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

337

bald eagle watching over three eggs

AUGUST

2006

 


CONTENTS

AIRPLANES

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

BOEING...................................................................................................................................... 2

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

DASSAULT............................................................................................................................... 11

GULFSTREAM.......................................................................................................................... 13

LEARJET................................................................................................................................... 13

ROCKWELL............................................................................................................................. 14

AIR NOTES

ELECTRONIC VERSION OF FAA FORM 8010-4, MALFUNCTION OR
DEFECT REPORT..................................................................................................................... 18

PAPER COPY OF FAA FORM 8010-4, MALFUNCTION OR DEFECT REPORT............... 18

INTERNET SERVICE DIFFICULTY REPORTING (iSDR) WEB SITE................................... 18

IF YOU WANT TO CONTACT US......................................................................................... 19

AVIATION SERVICE DIFFICULTY REPORTS...................................................................... 19

 


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 (Raytheon): 58; Chafing Fuel Line; ATA 2820

A repair station mechanic submitted this defect report. “While retracting and extending the landing gear for adjustment of a drooping inboard main wheel door, abnormal noise and vibration (was noted at mid-cycle). Further investigation found the R/H main landing gear retract rod assembly chafing on the wheel well’s fuel cross feed tubes (P/Ns 002-920000-49 and 002-920000-51). Visual inspection of these fuel tubes found the chafing to be negligible. (I) repositioned and secured the fuel tubes as required for clearance with the retract rod during retraction/extension operations. A one time inspection of this area is recommended (to prevent) chafing and subsequent fuel leakage.” (Aircraft total time: 187.4 hours. The SDRS data base reflects two similar discrepancies.)

Part Total Time: 187.4 hours.

 

Beech (Raytheon): 200; Cracked Emergency Exit Door Skin; ATA 5220

A mechanic writes “During a phase 1 - 4 inspection, the emergency exit hatch outer skin was found cracked at the inboard surface. (The crack propagated...) through the entire ninety degree radius of the lower aft corner of the skin assembly (P/N 115-430100-661A). The crack length (measured) approximately six inches.” (Aircraft total cycles: 9,366.)


Photo showing crack area to be in the door's lower L/H corner.

 

Part Total Time: 7,331.0 hours.

 

BOEING

Boeing: 727-100QF; Emergency Slide Chain Detachment; ATA 2565

An Irish repair station submission reads, “During a ‘C’ check routine inspection of the forward door emergency escape slide, the slide bustle latch chain was found detached from the split ring. (This) split ring had become elongated and its ring coils separated—thus allowing the chain to detach (see drawing item number 25 - next page). The slide would not have inflated if required. The chain and ring assembly will be replaced.” (This editor has zero experience with emergency slides. I'm presuming the split ring elongation occurred through inadvertent/undetected damage from some activity not related to the assembly’s function. Speculation as to cause was not provided. P/Ns: Split ring - BACR12BU9B; Chain assembly - 65C19901-21. The SDRS data base holds at least one additional entry of this same discrepancy.)


A catalog mechanical drawing of the aircraft's door---and its emergency slide chain and ring assembly.

 

Part Total Time: (unknown).

 


CESSNA

Cessna: 152; Cracked Horizontal Stabilizer Spar; ATA 5511

A mechanic writes, “On a routine 100 hour inspection a crack was found on the horizontal stabilizer’s front apex: (specifically) the lower angle (P/N 0432001-44: see photo number 1) and the reinforcement plate (P/N 0432001-44: photo number 2). The lower skin rivet seam (was also found) fretted and loose (photos 3 and 3A.) Upon removal and disassembly (additional defects) ...were discovered: cracked skin (P/N 0432001-55: photo 4) and a cracked spar (P/N 0432001-56: photos 5 and 6).

“This is an earlier serial numbered aircraft which apparently did not have the reinforcement angle (P/N 0432007-3) as installed on later serial numbered aircraft. This aircraft also has Bolen’s ‘conversion to tail wheel’—it has spent a portion of its total time (in this configuration).” The Supplemental Type Certificate number provided for this conversion is SA 175GL. (Excellent sequential documentation: thank-you! Of the seven photos, I could rationalize cutting only the close-up number six—but I didn’t. Each tells a piece of this story: the close-up should drive it home. All of these pictures have been cropped and vertically compressed. Some day...soon...we hope to facilitate appending documents and photos to the electronic, defect submission forms—or maybe a separate server/mail account, etc. Currently I have to scan—what you already have scanned—which doesn’t help the “picture,” right?—Ed.)

 

The following 7 photos are of various cracks found in this aircraft's horizontal stabilizer spar assembly.
1. Crack noted in an angle/stiffener.
2. Crack in the angle and skin.
3. Crack in the skin only.
4. Cracked skin detached due to broken (pulled) rivets.
5. Cracked spar angle.
6. Cracked spar angle, other side.
7. Cracked spar angle, closeup.

 


 

2. crack in the angle and skin.

 

3. crack in the skin only

 


 

4. cracked skin detached due to broken (pulled) rivets.

 

5. cracked spar angle.

 


 

6. cracked spar angle, other side.

 

7. cracked spar angle, closeup.

Part Total Time: 8,207.6 hours.

 

Cessna: 170B; Cracked Brake Cylinder Assemblies; ATA 3242

(The following report describes a defect concerning the Supplemental Type Certificate brake installation: SA13GL.)

A submitter states, “In both brake assemblies (P/N 30-63A) the cylinders (P/N 091-02200) were found to be cracked across and parallel to the anchor bolt hole (bolt P/N 069-00400). This is the second aircraft I have found with cracks in (these cylinder assemblies). This (brake) area is readily accessible and should be part of the preflight inspection. The cracks are easily seen when you are looking for them.”

Part Total Time: (unknown).

 


Cessna: 172B; Broken Control Yoke; ATA 2701

A mechanic writes, “Upon flaring (this aircraft) during landing—and at normal weights—the control yoke broke at the outside left radius. This caused the nose wheel of the aircraft to drop at a greater speed....” (Yes...that makes sense—especially since we small-airplane-types land with only one hand...the one holding the broken piece...so much for elevator authority!) However “...part of the yoke was still attached to the assembly, so aileron control was maintained.” (Sounds more like '...there was no crosswind'--making aileron control moot. It’s hard to picture the control column snapping forward and the pilot’s left arm still in the flare position with a piece of the yoke in hand—and with quasi-connecting pieces of plastic maintaining roll authority! P/N provided for the yoke: 0513166-3. At least one additional such breakage can be found in the SDRS data base.)

Part Total Time: (unknown).

 

Cessna: 172R; Torn Cowling Lord Mounts; ATA 5400

“During a routine, 100 hour inspection,” writes this mechanic, “two of the ‘Lord’ cowling mounts that secure the lower engine cowling to the airframe were found torn in half (P/N J-7444-42). This is a recurring problem on all 13 C-172R and S model aircraft operated by a local flight school. If not corrected, this could lead to a loss of the engine cowling in flight.” (There are approximately six additional data base entries related to cowling mounts.)

Part Total Time: (less than) 100 hours.

 

Cessna: 77RG; Cracked Actuator Bracket Assembly; ATA 3230

(This defect could drive a mechanic crazy—good “eyeball” from the submitter.) While attempting to rig the nose gear (after an engine and mount overhaul) it was (found to be) impossible to maintain the proper clearances, and the lock would not snap over-center on the down cycle. While watching the actuator it seemed to move (improperly). Upon further inspection of the upper attach point (using a very bright light) the bracket assembly was found to be severely cracked (P/N 2013003-5). (I) would recommend close visual inspection at each annual.” (SDRS contains and almost identical discrepancy in the data base.)

Part Total Time: 3,675.0 hours.

 

Cessna: 185E; Broken Main Gear Strut; ATA 3213

This air taxi operator writes “The gear (strut: P/N 074-1001-7) broke on landing rollout. (These struts have...) an estimated 700 hours on 3600 Fluidine Skis and an estimated 7,000 hours on GAR Aero wheel adapters with 8.50 x 10 inch tires. It is recommended (there be more frequent and/or appropriate) inspections or life-limitations (placed on parts). (A hand drawing indicates the break was complete, occurring at the bottom of the L/H strut—at the top mount holes. The provided part number included a question mark.)

Part Total Time: (estimated) 9,900 hours.

 

Cessna: 210M; Failed Landing Gear Warning Horn; ATA 3260

(The following discrepancies are provided by Aerospace Engineer Francisco Osciak who works for the National Airworthiness Directorate of Argentina. Oklahoma’s 105-degree, 70 percent humidity weather contrasts starkly with his e-mail description of their corresponding winter weather: 62 degrees and 65 percent humidity. Get me a ticket!)


“During landing, the pilot (of this aircraft) forgot to extend the landing gear—a gear up landing was carried out. An accident investigation included a satisfactory operational check of the landing gear retraction/extension system, but the warning horn failed to operate. After disassembling the Warning Unit Assembly, a burned diode was discovered. (Warning Assembly P/N: 1270733-2, figure 135 of Parts Catalog P637-12, index number 34. Diode P/N: IN4001, page 20-148 of Service Manual D2057-3-13.)

“We then consulted the applicable Service Manual (D2057-3-13, pages 2-28 and 2-29) and realized there is not a specific item to check the operation of the gear warning horn. This situation (no operational check of the horn) also takes place in the Cessna 172RG, 177RG, and 182 RG Service Manuals. (However...) this kind of item (operational check) does exist in many other service manuals. For example, on the 310F through 310K Service Manual, page 1-16G it is stated: ‘Gear Indicator Light and Warning Horn—check for operation (gear extended and retracted)’.

“Taking into account all of the above, we respectfully think Cessna should revise the 172RG, 177RG, 182RG, 210, and T210 Service Manuals (or issue a Temporary Revision to each one) in order to include an inspection item requiring the operational check of the gear warning horn....” (You would make a great editor, Francisco. I’ll see what I can do at my end to help this along. Thanks—Ed.)

Part Total Time: 4,530.0 hours.

 

Cessna: 210E; Cracked Main Gear Saddles; ATA 3211

The submitter states, “(I) replaced both main landing gear saddles (P/N 1241423-1 and -2) at annual inspection. Both were found to have hair line cracks in the radius above the inboard U-bolt hole by using the dye-penetrant inspection method.”

Part Total Time: 1,400.0 hours.

 

Cessna: 414; Cracked Main Gear Bellcrank Assembly; ATA 3230

A submitter states, “The L/H main gear bell crank assembly (P/N 5045010-19) cracked and failed when the gear was selected to ‘up.’ The L/H main gear returned to ‘down and locked.’ The bell crank tube broke and twisted as it failed—the crack radiating from the rear welds to the fork bolt socket and forward.” (Six beautiful, hi-resolution photos accompanied this discrepancy—which were promptly cropped, compressed, and reduced in resolution.)

 

Three photos at various angles of the same cracked torque tube.


 

Three photos at various angles of the same cracked torque tube.

 

Three photos at various angles of the same cracked torque tube.

 

(There are at least two additional torque tube cracks in the SDR data base.)

Part Total Time: 5,216.6 hours.

 

Cessna: 560; Broken Welds on Nose Gear Torque Tube; ATA 3230

A mechanic states, “(This aircraft’s) nose gear doors were observed to be drooping slightly. The nose gear retract linkage was inspected and the torque tube was found to have a broken weld on one end-cap (P/N 5542102-9). It is recommended to inspect (these) welds carefully during periodic inspections.”

Part Total Time: (unknown).

 

Cessna: 560; Chaffing Hydraulic Line; ATA 2910

Another repair station for Cessna 560 aircraft provided this important discrepancy. “A hydraulic line (P/N 6556000-20) on the left engine was making contact with a fuel line (P/N 3042937-01). This caused chaffing in excess of 20% of the wall thickness on the hydraulic line and 10 to 15% wall thickness on the fuel line. Both lines were replaced with factory new parts. After (their installation) part contact was still being made and required slight adjustments to the bends on the lines to maintain adequate clearance.”

Part Total Time: 900.0 hours.

 


Cessna: 650; Loose Metering Pin (internal-strut); ATA 3213

A company technician states, “The R/H main gear oleo strut would not compress (after landing) more than 50% of normal. The aircraft was jacked and service of the strut was checked as normal. The aircraft was lowered off jacks and the strut compressed as normal. On the next landing the strut again would not compress. The oleo (assembly P/N 6241115-4) was removed from the aircraft and disassembled. The metering pin (P/N 6241113-2) inside the strut was loose and moving around inside the strut. Further examination of the metering pin revealed the nylon thread locking device showed no evidence of ever contacting the threads inside the upper barrel. This locking device was too deep (within) the recess provided in the metering pin. This condition did not provide the self-locking feature and thus allowed the pin to rotate and come loose. Damage to the upper barrel of the oleo was extensive and had to be replaced. The part number of the locking device is NAS1283N375. It is also noted the component manual for this oleo does not have the correct installation instructions for this particular (oleo) part number. It does have the proper instructions for other part number oleos contained in the same manual.” (Time since this strut’s overhaul was given as 901.0 hours and 768 landings.)

Part Total Time: 7,929.2 hours (estimated).

 

DASSAULT

Dassault: DA-50; Cracked High Pressure Bleed Air Duct; ATA 3610

A repair station technician writes, “During a scheduled number two engine change inspection noticed the high pressure bleed air duct (P/N SBJ33057-401) was cracked at the center, bleed air tap. The crack appeared to originate at the weld and progressed radially approximately 2.25 inches toward the braided flex coupling. A new duct was ordered and installed. The cracked duct will be sent to Dassault for engineering evaluation. This is the second high pressure bleed air duct found cracked during recent engine changes. The first duct found cracked was on number three engine (P/N SBJ33055-401) with some difference in configuration, but the same application. (This duct) was also replaced with a new part from Dassault Falcon Jet.”


 

A catalog mechanical drawing showing area of duct where crack was found.

Part Total Time: 3,051.4 hours.

 


GULFSTREAM

Gulfstream: IV; Cracked Hydraulic Valve; ATA 2910

A director of maintenance at a repair station writes, “This aircraft was on a flight from Teterboro to Morristown, N. J. On departure the crew received a ‘check hydraulic quantity’ caution light. The cockpit indications revealed a loss of combined hydraulic fluid, (prompting) the flight crew to declare an emergency and a return to Teterboro. (The subsequent) maintenance investigation revealed the Flight Power Shut-off valve assembly housing was cracked (P/N GAC 1159SCH-246-3A or 5855-1). This is the second incident of a cracked housing within our fleet. An upgraded -5 assembly was procured from Gulfstream and the aircraft was returned to service. We have communicated our concerns to (a representative) at Gulfstream and have encouraged a proactive resolution to a rather severe situation.” (This valve is found in the R/H wheel well. There may be additional information on this discrepancy forthcoming. The SDRS data base records eight entries involving loss of hydraulic system fluid on this type aircraft.)

Part Total Time: 1,043.0 hours.

 

LEARJET

Learjet: 36; Replacement Strobe Lens Defect; ATA 3340

An unknown technician writes, “The FAA/PMA approved replacement (lens) splits or cracks upon installation. The shape is slightly different from the (original), Learjet P/N 2488502-37. (The substitute part) ...P/N RN2488502-37 is being sold by March Aviation (as equivalent to the original Learjet part).”

(Ancillary information includes the tail strobe's catalogue reference: IPC 33-41-20. Two trace outlines provided by the submitter clearly show poor radius conformity and increased circumference in the replacement part.)

Part Total Time: 0.0 hours.

 

Learjet: 45; Frayed Elevator Control Cable; ATA 2730

A repair station technician writes, “During the initial 5,000 hour cable inspection (I) noted extensive damage to the lower left aft elevator control cable and the pressurization system vacuum line at fuselage station 495 (under the SKI storage box in the rear baggage bay). The pressurization vacuum line was found mis-routed, causing damage to the elevator control cable and the vacuum line. (I) recommend engineering evaluate the need for a one-time inspection of this area on all like aircraft with less than 5,000 accumulated flight hours.” (Elevator Cable P/N 7627302026-001. Aircraft time and cycles: 4,224.68 hours; 3,183 cycles.)


 

A closeup photo of a frayed cable.

 

Part Total Time: 4,224.68.

 

ROCKWELL

Rockwell: 114; Cracked STC Exhaust Risers: ATA 7810

A submitter describes finding multiple holes and cracks in the exhaust risers of this aircraft’s STC turbo system (supplemental type certificate SA00356DE). These exhaust units were deemed unserviceable after only 207.8 hours since new. Nineteen photos were attached to this discrepancy, only a few of which are provided here. An added note indicates the new, replacement risers also cracked after just 140.0 hours.


 

Six photos at various angles and distances showing holes and cracks in this exhaust system.

 


 

Six photos of various angles and distances showing holes and cracks in this exhaust system.


 

Six photos at various angles and distances showing holes and cracks in this exhaust system.

 

Part Total Time: 207.8 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://forms.faa.gov/forms/faa8010-4.pdf

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) 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/.

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:

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 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

CA060502005

 

 

 

BRAKE ASSY

DAMAGED

4/28/2006

 

 

 

266278

MLG 

FOLLOWING MX ONE OF OUR AME NOTICED THAT ONE OF OUR SPARE BRAKE ASSY P/N 2-1605-2 S/N 0378 MADE BY GOODRICH SEAM DIFFERENT FROM THE ONE REMOVED FROM THE A/C. THE REMOVED BRAKE SHOWN 2 INNER SUPPORT FLANGE OF .5 INCH AND THE SPARE ONE SHOWN ONE SINGLE FLANGE OF 1.375 INCHES. THE DOUBLE FLANGE IS WELL IDENTIFIED ON THE MANUFACTURER CMM BUT NO SPECIFICATION OF THE SINGLE ONE. THE MANUF REQUIRED THE UNIT FOR INVESTIGATION. ON THE PRELIMINARY STATUS THIS UNIT IS NOT PER MANUF SPEC DRAWING. INVESTIGATION STILL IN PROGRESS. THIS BRAKE ASSY IS SHOWING THE FOLLOWING DATA, P/N 266-278 CHG C, P/N 260-903 CHG B, S/N 0378 DATE OF MAN 08-01, INSP NR 04-90.

CA060310005

 

 

ACK  

BATTERY  

CORRODED

3/8/2006

 

 

 

MN1300

ELT 

AT ANNUAL CERTIFICATION OF ELT, THE BATTERIES REMOVED FROM CASE FOR INSPECTION. FOUND ONE BATTERY LEAKING CAUSING CORROSION ON THE BATTERY CONTACT AT BOTTOM OF CASE. BATTERY CASE AND BATTERIES REPLACED ABD UNIT TESTED SATISFACTORY.

CA060317003

 

 

 

BUSHING

CRACKED

3/17/2006

 

 

 

CRS8517319

MLG 

(CAN) 16 NEW BUSHINGS RECEIVED, P/N CRS85-173-19 ALL FAILED NDT REQUIREMENT PRIOR TO INSTALL DUE TO CRACK IN THE BORE AREA. (TC NR 20060317003)

AU510001791

 

 

 

CIRCUIT CARD

FAULTY

12/12/2005

 

 

 

7006988975

ADC 

(AUS) DIGITAL AIR DATA COMPUTER (DADC) CIRCUIT CARD ASSEMBLY (CCA) INTERNAL FAULT. FOUND DURING INSPECTION IAW AD/INST/9 AND FAR43E.(AD/SB DESC: AD INST 9 FAR43E ) (OTHER CAUSE: MATERIAL ) (CASA NR 510001791)

2006FA0000628

 

 

 

TURBOCHARGER

INOPERATIVE

6/13/2006

 

 

 

4066109026

 

TURBO WILL NOT PRODUCE BOOST. (K)

2006FA0000629

 

 

 

ALTERNATOR

INOPERATIVE

6/15/2006

 

 

 

ALY6521

 

ALTERNATOR WOULD NOT ENGAGE. (K)

2006FA0000605

 

 

 

DISPLAY

MALFUNCTIONED

6/21/2006

 

 

 

 

COCKPIT

TO DATE, HAVE EXPERIENCED 12 SEPARATE FAILURES OF THE MULTIFUNCTION DISPLAYS (MFD) WITH 6 OF THE 7 AIRCRAFT. THESE FAILURES HAVE OCCURRED EITHER IN FLIGHT OR ON THE GROUND. THERE IS NO APPARENT PATTERN OR FOREWARNING RELATED TO THESE FAILURES. THESE FAILURES CAUSE AN UNAIRWORTHY CONDITION OF THE AIRCRAFT DUE TO THE LACK OF OIL TEMPERATURE INDICATION. ALSO, ACCORDING TO THE PA 28-161 MFG POH, SECTION 9, SUPPLEMENT 10, SECTION 2, PARAGRAPH B TITLED "MFD LIMITATIONS", ITEM 4, (AIRCRAFT DISPATCH IS PROHIBITED WHEN THE MFD IS INOPERATIVE.) CURRENTLY, MANUFACTURERS ARE INVESTIGATING THIS PROBLEM, BUT NO RESOLUTION HAS BEEN FOUND.

AACSDR61006

 

 

AGUSTA

LONGERON

CRACKED

6/10/2006

 

 

 

1090371231

TAILBOOM

DURING FLIGHT A BANG WAS HEARD, AIRCRAFT SHUDDERED MOMENTARILY, PILOT SUSPECTED BIRD STRIKE. FLIGHT CONTINUED TO LANDING SITE. AIRCRAFT WAS INSPECTED FOR DAMAGE, NO EVIDENCE OF BIRD STRIKE OR ANY DAMAGE WAS NOTED. DURING A SUBSEQUENT AIRFRAME INSPECTION LT UPPER TAILBOOM TO FUSELAGE FITTING WAS FOUND CRACKED. A/C AND COMPONENT TOTAL TIME APPROXIMATELY 1900.0 HRS.

AU510001644

 

 

HONEYWELL

CONVERTER

OUT OF LIMITS

12/12/2005

 

 

AZ810

4040831901

DADC 

(AUS) DIGITAL AIR DATA COMPUTER (DADC) PRESSURE CONVERTER FAILED MANUFACTURER`S TEST. FOUND DURING INSPECTION IAW AD/RAD/43.(AD/SB DESC: AD/RAD/43 (FAR 43, APP. E) ) (OTHER CAUSE: MATERIAL ) (CASA NR 510001644)

AU510001692

 

 

 

SUPPORT

BROKEN

9/7/2005

 

 

 

 

BALLOON BASKET

(AUS) BALLOON NYLON SUPPORT POLES CRACKED AND BROKEN. (OTHER CAUSE: GROUND HANDLING OF BASKET ) (CASA NR 510001692)

2006FA0000654

 

 

 

TURBOCHARGER

LEAKING

6/21/2006

 

 

 

4066109005

ENGINE

LEAKING BETWEEN HOT AND COLD SECTION. (K)

2006FA0000671

 

 

 

MAGNETO

FAILED

6/27/2006

 

 

 

6364 

ENGINE

DEFECTIVE COIL WINDINGS FOUND. SECONDARY READINGS INDICATE DISCONTINUOUS INTERNAL CONDUCTORS. READINGS VARIED FROM NO RESISTANCE (INDICATING AN OPEN CIRCUIT) TO VERY HIGH, OUT OF TOLERANCE OHMS OF RESISTANCE (20 TIMES NORMAL). OHMMETER WAS CALIBRATED RECENTLY, CROSS REFERENCED AGAINST OTHER COILS TO VERIFY TEST EQUIPMENT USED, WAS STILL FUNCTIONING DURING THIS INSP. OPERATOR OF THIS COMPONENT REPORTED NO DETECTABLE OPERATIONAL MALADIES. SECONDARY WINDING FAILURES MAY AFFECT ENG STARTING, PRODUCE MISFIRING, OR NON-OPERATIONAL IGNITION FROM THE AFFECTED MAGNETO. O.E.M. TYPE (TORQUE SEAL) PRODUCT INTACT AT TIME OF INSP, INDICATING NO INTERNAL MAINT OR INSP SINCE MAGNETO WAS MANUFACTURED.

CA060331004

 

 

 

OIL FILTER

DAMAGED

3/31/2006

 

 

 

CH481101

ENGINE

(CAN) UPON RECEIPT OF NEW OIL FILTER, THREADS WERE FOUND TO BE GALLED. (TC NR 20060331004)

2006FA0000653

 

 

SLICK

 

 

6/26/2006

 

 

 

 

 

HIGH MAGNETO DROP. (K)

2006FA0000686

 

 

 

NUT  

FAILED

7/14/2006

 

 

 

ACA1373

PROPELLER

WHEN TORQUING OUTER CLAMP NUT P/N ACA1373, 1 EACH NEW OUTER CLAMP NUT THREADS FAILED BEFORE REACHING SPECIFIED TORQUE. PROPELLER WAS BEING REASSEMBLED DURING OVERHAUL. ASSEMBLED USING CALIBRATED TOOLS AND NEW HARDWARE.

2006FA0000662

 

 

 

SHAFT

CRACKED

6/29/2006

 

 

 

538715

TAIL ROTOR

MAGNETIC PARTICLE INSPECTION 7 PCS WITH TRANSVERSE CRACKS INDICATIONS ON O.D. OF THE PART

CA060215002

 

ALLSN

 

FILTER

DAMAGED

2/13/2006

 

250C20

 

6870032N

OIL SYSTEM

(CAN) ENGINE OIL FILTER, VENDOR NR IS 05228-759280-101. THERE WAS A PROBLEM WITH ONE OF THE SEAMS IN ONE OF THE ELEMENTS NOT BEING SEALED. ALL OF THE PTI FILTERS IN STOCK WERE INSPECTED AND FOUND THE SAME DEFECT IN EACH FILTER. THE FILTERS WERE PURCHASED AND THE VENDOR HAS BEEN NOTIFIED OF THIS DEFECT AND ALL THE FILTERS HAVE BEEN PLACED IN QUARANTINE STORES PENDING RETURN TO THE VENDOR. (TC NR 20060215002)

CA060208005

 

ALLSN

ALLSN

COUPLING

DEFECTIVE

9/18/2005

 

250C20B

6890550

230765593

ENGINE

SAGS WAS REPLACED DUE TO PITTING AND SPALLING DURING THIS SHOP VISIT. ON JUNE 29, 2005, NEW SAGS, 2 ½ BEARING AND RETAINING RING WERE SENT TO CUSTOMER FOR REPLACEMENT DUE TO SAGS DAMAGE. AFTER 191.4 HOURS USAGE, ON SEP 18, 2005, CAC-33575 WAS SENT IN AGAIN FOR SAGS WARRANTY CLAIM (MAKING METAL). COMPRESSOR WAS DISASSEMBLED AND COMPLETE INSPECTION WAS DONE. IT WAS FOUND THE RETAINING RING WAS BROKEN, 2 ½ BEARING WAS MISPLACED AND SAGS WAS WORN OUT. THE FURTHER INVESTIGATION SHOWED THAT THE NON-CONFORMANCE OF ADAPTER COUPLING MIGHT CAUSE THIS PROBLEM.

CA060131005

 

ALLSN

ALLSN

TURBINE WHEEL

CRACKED

1/20/2006

 

250C20R

6898735

23001967

ENGINE

TURBINE RECEIVED AT ETI FOR REPAIR. NR 3 TURBINE WHEEL INSPECTED ON TEARDOWN. NR 3 TURBINE WHEEL SENT TO NDT FOR FPI. CRACKS WERE FOUND ON RIM. LOG CARDS SHOW THAT NR 3 TURBINE WHEEL (S/N HX-84-131) HAS TTSN: 819.1 AND TCSN: 770. NR 3 TURBINE WHEEL LIFE IS TT: 4450 ^ TC: 6000.

CA060504003

 

ALLSN

ALLSN

BEARING CAGE

FAILED

4/28/2006

 

250C30P

23005655

23005747

GEARBOX

BEARING, REMOVED FROM GEARBOX DURING 3500 HOURS INSPECTION, HAS BEEN PREVIOUSLY ASSEMBLED WITH ONE BALL NOTICEABLY SMALLER THAN THE OTHER BALLS IN THE BEARING ASSEMBLY. REF ROLLS-ROYCE IPC, 14W4, 72-60-00, FIG.2, P.5, ITEM 39.

CA060510009

 

CONT

CONT

SHAFT

BROKEN

5/8/2006

 

IO520MB

 

629435

STARTER ADAPTER

THREE GEAR TEETH BROKEN OFF AND MISSING. ONE OTHER TOOTH CRACKED.

CA060126002

 

GE  

 

ENGINE

MAKING METAL

1/18/2006

 

CT7TP*

 

CT78A

NR 2 

NR 2 ENGINE CHIP LIGHT WAS EXPERIENCED ON OB LEG TO THE FPSO. THE AIRCRAFT WAS TURNED AROUND FOR DEPARTURE POINT. THERE WAS A SECOND INDICATION OF OIL BYPASS, HIGHER TGT AND LOWER OIL PRESSURE. ENGINE WAS SHUTDOWN BY THE FLIGHT CREW. THE AIRCRAFT RETURNED TO BASE ON SINGLE ENGINE WITHOUT FURTHER INCIDENT. UPON ARRIVAL BACK TO BASE THE ENGINE WAS INVESTIGATED AND FOUND TO HAVE METAL CONTAMINATION ON THE CHIP PLUG AND SUMP SCREENS. THE ENG WAS REPLACED AND FORWARDED TO THE MFG FOR A FURTHER INVESTIGATION.

60806

 

LYC  

HARTZL

BLADE

CRACKED

6/8/2006

 

IO540K1K5

 

FC7663R

PROPELLER

CRACKED BLADE SHANK.

AU510002067

 

LYC  

 

METERING JET

MISMANUFACTURED

12/12/2005

 

O360A1F6

 

47739

CARBURETOR

CARBURETOR JET INCORRECTLY MANUFACTURED. METERING HOLE MACHINED OUT OF ROUND. JET IS A NEW ITEM REMOVED FROM OVERHAUL KIT P/N 286-1670-F.

AU510002180

 

LYC  

 

VALVE

MISMANUFACTURED

12/12/2005

 

O540E4C5

 

242528

CARBURETOR

(AUS) CARBURRETOR MIXTURE VALVE FAULTY MANUFACTURE. INSPECTION FOUND THE BRASS VALVE END OF THE MIXTURE VALVE ASSEMBLY HAD NOT BEEN CORRECTLY SWAGED CAUSING THE BRASS END TO TURN ON THE CABLE. (CASA NR 510002180)

2006FA0000651

 

PWA  

 

BLADE

SEPARATED

6/28/2006

 

JT15D1A

 

3028601

ENGINE

DURING POST LEASE INSPECTION, FOUND 1 HIGH TURBINE BLADE SEPARATED AT MID SPAN. APPARENTLY NO OPERATIONAL PROBLEMS. MFG HAS PRODUCED REPLACEMENT BLADES UNDER SPARE PARTS BULLETIN 75. (K)

CA060510004

 

PWA  

 

BLADE

FAILED

5/10/2006

 

PT6*

 

 

ENGINE

FAILED ENGINE SENT TO O/H SHOP WHERE ALL CT BLADES WERE FOUND DAMAGED/BROKEN. SIGNIFICANT DOWNSTREAM DAMAGE WAS EVIDENT. CAUSE OF CT BLADE FAILURE NOT DETERMINED BUT LUGS WERE BROKEN OFF THE CT STATOR AS A RESULT OF HEAVY CONTACT BETWEEN CT DISK AND CT STATOR. ENGINE OEM IS CURRENTLY INVESTIGATING RECENT RASH OF CT BLADE FAILURES ON THIS PT6A-114 ENGINE FAMILY.

AU510001645

 

PWA  

 

NOZZLE

WRONG PART

12/12/2005

 

PT642A

 

 

FUEL INJECTOR

(AUS) INCORRECT FUEL NOZZLE SHEATHS FITTED AT ENGINE OVERHAUL. FUEL NOZZLES WERE PRE SB3250 AND SHEATHS WERE POST SB3250. INCORRECT PART. PERSONNEL/MAINTENANCE ERROR. (CASA NR 510001645)

CA060502004

 

PWA  

 

SHROUD

DISTORTED

4/24/2006

 

PT6A135

 

3020159

TURBINE

DURING HOT SECTION KIT REPAIR OF A PT6A-135 ENG, CT SHROUD SEGMENT-RETAINING RING WAS FOUND LOOSE AND PARTIALLY DISENGAGED FROM CT SHROUD HOUSING RETAINING GROOVE. MINOR SHIFTING OF CT SHROUD SEGMENTS WERE NOTED (SEE PHOTOGRAPH NR 1 AND 2). THE CT SHROUD SEGMENT-RETAINING RING (P/N 3020159) WAS OF PRE SB 1627 CONFIG AND CT SHROUD SEGMENTS (P/N 3053094) WERE OF PRE SB 1628 CONFIGURATION QTY 7-RUB SPOTS WERE NOTED ON THE CT SHROUD SEGMENTS WITH RUB ON CT BLADES. CT SHROUD SEGMENT-RETAINING RING WAS FOUND DISTORTED AND PARTIALLY DISENGAGED FROM THE RETAINING GROOVE OF CT SHROUD HOUSING. NO OVER HEATING/BURNING OF HOT SECTION PARTS NOTED. INSPECTION OF CT SHROUD HOUSING WAS DONE AND ROUNDNESS OF ALL CRITICAL DIAMETERS NOTED WITHIN O/H MANUAL LIMIT. THE SHIFTING OF THE CT SHROUD SEGMENTS WAS DUE TO PARTIAL DISENGAGEMENT OF THE CT SHROUD SEGMENTS RETAINING RING FROM THE CT SHROUD HOUSING RETENTION GROOVE.

