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

342

bald eagle watching over three eggs

JANUARY

2007

 


CONTENTS

AIRPLANES

AVIAT......................................................................................................................................... 1

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

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

CHAMPION................................................................................................................................ 5

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

ROCKWELL............................................................................................................................... 9

HELICOPTERS

HILLER...................................................................................................................................... 11

SIKORSKY............................................................................................................................... 12

POWERPLANTS

SUPERIOR AIR......................................................................................................................... 13

AIR NOTES

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

IF YOU WANT TO CONTACT US......................................................................................... 16

AVIATION SERVICE DIFFICULTY REPORTS...................................................................... 16

 


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

AVIAT

Aviat: A1; Blocked Fuel Vent Lines; ATA 2810

An unidentified submitter writes, “Both fuel vent lines (were found) blocked by ice. The engine stopped during taxi to the runway.” The writer notes the preflight check list does include confirming these vent lines are free of obstructions, but suggests there should be more emphasis placed on this ‘before flight’ inspection criterion. (P/N’s were not included with this report, but this particular vent line is described as the one routed from the tank out to the wingtip.)

Part Total Time: (unknown).

 

BEECH

Beech: C90; Flap Rib & Bearing Damage; ATA 5753

A mechanic describes a flap problem on this Raytheon King Air. “(The left flap’s aft roller bearings...) have very little side clearance between the bearing and the flap’s rib. As the bearing wears, side play increases to the point where the bearing flange contacts the rib. Raytheon has not provided any chafe protection on this side of the bearing, therefore, the bearing begins to cut into the rib as it rolls fore and aft. A small, thin Teflon washer would prevent contact and allow bearing wear to be detected before damage occurs (RBC Bearing P/N: BC-56985).”


 

Five black and white views. In one photo showing various angles of the described bearing and associated flap damage.

 

Part Total Time: (unknown).

 


CESSNA

Cessna: 172RG; Cracked, L/H Landing Gear Actuator; ATA 3233

Two technicians from a repair station co-authored this discrepancy. “During flight, the L/H main landing gear failed to extend, but trailed—seemingly disconnected from the hydraulic system. The pilot was able to rock (this L/H gear) into the down and locked position and make a safe landing. Upon inspection it was determined that the (P/N 1281001-3) actuator body had cracked clear through the forward attach hole and half-way through the aft attach hole. (This) caused the actuator to separate when hydraulic pressure was applied, separating the piston gear shaft (P/N 9882004-1) from the sector gear (P/N 9882002-2) mounted to the pivot. The actuator’s attach bolts were found tight and their safety wire undisturbed. The actuator body was replaced with a new part (P/N 1281001-6). The actuator was resealed, reassembled, reinstalled and torqued per the 172RG Service Manual. (We) performed a hydraulic pressure switch check (same ref.) and found the pressure to be within limits.

“Damage to the actuator body is unrelated to the condition addressed in Cessna (bulletin) SEB01-2. (We) suspect failure of the actuator body may be attributed to shear stress on (its) attach bolt holes due to the high number of gear cycles over the life of the aircraft. Inspection of the R/H gear actuator body yielded no cracks or defects.” (This actuator assembly, P/N 9882015-2, is located under the floor beneath the cabin’s back seat. A search of the FAA Service Difficulty Reporting System data base reflects 20 entries for this same part number since 1995.)

 


 

A closeup view of the cracked actuator housing.

 

(Thanks for the great picture! So...where are these cracks you’ve been talking about? Ed.)

Part Total Time: 7,005.9 hours.

 


CHAMPION

Champion: 7ECA; Cracked Wing Spar; ATA 5711

A repair station technician writes, “A required inspection of wooden wing spars in accordance with AD 2000-25-02 revealed a compression crack in the left wing forward spar at the top, O/B of the wing-strut attach doubler plate.” (The part number listed is 5-271L.)

 

A closeup view of the cracked wooden spar.

 

Part Total Time: 2,573.1 hours.

 

PIPER

Piper: PA17; Corroded Bungee Struts; ATA 3210

“While changing shock chords on this aircraft,” says a mechanic, “I noticed a discoloration of the inner strut tube (P/N 11804-00), so I removed it from the outer tube (P/N 11803-00). One of the inner strut tubes was corroded (through) approximately 50 per cent of its circumference. The other inner strut tube had multiple corrosion holes through all of the metal. Both short (outer) tubes showed oval elongation at the ends, indicating flexing/bending of the assembly during landing and takeoff. I believe only the relatively new bungee kept this gear from final failure and a resultant ground loop.


“The bungee chords, when installed, cover this area and also (usually) have a cloth or aluminum fairing over them. Detection of this requires removal of the fairings at a minimum, and removal of the bungee to clearly see the outer tube’s circumference. To inspect the area that failed it is necessary to disassemble the unit (P/N 11805-00) and view the inner piece (P/N 11804-00) and outer piece (P/N 11803-00) separately.

“I would recommend whenever bungee (cords) are changed, the pieces (described) should be removed from the aircraft, disassembled, and inspected for corrosion.”

 

Four views of the tubular bungee shock tubes and the corrosion damage.

 

(Thank-you for the admonition and pictures. Should this editor ever finish his “garage queen,” he too will have similar, rubber-band concerns.)

 

Piper: PA28-140; Worn Landing Gear Mount Holes; ATA 3211

A Designated Airworthiness Representative (DAR) for a repair station describes the following defect. “During an annual inspection of the L/H main landing gear cylinder assembly (P/N 65319-04), it was found to be loose in the main wing spar. The L/H main landing gear was removed for further inspection of the main wing spar assembly’s gear attaching bolt holes and attach points. Close inspection of the wing spar showed the lower four bolt holes had been elongated. The holes in the landing gear cylinder were also found to be elongated. (Apparently, all the bolts were ‘shanked-out,’ leaving the assembly loose for some time.) The aircraft wing spar was repaired. The L/H main landing gear cylinder was replaced with a later model cylinder assembly from Piper since the original part was no longer available. (I) recommend close inspection of landing gear attach points during all inspections.”


 

Catalog exploded parts drawing showing the relationship of the main gear to the wing.


 

Catalog exploded parts drawing showing the relationship of the main gear to the wing.

 

Catalog exploded parts drawing of the wing spar assembly.

 


 

Closeup drawing of the spar showing gear mount holes.

 

A search of the FAA Service Difficulty Reporting System data base returns 57 entries on the base number since 1991, and 22 entries most specific to the full part number since 1995. Thanks Richard, for this thorough report—and your fax help!)

Part Total Time: 3,501.06 hours.

 

ROCKWELL

Rockwell: 695A; Steering Actuator Bolt Failure; ATA 3251

Another repair station submission reads, “During landing gear extension (while on approach) the gear in transit light remained on, and the nose landing gear did not indicate down and locked. Initial fly-bys indicated the nose landing gear to be only partially extended. After recycling the gear several times, a “clunk” was heard and the nose landing gear extended. Inspection revealed the four AN3 bolts (used to secure the hydraulic steering actuator to the nose landing gear oleo strut) sheared, resulting in the steering actuator hanging only by its hydraulic lines. The unsecured steering actuator had possibly jammed between the nose landing gear strut and the radome, preventing full extension of the nose landing gear. Some radome damage was evident, though no other damage has been found.

“The four broken AN3H11A bolts can be damaged by exceeding the nose landing gear turn limits during towing. It is suspected the bolts were weakened by excessive turning (while towing) sometime in the past, and failed during this flight.”


 

Catalog exploded parts drawing of the nose gear assembly.

Part Total Time: 3,934.0 hours.

 


HELICOPTERS

HILLER

Hiller: UH-12E; Main Rotor Hub Cracked; ATA 6220

A helicopter operation submits a defect report for their aircraft’s cracked rotor hub (P/N 51437-11); unfortunately, no description or dimensions were provided. What is interesting is an ongoing AD issued 34 years ago providing for recurrent, dye-penetrant inspections of this hub every 50 hours—the directive is still fulfilling its safety function (scanned copy follows). The rotor hub had been overhauled 264.5 hours prior to the crack’s discovery, 108.5 hours short of its 2,500 hour service life. The only thing missing from this success story is photographs and much needed historical commentary—maybe next time?

 

Airworthiness Directive


 

Airworthiness Directive

 

(A search of the FAA Service Difficulty Reporting System data base records six entries for cracked rotor heads. This AD has been compressed in format and provided by the editor for reference.)

Part Total Time: 2,391.5 hours.

 

SIKORSKY

Sikorsky: S-76B; Defective Fire Sensor; ATA 2612

A technician says this aircraft was returning from a hospital with an onboard patient “...when the number one engine fire warning system was activated. The pilot reported the warning lights, horn, and ‘T’ handles illuminated with the fire warning indication. The warning stayed on for approximately 30 seconds and then went out. After a short period of time, the warning came back. The pilot declared and emergency...” “...and proceeded to the airport. (Meanwhile), the warning system went out and came back on two additional times. The engine power was reduced to idle and then was secured using the fire ‘T’ handle. When the aircraft was insight of air-traffic controllers, (they) reported no visible smoke trailing the aircraft. The pilot continued on and made an emergency, single engine landing without incident.” No evidence of a fire was found, and subsequent troubleshooting revealed a defective fire warning sensor, P/N 6143-473205.

Part Total Time: (unknown).

 


POWERPLANTS

SUPERIOR AIR

Superior Air: Cylinders; Blown Cylinder Heads; ATA 8530

(Not exclusive to this make/model, the following truncated report references a Cessna U206 sporting a continental IO-520.)

“Both cylinders (P/N SA52000-A20P) failed at take-off power settings within two hours of each other,” states this mechanic. “Failure consisted of complete separation of the head from the barrel, causing (additional) damage to the baffling and exhaust collector. (It also) severed the fuel injector line.”

(The following two pictures have been vertically compressed to save space.)

 

Picture of the cracked cylinder head while still in the aircraft.


 

An inside view of the blown head.

 

(A search of the FAA Service Difficulty Reporting System data base records totals 32 entries since year 2000 for this exact part number.)

Part Total Time: 616.0 hours.

 

AIR NOTES

INTERNET SERVICE DIFFICULTY REPORTING (iSDR) WEB SITE

The Federal Aviation Administration (FAA) Internet Service Difficulty Reporting (iSDR) web site is the front-end for the Service Difficulty Reporting System (SDRS) data base that is maintained by the Aviation Data Systems Branch, AFS-620, in Oklahoma City, Oklahoma. The iSDR web site supports the Flight Standards Service (AFS), Service Difficulty Program by providing the aviation community with a voluntary and electronic means to conveniently submit in-service reports of failures, malfunctions, or defects on aeronautical products. The objective of the Service Difficulty Program is to achieve prompt correction of conditions adversely affecting continued airworthiness of aeronautical products. To accomplish this, 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/ .


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

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

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

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

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

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

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

The SDRS and iSDR web site point of contact is:

Tom Marcotte
Service Difficulty Reporting System, Program Manager
Aviation Data Systems Branch, AFS-620
P.O. Box 25082
Oklahoma City, OK 73125
Telephone: (405) 954-6500
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

2006FA0001119

 

 

 

MAGNETO

FAILED

10/20/2006

 

 

 

6324 

ENGINE

MAGNETO IS DEAD. (K)

CA061106012

 

 

 

SEAL

INCORRECT

10/13/2006

 

 

 

163356

BLADE ROOTS

(CAN) PROPELLER WAS FACTORY ASSEMBLE WITH INCORRECT BLADE SEALS ON ALL 3 BLADES. P/N 1633-56 SHOULD HAVE BEEN INSTALL BUT SEALS FOR A NON-OIL FILLED HUB WERE FOUND INSTALLED INSTEAD. THIS WAS A WARRANTY REPAIR.

CA061030004

 

 

JET  

SPRING

FAILED

10/6/2006

 

 

 

568195301

VERTICAL GYRO

(CAN) AT PREVIOUS REPAIR UNIT WAS ASSEMBLED WITH A SHOP FABRICATED PRELOAD SPRING OF LARGED DIAMETER AND HIGHER PRESSURE RATE PRELOAD SPRING SHOULD HAVE BEEN REMOVED WHEN MOD 5 INCORPORATED (TC NR 20061030004)

2006FA0001080

 

 

 

CONTROL VALVE

DEFECTIVE

10/16/2006

 

 

 

790231509

T/E FLAP

PART HAD OVERHAULED TAG INSTALLED SEPT 2004. THE PART WAS INSTALLED ON A COMMANDER AND STILL HAD THE SAME PROBLEM OF DROOPING FLAPS. WE SENT THE UNIT BACK AND THEY SAID IT NEEDED REPAIRED AND ADDITIONAL SERVICED PERFORMED. THE UNIT WAS SENT BACK TO US JULY 2005 AND THE INSTALLED ON ANOTHER AIRCRAFT IN JULY 2006 AND THE SAME PROBLEM OCCURRED WE HAD ON THE PREVIOUS AC. THIS UNIT WAS NOT ON THE AIRCRAFT LONG ENOUGH TO DO ANY KIND OF DAMAGE. WE RAN THE FLAP SYSTEM 1 TIME AND STILL SAME PROBLEM. WE SENT THE PART BACK AGAIN AND THEY SAID IT NEEDED OVERHAULED THIS TIME. WE INSTALLED A NEW FLAP VALVE ON THE AIRCRAFT AND THE PROBLEM IS GONE. (K)

2006FA0001123

 

 

 

CYLINDER

MISMANUFACTURED

11/14/2006

 

 

 

EC636122ST

ENGINE

INSTALLED CYLINDER ASSEMBLY ON NEWLY OVERHAULED ENGINE. DISCOVERED OIL LEAKING AROUND CYLINDER BASE DURING TEST CELL RUN. REMOVED CYLINDER AND DETERMINED THAT THE CYLINDER BASE IS NOT PROPERLY MACHINED. THERE IS NO RADIUS AT THE AREA WHERE THE O-RING SEAL IS TO SEAT. THIS DOES NOT ALLOW THE O-RING TO PROPERLY SEAL AGAINST THE CRANKCASE. USED RADIUS GAUGES AND OTHER CYLINDERS TO COMPARE AND MAKE THE DETERMINATION THAT THERE WAS A PROBLEM WITH THE CYLINDER. (K)

2006FA0001120

 

 

 

STARTER

FAILED

11/10/2006

 

 

 

PM2401

ENGINE

STARTER SPINS, BENDIX DOES NOT ENGAGE RING GEAR. (K)

2006FA0001122

 

 

 

CYLINDER

MISMANUFACTURED

11/14/2006

 

 

 

EC636122ST

ENGINE

INSTALLED CYLINDER ASSEMBLE ON NEWLY OVERHAULED ENGINE. DISCOVERED OIL LEAKING AROUND CYLINDER BASE DURING TEST CELL RUN. REMOVED CYLINDER AND DETERMINED THAT THE CYLINDER BASE IS NOT PROPERLY MACHINED. THERE IS NO RADIUS AT THE AREA WHERE THE O-RING SEAL IS TO SEAT. THIS DOES NOT ALLOW THE O-RING TO PROPERLY SEAL AGAINST THE CRANKCASE. USED RADIUS GAUGES AND OTHER CYLINDERS TO COMPARE AND MAKE THE DETERMINATION THAT THERE WAS A PROBLEM WITH THE CYLINDER. (K)

2006FA0001124

 

 

 

CYLINDER

MISMANUFACTURED

11/14/2006

 

 

 

EC636122ST

ENGINE

INSTALLED CYLINDER ASSEMBLY ON NEWLY OVERHAULED ENGINE. DISCOVERED OIL LEAKING AROUND CYLINDER BASE DURING TEST CELL RUN. REMOVED CYLINDER AND DETERMINED THAT THE CYLINDER BASE IS NOT PROPERLY MACHINED. THERE IS NO RADIUS AT THE AREA WHERE THE O-RING SEAL IS TO SEAT. THIS DOES NOT ALLOW THE O-RING TO PROPERLY SEAL AGAINST THE CRANKCASE. USED RADIUS GAUGES AND OTHER CYLINDERS TO COMPARE AND MAKE THE DETERMINATION THAT THERE WAS A PROBLEM WITH THE CYLINDER. (K)

2006FA0001121

 

 

 

STARTER

MALFUNCTIONED

11/10/2006

 

 

 

ES6462382

ENGINE

STARTER WILL NOT DISENGAGE. (K)

CA060824002

 

 

 

RETAINING RING

CRACKED

8/21/2006

 

 

 

50140251

MAIN WHEEL

(CAN) DURING SHOP VISIT AND UPON DISASSEMBLY FOR TIRE REPLACEMENT, RETAINING RING FOR THE OUTER WHEEL HALF FOUND SPLIT AXIAL APPROXIMATELY 60 PERCENT OF ITS CIRCUMFERENCE. (TC NR 20060824002)

QKPR06002

 

 

HONEYWELL

FCU  

LEAKING

9/12/2006

 

 

GTCP36150RR

38828406

ENGINE

FUEL PRESSURE IN THE DIFFERENTIAL PRESSURE VALVE IS CAUSING SEVERE PITTING INSIDE THE FCU HOUSING. THIS PITTING EVENTUALLY BECOMES A PIN HOLE IN THE HOUSING. THIS PIN HOLE ALLOWS A STREAM OF FUEL, AT IDLE AND WHEN PRESSURE IS APPLIED, TO EXIT THE FCU. POTENTIALLY, IF THIS PROBLEM IS NOT CORRECTED IT COULD CREATE A FIRE HAZZARD.

QKPR06001

 

 

HONEYWELL

FCU  

LEAKING

9/12/2006

 

 

GTCP36150RR

38828406

ENGINE

FUEL PRESSURE IN THE DIFFERENTIAL PRESSURE VALVE IS CAUSING SEVERE PITTING INSIDE THE FCU HOUSING. THIS PITTING EVENTUALLY BECOMES A PIN HOLE IN THE HOUSING. THIS PIN HOLE ALLOWS A STREAM OF FUEL, AT IDLE AND WHEN PRESSURE IS APPLIED, TO EXIT THE FCU. POTENTIALLY, IF THIS PROBLEM IS NOT CORRECTED IT COULD CREATE A FIRE HAZZARD.

QKPR06003

 

 

HONEYWELL

FCU  

LEAKING

6/29/2006

 

 

GTCP36150RR

38828406

ENGINE

FUEL PRESSURE IN THE DIFFERENTIAL PRESSURE VALVE IS CAUSING SEVERE PITTING INSIDE THE FCU HOUSING. THIS PITTING EVENTUALLY BECOMES A PIN HOLE IN THE HOUSING. THIS PIN HOLE ALLOWS A STREAM OF FUEL, AT IDLE AND WHEN PRESSURE IS APPLIED, TO EXIT THE FCU. POTENTIALLY, IF THIS PROBLEM IS NOT CORRECTED, IT COULD CREATE A FIRE HAZZARD. ORIGINAL DIFFICULTY DATE 6/29/01.

