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

361

bald eagle watching over three eggs

AUGUST

2008

 


CONTENTS

AIRPLANES

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

DE HAVILLAND......................................................................................................................... 6

GULFSTREAM............................................................................................................................ 7

HAWKER.................................................................................................................................... 8

HELICOPTERS

MDH............................................................................................................................................ 9

POWERPLANTS

ECI............................................................................................................................................. 10

LYCOMING.............................................................................................................................. 10

AIR NOTES

INTERNET SERVICE DIFFICULTY REPORTING (iSDR) WEB SITE................................... 11

IF YOU WANT TO CONTACT US......................................................................................... 13

AVIATION SERVICE DIFFICULTY REPORTS...................................................................... 13

 


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 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

CESSNA

Cessna: 180J; Chafed Fuel Line; ATA 2820

A mechanic writes, “Two aileron cables, one flap cable, and the fuel line are all routed through the L/H lower aft door post area. This fuel line is protected by a plastic sleeve, but an (aileron) cable wore through the sleeve (and began cutting) into the fuel line. This line (P/N 0500106-326) is approximately 20 inches long with four bends. I suggest a one time inspection in case other aircraft might have this problem.”

(A search of the FAA Service Difficulty Reporting System data base revealed five additional reports for this part number, all from similar chafing cables. See following pictures.)


 

DRAWING OF WHOLE PLANE SHOWING POSITION OF FUEL LINE.


 

PHOTO OF FUEL TUBE AND CONTROL CABLES VIA MIRROR REFLECTION.

 


CLOSE-UP OF FUEL TUBE DAMAGE BY CONTROL CABLE.

(Phillip...somebody owes you a steak dinner! Great eyeballs, trick photography, and good documentation. Don’t underestimate how many others you may have helped with your effort. Thank you—Ed.)

Part Total Time: 2,365.0 hours.

 

Cessna: T206H; Failed Main Gear Castings; ATA 5343

(The following combines two reports from the same submitter, each describing the same broken part found on different 206 aircraft.)

A technician states, “This aircraft is operated on mostly unimproved airstrips in Lesotho, South Africa. The part is the same (as found on) 206 F and G models, and was installed at the time of aircraft manufacture (P/N 1211601-3). This casting cracked and failed upon landing. The aft bolt was also cracked and sheared. (This aircraft) had a normal approach and landing (which resulted in) the L/H gear leg breaking loose from the outboard casting and pushing backwards, pinching the brake line and locking up the left brake.”  (Part time: 1,776.6 hours.)


PHOTO OF LANDING GEAR CASTING #1, BROKEN AND CRACKED.

About the second aircraft Rocky says, “This casting is cracked in three different locations. We operate (many) of these aircraft and have a long history with the (model) 206. We have seen cracks of this nature before, but rarely with so little time in service.”  (Part Total Time: 1,250.0 hours.)

THREE VIEWS IN ONE PHOTO OF CASTING #2 SHOWING LOCATIONS OF CRACKS.


(A search of the FAA Service Difficulty Reporting System data base revealed seven similar reports.)

Part(s) Total Times: 1,776.0 and 1,250.0 hours, respectively.

 

DE HAVILLAND

De Havilland: DH6-300; Cracked Nacelle Longeron; ATA 5413

A submitting mechanic says, “The R/H nacelle inboard longeron cracked 10.5 inches aft of the forward end (P/N C6W1512141). I removed and replaced the R/H inboard longeron...and verified modification 6/1655 is installed per AD 80-13-12 R1.”

 

PHOTO OF CRACKED LONGERON WITH STEEL SCALE FOR REFERENCE.

 

CLOSE-UP OF LONGERON SHOWING CRACK.


 

OPPOSITE SIDE OF LONGERON SHOWING SAME CRACK.

 

(Phone conversation with the mechanic notes four additional, similarly cracked longerons on separate de Havillands. Thanks for the pictures, John.)

Part Total Time: (unknown). Aircraft Total Time: 39,028.0 hours.

 

GULFSTREAM

Gulfstream: G200; Cracked Drain Line Freezes Ailerons; ATA 3830

An unidentified submitter writes, “While flying at 37,000 feet the pilots were not able to move the aileron controls.  The aircraft descended to a lower altitude and the controls (subsequently) functioned normally. The aircraft returned to home base and was inspected. It was determined water had frozen on the aileron artificial feel system, inhibiting the control inputs of the ailerons by the pilots or the autopilot. Further inspection revealed...(the source of the water) was a cracked drain line on the potable water system.”  (Line P/N: 4AS1271081-501.)

Part Total Time: 2,634.3 hours.

 

Gulfstream: GIV; Loose Pillow-block on Elevator Trim; ATA 2742

About this aircraft the Director of Maintenance for an air carrier writes, “...upon descent from 41,000 feet (the flightcrew) got an ‘FGC1 fail message’ along with a ‘forward trim limit’ message. They were unable to trim the aircraft elevators. They complied with the checklist to reset both messages with no success. The autopilot was disconnected and an emergency declared with Air Traffic Control..., manually landing the aircraft without incident.”  “Technicians found the hardware attaching the elevator trim, driveshaft pillow block had loosened, causing the driveshaft to separate from the output shaft. They secured the hardware and attached the output shaft


to the drive input shaft. Then the elevator trim system was rigged IAW GIV, AMM 27-04-00 (maintenance manual). No other discrepancies were noted. After further investigation it has been found that Gulfstream issued an ASC (Aircraft Service Change) number 70 which (1) installs cotter pins on the output to the input drive rods, and (2) changes the attachment hardware for the pillow drive block (to accept) cotter pins. I strongly recommend this ASC to prevent an occurrence like this in the future. It surprises me that Gulfstream only has this as a ‘recommended ASC’ (instead of a) ‘mandatory’.”  (The “pillow-block” part number was not provided.)

 

CLOSE-UP OF PILLOW-BLOCK IN AIRCRAFT.

 

Part Total Time: 10,192.31 hours.

 

HAWKER

Hawker: 700A; Leaking APU Fuel Line; ATA 4930

“The flight crew noted a strong fuel smell in the aft cabin,” states an air taxi submitter. “Upon investigation fuel was found on the aft equipment access door and under the APU. The APU shroud was opened and the fuel manifold removed...it was discovered to have a small pin-hole in one of the main fuel lines and was leaking into the APU, causing the fuel odor. No leaks were found after the manifold was replaced (P/N 46704-100). The aircraft was returned to service.”

(The APU is a Sundstrand, model T-62T-39. Time since overhaul noted at 164.9 hours.)

Part Total Time: (unknown).

 


Hawker: 800; Cracked Main Gear Actuator; ATA 3233

A technician says, “The R/H main landing gear actuator (P/N 48503-4) has a cracked attach housing, discovered during a wheel well inspection. The part was not leaking, but it could have separated at any moment and caused severe damage to the aircraft. The assembly date of this actuator was January of 1992.”

Part Total Time: 5,860.1 hours.

 

HELICOPTERS

MDH

MDH: 369d; Split Bypass Reference Tube; ATA 7220

A repair station technician writes, “During an annual inspection of the particle separator it was discovered that the bypass switch reference line was split—(its cause) obviously from frozen water. The aircraft had (previously) flown in snow (precipitation). After landing it spent a couple of days out in subzero weather.”

 

CLOSE-UP OF DAMAGED TUBE SHOWING TWO SPLITS FROM WATER EXPANSION.


(Included line P/N: 369H90149-71. Thanks for the scary picture—Ed.)

Part Total Time: (unknown).

 

POWERPLANTS

ECI

ECI “E” Series Cylinders: TISN71.2ACA; Cracked Heads; ATA 8530

(The following short defect description combines eight reports from the same mechanic, all concerning Continental IO520 engines on four separate aircraft.)

“(This TISN71.2ACA cylinder) was found cracked behind the injector between the first and third fins. The (crack/defect) is the same as all the others (in this group). The ‘new’ E-series cylinder head is defective....”

(Times for the eight cracked cylinders: 295.1; 531.8 x 2 each; 785.9; 811.2 x 3 each; and 901.4 hours, respectively. The group average is 684.95 hours, or approximately 38 percent of a minimal performance expectation of 1800 hours—not good to say the least. Keep squawking these cylinders, James!  A search of the FAA Service Difficulty Reporting System data base revealed at least 37 reports on this part number. I summarized your defect group to a propulsion specialist; waiting to hear back—Ed.)

 

LYCOMING

Lycoming: IO360-L2A; Seized Exhaust Valve; ATA 8530

An inspector for a repair station provides the following discrepancy report concerning a Cessna 172. “During flight the engine started running rough and lost power. An emergency landing was completed without damage or injury. Maintenance found the number three exhaust valve seized in the valve guide. Further investigation found the guide (P/N 74230) broken in the cylinder head. This operator has seventeen Model 172S aircraft with the new roller tappet engines. We have been performing an SB388C (service bulletin) inspection on the rest of the fleet and have found the majority of the exhaust valves for all cylinders to be tight in the guides. Lycoming SI1485 (service instruction) recommends a 1000 hour interval for these engines for the SB388C inspection. Our current fleet has between 650 and 900 hours total time per aircraft. We will be initiating a 600 hour interval for the SB388C for our fleet. We have also revised our (fuel) leaning procedures.”


 

CLOSE-UP OF BROKEN VALVE GUIDE VIA ENGINE EXHAUST PORT.

 

A search of the FAA Service Difficulty Reporting System data base revealed 11 reports on this part number. Nice picture, Pat. Thanks!)

Part Total Time: 888.7 hours.

 

AIR NOTES

INTERNET SERVICE DIFFICULTY REPORTING (iSDR) WEB SITE

The Federal Aviation Administration (FAA) Internet Service Difficulty Reporting (iSDR) web site is the front-end for the Service Difficulty Reporting System (SDRS) data base that is maintained by the Aviation Data Systems Branch, AFS-620, in Oklahoma City, Oklahoma. The iSDR web site supports the Flight Standards Service (AFS), Service Difficulty Program by providing the aviation community with a voluntary and electronic means to conveniently submit in-service reports of failures, malfunctions, or defects on aeronautical products. The objective of the Service Difficulty Program is to achieve prompt correction of conditions adversely affecting continued airworthiness of aeronautical products. To accomplish this, Malfunction or Defect Reports (M or Ds) or Service Difficulty Reports (SDRs) as they are commonly called, are collected, converted into a common SDR format, stored, and made available to the appropriate segments of the FAA, the aviation community, and the general public for review and analysis. SDR data is accessible through the “Query SDR data” feature on the iSDR web site at: http://av-info.faa.gov/SDRX/ .


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

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

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

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

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

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

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

The SDRS and iSDR web site point of contact is:

Pennie Thompson
Service Difficulty Reporting System, Program Manager
Aviation Data Systems Branch, AFS-620
P.O. Box 25082
Oklahoma City, OK 73125
Telephone: (405) 954-1150
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 processed 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

2008FA0000434

 

 

 

RELEASE MECH

FAILED

6/5/2008

 

 

 

 

SEAT BELT

SEAT BELT WILL RELEASE WITHOUT PULLING ON THE RELEASE BUCKLE. DURING FLIGHT THE SEAT BELT CAME UNDONE WITHOUT ANYONE PHYSICALLY UNLATCHING THE BELT. CAUSE WAS DUE TO DEFECTIVE LATCH MECHANISM. ALL BELTS WITH CERTAIN BATCH NUMBERS ARE DEFECTIVE. (1-954/784-3178 MFG) (K)

2008FA0000446

 

 

 

CYLINDER

OUT OF TOLERANCE

1/9/2008

 

 

 

80130700

 

OXYGEN CYLINDER (PN 801307-00, SN ST26121) ARRIVED AT WORKSHOP ON 9TH JAN, 2008, REMOVED OFF OF G-EZJO FOR HAVING LOW CONTENTS PRESSURE. ON CLOSE INSPECTION, IT WAS DISCOVERED THAT THE CYLINDER NECK HAD BEEN MARKED WITH HIGH STRESS STAMPS. CYLINDER LAST OVERHAULED BY AVOX. IN THE RIN STAMP, THE NUMBER 1 CLEARLY SHOWS THAT THE INCORRECT STAMPS HAVE BEEN USED. (K)

2008FA0000447

 

ALLSN

 

TURBINE WHEEL

FAILED

5/29/2008

 

250C20B

 

23073853

ENGINE

TURBINE ASSY RECEIVED FOR REPAIR DUE TO METAL IN OIL. UPON DISASSEMBLY, IT WAS NOTED THAT THE 1ST STAGE TURBINE WHEEL BLADES WERE MISSING PIECES OF BLADE MATERIAL. THE APPARENT IMBALANCE OF THE GP ROTOR ASSY PRODUCED BY THE MISSING BLADE PIECES CAUSED THE GP STATOR SEAL TO FRACTURE. ONE PORTION OF THE STATOR SEAL BEGAN TO ROTATE WITH THE NR 8 BEARING OUTER RACE. THE DOWNSTREAM PORTION OF THE STATOR SEAL BELOW THE FRACTURE REMAINED STATIONARY AND THE GRINDING BETWEEN THE STATIONERY PORTION OF THE SEAL AND THE ROTATING PORTION APPEARS TO BE THE SOURCE OF THE METAL. THE TURBINE WHEEL BLADE TIPS APPEAR TO HAVE FAILED DUE TO HOT - CORROSION SULFIDATION AS DEFINED IN MFG CSL-1210. SOME DOWNSTREAM PORTIONS OF THE TURBINE GAS PATH WERE DAMAGED BEYOND REPAIR BY IMPACT OF THE FAILING WHEEL BLADE PIECES. (K)

2008FA0000442

 

CFMINT

 

COUPLING

MISSING

7/1/2008

 

CFM567B26US

 

AS18954175

ENGINE DUCT

DURING GROUND RUN AFTER INSTALLATION, HOT AIR ESCAPED FROM THE NOSE COWL ANTI-ICE DUCT AT THE 12 O`CLOCK POSITION CAUSING THERMAL DAMAGE TO THE C-DUCT THERMAL BLANKETS AND TRUST LINK TEFLON WASHERS. INVESTIGATION FOUND DUCT COUPLING PN AS1895-4-175 MISSING. ENGINE WAS RELEASED FOLLOWING MAINTENANCE TO RECTIFY HIGH OIL PRESSURE INDICATIONS IN FEB 2008. (K)

2008FA0000380

 

CONT

 

ENGINE

MALFUNCTIONED

3/3/2008

 

IO520CB

 

 

 

OH ENGINE AND RETURNED TO SERVICE APROX (2) YEARS AGO, 600 HOURS OPERATION. ENGINE FAILED WHEN POWER WAS REDUCED ON LANDING. THE COUNTERWEIGHT MANAGED TO HOOK ON THE CYLINDER DECK STUD AND DRAG IT INTO THE CASE, GETTING INVOLVED WITH THE ROTATING COMPONENTS. MASSIVE DAMAGE TO THE ENTIRE ROTATING MASS. IT WAS NOTED ON TEARDOWN THAT AT THE CYLINDER DECK STUDS (NECK STUDS) DO EXTEND THRU THEIR HOLES IN THE CYLINDER PAD APPROX .1875 TO .3125 BELOW THE BOTTOM OF THE HOLE IN THE CASTING. THE LATER CASTINGS HAVE .2500 TO .3125 THICKER MATERIAL CAUSING THE STUDS TO BE EVEN WITH THE BOTTOM OF THE HOLES, AND TO HAVE SEVERAL MORE THREADS IN THE CASTING. AFTER EXAMINING THE CASE, NOTED, BASED ON THE DESIGN OF THE STUDS, THERE WAS BEARLY .2500 INCH OF THREAD INSIDE OF THE HOLE. HOLDING THE STUD IN PLACE THEIR MUST HAVE BEEN NOTICE OF THIS CASTING FLAW, AS THE LATER CASES WERE THICKER IN THESE AREAS. WITH THIS MANY STUDS THAT ARE LIGHTLY SECURED IN THESE MODEL CASES, ARE READY TO COME OUT AGAIN AND CAUSE CASTISTROPHIC FAILURE OF MANY ENGINE THAT ARE STILL IN SERVICE THAT WERE CAST UNDER THIS NUMBER. (K)

2008FA0000369

 

CONT

 

GEAR

STRIPPED

3/22/2008

 

IO550N

 

 

MAGNETO

A PRE-TAKEOFF ENGINE RUNUP WAS SATISFACTORY. SHORTLY AFTER LIFTOFF THE AIRCRAFT BEGAN VIBRATING SUBSTANTIALLY. AFTER REACHING PATTERN ALITUDE, REDUCED POWER AND SWITCHED TO LT MAGNETO OPERATION AND THE ENGINE RAN SMOOTHLY. SWITCHED TO RT MAGNETO OPERATION THE ENGINE ESSENTIALLY DIED AND UPON RETURNING TO "LT" THE ENGINE EXPERIENCED AN AFTER FIRE (AKA BACKFIRE) THEN RAN SMOOTHLY ONCE AGAIN. RETURNED TO THE DEPARTURE AIRPORT AND REMOVED THE ENGINE COWLING. REMOVED THE TIMING PLUG ON THE RT MAG AND FOUND THE DISTRIBUTOR GEAR WOULD TURN FREELY. REMOVED THE MAGNETO. PARTIAL DISASSEMBLY REVEALED THE DISTRIBUTOR GEAR WAS STRIPPED OF NEARLY HALF ITS TEETH. BOTH MAGNETOS HAVE SINCE BEEN REPLACED. EACH MAGNETO HAS A THREADED HOLE ON THE TOP OF THE HOUSING WITH A SOLID PLASTIC PLUG WHICH CAN BE REMOVED TO VIEW THE DISTRIBUTOR GEAR. ADDITIONALLY EACH MAGNETO HAS A THREADED HOLE ON THE BOTTOM OF THE MAGNETO.

2008FA0000488

 

PWA  

 

HOUSING

BROKEN

4/23/2008

 

PT6A27

 

3028266

RGB 

ABOUT 12 INCHES OF THE RGB FRONT HOUSING SPLINES WERE FOUND BROKEN OFF DUE TO FATIGUE CRACK. (K)

2008FA0000497

ADAMAC

CONT

 

BOOT

MISINSTALLED

6/20/2008

A500

TSIO550E

 

 

CONTROL COLLUMN

AT LOCATION WHERE CONTROL "STICK" PASSES THROUGH L/R SIDE ARM REST, THE BOOT SURROUNDING BASE OF STICK LIES OPEN TO CONTROL MECHANISMS. WHERE THE STICK ENTERS THE COCKPIT, THE LEATHER BOOT THAT IS DESIGNED TO COVER THE AREA BENEATH THE STICK, IS PARTIALLY OPEN. THIS ALLOWS FOREIGN OBJECTS, PLACED ALONG THIS AREA, TO FALL DOWN INTO WHERE CONTROLS COULD BECOME JAMMED. THIS HAS ALREADY OCCURRED, RESULTING IN LOSS OF VERTICAL CONTROL. MFG NEEDS TO ISSUE AN IMMEDIATE AD AND ISSUE REMEDY FOR THIS SAFETY OF FLIGHT ISSUE. (K)

2008FA0000452

AEROSP

PWA  

 

PITOT TUBE

OBSTRUCTED

6/10/2008

ATR72212

PW127

 

 

 

ON TAKEOFF ROLL THE F/O AIRSPEED INDICATOR REMAINED AT ZERO. THE TAKEOFF WAS ABORTED AND THE AIRCRAFT RETURNED TO THE GATE. MAINTENANCE FOUND FOD (SPIDER) IN THE PITOT TUBE. THE TUBE WAS CLEARED AND THE SYSTEM CHECKED GOOD. THE AIRCRAFT WAS RETURNED TO SERVICE. (K)

2008FA0000340

AMD  

 

 

ACTUATOR

MALFUNCTIONED

5/12/2008

FALCON50MYST

 

 

C239251103

MALF 

WHILE PERFORMING THE LANDING GEAR GRAVITY EXTENSION CHECK (MP32-470) DURING THE (B) INSPECTION IT WAS DISCOVERED BOTH MAIN LANDING GEAR ACTUATORS WOULD EXTEND PARTIALLY (APPROXIMATELY 30 PERCENT OF NORMAL TRAVEL) AND STOP. FURTHER TROUBLESHOOTING REVEALED IT TOOK EXTREME PRESSURE TO MOVE THE ACTUATORS TO THE DOWN AND LOCKED POSITION. THE ACTUATORS NORMALLY FREE-FALL TO THE EXTENDED POSITION AND NEED TO BE PULLED INTO THE DOWN AND LOCKED POSITION. BOTH ACTUATOR WERE REPLACED WITH OVERHAULED ACTUATORS. THE FAULTY ACTUATORS WERE SENT TO THE MFG REPAIR FACILITY FOR TEARDOWN AND EVALUATION. THE ACTUATOR PART AND SERIAL NUMBER ARE AS FOLLOWS: LT ACTUATOR/ PN C23925-1103, SN U22, RT ACTUATOR/ PN C23926-1103.