CA060215003

 

PWA  

 

CARRIER ASSY

DISPLACED

2/10/2006

 

PT6A6

 

3027977

RGB 

(CAN) OPERATOR COMPLAINED OF NOISE FROM THE REDUCTION GEARBOX, EXCESSIVE PROPELLER LOOSENESS AND METAL ON THE RGB CHIP DETECTOR. UPON GEARBOX DISMANTLE AND EXAMINATION OF THE 2ND STAGE CARRIER (PN 3027977), THE SLEEVE USED TO REPAIR THE NR 5 BEARING JOURNAL WAS FOUND TO HAVE SHIFTED OFF OF THE JOURNAL (REFER TO FIGURES 1 AND 2). NO SECONDARY DAMAGE TO THE REDUCTION GEARBOX ASSEMBLY WAS NOTED. THE SLEEVE REPAIR IS PERMITTED ON 2ND STAGE CARRIER PN 3027977 FOR OTHER ENGINE MODELS, AND THIS PART NR IS ELIGIBLE FOR USE ON THE ENGINE, HOWEVER SLEEVE REPAIR IS PROHIBITED IAW MM 3034543 FOR THE ENGINE APPLICATION. (TC NR 20060215003)

CA060403005

 

PWA  

 

ENGINE

MAKING METAL

3/2/2006

 

PT6A67R

 

 

 

(CAN) IN FLIGHT, THE ENGINE LOW OIL PRESSURE WARNING ANNUNCIATED AND THE ENGINE WAS SHUTDOWN. SUBSEQUENT INSPECTION REVEALED METALIC DEBRIS IN THE ENGINE OIL. MFG WILL INVESTIGATE THE EVENT AND ADVISE OF ROOT CAUSE ONCE EXTABLISHED. (TC NR 20060403005)

CA060214006

AEROSP

ALLSN

ALLSN

WASHER

MISSING

2/10/2006

AS355*

250C20R1

 

6820588

GEARBOX

(CAN) AS ENG NR 2 WAS INCREASED, EXCEEDANCE ON INSTR PANEL, M/R READING HIGH ON TRIPLE TACH, NO INDICATION OF N2 SPEED ON TACH INDICATOR. FOUND N2 GOV GEAR FREEWHEELING, DISENGAGED FROM INTERNAL GB N2 DRV SYS. TEARDOWN OF GB REVEALED BRG RETAINING WASHER WAS MISSING, N2 PWR TRAIN IDLER GEAR ASSY. WASHER RETAINS BRG ON IDLER GEAR SUPT SHAFT. KEY WASHER RETAINED BRG ON IDLER SUPT SHAFT, UNTIL BRG INNER RACE WORE EDGE OF KEY WASHER ALLOWING BRG TO SLIDE AXIALLY, DISENGAGE N2 TACH DRV GEARTRAIN. WITH N2 TACH DRV GEARTRAIN DISENGAGED FROM N2 DRV, ENG COULD OVERSPEED. WEAR ON ID OF N2 PWR TRAIN IDLER BRG, PORTION OF KEY WASHER, IDLER GEAR. PREVIOUS CHIP LIGHTS REPORTED ARE RESULT OF WEAR. (TC NR 20060214006)

AU510001872

AEROSP

TMECA

 

PROBE

FAILED

12/12/2005

AS355N

ARRIEL1C

 

9550124240

ENGINE TEMP

(AUS) NR 1 ENGINE T4 TEMPERATURE PROBE SEPARATED FROM ENGINE. LOCKING NUT STILL FIRMLY ATTACHED TO MOUNTING POINT. (CASA NR 510001872)

AU510001643

AEROSP

TMECA

 

COUPLING

CRACKED

12/12/2005

AS365N2

ARRIEL1C

 

365A34103301

T/R DRIVE  

(AUS) TAIL ROTOR DRIVESHAFT FORWARD FLEXIBLE COUPLING CRACKED. INVESTIGATION FOUND MECHANICAL DAMAGE ON THE EDGE OF THE COUPLING AT ONE END OF THE CRACK. (OTHER CAUSE: MATERIAL - IMPACT DAMAGE ) (CASA NR 510001643)

CA060328004

AEROSP

PWA  

 

UPLOCK SWITCH

FAILED

3/27/2006

ATR42300

PW120

 

C245890002

MLG 

(CAN) DEPARTING, THE CREW OBSERVED AN UNSAFE(RED) WARNING ON NR 2 MAIN LANDING GEAR AFTER RETRACTION WAS SELECTED. THE CREW RETURNED TO POINT OF DEPARTURE AND AND CARRIED OUT A NORMAL CONFIGURATION LANDING. MAINTENANCE DETERMINED THAT THE UNSAFE CONDITION INDICATION WAS FALSE DUE TO A FAILED UPLOCK BOX. THE NR 2 MAIN GEAR UPLOCK BOX WAS REPLACED, TESTED SERVICEABLE AND AIRCRAFT RETURNED TO SERVICE.(TC NR 20060328004)

CA060509008

AEROSP

PWA  

 

BALLAST

OVERHEATED

5/5/2006

ATR42300

PW120

 

E033601

LIGHT

(CAN) LAMP SOCKET OVERHEATED AT BALLAST 27LG CAUSING SMOKE ODOR IN CABIN. (TC NR 20060509008)

CA060202002

AEROSP

PWA  

 

OIL SYSTEM

LEAKING

2/1/2006

ATR42300

PW120

 

 

NR 1 ENGINE

AFTER DEPARTING, THE CREW OBSERVED LOSS OF OIL PRESSURE ON NR 1 ENGINE. THE AIRCRAFT RETURNED TO POINT OF DEPARTURE WITHOUT FURTHER INCIDENT.

CA060129021

AEROSP

PWA  

 

ENGINE

POWER LOSS

1/21/2006

ATR72212A

PW127

 

 

 

DURING CRUISE, ENGINE EXPERIENCED AN UNCOMMANED POWER REDUCTION. THE ENGINE WAS SHUT DOWN IN FLIGHT. PWC WILL INVESTIGATE THE INCIDENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED.

CA060314001

AIRBUS

GE  

 

COVER

MISSING

3/9/2006

A310300

CF680C2*

 

A5247015100200

CARGO DOOR

THE AIRCRAFT ARRIVED FROM FLIGHT WITH ONE OF THE FORWARD CARGO DOOR ACCESS PANEL LATCH COVER MISSING. DURING INVESTIGATION FOUND THE PANEL ATTACHMENT AREAS HAD ELONGATED, WHICH ALLOWED THE ATTACHMENT SCREWS TO PASS THROUGH THE ACCESS PANEL. NEW PANEL ASSY WAS INSTALLED.

AU510001600

AIRBUS

GE  

 

VALVE

LEAKING

9/7/2005

A330*

CF680

 

HTE900212

FUEL SELECTOR

LOW PRESSURE FUEL VALVE LEAKING. INVESTIGATION CONTINUING.

AU510001601

AIRBUS

GE  

 

ASPIRATOR

FAILED

11/7/2005

A330*

CF680

 

 

ESCAPE SLIDE

SLIDERAFT FAILED FLAT FIRE TEST. INSPECTION OF THE INFLATABLE ASSEMBLY FOUND THREE HOLES AND ONE INDENTATION COMMON TO THE LOWER INFLATION TUBE. THIS SLIDERAFT ASSEMBLY WAS FITTED WITH P/N 4A3791-3 PLASTIC PRESSURE RELIEF VALVES (PRV) ON BOTH THE UPPER AND LOWER TUBES, WHICH ACCOUNTED FOR LEAKAGE FAILURE OF THE UPPER TUBE. ADDITIONALLY, THE PN 5A3265-1 ASPIRATOR WAS FOUND TO BE SIGNIFICANTLY DISTORTED. INITIAL INDICATIONS SHOW THAT THE ASPIRATOR BODY TRACE LINE MATCHES THE APPROXIMATE LOCATION OF THE HOLES.

AU510002059

AIRBUS

GE  

 

LUG  

BROKEN

12/12/2005

A330*

CF680

 

F535760800020

VERTICAL STAB

(AUS) VERTICAL STABILIZER ACCESS LADDER UPPER ATTACHMENT LUGS BROKEN. SUSPECT CAUSED BY POOR SHIMMING OF THE UPPER ATTACHMENT FITTINGS. SEE ATTACHMENT FOR INVESTIGATION DETAILS. (CASA NR 510002059)

AU510001946

AIRBUS

GE  

 

WIRE

FAILED

12/12/2005

A330300

CF680

 

 

EMERGENCY LIGHT

(AUS) DOOR 3 EMERGENCY EXIT LIGHTS (2OFF) FAILED. SUSPECT WIRING DEFECT. (CASA NR 510001946)

CA060511002

AIRBUS

CFMINT

 

MANIFOLD

CRACKED

5/10/2006

A340313

CFM565C4

 

630130018

PAX OXYGEN

AIRCRAFT HAD 22 MANIFOLDS FOUND CRACKED. LOOKED AT ANOTHER AIRCRAFT TO PROVIDE SPARES, BUT FOUND MOST OF ITS MANIFOLDS CRACKED TOO. DRAGER (VENDOR) CONTACTED, AND WILL PROVIDE REPLACEMENTS. MANIFOLD IS MADE OF A VARIETY OF PLASTIC, WHICH IS BRITTLE.

CA060214002

AIRBUS

CFMINT

 

LOCK

MALFUNCTIONED

2/14/2006

A340313

CFM565C4

 

28850009

THRUST REVERSER

(CAN) THRUST REVERSER NR 4 UNLOCKED. SHUTDOWN NR4 V/S ON OVERWEIGHT LANDING 500FT/MIN LANDING WT 233000 KG. SEE FMR M1243972. ACTION:411T/S 78-31-00-810-970 CARRIED OUT NO FAULT FOUND. SUSPECT PRIMARY LOCK P/N 2885000-9 LOCATED AT IB UPPER SIDE. 4 LOCK PLUGS ARE LOCATED IN THE OB PARTS BOX. (TC NR 20060214002)

CA060508014

AIRTRC

PWA  

 

BOLT

LOOSE

5/8/2006

AT802A

PT6A67

 

MS1699799

MLG 

(CAN) DURING THE ACCOMPLISHMENT OF THE ANNUAL INSPECTION OF THE LANDING GEAR, MAINTENANCE STAFF NOTICED THAT THE LT IB AND RT OB TORQUE PLATES THAT SECURE THE BRAKE CALIPERS WERE LOOSE. THE 6 BOLTS TAHT SECURE THE TORQUE PLATES TO THE MAIN WHEEL AXLE ASSEMBLY WERE LOOSE CAUSING THE PLATES TO SHIFT AS THE WHEELS WERE ROTATED BACK AND FORTH. THE OTHER AIRCRAFT IN THE FLEET WILL BE INSPECTED TO ENSURE ALL THE BOLTS ARE TIGHT. (TC NR 20060508014)

CA060210003

AMD  

GARRTT

 

HOSE

COLLAPSED

1/31/2006

FALCON10

TFE7312

 

FAL1007

RT SLAT

(CAN) DURING APPROACH THE FLIGHT CREW NOTICED THAT THE RT OB SLAT WAS NOT SHEDDING ICE WITH THE WING ANTI-ICE ACTIVATED. UPON INSPECTION THE RT OB SLAT FLEX HOSE WAS FOUND TO BE SLIGHTLY COLAPSED INTERNALLY. ANTI-ICE SYSTEM WAS ACTIVATED 44 TIMES. (TC NR 20060210003)

CA060515006

AMD  

GARRTT

 

FCU  

INOPERATIVE

5/14/2006

FALCON10

TFE73121C

 

 

 

(CAN) UPON RIGGING OF FCU, LOW IDLE STOPS ON THE THROTTLE QUADRANT WERE ADJUSTED TO ACHIEVE DESIRED 20 DEGREES ON THE FCU. THIS ADJUSTMENT WOULD NOT PHYSICALLY ALLOW THE QUADRANT TO DEPLOY THE THRUST REVERSERS. ENGINES WERE GROUND RUN AND FOUND TO BE SERVICEABLE, ALTHOUGH THRUST REVERSERS WERE NOT CHECKED DURING GROUND RUN. THE THROTTLE QUADRANT ONLY ALLOWS FOR THE THRUST REVERSERS TO BE DEPLOYED IN ONE POSITION. NOTE THAT THE ENGINE FCU MUST BE RIGGED AT THE IDLE POSITION ON THE QUADRANT TO ALLOW THE THRUST REVERSER TO BE DEPLOYED AND TO SET THE IDLE POSITION. (TC NR 20060515006)

2006FA0000670

AMD  

 

 

COMPUTER

INTERMITTENT

6/22/2006

FALCON2000

 

 

 

FLT MANAGEMENT

ALL 3 FMS INTERMITTENTLY RESETS IN FLIGHT WITH INFORMATION RETURNING AT RANDOM.

2006FA0000643

AMD  

GARRTT

 

ROD  

CHAFED

6/9/2006

FALCON50MYST

TFE731*

 

50B275103B

TE FLAPS

WHEN COMPLYING WITH SB, FOUND FLAP ROD LOCATED IN RT MAIN LANDING GEAR COMPARTMENT CHAFFED AT IB END. FLAP ROD STIRRUP INSTALLED INCORRECT CAUSING ROD TO CHAFFE WHEN FLAPS ARE OPERATED. REMOVED STIRRUP REPOSITIONED 180 DEGREES. REINSTALLED AND REPLACED FLAP ROD WITH NEW. (K)

2006FA0000656

AMD  

GARRTT

 

ENGINE

DAMAGED

6/20/2006

FALCON900EX

TFE73160

 

TFE73160

NR 1 

AT FL350, AIRCRAFT EXPERIENCED A LOUD BANG AND FAILURE OF NR 1 ENGINE (ITT WENT TO RED AND N1 APPROXIMATELY 20 PERCENT). ENGINE WAS SHUTDOWN. DURING DESCENT EXPERIENCED VIBRATION IN AIR FRAME AND CONTROL COLUMN. POST FLIGHT INSPECTION REVEALED EXTENSIVE DAMAGE TO THE NR 1 ENGINE REAR TURBINE BLADES AND COOKIE CUTTER. NO EXTERNAL DAMAGE WAS NOTED. ENGINE WAS REPALCED. (K)

2006FA0000667

AMTR

LYC  

 

PUMP

FAULTY

7/7/2006

VANSRV4

IO360A1A

 

15473

FUEL SYS

T/O ROLL OK, ENG STARTED LOSING PWR JUST AFTER T/O AT APROX 150 FT, DETECTED A SLIGHT MISS OR LOSS OF PWR, MADE A SHARP LT TURN , ENG CONTINUED TO LOSE PWR, SWITCHED ON BOST PUMP AT THIS TIME, ENG SEEMED TO RESPOND FOR A SECOND, BUT CONTINUED TO LOSE PWR, MADE ANOTHER LT, LANDED, PULLED AC BACK TO HANGER. AC HAS VISION VM1000 INSTRUMENT. CKD LAST FLT READINGS, FUEL PRES LOW 18 PSI, HIGH OF 29 PSI. RESTARTED ENG, IDLE WAS OK, FUEL PRESS WAS JUMPING FROM 20 TO 31 PSI. PWR WAS INCREASED TO FULL PWR, HELD APROX 30 SECONDS, ENG STARTED LOSING PWR, BOOST PUMP ON NO CHANGE. TURNED BOOST PUMP OFF, WATCHED FUEL PRESS, IT WAS JUMPING FROM 19 TO 31 PSI THEN DOWN TO 23. BYPASSED ENG DRIVEN PUMP AND ENG RAN, HELD PWR.

AU510001808

BAC  

LYC  

BAC  

SKIN

CRACKED

12/12/2005

146300A

ALF502R5

 

 

AILERON

LT AILERON PN HC576C0077-000 CRACKED AT THE SECOND OUTBOARD AILERON HINGE FOR THE OUTBOARD TAB. RT AILERON PN HC576C0077-001 ALSO CRACKED AT THE OUTBOARD TAB HINGE.

AU510002070

BAG  

LYC  

 

ANTI-SKID SYS

FAULTY

12/12/2005

BAE146200A

ALF502R5

 

 

MLG 

FOLLOWING TWO BURST TIRES ON NR 1 MAIN WHEEL, MAINTENANCE CHANGED THE GREEN SYSTEM ANTI-SKID VALVE FOR NR 1 WHEEL POSITION. INVESTIGATION CONTINUING.

AU510001940

BAG  

LYC  

 

FRAME

CRACKED

12/12/2005

BAE146300A

ALF502R5

 

 

FUSELAGE

(AUS) FUSELAGE FRAME 43 CRACKED. FOUND DURING INSPECTION IAW AD/BAE146/116. (OTHER CAUSE: MATERIAL ) (CASA NR 510001940)

AU510001941

BAG  

LYC  

 

FRAME

CRACKED

12/12/2005

BAE146300A

ALF502R5

 

 

FUSELAGE

(AUS) FUSELAGE FRAME 41 AND FRAME 43 CRACKED. FOUND DURING INSPECTION IAW AD/BAE146/116. (OTHER CAUSE: MATERIAL ) (CASA NR 510001941)

AU510001797

BAG  

LYC  

 

JACKSHAFT

CORRODED

12/12/2005

BAE146300A

ALF502R5

 

P308450102

LIFT SPOILER

(AUS) LT CENTER AND RT OB LIFT SPOILER JACKS CORRODED BEYOND LIMITS IN PISTON THREADS FOR EYE ENDS. FOUND DURING INSPECTION IAW AAES ER BA6-27-60-23B AND BAE SYSTEMS SB 27-176. (CASA NR 510001797)

AU510002205

BAG  

LYC  

 

HOSE

FAILED

12/12/2005

BAE146300A

ALF502R5

 

SA7670006127

NLG 

NOSE LANDING GEAR RETRACTION ACTUATOR FLEXIBLE HYDRAULIC HOSE RUPTURED. LOSS OF GREEN SYSTEM HYDRAULIC FLUID.

AU510002203

BAG  

GARRTT

 

CLAMP

BROKEN

2/12/2005

JETSTM3107

TPE33110U

 

 

HYDRAULIC SYS

(AUS) HYDRAULIC PIPES PN 1379007D441 AND PN 1379007D443 LOCATED IN LT WING LEADING EDGE RUBBING TOGETHER DUE TO A BROKEN CLAMP. ONE PIPE WAS WORN THROUGH. LOSS OF HYDRAULIC FLUID. (OTHER CAUSE: BROKEN CLAMP ) (CASA NR 510002203)

CA060209005

BAG  

GARRTT

 

STARTER GEN

FAILED

2/7/2006

JETSTM3212

TPE33110UG

 

23079009

RT 

(CAN) RT GENERATOR FAILER INDICATION ON APPROACH. CREW LANDED A/C WITH NO MORE PROBLEMS. STARTER/GENERATOR REPLACED. STARTER/GEN 67.9 HOURS REMAINING BEFORE OVERHAUL DUE. BRUSH INSPECTED TO BE 20 PERCENT REMAINING. (TC NR 20060209005)

CA060328006

BAG  

GARRTT

 

WINDOW

CRACKED

3/23/2006

JETSTM3212

TPE33111U

 

1379377C406

COCKPIT

(CAN) DURING FLIGHT THE COPILOT WINDOW CRACKED, NO SOUND WAS HEARD. THE CAPTAIN IMMEDIATELY INITIATED DESCENT TO A SAFER LEVEL AND CONTINUED TO LAND. THE WINDOW WAS FOUND TO BE CRACKED ON THE EXTERNAL LAYER WITH NO OBVIOUS INITIATING POINT AND REMOVED FROM THE AIRCRAFT. (TC NR 20060328006)

CA051205007

BBAVIA

LYC  

 

CRANKSHAFT

CORRODED

12/1/2005

8GCBC

O360C2E

 

74965

ENGINE

(CAN) THE CRANKSHAFT OF THIS AIRCRAFT WAS INSPECTED DUE TO A FAILURE OF A CRANKSHAFT OF ANOTHER AIRCRAFT IN THE FLEET (INTERNAL CORROSION). UPON REMOVAL OF THE FRONT CRANK PLUG AND CLEANING OF THE CRANKSHAFT. IT WAS DISCOVERED THAT THE URETHABOND COATING WAS PEELING AND IT SUBSEQUENTLY PEELED COMPLETELY AWAY FROM THE CRANK. FURTHER INSPECTION FOUND CORROSION ON THE FIRST INCH OF THE CRANKSHAFT. THIS CRANKSHAFT HAD NOT BEEN RE-WORKED IN THE PAST SO THERE WAS ENOUGH MATERIAL TO CLEAN THE CRANK AND RETURN IT TO SERVICE. ENGINE WAS OVERHAULED ON 3 MAR 99 AND WAS MARKED PID NOT REQUIRING ANY INTERNAL INSPECTIONS UNTIL 2000-HRS. (TC NR20051205007)

CA060127006

BBAVIA

LYC  

 

LANDING GEAR

CRACKED

1/27/2006

8GCBC

O360C2E

 

71461

 

(CAN) 2 SMALL CRACKS UNDER UPPER RADIUS OF LANDING GEAR.

CA060124002

BBAVIA

LYC  

 

RUDDER PEDAL

CRACKED

1/20/2006

8GCBC

O360C2E

 

315372LR

COCKPIT

(CAN) DURING THE COMPANY STRUCTURAL INSPECTION AND REPAIR PROGRAM (SIRP), THE AIRCRAFT RUDDER PEDALS WERE SENT FOR NDT INSPECTION WHERE IT WAS DISCOVERED THAT BOTH LT AND RT REAR RUDDER PEDALS WERE CRACKED. THESE PEDALS ARE AN OLDER STYLE PEDAL AND ARE NO LONGER AVAILABLE FROM MFG. (TC NR 20060124002)

CA060201004

BEECH

PWA  

 

HINGE BRACKET

CRACKED

1/29/2006

100BEECH

PT6A28

 

1154400311

FUSELAGE

A 3/4 INCH CRACK WAS DISCOVERED WHEN MAINTENANCE WENT TO CHANGE A BUSHING.

CA060315006

BEECH

PWA  

 

SHUTOFF VALVE

UNKNOWN

3/14/2006

1900C

PT6A65B

 

1183890051

FUEL SYSTEM

DURING PRE FLIGHT INSPECTION, FUEL PRESSURE ANNUNCIATOR EXTINGUISHED WHILE THE FIRE WALL SHUTOFF VALVE T HANDLE WAS PULLED. THIS INDICATED THAT THE VALVE WAS STILL OPEN. DURING THE MX T/S IT WAS FOUND THAT VALVE POSITION INDICATOR ARM WAS CONTACTING THE FUEL FILTER BRACKET AND PREVENTING THE VALVE FROM CLOSING. REWORK OF THE BRACKET GAVE ENOUGH CLEARANCE FOR THE VALVE TO OPERATE NORMALLY. THE RIGHT HAND SIDE WAS CHECKED AND THE VALVE WAS FROM A DIFFERENT MANUFACTURER AND HAD A MUCH SMALLER INDICATOR ARM. THIS WOULD NOT INTERFERE WITH THE BRACKET. THE MANUFACTURES PART NUMBERS ARE: LEFT - ZMV13 (CIRCLE SEAL CONTROLS) RIGHT - AV24B1351BR.

CA060511005

BEECH

PWA  

 

SKIN

CORRODED

4/14/2006

1900C

PT6A65B

 

11443007529

FUSELAGE

(CAN) HEAVY CORROSION BETWEEN SKIN AND STRINGERS (BONDED) AT STRINGER SPLICES IN BELLY AT CENTERLINE STRINGER AND 2 LT AND RT OF CENTER. (TC NR 20060511005)

CA060511006

BEECH

PWA  

 

SKIN

CRACKED

4/18/2006

1900C

PT6A65B

 

1141200487374

WING 

(CAN) OB FWD CORNER OF COLLECTOR TANK OPENING. SKINS P/N 114-120048-73 AND 74 FOUND CRACKED. HEAVY SKIN .071 (TC NR 20060511006)

CA060511008

BEECH

PWA  

 

DOUBLER

CRACKED

4/26/2006

1900C

PT6A65B

 

11412004854

WING 

(CAN) DOUBLER P/N 114-120048-54 FOUND CRACKED AT FWD OB CORNER. CAN NOT SEE CRACK UNLESS COLLECTOR FUEL TANK IS REMOVED. (TC NR 20060511008)

CA060511009

BEECH

PWA  

 

LANDING GEAR

MALFUNCTIONED

5/11/2006

1900C

PT6A65B

 

 

 

(CAN) GEAR WAS RETRACTED AND GEAR HORN AND GEAR HANDLE LIGHT STAYED ON. (TC NR 20060511009)

AU510001632

BEECH

PWA  

 

CABLE

FAILED

12/12/2005

1900D

PT6A67D

 

1295140591

PAX DOOR

CABIN DOOR TOP FORWARD LATCHING CABLE SNAPPED ALLOWING TOP FORWARD LOCK TO UNLATCH.

CA060503002

BEECH

PWA  

 

STARTER GEN

SEIZED

5/1/2006

1900D

PT6A67D

 

23078019

LT ENGINE

IN CRUISE, LT GEN FAIL LIGHT ILLUM. ATTEMPT TO RESET GEN, IT WOULD NOT COME ON LINE. AFTER GEN FAILURE, LT ENG FIRE WARN IND ALSO CAME ON. LT ENG WAS SHUT DOWN AND ENG FIRE BOTTLE WAS DISCHARGED AS PER RELATED CHECKLIST. LANDED SAFELY. MX INSPECTED A/C, FOUND LT STARTER-GEN FAILED INTERNALLY AND PAINT ON UNIT BLISTERED INDICATING IT HAD DRASTICALLY OVERHEATED. INVESTIGATION REVEALED STARTER-GEN DRIVE SPLINE HAD SHEARED. APPROPRIATE INSPECTIONS CARRIED OUT PER MM. STARTER GEN AND FIRE BOTTLE REPLACED, A/C RETURNED TO SERVICE. FIRE WIRE IS LOCATED IN CLOSE PROX STARTER-GEN. STARTER-GEN INSTALLED PREV DAY IN REPAIRED CONDITION, AT TIME OF FAILURE STARTER-GEN HAD ONLY ACCUMULATED 1.6 HOURS SINCE REPAIR.

CA060503003

BEECH

PWA  

 

STARTER GEN

FAILED

5/1/2006

1900D

PT6A67D

 

23078019

LT ENGINE

IN CRUISE, LT GEN FAIL LIGHT ILLUM. CREW ATTEMPT RESET, GEN BUT WOULD NOT COME ON LINE. AFTER GEN FAILURE, LT ENG FIRE WARNING INDICATION ALSO CAME ON. LT ENG WAS SHUT DOWN AND ENG FIRE BOTTLE DISCHARGED PER CHECKLIST. A/C LANDED SAFELY. MX INSPECT A/C AND FOUND LT STARTER-GEN FAILED INTERNALLY AND PAINT ON UNIT WAS BLISTERED INDICATING DRASTICALLY OVERHEATED. INVESTIGATION REVEALED, STARTER-GEN DRIVE SPLINE SHEARED. INSPECTIONS PER MM. STARTER GEN AND FIRE BOTTLE REPLACED, A/C RETURNED TO SERVICE. FIRE WIRE IS LOCATED IN CLOSE PROXIMITY TO STARTER-GEN. STARTER-GEN INSTALLED PREVIOUS DAY IN A REPAIRED CONDITION, AT TIME OF FAILURE STARTER-GEN HAD ONLY ACCUMULATED 1.6 HOURS SINCE REPAIR.

CA060202001

BEECH

PWA  

 

WIRE

CHAFED

1/31/2006

1900D

PT6A67D

 

 

CARGO BAY  

A/C BROUGHT INTO HANGAR AFTER THE DAY OF FLYING. WHILE IN THE HANGAR THE CARGO DOOR WARNING CAME ON. INSPECTED THE DOOR WARNING AND FOUND THE DOOR AJAR SWITCH STICKY AND THE LATCH HANDLE SWITCH CRACKED. SWITCHES REPLACED ALL CHECKED OK. THE REASON FOR THIS SDR IS THAT DURING THE INSPECTION OF THE CARGO DOOR ELECTRICAL SYSTEM FOUND THAT THE LOWER WIRING HAS BEEN CHAFING ON THE DOOR. THIS COULD POSSIBLE CAUSE ERRONEOUS INDICATIONS IN THE FUTURE. SPIRAL WRAP WAS PLACED ON THE WIRING AND WIRING RESECURED TO TYWRAP POINTS. WOULD SUGGEST THAT THIS WIRING BE SPIRAL WRAPPED TO PREVENT THIS FROM CAUSING A FAULT IN THE FUTURE.

CA060510007

BEECH

PWA  

 

SHAFT

CORRODED

5/7/2006

1900D

PT6A67D

 

 

EMERGENCY EXIT

INTERNAL CABIN PORTION OF PHASE 3 INSPECTION FOUND BOTH RT EMERG EXIT DOORS WOULD NOT OPEN FROM INSIDE. BOTH DOORS WERE REMOVED VIA EXT HANDLE AND DISASSEMBLED, UPON INSPECTION, FOUND RT COUPLING P/N 129-514065-2 WAS MATED TO SHAFT P/N 129-514033-2 AT ALL TIMES. HANDLE LINKAGE WAS REMOVED AND DISASSEMBLED. FOUND THERE WAS JUST ENOUGH SURFACE CORROSION ON EXT SURFACE OF THE SHAFT AND INTERNAL SURFACE OF COUPLER TO KEEP EXTERIOR HANDLE ENGAGED AT ALL TIMES WHICH IN TURN USED THE OUTSIDE HANDLE AS A STOP WHEN TRYING TO OPEN THE EXIT FROM INSIDE. COUPLER WAS REMOVED FROM THE SHAFT AND SURFACE CORROSION REMOVED. UNIT WAS REASSEMBLED AND EMERG EXIT HANDLE FUNCTION TESTED SERVICEABLE.

2006FA0000695

BEECH

 

 

CONNECTOR

FAILED

2/2/2006

200BEECH

 

 

 

WINDSHIELD HEAT

WHILE INVESTIGATING PILOTS AND CO-PILOTS WINDSHIELD HEAT BEING INOPERATIVE, CONNECTION AT DC PWR DISTRIBUTION PNL WAS AT FAULT. USING MFG WIRING DIAGRAM, CONNECTIONS AT JUNCT 195 AND PLUG 195 HAD BEEN SUBJECTED TO EXCESS HEATING TO POINT THAT WIRE AND WIRING INSULATION BEING BURNED AS A RESULT CONNECTIONS BEING LOOSE. STRAIN RELIEF FOR PLUG DOES NOT ENSURE A SECURE CONNECTION FOR 8 AWG WIRE TO MAINTAIN A POS CONTACT. END RESULT IS CONNECTIONS WORK LOOSE, BEGIN TO ARC. ARCING GENERATES HEAT. BURNING WIRE, CAUSING SOCKET CONNECTION, PIN TO BECOME BRITTLE AND WEAK. THIS FAILURE OF CONNECTION RENDER WINDSHIELD HEAT SYS INOPERATIVE. HEAT GENERATED FROM CONNECTION FAILURE CREATES A POTENTIAL FIRE HAZARD FOR AC.

CA060503009

BEECH

PWA  

 

EXTRACTOR

CRACKED

4/2/2006

200BEECH

PT6A41

 

780000

EXHAUST GAS

DURING INSPECTION THE ENGINEER NOTICED A CRACK IN ONE OF THE EXHAUST GAS EXTRACTORS. FURTHER INVESTIGATION ON THE REMAINING EXHAUST GAS EXTRACTORS REVEALED CRACKS AS WELL. THE PARTS WERE REPAIRED AND REINSTALLED.

AU510001630

BEECH

PWA  

 

KEELBEAM

CRACKED

12/12/2005

200BEECH

PT6A41

 

 

FUSELAGE

KEEL WEB LOCATED IN NOSE WHEEL WELL CRACKED IN AREA OF AIR CONDITIONING PIPE P-CLAMP ATTACHMENT. FOUND DURING INSPECTION IAW AD/B200/21 AMDT 11.

AU510001628

BEECH

PWA  

 

FRAME

CORRODED

12/12/2005

200BEECH

PT6A41

 

 

FUSELAGE

(AUS) FUSELAGE FRAME LOCATED AT FS226.875 UNDER THE RT SEAT ROW CORRODED IN AREA BETWEEN 2 STRINGERS. CORROSION EXTENDED UP THE FRAME WEB. FOUND DURING INSPECTION IAW AD/B200/21 AMDT 11.(AD/SB DESC: AD/B200/21 AMDT 11 ) (CASA NR 510001628)

AU510001629

BEECH

PWA  

 

RIVET

SHEARED

12/12/2005

200BEECH

PT6A41

 

 

WINDSHIELD

(AUS) LT WINDSHIELD UPPER OB CORNER DOUBLER HAD 4 SHEARED RIVETS. FOUND DURING INSPECTION IAW AD/B200/21 AMDT 11.(AD/SB DESC: AD/B200/21 AMDT 11 ) (OTHER CAUSE: MATERIAL ) (CASA NR 510001629)

CA060210008

BEECH

PWA  

 

LATCH

LOOSE

2/9/2006

200BEECH

PT6A41

 

 

RT COWL

(CAN) RT ENGINE COWLING UNLATCHED IN FLIGHT (CALLED IN PRIORITY LANDING). RT ENGINE COWLING INSPECTED, FOUND FORWARD LATCH WAS LOOSE. RT ENGINE COWLING SECURED. RETRAINING CARRIED OUT WITH FLIGHT CREW AND TECHNICIANS ON PROPER COWLING LATCHING PROCEDURES. (TC NR 20060210008)

2006FA0000668

BEECH

 

 

SPINNER

BROKEN

6/30/2006

300BEECH

 

 

 

RT PROPELLER

RT PROPELLER WAS OVERHAULED AND INSTALLED IN THE RT POSITION. ENGINE RAN TO LEAK CHECK AND FUNCTIONAL CHECK PROPELLER SYSTEM ON THE RT SIDE AND TO FULL POWER FOR APPROXIMATELY 60 SECONDS. A SLIGHT CHANGE IN THE HARMONICS WAS NOTED BUT NOT A SIGNIFICANT CHANGE. AIRCRAFT RETURNED TO HANGER AFTER THE MAINTENANCE RUN UP AND A LEAK CHECK WAS PERFORMED. IT WAS NOTED THAT ONE BLADE HAD A LARGE AMOUNT OF GREASE ON THE BLADE FACE. THE SPINNER WAS REMOVED AND IT WAS FOUND BY VISUAL INSPECTION THAT A BLADE CLAMP BOLT HAD BROKEN AT THE HEAD. THE HEAD OF THE BOLT WAS RECOVERED LODGED IN THE HUB AND BULKHEAD AREA. THE BOLT P/N ACA-1372.

AU510001930

BEECH

PWA  

 

LOCK NUT

MISSING

12/12/2005

300BEECH

PT6A60A

 

 

RUDDER PEDAL

(AUS) RUDDER PEDAL INTERCONNECT TUBE DISCONNECTED AT PILOT`S RUDDER PEDAL BELLCRANK. INVESTIGATION FOUND THE ATTACHING BOLT PNO 130909B81 AND WASHER ON THE FLOOR AND THE NUT ON TOP OF THE BELLCRANK. NIL EVIDENCE OF A SPLIT PIN WAS FOUND. THE NYLOC NUT WAS INSPECTED AND NIL EVIDENCE OF THREAD CUT INTO THE NYLOC WAS FOUND. SUSPECT THE NUT HAD BEEN ONLY SCREWED ON BY THREE OR FOUR THREADS AND HAD NOT LOCKED. PERSONNEL/MAINTENANCE ERROR MANUFACTURING ERROR. AIRCRAFT IS OPERATED BY THE AUSTRALIAN MILITARY AND HAS ONLY OPERATED FOR APPROXIMATELY 95 HOURS SINCE NEW. SEE ATTACHMENT FOR FURTHER INFORMATION. (OTHER CAUSE: NUT NOT FITTED & LOCKED AT MANUFACTURE ) (CASA# 510001930)

2006FA0000665

BEECH

 

 

LANDING GEAR

COLLAPSED

7/11/2006

35BEECH

 

 

 

NOSE 

NOSE LANDING GEAR COLLAPSED.

2006FA0000648

BEECH

 

 

CONNECTOR

DAMAGED

6/14/2006

400A

 

 

35823071

WIRE HARNESS

INVESTIGATED REPORT OF FLAP ASYMMETRY ANNUNCIATOR LIGHT FLICKERING IN-FLIGHT. FOUND WIRE C458A22 ROUTED SO THAT EXCESSIVE WIRE TENSION AT P156 PLUG WAS CAUSING INTERMITTENT CONTACT WITH A156 PC BOARD J1 CONNECTOR. REROUTED WIRING AS REQUIRED FOR REVEALING WIRE TENSION AT P156 PLUG. FLAP ASSYMETRY FUNCTIONAL TEST SATISFACTORY. (K)

071106KTR

BEECH

 

 

SCREW

SHEARED

4/10/2006

400A

 

 

AN501A105

LANDING GEAR

UPON REMOVAL OF THE PLUNGER TUBE ASSEMBLY FROM THE LANDING GEAR CYLINDER, FOUND THE2 AN501A10-5 SCREWS THAT SECURE THE PLUNGER TUBE HEAD TO THE PLUNGER TUBE HAD SHEARED. THE CONDITION RESULTED IN LOOSE PARTS, WHICH CAUSED ONLY MINIMAL INTERNAL STRUT DAMAGE, AND AFFECTED THE SHOCK CHARACTERISTICS OF THE AFFECTED LANDING GEAR STUT.

