Squawk Box

After maneuvering away from the airport, the Piper returned and executed a touch-and-go landing. Radar data indicate the airplane climbed to 900 feet msl at 80 knots of groundspeed before radar contact was lost. Witnesses observed the airplane flying normally, then saw the left wing separate from the fuselage, which impacted a field. Preliminary examination revealed the left wing main spar exhibited cracks from metal fatigue extending through more than 80 percent of the lower spar cap, and portions of the forward and aft spar web doublers. The right wing also exhibited fatigue cracks in the lower spar cap at the same hole location extending up to 0.047-inch deep. The 2007 airplane had accumulated 7690 flight hours since new. Weather at 0953 included wind from 260 degrees at seven knots, 10 statute miles of visibility and few clouds at 25,000 feet.

Pilot disconnected the (S-Tec 50) autopilot and hand-flew for several minutes. Shortly after initiating a descent to land, the ailerons began to seize. It took five to 10 seconds to lose aileron authority, followed by elevator authority. Pilot forced to make emergency landing with only a few degrees of operable aileron and elevator, but landed without damage or injury. Examination revealed the autopilot had re-engaged and the servo clutches had frozen.

While changing an IO-520-BBs oil during an annual inspection, steel and red rubbery pieces were found in the filter. Metal determined to be coming from crankshaft gear driving alternator. Rubber was coming from alternator drive coupler. Four bolts holding crankshaft gear to crank were loose, allowing gear to slop around and cause wear of gears and coupler. Locking plates securing the four bolts were missing.

Pilot found a brake anomaly. Checked aircraft and found that the anchor had detached from bulkhead assembly (p/n 0513488-11), causing the brake system failure.

The student pilot was doing an engine run prior to flight. Was unable on the first try to complete the magneto check as the key would not turn from the both position to the left/right/off position. After shutdown, the student was able to select off on the switch. The switch that was installed (p/n 103572101) included a push-to-start function. Found the switch sticking internally and replaced it with a new push-to-start switch.

Over the last couple of years, Ive spent some time helping students transition to full-fledged private pilots. One of the first questions I do is ask them is to picture a standard six-pack of steam-gauge instruments and explain what they each do and where they get their energy. Most pilots can quickly rattle off the airspeed indicator, the altimeter and the vertical speed indicator. Those systems are relatively simple to understand and describe.

Its a moment you probably wont forget. After your instructor handed back your signed logbook and reached for the cockpit door, he or she reminded you, If anything about the landing doesnt look right, just go around.

Right fuel tank cracked at top seam. Tank was replaced. Operator noticed a very loud oil canning sound from right wing after shutdown following a one-hour flight. Investigation revealed a partial blockage of the fuel tank vent, causing oil canning of fuel tank due to vacuum in fuel tank. Vent line was cleared and vented cap was replaced with new.

Aircraft experienced a right main landing gear unsafe indication on gear extension at destination. After following emergency procedures, the crew was not able to obtain a safe indication. The aircraft landed and, on coming to a stop, the right main gear collapsed. Significant damage to the right main landing gear actuator support structure was discovered. The actuator was observed in the extended position.

Beech Model 200 Super King AirWaterlogged ELTATC advised crew the ELT may be inadvertently transmitting. Inspection revealed the ELT was filled with water, possibly due to a heavy rainstorm the previous day. The ELT was replaced and the aircraft returned to service.