United States Department of Transportation / Federal Aviation Administration logo

AFS-600 Regulatory Support Division logo

 

ADVISORY CIRCULAR

43-16A

 

 

AVIATION MAINTENANCE ALERTS

 

 

flag of the United States of America

 

ALERT

NUMBER

321

bald eagle watching over three eggs

APRIL

2005

 


CONTENTS

AIRPLANES

BEECHCRAFT............................................................................................................................ 1

CESSNA...................................................................................................................................... 1

DASSAULT................................................................................................................................. 3

GULFSTREAM............................................................................................................................ 3

ISRAEL AIRCRAFT INDUSTRIES LTD.................................................................................... 4

PIPER........................................................................................................................................... 4

ROCKWELL............................................................................................................................... 4

HELICOPTERS

BELL............................................................................................................................................ 4

ROBINSON................................................................................................................................. 5

SCHWEIZER............................................................................................................................... 5

POWERPLANTS & PROPELLERS

LYCOMING................................................................................................................................ 6

AIR NOTES

ELECTRONIC VERSION OF FAA FORM 8010-4, MALFUNCTION OR
DEFECT REPORT....................................................................................................................... 6

PAPER COPY OF FAA FORM 8010-4, MALFUNCTION OR DEFECT REPORT................. 6

INTERNET SERVICE DIFFICULTY REPORTING (iSDR) WEB SITE..................................... 6

IF YOU WANT TO CONTACT US........................................................................................... 7

AVIATION SERVICE DIFFICULTY REPORTS........................................................................ 8

 


U.S. DEPARTMENT OF TRANSPORTATION
FEDERAL AVIATION ADMINISTRATION
WASHINGTON, DC 20590

AVIATION MAINTENANCE ALERTS

The Aviation Maintenance Alerts provide a common communication channel through which the aviation community can economically interchange service experience, cooperating in the improvement of aeronautical product durability, reliability, and safety. This publication is prepared from information submitted by those who operate and maintain civil aeronautical products. The contents include items that have been reported as significant, but have not been evaluated fully by the time the material went to press. As additional facts such as cause and corrective action are identified, the data will be published in subsequent issues of the Alerts. This procedure gives Alerts’ readers prompt notice of conditions reported via a Mechanical Reliability Report (MRR), a Malfunction or Defect Report (M or D), or a Service Difficulty Report (SDR). Your comments and suggestions for improvement are always welcome. Send to: FAA; ATTN: Aviation Data Systems Branch (AFS-620); P.O. Box 25082; Oklahoma City, OK 73125-5029.

(Editor’s notes are provided for editorial clarification and enhancement within an article. They will always be recognized as italicized words bordered by parentheses.)

 

AIRPLANES

BEECHCRAFT

Beechcraft; F33A; Failure of Landing Gear Retraction; ATA 3230

The pilot reported selecting “gear up” with no results. This submission describes maintenance tracking the problem to an intermittent relay:   dynamic breaker relay; P/N SM50D7. No recommendation accompanied this report. (See also December 2004, gear and flap extension/retraction issues involving the same relay.)

Part Total Time: 245 hours.

 

CESSNA

Cessna; C150D; Rudder Separation from Aircraft; ATA 2720

The AN3-7A top rudder hinge bolt was described as having loosened from its locking nut plate, precipitating complete rudder separation while the aircraft was in flight at 2,000 feet AGL (above ground level). The mechanic suggests there should be additional safeties for these rudder hinge bolts other than the mechanical locking features of the nut plates.

Part Total Time: unknown.

 

Cessna; 170B; Oversized Exhaust Couplings; ATA 7810

This mechanic states: “Both tail pipe/muffler connections (P/N STC-8645SW) were found to be oversized. The exhaust pipe clamps were not of sufficient strength to squeeze the oversized pipe down on the muffler exhaust tube. The resulting loose fit was allowing exhaust fumes to shoot into the cabin heat and carburetor heat sections


of the mufflers. One thing that aggravated the condition was the fact that the tail pipes were crammed too far up on the muffler pipe. This made it inevitable that any leakage would enter the muffler/heat shroud section. Suggest giving this area close scrutiny.”

Part Total Time: unknown.

 

Cessna; C172F; Cracked Wing Spar; ATA 5711

Replacement of a flap-track assembly revealed a 2-inch crack running through the lower rivet holes in the L/H aft spar (P/N 0523400-50). The submitter speculates a possible cause is from flap deployment at too high of airspeeds. (No corrective actions were included with this discrepancy report. See also the next entry.)

Part Total Time:  15,628.63 hours.

 

Cessna; 172F; Cracked Wing Spar; ATA 5711

A borescope inspection of this aircraft’s aft wing spar unveiled a crack around the flap-track attach points. “Probable cause is fatigue,” states the submitter. “This is a very high time aircraft with over 13,000 hours total time. It has also been used as a flight trainer for its entire life. I recommend all C172s with 8000 hours or more be inspected, by borescope or other acceptable means, (in) the area of the rear wing spars around the flap track attach points.” (This mechanic submitted reports on two additional 172 aircraft with similar times having spar cracks in the same areas. These entries will be included in the SDRS database.)

Part Total Time: 13,526.01 hours.

 

Cessna; R172E; Worn Flap-Tracks; ATA 5744

“While flaps were being retracted, the L/H inboard flap attach bracket caught on the wing cove panel support,” states the mechanic. “This caused substantial damage to the cove panel support as well as the attach bracket. Cause was determined to be worn flap tracks (P/N 0523231-13).” The repair included installation of new tracks and rollers. He recommends replacement of these parts at 5,000-hour intervals, as they are not life limited by Cessna. The damaged flap was replaced with a serviceable unit. (This submitter provided an almost identical report a few weeks later on a C172H. Its data will be included in the SDR database.)

Part Total Time:  unknown.

 

Cessna; 172S; Missing Alt-Air Door Spring; ATA 7600

Climbing to 8,000 feet, a pilot noticed a power loss and engine surging at two different times. During a phase-1 inspection, a mechanic observed the alternate-air door stuck in the open position. Further scrutiny revealed the spring (P/N 0550361-25) assisting the door was missing from the hinge assembly. The controlling servo was inspected for damage and the possible presence of the missing spring ¾ neither was evident. This mechanic feels the alternate-air system “...is weak and needs to be improved.”

Part Total Time:  743.1 hours.

 


Cessna; 182Q; Burned Electrical Wire; ATA 2460

This discrepancy was found by a mechanic while cleaning the aircraft’s firewall after engine removal. An electrical cable (P/N D-PA13) between the auxiliary power and starter relays had burn marks indicative of arcing. Immediately across from the damage was the pointed end of a sheet metal screw protruding through the firewall. The function of this particular screw is for attachment of a plastic shield on the aft side of the firewall protecting the elevator cable pulley. This screw was reversed, allowing for its head to be on the forward side of the firewall. The damaged cable was replaced with a new part.

Part Total Time:  4,642.0 hours.

 

Cessna; 208B; Chafed Landing Gear Spring; ATA 3211

“The shot-peened lower surface of the main gear center spring is being damaged by contact with rivets and screws protruding from the main landing gear cover...located beneath the center spring. This is the third aircraft found in this condition.” No recommendation accompanied this report.

Part Total Time:  7,713.0 hours.

 

DASSAULT

Dassault; DA-50; Nose Wheel Casting Flaw; ATA 3246

Maintenance personnel first became aware of a problem when the nose tire on this aircraft began to lose pressure over a 2- or 3-day period, dropping ten to fifteen percent during the night. The submitter states, “Subsequent inspection of the tire and wheel assembly revealed air escaping through the casting adjacent the raised valve core boss. Liquid leak detector also confirmed the leak and location. This is the second (nose) wheel (P/N 9543426) to develop a leak in the same area. (The first nose wheel) was returned to Aviall for evaluation inspection. (Its) disposition is not known at this time.” He notes a Malfunction and Defect Report was not submitted for that first occurrence, but a Falcon Jet Service Condition Report was initiated. The wheel’s manufacturer was given as Aircraft Braking Systems, Corp.

Part Total Time:  1,644.0 hours.

 

GULFSTREAM

Gulfstream; G200; Cracked Hydraulic Line; ATA 2910

A mechanic found a cracked hydraulic pressure line (P/N 4AS7118102-503) in the L/H aft equipment bay, close to its aft B-nut. He states: “Installation was post Service Bulletin 200-29-152. Probable cause was stressed installation and vibration.”

Part Total Time:  438.7 hours.

 


ISRAEL AIRCRAFT INDUSTRIES LTD.

Israel Aircraft Industries Ltd.; 1124A; Cracked Nose Landing Gear Strut; ATA 3222

This respondent describes the nose gear “bottoming out” shortly after landing and taxiing to their host ramp. After exiting the aircraft, a large puddle of 5606 hydraulic was seen on the ramp around the nose gear. Maintenance retrieved and jacked the aircraft. A large crack was found in the lower strut body, starting from one side of the torque knee attach fitting. The gear was removed and disassembled. Both the inner body (P/N ES12858-501) and its bearing (P/N 52NBC2064YZP) were found to be cracked. It is believed the cause of these cracks stems from not having disconnected the nose gear scissors link prior to aircraft towing.

Part Total Time:  8,017.4.

 

PIPER

Piper; PA 24-260; Cracked Rudder Spar; ATA 2720

During service and inspection of this aircraft, its rudder was removed. The submitting mechanic found cracks in the rudder’s spar (P/N 20729-10) at the upper hinge (P/N 20183-00) attach point. (This report includes another PA 24 serial number, indicating a second aircraft was found to have a similarly cracked rudder spar.)

Part Total Time:  7,000.0 hours.

 

Piper; PA 24-260; Dissimilar Metal Corrosion in Rudder; ATA 2720

An annual inspection (of the same aircraft previously shown) revealed more than normal surface rust/corrosion on the rudder tail post. Disassembly of the rudder found dissimilar metal corrosion where the steel stiffener attaches to the lower rib (P/N 20729-04). No corrective actions or recommendations accompanied this report.

Part Total Time:  7,000.0 hours.

 

ROCKWELL

Rockwell; 690D; Broken Torque Link Shaft; ATA 3230

A R/H main landing gear torque link attachment shaft (P/N ED120406-1) was found broken on this twin Commander. The torque link is mounted on top of the strut, rotating its lower portion 90 degrees during the retract/extend cycle. The described broken shaft secures the torque link to the strut. A new part was installed, but no speculation for this discrepancy was offered.

Part Total Time:  unknown.

 

HELICOPTERS

BELL

Bell; 206L-4; Blistered Fuel Cell; ATA 2810

A scheduled 12-month fuel system inspection in accordance with Chapter 5 of the Bell 206L-4 maintenance manual revealed the following defect: The internal floor of the aft fuel cell had 1/4 inch (sized) blisters approximately 1/2 inch apart. This blistering continued up the walls approximately 6 inches. “The forward two cells showed no defects,” states the mechanic. “All filters were normal, the two inline screens and injector pump


were clean also. The aircraft manufacturer was notified and the cell was determined to be unairworthy and will be returned to the manufacturer.” No speculation for the cause of the defect was provided. The recommendation is for all such defective cells to be returned for evaluation.

Part Total Time:  3,333.3 hours.

 

ROBINSON

Robinson; R44; Worn Carburetor Control Rod; ATA 7322

“During a 100-hour inspection, the rod end bearing jamnut on control tube (P/N) C336-1 at the carburetor attachment arm was found to be only hand tight. The original safety wire installed by the factory was still in place, but the (threaded shaft of the) rod end bearing was allowed to move within the control tube. This movement over time wore down the threads on the rod end bearing and oblonged the hole within the control tube. Once the jamnut was backed off a few threads (by hand), the rod end bearing was able to move considerably from side to side within the tube.”

Part Total Time:  1,323.1.

 

SCHWEIZER

Schweizer; 269C; Premature Wear of Drive Shaft; ATA 6310

An annual inspection of this aircraft detected an abnormal—“...rusty brown” coloration in the grease lubricating the drive shaft, distinctly different from the expected black hue of Anderol lubricant. This drive shaft (P/N 269A5559-003) had accumulated 414.2 hours of a 6,000-hour life limit. The submitter states, “The splines were worn beyond limits...” (and evidenced excessive corrosion and pitting). “The speculation of Schweizer and our facility is that the grease was contaminated.” (A separate report was submitted on this aircraft’s associated drive part, the Lower Pulley Shaft, P/N 269A5498-005, reflecting the same description, time, and condition of “worn beyond limits.” This appended report will be included in the SDR database. See the following article for similar findings on a second helicopter.)

Part Total Time:  414.2 hours.

 

Schweizer; 269C-1; Premature Wear of Drive Shaft; ATA 6310

A 600-hour inspection revealed the same brown colored grease as reported in the previous article. This drive shaft (P/N 269A5559-003) had accumulated 600.0 hours of a 6,000-hour life limit. The submitter states, “The splines were worn to the thickness of a piece of paper...” (from their original measurement of .090 inches.). “The speculation of Schweizer and our facility is that the grease was contaminated. (This is the) first 600-hour inspection of this helicopter, (it having) the same grease since delivery from Schweizer Aircraft.” (A separate report was submitted on this aircraft’s associated drive part, the Lower Pulley Shaft, P/N 269A5498-005, reflecting the same description, time, and condition of “worn beyond limits.” This information will be included in the SDR database.)

Part Total Time:  600.0 hours.

 


POWERPLANTS AND PROPELLERS

LYCOMING

Lycoming; I0-540 K1G5; Failed Oil Pump; ATA 8550

“The driven oil pump gear (P/N 61298) which was aluminum and not changed at overhaul lost a tooth. The broken tooth jammed into the drive gear (P/N 61297) which broke two teeth off the oil pump drive (P/N LW10318). This (oil pump drive) is the only part involved that was replaced at overhaul. The idler gear (P/N LW10284) had one broken tooth, and the crankshaft gear (P/N LW10297) had one tooth broken as well. Why this model engine is exempt from ADs (affecting similar parts in other engines) I don’t know….”

A search of the FAA Service Difficulty Reporting System data base revealed one other report of this same engine model having lost teeth on the oil pump drive gear.

Part Total Time:  1.747.0 hours.

 

AIR NOTES

ELECTRONIC VERSION OF FAA FORM 8010-4, MALFUNCTION OR DEFECT REPORT

One of the recent improvements to the Flight Standards Service Aviation Information Internet web site is the inclusion of FAA Form 8010-4, Malfunction or Defect Report. This web site is still under construction and further changes will be made; however, the site is now active, usable, and contains a great deal of information.

Various electronic versions of this form have been used in the past; however, this new electronic version is more user friendly and replaces all other versions. You can complete the form online and submit the information electronically. The form is used for all aircraft except certificated air carriers who are provided a different electronic form. The Internet address is: http://av‑info.faa.gov/SDRX

When the page opens, select “M or D Submission Form” and, when complete, use the “Add Service Difficulty Report” button at the top left to send the form. Many of you have inquired about this service. It is now available, and we encourage everyone to use this format when submitting aviation, service-related information.

 

PAPER COPY OF FAA FORM 8010-4, MALFUNCTION OR DEFECT REPORT

In the past, the last two pages of the Alerts contained a paper copy of FAA Form 8010-4, Malfunction or Defect Report. To meet the requirements of *Section 508, this form will no longer be published in the Alerts; however, the form is available on the Internet at: http://forms.faa.gov/forms/faa8010‑4.pdf . You can still download and complete the form as you have in the past.

*Section 508 was enacted to eliminate barriers in information technology, to make available new opportunities for people with disabilities, and to encourage development of technologies that will help achieve these goals.

 

INTERNET SERVICE DIFFICULTY REPORTING (iSDR) WEB SITE

The Federal Aviation Administration (FAA) Internet Service Difficulty Reporting (iSDR) web site is the front-end for the Service Difficulty Reporting System (SDRS) database that is maintained by the Aviation Data Systems Branch, AFS-620, in Oklahoma City, Oklahoma. The iSDR web site supports the Flight Standards Service (AFS), Service Difficulty Program by providing the aviation community with a voluntary and electronic means to conveniently submit in-service reports of failures, malfunctions, or defects on aeronautical products. The objective of the Service Difficulty Program is to achieve prompt correction of conditions adversely affecting continued airworthiness of aeronautical products. To accomplish this, Mechanical Reliability Reports (MRRs),


Malfunction or Defect Reports (M or Ds), or Service Difficulty Reports (SDRs) as they are commonly called, are collected, converted into a common SDR format, stored, and made available to the appropriate segments of the FAA, the aviation community, and the general public for review and analysis. SDR data is accessible through the “Query SDR data” feature on the iSDR web site at: http://av‑info.faa.gov/SDRX .

A report should be filed whenever a system, component, or part of an aircraft, powerplant, propeller, or appliance fails to function in a normal or usual manner. In addition, if a system, component, or part of an aircraft, powerplant, propeller, or appliance has a flaw or imperfection, which impairs or may impair its future function, it is considered defective and should be reported under the Service Difficulty Program.

The collection, collation, analysis of data, and the rapid dissemination of mechanical discrepancies, alerts, and trend information to the appropriate segments of the FAA and the aviation community provides an effective and economical method of ensuring future aviation safety.

The FAA analyzes SDR data for safety implications and reviews the data to identify possible trends that may not be apparent regionally or to individual operators. As a result, the FAA may disseminate safety information to a particular section of the aviation community. The FAA also may adopt new regulations or issue airworthiness directives (ADs) to address a specific problem.

The iSDR web site provides an electronic means for the general aviation community to voluntarily submit reports, and may serve as an alternative means for operators and air agencies to comply with the reporting requirements of 14 Title of the Code of Federal Regulations (CFR) Section 121.703, 125.409, 135.415, and 145.221, if accepted by their certificate-holding district office. FAA Aviation Safety Inspectors may also report service difficulty information when they conduct routine aircraft maintenance surveillance as well as accident and incident investigations.

The SDRS database contains records dating back to 1974. At the current time, we are receiving approximately 40,000 records per year. Reports may be submitted to the iSDR web site on active data entry form or submitted hardcopy to the address below.

The SDRS and iSDR web site point of contact is:

John Jackson
Service Difficulty Reporting System, Program Manager
Aviation Data Systems Branch, AFS-620
P.O. Box 25082
Oklahoma City, OK 73125
Telephone: (405) 954-6486
SDRS Program Manager e-mail address: 9‑AMC‑SDR‑ProgMgr@faa.gov

 

IF YOU WANT TO CONTACT US

We welcome your comments, suggestions, and questions. You may use any of the following means of communication to submit reports concerning aviation-related occurrences.

Editor:  Daniel Roller (405) 954-3646
FAX:    (405) 954-4570 or (405) 954-4655

E-mail address:   Daniel.Roller@faa.gov

Mailing address: FAA, ATTN: AFS-620 ALERTS, P.O. Box 25082 , Oklahoma City, OK 73125-5029

You can access current and back issues of this publication from the internet at:
http://av‑info.faa.gov/ . Select the General Aviation Airworthiness Alerts heading.

 


AVIATION SERVICE DIFFICULTY REPORTS

The following are abbreviated reports submitted for the previous month, which have been entered into the FAA Service Difficulty Reporting (SDR) System database. This is not an all inclusive listing of Service Difficulty Reports. For more information, contact the FAA, Regulatory Support Division, Aviation Data Systems Branch, AFS-620, located in Oklahoma City, Oklahoma. The mailing address is:

FAA
Aviation Data Systems Branch, AFS-620
PO Box 25082
Oklahoma City, OK 73125

To retrieve the complete report, click on the Control Number located in each report. These reports contain raw data that has not been edited. Also, because these reports contain raw data, the pages containing the raw data are not numbered.

If you require further detail please contact AFS-620 at the address above.


Federal Aviation Administration

Service Difficulty Report Data

 

Sorted by aircraft make and model then engine make and model. This report derives from unverified information submitted by the aviation community without FAA review for accuracy.

Control Number

Aircraft Make

Engine Make

Component Make

Part Name

Part Condition

Difficulty Date

Aircraft Model

Engine Model

Component Model

Part Number

Part Location

2005FA0000036

 

 

 

PITCH ROD

CRACKED

12/16/2004

 

 

 

C3260

YOKE 

MULTIPLE CRACKS WERE FOUND DURING MAGNAFLUX INSPECTION. BOTTOM AND TOP OF PITCH CHANGE YOKE. EXCESSIVE STRESS MIGHT HAVE BEEN THE CAUSE OF FAILURE.

ZN3R200503A

 

 

 

TURBINE WHEEL

DAMAGED

10/1/2004

 

 

 

384001117

ENGINE

TURBINE BLADES WERE FOUND VISUALLY VERY "THIN" IN THE TIP AREA AFTER OPERATION.

CA040615017

 

 

DORNEMARGLN

BATTERY  

LEAKING

6/15/2004

 

 

 

LR20 

ELT 

UNIT INSPECTED FOR CERTIFICATION AND BATTERY REPLACEMENT. FOUND DURACELL BATTERIES (D-CELLS) LEAKING IN BATTERY COMPARTMENT. BATTERIES REMOVED, AREA CLEANED, ALSO NOTED SURFACE CORROSION ON BATTERY CONTACT SPRING. CORROSION REMOVED WITH ACID BRUSH AND IPA (ALCOHOL). BATTERY BOX RE-INSPECTED, NEW BATTERIES INSTALLED, UNIT FUNCTION TESTED AND MET SPECIFICATIONS.

CA040618005

 

 

AMERIKING

ELT  

FAILED

6/18/2004

 

 

 

AK450

CABIN

UPON ANNUAL INSPECTION ELT, IT WAS NOTED THAT THE MODULATION WOULD FAIL AFTER 10 SEC OF USE. THE SOUND HEARD WOULD REMAIN AS A ELT WARBLE WITH REDUCED VOLUME. THIS FAULT HAD BEEN NOTED ON ONE OTHER UNIT EARLIER THIS YEAR.

2004FA0000916

 

 

SLICK

COIL

FAILED

12/9/2004

 

 

 

M3975

MAGNETO

MAGNETO IMPULSE COUPLING WEAR & IGNITION COIL FAILURE, FAILED IGNITION COIL: BROKEN HIGH-TENSION SECONDARY WINDINGS RESULTING IN MISFIRING OF THE SPARK PLUGS, INDUCING MX OF MAGNETO. EXTREME WEAR AROUND MAGNET SHAFT OVER TAPERED PORTION BETWEEN IMPULSE CAM AND MAIN SHAFT COMPRISING OF A CONDITION WHERE THE HARDENED CAM ASSY HAS COME INTO ANGULAR INTERFERENCE WITH THE (SOFTER) MAGNET SHAFT WHICH IT IS DESIGNED TO MOUNT AROUND. THE CONCENTRIC WEAR ON THE SHAFT INCLUDES A SHARP RAISED EDGE AT THE LARGEST OUTER DIAMETER OF THE MAGNET SHAFT TAPER. POSSIBLE CATASTROPHIC FAILURE OF THE MAGNETO MAY HAVE RESULTED FROM THE SHAFT BREAKING AT THE EDGE NEAREST THE BASE OF THE DISPLACED MATERIAL.

CEVR200400002

 

 

EAAEROMARINE

BATTERY  

BURST

12/16/2004

 

 

KSE35L8

WABH12

LIFE VEST LIGHT

DURING THE YEARLY INSPECTION OF THE LIFE VEST, THE WATER ACTIVATED BATTERY FOR THE LOCATING LIGHT HAD EXPANDED & BURST OPEN. THIS MADE THE LIGHT INOPERABLE. ACCORDING TO THE E.A.M SERVICE INFORMATION SIL-25-104 ,THIS VEST COULD HAVE A INSPECTION INTERVAL OF FIVE YEARS, WHICH MEANT THE LIGHT COULD HAVE BEEN INOPERATIVE FOR FOUR YEARS. I HAVE REPLACED THIS BATTERY/LIGHT ASSY. WITH A DIFFERENT MANUFACTURES BATTERY/LIGHT ASSY.

CEVR200400003

 

 

EAAEROMARINE

BATTERY  

BULGED

12/16/2004

 

 

KSE35L8

WABH12

LIFE VEST

DURING THE YEARLY INSPECTION OF THE LIFE VEST, THE WATER ACTIVATED BATTERY FOR THE LOCATING LIGHT HAD EXPANDED & BURST OPEN. THIS MADE THE LIGHT INOPERABLE. ACCORDING TO THE E.A.M SERVICE INFORMATION SIL-25-104 ,THIS VEST COULD HAVE A INSPECTION INTERVAL OF FIVE YEARS, WHICH MEANT THE LIGHT COULD HAVE BEEN INOPERATIVE FOR FOUR YEARS. I HAVE REPLACED THIS BATTERY/LIGHT ASSY. WITH A DIFFERENT MANUFACTURES BATTERY/LIGHT ASSY.

CEVR200400004

 

 

EAAEROMARINE

BATTERY  

BULGED

12/16/2004

 

 

KSE35L8

WABH12

LFE VEST

DURING THE YEARLY INSPECTION OF THE LIFE VEST, THE WATER ACTIVATED BATTERY FOR THE LOCATING LIGHT HAD EXPANDED & BURST OPEN. THIS MADE THE LIGHT INOPERABLE. ACCORDING TO THE E.A.M SERVICE INFORMATION SIL-25-104 ,THIS VEST COULD HAVE A INSPECTION INTERVAL OF FIVE YEARS, WHICH MEANT THE LIGHT COULD HAVE BEEN INOPERATIVE FOR FOUR YEARS. I HAVE REPLACED THIS BATTERY/LIGHT ASSY. WITH A DIFFERENT MANUFACTURES BATTERY/LIGHT ASSY.

CEVR200400005

 

 

EAAEROMARINE

BATTERY  

BULGED

12/16/2004

 

 

KSE35L8

WABH12

LIFE VEST

DURING THE YEARLY INSPECTION OF THE LIFE VEST, THE WATER ACTIVATED BATTERY FOR THE LOCATING LIGHT HAD EXPANDED & BURST OPEN. THIS MADE THE LIGHT INOPERABLE. ACCORDING TO THE E.A.M SERVICE INFORMATION SIL-25-104 ,THIS VEST COULD HAVE A INSPECTION INTERVAL OF FIVE YEARS, WHICH MEANT THE LIGHT COULD HAVE BEEN INOPERATIVE FOR FOUR YEARS. I HAVE REPLACED THIS BATTERY/LIGHT ASSY. WITH A DIFFERENT MANUFACTURES BATTERY/LIGHT ASSY.

CEVR200400006

 

 

EAAEROMARINE

BATTERY  

BURST

12/16/2004

 

 

KSE35L8

WABH12

LIFE VEST

DURING THE YEARLY INSPECTION OF THE LIFE VEST, THE WATER ACTIVATED BATTERY FOR THE LOCATING LIGHT HAD EXPANDED & BURST OPEN. THIS MADE THE LIGHT INOPERABLE. ACCORDING TO THE E.A.M SERVICE INFORMATION SIL-25-104 ,THIS VEST COULD HAVE A INSPECTION INTERVAL OF FIVE YEARS, WHICH MEANT THE LIGHT COULD HAVE BEEN INOPERATIVE FOR FOUR YEARS. I HAVE REPLACED THIS BATTERY/LIGHT ASSY. WITH A DIFFERENT MANUFACTURES BATTERY/LIGHT ASSY.

CEVR200400007

 

 

EAAEROMARINE

BATTERY  

BULGED

12/16/2004

 

 

KSE35L8

WABH12

LIFE VEST

DURING THE YEARLY INSPECTION OF THE LIFE VEST, THE WATER ACTIVATED BATTERY FOR THE LOCATING LIGHT HAD EXPANDED & BURST OPEN. THIS MADE THE LIGHT INOPERABLE. ACCORDING TO THE E.A.M SERVICE INFORMATION SIL-25-104 ,THIS VEST COULD HAVE A INSPECTION INTERVAL OF FIVE YEARS, WHICH MEANT THE LIGHT COULD HAVE BEEN INOPERATIVE FOR FOUR YEARS. I HAVE REPLACED THIS BATTERY/LIGHT ASSY. WITH A DIFFERENT MANUFACTURES BATTERY/LIGHT ASSY.

CEVR200400008

 

 

EAAEROMARINE

BATTERY  

BULGED

12/16/2004

 

 

KSE35L8

WABH12

LIFE VEST

DURING THE YEARLY INSPECTION OF THE LIFE VEST, THE WATER ACTIVATED BATTERY FOR THE LOCATING LIGHT HAD EXPANDED & BURST OPEN. THIS MADE THE LIGHT INOPERABLE. ACCORDING TO THE E.A.M SERVICE INFORMATION SIL-25-104 ,THIS VEST COULD HAVE A INSPECTION INTERVAL OF FIVE YEARS, WHICH MEANT THE LIGHT COULD HAVE BEEN INOPERATIVE FOR FOUR YEARS. I HAVE REPLACED THIS BATTERY/LIGHT ASSY. WITH A DIFFERENT MANUFACTURES BATTERY/LIGHT ASSY.

2005FA0000274

 

 

PALL

BYPASS SWITCH

SHEARED

12/22/2004

 

 

 

RC914UK096

FILTER

1 OF THE SREWS (P/N AA-2100-11D99)HAD THE HEAD SHEAR OFF JUST UNDER THE HEAD. THIS SCREW, 1 OF 4 HOLD THE FILTER BYPASS DIFFERENTIAL PRESSURE INDICATOR TO THE TOP OF THE FILTER ASSEMBLY. THE AFFECTED SYSTEM WAS THE RUDDER STANDBY. HYDRAULIC FLUID WAS LEAKING STATICLY WITH THE SYSTEM DEPRESSURIZED.

CA050118003

 

 

 

BEARING RACE

CRACKED

1/12/2005

 

 

 

A1851T

PROPELLER HUB

DURING THE NDT PROCESS OF THE PROPELLER OVERHAUL, ONE BEARING RACE, INBOARD RACE WAS DISCOVERED CRACKED.

2005FA0000318

 

 

AIRCRUISERS

LINK

BROKEN

4/15/2004

 

 

 

C19347102

SLIDE

RECEIVED EVACUATION SLIDE FOR RECERTIFICATION. DURING DISASSY, EACH FRANGIBLE LINK (PN C19347-101, 4EA, PN C19347-102, 1EA, PN C19347-105, 2EA), WERE FOUND WITH (4) STRANDS OF BLACK NYLON THREAD SECURING EACH HALF OF FRANGIBLE LINK TOGETHER. FRANGIBLE LINKS WERE PREVIOUSLY BROKEN, REUSED BY SECURING HALVES TOGETHER WITH BLACK NYLON THREAD. NORMAL OR UNUSED FRANGIBLE LINKS HAVE TWO LOOPS SECURED WITH STRANDS OF BREAKING WIRES HAVING SPECIFIC BREAKING STRENGTH WHICH ARE COVERED WITH HEAT SHRINK TUBING. IF SLIDE WAS DEPLOYED WITH MODIFIED FRANGIBLE LINKS, SLIDE WOULD POSSIBLE EXTEND RAPIDLY AND TOE END OF SLIDE WOULD EXTEND UNDER AC. ONCE FRANGIBLE LINKS ARE BROKEN, REQUIRED TO BE REPLACED WITH NEW. (2 OF 3)

2005FA0000335

 

 

ELECTROSYS

ROTOR

DEFECTIVE

10/4/2004

 

 

 

ES4307

ALTERNATOR

ALTERNATOR DEFECTIVE AS RECEIVED FROM MFG, ROTOR RUBBING ON STATOR WINDINGS. THIS CONDITION COULD EASILY BE FLET WHEN TURNING ALTERNATOR DRIVE SHAFT BY HAND. (K)

2005FA0000081

 

 

 

BLADE

CRACKED

9/1/2004

 

 

 

84334

PROPELLER

PROPELLER BLADE CRACKED .33 OF DIAMETER AT RETENTION GROVE. (K)

2005FA0000082

 

 

 

BOLT

MISMANUFACTURED

7/22/2004

 

 

 

SL12596

CONNECTING ROD

THE CONNECTING ROD BOLT, PN SL12596, LOT NR 575765, WAS FOUND TOO SHORT FOR PROPER INSTALLATION. THE FREE LENGTH OF THE BOLTS IN QUESTION WERE 2.2485 TO 2.2491. MFG SL1458B REQUIRES A TWO STEP TORQUE PROCESS. FIRST, TORQUE BOLTS TO 35 FT LBS AND MEASURE, IF THE BOLT IS SHORTER THAN 2.255, THE BOLT IS REJECTED. SECOND, THE BOLT MUST NOT EXCEED LENGTH OF 2.256 AT THE FINAL TORQUE OF 55 FT LBS. THE SUSPECT BOLTS WOULD NOT ATTAIN REQUIRED LENGTH AT 35 FT LBS. THE DEFECT IS CAUSED BY GRINDING THE BOLT TOO SHORT OF A DIMENSION AT MFG. AN INSPECTION RATE WOULD NEED TO BE INREASED TO A LEVEL THAT WOULD ENSURE PROPER QUALITY CONTROL. (K)

CA040722007

 

CONT

 

LOCK TAB

MISSING

7/2/2004

 

IO470*

 

08515591

ENGINE MT BOLTS

ON THE FOLLOWING CESSNA AIRCRAFTS, FOUND THE LOCK TABS FOR ENGINE MOUNT BOLTS TO BE EITHER MISSING, BROKEN, OR INCORRECT HARDWARE USED TO REPLACE THEM. C-205 IO470C-180 I0470C-182 IO470C-185 IO520C-206 IO550 WOULD LIKE TO NOTIFY ALL AIRCRAFT OWNERS THAT USE THESE BOLT LOCK TABS TO INSPECT THEM.

2004FA0000936

 

CONT

 

CRANKSHAFT

FRACTURED

11/15/2004

 

IO550C

 

649990

ENGINE

CRANKSHAFT FRACTURED IN FLIGHT BETWEEN THE NR 1 AND 2 CONNECTING ROD JOURNALS. AIRCRAFT MADE A SAFE LANDING.

2004FA0000937

 

CONT

 

CRANKSHAFT

FRACTURED

11/15/2004

 

IO550C

 

649990

ENGINE

CRANKSHAFT FRACTURED IN FLIGHT BETWEEN THE NR 1 AND 2 CONNECTING ROD JOURNALS. AIRCRAFT MADE A SAFE LANDING.

2005FA0000280

 

CONT

 

LIFTER

SPALLED

12/13/2004

 

IO550C

 

653888

ENGINE

ON 6 DIFFERENT ENGINES DURING OIL CHANGES OR TROUBLESHOOTING FOR LOW OIL PRESSURE, HAVE FOUND A SPALLED LIFTER. ONLY ONCE WAS THE PROBLEM CAUGHT EARLY ENOUGH THAT THE CAMSHAFT WAS NOT DAMAGED AND NEEDING REPLACEMENT. (K) (2 OF 2)

CA040617003

 

GARRTT

 

BEARING

OVERHEATED

6/15/2004

 

TPE33110UA

 

310117015

ENGINE

DURING A SCHEDULED ENGINE INSPECTION OF THE HIGH SPEED PINION ASSY A BRIGHT BLUECOLOR WAS NOTICED ON THE PINION GEAR. THE HIGH SPEED PINION SUFFERED SEVERE HEAT DAMAGE CLOSE TO THE POINT OF FAILURE. THIS PART WAS PURCHASED THROUGH AN AMERICAN PARTS DISTRIBUTOR AND CERTIFIED BY AN AMERICAN GARRETT OVERHAUL FACILITY.

2005FA0000144

 

LYC  

 

GEAR SHAFT

BROKEN

8/14/2004

 

O540E4B5

 

70384

ENGINE

AT AIRCRAFT 100 HOUR ENGINE WAS FOUND WITH TIGHT SPOT. REMOVED ENGINE ACCYS AND FOUND GOVERNOR SHAFT NOT TURNING DISASSEMBLED ENGINE. FOUND GOVERNOR IDLER GEAR SHAFT (PN 70384) BROKEN IN 3 PARTS; ALL GOV GEARS HAD RG TEETH, 1 OF 2 KNOWN FAILURES, ON SHAFT (PN 70384) WITH SAME SERIAL/ BATCH NUMBERS.

CA040902006

 

PWA  

 

TURBINE BLADES

FAILED

8/27/2004

 

JT15D1A

 

 

ENGINE

DISCOVERED HPT BLADE DAMAGE. CONFIRMED HPT BLADES DAMAGED WITH 1 BLADE MISSING ENTIRE TIP SECT. GAS GEN DEFLECTOR SEG FOUND MISSING SECTIONS & SIGNIFICANT NR OF RIVETS. EXAM OF FRACTURED BLADE SHOWED HIGH STRESS RAPID YIELD FRACTURE WITH NO EVIDENCE OF FATIGUE. FRONT SECT OF BLADE CONVEX SIDE (SUCTION SURFACE) ADJACENT TO FRACTURE BENT TOWARDS PRESSURE SURFACE AWAY FROM DIRECTION OF ROTATION AS WOULD OCCUR IF BLADE SUSTAINED A SIGNIFICANT IMPACT. BLADE NOT PRIMARY FAILURE & 2NDRY DAMAGE CAUSED FROM LIBERATED MATERIAL. MATERIAL BECAME DISLODGED & ENTERED THROUGH COMBUSTION CHAMBER LINER & TRAVELLED THROUGH GAS PATH CAUSING SEVERE HPT BLADE DAMAGE, AND MINOR IMPACT DAMAGE ON DOWNSTREAM COMPONENTS.

CA041117003

 

PWA  

 

ENGINE

FLAMED OUT

10/15/2004

 

PT6A25

 

 

 

(CAN) DURING CRUISE (10,000 FT) THE PILOT REPORTED A LOUD NOISE FOLLOWED BY ENGINE FLAMEOUT. AN ATTEMPTED RELIGHT WAS UNSUCCESSFUL AND AN EMERGENCY LANDING WAS PERFORMED. THE ENGINE IS UNDER INVESTIGATION. MFG WILL MONITOR THE PROGRESS AND FINDINGS OF THE INVESTIGATION AND WILL AMEND THIS REPORT TO REFLECT ROOT CAUSE, ONCE ESTABLISHED.

CA040727003

 

PWA  

PWA  

BOLT

FAILED

7/20/2004

 

PT6A67D

 

 

RGB 

DURING OVERHAUL ASSY OF THE POWER SECTION AND 1ST STAGE REDUCTION CARRIER MACHINE HEX BOLT P/N MS9490-34 FAILED IN THE THREADED PORTION OF THE BOLT UNDER APPLIED TORQUE DURING INSTALLATION. THE BOLT IS USED IN THE ASSEMBLY OF THE 1ST STAGE REDUCTION GEARING CARRIER IAW P&WC O/H MANUAL P/N 3038337, SECTION 72-10-00, PAGE 503, PARAGRAPH NR B. THERE ARE TOTAL QTY. 6 BOLTS INSTALLED IN THE CARRIER WITH KEY-WASHERS AND ARE TORQUED TO 75 TO 85 IN-LBS. THE BROKEN PARTS HAVE BEEN DISPATCH TO P&WC FOR FAILURE INVESTIGATION. NOTE: THE ENGINE HAD PREVIOUSLY BEEN INVOLVED IN A PT BLADE FAILURE.

