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

367

bald eagle watching over three eggs

FEBRUARY

2009

 


CONTENTS

AIRPLANES

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

BEECHJET................................................................................................................................... 2

BOMBARDIER............................................................................................................................ 2

CESSNA...................................................................................................................................... 4

DASSAULT................................................................................................................................. 5

DIAMOND.................................................................................................................................. 5

PIPER........................................................................................................................................... 7

AIR NOTES

INTERNET SERVICE DIFFICULTY REPORTING (iSDR) WEB SITE..................................... 8

IF YOU WANT TO CONTACT US........................................................................................... 9

AVIATION SERVICE DIFFICULTY REPORTS...................................................................... 10

 


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

BEECH

Beech: A60; Deice Boot Separation: ATA 6112

A repair station technician describes the following defect report.  "A propeller came in for repairs, necessitating the installation of new deice boots on all three blades (Hartzell; HC-F3YR-2UF).  This propeller was later installed by the (aircraft) owner's mechanic.  One of the three boots came off (during engine operation), resulting in a dent on the aircraft fuselage after (approximately) seven hours of flying.

"Questioning our mechanic (who installed the boots) revealed no deviations in procedures (which might have occurred) during installation.  It was determined the glue used for the installation (...was within shelf life parameters.)"

"Our facility visited the location of the aircraft and installed a new boot on the propeller.  It was observed that the adhesive adhered to the area of the blade where the boot came off—the adhesive did not separate from the blade.  The (thrown) boot was not recovered and could not be inspected.

"The boots on this propeller are long strap boots.  The boot strap, on this type of installation, must be positioned within the spinner such that the centrifugal forces during operation do not push the strap through the gap between the spinner cut-out and the propeller blade.  Should the strap be improperly positioned during spinner installation, it is possible for the strap to come out of this gap—resulting in separation of the boot from the blade.  When properly positioned the strap remains contained within the spinner.  Similarly, should the propeller be run up on the ground without the spinner installed, the boots can separate from the blade.

"Since the two remaining boots are attached tightly, it is likely the boot strap was not positioned properly during spinner installation, resulting in the boot separating from the blade."


(It would appear the supplied part's serial number is actually the Goodrich P/N: 4E1188-3.  The FAA Service Difficulty Reporting System (SDRS) database returns two additional boot reports for this number, both on Piper PA31 aircraft.  A couple of photos of that strap/spinner containment process might have earned you rights to demand lunch from me!  Next time, just send a scanned copy of your report direct to my personal mail with attached jpeg photos: daniel.roller@faa.gov .)

Part Total Time: 7.0 hours (approximately).

 

BEECHJET

Beechjet: 400A; Fuselage Bulkhead Cracks; ATA 5310

"While performing an A-B inspection," says an aircraft technician, "(I)  found the right and left aft fuselage bleed air line attach brackets pulled from the aft fuselage bulkhead, resulting in cracks in the bulkheads at frame station 329.92.  I recommend inspecting this area thoroughly at each inspection and contacting Hawker Beechcraft for repair options.

"This is the fourth aircraft in a row that this bulkhead (P/N 45A34901-11) has been found cracked.  The crack has been found on both sides of the aircraft."

(Cycles indicated: 3,225.  Reference your submission in last December's Alerts.  The SDRS database only returns two entries for this bulkhead P/N, this one will make three.  At least six entries are missing from the data base!  I can't promise you nine would effect a change any faster than three, but it will provide increasing validity to the defect observation.  If you have a log that will burn, don't waste it.  Throw it on the fire—Ed.)

Part Total Time: 2,967.6 hours.

 

BOMBARDIER

Bombardier (and other): CL-600-2B16; Water Heater Failure; ATA 3820

(The following article is a safety advisement from Transport Canada's Service Difficulty Alerts.  It was duplicated from their web site and is republished here with permission from Civil Aviation Technical Inspector Steve Dudka.  Source and contact information is found at the article's end.)

AL 2009-01
10 February 2009

Galley or Washroom Water Heater failure
Supplemental Type Certificate (STC) – SA696GL and STC SA4370SW

Transport Canada Civil Aviation (TCCA) has learned through the Service Difficulty Reporting (SDR) program that a Bombardier CL-600-2B16 (601-3R) Challenger’s crew observed smoke coming out of the fuel control panel in the forward galley area. The aircraft declared an emergency and made a successful landing.

Investigation has revealed the water heater insulation blanket in the forward galley had evidence of heat damage. The heater (P/N 444-0007 or 500-0120-7-0) is part of a United States Supplemental Type Certificate (STC) – SA696GL and SA4370SW.


Further investigation revealed the thermostat on the heater had failed allowing the temperature to climb well above design limits causing the heater’s insulation and the adjacent aircraft insulation to begin to overheat (smoke). There have been four (4) known previous events where the thermostat has failed with similar results.

WASHROOM WATER HEATER.

The water heaters may have been installed on, but not limited to, Canadair Challenger, Gulfstream GII, GIII, GIV, Hawker 700/800 and in a wide variety of aircraft outside of the STC using a FAA Airworthiness Approval Tag 8130-3.

Transport Canada recommends that all operators and Approved Maintenance Organizations review aircraft records and verify if their aircraft has had interior modifications carried out at either Gulfstream’s (formerly KC Aviation) Appleton or Dallas facilities. Also, TCCA highly recommends a visual inspection be carried out for this heater installation and evidence of water heater overheating at the earliest possible opportunity.

The Transportation Safety Board (TSB) and Transport Canada investigation for this more recent event will continue with the support of General Dynamics, the STC holder. In the interim, General Dynamics Aviation Services will produce an All Affected Operators Message for Gulfstream and Non-Gulfstream products, reference control # 2008-0014.

Any further defects or occurrences should be reported to Transport Canada, Continuing Airworthiness, Ottawa, via the Service Difficulty Reporting (SDR) program. For further information, contact a Transport Canada Centre, or Mr. Steve Dudka, Continuing Airworthiness, Ottawa, telephone 613 952-4361, facsimile 613 996-9178 or e-mail span style='color:#006666'

http://www.tc.gc.ca/CivilAviation/certification/continuing/Alert/2009‑01.htm

(The FAA's SDRS database doesn't return a record for P/N 444-007, but if the number is truncated by 2 digits and provided a wild card '%', P/N 444-007-103 returns on another CL600.   P/N 5000-0120-7-0 returns one similar report.  ANYTHING to do with fire is well worth a few moments of consideration and inspection.  Thanks goes to Steve for sharing this information—Ed.)

Part Total Time: (n/a).

 


CESSNA

Cessna: 140; Failed Wing Fabric Patch; ATA 5730

An A&P mechanic states, "This wing was previously repaired by removing the upper top center fabric between stations 58 to 176.  Ribs were repaired as per a 337 and the fabric was replaced using Superflight System II recovering process as outlined in their D-102A manual.  This manual calls for a 2 inch minimum overlap of fabric.  This repair was done with a 3 to 4 inch overlap on the previously finished old fabric.  For further reference, AC 43-13 1B (Chapter 2; section 4; paragraph 2-45d) calls for a maximum of 4 inch overlaps on wing repairs on aircraft not exceeding Vne (velocity never exceed) of 150 MPH.  The Superflight manual states repairs can be done without removing the old finish coat.  Cessna fabric clips were used to attach the fabric to the ribs.

"During a flight...the fabric patch came off.  The aircraft was landed with some difficulty, but without incident.  It is speculated the air stream got under a loose tape and lifted the entire patch from the wing, including ripping the fabric clips out of the ribs.  It is further speculated the pilot's preflight had failed to identify a potential problem arising from a loose tape.

"The Superflight recovering process has changed over the years.  The new System VI differs from the older process in the type of base primer and finishing paint.  Further investigation has determined Superflight changed their instructions for installing fabric tapes.  Under the System II instruction manual D-102A, tapes were laid in a wet bed of thinned U500 adhesive and covered with an additional coat applied with sufficient pressure to squeeze out any air bubbles.  The current System VI process and manual D-102B calls for brushing a coat of thinned U-500 adhesive where the tape will be laid.  This is allowed to dry and is followed with an additional application which is also allowed to dry.  The tape is then laid down and brushed with MEK, working the cement up into the weave of the tape and paying special attention to working the edges down well to secure.

"To prevent any future problems with this aircraft the repair to the wing will be made by applying new fabric to the entire upper surface of the wing and overlapping the fabric around the leading edge as outlined in the System VI manual for new installations.  In addition, pinked edged tapes will be used in place of the straight edged tapes of the older repair and installation.  This will allow for better adhesion due to the increased surface area.  As the left wing was also repaired in a similar manner...the existing upper fabric will also be replaced.  Inspection of the right wing has revealed no signs of a problem but it has been determined to proceed with this additional work in the interest of safety."

Part Total Time: (unknown).

 

Cessna: 177RG; Cracked Bulkhead Structure; ATA 5712

(The following combines two similar reports from the same repair station technician.  The second report references a 177B.)

"During a routine inspection (I) found the bulkhead (P/N 1221062-8) cracked.  I checked two additional Cardinals that happened to be in our shop and found one of them to have a similar crack.  This section of the bulkhead is the attach structure for the lower attach angle for the inboard flap drive bell crank.  It is curious that the factory installed some extra reinforcement structure (a bracket) in this position in the L/H wing.  There are even some 'pilot drill holes' (which were) drilled at the factory in the rib, and a heavy attach angle on the effected R/H side.  It would appear both L/H and R/H bell cranks would experience the same fore-aft forces by air loads on the flaps.  (Therefore...), why reinforce only one side?  Is it possible the factory assembly line neglected to install an intended similar reinforcement on the R/H side?"  (Part total time for the second aircraft: 6,339.0 hours.  SDRS returns two additional entries for this part number, three if you drop the last digit.)

Part Total Time: 4,336.0 hours.

 


Cessna: 185A; Broken Alternator Bracket; ATA 2410

A mechanic says, "(At an earlier date...) I installed a Plane Power Alternator Conversion Kit (STC SA10682SC) on this aircraft.  During an oil change I found the alternator bracket (Plane Power P/N 10-9003) cracked totally in half.  This alternator had only been in use for three weeks at approximately 45 hours."

PHOTO OF THE BROKEN "PLANE POWER" ALTERNATOR MOUNT BRACKET.

Part Total Time: 45.0 hour (approximately).

 

DASSAULT

Dassault: 2000; Failed Emergency Handle Solder Joints; ATA 5220

A repair station technician states, "The access cover for the emergency window handle does not have a (support) lanyard.  When it is removed, the cover hangs by the wiring that illuminates (the handle assembly), putting stress on the solder connections for the handle lighting.  This causes the connections to break, creating either an inoperative emergency light or a short—(resulting) in more than one emergency light (failing) to illuminate.  This cover is removed routinely for security pinning of the exit handle and for emergency window handle inspection.  There should be a lanyard to provide stress relief for the associated wiring mounted on the cover and in the window assembly."  (No part number was provided with this report.)

Part Total Time: (unknown).

 

DIAMOND

Diamond: DA40; Chafing Intake/Inlet Ring; ATA 7160

"While performing a 100 hour inspection," writes a mechanic, "fine metal particles were discovered covering the throat and valve of the fuel injection servo (P/N 2576568-1).  The servo was sent to a repair facility to determine whether or not any of the metal particles entered the servo's blast tubes.  It has been determined the metal originated from the chafing of the loose fitting inlet ring (item 220; P/N 7166-20-31) within the flange (item 20; P/N 7166-20-33).  The loose fit is due to manufacturing.  Diamond Aircraft has not come up with a fix as of this date.  For now we are cementing the inlet ring to the flange while awaiting a permanent fix."


 

PARTS DRAWING OF INTAKE ASSEMBLY.


 

CLOSEUP OF THE INJECTION BLAST TUBES.

 

"Here you can see the metal adhering to the rag (1), and the resulting clean area at the inlet of the fuel injection servo (2).  The particles coated the entire length of the throat and valve.  We were concerned metal may have been ingested into the blast tubes (3).  Upon inspection (by an overhaul facility), it was found that no metal had entered the blast tubes."

Part Total Time: 686.5 hours.

 

PIPER

Piper: PA28-151; Corroded Wing Attach Fittings; ATA 5341

An unknown submitter writes, "This fuselage rear wing attach fitting (P/N 62448-003) was being replaced due to corrosion pits on the front surface.  Upon removal some severe pitting was noted just inboard of the 5/16 inch wing attach bolt hole on the rear side of the fitting.  This area is exposed to outside air and moisture and is located in a difficult area to inspect.  This area is also more critical (with respect to) eventual part failure than the front surface (which remains) visible from the inside of the fuselage.  I recommend cleaning dirt out of this area and inspecting with a good light."

Part Total Time: (unknown).

 


Piper: PA28-181; Cracked Rudder Support Assembly; ATA 2720

A technician at a repair station writes, "(I) found the aft 'Z' (rudder pedal) assembly cracked (P/N 62664-000).  The 'Z' assembly is riveted to the top forward end of the tunnel plate (P/N 62601-003) and acts as an attachment point for the rudder bar support assembly (P/N 63451-000) using four standard AN3-4A bolts—which are secured through nut plates that are riveted on both fore and aft 'Z' assemblies.

"This cracking is possibly caused by looseness in the toe brake support brackets (P/N 63468-0000) on both pilot and co-pilot's side.  The standard AN3-13A bolts used to attach these toe brake support brackets loosen over time and cause loss of support to the rudder pedal bar assembly (P/N 63420-000).  This flexing transfers down to the 'Z' assemblies, causing metal fatigue and subsequent cracking.  I recommend periodic re-torquing of the toe brake support bracket bolts."  (Provided fuselage station: 48.60.)

Part Total Time: 5,820.4 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/isdr/ .

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

CA081127010

 

 

 

SHAFT

CORRODED

6/11/2008

 

 

 

7635109028105

M/R GEARBOX

(CAN) EXCESSIVE CORROSION FOUND ON NEW QUILL SHAFT. MAIN GEARBOX O/H PN:76351-09500-044, SN:A081-00058 DURING CLEAN-UP AND INSP OF NEW QUILL SHAFT (PN, SN MENTIONED BELOW) MULTIPLE CORROSION PITTING CLUSTERS FOUND ON INTERNAL SPLINES AND ID OF PART. RETURN TO VENDOR FOR FULL WARRANTY UNSERVICEABLE QUILL SHAFT RETURN TO VENDOR AWAITING WARRANTY RMA NR COMPANY SQID NR 08-04306.

CA081201004

 

 

 

BOLT

MISSING

12/1/2008

 

 

 

 

STARTER

(CAN) STARTER CASE THROUGH BOLTS. BOLTS HAVE LOOSENED OFF TO THE POINT OF CAUSING ELECTRICAL SHORTING WITHIN THE STARTER DUE TO THE HALVES BEING LOOSE FROM EACH OTHER. ONE BOLT COMPLETELY MISSING. SPARKS AND ARCING VISUALLY OBSERVED AT BENDIX HSG DURING STARTER OPERATION.

CA081202001

 

 

 

TIRE

BULGED

12/1/2008

 

 

 

301003530

MLG 

(CAN) A BULGE WAS NOTICED ON THE TIRE DURING A PRE-FLIGHT INSP. SUBSEQUENT INSP UPON REMOVAL REVEALED A RIP IN THE INNER TIRE CARCASS.

CA081203004

 

 

 

SPINDLE

UNSERVICEABLE

11/18/2008

 

 

S61TRH

S611033406101

TAIL ROTOR

(CAN) S61 TAIL ROTOR SPINDLE FAILED NITAL ETCH INSP IAW SB61B10-18J S/N`S K071-00144, K071-00132, K071-00137.

CA081203006

 

 

 

SPINDLE

UNSERVICEABLE

12/2/2008

 

 

 

S611033406

TAIL ROTOR

(CAN) S61 TAIL ROTOR SPINDLE FAILED INITIAL ETCH INSP IAW SB61B10-18J S/N`S K071-00394, K071-00392.

2008FA0000909

 

ALLSN

 

SEPARATOR

BROKEN

8/25/2008

 

T63A720

 

23038229

AIR/OIL

CUSTOMER HAD CHIP LIGHT INDICATING METAL GENERATION IN ENG. INVESTIGATION/ DISASSEMBLY REVEALED THE AIR OIL SEPARATOR GEAR WAS BROKEN AT GEARFACE TO SHAFT LOCATION (WHERE THE 16 DRILLED HOLES CONVERGE AT GEAR CTR). THIS IS THE 4TH OR 5TH AIR OIL SEPARATOR GEAR I`VE SEEN BROKEN LIKE THIS IN 7-8 YEARS. WHEN THE GEAR BREAKS, IT GENERATES METAL BUT DOESN`T FAIL IN OPERATION, BUT THEN THE GEARBOX IS OPENED THE GEAR COMES OUT IN TWO PIECES. (THE GEAR IS SUPPORTED BY A BEARING ON EITHER END AND IN OPERATION THE BROKEN GEAR IS HELD TOGETHER BY THE SANDWICH FIT CREATED BY THE GEARBOX IT OPERATES IN). THE PROBABLE CAUSE FOR THE REPEATED FAILURES IS POSSIBLY THE DESIGN. THE GEAR HAS 16 HOLES DRILLED INTO IT AND THEY CONVERGE AT THE CTR OF THE GEAR WHICH IS WHERE THE SHAFT FAILS. POSSIBLE FIX COULD BE TO REVIEW THE DWGS AND REDESIGN OR BEEF-UP THE WEAK POINT OF THE GEAR. (K)

CA081201005

 

GARRTT

 

GASKET

LEAKING

11/30/2008

 

TPE33110UA

 

31037505

ENGINE

(CAN) THIS ENG WAS NOTED TO HAVE A OIL LEAK COMING FROM THE BOTTOM OF THE DIAPHRAGM AT THE 2 BOTTOM BOLT HOLES CLOSEST TO THE CHIP DETECTOR. THE GASKET WAS NOTED TO BE STICKING OUT AND NOT SEALING PROPER. UPON FURTHER INVESTIGATION THE OLD STYLE GASKETS PN 3103750-1/-3/-4 WERE CHANGED UP TO A 3103750-5 TO PREVENT THIS ISSUE. REF: SB TPE331-72-2084 FOR THE UPGRADED GASKETS. THE 3103750-5 GASKET WAS INSTALLED ONLY 23.5 HRS PRIOR TO THIS OIL LEAK AT A REPAIR. THE CASE BOLTS WERE CHECKED AND WERE AT THERE PROPER TORQUE.

