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

345

bald eagle watching over three eggs

APRIL

2007

 


CONTENTS

AIRPLANES

BEECH......................................................................................................................................... 1

CESSNA...................................................................................................................................... 3

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

HELICOPTERS

AEROSPATIALE......................................................................................................................... 7

POWERPLANTS

CFM............................................................................................................................................. 9

ACCESSORIES

KELTECH WATER HEATER................................................................................................... 10

SLICK MAGNETO................................................................................................................... 11

AIR NOTES

INTERNET SERVICE DIFFICULTY REPORTING (iSDR) WEB SITE................................... 13

IF YOU WANT TO CONTACT US......................................................................................... 14

AVIATION SERVICE DIFFICULTY REPORTS...................................................................... 14

 


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

BEECH

Beech: A36; Loose Auto-Pilot Connecting Rod, ATA 2730

A submitter writes, “The auto-pilot hook-up rod should be tightened up or removed from the aircraft at the factory. This is the second aircraft in one week (in which) this rod (and/or its attachment nuts) has been found loose....” (Elevator control bell crank P/N: 002-524024-51.)


Two views of the elevator bellcrank.

Part Total Time: 140.0 hours.

 


CESSNA

Cessna: 152; Broken Flap Cable; ATA 2750

“On final,” states an unidentified submitter, “the student selected 30 degrees flaps: a loud ‘pop’ was heard, the R/H flap came down to 30 degrees, but there was no movement at the L/H flap. The aircraft landed without incident. Investigation revealed the swaged ball end broke from the remaining cable (P/N 0400107-146). (I) suspect high time and cycles as contributing factors (to this failure).”(A search of the FAA Service Difficulty Reporting System data base revealed 14 additional entries answering the base part number.)

Part Total Time: 12,872.0 hours.

 

Cessna: R172E; Cracked Main Landing Gear Actuator; ATA 3233

“While complying with Service Bulletin number SEB01-2 R1,” writes the submitter, “I found the large bore (of this actuator) cracked (see attached illustration).” (Provided actuator P/N: 9882015-2. See January 2006 Alerts for a more thorough description of this same defect.)

 

View of actuator housing.

(A search of the FAA Service Difficulty Reporting System data base revealed 38 entries for this exact part number, 44 for the base number.)

Part Total Time: (unknown).

 


Cessna: T207A; Broken Horizontal Stabilizer Attach Fitting; ATA 5340

A repair station technician states, “The pilot found the horizontal stabilizer loose on preflight. Maintenance inspected and found the R/H forward attachment fitting broken. (I) replaced both forward fittings (P/N 1232013-2F) with new parts.” (A search of the FAA Service Difficulty Reporting System data base revealed five additional entries for the part’s base number.)

View of horizontal stabilizer attach fitting.

Part Total Time: 14,703.8 hours.

 

Cessna: CE 750; Failed Flap PDU and Display; ATA 2751

“Shortly after takeoff,” states the submitter, “the flap lever was selected to the zero degree position. We immediately received a ‘flaps fail’ amber caution advisory message. We referred to the Abnormal Checklist and exhausted all efforts to regain control of the flaps—to no avail. We then requested holding so we could burn off fuel and get the aircraft weight to within landing limits. We then made an uneventful landing back at (the airport) where maintenance personnel were standing by.” Corrective maintenance action indicated replacement of the flap P.D.U.—position display unit (P/N 9914615-3) and the ‘soft start relay’ (P/N not provided). (A search of the FAA Service Difficulty Reporting System data base revealed two additional entries for this part number.)

Part Total Time: 1,150.0 hours.

 

PIPER

Piper: PA34-200; Worn Landing Gear Mount Holes; ATA 3211

(Reference an almost identical discrepancy for a PA28 in last January’s Alerts.)

This description is written by a mechanic who also functions as the Director of Maintenance for his operation. “The main landing gear pivot casting (forward trunnion fitting assembly) attach hardware continually comes loose, allowing chaffing between the casting and the wing spar—enlarging the attach bolt holes in (both) the casting and the spar. The effected L/H casting had been previously removed, inspected, and installed per the Piper maintenance for this (specific) reason only 100 hours prior to this (second) occurrence. This condition had been noted on the R/H casting at the same inspection and had been corrected by replacing the casting. (The attachment holes) in the casting and spar were reamed to accept AN5 bolts rather than the original AN4. The original nut-plates on the forward side of the wing spar (MS21047) do not seem to adequately accept the stresses imposed


on them and are likely the leading factor in the continual loosening of the casting. (They) were replaced with MS21078-5 nut-plates which provide more strength and (apparently) prevent the attach bolts from loosening. We operate a fleet of PA34-200, -200T, and -220T Senecas. The-200 and -200T (aircraft) have exhibited the same tendency regarding the loosening of the forward pivot casting attach hardware. (I) suggest inspecting the pivot casting attach hardware regularly and replacing hardware as stated above.”

(A search of the FAA Service Difficulty Reporting System data base revealed three additional entries for the base part number.)


 

Parts drawing of the landing gear mount.

 


 

View of this landing gear mount at the spar.

 

Part Total Time: 5,966.6 hours.

 

HELICOPTERS

AEROSPATIALE

Aerospatiale: SA365N1; Corroded Floor Panels; ATA 5321

A repair station submitter writes, “During a pre-buy inspection, the Loncoin rubber mats were pulled up from the cockpit floors. Under the pilot’s side of these mats major corrosion accumulation was discovered. These mats were still damp underneath, (indicating) why this corrosion existed. We suspect salt laden water from the pilots feet during winter operations contributed to this corrosion. The rubber mats allowed the moisture to penetrate, but would not let it dry. This floor panel (P/N 365-21-0059-0501) is completely destroyed and must be replaced. More stringent cleaning and inspection (procedures) must be practiced in (such) environments.”


 

Top view of floor panel corrosion.

 

Part Total Time: (unknown).

 


POWERPLANTS

CFM

CFM: 56-3CI; Failed HP Turbine Shaft-Seal Rack Structure; ATA 7250

“A Boeing 737...suffered an aborted take-off,” states this submitter. “Investigation revealed failure and liberation of the HPT (high pressure turbine) rear shaft where a section of material measuring 3.5 inches of circumference had liberated around the three seal tooth rack. Similar failures have been experienced on the CFM56-3 engine. The parts were returned to CFM for investigation. (Shaft P/N: 9514M71P04.)

View of broken turbine shaft seal structure.

(A search of the FAA Service Difficulty Reporting System data base revealed two additional entries for the base part number.)

Part Total Time: 30,987.0 hours.

 


ACCESSORIES

KELTECH WATER HEATER

Keltech Water Heater: ES7.1-183/206-400DK; Failed Fire Protection; ATA 3820

(The following defect report describes a Boeing 767-2AX having a VIP interior package including a specific type hot water heater.)

A repair station submitter states, “The flight attendants complained about no hot water at the galley sink shortly before landing, after a transatlantic flight. Once on the ground, maintenance personnel exposed the water heater and got a heavy burned smell. Once they removed the false panel covering the water heater, they noted no circuit breaker either on the unit itself or on the galley circuit breaker panel had tripped.

“They decided to look at the inside of the installed unit to see if there was something they could repair. It looked as though there (had been) a fire inside the unit. It (had) burned itself out and no external damage was done. Prior to the opening (of the heater enclosure area) there was no smell anywhere in the galley from the fire and no circuit breakers (had been) tripped. The unit was removed from the aircraft and sent to the manufacturer for teardown and troubleshooting—to find the cause (of the fire)—and to repair this water heater. No reason or cause has been found at this time. This water heater is installed in an aircraft with a VIP interior under an STC (supplemental type certificate). These units have been installed in a variety of VIP interior installations by several completion centers throughout the world.”

(The unit is described as a Keltech Water Heater, P/N ES7.1-183/206-400DK. The pictures are dramatic—period.)

Two views of fire damage to the galley's internal heater.

 


 

Two views of fire damage to the galley's internal heater.

Part Total Time: (unknown).

 

SLICK MAGNETO

Slick Magneto: 6361; Leaking Capacitor; ATA 7414

(This report concerns a Piper PA32R-301T powered by a Lycoming TIO-540-AH1A.)

A repair station technician states, “(I) opened the pressurized magneto to inspect for corrosion during an annual inspection (and found) a large amount of oil in the aft case (housing). Further investigation revealed (this oil) to be dielectric fluid from the capacitor. (I) tested the capacitor with a Simpson meter and found it to have failed. Magneto failure (was probably) imminent due to oil contamination to the points and distributor. (I) suggest inspection of all magnetos containing this part number capacitor (P/N M-3984) before further flight.”


 

Two inside views of the magneto housing.

Part Total Time: 281.8 hours.

 


AIR NOTES

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) data base 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/.

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.