CA061115002

 

GARRTT

 

CSD  

MAKING METAL

6/16/2006

 

TFE731*

 

8210263

PROPELLER

(CAN) S/N 2479220 UNIT OVERHAULED AT MFG. UNIT WAS INSTALLED ON ENGINE IN A TEST CELL AND WAS RETURNED WITH TSO: 0.0 AND REPORTED SNAG OF RESET PRESSURE TOO LOW, PART REJECTED. AFTER DISASSEMBLY AT OUR FACILITY IT WAS NOTICED THAT THE INTERNAL SHAFT ASSEMBLY WAS SCORING THE HOUSING, MAKING METAL AND PROGRESSING TOWARD SEIZURE AND POSSIBLE SHAFT SHEARING. ALTHOUGH THE CAUSE HAS NOT BEEN DETERMINED, OIL STARVATION IS SUSPECTED. UNIT HAS BEEN SENT TO (OEM) FOR A LABORATORY INVESTIGATION TO DETERMINE THE FAILURE ROOT CAUSE. RESULTS OF THE INVESTIGATION WILL FOLLOW. (TC NR 20061115002)

CA061102005

 

GARRTT

 

FIREWALL

CRACKED

11/2/2006

 

TPE3315251K

 

K6600013

NACELLE

(CAN) CRACKS FOUND IN FIREWALL ASSEMBLY WHILE DOING SB 217. (TC# 20061102005)

CA061019012

 

LYC  

PREAIR

FLOAT

UNSERVICEABLE

8/21/2006

 

O320*

 

30804

CARBURETOR

(CAN) THE CARBURETOR WAS DISASSEMBLED INSPECTED AND THE FLOAT ASSY HAD GAS IN .5 OF THE FLOAT. FLOAT HAD NO APPARENT HOLES OR CRACKS AS FLUID WAS INSIDE AND WOULD NOT DRAIN OUT. (TC NR 20061019012)

CA061005001

 

PWA  

 

LINE

DAMAGED

10/5/2006

 

JT15D4

 

 

ANTI ICE SYS

(CAN) SEE REPORT ATTACHED GAS GENERATOR DISPLAYED VISIBLE SIGNS OF COKED OIL ON THE EXTERNAL CASING. ENGINE OIL LEAK WAS CAUSED BY ANTI-ICING STEEL TUBE DEBONDING FROM THE INTERMEDIATE CASE CASTING AT THE STEEL TAB USED TO LOCATE THE TUBE DURING THE CASTING PROCESS. THE TAB PROTRUDES INTO THE OIL TANK AND IF DEBONDED CAN CAUSE OIL LEAKAGE. ENGINEERING REPORT ATTACHED TO THIS SDR. (TC NR 20061005001)

CA060929005

 

PWA  

 

DUCT

DAMAGED

9/28/2006

 

PT6A34

 

310926302

ENGINE

(CAN) WHILE PERFORMING A BOROSCOPE INSPECTION DURING A REGULARLY SCHEDULED FUEL NOZZLE CHANGE, DAMAGE WAS FOUND ON THE LARGE EXIT DUCT. THE (LED) WAS CHANGED AND UPON CLOSER INSPECTION IT WAS FOUND THAT A LARGE HOLE HAD BEEN BURNED THROUGH ONE LAYER OF THE DUCT AND CRACKS HAD FORMED IN THE SECOND LAYER. THE ENGINE HAD OF 3034.6 TSN HOURS AND 6819 CYCLES. THIS WAS THE THIRD (LED) THAT THIS OPERATOR HAS HAD PROBLEMS WITH. IT IS SUSPECTED THAT EITHER A BAD FUEL NOZZLE (NOZZLES HAVE BEEN SENT OUT FOR TESTING) OR MATERIAL DEFECT CAUSED THE FAILURE. (TC NR 20060929005)

CA061124001

 

PWA  

 

COMPRESSOR

DAMAGED

11/23/2006

 

PT6A34

 

 

ENGINE

(CAN) ENGINE TEARDOWN RELATED TO AN IFSD AND A POSSIBLE COMPRESSOR FAILURE. TEARDOWN NOT YET CONCLUSIVE. IT WAS NOT A COMPRESSOR FAILURE BUT APPEARS TO BE FAILURE OF ONE OR MORE CT BLADES AND THEN CAUSED A STRUCTURAL FAILURE OF THE GAS GENERATOR CASE, WHICH THEN RESULTED IN COMPRESSOR DAMAGE. COMPRESSOR ROTOR WAS LOCKED UP BUT THE PT ROTOR WAS FREE TO ROTOATE. IT APPEARS TO BE UNECONOMICAL TO REPAIR THIS ENGINE. (TC# 20061124001)

CA061123003

 

PWA  

 

IMPELLER

CRACKED

11/23/2006

 

PT6A50

 

 

ENGINE

(CAN) "IMPACT DAMAGE AND A CRACKED IMPELLER". A CRACK IN THE OUTER IMPELLER WAS FOUND. (TC# 20061123003)

CA061123002

 

PWA  

 

ENGINE

MAKING METAL

11/23/2006

 

PW121

 

PW121

 

(CAN) METAL CONTAMINATION OF TURBOMACHINE OIL SYSTEMS DETECTED VIA TREND MONITORING ANALYSIS.

CA061122004

 

PWA  

 

GAS GENERATOR

CRACKED

11/22/2006

 

PW123D

 

 

ENGINE

(CAN) SEE REPORT ATTACHED REGARDING SMOKE IN THE EXHAUST DURING ENGINE SHUTDOWN. ENGINE S/N AG0060 DISASSEMBLY OF ENGINE REVEALED LARGE AMOUNT OF COKED OIL IN THE TURBINE SUPPORT CASE (NR 5 BEARING VENT TUBE AREA), WHICH IS TYPICALLY INDICATIVE OF CRACKS IN THE NR 5 BEARING SUPPORT AREA OF THE GAS GENERATOR CASE. OIL FROM THESE CRACKS CONTAMINATED THE P3 AIR SYSTEM. (TC# 20061122004)

2006FA0001154

 

RROYCE

 

DISC

WORN

11/13/2006

 

RB211524G19

 

RB211524G19

ENGINE

(REF NR: MDR/004/06) STRIP EXAMINATION REVEALED HEAVY RUBS TO THE LP1 TURBINE DISC AND TO THE LP1 AND LP2 TURBINE BLADES. INITIAL EXAMINATION HAS FAILED TO IDENTIFY THE CAUSE OF THE BLADE AND DISC CONTACT ALL SETTINGS APPEARING NORMAL A REVIEW OF SERVICE OPERATION HAS FAILED TO IDENTIFY ANY INCREASE IN VIBRATION IN SERVICE. (K)

CA061103009

AEROSP

PWA  

 

ENGINE

FAILED

10/5/2006

ATR42*

PW120

 

 

 

(CAN) ON TAKEOFF ENGINE POWER REDUCED UNCOMMANDED FOLLOWED BY SMOKE IN THE CABIN AIR. THE ENGINE WAS SHUTDOWN IN FLIGHT AND THE AIRCRAFT DIVERTED TO POINT OF DEPARTURE. SUBSEQUENT INSPECTION FOUND THE PROPELLER SEIZED AND METAL DEBRIS IN THE ENGINE CASES. MFG WILL INVESTIGATE THE EVENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED. (TC NR 20061103009)

CA061103006

AEROSP

PWA  

 

TUBE

CRACKED

8/10/2006

ATR42*

PW121

 

 

OIL TRANFER

(CAN) FOLLOWING TAKEOFF ENGINE SPEEDS REDUCED UNCOMMANDED AND AN ENGINE FIRE WARNING ACTIVATED. THE ENGINE WAS SHUTDOWN IN FLIGHT. SUBSEQUENT INSPECTION FOUND THE PROPELLER DIFFICULT TO ROTATE, EVIDENCE OF OVER-HEATING ON THE GAS GENERATOR CASE, AND A FRACTURED OIL TRANSFER TUBE. MFG WILL INVESTIGATE THE INCIDENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED. (TC NR 20061103006)

CA061013001

AEROSP

PWA  

 

DUCT SEAL

LEAKING

10/10/2006

ATR42300

PW120

 

690200

BLEED AIR SYS

(CAN) ENROUTE THE CREW OBSERVED A BLEED AIR LEAK WARNING. THE AIRCRAFT RETURNED TO POINT OF DEPARTURE AND LANDED WITH NO FURTHER PROBLEM. MAINTENANCE DETERMINED THAT A BLEED AIR SYSTEM DUCT SEAL HAD FAILED. THE AIRCRAFT IS AWAITING PARTS. (TC NR 20061013001)

CA061002010

AEROSP

PWA  

 

CONNECTOR

BURNED

9/28/2006

ATR42300

PW120

 

E0052R22B55SNE

ELECTRICAL PWR

(CAN) CONNECTOR WAS SHORTING ACROSS INSULATING MATERIAL. PROBLEM WAS BETWEEN ADJACENT PIN CONTACTS. MATING CONNECTOR 704VC WAS UNHARMED. BURNED CONTACTS HAD LOTS OF BLACK CARBON ON THEM. (TC NR 20061002010)

CA061003003

AEROSP

PWA  

 

BRUSH BLOCK

UNKNOWN

9/28/2006

ATR42300

PW120

 

 

PROPELLER

(CAN) DURING CLIMB AFTER DEPARTURE THE CREW OBSERVED AN ANTI-ICE FAULT ON NR 1 POSITION. THE AIRCRAFT RETURNED TO POINT OF DEPARTURE. MAINTENANCE REPLACED THE BRUSHES ON NR 1 BRUSH BLOCK AND THE AIRCRAFT WAS RETURNED TO SERVICE. (TC NR 20061003003)

CA061120008

AEROSP

PWA  

HAMSTD

SPACER

TORN

11/17/2006

ATR42300

PW120

 

78229911

PROPELLER

(CAN) PROPELLER BLADE INSPECTED AND FOUND TIGHT IN HUB. INVESTIGATION REVEALED PROP BLADE SPACER HAD FAILED. PROP BLADE REMOVED AND NEW SPACER INSTALLED. PROP BLADE REINSTALLED AND GROUND RUN CHECKED SERVICEABLE.

CA061106006

AEROSP

PWA  

 

ENGINE

FAILED

11/1/2006

ATR42300

PW120

 

 

 

(CAN) IN CRUISE THE ENGINE EMITTED A LOUD NOISE AND ENGINE ITT TEMPERATURE WAS SEEN TO INCREASE. POST-FLIGHT INSPECTION FOUND THE PROPELLER COULD NOT BE ROTATED. P&WC WILL INVESTIGATE THE INCIDENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED.

CA061116004

AEROSP

PWA  

 

CABLE

ARCED

11/10/2006

ATR42300

PW120

 

 

DC GENERATOR

(CAN) ON START UP THE NR 2 STARTER GENERATOR `PLUS` CABLE ARCED THROUGH A FEW INCHES FROM THE CONNECTION AT THE STARTER.THE CABLE WAS COMPLETELY SEVERED AND THE ADJACENT CONDUCTORS WERE DAMAGED. THE NR 2 GENERATOR, AFFECTED CONDUCTORS AND THE INVERTER WERE REPLACED AND THE AIRCRAFT RETURNED TO BASE WHERE ADDITION ASSESSMENT IS ON GOING.

CA061106003

AEROSP

PWA  

 

ENGINE

SHUTDOWN

10/15/2006

ATR42300

PW120

 

 

 

(CAN) THE ENGINE WAS REPORTED TO HAVE EXPERIENCED THREE INCIDNETS OF TORQUE FLUCTUATION RESULTING IN EITHER PROPELLER FEATHERING OR IN-FLIGHT SHUT-DOWN BETWEEN OCTOBER 15TH AND 17TH. THE ENGINE FUEL SYSTEM COMPONENTS WERE SUBSEQUENTLY REMOVED FOR INVESTIGATION. P&WC WILL MONITOR THE INVESTIGATION AND ADVISE OF ROOT CAUSE ONCE DETERMINED. (TC# 20061106003)

CA061006007

AEROSP

PWA  

 

PRECOOLER

UNKNOWN

8/24/2006

ATR72

PW124B

 

 

ENGINE

(CAN) THE ENGINE LOW OIL PRESSURE WARNING ACTIVATED DURING A FLIGHT TEST. THE ENGINE WAS SHUTDOWN IN FLIGHT. THE FUEL-COOLED-OIL-COOLER AND FUEL HEATER WERE SUBSEQUENTLY REPLACED. MFG WILL INVESTIGATE THE INCIDENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED. (TC NR 20061006007)

CA061101001

AIRBUS

GE  

 

VALVE

BROKEN

10/24/2006

A310

CF680C

 

A2824004900200

FUEL SYSTEM

(CAN) WHILE PERFORMING A GENERAL VISUAL INSPECTION INSIDE THE RIGHT HAND/OUTER FUEL TANK, THE OUTBOARD FUEL PUMP SEQUENCE VALVE WAS FOUND BROKEN. DEBRIS OF THE SEQUENCE VALVE WHERE FOUND NEARS THE RESPECTIVE FUEL PUMP CANISTER. AREA WAS CLEAN OUT. SEQUENCE VALVE ASSEMBLY REPLACED.

CA061011005

AIRBUS

GE  

 

ACCESS PANEL

MISSING

9/29/2006

A310300

CF680C2*

 

A5247017100200

FUSELAGE

(CAN) UPON AIRCRAFT ARRIVAL, DURING WALK AROUND INSPECTION, FOUND THE FWD CARGO DOOR LOWER FWD ACCESS PANEL, FIN811AR, MISSING. MOUNTING HARDWARE, FASTENERS AND LANYARDS WERE STILL ATTACHED TO THE CARGO DOOR. DOOR WAS INSPECTED AND NO FURTHER DAMAGE WAS NOTICED. AIRCRAFT WAS DISPATCH UNDER CDL. NEW PANEL INSTALLED OCT5/06. (TC NR 20061011005)

CA061114003

AIRBUS

GE  

 

SHUTOFF VALVE

LEAKING

11/7/2006

A310304

CF680C2*

 

32143304

THRUST REVERSER

(CAN) DURING TAKE OFF AT APPROXIMATELY 100 KNOTS NR 1 ENGINE THRUST REVERSER UNLOCKED LIGHT ILLUMINATED ACCOMPANIED WITH EAM MESSAGE NR 1 ENG REV UNLOCK¿. THE FLIGHT CREW REJECTED THE TAKE OFF ROLL, CYCLED THE REVERSER WITH NO FAULTS. CREW THEN ELECTED TO RETURN TO GATE. TO AVOID FURTHER DELAY, THE REVERSER WAS DEACTIVATED AND THE FLIGHT WAS DISPATCHED UNDER MEL. DURING TROUBLE SHOOTING FOUND THE PRESSURE REGULATING AND SHUT OFF VALVE BYPASSING. PRESSURE REGULATING/SHUT OFF VALVE REPLACED AND SYSTEM TESTED SERVICEABLE.

CA061114006

AIRBUS

GE  

 

A/C PACK

ODOR

11/12/2006

A310304

CF680C2*

 

 

NR 2 

(CAN) IN CLIMB OUT ECAM WARNING MIN EQUIPMENT BAY SMOKE CAME ON WITH BURNING ODOR AND A SMALL AMOUNT OF SMOKE IN THE FLIGHT DECK AND FWD CABIN. AIRCRAFT RETURNED TO THE STATION. MAINTENANCE INSPECTED THE MIN EQUIPMENT COMPARTMENT (NO FINDING). DURING ECS COMPARTMENT INSPECTION FOUND A BOOT LEAKING ON NR 2 PACK HEAT EXCHANGER WITH A BURNING ODOR COMING OUT OF THE PACK. NR 2 ENGINE BLEED AND NR 2 PACK DEACTIVATED AND RELEASE UNDER MEL. GROUND RUN PERFORMED WITH NR 1 SYSTEM AND NO FURTHER WARNING AND BURNING ODOR. DURING INVESTIGATION THE BROKEN BOOT COUPLING WAS REPLACED ON NR 2 PACK. THE AIR-COOLING SYSTEM WAS CLEANED AS PER M/M AND NR 2 COALESCOR BAG WAS REPLACED. SYSTEM WAS GROUND CHECKED SERVICEABLE.

CA061121001

AIRBUS

GE  

 

ENGINE

FAILED

11/19/2006

A310304

CF680C2A5

 

 

NR 2 

(CAN) AFTER TAKE OFF AND DURING LEVEL AT 40,000 FT CREW GOT ECAM MESSAGE MIN EQUIPMENT SMOKE WITH OVERHEAD WITH OVERHEAD LIGHT ON AND ODOR IN THE CABIN AND COCKPIT. CREW DECIDED TO RETURN BACK TO THE AIRPORT. QRH PROCEDURES WERE FOLLOWED. BOROSCOPE CARRIED OUT ON BOTH ENGINES. FOUND EVIDENCE OF OIL IN NR 2 ENGINE COMPRESSOR. NR 2 ENGINE REPLACED.

CA061110005

AIRBUS

CFMINT

 

FIRE DETECTOR

FAILED

11/2/2006

A319112

CFM565B6

 

37200000

APU BAY  

(CAN) APU EMERG SHUTDOWN ECAM FOLLOWED BY FIRE WARN AND MASTER CAUTION, APU SHUTDOWN VIA MASTER SWITCH, ECAM APU EMERG SHUTDOWN MSG CONTINUED WITH FIRE WARN LIGHT. APU FIRE EXT BUTTON PUSHED, INDICATIONS REMAINED, FIRE BOTTLE DISCHARGED AS PRECAUTION. NO VISIBLE SIGNS OF FIRE OR SMOKE NOTICED. FIRE WARN INDICATION REMAINED, AIRPORT FIRE DEPT CALLED AS PRECAUTION. PLEASE NOTE THAT MANUFACTURER IS L HOTELLIER, LOUIS AND DOES NOT EXIST ON DROP-DOWN LIST. (TC# 20061110005)

CA061115004

AIRBUS

 

 

CONTROL UNIT

MALFUNCTIONED

11/12/2006

A330243

 

 

005LG005B

MLG 

(CAN) DURING CLIMB, CREW RETRACTED THE LANDING GEAR AND THE LEFT HAND GEAR UNLOCK LIGHT REMAINED ILLUMINATED ALONG WITH ASSOCIATED ECAM NR 1 SYSTEM LT GEAR TRIANGLE AND INTERMITTENT NOSE GEAR UNLOCK LIGHT. THE FLIGHT CREW ELECTED TO DIVERT INTO A MAIN MAINTENANCE BASE FOR RECTIFICATION OF THE FAULT. RECTIFICATION; NR 1 LGCIU REPLACED.

