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

330

bald eagle watching over three eggs

JANUARY

2006

 


CONTENTS

AIRPLANES

BEAGLE...................................................................................................................................... 1

CANADAIR................................................................................................................................. 3

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

GROBB........................................................................................................................................ 4

LEAR........................................................................................................................................... 5

MOONEY.................................................................................................................................... 5

PIPER........................................................................................................................................... 6

RAYTHEON................................................................................................................................ 9

HELICOPTERS

BELL............................................................................................................................................ 9

SCHWEIZER............................................................................................................................. 10

POWERPLANTS

ROLLS-ROYCE........................................................................................................................ 10

ACCESSORIES

AKC EMERGENCY LOCATOR TRAMSMITTER (ELT)........................................................ 11

DUNLOP WHEEL ASSEMBLY............................................................................................... 11

ELECTROSYSTEMS (STARTER)............................................................................................ 11

GOODYEAR (TIRE).................................................................................................................. 11

KELLY AEROSPACE (STARTER)........................................................................................... 11

AIR NOTES

ELECTRONIC VERSION OF FAA FORM 8010-4, MALFUNCTION OR
DEFECT REPORT..................................................................................................................... 13

PAPER COPY OF FAA FORM 8010-4, MALFUNCTION OR DEFECT REPORT............... 13

INTERNET SERVICE DIFFICULTY REPORTING (iSDR) WEB SITE................................... 14

IF YOU WANT TO CONTACT US......................................................................................... 15

AVIATION SERVICE DIFFICULTY REPORTS...................................................................... 15

 


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

AVIATION MAINTENANCE ALERTS

The Aviation Maintenance Alerts provide a common communication channel through which the aviation community can economically interchange service experience, cooperating in the improvement of aeronautical product durability, reliability, and safety. This publication is prepared from information submitted by those who operate and maintain civil aeronautical products. The contents include items that have been reported as significant, but have not been evaluated fully by the time the material went to press. As additional facts such as cause and corrective action are identified, the data will be published in subsequent issues of the Alerts. This procedure gives Alerts’ readers prompt notice of conditions reported via a Mechanical Reliability Report (MRR), a Malfunction or Defect Report (M or D), or a Service Difficulty Report (SDR). Your comments and suggestions for improvement are always welcome. Send to: FAA; ATTN: Aviation Data Systems Branch (AFS-620); P.O. Box 25082; Oklahoma City, OK 73125-5029.

(Editor’s notes are provided for editorial clarification and enhancement within an article. They will always be recognized as italicized words bordered by parentheses.)

 

AIRPLANES

BEAGLE

Beagle: B121; Cracked Flight Control Column; ATA 2701

An annual inspection visually detected a 2-inch longitudinal crack in one of the cockpit control columns. Magnetic particle inspection was used to confirm the defect. “This component forms part of the aircraft flight control system and is critical to flight,” states the attending mechanic. “Both the L/H and R/H fittings (parts) are the same part number (BE45.10057). The probable cause (for this defect) is stress corrosion cracking. It is recommended an airworthiness directive be raised to inspect this component for cracks on the left and right control columns at the next annual—or within 50 flying hours—and then annually as a repeat inspection. (This report) has been transmitted to the aircraft type certificate holder: DeHavilland Support in the United Kingdom.... Telephone 44 (0) 1223 830090.”


Shown are two combined mechanical drawings showing the assembly of this aircraft's two control columns, with a close-up of one column and an indicated position of a crack.

 

Whown are two combined mechanical drawings showing the assembly of this aircraft's two control columns, with a close-up of one column and an incidated position of a crack.

 

Part Total Time: 1,505.0 hours.

 


CANADAIR

Canadair: CL-600; Cracked Floor Support; ATA 5315

This defect report describes a cracked flange found on supporting floor structure (P/N 600-31068-7). It was found by visual inspection during a floor beam replacement and described by the submitter as being included in the 60 month below floor inspection task. This cracked floor support was located at RBL 9.0, F.S. 460 (right buttock line and fuselage station). Inspection of three additional CL-600 aircraft did not find similar cracks. (Low resolution, black and white photos accompanied this submission, two of which are included.)

A low resolution black and white photo showing one side of a cracked floor beam.

 

A low resolution black and white photo showing the opposite side of the same cracked floor beam.

Part Total Time: 15,110.9 hours.

 


CESSNA

Cessna: 170B, 172-172E, 180’s, 182-182D, 185’s: Worn Flap Handle Latch; ATA 2750

(The following article is published as received from the Wichita Aircraft Certification Office: ACE-118W.)

“The FAA has received reports of problems associated with a tubular spacer found within Cessna flap handle latch mechanisms (P/N 0510166-0 through –5). Specific models include 172 through the 172E (1964), all 180’s, 182 through 182D (1961), and all 185’s. The spacer’s relative position within the handle can be seen in the attached drawing. It is transfixed by a rivet having washers at each end. Continued use of this latch mechanism causes wear on the handle. Should this occur, the spacer can work itself sufficiently out of the handle to jam the latching mechanism. Wear may be evidenced by paint or surface scrape-type marks found just below the washers on either side of the flap handle. It is recommended this latch joint be inspected for wear during every 100 hours or annual inspection.”

A mechanical drawing of this aircraft's flap handle actuating mechanism is shown.

(For further information contact Mr. Gary Park, Aviation Safety Engineer: 1801 Airport Road, Rm. 100, Mid-Continent Airport, Wichita, KS. 67209)

Part Total Time: (N/A).

 

GROB

Grob: G120A; Disbonded Rudder-Spar & Lever Assembly; ATA 5541

The submitter states, “During fleet-wide inspection of aircraft, a technician found excessive movement between the rudder and the rudder-lever assembly (P/N 120A-3115). Further inspection showed disbonding between the rudder spar (P/N 120A-3103) and the rudder lever assembly spacer plate. The probable cause appears to be excessive flexing of the spar or improper bonding (spar and spacer are composite material). The spar may not be rigid enough in this area. The recommendation at this time is to increase strength/rigidity of the spar and improve the bonding method.” (This report was accompanied by two additional and identical defect reports—all models G120A having an average total time of 1861.0 hours.)

Part Total Time: 1,589.0 hours.

 


LEAR

Lear: 60; Cracked Stiffener Angles; ATA 5540

While removing and replacing rudder cables on this aircraft, a mechanic found “...the rudder support stiffener angle (P/N 5412481-004) cracked under the rudder primary travel stop (frame station 48).” Additional cracks were found on the rudder’s leading edge panels 331, 332, and 333, and its forward spar damaged at the center and upper hinge points (water line 92.34 and 122.83). The probable cause is surmised to be rudder overtravel, occurring when the aircraft is parked outside in windy conditions without gust-locks. (A different Lear 60 was found to have similar damage, but also included a cracked rudder “support bracket,” P/N 5412481-026.)

Part Total Time: 4,374.0 hours.

 

MOONEY

Mooney: M20J; Cracked Seat Crank; ATA 2510

Aft acceleration of the pilot’s seat during takeoff provided plenty of motivation for an inspection. Vertically adjusting, the submitter found the left rear bell crank assembly cracked, allowing for sufficient frame distortion the seat lock pins would not fully engage the slide tracks. A new bellcrank and tube assembly were installed (P/Ns 140216-501 and 140216-021). The submitter notes the new bellcrank had reinforcement straps welded at the failure point. The new parts returned the seat to normal operation. (This vertically adjusting seat is described as optional: P/N 140215-501. Shown below is a picture of the cracked crank assembly.)

Black and white photo showing a cracked arm-crank.

Part Total Time: 2,597.5 hours.

 


PIPER

Piper: PA28 and-32; Corroded Aileron Balance Weight; ATA 5751

(The following article is published as received from the Aircraft Certification Office in Atlanta, Georgia.)

“This office received a report of a corroded aileron balance weight assembly on a 1964 Piper PA-28-235 (P/N 62369-00 or 62369-01). Based on the report and our research, the following is recommended: for those Piper PA-28 and PA-32 model airplanes that meet the applicability requirements specified in Airworthiness Directive (AD) 67-12-06, accomplish the actions specified in paragraphs (a) through (c) of the AD for the aileron balance weight assembly. Do this at the next annual or 100 hour inspection (whichever comes first) and repeat every annual inspection. Consider additional inspection of the faying surface—where the assembly attaches to the aileron end-rib. More corrosion may be found.”

(For additional information contact: W. O. Herderich, Aerospace Engineer: One Crown Center, 1895 Phoenix Blvd., Suite 450, Atlanta, GA 30349. 770-703-6082).)

Two balance weights for an aileron are shown, removed and setting on a table.


Two balance weights for an aileron are shown, removed and setting on a table corrosion shown in a close view.

Part Total Time: unknown.

 

Piper: PA46; Cracked Wing Spar; ATA 5711

A repair station technician writes, “During an annual inspection it was noted several rivets attaching the right wing skin to the lower wing spar were becoming loose (smoking) just outboard of the main gear door and inboard of the rib (P/N 83133-03) at wing station 79.5.” A crack was found inside the wing on the bottom aft side of the spar angle (P/N 82200-696), starting at the aft edge and propagating forward through two rivets and beyond (see attached photograph). “It appears the wing flexes considerably in this area, evidenced by loose rivets.” He encourages accomplishment of Piper Service Bulletin SB796B, part 1 of which addresses this issue. (The “smoking rivet” idiom is analogous to the more broadly known “smoking gun.” Any number or combinations of dirt, fluids, grease, oil, and the like can readily “work” around a loose fastener. When exposed to the airstream, telltales are generated in the form of long dirty streaks leading back to the source. The SDRS data base reflects seven additional/related lower spar cracks.)


A close-up color photo showing an internal view of a cracked spar.

Part Total Time: 5,237.7 hours.

 

Piper: PA32; Cracked Wheel Half; ATA 3246

A mechanic describes this aircraft landing safely, with a subsequent flat tire developed during taxi. Fairing removal revealed the inboard wheel half (P/N 161-47) rubbing on the brakes. After disassembly and removal of the brake disk, “...the inboard wheel half (was observed) to be cracked three inches along the bead area and bowed out.” The pilot reported this wheel’s tire had been changed 6 months previously, leading the mechanic to speculate whether or not close inspection at that time could have detected this defect.


A top view of a cracked wheel half with resultant rim distortion.

Part Total Time: 2,902.52 hours.

 

RAYTHEON

Raytheon: Premier 1; Reversed Flap-Track Bolt Installation; ATA 5744

A technician writes, “Upon removal of the flap actuators, I found the number three L/H and R/H flap actuators were deeply gouged—the flap-track bolt had been installed backwards (P/N NAS 6205-18D).” The bolts were removed, inspected, then properly reinstalled.

Part Total Time: 385.8 hours.

 

HELICOPTERS

BELL

Bell: 407; Bevel Gear Missing Tooth; ATA 6310

The submitter says, “This helicopter received two transmission chip caution lights in 2.9 hours. The main input quill was removed for inspection of the bevel gear (P/N 407-040-035-101). (This inspection) revealed one missing gear tooth and an adjacent tooth cracked. This transmission was sent to Bell Helicopter in Tennessee for evaluation and overhaul. I have no recommendation to prevent recurrence.”

Part Total Time: 1,425.4 hours.

 


SCHWEIZER

Schweizer: 269C-1; Improper Throttle Cable Installation; ATA 7322

(Other than slight formatting changes, the following is published as received from the New York Aircraft Certification Office, ACO-NE170.)

“During an incident investigation, the Oakland FSDO (Flight Standards District Office) discovered the throttle control cable linkage to the carburetor throttle bell crank assembly (P/N 269A8409) on a Schweizer Aircraft Corporation Model 269C-1 had been improperly installed. The throttle cable linkage and large safety washer were improperly placed, resulting in the failure of the throttle bell crank assembly bearing and a complete separation of the linkage, which would normally be prevented by the properly placed safety washer. Possible sources for the installation error were traced to an outdated service manual (Schweizer 300CB Model 269C-1: Helicopter, Basic Handbook of Maintenance Instructions (HMI), Publication Number CSP-C1-2, Revision 20 dated November 20, 2003) and an illustrated parts catalog (Schweizer Model 269C-1 Helicopter Illustrated Parts Catalog IPC, Publication number CSP-C1-6 issued May 10, 1996). Schweizer Aircraft Corporation concurred with the FSDO findings and revised and distributed updated documents (Schweizer 300CB Model 269C-1 Helicopter, Basic Handbook of Maintenance Instructions, Publication number CSP-C1-2, Revision 21 dated December 13, 2004 and Schweizer Model 269C-1 Helicopter Illustrated Parts Catalog IPC, Publication number CSP-C1-6 revised December 13, 2004). In order to limit the possibility of repeating the throttle linkage installation error, all operators should follow the instructions in the revised HMI dated December 13, 2004.

(For further information, contact Mr. G. Duckett, Aviation Safety Engineer, Aircraft Certification Office, 1600 Stewart Avenue, Suit 410, Westbury, NY 11590. Phone 516-794-5531.)

 

POWERPLANTS

ROLLS-ROYCE

Rolls-Royce: 550-2; Improper Engine Conversion; ATA 7200

(We have published the following bulletin as received from the London International Field Office. See the end of the article for contact information.)

“During a facility inspection of an FAA certificated foreign repair station it was noted a Rolls-Royce Dart turbine propeller engine was converted from a model 550-2 to a model 529-8Z. Investigation into this conversion revealed the 550-2 is not an approved configuration under the FAA Type Certificate. The repair station’s actions violate the regulations in two areas. The data used to convert this engine was a series of Rolls-Royce service bulletins containing instructions to convert the 529-8Z into a 550-2. The service bulletins were accomplished in the reverse order. The repair station’s conversion of a non-TC’d (not type certificated) to a TC’d configuration essentially amounts to new production, which is not authorized by the regulations. Documentation indicates the engine was previously installed in a foreign military aircraft until it was decommissioned and sold at a public auction. Surplus foreign military aircraft and engines are not eligible for FAA TC under 14 CFR Part 21: 21.25 (a)(2), or 21.27. The FAA is aware of seven other complete engines, nine Dowty Rotol propellers, and several lots of Rolls-Royce Dart engine rotables that were available at this auction and have the potential of being introduced into the US civil aviation system.”

(For further information contact: Michael J. Becker, Principal Maintenance Inspector, London International Field Office, PSC 801, Box 63, FPO AE 09498. Phone +44-208-754-8819; Fax +44-208-754-8826.)

 


ACCESSORIES

ACK EMERGENCY LOCATOR TRANSMITTER (ELT)

ACK ELT: E-01; Leaking Duracell MN1300 Batteries; ATA 2562

A mechanic describes inspecting an ACK ELT (emergency locator transmitter) as required by 14 CFR part 91, section 91.207(d) during an annual aircraft inspection. “The 24 month old Duracell MN1300 batteries were found leaking, with fluid visible in the bottom of the unit. These batteries were all dated March 2009. (I) recommend replacing batteries in these type of units each 12 months or requiring a sealed battery installation.”

Part Total Time: 24 months.

 

DUNLOP WHEEL ASSEMBLY

Dunlop Wheel Assembly: AHA1814; Failed Tie-Bolt Nuts; ATA 3246

The submitter states, “A Raytheon Hawker 800XP...was taxing on a maintenance check at the Teterboro airport when the (L/H) inboard wheel’s outer half separated from the inboard half. The twelve tie-bolts remained on the inboard wheel half and (were) therefore recovered. Only four tie-bolt nuts and two washers were recovered by the Port authority. An internal investigation is still ongoing, but it is suspected the tie-bolt nuts failed (P/N FN22A-524).”

 

ELECTROSYSTEMS (STARTER)

Electrosystems (Starter): MZ4222; Failed Drive Splines; ATA 8011

“A pilot reported a grinding noise when the starter was engaged,” states this mechanic. “(I) removed the starter and disassembled (it)...and found the drive splines on the armature shaft broken off. This is the second such defect found in one month. No apparent cause (for this defect) was found.” He also describes not finding wear tolerance measures for the drive splines in the overhaul manual. (Four similar entries for this part number are present in the SDRS data base.)

Part Total Time: 120.0 hours.

 

GOODYEAR (TIRE)

Goodyear (Tire): 196K08-9; Molding Damage; ATA 3244

A mechanic notes apparent damage original to a freshly mounted new tire. Specific descriptions are not provided, nor the type of aircraft. “It appears the tire was damaged in the molding process. There are two injuries in the sidewalls of the tire, almost directly across from each other. Air escapes from the tire very slowly, until the aircraft weight is placed on it. Even then, you have to listen closely to hear the air escaping.” (A very similar report for this particular tire can be found in the SDRS data base.)

Part Total Time: 0.0 hours.

 

KELLY AEROSPACE (STARTER)

Kelly Aerospace (Starter—3 ea.): MHB 6016; Cracked Mounting Plate; ATA 8011

(Three defect reports from the same mechanic describe identical flaws in the same starter part number (MHB-6016) from two Piper PA-28 aircraft and a third unknown aircraft.)


“Mounting plate has stress crack identical to (the) other failures,” states the submitter. “See the attached IPC (internal parts catalog) for the (location) area of the crack. Cracks on both units were two inches long.” The third report includes “This is the fifth cracked housing in a two month period. There is a major problem....” (Part times were not included with these reports. All three starters were condemned.)

 

A parts catalog showing an exploded view of this particular starter and an indicated position for the reported crack.

Part(s) Total Time: unknown.

 


Kelly Aerospace (Starter—2 each): MZ6222; Failed Bendix Drive; ATA 8011

(This report combines another two starter submissions having the same model number: MZ6222, the same type aircraft installation: PA-28R, and both from the same mechanic. This is not the same mechanic who provided the previous submission.)

“The bendix drive gear (has) come apart, damaging the ring gear. The supplier (not the manufacturer) stated this was a common problem. This (bendix defect is...) the second instance for this (particular) aircraft.” Another report from this mechanic provides a similar description for another PA-28 aircraft. (The SDRS data base records nine entries with similar descriptions for this particular part number.)

Part Total Times: 60 and 140 hours (respectively).

 

Kelly Aerospace (Starter): MHB-6016: Failed Bendix Drive; ATA 8011

(The following starter defect description is from a mechanic whose geographic location is entirely different from the previous two submitters.)