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 data base 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:

Tom Marcotte
Service Difficulty Reporting System, Program Manager
Aviation Data Systems Branch, AFS-620
P.O. Box 25082
Oklahoma City, OK 73125
Telephone: (405) 954-6500
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 data base. 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

2007FA0000149

 

 

 

MAGNETO

MALFUNCTIONED

2/9/2007

 

 

 

6310 

ENGINE

MAGNETO IS MISSING AT HIGH ALTITUDE. (K)

2007FA0000150

 

 

 

MAGNETO

MALFUNCTIONED

2/9/2007

 

 

 

6310 

ENGINE

MAGNETO`S MISSING AT HIGH ALTITUDE. (K)

2007FA0000190

 

 

MCAULY

HUB  

CRACKED

2/21/2007

 

 

 

C4201C58

PROPELLER

HUB RECEIVED DISASSEMBLED, CLEANED AND ANODIZED WITH NO CERTIVICATION. BLADE RETENTION THREADS EDDY CURRENT INSPECTED. NR 1 BLADE RETENTION THREAD, 4 THREADS IN AT APPROXIMATELY 6 O`CLOCK POSITION FOUND CRACKED. HUB REMOVED FROM SERVICE. (K)

2007FA0000254

 

 

PREAIR

FLOAT

FAILED

3/19/2007

 

 

MA45

30802

CARBUETOR

THE CARBURETOR WAS SENT INTO MY REPAIR STATION FOR OVERHAUL. WHEN DISASSEMBLED, IT WAS FOUND THAT THE FLOAT HAD TAKEN ON FUEL AND WAS SUNK. IT IS RECOMMENDED THAT ALL POLYMER FLOATS PRODUCED BY MFG BE RECALLED, AN AD ISSUED, AND THE NEW COMPOSITE FLOAT BE INSTALLED AS SOON AS POSSIBLE. THE POLYMER FLOATS HAVE A SIGNIFICANTLY REDUCED WEAR LIFE OF ONLY ABOUT 500 HOURS INSTEAD OF 2,000 HOURS FOR THE CARBURETORS THAT THIS FLOAT IS INSTALLED IN. THIS INSTANCE WAS NOT A FIRST FOR THIS REPAIR STATION.

2007FA0000239

AIRTRC

 

 

LIGHT

FAILED

10/20/2006

AT802

 

 

1220 

 

PULSELIGHT UNIT FAILED. EVALUATION OF FAILED UNIT REVEALED HIGH HEAT GENERATED WITHIN UNIT AND SIGNIFICANT BURNING.

2007FA0000187

AMD  

GARRTT

 

COUPLING

DEFECTIVE

2/22/2007

FALCON10

TFE7312

 

285683

HYDRAULIC SYS

THIS COUPLING IS A QUICK-DISCONNECT TYPE FITTING THAT IS IN LINE OF THE ENGINE DRIVEN HYDRAULIC PUMP AND LOCATED IN THE ENGINE PYLON. THERE IS ONLY ONE ON EACH ENGINE AND ONLY ON THE SUCTION LINE. THESE FITTINGS HAVE NO TIME CHANGE REQUIREMENT. WHEN THIS PART WAS CHANGED (DUE TO EXTERNAL LEAKAGE) IT WAS EXTREMELY DIFFICULT TO SEPARATE. ONCE SEPARATED, THE LOCKING BALLS HAD DUG SO DEEPLY INTO THE LOCK RING THAT PARTIAL UNSEATING OF THE O-RING HAD OCCURRED. THERE QUICK DISCONNECT COUPLINGS (LT AND RT) SHOULD BE REQUIRED TO BE INSPECTED AT EACH ENGINE REMOVAL AND REPLACED IF WEAR IS DETECTED. (K)

AMTR02022007

AMTR

 

 

KEELBEAM

CORRODED

2/2/2007

SPENCERAIRCR

 

 

 

FUSLEAGE

DURING AN ACCIDENT INVESTIGATION OF A S12D, THE AIRFRAME REAR KEEL SUPPORT WAS FOUND TO HAVE EXCESSIVE CORROSION AND THE WOODEN STRUCTURE ATTACHED TO THE KEEL WAS DRY ROTTED. ALTHOUGH THE CORROSION IS EVIDENT, WE BELIEVE IT WAS NOT A CAUSE OF THE ACCIDENT. THE AIRCRAFT WAS BUILT IN 1975 AND WAS OPERATED IN A SALT WATER ENVIRONMENT. THE AIRCRAFT HAD JUST RECEIVED A CONDITION INSPECTION. THERE WAS NO ACCESS TO INSPECT THE KEEL SUPPORT WHICH IS LOCATED AFT OF THE PASSENGER COMPARTMENT. IT IS RECOMMENDED THAT AN ACCESS PANEL BE MADE TO INSPECT THE KEEL ASSEMBLY AND THAT IT BE INSPECTED AT LEAST EVERY CONDITION INSPECTION.

2007FA0000151

BBAVIA

LYC  

 

FASTENER

OUT OF POSITION

2/14/2007

7ECA

O235*

 

 

WING 

RIB NAILS PULLING OUT IN ALMOST EVERY RIB. RT TIP RIB HAS ALL NAILS PULLED OUT AND A SPACE BETWEEN RIBS AND SPARS, BOTH FRONT AND REAR LOCATIONS. LT WING HAS ONE NAIL THAT IS ABOUT TO FALL OUT AS IT IS PULLED/WORKED OUT .4375 INCH. 80 PERCENT OF RIBS HAVE AT LEAST ONE NAIL OUT OVER .1250 INCH, AND ONLY APPROX 10 PERCENT OF TOTAL NAILS ARE NOT MOVING. HAVE NOT DISASSEMBLE YET FOR SPAR DAMAGE, BUT HAVE SEEN A FEW NAILS THAT ARE (SMOKING) WHERE THEY CONTACT THE ALUMINUM RIB. ALL FOUND DURING ROUTINE INSPECTION AT ANNUAL IAW AD AND APPLICABLE SB`S IAW THE AD. (K)

2007FA0000243

BEECH

CONT

 

ANTENNA

MISINSTALLED

2/26/2007

35B33

IO470*

 

VP10 

VHF SYSTEM

THE DOUBLER FOR THE VHF ANTENNA APPEARS TO HAVE BEEN TOO SMALL(SLIGHLY LARGER THAN THE BASE OF THE ANTENNA)AND WAS NOT RIVITED TO THE FUSELAGE,ALLOWING THE ANTENNA TO FLUTTER WHILE AIRBORNE.ON POST FLIGHT INSPECTION THE PILOT DISCOVERED TEARING ON THREE SIDES ON TOP OF THE FUSELAGE AROUND THE BASE OF THE ANTENNA.NOTE THE TACH ONLY READS 94.5

2007FA032201

BEECH

 

 

SERVO

MALFUNCTIONED

3/8/2007

400A

 

 

6226717104

ELEVATOR CONTROL

DIFFICULTY OCCURRED UPON DESCENT. PILOT DISENGAGED AUTO-PILOT AND FELT RESISTANCE IN THE ELEVATOR CONTROL SYSTEM. ON INSPECTION OF THE SYSTEM THE AUTO-PILOT ACTUATOR WAS FOUND PARTIALLY ENGAGED. UNIT WAS REPLACED AND THE AIRCRAFT RETURNED TO SERVICE. THIS AIRCRAFT WAS LAST INSPECTED ON 11/28/2006 AT 218HR.

2007FA0000160

BEECH

PWA  

BEECH

BRACKET

CRACKED

12/16/2006

400A

JT15D5

 

45A21085003

HORIZ STAB

DURING INSPECTION OF HORIZONTAL STABILIZER ROLLER BRACKETS AND STRUCTURE IAW COMMUNIQUÉ NR 70, FOUND LT HORIZONTAL STABILIZER FWD ROLLER BRACKET, PN 45A21085-003, AND LT AFT ROLLER BRACKET, PN 45A21086-003, BOTH CRACKED. MFG AC TECH SUPPORT BELIEVES IMPROPER VERTICAL STABILIZER TO ROLLER GAP CLEARANCES MAY BE CONTRIBUTING TO PROBLEM. INSPECTION AREA NOT CURRENTLY NOTED ON MM AND 5-20-02 INSPECTION GUIDES, REQUIRES BORESCOPE TO INSPECT UNDERLYING STRUCTURE. RECOMMEND A 1-TIME SB AND/OR SAIB. SHOULD BE ADDED TO INSPECTION GUIDES. (K)

2007FA0000247

BEECH

CONT

 

CLAMP

FAILED

2/27/2007

58P  

TSIO520L

 

11702

LT ENGINE

LT ENGINE REPORTED TO BE ROUGH RUNNING. INDUCTION HOSE CLAMP(P/N-RAM 1170-2)FAILED; ALLOWING INDUCTION COUPLER(P/N-632323) TO SEPARATE FROM INDUCTION TUBE. THIS INDUCTION LEAK OCCURRED BETWEEN THE Y AND INTAKE TUBES TO CYLINDERS NR 2, NR 4 AND NR 6.

