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

365

bald eagle watching over three eggs

DECEMBER

2008

 


CONTENTS

AIRPLANES

BEECHJET................................................................................................................................... 1

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

LUSCOMBE................................................................................................................................ 3

PIPER........................................................................................................................................... 5

HELICOPTERS

SIKORSKY................................................................................................................................. 6

AIR NOTES

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

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

AVIATION SERVICE DIFFICULTY REPORTS........................................................................ 7

 


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

AVIATION MAINTENANCE ALERTS

The Aviation Maintenance Alerts provides 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

BEECHJET

Beechjet:  400A; Cracked Bleed Line Brackets; ATA 5312

A technician for an operator describes a repeating defect for this model aircraft.  "While performing an A-B Inspection (I) found the right aft fuselage bleed air line attach brackets pulled (free) from the aft fuselage bulkhead—resulting in cracks in this part (bulkhead P/N 45A34901-11) at frame station 329.92.  I recommend (scrutinizing) this area thoroughly at each inspection—contacting Hawker Beechcraft (if necessary) for repair options.

"This is the fifth aircraft in a row that this (particular) bulkhead (has been found) cracked, occurring on  both left and/or right hand sides (of the fuselage)."

(A search of the FAA Service Difficulty Reporting System database revealed only two entries for this bulkhead part number—maybe the other three occurrences didn't get submitted?  Also--please note the missed opportunity for a couple of dramatic photos!  It's easy to miss the mechanical "importance" through endless words—a couple of closeup photos will command much more attention—Ed.)

Part (aircraft) Total Time:  3,053.6 hours.

 

CESSNA

Cessna:  172A; Broken Control Wheel; ATA 2701

A technician states, "Upon taxiing from the refueling (location) the pilot was making a left turn in front of the hanger.  He pulled the control wheel full aft (to take the weight off the front wheel)—then the control wheel broke off in his hand.  (Ambient) air temperature was approximately 20 degrees.  This break (formed across the wheel...) from the lower left to the upper right (7—2 o'clock)."


(Control wheel P/N:  0513168-2.  A search of the FAA Service Difficulty Reporting System database revealed only three occurrences of this part number; however, truncating up to the last three digits yields 61 of these kind of failures!)

Part Total Time:  (unknown).

 

Cessna:  172S/T206:  Loose Fuel-Servo Plugs; ATA 7322

(The following description combines four defect reports on the above two aircraft models:  three 172's and one T206.  All four reports were written by the same repair station technician and describe the same defect—with the indicated differences.)

172's:  "While performing Precision Service Bulletin PRS-107 (I) found the (fuel servo's) hex-nut plug finger loose (P/N 383493).  (A note indicates a warm engine will probably make this condition more apparent.)  I suspect this (plug) was (improperly torqued) from the factory."  (Fuel servos -  Precision: RSA-5.  Part times:  31.8, 449.5, and 504.0 hours.)

T206:  "While performing Precision Service Bulletin PRS-107 (I) found the (fuel servo's) hex-nut plug finger loose (P/N 383493).  Red dye was also found inside the fuel servo air chamber.  This aircraft has had an issue with lean idle mixture in the past.  (A note indicates a warm engine will probably make this condition more apparent.)  I suspect this (plug) was (improperly torqued) from the factory and the red dye was not flushed from the chamber.  (This unit) was sent to the overhaul facility to have (these defects) corrected—and the requirements of PRS-107 Service Bulletin (complied with)."  (Fuel servos: Precision: RSA-10.  Part time: 309.2 hours.)

(A search of the FAA Service Difficulty Reporting System database revealed six entries for this loose plug.)

Part Total Times:  31.8, 449.5, 505.0, and 309.2 hours (respectively).

 

Cessna:  207; Failed Fuel Pressure Hose; ATA 7310

"The metered-fuel, pressure hose failed," says the submitting mechanic.  "This hose runs from the fuel injector distributor to the firewall.  A low pressure test of the failed hose revealed multiple leaks along (its) length.  This hose was installed in April 2003—(the leaks discovered) in February 2008 (from intermittent engine operation).  The hose time in service was 1563.0 hours.  The following information was noted on the identification tag:  Stratoflex PT/BA, 156mA001-3SO350, CDQ02WO8316, OP1500PSI, TSOC53a.A, C75I/II-A-S/P, A12/12/02, OT275F.  This hose was part of an Aviall hose kit, number 2738916 dated 12/12/02.  In the recent past this same hose (on another aircraft in our fleet) has had the same type of failure at (approximately) 1600 hours in service."  (A Cessna part number was not included with this submission—Ed.)

Part Total Time:  1,563.0 hours.

 

Cessna:  210; Failed Oil-cooler Gasket; ATA 7921

An A&P mechanic holding an inspection authorization states, "The oil cooler adapter gasket failed in flight, causing two quarts of oil (within one hour) to be pumped into the engine cowling.  This engine (IO520) is a Continental factory remanufactured engine with 140 hours since November 2004.  On inspection and disassembly the oil cooler adapter bolts did not appear to be torqued (properly)—but the gasket itself was brittle and leaking (P/N 649964).  The engine and adapter surfaces were (both) flat and clean.  This is the second time I have


witnessed this failure on these remanufactured engines.  The replacement gasket appears to be a better quality—I think Continental should (investigate) this problem.  This engine holds 12 quarts of oil:  when it's gone you are landing...."

Part Total Time:  140.0 hours.

 

LUSCOMBE

Luscombe:  8E; Broken Carburetor Heat Muff; ATA 7160

(This particular airplane has a Continental C-85-12F engine under the hood.)

Another A&P/IA mechanic says, "After a flight it was noted a portion of scat hose was hanging from the bottom of a cowling opening.  Inspection found the carburetor heat flange had separated with the scat hose and attached clamp from the inboard half of the right carburetor heat muff.  The heat muff halves were removed and inspected.  Examination of the failed round duct flange found the entire tube broken off at the circumference along the edge of the weld.  Secondly, there were about six "spider-like" cracks around the broken hole, propagating outwards.  A total of 16 cracks and broken tabs—including a previous "patch" repair were noted on both inboard and outboard muff halves.  An inner muff rib which was tack-welded in three places had one tack weld broken, and on the opposite (outside) were slight burn-through areas (also having) two small cracks (from these tack-welds).

"This part was stamped by Univair Aircraft Corporation (P/N U086126).  It had approximately 560.5 hours time in service.  According to Univair the type alloy material used in the FAA/PMA part is 2024-T3.  AC (Advisory Circular) 43.13-1B (paragraph 4-89d) mentions '...2024 and 7075 Aluminum.  Do not weld these two aluminum alloys....'  This (part's) material is contrary to the FAA Advisory Circular and to ASTM and AWS codes and standards in welding."


 

THREE VIEWS IN ONE PICTURE---SHOWING THE TWO HALVES OF THE ALUMINUM HEAT MUFF AND THE CRACKED/BROKEN PARTS.

 


(This report is particularly strange—given no one on planet Earth with the least welding experience could long endure coaxing 2024 not to crack—Ed.)

Part Total Time:  560.5 hours.

 

PIPER

Piper:  PA18-150; Broken Main Gear Cabane Fitting; ATA 3213

"The pilot stated he performed an off-airport landing along a beach while hunting in Western Alaska," says this submitter.  "Upon landing, the upper R/H main landing gear cabane fitting broke.  The landing gear safety cables prevented a total gear collapse."

(The 3rd edition of Dale Crane's Dictionary of Aeronautical Terms provides the following definition: "Cabane—an arrangement of struts or other supporting structure that holds the wing of an airplane above the fuselage.  A high-wing monoplane whose wing is held above the fuselage with a cabane is called a parasol monoplane."   This report's unidentified submitter does not make clear that "cabane" is being used in a literal/technical sense as per the landing gear STC manufacturer: F. Atlee Dodge, SA4618NM.  "Cabane Vee Fitting: P/N 3166-1."  Ergo, this term is not being restricted to "above the fuselage" support structure.)

Part Total Time:  (unknown).

 

Piper:  PA28-140; Broken Main Gear Torque Link; ATA 3210

"The torque link (broke) on an aborted landing," states a mechanic, "allowing the wheel and axel assembly to separate from the aircraft.  A safe landing on the upper casting assembly was made—(sustaining) damage to it and the flap.  Airworthiness Directive 72-08-06 (referencing) this torque link called for a 500 hour inspection interval (...last performed 203.8 hours prior to this incident).  I suggest this AD be changed—to retire this part at 5,000 hours."

(Main gear torque link P/N: 65691-00.  "Retire" the part at 5,000 hours?  You're being generous!  Observe the part time in the next report—Ed.)

Part Total Time:  6,910.7 hours.

 

Piper:  PA44-180; Cracked Nose Gear Drag Link; ATA 3230

A repair station technician says, "The nose gear drag link (P/N 86280-003) was found cracked in the pivot bolt housing where a standard AN175-22A bolt attaches the nose gear down-lock (P/N 86275-004).  This is probably a fatigue crack from normal cycle time on the gear.  I recommend visual inspection of the area at a specific period of time (to be determined by the manufacture)."

(A search of the FAA Service Difficulty Reporting System database for number 86280 returns 4 similar reports on PA44 drag links.)

Part Total Time:  2,350.4 hours.

 


HELICOPTERS

SIKORSKY

Sikorsky:  S-76B; Cracked Tail Rotor Spar; ATA 6410

A repair station technician says, "During a routine inspection, a slight (and occasional) "click" was heard while flexing the tail rotor blade.  The blade assembly (P/N 76101-05501-42) was removed for precautionary measures and sent to Composite Technology Incorporated (Grand Prairie, Texas) for inspection and evaluation.   Upon disassembly and inspection the spar was found to have cracks coming from the elliptical plug area.  The spar was subsequently changed, the blade inspected and returned to serviceable condition."

(Good ears; good catch!  A search of the FAA Service Difficulty Reporting System database returns only one other similar defect report—Ed.)

Part Total Time:  2,905.8 hours.

 

AIR NOTES

INTERNET SERVICE DIFFICULTY REPORTING (iSDR) WEB SITE

The Federal Aviation Administration (FAA) Internet Service Difficulty Reporting (iSDR) web site is the front-end for the Service Difficulty Reporting System (SDRS) database that is maintained by the Aviation Data Systems Branch, AFS-620, in Oklahoma City, Oklahoma. The iSDR web site supports the Flight Standards Service (AFS), Service Difficulty Program by providing the aviation community with a voluntary and electronic means to conveniently submit in-service reports of failures, malfunctions, or defects on aeronautical products. The objective of the Service Difficulty Program is to achieve prompt correction of conditions adversely affecting continued airworthiness of aeronautical products. To accomplish this, 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 database contains records dating back to 1974. At the current time, we are receiving approximately 40,000 records per year. Reports may be submitted to the iSDR web site on active data entry form or submitted hardcopy to the address below.

The SDRS and iSDR web site point of contact is:

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 database. This is not an all-inclusive listing of Service Difficulty Reports. For more information, contact the FAA, Regulatory Support Division, Aviation Data Systems Branch, AFS-620, located in Oklahoma City, Oklahoma. The mailing address is:

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


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

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


Federal Aviation Administration

Service Difficulty Report Data

 

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

Control Number

Aircraft Make

Engine Make

Component Make

Part Name

Part Condition

Difficulty Date

Aircraft Model

Engine Model

Component Model

Part Number

Part Location

CA070518003

 

 

 

LEVER

MISMANUFACTURED

5/15/2007

 

 

 

206061716003

FCU 

(CAN) DURING INSP, ENGINEER ATTEMPTED TO REPLACE FCU LEVER ON FCU NOT YET INSTALLED ON ACFT. INSTALLING BOLT P/N AN173-5 COULD NOT BE INSERTED THROUGH HOLE BORE OF LEVER. BORE FOUND UNDERSIZE AND REMOVED FROM SERVICE. (TC NR 20070518003)

CA070608010

 

 

 

SHAFT

DAMAGED

6/8/2007

 

 

 

RG36343

GEARBOX PUMP

(CAN) S 76 MAIN GEARBOX REMOVED FOR GENERATING METAL. TSN 1556.5 THE METAL HAS BEEN SENT OUT FOR ANALYSIS TO ENSURE THAT IT IS THE TYPE CONSISTANT WITH THE DAMAGED PARTS. WE WILL ATTACH THE REPORT WHEN RECEIVED. (TC NR 20070608010)

CA070704018

 

 

LORAL

LINER

SEPARATED

7/2/2007

 

 

95409761

95214071

BRAKE ASSY

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

CA070705008

 

 

 

HOUSING

CRACKED

7/5/2007

 

 

 

10160858

MAGNETO

(CAN) MAG SENT IN FOR 500 HR INSP. FOUND MOUNTING EAR CRACKED WHERE HOLD-DOWN NUT AND WASHER CONTACT EAR. THIS IS A NEW STYLE OF CASTING FROM MFG WITH THE NAME "EMPIRE" CAST INTO THE INTERIOR OF THE HSG AND JUST THE LETTERS "TCM" CAST ON THE OUSIDE OF THE HSG. THE OLD STYLE OF HSG HAD EITHER "TCM" OR "BENDIX" AND THE MAGNETO INFORMATION BLOCK CAST INTO THE OUTSIDE OF THE HSG. THE OLD STYLE OF HSG WOULD CRACK IF OVERTORQUED OR IF THE WRONG GASKET WAS USED IN APPROXIMATELY 1 OUT OF 30 MAGS RECEIVED FOR INSP. IN THIS CASE 4 OF 6 MAGS WITH THE NEW CASTING HAVE CRACKS IN THIS LOCATION. SEPERATE SDR`S WILL BE FILED FOR EACH MAGNETO. (TC NR 20070705008)

CA070712003

 

 

 

ELT  

ACTIVATED

7/12/2007

 

 

 

ELT97A256

 

(CAN) ELT ACTIVATED ON FIRST ENGINE START. DIDN`T LEAVE THE GROUND. (TC NR 20070712003)

CA070730001

 

 

 

G SWITCH

MALFUNCTIONED

7/30/2007

 

 

 

 

ELT 

(CAN) DURING ANNUAL INSP IT WAS FOUND THAT THE G-SWITCH OPERATION WAS OVERSENSITIVE. UNIT REJECTED AND RETURNED TO MFG FOR REPAIR (TC NR 20070730001)

CA070730004

 

 

HONEYWELL

ROTOR

FAILED

1/2/2007

 

 

 

6431041

GENERATOR

(CAN) RECENT DASH 8 400 AC GENERTOR (P/N1152218-3,-4,-5) FAILURE INVESTIGATIONS AT MFG HAVE IDENTIFIED THE MAIN ROTOR BANDS AS THE INITIAL FAILURE LOCATIONS FOR FIVE GENERATORS INVESTIGATED (S/N 062C-0420, 062C-0421, 1152218-00026, 1152218-00062, 1152218-00064). FIELDED AC GENERATORS MAY HAVE A WELD JOINT NONCONFORMANCE ASSOCIATED WITH INTERNAL ROTOR BANDS (QTY 2 IAW GENERATOR). THE NONCONFORMANCE IDENTIFIED IS AN INCOMPLETE FUSION OF THE WELD JOINT. THIS CONDITION WAS INITIALLY IDENTIFIED IN EARLY JAN 2007 ON GENERATOR S/N 1152218-00064 ORIGINALLY SHIPPED ON FEB 20, 2006. (TC NR 20070730004)

CA070322010

 

 

 

TAPE

BLISTERED

3/14/2007

 

 

 

 

PROPELLER

(CAN) DURING VISUAL INSP, IT WAS FOUND THAT THE TAPE USED ON THE L/E OF THIS PROP WHICH WAS INSTALLED BY THE MFG UNDER SPECIFICATION SP-127 WAS STARTING TO BLISTER AND SEPERATE FROM THE L/E, WORSE AT THE TIPS. TAPE WAS REMOVED AND LOG ENTRIES CARRIED OUT. NO WEIGHT AND BALANCE CHANGES AND THOUGH DISCUSSIONS WITH BOTH PROP MFG AND ACFT MFG, THEIR IS NO ILL EFFECT ON BALANCE AS LONG AS BOTH BLADE TAPES ON BOTH BLADES ARE REMOVED.. (TC NR 20070322010)

CA080704004

 

 

 

BEARING

LACK OF LUBE

7/4/2008

 

 

 

 

MLG WHEEL

(CAN) EXCESSIVE WHEEL BEARING NOISE WAS NOTED FROM LANDING GEAR DURING TAXIING. INVESTIGATION REVEALED THAT WHEEL BEARING GREASE HAD WASHED OUT OF THE BEARING AND ONTO THE WHEEL HALF. WATER HAD PERMEATED THE GREASE AND CAUSED EXCESSIVE CORROSION TO THE BEARING AND CUP. U/S PARTS WERE REPLACED. THIS IS THE SECOND OCCURRENCE OF THIS PROBLEM. WE DID NOT REPORT THE FIRST 1 AS WE THOUGHT IT WAS AN ISOLATED CASE. HOWEVER, IT APPEARS IT IS NOT.

CA070629002

 

 

 

PACKING

DEFECTIVE

6/29/2007

 

 

 

 

HYD ACTUATOR

(CAN) WHILE REPLACING O-RINGS AND BACK-UP SEALS IN SOME HYDRAULIC ACTUATORS, FOUND SOME OF NEW BACK-UP SEALS DEFECTIVE. THE CHAMFERED EDGE OF THE SEAL IS TO SHORT WHICH IN TURN CAUSED THE EDGE TO DAMAGE THE O-RING. IT SEEMS TO ACT AS A KNIFE EDGE. ALL SEALS IN A BATCH WERE NOT FOUND LIKE THIS, ONLY A FEW. THAT IS WHY SOME OF OUR ACTUATORS HAVE BEEN LEAKING DUE TO THE BACK-UP SEAL CUTTING THE O-RING. WILL BE SENDING A REPORT AND PICTURES TO THE VENDOR.

CA070705011

 

 

BENDIX

HOUSING

CRACKED

7/5/2007

 

 

 

10160858

MAGNETO

(CAN) MAGNETO SENT IN AS A CORE, BUT HAS SAME CRACK AS 3 OTHER MAGNETOS RECEIVED FOR REPAIR. THIS CRACK IS IN A NEW STYLE OF CASTING PUT INTO PRODUCTION BY MFG.

CA080610003

 

 

 

SKIN

DELAMINATED

6/9/2008

 

 

 

25W181001501

LT AILERON

(CAN) WHILE ON DECENT THROUGH 32,000 FT ENROUTE A MUFFLED BANG WAS HEARD BY THE CREW OF THE ACFT. AFTER A REVIEW OF THE ACFT INDICATIONS AND HANDLING AND GENERAL CONDITION, IT WAS UNCERTAIN WHERE THE NOISE HAD COME FROM. IT HAD BEEN THOUGHT THAT IT MAY HAVE BEEN A CABIN SLIDING DOOR. NO PROBLEMS WERE ENCOUNTERED ON THE APPROACH OR LANDING. MAINT DURING A POST FLIGHT WALK AROUND FOUND THE LT AILERON UPPER SURFACE DELAMINATING FROM THE HONEYCOMB STRUCTURE FROM ABOUT HALFWAY OUT THE AILERON TO THE INBD EDGE. REPLACEMENT AILERON ON ORDER AND THE DAMAGED ONE WILL BE SENT FOR FURTHER INVESTIGATION.

CA080603006

 

 

 

HINGE BRACKET

WORN

5/28/2008

 

 

 

00100018273

RT WING

(CAN) REAR SPAR, RT LOWER WING AILERON, HINGE BRACKET INNER OUTER SHELL BECOMING LOOSE IN BEARING (REPLACED WITH NEW) (TC NR 20080603006)

CA080612007

 

 

 

BEARING

LOOSE

6/12/2008

 

 

 

 

MAGNETO

(CAN) MAG WAS SOLD TO A CUSTOMER AS AN EXCHANGE UNIT. WHEN INSTALLING THE CUSTOMERS MAGNETO DRIVE 0.004 INCH OF END PLAY WAS NOTICED AT THE ROTOR. MFG REQUIRES 0.0005 TO 0.0015 INCH END PLAY AT ASSY. THIS WAS A FACTORY REBUILT MAGNETO. THE MAG WAS REPAIRED BY PROPERLY SHIMMING THE BEARINGS AND RETURNED TO SERVICE.

CA080619002

 

 

 

SLIDE

LOOSE

6/17/2008

 

 

 

101651303

 

(CAN) SLIDE UNIT`S HAVE BEEN DEVELOPING PROBLEMS WITH THE ADHESIVE HOLDING MANY OF THE SEAMS TOGETHER AS THEY AGE BEYOND THE 20 YEAR THRESHOLD. THERE HAVE BEEN SEVERAL INSTANCES WHERE SLIDE TUBES FROM UNITS MFG CIRCA 1984 HAVE RUPTURED UPON INFLATION TEST. MOST RECENTLY, A SLIDE MFG CIRCA 1986 (PN 101651-303, SN B51-325) SHOWED, UPON INFLATION TESTING, THAT MANY OF THE SEAMS HAVE BECOME COMPLETED DISBONDED IN AREAS SUCH AS THE CANOPY AS WELL AS IN BETWEEN THE MAIN UPPER AND LWR INFLATION TUBES. IT APPEARS THAT THE SLIDE UNITS, AS THEY AGE BEYOND 20 YEARS FROM DATE OF MFG, HAVE EXPONENTIALLY INCREASING FAILURE RATES AS SHOWN WHEN BROUGHT INTO THE SHOP ENVIRONMENT FOR CHECK/OVERHAUL. ONE CAN ONLY ASSUME THAT FAILURE OF THESE UNITS IS A REAL POSSIBILITY DURING AN EMERGENCY SITUATION. ALTHOUGH THE MFG RECOMMENDS VIA SL, AN ANNUAL CHECK OF THESE UNITS ONCE THEY HAVE AGED BEYOND 15 YEARS, THE PRACTICE IS NOT NECESSARILY COMMONPLACE. THESE INSTRUCTIONS SHOULD BE MADE MORE STRINGENT IE. SB.

CA080623011

 

 

DORNEMARGLN

G SWITCH

FAILED

6/23/2008

 

 

 

 

ELT 

(CAN) WHEN PERFORMING THE ANNUAL TESTS REQUIRED BY CAR 571 APPENDIX G FOUND G SWITCH WOULD NOT ACTIVATE. ELT REPLACED WITH SERVICEABLE UNIT.

2008FA0000748

 

 

 

FUEL TANK

DAMAGED

11/1/2008

 

 

 

CB959

 

FUEL TANKS WERE FOUND TO HAVE SIGNIFICANT LEAKS IN AN AREA NOT CLOSE TO ANY SEAMS, WELDS, OR BOSSES. THERE WERE NO VISIBLE DENTS, DINGS, SCRATCHES, GOUGES OR OTHER DAMAGE IN THE AREAS OF THE LEAKS. THE LEAK HOLES WERE MUCH SMALLER THAN THE DIAMETER OF A PIN AND WERE NOT VISUALLY DETECTABLE. TANKS WERE TAGGED UNAIRWORTHY. FUEL TANKS WERE ALSO TAGGED UNAIRWORTHY PENDING FURTHER TESTINGS AS A PRECAUTION. (K)

CA080716009

 

 

 

G SWITCH

STICKING

7/16/2008

 

 

 

E01G 

ELT 

(CAN) DURING ANNUAL BENCH RECERTIFICATION OF ELT, THE OPS OF THE G-SWITCH WAS TESTED AND FOUND TO BE STICKING INTERMITTENTLY. THE G- SWITCH WAS REPLACED AND OPS WAS TESTED SEVERAL TIMES TO ENSURE NEW G SWITCH IS OPERATING CORRECTLY. NO FURTHER PROBLEMS NOTED

CA080722008

 

 

 

ROTOR

BROKEN

7/22/2008

 

 

 

M3548

MAGNETO

(CAN) MAGNETO INSPECTED FOR SB 2-08/3-08 COMPLIANCE. DISTRIBUTOR GEAR FAILED, ROTOR GEAR FAILED, CARBON BRUSH FAILED. DURING REMOVAL OF ROTOR GEAR FOR REPLACEMENT, BROKEN POST LODGED IN GEAR. DISTRIBUTOR GEAR AND ROTOR GEAR WERE HOLDING THE BROKEN POST IN PLACE DURING OPERATION. EDGE OF BROKEN POST WAS WORN INDICATING BREAK OCCURRED SOME TIME AGO.

CA070808004

 

 

 

CAPACITOR

MISMANUFACTURED

8/8/2007

 

 

 

10400576

MAGNETO

(CAN) WHEN REMOVED FROM PACKAGE (NEW) THE FLAG TERMINAL THAT CONNECTS TO THE POINTS IN THE MAGNETO DID NOT HAVE ANY WIRE VISIBLE OUTSIDE THE CRIMP AREA OF THE TERMINAL. ACCORDING TO MFG, THE WIRE MUST BE FLUSH OR EXTENDED SLIGHTLY BEYOND THE CRIMP AREA. ALL 54 CAPACITORS IN STOCK WERE CHECKED AND FOUND TO HAVE THE SAME DEFECT. THESE CAPACITORS WILL BE SENT BACK TO TCM FOR WARRANTY EVALUATION.

CA080709011

 

 

 

BEARING RACE

FRACTURED

7/9/2008

 

 

 

A1851B

PROPELLER

(CAN) PROPELLER WAS RECEIVED IN SHOP FOR REMOVAL OF A BROKEN OFF GREASE NIPPLE IN BLADE CLAMP. BLADE CLAMP REQUIRED REMOVAL TO EXTRACT BROKEN GREASE NIPPLE. WHEN THE CLAMP WAS REMOVED A CHIP OF THE OTBD BEARING FELL OUT. AFTER EXAMINING THE BEARING IT WAS DETERMINED THAT THE ENTIRE ASSEMBLY SHOULD BE REPLACED DUE TO EXCESSIVE RACE AND BALL WEAR. IT SHOULD BE NOTED THAT THE GREASE IN THIS CLAMP WAS BLACK FROM METAL WEAR WHEREAS THE GREASE IN THE OTHER 2 BLADE CLAMPS WAS IN NORMAL CONDITION FOR THIS PROP TYPE. BEARING WAS REPLACED AND PROPELLER RETURNED TO SERVICE.

CA080714006

 

 

BFGOODRICH

LINE

MISROUTED

7/14/2008

 

 

 

 

ESCAPE SLIDE

(CAN) FIRST VISIT IN SLIDE SHOP OF THE ERJ-175 SLIDE S/N ED0522 FTN 4W94YL DURING THE INCOMING INSPECTION IT WAS DISCOVERED THAT THE FOLLOWING PROBLEMS WOULD HAVE PREVENTED THE DEPLOYMENT OF THE SLIDE EITHER MANUALLY OR AUTOMATICALLY. CORD WAS FORGOTTEN ON THE SPEED LACING LOOP THUS PREVENTING AUTO DEPLOY. PHOTO FIG. 1 THE MANUAL FIRING LINE WAS NOT ROUTED PROPERLY. PHOTOS ARE FIG. 2 AND 3.

CA080903016

 

 

SLICK

ROTOR

BROKEN

9/3/2008

 

 

 

 

MAGNETO

(CAN) CUSTOMER RETURNED MAG FOR WARRANTY PURPOSES. MAG ROTOR SHAFT WAS BROKEN BETWEEN THE DRIVE END BEARING AND THE MAGNET PORTION. THE BREAK STILL ALLOWED THE ROTOR TO SPIN BUT THE ROTOR STARTED TO CONTACT THE HOUSING. THE CUSTOMER CLAIMS THAT THIS IS THE SECOND MAG THEY HAVE SEEN WITH THIS TYPE OF FAILURE. THIS MAG HAD THE NAS1149CO632R WASHER INSTALLED UNDER THE DRIVE GEAR AS PER TCM SB03-7. THE HUB WAS INSPECTED AS PER SLICK SB1-07 AND NO CRACKING WAS FOUND. MAG WAS RETURNED TO MANUFACTURER FOR FURTHER INVESTIGATION.

CA080904001

 

 

 

BATTERY  

LEAKING

9/2/2008

 

 

 

 

ELT 

(CAN) ELT WAS FUNCTION TESTED DURING ROUTINE SCHEDULED INSPECTION AND WOULD NOT TRANSMIT. SUBSEQUENT INSPECTION AT AVIONICS SHOP REVEALED LEAKING BATTERY.

CA080905001

 

 

BFGOODRICH

GROMMET

MISMARKED

9/3/2008

 

 

 

9595601143

MLG WHEEL

(CAN) VALVE STEM GROMMET SEAL PN TRRG30 WAS CROSS REFERENCED THEN ORDERED FROM AN ACFT MANUFACTURE SUPPLIER USING THE CROSS REFERENCE NR OF 959.56.01.143. A BAG OF 10 SEALS WERE RECEIVED AS LABELED 959.56.01.143 ON THE OUTER PACKAGING. A VISUAL CONFIRMATION AT A LATER DATE DETERMINED THAT THE PACKAGING RECEIVED FROM THE SUPPLIER ACTUALLY CONTAINED VENDOR PN TRRG6 SEALS. THE REMAINDER OF THE STOCK WAS PULLED AND THE SUPPLIER NOTIFIED. 1 SEAL HAD BEEN ISSUED TO A WHEEL REPAIR. THE WHEEL WAS PULLED FROM STOCK AND THE SEAL WAS REPLACED WITH THE CORRECT SEAL. THE TRRG6 SEAL AND THE CORRECT PN TRRG30 (959.56.01.143) SEAL WERE NOTED VERY SIMILAR IN SIZE AND APPEARANCE. THE SUPPLIER WAS NOTIFIED, AN INVESTIGATION REVEALED THAT THE VENDOR (BF GOODRICH) SHIPPED THE INCORRECT SEAL (TRRG6) TO THE SUPPLIER WHICH IN TURN LABELED THE PART WITH THE ACFT MANUFACTURES PN. THE SUPPLIER CONFIRMED ALL INCORRECT LABELED SEALS WERE REMOVED FROM STOCK.

CA080807003

 

 

HAMSTD

THRUST WASHER

CRACKED

7/18/2008

 

 

 

7149A0

BLADE SHANK

(CAN) THE CRACKED BLADE RING IS PART OF THE BLADE ASSEMBLY. A CRACKED RING TYPICALLY RESTRICTS BLADE ROTATION AND CAN SET UP A VIBRATION. PROPELLER WAS REMOVED AND AFTER TEAR DOWN AND INSPECTION A CRACKED BLADE RING (THRUST WASHER) WAS DETERMINED AND OTHER DAMAGE TO THE BARREL ASSEMBLY. REPLACED BLADE THAT HAD THE BROKEN BLADE RING AND OTHER DAMAGED PARTS. PROPELLER ASSEMBLED BALANCED AND RETURNED TO SERVICE.

CA081003003

 

 

 

HOUSING

LOOSE

9/25/2008

 

 

 

149NL

STARTER

(CAN) REAR HOUSING DISCOVERED LOOSE DURING SCHEDULED MX.

CA081003004

 

 

 

HOUSING

LOOSE

9/12/2008

 

 

 

149NL

STARTER

(CAN) REAR HOUSING DISCOVERED LOOSE DURING SCHEDULED MX.

CA081003005

 

 

 

ATTACH BOLT

LOOSE

9/24/2008

 

 

149NL

 

STARTER

(CAN) MOTOR TO HOUSING ATTACH BOLTS LOOSE.

CA081002008

 

 

CONT

DISTRIBUTOR GEAR

DAMAGED

9/25/2008

 

 

106006141

10357584

MAGNETO

(CAN) MAGNETO RECEIVED WITH TEETH BROKEN OFF THE DISTRIBUTOR GEAR.

CA080909003

 

 

SLICK

CAM  

WORN

9/9/2008

 

 

 

M3611

MAGNETO

(CAN) MAG WAS INSTALLED ON AN OVERHAULED ENGINE APPROX. 1 YEAR AGO, CUSTOMER HAS YET TO INFORM US AS TO HOURS ON UNIT. THE MAG WAS DISASSEMBLED FOR INSPECTION AND THE CAM THAT OPENS THE CONTACT POINTS WAS FOUND TO BE EXCESSIVELY WORN. THIS IS COVERED BY SLICK BULLETIN SB2-08. THE CAM WAS WORN TO THE EXTENT THAT IT WAS BARELY OPENING THE POINTS. THE MAG WAS RETURNED TO UNISON/SLICK FOR INSPECTION.

CA080909004

 

 

SLICK

CAM  

WORN

9/9/2008

 

 

 

M3611

LOBES

(CAN) (2ND MAG) MAG WAS INSTALLED ON AN OVERHAULED ENGINE APPROX. 1 YEAR AGO. CUSTOMER HAS YET TO INFORM US AS TO HOURS ON UNIT. THE MAG WAS DISASSEMBLED FOR INSPECTION AND THE CAM THAT OPENS THE POINTS WAS FOUND TO BE EXCESSIVELY WORN. THIS IS COVERED BY SLICK BULLETIN SB2-08. THE CAM WAS WORN TO THE EXTENT THAT IT WAS BARELY OPENING THE POINTS. THE MAG WAS RETURNED TO UNISON/SLICK FOR INSPECTION.

CA080919009

 

 

 

ROTOR

BROKEN

9/18/2008

 

 

 

 

MAGNETO

(CAN) CUSTOMER COMPLAINED ABOUT DEAD MAG. TIME IN SERVICE IS UNKNOWN. MAG WAS OPENED AND INSPECTED. THE ROTOR GEAR VANE SHOWED INDICATIONS OF RUBBING ON THE HALL EFFECT SENSOR AND HAD CONTACTED THE SENSOR. THIS STOPPED THE ROTOR GEAR WHICH IS INSTALLED IN THE SLOT AND BROKE THE ROTOR SHAFT AT THE BASE OF THE SLOT. THIS INFORMATION IS BEING SENT TO SLICK FOR EXAMINATION.

CA080916005

 

 

 

GPS  

MALFUNCTIONED

8/30/2008

 

 

 

GNS530430W

 

(CAN) GNS530W AND GNS430W SIMULTANEOUSLY LOOSE SATELLITE RECEPTION. SATELLITES ARE REAQUIRED BETWEEN 2 AND 20 MINUTES LATER. EXTENSIVE TROUBLESHOOTING FOUND NO FAULT WITH THE INSTALLATION. MFG PRODUCT SUPPORT INDICATED THAT SIMILAR REPORTS HAVE BEEN RECEIVED FROM OPERTORS IN ALASKA AND THE ANOMOLY APPEARS AT AROUND THE LATITUDE OF FAIRBANKS. THERE IS A PROBLEM WITH THE GNS SOFTWARE AND THE ALASKA WAAS GROUND STATION. THE WAAS ENGINE IN THE GNS NAVIGATOR MUST BE SHUT OFF IN THAT AUXILLARY MENU SETUP PAGE TO PREVENT SATELLITE LOSS IN NORTHERN LATTITUDES. THIS INFORMATION IS NOT READILLY AVAILABLE TO OPERATORS AND OWNERS.

CA081016007

 

 

 

MAGNETO

INOPERATIVE

10/15/2008

 

 

 

D6RN3200

RT ENGINE

(CAN) DURING PREFLIGHT RUN-UP RT ENG, RT MAGNETO EXPERIENCED EXCESSIVE DROP AND WAS RUNNING ROUGH. UPON INVESTIGATION OF THE MAGNETO IT WAS FOUND THAT THE DISTRIBUTOR GEAR BUSHING HAD WORN IN THE DISTRIBUTOR BLOCK HSG CAUSING A MISS FIRING CONDITION. MAGNETO WAS REPLACED.

2008FA0000835

 

ALLSN

 

DIAPHRAGM

CRACKED

9/30/2008

 

250C20B

 

23031938

NOZZLE

FLOURESCENT PENTRANT INSPECTION PRODUCED INDICATIONS AT 2 LOCATIONS ALONG BRAZING WHERE DIAPHRAGM AND OUTER RING ARE JOINED. INDICATIONS ARE APPROXIMATELY 1.60 AND 2.50 INCHES LONG, APPROX 180 DEGREES APART. VOIDS IN BRAZING ARE ALSO PRESENT AT 2 LOCATIONS. (K)

CA080621001

 

ALLSN

 

COMBUST CHAMBER

CRACKED

6/11/2008

 

250C20B

 

6870992

ENGINE

(CAN) ENGINE REPORTED HIGH OPERATING TEMP. ATTEMPTED POWER CHECK BUT NOTED 790 DEGREE TOT IN HOVER. ABORTED POWER CHECK UPON FURTHER VISUAL INSP FOUND RT ARM PIT CRACKED APPROX 5 INCH CRACK.

CA081003009

 

CONT

 

THRU BOLT

BROKEN

10/1/2008

 

IO360KB

 

652420902

NR 6 CYLINDER

(CAN) ON A PRE-FLIGHT INSPECTION, THE PILOT NOTICED A LOOSE WASHER ON THE FRONT OF THE ENGINE. AFTER FURTHER INSPECTION IT WAS DISCOVERED THAT THE TOP FWD ENGINE THROUGH BOLT FOR NR 6 CYLINDER WAS BROKEN ON THE CYLINDER SIDE. THE LOOSE WASHER WAS BECAUSE THE BOLT SNAPPED AND THERE WAS NO TORQUE ON THE OTHER SIDE AND THE NUT HAD WORKED ITS WAY LOOSE (IT WAS NEVER FOUND). THE BROKEN PIECE OF BOLT AND NUT FROM THAT SIDE WERE FOUND ON TOP OF THE FWD ENGINE BAFFLE. ALL OTHER BOLTS IN THE AREA WERE TORQUE CHECKED AND FOUND SERVICEABLE. NO OTHER DEFECTS WERE NOTED.

CA080730003

 

CONT

ECI  

SPRING

BROKEN

7/30/2008

 

IO520F

 

 

EXHAUST VALVE

(CAN) CYLINDER WAS PULLED DUE TO LOW COMPRESSION. WHEN THE ROCKER COVER WAS REMOVED IT WAS DISCOVERED THAT BOTH THE INNER AND OUTER EXHAUST VALVE SPRINGS WERE BROKEN INTO MANY PIECES.

2008FA0000753

 

CONT

 

IMPULSE COUPLING

INOPERATIVE

11/7/2008

 

IO550N

 

 

MAGNETO

WHILE REMOVING MAGNETO FOR EXCHANGE FOUND IMPULSE COUPLING INOPERABLE. THIS IS THE SECOND LOW TIME MAGNETO OF THIS MODEL FOUND WITH A BAD IMPULSE COUPLING.

CA080910003

 

CONT

CONT

COTTER PIN

MISSING

7/15/2008

 

O200A

 

 

CONNECTING ROD

(CAN) NO COTTER PINS IN ANY OF THE 8 CON-ROD BOLTS DISCOVERED UPON DISMANTLE FOR PROPELLER STRIKE INSPECTION.

CA080903009

 

GARRTT

 

FITTING

LEAKING

9/3/2008

 

TFE73140

 

 

PITOT/STATIC SYS

(CAN) WHILE CARRYING OUT AN AUTO SLAT CHECK, DURING AN A-CHECK, THE STATIC SYS WAS REQUIRED TO SIMULATE 25,000 FT AGL. AN EXCESSIVE LEAK RATE WAS NOTICED ON THE NR1 SIDE AND ISOLATED TO THE FLEX LINE AT THE NR1 ADC STATIC FITTING. UPON FINDING THE NR1 SYS PROBLEM THE NR2 SYS WAS ALSO CHECKED AND THE SAME LINE ON THE NR2 SIDE WAS ALSO FOUND DEFECTIVE.

CA080808004

 

GARRTT

 

LINE

CRACKED

7/22/2008

 

TFE73140

 

25W711008171

HYD SYSTEM

(CAN) ON APPROACH INTO TORONTO PEARSON THE CREW NOTICED THAT THE AUX HYDRAULIC LOW PRESSURE ANNUNCIATOR AND FLUID LOW LEVEL LIGHT ILLUMINATED ON THE ACFT. AFTER STABILIZING THEIR APPROACH, ALL LIGHTS WENT OUT. AFTER LANDING THE LOW LEVEL LIGHT CAME ON ONCE AGAIN WITH NO FURTHER LOW AUX HYD PRESSURE NOTED. AN INVESTIGATION FOUND THE RESERVOIR TANK LOW AND THE LINE FROM THE AUX PUMP AREA TO THE HYDRAULIC FILTER HAD A VERY FINE CRACK THAT HAD ORIGINATED ALONG A TOOLING MARK, THAT WAS ONLY VISIBLE WHEN RUNNING AND UNDER A 10 POWER MAGNIFYING GLASS. THE LINE WAS REPLACED AND RESERVOIR SERVICED WITH NO FURTHER PROBLEMS.

CA080924007

 

GARRTT

 

LINE

CHAFED

9/24/2008

 

TFE73140

 

 

FUEL SYSTEM

(CAN) DURING INSP IN THE RT WW THE MAIN FUEL LINE TO THE RT ENGINE WAS FOUND TO BE CHAFING ON THE LAV SINK HEATED DRAIN LINE. THE DAMAGE WAS BEYOND LIMITS AND THE FUEL LINE WAS REPLACED.

CA080924008

 

GARRTT

 

LINE

CHAFED

9/24/2008

 

TFE73140

 

25W653120634

FUEL SYSTEM

(CAN) IT WAS REPORTED THAT FUEL WAS SLOWLY TRANSFERRING FROM THE RT WING INTO THE CENTER TANK WHEN THE ACFT WAS STATIC. THE MOTIVE FLOW LINE PN 25W653120-634 AT THE CENTRAL TANK LOWER TRANSFER JET PUMP WAS FOUND TO BE CHAFING ON THE FUEL QTY PROBE MOUNTING BRACKET. THE LINE WAS REPLACED.

CA081017004

 

GARRTT

NORMALAIR

BLADE

DAMAGED

10/17/2008

 

TPE33110UA

 

31081822

IMPELLER

(CAN) IT WAS NOTICED ON A GROUND RUN AFTER THE ENGINE WAS INSTALLED THAT THERE WAS A SQUEALING NOISE COMING FROM THE ENGINE. THE ENGINE WAS REMOVED AND FORWARDED TO THE ENGINE SHOP FOR EVALUATION. UPON DISASSEMBLY THE NR 1 IMPELLER WAS FOUND TO HAVE A PIECE OF THE BLADE MISSING. THE NR 1 IMPELLER HAS NO OTHER DAMAGE EXCEPT WHERE THE BLADE PIECE IS MISSING. THE NR 1 IMPELLER WILL BE FORWARDED TO A METALURGY FACILITY FOR EVALUATION TO DETERMINE WHY THE BLADE PIECE BROKE OFF. THERE WAS SUBSTANTIAL DAMAGE TO THE ENGINE FROM THE IMPELLER BLADE PIECE.

CA080828005

 

GARRTT

 

SPUR GEAR

DAMAGED

8/27/2008

 

TPE33110UGR

 

31070371

GEARBOX

(CAN) FRONT GEAR CASE ON ENG REMOVED FOR TORQUE RING REPLACEMENT. PITTING FOUND ON SPUR AND HELICAL GEAR ASSY. CONSULTATION WITH ENGINE OVERHAUL FACILITY IS ON GOING.

