Aerostar600 · 601P · 602P · 700P

Parts most often named Crankshaft (4) · Crankcase (4) · Pushrod (2) · Bolt (1)

THE AREA IN WHICH THE CORRODED SECTION OF THE PUSHROD ASSY IS LOCATED IS PRONE TO EXHAUST CONTAMINATION SINCE IT IS DIRECTLY BEHIND THE ENGINE EXHAUST PIPE OUTLETS. AREA NEEDS TO BE KEPT CLEAN OF EXHAUST RESIDUE AND CORROSION PREVENTATIVE APPLIED. OLDER TUBES WERE ALODINED ALUMINUM. NEWER TUBES ARE ZINC CHROMATED ALUMINUM BUT ARE STILL SUSCEPTIBLE TO CORROSION. INSPECTION OF THIS AREA IS ACCESSIBLE THROUGH THE WING FLAP ACTUATOR ACCESS PANEL. SB 600-122 ADDRESSES THIS SUBJECT. (K)

(CAN) DURING INSPECTION OF AN ENGINE IN FOR CRANKCASE REPAIR AND AD 2002-20-51, 4 OUT OF 6 CONNECTING ROD BUSHINGS WERE FOUND CRACKED OR BROKEN. SOME BUSHINGS HAD ROTATED IN THE CONNECTING ROD, PROBABLY AFTER CRACKING.NO HISTORY OF OVERBOOST, OVERSPEED, OR DETONATION REPORTED.

PILOT REPORTED A HARD DOWNDRAFT (REPORTED THAT HE HIT HIS HEAD ON CEILING) APPROX 20 SECONDS LATER NR 2 ENGINE LOST POWER AND HE SHUT THE ENGINE DOWN. HE LANDED WITHOUT INCIDENT. INSPECTION OF THE ENGINE IN HANGAR REVEALED A CRACKED CASE UPPER SIDE BY NR 5 CYLINDER. AT TEAR DOWN THE ENGINE SHOP REPORTED THAT THE NR 5 CONNECTING ROD HAD LET GO.

Parts most often named Cylinder (3) · Valve Spring (2) · Valve Guide (2) · Piston Pin (1)

SDF - AIRCRAFT DEPARTED ON PART 135 TRIP. TOWER CONTACTED AIRCRAFT STATING BLACK SMOKE COMING FROM RIGHT ENGINE. PILOT RETURNED TO SDF AND LANDED WITHOUT INCIDENT. RIGHT ENGINE FUEL SERVO WAS FOUND OUT OF ADJUSTMENT. ADJUSTED AND ENGINE PERFORMED SATISFACTORY. (X)

DURING TEST FLIGHT, A LARGE STREAM OF OIL, FROM OIL DOOR OF RIGHT ENGINE WAS NOTICED. SUBSEQUENTLY, ENGINE SHUT DOWN WAS PERFORMED AND AN UNEVENTFUL LANDING WAS MADE. TROUBLESHOOTING REVEALED A DIME SIZE HOLE IN NR 2 CYLINDER PISTON AND SIGNS OF SEVER DETONATION. CAUSE UNKNOWN. ENGINE WAS REMOVED FOR REPAIR/OVERHAUL.

CYLINDER HEAD SEPARATED FROM CYLINDER BARREL IN-FLIGHT. THE ENGINE KEPT RUNNING, PILOT REDUCED POWER AND LANDED ACFT WITH NO OTHER DAMAGE TO ENGINE OR AIRCRAFT. THE CYLINDER, HEAD, AND PISTON ARE AT SHOP FOR INSPECTION.

Parts most often named Tailpipe (2) · Exhaust Pipe (2) · Duct (1)

CLIMBING THROUGH 13,000 MSL THE PILOT REPORTED A LOSS IN MANIFOLD PRESSURE ON THE LT ENGINE. RETURNED TO THE AIRPORT FOR A NORMAL LANDING. DURING INSPECTION, FOUND HEAT AND EXHAUST STAINING ON THE LOWER COWL. AFTER REMOVING THE COWLING, FOUND APPROXIMATELY 4 INCHES OF THE EXHAUST BALANCE TUBE WAS MISSING. THE MISSING PIECE WAS NOT IN THE COWLING.

