED AND AIRCRAFT RETURNED TO [S/N removed]. UPON FURTHER INSPECTION IT WAS FOUND THAT THE TAPER PIN INSTALLED IN THE ARM WAS NOT SEATED PROPERLY CAUSING WEAR OF THE ARM AND SHAFT. IT WAS NOTED THAT THIS TORQUE SHAFT ONLY HAD 817.1 HOURS ON IT SINCE NEW WE HAVE BEEN HAVING QUALITY PROBLEMS WITH SOME OTHER TORQUE TUBES RECEIVED FROM MANUFACTURE.

(CAN) TORQUE TUBE FOUND CRACKED. THOSE BEEN REPLACED IN THE LAST 4 YEARS. ON ATTACHMENT YOU WILL FOUND PICTURE AND THE LIST OF ACFT AFFECTED WITH THE SAME REPLACEMENT IN THE LAST 6 YEARS. ACFT MFG SHOULD HAVE A EXPLANATION ABOUT THIS ISSUE SINCE THOSE ARE BUY PRE-ASSEMBLY FROM THEM. YOU SHOULD CHECK WITH OTHER OPERATOR LIKE PROP AIR HOW GOT THE SAME OPERATION AND THE SAME ISSUE WITH THOSE TUBES.

Parts most often named Motor (9) · Limit Switch (4) · Switch (3) · Control Cable (1)

(CAN) AT APPROXIMATELY 9500 FEET IN THE CLIMB, SMOKE WAS NOTICED COMING FROM THE CABIN FLOOR IN THE VICINITY OF THE FLAP MOTOR. THE CREW CARRIED OUT THE APPROPRIATE EMERGENCY PROCEDURES AND LANDED SAFELY. UPON INSPECTION IT WAS FOUND THAT THE FLAP SYSTEM DYNAMIC BRAKE RELAY HAD FAILED CAUSING THE FLAP MOTOR TO OVERHEAT. (TC# 20190822017)

(CAN) WHILE BACK TRACKING ON THE RUNWAY, FLAPS WE RETRACTED BY FLIGHT CREW AND SHORTLY AFTER A BURNING ODOR WAS NOTICED IN THE CABIN. THE ACFT RETURNED TO THE APRON AND PASSENGERS WERE DEPLANED. THE FLIGHT CREW VISUALLY NOTED THAT THE RT INBD FLAP WAS IN THE FULL DOWN POSITION WHILE ALL OTHER FLAPS WERE RETRACTED. THE RT INBD FLAP ACTUATOR DRIVE ASSY HAD INTERNALLY FAILED.

(CAN) ON A ROUTINE FLIGHT, IT WAS OBSERVED THAT WHEN THE FLAP HANDLE WAS SELECTED TO APPROACH THE FLAPS DID NOT MOVE. THE CREW CONDUCTED A FLAPLESS LANDING WITHOUT INCIDENT. MAINTENANCE DISCOVERED THAT THE UP LIMIT SWITCH WAS FULL OF WATER A FROZEN, FURTHER INSPECTION REVEALED THE AIRCRAFT HAD JUST BEEN WASHED PRIOR TO DISPATCH. MAINTENANCE CLEANED THE SWITCHES WITH CONTACT CLEANER AND GROUND FUNCTION CHECKED THE FLAP SYS [S/N removed].

Parts most often named Switch (8) · Downlock Switch (5) · Uplock Switch (1) · Socket (1)

(CAN) ON A ROUTINE FLIGHT, IT WAS OBSERVED THAT THE "GEAR IN TRANSIT LIGHT" WOULD FLICKER ON AND OFF. MAINTENANCE INSPECTED THE NLG AND FOUND THE SWITCH WAS NOT ADJUSTED CORRECTLY. FURTHER INSPECTION REVEALED THAT THE ACFT VOLTAGE WAS SET SLIGHTLY LOWER THAT THE COMPANY GROUND POWER UNIT. THIS IS CRUCIAL WHEN RIGGING A LANDING GEAR BECAUSE THE VOLTAGE DIRECTLY AFFECTS GEAR TRAVEL. THE VOLTAGE ON THE ACFT WAS ADJUSTED AND THE LANDING GEAR RIGGED ACCORDINGLY. SYS WAS AGAIN FUNCTION CHECKED [S/N removed].

(CAN) AFTER PILOT SELECTED GEAR DOWN, THERE WAS NO INDICATION THE NOSE GEAR WAS DOWN AND LOCKED, ACFT DIVERTED BACK TO MX BASE. ON ROUTE NOSE GEAR INDICATION CAME ON. ACFT LANDED WITHOUT INCIDENT. MX REPLACED NOSE GEAR DOWN LOCK INDICATOR SWITCH AND RETURNED TO [S/N removed].

(CAN) LANDING GEAR (IN TRANSIT) LIGHT STAYED ON AFTER GEAR UP SELECTION AFTER TAKEOFF. GEAR DOWN SELECTED AND GEAR WENT DOWN AND LOCKED NORMALLY (3 GREEN LIGHTS) FOR LANDING BACK TO DEPARTURE AIRPORT. AIRCRAFT JACKED, RETRACTIONS DONE, LANDING GEARS INSPECTED, CLEANED AND LUBED, NO DEFAULT FOUND, SYSTEM FOUND [S/N removed]. (TC NR 20070206002)

Parts most often named Turbine Wheel (5) · Duct (3) · Stator (3) · Blade (2)

(CAN) ENGINE WAS SENT FOR INVESTIGATION AND REPAIR AFTER AN IN-FLIGHT SHUTDOWN INCIDENT. THE INCIDENT STARTED WITH A LOUD NOISE FROM THE ENGINE WITH A SUBSEQUENT TORQUE DROP AND INCREASE OF THE ENGINE TEMPERATURE. THE ENGINE WAS SHUTDOWN AND THE FLIGHT WAS CONTINUED AND COMPLETED ON ONE ENGINE. THE FCU AND ITS COUPLING WERE NOT RECEIVED WITH THE ENGINE.

(CAN) THREE CRACKS FOUND ON OUTER RING WHEN INSPECTING BY BORESCOPE IN NOZZLE HOLES PARTS REMOVED FOR OVERHAUL AND REPLACED.

(CAN) NOTED A SHIFT IN ENGINE TRENDS ITT AND FUEL FLOW INCREASE. VISUAL INSPECTION PERFORMED. VIEWED THROUGH EXHAUST STACKS. NOTED TURBINE EXHAUST DUCT IN THE SKI JUMP AREA WAS CRACKED AND SPLIT OPEN. NR 3 BEARING COVER LOOSE AND RUBBING ON POWER TURBINE DISK.

Parts most often named Bearing (4) · Clamp (3) · High Ptch Stop (2) · Prop Assy (2)

(CAN) THE BETA RING WAS RUBBING ON THE ENGINE NOSE CASE STUDS. PROPELLER WAS REMOVED AND THE BETA RING WAS ADJUSTED AND REINSTALLED ONTO THE ENGINE