CA081202003

 

PWA  

 

RETAINING RING

DAMAGED

11/6/2008

 

PT6A114A

 

311074102

TURBINE SECTION

(CAN) ENGINE WAS RECEIVED FOR INVESTIGATION/REPAIR DUE TO SHIFTING OF CT SHROUD SEGMENTS. THE CT SHROUD SEGMENT-RETAINING RING WAS OF POST SB 1627 CONFIGURATION AND THE CT SHROUD SEGMENTS (P/N 3035673CL12) POST SB 1628. DURING INVESTIGATION, HEAVY RUB SPOTS WERE NOTED ON QTY. 1-CT SHROUD SEGMENT AND ALL THE CT BLADES. THE CT SHROUD SEGMENTS RETAINING RING WAS FOUND DISENGAGED FROM THE RETAINING CAVITY OF CT SHROUD HSG, CAUSING LOOSENING AND DROOPING OF CT SHROUD SEGMENT. THIS RESULTED IN HEAVY RUB BETWEEN THE CT BLADES AND SHROUD SEGMENT. THE CT TIP CLEARANCES WERE INCREASED TO APPROX 0.048 INCH, WHICH ADVERSELY AFFECTED ENGINE PERFORMANCE. NO CURLING/BOWING OF CT SHROUD SEGMENTS WAS OBSERVED. NO OVER HEATING/BURNING OF HOT SECTION PARTS WERE NOTED. THE CMM INSPECTION OF THE CT SHROUD HOUSING WAS DONE AND ROUNDNESS OF ALL THE CRITICAL DIAMETERS WERE NOTED WITHIN O/H MANUAL LIMITS. THIS IS THE 1ST INCIDENCE THAT CAME TO ATTENTION WHERE A POST SB 1627 & 1628 HOT SECTION CONFIGURATION ENG HAS SUFFERED THE DISENGAGEMENT OF CT SHROUD SEGMENT RETAINING RING.

CA081125017

 

PWA  

 

BLADES

FRACTURED

11/7/2008

 

PT6A28

 

 

COMPRESSOR

(CAN) DURING CRUISE AT FL170, THE LT ENG LOST POWER AND THE TEMP INCREASED TO 850 DEGREES C. (1) PASSENGER SAW FLAMES OUT THE EXHAUST. THE ENG WAS SHUTDOWN AND A SINGLE ENGINE LANDING FOLLOWED. POST FLIGHT INSP FOUND FRACTURED COMPRESSOR TURBINE BLADES. THE ENG WILL BE INVESTIGATED AT IN PRESENCE OF A MFG REP AND UPDATES WILL BE PROVIDED.

CA081125018

 

PWA  

 

BLADES

FAILED

11/16/2008

 

PT6A6

 

 

POWER TURBINE

(CAN) ACFT TYPE ID PC-9. WHILE APPLYING POWER DURING A TOUCH AND GO, THE ENGINE STARTED VIBRATING. THE PILOT REDUCED THE POWER TO IDLE AND ABORTED T/O. AS THE A/C SLOWED DOWN ON THE RUNWAY, OIL BEGAN TO SPRAY OVER THE CANOPY. ONCE CLEARED OF THE RUNWAY, THE PROPELLER SLOWED DOWN RAPIDLY AND THE ENG WAS IMMEDIATELY SHUTDOWN. POST FLIGHT INSP FOUND FRACTURED PT BLADES, THE EXHAUST DUCT HAS A HOLE THROUGH THE INNER "SKI JUMP", THE EXHAUST STACK HAS MULTIPLE HOLES AND DENTS AND THE ENGINE COWLING IS DENTED. MFG IS REQUESTED THE ENG BE FWD TO PLT 5 FOR INVESTIGATION.

CA081203010

AEROSP

PWA  

 

WIRE HARNESS

DAMAGED

10/27/2008

ATR42*

PW127

 

 

ENGINE

(CAN) THE ENG EXPERIENCED REPEATED EVENTS OF TORQUE FLUCTUATIONS BETWEEN THE 20TH AND 24TH OF OCTOBER FOR WHICH TROUBLESHOOTING HAD BEEN DONE. ON OCT. 27, THE PROBLEM RE-APPEARED AND WAS ACCOMPANIED BY NO RESPONSE TO THROTTLE MOVEMENTS. THE ENGINE WAS SHUTDOWN AND RE-STARTED IN MANUAL MODE WITH NO FURTHER PROBLEMS TILL THE FLIGHT ENDED. FURTHER TROUBLESHOOTING LED TO THE REPLACEMENT OF THE FUEL CONTROL AND ENGINE WIRING HARNESS, WHICH HAVE BEEN SENT FOR INVESTIGATION. MFG WILL CONTINUE INVESTIGATING THE EVENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED.

CA081204003

AEROSP

PWA  

 

SENSOR

UNSERVICEABLE

12/4/2008

ATR42300

PW120

 

04820203

LT AILERON

(CAN) FDR CORRELATION CHECK REVEALED LT AILERON ROLL SENSOR UNSERVICEABLE. SENSOR INSPECTED. OPERATING CABLE FRAYED AND BINDING. SENSOR REPLACED.

CA081204005

AEROSP

PWA  

 

BLADE

CRACKED

12/4/2008

ATR42300

PW120

 

SFA13MIROASK112

PROPELLER

(CAN) LEADING EDGE NICKEL SHEATH VISUALLY INSPECTED AND A CRACK NOTED. IF PRESSURE APPLIED TO BLADED CRACK BECAME MORE NOTICEABLE. BLADE REMOVED FROM SERVICE.

CA081029006

AEROSP

PWA  

 

TURBINE

SEIZED

10/16/2008

ATR72201

PW124B

 

 

LT ENGINE

(CAN) DURING TAKEOFF, THE PILOT REPORTED LT ENG TQ INCREASE TO 109 PERCENT. THE PLA WAS MOVED TO GI BUT THE ENG SHUTDOWN ITSELF. THE ACFT WAS DIVERTED TO THE GATE. DURING TROUBLESHOOTING, THE ENG PARAMETERS WERE DOWNLOADED AND ANALYZED. REVIEW SHOWED A DROP OF NH FROM 92 PERCENT TO 0, AND FUEL FLOW REDUCING FROM 550 TO 300, AND THEN TO ZERO. THE NL SENSOR AND THE TMM CHIP DETECTOR WERE INSPECTED AND FOUND CONTAMINATED. THE STARTER GEN WAS REMOVED IN ORDER TO ROTATE THE HP SHAFT BUT THE HP TURBINE WAS SEIZED. BORESCOPE INSP PERFORMED AND CONFIRMED THAT THE HP TURBINE WAS NOT ROTATING. SUSPECTING DISTRESS IN THE TOWERSHAFT AREA, THE COVER OF THE AGB DRIVE WAS REMOVED. INSP SHOWED A TOWERSHAFT WITH SIGNIFICANT RADIAL CLEARANCE AND DAMAGED GEAR TEETH . IT WAS DECIDED TO REMOVE THE ENGINE AND SEND IT FOR REPAIR. MFG WILL CONTINUE INVESTIGATING THE EVENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED.

CA081125020

AGUSTA

PWC  

 

ENGINE

MAKING METAL

11/21/2008

A109E

PW206C

 

 

NR 2 

(CAN) PILOT REPORTED NR 2 ENG CHIP LIGHT ILLUMINATED AT TOP OF CLIMBOUT, IMMEDIATELY FOLLOWED BY A SURGE AND POWER LOSS. PILOT PREPARED FOR A RUN-ON LANDING. NR 2 ENG WAS SECURED, PASSENGERS WERE BRIEFED AND TRAFFIC AND DISPATCH WERE ALERTED. NR 1 ENG WENT TO 124 PERCENT TORQUE AFTER NR 2 ENG POWER LOSS. SUCCESSFUL RUN-ON LANDING WAS ACCOMPLISHED AND ACFT WAS GROUND-TAXIED TO PARKING AREA. MFG WILL CONTINUE INVESTIGATING THE EVENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED.

CA081202002

AIRBUS

CFMINT

 

STEERING SYS

MALFUNCTIONED

11/29/2008

A319114

CFM565A1

 

C247360011

NLG 

(CAN) NW STEERING SWING TO THE LT DURING TO ROLL AT APPROX 100 KTS. NEEDED FULL RUDDER AND RT BRAKE TO MAINTAIN CENTERLINE. STEERING CONTROL UNIT 6GC REPLACED IAW MM S/N H0714.

2009FA0000012

AIRBUS

CFMINT

 

ECU  

FAULTY

12/30/2008

A320214

CFM565B4P

 

2123M55P04

NR 2 ENGINE

FLIGHT 515 LAX TO JFK. DURING CRUISE 3 ECAM WARNINGS, THRUST LEVER FAULT, CTL VALVE FAULT, AND ENG2 FADEC A FAULT. AN ASSOCIATED LAND ASAP AMBER ECAM ADVISORY MSG ALSO APPEARED. CREW ADVISED DISPATCH THAT THEY WERE DIVERTING TO LAS. MX FOLLOWED THE TSM FOR THE FAULTS AND FOUND ENGINE 2 CHANNEL A NOT REPORTING DURING ECU TEST. THE ECU WAS REPLACED AND OPS CHECKED OK PER AMM 73-21-60. IAW THE OPERATORS RECORDS, ALL AIRWORTHINESS DIRECTIVES, SERVICE BULLETINS, STC`S AND PMA`S ARE IN FULL COMPLIANCE WITH THE TYPE DESIGN CERTIFICATE AND ASSOCIATED REGULATORY REQUIREMENTS. THE ACFT WAS RELOCATED BACK TO SFO. N632VA DEPARTED LAS AT 0741Z AND ARRIVED SFO AT 0842Z. NO FAULTS NOTED.

2008FA0000904

AMD  

GARRTT

 

TURBINE BLADES

DAMAGED

12/9/2008

FALCON50MYST

TFE73140

 

30606266

NR 2 ENGINE

THE THIRD STAGE LP TURBINE DISK ON NR 2 ENG HAD A BLADE (PN 30606901) BREAK IN FLIGHT DAMAGING THE EXHAUST NOZZLE AND THE AFTER BODY OF THE ENG. THE BLADES OF THE TURBINE DISK HAD A 2500 HOUR MPI REQUIRED EDDY CURRENT INSP COMPLETED AT 2458.6 TSN AND 1979 CSN. THE NEXT INSP APPEARS TO BE DUE IN 216.5 HRS. (K)

CA081203005

BEECH

PWA  

 

TURBINE

DAMAGED

5/2/2008

1900C

PT6A65B

 

 

RT ENGINE

(CAN) ACFT CRASHED UNDER UNKNOWN CIRCUMSTANCES. DURING THE FLT, THE PILOT RADIOED THAT HE HAD A LOSS OF PWR FROM ONE ENG FOLLOWED BY A "MAYDAY" CALL, APPROX 14 MIN LATER, DURING WHICH HE SAID THE SECOND ENGINE STOPPED OPERATING. THE ACFT WAS EQUIPPED WITH A FDR AND CVR. EXAMINATION OF ENGINES, REVEALED THE LT ENGINE DISPLAYED ROTATIONAL SIGNATURES CHARACTERISTIC OF THE ENGINE DEVELOPING POWER AT IMPACT. NO PRE-IMPACT ANOMALIES EVIDENT. THE RT ENGINE DISPLAYED EVIDENCE OF PRE-IMPACT DISTRESS CONSISTING OF THE FRACTURE AND RELEASE OF COMPRESSOR TURBINE (CT) BLADE MATERIAL DUE TO CONTACT WITH A PROTRUDING CT BLADE SHROUD SEGMENT. THE CT DISK, VANE AND SHROUD ASSY WAS REQUESTED TO BE RETURNED TO MFG FOR DETAILED EXAMINATION. MFG WILL CONTINUE INVESTIGATING THE EVENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED.

CA081030001

BEECH

PWA  

 

CONTROLLER

SMOKE

10/12/2008

200BEECH

PT6A41

 

HYLZ503361

A/C SYSTEM

(CAN) THE FLIGHT CREW REPORTED SMOKE IN THE CABIN, THE ACFT LANDED SAFELY. MX INSPECTED AND SMOKE WAS THOUGHT TO BE COMING FROM THE VENT BLOWER, THE BLOWER WAS REPLACED, GROUND RUN-UP CHECK WAS CARRIED OUT AND NO SMOKE WAS EVIDENT COMING FROM AIR CONDITIONING SYS. DURING TEST FLIGHT, THERE WAS NO HEATING CONTROL IN AUTO MODE. THE SYS WAS SWITCHED TO MANUAL AND HEAT CONTROLLING WAS POSSIBLE. WHEN THE SYS WAS SWITCHED BACK TO AUTO, A SLIGHT BURNING SMELL WAS NOTICED BUT THERE WAS NO SMOKE IN THE CABIN. THE SYS WAS TURNED OFF AND THE ACFT RETURNED TO BASE. THE CABIN TEMP CONTROLLER WAS REMOVED AND INSPECTED. THERE WAS EVIDENCE OF DAMAGE AND ARCING ON THE UNIT AND IT WAS REPLACED AND THE ACFT RETURNED TO SERVICE.

CA081203001

BEECH

PWA  

 

PROBE

SEPARATED

11/20/2008

300BEECH

PT6A60A

 

100380006119

RT AUX TANK

(CAN) DURING A 3RD PHASE 600 HR INSP, A SNAG WAS CREATED TO FIX A DISCREPANCY IN THE RT FUEL QUANTITY INDICATING SYS. THE RT FUEL TANK READING WAS 300 LBS LOW. MAINT INSPECTED SYS AND ISOLATED THE PROBLEM TO THE RT AUX FUEL TANK PROBE. UPON A CLOSER INSP IT WAS DISCOVERED THAT THE PROBE HSG AT SEPARATED FROM THE SENDING UNIT. THE PLASTIC RIVETS HAD SHEARED. THE PARTS WERE RECOVERED FROM THE AUX TANK AND WERE ALL ACCOUNTED FOR. A NEW SERVICEABLE UNIT WAS INSTALLED AND THE SYS WAS TESTED SERVICEABLE.

2008FA0000907

BEECH

CONT

 

CYLINDER

CRACKED

12/8/2008

35C33

IO470K

 

539491

ENGINE

ANNUAL INSP REVEALED A LARGE QUANITY OF VERY BLACK OIL RUNNING DOWN THE ENGINE MOUNT LEG AND AIRFRAME STRUCTURE. FURTHER INVESTIGATION FOUND THE LEAK TO ORIGINATE AT THE HEAD TO BARREL CONNECTIONS OF CYLINDERS NR 1, AND NR 3. COMPRESSION CHECK USING AN INPUT PRESSURE OF 80 PSI AND LEAK DETECTING SOLUTION SHOWED AIR TO BE LEAKING FROM THE CYLINDER HEAD TO BARREL CONNECTION. CYLINDERS WERE REMOVED AND INSPECTED BUT IT COULD NOT BE CONFIRMED IF CRACK EXISTED OR IF LEAK WAS THROUGH THE THREADS. THE LOW TIME ON NEW MFG CYLINDERS INDICATES THAT THE PROBLEM COULD BE IN THE MFG PROCESS. NOTE: ENGINE WAS REBUILT / ZERO TIMED USING NEW CYLINCERS ON 5/20/2001. (K)

2009FA0000010

BEECH

 

 

SWITCH

INTERMITTENT

1/12/2009

400A

 

 

45AS6101513

TE FLAP

INVESTIGATED A CREW REPORT OF THE FLAPS INTERMITTENTLY NOT RETRACTING PAST THE 10 DEGREE SETTING. DURING TROUBLESHOOTING FOUND THE P/N 45AS61015-13 RT FLAP FOLLOW-UP SWITCH ASSY. ELECTRICAL READINGS TO BECOME INTERMITTENT WHEN EXPOSED TO LOW TEMPERATURES. REPLACED THE RT FLAP FOLLOW-UP SWITCH ASSY WITH A SUPERSEDING P/N 45AS61015-23 SWITCH ASSY. AND ADJUSTED THE LT FLAP FOLLOW-UP SWITCH AS REQUIRED. FLAP SYS TESTS NORMAL. RECOMMEND MFG ISSUE A MANDATORY OR RECOMMENDED SB TO ESTABLISH A RECOMMENDED COMPLIANCE TIME FOR REPLACING OLDER STYLE FLAP FOLLOW-UP SWITCH ASSY'S WITH NEWER P/N FOLLOW-UP SWITCH ASSY'S.

2009FA0000020

BEECH

 

 

UPLOCK HOOK

DISENGAGED

12/24/2008

400A

 

 

45A3951141

NLG 

AFTER DEPARTING, FLIGHT CREW OBSERVED RED LANDING GEAR UNSAFE LIGHT IN LANDING GEAR CONTROL HANDLE ILLUMINATED AFTER LANDING GEAR RETRACTION. RETURNED TO DEPARTURE. FOUND NLG UPLOCK HOOK NOT ENGAGING NOSE GEAR STRUT ASSY AS REQUIRED IAW MM 32-30-00. LANDING GEAR RETRACT/ EXTENSION SYS FUNCTION CHECKS IAW MM 32-00-00 OK. SUSPECT ADJUSTMENT CHANGED SLIGHTLY FROM AS-BUILT RIGGING DUE TO COMPONENTS WEARING IN, HAVE NOTED SIMILAR CONDITION PREVIOUSLY ON OTHER LOW-TIME ACFT. (K)

CA081127005

BEECH

 

 

HUB  

WORN

11/12/2008

56TC

 

 

E6468

PROPELLER

(CAN) PROPELLER CAME IN FOR SHIFTED PRELOAD PLATES. HUB DID NOT SEEM TO SEAL (MATE) PROPERLY. THERE WERE HEAVY WEAR MARKS ON THE CENTER SECTION OF THE MATING SURFACES ONLY. TEFLON WAS WORN THROUGH ON ALL (4) BLADES. ONE OTBD BRG RACE WAS BADLY CHIPPED AND SHOWED SIGNS OF CRACKING.