AIRCRAFT LANDED DUE TO FIRE WARNING ON LEFT ENGINE. FOUND OUTBOARD EXHAUST TUBE CLAMP CAME LOOSE AND EXHAUST TUBE WAS HANGING FROM TURBOCHARGER. REINSTALLED TUBE AND GASKET AND TIGHTENED CLAMP AND SAFETY. OPS CHECKED GOOD, NO FIRE WARNING LIGHT.

Parts most often named Cylinder (1) · Strut (1) · Air Valve (1) · Collar (1)

COLLAR SEPARATING FROM TUBE DUE TO INSUFFICIENT PENETRATION WHEN PART WAS FURNACE BRAZED OR SILVER SOLDERED TOGETHER WORKING COLLAR CAUSED PART TO WORK AND CRACK BOSS. RECOMMEND INSPECTION OF COLLAR AT BOTTOM OF GEAR STRUT FOR ANY MOVEMENT OR WORKING BETWEEN COLLAR AND THE STRUT CYLINDER ASSY DYE CHECK WHERE PART IS MACHINED FOR CLEARANCE ON TORQUE LINKS. (K)

AFTER TAKEOFF, STRUT OLEO DID NOT FULLY EXTEND WHICH ALLOWED NOSE WHEEL TO TURN TO THE LEFT AND JAM FORWARD GEAR DOORS ON RETRACTION. AFTER NOSE WHEEL ALIGNMENT CONFIRMED CORRECT, AND UNEVENTFUL LANDING WAS MADE. AIR VALVE AT BASE OF NOSE GEAR STRUT FOUND NOT FULLY TIGHT, ALLOWING THE STRUT NITROGEN TO LEAK OUT. STRUT RESERVICED AND CHECKED OK. FORWARD NLG DOOR SHEER PIN REPLACED.

Parts most often named Magneto (3) · Cam Follower (1)

INSTALLED MAGENTO IAW MM AND GROUND CHECK OK. PILOT REPORTED HIGH CHT AND EGT NR 2 CYLINDER DURING CLIMB ON FIRST TAKEOFF. FOUND BODY OF MAGNETO SEPARATED FROM ITS MOUNT FLANGE (A PRESSFIT PART) ALLOWING MAGNETO TO BECOME LOOSE END ADVANCE. THIS IS CONSIDERED TO BE A MANUFACTURING DEFECT. (K)

RT ENGINE, LT MAGNETO POINT CAM FOLLOWER ARM BROKE AFTER 124.9 HOURS USE. MAGNETO OVERHAULED. INSTALLED 6-2-99 AT 2180.1 HOURS. FAILED AND REMOVED AT 2305.0 HOURS.

PILOT REPORTED DEAD MAGNETO ON SECOND LEG OF TRIP. MAGNETO REMOVED AND BREAKER COMPARTMENT INSPECTED REVEALING THE CAM FOLLOWER ON THE CONTACT POINTS WAS NO LONGER SECURED TO THE SPRING BY THE TWO SMALL STAINLESS STEEL RIVETS. REPLACED CONTACT BREAKER POINTS.

Parts most often named Washer (1) · Engine (1) · Pump (1) · Hose (1)

AIRCRAFT DOWN IN EL DORADO, AR DUE TO LOW OIL PRESSURE IN RT ENGINE. CORRECTIVE ACTION WILL BE COMMUNICATED WHEN TROUBLESHOOTING IS COMPLETED.

IN C/W AEROSTAR SB600-131 INSPECTION OF TURBO OIL SCAVENGE PUMP, FOUND WASHER UNDER RETAINING RING OF SCAVENGE PUMP EMPELLER WORN AWAY LEAVING RING TO FLOAT IN COUPLING AREA. SUBMITTER STATED THIS CONDITION APPARENTLY SHOULD NOT HAPPEN IF PROPER GARLOCK SEAL IS INSTALLED IN ENGINE ADAPTER WHICH, ON THIS PARTICULAR APPLICATION, THE PROPER SEAL IS INSTALLED. PART TOTAL TIME 784.1 HRS.