2008FA0000341

AMD  

 

 

ACTUATOR

MALFUNCTIONED

5/12/2008

FALCON50MYST

 

 

C239261103

MLG 

WHILE PERFORMING THE LANDING GEAR GRAVITY EXTENSION CHECK (MP32-470) DURING THE (B) INSPECTION IT WAS DISCOVERED BOTH MAIN LANDING GEAR ACTUATORS WOULD EXTEND PARTIALLY (APPROXIMATELY 30 PERCENT OF NORMAL TRAVEL) AND STOP. FURTHER TROUBLESHOOTING REVEALED IT TOOK EXTREME PRESSURE TO MOVE THE ACTUATORS TO THE DOWN AND LOCKED POSITION. THESE ACTUATORS NORMALLY FREE-FALL TO THE EXTENDED POSITION AND NEED TO BE PULLED INTO THE DOWN AND LOCKED POSITION. BOTH ACTUATORS WERE REPLACED WITH OVERHAULED ACTUATORS. THE FAULTY ACTUATORS WERE SENT TO THE MANUFACTURER`S REPAIR FACILITY FOR TEARDOWN AND EVALUATION. LT ACTUATOR, PN C239251103, SN U22 / RT ACTUATOR PN C239261103, SN U22. (K)

2008FA0000336

AMD  

GARRTT

 

PUMP

FAILED

5/27/2008

FALCON50MYST

TFE7313

 

307194912

ENGINE OIL

IAW MFG RECOMMENDATION, WE REMOVED THE ENGINE OIL PUMP, PN 3071949-11, AND INSTALLED PN 3071949-12 PUMP BECAUSE OF AN ISSUE (ENGINE HIDING OIL) NOT ABLE TO GET A PROPER OIL QUANITITY READING AFTER SHUTDOWN. MFG SAID THE PN 3071949-12 PUMP SHOULD CORRECT THAT, WHICH IT DID. THE PUMP WE INSTALLED PN 3071949-12, SN 7018, TSO 20 HOURS WITH A ZERO TIME SINCE REPAIRED 8130 FROM MFG TRACKING NR 41056, WO NR 877515-001, DATED 2-4-2008 WITH NO FAULT FOUND. AFTER APPROXIMATELY 10 HOURS, WE HAD WRITE UP OF OIL PRESSURE FLUCTUATING. GROUND RUN AND COULD NOT DUPLICATE, SO WE SWAPPED OIL PRESSURE TRANSMITTERS AND GAUGE WITH OTHER ENGINES FOR TROUBLESHOOTING. THEN THE AIRCRAFT FLEW APPROXIMATELY 38 HOURS WITH EVERYTHING NORMAL. THEN OIL PRESSURE FLUCTUATED WITH ASSOCIATED LOW OIL PRESSURE WARNING LIGHT COMING ON AND OFF (TWO DIFFERENT INDICATION SYSTEMS). CREW ELECTED TO SHUTDOWN ENGINE FOR PRECAUTIONARY REASONS. REPLACEMENT PUMP, PN 3071949-12, INSTALLED. NEXT FLIGHT WAS NORMAL. I HAVE QUESTIONED WHY THE PUMP SN 7018 WAS REMOVED FROM THE ENGINE AFTER 20 HOURS WITH NO FAULT FOUND.

2008FA0000496

AMTR

PWA  

CENTURY

TRIM SWITCH

INOPERATIVE

6/18/2008

SU26MX

PT6A21

 

30B641

CONTROL COLLUMN

AFTER INSTALLATION OF NEW AUTOPILOT SYSTEM, AUTOPILOT COMPUTER TRIM CIRCUITRY FAILED ON INITIAL CHECK OUT, OCT 02, 2007. COMPUTER WAS RETURNED TO MFG AND REINSTALLED AFTER REPAIR. TRIM CIRCUITRY FAILED AGAIN AND WAS RETURNED TO MFG ON JAN 18, 2008. MFG TECH SUPPORT ADVISED REPLACEMENT OF SUSPECTED BAD TRIM SWITCH ASSY AT THIS TIME AS CAUSE OF REPEATED FAILURE. MICRO SWITCHES IN ASSY FAILED ALLOWING BOTH UP AND DOWN COMMANDS AT THE SAME TIME. TRIM SWITCH ASSY PROVIDED BY MFG WAS REPLACED AND COMPUTER REPAIRED AND REINSTALLED ON FEB 17, 2008. TRIM CIRCUITRY FAILED ON INITIAL CHECKOUT. COMPUTER WAS REMOVED FOR REPAIR AND THE TRIM SWITCH WAS CONFIRMED TO BE CAUSING THE FAILURE AGAIN. THE TRIM UP MICRO SWITCH WAS STUCK IN THE ASSY, WHICH CAUSES THE TRIM CIRCUITRY IN THE AUTOPILOT TO FAIL IF TRIM DOWN IS MANUALLY SELECTED. TRIM SWITCH OR COMPUTER SHOULD BE MODIFIED TO PREVENT SIMULTANEOUS ACTIVATION ON BOTH UP AND DOWN SWITCHES. (K)

2008FA0000410

AYRES

PWA  

 

TURBINE

DAMAGED

5/27/2008

S2RT34NORMAL

PT6A34

 

3013411

ENGINE

06/20/2008 REPORT: ON 5/27/08 AC UNDER LOAD IN TURN EXPERIENCED ENGINE FAILURE RESULTING IN ACCIDENT. LOUD BANG! ENGINE QUIT. CT TURBINE TEETH MISSING, NR 2 BEARING DESTROOYED. 1026.1 HOURS ON PMA BLADES PQ0812NE. (K) (NTSB: DFW08CA155)

2008FA0000507

BEECH

 

 

SKIN

DAMAGED

7/15/2008

300BEECH

 

 

 

WING 

AIRCRAFT WAS BROUGHT IN FOR INSPECTION OF DOUBLER ROW OF RIVETS AT WING STA 209.016. RIVETS WERE FOUND SMOKING AND PAINT WAS POPPED ON THE RIVET HEADS. USED BOROSCOPE TO INSPECT RIVET BUCKTAILS. FOUND ALL OF THE RIVETS IN THE DOUBLER ROW OF THE SKIN LAP AT WS 209.016 WERE UNDER DRIVEN. THESE RIVETS WERE INSTALLED NEW AT THE FACTORY. AC HAS A TT OF 1659.1. RECOMMEND INSPECTING THESE RIVETS FOR POPPED PAINT AND SMOKING CONDITION AND INSTALLING NEW RIVETS IAW AC 43..13-1B. (K)

2008FA0000501

BEECH

 

 

SKIN

DAMAGED

7/15/2008

300BEECH

 

 

 

WING 

AIRCRAFT WAS BROUGHT IN FOR INSPECTION OF DOUBLE ROW OF RIVETS AT WING STA 209.016. RIVETS WERE FOUND SMOKING AND PAINT WAS POPPED ON THE RIVET HEADS. USED BOROSCOPE TO INSPECT RIVET BUCKTAILS. FOUND ALL OF THE RIVETS IN THE DOUBLE ROW OF THE SKIN LAP AT WS 209.016 WERE UNDER DRIVEN. THESE RIVETS WERE INSTALLED NEW AT THE FACTORY. AIRCRAFT HAS A TT OF 1659.1. RECOMMEND INSPECTING THESE RIVET FOR POPPED PAINT AND SMOKING CONDITION AND INSTALLING NEW RIVETS IAW AC 43.13-1B. (K)

2008FA0000503

BEECH

PWA  

 

SKIN

DAMAGED

7/15/2008

300BEECH

PT6A60A

 

 

RT WING

AIRCRAFT WAS BROUGHT IN FOR PHASE INSPECTION. DURING INSPECTION A DOUBLER ROW OF RIVETS AT WING STATION 209.016 WERE FOUND WITH PAINT POPPING OFF OF THE RIVET HEADS. USED BOROSCOPE TO INSPECT RIVET BUCKTAILS. FOUND ALL OF THE RIVETS IN THE DOUBLE ROW OF THE SKIN LAP AT WS 209.016 WERE UNDER DRIVEN. THESE RIVETS WERE INSTALLED NEW AT THE FACTORY. AIRCRAFT HAS A TT OF 201.8. RECOMMEND INSPECTING THESE RIVETS FOR POPPED PAINT AND SMOKING CONDITION AND INSTALLING NEW RIVETS IAW AC 43.13-1B. (K)

2008FA0000454

BEECH

PWA  

 

BRACKET

CRACKED

6/30/2008

400A

JT15D5

 

45A21085003

HORIZONTAL STAB

HORIZ STAB IB RIBS LT AND RT ROLLER BRACKETS FOUND CRACKED. REPLACED PN 45A21085-003 LT FWD BRACKET. PN 45A21086-003 LT AFT BRACKET, PN 45A21085-004 RT FWD. BRACKET PN 45A21086-004 RT AFT BRACKET WITH IMPROVED PN 128-620021-0001 (LT) AND PN 128-620021-0002 (RT) BRACKETS IAW MFG COMMUNIQUÉ NR 83. REPLACED PN 45A21146-005 RIB (LT) AND PN 45A21146-006 RIB (RT) WITH IMPROVED PN 128-620022-0001 (LT) AND PN 128-620022-0002 (RT) RIBS IAW MFG COMMUNIQUÉ NR 83. INSPECTION NEWLY INCORPORATED INTO MM 5-20-02 INSP GUIDE AND SECTION 55-30-00. (K)

2008FA0000415

BEECH

 

 

MAGNETO

FAILED

5/5/2008

58  

 

 

S6LSC204T

ENGINE

SMOKE WAS REPORTED IN COCKPIT. UPON INVESTIGATION, FOUND PIN HOLE CORRODED IN METAL LINE CLOSE TO AIR CONDITIONER BLOWER MOTOR. ALCOHOL SOAKED INSULATION NEAR FRONT BULKHEAD. BURNED SOME INSULATION AND AIR CONDITION FILTER HAD HOLE BURNED IT ALSO. WAS UNABLE TO FIND LEAK WITHOUT LINE REMOVAL AND PRESSURE TEST. CONTACT POINT PN 10-382585 WAS FOUND IN MAGNETO. POINT CONTACT SURFACE WAS DEBONDED FROM BASE. RESULT WAS FAILED MAGNETO. FOR INFO ONLY - TO SEE IF MORE BREAKER POINTS SHOW SAME TYPE OF FAILURE MAY BE MFG PROCESS. (K)

2008FA0000335

BEECH

CONT

 

TUBE

CRACKED

4/18/2008

58  

IO550C

 

88D7015EL

HEATER

WHILE PERFORMING A PRESSURE DECAY TEST IAW AD2004-21-05, THE COMBUSTION TUBE WOULD NOT AINTAIN PRESSURE AND AIR LEAKING WAS NOTED. INVESTIGATION FOUND A .75 INCH LONG CRACK IN THE AFT END OF THE COMBUSTION TUBE NEAR THE RADIUS. CRACK MAY HAVE BEEN CAUSED BY STRESS INDUCED WHILE FORMING THE END CAP ALONG WITH NORMAL HEATING AND COOLING OF THE HEATER. HEATER HAD 98 HOURS SINCE LANST PRESSURE TEST. A FACTORY REBUILT UNIT WAS INSTALLED AND AIRCRFAT RETURNED TO SERVICE.

2008FA0000353

BEECH

LYC  

 

SHAFT

LACK OF LUBE

5/16/2008

65A80

IGSO540B1A

 

 

NLG ACTUATOR

NOSE LANDING GEAR WOULD NOT DEPLOY ON APPROACH TO LANDING. AFTER NLG REMOVAL, IT WAS DISCOVERED THAT THE NLG ACTUATOR DRIVE SHAFT PN 50820218 INTERNAL SPLINE WAS WORN AND SHEARED. LUBE POINTS ON DRIVE SHAFT TO LUBE SPLINES TO REDUCE WEAR. (K)

2008FA0000468

BEECH

LYC  

 

HINGE

CRACKED

7/1/2008

65B80

IO720A1B

 

NAS405

CABIN DOOR

(2) OF THE HINGE LINKS HAD CRACKED OFF ON ONE END. UPON DISASSEMBLY IT WAS DETERMINED THAT A CRACK HAD FORMED LENGTHWISE BETWEEN THE FASTENERS AND THE HINGE LINKS. POSSIBLE CAUSE MAY HAVE BEEN FATIGUE. (K)

2008FA0000417

BEECH

LYC  

 

ENGINE

SEIZED

12/21/2007

A65  

GSO480*

 

IGSO480

LEFT 

AIRCRAFT LANDED WITH LT ENGINE SHUTDOWN (IN-FLIGHT SHUTDOWN). INITIAL INVESTIGATION REVEALED THAT THE ENGINE WAS SEIZED. OIL SCREEN WAS REMOVED AND FOUND HEAVILY CONTAMINATED WITH METAL PARTICLES. ENGINE OIL SUMP DRAIN PLUG WAS REMOVED. LARGE METAL PARTICLES, SOME APPROXIMATELY .25 IN DIAMETER WERE REMOVED FROM IMMEDIATELY INSIDE THE SUMP DRAIN HOLE. OTHER PARTICLES APEAR TO BE GEAR TEETH, AS SHEARED FROM THE GEAR. ENGINE WAS REMOVED FROM THE AIRCRAFT(12-18-2007) AND SENT TO CUSTOMER DESIGNATED REPAIR FACILITY. (K)

N772AF

BEECH

 

 

HINGE

CORRODED

6/2/2008

B200

 

 

10164001423

RUDDER

CENTER RUDDER HINGE FOUND TO HAVE EXCESSIVE CORROSION.

772AF

BEECH

 

 

CHECK VALVE

DEFECTIVE

6/3/2008

B200

 

 

13022

BLEEDD AIR SYS

FLAPPERS IN BLEED AIR INLET CHECK VALVE CAME LOOSE AND CHAFED THE INSIDE OF THE HOUSING. ONE FLAPPER CHAFED A HOLE THROUGH THE HOUSING.

2008FA0000508

BEECH

 

 

BRACKET

MISINSTALLED

7/16/2008

B200

 

 

5043006221

PAX DOOR LATCH

PILOT REPORTED DOOR CAME OPEN IN FLIGHT. UPON LANDING, IT WAS FOUND THE MAIN CABIN DOOR HAD DEPARTED AIRCRAFT. DOOR WAS RECOVERED. DURING INSPECTION AND DISASSEMBLY OF THE DOOR, SEVERAL ISSUES WERE FOUND. 1) UPPER FORWARD LATCH HOOK WAS FOUND WITHOUT RIGGING HOLES INSTALLED AND WAS INCORRECTLY RIGGED. 2) DOOR BELLCRANK, PN 50-430031-29 WAS FOUND BENT AND TWISTED. 3) MAIN CABIN DOOR LATCH BRAZE ASSEMBLY WAS CATCHING ON HOOK. DID NOT ALLOW FOR A SMOOTH TRANSITION TO A LOCKED POSITION. (K)

2008FA0000412

BEECH

PWA  

 

CONTROL ARM

WORN

5/28/2008

B200

PT6A42

 

101910026191

LT NACELLE

LT ENGINE NACELLE ICE-VANE CONTROL ARM HAD WORN OUT OR DESTROYED BUSHINGS AT ALL 3 ACTUATING CONTROL ARM DRIVE POINTS AND LINKS, CAUSING POTENTIAL FOR F.O.D. TO ENGINE. WHEN ICE VANE IS IN THE RETRACTED POSITION THERE ARE NO HARD STOPS TO KEEP IT FROM VIBRATING. (K)

2008FA0000377

BEECH

PWA  

 

SKIN

CRACKED

7/1/2008

B200C

PT6A42

 

501102715

RT WING

DURING A PREFLIGHT INSPECTION, MAINTENANCE TECH NOTED A 3.75 INCH LONG CRACK IN THE RT WING LOWER WING SKIN JUST FWD OF THE IB SECTION OF THE OB FLAP. ADDITIONALLY A SUPPORT/ ANCHOR TAB THAT ATTACHES THE LOWER WING SKIN TO THE IB MOST FLAP WELL RIB OF THE OB WING, WITHIN THE FLAP WELL, WAS FOUND CRACKED THROUGH/FAILED. WE BELIEVE THIS TAB FAILURE ALLOWED THE SKIN TO VIBRATE GENERATING THE RAPID CRACK GROWTH. THIS CRACK IS DIRECTLY AFT OF THE LOWER AFT WING BOLT. THIS CRACK HAS JUST APPEARED WITHIN THEPAST (2) HOURS OF FLIGHT TIME. CAN PINPOINT THIS TIME FRAME SINCE THE 5 YEAR WING BOLTS REMOVAL AND INSPECTION PROCESS WAS COMPLETED JUST 2 FLIGHT HOURS AGO AND NO WING SKIN CRACKS WERE NOTED/ DOCUMENTED AT THAT TIME. (K)

E812008F00000

BEECH

 

 

CHANNEL

CRACKED

2/13/2008

B300

 

 

50430043619

FUSELAGE

INVESTIGATED PILOT COMPLAINT OF LOOSE FUSELAGE SKIN RIVETS AT CABIN DOOR HINGE AREA. FOUND FUSELAGE DOOR FRAME CHANNEL CRACKED. CABIN DOOR DAMPER ACTION ALSO REPORTED AND FOUND TO BE WEAK. SUSPECT CAUSED BY CABIN DOOR "BOTTOMING OUT" EXCESSIVELY HARD OR EXCESSIVE WEIGHT ON DOOR OVER REPEATED CYCLES. TECH/ INSPECTORS SHOULD CHECK DOOR DAMPNER OPERATION AT SCHEDULED PHASE INSPECTIONS AND CORRECT IF WEAK OPERATION NOTED. EVIDENCE OF LOOSE HINGE AREA RIVETS SHOULD ALSO BE INVESTIGATED FOR POSSIBLE CRACKED STRUCTURE UNDER THRESHOLD. (K)

2008FA0000445

BEECH

PWA  

 

PIN  

MISSING

6/11/2008

B300

PT6*

 

1014300329

PAX DOOR

UPPER AFT ENTRANCE DOOR BAYONET SHIFTED OB .7500 INCH CAUSING AC TO DEPRESSURIZE. THIS WAS CAUSED BY A PIN (PN 101-430032-9) FALLING OUT OF PLATE (101-4300323) CAUSING ROLLER (PN 50-430037-7) TO FALL OUT. THIS CAUSED ROD (PN 50-430016-11) WITH BOLT (PN 50-430177-5), (ASSY CALLED A DOOR BAYONET), TO SHIFT OUTBOARD .7500 INCH THROUGH AFT DOOR FRAME (PN 50-430032-3 INSTALLED 180 DEGREE OUT. THE PINS THAT HOLD THE ROLLERS IN PLACE ARE STAKED. IT LOOKS AS THOUGH OVER TIME THAT THE PIN WORE THE STAKES SMOOTH AND THUS ALLOWING PIN AND ROLLER TO FALL OUT.. STAKED PINS SHOULD BE CHANGED TO COTTER KEYED TYPE PINS TO KEEP THIS FROM HAPPENING ON OTHER AC. CHECK MFG AND THESE HAVE THE COTTER PIN TYPE PINS. (K)

2008FA0000339

BEECH

 

 

WINDSHIELD

CRACKED

5/12/2008

C90  

 

 

10138402521

COCKPIT

PILOT WAS ON TAKEOFF AND HAD JUST LEVELED OUT FOR FLIGHT AND WINDSHIELD CRACKED ON THE INNER PANE. PILOT RETURNED TO BASE AND THE WINDSHIELD WAS REPLACED. WINDSHIELD WAS SENT TO INSURANCE CO. LAB FOR EVALUATION. (K)

2008FA0000486

BEECH

 

 

TRIM SWITCH

FAILED

6/18/2008

C90  

 

 

 