2008FA0000925

BEECH

 

 

VENT LINE

LEAKING

12/15/2008

58  

 

 

6017001079

RT WING

FOUND RT WING FUEL VENT CONSTANTLY LEAKING FUEL. OPENED RT WING TIP FILLER CAP AND BLEW AIR THROUGH THE VENT SYSTEM AND BUBBLES WERE SEEN IN THE LOWER END OF THE FUEL TANK WHERE THE VENT TUBE PASSES THROUGH THE FUEL TANK BULKHEAD. USED ACFT MM TO FABRICATE A HOLE IN FUEL CELL TO GAIN ACCESS TO THE LEAKING TUBE AND APPLIED PRO SEAL TO SEAL THE TUBE TO THE BUSHING WHERE THE LEAK WAS OBSERVED. (K)

2008FA0000905

BEECH

CONT

 

CYLINDER

SEPARATED

12/1/2008

58  

IO550C

 

ECC712CN

ENGINE

NR 1 CYL FAILED, HEAD SEPARATED FROM BARREL. ALL CYL, WERE OVERHAULED, 5/12/2004, 817.5 HRS AGO. (K)

2009FA0000019

BEECH

CONT

 

TUBE

CHAFED

1/20/2009

58  

IO550C

 

9696001115

FEATHERING SYS

A HOLE WAS CHAFED IN THE RT PROPELLER UNFEATHERING ACCUMULATOR TUBE BY THE NR6 CYLINDER HEAD TEMPERATURE WIRE. BOTH THE TUBE AND WIRE NEED TO BE SEPARATED AND SECURED TO PREVENT CONTACT.

2009FA0000007

BEECH

 

 

ACTUATOR

FAILED

12/15/2008

A35  

 

 

35810080602

MLG 

INTERNAL FAILURE WITHIN LANDING GEAR ACTUATOR GEARBOX. GEAR WOULD NOT CYCLE DOWN BY NORMAL OR EMERGENCY EXTENSION. EMERGENCY HANDLE WOULD NOT ENGAGE. COMPONENT WAS OVERHAULED IN 1983.

2009FA0000009

BEECH

CONT

 

FAIRING

CRACKED

1/15/2009

A36  

IO550B

 

36555010115

ZONE 100

AIR CONDITIONER CONDENSER L/E FAIRING WAS CRACKED ALL THE WAY ACROSS. THE CRACK RAN THE ENTIRE WIDTH OF THE FAIRING THROUGH THE MOUNTING SCREW HOLES. THE ONLY THING HOLDING IT ON WAS THE CONDENSER ACTUATOR ROD.

CA080303006

BEECH

LYC  

 

STATIC PORT  

OBSTRUCTED

3/3/2008

B23  

O360A2G

 

 

RT 

(CAN) WHILE DOING A PRE-PURCHASE INSP, DISCOVERED A PIECE OF TAPE COVERING THE RT STATIC PORT.

2009F00002

BEECH

 

 

WINDSHIELD

CRACKED

12/21/2008

C90  

 

 

10138402522

COCKPIT

ACFT LEVELED OFF AT 20,000 FT AFTER APPROX 45 MIN OF FLIGHT, THERE WAS A SUDDEN BANG, AND CO-PILOTS WINDSHIELD INNER PANE SPIDER WEB CRACKED. FLT CREW DIVERTED TO NEAREST AIRPORT AND LANDED WITHOUT FURTHER INCIDENT.

2009FA0000025

BEECH

CONT

 

METERING UNIT

MALFUNCTIONED

1/7/2009

F33A

IO520BB

 

631415A8

FUEL ENGINE

WHILE ON A TRAINING MISSION, THE PILOT NOTICED THE FUEL FLOW WAS 18 GPH DURING CLIMB, PILOT REPORTED FUEL FLOW WAS NORMAL ON TAKEOFF. ON TROUBLESHOOTING, THE MX FOUND THE ARM ON THE MIXTURE SIDE WAS VERY ROUGH. FUEL METERING UNIT WAS REPLACED AND RUN-UP WAS PERFORMED, OPS CHECK GOOD. NO PROBABLE CAUSE OR RECOMMENDATIONS AT THIS TIME. (K)

2009FA0000026

BEECH

CONT

 

PUMP

LOW PRESSURE

12/24/2008

F33A

IO520BB

 

AA3216CW

 

PILOT REPORTED INSTRUMENT AIR PRESSURE LOW AT IDLE ON RUN UP. ON TROUBLESHOOTING, THE MECHANIC DETERMINED THE AIR PUMP WAS NOT PRODUCING ENOUGH PRESSURE AT IDLE. NO PROBABLE CAUSE OR RECOMMENDATIONS AT THIS TIME. (K)

2008FA0000897

BELL  

 

BELL  

BOLT

DEBONDED

12/14/2008

206L3

 

 

206011135005

MAIN ROTOR

MAIN ROTOR BLADE BOLT LWR PLUG, PN 206-011-137-001, FELL OUT ON ENG SHUTDOWN WHEN ROTOR RPM DROPPED BELOW 40 PERCENT. THIS ALLOWED LEAD BALANCE WEIGHTS TO ALSO FALL OUT OF BOLT. THIS PLUG IS BONDED INTO THE BOLT AT MFG AND APPEARS TO NOT HAVE HAD ADEQUATE ADHESIVE APPLIED.

CA081120005

BOEING

RROYCE

 

BLEED VALVE

BROKEN

11/6/2008

717200

BR700715A130

 

BRH10211

ENGINE

(CAN) IT HAS BEEN REPORTED BY OPERATOR THAT BVV LEVER WAS NOT OPERATING PROPERLY. ENG WAS REMOVED IN UNSERVICEABLE CONDITION DUE TO BOOSTER BLEED VALVE MECHANISM MALFUNCTION. ENG IN RRC FOR REPAIR. DURING INITIAL INSP, IT WAS CONFIRMED THAT BOOSTER BLEED VALVE RING ASSY (ATA 72-38-19 01-400) WAS NOT OPERATING PROPERLY. STRIP WAS CARRIED OUT TO EXPOSE THE BOOSTER BLEED VALVE MECHANISM AND IT WAS NOTED THAT ONE PIN (ATA 72-38-19 01-408) AND ONE RETAINING RING (ATA 72-38-19 01-409) WERE MISSING. THIS PIN IS AT THE CONNECTION BETWEEN THE BELL CRANK LEVER ASSY (ATA 72-38-19 01-100) AND THE BOOSTER BLEED VALVE RING ASSY (ATA 72-38-19 01-409) AT TOP DEAD CENTER POSITION (ACTUATING ROD POSITION). (6) REMAINING PINS WERE CORRECTLY INSTALLED WITH RETAINING RING PROPERLY SECURED. IN (2) RETAINING RINGS (ATA 72-38-19 01-381) AT SPRING SUPPORT ASSEMBLIES WERE ALSO FOUND MISSING AT POSITION 5 AND 6. SEVERE WEAR WAS NOTED AT PIN LOCATION OF BOTH AFFECTED SPRING SUPPORT ASSEMBLIES (ATA 72-38-19 01-370). BOTH FOLLOWER PINS (ATA 72-38-19 01-383) WERE STILL IN PLACE AT BOTH AFFECTED LOCATIONS.

2009FA0000003

BOEING

 

 

BRAKE ASSY

DAMAGED

1/5/2009

727*

 

 

211473

ZONE 700

BRAKE, WHEEL, AND TIRE CAME INTO THE SHOP WITH SEVERE DAMAGE THAT OCCURRED WHILE INSTALLED ON THE ACFT. ACCORDING TO THE PRELIMINARY INSP PERFORMED IN THE SHOP, THE BRAKE'S, NR5 ROTOR LINK BROKE, CAUSING THE ROTOR TO SPREAD AND CAUSE DAMAGE NOT ONLY TO THE BRAKE, BUT TO THE WHEEL. ACCORDING TO EXPERIENCED SHOP INSPECTORS, THIS IS NOT AN UNCOMMON OCCURRENCE WITH THIS PN BRAKE. THE WHEEL IS LIKELY TO BE SCRAPPED.

R5KB20081220001

BOEING

 

 

WEB  

CORRODED

12/20/2008

727212

 

 

 

BS 1213

WEB CORRODED AT BS 1213 WL 177 RBL 5.

CA081201012

BOEING

PWA  

 

ACTUATOR

WORN

11/29/2008

727225

JT8D9A

 

651781412

STEERING UNIT

(CAN) A "CLUNK" IN THE NOSE WHEEL STEERING TILLER WAS REPORTED. BOTH STEERING ACTUATOR ROD ENDS WERE FOUND PULLING OUT OF THE PISTONS. BOTH STEERING ACTUATORS WERE REPLACED. A/C RETURNED TO SERVICE.

DU4R2008277

BOEING

 

 

SKIN

DENTED

12/16/2008

75723APF

 

 

 

BS 1125

DURING SCHEDULED INSPECTION, FOUND DENT IN EXT. FUSELAGE SKIN BS 1125, S-10L LAP SEAM.

DU4R2008281

BOEING

 

 

SKIN

CORRODED

12/16/2008

75723APF

 

 

 

BS 1932-1936

DURING SCHEDULED INSPECTION, FOUND CORROSION ON EXT SKIN AROUND APU OIL FUEL DRAIN MAST RT APD ACCESS DOOR.

DU4R2008283

BOEING

 

 

STRAP

CORRODED

12/10/2008

75723APF

 

 

148N31388000

ZONE 300

DURING SCHEDULED INSPECTION, FOUND HEAVY CORROSION ON 2 EA. SUPPORT STRAPS REMOVED FROM BS 1825, B/O 0, RT SIDE TO HORIZ STAB.

DU4R2008276

BOEING

 

 

SKIN

DENTED

12/16/2008

75723APF

 

 

 

BS 600-612

DURING SCHEDULED INSPECTION, FOUND 3 EA. DENTS IN LOWER FWD FUSELAGE BELOW MLG DOOR SCUFF PLATE BS 600-612.

DU4R2008275

BOEING

 

 

SKIN

CORRODED

12/16/2008

75723APF

 

 

 

LT WING

DURING SCHEDULED INSPECTION, FOUND LT WING HAD CORROSION IN UPPER SKIN AT ALL VORTEX GENERATORS

DU4R2008284

BOEING

 

 

SPAR

CORRODED

12/17/2008

75723APF

 

 

112N100217

ZONE 500

DURING SCHEDULED INSPECTION, FOUND CORROSION ON WEB, LT WING REAR SPAR, ABOVE LT AFT BOOST PUMP WS 188

DU4R2008278

BOEING

 

 

SKIN

DAMAGED

12/16/2008

75723APF

 

 

 

BS 1364-1410

DURING SCHEDULED INSPECTION, FOUND NUMEROUS CREASES IN EXT. FUSELAGE SKIN BS 1364 - 1410, S-26L TO S-26R

DU4R2008282

BOEING

 

 

SUPPORT

CORRODED

12/17/2008

75723APF

 

 

 

BS 1098

DURING SCHEDULED INSPECTION, FOUND CORROSION ON WING TO BODY FAIRING SUPPORT ABOVE RT WING AT BS 1098.

DU4R2008279

BOEING

 

 

SPAR

CORRODED

12/17/2008

75723APF

 

 

 

LT WING

DURING SCHEDULED INSPECTION, FOUND CORROSION ON LT WING REAR SPAR BELOW LEFT AFT BOOST PUMP RSS 185.

DU4R2008280

BOEING

 

 

KEELBEAM

CORRODED

12/17/2008

75723APF

 

 

 

BS 996

DURING SCHEDULED INSPECTION, FOUND CORROSION ON KEELBEAM LOWER SURFACE CROSS BRACE AT BS 996.

DU4R2008273

BOEING

 

 

KEELBEAM

CORRODED

12/13/2008

75723APF

 

 

 

BS 956

DURING SCHEDULED INSPECTION AT TIMCO-LCQ, LAKE CITY, FL FOUND KEEL BEAM LOWER SURFACE CORSS BRACE HAS CORROSION AT BS 956 S/O 318002 N/R #35360

DU4R2008274

BOEING

 

 

KEELBEAM

CORRODED

12/13/2008

75723APF

 

 

 

BS 1040

DURING SCHEDULED INSPECTION, FOUND KEELBEAM LOWER SURFACE CROSS BRACE HAS CORROSION AT BS 1040.

DU4R2008285

BOEING

 

 

SKIN

CORRODED

12/28/2008

75723APF

 

 

 

ZONE 900

DURING SCHEDULED INSPECTION, FOUND CORROSION IN SEVERAL AREAS OF UPPER SURFACE SKINS ON LT HORIZONTAL STABILIZER.

7A7B20091192

BOEING

PWA  

 

SLIDE

UNWANTED DEPLOY

1/18/2009

767238

JT9D7R4D

 

101630305

LT OVERWING

UNCOMANDED DEPLOYMENT OF OFF WING EVACUATION SLIDE.

2008F00026

BOLKMS

 

 

FRAME

CRACKED

12/16/2008

BK117B1

 

 

117223121151

ZONE 200

DURING INSP FOUND SPIDER CRACKS AROUND 1 RIVET ON THE DECK UNDER THE TANDEM HYD PACK. FURTHER INSP FOUND 2 FRAMES CRACKED UNDER THE HYD DECK.

CA081203003

BOMBDR

PWC  

 

ENGINE

MALFUNCTIONED

11/25/2008

DHC8400

PW150A

 

 

 

(CAN) SHORTLY AFTER TAKE OFF OIL MIST IN CABIN WAS DETECTED. THE ACFT IMMEDIATELY TURNED BACK, DECLARED AN EMERGENCY, AND LANDED. THE LOCAL AIRWORTHINESS AUTHORITIES ARE INVESTIGATING THE EVENT. POST FLIGHT INSP REVEALED OIL IN THE VICINITY OF THE P2.2 BLEED VALVE. INSP AND BORESCOPE SHOWS LP COMPRESSOR AND BLEED VALVES WET. NO EVIDENCE OF DISTRESSED COMPONENTS. EMU DATA REQUESTED. ENGINE BEING REMOVED FOR INVESTIGATION AT MFG. UPDATES WILL BE PROVIDED.

CA081126002

BOMBDR

PWC  

 

DOOR

NOT CLOSED

11/16/2008

DHC8400

PW150A

 

 

CARGO

(CAN) AIR TURNBACK: AFTER T/O FUSELAGE DOOR WARNING LIGHT CAME ON. AFT CARGO DOOR INDICATION. ON INSP AFTER LANDING IT WAS NOTICED THE THE AFT CARGO DOOR HANDLE WAS POPPED OUT. THE DOOR WAS CLOSED BUT NOT LOCKED. AFT CARGO DOOR WAS FUNCTIONED AND CLOSED AND LOCKED. SUSPECT THAT THE GROUND CREW DID NOT FULLY PUSH THE HANDLE INTO THE CORRECT POSITION.

CA081126003

BOMBDR

PWC  

 

SENSOR

OUT OF RIG

11/24/2008

DHC8400

PW150A

 

 

DOOR LOCK

(CAN) AIR TURNBACK: FUSELAGE DOOR WARNING LIGHT IN FLIGHT. RIGGED EMERGENCY EXIT DOOR PROXIMITY SENSOR EDRCLLK IAW AMM 52-71-01. INDUCTANCE 8.600MH.

CA081126001

BOMBDR

PWC  

 

CONTROL UNIT

FAILED

11/20/2008

DHC8402

PW150A

 

3985001007

RUDDER

(CAN) WHILE PERFORMING TASK 27-21-28-710-801 OPS TEST OF THE RUDDER SHUT-OFF VALVES, NR1 RUDDER SHUT-OFF VALVE FAILED TO CLOSE WHEN SELECTED OFF. THE FLIGHT CONTROL ELECTRONIC CONTROL UNIT (FCECU) WAS REPLACED. THE TASK WAS PERFORMED AND PASSED THE TEST. THE FCECU WAS TESTED IAW AMM 27-00-01.

2008F00027

BRAERO

 

 

CONNECTOR

DEFECTIVE

12/15/2008

HS125700A

 

 

MS3126F1415S

N1 INDICATOR

ON NOVEMBER 23, 2008, THE NR 2 ENGINE N1 GAUGE DIGITAL PORTION FAILED. THE MALFUNCTION WAS TRACED TO A DEFECTIVE CONNECTOR AT THE GAUGE.

2008FA0000923

BRAERO

 

 

AXLE

WORN

12/12/2008

HS125700A

 

 

25UN561

NLG 

CONTINUOUS NOSE GEAR VIBRATIONS UPON LANDING. TEARDOWN AND INSPECTION OF NOSE GEAR AXLE BARREL ASSY REVEALED THE NOSE AXLE TO BE WORN BEYOND LIMITATIONS. (2) .005" GROOVES WORN INTO AXLE. (1) ON EACH SIDE WHERE THE AXLE BARREL COVER PLATE SEALS ARE LOCATED. NO WEAR IS PERMITTED AS PER THE OVERHAUL MANUAL. (K)

2008FA0000899

CESSNA

LYC  

 

CRANKSHAFT

BROKEN

10/16/2008

152  

O235L2C

 

13B21431

ENGINE

THE ENGINE WAS REMOVED DUE TO ABNORMAL NOISE AND ROUGHNESS, UPON TEARDOWN INSP, FOUND THE CRANKSHAFT BROKEN IN TWO AT THE CENTER MAIN BEARING AREA. THE CTR MAIN BRG SHOWED DISTRESS, BUT DID NOT INDICATE ANY LACK OF LUBRICATION. THE CRANKCASE HAD SLIGHT DAMAGE IN THE BEARING RETAINING AREA. THIS ENGINE HAD BEEN FACTORY OVERHAULED ON 7/14/06, AND PRESENTLY HAS 961.3 HOURS SINCE OVERHAUL. THE LOG BOOK DID NOT INDICATE ANY PROP STRIKE OR PROPELLER CHANGE. (K)

CA081201007

CESSNA

LYC  

 

RUDDER BAR

CHAFED

11/28/2008

152  

O235L2C

 

04115264

RT RUDDER

(CAN) SCREWS ATTACHING CENTER CONTROL CONSOLE COVER PN 0413463-5 WERE TOO LONG AND CHAFING IN TO THE RT SIDE OF THE RUDDER PEDAL TORQUE TUBE.