AN OIL RETURN HOSE FROM THE TURBOS CAME LOOSE SPRAYING OIL ONTO THE FIRE DETECTION PROBES. THIS CAUSED THE FIRE WARNING TO ACTIVATE, AND THE PILOT WENT INTO THE CLOSEST AIRPORT. THERE WAS NO DEFECT FOUND WITH THE HOSE OR 'AN' FITTING IT ATTACHED TO. THE HOSE WAS TIGHTENED AND PROBLEM SOLVED. NO RECOMMENDATION FOR CORRECTIVE ACTION.

Parts most often named Brace (1) · Torque Link (1) · Side Brace (1)

Parts most often named Valve (3)

IN COMPLIANCE WITH TEXTRON-LYCOMING SB 518B, FOUND CRIMP NUT LOOSE WITH SIDE-TO-SIDE LOAD AND WITH TWISTING LOAD. OPERATION AND CONDITION OF VALVE WERE NORMAL.

INSPECTION OF BYPASS VALVE IAW SB 518C REVEALED THE CRIMP NUT WAS LOOSE. VALVE WAS REPLACED. RECOMMEND MANDATORY REPLACEMENT OF DEFECTIVE VALVES.

Parts most often named Hose (3)

(CAN) TURBO OIL SUPPLY HOSE FROM OPTIONAL FILTER P/N 300180-501 TO WAISTGATE ACTUATOR ROUTED IN CLOSE PROXIMITY TO EXHAUST PIPES WITH SHARP BENDS DUE TO EXTREMITY TIGHT ROUTING. ADDITIONALLY THIS HOSE IS DISTURBED EVERY 50 HOURS DUE TO REMOVAL AND CLEANING OF FILTER ELEMENT CLEANING, SUBJECTING HOSE TO ADDITIONAL STRESSES. HOSE FAILED IN CLIMB OUT, RESULTING IN LOSS OF OIL PRESSURE.

HOSE FOUND LEAKING INSIDE FIRE SLEEVE. HOSE FOUND STIFF OR MORE RIGID THAN EXPECTED AFTER ONLY 348 HOURS IN [S/N removed]. THIS HOSE WAS AN AEROQUIP HOSE DATED 1Q92 AND WAS SECOND ONE TO FAIL ON THIS AIRCRAFT (OTHER ONE ON RIGHT ENGINE). SUBMITTER STATED POSSIBLE FAULTY MATERIAL.

HOSE FOUND LEAKING INSIDE FIRE SLEEVE. WHEN REMOVED, THE HOSE WAS STIFF OR MORE RIGID THAN IT SHOULD HAVE BEEN. THIS HOSE WAS AN AEROQUIP HOSE DATED 1Q92. HOSE APPEARED TO SUFFER PREMATURE AGING. HOSE HAD 259 HOURS WHEN REMOVED.

Parts most often named Engine (2)

PILOT REPORTED THAT IN FLIGHT, ENGINE MADE SOME NOISES FOLLOWED BY LOSS OF ENGINE POWER, LT ENGINE. PROP WENT TO UN-COMMANDED FEATHER WITH A SUDDEN INCREASE IN RPM BEFORE ENGINE STOPPED RUNNING. INVESTIGATION ON THE GROUND REVEALED NO MOVEMENT OF THE PISTONS IN CYLINDERS 3, 4, 5, 6 ON LT ENGINE WITH PROP ROTATION, BUT PISTONS IN NR 1 AND 2 CYLINDERS ARE MOVING WITH PROP ROTATION. NO DISASSEMBLY OF ENGINE HAS BEEN DONE, BUT SUSPECT THAT THE CRANKSHAFT HAS BROKEN BETWEEN CYLINDERS 1 AND 2 AND 3 AND 4.