CA080912007

 

GARRTT

BRAERO

ATTACH FITTING

CORRODED

8/17/2008

 

TPE33110UGR

1371008C409

 

PAX DOOR

(CAN) SEVERE CORROSION NOTED AT MAIN CABIN DOOR ATTACH FITTINGS. CORROSION ALSO NOTED UNDER SEVERAL DOOR SEAL CLIPS. DOOR DEEMED BEYOND ECOMONICAL REPAIR AND REPLACED WITH SERVICEABLE UNIT.

CA080912008

 

GARRTT

BRAERO

FITTING

CORRODED

9/12/2008

 

TPE33110UGR

1371008C409

 

PAX DOOR

(CAN) THIS DOOR WAS INSTALLED AS A REPLACEMENT DUE TO SEVERE CORROSION FOUND ON ORIGINAL DOOR. REPLACEMENT DOOR INSPECTED AND CORROSION DISCOVERED UNDER SEVERAL DOOR INFLATION SEAL CLIPS. CLIPS REMOVED AND CORROSION REMOVED AND SURFACES TREATED. CLIPS REINSTALLED.

CA080916008

 

GARRTT

 

MOTOR

MALFUNCTIONED

9/13/2008

 

TPE3312201A

 

 

WINDSHIELD

(CAN) SKYVAN EN ROUTE WITH 2 CREW ,1 PASSENGER ON BOARD ADVISED ARCTIC RADIO THEY HAD SMOKE IN COCKPIT, CREW REQUESTED EMERGENCY VEHICLES, ACFT LANDED SAFELY, CREW AND PASSENGER WERE CHECKED AT LOCAL NURSING STATION AND RELEASED. FURTHER INVESTIGATING PROBLEM, IT WAS FOUND THAT THE WINDSHIELD WIPER MOTOR HAD BURNT OUT. WIPER MOTOR WAS REPLACED WITH A SERVICEABLE UNIT , FUNCTION CHECKED AND RELEASED BACK TO SERVICE. TOTAL TIME ON WIPER MOTOR UNKNOWN.

CA080730001

 

GE  

 

NUT  

MISSING

6/23/2008

 

CF343B1

 

4037T84P03

ENGINE

(CAN) DURING SHOP VISIT, ONE VARIABLE VANE SPINDLE NUT WAS FOUND MISSING ON STAGE 5 VANE. THE LEVER ARM REMAINED ENGAGED. A NUT WAS INSTALLED IAW THE ENGINE MANUAL 72-32-00 AS RECOMMENDED IAW SB 72-0184.

CA080714007

 

GE  

 

TURBINE WHEEL

DAMAGED

7/11/2008

 

CF680C2*

 

9362M43P02

ENGINE

(CAN) DURING SHOP INSPECTION CRACKS FOUND ON FWD DOVETAIL SEPARATIONS IN EXCESS OF MANUAL LIMITS.

CA080618007

 

LYC  

 

CYLINDER

CRACKED

6/2/2008

 

O235L2C

 

LW16703

ENGINE

(CAN) THE LOWER SPARK PLUG HOLE ON CYLINDER NR 4 HAD A CRACK, THE ACFT HAD BEEN INSPECTED ON MAY 24/08 AND THERE WAS NO APPARENT CRACKS OR ISSUES WITH THE CYLINDER, ON JUNE 2 IT WAS RUNNING ROUGH AND BROUGHT TO MX, THERE WAS FOULING OF THE PLUGS AND WHEN THE PLUG WAS REMOVED THE FINE CRACK WAS NOTED. THE OTHER CYLINDERS WERE INSPECTED AND FOUND TO BE CLEAR OF ANY CRACKS. THIS ENGINE HAD BEEN OVERHAULED 225 HOURS PREVIOUSLY AND THE CYLINDERS WERE OVERHAULED AS WELL. THE RECORDS SHOWED THAT THE CYLINDERS WERE OVERHAULED AS PER MANUFACTURERS SPECIFICATIONS. WE WILL CONTINUE TO MONITOR THE OTHER CYLINDERS AND WILL REPORT ANY FUTURE ISSUES REGARDING THESE CYLINDERS.

CA080709008

 

LYC  

 

EXHAUST VALVE

SEIZED

7/4/2008

 

O540*

 

 

ENGINE

(CAN) DURING A FLIGHT IN THE R44 HELICOPTER, THE PILOT NOTICED A SIGNIFICANT VIBRATION APPROX. 2 HOURS INTO THE FLIGHT. THE VIBRATION LASTED 45 SECONDS. THERE WERE NO AUDIBLE ALARMS & ALL GAUGES READ NORMAL. THE A/C WAS DESCENDING WITHOUT CONTOL INPUTS,AFTER THE 45 SECOND VIBRATION SUBSIDED.A/C RETURNED TO BASE. THE A/C WAS STARTED THE FOLLOWING DAY THE VIBRATION WAS NOTED @102% IN HOVER ,A/C LANDED,WAS SHUT DOWN AND SB388C(VALVE CLEARANCE CHECK) WAS CARRIED OUT.NUMBER 3 AND NR 6 EXHUAST VALVES WERE SEIZED WITH BENT PUSH RODS.CYLINDER NUMBER 1, 2,,4 VALVES WERE BELOW THE ALLOWABLE CLEARANCE

CA080618006

 

LYC  

LYC  

VALVE

ELONGATED

5/8/2008

 

TIO540A2C

 

LW16740

VALVE STEM

(CAN) VALVE STREACHED TO 6 THOU AND MANUFACTURES LIMITATION IS 2 THOU. CONCERN IS VALVE IS SODIUM FILLED AND WILL DISINTIGRATE IF THE STREACH IS BEYOND MANUFACTURES RECOMMENDATIONS. THE MAIN CONCERN IS THIS ENGINE IS ON CONDITION AND THE CYLINDERS ALL HAVE 2700 HOURS ON THEM AND IF ONE IS STREACHED THE QUESTION NOW IS ARE ALL THE VALVES STREACHED. THE POINT BEING IF YOU ARE WORKING ON AN AIRCRAFT THAT IS GOING ON CONDITION IT IS CLEAR THE VALVES NEED TO BE CHECKED BEFORE THE ENGINE GOES ON CONDITION.

CA080624001

 

PWA  

 

COMPRESSOR

FAILED

6/24/2008

 

PT6A21

 

 

ENGINE

(CAN) EIR PT6A 2008-040 OVER TEMPERATURE EVENT OCCURRED AS A RESULT OF COMPRESSOR FAILURE DUE TO LOSS OF STACK RIGIDITY, WHICH RESULTED FROM A LOSS OF STRETCH ON THE COMPRESSOR TIE RODS (P/N 3019371). COMPRESSOR SELF-DESTRUCTED. TIE RODS WERE INSTALLED "NEW" AT PRIOR OVERHAUL (TSO 465 HOURS). TIE RODS WERE FOUND TO BE WITHIN ALLOWABLE HARDNESS RANGE. ENGINE WAS PREVIOUSLY A PT6A-11 MODEL BUT CONVERTED TO A PT6A-21 VIA TCCA APPROVAL IN SEPT/04.

CA080602005

 

PWA  

 

EXHAUST DUCT

CRACKED

5/16/2008

 

PT6A27

 

3031988

ENGINE

(CAN) DAMAGED EXHAUST DUCT, PRIMARY FAILURE WAS TO THE INNER CONE OF THE EXHAUST DUCT, APPEARED TO CRACK AT NR 3 BEARING END AND EVENTUALLY DAMAGED THE T/E OF THE PT ROTOR BLADES. (TC NR 20080602005)

CA080618003

 

PWA  

 

SEAL

LEAKING

6/2/2008

 

PT6A60

 

 

NR 1 BEARING

(CAN) DURING ENG COMPRESSOR RECOVERY WASH, ENGINE OIL LOSS FROM NR 1 BEARING SEAL. MULTIPLE ENGINE SPOOLS ARE REQUIRED TO COMPLETE AN ENG COMPRESSOR RECOVERY WASH IAW ENG MFG. MAINT FOUND IN CARRYING OUT MULTIPLE ENGINE SPOOLS, INTERNAL ENG SCAVANGE PUMPS LOCATED IN THE AGB WERE NOT EFFICIENT ENOUGH THROUGH THE SPOOLING PROCESS AT LOW ENG SPEEDS TO SUCSESSFULLY SCAVANGE ENOUGH ENGINE OIL OUT OF THE AGB TO AVOID AN OVER FILL CONDITION OF THE AGB. SCAVANGE PUMPS ARE DESIGNED TO TAKE THE USED ENGINE OIL FROM THE AGB AND RGB AND PUMP THE OIL BACK INTO THE MAIN ENGINE OIL RESERVOIR. MAINT FOUND DURING ENGINE SPOOLING ALONE, THE PUMPS COULD NOT KEEP THE OIL AT A SAFE LEVEL IN THE AGB IN ORDER TO AVOID THE OIL TO SEEP OUT OF THE NR1 BEARING SEAL AND OBSERVED DRIPPING FROM THE ENGINE INTAKE. MAINTENANCE FOUND THAT ANY MORE THAN THREE ENGINE DRY SPOOLS WOULD RESULT IN AGB OIL LEAKING FROM THE NR 1 AIR/OIL BEARING SEAL.

CA080707013

 

PWA  

 

SLEEVE

DISLODGED

6/27/2008

 

PT6A67D

 

310830601

NR 5 BRG JOURNAL

(CAN) THE ASSEMBLY HAD ACCUMULATED IN EXCESS OF 7000 HOURS SINCE THE SLEEVE WAS INSTALLED ON THE NR 5 BEARING JOURNAL, AND THE POWER SECTION WAS BEING RETURNED TO THE SHOP FOR A SCHEDULED OVERHAUL. DURING INSPECTION OF THE 2ND STAGE REDUCTION CARRIER IAW OHM 3038337, SEC.72-10-00 INSPECTION, PARA.6AM IT WAS FOUND THAT THE NR 5 BEARING JOURNAL SLEEVE HAD MOVED AWAY FROM THE CARRIER SHOULDER BY APPROXIMATELY 0.021. NO OTHER DEFECTS WERE NOTED ON THE SLEEVE.

CA080917001

 

PWA  

 

TUBE

CRACKED

8/26/2008

 

PT6T3B

 

3014884

FUEL SYSTEM

(CAN) FUEL FOUND LEAKING ONTO ENGINE DECK FROM AT BRAZE ON BOTTOM "B" NUT FITTING ON TUBE. TUBE LOCATED ON FORWARD FACE OF ENGINE ACCESSORY GEARBOX. ACFT WAS GROUNDED UNTIL PART WAS REPLACED.

CA081014001

 

PWA  

 

SHAFT

CRACKED

10/10/2008

 

PW118

 

 

PROPELLER

(CAN) EIR PW100-0477 CRACKED PROPELLER SHAFT.

CA080619005

 

PWA  

 

BEVEL GEAR

MISMANUFACTURED

6/19/2008

 

PW120A

 

310625801

ASSY GEARBOX

(CAN) BEVEL GEAR P/N 3106258-01, S/N A0002WAB WAS FOUND TO BE NON-CONFORMING DUE TO MISSING POST PLATE BAKING OPERATION AFTER THE PART WAS SILVER PLATED. THIS PART WAS INTALLED IN ENGINE S/N 120673 WHICH WAS ALREADY SHIPPED TO THE CUSTOMER. THE CUSTOMER WAS INFORMED BY A LETTER TO RETURNED THE ENGINE WITHIN 60 HRS FLYING TIME IN ORDER TO REPLACED THE PART.

CA080912001

 

PWA  

 

ECU  

MALFUNCTIONED

8/25/2008

 

PW121

 

 

NR 1 ENGINE

(CAN) DURING FLIGHT, THE PILOT NOTICED FLUCTUATION OF NR1 ENGINE PARAMETERS. WHILE ATTEMPTING TO ADJUST PROPELLER SPEED, ENGINE FLAMED OUT. AN ATTEMPT TO RESTART ENGINE IN-FLIGHT WAS NOT SUCCESSFUL. DURING GROUND INSP, ALL ENGINE PARAMETERS FLUCTUATED WITH ECU "ON" AND ALL PARAMETERS STABLIZED WITH ECU "OFF". THE ECU WAS REPLACED.

CA081002006

 

PWA  

CNDAIR

ACTUATOR

LEAKING

9/26/2008

 

PW123

215T752204

 

DOOR 

(CAN) FOUND LEAKING AT THE PREES LINE CONNECTION, TSO129HRS, TOTAL DROPS 398 FOUND LEAKING DURING AN INSPECTION BY THE TECHNICAL ENGINEER.

CA080616001

 

PWA  

 

TURBINE

OUT OF BALANCE

6/11/2008

 

PW123

 

 

ENGINE

(CAN) EI PW100 2008-059 - VIBRATIONS DURING START, IT HAS BEEN DETERMINED THAT THE POWER TURBINE WAS OUT OF BALANCE THUS CAUSING THIS EVENT. (PRE SB21737)

CA080826006

 

PWA  

 

SKIN

CRACKED

8/25/2008

 

PW123

 

85410587

LT NACELLE

(CAN) DURING A WALKAROUND, THE LT NACELLE SKIN PANEL 85410587 DISPLAYS A SMALL CRACK FROM ONE OF THE UPPER AFT FASTENERS TO THE SKIN EDGE, AND A LARGE 4 INCH+ CRACK RUNNING ALONG THE LENGTH OF THE SKIN PANEL. AS THE SKIN PANEL IS NOTED AS BEING BULGED OVER APPROX .6666 OF ITS LENGTH IT IS PROBABLE THAT THE LONG CRACK IS DUE TO THIS SKIN DEFECT. THE SKIN WILL BE REMOVED AND THIS SDR WILL BE UPDATED.

CA080710005

 

PWA  

 

EXHAUST VALVE

DAMAGED

7/8/2008

 

R985AN14B

 

 

ENGINE

(CAN) EXHAUST VALVE BROKE/SEPARATED DURING FLIGHT. BASE OF VALVE STAYED IN COMBUSTION SECTION OF CYLINDER AS ENGINE RAN CAUSING DAMAGE TO PISTON, AND UPPER CYLINDER COMBUSTION CHAMBER. PILOT REPORTED DECREASE IN POWER/VIBRATION AND UPON THROTTLING BACK, AN INCREASE IN VIBRATION. ACFT LANDED WITHOUT INCIDENT. CYLINDER HEAD FOUND TO HAVE BEEN BROKEN OFF, MOST OF CYLINDER PARTS RECOVERED IN COWLING EXCEPT FOR EXHAUST SYSTEM. LOWER EX VALVE BASE SHOWS SIGN OF HAVING BEEN CRUSHED ABOVE PISTON REPEATEDLY UNTIL CYLINDER FAILED. UNKNOWN AS TO IF EXHAUST VALVE WAS REPLACED NEW, WITH SERVICEABLE, OR OVERHAULED AT LAST ENGINE OVERHAUL.

CA080723002

 

PWC  

 

RETAINING NUT

DISLODGED

7/8/2008

 

PW308C

 

 

OIL PUMP ASSY

(CAN) THE LOW OIL PRESSURE WARNING ACTIVATED DURING TAKEOFF ROLL AND TAKEOFF WAS ABORTED. SUBSEQUENT INSP REVEALED THE OIL PUMP GEARSHAFT RETAINING NUT AND TAD WASHER COMPLETELY DISLODGED FROM THE SHAFT. MFG WILL INVESTIGATE TO REVIEW ASSY PROCEDURES AND REPORT ON ROOT CAUSE ONCE ESTABLISHED.

CA080917018

 

PWC  

 

GEARBOX

DAMAGED

9/11/2008

 

PW610FA

 

 

ENGINE

(CAN) IN CRUISE, THE PILOT NOTICED A LOW OIL PRESSURE WARNING AND ELECTED TO SHUT THE ENGINE DOWN. WHILE DESCENDING THE CREW DECIDED TO RESTART THE ENGINE AND COMPLETE THE FLIGHT WITH THE LOW OIL PRESSURE INDICATION. ON THE GROUND, THE PILOT COULD NOT RESTART THE ENGINE. INITIAL TROUBLESHOOTING MAY HAVE INDICATED DAMAGE TO THE ACCESSORY GEARBOX AND THE ENGINE HAS BEEN REPLACED. MANUFACTURER WILL CONTINUE INVESTIGATING THE EVENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED.

CA080612002

 

PWC  

 

ENGINE

MALFUNCTIONED

6/5/2008

 

PW615FA

 

 

 

(CAN) DURING LANDING TOUCHDOWN AND BRAKING, BOTH ENGINES REPORTEDLY INCREASED UNCOMMANDED TO FULL POWER. CREW ABORTED LANDING AND PERFORMED A GO-AROUND. DURING BASE LEG, TO CONTAIN AIRSPEED CREW SHUT DOWN RT ENGINE AND AT THIS TIME THE LT ENGINE POWER REDUCED TO FLIGHT IDLE, UNCOMMANDED WITH NO THROTTLE RESPONSE. CREW PERFORMED A LANDING WITH NO INJURES. THE ACFT SUSTAINED 2 BLOWN TIRES. ON SITE INVESTIGATION, DATA DOWNLOADS AND ANALYSIS INDICATES AN ISSUE WITH THE THROTTLE QUADRANT. THE CAS MSGS AND EVENTS REPORTED BY THE FLIGHT CREW WERE DUPLICATED DURING SIMULATION TESTING. THE NTSB HAS RETAINED THE QUADRANT FOR FURTHER INVESTIGATION. P&WC WILL CONTINUE INVESTIGATING THE EVENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED.

CA080724006

 

TMECA

 

FUEL CONTROL

FAILED

7/17/2008

 

ARRIEL1D1

 

0164548250

ENGINE

(CAN) MAIN ROTOR RPM KEPT DECREASING AFTER ADJUSTMENT, OIL ALSO FOUND IN THE INPUT SEAL DRAIN TUBE. NO LONGER ABLE TO ADJUST IAW MM. UNIT REPLACED WITH SERVICEABLE FCU AND DEFECTIVE UNIT SENT TO MFG FOR INVESTIGATION AND WARRANTY REPAIR.

2008FA0000834

 

WILINT

 

TURBINE NOZZLE

SEPARATED

11/6/2008

 

FJ44

 

72165

ENGINE

WHILE UNDER GOING A CHECK 3 MAINTENANCE INSPECTION, THE STIFFENING RING ON THE 1ST LOW PRESSURE TURBINE NOZZLE ON THIS ENGINE WAS FOUND SEPARATED AND TRAPPED BETWEEN THE 1ST LP TURBINE NOZZLE AND THE HIGH PRESSURE TURBINE NOZZLE. NO PROBABLE CAUSE IS A SUSPECT MFG OPERATION. HELD FOR INVESTIGATION. (K)

2008FA0000750

 

WILINT

WILINT

STIFFENER

SEPARATED

11/6/2008

 

FJ443A

 

44904

LP TURBINE

WHILE UNDERGOING A CHECK 3 MAINT INSP DURING EARLY NOVEMBER 2008, THE STIFFENING RING ON THE 1ST LOW PRESSURE TURBINE NOZZLE ON ENGINE WAS FOUND SEPARATED AND TRAPPED BETWEEN THE 1ST LP TURBINE NOZZLE AND THE HIGH PRESSURE TURBINE NOZZLE. NO SECONDARY DAMAGE WAS NOTED. PROBABLE CAUSE IS A SUSPECT MANUFACTURING OPERATION.

CA080626002

 

WRIGHT

 

MAIN BEARING

FAILED

6/24/2008

 

982C9HE2

 

982C9HE2

NR 1 ENGINE

(CAN) ACFT WAS IN CRUISE FLIGHT WHEN PILOT NOTICED OIL TEMP ON NR1 ENGINE INCREASING. A PRECAUTIONARY SHUTDOWN WAS INITIATED ENGINE FEATHERED ACFT RETURNED AND LANDED WITH NO EVENT. INVESTIGATION FOUND THE MAIN OIL SCREENS CONTAMINATED (SUSPECT MAIN BRG FAILURE) ENGINE IS BEING REMOVED AND REPLACEMENT ENGINE INSTALLED ACFT WILL BE RETURNED TO SERVICE.

CA080707009

AEROSP

TMECA

 

DIFFUSER

CRACKED

7/3/2008

AS355*

ARRIEL1D1

 

0292208260

ENGINE

(CAN) DURING MAINT FOR REPLACEMENT OF THE T2 BLADES AND WHEEL, AFTER REMOVING OUTER CASING OF THE M03 THE OUTSIDE SURFACE OF THE DIFFUSER WAS FOUND CRACKED FROM ONE SIDE TO THE OTHER. A SERVICEABLE M03 WAS INSTALLED AND THE HELICOPTER WAS RETURN TO SERVICE. DAMAGED M03 WAS SENT TO MFG FOR INVESTIGATION. THE M03 HAD 1479.3 HRS TSO.

CA080707012

AEROSP

TMECA

 

SKIN

DAMAGED

6/29/2008

AS355*

ARRIEL1D1

 

 

TAILBOOM

(CAN) THE HELICOPTER EXPERIENCED A HARD LANDING AFTER BEING PUSHED SIDEWAYS BY A GUST OF WIND. THE RT SKID CAUGHT THE GROUND FIRST AND THE HELICOPTER STARTED TO YAW SEVERLY, PILOT DROPPED COLLECTIVE AND LANDED THE HELICOPTER IMMEDIATELY. THE TAILBOOM SUSTAINED DAMAGE CAUSED BY THE SUDDEN YAW, SERVICEABLE TAILBOOM AND HARD LANDING INSP C/W IAW MM AND RETURNED TO SERVICE.

CA080723004

AEROSP

ALLSN

 

STOP

DAMAGED

5/27/2008

AS355F2

250C20B

 

350A27134320

COLLECTIVE

(CAN) ACFT WAS CLIMBING AT APPROX 6000` ASL. (OAT 1°C). COLLECTIVE HIT ITS UPPER STOP DURING A POWER INCREASE. AT THIS POINT TORQUE READING WAS APPROX 65 PERCENT. T4 AND NG WERE WELL WITHIN MAX CONTINUOUS LIMITATIONS. ON 14 MAY 2006, SB 67.00.12 REV. 2 WAS CARRIED OUT ON THE ACFT. THIS MODIFICATION INVOLVED THE INSTALLATION AND POSITIONING OF A NEW STOP PLATE ON THE UPPER PART OF THE COLLECTIVE QUADRANT. POSITIONING THIS STOP PLATE (P/N 350A27-1343-20) IAW INSTRUCTIONS PROVIDED IN SB 67.00.12 REV. 2 PARAGRAPH 2.B.2 RESULTS IN THE UPPER COLLECTIVE TRAVEL BEING LIMITED. END RESULT WAS THE SERVO INPUT RODS UPWARD TRAVEL BEING LIMITED BY APPROX 6MM AT FULL COLLECTIVE. PARAGRAPH 2.B.3. OF SB 67.00.12 REQUIRES THAT THE RIGGING OF THE COLLECTIVE PITCH CONTROL BE CHECKED. ALTHOUGH AN INDEPENDENT CONTROL CHECK WAS CARRIED OUT AFTER THIS INSTALLATION, RIGGING OF THE COLLECTIVE PITCH CONTROL WAS NOT CARRIED OUT AS REQUIRED. ACFT WAS RETURNED TO SERVICE AFTER CARRYING OUT THE INSTALLATION. ACFT OPERATED FOR MULTIPLE FLIGHTS WITHOUT INCIDENT. MFG TECH SUPPORT HAS BEEN ADVISED OF THE SITUATION.

CA080917015

AEROSP

PWA  

 

TURBINE BLADES

DISTRESSED

9/5/2008

ATR42*

PW121

 

 

ENGINE

(CAN) DURING CRUISE, THE PILOT OBSERVED AN ENGINE OIL PRESSURE DROP TO THE RED ZONE. HE ELECTED TO SHUTDOWN AND SECURE THE ENGINE BEFORE MAKING A SINGLE ENGINE LANDING AT DESTINATION. GROUND INSPECTION FOUND LOW PRESSURE TURBINE BLADE DISTRESS.

CA080716007

AEROSP

PWA  

 

FAIRING

DAMAGED

7/7/2008

ATR42300

PW120

 

 

FUSELAGE

(CAN) FIRST AIR HAS OBSERVED SEVERAL OCCURRENCES OF DEGRADATION IN THE SURFACE PROTECTION COATING ON THE ACFT LOWER CENTER SECTION FAIRING PANELS. THE MATERIAL IS APPLIED IN ACCORDANCE WITH ATR SERVICE BULLETIN ATR42-53-0102. INVESTIGATION HAS FOUND THAT THE DEGRADATION APPEARS TO BE ATTRIBUTED TO FLUID CONTAMINATION FROM THE HYDRAULIC SYSTEMS WHICH ARE HOUSED WITHIN THE LANDING GEAR BAY AREA WHICH IS FAIRED IN BY THE AFFECTED PANELS.

CA081022004

AEROSP

PWA  

 

GENERATOR

FAILED

10/15/2008

ATR42300

PW120

 

200322

NR 1 

(CAN) DURING CRUISE THE NR 1 A/C WILD GENERATOR WENT OFF LINE. MX INSPECTED AND FOUND NR 1 AC WILD GENERATOR HAD FAILED INTERNALLY WITH SMALL SCREWS, WASHERS, ETC LAYING ON OUTLET COOLING SCREEN. TSO UNKNOWN.

CA080801002

AEROSP

PWA  

 

CONTACT

FAILED

7/28/2008

ATR42320

PW121

 

SM400D30

DC BUSS

(CAN) DEPARTING, CREW OBSERVED A NR 1 DC BUSS FAIL INDICATION WITH NO GENERATOR FAULT INDICATION. THE CREW OBSERVED THAT THE NR 1 DC BUS WAS RECOVERED WHEN THE NR 1 GENERATOR WAS SELECTED OFF. THE ACFT RETURNED TO POINT OF DEPARTURE WITHOUT FURTHER PROBLEM. MAINT REPLACED THE NR 1 GENERATOR CONTACTOR (12PU) AND THE ACFT WAS RETURNED TO SERVICE.

CA080702011

AEROSP

PWA  

 

COOLING FAN

FAILED

6/27/2008

ATR42320

PW121

 

EVAC2423H

NR 2 

(CAN) WHILE TAXIING FOR DEPARTURE (FAB 820) THE CREW OBSERVED A NR2 PACK VALVE FAULT. THE FAULT RECURRED AFTER RESET ACCOMPANIED BY AN AFT SMOKE INDICATION. THE F/A CONFIRMED THE PRESENCE OF SMOKE/HAZE IN THE AFT LAV. WHILE CONDUCTING THE CHECK LIST THE SMOKE INDICATION EXTINGUISHED BUT THE ASSOCIATED ODOR REMAINED EVIDENT. MAINT REPLACED THE NR2 GROUND COOLING FAN AND THE ACFT WAS RETURNED TO SERVICE. THE SMELL AND HAZE WAS ATTRIBUTED TO THE DUCT OVERHEAT CONDITION RESULTANT FROM THE FAN FAILURE.

CA080902006

AEROSP

PWA  

 

AUTOFEATHER SYS

MALFUNCTIONED

8/13/2008

ATR72

PW127

 

 

NR 2 ENGINE

(CAN) THE TAKEOFF WAS ABORTED DUE TO THE NR 2 ENGINE ANALOGUE TORQUE INDICATION BEING STUCK AT 120 PERCENT. THE NR 2 ENGINE AFU WAS REPLACED AND THE ACFT RELEASED FOR SERVICE.

CA080902007

AEROSP

PWA  

 

TURBINE

DAMAGED

8/15/2008

ATR72

PW127

 

 

ENGINE

(CAN) DURING CRUISE AT 10000 FEET, THE OIL PRESSURE DROPPED TO THE RED BAND ACCOMPANIED BY A LOW OIL PRESSURE WARNING. THE ENGINE WAS SHUT DOWN. POST EVENT EXAMINATION OF THE ENG SHOWED DAMAGE IN THE POWER TURBINES. THE ENGINE WILL BE REMOVED AND SENT FOR REPAIR. MFG WILL CONTINUE INVESTIGATING THE EVENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED.

CA080902009

AEROSP

PWA  

 

AUTOFEATHER SYS

UNKNOWN

8/9/2008

ATR72

PW127

 

 

RT ENGINE

(CAN) DURING CLIMB THE RT ENGINE PROPELLER FEATHERED UNCOMMANDED. PILOT SHUTDOWN THE ENGINE AND RETURNED TO AIRPORT, WHERE AN UNEVENTFUL SINGLE ENGINE LANDING TOOK PLACE. THE AFU IS SUSPECT. MFG WILL CONTINUE INVESTIGATING THE EVENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED.

CA080924011

AEROSP

PWA  

 

TORQUE SHAFT

CRACKED

9/22/2008

ATR72

PW127

 

 

NR 1 ENGINE

(CAN) DURING CRUISE TORQUE WAS LOST ON NR 1 ENGINE, SUBSEQUENTLY THE ENGINE WAS SHUTDOWN BY THE CREW. POST FLIGHT INSPECTION REVEALED A CRACKED TORQUE SHAFT AT THE WELD JOINT. ENGINE IS BEING REMOVED FOR INVESTIGATION. MFG WILL CONTINUE INVESTIGATING THE EVENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED.

CA080918002

AEROSP

 

SNIAS

A/C PACK

BROKEN

9/12/2008

ATR72212

 

S57512007004

S5751202320

TE FLAP

(CAN) DURING C-CHECK INSPECTION (1C, 2C, 4C, CPCP2, A8), WHILE PERFORMING A DVI INSPECTION ON THE L INBD FLAP, THE INSPECTION REVEALED THAT THE FWD PICK-UP FITTING INBD LOG AT RIB 5 WAS BROKEN IN HALF. THE FITTING LOT NR IS P4110. THE BROKEN OFF PIECE WAS FOUND IN THE FLAP FAIRINGS.

2008FA0000774

AGUSTA

PWA  

 

TRIM TAB

DELAMINATED

10/31/2008

A119

PT6B37A

 

709010401101

MAIN ROTOR BLADE

UPON POST FLIGHT IT WAS NOTICED THE MAIN ROTOR BLADE TRIM TAB WAS SERIOUSLY DELAMINATED AND SEPARATED IN FLIGHT. THIS PROBLEM HAS OCCURRED NUMEROUS TIMES IN THE PAST. SOME OCCASIONS REQUIRED THE BLADE TO BE REMOVED AND SENT BACK TO THE MFG FOR REPAIR. AS IN THIS CASE, OTHER TIMES THE BLADE WAS ABLE TO BE REPAIRED AT OUR FACILITY IAW MM. MFG IS AWARE OF THIS PROBLEM AND STILL HAS NOT CORRECTED IT. PROBABLE CAUSE IS THE BONDING MATERIAL AND/OR THE BONDING PROCEDURE. (K)

CA080801004

AIRBUS

GE  

 

ACCESS PANEL

MISSING

7/23/2008

A310300

CF680C2*

 

A5724853200000

SLAT TRACK

(CAN) ON ARRIVAL, LEADING EDGE SLAT TRACK ACCESS PANEL 512HB FOUND MISSING. ADJACENT PANEL 512JB ALSO FOUND DAMAGED. LOST IN FLIGHT. PANEL 512HB REPLACED AND PANEL 512JB REPAIRED IAW SRM.

CA080617004

AIRBUS

GE  

 

SHAFT

SHEARED

6/16/2008

A310300

CF680C2*

 

 

WINDSHIELD WIPER

(CAN) ACFT ARRIVED AT GATE WITH CAPTAINS’ WINDSHIELD WIPER ASSEMBLY MISSING. FURTHER INVESTIGATION FOUND THAT CONVERTER SPLINED SHAFT HAD SHEARED OFF CAUSING THE WIPER ASSY TO DEPART ACFT WHILE TAXIING IN FROM LANDING TO APRON. WIPER ASSY WAS FOUND IN TAXIWAY. CONVERTER ASSY REPLACED.

CA080728005

AIRBUS

GE  

 

CIRCUIT BREAKER

BURNED

7/21/2008

A310300

CF680C2A5

 

NSA931322100

FUEL PUMP

(CAN) DURING TROUBLESHOOTING OF THE INOPERATIVE LT OUTER TANK FUEL PUMP (DEACTIVATED IAW MEL) THE CIRCUIT BREAKER 3QA WAS FOUND BURNED, BODY CRACKED AND ONE LEG MISSING. CIRCUIT BREAKER WAS REPLACED AND SYS TESTED SERVICEABLE. A DETAILED VISUAL INSPECTION CAMPAIN WAS INITIATED TO INSPECT ALL CIRCUIT BREAKERS IN THE 101VU ELECTRICAL PANEL.

CA080728004

AIRBUS

 

 

OVEN

DIRTY

7/8/2008

A310304

 

 

8001060000LH

 

(CAN) FLIGHT RETURNED TO THE STATION DUE TO CABIN SMOKE FROM FWD OVEN (DARK SMOKE). CABIN DETECTOR ACTIVATED. BOTH FWD OVENS INSPECTED AND ELECTRICAL CONNECTION CHECKED AND FOUND SERVICEABLE. LT OVEN INSERTS FOUND DIRTY (FOOD RESIDUE). OVEN REPLACED AND SERVICEABLE IAW MM25-30-00. OVEN ROUTED TO REPAIR SHOP FOR INVESTIGATION.

CA080808001

AIRBUS

GE  

 

ATTACH FITTING

BROKEN

8/7/2008

A310304

CF680C2*

 

A5341130500200

NLG ACTUATOR

(CAN) ON LDG GEAR UP SELECTION NOSE GEAR SHOWED UNSAFE DOOR NOT UP. ECAM/QRH CARRIED OUT. ACFT RETURNED TO THE STATION. FOUND NLG UP LOCK ACTUATOR ATTACHMENT FITTING ASSY P/N A5341130500200 WITH BROKEN LUGS. NEW ATTACHMENT FITTING INSTALLED.

CA080804001

AIRBUS

GE  

 

FLASHER

BURNED

7/31/2008

A310304

CF680C2A5

 

RG1007AA03

EXTERIOR LIGHT

(CAN) UPPER SLOWER BEACON AND STROBE LIGHTS INOP. FOUND FLASHER UNIT U/S (RECEPTACLE CONNECTOR BURNED & PARTIALLY MELTED INSIDE). CONNECTING ELECTRICAL PLUG INSULATION SLIGHTLY BURNED AND PINS DAMAGED. CONNECTOR P/N E0052R14B15SNE AND TIMER UNIT REPLACED. PARTS ROUTED TO ENGINEERING FOR INVESTIGATION.

CA080829003

AIRBUS

CFMINT

GE  

MODULE

IMPROPER PART

8/29/2008

A319112

CFM565B6P

SIC505911

SIC6734

FUEL SYSTEM

(CAN) DISCOVERED DURING THE SHOP`S PRELIMINARY INSP OF A FQIC UNIT, THAT THIS DASH 11 UNIT HAD INSTALLED (2) CPU MODULES (P/N SIC6734, S/N`S 545 AND 575) THAT WOULD NORMALLY BE FOUND ON A SIC5059-04 UNIT. IN OTHER WORDS, A -11 UNIT WAS RECEIVED WITH -04 CPU BOARDS, WHICH IS NOT CONSIDERED A PROPER CONFIGURATION. ACFT WAS UNDER A "N" (USA) REGISTRATION WHEN THE COMPUTER WAS FITTED TO THE ACFT.

CA080714004

AIRBUS

CFMINT

 

WIRE

DAMAGED

7/12/2008

A319114

CFM565A1

 

 

START VALVE

(CAN) AFTER DEPARTURE FROM TORONTO DURING THE CLIMB, THE CREW STARTED RECEIVING UNEXPECTED ECAM MSGS REGARDING THEIR NR 2 ENGINE. THE CLIMB WAS STOPPED AT FL230 WHERE THE CREW TRIED TO WORK OUT THE ECAM ITEMS WITH MX. THE ENGINE LOST ALL POWER AND WAS SHUT DOWN. THERE WAS NO FIRE WARNING. THE FLIGHT RETURNED TO TORONTO WHERE AN UNEVENTFUL OVERWEIGHT LANDING TOOK PLACE. THERE WAS NO ADVERSE PASSENGER REACTIONS REPORTED BY THE FLIGHT CREW.

CA080804002

AIRBUS

RROYCE

 

CONTROLLER

MALFUNCTIONED

8/1/2008

A330342

RB211TRENT77

 

 

CABIN PRESSURE

(CAN) CREW DID AN EMERGENCY DESCENT DUE ECAM WARNING EXCESSIVE CABIN ALTITUDE WITH CPC NR 1 FAULT. THE EMERGENCY DESCENT STARTED FROM FL320 TO FL090. THE CABIN ALTITUDE REACHED 12000 FT. DURING THE DESCENT THEY GOT MESSAGE "CABIN PR SAFETY VALVE OPEN". DURING TROUBLESHOOTING NR 1 CPC INTERROGATION WAS SHOWING NR 1 DELTAP SYS. SYS RESET AND ALL INDICATION TESTED SERVICEABLE. AFTER RETURN FLIGHT TO BASE, BOTH SAFETY VALVES WERE REPLACED AS PRECAUTIONARY.

CA080723003

AIRTRC

PWA  

 

SEALANT

FAILED

7/18/2008

AT802

PT6A67A

 

 

BLADE CLAMP

(CAN) DURING CLIMB OUT PILOT EXPERIENCED A BUILD UP OF GREASE ON WINDSHIELD. PILOT ABORTED LOAD IN DESIGNATED AREA AND RETURNED TO BASE. UPON INSP GREASE APPEARED TO BE COMING FROM 1 OR 2 BLADE CLAMPS. BLADE CLAMP SEALS WERE REPLACED IN BOTH UNITS. NO OBVIOUS DAMAGE WAS FOUND ON REMOVED SEALS OR PROP ASSY. SEALANT MAY HAVE FAILED. ACFT WAS RETURNED TO SERVICE AFTER GROUND FUNCTION CHECKS.

2008FA0000737

AMD  

 

 

ENGINE

FOD  

9/5/2008

FALCON200

 

 

 

 

AFTER TAKEOFF, OVERSPEED WARNING LIGHT ILLUMINATED. RPM REDUCTION USING PROP GOVERNOR CONTROL NOT SUCCESSFUL, USED THROTTLE CONTROL TO REDUCE ENGINE RPM. LANDED WITHOUT INCIDENT. REPAIR STATION INSPECTED AND DUPLICATED PROBLEM ON ENGINE GROUND RUN. ALL VISUAL INSP REVEALED NO DISCREPANCIES EXCEPT AN EXTRUSION OF SMALL AREA TO THE TOP OF CRANKCASE ABOVE NR 2 CYLINDER (NO OIL LEAK NOTICED). BECAUSE OF THIS ABNORMALITY, WE REMOVED THE OIL FILTER AND SUCTION SCREEN SHOWED SUBSTANTIAL METAL SHAVING AND SMALL PIECES OF METAL AND (2) SMALL SILVER COLOR BALLS (SUSPECT BALL BEARING OF SOME SORT). THE ENGINE WAS REMOVED FOR TEAR DOWN INSP AND REPAIR. ENGINE TEAR DOWN REVEALED DESTRUCTION OF BOTH INTAKE AND EXHAUST LIFTER BODIES OF NR 1 CYLINDER AND EXTENSIVE INTERNAL DAMAGE OF THE ENGINE. WE ALSO FOUND SIMILAR LOOKING SILVER BALL EMBEDDED IN THE CRANKCASE UNDER ONE OF THE DAMAGED LIFTER BODIES. SMALL BALL BEARINGS BELONG TO PROPELLER GOVERNOR, ENTERED ENGINE COMPARTMENT AND TRAPPED BENEATH LIFTER BODY. AS THE CAMSHAFT LOBE CYCLED TO ITS HIGHEST TRAVEL, THE BALL BEARING WAS PRESSED AGAINST THE LIFTER BODY AND CRANKCASE, AS A RESULT, THE LIFTER BODY FRACTURED AND PIECES MOVED ALL INSIDE AND CAUSED SUBSTANTIAL DAMAGE TO THE REST OF THE ENGINE. (K)

2008FA0000738

AMD  

 

 

ENGINE

MAKING METAL

9/13/2008

FALCON200

 

 

 

 

AFTER TAKEOFF, OVERSPEED WARNING LIGHT ILLUMINATED. RPM REDUCTION USING PROP GOVERNOR CONTROL NOT SUCCESSFUL & USED THROTTLE CONTROL TO REDUCE ENGINE RPM. LANDED WITHOUT INCIDENT. REPAIR STATION INSPECTED & DUPLICATED PROBLEM ON GROUND RUN. NO DISCREPANCIES EXCEPT AN EXTRUSION OF SMALL AREA TO THE TOP OF CRANKCASE ABOVE NR 2 CYLINDER (NO OIL LEAK NOTICED). BECAUSE OF THIS ABNORMALITY, REMOVED OIL FILTER & SUCTION SCREEN SHOWED SUBSTANTIAL METAL SHAVING & SMALL PIECES OF METAL AND 2 SMALL SILVER COLORED BALLS (SUSPECT BALL BEARING OF SOME SORT). ENGINE REMOVED FOR TEAR DOWN INSP & REPAIR. ENGINE TEAR DOWN REVEALED DESTRUCTION OF BOTH INTAKE & EXHAUST LIFTER BODIES OF NR 1 CYLINDER & EXTENSIVE DAMAGE OF ENGINE. ALSO FOUND SIMILAR LOOKING SILVER BALL EMBEDDED IN CRANKCASE UNDER ONE OF THE DAMAGED LIFTER BODIES. SMALL BALL BEARINGS BELONG TO THE PROPELLER GOVERNOR, ENTERED ENGINE AND TRAPPED BENEATH LIFTER BODY. AS CAMSHAFT LOBE CYCLED TO ITS HIGHEST TRAVEL, BALL BEARING PRESSED AGAINST LIFTER BODY & CRANKCASE, LIFTER BODY FRACTURED & PIECES MOVED ALL INSIDE & CAUSED SUBSTANTIAL DAMAGE TO REST OF ENGINE. (K)

CA080917019

AMD  

PWC  

 

INLET GUIDE VANE

MALFUNCTIONED

9/13/2008

FALCON2000

PW308C

 

 

NR 1 ENGINE

(CAN) IT IS REPORTED THAT 10 MINUTES BEFORE LANDING, ENGINE NR 1 SHUTDOWN BY ITSELF FOLLOWED BY A "NO DISPATCH" MSG ON THE COCKPIT DISPLAY. TROUBLESHOOTING SHOWED THAT THE IGV POSITION DID NOT MATCH THE REQUESTED VALUE. THE VIGV WAS REPLACED AND THE FAULT CLEARED. P&WC WILL CONTINUE INVESTIGATING THE EVENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED.

CA080916004

AMD  

GARRTT

 

CONTROL BOX

DEFECTIVE

9/15/2008

FALCON50MYST

TFE73131C

 

 

COCKPIT

(CAN) PILOTS HAVE BEEN REPORTING INTERMITTENT SULPHUR SMELL IN THE ACFT. WHILE TROUBLESHOOTING, THE MECHANIC NOTICED THAT THE APU DOOR WAS OPEN AND APU MASTER AS OFF. WHEN THE APU SWITCH WAS CYCLED TO CLOSE THE DOOR, SPARKS STARTED TO APPEAR NEXT TO START SWITCH IN THE COCKPIT. UPON REMOVAL OF THE CONTROL BOX, IT WAS NOTICED THAT THE RUBBER SLEEVE AROUND THE START SWITCH WAS MELTED AND THERE WERE SIGNS OF BURNING ON THE WIRES COMING OUT OF THE SWITCH.