AUTO PILOT

AFTER INSTALLATION OF NEW AUTOPILOT SYSTEM, AUTOPILOT COMPUTER TRIM CIRCUITRY FAILED ON INITIAL CHECK OUT, 10/02/2007. COMPUTER WAS RETURNED TO MFG AND REINSTALLED AFTER REPAIR. TRIM CIRCUITRY FAILED AGAIN AND WAS RETURNED TO MFG ON 1/18/2008. TECH SUPPORT ADVISED REPLACEMENT OF SUSPECTED BAD TRIM SWITCH ASSY AT THIS TIME AS CAUSE OF REPEATED FAILURE. MICRO SWITCHES IN ASSY FAILED ALLOWING BOTH UP AND DOWN COMMANDS AT THE SAME TIME. TRIM SWITCH ASSY PROVIDED WAS REPLACED AND COMPUTER REPAIRED AND REINSTALLED. TRIM CIRCUITRY FAILED AGAIN AFTER (3) HOURS OF FLIGHT. COMPUTER WAS REPAIRED AND REINSTALLED ON 2/17/2008. TRIM CIRCUITRY FAILED ON INITIAL CHECKOUT. COMPUTER WAS REMOVED FOR REPAIR AND THE TRIM SWITCH WAS CONFIRMED TO BE CAUSING THE FAILURE AGAIN. THE TRIM UP MICRO SWITCH WAS STUCK IN THE ASSY, WHICH CAUSES THE TRIM CIRCUITRY IN THE AUTOPILOT COMPUTER TO FAIL IF TRIM DOWN IS MANUALLY SELECTED. TRIM SWITCH OR COMPUTER SHOULD BE MODIFIED TO PREVENT SIMULTANEOUS ACTIVATION OF BOTH UP AND DOWN SWITCHES. (K)

2008FA0000437

BEECH

PWA  

 

TRIM SWITCH

FAILED

6/18/2008

C90  

PT6A21

 

31B641

CONTROL WHEEL

AFTER INSTALLATION OF NEW MFG AUTOPILOT SYS, AUTOPILOT COMPUTER TRIM CIRCUITRY FAILED ON INITIAL CHECK OUT. COMPUTER WAS RETURNED TO MFG AND REINSTALLED AFTER REPAIR. TRIM CIRCUITRY FAILED AGAIN AND RETURNED TO MFG. MFG TECH SUPPORT ADVISED REPLACEMENT OF SUSPECTED BAD TRIM SWITCH ASSY AT THIS TIME AS CAUSE OF REPEATED FAILURE. SWITCHES IN ASSY FAILED ALLOWING BOTH UP & DOWN COMMANDS AT THE SAME TIME. TRIM SWITCH ASSY PROVIDED BY MFG, WAS REPLACED & COMPUTER REPAIRED & REINSTALLED. TRIM CIRCUITRY FAILED AGAIN AFTER 3 HOURS OF FLT. COMPUTER REPAIRED & REINSTALLED. TRIM CIRCUITRY FAILED ON INITIAL CHECKOUT. COMPUTER REMOVED FOR REPAIR & TRIM SWITCH CONFIRMED TO BE CAUSING FAILURE AGAIN. TRIM UP SWITCH STUCK IN THE ASSY, WHICH CAUSES TRIM CIRCUITRY IN AUTOPILOT COMPUTER TO FAIL IF TRIM DOWN IS MANUALLY SELECTED. TRIM SWITCH OR COMPUTER SHOULD BE MODIFIED TO PREVENT SIMULTANEOUS ACTIVATION OF BOTH UP AND DOWN SWITCHES. (K)

2008FA0000489

BEECH

 

 

INLET

CRACKED

6/20/2008

C90A

 

 

109910029165

LWR AFT COWLINGS

LT AND RT WELD ASSY CRACKED ALONG A WELDED SEAM. THE CRACKS ARE APPROXIMATELY 12 INCHES LONG. THESE WELD ASSY ARE A PORTION OF THE ENGINE INLET. A PORTION OF THE INLET AIR IS USED FOR THE OIL COOLER AND SOME AIR IS BYPASSED AND EXITS FROM THE LOWER PORTION OF THE COWLING. THE CRACK IN THE WELD ASSY HAPPENED AT THE UPPER WELDED SEAMS IN THE BYPASS PORTION OF THE DUCT. THE CRACKS POSED NO POTENTIAL PROBLEM OF BEING INGESTED INTO THE ENGINE. WE HAVE COMMUNICATED THIS ISSUE WITH THE MFG OF THE AC. WE DO NOT KNOW OR WANT TO SPECULATE AT THIS TIME WHAT CAUSED THE PROBLEM OR ARE THERE ANY RECOMMENDATIONS TO PREVENT IT FROM HAPPENING AGAIN. OUR ONLY RECOMMENDATION IS TO INSPECT THIS AREA IN BOTH LT AND RT COWLINGS CLOSELY. (K)

2008FA0000487

BEECH

CONT

 

BULKHEAD

CRACKED

7/17/2008

F33A

IO520*

 

D5258

PROP MOUNT

PROPELLER SPINNER BULKHEAD CRACKING BETWEEN ATTACH BOLT HOLES IN (2) PLACES. CRACK COULD BE INDUCED FROM VIBRATION. INSPECT VISUALLY EVERY PRE-FLIGHT. A BETTER HEAT TREATING PROCESS MAY STRENGTHEN THE BULKHEAD AND REDUCE THE CRACKING FROM VIBRATION. (K)

2008FA0000436

BEECH

CONT

 

CYLINDER

CRACKED

5/6/2008

V35  

IO520BA

 

SA52006A1

NR 4 

CRACK VISIBLE AT NR 4 CYLINDER. CRACK APPEARS TO START AT CASTING ANOMALY, CONTINUES TO EDGE OF FINS, AND IS VISIBLE AT THE FIRST FOUR COOLING FINS. ALSO VERIFIED, THROUGH USE OF EDDY CURRENT, THAT THE CRACK CONTINUES TO THE SPARK PLUG HOLE. ALL OTHER CYLINDERS HAVE SIMILAR CASTING ANOMALIES WITH INDICATIONS OF DISCONTINUITIES FOUND WITH EDDY CURRENT EQUIPMENT. THIS FACILITIES OPINION IS THAT POOR CASTING TECHNIQUES BY THE MFG LEFT STRESS POINTS FOR THE FORMATION AND CONTINUATION OF CRACKS, AND MORE THAN LIKELY, ANY CYLINDER NOT YET CRACKED, PROBABLY WILL. (K)

2008FA0000459

BELL  

ALLSN

 

METER

MALFUNCTIONED

7/1/2008

206B

250C20J

 

102149

 

AC MAINT HOBBS METER FOUND RUNNING SLOW. THIS PROBLEM CAUSES THE ACTUAL TT OF THE AC TO BE INCORRECT. THIS PROBLEM CAUSED THE AC TO OVER RUN INSPECTIONS, AND TIME LIFE ITEM. PROBABLE CAUSE OF THIS PROBLEM, HOBBS METERS GETTING OLD AND WORN OUT. RECOMMENDATION TO PREVENT THIS PROBLEM: MAINT HOBBS METER, TO BE CHECKED BY PILOTS CLOCK WEEKLY TO MAKE SURE METER IS RUNNING PROPERLY. (K)

2008FA0000440

BELL  

ALLSN

 

ROD  

CHAFED

6/10/2008

206L3

250C30

 

206011725001

T/R PITCH

DURING AN INSPECTION OF THE TAIL ROTOR PITCH CONTROL TUBE SLEEVES, WE DISCOVERED THAT BELLCRANK PN 206001763001 HAD BEEN CHAFED INTO BY THE RIVET SECURING THE ROD END OF ROD ASSEMBLY PN 206011725001. THIS WEAR OCCURS WHEN LEVER ASSEMBLY PN 206011722105 PIVOT DURING CONTROL MOVEMENTS, CHANGING THE PLANE OF THE ROD. THE MM DOES NOT TELL YOU WHICH WAY TO INSTALL THE ROD, HOWEVER ALL OF THE ILLUSTRATIONS SHOW THE RIVETED END OF THE ROD TO BE CONNECTED TO THE BELLCRANK. PLEASE SEE BHT 206L SERIES IPB, FIG 64-1 AND FIG 67-12 AND BHT 206L MM, PARA 67-63, FIG 67-17 DETAIL D. PARA 64-20 AND FIG 64-14. THIS CAN BE CURED BY INSTALLING THE ROD WITH THE ADJUSTABLE END CONNECTING TO THE BELLCRANK AND THE RIVETED END CONNECTING TO THE LEVER. (K)

2008FA0000337

BELL  

ALLSN

 

ROD  

CHAFED

7/1/2008

206L3

250C30

 

206011725011

TAIL ROTOR

DURING AN INSPECTION THE THE TAIL ROTOR PITCH CONTROL TUBE SLEEVES, WE DISCOVERED THAT BELLCRANK PN 206-001-763-001 HAD BEEN CHAFED INTO BY THE RIVET SECURING THE ROD END OF ROD ASSEMBLY PN 206-011-725-001. THIS WEAR OCCURS WHEN LEVER ASSEMBLY PN 206-011-722-105 PIVOT DURING CONTROL MOVEMENTS, CHANGING THE PLANE OF THE ROD. THE MM DOES NOT TELL YOU WHICH WAY TO INSTALL THE ROD, HOWEVER, ALL OF THE ILLUSTRATIONS SHOW THE RIVETED END OF THE ROD TO BE CONNECTED TO THE BELLCRANK. PLEASE SEE BHT-206L-SERIES-IPB, FIG 64-1 AND FIG 67-12 AND BHT-206L-MM, PARA 67-63, FIG 67-17 DETAIL D, PARA 64-20 AND FIG 64-14. THIS CAN BE CURED BY INSTALLING THE ROD WITH THE ADJUSTABLE END CONNECTING TO THE LEVER.

2008FA0000460

BELL  

ALLSN

 

METER

MALFUNCTIONED

7/1/2008

206L4

250C30P

 

102149

 

AC MAINT HOBBS METER FOUND RUNNING SLOW. THIS PROBLEM CAUSES THE ACTUAL TT OF THE AC TO BE INCORRECT. THIS PROBLEM CAUSED THE AC TO OVER RUN INSPECTIONS, AND TIME LIFE ITEM. PROBABLE CAUSE OF THIS PROBLEM, HOBBS METERS GETTING OLD AND WORN OUT. RECOMMENDATION TO PREVENT THIS PROBLEM; MAINT, HOBBS METER TO BE CHECKED BY PILOTS CLOCK WEEKLY TO MAKE SURE METER IS RUNNING PROPERLY.

2008FA0000441

BELL  

ALLSN

 

BEARING

FAILED

6/4/2008

407  

250C47B

 

23009670

COMPRESSOR

PILOT REPORTED ENGINE CHIP LIGHT PRECAUTIONARY LANDING MADE TO INVESTIGATE. A CONSIDERABLE AMOUNT OF FERROUS MATERIAL WAS ON THE TOP AND BOTTOM CHIP DETECTORS. NO PENALTY RUNS WERE PERFORMED. AIRCRAFT WAS PLACED ONTO A TRAILER AND MOVED BACK TO BASE WHERE THE ENGINE WAS REMOVED AND FORWARDED TO THE ENGINE SHOP FOR INVESTIGATION. THE DISMANTLE AND INVESTIGATION REVEALED THE NR 2 BEARING THAT SUPPORTS THE REAR OF THE IMPELLER HAD FAILED. THE BALL BEARING KEEPER HAD FRACTURED COMPLETELY ACROSS THE SURFACE. AT LEAST ONE OF THE BALLS HAD SPALLED AND ALSO THE OUTER RACE HAD SEVERAL AREAS OF SPALLING. THE FAILED BEARING WAS REPLACED, THE REMAINDER OF THE ENGINE OIL SYSTEM WAS FLUSHED WITH NO DISCREPANCIES NOTED. ENGINE WAS REASSEMBLED AND RETURNED TO SERVICE. (K)

2008FA0000338

BELL  

ALLSN

BELL  

SPRING

DAMAGED

5/30/2008

407  

250C47B

 

407310104103

FRAHM ASSY

ONE OF EIGHT SPRINGS BROKEN CAUSING DAMAGE TO LOWER HOUSING. LOWER HOUSING, SPRINGS 2 EA. AND PLUGS WERE REPLACED. UNKNOWN WHI SPRING BROKE, SPRING WAS FOUND BROKEN ON SCHEDULED 300 HOUR INSPECTION. (K)

2008FA0000384

BELL  

ALLSN

 

GEAR

BROKEN

5/19/2008

OH58B

T63A720

 

23063413

AIR/OIL SEPARATR

PILOT REPORTED ENGINE CHIP LIGHTS ON TAKEOFF. ABORTED MISSION AND RETURNED TO HELIPAD. ENG WAS REMOVED AND SENT FOR INVESTIGATION. ENG RECEIVED FOR REPAIR DUE TO ENG CHIP LIGHTS AND METAL IN OIL. DISASSEMBLY REVEALED AIR OIL SEPARATOR GEAR SHAFT HAD BROKEN WHERE STEM MEETS THE BASE. THIS IS THIRD OCCURRENCE ON THIS PARTICULAR ENG ASSY OF SIMILAR GEAR FAILURES. HAVE SEEN AT LEAST 8 OF THESE FAILURES IN T63 ENGINES SINCE THEY HAVE BEEN RELEASED TO PUBLIC. (K)

2008FA0000431

BOEING

 

 

ANGLE

CRACKED

6/30/2008

717200

 

 

715K9004507

BS 26

RT UPPER BUCKET, FWD OB Z-FRAME IS CRACKED AT STA 26 APPROXIMATELY 1 INCH LONG. FABRICATED AND INSTALLED ANGLE. (K)

SROM20080023

BOEING

PWA  

 

ENGINE

BIRD INGESTION

5/23/2008

737205

JT8D17A

 

JT8D17A

NR 1 

INGESTED LARGE BIRD ON APPROACH TO AKU, SHUT-DOWN ENGINE AND COMPLETED MISSED APPROACH. DIVERTED TO SCC AND MADE UNEVENTFUL LANDING. REMOVED AND REPLACED NR 1 ENGINE.

2008FA0000435

BOEING

 

BOEING

CYLINDER

CRACKED

6/27/2008

7373B7

 

 

656174010

MLG 

AFTER AIRCRAFT TOW, FLUID WAS OBSERVED LEAKING FROM .5 INCH CRACK (APPROXIMATE) IN THE OUTER CYLINDER OF THE LT MLG SHOCK STRUT. THE CRACK IS LOCATED APPROXIMATELY 26 INCHES BELOW THE SHOCK STRUT AIR VALVE. (K)

2008FA0000388

BOEING

 

 

DOOR FRAME

CRACKED

6/10/2008

737448

 

 

 

FUSELAGE

(REF DU4R2008213) DURING SCHEDULED INSPECTION, FOUND 1 INCH LONG CRACK ON FWD CARGO DOOR CUT-OUT AFT FRAME INNER CHORD RADIUS. (K)

2008FA0000390

BOEING

 

 

CARGO TRACK

CORRODED

6/10/2008

737448

 

 

 

CARGO BAY  

DURING SCHEDULED INSPECTION, FOUND CORROSION IN THE AFT CARGO COMPARTMENT LT TIE DOWN TRACK LBL 17.20 FROM STA 727B - STA 727E. PARTICULARLY IN FASTENER HOLE UPPER AND LOWER SURFACE. (K)

2008FA0000387

BOEING

 

 

ATTACH ANGLE

CORRODED

6/10/2008

737448

 

 

 

FUSELAGE

(REF DU4R2008212) DURING SCHEDULED INSPECTION, FOUND CORROSION IN AFT LOWER CARGO COMPARTMENT AT STA 727A ATTACH ANGLE GBGETWEEN S-27R AND S-26R. (K)

2008FA0000392

BOEING

 

 

FLOOR SUPPORT

CORRODED

6/13/2008

737448

 

 

 

FUSELAGE

(REF DU4R2008216) DURING SCHEDULED INSPECTION, FOUND CORROSION ON UPPER SURFACE OF FLOOR SUPPORT BEAM BS 328, RBL-16 TO RBL-60. S/O NR 312001, OPS NR 24738. (K)

2008FA0000393

BOEING

 

 

FRAME

DAMAGED

6/13/2008

737448

 

 

 

FUSELAGE

(REF DU4R2008217) DURING SCHEDULED INSPECTION, FOUND DOUBLE-DRILLED HOLE ON MAIN FRAME UPPER CAP AT BS 986.5 AT FLOOR LEVEL RT. (K)

2008FA0000389

BOEING

 

 

SKIN

DENTED

6/10/2008

737448

 

 

 

BS 887 S19R

(REF DU4R2008214) DURING SCHEDULED INSPECTION, FOUND DENT ON LWR RT LOWER AFT FUSELAGE BS 887 S-19R. (K)

2008FA0000475

BOEING

CFMINT

 

FLOORBEAM

CORRODED

6/27/2008

737448

CFM563C

 

 

BS 986

DURING SCHEDULED INSPECTION, FOUND CORROSION ON UNDERSIDE OF "T" CAP REPLACEMENT 986.5 AROUND ATTACH HOLES BL 29R TO BL 29L, NUMEROUS HOLES. (K)

2008FA0000474

BOEING

CFMINT

 

SKIN

DENTED

7/9/2008

737448

CFM563C

 

 

CARGO DOOR

DURING SCHEDULED INSPECTION, FOUND NUMEROUS DENT ON AFT CARGO EXT DOOR SKIN. S/O 312001, OPS 24422. (K)

2008FA0000396

BOEING

 

 

SKIN

DENTED

6/23/2008

73783N

 

 

 

FWD CARGO DOOR

(REDF DU4R2008222) DURING SCHEDULED INSPECTION FOUND DENT IN EXT SKIN OF C-1 DOOR 25 INCH DOWN FROM TOP EDGE OF DOOR AND 22 INCHES AFT FROM FWD EDGE OF DOOR. (K)

2008FA0000402

BOEING

 

 

FLOORBEAM

CORRODED

6/30/2008

73783N

 

 

 

FUSELAGE

DURING SCHEDULED INSPECTION, FOUND CORROSION ON AFT CABIN FLOORBEAM, BS947, RBL 5 TO LBL5. S/O 245009, N/R 26378 (K)

2008FA0000400

BOEING

 

 

SKIN

DENTED

6/30/2008

73783N

 

 

 

LT HORIZ STAB

(REF DU4R2008227) DURING SCHEDULED INSPECTION, FOUND OUT OF LIMITS DENT IN LT HORIZ STAB L/E STA 280. S/O 245008, N/R 21578 (K)

2008FA0000391

BOEING

 

 

FLOOR SUPPORT

CORRODED

6/20/2008

73783N

 

 

141A5505

FUSELAGE

(REF DU4R2008219) DURING SCHEDULED INSPECTION, FOUND CORROSION ON FLOOR SUPPORT CABIN STA 344, BL-0 TO BL-12L. (K)

2008FA0000395

BOEING

 

 

SKIN

DENTED

6/23/2008

73783N

 

 

 

AFT CARGO DOOR

(DU4R2008221) DURING SCHEDULED INSPECTION, FOUND AFT CARGO DOOR EXT SKIN HAS DENT 11 INCHES AFT FROM FWD EDGE 5 INCHS UP FROM BOTTOM EDGE WIDTH OF DENT 1.25 INCHES OF DENT .070 INCH W/Y=17 DENT MEASURES WITH DEPTH GUAGE A-1979. S/O NR 245010, OPS NR 26681. (K)

2008FA0000394

BOEING

 

 

FLOOR SUPPORT

CORRODED

6/20/2008

73783N

 

 

141A5410

FUSELAGE

(REF DU4R2008220) DURING SCHEDULED INSPECTION, FOUND CORROSION ON FLOOR SUPPORT CABIN. STA 340, LBL 11. (K)

2008FA0000397

BOEING

 

 

SKIN

DENTED

6/24/2008

73783N

 

 

 

AFT CARGO DOOR

(DU4R2008223) DURING SCHEDULED INSPECTION, FOUND DENT IN AFT CARGO DOOR (C-2) EXT. SKIN. S/O NR 245010, N/R 26678. (K)

2008FA0000401

BOEING

 

 

SKIN

DENTED

6/30/2008

73783N

 

 

 

HORIZ STAB

DURING SCHEDULED INSPECTION, FOUND DENT IN LT L/E OF HORIZ STAB STA 105. S/O 245008, N/R 21591. S/O 245008, N/R 21591. (K)

2008FA0000398

BOEING

 