PAI52007S4508

BEECH

PWA  

 

CONDITION LEVER

LOOSE

3/22/2007

B300

PT6A6

 

10052417717

COCKPIT

PILOT NOTED RT ENGINE CONDITION LEVER CONTROL FELT LOOSE AND IDLE N1 SPEED LOW. UPON INSPECTION, MAINTENANCE FOUND ALL SCREWS ATTACHING CONDITION LEVER TO QUADRANT LOOSE TO THE POINT OF ALMOST FALLING OUT.

J0UR200700001

BEECH

PWA  

 

MOTOR

FAILED

2/18/2007

C90A

PT6*

 

EM6039

BLOWER

AIR CONDITIONING / VENT BLOWER MOTOR ASSEMBLY FAILED CAUSING SMOKE IN COCKPIT. PILOT DECLARED EMERGENCY AND LANDED AT CLOSEST AIRPORT WITHOUT FURTHER INCIDENT.

2007FA0000215

BEECH

PWA  

 

BEARING

SEIZED

3/1/2007

F90  

PT6A135

 

MS2764816

MLG 

PERFORMING A ROUTINE 6 YEAR LANDING GEAR OVERHAUL, THE LT LANDING GEAR GEARBOX-ACTUATOR TORQUE TUBE HAD A SEIZED MAIN SUPPORT BEARING. THIS MADE THE TORQUE TUBE EXTREMELY HARD TO TURN. THE BEARING WAS FOUND TO BE RUSTED, AND SEIZED. BEARING WAS REPLACED WITH NEW.

2007FA0000258

BEECH

PWA  

 

BEARING

SEIZED

3/1/2007

F90  

PT6A135

 

MS2764816

LT MLG

PERFORMING A ROUTINE 6 YEAR LANDING GEAR OVERHAUL, THE LT LANDING GEAR GEARBOX-ACTUATOR TORQUE TUBE HAD A SEIZED MAIN SUPPORT BEARING. THIS MADE THE TORQUE TUBE EXTREMELY HARD TO TURN. THE BEARING WAS FOUND TO BE RUSTED, AND SEIZED. BEARING WAS REPLACED WITH NEW.

2007FA0000197

BOEING

 

AIRCRUISERS

RING

ELONGATED

9/4/2006

72722C

 

 

BACR12BU9B

EVAC SLIDE

DURING ROUTINE C-CHECK INSPECTION OF FORWARD DOOR EMERGENCY ESCAPE SLIDE, THE SLIDE BUSTLE LATCH CHAIN WAS FOUND DETACHED FROM THE SPLIT RING. THE SPLIT RING HAD BECOME ELONGATED AND THE RING COILS HAD SEPARATED THUS ALLOWING THE CHAIN TO DETACH. THE SLIDE WOULD NOT HAVE INFLATED IF REQUIRED. THE SPLIT RING HAS BEEN REPLACED. (K)

2007FA0000137

BOEING

GE  

 

STRINGER CLIP

CRACKED

9/18/2006

737300

CFM56*

 

693535214

FUSELAGE

PASSENGER CABIN, STATION 639 AT STRINGER 4L, STRINGER CLIP, CRACKED. (K)

2007FA0000138

BOEING

GE  

 

FRAME

CRACKED

9/18/2006

737300

CFM56*

 

 

FUSELAGE

MID CABIN, STATION 480 FRAME, AT STRINGER 8L, CRACKED AT PSU MOUNT RAIL ATTACH POINT. (K)

2007FA0000140

BOEING

GE  

 

SUPPORT

CRACKED

9/18/2006

737300

CFM56*

 

69773671

R2 DOOR

AT FWD CABIN STA 328+6, DOOR 2R AFT STOP FTG INTERCOSTAL TEE SUPPORT, CRACKED. (K)

2007FA0000139

BOEING

GE  

 

FRAME

CRACKED

9/18/2006

737300

CFM56*

 

6546533

FUSELAGE

MID CABIN, STATION 500A FRAME, BETWEEN STRINGER 8 AND 9L, CRACKED AT PSU MOUNT RAIL ATTACH POINT. (K)

2007FA0000129

BOEING

GE  

 

FLOORBEAM

GOUGED

9/24/2006

737301

CFM56*

 

BAC1518399

FUSELAGE

CABIN FLOORBEAM, STA 827, WL 203.6, RBL 10, LOWER T-CAP, AFT FLANGE, GOUGED. (K)

2007FA0000136

BOEING

GE  

 

FITTING

CORRODED

9/24/2006

737301

CFM56*

 

6580736689

FUSELAGE

DOOR 1R, BS 306-312, WL 248-249, LBL 57-63, SERPENTINE PLATE CASTING CORRODED AROUND FASTENER HOLES. (K)

2007FA0000191

BRAERO

GARRTT

 

SKIN

CORRODED

2/27/2007

HS125700A

TFE731*

 

S25WS3001

RT WING

RT WING LEADING EDGE(S) HAD SEVERE CORROSION WHERE THE TKS PANELS ATTACH. AFTER COMPLETE DISASSEMBLY IT WAS DETERMINED TO BE BEYOND ECONOMICAL REPAIR. RT WING LEADING EDGE HAD BEEN INSPECTED AT MFG 2.5 YEAR PRIOR TO THIS DISCOVERY. (K)

2007FA0000194

BRAERO

GARRTT

 

SKIN

CORRODED

2/21/2007

HS125700A

TFE731*

 

25TP1001A

HORIZ STAB

LT AND RT HORIXONTAL STABILIZER LEADING EDGES HAD SEVERE CORROSION WHERE THE TKS PANELS ATTACH. AFTER COMPLETE DISASSEMBLY, IT WAS DETERMINED TO BE BEYOND ECONOMICAL REPAIR. THIS AREA HAD BEEN INSPECTED AT MFG 2.5 YEARS PRIOR TO THIS DISCOVERY. (K)

2007FA0000192

BRAERO

GARRTT

 

SKIN

CORRODED

2/27/2007

HS125700A

TFE731*

 

S25WS3002

RT WING LE

RT WING LEADING EDGE(S) HAD SEVERE CORROSION WHERE THE TKS PANELS ATTACH. AFTER COMPLETE DISASSEMBLY, IT WAS DETERMNED TO BE BEYOND ECONOMICAL REPAIR. RT WING LEADING EDGE HAD BEEN INSPECTED AT MFG 2.5 YEARS PRIOR TO THIS DISCOVERY. (K)

2007FA0000186

CESSNA

CONT

BENDIX

BUSHING

LOOSE

2/22/2007

172D

O300D

 

 

MAGNETO

BRONZE BUSHING, VERY LOOSE IN DISTRIBUTOR BLOCK AND DISTRIBUTOR ARM WAS CONTACTING PINS IN BLOCK. MAG WOULD NOT OPERATE CORRECTLY. (K)

2007FA0000210

CESSNA

CONT

CONT

ROCKER

INCORRECT

2/20/2007

172H

O300D

O300D

639614639615

ENGINE

PILOT REPORTED LOSS OF POWER (600 RPM DROP) SIGNIFICANT ENGINE ROUGHNESS DURING CLIMB. ENGINE RECOVERED SHORTLY AFTERWARDS. PILOT ELECTED TO CONTINUE AND HAD SAME PROBLEM AGAIN DURING CRUISE FLIGHT. ENGINE RECOVERED ON ITS OWN ONCE AGAIN. PILOT SAID CARB HEAT DID NOT MAKE ANY IMPROVEMENT DURING BOTH OCCURRENCES. AIRCRAFT WAS TURNED OVER TO MAINTENANCE. THE ONLY ABNORMALITY DISCOVERED WAS THAT THE EXHAUST VALVES ON 4 OF THE 6 CYLINDERS HAD INCORRECT ROCKER INSTALLED (639614, INTAKE ROCKER). PARTS MANUAL CALLS FOR 639615 (EXHAUST ROCKER) TO BE INSTALLED ON EXHAUST POSITION.

2007FA0000212

CESSNA

CONT

CONT

SUMP

LEAKING

12/21/2005

172H

O300D

O300D

 

ENGINE

DURING NEWLY OVERHAULED ENGINE INSTALLATION AN OIL LEAK WAS DISCOVERED. WHEN BREAK-IN OIL WAS ADDED TO OIL SUMP FOR INITIAL ENGINE RUN, OIL WAS OBSERVED LEAKING ONTO NOSE TIRE. FURTHER EXAMINATION REVEALED OIL LEAK WAS ORIGINATING FROM LEFT REAR OF ENGINE WHERE THE OIL SUMP AND ACCESSORY HOUSING MATE TOGETHER. CAUSE OF LEAK WAS IMPROPER SEALING OF OIL SUMP AND ACCESSORY HOUSING DURING ASSEMBLY.