“The drive gear on the bendix drive shattered. This also caused severe damage to the teeth on the ring gear, rendering the ring gear unserviceable. We’ve had two previous problems with the bendix on new starters. These (problems) are related to the drive not engaging or disengaging properly....” The submitter speculates these issues may be related to a “...materials defect” in the part(s). (This starter was mounted on a Lycoming 0320 under the hood of a Cessna 172P. Part condition is listed as “destroyed” SDRS records four additional Bendix failures for this part number.)

Part Total Time: 124.9 hours.

 

AIR NOTES

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

One of the recent improvements to the Flight Standards Service Aviation Information Internet web site is the inclusion of FAA Form 8010-4, Malfunction or Defect Report. This web site is still under construction and further changes will be made; however, the site is now active, usable, and contains a great deal of information.

Various electronic versions of this form have been used in the past; however, this new electronic version is more user friendly and replaces all other versions. You can complete the form online and submit the information electronically. The form is used for all aircraft except certificated air carriers who are provided a different electronic form. The Internet address is: http://forms.faa.gov/forms/faa8010-4.pdf

When the page opens, select “M or D Submission Form” and, when complete, use the “Add Service Difficulty Report” button at the top left to send the form. Many of you have inquired about this service. It is now available, and we encourage everyone to use this format when submitting aviation, service-related information.

 

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

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

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

 


INTERNET SERVICE DIFFICULTY REPORTING (iSDR) WEB SITE

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

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

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

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

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

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

The SDRS and iSDR web site point of contact is:

John Jackson
Service Difficulty Reporting System, Program Manager
Aviation Data Systems Branch, AFS-620
P.O. Box 25082
Oklahoma City, OK 73125
Telephone: (405) 954-6486
SDRS Program Manager e-mail address: 9-AMC-SDR-ProgMgr@faa.gov

 


IF YOU WANT TO CONTACT US

We welcome your comments, suggestions, and questions. You may use any of the following means of communication to submit reports concerning aviation-related occurrences.

Editor:  Daniel Roller (405) 954-3646
FAX:    (405) 954-4570 or (405) 954-4655

E-mail address:   Daniel.Roller@faa.gov

Mailing address: FAA, ATTN: AFS-620 ALERTS, P.O. Box 25082 , Oklahoma City, OK 73125-5029

You can access current and back issues of this publication from the internet at:
http://av-info.faa.gov/. Select the General Aviation Airworthiness Alerts heading.

 

AVIATION SERVICE DIFFICULTY REPORTS

The following are abbreviated reports submitted for the previous month, which have been entered into the FAA Service Difficulty Reporting (SDR) System data base. This is not an all-inclusive listing of Service Difficulty Reports. For more information, contact the FAA, Regulatory Support Division, Aviation Data Systems Branch, AFS-620, located in Oklahoma City, Oklahoma. The mailing address is:

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

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

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


Federal Aviation Administration

Service Difficulty Report Data

 

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

Control Number

Aircraft Make

Engine Make

Component Make

Part Name

Part Condition

Difficulty Date

Aircraft Model

Engine Model

Component Model

Part Number

Part Location

2005FA0001545

 

 

 

RISER

CRACKED

11/16/2005

 

 

 

86202004R

EXHAUST

WHILE INSTALLING REPAIRED EXHAUST ON ENGINE NOTICED A 1.5 INCH CRACK IN THE WELD AT THE EXHAUST RISER FLANGE. THIS UNIT WAS RECENTLY REPAIRED AND RECERTIFIED. RISER TO BE RETURNED TO REPAIR FACILITY.

2005FA0001350

 

 

 

CANOPY

SEPARATED

10/4/2005

 

 

 

 

COCKPIT

CANOPY GLASS SEPARATING FROM FRAME. THIS A TEST.

2005FA0001592

 

 

 

SNAP RING

MISSING

11/21/2005

 

 

 

 

PROPELLER

THIS PROPELLER CAME INTO OUR SHOP FOR STC BLADE ANGLE CHANGE ON A NEW PROPELLER. ON OUR FIRST CHECK OF THE BLADE ANGLE WE GOT 4 DEGREES AND KENW SOMETHING WAS WRONG. SO WE PULLED TH DOEM AND THE PISTON SNAP RING HAD NOT BEEN INSTALLED FROM THE FACTORY. (K)

2005FA0001565

 

 

 

GEAR

UNKNOWN

12/1/2005

 

 

 

 

UNKNOWN

GEAR 

2005FA0001580

 

 

 

STARTER

FAILED

10/7/2005

 

 

 

MZ4222

HOUSING

UPON INSPECTION OF STARTER MOTOR, IT APPEARS AS THOUGHT THE THRU-BOLTS THAT ATTACH THE MOTOR TO THE BENDIX FAILED IN FLIGHT. (K)

2005FA0001619

 

CONT

 

CRANKSHAFT

CRACKED

12/22/2005

 

IO360ES

 

653129

ENGINE

ENGINE HAD A PROPELLER STRIKE INSPECTION WITH NO DAMAGE FOUND TO CRANKSHAFT. ENGINE WAS PUT BACK INTO SERVICE, CRANKSHAFT DEVELOPED A CRACK IN THE PROPELLER FLANGE. CRACK PROPAGATED FROM A SUBSURFACE DEFECT THAT WAS UNDECTED BY MAGNETIC PARTICLE INSPECTION.

2005FA0001543

 

CONT

 

MAGNETO

CORRODED

11/16/2005

 

TSIO520NB

 

6320 

LT ENGINE

PILOT REPORTED NO MAG DROP ON LT ENGINE. UPON INSPECTION OF MAGNETOS FOUND POINTS BROKEN. INSPECTED OTHER MAGNETOS AND FOUND ONE OTHER MAGNETO EXCESSIVELY BURNED AND DAMAGED INTERNALLY. PICTURES WERE TAKEN OF MAGNETOS IF ANY ADDITIONAL INFORMATION IS NEEDED. MAGNETOS WERE REPLACED AND AC WAS RETURNED TO SERVICE.

2005FA0001544

 

CONT

 

MAGNETO

CORRODED

11/16/2005

 

TSIO520NB

 

6320 

LT ENGINE

PILOT REPORTED NO MAG DROP ON LT ENGINE. UPON INSPECTION OF MAGNETOS FOUND POINTS BROKEN. INSPECTED OTHER MAGNETOS AND FOUND ONE OTHER MAGNETO EXCESSIVELY BURNED AND DAMAGED INTERNALLY. PICTURES WERE TAKEN OF MAGNETOS IF ANY ADDITIONAL INFORMATION IS NEEDED. MAGNETOS WERE REPLACED AND AC WAS RETURNED TO SERVICE.

2005FA0001554

 

GE  

 

PLATE

CRACKED

11/4/2005

 

CT581401

 

5124T96P01

ENGINE

DURING MAJOR INSPECTION THE NR 1 COOLING PLATE WAS FOUND TO HAVE CRACKS IN (SURFACE M). THERE ARE 6 EA CRACKS APPROXIMATELY .250 IN LENGTH. THE OVERALL GOOD, AND THERE WAS NO EVIDENCE OF AN OVERTEMPATURE ON ANY PARTS. (K)

2005FA0001516

 

LYC  

 

BEARING

DEFECTIVE

9/20/2005

 

IO360L2A

 

LW16711

ENGINE

DURING ENGINE DISASSEMBLY FOR ROUTINE OVERHAUL, IT WAS NOTED THAT SOME NR 3 MAIN BEARING SURFACE MATERIAL HAD RELEASED FROM THE BEARING SHELL. NO OTHER DEFECTS WERE NOTED RELATIVE TO THIS OCCURRENCE. (K)

CA051006007

 

PWA  

 

BLADES

DAMAGED

10/3/2005

 

PT6A67D

 

311899101

TURBINE SECTION

(CAN) ENG REQUIRED REPLACEMENT OF CT DISK DUE TO EXCESS CT TIP CLEARANCES AND BURNED CT BLADES TIPS. NEW CT DISK ASSY, WITH QTY 8 NEW & QTY 35 OH CT BLADES WERE INSTALLED. 8 NEW BLADES NOTED TO HAVE A BLADE STEP AT INTERFACE BETWEEN CT BLADE PLATFORM & FIR TREE ROOT. CT DISK ASSY INSTALLED IAW MM, USUAL FIELD MAINT PERFORMED & ENG REASSEMBLED. GROUND RUN PERFORMANCE INDICATED ENG PERFORMANCE NOT AS EXPECTED. UPON SPLITTING ENG, RUB CONTACT BETWEEN CT DISK & CT AIR BAFFLE DISCOVERED. CT DISK REMOVED FOR INSP AND NOTED A SEVERE RUB OCCURRED ON L/E OF CT DISK PLATFORM FACE TO CT STATOR AIR SEAL. RUB ORIGINATED AT POSITION OF QTY 4 OF 8 NEW CT BLADES, INSTALLED IN DISK ASSY AT BUILD.

CA051017011

 

PWA  

 

BEARING

FAILED

10/17/2005

 

PW124B

 

310784501

NR 2 

(CAN) SEE REPORT ATTACHED

ZN3R030M

AMD  

GARRTT

 

OIL COOLER

MISREPAIRED

11/22/2005

FALCON

ATF36A4

 

1601562

ENGINE

OIL COOLER 160156-2, SN 23-610C SERIES 2 HAS POSSIBLE UNAPPROVED REPAIR CONSISTING OF A PLUG WELD IN THE MIDDLE OF THE OIL COOLER FINS AND WALL COMPLETELY THRU. CHIEF INSPECTOR NOTIFIED AT REPAIR STATION AND REQUESTED SUP TO BE COMPLETED ON 11/22/05.

CA051017003

AMD  

GARRTT

 

EXHAUST DUCT

FAILED

10/9/2005

FALCON50MYST

TFE73131C

 

F50B721508A3

ECU 

(CAN) CREW RECEIVED LT WARM BATT IND, FOLLOWED BY LT BATT HOT IND. ALSO, RT BATT IND WARM THEN HOT. SELECTED BOTH BATTERIES OFF, HAD AN AFT EQUIP BAY FIRE IND. RAN PHASE DRILL INCLUDING ACT OF FIRE EXTING. AFT EQUIP FIRE WARNING WENT OUT FOLLOWING, REDUCING BATT TEMPS. NORMAL LANDING FOLLOWED. NO VISUAL IND OF FIRE. AFTER INSP, DETERMINED, INSULATION AROUND ECU EXHAUST DUCT HAD FAILED, RIPPED OPEN ALLOWING BLEED AIR INTO AFT COMPT CAUSING MAIN BATT TO HEAT UP, GIVE HOT BATT WARNING AS WELL AS FIRE WARN AS BLEED AIR WAS DIRECTED AT FIRE DETECT LOOP. EFFECTED FIRE BOTTLES, SQUIBS WERE REPLACED, REPAIRED ECU DUCT, SLEEVE WERE INSTALLED. SYS WERE OPS AND LEAK CHECKED. NO FAULTS WERE NOTED AND AC WAS RELEASED.

CA051020003

AMD  

GARRTT

HONEYWELL

FILTER

UNKNOWN

10/20/2005

FALCON900

TFE7315BR

 

8975131

FUEL PUMP

(CAN) THE INDICATORS ON THE PUMP ASSEMBLIES ARE SHOWING A BYPASS CONDITION. WHEN EXAMINED THE FILTERS ARE CLEAN. THESE FILTERS CAN BE LEFT IN SERVICE UP TO 600 HR. BUT ARE NOW TRIPPING THE INDICATOR ANY WHERE FROM 5 TO 500 HRS. WITH THE TYPICAL TIME BEING LESS THAN 100 HRS. THERE WAS NO PROBLEM IN THIS AREA UNTIL JANUARY 2005. ALL 3 INDICATOR ASSEMBLIES HAVE BEEN TESTED OK. THE TANKS AND TANK SCREENS HAVE BEEN INSPECTED AND FOUND CLEAN. THIS IS A KNOWN PROBLEM AS MFG ISSUED SB TFE731-73-3149 ON SEPT. 12, 2005 BUT AS YET THE NEW FILTERS ARE NOT AVAILABLE.

2005FA0001583

AMRGEN

LYC  

 

VENT LINE

PLUGGED

12/5/2005

AA5A

O320*

 

 

RT WING TANK

RT WING FUEL TANK COLLAPSED DURING FLIGHT. SAFE LANDING WAS MADE. FOUND FUEL TANK VENT LINE PLUGGED WITH INSECT DEBRIS. PERIODICALLY CHECK FUEL VENTS FOR OBSTRUCTIONS, ESPECIALLY WHEN TIED DOWN ON GRASS. (K)

2005FA0001552

AMRGEN

LYC  

 

CONNECTING ROD

BROKEN

9/30/2005

AA5B

O360A4K

 

LW-11750

ENGINE

CONNECTING ROD TO CRANKSHAFT BEARING FAILED RESULTING IN ROD DISCONNECTING FROM CRANKSHAFT AND SUBSEQUENT CASE PENETRATION AND ENGINE STOPPAGE.

2005FA0001597

AMTR

LYC  

 

ENGINE

MALFUNCTIONED

12/10/2005

RV8  

O360A1A

 

 

 

FORCED LANDING, DUE TO ENG FAIL DURING TAKEOFF. DAMAGE TO AC INCLUDED LT MLG WAS BROKEN, LT WING TIP SKIN DENTED, LWR ENG COWLING DAMAGED. DAMAGE TO AC WAS CONSIDERED TO BE MINOR. INSP OF AC REVEALED LT FUEL TANK WAS FULL OF FUEL; FUEL QTY IN RT FUEL TANK COULD NOT BE DETERMINED. ENG OIL LEVEL WAS AT 6 QUARTS. CONTINUITY OF ENG CONTROLS, THROTTLE, MIXTURE, AND CARBURETOR HEAT WAS ESTABLISHED FROM COCKPIT TO ENG. ENG FUEL SYS LINES WERE DISCONNECTED FROM CARBURETOR, FUEL SAMPLE REVEALED CLEAN BLUE AVIATION FUEL. EXT INSP OF ENG REVEALED NO MECH ANOMALIES. ENG FUEL STRAINER COULD NOT BE DRAINED WITH ENG COWLINGS INSTALLED ON AC, THEREFORE FUEL STRAINER WAS NOT BEING DRAINED DURING PILOT'S PREFLIGHT INSP.

2005FA0001526

AYRES

LYC  

 

CANOPY

DEPARTED

11/3/2005

S2C  

AEIO540*

 

S2C503

COCKPIT

CANOPY ASSEMBLY PN S2C503, DEPARTED AIRCRAFT DURING NORMAL FLIGHT ATTITUDE AND CRUISE SPEED. NO APPARENT COMPONENT FAILURE NOTED ON AIRCRAFT COCKPIT STRUCTURE OR CANOPY RETAINING COMPONENTS. SINCE CANOPY ASSEMBLY WAS NOT RECOVERED. NO PROBABLE CAUSE FOR SEPARATION COULD BE FOUND. (K)

2005FA0001548

BBAVIA

LYC  

 

HARNESS

BROKEN

11/9/2005

8KCAB

AEIO360*

 

1013030

LATCH

JUST PRIOR TO INITIATING AEROBATICS THE PILOT ATTEMPTED TO RATCHET DOWN HIS AEROBATIC HARNESS. THE HANDLE FOR THE RATCHET BROKE ALLOWING THE RATCHET LOCK TO FALL OUT OF THE ASSEMBLY. FLIGHT WAS TERMINATED. HARNESS REPLACED WITH NEW ASSEMBLY.

CA051025002

BEECH

PWA  

 

INDICATOR

STUCK

10/24/2005

100BEECH

PT6A28

 

973840091

OIL PRESSURE

ON CLIMB OUT, CO-PILOT NOTICED THE OIL PRESSURE INDICATOR FOR THE RIGHT HAND ENGINE DROP TO 10PSI AND STAY THERE. ALL OTHER INDICATIONS WERE NORMAL. THE AIRCRAFT RETURNED TO BASE AND LANDED SAFELY. THE INDICATOR WAS REPAIRED AND RE-INSTALLED.

CA051021001

BEECH

PWA  

 

CONTROLLER

FAILED

10/19/2005

200BEECH

PT6A41

 

13034611

CABIN PRESSURE

FLIGHT CREW REPORTED THAT WHILE IN CRUISE AT F/L 200 CABIN ALTITUDE CLIMBED TO 14000 FEET WITH ASSOCIATED WARNINGS AND MASKS AUTOMATICALLY DEPLOYING. AIRCRAFT RETURNED TO BASE WHERE MAINTENANCE CHANGED LT FLOW PACK, AND THE PRESSURIZATION CONTROLLER. GROUND RUNS WERE CARRIED OUT WITH NO FURTHER DEFECTS NOTED. AIRCRAFT WAS FLOWN FOR OPERATIONAL CHECK OF PRESSURIZATION SYSTEM WITH NO DEFECTS NOTED.

