This is a list of items contributed by Baron
owner and IA, Stuart S.
He believes it to be compiled from Beech
Service Clinic experiences but cannot be absolutely certain. In any event, you
may want to have a look at this list and see if your Beechcraft has any of these
On the Engine:
• Flexible engine baffle material that was incorrectly
positioned, in poor condition or missing altogether that can cause improper
• Flexible fuel and oil hoses that were stiff, brittle and
quite old, with potential to fail at any time. This problem is more pronounced
in the hotter climates. It is recommended that these hoses be replaced every
five years with fire-shielded hoses, or better yet, with fire-shielded Teflon
• Loose air filter housing assemblies, which will allow the
engine to ingest unfiltered air and dust.
• Flame cones missing in the mufflers and missing placards
on the external power supply doors. This placard is quite important. Putting 24
volts into a 12-volt battery is not a pretty sight, as one FBO found out the
hard way: The battery exploded when the 24 volts were applied, damaging the
battery box and right-hand top cowl door, spraying battery acid all over the
• Looseness in the bolt securing the rod end control to the
throttle, propeller and mixture control arms. This bolt should be tight so
vibration doesn’t wear out the bolt and the bolt hole in the control arm.
Looseness or play from this connection can also cause the rpm, mixture or
manifold pressure to vary slightly or surge as the parts vibrate in flight.
On the airframe:
• Fuel vent lines either broken off or not properly
positioned in the correct 10-degree forward angle.
• Fuel cap placards missing or not legible.
• Outboard Ruddervator or elevator hinge bearings and
bushings so worn as to possibly cause a vibration.
• Flap limit switch rollers frozen or rusted.
On the landing gear:
• Bent shimmy damper shafts.
• Nose gear steering stops bent or out of adjustment.
• Shimmy dampers with no fluid.
• Upper brake hoses very old and stiff.
• Lower brake hoses too long, causing them to rub on the
wing during retraction.
• Uplock cables missing the Tygon tube at the uplock
bracket end, which is required by SI 0448-221 Rev. II when complying with
72-22-01. Some had the Tygon tube installed but mis-positioned due to a loose or
missing clamp that holds it to the uplock cable housing. During retraction, the
tube prevents the uplock cable from catching on the grease fitting on the uplock
• Gear motors needing overhaul due to being slow or
• Sagging landing gears rubbing on the inboard gear doors
Again, we found dirt, grime and the tar-like sound deadener
Beech used on the belly skins caked to these center section lower corners. If it
hasn’t been cleaned, it hasn’t been inspected. This is a recurring AD, usually
every 500 hours after the aircraft has reached 1,500 hours in service.
Some of the things found at a recent
• Baffle cracked.
• Cowl flap hinges loose.
• Inboard gear doors (both
sides) hitting wheel scissors.
• Nose gear lift leg bolt loose.
This is the aft end of the nose retract rod that attaches to the bottom of the
• Nose gear steering yoke too
tight. The "cone" piece should rotate.
• Loose inboard gear door aft
bearings on both sides.
• Left uplock block loose.
• Nose gear trunnion has too
much vertical movement. Replace laminate shim on top.
• Rod ends and bolts on both
outboard gear doors loose.
• Roller flange on flap rollers
in wrong position on right flap. Flange should be on fuselage side.
• Right elevator horn bolt
• Check aileron weight for
security, can "bang" on aileron, if you hear rattling, could be weight, that's
riveted in place.
Keep those pireps coming folks. Click here to
your "Commonly Missed Inspection" pirep.