2007FA0000189

CESSNA

LYC  

 

CONTROL CABLE

FRAYED

2/26/2007

172N

O320*

 

051010593

TE FLAPS

PILOT REPORTED EXCESSIVE MOVEMENT IN LT FLAP DURING PRE-FLIGHT WALK AROUND OF AIRCRAFT. INITIAL INVESTIGATION BY MAINTENANCE PERSONNEL CONFIRMED FINDINGS. MAINTENANCE PERSONNEL DISCOVERED THAT CABLE P/N 0510105-93 HAD MULTIPLE BROKEN STRANDS/FRAYING NEAR THE TURNBUCKLE END. SUSPECTED CAUSE OF DAMAGE TO CABLE IS DUE TO EXCESSIVE FLEXING BETWEEN TURNBUCKLE END AND FLAP POSITION INDICATOR CLAMP, P/N 0560037-1. AD 80-06-03 HAD BEEN COMPLIED WITH ON 10/11/1982 BY INSTALLATION OF KIT SK172-60A.

2007FA0000246

CESSNA

LYC  

 

LINE

CHAFED

3/13/2007

172R

IO360L2A

 

050011849

FUEL SYSTEM

DURING PREFLIGHT INSP. PILOT FOUND FUEL ON RAMP UNDER CENTER FUSELAGE MECHANIC INVESTIGATED INSIDE COCKPIT FLOOR AND FOUND ALUMINUM FUEL LINE CHAFING AGAINST RT STEERING TUBE, CAUSING THE FUEL LEAK. MECHANIC INSPECTED 6 OTHER 2005/2006 172R AIRCRAFT IN OUR FLEET AND FOUND CHAFING IN (3) OTHER AIRCRAFT, WITH ANOTHER LEAK IMMINENT. ALL AC UNDER 900 HRS AFTT. OUR AIRCRAFT CAME FROM THE FACTORY WITH THIS FUEL LINE/STEERING TUBE CONFIGURATION. SUBMITTER SUGGESTS IMMEDIATE INSPECTION FOR THIS CONDITION. NOTE: FUEL WAS NOT SMELLED IN COCKPIT.

2007FA0000202

CESSNA

LYC  

 

CRANKSHAFT

CORRODED

2/23/2007

172R

IO360L2A

 

V537925914

ENGINE

DURING SCHEDULED OVERHAUL, THIS CRANKSHAFT WAS FOUND PITTED IN THE INNER BORE. THIS ENGINE WAS A FACTORY OVERHAUL JULY 2002, AND DID HAVE THE PID COATING. THE COATING DOES NOT SEEM TO BLOCK THE CORROSION. (K)

2007FA0000201

CESSNA

LYC  

 

CRANKSHAFT

CORRODED

2/21/2007

172R

IO360L2A

 

V53793493

ENGINE

THIS CRANKSHAFT WAS LAST INSPECTED AND PID COATED AT THE FACTORY APRIL 23, 2002, YET 6 YEARS AND 2196 HOURS LATER, IT WAS PITTED, AND REQURIED FURTHER MACHINING. THE PID COATING DOES NOT SEEM TO HOLD UP, OR BLOCK THE CORROSION. (K)

2007FA0000238

CESSNA

LYC  

 

BRAKE PADS

FRACTURED

3/16/2007

172RG

O360F1A6

 

RA66109

MLG 

DURING A 50 HR OIL CHANGE AND INSPECTION, FOUND BOTH LT AND RT BRAKE PADS FALLING APART, SEVERELY CRACKED WITH LARGE PIECES MISSING. BOTH SIDES WERE CHANGED AT THE PREVIOUS 100 HOUR INSPECTION. THIS HAS BEEN A FREQUENT PROBLEM WITH THESE BRAKE PADS ON ALL OF OUR AIRCRAFT (2 C152, 1 C172, 1 C172RG), NEW PADS FAILING WITHIN 200 HOURS OR LESS SINCE WE STARTED USING THEM. PREVIOUSLY, WE USED OTHER MFG PADS WITH VERY FEW PROBLEMS.

2007FA0000227

CESSNA

LYC  

 

STARTER

STUCK

1/19/2007

172S

IO360L2A

 

85A34117

ENGINE

STARTER STUCK IN ENGAGED POSITION.

2007FA0000214

CESSNA

LYC  

 

STARTER

SPINNING

3/7/2007

172S

IO360L2A

 

85562020

ENGINE

STARTER SPINS AND WILL NOT ENGAGE.

2007FA0000141

CESSNA

 

 

FUEL LINE

WORN

2/5/2007

180  

 

 

0500106326

FUEL SYS

FLAP CABLE WEARING INTO FUEL LINE. FUEL LINE WAS INCORRECTLY ASSEMBLED. VISUAL INSPECTION OF AREA AT ANNUAL OR 100 HR INSPECTIONS. (K)

2007FA0000207

CESSNA

CONT

 

BATTERY  

LEAKING

3/1/2007

180  

O470*

 

G35 

 

BATTERY ACID LEAKED OR TRANSFERRED TO AFT, LOWEST CELL (AIRCRAFT TAIL WHEEL) AND SPILLED OUT. CORRODED HOLE IN BATTERY BOX AND SPILLED INTO BELLY OF AIRCRAFT.

2007FA0000208

CESSNA

CONT

 

BATTERY  

LEAKING

3/1/2007

180  

O470*

 

G35 

 

BATTERY ACID LEAKED OR TRANSFERRED TO AFT, LOWEST CELL (AIRCRAFT TAIL WHEEL) AND SPILLED OUT. CORRODED HOLE IN BATTERY BOX AND SPILLED INTO BELLY OF AIRCRAFT.

2007FA0000199

CESSNA

LYC  

 

SUPPORT

CRACKED

3/1/2007

182T

IO540*

 

07120591P

BATTERY BOX 

FOUND BATTERY SUPPORT CRACKED. TOTAL AIRFRAME TIME 1075. THIS IS THE 3RD ONE THAT WE FOUND. SUPPORTS NEED TO BE BEEFED UP, THEY ARE TOO LIGHT FOR THE APPLICATION. (K)

2007FA0000200

CESSNA

LYC  

 

SUPPORT

CRACKED

3/1/2007

182T

IO540*

 

07120591P

BATTERY BOX 

FOUND BATTERY SUPPORT CRACKED. TOTAL AIRFRAME TIME 1716. THIS IS THE THIRD ONE THAT WE FOUND SUPPORTS NEED TO BE BEEFED UP, THEY ARE TOO LIGHT FOR THE APPLICATION. (K)

2007FA0000175

CESSNA

LYC  

 

PLACARD

FADED

2/16/2007

206CESSNA

TIO540AJ1A

 

070507109

WING 

P/N 0705071-9) FUEL QUANTITY AND TYPE PLACARDS HAVE BEEN REPLACED ABOUT ONCE A YEAR DUE TO FADING. THIS AIRCRAFT IS HANGARED. THIS FADING HAS BEEN NOTED WITH OTHER MFG AIRCRAFT. RETAIL COST LAST YEAR NR 50.00+. THIS HAS NOW DOUBLED. OWNERS DON'T PLACARD IMPORTANCE FOR AIRWORTHINESS.

2007FA0000152

CESSNA

CONT

 

CYLINDER

CRACKED

10/20/2006

207A

IO520F

 

SA52006A1

 

PRESSURE TESTED AT 90 PSI WITH SOAPY WATER APPLIED TO EXHAUST SIDEWALL. AIR LEAKAGE NOTED BETWEEN FINS 19/20 & 20/21. (K)

2007FA0000153

CESSNA

CONT

 

CYLINDER

CRACKED

10/20/2006

207A

IO520F

 

SA52006A1

 

PRESSURE TESTED AT 90 PSI WITH SOAPY WATER APPLIED TO EXHAUST SIDE WALL. AIR LEAKAGE NOTED BETWEEN FINS 19/20 AND 20/21. (K)

2007FA0000154

CESSNA

CONT

 

CYLINDER

CRACKED

10/20/2006

207A

IO520F

 

SA52006A1

 

PRESSURE TESTED AT 90 PSI WITH SOAP WATER APPLIED TO EXHAUST SIDEWALL. AIR LEAKAGE NOTED BETWEEN FINS 19/20 AND 20/21. (K)

2007FA0000216

CESSNA

CONT

 

CYLINDER

CRACKED

8/21/2006

207A

IO520F

 

SA52006A1

 

PENETRANT TEST INDICATES CRACKS BETWEEN FINS 20/21 ADJACENT TO THE EXHAUST SEAT AND BETWEEN 19/20 NEARER TO THE UPPER SPARK SPLUG SIDE OF THE EXHAUST CHAMBER. (K)

2007FA0000161

CESSNA

WILINT

 

TRANSISTOR

SHORTED

12/13/2006

525  

FJ44

 

 