2005FA0000239

AERORS

LYC  

 

EXHAUST PIPE

BROKEN

10/27/2004

J2  

O360*

 

 

ENGINE

(ACCIDENT NR DFW05CA024) ON TAKEOFF CLIMB, EXHAUST PIPE BROKE AND WENT THROUGH 4 BLADED PROPELLER, SHEARING OFF ONE PROPELLER BLADE. EXHAUST PIPE STRUCK RT TAILBOOM, DOING STRUCTURAL DAMAGE TO TAILBOOM. (SW11200502888) (K)

2005FA0000115

AEROSP

TMECA

 

COUPLING

CRACKED

11/19/2004

AS365N2

ARRIEL1

 

365A32653000

ENG TO MR GB

DURING INSPECTION FOUND RT FORWARD ENGINE/ MGB DRIVE FLEX COUPLING CRACKED. REPLACED WITH NEW. (RECORD NR 98086) (K)

CA050105011

AEROSP

PWA  

 

TUBE

FRACTURED

12/24/2004

ATR42*

PW121

 

 

OIL TRANSFER

(CAN) DURING CRUISE ENGINE TEMPERATURES INCREASED ACCOMPANIED BY SMOKE AND EXHAUST ODOR IN THE CABIN. THE CREW REDUCED ENGINE POWER. FIRE WARNING INDICATION ACTIVATED 12 MINUTES LATER AND THE CREW CARRIED OUT FIRE SUPPRESSION PROCEDURE AND SHUTDOWN THE ENGINE IN FLIGHT. SUBSEQUENT INSPECTION REVEALED A FRACTURED NR 6 AND NR 7 BEARING OIL TRANSFER TUBE, A BURNED FIRE HARNESS LOOP AND METALLIC DEBRIS ON THE ENGINE CHIP DETECTOR. MFG WILL INVESTIGATE THE EVENT AND WILL SUPPLEMENT THIS REPORT TO PROVIDE ROOT CAUSE ONCE DETERMINED.

CA050110007

AEROSP

PWA  

 

ENGINE

INOPERATIVE

12/26/2004

ATR72

PW127

 

 

 

(CAN) THE CREW REPORTED A LOW OIL PRESSURE WARNING FOLLOWING TAKE-OFF. THE CREW SHUT THE ENGINE DOWN IN FLIGHT AND DIVERTED TO POINT OF DEPARTURE. MFG WILL INVESTIGATE THE EVENT AND SUPPLEMENT THIS REPORT TO PROVIDE ROOT CAUSE, ONCE DETERMINED.

CA050112005

AGUSTA

PWC  

 

ENGINE

MALFUNCTIONED

1/9/2005

A109

PW206C

 

 

 

THE ENGINE EXPERIENCED A RAPID, UNCOMMANDED DECREASE IN TORQUE IN FLIGHT, ACCOMPANIED BY AN INCREASE IN OTHER ENGINE PARAMETERS. THE ENGINE WAS SHUT DOWN AND THE AIRCRAFT RETURNED TO BASE. SUBSEQUENT INSPECTION REVEALED POWER TURBINE BLADE DAMAGE. PWC WILL INVESTIGATE THE INCIDEMT AND SUPPLEMENT THIS REPORT TO PROVIDE ROOT CAUSE, ONCE DETERMINED.

11072110704

AGUSTA

PWC  

 

BLADE

CRACKED

11/7/2004

A109E

PW206C

 

109813201111

TAIL ROTOR

PILOT FELT VIBRATION IN TAIL ROTOR PEDALS DURING APPROACH. POST FLIGHT INSPECTION REVEALED THAT 1 TAIL ROTOR BLADE HAD A CHORD WISE CRACK BEGINNING AFT OF THE SPAR AND EXTENDING THROUGH THE TRAILING EDGE OF THE BLADE. THE CRACK WAS THROUGH BOTH SKINS AND THE HONEYCOMB CORE. SB109EP-30 REV B AND AD 02-25-51 PROVIDE INSPECTION CRITERIA FOR RECURRING INSPECTIONS IN THIS AREA.

2005FA0000326

AIRBUS

 

 

BYPASS VALVE

LEAKING

11/5/2004

A330*

 

 

FRM530014D

DOOR 

A DOOR BYPASS VALVE WAS RETURNED FOR INVESTIGATION. THE REASON FOR RETURN WAS ON PUSHBACK, FLIGHT CREW REPORTED GREEN RESERVOIR LOW LEVEL, WHERE THE INVESTIGATION FOUND A LEAK ON THE DOOR BYPASS VALVE. INVESTIGATION IDENTIFIED THAT BOLT HAD SHEARED. FURTHER INVESTIAGATION AT MFG, THAT AN INITIATING FORCE HAD RESULTED IN A CRACK THAT PROPAGATED ACROSS THE BOLT SECTION, RESULTING IN FAILURE. BOLTS COULD BE YIELDED WHEN TIGHTENED.(K)

2005FA0000327

AIRBUS

 

 

BOLT

CRACKED

11/5/2004

A330*

 

 

HTE960023053

BYPASS VALVE

A DOOR BYPASS VALVE WAS RETURNED FOR INVESTIAGTION. THE REASON FOR RETURN WAS ON PUSHBACK, FLIGHT CREW REPORTED GREEN RESERVOIR LOW LEVEL, WHERE THE INVESTIGATION FOUND A LEAK ON THE DOOR BYPASS VALVE. INVESTIGATION IDENTIFIED THAT BOTL HAD SHEARED. FURTHER INVESTIAGTION INDICATED THAT INITAIATING FORCE HAD RESULTED IN A CRACK THAT PROPAGATED ACROSS THE BOLT SECTION, RESULTING IN FAILURE. THE BOLTS COULD BE YIELDED WHEN TIGHTENED.(K)

CA040820002

AIRBUS

RROYCE

 

CONNECTOR

BURNED

8/15/2004

A330243

RB211TRENT77

 

FIN6208VC

LCD MONITOR

(CAN) AIRCRAFT ARRIVED WITH AN INOPERATIVE LCD MONITOR FOR PASSENGER ENTERTAINMENT SYSTEM. AFTER INVESTIGATION, FOUND ONE OF THE ENTERTAINMENT CONNECTORS BADLY BURNED WITH SEVERAL PINS COMPLETELY GONE, IN THE PASSENGER COMPARTMENT CEILING. CONNECTOR WAS REPLACED AND COMPLETE SYSTEM WAS VERIFIED. A FLEET CAMPAIGN WAS INITIATED AND A ROUTINE INSPECTION WAS INTRODUCED IN THE A CHECK MAINTENANCE PROGRAM.

CA041129006

AIRBUS

RROYCE

 

MONITOR

BURNED

11/29/2004

A330300

RB211TRENT77

 

7002061002

ROW 12 A,B

(CAN) APPROX 30 MINUTES AFTER TAKEOFF, PAX IN 12B,C NOTICED A BURNING SMELL IN OVERHEAD BIN. (THERE WAS A BANGING SOUND AT TAKEOFF APPARENTLY) ALSO NOTICED WERE SMALL PUFF OF SMOKE COMING FROM VENT ABOVE THE PAX IN 12 A,C (A COUPLE OF TIMES) SMOKE SMELL WAS CONFIRMED FROM CREW. RETURNED. FOUND VIDEO MONITOR AT SEAT 12 A,C SMELLING OF SMOKE. MONITOR REMOVED AND CONNECTORS CAPPED. SEE SNAGL1443368, MONITOR REPLACED AND CHECKS OK.

CA040617006

AIRBUS

PWA  

 

RELAY

FAILED

6/8/2004

A330322

PW4168

 

KR906931

COFFEEMAKER

COFFEEMAKER WAS REMOVED DUE TO TRIPPING CIRCUIT BREAKER. STRIP REPORT REVEALED THAT THE UNAPPROVED RELAY WAS FITTED TO THE COFFEEMAKER. CORRECT P/N KR-90693-1 P/N FOUND KR 14DGE24.

CA040614002

AIRBUS

CFMINT

 

ENGINE

FOD  

6/14/2004

A340313

CFM565C4

 

9324M70G06

NR 4 

(CAN) APPROX 30 MINS FROM DEPARTURE, NR 4 ENG EGT OVERTEMPED AND CLIMBED TO 946 DEGREES AND WAS SHUT DOWN. THERE WAS NO LOUD NOISE OR SHAKING. THE AC MADE A NORMAL LANDING AND THE CFR WERE NOT CALLED OUT. AC REMOVED FROM SERVICE AND CP CONTACTED TO CARRY OUT T/SH. NR 4 ENG PRELIMINARY BOROSCOPE INSPECTION SHOWS SIGNS OF METAL IN COMPRESSOR. BORO PICTURES BEING E-MAILED TO MOC FOR ENGINEERING EVALUATION.

CA050117008

AMD  

GE  

 

FCU  

FAILED

1/11/2005

FALCON20

CF7002D2

 

5001T39G39G29

ENGINE

(CAN) AC WAS DISPATCHED FOR A TEST FLIGHT DUE TO DUAL ENGINE CHANGE. AT FL370 MAX ACCELERATION CHECK COMPLETED, WITHOUT INCIDENT. ON RETURN, ENGINE FLAMED OUT, ENGINE RELIGHT AT FL180. ENGINE FCU RIGGING, BLEED VALVES RIGGING AND AIR SENSOR LINES WERE INSPECTED, NOTHING UNUSUAL FOUND. SECOND TEST FLIGHT WAS CONDUCTED ON 13 JAN 05. ENGINE WAS INTENTIONALLY SHUTDOWN AT FL250 AND A RELIGHT ATTEMPTED WITH PARTIAL SUCCESS. ENGINE WOULD NOT ACCELERATE PAST 40 PERCENT N2 UNTIL AC HAD DESCENDED TO FL180. AC RETURNED WITHOUT INCIDENT AND THE AC WAS GROUNDED PENDING THE REPLACEMENT OF THE FCU CHANGE, WHICH IS CURRENTLY IN PROCESS.

122004

AMD  

 

MESSIER

HOLDER

CRACKED

12/20/2004

FALCON200

 

 

D52177

PACKING

THE PACKING HOLDER P/N D52177 INSIDE OF THE MAIN GEAR ACTUATOR P/N A 23721 HAS BEEN FOUND CRACKED ON TWO OCCASIONS. A SERVIE BULLETIN F200-110 IS TO MODIFY THE PART TO PREVENT CRACKING. WE HAVE TWO PACKING HOLDERS THAT ARE CRACKED, ONE MODIFIED AND ONE NOT. WE HAVE NOTIFIED FALCON JET ABOUT THE PROBLEM

2004FA0000911

AMD  

 

 

PRESSURE SWITCH

LEAKING

11/25/2004

FALCON50MYST

 

 

90G229

NR 1 HYD SYSTEM

LOSS OF NR 1 HYDRAULICS. INSPECTORS, FOUND HYDRAULIC NR 1 SYSTEM PRESSURE SWITCH LEAKING. PRESSURE SWITCH, HYDRAULIC PUMP NR 1 AND NR 2 REPLACED.

2005FA0000016

AMD  

GARRTT

 

FITTING

DAMAGED

12/27/2004

FALCON50MYST

TFE731*

 

 

SLAT 

FOLLOWING DAMAGE WAS FOUND WHILE LT IB SLAT (PN F50B133B8, SN 133000 WAS AT THIS FACILITY FOR REPAIR. MILLED FITTING, (PN F50B133014) IS ATTACH POINT FOR NR 4 (OB) RAIL. SIX FASTENERS WERE IMPROPERLY INSTALLED THROUGH INNER SKIN OF SLAT. FOUR BLIND FASTENERS WERE LOCATED THROUGH INNER SKIN INTO EDGE OF MILLED FITTING. ONE SOLID FASTENER WAS THROUGH INNER SKIN AND FLUSHED ON OUTER SKIN, THIS WAS ALSO DRILLED THROUGH EDGE OF MILLED FITTING. , WHICH CAUSED OUTER SKIN TO BE DISTORTED. ONE SOLID FASTENER WAS COUNTERSUNK ON OUTER SKIN THROUGH THE INNER SKIN. MISDRILLED FASTENERS WERE FOUND DURING PRELIMINARY INSPECTION. DAMAGE TO THE MILLED FITTING WAS FOUND DURING THE TEAR DOWN PHASE OF REPAIR WORK.

2961

AMD  

GARRTT

 

TIRE

DEFORMED

10/22/2004

FALCON50MYST

TFE73131C

 

M08401

MLG 

THIS TIRE WAS MOUNTED ON THE RIGHT INBOARD SIDE (NR 3). CUPPING WAS NOTICED ON THE INSIDE EDGE OF THE TIRE ALL THE WAY AROUND WITH CORD SHOWING. TIRE WAS REPLACED. CONTACTED FALCON TECH OPS. HAD NOT HEARD OF THIS ITEM AND ASKED ME TO CONTACT THE TIRE MANUFACTURE. CONTACTED MICHELIN, CONFIRMED THE PROBLEM AND SAID THEY WERE WORKING ON IT.

2004FA0000912

AMD  

GARRTT

 

TIRE

DEFORMED

10/22/2004

FALCON50MYST

TFE73131C

 

M08401

MLG 

THIS TIRE WAS MOUNTED ON THE RIGHT INBOARD SIDE (NR 3). CUPPING WAS NOTICED ON THE INSIDE EDGE OF THE TIRE ALL THE WAY AROUND WITH CORD SHOWING. TIRE WAS REPLACED. CONTACTED FALCON TECH OPS. THEY HAD NOT HEARD OF THIS ITEM AND ASKED ME TO CONTACT THE TIRE MANUFACTURE. CONTACTED MICHELIN, CONFIRMED THE PROBLEM AND SAID THEY WERE WORKING ON IT.

2004FA0000913

AMD  

GARRTT

 

TIRE

DEFORMED

10/22/2004

FALCON50MYST

TFE73131C

 

M08401

MLG 

THIS TIRE WAS MOUNTED ON THE RIGHT INBOARD SIDE (NR 3). CUPPING WAS NOTICED ON THE INSIDE EDGE OF THE TIRE ALL THE WAY AROUND WITH CORD SHOWING. TIRE WAS REPLACED, CONTACTED FALCON TECH OPS. THEY HAD NOT HEARD OF THIS ITEM AND ASKED ME TO CONTACT THE TIRE MANUFACTURE, CONTACTED MICHELIN. THEY CONFIRMED THE PROBLEM AND SAID THEY WERE WORKING ON IT.

2004FA0000917

AMD  

GARRTT

 

TIRE

DEFORMED

11/3/2004

FALCON50MYST

TFE73131C

 

M15101

MLG 

THIS MICHELIN TIRE WAS MOUNTED ON THE LEFT INBOARD SIDE (NR 2). CUPPING WAS NOTICED ON THE INSIDE EDGE OF THE TIRE ALL THE WAY AROUND. TIRE WAS REPLACED, THEN CONTACTED FALCON TECH OPS. THIS HAD HAPPENED ON ANOTHER TIRE BUT DIFFERENT PART NUMBER (OMB NR 2120-0003). THEY HAD NOT HEARD OF THIS ITEM AND ASKED ME TO CONTACT THE TIRE MANUFACTURE. I THEN CONTACTED MICHELIN. THEY CONFIRMED THE PROBLEM AND SAID THEY WERE WORKING ON IT.

CA050117009

AMD  

GARRTT

 

POWER LEVER

FROZEN

1/16/2005

FALCON900

TFE7315BR

 

 

ENGINE

(CAN) DURING CRUISE FLIGHT, NOTICED BY CREW THAT THE NR1 ENGINE POWER LEVER WAS FROZEN IN POSITION. THE ENGINE WAS SHUTDOWN AND AN UNEVENTFUL LANDING WAS COMPLETED. WITH WARMER TEMPERATURES, POWER LEVER WAS ABLE TO MOVE FREELY THROUGH ITS FULL RANGE OF TRAVEL. FLIGHT WAS CONDUCTED WITH NO FAULTS NOTED. ON THE 3RD FLIGHT, WHILE IN CRUISE, IT WAS NOTED THAT POWER LEVER BECAME DIFFICULT TO MOVE. ENGINE POWER WAS REDUCED TO IDLE, SCHEDULED LANDING. REVEALED WATER LEAK FROM LAV SINK SUPPLY LINE MIGRATED BELOW FLOOR ONTO NR 1 ENGINE PWR LEVER BELLCRANK, ICE ACCUMULATION WAS EVIDENT IN AREA. LEAK WAS REPAIRED, CONTAMINATED AREAS WERE CLEANED, DRIED AND LUBRICATED. ENGINE PWR LEVER FUNCTION CHECKED SERVICEABLE.

2005FA0000215

AMRGEN

LYC  

 

PLATE

MISINSTALLED

1/4/2005

AG5B

O360A1D

 

51023306

SEATBELTS

WHILE REPLACING REAR PX SEATBELTS, IT WAS DISCOVERED THAT REINFORCEMENT PLATE HAD BEEN INSTALLED ON FWD SIDE OF AFT SEAT BLKHD UNDER SEATBELT ATTACH BRACKET. (-6) PLATE SHOULD HAVE BEEN INSTALLED ON AFT SIDE OF BLKHD IAW AGAG DWG 5102299. MS203641032 (THIN SHEER NUT) WAS USED TO SECURE AN3-5A RETAINING BOLTS. NUTS SHOULD HAVE BEEN INSTALLED IAW DWG. RESULTS IN REDUCED SEATBELT ATTACHMENT STRENGTH COMPARED WITH DESIGN CONFIGURATION. AC APPEARED TO HAVE ORIGINAL SEATBELTS INSTALLED, THIS IMPROPER INSTALLATION WAS ACCOMPLISHED DURING ASSY. REAR SEAT SEATBELT OB ATTACH BRACKETS INSP FOR PROPER INSTALLATION OF PLATE AND PROPER ATTACH HARDWARE PRIOR TO CARRYING REAR SEAT PASSENGERS. (EA07200502731)(K)

2005FA0000094

AMTR

CONT

 

CARBURETOR

OBSTRUCTED

11/27/2004

PIETENPOLAIR

A658

 

NA53A1

ENGINE

PILOT REPORTED POWER LOSS IN CRUISE FLIGHT AND COULD NOT MAINTAIN ALTITUDE. PRECAUTIONARY LANDING WAS MADE ON HIGHWAY, MINOR DAMAGE TO AIRCRAFT; NO INJURIES TO PILOT. INVESTIGATION REVEALED A WAS OF STEEL WOOL IN THE VENTURI OF THE CARBURETOR. STEEL WOOL HAD BEEN PLACED IN THE HEAT MUFFS TO INCREASE HEAT TRANSFER. THE STEEL WOOL EXITED THE SMALL HOLE IN THE MUFF, WENT THROUGH THE SCAT HOSE AND INTO THE CARBURETOR CAUSING THE POWER LOSS. (SO05200505084) (K)

2005FA0000087

AVIAT

LYC  

 

WIRE

LOOSE

4/30/2004

A1B  

O360A1D

 

VM1000DPU

ELECTRICAL SYS

DURING TROUBLESHOOTING OF WIRES IN VM1000 SYSTEM, WIRE J4-13, VOLTAGE SENSE, CAME LOOSE AND SHORTED TO GROUND. THIS WIRE IS CONNECTED DIRECTLY TO BUS WITH NO CIRCUIT PROTECTION. LATER MODEL AIRCRAFT DO INCORPORATE CIRCUIT PROTECTION IAW MFG. RECOMMEND EARLIER AIRCRAFT BE RETRO-FITTED WITH NEW DESIGN. WIRE IS HELD IN WITH SCREW CLAMP TYPE TERMINAL. IF THIS HAD COME LOOSE IN FLIGHT AND IN-FLIGHT FIRE COULD HAVE OCCURRED. (K)

CA040527011

BAC  

LYC  

 

ROD END

FAILED

5/26/2004

146200A

ALF502R5

 

RMRE04UCBBFF

PAX DOOR

ON ARRIVAL, CREW UNABLE TO OPEN MAIN FWD LEFT HAND CABIN DOOR. PASSENGERS DEPLANED USING REAR PASSENGER DOOR. DOOR MEL'D AND AIRCRAFT OPERATED TO MAINTENANCE BASE. MAINTENANCE INSPECTION FOUND DOOR OPERATING MECHANISM DISCONNECTED FROM OPERATING HANDLE DUE TO FAILED CONNECTING ROD ROD END. ROD END P/N RMRE04UCBBFF REPLACED AND DOOR FUNCTION TESTED. AIRCRAFT RETURNED TO SERVICE. (PART IS CLASSIFIED AS AN EXPENDABLE IN THE MAINTENANCE TRACKING SYSTEM AND DEFINITIVE PART TIME NOT AVAILABLE, TIMES PROVIDED ARE AIRCRAFT TIMES, PART BELIEVED TO BE ORIGINAL EQUIPMENT).

CA040811006

BAC  

LYC  

 

ARM  

CRACKED

7/24/2004

146200A

ALF502R5

 

HC524H0344002

SERVICE DOOR

(CAN) CABIN CREW REPORTED RT FORWARD SERVICE DOOR DIFFICULT TO CLOSE. MAINTENANCE INSPECTION FOUND DOOR 1R UPPER HINGE ARM ASSEMBLY CRACKED. UPPER HINGE ARM ASSEMBLY REPLACED. AIRCRAFT RETURNED TO SERVICE.

CA040525001

BBAVIA

LYC  

 

CONTROL CABLE

FRAYED

5/21/2004

8GCBC

O360C2A

 

19023

TE FLAPS

STAINLESS STEEL CABLES, LT AND RT, FRAYED AT WING ROOT PULLEY. FLAP DOWN POSITION.

CA040525002

BBAVIA

LYC  

 

CONTROL CABLE

FRAYED

5/21/2004

8GCBC

O360C2E

 

19023

TE FLAPS

STAINLESS STEEL CABLES, LT AND RT, FLAP CONTROL AT WING ROOT PULLEYS FRAYED.

CA041013004

BBAVIA

LYC  

 

LEAF SPRING

BROKEN

10/13/2004

8GCBC

O360C2E

 

315434

TAIL WHEEL

(CAN) MAIN LEAF SPRING BROKEN AT TOW BRIDLE CAGING BOLT. APPROX 4 INCHES AFT OF SPRING ASSY U BAR. THESE ARE RECENTLY PURCHASED NEW BATCH TYPE SPRINGS.

CA040911002

BEECH

PWA  

 

ACTUATOR

BENT

9/10/2004

100BEECH

PT6A28

 

A31691

TE FLAPS

(CAN) FLAPS STOPPED AT APPROACH POSITION AND COULD NOT BE LOWERED ANY FURTHER. SINCE AIRCRAFT WAS LANDING NO OTHER ACTION WAS TAKEN WHILE IN FLIGHT. ON GROUND IT WAS DETERMINED THAT FLAPS WOULD NOT LOWER OR RETRACT. FURTHER INVESTIGATION DETERMINED THE FLAP ACTUATOR HAD INTERFERED WITH THE RT IB FLAP WHILE IT WAS BEING LOWERED. SINCE THE LIMIT SWITCHES ARE LOCATED ON THE IB RT FLAP THE FLAP MOTOR AND DYNAMIC FLAP RELAY OVERHEATED BEFORE THE CIRCUIT BREAKER TRIPPED. THE FLAP ACTUATOR WAS RETURNED TO ITS PROPER POSITION AND THE FLAP MOTOR AND FLAP RELAY WERE REPLACED WITH SERVICEABLE UNITS.

CA040528009

BEECH

PWA  

 

FITTING

CRACKED

5/25/2004

100BEECH

PT6A28

 

10404900

HYD SYSTEM

AIRCRAFT HAD NO BRAKES AFTER LANDING ON A GRAVEL AIR STRIP. HYDRAULIC FLUID WAS SEEN LEAKING OUT OF THE BRAKE ASSY. ENGINEER WAS FLOWN OUT AND FOUND THE HYDRAULIC FITTING HAD BEEN HIT WITH A ROCK AND WAS BENT AND CRACKED. FITTING WAS REPLACED AND BRAKE SERVICED.

2005FA0000005

BEECH

PWA  

 

CABLE

BROKEN

11/16/2004

1900C

PT6A27

 

 

PAX DOOR

ON CLIMBOUT THE AIRSTAIR DOOR OPENED. AC RETURNED, WHEN AIRSTAIR DOOR OPENED IN FLIGHT, DOOR DAMPER BROKE AND SUPPORT CHAINS BROKE. CHAIN HIT PROPELLER AND CAUSED NOTICEABLE DAMAGE. DOOR ANNUNCIATOR LIGHT WAS NOT ILLUMINATED SO NO INDICATION OF ANY PROBLEM WAS EVIDENT. CAUSE FOR DOOR FAILURE WAS DOOR CABLE WHICH TURNS LOCKING CAMS BROKE WHEN DOOR WAS CLOSED. PILOT NEGLECTED TO CHECK CAM MARKS FOR ALIGNMENT WITH GUN SIGHTS LOCATED ON DOOR FRAME. GROUND PERSONNEL DID NOT REALIZE THE DOOR INSIDE CAM CABLE BROKE, AS A RESULT, HANDLE IS STOWED, DOOR PIN POPS OUT INDICATING DOOR IS CLOSED. BOTH SWITCHES ON THE DOOR FOR THE ANNUNCIATOR MAKE A CLOSED CIRCUIT CAUSING THE LIGHT TO GO OUT.

CA040707002

BEECH

PWA  

 

FILTER

SEPARATED

7/1/2004

1900C

PT6A65B

 

KIT11480221S

HYD SYSTEM

DURING SCHEDULED INSPECTION OF THE INLINE HYD FILTERS (INSTALLED USING RAYTHEON KIT NR 114-8022-1S) IT WAS DISCOVERED THAT TWO OF THE FILTERS HAD SEPARATED FROM THERE CONICAL END AND HAD MIGRATED DOWN THE HYD RETURN LINE ABOUT 2 INCHES FROM THERE NORMAL POSITION. IT IS SUSPECTED THAT THIS DEFECT COULD POTENTIALLY BLOCK THE RETURN LINE FOR THE GEAR ACTUATORS AND CAUSE THE GEAR TO FAIL IN THE UP POSITION IN WHICH CASE THE MANUAL EXTENSION WOULD ALSO FAIL. THE INLINE HYD FILTERS WERE REMOVED FROM THIS A/C PENDING FINDINGS OF THIS SDR. OPERATOR NOTE: REFERENCE BEECHCRAFT OPTIONAL SERVICE BULLETIN 2403 FOR INSTALLATION OF THIS KIT. ACTUAL FILTER PART NUMBER IS NOT KNOWN AT THIS TIME.

2005FA0000190

BEECH

PWA  

HARTZL

FORK

CRACKED

2/23/2005

1900D

PT6*

 

D4951

PROPELLER

NDT SHOWS CRACKED IN 2 PLACES ON FORK. (K) (REF: 12235)

2005F00045

BEECH

PWA  

 

ENGINE

MALFUNCTIONED

2/11/2005

1900D

PT6A67D

 

 

RIGHT

FLT - FLL/EYW - DURING FLIGHT, DETECTED SMOKE IN THE COCKPIT AND CABIN. RIGHT ENGINE LOW PRESSURE ANNUNCIATOR ILLUMINATED. REMOVED AND REPLACED RIGHT ENGINE. OPERATIONAL CHECK NORMAL. (M)

CA040707006

BEECH

PWA  

 

MOTOR

UNSERVICEABLE

7/1/2004

1900D

PT6A67D

 

571302

MLG 

GEAR UNSAFE LIGHT CAME ON IN FLIGHT WITH AUTO FEATHER OFF ANNUNCIATOR ALSO. GEAR HAD TO BE MANUALLY EXTENDED. REPLACED LANDING GEAR POWER PACK MOTOR WITH O/H UNIT. FUNCTIONAL TEST OF SYSTEM CARRIED OUT.

CA040618002

BEECH

PWA  

 

RECORDER

BURNED

6/17/2004

1900D

PT6A67D

 

S703100000

CABIN

CREW ESTABLISHED CRUSIE AT 16000 FEET, AC BUSS DETECTED ERRORS CAUSING SEVERAL AC RELATED COMPONENTS TO BECOME ERRONEOUS. CREW NOTED SMELL AND BLUE HAZE. EVENTUALLY THE FDR 115AC C/B OPENED. RETURNED TO DEPARTURE AIRPORT FOR INVESTIGATION. MAINTENANCE FOUND THE POWER SUPPLY BOARD WITHIN THE FDR HAD BLOWN A TRANSORB CAUSING THE ELECTRICAL SMELL AND SMOKE. ONCE THE 115AC HAD OPENED, THE VOLTAGE VARIATIONS BEING CREATED STOPPED AND ALL SYSTEMS RETURNED TO NORMAL, SAVE THE FDR WHICH WAS LEFT UNPOWERED.

CA040705002

BEECH

PWA  

 

BOOT

TORN

6/30/2004

1900D

PT6A67D

 

11418002823

LEFT 

(CAN) CREW NOTICED A TEAR IN THE LT IB DEICE BOOT DURING WALKAROUND. THE AIRCRAFT WAS FERRIED AND THE BOOT WAS REPLACED. REASON FOR TEAR UNKNOWN.

CA040521007

BEECH

PWA  

 

WINDSHIELD

FAILED

2/3/2004

200BEECH

PT6A41

 

1013840252

COCKPIT

PILOTS WINDSHIELD INNER PANE SHATTERED WHILE IN FLIGHT

CA040902009

BEECH

PWA  

 

WINDSHIELD

CRACKED

8/2/2004

200BEECH

PT6A41

 

1013840252

COCKPIT

(CAN) ON DECENT, THE CREW HEARD A BANG AND THE PILOTS SIDE WINDSHIELD WAS CRACKED. THE CREW CONTINUED THE DECENT AND LANDED NORMALLY.

CA040902010

BEECH

PWA  

RAYTHN

BEARING

FAILED

8/30/2004

200BEECH

PT6A41

 

B66 

CHAIN SPROCKET

WHEN MLG EXTENDED ON ARRIVAL, GEAR CAME OUT OF WW & STOPPED. CREW EXTENDED MLG WITH THE EMERGENCY EXTENTION SYSTEM. CREW FOUND IT VERY HARD TO MOVE HANDLE FOR 1ST FEW STROKES. WERE ABLE TO KEEP GOING UNTIL 3 GREEN LIGHTS. LANDED A/C NORMALLY. A/C PUT ON JACKS & 60 AMP C/B UNDER FLOOR FOUND BLOWN. C/B RESET & GEAR SELECTED UP. GEAR WENT UP NORMALLY. GEAR SELECTED DOWN & GEAR MOVED SAME AMOUNT & STOPPED. MLG MOTOR STILL TRYING TO MOVE GEAR, BUT FRICTION CLUTCH IN GEARBOX SLIPPING. NLG CHAIN REMOVED IN ABLE TO SPLIT UP SYS FOR TROUBLESHOOTING. MLG FUNCTIONED NORMALLY. NLG SYSTEM TALKEN APART & A BEARING IN 1 OF CHAIN SPROCKETS FOUND FAILED. A NEW SPROCKET & BEARING INSTALLED & MLG FUNCTIONED NORMALLY.

CA040902011

BEECH

PWA  

 

WINDSHIELD

CRACKED

9/1/2004

200BEECH

PT6A41

 

1013840252

COCKPIT

(CAN) ON DECENT, THE CREW NOTICED A CRACK IN THE PILOTS WINDSHIELD. THE CREW CONTINUEDAND LANDED NORMALLY.

CA041022001

BEECH

PWA  

 

RETAINING RING

MISSING

10/19/2004

200BEECH

PT6A41

 

MS166551031

MLG 

(CAN) AIRCRAFT WAS ON APPROACH AND SELECTED LANDING GEAR DOWN. LANDING GEAR FAILED TO EXTEND. THE FLIGHT CREW THEN SELECTED THE EMERGENCY LANDING GEAR EXTENSION SYSTEM. THE LANDING GEAR LOCKED DOWN AND THE AIRCRAFT LANDED SAFELY. UPON INSPECTION OF THE LANDING GEAR SYSTEM MAINTENANCE FOUND THE RETAINING RING INSTALLED IN THE SHAFT COUPLER MISSING. THIS CAUSED THE COUPLER TO SLIDE TO THE MOTOR SIDE OF THE SPLINED SHAFT, WHICH CAUSED THE MOTOR TO DISENGAGE FROM THE PUMP.

2005FA0000097

BEECH

 

 

WINDSHIELD

CRACKED

11/15/2004

300BEECH

 

 

10138402521

COCKPIT

LT POSITION, INNER PLY OF WINDSHIELD SHATTERED AT 29 K, -38 DEGREE C, 8-10 SECONDS AFTER THE RT WINDSHIELD. INNER PLY HAD SHATTERED. RECOMMEND SUBSEQUENT SCHEDULED WINDSHIELD RETORQUES BE CAREFULLY PREFORMED TO ENSURE ORIGINAL CONTOUR OF WINDSHIELD INSTALLATION PER KIT 101-5043-3 IS NOT ALTERED RESULTING IN POSSIBLE STRESS LOCATIONS IN WINDSHIELD FRAME.

2005FA0000107

BEECH

PWA  

 

IDLER LINK

FAILED

11/11/2004

400A

JT15D5

 

2550012513

THRUST REVERSER

THE UPPER IDLER LINK PN 202-0008-1, FAILED AT THE DOOR END PREVENTING THE THRUST REVERSER TO STOW PROPERLY AND DAMAGED THE SUPPORT ASSY. PILOT`S WERE UNAWARE OF THE PROBLEM UNTIL THE T/R DOORS WERE NOTICED TO NOT BE FULLY STOWED ON WALK AROUND. (K)

2005FA0000089

BEECH

LYC  

 

ARMATURE

FAILED

12/2/2004

95  

O360A4A

 

 

GENERATOR

THE GENERATOR WAS JUST O/H, WITHOUT DISASSEMBLING THE GENERATOR, LOOKING IN TO PULLEY SIDE, YOU COULD SEE THAT THE ARMATURE HAD PARTIALLY UNWOUND. TO THE POINT WHERE ONE ARMATURE WIRE WAS RUBBING LARGE AMOUNTS OF FIELD COVERING OFF. THIS CAUSED THE ARMATURE WIRE TO BREAK. THIS FIELD COVERING FOD CIRCULATED THROUGH THE COMMUTATOR/BRUSHES TO DISINTEGRATE. THINK THEY AREN’T WINDING THE ARMATURES TIGHT ENOUGH. (NM01199419959) (K)

CA041029001

BEECH

PWA  

 

ELT  

INOPERATIVE

10/28/2004

99  

PT6A28

 

ELT200

CABIN

(CAN) APPROXIMATELY 3 HOURS AFTER LANDING, ATC INFORMED THE COMPANY THAT THEY HAD A STRONG ELT SIGNAL. AFTER CHECKING ALL AIRCRAFT IT WAS NOTICED THAT THE ELT ON THIS AIRCRAFT WAS ACITVATED. THE SWITCH WAS IN THE ARM POSITION AND THE INDICATOR LIGHT WAS ON. SEVERAL ATTEMPTS WERE MADE TO RESET THE ELT. THE ELT WAS REMOVED. AS SOON AS IT WAS MOVED IT QUIT TRANSMITTING AND WOULD NOT START AGAIN. REMOVED THE COVER AND FOUND A SUBSTANTIAL AMOUNT OF WATER INSIDE, BOTH AROUND THE BATTERY AND THE SEALED SWITCHES AND BOARDS. THE ELT HAS BEEN SENT FOR REPAIR.THE ELT WAS DUE FOR RECERTIFICATION DECEMBER 19/04, THE BATTERY WAS DUE FEB/06.

2005FA0000004

BEECH

PWA  

 

INVERTER

MALFUNCTIONED

11/19/2004

99A  

PT6A27

 

 

RT ENGINE

ON CLIMB OUT, RT ENGINE TORQUE DROPPED TO 500. AC RETURNED, WHERE THE TORQUE SYSTEM WAS JET CAL, GAUGES SWAPPED SIDE TO SIDE AND ALL SYSTEMS WORKED AS REQUIRED. MAINTENANCE SUSPECTS AN ELECTRICAL SPIKE FROM THE NR 1 INVERTER. THE GAUGES STUCK ON 500 BUT DROPPED TO ZERO WHEN INVERTER NR 2 SELECTED. INVERTER NR 1 AND NR 2 INSPECTED, CONNECTOR PLUG, INSPECTED THE WIRES, NOTHING WAS FOUND AND MAINTENANCE CANNOT DUPLICATE THE PROBLEM. SWITCH OF INVERTERS PRODUCED NO PROBLEMS WITH TORQUE SYSTEM. (K)

CA040803008

BEECH

PWA  

BARRYCTRLS

CASTING

SEPARATED

7/30/2004

A100

PT6A28

 

44911601

ENGINE MOUNT

(CAN) ENGINE WAS FOUND SAGGING. UPON INVESTIGATION THE UPPER ENGINE MOUNT WAS FOUND BROKEN OFF. ALL 3 MOUNTS REPLACED AND CHECKED OK NOTE THESE MOUNTS WERE INVOLVED IN A SUDDEN STOPPAGE, 243 HOURS PRIOR.

CA040929008

BEECH

PWA  

 

COVER

OUT OF ADJUST

9/13/2004

A100

PT6A28

 

 

NR 3 BEARNG

(CAN) PILOTS NOTED THE ENGINE OIL GETTING DARKER AND THE ENGINE ITT GETTING HIGHER. MAINTENANCE INSPECTED THE ENGINE AND FOUND THAT THE NR3 BRG COVER HAD TURNED AND CAUSED THE EXHAUST DUCT TO CRACK AND SEPARATE INTERNALLY. THE PT BLADES HAD RUB MARK AND ALSO THE PT DISK WAS SCRAPPED. PARTS WERE REPLACED AND RETURNED TOO SERVICE. THE EXHAUST DUCT DID NOT HAVE SB1430 ACCOMPLISHED WHICH STOPS THIS FROM HAPPENING.

CA040705001

BEECH

PWA  

 

NUT  

DAMAGED

6/10/2004

A100

PT6A28

 

 

MLG ACTUATOR

DURING RECTIFICATION OF A SNAG GEAR HANDLE LIGHT STAYING ON WHEN GEAR RETRACTED, A/C JACKED UP AND L/G SWINGS WERE COMPLETED. NOTED THAT LT L/G DOORS WAS HANGING OPEN WITH GEAR RETRACTED. ACT REMOVED DUE TO SUSPICION IT HAD SLIPPED INTERNALLY, CAUSING IT TO BE OUT OF SYNC WITH NOSE AND RT MAIN GEAR ACTUATORS. INSPECTION OF ACT AFTER REMOVAL SHOWED ACT TO HAVE AN EXCESSIVE AMT OF INTERNAL RESISTANCE. SENT TO OVERHAUL FACILITY FOR EVALUATION. OVERHAUL FACILITY HAS DISASSEMBLED ACT AND FOUND EXCESSIVE WEAR AND STRIPED THREADS ON NUT AND SCORING ON SCREW THREADS. THIS UNIT IS BEING SENT TO RAYTHEON FOR FURTHER ANALYSIS.

CA040730008

BEECH

PWA  

 

HSI  

OVERHEATED

6/21/2004

A100

PT6A28

 

066302710

DME DISPLAY

(CAN) ON CLIMB, BURN ODOR, SMOKE WHERE DETECTED IN COCKPIT. PILOT ADVISED ATC, DIVERTED TO ALTERNATE AIRPORT WHICH HAD VFR CONDITIONS AT TIME. WHILE FLYING INTO HEAVY RAIN, TURBULENT AIR, RT ENG FIRE WARNING LIGHT ILLUMINATED. RT ENG WAS IMMEDIATELY SHUTDOWN. AC LANDED WITHOUT INCIDENT. INSP OF RT ENG DID NOT SHOW ANY SIGNS OF FIRE, SMOKE, OR BLEED AIR LEAK. FIRE DET SYS WAS TESTED USING AC FIRE DETECTOR TEST SWITCH. FIRST TIME, RT NR2 FIRE DET INDICATED U/S. MALF COULD NOT BE DUPLICATED. BURN ODOR AND SMOKE WAS FOUND TO BE COMING FROM DISTANCE MEASURING EQUIPMENT (DME) DISPLAY SECTION OF HORIZ SITUATION INDICATOR (HSI) CIRCUIT BOARDS. DME CB WAS PULLED, GROUND RUN CARRIED OUT, AC FERRIED FOR REPAIR.

