Squawk Box

After takeoff on a post-inspection flight, the pilot heard a “snap” and the aircraft pitched up. Control was regained by reducing power and using elevator trim. The aircraft returned for a successful high-speed wheel landing. The elevator cable (p/n 414-187097-1) broke at the pulley above the tail wheel, at bulkhead number 14. The pulley was free to rotate but exhibited signs of wear-possibly from over-tensioning of the cable. Further inspection revealed broken cable strands in the area of its attachment to the elevator control bull wheel.

Out of concerns about chafing or corrosion, a technician was motivated to closely inspect the right fuel-flow pressure gauge line where it crosses the defrost duct. He was right, finding extensive corrosion at the point of contact. After the line was removed, slight bending pressure cracked the area wide open and it was seen that the corrosion had actually penetrated to the inside of the line, yet the line was not leaking. If a leak started, the only way to stop it would be to shut down the right engine.

A 1.5-inch long crack was discovered in the forward firewall doubler (p/n 0753600-24). The crack was located on the lower left quadrant of the doubler, and was centered around the top rivet attaching the parking brake control bracket to the firewall and firewall doubler.When the parking brake handle is pulled, this area of the firewall and doubler flex. The submitter suggests it is very probable that this flexing action has caused this crack.

The landing gear actuator (p/n 95-810017-23) and motor assembly was removed and replaced with an overhauled unit. While rigging and when gear was extended, the actuator and motor made a slow, deep, grinding noise. Upon inspection, a washer (p/n 105090cr032-4e) was missing. Further investigation revealed the washer was misplaced between the gear actuator housing and spur and pinion gear. The maintenance manual narrative omits installing the washer, though the illustrated parts catalog depicts the washers installation correctly.

Miscellaneous AircraftRandolph Tank Sealing CompoundWhile an unspecified aircraft was undergoing renovation, a steel fuel tank was sealed using a Randolph Aircraft Products sloshing compound.

Several reports of cracked nose landing gear forks (p/n: 20-3220-08-00) on both left and right sides have been received by the FAAs Service Difficulty Reporting System (SDRS). The SDRS database records at least five such discrepancies, with in-service times ranging from 1926.7 to 573.6 hours.

Upon opening the instrument air, pressure regulator and manifold check valve assembly for inspection, heavy corrosion of the ferrous components were noted. Large rust particles were contaminating instruments. The submitter recommends Beechcraft develop a service bulletin or kit installing an inline filter after the instrument air regulator but before the instruments.

During normal inspection of the right magneto of a Lycoming IO-540-AB1A5 installed on a Cessna 182T, the distributor brush was found badly worn. Wear is exactly as described in SB3-08, although more extreme, and magneto s/n and manufacturing date are outside the SBs applicability range. The other magneto exhibited more extreme wear signs and also was unaffected by the SB.

During a routine inspection an aileron cable (p/n 0510105-364) was found shiny (worn) where it passes through the ceiling pulley cluster. When it was viewed through a strong magnifying glass, many broken strands could be seen.

Before a touch-and-go landing, the pilot noticed did not receive a gear-down light for the left main gear. A safe landing was made, with minor damage and no injuries. Upon examination, one of the left main landing gear actuator hydraulic fittings (p/n: MS20822) was found broken flush with the actuator housing. Examination of the gear well and the general layout of components show the flex hose may have been stress loaded while the gear was retracted.