CA081201002

CESSNA

LYC  

 

SWITCH

OVERHEATED

12/1/2008

172K

O320E2D

 

0713035

LANDING LIGHT

(CAN) LANDING LIGHT SWITCH MAY BE ORIGINAL (8865 HRS) DETENTS BECAME "STICKY" AND NOT AS POSITIVE AS NORMAL. SWITCH FUNCTION DID NOT FAIL. INSP REVEALED PWR SUPPLY WIRE END AND LUG ON SWITCH OVERHEATED. DISASSY SHOWED LUG CONTACT RIVET DETERIORATED AS WELL AS MYCARTA TYPE BOARD MATERIAL DISINTEGRATING DUE TO HEAT DAMAGE AROUND THE RIVET. MFG REQUIRES NEWER STYLE (1970 AND NEWER) LANDING LIGHT SWITCHES TO BE REPLACED EVERY 5 YEARS THIS OLDER STYLE SWITCH THOUGH LIKELY ABLE TO CARRY MORE CURRENT SHOULD BE INSPECTED VISUALLY ANNUALLY TO DETERMINE IF OVERHEATING IS AN ISSUE.

2008FA0000884

CESSNA

LYC  

 

DISCHARGE TUBE

LOOSE

12/10/2008

172P

O320*

 

229164

FUEL PUMP

DURING 100 HR INSP, FOUND THE PUMP DISCHARGE TUBE ON A MA-4SPA LOOSE. THIS IS THE THIRD SUCH FIND. OTHER ACFT HAVE HAD THE PUMP DISCHARGE TUBE MISSING AND FOUND AT THE BOTTOM OF THE CARB AIRBOX.

2008FA0000920

CESSNA

 

 

ACTUATOR

CRACKED

12/16/2008

172RG

 

 

12810016

RT MLG

ON 7/08/2008, RT MLG NOT FULLY RETRACTED REPORTED BY ATC. THE PILOTS NOTICED THE RT MLG WAS NOT FULLY RETRACTED. THE LANDING GEAR WAS THEN EXTENDED, A DOWN AND LOCKED IND FOR GEAR WAS REPORTED. THE RT MLG ACTUATOR BODY (DATE STAMP OF AUG 21, 2001.) WAS FOUND CRACKED AT THE FWD BOLT HOLE ATTACH POINT. THE CRACK ALLOWED THE ACTUATOR SECTOR GEAR AND PISTON TO BECOME MISALIGNED. ACTUATOR SECTOR GEAR PN 988200202 AND PISTON ASSY PN 98820041 WERE FOUND TO BE DAMAGED. THIS ACTUATOR BODY WAS REPLACED WITH A NEW PART IAW SEB 01-2 R1 ON 10-11-2001 AT AN TT OF 5180.2. IT WOULD BE POSSIBLE FOR THIS DAMAGE TO PREVENT THE GEAR FROM TRAVELING TO THE FULL DOWN AND LOCKED POSITION RESULTING IN LOSS OF ACFT CONTROL DURING THE LANDING ROLL OUT. (K)

2008FA0000912

CESSNA

CONT

 

IGNITION SYS

DEFECTIVE

12/1/2008

182C

O470L

 

 

EGNINE

ENG RUNS ROUGH. ENG MISFIRES. HISTORY: 2/25/2004; TACH 487.1 - REPLACED LT AND RT MAGNETOS. ACFT RUN UP CHECKED OUT OK. 4/26/2004 TACH 508 - CHECKED TIMING. 05/11/2005 (NO TACH) - TROUBLESHOOTING ROUGH ENGINE. REMOVED INTAKE MANIFOLD AND FLAT SAND FLANGES AND REMOVE DENTS. REPLACE ALL INTAKE FLANGE GASKETS AND HOSES. PRESSURE TEST INTAKE MANIFOLD. REMOVE AND REPAIR MA4-5 CARB. RUNUP OK. 8/16/2007 TACH 542.7 - CHECK MAG TO ENG TIMING. RUN-UP AND LEAK CHECK OK. SOLUTION; TACH 573.8 USED DAIL INDICATOR AND FOUND THAT UTILIZING TIMING MARKS RESULTS IN 20+ DEGREE RETARDED IGNITION. USED DIAL INDICATOR TO SET PROPER TIMING AND ENGINES PERFORMS AS IT SHOULD. (K)

2009FA0000024

CESSNA

LYC  

 

SERVO

LEAKING

12/4/2008

206H

IO540AC1A5

 

25765463

ENGINE

FUEL SERVO LEAKED WHILE ACFT WAS PARKED OVERNIGHT. THE MIXTURE WAS IN CUT OFF POSITION. FLIGHT MANUAL, SEC 4, NORMAL PROCEDURES PAGE 4-23 SECURING ACFT NR 10 STATES: FUEL SELECTOR VALVE RT OR LT TO PREVENT CROSS FEEDING. IF THE FUEL SELECTOR VALVE WAS TURNED TO OFF, THIS WOULD HAVE PREVENTED. THERE IS A POTENTIAL FOR FUEL TO ENTER ENGINE CYLINDERS AND OIL SUMP IF THE FUEL SERVO MIXTURE CUT OFF LEAKS USING FLIGHT MANUAL PROCEDURES. NEED TO ADDRESS: FLIGHT MANUAL PROCEDURES TO FUEL SELECTOR VALVE OFF. (K)

2008FA0000928

CESSNA

LYC  

 

MAGNETO

DAMAGED

12/30/2008

206H

TIO540AJ1A

 

66LC35SDNP

RIGHT

RT MAGNETO INTERMITTENT, MAGNETO STAYED HOT AND SOME TIMES IT WILL NOT HAVE ANY CURRENT GOING THROUGH. IF PROPELLER WAS MOVE IT WILL FIRE RT UP, AFTER REMOVED RT MAGNETO AND OPENED FOUND THAT THAT COIL HAS MELTED MOST OF THE GEARS AND CASING.

2008FA0000903

CESSNA

PWA  

 

TUBE

LEAKING

12/8/2008

208B

PT6A114A

 

850108PR

TIRE 

THE PILOT REPORTED A FLAT TIRE. MAINT FOUND AN INNER-TUBE LEAKING WITH NO APPARENT DAMAGE TO THE TIRE. THE TUBE WAS REPLACED WITH A NEW TUBE. SIX DAYS LATER THE SAME PILOT IN CHARGE OF THE SAME ACFT REPORTED THE SAME TIRE FLAT. MX AGAIN FOUND THE INNER TUBE FLAT WITH NO APPARENT SIGNS OF DAMAGE TO THE TIRE. A THROUGH INSP OF THE INNER-TUBE SHOWED PIECES OF WHAT APPEAR TO BE PAPER TOWEL EMBEDDED INTO THE RUBBER. THE FIRST TUBE WAS THEN INSPECTED WHICH SHOWED THE SAME MATERIAL EMBEDDED INTO IT. AN INSPECTION OF NEW STOCK SPARE INNER TUBES OF THIS TYPE THAT HAD NEVER BEEN ISSUED OUT, FOUND THE SAME MATERIAL EMBEDDED IN THEM ALONG WITH, IN SOME CASES, PIECES OF HARD MATERIAL. (K)

CA080225013

CESSNA

PWA  

 

SPRING

WORN

2/20/2008

208B

PT6A114A

 

26410148

MLG 

(CAN) ON JACKING THE ACFT, THE RT MAIN SPRING WAS FOUND TO BE LOOSE IN THE CTR SPRING TO SUCH AN EXTENT THAT MAINWHEEL COULD BE MOVED BACK AND FORTH .1250 ON AN INCH BEFORE THE REMOVAL BEGAN. UPON DISASSEMBLY THE MAIN SPRING WAS REMOVED BY HAND FROM THE CTR SPRING WITHOUT ANY PULLERS BEING USED. AMOUNT OF PLAY WHILE THE MAIN SPRING WAS STILL ASSEMBLED TO THE CTR SPRING SEEMED TO BE EXCESSIVE AND WAS NOT SOMETHING THAT WE HAD EXPERIENCED IN THE PAST. AFTER REMOVAL OF THE MAIN SPRING THE CTR SPRING WAS FOUND TO BE WITHIN LIMITS ON THE LT SIDE BUT OUT OF LIMITS ON THE RT SIDE. MAXIMUM DIAMETER MEASURED AT THE RT CENTER SPRING WAS 2.807 INCH, THE LIMIT IN THE MM IS 2.794 INCH. DURING A SEARCH OF THE ACFT RECORDS NO INCIDENTS OR REPAIRS WERE FOUND TO ACCOUNT FOR THE WEAR REPORTED.

2008FA0000911

CESSNA

CONT

 

ROD END

CRACKED

12/1/2008

310R

IO520M

 

HMX5FG

LT MLG

PILOT REPORTED NO LT GEAR DOWN LIGHT AND ALSO HEARD A LOUD BANG WHEN GEAR WAS RETRACTED. PILOT DID SEVERAL FLYBYS FOR MECHANICS ON GROUND, GEAR APPEARED TO BE DOWN. PILOT LANDED WITHOUT INCIDENT AND STOPPED ON RUNWAY. GEAR WAS NOT COMPLETELY LOCKED. GEAR WAS SECURED AND ACFT WAS TAXIED TO MAINT. WHEN PLACED ON JACKS, THE ROD END (HEIM END) ON THE IB LT MAIN GEAR PUSH PULL TUBE WAS FOUND TO HAVE THE BALL PULLED OUT OF THE ROD END. ROD END APPEARED TO HAVE A SMALL CRACKED WHERE IT FAILED. NOTE: ACFT HAD BEEN LANDED GEAR UP JAN O2. (K)

CA080305006

CESSNA

CONT

 

RESISTOR

OVERHEATED

11/30/2007

340A

TSIO520NB

 

OR551

HEATER BLOWER

(CAN) RESISTOR LOCATED UNDER CO-PILOT SEAT(CONTROLS HIGH LOW OPERATION OF HEATER BLOWER MOTOR. THERE ARE 3 RESISTORS OF THE SAME TYPE IN THIS LOCATION, IN THIS CASE HEATER RESISTOR-OR55-1 OVERHEATED CAUSING THE TY-RAP LOCATED ON THE UPPER PORTION OF RESISTOR TO MELT AND CATCH FIRE, THERE IS A SMALL SHIELD OF FLAME RESISTANCE MATERIAL ON THIS TERMIAL WHICH THE TY-RAP KEEPS IN PLACE. RECOMMEND THIS AREA BE CHECK TO THE HEAT BUILD UP OF THIS RESISTOR AS THIS WILL INDIACATE THE NEED TO BE CHANGED. RESISTOR WAS CHANGED AND THE NEW RESISTOR HL55-08-Z-1-OHM WAS FOUND AFTER A 30 MINUTE RUN THE TEMP WAS 123 FDEGREES AND THE OLD RESISTOR WAS 187F DEGRESS IN FREE AIR WITH THE SAME LOAD FACTOR,IN THE ENCLOSED SPACE I ASSUME THE TEMP WOULD RISE MORE THAN THAT,MUST ALSO BE NOTED A COMPLETE HAD BEEN INSTALLED ABOUT 77HRS PIOR TO THIS.

2008FA0000921

CESSNA

CONT

 

SPAR

CRACKED

12/10/2008

402B

TSIO520EB

 

522210003

LT WING

DURING ROUTINE INSP, CRACKS WERE OBSERVED IN THE LT AUXILARY SPAR. THE MAIN GEAR IS ATTACHED AT THE OTBD END. THE CRACKS WERE AT THE 11, 2, 5 AND 7 O`CLOCK POSITIONS OF THE HOLE WHICH THE WIRE BUNDLE PASSES THROUGH, AND WERE OF VARYING LENGTH. CRACKS WERE ALSO AT THE 7 AND 5 O`CLOCK POSITIONS OF THE LARGE ACCESS HOLE TO WHICH A COVER PLATE IS ATTACHED WITH A RING AND NUT PLATES OF THE OPPOSITE SIDE. THESE CRACKS WENT THROUGH THE SCREW HOLES AND EXTENDED UP TO 1.5 INCH. THE CRACKS WERE OBSERVED 1600 HOURS AFTER THE MAIN SPAR CAP MODIFICATIONS. SIMILAR CRACKS OF VARYING DEGREE HAVE BEEN OBSERVED IN 5 OF 8 ACFT. ALL HAVE THE MOD. IT IS NOT KNOWN IF THERE IS ANY CORROLATION. (K)

2008FA0000919

CESSNA

CONT

 

SPAR

CRACKED

12/10/2008

402B

TSIO520EB

 

52221003

LT WING

DURING ROUTINE INSP, CRACKS WERE OBSERVED IN THE LT AUXILARY SPAR. THE MAIN GEAR IS ATTACHED AT THE OTBD END. THE CRACKS WERE AT THE 11, 2, 5 AND 7 O`CLOCK POSITIONS OF THE HOLE WHICH THE WIRE BUNDLE PASSES THROUGH, AND WERE OF VARYING LENGTH WITH THE 2 LOWER HOLES CONTINUING INTO THE ACCESS HOLE. CRACKS WERE ALSO AT THE 7 AND 5 O, CLOCK POSITIONS OF THE LARGE ACCESS HOLE TO WHICH A COVER PLATE IS ATTACHED WITH A RIGN AND NUT PLATES ON THE OPPOSITE SIDE. THESE CRACKS WENT THROUGH THE SCREW HOLES AND EXTENDED UP T 2+ INCHES. THE CRACKS WERE OBSERVED 2671 HOURS AFTER THE MAIN SPAR CAP MODIFICATION. SIMILAR CRACKS OF VARYING DEGREE HAVE BEEN OBSERVED IN 5 OF 8 ACFT. ALL HAVE THE MOD. IT IS NOT KNOWN IF THERE IS ANY CORROLATION. (K)

2008FA0000922

CESSNA

CONT

 

SPAR

CRACKED

12/10/2008

402B

TSIO520NB

 

52221003

LT WING

DURING ROUTINE INSP, CRACKS WERE OBSERVED IN THE LT AUXILARY SPAR. THE MAIN GEAR IS ATTACHED AT THE OTBD END. THE CRACKS WERE AT THE 11,2,5 AND 7 O`CLOCK POSITIONS OF THE HOLE WHICH THE WIRE BUNDLE PASSES THROUGH, AND WERE OF VARYING LENGTH. CRACKS WERE ALSO AT THE 7 O`CLOCK POSITIONS OF THE LARGE ACCESS HOLE TO WHICH A COVER PLATE IS ATTACHED WITH A RING AND NUT PLATES ON THE OPPOSITE SIDE. THIS CRACK WENT THROUGH THE SCREW HOLE AND EXTENDED 1 INCH. THE CRACKS WERE OBSERVED 930 HOURS AFTER THE MAIN SPAR CAP MODIFICATION. SIMILAR CRACKS OF VARYING DEGREE HAVE BEEN OBSERVED IN 5 OF 8 ACFT. ALL HAVE THE MOD. IT IS NOT KNOW IF THERE IS ANY CORROLATION. (K)

2009FA0000014

CESSNA

 

 

ARM  

BROKEN

12/10/2008

414  

 

 

 

DOWNLOCK

ON LANDING, THE PILOT SELECTED THE GEAR DOWN AND NEVER GOT A GREEN DOWN AND LOCK LIGHT IN THE CABIN FOR THE RT MAIN GEAR. THE GEAR DOWNLOCK MICRO-SWITCH ACTUATOR ARM WAS BROKEN AND WOULD NOT ACTUATE THE MICRO-SWITCH. THESE ACTUATOR ARMS SEEM TO GET WEAK OVER TIME. THERE WAS NO OTHER REASON FOR THE ARM TO FAIL. (K)

2009FA0000016

CESSNA

CONT

 

PAN  

CRACKED

12/17/2008

414A

TSIO550A

 

652969

ENGINE

OIL LEAK CAME FROM CRACK IN OIL PAN. CAUSE UNKNOWN. ENG TSMOH 95 HRS. CRACK/ FITTING WITH HOSE ATTACHED FOR REMOTE OIL DRAIN. (K)

2008FA0000924

CESSNA

 

 

CONTROL CABLE

FRAYED

12/1/2008

421B

 

 

500000066

LT AILERON CABLE

TT ON CABLES UNKNOWN SUSPECT ORIGINAL. FOUND LT AFT AILERON CABLE FRAYED AT WING STATION 58.94 THE PULLEY WAS FROZEN. INSPECTED REST OF SYSTEM NO DEFECTS FOUND. ON REPLACEMENT OF CABLE FOUND WAS ALSO FRAYED AT WING STA 87.29. THE PULLEYS AT THIS STATION WERE TURNING FREELY. WHEN INSTALLING NEW CABLE NOTICED THE FWD AILERON CABLE WITH BROKEN STRANDS ALSO AT WING STATION 87.29, ALSO REQUIRING CABLE REPLACEMENT. SUGGEST THAT EVERYONE BE REMINDED OF THIS LOCATION AND OF WING STATION 106.79 AS THESE ACCESS PANELS ARE IN WHEEL WELL WITH THE PULLEYS OFF TO THE SIDE AND DOWN THEY ARE A HARD AREA TO INSPECT, AND THE AILEREONS HAD TO BE MOVED TO THE TRAVEL LIMITS TO BE COMPLETELY INSPECTED, AS THE CABLES WERE BROKEN IN SMALL LOCALIZED SPOTS. (K)

2008FA0000926

CESSNA

 

 

CONTROL CABLE

FRAYED

12/1/2008

421B

 

 

500000067

LT AILERON

TT ON CABLES UNKNOWN SUSPECT ORIGINAL. FOUND LT AFT AILERON CABLE FRAYED AT WING STA 59 THE PULLEY WAS FROZEN. INSPECTED REST OF SYSTEM NO DEFECTS FOUND. ON REPLACEMENT OF CABLE FOUND WAS ALSO FRAYED AT WING STA 87.29. THE PULLEYS AT THIS STATION WERE TURNING FREELY. WHEN INSTALLING NEW CABLE NOTICED THE FWD AILERON CABLE WITH BROKEN STRANDS ALSOAT WING STATION 87.29, ALSO REQUIRING CABLE REPLACEMENT. SUGGEST THAT EVERYONE BE REMINDED OF THIS LOCATION AND OF WING STA 106.79 AS THESE ACCESS PANELS ARE IN WHEEL WELL WITH THE PULLEYS OFF TO THE SIDE AND DOWN THEY ARE A HARD AREA TO INSPECT, AND THE AILERONS HAD TO BE MOVED TO THE TRAVEL LIMITS TO BE COMPLETELY INSPECTED, AS THE CABLES WERE BROKEN IN SMALL LOCALIZED SPOTS. (K)

CA080226002

CESSNA

PWA  

 

TUBE

DESTROYED

2/19/2008

425  

PT6A112

 

0923150

NLG TIRE

(CAN) NOSE WHEEL BLEW OUT ON LANDING. TIRE AND RIM WERE INSPECTED FOR ANOMALIES WHICH WOULD CAUSE A BLOW OUT. NONE FOUND. THE TUBE IS SUSPECTED TO BE THE CAUSE OF CONCERN. ALSO UPON LANDING WITH A FLAT THE FENDER WAS DESTROYED AND THE TAXI LIGHT NEEDED TO BE REPLACED.

