414/​421Chancellor · Golden Eagle

Parts most often named Cylinder (66) · Cylinder Head (37) · Piston (7) · Valve Spring (6)

FOUND #1 ([S/N removed]), #3 ([S/N removed]), #4 ([S/N removed]), #5 ([S/N removed]) AND #6 ([S/N removed]) CYLINDERS CRACKED AT CYLINDER HEAD ON LEFT ENGINE DURING 100 HOUR INSPECTION.

FOUND #2 ([S/N removed]), #3 ([S/N removed]), #5 ([S/N removed]) AND #6 ([S/N removed]) CYLINDERS CRACKED AT CYLINDER HEAD ON RIGHT ENGINE DURING 100 HOUR INSPECTION.

AT INSPECTION ALL CYLINDERSS, HAD LOW DIFFERENTIAL PRESSURE CHECK, FOUND GLAZING ON CYLINDERSS AND ALL EXHAUST VALVE GUIDES WERE WORN OUT. REPLACED.

Parts most often named Cylinder Pin (23) · Dowel (20) · Nut (16) · Retain Bearing (7)

PROPELLER CYLINDER C3550 BURST FROM OIL PRESSURE, PROBABLE FROM GOVERNOR. GOVERNOR MUST BE TESTED BEFORE PROPELLER REINSTALLED. PROPELLER HUB [S/N removed]. REJECTED DUE TO FORCE PUT ON SCREW HOLES.

PROPELLER INSTALLED AS NEW ON AUG.8,2003. UPON ENGINE SHUTDOWN THE PROPELLER WOULD NOT LATCH AND TRAVELLED TO THE FULL FEATHER POSITION. WHEN THE CYLINDER WAS REMOVED IT WAS FOUND THAT THE LATCH PINS HAD FAILED.

AIRCRAFT PROPELLOR WENT INTO FEATHER ON APPROACH. AFTER LANDING, RESTARTED ENGINE AND PROPELLOR FELL OFF. PROP SHAFT SHEARED IN HALF. ENGINE HAD A PROP STRIKE 400 HOURS PREVIOUS.

Parts most often named Crankcase (25) · Crankshaft (9) · Connecting Rod (8) · Lifter (7)

ENGINE WAS DISASSEMBLED FOR PROP STRIKE INSPECTION. FOUND LIFTERS BEGINNING TO SPALL AND WERE REPLACED WITH NEW LIFTERS AT THIS TIME TO PREVENT DAMAGE TO CAMSHAFT. LIFTERS WERE INSTALLED IN MAY OF 2010 AND HAVE 303.7 HOURS SINCE NEW.

DURING A 100 HOUR INSPECTION, FOUND A SUSPECT CRACK ON THE RT ENGINE BETWEEN THE NR 1 AND NR 3 CYLINDERS. PERFORMED A DYE PENETRATE INSPECTION AND VERIFIED AN APPROXIMATELY 4" CRACK IN THE CRANKCASE EXTENDING FROM A THROUGH BOLT UP INTO THE CRITICAL AREA AS OUTLINED IN SB M90-17 DATED 8/23/1990.

DURING CRUISE FLIGHT, NR 1 AND NR 2 CONNECTING RODS FAILED AT THE CRANK JOURNALS CAUSING THE ENGINE TO SEIZE. THE RODS BROKE BOTH CASE HALVES AND THE LT MAGNETO FROM THE CASE. REASON IS UNKNOWN. 1515.1 HRS SMOH.

Parts most often named Torque Tube (6) · Uplock Hook (5) · Bellcrank (4) · Gearbox (2)

ON LANDING ROLLOUT, THE LT MAIN GEAR COLLAPSED. 1 OF THE LOWER EARS OF THE LT LANDING GEAR RETRACTION BELLCRANK WAS SHEARED AND NOT FOUND. THE BELLCRANK CAME OFF THE DOWNLOCK PIN. ALSO THE UPPER ATTACH BOLT SHEARED AND 1 OF THE ATTACHMENT EARS OF THE UPPER LT MLG STRUT ASSEMBLY SHEARED OFF.