CA070530007

AMTR

LYC  

 

ELT  

MALFUNCTIONED

5/30/2007

F1156C

IO540*

 

AK450

 

(CAN) WHEN TESTING ELT FOR THE REQUIREMENT OF CAR 571 APPENDIX G FOUND LITTLE OR NO AUDIO MODULATION. UNIT WAS TRANSMITTING RF CARRIER ONLY. (TC NR 20070530007)

2008FA0000766

AMTR

 

 

ACTUATOR

FAILED

8/8/2008

LANCAIR320

 

 

EM41165

TE FLAP

MULTIPLE FLAP ACTUATION FAILURES. (K)

CA080805001

AMTR

 

 

FLOAT

BROKEN

7/7/2008

TUNDRA

 

 

 

LEFT NOSE

(CAN) ON RETRACTING LANDING GEAR AFTER TAKEOFF IT WAS NOTICED THAT THE LT NOSE GEAR ONLY PARTIALLY RETRACTED. GEAR WAS CYCLED 3 TIMES BUT LT NOSE GEAR STAYED IN A SEMI RETRACTED STATE. DECISION WAS MADE TO LAND ON RUNWAY WITH GEAR RETRACTED - NO DAMAGE, NO INJURY. INVESTIGATION BY OWNER REVEALED THE ROD WHICH ACTIVATES NOSE GEAR ONLEFT FLOAT BROKE. MONTANA FLOAT COMPANY, THE MANUFACTURER WILL SUPPLY 2 NEW RODS 7/16" THICK - OLD RODS 3/8" THICK.

CA080711010

BAG  

PWA  

 

CONNECTOR

CONTAMINATED

7/5/2008

ATP  

PW126A

 

 

ENGINE

(CAN) DURING FLIGHT, THE ENGINE TORQUE STARTED TO FLUCTUATE BETWEEN 60% TO 120% AND THE ENGINE SHUT ITSELF DOWN. TROUBLESHOOTING REVEALED HEAVY CONTAMINATION ON 1 OF THE CONNECTORS OF THE ENGINE ELECTRONIC CONTROL. THE CONNECTOR WAS CLEANED, GROUND RUN PERFORMED AND ACFT RETURNED TO SERVICE.

CA080814001

BAG  

PWA  

 

ENGINE

FLAMED OUT

7/3/2008

ATP  

PW126A

 

 

 

(CAN) THE ENGINE FLAMED OUT AND THEN RELIT (AUTO RELIGHT) WITHIN 2 SEC. THE OCCURRENCE HAPPENED APPROXIMATELY 10 MIN. AFTER ENCOUNTERING SEVERE WEATHER INCLUDING HAIL AND MODERATE TURBULENCE. THE FLIGHT CONTINUED TO DESTINATION WITHOUT FURTHER PROBLEMS. POST FLIGHT INSPECTION SHOWED NO DAMAGE AND THE A/C CONTINUED IN SERVICE.

CA070417003

BAG  

 

 

DISK

BROKEN

4/9/2007

JETSTM3101

 

 

RFS1010

MLG BRAKE

(CAN) DISC WAS FOUND BROKEN IN HALF. NEW BRAKE UNIT INSTALLED.

CA081007006

BAG  

GARRTT

 

O-RING

FAILED

10/7/2008

JETSTM3112

TPE33110

 

MS287786

COUPLING

(CAN) DURING GEAR DOWN LANDING CHECKS, ONLY NOSE GEAR LOCKED, BOTH MLG UNSAFE. REQUESTED LOW AND OVER-CYMM FSS CONFIRMED 3 GEAR DOWN. RE-POSITIONED TO A SAFE AREA AND PERFORMED ITEMS LISTED ON QRH. PUMPED GEAR DOWN MANUALLY, GEAR WAS CONFIRMED 3 DOWN AND LOCKED. LANDED, WITH NO STEERING AND LIMITED BRAKE USE. STOPPED ACFT ON TAXIWAY A. TOWED TO HANGER WITH PAX EMERGENCY SERVICES ON STANDBY FOR THIS INCIDENT. MAINT INSP CONFIRMED LT HYDR PUMP PRESSURE RETURN INLET BANJO COUPLING BASE O-RING HAD FAILED, CAUSING EXCESSIVE FLUID LOSS. REMOVED AND REPLACED DEFECTIVE O-RING WITH NEW. HYD SYS REPLENISHED GEAR, FLAP, STEERING, BRAKE SYSTEMS BLED, GEAR SWINGS C/O AND SYS F/C C/O SYS SERVICED AND L/C C/W.

CA080828004

BAG  

GARRTT

 

FITTING

WORN

8/28/2008

JETSTM3112

TPE33110UGR

 

137312E401

RUDDER

(CAN) TAPER PINS PN SP28N14 FOUND SLIGHTLY LOOSE AT SPRING END FITTING ASSY.

CA070730003

BAG  

GARRTT

 

WINDSCREEN

CRACKED

7/16/2007

JETSTM3212

TPE33110

 

 

COCKPIT

(CAN) AFTER LEVELLING OFF AT 20000 FT, THE RT PILOTS WINDSCREEN CRACKED. A/C BEGAN A DESCENT TO 5500 FT AND RETURNED TO BASE UNPRESSURIZED WITH NO FURTHER INCIDENT. WINDSHIELD HEAT WAS IN USE WITH NO OVERHEAT CAPTIONS.A NEW WINDSCREEN WAS INSTALLED WITH NO ABNORMALITIES IN ITS REMOVED AND REPLACED. (TC NR 20070730003)

CA080609009

BAG  

GARRTT

 

ATTACH FITTING

CRACKED

6/4/2008

JETSTM3212

TPE33110UG

 

13760B462

FLAP SYSTEM

(CAN) WHILE CARRYING OUT A 7 DAY SERVICE CHECK, TECH FOUND 3 FLAP TO SLAT ATTACHEMENT CLEATS, P/N`S 137201B88, 137202B62 AND 137203B57 WERE FOUND TO BE CRACKED. THE FLAP SECTION WAS REMOVED AND A SERVICEABLE UNIT INSTALLED. FUNCTION CHECKS CARRIED OUT WITH NO FAULTS FOUND AND THE ACFT RELEASED TO SERVICE. THIS IS A KNOWN FAULT WITH THE BAE 3112 ACFT.

CA080709005

BAG  

GARRTT

BRAERO

RETAINING RING

MISSING

7/6/2008

JETSTM3212

TPE33110UG

 

RS87 

RUDDER PEDAL

(CAN) RUDDER PEDAL BECAME DISENGAGED FROM PEDAL SPIGOT, RS87 RETAINING RING CAME OUT OF RETAINING SLOT. RETAINING RING SEEMED TO HAVE INSUFFICIENT TENSION TO STAY IN SLOT. NEW RING INSTALLED AND NO FURTHER PROBLEMS. FLEETWIDE INSPECTION CARRIED OUT AND NO SIMILAR PROBLEMS FOUND.

CA080806016

BBAVIA

 

 

SPAR

CORRODED

6/25/2008

8GCBC

 

 

31692

WING 

(CAN) PART FOUND CORRODED AT SPAR ATTACHMENT BOLT HOLE.

CA080806017

BBAVIA

 

 

SPAR

CORRODED

6/25/2008

8GCBC

 

 

31692

WING 

(CAN) PART FOUND CORODED AT SPAR ATTACHMENT BOLT HOLE.

CA080806015

BBAVIA

LYC  

 

TIRE

DAMAGED

7/28/2008

8GCBC

O360C2A

 

280250

TAIL WHEEL

(CAN) TAIL WHEEL TIRE FOUND FLAT DURING TAXI, UPON DISASSEMBLY IT WAS FOUND THAT THE INNER CORDS WERE FOUND LET GO AND CUT THE TUBE.

CA080806012

BBAVIA

LYC  

 

CYLINDER HEAD

CRACKED

8/1/2008

8GCBC

O360C2E

 

SL360000WA20P

ENGINE

(CAN) DURING CLIMB OUT WITH GLIDER IN TOW, THE PILOT REPORTED AN ENGINE VIBRATION. THEY IMMEDIATELY INSTRUCTED THE GLIDER TO RELEASE AND THEN PREFORMED A DOWN WIND LANDING AND RETURN TO HANGER. UPON SHUTDOWN AND INSP IT WAS FOUND THAT CYL NR1 HEAD HAD CRACKED AND SEPARATED FROM THE REMAINDER OF THE CYL.

CA080806013

BBAVIA

LYC  

 

TIRE

DAMAGED

7/28/2008

8GCBC

O360C2E

 

280250

TAIL WHEEL

(CAN) TAIL WHEEL FOUND FLAT DURING TAXI, UPON DISASSEMBLY IT WAS FOUND THAT THE INNER CORDS WERE FOUND LET GO AND CUT THE TUBE. TIRE, BATCH NR WAS EITHER 0321672 OR 0422043.

CA080806014

BBAVIA

LYC  

 

TIRE

DAMAGED

7/27/2008

8GCBC

O360C2E

 

280250

TAIL WHEEL

(CAN) TAIL WHEEL FOUND FLAT DURING TAXI, UPON DISASSEMBLY IT WAS FOUND THAT THE INNER CORDS WERE FOUND LET GO AND CUT THE TUBE. TIRE, BATCH NR WAS EITHER 0321672 OR 0422043.

CA080708004

BEECH

GARRTT

BEECH

CIRCUIT BREAKER

FAILED

6/26/2008

100BEECH

TPE3316252B

 

PDLM60

LANDING GEAR

(CAN) ACFT DEPARTED, OR AFTER SCHEDULED MAINT WAS COMPLETED. IN THE CLIMB OUT IT WAS NOTICED BY THE CREW THAT THE LANDING GEAR FAILED TO RETRACT. THE ACFT LANDED WITHOUT INCIDENT. UPON INSP IT WAS FOUND THAT THE CIRCUIT BREAKER HAD FAILED BUT HAD NOT ACTUALLY POPPED. THE BREAKER WAS BENCH TEST AND CONTINUED TO NOT ALLOW POWER THOUGH DESPITE BEING PROPERLY DEPRESSED. THE BREAKER WAS REPLACED WITH A NEW ONE AND THE SYS FUNCTION TESTED NORMAL.

CA080724004

BEECH

GARRTT

 

INDICATOR

MALFUNCTIONED

7/21/2008

100BEECH

TPE3316252B

 

 

ITT 

(CAN) WHILE RETURNING TO HOME BASE AT CRUISE FLIGHT, FLIGHT CREW NOTICED THAT THE LT ITT GAUGE WAS ERRATIC. THERE WAS NO NOTICE IN ENGINE PERFORMANCE NOR WERE ANY OF THE REMAINING ENGINE INSTRUMENTS SUPPORTING ENGINE PERFORMANCE ISSUES. UPON RETURN TO BASE, MAINT TROUBLESHOT THE ITT SYS AND DISCOVERED THAT THE ITT HARNESS HAS 3000 OHMS TO GROUND WHERE THE MINIMUM LIMITS ARE 100000 OHMS. A NEW HARNESS HAS BEEN ORDERED AND WILL BE INSTALLED. THIS SDR HAS BEEN REPORTED PREVIOUSLY UNDER SDR’S 20080103005 AND 20070223002. SUPPLEMENTARY SDR TO FOLLOW WITH ASSY AND PART FAILURE INFORMATION.

CA070530002

BEECH

GARRTT

 

ELT  

FAILED

5/30/2007

100BEECH

TPE3316252B

 

CIR112

CABIN

(CAN) WHEN TESTING ELT FOR THE REQUIREMENT OF CAR 571 APPENDIX G FOUND G SWITCH WOULD NOT ACTIVATE. (TC NR 20070530002)

CA081020005

BEECH

PWA  

 

SEAL

WORN

10/17/2008

100BEECH

PT6A28

 

HCD4N3C

PROPELLER

(CAN) DURING WALK AROUND, RT PROPELLER NOTED TO HAVE OIL DRIPPING FORM THE BLADE FACES. SOME OIL WAS NOTED TO BE ON THE UPPER ENGINE COWL, HOWEVER THE REST OF THE ENGINE WAS DRY. PROP SPINNER WAS REMOVED, INSIDE OF SPINNER WAS DRY AS WELL. GROUND RUN CARRIED OUT WITH SPINNER REMOVED, AND OIL WAS NOTED TO BE LEAKING FROM THE FRONT OF THE PROP CYLINDER, THE PROP HAD TO BE EXERCISED FROM REVERSE, FINE PITCH AND FEATHER TO GET IT TO SHOW ANY LEAKAGE, THE LEAK WAS COMING FROM THE PITCH CHANGE ROD AND REVERSE ADJUST LEVER, THE MAJORITY OF THE OIL LEAKAGE ENDED UP ON THE BLADES ONLY, THE CYLINDER DID NOT SHOW VERY MUCH OIL LEAKAGE AT ALL, THE OIL SEEMED TO JUST SLING OUT ONTO THE BLADES AND A LITTLE BIT ON THE UPPER COWL. PROPELLER REMOVED FOR REPAIR.

CA070424010

BEECH

 

RAYTHN

CONNECTOR

CORRODED

4/18/2007

1900C

 

623372

973106A12SL64

SELECTOR VALVE

(CAN) ON (GEAR DOWN) SELECTION, CIRCUIT BREAKER FOR THE GEAR CONTROL POPPED AND THE GEAR REMAINED RETRACTED. AFTER A MISSED APPROACH THE NORMAL SOP`S WERE CARRIED OUT AND THE GEAR MANUALLY EXTENDED. AN UNEVENTFUL LANDING WAS THEN CARRIED OUT. ON INVESTIGATION THE CONNECTOR TO THE GEAR SELECTOR VALVE ON THE HYDRAULIC POWER PACK WAS FOUND TO BE CORRODED AND HAD A BROKEN WIRE. THE CONNECTOR WAS REPLACED AND THE WIRE REPAIRED. THE GEAR SWINGS WERE NORMAL AND THE ACFT HAS SINCE FLOWN WITH NO REOCCURRENCE OF THE DEFECT.

CA070328004

BEECH

PWA  

 

OIL COOLER

LEAKING

3/27/2007

1900C

PT6A65B

 

10656D

LT ENGINE

(CAN) EXCESSIVE OIL NOTED ON LT ENGINE NACELLE. OIL LEAK TRACED TO LT ENGINE OIL COOLER. NEW OIL COOLER INSTALLED.

CA081017001

BEECH

PWA  

 

SEAL

FAILED

10/12/2008

1900C

PT6A65B

 

3022375

ACCESSORY G/B

(CAN) PILOTS SHUT DOWN NR 1 ENGINE, DUE TO OIL PRESSURE FLUCTUATION AND OIL PRESS. ANNUNCIATOR ILLUMINATION. ACFT RETURNED TO YXS MX BASE. OIL LOSS WAS FOUND TO BE COMING FROM THE HP PUMP DRAIN. OIL SEAL REPLACED, OIL CONSUMPTION ELIMINATED. EXPLORATORY WORK COMPLETED AS PER PRATT AND WHITNEY MX MANUAL. ACFT RELEASED AS PER PRATT AND WHITNEY MX MANUAL PUTTING IN PLACE BOTH OIL FILTER/SCREEN AND CHIP DETECTOR INSPECTIONS.

CA080818002

BEECH

PWA  

 

CONTROLLER

FROZEN

7/7/2008

1900C

PT6A65B

 

 

ELEVATOR

(CAN) APPROXIMATELY 50 MIN OUT, AUTOPILOT BEGAN TO CLIMB, THE A/P WAS DISCONNECTED AND ACFT MANUALLY BROUGHT BACK TO ALTITUDE. A/P WAS REENGAGED AND THEN BEGAN TO DESCEND FOLLOWED BY THE AP TRIM FAIL ANN. A/P DISCONNECTED, ELECTRIC TRIM CHECK AND APPEARED SERVICEABLE FLIGHT WAS CONTINUED. ON DESCENT, TRIM WAS NOTED TO HAVE LITTLE EFFECT AND EXCESSIVE CONTROL FORCES WERE REQUIRED. AFTER LANDING THE TRIM WAS INSPECTED AND THE ELEVATOR WAS FOUND TO BE FROZEN IN A NOSE UP POSITION. AN AME WAS DISPATCHED TO INSPECT THE FLIGHT CONTROLS AFFECTED. THE ENTIRE ELEVATOR AND TRIM SYS WAS INSPECTED WITH NO DISCREPANCIES NOTED. AUTOPILOT SYS AND SERVOS INSPECTED AND TESTED WITH NO FAULTS NOTED. ELEVATOR AND TRIM JACKS WERE LUBRICATED AT THIS TIME. THE PREVIOUS DAY THE ACFT WAS POSITIONED OUTSIDE THE HANGAR IN HEAVY RAINS. IT IS POSSIBLE THAT THE ELEVATOR FLIGHT CONTROL FROZE DUE TO MOISTURE AROUND FLIGHT CONTROLS ON THE TAIL.

CA080806003

BEECH

PWA  

 

GEARBOX

DISCONNECTED

7/26/2008

1900C

PT6A65B

 

 

ENGINE

(CAN) DURING FINAL APPROACH, THE ENGINE FLAMED OUT. RELIGHT ATTEMPT WAS UNSUCCESSFUL. AN UNEVENTFUL SINGLE ENGINE LANDING FOLLOWED. POST EVENT TROUBLESHOOTING, FOUND THAT THE ENGINE COULD NOT BE RE-STARTED. ACCESSORIES GEARBOX DE-COUPLE IS CONFIRMED. THE AFFECTED COMPONENTS WILL BE REMOVED AND FWDED FOR INVESTIGATION.

CA081016012

BEECH

PWA  

 

COMPRESSOR

SEIZED

9/25/2008

1900C

PT6A65B

 

 

ENGINE

(CAN) ACFT WAS EN ROUTE WHEN THE LT ENGINE LOST POWER. THE CREW COMPLETED EMERGENCY PROCEDURES, SECURED THE ENGINE AND FEATHERED THE PROPELLER. THEY DECLARED AN EMERGENCY AND CONTINUED TO DESTINATION, WHERE THE ACFT PERFORMED A SINGLE ENGINE LANDING. POST FLIGHT INSPECTION REVEALED A SEIZED COMPRESSOR AND OIL FILTER CONTAMINATION. THE ENGINE WILL BE REMOVED AND FORWARDED TO STANDARD AERO FOR INVESTIGATION AND REPAIR.

CA080902004

BEECH

PWA  

 

BARREL

CRACKED

8/16/2008

1900C

PT6A65B

1143800411

1FA1004323

MLG ACTUATOR

(CAN) DURING SCHEDULED INSP THE LT MLG ACTUATOR (FRISBY) WAS SEEN TO BE LEAKING. THE ACTUATOR WAS REPLACED ON THE ACFT. WHILE IN REPAIR THE BARREL OF THE ATUATOR FAILED NDT FOR A CRACK IN THE THREADED AREA. THIS AREA IS NOT INCLUDED IN SB 32-3870 WHICH CALLS FOR NDT OF THE END CAP.

CA080912005

BEECH

PWA  

 

WIRE

BURNED

9/11/2008

1900C

PT6A65B

 

10936102247

LT NACELLE

(CAN) LT ENGINE FAILED TO ROTATE ON START UP. MAINT DISCOVERED LT STARTER GEN WIRE FEED THRU ASSY (CONSISTS OF 3 PARALLEL HEAVY GUAGE WIRES) TERMINAL ENDS BURNED OFF AT START CONTROL PANEL TERMINAL. NEW WIRE FEED THRU ASSY ON ORDER. START CONTROL PANEL ON ORDER. WILL CARRY OUT A FLEET WIDE INSP OF LT AND RT NACELLES FOR WIRE FEED THRU TERMINAL ENDS FOR CONDITION.

CA081014007

BEECH

PWA  

 

BEARING

FAILED

10/1/2008

1900D

PT6A67D

 

1368520629

WHEEL

(CAN) LT MLG OTBD MAIN WHEEL ASSY BECAME DETACHED FROM THE AXLE ASSY, ONLY BEING HELD ON BY THE OUTER MAIN WHEEL AXLE NUT AND BRG CONE. INITIAL INVESTIGATION CONFIRMED THAT THIS WAS THE RESULT OF AN EXTREME BEARING FAILURE. FAILURE WAS TO SUCH EXTENT THAT IT ACTUALLY WELDED THE INNER BRG RACE PERMANENTLY TO THE AXLE AND HEAT TRANSFER TO THE NR2 WHEEL ALSO RESULTED IN A BEARING BURN WHICH IS NOT SEVERE IN MATTER BUT IS AN INDICATION OF HOW FAR THE INITIAL FAILURE EXTENDED. DAMAGE REQUIRED REMOVAL OF THE LT GEAR LEG AND INSTALLATION OF A SERVICEABLE GEAR LEG. BOTH MAIN WHEEL ASSEMBLIES AFFECTED WERE REPLACED. ACFT WAS THEN RETURNED TO SERVICE. ONE WHEEL ASSY WAS DESTROYED AND THE OTHER SENT OUT FOR TESTING. BEARING WAS DAMAGED TO THE EXTENT THAT THE MODE OF FAILURE COULD NOT BE POSITIVELY DETERMINED. SUSPECTED CAUSE, CONTAMINATED LUBRICANT, INGRESS OF WATER OR SOAP, DEGRADES LUBRICANT, CAUSES FAILURE.

CA081016011

BEECH

PWA  

BEECH

TORQUE TUBE

BROKEN

10/10/2008

1900D

PT6A67D

1295240821

1295240823

RUDDER CONTROL

(CAN) RUDDER PEDALS LINKAGE (UNDER FLOOR) - LT TORQUE TUBE BROKEN JUST INBD OF THE LT RUDDER PEDAL BLOCK. RUDDER TORQUE TUBE FAILURE STARTED AT TAPER PIN HOLE USED TO SECURE THE RUDDER PEDAL ASSY BLOCK TO THE SHAFT. FAILURE APPEARS TO BE FROM AN OVERLOAD CONDITION WITH AN INITIAL CRACK AND THEN A SECONDARY CRACK AT ABOUT 90 DEGREES. A THIRD CRACK ALSO FOUND PARALLEL TO INITIAL CRACK. FAILURE OF THIS TYPE WOULD BE HARD TO PICK UP ON A VISUAL INSP AS EARLY FAILURE TAKES PLACE IN AN AREA NOT VISIBLE UNTIL UNIT IS DISMANTLED. ONCE FAILURE PROGRESSED TO COMPROMISE THE TORSION ABILITY OF THE SHAFT IT WOULD SPREAD RAPIDLY TO COMPLETE FAILURE. COMPLETE RUDDER AND STEERING SYS WAS INSPECTED TO DETERMINE IF RELATED SYS DEFECTS WERE THE CAUSE, NO FAULT FOUND. PREVENTIVE ACTIONS TAKEN, A ONE TIME CHECK OF THE RUDDER PEDAL ASSY FOR THE NEXT ROUTINE INSP FOR 1900 FLEET.

CA081021001

BEECH

PWA  

BEECH

BOLT

LOOSE

10/1/2008

1900D

PT6A67D

 

NAS150A48

NLG 

(CAN) BOLT WAS FOUND LOOSE ON RT SIDE OF NLG. THE COTTER PIN AND NUT WERE MISSING.

CA080702004

BEECH

PWA  

 

TURBINE BLADES

DAMAGED

6/2/2008

1900D

PT6A67D

 

 

ENGINE

(CAN) DURING T/O A LOUD NOISE WAS HEARD FROM THE ENGINE AND THE T/O WAS REJECTED. THE ACFT WAS STOPPED ON THE RUNWAY AND BOTH ENGINES WERE SHUT DOWN. INSPECTION REVEALED TURBINE BLADE DAMAGE, THE ENGINE WILL BE REMOVED AND FORWARDED TO P&WC FOR INVESTIGATION AND REPAIR. THE ENGINE IS A P&WC RENTAL. P&WC WILL CONTINUE INVESTIGATING THE EVENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED.

CA070515008

BEECH

PWA  

 

GOVERNOR

OUT OF RIG

5/15/2007

1900D

PT6A67D

 

8210410

PROPELLER

(CAN) ON NUMEROUS LANDINGS THE AC YAWED HARD TO THE LT. AFTER RIGGING THE SNAG WOULD GO AWAY FOR NUMEROUS LANDINGS THEN YAW AGAIN TO THE LT. MAINT REPLACED THE LT PROP GOVERNOR AND RETURNED THE ACFT TO SERVICE. TO DATE THE SNAG HAS NOT RE-OCCURED. (TC NR 20070515008)

CA070730006

BEECH

PWA  

 

METER

DISCONNECTED

7/30/2007

200BEECH

PT642A

 

1013841069

ELECTRICAL LOAD

(CAN) DURING START UP FOR SERVICE CHECK THE VOLTAGE WAS CHECKED BUT THERE WAS NO INDICATION ON THE METER. METER WAS REMOVED AND THE PUSH TO TEST SWITCH WAS FOUND DISCONNECTED FROM THE BODY OF THE METER. THE METER WAS REPLACED WITH REPAIRED UNIT. THIS METER WAS JUST INSTALLED AFTER A REPAIR. UNIT HAD ABOUT 100 HOURS ON IT, NUT THAT HOLDS SWITCH IN PLACE HAS STRIPPED OR BACKED OFF. UNIT SENT BACK FOR REPAIR. (TC NR 20070730006)

CA080805012

BEECH

PWA  

 

SELECTOR

DEFECTIVE

7/30/2008

200BEECH

PT642A

 

1013841377

LANDING GEAR

(CAN) UPON APPROACH THE CREW WAS UNABLE TO EXTEND THE GEAR NORMALLY AND HAD TO PERFORM AN EMERGENCY EXTENSION. A SUCCESSFUL LANDING WAS CARRIED. UPON INVESTIGATION, IT WAS DETERMINED THE PROBLEM WAS IN THE LANDING GEAR SELECTOR ASSY. THE PIVOT SCREW FOR THE MICROSWITCH ACTUATING LEVER HAD BACKED OUT SEVERAL THREADS. THIS ALLOWED THE LEVER TO MIGRATE OUT WITH THE SCREW. WHEN THE GEAR WAS SELECTED UP THE ACTUATING LEVER CAME TO REST ON PART OF THE GEAR SELECTOR HSG. AS SUCH, WHEN THE CREW SELECTED GEAR DOWN THE SWITCHES WERE NOT RELEASED AND THE GEAR REMAINED IN THE RETRACTED POSITION. THREAD LOCKING COMPOUND WAS APPLIED TO THE PIVOT SCREW AND THE SCREW WAS TIGHTENED. SEVERAL GEAR SWINGS WERE SUCCESSFULLY COMPLETED AND THE AIRCRAFT WAS RETURNED TO SERVICE.

CA080707011

BEECH

PWA  

 

BUSHING

WORN

5/28/2008

200BEECH

PT642A

 

 

ICE VANE LINK

(CAN) AT THE INSP IT WAS NOTICED THAT THE ICE VANE BUSHINGS WERE WORN CAUSING THE VANE TO MOVE ENOUGH TO ALLOW THE ICE VANE LIGHT TO COME ON.

CA080718005

BEECH

PWA  

 

PUMP

LEAKING

7/14/2008

200BEECH

PT6A41

 

91380003

FUEL SYSTEM

(CAN) AFTER REPLACING THE ENGINE, A LEAK CHECK WAS COMPLETED AND IT WAS FOUND THAT THE LP FUEL PUMP WAS LOOSING FUEL OUT THE VENT LINE. THE PUMP WAS REPLACED WITH NO FURTHER PROBLEMS.

CA080828006

BEECH

PWA  

 

WIRE

OUT OF POSITION

8/27/2008

200BEECH

PT6A41

 

 

 

(CAN) WHEN DESCENDING THROUGH FL 180, CREW NOTICED RT ENG WOULD NOT GO BELOW 1600 FT/LBS TORQUE WITH PWR LEVER AT FLIGHT IDLE. CREW CHECKED REMAINING RT INSTRUMENTS AND CONFIRMED IT WAS NOT AN INDICATION ISSUE. RT PROP LEVER WAS OPERATED WITH TORQUE INCREASE ON FWD MOVEMENT, NORMAL OPERATION. PWR LEVER WAS MOVED FWD TO HIGHER POWER SETTING AND ENG RESPONDED. STILL, WHEN RETARDING PWR LEVER TO FLIGHT IDLE, TORQUE REMAINED AT 1600 FT/LBS. CREW THEN DETERMINED THAT IT WAS CONSIDERED A RUNAWAY TORQUE SITUATION, DECLARED AN EMERGENCY, THEN SHUTDOWN AND SECURED THE RT ENG. A SAFE LANDING WAS CARRIED OUT AT THE DESTINATION AIRPORT STOPPING 3/4 DOWN THE RUNWAY. EMERGENCY CREWS MET THE ACFT AND ALL PASSENGERS AND CREW EXITED SAFELY. NOTE: THE LT OTBD TIRE DEFLATED AFTER LANDING FROM A SKID. INVESTIGATION BY MAINT OF RT ENG COMPARTMENT FOUND CLAMP ATTACHED TO THE RT OTBD UPPER STRUT WAS LOOSE AND SLID FWD. ATTACHED TO THIS CLAMP WAS SENSE WIRING COMING OFF OF THE STARTER GEN, AND THE WIRING SLID FWD WITH THE CLAMP INTO THE TRAVEL OF THE FCU INPUT CRANK, CAUSING THE FCU INPUT CRANK LEVER TO HANG UP ON THE WIRE BUNDLE AND NOT ABLE TO GO INTO THE FLIGHT IDLE POSITION ON THE FCU. CLAMP AND WIRING WAS REPOSITIONED AND SECURED AWAY FROM THE TRAVEL BAND OF THE FCU INPUT LEVER. WIRING INSPECTED FOR DAMAGE WITH NO ABNORMALITIES FOUND. SUBSEQUENT GROUND RUNS COMPLETED WITH NO FURTHER FAULTS NOTED, AND ENG OPERATION NORMAL. BOTH LT MAIN WHEEL ASSEMBLIES WERE REPLACED AND ACFT RETURNED TO SERVICE.

CA080806001

BEECH

PWA  

 

FUEL CONTROL

MALFUNCTIONED

7/23/2008

200CBEECH

PT642A

 

 

ENGINE

(CAN) DURING LANDING, THE ENGINE EXPERIENCED AN UNCOMMANDED ACCELERATION WHICH CAUSED THE PILOT TO HAVE DIFFICULTY CONTROLLING THE ACFT, CAUSING IT TO SKID IN THE GRASS AND MUD AT THE SIDE OF THE RUNWAY. THE FUEL CONTROL WAS REPLACED AND THE RIGGING WAS ADJUSTED. THE FUEL CONTROL WILL BE INVESTIGATED AND UPDATES PROVIDED.

CA080625007

BEECH

PWA  

 

BULKHEAD

CRACKED

6/24/2008

300BEECH

PT6A60A

 

1014302851

FUSELAGE

(CAN) MAINT WAS CARRYING OUT THE FIRST 1000 CYCLE REPETITIVE INSP AFTER INITIAL 10000 CYCLE STRUCTURAL INSP. FOUND A 4 INCH CRACK IN THE FS 280.275 BULKHEAD WEB, ON THE LT SIDE AT THE STRINGER NR 4 CUTOUT. THE BULKHEAD WAS CRACKED ALL THE WAY THROUGH. THICKNESS IS .040 INCH AT THIS AREA. THE CRACK ORIGINATED IN A POORLY DONE STRINGER CUTOUT. THIS IS THE HIGH TIME IN OUR FLIGHT. IT ACCRUES APPROX 1.4 CYCLES/HOUR IN AIR AMBULANCE WORK.

CA080822016

BEECH

PWA  

 

GYRO

FAILED

8/20/2008

300BEECH

PT6A60A

 

1013800803

ATTITUDE

(CAN) THE RT ATTITUDE INDICATOR IS AN AIR DRIVEN UNIT. THIS ACFT HAS HAD NUMEROUS FAILURES. INTERVALS RANGE FROM SEVERAL MONTHS OR MORE TO A FEW DAYS. GENERALLY IF ONE FAILS, THE NEXT ONE FAILS, AND THEN MAY LAST FOR MONTHS. THESE UNITS HAVE TYPICALLY COME FROM SEVERAL DIFFERENT VENDORS. THE ACFT SYSTEMS HAVE BEEN CHECKED THOROUGHLY WITH NO FAULTS FOUND. IT RUNS ON VACUUM, AND THE SUCTION IS EXACTLY IN THE MIDDLE OF MM SPECS. CONTINUING TO MONITOR AND INVESTIGATE THE DEFECT. THERE HAVE BEEN FAILURES ON OTHER ACFT AS WELL, BUT NOT AT THE SAME RATE AS THIS ONE.

CA080912004

BEECH

PWA  

 

HINGE BRACKET

DAMAGED

9/12/2008

300BEECH

PT6A60A

 

3516505030

TE FLAP

(CAN) DURING THE REPLACEMENT OF THE REAR SPAR LT BRACKET, THE LT OTBD FLAP WAS REMOVED FOR ACCESS AND FOUND THE INBD HINGE OTBD BRACKET WITH DAMAGE CAUSED BY THE ROLLER BEARING FLANGE APROX 0.025 DEEP. DECIDED TO PERFORM DVI OF ALL REMAINING FLAP ROLLER ASSY AND REMOVE THE RT OTBD FLAP. FOUND THE SAME DAMAGE ON THE RT OTBD FLAP INBD HINGE OTBD BRACKET. INVESTIGATION SHOWED THAT THE BEARINGS AND FLAPS WERE INSTALLED CORRECTLY. BRACKETS ARE BEING REPLACED.

2008FA0000764

BEECH

 

 

SWITCH

CORRODED

10/21/2008

400A

 

 

21EN96

SPEED BRAKE SYS

INVESTIGATED PILOT REPORT OF UNCOMMANDED "SPEEDBRAKE EXTENDED" ANNUNCIATOR LIGHT ILLUMINATION IN FLIGHT. FOUND HIGH RESISTANCE IN SPOILER MIXER ASSY. SPEEDBRAKE RETRACT SWITCH ASSY, REPLACED S156 SWITCH WITH SUPERSEDING PN 21EN42-6 SWITCH ASSY. SPEEDBRAKE SYSTEM OPERATIONS NORMAL, NO FAULTS INDICATED. SUSPECT S156 SWITCH CONTACTS CORRODED OR PITTED FRO WEAR AND/OR LONGTERM WATER/DIRT CONTAMINATION. RECOMMEND SIMILAR SWITCHES ON BE 400 SERIES AIRCRAFT BE REPLACED WITH IMPROVED SWITCHES WITH BETTER SEALING CAPABILITIES BY RECOMMENDED SERVICE BULLETIN OR SIMILAR. (K)

CA080912002

BEECH

PWA  

 

HMU  

MALFUNCTIONED

8/26/2008

400A

JT15D5

 

 

LT ENGINE

(CAN) ACFT EXPERIENCED LOSS OF POWER TO FLIGHT IDLE (FI) ON LT ENGINE DURING FLIGHT WHICH LEAD TO A COMMANDED ENGINE IN-FLIGHT SHUTDOWN + RESTART WITH INABILITY TO GO ABOVE FI. FLIGHT WAS DIVERTED WHERE THE A/C LANDED WITH THE LT ENGINE AT FI POWER. EXTENSIVE TROUBLESHOOTING LED TO HMU REPLACEMENT. MFG WILL CONTINUE INVESTIGATING THE EVENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED.

CA080917016

BEECH

PWA  

 

ENGINE

MALFUNCTIONED

9/8/2008

400A

JT15D5

 

 

 

(CAN) DURING A RE-POSITIONING FLIGHT, THE PILOT NOTED LOW AND FLUCTUATING OIL PRESSURE. THE ENGINE WAS SHUT DOWN AND SECURED AND A SINGLE ENGINE LANDING WAS PERFORMED. GROUND INSPECTION FOUND CONTAMINATION IN THE OIL FILTER AND FILTER BOWL. THE ENGINE WILL BE REMOVED AND FORWARDED FOR INVESTIGATION AND REPAIR. P&WC WILL CONTINUE INVESTIGATING THE EVENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED.

2008FA0000710

BEECH

 

 

TUBE

CHAFED

10/27/2008

95B55

 

 

 

NACELLE

ALUMINUM TUBING TO PROP GOVERNOR FOUND CHAFED DUE TO TIE RAP RUBBING TUBE. FABRICATED NEW TUBE, INSTALLED AND LEAK CHECKED.

CA080826002

BEECH

PWA  

 

FCU  

FAILED

8/24/2008

99  

PT6A28

 

252444057

LT ENGINE

(CAN) WHEN POWER WAS APPLIED TO ENGINE AFTER A TOUCHDOWN, A CONSIDERABLE YAW TO THE LT WAS FELT BY THE PILOTS. ACFT WAS MOVED OFF THE RUNWAY AND A MAINT RUN-UP OF ENGINES INDICATED A POWER LOSS IN THE LT ENGINE. AFTER TROUBLESHOOTING THE ENGINE A REPLACEMENT FCU WAS INSTALLED. ENG RUNS AND FLIGHTS WERE COMPLETED WITH NO FURTHER PROBLEMS.

CA080909001

BEECH

PWA  

TRW  

COOLING FAN

BROKEN

9/7/2008

99  

PT6A28

 

 

STARTER GEN

(CAN) WHILE PERFORMING AN INSPECTION, THE ENGINEER PULLED THE STARTER-GENERATOR AND NOTICED THE COOLING FAN BROKEN. UPON FURTHER INVESTIGATION, THE ENGINEER NOTICED THAT 1 OF THE BROKEN FAN BLADES WAS PROVIDING A GROUND PATH INTERNALLY BETWEEN THE GENERATOR AND THE CASE.

CA070809002

BEECH

PWA  

 

ACTUATOR

DAMAGED

8/9/2007

A100

PT6A28

 

ADI79990021A

MLG 

(CAN) NOSE GEAR ACTUATOR SENT IN TO HAVE SEALS REPLACE DO TO UNIT BECAUSE IT WAS SITTING ON SHELF FOR 6 YEARS. ACTUATOR WAS OVERHAULED AND HAD NEVER BEEN USED. UNIT WAS DISASSEMBLED TO REPLACE SEALS AND INTERIOR OF CYLINDER WAS SCORED AND A SPRING BROKEN. ACTUATOR HAS BEEN SENT BACK FOR OVERHAUL.

CA080701004

BEECH

PWA  

BEECH

HOOK

OUT OF ADJUST

6/27/2008

A100

PT6A28

 

5043003211

PAX DOOR

(CAN) ACFT DEPRESSURIZED AT 20000 FEET. ACFT DESCENDED TO 10000 FEET AND LANDED WITHOUT INCIDENT MX FOUND THE UPPER FORWARD DOOR HOOK WAS NOT LATCHING PROPERLY THAT CAUSED THE DOOR SEAL TO BLOW OUT CAUSING THE DECOMPRESSION. DOOR HOOK ADJUSTED AND THE DOOR SEAL WAS SECURED.

CA081020002

BEECH

PWA  

 

TORQUE LINK

CRACKED

10/11/2008

A100

PT6A28

 

 

MLG 

(CAN) DURING REGULAR MX, A MECHANIC NOTICED A CRACK ON THE UPPER TORQUE LINK OF THE LT MLG. THE TORQUE LINK WAS REPLACED AND ACFT RETURNED TO SERVICE. THE RT MLG TORQUE LINKS WERE INSPECTED WITH NO FAULTS FOUND.

CA080619007

BEECH

PWA  

 

FLAP TRACK

CRACKED

6/17/2008

A100A

PT6A28

 

50160018

TE FLAPS

(CAN) DURING A WALKAROUND THE PILOTS NOTICED EXCESSIVE PLAY ON THE RT OTBD FLAP AT THE INBD HINGE. THE FLAP WAS REMOVED FOR FURTHER INVESTIGATION AND THE INBD FLAP TRACK WAS FOUND TO BE CRACKED AT THE AFT END OF THE TRACK, THE CRACK WEAKEN THE TRACK ALLOWING IT TO SLIGHTLY BEND WITH THE FLIGHT LOADS. NO SECONDARY DAMAGE WAS FOUND. THE FLAP TRACK WAS REPLACED. AND THE ACFT RETURNED TO SERVICE.

CA081007009

BEECH

PWA  

 

C/BREAKER PANEL

BURNED

10/1/2008

B200

PT642A

 

903641241

COCKPIT

(CAN) PILOTS REPORTED FLAMES AND FIRE FROM LOWER RT CORNER OF THE RT CIRCUIT BREAKER PANEL AND MADE AN EMERGENCY LANDING. THE CIRCUIT BREAKER FOR THE EDGE LIGHTED PANEL LIGHTS OPENED AS A RESULT OF THE SHORT AT 1 BULB BUT NOT BEFORE THE HEAT HAD BURNED PART WAY THROUGH THE EDGE LIGHTED PANEL AND STARTED TO HEAT THE OVER LYING CIRCUIT BREAKER PANEL. NO FURTHER DAMAGE WAS NOTED. THIS EDGE LIGHTED PANEL WAS PREVIOUSLY INSPECTED AS PER THE MM ABOUT 565 HOURS AGO.

CA080908003

BEECH

PWA  

 

FLOAT VALVE

DISLODGED

9/2/2008

B200

PT642A

 

1183810021

FUEL CELL

(CAN) ATTACH PIN MIGRATED OFF ALLOWING FLOAT TO BECOME DISLODGED FROM FLOAT VALVE PIN 118-381002-1. ATTACH PIN MIGRATED TO ORIGINAL POSITION AFTER FLOAT BECAME DISLODGED. THE FLOAT WAS LOCATED AT THE RT FUEL FILLER. THE NEW VALVE WAS DATED IN 2000 WHILE THE DEFECTIVE VALVE WAS DATED JULY, 2005. THE NEW VALVE WAS OF A DIFFERENT CONSTRUCTION IN THE ATTACH PIN AREA LESS CONDUCIVE TO ALLOWING DISLODGING OF THE FLOAT.

CA081002005

BEECH

PWA  

 

LINE

LEAKING

9/29/2008

B200C

PT642A

 

10192000015

FUEL SYSTEM

(CAN) DURING DAILY INSP, WITH POWER ON A FEW MOMENTS, NOTICED FUEL LEAKING FROM LT GEAR WELL. POWER TURNED OFF, NOTED FUEL LEAKING FROM SUPPLY LINE WHICH IS LOCATED BETWEEN AUX FUEL TANK AND NACELLE FUEL TANK. ON CLOSER INSP NOTICED WHERE FUEL LINE PASSED THROUGH OPENING IN A BULKHEAD, LINE RUBBING AGAINST B-NUT OF A HYD LINE. AFTER REMOVAL OF LINE, A WORN AREA & CRACK IN THE MIDDLE OF IT WAS FOUND TO BE THE CAUSE OF THE FUEL LEAK. THIS FUEL LINE WOULD ONLY LEAK IF FUEL WAS BEING TRANSFERRED FROM THE AUX TANK TO THE NACELLE FUEL TANK, OTHERWISE THE MOTIVE CHECK VALVE WOULD HAVE CLOSED AND NOT ALLOWED FUEL TO FLOW BACK FROM THE NACELLE TANK. PILOT HAD LEFT THE AUX FUEL TRANSFER OVERRIDE SWITCH IN THE MANUAL POSITION, NOT THE AUTO POSITION, SO THAT WHEN MAINT TURNED PWR ON THE FUEL LINE THAT WAS LEAKING HAD PRESSURE IN IT AND HENCE THE FUEL LEAKING ONTO THE HANGAR FLOOR. FUEL LINE WAS REPLACED AND ALL LINES RUNNING THROUGH THIS BULKHEAD WERE SECURED AND ROUTED TO HELP PREVENT THIS WEAR FROM HAPPENING AGAIN. ACFT WITH BRAKE DE-ICE SYS AND THE HYD GEAR STC HAVE SEVERAL LINES RUNNING THROUGH THIS OPENING IN THE BULKHEAD, AND CARE MUST BE TAKEN WHEN SECURING THESE LINES TO PREVENT THIS TYPE OF DAMAGE FROM HAPPENING.

