425/​441Conquest I · II

Parts most often named Rib (30) · Canted Rib (4) · Cap (3) · Web (1)

DURING THE ROUTINE CQB 03-1 400 HR EDDY CURRENT INSPECTION A CRACK IN THE UPPER LEFT CANTED RIB NEAR THE AFT SIDE OF THE FORWARD MAIN SPAR BEHIND THE HYDRAULIC COMPONENTS AT APPROX FS 179.6. THE CRACK WAS APPOX 1-1.5 INCHES LONG. THE CAP WAS REPLACED PER CESSNA CQB 03-1 AND SK441-110B WITH IMPROVED PART NUMBER 5790066-11. THE WING TO FUSELAGE CLOSE OUT ANGLE WAS REPLACED/REPAIRED AS A PRECAUTION.

WHILE ACCOMPLISHING MFG CQB 03-1 EDDY CURRENT INSPECTION THE CANTED RIB CAPS WERE FOUND CRACKED ON THE LT AND RT WINGS. THE AIRCRAFT WILL REQUIRE [S/N removed] KIT SK441-110-1 REPAIR KIT IAW CQB 03-1 BEFORE FURTHER FLIGHT. (K)

(AUS) RT WING CANTED RIB CAP CRACKED. CRACK LENGTH APPROXIMATELY 40MM (1.574IN). CRACK WAS LOCATED IN THE RADIUS OF THE UPPER CAP AND TRAVELLED REARWARDS FROM THE AUXILIARY SPAR. FOUND DURING NDI IAW SB CQB03-01 PART B REV 1. (AD/SB DESC: SB CQB03-01 PART B REV 1 ) (CASA NR 510001767)

Parts most often named Angle (6) · Link (2) · Drag Brace (2) · Cylinder (1)

AFTER LANDING AND UPON ROLL OUT THE PILOT EXPERIENCED THE NOSE OF THE AIRCRAFT STARTING TO DROP. HE PULLED BACK ON THE YOKE AND THE NOSE CONTINUED TO DROP, AT WHICH TIME THE LEFT AND RIGHT PROPELLERS CONTACTED THE RUNWAY, WHICH CAUSED BOTH ENGINES TO SHUT DOWN. AFTER STOPPING ON THE RUNWAY THE PLANE CAME TO REST ON THE NOSE SECTION AND BOTH PROPELLERS. AFTER THE AIRCRAFT WAS JACKED UP AND REMOVED FROM THE RUNWAY THE SHEARED ROD END WAS NOTED.

ON APPROACH TO PBI WHEN GEAR WAS SELECTED DOWN, RIGHT GEAR DID NOT INDICATE DOWN. TOWER WAS ADVISED AND REPORTED THEY DID NOT HAVE A VISUAL ON RIGHT GEAR. APPROACH WAS TERMINATED. AFTER A DISCUSSION WITH THE TOWER THE DECISION TO LAND AT FLL WAS MADE DUE TO THE AVAILABLE RUNWAY AND EMERGENCY [S/N removed]. THE PILOT MADE THE DECISION TO LAND GEAR UP, LANDING WAS UNEVENTFUL WITH NO INJURIES. (THIS IS A REFILING OF THIS SDR AFTER NOT SEEING VERIFICATION FOR ONE WEEK)

AIRCRAFT LEFT HOME BASE & PILOT ATTEMPTED TO RETRACT LG AFTER TAKEOFF & DID NOT GET LG UP & LOCKED INDICATION. PILOT ATTEMPTED TO CYCLE LG & WAS UNABLE TO CYCLE GEAR TO THE UP & LOCKED POSITION. PILOT ENSURED LG WAS DOWN & LOCKED & LANDED BACK AT HOME BASE. AFTER TROUBLESHOOTING THE LG SYS, THE EMER NITROGEN BLOW DOWN SYS SHOWED TO BE ACTIVATED. THE NITROGEN BLOW DOWN BOTTLE VLV MAY HAVE BLEED DOWN INTERNALLY CAUSING BACK PRESS ON THE LG SYS. LG SYS WAS BLEED OF NITROGEN & ALL OPERATIONAL CHECKS WERE GOOD.

Parts most often named Line (13) · Pipe (4) · Hose (2) · Hydraulic Line (2)

HYDRAULIC LINE, HIGH PRESSURE, OPERATES LANDING GEAR AND FLAPS. THIS OPERATOR HAS SEEN THIS SAME HARD HYDRAULIC LINE FAIL, HIGH PRESSURE LEAK , ON OTHER C441 ACFT ALONG WITH OTHER HYDRAULIC LINES AFT OF FIRE WALL.