2009FA0000015

CESSNA

 

 

TUBE

BROKEN

12/30/2008

525  

 

 

632750012

BRAKE SYS

DURING AN INSP, DOC 10, LANDING GEAR PNEUMATIC BRAKE SYS FUNCTIONAL CHECK ONE OF THE LINES IN THE RT LANDING GEAR WELL BLEW. FURTHER INVESTIGATION FOUND THAT THE 6327500-12 TUBE ASSY BROKE OFF AT THE FLARE ON THE INBD END OF THE TUBE ASSY. INSP OF THE SAME LINE ON THE LT SIDE FOUND NO DEFECTS. (K)

2008FA0000910

CESSNA

 

 

BOLT

INCORRECT

12/26/2008

550  

 

 

AN721

ENGINE MOUNT

DURING UNSCHEDULED MAINT THE ENG WAS REMOVED FROM THE MOUNTS, (1) ENG MOUNT HAD THE HELICOIL PULL OUT OF THE CASTING NECESSITATING REPLACEMENT OF THE MOUNT. IT WAS ALSO DISCOVERED THAT ALL OF THE ENGINE MOUNT BOLTS WERE OF THE INCORRECT PN. ALL OF THE BOLTS INSTALLED (AN7-21) WERE DRILLED FOR COTTER PINS RATHER THAN THE BOLTS (AN7-21A) NOT DRILLED FOR A COTTER PIN THAT ARE CALLED OUT IN THE PARTS BOOK. THERE WERE NO LOG ENTRIES FOUND INDICATING THAT THE ENG HAD BEEN REMOVED SINCE INSTALLATION AT THE FACTORY.

2008FA0000900

CESSNA

PWA  

 

ACTUATOR

BYPASSING

10/9/2008

560CESSNA

JT15D5

 

99121204

NOSE GEAR

HYD LOW LEVEL LIGHT CAME ON AFTER TAKEOFF AND REMAINED ON UNTIL FLAPS AND GEAR WERE SELECTED UP AND LOCKED. REPLACED NOSE GEAR ACTUATOR DUE TO INTERNALLY BYPASSING INTO THE EMERGENCY SIDE FOR GEAR EXTENSION. SENT NOSE GEAR ACTUATOR OUT FOR OVERHAUL AND INSTALLED AN OVERHAULED ACTUATOR. (K)

2008FA0000885

CESSNA

 

 

JAM-NUT

LOOSE

12/11/2008

560XL

 

 

66426438

STEERING BUNGEE

DURING ALL FLIGHT REGIMES (CLIMB/CRUISE/DESCENT) CREW FELT RESISTANCE WHEN LT RUDDER PEDAL WAS DEPRESSED. NO CHANGE IN FEEL WITH LANDING GEAR POSITION (UP OR DOWN). ON GROUND RESISTANCE COULD NOT BE FELT, HOWEVER ACFT WOULD PULL LT WHILE TAXIING. INITIAL FINDINGS REVEALED THE JAM NUT ON THE NOSE STEERING BUNGEE ASSY HAD BACKED OFF AND THE CLEVIS END OF THE BUNGEE HAD TURNED INTERNALLY CAUSING THE OVERALL LENGTH TO INCREASE. NOT KNOWING WHAT IF ANY INTERNAL DAMAGE WAS DONE TO THE SPRING, THE DECISION WAS MADE TO REPLACE THE NOSE STEERING BUNGEE WITH A NEW UNIT. THE BUNGEE WAS INSTALLED AND THE AND THE STEERING SYS WAS RIGGED IAW AMM. ACFT WAS RELEASED FOR TEST FLIGHT, NO RESISTANCE WAS FELT IN THE RUDDER, AND DURING GROUND OPERATIONS THE ACFT TRACKED TRUE AND STRAIGHT. ACFT WAS RETURNED TO SERVICE NO FURTHER OCCURRENCES. SUGGEST TO MFG TO ADD SOME TYPE OF SAFETYING DEICE TO THE JAMNUT ON THE BUNGEE CLEVIS.

2009FA0000000

CESSNA

 

 

BUNGEE CYLINDER

MALFUNCTIONED

12/8/2008

560XL

 

 

66429438

MLG 

DURING TAXI, ACFT PULLS TO LT UNCOMMANDED. ALSO INFLIGHT CREW HEARD A RUBBING NOISE FROM THE LT RUDDER PEDAL. CREW ALSO MENTIONED IN FLIGHT THE RUDDER PEDALS FEEL LIKE THERE IS SOMETHING RUBBING. FOUND JAM NUT ON STEERING BUNGEE HAD LOOSENED, ALLOWING THE ROD END TO EXTEND ON THE PUSH ROD. REPLACED STEERING BUNGEE WITH NEW UNIT AND RE-RIGGED THE NOSE STEERING. IN THE MAINT PROCEDURE 32-50-00 THERE IS NO MENTION OF SECURING THIS ADJUSTMENT (ROD END BEARING, JAM NUT, PUSH ROD) SUCH AS LOCK TITE 732, OR POSSIBLY EVEN BETTER A WAY TO SAFETY THE JAM NUT. REPLACEMENT OF BUNGEE AND RIGGING THE NOSE STEERING FIXED THE PROBLEM. WORK WAS ACCOMPLISHED AT THE MFG SERVICE CENTER.

2008FA0000896

CESSNA

 

 

TUBE

MISMANUFACTURED

12/1/2008

750  

 

 

671440211

ANTI-ICE SYSTEM

LT WING INBD HEATED LEADING EDGE AIR DISTRIBUTION TUBE PN 6714402-11 HAS AN INCOMPLETE WELD ON THE PERIPHERY OF THE FITTING. HAD ANIT-ICE TUBE PN 671440211 WELDED IAW DWG 6714402 DWG 001. REINSTALLED L/E AND SEALED SEAMS. (K)

CA081126005

CESSNA

ALLSN

 

ANTENNA

MALFUNCTIONED

11/4/2008

750  

AE3007C

 

S67157520

NR 2 GPS

(CAN) FLIGHT CREW REPORTED NR 2 FMS DRIFTED 8NM AT END OF THE LEG. NR 2 GPS ANTENNA REPLACED AND TESTED SERVICEABLE IAW 34-54-01.

CA081126007

CESSNA

ALLSN

 

DISPLAY

FAILED

10/21/2008

750  

AE3007C

 

7014300901

NR 4 

(CAN) RE-OCCURRING DEFECT 2008/10/21 -FLIGHT CREW REPORTED NR 4 DISPLAY UNIT FLICKED ON START-UP. FAULT COULD NOT BE DUPLICATED AND WAS SWAPPED TO NR4 POSITION FOR TROUBLESHOOTING PURPOSES. 2008/10/22 -FLIGHT CREW REPORTED NR3 DISPLAY UNIT FAILED AT THE TOP OF DESCENT. NR 3 DISPLAY UNIT DEFERRED IAW MEL. 2008/10/24 -NR 3 DISPLAY UNIT REPLACED WITH REPAIRED UNIT FROM MFG AND CHECKED SERVICEABLE IAW AMM 34. 2008/10/30 -MX REPORTED NR 3 DISPLAY UNIT STARTING FLASHING INTERMITTENT WHITE DIAMONDS AND BLACK SCREEN DURING EXTENDED OPERATION. NR 3 DISPLAY UNIT DEFERRED IAW MEL. RE-OCCURRING DEFECT FORM GENERATED. TEAR DOWN REPORT OF THIS UNIT IDENTIFIED THIS AS BEING THE REASON FOR REMOVAL FROM PREVIOUS AIRCRAFT. 2008/11/04 -NR 3 DISPLAY UNIT REPLACED WITH REPAIRED UNIT FROM MFG AND CHECKED SERVICEABLE IAW AMM 34.

CA081201006

CESSNA

ALLSN

 

DOME NUT

CORRODED

12/1/2008

750  

AE3007C

 

NAS1473A3K

WINDSHIELD POST

(CAN) DURING THE REPLACEMENT OF THE RT WINDSHIELD, DUE TO A BROKEN OUTER PANE, HEAVY CORROSION WAS NOTED COMING OUT OF THE DOME NUTS. THE WINDSHIELD IS INSTALLED FROM THE OUTSIDE AND THE SCREWS ARE HELD IN PLACE BY THESE DOME NUTS THAT RIVETED IN PLACE AROUND THE PERIMETER OF THE FRAME. EACH DOME NUT WAS BOROSCOPED AND FOUND THAT A MAJORITY WERE SPLIT OR CRUMBLED DUE TO CORROSION. ALL DOME NUTS WERE REPLACED AND THE WINDSHIELD RE-INSTALLED.

2008FA0000927

CESSNA

CONT

 

HOSE

CONTAMINATED

12/1/2008

A150K

O200*

 

S1053E16T

AIR INTAKE

BEGAN NORMAL LANDING CHECK LIST INCLUDING CHECKING CARB HEAT. AFTER PULLING CARB HEAT ON, ENGINE DIED. TURNED OFF CARB HEAT & ENGINE RESTARTED ON ITS OWN WITHOUT PILOT INPUTS. CONTINUED PATTERN & GRADUALLY REAPPLIED CARB HEAT ON BASE AND FINAL. ON SHORT FINAL ENGINE DIED & PILOT GLIDED TO A SAFE TOUCHDOWN. ABLE TO RESTART ENGINE & TAXI BACK TO PARKING WITHOUT INCIDENT. FOUND THE SCAT HOSE COMING FROM FRONT BAFFLE DOWN TO FRONT OF EXHAUST SHROUD HAD FILLED WITH WATER.

2009FA0000004

CESSNA

CONT

 

BOLT

FAILED

12/10/2008

T210L

TSIO520H

 

 

ENGINE

DURING CLIMB TO CRUISE ENGINE MADE A LOUD NOISE AND QUIT RUNNING, ENGINE REMAINED WINDMILLING TO LANDING. VISUAL INSP REVEALED NR 3 CYLINDER ROD BOLT MISSING, ROD CAP EXITED ENG THRU UPPER CASE, NO EVIDENCE OF OIL STARVATION.

2009FA0000005

CESSNA

CONT

 

HOSE

BURST

12/23/2008

T210M

TSIO520*

 

S217840095A

HYD SYSTEM

RT NLG DOOR ACTUATOR HOSE FAILED CAUSING COMPLETE HYD FLUID LOSS . RESULTING IN LT MAIN GEAR NOT ABLE TO BE FULLY EXTENDED TO DOWN AND LOCKED POSITION. ACFT MADE EMERGENCY LANDING WITH LT MAIN GEAR PARTIALLY EXTENDED. MINOR DAMAGE. FAILED HOSE APPEARS TO BE ORIGINAL INSTALLED NEW IN 1977.

2008FA0000894

CESSNA

CONT

 

PUMP

SHEARED

12/15/2008

T210N

TSIO520*

 

6467683A1

ENGINE

ON SECOND TEST FLIGHT AFTER FACTORY REBUILT ENG INSTALLATION, ENG QUIT DURING TAKEOFF, JUST AFTER LIFTOFF, ALTITUDE LESS THAN 5 FT AGL. PILOT LANDED ACFT AND ROLLED OUT WITHOUT FURTHER INCIDENT. DURING THIS EVENT, PILOT REPORTED THAT AT TAKEOFF INITIATION, POWER SETTINGS WERE " NORMAL, SMOOTH, AND HEALTHY." AT ACFT ROTATION (65-70 KNOTS), PILOT REPORTED MANIFOLD PRESSURE AND FUEL FLOW DECREASED STEADILY AS ENGINE FALTERED, THEN QUIT COMPLETELY. TOWED ACFT TO MAINT AREA. ENG PROMPTLY RESTARTED BUT QUICKLY FALTERED. WITH PROMPT USE OF AUXILIARY FUEL PUMP ENGINE WAS ABLE TO KEEP RUNNING. INSPECTED ENG AND FOUND ENG DRIVEN FUEL PUMP DRIVE SHAFT SHEARED. CURRENTLY IN CONTACT WITH MFG ABOUT THE INCIDENT.

2009FA0000031

CESSNA

CONT

 

SPARK PLUG

CRACKED

1/21/2009

TU206F

TSIO520M

 

URHB32E

ENGINE

SPARK PLUG INSULATORS CRACKED AND FALLING APART. MULTIPLE PLUGS SHOW SIGNS OF SHORTING IN THE LEAD INSULATOR WELLS, FAILED SPARK PLUG PRESSURE CHECKS. SPARK PLUGS WERE REPLACED 12 MONTHS AGO AND HAVE TOTAL HOURS 380.

2008FA0000880

CIRRUS

CONT

 

SENSOR

DEFECTIVE

11/22/2008

SR20

IO360*

 

12635002

OIL SYSTEM

SENSOR PRODUCED A FALSE HIGH OIL PRESSURE INDICATION DURING ACFT APPROACH TO AIRPORT. PROBABLE CAUSE WAS INTERNAL FAILURE, RECOMMENDATIONS TO PREVENT RECURRENCE ARE UNAVAILABLE, AS THE FREQUENCY OF THIS TYPE OF OCCURRENCE HAS BEEN VERY LOW.

2009FA0000027

CIRRUS

 

 

WIRE HARNESS

CHAFED

12/19/2008

SR22

 

 

14251001

ENG COMPARTMENT

FOUND THE BLACK PLASTIC WIRE LOOM THAT HOUSES THE MAP WIRING HARNESS FWD OF THE BAFFLE TO HAVE CHAFED THROUGH THE WIRE INSULATION OF THE WIRES IN SEVERAL LOCATIONS. THIS IS CAUSED BY THE WIRE HARNESS BEING ABLE TO MOVE INSIDE THE LOOM AND THE LOOM BEING MADE FROM A HARDER MATERIAL THAN THE WIRE INSULATION. INSTALL NEW WIRE HARNESS AND REMOVE THE PLASTIC LOOM. SECURE WIRES AS NEEDED. (K)

CA081204001

CNDAIR

GE  

 

PIPE

CHAFED

12/2/2008

CL600*

CF348C5

 

CN6273003001

FUEL FLOW

(CAN) MX FOUND NR1 ENGINE MOTIVE FLOW PIPE CHAFED LEAKING FUEL. PIPE WAS REPLACED, ENGINE RUNS AND LEAK CHECKS COMPLETED SATISFACTORY. CAUSE OF CHAFING COULD NOT BE CONFIRMED. IT WAS REPORTED THAT THE NEAREST DRAIN LINE WAS AT LEAST .5 INCH AWAY AND ALL SEEMED PROPERLY SECURED.

CA081128005

CNDAIR

GE  

 

FDAS

ODOR

11/27/2008

CL6002B19

CF343A1

 

285T08551

COCKPIT

(CAN) ON CRUISE THE F/A REPORTED A STRONG ODOR IN THE CABIN, PILOT CONFIRMED THE STRONG SMELL AND DIVERTED FLIGHT TO BASE AND DECLARE AN EMERGENCY LANDING. AFTER MX INVESTIGATION, FOUND THE FDAS "FLIGHT DECK ACCESS SYS" AT FAULT. ELECTRICAL ODOR COMING FROM THIS COMPONENT.

CA081029004

CNDAIR

GE  

 

CONTROL UNIT

UNSERVICEABLE

10/26/2008

CL6002B19

CF343B1

 

8004301

TE FLAPS

(CAN) ON DECENT CREW SELECTED FLAPS DOWN AND FLAPS STOPPED AT 3 DEGREES. CREW ELECTED TO DO A GO AROUND AND PERFORMED THEIR CHECKLIST. ADVISED TOWER THEY WOULD LIKE TRUCKS ON STANDBY BUT DID NOT DECLARE AN EMERGENCY. CREW BRIEFED F/A AND MADE ANNOUNCEMENT TO PASSENGERS THEY WOULD BE LANDING A LITTLE FASTER THAN USUAL. FLIGHT LANDED WITHOUT INCIDENT. RESET OF FLAP SYS AND MEL 27-02 APPLIED. NEXT FLIGHT HAD FLAP SNAG INTO. ACFT THEN FLOWN WHERE THE FLAP SKEW DETECT CONTROL UNIT REPLACED AND SYS CHECKED SERVICABLE.

CA081129001

CNDAIR

GE  

 

WINDOW

FAILED

11/25/2008

CL6002B19

CF343B1

 

NP1393229

COCKPIT

(CAN) IN FLIGHT LT SIDE WINDOW SHATTERED. FLIGHT DIVERTED MX REPLACED SIDE WINDOW.