CA080917013

BEECH

PWA  

 

ENGINE

MALFUNCTIONED

9/8/2008

B300

PT6A60A

 

 

RIGHT

(CAN) A YAW OF THE ACFT CAUGHT THE ATTENTION OF THE PILOT AND A QUICK REVIEW OF THE COCKPIT GAGES REVEALED THAT THE RT ENGINE TORQUE WAS FLUCTUATING BETWEEN APPROXIMATELY 20% TO 40% WITH THE TEMPERATURE INDICATION RISING TO APPROXIMATELY 820 DEGREES. THE PILOT VISUALLY CONFIRMED THAT LARGE AND SMALL SPARKS WERE EMANATING FROM THE ENGINE EXHAUST. THE PILOT PROCEEDED TO SHUT THE ENGINE DOWN BEFORE MAKING AN UNEVENTFUL SINGLE ENGINE LANDING. GROUND INSPECTION FOUND FUEL LEAKING FROM THE COWLING. THE ENGINE WILL BE REMOVED.

CA080806005

BEECH

LYC  

 

TURBOCHARGER

MALFUNCTIONED

8/1/2008

B60  

TIO541E1C4

 

 

LT ENGINE

(CAN) PILOT REPORTED LOW MANIFOLD PRESSURE ON LT ENG IN CLIMB OUT, ACFT RETURNED TO THE AIRPORT. MAINT BACK FLUSHED THE LT TURBO WASTEGATE AND CONTROLLER, GROUND RUN OK. NO OTHER DEFECTS NOTED, ACFT RETURNED TO SERVICE.

2008FA0000763

BEECH

 

 

SOLENOID VALVE

STUCK

10/8/2008

C90  

 

 

717 

RUDDER

INVESTIGATED PILOT REPORT OF RUDDER BOOST CONSTANTLY KICKING TO LEFT. FOUND PN 717 LT SOLENOID VALVE STUCK IN OPEN POSITION. ALSO FOUND (3) PN AN9181D RUDDER BOOST CONTROL SYSTEM CROSS FITTING CRACKED AND WATER IN SYSTEM. PURGED WATER FROM SYSTEM AND REPLACED LT SOLENOID VALVE, CRACKED FITTINGS AND SYSTEM FILTER; OPERATIONS NORMAL. SUSPTECT CONDENSATION OR OTHER SOURCE OF WATER INGESTION INTO SYSTEM THAT CAUSED FREEZING DAMAGE TO COMPONENTS. (K)

CA080805002

BEECH

PWA  

 

SLEEVE

WRONG PART

7/28/2008

C90A

PT6A21

 

311991901

FUEL NOZZLE

(CAN) WHILE CARRYING OUT A SCHEDULED HOT SECTION INSPECTION ON THE ABOVE ENGINE, IT WAS DISCOVERED THAT 2 NOZZLE SHEATHS WERE OF AN INCORRECT PART NR FOR THE MODEL OF ENGINE INSTALLED. THE PART NRS ARE BOTH FOR A PT6A-50 ENGINE. EVEN THOUGH WE OPERATE THIS MODEL OF ENGINE, OUR INVENTORY RECORDS DO NOT SHOW THIS PART EVER BEING ISSUED TO THIS ACFT. THERE IS A POSSIBILITY THAT THESE 2 SHEATHS HAD BEEN INSTALLED AT ENGINE OVERHAUL, T.S.O. 3522 HRS. 2 REPLACEMENT SHEATHS OF THE CORRECT PART NR WERE INSTALLED AND THE ENGINE RETURNED TO SERVICE.

CA080905007

BEECH

PWA  

 

TAB  

BENT

9/4/2008

C90A

PT6A21

 

 

EMERGENCY EXIT

(CAN) EMERGENCY EXIT DOOR LATCH APPEARS AS THOUGH THE LATCH TAB HAD BEEN BENT SO THAT IT COULD BE INSTALLED IN THIS MANNER. IN THIS MODE, THE LATCH CAN ALWAYS (EVEN WHEN PRESSURIZED) BE OPENED AS THE TAB PASSES OVER THE SAFETY PLUNGER. THE TAB SHOULD CONTACT THE PLUNGER WHEN PRESSURIZED AND ENTER THE SLOT FURTHER DOWN THE PLUNGER SHAFT WHEN THE PLUNGER IS PROTRUDING IN THE UNPRESSURIZED MODE. REMOVING THE LATCH ASSEMBLY AND REPOSITIONING THE STEEL TAB TO CORRECTLY INTERFACE WITH THE PLUNGER HAS FIXED THE PROBLEM AND THE ASSEMBLY IS NOW SERVICEABLE. WE OPINED THAT THIS CONDITION LIKELY EXISTED SINCE MANUFACTURE. AN INSPECTION OF THE REMAINDER OF OUR FLEET FOR THIS CONDITION REVEALED NO OTHER FAULTS.

CA080815005

BEECH

PWA  

 

SPLINE

WORN

8/3/2008

STC90BEECH

PT6A20

 

 

FUEL PUMP

(CAN) DURING SKYDIVING OPS, SHORTLY AFTER TAKE-OFF ACFT CRASHED UNDER UNKNOWN CIRCUMSTANCES. IT WAS REPORTED THAT PILOT WAS ATTEMPTING TO RETURN TO THE POINT OF DEPARTURE WHEN THE ACCIDENT OCCURRED. PRELIMINARY ASSESSMENT OF ENGINES REVEALED LT ENGINE WITH SEVERELY WORN FUEL PUMP SPLINE. ENGINES WILL BE FORWARDED TO MANUFACTURER MONTREAL FOR INVESTIGATION. MANUFACTURER WILL CONTINUE INVESTIGATING THE EVENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED.

CA081017008

BELL  

LYC  

 

LONGERON

CRACKED

10/3/2008

204B

T5311B

 

204032806079A

TAILBOOM

(CAN) DURING A VISUAL INSPECTION OF THE ACFT THE AME NOTICED A CRACK IN THE UPPER LT TAILBOOM LONGERON APROX. 3 INCHES AFT OF THE TAILBOOM ATTACHMENT FITTING. ACFT GROUNDED FOR REPAIRS.

CA080409005

BELL  

LYC  

 

CIRCUIT BREAKER

INOPERATIVE

4/9/2008

205A1

T5313B

 

MS2207375

OVERHEAD PANEL

(CAN) WHILE DOING A PREFLIGHT CHECK DURING FLIGHT TRAINING IT WAS NOTED THAT THE LT BOOST PUMP CIRCUIT BREAKER WAS NOT ABLE TO BE CYCLED. THE CIRCUIT BREAKER WAS REMOVED AND REPLACED. AFTER GOING THROUGH THE REST OF THE CIRCUIT BREAKER PANEL IS WAS NOTED THAT IN EXCESS OF 20 BREAKERS WERE DIFFICULT TO OR UNABLE TO BE CYCLED. REQUIRED CIRCUIT BREAKERS WERE REPLACED. INSPECTION CRITERIA TO NOW INCLUDE CYCLING BREAKERS AT INTERVALS TO REDUCE THE CHANCE OF A BREAKER NOT POPPING WHEN REQUIRED AND CAUSING FURTHER PROBLEMS/DAMAGE. (TC NR 20080409005)

CA080722001

BELL  

LYC  

 

BEARING

DAMAGED

7/13/2008

205A1

T5313B

 

 

M/R MAST

(CAN) UPON DESCENT WITH AN EXTERNAL LOAD, MASTER CAUTION WARNING INDICATION ILLUMINATED. THE PIC CHECKED THE CAUTION PANEL TO FIND A TRANSMISSION OIL PRESSURE CAUTION LIGHT ILLUMINATED, TRANSMISSION OIL PRESSURE GAUGE INDICATING ZERO PRESSURE. A POST-SHUTDOWN INSP BY AME REVEALED AN ABUNDANCE OF ALUMINUM METAL SHAVINGS IN THE OIL SYS AND OIL FILTER. FURTHER DISASSEMBLY AND INSP OF OIL PUMP INDICATED EVEN MORE METAL SHAVINGS BUT ORIGIN OF THE MATERIAL COULD NOT DETERMINED. DURING THE FIELD REMOVAL OF THE TRANSMISSION, IT WAS DISCOVERED THAT THE LOWER BEARING RACE RETAINING NUT ON THE MAST ASSY HAD BROKEN FREE OF IS TORQUE AND LOCKING DEVICE. NUT BACKED OFF ALL THE WAY TO LAST THREAD CARVING A ONE INCH DEEP GROOVE INTO THE TRANSMISSION SUMP CASE.

CA080718001

BELL  

LYC  

 

BEARING

DAMAGED

7/13/2008

205A1

T5313B

 

 

M/R MAST

(CAN) DURING HELI-PORTABLE SEISMIC DRILLING OPS, UPON DESCENT WITH AN EXTERNAL LOAD, THE MASTER CAUTION WARNING INDICATION ILLUMINATED. THE PIC CHECKED THE CAUTION PANEL TO FIND A TRANSMISSION OIL PRESSURE CAUTION LIGHT ILLUMINATED AND THE TRANSMISSION OIL PRESSURE GAUGE INDICATING ZERO PRESSURE. THE PIC DISCONTINUED ANY FURTHER OPS AND PROCEEDED TO LAND NORMALLY IN AN ADJACENT CUT BLOCK. A POST-SHUTDOWN INSPECTION BY THE AME REVEALED AN ABUNDANCE OF ALUMINUM METAL SHAVINGS IN THE OIL SYSTEM AND OIL FILTER. FURTHER DISASSEMBLY AND INSPECTION OF THE OIL SUMP SCREEN AND SUBSEQUENT REMOVAL OF THE OIL PUMP INDICATED EVEN MORE METAL SHAVINGS BUT THE ORIGIN OF THE MATERIAL COULD NOT DETERMINED. DURING THE FIELD REMOVAL OF THE TRANSMISSION, IT WAS DISCOVERED THAT THE LOWER BEARING RACE RETAINING NUT ON THE MAST ASSEMBLY HAD BROKEN FREE OF IS TORQUE AND LOCKING DEVICE. THE NUT BACKED OFF ALL THE WAY TO THE LAST THREAD CARVING A 1 INCH DEEP GROOVE INTO THE TRANSMISSION SUMP CASE.

CA080811004

BELL  

LYC  

 

TUNING UNIT

CRACKED

8/8/2008

205A1

T5313B

 

205076302001

HYDRAULIC SYS

(CAN) TUBE ASSY WAS REPLACED EARLIER IN APRIL 2008 DURING WINTER MAINT. SINCE SINGLE HYDR SYS PARTS ARE HARD TO FIND ITEMS, SERVICEABLE PART WAS INSTALLED WITH APPROPRIATE CERTIFICATION. VISUAL INSP DIDN`T REVEALED ANY DAMAGE AND NO LEAK WAS NOTICED AT THIS TIME. PART HAD 79 HRS SINCE INSTALLATION WHEN FAILED.

CA080731002

BELL  

LYC  

BELL  

BEARING

ROUGH

7/29/2008

205A1

T5317A

 

212040143001

TRANSMISSION

(CAN) UPON A SCHEDULED INSPECTION OF THE TRANSMISSION WAFFER FILTER AN EXCESSIVE AMOUNT OF FERROUS METAL WAS FOUND. THERE HAD BEEN NO METAL FOUND ON THE CHIP DETECTOR OR IN THE COURSE INLET SCREEN. A SWEEP OF THE SUMP WITH A MAGNET FOUND NO METAL. AFTER DISSASEMBLY AND INSPECTION OF THE TRANSMISSION, GEARS, AND BEARINGS, THE BEARING SET P/N 212-040-143-001 IN THE HYDRAULIC PUMP AND TACHOMETER DRIVE ASSEMBLY OFFSET QUILL WAS FOUND TO BE ROUGH.

CA080326001

BELL  

LYC  

 

WIRE

CHAFED

3/25/2008

205A1

T5317A

 

 

STARTER

(CAN) DURING START UP THE STARTER RELAY CIRCUIT BREAKER WAS POPPING NOT ALLOWING THE STARTER TO START. IT WAS FOUND THAT THERE WERE 2 WIRES LABELED K2D20 AND K3C20 CHAFFED INSIDE THE CO-PILOTS COLLECTIVE. K3C20 HAD BEEN SOLDER SPLICED AND CHAFED AT THE SPLICE AND K2D20 WAS CHAFFED THROUGH THE WIRE.

CA070418003

BELL  

LYC  

 

MOUNT

CRACKED

3/21/2007

205A1

T5317A

 

205060105001

ENGINE

(CAN) ENGINE MOUNT WAS INSTALLED NEW IAW STC SH99-11. POWER PLANT WAS ALIGNED IAW MM SUPPLEMENT. THE MM SUPPLEMENT INCLUDES AN INSP EVERY 100 HRS OR ANNUALLY. NOTE TO INSPECT ENGINE MOUNTS FOR CRACKS, DAMAGE, CORROSION AND SECURITY. THE CRACK STARTED BELOW THE MOUNT BETWEEN THE WELDS AND MOVES INWARD. ACFT WAS CHECKED FOR VIBRATION AND ALIGNMENT NO DEFECTS NOTED.

CA080604011

BELL  

LYC  

 

ATTACH FITTING

CRACKED

5/28/2008

205A1

T5317A

 

 

LIFT LINK

(CAN) WHILE CONDUCTING A 25 HR INSP, A CRACK WAS NOTED ON THE LIFT LINK BEAM LUG. THE PART WAS REMOVED AND TT OF THE BEAM IS UNKNOWN AT THIS TIME. CRACK WAS FOUND ON THE AFT EAR OF LUG RT SIDE.

CA080523002

BELL  

LYC  

 

BOLT

BROKEN

5/22/2008

205A1

T5317BLYC

 

AN17420

STAB BAR DAMPER

(CAN) WHILE PERFORMING ADI, AME DISCOVERED THAT A STAB BAR DAMPER TUBE ASSY P/N: 204-010-925-009 AND A DAMPER LEVER P/N: 212-010-301-001 WERE MISSING. IT APPEARS THAT THE TUBE ASSY UPPER BOLT P/N: AN174-20 BROKE OFF FIRST AND WAS THE CONTRIBUTING FACTOR OF THE DAMAGE. THE REMAINS OF SUBJECT BOLT (NUT WASHER AND SHANK WILL BE SENT FOR INVESTIGATION/ANALYSIS FOR POSSIBLE METAL FATIGUE AND/OR CORROSION. (REMAINS OF SUBJECT BOLT WERE STILL IN STAB BAR FRAME, INBOARD SIDE) STAB BAR DAMPER P/N: 204-010-937-009 WILL BE REPLACED AS A PRECAUTIONARY MEASURE AND SENT FOR INSVESTIGATION AS WELL FOR A POSSIBLE INTERNAL FAILURE/SEIZURE WHICH MIGHT HAVE CONTRIBUTED TO SUBJECT BOLT FAILURE. STAB BAR DAMPER TUBE RIGGING FOR POSSIBLE BOTTOMING HAS NOT BEEN EVALUATED AT THIS TIME BUT WILL BE C/O DURING REPAIRS. (TC NR 20080523002)

CA080614001

BELL  

LYC  

 

LINE

LEAKING

6/12/2008

205A1

T5317BLYC

 

 

HYD SYSTEM

(CAN) THE PILOT WAS FLYING THE HELICOPTER WHEN THE COLLECTIVE BECAME STIFF TO MOVE. THE PILOT RELEASED THE LOAD AND NR 2 HYDR SYS HAD FAILED. THE PILOT LANDED THE ACFT. IT WAS FOUND THAT NR 2 HYD SYS HAD LOST ALL IT`S FLUID DUE TO A HYDRAULIC LINE HAD CHAFED THROUGH CREATING A HOLE. MORE DETAILS ARE COMING.

CA080710006

BELL  

LYC  

 

BEAM

CRACKED

7/9/2008

205A1

T5317BLYC

 

205030195030

LT NACELLE

(CAN) DURING INSPECTION, NOTICED A CRACK ON THE LT MAIN BEAM CAP UPPER WEB NEAR THE FORWARD ENGINE FIRE WALL. THE ACFT WAS GROUNDED. THE AIRFRAME TIME 15185 HOURS. THE TIME ON THE MAIN BEAM CAP IS UNKNOWN.

CA080702005

BELL  

LYC  

 

TURBINE

DAMAGED

6/26/2008

205B

T5313B

 

 

ENGINE

(CAN) PILOT CONDUCTED TAKE-OFF SCHEDULED TO CONDUCT LONGLINE OPERATIONS. APPROX 2 MINS AFTER TAKE-OFF THE PILOT HEARD A LOUD BANG FOLLOWED BY TORQUE YAWING. THE PILOT ENTERED AN AUTOROTATION AND LANDED THE ACFT ON A LOGGING ROAD. THE ACFT SUSTAINED MINOR DAMAGE DUE TO HARD LANDING. SUBSEQUENT INVESTIGATION REVEALED APPROX 3 INCHES EXIT HOLE IN THE COMBUSTOR ASSY FROM TURBINE BLADE/DISC FAILURE. INSPECTION OF THE LT ACFT COWLING REVEALED APPROX 2 FT OF ENGINE INTERNAL PART SCATTER DAMAGE. INSPECTION OF THE TAILPIPE AREA REVEALED EXTENSIVE DAMAGE TO ALL WHEEL AND DISC ASSEMBLIES. ACFT INSPECTED AS UN-AIRWORTHY.

CA080606002

BELL  

LYC  

 

BLADE

CRACKED

6/3/2008

205B

T5313B

 

212010750113

TAIL ROTOR

(CAN) PILOT REPORTED PEDAL VIBRATIONS THROUGHOUT THE DAYS FLYING. AD-2008-10-03 CLEAN AND INSPECT T/R BLADES WAS SCHEDULED FOR THE 25 HRS AME INSP PORTION OF THE AD AFTER THE DAYS FLYING. AME INSPECTED T/R BLADES AND DETERMINED ONE BLADE TO BE UNSERVICEABLE DUE TO POSSIBLE CRACK. THE SUSPECT DEFECT IS LOCATED AT A 45 DEGREE ANGLE ON/THRU THE MAIN SPAR APROX .333 OF BLADE LENGTH OUT FROM THE ROOT. THE DEFECT IS APROX 2 INCHES IN LENGTH. T/R BLADE REPLACED WITH SERVICEABLE UNIT AND SENT FOR FURTHER INSP. THERE HAVE BEEN NO DAMAGE OR ABNORMAL INCIDENTS NOTED TO HAVE AFFECTED THE BLADE, AND THERE ARE NO INDICATIONS OF ANY IMPACT OR OTHER DAMAGE IN THE SUSPECT AREA. WILL SEND ADDITIONAL INFO AFTER INSPECT THE BLADE.

CA080610001

BELL  

 

 

LEVER

MISMARKED

6/9/2008

206B

 

 

206010467105

SWASHPLATE

(CAN) MFG HAS BEEN MADE AWARE THAT A QUANTITY OF 94 LEVER ASEMBLIES HAVE BEEN MIS-IDENTIFIED AS -107 INSTEAD OF -105 AS REQUIRED BY ENGINEERING DRAWING NOTE. -105 IS A TIME LIFED COMPONENT AND GOVERNED BY MM CHAPTER 4 , -107 IS NOT.

CA080227004

BELL  

ALLSN

 

FRAME

CRACKED

2/1/2008

206B

250C20

 

20631308015S

FUSELAGE

(CAN) THE UPPER RT ATTACH POINT ON THE AIRFRAME SIDE CRACKED ON THE FRAME RING ONLY. PART REPLACED WITH NEW FROM MFG. (TC NR 20080227004)

CA080228007

BELL  

ALLSN

 

SKID

CRACKED

1/24/2008

206B

250C20

 

206050297105

MLG 

(CAN) UPON INSTALLATION OF GROUND HANDLING WHEELS IT WAS DISCOVERED THAT THE MOUNTING LUGS ON THE FWD LT SIDE WAS DETACHED AND LOOSE DUE TO LARGE PERFORATION (HOLE) IN THE ATTACHMENT AREA. FURTHER VISUAL INSPECTION REVEALED CIRCUMFERENTIAL CRACK APPROXIMATELY (3) QUARTERS AROUND THE SKID TUBE, SLIGHTLY FWD OF THE SADDLE LOCATION AND RUNNING AROUND THE BOTTOM PORTION OF THE TUBE. EXTENSIVE CORROSION ALSO DETECTED IN AND AROUND AFFECTED AREA. SKID TUBE REPLACED WITH NEW UNIT. (TC NR 20080228007)

CA080822005

BELL  

ALLSN

 

BATTERY  

DISCHARGED

8/5/2008

206B

250C20

 

RG206

MAIN  

(CAN) DURING ACFT START, THE BATTERY WAS FOUND WITH NO CHARGE, BATTERY REPLACED.

CA080821011

BELL  

ALLSN

 

BALANCE WEIGHT

DEBONDED

2/15/2008

206B

250C20

206010200133

206010200133

BLADE

(CAN) IT WAS THOUGHT THAT THE BLADE TIE DOWN WAS LEFT ON THE ACFT. THIS WAS NOT THE CASE IAW A REPORT. THE FOLLOWING OCCURRED. INSP AND SCRAPPED THE M/R BLADE DUE TO WEIGHT POCKET RETAINING HOLES DAMAGED BEYOND LIMITS. DAMAGE CAUSED BY TELL TALE LEAD COUPON (SIZE 1.0`X1.0`X.5`) BONDED TO THE TOP SIDE OF INNER SPAR AT STN. 113.5 DEBONDED INFLIGHT AND BEING FLUNG BY CENTRIFUGAL FORCE OUT THE TIP CAP OF BLADE. THE CENTRIFUGAL FORCE OUT THE TIP CAP OF COUPON HAD ENOUGH INERTIA TO PUSH OUT THE WEIGHT POCKET ON THE T/E SIDE AND TEAR THE SCREWS OUT OF THE SPAR RETAINING HOLES OF TOP AND BOTTOM SPAR AT T/E SIDE OF SPAR. TIP CAP WAS BENT ON L/E AND T/E UNTIL THEIR WAS SUFFIENT OPENING TO ALLOW THE LEAD COUPON TO EXIT BLADE IN FLIGHT.

CA080718007

BELL  

ALLSN

 

PUMP

DISLODGED

7/17/2008

206B

250C20

 

206040184001

TRANSMISSION

(CAN) THE SEAL FOR THE TRANSMISSION OIL PUMP BECAME DISLODGED, AND LOSS OF OIL OCCURRED.

CA080917017

BELL  

ALLSN

ARTEX

CONNECTOR

MISINSTALLED

9/11/2008

206B

250C20

 

 

ELT 

(CAN) INSTALLATION OF NEW 406 ELT ON INSTALLATION OF CONNECTOR FOR REMOTE SWITCH THE ELT WAS SET OFF. THE ELT WAS NOT FULLY INSTALLED SO THE ELT ACTIVATION WAS NOT NOTICED. HAVE SINCE SPOKE WITH THE MFG AND FOUND THAT THIS IS A COMMON PROBLEM WITH THE INSTALLATION OF THE CONNECTOR NOT BEING INSERTED EXACTLY STRAIGHT, CAUSING THE PINS TO GROUND AND ACTIVATE ELT. POSSIBLE PROBLEM EVERY TIME YOU INSTALL OR REMOVE THIS ELT. THERE IS NO OFF SWITCH TO PREVENT THIS REOCCURRENCE JUST POSSIBILITY OF MONITORING 121.5 FOR ACCIDENTAL ACTIVATION AND RESET OF ELT IF IT GOES OFF.

CA081014009

BELL  

ALLSN

 

WIRE

CHAFED

9/4/2008

206B

250C20B

 

 

AT NAV LIGHT

(CAN) PILOT TURNS ON ALL REQUIRED BREAKERS FOR FLIGHT INCLUDING NAV LIGHTS. PRE LIFT-OFF THE PILOT NOTES THE BREAKER FOR THE NAV LIGHTS AT MIDPOINT. PILOT RESETS SWITCH AND LIFTS OFF. AS THE ACFT FLIES THROUGH 300 FT, THE PILOT TURNS ON THE HEATER AND IN A FEW SECONDS SEES A MIST COMING FROM OVERHEAD PANEL. HEATER IS SWITCHED OFF THEN PILOT REALIZES ITS SMOKE FROM HOT WIRES. BATTERY, GENERATOR IS SWITCHED OFF AND ACFT RETURNS UNEVENTFUL TO THE TAKEOFF AREA. UPON INVESTIGATION, AN INITIAL SHORT IN THE NAVIGATIONAL LIGHTS CAUSED THE BREAKER TO TRIP. THE PILOT RESETS THE BREAKER WHICH CAUSES THE BREAKER POINTS TO WELD AND MAINTAIN CURRENT TO THE SHORTED NAV LIGHTS. THIS CAUSED THE WIRE FROM THE BUSS TO THE BREAKER TO HEAT UP AND MELT THE INSULATION. THE WIRES TO THE NAVIGATIONAL LIGHT HAD BEEN REPAIRED IN THE PAST AND LEFT TOO LONG. THIS EXTRA UNSUPPORTED WIRE WAS LEFT TO RUB AGAINST THE GROUND WIRE WHICH CAUSED THE INITIAL SHORT. RESETTING THE BREAKER CAUSED THE HEATED BREAKER TO WELD UNDER THE CURRENT LOAD, AND THEN THE SUPPLY WIRE TO THE BREAKER MELTED UNDER THE LOAD. PILOT RETRAINED FOR COMPANY POLICY ON BREAKERS.

CA080925009

BELL  

ALLSN

 

STARTER GEN

DAMAGED

8/4/2008

206B

250C20B

 

23032027

ENGINE

(CAN) STARTER WAS SNAGGED BY PILOT WHICH MOTORED UNDER ITS OWN POWER. EXCESSIVE ROTATION CAUSED INTERNAL DAMAGE. STARTER WAS REPLACED AND NO ISSUES WERE NOTED.

CA081009003

BELL  

ALLSN

 

GOVERNOR

INOPERATIVE

10/2/2008

206B

250C20B

 

23065123

TURBINE

(CAN) BENDIX KING GOVERNOR NOT RESPONDING WHEN BEEPED,

CA080918005

BELL  

ALLSN

 

SPRING

BROKEN

9/14/2008

206B

250C20B

 

2543161

THROTTLE RETURN

(CAN) DURING TAKEOFF THE LOW ROTOR HORN SOUNDED. THE PILOT ABORTED THE TAKEOFF, SHUT DOWN THE ENGINE AND CALLED MX. WHEN THE ENGINE COWL WAS OPENED THE FCU THROTTLE RETURN SPRING WAS FOUND IN THE BOTTOM OF THE ENGINE PAN.

CA080717001

BELL  

ALLSN

 

GOVERNOR

MALFUNCTIONED

7/5/2008

206B

250C20B

 

23076061

TURBINE

(CAN) DURING GROUND RUN THE GOVERNOR WOULD NOT MAINTAIN ENGINE RPM. REMOVED AND SERVICEABLE GOVERNOR INSTALLED.

CA080822014

BELL  

ALLSN

 

LABYRINTH SEAL

LEAKING

7/7/2008

206B

250C20B

 

 

ENGINE

(CAN) DURING INSPECTION, OIL WAS FOUND POOLING IN EXHAUST COLLECTOR, SUSPECT NR 5 LAB SEAL.

CA080521007

BELL  

ALLSN

 

CLUTCH

MALFUNCTIONED

5/16/2008

206B

250C20B

 

206040270

FREEWHEEL UNIT

(CAN) NOISE FROM FREEWHEEL ON SPOOLDOWN, NO INDICATIONS ON CHIP PLUG. REMOVED FREEWHEEL ASSY AND FOUND CLUTCH NOT FULLY RELEASING. REPLACED FREEWHEEL ASSY.

CA080527002

BELL  

ALLSN

ALLSN

STATOR

MISSING

5/21/2008

206B

250C20B

 

23057142

6TH STAGE

(CAN) COMPRESSOR ASSY WAS REMOVED FOR O/H, AT WHICH TIME IT WAS NOTED THE 6TH STAGE STATOR BAND WAS MISSING ONE BLADE, WITH IMPACT DAMAGE NOTED ON OTHER BLADES ALSO IN THE 6TH BAND. NO DAMAGE NOTED FWD OF 6 TH STAGE. BURNER CAN REMOVED AND TURBINE INSPECTED FOR FOD, BUT NONE WAS FOUND. IT DID NOT APPEAR THAT THE STATOR WENT THROUGH THE ENGINE, HOWEVER, AT THIS TIME, WE WERE UNABLE TO LOCATE THE DEPARTED BLADE. THE CRACK APPEARS RECENT, AND IT IS BELIEVED THE BLADE CRACKED IN THE LAST 100 HOURS OF OPERATION (TC NR 20080527002)

CA080715007

BELL  

ALLSN

BELL  

PITCH HORN

DAMAGED

7/15/2008

206B

250C20R

 

206011809005

T/R HUB

(CAN) THE PITCH HORN STUD FAILED WHILE INSTALLING A NUT P/N MS14145L5. A "CLICKER-TYPE" TORQUE WRENCH SET TO 60 INCH/LBS WAS USED TO INSTALL THE NUT. THE REQUIRED FINAL TORQUE FOR THIS NUT IS 50-60 INCH/LBS PLUS TARE. THE TIGHTENING TORQUE NEVER REACHED 60 INCH/LBS.

CA080707003

BELL  

ALLSN

HONEYWELL

BEARING

FAILED

7/6/2008

206B3

250C20B

 

23065104

FCU DRIVESHAFT

(CAN) PILOT NOTED N1 INCREASE DURING CRUISE. REDUCED THROTTLE AND N1 DECREASED ACCORDINGLY. SOME THROTTLE CONTROL WAS POSSIBLE BUT THE ENGINE CONTINUED TO ACCELERATE. THROTTLE WAS REDUCED UNTIL IDLE STOP WAS REACHED AT WHICH TIME IT CONTINUED TO CLIMB. AT APPROX 15 FT AGL THE ENGINE WAS SHUT DOWN AND A SUCCESSFUL AUTO ROTATION WAS CARRIED OUT. NO DAMAGE TO THE ACFT. MX REMOVED FCU IN THE FIELD. UPON REMOVAL IT WAS NOTED FCU DRIVESHAFT BEARING FAILED. ALLOWS AXIAL AND RADIAL PLAY APPROX 1/2" BOTH WAYS. BALL BEARINGS COMPLETELY DISLODGED. LUBE FOUND INTACTED (NO WASHOUT) AND NO CORROSION NOTED. REPLACEMENT FCU INSTALLED AND ACFT WAS RUN UP. ACFT DEPARTED BACK TO BASE WITH NO FURTHER ISSUES.

CA080923004

BELL  

ALLSN

 

OIL SYSTEM

OVERTEMP

9/22/2008

206L

250C20R

 

 

ENGINE

(CAN) ENGINE OIL TEMPERATURE INCREASED TO 100 DEG. C.

CA080813002

BELL  

ALLSN

 

PITCH HORN

LOOSE

8/13/2008

206L

250C20R

 

206011809109

TAIL ROTOR

(CAN) THE STUD WHICH HOLDS THE PITCH LINKS ONTO THE PITCH HORN CAME LOOSE. THIS CAUSED A VIBRATION FELT IN THE PEDALS. THE TAILROTOR HUB WAS 2400 HOURS TSO AND BLADES WERE 2300 TSN. THERE IS NO REQUIREMENT TO OVERHAUL THE PITCH HORNS SO NO RECORD AS TO TOTAL TIME SINCE NEW ON THE PITCH HORNS. IF LEFT UNATTENDED THIS MAY HAVE CAUSED FURTHER FLIGHT SAFETY AND UNCONTROL OF THE TAIL ROTOR.

CA081017007

BELL  

ALLSN

 

GOVERNOR

MALFUNCTIONED

10/17/2008

206L

250C20R2

 

23065123

ENGINE

(CAN) UPON REMOVAL OF THE GOVERNOR IT WAS NOTED THAT THE DRIVE GEAR HAD COME SEPARATED. ALL PARTS WERE FOUND IN THE DRIVE GEAR FOR THE GOVERNOR. THERE WAS DIFFICULTY GETTING FULL RANGE OF THE GOVERNOR, COULD NOT ADJUST FOR 100 PERCENT ON THE GROUND. THE DRIVE GEAR USUALLY HAS A BONDING MATERIAL ON THE END OF THE WASHERS THAT WAS NO LONGER THERE. THE GOVERNOR WAS CHANGED AND FUNCTIONALLY CHECKED SERVICEABLE.

CA080625005

BELL  

ALLSN

 

BLADE

DELAMINATED

6/12/2008

206L

250C20R2

 

206015001119

MAIN ROTOR

(CAN) DELAMINATION AT ROOT OF BLADE ON UPPER SURFACE OF THE GIP PLATE FINGER. VISUAL SEPARATION NOTED ON DAILY INSP.

CA080528003

BELL  

ALLSN

BELL  

RING

CRACKED

5/23/2008

206L1

250C28B

 

206032400027S

TAIL BOOM

(CAN) CRACK FOUND ON TAIL BOOM RING DURING ROUTINE INSPECTION.

CA080528004

BELL  

ALLSN

 

FITTING

CRACKED

5/23/2008

206L1

250C28B

 

206031337003

 

(CAN) CRACK DETECTED ON FITTING DURING ROUTINE INSPECTION.

CA080521002

BELL  

ALLSN

 

BEARING

CRACKED

5/13/2008

206L1

250C28B

 

 

T/R BLADE

(CAN) DURING THE 100 HR INSP A SMALL CRACK WAS FOUND ON THE INBD FEATHERING BEARING ON ONE OF THE TAIL ROTOR BLADES. CRACK WAS NOTICED AS A BLACK LINE AT THE TOP OF THE BEARING. THIS IS A CRACK THAT WAS QUITE COMMON 10-15 YEARS AGO AND SEEMS TO HAVE RESURFACED.

CA080805011

BELL  

ALLSN

 

SCROLL

CRACKED

8/1/2008

206L1

250C30P

 

3896888M

COMPRESSOR

(CAN) WHILE CARRYING OUT A DAILY CHECK, A CRACK WAS FOUND ON THE COMPRESSOR SCROLL ON TOP, PARALLEL TO SHROUD HSG AND NEAR THE RT ELBOW. ACFT WAS GROUNDED. COMPRESSOR ASSY IS AN ON-CONDITION ITEM BUT THERE IS AN INSP EVERY 2000 HOURS. AS YOU CAN SEE THIS SCROLL WAS VERY HIGH TIME. SINCE LAST 2000 HOUR INSP 374.8 HOURS. TO THE 2000 HR INSP INVOLVES INSPECTING THE SPUR ADAPTER GEAR AND ITS MATING GEAR. BELIEVE THAT THE SCROLL IS THE SAME TIME AS THE COMPRESSOR ASSY.

CA080303004

BELL  

ALLSN

 

DISC PACK

CRACKED

3/3/2008

206L3

250C30P

 

327211

T/R DRIVE  

(CAN) DISC PAC WAS REMOVED FOR INSPECTION DURING A SCHEDULED 1200 HOUR INSPECTION. CRACKED DISC WAS DISCOVERED DURING DISASSEMBLY. ONE DISC OF TEN IN PAC WAS COMPLETELY CRACKED ON BOTH SIDES ON ATTACHEMENT BOLT HOLE SO THAT A PIECE OF THE DISC WAS BROKEN AWAY. THE REMAINDER OF THE DISCS WERE CORRODED ON BOTH SIDES OF THE DISC IN THE SAME AREA CLOSEST TO THE BOLT HOLE.

CA080611002

BELL  

ALLSN

 

BEARING RACE

FRACTURED

3/18/2008

206L4

250C30P

 

C807382

PUSH-PULL

(CAN) THE PUSH-PULL CONTROL ASSY CENTER RACE FRACTURED AS A RESULT OF FATIQUE. THE FRACTURE OCCURED NEAR WHERE THE ASSY WAS LOCATED IN AN INSTALLATION-INDUCED BEND RADIUS.

CA080821008

BELL  

ALLSN

 

FRAME

CHAFED

8/20/2008

206L4

250C30P

 

 

FUSELAGE

(CAN) HYDR SERVO PILOT VALVE SUPPORT RUBBING AGAINST MAIN FRAME. WEAR MARK IS APPARENT ON LT SUPPORT. PICTURES AVAILABLE ON REQUEST AND INFO FWD TO MFG CUSTOMER SUPPORT FOR ACTION.

CA060712007

BELL  

 

 

CASE

CRACKED

7/10/2006

212  

 

 

212040054007

M/R TRANSMISSION

(CAN) THE CRACKED SUPPORT CASE AT THE LIFT LINK FITTING. (TC NR 20060712007)

CA080515002

BELL  

PWA  

 

CYCLIC CONTROL

OBSTRUCTED

5/15/2008

212  

PT6T3

 

 

 

(CAN) AFTER INSTALLATION OF THE VERTICAL REFERENCE SEAT KIT LISTED ABOVE, IT WAS DISCOVERED DURING FLIGHT CONTROL CLEARANCE CHECKS THAT THE SEAT IN VARIOUS PLACEMENTS OF IT`S RANGE OF TRAVEL INTERFERED WITH THE FULL MOVEMENT OF THE CYCLIC FLIGHT CONTROL. INCLUDED WITH THIS REPORT IS A DOCUMENT WITH SOME PRELIMIARY APPROXIMATE VALUES AND PICTURES OF THE CLEARANCE AND INTERFERANCE THAT EXISTS. INSTALLATION OF THE SEAT KIT AS IAW AAL-292-035-001, UNDER STC APPROVAL NR SH 06-31

CA080728010

BELL  

PWA  

 

PILOT VALVE

CHATTERING

7/4/2008

212  

PT6T3

 

212076005011

LT CYCLIC

(CAN) ACFT ENCOUNTERED VIBRATION, FELT THROUGH FLIGHT CONTROLS. VIBRATION WORSENED RAPIDLY DURING RETURN TO BASE. UPON ARRIVAL TO BASE, ENGINEER INSPECTED ACFT AND FOUND LT CYCLIC SERVO PILOT VALVE TO BE CHATTERING EXCESSIVELY, CAUSING UNCOMMANDED CYCLIC INPUTS. ACFT WAS GROUNDED. CYCLIC SERVO REPLACED, A/C TEST FLOWN AND WAS RELEASED FOR RETURN TO SERVICE. SUSPECT SERVO WAS SENT TO O/H FACILITY FOR EVALUATION, FOUND EXCESSIVE WEAR ON PILOT VALVE ASSY.

CA080813009

BELL  

PWA  

BELL  

BELLCRANK

IMPROPER PART

3/20/2008

212  

PT6T3B

212011701

212011701

TAIL ROTOR

(CAN) DURING T/R RIGGING CHECK, IT WAS NOTED THAT WHEN FULL LT PEDAL WAS APPLIED, THE COUNTERWEIGHT LINK TO COUNTER WEIGHT ARM HARDWARE WOULD CONTACT T/R CROSSHEAD ASSY. UPON INVESTIGATION THE WRONG P/N OF COUNTERWEIGHT BELLCRANK ASSY`S WERE INSTALLED FOR THE PARTICULAR P/N OF THE T/R HUB ASSY. THIS A/C HAS T/R HUB ASSY P/N 212-011-701-125 INSTALLED AT THIS TIME.

CA080813011

BELL  

PWA  

 

BLADE

UNKNOWN

5/26/2008

212  

PT6T3B

 

 

TIAL ROTOR

(CAN) INSP OF T/R HUB AND BLADE ASSY REVEALED AN INTERFERENCE BETWEEN BOTH T/R BLADES AND T/R YOKE AT THE LEADING EDGE/ROOT. T/R BLADES REMOVED AND DRESSED OUT TO PROVIDE .010" CLEARANCE BETWEEN YOKE AND BLADES (IAW PSE). YOKE INSPECTED FOR DAMAGE, NONE FOUND.

CA080314014

BELL  

PWA  

 

CROSSTUBE

BROKEN

3/7/2008

212  

PT6T3B

 

205050400063

MLG 

(CAN) HELICOPTER WORKING HELI-SKIING. THE PASSENGERS WERE LOADING INTO THE HELICOPTER. ALMOST ALL THE SEATS WERE OCCUPIED WHEN A SUDDEN SETTLING WITH A METALLIC NOISE ON THE REAR OF THE MACHINE OCCURRED. IT WAS NOTED THAT THE REAR CROSS TUBE WAS CRACKED ALL THE WAY AROUND OR BROKEN UNDERNEATH THE RIGHT HAND CROSS TUBE SADDLE. (ABOUT 1" INSIDE THE SADDLE AREA)

CA080314004

BELL  

PWA  

BELL  

INERTIA REEL

BINDING

3/6/2008

212  

PT6T3B

 

STCSH0631

COCKPIT SEAT

(CAN) CO-PILOT SEAT SHOULDER HARNESS INERTIAL REEL CABLE FOUND BINDING AGAINST VERTICAL REFERENCE SEAT KIT - PLATE ASSY P/N AAL-292-031-001. FOUND TO BE COMMON PROBLEM WHEN CHECKED ON OTHER ACFT. WILL CONTACT MFG.

CA081008006

BELL  

PWA  

 

WINDOW FRAME

CRACKED

10/7/2008

212  

PT6T3B

 

205D10282

JUMP DOOR

(CAN) 10 INCH CRACK FOUND AT UPPER LT CORNER OF WINDOW FRAME.

CA080924012

BELL  

PWA  

 

ENGINE

FAILED

8/15/2008

212  

PT6T3B

 

 

LEFT 

(CAN) ACFT WAS IN HOVER AND WAS TRANSITIONING TO FWD FLIGHT WHEN THE LT ENGINE ROLLED BACK IN POWER AND SHUTDOWN. PILOT LANDED THE ACFT SUCCESSFULLY ON 1 ENGINE. LT ENGINE WAS REMOVED AND SENT TO MFG FOR INVESTIGATION. MFG WILL CONTINUE INVESTIGATING THE EVENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED.