LJCR2453796

BEECH

 

 

DUCT

OUT OF LIMITS

3/1/2006

400A

 

 

45A403041

 

DURING SCHEDULED MAINTENANCE, FOUND BRAIDING AROUND FLEXIBLE BELLOWS DISBONDED FROM ENTIRE CIRCUMFERENCE. NEW REPLACEMENT DUCT ASSEMBLIES NOT AVAILABLE FROM MANUFACTURER. REPLACED WITH SERVICEABLE UNIT. INSPECTED REPLACEMENT UNIT PER AD 2001-03-06 EFF. 3-21-2001

2006FA0000650

BEECH

PWA  

 

ANTENNA

DEBONDED

6/20/2006

400A

JT15D5

 

CI108

FUSELAGE

INVESTIGATED PILOT REPORT OF LOSS OF NR 1 AND NR 2 VHF COMMUNICATION RADIOS WHEN FLYING IN PRECIPITATION. IAW P-STATIC TESTING FOUND POOR NR 1 AND NR 2 VHF ANTENNAS BONDS TO FUSELAGE. CLEANED, REBONDED AND REINSTALLED ANTENNAS. ALSO INSTALLED LT FUEL VENT LINE BONDING JUMPER. P-STATIC TESTS AND OPERATIONAL TESTS SATISFACTORY AFTER REPAIRS. SUGGEST VHF ANTENNAS BE REMOVED AND CLOSELY INSPECTED AT SCHEDULED INTERVALS, SUCH AS AN INITIAL 5000 HR OR 10 YEAR INSPECTION, FOLLOWED BY RECURRING 1200 HR OR 2 YEAR INTERVALS (IN CONUNCTION WITH C-CHECK INSPECTIONS).

2006FA0000634

BEECH

PWA  

 

LINK

WORN

5/19/2006

400A

JT15D5

 

45A431755

LT ENGINE

DURING OPERATIONAL CHECK FLIGHT OF AIRCRAFT, PILOT ADVANCED POWER LEVERS FORWARD AND NOTED LT ENG (N) REACHED MAX OF 117 PERCENT N2, REACHED MAXIMUM OF 100 PERCENT. IT IS DETERMINED THAT PROBABLE CAUSE OF OVERSPEED WAS ACHIEVED BY WORN THROTTLE LEVER LINK NOT PROVIDING ACCURATE RANGE OF MOTION TO CORRECTLY ACTUATE THROTTLE STOP. ENGINE LEVERS WERE ENABLE TO ADVANCE FURTHER THAN NORMAL, CAUSING OVERSPEED CONDITION. IT IS RECOMMENDED THAT LINK AND ASSOCIATED HARDWARE BE REPLACED. (K)

AU510001928

BEECH

PWA  

 

ARM  

BROKEN

12/12/2005

400A

JT15D5

 

20200081

IDLER

LT ENGINE THRUST REVERSER INBOARD LOWER IDLER ARM BROKEN AT BEARING END BATWING ATTACHMENT POINT. DURING INVESTIGATION CRACKS WERE ALSO FOUND IN THE UPPER THRUST REVERSER SKIN THROUGH A ROW OF NINE RIVETS.

2006FA0000705

BEECH

 

 

LINE

CHAFED

7/20/2006

58  

 

 

9696001123

LT PROPELLER

LT PROPELLER ACCUMULATOR OIL LINE WAS CHAFED BY THE SHROUD FOR THE FUEL PUMP HOSE.

2006FA0000706

BEECH

 

 

LINE

CHAFED

7/20/2006

58  

 

 

9696001123

LT PROPELLER

LT PROPELLER ACCUMULATOR OIL LINE WAS CHAFED BY THE SHROUD FOR THE FUEL PUMP HOSE.

2006FA0000707

BEECH

 

 

LINE

CHAFED

7/20/2006

58  

 

 

9696001123

LT PROPELLER

LT PROPELLER ACCUMULATOR OIL LINE WAS CHAFED THROUGH BY THE SHROUD FOR THE FUEL PUMP HOSE. OIL LEAK WAS OBSERVED. THE CAUSE WAS DETERMINED AND REMEDIED BEFORE LOSS OF SIGNIFICANT AMOUNT OIL.

AU510002188

BEECH

CONT

 

BOLT

SHEARED

12/12/2005

58  

IO520C

 

536379

CRANKSHAFT

CRANKSHAFT GEAR RETAINING BOLTS SHEARED. LOSS OF DRIVE TO GOVERNOR.

AU510001610

BEECH

CONT

 

LANDING GEAR

OUT OF ADJUST

6/6/2005

58  

IO520C

 

 

NOSE 

NOSE LANDING GEAR RETRACTION SYSTEM MISRIGGED. NLG FAILED TO FULLY RETRACT INTO THE WHEEL WELL, LEAVING THE DOORS WIDE OPEN AND THE NOSEWHEEL HANGING OUT BY APPROXIMATELY 127MM TO 152.4MM (5IN TO 6IN). NLG WAS CORRECTLY RIGGED IN THE DOWN POSITION.

AU510001611

BEECH

CONT

 

CAM  

MISSING

6/6/2005

58  

IO520C

 

 

WARNING SYS

LANDING GEAR WARNING HORN FAILED TO OPERATE WHEN THROTTLES CLOSED. INVESTIGATION FOUND NO SWITCHES, BRACKETS OR ROLLERS IN WARNING SYSTEM. LT ENGINE FCU WARNING SYSTEM ACTIVATING CAM MISSING. NO WIRING FITTED FORWARD OF THE FIREWALL. PERSONNEL/MAINTENANCE ERROR.

CA060512001

BEECH

CONT

 

WINDOW

SEPARATED

5/1/2006

58  

IO550C

 

3541029114

EMERGENCY EXIT

(CAN) EMERGENCY EXIT WINDOW OPENED ON TAKEOFF. WINDOW WENT FROM VENT POSITION TO EXIT POSITION INTO FREE AIR AND HINGE BROKE OFF AND WINDOW DETACHED FROM AIRCRAFT. IT IS POSSIBLE THAT AT SOME PRIOR FLIGHT THE WINDOW WAS OPENED INCORRECTLY. WE HAVE OPERATED A FLEET OF 7 AIRCRAFT WITH THE SAME TYPE WINDOW WITH NO PRIOR PROBLEMS. (TC NR 20060512001)

PT196042

BEECH

CONT

 

JAM-NUT

LOOSE

6/15/2006

58  

IO550C

 

9638003013

PROP GOVERNOR

RT PROPELLER RPM DECREASES TOWARD FEATHER BEFORE PROP CONTROL IS BROUGHT BACK INTO FEATHER DETENT. FOUND JAM NUT ON FEATHER SPEED ADJUSTMENT SCREW HAD WORKED LOOSE AND THE ADJUSTMENT SCREW WAS BACKING OUT. THE DESIGN OF THESE NUTS HAS BEEN CHANGED IN THE LAST FEW YEARS, THE EARLY TYPE DID NOT SEEM TO LOOSEN. IF THE ADJUSTMENT SCREW HAD CONTINUED TO BACK OUT, THE ENGINE COULD HAVE EXPERIENCED AN UNCOMMANDED FEATHER WITH LITTLE OR NO WARNING. SUGGEST CHECKING TORQUE OF JAM NUT AT EACH INSPECTION AND APPLICATION OF TORQUE PUTTY UNTIL BETTER RETENTION SYSTEM IS DEVELOPED. (K)

OMKR20064

BEECH

 

 

FITTING

CRACKED

7/12/2006

65A90

 

 

5012007378

WING SPAR

DURING ACCOMPLISHMENT OF AD 89-25-10, BOTH THE FOREWARD, LOWER, INBOARD, BATHTUB FITTINGS WERE FOUND WITH TWO EACH 1/4" CRACKS. THE FEATHERED EDGE CRACKS EXTENDED INTO THE BOLT HOLE RADIUS, AND THE SLOT CRACKS EXTENDED UPWARD. BOTH FITTINGS WERE CRACKED VIRTUALLY THE SAME. PARTS WERE REPLACED WITH NEW.

AU510001770

BEECH

LYC  

 

GASKET

FAILED

12/12/2005

65B80

IO720A1B

 

 

OIL COOLER

RT ENGINE OIL COOLER LOWER FITTING GASKET FAILED. LOSS OF ENGINE OIL.

2006FA0000644

BEECH

 

 

FRAME

CORRODED

6/28/2006

76  

 

 

10581002367

FUSELAGE

A-FRAME TUBE ASSY FAILED AT CORROSION PREVENTION PORT CAUSING LT MAIN GEAR COLLAPSE. (K)

AU510001633

BEECH

LYC  

 

LINE

CHAFED

1/7/2005

76  

O360A1G

 

 

FUEL SYSTEM

ENGINE FUEL LINE CHAFED AND WORN BY THROTTLE CABLE. LOSS OF APPROXIMATELY 5 GALLONS OF FUEL. THROTTLE CABLE HAD BEEN RECENTLY REPLACED.

AU510002074

BEECH

LYC  

CONT

POINTS

UNSERVICEABLE

12/12/2005

76  

O360A1G

 

10382585

MAGNETO

RT MAGNETO CONTACT BREAKER POINT LOOSE ON SPRING ASSEMBLY. CONTACTS HAD BEEN REPLACED APPROXIMATELY 13 HOURS PREVIOUSLY. SUSPECT BREAKER INCORRECTLY SWAGED ONTO SPRING.

AU510001792

BEECH

LYC  

 

PISTON RING

DELAMINATED

12/12/2005

76  

O360A1G6D

 

AEL74241PL

ENGINE

(AUS) ENGINE PISTON TOP COMPRESSION RINGS EXHIBITED SLIGHT SIGNS OF DELAMINATION. ENGINE OIL VERY DIRTY. PREMATURE WEAR ALSO FOUND ON EXHAUST VALVE ROTATING CAPS. (CASA NR 510001792)

AU510002202

BEECH

LYC  

GARKENYON

PLUG

CRACKED

12/12/2005

76  

O360A1G6D

 

A2176B

NLG ACTUATOR

(AUS) NOSE LANDING GEAR ACTUATOR END PLUG CRACKED IN AREA OF SPANNER FLATS. LOSS OF HYDRAULIC FLUID. (CASA NR 510002202)

CA060509005

BEECH

LYC  

 

POWERPACK

FAILED

5/17/2005

76  

O360A1G6D

 

105932B

HYD SYS

(CAN) LANDING GEAR FAILED TO EXTEND. CREW ACTIVATED EMERGENCY EXTENSION. STILL NO INDICATION ON RT GEAR POSITION. SWITCHED BULBS ON GEAR INDICATOR AND DISCOVERED ONE BULB U/S. LANDING CARRIED OUT NORMALLY. FOUND HYDRAULIC POWER PUMP MOTOR BRUSHES WORN. REPLACED WITH OVERHAULED UNIT, REPLACED CONTROL RELAY AS WELL. RECORDS RESEARCH DISCOVERED AVERAGE LIFE IS APPROX. 1700 HOURS BETWEEN FAILURES, WE HAVE ELECTED TO PLACE THIS PART ON A 1500 HOUR REPLACEMENT. (TC NR 20060509005)

AU510001777

BEECH

LYC  

 

SPAR

FAULTY

12/12/2005

77  

O235L2C

 

LH10810000023RH1

WINGS

LT AND RT WING REAR SPARS PNO 108-100000-23 (LT) AND P/N 108-100000-24 (RT) FAULTY. EVIDENCE OF WING MOVEMENT AT SKIN INTERSECTIONS ON TOP OF EACH WING.

CA060317001

BEECH

PWA  

BEECH

ACTUATOR

FAILED

3/14/2006

99  

PT6A20

 

99810057652

MLG 

(CAN) ON DEPARTURE, A LOUD BANG WAS HEARD AFTER GEAR WAS SELECTED UP, LANDING GEAR (IN TRANSIT) LIGHT REMAINED ON. GEAR WAS CYCLED, NO FURTHER NOISES WERE HEARD, (IN TRANSIT) LIGHT REMAINED ON. PASSENGER SEATED IN REAR ADVISED PILOT, RT MLG WAS NOT RETRACTING. PILOT SELECTED GEARDOWN AND OBSERVED THAT ALL 3 GREEN, GEAR DOWN AND LOCKED LIGHTS WERE ILLUMINATED. AC WAS FLOWN WITH GEAR DOWN AND LANDED WITHOUT INCIDENT. AC WAS JACKED UP, A GEAR SWING CARRIED OUT, NOTED THAT DRIVE TO RT MLG ACTUATOR WAS ROTATING, ACTUATOR WOULD NOT EXTEND OR RETRACT, REPLACED, AC RETURNED TO SERVICE. WHEN ACTUATOR WAS TESTED DRIVE WAS ROTATED AND THERE WAS SLIGHT RESISTANCE FELT, PINION DID NOT ENGAGE SCREW HSG.

CA060512002

BEECH

PWA  

HARTZL

BOOT

DEPARTED

5/10/2006

99  

PT6A28

HCB3TN3B

4E220010

BLADE DEICE

(CAN) DURING MAINT WALK AROUND, COMPLETE PROP BLADE DE-ICE BOOT HAD DEPARTED AC. AIRFRAME, ENG WAS INSPECTED FOR FOD DAMAGE FROM DE-ICE BOOT. DETERMINED THAT BOOT HAD SEPERATED FROM AC DAY BEFORE DURING TAKE-OFF. PILOT FELT VIBRATION FROM LT ENG DURING RUN-UP, DURING TAKE-OFF FLUCTUATION OF TORQUE INDICATION FOR ENG, THEN SETTLED OUT FOR REST OF FLIGHT BECAUSE VIBRATION WENT AWAY. FURTHER INVESTIGATION SHOWS DE-ICE BOOT WAS THROWN ALONG LENGTH OF BLADE THEN DEPARTED AC (RUBBER STREAKS OUT TO BLADE TIP). GLUE ON BLADE LOOKED TO BE IN NORMAL CONDITION, NO DETERIORATION OF GLUE BED. DETERMINED 2 BOOTS ON THAT PROP WERE CHANGED, CANNOT DETERMINE IF IT WAS ONE OF REPLACED BOOTS.

2006FA0000631

BEECH

PWA  

 

LINE

RUPTURED

6/2/2006

99A  

PT6*

 

1240016CR0164

HYDRAULIC SYS

DURING CLIMBOUT THE (GEAR IN TRANSIT) AND (DO NOT REVERSE) ANNUNCICATOR ILLUMINATED AND THEN THE LANDING GEAR CIRCUIT BREAKER POPPED. PILOT CONTINUED, HAND PUMPED THE GEAR TO GET 3 GREEN. LANDED OK. INVESTIGATION DETERMINED THAT HYDRAULIC HOSE ON THE LT UP LINE HAD RUPTURED. (K)

CA060613001

BEECH

PWA  

 

SUPPORT BEAM

CRACKED

6/8/2006

A100

PT6A28

 

504200337

RUDDER QUAD

UNDER THE PILOTS FLOORBOARDS AT FLIGHT STATION 107, THE PILOTS RUDDER QUADRANT SUPPORT BEAM WAS FOUND CRACKED. THESE CRACKS WERE FOUND AT 2 OF THE 4 NUT PLATES. FOUND THESE SAME CRACKS ON 3 OTHER OF OUR AIRCRAFT AROUND THE SAME LOCATIONS. THE BEAM WAS REPLACED.

CA060207002

BEECH

PWA  

 

SUPPORT BEAM

CRACKED

2/7/2006

A100

PT6A28

 

504200337

RUDDER QUAD

(CAN) UNDER THE PILOTS FLOOR BOARDS AT FLIGHT STATION 107 THE PILOTS RUDDER QUADRANT SUPPORT BEAM WAS FOUND CRACKED. THESE CRACKS WERE FOUND AT THE TOP BEND RADIUS AND AT SOME HOLES FOR NUT PLATES. WE HAVE FOUND THESE SAME CRACKS ON 3 OTHER OF OUR AIRCRAFT AROUND THE SAME LOCATIONS. THE BEAM WAS REPLACED AND CHECKED SERVICABLE (TC NR 20060207002)

15462006H1

BEECH

 

 

RELAY

BURNED

7/10/2006

A200

 

 

6041H190

NR 2 STARTER

NR 2 START RELAY SHORTED TO GROUND DURING ENGINE START, APPARENTLY DUE TO WATER INCURSION OR CONTACT CORROSION. RELAY BURNED BUT START WAS SECURED BEFORE ADJACENT WIRE BUNDLE WAS DAMAGED. RELAY REPLACED. NEW RELAYS APPEAR TO HAVE ADDITIONAL SEALANT TO PREVENT THIS PROBLEM. MAY BE RELATED TO CORROSIVE ATMOSPHERE AS 2 OTHER IDENTICAL AIRCRAFT HAVE HAD SIMILAR FAILURES CAUSING MORE SEVERE DAMAGE AT THIS SITE.

2006FA0000710

BEECH

CONT

CONT

CRANKCASE

CRACKED

7/20/2006

A36  

IO550B

IO550B

 

ENGINE

ENGINE CASE CRACKED NEAR (7TH) STUD BETWEEN CYLINDERS 2 AND 4. PROBLEM FOUND WHEN INVESTIGATING OIL LEAK.

CA060504006

BEECH

GARRTT

 

TORQUE TUBE

WORN

5/3/2006

B100

TPE3316252B

 

11561010325

ELEVATOR

WHILE CHECKING THE ELEVATOR SYSTEM FOR FREEDOM OF MOVEMENT, EXCESSIVE PLAY WAS NOTICED IN THE LEFT ELEVATOR. THE PLAY WAS ISOLATED TO THE ELEVATOR TORQUE TUBE FITTING. THE TORQUE TUBE WAS REPLACED WITH A NEW ASSEMBLY. THE TORQUE TUBE WAS INSPECTED AND FOUND TO HAVE OVER-SIZED TAPER PINS INSTALLED FROM THE MANUFACTURE.

CA060130005

BEECH

PWA  

 

HINGE

FAILED

1/24/2006

B200

PT642A

 

 

CABIN DOOR

CABIN DOOR SIDE OF HINGE WAS REPLACED ON MARCH 15 2005 AT 5248.4 TTAF AND 4829 CYCLES. DOOR SIDE OF HINGE FAILED JAN 23 2006 AT 5846.8 TTAF AND 5480 CYCLES DOOR AND HINGE AREA WAS INSPECTED AND NO ADDITIONAL DAMAGE WAS NOTED CHERRYMAX RIVETS WHICH WERE INSTALLED WERE FOUND TO BE INCORRECT SIZE. RECTIFICATION WAS TO REPLACE CHERRYMAX RIVETS WITH SOLID RIVETS.

CA060317005

BEECH

PWA  

 

CIRCUIT BOARD

CRACKED

9/7/2005

B200

PT642A

 

 

STATIC INVERTER

(CAN) STATIC INVERTER BOARD CRACKED AND MOISTURE SHORTED BOARD. (TC NR 20060317005)

AU510001942

BEECH

PWA  

 

RING

CRACKED

12/12/2005

B200C

PT642A

 

3030252

STATOR VANE

(AUS) POWER TURBINE STATOR VANE RING CRACKED AND SEPARATED AT THE ROOT ENDS WITH CURLING OF THE TIPS. (OTHER CAUSE: NOT KNOWN AT THIS STAGE ) (CASA# 510001942)

AU510001787

BEECH

LYC  

 

RIB  

CORRODED

12/12/2005

C24R

IO360A1B6

 

16916000520

TE FLAPS

(AUS) LT FLAP IB HINGE BRACKET ATTACHMENT RIB SEVERELY CORRODED. FOUND DURING INSPECTION IAW AD/23/43.(AD/SB DESC: AD/ 23/43 ) (CASA NR 510001787)

2006FA0000649

BEECH

PWA  

 

SWITCH

OUT OF LIMITS

6/22/2006

C90  

PT6A60A

 

1013840283

CABIN PRESSURE

DURING SCHEDULED 12 MONTH TEST OF CABIN ALTITUDE WARNING SYSTEM FOUND BAROMETRIC SWITCH OPERATING OUT OF SPECIFIED MM. REPLACED PN 1013384028-3 SWITCH ASSY. CABIN ALTITUDE WARNING TESTS WITHIN SPECIFIED SERVICE LIMITS ON RETEST. SUGGEST A SB BE ISSUED TO REPLACE OLDER PN BAROMETRIC SWITCHES THAT TEND TO FAIL BETWEEN TEST PERIODS WITH MORE RELIABLE SWITCHES. (K)

CA060509000

BEECH

PWA  

 

SKIN

WORN

5/1/2006

C90A

PT6A21

 

5012015682

FUSELAGE

(CAN) SKIN P/N 50-120156-82 (PRESSURE VESSEL) EXIBITING WEAR MARK ALONG FASTENER ROW ATTACHING FILLET P/N 50-420023-24 TO IT. WEAR MARK NOT READILY VISIBLE WITHOUT PULLING AWAY FILLET FROM SURFACE OF SKIN. WEAR MARK IS CAUSED BY LOOSENING OF FILLET TO SKIN FASTENERS AND SUBSEQUENT CHAFFING. UN-NOTICED, THIS CONDITION COULD LEAD TO PRESSURE VESSEL RUPTURE. (TC NR 20060509000)

CA060130002

BEECH

PWA  

 

WINDSCREEN

FAILED

1/25/2006

C90A

PT6A21

 

 

COCKPIT

WHILE IN CRUISE FLIGHT AT FL230, THE LT WINDSHIELD INNER PANE SHATTERED. THE WINDSHIELD ANTI-ICE HAD BEEN SELECTED AT NORMAL SINCE DEPARTURE AND THE OAT WAS –38°C. THE CREW CONTACTED ATC TO DECLARE AN EMERGENCY AND REQUESTED RETURN TO AIRPORT. THE CREW THEN COMPLETED THE CRACKED OR SHATTERED WINDSHIELD CHECKLIST. AS A PRECAUTION, THE OXYGEN MASKS WERE DONNED BY THE CREW MEMBERS AND PASSENGERS. THE CAPTAIN FLEW THE APPROACH AND THE CO-PILOT FLEW THE DESCENT TO VISUAL AND LANDED SAFELY ON RWY 06.

2006FA0000632

BEECH

CONT

 

CONTROL CABLE

FRAYED

6/20/2006

F33A

IO520*

 

00252400023

RUDDER

AT ANNUAL INSP RT AFT RUDDER CABLE WAS FOUND FRAYED ALMOST IN TWO. CABLE WAS FOUND ROUTED OVER THE TOP OF ONE CABLE PULLEY GUARD PIN, AND UNDER ANOTHER AT SAME LOCATION IN AFT TAIL SECTION. CABLE REMOVED APPEARED TO BE THE ORIGINAL CABLE INSTALLED IN AIRCRAFT AT FACTORY. LOGBOOKS DID NOT REVEAL ANY EVIDENCE THAT THE CABLE HAD EVER BEEN REMOVED OR DISCONNECTED THAT MAY HAVE CAUSE THIS. BY THE AMOUNT OF CABLE THAT WAS FRAYED, IT APPEARS TO HAVE BEEN RUBBING ON THE PULLEY GUARD PIN FOR SOME TIME. IT IS SUSPECTED THAT THIS CABLE WAS ROUTED INCORRECTLY AT THE FACTORY. POSSIBLE QUICK FASHION ANNUAL PREVIOUS. RECOMMEND THOROUGH ANNUAL IN ITS ENTIRETY.

CA060130003

BEECH

PWA  

 

SHROUD

DAMAGED

1/16/2006

F90  

PT6A135

 

3053094CL9

HOT SECTION

ROUTINE BOROSCOPE INSPECTION OF HOT SECTION COMPONENTS REVEALED THAT TWO CT SEGMENTS HAD DROPPED OUT OF PLACE AND CONTACTED CT WHEEL. THE SEGMENT RETAINING RING P/N 3020139 WAS FOUND OUT OF PLACE AND THE CT BLADES HAD WORN BEYOND LIMITS DUE TO HEAVY TIP RUB. THE WHEEL WAS REBLADED AND SEGMENTS REPLACED WITH P/N 3035673CL12 AND RETAINING RING P/N 3110741-02, SB1627 AND SB1628 WERE EMBODIED.

CA060130004

BEECH

PWA  

 

SHROUD

DAMAGED

1/16/2006

F90  

PT6A135

 

3053094CL14

HOT SECTION

ROUTINE BOROSCOPE INSPECTION OF HSI COMPONENTS FOUND TWO SEGMENTS HAD DROPPED OUT OF POSITION. POWER SECTION REMOVED AND CT COMPONENTS INSPECTED. CT BLADES FOUND TO HAVE CONTACTED SEGMENT ENDS AND RETAINING RING P/N 3020159 FOUND OUT OF PLACE. SEGMENTS REPLACED WITH NEW P/N 3053094CL16 AND NEW RETAINING RING P/N 3020159 AND ALTERNATE SEGMENTS AND RING NOT AVAILABLE IN THE REQUIRED CLASS. ENGINE REASSEMBLED. SB1627 EMBODIED.

CA060314004

BEECH

PWA  

 

CIRCUIT BREAKER

BROKEN

3/13/2006

F90  

PT6A135

 

16001260

MLG 

LANDING GEAR FAILED TO EXTEND WHEN SELECTED. POWERPACK C/B OPEN.

CA060315007

BELL  

LYC  

 

YOKE

CRACKED

3/2/2006

205A1

T5313B

 

204072921009

CARGO TRACK

CRACKS ORIGINATING IN ATTACHMENT BOLT HOLES.

AU510001926

BELL  

ALLSN

 

TRUNNION

CRACKED

12/12/2005

205B

250C20J

 

206012E11

TAIL ROTOR HUB

(AUS) TAIL ROTOR HUB ASSEMBLY TRUNNION CRACKED ON INNER BEARING RACE. (OTHER CAUSE: MATERIAL ) (CASA NR 510001926)

CA060131004

BELL  

ALLSN

 

TEE FITTING

CRACKED

1/27/2006

206B

250C20

 

AN8345D

SERVO ACTUATOR

WHILE IN CRUISE FLIGHT, THE PILOT FELT FEEDBACK SHOCK IN THE CYCLIC CONTROL. THE PILOT ISOLATED HYDRAULICS AND MADE AN UNSCHEDULED LANDING. MAINTENANCE CREW PERFORMED AN INSPECTION OF THE HYDRAULIC FLIGHT CONTROL SYSTEM. A TEE FITTING THE LEFT HAND SERVO ACTUATOR WAS FOUND CRACKED AROUND HALF IT'S DIAMETER RESULTING IN A LEAK.

CA060213002

BELL  

ALLSN

AIRCOM

AIR DUCT

MELTED

2/12/2006

206B

250C20

 

ES721822

CABIN HEATER

(CAN) DURING MAINTENANCE, AN AME NOTICED THAT HE COULD NOT MOVE THE HEATER AIR OUTLET. ON CLOSER INVESTIGATION, HE FOUND THE OUTLET MELTED. NO OTHER DAMAGE WAS NOTED. (TC NR 20060213002)

CA060316007

BELL  

ALLSN

 

MANIFOLD

MALFUNCTIONED

3/14/2006

206B

250C20B

 

7U7467

HYDRAULIC SYS

DURING PILOT TRAINING AIRCRAFT COMPLETED A HYDRAULICS OFF LANDING. HYDRAULIC SWITCH WAS THEN TURNED BACK ON AND THE FORE AND AFT MOVEMENTS CAME BACK HOWEVER THE LATERAL MOVEMENTS DID NOT COME BACK TO NORMAL HYDRAULIC ON. AIRCRAFT WAS THEN SHUT DOWN AND HYDRAULIC SOLENOID/MANIFOLD WAS CHANGED. SUSPECT OBSTRUCTION IN THE LATERAL SECTIONS OF THE MANIFOLD. AIRCRAFT HAS SINCE RETURNED TO SERVICE AFTER ASSEMBLY WAS CHANGED. DELAY IN REPORTING WSDR WAS DUE TO THE SYSTEM NOT GIVING ME FULL ACCESS TILL THE NEXT DAY.

AU510001932

BELL  

ALLSN

 

PITCH HORN

DAMAGED

12/12/2005

206B1

250C20J

 

206011E11

MAIN ROTOR HUB

(AUS) MAIN ROTOR HEAD PITCH HORN DAMAGED BEYOND REPAIR. INVESTIGATION FOUND THAT AN INDENTATION IN THE PITCH HORN UPPER SURFACE WAS PREVIOUS DAMAGE THAT HAD BEEN BLENDED AND PAINTED OVER. FOLLOWING REMOVAL OF THE PAINT IT WAS FOUND THAT THE DAMAGE WAS BEYOND THE ALLOWABLE LIMITS SET OUT IN THE REPAIR AND OVERHAUL MANUAL. FURTHER INVESTIGATION FOUND THAT THE DAMAGE TOLERANCES HAD BEEN AMENDED BY THE MANUFACTURER AND THE DAMAGE WAS NOW WITHIN ACCEPTABLE LIMITS. NIL DEFECT. (OTHER CAUSE: INCORRECT DAMAGE CRITERION USED ) (CASA# 510001932)

CA060202006

BELL  

 

 

ANGLE

CRACKED

2/1/2006

206B3

 

 

206031106079

FUSELAGE

ANGLE FROM VERTICAL TUNNEL TO BOX BEAM CRACKED.

CA060213008

BELL  

 

BELL  

SKIN

CRACKED

2/10/2006

206L

 

 

206033004051

TAILBOOM

(CAN) DURING A 100 HOUR INSPECTION THE ENGINEER DISCOVERED 2 CRACKS EMINATING FROM 2 RIVETS ON THE THE TAIL ROTOR GEARBOX ATTACH SUPPORT. THE CRACKS GO OUT TO THE EDGE OF THE SKIN. THE RIVETS WERE ALSO FOUND TO BE SMOKING OR LOOSE. (TC NR 20060213008)

CA060504008

BELL  

ALLSN

 

BLADE

OUT OF TOLERANCE

5/3/2006

206L1

250C28B

 

206016201131

TAIL ROTOR

THE BLADE WAS SENT TO ROTOR BLADES INCORPORATED FOR INSPECTION AS REQUIRED BY ASB 206L-04-127 REVISION C PART 3 AND BY AD CF-2004-05R1 PART D. ROTOR BLADES INCORPORATED HAS REPORTED THAT THE BLADE HAS FAILED THE INSPECTION AND IS BELOW TOLERANCE. THE BLADE IS HELD FOR DISPOSAL AT ROTOR BLADES INCORPORATED AT THE REQUEST OF BELL HELICOPTER. ROTOR BLADES INCORPORATED HAS PROBABLY FILED AN SDR IN THE USA.

CA060316003

BELL  

ALLSN

 

PUMP

LEAKING

3/14/2006

206L3

250C30P

 

6896822

ENGINE

AFTER COMPLETION OF 300 HR ENGINE INSPECTION ENGINE WAS BEING GND RUN AND LEAK CHECKED. FUEL WAS NOTICED IN ENGINE COMPARTMENT AFTER INVESTIGATING DRAIN LINE WAS REMOVED FROM OVERBOARD DRAIN FOR FUEL PUMP AND EXCESSIVE LEAK WAS DETECTED. PUMP REMOVED AND REPLACED WITH SERVICEABLE UNIT.

CA060322005

BELL  

ALLSN

CHNDLREVANS

SPLINE

WORN

8/10/2005

206L4

250C30P

11331002A1

1132431

FUEL PUMP

THE ENGINE LOST POWER BECAUSE THE ENGINE DRIVEN FUEL PUMP FAILED. THE CAUSE OF THE PUMP FAILURE WAS DISENGAGEMENT OF THE DRIVE SHAFT SPLINES FROM THE DRIVER GEAR SPLINES DUE TO EXCESSIVE WEAR.

CA060503001

BELL  

PWA  

 

WIRE

BROKEN

4/26/2006

212  

PT6T3

 

212075369001

CLOG INDICATOR

DURING ROUTINE INSPECTION, THE INDICATOR WAS SHOWING RED INDICATING FILTER BYPASS CONDITION. UPON INVESTIGATION BY AME NONE OF THE FILTERS HAD BYPASSED ON THE INTEGRATED VALVE AND FILTER ASSEMBLY. AT THIS TIME IT WAS DETERMINED THAT THE CLOGGING INDICATOR WAS THE PROBLEM AND THIS WAS REPLACED AND FUNCTION CHECKED OK. 6.1 HOURS LATER THE SAME CONDITION WAS NOTICED ON THE CLOG INDICATOR AND THE WIRES WERE FOUND TO HAVE BROKEN OFF. THE WIRES WERE SOLDERED BACK AND INDICATOR REPLACED AT A LATER DATE.

CA060313011

BELL  

PWA  

 

COLLECTIVE STICK

BROKEN

2/2/2006

212  

PT6T3

 

212001181001

COCKPIT

THE AME WAS MANIPULATING THE COLLECTIVE STICK TO EXPOSE GREASE FITTINGS ON THE SWASHPLATE DURING A ROUTINE SERVICING OPERATION. WHEN THE COLLECTIVE STICK WAS PULLED UP, STICK ASSY DETAIL P/N 212-001-181-001 BROKE AND SEPARATED AT THE SLOT WHERE THE NR 2 THROTTLE STOP PIN IS LOCATED, BETWEEN THE TWO THROTTLE GRIPS.

CA060515004

BELL  

PWA  

 

BLADE

CORRODED

5/8/2006

212  

PT6T3

 

212010750105

TAIL ROTOR

(CAN) AT REASSEMBLY OF T/R BLADES IT WAS NOTED THAT WHITE POWDER WAS PRESENT IN THE CUFF AREA OF THE BLADES. BLADES QTY 2 WERE SENT TO COMPOSITE TECHNOLOGY FOR EVALUATION. BOTH BLADES WERE SCRAPPED DUE TO DEEP CORROSION INSIDE OF UPPER AND LOWER GRIP PLATES. TOTAL TIME ON THE BLADES 582.4 HOURS SINCE NEW. (TC NR 20060515004)

CA060209004

BELL  

LYC  

 

HORN

CRACKED

2/6/2006

214B1

T5508D

 

214001920101

ELEVATOR

(CAN) AFTER LANDING AND SHUTDOWN, DURING REGULAR INSPECTION, A CRACK WAS FOUND IN THE ELEVATOR HORN ASSY. PART WAS REMOVED AND REPLACED BEFORE FURTHER FLIGHT. (UNDER CODES F1 WAS USED HOWEVER FLIGHT CONTROLS WERE NOT AFFECTED, AS PILOT DID NOT NOTICE ANY CHANGE IN FLIGHT CARACTERISTICS. THE ELEVATOR WAS STILL ABLE TO FUNCTION NORMALY WITH THE CRACK. (TC NR B20060209004)

2006FA0000679

BELL  

PWA  

 

CHIP DETECTOR

CONTAMINATED

6/26/2006

412EP

PT6*

 

 

NR 1 ENGINE

AC EXPERIENCED NR 1 ENG CHIP LIGHT. MASTER CAUTION WAS EXTINGUISHED, LIGHT WENT OUT. ABOUT 2 SECONDS LATER LIGHT CAME BACK ON WITH MASTER CAUTION, WAS AGAIN EXTINGUISHED, WENT OUT THEN CAME BACK ON. PILOT ELECTED RETURN TO BASE. AFTER LIGHT CAME ON AGAIN FOR 4TH OR 5TH TIME IN 2 MINUTES, PILOT DECIDED TO SECURE ENG, FUEL VALVES AND BOOST PUMPS WERE LEFT ON, IN EVENT THAT THEY NEED TO RESTART ENG. ENG HAD JUST COME OUT OF 300 HR INSP, FLIGHT TO BASE, LANDING WAS UNEVENTFUL. MAINT WAS DISPATCHED, INSPECTED CHIP PLUGS, FOUND A SMALL SILVER ON PLUG. SILVER WAS REMOVED, CHIP PLUG WAS REINSTALLED, SAFETY WIRED. AC WAS 20 MINUTE RUN CHECK FOR ANY ADDITIONAL CHIP LIGHTS AND WAS RELEASED BACK INTO SERVICE. (K)

CA060612003

BELL  

 

 

NUT  

CRACKED

6/5/2006

430  

 

 

NAS12918

PYLON

ONE (1X) NUT FOUND CRACKED.