COCKPIT

INVESTIGATED COCKPIT OVERHEAD FLOODLIGHTS TRIPPING ASSOCIATED CB WHEN BATTERY POWER APPLIED TO AIRCRAFT. FOUND ATTACHING SCREW FOR QC001 TRANSISTOR SHORTING TO AIRFRAME. ALSO, FOUND RESISTOR NR150 ON THRUST ATTENTUATOR PC BOARD NZ017 BURNED. REPAIRS REQUIRED REPLACING QC001 TRANSISTOR AND BASE, INSULATING QC001 ATTACHING SCREW, REPLACING DIODE DC046, AND REPLACING PC BOARD JC045. RECOMMENDED FURTHER INVESTIGATION TO DETERMINE IF A FLEET PROBLEM REQUIRING MODIFICATIONS TO PREVENT TRANSISTOR ATTACHING SCREW FROM SHORTING TO AIRFRAME. (K)

2007FA0000142

CESSNA

 

 

VALVE

OUT OF POSITION

11/26/2006

550  

 

 

MJV3 

CABIN DOOR

AT G; 390 15A, -12 DEGREES CABIN DOOR SEAL DEFLATED NECESSATING AN EMERGENCY DESCENT TO 10,000 FT. AFTER 5-8 MINUTES, DOOR SEAL RE-INFLATED OPERATION WAS NORMAL, CONDITION DID NOT REOCCUR. FOUND DOOR SEAL VALVE WARM AIR TUBE BLAOCKED BY TAPE AND OUT OF POSITION. REMOVED TAPE, POSITIONED WARM AIR TUBE PROPERLY. (K)

2007FA0000262

CESSNA

 

 

DUCT

UNKNOWN

3/22/2007

550  

 

 

655503011

ENGINE

UPON RECEIVING THE NEW PART P/N 6555030-11 IT WOULD NOT FIT THE ENGINE. THE ORIGINAL DUCT IS 27 .2500 INCH OUTSIDE AND 25.5 INCH INSIDE. THE NEW UNIT IS A FULL .5 INCH SMALLER IN DIAMETER ALL AROUND. THIS IS THE SECOND ISSUE WITH THESE DUCTS THE FIRST WERE MIS-DRILLED BY 2 DEGREES AT THE 1 AND 5 O’CLOCK POSITION. THIS NEW DUCT IS NOT EVEN CLOSE TO FITTING.

2007FA0313001

CESSNA

PWA  

CESSNA

HINGE

CRACKED

3/13/2007

550  

JT15D4

 

55123515

PAX DOOR

DESCRIPTION AMENDED TO SAY THAT THE LOWER LUG WAS CRACKED INSTEAD OF THE UPPER LUG.

2007FA0000256

CESSNA

PWA  

 

DUCT

MISMANUFACTURED

3/14/2007

550  

JT15D4

 

655503011

EXHAUST ASSY

DURING INSPECTION MULTIPLE PATCHES WERE FOUND ON EXHAUST DUCT ASSY P/N 6555030-11. A REPLACEMENT WAS ORDERED AND FOUND TO HAVE 2 HOLES MISDRILLED BY 2 DEGREES. MFG WAS CONTACTED AS TO WHAT COULD BE DONE AND AFTER CONFIRMING THAT IN TRUTH 2 HOLES WERE NOT PROPERLY PLACED WE WERE TOLD THAT IN FACT 4 DUCTS WERE FOUND NOT BUILT CORRECTLY AND 1 HAD GOTTEN TO THE FIELD. MFG HAS AGREED TO ACCEPT THE DUCT BACK FOR REPAIR BUT WANTS TO BILL US FOR THE FIX ON A NEW PART. AFTER REPAIR, WE ARE TO SUBMIT FOR FINANCIAL REIMBURSEMENT FOR THERE ENGINEERING REPAIR.

2007FA0000261

CESSNA

PWA  

 

SEAL

MISMANUFACTURED

3/22/2007

550  

JT15D4

 

99120754

CABIN DOOR SEAL

WHILE INSTALLING THIS FACTORY NEW SEAL IT WAS NOTED THAT THE SEAL WAS VERY TIGHT GOING AROUND THE DOOR. UPON CABIN PRESS TEST THE SEAL WILL NOT INFLATE DUE TO BEING TO TIGHT. (2) SEAL FROM STOCK WERE TRIED WITH THE SAME AFFECT. THE LAST SEAL WAS INSTALLED AND INFLATED AS SHOULD BE. THE FACTORY NEEDS TO CHECK THERE SEALS CLOSER UPON RECEIPT FROM THERE VENDORS.

2007FA0000253

CESSNA

PWA  

 

ACTUATOR

BINDING

3/7/2007

550  

JT15D4

 

65651412

ELEVATOR

WHILE REPLACING TRIM ACTUATOR P/N 6565141-2 WITH WHAT MFG SAID WAS AN APPROVED SUB PART P/N 5565450-92. IT WAS FOUND THAT THE LOLLIPOPS (JACK SCREWS) WERE 5.5 INCHES LONG AND THE ORIGINAL LOLLIPOPS ARE 5.75 INCHES LONG. IF YOU LOOK AT THE COMPONENT MANUAL FOR THIS ACTUATOR 6565141-2 IT SHOWS 4 DIFF. DASH NUMBERS. -4 AT 5.5 INCHES, -7 AT 5.5 INCHES, -15 AT 4.85 INCHES, AND -21 AT 5.75 INCHES ALL WHICH IS TO THE SAME LOLLIPOP P/N. THE -92 ACTUATORS FITS UNITS 692 TO 924, WHILE OUR UNIT IS 232. MFG NEEDS TO FIX THESE P/NS AND CLEAR THE WAY THESE MANUALS ARE WRITTEN FOR CLARITY. TO MANY ACTUATORS ARE TO ANOTHER P/N WITH INCORRECT JACKSCREW LENGTHS.

2007H0002

CESSNA

PWA  

 

ACTUATOR

MISOVERHAULED

3/5/2007

550  

JT15D4

 

556545092

ELEVATOR

ACTUATOR RODS PROVIDED WITH UNIT WERE TOO SHORT TO MOVE ELEVATOR TABS THE REQUIRED AMOUNT.

2007FA0000176

CESSNA

PWA  

 

ROLL PIN

BROKEN

2/22/2007

550  

JT15D4

 

55651904

SPROCKET

DURING A PHASE 5 INSPECTION THE FLAPS SEAMED TO BE SLOW AND BINDING. AT CLOSER INSPECTION IT WAS FOUND THAT THE ROLL PIN HAD BROKEN ALLOWING THE SPROCKET TO MOVE FWD. ON THE P/N 5565190-9 BRAZE ASSY-DRIVE THIS CAUSED BINDING AND ALLOWED THE SPROCKET TO EVEN DROP DOWN ON TO THE P/N 6565193-9 CHAIN GUARD-LOWER FWD. THIS IS A HARD AREA TO LOOK AT EVEN WITH A MIRROR. A FEW MORE ACTIONS WITH THE FLAP WOULD HAVE LED TO TOTAL FAILURE OF THIS SYSTEM.

20582007TJ001

CESSNA

PWA  

CESSNA

HINGE

CRACKED

3/13/2007

550  

JT15D4

 

551123515

PAX DOOR

DURING A DAILY INSPECTION OF THE AIRCRAFT A CRACK WAS FOUND ON THE UPPER LUG OF THE DOOR HINGE. DURING REPLACEMENT OF THE HINGE THE LUG COMPLETELY BROKE IN (2) PEICES.

2007FA0000244

CESSNA

CONT

 

BRACKET

CRACKED

3/1/2007

A185F

IO520*

 

071204221

HORIZONTAL STAB

DURING A DETAILED INSPECTION OF THE EMPENAGE, THE RT HORIZONTAL STABILIZER HINGE BRACKET P/N 0712042-2 WAS FOUND CRACKED AND HAD (2) SHEARED RIVETS. UPON DISASSEMBLY THE LT BRACKET P/N 0712042-1 WAS FOUND TO HAVE (2) SHEARED RIVETS. THESE PARTS ARE IN THE MFG 180/185 IPC FIG 32 INDEX NR 36 AND NR 37.THERE IS NOTHING IN THE RECORDS THAT SHOW THESE PARTS CHANGED, HOWEVER THE RT BRACKET DID HAVE (2) NR 5 RIVETS WHERE ALL OF THE REST ON BOTH BRACKETS WERE NR 4S. LEADING US TO BELIEVE THAT IT MAY HAVE BEEN REPLACED BEFORE.

2007FA0000211

CESSNA

CONT

CONT

BEARING

NOISY

7/29/2003

R172E

IO360DB

IO360DB

 

STARTER

DURING 100 HOUR INSPECTION A NOISE WAS HEARD COMING FROM STARTER ADAPTER WHILE PROP WAS BEING PULLED THRU FOR COMPRESSION CHECKS. STARTER ADAPTER WAS REMOVED AND INSPECTED. NO OBVIOUS DEFECTS WERE NOTED. ASSEMBLY (635048A1) SENT OUT FOR EVALUATION/REPAIR AND A NEW CLUTCH SPRING BEARING WAS INSTALLED.