CA061011004

AIRBUS

RROYCE

 

OVEN

SMOKE

10/1/2006

A330243

RB211*

 

72067002M

GALLEY

(CAN) BURNING SMELL WAS NOTICED IN THE FWD GALLEY BY THE FLIGHT ATTENDANT WITH AN ASSOCIATE ECAM SMOKE WARNING OF THE FWD LAVATORY. F/A NOTICED SMELL COMING FROM NR 3 OVEN TIMER. OVEN WAS SWITCHED OFF FOR THE REMAINING OF THE FLIGHT WITH NO FURTHER PROBLEM. AIRCRAFT WAS INSPECTED AT THE ARRIVAL STATION AND THE OVEN WAS DEACTIVATED. OVEN WAS REPLACED ON ARRIVAL AT MAIN BASE. DURING SHOP INSPECTION THE OVEN OPERATION WAS NORMAL BUT A SMALL PIECE OF MELTED PLASTIC WAS FOUND AT THE FWD BOTTOM CORNER OF THE OVEN. OVEN WAS TESTED AND RETURNED TO SERVICE. (TC NR 20061011004)

CA060410002

AIRBUS

RROYCE

 

LIMITER

TRIPPED

4/2/2006

A330243

RB211*

 

532A000004

TE FLAPS

(CAN) AIRCRAFT ARRIVED WITH THE FLIGHT CONTROL FLAPS FAULT ECAM MESSAGE ON FINAL WHEN SELECTING FLAPS 2IN. UNABLE TO EXTEND FLAPS FROM THE 0 POSITION. DURING TROUBLE SHOOTING, FOUND THE LT FLAP TORQUE LIMITER TRIPPED. TORQUE LIMITER REPLACED AND SYSTEM CHECKED SERVICEABLE. (TC NR 20060410002)

CA060410005

AIRBUS

RROYCE

 

LIMITER

MALFUNCTIONED

4/6/2006

A330243

RB211*

 

 

TE FLAPS

(CAN) AT BEGINNING OF APPROACH, WHEN SELECTING SLATS/FLAPS DOWN, THE FLIGHT CONTROL FLAPS FAULT ECAM CAME ON. UNABLE TO EXTEND FLAPS FROM 0 POSITION. (REPEAT SNAG) DURING INVESTIGATION, FOUND THE LT TORQUE LIMITER AND THE LT ROTARY ACTUATOR TRIPPED. RESET CARRIED OUT. FOUND THE ROTARY ACTUATOR OIL CONTAMINATED WITH WATER. ALL GEARBOXES AND ROTARY ACTUATORS RE-SERVICED WITH NEW OIL AND FLAPS SYSTEM TESTED SERVICEABLE. CAMPAIGN WAS INITIATED TO REPLACE THE OIL IN ALL GEARBOXES AND ROTARY ACTUATORS OF THE A-330 FLEET. (TC NR 20060410005)

CA061005005

AIRBUS

CFMINT

 

ECU  

FAILED

9/25/2006

A340313

CFM565C4

 

1851M43P08

NR 2 ENGINE

(CAN) DEPARTURE AND ENROUTE TO DESTINATION, NR 2 ENGINE PARAMETERS ERRATIC, THEN INDICATE THAT NR 2 EGT OVER LIMITS, THEN VIBRATION. ENGINE SHUTDOWN AND BOTTLE DISCHARGED. REPLACED ECU IAW MM, RT VSV ACTUATOR REPLACED. FADEC MOTORING CHK ACCOMPLISHED IAW MM, MIN IDLE LEAK CHK ACCOMPLISHED IAW MM, PWR ASSURANCE CHK ACCOMPLISHED IAW MM, VIBE SURVEY CHK ACCOMPLISHED IAW MM, CHK ACCOMPLISHED IAW MM. ALL CHECKS OK, ENGINE OPS WITHIN NORMAL PARAMETERS. (TC NR 20061005005)

CA061018006

ARONCA

CONT

 

SPAR

CRACKED

10/6/2006

LSA7AC

A658

 

 

LT WING

(CAN) CRACKING AT REINFORCING PLATES. PREVIOUS DAMAGE AT TIP. HAD PREVIOUS REPAIR. REPLACED BOTH FRONT AND REAR SPARS. (TC NR 20061018006)

CA061108008

BAG  

 

 

DIODE

MELTED

10/30/2006

JETSTM3212

 

 

 

MLG CONTROL

(CAN) DEFECT LANDING GEAR FAILED TO EXTEND. CIRCUIT BREAKER RESET AS PER QRH. GEAR LOWERED NORMALLY. RECTIFICATION LANDING GEAR WARNING SYSTEM TROUBLESHOT. FOUND DIODE 1GA28(P/N IN4007) TO BE MELTED. ALSO FOUND CAPACITOR 1GA26(P/N 114-19152) TO BE UNSERVICEABLE. NEW CAPACITOR AND DIODE INSTALLED. GROUND TEST CARRIED OUT AND FOUND SERVICEABLE. REF. W/O 1612 AND LOG PAGE 5037. DATE CLEARED OCTOBER 31, 2006. (TC# 20061108008)

CA061106009

BAG  

 

 

LINE

CHAFED

11/3/2006

JETSTM3212

 

 

137311D1431

HYD SYSTEM

(CAN) L/H HYDRAULIC BRAKE LINE FOUND LEAKING FLUID. LEAK FOUND AT MYCARTA CLAMPING BLOCK. NEW LINE INSTALLED. (TC# 20061106009)

CA061024003

BAG  

GARRTT

 

UNKNOWN

ODOR

10/24/2006

JETSTM3212

TPE33110UG

 

 

COCKPIT

(CAN) DURING CRUISE FLIGHT CREW COULD DETECT FUMES OF AN ELECTRICAL NATURE. AIRCRAFT RETURNED TO DEPARTURE POINT WITHOUT INCIDENT. A MAINTENANCE INVESTIGATION IS UNDER WAY TO DETERMINE THE CAUSE OF THE FUMES/ODOUR. A REPORT WILL FOLLOW WHEN CAUSE IS IDENTIFIED. (TC# 20061024003)

CA061020004

BAG  

GARRTT

 

LINE

CRACKED

10/14/2006

JETSTM3212

TPE33110UG

 

1379287L405

LT NACELLE

(CAN) P3 LINE FLANGE FOUND WITH SMALL CRACK DURING ROUTINE ENGINE CHANGE. LINE REPLACED WITH NEW UNIT. (TC# 20061020004)

CA061108005

BAG  

GARRTT

 

BRACKET

CRACKED

9/12/2006

JETSTM3212

TPE33110UG

 

137203B5761

TE FLAP

(CAN) FLAP SLAT BRACKETS CRACKED AT RADIUS. (TC NR 20061108005)

CA061109005

BAG  

GARRTT

 

BRACKET

CRACKED

9/4/2006

JETSTM3212

TPE33110UG

 

137204B5167

TE FLAP

(CAN) IB FLAP P/N 13760B463, SLAT BRACKETS P/N 137204B51 AND 137205B67 FOUND CRACKED AT BEND RADIUS. REMOVED AND REPLACED WITH NEW. (TC NR 20061109005)

2006FA0001097

BBAVIA

CONT

 

SPRING

DAMAGED

8/15/2006

11AC

A65*

 

2609 

TAIL WHEEL

TAIL WHEEL SPRING STRETCHED AT HOOK CPVSWG PILOT TO LOOSE RUDDER CONTROL PAD DEPART TAXIWAY. (K)

CA061002005

BBAVIA

LYC  

 

CABLE

DAMAGED

8/31/2006

7GCBC

O320A2B

 

 

AILERON TAB

(CAN) IAW AD 2005-24-10 AND MFG SERVICE LETTER NR 427, THE FLIGHT CONTROL CABLE INCLUDED IN THE WING RETROFIT KIT WAS INSPECTED FOR PROPER SWAGING. AILERON CABLES REQUIRED PROPER SWAGING. (TC NR 20061002005)

CA060619013

BEECH

PWA  

BEECH

SKIN

CORRODED

5/30/2006

100BEECH

PT6A28

 

115430100605

EMERGENCY EXIT

(CAN) INNER SURFACE LOWER CENTER AREA BETWEEN WINDOW AND LOWER FRAME. CORROSION SPOT 1CM WIDE. WHEN BLENDED MATERIAL THICKNESS WAS INSUFFICIENT. (TC NR 20060619013)

CA060619014

BEECH

PWA  

 

SKIN

CRACKED

5/30/2006

100BEECH

PT6A28

 

5012006896

CENTER WING

(CAN) SKIN P/N 50-120068-96 CRACKED AT HIGH SHEAR FASTENERS ATTACHING SKIN TO WING ATTACH FITTING. CRACKS (2) ORIGINATE FROM EDGE OF FASTENER COUNTERSINKS AND HEAD TOWARD NEXT FASTENER LOCATION. (TC NR 20060619014)

CA060911001

BEECH

PWA  

 

INDICATOR

INOPERATIVE

9/9/2006

1900C

PT6A65B

 

 

MLG 

(CAN) DURING FLIGHT TRAINING GEAR WAS EXTENDED. THERE WAS NO RT MAIN GEAR DOWN AND LOCKED LIGHT. AN EMERGENCY GEAR EXTENSION WAS CARRIED OUT. RT MAIN GEAR LIGHT STILL NOT ILLUMINATED. LAMP TEST CARRIED OUT WITH GEAR HANDLE RED INTRANSIT LIGHT ILLUMINATED. PILOTS WERE UNABLE TO REMOVE LIGHT HOLDER TO INSPECT BULBS. EMERGENCY LANDING DECLARED. LANDING GEAR VISUALLY CHECKED DURING A CIRCUIT BY MAINTENANCE PERSONNEL. GEAR APPEARED DOWN AND LOCKED. AIRCRAFT LANDED WITHOUT EVENT. MAINTENANCE PERSONNEL INSTALLED GEAR PINS AND TOWED AIRCRAFT BACK TO HANGER. FAULTY BULB REPLACED AND SEVERAL GEAR SWINGS CARRIED OUT. NO FAULTS FOUND. THIS PROBLEM COULD HAVE BEEN LESS EVENTFUL IF THE PILOTS WERE MORE EASILY ABLE TO REMOVE LIGHT HOLDER. MAINTENANCE HAD SIMILAR DIFFICULTY IN REMOVING LAMP HOLDER. (TC NR 20060911001)

CA061002011

BEECH

PWA  

 

CONNECTOR

DAMAGED

9/29/2006

1900C

PT6A65B

 

5038912131

NR 2 PROPELLER

(CAN) FAULT - LT SIDE AUTOFEATHER LIGHT DOES NOT ARM. NR 2 HIGH PRESS FEATHER SWITCH CONNECTOR, CONNECTOR PIN LETTER B REPLACED. SWITCH CONNECTORS CLEANED. PROBLEM SEEMED TO BE CAUSED BY CONTAMINATION. (TC NR 20061002011)

CA061006016

BEECH

PWA  

 

PLANETARY GEAR

WORN

6/15/2006

1900C

PT6A65B

 

 

RGB 

(CAN) DURING CLIMB, ENGINE POWER FLUCTUATED ACCOMPANIED BY AN INCREASE IN ITT TEMPERATURE AND LOW OIL PRESSURE. THE ENGINE WAS SHUTDOWN IN FLIGHT. SUBSEQUENT INVESTIGATION REVEALED FIRST STAGE PLANETARY GEAR DISTRESS. (TC NR 20061006016)

CA061026003

BEECH

PWA  

 

WHEEL

DEPARTED

10/25/2006

1900C

PT6A65B

 

50060285

MLG 

(CAN) PILOTS DISCOVERED NR 4 WHEEL ASSY MISSING AFTER ARRIVING AT DESTINATION. PASSENGER SAID A BANG WAS HEARD DURING TAKE-OFF. MAINTENANCE PERSONNEL DISPATCHED TO INSPECT AIRCRAFT, AND IF INSPECTED SERVICEABLE INSTALL NEW WHEEL ASSY AND RETURN TO BASE. AIRCRAFT INSPECTED SERVICEABLE, M/W INSTALLED AND AIRCRAFT FLOWN TO BASE. O/B BEARING APPEARS TO HAVE FAILED. (TC# 20061026003)

CA061106016

BEECH

PWA  

 

SWITCH

FAILED

11/4/2006

1900D

PT6A67D

 

1015210579

TE FLAPS

(CAN) AFTER TWO MISSED APPROACHES, THE FLAPS WOULD NOT RETRACT FROM 17 DEGREES. AIRCRAFT DIVERTED, ON THE GROUND THE FLAP ASYMETRICAL OVERRIDE SWITCH WAS USED AND FLAPS RETRACTED. THE FLAPS WHERE THEN DEFERRED UNTIL MAINTENANCE INPECTED SYSTEM AND FOUND FAULTY ASYMETRICAL SWITCH. SWITCH WAS REPLACED.

CA061106017

BEECH

PWA  

 

TRANSDUCER

MALFUNCTIONED

11/4/2006

1900D

PT6A67D

 

1013890235

OIL PRESSURE

(CAN) ON CLIMB NR 2 ENGINE DISPLAYED OIL PRESSURE FLUCTUATIONS FROM 120 TO 60 PSI. NO LOW OIL PRESSURE LIGHTS ILLUMINATED AND NO TORQUE FLUCUATIONS. THEY ELECTED TO RETURN TO AIRPORT. MAINTENANCE REPLACED THE R/H OIL PRESSURE TRANSDUCER AND AIRCRAFT WAS TESTED AND RETURNED TO SERVICE.

CA061006017

BEECH

PWA  

 

ENGINE

LEAKING

9/9/2006

1900D

PT6A67D

 

 

 

(CAN) IN FLIGHT THE ENGINE LOST OIL PRESSURE. THE ENGINE WAS SHUTDOWN IN FLIGHT AND THE AIRCRAFT DIVERTED TO POINT-OF-DEPARTURE. POST-FLIGHT INSPECTION REVEALED A LOW ENGINE OIL LEVEL AND NOISES FROM THE ENGINE POWER SECTION ON ROTATION. MFG WILL INVESTIGATE THE EVENT AND WILL ADVISE OF ROOT CAUSE ONCE ESTABLISHED. (TC NR 20061006017)

CA061006012

BEECH

PWA  

 

ENGINE

LEAKING

9/18/2006

1900D

PT6A67D

 

 

 

(CAN) DURING TAKE-OFF CLIMB, THE ENGINE LOW OIL PRESSURE WARNING ACTIVATED AND OIL PRESSURE DECREASED TO ZERO. THE ENGINE WAS SHUTDOWN IN FLIGHT AND THE AIRCRAFT DIVERTED TO POINT OF DEPARTURE. INSPECTION REVEALED OIL IN THE ENGINE EXHAUST DUCT. MFG WILL INVESTIGATE THE INCIDENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED. (TC NR 20061006012)

CA061003004

BEECH

PWA  

 

ANGLE

CRACKED

9/26/2006

1900D

PT6A67D

 

114430002179

BS 288

(CAN) WHILE COMPLETING A PRESSURIZATION CHECK OF THE CABIN, AIR WAS FOUND TO BE LEAKING OUT AROUND SPAR/ FUSE JOINT AREA. CRACKS WERE FOUND ON THE LT AND RT WING-FUSELAGE CLOSING ANGLES AT FS 288 IN THE SAME SPOTS MEASURING 1.7500 INCHES EACH. LT ANGLE IS P/N 114-430002-179 AND THE RT IS114-430002-180. CRACKS REPAIRED IAW SRM 53-90-23. (TC NR 20061003004)

CA061103013

BEECH

PWA  

 

TURBINE BLADES

DAMAGED

10/5/2006

1900D

PT6A67D

 

 

ENGINE

(CAN) ON TAKEOFF ROLL THE ENGINE EMITTED A LOUD NOISE ACCOMPANIED BY A LOSS IN POWER. TAKEOFF WAS ABORTED. SUBSEQUENT INSPECTION REVEALED DAMAGED POWER TURBINE BLADES. MFG WILL MONITOR INVESTIGATION OF THE EVENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED. (TC NR 20061103013)

CA061012004

BEECH

PWA  

PWC  

GASKET

CRACKED

10/12/2006

200BEECH

PT642A

 

3039936

ENGINE

(CAN) GASKET PN 3007342 AND SUBSEQUENT SUPERCEDURE TO 3039936 ARE THE ONLY GASKETS SPECIFIED FOR USE ON THE CABIN BLEED AIR PORT. THE 3039936 GASKETS ARE MADE OF A FIBER OR OTHER MATERIAL NOT WELL SUITED TO THIS HOT AND HIGH PRESSURE AREA. OTHER ENGINES LIST A METAL GASKET OPTION PN 3029677 AS APPROVED FOR INSTALLATION AT THIS PORT. MFG HAS BEEN NOTIFIED OF THIS ISSUE IN THE -42 IPC. (TC NR 20061012004)

CA060928004

BEECH

PWA  

 

TORQUE KNEE

CRACKED

8/17/2006

200BEECH

PT6A41

 

1158100325

MLG 

(CAN) DURING A ROUTINE INSPECTION THE LT UPPER TORQUE KNEE WAS FOUND CRACKED. THE TORQUE KNEE WAS REPLACED AND THE AIRCRAFT RETURNED TO SERVICE. SEE ATTACHED PICTURES. (TC NR 20060928004)

CA060926003

BEECH

PWA  

 

WINDSHIELD

CRACKED

9/21/2006

200BEECH

PT6A41

 

10138402524

COCKPIT

(CAN) IN HOLDING PATTERN AT 9,000 FT/-2C/WINDSHIELD HEAT ON LOW; OUTER PANE OF WINDSHIELD CRACKED FOR NO APPARENT REASON. FLIGHT CONTINUED AND LANDED WITHOUT INCIDENT. NO EVIDENCE OF BIRD STRIKE OR FOREIGN OBJECT DAMAGE NOTED. (TC NR 20060926003)

CA061019002

BEECH

PWA  

 

FRAME

CRACKED

10/13/2006

200BEECH

PT6A41

 

1014300263

BS 207

(CAN) SPECIAL INSPECTION 50 WAS COMPLETED AS PER RAYTHEON MM 5-20-05, WHICH INVOLVES THE FOLLOWING: FRAME WEB FS 179 THROUGH FS 271 INSPECT THE FRAME WEBS FOR CRACKS FROM THE LIGHTNING HOLES AND STRINGER CUTOUTS. THE FRAMES SHOULD BE INSPECTED FROM THE LOWER CENTERLINE TO STRINGER 4. EXAMINE THE CROSSTIES CLOSELY AT STRINGER 7 POSITION. THE INSPECTION INTERVAL IS INITIALLY 10,000 CYCLES AND AT 1000 CYCLES THERE AFTER. DURING THIS INSPECTION THE RT FUSELAGE FRAME 207.0 (P/N:101-430026-3) WAS FOUND CRACKED IN TWO LOCATIONS. THE FIRST CRACK WAS LOCATED AT THE UPPER EDGE OF THE FRAME LIGHTNING HOLE MIDPOINT OF RT STRINGER 9 AND RT STRINGER 10 (WL 103.0). THE CRACK MEASURED .900 IN LENGTH. THE SECOND CRACK WAS LOCATED AT THE LOWER END OF FRAME 207.0 AT THE U CHANNEL CUTOUT (WL 89.5), THIS CRACK EXTENDED UPWARD FOR .500. ALSO THE ATTACHING CLIP (P/N: 50-420028-11) THAT ATTACHES THE LOWER END OF FRAME 207.0 TO THE WING CENTER SECTION U CHANNEL AT (WL 87.0) HAD A .450 LONG CRACK IN THE RADIUS. THE CRACK IN FRAME 207.0 MIDPOINT OF RT STRINGER 9 AND RT STRINGER 10 (WL 103.0), HAS BEEN REPAIRED PER REPAIR DESIGN CERTIFICATE NR: C-RA06-323/D, WHILE THE CRACK AT THE LOWER END OF FRAME 207.0 AT THE U CHANNEL CUTOUT (WL 89.5), HAS BEEN REPAIRED PER RAYTHEON SRM. THE ATTACHING CLIP (P/N: 50-420028-11) THAT ATTACHES THE LOWER END OF FRAME 207.0 TO THE WING CENTER HAS ALSO BEEN REPLACED. ENGINEERING HAS NOTED THAT THESE REPAIRS ALSO BE INSPECTED WHEN CARRYING OUT THE 1000 CYCLE INSPECTION PER RAYTHEON MM SECTION 5-20-05 , SPECIAL INSPECTION 50.