2006FA0000655

BLANCA

LYC  

 

POWERPACK

STUCK

6/8/2006

1419

O435A

 

750B 

LANDING GEAR

RELIEF VALVE IN LANDING GEAR POWER PACK WAS STUCK. WOULD NOT ALLOW LANDING GEAR HYDARULIC SYSTEM PRESSURE TO BE RELIEVED TO ALLOW GEAR TO EXTEND. RESULT GEAR UP LANDING. POST INCICENT TESTING VALVE WORKED NORMALLY. (K)

2006FA0000638

BNORM

 

 

CONTROL ROD

DAMAGED

6/21/2006

BN2A

 

 

NB45D1803

RUDDER

AFTER TAKEOFF THE PILOT NOTICED THAT THE RUDDER HAD TO MUCH PLAY IN FLIGHT. HE LANDED AND TAXIED BACK IN. UPON INSPECTION THE RUDDER CONTROL ROD WAS FOUND TO BE DAMAGED, FROM A WIND STORM THE NIGHT BEFORE. TO PREVENT REOCCURANCE, THE AIRCRAFT RUDDER SHOULD BE LOCKED IN PLACE AFTER EACH FLIGHT.

AU510002200

BNORM

LYC  

 

EXHAUST PIPE

MISSING

12/12/2005

BN2A8

O540E4C5

 

 

LT ENGINE

(AUS) APPROXIMATELY 457.2MM (18IN) OF LT ENGINE RT TAILPIPE BANK AND CLAMP MISSING. FURTHER INVESTIGATION ALSO FOUND CRACKING ON NR 3 AND NR 5 CYLINDER EXHAUST RISERS. ENGINE LOWER COWL ALSO SUFFERED SCORCHING DAMAGE. (CASA NR 510002200)

CHI44188

BOEING

 

 

COVER

CRACKED

5/18/2006

1072

 

 

107D25535

MIXER BOX

CRACK DISCOVERED IN THE MIX BOX COVER, PN 107D25535. THE CRACK RUNS FROM JUST UNDER THE WEB ON THE TOP OF THE MIX BOX LT SIDE, INTO THE O-RING GROOVE IN THE FRONT OF THE COVER. CRACK IS APPROX 6 INCHES OVERALL IN LENGTH. DAMAGED AREA OF THE COVER HAS BEEN SENT TO LABORATORY FOR ANALYSIS. (K)

CHI2852

BOEING

GE  

GE  

LOCK NUT

FAILED

4/19/2006

1072

CT581401

 

2002T29P01

PWR TURBINE

UPON RECEIPT OF ENGINE FOR MAINTENANCE, IT WAS DISCOVERED THAT THE POWER TURBINE LOCKNUT HAD LOST TORQUE AND BACKED OFF OF THE POWER TURBINE TIE BOLT. THE PROBABLE CAUSE WAS LOSS OF TORQUE. A SPECIAL INSPECTION WAS INITIATED TO INCLUDE INSPECTING RUN-ON TORQUE. A SPECIAL INSPECTION WAS INITIATED TO INCLUDE INSPECTING RUN-ON TORQUE AND PERFORMING AN NDT INSP OF ALL LOCKNUTS IN INVENTORY AND THOSE UNDERGOING MAINT. ALL LOCKNUTS CURRENTLY INSTALLED ON AC WILL BE REPLACED AND THOSE LOCKNUTS WILL BE RETURNED TO REPAIR STA FOR INSP. MFG WILL BE NOTIFIED OF INCIDENT IMMEDIATELAY. (K)

CHIR823CA

BOEING

 

 

BLADE

DEBONDED

6/8/2006

234  

 

 

114R170244

TAIL ROTOR

ROTOR BLADE HAD A LARGE SKIN DEBOND ON THE LOWER SURFACE FROM THE TRIM TAB OB, BETWEEN STA 227 AND STA 329 APPROXIMATELY 475-500 SQ INCHES (ALLOWABLE REPAIR LIMITS ARE 20 INCHES SPAN WISE AND 13 INCHES CHORD WISE. UNBONDED SKIN WAS REMOVED TO EXPOSE HONEYCOMB CORE FOR INSPECTION. HONEYCOMB WAS OIL FREE AND APPEARED TO BE IN GOOD CONDITION. THE ROTOR BLADE WILL UNDERGO FURTHER INVESTIGATION TO DETERMINE THE PROBABLE CAUSE AND REPAIR SCHEME, IF POSSIBLE. MFG HAS BEEN NOTIFIED. (K)

AU510002196

BOEING

RROYCE

 

APU  

FAILED

12/12/2005

717200

BR700715A130

 

762904E

 

(AUS) APU AUXILIARY POWER CONVERSION AND DISTRIBUTION UNIT FAILED. SEE ATTACHMENT FOR INVESTIGATION DETAILS.(OTHER CAUSE: AGE ) (CASA NR 510002196)

CA060503007

BOEING

PWA  

 

SWITCH

FAILED

4/27/2006

727223

JT8D15A

 

AE4888100

CARGO DOOR

AT FL380, MAIN CARGO DOOR LIGHT ILLUMINATED ACCOMPANIED BY "LATCH LOCK PIN NOT ENGAGED" ON DOOR CONTROL PANEL. A/C TURNED BACK AND DURING DESCENT LIGHTS REMAINED ILLUMINATED UNTIL CABIN PRESSURE WAS REDUCED TO MINIMUM AT WHICH POINT BOTH LIGHTS HAVE EXTINGUISHED. UPON ARRIVAL, MAINTENANCE FOUND THAT FORWARD LATCH PIN MICRO-SWITCH TRIGGER PLATE COTTER PIN WAS INFERRING WITH A RIVET TAIL ON THE DOOR SKIN DOUBLER. THIS WAS A POSSIBLE CAUSE FOR DOOR INDICATION. AFTER ACCESS TO THE AREA WAS PROVIDED BY REMOVING THE ACCESS PANEL, TRIGGER PLATE WAS FREED UP BY REPOSITIONING THE COTTER AND OPERATIONALLY CHECKED SERVICEABLE. SWITCH AND PLATE ASSY REPLACED AS A PRECAUTION.

CA060316005

BOEING

PWA  

 

CIRCUIT BREAKER

FAILED

3/2/2006

727223

JT8D17

 

50086003

ELECTRICAL SYS

CREW REPORTED ON DEPARTURE/CLIMB-OUT, ALL FUEL TANK NR 1 AND NR 2 BOOST PUMP CB'S POPPED. EXTENSIVE VISUAL INSPECTION OF PUMPS, WIRING CONNECTORS, ELECTRICAL HARNESSES AND SPLICES CARRIED OUT. THE FOLLOWING COMPONENTS REPLACED: NR 2 GENERATOR HARNESS FROM FIRE WALL DISCONNECT TO GENERATOR REPLACED DUE TO HIGH RESISTANCE. NR 1 GENERATOR CB (GCB) REPLACED DUE TO 47V DROP ACROSS T2-L2. NR 2 GENERATOR CN (GCB) REPLACED, SUSPECT FAULT. NR 1 GENERATOR CONTROL PANEL PRECAUTIONARY REPLACEMENT. ALL CB'S RESET, SYSTEM FUNCTION TESTED SERVICEABLE. NO FURTHER REPORTS. THIS AIRCRAFT WAS IN STORAGE FOR PREVIOUS 18 MONTHS PRIOR TO RE-ENTERING SERVICE. THE DEFECTS APPEAR TO BE RELATED TO THIS STORAGE PERIOD.

CA060316006

BOEING

PWA  

 

RELAY

FAILED

2/21/2006

727223

JT8D17

 

91248075

FUEL SYSTEM

ALL 4 FUEL BOOST PUMP CIRCUIT BREAKERS POPPED IN FUEL TANK NR 2. RECTIFICATION: 1 RELAY 109 ESS NR 2 BUS REPLACED. MAINTENANCE DETERMINED L1 AND L2 TERMINALS SHORTED TOGETHER CAUSING INTERNAL DAMAGE. LEFT AFT BOOST PUMP RELAY REPLACED.

CA060213006

BOEING

PWA  

 

MANIFOLD

CRACKED

2/9/2006

727227

JT8D9A

 

577957

ENGINE

(CAN) AFTER DEPARTURE, THE NR 2 FIRE WARNING CAME ON THROUGH CLIMB, POWER LEVER REDUCED WITH SUBSEQUENT WARNING EXTINGUISHING AND AIRCRAFT RETURNED. INSPECTION CARRIED OUT AND FOUND THE NR 2, 13TH STAGE FUEL HEAT DUCT RUPTURED AT BOTH ENDS. THE DUCT WAS THEN REPLACED. (TC NR 20060213006)

CA060321003

BOEING

 

 

DOOR

MISSING

3/21/2006

727247

 

 

6556235159

HYD BAY  

(CAN) AIRCRAFT WAS LEAVING ON-ROUTE. SHORTLY AFTER TAKEOFF AT APPROX. 12000 FT. THE CREW NOTICED A VIBRATION. ALL INDICATIONS WERE NORMAL AND THE AIRCRAFT CONTINUED. AFTER TAXIING TO THE RAMP THE MAINTENANCE PERSON NOTICED THAT THE HYDRAULIC SERVICING BAY DOOR WAS MISSING. AN INVESTIGATION WAS PERFORMED AND IT WAS FOUND THAT THE MAINTENANCE PERSON HAD NOT CLOSED THE DOOR PROPERLY. NOT ALL LATCHES HAD NOT BEEN CLOSED PROPERLY. SERVICEABLE DOOR AND HINGE WAS INSTALLED AND THE AIRCRAFT WAS INSPECTED. THE AIRCRAFT WAS RETURNED TO SERVICE. (TC NR 20060321003)

CA060208009

BOEING

PWA  

 

O-RING

SWOLLEN

2/7/2006

727247

JT8D15

 

NAS1611130

HYD SYSTEM

(CAN) SHORTLY AFTER TAKEOFF, CREW NOTICED SYS (A) HYDR INDICATED ZERO QTY. CREW DECLARED AN EMERGENCY, ASKED FOR A RETURN TO AIRPORT. CREW REQUESTED A FUEL DUMP, THIS WAS APPROVED BY ATC. AFTER FUEL DUMPING WAS COMPLETED AC RETURNED AIRPORT FOR ARRIVALS ILS 29. AC LANDED SAFELY AND WAS TOWED TO RAMP. INSP WAS ACCOMPLISHED. CAUSE OF HYDR FAILURE WAS FAILED O-RING EXTRUDING FROM IB FLAP PWR UNIT HYDR MOTOR. MOTOR ASSY AND O-RING REPLACED, (A) SYSTEM FILTERS REMOVED, INSPECTED FOR METAL. FILTERS FOUND CLEAN. OB MOTOR WAS REMOVED, INSPECTED, FOUND SERVICEABLE. IAW MM FILTERS TO BE REINSPECTED AFTER 200 HOURS. AC HYDR SYS SERVICED, AC WAS RETURNED TO SERVICE. (TC NR 20060208009)

CA060213003

BOEING

PWA  

 

TRANSMITTER

FAILED

2/10/2006

727247

JT8D15

 

18157014

IB TE FLAP

(CAN) AIRCRAFT EXPERIENCED A FLAP ASYMMETRY ON APPROACH. CREW DECLARED AN EMERGENCY AND ELECTRICLY DROVE THRU FLAPS TO LANDING CONFIGURATION. AIRCRAFT LANDED SAFELY AND WAS TAXIED TO THE HANGER. HANGER MAINTENANCE CONFIRMED THE LT IB FLAP TRANSMITTER AS THE CAUSE. LT IB FLAP TRANSMITER REPLACED AND ENTIRE FLAP SYSTEM CHECKED FOR RIGGING IAW THE MM. NO FURTHER FAULTS FOUND. SUBMITTER WILL UP-DATE THIS SDR AS MORE INFORMATION COMES IN FROM FLIGHT CREW. (TC NR 20060213003)

2006FA0000657

BOEING

PWA  

 

SUPPORT

CRACKED

7/20/2006

72725C

JT8D5

 

65192613

LT AILERON

DURING C-CHECK ROUTINE INSPECTION A 1 INCH CRACK (APPROX) WAS FOUND IN LT OB AILERON LOCKOUT MECHANISM SUPPORT ASSY CASTING IN THE RADIUS AREA OF THE AILERON CRANK PIVOT POINT. SUPPORT ASSY IS BEING REPLACED BY ASSY PN 65-2177613. (K)

AU510001960

BOEING

PWA  

PWA  

NUT  

SEPARATED

2/10/2005

727277

JT8D15

JT8D15

448774

POWER LEVER

(AUS) NR 2 ENGINE POWER CONTROL LEVER CONTROL CRANK RETAINING NUT LOCATED ON THE MAIN ACCESSORY GEARBOX CROSS SHAFT ADRIFT. THE CRANK MOVED OFF THE CROSS SHAFT AND POWER LEVER CONTROL WAS LOST. THE RESULT OF THE UNCONTROLLED POWER LEVER ALLOWED AN UNCOMMANDED INCREASE IN FUEL FLOW RESULTING IN A RISE IN EGT. THE START LEVER BECAME JAMMED AT 50 PERCENT TRAVEL DUE TO INTERFERENCE OF THE POWER LEVER CONTROL RODS HAVING MOVED OFF THE MAIN ACCESSORY GEARBOX CROSS SHAFT. INVESTIGATION FOUND THAT THE LOCKWIRE ON THE CROSS SHAFT POWER LEVER CRANK RETAINING NUT HAD BROKEN. THIS ALLOWED THE RETAINING NUT TO EVENTUALLY BACK OFF WITH THE RESULTING CONSEQUENCES. (CASA NR 510001960)

AU510001646

BOEING

PWA  

 

HINGE PIN

CRACKED

12/12/2005

727277

JT8D15

 

69144105

HORIZONTAL STAB

(AUS) LT HORIZONTAL STABILIZER OUTER HINGE PIN CRACKED IN AREA OF THREAD ROOT ADJACENT TO SPLIT PIN HOLES. FOUND DURING MAGNETIC PARTICLE INSPECTION IAW SB727-55A0090R1 PART 4 AND AD/B727/173.(AD/SB DESC: AD/B727/173, SB727-55A0090R1 ) (CASA# 510001646)

AU510001954

BOEING

PWA  

 

COMPRESSOR

MISREPAIRED

12/12/2005

727277

JT8D15

 

848101

NR 3 ENGINE

NR 3 ENGINE FIRST STAGE COMPRESSOR BLADE BLENDED BEYOND LIMITS IN MAINTENANCE MANUAL. RECORDS GAVE NO INDICATION OF BLEND REPAIR BEING CARRIED OUT.

AU510002077

BOEING

PWA  

 

GUIDE VANE

FRACTURED

12/12/2005

727277

JT8D15

 

 

1ST STAGE NOZZLE

(AUS) NR 1 ENGINE FIRST STAGE NOZZLE GUIDE VANE (NGV) BURNED THROUGH. NGV WAS LOCATED ADJACENT TO NR 9 COMBUSTION CHAMBER. SUSPECT CAUSED BY CRACKING ON THE LEADING EDGE ALLOWING HOT AIR TO PENETRATE THE NGV. FOUND DURING INSPECTION OF THE COMBUSTION CHAMBERS IAW AD/JT8D/20 (PW SB5639). (OTHER CAUSE: MATERIAL ) (CASA NR 510002077)

2006FA0000645

BOEING

PWA  

 

CONTROL VALVE

FAILED

11/8/2005

72730C

JT8D5

 

511000

FIRE EXTINGUISH

NR 2 ENGINE FIRE EXTINGUISHING SELECTOR CONTROL VALVE FAILED TO OPEN DURING ROUTINE TESTING IAW UPS ROUTINE TASK CARD TC 2-221-12. THE VALVE SOLENOID HOUSING WAS NOTED AS BEING CORRODED. (K)

AU510001790

BOEING

 

 

BALLAST

FAILED

12/12/2005

737  

 

 

79341

CABIN LIGHTS

(AUS) ELECTRICAL BURNING SMELL IN CABIN. INVESTIGATION FOUND EVIDENCE OF OVERHEATED FLUORESCENT CABIN LIGHTING BALLAST. AIRCRAFT IS FOREIGN REGISTERED. (CASA NR 510001790)

AU510001938

BOEING

CFMINT

 

OVEN

FAILED

12/12/2005

737*

CFM563C

 

GENM2585013

GALLEY

(AUS) SMOKE AND FUMES IN FORWARD GALLEY. INVESTIGATION FOUND GALLEY OVEN C206 CIRCUIT BOARD DIODE BURNED. INVESTIGATION ALSO FOUND A BURNED RESISTOR R429 ON THE POWER SWITCH BOARD PNO LK25-85-4B. (OTHER CAUSE: MATERIAL ) (CASA NR 510001938)

CA060202005

BOEING

CFMINT

 

VIDEO DISPLAY

MALFUNCTIONED

2/1/2006

737*

CFM567B22

 

 

SEAT 3C

A/C WAS IN CRUISE WHEN THE VDU AT SEAT 3C WENT BLANK FOLLOWED BY A SLIGHT ELECTRICAL SMELL. THE IFE SYSTEM WAS DEACTIVATED. MAINTENANCE PLACED THE VDU ON MEL. THIS SDR WILL HAVE THE DEFECTIVE COMPONENT PART NUMBER AND SERIAL NUMBER UPDATED WHEN THAT INFORMATION IS AVAILABLE.

AU510001637

BOEING

GE  

 

SPACER

INCORRECT

12/12/2005

737*

CFM56*

 

 

COMPRESSOR

(AUS) NR 2 ENGINE FAN BLADE SPACERS WERE INCORRECT PART. FAN BLADES NR 9, NR 10, NR 17, NR 18, NR 19 AND NR 20 WERE AFFECTED. INCORRECT PN 340-001-261-0 SPACERS FITTED. CORRECT PNO 340-001-215-0. INCORRECT PART. PERSONNEL/MAINTENANCE ERROR. (CASA NR 510001637)

AU510001796

BOEING

GE  

 

WINDOW

FAILED

12/12/2005

737*

CFM567B24

 

141A481018

COCKPIT

(AUS) F/O NR 2 SLIDING WINDOW SHATTERED. (CASA NR 510001796)

AU510002080

BOEING

GE  

 

BRAKE

LEAKING

10/11/2005

737*

CFM567B24

 

26123121

NR 1 

(AUS) NR 1 MAIN LANDING GEAR BRAKE ASSEMBLY LOWER PISTON WET WITH HYDRAULIC FLUID. LARGE PUDDLE OF HYDRAULIC FLUID FOUND. BRAKE CHANGED. INVESTIGATION CONTINUING AS TO EXACT SOURCE OF LEAK FROM BRAKE. (CASA NR 510002080)

AU510002061

BOEING

GE  

 

ENGINE

CONTAMINATED

12/12/2005

737*

CFM567B24

 

CFM567B24

 

(AUS) OILY FUMES IN COCKPIT AND CABIN. AIRCRAFT TURNED BACK AND OVERWEIGHT LANDING WAS CARRIED OUT. OVERWEIGHT LANDING INSPECTION CARRIED OUT WITH NIL FAULTS. SUSPECT FUMES CAUSED BY INHIBITING FLUID REMAINING IN ENGINE FOLLOWING ENGINE CHANGE. INVESTIGATION CONTINUING. (CASA NR 510002061)

CA060314003

BOEING

PWA  

 

UNKNOWN

MULTIPLE FAIL

3/12/2006

737*

JT8D17A

 

 

 

WHILE CLIMBING THROUGH 15000 FT, THE FOLLOWING WAS ENCOUNTERED: CABIN EMERGENCY LIGHTS FLASHING. THRUST REVERSER ISOLATION VALVE OPEN ILLUMINATED. NOSE GEAR UNSAFE INDICATION (GEAR RETRACTED). DFDR ILLUMINATED. CARGO OVERHEAT/DETECTION FAULT. APU FAILED TO START WHEN SELECTED. CAPTAIN HSI COMPUTER FLAG. CSD LOW OIL PRESSURE ILLUMINATED. ON SHORT FINAL, THE MAIN GEAR GREEN LIGHTS TURNED RED. OVERHEAD MASTER CAUTION WOULD NOT EXTINGUISH. AFTER TOUCH DOWN, THE FOLLOWING WAS FURTHER EXPERIENCED, NR 1 ENGINE THRUST REVERSER WOULD NOT OPERATE. MAIN GEAR ILLUMINATED GREEN AND THEN BLACK. VERY FAINT GEAR CONFIGURATION HORN SOUNDED FOR 30 SECONDS. A FAINT ELECTRICAL SMELL WAS OBSERVED. F/O STATED THAT IT WAS A STRONG ODOR OF HOT ELECTRICS.

AU510002186

BOEING

PWA  

 

TEE FITTING

CRACKED

12/12/2005

737200

JT8D7

 

BACT16AS060406D

AIRSPEED PITOT

AIRSPEED SWITCH PITOT TEE FITTING CRACKED AND LEAKING ON SMALL DIAMETER END.

AU510002215

BOEING

PWA  

 

ACTUATOR

LEAKING

2/12/2005

737200

JT8D7

 

65448616

FLIGHT CONTROL

ACTUATOR LOCATED IN LT WING LEAKING. LIMITED INFORMATION PROVIDED.

CA060206012

BOEING

PWA  

 

BEARING RACE

WORN

1/28/2006

737275C

JT8D9A

 

106054554

ELEVATOR MAST

(CAN) LOW FREQUENCY OSCILLATION FELT THROUGH AIRFRAME DURING CLIMB BETWEEN 240-270 KTS. NO CHANGE WITH AUTOPILOT ON OR OFF. ( NOTE: THIS WAS NOT VIBRATION ) HORIZ STAB PIVOT BEARINGS ON BOTH THE LT AND RT SIDE WERE REPLACED, BEARING HOUSING WAS REPLACED ON LT SIDE . ELEVATOR INPUT BEARINGS ON ELEVATOR MAST WERE REPLACED BOTH LT AND RT SIDE. FOLLOW UP ACTION THERE HAS BEEN A HARD FAILURE FOUND. COMPONENTS HAVE BEEN REPLACED. THERE IS NO FOLLOW UP REQUIRED. AC REMOVED FROM SERVICE FOR HORIZONTAL PIVOT BEARING REPLACEMENT.

2006FA0000635

BOEING

CFMINT

 

SHAFT

FRACTURED

6/8/2006

737300

CFM563C1

 

9514M71PO4

ENGINE

REF: MRD/001/06 - AC CUFFERED AN ABORTED TAKEOFF. INVESTIGATION REVEALED FAILURE AND LIBERATION OF THE HPT REAR SHAFT WHERE A SECTION OF MATERIAL MEASURING 3.5 INCH CIRCUMFERENCE HAD LIBERATED AROUND THE 3 SEAL TOOTH RACK. SIMILAR FAILURES HAVE BEEN EXPERIENCED ON ENGINE. PARTS ARE RETURNED TO MFG FOR INVESTIGATION. EDDY CURRENT INSPECTION INTO 3Q95. (K)

AU510002195

BOEING

RROYCE

 

SKIN

DAMAGED

12/12/2005

737300

RB211524*

 

 

FUSELAGE

FUSELAGE SKIN TORN ACROSS RIVET ON STRINGER 39L FRAME 1197 AND 132 LOCATED JUST OUTBOARD OF PREVIOUS PATCH. A SLIGHT BULGE IN THE SKIN WAS NOTED.

PIDR2006010

BOEING

 

 

REPAIR

IMPROPER

7/17/2006

737330

 

 

 

FUSELAGE

EXISTING REPAIR AT BS887 AND STR25RT NOT IN COMPLIANCE WITH THE SRM. REPLACED EXISTING REPAIR IAW SRM 53-00-01 REPAIR 31.

PIDR2006006

BOEING

 

 

SKIN

CRACKED

6/8/2006

73735B

 

 

 

NR 3 SLAT

INSPECTION NOTED SEVERAL CRACKS IN THE NR 3 SLAT LOWER TRAILING EDGE SKIN BELOW THE SLAT ACTUATOR. REPAIRED DAMAGED AREA PER SRM 57-43-01.

PIDR2006005

BOEING

 

 

SKIN

CRACKED

6/8/2006

73735B

 

 

 

NR 5 SLAT

INSPECTION NOTED CRACKS AT SEVERAL FASTENER LOCATIONS IN THE NR 5 SLAT LOWER TRAILING EDGE SKIN PANEL UNDER THE SLAT ACTUATOR. REPAIRED DAMAGED AREA IN ACCORDANCE WITH SRM 57-43-01.

PIDR2006004

BOEING

 

 

SKIN

CRACKED

6/8/2006

73735B

 

 

 

NR 5 SLAT

INSPECTION NOTED A GOUGE ON THE NR 5 SLAT UPPER LEADING EDGE SURFACE 28 INCHES FROM THE INBOARD END (SS169.0). REPAIRED DAMAGED AREA IN ACCORDANCE WITH PACE AIRLINES REPAIR PROCEDURE REPORT EA 57-140 DATED 05/20/06 WITH FAA DER APPROVED 8110-3 DATED MAY 20, 2006.

PIDR2006002

BOEING

 

 

SKIN

CHAFED

6/8/2006

73735B

 

 

 

TR FLAPS

INSPECTION NOTED A CHAFED AREA ON AN EXISTING SRM ALUMINUM REPAIR DOUBLER ON THE RIGHT WING OUTBOARD FLAP MID-FLAP LEADING EDGE 20 INCHES FROM THE INBOARD END. REPAIRED DAMAGED AREA IN ACCORDANCE WITH PACE AIRLINES REPAIR PROCEDURE REPORT EA 57-145 DATED 05/25/06 WITH FAA DER APPROVAL FORM 8110-3 DATED MAY 30, 2006.

PIDR2006003

BOEING

 

 

SKIN

DAMAGED

6/8/2006

73735B

 

 

 

FUSELAGE

AN EXISTING REPAIR TO THE FUSELAGE SKIN BETWEEN THE L1 DOOR HINGES JUST FORWARD OF THE DOOR REQUIRES REWORK TO REMOVE THE DAMAGE. REWORKED DAMAGED AREA IAW EA NR 53-146 DATED 05/26/06 WITH FAA DER APPROVED 8110-3 DATED MAY 27, 2006..

AU510002193

BOEING

CFMINT

 

STRINGER

CRACKED

12/12/2005

737476

CFM563C

 

 

FUSELAGE

FUSELAGE STRINGER SPLICE CRACKED. CRACK LENGTH APPROXIMATELY 5MM (0.200IN). UPON REMOVAL OF THE SPLICE THERE WAS EVIDENCE OF MULTI-SITE CRACKING ON OUTBOARD SURFACE OF SPLICE (TWO HOLES). FOUND DURING EDDY CURRENT INSPECTION OF FUSELAGE UPPER LOBE FASTENER HOLE LOCATED AT STRINGER 4L, BS 907.

AU510001606

BOEING

CFMINT

 

PUMP

FAULTY

12/12/2005

737476

CFM563C

 

7086005

ENGINE FUEL

NR 2 ENGINE HAS A HISTORY OF STARTING DIFFICULTIES AND FLUCTUATING PARAMETERS. INVESTIGATION FOUND FUEL PUMP HAD NO FLOW AT LOW SPEED AND WAS WELL BELOW LIMIT OF FLOW AT HIGHER SPEED. THE PUMP GEARS WERE FOUND SCORED. THIS CAUSED DAMAGE TO THE BEARINGS AND THE `O` RING WHERE THE BEARINGS ARE SEATED IN THE HOUSING ALLOWING SOME FUEL TO BYPASS AND CAUSE LOW FUEL FLOW FROM THIS PUMP.

AU510002184

BOEING

CFMINT

 

DOOR FRAME

CRACKED

11/11/2005

737476

CFM563C

 

 

FUSELAGE

FORWARD CARGO DOOR CUTOUT AFT FRAME WEB CRACKED. CRACK LENGTH APPROXIMATELY 17.78MM (0.700IN). FOUND DURING EDDY CURRENT INSPECTION IAW AD/737/242 AND BOEING SB 737-53A1228.

AU510002185

BOEING

CFMINT

 

VALVE

STICKING

12/12/2005

737476

CFM563C

 

737M28500011

NR 2 ENGINE

NR 2 ENGINE SPAR VALVE FAULTY.

AU510001933

BOEING

CFMINT

 

PUMP

FAILED

12/12/2005

737476

CFM563C

 

GENM29501013

HYDRAULIC SYS

HYDRAULIC SYSTEM `B` HYDRAULIC PUMP FAILED.

AU510001934

BOEING

CFMINT

 

FRAME

CRACKED

5/9/2005

737476

CFM563C

 

 

FUSELAGE

FUSELAGE FRAMES CONTAINED 28 CRACKS AT PASSENGER SERVICE UNIT (PSU) ATTACHMENT POINTS. FOUND DURING EDDY CURRENT INSPECTION IAW EI 737-53-68R3 AND B737 NTM PT6 51-00-00 FIG 4 AND FIG 16.

AU510002060

BOEING

CFMINT

 

SHROUD

FAILED

12/12/2005

737476

CFM563C

 

 

TURBINE

(AUS) LT ENGINE FAILED TO START. INVESTIGATION FOUND ENGINE SEIZED AND A SMALL AMOUNT OF DEBRIS IN THE TAILPIPE. BOROSCOPE INSPECTION FOUND DAMAGE TO HIGH PRESSURE TURBINE (HPT). INVESTIGATION FOUND THE HPT SHOUD HAD FAILED AND LODGED BETWEEN THE HPT BLADES AND THE FIRST STAGE LPT NOZZLE GUIDE VANE CAUSING THE N2 TO SEIZE. FURTHER INVESTIGATION CONTINUING. (CASA NR 510002060)

AU510001921

BOEING

CFMINT

 

CABIN PRESSURE

FAULTY

12/12/2005

737476

CFM563C

 

 

 

(AUS) AIRCRAFT PRESSURISED ON LANDING. NUMEROUS COMPONENTS CHANGED. INVESTIGATION CONTINUING. (CASA NR 510001921)

AU510001772

BOEING

CFMINT

 

TURBINE BLADES

DAMAGED

12/12/2005

737476

CFM563C

 

 

ENGINE

(AUS) NR 1 ENGINE MAKING (POPPING) SOUNDS. SOUNDS INCREASED WHEN THRUST LEVER INCREASED AND DECREASED WHEN THRUST LEVER RETARDED. BORESCOPE INSPECTION FOUND HPC BLADES DAMAGED BEYOND LIMITS. INVESTIGATION CONTINUING. (CASA NR 510001772)

AU510001638

BOEING

CFMINT

 

FLAP SYSTEM

STICKING

12/12/2005

737476

CFM563C

 

 

FLAP CONTROL

(AUS) LT FLAP STOPPED. FLAP ASSYMETRY. INVESTIGATION CONTINUING. (CASA NR 510001638)

CA060321002

BOEING

CFMINT

 

BRAKE

FAILED

3/17/2006

737522

CFM563C

 

214747

 

(CAN) UPON LANDING ( MONCTON ) WITH THE ANTI-SKID SYSTEM OPERATING UNDER MEL 32-2 (ANTI-SKID SYSTEM INOP), THE AC LANDED ON A BARE RUNWAY AND BLEW 3 MAIN WHEEL TIRES AND BADLY SCUFFED THE FOURTH. ALL FOUR MAIN TIRES REPLACED. AIRCRAFT FERRIED. UPON FURTHER INVESTIGATION,THE NOSE GEAR SAFETY SENSOR AND E11 CIRCUIT CARD WERE REPLACED. FURTHER INVESTIGATION ON-GOING. TIMES: 37418:14 CYCLES: 22960 (TC NR 20060321002)

CA060214004

BOEING

CFMINT

 

TIRE

DEFLATED

2/14/2006

737522

CFM563C1

 

314381

NOSE GEAR ASSY

(CAN) WHEN MAINTENANCE ARRIVED AT THE GATE FOR THE DAY'S FIRST DEPARTURE, IT WAS NOTICED THAT THE LT NOSE TIRE WAS FLAT. UPON FURTHER INVESTIGATION IT WAS DISCOVERED THAT THE RT NOSE TIRE WAS ALSO FLAT. BOTH NOSE ASSEMBLIES REPLACED AND AIRCRAFT RETURNED TO SERVICE. (TC NR 20060214004)

CA060202003

BOEING

CFMINT

 

HYDRAULIC LINE

CHAFED

1/29/2006

737522

CFM563C1

 

 

THRUST REVERSER

HYDRAULIC LEAK DISCOVERED ON STOW LINE TO LT INBOARD THRUST REVERSER SYNC ACTUATOR ON NR 2 ENGINE, CAUSED FROM RUBBING ON AN ANGLE EDGE SUPPORT. LINE REMOVED AND FITTINGS CAPPED. A FLEET CAMPAIGN IS NOW IN PROGRESS TO CHECK ALL SYNC ACTUATOR LINES FOR DAMAGE.

CA060313009

BOEING

CFMINT

 

APU  

FAILED

3/12/2006

737522

CFM563C1

 

170101106A

APU BAY  

AFTER A FLIGHT FROM A HOLIDAY RESORT, THE AIRCRAFT HAD LANDED AT HOME BASE AND WAS TAXIING TO THE GATE. AN APU START WAS ATTEMPTED BUT THE UNIT WOULD NOT START. ON INSPECTION, THE APU APPEARS TO HAVE HAD AN INTERNAL FAILURE.

CA060508002

BOEING

CFMINT

 

WINDOW

CRACKED

5/6/2006

737522

CFM563C1

 

58935734

COCKPIT

ON APPROACH FLIGHT, CREW REPORTED THAT THE FIRST OFFICERS NR 4 EYEBROW WINDOW HAD CRACKED. ON ARRIVAL, WINDOW WAS INSPECTED AND REPLACED.

AU510001920

BOEING

GE  

 

LINE

CHAFED

12/12/2005

73776N

CFM567B24

 

272A165154

SLAT HYD SYS

(AUS) LT WING NR 2 LEADING EDGE SLAT ACTUATOR HYDRAULIC PIPE CHAFED AND LEAKING DUE TO INSUFFICIENT CLEARANCE BETWEEN THE PIPE AND THE ACTUATOR. LOSS OF HYDRAULIC FLUID. (CASA NR 510001920)

AU510002216

BOEING

GE  

 

A/C PACK

CONTAMINATED

3/12/2005

7377BX

CFM56*

 

 

 

STRONG OIL SMELL IN COCKPIT AND CABIN. INVESTIGATION FOUND OIL CONTAMINATION OF THE AIR CONDITIONING AND PNEUMATIC SYSTEMS.

AU510002076

BOEING

CFMINT

 

VAPOR BARRIER

OUT OF LIMITS

1/11/2005

7377Q8

CFM567B2US

 

 

FUME BARRIER

(AUS) SECONDARY FUEL VAPOUR BARRIER OUT OF LIMITS IN THE FOLLOWING AREAS:- TP3-R 0.001, TP3-L 0.001, TP6-R 0.001, TP6-L 0.001, TP9-R 0.001, TP9-L 0.003, SF2-R 0.005, SF1-L 0.003, SF2-L 0.002. SF3-R 0.002, SF4-R 0.004, SF3-L 0.002, SF4-L 0.006 FOUND DURING INSPECTION IAW AD/737/245 AND SB 737-57-1250. (AD/SB DESC: AD/B737-245 ) (CASA NR 510002076)

AU510002071

BOEING

GE  

 

VAPOR BARRIER

FAULTY

12/12/2005

7377Q8

CFM56*

 

 

WING 

FUEL VAPOR BARRIER LOCATED IN CENTER WING BOX WAS FOUND TO BE BELOW MINIMUM THICKNESS AND LIFTING. FOUND DURING INSPECTION IAW AD/737/245 AND BOEING SB 737-57-1250.