2007FA0000155

CESSNA

CONT

 

CYLINDER

CRACKED

2/12/2007

U206B

IO520F

 

 

ENGINE

CRACKED CYLINDER HEAD BETWEEN 4TH AND 5TH FIN IB OF TOP SPARK PLUG. CRACKS HEADED TOWARD VALVE SEAT. (K)

2007FA0000157

CESSNA

CONT

 

CYLINDER

CRACKED

2/12/2007

U206F

IO520F

 

AEC63139

ENGINE

CRACKED CYLINDER BETWEEN 2ND AND 3RD FIN IB OF UPPER SPARK PLUG ORIENTED DOWN SIDE OF CYL HEAD. LARGE NEAR SEPARATION. (K)

2007FA0000158

CESSNA

CONT

 

CYLINDER

CRACKED

2/12/2007

U206F

IO520F

 

AEC631397

ENGINE

CYLINDER HEAD CRACKED AT UPPER SPARK PLUG HOLE THRU BEND TO EXHAUST SEAT. (K)

R022366

CIRRUS

CONT

 

SEAL RING

DEBONDED

3/16/2007

SR22

IO550F

 

A20742

PROPELLER BLADE

TEFLON (BLADE SEAL) DEBONDED FROM THE SHANK OF BLADE SN A0336 CAUSING GREASE LEAK.

CA070110004

DHAV

 

BFGOODRICH

BRAKE DISC

DAMAGED

1/9/2007

DHC5A

 

 

 

NR 1 BRAKES

(CAN) DURING B4 CHECK ON THE AIRCRAFT, THE NR 1 TIRE WAS REMOVED TO SERVICE THE WHEEL BEARINGS, AT THIS TIME, A PIECE OF THE BRAKE DISC FELL FROM THE BRAKE UNIT. THE BRAKE UNIT WAS REMOVED AND A SERVICEABLE ONE WAS INSTALLED. UPON INVESTIGATION OF THE UNIT IT HAS BEEN DETERMINED THAT A BRAKE ADJUSTER HAD SEIZED RESULTING IN THE BRAKE DISC SITTING AT AN ANGLE INSTEAD OF AT 90 DEGREES TO THE AXLE LINE, THIS RESULTING FORCE CAUSED STRESS TO BE PLACED ON THE DISC RESULTING IN ITS FRACTURE, THIS ALSO CAUSED THE BRAKE PUCKS TO SCORE AND DAMAGE DISC FACE. IAW THE INSPECTION SCHEDULE, THE MAIN WHEELS ARE REMOVED EVERY 200 HOURS (B CHECK) TO INSPECT THE BRAKES AND WHEEL BEARINGS. THERE WAS NO FAULTS NOTED ON THE LAST B3 CHECK INDICATING THERE WAS ANY PROBLEMS AT THAT TIME. (TC NR 20070110004)

DU4R2007060

DOUG

 

 

VENT

CORRODED

2/27/2007

MD83

 

 

 

LT WING

S/O 244001 N/R 22938 N/R 22839 CORROSION ON I/B END OF EXISTING REPAIR ON AFT L/H WING VENT BOX REPAIRED BY REMOVING EXISTING DOUBLER, FLAP PEENED CORROSION IAW BWIA DWG BW-D9-57-A/5120 AND MD-80 MM 20-10-10. FABRICATED AND INSTALLED DOUBLER 41.9 X 3.5, FILLER 1.5 X .9 FROM 2024-T3 0.100 IAW BWIA DWG BW-D9-57-A/5120 AND MD-80 SRM 51-30-2 AND 51-30-1.

2007FA0000248

DOUG

 

 

WIRE HARNESS

CHAFED

12/16/2006

MD83

 

 

 

BS 905

MAIN CABIN AT RT STATION 905 WIRING BUNDLE CHAFED THROUGH ON PARTITION CAUSING FIRE AND SMOKE DAMAGE. THE PARTITION AND THE WIRING BUNDLE LOCATIONS WERE INSTALLED AND POSITION AS PART OF AN EXECUTIVE CABIN INTERIOR MODIFICATION. 50 + WIRES, INTERIOR PANELS, INSULATION BLANKETS AND ONE CEILING RAIL WERE DAMAGED.

2007FA0000209

GULSTM

PWA  

 

AUDIO CONTROL

SHORTED

3/6/2007

G1159

PW530A

 

9903334446

COCKPIT

UNIT WAS MANUFACTURED IN AUGUST 06 AND WAS INSTALLED IN DECEMBER 06. THE UNIT POPPED THE CIRCUIT BREAKER ON THE FIRST TRIP. THE UNIT WAS SENT IN FOR REPAIR AND REINSTALLED IN FEBRUARY 07 AND FAILED AGAIN ON THE FIRST FLIGHT.

2007FA0000114

GULSTM

 

 

CONNECTOR

LOOSE

2/6/2007

GULFSTREAMGV

 

 

W70120TE

FUEL LINE

FUEL LINE CONNECTOR IN MAIN WHEEL WELL COMING LOOSE, RESULTING IN FUEL LEAKING INTO WHEEL WELL.REFERENCE MFG ILLUSTRATED PARTS CATALOG; 28-26-00, FIGURE 5, PAGE 2, ITEM 205, PN W701-20TE. WE ARE HAVING THIS PROBLEM ON MORE THAN ONE OF OUR AIRCRAFT. THERE IS NO WAY TO SAFETY THIS FITTING. THIS SITUATION COULD RESULT IN FUEL BEING SPRAYED ON A HOT BRAKE RESULTING IN A FIRE.

2007FA0000162

LEAR

GARRTT

LEAR

SPAR CAP

CORRODED

2/6/2007

35A  

TFE731*

 

233201015

HORIZ STAB

VISUAL CONDITION CHECK PERFORMED ON HORIZONTAL STABILIZER AFT SPAR CAP AND ELEVATOR HINGE BRACKETS FOR CORROSION, BROKEN FASTENERS, ETC. FOUND SEVERE CORROSION ON UPPER SPAR CAP ASSEMBLY ALONG ENTIRE LENGTH. THIS REQUIRED REMOVAL AND REPLACEMENT OF UPPER SPAR CAP. CORROSION CAUSED BY OPERATING CONDITIONS, LACK OF CONSISTENT WASHING PROGRAM AND POSSIBLE EXPOSED, UNPROTECTED METAL. RECOMMENDA CONSISTENT AIRCRAFT WASHING PROGRAM WHEN OPERATIONS ARE IN OR NEAR COSTAL REGIONS AND ENSURING ALL EXPOSED SURFACES ARE PROPERLY TREATED AND PAINTED. (K)

2007FA0000165

LEAR

GARRTT

 

SPAR CAP

CORRODED

2/6/2007

36LEAR

TFE731*

 

233201015

HORIZ STAB

VISUAL CONDITION CHECK PERFORMED ON HORIZONTAL STABILIZER AFT SPAR CAP AND ELEVATOR HINGE BRACKETS FOR CORROSION, BROKEN FASTENERS, ETC. FOUND MODERATE CORROSION ON UPPER SPAR CAP ASSY AT LT OB ELEVATOR HINGE AREA. THIS REQUIRED REMOVAL AND REPLACEMENT OF UPPER SPAR CAP. CORROSION CAUSED BY OPERATING CONDITIONS, LACK OF CONSISTENT WASHING PROGRAM AND POSSIBLE EXPOSED, UNPORTECTED METAL. RECOMMEND A CONSISTENT AC WASHING PROGRAM WHEN OPERATIONS ARE IN OR NEAR COASTAL REGIONS AND ENSURING ALL EXPOSED SURFACES ARE PROPERLY TREATED AND PAINTED. (K)

HAG07002

LEAR

GARRTT

 

PANEL

CRACKED

2/22/2007

45LEAR

TFE7312B

 

4555030001804

VERTICAL STAB

DURING INSPECTION, FOUND RT SIDE VERTICAL STABILIZER CENTER BULLET FAIRING PANEL CRACKED IN 5 LOCATIONS.

HAG2007001

LEAR

PWA  

GARKENYON

SUPPORT BRACKET

FAILED

2/23/2007

60LEAR

PW305A

26044

2322330177

ZONE 500

DURING FLAP OPERATION, FLAP ACTUATOR SUPPORT BRACKETS FAILED CAUSING FLAP ACTUATOR TO DAMAGE LT WING RIB SEGMENT.

2007FA0703221

MOONEY

LYC  

 

HANDLE

BROKEN

3/22/2007

M20A

O360*

 

5059 

MLG 

GEAR HANDLE (MECHANICAL RETRACTION HANDLE) BROKE OFF IN THE PILOT'S HAND DURING GEAR EXTENSION ON LANDING APPROACH. THE LANDING GEAR DISENGAGED BUT IT DID NOT EXTEND FULLY. THE BREAK WAS JUST BELOW THE WELD.