CA081129003

CNDAIR

GE  

 

WARNING LIGHT

ILLUMINATED

11/22/2008

CL6002B19

CF343B1

 

 

MLG 

(CAN) AFTER TAKEOFF, LANDING GEAR DID NOT RETRACT WHEN SELECTED UP. LANDING GEAR LIGHT REMAINED GREEN. FLT CREW ALSO REPORTED INBD ANTI-SKID (C) AND PARK BRAKE SOV (C) MSG. ALL MSGS CLEARED WHEN GEAR SELECTED DOWN. ACFT RETURNED TO DEPARTURE AIRPORT AND LANDED WITHOUT FURTHER INCIDENT.

CA081129005

CNDAIR

GE  

 

ACM  

SEIZED

11/16/2008

CL6002C10

CF348C5B1

 

GG670950093

LEFT 

(CAN) AFTER LANDING AND TAXI TO GATE, FLT CREW REPORTED SMOKE STARTED COMING FROM VENTS IN COCKPIT. CREW ELECTED TO STOP SHORT OF THE GATE AND EVACUATE THE ACFT. ACFT WAS EVACUATED WITHOUT INCIDENT. MX INSPECTED ACFT AND FOUND THAT THE LT ACM HAD SEIZED. NO OTHER DEFECTS WERE NOTED. LT PACK WAS DEFERRED IAW THE MEL AND ACFT RETURNED TO SERVICE. 17 NOV 08: MX REMOVED AND REPLACED THE LT ACM AND OPS CHECKED. NO FURTHER DEFECTS NOTED. LT PACK REMOVED FROM DEFERRAL AND ACFT RETURNED TO SERVICE.

CA081029001

CNDAIR

 

 

TUBE

DAMAGED

10/27/2008

CL604

 

 

 

FUEL SYS

(CAN) WHILE TROUBLESHOOTING A FUEL TRANSFER PROBLEM ON THE CHALLENGER 604, SERIAL NR 5320, WE FOUND 3 DAMAGED FUEL TUBES IN THE CENTER FUEL TANKS, 2 IN THE RT SIDE AND 1 IN THE LT SIDE. ALL 3 FUEL TUBES WERE REPLACED.

CA081203012

CVAC

 

 

VALVE

FAILED

11/26/2008

580  

 

 

6506196

PROP PITCH LOCK

(CAN) IN FLIGHT, CREW EXPERIENCED A FAILURE OF THE NR 2 ENG PITCH LOCK VALVE. ENGINE WAS E-HANDLED AND AC LANDED WITHOUT INCIDENT. MAINT REPLACED THE NR 2 PITCH LOCK VALVE AND ACFT RETURNED TO SERVICE.

CA081028007

DHAV

PWA  

 

BRACKET

CRACKED

10/20/2008

DHC2MKI

R985AN14B

 

C2CE329A

FIREWALL

(CAN) DURING A 100 HOUR INSP, AN AME FOUND A CRACK IN RADIUS OF MIXTURE CONTROL BRACKET ATTACHED TO FIREWALL, BRACKET WAS REMOVED, REPAIRED AND REINSTALLED.

CA081125014

DHAV

PWA  

 

PUMP

DAMAGED

10/11/2008

DHC6100

PT6A34

 

RR12830

FUEL BOOST

(CAN) OVERHAULED FUEL BOOST PUMP MAKING GRINDING NOSE WHEN TURNED ON. PUMP REMOVED AND REPLACED WITH OVERHAULED BOOST PUMP. FAILED PUMP HAD ONLY 6.1 HOURS TIME IN SERVICE SINCE OVERHAUL AND 5 FLIGHT CYCLES. FAILED PUMP RETURNED TO INSTALLER.

CA081203009

DHAV

PWA  

 

EEC  

MALFUNCTIONED

11/25/2008

DHC8*

PW120A

 

7898422009L6

ENGINE

(CAN) PILOT REPORTED SHUTTING ENGINE DOWN IN FLIGHT DUE TO EXCESSIVE TORQUE FLUCTUATIONS. EEC WAS REPLACED AND DEFECT RECTIFIED. THE SUSPECT EEC HAS BEEN SENT FOR INVESTIGATION. MFG WILL CONTINUE INVESTIGATING THE EVENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED.

CA081128001

DHAV

PWA  

 

TURBINE

FAILED

11/25/2008

DHC8101

PW120A

 

PW120A

NR 2 ENGINE

(CAN) PRIOR TO TAKEOFF, THE CREW FELT A THUD AND GRINDING NOISE FROM THE NR 2 ENGINE AT 70 PERCENT TORQUE. THE ENGINE WAS IMMEDIATELY SHUTDOWN, BUT BY THE TIME THE TORQUE REDUCED TO ZERO PSI AND THE ITT OF THE ENG REACHED UP TO 1200 DEGREE CELSIUS. ENG WAS IMMEDIATELY SHUTDOWN AND TAKEOFF WAS ABANDONED. ON RETURN AT THE RAMP, BROKEN PIECES OF BLADES OF PWR TURBINE WERE FOUND IN THE TAIL EXHAUST PIPE. ALL PARAMETERS OF BOTH ENGINES WERE WITHIN LIMIT. AS SOON AS THE TAKEOFF ROLL INITIATED AND PWR WAS ADVANCED THROUGH 70 PERCENT TORQUE, A THUD AND GRINDING NOISE WAS HEARD FROM RT SIDE (NR 2 ENG) AND ACFT STARTED SWINGING TO THE RT. IMMEDIATELY, THE TAKEOFF WAS REJECTED AND WHILE LOWERING THE POWER LEVERS THE TORQUE DROPPED TO ZERO (0 PERCENT) AND AT THE SAME TIME ITT OF THE AFFECTED (NR 2 ENG) STARTED RISING VERY SHARPLY UP TO 1200 DEGREE C. MEMORY ITEMS OF THE ENGINE SHUTDOWN WERE CARRIED OUT. THE CONDITION LEVER WAS IMMEDIATELY PUT TO "FUEL OFF" AND THE RT T-HANDLE WAS PULLED. ITT STARTED DROPPING WITH NO FIRE INDICATION. CHECK IAW THE QUICK REFERENCE HANDBOOK (QRH) WAS COMPLETED IAW CHECK LIST. ONCE EVERYTHING CAME UNDER CONTROL, THE ACFT WAS TAXIED BACK TO BASE.

CA081203002

DHAV

PWA  

 

ENGINE

MALFUNCTIONED

11/25/2008

DHC8102

PW120A

 

 

RIGHT

(CAN) ON TAKEOFF ROLL WITH PASSENGERS ON BOARD POWER WAS ADVANCED THROUGH 70 PERCENT TORQUE. A THUD AND GRINDING NOISE WAS HEARD FROM THE RT SIDE. TAKEOFF WAS ABORTED AND AC RETURNED TO THE GATE. ENG TO BE REMOVED AND SENT FOR INVESTIGATION. MFG WILL CONTINUE INVESTIGATING THE EVENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED.

CA081126006

DHAV

PWA  

 

LINE

CRACKED

10/10/2008

DHC8103

PW121

 

82920010263

HYDRAULIC SYS

(CAN) DURING CRUISE FLIGHT SEVERAL DROPS OF HYD FLUID WERE DISCOVERED COMING FROM THE RT OVERHEAD CEILING. SOME FLUID FELL ON THE PASSENGERS IN THE AREA. NO INJURIES REPORTED. NO EMERGENCY ACTION/PROCEDURES CONDUCTED. AFTER AN UNEVENTFUL LANDING MX DETERMINED THE LEAK TO BE FROM A HYD TUBE FITTING. THE TUBE WAS REPAIRED AND THE ACFT RETURNED TO SERVICE.

CA081204002

DHAV

PWA  

 

WIRE

DAMAGED

11/8/2008

DHC8201

PW120A

 

 

ALTERNATOR

(CAN) NR1 AND NR2 AC GEN ANNUNCIATIONS ILLUMINATED DURING TAXI. UPON FURTHER INVESTIGATION IT WAS FOUND THAT THE FOLLOWING DISCREPANCY HAD OCCURED. FOUND WIRE 2421-10002FILB-1 AND WIRE 2421-2000IGI2A-1 WORN THROUGH AND SHORTED AT STA YH59:00 ON LT WING REAR SPAR.

CA081204006

DHAV

PWA  

 

WIRE

SHORTED

12/3/2008

DHC8301

PW123

 

 

CABIN LIGHT

(CAN) SPARKS/SMOKE FROM SIDEWALL LIGHT 1C, BALLAST CONFIRMED THE SOURCE. CREW DROPPED PSU PANEL TO FUND THE SOURCE AND CONFIRM SHORTING OF THE FORE/AFT WIRES TO THE AFT JUNCTION BOX. WIRING REPAIRED.

CA081203011

DHAV

PWA  

 

BRACKET

CRACKED

12/2/2008

DHC8301

PW123

 

85711569001

AILERON CONTROL

(CAN) LT AILERON INPUT BRACKET FOUND CRACKED. LT AILERON QUADRANT BRACKET REMOVED P/N 85711569-001. POST S/B 8-57-27 QUADRANT BRACKET TO BE INSTALLED. NEW BRACKET IS IN SHEET METAL SHOP. REMOVED AND REPLACED NEW LT AILERON QUADRANT BRACKET IAW SB 8-57-27. LT WING AILERON TERMINAL QUADRANT, PREVIOUSLY REMOVED FOR SHEET METAL ACCESS, INSTALLATION COMPLETED AS IAW AMM 27-12-31 TOTHE END OF STEP 12. INDEPENDENT INSP CARRIED OUT ON DEFECT 814228. M7109 FUNCTION TEST 1.C. COMPLETED FOR THOSE PORTIONS OF THE SYS THAT HAVE BEEN DISTURBED AND FOUND TO WORK NORMALLY M7128.

CA081029003

DHAV

PWA  

 

SIGNAL COND UNIT

INOPERATIVE

10/24/2008

DHC8301

PW123

 

30005000024

PROPELLER

(CAN) JUST AFTER TAKEOFF, NR 2 ENGINE WENT TO FEATHER. AUTO FEATHER WAS ARMED/CREW HAD NOT COMMANDED AN ENG FEATHER. CREW COMPLETED SHUT DOWN OF NR2 ENG, DECLARED AN EMERGENCY AND RETURNED TO ORIGINATING AIRPORT. NO OTHER INCIDENTS DURING LANDING. MAINT INTERROGATION OF FDR RECORD SHOWS ELECTRONIC FEATHER SIGNAL WAS GENERATED BY THE TSCU AND SYSTEMS RESPONDED TO THIS SIGNAL AND COMMENCED FEATHERING OF THE NR 2 ENGINE. ENG MFG EXAMINATION OF FDR DATA SHOWS ENGINE AND PROP OVER TORQUE DURING ENGINE FEATHER. DILASTIC TEST OF ENG HARNESS AND TSCU SHOWED NO CONFIRMED FAULTS. ENG HARNESS AND TSCU (TSCU SUSPECTED) REPLACED FOR TROUBLESHOOTING. ENGINE OVER TORQUE INSPECTIONS COMPLETED AND ALLOWED TO CONTINUE IN SERVICE. PROP REPLACED DUE TO OVER TORQUE CONDITION.

2008FA0000881

DIAMON

CONT

 

MAGNETO

FAILED

12/9/2008

DA20C1

IO240B

 

4310 

LEFT 

MAGNETO, PN 4310, SN 08063188. DELIVERED NEW WITH APPLICABLE SB, SB3-08A. AFTER 21.6 HOURS COMPLIANCE WITH SB3-08A FOUND PART FAILED.

CMRR200901001

DORNER

 

 

BOLT

WRONG PART

1/15/2009

DO328300

 

 

D23 

WING TO BODY

WING/FUSELAGE REAR SPAR CONNECTION HAS IMPROPER BOLTS INSTALLED FROM THE MFG. NOTICED FUEL LEAK FROM AROUND BOLTS AND CONFIRMED FROM THE MFG THAT IMPROPER BOLTS WHERE INSTALLED IAW THE DESIGN DRAWINGS. THE BOLTS INSTALLED WHERE A D23 AND SHOULD HAVE BEEN A D21. AS A RESULT OF THE 3.2MM LONGER BOLTS, THEY WHERE UNABLE TO BE TORQUED DOWN PROPERLY ALLOWING MOVEMENT OF THE BOLTS, BELIEVE THIS TO BE THE CAUSE OF THE FUEL LEAKING AROUND THE BOLTS.

CA081201008

DOUG

ALLSN

 

CHIP DETECTOR

CRACKED

9/19/2008

600N

250C47M

 

B7936S

TRANSMISSION

(CAN) BOTH TEDESCO B7936S CHIP DETECTOR BASES FOUND CRACKED AT BASE OF O-RING FLANGE. CAUSED BY OVERTORQUE DURING AN EARLIER INSTALLATION. CRACKS NOT VISIBLE UNTIL CHIP DETECTORS WERE REMOVED TO DRAIN TRANSMISSION OIL.

CA081201009

DOUG

ALLSN

 

ANGLE

CRACKED

11/28/2008

600N

250C47M

 

500N34247

TAILBOOM

(CAN) FUSELAGE ANGLE FOUND CRACKED DURING A TAILBOOM INSPECTION. PART IS NOT READILY VISIBLE OR A PLACE OF INTEREST DURING INSPECTIONS AND MAY HAVE GONE SOME TIME AS CRACKED. PART IS TO BE REPLACED BEFORE FURTHER FLIGHT.

2008FA0000893

DOUG

PWA  

 

PUMP

LEAKING

12/17/2008

C47  

R183092

 

2PR600CWT

LT ENGINE FUEL

LT ENG FUEL PUMP DEVELOPED LEAK THROUGH THE BLEED HOLE IN A PLUG INSTALLED ON THE PRESSURE ADJUSTMENT PORTION OF THE PUMP. SYS WAS PRESSURIZED BY THE ELECTRIC FUEL PRESSURE BOOST PUMP AND A LEAK WAS DETERMINED TO BE APPROX (1) DROP PER SECOND AT A PRESSURE OF 18 PSI.

2009FA0000002

ECLIPS

 

 

ACTUATOR

FAULTY

12/18/2008

ECLIPSEEA500

 

 

EM411514

RT MLG

DURING CLIMB THE RT MLG FAILED TO FULLY RETRACT. GEAR INTRANSIT INDICATED. ON SELECTION OF LANDING GEAR DOWN, RT MLG FAILED TO EXTEND. ALTERNATE GEAR EXTENSION USED AND GEAR EXTENDED FULLY AND "DOWN AND LOCKED" INDICATED. NORMAL LANDING ACCOMPLISHED. ON JACKS THE RT MLG WOULD ONLY RETRACT ABOUT 45 DEGREES AND WOULD NOT EXTEND FULLY WHEN SELECTED. RT MLG ACTUATOR REPLACED AND SYSTEM FUNCTION TESTED NORMAL.

CA081203007

EMB  

PWA  

 

ENGINE

MAKING METAL

11/26/2008

EMB120

PW118

 

 

 

(CAN) DURING CLIMB AT FL60, THE CREW NOTICED A LOW ENGINE OIL PRESSURE LIGHT, FOLLOWED BY A POPPING NOISE. THE ENG WAS SHUTDOWN AND THE ACFT WAS DIVERTED BACK TO BASE. GROUND INSP FOUND THE TURBOMACHINE CHIP DETECTOR COVERED WITH METAL SHAVINGS AND THE LP AND HP ROTORS INCAPABLE OF ROTATION. THE ENG HAD RECENTLY UNDERGONE A HOT SECTION INSP. MFG WILL CONTINUE INVESTIGATING THE EVENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED.

CA081201001

EMB  

GE  

 

SEAT BACK

LOOSE

11/28/2008

ERJ190100IGW

CF3410E5A1

 

412310416

COCKPIT

(CAN) THE ATTACH SCREWS HOLDING SEAT BACK BRACKET TO SEAT ARM ARE LOOSE, THE BRACKET ATTACHES THE SEAT BACK TO THE ARM. THE SCREWS ARE 0.5 INCHES IN LENGTH, THE SWIVEL BRACKET ATTACH POINT WAS ALSO LOOSE. REF: 4/MM 41402003, IPL 25-22-90 PAGE 10044 FIGURE 7 ITEMS 5 & 10. CHAIR PN ARE414140003-105, 41414003-111,41414003-113,41404003-103 & 41404003-105.

CA081203008

FOKKER

PWA  

 

GASKET

TORN

11/28/2008

F27MK50

PW125B

 

 

OVRSPD GOVERNOR

(CAN) AT TOP OF CLIMB, OIL PRESSURE FLUCTUATION WAS REPORTED FOLLOWED BY LOW OIL PRESSURE INDICATION. THE ENGINE WAS SHUTDOWN BY THE PILOT. ON RETURN TO GATE, THE ENG COWL WAS FOUND COVERED WITH OIL. OVERSPEED GOVERNOR GASKET FOUND DETERIORATED. GASKET WAS REPLACED.

2008FA0000882

GULSTM

 

 

BELLCRANK

MISREPAIRED

12/9/2008

112A

 

 

473501

ZONE 500

EXCESSIVE AILERONS T/E FREE PLAY. SUSPECTED AIL SYS CUMULATIVE WEAR. UPON FURTHER CLOSE VISUAL INSP, FOUND AILERONS BELLCRANK ASSY, PIVOT BRG HSG SECURED TO BELLCRANK PLATE WITH (3 EACH) BLIND FASTENERS. PROTRUDING HEAD FASTENERS WERE FOUND LOOSE AND EXHIBITING BLACK POWDERY RESIDUE AT FASTENER'S PROTRUDING HEAD PERIMETER, SUGGESTING BRINELLING IS OCCURRING ABOUT UPSET FASTENER HOLLOW SHANK OD AND BELLCRANK PLATE FASTENER HOLE SURFACE. ALL SUBJECT FASTENER'S DRIVE STEEL PINS WERE FOUND NOT TO HAVE LIBERATED FROM FASTENER HOLLOW SHANK ID. REPLACED PIVOT BEARING HOUSING ASSY P/N MS20218-1 DUE WORN AND REINSTALLED/SECURED SAME WITH SOLID AD RIVETS. COMMANDER IPC PAGE 2-195 ITEMS 25, 27 BELLCRANK ASSY PIVOT BEARING PLATE AND ITS ASSOCIATED FASTENERS ARE MOSTLY LOADED IN SHEAR.