AU510002088

BOEING

GE  

 

OUTFLOW VALVE

FAULTY

9/11/2005

7377Q8

CFM56*

 

 

CABIN PRESSURE

PRESSURIZATION SYSTEM PROBLEMS. INVESTIGATION FOUND INBOARD AND OUTBOARD POSITIVE PRESSURE RELIEF VALVES TO BE UNSERVICEABLE. BOTH VALVES REPLACED. OUTBOARD VALVE CURRENTLY CONSIDERED TO BE THE PRIMARY CAUSE OF THE CABIN DEPRESSURIZATION EVENT.

AU510001636

BOEING

GE  

 

MANIFOLD

LEAKING

12/12/2005

7377Q8

CFM56*

 

 

APU 

APU FUEL MANIFOLD LEAKING.

AU510002208

BOEING

GE  

 

RADIO

FAILED

12/12/2005

737800*

CFM56*

 

 

HF SYSTEM

BOTH HF RADIO SYSTEMS FAILED TO TUNE. A WEAK BACKGROUND HASH COULD BE HEARD ON NR 2 HF SYSTEM ONLY. INVESTIGATION CONTINUING.

AU510002209

BOEING

GE  

 

TRANSCEIVER

FAULTY

12/12/2005

737800*

CFM56*

 

8221710001

WX RADAR

WEATHER RADAR TRANSCEIVER FAULTY.

AU510002210

BOEING

GE  

 

PUMP

FAILED

12/12/2005

737800*

CFM56*

 

887477

HYDRAULIC SYS

HYDRAULIC PUMP FAILED. CIRCUIT BREAKER TRIPPED AND PUMP ELECTRIC MOTOR HAD A BURNED ODOR. INVESTIGATION CONTINUING.

CA060324002

BOEING

GE  

 

WIRE HARNESS

DAMAGED

3/22/2006

737800*

CFM56*

 

W1134360118

FUEL PUMP

A/C HAS NR 2 AFT FUEL PUMP LOW PRESSURE LIGHT ILLUMINATE ON TAXI. A/C RETURNED TO GATE AND IT WAS DISCOVERED THAT ASSOCIATED CIRCUIT BREAKER WAS TRIPPED. FURTHER INVESTIGATION REVEALED WIRE W1134-3601-18 HAD SHORTED TO GROUND. MOC CONSULTED WITH BOEING ENGINEERING AND THE WIRE WAS TEMPORARILY REPAIRED IAW THE BOEING STANDARD WIRING PRACTICES MANUAL WITH A 10 DAY CONSTRAINT. THE WIRE IS TO BE PERMANENTLY REPAIRED THIS WEEKEND. THIS DEFECT HAS ALSO BEEN SUBMITTED TO THE BOEING FSE AS THIS IS AN IN SERVICE ISSUE.

AU510002206

BOEING

GE  

 

TIRE

FAILED

1/12/2005

737800*

CFM56*

 

DR29620T

MLG 

NR 2 MAIN WHEEL TIRE TREAD SEPARATED. TIRE WAS RETREAD LEVEL R2. DAMAGE WAS CAUSED TO THE LT INBOARD TRAILING EDGE FLAP AND LT INBOARD LOWER WING FIXED TRAILING EDGE PANEL.

AU510001950

BOEING

GE  

 

PROBE

BLOCKED

2/10/2005

737800*

CFM56*

 

0851HT1

ADC 

AIRCRAFT SUFFERED MOTH STRIKES DURING TAKEOFF. CAPTAIN`S PITOT PROBE BLOCKED BY MOTH FOD.

AU510001951

BOEING

GE  

 

BOLT

LOOSE

2/10/2005

737800*

CFM56*

 

 

BLOCKER DOOR

NR 2 ENGINE THRUST REVERSER BLOCKER DOOR DRAG LINK/DOOR ATTACHMENT BOLT NUT AND WASHER MISSING ALLOWING BOLT TO DROP DOWN AND GOUGE AND DAMAGE DOOR BEYOND LIMITS.

AU510002194

BOEING

GE  

 

FAN BLADE

BIRD STRIKE

12/12/2005

737800*

CFM56*

 

3400010260

ENGINE

NR 2 ENGINE FAN BLADES (4OFF) DAMAGED BY BIRDSTRIKE.

AU510002075

BOEING

GE  

 

HEAT EXCHANGER

CRACKED

12/12/2005

737800*

CFM567B24

 

1828203

A/C PACK

(AUS) LT AND RT AIR CONDITIONING PACK SECONDARY HEAT EXCHANGERS CRACKED.

AU510001786

BOEING

GE  

 

COUPLER

FAILED

3/7/2005

737800*

CFM567B24

 

8220987003

HF COMMS

(AUS) NR 1 HF SYSTEM ANTENNA COUPLER FAILED. (CASA NR 510001786)

AU510001793

BOEING

GE  

 

AUDIO PANEL

FAULTY

12/12/2005

737800*

CFM567B24

 

5145142

COCKPIT

(AUS) SMOKE AND FUMES IN IN COCKPIT. INVESTIGATION FOUND CAPTAIN`S INTERPHONE SYSTEM AUDIO SELECTOR PANEL FAULTY WITH THE MIC SELECTOR SWITCH STUCK AND THE LED NOT WORKING. SUSPECT CAUSED BY FLUID SPILLAGE CAUSING CORROSION. (CASA NR 510001793)

AU510002182

BOEING

GE  

HONEYWELL

METERING VALVE

FAULTY

12/12/2005

737800*

CFM567B24

 

 

HMU 

(AUS) NR 2 ENGINE HYDROMECHANICAL UNIT (HMU) FUEL METERING VALVE FAULTY. (CASA NR 510002182)

AU510001627

BOEING

GE  

 

SEAL

LEAKING

12/12/2005

737800*

CFM567B24

 

 

APU 

(AUS) APU LEAKING OIL INTO AIR DUCTING. STRONG OIL SMELL IN COCKPIT. INVESTIGATION FOUND THE APU LOAD COMPRESSOR SEAL FAILED AND LEAKING. SEE ATTACHMENT FOR INVESTIGATION DETAILS. (OTHER CAUSE: LOAD COMP SEAL LEAKAGE ) (CASA NR 510001627)

AU510001813

BOEING

GE  

 

CONTROL PANEL

FAILED

12/12/2005

737800*

CFM567B24

 

G699010

ATC TRANSPONDER

(AUS) ATC TRANSPONDER CONTROL PANEL FAILED. (CASA NR 510001813)

CA060328007

BOEING

 

 

BATTERY PACK

FAILED

3/28/2006

737824

 

 

D71701100

EMERGENCY LIGHT

(CAN) PERFORMING EMERGENCY LIGHT AT L1,R1 AND R2 DOORS LIGHTS FAILED TO ILLUMINATE AT TEST THIS IS PART OF SERVICE CHECK BATTERY PACK REPLACED (TC NR 20060328007)

AU510001595

BOEING

RROYCE

 

TIRE

DAMAGED

12/7/2005

747338

RB211524*

 

 

MLG 

NR 3 REAR TIRE ASSEMBLY CONTAINED A DEEP CUT. INVESTIGATION FOUND CUT TO BE OUT OF LIMITS.

AU510002178

BOEING

RROYCE

 

PANEL

MISSING

12/12/2005

747338

RB211524D419

 

 

NACELLE

(AUS) NR 4 ENGINE VIGV ACCESS PANEL MISSING. INVESTIGATION ALSO FOUND THE LP COMPRESSOR ACOUSTIC LINING DAMAGED AT THE 6 O`CLOCK POSITION WITH A HOLE APPROXIMATELY 150MM BY 100MM (6IN BY 4IN) IN THE SKIN. VIGV CONTROLLER PANEL SUPPORT STRUCTURE ALSO DAMAGED. (CASA NR 510002178)

AU510001639

BOEING

RROYCE

 

FRAME

SCRATCHED

12/12/2005

747338

RB211524D419

 

 

BULKHEAD

(AUS) FORWARD PRESSURE BULKHEAD AFT FACE OUTER CHORD SCRATCHED IN BEND RADIUS LOCATED AT LBL46/WL235 AND RBL24/WL268. SUSPECT A SHARP OBJECT WAS USED TO REMOVE SEALANT. FOUND DURING INSPECTION IAW AD/B747/159. SEE ATTACHMENT FOR INVESTIGATION DETAILS. (CASA NR 510001639)

AU510001783

BOEING

 

 

BOLT

LOOSE

10/8/2005

747400

 

 

 

ENGINE

NR 3 ENGINE INFLIGHT SHUTDOWN DUE TO OIL LOSS. INVESTIGATION FOUND LOOSE BOLTS (2OFF) ON THE TRANSFER DRIVE LOWER FITTING. AIRCRAFT IS FOREIGN REGISTERED.

AU510002192

BOEING

GE  

 

BATTERY  

DAMAGED

12/12/2005

747438

CF680C2*

 

 

EMERGENCY LIGHT

DOOR 5 CREW REST CEILING EMERGENCY LIGHTING PACK DAMAGED. EVIDENCE OF FIRE TO THE UNIT AND DAMAGE TO THE SURROUNDING AREA.

AU510002190

BOEING

RROYCE

 

FAIRING

DAMAGED

12/12/2005

747438

RB211524*

 

 

NR 3 NACELLE

NR 3 ENGINE LOWER RT COMPRESSOR FAIRING DAMAGED WITH A PIECE MISSING.

AU510001596

BOEING

RROYCE

 

CONNECTOR

LOOSE

12/7/2005

747438

RB211524*

 

 

WINDOW HEAT

CAPTAIN`S WINDOW HEAT BOTTOM LT CONNECTION LOOSE AND ARCING.

AU510002079

BOEING

RROYCE

 

PANEL

MISSING

9/11/2005

747438

RB211524*

 

 

COMPRESSOR

(AUS) SMALL TITANIUM PANEL MISSING FROM ENGINE COMPRESSOR SECTION. (CASA# 510002079)

AU510001939

BOEING

RROYCE

 

STRIKER

FAILED

12/12/2005

747438

RB211524G19

 

232U212220B

COCKPIT DOOR

(AUS) COCKPIT DOOR LOCK ELECTRICAL STRIKER ASSEMBLY OVERHEATED AND FAILED. SEE ATTACHMENT FOR INVESTIGATION DETAILS. (CASA NR510001939)

AU510002179

BOEING

RROYCE

 

FAIRING

MISSING

12/12/2005

747438

RB211524G19

 

UL27562

NACELLE

(AUS) NR 2 ENGINE UPPER LT (A) FRAME FAIRINGS PN UL27562 AND PN UL27561 DAMAGED/MISSING. UPPER HALF DAMAGED AND LOWER HALF MISSING. (CASA NR 510002179)

AU510001773

BOEING

RROYCE

 

FAIRING

SEPARATED

12/12/2005

747438

RB211524G19

 

UL27562

THRUST REVERSER

(AUS) NR 3 ENGINE THRUST REVERSER BLOCKER DOOR DAMAGED. INVESTIGATION FOUND THE RT INNER (A) FRAME FAIRING FAILED AND A PIECE WEDGED UNDER THE BLOCKER DOOR. SEE ATTACHMENT FOR INVESTIGATION DETAILS. (CASA NR 510001773)

CA060214007

BOEING

RROYCE

 

BEARING

SEIZED

2/10/2006

757*

RB211535E437

 

BACB10ET06

ELEVATOR

(CAN) REPORTED THAT ELEVATOR FELT HEAVY FOR BOTH CAPT AND F/O. AILERON NORMAL. TROUBLESHOOTING SHOWED THAT THE ROLLER BEARING THAT RIDES IN THE ELEVATOR INPUT CAM WAS SEIZED, CAUSING HIGHER THAN NORMAL FORCE REQUIED TO MOVE FLIGHT CONTROL OUT OF (DETENT). BEARING REPLACED AND SYSTEM CHECKED IAW AMM 27-31-17 P216, OPS FOUND NORMAL. AFTER BEARING REPLACEMENT, NO FURTHER DEFECTS NOTED. (TC NR 20060214007)

CA060315005

BOEING

RROYCE

 

MONITOR

ODOR

3/12/2006

757236

RB211535E437

 

RDAV2133

COCKPIT

ELECTRICAL BURNING SMELL FROM MONITOR. MONITOR SWITCHED 'OFF'. SMELL DISSIPATED. MONITOR ELECTRICALLY DISCONNECTED.

AU510001598

BOEING

GE  

 

FRAME

CRACKED

12/12/2005

767277

CF680A

 

STA18095

BULKHEAD

FUSELAGE-BODY STATION 1809.5 BULKHEAD RT FORWARD OUTER CHORD CRACKED IN LOWER FORWARD HOLE. FOUND DURING INSPECTION IAW AD/B767/146 AMDT2 AND AAES AD ER NO B76-53-36F.

AU510002217

BOEING

GE  

 

WARNING MESSAGE

ACTIVATED

2/12/2005

767277

CF680A

 

 

SLAT 

SLAT ASYMMETRY WARNING. INVESTIGATION CONTINUING.

AU510002191

BOEING

RROYCE

 

FSEU

FAULTY

12/12/2005

767300

RB211524*

 

 

TE FLAP CONTROL

TRAILING EDGE FLAP ASYMMETRY MESSAGE. FLAP/SLAT ELECTRONIC UNIT (FSEU) RERACKED AND MESSAGE CLEARED.

AU510001603

BOEING

RROYCE

 

SEAL

FAILED

12/12/2005

767300

RB211524*

 

113T22036

TE FLAP

LT WING LT INBOARD FLAP OUTBOARD UPPER SEAL SEPARATED DURING TAKEOFF.

AU510001812

BOEING

RROYCE

RROYCE

BLOCKER DOOR

DAMAGED

12/12/2005

767300

RB211524*

 

 

THRUST REVERSER

(AUS) RT ENGINE THRUST REVERSER BLOCKER DOORS (3OFF) DAMAGED. INVESTIGATION ALSO FOUND RT ENGINE GAS GENERATOR FAIRING AT RT SIDE (A) FRAME DAMAGED. RT ENGINE GAS GENERATOR FAIRING (A) FRAME FAIRING LOWER HALF DAMAGED. RT ENGINE GAS GENERATOR FAIRING (A) FRAME FAIRING TOP HALF MISSING. DURING GAS GENERATOR FAIRING REPLACEMENT FORWARD ATTACHMENT BRACKETS (4OFF) FOUND DAMAGED. SEE ATTACHMENT FOR INVESTIGATION DETAILS. (CASA NR 510001812)

AU510001962

BOEING

GE  

 

FILTER

CONTAMINATED

4/10/2005

767338

CF680C2*

 

AC9227F1740

RT ENGINE FUEL

RT ENGINE FUEL FILTER CONTAMINATED.

AU510001597

BOEING

GE  

 

BEARING

COLLAPSED

10/7/2005

767338

CF680C2*

 

 

CHILLER FAN

NR 1 AFT GALLEY CHILLER FAULTY. WORKSHOP INVESTIGATION FOUND THE FAN BLOWER MOTOR BEARINGS COLLAPSED.

AU510001602

BOEING

GE  

 

ANTI-ICE VALVE

FAULTY

10/7/2005

767338

CF680C2*

 

2780537104

RT WING

RT WING ANTI-ICE MESSAGE. THERMAL ANTI-ICE VALVE FAULTY.

AU510002189

BOEING

GE  

 

IDG  

FAILED

12/12/2005

767338

CF680C2*

 

 

AC GEN

RT ENGINE INTEGRATED DRIVE GENERATOR (IDG) FAILED. INVESTIGATION CONTINUING.

AU510001782

BOEING

GE  

 

FUEL SYS

FAULTY

11/8/2005

767338

CF680C2*

 

 

 

UNCOMMANDED INFLIGHT FUEL TRANSFER. INVESTIGATION COULD NOT FIND ANY MECHANICAL CAUSE FOR THE DEFECT.

AU510001774

BOEING

GE  

 

IDG  

FAILED

10/8/2005

767338

CF680C2*

 

766088B

GENERATOR

(AUS) RT INTEGRATED DRIVE GENERATOR (IDG) FAILED. INITIAL INVESTIGATION FOUND BENT PINS 2, 9 AND 10 ON ELECTRICAL CONNECTOR (B). STRIP AND INVESTIGATION FOUND THE LT AND RT FIXED END CYLINDER BLOCKS TO PORT PLATES MATING FACES WERE SCORED. THE CONTROL CYLINDER`S CONTROL ROD WAS FOUND TO BE VERY NOTCHY IN OPERATION. (CASA NR 510001774)

CA060307001

BOEING

GE  

 

CONTROL PANEL

MALFUNCTIONED

3/4/2006

767375

CF680C2B6F

 

6224717004

COCKPIT

ON CLIMB-OUT YVR, NO A/T, NO CMD BARS, NO A/P L AND C. NO L NAV, (ACFT RETURNED TO YVR). REPLACED MCP PER AMM 22-11-02 PB 201.

CA060216002

BOLKMS

ALLSN

 

CALIPER

BINDING

1/24/2006

BO105C

250C20B

 

AHA1121

MAIN ROTOR BRAKE

(CAN) PISTON DOES NOT RETRACT INTO CALIPER HOUSING AFTER BRAKING CAUSING ROTOR BRAKE PAD TO REMAIN IN CONTACT WITH BRAKE DISC. (TC NR 20060216002)

CA060313003

BOLKMS

ALLSN

 

BLADES

INOPERATIVE

3/9/2006

BO105S

250C20B

 

10531980

TAIL ROTOR

(CAN) AFTER FLIGHT, PILOT REPORTED THAT THE T/R PEDALS WERE STIFF. PEDAL TENSION WAS CHECKED WITH THE AIRCRAFT RUNNING AND IN FLIGHT AND MEASURED AT 30 LBS TENSION. THE T/R BLADES WERE REPLACED BY SERVICEABLE UNITS AND PROBLEM DISAPPEARED, TENSION ON PEDALS RETURNED TO NORMAL AT 14 LBS. THE A/C WAS RETURNED TO SERVICE. (TC NR 20060313003)

PNC20063

BOMBDR

 

 

TIRE

SEPARATED

7/21/2006

BD1001A10

 

 

269K431

LANDING GEAR

TIRE SIDEWALL SEPERTED AT SEVERAL LOCATIONS ABOUT ONE INCH ABOVE BEAD SEAT,NEAR MOLDING MARK. ABOUT A ONE INCH LONG VOID.

PNC20062

BOMBDR

 

 

TIRE

BULGED

7/21/2006

BD1001A10

 

 

269K431

LANDING GEAR

BULGE ON SIDEWALL OF TIRE THAT EXTENDS INTO THE TREAD. BULGE SIZE 2.5 INCHES X 2.5 INCHES X .7INCH HIGH.

PNC2006001

BOMBDR

 

 

TIRE

BULGED

7/18/2006

BD7001A10

 

 

269K431

LANDING GEAR

SIDE WALL BULGED 4 INCHES BY 4 INCHES BY APPROX 3 INCHES HIGH. ISSUE ADDRESSED BY ADVISORY WIRE AW300-32-0040.

CA060320006

BOMBDR

 

 

CONTROLLER

INOPERATIVE

3/10/2006

BD7001A10

 

 

21195761011

ENGINE

(CAN) THE PROBLEM OCCURED ON THE 11/03/2006. DUE TO INTERNET CAPACITY TO DISPLAY THE RIGHT DATE, THE DATE OF MARCH 10 WAS WRITTEN IN THE (OCCURENCE DATE) ABOVE DUE TO INTERNET INCAPACITY TO DISPLAY CERTAIN DATE. FLIGHT CREW NOTICED A LT ENGINE ROLL BACK AT CLIMB. PROBLEM OCCURED TWICE BEFORE ENGINE FLAMED OUT. ENGINE AUTO RESTARTED. WAS FINE FOR THE REST OF THE FLIGHT. AMBER FADEC FAIL CAS POSTED. AFTER LANDING LT T/R WOULD NOT STOW. 3-13-06 REPLACED LT ENGINE FADEC ECU A AND RT ENGINE FADEC ECU B REMOVED AS A PRECAUTIONARY MEASURE. GROUND RUNS OPS CHECKS GOOD. (TC NR 20060320006)

CA060504001

BOMBDR

 

 

HMU  

ACTIVATED

3/17/2006

BD7001A10

 

 

442324

LT ENGINE

(CAN) CREW TAXIED OUT,TESTED THRUST REVERSER JUST PRIOR TO TAKEOFF. PLACED BOTH PWR LEVERS IN T/O DETENT, STARTED T/O ROLL. FELT AC SWERVE LT OF CTR LINE. CREW NOTICED LT ENG WAS STILL AT IDLE WITH PWR LEVER IN TAKEOFF DETENT. CREW ABORTED TAKEOFF. NO EICAS MESSAGES WERE POSTED DURING THIS EVENT. LT AND RT N1 BUGS BOTH TARGETED T/O PWR ON DISPLAY DURING THIS EVENT. CREW TAXIED OFF RUNWAY. CREW TRIED TO RUN-UP LT ENG ON RAMP, IT WOULD NOT ACCELERATE. NO EICAS MESSAGES POSTED. CHECKED TIME LIMITED DISPATCH, STATUS CLEAR FOR LT ENG. LT ENG EEI DOWNLOAD REVEALED THAT HMU METERING VALVE DID NOT APPEAR TO RESPOND TO THRUST COMMAND. HMU REMOVED AND REPLACED. BOTH ECU'S ALSO REPLACED. (TC NR 20060504001)

CA060106001

BOMBDR

HNYWL

 

ENGINE

MALFUNCTIONED

1/1/2006

BD7001A10

AS90711A

 

 

LEFT 

(CAN) ON CLIMB OUT CREW REPORTED A LOUD THUMP FOLLOWED BY A DROP IN LT ENGINE OIL PRESSURE AND AN AIRFRAME VIBRATION. CREW SHUT DOWN THE ENGINE DELARED AN EMERENCY AND RETURNED TO AIRPORT. LT ENGINE REMOVED AND LOANER INSTALLED. (TC NR 20060106001)

CA060213001

BOMBDR

PWC  

 

ACTUATOR

OVERHEATED

2/12/2006

DHC8400

PW150A

 

800600M03005

NR 2 NACELLE

(CAN) ABOUT TEN MINUTES AFTER TAKEOFF NR 2 ENGINE OIL TEMPERATURE STARTED RISING, CREW WENT THROUGH CHECKLIST CLOSED BYPASS DOORS, TEMPERATURE WAS ABOVE 107 DEGREES FOR ABOUT 20 MINUTES AND ABOVE 115 DEGREES FOR ABOUT 10 MINUTES. TEMPERATURE PEAKED AT 122 DEGREES THEN IT STARTED COOLING AGAIN ON OUR DESCENT BACK TO BASE. BY THE TIME THE CREW LANDED, THE TEMPERATURE WAS NORMAL AT 94 DEGREES. OIL COOLER DOOR ACTUATOR WAS DETERMINED TO BE THE CAUSE. THE OIL COOLER DOOR ACTUATOR REPLACED. (TC NR 20060213001)

CA060210002

BOMBDR

PWC  

 

GROUND WIRE

LOOSE

2/9/2006

DHC8400

PW150A

 

 

MLG SELECTOR

PILOT REPORTED THAT THE LANDING GEAR DID NOT EXTEND ON SELECTION. AN ALTERNATE GEAR EXTENSION SELECTION WAS CARRIED OUT AND THE AIRCRAFT LANDED WITH OUT INCIDENT. THE PSEU HISTORY AND PRESENT FAULT WERE AS FOLLOWS: "DIN 01A FAULT"(DISCRETE INPUT EXTEND COMMAND) THE PROBLEM WAS TRACED TO A LOOSE GROUND "GS9" CONNECTED TO THE LANDING GEAR CONTROL AND INDICATION PANEL CONNECTOR P55 PIN "P". REF: WDM 32-61-00 SHT 7 OF 12 PAGE 1.

CA060421018

BOMBDR

PWC  

 

DIODE

UNKNOWN

4/21/2006

DHC8400

PW150A

 

591841

AILERON/RUDDER

FOUND RUDDER TRIM FAST MOTION RT SIDE WAS U/S. FAULT CONFIRMED FOUND AILERON/RUDDER TRIM DIODE CR2 WIRE A, UN-CLIP. PANEL TESTED IAW CMM 27-15-01-700-801. AFTER FURTHER INVESTIGATION, FOUND CONNECTOR PINS P/N M39029/58-363 INSTALLED WERE WRONG TYPE AND REPLACED WITH PINS P/N M39029/1-101 IN REF TO CMM 27-15-01. CR2 SPLICE, P/N 591842-1, REPLACED AND TESTED SERVICEABLE IAW CMM 27-15-01, AND SYS TESTED IAW AMM 27-13-16-000-801/-400-801.

CA060206010

BOMBDR

PWC  

 

WIRE HARNESS

FAILED

2/3/2006

DHC8400

PW150A

 

471515

NLG 

(CAN) AFTER TAKEOFF THE GEAR FAILED TO RETRACT UPON GEAR UP SELECTION. MAINTENACE FOUND NWCENT OPEN ON THE PSEU. NLG WOW 2/ CENTERING HARNESS REPLACED. A/C RTS. (TC NR 20060206010)

CA060207003

BOMBDR

PWC  

 

TARGET

MISSING

2/7/2006

DHC8400

PW150A

 

46503105

MLG UPLOCK ASSY

(CAN) AFTER THE LANDING GEAR SELECTED TO UP DURING CLIMB, THE LT DOOR AMBER INDICATION REMAINED ON AS WELL AS THE LT MLG RED INDICATOR REMAINED ON. CREW RETURNED TO BASE. MAINTENANCE FOUND: LT UP-LOCK SENSOR INDUCTANCE REPORTED TO BE OUT OF LIMITS. THE LOW INDUCTANCE FOR THE UP-LOCK SENSOR HAS BEEN TRACED TO A MISSING TARGET ON THE UP-LOCK. MLG UPLOCK ASSY TO BE REPLACED. (TCNR 20060207003)

CA060320005

BOMBDR

 

 

SOCKET

BROKEN

3/20/2006

DHC8402

 

 

CL12068161

MLG DOOR

(CAN) DURING C-CHECK, FUNCTIONAL CHECK ON TASK CARD 3230/15 (OPERATIONAL CHECK OF LANDING GEAR DOOR SEQUENCE CONTROL CIRCUIT) DOES NOT WORK. AFTER INVESTIGATION, RELAY (3260-K9) SOCKET FOUND BROKEN AND PINS OLDER SOCKET UNGLUED. WIRE WERE FOUND HANGING LOOSE WITH A HI RISK OF CONTACT WITH STRUCTURE. POSSIBILITY OF (WOW) CIRCUIT FAILURE AND THE MOST IMPORTANT, IMPOSSIBILITY OF GEARS EXTENSION IN ALTERNATED RELEASE IN CASE OF EMERGENCY EXTENSION. (TC NR 20060320005)

CA060616005

BRAERO

RROYCE

 

ENGINE

SHUTDOWN

6/14/2006

HS7482A

DART5342

 

 

NR 2 

(CAN) IN CRUISE, ENROUTE TO DESTINATION, THE NR 2 ENGINE AUTO FEATHERED AND SHUTDOWN. THE AIRCRAFT DIVERTED AND LANDED WITHOUT FURTHER PROBLEM. THE NR 2 ENGINE WILL BE REPLACED ON SITE. NO CONCLUSION AS TO THE CAUSE HAVE BEEN ARRIVED AT. (TC NR 20060616005)

CA060321001

BRAERO

RROYCE

 

FUEL FILTER

FAILED

3/16/2006

HS7482A

DART5342

 

 

ENGINE

(CAN) DEPARTING, THE CREW OBSERVED A FUEL FILTER INDICATION ON NR 2 ENGINE. THE TAKEOFF WAS REJECTED AND THE AIRCRAFT RETURNED TO THE COMPANY RAMP. MAINTENANCE REPLACED THE FILTER AND AFTER SATISFACTORY GROUND RUN THE AIRCRAFT WAS RETURNED TO SERVICE. (TC NR 20060321001)

CA060214003

CASA

GARRTT

 

CONTROL CABLE

BROKEN

2/7/2006

C212CC

TPE33110R

 

LN93614C46R210

AILERONS

(CAN) DURING ROUTINE MAINTAENANCE INSPECTION, SEVERAL WIRES FOUND BROKEN ON RT AILERON CONTROL CABLE AS IT PASSES AROUND CABLE PULLEY AT FRAME 4. PULLEY FOUND SEIZED TO BOLT. CABLE, PULLEY AND BOLTS REPLACED. (TC NR 20060214003)

CA060209006

CESSNA

CONT

 

BULKHEAD

CRACKED

2/8/2006

150  

O200A

 

0411951

MLG WW

(CAN) DURING AN ANNUAL INSPECTION, AM AME NOTICED THE MLG STRUT BULKHEAD UNDER THE CABIN FLOOR HAD SMALL CRACKS. UPON FURTHER INSPECTION WITH THE FLOORS REMOVED IT WAS FOUND THE ENTIRE MLG ATTACHMENT BULKHEAD/BOX STRUCTURE WAS NEAR FAILURE. MANY COMPONENTS MAKE UP THE ENTIRE BOX STRUCTURE AND MANY OF THEM WERE CRACKED OR FAILED. ALL THE DAMAGED AND CRACKED COMPONENTS WERE REPLACED WITH NEW PARTS AND REASSEMBLED. THE PN OF THE 2 BULKHEADS ARE 0411951-5 AND -6. (TC NR 20060209006)

CA060509003

CESSNA

CONT

 

ALTERNATOR

DEFECTIVE

5/1/2006

150C

O200A

 

DOFF10300F

ENGINE

(CAN) STATOR AND RECTIFIER DEFECTIVE. (TC NR 20060509003)

AU510001800

CESSNA

CONT

 

STIFFENER

CORRODED

12/12/2005

150H

O200A

 

4118991

FUSELAGE

(AUS) LT LANDING GEAR GEAR ATTACHMENT SADDLE (STIFFENER) CORRODED IN AFT LOWER SECTION. EVIDENCE OF DELAMINATION THROUGH THE FULL HEIGHT OF THE LOWER SECTION. SEE ATTACHMENT FOR PHOTOGRAPHS OF DEFECT. (CASA NR 510001800)

CA060316009

CESSNA

CONT

 

EXHAUST VALVE

STICKS

3/1/2006

150H

O200A

 

 

ENGINE

EXHAUST VALVE STICKY.

2006FA0000684

CESSNA

LYC  

 

FITTING

MISINSTALLED

7/17/2006

150M

O320E2D

 

04320052

RT STAB

ON PREFLIGHT INSP, APPLIED A +/- 5 LB UP AND DOWN FORCE ON RT STABILIZER TIP, HEARD A GRUNTING SOUND. FURTHER INVESTIGATION REVEALED A SMALL RELATIVE MOTION BETWEEN STABILIZER AFT FITTING, 0432005-2, AND FUSELAGE. REMOVING NUT OPENED A 0.020 INCH AIR GAP BETWEEN FITTING AND FUSELAGE. CLEANING GAP WITH A CLOTH DIDN’T SHOW ANY METAL PARTICLES. THE FIX WAS TO FABRICATE A 0.020 INCH SHIM. THIS FITTING IS A VERY RIGID CHANNEL SUCH THAT IF THERE WAS AN AIR GAP IT MAY NOT CLAMP ON TO THE FUSELAGE FITTING HARD ENOUGH WITH BOLT TORQUE. THIS MAY NOT BE A DEFECTIVE PART, JUST TOLERANCE STACK UP. LEFT SIDE FITTING WAS CHECKED. IT REQUIRED A 0.010 INCH SHIM. THESE 2 AFT MNT POINTS ARE LOAD CYCLED MORE FREQUENTLY.

2006FA0000685

CESSNA

LYC  

 

FITTING

LOOSE

7/17/2006

150M

O320E2D

 

04320052

RT STAB

ON PREFLIGHT INSP, APPLIED A +/- 5 LB UP AND DOWN FORCE ON RT STABILIZER TIP AND HEARD A GRUNTING SOUND. FURTHER INVESTIGATION REVEALED A SMALL RELATIVE MOTION BETWEEN STABILIZER AFT FITTING, 0432005-2, AND FUSELAGE. REMOVING NUT, OPENED A 0.020 INCH AIR GAP BETWEEN THE FITTING AND FUSELAGE. CLEANING GAP WITH A CLOTH DIDN’T SHOW ANY METAL PARTICLES. FIX WAS TO FABRICATE A 0.020 INCH SHIM. FITTING IS A VERY RIGID CHANNEL THAT IF THERE WAS AN AIR GAP IT MAY NOT CLAMP ON TO FUSELAGE FITTING HARD ENOUGH WITH BOLT TORQUE. THIS MAY NOT BE A DEFECTIVE PART, JUST TOLERANCE STACK UP. LT SIDE FITTING WAS CHECKED. IT REQUIRED A 0.010 INCH SHIM.THESE 2 AFT MOUNTING POINTS ARE LOAD CYCLED MORE FREQUENTLY.

2006FA0000674

CESSNA

LYC  

 

SPRING

BROKEN

6/12/2006

152  

O235*

 

031019613

RUDDER PEDALS

FLIGHT INSTRUCTOR WAS DEMO-ING A STALL TO STUDENT. MANUVER STARTED AT 2700 FT. CONTROLS LOCKED UP- AC WENT NOSE DOWN. FLT INST RECOVERED AT 700 FT. (K)

CA060321010

CESSNA

LYC  

 

CONTROL CABLE

WORN

9/20/2005

172N

O320H2AD

 

S123017

CARB HEAT

(CAN) THIS REPORT HAS BEEN RESUBMITTED. THE INTERNAL PART OF THE BOUDEN CABLE WAS FOUND TO BE EXCESSIVELY WORN DURING INSPECTION. SEE ATTACHED PHOTO (TC NR 20060321010)

CA060509002

CESSNA

LYC  

 

SWITCH

DEFECTIVE

4/28/2006

172N

O320H2AD

 

S21604

LANDING LIGHT

(CAN) PILOT WAS IN CRUISE WITH LANDING LIGHT ON, WHEN SHE SMELLED SMOKE AND NOTICED SMOKE COMING FROM LANDING LIGHT SWITCH. SMOKE STOPPED WHEN SWITCH TURNED OFF AND PILOT SQUAWKED 7700 FOR HELP AND SHE WAS ADVISED TO LAND. AGAIN IT WAS CONFIRMED THAT THE SWITCH WOULD SMOKE WHEN TURNED ON, BUT NOT WHEN OFF. PILOT FLEW AIRCRAFT HOME WITH LANDING LIGHT OFF, WHERE MAINTENANCE CONFIRMED PROBLEM AND REPLACED THE SWITCH. NOTE: THIS IS NOT AN UNCOMMON PROBLEM WITH THESE SWITCHES. (TC NR0 20060509002)

CA060509006

CESSNA

LYC  

 

CYLINDER HEAD

CRACKED

5/4/2006

172P

O320D2J

 

SL32006WAZOP

ENGINE

(CAN) ONE CRACK RUNNING BETWEEN UPPER SPARK PLUG HOLE AND EXHAUST VALVE. SECOND CRACK FROM LOWER SPARK PLUG HOLE EXTENDING APPROX 1 INCH INTO CYL HEAD. (TC NR 20060509006)

AU510001784

CESSNA

LYC  

 

GEAR

DISINTEGRATED

9/8/2005

172P

O360A4M

 

EBB131A

STARTER

ENGINE STARTER MOTOR DRIVE GEAR DISINTEGRATED. ENGINE RING GEAR DAMAGED.

AU510001943

CESSNA

LYC  

 

SERVO

CONTAMINATED

12/12/2005

172R

IO360L2A

 

70148001

FUEL 

(AUS) FUEL SERVO CONTAMINATED WITH OILY RESIDUE LOCATED BEHIND THE VENTURI. CONTAMINATION WAS CONSISTANT WITH PRECISION SIL RS-40.(OTHER CAUSE: ENVIRONMENT ) (CASA NR 510001943)

CA060510002

CESSNA

LYC  

 

RIB  

CRACKED

5/2/2006

172RG

O360F1A6

 

24130015

RUDDER

AT A 100 HOUR INSPECTION A CRACK WAS FOUND UNDER THE LEFT INBOARD RUDDER BAR BLOCK, AT THE MOST FORWARD BOLT HOLE. RUDDER BLOCK HAD ABNORMAL MOVEMENT. CRACK COULD ONLY BEEN SEEN AFTER BLOCK WAS REMOVED.