2006FA0001150

BEECH

PWA  

BEECH

LOCK PLATE

MISINSTALLED

10/17/2006

200BEECH

PT6A41

 

998100227

MLG 

DURING POST ACCIDENT INSPECTION OF RT AND LT MAIN LANDING GEAR DRAG LEGS, LOCK PLATES WERE FOUND MOUNTED WITH THE BEVEL AT THE NOSE OF THE PLATE FACING UP. INSPECTION OF 5 OTHER AC FOUND THE BEVEL FACING DOWN. REVIEW OF CURRENT REPS COMPONENT MM IS INCONCLUSIVE. (K)

CA060921005

BEECH

PWA  

 

WIRE

CONTAMINATED

9/19/2006

200BEECH

PT6A41

 

 

NACELLE

(CAN) CREW HAD A FIRE WARNING LIGHT COME ON IN FLIGHT, CREW FOLLOWED PROCEDURES AND TURNED THE AIRCRAFT 90 DEGREES TO RULE OUT LIGHT POSSIBLY TRIPPING DETECTORS AND LIGHT REMAINED ON. NO SIGN OF FIRE WAS NOTED VISUALLY ON WING NOR ON THE GLANCE OF INSTRUMENTATION. CREW THEN CARRIED ON AND THE LIGHT WHEN OFF PRIOR TO APPROACH. MAINTENANCE NOTIFIED AND INSPECTED, FUNCTION CHECKED SYSTEM. SYSTEM FUNCTIONED NORMALLY. WIRING IN NACELLE FOUND WET DUE TO THE WEATHER CONDITION ENROUTE WHICH WE HAVE DETERMINED A CAUSE FOR AN INTERMITTENT WARNING IN THE PAST. MAINTENANCE SEALED WIRING AS REQUIRED TO REDUCE THE CHANCE OF THIS HAPPENING WHILE FLYING IN PRECIP. (TC NR 20060921005)

CA061117004

BEECH

LYC  

 

CYLINDER HEAD

CRACKED

11/4/2006

95  

IO360B1B

 

SL36006WA1

ENGINE

(CAN) DURING A ROUTINE 100 HOUR INSPECTION A CRACK WAS FOUND ON THE RH ENGINE #4 CYLINDER STARTING AT THE TOP SPARK PLUG HOLE AND CONTINUING DOWN TO THE EXHAUST PORT. THE CYLINDER WAS REMOVED AND REPLACED. (TC# 20061117004)

CA060624001

BEECH

CONT

BEECH

BOLT

LOOSE

6/15/2006

95B55

IO470L

 

130909B20

AILERON

(CAN) AILERON TRIM BOLT FOUND MIGRATING OUT OF LINKAGE ARM ON LT AILERON TRIM TAB ASSEMBLY. BOLT WAS NOTED TO BE FINGER-TIGHT ONLY AND NOT SET INTO LOCKING DEVICE. NOTE: BOLT WAS FOUND IN THIS CONDITION AFTER FLIGHT CONTROLS WERE INSTALLED AFTER AIRCRAFT WAS PAINTED BY A THIRD PARTY CONTRACTOR. AS BOLT WAS BEING TIGHTENED DURING RECERTIFICATION, RESISTANCE WAS NOTED ENSURING THE LOCKING PROVISIONS WERE SERVICEABLE.COMPANY PROCEDURES ON AIRCRAFT ACCEPTANCE AFTER THIRD PARTY CONTRACT MAINTENANCE TO BE REVISED TO PREVENT RE-OCCURENCE (TC NR 20060624001)

2006FA0001156

BEECH

 

 

FITTING

SHEARED

11/17/2006

A65  

 

 

 

T/E FLAP

(REF NR: MOR NR OCC442) OPERATED FLIGHT NR 101, VFR CONDITIONS, FLIGHT AND APPROACH LANDING WAS NORMAL. AFTER LANDING, ROLLOUT FLAPS WERE RETRACTED. WHEN EXITING THE AC IT WAS NOTICED THAT THE INNER FLAP ON THE PORT SIDE WAS STILL DOWN. THE FLAP WAS MANUALLY RESET TO ZERO, AND THE AIRCRAFT WAS FLOWN BACT TO DEPARTURE AIRPORT. A FLAPLESS LANDING WAS CARRIED OUT. MAINTENANCE FOUND THAT THE LT IB FLAP DRIVE ASSY HAD FAILED. THE 2 LUGS THAT TRANSFER CABLE MOVEMENT 90 DEGREES INTO ACTUATOR MOVEMENT HAD SHEARED. THE LT IB FLAP COULD BE DEPLOYED FROM THE (UP) TO THE (DOWN) POSITION, BUT HAD TO BE RESET TO THE (UP) POSITION MANUALLY. THE LT OB, RT IB AND OUB FLAP DRIVE ASSY`S, FLAP GEAR BOX AND DRIVE ASSY, PN 50-3801131, PLACED ON ORDER. AIRCRAFT GROUNDED. (K)

2006FA0001071

BEECH

PWA  

 

WEB  

CRACKED

10/28/2006

B200

PT6A42

 

1011200953

LT WING

DURING PHASE 1 THROUGH 4 INSPECTION, AFTER REMOVING MOVING ALL WING INSPECTION PANELS. 4 (EA) CRACKS NOTICED IN WEB FLANGE COMMON TO AND EMITTING FROM RIVETS ON LT IB WING BOX AREA, BL-65.50, (2EA) CRACKS AT WS 65, (1EA) CRACK AT WS 56. (K)

LX5R200600003

BEECH

PWA  

 

WIRE HARNESS

SHORTED

11/15/2006

B300

PT6A60A

 

K31C22

COCKPIT

UPON TAKEOFF ROLL, THE CREW GOT THE AUTO FEATHER OFF LIGHT AND THE MASTER CAUTION LIGHT. THE CREW THEN OPTED TO ABORT TAKEOFF ROLL AND RETURN TO RAMP WITHOUT INCIDENT. UPON RETURNING TO RAMP, THE CREW NOTICED THAT THE AUTO FEATHER CRICUIT BREAKER HAD POPPED, IT WAS RESET BUT WOULD POP AGAIN UPON PUSHING THE LT POWER LEVER FWD. THE PLANE WAS BROUGHT INTO MAINTENANCE AND THE MECHANIC FOUND THAT THERE WAS A CHAFED WIRE BEHIND THE INSTRUMENT PANEL FOR THE AUTOFEATHER SWITCH. THIS WIRE WAS REPAIRED AND THE AIRCRAFT WAS OPS CHECKED AND RETURNED TO SERVICE. (K)

2006FA0001151

BEECH

 

 

KEEL

CRACKED

12/7/2006

B60  

 

 

60410025601

FUSELAGE

DURING ANNUAL INSPECTION, STIFFENER PART NUMBER 60-410025-51 LOCATED UNDER THE NOSE BAGGAGE FLOOR ON THE RIGHT SIDE AT STATION 67 BETWEEN THE MAIN AND STANDBY INVERTER WAS FOUND CRACKED AROUND THE HI-LOK FASTENER HOLES. REMOVAL OF THE STIFFENER ALLOWED FURTHER INSPECTION OF THE KEEL PART NUMBER 60-410025-601, WHICH REVEALED CRACKS IN THE WEB WHICH WERE PREVIOUSLY OBSCURED BY THE INSTALLED STIFFENER. THE MIRROR IMAGE STIFFENER PART NUMBER 60-410025-49 ON THE LEFT SIDE OF THE AIRCRAFT REVEALED SIMILAR CRACKS WITH NO DAMAGE TO THE KEEL.

2006FA0001153

BEECH

 

 

STIFFENER

CRACKED

12/7/2006

B60  

 

 

6041002551

FUSELAGE

DURING ANNUAL INSPECTION, STIFFENER PART NUMBER 60-410025-51 LOCATED UNDER THE NOSE BAGGAGE FLOOR ON THE RIGHT SIDE AT STATION 67 BETWEEN THE MAIN AND STANDBY INVERTER WAS FOUND CRACKED AROUND THE HI-LOK FASTENER HOLES. REMOVAL OF THE STIFFENER ALLOWED FURTHER INSPECTION OF THE KEEL PART NUMBER 60-410025-601, WHICH REVEALED CRACKS IN THE WEB WHICH WERE PREVIOUSLY OBSCURED BY THE INSTALLED STIFFENER. THE MIRROR IMAGE STIFFENER PART NUMBER 60-410025-49 ON THE LEFT SIDE OF THE AIRCRAFT REVEALED SIMILAR CRACKS WITH NO DAMAGE TO THE KEEL.

CA061006006

BEECH

PWA  

 

DRIVE SHAFT

FRACTURED

7/19/2006

C90  

PT6A21

 

 

FUEL CONTROL

(CAN) THE FUEL CONTROL DRIVE SHAFT WAS FOUND FRACTURED. THE FUEL CONTROL MID LIFE INSPECTION WAS DETERMINED NOT TO HAVE BEEN PERFORMED. (TC NR 20061006006)

CA060615001

BEECH

PWA  

 

RELAY

BURNED

6/13/2006

C90  

PT6A21

 

6041H190

STARTER

(CAN) AIRCRAFT WAS ON A OPS 1 INSPECTION BASE . WHILE WORKING ON SNAG 1769A (OIL COMING FROM A/C COMPRESSOR). AFTER REMOVING THE UNSERVICEABLE A/C COMPRESSOR A VISUAL OF THE SURROUNDING AREA REVEALED THAT THE AIR CONDITIONER START RESISTOR PHENOLIC P/N 100-364190-31 WAS BURNED ON BOTH SIDES AND THAT ONE OF THE TERMINALS WAS BROKEN ON THE START RELAY. WE ARE GOING TO REPLACE A/C COMPRESSOR P/N ER206R-25202 , START RELAY P/N 6041H190 , PHENOLIC P/N 100-364190-31 THAT IS MOUNTED ON BOTH SIDES OF THE A/C START RESISTOR AND SERVICE SYSTEM . (TC NR 20060615001)

CA060922001

BEECH

PWA  

CLEVELAND  

BEARING

DESTROYED

9/22/2006

C90A

PT6A21

 

21401400

RT MAIN GEAR

(CAN) MAINTENANCE NOTICED FLUID LEAKING FROM THE RT MLG BRAKE ASSY. INVESTIGATION REVEALED THAT THE BRAKE ASSY. PISTON RETENTION BOLT WAS THE SOURCE OF THE LEAK. A MORE DETAILED INSPECTION DISCOVERED THAT THE RT MAIN WHEEL INNER WHEEL HALF CONE AND BEARING HAD BEEN DESTROYED. WHEEL REMOVAL SHOWED THAT THE WHEEL ASSY, AXLE, FORWARD AND AFT BRAKE CALIPERS AND LOWER TORQUE LINK HAD BEEN DAMAGED. THE WHEEL DID NOT DEPART THE AIRCRAFT AS THE OUTER WHEEL HALF BEARING ASSY. REMAINED IN TACT AND RETAINED THE WHEEL. ON THE DAY OF DISCOVERY THE AIRCRAFT HAD RECEIVED A PRE-DISPATCH INSPECTION AND FLEW FOR A TOTAL OF 1.8 HOURS AIRTIME AND COMPLETED 5 LANDINGS. THERE WERE NO DEFECTS RECORDED IN THE JOURNEY LOG BOOK POST FLIGHT BY THE AIRCREW. IT WAS AT THIS POINT WHEN MAINTENANCE NOTICED THE FLUID LOSS FROM THE BRAKE ASSY. DURING REMOVAL OF THE WHEEL NO ABNORMALITIES WERE NOTICED IN THE BUILD UP. IT IS IMPOSSIBLE TO DETERMINE IF PROPER TORQUE HAD BEEN APPLIED DURING THE LAST INSTALLATION, ALTHOUGH WHEN A NEW WHEEL ASSY WAS INSTALLED AND THE NUT TORQUED TO THE PROPER VALUES THE COTTER PIN ALIGNED WITH THE AXLE HOLE IN THE SAME SPOT AS REMOVED. IT APPEARS TO BE A BEARING FAILURE AT THIS POINT. (TC NR 20060922001)

CA061027004

BEECH

PWA  

BEECH

SHAFT

WORN

10/21/2006

D18S

R985AN14B

 

1897001161

AIR VALVE

(CAN) PRIOR TO STARTUP, PILOTS` FOUND THE LH MANIFOLD HEAT CONTROL JAMMED. FURTHER INVESTIGATION DISCOVERED ONE OF THE SCREWS SECURING THE AIR VALVE PLATE TO THE AIR VALVE SHAFT HAD DEPARTED, AND THE OTHER SCREWS WERE VERY LOOSE. WRONG TYPE OF NUT WAS USED ON THE SCREWS, CONTRIBUTING TO THE LOOSE HARDWARE. PARTS MANUAL REQUIRES AN365-832 TYPE NUTS, WHILE PRESSED STEEL TYPE OF NUT WAS FOUND INSTALLED IN BOTH AIRBOXES. VALVE WAS REPAIRED AND AIRCRAFT RETURNED TO SERVICE. THIS HAD THE POTENTIAL TO BE AN ENGINE FAILURE. (TC# 20061027004)

CA061025006

BEECH

LYC  

 

SPAR

CRACKED

5/2/2006

E95  

IO360B1B

 

 

LT WING

(CAN) DUING INSPECTION IAW FAA AD 90-08-14 AND SB53-2269 REV 2 SHORT CRACKS WERE VISUALLY FOUND EMINATING FROM 2 HUCK BOLT LOCATIONS ON THE LT FORWARD WING SPAR CARRY THROUGH WEB FACE. CRACKS WERE CONFIRMED BY LPI. REPAIRED IAW MFG FAA APPROVED DRAWING 58-40009 AND 58-4008 REV C FORWARD LT FACE ONLY. (TC NR 20061025006)

CA061025005

BELL  

ALLSN

 

CARTRIDGE

INTERMITTENT

9/7/2006

206B

250C20

 

1C27 

BOOST PUMP

(CAN) ABOVE 7000 FEET BOOST PUMP LIGHT WOULD COME ON. BELOW 7000 FEET WARNING LIGHT WOULS EXTINGUISH. BOOST PUMP CARTRIDGE P/N 1C27 REPLACED. (TC NR 20061025005)

CA061031003

BELL  

ALLSN

 

SERVO

LEAKING

9/20/2006

206B

250C20

 

206076031021

ROTOR SERVO

(CAN) EXCESSIVE FLUID LEAKAGE. LEAKING BEYOND LIMITS (TC NR 20061031003)

CA061108002

BELL  

ALLSN

 

MOUNT

BROKEN

9/29/2006

206B

250C20

 

2060621021

LT ENGINE

(CAN) DURING DAILY INSPECTION PILOT NOTICED UNUSUAL PIECE OF METAL IN THE ENGINE BAY. INVESTIGATION REVEALED BROKEN LOWER LT ENGINE MOUNT. (TC NR 20061108002)

CA061011010

BELL  

ALLSN

 

CLUTCH

CRACKED

10/4/2006

206B

250C20B

 

CL422501

FREEWHEEL UNIT

(CAN) 2 SPRAG RETAINER WERE CRACKED, THEREFORE ALLOWING MISALIGNMENT AND CAUSING A NOISE. (TC NR 20061011010)

CA060925007

BELL  

ALLSN

 

SHAFT

SHEARED

9/23/2006

206B

250C20B

 

 

STARTER GEN

(CAN) PILOT REPORTED THAT THE STARTER WOULD NOT TURN THE ENGINE, IT WOULD JUST SPIN. MAINTENANCE FOUND THAT THE SHAFT ON THE STARTER HAD BEEN SHEARED. STARTER HAD BEEN REPLACED AND AIRCRAFT RETURN TO SERVICE. (TC NR 20060925007)

CA061004007

BELL  

ALLSN

 

INSERT

CRACKED

10/2/2006

206B

250C20B

 

206020113

VERTICAL STAB

(CAN) IN COMPLIANCE WITH CF-2006-12 THE VERTICAL FIN WAS INSPECTED WITH 10X MAGNAFLYING GLASS AND THEN WAS LPI INSPECTED AND A CRACK WAS FOUND ON ONE OF THE INSERTS. THE FIN WAS SENT OUT FOR REPAIR. (TC NR 20061004007)

CA061006021

BELL  

 

BELL  

SHAFT

FAILED

10/4/2006

206L

 

206040004101

 

TRANSMISSION

(CAN) EXCESSIVE CORROSION ON SHAFT. (TC NR 20061006021)

CA061019004

BELL  

ALLSN

 

INDICATOR

MALFUNCTIONED

10/3/2006

206L

250C20R

 

 

FUEL PRESSURE

(CAN) FUEL PRESSURE OVER-READING. PEGS AT 30 PSI WITH BOTH PUMPS AND GENERATOR ON. REMOVED FOR REPAIR AT INSTRUMENT SHOP. (TC NR 20061019004)

CA061019005

BELL  

ALLSN

 

INDICATOR

LEAKING

10/3/2006

206L

250C20R

 

2060751853

TORQUE

(CAN) OIL IN GAUGE GLASS. REMOVED FOR REPAIR AT INSTRUMENT SHOP. (TC NR 20061019005)

CA061011012

BELL  

ALLSN

TACTAIR

GLAND NUT

CRACKED

10/10/2006

206L4

250C30P

 

C4264278

SERVO ACTUATOR

(CAN) DURING THE FIRST OVERHAUL OF THREE SERVO ACTUATORS 2 WERE FOUND TO HAVE CRACKS ON THE GLAND THAT RETAINS THE PISTON SEAL. BOTH SERVO ACTUATOR GLAND ASSEMBLIES WERE CRACKED IN THE SAME AREA. (TC NR 20061011012)

CA060410008

BELL  

PWA  

 

ROD END

DAMAGED

4/2/2006

212  

PT6T3

 

212010123101

UNKNOWN

(CAN) DURING A SCHEDULED INSPECTION OF THE ROD ENDS, IT WAS NOTED THAT THE BEARING WAS SHOWNING EVIDENCE OF MOVEMENT. BEARING WAS REPLACED AND AIRCRAFT RETURNED TO SERVICE. (TC NR 20060410008)

CA061106005

BELL  

PWA  

 

ENGINE

MALFUNCTIONED

10/15/2006

212  

PT6T3

 

 

 

(CAN) DURING GROUND RUNS FOLLOWING EXTENSIVE MAINTENANCE THE POWER SECTION ACCELERATED UNCOMMANDED. POWER WAS REDUCED TO IDE AND THE ENGINE LOW OIL PRESSURE WARNING ACTIVATED. ON SHUT DOWN SMOKE WAS SEEN EMINATING FROM THE EXHAUST. SUBSEQUENT INSPECTION REVEALED FRACTURED POWER TURBINE BLADES AND RESULTANT ENGINE DAMAGE. PWC WILL INVESTIGATE THE EVENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED. (TC# 20061106005)

CA060614004

BELL  

PWA  

 

FITTING

CRACKED

2/24/2006

212  

PT6T3

 

212030154101

MAIN ROTOR

(CAN) PILOT REPORTED A FORE-AFT KICK IN THE CYCLIC, AT THE SAME TIME THEY HEARD A NOISE. ON ARRIVAL OF THE AC, INSPECTED THE M/R SYSTEM, SWASHPLATE, SCISSORS AND SLEEVE, TRANSMISSION MOUNTS AND NO DAMAGE WAS FOUND. A/C WAS FLOWN AGAIN AND THE PILOT REPORTED AN INTERMITTENT LATERAL VIBRATION. ON FURTHER INSPECTION, FOUND BOTH EARS ON THE LOWER LIFT LINK FITTING WERE CRACKED. A/C WAS DISASSEMBLED TO ALLOW REPLACEMENT OF THE FITTING, A/C REASSEMBLED AND RETURNED TO SERVICE. FAILURE OF THIS FITTING WAS A RESULT OF AN INCORRECT FITTING/ATTACH BOLT CONFIGURATION, THERE ARE 2 LOWER LIFT LINK CONFIGURATIONS POSSIBLE. (TC NR 20060614004)

CA061006008

BELL  

PWA  

 

ENGINE

UNKNOWN

8/11/2006

212  

PT6T3B

 

 

NR 2 

(CAN) ON TRANSITION FROM HOVER, NR 2 POWER SECTION TORQUE DECREASED UNCOMMANDED. AN EMERGENCY LANDING FOLLOWED RESULTING IN AIRFRAME DAMAGE. MFG WILL INVESTIGATE THE EVENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED. (TC NR 20061006008)

CA061006004

BELL  

PWA  

 

ENGINE

FIRE

9/4/2006

212  

PT6T3B

 

 

 

(CAN) DURING FLIGHT THE FIRE WARNING ACTIVATED. THE FIRE BOTTLES WERE DISCHARGED AND THE AIRCRAFT DIVERTED TO POINT OF DEPARTURE. SUBSEQUENT INSPECTION REVEALED A PUNCTURED GAS GENERATOR CASE AND FIRE DAMAGE TO THE ENGINE. MFG WILL INVESTIGATE THE EVENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED.

CA060921003

BELL  

 

 

PENDULUM

SEPARATED

9/16/2006

222  

 

 

222011114103

MAIN ROTOR

(CAN) A/C WAS IN CRUISE FLIGHT AT 700 FT, AGL WHEN A SUDDEN VIBRATION BEGAN. THE CREW MADE AN IMMEDIATE LANDING IN A FIELD AND SHUTDOWN. INSPECTION FOUND THAT ONE M/R PENDULUM WEIGHT HAD SEPARATED AND STRUCK A M/R BLADE. THE DAMAGED AREA IS 3 INCHES LONG BY .1250-.2500 INCH WIDE AND A MAX DEPTH OF 0.0025 INCH. THE DAMAGE BLADE 222-015-500-105 S/N AMR06030 TT4840.7 (TC NR 20060921003)

CA061018002

BELL  

ALLSN

 

BLADE

DAMAGED

10/14/2006

407  

250C47B

 

407015001117

MAIN ROTOR

(CAN) UPON POST FLIGHT INSPECTION, A TEAR AND PROTRUTION OF THE LOWER SKIN, JUST AFT OF THE LEADING EDGE OUTBOARD ERROSION STRIP WAS DISCOVERED APPROXIMATELY 4 INCHES INBOARD FROM THE TIP OF THE BLADE AT STATION 206. (TC# 20061018002)

CA061103017

BELL  

ALLSN

 

COMBUSTION LINER

CRACKED

10/30/2006

407  

250C47B

 

23064570B

ENGINE

(CAN) COMBUSTION LINER FOUND CRACKED ON REMOVAL DURING TURBINE SECTION REPLACEMENT TO COMPLY WITH ROLLS ROYCE CEB A-72-6060. THIS PART IS FOUND TO BE CRACKED ANY TIME IT IS REMOVED AFTER ANY LENGTH OF TIME IN SERVICE. MANUFACTURERS MAINTENANCE MANUAL ALLOWS NO CRACKS IN THIS AREA.

CA061103018

BELL  

ALLSN

 

COMBUSTION CASE

CRACKED

10/30/2006

407  

250C47B

 

23030911K

ENGINE

(CAN) CRACK ALONG LEFT SIDE "ARMPIT" WELD LINE FOUND DURING UNSCHEDULED TURBINE REMOVAL FOR CEB A-72-6060. NO CRACKS ALLOWED IN THIS AREA.

CA060814002

BELL  

 

BELL  

SPINDLE

DEBONDED

7/17/2006

412  

 

 

412010190105

MAIN ROTOR HUB

(CAN) ON A MAIN ROTOR HUB ASSY 2500 HOUR INSPECTION THE RED BLADE SPINDLE ASSY WAS FOUND WITH DAMPER BEARING DEBONDED. (TC NR 20060814002)

CA061107004

BELL  

 

 

HANDLE

MISSING

11/2/2006

412EP

 

 

AR835OXT4619

PAX DOOR

(CAN) UPON TEST FLIGHT RETURN TO BASE, IT WAS NOTICED THAT THE CO-PILOT OUTSIDE DOOR HANDLE WAS MISSING, SUSPECT IT WAS LOST IN FLIGHT. (TC# 20061107004)

CA061106014

BELL  

 

 

LANDING GEAR

MALFUNCTIONED

10/27/2006

430  

 

 

 

 

(CAN) ON APPROACH TO HELIPAD, LANDING GEAR DID NOT BE DEPLOYED. PILOT NOTICE AT THE LAST MOMENT AND ALMOST LANDED ON BELLY. ADD NO GREEN LIGHT NOR AUDIO WARNING. USE THE EMERGENCY GEAR RELEASE. LANDING UNEVENTFUL AFTERWARD. (TC# 20061106014)

CA061120009

BOEING

PWA  

 

DUCT

RUPTURED

11/18/2006

727223

JT8D9

 

652244143

13TH STAGE SADDL

(CAN) ENROUTE TO DESTINATION, #2 ENGINE FIRE WARNING. CHECKLIST ACCOMPLISHED, ENGINE SHUTDOWN. 13TH STAGE SADDLE DUCT FOUND RUPTURED, REPLACED AND AIRCRAFT RETURNED TO SERVICE. (TC# 20061120009)

CA060412003

BOEING

PWA  

 

BRACKET

CRACKED

4/11/2006

727227

JT8D9A

 

65225847

ENGINE CONTROLS

(CAN) WHILE INVESTIGATING A STIFF THRUST REVERSER SNAG, MAINTENANCE DISCOVERED THE NR 3 ENGINE CONTROL QUADRANT BRACKET CRACKED. BRACKET WAS REPLACED AND AIRCRAFT RETURNED TO SERVICE. (TC NR 20060412003)

CA061014001

BOEING

PWA  

 

VALVE

FAILED

10/11/2006

727243

JT8D9A

 

39854021

A/C PACK

(CAN) AFTER DEPARTURE, CREW DISCOVERED THAT THE A/C WOULD NOT PRESSURIZE. A/C RETURNED TO BASE WHERE A PACK VALVE WAS FOUND FAILED IN THE CLOSED POSITION. VALVE WAS REPLACED AND A/C RETURNED TO SERVICE. (TC NR 20061014001)

2006FA0001138

BOEING

 

 

HOUSING

CRACKED

10/31/2006

737*

 

 

65446321

T/E FLAP

(REF NR: 212286/ FXS) HOUSING CRACKED INSIDE THE (P) PORT. CYCLIC STRESS. (K)

CA061124009

BOEING

CFMINT

 

WINDOW

DELAMINATED

11/21/2006

737*

CFM567B22

 

58935734

COCKPIT

(CAN) ON NOV. 22, 2006 A/C 208 DURING INSPECTION OF THE NR 5 RT EYEBROW WINDOW IT WAS NOTED THAT THE NR 4 RT EYEBROW WINDOW WAS DELAMINATED BEYOND LIMITS. THE AIRCRAFT WAS REMOVED FROM SERVICE AND THE NR 4 RT EYEBROW WINDOW WAS REPLACED. BOEING IS AWARE OF THIS IN SERVICE ISSUE AND HAS INITIATED SERVICE RELATED PROBLEM (SRP) 56-0018. BOEING HAS ALSO ISSUED SERVICE BULLETIN 737-56-1017 TO PROVIDE 737NG OPERATORS WITH AN OPTION TO REPLACE THE NR 4 AND 5 WINDOWS WITH STRUCTURAL PLUGS. WESTJET IS PLANNING ON INCORPORATING THIS SERVICE BULLETIN.

CA061018005

BOEING

PWA  

 

SEAL

TORN

9/19/2006

737*

JT8D17

 

MS2877A344

STRUT

(CAN) ON CLIMB OUT, NOSE GEAR RED WARNING LIGHT STAYED ON; GEAR CYCLED TWICE, NIL CURE. AIRCRAFT PROCEEDED TO AIRPORT, LANDING WAS NORMAL. ON GROUND, NOSE GEAR SERVICED, SUBSEQUENT TAKEOFF NORMAL. ON RETURN TO BASE, ONE SEAL FOUND TORN, ALL SEALS REPLACED, FULL NOSE GEAR SERVICING CARRIED OUT. (TC NR 20061018005)

CA061117005

BOEING

PWA  

 

SUPPORT

CRACKED

11/6/2006

737200

JT8D17

 

69601002

MLG 

(CAN) ON WALK AROUND AFTER LANDING FOUND CENTER SUPPORT ASSY OF GRAVEL DEFLECTOR CRACKED. CENTER SUPPORT ASSY CRACK REPAIRED. ASSEMBLY SUPPORT FITTING P/N69-60100-2 REPLACED AIRCRAFT RETURNED TO SERVICE.

SROM200600018

BOEING

 

 

SKIN

MISREPAIRED

11/30/2006

737201

 

 

 

FUSELAGE

DURING OWNER REQUEST FOR REPLACEMENT OF FUSELAGE SKIN BS 907 - 1016, STR 20L - 25L (P/N 65C80736-834) TO ELIMINATE PREVIOUS PERMANENT AND TEMPORARY SKIN REPAIRS, DISCOVERED NON-STANDARD REPAIR AT BS992.80, STR 20L IDENTIFIED AS A CUTOUT IN THE ADJACENT UPPER SKIN. INSTALLED NEW REPAIR PER BOEING REPAIR INSTRUCTION 1-248459651-6, REFERENCE BOEING ISSUED FAA FORM 8100-9, DATED 30 NOV 2006.

CA061029001

BOEING

PWA  

 

BELLCRANK

BROKEN

10/17/2006

737201

JT8D9A

 

654952921

NR 2 FLAP TRACK

(CAN) NR 2 AFT FLAP BELLCRANK WAS FOUND BROKEN WHILE ACCOMPLISHING DAILY CHECK. INVESTIGATION FOUND EXCESSIVE WEAR ON THE NR 2 AFT FLAP BELLCRANK CAM TRACK WHICH RESULTED IN THE BELLCRANK POPPING OUT OF THE CAM TRACK. UPON REPLACEMENT OF THE CAM TRACK, IT WAS DETERMINED THE CAM TRACK WAS NOT INSTALLED IAW BOEING MAINTENANCE MANUAL. THE MM REQUIRES INSTALLATION OF A TAPER SHIM TO PROPER ALIGN TRACK SO THAT THE BELLCRANK CAM ROLLER WILL RIDE PROPERLY IN THE CAM TRACK. WE BELIEVE THE BELLCRANK BROKE AFTER IT POPPED OUT OF THE CAM TRACK AND JAMMED WHEN THE FLIGHT CREW MOVED THE FLAPS. A FLEET CAMPAIGN FOUND 2 OTHER CAM TRACKS WITH SIMULAR WEAR AND WERE ALSO MISSING REQUIRED TAPER SHIM. THE CAM TRACKS WERE REPLACED AND INSTALLED IAW BOEING MM. WE HAVE DETERMINED THESE TRACKS WERE INSTALLED PRIOR TO ACQUISITION BY THE OPERATOR. (TC# 20061029001)

SROM200600020

BOEING

 

 

SPAR

CRACKED

11/30/2006

737205

 

 

657378443

ELEVATOR

DURING INSPECTION FOUND LT ELEVATOR TAB OUTBOARD HINGE FITTING TO HAVE CONSIDERABLE FLEX. UPON FURTHER EXAMINATION FOUND ELEVATOR REAR SPAR CRACKED IN THE AREA WHERE TAB HINGE FITTING ATTACHES. AD 2006-14-07/SB 737-55A1078 HAD NOT BEEN ACCOMPLISHED PRIOR TO THIS FINDING. REPLACED ELEVATOR AND TAB WITH NEW.

SROM200600019

BOEING

 

 

SKIN

GOUGED

12/3/2006

737205

 

 

 

BS 895

ON POST FLIGHT INSPECTION FOUND THREE INCH SKIN GOUGE AT FUSELAGE BS 895 BETWEEN STRS 22R AND 23R. REPAIRED WITH SKIN DOUBLER PER BOEING 737 SRM 53-30-3 AND 51-20-1.

CA061011009

BOEING

PWA  

 

ACTUATOR

BYPASSING

10/4/2006

737242C

JT8D9A

 

65446604

MLG 

(CAN) DURING DEPARTURE THE NOSE LANDING GEAR FAILED TO RETRACT. THE AIRCRAFT RETURNED TO POINT OF DEPARTURE WITHOUT FURTHER INCIDENT. MAINTENANCE FOUND THE NOSE LANDING GEAR GRAVEL DEFLECTOR ACTUATOR WAS BYPASSING. THE UNIT WAS REPLACED AND THE AIRCRAFT REURNED TO SERVICE. THE ACTUATOR REMOVED HAD BEEN REPLACED THE PREVIOUS DAY AND THE VENDOR HAS BEEN CONTACTED TO PROVIDE AN IMMEDIATE TEARDOWN REPORT. (TC NR 20061011009)

CA061004003

BOEING

PWA  

 

ACTUATOR

BYPASSING

10/2/2006

737242C

JT8D9A

 

65446604

NLG 

(CAN) ON CLIMB OUT THE NOSE LANDING GEAR FAILED TO RETRACT. THE AIRCRAFT RETURNED TO POINT OF DEPARTURE AND LANDED WITHOUT INCIDENT. MAINTENANCE DETERMINED THAT THE NOSE LANDING GEAR GRAVEL DEFLECTOR ACTUATOR HAD FAILED. THE ACTUATOR WAS REPLACED AND THE AIRCEAFT WAS RETURNED TO SERVICE. (TC NR 20061004003)

CA060406006

BOEING

 

 

FLOORBEAM

CRACKED

4/6/2006

737290C

 

 

 

BS 1016 S17L

(CAN) BS 1016 AND STR17L WEB TO FLOOR ATTACH ANGLE CRACKED AND REPAIRED IAW EA AND SRM. (TC NR 20060406006)

CA060406007

BOEING

 

 

FLOORBEAM

CORRODED

4/6/2006

737290C

 

 

 

BS 807

(CAN) CORROSION FOUND ON FWD FLANGE OF FLOORBEAM AT BS 807 RBL 56 AND REPAIRED IAW CUSTOMER EA. (TC NR 20060406007)

CA060406008

BOEING

 

 

STRINGER

CORRODED

4/6/2006

737290C

 

 

 

BS 937 S24L

(CAN) CORROSION FOUND ON STR 24L AT BS 937 AND REPAIRED IAW CUSTOMER EA (TC NR 20060406008)

CA060421030

BOEING

 

 

SKIN

DENTED

4/21/2006

737290C

 

 

 

VERTICAL STAB

(CAN) SKIN HAS A DENT IN VERTICAL STAB RT SIDE 12 INCHES AFT OF UPPER END AND REPAIRED IAW CUSTOMER EA. (TC NR 20060421030)

CA060421031

BOEING

 

 

SEAT TRACK

CORRODED

4/21/2006

737290C

 

 

 

BS 504-616

(CAN) CORROSION ON SEAT TRACK BEAM BS 504-616 LBL 26 REPAIRED IAW CUSTOMER EA. (TC NR 20060421031)

CA060421032

BOEING

 

 

FLOORBEAM

CORRODED

4/21/2006

737290C

 

 

 

BS 520

(CAN) FLOORBEAM AT BS 520 LBL 45 CORRODED AND REPAIRED IAW CUSTOMER EA. (TC NR 20060421032)

CA060421033

BOEING

 

 

BUSHING

CORRODED

4/21/2006

737290C

 

 

 

HORIZONTAL STAB

(CAN) RT HORIZONTAL STABILIZER, FRONT AND REAR SPAR BUSHING CORRODED REPAIRED IAW CUSTOMER EA. (TC NR 20060421033)

CA060421034

BOEING

 

 

BUSHING

CORRODED

4/21/2006

737290C

 

 

 

HORIZONTAL STAB

(CAN) LT HORIZONTAL STABILIZER FRONT AND REAR SPAR BUSHINGS CORRODED AND REPAIRED IAW CUSTOMER EA (TC NR 20060421034)

CA060421035

BOEING

 

 

SUPPORT ANGLE

CRACKED

4/21/2006

737290C

 

 

 

CARGO DOOR

(CAN) MAIN CARGO DOOR NR1 LATCH SUPPORTING ANGLE CRACKED REPAIRED IAW CUSTOMER EA. (TC NR 20060421035)

CA060422000

BOEING

 

 

ATTACH FITTING

NICKED

4/21/2006

737290C

 

 

 

HORIZONTAL STAB

(CAN) LT STABILIZER CENTER SECTION AFT UPPER SPAR, UPPER FWD ATTACH LUG FACE NICKED REPAIRED IAW CUSTOMER EA. (TC NR 20060422000)

CA060422001

BOEING

 

 

STRINGER

GOUGED

4/21/2006

737290C

 

 

 

BS 947 S26R

(CAN) STR 26R AT BS 947 GOUGED REPAIRED IAW CUSTOMER EA. (TC NR 20060422001)

CA060422002

BOEING

 

 

HINGE FITTING

GOUGED

4/21/2006

737290C

 

 

 

HORIZONTAL STAB

(CAN) RT HORIZONTAL STAB NR 1 ELEVATOR HINGE FITTING LOWER PORTION HAS A GOUGE REPAIRED IAW CUSTOMER EA. (TC NR 20060422002)

CA060422003

BOEING

 

 

FLOORBEAM

CORRODED

4/21/2006

737290C

 

 

 

BS 986

(CAN) FLOORBEAM AT BS 986, LBL 18 TO LBL 52 CORRODED REPAIRED IAW CUSTOMER EA. (TC NR 20060422003)

CA060422004

BOEING

 

 

STRUCTURE

CRACKED

4/21/2006

737290C

 

 

 

CARGO DOOR

(CAN) MAIN CARGO DOOR BS492 CRACKED 6 INCHES BELOW HINGE AT FRAME LIGHTNING HOLE TO THE IB EDGE REPAIRED IAW CUSTOMER EA. (TC NR 20060422004)

CA060422005

BOEING

 

 

SKIN

GOUGED

4/21/2006

737290C

 

 

 

CARGO DOOR

(CAN) MAIN CARGO DOOR SKIN AT NR 6 HINGE ATTACH AREA BS 441.5 GOUGE REPAIRED IAW CUSTOMER EA. (TC NR 20060422005)

CA060422006

BOEING

 

 

SKIN

GOUGED

4/21/2006

737290C

 

 

 

CARGO DOOR

(CAN) MAIN CARGO DOOR SKIN AT NR 5 HINGE STA 418 GOUGED REPAIRED IAW CUSTOMER EA. (TC NR 20060422006)

CA060421001

BOEING

 

 

FLOORBEAM

CORRODED

4/20/2006

737290C

 

 

 

BS 947

(CAN) FLOORBEAM CAP AT BS 947 LBL 39 CORRODED AND REPAIRED IAW CUSTOMER EA. (TC NR 20060421001)

CA060421002

BOEING

 

 

FLOORBEAM

CORRODED

4/20/2006

737290C

 

 

 

BS 967

(CAN) FLOORBEAM CAP AT BS 967 LBL 18 CORRODED AND REPAIRED IAW CUSTOMER EA. (TC NR 20060421002)

CA060421003

BOEING

 

 

STRINGER

CRACKED

4/20/2006

737290C

 

 

 

RT WING

(CAN) RT WING FUEL TANK AT WBL 135.5 STR 2R CRACKED AND REPAIRED IAW EA. (TC NR 20060421003)

CA060421004

BOEING

 

 

STRINGER

CRACKED

4/20/2006

737290C

 

 

 

BS 947 S18R

(CAN) STR 18R AT BS 947 CRACKED AND REPAIRED IAW CUSTOMER EA. (TC NR 20060421004)

CA060421009

BOEING

 

 

STRINGER

CORRODED

4/20/2006

737290C

 

 

 

BS 520 S26L

(CAN) STR 26L AT BS 520 CORREDED AND REPAIRED IAW CUSTOMER EA. (TC NR 20060421009)

CA060421010

BOEING

 

 

STRINGER

CRACKED

4/20/2006

737290C

 

 

 

BS 500B S16L

(CAN) STR 16L AT BS 500B+13 INCHES CRACKED AT FASTNER HOLE AND REPAIRED IAW CUSTOMER EA. (TC NR 20060421010)

CA060421011

BOEING

 

 

STRINGER

CORRODED

4/20/2006

737290C

 

 

 

BS 500B-520

(CAN) STR 26R AT BS 500B TO BS 520 CORRODED AND REPAIRED IAW CUSTOMER EA. (TC NR 20060421011)

CA060421012

BOEING

 

 

SKIN

CHAFED

4/20/2006

737290C

 

 

 

LWS 76

(CAN) LT WING UPPER SKIN, WBL 76.75 FROM AFT EDGE OF SKIN FWD FOR 9.5 INCH SKIN CHAFED AND REPAIRED IAW CUSTOMER EA. (TC NR 20060421012)

CA060421023

BOEING

 

 

STRINGER

CORRODED

4/21/2006

737290C

 

 

 

BS 350-366

(CAN) STR 28R, BS 350 TO BS 366 CORRODED AND REPAIRED IAW CUSTOMER EA. (TC NR 20060421023)

CA060421024

BOEING

 

 

STRINGER

GOUGED

4/21/2006

737290C

 

 

 

BS 925 S25L

(CAN) AFT CARGO PIT STR 25L AT BS 925 HAS A GOUGE AND REPAIRED IAW CUSTOMER EA (TC NR 20060421024)

CA060421025

BOEING

 

 

STRINGER

GOUGED

4/21/2006

737290C

 

 

 

BS 947 S26R

(CAN) STR 26R AT BS 947 GOUGED AND REPAIRED IAW CUSTOMER EA. (TC NR 20060421025)

CA060421026

BOEING

 

 

FLOORBEAM

CORRODED

4/21/2006

737290C

 

 

 

BS 727B

(CAN) AFT CARGO PIT FLOORBEAM UPPER CHORD CORRODED AT BS 727B FROM LBL 25-45 AND REPAIRED IAW CUSTOMER EA. (TC NR 20060421026)

CA060421027

BOEING

 

 

SKIN

GOUGED

4/21/2006

737290C

 

 

 

BS 326 S2R

(CAN) FUSELAGE SKIN GOUGED AT BS 326, 2 INCHES ABOVE STR 2R AND REPAIRED IAW CUSTOMER EA. (TC NR 20060421027)

CA060421028

BOEING

 

 

SKIN

DENTED

4/21/2006

737290C

 

 

 

BS 500 S25-26L

(CAN) SKIN HAS SMALL DENT BETWEEN STR 25L AND STR 26L AT BS500+13 AND REPAIRED IAW CUSTOMER EA. (TC NR 20060421028)

CA060421029

BOEING

 

 

SHEAR TIE

CRACKED

4/21/2006

737290C

 

 

 

BS 727A S22-23R

(CAN) SHEAR TIE CRACKED AT BS 727A BETWEEN STR 22R AND 23R AND REPAIRED IAW CUSTOMER EA. (TC NR 20060421029)

CA061011008

BOEING

PWA  

 

CONTROL UNIT

MALFUNCTIONED

10/4/2006

7372L9

JT8D17

 

473925

SMOKE DETECTION

(CAN) ON TAXI FOR DEPARTURE THE CREW OBSERVED A NR 2 CARGO PIT CAUTION INDICATION. THE AIRCRAFT RETURNED TO COMPANY RAMP WHERE MAINTENANACE DETERMINED THE SMOKE DETECTOR SYSTEM CONTROL ELECTRONICS UNIT IN THE NR 2 PIT WAS AT FAULT. THE UNIT WAS REPLACED AND THE AIRCRAFT WAS RETURNED TO SERVICE. (TC NR 20061011008)

PIDR2006046

BOEING

 

 

SLAT

DAMAGED

11/15/2006

7373B7

 

 

 

LT WING

LT WING LEADING EDGE AT THE OB END OF THE NR3 SLAT DAMAGED. REPAIRED DAMAGE PER SRM 51-70-11, 51-70-14, AND 51-70-16.

CA061114011

BOEING

CFMINT

 

WINDOW

CRACKED

11/6/2006

73776N

CFM567B22

 

58935841

COCKPIT

(CAN) ON NOV. 6, 2006 A/C 011 EXPERIENCED A CRACKED NR 5 LT EYEBROW WINDOW. THE A/C CONTINUED TO ITS DESTINATION WITHOUT ANY FURTHER EVENTS. THE NR 5 WINDOW WAS REPLACED.BOEING IS AWARE OF THIS IN SERVICE ISSUE AND HAS INITIATED SERVICE RELATED PROBLEM (SRP) 56-0018. BOEING HAS ALSO ISSUED SERVICE BULLETIN 737-56-1017 TO PROVIDE 737NG OPERATORS WITH AN OPTION TO REPLACE THE NR 4 AND 5 WINDOWS WITH STRUCTURAL PLUGS. WESTJET IS PLANNING ON INCORPORATING THIS SERVICE BULLETIN.

CA061018013

BOEING

 

 

FLOORBEAM

CORRODED

10/18/2006

737790

 

 

147A550412

BS 947

(CAN) FLOORBEAM CORRODED AT BS 947.

CA061114009

BOEING

CFMINT

 

WINDOW

CRACKED

10/27/2006

7377CG

CFM567B22

 

58935733

COCKPIT

(CAN) ON OCT. 27, 2006 A/C 201 EXPERIENCED A CRACKED NR 4 LT EYEBROW WINDOW. THE A/C CONTINUED TO ITS DESTINATION WITHOUT ANY FURTHER EVENTS. THE NR 4 WINDOW WAS REPLACED. BOEING IS AWARE OF THIS IN SERVICE ISSUE AND HAS INITIATED SERVICE RELATED PROBLEM (SRP) 56-0018. BOEING HAS ALSO ISSUED SERVICE BULLETIN 737-56-1017 TO PROVIDE 737NG OPERATORS WITH AN OPTION TO REPLACE THENR 4 AND 5 WINDOWS WITH STRUCTURAL PLUGS. WESTJET IS PLANNING ON INCORPORATING THIS SERVICE BULLETIN. (TC# 20061114009)

CA061114008

BOEING

CFMINT

 

WINDOW

FAILED

11/1/2006

7377CG

CFM567B22

 

58935734

COCKPIT

(CAN) ON NOV. 1, 2006 A/C 216 EXPERIENCED A CRACKED NR 4 RT EYEBROW WINDOW. THE A/C CONTINUED TO ITS DESTINATION WITHOUT ANY FURTHER EVENTS. THE NR 4 WINDOW WAS REPLACED.BOEING IS AWARE OF THIS IN SERVICE ISSUE AND HAS INITIATED SERVICE RELATED PROBLEM (SRP) 56-0018. BOEING HAS ALSO ISSUED SERVICE BULLETIN 737-56-1017 TO PROVIDE 737NG OPERATORS WITH AN OPTION TO REPLACE THE NR 4 AND 5 WINDOWS WITH STRUCTURAL PLUGS. WESTJET IS PLANNING ON INCORPORATING THIS SERVICE BULLETIN.

CA061114010

BOEING

CFMINT

 

WINDOW

FAILED

10/31/2006

7377CG

CFM567B22

 

58935733

COCKPIT

(CAN) ON OCT. 31, 2006 A/C 202 EXPERIENCED A CRACKED NR 4 LT EYEBROW WINDOW. THE A/C CONTINUED TO ITS DESTINATION WITHOUT ANY FURTHER EVENTS. THE NR 4 WINDOW WAS REPLACED. BOEING IS AWARE OF THIS IN SERVICE ISSUE AND HAS INITIATED SERVICE RELATED PROBLEM (SRP) 56-0018. BOEING HAS ALSO ISSUED SERVICE BULLETIN 737-56-1017 TO PROVIDE 737NG OPERATORS WITH AN OPTION TO REPLACE THE NR 4 AND 5 WINDOWS WITH STRUCTURAL PLUGS. WESTJET IS PLANNING ON INCORPORATING THIS SERVICE BULLETIN.

CA060413007

BOEING

 

 

STRINGER SPLICE

CORRODED

4/13/2006

757200

 

 

140N01062

BS 1180

(CAN) CORRODED EXTERNAL STRAP ON RT SIDE OF FUSELAGE AT BS 1180 ALONG STRINGER 17. (TC NR 20060413007)

CA060413008

BOEING

 

 

FAIRING

CHAFED

4/13/2006

757200

 

 

148N73081

HORIZONTAL STAB

(CAN) RT HORZ STAB TO BODY SEAL FAIRING LOWER IB GUIDE CHAFED AT FORWARD END. (TC NR 20060413008)

CA060413009

BOEING

 

 

SPAR

CORRODED

4/13/2006

757200

 

 

 

LT TE FLAP

(CAN) LT OB MAIN FLAP AFT SPAR UPPER CHORD 44 INCHES OB OF MAIN FLAP IB EDGE. (TC NR 20060413009)

CA061010004

BOEING

PWA  

BOEING

SKIN

DELAMINATED

9/27/2006

767233

JT9D7R4D

 

184T10071

HORIZONTAL STAB

(CAN) LT HORIZONTAL STAB LEADING EDGE PANEL 332CL INNER SKIN COMPLETELY DELAMINATED. DELAMINATED SKIN WEARING INTO VERTICAL STIFFENERS LOCATED ALONG FRONT SPAR. (TC NR 20061010004)

CA061004002

BOLKMS

ALLSN

 

WINDOW

SEPARATED

10/28/2005

BO105S

250C20B

 

M1052330115

DOOR 

(CAN) AIRCRAFT HAD DEPARTED FROM HELICOPTER PAD AND WAS TRANSITING TO WEST COAST. SHORTLY AFTER TAKE-OFF AND ALMOST IN CRUISE, THE PASSENGER SITTING IN THE LT CREW SEAT HEARD A NOISE. AT THAT TIME HE NOTICED THAT THE WIND DEFLECTOR HAD BECOME SEPARATED AT THE LOWER POINT OF THE WINDOW. THE PASSENGER MANAGED TO OPEN THE SLIDING WINDOW AND SECURE THE REMAINING PORTION OF THE DEFLECTOR IN HIS HAND. THE PILOT AT THAT POINT ELECTED TO RETURN THE AIRCRAFT TO THE POINT OF DEPARTURE. UPON ARRIVAL BACK AT POINT OF DEPARTURE, THE REMAINING PORTION OF THE WIND DEFLECTOR WAS REMOVED, AIRCRAFT INSPECTED FOR ANY DAMAGE CAUSED BY FOD, AND THEN RETURNED TO SERVICE. (TC NR 20061004002)

CA061003005

BOMBDR

 

 

HYDRAULIC SYSTEM

LEAKING

10/1/2006

BD1001A10

 

 

 

NR 2 

(CAN) WHILE VERIFYING A NOSE WHEEL STEERING SNAG DURING TAXI TEST, A LOSS OF HYDRAULIC FLUID FROM NR 2 SYSTEM OCCURED. LT AND RT ENGINES WERE SHUTDOWN AND AREA WAS INSPECTED. HYDRAULIC FLUID WAS FOUND TO HAVE SPRAYED IN AFT FUSELAGE AND ON THE RT SIDE. (TC NR 20061003005)

CA060407008

BOMBDR

RROYCE

 

ACCESS PANEL

MISSING

3/31/2006

BD7001A10

BR700710A220

 

GS29701378

FUSELAGE

(CAN) THE AIRPLANE LANDED AT IT`S DESTINATION WHEN CREW EXITED THE PLANE, THEY NOTICED THAT THE AFT RT BELLY ACCESS PANEL WAS MISSING. NOTHING WAS NOTICED BY CREW WHILE IN FLIGHT (VIBRATIONS). (TC NR 20060407008)

CA061103005

BOMBDR

PWA  

 

SHAFT

DAMAGED

9/27/2006

DHC8400

PW123

 

 

RGB 

(CAN) THE ENGINE FLAMED-OUT IN CRUISE AND THE AIRCRAFT DIVERTED TO POINT OF DEPARTURE. SUBSEQUENT INSPECTION REVEALED METAL DEBRIS ON THE ENGINE CHIP DETECTOR AND DAMAGE TO THE TOWERSHAFT. MFG WILL INVESTIGATE THE EVENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED. (TC NR 20061103005)

CA061110002

BOMBDR

PWC  

 

MOTOR

BURNED

9/11/2006

DHC8400

PW150A

 

DL561064

NR 3 OVEN

(CAN) A OPERATOR MADE A UNSCHEDULED LANDING DUE TO HEAVY SMELL COMING FROM AFT GALLEY. INVESTIGATION SHOWED THAT THE BLOWER MOTOR OF ONE GALLEY OVEN SHOWS BURN DAMAGE. OVEN REMOVED AND SENT FOR REPAIR. (TC NR 20061110002)

CA061011007

BOMBDR

PWC  

 

PUMP

CRACKED

7/21/2006

DHC8400

PW150A

 

6617303

NR 2 HYD SYSTEM

(CAN) DURING CRUISE AT 18000 FT, (NR 2 HYD ISO VLV, NR2 ENG HYD PUMP) AND (ROLL SPLR OB HYD) CAUTION LIGHT WERE ILLUMINATED, AND THEN, NR 2 HYD PRESS DROPPED TO 0 PSI AND QUANTITY ALSO DROPPED TO 0. EMERGENCY LANDING CONDUCTED WITH ALTERNATE LDG EXTENSION. THE AIRCRAFT WAS TOWED TO PARKING SPOT. THE GROUND INSPECTION REVEALED THAT NR 2 EDP WAS CRACKED AND HAD A (1.5 X 1.0 CM) HOLE. METAL DEBRIS WAS FOUND IN ALL FILTERS (PRESS, RETURN AND CASE DRAIN), AND DPI FOR NR 2 CASE DRAIN FILTER WAS POPPED OUT. EDP REPLACED, HYDRAULIC SYSTEM FLUSHED. (TC NR 20061011007)

CA061012002

BOMBDR

PWC  

 

DISPLAY

SHORTED

5/26/2006

DHC8400

PW150A

 

C19190AB04

COCKPIT

(CAN) DURING FLIGHT, THE FLIGHT CREW REPORTED THAT THE COPILOT`S PFD WENT BLANK, THEN CAME BACK ON IN POST MODE (GREEN T) THEN WENT BLANK AGAIN PERMANENTLY, FOLLOWED BY A BURNING ODOR (NO VISIBLE SMOKE OR FLAMES). THE ODOR WAS CARRIED BY THE RECIRC FAN THROUGHOUT THE CABIN AND DETECTED BY THE FLIGHT ATTENDANTS. MECHANICS FOUND EVIDENCE OF SOOT AROUND THE COOLING HOLES OF THE REMOVED PFD. (TC NR 20061012002)

CA061020005

BOMBDR

PWC  

 

SEQUENCE VALVE

FAILED

8/15/2006

DHC8400

PW150A

 

483023

NLG DOOR

(CAN) AFTER GEAR WAS SELECTED UP IN CLIMB OUT, NOSE GEAR DOOR CAUTION WAS ON TOGETHER WITH NOISE OF SPINNING WHEEL. QRH LANDING GEAR DOOR MALFUNCTION PERFORMED. AFTER GEAR WAS SELECTED DOWN DOOR CAUTION DISAPPEARED BUT WE NOW HAD AN INDICATION OF UNSAFE NOSE GEAR ( RED ). QRH ALTERNATE LANDING GEAR EXTENSION PERFORMED AND GREEN LIGHT FOR NOSE GEAR RECEIVED. NORMAL LANDING PERFORMED AND TAXIED TO PARKING. PASSENGERS AND CREW WAS BRIEFED SEVERAL TIMES DURING THE FLIGHT. NLG SOLENOID SEQUENCE VALVE REPLACED IAW 32-31-71-400-801 (TC NR 20061020005)

CA061020006

BOMBDR

PWC  

 

SENSOR

FAILED

8/24/2006

DHC8400

PW150A

 

471515

NLG 

(CAN) AFTER TAKEOFF, LANDING GEAR DID NOT RETRACT. INDICATION SHOWED 3 GREENS AND 3 REDS. AFTER EMERGENCY CHECKLIST WAS COMPLETED THE DECISION FOR RE-LANDING WAS MADE. CABIN PAX AND STATION WERE INFORMED AND SUCCESSFUL RELANDING PERFORMED. FOUND NOSE WHEEL CENTER SENSOR FAULT AND SENSOR REPLACED. (TC NR 20061020006)

CA061006003

BOMBDR

PWC  

HAMSTD

DRIVE SHAFT

FRACTURED

9/1/2006

DHC8400

PW150A

 

 

FMU 

(CAN) ON DESCENT, THE ENGINE FLAMED OUT. GROUND INSPECTION REVEALED A FRACTURED FUEL METERING UNIT DRIVE SHAFT. (TC NR 20061006003)

CA061005010

BOMBDR

PWC  

 

SHAFT

SHEARED

9/9/2006

DHC8400

PW150A

 

 

NR 2 FMU

(CAN) DURING DESCENT INTO BASE, NR 2 ENGINE SUDDENLY SHUTDOWN. CREW GOT THE INDICATION BY A YAW AND DISCOVERED AFTERWARDS THE PROP TQ WAS ZERO. EMERGENCY DECLARED. POWERPLANT MESSAGE ON ED QRH ACTIONS WERE CARRIED OUT. PAX BRIEFED ON DESCENT AND IN TERMINAL AFTERWARDS. UNEVENTFUL APPROACH/LANDING AND TAXI. MAINT REPORT: FAULT CODES: 360/907/935/970. FMU REMOVED AND FOUND SHAFT SHEARED. FMU REPLACED EGR CARRIED OUT NORMAL. (TC NR 20061005010)

CA061107003

BOMBDR

PWC  

 

PUMP

FAILED

11/2/2006

DHC8400

PW150A

 

6617303

HYD SYSTEM

(CAN) DURING DECENT TO THE AIRPORT PILOTS OBSERVED LOSS OF NR 2 HYD PRESSURE AND NR 2 EDP CAUTION LIGHT. THE PTU WAS SELECTED ON AND THE NR 2 HYD PRESSURE RECOVERED AND FLUID QUANTITY HAD DROPPED TO 40%. CREW ELECTED TO RETURN TO BASE. NON-EMERGENCY LANDING AND AIRCRAFT TAXIED TO RAMP UNDER ITS OWN CONTROL. NR 2 EDP HAD INTERNAL ROTATING GROUP FAILURE, EDP REPLACED.

CA061124002

BOMBDR

PWC  

 

BUSS BAR

SHORTED

11/23/2006

DHC8400

PW150A

R408

697070212

NR 1 PROP

(CAN) NO.1 ENGINE SHUTDOWN DURING FLIGHT DUE PEC FAIL CAUTION LIGHT AND PROP SPEED AT 1060 RPM. FAULT CODES LH CH A/B 160 AND 162. MAYDAY CALLED AND A NORMAL LANDING PERFORMED. PAX DEBRIEFED DURING TAXING AND AFTER PARKING. MAINTENANCE DISPATCHED TO TROUBLE SHOOT. NOTE PROP ASSY ONLY INSTALLED LAST WEEK. TECHNICIAN FOUND PROP HEATER BUSBAR ASSEMBLY CHAFED BY NO.1 PROP MPU BRACKET. BUSBAR REPLACED AND BUSBAR/PICK-UP CLEARANCE CHECKED OK. ENGINE RUN, PROP RPM AND PROP DE-ICE CHECKED OK. (TC# 20061124002)

CA061130001

BOMBDR

PWC  

 

ACTUATOR

FAILED

11/24/2006

DHC8400

PW150A

 

3994001013

PITCH TRIM

(CAN) PITCH TRIM CAUTION LIGHT AND AUTO TRIM FAIL MESSAGE APPEARED DURING CLIMB. AIRCRAFT RETURNED TO BASE. WIRING CHECKS CARRIED OUT BETWEEN THE FCECU AND PITCH TRIM ACTUATOR. (FCECU CODES 67, 63, E7 AND E3) ACTUATOR REPLACED. (TC# 20061130001)

CA061114001

BOMBDR

PWC  

 

BUSS BAR

CHAFED

11/13/2006

DHC8400

PW150A

 

697070212

PROPELLER ASSY

(CAN) NO.1 ENGINE SHUTDOWN MANUALLY IN FLT DUE PEC FAIL CAUTION AND PROP SPEED AT 1060 RPM. FAULT CODES LH CH A/B 160 AND 162. MAINT DISPATCHED TO T/S. FOUND BUSBAR FOR PROPELLER DEICE CHAFING ON MPU BRACKET, CAUSING MPU TO PICKUP SENS FROM BUSBAR. MPU ADJUSTED AND NEW BUSBAR INSTALLED. ENGINE GROUND RUNS C/O NORMAL. (TC# 20061114001)

CA061026001

BOMBDR

PWC  

 

APU  

MALFUNCTIONED

10/25/2006

DHC8400

PW150A

 

4503067A

 

(CAN) APU ENCLOSURE SUFFERED STRUCTURAL DAMAGE AFTER FUEL VAPOR IGNITED. CREW HAD TRIED TO START APU AFTER LANDING MINIMUM TWICE, UNABLE TO START. NOT POSSIBLE TO GET FAULT CODES SO MECHANIC CALLED. MECH STARTED APU AND THEN IT AUTO SHUTDOWN. MECH STARTED APU AGAIN AND SAME RESULT. MECH OBSERVED FUEL VAPOR FROM EXHAUST BUT NOT FROM FUEL DRAIN. MECH PULLED CIRCUIT BREAKER FOR FUEL SOLENOID IN ORDER TO PERFORM DRY CRANK TO VENT APU. WHEN PUSHING POWER SWITCH THERE WAS AN EXPLOSION IN THE APU BAY. DAMAGE TO THE APU ENCLOSURE AND DOORS OCCURRED. TAIL CONE TO BE REPLACED. (TC# 20061026001)

CA061116005

BOMBDR

 

 

SWITCH

FAILED

11/13/2006

DHC8402

 

 

8209074

RT NACELLE

(CAN) BLEED HOT CAUTION NR 2 CAME ON. CDS INTEREGATION FAULT CODE 1701. RIGHT BLEED OVERTEMPERATURE SWITCH FLAGGED. REPLACE SWITCH. SERIAL NUMBER 0781.

2006FA0001159

BRAERO

PWA  

 

PUMP

FAILED

11/17/2006

BAE1251000

PW305

 

SC402

FUEL SYSTEM

THREE FUEL BOOST PUMPS IN OVERHAULED CONDITION, SAME PN, ORDERED FROM THE SAME VENDOR HAVE FAILED AFTER SHORT TIME ON SAME AIRCRAFT USED ON LT AND RT SIDES. 1) FUEL BOOST PUMP OVERHAULED CONDITION SN 11A557 FAILED 5/24/06 AFTER 247 HOURS. 2) FUEL BOOST PUMP OVERHAULED CONDITION SN 9AU160 FAILED 5/11/06 AFTER 232 HOURS. 3) FUEL BOOST PUMP OVERHAULED CONDITION SN 1AK23 FAILED 11/17/06 AFTER 157 HOURS. (K)

2006FA0001158

BRAERO

PWA  

 

PUMP

FAILED

5/11/2006

BAE1251000

PW305

 

SC402

FUEL SYSTEM

THREE FUEL BOOST PUMPS IN OVERHAULED CONDITION, SAME PN, ORDERED FROM SAME VENDOR HAVE FAILED AFTER SHORT TIME ON SAME AIRCRAFT USED ON LT AND RT SIDES. 1) FUEL BOOST PUMP OVERHAULED CONDITION SN 11A557 FAILED 5/24/06 AFTER 247 HOURS. 2) FUEL BOOST PUMP OVERHAULED CONDITION SN 9AU160 FAILED 5/11/06 AFTER 232 HOURS. 3) FUEL BOOST PUMP OVERHAULED CONDITION SN 1AK23 FAILED 11/17/06 AFTER 157 HOURS. (K)

2006FA0001157

BRAERO

PWA  

 

PUMP

FAILED

5/24/2006

BAE1251000

PW305

 

SC402

FUEL SYSTEM

THREE FUEL BOOST PUMPS IN OVERHAULED CONDITION, SAME PART NUMBER, ORDERED FROM THE SAME VENDER HAVE FAILED AFTER SHORT TIME ON SAME AIRCRAFT USED ON LT AND RT SIDES. 1) FUEL BOOST PUMP OVERHAULED CONDITION SN 11A557 FAILED 5/24/06 AFTER 247 HOURS. 2) FUEL BOOST PUMP OVERHAULED CONDITION SN 9AU160 FAILED 5/11/06 AFTER 232 HOURS. 3) FUEL BOOST PUMP OVERHAULED CONDITION SN 1AK23 FAILED 11/17/06 AFTER 157 HOURS. (K)

CA061104001

BRAERO

 

 

PLATE

CORRODED

11/1/2006

BAE125800A

 

 

258TF4331

HORIZONTAL STAB

(CAN) UPON VISUAL INSPECTION AND CLEANING OF ATTACHMENT LUG AREA OF VERTICAL FIN TO HORIZONTAL STABILIZER, MECHANIC NOTICED MATERIAL FLAKING OFF OF ONE BOLT HOLE. FURTHER INSPECTION REVEALED EXFOLIATION CORROSION. SINCE THIS TYPE OF CORROSION IS DIFFICULT TO DETECT VISUALLY IT WAS ONLY WHEN THE MECHANIC WAS CLEANING THE AREA THAT HE NOTICED THE DAMAGE. UPON CONSULTATION WITH THE MANUFACTURER (RAYTHEON) THE CORROSION WAS REMOVED TO DETERMINE THE EXTENT OF PENETRATION AND COVERAGE (PHOTO ILLUSTRATION) WHICH WAS DETERMINED TO BE OUT-OF-TOLERANCE AND REQUIRED REPLACEMENT OF THE REINFORCEMENT PLATE. THIS DEFECT WAS THE FIRST TIME THE MANUFACTURER HAD COME ACROSS. ESPECIALLY SIGNIFICANT WAS THE FACT THAT IT WAS EXFOLIATION CORROSION AND NOT ANY TYPE OF SURFACE CORROSION. THE TASK TO REPLACE THE PART WAS EXTENSIVE REQUIRING SPECIALIZED JIGS, TOOLS AND MACHINING ALONG WITH RIGGING CHECKS. THE JOB WAS SUCCESSFULLY COMPLETED BY A QUALIFIED SERVICE CENTER.

CA061030001

BRAERO

RROYCE

 

LINE

FRACTURED

10/28/2006

HS7482A

DART5342

 

316Q2277

HYDRAULIC RETURN

(CAN) WHILE EN-ROUTE THE HYDRAULIC FLOW LIGHTS ILLUMINATED AND THE HYDRAULIC PRESSURE DROPPED TO 1900PSI. THE AIRCRAFT DIVERTED, WHERE AN UNEVENTFUL LANDING WAS MADE. MAINTENANCE INVESTIGATION REVEALED THAT THE HYDRAULIC RETURN LINE BETWEEN THE HYDRAULIC CUT OUT VALVE AND THE HYDRAULIC RESERVOIR HAD FRACTURED AT THE RESERVOIR CONNECTION. THE LINE WAS REPLACED AND THE SYSTEM TESTED SERVICEABLE. AN OPTIONAL MOD (S/B 29/44, MOD 7297) RAISED BY BAE IN 1986 REPLACED THIS RIGID LINE WITH A FLEXIBLE LINE TO PRECLUDE THIS TYPE OF FAILURE. THE LINE IN QUESTION WAS A PRE-MOD ITEM. (TC# 20061030001)

CA061122007

BRAERO

RROYCE

 

INDICATOR

FAILED

11/11/2006

HS7482A

DART5342

 

5040002902

COCKPIT

(CAN) DEPARTING THE CAPT`S HORIZON FAILED DURING TAKE-OFF. THE AIRCRAFT RETURNED TO POINT OF DEPARTURE WITHOUT INCIDENT. MAINTENANCE REPLACED THE GYRO AND THE AIRCRAFT WAS RETURNED TO SERVICE. (TC# 20061122007)

CA061128002

BRAERO

RROYCE

 

INDICATOR

FAILED

11/23/2006

HS7482A

DART5342

 

ASN43

NR 1 HORIZON

(CAN) DURING DEPARTURE THE CAPTAINS HORIZON FAILED ON CLIMB OUT. THE AIRCRAFT RETURNED TO POINT OF DEPARTURE WITHOUT FURTHER PROBLEM. MAINTENANACE REPLACED THE NO1. GYRO AND THE AIRCARFT WAS RETURNED TO SERVICE. (TC# 20061128002)

CA061003001

BRAERO

RROYCE

 

PRESSURE VALVE

MALFUNCTIONED

9/24/2006

HS7482A

DART5342

 

AC13794

BRAKE

(CAN) DURING TAXI TO POSITION THE THE MAIN HYDRAULIC SYSTEM WAS CYCLING EVERY 30 SECONDS. THE CREW RETURNED TO COMPANY RAMP. THE IB BRAKE PRESSURE REDUCING VALVE WAS REPLACED AND THE AIRCRAFT WAS RETURNED TO SERVICE. (TC NR 20061003001)

2006FA0001077

CESSNA

CONT

 

CYLINDER

CRACKED

9/28/2006

150M

O200A

 

SA10200A1

NR 3 

OIL LEAK LEAD TO FINDING CYLINDER BARREL CRACKED, MID SECTION IN COOLING FINS, .7500 WAY AROUND BARREL. (K)

CA061016007

CESSNA

LYC  

 

ATTACH BRACKET

CRACKED

10/14/2006

152  

O235L2C

 

04310093

VERTICAL STAB

(CAN) ONE OF THE TWO VERTICAL TAIL ATTACH BRACKETS WAS DISCOVERED CRACKED APPROXIMATELY 90% OF IT’S LENGTH DURING A SCHEDULED INSPECTION. THE CRACK LOCATION IS IN THE RADIUS WHERE THE VERTICAL LEG INTERSECTS THE HORIZONTAL LEG. THERE IS A SERVICE LETTER WHICH DEALS WITH THIS, HOWEVER IT DOESN’T APPLY TO THIS SERIAL NUMBER AIRCRAFT. WE ARE REPLACING THE TWO ON THIS AIRCRAFT AS WELL AS ON THE OTHER C152 IN THE FLEET. (TC# 20061016007)

CA061109008

CESSNA

LYC  

 

PISTON

CRACKED

11/7/2006

152  

O235L2C

 

LW18729

ENGINE

(CAN) HIGH OIL TEMPERATURE AND BURNING ODOR IN CABIN PROMPTED RETURN TO AIRPORT. COMPRESSION CHECK REVEALED LOW COMPRESSION NR 3 CYLINDER, REMOVAL REVEALED A PORTION OF THE SECOND RING LAND APPROX. 1.5 INCHES LONG BROKEN OFF THE PISTON AT THE 10 O`CLOCK POSITION VEIWED FROM TOP.

CA061018001

CESSNA

LYC  

 

EXHAUST RISER

CRACKED

10/13/2006

172M

O320E2D

 

1754001

NR 3 

(CAN) THE (EXHAUST) FLANGE WAS CRACKED THROUGH AND INTO THE UPPER END OF THE (EXHAUST) PIPE ITSELF, WITH THE CRACK TRAVELLING ALMOST HALFWAY AROUND THE PIPE. SUBMITTER REGULARLY FINDS THESE RISERS CRACKED AND SUSPECTS THAT A SHARP/ROUGH EDGE ON THE FLANGE CONTRIBUTES TO ITS FAILURE. THOROUGH INSPECTION OF THIS TYPE OF EXHAUST SYSTEM AT EVERY 50-HOUR INTERVAL IS RECOMMENDED BY THE SUBMITTER. EXHAUST STAINING AROUND THE TOP OF THE PIPE IS USUALLY APPARENT. PRESSURE-TESTING OF THE WHOLE SYSTEM WHILE CARRYING OUT A.D. CF90-03R2 WILL ALSO FIND THESE DEFECTS. (TC# 20061018001)

2006FA0001099

CESSNA

LYC  

 

WIRE

BROKEN

11/7/2006

172N

O320*

 

 

ALTERNATOR

ALTERNATOR FAILED AND MAIN POWER BUS FEED WIRE BROKEN FROM ALTERNATOR. TERMINAL ENDS, PROBABLY DUE TO VERY TIGHT AREA AND VIBRATION. PREVENTION MIGHT BE TO ENLARGE AREA WHERE WIRES PASS THRU BAFFLING TO LIGHTEN VIBRATION AND STRESS ON WIRES BEING BENT TO FIT IN THIS AREA. (K)

2006FA0001098

CESSNA

LYC  

 

PRIMER LINE

LEAKING

11/7/2006

172N

O320*

 

LW120981116

NR 3 CYLINDER

NOTED FUEL SPRAYING OUT WHEN TRYING TO PRIME ENGINE FOR START. FOUND LINE CRACKING AT WELDED TIP AREA. ON PRIMER LINE, WHERE IT ATTACHES TO CYLINDER FITTING. THIS IS A BAD TYPE END ON LINE. SUGGEST MORE SECURITY OF PRIMER LINES AT MORE PLACES, TO MINIMIZE VIBRATIONS. (K)

CA061031002

CESSNA

LYC  

 

BULKHEAD

CRACKED

10/27/2006

172N

O320D2J

 

05503214

SPINNER

(CAN) BULKHEAD WAS INSTALLED IAW CESSNA SK172-156A INSTRUCTIONS. BULKHEAD HAS CRACKS CURVING AROUND BOLT HOLES ABOUT HALF INCH AWAY FROM THE HOLE EDGE AT THE INNER BEND RADIUS. NOTE: THIS IS THE FOURTH OR FIFTH IDENTICALLY CRACKED BULK HEAD FOUND ON AS MANY OTHER 172 A/C IN THE PAST THREE OR SO MONTHS AT OUR FACILITY. CESSNA IS GIVING US WARRANTY FOR THE PARTS BUT NO CORRECTIVE ACTION HAS COME FORWARD AS YET. (TC# 20061031002)

2006FA0001062

CESSNA

LYC  

 

CRANKSHAFT

CORRODED

10/3/2006

172R

IO360L2A

 

1382712170

ENGINE

INSIDE DIAMETER WAS FOUND TO BE PITTED AFTER REMOVAL OF THE COATING CALLED URETHABOND 104. THIS COATING WAS APPLIED BY MFG. THE SURFACE APPEARED TO BE VERY ROUGH, ALMOST THREADED. THE CAUSE FOR THE CORROSION IS UNCERTAIN. A SUGGESTION FOR PREVENTION IS NOT POSSIBLE. MY SPECULATION WOULD BE THAT THE COATING IS NOT ADEQUATELY SEALING THE SURFACE FROM MOISTURE. (K)

2006FA0001063

CESSNA

 

 

STARTER

FAILED

10/11/2006

172S

 

 

PM2401

ENGINE

BENDIX GEAR FAILS DURING START OPERATION. INSTALLED ON 3/10/04, REMOVED ON 8/16/04. (K)

2006FA0001075

CESSNA

LYC  

 

STARTER

FAILED

10/11/2006

172S

IO360A1A

 

PM2401H

ENGINE

THE BENDIX GEAR CRACKED/SHATTERED DURING START OPERATION. NO DAMAGE TO RING GEAR. PART INSTALLED ON 6/23/2006. PART REMOVED ON 10/11/2006. THIS IS BECOMING A VERY BIG PROBLEM WITH THESE STARTERS. (K)

2006FA0001073

CESSNA

CONT

 

BRACKET

FAILED

10/29/2006

182A

O470*

 

08424008

NLG 

DURING LANDING ROLL OUT THE NOSE GEAR BEGAN TO SHIMMY UNTIL NOSE GEAR FAILURE. AN INSPECTION SHOWN, A FAILURE OF THE NOSE GEAR SHIMMY DAMPER BRACKET ON HOUSING. PART ORIGINAL TO 1958 INSTALLATION. (K)

2006FA0001060

CESSNA

LYC  

 

LIFTER

BROKEN

10/20/2006

182S

IO540AB1A5

 

72877

ENGINE

LIFTER BROKE. (K)

CA060928006

CESSNA

CONT

MCAULY

FERRULE

CORRODED

9/15/2006

185  

IO470F

 

C3054

PROPELLER

(CAN) PROP RECEIVED FOR 10 YR. O/H. UPON DISMANTLING DISCOVERED CORROSION DAMAGE TO FERRULE. PART IS U/S (TC NR 20060928006)

CA061025004

CESSNA

CONT

MCAULY

STUD

UNSERVICEABLE

10/22/2006

185F

IO520D

 

 

PROPELLER

(CAN) WHILE INSTALLING THE MCCAULEY MODEL D3A34C403-B PROPELLER ONTO A CESSNA 185, THE ENGINEER WAS TIGHTENING THE FIBER LOCK NUTS ONTO THE PROPELLER MOUNTING STUDS, WHEN ONE OF THE NUTS KEPT ON TURNING AND DID NOT SEEM TO BE GETTING ANY TIGHTER. HE TRIED ANOTHER NEW LOCK NUT BUT THE SAME THING HAPPENED AND THEN NOTICED THAT THE MOUNTING STUD WAS BEING PULLED OUT FROM THE PROP HUB. THE LOCK NUT HAD NOT BEEN TIGHTENED UP TO THE RECOMMENDED TORQUE VALUE FOR MOUNTING THE PROP BEFORE THIS STARTED TO HAPPEN. THE PROPELLER BEING INSTALLED HAD ONLY 305.7 TSO. IT WAS SENT BACK TO THE SHOP THAT OVERHAULED IT. (TC# 20061025004)

CA061006013

CESSNA

PWA  

 

COMPRESSOR

SEIZED

8/15/2006

208B

PT6A114A

 

 

ENGINE

(CAN) THE ENGINE WAS REPORTED TO EMIT A LOUD NOISE AND SUBSEQUENTLY FLAMED OUT IN FLIGHT. POST-FLIGHT INSPECTION REVEALED METAL DEBRIS IN THE OIL, RUBBING NOISES FROM THE POWER SECTION AND A SEIZED COMPRESSOR. MFG WILL INVESTIGATE THE EVENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED. (TC NR 20061006013)

CA061006018

CESSNA

PWA  

 

ENGINE

FIRE

9/27/2006

208B

PT6A114A

 

 

 

(CAN) ON TAXI FOLLOWING LANDING, FLAMES WERE SEEN COMING FROM THE ENGINE EXHAUST. MFG WILL INVESTIGATE THE INCIDENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED. (TC NR 20061006018)

CA061006019

CESSNA

PWA  

 

BEARING CAGE

FRACTURED

9/27/2006

208B

PT6A114A

 

 

FUEL CONTROL

(CAN) ENGINE TORQUE WAS SEEN TO FLUCTUATE IN CRUISE, REDUCING TO ZERO UNCOMMANDED DURING DESCENT. POWER WAS RECOVERED USING THE FUEL CONTROL MANUAL OVER-RIDE SYSTEM. ON A SUBSEQUENT START THE ENGINE ACCELERATED UNCOMMANDED. SUBSEQUENT INSPECTION REVEALED A PRE-SB1561 FCU BEARING CAGE FRACTURE. (TC NR 20061006019)

CA061010003

CESSNA

PWA  

 

LINE

CHAFED

10/10/2006

208B

PT6A114A

 

26106731

DE ICE

(CAN) WIRE BUNDLE SECURED INCORRECTLY LEADING TO CHAFING ON/THRU PNEUMATIC DEICE AIR SUPPLY LINES. DURING THE INITIAL COMPLETION OF THE DEICE SYSTEM TEST AND SERVICE IT WAS FOUND THAT THE WIRING BUNDLE FOR THE DEICE SOLENOIDS AND PRESSURE SWITCHES HAD BEEN SECURED IN A POSITION WHICH ALLOWED THEM TO CONTACT SUPPLY LINE P/N 261067-31, WEARING A HOLE IN THE LINE AND DAMAGING SEVERAL WIRES. DEICE PIPES P/N 2601067-31 AND -32 WERE REPLACED. WIRING WAS REPAIRED, REROUTED AND PROTECTED TO PREVENT FURTHER CONTACT WITH DEICE PIPES. THE AIRCRAFT WAS RETURNED TO SERVICE. OTHER AIRCRAFT IN THE FLEET WERE INSPECTED WITH NO FAULTS FOUND. (TC NR 20061010003)

CA061103010

CESSNA

PWA  

 

FUEL CONTROL

FAULTY

10/7/2006

208B

PT6A114A

 

 

ENGINE

(CAN) ON TAKEOFF ENGINE POWER INCREASED UNCOMMANDED AND THE ENGINE WOULD NOT RESPOND TO THROTTLE INPUT. THE ENGINE WAS SHUTDOWN IN FLIGHT AND THE AIRCRAFT DIVERTED TO POINT OF DEPARTURE. MFG WILL INVESTIGATE THE EVENT AND ADVISE OF ROOT CAUSE ONCE DETERMINED. (TC NR 20061103010)

CA061103003

CESSNA

PWA  

 

ENGINE

OVERHEATED

9/27/2006

208B

PT6A114A

 

 

 

(CAN) DURING TAXI FOLLOWING LANDING THE ENGINE EXPERIENCED AN ITT OVER-TEMPERATURE. SUBSEQUENT INSPECTION REVEALED DEBRIS IN THE EXHAUST AND HEAT DISCOLORATION OF THE AIRCRAFT COWLING IN THE EXHAUST REGION. MFG WILL INVESTIGATE THE INCIDENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED. (TC NR 20061103003)

CA061023005

CESSNA

CONT

 

CASE

CRACKED

10/12/2006

401  

TSIO520E

 

643202

ENGINE

(CAN) THE ENGINE HAD A SMALL OIL LEAK. AFTER REMOVING THE DIP STICK ASSEMBLY, A CRACK WAS FOUND BETWEEN NR 2 AND NR 4 CYLINDERS. THE ENGINE WAS REMOVED FOR OVERHAUL. (TC NR 20061023005)

CA061030003

CESSNA

CONT

CONT

GEAR

BROKEN

6/27/2006

421  

GTSIO520H

 

631847

STARTER SHAFT

(CAN) (1)GEAR TOOTH BROKE OFF THE STARTER SHAFT GEAR IN A NEW STARTER ADAPTER ASSEMBLY CAUSING FOREIGN MATERIAL TO ENTER THE ENGINE LEADING TO FURTHER DAMAGE INSIDE THE CRANKCASE. FINAL RESULT WAS LOSS OF POWER TO THE RT ENGINE AND UNSCHEDULED LANDING. (TC NR 20061030003)

FAA200612001

CESSNA

CONT

 

CYLINDER

SEPARATED

12/6/2006

421C

GTSIO520L

 

 

 

DURING TAKEOFF ROLL PILOT REPORTED A LOUD POP FROM THE LEFT ENGINE AND THE AIRCRAFT YAWED TO THE LEFT. THE TAKEOFF WAS ABORTED. VISUAL INSPECTION REVEALED THE NUMBER SIX CYLINDER HEAD HAD SEPARATED FROM THE BARREL. THE ENGINE HAD 554 HOURS SINCE OVERHAUL. THIS ENGINE WAS INSTALLED ON A CESSNA 421C.