CA080923006

BELL  

PWA  

 

TURBINE WHEEL

DISINTEGRATED

8/6/2008

212  

PT6T3B

 

3022312

ENGINE

(CAN) WHILE HOVERING DURING TAKEOFF, NR1 PWR SECTION LOST POWER (PILOT REPORTED HEARING LOUD BANG). ACFT PUT DOWN WITHOUT FURTHER INCIDENT, NR2 POWER SECTION SHUTDOWN. POWER SECTION REPLACED. ACFT RETURNED TO SERVICE. PRELIMINARY INSP REVEALED FAILURE OF THE PT DISK. PARTIAL BLADE SEPARATION AND FOD TO EXHAUST DUCT.

CA081017006

BELL  

LYC  

 

HORN

CRACKED

9/25/2008

214B1

T5508D

 

214001920101

ELEVATOR

(CAN) BOTH `EARS` (LT & RT) OF THE HORN TO WHICH THE ELEVATORS ATTACH CRACKED. COMMON PROBLEM WITH THESE HELICOPTERS. SENT A PREVIOUSLY CRACKED HORN TO BELL HELICOPTER FOR ENGINEERING ANALYSIS, BUT HAVE NOT HEARD ANY RESULTS YET.

CA080221005

BELL  

ALLSN

 

FITTING

CRACKED

2/16/2008

407  

250C47B

 

206031327101

TAILBOOM

(CAN) LOWER LT TAILBOOM ATTACH FITTING FOUND CRACKED IN WEB AREA ON SCHEDULED INSPECTION. POSSIBLE ALIGNMENT ISSUES FROM THE MFG. REPLACED WITH UPGRADED ONE PIECE FITTING AND LONGERON. (TC NR 20080221005)

CA080820002

BELL  

ALLSN

 

RELEASE MECH

MALFUNCTIONED

8/15/2008

407  

250C47B

 

 

 

(CAN) HELI BASKET D407-663-011 INSTALLED IAW INSTRUCTIONS. DURING TRAINING (SLING OPERATION) MANUAL RELEASE WAS USED AND FUNCTIONED AS NORMAL DURING THE TRAINING SEQUENCE. ON THE NEXT PICK UP, THE LOAD WAS HOOKED UP ON THE HOOK AND THE PILOT PULLED INTO AN HOVER AND THEN THE CABLE RELEASED WITHOUT ANY ACTION FROM THE PILOT. HE LANDED IMMEDIATELY. FURTHER INVESTIGATION FOUND THE MANUAL RELEASE CABLE SNAG ON THE OUTSIDE OF THE HOLE CENTER FRAME P/N D2796 STATION 115.75 WHICH PREVENTED THE HOOK TO CLOSE SECURELY. MFG HAS BEEN INFORMED ABOUT THE INCIDENT AND PICTURES WERE FORWARDED AS WELL.

CA080805003

BELL  

ALLSN

 

SKIN

CRACKED

8/3/2008

407  

250C47B

 

 

TAILBOOM

(CAN) CRACK FOUND BETWEEN THE TAIL ROTOR SUPPORT AND TAILBOOM AT FUSELAGE STA 375 APPROX. ALSO SEVERAL RIVETS WERE FOUND SMOKING. THE HELICOPTER WAS USED TO MOVE DRILL ON A REGULAR BASIS WITHOUT EXCEEDING THE LOAD CAPACITY. TAILBOOM REMOVED P/N407-530-014-101 S/N 53037 AND SERVICEABLE TAILBOOM INSTALLED P/N 407-030-801-205D PROCURED FROM MFG.

CA080707006

BELL  

ALLSN

 

SHAFT

CORRODED

6/16/2008

407  

250C47B

 

407040416103

TAIL ROTOR

(CAN) WHILE REMOVING THE TAIL ROTOR FROM THE ACFT, THE ENGINEER PERFORMING THE WORK NOTED THAT SEPARATING THE HUB FROM THE OUTPUT DRIVE SHAFT WAS SUBSTATIALLY MORE DIFFICULT THAN NORMAL. ONCE THE TAIL ROTOR WAS REMOVED IT WAS NOTED THAT THE INCORRECT TYPE OF LUBRICANT HAD BEEN APPLIED DURING THE LAST INSTALLATION OF THE TAIL ROTOR. THE TR GEARBOX WAS SENT TO A REPAIR FACILITY FOR A SCHEDULED INSP AND THE TR OUTPUT SHAFT WAS SUBSIQUENTLY SCRAPPED DUE TO CORROSION OF THE TR AND TAIL ROTOR OUTPUT SHAFT DRIVE SPLINES.

CA080910005

BELL  

ALLSN

 

DISC PACK

CRACKED

7/9/2008

407  

250C47B

 

407340340103

T/R DRIVESHAFT

(CAN) FOUND (3) DISCS CRACKED AND ALL DISCS CORRODED ON THE FWD NR 1 POSITION.

CA080611003

BELL  

 

 

VENT LINE

CHAFED

6/6/2008

412  

 

 

412061634105

FUEL SYSTEM

(CAN) FOUND RT FUEL VENT LINE P/N 412-061-634-105 HAS RUB MARK AT WL 41. LENGTH 0.700X0.100. LOCATION: RT DOOR POST PANEL. CUT MADE WITH SHARP EDGE OF BOTTOM FOOT DOOR.

CA080924002

BELL  

PWA  

 

SUPPORT

CRACKED

9/24/2008

412  

PT6T3

 

205001731101

TAIL ROTOR SERVO

(CAN) CRACKS FOUND IN SUPPORT CASTING NEAR UPPER ATTACHMENT TO AIRFRAME.

CA080924003

BELL  

PWA  

 

SUPPORT

CRACKED

9/24/2008

412  

PT6T3

 

205001731101

TAIL ROTOR SERVO

(CAN) CRACKS FOUND IN SUPPORT CASTING NEAR UPPER ATTACHMENT TO AIRFRAME.

CA080924004

BELL  

PWA  

 

SUPPORT

CRACKED

9/24/2008

412  

PT6T3

 

205001731001

TAIL ROTOR SERVO

(CAN) TAIL ROTOR SERVO SUPPORT FOUND CRACKED NEAR UPPER ATTACHMENT FLANGES.

CA080516003

BELL  

PWA  

 

GEARBOX

LEAKING

5/13/2008

412EP

PT6T3

 

212040004103

TAIL ROTOR

(CAN) 90 DEGREES, GEARBOX STARTED LEAKING AFTER 7.8 HOURS OF FLIGHT. UPON LANDING (TOTAL FLIGHT TIME OF 24.1 HOURS ON THE HOURMETER),THE OIL LEVEL WAS CHECKED IN THE 90 DEGREE AND FOUND TO BE EMPTY, WITH OIL SPLASHED ALL OVER THE GEARBOX. THE GEARBOX WAS FILLED WITH OIL TO THE NORMAL LEVEL AND THE ACFT WAS HOVERED FOR HALF AN HOUR AND CHECKED FOR LEAK, WHICH WAS CONFIRMED. THE OIL WAS LEAKING FROM THE PITCH CHANGE MECHANISM. THE OIL FILLER CAP WAS CHECKED FOR BLOCKAGE BUT WAS FOUND OK.

CA080710001

BELL  

PWA  

 

WINDOW

MISSING

7/8/2008

412EP

PT6T3

 

412670101

PAX DOOR

(CAN) WHILE THE ACFT WAS IN A DIVE, IN ORDER TO REACH VNE FOR RADS READING, AFT RT PASSENGER DOOR WINDOW WAS LOST IN FLIGHT AT 138 KNOTS.

CA080710002

BELL  

PWC  

 

CABLE

BROKEN

6/18/2008

427  

PW207D

 

26801500

CARGO HOOK ASSY

(CAN) MANUAL RELEASE CABLE BROKE AT CARGO HOOK FITTING CAUSING HOOK TO RELEASE INFLIGHT.

CA080528007

BELL  

PWC  

 

SHROUD

CHAFED

5/25/2008

427  

PW207D

 

427065125111

FUSELAGE

(CAN) OPERATOR REPORTED A MAIN ROTOR TRANSMISSION OIL LINE FAILURE. INSP REVEALED CHAFING DAMAGE TO THE OIL-LINE SHROUD ASSY FROM THE FIREWALL CLOSEOUT METAL EDGE.

CA080908006

BELL  

 

 

TRANSMISSION

DAMAGED

5/7/2008

430  

 

 

430040003

MAIN ROTOR

(CAN) WHILE IN CRUISE FROM AN OIL RIG , THE PILOT HEARD A LOUD BANG AND THE ACFT YAWED LT AND RT AND WAS FOLLOWED BY A LOUD RUMBLING SOUND. THE COCKPIT INDICATION SHOWED THAT THE ACFT HAS A TRANSMISSION CHIP AND A CHIP SUMP CAUTION. THE PILOT DESCENDED DOWN TO APPROXIMATELY 400 FEET READY TO PREPARE FOR DITCHING. AFTER APPROXIMATELY 1 1/2 TO 2 MINUTES, THE RUMBLING STOPPED AND THE ACFT NOISE WENT BACK TO NORMAL. THE PILOT PROCEEDED TO LAND WITHOUT EVENT AND SHUT DOWN THE HELICOPTER. AFTER INSPECTION, NUMEROUS CHIPS AND FLAKES OF METAL ON THE SUMP PUMP CHIP DETECTOR, COLLECTOR GEAR DETECTOR AND THE MAGNETIC DRAIN PLUG. SOME METAL FOUND ON THE LT INPUT QUILL CHIP DETECTOR AND IN THE OIL FILTER. TRANSMISSION WILL BE CHANGED.

CA080303008

BELL  

LYC  

 

GEARBOX

MAKING METAL

2/29/2008

47G2

VO435A1D

 

476400751

TAIL ROTOR

(CAN) UPON WALK AROUND OIL IN GEARBOX LOOKED DIRTY, OIL WAS DRAINED AND METAL WAS FOUND ON MAGNETIC PLUG, TAIL ROTOR GEARBOX WAS REMOVED FROM SERVICE AND OH ONE INSTALLED AND ACFT WAS RELEASED. MORE INFO WILL BE POSTED AS THE GEARBOX IS DISASSEMBLED.

2008FA0000776

BELL  

LYC  

 

GUIDE

WORN

10/24/2008

47G4A

VO540B1B3

 

AEL75838

NR 1 CYLINDER

DURING INVESTIGATION OF AN ACCIDENT IN WHICH ACFT LOST POWER AND WAS FORCED TO LAND THE FOLLOWING WAS DISCOVERED: COMPRESSION CHECK REVEALED THE NR 1 CYL WAS LEAKING PAST THE EXHAUST VALVE. (COMPRESSION 45/80). EXAMINATION OF THE CYLINDER REVEALED THE EXHAUST GUIDE WAS EXTREMELY WORN AND CRACKED IN 4 PLACES. VALVE OD .496 INCH GUIDE ID .540 INCH, .044 INCH CLEARANCE. IT WAS FURTHER DISCOVERED THAT THE VALVE WAS PN SL-16740 NIMONIC VALVE GUIDE. THIS VALVE REQUIRES THE USE OF A HIGH CHROME CONTENT NI-RESIST VALVE GUIDE. ECI VALVE GUIDE AEL 75838 WAS FOUND INSTALLED. THIS IS A NI-RESIST VALVE GUIDE. ECI VALVE GUIDE AEL 75838 WAS FOUND INSTALLED. THIS IS A NI-RESIST GUIDE. HOWEVER IT DOES NOT HAVE THE CHROME CONTENT OF THE AEL75838HC AND ACCELERATED WEAR WILL RESULT.

CA080608003

BNORM

LYC  

TALLEY

NUT  

STRIPPED

6/3/2008

BN2A26

O540E4C5

1251T100

 

FLAP ACTUATOR

(CAN) DURING A TRAINING FLIGHT, ON OVERSHOOT FROM A ABORTED LANDING, FLAPS RETRACTED UN-COMMANDED. PILOT REDUCED POWER AND WAS ABLE TO LAND STRAIGHT AHEAD ON REMAINING RUNWAY. INSPECTION FOUND THE FLAP ACTUATOR STRIPED. ACTUATOR WAS REMOVED AND SENT FOR OVERHAUL. OVERHAUL FACILITY REPORT THAT THE STRIPPED BRASS NUT WAS MADE OF A SOFTER THAN STANDARD MATERIAL. THERE WAS IN EVIDENCE IN THE AVAILABLE LOGS OF THE TIME IN SERVICE SINCE NEW OR OVERHAULED. OVERHAULED ACTUATOR WAS RE-INSTALLED IN ACFT.

CA081015002

BNORM

LYC  

 

SPRING

BROKEN

10/6/2008

BN2B27

O540E4C5

 

AEL11795

INTAKE VALVE

(CAN) DURING INSPECTION OF LYCOMING SB 388C FOUND BROKEN INNER SPRING PART NR AEL11795 ON INTAKE AND EXHAUST VALVE.

CA081010001

BOEING

RROYCE

 

LINE

CRACKED

9/27/2008

717200

BR700715A130

 

 

FUEL SYSTEM

(CAN) EXPERIENCED A LT ENG FUEL LEAK DURING APPROACH/LANDING. MAINT IDENTIFIED AND REPLACED A CRACKED P/N BRH19082 FUEL PIPE. ON 28 SEP/08, ACFT WAS FERRIED. WHEN ACFT WAS ON TAXI INTO THE RAMP, ANOTHER ACFT BEHIND REPORTED FUEL POURING FROM UNDER THE LT ENGINE. MAINT FOUND THAT PIPE WAS CRACKED AGAIN. SEVERAL FIRE LOOP BRACKETS WERE ALSO FOUND CRACKED. THE LT ENG WAS REPLACED, S/N 13243 OFF, THIS ENG HAD JUST BEEN INSTALLED ON 2 SEP/08, AT TIME OF REMOVAL: TSI 55 HOURS, CSI 35 CYCLES. HIGH VISIBILITY EVENT BY THE FAA DUE TO FUEL LEAK. ENG 13243 IN FOR INVESTIGATION. TEST BED RUN CONFIRMED HIGH VIBRATION EMANATING FROM ACCY GEARBOX, WHEN ENGINE POWERED UP AN OIL LEAK EMANATED FROM THE GEARBOX AT FUEL PUMP LOCATION AND VIBRATION WHEN UP. VISUAL INSP OF GEARBOX SHOWED A CRACKED GEARBOX AT LP FUEL PUMP LOCATION. ENG DECLARE AS ‘RED TOP’.

CA081025001

BOEING

RROYCE

 

PIN  

MISSING

10/24/2008

717200

BR700715A130

 

BRH10211MS3215

LINKAGE

(CAN) ON 26 SEPT, ENGINE RECORDED 73-2138, BBV/FMU MECHANICAL FAULT. BVV AND FMU WAS CHANGED. ENGINE GOOD FOR 2 FLIGHTS BEFORE ENG SYS FAIL CAME BACK INFLIGHT FOR THE SAME FAULT. ACFT DIVERTED, OPERATOR REPORTS PROBLEMS WITH THE BVV LINKAGE THAT CANNOT BE CORRECTED ONWING. ENGINE WAS REMOVED IN UNSERVICEABLE CONDITION DUE TO BOOSTER BLEED VALVE MECHANISM MALFUNCTION. IT HAS BEEN REPORTED BY OPERATOR THAT BVV LEVER WAS NOT OPERATING PROPERLY. ENGINE AT ROLLS ROYCE CANADA FOR REPAIR TO DETERMINE THE ROOT CAUSE OF MECHANISM MALFUNCTION. STRIP WAS CARRIED OUT TO EXPOSE THE BOOSTER BLEED VALVE MECHANISM AND IT WAS NOTED THAT PIN AND RETAINING RING WERE MISSING. THIS PIN IS THE JUNCTION BETWEEN THE BELL CRANK LEVER ASSEMBLY AND THE BOOSTER BLEED VALVE RING ASSEMBLY AT TOP DEAD CENTRE POSITION (ACTUATING ROD POSITION).

CA081025002

BOEING

RROYCE

 

BRACKET

BROKEN

10/10/2008

717200

BR700715A130

 

251818

ENGINE

(CAN) ENGINE AUTO IFSD, ACFT DIVERTED TO ATL UNEVENTFUL LANDING. FSO CABLE RELEASE, PIECES FOUND IN THE TAILPIPE. LPT3 SCUFFED AND NICKED CONSISTENT WITH CABLE DAMAGE. NO EVIDENCE OF A TURBINE FAILURE. LP SYSTEM FREE TO TURN SMOOTHLY. ENGINE IN RRC FOR INVESTIGATION. FURTHER DETAIL WILL BE SUBMITTED.

2008FA0000746

BOEING

PWA  

 

PUMP

MALFUNCTIONED

10/15/2008

727200

JT8D217C

 

 

FUEL SYS

CRUISE NR 1 ENG STARTED TO SPOOL DOWN OTHER PARAMETERS ARE NORMAL, PERFORMED IN-FLIGHT START CHECKLIST SEVERAL TIMES INCLUDING RESETTING SWITCHES, NO LIGHT OFF. ACFT DIVERTED AND THE CREW PERFORMED ENG INSPECTION AND START ON NR 1 ENG HIGH IGNITION SYS, ENGINE STARTED OK IN GROUND. START IGNITION NR 1 FROM HIGH-ENERGY FAIL IN FLIGHT POSITION. DEFERRED NR 1 ENG IGNITION IAW MEL 74-1 AND 705 CONTINUED SERVICE. MAINT REMOVED AND REPLACED NR 1 ENG FUEL PUMP IAW MM 73-11-1, PURGE FUEL SYSTEM, PS4, PT7, AND P AND D VALVE CHECK FOR MOISTURE. PERFORMED FULL POWER ENGINE RUN AND LEAK CHECK SYSTEM OPERATIONAL CHECK, OK. (K)

CA080624003

BOEING

PWA  

 

INDICATOR

MALFUNCTIONED

6/24/2008

727225

JT8D15

 

 

OIL TEMP

(CAN) ON TAKE-OFF/CLIMB OUT, THE NR 3 ENGINE EGT WAS 60 DEGREES HIGHER THAN ENGINES 1 AND 2. THROUGH 1000 FEET AGL THE NR 3 OIL TEMP WENT INTO THE RED BAND. A REDUCTION IN POWER FOR QUITE THRUST BROUGHT THE OIL TEMP BACK TO THE YELLOW BAND. A RESUMPTION IN POWER RESULTED IN THE OIL TEMO RETURNING TO THE RED BAND. THE ENGINE WAS SHUT DOWN AND THE ACFT RETURNED FOR LANDING. MX REPLACED THE OIL TEMP INDICATOR AND BULB WHICH RECTIFIED THE PROBLEM.

CA080730002

BOEING

PWA  

 

SMOKE DETECTOR

FAILED

7/30/2008

727225

JT8D15

 

774001

NR 6 

(CAN) ON CLIMB THROUGH FL290 CARGO SMOKE 6TH POSITION LIGHT ILLUMINATED AND FIRE WARNING BELL SOUNDED. ACFT RETURNED. ON ARRIVAL, NO SMOKE DETECTION LIGHTS WERE ILLUMINATED ON FE PANEL. CARGO AREA INSPECTED FOR SMOKE. NONE FOUND. SUSPECTED FAILURE OF NR 6 SMOKE DETECTOR. PART REMOVED AND REPLACED. SYSTEM FUNCTION CHECKED SERVICEABLE.

CA081016004

BOEING

PWA  

 

HOSE

LEAKING

10/8/2008

727225

JT8D15

 

10608486

FUEL SYSTEM

(CAN) DURING DEPARTURE OF THE ACFT PRIOR TO ENGINE START, FUEL WAS NOTICED LEAKING FROM NR 3 ENGINE. MX REQUESTED NORMAL ENGINE START TO VERIFY FUEL LEAK. ENGINE WAS SHUT DOWN, AND ACFT TOWED BACK TO GATE FOR FURTHER INVESTIGATION. THE FUEL HOSE ASSEMBLY WAS R&R WITH A SERVICEABLE ASSEMBLY. ENGINE GROUND RUN WAS CARRIED OUT AND LEAK CHECKED WITH NO FURTHER LEAKS OBSERVED. THE ACFT WAS RETURNED TO SERVICE.

CA080707002

BOEING

PWA  

 

INDICATOR

BROKEN

7/5/2008

727225

JT8D15A

 

 

FLAP SYSTEM

(CAN) AFTER TAKE-OFF WHEN RETRACTING FLAPS THE INBD FLAPS STUCK AT APPROXIMATELY 5 DEGREES WITH AN ASYMMETRY. THE ACFT DECLARED AN EMERGENCY WITH A FLAP PROBLEM AND RETURNED TO CYYC. THE ACFT LANDED WITHOUT FURTHER INCIDENT. TROUBLESHOOTING WAS CARRIED OUT AND THE LT INBD FLAP POSITION TRANSMITTER DRUM CABLE WAS FOUND TANGLED AND HAD NO TENSION. THE DRUM ASSEMBLY WAS FOUND TO BE AT FAULT, AND THE TRANSMITTER ASSEMBLY SPRING TENSION HAD FAILED. THE FLAP POSITION TRANSMITTER ASSEMBLY WAS REPLACED AND THE FLAP ADJUSTMENT/TEST PROCEDURES WERE CARRIED OUT WITH NO FURTHER FAULTS. THE ACFT WAS RETURNED TO SERVICE.

CA080911003

BOEING

PWA  

 

ACTUATOR

FAILED

9/5/2008

727225

JT8D9A

 

1U1110

KRUEGER FLAP

(CAN) DURING CLIMB THROUGH APPROX 2,000 FT NR1 ENGINE LOW HYDR PRESSURE LIGHT ILLUMINATED, SYS `A` HYDRAULIC OIL AND PRESSURE LOSS. ACFT RETURNED TO DEPARTURE. NR5 KRUGER FLAP ACTUATOR FOUND FAILED AND ATTACH BRACKET DAMAGED. REPLACED ACTUATOR AND TESTED IAW AMM 29-11-00 AND 27-81-22. KRUEGER FLAP ATTACH BRACKET REPAIRED IAW SRM 51-10-2. ACFT RETURNED TO SERVICE.

CA080911006

BOEING

PWA  

 

ENGINE

FAILED

9/4/2008

727227

JT8D9A

 

JT8D9A

NR 2 

(CAN) AFTER T/O AND CLIMB OUT, NR2 ENGINE LOST OIL QTY AND OIL TEMP ROSE RAPIDLY INTO RED INDICATION. INFLIGHT SHUTDOWN COMPLIED WITH AND ACFT RETURNED TO DEPARTURE. NR2 ENGINE REPLACED IAW AMM AND KFL TASK CARDS, ACFT RETURNED TO SERVICE. ENGINE TO BE EVALUATED IN ENGINE SHOP FOR CAUSE.

CA080801003

BOEING

PWA  

 

ENGINE

POWER LOSS

7/28/2008

727233

JT8D15

 

 

 

(CAN) WHILE AIRCRAFT WAS IN CRUISE ENROUTE, THE ACFT EXPERIENCED AN UNCOMMANDED POWER LOSS, DECELERATING TO FLIGHT IDLE. THE CREW SELECTED NR 2 THRUST TO IDLE AND THE ACFT RETURNED TO POINT OF DEPARTURE AND LANDED WITHOUT FURTHER PROBLEM. THE ACFT FERRIED FOR ENGINE REPLACEMENT.

CA080728003

BOEING

PWA  

 

PCU  

FAILED

7/25/2008

727243

JT8D9A

 

 

AILERONS

(CAN) ENROUTE, CREW NOTICED HYD SYS (A) QUANTITY DECREASING RAPIDLY. SYS (A) HYDR WERE SHUTOFF AND EMERGENCY DECLARED. UPON ARRIVAL AT DESTINATION, A/C REQUIRED TOWING TO RAMP WHERE MAINT DISCOVERED THE AILERON PCU HAD FAILED. THE AILERON PCU WAS REPLACED AND A/C RETURNED TO SERVICE.

CA080716008

BOEING

PWA  

 

POSITION SWITCH

MALFUNCTIONED

7/14/2008

727243

JT8D9A

 

H1010271

NR 6 L/E SLAT

(CAN) ON APPROACH AN IN-TRANSIT INDICATION WAS ILLUMINATED ON THE NR 6 L/E SLAT. THE CREW ELECTED TO RETURN TO VANCOUVER WHERE THEY LANDED WITHOUT INCIDENT. INSPECTION REVEALED THAT THE NR 6 L/E SLAT WAS FUNCTIONING CORRECTLY BUT THE L/E SLAT POSITION SWITCH WAS UNSERVICEABLE. THE SWITCH WAS REPLACED AND THE ACFT WAS RETURNED TO SERVICE.

CA081009007

BOEING

PWA  

DECOTO

SWITCH

FAILED

10/9/2008

727247

JT8D15

 

651781823

SLAT ACTUATOR

(CAN) JUST AFTER DEPARTURE FROM YYZ, THE PILOTS NOTICED WHEN SELECTING FLAPS 5 TO FLAPS 2, THE LEADING EDGE FLAP INDICATOR ON THE FORWARD PANEL WENT MOMENTARILY GREEN THEN BACK TO AMBER. THE LEADING EDGE INDICATOR ON THE REAR PANEL INDICATED THE NR 1 LEADING EDGE IN TRANSIT. FUEL WAS DUMPED IN ORDER TO REDUCE LANDING WEIGHT OF THE ACFT AND THE ACFT RETURNED TO YYZ. MX TROUBLESHOT THE SYSTEM AND INSTALLED A JUMPER CABLE ON THE SLAT ACTUATOR TO ENABLE THE ACFT TO DEPART.

CA080911005

BOEING

PWA  

 

O-RING

LEAKING

9/11/2008

727247

JT8D15

 

443330

GEARBOX OIL

(CAN) WHILE CLIMBING OUT, NOTICED ENG NR 1 OIL QUANTITY INDICATOR SLOWLY DECREASING, QUANTITY WAS 1 GALLON AT TOP OF CLIMB. AT MID POINT, QUANTITY DECREASED TOWARD ZERO. ENGINE SHUTDOWN DRILL AND CHECK LIST COMPLETED. ENGINE WINDMILLING SUPPLEMENT COMPLETED PRIOR TO DESCENT. ALL OTHER ENGINE INDICATIONS NORMAL PRIOR TO SHUTDOWN. OPENED COWLING ON NR 1 ENG, CHECKED FOR OIL LEAK, NOTHING OBVIOUS, ADDED 12 QUARTS OF OIL IAW MM 12-13-001-2. NR 1 ENG RUN AT IDLE TO LEAK CHECK, SIGNIFICANT OIL LEAK FROM GEARBOX TO OIL COOLER TUBE. FOUND OIL LINE HAD TENSION ON IT WHEN REMOVING TUBE. SEAL SPLIT AND REAR PIECE MISSING. PROCURED SEAL P/N 443330 (REV.A). CPN 0043234 INSTALLED SEAL AND REPOSITIONED TUBE, REMOVED PRE-LOAD IAW MM 79-20-001-4. NR 1 ENG GROUND RUN AT IDLE FOR LEAK CHECK, NO LEAKS, NR 1 ENG. COWLED. ACFT OK TO CONTINUE.

CA080917003

BOEING

PWA  

 

SHUTOFF VALVE

FAILED

9/16/2008

727247

JT8D15A

 

3964401

A/C PACK

(CAN) DURING CLIMBOUT, SEPT 16 2008, PRESSURIZATION FAILED TO OPERATE NORMALLY. WHEN CLIMBING THROUGH 23,000 FT, CABIN ALTITUDE EXCEEDED 10000 FT. FUEL DUMP CARRIED OUT IN ORDER FOR ACFT TO RETURN TO DEPARTURE. CABIN PRESSURIZATION LEAK CHECK CARRIED OUT, NO FAULTS. PRESSURIZATION CONTROLLER AND PRESSURIZATION CONTROL PANEL REPLACED. GROUND PRESSURIZATION CHECKS CARRIED OUT WITH NO FAULTS DETECTED. ON SEPT 17, 2008, ACFT WAS DEPARTED. AS THE ACFT CLIMBED THROUGH 25000 FT, CABIN PRESSURIZATION FAILED TO OPERATE NORMALLY WITH MINIMAL CONTROL. ACFT RETURNED TO DEPARTURE FOR FURTHER TROUBLESHOOTING. TROUBLESHOOTING REVEALED NO PROBLEMS WITH THE PRESSURIZATION SYS BUT HAS REVEALED THAT THE RT PACK FLOW CONTROL AND SHUTOFF VALVE FAILED TO OPERATE NORMALLY. THIS RESULTED WITH A LOSS OF 50 PERCENT OF PRESSURIZATION AIR. ACFT IS CURRENTLY OUT OF SERVICE AWAITING ARRIVAL OF A SERVICEABLE PACK FLOW CONTROL SHUTOFF VALVE.

CA080905003

BOEING

PWA  

 

CONTROLLER

MALFUNCTIONED

9/3/2008

727260

JT8D17

 

658385

BLEED SYSTEM

(CAN) AT FL300, TOP OF DESCENT, AS THRUST REDUCTION COMMENCED, LARGE BANG WAS EXPERIENCED BY THE FLIGHT CREW WITH FLUCTUATIONS IN NR 2 ENGINE PARAMETERS. ENGINE WAS IDLED FOR THE REMAINDER OF THE FLIGHT AND SHUT DOWN UPON LANDING. MX PERSONNEL CARRIED OUT TROUBLESHOOTING AND THE PRESSURE RATIO BLEED CONTROLLER WAS REPLACED. THE PRBC HAS BEEN SENT TO AN OVERHAUL FACILITY AND AWAITING COMPLETE STRIP REPORT TO VERIFY DEFECTIVE PRBC.

CA081016008

BOEING

PWA  

 

SWITCH

INOPERATIVE

10/3/2008

7272Q6

JT8D17

 

65378786

THRUST REVERSER

(CAN) ON CLIMB OUT, NR 3 ENGINE THRUST REVERSER OPERATING LIGHT ILLUMINATED THROUGH 5000 FT. THE ACFT RETURNED TO THE AIRPORT. THE NR3 ENG THRUST REVERSER WAS DEACTIVATED AND MEL APPLIED. UPON REACHING THE DESTINATION, THE NR3 ENGINE THRUST REVERSER SWITCH WAS REPLACED, ENGINE RUN CARRIED OUT AND THE THRUST REVERSER WAS FUNCTIONALLY CHECKED AS SERVICEABLE. THE DEFERRAL WAS CLEARED AND THE ACFT WAS RETURNED TO SERVICE.

CA080704003

BOEING

CFMINT

 

ELECTRICAL BOX

ODOR

7/3/2008

737*

CFM567B22

 

3042865102

ROW 8 DEF

(CAN) LIVE TV SCREENS ON SEATS DEF IN ROW 8 NOT DISPLAYING ANY PICTURE (BUT POWER STILL DELIVERED) AND BURNING ELECTRIC/METAL STRONG ODOR OCCURRING IN VICINITY OF ROW 8. LIVETV SYSTEM TURNED OFF WITH FLIGHT ATTENDANT CONTROL PANEL AND ODOR DISSIPATED WITHIN 10-15 MINUTES. THE IFE SYSTEM WAS DEACTIVATED. MX PLACED THE IFE SYSTEM UNDER MEL. SEB AT ROW 8 RT WAS REPLACED, WIRES AND CONNECTORS INSPECTED AND SYSTEM TESTED SERVICEABLE.

CA070809004

BOEING

CFMINT

 

EXTINGUISHER

FAILED

6/10/2007

737*

CFM567B22

 

898052

COCKPIT

(CAN) FOUND A FLIGHT DECK FIRE EXTINGUISHER THAT WAS REMOVED FROM THE AIRPLANE FOR LOSS OF PRESSURE. BOTTLE WAS FOUND COMPLETELY EMPTY AND THE TOP WAS LOOSE. YOU COULD SPIN THE TOP RIGHT OFF. STRIP REPORT REQUESTED FROM REPAIR FACILITY FOR INFORMATION. THIS REPORT WILL BE UPDATED AS INFORMATION BECOMES AVAILABLE. (TC NR 20070809004)

CA081020007

BOEING

GE  

 

ELECTRICAL BOX

ODOR

10/19/2008

737*

CFM567B24

 

3042865102

SEAT ROW 16ABC

(CAN) FLIGHT ATTENDANTS NOTICED ELECTRICAL ODOR AT ROW 16 AND SHORTLY AFTER THE ROW 16ABC MALFUNCTIONED. LIVETV SYSTEM SHUT OFF IN FLIGHT DECK AND FLIGHT ATTENDANT STATION. THE SEB P/N 3042865-102 S/N 1792 WAS REMOVED. THIS SDR WILL BE UPDATED WHEN SEB TEARDOWN INFORMATION IS AVAILABLE.

CA080618004

BOEING

GE  

 

SCREW

MISSING

6/13/2008

737*

CFM567B24

 

BACS12ER06K6

PAX DOOR ARM

(CAN) L1 MAIN CABIN ENTRANCE DOOR WAS FOUND TO HAVE RESTRICTED OPERATION FOR OPENING AND CLOSING UPON ARRIVAL AT THE GATE. GUIDE ARM LWR RADIUS LINK ATTACHING SCREW AND KEY WASHER WERE FOUND MISSING. PARTS REPLACED. SINCE THIS HAS OCCURRED RECENTLY ON ANOTHER ACFT IS PROCEEDING WITH A PRECAUTIONARY FLEET CAMPAIGN TO INSPECT THE L1 AND L2 DOOR HINGE ARM LINKS AND HARDWARE FOR CONDITION AND SECURITY. THIS WILL BE CARRIED OUT ON WJI’S ENTIRE FLEET OF 737 NGS AND SHOULD BE COMPLETED WITHIN 90 DAYS OF THE CAMPAIGN DETAILS BEING FINALIZED.

CA080623001

BOEING

PWA  

 

ROD END

WORN

4/24/2008

737*

JT8D17

 

69355174

STEERING TILLER

(CAN) MINOR BUT PERSISTENT VIBRATION COULD BE FELT IN THE STEERING TILLER DURING TAXI, PARTICULARLY AT HIGHER SPEEDS.

SROM20080024

BOEING

 

 

SLIDE

INOPERATIVE

9/26/2008

737205

 

 

D31355440

R2 DOOR

DURING MINI EVACUATION DEMONSTRATION TRAINING SLIDE DEPLOYED BUT DID NOT INFLATE. WAITING ON TEAR DOWN REPORT FOR FINAL DISPOSITION. 11/20/08 FINAL DISPOSITION. TEARDOWN REPORT INDICATED NO FINDINGS.

CA080630001

BOEING

PWA  

 

ENGINE

FAILED

5/22/2008

737217

JT8D17A

 

 

NR 2 

(CAN) - ON DESCENT, A "BUZZING" SOUND WAS HEARD IN THE FLIGHT DECK FOR APPROX 5-10 SEC. THIS WAS FOLLOWED BY 1 OR 2 "POPS" AND THEN A LOUD "BANG" AT WHICH TIME THE NR 2 ENGINE LOST THRUST. NR 2 ENG TEMP CLIMBED BUT THERE WAS NO ENG OVERHEAT OR FIRE WARNING. ATC ADVISED OF EMERGENCY, AFTER LANDING, THE ACFT WAS BROUGHT TO A FULL STOP IN THE MIDDLE OF THE RUNWAY AND THE ENGINE WAS SHUT DOWN. C.F.R. APPROACHED THE ACFT AND NOTICED "SMOKE" AND A "GLOW" FROM THE NR 2 ENGINE. THERMAL IMAGING OF THE ACFT WAS ALSO PERFORMED. THEY APPLIED FOAM TO THE NR 2 ENGINE AT THIS TIME. CREW OPTED FOR A RAPID DEPLANEMENT THROUGH THE FORWARD L1 EXIT. NO VISIBLE DAMAGE TO THE ENGINE. IT WAS NOTED UPON FURTHER INVESTIGATION THAT THE ENGINE HAD SEPARATED INTERNALLY.

CA080829002

BOEING

PWA  

 

CONTACTOR

FAILED

8/5/2008

737232

JT8D17

 

91252ZC7C4001

ELECTRICAL SYS

(CAN) AFTER LIFTOFF, SEVERAL FAILURES OCCURED. ANTISKID INOP, F/O PITOT INOP, NR2 EPR GUAGE INOP, NR2 AFT FUEL PUMP INOP, PINNED ASSOCIATED LIGHTS TO TRANSFER BUS PROBLEMS. LANDING BOTH 115V AND 28V AC TRANSFER BUS INOP. NR2 TRANSFER BUS CONTACTOR WAS FOUND TO HAVE A VOLTAGE DROP ACROSS THE C1 AND C2 CONTACTS. ALSO HEARD LOOSE PARTS RATTLING WITHIN THE SELF CONTAINED RELAY. RELAY WAS REPLACED. (TC NR 20080829002)

CA080708011

BOEING

 

 

WIRE

CHAFED

7/8/2008

737400

 

 

 

COCKPIT

(CAN) P5 OVERHEAD COCKPIT PANEL WAS OPENED DURING NORMAL MX ACTIVITIES AT THE C2 MX EVENT. ARCING WAS NOTED BETWEEN THE DOOR WARNING MODULE AND ADJACENT WIRE BUNDLES. DAMAGE TO WIRING WAS ALSO FOUND AT THE P5-13, ELECTRICAL METERS AND GALLEY POWER MODULE. INSPECTION REVEALED NO AFFECT TO ACFT STRUCTURE, BUT 6 WIRES WERE FOUND CHAFFED REVEALING THEIR RESPECTIVE CONDUCTORS (REF A AND C). A 7TH WIRE WAS FOUND SEVERED. THE MODULES WILL BE TESTED FOR SERVICEABILITY AS A SMALL BURN MARK WAS FOUND AT THE CORNER OF THE CASE. THE FOLLOWING WIRES ARE TO BE REPLACED TO CORRECT THE DEFECTS FOUND: 1. W036-650-22, WDM ATA 29-11-01. W036-8769-22, WDM ATA 24-31-11. W036-15A-24, WDM ATA 21-58-03 PG1 4. W036-043-22, WDM ATA 24-24-01. W036-40W-24, WDM ATA 24-28-11. W036-37W-22, WDM ATA 24-28-11. W036-1W3-22, WDM ATA 24-28-31 WIRE BUNDLES IN THE VICINITY OF THE P5 PANEL WILL BE INSPECTED FOR DAMAGE (REF B).

DL757081592

BOEING

 

 

SKIN

CRACKED

10/27/2005

757232

 

 

 

L1 DOOR

SUPPLEMENTAL SDR FUSELAGE/SKIN L-1 DOOR CUTOUT/UPPER FWD CORNER-CRACK IAW ERA 090914-14. C/W ERA 090914-14.

CA080618001

BOEING

RROYCE

 

HOSE

LEAKING

6/15/2008

75728A

RB211535E437

 

AS11510K0330

MLG ACTUATOR

(CAN) LT TRUCK TILT ACTUATOR RETURN LINE FOUND LEAKING.

CA070328005

BOEING

PWA  

BOEING

ACTUATOR

FAILED

3/17/2007

767333

PW4060

 

VL200307A

LEG REST

(CAN) SEAT LOCATION ON THE ACFT WAS 7F, AND FAILED IN FLIGHT. LEG REST ACTUATOR KEPT DRIVING THE FOOTREST BACKWARD, AND PUNCTURED THE REAR SPAR OF THE SEAT. THERE IS A CONCERN THAT ECU SOFTWARE 2.8 MAY BE TO BLAME, BUT INVESTIGATION IS ON GOING. THERE HAS BEEN A PREVIOUS CASE OF A BENT SPAR, PRIOR TO THIS LEVEL OF SOFTWARE, SO IT IS POSSIBLE THAT THERE IS STILL AN UNKNOWN FAILURE MODE THAT CAUSES THE FEEDBACK FROM THE FOOTREST POSITION TO BE LOST, AND DRIVE THE FOOTREST UNTIL FAILURE.

CA080814004

BOEING

GE  

 

LINE

CRACKED

8/9/2008

7673Y0

CF680C2B6F

 

 

ENGINE OIL SYS

(CAN) NR 1 ENGINE DUE HOC OCCURRED AUG 8/9. ON INVESTIGATION IT APPEARS THERE IS A LEAK FROM THE TAIL BEARING HOUSING FEED TUBE NEAR THE AFT SUMP HOUSING & REPLACED THE OIL FEED LINE. ACTUAL ROOT CAUSE IS NOT YET KNOWN (CRACKED LINE LOOSE OR DAMAGED FITTING). OIL TRENDING DID NOT SHOW ANY CONSUMPTION OR PRESSURE ANOMALIES PRIOR TO THE EVENT.

CA070719007

BOEING

 

 

ELECTRICAL BOX

BURNED

7/18/2007

777*

 

 

178661101

SEAT 

(CAN) THE VIDEO ENTERTAINMENT SYS ON 3 SEATS WAS NOT WORKING. WHEN THE SEAT ELECTRONICS BOX WAS ACCESSED AND REPLACED DAMAGE WAS NOTED ON THE REMOVED UNIT. SOOT ASSOCIATED WITH WHAT APPEARED TO BE BURNED CIRCUIT CARD IN THE SEU WAS OBSERVED. AN ELECTRICAL BURNING TYPE ODOR WAS PRESENT IN THE AREA. (TC NR 20070719007)

CA080917005

BOEING

GE  

 

ENGINE

VIBRATION

9/10/2008

777*

GE90115B

 

90623

NR 1 

(CAN) IN CRUISE, THE FLIGHT EXPERIENCED A NR 1 ENGINE VIBRATION. THE ENGINE CONTINUED OPERATING NORMALLY BUT WITH VIBRATION. THE FLIGHT DIVERTED TO FAIRBANKS, ALASKA. AN ENGINE HAS BEEN SCHEDULED AND TOOLS, PARTS AND MANPOWER ARE CURRENTLY BEING SHIPPED TO ALASKA. ACFT IS OUT OF SERVICE. \ETQ INVESTIGATION NR 2917 INITIATED.

CA080903007

BOEING

 

 

COLLAR

CRACKED

2/8/2008

777222

 

 

HL10878

FASTENER

(CAN) FOUND DURING INSP, SEVERAL HI-LOCK COLLARS CRACKED. ALL HI-LOCK COLLARS REPLACED IAW SRM 51-40-02.

B62R20081121001

BOEING

 

 

INTERCOSTAL

CORRODED

11/6/2008

777236

 

 

149W1129111037

FUSELAGE

SECTION 43 WING TO BODY FAIRING STRUCTURE LT SIDE. INTERCOSTALS THAT SUPPORT THE FWD WING TO BODY FAIRINGS HAVE MODERATE TO SEVERE CORROSION. SURFACE, PITTING, GALVANIC AND EXFOLIATION CORROSION ARE EVIDENT ON THE UPPER AND LOWER FLANGES COMMON TO THE NUT PLATES. THERE IS EVIDENCE OF MOISTURE AND STANDING WATER IN THE AREA FROM STA 888 TO STA 1040 LT SIDE. SOME INTERCOSTALS WILL REQUIRE REPAIR OR REPLACEMENT. REF SRM 53-30-71-01-1.