CA060330001

CESSNA

LYC  

CESSNA

PIN  

CRACKED

3/29/2006

172RG

O360F1A6

 

12802091

NLG ACTUATOR

(CAN) NO GEAR DOWN INDICATION UNTILL RECYCLED SEVERAL TIMES. INSPECTION REVEALED CRACKED DOWNLOCK PIN (REF SEB 95-20)AND WORN ACTUATOR BEARING END PIN HOLE. (TC NR 20060330001)

2006FA0000624

CESSNA

 

CESSNA

SHIMMY DAMPENER

LEAKING

6/7/2006

177B

 

 

174302120

MLG 

PART BECAME SUSPECT WHEN DAMPENER FLUID WAS NOTICED DRIPPING OFF END OF SHAFT. DURING THE CLEANING/INSP. COMPRESSED AIR WAS INTRODUCED TO SHAFT'S OPEN END. AIR BUBBLES WERE OBSERVED AT BASE OF PISTON. FOUND CRACK ON DAMPENER SHAFT AT BASE OF PISTON. CRACK IS NOTICEABLE 360 DEGREES AROUND SHAFT EVEN THOUGH SHAFT IS STILL INTACT. LOSS OF FLUID MAY HAVE EXAGGERATED VIBRATIONS CAUSING SHAFT TO FATIGUE OR MFG HEAT TREATING PROCESSES SINCE SHAFT IS NOT BROKEN COMPLETELY THROUGH. INSPECT IMMEDIATELY IF FLUID IS SEEN DRIPPING FROM THE END OF THE SHAFT. OR, REMOVE AND DYE PENETRANT INSPECT SHIMMY DAMPENER SHAFT AT NEXT 25/50 HOUR MAINTENANCE INTERVAL.

2006FA0000647

CESSNA

LYC  

 

PIN  

BROKEN

6/28/2006

177RG

IO360A1B6

 

20410202

MLG ACTUATOR

ACTUATOR RETAINING PIN, FRACTURED. (K)

2006FA0000646

CESSNA

LYC  

 

SUPPORT

BROKEN

6/28/2006

177RG

IO360A1B6

 

20410201

MLG 

MLG ACTUATOR SUPPORT WEB BROKEN AND CRACKED. (K)

2006FA0000687

CESSNA

 

 

SEAT TRACK

DAMAGED

7/14/2006

180A

 

 

 

 

A BOLT WAS INSTALLED ON THE FORWARD MOST HOLE ON THE SEAT TRACK FOR USE AS A FORWARD STOP. THE SEAT COULD BE POSITIONED OVER THE HOLE AND THE SEAT LOCKING PIN WOULD ENGAGE, BUT NOT FULLY DUE TO THE BOLT PASSING THROUGH THE HOLE. THE MFG DESIGN DOES NOT ALLOW THE PIN TO ENTER THROUGH THE SEAT STOP HOLE.

2006FA0000688

CESSNA

 

 

SEAT

MISINSTALLED

7/14/2006

180A

 

 

 

 

A BOLT WAS INSTALLED ON THE FORWARD MOST HOLE ON THE SEAT TRACK FOR USE AS A FORWARD STOP. THE SEAT COULD BE POSITIONED OVER THE HOLE AND THE SEAT LOCKING PIN WOULD ENGAGE, BUT NOT FULLY DUE TO THE BOLT PASSING THROUGH THE HOLE. THE MFG DESIGN DOES NOT ALLOW THE PIN TO ENTER THROUGH THE SEAT STOP HOLE.

CA060327004

CESSNA

CONT

 

TORQUE LINK

CRACKED

3/21/2006

182G

O470R

 

07436051

NLG 

(CAN) NOSE GEAR UPPER TORQUE LINK WAS FOUND CRACKED INSIDE UPPER CORNER ON THE LT SIDE. FORGING NR 0543034-497, 2014 KAE-2A (TC NR20060327004)

CA060505003

CESSNA

 

 

RIB  

CRACKED

5/5/2006

185F

 

 

 

LT WING

RIB ASSEMBLY ON WING CRACKED AT ATTACHMENT POINT TO SPAR. SPAR WAS UNDAMAGED BUT TRACK WAS REPLACED. AIRCRAFT HAS 10870.3 HOUR ON IT AT TIME OF REPAIR POSSIBLE TIME FATIGUED PART.

2006FA0000669

CESSNA

 

 

CONE BOLT

FAILED

7/12/2006

188B

 

 

NAS15288

LT MLG

LT LANDING GEAR STRUT IB ATTACHMENT BOLT HEAD POPPED OFF DURING TAXI CAUSING PARTIAL GEAR COLLAPSED

CA060514001

CESSNA

CONT

CESSNA

TORQUE LINK

CRACKED

5/13/2006

207  

IO550F

1243800205

12436351

NLG 

(CAN) NOSE LANDING GEAR UPPER TORQUE LINK FOUND CRACKED ON BOTH LT AND RT SIDE OF LWR WEB. CRACK WAS DETECTED VISUALLY DURING 50 HR INSP AND LUBRICATION OF NOSE LANDING GEAR. THIS PART WAS INSTALLED NOVEMBER 2001, PREVIOUS PART HAD SAME CRACKS IN SAME LOCATION. (TC NR 20060514001)

AU510001936

CESSNA

PWA  

MCAULY

BLADE

CRACKED

12/12/2005

208  

PT6A114A

 

 

PROPELLER

PROPELLER BLADE CRACKED AT 40` STATION. FURTHER INVESTIGATION OPENED UP THE CRACK AND FOUND A LARGE AREA OF CORROSION.

CA060207004

CESSNA

PWA  

HARTZL

BOOT

MISSING

2/5/2006

208B

PT6A114A

 

4E256010

PROPELLER

(CAN) WHILE ON A ROUTINE LOCAL TRAINING FLIGHT, THE PILOT EXPERIENCED SEVERE VIBRATION FROM THE ENGINE/PROPELLER. RETURNING TO THE AIRFIELD THE AIRCRAFT WAS LANDED SAFELY. INSPECTION REVEALED THAT ONE PROPELLER BLADE DE-ICER BOOT HAD DETACHED FROM THE BLADE AND WAS MISSING. THE MISSING BOOT HAD BEEN INSTALLED ON SEPT 9/2005 AND HAD ACCRUED 343.7 HRS TSN. (TC NR 20060207004)

CA060403006

CESSNA

PWA  

 

ENGINE

FLAMED OUT

3/5/2006

208B

PT6A114A

 

 

 

(CAN) INFLIGHT THE ENGINE EMITTED A LOUD NOISE, INTERTURBINE TEMPERATURE INCREASED AND THE ENGINE FLAMED OUT. A DEAD-STICK LANDING WAS CARRIED OUT RESULTING IN SIGNIFICANT AIRCRAFT DAMAGE. MFG WILL INVESTIGATE AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED. (TC NR 20060403006)

N8142G

CESSNA

CONT

 

FIREWALL

CRACKED

6/27/2006

210K

IO550*

 

12534095

FUSLEAGE

WHILE UNDERGOING AN ANNUAL INSPECTION THE ENGINE FIREWALL WAS FOUND TO BE CRACKED WHERE THE EXHAUST HANGER BRACKETS ATTACH ON THE LT SIDE. ADDITIONAL CRACKING WAS ALSO FOUND ON THE INNER BULKHEAD.

FAA0607001

CESSNA

CONT

 

FIREWALL

CRACKED

6/27/2006

210K

IO550*

 

12534095

ZONE 100

WHILE UNDERGOING AN ANNUAL INSPECTION THE ENGINE FIREWALL WAS FOUND TO BE CRACKED WHERE THE EXHAUST HANGER BRACKETS ATTACH ON THE LT SIDE. ADDITIONAL CRACKING WAS ALSO FOUND ON THE INNER BULKHEAD.

FAA0607002

CESSNA

CONT

 

FIREWALL

CRACKED

6/27/2006

210K

IO550*

 

12534095

ZONE 100

WHILE UNDERGOING AN ANNUAL INSPECTION THE ENGINE FIREWALL WAS FOUND TO BE CRACKED WHERE THE EXHAUST HANGER BRACKETS ATTACH ON THE LT SIDE. ADDITIONAL CRACKING WAS ALSO FOUND ON THE INNER BULKHEAD.

2006FA0000672

CESSNA

CONT

 

DIODE

INOPERATIVE

1/4/2006

210M

IO520L

 

IN4001

WARNING UNIT

DURING LANDING, FORGOT TO EXTEND THE LANDING GEAR AND GEAR UP LANDING WAS CARRIED OUT. ACCIDENT INVESTIGATION INCLUDED A SATISFACTORY OPS CHECK OF LANDING GEAR RETRACTION/EXTENSION SYSTEM, BUT WARNING HORN FAILED TO OPERATE. AFTER DISASSEMBLING THE WARNING UNIT ASSEMBLY, A BURNED DIODE WAS FOUND OUT. THEN CONSULTED SM AND REALIZED THAT THERE IS NOT A SPECIFIC ITEM TO CHECK THE OPERATION OF THE GEAR WARNING HORN. THIS SITUATION ALSO TAKES PLACE WITH MFG SRM. GEAR INDICATOR LIGHT AND WARNING HORN-CHECK FOR OPERATION (GEAR EXTENDED AND RETRACTED).

CA060207005

CESSNA

CONT

 

AXLE

CRACKED

2/7/2006

305A

O47011

 

0641124

MLG 

(CAN) DURING A STRUCTURAL INSPECTION, A CRACK WAS FOUND IN RADIUS OF PART WHERE THE CYLINDER PORTION MEET THE BLOCK WHERE THE BOLTS ARE. BOTH AXLES (QTY 2) WERE CRACKED. ONE WAS VERY EASY TO SEE. THE OTHER APPEARED UNDER LIQUID PENETRANT. PARTS HAVE BEEN REPLACED BY NEW PARTS. DND HAVE A SPECIAL INSPECTION ON THAT PART FOR THE MFG OPERATED BY THE MILITARY. SOME WERE FOUND WITH CRACKED AXLES 3 YEARS AGO. (TC NR 20060207005)

AU510001798

CESSNA

CONT

 

SHEAR PIN

FAILED

12/12/2005

310R

IO520M

 

332X375TYPE3

ELEVATOR

ELEVATOR ACTUATOR DRIVE SHEAR PINS FAILED.

CA060131003

CESSNA

CONT

 

CABLE

BENT

1/20/2006

337C

IO360C

 

S160315865

FUEL SELECTOR

AIRCRAFT WAS IN CRUISE FLT WHEN THE PILOT ATTEMPTED TO CHANGE LT FUEL SELECTOR FOR FORWARD ENGINE TO A DIFFERENT TANK. WHEN SELECTED THE KNOB STOPPED AT THE 1/2 WAY POINT CAUSING FUEL FLOW AND ENGINE POWER TO DECREASE. THE PILOT SHUT DOWN THE ENGINE AND CONTINUED TO BASE WITHOUT FURTHER INCIDENT. UPON MAINTENANCE INSPECTION, THE SELECTOR CABLE WAS FOUND KINKED. THE SELECTOR MECHANISM AND SELECTOR KNOB MECHANISM WERE BOTH FOUND TO MOVE FREELY. NO OTHER DISCREPENCIES FOUND. NEW CABLE BEING INSTALLED.

CA060508001

CESSNA

CONT

CONT

FUEL LINE

BROKEN

5/4/2006

337G

IO360G

IO360G

630662

REAR ENGINE

SHORTLY AFTER TAKEOFF, THE PILOT OF A CESSNA 337 NOTICED THAT FUEL PRESSURE ON THE REAR ENGINE BEGAN TO DROP OFF AND THE ENGINE BEGAN TO RUN ROUGH. TURNED ON THE ELECTRIC BOOST PUMP AND THE ENGINE CONTINUED TO RUN NORMALLY. ELECTED TO RETURN TO THE AIRPORT AND LANDED WITHOUT INCIDENT. AN INSPECTION OF THE REAR ENGINE REVEALED A BROKEN FUEL INJECTOR LINE FOR THE NUMBER SIX CYLINDER. THE LINE HAD SEVERED COMPLETELY OFF FROM THE FUEL MANIFOLD SPIDER. A SERVICEABLE LINE WAS INSTALLED AND LEAK CHECKS CARRIED OUT. THE AIRCRAFT WAS RETURNED TO SERVICE.

2006FA0000682

CESSNA

CONT

CONT

CRANKCASE

CRACKED

7/17/2006

401B

TSIO520E

 

 

ENGINE

FOUND A CRACK IN BOTH CASE HALF AT THE FOURTH AFT BOLT HOLE FROM FRONT OF CASE AT 12 O'CLOCK POSITION. CRACKS WERE FOUND ON AN INSPECTION OF ENGINE.

2006FA0000683

CESSNA

CONT

CONT

CRANKCASE

CRACKED

7/17/2006

401B

TSIO520E

 

 

ENGINE

FOUND A CRACK IN BOTH CASE HALVES AT THE FOURTH AFT BOLT HOLE FROM FRONT OF CASE AT 12 O'CLOCK POSITION. CRACKS WAS FOUND ON AN INSPECTION OF ENGINE.

CA060510011

CESSNA

CONT

 

TRUNNION

CRACKED

5/2/2006

401B

TSIO520EB

 

5041000206

RT MLG

THE RT MAIN LANDING GEAR OLEO WENT FLAT AFTER LANDING. A CRACK WAS NOTICED ON THE UPPER TRUNNION, JUST UNDER THE SIDE BRACE ATTACH FITTING. THE UPPER TRUNNION WAS REPLACED.

AU510001608

CESSNA

CONT

 

LINE

CRACKED

12/12/2005

402C

TSIO520VB

 

520010785

FUEL DIST

LINE LOCATED IN RT WING ROOT CRACKED. LIMITED INFORMATION PROVIDED.

AU510001594

CESSNA

CONT

 

LINE

WORN

12/12/2005

402C

TSIO520VB

 

560010960

FUEL SYSTEM

(AUS) RT ENGINE FUEL SUPPLY LINE LOCATED BETWEEN FUEL BOWL AND NACELLE CHAFED THROUGH ON WING STRUCTURE LIGHTENING HOLE. FUEL LEAKING INTO WING. (CASA NR 510001594)

AU510001619

CESSNA

CONT

 

HEATER

FAULTY

12/12/2005

404  

GTSIO520M

 

8259JR2

CABIN

(AUS) CABIN HEATER FAULTY. SMOKE IN CABIN. INVESTIGATION FOUND THE FORWARD VENT BLOWER INOPERATIVE DUE MOTOR BRUSH HANGUP. INSPECTION OF THE HEATER FOUND DISCOLORATION ON THE HEATER OUTER SHROUD. INTERNAL INSPECTION FOUND THE PAINT ON THE INSIDE OF THE HEATER SHROUD HAD CAUGHT FIRE RESULTING IN THE SMOKE IN THE CABIN. DUCT OVERTEMP SWITCH ALSO TRIPPED. (CASA NR 510001619)

AU510002082

CESSNA

CONT

 

CIRCUIT CARD

FAILED

8/11/2005

404  

GTSIO520M

 

 

GPS 

GPS DATA CARD FAILED.

AU510001799

CESSNA

CONT

 

SWITCH

UNSERVICEABLE

12/12/2005

404  

GTSIO520M

 

602EN556B

GEAR UPLOCK

(AUS) RT MAIN LANDING GEAR UPLOCK MICROSWITCH FAILED. SWITCH HAD ONLY 54.5 HOURS OPERATION SINCE REPLACEMENT. (CASA NR 510001799)

AU510001489

CESSNA

CONT

 

BEARING

FAILED

12/12/2005

404  

GTSIO520M

 

643503

ENGINE

(AUS) ENGINE METAL CONTAMINATION. WORKSHOP STRIP AND INVESTIGATION FOUND NR 2 AND NR 3 MAIN BEARINGS FAILED. BEARING SHELLS BROKE UP CAUSING DAMAGE TO CRANKCASE AND SEVERE DAMAGE TO CRANKSHAFT WITH CRACKING ON JOURNALS. (CASA NR 510001489)

2006FA0000626

CESSNA

 

 

CABLE

SHORTED

6/12/2006

421A

 

 

K3A2 

LT STARTER

DURING STARTING OF LT ENGINE, SMOKE WAS OBSERVED COMING FROM THE LOUVERS ON TOP OF THE LT ENGINE. THE ENGINE WAS SHUTDOWN AND THE SMOKE SUBSIDED. INSP REVEALED THAT THE 2-GAUGE STARTER AND ALTERNATOR POWER CABLES WERE BURNED IN HALF NEAR THE TURBOCHARGER. FOURTEEN OTHER WIRES IN THE SAME BUNDLE WERE ALSO BURNED IN HALF OR SEVERELY HEAT DAMAGED. THE ELECTRICAL FIRE WAS A RESULT OF THE STARTER CABLE SHORTING TO GROUND ON THE TURBO SUPPORT BRACKET (PN 5155101-20). THE ELECTRICAL WIRE BUNDLE HAD BEEN RESTING ON THIS BRACKET FOR SOME TIME UNTIL THE WIRE INSULATION WAS CHAFFED THROUGH. INSP OF THE OTHER ENGINE REVEALED SIMILAR CHAFFING AND POSSIBLILITY OF A SHORT. (K)

CA060327005

CESSNA

PWA  

 

TIRE

CUT  

3/24/2006

425  

PT6A112

 

650C063

MLG 

(CAN) LT MAIN TIRE POSSIBLE SIDEWALL PUNCTURE DURING LANDING ROLLOUT. NO OTHER DISCREPANCIES NOTED OTHER THAN DAMAGED SIDEWALL. NO DAMAGE TO AIRCRAFT OR OTHER COMPONENTS NOTED. (TC NR 20060327005)

CA060313010

CESSNA

 

LUCAS

BRUSHES

BROKEN

3/7/2006

441  

 

 

M230881320

STARTER GEN

SCHEDULED MX CHECK OF BRUSHES, OPERATOR FOUND 1 BRUSH HAMMERPLATE BROKEN OFF DURING INSPECTION OF BRUSHES. RETURNED UNIT TO OVERHAUL AMO FOR REPAIRS. UNIT HAS ONLY 90 HOURS TSO. AMO FOUND ALL BRUSHES CHIPPED AT T/E AND WORN FROM OSCILLATION MOTION IN BRUSH HOLDERS. ANOTHER BRUSH HAD A BROKEN HAMMERPLATE. ARMATURE COMMUTATOR HAS ONE BAR PROTRUDING ABOVE TURNED DIA BY .003" IND RUNOUT. MAX ALLOWED IS .0002". ARMATURE HAD BEEN REWOUND AT OVERHAUL, SO HAS ONLY 90 HOURS ON IT. STEEL HUB OF COMMUTATOR IS DARKENED, CONSISTENT WITH HIGH HEAT. TO REPAIR, ARMATURE WAS REPLACED WITH REWOUND ONE, AND OEM REGULAR BRUSHES INSTALLED. REMOVED ARMATURE AND BRUSHES ARE QUARANTINED. WRITER IS CONCERNED THAT HIGHER INTERNAL RESISTANCE OF MIRAJ LONG LIFE BRUSHES GENERATED HEAT DURING STARTER-GENERATOR OPERATION THAT EXCEEDED MAX DESIGN OPERATING TEMP OF COMMUTATOR, RESULTING IN COMMUTATOR FAILURE, WHICH DAMAGED THE BRUSHES.

AU510002204

CESSNA

GARRTT

 

UPLOCK HOOK

CRACKED

2/12/2005

441  

TPE331*

 

574122214

LANDING GEAR

(AUS) RT MAIN LANDING GEAR UPLOCK HOOK CRACKED. (CASA NR 510002204)

AU510001814

CESSNA

GARRTT

MCAULY

SPRING

BROKEN

12/12/2005

441  

TPE331*

 

C5022

PROPELLER

(AUS) PROPELLER FEATHERING AND UNREVERSING SPRING FAILED. (CASA# 510001814)

CA060207001

CESSNA

GARRTT

 

AXLE

CRACKED

1/30/2006

441  

TPE33110

 

57411501

NLG 

(CAN) THE FORK, AXLE ASSY WAS SENT TO SHOP FOR BUSHING REPLACEMENT, INPECTION AND PAINTING. THEY FOUND THE AXLE BACK PLATE CRACKED. NEW AXLE FITTED.

AU510001944

CESSNA

GARRTT

 

GOVERNOR

FAULTY

12/12/2005

441  

TPE3318

 

8971604

PROPELLER

(AUS) RT ENGINE PROPELLER GOVERNOR FAULTY. INVESTIGATION CONTINUING. (CASA NR 510001944)

AU510001768

CESSNA

GARRTT

 

BRACKET

CRACKED

12/12/2005

441  

TPE3318

 

58321672

ELEVATOR

(AUS) LT ELEVATOR OB HINGE ASSY IB ATTACHMENT BRACKET CRACKED IN LOWER FORWARD RADIUS. FOUND DURING INSPECTION IAW AD/C400/102 AMDT 3 PART 3. BOTH LT AND RT ELEVATOR OB BRGS STIFF IN OPERATION. (AD/SB DESC: AD/C400/102 AMDT 3 PART 3 ) (CASA NR 510001768)

AU510001769

CESSNA

GARRTT

 

BULB

BURNED OUT

12/12/2005

441  

TPE3318

 

MS25237327

MLG INDICATOR

(AUS) RT MAIN LANDING GEAR POSITION INDICATOR LIGHT BULB BLOWN. (CASA NR 510001769)

AU510002181

CESSNA

GARRTT

 

ACM  

FAILED

12/12/2005

441  

TPE3318

 

73838416

 

AIR CYCLE MACHINE (ACM) FAILED AND EMERGENCY PRESSURISATION VALVE AUTOMATICALLY OPENED.

AU510001776

CESSNA

GARRTT

 

RIB  

CRACKED

12/12/2005

441  

TPE3318

 

57222061

LT WING

LT WING ROOT CANTED RIB UPPER CAP LOCATED AT CWS 26.85 CRACKED.

AU510002089

CESSNA

GARRTT

 

SKIN

CRACKED

10/11/2005

441  

TPE3318

 

57544104

RT NACELLE

UPPER AFT RT NACELLE SKIN CRACKED AND CORRODED.

AU510001809

CESSNA

GARRTT

 

RIB  

CRACKED

2/9/2005

441  

TPE3318

 

5720013S

LT WING

LT WING UPPER FORWARD PN 572001-3S AND AFT PN 572001-5S DRAG ANGLES CRACKED. FOUND DURING EDDY CURRENT INSPECTION IAW CQB03-1 REV 1. EDDY CURRENT INSPECTION REVEALED A TOTAL OF NINE CRACKS ALL AROUND 5MM (0.196IN) IN LENGTH.

CA060322006

CESSNA

 

 

VALVE

STUCK

3/16/2006

525  

 

 

991242322

HYD SYSTEM

LANDING GEAR DID NOT COME UP ON CLIMB. PILOT FOUND COMPLETE FAILURE OF ALL HYDRAULIC SYSTEM. ON TROUBLESHOOTING, FOUND SOLENOID LANDING VALVE SCREEN STUCK ON VALVE SEAT CAUSING COMPLETE BYPASS OF THE HYDRAULIC FLUID. THIS VALVE WAS PLANNED TO BE REPLACED AT NEXT VISIT IAW SB 525-24-10.

CA060324001

CESSNA

WILINT

 

ENGINE

FAILED

3/16/2006

525  

FJ441A

 

 

 

DURING CLIMB-OUT, ENGINE BEGAN TO VIBRATE AND COMPRESSOR STALL. OIL PRESSURE WENT TO ZERO. PILOT PERFORMED SHUTDOWN AND RETURNED TO AIRPORT. POST FLIGHT INSPECTION OF ENGINE REVEALED METAL ON CHIP COLLECTORS AND THE SPOOLS DID NOT TURN FREELY (BEARING NOISE). THE MANUFACTURER WILL PROVIDE A TEARDOWN REPORT SOON.

CA060209001

CESSNA

PWA  

 

HOSE

BURST

1/31/2006

550  

JT15D4

 

CM3574D460B0

HYD SYSTEM

(CAN) LANDING THE CREW DEPLOYED THE THRUST REVERSERS AND GOT 6 LIGHTS FOLLOWED BY (HYD LOW LEVEL) AND (HYD LOW FLOW) LIGHTS. MAINTENANCE FOUND ONE LINE P/N CM3574D460B000S ON THE LT SIDE HAD BURST. REPLACED LINE WITH NEW. INSPECTED BOTH PRESSURE FILTERS AND NO METAL WAS FOUND. THE HYDRAULIC RESERVOIR WAS SERVICED AND THE THRUST REVERSER AND SPEED BRAKES WERE FUNCTION CHECKED. STARTED RT ENGINE TO PERFORM FUNCTION CHECKS. INSPECTED HYDRAULIC FILTERS FOR METAL, NONE FOUND. AIRCRAFT PLACED ON JACKS AND GEAR SWING COMPLETED. AIRCRAFT RETURNED TO SERVICE. (TC NR 20060209001)

2006FA0000680

CESSNA

PWA  

 

SEAT FRAME

CRACKED

6/22/2006

550  

JT15D4

 

551900922

CHAIR

UPPER CHAIR BASE ASSEMBLY CRACKED AT CHAIR BACK ATTACH POINTS. CHAIR WAS REPAIRED IAW STRUCTURAL SEAT REPAIR. (K)

CA060214001

CESSNA

PWA  

 

TUBE

MELTED

2/13/2006

550  

JT15D4

10357626

NN5040

OUTFLOW VALVE

(CAN) DURING UNSCHEDULED MAINT FOR AN UNRELATED MAINTENANCE ISSUE, THE POLYFLOW LINE PROVIDING ATMOSPHERIC REFERENCE PRESSURE TO THE RT OUTFLOW VALVE WAS FOUND MELTED AND OPEN TO CABIN PRESSURE. THE POLYFLOW LINE WAS TOO LONG AND WAS POSITIONED IN SUCH A WAY AS TO REST AGAINST THE EMERGENCY PRESSURIZATION LINE P/N: 6515201-3. THE HEAT FROM THE EMERGENCY PRESSURIZATION LINE CAUSED NYLON TUBING TO MELT. NEW TUBING OF THE CORRECT LENGTH WAS INSTALLED AND ROUTED CLEAR OF THE EMERGENCY PRESSURIZATION LINE. AIRCRAFT WAS RETURNED TO SERVICE. AC SERVICES HAS INITIATED CAMPAIGN 851-21-30-031TO INSPECT THE REST OF OUR FLEET FOR CORRECT INSTALLLATION OF THE POLYFLOW LINE. (TC NR 20060214001)

CA060515007

CESSNA

PWA  

 

BLADE

BROKEN

5/12/2006

560CESSNA

JT15D5

 

 

ACM 

(CAN) THE PILOTS REPORTED THAT THEY HEARED A HUM COMING FROMTHE A/C SYSTEM. THE ACM WAS INSPECTED AND FOUND ONE COMPRESSOR BLADE BROKEN OFF NEAR THE ROOT AND THE OTHER BLADES HAD LEADING EDGE DAMAGE. (TC NR 20060515007)

AU510002092

CESSNA

PWA  

 

BELLOWS

BROKEN

9/11/2005

560CESSNA

JT15D5

 

65525026

AIR INTAKE

LT ENGINE AIR INTAKE ANTI-ICE SYSTEM BELLOWS BROKEN AT WELD.

AU510001945

CESSNA

PWA  

 

LEAD

BROKEN

12/12/2005

560CESSNA

JT15D5

 

 

FLAP SELECTOR

(AUS) FLAP SELECTOR MICROSWITCH POWER WIRE OPEN CIRCUIT. (CASA NR 510001945)

CWQR2006014

CESSNA

 

 

CABLE ASSY

FRAYED

7/12/2006

560XL

 

 

666000134

ELEVATOR TRIM

REQUESTED CABLE INSPECTION OF AFT ELEVATOR TRIM CABLE, BECAUSE AC IN THE FLEET OF THIS SN BLOCK AND TIME SHOWED SIGNS OF FRAYING. DURING INSPECTION FOUND THE CABLE FRAYED AS IT TRANSVERSED THE PULLEY. REMOVED CABLE AND CHAIN ASSEMBLY AND PREFORMED LOOP CHECK, THIS SHOWED MORE STRANDS BROKEN THEN WHEN VISUALLY INSPECTED ON AIRCRAFT. PRIOR TO REMOVAL THE CABLE TENSION WAS CHECKED AND FOUND TO BE WITHIN LIMITS, CABLE AND PULLEYS HAD GOOD ALIGNMENT AND NO ABNORMAL WEAR ON THE PULLEYS. AN SCR HAS BEEN SUBMITTED TO MFG UNDER NR 244358

CWQR2006013

CESSNA

 

 

CONTROL CABLE

FRAYED

6/28/2006

560XL

 

 

666000134

ELEVATOR

DURING A PHASE 1-4 INSPECTION THE ELEVATOR TRIM CABLE ASSEMBLY WAS FOUND TO BE FRAYED WHERE IT PASSES THROUGH THE HORIZONTAL STABILIZER. THE CABLE APPEARS TO HAVE BEEN INSTALLED PROPERLY AND DOES NOT LOOK AS IF IT WAS DAMAGED DURING INSTALLATION. AN SCR HAS BEEN SUBMITTED TO CESSNA CITATION UNDER # 242686

CWQR2006015

CESSNA

 

 

CABLE

FRAYED

7/17/2006

560XL

 

 

666000134

ELEVATOR TRIM

DURING A SCHEDULED INSP ON THIS AIRCRAFT THE OPERATOR REQUESTED THAT WE INSPECT THE AFT CABLES ON THE ELEVATOR TRIM SYSTEM. PRIOR TO REMOVAL WE CHECKED THE CABLE TENSION, FOUND IT TO BE 30 LBS CABLE TENSION SHOULD BE 45 +/-5 LBS AT 75 DEGREES. INSP AFTER THE CABLE WAS REMOVED REVEALED 1 COMPLETE STRAND BROKE AND SEVERAL WIRES. THE DAMAGED AREA WAS LOCATED DIRECTLY OVER THE PULLEY WHEN THE TAB IS IN THE 2-3 DEGREE DOWN POSITION. THIS IS THE FIFTH ELEVATOR TRIM CABLE THIS REPAIR STATION HAS FOUND DAMAGED ON THIS MODEL AIRCRAFT WITH TOTAL TIME OF 5000 +/-500 HOURS. AN SCR HAS BEEN SUBMITTED TO MFR UNDER NR 244926

AU510002069

CESSNA

CONT

 

MOTOR

MISMANUFACTURED

12/12/2005

A150L

O200A

 

C12ST21S

STARTER

(AUS) ENGINE STARTER MOTOR HAD NO DRAIN HOLE DRILLED. THIS ALLOWED OIL TO ACCUMULATE IN THE PINION AREA AND LEAK PAST THE ADAPTER PLATE GASKET.

AU510001919

CESSNA

LYC  

 

BRACKET

CRACKED

9/9/2005

A152

O235L2C

 

4320049

HORIZONTAL STAB

(AUS) HORIZONTAL STABILIZER UPPER PLATE CRACKED IN AREA ADJACENT TO VERTICAL STABILIZER BRACKET ATTACHMENT. CRACK LENGTH 7MM (0.275IN). (AD/SB DESC: SEB 03-6 ) (CASA NR 510001919)

CA060514004

CESSNA

CONT

 

CYLINDER HEAD

CRACKED

4/12/2006

A185E

IO520D

 

TIST712ACA

ENGINE

(CAN) CYLINDERS 3, 1, AND 3 REPLACED DUE TO CRACKED CYLINDER HEAD. ALL CYLINDERS ON THIS ENGINE WHERE REPLACED AT 347.7 HRS SINCE OVERHAUL IAW E.C.I. SB 04-1. (TC NR 20060514004)

CA060515005

CESSNA

CONT

 

SPAR

CRACKED

5/1/2006

A185F

IO520D

 

107326022

HORIZONTAL STAB

(CAN) 1) SPAR (P/N 0732602-2 2) REINFORCEMENT (P/N 0732603-1 3) BRACKETS (P/N 0732101-4 ALL 3 OF ABOVE ITEMS WERE FOUND CRACKED AND REPLACED. (TC NR 20060515005).

CA060509001

CESSNA

CONT

 

FLAP TRACK

CRACKED

5/2/2006

A185F

IO520D

 

122101015

TE FLAPS

(CAN) LT IB FLAP TRACK, FWD ANGLES, AGAINST SPAR FOUND CRACKED AT BEND RADIUS, LOWER END. (TC NR 20060509001)

CA060209003

CESSNA

CONT

 

GOVERNOR

DAMAGED

2/2/2006

R172K

IO360KB

 

 

PROPELLER

(CAN) ENGINE OVERSPEED ON A TOUCH AND GO LANDING AT AIRPORT, ON TAKEOFF. ENGINE WAS REPORTED ROUGH ON THE RETURN FLIGHT. THE INSTRUCTOR AND THE OWNER ONBOARD DECIDED TO DECLARE AN EMERGENCY AND LAND BACK WHERE THE AIRCRAFT IS BASED AT THIS TIME. MAINTENANCE HAS DISCOVERED THAT THE SPARK PLUGS WHERE FOULED AND IN POOR SHAPE THE PROP GOVENOR WAS REMOVED FOUND BITS OF A RUBBER SEAL OR O-RING MATERIAL. GOVERNOR WAS SENT OUT FOR TESTING AND RECERTIFICATION. THIS WORK WAS ACCOMPLISHED ON FEB 8 2006. (TC NR 20060209003)

CA060316002

CESSNA

LYC  

 

TERMINAL

BROKEN

2/27/2006

R182

O540J3C5

 

 

ALTERNATOR

PILOT REPORTED TOTAL LOSS OF ELECTRICAL POWER. FOUND A BROKEN TERMINAL ON ALTERNATOR OUTPUT WIRE. DURING THE GROUND RUN, FOLLOWING REPAIR, ENGINE STARTED NORMALLY FROM THE BATTERY WITHOUT CHARGING FIRST, AND CHARGING SYSTEM FUNCTIONED NORMALLY.

CA060316004

CESSNA

CONT

 

FITTING

GOUGED

3/6/2006

T207A

TSIO520M

 

12212055

LT WING

DURING WING REMOVAL FOR PAINT, LT LOWER WING STRUT FITTING WAS FOUND TO HAVE A GOUGE OF APPROXIMATELY 1/8" FROM STRUT FAIRING SCREW.

CA060511001

CESSNA

CONT

 

DOOR FRAME

CRACKED

5/11/2006

T207A

TSIO520M

 

12118061

FUSELAGE

.5 INCH CRACK FOUND IN LOWER LT DOOR POST JAMB DURING ROUTINE INSPECTION.

CA060201001

CESSNA

CONT

 

SPAR

CRACKED

2/1/2006

T210N

TSIO520R

 

12212352

RT WING

A 100 HR INSPECTION WAS STARTED A CRACK WAS DISCOVERED AT THE RIGHT FRONT SPAROUT BOARD END WHERE IT ATTACHES TO THE SUB SPAR. THE CRACK IS VERTICAL RUNNING APPROXIMATELY 1 1/2 TO TWO INCHES IN LENGTH. THE CRACK STARTS AT THE TOP AND RUNS DOWN THROUGH A RIVET AND CONTINUES ON.

