Squawk Box

Engine began running rough in cruise, the pilot diverted and the aircraft was landed without damage. Investigation found the fuel line between the fuel flow transducer and fuel flow divider was loose at the flow divider. Although it seems unlikely, the aircraft operator has to consider the possibility that this fuel line came loose by itself in the five days and 23 hours of flying since the last scheduled inspection….

The recent partial shutdown of the U.S. federal government had a far-reaching impact on aviation, thanks to its parent Department of Transportation (DOT) being one of the agencies lacking an enacted appropriations bill for the current fiscal year. Since related agencies are tacked onto DOT spending bills, the NTSB also closed for the duration, delaying ongoing investigations and postponing new ones. (Our monthly listing of preliminary accident reports might look a bit strange until the NTSB has caught up with the backlog.)

At FL400, the autopilot started porpoising and was turned off. Afterward, the aircraft would not trim properly. The crew diverted; it was difficult to keep it pitched down while descending. During the final phase of flight, the yoke was very difficult to input pitch changes, but was okay in the roll axis. After landing, troubleshooting duplicated the problem. Elevator servo (p/n 4006719914) was replaced with serviceable unit.

I was flying a 2002-model A36 Bonanza (yeah, with me its always a Bonanza) home to Wichita from Thanksgiving in Ohio with my wife and our son aboard. Somewhere over Indiana, the Bonanzas attitude indicator (AI) began to tumble. The failure announced itself slowly, but very soon the instrument was pitching up and down in very distracting oscillations. It then displayed a range of indications-from off-scale nose-up pitch excursions to slightly below 20 degrees nose-down-in a roughly two-second cycle, while indicating bank angles between wings-level and about 10 degrees left.

After a brake master cylinder was installed, the technician was unable to bleed the brake system. Fluid pulled from reservoir would return to reservoir through the same line as the internal bypass was not functioning properly. Master cylinder was disassembled and bypass was found stuck and unable to move. Metal shavings were found inside, and an O-ring was torn, with black specks mixed in with the shavings. Part replaced with new master cylinder.

During descent, pilot noted oil streaking back from top engine cowl louvers, then dropping oil pressure. Pilot conducted precautionary shutdown and feathered propeller. Pilot continued descent and landed at destination without issue. Maintenance removed cowling and found oil appearing to come from the turbocharger (p/n 4066109025) area. Further investigation revealed oil bypassing the seals on the turbo.

Following a scheduled oil and filter change, the technician noted lower-than-normal oil pressure at idle. The new filter (p/n CH48110-1) was replaced and oil pressure indication was normal. Examination of the replaced filter noted some paint chips had been removed in the flange area. The submitter suspects that a paint chip could have contaminated the filter, causing it to go into bypass. These filters are packaged in cardboard boxes. There was no damage noted to the box containing the filter.

When the aircraft is equipped with VR-1010-24-1A regulators allowed by Service Instruction 0766-354, Rev II, the overvoltage testing procedure is not achievable. The solid-state voltage regulators are not adjustable to a range (over 31.5v) that will adequately test the overvoltage relays. During a ground run and adjustment of the new voltage regulators, one failed and caused an overvoltage condition. It is this technicians opinion that the test procedure for the overvoltage relay should be changed to include removing and bench testing the overvoltage relays.

During a scheduled inspection, technicians encountered corroded and bent control yoke boss attachment hardware that proved difficult to remove. After consulting with the manufacturer, the final recommendation was to remove the boss via cutting the bolts (p/n 2315152-33). Manufacturer was able to repair the yoke assembly using SB 31-27-11 and kit 2381602-801. Aircraft had been parked outside without gust locks.

Beech Model 65 Queen AirFailed Gear Limit SwitchLanding gear limit switch (p/n MS250261) failed to stop motor during retraction, causing landing gear circuit breaker to pop. Aircraft landed without incident. Re-rigged the switch IAW maintenance manual. Retraction test and ops check okay.Part total time: Unknown