DURING THE CLIMB, THE PILOT NOTICED HYDRAULIC QUANTITY WARNING FLASHING AT FIRST, THEN BECOMING STEADY. HYDRAULIC LEVEL DROPPED TO ZERO. ACFT RETURNED BACK TO THE AIRPORT, GEAR WAS EMERGENCY EXTENDED SAFE LANDING WAS MADE. MAINTENANCE PERSONNEL INVESTIGATED THE PROBLEM AND DISCOVERED THE HYDRAULIC PRESSURE LINE LEAKING FROM UPPER PART OF 90 DEGREE BEND OF RT HYDRAULIC PRESSURE LINE FROM FLOW SWITCH CHECK VALVE TO FUSELAGE. R & R HYDRAULIC PRESSURE LINE ASSEMBLY WITH NEW, OPS CHECK GOOD.

PILOT NOTED HEAVY AMOUNTS OF HYD FLUID AROUND RT GEAR WELL AREA AND T/E OF RT INBD FLAP DURING HIS POST FLIGHT INSP. ACFT TECHS FOUND A HYDRAULIC LINE SPLIT IN A DRY BAY LOCATED JUST AFT OF RT ENG FIREWALL. HYD LINE APPEARED TO BE IN GOOD CONDITION WITH NO SIGNS OF CORROSION OR CHAFING.

Parts most often named Hinge (9) · Door Frame (3) · Hook (2) · Hinge Fitting (1)

UPON VISUAL INSPECTION, DURING POST FLIGHT, AFTER EXITING ACFT FOUND LOWER LT CABIN DOOR HINGE BROKEN. FURTHER INVESTIGATION FOUND RT LOWER DOOR HINGE CRACK FREE (EDDY CURRENT INSPECTION). THESE PARTICULAR HINGES ARE REQUIRED TO BE REPLACED IAW CQB98-09 WITHIN 200 HOURS OR 12M FROM DEC 1998. SID 52-10-02 (PHASE 41)PREVIOUSLY ACCOMPLISED DATE 11/12-2008 AND 7,903.5 HOURS. SL PJ81-21 WAS FOUND INCORPRATED AS WELL.

DURING THE SID INSP, THE UPPER CABIN DOOR WAS REMOVED FOR INSP. THE HINGE PIVOT BOLTS COULD NOT BE REMOVED BECAUSE THE BOLTS, BUSHINGS AND BEARINGS WERE ALL RUSTED SOLID. THIS CAUSED THE BOLTS TO PIVOT IN THE FUSELAGE STRUCTURE INSTEAD OF THE BEARINGS CAUSING EXCESSIVE WEAR OF THE FUSELAGE DOOR MOUNT HOLES. THERE IS NO REQUIREMENT TO REMOVE THE UPPER CABIN DOOR EXCEPT DURING THE SID INSP, CALLED OUT IN THE LATEST MANUAL REVISION 16.

DURING THE SID INSP, THE LOWER DOOR WAS REMOVED FOR INSPECTION. FOUND LOWER CABIN DOOR AFT CHANNEL SUPPORTING STEP HINGE CRACKING OUT OF ACCESS HOLES. LOWER CABIN DOOR FRAME DOOR HANDLE PIVOT BOLT HOLE IS WORN OUT. CABIN DOOR FRAME IS CRACKING NEAR THE FWD END OF THE LOWER CABIN DOOR END CAP. FOUND THAT THE CABIN DOOR SKIN IS CRACKED.

Parts most often named Blade (10) · Fork (2) · Bolt (1) · Clamp (1)

(CAN) EXCESSIVE LT/RT MOVEMENT ON ONE PROP BLADE DUE TO WORN BUSHINGS ON LINK BETWEEN BLADE AND PITCH CONTROL. LINK WAS REPLACED.

Parts most often named Attach Fitting (10) · Angle (2) · Fitting (2) · Bracket (1)

PREVIOUSLY REPORTED IAW INSTRUCTIONS BY MFG SUPPLEMENTAL INSPECTION DOCUMENTS FOR CONTINUED AIRWORTHINESS OF THE AIRPLANE. THE LT WING LWR FWD ATTACH FITTING PN 0811350-10 FAILED NDT INSPECTION. REPLACED WING FITTING.

PREVIOUSLY REPORTED IAW INSTRUCTIONS BY SUPPLEMENTAL INSP DOCUMENTS FOR CONTINUED AIRWORTHINESS OF THE AIRPLANE. THE LT WING LOWER FWD ATTACH FITTING PN 0811350-10 FAILED NDT INSPECTION. REPLACED WING FITTING.

Parts most often named Trunnion (11) · Pin (2) · Drag Brace (1)

NOSE GEAR TRUNNION INSPECTION/ REPLACEMENT. COMPLIED WITH CQB 00-3 AND FOUND BOTH PIVOT LUGS TO HAVE CRACKS AT THE FILLETS, REPLACED TRUNNION ASSEMBLY.

(AUS) NOSE LANDING GEAR LT AND RT TRUNNION LOWER RADII CRACKED: LEFT, APPROXIMATELY 10 MM (0.394 INCH). RIGHT, APPROXIMATELY 8 MM (0.315 INCH). FOUND DURING NDI INSPECTION. PART TC: 13,966.