2007FA0000203

PARTEN

 

 

STRUT

BROKEN

2/13/2007

P68TCOBS

 

 

LW18607

TURBO

UPON REMOVING ENGINE FROM SHIPPING CRATE, FOUND (NEW) TURBO SUPPORT STRUT CRACKED. THESE BRACKETS CRACK ALL THE TIME ON THE AIRPLANE. VERY POOR DESIGN! (K)

2007FA0000204

PARTEN

 

 

STRUT

BROKEN

2/13/2007

P68TCOBS

 

 

LW18607

TURBO

UPON REMOVING ENGINE FROM SHIPPING CRATE, FOUND (NEW) TURBO SUPPORT STRUT, CRACKED. THESE BRACKETS CRACK ALL THE TIME IN THE AIRPLANE. VERY POOR DESIGN! (K)

2007FA0000168

PIPER

 

 

SPAR

CRACKED

2/6/2007

J3C65

 

 

 

WING 

DURING REMOVAL OF LT WING FOR INSTALLATION OF WING FUEL TANK, A QUESTIONABLE PREVIOUS REPAIR WAS FOUND AT THE FRONT WOOD SPAR ROOT. FURTHER INVESTIGATION FOUND LONGNATUDINAL CRACKS OF THE LT AND RT, FOR AND AFT WOOD WING SPARS. THESE CRACKS WERE VISIBLE WITH A BARE EYE WHEN THE FRONT SPAR CARRY ATTACH INSPECTION PANEL WAS REMOVED AND INSPECTED FROM THE FRONT CABIN AREA. CRACKS ARE NOT UNCOMMON AFTER 60 YEARS OF HARD SERVICE AND NATURAL DEGRADATION OF THE WOOD. (K)

2007FA0000148

PIPER

LYC  

 

LEVER

BROKEN

2/14/2007

PA23250

TIO540*

 

761213

COCKPIT

LANDING GEAR LEVER BROKE AT THE RIVET DURING TAKEOFF, AFTER RAISING LANDING GEAR LEVER UP TO RETRACT LANDING GEAR. (K)

2007FA0000213

PIPER

LYC  

LYC  

CRANKCASE

CRACKED

6/27/2006

PA28161

O320D3G

O320D3G

LW18372

ENGINE

DURING 100 HOUR INSPECTION A CRACK WAS DISCOVERED ON RT CRANKCASE HALF. THE CRACK (APPROXIMATELY 1 INCH) ORIGINATED FROM A LOWER PARTING FACE BOLT HOLE AND SHOWED EVIDENCE OF OIL LEAKAGE ONTO MUFFLER SHROUD (BURNED OIL). SPECIFIC CAUSE OF CRACK UNKNOWN.

2007FA0000259

PIPER

LYC  

 

STARTER

WORN

3/1/2007

PA28236

O540J3A5

 

PM1201

ENGINE

THIS AIRCRAFT HAS HAD (5) PM1201 STARTERS INSTALLED SINCE 03-08-2004. THE STARTERS HAD TO BE REPLACED AT THE FOLLOWING INTERVAL: 58 HOURS TIME IN SERVICE, 18 HOURS TIME IN SERVICE, 11 HOURS TIME IN SERVICE, 5 HOURS TIME IN SERVICE, 28 HOURS TIME IN SERVICE. ALL STARTERS SUFFER THE SAME PROBLEM. AFTER THE ENGINE IS STARTED AND THE AIRCRAFT HAS FLOWN FOR A SHORT PERIOD OF TIME, (LESS THAN ONE HOUR) THE BENDIX GEAR WILL BEGIN TO CREEP OUT AND TRY TO ENGAGE/RUB THE RING GEAR. IN FEW FLIGHT HOURS THE BENDIX GEAR WILL START SHOWING WEAR ON BOTH THE BENDIX GEAR AS WELL AS THE RING GEAR ON THE FLYWHEEL. ALL THE STARTERS WERE REPORTED TO HAVE HAD THE SAME PROBLEM. THE OWNER DECIDED TO REMOVE THE STARTER FROM HIS AIRCRAFT AND HAVE ANOTHER MANUFACTURERS STARTER INSTALLED. THE MAINTENANCE FACILITY HAS CONTACTED MFG CONCERNING THE STARTER FAILURES. MFG ACKNOWLEDGE ISSUES WITH THEIR STARTER GEARS AND SPRINGS.

2007FA0000163

PIPER

LYC  

 

FITTING

CRACKED

2/1/2007

PA32301T

TIO540S1AD

 

 

TURBOCHARGER

THIS PART IS BOLTED TO THE TURBOCHARGER ASSY BETWEEN THE HOT AND COLD SECTIONS. THE HIGH PRESSURE OIL LINE CONNECTS TO THIS PART VIA A FITTING IN THE TOP OF THE PART. AFTER AN ANNUAL INSP, THE ENG WAS RUN-UP AND SYSTEM CHECKED. AN OIL SEEP WAS NOTED IN THE TURBOCHARGER AREA. THE HIGH PRESSURE OIL LINE AND FITTING WAS REMOVED. PN LW 14465 WAS REMOVED AND CLEANED. THE CRACK WAS NOTED. THE PART WAS REPLACED WITH NEW. AFTER RESEARCHING THE AC RECORDS, IT WAS NOTED THAT EXHAUST SYS, INCLUDING TURBOCHARGER WASTE GATE AND CONTROL ROD END WAS NOT OVERHAULED WITH THE ENGINE CORE AS REQUIRED BY MFG. TURBOCHARGER WAS REPLACED WITH NEW UNIT AT TIME OF O/H. UNKNOWN IF PN LW-14465 WAS REPLACED AT THAT TIME. PART IS CRITICAL TO SAFETY OF FLIGHT FOR FOLLOWING REASON. ANOTHER AC HAD THIS FITTING COME APART IN FLIGHT. IT CAUSED AN OIL FED IN-FLIGHT FIRE. EXAMINATION AFTER AN EMERGENCY LANDING REVEALED THAT THE HIGH PRESSURE OIL LINE WAS STILL CONECTED TO THE FITTING AND THE THREADS IN THE FITTING AND ADAPTER WERE STILL INTACT, NOT STRIPPED. A CRACK WAS DISCOVERED IN THAT PART AS WELL. IT IS ASSUMED THAT THE CRACK SWELLED WHEN HEATED TO OPERATING TEMP AND PARTS SEPARATED. PART LOOKS TO BE CAST ALUMINUM, MAYBE A STRONGER MATERIAL SHOULD BE CONSIDERED. (K)

2007FA0000182

PIPER

LYC  

 

AILERON

MISREPAIRED

2/23/2007

PA44180

O320*

 

86562025

WING 

DURING POWER OFF (CLEAN CONFIGURATION) STALLS, THE AIRCRAFT WOULD SUDDENLY BREAK LT AND IF NOT IMMEDIATELY STOPPED COULD LEAD TO A SPIN. AFTER RERIGGING ALL FLIGHT CONTROLS, CHECKING THE AIRCRAFT ALIGNMENT WITH A LASER AND SEVERAL TEST FLIGHTS BOTH BY COMPANY PILOTS AND MFG FACTORY TEST PILOT, IT WAS DETERMINED THAT WE HAD (FAT) AILERONS ON OUR FLEET. MFG HAS A HISTORY OF AILERON SKIN CRACKING. (FOR US, IT HAS JUST BEEN THE RT AILERON THAT HAS HAD THE CRACKING PROBLEM.) ONCE THE CRACK IS PAST A CERTAIN POINT YOU EITHER HAVE TO REPLACE THE AFFECTED SKIN OR REPLACE THE AILERON. DURING SKIN REPLACEMENT, IF THE PREFORMED FACTORY SKIN IS SPREAD APART EVEN A LITTLE THE TRAILING EDGE TAKES ON A (FAT) CONDITION.

2007FA0000206

PIPER

LYC  

 

AILERON

MISREPAIRED

2/23/2007

PA44180

O360*

 

86562025

WING 

DURING POWER OFF (CLEAN CONFIGURATION) STALLS, THE AC WOULD SUDDENLY BREAK LEFT AND IF NOT IMMEDIATELY STOPPED COULD LEAD TO A SPIN. AFTER RERIGGING ALL FLIGHT CONTROLS, CHECKING THE AIRCRAFT ALIGNMENT WITH A LASER AND SEVERAL TEST FLIGHTS BOTH BY COMPANY PILOTS AND MFG TEST PILOT, IT WAS DETERMINED THAT WE HAD (FAT) AILERONS ON OUR FLEET. THIS MAKE OF AIRCRAFT HAS A HISTORY OF AILERON SKIN CRACKING. (FOR US, IT HAS JUST BEEN THE RT AILERON THAT HAS HAD THE CRACKING PROBLEM). ONCE THE CRACK IS PAST A CERTAIN POINT , YOU EITHER HAVE TO REPLACE THE AFFECTED SKIN OR REPLACE THE AILERON. DURING SKIN REPLACEMENT, IF THE PREFORMED FACTORY SKIN IS SPREAD APART EVEN A LITTLE, THE TRAILING EDGE TAKES ON A (FAT) CONDITION. THIS LEADS TO THE AILERON NOT HAVING THE PROPER PROFILE AND CREATING (LIFT) AT THAT PORTION OF THE AILERON AND CAUSING CONTROL PROBLEMS. SEEMS LIKE A SMALL PROBLEM BUT IT CAN HAVE BIG CONSEQUENCES. ANOTHER THING, WHEN REPLACING THE SKINS, THE MECHANIC MUST BE AWARE OF AND MAINTAIN THE 1.79 DEGREE TWIST BUILT INTO THE FACTORY AILERON. UNFORTUNATELY, THIS INFORMATION IS NOT CURRENTLY IN THE MM. AT THIS POINT WE HAVE REPLACED ALL OF OUR RIGHT AILERONS WITH NEW MFG UNITS AND THE AIRCRAFT NOW EXHIBITS NORMAL FLIGHT CHARACTERISTICS. (K)