 

NUT CLIP

CHAFED

6/30/2008

73783N

 

 

 

BS 967

(DU4R2008225) DURING SCHEDULED INSP, FOUND AFT CABIN BS 967, RBL 24, TO LBL 49 FLOORBOARD ATTACH POINTS, CLIP NUTS HAVE WORN GROOVES/CHAFE MARKS. S/O NR 245010, N/R NR27070 (K)

2008FA0000399

BOEING

 

 

FLOORBEAM

CORRODED

6/30/2008

73783N

 

 

 

BS986

(DU4R2008226) DURING SCHEDULED INSP, FOUND CORROSION IN PAX CABIN WET AREA ON FLOORBEAM FASTENERS AND FASTENER HOLES AT BS 986 FORM RBL45 TO LBL 45. S/O 245010 , N/R 27072 (K)

2008FA0000463

BOEING

GE  

 

FLOORBEAM

CORRODED

7/3/2008

73783N

CFM56*

 

 

BS328

DURING SCHEDULED INSP, FOUND CORROSION IN PAX CABIN FWD WET AREA ON FLOORBEAM AT BS 328 FROM RBL 13 TO RBL 50. (K)

2008FA0000465

BOEING

GE  

 

FLOORBEAM

CORRODED

7/7/2008

73783N

CFM56*

 

 

BS344, LBL10

DURING SCHEDULED INS, FUND FWD CABIN BS 344, LBL10, FLOORBEAM CORRODED. (K) SO 245010, NR27110

2008FA0000461

BOEING

GE  

 

FLOORBEAM

CORRODED

7/3/2008

73783N

CFM56*

 

 

BS294

DURING SCHEDULED INSP, FOUND CORROSION IN PAX CABIN FWD WET AREA ON FLOORBEAM AROUND FASTENERS AT BS 294 FROM RBL-2 TO RBL 43. SO NR 245010 NR 27077. (K)

2008FA0000462

BOEING

GE  

 

FLOORBEAM

CORRODED

7/4/2008

73783N

CFM56*

 

 

BS 328, RBL26

DURING SCHEDULED INSP, FOUND CORROSION IN PAX CABIN FWD WET AREA ON FLOORBEAM AT BS 328, RBL 26 AFT SIDE OF BEAM FOUND TO BE BEYOND LIMITS. (K)

2008FA0000464

BOEING

GE  

 

FLOORBEAM

CHAFED

7/7/2008

73783N

CFM56*

 

 

BS 344

DURING SCHEDULED INSP, FOUND CLIP NUTS CHAFING FLOORBEAM IN FWD CABIN BS 344, LBL 0 TO LBL 55. (K)

2008FA0000466

BOEING

 

 

COMPUTER

FAILED

7/11/2008

767*

 

 

4052500927

FMC 

AIR TURNBACK DUE PILOT REPORT 4273256-1; EICAS MSG L FMC FAIL DISPLAYED. FIM 34-61-00 FOLLOWED L FMC PWR RESET ALL INDICATIONS NORMAL. PLS MONITOR FURTHER. AS A PREVENTIVE ACTION DURING OVERNIGHT; IAW AMM 34-61-01/401 WAS REMOVED AND REPLACED THE FLIGHT MANAGEMENT COMPUTER. (K)

2008FA0000428

BOEING

GE  

 

LIGHT

ILLUMINATED

6/10/2008

767241

CF680C2*

 

 

ALTITUDE INDICAT

CABIN ALT AND CABIN ALTITUDE LIGHTS ILLUM, EICAS MSG CABIN ALTITUDE WAS DISPLAYED. UNABLE TO RESTORE CABIN PRESS USING MANUAL MODE. AIRPLANE RETURNED TO DEPARTURE. IAW FIM 21-31-00, FIG 103 BLOCKS 1,2,22,23,23A, 24, 44, PLN U3 IN CONNECTOR D2712A WAS REPAIRED. REF WDM 21-31-11/21-31-21. TEST WITH AIRCRAFT PRESSURIZED ON GROUND IS SATISFACTORY. (K)

2008FA0000427

BOEING

GE  

 

TRANSMITTER

FAULTY

6/1/2008

767241

CF680C2*

 

18195816

FLAP POSITION

LT FLAP DID NOT MOVE FROM 1 TO UP POSITION. FLIGHT RETURNED TO DEPARTURE. REMOVED AND REPLACED PROXIMITY SENSORS S282 AND S283 IAW SWPM 20-30-12 AND AMM 27-88-01, BITE TEST PSEU WAS PERFORMED AND IT WAS FOUND NORMAL IAW FIM 32-09-03, FIG 103. FLAP POSITION TRANSMITTER NR 5 WAS REMOVED AND REPLACED IAW MM 27-51-45, PG 201-222, OPS CHECK NORMAL, OVERWEIGHT LANDING INSPECTION WAS ACCOMPLISHED IAW MM 05-51-35 PHASE I, OPTION A, PG 201-203, NO DAMAGES WERE FOUND. (K)

2008FA0000478

BOEING

 

 

WINDOW

LEAKING

6/18/2008

767259

 

 

 

COCKPIT

REJECTED TAKEOFF, VERY STRONG NOISE AT 2R WINDOW DURING ROLL. IT WAS APPLY SEALANT IN THE FINISH AROUND THE WINDOW EDGE IAW AMM 56-11-00 PAGE 801, DID THE WINDOW TEST IAW AMM 56-11-02, PAGE 601, TEST OK. (K)

2008FA0000479

BOEING

 

 

FLAP SYSTEM

MALFUNCTIONED

6/17/2008

767283ER

 

 

 

TE FLAPS

EMERGENCY LANDING, EICAS MSG TE FLAP DISAGREE DISPLAYED, TRAILING EDGE LIGHT ILLUMINATED WHEN ANY TE FLAP POSITION SELECTED. FLAP FAIL TO MOVE SELECTED POSITION. IAW FIM 27-51-00, FIG 105, BLOCKS 1,21,22,23,43 WAS ACCOMPLISHED AND IAW FIM 27-51-00, FIG 104 BLOCK 1 TO 4 IT IS OK, FSEU BITE WAS ACCOMPLISHED. (K)

2008FA0000477

BOEING

 

 

SELECTOR

INOPERATIVE

6/2/2008

767284

 

 

1305027

CABIN PRESSURE

AIR TURN BACK, CABIN ALT, CABIN ALTITUDE LIGHT EICAS MSG DISPLAYED OPERATIONAL AND MANUAL MODE RESTORED CABIN PRESS CABIN AUTO INOP 1 AND 2. IAW AMM 21-31-01/401. CABIN PRESSURE SELECTOR WAS REPLACED AND WAS ACCOMPLISHED CABIN PRESSURE CONTROL SYS, OPS TEST IAW TASK 21-31-00-705-001. TEST SATISFACTORY. (K)

2008FA0000448

BOEING

GE  

 

NOZZLE

FAILED

6/18/2008

777224

GE9092B

 

1975M56G03

ENGINE

ENGINE SUFFERED AN OVERTEMP AND HPC/HPT ROTOR VIBRATION EXCCEEDANCE. THE CUSTOMER REPORTED METAL PARTICLES IN THE EXHAUST. DURING ENGINE MODULE DISASSEMBLY AT MFG, IT WAS NOTED THAT THE HPT STAGE 2 NOZZLE ASSY EXHIBITED SIGNIFICANT HARDWARE DAMAGE TO THE NOZZLE SEGMENTS, STAGE 1 AND STAGE 2 SHROUDS. (K)

2008FA0000472

BOEING

GE  

 

ENGINE

FAILED

6/6/2008

7772Q8

GE9094B

 

 

RIGHT

DURING TRANSIT CHECK, THE RT ENGINE WAS DETECTED WITH DAMAGES. MAINT PERFORMED BOROSCOPIC INSPECTION, DETECTING DAMAGES OUT OF LIMITS, SO RT ENGINE WAS REPLACED AND TESTED IAW MM 71-00-02 AND 71-00-00, ALL CORRECT. (K)

2008FA0000471

BOEING

GE  

 

SENSOR

FAILED

6/1/2008

7772Q8

GE9094B

 

PT25 

RT ENGINE

AC RETURNED TO DEPARTURE DUT TO RT ENGINE STALLED. MAINT PERFORMED FIM 75-21 TASK 822 AND STALL INSPECTION IN 1ST, 5TH AND 9TH HPC STAGES. NO DAMAGES WERE DETECTED IAW MM 71-00-00. RT PT25 SENSOR WAS REPLACED IAW MM 73-21-63, TESTED CORRECT. THE OVERWEIGHT INSPECTION WAS NOT NECESSARY DUE TO AIRCRAFT LANDED WITH 211, 400 KGS AND MAXIMUM LANDING WEIGHT IS 213 KGS. (K)

2008FA0000382

BRAERO

GARRTT

 

REGULATOR

DAMAGED

4/24/2008

BAE125800A

TFE7315R

 

1586108

OIL SYSTEM

RECEIVED O/H OIL TEMP REGULATOR FROM MFG UNDER THEIR WO 815978-001, DATED 04/22/2008. WHILE PERFORMING INCOMING PARTS INSPECTION ON 04/24/2008, FOUND FUEL INLET PORT SMASHED. THERE WAS NO DAMAGE TO THE SHIPPING CONTAINER. PROBABLE CAUSE OF DAMAGE WAS MOST LIKELY PRIOR TO PACKING OF UNIT FOR SHIPMENT. (K)

2008FA0000498

CESSNA

LYC  

 

BRACKET

CRACKED

7/11/2008

152  

O235*

 

04320049

HORIZONTAL STAB

WHILE CONDUCTING A 100 HOUR INSPECTION ON THE AIRCRAFT, COMPLYING WITH AD80-11-04 (NUTPLATE INSPECTION). UPON INSPECTION, IT WAS FOUND THAT NOT ONLY WAS THERE A CRACKED NUTPLATE, BUT THERE IS ALSO A (1 INCH) CRACK IN THE WELDED BRACKET- THE PART THAT THE NUTPLATES MOUNT TO. IT CAN BE SEEN IN MFG ILLUSTRATED PARTS CATALOG, FIGURE 18, ITEM NR 10. UPON REMOVING THE BRACKET FROM THE AIRCRAFT, ALSO DISCOVERED THAT A LARGE PORTION OF THE STEEL BRACKET HAD BEEN RUSTED; PARTICULARLY IN THE WELDED AREAS. BECAUSE MFG NO LONGER MAKES THIS PART, ACQUIRED A SERVICEABLE PART, INSPECTED THE WELDS, TREATED THE CORROSION, AND INSTALLED IT ON THE AIRCRAFT. (K)

2008FA0000370

CESSNA

ROTAX

 

LEG ASSY

BROKEN

5/7/2008

170A

ROTAX912UL

 

 

NLG 

NOSE LANDING GEAR LEG BROKEN AT FORWARD WELD ON SHOCK ABSORBER ATTACHMENT BRACKET. EXISTING INTERNAL CRACK. PROBABLE CAUSE, BAD WELD. (K)

2008FA0000371

CESSNA

CONT

 

ENGINE

VAPOR LOCK

5/10/2008

172G

O300D

 

 

 

AC WAS BEING FLOWN ON RT FUEL TANK. AFTER RUNNING TANK DRY, PILOT SELECTED RT FUEL TANK AND MOMENTS LATER THE ENG STOPPED PRODUCING POWER AND MADE AN EMERGENCY LANDING. AC FUEL SYS WAS INSPECTED FOR CONTAMINATES AND FAILURES, NONE WERE FOUND. POSSIBLE CAUSE IS VAPOR LOCK IN FUEL SYS FROM RUNNING FUEL TANK TRY. TO PREVENT THIS FROM RECURRING, WOULD BE TO SELECT ANOTHER FUEL TANK PRIOR TO RUNNING THE SELECT FUEL TANK DRY. (K)

2008FA0000365

CESSNA

LYC  

 

CYLINDER

DAMAGED

5/22/2008

172M

O320E2D

 

SLC36005

ENGINE

ENGINE WAS OVERHAULED NOV 2001 USING NEW CILINDER ASSEMBLES. BREAK-IN OPERATION PERFORMED WITH MFG SERVICE INSTRUCTION 1427B AND MINERAL OIL. ENGINE OPERATED NEAR DAILY FLIGHTS AVERAGEING .5 HOUR EACH. REGULAR OIL CHANGES USING 15W50 OIL AND ADDITIVE, POST BREAK-IN TIME OF 25 HOURS. OIL SAMPLE RESULTS INDICATED PREMATURE WEAR OF RINGS AND WALLS STARTING WITH FIRST SAMPLE AT 111.0 HOURS AND EVERY 30-50 HOURS THERE AFTER. REMOVED CYLINDERS FOR INSPECTION AFTER DISCOVERING VISIBLE METAL IN SCREEN AT 681 HOURS SINCE OVERHAUL. CYLINDER WALLS ON ALL FOUR ENGINE CYLINDERS WORN/DETERIORATED TO DEGREE THAT THE PISTON PIN PLUGS WERE SCRAPING ON RIDGES FROM PISTON RINGS. NOTABLE ALUMINUM FROM PISTON PIN PLUGS WAS FOUND IN SCREEN. ALSO, NOTED CONSIDERABLE PISTON SCUFFING ON THREE OF THE FOUR CYLINDERS (1,2, AND 3 POSITIONS). NO OTHER SIGNS OF CORROSION OR DAMAGE TO REMAINING ENGINE PARTS. SUSPECT EARLY FAILURE OF RINGS OR CYLINDER WALL HONING IMMEDIATELY AFTER OVERHAUL. (K)

2008FA0000366

CESSNA

LYC  

 

ARM  

BROKEN

5/24/2008

172N

O320H2AD

 

 

THROTTLE CABLE

BOLT CONNECTING CARBURETOR THROTTLE ARM TO THROTTLE CABLE FAILED RESULTING IN THROTTLE STICKING OPEN. PILOT PLACED MIXTURE CONTROL IN IDLE CUTOFF POSITION AND ATTEMPTED TO GLIDE TO RUNWAY AT AIRPORT. AIRCRAFT IMPACTED POWER LINES SHORT OF RUNWAY. BOLT WAS NOT RECOVERED. (K)

2008FA0000413

CESSNA

LYC  

 

BULKHEAD

CRACKED

4/23/2008

172S

IO360A1A

 

05522311

PROPELLER

REPEATED FINDINGS OF CRACKS AT EDGE OF WASHER FOOT PRINT. ALLOY CHANGE, OR HARDWARE CHANGE MAY HELP. (K)

2008FA0000444

CESSNA

LYC  

 

BULKHEAD

CRACKED

6/9/2008

172S

IO360A1A

 

 

PROP SPINNER

DURING A 100 HR INSPECTION, PROPELLER SPINNER FWD BULKHEAD WAS FOUND TO BE CRACKED FROM A PROP BOLT HOLE OUT TOWARD THE OUTER EDGE OF THE BULKHEAD, APPROX 1.5 INCH LONG. THE PROP BOLTS AND THE BULKHEAD WERE REMOVED FRO THE AIRCRAFT. CLOSER INSPECTION SHOWED THE CRACK ORIGINATED FROM THE OUTER APEX OF THE WASHER MARK, NOT THE BOLT HOLE ITSELF. ALSO, ALL BOLT HOLES WERE FOUND TO BE CRACKED IN THE SAME LOCATION (OUTER APEX OF WASHER IMPRESSION), RANGING FROM .2500 TO 1.0 IN LENGTH. THE MM HAS A NOTE THAT SAYS, "THE MOUNTING BOLT HOLES IN THE FORWARD BULKHEAD MAY BE UNDERSIZED DUE TO THE ORIGINAL TORQUING OF THE MOUNTING BOLTS". IT IS PLAIN TO SEE THIS CRUSHES THE ALUMINUM, CASUING STRESS CONCENTRATIONS AROUND THE WASHERS. IT WILL NOT BE A GOOD THING IF THE SPINNER DEPARTS THE AIRCRAFT. INCLUDED ARE MM EXCERPTS, AND A PHOTOCOPY OF THE CRACKS. (K)

2008FA0000403

CESSNA

LYC  

 

MAGNETO

OUT OF POSITION

6/16/2008

172S

IO360L2A

 

4371 

ENGINE

CHECKED THE MAGNETO TIMING AND FOUND THAT BOTH MAGNETOS WERE OFF APPROX 5 DEGREES. CURRENTLY SET AT APPROX 30 DEGREES BEFORE TOP DEAD CENTER. MFG SPEC IS 25 DEGREES BTDC. THE AIRCRAFT ENGINE TO MAGNETO TIMING WAS CHECKED WHEN NEW, SHORTLY AFTER DELIVERY 4/14/2008- 3.5 HRS TIS AND FOUND OK. IT APPEARS THE MAGNETOS HAVE DRIFTED SIGNIFICALLY TO THE ADVANCED POSITION. ORANGE FACTORY PUTTY NOTED ON MAGNETO HOLDOWN NUTS. IT APPEARS THE MAGNETOS HAVE DRIFTED SIGNIFICALLY TO THE ADVANCED POSITION IN 80 HRS TIS. THE MAGNETOS DRIFTING TO THE ADVANCED POSITION TO THE ENGINE TIMING HAS BEEN AN ONGOING ISSUE WITH MFG. SB SB2-08 DOES NOT ADDRESS AN ADVANCED CONDITION OF THE MAGNETOS, AS IN THIS CASE.

2008FA0000406

CESSNA

LYC  

 

MAGNETO

OUT OF POSITION

6/11/2008

172S

IO360L2A

 

4371 

POWERPLANT

DURING THE AC FIRST PHASE 2 INSPECTION (100 HR) FOUND THAT BOTH MAGNETOS WERE OFF APPROXIMATELY 5 DEGREES. CURRENTLY SET 30 DEGREES BEFORE TOP DEAD CENTER PLUS (MFG SUM SAYS 25 DEGREES BTDC) THE AIRCRAFT MAGNETO TO ENGINE TIMING WAS CHECKED WHEN NEW, SHORTLY AFTER DELIVERY 4/25/2008, 4.3 HRS TIS. IT APPEARS THE MAGNETOS HAVE DRIFTED TO THE ADVANCED POSITION. ORANGE PUTTY ON THE MAGNETO HOLD-DOWN STUDS WAS NOTED. IT APPEARS THE MAGNETOS HAVE DRIFTED SIGNIFICANTLY TO THE ADVANCED POSITION IN 93 HOURS TIS. THE MAGNETOS DRIFTING TO THE ADVANCED POSITION TO THE ENGINE TIMING HAS BEEN AN ONGOING ISSUE WITH MFG OF ENGINE AND MFG OF MAGNETO SB2-08 DOES NOT ADDRESS AN ADVANCED CONDITION OF THE MAGNETOS AS IN THIS CASE. (K)

2008FA0000407

CESSNA

LYC  

 

MAGNETO

OUT OF POSITION

6/11/2008

172S

IO360L2A

 

4371 

 

DURING THE AC FIRST PHASE 2 INSP (100 HR) FOUND THAT BOTH MAGNETOS WERE OFF APPROX 5 DEGREES. CURRENTLY SET 30 DEGREES BEFORE TOP DEAD CENTER PLUS MFG SRM SAYS 25 DEGREES BTDC). THE AIRCRAFT MAGNETO TO ENGINE TIMING WAS CHECKED WHEN NEW, SHORTLY AFTER DELIVERY 4/25/2008. 4.3 HOURS TIS. IT APPEARS THE MAGNETOS HAVE DRIFTED TO THE ADVANCED POSITION. ORANGE PUTTY ON THE MAGNETO HOLD-DOWN STUDS WAS NOTED. IT APPEARS THE MAGNETOS HAVE DRIFTED SIGNIFICANTLY TO THE ADVANCED POSITION IN 93 HRS TIS. THE MAGNETOS DRIFTING TO THE ADVANCED POSITION TO THE ENGINE TIMING HAS BEEN AN ONGOING ISSUE WITH ENGINE MFG AND MAGNETO MFG, SB2-08 DOES NOT ADDRESS AN ADVANCED CONDITION OF THE MAGNETOS AS IN THIS CASE. (K)

2008FA0000405

CESSNA

LYC  

 

MAGNETO

OUT OF POSITION

6/16/2008

172S

IO360L2A

 

 