(AUS) LEFT AND RIGHT NOSE LANDING GEAR TRUNNIONS CRACKED. CRACK LENGTHS 15 MM (0.59 INCH) LT AND 6MM (0.236 INCH) RT. PART TC: 8,694.

Parts most often named Wheel (5) · Wheel Half (4) · Bolt (2) · Tire (1)

CRACK IN WHEEL HALF (INNER) ALONG FLANGE APPROXIMATELY 3 INCHES LONG, P/N 3-1372, [S/N removed]. RECOMMENDED INSPECT WHEEL HALF FLANGES FOR CRACKS PERIODICALLY USING DYE PENETRANT METHOD. RIGHT MAIN LANDING GEAR. ACFT TT: 3718.3 HOURS.

WHEEL HALF, INNER, AT ROTOR AND TIRE RADIUS FLANGE CRACKED APPROXIMATELY 4 INCHES. RECOMMEND DYE PEN OR ZYGLO PERIODIC INSPECTION. LEFT MLG. ACFT TT: 3,985.7 HOURS.

AFTER A NOTICEABLE TREMBLE ON LANDING, THE AIRCRAFT WAS PARKED AND CHOCKED. AFTER AN HOUR, THE RIGHT MAIN TIRE WAS GOING FLAT; UPON FURTHER INSPECTION, THE RIGHT MAIN TIRE WAS BULGING AROUND THE INNER BEAD AREA. THE INNER WHEEL (RIM) WAS MISSING A PIECE FROM THE BRAKE DISC KEY SLOT. UPON DISC ASSEMBLY, REMOVED A 4 TO 5 INCH CHUNK OUT OF THE WHEEL RIM THAT HAD CRACKED. SLIGHT DAMAGE HAD OCCURRED TO BRAKE HOUSING.

Parts most often named Pump (4) · Housing (2) · Filter (2) · Hose (2)

COMMANDED IN-FLIGHT SHUTDOWN OF LT ENGINE DUE TO FLUCTUATING OIL PRESSURE. UNEVENTFUL SINGLE ENGINE LANDING. ENGINE LOST OIL. OIL EXITED ENGINE FROM TURBINE AIR/OIL SEAL AS A RESULT OF TURBINE SCAVENGE PUMP FAILURE. RECOMMEND COMPLIANCE WITH SB 72-2074R1. (K)

THE ENGINE OIL LINE SUPPLYING OIL TO THE OIL COOLER BEGAN TO LEAK RAPIDLY IN-FLIGHT. OIL PRESSURE WAS LOST, THE ENGINE WAS SHUTDOWN AND AN UNSCHEDULED LANDING WAS ACCOMPLISHED WITHOUT DAMAGE. INSPECTION REVEALED THAT THE LOSS WAS FROM THE P/N AE7013002H0194 OIL HOSE, THE INTERNAL LINING APPEARED TO HAVE BEEN SOFTENED AND RIPPED SUCH AS POSSIBLY A COMPOUND THAT WAS NOT COMPATIBLE WITH THE 2380 ENGINE OIL. FAILURE OCCURRED.

(CAN) SCAVENGE PUMP MALFUNCTIONED DUE TO SEIZER OF THE ROTOR DRIVE SHAFT IN THE BUSHING OF THE HOUSING. HONEYWELL [S/N removed] BULLETIN TPE331-72-2074 REV.1 ADDRESSES THIS PROBLEM BY PUMP REPLACEMENT WITH P/N 3108282-1 AND RECOMMENDS COMPLIANCE AT ENGINE OVERHAUL OR IF THE PUMP REQUIRES REPLACEMENT. THIS [S/N removed] BULLETIN WAS COMPLETED AT THIS SHOP VISIT AND SHOULD PROVIDE A SUSTANTIAL IMPROVEMENT TO RELIABILITY.

Parts most often named Switch (6) · Bulb (2) · Hook (1) · Microswitch (1)

ON APPROACH TO KLUK THE PILOT SELECTED THE GEAR DOWN AND DID NOT GET A GREEN INDICATION FOR THE LEFT MAIN LANDING GEAR. THE AIRCRAFT LANDED SAFELY, AND IT WAS FOUND THAT THE INTERNAL DOWN LOCK INDICATOR SWITCH IN THE LEFT MAIN LANDING GEAR STRUT HAD MALFUNCTIONED. THE STRUT HAD BEEN REPLACED 6 CYCLES BEFORE FAILURE OF THE INTERNAL SWITCH, AND WAS AN OVERHAULED STRUT, NOT NEW.

(AUS) LT MAIN LANDING GEAR UPLOCK SWITCH OUT OF ADJUSTMENT. MICROSWITCH WAS SWITCHING OFF LOADING VALVE BUT NOT THE IN TRANSIT LIGHT. INVESTIGATION FOUND SOME WEAR IN THE SWITCH WHICH AFFECTED ADJUSTMENT.

(AUS) RIGHT MAIN LANDING GEAR UPLOCK MICROSWITCH FAILED. LEFT MAIN LANDING GEAR UPLOCK MICROSWITCH INTERMITTENT IN OPERATION. (X)