B62R20081107003

BOEING

 

 

FRAME

CRACKED

11/7/2008

777236

 

 

313W3813X

PYLON

NR 1 & NR 2 ENG PYLON, STRUT AFT FAIRING HEAT SHIELD SPAR STRUCTURE, NR 5 FRAME P/N 313W3813-X HAS A 4.50 INCH CRACK ON THE LOWER AFT INBD CORNER. CRACK IS IN THE SAME LOCATION ON BOTH NR 1 & NR 2 ENG PYLON FRAMES. NR 2 ENG PYLON FRAMES NR 1 THRU NR 4, P/N'S 313W1813-X & 313W3813-X HAVE EVIDENCE OF HEAT DAMAGE AND SURFACE CORROSION. REF SRM 54-51-71 FIGURE 4. POSSIBLE CAUSE WAS AFT FAIRING HEAT SHIELD THERMAL BLANKETS NR 1 THRU NR 6 (NR 2 ENG PYLON) AND NR 6 (NR 1 ENG PYLON) WERE TORN AND WATER LOGGED. REF AMM 54-54-01 PG 426, 54-54-03 PG 406 AND 54-55-01 PG 623. AD 2002-07-07 AND SB 777-54A0017 ARE RELATED TO THIS BUT HAVE NOT BEEN ACCOMPLISHED. COMPLIANCE WITH AD WILL CORRECT CONDITION.

B62R20081106002

BOEING

 

 

SPAR

CORRODED

11/6/2008

777236

 

 

313W181338113813

NR 2 PYLON

NR 2 ENG PYLON STRUT, AFT FAIRING HEAT SHIELD LOWER SPAR STRUCTURE, PITTING CORROSION FOUND THROUGHOUT SPAR STRUCTURE, CHORDS, FRAMES 3, 4 & 5. EVIDENCE OF PITTING CORROSION AND HEAT DAMAGE ON LOWER SIDE OF WEBS. REF 54-51-71 PG 6. POSSIBLE CAUSE WAS AFT FAIRING HEAT SHIELD THERMAL BLANKETS 1 THRU 6 WERE TORN AND WATER LOGGED, SEALS DAMAGED AND STRUT DRAIN CLOGGED. REF AMM 54-54-01 PG 426, 54-54-03 PG 406 AND 54-55-01. AD 2002-07-07 AND SB 777-54A0017 ARE RELATED TO THIS BUT HAVE NOT BEEN ACCOMPLISHED. COMPLIANCE WITH AD WILL CORRECT CONDITION. NOTE: STRUT DRAIN WAS CLOGGED. PRIMARY FIRE SEAL DAMAGED. HEAT SHIELD SEAL DAMAGED. SECONDARY FLUID SEAL DAMAGED. PARTS WILL REQUIRE REPAIR OR REPLACEMENT.

CA080507004

BOLKMS

LYC  

 

FORK

BINDING

4/30/2008

BK117B2

LTS101750B1

 

 

TAIL ROTOR

(CAN) ACFT WAS UNDERGOING A TEST FLIGHT FOR RADAR ALTIMETER TROUBLESHOOTING. 5 MINUTES INTO CRUISE FLIGHT, A SUDDEN VIBRATION WAS INDUCED INTO AIRFRAME AND ALL FLIGHT CONTROLS. PILOT IMMEDIATELY RETURNED TO BASE FOR AN UNSCHEDULED LANDING WITHOUT INCIDENT. UPON INSP OF ACFT, IT WAS FOUND THAT 1 TAIL ROTOR MOUNTING FORK WAS BINDING WHILE ATTEMPTING TO FEATHER BLADE. IT WAS ALSO NOTED THIS BLADE HAD NO AVAILABLE MOVEMENT IN THE FLAPPING AXIS. REMOVAL OF TAIL ROTOR INNER SLEEVE ASSY. REVEALED 1 OUTER BUSHING WAS PROTRUDING BEYOND THE INNER SLEEVE BY 1.80MM. INSPECTION OF THE MOUNTING FORK ALSO INDICATED ABRASION MARKS ON THE INSIIDE WHERE THE DISLODGED BUSHING HAD COME INTO CONTACT. SUSPECT ACFT VIBRATION A RESULT OF TAIL ROTOR IMBALANCE FROM WEIGHT SHIFT OF BUSHING AND THE BLADE RIGIDITY IN THE FLAPPING AXIS. PART BEING RETURNED TO MFG FOR WARRANTY EXCHANGE AND INSP.

CA080819008

BOLKMS

LYC  

 

NUT  

LOOSE

8/5/2008

BK117B2

LTS101750B1

 

 

MAIN ROTOR

(CAN) VIBRATION NOTICEABLE ON COLLECTIVE CONTROL PWR CHANGES. FURTHER INVESTIGATION REVEALED THAT THE MAIN ROTOR MAST HAD .2500 INCH VERTICAL PLAY. ON THE REMOVAL PROCEDURE OF THE MAIN ROTOR MAST FROM THE GEARBOX IT WAS NOTED THAT THE MAST NUT HAD NO TORQUE. A THOROUGH INSPECTION OF THE ACCESSIBLE GEARBOX COMPONENTS WAS CONDUCTED WITH NO FAULTS DETECTED, THE MAIN ROTOR MAST WAS REINSTALLED AND THE ACFT FLOWN WITH NO FURTHER VIBRATION DETECTED.

CA080627002

BOLKMS

LYC  

 

ENGINE

FLAMED OUT

6/24/2008

BK117B2

LTS101750B1

 

LTS100750B

NR 2 

(CAN) DURING NR2 ENGINE START UP PROCEDURE NR2 ENGINE FLAMED OUT. NR2 ENGINE WAS SET TO IDLE AND UPON TURNING ON NR2 GENERATOR, ENGINE SPOOLED DOWN. THERE WERE NO SURGES WITH THE INSTRUMENTS. ACFT WAS SHUTDOWN AND INSPECTED. DURING INSP NO FAULTS WERE DETECTED. A FUEL SAMPLE WAS TAKEN AND SHOWED THAT IT WAS CLEAR AND FREE OF WATER. ALL FUEL SUPPLY LINES TO THE NR2 ENGINE WERE INSPECTED AND FOUND NO FAULTS. ALL AIR LINES WERE REMOVED AND VISUALLY INSPECTED AND CAPPED LEAK CHECKED AROUND THE FLARES AND NO FAULTS WERE DETECTED. AIR LINES WERE REINSTALLED AND NR2 ENGINE ASSY WAS LEAK CHECKED IAW MM NO FAULTS DETECTED. THE NR2 ENG WAS GROUND RUNNED AND LEAK CHECKED NO FAULTS WERE FOUND. ACFT WAS RETURNED TO SERVICE AFTER ELECTRICAL LOAD TEST.

CA080702012

BOLKMS

ALLSN

 

TUBE

CHAFED

7/2/2008

BO105S

250C20B

10543079

ASSB3510127

TAIL ROTOR

(CAN) INSP OF THE TAIL ROTOR CONTROL TUBE IAW CAMPAIGN NOTICE 351-67-10-017, A 7X7MM AREA WAS FOUND TO HAVE BEEN CHAFED TO A DEPTH OF .003 INCHES 15MM FWD OF THE PROTECTIVE SLEEVE INSTALLED ON THE CONTROL ROD IN THE 10 O`CLOCK POSITION LOOKING FWD FROM THE AFT OF THE ACFT. CHAFED AREA TO BE CLEANED UP AND ALODINE APPLIED, AND ON REINSTALLATION OF THE PROTECTIVE BOOT ENSURE NO CONTACT WITH THE CONTROL ROD IS PRESENT.

CA080411003

BOLKMS

ALLSN

 

ROD END

DAMAGED

2/20/2008

BO105S

250C20B

 

10513142

BEARING

(CAN) ROD END HAS TEFLON MISSING WITH METAL TO METAL CONTACT (TC NR 20080411003)

CA080411001

BOLKMS

ALLSN

 

ACTUATOR

FAILED

2/20/2008

BO105S

250C20B

 

D107610E

TRIM SYS

(CAN) ACTUATOR FAILED, (WOULD NOT RETRACT) ON PRESTART TEST. FAILED IN THE EXTEN POSITION (CYCLIC FULL FWD) (TC NR 20080411001)

CA080923003

BOLKMS

ALLSN

 

WIRE

BROKEN

9/12/2008

BO105S

250C20B

 

52802800

CARGO HOOK

(CAN) ACFT OVERHAULED, CAME BACK TO BASE LAST WEEK OF AUGUST, NO SLING LOAD OPERATION HAS BEEN LOGGED. ELECTRICAL WIRE FOUND BROKEN AT HOOK CONNECTOR LOCATION. ELECTRICAL WIRE ATTACHED WITH CLAMPS (4X) ALONG THE SWING CABLE SUPPORT. THE ROUTING SEEMED TO BE TOO TIGHT.

CA080819009

BOMBDR

HNYWL

 

VALVE

UNKNOWN

8/15/2008

BD1001A10

AS90711A

 

17C17616A3

LANDING GEAR

(CAN) DURING FINAL APPROACH THE PILOT SELECTED THE LANDING GEAR DOWN AND THERE WAS NO MOVEMENT. MOMENTARILY THE PROX SYS FAULT CYAN CAS POSTED, BUT CLEARED WITHIN SECONDS. THE PILOT PUT THE GEAR HANDLE BACK UP. THEN SELECTED IT BACK DOWN. AGAIN THE GEAR DID NOT MOVE. HE THEN GRABBED THE QRH AND CARRIED OUT THE EMER PROCEDURES TO DEPLOY THE GEAR. WHEN THE EMER LG HANDLE WAS PULLED THE GEAR DEPLOYED AND ACHIEVED 3 GREEN IN A FEW SECONDS. THE LANDING WENT SMOOTHLY.

CA080806002

BOMBDR

HNYWL

 

DISPLAY

MALFUNCTIONED

7/29/2008

BD1001A10

AS90711A

 

8221577012

COCKPIT

(CAN) PILOT REPORTED, DURING PREFLIGHT. THEY STARTED THE APU. AFTERWARDS, PILOT SELECTED THE AIR SOURCE TO (NORMAL) THEN SMOKE BEGAN EMITTING FROM THE RT SIDE OF THE COCKPIT BETWEEN THE GLARESHIELD AND WINDOW. PILOT SELECTED THE AIR SOURCE TO (OFF) THEN SHUTDOWN THE APU. FOUND COPILOT`S MFD AS THE SOURCE OF THE SMOKE. REMOVED AND REPLACED COPILOT`S MFD. OPS GOOD. EXTENSIVE GROUND TESTING INCLUDING OPS OR AIR COND SYS WAS CARRIED OUT AND ALL WAS FOUND TO BE NORMAL.

CA080711004

BOMBDR

HNYWL

 

BEARING

DRAGGING

6/27/2008

BD1001A10

AS90711A

 

347074

ACM IMPELLER

(CAN) CREW REPORTS THEY WERE ON TAXI WAY, HAVING JUST LEFT THE FBO WHEN THICK GREY SMOKE STARTED ROLLING OUT OF THE VENTS. THE CABIN FILLED UP QUICKLY ENOUGH THEY WERE STARTING TO HAVE TROUBLE BREATHING. ONLY THING THEY MANAGED TO DO WAS SHUT DOWN AND GET OUT OF ACFT. RAMP AGENT FOR THE FBO DROVE UP IN A TRUCK, SAW WHAT WAS GOING ON, AND CALLED THE FIRE DEPARTMENT. FD USED THERMAL IMAGING TO DETERMINE THERE WAS NO FIRE AND LEFT. NO EMERGENCY WAS DECLARED.

CA081006002

BOMBDR

 

 

CONVERTER

DAMAGED

9/29/2008

BD7001A10

 

 

1707580A

 

(CAN) ON GROUND, DURING GROOMING THE ACFT, THE AC POWER DROPPED OFF. WHEN IT WAS RE-APPLIED, COCKPIT DISPLAYS SHOWED AC SYSTEM IN MAGENTA (NO COMMUNICATION). FOUND THE EXTERNAL AC/DC CONVERTOR CARD LOCATED IN THE AC POWER CENTER HAD A BURNED TRACE. THE MICROPROCESSOR CARD LOCATED ABOVE THE AC/DC CONVERTER CARD HAD A SMALL AMOUNT OF SOOT BUT NO VISIBLE DAMAGE. THE PRIMARY LOGIC CARD WAS SOOTY AND , WHEN THE SOOT WAS WASHED OFF, A SMALL AREA ABOUT 3 SQUARE INCHES WAS DISCOLORED. AC POWER CENTER REPLACED TO DISPATCH THE ACFT.

CA080915006

BOMBDR

HNYWL

 

WARNING LIGHT

ILLUMINATED

8/26/2008

BD7001A10

AS90711A

 

 

MLG 

(CAN) DURING FLT, "GEAR SYS FAIL" CAUTION MESSAGE POSTED. CREW VERIFIED ACTIVE FAULTS IN CAIMS TO FIND LGECU CHANNEL B FAILED. CREW PROCEEDED TO PREPARE FOR LANDING FOLLOWING ACFT FLT MANUAL PROCEDURE FOR GEAR SYS FAIL MESSAGE. MANUAL LANDING GEAR EXTENSION PROCEDURE WAS CARRIED OUT IAW AFM. ON APPROACH, ACFT DESCENDED TO AN ALTITUDE OF 500 FEET WHEN ENHANCED GROUND PROXIMITY WARNING SYSTEM "TOO LOW GEAR" UN-MUTABLE AURAL WARNING SOUNDED, WHICH PROMPTED PILOT TO GO AROUND AND VERIFY THE REASON FOR THIS WARNING. AFTER VERIFICATION CREW MADE A SECOND ATTEMPT ON APPROACH AND THE "TOO LOW GEAR" AURAL WARNING SOUNDED AGAIN DISREGARDED BY CREW TO FINALIZE LANDING. ON TOUCH DOWN, THE PILOT NOTICED THAT THE LT ENGINE DID NOT REVERT FROM FLIGHT IDLE TO GROUND IDLE AND CABIN DID NOT DEPRESSURIZE. LGECU WAS REPLACED, SYS TESTED FULLY OPERATIONAL AND THE ACFT WAS RETURNED TO SERVICE. ACFT HAS SINCE FLOWN WITHOUT ANY OTHER RELATED ISSUES. PRELIMINARY INFO ON THE EVENT INDICATED THAT, DURING FLIGHT, "GEAR SYS FAIL" CAUTION MESSAGE WAS POSTED. FLIGHT CREW VERIFIED THE ACTIVE FAULTS IN CAIMS TO FIND THE LGECU CHANNEL B FAILED. FLIGHT CREW PROCEEDED TO PREPARE FOR LANDING FOLLOWING ACFT FLIGHT MANUAL PROCEDURE FOR GEAR SYS FAIL MESSAGE. MANUAL LANDING GEAR EXTENSION PROCEDURE WAS CARRIED OUT IAW AFM. ON APPROACH, ACFT DESCENDED TO AN ALTITUDE OF 500 FT WHEN ENHANCED GROUND PROXIMITY WARNING SYS "TOO LOW GEAR" UN-MUTABLE AURAL WARNING SOUNDED, WHICH PROMPTED THE PILOT TO GO AROUND AND VERIFY REASON FOR THIS WARNING. AFTER VERIFICATION THE CREW MADE A SECOND ATTEMPT ON APPROACH AND THE "TOO LOW GEAR" AURAL WARNING SOUND.

CA081007003

BOMBDR

GE  

 

SCREW

LOOSE

10/6/2008

CL6002D15

CF348C5

 

NAS86034NAS86

SLAT 

(CAN) ALL SCREWS ON TOP OF WING UNDER THE SLATS WERE FOUND LOOSE. 2 SCREWS , 1 ON EACH SIDE, WERE FOUND PROTRUDING BEYOND THE WING SURFACE CAUSING MINOR DAMAGE TO THE UNDER SKING SURFACE OF THE SLAT. ALL SCREWS WERE TIGHTENED BACK.

CA081009008

BOMBDR

GE  

 

WIRE

CHAFED

10/8/2008

CL6002D15

CF348C5

 

 

 

(CAN) FLIGHT ATTENDANT REPORTED A BURNING ODOR IN THE CABIN. THE ACFT LANDED UNEVENTFULLY. THE CAUSE OF THE ODOR WAS TRACED TO CHAFED WIRE ABOVE THE FORWARD LAVATORY.

CA081007001

BOMBDR

PWC  

 

FADEC

MALFUNCTIONED

10/3/2008

DHC8400

PW150A

 

312240015

NR 2 ENGINE

(CAN) DURING PUSH-BACK FROM THE GATE WITH BOTH ENGINES RUNNING (PROPS FEATHERED), THE NR 2 ENGINE HAD AN UN-COMMANDED SHUTDOWN WITH AN ASSOCIATED NR 2 ENG FADEC FAIL WARNING LIGHT AND POWERPLANT MSG. INTERROGATION OF THE CDS REVEALED THE FOLLOWING FAULT CODES: 705, 707, 734, MPT, 737, 740, 748 & 749. FIM TASKS ARE CURRENTLY IN WORK, BUT AS FAULT CODES 705 & 707 ARE INDICATING AN INTERNAL FAULT IN THE FADEC. FADEC REPLACED IAW AMM TASK 73-21-01-400-801, FAULT CODES CLEARED, PLA TRIM AND ENGINE RUNS CARRIED OUT SUCCESSFULLY.

CA080903011

BOMBDR

PWC  

 

SHAFT

SHEARED

9/3/2008

DHC8400

PW150A

 

6617303

HYDRAULIC PUMP

(CAN) DURING DESCENT ENGINE THE NR2 HYDR PUMP CAUTION LIGHT CAME ON ACFT CONTINUE NORMAL LANDING. NR2 HYDR PRESS BEING MAINTAINED BY PTU MAINT. FOUND EDP SHAFT SHEARED.

CA080805005

BOMBDR

PWC  

 

SEQUENCE VALVE

INOPERATIVE

7/31/2008

DHC8400

PW150A

 

483025

MLG DOOR

(CAN) DURING DEPARTURE, THE LANDING GEAR WAS SELECTED UP, THE RT MLG DOOR WAS SLOW TO CLOSE (APPROX 10 MINUTES). THE F/A VERIFIED THE DOOR WAS OPEN. THE DOOR THEN CLOSED WITHOUT ACTION FROM THE PILOT. PSEU FAULT CODE RGDCL UNREASONABLE FAR. RT MLG SOLENOID SEQUENCE VALVE REPLACED.

CA080805006

BOMBDR

PWC  

 

PUMP

DAMAGED

8/1/2008

DHC8400

PW150A

 

6617303

HYD SYSTEM

(CAN) DURING APPROACH, NR 2 HYD PUMP CAUTION LIGHT ILLUMINATED. PTU WAS SELECTED ON SO ALL SYSTEMS OPERATED NORMAL FOR ROUTINE LANDING. EDP CASE HALVES LOOSE AND PUMP NOT MAKING PRESSURE. PUMP REPLACED.

CA080814013

BOMBDR

PWC  

 

ENGINE

FAILED

8/12/2008

DHC8400

PW150A

 

 

LEFT 

(CAN) DURING TAKE OFF ROLL AT AROUND 60 KNOTS, LT ENGINE ITT ENGINE WARNING ILLUMINATED AND CREW FELT THE ACFT YAW. ENGINE WAS SECURED AND ACFT RETURNED TO GATE WITHOUT INCIDENT. METALLIC DEBRIS OBSERVED ON THE RUNWAY AND IN ENGINE EXHAUST DUCT. ENGINE TO BE REMOVED AND SENT TO PWC FOR INVESTIGATION. MANUFACTURER WILL CONTINUE INVESTIGATING THE EVENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED.

CA080919004

BOMBDR

PWC  

 

NUT  

LOOSE

9/16/2008

DHC8400

PW150A

766859C

 

OIL PUMP

(CAN) DURING DESCENT NR 2 ENGINE INDICATED LOW OIL PRESSURE. ENGINE WAS SHUTDOWN AND UNEVENFUL LANDING WAS CARRIED OUT. MX BORESCOPE INSP FOUND THE OIL PUMP DRIVE SHAFT NUT BECAME LOOSE.

CA080925001

BOMBDR

PWC  

 

WINDOW

CRACKED

9/14/2008

DHC8400

PW150A

 

80260008

COCKPIT

(CAN) RT WINDSHIELD CRACKED DURING CRUISE. REDUCED SPEED TO 180 KTS AND DESCENDED TO FL100 AND LANDED AT DESTINATION. MX REPLACED WINDSHIELD. ACFT RETURNED TO SERVICE.

CA080806008

BOMBDR

PWC  

 

OUTFLOW VALVE

FAILED

7/30/2008

DHC8400

PW150A

 

88060B010003

CABIN PRESSURE

(CAN) ACFT RETURNED DUE TO DEPRESSURIZATION AND BURNING ODOR IN THE COCKPIT. ATC CALLED LOCAL STANDBY, NO PAN/MAYDAY DECLARED. ACFT LANDED SAFELY AND WITHOUT INCIDENT. MAINT INTEROGATEED THE CDS, THE FOLLOWING CODES IDENTIFIED: AFT OUTFLOW VALVE FAIL CPC/OFF VALVE DATA FAIL. AFT OUTFLOW VALVE REPLACED. FUNCTION CHECKS OF ECS SYSTEM CARRIED OUT COULD NOT IDENTIFY ANY ODORS. AIRCRAFT RETURNED TO SERVICE.

CA080820001

BOMBDR

PWC  

 

SCAVENGE PUMP

LOOSE

8/17/2008

DHC8400

PW150A

 

766859C

NR 2 ENGINE

(CAN) AT 15000 FT IN THE DESCENT, THERE WAS A SUDDEN LOSS OF OIL PRESSURE ON THE NR 2 ENG. GAUGE INSTANTLY SHOWED ZERO WITH THE NR 2 OIL PRESS WARNING AND CHIME. CREW IMMEDIATELY SHUT DOWN THE NR 2 ENG, TAKING ABOUT 5 TO 10 SECONDS TO COMPLETE MEMORY ITEMS. AFTER ENGINE/PROP FEATHERED, THERE SEEMED TO BE NO OTHER PROBLEMS. CASTELLATED NUT ON THE OIL SCAVENGE PUMP FOUND LOOSE. WITH INPUT SHAFT ROTATING THE SPUR GEAR WAS NOT ROTATING WHICH WAS DRIVE FOR THE ADJACENT SHAFT. RGB SCAVENGE IS LOCATED ON THIS SHAFT WHICH WAS NOT ROTATING. OIL SCAVENGE PUMP BEING REPLACED.

CA080825001

BOMBDR

PWC  

 

CONTROL UNIT

SHORTED

8/25/2008

DHC8400

PW150A

 

666000459

NR 2 ENGINE

(CAN) DURING FLIGHT THE PROP SPEED SHOWED 1070 RPM IN DESCENT WITH PEC CAUTION. CREW PREFORMED NR2 ENGINE IFSD AND RETURNED TO BASE. MAINT REVIEWED CDS AND FOUND FC 160 CH A&B. FIM TASK FOLLOWED AND FOUND MPU SHORTED TO GROUND. MPU REPLACED AND EGR C/O SATIS. ACFT RELEASED FOR SERVICE.

CA080730006

BOMBDR

PWC  

 

ENGINE

FAILED

7/13/2008

DHC8400

PW150A

 

 

 

(CAN) 10 MINUTES AFTER TAKEOFF, THE ENGINE OIL PRESSURE AND TORQUE INDICATION DECREASED BELOW ALLOWABLE LIMITS. THE ENGINE WAS SHUTDOWN AND SECURED BY THE FLIGHT CREW. MFG WILL CONTINUE INVESTIGATING THE EVENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED.

CA080730007

BOMBDR

PWC  

 

ENGINE

ERRATIC

7/6/2008

DHC8400

PW150A

 

 

NR 1 

(CAN) DURING TAKEOFF ROLL THE NR 1 ITT DROPPED TO 230 DEGREES AND WAS ERRATIC. THE PILOT ELECTED TO ABORT THE TAKEOFF AND RETURNED TO THE GATE. TROUBLESHOOTING DISCLOSED FAULT CODE (FC) 973 T6 OPEN CIRCUIT. FURTHER INTERROGATION OF FC CONFIRMED 973 PRESENT ON BOTH A&B CHANNELS. THE T6 HARNESS WAS REPLACED AND THE ACFT RETURNED TO SERVICE. ERRATIC ITT INDICATION WAS NOTED BY THE CREW DURING THE PREVIOUS FLIGHT.

CA080818001

BOMBDR

PWC  

 

PUMP

LEAKING

8/14/2008

DHC8400

PW150A

 

661733

HYD SYSTEM

(CAN) DURING CRUISE OPERATION FLIGHT CREW OBSERVED NR 1 HYDR SYS CAUTION LIGHT ON, FLIGHT DIVERTED TO BASE. CREW CONFIRMED NO PRESSURE FROM NR 1 EDP SELECTED SPU CONFIRMED PRESSURE 3000 PSI AND NO QUANTITY LOSS. ON GROUND TROUBLESHOOTING REVEALED EDP HAD 5 PUNCTURES THROUGH CASING & SOURCE OF SMALL AMOUNT OF HYDR FLUID LOSS. NR 1 ENGINE DRIVEN PUMP REPLACED.

CA080715001

BOMBDR

PWC  

 

PUMP

FAILED

6/25/2008

DHC8400

PW150A

 

6617303

HYDRAULIC SYS

(CAN) DURING CRUISE FLIGHT EDP NR 1 FAILED AND HYDRAULIC PRESSURE WAS LOST. SPU TURNED ON THEN TURNED OFF DUE TO LOSS OF HYDRAULIC FLUID NR 1 SYSTEM. ACFT LANDED AT DESTINATION AIRPORT WITHOUT INCIDENT. GROUND INSPECTIONS REVEALED METAL IN CASE DRAIN FILTER. EDP REPLACED AND ACFT RETURNED TO SERVICE.

CA081021002

BOMBDR

PWC  

 

SENSOR

CRACKED

10/18/2008

DHC8400

PW150A

 

401020101

NLG DOOR

(CAN) ON INSPECTION FOUND NOSE GEAR DOOR CLOSED SENSOR CRACKED. SENSOR REPLACED IAW AMM 32-61-06-04

CA081021004

BOMBDR

PWC  

 

SENSOR

OUT OF RIG

10/19/2008

DHC8400

PW150A

 

 

NLG DOOR

(CAN) NOSE GEAR DOOR LIGHT FLICKERING ON AND OFF IN FLIGHT. RIGGED NOSE GEAR DOOR PROXIMITY SENSOR IAW AMM 32-61-06. CYCLED NOSE GEAR DOORS AND NO OTHER FAULTS FOUND.

CA081021006

BRAERO

GARRTT

HAWKER

JACKSCREW

FROZEN

10/20/2008

BAE125800A

TFE7315R

 

258CT29115A

TRIM ACTUATOR

(CAN) CREW REPORT THE ELEVATOR TRIM WAS DIFFICULT TO MOVE IN FLIGHT. UPON INSPECTION BY MX IT WAS FOUND THE ACTUATOR WAS CORRODED INTERNALLY AND THE GREASE WAS CONTAMINATED AND HARDENED. HAWKER BEECHCRAFT ALREADY HAS SB 27-3840 R1 TO CHECK FOR THIS SAME ISSUE WITH THESE ACTUATORS. BOTH LT AND RT ACTUATORS WERE REPLACED DUE TO THIS ISSUE AND THE ACFT RETURNED TO SERVICE.

CA080801001

BRAERO

RROYCE

 

FLEX LINE

CHAFED

7/26/2008

HS7482A

DART5342

 

 

HYD SYSTEM

(CAN) ON APPROACH, THE CREW OBSERVED A LOSS OF HYDRAULIC PRESS AFTER GEAR WAS SELECTED DOWN. THE ACFT LANDED WITHOUT FURTHER INCIDENT. MAINT IDENTIFIED THE HYDRAULIC LINE FROM THE PUMP THE HIGH PRESSURE FILTER AS THE SOURCE OF THE LEAK. THE LINE WAS REPLACED AND THE ACFT RETURNED TO SERVICE.

CA080729006

BRAERO

RROYCE

LKHEED

COVER

LEAKING

7/27/2008

HS7482A

DART5342

 

AIR29804

HYDRAULIC PUMP

(CAN) WHILE ENROUTE FROM YBK TO YTH FAMO EXPERIENCED LOSS OF HYDRAULIC PRESSURE. AN EMERGENCY WAS DECLARED AND THE ACFT DIVERTED TO YTH WHERE AN UNEVENTFUL LANDING WAS MADE. DURING THE FLIGHT HYDRAULIC PRESSURE WAS SEEN TO RISE AND FALL A NR OF TIMES. EMERGENCY U/C ACTUATION WAS NOT REQUIRED. UNDER INSPECTION THE RT HYDRAULIC PUMP WAS FOUND TO BE LEAKING. THE PUMP WAS CHANGED AND THE SYSTEM EXHIBITED NO DEFECTS DURING FUNCTION TESTING. THE PUMP WAS INSPECTED AND THE LEAK WAS FOUND TO BE FROM THE TOP EDGE OF THE END COVER THROUGH A NR OF PIN HOLES IN THE CASTING. THERE WERE NO LEAKS THROUGH THE PUMP FIXTURES AND FITTINGS. THE PUMP WILL BE SENT FOR STRIP EVALUATION.

CA080919007

BRAERO

RROYCE

 

SUPERCHARGER

INOPERATIVE

9/17/2008

HS7482A

DART5342

 

139312

CABIN PRESSURE

(CAN) WHILE IN CRUISE FLIGHT, ENROUTE, CREW NOTICED A STRANGE ODOR COMING FROM THE CABIN. CREWMAN ONBOARD WENT TO LOOK IN THE CABIN AND NOTICED TEMPERATURE IN THE CABIN WAS VERY HOT AND THERE WAS LIGHT HAZE OR SMOKE IN SAFELY. MX INSPECTED THE ACFT AND FOUND THAT BOTH CABIN SUPERCHARGER INTAKE FILTERS WERE NEARLY COMPLETELY CLOGGED. FURTHER INSP REVEALED SOME SCORING ON THE INSIDE WALLS AND ROTORS OF THE CABIN SUPERCHARGERS. INLET FILTERS WERE CLEANED AND BOTH LT AND RT CABIN SUPERCHARGERS REPLACED. GROUND RUNS AND FLIGHT TEST WERE COMPLETED, THE ACFT WAS FOUND SERVICEABLE AND RELEASED FOR SERVICE.

2008FA0000773

CESSNA

CONT

 

CYLINDER

CRACKED

9/29/2008

150L

O200A

 

65315

ENGINE

NR 4 CYLINDER FOUND CRACK AT BARREL BETWEEN COOLING FINS. CRACK WAS APPROX 300 DEGREES AROUND CYLINDER CIRCUMFERENCE. SYMPTOMS INCLUDED ROUGH RUNNING, LARGE OIL LEAK AND SMOKE. CATASTROPHIC FAILURE WAS EMANATE AND WOULD HAVE CAUSED COMPLETE LOSS OF ENGINE POWER. (K)

CA081002007

CESSNA

LYC  

 

FITTING

FRACTURED

9/24/2008

152  

O235L2C

 

04311481

VERTICAL STAB

(CAN) ACFT BROUGHT TO MX DUE TO ACFT NOT RESPONDING CORRECTLY, VERTICAL STABILATOR WAS INSPECTED AND A FRACTURE WAS FOUND IN THE BRACKET. IT APPEARED TO BE A STRESS FRACTURE IN THE FITTING. WE WOULD LIKE ALL CESSNA OWNERS TO UNDERSTAND THAT IF THE TAIL HITS THE GROUND OR IT RUBS THE GROUND IN ANY WAY THAT IT SHOULD BE INSPECTED. THIS ACFT HAD BEEN INSPECTED APPROX 50 HOURS PRIOR AND THERE WAS NO FRACTURE AT THAT TIME. ALL OF THE FITTINGS AND BOLTS RELATED TO THE ATTACH POINT OF THE VERTICAL FIN WERE REPLACED AND THE FIN WAS INSPECTED FOR ANY DAMAGE. WE ARE GOING TO CONTINUE TO MONITOR THESE FITTINGS ON ALL 152`S AND IF FURTHER INFORMATION ABOUT THIS ISSUE BECOMES APPARENT TO US WE WILL UP DATE.

CA080912003

CESSNA

LYC  

 

PLUG

WORN

9/2/2008

152  

O235L2C

 

SL11625

ENGINE

(CAN) THE PISTON PIN PLUGS IN TWO CYLINDERS ON THE ENGINE WORE UNUSUALLY AND CAUSED ALUMINUM METAL CONTAMINATION THROUGHOUT THE ENGINE.

CA081006001

CESSNA

LYC  

 

STEERING SYS

INOPERATIVE

10/2/2008

152  

O235L2C

 

05430223

 

(CAN) INSTRUCTOR WITH A STUDENT PILOT ON BOARD REPORTED THAT ALTHOUGH RUDDER PEDAL TRAVEL APPEARED TO BE NORMAL DURING TAXI, AT THE POINT OF LIFT OFF RUDDER PEDAL MOVEMENT WAS RESTRICTED TO RT RUDDER ONLY. RUDDER COULD NOT BE MOVED TO THE LT. THE ACFT CONTINUED WITH A NORMAL CIRCUIT AND LANDED WITHOUT INCIDENT WHEREUPON THE RUDDER PEDAL MOVEMENT APPEARED TO RETURN TO NORMAL OPERATION. MAINT INSP WAS REQUESTED FOR THE ACFT. IT WAS DISCOVERED THAT THE LT STEERING TUBE ASSY, P/N 0543022-3 HAD LOST THE CUSHIONING EFFECT OF THE INTERNAL SPRING. THIS IN EFFECT HAD LEFT THE TUBE ASSY TO ACT AS A SOLID ROD, WHERE AFTER LIFT OFF WITH THE NOSE OLEO EXTENDED AND THE NOSE WHEEL LOCKED IN THE CENTER POSITION, IT WOULD HAVE CAUSED THE DESCRIBED SYMPTOMS OF NO RUDDER PEDAL TRAVEL. A SIMILAR SITUATION WAS REPORTED AND PUBLISHED IN "SERVICE DIFFICULTY ADVISORY" NR AV-2007-04.

CA080715002

CESSNA

LYC  

 

ATTACH FITTING

CRACKED

7/15/2008

152  

O235L2C

 

04310093

 

(CAN) LT ATTACH FITTING CRACKED AT LOWER OUTSIDE RADIUS ADJACENT TO AN 4-6A ATTACH BOLT.

CA080723006

CESSNA

LYC  

 

ALTERNATOR

FAILED

7/21/2008

152  

O235L2C

 

 

 

(CAN) DURING CRUISE, PILOT NOTICED KX155 NAV/COM FLASHING ITS DISPLAY AND VOR NEEDLE ERATIC. PILOT DECLARED NORDO AND LANDED SAFELY WITHOUT FURTHER INCIDENCE. MAINT ATTEPTED TO START ACFT AND DISCOVERED BATTERY ALMOST DEAD. ACFT CHARGING SYS HAD MALFUNCTIONED DURING FLIGHT AND PILOTS WERE UNAWARE OF THE PROBLEM. MFG INSTALLED AMMETER SHOWS VERY LITTLE NEEDLE DEFLECTION WHEN SYS IS OPERATING NORMALLY, EVEN UNDER HEAVY LOAD. ALSO, EARLIER 152`S WERE PROVIDED WITH AN OVERVOLT RED LIGHT ONLY. LATER 152S INCORPORATE AN UNDERVOLT LIGHT WHICH IS MORE USEFULL. MAINTENANCE CHARGED BATTERY AND REPAIRED BROKEN RING TERMINAL ON ALTERNATOR FIELD WIRE, ACFT RETURNED TO SERVICE.

CA080812003

CESSNA

LYC  

 

PISTON

DAMAGED

8/8/2008

152  

O235L2C

 

LW13623

ENGINE

(CAN) TOP COMPRESSION RING BROKEN, OIL RING SEIZED, PISTON BURNED FROM BLOWBY, CONNECTING ROD UPPER BRG LOOSE, BRG BORE OUTSIDE SERVICE LIMITS.

CA081020003

CESSNA

LYC  

 

STARTER

BROKEN

10/19/2008

152  

O235L2C

 

MMU6001

ENGINE

(CAN) SNAG REPORTED THAT ACFT WOULD NOT START. UPON INVESTIGATING IT WAS NOTED THAT THE STARTER HOUSING WHERE IT ATTACHES TO ENGINE WAS BROKEN. ALSO NOTED THAT THE BENDIX DRIVE TEETH WERE MISSING/SHEARED OFF. ENGINE CASE INSPECTED FOR DAMAGE, NONE FOUND NEW STARTER INSTALLED AND FUNCTION CHECKED SERVICEABLE. A CHECK ON STARTER SOLENOID SHOWED NO FAULTS. SUSPECT STARTER WAS RE-ENGAGED BY PILOT AFTER ENGINE WAS RUNNING.

CA070613003

CESSNA

LYC  

 

STARTER

SHORTED

6/12/2007

152  

O235L2C

 

MMU4001R

 

(CAN) STUDENT TRIED TO START ENGINE THE STARTER WOULD NOT ENGAGE. AIRCRAFT BROUGHT INTO HANGAR AND COWLS REMOVED. AME TRIED TO ENGAGE STARTER IN THE SHOP BUT IT WOULD NOT ENGAGE. WHEN HE CHECKED THE STARTER IT WAS VERY HOT AND THERE WAS SOME SMOKE COMING OUT OF IT. STARTER REMOVED AND SENT BACK FOR WARRANTY REPLACMENT.

CA080121006

CESSNA

CONT

 

CAP  

CRACKED

12/18/2007

172D

O300D

 

0543011

NLG STRUT

(CAN) DURING ANNUAL INSP OF THE NOSE GEAR ASSY AND OLEO, THE OLEO CAP WAS FOUND TO BE CRACKED. THE CRACK WAS LOCATED .1875 IN FROM THE RADIUS OF THE END FLANGE. THE CAP WAS FOUND TO BE BROKEN THROUGH AND WAS REMOVED IN 2 PIECES. REVIEW OF THE TECHNICAL RECORDS INDICATED THAT THE ACFT HAD BEEN SUBJECT TO SIGNIFICANT DAMAGE LATE IN 1979 AT 2479.9 HRS TTAF. (TC NR 20080121006)

CA070726005

CESSNA

LYC  

 

GEAR

FAILED

12/30/2006

172K

O320E2D

MZ4206

EBB75A

STARTER

(CAN) ENGINE WOULD NOT START, STARTER REMOVED, BENDIX FOUND SHATTERED. (TC NR 20070726005)

CA080826008

CESSNA

LYC  

 

CYLINDER

CORRODED

8/25/2008

172K

O320E2D

PN9122

6119 

MLG 

(CAN) CYLINDER CASTING COMPOSED OF ALUM STEEL ANCHOR BOLTS MOUNTED IN CASTING CAUSED CORROSSION OF ALUM BOSS BORES WHICH OVER TIME CAUSED THE BOSS CASTING TO CRACK DUE TO THE (SWELLING) ACTION OF THE CORROSION NEXT TO THE STEEL PINS. DUE TO THE NORMAL DIRT CREATED BY BRAKING VISUAL INSP DIFFICULT WITHOUT REMOVAL FOR CLEANING. BOTH ANCHOR BOLT BOSSES CRACKED ON BOTH CALIPERS (4 CRACKS).

2008FA0000833

CESSNA

LYC  

SLICK

DISTRIBUTOR GEAR

DESTROYED

11/1/2008

172L

O320E2D

 

M3008

MAGNETO

CONTACT PIN ON THE DISTRIBUTOR GEAR COMES LOOSE AND IS UNUSEABLE. PLASTIC HOLDING IT ON IS CRACKED. (K)

2008FA0000836

CESSNA

LYC  

 

FLAP SYSTEM

FAILED

11/20/2008

172L

O320E2D

 

 

ZONE 600

ON FINAL APPROACH THE PILOT DECIDED TO EXECUTE A GO AROUND AND AS HE BROUGHT UP THE FLAPS TO THE 20 DEGREE SETTING THE RT FLAP INBD ROLLER SUPPORT JAMMED IN THE FLAP TRACK ASSY AND THE FLAP RETRACTED CROOKED AND JAMMED AGAINST THE RT AILERON LEAVING THE RT AILERON STUCK IN THE UP POSITION AND CAUSING AN ASYMMETRICAL FLAP CONDITION WHICH CAUSED THE AIRPLANE TO PULL TO THE RT. WITH FULL LT PRESSURE ON THE YOKE AND WITH RUDDER THE PILOT WAS ABLE TO CONTROL THE AIRPLANE. THE PILOT WAS ABLE TO TURN LT AND WITHOUT FURTHER INCIDENT FLY THE PATTERN AND LAND THE AIRPLANE SAFELY.

CA080613005

CESSNA

LYC  

CESSNA

BOLT

MISINSTALLED

6/4/2008

172L

O320E2D

 

AN310A

RUDDER PEDAL

(CAN) LT RUDDER PEDAL SYS INSPECTED TO VERIFY CLEARANCE BETWEEN THE BOLT AND NUT HOLDING THE BRAKE BELLCRANK LOCATED BESIDE THE RT RUDDER PEDAL ARM BAR ON THE PILOT SIDE AND THE NOSE GEAR STEERING ARM TUBE ATTACHMENT. BOLT WASHER AND NUT REPOSITIONED TO ALLOW CLEARANCE. MINOR INTERFERENCE NOTED PRIOR TO REPOSITIONING. INSP CARRIED OUT AFTER FINDINGS AS DESCRIBED IN SDR 20080613002.

2008FA0000739

CESSNA

 

 

ADAPTER

DAMAGED

11/3/2008

172M

 

 

 

VACUUM SYS

AIRCRAFT HAD A FRESHLY OVERHAULED ENGINE INSTALLED AND WAS MAKING ITS FIRST FLIGHT. DURING CRUISE, IN VFR CONDITIONS, THE PILOT NOTED A OVERHEATING TYPE OF ODOR AND THEN NOTED A MOMENTARY SMALL REDUCTION IN POWER AFTER WHICH POWER RETURNED TO NORMAL. THE PILOT THEN NOTICED THAT BOTH GYROS BEGAN PROCESSING AND THE VACUUM GAUGE READ ZERO. AIRCRAFT RETURNED WITHOUT FURTHER INCIDENT. INVESTIGATION BY MAINTENANCE FOUND THAT THE VACUUM PUMP ADAPTER WAS DISCOLORED. REMOVAL OF VACUUM PUMP FOUND THAT THE SPLINED SHAFT HAD MELTED AWAY AND ITS PARTICLES WERE CAUGHT BETWEEN PUMP AND ADAPTER. MAINTENANCE NOTED THAT THE OIL DISTRIBUTION HOLES BETWEEN THE ADAPTER AND THE ENGINE WERE ALIGNED PROPERLY. NO IMMEDIATE CAUSE WAS DETERMINED. ENGINE WAS REMOVED AND RETURNED TO OVERHAUL FACILITY FOR INVESTIGATION AND REPAIR.

CA080703001

CESSNA

LYC  

SLICK

COIL

WORN

7/2/2008

172M

O320E2D

4370

M3975

MAGNETO

(CAN) SB 3-08 DEALS WITH THE PROBLEM OF COIL HIGH-VOLTAGE OUTPUT TABS BEING BENT SLIGHTLY DURING MAGNETO MFG. THE DISTRIBUTOR ROTOR HAS A SPRING-LOADED CARBON BRUSH THAT RIDES ON THIS TAB, AND IF THE TAB IS NOT PERPENDICULAR TO THE ROTOR SHAFT, L THE BRUSH IS THRUST SIDEWAYS IN THE ROTOR SHAFT BORE, WEARING THE SIDES OF THE BRUSH AND CUTTING A HALF-MOON DEPRESSION IN THE COIL TAB. THIS TAB WAS SLIGHTLY OFF-LEVEL AND WAS WORN AS DESCRIBED. THE BRUSH WAS ALSO SOMEWHAT WORN ON ITS SIDES.