2005FA0001536

BEECH

PWA  

 

TIRE

DEBONDED

11/3/2005

400A

JT15D5

 

184F135

NLG 

OPERATOR STATED, RT FROM INSTALL AT ANOTHER FACILITY, THE AIRCRAFT EXPERIENCED NOSE VIBRATION ON TAKE OFF. DISASSEMBLED WHEEL ASSY AND FOUND INNER CASING OF TIRE DEBONDING. (K)

2005FA0001620

BEECH

 

 

TUBE

CHAFED

12/2/2005

58  

 

 

00292000049

FUEL SYSTEM

WHILE RETRACTING AND EXTUENDING LANDING GEAR FOR ADJUSTMENT OF DROOPING IB MAIN WHEEL DOOR NOTED ABNORMAL NOISE AND VIBRATION DURING APPROXIAMTE MID-TRAVEL. INVESTIGATED FURTHER, FOUND RT MLG RETRACT ROD ASSY. CHAFING ON PN 002-920000-49 AND PN 002-920000-51 RT WHEEL WELL FUEL CROSSFEED TUBES. VISUALLY INSPECTED FUEL TUBE ASSY. FOUND CHAFING ON EXTERIOR NEGLIGIBLE. REPOSITIONED AND SECURED FUEL TUBES AS REQUIRED FOR CLEARANCE WITH RETRACT ROD DURING RETRACT/EXTENSION OPERATIONS. RECOMMEND 1-TIME INSP OF AREA; IF NOT NOTICED EARLY COULD RESULT IN CHAF-THROUGH AND SUBSEQUENT FUEL LEAKAGE. (K)

2005FA0001582

BEECH

CONT

 

PNEUMATIC SYSTEM

CONTAMINATED

11/30/2005

58  

IO550*

 

 

 

PNEUMATIC SYSTEM INSPECTED AND TRACES OF WATER WERE FOUND IN THE EJECTOR VALVE AND AREA BELOW THE VALVE. FURTHER INSPECTION REVEALED WATER IN THE PNEUMATIC MANIFOLD VALVE AND ASSOCIATED PLUMBING. APPROXIMATELY .5 OZ OF WATER WAS REMOVED FROM THE SYSTEM. THE PNEUMATIC SYSTEM INLET FILTER WERE INSPECTED AND SHOWED SIGNS OF WATER INGESTION. THERE WERE NO SIGNS OF WATER OR MOISTURE OR WATERE INT THE INSTRUMENTS AND THE PILOT HAD NO INDICATION OF ANY CONTAMINATION. RELOCATE THE PNEUMATIC SYSTEM FILTER TO AN AREA WHERE IT WILL NOT BE SUBJECT TO WATER INGESTION. (K)

2005FA0001573

BEECH

CONT

 

PNEUMATIC SYSTEM

CONTAMINATED

11/23/2005

58  

IO550*

 

 

 

DURING PROLONGED PERIODS OF OPERATION IN HEAVY PRECIPITATION CONSIDERABLE AMOUNTS OF WATER ENTER INTO THE PNEUMATIC SYSTEM. INSP OF PNEUMATIC SYS REVEALED LARGE AMOUNTS OF WATER BEING PASSED THROUGH DEICE BOOT EJECTOR, FURTHER DISASSEMBLY INSP REVEALED SEVERAL OUNCES OF WATER REMAINING IN SYS. SYS WAS PURGED OF ALL WATER AND DRIED. AC WAS RETURNED TO SERVICE. FLIGHT CREW REPORTED AC AGAIN WAS OPERATED FOR AN EXTENDED PERIOD OF TIME IN HEAVY PRECIPITATION. THIS AC HAS A HISTORY OF PREMATURE FLIGHT COMMAND INDICATOR FAILURES CAUSED BY RUST AND WATER CONTAMINATION. RELOCATE THE PNEUMATIC SYS FILTER TO AN AREA BEHIND THE ENGINE BAFFLE ASSEMBLY WHERE IT WILL NOT BE SUBJECT TO IMPACT WATER. (K)

2005FA0001572

BEECH

CONT

 

PNEUMATIC SYSTEM

CONTAMINATED

11/23/2005

58  

IO550*

 

 

 

DURING PROLONGED PERIODS OF OPERATION IN HEAVY PRECIPITATION CONSIDERABLE AMOUNTS OF WATER ENTER INTO THE PNEUMATIC SYSTEM. INSP OF PNEUMATIC SYS REVEALED LG AMOUNTS OF WATER BEING PASSED THROUGH DEICE BOOT EJECTOR, FURTHER DISASSEMBLY INSP REVEALED SEVERAL OUNCES OF WATER REMAINING IN SYS. SYS WAS PURGED OF ALL WATER AND DRIED. AC WAS RETURNED TO SERVICE. FLIGHT CREW REPORTED AC AGAIN WAS OPERATED FOR AN EXTENDED PERIOD OF TIME IN HEAVY PRECIPITATION. THIS AC HAS A HISTORY OF PREMATURE FLIGHT COMMAND INDICATOR FAILURES CAUSED BY RUST AND WATER CONTAMINATION. RELOCATE THE PNEUMATIC SYS FILTER TO AN AREA BEHIND THE ENGINE BAFFLE ASSEMBLY WHERE IT WILL NOT BE SUBJECT TO IMPACT WATER. (K)

2005F00110

BEECH

CONT

 

PNEUMATIC SYSTEM

CONTAMINATED

11/23/2005

58  

IO550*

 

 

 

DURING PROLINGED PERIODS OF OPERATION IN HEAVY PRECIPITATION CONSIDERABLE AMOUNTS OF WATER ENTER INTO THE PNEUMATIC SYSTEM. INSP OF PNEUMATIC SYS REVEALED LARGE AMOUNTS OF WATER BEING PASSED THROUGH DEICE BOOT EJECTOR, FURTHER DISASSEMBLY INSP REVEALED SEVERAL OUNCES OF WATER REMAINING IN SYS. SYS WAS PRUGED OF ALL WATER AND DRIED. AC WAS RETURNED TO SERVICE. FLIGHT CREW REPORTED AC AGAIN WAS OPERATED FOR AN EXTENDED PERIOD OF TIME IN HEAVY PRECIPITATION. THIS AC HAS HISTORY OF PREMATURE FLIGHT COMMAND INDICATOR FAILURES CAUSED BY RUST AND WATER CONTAMINATION. RELOCATE THE PNEUMATIC SYS FILTER TO AN AREA BEHIND THE ENGINE BAFFLE ASSY WHERE IT WILL NOT BE SUBJECT TO IMPACT WATER. (K)

2005FA0001574

BEECH

CONT

 

PNEUMATIC SYSTEM

CONTAMINATED

11/23/2005

58  

IO550*

 

 

 

DURING PROLONGED PERIODS OF OPERATION IN HEAVY PRECIPITATION CONSIDERABLE AMOUNTS OF WATER INTO THE PNEUMATIC SYSTEM. INSP OF PNEUMATIC SYS REVEALED LARGE AMOUNTS OF WATER BEING PASSED THROUGH DEICE BOOT EJECTOR, FURTHER DISASSEMBLY INSP REVEALED SEVERAL OUNCES OF WATER REMAINING IN SYS. SYS WAS PURGED OF ALL WATER AND DRIED. AC WAS RETURNED TO SERVICE. FLIGHT CREW REPORTED AC AGAIN WAS OPERATED FOR AN EXTENDED PERIOD OF TIME IN HEAVY PRECIPITATION. THIS AC HAS A HISTORY OF PREMATURE FLIGHT COMMAND INDICATOR FAILURES CAUSED BY RUST AND WATER CONTAMINATION. RELOCATE THE PNEUMATIC SYS FILTER TO AN AREA BEHIND THE ENGINE BAFFLE ASSEMBLY WHERE IT WILL NOT BE SUBJECT TO IMPACT WATER. (K)

2005FA0001595

BEECH

CONT

 

CONTROL CABLE

DAMAGED

12/9/2005

95B55A

IO470L

 

 

AILERON

AILERON CABLE RUNNING FROM LT WHEEL WELL AREA LOWER REAR SPAR THRU CABIN UNDER FLOOR TO PEDESTAL AND CONTROL SPROCKET WAS FOUND SEVERELY RUSTED AND ABOUT HALF THE WIRE STRANDS HAD FAILED IN THE AREA WHERE THE CABLE MET THE SWAGED TERMINAL END. AREA IS VERY HARD TO INSPECT, AC MUST BE ON JACKS WITH GEAR PARTIALLY RETRACTED AND INNER GEAR DOORS OPEN TO SEE, AND STILL DIFFICULT TO SEE.

2005FA0001596

BEECH

CONT

 

CONTROL CABLE

FAILED

12/9/2005

95B55A

IO470L

 

 

AILERON

AILERON CABLE RUNNING FROM LT WHEEL WELL AREA LOWER REAR SPAR THRU CABIN UNDER FLOOR TO PEDESTAL AND CONTROL SPROCKET WAS FOUND SEVERELY RUSTED AND ABOUT HALF THE WIRE STRANDS HAD FAILED IN THE AREA WHERE THE CABLE MET THE SWAGED TERMINAL END. AREA IS VERY HARD TO INSPECT, AC MUST BE ON JACKS WITH GEAR PARTIALLY RETRACTED AND INNER GEAR DOORS OPEN TO SEE, AND STILL DIFFICULT TO SEE.

2005FA0001598

BEECH

CONT

 

CONTROL CABLE

FAILED

12/9/2005

95B55A

IO470L

 

 

AILERON

AILERON CABLE RUNNING FROM LT WHEEL WELL AREA LOWER REAR SPAR THRU CABIN UNDERFLOOR TO PEDESTAL AND CONTROL SPROCKET WAS FOUND SEVERELY RUSTED AND ABOUT HALF THE WIRE STRANDS HAD FAILED IN THE AREA WHERE THE CABLE MET THE SWAGED TERMINAL END. AREA IS VERY HARD TO INSPECT, AC MUST BE ON JACKS WITH GEAR PARTIALLY RETRACTED AND INNER GEAR DOORS OPEN TO SEE, AND STILL DIFFICULT TO SEE.

2005FA0001571

BEECH

PWA  

 

RIB  

CRACKED

10/11/2005

99  

PT6A27

 

11561001065

LT ELEVATOR

LT ELEVATOR WAS FOUND CRACKED BEHIND ELEVATOR BALANCE WEIGHT AT THE OB END OF THE ELEVATOR. UPON FURTHER INVESTIGATION IT WAS DISCOVERED THAT THE BALANCE WEIGHT WAS MODIFIED TO INCREASE THE WEIGHT. THE ADDED WEIGHT WAS DETERMINED TO BE INSTALLED BECAUSE THE ELEVATOR HAD BEEN SKINNED WITH ALUMINUM AND WAS PREVIOUSLY SKINNED WITH MAGNESIUM. THE ADDED WEIGHT OF THE ALUMINUM SKIN REQUIRED ADDED WEIGHT FOR BALANCING THE ELEVATOR. THIS ADDED WEIGHT CAUSED THE RIB TO CRACK. ELEVATOR WAS REPLACED WITH AN ALUMINUM ELEVATOR. ALUMINUM ELEVATOR HAS AN ADDITIONAL BALANCE WEIGHT INSTALLED FOR BALANCING PURPOSES. KIT 99-4018S WAS INSTALLED IN THE HORIZ STAB TO PROVIDE AN OPENING FOR THE ADDITIONAL BALANCE WEIGHT. (K)

2005FA0001570

BEECH

PWA  

PYROTECTOR

WIRE

CHAFED

11/21/2005

99  

PT6A28

 

 

FIRE DETECTOR

AC EXPERIENCED A FALSE FIRE WARNING ON THE LT ENGINE ENROUTE. WHILE FLYING THROUGH HEAVY PRECIPITATION. THE PILOT VISUALLY CHECKED THE ENGINE AND MONITORED ALL RELATED INSTRUMENTS AND SYSTEMS TO VERIFY NORMAL INDICATIONS THUS CONCLUDING THE INDICATION WAS FALSE. THE PILOT NOTIFIED MAINT UPON ARRIVAL. MAINT EXAMINED THE FIRE DETECTOR SYSTEM AND FOUND 2 WIRES CHAFING AT THE LT NACELLE AFT UPPER DETECTOR. THE MECHANIC REPOSITIONED AND REPAIRED THE WIRES IAW STANDARD MAINT PRACTICES AND OPERATIONALLY CHECKED THE SYSTEM. NO DEFECTS WERE NOTED. THE MECHANIC ALSO INSPECTED THE ENGINE FOR VISIBLE SIGNS OF FIRE. NONE NOTED. (K)

CA051025004

BEECH

PWA  

 

BULKHEAD

CRACKED

10/24/2005

A100

PT6A28

 

 

FUSELAGE

DURING A SPECIAL INSPECTION AFTER FINDING DAMAGE ON THREE OTHER AIRCRAFT, (SDR 20050829003, 20050928001 AND 20051013007) THE AFT PRESSURE BULKHEAD WAS FOUND CHAFFED BY THE CENTER INTERCOSTAL ADJACENT TO THE TAIL ACCESS DOOR. NDT WAS COMPLETED AND A CRACKS FOUND.

CA051025007

BEECH

GARRTT

 

BARREL

BROKEN

10/24/2005

B100

TPE3316252B

 

50820042601

NLG WHEEL

FLIGHT CREW REPORTED LOSS OF NOSE WHEEL STEERING DURING TAXI. MAINTENANCE FOUND THE NOSE WHEEL BARREL ASSY BROKEN. SLOTS WHICH HOLD IN SPRING RETAINER FOUND BROKEN ALLOWING SPRING TO LOSE TENSION. MX REPLACED THE ASSY AND RELEASED AIRCRAFT FOR RETURN TO SERVICE.

CA051130004

BEECH

GARRTT

 

FIRE DETECTOR

FAILED

11/22/2005

B100

TPE3316252B

 

302158

LT ENGINE

(CAN) WHEN THE INDICATOR (LT ENGINE FIRE) ILLUMINATED, THE ENGINE WAS SHUTDOWN BY THE PILOT, AND PUT INTO FEATHER. AN EMERGENCY WAS DECLARED. THE AIRCRAFT RETURNEDTO BASE. AFTER VERIFICATION, NO ENGINE FIRE WAS EVIDENT. THE INDICATORS WERE VERIFIED AND THE AIRCRAFT RETURNED TO SERVICE.

2005FA0001621

BEECH

 

 

CONTROL CABLE

OUT OF RIG

12/1/2005

B200

 

 

 

FLT CONTROLS

DURING INSPECTION OF FLIGHT CONTROL SYSTEM, DURING INITIAL 200 HOUR PHASE 1 INSPECTION, IAW SAFETY COMMUNIQUE NR 265, FOUND RUDDER CABLE TENSIONS, RUDDER TAB CABLE TENSIONS, AND ELEVATOR TAB CABLE TENSIONS BELOW APPLICABLE MM SERVICE LIMITS. NO OTHER FAULTS NOTED. A MANDATORY SB IS IN THE PROCESS OF BEING ISSUED ON THIS SUBJECT IAW THE TEXT OF SAFETY COMMUNIQUE NR 265. (K)

2005FA0001590

BEECH

PWA  

 

WINDSHIELD

CRACKED

11/22/2005

B200

PT6*

 

10138402521

COCKPIT

AT 27,000 FT THE PILOT SIDE WINDSHIELD SHATTERED. THE PILOTS VIEW WAS TOTALLY OBSTRUCTED. THE COPILOT WAS ABLE TO LAND THE AIRCRAFT SAFELY. AFTER REMOVAL, THE OUTSIDE PANEL WAS NOT DAMAGED. THE INSIDE PANEL WAS STILL IN TACT BUT COMPLETELY SHATTERED. THE LARGEST PIECE WAS ONLY .5 INCH IN DIAMETER. AFTER TALKING TO MFG, IT WAS REVEALED THAT THIS WAS A COMMON PROBLEM AND AN NEW STYLE WINDSHIELD WAS BEING USED. (K)

2005FA0001591

BEECH

PWA  

 

MOTOR

INOPERATIVE

11/28/2005

B99  

PT6A28

 

1153800025

LANDING GEAR

AFTER DEPARTING, PILOT, SELECTING GEAR UP. AFTER THIS THE PILOT NOTED A STRONG ELECTRICAL BURNING SMELL. THE PILOT ELECTED TO RETURN TO DEPARTURE. ON VERY SHORT FINAL APPROACH, THE PILOT NOTED THE GEAR WAS NOT FULLY LOCKED INTHE DOWN POSITION AS INDICATED BY THE GEAR HANDLE LIGHTS AND INITIATED A GO AROUND AND DECLARED AN EMERGENCY. BY THAT TIME THE BURNING SMELL HAS DISIPATED SOMEWHAT. THE PILOT THEN HAND-PUMPED THE GEAR DOWN AND LANDED WITHOUT INCIDENT. A MAINTENANCE EVALUATION REVEALED THE HYDRAULIC MOTOR THAT DRIVEWS THE GEAR HAD FAILED RESULTING IN THE BURNING SMELL. THE MOTOR WAS REPLACED AND THE AIRCRAFT HAS BEEN PLACED BACK IN SERVICE. (K)

2005FA0001609

BEECH

PWA  

 

HOUSING

FAILED

12/2/2005

C90  

PT6A20

 

310427901

POWER TURBINE

POWER TURBINE SHAFT HOUSING CRACKED AND BROKEN, PN 310427901. (K)

2005FA0001558

BEECH

PWA  

 

BUSHING

SEIZED

11/16/2005

C90A

PT6*

 

906100105

LT ELEVATOR TAB

DURING COMPLIANCE WITH ELEVATOR TAB TO ACTUATOR PUSHROD INSP FOR SAFETY NR 243 FOUND ELEVATOR TAB HORN BUSHING SEIZED. REPLACED TAB HORN BUSHING AND ACTUATOR PUSHROD TO HORN ATTACH BOLT BUSHING VERIFIED TAB HORN TO ACTUATOR PUSHROD OPERATIONS NORMAL IAW SAFETY NR 243. HAVE FOUND THIS CONDITION ON SEVERAL AC INSPECTED. RECOMMEND THIS BE A RECURRING MANDATORY SB OR CONNECTION REDESIGNED. HAVE FOUND THIS CONNECTION OVERTIGHTENED DURING INSPECTION, SUSPECT AS A (QUICK FIX) FOR AN EXCESSIVELY LOOSE TAB FREEPLAY CONDITION. (K)

2005FA0001576

BEECH

PWA  

 

MANUAL

INCORRECT

12/7/2005

C90A

PT6*

 

 

 

THIS ENG MODEL HAS BEEN INSTALLED ON THIS AC. FG OAW TRAD STC SA02238AT. THIS STC HAS NO REFERENCES FOR A GROUND PWR ASSURANCE RUNS. NO GRAPHS ARE AVAILABLE THROUGH STC TO CHART ENG PARAMETERS FOR ACCEPTABLE GROUND PERFORMANCE DATA ON THIS INSTALLATION. IT CAN NOT BE VERIFIED THAT THIS ENG ON THIS INSTALLATION IS OPERATING WITHIN REQUIRED ENG PARAMETERS. UNABLE TO RETURN THIS AC TO SERVICE WITHOUT SUCH DATA. CHART DATA FOR THIS ENG HAS BEEN USED IN PAST TO ACCEPT THIS ENG AT GROUND PERFORMANCE. HOW IS IT POSSIBLE TO ACCEPT AN ENG/AC USING A DIFFERENT MODEL CHART? STC HOLDER MUST BE RESPONSIBLE FOR SUPPLYING ALL REQUIRED DATA FOR GROUND PERFORMANCE. HOW DID STC INSTALL GET APPROVED WITHOUT THIS INFO?

2005FA0001559

BEECH

PWA  

 

BUSHING

SEIZED

11/16/2005

C90A

PT6*

 

906100105

ELEVATOR TAB

DURING COMPLIANCE WITH ELEVATOR TAB TO ACTUATOR PUSHROD INSPECTION FOR SAFETY NR 243, FOUND ELEVATOR TAB HORN BUSHING SEIZED. REPLACED TAB HORN BUSHING AND ACTUATOR PUSHROD TO HORN ATTACH BOLT BUSHING, VERIFIED TAB HORN TO ACTUATOR PUSHROD OPERATIONS NORMAL IAW SAFETY COMMUNIQUE NR 243. HAVE FOUND THIS CONDITION ON SEVERAL AC INSPECTED. RECOMMEND THIS BE A RECURRING MANDATORY SB OR CONNECTION REDESIGNED. HAVE FOUND THIS CONNECTION OVERTIGHTENED DURING INSPECTION, SUSPECT AS A (QUICK FIX) FOR AN EXCESSIVELY LOOSE TAB FREEPLAY CONDITION. (K)

2005FA0001560

BEECH

PWA  

BEECH

BRACE

CORRODED

11/16/2005

C90A

PT6*

 

508102503

MLG STRUT

DURING INITIAL 6-YEAR/8000 CYCLE INSPECTION OF MAIN GEAR ASSY FOUND INTERNAL SURFACE OF UPPER BRACE PITTED AND CORRODED AT AREA IN CONTACT WITH UPPER MAIN GEAR STRUT. CORROSION APPEARS UNUSUAL FOR A CLEAN, NEWER, LOW-TIME AIRCRAFT THAT IS HANGARED IN A NON SALT-AIR TYPE ENVIRONMENT. UPPER BRACE ASSY SHOULD BE ASSEMBLED TO STRUT CYCLINDER WITH CORROSION PREVENTION COMPOUND AT ASSEMBLY IAW COMPONENT MM SUSPECT CORROSION PREVENTION COMPOUND NOT ADEQUATELY APPLIED AT INITIAL ASSEMBLY. (K)

2005FA0001589

BEECH

PWA  

 

WIRE

CHAFED

11/29/2005

C90A

PT6A11

 

 

MLG 

INVESTIGATED REPEATED INTERMITTENT LANDING GEAR RETRACT/ EXTENSION SYSTEM FAULTS. FOUND WIRES G45F22 AND G10L22 FOR NOSE LANDING GEAR DOWNLOCK SWITCH CHAFING ON ENVIRONMENTAL AIR CROSS-OVER DUCT IN LOWER RT NOSE KEEL AREA. REPAIRED DAMAGED WIRING AS REQUIRED AND SECURED. ALSO REPAIRED ADJACENT AIR CONDITIONING SYSTEM WIRING CHAFING IN SAME AREA. RECOMMEND THAT THIS AREA AND OTHER SIMILAR SELDOM INSPECTED AREAS BE INSPECTED FOR GENERAL WIRING CONDITION AND OTHER FAULTS AFTER THE AIRCRAFT HAS ACCUMULATED 5000 HRS OR IS PAST TEN YEARS OLD. (K)

2005FA0001575

BEECH

PWA  

 

SENSE LINE

WORN

12/7/2005

C90A

PT6A21

 

312310001

ENGINE

P3 AIR LINE CONNECTS COMP TO P3 AIR FLTR. LINE ATTACHES TO GAS OPER CASE AT 5:00 POS LOOKING FWD, CONNECTS TO IS FITTING AT REAR FIREWALL. ENG INSTALLED, LINE RESTS FIRMLY ON ENG TRUSS. SUB ENG HAVE BEEN INSTALLED ON THIS AC FOR 300 HRS. P3 LINE IS ALREADY FRETTED THROUGH INSULATION THAT IS WRAPPED ON LINE. BOTH P3 LINE, ENG TRUSS SHOW SIGNS OF FRETTING WEAR IN PARENT MATL. P3 LINE SUPPLIES P3 AIR TO P3 AIR FLTR. P3 AIR CONTINUES THROUGH FLTR TO FCU. IF THIS LINE WAS TO RUPTURE. (FRETTING THROUGH OUTER WALL OF TUBE), P3 AIR SUPPLY TO FCU WILL BE LOST. FCU DROPS OFF TO MIN FLOW (40 PERCENT) WHEN P3 AIR IS LOST. PROP OF AFFECTED ENG WILL NOT REVERSE EFFECTIVELY. LOSS OF P3 AIR SUPPLY THE FCU WOULD RESULT IN SINGLE ENG OPS. (K)

2005FA0001594

BEECH

CONT

 

ROD END

BROKEN

12/6/2005

E55  

IO520*

 

HMXLTFG

NLG P/P TUBE

AFTER TAKEOFF, LANDING GEAR WAS RETRACTED AND A BANGING NOISE WAS HEARD BY THE PILOT. IT BECAME APPARENT THE NOSE GEAR RETRACT MECHANISM HAD BROKEN AND THAT THE NOSE GEAR DID NOT RETRACT PROPERLY. THE AIRCRAFT WAS FLOWN TO ITS DESTINATION AIRPORT WHERE NOSE GEAR COLLAPSED ON LANDING AS EXPECTED. INVESTIGATION OF THE MECHANISM REVEALED A LANDING GEAR TRANSMISSION CONNECTED TO THE NOSE LANDING GEAR PUSH/PULL TUBE. PROBABLE CAUSE SUSPECT TO BE OUT OF RIG CONDITION THAT CAUSED FAILURE. NO EVIDENCE OF FOREIGN OBJECTS WERE EVIDENT. SPECIAL INSPECTIONS OF RIGGING AT REGULAR INTERVALS IS RECOMMENDED TO AVOID RECURRANCE OF THIS INCIDENT. (K)

2005FA0001616

BEECH

CONT

 

RELAY

INTERMITTENT

12/9/2005

F33A

IO520*

 

SM50D7

MLG 

PILOT REPORTED AFTER PUTTING THE GEAR SELECTOR IN THE DOWN POSITION THE GEAR WOULDN`T EXTEND, AFTER CYCLING GEAR SELECTOR GEAR WENT DOWN, AC RETURNED TO BASE. ON TROUBLESHOOTING THE MECHANIC SELECTED DOWN AND IT FAILED TO EXTEND, AFTER TAPPING ON TOP OF RELAY THE GEAR WENT DOWN. PROBABLE CAUSE AT THIS TIME UNKNOWN. INSTALLED NEW AND IMPROVED RELAY IAW DATE CODE. (K)

CA051003010

BELL

 

 

STARTER GEN

ARCED

3/12/2005

206B

 

 

23032018

ENGINE

THE SUBJECT STARTER/GENERATOR WAS REMOVED FOR EXCESS ARCING ON STARTUP. THE STARTER/GENERATOR WAS SENT TO A REPAIR FACILITY TO BE INSPECTED AND REPAIRED AS NECESSARY. IT WAS NOTED FROM THE REPAIR FACILITY THAT THE STARTER SHOWED SIGNS OF OIL CONTAMINATION, WHICH WOULD CAUSE THE FAILURE. IT WAS NOTED THAT THIS STARTER/GENERATOR WAS REMOVED FROM AN AIRCRAFT THAT HAD A PROBLEM WITH EXCESSIVE OIL VENTING FROM THE ENGINE EXHAUST. THIS IS WHAT WAS CONCLUDED AS THE SOURCE OF THE OILCONTAMINATION. THE STARTER/GENERATOR WAS REPAIRED THE FACILITY AND RETURNED TOTHE CUSTOMER.

CA051025005

BELL

ALLSN

 

COMBUSTION CASE

CRACKED

10/23/2005

206B

250C20

 

6870992J

ENGINE

(CAN) AIRCRAFT TOT WAS RUNNING HIGH, N1 WAS ABOUT 91 PERCENT. BARFIELDED GAUGE, FOUND TO BE CORRECT. CHECKED THERMOCOUPLE RESISTANCE, ALSO FOUND TO BE WITH IN LIMITS. CHECKED ARM PIT'S WITH FINGER, FELT OKAY. CHECKED WITH MIRROR, FOUND CRACK THROUGH MESH ON LT SIDE ARM PIT. COMBUSTION LINER WAS FOUND CRACKED WITHIN LIMITS, BUT WAS CHANGED DUE TO BEING VERY TIGHT ONTO NOZZLE SHIELD.

CA051003011

BELL

ALLSN

GENDESIGN

CLIP

DISCONNECTED

9/16/2005

206L1

250C28B

 

 

ACTUATOR ROD

(CAN) DURING DESCENT, CNTRL N2 SPEED W/ACTUATOR TRIM SWITCH, PILOT (BEEPED) N2 SPEED DOWN. N2 SPEED REDUCED BELOW LIMITS, APPROX 70 PERCENT. AT THIS N2 SPEED ENG IS UNABLE TO PRODUCE REQUIRED PWR FOR NML OPS. PILOT ATTEMPTED TO (BEEP) N2 SPEED UP, GOV DID NOT RESPOND. LANDING WAS NML. NO DAMAGE WAS SUSTAINED TO AC OTHER THAN MINOR INDENTATIONS ON MAIN ROTOR BLADES. EXAM OF N2 GOVERNOR, CONTROLS, LINEAR ACT ROD HAD EXTENDED BEYOND INTERNAL STOPS OF ACT, WHICH HAD SET THE N2 GOV SPEED BELOW NML LIMITS, ROD HAD DISENGAGED FROM ACT INTERNAL DRV SYS, DIS-ENABLING TRIM (BEEP) CNTRL OF N2 GOV. EXAM OF LINEAR ACT, CIRCLIP ON EXTNL ROD WAS FOUND TO BE MISSING. NO RECORD OF LINEAR ACT HAVING BEEN REPLACED OR O/H.

CA050816002

BELL

 

 

PLATE

MISMANUFACTURED

7/25/2005

212  

 

 

204011426001

SWASHPLATE

(CAN) INK STAMPED NUMBERS ON PART INDICATE THIS IS A BREAKOUT PART ACCORDING TO BELL TEXTRON, MANUFACTURED FOR US ARMY BY MORRIS MANUFACTURING. PURCHASE RECORDS AT BELL HELICOPTERS AS FAR BACK AS 1979 INDICATE THAT MORRIS MANUFACTURING WAS NEVER A SUPPLIER FOR BELL. PART CERTIFICATE THAT CAME WITH THE PART STATES OTHERWISE. AN FAA FORM 8120-11 WAS RAISED THROUGH BELL HELICOPTERS TEXTRON.

CA051025003

BELL

PWA  

 

GEARBOX

CONTAMINATED

9/6/2005

212  

PT6T3B

 

 

NR 1 RGB

FOUND A BOLT LOCKTAB IN NR 1 RGB CHIP DETECTOR HOUSING WHEN INVESTIGATING AN ENGINE CHIP LIGHT. ON FURTHER INVESTIGATION A SECOND LOCKTAB WAS FOUND IN THE VICINITY OF THE CHIP DETECTOR HOUSING. POWER SECTION WAS SEPARATED FROM THE C/BOX TO TROUBLESHOOT THE SOURCE OF THE LOCKTABS AND ONCE DONE TWO BOLT HEADS WERE FOUND INTHE C/BOX. A P&WC REP WAS ON HAND TO HELP DETERMINE THE SOURCE, AFTER A BOROS COPE INSPECTION AND P/N ON THE BOLT HEADS, IT WAS DETERMINED THAT THE FAULT WAS IN THE C/BOX. SERVICEABLE C/BOX INSTALLED AND A/C RETURNED TO SERVICE.

2005FA0001599

BLANCA

CONT

 

MUFFLER

BROKEN

12/19/2005

1730A

IO520*

 

19148410

RT ENGINE

RT SIDE MUFFLER, REAR TAIL-PIPE OUTLET, CRACKED OFF OF THE MUFFLER ALLOWING HOT GASES TO BLOW ONTO FIREWALL AND SURROUNDING COMPONENTS. AN ENGINE FIRE OCCURRED AND AIRCRAFT MADE EMERGENCY LANDING. THE TAIL PIPE BALL JOINT FOUND TO BE STILL INTACT WITH THE (V) BAND INSTALLED, TIGHT AND SAFETY WIRED.

CA051007001

BOEING

RROYCE

 

ENGINE

MALFUNCTIONED

9/19/2005

717200

BR700715A130

 

 

NR 1 

AC DIVERTED AND LANDED. IN CRUISE, AUTO THROTTLES BEGAN MOVING BACK FORTH AS NR 1 ENG APPARENTLY WAS LOSING PWR, NR 2 ENG WAS INCREASING PWR TO COMPENSATE, A GROWLING NOISE IN NR 1 ENGINE, ENG SURGED 3 TO 5 TIMES, SMELL OF SMOKE WAS NOTICED IN CABIN, OIL PRESSURE DROPPED TO 2 OR 3 PSI AND AN ALERT (RED BOX AROUND OIL PRESSURE) WAS OBSERVED. PILOT REDUCED NR 1 ENG TO IDLE AND SHUTOFF FUEL TO ENG, N1 AND N2 SPUN DOWN NORMALLY AND AC LANDED. MTC REPORTED LPT ROTATES NORMALLY, NO OIL LEAKS IN TAILPIPE OR ON ENG WERE NOTICED, OIL QUANTITY LOW, BUT STILL IN TANK SIGHT GLASS, MCD OBSERVED WITH FUZZ ON IT. MECHANICS ARRIVED TO CHECK OIL FILTER, OIL LEAKS, POP OUT INDICATOR, T/C 449 CHECKS OF EEC FAULTS, BOROSCOPE, HPC

CA051128009

BOEING

PWA  

 

FLEX LINE

KINKED

11/22/2005

737275C

JT8D17A

 

BACH8A04NM0274T

HYD SYSTEM

(CAN) THE SUBJECT AIRCRAFT HAD INTERMITTENT HISTORY ASSOCIATED WITH NOSE GEAR EXTENSION/RETRACTION ANOAMLIES. DURING A RECENT HEAVY CHECK THIS ISSUE WAS FURTHER INVESTIGATED.THE TEFLON LINED HYDRAULIC FLEX LINE WAS FOUND TO HAVE KINKED.IT IS BELIEVED THAT THIS FINDING CONTRIBUTED TO THE EXTENSION/RETRACTION ANOMALIES BY RESTRICTING THE FLOW THE NOSE GEAR SKI ACTUATOR.THE AIRCRAFT IS BEING MONITORED AS PART OF THE RELIABILITY PROGRAM REVIEW.

CA051129001

BOEING

CFMINT

 

LINE

LEAKING

11/28/2005

737522

CFM563C1

 

 

ENGINE FUEL

(CAN) DURING WALKAROUND, FUEL WAS COMING FROM NR 2 ENGINE COWL. DISCOVERED LINE BETWEEN FUEL PUMP AND FIREWALL LEAKING FROM B-NUT AT FIREWALL. B-NUT TIGHTENED AND LEAK CHECKED. FLEET CAMPAIGN INITIATED TO CHECK TORQUE OF B-NUTS AND TORQUE SEALANT WILL BE APPLIED AND CHECKED ON PHASE CHECKS.

CA051024002

BOEING

CFMINT

 

CIRCUIT CARD

FAILED

10/19/2005

737522

CFM563C1

 

1061226216

PROX SWITCH

AIRCRAFT ENCOUNTERED A NOSE GEAR 'DISAGREE' LIGHT ON DESCENT. THE AIRCRAFT LANDED UNEVENTFULLY. MAINTENANCE FOUND THE NLG LOCK PROXIMITY SWITCH CIRCUIT CARD TO BE AT FAULT. CARD REPLACED AND GEAR SWING ACCOMPLISHED SUCCESFULLY.

CA051024003

BOEING

CFMINT

 

RELAY

FAILED

10/16/2005

737522

CFM563C1

 

R123 

TE FLAPS

DURING APPROACH, AIRCRAFT ENCOUNTERED FLAP ASYMMETRY. THE AIRCRAFT LANDED UNEVENTFULLY. MAINTENANCE CARRIED OUT TROUBLESHOOTING AND SUSPECTED THE FLAP ASYMMETRY SHUT OFF RELAY TO BE AT FAULT. THE RELAY WAS REPLACED AND THE FLAPS CYCLED NUMEROUS TIMES WITHOUT FAULT. THE AIRCRAFT WAS RETURNED TO SERVICE.

CA051125005

BOEING

CFMINT

 

CLAMP

UNSECURE

11/24/2005

737522

CFM563C1

 

 

UNKNOWN

(CAN) DURING A ROUTINE PHASE CHECK A CLAMP WAS FOUND UNSECURED IN THE EE BAY JUST ABOVE THE SHIP BATTERY. CLAMP REMOVED. A FLEET CAMPAIGN IS IN PROGRESS TO CHECK FOR FOD IN THE EE BAY.

CA051026002

BOEING

CFMINT

 

VIDEO DISPLAY

SMOKE

10/23/2005

73776N

CFM567B22

 

50401100003

SEAT 16C

A/C WAS IN LEVEL FLIGHT WHEN SMOKE WAS NOTICED COMING FROM SEAT 16C VDU. THE IFE SYSTEM WAS DEACTIVATED. MAINTENANCE REPLACED THE VDU AND THE SYSTEM WAS TESTED SERVICEABLE. THIS COMPONENT WILL BE RETURNED TO THE MANUFACTURER AND A COMPLETE TEAR DOWN REPORT WILL BE REQUESTED.

CA051020001

BOEING

CFMINT

 

DISPLAY

FAILED

10/19/2005

7377CG

CFM567B22

 

50401100003

SEAT 22F

(CAN) SEAT VDU 22F WENT BLANK AND SEEMED HOTTER THAN OTHER SCREENS. A HINT OF BURNING WIRE SMELL WAS NOTICED. SMELL DISSIPATED. MAINTENANCE REPLACED THE VDU AND THE SYSTEM WAS TESTED SERVICEABLE. THIS COMPONENT WILL BE RETURNED TO THE MFR AND A COMPLETE TEARDOWN REPORT WILL BE REQUESTED. THIS SDR WILL BE UPDATED ONCE THAT INFORMATION IS AVAILABLE.

CA051024005

BOEING

RROYCE

 

HYDRAULIC SYSTEM

WARNING LIGHT

10/23/2005

757232

RB211535E437

 

 

LEFT 

AIRCRAFT EN ROUTE HNL - YVR, LOST LT HYDRAULIC SYSTEM APPROX 2 HOURS FROM YVR. ORIGINALLY PLANNED NORMAL LANDING UTILIZING ALTERNATE SYSTEM BUT DURING LANDING PHASE, FLIGHT ENCOUNTERED FURTHER INDICATION OF HYDRAULIC LOSS AND DECLARED AN EMERGENCY AND WAS MET BY FIRE EQUIPMENT. FLIGHT LANDED SUCCESSFULLY AND WITHOUT INCIDENT, BUT HAD TO BE TOWED TO GATE. THERE WERE 9J AND 144Y PASSENGERS ONBOARD. DEFECT IS CURRENTLY UNDER INVESTIGATION AND SDR WILL BE UPDATED AS INFORMATION RECEIVED.

CA051125007

BOEING

GE  

 

COFFEEMAKER

BURNED

11/25/2005

767383

CF680C2B6F

 

4110001145

GALLEY

(CAN) FAULT: IN CRZ VENTRE GALLEY COFFEE MAKER GAVE A FLASH AND ASH DEPOSITED ALL AROUND, ELECTRIC FUMES SMELT BY F/AS, ALL CB'S IN AREA PULLED UNTIL BUSSES DEPOWERED. DIVERTED YYT FOR MTCE/SAFETY CHECK. FOUND LOWER C/M MID GALLEY HEATING ELEMENT INSULATION BLOWN OUT WITH POWDER EVIDENT AND C/B POPPED ON UNIT. COFFEE MAKER REMOVED AND ALL MID GALLEY CB`S PULLED AND COLLARED, WATER SUPPLY ALSO S/OFF FOR EXTRA PRECAUTION.

CA051024001

BOMBDR

PWC  

 

SEQUENCE VALVE

MALFUNCTIONED

10/13/2005

DHC8400

PW150A

 

483023

NLG 

AFTER T/O, L/G WAS SELECTED UP, BUT NLG DID NOT RETRACT (MAINS OK). NLG AMBER CAUTION LIGHT WAS ILLUMINATED, CREW SELECTED THE GEAR BACK DOWN AND NLG THEN INDICATED A RED UNSAFE LIGHT. CREW CARRIED OUT THEIR EMERGENCY CHECK LIST, ALT EXTENSION ON BOTH GEARS, WITH ALL GEARS THE INDICATING DOWN AND LOCKED. A/C THEN MADE A SAFE LANDING. INITIAL CHECKS OFF PSEU SHOWED NO ABNORMAL FAULTS, WITH THE NLG PROX SENSORS IMPEDANCE AND RESISTANCE CHECKS OK. A/C WAS TAKEN TO MX HANGAR FOR JACKING AND LANDING GEAR RETRACTIONS TESTS/TROUBLE SHOOTING. FAULT WAS REPRODUCED WITH A/C ON JACKS, WITH FAULT BEING TRACED TO THE NLG DOOR SOLENOID SEQUENCE VALVE. NLG DOOR SOLENOID SEQUENCE VALVE WAS REPLACED.

CA051026001

BOMBDR

PWC  

 

PTU  

LEAKING

10/26/2005

DHC8400

PW150A

 

5114904

MLG 

AFTER TAKEOFF, CREW SELECTED GEAR UP, THE LANDING GEAR DID NOT RETRACT. AFTER ABOUT ONE MINUTE THE LANDING GEAR RETRACTED. IMMEDIATELY FOLLOWING THE RETRACTION THE HYD PRESS 2 CAUTION LIGHT ILLUMINATED, THE NR 2 HYDRAULIC FLUID QUANTITY WAS RAPIDLY DECREASING AND HYDRAULIC PRESSURE WENT TO ZERO. THE CREW THEN CARRIED OUT AN ALTERNATE GEAR EXTENSION AND RETURNED BACK TO BASE, WHERE A NORMAL LANDING WAS MADE. INITIAL INVESTIGATION OF THE AIRCRAFT FOUND A LARGE HYDRAULIC LEAK COMING FROM THE RT WING ROOT AREA. THE SOURCE OF THE LEAK WAS TRACED TO THE SEPARATION OF THE PTU.

CA051021002

BOMBDR

PWC  

 

SENSOR

MALFUNCTIONED

10/18/2005

DHC8400

PW150A

 

 

NLG CENTERING

(CAN) AFTER TAKEOFF, THE LANDING GEAR WAS NOT RETRACTABLE. EMERGENCY CHECKLIST FOR LANDING GEAR MALFUNCTION AND UNEVENTFUL RELANDING PERFORMED. THE FAULT WAS CAUSED BY AN A UNSERVICEABLE NLG CENTERING SENSOR. NOSE WHEEL CENTERING SENSOR REPLACED ACCORDING AMM 32-61-00. THE AIRCRAFT IS POST SB84-32-33.

CA051125008

BRAERO

RROYCE

 

CONNECTING ROD

BROKEN

11/21/2005

HS7482A

DART5342

 

5D11580

NLG DOOR

(CAN) AFTER LANDING, IT WAS FOUND THAT THE NOSE U/C LT DOOR HAD COME OPEN IN FLIGHT. THE CONNECTING ROD WAS FOUND TO BE SHEARED. DURING INSPECTION NO DISTRESS OR DETERIORATION COULD BE FOUND TO ACCOUNT FOR THE SHEARED ROD. LOCAL DAMAGE TO THE LT U/C DOOR HINGE IS ATTRIBUTED TO BEING OPEN IN FLIGHT. NO SECONDARY DAMAGE TO THE AIRCRAFT STRUCTURE WAS FOUND. THE DOOR AND CONNECTING ROD WERE CHANGED AND THE SYSTEM FUNCTIONED CORRECTLY DURING RETRACTION TESTS.

CA051128002

BRAERO

RROYCE

 

HANDLE

ICED

11/24/2005

HS7482A

DART5342

 

 

MLG 

(CAN) AFTER TAKEOFF FOR FIRST FLIGHT OF THE DAY, THE CREW WHERE UNABLE TO MOVE THE LANDING GEAR SELECTOR HANDLE TO THE GEAR UP POSITION. THE AIRCRAFT RETURNED TO THE AIRPORT AND LANDED WITHOUT FURTHER INCIDENT. UPON INVESTIGATION BY MAINTENANCE, IT WAS FOUND THAT THERE WAS ICE ACCUMULATION IN THE LANDING GEAR SELECTOR LINKAGE LOCATED IN THE NOSE WHEEL WELL.

2005FA0001602

CESSNA

LYC  

 

SKIN

CRACKED

12/7/2005

152  

O235*

 

04102362

FUSELAGE

THE SKIN SUPPORTING THE COPILOTS IB SEAT RAIL WAS FOUND CRACKED. THE CRACK WAS APPROX 2.5 INCH LONG AND WAS PERPENDICULAR TO THE SEAT RAIL. THE CRACK WAS LOCATED AT THE AFT END OF THE SEAT RAIL. DURING THE REPAIR, WE FOUND THE STIFFENER UNDERNEATH THE FLOOR, PN 04102362 CRACKED IN THE WEB. THIS STIFFENER WAS REPLACED. THE AC HAD 9500 HOURS TT AND HAS BEEN USED EXCLUSIVELY AS A TRAINER. THE CRACK WAS FOUND DURING A 100 HOUR INSPECTION. (K)

2005FA0001569

CESSNA

LYC  

 

PROPELLER

OUT OF LIMITS

11/28/2005

152  

O235L2C

 

IA103TCM

 

PROPELLER SUBMITTED FOR INSPECTION IAW AD 03-12-05. DURING SB RESEARCH IT WAS DISCOVERED THAT AD WAS DUE AS SN IS LISTED IN AD. DURING INSPECTION FOR AD, THE PROPELLER WAS FOUND UNDER MINIMUM WIDTH. PROPELLER IS SCRAP. (K)

2005FA0001551

CESSNA

LYC  

 

CARBURETOR

FAILED

9/8/2005

152  

O235N2C

 

MA3PA105267

ENGINE

PILOT REPORTED PARTIAL LOSS OF POWER. EXECUTED PRECAUTIONARY OFF FIELD LANDING. NO DAMAGE TO AIRCRAFT. TEARDOWN OF CARBURETOR REVEALED METAL SHAVINGS IN ACCELERATOR PUMP CIRCUIT. SUSPECT METAL ORIGIN FROM ACCELERATOR PUMP STEM RUBBING ON HOUSING.

CA051125009

CESSNA

LYC  

CESSNA

HUB  

CRACKED

11/25/2005

172M

O320E2D

 

D30256

WHEEL

(CAN) THE WHEEL IS THE OLDER THREE-PIECE TYPE. SEVERAL CRACKS WERE FOUND IN THE ALUMINUM CASTING AT THE FLANGE RETAINING BOLT HOLES, WITH SOME HOLES HAVING CRACKS THROUGH TO THE OUTER CIRCUMFERENCE OF THE HUB AS WELL AS ALONG THE SPOKE. ALL CRACKS WERE APPROXIMATELY ALIGNED WITH THE BOLT AXIS.

CA051125006

CESSNA

LYC  

 

WIRE

SHORTED

11/23/2005

172N

O320H2AD

 

 

ALTERNATOR

(CAN) MAIN BATTERY WIRE AT ALTERNATOR, SHORTED TO GROUND AT FRONT BAFFLE, THEREFORE CAUSING CIRCUIT BREAKER TO TRIP. ACU WAS ALSO DAMAGED DUE TO SHORT.

2005FA0001581

CESSNA

LYC  

PRESTOLITE

BEARING

LOOSE

12/15/2005

172N

O320H2AD

 

MZ298

STARTER

AIRCRAFT CAME IN FOR AN OIL CHANGE, OWNER NOTICED BENDIX DRIVE SHAFT BEARING LYING IN THE COWLING. STARTER WAS O/H. THE BEARING WAS A SLIP FIT TO THE HOUSING. I WOULD RECOMMEND BETTER TOLERANCE CONTROL AT OVERHAUL, AND REMIND ALL MECHANICS TO PERFORM SOME SORT OF INCOMING PARTS INSPECTION. (K)

2005FA0001585

CESSNA

LYC  

 

LINE

LEAKING

11/21/2005

172S

IO360A1A

 

S14956R221605

FUEL SYSTEM

PILOT REPORTED FUEL LEAKING FROM THE IB WING ROOT AREA AFTER AIRCRAFT WAS FUELED. UPON INSPECTION, RUBBER FUEL HOSES AT WING ROOT WERE FOUND TO BE HARD, SPLIT LENGTHWISE AND LEAKING THROUGH WALL OF HOSE. (K)

2005FA0001546

CESSNA

LYC  

 

SUPPORT BRACKET

BROKEN

11/14/2005

172S

IO360B1E

 

052323124

TE FLAPS

DURING APPROACH TO LANDING LT FLAP RETRACTED WHILE RT FLAP REMAINED EXTENDED. AN ASYMMETRICAL FLAP LANDING WAS MADE WITH MUCH DIFFICULTY BUT WITHOUT INCIDENT. INVESTIGATION REVEALED THAT A FLAP SUPPORT BRACKET PN 0523231-24 LOCATED WITHIN THE WING HAD FAILED ALLOWING THE FLAP CABLE TO LOOSE TENSION. IT APPEARS THAT PRELOAD ROM T/E SKIN POSSIBLE CAUSED THE FAILURE OF THE BRACKET.

2005FA0001538

CESSNA

LYC  

 

PRESSURE SENSOR

LEAKING

11/16/2005

172S

IO540*

 

83278

OIL SYSTEM

DURING A 100 HR INSPECTION AN OIL LEAK WAS DETERMINED TO BE ORIGNATING FROM THE HOBBS METER SENSOR AT THE SWEDGED FLANGE. AD CALLS FOR THE REPLACMENT OF SENSOR. JUST THOUGHT IT IRONIC AN AD CALLS FOR HE REPLACEMENT OF ONE LEAKING SENSOR FOR ANOTHER LEAKING SENSOR. (K)

2005FA0001623

CESSNA

LYC  

 

BRACKET

CRACKED

11/7/2005

177RG

IO360A1B6

 

20130035

NLG ACTUATOR

WHILE ATTEMPTING TO RIGG THE NOSE GEAR AFTER DOING AN ENGINE AND MOUNT OVERHAUL, IT WAS IMPOSSIBLE TO MAINTAIN THE PROPER CLEARANCES AND THE LOCK WOULD NOT SNAP OVER CENTER ON THE DOWN CYCLE. WHILE WATCHING THE ACTUATOR IT SEEMED THE MOVE. UPON FURTHER INSPECTION AT THE UPPER ATTACH POINT (USING A BRIGHT LIGHT) THE BRACKET ASSY WAS FOUND TO BE SEVERLY CRACKED. WOULD RECOMMEND CLOSE VISUAL INSPECTION AT EACH ANNUAL. (K)

CA051026005

CESSNA

CONT

ACK  

CASE

LEAKING

10/25/2005

182K

O470R

E01  

E0103E0102

ELT BATTERY

AT 12 MONTH CERTIFICATION OF ELT THE UNIT WAS INSPECTED AND FOUND THE BATTERIES LEAKING AND BATTERY CONTACTS ON THE ELT BATTERY CASE CORRODED. BATTERIES HAD A DATE CODE OF MAR 2010 AND MAR 2009. BATTERIES AND BATTERY CASE REPLACED AND UNITTESTED SEVICEABLE.

2005FA0001587

CESSNA

LYC  

 

ACTUATOR

MISDRILLED

11/28/2005

182T

IO540AB1A5

 

12600747

ELEVATOR TRIM

MFG MANDATES THE REMOVAL DISASSEMBLY, AND INSPECTION OF THE ELEVATOR TRIM ACTUATOR AT 1000 HRS TT OR 6 YEARS. UPON REMOVAL OF THIS ACTUATOR, FOUND THAT THE GROOVED PIN HOLES IN HOUSING WERE MISDRILLED. THIS CAUSED THE PIN TO WEAR INTO THE ACTUATOR HOUSING. OPERATE 18 AIRCRAFT WITH THE SAME ACTUATOR IN THEM. AS ACTUATORS ARE REMOVED, WILL ADVISE. PICTURES ARE AVAILABLE OF THE HOUSING IN QUESTION IF NEEDED FOR YOUR CONSIDERATION. INSTALLING A NEW ACTUATOR IN THIS AIRCRAFT. (K)

CA051124002

CESSNA

PWA  

CESSNA

SPAR

CORRODED

11/21/2005

208  

PT6A114A

263400045

26340141

ELEVATOR

(CAN) SEVERE CORROSION ON FACE OF SPAR UNDER BALANCE WEIGHT. AIRCRAFT IS A FLOAT PLANE.

2005FA0001586

CESSNA

CONT

 

ACTUATOR

FAILED

4/24/2005

210C

IO470*

 

 

MLG 

MAIN GEAR ROTORY ACTUATOR SEALS FAILED. HYD FLUID LEVEL WENT TO ZERO AND GEAR FAILED TO EXTEND AND LOCK. (K)

2005FA0001555

CESSNA

CONT

 

BELLCRANK

BROKEN

11/14/2005

310I

IO470*

 

08412259

LT MLG

PILOT HAD INTERMITTENT GEAR LIGHT , HAD OBTAINED GREEN LIGHT WHEN HE LANDED. UPON 1000 FT ROLL OUT THE LT MAIN GEAR COLLAPSED CAUSING THE AC TO VEER LEFT 75 FT TO 100 FT. UPON INSPECTION, FOUND LT MAIN LANDING GEAR, BELLCRANK ASSY HAD BROKEN. (K)

2005FA0001539

CESSNA

CONT

 

BELLCRANK

FRACTURED

10/27/2005

402B

TSIO520*

 

50410016

RT MLG

RT LANDING GEAR COLLAPSED DURING A NORMAL LANDING. (K)

2005FA0001603

CESSNA

CONT

 

BOLT

BROKEN

11/23/2005

414A

TSIO520NB

 

64193110

NR 2 CYLINDER

WHILE CHECKING RT ENGINE OVER FOR OIL LEAKS, FOUND NUT AND PART OF BOLT FROM TOP FORWARD NR 2 CYLINDER THRU BOLT LODGE BY OIL FILLER TUBE. BREAK ON BOLT APPEARS TO BE OLD BY THE DARK COLOR. REMOVAL OF CYLINDER NECESSARY TO REPLACE BOLT. (K)

CA051026007

CESSNA

CONT

 

CONTACT

MELTED

10/20/2005

421B

GTSIO520H

 

231697

STARTER RELAY

ENGINE STARTER RELAY ARCING, CAUSED THE CONTACTS TO WELD TOGETHER SOLID. WHICH IN TURN CAUSED STARTER TO RUN CONTINOUSLY UNTIL IT OVERHEATED AND BURNED. POTENTIAL FOR ELECTRICAL FIRE IN ENGINE/WING ROOT.

2005FA0001593

CESSNA

CONT

 

PUMP

INOPERATIVE

12/6/2005

421B

GTSIO520H

 

CD21186

CABIN HEATER

THE PILOT REPORTED THE HEATER HAD STOPPED DURING FLIGHT. AFTER RETURNING TO THE MAINTENANCE SHOP THE HEATER WAS TROUBLESHOT AND INSPECTED. FOUND THE HEATER FUEL PUMP HAD MALFUNCTIONED AND HAD CAUGHT ON FIRE FOR A TIME. WERE ABLE TO SAY IT WAS ON FIRE BECAUSE OF THE BURN MARKS ON THE OUTSIDE OF THE PUMP HOUSING. HAVE ENCLOSED 2 PHOTOS TO SHOW THIS. HAVE TALKED WITH PUMP MFG TO DESIGN A NEW PUMP . PROBLEM IS WITH FUEL REGULATOR ING THE WINGS. THE REGULATORS SEEM TO NOT ALLOW ENOUGH FUEL TO GO THRU THEM TO KEEP THE PUMPS OPERATING CORRECTLY WHICH ALLOWS THEM TO OVERHEAT AND FAIL. (K)

2005FA0001556

CESSNA

CONT

 

ROD END

FAILED

10/10/2005

421C

GTSIO520*

 

991013990H

NLG ACTUATOR

ROD END ON NOSE GEAR ACTUATOR FAILED DURING ROLLOUT CAUSING THE NOSE GEAR TO COLLAPSE. (K)

L3WSA

CESSNA

 

HONEYWELL

CONTROL CABLE

FRAYED

11/18/2005

550  

 

 

6565001197

AUTOPILOT SERVO

WE HAVE FOUND THE ELEVATOR AUTOPILOT SERVO LT CABLE WITH BROKEN STRANDS ON 3 SUCCESSIVE AIRCRAFT THAT WERE UNDERGOING A PHASE 5 INSPECTION. ON CABLE HAD 50 PERCENT FRAYING. THE FRAYING WAS FOUND WHERE THE CABLE PASSES THROUGH A DOUBLE CABLE JOGGLE AT FUSELAGE STA 428.50 AND CAN BE DIFFICULT TO DETECT. THE 3 SUBJECT AIRCRAFT HAD 7495, 8856 AND 13393 HOURS TOTAL TIME. THE IPC REFERENCE FOR THE CABLE IS 22-10-00, FIGURE 1, PAGE 3, ITEM 85.

