340Pressurized cabin twin

Parts most often named Retain Bearing (10) · Dowel (9) · Ferrule (7) · Cylinder Pin (7)

DURING A BEARING INSPECTION OF BLADE, PN 660713275, [S/N removed] 5019, A 6" CRACK AROUND THE BLADE SHANK WAS NOTED. THIS CRACK WAS VERIFIED WITH A FLUORESCENT PENETRANT INSPECTION. THE BLADE WAS REMOVED FROM THE NR 1 BLADE POSITION. SCOTT I COULDN`T FIND THE PROP.

CUSTOMER WAS INVESTIGATING AN ABNORMAL GREASE LEAK ON THE RIGHT HAND PROPELLER. REMOVED THE SPINNER, DISCOVERED THAT THE ENGINE-SIDE HUB HALF WAS VISIBLY CRACKED. CRACKS ARE LOCATED ON THE PROPELLER MOUNTING FLANGE HUB HALF, LEAD EDGE SIDE OF BLADE SOCKETS NUMBER 1 AND 2. CRACKS RUN FROM HUB PARTING SURFACE TO MOUNTING FLANGE.

Parts most often named Cylinder (34) · Cylinder Head (4) · Rocker Cover (3) · Lifter (2)

CRACKS IN THE HEADS ABOVE THE INTAKE PORT IN BOTH CYLINDERS. FUEL STAINING ON THE EXTERIOR OF THE HEAD. THIS IS THE THIRD AND FOURTH CYLINDERS THAT HAVE BEEN REPLACED ON THIS ACFT. THE EARLIER ONES WERE DONE ON 10/19/15 WITH 379 HOURS ON THE PARTS.

DURING INVESTIGATION OF LT ENGINE OIL LEAK, A CRACK WAS DISCOVERED IN THE ENGINE CASE OTBD SIDE RUNNING BETWEEN THE NR 2 & NR 4 CYLINDERS.

WHILE PERFORMING VISUAL INSPECTION DURING ANNUAL INSPECTION, TECH NOTED STAINING BETWEEN CYLINDER FINS ON INTAKE SIDE OF CYLINDER NR 6 ON RT ENGINE. CYLINDER COMPRESSION CHECK AND BORESCOPE INSPECTION CONFIRMED THAT STAINING WAS DUE TO A CRACK BETWEEN INTAKE VALVE AND SPARK PLUG BOSS. CYLINDER SN IS OUTSIDE OF RANGES IN BOTH AD 2004-08-10 AND SAIB NE-07-09. CYLINDER WAS INSTALLED NEW ON 12-29-2009.

Parts most often named Clamp (13) · Header (2) · Flange (2) · Coupling (2)

WHILE DOING THE EXHAUST AD2000-01-16, THE ONE PIECE V CLAMP THAT HOLDS THE EXHAUST TO THE TURBO WAS FOUND CRACKED APPROX 50 PERCENT AROUND, REPLACED CLAMP AND LEAK CHECKED OK. THE CRACKED CLAMP DID NOT APPEAR TO BE OVER TORQUED.

PILOT OBSERVED RT FUEL QUANTITY INDICATOR FAILED, THEN RT FUEL TRANSFER LIGHT ON AND RT LANDING LIGHT CIRCUIT BREAKER POPPED. AFTER FLIGHT, VISUAL INSPECTION OF THE RT ENGINE NACELLE IDENTIFIED A BURN THROUGH NACELLE SKIN ADJACENT TO THE RT ENGINE OVERBOARD TAILPIPE. INVESTIGATION REVEALED THE TAILPIPE HAD FAILED AT THE OUTBOARD BEND, IN THE ENGINE COMPARTMENT, DAMAGING THE EXTERNAL NACELLE SKIN, FIREWALL, CANTED BULKHEAD, ENGINE BEAM, AND WIRING BEHIND THE FIREWALL.

NEW AEROQUIP EXHAUST CLAMPS ARE CRACKING AROUND OUTER PERIPHERY. FOUR CLAMPS IN 201 HOURS. ALL CLAMPS APPEAR TO BE MANUFACTURING DEFECTS. NON LIFE LIMITED CLAMPS.