LEFT MAIN GEAR COLLAPSED ON LANDING. PIC ADVISED 3 GREENS ON APPROACH, NORMAL LANDING UNTIL ACFT SETTLED ON GEAR AND LEFT SIDE COLLAPSED. WINDS LIGHT, ACFT PULLED LEFT INTO GRASS AND STRUCK LIGHTS AND POLE. LEFT ENGINE PROP SHOWS CURLED TIPS DUE TO GROUND STRIKE AND SUBSTANTIAL DAMAGE TO LEFT WING. INVESTIGATION FOUND LEFT MAIN GEAR BELLCRANK PIVOT BOLT SHEARED CAUSING THE FAILURE OF THE REAR CLEVIS EAR AT THE BELLCRANK PIVOT AND LOWER CLEVIS EAR OF THE BELLCRANK ARM.

LANDING GEAR WOULD NOT RETRACT AFTER TAKEOFF, OR EXTEND WHEN GEAR DOWN WAS SELECTED. THE EMERGENCY GEAR EXTENSION HANDLE WAS PULLED, AND IT BROKE OFF IN THE PILOT'S HAND. THE ACFT LANDED WITH THE GEAR UP. TROUBLESHOOTING REVEALED THAT THE CABLE BROKE AT THE BASE OF THE HANDLE.

Parts most often named Hub (39) · Bushing (1) · Bearing (1) · Ferrule (1)

PROPELLER OVERHAULED AND REINSTALLED. TEST FLIGHT REVEALED VIBRATION. DETERMINED TO BE SHEARED DOWEL PINS CAUSING LOOSE PROPELLER TO CRANK PROP DRIVE SHAFT. (K)

CRACK IN PROPELLER HUB WAS FOUND DURING AN INSPECTION TO FIND A REASON FOR A GREASE LEAK COMING OUT OF THE PROP SPINNER. THE REAR HUB HALF WAS FOUND TO BE BROKEN IN TWO AROUND ONE BLADE SOCKET. ANY FURTHER OPERATION WOULD HAVE CAUSED A COMPLETE BLADE SEPARATION. HUB WAS SENT TO MFG. FOR FURTHER EVALUATION.

(CAN) PROPELLER RECEIVED FOR CORROSION INSPECTION. HUB AND PROPELLER BLADES FOUND BADLY CORRODED. HUB REPLACED BY HUB [S/N removed] AND PROPELLER OVERHAULED.

Parts most often named Blade (32) · Blade Act Pin (2) · Actuating Pin (1) · Bearing (1)

ON CLIMB OUT, ACFT BEGAN TO SHAKE, IT BEGAN TO SHAKE WORSE AS THE FLIGHT PROGRESSED. FLIGHT LANDED SAFELY AT THE INTENDED AIRPORT. AFTER INSPECTION IT WAS REVEALED ONE OF THE PROPELLER BLADES WAS LOOSE. REMOVED PROPELLER AND SENT TO PROP SHOP FOR OVERHAUL.

PROP WAS OBSERVED TO BE LEAKING GREASE FROM TWO BLADE SHANK AREAS. SPINNER WAS REMOVED FOR INSP AND ALL 3 BLADES APPEAR TO BE LEAKING GREASE. ONE BLADE WAS OBSERVED TO HAVE EXCESSIVE BLADE SHANK MOVEMENT BEYOND ALLOWABLE LIMITS. WHEN BLADES WERE CHECK FOR BLADE TWIST ONE BLADE EXHIBITED AN EXCESS AMOUNT OF ROTATIONAL MOVEMENT. PROPS WERE REMOVED FOR INSP AND REPAIR AFTER AN INITIAL INSP BY A BY MFG [S/N removed] CENTER. LT PROP HAD A TOTAL OF 472.5 HOURS SINCE OVERHAUL.

PROP WAS OBSERVED TO BE LEAKING GREASE FROM 2 BLADE SHANK AREAS. SPINNER WAS REMOVED FOR INSP AND ALL 3 BLADES APPEAR TO BE LEAKING GREASE. 1 BLADE WAS OBSERVED TO HAVE EXCESSIVE BLADE SHANK MOVEMENT BEYOND ALLOWABLE LIMITS. WHEN BLADES WERE CHECK FOR BLADE TWIST 1 BLADE EXHIBITED AN EXCESS AMOUNT OF ROTATIONAL MOVEMENT. PROPS WERE REMOVED FOR INSP AND REPAIR AFTER AN INITIAL INSP BY A BY MFG [S/N removed] CTR. RT PROP HAD A TOTAL OF 472.5 HOURS SINCE OVERHAUL.