ENGINE

DURING A PHASE 2 (100 HR) CHECK THE MAGNETO TIMING AND FOUND THE RT MAGNETO ADVANCED TO APPROXIMATELY 27 DEGREES. MFG SPECS CALL FOR 25 DEGREES. LAST CHECK AT 90 HOURS PRIOR, FOUND TO BE OK. SUSPECT MAGNETO DRIFTING IS OCCURING. THE MAGNETOS DRIFTING TO THE ADVANCED POSITION TO THE ENGINE TIMING HAS BEEN AN ONGOING ISSUE WITH ENGINE AND MAGNETOS. SB SB2-08 DOES NOT ADDRESS AN ADVANCED CONDITION OF THE MAGNETOS, AS IN THIS CASE. (K)

2008FA0000381

CESSNA

 

 

BULKHEAD

CRACKED

4/1/2008

177RG

 

 

12210628

FUSELAGE

DURING ROUTINE INSP, FOUND PART CRACKED. CHECKED (2) OTHER AC THAT HAPPENED TO BE IN SHOP, FOUND (1) OF THEM TO HAVE A SIMILAR CRACK. THIS SECTION OF BULKHEAD IS ATTACH STRUCTURE FOR LWR ATTACH ANGLE FOR IB FLAP DRIVE BELLCRANK. IT IS CURIOUS THAT THE FACTORY INSTALLED SOME EXTRA REINFORCEMENT STRUCTURE (A BRACKET) IN THIS POSITION IN LT WING. THERE ARE EVEN SOME "PILOT DRILL" (PD) HOLES DRILLED AT FACTORY IN RIB AND HEAVY ATTACH ANGLE ON THE AFFECTED RT SIDE. IT WOULD APPEAR THAT BOTH LT AND RT BELLCRANKS WOULD EXPERIENCE SAME FORE-AFT FORCES BY AIR LOADS ON FLAPS. SO WHY REINFORCE ONLY ONE SIDE? IT IS POSSIBLE THAT FACTORY ASSY LINE NEGLECTED TO INSTALL AN INTENDED SIMILAR REINFORCEMENT ON THE RT SIDE? (K)

2008FA0000404

CESSNA

LYC  

SLICK

DISTRIBUTOR BLK

MISREPAIRED

6/17/2008

182T

IO540AB1A5

 

M3820

MAGNETO

DURING INTERNAL MAGNETO INSPECTION, FOUND DISTRIBUTOR BLOCK SPOT FACED AREA FOR POLES. APPEARS TO BE INCORRECTLY SPOT FACED. MATERIAL THAT WAS LEFT BEHIND HAS THE SAME LOFT AS BEARING BOSS AREA ON DISTRIBUTOR BLOCK. THIS CAUSES THE FINGER ON THE DISTRIBUTOR GEAR TO RUB ON THE DISTRIBUTOR BLOCK. (K)

2008FA0000414

CESSNA

LYC  

 

INJECTOR

CLOGGED

7/1/2008

182T

TIO540AK1A

 

RSA5AD1

FUEL SERVO

PLANE LOST ENGINE POWER, BECAME VERY LEAN, COULD NOT GET FUEL FLOW> 9 GPH. TURNED OUT TO BE ALUMINUM SHAVING FROM ORIGINAL MFG OF FUEL SERVO. CLOGGED MIXTURE HOLE INSIDE FUEL SERVO. THIS WAS A DEFECT FROM TIME OF MANUFACTURE OF FUEL SERVO. EMERGENCY LANDING. (K)

2008FA0000368

CESSNA

CONT

 

ALTERNATOR

SEPARATED

5/9/2008

206CESSNA

IO520F

 

DOFFO10300J

ENGINE

BODY THRU SCREWS BACKING OUT CAUSING ALTERNATOR HALVES TO START TO SEPARATE, THOUGH NO IMMEDIATE ISSUES WITH AICAFTS CHARGING SYSTEM, NOTICED DISCREPANCY UPON VISUAL INSPECTION AFTER LANDING. (K)

2008FA0000367

CESSNA

 

 

MOTOR

BURNED

5/22/2008

208B

 

 

99105863

TE FLAPS

ON 5/7/08 DEPARTED AT APPROXIMATELY 8:30 LOCAL TIME. FLAPS SET TO 10 DEGREES FOR TAKEOFF. TAKEOFF & CLIMB NORMAL. AFTER 10 TO 15 MINUTES INTO FLT WITH AUTOPILOT ENGAGED, NOTICED A BURNING ODOR & SAW A SMALL AMOUNT OF SMOKE THAT LASTED FOR A SECOND OR TWO. DISENGAGED AUTOPILOT & LOOKED AT CIRCUIT BREAKERS & NOTICED STALL WARNING CIRCUIT BREAKER HAD POPPED. AFTER RETURNING TO AIRPORT, FOUND SEVERAL CIRCUIT BREAKERS HAD POPPED & FLAPS WERE INOPERATIVE & STUCK AT 10 DEGREES. AVIONICS SHOP REPORTED THE FOLLOWING: HIDDEN DAMAGE INSPECTION PERFORMED. BURNED WIRES FOUND IN WIRE BUNDLE RUNNING FROM MAIN FLAP MOTOR TO CIRCUIT BREAKER PANEL & FROM MAIN FLAP MOTOR TO GROUND BLOCK J66. INSULATION OF ADJACENT WIRES ALONG SAME WIRE BUNDLE FOUND MELTED. LOOSE RING TERMINAL FOUND ON THE NORMALLY OPEN TERMINAL OF THE UP LIMIT SWITCH ON FLAP ACTUATOR ASSY. FLAP SYS INSPECTED FOR ANY DEFECTS STRUCTURALLY, NONE FOUND. FLAP ROLLERS & TRACTS EXHIBITED NO ABNORMAL SIGNS OF WEAR & MOVED FREELY UP & DOWN. FLAP ACTUATOR JACKSCREW EXHIBITED NO ABNORMAL SIGNS OF WEAR. FURTHER INVESTIGATION FOUND PRIMARY FLAP MOTOR HAD FAILED & THAT 10 AMP PRIMARY FLAP CIRCUIT BREAKER HAD NOT TRIPPED AS IT SHOULD HAVE, CAUSING CIRCUIT TO OVERLOAD & MELT WIRE BUNDLE. PRIMARY FLAP CIRCUIT BREAKER EXHIBITED SIGNS OF OVERHEATING ON THE BOTTOM SURFACE OF PLASTIC CASING, & HAD A BURNED ODOR TO IT. PRIMARY FLAP MOTOR LOOKED GOOD PHYSICALLY, BUT FURTHER INPECTION & OPENING MOTOR, IT EXHIBITED SERIOUS SIGNS OF OVERHEATING/BURNING INSIDE UNIT & A VERY STRONG BURNED ODOR. DURING THE INVESTIGATION TO DETERMINE THE SEVERITY OF THE DAMAGE CAUSED BY FAILED CIRCUIT IT IS ESTIMATED THAT AT LEAST 70 TO 75 PERCENT OF THE WIRE INSULATION ON THE POWER WIRE TO THE PRIMARY FLAP MOTOR HAD BEEN MELTED/BURNED OFF OF WIRE, LEAVING A BARE EXPOSED WIRE THROUGH OUT CABIN HEADLINER. WIRE FINALLY BURNED IN HALF ITSELF BEHIND THE CIRCUIT BREAKER PANEL ABOUT 2 INCHES FROM THE J37 CONNECTOR. (OPEN) (K)

2008FA0000484

CESSNA

 

 

WIRE

SHORTED

5/16/2008

208B

 

 

 

STARTER GEN

ON (2) RECENT OCCASIONS (2) AIRCRAFT HAVE HAD IDENTICAL DISCREPANCIES WITH THE STARTER ENERGIZED (SE) CIRCUIT. DURING A NORMAL START THE SE ANNUNCIATOR DID NOT EXTINGUISH NORMALLY/AUTOMATICALLY AS THE ENGINE NG INCREASES. THE ANNUNCIATOR STAYS ON UNTIL THE PILOT MOVES THE STAT SWITCH TO "OFF" AT WHICH TIME THE LIGHT GOES OUT AND THE GENERATOR COMES ON-LINE. TROUBLESHOOTING IN BOTH OF THESE CASES REVEALED HIGH RESISTANCE IN THE SPEED SENSOR CIRCUIT. FURTHER INSPECTION REVEALED THAT THIS WAS DUE TO POOR WORKMANSHIP (CRIMPED AND POORLY SOLDERED) ON THE WIRE CONNECTIONS INSIDE THE STARTER/GEN (S/G CONNECTOR. WIRE WAS PINCHED BETWEEN CONNECTOR AND CASE. IN BOTH CASES THE S/G HAD BEEN RECENTLY OVERHAULED. (K)

MT9R00000040

CESSNA

PWA  

 

POWER LEVER

BROKEN

5/30/2008

208B

PT6*

 

SL60061

ENGINE CONTROL

ENGINE CONTROL QUADRANT POWER LEVER SPRING STOP BROKEN. (K)

2008FA0000349

CESSNA

 

 

TORQUE LINK

CRACKED

5/2/2008

210M

 

 

12434262

NLG 

OUR REPAIR STATION HAS REPLACED SEVERAL OF THESE SAME UPPER TORQUE LINKS DUE TO FINDING THEM BENT AT INSPECTION (APPROX 5 TOTAL) THIS IS THE FIRST ONE FOUND CRACKED. PROBABLE CASUE IS WHAT I BELIEVE IS LANDING IMPACT WITH MORE THAN RECOMMENDED STRUT ESTENSION (5.00 INCH MAX) IAW SRM FIGURE 5-15 WHICH IS ADJUSTABLE BY ADDING SHIMS (ITEM 15) MAXIMUM OF THREE, PN 12436182 IAW THE NOTE OF FIGURE 5-18 OF THE SRM. (K)

2008FA0000458

CESSNA

CONT

 

FORK

FRACTURED

7/2/2008

340A

TSIO520*

 

50452112

MLG 

LANDING GEAR DOWN ACTUATION ON 7/2/2008 PRODUCED AN INDICATED UNSAFE NOSE LANDING GEAR LIGHT. AN ATTEMPT TO ACTUATE MANUAL EXTENSION OF THE LANDING GEAR PROVED UNSUCCESSFUL SINCE THE NOSE LANDING GEAR DID NOT EXTEND TO A DOWN AND LOCKED POSITION. SUBSEQUENT DAMAGE RESULTED TO THE AIRCRAFT WHEN THE NOSE LANDING GAR COLLAPSED UPON LANDING. AN INSPECTION OF THE AC REVEALED THAT NLG LINKAGE "ADJUSTING FORK" FRACTURED THEREBY DISABLING THE EXTENSION OF THE NLG FROM EXTENDING TO A DOWN AND LOCKED POSITION. EVIDENCE SUGGESTS THAT THE FRACTURE WAS PROGRESSIVE IN NATURE DUE TO INDICATIONS THAT A DEGRADATION TO THE STRUCTURE OF THIS COMPONENT EXISTED PRIOR TO FAILURE OF THIS COMPONENT. (K)

2008FA0000491

CESSNA

WILINT

 

BLADE

DEPARTED

7/9/2008

525  

FJ441A

 

66032

IP ROTOR BLADE

DURING ROUTINE INSP, FOUND DAMAGE TO THE 1ST STAGE STATOR ASSY, UPON FURTHER INSPECTION, FOUND 1 BLADE HAD FAILED AND DEPART THE LP ROTOR ASSY CAUSING DAMAGE TO THE REST OF THE ENGINE DOWN STREAM. (K)

2008FA0000485

CESSNA

PWA  

 

FLOW DIVIDER

FAILED

7/9/2008

550  

JT15D4

 

256072

NR 1 ENGINE FUEL

DURING CLIMB OUT AFTER TAKEOFF, NR 1 ENGINE COULD ONLY PRODUCE 85 PERCENT N1. WHILE RETURNING TO BASE , ENGINE SHUT ITSELF DOWN ON 2 MILE FINAL. TROUBLESHOOTING FOUND THAT FUEL FLOW DIVIDER HAD MALFUNCTIONED. FUEL FLOW DIVIDER WAS REMOVED FROM SERVICE, AND REPLACED WITH AN OVERHAULED UNIT. AIRCRAFT WAS RETURNED TO SERVICE. (K)

2008FA0000500

CESSNA

PWA  

 

WIRE

CHAFED

7/13/2008

550  

JT15D5

 

 

THRUST REVERSER

ON CLIMB OUT, AFTER DEPARTURE, THE LT THRUST REVERSER DEPLOY LIGHT ILLUMINATED. NO ABNORMAL FLIGHT CHARACTERISTICS WERE FELT IN THE AC. AFM PROCEDURES WERE FOLLOWED AND A SAFE LANDING BACK AT DEPARTURE AIRPORT WAS MADE. AFTER LANDING, THE PILOT CYCLED THE LT THRUST REVERSER AND THE LIGHT EXTINGUISHED. THE TRIP WAS CANCELLED UNTIL THE AIRCRAFT COULD BE INSPECTED. INVESTIGATION REVEALED A WIRE FOR THE DEPLOY SWITCH HAD CHAFED TO GROUND AT THE STRUCTURE OF THE LT THRUST REVERSER OB STANG. THE DAMAGED WIRE WAS REPAIRED AND THE WIRE BUNDLE IN THAT AREA WAS REPOSITIONED TO PREVENT ANY FURTHER CHAFING. OPS CHECK OF THE THRUST REVERSER SYSTEM AFTER REPAIR WAS NORMAL. (K)

2008FA0000432

CESSNA

PWA  

 

DOWNLOCK SWITCH

INOPERATIVE

6/2/2008

551  

JT15D4

 

602EN166B

RT MAIN GEAR

RT MAIN GEAR GREEN INDICATOR DID NOT ILLUMINATE WHEN GEAR EXTENDED GOING INTO LAND. CYCLED GEAR AND GREEN INDICATOR LIGHT REMAINED OUT. AC LANDED WITHOUT INCIDENT. RT MAIN GEAR DOWNLOCK SWITCH FOUND TO BE FAULTY. (K)

2008FA0000429

CESSNA

 

 

PISTON

LOOSE

6/5/2008

560CESSNA

 

 

66420003

NLG 

( REF CWQR200801) DURING A1-5 PHASE INSPECTION, FOUND EXCESSIVE PLAY INT HE NOSE GEAR FWD AND AFT PLAY CHECK. AFTER FURTHER INSPECTION , FOUND THE NOSE GEAR FORK LOOSE ON THE PISTON. THEN THE SAFETY BOLT WAS REMOVED THE FORK FELL FROM THE PISTON. THIS SHOULD BE AN INTERFERENCE FIT. THIS IS A LOW TIME AC AND APPEARS TO BE A MFG PROBLEM. FILED SCR NR 363222 WITH MFG. (K)

2008FA0000350

CESSNA

 

 

HOSE

LEAKING

4/29/2008

560CESSNA

 

 

38101550360

LAV OXYGEN

DURING SCHEDULED PHASE INSPECTION NOTED HOSE ASSY. SUPPLYING OXYGEN TO LAVATORY OXYGEN MASK COMPARTMENT FROM MAIN UPPER CABIN OXYGEN LINE ASSY LEAKING. FURTHER INVESTIGATION SHOWED MULTIPLE HOLES IN OXYGEN HOSE ASSY FLEXIBLE HOSE SECTION. SUSPECT HOSE ASSY DETERIORATED FROM AGE AND POSSIBLY HEAT FROM AIRCRAFT BEING PARKED OUTDOORS FOR EXTENDED PERIODS. RECOMMEND TECH CLOSELY INSPECT CABIN OXYGEN SYSTEM COMPONENTS DURING SCHEDULED INSPECTIONS ON OLDER AND HIGH-TIME SERIES AC FOR AGE RELATED DEFECTS. (K)

2008FA0000351

CESSNA

 

 

LATCH

BROKEN

4/29/2008

560CESSNA

 

 

991434317

CARGO DOOR

DURING SCHEDULED PHASE INSPECTION, FOUND AFT BAGGAGE COMPARTMENT DOOR AFT LATCH ASSY, NOT LOCKING. FURTHER INVESTIGATION FOUND AFT DOOR LATCH ASSY, BROKEN. REPLACED LATCH ASSY W/ SERVICEABLE LATCH ASSY, OPERATIONS NORMAL. RECOMMEND FURTHER INVESTIGATION BY MFG TO DETERMINE IF MFGED LATCHES PRONE TO EARLY FATIGUE FAILURE AND ISSUE SB TO REPLACE IF HIGH FAILURE RATES NOTED. TECHS SHOULD INSPECT THESE LATCHES CLOSELY DURING SCHEDULED PHASE CHECKS TO PREVENT POSSIBLE DOOR OPENING IN FLIGHT. (K)

2008FA0000385

CESSNA

PWA  

 

TRUNNION

CORRODED

6/5/2008

560XL

PW545A

 

66426119

NLG 

(REF CWQR200806) WHILE WORKING AN UNSCHEDULED NOSE GEAR VIBRATION, POPPING, DISCREPANCY. FOUND BEARING PN MS2464268G TO BE ROUGH WHEN TURNING. UPON FURTHER INSPECTION FOUND CORROSION AND PITTING BETWEEN STEEL BEARINGS AND ALUM NLG TRUNNION ASSY. NLG TRUNNION SHOULD BE TREATED TO PREVENT DISSIMILAR METAL CORROSION. FILED SLR NR 363322. (K)

2008FA0000360

CESSNA

PWC  

 

STIFFENER

MISINSTALLED

5/15/2008

560XL

PW545B

 

662121126

LT MLG WW

FOUND RT STIFFENER (PN 662121126) INADVERTENTLY INSTALLED IN LT POSITION. WITH LANDING GEAR IN THE STOWED POSITION, THE ACTUATOR CONTACTED THE STIFFENER AND CAUSED MINOR CHAFFING. NEITHER THE ACTUATOR NOR THE STIFFENER WERE DEFORMED/ DAMAGED. (K)

2008FA0000362

CESSNA

 

 

HYDRAULIC LINE

LEAKING

5/7/2008

650  

 

 

620701098

HYDRAULIC SYSTEM

NOTED HYDR FLUID LEAKING FROM RT WING IN THE MLG AREA. TROUBLESHOOTING REVEALED A GROUND SPOILER HYD LINE. LOCATED ON THE REAR FACE OR THE AFT SPAR AT WS 84 (APPROX). HAD BEEN CHAFED THROUGH BY THE AILERON CABLES. DUE TO THE CLOSE PROXIMITY OF THE LINE AND CABLES, THIS AREA SHOULD BE CLOSELY INSPECTED TO DETECT ANY CHAFING PROBLEM. (K)

2008FA0000364

CESSNA

CONT

 

TRIM SWITCH

INOPERATIVE

5/9/2008

P206B

IO520F

 

 

PILOTS YOKE

PILOT REPORTED IN FLIGHT WHEN AUTOPILOT/ELECTRIC TRIM ENABLE, TRIM SERVO "RAN ON", WHEN ELECTRIC TRIM TURNED OFF MANUAL TRIM WHEEL OPERABLE AND NO MALFUNCTION OF SYSTEM NOTED, UPON INSPECTION NOTICED SOLDERED CONNECTION ON BASE OF SWITCH BENT AND JUMPED BETWEEN WIRE POSTS ON BASE OF SWITCH. RESOLDERED CONNECTION, SEAL WITH HEAT SHRINK AND OPERATED SYSTEM OK. (K)

2008FA0000499

CESSNA

CONT

 

CONTROL CABLE

DEFECTIVE

7/16/2008

T210L

TSIO520*

 