2006FA0000666

CESSNA

CONT

 

IMPELLER

MISMANUFACTURED

6/23/2006

TU206F

TSIO520M

 

629218

OIL SYSTEM

INSTALLED NEW ENGINE FOLLOWED RECOMMENDED PROCEDURES FOR BREAK IN. REMOVED & CUT OPEN OIL FILTER AT 1.4 HRS TTSN, AT 7.9HRS, & AT 24.7HRS. NORMAL PRACTICE WITH A NEW OR OVERHAULED ENGINE. EACH TIME FILTERS WERE NORMAL FOR A NEW ENGINE. ACFT DUE A 100 HR INSPECTION AT 38.9HRS TTSN. DURING INSPECTION, EXCESSIVE METAL APPEARED TO BE BRASS NOTED IN OIL FILTER. TOOK OFF STARTER DRIVE & FOUND NO PROBLEMS. TOOK OFF ROCKER COVERS TO SEE IF A ROCKER ARM BUSHING BAD. DISCOVERED THAT BUSHINGS IN OIL PUMP DRIVEN IMPELLER EXCESSIVELY WORN. IMPELLER WOULD CONTACT AN EDGE WITHIN PUMP. RECEIVED NEW PUMP ASSY. BEFORE INSTALLING PUMP PREFORMED DIMENSIONAL INSPECT OF IMPELLER & SHAFT, WITHIN NEW PARTS LIMITS. FLEW THE ACFT FOR .8 HOURS & CUT OIL FILTER AGAIN. AGAIN AN EXCESSIVE BRASS METAL IN FILTER. PULLED OFF NEW OIL PUMP & MEASURED SAME BUSHING TO SHAFT CLEARANCE OUT OF TOLERANCE.

2006FA0000681

CESSNA

 

 

HANDLE

DEFECTIVE

6/1/2006

U206F

 

 

05170392

REAR DOOR

DOOR HANDLE WAS SPINNING INDEPENDENTLY OF THE MECHANISM FOR THE DOOR LATCH. THE PORTION OF THE HANDLE WITH THE SPLINE IS PRESSED INTO THE HANDLE. THE PRESS FIT WAS DEFECTIVE ALLOWING THE HANDLE TO SPIN FREELY. (K)

AU510001780

CESSNA

CONT

 

CYLINDER

DETERIORATED

12/12/2005

U206F

IO550F

 

AEC631397

ENGINE

ENGINE CYLINDER NICKEL CARBIDE CYLINDER WALL COATING SEPARATED FROM BARREL. AREA OF MISSING COATING WAS APPROXIMATELY 10MM BY 35MM (0.39IN BY 1.37IN) LOCATED AT THE TOP OF THE BORE NEAR THE TOP SPARK PLUG HOLE.

AU510001781

CESSNA

CONT

CONT

SPRING

BROKEN

4/7/2005

U206G

IO520F

 

643109

STARTER ADAPTER

ENGINE STARTER ADAPTER SPRING END TANG BROKEN OFF.

CA060514002

CESSNA

CONT

 

CYLINDER HEAD

CRACKED

5/11/2006

U206G

IO520F

 

TIST712ACA

ENGINE

(CAN) CYLINDERS NR 2 AND NR 4 WHERE FOUND TO BE CRACKED IN THE CYLINDER HEAD DURING A 200 HR INSPECTION. CYLINDER NR 2 HAD 798.1 HOURS SINCE NEW. CYLINDER NR 4 HAD 897.8 HOURS SINCE NEW. TOTAL TIME ON ENGINE IS 1504.2 HOURS SINCE OVERHAUL. ALL CYLINDERS WHERE INSTALLED NEW AT OVRHAUL. CYLINDER NR 4 WAS REPLACED AT 606.4 HRS DUE TO CRACKED CYLINDER HEAD. AT 706.0 HRS CYLINDERS 1,2,3,5,6 WHERE ALL REPLACED DUE CRACKED CYLINDER HEADS DETECTED IN CYLINDER ASSY NR 2,3, AND 6 (TC NR 20060514002)

CA060514003

CESSNA

CONT

 

CYLINDER HEAD

CRACKED

4/29/2006

U206G

IO520F

 

TIST712ACA

ENGINE

(CAN) DURING 200 HR INSPECTION CYLINDERS 1,2, AND 5 WHERE FOUND TO BE CRACKED IN THE CYLINDER HEAD CRACKS WHERE DETECTED VISUALLY AND WITH THE AID OF CYLINDER LEAKAGE CHECK AND SOAP WATER SOLUTION. (TC 20060514003)

AU510002211

CESSNA

CONT

 

BEARING

FAILED

3/11/2005

U206G

IO520F

 

SA642720

ENGINE

CRANKSHAFT NR 2 MAIN BEARING SHELL PROTRUDING MORE THAN NORMAL OUTSIDE OF THE CRANKCASE SADDLE. WHEN THE ENGINE WAS STRIPPED DOWN THE NR 2 BEARING SHELL LOCATED IN THE LT CRANKCASE FELL APART INTO AT LEAST FIVE PIECES. DAMAGE TO THE CRANKCASE WAS ALSO FOUND DUE TO THE FORE AND AFT MOVEMENT OF THE BEARING. SEVERE WEAR IN THE TANG LOCATING AREA.

AU510002212

CESSNA

CONT

 

CRANKSHAFT

DAMAGED

12/12/2005

U206G

IO520F

 

631716

ENGINE

CRANKSHAFT DAMAGED. MAGNETIC PARTICLE INSPECTION OF CRANKSHAFT FOLLOWING NR 2 MAIN BEARING FAILURE (SEE SDR510002211) FOUND INDICATIONS OF HEAT CRACKS ON THE RADIUS OF NR 2 MAIN JOURNAL. CRANKSHAFT WAS REJECTED.

AU510002213

CESSNA

CONT

CONT

SPRING

BROKEN

12/12/2005

U206G

IO520F

 

643109

STARTER ADAPTER

STARTER ADAPTER SPRING BROKEN IN HALF.

AU510002085

CESSNA

CONT

 

CYLINDER

CRACKED

12/12/2005

U206G

IO520F

 

AEC631397A

NR 2 

NR 2 CYLINDER CRACKED AND LEAKING IN AREA LOCATED BETWEEN THE SECOND AND THIRD FINS BACK FROM THE TOP SPARK PLUG HOLE. CRACKS ALSO FOUND UNDER THE TOP SPARK PLUG HOLE, BETWEEN THE SPARK PLUG AND EXHAUST VALVE SEAT INSIDE THE CYLINDER AND INSIDE THE EXHAUST PORT FROM THE EXHAUST VALVE SEAT HEADING TOWARDS THE LOWER SIDE OF THE CYLINDER. CYLINDER FALLS OUTSIDE THE RANGE COVERED BY ECI SB SI04-1.

AU510002064

CIRRUS

CONT

 

ALTERNATOR

FAILED

12/12/2005

SR20

IO360E

 

S4024LP

 

(AUS) ALTERNATOR FAILED. INVESTIGATION FOUND DEFECTIVE INSULATORS AND BATTERY POST TO ALTERNATOR BODY ARCING. (CASA NR 510002064)

AU510002183

CIRRUS

CONT

 

LINE

DAMAGED

12/12/2005

SR20

IO360E

 

11443005

FUEL SYS

(AUS) FUEL PIPES PN 11443-005 AND PN 11444-005 CRACKED/DAMAGED ON FLARES AT THE (T) FITTING ENDS. SWARF WAS ALSO FOUND ON THE FLARES. (CASA NR 510002183)

2006FA0000677

CIRRUS

CONT

 

MUFFLER

DETERIORATED

7/1/2006

SR22

IO550N

 

14836001

EXHAUST

REPLACED LT MUFFLER ON AIRCRAFT DO TO THE DETERIORATED CONDITION OF THE SPARK ARRESTER INSIDE OF THE MUFFLER. LT SIDE SPARK ARRESTER MELTED AND FOLDED OVER. LT MUFFLER, PN 14836001. THE FIRST DETECT REPORT WAS FILED WHEN AC HAD A TT 682 HRS. BOTH LT AND RT SPARK ARRESTERS HAD FOLDED OVER AGAIN. THATS 413 HRS SINCE LAST TIME. RECOMMEND MANDITORY REPLACEMENT AT A SPECIFIED TIME OR REDESIGN OF ARRESTERS. (K)

CA060213004

CNDAIR

GE  

 

LINE

CRACKED

2/10/2006

CL2151A10

CF348C1

 

MM67075294009

NR 2 HYD SYS

(CAN) TOTAL LOSS OF NR 2 HYDRAULIC FLUID, FROM A RUPTURE ON THE PRESSURE MANIFOLD LINE P/N MM670-75294-009. NR 2 HYDRAULIC LINES P/N MM670-75294-009, MM670-75294-005 AND SUPPORT CLAMPS P/N MM670-75800-041, MM670-75800-029 ALL REPLACED. ENGINE DRIVEN PUMP FAILED AND REPLACED. IT IS SUSPECTED THE CAVITATIONS CAUSED BY THE FAILURE OF THE ENGINE DRIVEN PUMP CAUSED EXCESSIVE BUFFETING IN THE HYDRAULIC LINES. THE BUFFETING OF THESE LINES CAUSED DAMAGE TO THE CLAMPS AND RESULTED IN THE HYDRAULIC LINE CHAFING THROUGH UNTIL TOTAL LOSS OF HYDRAULIC FLUID OCCURED. (TC NR 20060213004)

CA060321009

CNDAIR

PWA  

 

FUEL CELL

LEAKING

3/21/2006

CL2151A10

PW123

 

CL21564075

LT WING

(CAN) DURING A SCHEDULED INSPECTION IT WAS OBSERVED THAT THE LEFT HAND WING WAS LEAKING FUEL. ALL 8 FUEL CELLS WERE REMOVED FOR LEAK CHECK AND 6 OUT OF 8 WERE FOUND LEAKING INCLUDING THIS ONE. LEAKING CELLS WILL BE REPLACED. (TC NR 20060321009)

CA060321005

CNDAIR

PWA  

 

FUEL CELL

LEAKING

3/21/2006

CL2156B11215

PW123

 

CL21564001

LT WING

(CAN) WHILE UNDERGOING A SCHEDULED INSPECTION FUEL WAS FOUND DRIPPING FROM THE LT WING. ALL 8 FUEL TANKS WERE REMOVED FOR LEAK CHECK. THIS AND SEVERAL OTHER CELLS WERE FOUND LEAKING INCLUDING THIS ONE. DEFECTIVE CELLS WILL BE REPLACED. (TC NR 20060321005)

CA060321008

CNDAIR

PWA  

 

FUEL CELL

LEAKING

3/21/2006

CL2156B11215

PW123

 

CL21564002

LT WING

(CAN) DURING A SCHEDULED INSPECTION IT WAS OBSERVED THAT THE LT WING WAS LEAKING FUEL. ALL 8 FUEL CELLS WERE REMOVED FO LEAK CHECK AND 6 OUT OF 8 WERE FOUND LEAKING INCLUDING THIS ONE. LEAKING CELLS WILL BE REPLACED. (TC NR 20060321008)

CA060330006

CNDAIR

PWA  

 

FUEL CELL

LEAKING

3/30/2006

CL2156B11215

PW123

 

2156400

RT WING

(CAN) DURING INSPECTION FOR A FUEL LEAK OF THE RT WING. ALL CELLS WERE REMOVED FOR LEAK CHECK. CELLS NR 1,2,4,6 AND 7 WERE FOUND LEAKING. CELLS WILL BE REPLACED. (TC NR 20060330006)

CA060321006

CNDAIR

PWA  

 

FUEL CELL

LEAKING

3/21/2006

CL2156B11215

PW123

 

CL215640026

NR 2 

WHILE UNDERGOING A SCHEDULED INSPECTION FUEL WAS FOUND DRIPPING FROM THE LEFT WING. ALL 8 FUEL TANKS WERE REMOVED FOR LEAK CHECK. THIS AND SEVERAL OTHER CELLS WERE FOUND LEAKING INCLUDING THIS ONE. DEFECTIVE CELLS WILL BE REPLACED.

CA060321007

CNDAIR

PWA  

 

FUEL CELL

LEAKING

3/21/2006

CL2156B11215

PW123

 

CL215640022

NR 6 

DURING A SCHEDULED INSPECTION IT WAS OBSERVED THAT THE LEFT WING WAS LEAKING FUEL. ALL 8 FUEL CELLS WERE REMOVED FOR LEAK CHECK AND 6 OUT OF 8 WERE FOUND LEAKING INCLUDING THIS ONE. LEAKING CELLS WILL BE REPLACED.

CA060612005

CNDAIR

PWA  

BOMBDR

PRESSURE SWITCH

INTERMITTENT

6/12/2006

CL2156B11215

PW123

 

215T752322

ELEVATOR SYS

DURING A FLIGHT, HAD 3 SUCCESS IFS INPUTS FROM THE ELEVATOR SYSTEM THEY WERE IN NORMAL MODE AND SUDDENLY ITS WENT TO MANUAL MODE AND BACK TO NORMAL IN A COUPLES OF A FEW SECONDS WITHOUT ANY ACTION FROM THE CREWS .

CA060515002

CNDAIR

GE  

 

VENT LINE

CORRODED

5/3/2006

CL600*

CF341A

 

600626401

FUEL 

(CAN) MASTER REFUEL PANEL CHECK TO CHECK VALVE FOR OP, FUEL CAME OUT OF LT NACA SCOOP APPROX 2 GALLON, THEN STOP. MAINT WAS ADVISE THIS WAS ONLY HAPPEN WHEN AC WAS PARKED OVERNIGHT. FIGURED THERE WAS A BAD O-RING IN VENT SYS. FUEL WAS DRAINED, FUEL PANELS REMOVED. NOTICED ON VENT LINE, FUEL WAS LEAKING THRU IT. FOUND PIPE HAD A HOLE, CORRODED. PIPE HAD A CAP INTALLED TO THIS VENT LINE, AN UNNAPROVED MOD WAS C/O ON VENT SYS. SB CAME OUT YEARS EARLIER TO REMOVE DRAIN LINE THAT WAS CONNECTED TO PIPE TO DRAIN ANY FUEL THAT COLLECTED IN VENT SYS BY USE OF EJECTOR PUMP. THIS UNAPPROVED MOD, WATER COLLECTED AT BOTTOM OF PIPE, CORRODED THRU. SB WAS COMPLIED WITH, SYSTEM CHECK SERVICABLE (TC NR 20060515002)

2006FA0000625

CNDAIR

GE  

 

TUBE

CHAFED

6/20/2006

CL6002B16

CF34*

 

604752383

HYD SYSTEM

PRESSURE LINE FROM NR 1 ENGINE DRIVEN PUMP CHAFED AT AFTMOST CLAMP LOCATION (NEAR NR 1 SYSTEM RESERVOIR) UNTIL THE LINE FAILED UNDER PRESSURE CAUSING A COMPLETE LOSS OF NR 1 HYDRAULIC SYSTEM IN FLIGHT. CLAMP CUSHION FAILED CAUSING METAL TO METAL CONTACT. SUSPECT THAT DEFECT WAS NOT READILY VISIBLE BEFORE FAILURE. (K)

CA060208001

CNDAIR

 

 

THROTTLE CABLE

BROKEN

1/30/2006

CL6002B19

 

 

1603730007

COCKPIT

(CAN) THE LT ENGINE WOULD NOT GO BELOW 82 PERCENT WHEN THE THROTTLE WAS RETARDED TOWARD IDLE. THE LT ENGINE WAS SHUT DOWN IAW QRH INSTRUCTION. TROUBLESHOOTING REVEALED THE CABLE ASSEMBLY FROM THE GEARBOX TO MFC BROKEN. CABLE WAS REPLACED IAW AMM. (TC NR 20060208001)

CA060319001

CNDAIR

 

 

WINDSHIELD

FAILED

3/19/2006

CL6002B19

 

 

 

COCKPIT

(CAN) APROX 19 MIN AFTER TAKEOFF, AIRCRAFT REPORTED SMOKE, SPARKS AND FIRE IN THE COCKPIT, COMING FROM THE PILOTS WINDSHIELD. WINDSHIELD HEAT WAS IMMEDIATELY SWITCHED OFF AND FIRE/SPARKS EXTINGUISHED. AIRCRAFT RETURNED TO BLOCKS. INITIAL VERBAL REPORT FROM MAINTENANCE CONTROL INDICATES THAT THE PILOT WINDSHIELD HEAT TERMINAL BLOCK IS BURNED, THERE IS SOME SOOT ON THE COCKPIT CELING PANEL AND A SMALL PORTION(TC NR 20060319001)

CA060515001

CNDAIR

GE  

 

PANEL

MISSING

5/10/2006

CL6002B19

CF343A1

 

2285008114

NOSE COWL

(CAN) DURING FLT NR 1 ENG NOSE COWL LWR ACCESS PNL DEPARTED AC (ACCESS PNL). FLIGHT EXPERIENCED A SLIGHT BUFFET DURING FLT. UPON LANDING, FLT CREW DISCOVERED NOSE COWL LWR ACCESS PNL WAS MISSING. DAMAGE TO TRANSLATING COWL, UPPER NOSE COWL ACCESS PNL, CAUSED BY DEPARTING LWR ACCESS PNL. NR OF LWR ACCESS PNL FASTENERS WERE FOUND STILL ATTACHED MAIN ENG COWLING. PORTION OF DEPARTED ACCESS PNL WAS FOUND 1500 FT SHORT OF RUNWAY (REMAINDER OF PNL SEC WAS NOT RECOVERED). NEW LWR COWL ACCESS PNL WAS INSTALLED, DAMAGED TRANSLATING COWLING, UPPER NOSE COWL ACCESS PNL WERE REPLACED. SHORTS SB (INSP OF COWLING ACCESS PNL FASTENERS ISSUED SEPT/05) IS PRESENTLY BEING CARRIED OUT ON FLEET.

CA060211002

CNDAIR

GE  

 

WINDOW

CRACKED

2/7/2006

CL6002B19

CF343A1

 

NP1393226

COCKPIT

(CAN) THE COPILOT SIDEWINDOW CRACKED IN DESCENT. WINDOW REPLACED, AIRCRAFT RELEASED TO SERVICE. (TC NR 20060211002)

CA060211003

CNDAIR

GE  

 

TURNBUCKLE

SEPARATED

10/12/2005

CL6002B19

CF343B1

 

 

THROTTLES

(CAN) WHEN STARTING APPROACH, THROTTLES WERE PULLED BACK, A LOUD BANG WAS WITNESSED AND FELT IN A/C. ENG NR 1 STARTED TO LOSE POWER IMMEDIATELY, FOLLOWED BY LOW OIL PRESSURE WARNING. ITT ROSE UP TO 1230 DEG CELSIUS AND HIGH ENGINE VIBRATION WERE FELT. ENG WAS SHUTDOWN BY CREW. SINGLE ENG APPROACH AND LANDING, UNEVENTFUL LANDING. DURING INSP, MAINT FOUND BOTH TURNBUCKLES STG 2 OF VG LINKAGE WERE FOUND SEPARATED FROM VG SHAFT. SOME DAMAGED COMPRESSOR BLADES OF LAST FOUR STAGES WERE OBSERVED. CAUSE FOR STAGE 2 TURNBUCKLE PROBLEMS IS (MOST LIKELY)INTERFERENCE BETWEEN VG SHAFT CLEVIS AND TURNBUCKLE JAM NUT ITSELF. BRG ROD END SHEARED CLOSE TO THE NUT. (TC NR 20060211003)

CA060211004

CNDAIR

GE  

 

BLADES

DAMAGED

10/11/2005

CL6002B19

CF343B1

 

 

COMPRESSOR

(CAN) FLIGHT CREW REPORTED SEEING HIGH NR 1 ENGINE ITT > 900 DEG CELSIUS, TOGETHER WITH ENGINE VIBRATION. N1 STARTED TO SPOOL DOWN AND FLUCTUATING N2 WAS SEEN. CREW SHUTDOWN THE ENGINE AND RETURNED TO DEPARTURE. SUCCESSFUL SINGLE ENGINE LANDING WAS PERFORMED. FAN AND TURBINE LOOKED NORMAL AND TURNED NORMALLY. GEARBOX TURNED AND ALSO SEEMS NORMAL. CHIP DETECTOR FOUND CLEAN. OIL FILTER SHOWED A SMALL AMOUNT OF CHIPS. OIL IN GEARBOX LOOKED NORMAL. FOUND IN EXHAUST A LOT OF METAL CHIPS. BORESCOPE INSPECTION OF THE AIRFLOW SECTION SHOWED DAMAGED COMPRESSOR ROTOR BLADES STAGE 10 THROUGH 14. (TC NR 20060211004)

CA060403004

CNDAIR

GE  

 

SHROUD

FAILED

3/5/2006

CL6002B19

CF343B1

 

601R626765

COLLECTOR BOX

(CAN) DURING A POST HEAVY CHECK INSPECTION IT WAS DISCOVERED THAT A FUEL LEAK COMING OFF THE FUSELAGE DRAINS AT STATION 559.00 AND 574.00. AFTER INVESTIGATION, IT WAS DETERMINED THAT THE FUEL LEAK WAS COMING FROM THE FUEL COLLECTOR BOX SHROUD (P/N 601R62676-5). A BRACKET INSIDE THE COLLECTOR BOX IS BROKEN AND CHAFED ON THE LT ENGINE FEED LINE. THE AIRCRAFT IS CURRENTLY DOWN AND AWAITING PARTS (TC NR 20060403004)

CA060318002

CNDAIR

GE  

 

SELECTOR VALVE

FAILED

3/12/2006

CL6002B19

CF343B1

 

601R7520617

NLG 

(CAN) A GEAR DISAGREE MESSAGE ON EICAS ALONG WITH MASTER WARNING AFTER GEAR DOWN SELECTION. ON INVESTIGATION, IT WAS NOTED NLG DID NOT SHOW DOWN AND LOCKED. DOING A FLY BY, CONTROL TOWER WAS ABLE TO VERIFY THE NLG WAS NOT DOWN. CREW PROCEEDED WITH QRH PROCEDURES AND ACTIVATED MANUAL RELEASE HANDLE WITHOUT OBTAINING THE DESIRED RESULT. THE MLG HANDLE WAS THEN CYCLED AND ONLY THEN DID THE GEAR INDICATE DOWN AND LOCKED. AN EMERGENCY WAS DECLARED. THE AIRCRAFT LANDED WITHOUT FURTHER EVENT. MAINTENANCE REPLACED THE NLG SELECTOR VALVE AND UPLOCK ACTUATOR. ALL SUBSEQUENT CHECKS IAW AMM. AIRCRAFT WAS RELEASED BACK TO SERVICE. NLG UPLOCK ACTUATOR P/N 1660-103, S/N NGL10329/99 TSN 15283.42 (TC NR20060318002)

CA060320008

CNDAIR

GE  

 

WINDOW

CRACKED

3/15/2006

CL6002B19

CF343B1

 

NP1393225

COCKPIT

(CAN) EN ROUTE DISCOVERED 2 CRACKS IN LT SIDE WINDOW, DIVERTED. LT SIDE WINDOW REPLACED AND TESTED IAW AMM PROCEDURE. AIRCRAFT RETURNED TO SERVICE. (TC NR 20060320008)

CA060318001

CNDAIR

 

 

APU  

ODOR

3/15/2006

CL6002C10

 

 

WE38007703

 

(CAN) CREW REPORTED SMOKE AFT LAV WARNING MSG ABORTED T/O AND EVACUATED PAX THROUGH MAIN DOOR ON RUNWAY. REPORTED SMELL ONLY, NO VISIBLE SMOKE. SOURCE OF SMOKE SMELL BELIEVED TO BE APU BLEEDS. APU WAS REPLACED IAW AMM. (TC NR 20060318001)

CA060131001

CNDAIR

 

 

WIRE HARNESS

DAMAGED

1/24/2006

CL6002C10

 

 

 

 

DURING T/S OF INOP LAV LIGHTS, FOUND 6 WIRES BELOW FLOOR, RT SIDE AFT FWD SERVICE DOOR DAMAGED, BURNED. SMALLER HARNESS IS ROUTED UNDER LARGER HARNESS. TWO BUNDLES WERE NOT SECURED AND THIS ALLOWED 2 HARNESSES TO RUB UNTIL CENTER CONDUCTORS EXPOSED AND A POWER AND GROUND MADE CONTACT RESULTING IN BLACK RESIDUE ON THE HARNESSES. WIRING WAS REPLACED AND HARNESS SECURED TO ELIMINATE THE FOULING. FOLLOWING WIRES ARE DAMAGED, OUTER JACKET DAMAGE WIRE NO ATA SYSTEM FBF7941-22 28-40-00, REFUEL/DEFUEL PANEL FBG6885-18 33-21-00, RT CEILING LT DIM/BRT FBG6884-18 33-21-00, RT CEILING LT DIM CONTROL CORE EXPOSED WIRE NO ATA SYSTEM FBF6420-22 33-24-00, FASTENER SEAT BELT SIGN FBH6770-22 33-22-00, PSU TEST FBH6771-22 33-22-00 PSU RESET, ALL SIX (6) WIRES HAVE SPLICE REPAIRS. DAMAGED BUNDLE WAS TY-WRAPPED TOGETHER, DAMAGE WAS WIRE ON WIRE.

CA060514005

CNDAIR

 

 

WINDSHIELD

CRACKED

5/10/2006

CL6002C10

 

 

NP13932112

COCKPIT

(CAN) RT WINDSHIELD CRACKED ON CLIMBOUT AT 7000 FT, A/C RETURNED TO BASE. WINDSHIEL WAS REPLACED IAW AMM. THIS WAS A POST SB WINDHIELD. (TC NR 20060514005)

CA060208002

CNDAIR

 

 

CONTROL CABLE

STUCK

1/19/2006

CL6002C10

 

 

6224404101

ELEVATOR

(CAN) DURING APPROACH ELEVATOR CONTROL STUCK MOMENTARILY. APPROX 5 LB CONTROL FORCE BROKE ELEVATOR CONTROL FREE. ELEVATOR CONTROL OPERATED NORMALLY FOR APPROACH AND LANDING. AUTO PILOT PITCH SERVO CONDITION AND CABLE TENSION, PERFORMING A SLIP CLUTCH CHECK OF THE PITCH SERVO MOUNT, PERFORM OPERATIONAL CHECK OF THE AUTOPILOT SYSTEM. ALSO COMPLETED LUBRICATION OF THE ELEVATOR SERVO IAW REQUEST. ALL CHECKS WERE GOOD AND LUBRICATION COMPLETED (TC NR 20060208002)

CA060403001

CNDAIR

GE  

 

WINDSHIELD

BROKEN

3/28/2006

CL6002C10

CF348C1

 

NP13932113

COCKPIT

(CAN) ENROUTE THE OUTER PLY PILOT WINDSHIELD SHATTERED AND IMPAIRED CAPT'S VIEW . A/C DIVERTED WINDSHIELD REPLACED, AIRCRAFT DECLARED SERVICEABLE. (TC NR 20060403001)

CA060503010

CNDAIR

GE  

 

WINDSHIELD

CRACKED

4/20/2006

CL6002C10

CF348C1

 

601R3303318

COCKPIT

RIGHT FORWARD WINDSHIELD CRACKED DURING DESCENT FROM 350 TO 330. REMOVED AND INSTALLED F/O'S WINDSHIELD. RIGHT FORWARD WINDSHIELD CRACKED DURING DESCENT FROM 350 TO 330. REMOVED AND INSTALLED F/O'S WINDSHIELD.

CA060515003

CNDAIR

GE  

 

VENT LINE

CORRODED

5/3/2006

CL6012A12

CF341A

 

600626401

 

(CAN) REFUELLING WAS C/O, MASTER REFUEL PANEL CHECK C/O TO CHECK VALVE FOR OPERATION, WHAT WAS NOTICED, FUEL CAME OUT OUT OF THE LT NACA SCOOP APPROXIMATE 2 GALLON, THEN STOP. MAINT WAS ADVISED,THIS WAS ONLY HAPPENING WHEN A/C WAS PARK OVERNIGHT. SO MAINT CREW FIGURED THAT THERE WAS A BAD O-RING IN VENT SYS. A/C RETURED TO MAINT, FUEL WAS DRAINED AND FUEL PANELS REMOVED, FOUND VENT LINE, FUEL WAS LEAKING THRU IT. PIPE WAS REMOVED, FOUND PIPE HAD A HOLE THRU IT, CORRODED. PIPE HAD AN A CAP INTALLED TO THIS VENT LINE, A UNAPPROVED MOD WAS C/O ON VENT SYS. BY DOING THIS UNAPPROVED MOD WATER COLLECTED AT BOTTOM OF PIPE AND CORRODED THRU. S/B WAS COMPLIED WITH AND SYSTEM CHECK SERVICABLE. (TC NR 20060515003)

CA060403003

CNDAIR

 

 

OUTFLOW VALVE

FAILED

2/19/2006

CL604

 

 

1036322

CABIN PRESSURE

(CAN) ON A FLIGHT DURING CLIMB OUT AT FL 110 AND CLEARED FOR FL150 A (CABIN ALT) EICAS MESSAGE POSTED. THE CREW OBSERVED THAT CABIN ALTITUDE WAS CLIMBING IN AN UNUSUAL HIGH RATE. WHEN CABIN ALTITUDE REACHED 10000 FEET CREW DECIDED TO CONTROL IN MANUAL MODE. NO RESPONSED WAS NOTED. NOW GOR A MASTER WARNING DUE TO CABIN ALTITUDE HIGHER THAN 10000 FEET AND O2 MASKS DROPPED AND CREW PUT THEIR OWN MASKS ON. CREW DECIDED TO LEVEL OFF AT 15000 FEET AND FERRY FLOWN THE AIRCRAFT AT LOW LEVEL. ALSO OUTFLOW VALVE P/N 103664-2 WAS REPLACED AS BOTH VALVES FAILED THE TO PASS THE AMM TESTING. (TC NR 20060403003)

CA060504007

CNDAIR

GE  

 

BRACKET

FRACTURED

4/25/2006

CL604

CF34*

 

600913563

TRANSMITTER

PRIOR TO A/C DEPARTURE, AND DURING A GROUND CHECK OF THE FLIGHT SPOILERS, THE LT SPOILER INDICATED IT WAS EXTENDED WHILE SURFACE WAS PHYSICALLY IN STOWED POSITION (AS COMMANDED BY SPOILER LEVER). FLIGHT SPOILER POSITION TRANSMITTER WAS INSPECTED AND FOUND TO BE LOOSE. MAINTENANCE SECURED TRANSMITTER, AND ITEM WAS DEFERRED IN ACCORDANCE WITH MEL. BRACKET WAS REPLACED UPON RETURN IN ACCORDANCE WITH AMM. BRACKET WAS FOUND WITH FRACTURES IN TWO PLACES ON BORE OF PART.

CA060317004

DHAV

PWA  

 

TORQUE TUBE

FAILED

3/16/2006

DHC2MKI

R985AN14B

 

C2UT473

WATER RUDDER

(CAN) WHILE TAXING FLOAT EQUIPED AIRCRAFT, PILOT HAD COMPLETE FAILURE OF WATER RUDDER STEERING SYSTEM. UPON INSPECTION IT WAS FOUND THAT THE TORQUE TUBE HAD CRACKED, SPLITTING INTO TWO PIECES. FURTHER VISUAL INSPECTION FOUND THAT THE TORQUE TUBE WAS SEVERLY CORRODED INSIDE. THIS CORROSION WAS MOST LIKELY CAUSED FROM WATER COLLECTING INSIDE THE TUBE DUE TO LACK OF DRAINAGE BECAUSE OF THE TILLER BAR WHICH IS ATTACHED HORIZONTALLY AT THE BASE OF THE VERTICAL TORQUE TUBE. (TC NR 20060317004)

CA060321012

DHAV

PWA  

 

TUBE

UNSERVICEABLE

3/3/2006

DHC2MKI

R985AN14B

 

C2FS3203A

BIRD CAGE

DIAGONAL BIRD CAGE TUBE FOUND TO BE BELOW LIMITS DURING ULTRASONIC INSPECTION.

CA060329002

DHAV

PWA  

 

CYLINDER HEAD

CRACKED

3/27/2006

DHC2MKI

R985AN14B

 

 

ENGINE

(CAN) PILOT REPORTED JUST AFTER T/O, HEARD A POP AND THE ENGINE LOST A BIT OF POWER WITH SLIGHT VIBRATION. JUST AFTER THIS HE COULD SMELL A BIT OF BURNED OIL SMELL. AIRCRAFT RETURNED TO POINT OF DEPARTURE. INSPECTION INTO PROBLEM FOUND THAT NR 7 CYLINDER HAD SEPARATED BETWEEN HEAD AND BARREL. CYLINDER HAD 136.2 HRS SINCE OVERHAUL. ULTRASONIC INSPECTION OF CYLINDER IAW A/D 78-08-07 WAS CARRIED OUT AT OVERHAUL. CYLINDER ASSEMBLY WAS REPLACED AND AIRCRAFT WAS RETURNED TO SERVICE (TC NR 20060329002)

CA060512006

DHAV

PWA  

 

FLAP

CRACKED

5/8/2006

DHC2MKI

R985AN14B

 

C2E1079

CARB HEAT

(CAN) THE CARB HEAT FLAP ASSEMBLY HAD CRACKED UNDER THE DOUBLER PLATE, ALONG THE RIVET ATTCH LINE THAT CONNECTED THE FLAP/DOOR TO THE ACTUATING SHAFT BRACKET. (TC NR 20060512006)

CA060211001

DHAV

PWA  

 

PLATE

DAMAGED

2/10/2006

DHC2MKI

R985AN14B

 

 

PROPELLER

(CAN) SHEARED RIVETS ON BACKPLATE FACE. (TC NR 20060211001)

CA060321011

DHAV

PWA  

 

STRUT

FAILED

1/30/2006

DHC2MKI

R985AN14B

 

C2FS3282A

DOOR POST

(CAN) ULTRASONIC INSPECTION REVEALED THAT THE RT DOOR POST STRUT HAD FAILED THE INSPECTION CRITERIA. NEW DOOR POST STRUTS INSTALLED. (TC NR 20060321011)

CA060512003

DHAV

GARRTT

 

BOLT

FAILED

5/9/2006

DHC3

TPE33112UHR

 

C3US1563

RT WHEEL

(CAN) WHILE PERFORMING A 100 HOUR INSPECTION ON THE MLG WHEEL SKIS, MAINTENANCE FOUND THE RT WHEEL SKI ATTACH BOLT P/N:C3US156-3 TO BE BENT AND CRACKED. BOLT ATTACHES THE SKI BRACKET ASSEMBLY LINK P/N: C3US108-34 TO THE MLG STRUT AND AXLE. THE BOLT HAS CRACKED AT THE START OF THE RADIUS WHERE THE DIAMETER OF THE BOLT CHANGES FRON .500 NR DIA TO .750 IN DIA IT APPEARS THAT THE CRACK OCCURED ON THE TOOLING MARK. (TC NR 20060512003)

CA060321013

DHAV

PWA  

 

HINGE BRACKET

DAMAGED

2/3/2006

DHC3

R134059

 

C3FS4727

HORIZ STAB

BOTH THE FORWARD HORIZONTAL STABILIZER ATTACH HINGE BRACKETS (C3FS472-7 RT AND C3FS473-7 LT) WERE FOUND TO BE BUSHED BEYOND SERVICEABLE LIMITS. VIKING AIR HAD GIVEN A MAXIMUM OD OVERSIZE BUSHING OF .500. DURING INSPECTION THE BUSHINGS WERE MEASURED AT .650 + BOTH BRACKETS WERE REPLACED WITH NEW PARTS.

CA060321015

DHAV

PWA  

 

FUEL CELL

DAMAGED

12/15/2005

DHC3

R134059

 

C3PT315

WING 

ALL OF THE BLADDER STYLE FUEL CELLS REQUIRED EXTENSIVE WORK OR REPLACEMENT, PN# C3PT31-5, C3PT32-5, C3PT33-5, C3PT34-5 THE FUEL CELLS WERE REPLACED AS REQUIRED. THE AVERAGE DATE OF THE TANK MANUFACTURE WAS NOTED TO BE 1956.