Parts most often named Torque Tube (7) · Bellcrank (5) · Gearbox (2) · Pin (1)

AFTER DISCOVERING FAILED RH MLG IDLER BELLCRANK, P/N 0841106-6, DECIDED TO PERFORM NDI INSPECTION OF LH MLG IDLER BELLCRANK P/N 0841106-5. MULTIPLE CRACK INITIATION POINTS WERE FOUND IN THE SAME AREA AS THE FAILED LINK

FAILURE OF THE PIVOT BOLT ON THE RT MLG DOWNLOCK BELLCRANK (BOOMERANG) APPEARS TO HAVE RESULTED FROM SHEAR FORCES DURING LANDING. FORCES OF THIS NATURE EXCEEDED DESIGN LIMITS OF THIS SEGMENT OF THE LANDING GEAR SYSTEM. THE EXACT CAUSE COULD NOT BE DETERMINED BUT MAY HAVE RESULTED FROM IMPROPER RIGGING TO THE SYSTEM DURING RECENT MAINTENANCE OF THE LANDING GEAR COMPONENTS.

DURING INSPECTION IT WAS DISCOVERED THAT LT MLG WOULD NOT RETRACT. GEAR WAS DISASSEMBLED. BEARING INNER RACE WAS FOUND TO BE CRACKED.

Parts most often named Blade (14) · Bearing (4) · Ferrule (2)

Parts most often named Hub (16) · Nut (1) · Feather Cylinder (1) · Blade Act Pin (1)

EXCESSIVE CORROSION AND A CRACK WAS FOUND IN THE RETENTION THREADS. SUBMITTER STATED PROPER COMPLIANCE TIMES ADHERED TO COULD HAVE LESSENED THE SEVERITY OF THE SITUATION.

EXCESSIVE CORROSION IN THREADS OF BLADE SOCKETS. SUBMITTER STATED PROPER COMPLIANCE TIMES ADHERED TO MAY HAVE LESSENED THE PROBLEMS.

PROPELLER WAS INSTALLED 7-25-96 AT HOUR METER 1362.6. PROPELLER WAS NEW AT TIME OF INSTALL. PROPELLER REMOVED WITH 1661.4 HOURS TOTAL TIME. FIRST INDICATION OF DEFECT WAS GREASE ON FRONT OF ENGINE COWLING. FOUND APPROXIMATE 4 INCH LONG CRACK ON AFT HUB BY MOUNTING BOLTS.

Parts most often named Crankshaft (7) · Crankcase (5) · Pin (1) · Connect Rod (1)

(CAN) SUSPECT OIL STARVATION TO NR 3 CONNECTING ROD DUE TO MOVEMENT OF NR 2 INTERMEDIATE MAIN BEARING IN CRANKCASE. ENGINE NOT FULLY DISASSEMBLED AT THIS TIME. ENGINE BOTTOM END BEYOND REPAIR.

ENGINE IN-FLIGHT FAILURE DUE TO BROKEN CRANKSHAFT. THIS CRANKSHAFT INSTALLED AS NEW ON MAY 4, 1999 TO REPLACE PREVIOUS NEW CRANKSHAFT AFFECTED BY AD 99-19-01. THIS [S/N removed], [S/N removed], IS NOT IN AD. CRNAKSHAFT S/N''S IN AD GO THROUGH 12-1998. (X)

RIGHT ENGINE CRANKSHAFT BROKE IN CRUISE FLIGHT 15,000 FEET, 2,300 RPM. NR 1 PISTON NOT MOVING WHEN PROPELLER IS TURNED. NR 5 CYLINDER, NO COMPRESSION. METAL FOUND IN OIL FILTER AND GOVERNOR GASKET SCREEN. (X)

Parts most often named Switch (5) · Downlock Switch (2) · Bulb (2) · Actuator (1)