Parts most often named Turbocharger (6) · Bearing (5) · Clamp (4) · Wastegate Valve (3)

THREADS IN WASTEGATE ACTUATOR FAILED AT OIL FEED LINE, FITTING SEPARATED FORM ACTUATOR RELEASING ALL OIL FROM LT ENGINE DURING FLIGHT.

TURBOCHARGER TURBINE TO TAILPIPE V BAND CLAMP, FOUND TO HAVE A 3" LONG CRACK ALONG THE OUTER PERIMETER OF THE V BAND. CRACK SEPARATION WAS LESS THAN .0625" AT THE WIDEST POINT. THIS IS NOT A MULTI-SEGMENT V BAND. NO EXHAUST LEAK EVIDENT. DISCOVERED DURING COMPLIANCE WITH AD 2000-01-16 PARAGRAPH (G) INSPECTION.

SHORTLY AFTER DEPARTURE, A MINOR FLUCTUATION OF MANIFOLD PRESSURE WAS OBSERVED ON THE RT ENGINE. THE ACFT RETURNED TO DEPARTURE WITHOUT INCIDENT. UPON INSPECTION IT WAS DISCOVERED THAT THE RT ENGINE TURBOCHARGER CENTER BEARING HAD EXCESSIVE WEAR CAUSING THE TURBINE/COMPRESSOR WHEELS TO DRAG CAUSING THE FLUCTUATION OF MANIFOLD PRESSURE.

Parts most often named Magneto (9) · Bearing (4) · Contact Points (4) · Impulse Coupling (4)

HAD ONE ROUGH MAG CHECK AND 2 GOOD MAG CHECKS PRIOR TO FLIGHT. REDUCED POWER IN CLIMB AND MAG CHECK REVEALED NO SPARK ON LT MAGNETO. RETURNED TO AIRPORT. REMOVED IGNITION HARNESS FROM MAG AND NOTICED LOTS OF METAL FLAKES UNDER THE COVER OF THE MAG. THIS ENGINE WAS OVERHAULED WITH LESS THAN 100 HOURS TIME IN [S/N removed]. BEARING ON DISTRIBUTOR BLOCK END OF THE MAG APPEARS TO HAVE FAILED. THE SHAFT CAN BE MOVED AROUND ABOUT 1/8 OF AN INCH SIDE-TO-SIDE. CONTACTED MANUFACTURER AND THEY SENT ME A WARRANTY REPLACEMENT.

DURING PERFORMANCE OF FIRST 500 HR INSPECTION OF MAGNETO, CRACKS WERE DISCOVERED IN IMPULSE COUPLING SHELL. CRACKS DETECTED BY NDT/MAGNETIC PARTICLE INSPECTION OF PARTS. CRACKS RADIATE FROM SHARP CORNERED FEATURE OF SHELL THAT FORMS TRIP DOGS. SUSPECT STRESS RISERS CREATED AT SHARP COMERS RESULTED IN CRACKS. ALL 4 MAGNETOS FROM THIS ACFT HAD SAME DEFECT PRESENT, REQUIRING REPLACEMENT OF IMPULSE COUPLING ASSEMBLY.

(CAN) MAG WAS RETURNED WITH A WC STATING MAG DEAD AND TEETH BROKEN. WHEN DISASSEMBLED, THE BEARING IN THE DISTRIBUTOR BLOCK WAS FOUND LOOSE. THIS CAUSED THE DISTRIBUTOR GEAR TO TILT AND CONTACT THE ELECTRODES IN THE DISTRIBUTOR BLOCK. THE BATCH CODE OF THE BLOCK WAS 0100. 12 TEETH OF THE DISTRIBUTOR GEAR WERE BROKEN IN VARIOUS LOCATIONS AROUND THE CIRCUMFERENCE OF THE GEAR. THESE PARTS WERE REPLACED, THE MAG WAS O/H AND RETURNED TO [S/N removed] ON ANOTHER ENGINE.