CA080702007

CESSNA

LYC  

 

CONTROL CABLE

WORN

6/24/2008

172M

O320E2D

 

0510105207

RUDDER

(CAN) BOTH RUDDER CABLES WERE FOUND WORN AT STA 142 WHERE THEY TRAVEL OVER PULLEYS WITH MINIMAL CONTACT ANGLE. BECAUSE THERE IS LITTLE PRESSURE AGAINST THE PULLEYS AT THIS POINT, THEY VIBRATE AND CHAFE AGAINST THE PULLEYS, CAUSING WEAR OF THE STRANDS. AFTER REMOVAL OF THE CABLES, THE STRANDS BROKE EASILY WHEN THE CABLE WAS BENT SHARPLY. THESE ARE GALVANIZED STEEL CABLES.

CA070708001

CESSNA

LYC  

 

ELT  

MALFUNCTIONED

4/21/2007

172M

O320E2D

 

ELT10

CABIN

(CAN) ELT FOUND DEFECTIVE DURING ROUTINE INSP. ELT WAS FOUND MAKING SQUELCHING SOUND THROUGH RADIO, ON FURTHER INVESTIGATION IT WAS FOUND THAT ELT WAS ACTIVATED WHICH COULD NOT BE SWITCHED-OFF EVEN AFTER DISCONNECTING THE CONNECTOR/POWER. ELT WAS REMOVED FROM ACFT AND BATTERY WAS DISCONNECTED TO DEACTIVATE THE ELT. ELT WAS SENT FOR REPAIR. (TC NR20070708001)

CA070710001

CESSNA

LYC  

 

ALTERNATOR

INOPERATIVE

7/5/2007

172M

O320E2D

 

DOFF10300JR

ENGINE

(CAN) ALTERNATOR NOT CHARGING . (TC NR 20070710001)

CA070502007

CESSNA

LYC  

 

MAGNETO

MALFUNCTIONED

5/1/2007

172M

O320E2D

 

4371 

LEFT 

(CAN) UPON RUN-UP, THE LT MAGNETO WAS SELECTED CAUSING THE ENGINE TO STOP. THE MAGNETO WAS REPLACED, AND AFTER SATISFACTORY GROUND RUNNING, THE A/C WAS RELEASED FOR RETURN TO SERVICE. (TCNR 20070502007)

CA080703002

CESSNA

LYC  

 

BULKHEAD

CRACKED

7/3/2008

172M

O320E2D

 

05120151

FUSELAGE

(CAN) A HALF-INCH CRACK WAS NOTED RADIATING FROM THE FLANGE BEND RELIEF CUTOUT NEAR THE BOTTOM OF THE LT SIDE OF THE BULKHEAD AT STATION 108 (IMMEDIATELY INSIDE THE BAGGAGE DOOR), JUST ABOVE FLOOR LEVEL. THIS AREA IS NORMALLY COVERED BY PLASTIC INTERIOR PANELS. IT WAS DISCOVERED DURING A 200-HOUR INSPECTION, WHICH REQUIRES REMOVAL OF INTERIOR PANELS AND UPHOLSTERY.

CA081009002

CESSNA

LYC  

 

SWITCH

DAMAGED

9/18/2008

172M

O320E2D

 

S16612

TE FLAP

(CAN) THE FLAP SWITCH SHOULD SPRING BACK TO OFF POSITION WHEN PRESSURE IS RELEASED. THE PILOT SELECTED 20° OF FLAP TOOK PRESSURE OFF SWITCH BUT THE FLAPS EXTENDED TO 40° NEW SWITCH INSTALLED.

CA080813006

CESSNA

LYC  

 

CAMSHAFT

WORN

8/1/2008

172M

O320E2D

 

SL18840

ENGINE

(CAN) NR 3 AND NR 4 INTAKE LOBE IS ROUNDED OFF AND SUBSEQUENTLY METAL WAS FOUND IN THE OIL FILTER DURING ROUTINE MX.

CA080908008

CESSNA

LYC  

 

CYLINDER

SEPARATED

9/6/2008

172N

O320D2J

 

AEL85099

NR 1 

(CAN) ACFT WAS CLIMBING OUT ON A TRAINING FLIGHT. SHORTLY AFTER HEARD A LOUD BANG AND RPM DROPPED TO APPROX 1200. TURNED BACK AND LANDED SAFELY FOUND THE NR1 CYL HEAD SEPARATED FROM THE BARREL WITH APPROX 1 INCH OF BARREL EXPOSED PAST THE CYLINDER FINS. NR1 INTAKE LIFTER WAS DAMAGED AS WELL AS THE ENG CRANKCASE, ENG REMOVED FOR OVERHAUL. ENG WAS OPERATING ON AN ON-CONDITION PROGRAM. (@2567 HOURS, TBO IS 2000) FIRST FAILURE OF THIS TYPE. CYL WAS NOT AFFECTED BY AD 2006-12-07 AND WAS IN FACT NOTED AS AN ACCEPTABLE REPLACEMENT CYLINDER FOR THE PN MENTIONED IN THE AD. ENGINE WAS INSTALLED IN THIS AIRFRAME. REPLACED ORIGINAL ENGINE.

CA081008001

CESSNA

LYC  

 

FORK

CRACKED

8/18/2008

172N

O320D2J

 

 

NLG 

(CAN) DURING A ROUTINE OPERATION, NR 2 INSP, A SUSPECTED CRACK WAS FOUND ON NLG FORK. EDDY CURRENT REVEALED A LARGE DEFLECTION IN THE SUSPECTED AREA. SUBSEQUENTLY THE INSP WAS CONDUCTED ON THE OPPOSITE SIDE OF THE NLG FORK WITH THE SAME RESULTS. ADDITIONALLY FPI WAS ALSO DONE TO SHOW VISUALLY UNDER BLACK LIGHT. CRACKS WERE CLEARLY VISIBLE ON BOTH SIDES OF THE FORK UNDER THE BLACK LIGHT. THE ACFT WAS REMOVED FROM SERVICE AND A NEW NLG FORK ASSY WAS ORDERED FROM MFG AND INSTALLED UPON ARRIVAL.

CA080925002

CESSNA

LYC  

 

SPAR

CRACKED

9/24/2008

172N

O320H2AD

 

053200198

HORIZONTAL STAB

(CAN) DURING THE 100 HRS/ANNUAL INSP, IT WAS DISCOVERED THAT THE HORIZONTAL STABILIZER FRONT SPAR ASSY (PN 0532001-98) AND THE RE-INFORCEMENT SPAR (PN 0531037-1) HAVE CRACKS AT 2 PLACES, ABOUT .5 INCH IN LENGTH, RADIATING FROM THE CENTER LIGHTENING HOLE BETWEEN BOLT ATTACHMENT AREA.

2008FA0000722

CESSNA

LYC  

 

CARBURETOR

DAMAGED

10/29/2008

172N

O320H2AD

 

105217

ENGINE

PILOT WAS MAKING 3RD TOUCH AND GO, ON CLIMBOUT ENGINE STARTED VIBRATING EXCESSIVELY, POWER WAS REDUCED AT PATTERN ALTITUDE, MIXTURE ADJUSTED, SWITCHED MAGNETO'S FROM R TO L WITH NO CHANGE IN THE VIBRATION. AIRCRAFT LANDED AND SUBSEQUENT OPERATION WHILE TAXIING TO PARKING NO VIBRATION WAS ENCOUNTERED. A RUN UP WAS ACCOMPLISHED AND AT ENGINE OPERATION ABOVE 1800 RPM THE VIBRATION REOCCURRED. MAINTENANCE DISCOVERED THE PROBLEM TO BE THE CARBURETOR ACCELERATION DISCHARGE TUBE WAS MISSING AND HAD BEEN INGESTED BY THE ENGINE. THE ENGINE AND CARBURETOR HAD 246.9 HOURS SINCE OVERHAUL BY TEXTRON LYCOMING.

CA070608005

CESSNA

LYC  

 

ELT  

INOPERATIVE

6/8/2007

172N

O320H2AD

 

E01 

 

(CAN) WHEN TESTING ELT FOR THE REQUIREMENT OF CAR 571 APPENDIX G FOUND G SWITCH INOPERATIVE. UNIT BEING RETURNED TO MFG FOR REPAIR. (TC NR 20070608005)

CA080812001

CESSNA

LYC  

 

SWITCH

FAULTY

7/16/2008

172N

O320H2AD

 

S21601

STROBE LIGHT

(CAN) ON JULY 16, 2008 AT APPROX. 13:00, PILOT REPORTED SMOKE IN COCKPIT AND PLASTIC BURNING SMELL. ACFT ELECTRONICS WERE SHUTDOWN AND SMOKE DISSIPATED. DURING POST FLIGHT INSP, MAINT DISCOVERED A FAULTY STROBE LIGHT SWITCH, AND REPLACED THE DEFECTIVE SWITCH. ACFT SYS TESTED WITH NO FURTHER DEFECTS FOUND.

CA080613004

CESSNA

LYC  

 

BOLT

MISINSTALLED

6/5/2008

172N

O320H2AD

 

AN310A

COCKPIT

(CAN) LEFT RUDDER PEDAL SYSTEM INSPECTED TO VERIFY CLEARANCE BETWEEN THE BOLT AND NUT HOLDING THE BRAKE BELLCRANK LOCATED BESIDE THE RIGHT RUDDER PEDAL ARM BAR ON THE PILOT SIDE AND THE NOSE GEAR STEERING ARM TUBE ATTACHMENT. BOLT WASHER AND NUT REPOSITIONED TO ALLOW CLEARANCE. MINOR INTERFERENCE NOTED PRIOR TO REPOSITIONING. INSPECTION CARRIED OUT AFTER FINDINGS AS DESCRIBED IN SDR 20080613002 (TC# 20080613004)

CA080819001

CESSNA

LYC  

 

CABLE ASSY

BROKEN

8/14/2008

172N

O320H2AD

 

5055301401

SEAT 

(CAN) ON AUGUST 14, 2008, PILOT REPORTED "PILOT SEAT DOESN`T MOVE BACK, COULD NOT GET OUT". INVESTIGATION BY MAINT FOUND THAT THE CABLE ASSEMBLY FOR THE PILOT SEAT SECONDARY SEAT STOP HAD FAILED PREVENTING THE INERTIAL REEL FROM RELEASING TO ALLOW THE SEAT TO MOVE. THE CABLE HAD BROKEN IMMEDIATELY AFTER THE SWAGED END.

CA080708010

CESSNA

LYC  

 

TRANSPONDER

INTERMITTENT

7/8/2008

172R

IO360L2A

 

 

ATC 

(CAN) MODE C ALTITUDE REPORTING INTERMITTENTLY REPORTS FALSE ALTITUDES. VISUAL INSP FOUND A CHAFED MODE C A1 CODE WIRE IN THE ALTITUDE ENCODER WIRING. WIRE WAS CHAFFING (DUE TO VIBRATION) ON THE THROTTLE CABLE DIRECTLY BEHIND THE CENTER RADIO PANEL. WIRE WAS REPAIRED AND CHAFE PROTECTION WAS ADDED TO THE WIRE HARNESS. MODE C DATA INTEGRATION CHECK WAS PERFORMED IAW CARS STD 571 APPENDIX F, ITEM K.

CA070416001

CESSNA

LYC  

LAMAR

HOUSING

CRACKED

4/13/2007

172R

IO360L2A

 

PM2401

STARTER

(CAN) PILOT ATTEMPTED TO START THE ACFT. ALL THAT COULD BE HEARD WAS A CLICKING NOISE. FURTHER INVESTIGATION REVEALED THE FWD HSG WAS CRACKED CAUSING THE INCORRECT ENGAGEMENT OF THE STARTER BENDIX. STARTER WAS REPLACED AND ACFT RETURNED TO SERVICE. (TC NR 20070416001)

CA080617002

CESSNA

LYC  

 

FITTING

BROKEN

4/18/2008

172R

IO360L2A

 

05430161

NLG 

(CAN) AS THE ACFT WAS TAKING OFF, THE NOSE GEAR COLLAPSED. THE ACFT WAS INSPECTED AND THE NOSE GEAR LOWER FITTING WAS FOUND BROKEN. IT IS UNDETERMINED AT THIS TIME IF THIS WAS A RESULT OF AN UNREPORTED HARD LANDING. RETAINED THE BROKEN PART TO CARRY OUT METALLURGY TESTS.

CA080926004

CESSNA

LYC  

 

RESISTOR

WORN

9/22/2008

172R

IO360L2A

 

S38521

FUEL INDICATOR

(CAN) DURING GROUND RUN, NOTICED THAT THE LOW FUEL WARNING LIGHT FOR THE LT SIDE WOULD FLICK ON. IF YOU WERE QUICK ENOUGH TO CATCH IT THE LT FUEL QUANTITY NEEDLE WOULD TWITCH AT THE SAME TIME. WITH THE SENDER REMOVED THE RESISTANCE IN THE SENDER WAS CHECKED WITH A DIGITAL MULTI METER. NORMAL OPERATION FROM THE EMPTY TO FULL IS 2 OHMS TO 90 OHMS. THE SENDER WAS FINE AT THE EMPTY POSITION AT 2 ISH OHMS UP TO 63 OHMS. PAST 63 UP TO FULL THE RESISTANCE COULD SPIKE UPWARDS AROUND 350 OHNS WHEN THE FLOAT ARM WAS WIGGLED. UNIT WAS REPLACED AND NO FURTHER ISSUES WERE NOTED.

CA080903001

CESSNA

LYC  

 

STARTER

MALFUNCTIONED

9/2/2008

172R

IO360L2A

 

149NL

ENGINE

(CAN) DURING FIRST START OF THE DAY THE PILOT NOTED A GRINDING NOISE WHEN THE STARTER WAS ENGAGED. THE BENDIX WAS SUSPECTED TO NOT COMPLETELY ENGAGE RING GEAR. STARTER WAS REPLACED AND NO FURTHER ISSUES WERE NOTED.

CA080919008

CESSNA

LYC  

 

STARTER

FAILED

8/25/2008

172R

IO360L2A

 

149NL

 

(CAN) STARTER FAILS TO ENGAGE, SERVICEABLE STARTER INSTALLED.

CA070508001

CESSNA

LYC  

 

STARTER

MALFUNCTIONED

5/7/2007

172RG

O360F1A6

 

MHB4016R

ENGINE

(CAN) PILOT DID RUN-UP, ALL ENGINE INDICATIONS WERE NORMAL SO HE COMMENCED HIS TAKE-OFF. JUST AFTER HE STARTED TO CLIMB HE NOTICED THAT THE ACFT DID NOT WANT TO CLIMB AS IT SHOULD. ALL ENGINE INSTRUMENTS WERE WHERE THEY WERE SUPPOSED TO BE. HE ABORTED HIS TAKE-OFF WITHOUT INCIDENT. ACFT WAS RUN UP BY MAINT, ALL ENGINE INDICATIONS WERE CORRECT. COWLINGS WERE REMOVED AND ENGINE WAS INSPECTED, NOTHING WAS NOTED AS BEING WRONG. COMPRESSION CHECK WAS COMPLETED ON ENGINE AND WHILE DOING THE TEST. THE STARTER BENDIX ENGAGED BY ITS SELF (NO POWER WAS ON). TALKED TO ENGINE SHOP AND CONCLUDED THAT THE STARTER MUST HAVE ENGAGED ITS SELF ON TAKE-OFF AND THIS CAUSED LOSS OF POWER. SERVICABLE STARTER INSTALLED AND ACFT WAS FLOWN AGAIN WORKED OKAY.

2008FA0000731

CESSNA

LYC  

 

PIVOT ASSY

SHEARED

10/30/2008

172RG

O360F1A6

 

244110010

LT MLG

THE LEFT MAIN LANDING GEAR PIVOT ASSY SHEARED IN TWO NEAR THE ACTUATOR END. THE SPLICED SECTION WHERE THE DRIVE GEAR IS INSTALLED SEPARATED.

CA080812002

CESSNA

LYC  

CESSNA

CLEVIS

BROKEN

8/8/2008

172RG

O360F1A6

24421141

22430211

SHIMMY DAMPER

(CAN) DAMPER SHAFT CLEVIS BROKE AT NOSE STRUT ATTACHMENT ALLOWING UNRESTRAINED MOTION OF SHIMMY DAMPER.

2008FA0000762

CESSNA

LYC  

CESSNA

CHAIN

BROKEN

10/20/2008

172RG

O360F1A6

 

S22952593

RUDDER TRIM

DURING A NON RELATED MAINTENANCE ACTION, THE MECHANIC NOTICED THE RUDDER TRIM WHEEL WAS MOVING WITH NO RESISTANCE. THE MECHANIC INSPECTED FURTHER AND FOUND THE CHAIN HAD SEPARATED AT ONE OF THE LINKS. AFTER CLOSER EXAMINATION IT HAS BEEN FOUND THAT SEVERAL OF THE LINK PINS ARE EITHER TOO SHORT OR WAS NOT PRESSED ENOUGH TO HOLD THE LINKS TOGETHER. THE PART WAS ORDERED FROM MFG. (K)

2008FA0000742

CESSNA

LYC  

 

MAGNETO

CONTAMINATED

9/25/2008

172S

IO360L2A

 

4371 

ENGINE

DURING INSPECTION FOR SB 03-08 THE FIRST 5 HOUR INSPECTION FOUND OIL ON THE COIL TAB ON BOTH MAGNETOS AND CAM WEARING ON BOTH MAGNETOS FOR THE AMOUNT HOURS ON MAGNETOS. ALSO, FOUND EXCESSIVE AMOUNT OF OIL INSIDE DISTRIBUTOR FOR THE AMOUNT OF HOURS ON MAGNETOS. THIS IS CAUSING THE CARBON DUST TO COLLECT AND BUILDUP INSIDE MAGNETOS. (K)

2008F00024

CESSNA

LYC  

 

MAGNETO

DAMAGED

10/1/2008

172S

IO360L2A

 

4371 

ENGINE

EXCESSIVE MAGNETO DROP DURING RUNUP AND MAGNETO CHECK. 100 RPM DIFFERENTIAL BETWEEN LT AND RT MAGNETO, ALSO RT MAGNETO RUNNING ROUGH. CHECKED FOUND RT MAGNETO TIMING OFF. FOUND RT MAGNETO AT 20 DEGREES BEFORE TOP DEAD CENTER, SUPPOSE TO BE 25 DEGREES BTDC. DRIVE GEAR FOR THE DISTRIBUTOR WAS FOUND UNEVEN, CAUSING IT TO WOBBLE WHEN ROTATING. THIS CAUSED UNUSUAL WEAR ON BOTH DRIVE GEAR AND DISTRIBUTOR GEAR. DRIVE GEAR MATERIAL NOT REMOVED DURING CLEANUP PROCESS FROM INJECTION MOLDING. PIECES WERE COMING OFF INSIDE MAGNETO. EXCESSIVE CAM WEAR FOR 379.9 HRS. CONTACT POINTS FOUND MISALIGNED, BREAKER POINT ARM HAS FALLEN DOWN & IS RIDING ON THE RIDGE ON CAM. RIDGE CREATED BY EXCESSIVE CAM WEAR. CONDITION MAY CAUSE RETARDED TIMING. EXCESSIVE GEAR MATERIAL FROM DISTRIBUTOR DRIVE GEAR & DISTRIBUTOR GEAR INSIDE MAGNETO FOUND. EXCESSIVE BLACK MATERIAL FOUND INSIDE MAGNETO FROM DISTRIBUTOR GEAR BEARING BAR. COIL TAB BELOW SPEC, FOUND TO BE 3/32 INCH APPROX BELOW HOUSING LOFT. DISTRIBUTOR GEAR ARM HAS CONTACTED THE DISTRIBUTOR BLOCK HOUSING TOWER/POST AT ONE TIME AND HAS CAUSED MATERIAL TO SLIGHTLY PEEL BACK AND DEFORM ON 2 TOWER/POST. BEARING BLOCK BAR ASSY, BUSHING HOLE WAS NOT ALIGNED CORRECTLY AND DISTRIBUTOR GEAR SHAFT WAS RUBBING ON BLACK PLASTIC INJECTED MOLDING PART TO CAUSE BLACK MATERIAL TO TRANSFER TO DISTRIBUTOR GEAR SHAFT AND CREATED BLACK MARKS ON SHAFT. ALSO PARTICLES WERE FOUND INSIDE MAGNETO AND BEARING BAR. FOUND THE ABOVE SQUAWKS DURING COMPLIANCE WITH VISUAL INSPECTION . REPLACED MAGNETO. RECOMMEND INSPECTION AT 50 HRS AND 200 HR AND THEN AT 500 HR OVERHAUL OR REPLACEMENT. HAVE SEEN SEVERAL ISSUES WITH MAGNETOS LATELY. (K)

CA081010008

CESSNA

LYC  

 

MAGNETO

MALFUNCTIONED

10/3/2008

172S

IO360L2A

 

4371 

 

(CAN) POOR MAG DROP, TIMING LIGHT FLICKERING BEFORE 25 DEGREES. MAGNETO REPLACED WITH A SERVICEABLE MAGNETO.

CA081010009

CESSNA

LYC  

 

MAGNETO

MALFUNCTIONED

10/3/2008

172S

IO360L2A

 

4371 

 

(CAN) POOR MAG DROP. TIMING LIGHT FLICKERING BEFORE 25 DEGREES. REPLACED WITH SERVICEABLE MAGNETO.

2008FA0000775

CESSNA

LYC  

 

SERVO

DEFECTIVE

10/27/2008

172S

IO360L2A

 

383493

ENGINE

PN 383943 PLUG FOUND HANGING BY SAFETY WIRE WHEN TROUBLESHOOTING LACK OF POWER FROM ENGINE. THREADS IN COVER MISSING. THIS SERVO WAS NOT INCLUDED IN AD2008-08-14 DUE TO MFG DATE OF UNIT. THE SERVO WAS ORIGINAL EQUIPMENT ON A 2003, 172S, WITH A TT OF 2462.0 HOURS AND HAD NOT BEEN REPAIRED OR O/H. PLUG GASKET WAS MISSING. (K)

CA081007008

CESSNA

LYC  

 

SWITCH

INOPERATIVE

10/7/2008

172S

IO360L2A

 

CM358910

TAXI LIGHT

(CAN) TAXI LIGHT SWITCH FAILED WITH 566 HRS OF ACFT OPS FAULT WAS FOUND WHEN TRYING TO CHECK TAXI LIGHT FOR OPS. SWITCH WAS REPLACED 7 MONTHS AGO AND 566 HRS OF OPS.

CA080908002

CESSNA

LYC  

SLICK

COIL

OPEN

8/27/2008

172S

IO360L2A

 

K3975

MAGNETO

(CAN) PILOTS NOTED A DEAD LT MAGNETO WHEN PERFORMING PRE FLIGHT RUNUP. MAGNETO WAS REMOVED AND DISASSEMBLED AND FOUND THAT THE COIL SECONDARY WINDING WAS OPEN CIRCUIT (SHOULD BE BETWEEN 1500-20,000) - MANGETO WAS REPLACED.

CA080902001

CESSNA

LYC  

 

CONTROL CABLE

FRAYED

8/6/2008

172S

IO360L2A

 

0510105364

AILERON

(CAN) DURING IMPORT INSP, THE LT AFT AILERON CABLE WAS CHAFING ON THE PHANOLIC RUB STRIP ATTACHED TO THE RIB EXTENSION AT WS 71.125 RESULTING IN SEVERE DAMAGE TO THE CABLE. CABLE REPLACED. UNFORTUNATELY THE CABLE HAD BEEN REMOVED BEFORE PICTURES WERE TAKEN OF THE WORN CABLE. UWN1 AND 3 SIMULATE THE CABLE OVER THE CHAFE STRIP USING THE NEW CABLE, AND UWN2 SHOWS THE DAMAGED OLD CABLE.

2008FA0000756

CESSNA

 

 

MOUNT

CRACKED

11/12/2008

175  

 

 

051313211

ZONE 100

DURING INSP, MECHANIC FOUND THE LT UPPER ENGINE MOUNT BRACKET, PN 0513132-11, CRACKED ALL THE WAY THROUGH. CRACK WAS AT THE OUTER RADIUS OF THE WASHER.

CA080807007

CESSNA

CONT

 

SUPPORT

BROKEN

8/5/2008

180C

O470K

 

C4383

SPINNER

(CAN) PLASTIC SPINNER SUPPORT CRACKS AND BREAKS INSIDE SPINNER CAUSING VIBRATION, SEEMS PLASTIC IS SOFTER DURING THE HOT SUMMER MONTHS AND FLEXES MORE.

CA070724003

CESSNA

CONT

 

ELT  

CORRODED

7/24/2007

180K

O470U

 

AK450

 

(CAN) BATTERY CONNECTIONS HAD EXCESSIVE CORROSION AND EVEN THOUGH THE INDICATOR LAMP INDICATED THAT UNIT WAS WORKING THE UNIT HAD NO SWEEP OUTPUT (TC NR 20070724003)

CA080711005

CESSNA

CONT

 

PISTON

BROKEN

6/20/2008

182K

O470R

 

AEC646263

SKIRT

(CAN) A PIECE OF NR 2 PISTON SKIRT WAS BROKEN OFF AT THE OIL CONTROL RING GROOVE.

CA081014002

CESSNA

CONT

 

CONTROL TUBE

GOUGED

10/8/2008

182Q

O470U

 

07606861

LT ELEVATOR

(CAN) THE BOLT PN AN21-10 ATTACHING THE LT ELEVATOR CONTROL CABLE PN 0510105-90 TO THE LT BELLCRANK CONTROL ARM ASSEMBLY PN 0760686-1 IS RUBBING ON THE LT BELLCRANK CONTROL TUBE SUPPORT PN 0760693-1. THE DAMAGE IS 0.039 DEEP, 1.750 LONG AND 0.250 WIDE.

2008FA0000735

CESSNA

LYC  

SLICK

GEAR

DAMAGED

9/25/2008

182T

IO540AB1A5

 

M3828

MAGNETO

WHILE PERFORMING SB03-08, FOUND THE DISTRIBUTOR GEAR DRIVE GEAR WEARING PREMATURELY AND CAUSING GEAR DUST INSIDE MAGNETO. GEAR MATERIAL WAS COMING OFF CAUSING IT TO COLLECT INSIDE DISTRIBUTOR CAP. ALSO, FOUND EXCESSIVE AMOUNT OF OIL INSIDE MAGNETO. REPLACED MAGNETO. (K)

2008FA0000760

CESSNA

CONT

 

CYLINDER

CRACKED

11/12/2008

188B

IO550D

 

AEC631397

ENGINE

FOUND ALL 6 CYLINDERS WERE CRACKED. CYLINDER NR1 S/N 50422-12, CRACKED BETWEEN COOLING FIN 16 AND 17 (COUNTED DOWN FROM TOP) FROM THE INTAKE PORT ALL THE WAY AROUND THE CYLINDER, OVER THE TOP SPARK PLUG HOLE, TO THE EXHAUST PORT. 2 CRACKS ON THE INSIDE FROM THE TOP SPARK PLUG HOLE TO THE INTAKE SEAT AND THE INTAKE SEAT TO THE EXHAUST SEAT. AN APPROX .1250 X .2500 HOLE BY THE EXHAUST SEAT ALL THE WAY THROUGH THE HEAD. THE OTHER 5 CYLINDERS (S/N 50741-13, 50974-19, 50960-01, 50422-06, AND 50991-25) ARE CRACKED UNDER FIN 16 OR 17 ANYWHERE FROM 1INCH TO 6 INCH LONG ON THE OUTSIDE OF THE INTAKE PORT, APPROX MIDDLE SECTION OF THE HEAD (CRACKS RUN PARALLEL WITH COOLING FINS).

CA080826007

CESSNA

PWA  

 

INDICATOR

DEFECTIVE

8/26/2008

208  

PT6A114

 

26060154RX

OIL PRESSURE

(CAN) OIL PRESSURE NEEDLE INDICATES HIGH OIL PRESSURE WHEN ENGINE IS OPERATING (100- 105 PSI) READS OFF OF ZERO WHEN ENGINE IS NOT OPERATING (10-15 PSI) 106.5 HRS SINCE OVERHAUL.

CA080922003

CESSNA

PWA  

 

ADAPTER

CRACKED

9/15/2008

208  

PT6A114A

 

301114521

REAR FUEL NOZZLE

(CAN) DURING LEAK TEST AFTER CLEANING LEAKAGE NOTED AT THE HEAD FUEL NOZZLE ADAPTER.

CA080917004

CESSNA

PWA  

 

COUPLING

FAILED

9/7/2008

208  

PT6A114A

 

C3010010211

TE FLAP

(CAN) FLAP COUPLING FAILED DURING NORMAL LANDING PROCEDURES. UPON FAILING, THE PART BROKE INTO 2 PIECES, DISCONNECTING THE FLAP MOTOR FROM THE ACTUATOR ASSEMBLY. THIS RESULTED IN THE FLAPS STOPPING WHILE PARTIALLY EXTENDED. THE FLAPS WERE LEFT PARTIALLY EXTENDED FOR LANDING. THE CREW ELECTED NOT TO USE THE STANDBY FLAP MOTOR TO AVOID THE POTENTIAL FOR FURTHER DAMAGE TO THE FLAP ACTUATOR ASSEMBLY.

CA080916002

CESSNA

PWA  

CESSNA

ROLL PIN

SHEARED

8/6/2008

208  

PT6A114A

C1450046RX

 

TE FLAP

(CAN) DURING ROUTINE INSPECTION, STANDBY FLAP SYSTEM OPS DISCOVERED INOPERATIVE (MOTOR TURNING - NO FLAP MOVEMENT). UPON FURTHER INVESTIGATION, ROLL PIN SECURING STANDBY DRIVE TO WARM GEAR WAS FOUND TO BE SHEARED RENDERING STAND BY FLAP OPS U/S. SUSPECT FAILURE WAS DUE TO AGE OF PART. RECOMMEND TESTING OF STAND BY FLAP SYSTEM PER A/C MAN. N.M. AT EACH INSPECTION. IN THIS INSTANCE PRIMARY FLAP OPS WERE NOT AFFECTED.

CA070523006

CESSNA

PWA  

 

GUSSET

MISMANUFACTURED

4/30/2007

208  

PT6A114A

 

08A01156027

FLOAT ASSY

(CAN) AS THE RESULT OF BUMPING A DOCK, THE FWD BULKHEAD HAD TO BE REPLACED ON THE LT FLOAT ASSY ON THE ACFT. AFTER GAINING ACCESS, IT WAS FOUND THAT THE AREA WHICH IS NOT NORMALLY ACCESSED HAD SEVERAL PARTS RIVETED AS PART OF THE STRUCTURE HAD NO PROPER EDGE DISTANCE ON THE RIVETS. FURTHER INVESTIGATION FOUND THE OTBD GUSSET WAS PAINTED OVER WITH PRC HIDING THE FACT THAT THE HOLES WERE DRILLED ONLY HALF ON THE GUSSET. QC HAS BEEN ADVISED OF THE PROBLEM AND SUPPLIED REPLACEMENT PARTS, AND IS IN REVIEW OF QUALITY INSP PROCEDURES TO VERIFY WHY THIS HAPPEND SO IT WILL NOT HAPPEN AGAIN. ADVISED OF A POSSIBLE ENGINEERING CHANGE ON THE PART TO INCREASE IT`S SIZE SLIGHTLY TO GET THE REQUIRED EDGE DISTANCE. THERE WERE OTHER RIVETS THAT WERE POORLY DONE (DUMPED) AND AT LEAST ONE RIVET WAS FOUND IN ANOTHER AREA OF THE FLOAT NOT BUCKED AT ALL.

CA080813008

CESSNA

PWA  

 

WIRE

CHAFED

8/13/2008

208  

PT6A114A

 

 

DEICE SYS

(CAN) PILOT REPORTED INTERMITTENT "DE-ICE PRESSURE" ANNUNCIATOR ILLUMINATION WHEN DE-ICE WAS NOT SELECTED. ON INVESTIGATION A CHAFED WIRE WAS FOUND IN ZONE 527. THE WIRE HAD CHAFED ON THE LT CABIN ENTRY LIGHT FIXTURE CAUSING AN INTERMITTENT SHORT TO GROUND ACTIVATING THE LIGHT.

CA080814002

CESSNA

PWA  

 

PLANETARY GEAR

DISTRESSED

4/28/2008

208B

PT6A114A

 

 

ENGINE

(CAN) AFTER T/O, THE PILOT NOTED ENGINE VIBRATION FOLLOWED BY AN OIL PRESSURE DROP. HE RETURNED TO THE POINT OF DEPARTURE WHERE AN UNEVENTFUL LANDING WAS PERFORMED UNDER POWER. THE ENGINE WAS FWDED TO MFG WHERE 1ST STAGE PLANET GEAR DISTRESS WAS FOUND. THE AFFECTED HARDWARE WILL BE RETURNED TO MFG FOR INVESTIGATION. MFG WILL CONTINUE INVESTIGATING THE EVENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED.

CA080814003

CESSNA

PWA  

 

ENGINE

FOD  

7/30/2008

208B

PT6A114A

 

 

 

(CAN) PILOT ABORTED TAKE-OFF DUE TO ENGINE POWER LOSS. POST FLIGHT INSP REVEALED POWER TURBINE AND 1ST STAGE COMPRESSOR FOD. ENGINE WAS REMOVED AND SENT FOR EVALUATION AND REPAIR. SUSPECT HARDWARE WILL BE FWDED TO MFG FOR INVESTIGATION. MFG WILL CONTINUE INVESTIGATING THE EVENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED.

CA080702008

CESSNA

PWA  

 

BEARING

DISTRESSED

3/8/2008

208B

PT6A114A

 

 

 

(CAN) WHILE AT CRUISE AT FL70, THE ENGINE TORQUE DROPPED BELOW 600FT-LB WITH ASSOCIATED COCKPIT WARNING LIGHT. THE FLIGHT WAS DIVERTED FROM ITS INTENDED DESTINATION AND AN UNEVENTFUL LANDING WAS MADE. THE ENGINE WAS FWD WHERE DISASSEMBLY SHOWED A DISTRESSED NR 1 BEARING. THE BEARING WAS FWDED TO MFG FOR INVESTIGATION. THE EXTENT OF DAMAGE TO THE BEARING PREVENTED ASSESSMENT OF THE ROOT CAUSE FOR ITS DISTRESS.

CA080702006

CESSNA

PWA  

 

ENGINE

MALFUNCTIONED

6/12/2008

208B

PT6A114A

 

 

 

(CAN) THE PILOT REPORTED WHILE AT 3000FT AGL, 2-3 MINUTES AFTER TAKEOFF, HE HEARD A LOUD BANG AND OBSERVED THE PROP TORQUE HAD DROPPED TO ZERO. THE PILOT LANDED THE ACFT SAFELY. THE ENGINE WILL BE FORWARDED FOR INVESTIGATION. MFG WILL HAVE A REPRESENTATIVE ON SITE AND REPORT FINDINGS AS AVAILABLE.

CA080730008

CESSNA

PWA  

 

ENGINE

POWER LOSS

5/3/2008

208B

PT6A114A

 

 

 

(CAN) DURING CLIMB AT APPROX 3,000 FEET ABOVE GROUND LEVEL, PILOT HEARD A LOUD BANG AND EXPERIENCED COMPLETE LOSS OF POWER . PILOT DECLARED EMERGENCY AND PERFORMED A DEAD STICK LANDING. AN UNEVENTFUL LANDING WAS ACCOMPLISHED. POST INSP REVEALED CT BLADE DISTRESS. ENGINE WAS REMOVED AND SENT FOR INVESTIGATION. MFG WILL CONTINUE INVESTIGATING THE EVENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED.

CA080730009

CESSNA

PWA  

 

OIL SYSTEM

LOW PRESSURE

4/24/2008

208B

PT6A114A

 

 

ENGINE

(CAN) DURING TAXI, THE CHIP DETECTOR LIGHT CAME ON ACCOMPANIED BY A RAPID LOSS OF OIL PRESSURE AND RAPID RAISE IN OIL TEMPERATURE. THE PILOT IMMEDIATELY SHUTDOWN THE ENGINE. ON-GROUND INSP, REVEALED METAL IN OIL FILTER AND ON THE CHIP DETECTOR. THE ENGINE WAS REMOVED AND SHIPPED FOR INVESTIGATION. MFG WILL CONTINUE INVESTIGATING THE EVENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED.

CA080801005

CESSNA

PWA  

 

MOTOR

UNSERVICEABLE

7/29/2008

208B

PT6A114A

 

C1452501

TE FLAPS

(CAN) AFTER TAKEOFF THE CREW SELECTED FLAP UP AND THE CIRCUIT BREAKER POPPED. AIRCRAFT FLEW TO MAINT BASE WERE THE CREW SELECTED PROPER FLAP WITH THE STANBY FLAP SYS AND LANDED WITHOUT INCIDENT.

CA080722004

CESSNA

PWA  

 

SEAL

LEAKING

7/18/2008

208B

PT6A114A

 

 

FUEL PUMP

(CAN) ON DAILY INSP, FUEL WAS DISCOVERED IN THE OIL SEAL DRAIN COLLECTOR CAN. FURTHER INVESTIGATION FOUND FUEL LEAKING FROM THE SEAL ON THE FUEL HIGH PRESSURE PUMP. THERE WAS NO INDICATION OF GREASE WASH OUT OF THE FCU BRG. THE FUEL PUMP WAS REPLACED WITH A SERVICEABLE UNIT.

CA080721003

CESSNA

PWA  

CESSNA

FITTING

DAMAGED

7/21/2008

208B

PT6A114A

 

26340231

BEARING SUPPORT

(CAN) THE MOVEMENT OF THE ELEVATOR WAS NOTED AS NOT BEING `SMOOTH`. ON INVESTIGATION IT WAS FOUND THAT THE BEARING IN THE SUPPORT BRACKET WAS SEIZED AND THAT THE SUPPORT BRACKET ALSO HAD CORROSION. THE BRACKET (AND BEARING) WILL BE REPLACED WITH NEW BEFORE NEXT FLIGHT.

CA070704004

CESSNA

PWA  

 

BRUSHES

WORN

7/3/2007

208B

PT6A114A

 

 

STARTER GEN

(CAN) PILOT ATTEMPTED TO START AIRCRAFT. AIRCRAFT FAILED TO START. FURTHER INVESTIGATION REVEALED A STARTER BRUSH HAD FRACTURED AND SEPARATED INTO A FEW PIECES. DAMAGE TO THE COMMUNTATOR WAS FOUND. IT WAS APPROXIMATELY 240 HRS SINCE THE LAST BRUSH INSPECTION AND NO ISSUE WERE NOTED. (TC NR 20070704004)

CA070619001

CESSNA

PWA  

 

ACTUATOR

BINDING

6/17/2007

208B

PT6A114A

 

26616151

ELEVATOR TRIM

(CAN) EXCESSIVE RESISTANCE IN ELEVATOR TRIM REPORTED. RT ELEVATOR TRIM ACTUATOR FOUND TO BE BINDING AND REPLACED WITH OVERHAULED UNIT. ACFT HAS FLOWN WITH NO REOCCURENCE OF THE DEFECT. THE SUBJECT ACTUATOR WAS OVERHAULED AND FITTED IAW THE MAINT SCHEDULE IN JULY 2006. (TC NR 20070619001)

CA081022009

CESSNA

PWA  

 

ENGINE

DAMAGED

10/7/2008

208B

PT6A114A

 

 

 

(CAN) DURING CLIMB, THE PILOT HEARD AN UNUSUAL NOISE FROM THE ENGINE FOLLOWED BY A DECREASE IN COMPRESSOR TURBINE SPEED. THE PILOT RETURNED TO HIS POINT OF DEPARTURE WHERE AN UNEVENTFUL LANDING WAS MADE. THE ENGINE WAS NOT SHUT DOWN AND THE EMERGENCY POWER LEVER WAS NOT USED. THE ENGINE HAS BEEN SENT TO REPAIR STATION FOR INVESTIGATION, MANUFACTURER WILL CONTINUE INVESTIGATING THE EVENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED.

CA080616003

CESSNA

PWA  

 

FIRE LOOP

LOOSE

6/11/2008

208B

PT6A114A

 

24418922

NACELLE

(CAN) ENGINE FIRE WARNING INDICATION CAME ON IN FLIGHT. THE ENGINE WAS REPLACED THE PREVIOUS DAY AND THE FIRE WIRE MAY HAVE BEEN DISTURBED AT THAT TIME. THE PILOT LANDED AND THE FIRE WIRE WAS REPLACED AND CHECKED SERVICEABLE.

CA080917012

CESSNA

PWA  

 

ENGINE

MALFUNCTIONED

9/7/2008

208B

PT6A114A

 

 

 

(CAN) DURING A 5 MIN. RE-POSITIONING FLIGHT, THE ENGINE LOST POWER AND AN EMERGENCY LANDING WAS ATTEMPTED. THE ENGINE WILL BE RETURNED TO P&WC FOR INVESTIGATION. P&WC WILL CONTINUE INVESTIGATING THE EVENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED.

CA080917006

CESSNA

PWA  

 

GOVERNOR

OUT OF ADJUST

9/2/2008

208B

PT6A114A

 

 

PROPELLER

(CAN) DURING TAXI ROLL IN PREPARATION FOR TAKE-OFF, THE COMPRESSOR TURBINE SPEED (NG) DROPPED BY APPROX 2%. PILOT ADVANCED POWER LEVER AND ITT ROSE TO 740 DEG C WITH NO INCREASE IN NG. THE LOW OIL PRESSURE ANNUNCIATED AND PILOT OBSERVED ZERO OIL PRESSURE. THE PROPELLER FEATHERED UNCOMMANDED AND THE PILOT SHUT THE ENGINE DOWN. THE PROP GOVERNOR WAS ADJUSTED AND THE ACFT RETURNED TO SERVICE.

CA080917014

CESSNA

PWA  

 

ENGINE

DEFECTIVE

9/1/2008

208B

PT6A114A

 

 

 

(CAN) AFTER TAKEOFF, THE ENGINE LOST OIL PRESSURE. AN AIR TURNBACK WAS INITIATED AND THE ACFT LANDED AT THE POINT OF DEPARTURE WITH THE ENGINE RUNNING. POST FLIGHT INSPECTION FOUND OIL LEAKING AROUND THE ENGINE INTAKE AREA. THE ENGINE WILL BE REMOVED AND FORWARDED FOR INVESTIGATION AND REPAIR. P&WC WILL CLOSELY MONITOR THE INVESTIGATION RESULTS AND ISSUE UPDATES TO TC.

CA081004001

CESSNA

PWA  

 

TUBE

FOD  

10/1/2008

208B

PT6A114A

 

302247400

NLG 

(CAN) TUBE HAD A HOLE CHAFED IN IT - NO EVIDENCE OF FOD INSIDE TIRE FROM INITIAL ASSY TO CAUSE WEAR HOLE.