2005FA0000117

BEECH

CONT

 

CYLINDER HEAD

SEPARATED

1/11/2005

A36  

IO550B

 

AEC631397ST2

ENGINE

ECI CYLINDER HEAD AND BARRLE SEPERATION. (K)

2005FA0000402

BEECH

GARRTT

 

WINDSHIELD

BROKEN

2/9/2005

B100

TPE331*

 

5042006930

COCKPIT

INSIDE LAYER OF CO-PILOT WINDSHIELD CRACKED WHILE IN-FLIGHT AT 25,000 FT. AIRCRAFT RETURNED. NO PROBABLE CAUSE OR RECOMMENDATION CAN BE MADE TO PREVENT REOCCURRENCE. WINDSHIELD CRACKED FOR NO APPARENT REASON. (K)

CA040707003

BEECH

GARRTT

 

MANIFOLD

CRACKED

7/6/2004

B100

TPE331*

 

31024741

FUEL DISTRIBUTIO

SLIGHT FUEL ODOR IN CABIN WHEN AIRCRAFT SLOWED FOR LANDING. THE CREW NOTICED FUEL DRIPPING FROM THE RT ENGINE AFTER SHUTDOWN. MAINTENANCE FOUND A CRACKED FUEL MANIFOLD INLET ELBOW. THE MANIFOLD WAS REPLACED.

FCPR200500002

BEECH

 

 

OXYGEN BOTTLE

RUPTURED

12/20/2004

B200

 

 

80129310

 

DURING 3 YEAR HYDRO TEST O2 BOTTLE (20 YEARS INSERVICE 3HT 1850) RUPTURED AT OR BELOW 2100 PSI. SIGNIFICANT DAMAGE TO THE BOTTLE AND PRESSURE TEST TANK OCCURED. NO INJURIES TO TEST PERSONNEL.

2005FA0000404

BEECH

 

 

EXHAUST STACK

CRACKED

3/7/2005

B200

 

 

1019500223

ENGINE

CRACK IN BARE METAL DUE TO ENGINE VIBRATION. (K)

2004FA0000889

BEECH

PWA  

 

TURBINE

SHIFTED

9/9/2004

B200

PT6A41

 

3053094

ENGINE

NEW STYLE, PN SEGMENT INSTALLED AT HSI 258 HRS PRIOR. THIS NEW STYLE SEGMENT SHIFTS AFT RESULTING IN HOT SECTION FAILURE. VERY COMMON WITH THIS PN SEGMENT 3053094/ MFG NEEDS TO CHANGE DESIGN.

CA040621006

BEECH

PWA  

 

RECEPTACLE

CORRODED

6/17/2004

B200

PT6A42

 

2064862

DOOR LIGHT

COURTESY AND ENTRANCE DOOR LIGHTS REPORTED U/S. TROUBLESHOOTING LED TO CONNECTOR P406 LOCATED IN THE AIRCRAFT SIDEWALL FORWARD OF THE ENTRANCE DOOR. FOUND CONNECTOR PINS CORRODED, PRIMARILY PIN 7 THATSUPPLIES 28VDC TO THE CIRCUIT. WIRING REPAIRED AND AIRCRAFT RELEASED.

CA040902008

BEECH

PWA  

 

ANTENNA

VIBRATION

10/20/2003

B200

PT6A42

 

CI2480100

GPS DATA

A/C ORIGINALLY EQUIPPED WITH ANTENNA MOD CI4510-700 IAW LSTC NR C-LSA02-377/D. ANTENNA LATER RECALLED BY MANUFACTURER. REPLACEMENT ANTENNA MOD CI2480-100. DURING FLT, REPLACEMENT ANTENNA VIBRATED LOUD ENOUGH TO BE HEARD IN COCKPIT. ANTENNA REMOVED. INSTALLED SAME ANTENNA IN SAME LOCATION. ON 2 OTHER BEECH 200'S WITH NO VIBRATION NOTICED. OPERATORS HAVE BEEN KEPT ADVISED OF SITUATION WITH OTHER A/C. SPECS SHEET FOR CI2480-100 ANTENNA STATED 350KTS TAS MAX & A CEILING OF 55,000'. SPECS SHEET FOR CI2480-100 ANTENNA TODAY STATES 210KTS IAS MAX AT 10,000' & CEILING OF 20,000 FT. ANTENNA MANUFACTURER WILL BE CONTACTED FOR CLARIFICATION.

CA041025002

BEECH

PWA  

 

DIODE

BURNED

10/14/2004

B200

PT6A42

 

70HF10

DUAL FEED BUSS

(CAN) EXPERIENCED NR1 DUAL FED BUS FAILURE IN FLT. NR 1 DUAL FEED BUSS EQUIP BECAME DE-ENERGIZED. AC LANDED WITHOUT INCIDENT. MAINT DISCOVERED BOTH DIODES BURNED OPEN ON NR1 DUAL FEED BUSS SYS. REPLACED DIODES WITH NEW, PERFORMED DUAL BUSS CONFORMITY CHECK IAW MM TO CHECK BUSSES NR 1 THRU NR 4. AC CERTIFIED AND RELEASED FOR FLT. SUSPECTED 1 OF 2 DIODES ORIGINALLY FAILED, CAUSING SECOND DIODE TO TAKE REMAINING LOAD, CAUSING ITS LIFE TO BE SHORTENED. IT ALSO APPEARED THAT THESE DIODES HAD BEEN CHANGED IN PAST. SUSPECTED THAT DIODES MAY HAVE BEEN INCORRECTLY INSTALLED, DID NOT APPEAR TO BE VERY SECURE IN DIODE ASSY (50-354308-21). VERY POOR INFO ON CORRECT INSTALLATION OF DIODES.

2005FA0000257

BEECH

PWA  

 

WINDSHIELD

BROKEN

2/17/2005

B200

PT6A60A

 

10138402519

COCKPIT

PILOT REPORTS THAT AT CRUISE ALTITUDE 24,000 FT, EVERYTHING NORMAL THE PILOTS WINDSHIELD OUTER GLASS SHATTERED. TO PREVENT RECURRENCE, REPLACED WITH KIT-STRESS FREE WINDOW INSTALLATION IAW INSTRUCTIONS PROVIDED. (K)

2004FA0000941

BEECH

PWA  

 

STRINGER

CRACKED

12/21/2004

B200

PT6A60A

 

1014400339

FUSELAGE

STRINGER NR 9 ON THE RT SIDE WAS FOUND CRACKED DURING NON-RELATED MAINTENANCE.

2005FA0000012

BEECH

PWA  

 

GOVERNOR

MALFUNCTIONED

12/6/2004

B300

PT6A60A

 

1013890293

OVERSPEED

DURING NORMAL GROUND RUN-UP. THE AIRCRAFT PROPELLER AUTO-FEATHER SYSTEM WAS OPERATIONALLY CHECKED. BOTH LT AND TR PROPELLER SWITCHES WERE SELECTED AND BOTH PROPELLERS FEATHERED CORRECTLY. WHEN THE SWITCHES WERE RELEASED THE LT PROPELLER DID NOT COME OUT OF THE FEATHERED POSITION BUT THE RT PROPELLER WORKED CORRECTLY. A SERVICEABLE OVERSPEED GOVERNOR WAS INSTALLED IN THE LT POSITION. OPERATIONAL CHECK WAS GOOD AND THE AIRCRAFT WAS RETURNED TO SERVICE. UNKNOWN WHAT CAUSED THE COMPONENT TO FAIL POSSIBLE INTERNAL SWITCH OR SERVO FAILURE, COMPONENT SENT FOR OVERHAUL/ REPAIR.

CA050120011

BEECH

PWA  

 

WIRE HARNESS

BURNED

1/18/2005

B300B350C

PT6A60A

 

1303640448

LIGHTS

ACFT POWERED UP FOR DAILY INSPECT IN HANGER. CABIN INDIRECT LIGHTING TURNED ON, SOON AFTER, SMOKE NOTED COMING FROM AFT HEADLINER ASSY, OUT OF CABIN DOOR. HEADLINER REMOVED & CONNECTER W2J4 WAS BURNED, & WIRING DAMAGED. IT SHOULD BE NOTED THAT WIRING IN CLOSE PROXIMITY TO OXYGEN LINES. SYS DISABLED UNTIL FURTHER INVESTIGATION COMPLETED. FOLLOWING DAY AFT PORTION OF LIGHTING DISCONNECTED & DEFERRED FOR PARTS AVAILABILITY, FRONT PORTION REMAINS OPERATIONAL. CONSULTED WITH RAYTHEON WHO ADVISED THAT SYS HAD 3000 VOLTS, & THAT CONNECTOR DAMAGE COMMON WHEN CONNECTERS ARE MISHANDLED DURING ASSY.

CA040705006

BEECH

PWA  

 

SHUTOFF VALVE

FAILED

6/30/2004

C90A

PT6A21

 

1013890253

FUEL 

(CAN) DURING PILOTS START CHECKS RT HAND FUEL SHUT-OFF VALVE FAILED IN OPEN POSITION. UNABLE TO TURN LOW PRESSURE LIGHT ON. REPLACED VALVE. AIRCRAFT RETURNED TO SERVICE.

2005FA0000196

BEECH

PWA  

 

CLEVIS PIN

BROKEN

2/10/2005

E90  

PT6A60A

 

MS203922C45

RT MAIN GEAR

PILOT REPORTED SOUND (LIKE A TIRE BLOWING OUT) UPON LANDING. THERE WAS SEVERE VIBRATION ON ROLLOUT. THERE WAS NO VIBRATION ON TAXI BACK TO HANGAR. UPON EXITING AIRCRAFT, PILOT NOTICED RT MAIN GEAR MISALIGNED. FURTHER INSP BY MAINTENANCE, FOUND RETAINING CLEVIS PIN FOR UPPER TORQUE LINK SHEARED, CAUSING PIN TO DRIFT OB, CAUSING THE UPPER TORQUE LINK TO BREAK AND SEPARATE FROM THE TRUNNION. RECOMMEND REPLACING CLEVIS PINS WITH NEW EVERY TIEM AD 2002-01-10 IS PERFORMED. (GL11200507567) (K)

2005FA0000013

BEECH

CONT

 

MOTOR

INTERMITTENT

12/9/2004

F33A

IO520BB

 

583800901

MLG 

DURING FLIGHT OF AIRCRAFT, PILOT REPORTED GEAR WOULD NOT RETRACT. MAINTENANCE TECHNICIAN FOUND LANDING GEAR MOTOR WAS INTERMITTENT AND SLOW TO RETRACT. NO RECOMMENDATIONS AT THIS TIME.

2005FA0000415

BEECH

CONT

 

RELAY

FAILED

3/11/2005

F33A

IO520BB

 

SM50D7

BRAKES

DURING GEAR RETRACTION, GEAR WAS VERY SLOW TO EXTEND. TROUBLESHOOTING SYSTEM FOUND DYNAMIC RELAY WAS LOOSING 12 VOLTS ACROSS DOWN RELAY SIDE. PROBABLE CAUSE AT THIS TIME IS UNKNOWN RETURNED TO MFG FOR ANALYSIS. NO RECOMMENDATION AT THIS TIME. (K)

2005FA0000195

BEECH

CONT

 

PUMP

INOPERATIVE

2/7/2005

F33A

IO520BB

 

64621238AZR

FUEL SYSTEM

ENGINE KEPT DYING AT IDLE. MAINTENANCE TECH TROUBLESHOT SYSTEM AND FOUND THAT THE ENGINE DRIVEN FUEL PUMP PRESSURE WILL NOT STABILIZE. VARIES BETWEEN 7.5 TO 10 PSI. REMOVED AND REPLACED ENGINE DRIVEN FUEL PUMP OPS CHECK NORMAL. PROBABLE CAUSE INTERNAL FAILURE IN FUEL PUMP. (K)

2005FA0000361

BEECH

PWA  

 

FRAME

FRACTURED

2/5/2005

F90  

PT6*

 

5042002857,58

FUSELAGE

DURING 6000 CYCLE AIRFRAME INSPECTION, FOUND LT AND RT CABIN FORMERS FRACTURED INTO 2 PIECES AT STA 177.00 AT WL 90-91 (APPROXIMATE) CAUSE OF FAILURE UNKNOWN (SUSPECT HARD LANDING). OBTAINED DER FOR REPAIR- CONSULTED MFG TECH SUPPORT ON FINDINGS. REMOVED AND REPLACED LT AND RT FORMERS. (K)

CA040616001

BELL

 

 

BLADE

DEBONDED

4/20/2004

206B

 

 

206016201131

TAIL ROTOR

(CAN) TAILROTOR BLADE OB DOUBLER, NEAR ROOT END OF BLABE, FOUND DEBONDED ON APPROX 6 INCHES.

CA040707001

BELL

 

 

SEAL

WORN

3/12/2004

206B

 

 

406340105101

T/R GEARBOX

TAIL ROTOR GEARBOX CHIP DETECTOR HAS ILLUMINATED IN FLIGHT. THE GEARBOX WAS SUBSEQUENTLY REMOVED FROM AIRCRAFT, REPLACED WITH SERVICEABLE UNIT AND AIRCRAFT WAS RETURNED TO SERVICE. UPON DISMANTLING OF THE GEARBOX IT WAS DISCOVERED THAT THE SEALING LIP WORE THROUGH ALLOWING THE TENSION SPRING TO CONTACT WEAR SLEEVE, RESULTING IN THE GENERATION OF METALLIC PASTE/SLUDGE.

CA040621008

BELL

ALLSN

 

POWERPACK

FAILED

6/18/2004

206B

250C20

 

206076022005

HYD SYSTEM

IT APPEARS THAT THE HYDROPACK HAD AN INTERNAL GEAR FAILURE. THE AIRCRAFT HAD NR INDICATIONS BUT NO HYDRAULIC PRESSURE. HYDROPACK WAS CHANGED AND AIRCRAFT RETURNED TO SERVICE.

CA040616002

BELL

ALLSN

 

TURBINE WHEEL

BURNED

6/15/2004

206B

250C20

 

 

ENGINE

(CAN) MAIN ROTOR WAS HARD TO TURN BACKWARDS INDICATING CARBON PROBLEMS. AIRCRAFT WAS GROUND RUN AS PER MANUFACTURES RECOMENDATIONS AND RELEASED FOR SERVICE AS TURBINE HAD FREED UP. COMPANY HAD REMOVED AIRCRAFT FROM SERVICE AND RETURNED IT TO BASE. ON REMOVAL OF TURBINE (TO SEND IT IN FOR CLEANING). IT APPEARED TO HAVE PARTS OF TURBINE BLADES IN BURNER CAN SECTION.

CA040601013

BELL

ALLSN

ACK  

BATTERY

LEAKING

6/1/2004

206B

250C20

 

MN1300

ELT 

DURING ANNUAL PERFORMANCE TEST, IT WAS NOTICED THAT DURACELL MN1300 BATTERIES DATED MAR 2010 WERE LEAKING WHAT APPEARED TO BE BATTERY ACID. BATTERY VOLTAGE WAS LOW. ELT BATTERY CASE WAS CLEANED AND A FULL SET OF NEW BATTERIES WERE INSTALLED. ELT WAS PERFORMANCE TESTED AS PER CAR 571 APPENDIX G AND FOUND TO BE OK.

CA040729003

BELL

ALLSN

 

STATOR

FAILED

5/28/2004

206B

250C20

 

 

 

AIRCRAFT HAD ENGINE DECEL IN FLIGHT AND AUTOROTATION. INITIAL FIELD INSPECTION FOUND DAMAGE AS FOLLOWS: - ENGINE COMPRESSOR FOD FOUND COULD BE SEEN ON 2ND, 3RD AND 4TH STAGES- KAFLEX DRIVE SHAFT CONTACTED ISOLATION MOUNT-TXMN DRAG PIN CONTACTED STRIKER PLATE, 2 OF 8 RIVETS FOUND SHEARED - LT CHIN BUBBLE CRACKED.

2005FA0000122

BELL

ALLSN

 

ENGINE

MAKING METAL

1/31/2005

206B

250C20

 

 

 

PILOT REPORTED HEARING A GRINDING NOISE FROM THE ENGINE WHICH WAS FOLLOWED BY AN ENGINE CHIP LIGHT INDICATION. A POWER ON PRECAUTIONARY LANDING WAS MADE. THE ENGINE WAS REMOVED AND REPLACD WITH A LOANER ENGINE. THE DISCREPANT ENGINE AS AN ASSEMBLY WAS SENT TO REPAIR STA. FOR FURTHER EVALUATION. (K)

CA040812005

BELL

ALLSN

 

STRAP

CRACKED

7/23/2004

206B

250C20

 

206031200118S

FUSELAGE

(CAN) FOUND STRAP CRACKED AT 100 HOUR INSPECTION. PART REPLACED.

CA050104010

BELL

ALLSN

 

BLEED VALVE

FAILED

12/14/2004

206B

250C20

 

23053176

ENGINE

(CAN) BLEED VALVE WAS INSTALLED AFTER OVERHAUL TO REPLACE A TIME EXPIRED UNIT. SUBSEQUENT POWER CHECK REVEALED HIGH TOT. BLEED VALVE WAS WAS RETURNED TO VENDOR TO CORRECT FAULT. PART WAS INSTALLED AND FAILED A SECOND TIME. PART WAS REPLACED WITH ANOTHER UNIT, POWER CHECK SATISFACTORY.

2005F00043

BELL

ALLSN

 

STARTER

INOPERATIVE

2/17/2005

206B

250C20B

 

23032027

ENGINE

SHUT DOWN THE HELICOPTER AT ICY, WHEN ATTEMPTING TO RESTART THE IGNITER WAS FIRING BUT THE COMPRESSOR WAS NOT TURNING. WENT BACK THROUGH THE CHECKLIST, ON THE SECOND ATTEMPT THE SAME THING HAPPENED, WITH MAINTENANCE PRESENT ON THE THIRD ATTEMPT THE COMPERSSOR WAS TURNING AND THE FUEL LIT OFF BUT PRIOR TO REACHING FLIGHT IDEL 30-40 PERCENT THE FLAME WENT OUT. MAINTENANCE REMOVED AND REPLACED THE STARTER GENERATOR, INSPECTED THE COMPRESSOR FOR FOD, INSPECTED FUEL NOZZLE, AIR LINES AND THE FUEL. GROUND RUN CHECK COMPLIED WITH AND STARTED THREE TIMES WITH THE PILOT RESTARTING THE LAST START. NO OTHER DEFECTS FOUND AND STARTING TIME IS 25-35 SECONDS. (M)

2005FA0000405

BELL

 

 

EXHAUST STACK

CRACKED

3/11/2005

206L

 

 

206064300005

ENGINE

EXHAUST STACK CRACKED IN BASE METAL DUE TO VIBRATION. (K)

CA041006004

BELL

ALLSN

 

LONGERON

CRACKED

10/4/2004

206L1

250C28B

 

206032308003

FUSELAGE

(CAN) IN THE TASK OF CHANGING THE LONGERON, IT WAS VISUALLY NOTED THAT THIS FRAME WAS CRACKED IN TWO PLACES. THE CRACKS WERE NEAR THE UPPER TWO ATTACHMENT POINTS OUT OF THE 4 ATTACHMENT POINTS.

CA040804002

BELL

ALLSN

 

BLADE

DEFORMED

7/28/2004

206L3

250C30P

 

206016201131

TAIL ROTOR

(CAN) TRAILING EDGE SKIN WHERE THE BALANCE WEIGHTS ARE ATTACHED, WAS FOUND DISPLACED APPROXIMATELY 0.080 INCH FROM THE CHORD-LINE. DISCREPANCY WAS DETECTED WHEN A BONDING FAILURE WAS NOTICED IB FROM THE WEIGHTS ON THE BLADE ROOT CLOSE-OUT. THERE WAS NO INDICATION THAT THIS AREA WAS SUBJECT TO IMPACT DAMAGE, WHICH LEADS TO THE POSSIBILITY THAT THE DAMAGE WAS CAUSED AT THE INSTALLATION OF THE BALANCE WEIGHTS.

2005FA0000377

BELL

ALLSN

 

FUEL CELL

DAMAGED

1/6/2005

206L4

250C30P

 

206064633105

AFT 

DURING A SCHEDUALED 12 MONTH FUEL SYSTEM INSPECTION IAW MM, THE DEFECT WAS NOTED ON A CUSTOMERS AIRCRAFT. THE BOTTOM INSIDE OF THE AFT FUEL CELL WAS BLISTERED WITH .2500 INCH BLISTER IN DIAMETER, SPACED FROM .5000 INCH TO .2500 INCH APART. THE BLISTERS CONTINUED UP THE SIDE OF THE CELL 6 INCHES WITH THE SPACING BECOMING LARGER BETWEEN BLISTERS. THE FORWARD 2 FUEL CELLS SHOWED NO DEFETS, ALL FILTERS WERE NORMAL, THE 2 INLINE SCREENS AND INJECTOR PUMP WERE CLEAN ALSO. THE AIRCRAFT MFG WAS NOTIFIED AND THE CELL WAS DETERMINED TO BE UNAIRWORTHY AND WILL BE RETURNED TO THE AIRCRAFT MFG. PROBABLE CAUSE IS UNKNOWN, RECOMMENDATIONS ARE TO RETURNE THE CELL TO MFG TO EVALUATE DEFECTS.(K)

CA040908005

BELL

PWA  

 

TURBINE

FAILED

8/19/2004

212  

PT6T3

 

 

ENGINE

DURING HIGH HOVER (LONG LINE) TO PICK UP LOAD, NR 1 POWER SECTION FAILED. INITIAL COMPRESSOR INLET INSPECTION (PLENUM AREA) REVEALED MOLTEN PARTICLES. FURTHER INVESTIGATION WILL COMMENCE ON POWER SECTIONREMOVAL/TEARDOWN INSPECTION. (ALTSN-6421.0).

CA040716004

BELL

PWA  

 

CONTROL UNIT

MALFUNCTIONED

6/28/2004

212  

PT6T3

 

51509002R

DC SYSTEM

GENERATOR WOULDN'T COME ONLINE, NR 1 AND NR 1 SWAPPED FOR TROUBLESHOOTING, CONTROL CONFIRMED TO BE AT FAULT. CONTROL UNIT REPLACED, GENERATOR BALANCING C/O AND A/C RETURNED TO SERVICE. THIS UNIT CONTAINED WATER WHEN REMOVED.

CA040728005

BELL

PWA  

 

ACCUMULATOR

LEAKING

5/6/2004

212  

PT6T3B

 

212076007003

HYD SYSTEM

0.5 L OF HYDRAULIC FLUID LOST FROM NR 2 SYSTEM IN 1 HOUR OF FLIGHT. LEAK ISOLATED TO NR 2 ACCUMULATOR. ACCUMULATOR REPLACED AND A/C RETURNED TO SERVICE.

CA040531005

BELL

LYC  

 

SUPPORT

WORN

12/3/2003

214B1

T5508D

 

214010404111

SWASHPLATE

DURING AN INSPECTION CHECK ON THE SWASH PLATE THE FRICTION WAS NOTED AS VERY TIGHT. UPON DISASSEMBLY, IT WAS FOUND THAT ONE OF THE FOUR BEARINGS RIDING ON THE SUPPORT HAD LOST IT'S 'COATING' ENTIRELY. THE RESULTING METAL/METAL CONTACT WORE INTO THE SUPPORT, CAUSING THE FRICTION TO STIFFEN. THE SUPPORT AND ALL FOUR BEARINGS WERE SUBSEQUENTLY SCRAPPED.

CA040601001

BELL

 

 

BELLCRANK

DAMAGED

5/28/2004

407  

 

 

407001732117

TAIL ROTOR

BELLCRANK FOUND WITH HOLES (.2495 - .2505 DIA.) OVERSIZE AND OVAL RANGING FROM .253 TO .275. (3 PLACES).

2005FA0000134

BELL

ALLSN

BELL

CONE

WORN

2/16/2005

407  

250C47B

 

407010104109

M/R MAST

REPLACED MAIN ROTOR MAST CONE PN 407-010-104-109 FOR HUB SHIFT/MAST NUT TORQUE STABILIZATION PROBLEM. ORDERED NEW CONE P/N 407-010-104-109 FROM MFG. NEW PART WAS RECEIVED WITH A WEAR GROOVE IN CENTER OF CONE FACE (APPEARED USED). REORDERED ANOTHER NEW CONE AND INSTALLED. INSTALLED MAST NUT AND STABILIZED TORQUE.

2005FA0000395

BELL

ALLSN

 

CHECK VALVE

MISINSTALLED

3/16/2005

407  

250C47B

 

P49389

FUEL SYSTEM

COMPONENT INSTALLED ON THE SIDE OF ENGINE. WHEN IT WAS INSPECTED FOUND NUT DISLODGED FROM STUD COVER OF CHECK VALVE.

2005FA0000316

BELL

ALLSN

 

SKID

FRACTURED

9/27/2004

407  

250C47B

 

206020110103

VERTICAL FIN

DURING PRE-FLIGHT INSPECTION, FOUND TAIL SKID LOOSE IN VERTICAL FIN. UPON CLOSER EXAMINATION, TAIL SKID PULLED OUT FROM FIN ASSEMBLY. THE TAIL SKID HAD CRACKED COMPLETELY AROUND AND THROUGH AT THE ATTACHMENT BOLT HOLE. BY APPEARANCE OF THE BROKEN ENDS OF THE TUBE, THIS CRACK PROPAGATION WAS SLOW. NO OTHER DAMAGE, OR DEFORMATION OF TAIL SKID NOTED DURING REPLACEMENT OF THE NEW TAIL SKID. HISTORY, AC WAS INVOLVED IN A HARD LANDING/ TAIL ROTOR SUDDEN STOPPAGE.(K)

2005FA0000224

BELL

ALLSN

 

BOLT

MISINSTALLED

2/15/2005

407  

250C47B

 

NAS66039D

DUAL CONTROL

FOUND THAT MAX POS OF THROT (POWER LEVER ANGLE) COULD NOT BE OBTAINED USING NML ADJ PROC. FOUND COPILOT THROTTLE LINKAGE WAS FOULING ON COLLECT ELBOW (PN 206-001-203-101). LINKAGE IS ATTACHED TO COL THROTTLE LEVER WITH (NAS6603-9D) BOLT INSTALLED W/HEAD FACING FWD. DUE TO INSTALL OF AIR COMM BLEED AIR HTR KIT (PN 407H-200M12 STC:SR00221DE) BOLT HAD BEEN TURNED AROUND W/HEAD FACING AFT. INSTR CALLS TO REPLACE FACTORY BOLT (NAS6603-9D) W/SHORTER BOLT (NAS6603-8D), NOT INSTALLED ON THIS AC. FOUND THAT BOLT (NAS6603-8D) ALSO FOULS IF WASHER/COTTER PIN ARE INSTALLED INCORRECTLY. ONLY FLIGHT FADEC FAILURE WOULD PILOT MOVE THROT PAST (FLIGHT) DETENT POS, USING MAX THROT RANGE. AC TO BE CHECKED FOR COMPLIANCE.

HEEA098914

BELL

 

 

TRANSISTOR

BURNED OUT

12/31/2004

412  

 

 

1300071

INSTRUMENT PANEL

IN CRUISE FLIGHT, NOTED ELECTRICAL BURNING SMELL. RETURNED TO BOOTHVILLE. MAINTENANCE FOUND TRANSISTOR 8Q2 FOR INSTRUMENT LIGHTS HAD SHORTED AND CAUSED RESISTOR 8R12 TO BURN OUT. REPLACED TRANSISTOR 8Q2, RESISTOR 8R12 AND RHEOSTAT 8R5.

2005FA0000413

BELL

PWA  

 

BLADE

VIBRATION

1/11/2005

412EP

PT6T3

 

212010750105

TAIL ROTOR

ON FIRST GROUND RUN, AFTER APPROX 24 HOURS OF HARD RAIN, THE HELICOPTER DEVELOPED A SEVERE VIBRATION. THE VIBRATION WAS TRACED TO A TAIL ROTOR BLADE. SUSPECT BLADE COLLECTED THE RAIN WATER. THE BLADE WAS SCRAPPED IAW THE MM. (K)

CA040601002

BELL

 

 

BELLCRANK

DAMAGED

5/27/2004

427  

 

 

407001732125

TAIL ROTOR

BELLCRANK FOUND WITH HOLES (.2495 - .2505 DIA.) OVERSIZE AND OVAL RANGING FROM .253 TO .275. (2 PLACES).

2005FA0000278

BELL

ALLSN

BELL

BEARING

WORN

2/9/2005

430  

250C40B

 

430310461101

SWASHPLATE

SWASHPLATE DUPLEX BEARING P/N 430-310-461-101 S/N ZV10085 FOUND WORN ON LOWER RACE.

2005FA0000270

BLANCA

CONT

 

CYLINDER HEAD

SEPARATED

9/28/2004

1730A

IO520K

 

649358CN

ENGINE

AIRCRAFT ANNUAL INSP- 2 WEEKS PRIOR- REPLACED EXHAUST AND INTAKE VALVES ON NR 2 CYLINDER DUE TO LOW COMPRESSION. FLEW 6 HOURS PRIOR TO INCIDENT. IN CRUISE FLIGHT, ENGINE SUDDENLY RAN VERY ROUGH WITH VIBRATION. VFR WITH FLIGHT FOLLOWING. DECLARED EMERGENCY AND LANDED AT NEAREST AIRPORT(3F3), 18 MILES AWAY. POST FLIGHT INSPECTION: NR 2 CYLINDER BROKE INTO 2 PIECES- SEPARATED AT TOP OF BARREL AND JUNCTURE OF HEAD. HEAD WAS HELD ON BY VALVE COVER AND PUSH RODS. THIS CYLINDER IS REPORTEDLY NOT SUBJECT TO EXISTING ADS OR MANDATORY SB THAT COVER OTHER ECI CYLINDERS WITH SIMILAR PROBLEMS. (SW05200502730)

2005FA0000076

BOEING

 

 

CYLINDER

CRACKED

1/10/2005

727*

 

 

S6026

VALVE

CRACKED THROUGH THREADS IN CYL 1 PORT. FATIGUE, STRONGER BODY. MECHANIC JW2, JOB NR 191413. (K)

2005FA0000077

BOEING

 

 

CYLINDER

CRACKED

1/10/2005

727*

 

 

S6026

VALVE

CRACKED THROUGH THREADS IN CYL 1 PORT. FATIGUE, STRONGER BODY. MECHANIC JW2, JOB NR 191407. (K)

2005FA0000078

BOEING

 

 

HOUSING

CRACKED

1/10/2005

727*

 

 

S6026

VALVE

CRACKED THROUGH THREADS IN CYL 1 PORT. FATIGUE, STRONGER BODY. MECHANIC JW2, JOB NR 191405. (K)

0041005

BOEING

 

 

WIRE

SHORTED

10/5/2004

727100

 

 

 

DRAIN HEATER

AFTER TAKEOFF AT 1000 FT, A BURNING ODOR NOTED, NO OBVIOUS PROBLEM WITH GEN LOADS, APPROX 3000 FT VISIBLE SMOKE EMINATING BEHIND FE TABLE. NO CB'S POPPED, NO VISIBLE SYS TROUBLE. TROUBLE CEASED & SMOKE CLEARED. ENGINEER DETERMINED ALL SYSTEMS OPERATIONAL. AS IT WAS A DAY TIME FLIGHT AND VMC EXISTED WE ELECTED TO CONTINUE FOR OUR SCHEDULED MX. UPON IVESTIGATION DRAIN MAST "AIR" CB DID NOT POP, WIRING FROM CB TO DRAIN MAST BURNED EXPOSING BARE WIRES. TROUBLE TRACED TO FWD DRAIN MAST, FOUND LOOSE INSIDE MAST FAIRING. MAST HEATER WIRE SHORTED TO MAST STRUCTURE. RUN OF WIRE REPLACED, CB'S REPLACED (AIR & GRD) EXERCISED ALL CB'S IN COCKPIT, REPLACED FORWARD DRAIN MAST, MLG ACCESSORY BOX REPLACED DUE TO DAMAGED WIRES.

CA041118003

BOEING

PWA  

 

WASHER

MISSING

8/9/2004

727221

JT8D17

 

MS271113AN3166R

FLAP TRACK

(CAN) RT IB AFT MID FLAP (TWO) OB TRACK CARRIAGE ROLLER BOLT TAB WASHERS AND NUTS MISSING. CORRECT HARDWARE INSTALLED, INDEPENDENT CHECK CARRIED OUT. CONTRACTED AMO ADVISED.

CA050111004

BOEING

PWA  

 

TRANSMITTER

STICKING

1/5/2005

727223

JT8D15A

 

106055410

HYD SYSTEM

(CAN) 'A' SYSTEM LOW LEVEL LIGHT ILLUMINATED, 'A' SYSTEM QUANTITY DOWN TO 2 GALLONS AFTER GEAR RETRACTION. CREW RETURNED TO DEPARTURE WITHOUT FURTHER INCIDENT. MAINTENANCE ARRIVED AND INSPECTED AIRCRAFT AND FOUND 3 GALLONS INDICATING. FOUND SMALL LEAK ON B-NUT ON TAIL SKID ACTUATOR. ALSO FOUND HYDRAULIC QUANTITY TRANSMITTER STICKING ON 'A' SYSTEM RESERVOIR, INDICATION FLUCTUATED +/- 1.5 GALLONS BY TAPPING ON TRANSMITTER. TRANSMITTER REPLACED ENGINE RUNS CARRIED OUT WITH NO FURTHER LEAKS FOUND AND INDICATION WORKING CORRECTLY.

2005FA0000116

BOEING

PWA  

 

SKIN

MISDRILLED

1/12/2005

727225

JT8D15

 

 

FUSELAGE

DRILL START NOTED AT L-BAND NR 1 ANTENNA FWD RT MOUNT HOLE. BS410, RBL 1. (IN SKIN) FOUND WHILE PERFORMING INSPECTION OF ANTENNA IAW WORKCARD NR 34X4505. (K)

CA041117002

BOEING

PWA  

 

CONNECTOR

SHORTED

11/5/2004

727225

JT8D15A

 

FRF6E2821P

NR 3 ENGINE

(CAN) AT TOP OF CLIMB, THE SECOND OFFICER NOTED AND INFORMED THE CAPTAIN THAT THE NR 3 ENGINE OIL TEMP WAS WELL ABOVE REDLINE. CREW CARRIED OUT HIGH ENGINE OIL TEMP SUPPORT CHECKLIST WHICH RESULTS IN SHUTTING DOWN THE ENGINE. CREW DUMPED APPROX. 13,000 LBS OF FUEL AND RETURNED TO DEPARTURE. AIRCRAFT LANDED WITHOUT FURTHER INCIDENT. TROUBLESHOOTING CARRIED OUT BY MAINTENANCE FOUND THE FIREWALL BULKHEAD CONNECTOR SHORTING OUT. AIRCRAFT IS AOG UNTIL REPAIRS AND VERIFICATION ENGINE RUNS CARRIED OUT.

CA041027002

BOEING

PWA  

BOEING

BRAKE

CONTAMINATED

10/20/2004

727225

JT8D15A

 

4472R170

STAB TRIM

(CAN) DURING DECENT, WHEN LEVELING AT 6000FT CREW EXPERIENCED DIFFICULTY IN CAPTURING ALTITUDE. PROBLEM WAS QUICKLY DETERMINED TO BE HORIZ STABILIZER TRIM. TRIM WHEEL WAS VERY STIFF TO MOVE BOTH MANUALLY AND ELECTRICALLY WHEN TRIMMING NOSE UP. AC LANDED WITHOUT FURTHER INCIDENT AFTER CARRYING OUT STABILIZER JAM CHECKLIST. MAINT FOUND LARGE QUANTITY OF WATER IN THE AUX BRAKE SHOE HSG. STABILIZER BRAKE, HIGH SPEED ACTUATOR AND LOW SPEED ACTUATOR REPLACED IAW AMM. STABILIZER TRIM TESTED WITHOUT FURTHER DIFFICULTY, AIRCRAFT RETURNED TO SERVICE. IN LITE OF THESE FINDINGS, WE ARE INITIATING A FLEET CAMPAIGN TO INSPECT THE ENTIRE FLEET FOR SIMILAR DEFECTS, AND CORRECT AS NECESSARY.

CA040720003

BOEING

PWA  

 

COMPRESSOR

ODOR

7/17/2004

727225

JT8D15A

 

 

CABIN AIR

DURING TAKEOFF, THE CREW REPORTED A RUSH OF HOT AIR IN THE COCKPIT AND A BURNING ODOR. THE CREW DECIDED TO RETURN TO BASE. AIRCRAFT LANDED WITHOUT INCIDENT. MX APPLIED MEL 36-06 WITH THE NR 1 BLEED CLOSED AND THE LT NR 2 ENGINE/APU BLEED OPENED AFTER TAKEOFF. THIS IS THE SAME SCENARIO AS THE PILOT'S QRH. THE AIRCRAFT WAS DISPATCHED AND NO FURTHER INCIDENT DURING SUBSEQUENT FLIGHT. FURTHER TROUBLESHOOTING FOUND THAT THE NR 1 AIR CYCLE MACHINE WAS UNSERVICEABLE, REPLACED AND THE MEL CLEARED.

CA040531001

BOEING

PWA  

 

ACTUATOR

DAMAGED

5/28/2004

727225

JT8D15A

 

 

LT SLATS

DURING A SCHEDULED ROUTINE MAINTENANCE CHECK IT WAS OBSERVED THAT THE LEFT HAND OUTBOARD SLAT ACTUATOR WAS DAMAGED. THE CORNER OF THE SLAT WAS GROUNDED OFF EXPOSING A SECONDARY STRUCTURAL EXTRUSION. THE AIRCRAFT WAS GROUNDED A SUSPECTED A WING TIP STRIKE ON LANDING. TSB WAS NOTIFIED AND WITH COMPANY QUALITY ASSURANCE AN INVESTIGATION IS IN PROGRESS.

CA041007001

BOEING

PWA  

GARRTT

WIRE

CHAFED

10/5/2004

727227

JT8D9A

 

 

APU 

(CAN) JUST PRIOR TO ENGINE START AT AN OUTBASE, THE A/C APU SHUT DOWN ON ITS OWN. GROUND EQUIPMENT WAS USED TO POWER AND START THE A/C, AND THE FLIGHT CONTINUED. AT THE TERMINATING BASE, MAINTENANCE PERSONNEL FOUND 2 WIRES AT THE APU THAT HAD CHAFED AND SHORTED AGAINST EACH OTHER. THE WIRES WERE REPAIRED AND THE A/C RETURNED TO SERVICE.

CA050105013

BOEING

PWA  

 

ACTUATOR

SEPARATED

12/29/2004

727233

JT8D15A

 

65404676

NLG DOWNLOCK

(CAN) ON APPROACH, THE CREW OBSERVED 'A' (HYDRAULIC) SYSTEM DEPLETION. SYSTEM DESELECTED, NORMAL LANDING CARRIED OUT. THE NOSE LANDING GEAR DOWN LOCK ACTUATOR SEPARATED FROM THE AIRFRAME MOUNT AND HAD DAMAGED THE HYDRAULIC LINES.