2009FA0000008

GULSTM

 

 

MOUNT

CORRODED

1/15/2009

GIV  

 

 

1159P4123001

ZONE 400

DURING SCHEDULED INSP, ENGINE MOUNT CORROSION WAS DISCOVERED.

2009FA0000021

GULSTM

 

 

BEARING

LOOSE

10/22/2008

GIV  

 

 

SE0521903XXX

NLG 

WHILE TAXIING ACFT, CREW REPORTED POPPING SOUND COMING FROM NOSE WHEEL WELL AND DURING RT TURNS. FOUND NLG DRAG BRACE UPPER ATTACH VERTICAL BEARING AT FS 119, FINGER TIGHT. INSPECTED OTHER ACFT AND FOUND SAME OCCURRENCE. SB 157 HAS BEEN COMPLIED WITH ON 3/09/2004.

2008FA0000902

HUGHES

ALLSN

 

TUBE

UNSERVICEABLE

12/8/2008

369D

250C20B

 

369H8407

BLEED AIR

THIS DEFECT WAS DETECTED DURING TROUBLESHOOTING FOR AN ENGINE PWR PROBLEM. THIS FLEX TYPE TUBE ASSY WAS INSTALLED IN CONJUCTION WITH AN STC FROM ENG PWR PROBLEM. THIS FLEX TYPE TUBE ASSY WAS INSTALLED IN CONJUNCTION WITH AN STC, PC SAFETY VALVE KIT SE5511NM. AFTER THE DEFECT WAS DETECTED, THE KIT FOR SAFETY VALVES WAS REMOVED AND THE ORIGINAL HARD LINE WAS RE-INSTALLED. THE STC KIT WILL NOT FIT IN THE ENGINE COMPARTMENT WITHOUT THE USE OF THE FLEX BLEED AIR TUBE. THESE TUBE ASSY ARE VERY SENSITIVE TO BREAKAGE AFTER THEY HAVE TAKEN A SET. (K)

2009FA0000022

HUGHES

ALLSN

 

NUT  

BACKED OUT

10/27/2008

369FF

250C30

 

MS210435

COOLER BLOWER

OIL COOLER BLOWER DRIVEN PULLEY RETAINING NUT IS BACKING OFF OF SHAFT DURING NORMAL USE. NUT IS A STAINLESS STEEL, SILVER PLATED, ALL METAL SELF LOCKING TYPE NUT. THIS WAS THE 3RD OCCURRENCE OF THIS TYPE FOR OUR UNIT AND WE ARE ALSO AWARE OF ONE OTHER INCIDENT TO ANOTHER COMPANY. WHEN THE NUT BACKS OFF IT CAUSES THE SHAFT BEARING TO GO BAD WHICH DESTROYS THE OIL COOLER BELT. THIS LEADS TO EXTREME ENGINE OIL AND MAIN TRANSMISSION OIL TEMPERATURES. AFTER INVESTIGATING PN, WE FOUND THAT MFG HAS BEEN USING THIS TYPE NUT FOR A LONG TIMEAND WERE UNSURE IF THE NUT CURRENTLY BEING PRODUCED ARE SUBSTANDARD. UNIT WAS O/H. THE O/H FACILITY HAS BEEN INFORMED OF THESE INCIDENTS AND THEY ARE CURRENTLY INVESTIGATING THE MATTER. (K)

2008FA0000898

LEAR

GARRTT

 

FRAME

CORRODED

12/22/2008

35A  

TFE731*

 

 

FUSELAGE

WHILE INSPECTING THE LT AFT FUEL TANK STRUCTURE, DUE TO LIGHTENING DAMAGE EVENT, FOUND THE FOAM INSULATION WATER SOAKED, AND CAUSING SERIOUS CORROSION IN OUTER FLANGE OF AFT PRESSURE BULKHEAD AND SURROUNDING STRUCTURE. THE HOLE IN THE LT OUTER PRESSURE BULKHEAD FLANGE, WHERE HOT AIR PIPE PENETRATES FLANGE HAD SEVERE INTERGRANULAR CORROSION OCCURRING , AND AREA WAS VERY WET.

2009FA0000030

LEAR

 

 

CIRCUIT BREAKER

MALFUNCTIONED

12/28/2008

55LEAR

 

 

 

MAIN BUSS

ACFT DEPARTED, ENROUTE WITH 2 PASSENGERS, 2 HOURS INTO FLIGHT, JUST PRIOR TO INITIAL DESCENT, ACFT EXPERIENCED A COMPLETE ELECTRICAL FAILURE AND LOSS OF PRESSURIZATION AT FL430. FLIGHT CREW REGAINED CONTROL OF PRESSURIZATION AROUND FL330 AND RESTORED PWR TO NR 1 COMM RADIO. ACFT DIVERTED AND MADE A VISUAL NO-FLAP APPROACH & LANDING. ACFT OVERRAN RUNWAY APPROX 50 FT INTO MUD. NO PASSENGERS OR CREW WERE INJURED AND ACFT HAD MINOR DAMAGE. AFTER INITAL INSP, SUSPECT LT MAIN BUSS C/B ISSUE BUT UNABLE TO CONFIRM THIS TO BE THE PROBLEM AT THIS TIME. ADDITIONAL INSP AND MAINT NEEDED TO CONFIRM C/B OVERLOAD. (K)

CA081125016

LEAR

PWA  

 

ENGINE

SHUTDOWN

11/17/2008

60LEAR

PW305A

 

 

 

(CAN) DURING CRUISE AT FL190, THE ENGINE SPOOLED DOWN UNCOMMANDED. EMERGENCY WAS DECLARED AND THE FLIGHT DIVERTED AND A SINGLE ENGINE LANDING WAS ACCOMPLISHED. MFG WILL CONTINUE INVESTIGATING THE EVENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED.

CA081125019

LEAR

PWA  

 

OIL SYSTEM

LEAKING

11/19/2008

60LEAR

PW305A

 

 

RT ENGINE

(CAN) APPROX 20 MILES SOUTH OF AIRPORT, THE PILOT REPORTED SMOKE IN CABIN. HE DECLARED AN EMERGENCY AND THEY WERE GIVEN PRIORITY TO LAND. MX PERFORMED GROUND RUNS AND FOUND THE RT ENG OIL LEAKING INTO THE BYPASS AIR AND REACHING CABIN BLEED AIR DUCTS. THE ENG IS BEING REMOVED.

2008FA0000879

MOONEY

 

 

LEG ASSY

BROKEN

11/27/2008

M20F

 

 

540004501

NLG 

PILOT STATED THAT HE HEARD A LOUD NOISE DURING TAKE-OFF AND THAT THE AIRCRAFT BEGAN TO "HANDLE DIFFERENTLY." HE CONTINUED TO ACCELERATE BRIEFLY, LIFTED OFF AND THEN DECIDED TO ABORT THE TAKEOFF. THE ACFT CAME TO REST ON ITS NOSE WITH THE NOSE L/G FOLDED BACK BENEATH THE ACFT. INSP OF THE NOSE GEAR REVEALED THAT THE NLG LEG TUBING HAD BROKEN AT THE WELD POINTS ON THE UPPER ENDS OF THE TUBING. CLOSER INVESTIGATION SHOWED POSSIBLE FATIGUE CRACKS AT THE FWD PORTION OF THE WELDED JOINTS.

2008FA0000918

MOONEY

LYC  

 

MAGNETO

MALFUNCTIONED

12/15/2008

M20J

IO360A3B6D

 

103827991

ENGINE

STARTED THE ACFT NORMALLY, TAXIED FROM HANGAR TO THE SELF-SERVE FUEL PUMP AND SHUTDOWN. FUELED ACFT. ATTEMPTED TO START THE ACFT AFTER FUELING. THE ENG TURNED OVER NORMALLY, BUT DID NOT FIRE. TROUBLESHOOTING REVEALED NO SPARK OUTPUT FROM THE MAGNETO. SENT MAGNETO OUT FOR REPAIR MAGNETO SHOP DETERMINED THE MAGNET HAD SLIPPED ON THE SHAFT. A NEW MAGNETO WAS INSTALLED IN THE ACFT. ENGINE TT: 5345.1; TSO 132.6. THIS MAGNETO WAS INSTALLED AT THE ENGINE OVERHAUL AS AN OVERHAULED EXCHANGE UNIT. PROBABLE CAUSE/ RECOMMENDATIONS TO PREVENT RECURRENCE; NO ADDITIONAL INSP REQUIREMENTS ARE RECOMMENDED. A FAILURE SO SOON AFTER OVERHAUL SUGGESTS A DEFECT IN THE PARTS OR A FAILURE IN THE OVERHAUL PROCESS. THE LARGEST CONCERN IS THAT THIS TYPE OF FAILURE IN A DUAL MAGNETO INSTALLATION STOPS THE ENG. (K)

2008FA0000908

PIPER

CONT

 

CONNECTING ROD

FAILED

8/10/2008

J3C65

C908F

 

510384

ENGINE

NR 1 CONNECTING ROD FAILED IN FLT, OFF-AIRPORT LANDING AND SUBSTANTIAL DAMAGE. CONNECTING ROD FAILED SLIGHTLY ABOVE CRANKSHAFT; ROD CAP STILL BOLTED & SAFETIED TO DAMAGED & SEPARATED LOWER PORTION OF CONNECTING ROD. DAMAGE TO CRANKCASE, CRANKSHAFT, & ADDITIONAL INTERNAL ENGINE COMPONENTS SUGGEST A FAILED/ SPUN NR 1 ROD BEARING, RESULTING IN A LOSS OF LUBRICATION TO NR 1 CONNECTING ROD. EXCESSIVE HEAT BUILDUP, AND SUBSEQUENT SEIZURE TO THE CRANKSHAFT JOURNAL AND ROD FAILURE. THE OIL SCREEN MINIMAL CONTAMINATION, INDICATING A SHORT OPERATING TIME BETWEEN PART FAILURE AND ENGINE SHUTDOWN. ENG EXHAUST WAS CLEAN AND THERE WAS NO EVIDENCE OF EXTERNAL OIL LEAKAGE ON THE ENG; REGARDLESS, OIL QUANTITY IN THE ACFT SUMP WAS BELOW (2) QTS. THE LOW OIL QUANTITY, COUPLED WITH THE POWER REQUIRED FOR FLOAT - PLANE OPERATIONS, CONTRIBUTED TO COMPONENT OVERHEAT AND FAILURE.

2009FA0000006

PIPER

LYC  

 

TUBE

DAMAGED

1/9/2009

PA28181

O360*

 

0975000

TIRE 

UPON REMOVAL OF TUBE FROM TIRE. TUBE WAS FOUND TO HAVE A HOLES FROM AN UNKNOWN ORIGIN CAUSING AIR DEFLATION OF TIRE.

2009FA0000028

PIPER

LYC  

 

CRANKCASE

CRACKED

12/5/2008

PA28181

O360A4M

 

11B200611SH

ENGINE

FOUND LT FRONT CRANKCASE CRACKED DURING ROUTINE MX. (K)

2009FA0000029

PIPER

LYC  

 

CRANKCASE

CRACKED

12/6/2008

PA28181

O360A4M

 

11B200615H1

ENGINE

FOUND LT FRONT CRANKCASE CRACKED DURING ROUTINE MX. (K)

CA081029002

PIPER

LYC  

 

PROBE

MALFUNCTIONED

10/27/2008

PA31

TIO540A2C

 

1020007

CYLINDER HEAD

(CAN) PILOT OBSERVED LT ENG CYLINDER HEAD TEMP OVER RED-LINE. OTHER ENG PERIMETERS WERE NORMAL. PILOT CHOSE TO SHUTDOWN THE ENG AND FEATHER THE PROPELLER. LANDED WITHOUT INCIDENT. MAINT TROUBLESHOT AND FOUND LT ENGINE CHT READ 150 DEGREES WHEN ENGINE WAS COLD. CHANGED THE PROBE TO P/N AN5546-1 IAW IPC. THE PROBE REMOVED IS AN FAA/PMA ALTERNATE TO THE REQUIRED P/N IN THE IPC.

CA081128006

PIPER

LYC  

 

VALVE SEAT

WORN

11/26/2008

PA31

TIO540A2C

 

 

ENGINE

(CAN) INTAKE VALVE STAYING OPEN, INTAKE VALVE AND SEAT WORN.

2008FA0000886

PIPER

LYC  

 

CYLINDER

SEPARATED

11/11/2008

PA31310

TIO540J2B

 

 

ENGINE

PILOT NOTED REDUCTION OF PWR, THEN VIBRATION IN CRUISE FLIGHT. VISUAL INSP REVEALED NR1 CYL INTAKE TUBE SEPARATED FROM SUMP INLET AND WEDGED APPROX 1 INCH AFT OF INLET. FUEL INJECTOR LINE BROKE AT INJECTOR. BOTTOM (2) CYL HOLD DOWN STUDS BROKE AND (1) BOTTOM, (1) TOP HOLD DOWN NUTS BACKED OFF. SUSPECT CYL HEAD SEPARATION.

2009FA0000011

PIPER

LYC  

 

BOLT

BROKEN

1/14/2009

PA44180

O360A1H6

 

502341AN17522A

NLG DOWNLOCK

UPON GEAR EXTENSION CREW DID NOT RECEIVE A NOSE GEAR DOWN AND LOCKED INDICATION. NO NOSE GEAR WAS OBSERVED IN WITNESS MIRROR OR BY GROUND PERSONNEL DURING LOW PASS. ACFT LANDED WITH NOSE GEAR IN WHEEL WELL. UPON INSP BY MX IT WAS OBSERVED THAT THE NOSE LANDING GEAR DOWN LOCK PIVOT HAD DISLODGED AT PIVOT POINT AND JAMMED AGAINST THE DRAG LINK MOUNT RESTRICTING MOVEMENT OF NOSE GEAR ACTUATOR. CAUSE OF DISLODGEMENT WAS A BROKEN PIVOT BOLT.

2009FA0000001

QUARTZ

 

 

ROD END

LACK OF LUBE

1/5/2009

11E  

 

 

 

AILERONS

ACFT HAD AN ISSUE WITH THE AILERON CONTROL ON A FLT IN THE PATTERN. THE AILERON CONTROL BECAME VERY STIFF DURING FLT ALTHOUGH ALL APPEARED NORMAL ON THE PREFLIGHT AND RUNUP . INSPECTED ACFT, FOUND THAT IT WAS VERY STIFF. FOUND THE ISSUE TO BE THE LT AILERON PUSH ROD FWD ROD END AT THE BELLCRANK TO BE DRY DUE TO LACK OF LUBRICATION THIS HAPPENED AT ABOUT 50 HOURS TOTAL TIME.

2008FA0000901

RAYTHN

 

 

DAMPER

WRONG PART

12/2/2008

390  

 

 

390814101007

BUMPER MISSING

INVESTIGATED PILOT REPORT OF MLG DOORS NOT CLOSING INDICATION FOLLOWING GEAR RETRACTION. FOUND RUBBER BUMPER MISSING FROM LT MAIN GEAR UPLOCK DAMPER ASSY, LT MAIN GEAR UPLOCK DAMPER ASSY CAUSING LT MN GEAR UPLOCK HOOK NOT TO RESET AND ENGAGE ROLLER FOLLOWING GEAR RETRACTION DUE TO EXCESSIVE UP-TRAVEL OF LT MAIN GEAR. REPLACED LT MAIN GEAR UPLOCK DAMPER WITH SERVICEABLE, SUPERSEDING PN 3908141010013 DAMPER ASSY. LANDING GEAR RETRACTION/ EXTENSION OPERATIONS NORMAL.

2008FA0000895

ROBSIN

LYC  

ROBSIN

BELT

DEFECTIVE

12/12/2008

R22BETA

O360J2A

 

A1902

CLUTCH ASSY

THE PILOT REPORTED A CLUTCH LIGHT COMING ON FOR MORE THAN 5 SECONDS, FOLLOWED THE PROCEDURES IN THE POH AND MADE A PRECAUTIONARY LANDING. UPON VISUAL INSP IT WAS DEFECTED THAT ONE OF THE DRIVE BELTS IN THE CLUTCH SYS HAD FAILED AND CAUSED THE CLUTCH ACTUATOR TO ENGAGE CAUSING THE CLUTCH LIGHT TO ILLUMINATE. THERE WERE NO DAMAGES TO THE ROTORCRAFT OR ANY INJURIES TO THE PILOTS. DRIVE BELTS WHERE REPLACED AND THE ROTORCRAFT WAS RETURNED TO SERVICED.

CA081028006

ROBSIN

LYC  

 

BAR  

CRACKED

10/24/2008

R44  

O540F1B5

 

C0183

SPRAG CLUTCH

(CAN) DURING AN AES MIDLIFE INSP FOUND: SPRAG CAGE CRACKED (2) CROSSBARS SHAFT WORN UNDERSIZE HOUSING WORN OVERSIZE.

2009FA0000017

ROBSIN

 

 

MUFFLER

FAILED

12/23/2008

R44RAVENII

 

 

C16932

EXHAUST SYSTEM

MUFFLER CAN BLOW OUT AT TAIL PIPE CONNECTION AND COLLECTOR FAILURES, BULGES AND BLOW OUTS. WEAK MATERIAL, USE THICKER AND BETTER MATERIAL. PEOPLE ARE GETTING SICK AND/OR BAD HEADACHES. CO DETECTORS ARE SOUNDING OFF IF YOU HAVE ONE. (K)

2009FA0000018

ROBSIN

LYC  

 

COLLECTOR

DAMAGED

12/23/2008

R44RAVENII

IO540AE1A5

 

C1695

IB AREA 3 TO 1

EXHAUST COLLECTORS 3 TO 1 TYPE. BULGES AND BLOW OUTS.