98600581

FLAPS

ORDERED NEW MFG FLAP FOLLOW UP CABLE; TO REPLACE ORIGINAL CABLE WHICH HAD BECOME DEFECTIVE DUE TO NORMAL USAGE AND AGE. THIS CABLE IS SIMILAR TO A THROTTLE CABLE WITH AN INSIDE CABLE WHICH SLIDES IN AN OUTSIDE HOUSING. UPON INSTALLATION, OF NEW MFG FLAP FOLLOW UP CABLE, OPERATION WAS VERY ROUGH AND INTERMITTENT. SMOOTH OPERATION IS CRITICAL TO MEET MM SPECS AND AIRCRAFTS FLIGHT MANUAL REQUIREMENTS FOR CERTAIN SPECIFIED FLIGHT CONFIGURATIONS. CONTACTED MFG SERVICE CENTER AND THEN MFG TECH SUPPORT DIRECT. MFG ASSURED, VERBALLY THE CABLE HAS BEEN MFG TO ORIGINAL SPECIFICATIONS. FROM FIRST GLANCE, CABLE IS OBVIOUSLY CONSTRUCTED IN A DIFFERENT MANNER AND OF DIFFERENT MATERIAL OF ORIGINAL PART ON THIS AND OTHER AC UTILIZING THIS SAME PART. TECH SUPPORT VERBALLY STATED CABLE MUST MEET A QC STANDARD OF OPERATING SMOOTHLY WITH A 4 INCH RADIUS 90* BEND. AFTER REMOVAL OF NEW CABLE OPERATION BECAME STIFF WITH CATCHES IN ITS TRAVEL AS IF THE CABLE WAS SNAGGING THE CABLE HOUSING WHEN PLACED IN ONE 6 INCH - 8 INCH RADIUS BEND. MULTIPLE BENDS ARE REQUIRED FOR INSTALLATION IN AIRCRAFT. EACH ADDITIONAL BEND COMPOUNDS THE ROUGHNESS OF ITS TRAVEL. THIS CABLE OPERATES TRAVEL LIMIT SWITCHES FOR SPECIFIED DEGREE OF FLAPS AS SET BY PILOT AT FLAP SELECTOR HANDLE. MM ONLY ALLOWS FOR A COUPLE DEGREES VARIANCE FROM FLAP SELECTOR SETTING AND ACTUAL FLAP POSITION. ROUGH OPERATION CAUSES AN INABILITY TO SET SWITCHES AND CABLE TO PRODUCE CONSISTENT RESULTS IN MM PARAMETERS AND AS REQUIRED IAW FLIGHT MANUAL FOR SPECIFIED FLIGHT CONFIGURATIONS. THIS IS THE FIRST OF 2 NEW CABLES IN THIS CONDITION ORDERED FOR THIS AC IN THIS CONDITION. (K)

2008FA0000443

CESSNA

CONT

 

GUIDE

OUT OF TOLERANCE

6/17/2008

T210N

IO550P

 

 

EXHAUST VALVE

AFTER NUMEROUS ATTEMPTS TO TROUBLESHOOT FREQUENT ENGINE MISFIRES OCCURRING PRIMARILY IN THE INITIAL CLIMB STAGES OF FLIGHT, THE ENGINE VALVE TRAIN WAS INSPECTED FOR STICKING VALVES. DIMENSIONAL INSPECTIONS OF THE EXHAUST VALVE GUIDES IN ALL 6 CYLINDERS REVEALED THAT THE EXHAUST VALVE GUIDES WERE BELOW THE MINIMUM ACCEPTABLE DIAMETERS AS PUBLISHED IN THE APPLICABLE O/H MANUAL. IT IS BELIEVED THAT THE EXCESS MATERIAL EXISTS BECAUSE THE GUIDES WERE NOT MEASURED OR REAMED DURING THEMFG ASSY PROCESS. CORRECTIVE ACTION NOT AVAILABLE AT THIS TIME. (K)

2008FA0000411

CESSNA

LYC  

 

ROD END

BROKEN

6/12/2008

T310Q

IO360A1A

 

 

LANDING GEAR

AFTER TAKEOFF, WHEN RETRACTING GEAR, PILOT HEARD LOUD CRACK. NOSE GEAR WOULD NOT RETRACT. AIRCRAFT LANDED WITH NOSE GEAR TRAILING AFT. NOSE GEAR COLLAPLSED ON LANDING. INSPECTION REVEALED ROD END UNDER PILOT`S FLOOR THAT CONNECTS NOSE GEAR RETRACT ROD TO BELLCRANK SEPARATED CAUSING NOSE GEAR TO BECOME DISCONNECTED FROM LANDING GEAR TRANSMISSION.

2008FA0000357

CIRRUS

CONT

 

STRUT

CRACKED

5/1/2008

SR20

IO360ES

 

11907005

NLG 

AFTER INSPECTION OF AIRCRAFT AFTER A REPORT OF NOSE WHEEL PANT DAMAGE ON LANDING. I FOUND THE UPPER LEFT ARM ON THE NOSE STRUT WAS SERIOUSLY CRACKED. THE CRACK RAN FROM THE TOP OF THE ARM ON THE NOSE STRUT WAS SERIOUSLY CRACKED. THE CRACK RAN FROM THE TOP OF THE ARM. JUST FORWARD OF THE STRUT DATA PLATE, THROUGH THE ENTIRE ARM AND STOPPED AT THE BOTTOM WHERE A GUSSET WAS WELDED. THE CRACK CONTINUED TO RUN PARALLEL TO GUSSET FOR ABOUT .5 OF AN INCH. A SMALLER CRACK WAS ALSO FOUND ON THE RIGHT ARM STARTING AT THE SAME POINT AS THE LEFT ARM BUT ONLY MEASURED ABOUT .5 OF AN INCH. ALSO FOUND NOSE WHEEL STOP AND NOSE FORK WAS DAMAGED. POSSIBLE CAUSE COULD BE REPEATED UNREPORTED HARD LANDINGS. WOULD RECOMMENDED ALL OPERATORS TO INSPECT IN THIS AREA AFTER ANY HARD LANDING OR ANY EXCESSIVE STRESS ON NOSE GEAR. (K)

2008FA0000457

CIRRUS

CONT

 

MAGNETO

BURNED

7/10/2008

SR20

IO360ES

 

07010003

LEFT 

DURING ROUTINE MAINT, THE LT MAGNETO WAS DISCOVERED OUT OF TIME TO ENGINE. WAS UNABLE TO RE-TIME MAG WITHOUT RE-STABBING. WHEN REMOVED, OPENED COVER AND FOUND INTERNAL PLASTIC COMPONENTS BURNED WITH SIGNIFICANT AMOUNT OF LOOSE (BURNED) PLASTIC PARTS LOOSE WITHIN MAGNETO. THIS MAGNETO WAS SUPPLIED WITH NEW ENGINE 261.3 HOURS AGO, OTHER THAN MAG TO ENGINE TIMING BEING OFF, THERE WAS NO INDICATION (OPERATIONALLY) OF A PROBLEM. THIS IS FIRST TIME HAVE SEEN THIS KIND OF DAMAGE TO MAGNETO AND HAVE IT STILL OPERATE. PERFORM 500 HR INTERNAL INSP OF MAGS AND BEING HALF WAY THERE, IT THEORETICALLY WOULD NOT HAVE BEEN DISCOVERED UNTIL 500 HOUR MARK OR TOTAL FAILURE OF MAGNETO. (K)

2008FA0000378

CIRRUS

CONT

 

TRANSMITTER

MALFUNCTIONED

4/15/2008

SR22

IO550*

 

 

OIL PRESSURE

FOLLOWING ACTIONS WERE TAKEN AS A RESULT OF A PRECAUTIONARY LANDING, WHERE PILOT REPORTED A LOSS OF OIL PRESSURE. AT CRUISE, AT 8000 FT, OIL PRESSURE ANNUNCIATOR LIGHT ILLUMINATED, OIL PRESSURE GAUGE INDICATED NO OIL PRESSURE. AFTER LANDING, OIL PRESSURE RETURNED TO NORMAL. TECH SUPPORT WAS CONTACTED, RECOMMENDED CHECKING OIL PRESSURE SWITCH CONNECTORS. THEY FEED BOTH ANNUNCIATOR AND GAUGE. CONNECTORS WERE CLEANED, CHECKED FOR INTEGRITY AND RECONNECTED. NO PROBLEMS WERE FOUND. OIL LEVEL WAS FOUND AT APPROX (6) QTS. (1) QUART 20X50 WAS ADDED. ENGINE STARTUP AND OIL PRESSURE WAS NORMAL, WITH READING AT TOP OF THE GREEN, COLD, DECREASING TO 50 PSI, HOT. ALL OTHER ENG PARAMETERS APPEAR NORMAL. SUSPECT A CORRODED CONNECTOR. RECOMMENDED TO PILOT A TEST FLIGHT OVER AIRPORT FOR VERIFICATION OF SATISFACTORY OPERATION. TEST FLIGHT WAS SATISFACTORY, PILOT RETURNED TO HOME BASE. (K)

2008FA0000451

CIRRUS

CONT

 

ELBOW

MISINSTALLED

6/9/2008

SR22

IO550N

 

 

RT EXHAUST

WHILE ACCOMPLISHING SERVICE ADVISORY 08-03 IT WAS DISCOVERED THAT RT SIDE EXHAUST ELBOW WHICH IS INSERTED BETWEEN WASTEGATE OUTLET FITTING AND TAILPIPE WAS ORIGINALLY INSTALLED BACKWARDS A THE FACTORY. THIS INCORRECT INSTALLATION RESULTED IN ELBOW HAVING ONLY A .1875 INCH ENGAGEMENT WITH WASTEGATE FITTING AND A 2.2500 INCH ENGAGEMENT IN TAILPIPE. THE .3750 INCH ENGAGEMENT COULD HAVE RESULTED IN SEPARATION OF JOINT. THE 2.2500 INCH ENGAGEMENT CAUSED A 1 INCH OBSTRUCTION IN EXHAUST GAS PATH. (K)

2008FA0000439

CIRRUS

CONT

 

BEARING CAP

CRACKED

7/1/2008

SR22

IO550N

 

 

ALTERNATOR CASE

PILOT REPORTE TO HAVE AN ALTERNATOR NR 1 FAILURE DURING GROUND PRE-FLIGHT RUN-UP. AC WAS BROUGHT IN FOR MAINTENANCE TO TROUBLESHOOT ALTERNATOR ISSUE. ALTERNATOR BEARING END CAP WHICH IS PART OF THE ALTERNATOR CASE COMPLETED CRACKED OFF AND WAS LYING ON THE ENGINE BAFFLING. AC WAS FURTHER INSPECTED WITH NO OTHER DISCREPANCIES FOUND. ALTERNATOR WAS REPLACED WITH NEW. GROUND AND FLIGHT TESTS CHECK GOOD. (K)

2008FA0000493

CIRRUS

CONT

 

WIRE

FATIGUED

6/23/2008

SR22

IO550N

 

 

ALT AIR DOOR

WIRES THAT CONNECT TO THE ALTERNATE AIR DOOR (WHICH ARE SOLDERED TO THE SWITCH) FOR THE TORNADO ALLEY TURBO SYSTEM ARE BECOMING FATIGUED AND SOLDER IS BREAKING AT SWITCH. IF THE ALTERNATE AIR WAS TO OPEN AND THESE WIRES WERE BROKEN, IT WOULD NOT GIVE THE PILOT AN INDICATION THAT THE ALTERNATE AIR DOOR WAS OPEN. (K)

2008FA0000469

CIRRUS

CONT

 

MOUNT

CRACKED

6/16/2008

SR22

IO550N

 

 

ALTERNATOR

STANDBY ALTERNATOR MOUNTING FLANGE CRACKED IN (2) PLACES. OIL GALLING AT MOUNT FLANGE WHERE CRACKS WERE NOTED. (K)

2008FA0000492

CIRRUS

CONT

 

FAN  

CRACKED

6/30/2008

SR22

IO550N

 

 

ALTERNATOR

ALTERNATOR NR 2 (BELT DRIVEN ALTERNATOR) COOLING FAN DEVELOPED CRACK AT FAN BLADE RADIUS. CRACK ELONGATED UNTIL FAN SEPARATED FROM ALTERNATOR. (K)

2008FA0000430

CNDAIR

GE  

 

CONTROL PANEL

MALFUNCTIONED

6/25/2008

CL6002B16

CF34*

 

7455025

MLG 

LANDING GEAR HANDLE DIFFICULT TO ACTUATE TO UP POSITION. REQUIRED MULTIPLE ATTEMPTS TO ACTUATE GEAR HANDLE. FOUND LIGHTED COVER PANEL LOOSE ON GEAR HANDLE ASSEMBLY. REMOVED LIGHT PANEL TO INVESTIGATE. FOUND ONE SCREW FROM BACKSIDE OF PANEL HAD FALLEN OUT AND WAS INTERFERING WITH GEAR UP RELEASE MECHANISM. REINSTALLED SCREW AND TIGHTENED ALL OTHERS . REINSTALLED LIGHT PANEL. PREFORMED MULTIPLE GEAR SWINGS, NO FAULTS NOTED. (K)

2008FA0000358

CNDAIR

GE  

 

CONTROL BOX

FAILED

5/19/2008

CL6002B16

CF343A

 

60093000123

T/E FLAPS

CREW REPORTED FLAP FAILURE DURING APPROACH APPROXIMATELY 8 HOURS AFTER INSTALLATION. RESET SYSTEM AND FLAPS WORKED FINE. FLEW AIRCRAFT HOME AND NO DISCREPANCIES. UNABLE TO DUPLICATE PROBLEM UNTIL SEVERAL WEEKS LATER DURING MAINTENANCE RUN. FLAPS WOULD IMMEDIATELY FAIL, INTERMITTENTLY. PLACED ELECTRICAL RECORDER ON SYSTEM WITH BREAKOUT BOX AND FOUND INTERMITTENT SIGNAL LOSS ON SIGNAL 2 WHEN INSTALLED ON LEFT WING. SWAPPED UNIT TO RIGHT WING AND FLAPS WOULD CONSISTANTLY FAIL INTERMITTENTLY. THIS TIME FOUND SIGNAL LOSS ON RIGHT WING, SIGNAL 1. INSTALLED REPAIRED UNIT, SYSTEM WORKING OK RIGHT NOW. THIS UNIT HAD LESS THAN 13 HOURS TT SINC REPAIR ON IT. (K)

2008FA0000359

CNDAIR

GE  

 

CONTROL HANDLE

DAMAGED

5/21/2008

CL6002B16

CF343A1

 

600930035

COCKPIT

AIRCRAFT HAD BEEN EXPERIENCING MULTIPLE INFLIGHT FLAP FAILURES WHICH WERE NOT DUPLICATED ON THE GROUND. DURING TROUBLESHOOTING OF THE FLAP SYSTEM, FLAPS WOULD NOT MOVE FROM 45 DEGREES TO 30 DEGREES WHEN SELECTED. NO FAILURE WAS DISPLAYED BY THE AIRCRAFT. FLAP HANDLE WAS JOGGLED AND FLAP MOVEMENT WOULD BEGIN. REPLACED FLAP CONTROL HANDLE. (K)

2008FA0000361

CNDAIR

GE  

 

FCU  

FAILED

5/21/2008

CL6002B16

CF343A1

 

60093000117

T/E FLAPS

AC HAS BEEN EXPERIENCING INTERMITTENT FLAP SYSTEM FAILURES IN DIFFERENT MODES OF FLIGHT, PRIMARILY DURING APPROACH. TROUBLESHOOTING IAW MM RECOMMENDED REPLACEMENT OF FLAP CONTROL UNIT DUE TO IMMEDIATE ( INTERMITTENT) FAILURES AFTER FLAP MOVEMENT SELECTION. AFTER INSTALLATION OF THIS UNIT IN AIRPLANE, FLAPS FAILED TAKEOFF CONFIGURATION WARNING SYSTEM CHECK WHEN UTILIZING LEFT POWER LEVER (THROTTLE LEVER). UNIT NOT RETURNED TO SERVICE. NO FLIGHT TIME PLACED ON UNIT. THIS PART HAD A FRESH INSPECTION TAG FROM VENDOR. (K)

2008FA0000433

CNDAIR

GE  

 

ASYMMETRY SWITCH

FAILED

5/21/2008

CL6002B16

CF343A1

 

60093000123

TE FLAPS

FLAPS FAIL FOUR DEGREES AFTER SELECTION. USING BREAKOUT BOX, SELECTED THIS BDU AND FLAPS WOULD CONSISTENTLY FAIL. SELECTED OTHER SIDE BDU AND FLAPS WOULD OPERATE NORMALLY. UNIT ALSO RATTLES ON BENCH WHEN CHECKING DRAG TORQUE (UNLOCKED). (K)

2008FA0000354

DHAV

PWA  

 

BOLT

SHEARED

6/3/2008

DHC8202

PW123

 

7826691

PROPELLER

WHILE DOING A RGB CHANGE ON THE NR 1 ENGINE OF DASH-8, N802MR, DURING REINSTALLATION OF THE PROPELLER WHILE DOING THE TORQUE SEQUENCE, WE BROKE ONE PROP MOUNTING BOLT. WE SENT THE HUB OUT FOR REPAIR AND SENT THE TORQUE WRENCH TO THE CAL PLACE TO BE VERIFIED. THEY REPLACED 3 MOUNTING BOLTS. WHEN THE HUB CAME BACK FROM REPAIR WE PROCEEDED TO INSTALL THE BLADE USING A DIFFERENT TORQUE WRENCH. AS WE WERE DOING THE CRISSCROSS PATTERN, I NOTICED THAT THE BOLTS THAT WERE NOT REPLACED WOULD NOT GRAB TORQUE THE TORQUE WRENCH WOULD CLICK ONCE BUT ON THE SECOND CLICK IT WOULD MOVE OVER .2500 OF A TURN, THE 3 NEW SCREWS CLICK FINE CLICK CLICK. WE FIGURED THAT THE BOLTS HAD JUST BEEN REMOVED AND REINSTALLED AND THEY WERE JUST SETTING INTO PLACE. SINCE ALL THE BOLTS HAD CLICK ONCE IN THE CRISSCROSS PATTERN WE PROCEEDED TO DO THE CIRCULAR PATTERN WE DID THE FIRST 3 BOLTS FINE BUT NOTICED THAT OUT OF THOSE 3 BOLTS, THE NR 1 AND 2 WERE SHOWING MORE THREADS THAN THE NR 3 (THIS ONE WAS REPLACED AT THE PROP SHOP) TOLD THE MECHANIC TO STOP, THERE WAS OBVIOUSLY SOMETHING WRONG WHEN ALL OF A SUDDEN ON THE BOLTS THAT WAS ALREADY TORQUED, BROKE. (K)

2008FA0000420

DIAMON

 

 

HINGE

CRACKED

6/18/2008

DA40

 

 

 

DOOR 

FOUND CRACKS IN AFT DOOR HINGE. (K)

2008FA0000424

DIAMON

 

 

DOOR

DEPARTED

6/16/2008

DA40

 

 

DA4522100002

REAR PASSENGER

ON TAKEOFF CLIMBOUT, AFT PASSENGER DOOR DEPARTED AIRFRAME. (K)

2008FA0000426

DIAMON

 

 

HINGE

CRACKED

6/18/2008

DA40

 

 

 

DOOR 

FOUND CRACKS IN AFT DOOR HINGE. (K)

2008FA0000423

DIAMON

 

 

DOOR

DEPARTED

11/6/2007

DA40

 

 

DA4522100002

REAR PASSENGER

WHILE TAXIING INTO TAKEOFF POSITION ON RUNWAY, AFT PASSENGER DOOR DEPARTED AIRFRAME. (K)

2008FA0000346

DIAMON

 

 

HINGE

CRACKED

6/25/2008

DA40

 

 

D4152210000

REAR CABIN DOOR

REAR HINGE DEVELOPING CRACKS IN FIBERS. NORMAL OPERATING CONDITION. PROBABLE CAUSE IS REAR HOLD OPEN CYLINDER CAUSING STRESS ON HINGE POINT. (K)

2008FA0000347

DIAMON

 

 

HINGE

CRACKED

6/25/2008

DA40

 

 

D4152210000

REAR CABIN DOOR

REAR HINGE DEVELOPING CRACKS IN FIBERS. NORMAL OPERATING CONDITION. PROBABLE CAUSE IS REAR HOLD OPEN CYLINDER CAUSING STRESS ON HINGE POINT. (K)

2008FA0000419

DIAMON

 

 

DOOR

DEPARTED

6/18/2008

DA40

 

 

DA4522100002

REAR PAX DOOR

ON TAKE-OFF ROLL AT VR, AFT PASSENGER DOOR DEPARTED AIRFRAME. (K)

2008FA0000421

DIAMON

 

 

DOOR

DEPARTED

6/18/2008

DA40

 

 

DA4522100002

REAR PAX DOOR

WHILE TAXIING INOT TAKEOFF POSITION ON RUNWAY, AFT PASSENGER DOOR DEPARTED AIRFRAME. (K)

2008FA0000422

DIAMON

 

 

DOOR

DEPARTED

6/16/2008

DA40

 

 

DA4522100002

AFT PAX DOOR

ON TAKEOFF CLIMBOUT, AFT PASSENGER DOOR DEPARTED AIRFRAME.

2008FA0000425

DIAMON

 

 

DOOR

DEPARTED

9/10/2007

DA40

 

 

DA4522100002

REAR PAX DOOR

ON TAKEOFF ROLL AT VR, AFT PASSENGER DOOR DEPARTED AIRFRAME. (K)

2008FA0000505

DIAMON

CONT

WOODWARD

CONNECTOR

DAMAGED

7/22/2008

DA40

IO360*

 

1219310

PROP GOVERNOR

ON JUNE 28TH, 2008, DURING CLIMB OUT, PASSING THROUGH 4000 FEET THE ENGINE SUDDENLY WENT INTO AN OVER SPEED CONDITION OF OVER 3100 RPM. THE AIRCRAFT REMAINED UNDER CONTROL AND WAS LANDED SAFELY AT AIRPORT AFTER AN EMERGENCY WAS DECLARED. UPON DISASSEMBLY OF THE GOVERNOR, IT WAS DISCOVERED THAT THE 1219-310 PLUG HAD BECOME DISLODGED FROM THE GOVERNOR BODY. THIS SEPARATION AND THE RESULTANT LOSS OF PROPELLER SERVO PRESSURE ALLOWED THE PROP TO RETRACT TO ITS LOW PITCH POSITION AND OVERSPEED THE ENGINE. A PROBABLE CAUSE WAS LACK OF PROPER TORQUE DURING ASSEMBLY. APPLICATION OF LOCK-TIGHT TO THE PLUG AND INDEPENDENT SECOND PARTY VERIFICATION OF TORQUE DURING ASSEMBLY IS SUGGESTED. (K)

2008FA0000342

DIAMON

LYC  

 

DOOR

DEPARTED

9/10/2007

DA40

IO360LYC*

 

DA4522100002

PAX DOOR

ON TAKEOFF ROLL AT VR, AFT PASSENGER DOOR DEPARTED AIRFRAME. (K)

2008FA0000343

DIAMON

LYC  

 

HINGE

CRACKED

6/18/2008

DA40

IO360LYC*

 

 

DOOR 

FOUND CRACKS IN AFT DOOR HINGE. (K)

2008FA0000344

DIAMON

LYC  

 

DOOR

DEPARTED

11/6/2007

DA40

IO360LYC*

 

DA4522100002

PAX DOOR

WHILE TAXIING INTO TAKEOFF POSITION ON RUNWAY, AFT PASSENGER DOOR DEPARTED AIRFRAME. (K)

2008FA0000345

DIAMON

LYC  

 

DOOR

DEPARTED

6/16/2008

DA40

IO360LYC*

 

DA4522100002

PAX DOOR

ON TAKEOFF CLIMB OUT, AFT PASSENGER DOOR DEPARTED AIRFRAME. (K)

2008FA0000476

DOUG

PWA  

 

WHEEL

LOOSE

6/17/2008

DC983

JT8D*

 

95502677

NLG 

REJECTED TAKEOFF, DURING T/O ROLL, THERE WAS AND ABNORMAL AND ABRUPT VIBRATION IN THE NOSE SECTION. IAW AMM 32-21-04, PAGE 201/210 WAS CHECKED TORQUE LINKS ASSY BY LOOSE AND ADJUSTMENT ALSO WERE CHECK BOTH NOSE WHEELS, IAW AMM 32-40-02 PAGE 201, PRESS IN BOTH WHEELS 150 PSI IAW AMM 12-16-01 AND IAW AMM 32-22-01, PAGE 201 WERE CHECK BOTH DOORS AND LINKAGE. (K)

2008FA0000473

DOUG

PWA  

 

ENGINE

VIBRATION

6/19/2008

DC987

JT8D219

 

 

RIGHT

CAPTAIN REPORTED STRONG VIBRATION IN RT ENGINE WITH EPR`S BETWEEN 1.7 AND 1.75. TECHS VERIFIED THE RT ENGINE CONDITION AND PERFORMED OPERATIONAL TEST IAW AMM 71-00-01 FOUND ALL CORRECT. VIBRATION WAS WITHIN LIMITS (0.4 UNITS INDICATED). (K)

2008FA0000490

DOUG

PWA  

 

ACOUSTIC LINER

DAMAGED

6/22/2008

DC987

JT8D219

 

 

LEFT 

AC RETURNED TO PLATFORM, DURING ENGINE ACCELERATION UP TO 1.4 EPR, STRONG NOISE IN THE RT ENG WAS HEARD. MAINT PERFORMED AN INSPECTION AND DETECTED ACOUSTIC LINER DELAMINATION OF THE DIFFUSER OUTER FAN DUCT, BUT WITHIN LIMITS TO OPERATE TEN HOURS IAW MM 72-00-00. AC, DURING OVERNIGHT CHECK, THE RT ENG WAS REPLACED AND TESTED IAW MM 71-00-02 AND MPCM 71-00-01, ALL CORRECT. (K)

2008F00016

GIPPLD

LYC  

 

ENGINE

FAILED

4/15/2008

GA8  

IO540K1A5

 

 

 

AIRCRAFT EXPERIENCED AN ENGINE FAILURE. ATTEMPTS TO RESTART ENGINE FAILED AND A SAFE LANDING WAS ACCOMPLISHED. CAUSE OF FAILURE REMAINS UNKNOWN AT THIS TIME. (K)

2008FA0000470

GULSTM

GARRTT

 

CLEVIS

BROKEN

7/1/2008

690A

TPE33112UHR

 

ED12758

RT MLG ACTUATOR

WHEN FLYING IN TO LAND, LANDING GEAR WAS SELECTED DOWN, RT MLG CAME DOWN ABOUT A FOOT AND STOPPED ON (2) ATTEMPTS, UPON (3RD) ATTEMPT GEAR CAME DOWN AND INDICATED LOCKED. AC WAS BROUGHT INTO OUR SHOP AND WHEN THE RT MLG WAS INSPECTED, IT WAS FOUND THAT CLEVIS ASSY FROM UPPER STRUT HSG TO MAIN ACTUATOR HAD BROKEN IN (2) PIECES, (1) PART STILL ATTACHED TO ACTUATOR AND THE OTHER WAS STILL IN THE UPPER STRUT ASSY. AN OEM SL REQUIRING THAT THE CLEVIS BE REMOVED EA 500 HR AND INSPECTED BY A LEVEL II INSPECTOR. THIS CLEVIS HAD 274 HR ON IT SINCE THAT INSPECTION, WHERE IT WAS FOUND AIRWORTHY. ON THESE AC THERE IS A MAIN ACTUATOR AND AN AUXILLIARY ONE WITH ITS OWN CLEVIS MOUNTING ALSO. LANDING GEAR CAME DOWN AND LOCKED BECAUSE OF AUXILLIARY ACTUATOR. THE RT MLG ACTUATOR HAD BEEN RESEALED IN 2004. IT FELT STIFF UPON INSPECTION AND WAS RESEALED BY THIS SHOP, THEN THE MOTION OF THE ACTUATOR FELT OK. (K)

2008FA0000506

GULSTM

RROYCE

 

TRANSMITTER

MALFUNCTIONED

7/2/2008

GIV  

TAY6118

 

ACA500

LT ENGINE

TRANSMITTER CAUSED LT ENGINE TO SPOOL BACK TO IDLE, AC RETURNED TO AIRPORT AND LANDED WITH NO INCIDENT. (K)

2008FA0000494

GULSTM

RROYCE

 

WATER SEPARATOR

DAMAGED

7/15/2008

GIV  

TAY6118

 

234018623

 

BOTH UNITS O/H AT MFG. WHEN CHANGING SOCK, FOUND RUST STAINS ON SOCK. REMOVED AND FOUND RETAINING CHAIN PN 834639 RUSTED. CHAIN WAS WRONG MATERIAL (METAL) AND INCORRECT LENGTH (9.5 INCHES). REPLACEMENT UNIT WAS SS WITH A TOTAL LENGTH OF (6 INCHES). ALSO ON UNIT 67-272 (1) OF (8) INTERNAL RETAINING SCREWS WAS FOUND NOT SEATED AND IN CONTACT WITH PART GASKET. ALSO FOUND INSIDE SAME UNIT WAS A PIECE OF MASKING TAPE (2 INCHES X 6 INCHES) WITH SN OF UNIT WRITTEN WITH A RED MARKER STILL AFFIXED TO INNER COATING OF AFT SECTION. WO NR TTT91055 (SN 49-945) DATED SEPT 28, 2006. AND CLJ14812 (SN 67-272) DATED SEPT 24, 2007. (K)

2008FA0000372

HILLER

LYC  

 

RETAINER

MISMANUFACTURED

5/14/2008

UH12E

VO540*

 

23688

M/R TRANSMISSION

RETAINER SUSPECTED LOCALLY MADE INSTALLATION WORD "UP" IS NOT STAMPED ON PART BUT ETCHED ON BY HAND. THICKNESS OF RETAINER IS .045, ACTUAL PART THICKNESS OF NEW RETAINER IS .051. FOUND SHAFTS THAT ARE SHIMMED WITH BAD RETAINERS TO BE SHIMMED IMPROPERLY DUE TO RETAINER THICKNESS AS REQURIED BY MFG O/H MANUAL. SHAFTS WERE OUT OF TOLERANCE BY .014 TO .020. (K)

2008FA0000502

ISRAEL  

GARRTT

 

AMPLIFIER

INOPERATIVE

7/18/2008

1124A

TFE731*

 

6222263016

AUTOPILOT

AFTER (1) HOUR DISENGAGES AUTOPILOT. PRELIMINARY INSPECTION RESULTS, NO DEFECTS NOTED AFTER BENCH CHECK. (K)

2008FA0000480

LEAR

 

 

ACTUATOR

FAILED

4/15/2008

60LEAR

 

 

2317100016

NLG 

THE NLG ACTUATOR HAD IMPACT MARKS FROM THE LOCKING BALLS IN THE LOCKING CHANNEL. THESE IMPACT MARKS ALSO PUSHED PISTON MATERIAL OUT OF THE CHANNEL CAUSING INTERFERENCE WITH THE LOCKING SLEEVE. THIS INTERFERENCE CREATED METAL SHAVINGS THAT INTERFEERED WITH THE DOWN LOCK MECHANISM. (K)

2008FA0000438

LEAR

PWA  

 

HOSE

FAILED

6/30/2008

60LEAR

PW305A

 

605700311

HYD SYSTEM

PILOT REPORTED A LOSS OF HYDRAULICS DURING FLIGHT AT CRUISE FL400. INSPECTION REVEALED THAT THE RT ENGINE DRIVEN HYDRAULIC PUMP, PRESSUE SIDE HYDRAULIC LINE WAS LEAKING, AND ALLOWED THE AIRCRAFT`S HYDRAULIC SYSTEM FLUID TO BE DEPLETED. FURTHER INSPECTION REVEALED THAT THE LINE HAD FAILED INTERNALLY AND WHEN PRESSURE WAS APPLIED THE HOSE WOULD SWELL AND BEGIN TO LEAK. THE PROBABLE CAUSE OF THE FAIURE IS AGE AND POSSIBLE EMBRITTLEMENT OF THE HOSE. TO POSSIBLY PREVENT RECURRENCE OF SUCH FAILURES AT TIME INTERVAL FOR REPLACEMENT OF AGEING TEFLON HOSES MAY BE NEEDED. (K)

2008FA0000383

MTSBSI

GARRTT

 

HOUSING

CRACKED

5/23/2008

MU2B25

TPE33110

 

31020474

GEARBOX

PILOT REPORTED LOW AND FLUCTUATING OIL PRESSURE FROM LEFT ENGINE IN FLIGHT AND ELECTED TO SHUT THE ENGINE DOWN. AN UNEVENTFUL SINGLE ENGINE LANDING WAS MADE. THE ENGINE OIL BYPASS VALVE WAS FOUND TO BE IN THE "POPPED" CONDITION, THE OIL FILTER WAS THEN REMOVED AND FOUND TO BE BLACK IN COLOR WITH THE FORWARD SEALING SURFACE BROKEN IN SEVERAL SMALL PIECES. THE REDUCTION GEAR BOX WAS DISASSEMBLED AND THE OIL PRESSURE PUMP REMOVED. THE FORWARD HOUSING WAS CRACKED APPROXIMATELY (3 INCH) RADIALLY AT FWD DETAIL. (K)

2008FA0000467

NAMER

 

 

SNAP RING

MISSING

5/12/2008

AT6F

 

 

 

PROP GOVERNOR

PROPELLER WAS INSTALLED IMPROPERLY. SNAP RING THAT HOLDS ON PROP NUT AND CRANKSHAFT EXTENSION WAS NOT INSTALLED. THIS ALLOWED CRANKSHAFT EXT TO UNSCREW AND LET PROP GOVERNOR PRESSURE OF 180 LBS TO BE PUT ON ENGINE AND PROPELLER. THIS CAUSED PROPELLER AND ENG TO LEAK OIL. (K)

2008FA0000386

PIAGIO

 

 

STEERING SYS

CONTAMINATED

11/1/2007

P180

 

 

 

NLG 

STEERING SYSTEM DISENGAGEMENT DURING TAXI. STEERING DRIFT DURING ENGAGEMENT. STEERING HART TO TURN (NO INPUT). STEERING RELIABILITY VERY LOW. STEERING CONTAMINATION DURING MFG BENCH TESTING. AIRCRAFT RUNWAY EXCURRSION DURING LANDING AND TAXI DUE TO STEERING CONTROL LOSS. AIRCRAFT DAMAGED FROM STEERING DRIFT DURING LANDING. (K)

5APR577Y1

PILATS

PWA  

BFGOODRICH

BRAKE DISC

BROKEN

5/15/2008

PC1245

PT6A67B

 

244755

RT MLG

DURING AN ANNUAL INSPECTION THE RIGHT MAIN WHEEL WAS REMOVED TO REPACK THE WHEEL BEARINGS WHEN IT WAS DISCOVERED THAT THE OUTBOARD BRAKE DISK ON THE RIGHT BRAKE WAS BROKEN INTO TWO PIECES. THE BRAKE ASSEMBLY WAS REMOVED AND REPLACED.

5APR577Y2

PILATS

PWA  

BFGOODRICH

BRAKE DISC

BROKEN

5/15/2008

PC1247

PT6A67B

 

244755

LT MLG

DURING ANNUAL INSPECTION THE LEFT MAIN WHEEL WAS REMOVED TO REPACK THE BEARINGS AND THE TWO OUTBOARD BRAKE DISCS ON THE LEFT BRAKE WERE FOUND TO BE BROKEN. REMOVED AND REPLACED BRAKE ASSEMBLY.

5APR577Y3

PILATS

PWA  

BFGOODRICH

BRAKE DISC

BROKEN

5/15/2008

PC1247

PT6A67B

 

244755

RT MLG

DURING ANNUAL INSPECTION RIGHT MAIN WHEEL WAS REMOVED TO REPACK BEARINGS AND THE MIDDLE BRAKE DISC WAS FOUND TO BE BROKEN. REMOVED AND REPLACED BRAKE ASSEMBLY.

2008FA0000376

PIPER

LYC  

 

CLAMP

LOOSE

12/26/2007

PA22150

O320*

 

1423500

EXHAUST PIPE

ENGINE DID NOT RESPOND WHEN POWER WAS APPLIED ON A LOW FLY BY OF THE RUNWAY AND CAUSED THE PLANE TO LAND NEXT TO THE RUNWAY IN THE SNOW DAMAGING THE AIRCRAFT. THE FOLLOWING PROBLEM WAS FOUND ON POST INCIDENT INSPECTION OF ENGINE AND EITHER ONE CAN CONTRIBUTE TO LOSS. THE PROBLEM FOUND WAS THE MUFFLER END WITH THE CARB HEAT SHROUD HAS A SUBSTANTIAL EXHAUST LEAK INTO THE CARB HEAT SHROUD. THE INSIDE OF THE CARB HEAT SHROUD, SCAT HOSE AND AIR BOX ARE VERY SOOTY FROM EXHAUST GASSES. THE EXHAUST MUFFLER PN 10308-03 END THAT EXHAUST PIPE PN 12043-23 END SLIDES INTO AND HAS PN 14235-00 EXHAUST CLAMP AROUND IT IS LEAKING. THE PIPE END THAT SLIPS INTO THE MUFFLER IS VERY LOOSE, NOT A TIGHT SEAL LIKE NORMAL. THE CLAMP WAS SECURED AROUND THE PIPE JOINT AND THE CLAMP PIN WAS HOLDING THE JOINT TOGETHER BUT THE PIPE CLAMP COULD HAVE BEEN TIGHTER AND IT WOULD HAVE SQUEEZED THE JOINT TOGETHER AND MADE A BETTER SEAL. BEING LOOSE, IT ALLOWED A SUBSTANTIAL AMOUNT OF VERY HOT CARBON MONOXIDE GASSES TO ENTER THE INDUCTION SYSTEM AND REDUCE THE OXYGEN RICH INDUCTION AIR MIXTURE. THIS WILL CAUSE A POWER LOSS DUE TO THE HOT INDUCTION AIR, REDUCING THE INDUCTION AIR DENSITY AND FURTHER DEDUCING IT WITH CARBON MONOXIDE GASSES, MOISTURE OF COMBUSTION AND OTHER POLLUTANTS. THE PREVIOUS MIXTURE WILL ALL CAUSE AN ENGINE TO STALL AT IDLE OR VERY LOW POWER SETTINGS AND PREVENT IT FROM RESTARTING BECAUSE OF CARBURETOR ICING, POOR OXYGEN FUEL RATIO AND WET SPARK PLUGS. (K)

2008FA0000375

PIPER

LYC  

PIPER

CLAMP

WORN

12/26/2007

PA22150

O320*

 

MS21919DG3

CARB HEAT

ENGINE DID NOT RESPOND WHEN POWER WAS APPLIED ON A LOW FLY BY OF THE RUNWAY AND CAUSED THE PLANE TO LAND NEXT TO THE RUNWAY IN THE SNOW DAMAGING THE AIRCRAFT. THE FOLLOWING TWO PROBLEMS WERE FOUND ON POST INCIDENT INSPECTION OF THE ENGINE AND EITHER ONE CAN CONTRIBUTE TO LOSS. THE FIRST PROBLEM FOUND WAS THE CARBURETOR HEAT CABLE CLAMP WAS LOOSE ON THE CABLE HOUSING. THIS WOULD ALLOW THE HOUSING TO SLIP IN THE CLAMP AND SOMETIME NOT MAKE STOP TO STOP TRAVEL. THE WRONG CLAMP WAS INSTALLED ON THE CARBURETOR HEAT CABLE HOUSING AT REAR OF AIR BOX. THE CLAMP INSTALLED WAS PN MS21919GD3 (3/16) INCH DIAMETER ADEL CLAMP. THE ADEL CLAMP USED HAS AN CHLOROPRENE RUBBER CUSHION WITH A MAXIMUM TEMP OF 212 DEGREES (F). THE OUTSIDE CABLE HOUSING MEASURES 0.188 (3/16) INCH AND THE MIL-C-8603 SPECIFICATION STATES THAT THE INSIDE DIAMETER OF THE MS21019-DG3 ADEL CLAMP IS 0.188 ONLY A FEW 0.000 MORE IT WON`T HOLD VERY WELL, THE ONLY WAY TO HAVE SUFFICIENT GRIP IS FOR THE TOLERANCE TO BE NEAR THE PLUS 0.015 LIMIT, IF THE RUBBER GETS OILY, OR DETERIORATES DUE TO HEAT, FLUID AND VIBRATIONS THE CLAMP CAN SLIP. THE PN 80032-34 THAT IS SUPPOSE TO BE USED IS A 0.030 INCH THICK STEEL WITH AN INSIDE DIAMETER OF 0.188 (3/16) INCH WITH 2 EA 0.125 (1/8) INCH LONG NOTCHES THAT ARE 0.280 INCH APART AND PENETRATES INTO THE 0.188 INCH DIAMETER 0.025 INCH AND THE NOTCHES ENGAGE WITH THE SPIRAL WRAPPING OF THE CABLE HOUSING WITH A PLUS 0.025 AND MINUS ZERO TOLERANCE. ENSURING A POSITIVE ENGAGEMENT THAT WILL NOT DETERIORATE OR SLIP. (K)

2008FA0000408

PIPER

LYC  

 

WHEEL

CORRODED

5/28/2008

PA23250

IO540*

 