CA040521008

BOEING

PWA  

 

SEQUENCE VALVE

CRACKED

5/21/2004

727243

JT8D15

 

141085

RT MLG DOOR

AFTER T/O AND GEAR RETRACTION, CREW NOTICED HYDRAULIC QUANTITY LOW. CREW MONITORED HYDRAULIC LEVEL FOR DURATION OF FLIGHT WITH NO CHANGE. UPON GEAR EXTENSION, HYDRAULIC QUANTITY DROPPED FURTHER, REQUIRING THE A/C TO BE TOWED TO RAMP FROM THE ACTIVE TAXIWAY. MAINTENANCE DISCOVERED THE RT MLG DOOR SEQUENCE VALVE HAD CRACKED. THE VALVE WAS REPLACED.

CA050105003

BOEING

PWA  

BOEING

CONTROL SYSTEM

FAILED

12/20/2004

727260

JT8D17

 

 

SLAT 

(CAN) DURING CLIMB FLAPS/SLATS SELECTED UP. FLAPS INDICATED UP, SLAT AMBER REMAINED ON AND AIRCRAFT ROLLED TO THE RT. SECOND OFFICERS PANEL INDICATED NR6 SLAT STILL IN TRANSIT. FLAPS AND SLATS CYCLED A NUMBER OF TIMES TO NO AVAIL. DECISION TO RETURN WAS MADE, 8000 LBS OF FUEL DUMPED. AC LANDED WITHOUT FURTHER INCIDENT AND WITHOUT DECLARING AN EMERGENCY. MAINT INSPECTED AND TESTED SLATS WITH NO FAULT FOUND ON NR6 SLAT. HOWEVER NR3 KREUGER WAS FAULTED AND REPAIRED. THIS WAS INCIDENTAL AND WE BELIEVE NOT RELATED TO THE NR6 SLAT PROBLEM. IT IS SUSPECTED THAT NR6 SLAT BECAME ASKEWED INFLIGHT WHICH COULD NOT BE DUPLICATED ON THE GROUND. AIRCRAFT WAS RELEASED WITH NO FURTHER FAULT ON THE NEXT FLIGHTLEG.

2005FA0000007

BOEING

 

 

BULKHEAD

GOUGED

1/14/2005

7272M7

 

 

65-17662

FUSELAGE

RIGHT STA 950 BULKHEAD GOUGED.

2005FA0000110

BOEING

 

 

HOUSING

CRACKED

1/24/2005

737  

 

 

511531

SHUTTLE VALVE

MOUNTING LUG CRACKED ON INNER DIAMETER, FATIGUE, STEEL HOUSING. (K)

LCQ20052

BOEING

 

 

SKIN

DENTED

12/21/2004

737  

 

 

 

FUSELAGE

DENT AT FUSELAGE STA 391, 3 INCHES ABOVE S-17L AT PERIMETER OF EXISTING REPAIR. REF NR 23648 S/O 269001.

2005FA0000074

BOEING

 

 

HOUSING

CRACKED

1/10/2005

737*

 

 

511531

VALVE

HOUSING HAS 4 MOUNTING LUG HOLES. ONE HOLE WAS FOUND CRACKED DURING NDT INSPECTION. FATIGUE, STEEL HOUSING. MECHANIC RP1, JOB NR 192167 (K)

2005FA0000075

BOEING

 

 

MANIFOLD

CRACKED

1/10/2005

737*

 

 

654484511

AILERON

MANIFOLD CRACKED AT FILTER BOWL MOUNTING PORT. FATIGUE AND OVERPRESSURIZATION. MECHANIC NH2, JOB NR 191795. (K)

2005FA0000417

BOEING

GE  

 

LIGHT

MISINSTALLED

3/9/2005

737*

CFM56*

 

300909201

TAILCONE

WHILE CLEANING LENS, IT APPEARED TO BE LOOSE IN THE HOUSING. A VERY GENTLE PULL RELEASED THE LENS FROM ITS HOUSING. THE LENS IS THICK GLASS THAT COULD BE A RUNWAY HAZARD IF IT FELL FROM THE AC AND BROKE. PROBABLE CAUSE IS SKYDROL WHICH LEAKED FROM RUDDER PCU AND COMPROMISED THE ADHESIVE FEATURES OF THE SEALANT ATTACHING THE LENS TO THE HOUSING ASSEMBLY. RECOMMEND INSPECTION OF AC THAT HAVE HAD RUDDER PCU SKYDROL LEAKAGE PROBLEMS. SOME TYPE OF MECHANICAL ATTACHMENT OF LENS TO THE HOUSING SHOULD BE CONSIDERED. (K)

CA040705009

BOEING

PWA  

 

ANTENNA

INTERMITTENT

7/3/2004

737201

JT8D9A

 

20675680501

WX RADAR SYS

AIRCRAFT DEPARTED AND ONCE AIRBORNE THE CREW FOUND THE WEATHER RADAR TO BE INTERMITTENT WITH INCORRECT READINGS. DUE TO THE WEATHER FORECASTED AT THE DESTINATION THE CREW RETURNED TO BASE. MAINTENANCE FOUND THAT THE RADAR ANTENNA WAS AT FAULT. THE SYSTEM WORKED SERVICEABLE AFTER REPLACEMENT OF THE ANTENNA. THIS UNIT WAS INSTALLED TO CORRECT THE SAME SNAG DURING TROUBLESHOOTING ON JUNE 10TH. THIS INTRODUCED THE SAME SNAG AND MADE THE SNAG VERY DIFFICULT TO TROUBLESHOOT AND CORRECT. THE RADAR RT, DISPLAY, RADOME, WAVE GUIDE, ADI, CONTROL PANEL WERE REPLACED IN EFFORTS TO TROUBLESHOOT AND CORRECT THE SNAG.

CA040527003

BOEING

PWA  

 

ELECTRICAL SYS

UNKNOWN

5/23/2004

737201

JT8D9A

 

 

ALL 

ON THE ROLL IN CYXY, ALL ELECTRICS WERE LOST. ALL ELECTRICS RESTORED BY THEMSELVES AFTER APPROX 30 SECONDS THEN FAILED AGAIN SHORTLY AFTER.

CA040819006

BOEING

PWA  

 

SKIN

CRACKED

8/18/2004

737201

JT8D9A

 

 

FUSELAGE

(CAN) DURING ROUTINE CHECK A 2.7500 INCH CRACK WAS FOUND ON THE OUTER FUSELAGE SKIN AT FS 847 STRINGER 24L. CRACK REPAIRED IAW SRM REV 85.53-30-3,FIG 48 SHT 33. TIMES 59257.06 CYCLES 55392.

CA040722002

BOEING

PWA  

 

BOLT

SHEARED

7/19/2004

737204

JT8D15

 

BACB30MT7T23

STAB FITTING

WHEN THIRD PARTY AMO WAS INSPECTING THE FWD STABILIZER FITTINGS ATTACHED TO THE AFT SPAR FOR SB737-57A1266 ON A/C 743 FOUND THE O/B FITTING CRACKED. ON FURTHER INVESTIGATION, FOUND THAT ALL FOUR BOLT HEADS ON THE AFT O/B FITTING WERE SHEARED OFF, AND THE FITTING BEGINNING TO LIFT OFF THE BEAM. THIS FITTING IS NOT PART OF THE SB. AS THE BOLT HEADS ARE MISSING CAN ONLY PROVIDE THE PART NUMBERS PER THE IPC. AS THIS IS NOT PART OF ANY SB THAT CAN FIND, BUT THE SB THEY WERE WORKING FROM DESCRIBES SERIOUS MLG FAILURE AND/OR LOSS OF HYDRAULIC FLUID AS A FACTOR, SHOULD A BRACKET FAIL, THOUGHT THAT AN SDR WAS APPROPRIATE. UNFORTUNATELY HAD REMOVED THE BRACKET BEFORE COULD GET ANY BETTER PICTURES, BUT HAVE RETAINED THE BOLTS. IPC REF S FOR THIS ARE 57-40-00-54C ITEM NR 1 FOR THE FITTING AND 57-40-00-46 ITEMS NR 451, 452, AND 453 FOR THE BOLTS.

SROM200400060

BOEING

 

 

SEAL

TORN

12/21/2004

737205

 

 

6990285

PAX DOOR

"AT FL 280 & 6PSID A LOUD HIGH PITCHED NOISE AND VIBRATION AT L1 DOOR. RETURNED TO ANC AND AS A/C DEPRESSURIZED THE NOISE LESSENED BUT DID NOT GO AWAY" "INSPECTED FWD ENTRY DOOR IAW B737MM 52-11-0. ADJUSTED DOOR STOP PINS AND UPPER GATE DOOR IAW B737 MM 52-11-0, OPERATIONAL CHECK GOOD". DURING GROUND PRESSURIZATION CHECK ORIGINAL PROBLEM WAS DUPLICATED. FURTHER INSPECTION FOUND TEAR IN RUBBER SEAL OF THE HINGE FLAP ASSY LOCATED UNDER THE UPPER HINGE COVER. FURTHER GROUND PRESSURE CHECK CONFIRMED THIS TO BE THE PROBLEM. REPLACED HINGE FLAP ASSY.

CA040528005

BOEING

PWA  

 

LINE

BURST

5/17/2004

737210C

JT8D9A

 

6590737329

HYD SYSTEM

ON GO-AROUND WHEN GEAR SELECTED UP. RT MAIN GEAR FAILED TO RETRACT AND LOSS OF SYSTEM 'A' HYDRAULIC FLUID. AIRCRAFT DIVERTED TO CYFB, DECLARED EMERGENCY. GEAR UP LINE P/N 65-90737-329 REPLACED, HYDRAULIC SYSTEM SERVICED, FUNCTION CHECK CARRIED OUT. AIRCRAFT SERVICEABLE. NO OTHER PROBLEMS OR ACTIONS.

CA041013010

BOEING

PWA  

 

ACTUATOR

CRACKED

10/13/2004

737275

JT8D9A

 

65449617

SPOILERS

(CAN) A SYSTEM HYDRAULIC LIGHTS ILLUMINATED, A SYSTEM QTY READ ZERO. NR 8 SPOILER ACTUATOR FOUND CRACKED. ACTUATOR REPLACED MM 27-62-91. CARRIED OUT RII INSPECTION.

LCQ73

BOEING

 

 

TAB  

BROKEN

2/24/2005

737522

 

 

 

RUDDER

COMPOSITE TAB ON L/E SPAR OF RUDDER BROKEN OFF. S/O 269004, N/R 24993.

LCQ74

BOEING

 

 

SKIN

GOUGED

2/24/2005

737522

 

 

 

FUSELAGE

GOUGE BETWEEN S-27L - S-28L BS 420. S/O 269004, N/R 24710.

LCQ75

BOEING

 

 

SKIN

DENTED

2/24/2005

737522

 

 

 

FUSELAGE

DENT IN EXTERIOR FUSELAGE SKIN AT FS 412 S-18R. S/O 269004, N/R 24964.

CA040531003

BOEING

CFMINT

 

FAN BLADE

BIRD INGESTION

5/27/2004

7377CG

CFM567B22

 

3400010260

ENGINE

AIRCRAFT STRUCK ONE, POSSIBLY TWO SEAGULLS ON TAKEOFF, IMMEDIATE VIBRATION FELT. TAKEOFF ABANDONED AND AIRCRAFT RETURNED TO GATE. MAINTENANCE CONDUCTED 'BIRD STRIKE INSPECTION' PER MM 05-51-18, DAMAGES FOUND AT NR 1 ENGINE FAN BLADES NR 11, 12, 13. FURTHER INSPECTION REVEALED BLADES 11 AND 12 DAMAGED BEYOND LIMITS, BLADES 11 AND 12 REPLACED IAW MM72-21-02, MATCHING BLADES ALSO REPLACED (23 AND 24). BLADES PLATFORMS BETWEEN FAN BLADE 11 AND 12, AND 12 AND 13 REPLACED IAW MM 72-21-02. BORESCOPE OF NR 1 ENGINE COMPLETED, NO FAULTS FOUND. ENGINE RUNS COMPLETED, SYSTEM CHECKS SERVICEABLE. AIRCRAFT RETURNED TO SERVICE WITH NO FURTHER INCIDENTS TO REPORT.

2005FA0000336

BOEING

 

VICKERS

ADAPTER

ERODED

2/3/2004

747*

 

 

624022

HYD PUMP

EROSION AROUND STROKING PISTON PORT. FLUID FLOW AGAINST SOFT METAL. STRONGER MATERIAL FOR HOUSING. (MECHANIC - BSI, JOB 192845) (K)

2005FA0000410

BOEING

RROYCE

 

THROTTLE

MISINSTALLED

3/7/2005

757200

RB211535*

 

 

NR 1 ENGINE

REF: (ATC0515) NR 1 ENGINE THROTTLE TELEFLEX CABLE OUTER SLEEVE RETAINING NUT FOUND TO HAVE COME ADRIFT, ALLOWING THE OUTER PORTION OF TELEFLEX CABLE TO MOVE. THE RETAINING NUT, ALTHOUGH DRILLED FOR WIRE LOCKING, THERE IS NO EVIDENCE OF WIRE LOCKING BEING CARRIED OUT. AC ENTER THE HANGAR WITH TECH LOG DEFECT OF THROTTLE STAGGER, PLA FAULT AND FLUCTUATING EPR. BELIEVE THAT HTIS IS RELATED TO THE ABOVE DEFECT. IN ADDITION, 4 FAN CASE BOLTS AND NUTS WERE FOUND MISSING FROM THE FAN CASE FLANGE BETWEEN 3 OCLOCK AND 10 OCLOCK POSITIONS. ALL DEFECT RECERTIFICATION HAS BEEN CARRIED OUT AND DOCUMENTED AT REPAIR STATION UNDER W/O: 5200/2005. (K)

CA041129005

BOEING

PWA  

PWA  

SHAFT

SHEARED

11/29/2004

767233

JT9D7R4D

 

350880

PUMP 

(CAN) IMMEDIATELY AFTER 500FT, R PRIM PUMP EICAS MSG, STATUS QTY/PX NML. CLIMBING OUT, R QTY DECREASED STEADILY TO ZERO BUT PX NML W/DEMAND PUMP IN AUTO. CKD DEMAND PUMP OFF AND SYS PX WRNG LT DEMAND PUMP AUTO AND RETURNED TO DEPARTURE. FOUND RT EDP LEAKING INTERNALLY, RT EDP RPLD DUE DRIVE SHEARED. PX AND CASE DRAIN FILTERS CONTAMINATED SAME, REPLACED PURCHASED, PO 19E823411. RT RESERVOIR DRAINED/REFILLED 9 USG, EGR C/OUT LEAK CKD SATISFACTORY.

CA041129007

BOEING

GE  

 

FUEL HEATER

FAILED

11/29/2004

767333

CF680C2*

 

702101601425

LT ENGINE

(CAN) MIDWAY THROUGH THE FLT, THE LT ENG OIL QTY BEGAN TO DECREASE AT THE RATE OF APPROX 1 LITRE EVERY 10 -15 MINUTES. LT ENG THRUST REDUCED OIL QTY STILL DECREASED TO ZERO OIL PRESS AND TEMP REMAINED NORMAL ACTION: REPLACED SERVO FUEL HEATER IAW MM 73-11-09.

CA040705005

BOLKMS

ALLSN

 

ENGINE

FAILED

6/24/2004

BO105S

250C20B

 

 

NR 2 

ON STARTING NR 2 ENG THE WIND UP TO FUEL INTRODUCTION WAS NORMAL ENGINE LIGHT-OFF AND INITIAL SURGE WAS NORMAL, THEN THE N1 ACTUALLY DROOPED, THE ENG FLAMED OUT MOMENTARILY, CAUGHT AGAIN (WITH A LARGE PUFF OF SMOKE) ACCELERATED A LITTLE, THEN DROOPED AGAIN AND THE START WAS ABORTED. MOTORING THE STARTER AFTERWARDS PRODUCED A LOT OF NOISE WITH VERY RAPID DECELERATION ONCE THE STARTER WAS DISENGAGED. THE STARTER WAS REMOVED AND CHECKED OK. THE TRANSMISSION COWLING WAS REMOVED AND THE COMPRESSOR WAS TURNED BY HAND, IT WAS VERY STIFF AND NOISY. THE NOISE APPEARING TO COME FROM THE TURBINE. THE BURNER CAN AND LINER WAS REMOVED AND THE COMPRESSOR WAS TURNED BY HAND . IT WAS CONFIRMED THAT THE TURBINE WAS RUBBING.

CA040708001

BOLKMS

ALLSN

 

BUSHING

DEBONDED

7/3/2004

BO105S

250C20B

 

10560386

ENGINE MOUNT

A SERVICEABILITY INSPECTION WAS CARRIED OUT FOLLOWING THE LAST FLIGHT OF THE DAY AND IT WAS FOUND THAT THE LEFT ENGINE OUTBOARD MOUNT HAD VISIBLY DROPPED. THE ELASTOMER MATERIAL WAS COMPLETELY DEBONDED FROM THE METAL INNER PORTION OF THE MOUNT BUSHING P/N 105-60386 (CHAPTER 60-00-00, FIG. 14, ITEM 280, BO-105 PARTS BOOK) AND WAS EXTRUDING OUT OF THE SHELL.

CA041004006

BOMBDR

RROYCE

 

CONNECTOR

BURNED

9/8/2004

BD7001A10

BR700710A220

 

770699A

P1 

(CAN) THE CREW SMELLED SMOKE IN THE COCKPIT AND RETURNED TO THE AIRPORT JUST AFTER TAKEOFF. THEY HAD SEVERAL CIRCUIT BREAKER TRIPPED FOR THE DC BUS 1 ON THE EMSCDU AND EVENTUALLY THE DC BUSS 1 FEED 4, WHICH FEED SPDA 4 TRIPPED AS WELL. SEVERAL ANOMALIES WERE NOTED IN THE COCKPIT, SUCH AS LIGHTS AND SOME AVS EQUIPMENT GOING OFF. UPON INSPECTION, THE P1 CONNECTOR WAS FOUND BURNED ON SPDA 4. THE CONNECTOR SEEMED TO BE WELDED TO THE SPDA. THE SPDA WAS REMOVED WITH THE CONNECTOR STILL ATTACHED. A NEW SPDA AND P1 WERE INSTALLED AND THE AIRCRAFT RETURNED TO SERVICE.

CA050117003

BOMBDR

PWC  

 

MOUNT

CRACKED

1/17/2005

DHC8400

PW150A

 

9604209

NR 1 ENGINE

(CAN) DURING INSPECTION OF THE NR1 ENGINE MOUNT PN 96042-09, A CRACK WAS FOUND ON THE CORE ASSY PN. 19-9495-01. MFG IS INVESTIGATING THE ISSUE.

CA040730001

BOMBDR

PWC  

 

GOOSENECK ASSY

CRACKED

7/29/2004

DHC8400

PW150A

 

85217051101

AIRSTAIR

FORWARD AIRSTAIR DOOR GOOSENECK FOUND CRACKED. THIS IS THE FIFTH OCCURRENCE OF THE GOOSENECK CRACKING. IT WAS ALSO FOUND ON TWO AIRCRAFT THAT THE FASTENERS WERE CORRODED AT THE DOOR PIVOT POINT. A FLEET CAMPAIGN TO INSPECT AND LUBE THESE FASTENERS IS BEING CARRIED OUT.

CA040708006

BOMBDR

PWC  

 

PUMP

INOPERATIVE

7/4/2004

DHC8400

PW150A

 

6617302

HYD SYSTEM

DURING CRUISE, NR 1 HYDRAULIC CAUTION LIGHT ILLUMINATED, CONFIRMED NR 1 HYDRAULIC SYSTEM HAD NO PRESSURE. FOLLOWED QRH AND MADE NORMAL LANDING. FOUND QUILL SHAFT FOR PUMP COMPLETELY SHEARED.

CA040708008

BOMBDR

PWC  

 

PUMP

INOPERATIVE

7/5/2004

DHC8400

PW150A

 

6617302

NR 2 HYD SYSTEM

NR 2 HYDRAULIC SYSTEM CASE DRAIN FILTER BYPASS INDICATOR POPPED SEVERAL TIMES DURING THE DAY. FOUND FILTER CONTAMINATED WITH METAL. REPLACED HYDRAULIC PUMP AS PRECAUTION DUE TO 2 FAILURES ON OTHER AIRCRAFT.

2005FA0000088

BRAERO

PWA  

 

HOLDER

DESTROYED

12/9/2004

BAE1251000A

PW305

 

 

ELECTRICAL FUSE

AIRCRAFT WAS SQUAWKED WITH NR 1 ALTERNATOR DROPPING OFF IN FLIGHT. DURING TROUBLESHOOTING THE TECHNICIAN FOUND SMOKE TRAILS ON THE GG PANEL. LOCATED ON THE AFT SIDE OF THE REAR FACE OF THE PRESSURE BULKHEAD. A MORE CLOSE INSPECTION REVEALED A DESTROYED FUSE HOLDER WITH ACCOMPANING WIRE DAMAGE, GCU AND LINE CONTACTOR DAMAGE, AND A HOLE BURNED THROUGH THE GG PANEL ITSELF AT THE FUSE HOLDER LOCATION. THE DAMAGE WAS CENTERED UNDER THE LEFT SIDE OF THE FUSE BLOCK WHICH HAD DESINTERGRATED. IT WAS UNDETERMINED AS TO WHICH COMPONENT INITIATED THE DAMAGE. (EA17200504804)

2005F00053

BRAERO

 

 

BELLCRANK

OBSTRUCTED

2/11/2005

BAE125800A

 

 

 

MLG HANDLE

DURING APPROACH, MLG SELECTOR HANDLE WOULD NOT GO TO DOWN POSITION & ENGAGE DETENT. MLG HANDLE BINDING APPROX 1 INCH FROM BOTTOM DETENT. CYCLED MLG BUT HANDLE WOULD NOT ENGAGE DOWN DETENT. 3 GREEN DOWN & LOCKED LIGHTS & 3 RED MLG LIGHTS ILLUMINATED. MAIN AUX MLG LIGHTS GREEN & NLG MECH IND PIN INDICATING THE NLG DOWN & LOCKED. ELECTED TO DIVERT TO PERFORM A TOWER FLYBY & VISUALLY CONFIRM MLG DOWN. LANDED WITHOUT INCIDENT. DID NOT DECLARE AN EMERGENCY. UPON INVESTIGATION, FOUND AN OBJECT THAT RESEMBLED A INK PEN CAP LODGED BETWEEN FLOORBOARD & MLG HANDLE BELLCRANK IMPEEDING TRAVEL. OBSTRUCTION REMOVED & MLG SELECTOR CONTROL ADJUST PERFORMED IAW 800A MM. FOUND TO BE OK. RETURNED TO SERVICE. (M)

CA041116005

BRAERO

GARRTT

BAC  

SHAFT

WORN

11/4/2004

BAE125800A

TFE7315R

 

25CF263321A

FLAP VANE

(CAN) UPON PERIODIC INSPECTION IT WAS NOTED THAT THERE WAS APPARENT CONTACT BETWEEN THE IB FLAP VANES ON BOTH LT AND RT ASSEMBLIES ONTO THE TORQUE SHAFT AND BEVEL HOUSING ASSY. THIS UNUSUAL CONTACT WAS DEDUCED TO OCCUR DURING FLIGHT LOADS AS THE CLEARANCE BETWEEN THESE ASSEMBLIES AT ITS CLOSEST LOCATION (ABOUT 15 DEGREES OF FLAP DEFLECTION) HAS APPROXIMATELY 0.600' CLEARANCE. EVEN WITH ANY ABNORMAL PLAY CAUSED BY WORN BUSHINGS ON THE ATTACHING HARDWARE OF THE FLAP MECHANISM COULD NOT PRODUCE THIS KIND OF CONTACT. INVESTIGATION IS ONGOING.

2005FA0000162

BRAERO

GARRTT

HAMSTD

COMPRESSOR WHEEL

DAMAGED

10/20/2004

BAE125800A

TFE7315R

 

A4504174

APU 

RECENTLY EXPERIENCED A PROBLEM WITH A RELATIVELY LOW TIME COMPRESSOR WHEEL. THIS NEW STYLE COMPRESSOR WHEEL IS A REPLACEMENT WHEEL TO SUPPORT AD NR20021502. THE WHEEL IN QUESTION LOST A LARGE INDUCER TIP THAT PENETRATED, AND CAME VERY CLOSE TO EXITING THE AIR INLET HOUSING. THIS WHEEL WAS INSTALLED 20 MONTHS AGO. AT THE TIME OF THIS EVENT IT HAD ACCUMULATED 265.1 HOURS AND 660 CYCLES. BESIDES THE MISSING INDUCER TIP, SEVERAL BLADES EXHIBIT INDUCER BLADE CRACKS CLOSE TO THE WHEEL BORE. THERE WAS NO INDICATION OF BEARING FAILURE, FOD, OR IMPACT WITH THE AIR INLET.

CA040902007

BRAERO

RROYCE

 

TRIM TAB

CRACKED

8/31/2004

HS7482A

DART5342

 

1G3161

RT ELEVATOR

(CAN) ON PREFLIGHT INSPECTION THE RT IB ELEVATOR TRIM TAB HINGE WAS FOUND TO BE LOOSE AND WOULD FLEX UNDER SIDE LOAD. UPON FURTHER INSPECTION IT WAS NOTICED THAT THE TRIM TAB SPAR WAS CRACKED ALONG THE LOWER EDGE BESIDE THE BOLTED ON HINGE POINT.

CA040527009

BRAERO

RROYCE

 

LINE

CHAFED

5/22/2004

HS7482A

DART5342

 

T2C5000605500

HYD SYSTEM

ON APPROACH, THE CREW OBSERVED LOW FLOW INDICATION ON BOTH SYSTEMS AND 1700 PSI. LANDING WAS CARRIED OUT WITHOUT INCIDENT. MAINTENANCE FOUND THE SUPPLY LINE FROM THE HP FILTER TO THE GEARBOX DRIP TRAY IN THE RIGHT HAND NACELLE CHAFED THROUGH. THE LINE WAS REPLACED AND THE AIRCRAFT RETURNED TO SERVICE.

CA041119006

BRAERO

RROYCE

 

OIL COOLER

LEAKING

11/16/2004

HS7482A

DART5342

 

RK25198A

LT ENGINE

(CAN) ENROUTE, THE LT OIL PRESSURE WARNING LIGHT ILLUMINATED AND OIL PRESSURE WAS SEEN TO DROP. LT ENGINE WAS SHUT DOWNAND A/C LANDED WITHOUT INCIDENT. INVESTIGATION REVEALED LT OIL COOLER WAS LEAKING AND ENGINE OIL CONTENTS WERE LOW. OIL COOLER WAS REPLACED, FILTER AND ENGINE CHECKS WERE CARRIED OUT, A/C RELEASED TO SERVICE. DURING PREVIOUS DAY AC HAD BEEN EXPOSED TO BLIZZARD CONDITIONS WHILE ON GROUND. IT IS BELIEVED THAT SNOW ENTERED OIL COOLER BEFORE ENGINE COVERS COULD BE INSTALLED. THIS SNOW MELTED, THEN FROZE INSIDE COOLER MATRIX, CAUSING SOME OF MATRIX TUBES TO CRACK. NEXT DAY, WITH ENGINE RUNNING, THE ICE MELTED EXPOSING THE MATIX CRACKS, ALLOWING OIL LOSS AND, ULTIMATELY, LOSS OF OIL PRESSURE.

CA040914004

BRAERO

RROYCE

 

GENERATOR

INOPERATIVE

9/10/2004

HS7482A

DART5342

 

B3508

PORT SIDE

PORT GENERATOR WON'T COME ON LINE. PORT GENERATOR REPLACED S/N OFF 1878. GROUND RUN CHECK SERVICEABLE.

CA040531002

BRAERO

RROYCE

 

WIRE HARNESS

CHAFED

5/29/2004

HS7482B

DART5342

 

 

NR 1 ENG TGT

AFTER DEPARTING, THE CREW OBSERVED ABNORMALLY LOW TGT VALUE ON NR 1 ENGINE. THE AIRCRAFT RETURNED TO POINT OF DEPARTURE. MAINTENANCE FOUND CHAFED WIRING AT THE TGT JUNCTION BOX, THE EXTERNAL CALIBRATION TEST CONNECTOR ASSY WAS REMOVED AND THE AIRCRAFT RETURNED TO SERVICE AFTER OVERWEIGHT LANDING INSPECTION.

CA050104011

CARSON

GE  

SKRSKY

WEB  

CRACKED

12/29/2004

S61LSKRSKY

CT581401

 

S612066120

TAILBOOM

(CAN) DURING A ROUTINE INSPECTION, A CRACK WAS FOUND ON THE LT FORWARD CORNER OF THE LOWER WEB FITTING.

2005FA0000348

CESSNA

CONT

 

BRACKET

INOPERATIVE

3/18/2005

150C

O200*

 

0411930

EMPENAGE

(1) RIVET SHEARED AND BRACKET ROTATED, PARTIALLY. THIS WAS CAUSED BY FLAP CABLES BEING RIGGED TOO TIGHT. THIS CAUSED A TWIST IN THE CABLES ALLOWING (1) CABLE TO RIDE UP AND OVER THE OTHER CAUSING IT TO COME OFF AN210-2A PULLEY. THE PILOT REPORTED GREAT DIFFICULTY IN EXTENDING FLAPS. FOLLOW MFG INSTRUCTIONS. (K)

2005FA0000174

CESSNA

CONT

CESSNA

NUT PLATE

WORN

2/14/2005

150D

O200*

 

NAS682A3

RUDDER PIVOT

UPPER RUDDER PIVOT BOLT BACKED OUT OF SELF-LOCKING NUTPLATE AT UPPER RUDDER PIVOT ATTACH AND PIVOT POINT WHILE IN FLIGHT, RUDDER WAS RIPPED FROM THE LOWER BELLCRANK CONTROL AND DEPARTED AIRCRAFT. AIRCRAFT LANDED WITHOUT INCIDENT. RUDDER WAS RECOVERED AND THE UPPER PIVOT BOLT WAS RETAINED IN THE UPPER RUDDER CAP. THE BOLT COULD BE INSERTED IN THE NUTPLATE WITH LIGHT FINGER PRESSURE ONLY, AND REMOVED SAME WAY. NUTPLATE WAS WORN AND LOST ITS LOCKING ABILITY. AT INSTALLATION OF A NEW FACTORY RUDDER ASSEMBLY, A DRILLED AN BOLT WAS USED TO INCLUDE A COTTER KEY BELOW THE NUTPLATE. (NM07200503694)(K)

2005FA0000259

CESSNA

CONT

 

MUFFLER

CRACKED

2/22/2005

150E

O200A

 

045033862

ENGINE

CRACKING AROUND FRONT RISER. PART HAS BEEN INSPECTED IAW AD 67-03-01. PRESSURE CHECK AS REQUIRED AT 100 DEGREE INTERVELS. AIRCRAFT NOT FLOWN SINCE LAST ANNUAL. 8.9 HOURS SINCE LAST REQUIRED INSPECTION IAW AD. RECOMMEND INSPECTION ANNUALLY IAW AD. (K)

2005FA0000350

CESSNA

CONT

 

EXHAUST VALVE

STUCK

3/9/2005

150F

O200*

 

 

NR 3 CYLINDER

NR 3 CYLINDER HAS A STUCK EXHAUST VALVE. UPON CYLINDER REMOVAL IT WAS FOUND THAT THE VALVE HEAD WAS MUSHROOMED AND THE ROCKER ARM WAS ALSO DAMAGED. THIS CAUSED CONCERN DUE TO THE FACT THAT THE CYLINDER ONLY HAD 174.1 TOTAL HOURS SINCE IT WAS PURCHASED NEW. CYLINDER WAS SENT FOR REPAIRS AND THEN INSTALLED BACK ON THE ENGINE. (K)

CA041110005

CESSNA

CONT

 

FLAP TRACK

WORN

10/29/2004

150L

O200A

 

05232113

RT WING

(CAN) ON INSPECTION FLAP TRACK GROOVES WERE FOUND BADLEY WORN. PARTS WERE REPLACED AS REQUIRED.

CA040730003

CESSNA

CONT

 

EXHAUST VALVE

DEFORMED

1/23/2004

150L

O200A

 

631619

ENGINE

ON 200 HOUR INSPECTION, BOTH LEFT SIDE EXHAUST VALVES FOUND TO BE DEFORMED AT TOP OF STEM BELOW VALVE SEAT CYLINDERS 2 AND 4, JAN 12/04. ENGINE TIME AT INSPECTION 1506.5. ENGINE OVERHAULED SEPT. 20/90 BY VOWELL AVIATION. TTSB 4724,5. EXHAUST VALVES REPLACED. CYLINDERS AND ONGOING INSPECTED BEFORE INSTALLATION IN AIRCRAFT MAY 19/00. ENGINE GIVEN COMPLETE OVERHAUL AS PER ENGINE MANUFACTURER OVERHAUL MANUAL DUE TO CRACKED CRANKCASE. CRANKCASE REPLACED WITH SERVICEABLE ONE OBTAINED FROM VALLEY AERO ENGINES LANGLEY. ENGINE RETURNED TO SERVICE ZERO TIME SINCE OVERHAUL.

CA040720008

CESSNA

LYC  

CESSNA

FORK

CRACKED

7/13/2004

152  

O235L2C

 

04425037

NLG STRUT

NOSE GEAR FORK WAS FOUND 2 INCH CRACK IN THE RADIUS.

CA040618003

CESSNA

LYC  

 

SWITCH

FAILED

6/16/2004

152  

O235L2C

 

S21605

LANDING LIGHT

STUDENT PILOT AND INSTRUCTOR NOTED SMOKE COMING FROM LANDING LIGHT SWITCH AREA. RETURNED TO BASE AND NOTIFIED MAINTENANCE. SWITCH FOUND U/S, CIRCUIT BREAKER HAD NOT POPPED. THIS HAS HAPPENED NUMEROUS TIMES BEFORE TO THIS TYPE OF SWITCH.

CA040618004

CESSNA

LYC  

MARVELSCHEBX

ACCELL PUMP

SEPARATED

6/16/2004

152  

O235L2C

 

 

CARBURETOR

ACCELERATOR PUMP ON THIS CARBURETOR PUSHES FUEL THRU A BRASS TUBE APPROX 3' LONG. TUBE IS PERMANENTLY MOUNTED TO CARB BODY AT LOWER SECTION OF VENTURI ADJACENT TO ACCELERATOR PUMP. TUBE HAS A 90 DEGREE BEND NEAR WHERE IT ATTACHES TO CARB BODY & THEN TRAVELS VERTICALLY UP VENTURE APPROX 2'. TIP OF TUBE IS SHAPED TO FORM JET. PARTS CAT FOR CARB DOES NOT SHOW A PN FOR TUBE. PN 105055 IN THIS INSTANCE, CAME UNFASTENED FROM CARBURETOR & APPARENTLY SUCKED UP VENTURI & BECAME LODGED IN THROTTLE VALVE. PILOT NOTED UNABLE TO PULL THROTTLE CONTROL BACK TO LESS THAN 2000 RPM. BY CLIMBING, PILOT ABLE TO SLOW AIRCRAFT ENOUGH TO SELECT FLAPS DOWN & MAKE A RELATIVELY NORMAL LANDING. CARB REPLACED WITH SERVICEABLE.

2005FA0000157

CESSNA

CONT

 

AXLE

BROKEN

11/23/2004

170A

C145*

 

0541124

LT MLG

LT MAIN GEAR WHEEL AXLE BROKE BETWEEN GEAR LEG AND WHEEL RACE. (GL11200505686) (K)

2005FA0000198

CESSNA

CONT

 

SPAR

CRACKED

1/31/2005

172H

O300D

 

052340051

RT WING FLAP TRA

WHILE REPLACING THE FLAP TRACK ASSY, A CRACK APPROX 2 INCHES IN LENGTH AND RUNNING THROUGH THE LOWER RIVET HOLES WAS FOUND UNDER THE IB FLAP TRACK. PROBABLE CAUSE IS FATIGUE. RECOMMEND THESE AC WITH MORE THAT 8,000 HOURS TT BE INSPECTED BY BORESCOPE OR OTHER ACCEPTABLE MEANS, AT THE REAR WING SPAR AROUND THE FLAP TRACK ATTACH AREA. (K)

2005FA0000387

CESSNA

CONT

 

SPAR

CRACKED

2/1/2005

172H

O300D

 

052340051

RT WING

DURING A BORESCOPE INSPECTION OF THE REAR WING SPAR, A CRACK WAS FOUND AT THE IB FLAP TRACK ATTACH POINT. PROBABLE CAUSE IS FATIGUE. THIS IS A VERY HIGH TIME AC WITH OVER 13,000 HOURS TT. IT HAS ALSO BEEN USED AS A FLIGHT TRAINER FOR ITS ENTIRE LIFE. (K)

2005FA0000298

CESSNA

LYC  

 

WHEEL

FAILED

2/5/2005

172M

O320E2D

 

D306001

MLG 

FOUND RT MAIN TIRE WAS LOCKED UP. PUT WHEEL ON DOLLY AND PULLED PLANE TO HANGER. CLOSER LOOK IN HANGER FOUND THAT RIM HAD BLOWN APART. DEFLATED TIRE AND LOOKED INSIDE RIM. FOUND PIECE BROKEN OUT OF CENTER SECTION OF RIM. CRACKS WERE FOUND AROUND BOLT HOLES OF RIM HALVES. EXAMINED BROKEN PIECE, FOUND THAT PORTION OF CRACK WAS OLD, REST BEING NEW. WITH AIR PRESSURE IN TIRE, IT WAS TRYING TO BLOW IT APART. HAVE SEEN THIS PROBLEM ALOT WITH MFG WHEELS HAVING CRACKS AROUND BOLT HOLES, BUT HAVEN`T SEEN ONE COME APART. YOU CAN ONLY SEE CRACKS WHEN CHANGING TIRE FROM THE INSIDE. I THINK IT IS FROM OVER-TIGHTENING BOLTS UPON ASSY WHEN CHANGING TIRES. ALSO, HAVING STEEL BOLTS THREADING INTO ALUMINUM HOUSING.

2005FA0000299

CESSNA

LYC  

 

WHEEL

FAILED

2/5/2005

172M

O320E2D

 

D306001

ZONE 700

FOUND RT MAIN TIRE WAS LOCKED UP. PUT WHEEL ON DOLLY AND PULLED PLANE TO HANGER. CLOSER LOOK IN HANGER FOUND THAT RIM HAD BLOWN APART. DEFLATED TIRE AND LOOKED INSIDE RIM. FOUND PIECE BROKEN OUT OF CENTER SECTION OF RIM. CRACKS WERE FOUND AROUND BOLT HOLES OF RIM HALVES. EXAMINED BROKEN PIECE AND FOUND THAT PORTION OF THE CRACK WAS OLD, REST BEING NEW. WITH AIR PRESSURE IN TIRE, IT WAS TRYING TO BLOW IT APART. HAVE SEEN THIS PROBLEM ALOT WITH MFG OF WHEELS HAVING CRACKS AROUND BOLT HOLES. BUT NEVER SEEN ONE COME APART. YOU CAN ONLY SEE THE CRACKS WHEN CHANGING TIRE FROM THE INSIDE. MAYBE FROM OVER-TIGHTENING THE BOLTS UPON ASSY WHEN CHANGING TIRES. ALSO, HAVING STEEL BOLTS THREADING INTO ALUMINUM HOUSING.