2007FA0000178

PIPER

LYC  

 

AILERON

MISREPAIRED

2/23/2007

PA44180

O360*

 

86562025

WING 

DURING POWER OFF (CLEAN CONFIGURATION) STALLS, THE AIRCRAFT WOULD SUDDENLY BREAK LT AND IF NOT IMMEDIATELY STOPPED COULD LEAD TO A SPIN. AFTER RERIGGING ALL FLIGHT CONTROLS, CHECKING THE AIRCRAFT ALIGNMENT WITH A LASER AND SEVERAL TEST FLIGHTS BOTH BY COMPANY PILOTS AND PIPER FACTORY TEST PILOT, IT WAS DETERMINED THAT WE HAD (FAT) AILERONS ON OUR FLEET. PIPER HAS A HISTORY OF AILERON SKIN CRACKING. (IT HAS BEEN THE RT AILERON THAT HAS HAD THE CRACKING PROBLEM). ONCE THE CRACK IS PAST A CERTAIN POINT YOU EITHER HAVE TO REPLACE THE AFFECTED SKIN OR REPLACE THE AILERON. DURING SKIN REPLACEMENT, IF THE PREFORMED FACTORY SKIN IS SPREAD APART EVEN A LITTLE THE TRAILING EDGE TAKES ON A (FAT) CONDITION. THIS LEADS TO THE AILERON NOT HAVING THE PROPER PROFILE AND CREATING (LIFT) AT THAT PORTION OF THE AILERON AND CAUSING CONTROL PROBLEMS. SEEMS LIKE A SMALL PROBLEM BUT IT CAN HAVE BIG CONSEQUENCES. ANOTHER THING, WHEN REPLACING THE SKINS, THE MECHANIC MUST BE AWARE OF AND MAINTAIN THE 1.79 DEGREE TWIST BUILT INTO THE FACTORY AILERON. UNFORTUNATELY, THIS INFORMATION IS NOT CURRENTLY IN THE MFG MM. AT THIS POINT WE HAVE REPLACED ALL OF OUR RT AILERONS WITH MFG UNITS AND THE AIRCRAFT NOW EXHIBIT NORMAL FLIGHT CHARACTERISTICS.

2007FA0000179

PIPER

LYC  

 

AILERON

MISREPAIRED

2/23/2007

PA44180

O360*

 

86562025

WING 

DURING POWER OFF (CLEAN CONFIGURATION) STALLS, THE AIRCRAFT WOULD SUDDENLY BREAK LT AND IF NOT IMMEDIATELY STOPPED COULD LEAD TO A SPIN. AFTER RERIGGING ALL FLIGHT CONTROLS, CHECKING THE AIRCRAFT ALIGNMENT WITH A LASER AND SEVERAL TEST FLIGHTS BOTH BY COMPANY PILOTS AND MFG FACTORY TEST PILOT, IT WAS DETERMINED THAT WE HAD (FAT) AILERONS ON OUR FLEET. MFG HAS A HISTORY OF AILERON SKIN CRACKING. (FOR US, IT HAS JUST BEEN THE RT AILERON THAT HAS HAD THE CRACKING PROBLEM.) ONCE THE CRACK IS PAST A CERTAIN POINT YOU EITHER HAVE TO REPLACE THE AFFECTED SKIN OR REPLACE THE AILERON. DURING SKIN REPLACEMENT, IF THE PREFORMED FACTORY SKIN IS SPREAD APART EVEN A LITTLE THE TRAILING EDGE TAKES ON A (FAT) CONDITION.

2007FA0000180

PIPER

LYC  

 

AILERON

MISREPAIRED

2/23/2007

PA44180

O360*

 

86562025

WING 

DURING POWER OFF (CLEAN CONFIGURATION) STALLS, THE AIRCRAFT WOULD SUDDENLY BREAK LT AND IF NOT IMMEDIATELY STOPPED COULD LEAD TO A SPIN. AFTER RERIGGING ALL FLIGHT CONTROLS, CHECKING THE AIRCRAFT ALIGNMENT WITH A LASER AND SEVERAL TEST FLIGHTS BOTH BY COMPANY PILOTS AND PIPER FACTORY TEST PILOT, IT WAS DETERMINED THAT WE HAD (FAT) AILERONS ON OUR FLEET. MFG HAS A HISTORY OF AILERON SKIN CRACKING. (FOR US, IT HAS JUST BEEN THE RT AILERON THAT HAS HAD THE CRACKING PROBLEM). ONCE THE CRACK IS PAST A CERTAIN POINT YOU EITHER HAVE TO REPLACE THE AFFECTED SKIN OR REPLACE THE AILERON. DURING SKIN REPLACEMENT, IF THE PREFORMED FACTORY SKIN IS SPREAD APART EVEN A LITTLE THE TRAILING EDGE TAKES ON A (FAT) CONDITION.

2007FA0000177

PIPER

LYC  

 

AILERON

MISREPAIRED

2/23/2007

PA44180

O360*

 

86562025

WING 

DURING POWER OFF (CLEAN CONFIGURATION) STALLS, THE AIRCRAFT WOULD SUDDENLY BREAK LT AND IF NOT IMMEDIATELY STOPPED COULD LEAD TO A SPIN. AFTER RERIGGING ALL FLIGHT CONTROLS, CHECKING THE AIRCRAFT ALIGNMENT WITH A LASER AND SEVERAL TEST FLIGHTS BOTH BY COMPANY PILOTS AND MFG FACTORY TEST PILOT, IT WAS DETERMINED THAT WE HAD (FAT) AILERONS ON OUR FLEET. MFG HAS A HISTORY OF AILERON SKIN CRACKING. (FOR US, IT HAS JUST BEEN THE RT AILERON THAT HAS HAD THE CRACKING PROBLEM). ONCE THE CRACK IS PAST A CERTAIN POINT YOU EITHER HAVE TO REPLACE THE AFFECTED SKIN OR REPLACE THE AILERON. DURING SKIN REPLACEMENT, IF THE PREFORMED FACTORY SKIN IS SPREAD APART EVEN A LITTLE THE TRAILING EDGE TAKES ON A (FAT) CONDITION. THIS LEADS TO THE AILERON NOT HAVING THE PROPER PROFILE AND CREATING (LIFT) AT THAT PORTION OF THE AILERON AND CAUSING CONTROL PROBLEMS. SEEMS LIKE A SMALL PROBLEM BUT IT CAN HAVE BIG CONSEQUENCES. ANOTHER THING, WHEN REPLACING THE SKINS, THE MECHANIC MUST BE AWARE OF AND MAINTAIN THE 1.79 DEGREE TWIST BUILT INTO THE FACTORY AILERON. UNFORTUNATELY, THIS INFORMATION IS NOT CURRENTLY IN THE MFG MM. AT THIS POINT WE HAVE REPLACED ALL OF OUR RT AILERONS WITH NEW MFG UNITS AND THE AIRCRAFT EXHIBIT NORMAL FLIGHT CHARACTERISTICS.

2007FA0000217

PIPER

PWA  

 

TUBE

CRACKED

2/16/2007

PA46500TP

PT6A42

 

3033981

FUEL SYS

PILOT DESCRIVED LOSS OF POWER. CONTINUED FLIGHT. ENGINE QUIT ON LANDING. FIRE DEPT RESPONDED, NO ACTION REQUIRED EXCEPT FOR FUEL ABSORBENT TO COLLECT FUEL DRIPPING FROM BELLY. FOUND CRACKED TUBE AT FUEL CONTROL UNIT. TUBE (PN 3033981. REASON UNKNOWN. FUEL STREAMED FULL LENGTH OF FUSELAGE AND DRIPPING OFF. (K)

2007FA0000257

UNIVAR

FRNKLN

 

ROCKER SHAFT

BROKEN

2/24/2007

1081

6A4150*

 

 

NR 3 CYLINDER

THE NR 3 CYLINDER ROCKER ARM SHAFT FAILED (BROKE) AT THE CENTER SUPPORT POSITION. ADDITIONALLY, (2) OF THE (3) ROCKER ARM BOSS SECURING BOLTS FAILED AND THE THIRD BOLT PULL OUT OF THE HEAD.

 

END OF REPORTS