RIGHT GEAR DOWN LIGHT WOULD NOT ILLUMINATE ON LANDING. I LOOKED AT THE LANDING GEAR WHEN THE PLANE WAS TOWED IN TO MY SHOP. I FOUND THE LANDING GEAR MICRO SWITCH ACTUATOR TAB BROKEN. WE JACKED THE AIRPLANE AND REPLACED THE SWITCH TAB AND ADJUSTED. WE OPERATED THE GEAR NORMALLY AND DID EMERGENCY EXTEND WITH NO DEFECT. WE RETURNED THE AIRCRAFT TO [S/N removed]

LANDING GEAR WOULD NOT EXTEND, FOUND LANDING GEAR ACTUATOR DOWN LIMIT SWITCH STUCK IN GEAR DOWN POSITION. PERIODIC REPLACEMENT OF SWITCH WOULD BE THE ONLY WAY TO PREVENT REOCURRENCE. THE SWITCH IS A SEALED UNIT AND CANNOT BE INSPECTED INTERNALLY. (GL17200402312)

LT MLG DOWN LIGHT FAILED TO ILLUMINATE ON APPROACH. EMERGENCY GEAR SYSTEM ACTIVATED. AIRCRAFT LANDED SAFELY AT MAIN BASE. FOUND LT MLG DOWNLOCK SWITCH ACTUATOR BROKEN.

Parts most often named Bearing (3) · Turbocharger (2) · Coupling (1) · Turbine Wheel (1)

LOSS OF MANIFOLD PRESSURE DURING CRUISE FLIGHT (12,000 FT) IN THE LT ENGINE CAUSING A PRECAUTIONARY ENGINE SHUTDOWN. POST FLIGHT INSPECTION FOUND THE BEARING IN THE TURBOCHARGER HAD FAILED AND ALLOWED SUBSTANTIAL OIL LOSS.

DURING AN ANNUAL INSPECTION, THE CLAMP BETWEEN THE EXHAUST PIPE AND WASTEGATE ELBOW ON THE RT ENGINE WAS FOUND WITH A 2 INCH CRACK ALONG THE CIRCUMFERENCE.

SUBJECT AIRCRAFT IS LOCATED IN AUSTRALIA. IT WAS REPORTED THAT THIS ENGINE WAS SURGING IN-FLIGHT. INVESTIGATION THERE FOUND A TURBOCHARGER WITH 'EXCESSIVE END FLOAT'. THE TURBOCHARGER WAS RETURNED TO ALLIED SIGNAL AND INSPECTION FOUND A WORN THRUST BEARING.

Parts most often named Filter (4) · Oil Pump (1) · Hose (1) · Scavenge Pump (1)

PILOT NOTICED OIL STREAMING FROM ATHE ENGINE COWLING DURING FLIGHT AND DECIDED TO FEATHER THE ENGINE BEFORE A CATASTROPHIC FAILURE OCCURRED. THE OIL DRAIN HOSE FROM THE AIR/OIL SEPARATOR IN THE WET VACUUM PUMP AND PRESSURIZATION SYSTEM SEPARATED WHICH DRAINS THE EXCESS OIL BACK INTO THE OIL SCAVENGE PUMP. THAT ALLOWED THE ENGINE OIL TO ESCAPE OUT THE BROKEN HOSE INTO THE ENGINE BAY. REPLACED THE HOSE WITH A NEW UNIT AND NO OTHER DISCREPANCIES WERE NOTED.

(AUS) DURING FLIGHT, ENGINE WAS SHUT DOWN DUE TO LOSS OF ENGINE OIL PRESSURE. INVESTIGATION FOUND AN OIL PIPE LEAKING AS RESULT OF PIT HOLE CORROSION - PIPE RUBBING AGAINST THE SCAT HOSE APPEARS TO BE A POSSIBLE CAUSE.

DURING INSPECTION OF OIL FILTER, THE METAL RETAINING RING BETWEEN FILTER AND RUBBER GASKET (ALL PARTS INTERNAL) WAS FOUND BROKEN WITH ONE-THIRD OF THE RING MISSING. THE REMAINING PARTS OF THE RING WERE FOUND IN FILTER, ALL PIECES. FOUND ON TWO FILTERS.