CA081126008

ROBSIN

LYC  

 

CASE

CRACKED

11/21/2008

R44RAVENII

IO540AE1A5

 

14924HTH

STARTER GEN

(CAN) STARTER CASING CRACKED.

CA081127002

SKRSKY

 

 

BEARING

FAILED

11/3/2008

S61A

 

 

 

MAST 

(CAN) S61MGB S/N: A14-J-10-79-1119 SUPPLIED, HAD A INDICATION ON THE MGB BEING CONTAMINATED WITH METAL. REMOVED THE MGB FROM THE ACFT, AND RETURNED IT TO HELI-ONE TSN: 15634:00 TSO: 772:29 HELI-ONE DISASSEMBLED THE MGB TO FIND THAT THE MAST DUPLEX BRG P/N:SB1357-103 ,S/N: J0359 WAS THE CAUSE OF THE CONTAMINATION. REPLACEMENT OF BRG REQUIRED. MAST DUPLEX BRG P/N:SB1357-103 ,S/N: J0359 COMPANY SQID NR08-07990.

CA081128002

SKRSKY

 

 

BEVEL GEAR

UNSERVICEABLE

11/3/2008

S61A

 

 

S613723053102

M/R GEARBOX

(CAN) BROKEN GEAR TOOTH FOUND IN FILTER REPAIR-BROKEN GEAR TOOTH FOUND IN FILTER OF S61 MGB SN: A14-215. MGB WAS REMOVED FROM ACFT HS-HTA AND REURNED TO HELI-ONE TO BE REPAIRED TSN: 31804:41 TSO: 769:56 DISASSY DONE AT HELI-ONE TO FIND THAT THE INPUT BEVEL GEAR PN: S6137-23053-102 SN: E128-00271WAS THE DAMAGED PART. INPUT BEVEL GEAR PN: S6137-23053-102 SN: E128-00271. COMPANY SQID NR 08-08045.

CA081127001

SKRSKY

 

 

HOUSING

CRACKED

11/3/2008

S61N

 

 

S613520670043

M/R GEARBOX

(CAN) CRACK FOUND ON THE FRONT/RT SIDE OF LWR HSG REPAIR TO LWR HSG CARRIED OUT IAW RDC NO: P-RH07-038 H1E-02. THIS AREA OF THE HSG IS ALWAYS HIGHLY SCRUTANIZED DURING NDT.

CA081127007

SKRSKY

 

 

SHAFT

CORRODED

7/8/2008

S76  

 

 

7635109626

M/R GEARBOX

(CAN) MGB PN:76351-09600-044 SN:A231-00044 IN FOR OVERHAUL. FOLLOWING CLEANING AND INSP OF NEW SPLINE SHAFT, CORROSION WAS FOUND AT INNER AND OUTER SPLINES. ALL REMAINING SPLINES SHAFTS (QTY:6) PULLED FROM STOCK AND INSPECTED, NO EVIDENCE OF CORROSION FOUND. CORROSION PITTING FOUND ON NEW SPLINE SHAFT PULLED FROM STOCK. RETURN TO VENDOR FOR FULL WARRANTY COMPANY SQID NR 08-05027.

CA081128003

SKRSKY

 

 

GEARBOX

FAILED

11/27/2008

S76  

 

 

 

MAIN ROTOR

(CAN) MGB CHIP LIGHT INDICATION MGB PN:76351-09600-044,SN:A231-00107 REC`D AT HELI-ONE FOR REPAIR. TSN:8638:39 TSO:2516:54 FOLLOWING DISASSEMBLY AND INSPECTION OF MGB, RT OUTPUT ALIGNMENT BRG WAS IDENTIFIED AS THE CAUSE FOR METAL GENERATION WITH HEAVY SPALLING EVIDENT AT ROLLER PATHWAY OF OUTER RACE. FLUSH MGB AND REPLACE DISCREPANT BEARING. COMPANY SQID NR 08-8606.

CA081128004

SKRSKY

 

 

BEARING

DAMAGED

11/27/2008

S76  

 

 

SB2151107

M/R GEARBOX

(CAN) MGB CHIP LIGHT INDICATIONS MGB P/N:76351-09600-044 S/N:A231-00299 REC`D AT HELI-ONE FOR REPAIR. TSN:2037:48 HRS. FOLLOWING DISASSY AND INSP OF MGB THE RT OUTPUT ALIGNMENT BRG WAS FOUND TO BE THE CAUSE FOR THE METAL GENERATION WITH HEAVY SPALLING AT ROLLER PATHWAY OF BRG OUTER RACE. ADDITIONAL BRS INDICATE INITIAL STAGES OF SPALLING. REPLACE WITH SERVICEABLE BRS. COMPANY SQID NR 08-08605.

CA081127004

SKRSKY

 

 

CONE

DAMAGED

9/11/2008

S76  

 

 

SB3354102

M/R GEARBOX BRG

(CAN) INSPECTION OF CAGE SHAKE ON TAPERED ROLLER BRGS PN: SB3354-102 WAS DIMENSIONALLY INSPECTED IAW (SA4047-76-7-8 CHANGE 9, 31/MARCH/2006 IAW PARA. 2-52A) AND DETERMINED TO EXCEED AVERAGE MAXIMUM ALLOWABLE CAGE SHAKE LIMITS (.017 INCH) PRIOR TO INSTALLATION ON MGB PN: 76351-09600-044 SN:A231-00184. RETURN TO VENDOR FOR WARRANTY. UNSERVICEABLE BRG CONE RETURNED TO VENDOR AWAITING WARRANTY RMA NR. (COMPANY SQID NR 08-06654)

CA081127008

SKRSKY

 

 

PINION GEAR

CORRODED

6/20/2008

S76  

 

 

7635109058102

M/R GEARBOX

(CAN) CORROSION PITTING FOUND ON BORE ID OF (2) HELICAL PINIONS HSI (P.A.P) MGB PN:76351-09500-044 SN:A081-00196 REC`D FOR O/H. PRIOR TO ASSY INSP OF NEW CUSTOMER SUPPLIED HELICAL PINIONS (X2), REVEALED CORROSION PITTING IN BORE ID OF BOTH PINIONS AT AREA OF FWD ROLLER PATHWAY. COMPANY SQID NR08-04520.

CA081127009

SKRSKY

 

 

SHAFT

CORRODED

6/11/2008

S76  

 

 

7635109028105

M/R GEARBOX

(CAN) CORROSION FOUND ON NEW QUILL SHAFT MAIN GEARBOX O/H PN:76351-09500-044, SN:A081-00110 FOLLOWING CLEANING AND INSPECTION OF NEW QUILL SHAFT (P/N,S/N LISTED BELOW), MULTIPLE CORROSION PITTING CLUSTERS FOUND ON INTERNAL SPLINES AND ID OF PART.

CA081127011

SKRSKY

 

 

BEARING

FAILED

6/6/2008

S76A

 

 

SB3202A2

M/R GEARBOX

(CAN) PERFORMED CAGE SHAKE ON NEW BRGS IAW MFG ACFT ENGINEERING INSTRUCTION EI NR E76-702-35-1601. RESULTS FAILED INSP RETURN TO VENDOR FOR WARRANTY. UNSERVICEABLE BRG RETURN TO VENDOR AWAITING WARRANTY RMA NR COMPANY SQID NR 08-04194.

CA081127012

SKRSKY

 

 

HOUSING

CORRODED

4/17/2008

S76A

 

 

7635109008056

M/R GEARBOX

(CAN) GEARBOX REMOVED FOR EXCESSIVE CORROSION AROUND OIL FILTER HSG FITTING. MAIN GEARBOX RECEIVED AT HELI-ONE FOR REPAIR AT TT:10961:18 HRS. TSO:2969:48 HRS. FLUID ADAPTER (FITTING) REMOVED FROM LWR HSG OIL FILTER AREA AND CORROSION WAS CLEANED/REMOVED TO ALLOW FOR INSPECTION. EXTENSIVE CORROSION WAS FOUND AT FLUID ADAPTER PORT AND LOCK RING AREA BEYOND MAXIMUM REPAIRABLE LIMITS IAW REF:SA4047- 76-7-8,CHG.9-31MAR2006. REPLACE UNSERVICEABLE LOWER HOUSING P/N:76351-09008-056 S/N:C065-00098 (T.T: UNK) WITH NEW/OVERHAULED EQUIPPED WITH NEW VERSION FLUID ADAPTER P/N:RFSK9812-13. MOST LIKELY INSUFFICIENT SURFACE PROTECTION AT DAMAGED AREA.

CA081127013

SKRSKY

 

 

BEARING

UNSERVICEABLE

3/20/2008

S76A

 

 

SB2151107

 

(CAN) GEARBOX MAKING METAL TSN:2969:43 HRS. GEARBOX RECIEVED FOR PREMATURE OVERHAUL DUE TO METAL CONTAMINATION. DURING INSP PROCESS , RT SPUR PINION ALIGNMENT ROLLER BRG SB2151-107 S/N:2659 (LOCATED AT UPPER HSG COUNTERBORE) WAS FOUND TO BE BREAKING UP AT OUTER RACE ROLLER PATHWAY. FOLLOWING COMPLETION OF GB INSP THIS BRG WAS CONSIDERED AS THE SOURCE FOR THE METAL CONTAMINATION. REPLACE BRG DURING OVERHAUL.

CA081127003

SKRSKY

 

 

GUIDE

MISMANUFACTURED

10/30/2008

S76A

 

 

 

SWASHPLATE

(CAN) MGB PN: 76351-09600-043 S/N:A231-00085 FOLLOWING INSP OF SWASHPLATE GUIDE PN:76351-09029-101,SN:A028-00343 FROM ABOVE MENTIONED MGB,THE MEASUREMENT TAKEN AT RADIUS (J ) (REF:SA4047-76-7-8,CHG.9) INDICATES BELOW MINIMUM REQ`D RADIUS OF.040 INCH. IAW O/H MANUAL REF, SWASHPLATE GUIDES ARE AMONG THE LIST OF ITEMS CLASSIFIED AS FLIGHT SAFETY PARTS. PART HAS BEEN TAGGED REJECTED AS THIS MINIMUM .040 INCH RADIUS IS CONSIDERED A CRITICAL CHARACTERISITIC. RETURN TO VENDOR FOR WARRANTY (THIS PART HAS A TIME LIFE OF 20,000 HRS AND HAS ONLY BEEN IN SERVICE FOR ONE MGB O/H OF 3242.7 HRS, SEE MGB LOG CARDS) MOST LIKELY MACHINED INCORRECTLY DURING MFG PROCESS. SQID NR 08-07896.

MV1R200808429

SKRSKY

 

 

BLADE

DELAMINATED

12/17/2008

S76A

 

 

7615009100053

MAIN ROTOR

DURING 3 YEAR MAIN ROTOR BLADE INSP FOUND DELAMINATION IN BLACK MAIN ROTOR BLADE ROOT END. DATA SENT TO MFG FOR EVALUATION. TOTAL DELAMINATED AREA IS 1.472 SQUARE INCHES.

2008FA0000906

SOCATA

LYC  

GARRTT

SEAL

FAILED

11/22/2008

TB21

TIO540AB1A

 

 

TURBOCHARGER

PILOT REPORTED THAT ENGINE LOST OIL PRESSURE AT AN ALTITUDE OF 8000 FT ABOUT 14 MILES WEST OF MUNICIPAL AIRPORT. HE WAS ABLE TO MAKE AIRPORT AND SHUTDOWN THE ENGINE AFTER COMING TO A STOP ON THE RUNWAY. REPORTED THAT WHEN THE ACFT LEFT, THE OIL WAS CHECKED AND WAS INDICATING 10 QTS. ON THE DIPSTICK. THE ENGINE WAS EXAMINED WITH A REP FROM FAA PRESENT. IT WAS DETERMINED AFTER EXAMINING THE TURBOCHARGER AREA THAT THE INTERNAL SEALS TO TURBO MUST HAVE FAILED, CAUSING OIL TO ENTER BOTH INTAKE SYS AND HOT SIDE OF TURBO. SCAVENGE PORT OF TURBO WAS INSPECTED AND FOUND TO BE UNOBSTRUCTED. OIL WAS DRAINED FROM SUMP, YIELD WAS 1.5 QTS. (K)

2009FA0000013

STBROS

 

 

CONTROL CABLE

BROKEN

12/17/2008

SD360

 

 

 

RT PROPELLER

THE ACFT RT PROP CABLE BROKE. ACFT RETURNED TO HONOLULU STATION FOR INSPECTION AND REPAIR.

CA081029005

STBROS

PWA  

 

OIL SYSTEM

LEAKING

9/15/2008

SD360

PT6A65AR

 

 

ENGINE

(CAN) DURING CRUISE, THE PILOTS OBSERVED ENG TEMPERATURE RISING THRU 800°C AND PEAKING OVER 1000°C. FLAMES WERE NOTICED FROM THE EXHAUST. THE ENG WAS SHUTDOWN AND FIRE BOTTLES DISCHARGED. A SINGLE ENG LANDING FOLLOWED. POST FLIGHT INSPECTION REVEALED OIL LEAKING FROM GAS GENERATOR CASE AND EXHAUST AREA. THE ENG WAS REMOVED AND SENT FOR INVESTIGATION WHERE TEARDOWN REVEALED A NR 1 BEARING DISTRESS. MFG WILL CONTINUE INVESTIGATING THE EVENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED.

CA080725003

UROCOP

TMECA

 

HYDRAULIC SYSTEM

MALFUNCTIONED

7/20/2008

EC120B

ARRIU2F

 

 

 

(CAN) AT GROUND IDLE, THE NORMAL PROCEDURE IS TO TEST ACCUMULATORS BY PUSHING THE ACCUMULATORS BUTTON ON, AND THE HYD LIGHT ILLUMINATES , AND PROCEED TO TEST THE ACTUATORS BY MOVING THE CYCLIC FWD AND AFT, ABOUT 4-5 INCHES TRAVEL, EIGHT TIMES, THEN RT AND LT, THE SAME. NORMAL (NORMALLY, DO NOT TOTALLY DEPLETE THE ACCUMULATOR’S PRESSURE). THIS WAS NORMAL, NO PROBLEM ANY OF THE TEST OF THIS SYS AT ANY TIME. PUSH THE SWITCH AGAIN, AND THE ACCUMULATORS BACK ON, HYD LIGHT OUT. THE HYD CUT OFF TEST. STILL OPERATING AT GROUND IDLE. COLLECTIVE LOCKED DOWN, SWITCHING OFF THE HYD SWITCH ON COLLECTIVE, HYD LIGHT ILLUMINATES, AND WHAT THE CYCLIC IS SUPPOSED TO DO IS PULL IT SELF TO THE CENTER NEUTRAL POSITION, WITH RESISTANCE IF MOVED OUT OF THIS POSITION OF MORE THEN 1 INCH (EASY TO MAKE A 2 INCH CIRCLE). THIS TIME, WHAT HAPPENED WHEN THE HYD SWITCH WAS SWITCHED, FOUND THAT THERE WAS NO RESISTANCE TO THE FWD LT AND IT ALMOST PULLS THE CYCLIC IN THAT DIRECTION. AND THE 2 INCH CIRCLE OF RESISTANCE INCREASED TO ABOUT A 4 TO 6 INCH CIRCLE AND NOT A VERY STRONGER RESISTANCE. (NORMALLY, RESISTANCE WOULD BE 5 TO 10 POUNDS OF FORCE, BUT FOUND LESS THEN 5 POUNDS FORCE TO MAKE THIS 4 TO 6 INCH PLUS CIRCLE). AFTER MOVING THE CYCLIC AROUND IN THIS CIRCLE, IT SEEMED TO SNAP OUT IF IT AND WAS BACK TO THE NORMAL OPERATION. TRIED TO REPEAT THIS FAILURE BUT BY TURNING THE HYD SWITCH OFF AND THEN BACK ON, BUT NO FAILURE. THIS ONLY HAPPENS ONE IN ABOUT (6) STARTS IN THAT DAY. ON JULY 19, LAST START OF THE DAY OF (4) STARTS THE ACCUMULATOR TEST WAS GOOD, BUT THE HYD CUT OFF FAILED. ALL THE SAME AS ABOVE, BUT THIS TIME, THE CYCLIC HAD NO RESISTANCE TO THE AFT RT WITH THE SAME 4 INCH CIRCLE WITH A LESS PRONOUNCED FORCE. AFTER A COUPLE MORE ROTATION OF THE CYCLIC, AGAIN, IT SNAPPED OUT OF IT AND BECAME NORMAL OPERATION.

2008FA0000917

UROCOP

TMECA

 

BEARING

UNSERVICEABLE

12/17/2008

EC120B

ARRIU2F

 

 

STARTER GEN

PILOT COMPLAINED OF A SEVERE ENGINE VIBRATION AND HOWLING NOISE EMANATING FROM THE ENGINE AREA, DURING ALL PHASES OF ENGINE OPERATION. THE STARTER WAS REPLACED AND THE VIBRATION CEASED. (K)

CA081125015

UROCOP

PWA  

 

ENGINE

MAKING METAL

11/15/2008

EC135P1

PW206B

 

 

NR 1 

(CAN) DURING CRUISE FLIGHT, THE NR 1 ENG CHIP DETECTOR LIGHT ILLUMINATED. THE PILOT "BURNED" THE CHIP DETECTOR AND THE LIGHT WENT OUT. SHORTLY AFTER THE LIGHT CAME ON AGAIN AND THE PILOT BURNED AGAIN AND THE LIGHT WENT OUT. HE DECIDED TO ABORT THE MISSION AND RETURN TO BASE DURING WHICH TIME HE HEARD A LOUD NOISE FROM THE ENGINE WITH PARAMETER DECAYING. THE ENG WAS SECURED AND AN UNEVENTFUL SINGLE ENGINE LANDING FOLLOWED. GROUND INSP FOUND HEAVY METAL CONTAMINATION AND FRACTURED POWER TURBINE BLADES. MFG WILL CONTINUE INVESTIGATING THE EVENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED.