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overhaul (TSO) was established. Cardex records[1] for this unit indicate that following overhaul it was first installed in the No. 3 position on N 9742Z on January 14, 1963, with a TSO of 00 hours. The Cardex records further established that the unit was removed from N 9742Z on February 4, 1963, and was installed in the No. 3 position of N 189S with a TSO of 4.7 hours. There were no Cardex records entries for the unit from July 6, 1962 - January 14, 1963. However, an entry in the propeller logbook of aircraft N 9742Z indicates that the unit was installed in the No. 3 position of that aircraft on July 10, 1962. The records indicate that the TSO of this power unit from the date of installation on July 13, 1962, until its removal from N 9742Z on February 4, 1963, was 194.8 hours.
Additionally, the component overhaul time sheets in Standard's maintenance manual for N 9742Z, approved by the FAA on October 29, 1962, lists a power unit S/N 801 in the No. 3 position. TSO was shown as 411 hours, and approved overhaul time 2,500 hours.
Aircraft flight log entries relating to power unit S/N 165047 were examined and the following significant discrepancy write-ups on the unit were revealed:
January 6, 1963 - N 9742Z
discrepancy."Props hunt in both auto and manual"
corrective action.Adjusted brakes on all propeller power units installed on the aircraft.
(Note: It was stated by the mechanics who adjusted the brake clearances that a strap wrench was used to install[2] the brake cages on the power units).
February 16, 1963 - N 189S
discrepancy."No auto operation for No. 3 propeller."
corrective action.Replaced No 3 propeller alternator.
discrepancy."On taxi or runup, no manual, no feather, no unreverse, no auto of No. 3 prop. stuck in reverse pitch."
corrective action."Ran circuit check, found open in power unit blade switch, feather manually feathered propeller, replaced power unit (still in reverse pitch). Roped No. 4 cylinder. OK for ferry."
- ↑ The Cardex System was used as part of the Standard Airways Maintenance Records to control the operation and replacement of time controlled aircraft components and parts. Specifically, a card was kept for each component to show, identification, replacement time, time on, time off, and time since new or overhaul.
- ↑ The recommended procedure for installing the cage is detailed in the manufacturer's Maintenance Manual. It calls for tightening the brake cage by using a cage wrench (ST-1299) and a two-pound hammer until a specified clearance of .001 is obtained between the five segment shoulders and the outer brake cowl housing. The cage is then further tightened 1/2 inch plus whatever distance is necessary to align the safety lock bolt holes.