CA081016015

CESSNA

PWA  

 

ENGINE

FIRE

10/2/2008

208B

PT6A114A

 

 

 

(CAN) DURING FLIGHT, THE PILOT SAW FLAMES COMING OUT OF THE ENGINE EXHAUST BEFORE LOSING POWER. HE DECLARED EMERGENCY AND DIVERTED THE FLIGHT TOWARDS A NEARBY AIRPORT. HE WAS NOT ABLE TO MAKE THE AIRPORT AND HE WAS FORCED TO LAND ON A ROAD. THE PILOT WAS NOT INJURED AND THE ACFT SUFFERED NO DAMAGE. THE ACFT WAS LATER TOWED TO THE AIRPORT WHERE FAA IS INVESTIGATING. THE ENGINE WILL BE REMOVED AND FORWARDED TO STANDARD AERO FOR INVESTIGATION.

CA080905005

CESSNA

PWA  

 

TURBINE BLADES

FRACTURED

8/24/2008

208B

PT6A114A

 

 

ENGINE

(CAN) APPROX 45 MINUTES INTO THE FLIGHT PILOT REPORTED ENGINE TROUBLE AND WAS ATTEMPTING AN EMERGENCY LANDING. CONTROL OF THE ACFT WAS LOST DURING LANDING AND THERE WAS A POST CRASH FIRE. EXAMINATION OF THE ENGINE REVEALED FRACTURED COMPRESSOR TURBINE (CT) BLADES. CT BLADES ARE ORIGINAL TO ENGINE MFG. MFG HAS REQUESTED COMPRESSOR TURBINE DISK AND BLADES TO BE RETURNED FOR ANALYSIS. MFG WILL CONTINUE INVESTIGATING THE EVENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED.

2008FA0000769

CESSNA

CONT

 

CONTROL CABLE

WORN

10/10/2008

210N

IO520*

 

1260505315

TR AILERON

DURING ANNUAL INSP, THE RT AILERON RETURN CABLE WAS FOUND WORN BEYOND LIMITS BY THE WHITE PLASTIC PULLEY NEAR THE LEADING EDGE AT THE WING ROOT. (K)

CA080710004

CESSNA

CONT

 

MOUNT

DEFORMED

7/9/2008

210R

IO520L

 

J124532

ENGINE

(CAN) DURING ENGINE INSPECTION NOTED THAT THE LT AND RT FORWARD ENGINE MOUNTS WERE SAGGING TO THE POINT THAT DURING TAKEOFF POWER ON ENGINE AND INTAKE PIPE HOSE CLAMP MADE CONTACT WITH THE UPPER PORTION OF ENGINE MOUNT. THE LORD MOUNT APPEARED TO BE SAGGING/DROOPING BUT NOT SEPERATED ANYWHERE. BOTH FRONT ENGINE MOUNTS REPLACED WITH NEW.

CA080910001

CESSNA

CONT

 

INTAKE DUCT

CRACKED

9/3/2008

337F

IO360C

 

155212914

 

(CAN) DURING A ROUTINE PATROL FLIGHT THE PILOT EXPERIENCED A VIBRATION IN THE AREA OF THE REAR ENGINE. HE ELECTED TO RETURN TO THE AIRPORT AND MADE AN UNSCHEDULED LANDING WITHOUT INCIDENT. UPON INSPECTION BY THE MX CREW, IT WAS DISCOVERED THAT THE FWD EDGE OF THE INNER & OUTER SECTIONS OF THE AIR COOLING DUCT HAD PARTIALLY SEPARATED FROM THE NOSE CAP. THIS ALLOWED ROM AIR TO FLOW BETWEEN THE INNER & OUTER SECTIONS AND CAUSED THE INNER DUCT TO VIBRATE AND SUBSEQUENTLY CRACK & BREAK.

CA080918003

CESSNA

CONT

 

ALTERNATOR

DAMAGED

9/17/2008

337G

IO360G

 

00317

FWD ENGINE

(CAN) THE ACFT, A CESSNA 337G WAS ON A RETURN FLIGHT TO MAIN BASE WHEN THE PILOT NOTICED A INDICATION OF A FAILED FRONT ENGINE ALTERNATOR. THE ACFT LANDED WITHOUT INCIDENT AND MX INVESTIGATED THE PROBLEM. DURING REMOVAL OF THE FRONT ALTERNATOR, IT WAS DISCOVERED THAT THE DRIVE SHAFT HAD BEEN SHEARED OFF. THE DRIVE GEAR IN THE ENGINE WAS INSPECTED AND FOUND SERVICEABLE. A SERVICEABLE ALTERNATOR WAS INSTALLED AND THE ACFT RELEASED FOR SERVICE. THE U/S ALTERNATOR HAD A TOTAL OF 577 HRS SINCE O/H. WE HAVE HAD REPORTS OF SIMILAR PROBLEMS WITH THESE ALTERNATORS IN THE PAST.

2008FA0000777

CESSNA

CONT

 

FUEL LINE

CORRODED

10/24/2008

340A

TSIO520*

 

 

FUEL SYSTEM

THE FUEL CROSSFEED LINE LT TANK TO RT ENGINE, HAD CORRODED TO THE POINT OF LEAKAGE. THE CORRODED AREA WAS UNDER THE CABIN FLOOR BEHIND THE CO-PILOT SEAT. THE DUCTWORK FOR THE CABIN VENTILATION SYSTEM LAYS ON THE LINE THIS LOCATION. THE CORROSION WAS LIMITED TO THE AREA OF CONTACT. PIN HOLES HAD DEVELOPED ALLOWING A SMALL QUANTITY OF FUEL TO LEAK, NOT ENOUGH TO DRIP, BUT ENOUGH TO SATURATE THE DUCT WORK AND PRODUCE A STRONG ODOR IN THE CABIN. THE VENTILATION DUCT MUST BE MOVED FOR VISUAL INSPECTION. IN ADDITION, WHEN THE LINE WAS REMOVED, THERE IS EVIDENCE OF ABRASION FROM CONTROL CABLES AT THE OTBD PORTION OF THE LINE. THIS NEEDS TO BE INSPECTED AT THE NEXT OPPORTUNITY. (K)

CA080822015

CESSNA

GARRTT

 

WIRE

SHORTED

8/22/2008

441  

TPE33110N

 

 

PROP DE-ICE BOOT

(CAN) AFTER LANDING, THE ACFT EXPERIENCED A SMALL AMOUNT OF SMOKE IN THE COCKPIT, FOLLOWED IMMEDIATELY BY THE SWITCH CIRCUIT BREAKER POPPING. THE AMMETER FOR THE PROP DE-ICE WAS PEGGED TO THE FULL RT, ONCE THE SYSTEM WAS SWITCHED OFF THE METER STILL INDICATED IN THE GREEN. MX INSPECTION REVEALED THE WIRE LEAD OFF THE PROP DE-ICE BOOT WAS TOO LONG AND WAS RUBBING AGAINST THE INSIDE OF THE SPINNE. THE SHORT TO GROUND WENT THROUGH THE BRUSH BLOCK ASSEMBLY TO THE AMMETER IN THE COCKPIT.

CA080625001

CESSNA

WILINT

 

LINE

RUPTURED

6/6/2008

525  

FJ44

 

6317003136

HYDRAULIC SYS

(CAN) ACFT DEPARTED AND EXPERIENCED COMPLETE HYDR FLUID LOSS. ACFT GEAR ALTERNATE EXTENDED AND RETURNED TO AIRPORT. TROUBLESHOOTING REVEALED RUPTURED HYDR PRESSURE LINE INBD OF SERVICE QUICK CONNECT. LINE REPLACED WITH NEW, AND SYS BLED. ACFT RUN FOR 10 MIN AND ALL 3 SYS FILTERS REMOVED AND CHECKED FOR DEBRIS. NONE NOTED. FILTERS REPLACED WITH NEW IAW AMM 29-10-00. AND SYS BLED. ALL SYS INCLUDING GEAR CYCLED 40 TIMES. ACFT RUN AND SYS CHECKED SERVICEABLE. RUPTURE APPEARED TO BE A MFG FLAW THAT WAS NOT NOTICEABLE DUE TO THE HYDR LINE IDENT LABEL BEING PLACED OVER THE FLAW.

CA081020001

CESSNA

WILINT

 

MOUNT

MISINSTALLED

10/3/2008

525  

FJ44

 

 

RUDDER CONTROL

(CAN) METAL FILINGS WERE FOUND UNDER THE RUDDER SERVO DUE TO THE MOUNTING STRUCTURE HAVING BEEN INSTALLED OFFSET FROM THE FACTORY. THIS CAUSED THE RUDDER CABLE TO EXIT THE DRUM ON AN ANGLE AND RUB THE CAPSTAN. THE SERVO WAS REPLACED AND A PERMANENT FIX IS SCHEDULED FOR MAR. 09 AT CESSNA CITATION SERVICE CENTER. PICTURES ARE AVAILABLE.

CA080829007

CESSNA

 

 

VALVE

CRACKED

8/28/2008

525B

 

99123682

420001263

RESERVOIR

(CAN) DURING DAILY INSP, THE PRESSURE WAS FOUND LOW ON THE EMERGENCY GEAR/BRAKE RESERVOIR. BOTTLE WAS REMOVED, VALVE AND FITTINGS WERE LEAK CHECKED WITH SNOOP AND CRACK WAS FOUND IN BOTTOM OF VALVE NEAR GAUGE BOSS.

2008FA0000747

CESSNA

 

 

OXYGEN MASK

TORN

11/6/2008

550  

 

 

C3512000205

CABIN

THREE OF THE DROP DOWN PASSENGER OXYGEN MASKS P/N C351-2000-205 OR CESSNA P/N 17504-61 WERE FOUND WITH TEARS IN THE FACE CUSHION NEXT TO THE INNER MASK HOUSING IN THE SAME AREA DESCRIBED IN AD 99-08-21. HOWEVER THE ELASTOMERIC CURE DATES ON THESE MASKS ARE THE 3RD QUARTER OF 1999, THE AD ONLY ADDRESSES MASKS WITH A CURE DATE FROM 3RD QUARTER 1993 TO 1ST QUARTER 1997. THESE TEARS COULD LEAD TO LEAKAGE AND POSSIBLE INSUFFICIENT OXYGEN DELIVERY AS DESCRIBED IN THE ORIGINAL A/D.

CA080617001

CESSNA

PWA  

 

SUPPORT

DAMAGED

6/10/2008

550  

JT15D4

 

 

SPEED BRAKES

(CAN) THE OTBD HOLE IN THE SPEED BRAKE TRUNNION SUPPORT IS ABOUT .5 HOLE MISALIGNED WITH THE HOLE IN THE RIB WHERE THE UPPER OTBD AILERON CABLE PASSES THROUGH ON BOTH THE LT AND RT WING. THE AILERON CABLES WERE WORN AND HAD WORN INTO THE AFT SIDE OF THE HOLE IN THE TRUNNION SUPPORTS. REPAIR S-550-0699/04RD WAS ISSUED TO BLEND THE TRUNNION SUPPORT AND THE AILERON CABLES WERE REPLACED.

CA081022001

CESSNA

PWA  

CESSNA

BOLT

WRONG PART

10/21/2008

550  

JT15D4

 

AN35A

MLG TRUNNION

(CAN) CARRY OUT INSPECTION AS PER CAMPAIGN 851-53-11-047 CESSNA 550 CHANNEL-TRUNION BRACE. FOUND INCORRECT HARDWARE INSTALLED. NO VISUAL DAMAGE TO STEERING ARM. REPLACED HARDWARE AS PER CAMPAIGN. NO RESTRICTED TRAVEL FOUND.

CA080619003

CESSNA

PWA  

 

BOLT

DAMAGED

6/18/2008

550  

JT15D4

 

AN35A

TRUNNION

(CAN) CARRIED OUT VISUAL INSPECTION AS PER CAMPAIGN FOUND 4 BOLTS INSTALLED AND WASHERS AND NUTS. REMOVED HARDWARE INSTALLED NEW PARTS AS PER IPC 53-11-01 ITEM 109 AND 110. REPLACED ARM ASSY P/N 5565619-6 WITH NEW DUE DAMAGED AND NEW BOLT P/N NAS464P5LA28 DUE WORN.

CA080714001

CESSNA

PWA  

 

TRUNNION

MISINSTALLED

7/8/2008

550  

JT15D4

 

 

 

(CAN) ATTACHMENT HARDWARE THAT WAS FOUND INSTALLED IN THE CHANNEL-TRUNION BRACE WAS NOT WHAT IS CALLED FOR IN ACFT I.P.C. 53-11-01 01 .THE INSTALLED HARDWARE WAS 4 AN3-5A BOLTS WITH AN960-3 WASHERS UNDER BOTH THE HEAD OF THE BOLTS AND UNDER THE NUTS. THE LENGTH OF THE BOLT AT THE FORWARD LT CORNER OF THE CHANNEL-TRUNION BRACE WAS TOO LONG WHEN INSTALLED AND INTERFERED WITH THE AFT TRAVEL OF THE STEERING ARM LOCATED JUST BELOW THE CHANNEL-TRUNION BRACE SUPPORT ASSEMBLY. THE I.P.C. CALLS FOR 4MS27039-1-07 SCREWS AND 4 MS21042-3 NUTS (NO WASHERS ARE CALLED FOR IN THE INSTALLATION).

CA080813004

CESSNA

PWA  

 

ARM  

DAMAGED

8/6/2008

550  

JT15D4

 

55656195

NLG STEERING

(CAN) CAMPAIGN NOTICE 851-53-11-047 WAS BEING ACCOMPLISHED WHEN DAMAGE TO THE NOSE GEAR STEERING ARM WAS DISCOVERED. THE FWD ATTACHMENT HARDWARE REMOVED FROM THE CHANNEL-TRUNION BRACE WAS FOUND TO BE MS27039-1-10 AND AN960-3 WASHERS, WHEN MS27039-1-07 AND NIL WASHERS ARE CALLED FOR IN THE MFG IPC. THE LENGTH OF THE INSTALLED SCREWS WERE SUCH THAT WHEN FULL NOSE WHEEL DEFLECTION WAS ACHIEVED THERE WAS INTERFERENCE BETWEEN THE SCREW AND THE STEERING ARM CAUSING THE DAMAGE. STEERING ARM P/N 5565619-5 REPAIRED IAW ASEO 851-32-50-0212 BLEND REPAIR. CORRECT HARDWARE (MS27039-1-07 SCREWS AND MS21042-3 NUTS) INSTALLED ON CHANNEL-TRUNION BRACE.

CA080708005

CESSNA

PWA  

 

WHEEL

DAMAGED

7/8/2008

550  

JT15D4

 

55657562

ELEVATOR TRIM

(CAN) WHEN A SMALL FORCE WAS APPLIED TO THE INDICATOR POINTER AND THE TRIM WHEEL WAS ROTATED THE POINTER JUMPED OUT OF ITS GROOVE. INSPECTION FOUND THAT THE GROOVES WERE NOT WORN AND THE SYSTEM LOOKED NORMAL BUT WHEN THE WHEEL WAS ROTATED WITH 1 FINGER APPLYING PRESSURE TO THE SIDE OF THE WHEEL IT WOBBLED AND ALLOWED THE PIN RIDING IN THE GROOVE TO BECOME DISENGAGED. PINCHING THE WHEEL WITH A THUMB AND FINGER OR TURNING THE WHEEL WITH THE PALM OF THE HAND ON THE TOP DID NOT ALLOW THE PIN TO DISENGAGE.

CA080804003

CESSNA

PWA  

 

OIL SYSTEM

LOW PRESSURE

7/18/2008

550  

JT15D4

 

 

ENGINE

(CAN) DURING CRUISE FLIGHT, THE MASTER CAUTION WARNING SYS CAME ON IN CONJUNCTION WITH THE LOW OIL PRESSURE ANNUNCIATOR. THE CREW ELECTED TO SHUT THE ENGINE DOWN WHEN THE OIL PRESSURE WAS AT OR BELOW 30 PSI. AN UNEVENTFUL SINGLE ENGINE LANDING FOLLOWED. TROUBLESHOOTING COULD NOT IDENTIFY THE PROBLEM AND THE ENGINE WILL BE REMOVED AND FORWARDED FOR INVESTIGATION AND REPAIR. MFG WILL CONTINUE INVESTIGATING THE EVENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED.

CA080716001

CESSNA

PWA  

 

COOLING FAN

NOISY

7/15/2008

550  

JT15D4

 

99101133

 

(CAN) FLOOD COOLING FAN NOISY. FUNCTIONAL CHECK CONFIRMED SNAG, UNIT REMOVED FROM ACFT AND REPLACED WITH OVERHAULED UNIT.

2008FA0000799

CESSNA

 

 

RIB  

CRACKED

10/29/2008

560CESSNA

 

 

65320104

HORIZ STAB

WHILE PERFORMING THE PHASE 1-5 INSP, CRACKS WERE NOTICED IN SEVERAL RIBS LOCATED INSIDE THE LT AND RT HORIZ STABILIZERS. AFTER REMOVAL OF THE TOP SKINS ON BOTH STABILIZERS, 8 CRACKED RIBS ON THE RT SIDE AND 13 CRACKED RIBS ON THE LT SIDE WERE FOUND. ALL OF THE CRACKS WERE FOUND IN THE LOWER PORTION OF THE FLANGED AREAS OF THE RIBS IN THE CUT-OUT AREA. AFTER REMOVAL OF THE RIVETS, SOME OF THE CRACKS WERE FOUND TO BE GOING TO THE RIVET HOLES BUT MOST OF THE CRACKS CONTINUED PAST THE RIVET HOLES. THE CRACKS WERE PARALLEL TO THE EDGE OF THE RIBS. THE CRACKS WERE LOCATED IN AREAS NOT NORMALLY INSPECTED AND ACCESS IS VERY LIMITED. (K)

2008FA0000802

CESSNA

 

 

RIB  

CRACKED

10/29/2008

560CESSNA

 

 

65320124

HORIZ STAB

WHILE PERFORMING THE PHASE 1-5 INSP, CRACKS WERE NOTICED IN SEVERAL RIBS LOCATED INSIDE THE LT AND RT HORIZ STABILIZERS. AFTER REMOVAL OF THE TOP SKINS ON BOTH STABILIZERS, 8 CRACKED RIBS ON THE RT SIDE AND 13 CRACKED RIBS ON THE LT SIDE WERE FOUND. ALL OF THE CRACKS WERE FOUND IN THE LOWER PORTION OF THE FLANGED AREAS OF THE RIBS IN THE CUT-OUT AREA. AFTER REMOVAL OF THE RIVETS, SOME OF THE CRACKS WERE FOUND TO BE GOING TO THE RIVET HOLES BUT MOST OF THE CRACKS CONTINUED PAST THE RIVET HOLES. THE CRACKS WERE PARALLEL TO THE EDGE OF THE RIBS. THE CRACKS WERE LOCATED IN AREAS NOT NORMALLY INSPECTED AND ACCESS IS VERY LIMITED. (K)

2008FA0000806

CESSNA

 

 

RIB  

CRACKED

10/29/2008

560CESSNA

 

 

65320133

HORIZ STAB

WHILE PERFORMING THE PHASE 1-5 INSP, CRACKS WERE NOTICED IN SEVERAL RIBS LOCATED INSIDE THE LT AND RT HORIZ STABILIZERS. AFTER REMOVAL OF THE TOP SKINS ON BOTH STABILIZERS, 8 CRACKED RIBS ON THE RT SIDE AND 13 CRACKED RIBS ON THE LT SIDE WERE FOUND. ALL OF THE CRACKS WERE FOUND IN THE LOWER PORTION OF THE FLANGED AREAS OF THE RIBS IN THE CUT-OUT AREA. AFTER REMOVAL OF THE RIVETS, SOME OF THE CRACKS WERE FOUND TO BE GOING TO THE RIVET HOLES BUT MOST OF THE CRACKS CONTINUED PAST THE RIVET HOLES. THE CRACKS WERE PARALLEL TO THE EDGE OF THE RIBS. THE CRACKS WERE LOCATED IN AREAS NOT NORMALLY INSPECTED AND ACCESS IS VERY LIMITED. (K)

2008FA0000795

CESSNA

 

 

RIB  

CRACKED

10/29/2008

560CESSNA

 

 

65320135

HORIZ STAB

WHILE PERFORMING THE PHASE 1-5 INSP, CRACKS WERE NOTICED IN SEVERAL RIBS LOCATED INSIDE THE LT AND RT HORIZ STABILIZERS. AFTER REMOVAL OF THE TOP SKINS ON BOTH STABILIZERS, 8 CRACKED RIBS ON THE RT SIDE AND 13 CRACKED RIBS ON THE LT SIDE WERE FOUND. ALL OF THE CRACKS WERE FOUND IN THE LOWER PORTION OF THE FLANGED AREAS OF THE RIBS IN THE CUT-OUT AREA. AFTER REMOVAL OF THE RIVETS, SOME OF THE CRACKS WERE FOUND TO BE GOING TO THE RIVET HOLES BUT MOST OF THE CRACKS CONTINUED PAST THE RIVET HOLES. THE CRACKS WERE PARALLEL TO THE EDGE OF THE RIBS. THE CRACKS WERE LOCATED IN AREAS NOT NORMALLY INSPECTED AND ACCESS IS VERY LIMITED. (K)

2008FA0000800

CESSNA

 

 

RIB  

CRACKED

10/29/2008

560CESSNA

 

 

65320114

HORIZ STAB

WHILE PERFORMING THE PHASE 1-5 INSP, CRACKS WERE NOTICED IN SEVERAL RIBS LOCATED INSIDE THE LT AND RT HORIZ STABILIZERS. AFTER REMOVAL OF THE TOP SKINS ON BOTH STABILIZERS, 8 CRACKED RIBS ON THE RT SIDE AND 13 CRACKED RIBS ON THE LT SIDE WERE FOUND. ALL OF THE CRACKS WERE FOUND IN THE LOWER PORTION OF THE FLANGED AREAS OF THE RIBS IN THE CUT-OUT AREA. AFTER REMOVAL OF THE RIVETS, SOME OF THE CRACKS WERE FOUND TO BE GOING TO THE RIVET HOLES BUT MOST OF THE CRACKS CONTINUED PAST THE RIVET HOLES. THE CRACKS WERE PARALLEL TO THE EDGE OF THE RIBS. THE CRACKS WERE LOCATED IN AREAS NOT NORMALLY INSPECTED AND ACCESS IS VERY LIMITED. (K)

2008FA0000803

CESSNA

 

 

RIB  

CRACKED

10/29/2008

560CESSNA

 

 

65320123

HORIZ STAB

WHILE PERFORMING THE PHASE 1-5 INSP, CRACKS WERE NOTICED IN SEVERAL RIBS LOCATED INSIDE THE LT AND RT HORIZ STABILIZERS. AFTER REMOVAL OF THE TOP SKINS ON BOTH STABILIZERS, 8 CRACKED RIBS ON THE RT SIDE AND 13 CRACKED RIBS ON THE LT SIDE WERE FOUND. ALL OF THE CRACKS WERE FOUND IN THE LOWER PORTION OF THE FLANGED AREAS OF THE RIBS IN THE CUT-OUT AREA. AFTER REMOVAL OF THE RIVETS, SOME OF THE CRACKS WERE FOUND TO BE GOING TO THE RIVET HOLES BUT MOST OF THE CRACKS CONTINUED PAST THE RIVET HOLES. THE CRACKS WERE PARALLEL TO THE EDGE OF THE RIBS. THE CRACKS WERE LOCATED IN AREAS NOT NORMALLY INSPECTED AND ACCESS IS VERY LIMITED. (K)

2008FA0000793

CESSNA

 

 

RIB  

CRACKED

10/29/2008

560CESSNA

 

 

65320125

HORIZ STAB

WHILE PERFORMING THE PHASE 1-5 INSP, CRACKS WERE NOTICED IN SEVERAL RIBS LOCATED INSIDE THE LT AND RT HORIZ STABILIZERS. AFTER REMOVAL OF THE TOP SKINS ON BOTH STABILIZERS, 8 CRACKED RIBS ON THE RT SIDE AND 13 CRACKED RIBS ON THE LT SIDE WERE FOUND. ALL OF THE CRACKS WERE FOUND IN THE LOWER PORTION OF THE FLANGED AREAS OF THE RIBS IN THE CUT-OUT AREA. AFTER REMOVAL OF THE RIVETS, SOME OF THE CRACKS WERE FOUND TO BE GOING TO THE RIVET HOLES BUT MOST OF THE CRACKS CONTINUED PAST THE RIVET HOLES. THE CRACKS WERE PARALLEL TO THE EDGE OF THE RIBS. THE CRACKS WERE LOCATED IN AREAS NOT NORMALLY INSPECTED AND ACCESS IS VERY LIMITED. (K)

2008FA0000801

CESSNA

 

 

RIB  

CRACKED

10/29/2008

560CESSNA

 

 

65320125

HORIZ STAB

WHILE PERFORMING THE PHASE 1-5 INSP, CRACKS WERE NOTICED IN SEVERAL RIBS LOCATED INSIDE THE LT AND RT HORIZ STABILIZERS. AFTER REMOVAL OF THE TOP SKINS ON BOTH STABILIZERS, 8 CRACKED RIBS ON THE RT SIDE AND 13 CRACKED RIBS ON THE LT SIDE WERE FOUND. ALL OF THE CRACKS WERE FOUND IN THE LOWER PORTION OF THE FLANGED AREAS OF THE RIBS IN THE CUT-OUT AREA. AFTER REMOVAL OF THE RIVETS, SOME OF THE CRACKS WERE FOUND TO BE GOING TO THE RIVET HOLES BUT MOST OF THE CRACKS CONTINUED PAST THE RIVET HOLES. THE CRACKS WERE PARALLEL TO THE EDGE OF THE RIBS. THE CRACKS WERE LOCATED IN AREAS NOT NORMALLY INSPECTED AND ACCESS IS VERY LIMITED. (K)

2008FA0000813

CESSNA

 

 

RIB  

CRACKED

10/29/2008

560CESSNA

 

 

65320125

HORIZ STAB

WHILE PERFORMING PHASE 1-4 INSPECTIONS, CRACKS WERE NOTICED IN SEVERAL RIBS LOCATED INSIDE THE LT AND RT HORIZ STAB. AFTER REMOVAL OF THE TOP SKINS ON BOTH STAB, 10 CRACKED RIBS ON THE RT SIDE AND 11 CRACKS ON THE LT SIDE WERE FOUND. ALL OF THE CRACKS WAS FOUND IN THE LWR PORTION OF FLANGED AREAS OF THE RIB IN THE CUT-OUT AREA. AFTER REMOVAL OF THE RIBS, SOME OF THE CRACKS WERE FOUND TO BE GOING TO THE RIVET HOLES BUT MOST OF THE CRACKS CONTINUED PAST THE RIVET HOLES. THE CRACKS WERE PARALLEL TO THE EDGE OF THE RIBS. THE CRACKS WERE LOCATED IN AREAS NOT NORMALLY INSPECTED AND ACCESS IS VERY LIMITED. (K)

2008FA0000817

CESSNA

 

 

RIB  

CRACKED

10/29/2008

560CESSNA

 

 

65320145

HORIZ STAB

WHILE PERFORMING PHASE 1-4 INSPECTIONS, CRACKS WERE NOTICED IN SEVERAL RIBS LOCATED INSIDE THE LT AND RT HORIZ STAB. AFTER REMOVAL OF THE TOP SKINS ON BOTH STAB, 10 CRACKED RIBS ON THE RT SIDE AND 11 CRACKS ON THE LT SIDE WERE FOUND. ALL OF THE CRACKS WAS FOUND IN THE LWR PORTION OF FLANGED AREAS OF THE RIB IN THE CUT-OUT AREA. AFTER REMOVAL OF THE RIBS, SOME OF THE CRACKS WERE FOUND TO BE GOING TO THE RIVET HOLES BUT MOST OF THE CRACKS CONTINUED PAST THE RIVET HOLES. THE CRACKS WERE PARALLEL TO THE EDGE OF THE RIBS. THE CRACKS WERE LOCATED IN AREAS NOT NORMALLY INSPECTED AND ACCESS IS VERY LIMITED. (K)

2008FA0000808

CESSNA

 

 

RIB  

CRACKED

10/29/2008

560CESSNA

 

 

65320144

HORIZ STAB

WHILE PERFORMING THE PHASE 1-5 INSP, CRACKS WERE NOTICED IN SEVERAL RIBS LOCATED INSIDE THE LT AND RT HORIZ STABILIZERS. AFTER REMOVAL OF THE TOP SKINS ON BOTH STABILIZERS, 8 CRACKED RIBS ON THE RT SIDE AND 13 CRACKED RIBS ON THE LT SIDE WERE FOUND. ALL OF THE CRACKS WERE FOUND IN THE LOWER PORTION OF THE FLANGED AREAS OF THE RIBS IN THE CUT-OUT AREA. AFTER REMOVAL OF THE RIVETS, SOME OF THE CRACKS WERE FOUND TO BE GOING TO THE RIVET HOLES BUT MOST OF THE CRACKS CONTINUED PAST THE RIVET HOLES. THE CRACKS WERE PARALLEL TO THE EDGE OF THE RIBS. THE CRACKS WERE LOCATED IN AREAS NOT NORMALLY INSPECTED AND ACCESS IS VERY LIMITED. (K)

2008FA0000809

CESSNA

 

 

RIB  

CRACKED

10/29/2008

560CESSNA

 

 

65320143

HORIZ STAB

WHILE PERFORMING THE PHASE 1-5 INSP, CRACKS WERE NOTICED IN SEVERAL RIBS LOCATED INSIDE THE LT AND RT HORIZ STABILIZERS. AFTER REMOVAL OF THE TOP SKINS ON BOTH STABILIZERS, 8 CRACKED RIBS ON THE RT SIDE AND 13 CRACKED RIBS ON THE LT SIDE WERE FOUND. ALL OF THE CRACKS WERE FOUND IN THE LOWER PORTION OF THE FLANGED AREAS OF THE RIBS IN THE CUT-OUT AREA. AFTER REMOVAL OF THE RIVETS, SOME OF THE CRACKS WERE FOUND TO BE GOING TO THE RIVET HOLES BUT MOST OF THE CRACKS CONTINUED PAST THE RIVET HOLES. THE CRACKS WERE PARALLEL TO THE EDGE OF THE RIBS. THE CRACKS WERE LOCATED IN AREAS NOT NORMALLY INSPECTED AND ACCESS IS VERY LIMITED. (K)

2008FA0000810

CESSNA

 

 

RIB  

CRACKED

10/29/2008

560CESSNA

 

 

65320163

HORIZ STAB

WHILE PERFORMING THE PHASE 1-5 INSP, CRACKS WERE NOTICED IN SEVERAL RIBS LOCATED INSIDE THE LT AND RT HORIZ STABILIZERS. AFTER REMOVAL OF THE TOP SKINS ON BOTH STABILIZERS, 8 CRACKED RIBS ON THE RT SIDE AND 13 CRACKED RIBS ON THE LT SIDE WERE FOUND. ALL OF THE CRACKS WERE FOUND IN THE LOWER PORTION OF THE FLANGED AREAS OF THE RIBS IN THE CUT-OUT AREA. AFTER REMOVAL OF THE RIVETS, SOME OF THE CRACKS WERE FOUND TO BE GOING TO THE RIVET HOLES BUT MOST OF THE CRACKS CONTINUED PAST THE RIVET HOLES. THE CRACKS WERE PARALLEL TO THE EDGE OF THE RIBS. THE CRACKS WERE LOCATED IN AREAS NOT NORMALLY INSPECTED AND ACCESS IS VERY LIMITED. (K)

2008FA0000811

CESSNA

 

 

RIB  

CRACKED

10/29/2008

560CESSNA

 

 

65320174

HORIZ STAB

WHILE PERFORMING THE PHASE 1-5 INSP, CRACKS WERE NOTICED IN SEVERAL RIBS LOCATED INSIDE THE LT AND RT HORIZ STABILIZERS. AFTER REMOVAL OF THE TOP SKINS ON BOTH STABILIZERS, 8 CRACKED RIBS ON THE RT SIDE AND 13 CRACKED RIBS ON THE LT SIDE WERE FOUND. ALL OF THE CRACKS WERE FOUND IN THE LOWER PORTION OF THE FLANGED AREAS OF THE RIBS IN THE CUT-OUT AREA. AFTER REMOVAL OF THE RIVETS, SOME OF THE CRACKS WERE FOUND TO BE GOING TO THE RIVET HOLES BUT MOST OF THE CRACKS CONTINUED PAST THE RIVET HOLES. THE CRACKS WERE PARALLEL TO THE EDGE OF THE RIBS. THE CRACKS WERE LOCATED IN AREAS NOT NORMALLY INSPECTED AND ACCESS IS VERY LIMITED. (K)

2008FA0000792

CESSNA

 

 

RIB  

CRACKED

10/29/2008

560CESSNA

 

 

65320114

HORIZ STAB

WHILE PERFORMING THE PHASE 1-5 INSP, CRACKS WERE NOTICED IN SEVERAL RIBS LOCATED INSIDE THE LT AND RT HORIZ STABILIZERS. AFTER REMOVAL OF THE TOP SKINS ON BOTH STABILIZERS, 8 CRACKED RIBS ON THE RT SIDE AND 13 CRACKED RIBS ON THE LT SIDE WERE FOUND. ALL OF THE CRACKS WERE FOUND IN THE LOWER PORTION OF THE FLANGED AREAS OF THE RIBS IN THE CUT-OUT AREA. AFTER REMOVAL OF THE RIVETS, SOME OF THE CRACKS WERE FOUND TO BE GOING TO THE RIVET HLES BUT MOST OF THE CRACKS CONTINUED PAST THE RIVET HOLES. THE CRACKS WERE PARALLEL TO THE EDGE OF THE RIBS. THE CRACKS WERE LOCATED IN AREAS NOT NORMALLY INSPECTED AND ACCESS IS VERY LIMITED. (K)

2008FA0000779

CESSNA

 

 

RIB  

CRACKED

10/29/2008

560CESSNA

 

 

65320125

HORIZ STAB

WHILE PERFORMING THE PHASE 1-5 INSP, CRACKS WERE NOTICED IN SEVERAL RIBS LOCATED INSIDE THE LT AND RT HORIZ STABILIZERS. AFTER REMOVAL OF THE TOP SKINS ON BOTH STABILIZERS, 5 CRACKED RIBS ON THE RT SIDE AND 8 CRACKED RIBS ON THE LT SIDE WERE FOUND. ALL OF THE CRACKS WERE FOUND IN THE LOWER PORTION OF THE FLANGED AREAS OF THE RIBS IN THE CUT-OUT AREA. AFTER REMOVAL OF THE RIVETS, SOME OF THE CRACKS WERE FOUND TO BE GOING TO THE RIVET HOLES BUT MOST OF THE CRACKS CONTINUED PAST THE RIVET HOLES. THE CRACKS WERE PARRALLEL TO THE EDGE OF THE RIBS. THE CRACKS WERE LOCATED IN AREAS NOT NORMALLY INSPECTED AND ACCESS IS VERY LIMITED. (K)

2008FA0000787

CESSNA

 

 

RIB  

CRACKED

10/29/2008

560CESSNA

 

 

65320134

HORIZ STAB

WHILE PERFORMING THE PHASE 1-5 INSP, CRACKS WERE NOTICED IN SEVERAL RIBS LOCATED INSIDE THE LT AND RT HORIZ STABILIZERS. AFTER REMOVAL OF THE TOP SKINS ON BOTH STABILIZERS, 5 CRACKED RIBS ON THE RT SIDE AND 8 CRACKED RIBS ON THE LT SIDE WERE FOUND. ALL OF THE CRACKS WERE FOUND IN THE LOWER PORTION OF THE FLANGED AREAS OF THE RIBS IN THE CUT-OUT AREA. AFTER REMOVAL OF THE RIVETS, SOME OF THE CRACKS WERE FOUND TO BE GOING TO THE RIVET HOLES BUT MOST OF THE CRACKS CONTINUED PAST THE RIVET HOLES. THE CRACKS WERE PARRALLEL TO THE EDGE OF THE RIBS. THE CRACKS WERE LOCATED IN AREAS NOT NORMALLY INSPECTED AND ACCESS IS VERY LIMITED. (K)

2008FA0000786

CESSNA

 

 

RIB  

CRACKED

10/29/2008

560CESSNA

 

 

65320135

HORIZ STAB

WHILE PERFORMING THE PHASE 1-5 INSP, CRACKS WERE NOTICED IN SEVERAL RIBS LOCATED INSIDE THE LT AND RT HORIZ STABILIZERS. AFTER REMOVAL OF THE TOP SKINS ON BOTH STABILIZERS, 5 CRACKED RIBS ON THE RT SIDE AND 8 CRACKED RIBS ON THE LT SIDE WERE FOUND. ALL OF THE CRACKS WERE FOUND IN THE LOWER PORTION OF THE FLANGED AREAS OF THE RIBS IN THE CUT-OUT AREA. AFTER REMOVAL OF THE RIVETS, SOME OF THE CRACKS WERE FOUND TO BE GOING TO THE RIVET HOLES BUT MOST OF THE CRACKS CONTINUED PAST THE RIVET HOLES. THE CRACKS WERE PARRALLEL TO THE EDGE OF THE RIBS. THE CRACKS WERE LOCATED IN AREAS NOT NORMALLY INSPECTED AND ACCESS IS VERY LIMITED. (K)

2008FA0000790

CESSNA

 

 

RIB  

CRACKED

10/29/2008

560CESSNA

 

 

65320154

HORIZ STAB

WHILE PERFORMING THE PHASE 1-5 INSP, CRACKS WERE NOTICED IN SEVERAL RIBS LOCATED INSIDE THE LT AND RT HORIZ STABILIZERS. AFTER REMOVAL OF THE TOP SKINS ON BOTH STABILIZERS, 5 CRACKED RIBS ON THE RT SIDE AND 8 CRACKED RIBS ON THE LT SIDE WERE FOUND. ALL OF THE CRACKS WERE FOUND IN THE LOWER PORTION OF THE FLANGED AREAS OF THE RIBS IN THE CUT-OUT AREA. AFTER REMOVAL OF THE RIVETS, SOME OF THE CRACKS WERE FOUND TO BE GOING TO THE RIVET HOLES BUT MOST OF THE CRACKS CONTINUED PAST THE RIVET HOLES. THE CRACKS WERE PARRALLEL TO THE EDGE OF THE RIBS. THE CRACKS WERE LOCATED IN AREAS NOT NORMALLY INSPECTED AND ACCESS IS VERY LIMITED. (K)

2008FA0000784

CESSNA

 

 

RIB  

CRACKED

10/29/2008

560CESSNA

 

 

65320114

HORIZ STAB

WHILE PERFORMING THE PHASE 1-5 INSP, CRACKS WERE NOTICED IN SEVERAL RIBS LOCATED INSIDE THE LT AND RT HORIZ STABILIZERS. AFTER REMOVAL OF THE TOP SKINS ON BOTH STABILIZERS, 5 CRACKED RIBS ON THE RT SIDE AND 8 CRACKED RIBS ON THE LT SIDE WERE FOUND. ALL OF THE CRACKS WERE FOUND IN THE LOWER PORTION OF THE FLANGED AREAS OF THE RIBS IN THE CUT-OUT AREA. AFTER REMOVAL OF THE RIVETS, SOME OF THE CRACKS WERE FOUND TO BE GOING TO THE RIVET HOLES BUT MOST OF THE CRACKS CONTINUED PAST THE RIVET HOLES. THE CRACKS WERE PARRALLEL TO THE EDGE OF THE RIBS. THE CRACKS WERE LOCATED IN AREAS NOT NORMALLY INSPECTED AND ACCESS IS VERY LIMITED. (K)

2008FA0000781

CESSNA

 

 

RIB  

CRACKED

10/29/2008

560CESSNA

 

 

65320134

HORIZ STAB

WHILE PERFORMING THE PHASE 1-5 INSP, CRACKS WERE NOTICED IN SEVERAL RIBS LOCATED INSIDE THE LT AND RT HORIZ STABILIZERS. AFTER REMOVAL OF THE TOP SKINS ON BOTH STABILIZERS, 5 CRACKED RIBS ON THE RT SIDE AND 8 CRACKED RIBS ON THE LT SIDE WERE FOUND. ALL OF THE CRACKS WERE FOUND IN THE LOWER PORTION OF THE FLANGED AREAS OF THE RIBS IN THE CUT-OUT AREA. AFTER REMOVAL OF THE RIVETS, SOME OF THE CRACKS WERE FOUND TO BE GOING TO THE RIVET HOLES BUT MOST OF THE CRACKS CONTINUED PAST THE RIVET HOLES. THE CRACKS WERE PARRALLEL TO THE EDGE OF THE RIBS. THE CRACKS WERE LOCATED IN AREAS NOT NORMALLY INSPECTED AND ACCESS IS VERY LIMITED. (K)

2008FA0000783

CESSNA

 

 

RIB  

CRACKED

10/29/2008

560CESSNA

 

 

65320104

HORIZ STAB

WHILE PERFORMING THE PHASE 1-5 INSP, CRACKS WERE NOTICED IN SEVERAL RIBS LOCATED INSIDE THE LT AND RT HORIZ STABILIZERS. AFTER REMOVAL OF THE TOP SKINS ON BOTH STABILIZERS, 5 CRACKED RIBS ON THE RT SIDE AND 8 CRACKED RIBS ON THE LT SIDE WERE FOUND. ALL OF THE CRACKS WERE FOUND IN THE LOWER PORTION OF THE FLANGED AREAS OF THE RIBS IN THE CUT-OUT AREA. AFTER REMOVAL OF THE RIVETS, SOME OF THE CRACKS WERE FOUND TO BE GOING TO THE RIVET HOLES BUT MOST OF THE CRACKS CONTINUED PAST THE RIVET HOLES. THE CRACKS WERE PARRALLEL TO THE EDGE OF THE RIBS. THE CRACKS WERE LOCATED IN AREAS NOT NORMALLY INSPECTED AND ACCESS IS VERY LIMITED. (K)

2008FA0000785

CESSNA

 

 

RIB  

CRACKED

10/29/2008

560CESSNA

 

 

65320124

HORIZ STAB

WHILE PERFORMING THE PHASE 1-5 INSP, CRACKS WERE NOTICED IN SEVERAL RIBS LOCATED INSIDE THE LT AND RT HORIZ STABILIZERS. AFTER REMOVAL OF THE TOP SKINS ON BOTH STABILIZERS, 5 CRACKED RIBS ON THE RT SIDE AND 8 CRACKED RIBS ON THE LT SIDE WERE FOUND. ALL OF THE CRACKS WERE FOUND IN THE LOWER PORTION OF THE FLANGED AREAS OF THE RIBS IN THE CUT-OUT AREA. AFTER REMOVAL OF THE RIVETS, SOME OF THE CRACKS WERE FOUND TO BE GOING TO THE RIVET HOLES BUT MOST OF THE CRACKS CONTINUED PAST THE RIVET HOLES. THE CRACKS WERE PARRALLEL TO THE EDGE OF THE RIBS. THE CRACKS WERE LOCATED IN AREAS NOT NORMALLY INSPECTED AND ACCESS IS VERY LIMITED. (K)