Parts most often named Adapter (6) · Bearing (3) · Gear Shaft (2) · Shaft Gear (2)

RIGHT ENGINE RAN ROUGH AND VIBRATED BADLY IN FLIGHT, SHUT DOWN. VISUAL INSPECTION FOUND OPEN HOLE IN BACK OF CRANKCASE. IDLER GEAR SUPPORT PIN MISSING. FOUND PIN ON ENGINE NACELLE FLOOR UNDER ENGINE. NO VISUAL DAMAGE NOTED TO PIN. ENGINE NEEDS PIN TO HOLD IDLER GEAR INSIDE OF CRANKCASE TO RUN ACCESSORIES. PIN FALLS OUT, GEAR WAS LOOSE WITH NO SUPPORT INSIDE BACK OF CRANKCASE.

AIRCRAFT IN FOR ROUTINE (SCHEDULED) 100 HOUR INSPECTION. STARTER ADAPTERS WERE REMOVED FROM BOTH ENGINES, AND INSPECTED IAW TCM SB NR CS894-4A. THE ADAPTER ASSY AND CRANKSHAFT GEAR ON THE NR 2 ENGINE (ITEM 3) DID NOT PASS INSPECTION CRITERIA OUTLINED, (DEEP SPALLING ON VARIOUS TEETH). UNIT WAS REPLACED WITH [S/N removed] UNIT. BOTH ADAPTER ASSY'S ARE CURRENT DESIGN UNITS AND PER SB'S, NO FURTHER INSPECTIONS ARE REQUIRED UPON INSTALLATION UNTIL TBO, (OVERHAUL).

FOUND RT ENGINE OIL FILTER CONTAMINATED WITH METAL. METAL COMING FROM STARTER ADAPTER BEARING HOUSING. KIT QE6642 INSTALLED BY FACTORY, ALSO CSB 94.4 REPETITIVE INSPECTION N/A PER LOG BOOK. INSPECTED LT ENGINE PER CSB 94-4. OK AT THIS TIME.

Parts most often named Engine (23) · Crack (1) · Gear (1) · Clamp (1)

WHILE CRUISING AT 10,000 FEET, THE LT ENGINE STARTED VIBRATING, IDENTIFYING ON THE ENGINE INSTRUMENTS AN RPM FLUCTUATION OF +/- 300 RPMS, PROCEEDED TO REDUCE ENGINE POWER TO SEE IF IT WOULD REDUCE THE FLUCTUATION, WHICH DIDN'T HAPPEN, THEN PROCEEDED TO REDUCE THE RPM SETTING ON THE LT ENGINE, WHICH DIDN'T CHANGE THE EXISTING CONDITION, RT AFTER THAT ACTION, THE ENGINE SHOWED SIGNS OF STOPPING, GIVING ME JUST ENOUGH TIME SECURE ENGINE AND TO FEATHER THE PROPELLER AND PROCEEDED TO DECLARE THE EMERGENCY AND LAND.

PILOT REPORTED LOW RT ENGINE MANIFOLD PRESSURE AND LOW RPM ON GROUND RUN UP WHEN LEAVING TO RETURN TO HOME BASE. ENGINE RESPONSE AT DIFFERENT SETTINGS MADE NO CHANGE ON PERFORMANCE OF RT ENGINE. ACFT WAS GROUNDED. OPEN

AIRCRAFT LEFT ENGINE WAS SHOWING LOW OIL PRESSURE 10 MINUTES OUT OF AIRPORT, ALL OTHER ENGINE GAUGES READ NORMAL. PILOT STARTED LEFT ENGINE FOR DEPARTURE BACK, BUT LEFT ENGINE OIL PRESSURE GAUGE DID NOT RESPOND. TROUBLESHOT ENGINE AND FOUND METAL SHAVING IN OIL FILTER, NO FURTHER ACTION HAS BEEN TAKEN TO DETERMINE CAUSE OF ENGINE WEAR. AIRCRAFT HAS BEEN GROUNDED FOR ENGINE REPLACEMENT.