3080D

LT MLG

DURING A ROUTINE INSPECTION THE AMT ENCOUNTERED DIFFICULTY WHILE REMOVING THE LT MAIN GEAR WHEEL ASSEMBLY AXLE RETAINING NUT. HE STOPPED AND DEFLATED THE TIRE. THE WHEEL WAS THEN REMOVED EASILY. FOLLOWING REMOVAL THE WHEEL WAS FOUND TO BE SEVERELY CORRODED AND ALL BUT ONE WHEEL-HALF RETAINING BOLT HAD FAILED. THE LOG BOOK ENTRY INDICATED THAT THE WHEEL HAD LSAST BEEN DISASSEMBLED 217 HOURS AGO. (K)

2008FA0000418

PIPER

LYC  

 

WHEEL

BROKEN

6/28/2008

PA23250

IO540*

 

 

RT MLG

DIFFICULTY WAS ENCOUNTERED WHILE AN AMT WAS REMOVING THE RETAINING NUT FROM THE AXLE ON THE RT MAIN GEAR OF AC. HE STOPPED AND DEFLATED THE TIRE. THE WHEEL ASSEMBLY WAS THEN REMOVED WITHOUT RESISTANCE. AFTER REMOVAL ALL BUT ONE OF THE ASSEMBLY RETAINING BOLTS WERE FOUND BROKEN AND THE WHEEL HALVES WERE ALSO BROKEN. CORROSION CAUSED THE PROBLEM. THE WHEEL HAD ACCUMULATED 217 HOURS SINCE IT WAS LAST DISASSEMBLED AND INSPECTED. TT ON THE WHEEL IS UNKNOWN. THE ENTIRE WHEEL ASSEMBLY WAS REPLACED. (K)

2008FA0000416

PIPER

 

 

TAPE

PEELING

6/9/2008

PA28161

 

 

494718

WING 

STUDENT PILOT DECLARED AN EMERGENCY AS HE THOUGHT NOISE HE WAS HEARING WAS HIS ENGINE COMING APART. AFTER SAFELY LANDING IT WAS FOUND THAT THE NOISE WAS THE ANTI-SLIP WINGWALK MATERIAL SLAPPING THE WING, IN THE SLIP STREAM. WIND GOT UNDER THE MATERIAL AND LIFTED UP A SECTION OF IT, PEELING IT BACK ENOUGH TO MAKE THE "SLAPPING- BANGING" NOISE HE HEARD. REMOVED THE OLD WING WALK MATERIAL AND INSTALLED NEW PIECE. (K)

2008FA0000449

PIPER

LYC  

 

FITTING

CORRODED

7/1/2008

PA28161

O320*

 

7955300

FUSELG TO WNDSHD

STEEL FITTINGS (PN 79553-00) LT AND (PN 79553-01(RT) WERE FOUND WITH SEVERE CORROSION DURING LT AND RT WINDSHIELD REMOVAL, THOSE FITTINGS CARRY STRUCTURAL LOADS AND LEFT UNCORRECTED COULD JEOPARDIZE THE INTEGRITY OF THE UPPER FUSELAGE SECTION, PROBABLE CAUSE COULD BE DISSIMILAR METAL CORROSION BETWEEN STEEL AND ALUMINUM AND A FOAM INSTALLED AT FACTORY WHICH KEEP MOISTURE IN, FOUND SAME PROBLEM IN OTHER AC. (K)

2008FA0000450

PIPER

LYC  

 

FITTING

CORRODED

7/1/2008

PA28161

O320*

 

7955301

FUSLG TO WNDSHLD

STEEL FITTING FOUND WITH SEVERE CORROSION DURING LT AND RT WINDSHIELD REMOVAL, THOSE FITTING CARRY STRUCTURAL LOADS AND LEFT UNCORRECTED COULD JEOPARDIZE THE INTEGRITY OF THE UPPER FUSELAGE SECTION, PROBABLE CAUSE COULD BE DISSIMILAR METAL CORROSION BETWEEN STEEL AND ALUMINUM AND A FOAM INSTALLED AT FACTORY WHICH KEEP MOISTURE IN, I HAVE FOUND THE SAME PROBLEM IN OTHER AC. (K)

2008FA0000453

PIPER

 

 

BUNGEE

BROKEN

5/10/2008

PA28R201T

 

 

 

LT NOSE WHEEL

THE PILOT SLOWED FOR LANDING AND DEPLOYED THE GEAR. A SAFE CONDITION WAS INDICATED FOR THE MAINS, BUT NOT FOR THE NOSE. THE GEAR WAS CYCLED; HOWEVER AGAIN, NO SAFE NOSE INDICATION. AN EMERGENCY GEAR DEPLOYMENT WAS ATTEMPTED BUT STILL, NO GREEN NOSE LIGHT. THE PILOT ASSUMED THAT DUE TO PREVIOUS PROBLEMS WITH THE LANDING GEAR INDICATOR LIGHTS THAT THE NOSE GEAR HAD PROBABLY DEPLOYED AND CONTINUED THE LANDING. IMMEDIATELY AFTER TOUCHDOWN, THE NOSE LANDING GEAR COLLAPSED. POS INCIDENT INVESTIGATION REVEALED THE LT NOSE WHEEL BUNGEE ASSY; PN 76425-03 HAD BROKEN AND WEDGE IN THE NOSE LANDING GEAR PREVENTING EXTENSION. THE FAILURE APPEARS TO HAVE OCCURRED WHEN THE GEAR WAS IN THE RETRACTED POSITION. (K)

2008FA0000373

PIPER

 

 

TIMER

MISMANUFACTURED

5/15/2008

PA31T1

 

 

488699

WING DE-ICE SYS

THESE UNITS WERE BOUGHT NEW FROM MANUFACTURER AND WHEN THEY WERE INSTALLED IN THE AIRCRAFT IT WAS NOTED THAT THE SURFACE DEICE BOOTS WERE INFLATED ALL OF THE TIME WHEN THE AIRCRAFT POWER WAS TURNED ON. A SECOND TIMER UNIT WAS PURCHASED AND THE SAME PROBLEM EXISTED WHEN IT WAS INSTALLED. UPON TROUBLESHOOTING THE SYSTEM AND VERIFYING CORRECT INSTALLATION AND WIRING, IT WAS FOUND THAT TWO OF THE WIRES COMING OUT OF THE UNIT WERE SWITCHED DURING MFG AND THE BOXES WERE OPERATING OPPOSITE AS IS INTENDED. THERE ARE FOUR WIRES. RED, BLACK, WHITE AND BLUE. THE WHITE AND BLUE WIRES ARE REVERSED. (K)

2008FA0000374

PIPER

 

 

TIMER

MISMANUFACTURED

5/15/2008

PA31T1

 

 

488699

WING DE-ICE

THESE UNITS WERE BOUGHT NEW FROM MANUFACTURER AND WHEN THEY WERE INSTALLED IN THE AIRCRAFT IT WAS NOTED THAT THE SURFACE DEICE BOOTS WERE INFLATED ALL OF THE TIME WHEN THE AIRCRAFT POWER WAS TURNED ON. A SECOND TIMER UNIT WAS PURCHASED AND THE SAME PORBLEM EXISTED WHEN IT WAS INSTALLED. UPON TROUBLESHOOTING THE SYSTEM AND VERIFYING CORRECT INSTALLATION AND WIRING, IT WAS FOUDN THAT TWO OF THE WIRES COMING OUT OF THE UNIT WERE SWITCHED DURING MFG AND THE BOXES WERE OPERATING OPPOSITE AS INTENDED. THERE ARE FOUR WIRES, RED, BLACK, WHITE AND BLUE, THE WHITE AND BLUE WIRES ARE REVERSED. (K)

2008FA0000409

PIPER

LYC  

 

ALTERNATOR

DAMAGED

6/7/2008

PA32R301

IO540K1G5

 

32C22491

 

4 SCREWS THAT HOLD THE RECTIFIER PLATE INTO THE BACK CASE OF ALTERNATOR CAME LOOSE AND CONTACTED THE ROTOR, DESTROYED ALTERNATOR. (K)

2008FA0000293

PIPER

LYC  

SLICK

CAM  

WORN

4/23/2008

PA46R350T

TIO540AE2A

 

 

MAGNETO

BREAKER CAM WORN BEYOND SERVICEABLE LIMITS, 49.9 HOURS SINCE NEW. TIMING HAD CHANGED CONSIDERABLY AND AIRCRAFT DIFFICULT TO START.

2008FA0000294

PIPER

LYC  

SLICK

CAM  

WORN

4/23/2008

PA46R350T

TIO540AE2A

 

 

MAGNETO

BREAKER CAM WORN BEYOND SERVICEABLE LIMITS, 49.9 HOURS SINCE NEW. TIMING HAD CHANGED CONSIDERABLY AND AIRCRAFT DIFFICULT TO START.

2008FA0000295

PIPER

LYC  

SLICK

CAM  

WORN

4/23/2008

PA46R350T

TIO540AE2A

 

 

MAGNETO

BREAKER CAM WORN BEYOND SERVICEABLE LIMITS, 49.9 HOURS SINCE NEW. TIMING HAD CHANGED CONSIDERABLY AND AIRCRAFT DIFFICULT TO START.

2008FA0000348

RAYTHN

 

 

ACTUATOR

MALFUNCTIONED

3/18/2008

390  

 

 

EM408810

ROLL TRIM

IN CONJUNCTION WITH REPAIRS FOR UNCOMMANDED ROLL, TRIM ACTUATION AT KMDW REPLACED RT ROLL TRIM ACTUATOR (HBC PN 390-3810090010) WITH RAPID SUPPLIED REPAIRED UNIT. ATTEMPTED TO PERFORM ROLL TRIM FUNCTIONAL CHECKS IAW THE 390 MM 27-10-00-501 AFTER ACTUATOR REPLACEMENT BUT FOUND ROLL TRIM CIRCUIT BREAKER TRIPPING UPON POWER APPLICATION. (K)

2008FA0000455

RAYTHN

 

 

RELAY

STUCK

6/26/2008

390  

 

 

M835366026L

STARTER GEN

INVESTIGATED PILOT REPORT OF RT ENG STARTER/GEN NOT DISENGAGING FROM START FUNCTION AFTER ENG START. FOUND 80K5 RT ENG START LATCH RELAY STUCK IN START FUNCTION. RT STARTER/GEN TERMINAL COVER AND COOLING AIR INLET DUCT SHOW SIGNS OF OVERHEATING. INSPECTED STARTER/GEN, REPLACED 80K5 RELAY, STARTER/GEN FUNCTIONS NORMAL. HAVE REPLACED NUMEROUS 80K3 AND 80K5 START LATCH RELAYS IN 390 SERIES AC THAT HAVE FAILED WITH SHORT TIS. RECOMMEND MFG INVESTIGATE WHETHER THIS IS A RELAY QC OR DESIGN/INSTALLATION ISSUE. (K)

2008FA0000456

RAYTHN

 

 

VALVE

STUCK

6/26/2008

390  

 

 

5188001

ANTI ICE SYSTEM

REPLACED FAILED RT ENGINE ANTI-ICE VALVE WITH 0 TSOH VALVE ASSY SUPPLIED BY HBC/RAPID; O/H BY MFG, WO R73432, DATED 5/22/2008. VALVE ASSY FAILED IN STUCK IN OPEN POSITION, WHEN INITIALLY TESTED FOLLOWING INSTALLATION. REPLACED VALVE WITH ANOTHER RAPID-SUPPLIED VALVE ASSY, OPERATIONS NORMAL. RECOMMEND MFG INVESTIGATE WHETHER THIS IS A QC ISSUE OR IF VALVE ASSY SUBJECTED TO HIDDEN INTERNAL DAMAGE DUE TO ROUGH HANDLING DURING SHIPPING. (K)

2008FA0000495

RHNFLU

LYC  

 

FUEL SYS

MALFUNCTIONED

5/25/2008

EA300L

AEIO540*

 

 

 

APPROX 9 GALLONS OF FUEL IN CENTER TANK BECAME INACCESSIBLE DURING FLT, PRECAUTIONARY LANDING. AFTER DEPARTING USING CENTER TANK FUEL FOR A 120 MILE FERRY FLIGHT, SWITCHED TO THE WING TANKS FOR THE PREPONDERANCE OF THE TRIP. NEARING THE DESTINATION WITH THE WING TANKS ALMOST DRY, SELECTED THE FUSELAGE TANK FOR THE REMAINDER OF THE FLIGHT. THE FUEL FLOW METER INDICATED THAT AIR, RATHER THAN FUEL , WAS BEING DRAWN INTO THE SERVO. THE ENGINE STOPPED. RESELECTED THE WING TANKS; THE ENGINE RESTARTED. ATTEMPTED 4 MORE TIMES TO SOURCE FUEL FROM THE FUSELAGE; EACH TIME, THE ENGINE STOPPED. MADE A PRECAUTIONARY LANDING. MECH DECOWLED ACFT AND CONFIRMED THAT FUEL COULD BE SOURCED INTO THE SERVO FROM EITHER THE WING OR FUSELAGE TANK. STARTED ENGINE; IT RAN WITHOUT PROBLEM ON BOTH THE FUSELAGE AND WING TANKS. THE AMBIENT TEMPERATURE UPON LANDING WAS ABOUT 80 DEGREES. SUSPECT THAT MY ENROUTE ENCOUNTER WITH RAIN, FOLLOWED BY FREEZING TEMPERATURES, IS RELATED TO THE PROBLEM. THE PROBLEM HAS NOT RECURRED IN SUBSEQUENT FLIGHT.

2008FA0000379

SCWZER

PWA  

 

SPAR

CORRODED

5/30/2008

G164B

R1340*

 

 

RUDDER

FOUND EXTERNAL CORROSION ON RUDDER MAIN TUBULAR SPAR APPROXIMATELY (2) INCHES ABOVE RUDDER CONTROL HORN. POST WAS SEVERELY CORRODED WITH HOLES THRU TUBE. AD 78-08-09 ADDRESSES THIS PROBLEM BUT NOT FOR THIS MODEL AIRCRAFT. (K)

2008FA0000355

SKRSKY

 

 

ACTUATOR

MALFUNCTIONED

5/13/2008

S76B

 

 

L109BBM

AUTOPILOT SYS

PILOT HSI SPINS WILDLY TO THE RIGHT AND DISPLAYS A HEADING FLAG. PILOT`S FLIGHT DIRECTOR MAINTAINS HEADING AND ALTITUDE FOR APPROXIMATELY 30 SECONDS THEN LOSES ALL INPUT. THE AIRCRAFT THEN TURNS AND DESCENDS AT WILL. WHILE THIS HAPPENS THE LEFT ANTI-TORQUE PEDAL DRIVES FORWARD PLACING THE HELICOPTER OUT OF TRIM. THE PILOT SIDE HEADING COMMAND BARS JUMP WILDLY AND TURN TO THE LEFT WHILE THE AIRCRAFT IS IN STRAIGHT AND LEVEL FLIGHT. ONCE THE FLIGHT DIRECTOR LOSES INPUT THE CYCLIC TRIM WILL NOT RESPOND IN THE PITCH OR ROLL CHANNEL. TRIED TO DISENGAGE AND RE-ENGAGE THE SYSTEM BUT THE SAME PROBLEM RETURNS. THE AIRCRAFT REQUIRES MANUAL PEDAL INPUT TO REMAIN IN TRIM. NO EMERGENCY ACTIONS WERE TAKEN OR NEEDED DURING THIS EVENT. (K)

2008FA0000482

SNIAS

TMECA

 

BELT

BROKEN

7/6/2008

AS350B2

ARRIEL1D1

 

060018

AIR CONDITIONER

IMMEDIATELY AFTER TAKEOFF AND LEVELING FOR CRUISE, THE AIR CONDITIONER WAS TURNED ON. WITHIN A SHORT TIME A STRONG ACRID SMELL WAS PRESENT IN THE AIRCRAFT. THE SOURCE OF THE SMELL WAS UNKNOWN IN FLIGHT. THE AIRCRAFT WAS IMMEDIATELY LANDED NEXT TO A HARD-SURFACE ROAD JUST SOUTH OF THE HOSPITAL IN A SOY BEAN FIELD. THE SKIDS WERE DIRECTLY BETWEEN THE ROWS AND NO DAMAGE WAS DONE TO THE FIELD BY THE AIRCRAFT. AN AMBULANCE WAS IMMEDIATELY DISPATCHED TO THE SCENE AND THE PATIENT TRANSFERRED TO THE AMBULANCE FOR TRANSPORT. THE DUTY MECHANIC WAS IMMEDIATELY CALLED. THE MECHANIC INSPECTED THE AIRCRAFT, DETERMINED THE CAUSE OF THE ACRID SMELL AS THE AIR CONDITIONER BELT. THE MECHANIC THEN INSPECTED THE AIR CONDITIONER COMPRESSOR, REMOVED WHAT WAS LEFT OF THE BELT, INSPECTED THE AIRCRAFT, MEL`D THE AIR CONDITIONER MADE APPROPRIATE LOG BOOK ENTRIES AND THE AIRCRAFT WAS RETURNED TO SERVICE. (K)

2008FA0000481

SNIAS

TMECA

 

CONNECTOR

CONTAMINATED

7/2/2008

AS350B3

ARRIEL2B

 

0292697390

FIRE DETECTION

DURING CRUISE FLIGHT, THE ENGINE FIRE LIGHT ILLUMINATED. DURING THE DESCENT FOR A PRECAUTIONARY LANDING, THERE WAS NO SMOKE TRAILING THE AC AND THE ENGINE FIRE LIGHT EXTINGUISHED AND ILLUMINATED SEVERAL TIMES. AFTER SECURING THE AC UPON LANDING, THE PILOT INSPECTED THE ENGINE AREA AND NO FIRE DAMAGE WAS NOTED. THE MAINTENANCE STAFF CAME OUT AND FOUND MOISTURE IN THE CONNECTOR PLUG ON THE FIRE DETECTION SYSTEM. AFTER CLEANING AND INSPECTING THE SYSTEM, THE PILOT PERFORMED A CHECK FLIGHT AND THE AC WAS RETURNED TO SERVICE. (K)

2008FA0000483

SNIAS

TMECA

 

BELT

BROKEN

7/4/2008

AS350B3

ARRIUS2B1

 

060018

AIR CONDITIONER

GROUND CREW NOTICED THE SMELL OF FUEL AND VAPOR COMING FROM AIRCRAFT AFTER LIFTING FROM SCENE. PIC NOTIFIED OF THE CIRCUMSTANCES. PIC MADE A PRECAUTIONARY LANDING WITH PATIENT ON BOARD. PIC DETERMINED THAT THE VAPOR WAS COMING FROM THE AIR CONDITIONER, AND NO FUEL LEAK. (K)

2008FA0000363

SNIAS

TMECA

 

GEARBOX

DAMAGED

4/6/2008

AS350BA

ARRIEL1A2

 

350A32030004

MAIN ROTOR

HAD A MAIN GEARBOX CHIP EVENT. PERFORMED CHECKS IAW MM TO INCLUDE OIL DAIN, STRAIN AND FLUSH. HAD FIVE SCALE TYPE CHIPS THE LARGEST BEING 1.5MM AND SENT IN FOR ANALYSIS. RETURNED AIRCRAFT TO SERVICE. AT RECEIPT OF ANALYSIS DATA PERFORMED A BORESCOPE OF PINION AND BEVEL WHEEL. FOUND FROSTING DAMAGE ON PINION GEAR AND REMOVED AIRCRAFT FROM SERVICE. (K)

2008FA0000352

UNIVAR

 

 

RIB  

CORRODED

5/14/2008

415D

 

 

41513017

LT WING

SUBJECT PART WAS FOUND TO BE CORRODED WHILE PERFORMING INSPECTION IAW AD 2002-26-02 (D) (3 YEAR REQUIREMENT). LEFT REAR CENTER SECTION RIB, CORRODED AROUND LARGE HOLE THROUGH WHICH PITOT AND STATIC LINES, AND NAV LITE WIRE PASS TO OUTER WING PANEL. REMOVED DEFECTIVE PART AND INSTALLED NEW PART (415-13017) SUPPLIED BY MFG. CAUSE OF CORROSION UNKNOWN, AS SURROUNDING STRUCTURE WAS NOT AFFECTED. CORRODED PART IS UNTREATED (NOT CORROSION PROOF IN ANY WAY). SUGGEST WING CENTER SECTION OF THESE AIRCRAFT BE CORROSION PROOFED WITH ACF-50 OR WITH CORROSION X OR EQUIVALENT COMPOUND TO PREVENT FURTHER PROBLEMS OF THIS NATURE. (K)

 

END OF REPORTS