CA060321014

DHAV

PWA  

 

BAR  

CORRODED

2/1/2006

DHC3

R134059

 

C3FS145

WING 

DURING A VISUAL INSPECTION OF THE OTTER TIE BAR ASSEMBLY A LARGE COLLECTION OF DEAD FLY CARCASSES WERE FOUND CRAMMED INTO THE "U" CHANNEL SECTION OF THE TIE BAR. ON FURTHER INVESTIGATION WITH THE BUG BIOMASS IT BECAME EVIDENT THAT THE BAR HAD STARTED TO EXFOLIATE. THE TIE BAR ASSEMBLY WAS REPLACED. A CONTRIBUTING FACTOR TO THE FAILURE MAY HAVE BEEN THE FACT THAT THE INSPECTION HOLES THAT WERE INCORPORATED TO INSPECT THE TIE BAR HAD NEVER BEEN ADEQUATELY RESEALED AFTER THE LAST INSPECTION.

CA060321017

DHAV

PWA  

 

HOUSING

WORN

2/9/2006

DHC3

R134059

 

C3CF1267

ELEV QUADRANT

THE ELEVATOR QUADRANT BEARING HOUSING WAS WORN BEYOND LIMITS AT THE BEARING ATTACH POINTS, REF NRB538.

CA060322001

DHAV

PWA  

 

HOUSING

WORN

2/9/2006

DHC3

R134059

 

C3CF1277

RUDDER QUADRANT

THE RUDDER QUADRANT BEARING HOUSING WAS WORN BEYOND LIMITS AT THE BEARING ATTACH POINTS/PIVOT POINT.

CA060321016

DHAV

PWA  

 

BULKHEAD

CRACKED

1/3/2006

DHC3

R134059

 

C3FS3413

FUSELAGE

THE FOLLOWING FLOOR SUPPORTING STRUCTURE WAS FOUND TO BE UNSERVICEABLE IN THE CABIN AREA PN NR C3FS34-13 BULKHEAD LOWER STATION 133.33, C3FS13-27 BULKHEAD LOWER STATION 153.77, C3FS51-27 BULKHEAD LOWER STATION 174.2, C3FS58-15 BULKHEAD LOWER STATION 194.00 REPEATED HEAVY LOADS TO THE FLOOR AREA OVER 23'000 HRS HAD DAMAGED OR WEAKENED THE STRUCTURAL INTEGRITY OF THE FLOORBEAM ATTACH POINTS. ALL OF THE TOP BULKHEAD FLANGES WERE DAMAGED AT THE INTERSECTION OF THE FLOORBEAMS REF #C3FS351-2. THIS DEFECT IS ESPECIALLY IMPORTANT SINCE THE REAR CABIN SEAT/SEAT BELT RESTRAINT IS INDIRECTLY ATTACHED TO THE FLOOR BULKHEADS.

CA060322002

DHAV

PWA  

 

FITTING

WORN

2/9/2006

DHC3

R134059

 

C3CF1073

T/E FLAP

BOTH INBOARD FLAP(C3CF104-5) TUBE END ASSEMBLIES (LT AND RT WINGS) C3CF107-3 WERE REPLACED DUE TO WEAR AND LOOSE ATTACH FASTENERS. FAILURE OF THE PLUG END ON THE FLAP CONTROL TUBE COULD LEAD TO AN ASYMMETRIC FLAP CONDITION.

CA060502006

DHAV

 

 

PUMP

FAILED

4/30/2006

DHC4A

 

 

6307901

HYDRAULIC SYS

AFTER REPLACING A PUMP DUE TO TIME-EX, NEXT 3 PUMPS INSTALLED FAILED. ALL FAILED DUE TO SHAFT SHEARING. FILTERS PULLED AFTER 1ST FAILURE, THERE WAS ONLY TRACE EVIDENCE OF METAL AND NOTHING ELSE. FILTER WAS CLEANED, REINSTALLED IAW MM. AFTER NEXT 2 FAILURES FILTERS PULLED AGAIN WITH NO METAL FINDINGS. FIRST FAILED PUMP, DISASSEMBLED IT TO TRY AND FIND CAUSE FOR FAILURE. DISASSEMBLY FOUND 2 OF PISTONS SEIZED DUE TO OVERHEATING AND SEPARATED FROM SWASH PLATE. 1 PISTON HAD END TORN OFF AND HAD GENERATED A FAIR AMT OF METAL CONTAM INTERNALLY TO PUMP. STILL INVESTIGATING CAUSE OF OVERHEATING THAT FAILED ORIG PUMP. UNABLE TO CHECK OTHER 2, SHIPPED ALREADY. AWAITING THE REPAIR SHOPS REPORT.

CA060313002

DHAV

 

 

BUSHING

MISMANUFACTURED

3/8/2006

DHC6

 

 

C6FSM182031

ADAPTOR

(CAN) THE RAISED BUSHING AREA OF THE ADAPTOR ARE NOT MACHINED AT THE CORRECT ANGLE. BOTH MACHINED SURFACES ARE ANGLED AFT, THIS CAUSES THE HORIZONTAL AND VERTICAL STABILZERS TO SIT OFF SET ON AN ANGLE AND NOT DOWN FLUSH. MARKING ON THE ADAPTOR ALONG WITH THE PN ARE NR 451443, W/O 0928, AUG 11/99 AND FIRST ARTICAL. PLEASE REFER TO S/B 6/454 AND 6/516 FOR MORE DETAILS. (TC NR 20060313002)

CA060315004

DHAV

PWA  

 

RELAY

FAILED

3/9/2006

DHC6200

PT6A20

 

A700AP

REVERSE CURRENT

A/C SHUT DOWN AFTER FLT, CREW REPORTED NR 2 GENERATOR WARNING LIGHT DID NOT ILLUMINATE. A/C WAS RUN FOR TROUBLESHOOTING, DURING WHICH TIME GEN FUNCTIONED INTERMITTENTLY. WHEN ENGINES WERE SHUT DOWN, SMOKE BEGAN TO EMANATE FROM THE ELECTRICAL BAY IN THE CABIN CEILING. ALL ELECT PWR WAS REMOVED FROM AIRCRAFT AND SMOKING STOPPED. INVESTIGATION REVEALED THAT NR 2 REVERSE CURRENT RELAY HAD FAILED INTERNALLY AND WAS HEAVILY HEAT DAMAGED. LARGE ELECTRICAL LEADS ATTACHED TO IT SHOWED SIGNS OF OVERHEATING AS WELL. ALL DAMAGED WIRING WAS REPLACED, AS WELL AS THE RT REVERSE CURRENT RELAY AND THE RT VOLTAGE REGULATOR. AIRCRAFT WAS RETURNED TO SERVICE.

CA060208011

DHAV

PWA  

 

FCU  

FLUCTUATES

2/2/2006

DHC6200

PT6A20

 

25244392

ENGINE

(CAN) WHEN AC WAS ABOUT 10 MIN FROM LANDING, ON DESCENT, ENG POWER LEVERS WERE RETARDED FROM 38 LBS OF TORQUE. THE RT ENGINE TQ AND T5 STARTED FLUCTUATING. RT POWER LEVER WAS BROUGHT BACK FURTHER BUT TQ AND T5 CONTINUED TO RISE. RT POWER LEVER WAS PUT TO IDLE AND PROP LEVER TO FULL FINE IN AN ATTEMPT TO REDUCE TQ AND T5 HOWEVER BOTH PARAMETERS STILL INCREASED FURTHER TO 55 LBS OF TQ AND 900 DEGREES ON T5. ENG WAS SHUT DOWN AND THE AC LANDED WITHOUT INCIDENT. FCU WAS REPLACED, RIGGED AND ENGINE RUN-UPS COMPLETED. AC WAS FLOWN BACK TO BASE. RT POWER SECTION WAS REMOVED AND SENT FOR AN OVER TORQUE INSPECTION, AND THE FCU SENT FOR REPAIR. (TC NR 20060208011)

AU510001604

DHAV

PWA  

 

PANEL

MISMARKED

3/6/2005

DHC6200

PT6A27

 

 

INSTRUMENT PANEL

NO LABELS ON DUAL RADIOS/INDICATORS AND ADVISORY LABELS AS REQUIRED BY ANO 108.34 SECTION 6.2.

AU510001605

DHAV

PWA  

 

FUEL SYS

FAULTY

11/7/2005

DHC6200

PT6A27

 

 

 

FUEL SYSTEM SUSPECT FAULTY. LIMITED INFORMATION PROVIDED.

CA060208012

DHAV

 

 

MOUNT

BROKEN

10/19/2005

DHC6300

 

 

PK73507217

RT ENGINE

(CAN) ON TAKE-OFF THERE WAS A NOISE AND THE AC NOSE HAD AN UNCONTROLLED PITCH UP, AND IT YAWED TO THE RT AND THE TORQUE PRESSURE FELL TO 80 PERCENT. THE TAKE-OFF WAS ABORTED AND THE AC RETURNED TO THE DOCK. IT WAS THAN DISCOVERED THAT THE RT ENGINE MOUNT WAS BROKEN. (TC NR 20060208012)

CA060208008

DHAV

 

 

LONGERON

FRACTURED

2/1/2002

DHC6300

 

 

73507217

LT NACELLE

(CAN) ON TAKE-OFF THE ENGINE TORQUE INDICATION OBSERVERED DROPPING OFF, ABORTED TAKE-OFF. OBSERVED LEFT ENGINE SAGGING IN THE COWLING. (TC# 20060208008)

CA060208010

DHAV

 

 

MOUNT

BROKEN

5/7/2004

DHC6300

 

 

73512562

RT ENG

(CAN) AFTER LIFT-OFF IT WAS NOTICE A POWER LOSS ON THE RT TORQUE GAUGE. THE WEATHER CONDITIONS WERE VERY BAD THE POWER WAS REDUCED AND THAN THE A/C LANDED 2 MINUTES AWAY. WHEN THE A/C WAS SECURE AND ENGINE SHUT OFF IT WAS NOTICED THAT THE ENGINE MOUNTS ON THE RT ENGINE WERE BROKEN AND THE COWLING OPENED 2 INCH WITH SOME POPPED LATCHES. RT FLIGHT CONTROLS WERE FOUND DAMAGED. (TC NR 20060208010)

CA060208013

DHAV

 

 

MOUNT

BROKEN

2/28/2005

DHC6300

 

 

73512562

LT ENGINE

AFTER A SMOOTH LANDING, THE A/C HIT AN ABNORMALLY LARGE WAVE, WHICH CAUSED THE A/C TO GET AIRBORNE THAN CAME DOWN HARD ON A SMALLER WAVE, WHICH RESULTED IN A LARGE JOLT TO THE A/C. IT WAS THEN NOTICED THAT THE LT ENGINE AND POWER LEVERS HAD SHIFTED FORWARD. IT WAS ALSO NOTICED THAT THE LT ENGINE HAD DROPPED A BIT.

CA060208014

DHAV

 

 

MOUNT

BROKEN

10/19/2005

DHC6300

 

 

73512562

ENGINE

(CAN) AFTER LANDING IT WAS NOTICED NO REVERSE ON THE RT ENGINE AND THE THERE WAS STIFFNESS IN THE OPERATION OF THE POWER LEVERS THAN IT ULTIMATLLY GOT STUCK. MAINTENANCE IDENTIFIED THE PROBLEM AS A BROKEN ENGINE MOUNT. (TC NR20060208014)

CA060208015

DHAV

 

 

MOUNT

BROKEN

1/30/2006

DHC6300

 

 

73512562

ENGINE

(CAN) THE PILOT REPORTED AFTER LANDING THE LT ENGINE WAS BROKEN. THE MAINTENANCE CREW REPLACED THE BROKEN TOP LT ENGINE MOUNT ALONG WITH THE VIBRATION ISOLATOR AND NEW GASKETS AND ATTACHMENT BOLTS. (TC NR 20060208015)

CA060210001

DHAV

PWA  

 

FITTING

CRACKED

2/9/2006

DHC6300

PT6A27

 

C6WM102727

RT WING

(CAN) UPON INSPECTION OF WING FRONT SPAR ADAPTER FITTINGS IAW REO 6-57-30-013, CRACKS WERE FOUND ON THE LT AND RT WING FRONT SPAR ADAPTER FITTINGS AS FOLLOWS; LT WING, BETWEEN WING STATION 35.15 AND 47.5, ONE CRACK BETWEEN 5TH AND 6TH RIVET. LT WING, BETWEEN WING STATION 47.5 AND 60.0, ONE CRACK BETWEEN THE 7TH AND 8TH RIVET. RT WING BETWEEN WING STATION 35.15 AND 47.5, ONE CRACK BETWEEN 4TH AND 5TH RIVET. AIRCRAFT ADVISED. (TC NR 20060210001)

CA060330005

DHAV

PWA  

 

MOUNT

MISMANUFACTURED

3/30/2006

DHC6300

PT6A27

 

C6WM151928

ENGINE

(CAN) ENGINE MOUNT PLATE INCORRECTLY MANUFACTURED. THE HOLE FOR THE ENGINE MOUNT BOLT (MS21250-06042) IS NOT DRILLED AT THE CORRECT ANGLE. THE HOLE FROM THE MOUNT PLATE TO THE FITTING, ENGINE MOUNT P/N C6WM 1517-28 DOES NOT LINE UP. MARKINGS ON THE PLATE ARE, P/N C6WM 1519-28, W/O14947/1 AND AUG 12/04. (TC NR 20060330005)

AU510002187

DHAV

PWA  

 

RETAINING RING

MISSING

12/12/2005

DHC6300

PT6A27

 

AS3217146

PROPELLER SHAFT

ENGINE PROPELLER SHAFT ADAPTER PLUG RETAINING RING MISSING. ADAPTER PLUG P/N 3013146 DISLODGED AND LOOSE IN THE PROPELLER SHAFT INTERNAL BORE. RETAINING RING COULD NOT BE FOUND. SUSPECT RETAINING RING HAD NOT BEEN INSTALLED. PERSONNEL/MAINTENANCE ERROR. AIRCRAFT IS REGISTERED IN PNG.

CA060504002

DHAV

PWA  

 

DRIVE ASSY

FAILED

3/27/2006

DHC7102

PT6A50

 

4006719904

ELEVATOR SERVO

CLIMB TO FL 120, AT FL 085 COMMUNICATION ESTABLISHED WITH APPROACH, AND INSTRUCTED TO MAINTAIN FL 080. CAPT TOLD GO TO DESCENT AND MAINTAIN 080, AUTOPILOT WAS ENGAGED, CAPT REALIZED A/C WAS STILL CLIMBING AND THE WHEEL TRIM WAS TRIMMING FULL NOSE-UP, FO PUSHING ON CONTROL COLUMN, CAPT IMMEDIATELY DISENGAGE AUTO-PILOT, RESULT WAS A SUDDEN PITCH ATTITUDE CHANGE, A/C STARTED TO VIBRATE AND A VERY SCARY MOVEMENT OF A/C FOLLOWED. FLT RESUMED NORMALLY AFTERWARD, AND LANDED SAFELY AT AIRPORT. THE FOLLOWING WAS CARRIED OUT TO T/S & RECTIFY SNAG. AUTO-PILOT FUNCTION CHECKED, FOUND TOUCH CONTROL STEERING NOT WORKING. AUTO-PILOT COMPUTER REPLACED, ELEVATOR SERVO REPLACED, AS PER MM 22-10-00. AUTO-PILOT FUNCTION CHECK CARRIED OUT AS PER MM 22-10-00, SYSTEM WORKED OK. ELEV CNTRL SYS INSPECTED FOR SECURITY AND TRAVEL FROM COLUMN TO ELEV SPRING TAB, ALL ITEMS FOUND SERVICEABLE. ELEV TRIM INSPECTED FOR TRAVEL, SERVO AND CHAIN INSPECTED, NO DEFECTS FOUND. PITCH DISCONNECT MECH INSPECTED EACH ELEVATOR SYSTEM INDEPENDENTLY CHECKED FOR FULL TRAVEL, NO DEFECTS FOUND. A/C TEST FLOWN, NO DEFECTS FOUND. A/C RELEASED TO SERVICE.

2006FA0000636

DHAV

 

 

WIRE

FAILED

5/1/2006

DHC8*

 

 

 

EXCITER

EXCITER ROTOR LEAD WIRES BREAK AT SOLDER CONNECTION TO DIODE. (K)

2006FA0000637

DHAV

 

 

WIRE

FAILED

5/1/2006

DHC8*

 

 

 

EXCITER

EXCITER ROTOR LEAD WIRES BROKEN AT SOLDER CONNECTION TO DIODES. (K)

CA060315002

DHAV

PWA  

 

CARBON SEAL

DAMAGED

3/14/2006

DHC8*

PW120A

 

3037223

NR 2 ENGINE

IN CRUISE, AT FL200, OBSERVED SHORT INTERMITTENT ILLUMINATION OF OIL PRESS WARN LIGHT OF NR 2 ENG. IND OF SLIGHT OIL PRESS FLUCTUATIONS OF CORRESPONDING GAUGE COUPLED WITH HIGHER OPERATING OIL TEMP ON NR 2 ENG. CREW DECIDED TO DIVERT A/C TO BASE WHERE NORM APPROACH AND LANDING. INVESTIGATION REVEALED SLIGHTLY LWR THAN NORM OIL LEVEL NR 2 ENG. OIL LEVEL ADJUSTED TO MM LEVELS AND FOLLOWING SATIS ENG GROUND RUNS A/C RETURNED TO SERVICE. FOLLOWING DAY OF OPERATION, INVESTIGATIONS WERE UNDERTAKEN TO ENSURE OIL CONSUMPTION NOT COMPROMISED AND DURING INVESTIGATIONS IT WAS REVEALED SEALING FACE OF BREATHER SYS CARBON SEAL DAMAGED WHICH COMPROMISED EFFICIENCY ON BREATHER SYSTEMS OP RESULTING IN INCREASED OIL CONSUMPTION. CARBON SEAL WAS REPLACED AND A/C RETURNED TO SERVICE WHERE OP W/OUT INCIDENT.

CA060210009

DHAV

 

 

ANGLE

CORRODED

2/10/2006

DHC8102

 

 

85310109

BULKHEAD

(CAN) DURING A C-CHECK HEAVY CORROSION WAS FOUND ON THE FRONT PRESSURE BLK STA 120.0 ON THE LOWER AFT CAP ANGLE P/N 85310109 AND ON THE FORWARD CAP ANGLE P/N 85310108. THE DAMAGE WAS SUBMITTED TO MFG WHO ISSUE A SPECIFIC REPAIR TO BE CARRIED OUT. (TC NR 20060210009)

CA060330007

DHAV

PWA  

 

CONTACTOR

STUCK

3/30/2006

DHC8102

PW120A

 

SM601BA20A1

HYD CIRCUIT BRKR

(CAN) AFTER TAKE-OFF THE PILOTS WERE COMPLETING THE AFTER TAKE-OFF CHECKS AND THEY NOTICED THAT THE NR 2 HYDRAULIC STANDBY POWER UNIT WAS INDICATING PRESSURE EVEN WITH THE SPU SELECTED OFF. THE PILOTS ELECTED TO RETURN TO BASE FOR FURTHER INVESTIGATION. THE MAINTENACE STAFF FOUND THAT THE HYDRAULIC REMOTE CIRCUIT BREAKER CONTACTOR WAS STUCK IN THE ON POSITION. CONTACTOR WAS REPLACED AND AIRCRAFT WAS RETURNED TO SERVICE. (TC NR 20060330007)

CA060327002

DHAV

PWA  

 

SHAFT

SEIZED

3/23/2006

DHC8102

PW120A

 

745583

TE FLAPS

AFTER LANDING, THE PILOT WAS UNABLE TO RETRACT THE FLAPS. UPON INVESTIGATION BY MAINTENANCE, THE FLAP SECONDARY DRIVE CABLE WAS FOUND SIEZED (THE INNER CABLE HAD BROKEN STRANDS WHICH JAMMED THE CABLE). THE SECONDARY DRIVE CABLE WAS REPLACED AND THE AIRCRAFT RETURNED TO SERVICE.

CA060203001

DHAV

PWA  

 

FUEL LINE

DAMAGED

2/1/2006

DHC8102

PW120A

 

8280127119

LT ENGINE

IT WAS DISCOVERED DURING OVERNIGHT ROUTINE MAINTENANCE THAT THE FUEL LINE IN THE LT ENGINE COMPARTMENT HAD BEEN IN CONTACT WITH A BRAIDED SHIELDED WIRE HARNESS CAUSING SEVERAL PIN HOLES WITHIN THE FUEL LINE CAUSING AN ATOMIZING EFFECT OF THE FUEL WITHIN THE ENGINE NACELLE. FUEL LINE WAS REPLACED AND WIRE HARNESS RESECURED TO ENSURE TO CONTACT WITH FUEL LINE. AIRCRAFT GROUND RUN AND RELEASED INTO SERVICE.

CA060508006

DHAV

PWA  

 

RELAY

SEPARATED

5/8/2006

DHC8102

PW121

 

CL12068161

NR 2 ECU

DURING THE ACCOMPLISHEMENT OF THE TASK 7320/02 (OPERATIONAL CHECK OF DUPLICATED ECU POWER SUPPLIES AND INTEGRITY OF DIODES), THE 7611-K4 (ENG NR 2 ECU) RELAY BASE WAS FOUND UNGLUED. THIS SITUATION REMOVED ALL THE POWER FOR THE ECU AND LIVE THE ENGINE IN MANUEL MODE. IN ADDITION, THE FREE RELAY BASE GIVE THE OPPORTUNITY OF SHORTING TO THE ELECTRICAL PINS WITH THE ADJACENT STRUCTURE.

CA060508003

DHAV

PWA  

 

RELAY

DAMAGED

5/8/2006

DHC8106

PW121

 

CL12068161

NR 1 ECU

DURING A "C" CHECK INSPECTION, DURING THE OPERATIONAL CHECK OF "DUPLICATED ECU POWER SUPPLIES AND INTEGRITY OF DIODES CHECK" (TASK 73-20-02), THE BASE OF THE RELAY 7611-K3 (ENG NR 1 ECU) WAS FOUND UNGLUED. WITH THIS RELAY DISCONNECTED, THE ECU OF THIS ENGINE GOES IN MANUAL MODE DUE TO THE FULL LOSS OF POWER. IN ADDITION, THE FREE RELAY BASE RESULT IN A HI-RISK OF SHORTING WITH THE STRUCTURE.

AU510002214

DHAV

PWA  

 

PUMP

FAILED

12/12/2005

DHC8202

PW123D

 

5008269H

FUEL 

NR 2 ENGINE DRIVEN FUEL PUMP INPUT SHAFT SHEARED. FUEL PUMP COULD TURN FREELY.

CA060322010

DHAV

PWA  

 

FUEL CONTROL

LOOSE

3/15/2006

DHC8301

PW123

 

324485318

ENGINE

DURING CRUISE PILOT REPORTED ENGINE PARAMETERS WANDERING. NH +-0.4% NL +- 0.2%, RPM +- 2 . MAINTENANCE INSPECTION FOUND POWER LEVERS ARMS LOOSE (LOW TORQUE/STILL COTTER PINNED ARMS RETIGHTEN AT ALL PIVOT POINTS AND RE-COTTER PINNED. AIRCRAFT RETURNED TO SERVICE FUEL CONTROL UNIT HAD BEEN INSTALLED FOR 1106 HR/1331 CY.

CA060322007

DHAV

PWA  

 

CONNECTOR

BURNED

3/21/2006

DHC8311

PW123

 

MS3476L2241S

ELEVATOR HEAT

(CAN) DURING CLIMB POSITION LT CIRCUIT BREAKER POPPED. MAINTENANCE TROUBLE SHOOTING FOUND REAR PRESSURE BULKHEAD (STA 708.45) PLUG CONNECTOR (9811-J9) TO HAVE SEVERAL BURNED PINS. ELEVATOR HORN HEAT , LOGO LIGHTS AND AFT POSITION LTS ARE ALL CONNECTED THRU THIS CONNECTOR PLUG. ELEVATOR HORN HEAT, POSITION LIGHTS , AND LOGO LIGHTS HAD REPORTED PREVIOUS INTERMITTANT FAULTS. CONNECTOR REPLACED AND TESTED SERVICEABLE. (TC NR 20060322007)

CA060216001

DHAV

PWA  

BFGOODRICH

BEARING

FAILED

2/15/2006

DHC8311

PW123

 

03600923

STARTER GEN

(CAN) ORIG SNAG (STARTER SWITCH DOES NOT AUTO DELATCH) DRIVE END BEARING FAILURE (03-6009-23) STARTER GENERATOR HAS BEEN MODIFIED TO -008 (S/B -8-24-81) (TC NR 20060216001)

AU510001956

DHAV

PWA  

 

CONTROL COLUMN

LOOSE

4/10/2005

DHC8315

PW123

 

82710081

COCKPIT

(AUS) RT CONTROL COLUMN LOWER ATTACHMENT RIVETS LOOSE. CONTROL COLUMN HAD APPROXIMATELY 5MM (0.196IN) FORE AND AFT MOVEMENT WHEN LOCKED. (CASA NR 510001956)

AU510002207

DHAV

PWA  

 

HOSE

RUPTURED

12/12/2005

DHC8315

PW123

 

DSC252B40124

NR 2 HYD SYS

NOSE LANDING GEAR DRAG STRUT RETRACTION ACTUATOR FLEXIBLE HOSE RUPTURED. LOSS OF NR 2 HYDRAULIC SYSTEM FLUID.

AU510001931

DHAV

PWA  

 

TRANSMITTER

FAILED

12/12/2005

DHC8315

PW123

 

APT761000100DW

OIL PRESSURE

LT ENGINE OIL PRESSURE TRANSMITTER FAILED.

AU510001599

DHAV

PWA  

 

LANDING GEAR

LOCKED

12/12/2005

DHC8315

PW123

 

 

NOSE 

NOSE LANDING GEAR FAILED TO RETRACT. INVESTIGATION FOUND THE LANDING GEAR GROUND LOCK STILL FITTED. GROUND LOCK HAD NOT BEEN STOWED FOLLOWING PUSHBACK. PERSONNEL/MAINTENANCE ERROR.

AU510001924

DHAV

PWA  

 

FAIRING

BIRD STRIKE

12/12/2005

DHC8315

PW123

 

85350966

RT WING ROOT

(AUS) RT WING ROOT FAIRING SUFFERED A FRUIT BAT STRIKE DURING LANDING. THE BAT CAUSED A HOLE IN THE KEVLAR FAIRING BUT DID NOT PENETRATE. THE HOLE SIZE WAS APPROXIMATELY 180MM (7.08IN). (OTHER CAUSE: BIRDSTRIKE ) (CASA NR 510001924)

CA060316008

DIAMON

 

 

BLADE

CRACKED

3/15/2006

DA20C1

 

 

W69EK763

PROPELLER

CRACK FOUND ON TRAILING EDGE OF PROPELLER TIP.

CA060314002

DIAMON

CONT

GARMIN INTL

CIRCUIT BOARD

BURNED

2/2/2006

DA20C1

IO240B

 

GMA340

AUDIO PANEL

THREE GARMIN AUDIO PANELS GMA 340 HAD TO BE SENT BACK TO GARMIN FOR REPAIRS DUE TO A SHORT CIRCUIT OCCURRING WHEN PLUGGING IN HEADSETS WITH THE MASTER SWITCH ON. FIRST WAS ON JANUARY 17, 2006, LAST TWO OCCURRED ON SAME DAY FEB 2, 2006. OPERATING AIRCRAFT FOR A LITTLE MORE THAN TWO YEARS, SUSPECTED FIRST FAILURE MAY HAVE BEEN AN ISOLATED EVENT DUE TO FACT THAT REPLACEMENT OF UNIT, WITH A LOANER, FROM ATLANTIC AVIONICS, WORKED JUST FINE. DIAMOND ISSUED SB DAC1-23-01 REV 0 TITLED DA20 C1 - GMA 340 ISOLATION DIODES ISSUED 08 DECEMBER 2004. NOT PROVIDED A COPY OF BULLETIN UNTIL AFTER FAILURES.

CA060504004

DIAMON

CONT

 

ENGINE

FAILED

4/26/2006

DA20C1

IO240B

 

 

 

ENGINE QUIT ON APPROACH, ONCE LANDED THE PILOT RESTARTED THE ENGINE AND TAXIED TO THE PARKING AREA. THE AIRCRAFT WAS INSPECTED AND IT SEEMS TO BE FUEL PRESSURE THAT WAS THE CAUSE OF THE ENGINE FAILURE. RIGGING AND MULTIPLE TESTS WERE CONDUCTED AND THE PROBLEM DID NOT RE-APPEAR.

CA060330003

DOUG

 

 

MOUNT

CRACKED

3/30/2006

600N

 

 

500N3139

GEARBOX

(CAN) CRACKS WERE FOUND IN THE MOUNT IS SIMILAR LOCATION ON 2 COMPANY AIRCRAFT. (TC NR 20060330003)

CA060323002

DOUG

PWA  

 

CYLINDER

CRACKED

3/11/2006

DC3CS1C3G

R183092

 

1830 

NR 13

THE EXHAUST EAR OF NR 13 CYLINDER DEVELOPED A CRACK WHICH AFFECTED THE VALVE CLEARANCE OF THE EXHAUST VALVE, RESULTING IN A ROUGH RUNNING ENGINE. CYLINDER ASSEMBLY WAS REPLACED AND AIRCRAFT RETURNED TO SERVICE.

AU510001795

DOUG

PWA  

 

ENGINE

MALFUNCTIONED

12/12/2005

DC3CS1C3G

R183092

 

 

 

ENGINE SHUT DOWN DUE TO ROUGH RUNNING. INVESTIGATION CONTINUING.

2006FA0000640

DOUG

 

 

CARRIER ASSY

CRACKED

7/5/2006

MD83

 

 

35006931

UNKNOWN

CARRIER PN 3500693-1 FOUND CRACKED DURING PENERANT INSPECTION OF PART. PART WAS BEING INSPECTED FOR OVERHAUL REPAIR, CRACK IS BEYOND REPAIR LIMITS.

CA060129018

EMB  

PWA  

 

TURBINE BLADES

FRACTURED

12/28/2005

EMB110*

PT6A34

 

 

GAS GENERATOR

DURING CRUISE, ENGINE EXPERIENCED AN UNCOMMANDED POWER REDUCTION ACCOMPANIED BY NOISE. ENGINE WAS SHUT DOWN IN FLIGHT. SUBSEQUENT INSPECTION REVEALED FRACTURED COMPRESSOR TURBINE BLADES.

CA060214005

EMB  

PWA  

 

BLOWER

BURNED

2/13/2006

EMB110P1

PT6A34

 

C180559A1

CABIN AIR

(CAN) DURING CRUISE FLIGHT, WITH NO PASSENGERS ON BOARD, THE CREW NOTICED AN ELECTRICAL BURNING SMELL IN THE AIRCRAFT AND SMOKE IN THE CABIN. THE AIRCRAFT WAS DIVERTED TO THE NEAREST SUITABLE AIRPORT AND LANDED. UPON INVESTIGATION MAINTENANCE PERSONNEL DISCOVERED THAT THE SMELL AND SMOKE WAS COMING FROM THE CABIN BLOWER. THE CABIN BLOWER WAS DISABLED AND DEFERRED AND A GROUND RUN WAS COMPLETED WITH NO FURTHER SMOKE OR BURNING SMELL NOTED. THE AIRCRAFT WAS THEN RETURNED TO SERVICE. ONCE THE AIRCRAFT RETURNED TO A MAINTENANCE BASE THE BLOWER WAS REMOVED AND SENT OUT FOR REPAIR AND A COMPONENT STRIP REPORT. (TC NR 20060214005)

CA060328002

EMB  

PWA  

 

CHANNEL

CRACKED

3/26/2006

EMB110P1

PT6A34

 

1101411073004

HORIZONTAL STAB

(CAN) DURING COMPLETION OF A 6C INSP, MAINT FOUND A CRACK IN THE FWD LT HORIZONTAL STABILIZER MACHINED CHANNEL. THIS PARTICULAR INSP WAS COMPLETED DUE TO AD 83-03-03R6 REQUESTING AN INITIAL INSP AND MODIFICATION OF ATTACHMENT AREA. INITIAL REQUIREMENTS WERE PREVIOUSLY COMPLETED BY A PREVIOUS OPERATOR. A REPEAT INSP IS NOW CALLED UP DURING 6C INSP AS REQUIRED BY AD. CRACK WAS FOUND IN NEW MODEL OF MACHINED CHANNEL PART NR 110-4A-1411-07-16 THAT WAS PREVIOUSLY REPLACED. A VISUAL INSP OF ALL SURROUNDING AREA WAS COMPLETED AND AN EDDY CURRENT INSPECTION OF REMAINING FITTING WAS COMPLETED AND NO OTHER DISCREPANCY WAS FOUND. CHANNEL WILL BE REPLACED AND AIRCRAFT WILL BE RETURNED TO SERVICE. (TC NR 20060328002)

AU510001811

EMB  

PWA  

BFGOODRICH

BOLT

BROKEN

12/12/2005

EMB120

PW118A

314461

MS2125005016

MGL WHEEL

(AUS) LT OB MAIN WHEEL TIE BOLTS BROKEN. INVESTIGATION CONTINUING. (CASA NR 510001811)

AU510001929

EMB  

PWA  

 

CONTROL WHEEL

CRACKED

12/12/2005

EMB120

PW118A

 

12006325007

COCKPIT

CAPTAIN`S CONTROL WHEEL CRACKED AT BEND APEX.

CA060208004

EMB  

 

 

MODULE

FAULTY

2/8/2006

ERJ190100IGW

 

 

70282721801

SPOILERS

(CAN) SPOILER FAULT CAUTION AT 33000. THE AIRCRAFT DID YAW AS A SPOILER PANEL EXTENDED AND RETRACTED. QRH PROCEDURES CARRIED OUT. SPOILERS CONFIRMED RETRACTED VISUALLY FROM CABIN. IB MULTIFUNCTION SPOILERS INDICATED A FAULT ON MFD FLIGHT CONTROL PAGE FLT CTRL NO DISPATCH AFTER LANDING. ACTION: FLIGHT CONTROL MODULE REPLACED IAW AMM 27-03-02 (TC NR 20060208004)

AU510001949

FOKKER

RROYCE

 

SKIN

LIGHTNING STRIKE

12/12/2005

F28MK0100

TAY62015

 

 

FUSELAGE

EVIDENCE OF LIGHTNING STRIKE ON FUSELAGE AT STN 9305, STN 9805 AND STN 10253. INVESTIGATION CONTINUING.

AU510001963

FOKKER

RROYCE

 

DRIVE SHAFT

SHEARED

7/10/2005

F28MK0100

TAY65015

 

 

STARTER

NR 2 ENGINE AIR STARTER DRIVE SHAFT SHEARED.

AU510002086

FOKKER

RROYCE

 

IDG  

FAULTY

9/11/2005

F28MK0100

TAY65015

 

740508

AC GENERATOR

LT ENGINE INTEGRATED DRIVE GENERATOR (IDG) FAULTY. LT GENERATOR LINE CONTACTOR P/N S6002206 ALSO CHANGED.

AU510002087

FOKKER

RROYCE

 

PRESSURE SWITCH

FAULTY

10/11/2005

F28MK0100

TAY65015

 

 

FUEL SYSTEM

FUEL TRANSFER PUMP PRESSURE SWITCH FAULTY.

AU510001802

FOKKER

RROYCE

HONEYWELL

MOTOR

SHEARED

12/12/2005

F28MK0100

TAY65015

 

51895411

STARTER

APU STARTER MOTOR DRIVE SHAFT SHEARED.

AU510001947

FOKKER