2005FA0001547

CESSNA

PWA  

 

SPRING

BROKEN

11/11/2005

560XL

PW545A

 

S31948

PAX DOOR

THE AIRCRAFT RETURNED FROM A FLIGHT WITH NO DEFECTS NOTED. AIRCRAFT WAS MOVED INTO THE HANGAR AND APPROXIMATELY 20 MINUTES LATER A LOUD BANG WAS HEARD. THE AIRCRAFT WAS STATIC WITH THE DOOR CLOSED. THE LOUD BANG WAS THE CABIN ENTRY DOOR FORWARD COUNTER BALANCE SPRING BREAKING IN THE SECOND COIL.

2005FA0001533

CESSNA

PWA  

 

SPRING

BROKEN

11/11/2005

560XL

PW545A

 

S31948

PAX DOOR

THE AIRCRAFT RETURNED FROM A FLIGHT WITH NO DEFECTS NOTED. AIRCRAFT WAS MOVED INTO THE HANGAR AND APPROXIMATELY 20 MINUTES LATER A LOUD BANG WAS HERD. THE AIRCRAFT WAS STATIC WITH THE DOOR CLOSED. THE LOUD BANG WAS THE CABIN ENTRY DOOR FORWARD COUNTERBALANCE SPRING BREAKING IN THE SECOND COIL.

AMSA10280502

CIRRUS

 

 

ACTUATOR

BROKEN

10/28/2005

SR22

 

 

12545001

ZONE 800

PILOT SIDE DOOR PISTON, THAT GOT DISCONNECTED, JAMMED PILOT'S CONTROL STICK. THERE IS NO WAY, THAT AC COULD BE FLOWN IN THIS CONDITION. IN ORDER TO FREE CONTROLS DOOR, UPHOLSTERY HAD TO BE REMOVED PISTON ON DOOR SIDE HAD TO BE DISCONNECTED, DOOR HAD TO BE OPENED, THEN PISTON THAT WAS CAUGHT IN CONTROL STICK COULD BE REMOVED. AFTER REMOVAL, PLASTIC ROD END OF THE PISTON HAD BROKEN AND PISTON ROD HAD BENT. AFTER INVESTIGATION, DISCOVERED, THAT PISTON PLASTIC ROD END OF BOTH LT AND RT DOORS HAD BEEN DAMAGED AND WERE NOT FULLY LOCKING IN POSITION.

CA051020002

CNDAIR

GE  

 

NUT  

LOOSE

10/19/2005

CL600*

CF34*

 

412321

RT TORQUE LINK

(CAN) CREW REPORTED MAINWHEEL SHIMMY ON LANDING. MAINTENANCE FOUND BOLT (ITEM 45)FROM THE RT MLG TORQUE LINK TO THE SHIMMY DAMPER HAD BACKED OUT AND THE TORQUE LINKS SEPARATED 1.2500 INCHES. THE SAFTEY BOLT (ITEM 35) AND LOCKING PLATE (ITEM 60) WERE FOUND LAYING IN THE SHIMMY DAMPER DUST CAP AND THE LOCK WIRE BROKEN. AFTER REMOVING THE SAFTEY BOLT, THE BOLT NUT (ITEM 55) WAS FOUND HAND TIGHT (NORMAL TORQUE IS 130-160 FT. LBS). NUT WAS RETORQUED, THE SAFTEY BOLT REPLACED, TORQUED AND LOCKWIRED IAW AMM 32-11-39. IPC REF 32-11-37 FIG 01-AA1, 32-11-42 FIG 01-AA1. A FLEET CAMPAIGN IS BEING DEVELOPED TO CHECK ALL AIRCRAFT TYPE FOR SECURITY AND TORQUE OF SAFTEY BOLT, LOCKING PLATE, AND NUT.

2005FA0001564

CNDAIR

GE  

 

SWITCH

FAILED

11/14/2005

CL6002B16

CF34*

 

6279622

AIR CONDITIONING

AIR CONDITIONING WOULD INTERMITTENTLY GO UNCONTROLLABLY FULL HOT. IN THE HANGAR, FOLLOWING MAINTENANCE MANUAL TROUBLESHOOTING FLOW CHART WOULD NOT REVEAL AND DISCREPANCIES. AFTER RUNNING SYSTEM ON RAMP AND GETTING SYSTEM TO FAIL. LT AIR CONDITIONING SYSTEM LOW LIMIT TEMPERATURE CONTROL SWITCH WAS FOUND OPEN. REMOVED SWITCH FROM AIRCRAFT AND COOLED IN SHOP, CHECKED AGAIN AND SWITCH CHECKED GOOD. HEATED WITH HEAT GUN AND SWITCH OPENED. REPLACED WITH NEW UNIT. OPS CHECKED GOOD. (K)

CA051129003

CNDAIR

GE  

 

APU  

FAILED

11/6/2005

CL6002B19

CF343B1

 

5490000

APU BAY

(CAN) WHILE AT THE GATE AND PRIOR TO DEPARTURE, THE FLIGHT CREW HAD AN APU FIRE WARNING INDICATION. THE CREW FOLLOWED THE QRH PROCEDURE AND DICHARGED THE APU FIRE BOTTLE. LINE MAINTENANCE INSPECTED THE APU AND FOUND NO EVIDENCE OF FIRE. THEY ALSO FOUND THE FUEL AND OIL FILTERS IN BYPASS MODE AND THAT THE FAN MODULE WAS EXTREMELY HARD TO TURN BY HAND. THE APU (P/N 5490000 S/N P-1247) HAS BEEN REMOVED AND HAS BEEN SENT TO MFG FOR ANALYSIS.

CA051022003

CNDAIR

 

BOMBDR

DOOR

MISSING

10/20/2005

CL6002C10

 

 

CC67010520951

LT MLG

(CAN) THE LT MAIN LANDING GEAR DOOR WAS FOUND MISSING. DAMAGE WAS FOUND ON THE LT OB BRAKE LINE, AFT FUSELAGE FAIRING AND AFT WHEEL WELL FLANGE. A NEW DOOR WAS INSTALLED. (SEE ALSO: US #2005102700042)

CA051022002

CNDAIR

GE  

 

WINDOW

CRACKED

10/8/2005

CL6002C10

CF348C1

 

NP1393225

SIDE WINDOW

(CAN) THE LT SIDE WINDOW CRACKED WHILE IN APPROACH. THE WINDOW IS THE OLDER GENERATION OF WINDOW. THE WINDOW WAS REPLACED IAW THE AMM.

CA051026008

DHAV

PWA  

 

BETA RING

FAILED

10/11/2005

DHC2*

PT6A34

 

 

PROPELLER

(CAN) IT WAS FOUND THAT THE CIRCLIP SECURING THE BETA BUSHING HAD PULLED AWAY FROM ITS SLOT. THIS WAS DUE TO IMPROPER ADJUSTMENT OF THE BETA RODS. IT IS RECOMMENDED TO FOLLOW THE INSTRUCTIONS FROM MFG PROPELLER MM P/N 118F PG.7-58 FIG. 7-27, REV.11 OCT 01.

2005FA0001607

DHAV

PWA  

 

SELECTOR VALVE

LEAKING

12/18/2002

DHC2*

R985*

 

TC173007

FUEL SYSTEM

WITH FUEL SELECTOR VALVE IN OFF POSITION FUEL LEAKS BY VALVE, SLIGHT PRESSURE ON CABLE DRUM ON VALVE MAKES IT WORSE. (SIDE LOAD) THIS VALVE MUST BE CHECKED DURING AN ANNUAL IN THE OFF POSITION AND PUTTING PRESSURE ON DRUM TO SEE IF FUEL FLOWS THROUGH VALVE IN THE OFF POSITION. (K)

CA051025001

DHAV

PWA  

 

ROD BEARING

BROKEN

10/24/2005

DHC2*

R985AN14B

 

32983

ENGINE

(CAN) DURING INSPECTION PROGRAM OF PULLING A CYLINDER AND PERFORMING AN INTERNAL VISUAL (REPETITIVE 500 HRS), A MECHANIC NOTICED IMPACT MARKS ON THE PISTON SKIRT, ELSEWHERE INSIDE CASE. NOTICED A CHUNK OF METAL IN BOTTOM OF THE CASE APPROX 2INCHES BY .2500 INCH WITH A PARTIA L P/N 2983 STILL LEGIBLE. AFTER CONSULTING THE PARTS CATALOG WE ARE REASONABLY CERTAIN IT IS A P/N 32983 MASTER ROD CRANKPIN BEARING ALTHOUGH THIS WILL HAVE TO BE CONFIRMED AT TEARDOWN. THERE WERE NO SIGNIFICANT METAL PARTICLES FOUND IN SUMP OR SCREEN. ENGINE O/H AGENCY HAS BEEN CONTACTED. THE ENGINE HAS BEEN PULLED AND WILL BE SENT FOR REPAIR. AT THE TIME OF THE ROUTINE INSPECT ION THE ENGINE HAD BEEN RUNNING FINE WITH NO REPORTED DEFECTS.

CA051024009

DHAV

PWA  

 

RIB  

MISMANUFACTURED

10/24/2005

DHC6

PT6A20

 

C6TE102627

ELEVATOR

PART NOT TO LIMITS PROVIDED BY MANUFACTURER. ANGLE AND DIMENSIONS NOT TO THE SPECS ON THE MYLAR. MATERIAL TYPE AND THICKNESS ARE CORRECT.

CA051124006

DHAV

PWA  

 

ADAPTER

CRACKED

11/21/2005

DHC6

PT6A27

 

C6W104632

TE FLAP

(CAN) DURING MAINTENANCE CHECK, A CRACK WAS FOUND ON THE AFT END FLANGE OF THE ADAPTER. THE ADAPTER WAS REPLACED IAW RD6-57-266 BUT IT WAS FOUND THAT THE LOCK FASTENER COULD NOT BE INSTALLED AT 1 LOCATION DUE TO INTERFERENCE WITH INTERNAL STRUCTURE. OTHER FASTENER PROBLEMS THEN AROSE. A REPAIR SCHEME IS BEING PREPARED TO SOLVE THE FASTENER PROBLEM.

CA051124008

DHAV

PWA  

 

RIB  

CRACKED

11/21/2005

DHC6

PT6A27

 

C6W12104546

TE FLAP

(CAN) DURING MAINTENANCE CHECK THE RIB WAS FOUND TO BE CRACKED IAW ATTACHMENT. RIB WAS REPLACED.

CA051124005

DHAV

PWA  

 

BOLT

CORRODED

11/21/2005

DHC7*

PT6A50

 

MS2125006020

DOOR FITTING

(CAN) DURING C CHECK, BOLT ON FWD CARGO DOOR FITTING WAS CORRODED TO THE EXTENT THAT BOLT HEAD SEPARATED AT LIGHT FINGER TOUCH. 6 FITTINGS ARE BOLTED TO THE SILL STRUCTURE BY 2 BOLTS EACH. THEY SECURE THE DOOR IN THE CLOSED POSITION. THE MOST FWD BOLT OF THE 12 WAS THE ONE AFFECTED. VISUAL INSPECTION OF THE AREA DID NOT INDICATE ANY CORROSION PROBLEMS. THERE IS NO REQUIREMENT TO DISASSEMBLE THE BOLTS FOR INSPECTION AND THEY HAVE PROBABLY BEEN THERE SINCE THE A/C WAS NEW. THE REMAINING 11 BOLTS WERE DISASSEMBLED AND VARYING DEGREES OF CORROSION WAS FOUND. ALL 12 BOLTS HAVE BEEN REPLACED.

2005FA0001532

DIAMON

CONT

 

LANDING GEAR

UNLOCKED

11/10/2005

DA20C1

IO240A

 

 

NOSE 

ROLL PIN LOCKING THE NOSE STRUT ELECTROMETRIC SPRING PLATE (PN 20-3220-05-02) TO THE SHOCK ABSORBER ROD (PN 20-3220-05-01) HAD WORKED OUT UNLOCKING THE ASSY.

2005FA0001542

DIAMON

CONT

 

ROLL PIN

BACKED OUT

11/16/2005

DA20C1

IO240B

 

 

NLG 

ROLL PIN LOCKING THE NOSE STRUT ELECTROMETRIC SPRING PLATE (PN 20-3220-05-02) TO THE SHOCK ABSORBER ROD (PN 20-3220-05-01) HAD WORKED OUT UNLOCKING THE ASSY.

CA051128010

DOUG

PWA  

 

FITTING

CRACKED

11/24/2005

DC3CS1C3G

R183092

 

AN8324D

BULKHEAD

(CAN) DURING CRUISE, IT WAS OBSERVED THAT THE DIRECT READING OIL PRESS GAUGE WAS AT ZERO ON RT ENGINE. AUTO SYN PRESSURE GAUGE, TEMPS, OIL WARNING LIGHT ALL INDICATED ENG WAS FINE. IT WAS THEN FOUND A LEAK ON RT ENG DURING VISUAL CONFIRMATION. ENG WAS SHUTDOWN AND PROP FEATHERED. FLT LANDED WITHOUT FURTHER INCIDENT. UP ON INSP IT WAS FOUND THAT A BULKHEAD FITTING ON FIREWALL FOR DIRECT OIL PRESS GAUGE HAD BROKEN COMPLETELY OFF. FITTING WAS REPLACED WITH STEEL FITTING, AC RETURNED TO SERVICE. THIS TYPE OF FAILURE HAD NEVER BEEN SEEN BEFORE, A SERIES OF NDT ON SAME TYPE AND MAKE OF FITTINGS RESULTED IN NO FAILURE OF THIS KIND. IT WAS DETERMINED THAT THIS WAS A ISOLATED INCIDENT.

2005FA0001529

EMB  

ALLSN

 

TIRE

LEAKING

11/2/2005

EMB135BJ

AE3007A

 

304K632

LANDING GEAR

THE TIRE WAS REMOVED FROM THE AIRCRAFT FOR A SLOW LEAK. THE WEEP HOLES IN THE SIDEWALL OF THE TIRE WERE BUBBLING WHEN CHECKED WITH LEAK DETECTOR FLUID. (K)

CA051125004

EMB  

ALLSN

 

TURBINE BLADES

FAILED

10/21/2005

EMB145

AE3007A

 

23073795

ENGINE

(CAN) DURING A FLIGHT THE ENGINE EXPERIENCED AN ITT OVERTEMP OF 1045 DEGREES C FOR 36 SECONDS. THIS RESULTED IN AN UN-COMMANDED IN FLIGHT SHUTDOWN. ENGINE DISASSEMBLY AT MFG REVEALED AN HPT1 BLADE FAILURE FROM THE ROOT.

CA050927004

EMB  

 

 

LOCK

BROKEN

9/20/2005

ERJ170100

 

 

 

MLG BRAKE

IT IS OBVIOUS THAT THIS AC EXPERIENCED A LOCKED BRAKE CONDITION FOR WHATEVER REASON. A MEMBER OF THE SIDE STAY LOCKING ARM IS BROKEN IN TWO. THERE IS NO PART MISSING, NORMALLY 2 PARTS SHOULD BE TOGETHER. PROXIMITY SENSOR IS ALSO VISIBLE. BRAKING EVENT WOULD NOT HAVE RESULTED IN BREAKAGE OF THIS LINK, WHAT BROKE IT SEEMS TO BE APIECE OF TREAD FROM THE TIRE. A BLACK TIRE MARK IS VISIBLE ON PARTS NEXT TO RUPTURE. TIRE TREAD FAILURE SHOULD NOT CAUSE RUPTURE OF A PRINCIPAL STRUCTURAL ELEMENT OF A LANDING GEAR. IF TREAD FAILURE WOULD OCCUR ON TAKE-OFF, IT COULD RESULT IN A COLLAPSE OF LANDING GEAR AT HIGH SPEED WHICH MIGHT NOT BE JUST AN INCIDENT. HAVE BEEN TOLD THAT TREAD FAILURE IS NOT UNCOMMON ON THAT AIRCRAFT.

CA051125001

EMB  

GE  

 

SLIDE

INOPERATIVE

11/25/2005

ERJ170100

CF348E5A1

 

 

L2 DOOR

(CAN) FAULT: L2 DOOR IN DISARMED MODE, ARMING/DISARMING HANDLE DOES NOT MOVE UP FULLY AS COMPARED TO OTHER DOORS HANDLES. INDICATOR SHOWS (DISARMED) BUT NOT IN CENTER OF INDICATION WINDOW. ALSO COVER DOES NOT CLOSE FLUSH IN BOTH MODES. FMR WAS ISSUED TO VERIFY THE MECHANISM OF THE DOOR, AND FOUND SLIDE HANDLE DOES NOT MOVE UPWARDS TO DISARM WHEN VENT IS OPEN, USING THE OUTSIDE HANDLE.

2005FA0001534

GULSTM

CONT

 

BRACKET

CRACKED

9/26/2005

111RKWELL

TSIO520*

 

1159BM502161

BS 169

MED ACTUATING CYLINDER UPPER BRACKET FAILED ALONG A ROW OF LOCK FASTENERS HOLES CAUSING MAJOR DAMAGE TO SKIN AND STRINGERS. ACTUATING CYLINDER REPLACED AS PRECAUTIONARY MEASURE. NEW BRACKET, SKINS, STRINGERS AND DOUBLERS. (K)

2005FA0001610

GULSTM

RROYCE

 

ENGINE

MAKING METAL

8/8/2005

GIV  

TAY6118

 

 

RIGHT

INTERMITTENT FUEL QUANTITY INDICATION DISCREPANCY, IT WAS ALSO ELECTED TO HAVE TERMINATING ACTION OF AD COMPLIED WITH BY SB (REPLACEMENT OF FUEL TUBES). MAINT REMOVED TUBES FOR REPLACEMENT, THEY DISCOVERED SUBSTANTIAL AMOUNTS OF METAL SHAVINGS HAD ACCUMULATED AGAINST THE INLET SCREENS OF THE HIGH-PRESSURE FUEL PUMPS ON BOTH ENGINE. ALL FINDINGS WERE IMMEDIATELY FORWARDED TO MFG GUIDANCE. FWD SAMPLE OF METAL TO TEST LAB FOR ANALYZE, JUDGEMENT ON WHERE METAL ORIGINATED, METAL WAS FROM AIRFRAME. MFG RECOMMEND FUEL SYS COMPONENTS OF ENGINES DOWNSTREAM OF LOW PRESS FUEL FILTERS INSP AND OR REPAIRED AS NECESSARY.

2005FA0001611

GULSTM

RROYCE

 

ENGINE

MAKING METAL

8/8/2005

GIV  

TAY6118

 

 

 

AN INTERMITTENT FUEL QUANTITY INDICATION DISCREPANCY, IT WAS ALSO ELECTED TO HAVE THE TERMINATING ACTION OF AD COMPLIED WITH BY INCORPORATING SB, (REPLACEMENT OF FUEL TUBES). WHEN REMOVED TUBES FOR REPLACEMENT THEY DISCOVERED SUBSTANTIAL AMOUNTS OF METAL SHAVINGS HAD ACCUMULATED AGAINST THE INLET SCREENS OF HIGH PRESS FUEL PUMPS ON BOTH ENGINES. FINDINGS WERE FWD TO MFG AND SAMPLE TO TEST LAB INDICATED METAL WAS CONSISTENT WITH AIRFRAME. MFG RECOMMEND TO HAVE FUEL SYS COMPONENTS DOWNSTREAM OF LOW PRESSURE FUEL FILTERS INSPECTED AND OR REPAIRED AS NECESSARY. REPAIRED ENGINE AND REINSTALLED. (K)

AMCR200500010

GULSTM

RROYCE

 

SEAL

CHAFED

11/29/2005

GIV  

TAY6118

 

1159SCB2021

CARGO DOOR

CREW NOTED A WHISTLE FROM BAGGAGE DOOR AREA. MAINTENANCE FOUND THE BAGGAGE DOOR SEAL TORN IN THE 12 O'CLOCK POSITION. IT APPEARS THAT THE TOP BAYONET LATCH PLATE ON THE FUSELAGE HAD EXCESS SEALANT ON THE IB SIDE, CAUSING THE DOOR SEAL TO RUB HARD AGAINST IT DURING DOOR CLOSING. DOOR SEAL REPLACED AND EXCESS SEALANT REMOVED FROM BAYONET PLATE. OTHER AIRCRAFT IN FLEET WERE INSPECTED AND NO EXCESS SEALANT WAS FOUND ON THOSE PLATES.

2005FA0001561

GULSTM

RROYCE

 

BLADES

DEBONDED

11/30/2005

GULFSTREAMGV

BR700710A110

 

BRR19918

ENGINE FAN

DURING ROUTINE ENGINE A-CHECK INSPECTION, FOUND 15 OUT OF 24 (CHOCKING PADS) ON BASE OF ENGINE FAN BLADE TO HAVE MIGRATED AFT OF NORMAL POSITION DUE TO DEBONDING OF (CHOCKING PAD). THIS CONDITION WAS CAUSING ABNORMAL ENGINE VIBRATION DURING ENGINE GROUND OPERATIONAL CHECK. THE EMM 72-31-02-300-802 ALLOWS TWO METHODS OF ATTACHING THE (CHOCKING PAD) TO THE FAN BLADE. ONE METHOD IS THE USE OF PERMABOND F241 ADHESIVE. THE SECOND METHOD IS THE USE OF 3M-9473 DOUBLE SIDED TAPE. NONE OF THE (CHOCKING PADS) THAT WERE ATTACHED WITH THE PERMABOND F241 FAILED; ONLY THE (CHOCKING PADS) ATTACHED WITH 3M 9473 DOUBLE SIDED TAPE FAILED.

2005FA0001550

GULSTM

RROYCE

 

COWL DOOR

CRACKED

11/9/2005

GULFSTREAMGV

BR700710A110

 

 

LT NACELLE

DURING ROUTINE INSP, FOUND 25 INCH CRACK, SEVERE DELAMINATION WITHIN THE LT ENG LOWER COWL DOOR. AFFECTED AREA IS LOCATED JUST AFT OF FWD SIDE, BETWEEN THE 4 & 8 O'CLOCK POSITION. INITIAL INSPECTION REVEALS DEBOND ON CARBON FIBER SKIN TO CORE AT 375 SQUARE INCHES. EXTERNAL CARBON FIBER SKIN DEBOUND TO CORE AT 247 SQUARE INCHES. FOUND CRACK AND DELAMINATED AREA TO HAVE MUCH MOISTURE. INSP OF AFFECTED AREA REVEALS NO IN SERVICE DAMAGE NOR WEAR THAT WOULD HAVE ALLOWED MOISTURE TO EGRESS COMPOSITE MATERIAL. CAUSE OF DELAMINATION IS YET TO BE DETERMINED; CAUSE OF MOISTURE EGRESS IS UNKNOWN. FAILURE OF COWL DOOR COULD HAVE CAUSED UNUSUAL FLT CHARACTERISTICS. COMPONENT IS BEING SENT FOR FURTHER INVESTIGATION.

2005FA0001566

GULSTM

RROYCE

 

BLADE

DEBONDED

11/30/2005

GULFSTREAMGV

BR700710A110

 

BRR19918

COMPRESSOR

DURING ROUTINE ENGINE A-CHECK INSPECTION, FOUND 15 OUT OF 24 (CHOCKING PADS) ON BASE OF ENGINE FAN BLADE TO HAVE MIGRATED AFT OF NORMAL POSITION DUE TO DEBONDING OF (CHOCKING PAD). THIS CONDITION WAS CAUSING ABNORMAL ENGINE VIBRATION DURING ENGINE GROUND OPERATIONAL CHECK. THE EMM 72-31-02-300-802 ALLOWS 2 METHODS OF ATTACHING THE (CHOCKING PAD) TO THE FAN BLADE. NR 1 METHOD IS THE USE OF PERMABOND F241 ADHESIVE. NR 2 METHOD IS THE USE OF 3M-9473 DOUBLE SIDED TAPE. NONE OF THE (CHOCKING PADS) THAT WERE ATTACHED WITH THE PERMABOND F241 FAILED; ONLY THE (CHOCKING PADS) ATTACHED WITH 3M 9473 DOUBLE SIDED TAPE FAILED.

CA050913011

HUGHES

 

 

BEARING

UNSERVICEABLE

9/11/2005

369D

 

 

369X795111

P/C ROD END

(CAN) ROD END BEARING WORN BEYOND SERVICEABLE LIMITS PREMATURELY. MANUFACTURER OF RODND BEARING, WARRANTY ON THIS BEARING AND PREVIOUS PREMATURELY WORN BEARINGS REJECTED. SUSPECT SUBSTANDARD PARTS DUE TO HIGH WEAR RATE, CONFIRMED BY OTHER OPERATORS.

CA050913010

HUGHES

ALLSN

 

BEARING

UNSERVICEABLE

7/11/2005

369D

250C20B

 

369X795111

ROD END

(CAN) ROD END BEARING WORN BEYOND SERVICEABLE LIMITS PREMATURELY. MANUFACTURER OF RODEND BEARING. WARRANTY ON THIS BEARING AND PREVIOUS PREMATURELY WORN BEARINGS REJECTED. SUSPECT SUBSTANDARD PARTS DUE TO HIGH WEAR RATE, CONFIRMED BY OTHER OPERATORS.

AUCR200500004

LKHEED

 

 

SPAR CAP

CORRODED

12/1/2005

P3A  

 

 

9010552

RT WING

RT WING UPPER FORWARD SPAR CAP W.S.73 (PREVIOUS PROCESSING BY PARTY UNKNOWN) OF THE FORWARD FLANGE HAS EXCEEDED MAXIMUM NEGLIGIBLE LIMITS FOR DAMAGE LOCATION. DUE TO THE RELATIVE LOCATION OF THE WING ATTACH CORNER FITTING THIS DAMAGE CANNOT BE REPAIRED AND WILL REQUIRE A SPAR CAP INSERTION.

AUCR200500002

LKHEED

 

 

SPAR CAP

CORRODED

12/1/2005

P3A  

 

 

9010622

LT WING

LT WING UPPER REAR SPAR CAP WS178, AT NACELLE AFT ATTACH PLATE. DISSIMILAR METAL CORROSION ATTACK UPPER CROWN AND VERTICAL LEG. CORROSION WAS VISUALLY DETECTED AT DEPOT LEVEL SCHEDULED INSPECTION. CORROSION WAS FOUND TO EXCEED NEGLIGIBLE DAMAGE LIMITS.

AUCR200500003

LKHEED

 

 

SPAR CAP

CORRODED

12/1/2005

P3A  

 

 

9010622

RT WING

RT WING REAR SPAR UPPER CAP WS178 AT NACELLE AFT ATTACH PLATE. DISSIMILAR METAL CORROSION ATTACKING UPPER CROWN AND AND VETICAL LEG OF THE SPAR CAP. CORROSION WAS VISUALLY DETECTED AT SCHEDULED DEPOT LEVEL INSPECTION. CORROSION EXCEEDED MAXIMUM NEGLIGIBLE LIMITS.

AUCR200500001

LKHEED

ALLSN

 

PANEL

CRACKED

12/1/2005

P3A  

T56A10

 

9255011

LT WING

LOCATED LOWER WING PLANK RISER FRACTURE 7 INCHES IN LENGTH LT WING STA. 167. FRACTURE EMANATED ALONG BASE OF RISER EXTENDING IB AND OB SPANWISE. FRACTURE WAS VISUALLY DETECTED DURING SCHEDULED INSPECTION. FRACTURE WAS PROPAGATED BY THE MAIN LANDING GEAR TRUSS RIB ATTACHING STIFFENER AT THE FORWARD SPAR ATTACHMENT. MANUFACTURING PROCESSES ENTAILED THE VERTICAL LEG TO BE CUT BACK AT THE RISER INTERSECTION; FAILURE TO DO SO ENCROACHED THE RISER AT THE VERTICAL STIFFENER PRELOADING THE NR 1 RISER. THIS INCIDENT IS TO BE CONSIDERED AN ISOLATED MFG PROCESS FAILURE. SPECIFICATIONS CLEARLY SHOW THE STIFFENER TO BE TRIMMED AT THE INTERFACE WITH THE RISER.

2005FA0001563

MOONEY

LYC  

 

THROTTLE CABLE

DISCONNECTED

9/8/2005

M20C

O360*

 

 

THROTTLE ARM

PILOT REPORTED THAT ON RUNUP, HE WAS UNABLE TO CONTROL RPM. INVESTIGATION DETRMINED THAT THE THROTTLE CABLE HAD COME DISCONNECTED FROM THE CARBURETOR THROTTLE ARM. BOLT WAS PRESENT, BUT NUT AND COTTER PIN WERE MISSING INSTALLED PROPER HARDWARE AND FUNCTIONAL CHECKED, OK. (K)

CA051128007

NAMER

 

 

ATTACH FITTING

UNKNOWN

11/1/2005

A36AEDMONDSN

 

 

 

WING 

(CAN) COMPLY WITH CF 2005-19, NO CRACKS FOUND. REFER TO FILE FOR COPY OF EMAIL INDICATING COMPLIANCE BY AIRCRAFT OWNER.

CA051128005

NAMER

 

 

ATTACH FITTING

UNKNOWN

11/1/2005

HARVARD*

 

 

 

WING 

(CAN) COMPLY WITH CF 2005-19, NO CRACKS FOUND. REFER TO FILE FOR COPY OF EMAIL INDICATING COMPLIANCE BY AIRCRAFT OWNER.

CA051026006

NAMER

 

 

ATTACH ANGLE

CRACKED

6/23/2005

HARVARD4

 

 

 

WING 

CRACK DETECTION INSPECTION AT WING ATTACHMENT ANGLES ON BOTH WINGS PER AD CF-2005-19. NO CRACK INDICATION WERE DISCOVERED ON THE WING ATTACHMENT ANGLES

CA051128008

NOORDN

 

 

ATTACH FITTING

UNKNOWN

11/1/2005

AT16HARVARD

 

 

 

WING 

(CAN) COMPLY WITH CF 2005-19, NO CRACKS FOUND. REFER TO FILE FOR COPY OF EMAIL INDICATING COMPLIANCE BY AIRCRAFT OWNER.

CA051128006

NOORDN

PWA  

 

ATTACH FITTING

UNKNOWN

11/1/2005

AT16HARVARD

R1340AN1

 

 

WING 

(CAN) COMPLY WITH CF 2005-19, NO CRACKS FOUND. REFER TO FILE FOR COPY OF EMAIL INDICATING COMPLIANCE BY AIRCRAFT OWNER.

2005FA0001588

PIAGIO

PWA  

 

TURBINE WHEEL

DAMAGED

11/30/2005

P180

PT6A66

 

3037313

LT ENGINE

AIRCRAFT WAS CLIMBING FROM 26,000 TO 28,000 WHEN THE PILOT HEARD A LOUD BANG. THE LT ENGINE TEMPERATURE PEGED. THE PILOT IMMEDIATELY PULLED THE LT ENGINE TO FLIGHT IDLE. AFTER LANDING AND SHUTDOWN, VISUAL INSPECTION OF THE LT ENGINE SHOWED SEVERE DAMAGE TO THE TURBINE DISC AND ALL BLADES OF THE LT PROPELLER. (K)

2005FA0001606

PIPER

LYC  

 

DRAG LINK

CRACKED

4/29/2005

PA23160

O320*

 

1904300

LT MLG

DUE TO PREVIOUS FAILURE OF RT DRAG LINK, LT MAIN LANDING GEAR DRAG LINK WAS REMOVED, PAINT STRIPED AND INSPECTED WITH ZYGLOW. A SMALL CRACK WAS NOTED EXTENDING INTO A WELD IN THE SAME AREA THAT THE OTHER (RT MLG LINK) HAD BROKEN. DRAG LINK WAS REPLACED WITH A NEW OEM PART AND GEAR SYSTEM CHECKED FOR RIG AND PROPER OPERATION. THE AC HAD BEEN PAINTED RECEINTLY AND DETECTING A CRACK IN THIS AREA WOULD HAVE BEEN IMPOSSIBLE UNLESS THE LINK WAS STRIPPED AND ZYGLOW INSPECTED. (K)

2005FA0001608

PIPER

LYC  

PIPER

BOLT

BROKEN

5/23/2005

PA23250

TIO540*

 

40233

LINK ASSY

BOLT BROKEN. (K)

2005FA0001600

PIPER

LYC  

 

CABLE

BROKEN

5/23/2005

PA23250

TIO540*

 

3020508

MIXTURE CONTROL

MIXTURE CABLE BROKE AT CONTROL LEVER END. 7 STRAND INNER CABLE PARTED .7500 INCH FROM PUSH/PULL SLIDER CABLE END. CABLE STRANDS APPEAR TO HAVE BEEN BALLONED FROM OVER COMPRESSION, OVER TRAVEL. CABLE PARTED AT ENGINE SHUT DOWN. THE REPLACEMENT CABLE IS PN 454-204 AND MAY AVE BEEN IMPROVED OVER THE ORIGINAL. (K)

2005FA0001601

PIPER

LYC  

PIPER

BOLT

BROKEN

8/18/2005

PA23250

TIO540*

 

402427

LINK 

PN 400-111 BOLT BROKE ON LANDING. BOLT IS IN LINK, PN 16240-5. GEAR FOLDED AFT AND MAIN TIRE RODE ON RT FLAP. (NM01200510571) (K)

2005FA0001535

PIPER

LYC  

 

CAMSHAFT

MAKING METAL

10/17/2005

PA28140

O320E3D

 

LW18837

ENGINE

DURING ANNUAL INSPECTION, FERROUS FLAKES OF METAL WERE FOUND IN OIL FILTER, ALSO, SEVERAL PIECES FOR FERROUS METAL WERE FOUND IN THE FINGER STRAINER. THE OIL FILTER AND THE PIECES FOUND IN THE FINGER STRAINER WERE SENT TO MFG FOR ANALYSIS. IT WAS REPORTED THAT THE FERROUS METAL CAME FROM THE CAMSHAFT AND TAPPET BODIES. THE ENGINE IS BEING REMOVED FOR OVERHAUL, TIME SINCE OVERHAUL IS 2092.9. CAMSHAFT WAS REPLACED AT 1164.4 HRS SINCE OVERHAUL. THE AVERAGE OIL CHANGE INTERVAL SINCE OVERHAUL IS 91 HOURS. RECOMMEND THAT THE 50 HOUR OIL CHANGE INTERVAL RECOMMENDED BY MFG BE STRICTLY ADHERED TO.

2005WP09I021

PIPER

LYC  

 

CYLINDER HEAD

CRACKED

7/18/2005

PA28161

O320D3G

 

 

ENGINE

DURING APPROACH FOR LANDING (TOUCH AND GO'S), ONE OF THE CYLINDER HEADS BLEW OFF AND THERE WAS A SUDDEN REDUCTION OF POWER. THE AIRCRAFT LANDED SAFELY WITHOUT DAMAGE OR INJURIES. THE CYLINDER WAS A NEW PMA CYLINDER WITH APPROX. 1100 HOURS TIME IN SERVICE. THE CAUSE OF THE FAILURE IS CURRENTLY UNDER INVESTIGATION BY THE NTSB.

2005FA0001518

PIPER

LYC  

 

BATTERY

LEAKING

10/31/2005

PA28180

O360*

E01  

MN1300

ELT 

ELT BATTERIES FOUND LEAKING AT ANNUAL INSPECTION. ELT IS MODEL E-01 WHICH USES 8 EA. MN1300 (D) CELL BATTERIES. THE BATTERIES WERE DATED MAR 2010 (DATE OF INSTALLATION UNKNOWN), AND THE ELT WAS LABELED AND MAINTENANCE ENTRIES NOTED FOR (ELT BATTERY DUE JUNE 2005). BATTERY LEAKAGE HAD CONTAMINATED THE ELT CASE AND CAUSED CORROSION OF THE MOUNTING TRAY. THIS WAS THIRD INSTANCE OF DISCOVERING LEAKING BATTERIES IN AN ELT WHERE THE SHELF LIFE DATE PRINTED ON THE BATTERY WAS STILL MANY YEARS INTO THE FUTURE.

2005FA0001549

PIPER

LYC  

ACK  

BATTERY

LEAKING

10/31/2005

PA28180

O360*

E01  

MN1300

ELT 

ELT BATTERIES FOUND LEAKING AT ANNUAL INSPECTION. ELT IS MODEL E-01 WHICH USES 8 EA. MN1300 (D) CELL BATTERIES. THE BATTERIES WERE DATED MAR 2010 (DATE OF INSTALLATION UNKNOWN), AND THE ELT WAS LABELED AND MAINTENANCE ENTRIES NOTED FOR (ELT BATTERY DUE JUNE 2005). BATTERY LEAKAGE HAD CONTAMINATED THE ELT CASE AND CAUSED CORROSION OF THE MOUNTING TRAY. THIS WAS THIRD INSTANCE OF DISCOVERING LEAKING BATTERIES IN AN ELT WHERE THE SHELF LIFE DATE PRINTED ON THE BATTERY WAS STILL MANY YEARS INTO THE FUTURE.

2005FA0001537

PIPER

LYC  

ELECTROSYS

ARMATURE

BROKEN

11/7/2005

PA28181

O360A4A

 

MHB2399S

STARTER

PILOT REPORTED GRINDING NOISE FROM ENGINE COMPARTMENT WHEN STARTER WAS ENGAGED. STARTER WAS REMOVED ARMATURE WAS FOUND WITH 2 SPLINES SHEARED OFF. INTERMEDIATE GEAR WAS MISSING 2 TEETH. CAUSE UNKNOWN. THIS IS THE THIRD ARMATURE IN THE PAST 6 MONTHS WITH THE SAME DEFECT. (K)

2005FA0001605

PIPER

LYC  

 

GEAR

BROKEN

11/29/2005

PA28236

O540J3A5

 

 

MAGNETO

ONE MAGNETO DIST. GEAR HAD 1 TOOTH BROKEN OFF THE OTHER DIST YEAR HAD A 13 TOOTH SECTION BROKEN OFF. SUSPECT THE ONE TOOTH BROKE AND TOOK OUT SECOND GEAR TEETH, LT MAG STOPPED WORKING ON TAKEOFF AND PILOT RETURNED TO AIRPORT. RT MAG WORKED WITH 1 TOOTH MISSING. CARBURETOR MAY HAVE CAUSED BACKFIRE. CARB SENT IN FOR OVERHAUL AND CHECKED FOR LEAN MIXTURE. (K)

2005FA0001617

PIPER

LYC  

PIPER

NUT PLATE

CRACKED

12/16/2005

PA28R200

IO360A1A

 

 

MLG TRUNNION

AFTER REMOVING THE RT FUEL TANK FOR REPAIR, IT WAS DISCOVERED THAT ALL 4 NUTPLATES THAT HOLD THE FWD MLG TRUNNION BOLTS WERE CRACKED. THE LOWER IB NUTPLATE WAS CRACKED VERTICALLY DOWN THE THREADS. THE REMAINING 3 NUTPLATES WERE CRACKED IN THE RIVET TABS. THE AC IS A TRAINING AC THAT SEES ITS SHARE OF HARD LANDINGS. PROBABLE CAUSE IS FATIGUE FROM REPEATED NOT SO SOFT LANDINGS. THE LT FUEL TANK WAS REMOVED AS WELL TO INSPECT THE LT MAIN LANDING GEAR TRUNNION NUTPLATES. NO CRACKS WERE FOUND ON THE LT SIDE. PERIODIC INSPECTIONS MAY BE REQUIRED TO ENSURE THE NUTPLATES ARE SERVICEABLE. (K)

BNG0002

PIPER

 

 

CIRCUIT BREAKER

FAILED

11/6/2005

PA28RT201

 

 

PS5012012

UNKNOWN

CIRCUIT BREAKER FAILED.

2005FA0001540

PIPER

 

 

GEARBOX

FRACTURED

11/21/2005

PA30

 

 

 

MLG 

THE GEARBOX CASTING WHICH SUPPORTS THE MOTOR AND GEARBOX FRACTURED. VISUAL EXAMINATION INDICATES FATIGUE. DUE TO THIS FAILURE, THE LANDING GEAR WOULD NOT EXTEND DURING LANDING.

77865

PIPER

 

HARTZL

FORK

CRACKED

11/2/2005

PA31350

 

HCC4YR2

C4503

PITCH CHANGE

DURING OVERHAUL THE C4503 WAS FOUND TO BE CRACKED AFTER BEING MAGNAFLUXED.

2005FA0001604

PIPER

 

 

CYLINDER

MISMANUFACTURED

12/1/2005

PA31350

 

 

4531405

NLG 

PURCHASED 2 NEW NOSE LANDING GEAR CYLINDER ASSEMBLYS WITH INCORRECTLY MACHINED CENTER BORE. THE BORE OF THE CYLINDERS IS TOO SMALL AT THE TOP WHICH DOESN`T ALLOW UPPER GEARINGS FULL TRAVEL TO TOP OF CYLINDER. THE COULD CAUSE BEARING TO FAM IN BORE AND LANDING GEAR TO MALFUNCTION ON RETRACTION/ EXTENSION. (K)

2005FA0001562

PIPER

LYC  

 

VALVE SEAT

SEPARATED

11/17/2005

PA31350

LTIO540J2BD

 

LW12966

CYLINDER

VALVE SEAT SEPARATED FROM CYLINDER. (K)

CA051005009

PIPER

LYC  

 

ENGINE

MAKING METAL

9/28/2005

PA31350

TIO540J2BD

 

LT10540J2B

RIGHT

(CAN) DURING CLIMB OUT, RT ENG HAD UNCONTROLLABLE PROP FLUCTUATIONS. ENG WAS FEATHERED, AC LANDED WITHOUT INCIDENT. RUN-UP ENG FOR TROUBLESHOOTING. NOTICED LOW OIL PRESS ON RT ENG. PULLED OIL FILTER, FOUND IT WAS FULL OF METAL CONTAMINATION. CREW REPLACED RT ENG, COMPLETED ENG CHANGE. AC HAS NOW HAS BEEN RETURNED TO SERVICE. ENG WAS SENT OUT FOR EXAM FROM OUR ENG SHOP. WHEN ENG TEARDOWN COMES BACK AND REASON FOR FAILURE IS FOUND, WAS ON ON-CONDITION PROGRAM. IT HAD COMPLETED AN EVENT INSP 200 HR VALVE INSP, ON-CONDITION INSP AND ALL WAS FOUND SATISFACTORY. OIL CONSUMPTION WAS GOOD AND WELL WITHIN LIMITS. THE ENGINE WAS RUNNING PERFECT AND HAD NO REPORTED PROBLEMS, SO THE SUDDEN FAILURE WAS UNEXPECTED.

2005FA0001622

PIPER

LYC  

 

DOWNLOCK SWITCH

BROKEN

11/22/2005

PA32RT300

IO540*

 

451848

NLG 

UPON ARRIVING AT DESTINATION GEAR WAS SELECTED DOWN. NOSE GEAR GREEN LIGHT DID NOT ILLUMINATE AND IN TRANSIT LIGHT STAYED ON. INSPECTED AND FOUND NOSE GEAR DOWNLOCK SWITCH ACTUATING ARM BROKEN OFF. DETERMINED CAUSE OF BREAKING WAS TIME IN SERVICE AND WORK HARDING OF METAL ARM, SUGGEST TIME LIMITED INTERVAL FOR REPLACING. (K)

CA051130005

PIPER

PWA  

 

ENGINE

FAILED

11/25/2005

PA42720

PT6A61

 

 

NR 1 

(CAN) NR1 ENGINE THE AUTO FEATHER SYSTEM WAS ARMED FOR TAKEOFF. SHORTLY AFTER TAKEOFF THE PILOT DISARMED THAT AUTO FEATHER SYSTEM. THE AIRCRAFT CONTINUED TO CLIMB OUT. THE PILOT NOTICED PROPELLER RPM SLOWLY DROPPING OFF (SUCH AS PROPELLERS OUT OF SYNC). THE PILOT ADVANCED THE POWER LEVER FOR NR1 ENGINE (LT). THERE WAS NO NOTICEABLE CHANGE TO ENGINE OUT PUT. THE PILOT PROCEEDED TO FEATHER THE PROPELLER AND SHUTDOWN THE ENGINE. ATC WAS CONTACTED. THE AIRCRAFT RETURNED TO THE POINT OF DEPARTURE WITHOUT INCIDENT. UNDER INVESTIGAITON AT THIS TIME.

2005FA0001541

PIPER

LYC  

 

SWITCH

BROKEN

11/17/2005

PA44180

O360*

 

89291004

MLG 

DURING TRAINING TOUCH AND GO THE GEAR FAILED TO RETRACT AFTER TAKEOFF. AIRCRAFT RETURNED TO AIRPORT AND MADE UNEVENTFUL LANDING. MAINTENANCE FOUND THE LT GEAR SWITCH ASSEMBLY HAD 3 BROKEN WIRES AT THE SWITCH. SWITCH WAS REPLACED AND GEAR SWING PERFORMED.

2005FA0001557

RAYTHN

 

 

TUBE

CHAFED

11/9/2005

390  

 

 

3905800370001

HYD SYSTEM

INVESTIGATED HYDRAULIC FLUID LEAKAGE FROM RT ENGINE AREA. FOUND RT ENGINE HYDRAULIC PUMP TO DAMPER TUBING ASSY CHAFED BY ADJACENT CLAMP AND SEEPING FLUID. REPLACED TUBE AND SECURED AS REQUIRED KIT INSTALLED 5.9 HRS PREVIOUS FOR COMPLIANCE WITH AD. (K)

2005FA0001584

RAYTHN

WILINT

 

HOSE

CHAFED

11/21/2005

390  

FJ442A

 

A91941

LT ENG FUEL

DURING INITIAL 200 HOUR INSPECTION FOUND LT ENGINE MOTIVE FLOW FUEL LINE HOSE ASSY CHAFED BY ADJACENT COWL LATCH. REPLACED HOSE ASSY. AND REROUTED, SECURED AS REQUIRED FOR CLEARANCE. AIRCRAFT ABOVE SN RANGE OF AD AND MSB. (K)

CA051124007

SAAB

GE  

 

ENGINE

OVERHEATED

11/16/2005

340B

CT79B

 

CT79B

NR 2 

(CAN) AS THE POWER LEVERS WERE ADVANCED TO 80 PERCENT THE FLIGHT CREW HEARD POPPING NOISES AND THE TAKEOFF WAS REJECTED. THE NR 2 ENGINE OVERHEAT LIGHT WAS ILLUMINATED AND THE ENGINE WAS SHUTDOWN. THIS ENGINE HAS BEEN REMOVED AND RETURNED TO MANUFACTURER FOR EVALUATION AND REPAIR. CAUSE OF OVERHEAT NOT READILY APPARENT.

2005FA0001567

SCWZER

ALLSN

 

BLADES

VIBRATES

11/30/2005

269D

250C20

 

269A1002

MAIN ROTOR

HAVE BEEN EXPERIENCING PROBLEMS KEEPING THE M/R BLADES IN ACCEPTABLE TRACK AND BALANCE ON ALL 333/269D CONFIG A AIRCRAFT THAT WE MAINTAIN. ALSO HAVE BEEN FINDING MUCH MORE RAPID DETERIORATION OF THE M/R DAMPERS, FLAPPING HINGE BEARINGS, AND VERTICAL HINGE BEARINGS COMPARED TO THE PREVIOUS AIRCRAFT WITH THE P/N 269A1185-5 M/R BLADE ASSEMBLIES. THE NEW BLADES WITH THE EXTENDED NOSE SECTION WILL NOT STAY IN TRACK OR BALANCE FOR ANY ADEQUATE PERIOD OF TIME. SUGGEST THAT MFG DESIGN A NEW BLADE WITH A CONSTANT CHORD AND SOON.

CA051022001

SKRSKY

GE  

 

WINDSHIELD

UNSERVICEABLE

10/20/2005

S61N

CT581401

 

S6120612272

COCKPIT

CORNER WINDOW FAILED AFTER LOSING ITS SEAL AND SECURITY OF ATTACHMENT AT THE OVERLAP TO THE GLASS WINDSHIELD. THIS WAS LIKELY CAUSED BY THE SEAL BEING DISRUPTED TWO DAYS EARLIER WITH THE REPLACEMENT OF THE ADJACENT GLASS WINDSHIELD (DUE TO AN OVERHEAT PROBLEM). IT WAS NOTED THAT THE REPLACEMENT CORNER WINDOW HAD A MUCH GREATER OVERLAP WHICH WOULD PROVIDE BETTER SECURITY OF ATTACHMENT.

CA051013004

SKRSKY

PWA  

SKRSKY

CLAMP

MISINSTALLED

9/23/2005

S64E

JFTD12A4A

 

MS173204

NR 2 GENERATOR

(CAN) DURING GROUND RUN PHASE OF MAIN GB REPLACEMENT, NR 2 GEN VESPAL DRIVE SPLINE ADAPT STRIPPED OUT CAUSING GEN TO FALL OFF LINE. GEN WAS REMOVED FROM ACCY GB, DRIVE SPLINE ADAPTOR WAS REPLACED, GEN WAS REINSTALLED, FUNCTION TESTED. AC WAS RETURNED TO SERVICE, APPROX 10 TO 15 MIN INTO AC'S FIRST LOGGING CYCLE, NR 2 GEN FELL OFF LINE. MAINT DISCOVERED NR2 GEN LAYING ON UPPER DECK ATTACHED ONLY BY ELEC WIRES. INSPECT REVEALED NO DAMAGE CAUSED BY GEN DETACHING FROM MNT, DROPPING TO DECK. WITH NO MNTING EQUIP FAILURE, CLAMP THAT SECURES GEN MNTING FLANGE TO ITS MATING ADAPTOR FLANGE ON GB WAS INSTALLED WITHOUT ENSURING COMPLETE ENGAGEMENT WITH BOTH MATING FLANGES. GEN WAS REINSTALLED, AC RETURNED TO SERVICE.

2005FA0001553

SKRSKY

PWA  

 

STATOR

SHEARED

9/14/2005

S64F

JFTD12A4A

 

804581

COMPRESSOR

(REF NR MDR05-080) INSPECTION WAS PERFORMED ON 1ST STAGE STATOR AND SHOWED SIGNS OF FOD. UPON FURTHER INSPECTION IST WAS DETERMINED THAT TWO RIVETS (MFG HEAD) HAD SHEARED ON STIFFENER RING OF THE 1ST STATOR AND WERE INGESTED CAUSING MINOR DAMAGE TO THE LATER STAGES OF THE ENGINE. THE ENGINE WAS FULLY DISASSEMBLED, INSPECTION AND REPAIRED. PARTS THAT WERE REPLACED DUE TO EXCESSIVE DAMAGE ARE AS FOLLOWS; COMP BLADES 2ND STAGE, 5 EACH, 3RD STAGE, 2 EA, 4TH STAGE, 10 EACH, 5TH STAGE, 4 EACH, 7TH STAGE, 8EA, 9TH STAGE, 6 EA, COMP STATORS 1ST, 3RD, 4TH, 7TH, AND 8TH. PROBABLE CAUSE UNKNOWN. RECOMMENDATIONS TO PREVENT RECURRENCE: CONTINUE TO PERFORM 100 PERCENT RIVET REPLACEMENT TO ALL STATORS AT OVERHAUL. (K)

CA051017013

SNIAS

TMECA

 

COUPLING

DAMAGED

10/16/2005

AS332L

MAKILA1A

 

19E2268A

ENG/ROTOR

AFTER LAST FLIGHT OF THE DAY, ENGINEERING REVIEWED THE HUMS DATA AND NOTICED A SPIKE IN THE SHAFT INFORMATION. THE A/C ENGINE WAS REMOVED THE SHAFT REMOVED FROM THE ENGINE AND INSPECTED, AND A CRACK WAS DISCOVERED IN BETWEEN THE TWO FRANGIBLE DISCS. ANOTHER SHAFT WAS INSTALLED AND ALL NECESSARY GROUND RUNS AND VIBRATION CHECK WERE CARRIED OUT SATISFACTORY. A/C WAS RETURNED TO SERVICE.

CA050923011

SNIAS

TMECA

 

FLOAT

ACTIVATED

9/22/2005

AS350B3

ARRIEL2B

2033931

2033931

EMERGENCY FLOATS

HAD JUST FINISHED TRACING, BALANCING AC, BEGAN REMOVING BALANCING EQUIP. A/C READY DEPARTURE, LT SIDE EMERGENCY FLOAT INFLATED. AC HAD JUST COMPLETED TRANSMISSION CHANGE, ENGINE REMOVAL/REPAIR/REISTALLATION. DURING MAINT, EMERGENCY FLOATS SAFETY PINS WERE INSTALLED. UPON COMPLETEING MAINT, PINS WERE REMOVED AND SYS ARMED. IMPORTANT TO NOTE THAT SPACE TO INSERT, REMOVE SYS SAFETY PINS IS SMALL. ACTUATION CABLE MAY HAVE BEEN BUMPED UPON REMOVAL. DUE TO THE DESIGN OF SYS, (BUMP) WOULD USUALLY ACTUATE BOTTLE IMMEDIATELY. FACTORY HAS BEEN NOTIFIED, WILL CHECK VALVE CAREFULLY. FLOAT BOTTLES/VALVES HAD 7 MONTHS TO GO BEFORE THEY WERE DUE FOR A 36 MONTH OH. SYS IS PRESENTLY DISABLED PENDING REPORT.

CA051017012

SNIAS

TMECA

 

BRUSHES

BROKEN

10/17/2005

AS350BA

ARRIEL1B

 

150SG100920XL2

STARTER GEN

UPON BRUSH INSPECTION IT WAS FOUND THAT ONE OF THE BRUSHES HAD A BROKEN RIVET. THE RIVET HOLDS THE WIRE BRAIDING TO THE BRUSH. WHEN THE BRUSH WAS PULLED OUT, THE RIVET FELL OUT ALONG WITH THE METAL TANG. UP TO THIS POINT THE STARTER GENERATOR HAD BEEN WORKING NORMALLY.

END OF REPORTS