2005FA0000301

CESSNA

LYC  

 

WHEEL

FAILED

2/5/2005

172M

O320E2D

 

D306001

ZONE 700

FOUND RT MAIN TIRE WAS LOCKED UP. PUT WHEEL ON DOLLY AND PULLED PLANE TO HANGER. CLOSER LOOK IN HANGER FOUND THAT RIM HAD BLOWN APART. DEFLATED TIRE AND LOOKED INSIDE RIM. FOUND PIECE BROKEN OUT OF CENTER SECTION OF RIM. CRACKS WERE FOUND AROUND BOLT HOLES OF RIM HALVES. EXAMINED BROKEN PIECE AND FOUND THAT PORTION OF CRACK WAS OLD, REST BEING NEW. WITH AIR PRESSURE IN THE TIRE, IT WAS TRYING TO BLOW IT APART. HAVE SEEN THIS PROBLEM ALOT WITH MFG WHEELS HAVING CRACKS AROUND BOLT HOLES. BUT NEVER SEEN ONE COME APART. YOU CAN ONLY SEE CRACKS WHEN CHANGING TIRE FROM INSIDE. THINK IT IS FROM OVER TIGHTENING THE BOLTS UPON ASSEMBLY WHEN CHANGING TIRES. ALSO, HAVING STEEL BOLTS THREADING INTO ALUMINUM HOUSING.

2005FA0000302

CESSNA

LYC  

 

WHEEL

FAILED

2/5/2005

172M

O320E2D

 

D306001

ZONE 700

FOUND RT MAIN TIRE WAS LOCKED UP. PUT WHEEL ON DOLLY AND PULLED PLANE TO HANGER. CLOSER LOOK IN HANGER FOUND THAT RIM HAD BLOWN APART. DEFLATED TIRE AND LOOKED INSIDE RIM. FOUND PIECE BROKEN OUT OF CENTER SECTION OF RIM. CRACKS WERE FOUND AROUND BOLT HOLES OF RIM HALVES. EXAMINED BROKEN PIECE AND FOUND PORTION OF CRACK WAS OLD, REST BEING NEW. WITH AIR PRESSURE IN TIRE, IT WAS TRYING TO BLOW IT APART. HAVE SEEN THIS PROBLEM ALOT WITH MFG WHEELS HAVING CRACKS AROUND BOLT HOLES, BUT NEVER SEEN ONE COME APART. CAN ONLY SEE CRACKS WHEN CHANGING TIRE FROM INSIDE. THINK IT IS FROM OVER TIGHTENING THE BOLTS UPON ASSY WHEN CHANGING TIRES. ALSO, POOR DESIGN HAVING STEEL BOLTS THREADING INTO ALUMINUM HOUSING.

CA041014002

CESSNA

LYC  

 

MASTER SWITCH

FAILED

9/26/2004

172M

O320E2D

 

W31M30

ON RADIO PANEL

(CAN) RADIO MASTER SWITCH CONTROLLING POWER TO ALL RADIOS E.G. DUAL NAV COM, VDR, TRANSPONDER, BECAME INTERMITTENT THEN FINALLY FAILED SHUTTING POWER OFF TO ALL THE RADIOS. MINIMAL PLAY IN TOGGLE SWITCH EVIDENT. REPLACED SWITCH AND NO MORE FAULT. TIME ON ORIGINAL PART UNKNOWN BUT AIRCRAFT BASED IN FLYING SCHOOL, THEREFORE MANY CYCLES SUSPECTED PERHAPS INTO THE THOUSANDS.

CA040528006

CESSNA

LYC  

 

ADAPTER

FAILED

5/9/2004

172M

O320E2D

 

204418156

OIL FILTER

IN FLIGHT THE ENGINE OIL TEMPERATURE INDICATION WAS IN THE RED. UPON AIRCRAFT RETURN, THE THERMOSTATIC VALVE P/N SL E19600 AND THE OIL FILTER ADAPTER 204418-156WAS REPLACED. RUN UP CARRIED OUT. TEMPERATURE INDICATION WITHIN LIMITS, P/N 69510.

2005FA0000252

CESSNA

LYC  

 

IMPELLER

DESTROYED

1/31/2005

172M

O320E2D

 

LW18110

OIL PUMP

FLYING AT 1700 FT WITH PWR SETTING OF 2400 RPM, VIBRATION OCCURED. SCANNED GAGES, ALL NORMAL. PULLED CARB HEAT AND VIBRATION DISAPPEARED. SCANNED GAGES AGAIN, NOTICED OIL PRESS WAS ZERO. PWR STARTED TO BLEED OFF, RPM`S DROPPED TO 2200, DID NOT RESPOND TO THROTTLE ADVANCE. DESCENDED TO LAND, ENGINE SEIZED. LANDED AC IN A FIELD W/O DAMAGE TO AC, PERSONNEL INJURY. INSP REVEALED OIL SUPPLY AT 7 QTS. NO METAL IN OIL AND PROP WAS FREE TO ROTATE. PILOT INDICATED OIL TEMP WAS NORMAL DURING INCIDENT. UPON DISASSEMBLY OF ENG, FOUND A LARGE AMOUNT OF NON-FERROUS PARTICLES. OIL SCREEN FOUND TO BE CLEAN. DISSASSEMBLED OIL PUMP, FOUND IMPELLER PARTIALLY DESTROYED AND CRACK STARTING AT CENTER BORE. (SO35200508187)

2005FA0000091

CESSNA

LYC  

 

SMOKE

DETECTED

11/14/2004

172N

O320*

 

 

COCKPIT

PILOT REPORTED SMOKE IN THE COCKPIT. INVESTIGATION FOUND THE (AUDIO AMP) CIRCUIT BREAKER POPPED. COULD NOT FIND THE DIRECT CAUSE. HOWEVER, THE RADIOS ARE ORIGINAL EQUIPMENT, WHICH MAY HAVE CAUSED THE SMOKE IN THE COCKPIT. (SO05200504849)

CA040720004

CESSNA

LYC  

 

ALTERNATOR

FAILED

7/10/2004

172N

O320D2G

 

10300B

ENGINE

IN CRUISE, THE PILOT NOTICED THAT THE ALTERNATOR FAILED. DECIDED TO LAND AT THE NEAREST AIRPORT. ON SITE, NOTICED THAT THE ALTERNATOR GROUND WIRE WAS CUT AND WAS CONTACTING THE POSITIVE WIRE, WHICH IN TURN CAUSED THE CONTROL BOX TO FAIL. REPLACED THE ALTERNATOR, THE VOLTAGE REGULATOR AND ALL THE ELECTRICAL CONNECTIONS, AIRCRAFT SERVICEABLE.

CA050105001

CESSNA

LYC  

 

MAGNETO

CRACKED

12/16/2004

172N

O320D2J

 

4371 

ENGINE

(CAN) AT 500 HOUR INSPECTION, A 1.5 INCH CRACK WAS NOTICED ON THE MAGNETO COIL ADJACENT TO THE OUTPUT CONNECTOR. MAGNETO REMOVED FROM SERVICE.

CA040621010

CESSNA

LYC  

 

THROTTLE CONTROL

LOOSE

6/21/2004

172P

O320D2J

 

2520851

COCKPIT

THROTTLE CONTROL WAS REPLACED AT A SCHEDULED INSPECTION RECENTLY AND HAS ALREADY COME LOOSE AT THE CRIMPED PIVOT END AFTER ONLY APPROX 160 HOURS TIS. THIS PART WAS INSTALLED AS A NEW PART SUPPLIED FROM THE MANUFACTURER. DEFECTIVE PART REMOVED AND TO BE REPLACED WITH NEW PART

2005FA0000416

CESSNA

LYC  

 

IGNITION SWITCH

WORN

3/10/2005

172R

IO360A1A

 

A5109

COCKPIT

DURNG ENGINE RUNUP MAGNETO CHECK, IGNITION SWITCH WILL NOT CAUSE RPM TO DROP WHEN KEY IS TURNED TO LT POSITION. WHEN KEY IS IN LT POSITION, SLIGHT SIDE TO SIDE MOVEMENT OF KEY WILL CAUSE RPM DROP. UPON OPENING SWITCH, FOUND WORN AND ARCHING CONTACTS. THE ABOVE MALFUNCTION SEEMS TO OCCUR DUE TO WORN CONTACTS ON SWITCH INTERIOR. DURING RUNUP, FOLLOW MFG CHECKLIST FOR MAGNETO CHECK. IF ABOVE DEFECT IS FOUND, RECOMMENDATION WOULD BE TO TROUBLESHOOT SYSTEM, VERYIFYING THAT THE SIDE TO SIDE MOVEMENT OF KEY ALLOWS NORMAL SWITCH OPERATION, UPON DETERMINATION REPLACE OR OVERHAUL IGNITION SWITCH. (K)

2005FA0000120

CESSNA

LYC  

 

BUSHING

WORN

1/10/2005

172R

IO360L2A

 

05412024

MLG STRUT

DURING NORMAL ANNUAL INSPECTION RT MAIN GEAR WAS JACKED AND CHECKED FOR ATTACHMENT FREEPLAY. EXCESSIVE FREEPLAY WAS NOTED AND UPON FURTHER VISUAL INSPECTION, IT WAS DETERMINED THAT RUBBER EXTRUDING OUT FROM THE GAP BETWEEN THE RT MAIN GEAR LEG AND PN 05912024, GEAR LEG BUSHING WAS RESPONSIBLE FOR THE INCREASED FREEPLAY. REPLACEMENT OF THE PIN - 05412024 RT MAIN GEAR LEG BUSHING WITH NEW ELIMINATED ALL RT GEAR LEG FREEPLAY. (K)

CA041129004

CESSNA

LYC  

 

VALVE

MALFUNCTIONED

10/1/2004

172R

IO360L2A

 

 

OIL COOLER

(CAN) 371 HOURS AFTER OVERHAUL. METAL WAS OBSERVED IN THE OIL FILTER. ENGINE REMOVED, DISMANTLED, AND INSPECTED. CORROSION FOUND ON RODS AND CRANKSHAFT. ENGINE APPEARED TO HAVE NEVER RUN WARM ENOUGH TO BURN THE WATER OUT OF THE OIL. LACK OF ANY MARKS ON THE VERNATHERM VALVE CONFIRMS THE VALVE NEVER CLOSED TO ROUTE OIL TO COOLER. AIRCRAFT TEST FLOWN AFTER REPAIR. OIL TEMP GAUGE READ 160 DEG IN CRUISE.

2005FA0000351

CESSNA

LYC  

 

ANGLE

CORRODED

3/2/2005

172RG

O360F1A6

 

24130351

FUSELAGE

THIS ANGLE IS WHAT TIES TOGETHER THE WING STRUT, ATTACHES ON THE LT AND RT SIDES OF THE FUSELAGE. IF THIS CORROSION WHERE TO PROGRESS MUCH FURTHER, IT COULD CAUSE THE STRUTS TO FAIL. (K)

2005FA0000399

CESSNA

LYC  

HONEYWELL

SCREW

BACKED OUT

3/3/2005

172S

IO360A1A

KS271C

 

ROLL SERVO

ROLL SERVO HAD SCREW COME LOOSE AND MADE CONTACT WITH CIRCUIT BOARD CAUSING SHORT AND BURNING UP COMPONENTS ON BOARD. RECOMMEND TO USE LOCTITE ON SCREWS TO PREVENT SCREWS FROM BACKING OUT OF HOLES. (K)

2005FA0000145

CESSNA

LYC  

 

BULKHEAD

CRACKED

12/10/2004

172S

IO360A1A

 

05522311

PROP SPINNER

DURING ANNUAL INSPECTION FOUND FWD BULKHEAD OF THE SPINNER CRACKED 5 PLACES AROUND PROPELLER BOLT HOLES. RECOMMEND: BULKHEAD MATERIAL STRONGER OR THICKER. (K)

2005FA0000142

CESSNA

LYC  

 

SUPPORT

CRACKED

2/5/2005

177RG

IO360A1B6

 

20410141

MLG ACTUATOR

AFTER GEAR EXTENSION PILOT DID NOT GET DOWN AND LOCKED GREEN LIGHT. EMERGENCY PROCEDURES WERE COMPLETED WITH SAME RESULTS. GEAR APPEARED DOWN AND LOCKED BY OBSERVERS ON THE GROUND, DURING LOW APPROACH. UPON TOUCH DOWN THE PILOT REPORTED A SAFE GEAR INDICATION. MAINTENANCE INSPECTION REVEALED MAIN GEAR ACTUATOR SUPPORT BRACKETS (LT AND RT) WERE CRACKED. ALSO FOUND ACTUATOR THROUGH PIN TO BE FRACTURED ON RT SIDE. SPECIFIC CAUSE OF FAILURE UNKNOWN. GEAR SYSTEM OPERATIONALLY CHECKED SATISFACTORY AFTER REPLACEMENT OF DAMAGED PARTS. AIRCRAFT HAD RECEIVED 100 HOUR INSPECTION 70 HOURS PRIOR WITH NO ABNORMALITIES NOTED IN MAIN GEAR ACTUATOR SYSTEM.

2005FA0000409

CESSNA

LYC  

 

LINE

CHAFED

2/11/2005

177RG

IO360A1B6

 

 

HYDRAULIC SYS

WHILE INVESTIGATING A GEAR UP LANDING, IT WAS NOTED THAT THE HYDRAULIC LINE FROM THE LANDING GEAR PUMP WAS CHAFING AGAINST THE FLIGHT CONTROL CABLES ROUTED IN THE BATTERY COMPARTMENT AREA. SUGGEST INSPECTING THIS AREA FOR CHAFING AND RE-ROUTE HYDRAULIC LINE TO PREVENT CHAFING. WAS REPLACING INTERIOR PANEL AND MAY HAVE BENT THE LINE INTO THE CABLES. (K)

CA040527008

CESSNA

CONT

 

BULKHEAD

CRACKED

5/20/2004

180H

O470R

 

09520046

SPINNER

BACK PLATE CRACKS FOUND RADIATING FROM RIVET HOLES. AT MANUFACTURING THE TALL SIDE OF RIVET AREAS NOT DEBURED PROPERLY. HOLES MAY HAVE BEEN PUNCH PRESSED AND SMALL AMOUNTS OF EXCESS MATERIAL REMAINED.

CA040708004

CESSNA

CONT

 

DOWEL PIN

MISSING

6/29/2004

182A

O470L

 

 

PROPELLER

PROPELLER INSTALLED AFTER OVERHAUL USING CESSNA MAINTENANCE MANUAL AS REFERENCE. AIR TEST AFTER INSTALLATION REFLECTS PROPELLER VIBRATION SHORTLY AFTER TAKEOFF. AIRCRAFT LANDED IMMEDIATELY. PROPELLER REMOVED. INSPECTED BY A-1 PROPELLER SERVICES. DETERMINED DOWELS FOUND MISSING UPON RETURN FROM OVERHAUL. CESSNA MAINTENANCE MANUAL LACKING IN DETAIL WITH RESPECT TO DOWEL INSTALLATION. WRONG DOWELS MISTAKENLY DRIVEN. CESSNA PARTS MANUAL SHOWS ALL DOWELS AS PART OF PROELLER ASSEMBLY.

2005FA0000158

CESSNA

LYC  

 

ALTERNATOR

FAILED

11/1/2004

182S

IO540AB1A5

 

991059111RX

ENGINE

PILOT DECLARED EMERGENCY, TOTAL ELECTRICAL FAILURE. DIAGNOSTIC INSPECTION REVEALED ALTERNATOR FAILURE. PILOT FAILED TO SEE WARNING LIGHT; DISCHARGE ON AMMETER AND LOW VOLT READING ON VOLT METER. (GL11200505028) (K)

2005FA0000086

CESSNA

LYC  

 

PIN  

OUT OF ADJUST

12/17/2004

182T

IO540*

 

 

COCKPIT

TRANSIT CUSTOMER HAD RUDDER TRIM STICK IN FULL RT TRIM CONDITION AND COULD NOT TRIM LT. FOUND THAT IF TRIMMED TOO FAR TO RT. THE INDICATOR PIN WOULD JUMP OUT OF TRIM WHEEL TRACK AND COULD LOCK TRIM WHEEL. WE READJUSTED INDICATOR PIN AND CENTERED CONTROLS. THIS IS THE 2ND INCIDENT. (K)

2005FA0000300

CESSNA

 

 

LINE

CHAFED

1/30/2005

206CESSNA

 

 

 

FUEL SYSTEM

WHILE PERFORMING AN ANNUAL INSPECTION IN THE CABIN SUBFLOOR AREAS, NOTED A FUEL LEAK AT THE PORT 90 DEGREE RIDGID FUEL LINE LINKING THE WING TANK, VIA THE PORT DOOR PILLAR, TO SUBFLOOR LINE THAT CONNECTS TO THE SELECTOR VALVE. IT WAS INSTALLED BACKWARD. THIS PLACED THE LINE TOO CLOSE TO A FLOOR BULKHEAD, CAUSING CHAFING AND WEAR-THROUGH. THIS CREATED A LEAK BETWEEN THE FUEL TANK AND THE SHUTOFF VALVE BENEATH THE FLOORBOARD. DO NOT HAVE A SRM FOR PN.

2005FA0000305

CESSNA

CONT

MCAULY

FERRULE

CRACKED

2/3/2005

210J

IO520*

 

C4451

BEARING FLANGE

DURING DISASSEMBLY FOR OVERHAUL, BLADE RETENTION FERRULE C4451 FOUND CRACKED IN BEARING FLANGE ON NR 2 BLADE. THE CRACK APPEARS TO HAVE STARTED AT AN OLD ACTUATING PIN HOLE AND IS OVER THREE INCHES LONG. S/B 196B HAD NOT BEEN ACCOMPLISHED ON THIS PROPELLER.

CA040528008

CESSNA

CONT

 

PUMP

LEAKING

5/11/2004

310R

IO520M

 

6462125

ENGINE FUEL

DURING AIRCRAFT 100 HOURS INSPECTION, THE TECHNICIAN DISCOVERED A BLUE COLORED TRACE OF FUEL ORIGINATING FROM THE FUEL PUMP LOW-METERED ADJUSTMENT SCREW. PRESSURIZED THE FUEL SYSTEM AND NOTICED MORE FUEL LEAKING FROM THE ADJUSTMENT SCREW OF THE FUEL PUMP. THE TECHNICIAN REPLACED THE FUEL PUMP MECHANISM AND RE-PRESSURIZED THE FUEL SYSTEM, NO LEAKS FOUND.

CA040720007

CESSNA

CONT

 

UPLOCK SWITCH

CRACKED

6/21/2004

337G

IO360GB

 

YZ2RQ1T

RT MLG

DISCOVERED SWITCH CRACKED ALONG MATING HALVES. SWITCH HALVES DO NOT APPEAR TO HAVE BEEN BONDED PROPERLY.

CA040621011

CESSNA

CONT

 

ACTUATOR

WORN

6/17/2004

401B

TSIO520EB

 

511523716

TE FLAP

ON APPROACH, THE FLAPS WERE LOWERED TO 45 DEG BUT ONLY WENT TO 30 DEG. THE AIRCRAFT LANDED SAFELY. THE FLAP ACTUATOR INTERNAL GEARS WERE FOUND STRIPPED. THE ACTUATOR WAS REPLACED WITH AN OVERHAULED UNIT.

CA040616011

CESSNA

CONT

 

DOOR

SEPARATED

5/19/2004

401B

TSIO520EB

 

50111302

EMERGENCY EXIT

AFTER TAKEOFF A GROWING WHISTLING SOUND DEVELOPED IN INTENSITY OVER PILOTS LEFT SHOULDER. THERE WAS A LOUD POP OF A NOISE AND THE PILOT SAW THE STARBOARD EMERGENCY EXIT SELF EJECT OUT AND BACK FROM THE REST OF THE PLANE. AIRSPEED WAS REDUCED 170 MPH. PLANE WAS CLEARED TO LAND WHICH WAS UNEVENTFUL.

2005FA0000165

CESSNA

CONT

 

FMU  

OUT OF ADJUST

10/29/2004

402CESSNA

TSIO520E

 

6329168

LT ENGINE

LT ENGINE LOST POWER ON FINAL APPROACH DUE TO THE FUEL METERING UNIT BECOMING OUT OF ADJUSTMENT. UNIT WAS ADJUSTED IAW CSM AND ENGINE FUEL PRESSURES AND FLOWS WERE ADJUSTED IAW MFG SB97-3. GROUND RUN WAS PERFORMED AND FLIGHT TEST CONDUCTED. NO DEFECTS WERE NOTED WITH EITHER ACTION. NO RECOMMENDATIONS FOR NON-RECURRENCE AS THE FUEL SETTINGS CHANGE WITH THE CHANGE IN CONSULTED ON THIS BY THIS COMPANY AND OTHERS WITH THE ONLY RECOMMENDATION THAT PRESSURES AND FLOWS BE ADJUSTED AT SEASONAL CHANGE. (WP19200504117)

2005FA0000429

CESSNA

CONT

 

TORQUE TUBE

CRACKED

3/18/2005

414  

TSIO520*

 

504501024

MLG 

RT TORQUE TUBES CRACKED DURING GEAR RETRACTION.

2005FA0000430

CESSNA

CONT

 

TORQUE TUBE

CRACKED

3/18/2005

414  

TSIO520*

 

504501025

MLG 

LANDING GEAR TORQUE TUBES ARE CRACKED.

2005FA0000166

CESSNA

CONT

 

CRANKSHAFT

CRACKED

7/12/2004

414A

TSIO520*

 

649895

ENGINE

CRANKSHAFT CRACKED

2004FA0000915

CESSNA

CONT

 

EXHAUST ROCKER

BROKEN

10/22/2004

421  

GTSIO520D

 

6399576

NR 3 CYLINDER

ANNUAL PRE-INSPECTION RUN-UP RAN GOOD. POST INSPECTION RUN-UP RAN ROUGH. SUSPECTED A STICKING VALVE. FURTHER INVESTIGATION REVEALED A BROKEN EXHAUST ROCKER ARM AND STUCK VALVE FOR NR 3 CYLINDER ON THE LEFT ENGINE. ALSO, NOTED IS AN APPARENT INCLUSION IN THE BROKEN ROCKER ARM.

2005FA0000397

CESSNA

CONT

CESSNA

BULKHEAD

CRACKED

2/25/2005

421B

GTSIO520C

 

082340063

LT TIP TANK

DURING AN ANNUAL INSPECTION, FOUND AFT BULKHEAD OF THE LT WING TIP TANK ASSY. CRACKED THROUGH FROM APPROXIMATE CENTER OF THE IB LIGHTENING HOLE HORIZONTALLY TO THE BULKHEAD IB EDGE. CRACKED AREA IS ADJACENT TO AFT ATTACH POINT FOR THE TIP TANK ASSY. AIRCRAFT HISTORY THIS AREA UNKNOWN; MAY HAVE POSSIBLY BEEN CAUSED BY PREVIOUS GROUND MISHANDLING OR (HANGAR RASH) TYPE INCIDENT. (K)

2005FA0000396

CESSNA

CONT

 

RIB  

CRACKED

2/25/2005

421B

GTSIO520C

 

502205053

WINGS

DURING AN ANNUAL INSP, NOTED CRACKS IN LT AND RT WING T/E RIBS AT FORWARD END AFT SPAR ATTACHMENT POINT AREAS. AFFECTED RIBS ARE FIRST RIBS IB OF SPOILER SYSTEM ACTUATOR ATTACH POINTS. ALSO FOUND CRACKED AREA IN WING OB T/E SKIN PANEL AT ATTACHMENT POINT TO WS 118.24 T/E RIB, ALSO ADJACENT TO THE RT SPOILER AREA. AIRCRAFT HAD A MFG ELECTRIC/HYDRAULIC SPOILER SYSTEM INSTALLED PREVIOUSLY IAW STC SA4755NM. SUSPECT IN-FLIGHT STRESSES FROM NORMAL OR HIGH-SPEED OPERATIONS CAN BE CAUSING ACCELERATED FATIGUE IN THESE AREAS. RECOMMEND ROUTINE CLOSE VISUAL INSPECTION OF THESE AREAS. (K)

2005FA0000125

CESSNA

CONT

 

CRANKSHAFT

BROKEN

12/2/2004

421B

GTSIO520C

 

TCM652832

ENGINE

CRANKSHAFT BROKE AT NR 2 MAIN. NO SIGNS OF OIL STARVATION. NO SIGNS OF CASE FRETTING. CASE WAS DAMAGED BEYOND REPAIR. (K)

2004FA0000932

CESSNA

 

 

ANGLE

CORRODED

12/13/2004

421C

 

 

515610211

LEFT WING

LEFT WING NACELLE, ANGLE JUST AFT OF FIREWALL EXHIBITED SEVERE CORROSION. CORROSION WAS TRANSFERED TO UPPER WING SKIN AND FUEL CELL.

2005FA0000128

CESSNA

CONT

 

CRANKCASE

CRACKED

12/22/2004

421C

GTSIO520*

 

292266R

ENGINE

ENGINE CASE CRACK BY NR 3 FORWARD CYLINDER UPPER THROUGH BOLT RADIATING DOWNWARD SEVERAL INCHES. AD ADDRESSES THIS PROBLEM, BUT THESE MODEL NR ENGINE ARE NOT INCLUDED. THIS HAS HAPPENED TO THIS ENGINE ONCE BEFORE, 2 YEARS AGO. (K)

2005FA0000092

CESSNA

CONT

 

INTAKE VALVE

BROKEN

11/17/2004

421C

GTSIO520*

 

655783

NR 4 CYLINDER

INTAKE VALVE IN NR 4 CYLINDER FAILED IN FLIGHT. THE VALVE FACE BROKE IN 3 PIECES. THE QUILL SHAFT BROKE AND SHUTDOWN THE ENGINE. THIS IS 3RD ONE SEEN WITH 400-500 HOURS IN SERVICE. (K)

CA040601008

CESSNA

GARRTT

 

BOLT

BROKEN

3/28/2004

441  

TPE33110

 

AN17642

NLG 

GROUND HANDLING PERSONAL ATTEMPTED TO TOW THE AIRCRAFT INTO THE HANGAR FOR A MAINTENANCE FUNCTION. THE TOW BAR BECAME DETATCHED FOLLOWING HOOK UP. THERE WAS NO DAMAGE TO THE AIRCRAFT OTHER THAN THE BROKEN LOWER TORQUE LINK BOLT ON THE NOSE GEAR.

2005FA0000141

CESSNA

WILINT

 

PRECOOLER

BLOWN

2/18/2005

525  

FJ44

 

99144022

LT PYLON

DURING A PREFLIGHT INSPECTION IT WAS NOTED THE PAINT ON THE LOWER SKIN OF THE LEFT PYLON WAS DISCOLORED AND BUBBLED UP. VISUAL INVESTIGATION REVEALED THE PRECOOLER ASSEMBLY HAD FAILED, ALLOWING BLEED AIR INTO THE 6312209-1, DUCT ASSEMBLY, WHICH CAUSED THE 6312209-1 DUCT ASSEMBLY TO FAIL, ALLOWING BLEED AIR INTO THE PYLON. A CONDUCTIVITY CHECK OF THE COMPONENTS WHICH MAKE UP THE PYLON, PYLON SKINS AND FUSELAGE SKINS IN THE AREA OF THE PYLON SHOWED MANY OF THE COMPONENTS TEMPERATURE TO HAVE CHANGED. THE FUSELAGE SKIN IN THE PYLON AND THE AREAS SURROUNDING THE PYLON WERE NOT AFFECTED BY THE HEAT.

2005FA0000187

CESSNA

WILINT

 

SQUAT SWITCH

DEFECTIVE

2/15/2005

525  

FJ44

 

622EN186

LT MLG

SQUAT SWITCH FOUND WITH ROLLER MISSING. DURING TROUBLESHOOTING FOR THRUST REVERSER (T) DEPLOYMENT SHORTLY AFTER TAKEOFF. AIRCRAFT RETURNED TO FIELD AND MADE AN UNEVENTFUL LANDING. REPLACED SQUAT SWITCH WITH NEW OF SAME PN. NO OTHER DEFECTS NOTED ON SWITCH. RECOMMEND THAT PRE-FLIGHT PROCEDURES INCLUDE CHECK FOR PRESENCE AND CONDITION OF SQUAT SWITCH ROLLERS. (K)

B30R20050105

CESSNA

 

 

ACTUATOR

MALFUNCTIONED

1/3/2005

550  

 

 

511523128

ELEVATOR TRIM

DURING PREFLIGHT OF AIRCRAFT, PILOT HEARD A NOISE IN WHILE OPERATING ELEVATOR ELECTRIC TRIM. TROUBLESHOOTING REVEALED THAT THE TRIM CABLES IN THE ELEVATOR ELECTRIC TRIM ACTUATOR HAD CROSSED. A REPLACEMENT ELECTRIC TRIM ACTUATOR WAS ORDERED. UPON RECEIPT OF THE ACTUATOR IT WAS DISCOVERED THAT ONE OF THE CABLES HAD BEEN BENT OVER AND PINCHED. FURTHER INSPECTION REVEALED A BROKEN WIRE IN THE CABLE AT THE PINCHED AREA. THE ACTUATOR WAS RETURNED TO THE VENDOR AS UNSERVICABLE, AND ANOTHER ORDERED.

B3OR20050105

CESSNA

 

 

TRIM MOTOR

JAMMED

1/4/2005

550  

 

 

511523128

ELEVATOR

AIRCRAFT WAS AOG FOR ELEVATOR ELECTRIC TRIM ACTUATOR. WHEN PART WAS RECIEVED FROM VENDOR IT WAS DISCOVERED THAT THE AFT TRIM CABLE WAS ROUTED BETWEEN THE CABLE DRUM AND THE CLUTCH ASSEMBLY JAMMING THE CLUTCH ASSEMBLY. THE CABLE DRUM CLUTCH COULD NOT DISENGAGE TO ALLOW ROTATION OF THE CABLE DRUM. DUE TO THE JAMMED CONDITION OF CLUTCH ASSEMBLY, THE PART COULD NOT BE USED AND A REPLACEMENT WAS ORDERED. THE TRIM ACTUATOR S/N:0313-28, WAS AN OVERHAULED UNIT AND THE WORK WAS DONE BY CESSNA.

B3OR20050205

CESSNA

 

 

TRIM MOTOR

JAMMED

1/4/2005

550  

 

 

511523128

ELEVATOR

AIRCRAFT WAS AOG FOR ELEVATOR ELECTRIC TRIM ACTUATOR. WHEN PART WAS RECIEVED FROM VENDOR IT WAS DISCOVERED THAT THE AFT TRIM CABLE WAS ROUTED BETWEEN THE CABLE DRUM AND THE CLUTCH ASSEMBLY JAMMING THE CLUTCH ASSEMBLY. THE CABLE DRUM CLUTCH COULD NOT DISENGAGE TO ALLOW ROTATION OF THE CABLE DRUM. DUE TO THE JAMMED CONDITION OF CLUTCH ASSEMBLY, THE PART COULD NOT BE USED AND A REPLACEMENT WAS ORDERED. THE TRIM ACTUATOR S/N:0313-28, WAS AN OVERHAULED UNIT AND THE WORK WAS DONE BY CESSNA.

CA041115003

CESSNA

PWA  

 

FCU  

FAILED

11/1/2004

550  

JT15D4

 

32447594

ENGINE

(CAN) ENGINE START CARRIED OUT NORMAL, AIRCRAFT TAXIED FOR TAKEOFF. POWER SETTINGS WERE SET AND RT ENGINE DID NOT ACCELERATE. MAX TURBINE SPEED WAS 56 PERCENT (37 PERCENT FAN) CREW ABORTED TAKE OFF AND RETURNED TO BASE. MAINTENANCE PERFORMED THE TROUBLESHOOTING PROCEDURES INDICATED IN PWA MM AND DETERMINED FAULT WAS FUEL CONTROL UNIT. FCU 3244759-4 (S/N A58173N) REPLACED AND AIRCRAFT ENGINE RUNS AND RIGGING CARRIED OUT SATISFACTORY. AIRCRAFT RELEASED BACK TO SERVICE NOV. 05.

CA050117002

CESSNA

PWA  

 

SWITCH

FAILED

1/6/2005

550  

JT15D4

 

91929

LT MLG ACTUATOR

(CAN) WHILE CARRYING OUT NIGHT LANDINGS ON A LOCAL TRAINING FLIGHT, THE LT MAIN GEAR DOWNLOCK INDICATION FAILED TO ILLUMINATE ON THE NINTH LANDING APPROACH. THE CREW CARRIED OUT AN EMERGENCY EXTENSION PROCEDURE AND LANDED SAFELY. MAINTENANCE CREW SERVICED THE LANDING GEAR IAW THE MM AND REPLACED THE LT MAIN GEAR ACTUATOR P/N 9912053-21. THE GEAR DOWNLOCK SWITCH WHICH FAILED IS INTEGRAL TO THE ACTUATOR. A SUCCESSFUL LANDING GEAR EXTENSION AND RETRACTION TEST WAS CARRIED OUT AND THE AIRCRAFT RETURNED TO SERVICE.

2005R0037

CESSNA

PWA  

BFGOODRICH

BRAKE DISC

CRACKED

12/16/2004

550  

JT15D4

 

1338932

MLG BRAKE

BRAKE ASSEMBLY P/N: 2-1528-6, S/N'S: 0110 AND 1390. BOTH OF THESE BRAKES ARE IN COMPLIANCE WITH MFG SB 2-1528-32-2, REV 5, DATED 3 APR, 2003. BOTH BRAKES WERE UNDERGOING VISUAL INSPECTION AT 202 LANDINGS AND 194.7 HRS SINCE OVERHAUL. BOTH BRAKES HAD STATORS P/N: 133-893-2 CHG D, WITH CRACKS IN THE STOP HOLE AREA OF THE LONG EXPANSION SLOTS.

CA040715003

CESSNA

PWA  

 

WIRE HARNESS

CHAFED

7/14/2004

550  

JT15D4

 

 

COMMS

UPON VISUAL INSPECTION OF THE RADIO MANAGEMENT UNITS (RMU) WIRE BUNDLES, A WIRE IN THE NR 1 RMU BUNDLE WAS FOUND TO BE DAMAGED BEYOND THE POINT OF EXPOSURE OF BARE WIRE AND APPEARS TO BE CHAFED APPROXIMATELY ONE QUARTER THE WAY THROUGH. THE CHAFFING OCCURRED AGAINST A STATIC SOURCE TEE FITTING BEHIND AND TO THE RIGHT OF THE NUMBER ONE RMU.

2005FA0000194

CESSNA

PWA  

 

SEAT BACK

CRACKED

2/11/2005

550  

JT15D4

 

551900922

SEAT 

UPPER CHAIR BASE ASSEMBLY CRACKED AT CHAIR BACK ATTACH POINTS. STRESS ON CHAIR BACK AND METAL FATIGUE PROBABLE CAUSE. ALSO, PREVIOUS INAPPROPRIATE REPAIR. CHAIR WAS REPORTED IAW STC ST01042WI, STRUCTURAL SEAT REPAIR. (CE05200503843) (K)

CA040621001

CESSNA

PWA  

 

CONTROL CABLE

CHAFED

6/18/2004

550  

PW530A

 

 

ELEVATOR

ELEVATOR MAIN TRIM CABLE FOUND RIDING BETWEEN ELECTRONIC TRIM SERVO DRUM AND GUARD.

FCPR200500001

CESSNA

 

 

SEAL

DISLODGED

12/23/2004

560CESSNA

 

 

31A408150

TAILCONE

CUSTOMER REPOARTS UNUSUAL SMELL FROM TAILCONE. INSPECTED BLEAD AIR LINES. FOUND PERI-SEAL CONNECTING L/H FLOW CONTROL VALVE TO WINDSHIELD BLEED AIR COUPLING LEAKING AND DISLODGEDALLOWING ENGINE BLEED AIR TO DUMP INTO THE TAIL CONE. 2SAFETY LANYARDSP/N 26A429-17 ARE BROKEN AND AFT PRESSURE BULKHEAD SHOWS SIGNS OF HEAT SCORCHING. WIRE BUNDLE FROM LH ENGINE PYLON TO AFT PRESSURE BULKHEAD IS DAMAGED CAUSING MULTIBLE SYSTEM TO INDICATE FAILURE.

CA050104007

CESSNA

PWA  

 

RMU  

FAILED

12/9/2004

560CESSNA

PW535A

 

7012100825

 

(CAN) DISPLAY SCREEN LOST YELLOW AND GREEN COLOR LEAVING ONLY RED AND BLUE. REPLACED RMU WITH EXCHANGE UNIT. NOTE: THIS IS THE SECOND UNIT TO FAIL. THE FIRST FAILED WITH 264 HOURS TSN.

CA050104008

CESSNA

PWA  

 

BRAKE ASSY

FAILED

11/26/2004

560CESSNA

PW535A

 

21656

MLG 

(CAN) WEEPING OF HYDRAULIC FLUID PAST PISTON PACKINGS, MFG SB 2-1601-32-2 RECOMMENDS INSTALLATION OF OVERSIZE PACKINGS P/N 68-1507 TO REDUCE THE PROBLEM. THESE PACKINGS WERE INSTALLED WHEN THE BRAKES WERE MANUFACTURED. APPROXIMATELY 325 LANDINGS IS NOT VERY GOOD LIFE.

CA050104009

CESSNA

PWA  

 

STARTER GEN

FAILED

10/31/2004

560CESSNA

PW535A

 

300SG42982

ENGINE

(CAN) GENERATOR FUNCTION OK IN FLIGHT, AFTER SHUTDOWN. ON ENGINE START, ENGINE WOULD NOT ROTATE. FOUND COMMUNTATOR AND BRUSHES DAMAGED BY ARCING.

CA041013005

CESSNA

PWA  

 

PLUG

LEAKING

9/24/2004

560CESSNA

PW535A

 

49330

WHEEL

(CAN) MAIN WHEEL ASSEMBLY LEAKING 1-2 PSI PER DAY. REPLACED 2 THERMAL RELIEF PLUGS AND LEAK CHECKED. OK.

2005FA0000408

CESSNA

PWA  

 

RELAY

FAILED

3/2/2005

560CESSNA

PW545A

 

 

SENSOR HEAT

DURING POST FLIGHT WALK AROUND, PILOT NOTICED THAT THE ROSEMONT SENSOR HAD ICE ON IT. UPON OPERATIONAL CHECK, FOUND THAT THE SENSOR WAS NOT HEATING. TROUBLESHOOTING THE SYSTEM, FOUND THAT THERE WAS NO POWER TO THE HEATING ELEMENT OF THE PROBE. UPON FURTHER INVESTIGATION, FOUND THAT THE RELAY KC311 PINS- X1 AND X2 WERE PINNED IN REVERSE ORDER. REPINNED THE RELAY AND OPS CHECKED THE SYSTEM, GOOD. (EA09200500318) (K)

2005FA0000276

CESSNA

PWA  

BFGOODRICH

HEAT SHIELD

CONTAMINATED

2/11/2005

560XL

PW545A

 

378941

WHEEL

AFTER LANDING, SMOKE AND SMALL FLAME OBSERVED FROM LT MAIN GEAR WHEEL. FIRE WAS EXTINGUISHED, NO DAMAGE TO LANDING GEAR OR AIRCRAFT. LT MAIN GEAR WHEEL ASSEMBLY WAS REPLACED AS A PRECAUTION. THE LT WHEEL HAD BEEN RECENTLY CLEANED WITH A WATER BASED SOLVENT IAW THE WHEEL CMM. SUSPECT THAT THE PARTS CLEANER USED TO CLEAN THE WHEEL MAY HAVE BEEN CONTAMINATED WITH A PETROLEUM BASED LIQUID. IAW MFG, THERE HAVE BEEN REPORTED CASES OF WHEEL FIRES DUE TO THE HEAT SHIELD ABSORBING A PETROLEUM SOLVENT.

2005FA0000275

CESSNA

 

 

CONNECTOR

ARCED

1/5/2005

650  

 

 

3505501

 

A WIRE CONNECTOR WAS INSTALLED TO REPLACE A BROKEN CONNECTOR. CONNECTOR WAS INSTALLED AND APPROVED FOR RETURN TO SERVICE BY A CERTIFIED REPAIR STATION.THE WIRE PROVIDED POWER TO THE OVERHEAD LIGHTS. APPROXIMATELY TWO WEEKS AFTER THE MAINTENANCE WAS PERFORMED, THE OPERATOR WAS PERFORMING AN OXYGEN MASK DROP TEST. HE HEARD A NOISE AND THEN SMELLED SMOKE AND SAW A SMALL FLAME IN THE HEADLINER AREA NEAR THE CABIN DOOR. THE OPERATOR SHUT OFF POWER AND EXTINGUISHED THE FLAME. INVESTIGATION REVEALED THE CONNECTOR WAS MELTED AND THE WIRING WAS BURNED. THE OXYGEN SUPPLY LINE ADJACENT THE WIRE HAD SOME BURNED STRANDS OF OUTER COVERING. THE OPERATOR REPAIRED THE WIRING AND INSTALLED A NEW OXYGEN LINE.

2005FA0000273

CESSNA

 

 

FILTER

LEAKING

1/11/2005

750  

 

 

99144655

HYD SYSTEM

HYDRAULIC LEAK FROM RT PYLON NOTED DURING POST FLIGHT, CAUSE: RUDDER STANDBY FILTER ASSEMBLY DIFFERENTIAL PRESSURE INDICATOR HAD 1 RETAINING SCREW SHEARED AT THE HEAD P/N AA-2100-11D99. 3000 PSI OF SYSTEM PRESSURE CAUSED O-RING DAMAGE AND THE SUBSEQUENT LEAK.

2005FA0000437

CESSNA

CONT

 

ADC  

MALFUNCTIONED

8/16/2004

A185E

IO520*

 

962830A1S8

COCKPIT

ADC PROVIDING ERRONEOUS HEADING AND ALTITUDE READINGS. ADC INSTALLED AS PART OF FLIGHT SYSTEM EFIS-SV SYSTEM. UNDER STC NR SA02203AK. (K)

2005FA0000297

CESSNA

 

 

ALTERNATOR

CORRODED

2/9/2005

A185F

 

 

DOFF10300B

ENGINE

LOW VOLTAGE LIGHT COMES ON OCCASIONALLY-RESET SWITCH AND OPERATES NORMAL. FOUND BRUSHES WORN OUT IN ALTERNATOR. REMOVING ALTERNATOR WAS EXTREMELY DIFFICULT. MOUNTING BOLT WAS FROZEN IN ALTERNATOR. USING PENETRANT HELPED TO FREE THE BOLT. DISCOVERED THAT FACILITY HAD INSTALLED A STEEL BUSHING IN MOUNTING BOSS DURING OVERHAUL. THE BOLT AND BUSHING WERE RUSTED TOGETHER. THE BUSHING APPEARS TO BE A REPAIR.

CA040525005

CESSNA

CONT

 

SHOULDER BELT

INADEQUATE

5/25/2004

A185F

IO520D

 

 

COCKPIT

IT WAS NOTED DURING INSPECTION, THAT THE REAR SEAT SHOULDER HARNESSES WERE NOT INCOMPLIANCE WITH AIRWORTHINESS DIRECTIVE 86-26-04. THIS DIRECTIVE IS SERIAL NUMBER SPECIFIC AND SHOULD NOT APPLY TO THIS AIRCRAFT. IT APPEARS THAT THESE HARNESSES WERE RECYCLED BY BELT MAKERS INC AND INSTALLED IN THIS AIRCRAFT WHEN THE INTERIOR WAS REDONE IN 2003.

2005FA0000068

CESSNA

CONT

 

BULKHEAD

CRACKED

12/2/2004

P206

IO520*

 

 

FUSELAGE

WHILE PERFORMING INSPECTION PORTION OF AD PERTAINING TO THE AFT VERTICAL FIN ATTACHMENT BULKHEAD, ONE CRACK WAS FOUND IN EACH OF LOWER IB PORTIONS OF THE RUDDER CABLE CUTOUTS AT APPROXIMATELY THE 4 O`CLOCK POSITION ON THE LT CUTOUT AND THE 8 O`CLOCK POSITION ON THE RT CUTOUT. CRACKS WERE EACH APPROX .2500 INCH LONG, ORIGINATING AT THE EDGE OF THE CUTOUT AND TRAVELING IN A DIRECTION PERPENDICULAR TO GANGENT OF RADIUS OF CUTOUT AT POINT OF ORIGIN. ALL OTHER AREAS OF INSP PRESCRIBED BY AD WERE FOUND TO BE WITHIN LIMITS AND NO OTHER DISCREPANCIES WERE FOUND. NO OBVIOUS REASON FOR CRACKS IN THIS LOCATION UNLESS POINTS OF CONCENTRATED STRESS CAUSED BY RUDDER DEFLECTION. (SO09200502375) (SO09200502381) (K)

2005FA0000168

CESSNA

CONT

 

STUD

FAILED

10/26/2004

P206

IO520A

 

 

ENGINE

(2) EA DECK STUDS ON NR 1 CYLINDER FAILED. (K)

2005FA0000127

CESSNA

CONT

 

HEATER

CRACKED

10/25/2004

P210N

TSIO520*

 

24648000

ENGINE INLET

PILOT REPORTED SMELLING A BURNED ODOR WHILE DESCENDING IN SEVERE ICING CONDITIONS. ON A POST FLIGHT INSPECTION OF THE AIRCRAFT A V SHAPED CRACK WITH THE TIP MISSING WAS FOUND IN THE ENGINE INLET HEATER. IT APPEARS THAT PART OF THE HEATER HAS SHORTED OUT CAUSING THIS PART TO CRACK. THE HEATER WAS TESTED AND WAS STILL OPERATIONAL. (K)

2005FA0000085

CESSNA

CONT

 

FUEL LINE

SPLIT

12/14/2004

P337H

TSIO470*

 

151613621

FUEL SYSTEM

AIRCRAFT DEPARTED BGR, TEMPERATURE THE PREVIOUS RIGHT AND DAY WERE CLOSE TO FREEZING. AIRCRAFT RETURNED WITH FUEL SMELL IN COCKPIT. INVESTIGATION FOUND LT FUEL CROSSFEED LINE HAD SPLIT. UPON REMOVAL OF LINE, PRESENCE OF WATER WAS FOUND. PROBABLE CAUSE WAS WATER FROZEN IN LINE. THERE ARE NO PROVISIONS OR PROCEDURES TO DRAIN THIS OR THE RT CROSSFEED LINES. (NE05200503189) (K)

CA040819008

CESSNA

LYC  

 

HOUSING

LEAKING

8/9/2004

R182

O540J3C5

 

LW11485

PUSHROD

(CAN) ON INSPECTION, LT ENGINE SIDE FOUND VERY OILY, AFTER CLEANING, RUN UP TEST C/O AND OIL LEAK FOUND ON NR2 INTAKE VALVE PUSH ROD HOUSING. A SMALL PIN HOLE FOUND ON THE TUBE (VISIBLE ONLY WITH A MAGNIFYING GLASS). NEW TUBE P/N LW11485 INSTALLED, OPERATIONAL TEST C/O AND NO LEAK NOTED.

2005FA0000303

CESSNA

LYC  

 

TERMINAL

LOOSE

3/7/2005

T182T

TIO540*

 

 

STALL WARNING

STALL WARNING INOP, FOUND STALL WARNING SWITCH TERMINAL SCREW LAYING INSIDE WING, SCREW BACKED OUT IN FLIGHT.

2004FA0000859

CESSNA

LYC  

 

CIRCUIT BREAKER

MISINSTALLED

8/27/2004

T182T

TIO540*

 

 

ELECTRICAL SYS

GPS CIRCUIT BREAKER IS PROVIDING POWER TO MULTIPLE UNITS WHICH IS CONTRARY TO AC20-138A. AC20-138 STATES THAT GPS CIRCUIT BREAKER CAN ONLY POWER GPS. REFERENCE ATTACHED DRAWINGS FROM MFG WIRING DIAGRAM MANUAL. PAGES 34-20-00-01 AND 34-52-03-01.

2005FA0000079

CESSNA

CONT

 

ELEVATOR

MISREPAIRED

1/27/2005

T210F

IO520*

 

12346204

RT & LT

DURING AN ANNUAL INSP, FOUND LT ELEVATOR TORQUE TUBE LOOSE, AFTER REPAIR WHILE CHECKING CONTROL SURFACE BALANCE, SURFACE WAS FOUND TO BE BADLY OUT OF BALANCE AT +21 IN LBS. REMOVED T/E AND FOUND IT TO HAVE BEEN REPLACED WITH A FIELD FABRICATED PART BY PERSONS UNKNOWN. FOUND THE MATERIALS USED TO BE .040 SHEET ALUMINUM, THE FACTORY T/E WAS MADE OUT OF .016 AND WAS FOAM FILLED, REPLACED THE T/E WITH FACTORY PARTS, REPLACED T/E AND TRIM TAB ON OTHER ELEVATOR DUE TO SAME CONDITION, REBALANCED CONTROL SURFACES AND FOUND TO BE WITHIN RANGE OF 0 TO +5.4 IN LBS. (WP07200509576) (K)

2005FA0000427

CESSNA

CONT

 

CYLINDER HEAD

SEPARATED

3/18/2005

T310R

TSIO520NB

 

AEC631397

ENGINE

DURING TAKEOFF PILOT NOTICED A SHUDDER OR VIBRATION. UPON LANDING ENGINE BEGAN TO RUN ROUGH. MAINTENANCE FOUND LT ENGINE NR 6 CYLINDER HEAD HAD SEPARATED. ENGINE WAS OVERHAULED ON 4-23-2004 AND PUT IN SERVICE ON 5-18-2004. THE ENGINE HAD 475 HOURS SINCE OVERHAUL. THE CYLINDER WAS A NEW, INSTALLED AT OVERHAUL.

2005FA0000022

CESSNA

 

 

COWL FLAP

INOPERATIVE

12/28/2004

T337C

 

 

 

 

THE OWNER INSTALLED STC SA01091AT. THIS STC REMOVES THE ELECTRIC COWL FLAP MOTOR, AND INSTALLED A COMPLETELY MECHANICAL SYSTEM. THE OWNER COMPLAINED THAT HE COULD NOT THE CLOSE REAR COWL FLAP IN FLIGHT.

2005FA0000262

CESSNA

LYC  

 

RIB  

CRACKED

10/4/2004

TR182

O540*

 

 

LT FLAP TRACK

LT WING IB FLAP TRACK RIB ASSY, PN 1221010-15, HAS 2 BRACKETS RIVETED TO EITHER SIDE OF IT TO ATTACH FLAP TRACK RIB ASSY TO WING LOWER IB T/E SKIN, REF TO AS FLAP WELL SKIN) PN 0720601-101. ONE OF BRACKETS HAD CRACKED ALLOWING BRACKET TO TWIST SLIGHTLY, DECREASING CLEARANCE BETWEEN BRACKET AND FLAP ROLLER SLOT IN FLAP TRACK RIB ASSY. ON GROUND, PILOT TRIED TO RAISE FLAPS. FRONT OF LT FLAP IB SUPPORT ARM RIB ASSY CAUGHT ON CRACKED AND TWISTED BRACKET JAMMING IB END OF FLAP. NORMALLY THERE IS ABOUT .1250 INCH CLEARANCE BETWEEN THE BRACKET AND FRONT OF FLALP SUPPORT ARM. FLAP MOTOR CONTINUED TO RUN, TRYING TO RETRACT FLAPS, CAUSING SUBSTANTIAL DAMAGE TO JAMMED LT FLAP. REPLACED CRACKED BRACKET, LT FLAP. (K)

TCMMAQ1

CESSNA

CONT

 

MAGNETO

DEFORMED

1/25/2005

TU206G

TSIO520M

 

103493504

ENGINE

COIL WEDGES OVERDRIVEN TO THE POINT OF CONTACT WITH COIL, CRACKING THE INSULATION.

TCMMAQ2

CESSNA

CONT

 

MAGNETO

DEFORMED

1/25/2005

TU206G

TSIO520M

 

103493505

ENGINE

COIL WEDGES OVERDRIVEN TO THE POINT OF CONTACT WITH COIL, CRACKING THE INSULATION.

CA041006008

CESSNA

CONT

 

THROTTLE CABLE

BROKEN

9/17/2004

U206F

IO550F

 

MCC29950501

ENGINE

(CAN) PILOT MAKING AN APPROACH TO SCHEDULED LANDING WHEN ENGINE POWER WENT TO IDLE WITH NO RESPONSE TO ACTIONS OF THROTTLE CONTROL. PILOT ELECTED TO LAND IN FIELD SHORT OF RUNWAY AND EXPERIENCED NO DIFFICULTY. AIRCRAFT EQUIPPED WITH TUNDRA TIRES. MAINTENANCE DETERMINED THE THROTTLE CABLE AT THE ENGINE CONNECTION HAD FAILED. THROTTLE CABLE WAS REPLACED AND AIRCRAFT FLOWN FROM FIELD. NO FURTHER ACTION REQUIRED. P/N MCC299505-01 IS A PMA PART.

CA040924008

CESSNA

CONT

CESSNA

FITTING

CRACKED

9/24/2004

U206G

IO520F

12910606

12116013

LT MLG

(CAN) LT MAIN LANDING GEAR OB FITTING FOUND CRACKED.

MN3525

CESSNA

CONT

 

ENGINE

MAKING METAL

2/24/2005

U206G

IO520F

 

IO520F

 

DURING AIRCRAFT 50 HOUR INSPECTION, FOUND METAL IN THE OIL FILTER. TOOK OIL SAMPLE DURING ENGINE OIL CHANGE. RECOMMENDED TO OWNER TO CHANGE ENGINE. REPLACED ENGINE AFTER OWNER APPROVAL.

2005FA0000264

CESSNA

CONT

 

CONTACTOR

FAILED

3/9/2005

U206G

IO550*

 

S24432

STARTER

STARTER CONTACTOR DID NOT DISENGAGE AFTER ENGINE START. THIS RESULTED IN FAILURE OF THE STARTER AS WELL. THE SITUATION DID NOT BECOME APPARENT UNTIL AFTER TAKEOFF. THIS AIRCRAFT HAS A (STARTER ENGAGED) WARNING LIGHT INSTALLED BUT IT DID NOT INDICATE CLEARLY UNTIL AFTER TAKEOFF. PERHAPS BECAUSE AT HIGH POWER SETTINGS THE ALTERNATOR PRODUCED MAXIMUM POWER AND AT HIGH SPEED THE STARTER MOTOR WOULD DRAW FEWER AMPS THAN AT LOW SPEED, ALLOWING THE BUS VOLTAGE TO RISE AND ILLUMINATE THE LAMP BRIGHTER. FIRST LIGHTWEIGHT STARTER INSTALLED ON THIS AC, INDICATION THAT LIGHTWEIGHT STARTERS HAVE HIGHER CURRENT DRAW THAN LARGER STARTER THAT WAS USED. SUSPECT MFG CONTACTOR CANNOT HANDLE LOAD.(K)

CA040526008

CESSNA

CONT

 

FAN  

FAILED

5/11/2004

U206G

IO550F

 

C4140070101

E/E BAY

SHORTLY AFTER TAKEOFF SMOKE WAS OBSERVED IN THE COCKPIT AND EMERGENCY WAS DECLARED AND THE AIRCRAFT RETURNED FOR LANDING. AT THIS TIME THE AIRSPEED WAS READING EXTREMELY LOW. INVESTIGATION REVEALED THE STROBE/AVIONICS COOLING FAN CIRCUIT BREAKER OPEN. THE FAN ASSY EXHIBITED A STRONG BURNED ODOR AND THE PITOT LINE FOR THE LAKE AND AIR GEAR ADVISORY WAS FOUND MELTED WHERE ROUTED IN CLOSE PROXIMITY TO THE FAN MOTOR. THE PITOT LINE WAS REPAIRED AND RE-ROUTED AND A NEW BLOWER ASSY INSTALLED.

27011204

CIRRUS

 

CIRRUS

BOLT

CHAFED

12/23/2004

SR22

 

 

AN334

ALR AIR DOOR

THE BOLT (P/N 3-34) THAT SERVES AS THE PIVOT FOR THE ALTERNATE AIR DOOR IN THE INDUCTION DUCT ASSY (P/N 15708-001) IS BEING CHAFED BY THE INDUCTION DUCT SUPPORT BRACKET P/N 15671-002. IN ADDITION TO THE CHAFED BOLT THE PLASTIC DUCT IS SUSCEPTABLE TO CRACKING AROUND THE PIVOT BOLT ON THE BOTTOM OF THE DUCT ASSY. THIS AREA IS VERY DIFFICULT TO INSPECT WITHOUT REMOVING THE DUCT ASSY. ALSO, IT IS NECCESSARY TO REMOVE THE NUT AND SUPPORT BRACKET TO VISUALLY INSPECT THIS AREA.

27641204

CIRRUS

 

CIRRUS

BRACKET

CHAFED

12/23/2004

SR22

 

 

116118-001

RT INST PANEL

THE PILOT REPORTED A LOSS OF VOLTAGE INDICATION ON THE MFD WITH ALL OTHER SYSTEMS OPERATING NORMALLY. THROUGH TROUBLESHOOTING IT WAS DISCOVER THAT WIRE #ANEN983-22 WAS CHAFFED THROUGH THE INSULATION (THE AREA IN QUESTION IS LOCATED ABOVE THE CO-PILOTS KICK PANEL AND BEHIND THE RIGHT HAND INSTRUMENT PANEL). THE AIRCRAFT RECENTLY HAD THE X-M WEATHER KIT OPTION INSTALLED. IT APPEARS THAT WHEN THE KIT IS INSTALLED IT IS POSSIBLE FOR THE WIRE HARNESS TO BE MOVED TO THE POINT WHERE IT CAN CHAFFE ON THE X-M AFT MOUNTING BRACKET. SINCE THIS IS DIFFICULT TO SEE ANTI-CHAFFE MATERIAL SHOULD BE INSTALLED ON THE AFT BRACKET TO ELIMINATE THE POSSIBILITY OF THIS CONDITION.

270112

CIRRUS

 

CIRRUS

BOLT

CHAFED

12/23/2004

SR22

 

 

AN334

ALR AIR DOOR

THE BOLT (P/N 3-34) THAT SERVES AS THE PIVOT FOR THE ALTERNATE AIR DOOR IN THE INDUCTION DUCT ASSY (P/N 15708-001) IS BEING CHAFFED BY THE INDUCTION DUCT SUPPORT BRACKET P/N 15671-002. IN ADDITION TO THE CHAFFED BOLT THE PLASTIC DUCT IS SUSCEPTABLE TO CRACKING AROUND THE PIVOT BOLT ON THE BOTTOM OF THE DUCT ASSY. THIS AREA IS VERY DIFFICULT TO INSPECT WITHOUT REMOVING THE DUCT ASSY. ALSO, IT IS NECCESSARY TO REMOVE THE NUT AND SUPPORT BRACKET TO VISUALLY INSPECT THIS AREA.

CA040615012

CIRRUS

CONT

 

HINGE

CORRODED

6/15/2004

SR22

IO550N

 

14573002

TE FLAP

(CAN) FLAP HINGE ASSEMBLY HAS INTERGRANULAR CORROSION ON THE FORWARD EDGE OF THE HINGEJUST BELOW THE BOTTOM WING SKIN ABOVE THE HINGE FAIRING.

CA040615013

CIRRUS

CONT

 

HINGE

CORRODED

6/15/2004

SR22

IO550N

 

14572002

TE FLAP

(CAN) FLAP HINGE ASSEMBLY HAS INTERGRANULAR CORROSION ON THE FORWARD EDGE OF THE HINGEJUST BELOW THE BOTTOM WING SKIN ABOVE THE HINGE FAIRING.

CA040615014

CIRRUS

CONT

 

HINGE

CORRODED

6/15/2004

SR22

IO550N

 

14571003

TE FLAP

(CAN) FLAP HINGE ASSEMBLY HAS INTERGRANULAR CORROSION ON THE FORWARD EDGE OF THE HINGEJUST BELOW THE BOTTOM WING SKIN ABOVE THE HINGE FAIRING.

CA040615015

CIRRUS

CONT

 

HINGE

CORRODED

6/15/2004

SR22

IO550N

 

14571004

TE FLAP

(CAN) WING FLAP HINGE HAS INTERGRANULAR CORROSION ON THE LEADING EDGE OF HINGE JUST BELOW THE WING SKIN AND FLAP HINGE FAIRING.

CA040728010

CNDAIR

 

 

O-RING

BLOWN

7/27/2004

CL2151A10

 

 

MS2877810

HYD PUMP

THE AIRCRAFT WAS ON APPROACH TO THE AIRPORT. THERE WAS A LOSS OF HYDRAULIC PRESSURE. THE AIRCRAFT LANDED WITHOUT INCIDENT. UPON INVESTIGATION BY MAINTENANCE STAFF THE RT ENGINE DRIVEN HYDRAULIC PUMP O-RING AT THE PRESSURE LINE FITTING HAD BLOWN ALLOWING THE HYDRAULIC FLUID TO LEAK OUT UNDER PRESSURE. THE FAILED O-RING WAS REPLACED WITH A SERVICEABLE O-RING AND THE HYDRAULIC SYSTEM WAS REPLENISHED. THE RT HYDRAULIC PUMP CHECKED SERVICEABLE. THE LT PUMP WAS REPLACED AND THE AIRCRAFT WAS RETURNED TO SERVICE.

CA040720010

CNDAIR

PWA  

 

BRACKET

BROKEN

7/18/2004

CL2151A10

CA3  

 

215260994

DOOR SENSOR

DURING FOREST FIRE SUPPRESSION ACTION, THE PILOTS NOTICED THAT THE LT BOMB DOOR INDICATOR LIGHT ON THE ANNUNCIATOR PANEL DISPLAYED A 'DOOR UNLOCKED' INDICATION. FIRE SUPPRESSION ACTION WAS ABORTED AND THE AIRCRAFT RETURNED TO BASE FOR MAINTENANCE. AMES INSPECTED THE WATER DROP SYSTEM AND FOUND THE BRACKET THAT HOLDS THE LT WATER DOOR LOCKED INDICATION MICROSWITCH WAS BROKEN.(SEE ITEM 71 IN ATTACHED FIGURE). A NEW BRACKET WAS INSTALLED, MICROSWITCH ADJUSTED AND THE SYSTEM FUNCTION TESTED. AIRCRAFT WAS RELEASED FOR RETURNED TO SERVICE. IT APPEARS FROM OBSERVING THE LACK OF 'FRESH BREAKAGE METAL' ON THE BROKEN BRACKET THAT THE BRACKET MAY HAVE BEEN CRACKED FOR SOME TIME BEFORE IT FAILED.

CA041031003

CNDAIR

 

 

WINDOW

CRACKED

10/25/2004

CL6002B19

 

 

NP1393221

COCKPIT

(CAN) THE PILOT SIDE WINDOW CRACK WHILE IN APPROACH. THE WINDOW WAS REPLACED IAW AMM.

CA041013001

CNDAIR

GE  

 

PCU  

FAILED

10/10/2004

CL6002B19

CF343B1

 

270007

SPOILER

(CAN) RT FLT SPOILER DEPLOYED MOMENTARILY DURING FLIGHT CAUSING ROLL. FLT SPOILER FAULT MSG APPEARED. REMOVED AND REPLACED RT IB FLT SPOILER PCU.

CA040615010

CNDAIR

GE  

 

TIRE

SEPARATED

5/20/2004

CL6002B19

CF343B1

 

H29X901516

MLG 

(CAN) ON LANDING VIBRATION DETECTED. PILOTS' POST FLIGHT INSPECTION NOTICED NR 3 MLG TIRE HAD SEPARATED AND RUPTURED. RT IB FLAP WAS DAMAGED AS A RESULT.

CA040615011

CNDAIR

GE  

 

WINDOW

DAMAGED

5/4/2004

CL6002B19

CF343B1

 

NP1393225

COCKPIT

(CAN) SMOKE IN COCKPIT DUE TO LT WINDOW HEATER. EMERGENCY DECLARED DUE TO DAMAGED INSULATION BLOCK, REPLACEMENT OF LT SIDE WINDOW AND CONTINUITY CHECK OF SUPPLY WIRES NECESSARY. TROUBLESHOOTING POINTS TO INTERNAL FAULT OF THE HEATER ELEMENT TERMINAL BLOCK AT WINDOW 'MPE4HC'. LT SIDE WINDOW REMOVED ACC. AMM 56-12-01-000-801. LT SIDE WINDOW IAW AMM 56-12-01-400-801 INSTALLED.

CA050115001

CNDAIR

GE  

 

IDG  

INOPERATIVE

1/11/2005

CL6002B19

CF343B1

 

755469D

GENERATOR

(CAN) LOSS OF BOTH IDGS ON APPROACH FOLLOWED BY AN ADG DEPLOYMENT. NO PROBLEM WAS REPORTED WITH THE ADG. FLIGHT CREW DECIDED TO ABORT THE APPROACH. EMERGENCY WAS DECLARED. THE CREW DECIDED TO START DE APU TO POWER THE AIRCRAFT BUSES. THE AIRCRAFT LANDED. THE IDG 2 WAS INSPECTED. OIL LEVEL WAS LOW. ANS REPORTS 2 LITERS WERE ADDED. IDG 1 OIL LEVEL WAS OK. GROUND RUNS COULD NOT DUPLICATE THE SNAG. BOTH IDG'S AND BOTH GCUS WERE REPLACED. WIRING INSPECTION INCLUDING ENGINES AND PYLONS WITH NO ANOMALY FOUND.

CA040528001

CNDAIR

GE  

 

TRANSMITTER

FAILED

5/27/2004

CL6002B19

CF343B1

 

6229302003

WX RADAR SYS

DURING FLIGHT, UPON SELECTION OF WEATHER RADAR, THE BLUE 'RADAR FAULT' AND AMBER 'RADAR CONTROL FAULT' MESSAGES APPEARED ON THE MFD DISPLAY, CREW CYCLED ON AND OFF WITH NO SUCCESS, CREW DETERMINED TO RETURN AIRCRAFT WHERE MAINTENANCE ENGINEERS UPON TESTING THE SYSTEM REPLACED WEATHER RADAR RECEIVER TRANSMITTER AND ANTENNA (ALL ONE UNIT) AND RETURNED AIRCRAFT TO SERVICE. TIME ON UNIT UNKNOWN TIME ON AIRCRAFT IS 10227.58

CA040528002

CNDAIR

GE  

 

WINDSHIELD

CRACKED

5/24/2004

CL6002B19

CF343B1

 

NP13932112

COCKPIT

FLIGHT EN ROUTE WHILE DESCENDING OUT OF 25,000 FT, FIRST OFFICER'S WINDSHIELD CRACKED. WINDSHIELD REPLACED. AIRCRAFT RETURNED TO SERVICE.

CA040704001

CNDAIR

GE  

 

WINDSHIELD

CRACKED

6/30/2004

CL6002C10

CF348C1

 

NP13932112

COCKPIT

(CAN) ENROUTE THE F/O'S WINDSHIELD SHATTERED, CREW ELECTED TO DIVERT. MAINTENANCE REPLACED WINDSHIELD.(SEE ALSO: US NR 2004071600072)

CA041031002

CNDAIR

GE  

 

WINDOW

CRACKED

10/27/2004

CL6002C10

CF348C1

 

NP13932211

COCKPIT

(CAN) THE PILOT SIDE WINDOW CRACKED WHILE IN CRUISE. THE WINDOW WAS REPLACED IN ACCORDANCE WITH AMM.

CA041129002

CNDAIR

GE  

 

WINDOW

CRACKED

11/23/2004

CL6002C10

CF348C1

 

NP1393226

COCKPIT

(CAN) THE RT SIDE WINDOW CRACKED WHILE IN CRUISE. A NEW WINDOW WAS INSTALLED AS IAW AMM.

CA040729002

CNDAIR

GE  

 

GENERATOR

FAILED

7/27/2004

CL6012A12

CF341A

 

 

AC SYS

DURING A ROUTINE POST MAJOR MAINTENANCE FLIGHT CHECK OF THE AIR DRIVEN TURBINE GENERATOR SYSTEM, THE SYSTEM FAILED TO TAKE THE ELECTRICAL LOAD, AS INDICATED BY THE AMMETER AND THE VOLTMETER, WHEN THE TURBINE WAS MANUALLY DEPLOYED. MAINTENANCE FINDINGS:- ADG OUTPUT WIRING AT CONNECTOR P1XC WAS FOUND TO BE ENTIRELY BURNT OFF AND ALSO THE BACKSHELL PRONG FOR PROVIDING STRAIN RELIEF FOR THE WIRING WAS PARTIALLY DESTROYED BY ARCING. THE WIRING WAS BURNT OFF FLUSH WITH THE CONNECTOR PINS. CONTINUITY CHECKS WERE CARRIED OUT BETWEEN THE PINS AND NO

CA040722003

CNDAIR

 

 

COMPUTER

MALFUNCTIONED

6/27/2004

CL6013A

 

 

6005915229

STALL WARNING

CREW REPORTED ON ROTATION, STICK SHAKER ACTIVATED EVEN THOUGH A/C WASN`T IN A STALL. SHAKER CONTINUED UNTIL POINT C/B`S WERE OPENED AS RECOMMENDED IN AFM. CREW ELECTED TO RETURN TO AIRPORT & LANDED UNEVENTFULLY. INVEST REVEALED THAT PRIOR TO FLT, PILOTS STALL PROTECTION SYSTEM IND NEEDLE SHOWING IN RED (PUSHER) ZONE AS SOON SINGLE CHANNEL SELF-TEST INITIATED, WHICH IS NOT PER AFM & SHOULD HAVE INITIATED SOME CONCERNS AT THAT POINT. IT IS BELIEVED THAT THE PILOTS SPS INDICATOR NEEDLE WAS IN RED POSITION AT ROTATION, WHICH GENERATED THE SHAKER ACTIVATION. THE SPS COMPUTER WAS REPLACED, FUNCTIONAL TEST WERE COMPLETED NORMALLY.

CA041101005

CNDAIR

GE  

 

TRANSDUCER

OUT OF LIMITS

9/7/2004

CL604

CF343B1

 

25147A7L1T2

AOA 

(CAN) WHILE CONDUCTING A LINEARITY CHECK IAW MFG TASK JIC NR 27-35-04-101 (SEE ALSO S/B A604-27-011, REV 1, PART A, B) BOTH LT AND RT AOA TRANSDUCERS WERE FOUND TO BE BEYOND SERVICE LIMITS. BOTH ASSEMBLIES WERE REPLACED WITH IMPROVED TRANSDUCER ASSEMBLIES, P/N 600-59154-5.

CA040531006

CNDAIR

GE  

 

ENGINE

BIRD INGESTION

5/15/2004

CL604

CF343B1

 

 

RIGHT

SHORTLY AFTER TAKEOFF A BIRD STRIKE OCCURRED ON THE RIGHT ENGINE. CREW CONTINUED CLIMB-OUT AND REDUCED POWER TO IDLE. FLIGHT CONTINUED AND MADE AN UNEVENTFUL LANDING. POST FLIGHT INSPECTION REVEALED SEVERAL FAN BLADES DAMAGED BEYOND LIMITS AND DAMAGE TO THE ABRAIDABLE MATERIAL OF THE FAN STATOR CASING. THE AFFECTED ENGINE WAS REPLACED WITH LOANER AND SENT FOR REPAIR TO LOCAL SERVICE CENTER. NO INFORMATION ON EXTENT OF REPAIRS AVAILABLE.

CA040531007

CNDAIR

GE  

 

ENGINE

BIRD INGESTION

5/15/2004

CL604

CF343B1

 

 

RIGHT

SHORTLY AFTER TAKEOFF, A BIRD STRIKE OCCURRED ON THE RIGHT ENGINE. CREW CONTINUED CLIMB-OUT AND REDUCED POWER TO IDLE. FLIGHT CONTINUED TO AND MADE AN UNEVENTFUL LANDING. POST FLIGHT INSPECTION REVEALED SEVERAL FAN BLADES DAMAGED BEYOND LIMIT AND DAMAGE TO THE ABRAIDABLE MATERIAL OF THE FAN STATOR CASING. THE AFFECTED ENGINE WAS REPLACED WITH LOANER AND SENT FOR REPAIR TO LOCAL SERVICE CENTER’S INFORMATION ON EXTENT OF REPAIRS AVAILABLE.

CA041101008

CNDAIR

GE  

 

BRACKET

MISINSTALLED

10/20/2004

CL604

CF343B1

 

600913563

TRANSMITTER

(CAN) DURING TAKEOFF ATTEMPT, THE GREEN TAKE-OFF CONFIGURATION WARNING CAME ON.

CA040728006

CVAC

ALLSN

 

BEARING RACE

CORRODED

7/26/2004

340CVAC

501D13D

 

34479

MLG WHEEL

DURING LANDING, THE FLIGHT CREW NOTICED A MAIN WHEEL SHIMMY. UPON INVESTIGATION BY MAINTENANCE, NR 2 MAIN WHEEL MADE RUMBLING SOUNDS AND AXLE VIBRATED WHEN SPUN BY HAND. UPON INSPECTION OF THE BEARING, GREASE WAS FOUND TO BE BLACK IN COLOR. INNER BEARING RACE WAS FOUND TO BE CORRODED ON THE BEARING SEAT AREA AROUND THE FULL CIRCUMFERENCE. THE MAIN WHEEL WAS REPLACED WITH A SERVICEABLE UNIT. THE REMAINING AIRCRAFT IN THE FLEET WERE INSPECTED WITH NO OTHER DEFECTS NOTED.

CA040702005

CVAC

ALLSN

 

SWITCH

FAULTY

6/22/2004

340CVAC

501D22

 

 

AIR STARTER

(CAN) DURING CRUISE THE LT STARTER OVERSPEED LIGHT ILLUMINATED. THE ENGINE WAS SHUT DOWN AND THE PROPELLER WAS FEATHERED AS A PRECAUTION. THE AIRCRAFT RETURNED TO BASE. THE STARTER WAS REMOVED AND NO DAMAGE WAS NOTED. THE LIGHT SYSTEM WAS CHECKED FOR FAULTS NONE NOTED. IT WAS DETERMINED THAT THE INTERNAL SWITCH WAS CAUSING THE LIGHT ILLUMINATION. THE STARTER HAS BEEN SENT TO THE REPAIR SHOP FOR INVESTIGATION. THE STARTER WAS REPLACED AND THE AIRCRAFT WAS RETURNED TO SERVICE.

CA040702003

CVAC

ALLSN

 

BAR  

BROKEN

6/30/2004

440  

501D13D

 

6654777

FUEL FILTER

(CAN) DURING CRUISE THE FLIGHT CREW NOTICED SEVERE SURGING ON THE NR 1 ENGINE. THE FUEL FLOW WAS ALSO DROPPING AND SURGING. THE ENGINE WAS SHUT DOWN AND THE PROPELLER WAS FEATHERED. THE AIRCRAFT RETURNED TO DEPARTURE. DURING INVESTIGATION MAINTENANCE CREW FOUND THE BAR ASSY THAT SECURES THE FILTER BOWL TO THE HOUSING WAS BROKEN AT THE THREADS. THE BOWL WAS DISCOVERED HANGING BY THE LOCKWIRE. GASKET P/N 30865 WAS ALSO MISSING. REF MFG IPC 73-00-00FIG 5 ITEMS 9, 10 AND 16. THE PARTS WERE REPLACED AS REQUIRED AND THE AIRCRAFT WAS RETURNED TO SERVICE.

CA040719006

CVAC

ALLSN

 

TURNBUCKLE

SHEARED

7/16/2004

440  

501D13D

 

NAS27844

TAIL PIPE

DURING INSPECTION MAINTENANCE CREW NOTED THAT THE RIGHT HAND ENGINE OUTBOARD EXHAUST SUPPORT TURNBUCKLE HAD SHEARED CAUSING THE TAILPIPE TO REST ON THE BOTTOM OF THE EXHAUST SHROUD INSTEAD OF BEING SUPPORTED IN THE CENTER. THE TURNBUCKLE WAS REPLACED WITH A SERVICEABLE PART AND THE AIRCRAFT WAS RETURNED TO SERVICE.

CA040819013

CVAC

ALLSN

 

LINE

RUPTURED

8/17/2004

440  

501D13D

 

9036261

HYD PRESS

(CAN) AC WAS ORBITING OVER FIRE. A LOUD SURGING SOUND WAS HEARD. A CHECK OF HYDRAULIC RESERVOIR INDICATED THAT NO HYDRAULIC FLUID WAS REMAINING. FLAPS WERE SELECTED FROM 15 TO 0 DEGREES. HYD BYPASS WAS SELECTED UP. RETARDANT LOAD WAS JETTISONED. AC RETURNED TO BASE. FLAPS WERE SELECTED TO 15 DEGREES, GEAR WAS SELECTED DOWN. UPON LANDING A VIOLENT NOSE WHEEL SHIMMY WAS EXPERIENCED. EMERGENCY AIR BRAKE SYS WAS USED TO BRING AC TO A STOP. NO DC PUMP PRESSURE WAS AVAILABLE DUE TO FLUID LOSS. AC STOPPED SAFELY. UPON INVESTIGATION BY THE MAINT, MAIN HYDR PRESS LINE WAS FOUND BURST CAUSING FLUID LOSS. LINE WAS REPLACED WITH A SERVICEABLE COMPONENT. AC SYSTEM WAS LEAK CHECKED AND THE AC WAS RETURNED TO SERVICE.

CA040804001

CVAC

ALLSN

 

GASKET

MISSING

8/3/2004

440  

501D13D

 

24346300C

LT ENGINE

(CAN) DURING DESCENT THE LT ENGINE ZONE 2 FIRE ALARM ACTIVATED.

CA040702002

DHAV

PWA  

 

BELLOWS

FAILED

6/27/2004

DHC2*

R985AN1

 

C2E2215

CARBURETOR

(CAN) HAVE DETERMINED THAT CARB HEAT BELLOWS P/N C2E2215 AS RECEIVED WAS ACQUIRED DIRECTLY WITHOUT GOING THROUGH QA INSPECTION AND CERTIFICATION. PART BEARS DHC-2 PN STAMP AND APPEARS GENUINE. PART PLACED IN QUARATINE.

CA040525003

DHAV

PWA  

 

DIAPHRAGM

CRACKED

5/21/2004

DHC2*

R985AN14B

 

SPE31342

FUEL PUMP

PILOT REPORTED FUEL PRESSURE INDICATOR DROPPED INTERMITTENTLY DURING ALL PHASES OF OPERATION. AIRCRAFT WAS RETURNED TO MAINTENANCE BASE. FUEL FOUND TO BE LEAKING FROM WOBBLE PUMP. WOBBLE PUMP DIAPHRAGM FOUND TO BE CRACKED. DIAPHRAGM REPLACED, ENGINE GROUND RUN SATISFACTORY. AIRCRAFT RETURNED TO SERVICE.

CA040527002

DHAV

PWA  

 

CONTROL CABLE

FRAYED

5/20/2004

DHC2*

R985AN14B

 

C2CF815A

LT ELEVATOR

DURING SCHEDULED INSPECTION, THE LT ELEVATOR CONTROL CABLE WAS FOUND TO BE FRAYED AT THE FWD PULLEY LOCATED UNDER THE BATTERY BOX. NO EVIDENCE OF BATTERY ACID FOUND IN LOCATION. THE CABLE WAS REPLACED AND AIRCRAFT RETURNED TO SERVICE.

CA040913005

DHAV

PWA  

 

CYLINDER HEAD

SEPARATED

9/1/2004

DHC2*

R985AN14B

 

399353

ENGINE

CYLINDER HEAD CRACKED 360 DEGREES WHILE AIRCRAFT WAS IN CRUISE FLIGHT. AIRCRAFT WAS ABLE TO MAKE IT BACK TO BASE. CYLINDER WAS CHANGED BY KOBY'S AIRCRAFT. IT WAS THEN GROUND RUN AND FOUND TO BE SERVICEABLE AND RETURNED TO SERVICE.

CA040804003

DHAV

PWA  

 

CYLINDER HEAD

BROKEN

7/23/2004

DHC2*

R985AN14BM1

R985

R985 

ENGINE

(CAN) NR 5 CYLINDER STUDS BROKE AND CYLINDER THEN DETACHED FROM CASING, RESULTING IN EMERGENCY LANDING AND LOSS OF OIL.

CA041005001

DHAV

PWA  

 

CAM  

DAMAGED

10/2/2004

DHC3

S3H1G

 

11768

ENGINE

(CAN) THE ENGINE DEVELOPED A NOISE INDICATING A WORN CAM LOBE OR ROLLER. SMALL AMOUNT OF METAL (STEEL ) FOUND IN ENGINE SUMP. TRACE AMOUNT OF METAL FOUND IN OIL SCREEN. CAM REMOVED AND FOUND TO BE DAMAGED ON ONE EXHAUST LOBE. INSTALLED NEW CAM AND ROLLERS ON EXHAUST TAPPET ASSY. ENGINE GROUND RUN SATISFACTORY. FLIGHT TEST WAS SATISFACTORY. SUMPS AND SCREENS RECHECKED NO METAL PRESENT.

CA040521006

DHAV

PWA  

BENDIX

COUPLER

CRACKED

5/20/2004

DHC3

S3H1G

 

11052

RT MAGNETO

ENGINE STARTED TO RUN ROUGH AT CRUISE SETTINGS AND ABOVE. ENGINE BACKFIRE VIOLENTLY WHEN RIGHT MAG SELECTED . RUBBER DISK COUPLER BETWEEN MAG AND MAG DRIVE FOUND TO BE SEVERLY CRACKED AT EACH COG ON THE DISK, CAUSING THE MAG TO BECOME OUT OF TIME AT RPM GREATER THAN 1750. BELOW 1750 RPM ENGINE OPERATED NORMAL. THE MAD AND MAG COUPLER WERE REPLACED AND AIRCRAFT RELEASED FOR RETURN TO SERVICE.

CA040722001

DHAV

PWA  

 

BOLT

SHEARED

7/21/2004

DHC6300

PT6A27

 

711731

NLG SCISSOR LINK

DURING THE DAILY INSPECTION, IT WAS DETECTED THE TOP BOLT IN THE NOSE GEAR SCISSOR LINK WAS SHEARED. THE GEAR WAS INSPECTED AND NO DEFECTS NOTED. THE BOLT WAS REPLACED AND THE AIRCRAFT RETURNED TO SERVICE. (HAVE SEEN THIS ONCE BEFORE ON ANOTHER TWIN OTTER ABOUT 6 MONTHS AGO) THE BOLT SHEARS WHERE THERE IS A GROOVE CUT IN THE SHANK FOR LUBRICATION.

CA050110006

DHAV

PWA  

 

ENGINE

INOPERATIVE

12/29/2004

DHC7100

PT6A50

 

 

 

(CAN) THE ENGINE EXPERIENCED AN OIL PRESSURE LOSS IN CRUISE. THE CREW SHUT THE ENGINE DOWN AND DIVERTED FLIGHT. SUBSEQUENT INSPECTION REVEALED METALLIC DEBRIS ON THE ENGINE CHIP DETECTOR AND IN THE ENGINE OIL FILTER. MFG WILL MONITOR THE INVESTIGATION OF THIS EVENT AND SUPPLEMENT THIS REPORT TO PROVIDE ROOT CAUSE ONCE DETERMINED.

CA041130003

DHAV

PWA  

MENASCO

BEARING

FAILED

11/12/2004

DHC7102

PT6A50

 

162005

MLG 

(CAN) THE AIRCRAFT ON DEPARTURE RETRACT, THE GEAR WOULD NOT RETRACT. POSITION INDICATION LIGHTS REMAINED GREEN AND THE GEAR SELECTOR LEVER WAS ILLUMINATED AND REMAINED SO. NO CIRCUIT BREAKERS WERE TRIPPED ON THE FLIGHT DECK. THE AIRCRAFT LANDED WITHOUT INCIDENT, THERE WAS NO INJUURY TO PASSENGERS OR FLIGHT CREW. THE AIRCRAFT WAS FERRIED FOR REPAIRS, ALL NOSE AND MAIN WEIGHT SWITCHES WERE CHECKED, ALL WIRING FOR THE LANDING GEAR SYSTEM WAS CHECKED INC WITH MFG WIRING MANUAL 32-00-00, NO FAULT FOUND. LANDING GEAR RETRACTIONS AND EXTENSIONS CARRIED OUT, FIVE TIMES BUT COULD NOT GET FAULT TO REPEAT ITSELF. DECIDED TO REPLACE ALL MAIN LANDING GEAR WEIGHT SWITCHES, AS A PRECAUTION, P/N 21HE23RB, QTY 4.

CA041013008

DHAV

PWA  

 

PUMP

FAILED

10/5/2004

DHC7102

PT6A50

 

6305402

HYDRAULIC SYS

(CAN) WHILE THE AIRCRAFT WAS IN CRUISE AT 15,000 FEET, NR 4 HYDRAULIC PUMP CAUTION LIGHT ILLUMINATED, FOLLOWED 5 MINUTES LATER BY NR 3 HYDRAULIC PUMP CAUTION LIGHT COMING ON. ALL HYDRAULIC PRESSURE WAS LOST ON NR 2 HYDRAULIC SYSTEM AND ALTERNATE LANDING GEAR EXTENSION WAS CARRIED OUT AND THE AIRCRAFT LANDED WITHOUT INCIDENT. HYDRAULIC PUMP P/N 63054-02/05 NR 4 HYDRAULIC PUMP P/N 225961- NR 4 PUMP PRESSURE DROP TO ZERO. NR3 HYDRAULIC PUMP P/N 167136- NR 3 PUMP SHAFT BROKEN PRESSURE DROP TO ZERO.

CA040617007

DHAV

PWA  

 

FUEL CONTROL

FAILED

6/10/2004

DHC7103

PT6A50

 

324475319

ENGINE

SHORTLY AFTER TAKEOFF, ON CLIMBING THROUGH 6,000 FT, PILOT NOTICED OVER TORQUE LIGHT ON FOR ENGINE NR 4. A QUICK GLANCE AT OTHER ENGINE GAUGES TO CONFIRM ENGINE OVERSPEED, AND PULLED BACK THE POWER LEVER FOR NR 4 ENGINE TO SEE IF THERE WAS ANY RESPONSE. PILOT THEN PULLED TEE HANDLE TO SHUT NR 4 ENGINE DOWN. REST OF FLT AND LANDING UNEVENTFUL. UPON INSPECTION OF ENGINE AND SUBSEQUENT REMOVAL OF FUEL CONTROL UNIT, DRIVE SHAFT BETWEEN THE FCU AND HP FUEL PUMP, FOUND TO BE SHEARED OFF AND SO CAUSING ENGINE TO OVERSPEED. DRIVE SHAFT SHEARED OFF WHERE DRIVE SPRING RETAINING CLIP GROOVE WAS ON DRIVE SHAFT. ENGINE AND ITS COMPONENTS WERE REPLACED WITH SERVICEABLE UNITS, AND GROUND RUNS CARRIED OUT SERVICEABLE.

CA050105010

DHAV

PWA  

 

CASE

LEAKING

12/12/2004

DHC8*

PW123

 

 

ENGINE

(CAN) DURING CRUISE CREW IDENTIFIED LOW OIL PRESSURE. THE ENGINE WAS SHUTDOWN AND THE FLIGHT DIVERTED. INSPECTION REVEALED LOW ENGINE OIL QUANTITY AND SUBSEQUENT INVESTIGATION FOUND OIL LEAKAGE FROM THE FRONT INLET CASE DRAIN LOCATION. MFG WILL INVESTIGATE THE INCIDENT AND SUPPLEMENT THIS REPORT TO IDENTIFY ROOT CAUSE ONCE DETERMINED.

CA040708002

DHAV

PWA  

 

DOOR FRAME

CRACKED

6/25/2004

DHC8101

PW120A

 

85320534103

EMERGENCY EXIT

RT EMERGENCY EXIT DOOR REMOVED TO GAIN ACCESS TO LEVELLING DATUM PLATE TO JACK AIRCRAFT, A CRACK WAS DISCOVERED IN FRAME ON AFT SIDE OF THE DOOR. CRACK EXTENDS FROM LIGHTENING HOLE BETWEEN STRINGERS 22P AND 23P THROUGH THE FRAME RETURN ON THE INBOARD SIDE. FRAME WAS REPLACED WITH POST MODSUM 8/0427 FRAME P/NO.85320534-107A. THE LIGHTENING HOLE IS DELETED ON THE POST MOD 8/0427 FRAME.NOTE: MODSUM 8/0427 (FUSELAGE FRAME FLANGES AT OUTBOARD SEAT RAIL BRACKET ATTACHMENT AREA) INTRODUCED A NEW FRAME AT THIS LOCATION ALONG WITH NUMEROUS STRUCTURAL IMPROVEMENTS ALONG THE FUSELAGE DUE TO CRACKING OF FRAMES IN THE FATIGUE SPECIMEN.

CA040601006

DHAV

PWA  

 

WIRE

LOOSE

5/31/2004

DHC8102

PW120A

 

 

INHIBIT SWITCH

ON APPROACH , WHEN CREW SELECTED GEAR DOWN AND GOT 3 RED GEAR LIGHTS. REVERTED TO ALTERNATE GEAR EXTENSION AND GOT 3 GREEN LIGHTS. MAINTENANCE FOUND LOOSE WIRING CONNECTION TO THE GEAR INHIBIT SWITCH. PROBABLY WORKED ITSELF LOOSE OVER TIME WITH VIBRATION. SWITCH REPLACED AND WIRING SECURED. GEAR SWINGS CARRIED OUT AND SYSTEM FOUND SERVICEABLE.

CA040531004

DHAV

PWA  

 

DOWNLOCK SENSOR

DAMAGED

5/26/2004

DHC8102

PW120A

 

864202

MLG 

DURING APPROACH WHEN LANDING GEAR SELECTED DOWN , LEFT MAIN GEAR UNSAFE INDICATION. ALTERNATE GEAR INDICATION CONFIRMED AS THREE GREEN, ALTERNATE EXTENSION PROCEDURE USED. AIRCRAFT LANDED NORMALLY. MAINTENANCE INSPECTION FOUND LT MAIN GEAR SIDESTAY SENSOR DAMAGED. SENSOR REPLACED. GEAR SWINGS CARRIED OUT. AIRCRAFT RETURNED TO SERVICE. (PART IS CONSIDERED AN EXPENDABLE AND TIMES ON PART ARE NOT TRACKED. TIMES PROVIDED ARE AIRCRAFT TOTAL TIMES.)

CA040527012

DHAV

PWA  

 

LANDING GEAR

UNKNOWN

5/26/2004

DHC8102

PW120A

 

 

 

ON TAKEOFF, CREW REPORTED WEIGHT ON WHEELS CAUTION LIGHT ILLUMINATED ON TAKEOFF AND STAYED ON FOR ABOUT 20 MINUTES. CREW DECIDED TO RETURN TO TORONTO. THE LIGHT HAD GONE OFF BY THEN. IN TORONTO THE MAINTENANCE ENGINEERS INSPECTED THE AIRCRAFT RELEVANT SYSTEMS INCLUDING ALL THE WOW SWITCHES/SENSORS, ELECTRICAL CONNECTORS AND THE PSEU(PROXIMATY SWITCH ELECTRONIC UNIT) AND SEVERAL GEAR SWINGS CARRIED OUT AND THEY COULD NOT DUPLICATE THE FAULT OR ACCERTAIN THE CAUSE OF THIS WARNING. THE AIRCRAFT WAS RETURNED TO SERVICE .

CA040615005

DHAV

PWA  

 

RHEOSTAT

UNSERVICEABLE

6/11/2004

DHC8102

PW120A

 

RV4NBYSD502A

LIGHT

(CAN) RHEOSTAT (P/N RV4NBYSD502A) F/O OVERHEAD MAP LIGHT HAD SMOKE COMING FROM THE LIGHT AFTER IT WAS SWITCHED ON AND CB P3 POPPED SHORTLY THERE AFTER. OFFENDING PART POTENTIO METER 3311-R4 IPC REF 33-11-00 FIG 5 ITEM 75 NHA 82415155-001 CABLE ASSY, RHEOSTAT WAS REPLACED AND SYS WAS FUNCTIONED WITH NO REOCCURRENCE OF PROBLEM, AND AC WAS RETURNED TO SERVICE. INCIDENT HAS BEEN BROUGHT TO THE ATTENTION OF OUR FLEET GROUP AND THEY IN-TURN SENT OUT EMAIL TO THE MFG, AS THIS HAS BEEN THE SECOND OCCURRENCE WE HAVE HAD. INFORMATION WAS REQUESTED AS TO WHETHER OR NOT ANY OF THE OTHER OPERATORS HAVE BEEN EXPERIENCING THE SAME FAULT AND IF THERE HAS BEEN ANY CHANGE AS OF LATE TO THE VENDOR OF THIS PARTICULAR PART.

CA040714002

DHAV

PWA  

 

SERVO

INOPERATIVE

7/13/2004

DHC8102

PW120A

 

7002260723

AUTO PILOT

THE FLIGHT CREW REPORTED A INTERMITTENT BINDING IN ROLL CONTROL ON APPROACH, ESPECIALLY TO THE RIGHT. MILD FORCE WAS REQUIRED TO OVERCOME, THE PILOT NOTED THAT IT DOES NOT APPEAR TO SIMPLY BE HEAVY AERODYNAMIC LOADING. THE MAINTENANCE AFTER TROUBLESHOOTING POINTED THE PROBLEM TO BE THE SERVO AND REPLACED IT

CA040715002

DHAV

PWA  

 

BALLSCREW

DAMAGED

7/10/2004

DHC8102

PW120A

 

734181D

TE FLAPS

WHILE PERFORMING THE REPEAT INSPECTION REQUIREMENTS OF CF-2002-26R1 THE NR 4 RT BALLSCREW ACTUATOR WAS FOUND TO HAVE A TOTAL FREEPLAY BACKLASH OF .192 INCH. THE LAST INSPECTION HAD BEEN DONE 997 HRS AND 863 CYC PREVIOUSLY AND AT THAT TIME WAS .030 INCH. THE ACTUATOR WAS REPLACED WITH AN OVERHAULED UNIT FROM HAMILTON SUNDSTRAND. THE AD REQUIREMENTS INVOLVE THE MEASURING OF THE BACKLASH BETWEEN THE SCREW JACK ROD AND THE NUT WHICH WAS STILL FOUND TO BE WITHIN SERVICEABLE LIMITS HOWEVER THE TOTAL FREEPLAY BACKLASH WHICH COMPRISES OF THIS BACKLASH MEASUREMENT AS WELL AS THE FREEPLAY BETWEEN THE BALLSCREW NUT AND THE ACTUATOR BODY WAS FOUND TO BE EXCESSIVE. THE INSERVICE LIMIT FOR THIS MEASUREMENT IS .057 INCH.

CA040716002

DHAV

PWA  

 

SELECTOR VALVE

FAILED

7/15/2004

DHC8102

PW120A

 

7SC0143

MLG 

AFTER THE ABOVE AIRCRAFT WAS FERRIED DUE TO A GEAR INDICATION PROBLEM, THE LANDING GEAR SELECTOR VALVE WAS FOUND AT FAULT. UPON REPLACING THE INITIAL SELECTOR VALVE (P/N 7SC0143) WITH THE ABOVE (S/N 433) AND GEAR SWINGS WERE CARRIED OUT IT WAS DISCOVERED THAT WHEN THE GEAR WAS SELECTED UP THE GEAR WOULD GO DOWN AND WHEN THE GEAR WAS SELECTED DOWN THE GEAR WOULD GO UP. A SECOND LANDING GEAR SELECTOR VALVE WAS INSTALLED GEAR SWINGS CARRIED OUT AND THE AIRCRAFT WAS RETURNED TO SERVICE.

CA040729001

DHAV

PWA  

 

GOVERNOR

MALFUNCTIONED

7/26/2004

DHC8102

PW120A

 

7897501

PROPELLER

IN CLIMB-OUT, WHILE SETTING PROP LVRS FROM 1200 TO 900 RPM, TQ INCREASED TO 105 PERCENT. DETERMINED THAT THE NR 1 ENGINE WAS THE SOURCE OF THE PROBLEM. MX REPLACED THE NR 1 PROP CONTROL UNIT, ENG ECU HARNESS, AND TQ SIGNAL CONDITION UNIT. GROUND RUNS WERE COMPLETED WITH NO FAULTS AND THE A/C WAS RETURNED TO SERV. TEARDOWN REPORTS HAVE BEEN REQUESTED FOR THE REPLACED COMPONENTS AND AN UPDATE WILL BE PROVIDED WHEN AVAILABLE.

CA040819011

DHAV

PWA  

 

RCCB

INOPERATIVE

8/13/2004

DHC8102

PW120A

 

SM601BA20A1

HYD SYSTEM

(CAN) THE NR 2 STANDBY HYD PUMP WOULD NOT COME ON LINE WHEN SELECTED. THE CAUSE WAS DETERMINED TO BE A FAILED REMOTE CONTROL CIRCUIT BREAKER. THE UNIT HAD ONLY 24.7 HOURS.

CA040615016

DHAV

PWA  

 

CONNECTOR

OVERHEATED

6/15/2004

DHC8102

PW120A

 

MS3106R10SL3S

VALVE

(CAN) AFTER TAKE-OFF THE CREW NOTED THE NR1 BLEED CONT CIRCUIT BREAKER POPPED. UPON RETURN TO DEPARTING AIRPORT MAINTENANCE FOUND THAT THE CONNECTOR PLUG CONNECTED TO THE BLEED PRESSURE REGULATING SHUT-OFF VALVE HAD BECOME OVERHEATED AND HAD LOST IT'S INSULATING PROPERTIES. THIS PLUG IS SUBJECT TO HIGH HEAT WHEN THE VALVE IS POWERED IN THE OFF SELECTED MODE.

CA041007003

DHAV

PWA  

 

HOSE

RUPTURED

9/29/2004

DHC8201

PW123D

 

DSC3912

ENGINE OIL

(CAN) THE NR2 ENGINE OIL PRESSURE WARNING LIGHT ILLUMINATED WITH A CORRESPONDING FALLING OIL PRESSURE GAUGE READING. USING QRH PROCEDURES THE NR2 ENGINE WAS SHUT DOWN AND A PAN DECLARED. THE CREW THEN RETURNED THE AIRCRAFT TO BASE WHERE A SINGLE ENGINE APPROACH AND LANDING WAS CARRIED OUT WITHOUT INCIDENT. A LARGE QUANTITY OF ENGINE OIL LOSS WAS IDENTIFIED ON THE ENGINE AND ENGINEERING INVESTIGATION REVEALED A RUPTURE, FAILURE OF THE OB ENGINE OIL TANK TO OIL COOLER FLEXIBLE HOSE ASSEMBLY. THE FAILED HOSE ASSEMBLY WAS REPLACED AND FOLLOWING SATISFACTORY COMPLETION OF REQUIRED MAINTENANCE CHECKS THE AIRCRAFT WAS RELEASED BACK TO SERVICE WITHOUT FURTHER INCIDENT.

CA040720009

DHAV

 

 

RHEOSTAT

BURNED

7/17/2004

DHC8301

 

 

RV4NBYSD502A

COCKPIT

(CAN) PILOTS REPORTED SMOKE IN COCKPIT DURING FLIGHT, EMERGENCY LANDING CARRIED OUT. INVESTIGATION FOUND BURNT RHEOSTAT FOR THE PILOTS READING LIGHT.

CA050113004

DHAV

PWA  

 

UNION

FRACTURED

1/12/2005

DHC8301

PW123

 

AN81510D

NR 1 HYD SYS

(CAN) DURING CRUISE, THE NR 1 HYDRAULIC SYSTEM SUFFERED A TOTAL HYDRAULIC SYSTEM FLUID LOSS. A FULL EMERGENCY LANDING WAS DECLARED INTO BASE, WHICH WAS CARRIED OUT WITHOUT FURTHER INCIDENT. UPON INSPECTION BY ENGINEERING IT WAS DISCOVERED THAT THE NR 1 HYDRAULIC PRESSURE MANIFOLD HAD SUFFERED A FAILURE OF THE AN815-10D UNION. THE AIRCRAFT MFG HAS PREVIOUSLY IDENTIFIED THIS DEFECT, AND A SYD 8-29-002 WAS ISSUED THAT PERMITS THE REPLACEMENT OF THE ALLOY UNION WITH A CORROSION RESISTANT STEEL UNION. AS A RESULT OF THIS INCIDENT, ALL DASH 8 / 315 SERIES AIRCRAFT OPERATED THIS AIRLINE HAVE HAD SYD 8-29-002 INCORPORATED.

CA041101007

DHAV

PWA  

 

INVERTER

FAILED

10/31/2004

DHC8311

PW123

 

DH103024600CS11B

COCKPIT

(CAN) DURING CRUISE, FLIGHT CREW DETECTED SMOKE IN THE COCKPIT , PRIMARY INVERTER CAUTION LIGHT ILLUMINATED, AIRCRAFT DID EMERGENCY DESCENT AND DIVERSION TO NEAREST ALTERNATE AIRPORT FOR NORMAL LANDING. SMOKE HAD DISSIPATED PRIOR/ON ARRIVAL. MAINTENANCE INSPECTION FOUND PRIMARY INVERTER UNSERVICEABLE, INVERTER REPLACED. AIRCRAFT RETURNED TO SERVICE.

CA041130007

DIAMON

CONT

DIAMON

SEAL

LOOSE

11/13/2004

DA20C1

IO240B

222750010

 

FLAP ACTUATOR

(CAN) AC HAD THE FLAP STUCK FULL DOWN. INSP REVEALED THAT FLAP ACTUATOR SEAL HAD COME LOOSE AND INTERFERED WITH THE NR5 FLAP SWITCH. A/C WAS IN MAINT FOR A TOTALLY UNRELATED DEFECT, TROUBLESHOOTING DECIDED, THAT WE TAKE THE ACTUATOR FROM IT TO USE ON A/C. INSP REVEALED THAT THE SEAL ON A/C HAD COME LOOSE TOO, BUT HAD NOT YET CONTACTED THE SWITCHES AND THEREFORE WE RE-GLUED SEAL IAW MFG INSTRUCTIONS AND INSTALLED THIS UNIT ON MFB. THEREAFTER UNIT WHICH WAS REMOVED FROM MFB WAS FURTHER INSPECTED, SEAL RE-GLUED AND TAB OF NR5 SWITCH WAS STRAIGHTENED. UNIT INSTALLED IN OTHER A/C AND GROUND TESTED SERVICEABLE.

2005FA0000170

DIAMON

CONT

 

PUMP

DEFECTIVE

11/5/2004

DA20C1

IO240B

 

65335385

ENGINE

FUEL PUMP FAILS TO HOLD PROPER PRESSURES. SAME PROBLEM WITH ORIGINAL PUMP. CHANGED PUMP, SET PRESSURES IAW SI 097-3B. PRESSURES TO BE RE-ADJUSTED APPROXIMATELY ONCE EVERY 2-3 WEEKS. NOTICED PRESSURES CHANGE WITH SEASON TEMPERATURES. (K)

CA040618007

DOUG

PWA  

 

SPARK PLUG

FOULED

6/17/2004

C54  

R20007M2

 

REB37E

NR 4 ENGINE

DURING CRUISE, THE PILOTS NOTICED THE NR 4 ENGINE STARTING TO BACKFIRE, THE BACK FIRING WAS GETTING OUT OF CONTROL SO THE ENGINE WAS SHUT DOWN AND THE PROPELLER FEATHERED. DURING THE INSPECTION OF THE NR 4 ENGINE IT WAS FOUND THAT THE FRONT AND REAR SPARKS FOR THE NR 2 CYLINDER WERE FOULED. THE PLUGS WERE REPLACED AND ENGINE RUN-UP WAS FINE.

COOSDR040042

DOUG

PWA  

 

LONGERON

CORRODED

10/11/2004

DC861F

JT3D*

 

 

FUSELAGE

FWD CARGO COMPT AT Y STA 360.0, LONGERON 28R CORRODED.

COOSDR040047

DOUG

GE  

 

SKIN

CRACKED

10/15/2004

DC871F

CFM562C

 

4643785

FUSELAGE

FWD PASSENGER DOOR HOLD OPEN PAN, PN 4643785, AND FUSELAGE EXTERNAL SKIN CRACKED AT Y-STA 15.000. (K)

COOSDR040044

DOUG

GE  

 

SKIN

CORRODED

10/15/2004

DC871F

CFM562C

 

 

FUSELAGE

LOWER FUSELAGE SKIN WITH CORROSION AT Y-STA 680.0 AND Y-STA 687.0, BETWEEN LONG 31R AND LONG 34R. (K)

COOSDR040051

DOUG

GE  

 

SKIN

CORRODED

10/25/2004

DC871F

CFM562C

 

 

FUSELAGE

LOWER FUSELAGE SKIN WITH CORROSION AT Y STA 622.0, BETWEEN LONG 27L AND LONG 30L. (K)

COOSDR05003

DOUG

PWA  

 

DOOR FRAME

CRACKED

1/25/2005

DC915F

JT8D*

 

 

FUSELAGE

FWD CARGO COMPARTMENT, DOOR JAMB, STUB BEAM, PN 5921718-1, SHORT FLANGES CRACKED. (K)

LCQ29

DOUG

 

 

SKIN

CRACKED

1/19/2005

DC932

 

 

 

FUSELAGE

SKIN CRACKED AT FS 996 STRINGER 23L. S/O 152051, OPS 29033, ZONE 1A-16.

LCQ31

DOUG

 

 

SKIN

LIGHTNING STRIKE

1/19/2005

DC932

 

 

 

FUSELAGE

FOUND LIGHTNING STRIKE INDICATION AT L-4R BS 659. S/O 152051, OPS 29677, ZONE 1A-54.

LCQ32

DOUG

 

 

SKIN

CRACKED

1/19/2005

DC932

 

 

 

FUSELAGE

FS 64.150 SKIN IS CRACKED AROUND FASTENER, 10TH FASTENER DOWN FROM CUSP LINE. S/O 152051, OPS 29845, ZONE 1A-67.

LCQ33

DOUG

 

 

SKIN

CRACKED

1/19/2005

DC932

 

 

 

FUSELAGE

SKIN CRACKED ON RT SIDE OF FUSELAGE CANTED FRAME STA 1155.225 MID WAY BETWEEN RIVETS 2 INCH LENGTH. S/O 152051, OPS 29866, ZONE 1A-69.

LCQ34

DOUG

 

 

LONGERON

CRACKED

1/19/2005

DC932

 

 

 

FUSELAGE

L-23L CRACKED AT FRAME ATTACH FASTENERS FS 200 E&E COMPARTMENT. S/O 152051, OPS 29808, ZONE 1C-16.

LCQ35

DOUG

 

 

LONGERON

CRACKED

1/19/2005

DC932

 

 

 

FUSELAGE

L-25L CRACKED AT FRAME ATTACH FASTENER (UPPER AND LOWER FASTENERS) FS 160 E&E COMPARTMENT. S/O 152051, OPS 29807, ZONE 1C-17.

LCQ36

DOUG

 

 

FITTING

CORRODED

1/19/2005

DC932

 

 

 

HORIZ STAB

HORIZONTAL STABILIZER LT MOUNT LUG FITTING FOR PIVOT BEARING O/B FACE HAS CORROSION. S/O 152051, OPS 29688, ZONE 2A-24.

LCQ39

DOUG

 

 

DOUBLER

DEBONDED

1/19/2005

DC932

 

 

 

RUDDER TAB

RUDDER TRIM TAB REPAIR DOUBLER DISBONDED ON RT SIDE. S/O 152051, OPS 29865, ZONE 2B-3.

LCQ40

DOUG

 

 

SEAT TRACK

BROKEN

1/19/2005

DC932

 

 

 

FUSELAGE

CAPTAIN'S O/B SEAT TRACK HAS THE END PIECE BROKEN OFF. S/O 152051, OPS 29443, ZONE 6A-24.

LCQ41

DOUG

 

 

FLOOR PANEL

CORRODED

1/19/2005

DC932

 

 

 

FUSELAGE

MAIN CABIN FLOOR PANEL NR 7 HAS SURFACE CORROSION THRU OUT TOP AND BOTTOM. S/O 152051, OPS 29210, ZONE 6C-24.

LCQ42

DOUG

 

 

FLOOR PANEL

CORRODED

1/19/2005

DC932

 

 

 

FUSELAGE

MAIN CABIN FLOOR PANEL NR 4 HAS SURFACE CORROSION THROUGH OUT TOP AND BOTTOM. S/O 152051, OPS 29208, ZONE 6C-26.

LCQ43

DOUG

 

 

FLOOR PANEL

CORRODED

1/19/2005

DC932

 

 

 

FUSELAGE

MAIN CABIN FLOOR PANEL 2A IS CORRODED. S/O 152051, OPS 29207, ZONE 6C-27.

LCQ44

DOUG

 

 

PAN  

CHAFED

1/19/2005

DC932

 

 

 

FUSELAGE

CABIN FLOOR PAN HAS CHAFED THRU AREA STA 237 RBL 3 FROM THE CENTER. S/O 152051, OPS 29425, ZONE 6C-85.

LCQ45

DOUG

 

 

FLOOR PANEL

CRACKED

1/19/2005

DC932

 

 

 

FUSELAGE

CABIN FLOOR PANEL HAS GOUGE AND CRACK FWD OF FS 237 I/B OF LEFT O/B SEAT TRACK. S/O 152051, OPS 29423, ZONE 6C-87.

LCQ46

DOUG

 

 

FLOOR PANEL

CRACKED

1/19/2005

DC932

 

 

 

FUSELAGE

CABIN FLOOR PANEL HAS 3 EACH AREAS WORN AND CRACKED AT FS 237 LBL 7 FROM CENTER. S/O 152051, OPS 29422, ZONE 6C-88.

LCQ47

DOUG

 

 

FLOOR PANEL

DAMAGED

1/19/2005

DC932

 

 

 

FUSELAGE

CABIN FLOOR PANEL 73 LT CENTER HAS HOLES ON THE EDGE TORN OUT. S/O 152051, OPS 29524, ZONE 6C-119.

LCQ48

DOUG

 

 

FLOOR PANEL

CRACKED

1/19/2005

DC932

 

 

 

FUSELAGE

MAIN CABIN FLOOR PANEL FS 120 - 160 HAS CRACKS ON TOP SKIN AND CORROSION. TOP AND BOTTOM SIDE HAS HOLES DRILLED IN HALF SECTION. S/O 152051, OPS 29528, ZONE 6C-123.

LCQ68

DOUG

 

 

FLOOR PANEL

CORRODED

1/20/2005

DC932

 

 

 

FUSELAGE

L-1 FLOOR PANEL COVER HAS CORROSION UPPER AND LOWER SURFACE. S/O 152051, OPS 29737, ZONE 6C-201.

LCQ69

DOUG

 

 

PAN  

CRACKED

1/20/2005

DC932

 

 

 

SERVICE DOOR

RIGHT SERVICE DOOR PAN CRACKED IN 4 EA PLACES AND INNER STRAP CRACKED AT FWD LOWER CORNER. S/O 152051, OPS 29879, ZONE 6C-206.

LCQ49

DOUG

PWA  

 

FLOOR PANEL

CORRODED

1/20/2005

DC932

JT8D9A

 

 

MAIN CABIN

MAIN CABIN FLOOR PANEL NR 83 HAS SURFACE CORROSION AND A PUNCTURE. S/O 152051, OPS 29530, ZONE 6C-125

LCQ56

DOUG

PWA  

 

CHANNEL

CRACKED

1/20/2005

DC932

JT8D9A

 

 

FUSELAGE

MAIN CABIN PANEL NR 75 HAS CHANNELS CRACKED OUT AND SURFACE CORROSION. S/O 152051, OPS 29569, ZONE 6C-146

LCQ61

DOUG

PWA  

 

FLOOR PANEL

BROKEN

1/20/2005

DC932

JT8D9A

 

 

FUSELAGE

MAIN CABIN FLOOR PANEL NR 76 RT CENTER FS 680 - 760 IB HAS HOLES BROKEN OUT ON THE END. S/O 152051, OPS NR 29576, ZONE 6C-153

LCQ62

DOUG

PWA  

 

FLOOR PANEL

CRACKED

1/20/2005

DC932

JT8D9A

 

 

FUSELAGE

MAIN CABIN FLOOR PANEL NR 81 HAS CRACKS AROUND RIVETS, 2 EACH PUNCTURES AND SURFACE CORROSION. S/O 152051, OPS NR 29583, ZONE 6C-156

LCQ30

DOUG

PWA  

 

SKIN

LIGHTNING STRIKE

1/19/2005

DC932

JT8D9A

 

 

FUSELAGE

AIRCRAFT NOSE RT STA 69, APPROX. 15 INCHES ABOVE FLOOR REFERENCE PLANE HAS A LIGHTNING STRIKE. S/O 152051, OPS 29036, ZONE 1A-18

LCQ37

DOUG

PWA  

 

DOOR FRAME

CORRODED

1/19/2005

DC932

JT8D9A

 

 

FUSELAGE

STA. 908.5, AFT CARGO DOOR FRAME WEB HAS CORROSION ON VERTICAL SUPPORT, FOUR CORNERS FWD SIDE. S/O 152051, OPS 29258, ZONE 1E-3

LCQ54

DOUG

PWA  

 

PANEL

ELONGATED

1/20/2005

DC932

JT8D9A

 

 

CABIN

MAIN CABIN PANEL E5-3 HAS ELONGATED HOLES ON THE END OF PANEL. S/O 152051, OPS 29566, ZONE 6C-143

LCQ57

DOUG

PWA  

 

CHANNEL

CRACKED

1/20/2005

DC932

JT8D9A

 

 

FUSELAGE

MAIN CABIN PANEL, NR A53 HAS CHANNELS CRACKED. S/O 152051, OPS 29572, ZONE 6C-149

CA040728008

DOUG

PWA  

 

RELAY

FAILED

7/24/2004

DC983

JT8D219

 

9068D093

GENERATOR

DURING CRUISE, THE RT GENERATOR DID NOT POWER THE BUSS. APU STARTED BUT HAD TO SHUT DOWN DUE TO HIGH OIL TEMP. AIRCRAFT HAD TO DIVERTED TO XXX. MAINTENANCE FOUND THE RT GEN POWER RELAY IN FAULT. RELAY REPLACED AND GENERATOR POWER CHECKED SERVICEABLE. THE APU OIL LEVEL FOUND HIGH AND OIL RESERVICED AS PER MM. AIRCRAFT DISPATCHED SERVICEABLE.

CA040601005

DOUG

PWA  

 

ACTUATOR

FAILED

5/30/2004

DC983

JT8D219

 

 

STAB TRIM

DURING CRUISE FROM YYZ, THE PRIMARY STAB TRIM CB POPPED OUT. AIRCRAFT LANDED BACK TO YYZ. MAINTENANCE FOUND THE PRIMARY TRIM ACTUATOR IN FAULT. ACTUATOR WAS REPLACED AND AIRCRAFT DISPATCHED SERVICEABLE.

CA040601007

DOUG

PWA  

 

CSD  

FAILED

5/30/2004

DC983

JT8D219

 

696233B

APU 

DURING CRUISE FROM VRA TO YYZ, RT CSD OUTLET TEMPERATURE INCREASED. CSD HAS BEEN DISCONNECTED. FEW TIME LATER, APU OIL TEMP WHEN HIGH AND APU HAS BEEN SHUT DOWN. AIRCRAFT LANDED AT YYZ AS SCHEDULED. MAINTENANCE IN YYZ DID DEFER THE RT CSD AS PER MEL 24-1. APU OIL RESERVICED AND TESTED/CHECKED SERVICEABLE. AIRCRAFT DISPATCHED SERVICEABLE WITH RT CSD UNDER MEL. DURING CLIMB AFTER DEPARTURE FROM YYZ, APU OIL TEMP WHEN HIGH. AIRCRAFT LANDED BACK TO YYZ. RT CSD WAS REPLACED AND APU RECTIFICATION DEFERRED AS PER MEL 49-1. AIRCRAFT DISPATCHED AS PER MEL 49-1. TEMPERATURE BULB SENSOR REPLACED AS PRECAUTIONARY MEASURE.

CA040601003

DOUG

PWA  

 

COMPUTER

MALFUNCTIONED

5/30/2004

DC983

JT8D219

 

 

STALL WARNING

DURING FLIGHT FROM YUL TO CYO, ACFT DIVERTED TO FLL DUE TO NR 2 STALL INDICATION FAIL ILLUMINATED. FOLLOWING TROUBLE SHOOTING, MX FOUND NO SIGNAL BETWEEN HORIZONTAL STAB POSITION SENSOR NR 2 AND STALL WARNING COMPUTER NR 2 CONNECTOR CLEANED ON STAB SENSOR AND STALL WARNING COMPUTER. AIRCRAFT DISPATCHED SERVICEABLE.

CA040617001

DOUG

PWA  

 

WARNING LIGHT

ILLUMINATED

6/10/2004

DC983

JT8D219

 

 

MLG 

NOSE GEAR UNSAFE LIGHT ON WITH GEAR HANDLE DOWN DURING APPROACH IN XXX. AIRCRAFT OVERSHOOT. GEAR RESELECTED UP AND DOWN WITH 3 LIGHTS ON. MAINTENANCE DID A PSEV BITE CHECK AND ALL NOSE GEAR SWITCHES CHECKED FOR CORRECT GAP DISTANCE AND OPERATION AND NO FAULT FOUND.

CA050117004

DOUG

PWA  

 

TIRE

OVERSERVICED

1/16/2005

DC983

JT8D219

 

95502675

NLG 

(CAN) DURING TAKE-OFF ROLL, A NOSE WHEEL SHIMMY WAS FELT AND REJECTED TAKE-OFF WAS CARRIED OUT. THE AIRCRAFT RETURNED TO THE GATE WITHOUT INCIDENT. UPON INVESTIGATION, IT WAS OBSERVED THAT THE NR2 NOSE WHEEL TIRE WAS OVER-SERVICED. THE NOSE WHEEL TIRE WAS SERVICED CORRECTLY IAW MM 12-00-00. NO FURTHER INCIDENT DURING SUBSEQUENT FLIGHT.

CA040819012

DOUG

PWA  

 

WARNING SWITCH

INCORRECT

8/5/2004

DC983

JT8D219

 

 

TAIL CONE

(CAN) DURING CLIMB, TAIL CONE ANNUNCIATOR UNSAFE LIGHT WENT ON. AIRCRAFT LANDED BACK TO DEPARTING AIRPORT. MAINTENANCE FOUND THE TAIL CONE SAFETY LOCK CABLE BALL END NOT SEATED PROPERLY TO CONTACT THE WARNING SWITCH. THE INVESTIGATION REVEALED THAT AN INSPECTION/TEST OF TAIL CONE RELEASE MECHANISM WAS PERFORMED ON THE PREVIOUS DAY. IT HAS BEEN CONCLUDED THAT THE WARNING SWITCH WAS NOT PROPERLY ENGAGED.

2004FA0000940

DOUG

PWC  

 

HUB  

CRACKED

12/16/2004

MD900

PW207E

 

900R2101006107

MAIN ROTOR

DURING ACCOMPLISHMENT OF A.D. 2002-10-05 " MAIN ROTOR UPPER HUB INSP." FOUND (3) OUT OF (10) BOLT HOLES CRACKED AS DEPICTED IN MD HELICOPTERS SERVICE BULLETIN 900-072. PART TOTAL TIME: 292 HRS

PG9R97903

DOUG

PWC  

 

LINE

LEAKING

10/21/2004

MD900

PW207E

 

900D3409526105

OIL SYSTEM

FOUND TO BE LEAKING A SMALL QUANTITY OF OIL/ REPLACED OIL HOSE ASSY. (K)

2004FA0000939

DOUG

PWC  

DOUG

BEAM

CRACKED

12/16/2004

MD900

PW207E

 

900R1103001113

M/R HUB

DURING 100 HOUR INSPECTION, FOUND FLEX BEAM CRACKED IN AREA OF LEG GOING INTO UPPER HUB. REPLACED PART WITH UPDATED SERVICEABLE PART.

2004FA0000934

DOUG

PWC  

 

FUEL CELL

LEAKING

12/16/2004

MD900

PW207E

 

900P3661120101

FUSLEAGE

DURING TROUBLESHOOTING A FUEL LEAK FOUND THAT WHEN THE FUEL CELL WAS FLEXED, FUEL WOULD WEEP FROM EXTERIOR SURFACE. REMOVED FUEL CELL AND SENT OUT FOR TEST AND REPAIR. EVALUATION RESULTS SHOWED WEEPING/ POROUS CONDITION OVER 80 PERCENT OF THE CELL AND CELL TO BE BEYOND REPAIR. REPLACING CELL WITH SERVICEABLE UNIT. CELL DATE OF MANUFACTURE : 07/99, TOTAL TIME ON AIRCRAFT 1602.2

2004FA0000938

DOUG

PWC  

 

HUB  

CRACKED

12/16/2004

MD900

PW207E

 

900R2101006107

MAIN ROTOR

DURING ACCOMPLISHMENT OF AD 2002-10-05 "MAIN ROTOR UPPER HUB INSP" FOUND BOLT HOLES CRACKED AS DEPICTED IN MD HELICOPTERS SERVICE BULLETIN 900-072. PART TOTAL TIME: 1852 HRS

CA050117010

EMB  

PWA  

 

ENGINE

FAILED

12/4/2004

EMB110*

PT6A34

 

 

 

(CAN) THE ENGINE WAS REPORTED TO HAVE EXPERIENCED AN INFLIGHT SHUTDOWN UNDER UNKNOWN CIRCUMSTANCES. SUBSEQUENT DISASSEMBLY REVEALED A SEIZED COMPRESSOR ROTOR AND METAL DEBRIS IN THE ENGINE OIL FILTER AND CHIP DETECTOR. MFG WILL MONITOR THE INVESTIGATION OF THIS EVENT AND WILL SUPPLEMENT THIS REPORT TO PROVIDE ROOT CAUSE, AS AND WHEN IT IS DETERMINED.

CA041029003

EMB  

PWA  

 

ENGINE

FAILED

9/10/2004

EMB110*

PT6A34

 

 

 

(CAN) AN OIL PRESSURE FLUCTUATION WAS OBSERVED IN FLIGHT FOLLOWED BY A LOUD NOISE ACCOMPANIED BY A LOSS-OF-GENERATOR AND FIRE INDICATION. THE ENGINE WAS SECURED IN-FIGHT AND THE FIRE WARNING ABATED. A SINGLE-ENGINE LANDING PERFORMED. SUBSEQUENT INSPECTION REVEALED A FRACTURED REDUCTION GEARBOX SUN GEAR, FRACTURED POWER TURBINE AND COMPRESSOR TURBINE BLADES AND ASSOCIATED CASING DAMAGE. MFG WILL MONITOR THE INVESTIGATION OF THIS EVENT AND WILL AMEND THIS SDR TO REFLECT ROOT CAUSE ONCE IT HAS BEEN ESTABLISHED.

CA040708007

EMB  

PWA  

 

ENGINE

FAILED

7/6/2004

EMB110P1

PT6A34

 

 

LEFT 

DURING CRUISE FLIGHT, THE CREW OBSERVED THE LT ENGINE T5 TEMPERATURE STARTING TOFLUCTUATE FOLLOWED BY A COMPLETE LOSS OF T5 TEMPERATURE INDICATION. ONCE ON THE GROUND, DURING A TROUBLESHOOTING MAINTENANCE RUN, IT WAS ALSO OBSERVED THAT THE ENGINE WAS MAKING ABNORMAL

CA040819010

FOKKER

RROYCE

 

PROBE

UNSERVICEABLE

8/18/2004

F28MK0100

TAY65015

 

853BR

PITOT

(CAN) NO AIRSPEED INDICATION ON F/O SIDE DURING T/O. T/O REJECTED. MAINTENANCE DID A PITOT/STATIC TESTED AND SYSTEM FOUND NORMAL. BOTH ADC COMPUTER INTERCHANGED FORT/S. THE FOLLOWING T/O WAS ALSO REJECTED FOR THE SAME REASON. MAINTENANCE FOUND THE RT F/O INTERNAL PITOT PROBE CONTAMINATED WITH RUST. THE PITOT PROBE WAS REPLACED AND AIRCRAFT DISPATCHED SERVICEABLE.

CA050119006

FOKKER

RROYCE

 

DISPLAY

FAILED

1/17/2005

F28MK0100

TAY65015

 

6228047541

COCKPIT

(CAN) DURING CLIMB, IT WAS OBSERVED THAT THE NR1 AND NR2 EMUX SINGLE CHANNELS FAILED. THE AIRCRAFT RETURNED TO BASE AND LANDED WITHOUT INCIDENT. THE NR1 AND NR2 MAIN FLIGHT DISPLAY UNITS WERE REPLACED AND CHECKED SERVICEABLE IAW MM 31-61-01. NO FURTHER INCIDENT DURING SUBSEQUENT FLIGHT.

CA040803009

FOKKER

RROYCE

 

VENT LINE

DISCONNECTED

7/29/2004

F28MK0100

TAY65015

 

A69351039

RT WING

(CAN) DEFECT WAS RECORDED, RT FUEL LEAK REPORTED FROM RT NACA FUEL VENT . THIS WAS SECOND OCCURRENCE. AFTER INSPECTION, MAINT DISCOVERED THAT FUEL VENT LINE WAS DISCONNECTED (SEPARATED) AND NOT LINED UP, (TO SHORT). PROBLEM WAS RELATED TO THE MFG NOT DELIVERING VENT LINES IAW DRAWING SPECIFICATIONS. AFTER MEASURING VENT LINES AND FIT CHECKS OF SEVERAL AC. IT APPEARED THAT BUILDING TOLERANCES WERE IN FACT CAUSING THE VENT LINES TO BE INSTALLED UNDER STRAIN AND IN COMBINATION WITH AC WING DYNAMICS DURING ITS OPERATION, THE VENT LINES MAY DISCONNECT FROM THEIR COUPLINGS, RESULTING IN FUEL LEAKING THROUGH VENT LINE FLAME ARRESTER. A REPAIR TO THE FUEL VENT LINE WAS CARRIED OUT IAW MFG LETTER TS04.52975. FO100.

CA041122009

FOKKER

RROYCE

 

ENGINE

VIBRATION

11/18/2004

F28MK0100

TAY65015

 

TAY6501510

NR 2 

(CAN) AIRCRAFT ENCOUNTERED HI VIBRATION IN CLIMB ON NR2 ENGINE GAUGE, MFDS MESSAGE ALERT (REF JOURNEY LOG PAGE 031117). UNABLE TO MAINTAIN THRUST. THRUST WAS REDUCED BY .15 TO CLEAR ALERT. AIRCRAFT RETURNED TO BASE. MAINTENANCE TROUBLESHOT IAW AMM 71-00-00, 811-811A, STEP 101 TO 108. VIBRATION SURVEY WAS C/OUT IAW AMM 71-00-00 AND VIBRATION WAS FELT AT0.6 IPS. THE NR2 ENGINE WAS REPLACED (P/N OFF: TAY650-15/10, S/N OFF: 17679,P/N ON: TAY650-15/10,S/N ON: 17653) IAW AMM 71-00-00 (REF TASK CARD 71-00-00-400-814-C).

CA041116004

FOUND

LYC  

 

HINGE BRACKET

LOOSE

9/24/2004

FBA2C

AEIO540L1B5

 

S203307

STABILIZER

(CAN) DURING COMPLETION OF SGB 55-02R1 STABILIZER ATTACHMENT HINGE BRACKET BOLTS FOUND LOOSE (TURN BY FINGERS).

CA040913004

FOUND

LYC  

 

HINGE

CRACKED

9/4/2004

FBA2C

IO540*

 

F5131

TRIM HINGE

DURING A ROUTINE MX INSPECTION, CRACK WAS DISCOVERED ON THE STABILIZER TRIM HINGE ASSY, (PORT SIDE) P/N: F513-1. TOTAL TIME ON AIRFRAME (AND PART) WAS 802 HOURS. THE CRACK WAS LOCATED BETWEEN THE RADIUS OF THE HINGE ARM AND LIGHTENING HOLE OF HINGE BODY. REPLACEMENT PARTS WERE INSTALLED AS PER MANUF INSTRUCTIONS PRIOR TO NEXT FLT. A/C MANUF HAS ISSUED S/B SB-55-02 HORIZ STABILIZER HINGE MOD FOR ALL MODELS FAC 2C1 A/C. THIS IS A 2-PART SERVICE BULLETIN. THE FIRST PART IS AN IMMEDIATE INSPECTION PRIOR TO NEXT FLT AND RE-INSPECTION EVERY 50 HOURS THEREAFTER UNTIL REPLACEMENT OF HINGES. THE SECOND PART OF THE SB IS IMMEDIATE REPLACEMENT OF HINGES IF CRACKS ARE DISCOVERED OR MANDATORY REPLACEMENT ON OR BEFORE NOVEMBER 30, 2004 WITH REDESIGNED ASSEMBLIES. NOTE: THE INSTRUCTIONS FOR CONTINUED AIRWORTHINESS FOR THIS MODEL A/C REQUIRE THAT ALL SERVICE BULLETINS ARE MANDATORY.

CA041117001

FOUND

LYC  

 

SKIN

CRACKED

11/16/2004

FBA2C

IO540L1A5

 

 

FUSELAGE

(CAN) BELLY SKIN CRACKING AT VARIOUS (MULTIPLE POINTS) RIVETS LOOSENING ON INSPECTION COVER SKIN LAP RIVETS LOOSENING. SUSPECTED FROM TURBULENCE CREATED BY PROP INSTALLATION. REPAIRED BY PATCH AND REPLACEMENT OF RIVETS.

2005FA0000047

FRCHLD

GARRTT

 

STARTER GEN

FAILED

4/7/2004

SA227DC

TPE33111U

 

23079010

RIGHT

ON DESCENT RT GENERATOR FAILED, CREW TRIED TO RESET GEN, AS CREW WAS FOLLOWING PROCEDURES TO DETERMINE SOURCE OF MALFUNCTION, LT GEN TRIPPED OFFLINE, POSSIBLY DUE TO LOAD. LT GEN WAS RESET AND STAYED ON LINE BRIEFLY, THEN TRIPPED OFFLINE AGAIN. CREW WAS IN VFR CONDITIONS WITH AIRPORT IN SIGHT, LANDED WITHOUT INCIDENT. SUSPECTED GEN PARALLELING CIRCUIT PROBLEM, GCU OR STARTER GEN PROBLEM. AFTER EXTENSIVE TROUBLESHOOTING, DETERMINED THAT GENERATOR FUNCTION OF RT STARTER GENERATOR HAD FAILED. IT IS SUSPECTED THAT THER IS AN INTERNAL PROBLEM WITH STATOR WINDINGS. BRUSHES AND COMMUTER WERE INSPECTED AND FOUND IN GOOD SERVICEABLE CONDITION. START GEN TEARDOWN EVALUATION HAS BEEN REQUESTED.

2005FA0000054

FRCHLD

GARRTT

 

SEAL

PINCHED

8/11/2004

SA227DC

TPE33112UA

 

2724052005

CARGO DOOR

MRR-M04-12, CARGO DOOR WARNING LIGHT ON ANNUNCIATOR AND SECONDARY DOOR UNSAFE WARNING ON SIDE PANEL BOTH CAME ON DURING CLIMBOUT. CREW FOLLOWED PROCEDURES, RETURNED. CREW CHECKED CARGO DOOR HANDLE, FOUND FULLY STOWED UPON RETURN. RIGGING OR ADJUSTMENT OF DOOR. FOUND DOOR SEAL SHIMMED TO TIGHTLY AT DOOR LWR EDGE OPENING, CAUSING DOOR TO BE HARD TO CLOSE. SEAL WAS SHIMMED THIS TIGHTLY IN PART DUE TO SEAL NOT INFLATING TO FULL PRESSURE, DUE TO INFLATION LINE NOT BEING FULLY ALIGNED WITH FEED THROUGH FOR IT IN THE DOOR FRAME. DOOR SEAL WAS REPLACED, MAINTAINING ALIGNMENT OF SEAL. DOOR SEAL SWITCHES WERE ADJUSTED. CARGO DOOR WARNING SYS AND LATCH SYS WAS OPS CHECKED AND OPERATED CORRECTLY.

2005FA0000045

FRCHLD

GARRTT

 

DOOR

MALFUNCTIONED

3/20/2004

SA227DC

TPE33112UA

 

 

CARGO CLICKCLACK

THE CARGO DOOR WARNING LIGHT CAME ON DURING CLIMBOUT, CREW RETURNED TO THE STATION. ONE OF THE FOLLOWING: DOOR CLOSING PROCEDURES, DOOR HARD TO CLOSE, DOOR CLICK CLACK RIGGING/ LUBRICATION, OR SWITCH RIGGING. ALL SWITCHES AND CLICK CLACKS WERE INSPECTED AND LUBRICATED, NO DEFECTS WERE NOTED. AIRCRAFT GROUND PRESSURIZATION RUN WAS PERFORMED, OPS CHECKED GOOD. (NM05200403789) (K)

2005FA0000056

FRCHLD

GARRTT

 

LINE

FAILED

10/14/2004

SA227DC

TPE33112UA

 

 

HYDRAULIC SYS

MRR-M04-15, BOTH HYDRAULIC PRESSURE LOW LIGHTS CAME ON INFLIGHT. CREW CHECKED GAGE AND FOUND HYDRAULIC PRESSURE AT (0). HYDRAULIC FLUID LOSS DO TO SYSTEM LEAK. REPLACED LINE IN LEFT WHEEL WELL. LEAK CHECKED ALL SYSTEM LINES AFTER REPAIR, NO ADDITIONAL LEAKS NOTED. (NM05200502367) (K)

2005FA0000044

FRCHLD

GARRTT

 

BLOCK

LEAKING

3/7/2004

SA227DC

TPE33112UA

 

8690671

BETA SYS

AFTER TURNING BLEEDS ON DURING CLIMB, CREW IMMEDIATELY NOTICED AN ODOR AND THEN SAW SMOKE. BLEEDS WERE TURNED OFF, CHECKLIST ITEMS COMPLETED. CHECKED FOR ANNUNCIATOR LIGHTS, PRESSURE INDICATIONS, AND FIRE LIGHT INDICATIONS, ALL WERE NORMAL. CREW RETURNED TO STATION AND LANDED WITH NO FURTHER INCIDENT. INITALLY SUSPECTED ACM FAILURE, BUT FOUND OIL LEAKING IN THE LT ENGINE SPINNER/ COWL AREA. TIGHTEN FITTING, SAFETIED AND PERFORMED GROUND RUN LEAK CHECK, OPS CHECK GOOD. PERFORMED OPERATIONAL CHECK FLIGHT, OPS CHECK GOOD. (K)

2005FA0000150

GROB

 

 

SWIVEL

CRACKED

11/24/2004

G120A

 

 

120A5211

NLG 

INSPECTION OF NOSE GEAR UPPER TRUNNION BOLTS FOUND CRACKS AROUND WELDS AND ON THE EARS FOR THE SWIVEL TUBE. PROBABLE CAUSE EXCESSIVE STRESSES IN THIS AREA. AT THIS TIME NO RECOMMENDATION UNTIL MFG MAKES DETERMINATION OF CAUSES. (K)

2005FA0000112

GROB

LYC  

 

IGNITION SWITCH

INOPERATIVE

1/18/2005

G120A

AEIO540*

 

103572101

COCKPIT

PILOT REPORTED STARTER WOULD NOT ENGAGE, AFTER FURTHER INVESTIGATION FOUND IGNITION SWITCH WAS BAD. NO PROBABLE CAUSE OR RECOMMENDATIONS AT THIS TIME. (K)

2005FA0000111

GROB

LYC  

 

PUMP

SHEARED

11/17/2004

G120A

AEIO540D4D5

 

1U128006

VACUUM SYS

DURING RUN-UP OF AIRCRAFT PILOT REPORTED LOST OF INSTRUMENT VACUUM SUCTION. MAINTENANCE TECHNICIAN FOUND VACUUM PUMP HAD A BROKEN SHAFT. UPON REPLACEMENT OF VACUUM PUMP INSTRUMENT SUCTION WAS FOUND TO BE OK. RECOMMEND FINDING A REPLACEMENT THAT IS MORE DURABLE. (K)

CA040702004

GRUMAN

WRIGHT

 

O-RING

FAILED

6/28/2004

TS2ACALFORST

982C9HE2

 

MS28775212

ACTUATOR

(CAN) DURING CRUISE THE PILOT NOTED A RAPID DROP IN HYDRAULIC PRESSURE ON BOTH THE LT AND RT SIDE. THE AIRCRAFT DIVERTED COURSE. THE RETARDANT LOAD WAS JETTISONED AND THE FLAPS AND LANDING GEAR WERE LOWERED USING THE EMERGENCY HAND PUMP. THE AIRCRAFT LANDED WITHOUT INCIDENT. DURING INVESTIGATION BY MAINTENANCE IT WAS NOTED THAT THE SEAL IN THE NOSE LANDING GEAR ACTUATOR HAD FAILED CAUSING THE HYDRAULIC FLUID LOSS. THE ACTUATOR WAS REPLACED, AND A GEAR SWING WAS ACCOMPLISHED AFTER THE HYDRAULIC SYSTEM WAS PURGED AND REPLENISHED. THE AIRCRAFT WAS RETURNED TO SEVICE.

2005FA0000103

GULSTM

RROYCE

 

SKIN

CORRODED

9/2/2004

G1159

SPEY5118

 

1159W2000510

RT WING

DURING WING (RIGHT) NOT INSPECTION, EXFOLIATION CORROSION NOTED ON WING UPPER PLANK AND FRONT BEAM BETWEEN RBS 284 THRU 375. EXFOLIATION CORROSION REMOVED IAW SRM. REPAIRS COMPLETED.

2005FA0000269

GULSTM

RROYCE

 

COWLING

CORRODED

9/2/2004

G1159

SPEY5118

 

1159P203264

RT NACELLE

DURING RT ENGINE MID-LIFE UPDATES, RT FIXED COWL WAS INSPECTED AND CORROSION WAS NOTED. FIXED COWL WAS REPAIRED.

2005FA0000267

GULSTM

RROYCE

 

BULKHEAD

CRACKED

9/2/2004

G1159

SPEY5118

 

1159B2156225

FUSELAGE

DURING COMPLIANCE OF NDT EDDY CURRENT INSP OF FS-793.75 BULKHEAD, CAP ANGLE WAS FOUND CRACKED. NEW CAP ANGLE WAS INSTALLED IAW DWG NR SE20000210, REV. D.

2005FA0000003

GULSTM

 

 

DOOR FRAME

CRACKED

12/9/2004

G1159B

 

 

 

DOOR 

DURING AIRCRAFT 4000 LANDING INSPECTION, FOUND APPROX A 1 INCH CRACK AT THE UPPER FORWARD RADIUS OF DOOR FRAME. STOP DRILLED CRACK AND REPAIRED WITH AN OVERLAY DOUBLER IAW THE SRM. OVERLAY INSTALLED (WET) WITH PRC 1440. (K)

1624112304

GULSTM

RROYCE

 

TIRE

DAMAGED

12/1/2004

GIV  

TAY6118

 

H34X9.2518

NR 4 POSITION

NR 4 TIRE WAS FOUND TO BE DAMAGED FOR SOME UNKNOWN REASON. THE DAMAGE WAS SUCH THAT IT APPEARED TO BE A FAILURE OF THE TREAD AREA. A SECTION LOCATED ON THE TIRE TREAD APPEARED TO HAVE BEEN RIPPED AWAY BY SOME UNKNOWN FORCE. NONE OF THE OTHER 3 TIRES DISPLAYED ANY VISIBLE DEFECTS, TRAUMA, OR DAMAGE. WEATHER AT THE LOCATION WAS FREEZING RAIN FOLLOWED BY SNOW AND ICE CONDITION. CAN NOT DETERMINE IF THE WEATHER HAD ANY EFFECT ON THE MALFUNCTION. (K)

2004FA0000922

GULSTM

 

 

TRUNNION PIN

CORRODED

11/22/2004

GV  

 

 

1159SCL56613

MLG 

AIRCRAFT IN MAINTENANCE FOR THE SCHEDULED 5 YEAR LANDING GEAR CORROSION INSPECTION. FOUND AFT TRUNNION PINS AND THRU BOLT PN: NAS1962C56 SEVERELY CORRODED. PART REPLACED WITH NEW.

2005FA0000418

HUGHES

LYC  

 

SHAFT

WORN

1/7/2005

269C

HIO360*

 

269A5498005

DRIVE SPLINES

DURING ANNUAL INSPECTION GREASE IN LOWER PULLEY SHAFT HAD A RUSTY (BROWN) COLOR (NOTE: ANDEROL GREASE IS BLACK). UPON INSPECTION PART HAS 414.2 HOURS SINCE NEW, THE SPLINES WERE WORN BEYOND LIMITS. SPECULATION OF MFG AND OUR FACILITY IS THAT THE GREASE WAS CONTAMINATED. (K)

2005FA0000419

HUGHES

LYC  

 

DRIVE SHAFT

CORRODED

1/7/2005

269C1

HIO360*

 

269A5559003

TAIL ROTOR

DURING 600 HOUR INSPECTION GREASE IN DRIVE SHAFT HAD A RUSTY (BROWN) COLOR (NOTE: ANDEROL GREASE IS BLACK). UPON INSPECTION PART HAS 600.0 HOURS SINCE NEW. LIFE LIMIT OF 6000 HRS, THE SPLINES WERE WORN TO THE THICKNESS OF A PIECE OF PAPER (APPROX .090 NEW). SPECULATION OF MFG AND OUR FACILITY IS THAT THE GREASE WAS CONTAMINATED. FIRST 600 HOUR INSPECTION ON THIS AC, SAME GREASE SINCE DELIVERY. (K)

2005FA0000420

HUGHES

LYC  

 

SHAFT

WORN

1/7/2005

269C1

HIO360*

 

269A5498005

DRIVE SPLINES

DURING 600 HOUR INSPECTION GREASE IN LOWER PULLEY SHAFT HAD A RUSTY (BROWN) COLOR (NOTE: ANDEROL GREASE IS BLACK). UPON INSPECTION PART HAS 600.0 HOURS SINCE NEW, THE SPLINES SHOWED IRREGULAR WEAR. SPECULATION OF MFG AND OUR FACILITY IS THAT THE GREASE WAS CONTAMINATED. FIRST 600 HOUR INSPECTION ON THIS AC, SAME GREASE SINCE DELIVERY FROM MFG. (K)

CA041102002

HUGHES

LYC  

 

CARRIAGE

CRACKED

11/2/2004

269C1

HO360C1A

 

269A5193001

M/R TRANSMISSION

DURING A SCHEDULED 4200 HR O/H THE ABOVE DESCRIBED CARRIER WAS FOUND TO HAVE 3 CRACKS AT 3 SEPARATE LOCATIONS IN THE CARRIER TO COUPLING MOUNTING HOLE LOCATIONS. THESE CRACKS WERE DETECTED DURING FLUORESCENT PENETRANT INSPECTION. FOR THE FUTURE A MIDLIFE INSPECTION MAY BE AN OPTION TO DETECT THESE CRACKS, AS THIS AREA HAS BEEN PRONE TO CRACKS IN THE PAST.

CA041013009

HUGHES

LYC  

SCHLER

SWITCH

MALFUNCTIONED

10/7/2004

269C1

HO360C1A

 

M880511104

GRIP 

(CAN)TRIGGER SWITCH MALFUNCTION, NO TRANSMISSION. REPLACED SWITCH P/N M8805/111-04.

CA040706002

HUGHES

LYC  

 

CARBURETOR

FAILED

6/1/2004

269C1

HO360C1A

 

1060301

ENGINE

HIGH MANIFOLD PRESSURE. REPLACED CARBURETOR.

CA040601009

HUGHES

 

 

BLADE

UNSERVICEABLE

5/27/2004

369D

 

 

369D21100523

MAIN ROTOR

UPON INSPECTION, A LINE WAS NOTICED EXTENDING CHORDWISE FROM THE LOWER ROOT FITTING. AFTER REMOVING THE PAINT, THE DOULBER HAD ABOUT A 2.5 INCH CRACK THAT EXTENDED BOTH FOR AND AFT OF THE LOWER ROOT FITTING OF THE M/R BLADE. THE BLADE WAS REMOVED FORM SERVICE AND DISASSEMBLED. THE CRACK HAD GONE THRU THE MAIN SKIN OF THE BLADE AND THE DOUBLER. THE CRACK DID NOT GO THRU THE SPAR OF THE BLADE.

2005FA0000434

HUGHES

ALLSN

 

ENGINE

MAKING METAL

10/31/2004

369D

250C20B

 

 

 

PILOT HAD ENGINE CHIP LIGHT ILLUMINATION FOLLOWED ALMOST IMMEDIATELY WITH A NOISE/VIBRATION, THEN A POWER LOSS/ DECEL. AC LANDED WITHOUT INCIDENT AND PILOT HAD TO SHUT OFF THE ENGINE. CHIP PLUGS AND OIL FILTERS WERE CONTAMINATED WITH METAL. DISASSEMBLY OF ENGINE AND ENGINE GEARBOX REVEALED A FAILURE OF THE 2.5 BEARING TO A POINT THAT .33 THE CIRCUMFERENCE OF THE SAG SHAFT, INNER RACE, WAS GOUGED TO AN APPROX DEPTH OF .040 INCH TO .045 INCH. NO OTHER SOURCE OF METAL WAS FOUND.

2005FA0000372

ISRAEL

 

 

HOUSING

CRACKED

11/21/2004

1124

 

 

ES12858501

NLG STRUT

AFTER LANDING, TAXIIED TO REPAIR SERVICE, THE NOSE STRUT BOTTOMS OUT, STOPPED AT RAMP. EXITED AC, NOTED A LARGE PUDDLE OF HYDRAULIC FLUID AROUND NLG. JACKED AC UP, NOTICED THE LARGE CRACK IN THE LOWER STRUT HOUSING, STARTING FROM BACK SIDE OF TORQUE KNEE ATTACH FITTING ON THE LOWER STRUT BODY. REMOVED NLG ASSY, DISASSEMBLED, INSP PN E51L858501 INNER BODY AND PN 52 NBC2064YZP BEARING CRACKED. THE CRACKS LOOKED LIKE THEY HAD STARTED BEFORE. PROBABLE CAUSE: NOT DISCONNECTING SICCORS PRIOR TO TOWING AC. (SW01200502590)

2005FA0000188

LEAR

GE  

GE  

PUMP

FLAKING

2/3/2005

24D  

CJ6108

 

9234A8

RT ENG FUEL

THE INTERNAL COATING IN THE GEAR SECTION OF THE FUEL PUMP STARTED FLAKING OFF AND GOT INTO THE HIGH PRESSURE FUEL LINE THAT GOES TO THE JET PUMPS IN THE RT WING. THE MATERIAL CLOGGED UP THE ORIFICES IN THE JET PUMPS, NOT ALLOWING FUEL TO BE TRANSFERRED FROM THE TIP TANK TO THE WING. NOTE: THE FUEL PUMP HAD ABOUT 4400 HOURS SINCE O/H. THE DATE WAS 1994 AT O/H IAW SUBMITTER. (EA23200505548) (K)

2005FA0000106

LEAR

GARRTT

 

STARTER GEN

FAILED

9/24/2004

31A  

TFE73123B

 

23080023

RT ENGINE

PILOT REPORTED VIBRATION, FOLLOWED BY RT GENERATOR INOPERATIVE LIGHT. PRECAUTIONARY ENGINE SHUTDOWN WAS DONE. REPLACED STARTER GEN, OPS NORMAL. A TEARDOWN REPORT WILL BE REQUESTED FROM VENDOR. (K)

2005FA0000096

LEAR

GARRTT

 

BOLT

CORRODED

12/6/2004

35A  

TFE731*

 

26520023

ENG MOUNT

BOLT SHEARED AT THREADS DURING REMOVAL. SIGNS OF INTERNAL CORROSION ON BOLT.

CA040820001

LEAR

GARRTT

 

LINE

CRACKED

8/18/2004

35A  

TFE73122B

 

2519C5912

OXYGEN SYS

(CAN) WHILE SERVICING THE TAIL MOUNTED OXYGEN BOTTLE, AFTER REPLACEMENT OF THE FILLER FITTING, AT ABOUT 300 PSI A LEAK WAS HEARD AND SMALL FLAME SEEN AT THE LINE LEADING TO THE CABIN, FORWARD OF THE BOTTLE. SYSTEM TURNS OFF. THE LINE HAD THREE CRACKS ON THE B-NUT FITTING. LINE REPLACED.

CA040716001

LEAR

GARRTT

 

PRESSURE BLKHD

TORN

7/16/2004

35A  

TFE73122B

 

 

FUSELAGE

AIRCRAFT WAS PARKED ON THE RAMP. MAINTENANCE PERSONNEL WANT TO TOW THE AIRPLANE. WHEN STARTING TO PULL THE AIRPLANE THE NOSE LANDING GEAR ACTUATOR UPPER ATTACHMENT BRACKET FAILED. AFTER THE INCIDENT THE PRESSURE BULKHEAD FOUND TO BE TORN AT THE B.L 0.0 AT THE UPPER SECTIONS. ALSO, THE ACTUATOR UPPER ATTACHMENT SUPPORT BRACKET WAS TORN AT THE CONNECTION TO THE PRESSURE BULKHEAD. THE PARKING BRAKE WAS LEFT APPLIED.

CA040721001

LEAR

GARRTT

 

DRAIN LINE

BURST

7/20/2004

35LEAR

TFE73122B

 

24192273

AIR CON

DURING A SCHEDULE INSPECTION, FOUND AIR CONDITIONING DRAIN LINE BURST. THE INSPECTION OF THE CHECK VALVE WAS CARRIED AND VALVE FOUND TO BE OPERATIVE. DRAIN TUBE WAS REPLACED.

CA040715004

LEAR

GARRTT

 

BATTERY

INOPERATIVE

7/7/2004

45LEAR

TFE731*

 

7624308001001

EMERGENCY

DURING ENGINE START WITH GROUND POWER UNIT AND AVIONICS ON, ALL 4 DISPLAY UNITS WENT BLACK AND THEN LIT UP AGAIN AFTER ENGINE STARTED. MAINTENANCE DISCOVERED WITH A CAPACITY CHECK ON THE EMERGENCY BATTERY THAT 1 CELL HAD FAILED WHICH CAUSED THE VOLTAGE TO DROP BELOW 22 VOLTS UNDER A HEAVY LOAD. EMERGENCY BATTERY REPLACED. EMERGENCY BATTERY IS AN ON CONDITION ITEM WITH A CAPACITY CHECK EVERY 3 MONTHS. AS THIS BATTERY WAS OVER 5.5 YEARS OLD WE WOULD RECOMMEND A LIFE LIMIT OF NO MORE THAN 5 YEARS PUT ON THESE BATTERIES.

CA040527006

LEAR

GARRTT

 

CONTROL PANEL

FAILED

4/30/2004

45LEAR

TFE731*

 

700GC02Y07

POWER DIST

RT GENERATOR WILL DROP OFF LINE AFTER OPPOSITE ENGINE START. RT AFT POWER DISTRIBUTION PANEL REPLACER WITH NEW UNIT.

CA040527005

LEAR

GARRTT

 

CONTROL MODULE

STIFF

5/18/2004

45LEAR

TFE7312

 

6676101000013

THROTTLE

RT POWER LEVER 'PIGGYBACK' LEVER VERY STIFF, DIFFICULT TO MOVE TO STOW POSITION. THROTTLE CONTROL MODULE REPLACED.

CA040705003

LEAR

GARRTT

 

BELLCRANK

CRACKED

6/15/2004

45LEAR

TFE7312

 

4532103045002

MLG DOOR

(CAN) BELLCRANK CRACKED AT PIVOT POINT NEW BELLCRANK PT NR 4532103045-004 INSTALLED GEAR SWINGS COMPLETED.

CA040705007

LEAR

GARRTT

PNEUDRAULICS

SWITCH

OUT OF TOLERANCE

6/22/2004

45LEAR

TFE7312

 

6632303003001

ACTUATOR

(CAN) GEAR WOULD NOT RETRACT ON 1ST ATTEMPT, 2ND ATTEMPT WAS SUCCESSFUL FOUND ACTUATOR SWITCH OUT OF TOLERANCE ACTUATOR REPLACED WITH OVERHAULED UNIT GEAR SWINGS COMPLETED.

CA040705008

LEAR

GARRTT

 

POWER UNIT

NOISY

6/10/2004

45LEAR

TFE7312

 

C1444831

TE FLAPS

(CAN) FLAP POWER UNIT NOISY/SLOW, REPLACED WITH OVERHAULED UNIT.

2005FA0000407

LEAR

PWA  

 

STRUT

DAMAGED

3/8/2005

60LEAR

PW305

 

2342100022

NLG 

DURING 300 HOUR INSPECTION (GEAR SERVICE) THE INNER STRUT CHROME WAS FOUND DAMAGED APPROXIMATELY .001 INCH DEEP. PROBABLE CAUSE: WEAR OF SEALS CAUSING THE UPPER CAM TO CONTACT THE INNER CYLINDER. INSPECTION REPACK OF THE NOSE LANDING GEAR ASSY AT 3,000 LANDING INSPECTION. (EA09200504488) (K)

2005FA0000113

LEAR

PWA  

 

PISTON

DAMAGED

10/19/2004

60LEAR

PW305A

 

60411022

RT MLG STRUT

DURING 3000 LANDING INSPECTION OF MLG UPPER BEARINGS AND RETENSION PINS, FOUND RT MLG PISTON TO HAVE A SECTION OF CHROME MISSING APPROX .250 INCH X .10 INCH AND AREA WHERE THE CHROME HAS CIRCUMFERENCE CRACKS MEASURING AN AREA OF APPROX 3.0 INCH X 1.0 INCH. MANUFACTURE TO EVALUATE. (K)

CA050105012

LEAR

PWA  

 

SENSE LINE

BROKEN

12/23/2004

60LEAR

PW305A

 

30B1695

P 2.8

(CAN) CREW REPORTED COMPRESSOR STALL DURING TAKE-OFF. SUBSEQUENT INVESTIGATION REVEALED A BROKEN P2.8 BLEED VALVE (BOV) SENSE LINE.

CA040720005

LKHEED

ALLSN

 

PROPELLER

MALFUNCTIONED

7/17/2004

188A

501D13

 

A6441FN606

ENGINE

PROPELLER OVERSPEED ON DESCENT INTO XXXX, THE ENGINE WAS SHUT DOWN AND AIRCRAFT LANDED WITHOUT INCIDENT. PROP ASSEMBLY WAS CHANGED, GROUND RUN AND PITCH LOCK TESTED SERVICABLE. AIRCRAFT WAS RETURNED TO SERVICE.

CA050106001

LKHEED

 

 

BEARING

MISMANUFACTURED

1/5/2005

C130A

 

 

CB17663

FLAP CARRIAGE

TECHS FOUND DIFFICULTY WHILE ATTEMPING TO GREASE NEWLY INSTALLED FLAP CARRIAGE BEARINGS. BEARINGS WOULD NOT ACCEPT GREASE AS DIRECTED BY THE MM. A RECALL & INSPECT OF ALL INVENTORIED BEARINGS CARRIED OUT AT SPAR QUALITY DEPARTMENT. BEARINGS IN QUESTION WERE ACQUIRED AS NEW PARTS ACCOMPANIED BY PROPER PART CERTIFICATIONS. BEARINGS WERE MANUFACT UNDER P/N CB17663. ALL INSPECTED & RECALLED BEARINGS WERE FROM PRODUCTION LOTS 64598, 61262, 61077. A TOTAL OF 120 BEARINGS EXAMINED. A FAILURE RATE PER LOT FROM 25-50 PERCENT. OBSERVED THAT WHEN GREASE APPLIED THROUGH APPROPRIATE NEEDLE ZERK, THE ORFICE BALL FORCED TO BOTTOM OF THE GREASE ORFICE BLOCKING THE ENTRY OF GREASE TO THE BEARING SURFACE.

2004FA0000858

MOONEY

LYC  

 

ANGLE

CORRODED

8/27/2004

M20C

O360*

 

35011007

FUSELAGE

CROSS MEMBER AT STA 103, SUPPORT RUDDER, ELEVATOR PUSH ROD HANGER AND SUPPORTS A HANGER FOR TAIL TRIM TUBE. (GL11200413706)

CA040712009

MOONEY

LYC  

 

BLOCK

CORRODED

6/2/2004

M20E

IO360A1A

 

240014901

TE FLAP HINGE

3 HINGE BLOCKS HAD SEVERE EXFOLIATION CORROSION OVER MUCH OF THEIR SURFACE. ONE BLOCK WAS SPLIT IN HALF AT THE LEADING EDGE. THE FLAP ITSELF HAD MINOR SURFACE CORROSION. THE LEFT FLAP WAS FOUND IN NORMAL CONDITION. THE HINGE BLOCKS WILL BE REPLACED WITH NEW ONES BY AMO

2005FA0000232

MOONEY

LYC  

 

WARNING SWITCH

LOOSE

8/8/2004

M20F

IO360A1A

 

V31 

MLG 

LANDING GEAR WARNING SWITCH FOUND LOOSE ON THE ATTACH AREA OF THROTTLE CABLE CAUSING INTERMITTENT OPERATION OF HORN. SCREWS WERE TIGHTENED AND SYSTEM OPERATES NORMALLY.(K)

2005FA0000123

MOONEY

LYC