CA061103007

CESSNA

PWA  

 

TURBINE BLADES

FRACTURED

9/23/2006

425  

PT6A112

 

 

ENGINE

(CAN) IN FLIGHT THE ENGINE EMITTED A LOUD NOISE FOLLOWED BY FLAMES FROM THE EXHAUST AND VIBRATION. THE ENGINE WAS SHUTDOWN IN FLIGHT. SUBSEQUENT INSPECTION REVEALED FRACTURED COMPRESSOR TURBINE BLADES. MFG WILL INVESTIGATE THE INCIDENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED. (TC NR 20061103007)

CA061103016

CESSNA

PWA  

 

ENGINE

FLAMED OUT

10/27/2006

550  

JT15D4

 

 

 

(CAN) THE ENGINE FLAMED OUT IN FLIGHT FOLLOWING A COMMANDED REDUCTION IN POWER TO IDLE. PWC WILL MONITOR INVESTIGATION OF THE EVENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED. (TC# 20061103016)

CA061103015

CESSNA

PWA  

 

TURBINE BLADES

FRACTURED

10/14/2006

550  

JT15D4

 

 

ENGINE

(CAN) IN CRUISE THE ENGINE EXPERIENCED VIBRATIONS FOLLOWED BY A LOUD NOISE AND WAS SHUT DOWN IN FLIGHT. SUBSEQUENT INSPECTION REVEALED FRACTURED TURBINE BLADES. P&WC WILL INVESTIGATE THE INCIDENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED. (TC# 20061103015)

CA061106004

CESSNA

PWA  

 

HYDROMECH UNIT

MALFUNCTIONED

10/25/2006

560CESSNA

PW535A

 

8236602

ENGINE

(CAN) THE ENGINE FLAMED-OUT IN CRUISE AND THE AIRCRAFT DIVERTED FOR A SINGLE ENGINE LANDING. THE HYDROMECHANIAL FUEL CONTROL UNIT WAS SUBSEQUENTLY REPLACED. P&WC WILL MONITOR INVESTIGATION OF THE EVENT AND ADVISE OF ROOT CAUSE ONCE DETERMINED. (TC# 20061106004)

CA061006010

CESSNA

PWA  

 

MANIFOLD

LEAKING

9/13/2006

560CESSNA

PW535A

 

 

FUEL SYSTEM

(CAN) A LOUD NOISE AND A FLASH FROM THE ENGINE WERE REPORTED ON DESCENT ACCOMPANIED BY A FIRE DETECTOR WARNING. THE ENGINE WAS SHUTDOWN IN FLIGHT. SUBSEQUENT INSPECTION REVEALED SEPARATION OF THE NACELLE COWLS WITH RESULTANT AIRFRAME IMPACT DAMAGE. THE ENGINE FUEL MANIFOLD AND EXTERNALS WERE FOUND TO BE FIRE DAMAGED. MFG WILL INVESTIGATE THE EVENT AND WILL ADVISE OF ROOT CAUSE ONCE ESTABLISHED. (TC NR 20061006010)

CA061010006

CESSNA

PWA  

 

MANIFOLD

FAILED

9/13/2006

560CESSNA

PW535A

 

305262701

FUEL SYSTEM

(CAN) THE PILOTS HEARD A LOUD NOISE FOLLOWED BY A MOMENTARY FIRE WARNING LIGHT. THE PILOTS SHUT THE ENGINE DOWN AND RETURNED TO BASE. AFTER LANDING THE COWLING FOR THE RT ENGINE WAS FOUND TO BE MISSING THE ENGINE DAMAGED BY FIRE AND THE TAIL DAMAGED. (TC NR 20061010006)

CA061006015

CESSNA

PWA  

 

ENGINE

LEAKING

9/20/2006

560XL

PW545A

 

 

 

(CAN) IN CRUISE, ENGINE OIL PRESSURE WAS SEEN TO DECREASE AND THE LOW OIL PRESSURE WARNING ACTIVATED. THE ENGINE WAS SHUTDOWN IN FLIGHT. SUBSEQUENT INSPECTION REVEALED EXTERNAL OIL LEAKAGE. MFG WILL INVESTIGATE THE EVENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED. (TC NR 20061006015)

CA061005002

CESSNA

CONT

 

RIVET

LOOSE

10/5/2006

A185E

IO520D

 

0513006142

FITTING

(CAN) THE AIRCRAFT WAS DISASSEMBLED. IT WAS NOTED THAT THERE WERE SEVERAL LOOSE AND SMOKING FASTENERS THROUGH RT AFT WING FITTING BRACKET IN FUSELAGE. REFERENCED MFG PART MANUAL P527-12 FIGURE 30 INDEX NR 99. (TC NR 20061005002)

CA061010001

CESSNA

CONT

 

BULKHEAD

DAMAGED

10/3/2006

A185F

IO520D

 

0513006142

 

(CAN) AT INSPECTION, SMOKING FASTENERS AT THE LT WING AFT FITTING WERE FOUND. FASTENERS WERE REPLACED AS REQUIRED. (TC NR 20061010001)

CA061124006

CESSNA

LYC  

MCAULY

BOOT

FAILED

11/24/2006

T206H

TIO540AJ1A

B3D36C432

 

PROPELLER DE-ICE

(CAN) DURING PHASE NR 2 INSPECTION IT WAS NOTED ON PRE-INSPECTION RUNUP THAT THE PROP DE-ICE WAS INOPERATIVE. INVESTIGATION REVEALED THAT 2 OF THE 3 DE-ICE BOOT LEADS WERE DEFECTIVE. NEW PARTS ORDERED.

CA061019009

CESSNA

CONT

 

SPRING

BROKEN

10/18/2006

T210L

TSIO520H

 

1051324

MAGNETO

(CAN) NOTE THE SERIAL NUMBER ON THE ENGINE ON THIS FORM IS INCORRECT IT IS 217469-R. THE IMPULSE COUPLING SPRING WAS FOUND BROKEN. CUSTOMER HAD COMPLAINED OF ROUGH RUNNING CHECK MAG DROP, REMOVED MAGS AND INSPECTED. THE SPRINGS WERE BROKEN IN BOTH MAGNETOS,

2006FA0001070

CESSNA

CONT

 

BEARING

SEIZED

2/23/2006

T210N

TSIO520R

 

646275

STARTER MOTOR

OVERHAULER W/O NR 84062, O/H DATE 10/06/2006. STARTER BEARING SEIZED AFTER INSTALLATION STARTER MOTOR FAILED. (K)

CA061130002

CESSNA

CONT

 

ATTACH BRACKET

CRACKED

11/9/2006

U206F

IO520F

 

122005311

AILERON

(CAN) AILERON ATTACH BRACKET CRACKED ON RADIUS LWR LT INBD FWD. PART REMOVED AND REPLACED WITH NEW P/N 1220053-17, ALL OTHER BRACKETS CHECKED NO CRACKS FOUND.

CA061005011

CESSNA

CONT

 

GOVERNOR

SEIZED

9/14/2006

U206G

IO520F

 

 

PROPELLER

(CAN) THE A/C WAS IN NORMAL FLIGHT AND NOTED AN OVERSPEED CONDITION FROM CRUISE RPM TO FULL POWER. CYCLING THE PROP PITCH CONTROL DID NOTHING; THE PILOT EXECUTED A FORCED LANDING. AME REMOVED THE PROP GOVERNOR AND NOTICED IT WAS SEIZED AND CONTAMINATED. REMOVED THE OIL FILTER AND NOTICED IT WAS CONTAMINATED WITH METAL PARTICLES. DRAINED THE OIL PAN WITH FRESH VARSOL AND FLUSHED THE PAN TO CLEAN ANY CONTAMINATES. INSTALLED FRESH NEW OIL AND INSTALLED NEW GOVERNOR. GROUND RUN UP WAS SATISFACTORY FOR FERRY FLIGHT TO REQUIRED BASE. PROP AND ENGINE REMOVED DUE TO OVERSPEED AND SENT TO REPAIR STATION FOR INSPECTION. (TC NR 20061005011)

CA061018014

CESSNA

CONT

 

GOVERNOR

MALFUNCTIONED

9/15/2006

U206G

IO520F

 

 

ENGINE

(CAN) PROPELLER GOVERNOR FAILED IN FLIGHT CAUSING SEVERE OVERSPEED OF ENGINE. UPON LANDING, THE ENGINE OIL SCREEN WAS FOUND TO BE METAL CONTAMINATED. PROPELLER GOVERNOR WAS REMOVED AND METAL WAS DISCOVERED AT GOVERNOR PAD. NO SCREEN WAS PRESENT BETWEEN GOVERNOR AND ENGINE. ENGINE DISMANTLED AND OIL TRANSFER COLLAR FOUND SEVERELY WORN, THE OIL PUMP WAS DAMAGED BEYOND REPAIR, THE CRANKSHAFT WAS WORN IN THE TRANSFER COLLAR AREA AND THE CRANKCASE WAS BADLY FRETTED. ONE CAMSHAFT LOBE AND ONE LIFTER FACE WERE ALSO SEVERELY WORN. INSPECTION WAS LIMITED TO VISUAL AND MEASURING. NO NON-DESTRUCTIVE TESTING WAS CARRIED OUT. (TC NR 20061018014)

CA061011011

CESSNA

CONT

HARTZL

FITTING

OPEN

10/4/2006

U206G

IO520F

 

M5150021

PROPELLER

(CAN) PILOT EXPERIENCED EXCESSIVE GREASE LEAKAGE ON WINDSCREEN DURING TAKEOFF AND CLIMB, RETURNED TO MAINTENANCE BASE IMMEDIATELY. ON INSPECTION ONE GREASE FITTING WAS FOUND DEFECTIVE. GREASE FITTING WAS REPLACED. PROP RE-GREASED IAW PROP OWNERS MANUAL, PN115N, CHAP6-6. A/C GROUND RUN + PROP LEAK CHECKED. NO FAULTS FOUND. A/C TEST FLOWN TO ENSURE NO LEAKAGE AT HIGH POWER SETTINGS AND FOR PROPER PROPELLER FUNCTION. CHECKED SERVICEABLE - 100HR PROPELLER INSPECTION AND LUBRICATION WAS C/O PRIOR TO FLIGHT ON OCT.3/06 (TC NR 20061011011)

2006FA0001079

CIRRUS

CONT

 

ALTERNATOR

SEPARATED

10/5/2006

SR20

IO360ES

 

653344

ENGINE

DURING FLIGHT, PILOT NOTICED A LOUD BANGING NOISE FROM UNDER ENGINE COWLING PILOT PROCEEDED TO LAND. AFTER LANDING, MAINTENANCE DEPARTMENT. REMOVED COWLING TO FIND THIS ALTERNATOR SEPARATION/ FAILURE. NO OTHER COMPONENTS WERE DAMAGED. INSPECTION PRIOR TO THIS FAILURE SHOWED NO DEFECT TO THIS COMPONENT. (K)

CA061129006

CNDAIR

 

 

BEARING

CRACKED

11/29/2006

CL2151A10

 

 

AW24VDU

LT MLG

(CAN) LT FOLDING STRUT LOWER BEARING CRACKED AT 4 PLACES.

CA061201001

CNDAIR

 

 

CONTROL CABLE

WORN

12/1/2006

CL2151A10

 

 

21592315122

AILERONS

(CAN) LT AILERON CONTROL CABLE WORNED IN FAIRLEAD, ACCESS PANEL 740-2 (RT SIDE). CABLE NEEDS REPLACEMENT. THIS CABLE HAS BEEN REPLACED ON 2005-11-22 AND CUMULATED 151 HOURS FLYING TIME.

CA061101003

CNDAIR

PWA  

 

STUD

SHEARED

10/30/2006

CL2151A10

CA3  

 

205364205523

CYLINDER HOLD DO

(CAN) DURING ANNUAL INSPECTION OF THE RT ENGINE 5 OF THE 15 CYLINDER HOLD DOWN STUDS ON CYLINDER NO. 2 WERE FOUND SHEARED. 3 HOLD DOWN NUTS WERE LOOSE, ALL PAL NUTS WERE INSTALLED AND TIGHT. THE PART NUMBERS FOR THE SHEARED STUDS ARE AS FOLLOWS: 205364 (QTY 2), 205523 (QTY 2)AND 204850 (QTY 1). ADDITIONAL INSPECTIONS OF THE ENGINE WILL BE ACCOMPLISHED. ANY FURTHER FINDINGS/RESULTS WILL BE REPORTED.

CA061102007

CNDAIR

PWA  

BOMBDR

HINGE

DAMAGED

9/26/2006

CL2156B11215

PW123

 

 

AILERON

(CAN) DURING AN ANNUEL INSPECTION WE FOUND BOTH AILERONS WITH SEVERE DAMAGE AT CENTER HINGE (TC NR 20061102007)

CA061106008

CNDAIR

 

 

WIRE HARNESS

SHORTED

11/3/2006

CL600*

 

 

M2750010JB3U00

ADG 

(CAN) ADG DROPPED IN FLIGHT FOR TEST, NO POWER, LANDED NORMALLY. FOUND WIRING HARNESS AND WIRES BURNED & SHORTED AT CONNECTOR P1XC ON ADG. BOMBARDIER PSP603A WIRING MANUAL 24-25-01 FIG. 1 SHEET1. WIRING HARNESS AND CONNECTOR REPLACED.

CA061130006

CNDAIR

 

 

PUMP

LEAKING

11/28/2006

CL600*

 

 

6619003

HYDRAULIC SYS

(CAN) DURING CRUISE, THE NR 1 HYDRAULIC SYSTEM WAS DEPLETING AND WAS DOWN TO 20% OF CAPACITY. NO ASSOCIATED EICAS MESSAGE. AIRCRAFT WAS DIVERTED TO MAINTENANCE BASE.LEAK WAS FOUND AT NR 1 HYDRAULIC PUMP. PUMP WAS REPLACED. AIRCRAFT GROUND RUNS CARRIED OUT, SYSTEM REPLENISHED AND AIRCRAFT RETURNED TO SERVICE.

CA061116003

CNDAIR

GE  

 

BULKHEAD

CRACKED

11/16/2006

CL600*

CF343A

 

600911545

BS 559

(CAN) BULKHEAD STRUCTURE AT STATION 559.00 CRACKED ON TWO AILERON MIXER (P/N 600-91154-5) ATTACHMENTS BOLTS. A/C HOURS:25688 A/C CYCLES:30488

CA061103011

CNDAIR

GE  

 

CONTROL UNIT

FAILED

11/2/2006

CL600*

CF343A

 

 

TE FLAPS

(CAN) DURING TAKE OFF FLAP FAIL DURING FLAP RETRACTION, A/C RETURN TO TERMINAL .BREAKER RESET AS PER OPERATING MANUAL NR 1 ABNORMAL PROCEDURE SECTION 10 P 3-4. A/C RETURN TO SERVICE ,NO FURTHER SNAG.TWO MORE TAKE -OFF WERE CARRIED OUT FOLLOWING THAT INCIDENT, NO SNAG.

CA061019011

CNDAIR

GE  

 

CONDUIT

INTERFERENCE

8/6/2006

CL600*

CF348C1

 

CC670582071

WIRING COVER

(CAN) DURING GROUND INSPECTION NOTICED FUEL LEAK NEAR FRONT SPAR AREA IN BELLY PANEL. INSPECTION FOUND ELECTRICAL CONDUIT FOR LT FUEL BOOST PUMP, WIRE COVERING INTERFERING WITH FLARE AT BULKHEAD FITTING. THIS ALLOWED FUEL TO PASS INTO THE CONDUIT AND OUT OF BELLY. WIRING COVERING TRIMMED BACK AND CONDUIT RESECURED. (TC NR 20061019011)

CA061005007

CNDAIR

GE  

 

TIRE

FAILED

10/4/2006

CL600*

CF348C1

 

900012001

MLG 

(CAN) THE CREW REPORTED THAT DURING THE TAKEOFF ROLL THE FLIGHT ATTENDANT REPORT A LOUD BANG. AFTER CONFERENCING WITH MAINTENANCE CONTROL, THE AIRCRAFT WAS ASKED TO CONTINUE TO DESTINATION. UPON ARRIVAL, IT WAS DETERMINED THAT THE NR 4 MAIN WHEEL WAS RAGGED AND APPEARED DEFLATED. THIS IS THE SECOND (WILKERSON RETREAD) FOR THE CRJ 700/900 AS DOCUMENTED IN SDR 20060110004. (TC NR 20061005007)

CA061120005

CNDAIR

GE  

 

FAN BLADE

BENT

11/19/2006

CL600*

CF348E5

 

4114T15P02

ENGINE

(CAN) ON APPROACH CREW SAW LARGE WHITE BIRD , FELT AND HEARD THUMP ON LEFT SIDE OF AIRCRAFT. MAINTENANCE INSPECTION FOUND #1 ENGINE INLET BYPASS FAN BLADES POSITIONS 1 THRU 5 DAMAGED AND BENT. BORESCOPE OF ENGINE COMPRESSOR FOUND NO OTHER DAMAGE. AIRCRAFT WILL BE RETURNED TO SERVICE AFTER BLADE REPLACEMENT AND SATISFACTORY GROUND RUNS. (TC# 20061120005)

CA061012003

CNDAIR

 

 

CIRCUIT CARD

FAILED

10/11/2006

CL6002B19

 

 

6229815704

ELEVATOR CONTROL

(CAN) DURING CLIMB OUT, ENROUTE, CREW EXPERIENCED PITCH TRIM, MACH TRIM AND STAB TRIM CAUTION INDICATIONS. CREW THOUGHT THEY EXPERIENCED FLIGHT CONTROL ISSUES. AFTER SOURCING THE QUICK REFERENCE HANDBOOK, CREW ELECTED TO DIVERT, BEING THE CLOSEST SUITABLE AIRPORT. CREW DID CONTACT MAINTENANCE TO RESET SOME CIRCUIT BREAKERS AND ALSO DID HOLD WEST OF YFC FOR FUEL BURN OFF. CREW DID DECLARE AN EMERGENCY AND DID HAVE EMERGENCY VEHICLES STANDING BY. PASSENGER ANNOUNCEMENT WAS MADE TO THE EFFECT THAT AIRCRAFT WAS HAVING A FLIGHT CONTROL PROBLEM HOWEVER EVERYTHING WAS UNDER CONTROL. PASSENGERS WERE ADVISED TO BRACE FOR LANDING. PASSENGER REACTION WAS NIL. FLIGHT LANDED SAFELY AND PASSENGERS DEPLANED. (TC NR 20061012003)

CA061118001

CNDAIR

GE  

 

ENGINE

BIRD INGESTION

11/17/2006

CL6002B19

CF343A1

 

 

NR 1 

(CAN) AFTER GEAR-UP SELECTION THE AIRCRAFT ENCOUNTERED A VIBRATION, FELT THROUGHOUT ENTIRE PLANE,THAT WOULD INCRESE/DECREASE WITH THROTTLE MOVEMENT. AIRCRAFT RETURNED TO THE ORIGINATING DEPARTURE STATION AND LANDED SAFELY. MAINTENANCE FOUND NR 1 ENGINE FAN BLADES DAMAGED & BIRD REMAINS ON OIL COOLER, DUE TO A LARGE BIRD INGESTION.

CA061107011

CNDAIR

GE  

 

CHECK VALVE

FAILED

11/3/2006

CL6002B19

CF343A1

 

92E204

PRESS BULKHEAD

(CAN) THE CREW REPORTED THAT ON DESCENT THEY HAD PRESSURIZATION PROBLEMS. DURING THE DESCENT THEY GOT AUTO PRESS1 AND AUTO PRESS 2 FAIL AND MASKS DEPLOYED AND WERE USED. ALSO LT PACK HAD A BLOWN DUCT. LH PACK AIR CONDITIONING DUCT P/N601R895211-113 REPLACED BOTH 4.5 BUKHEAD CHECK VALVES REPLACED. NR 1 FOUND WITH NO SPRING LEFT. SB A601R-21-054 PG. 2 OF 18 EVIDENCE SECTION STATES: "AN AIRCRAFT WAS DEPRESSURIZED WHEN A FLAPPER ON THE BULKHEAD CHECK VALVE DETACHED AND AN AIR DUCT UPSTREAM OF THE BULKHEAD CHECK VALVE IS DISCONNECTED". BOTH CONSITIONS WERE PRESENT. O2 GENERATORS WERE REPLACED, SB APPLIED AND TEST FLIGHT WAS CARRIED OUT. AIRCRAFT RETURNED TO SERVICE.

CA061101002

CNDAIR

GE  

 

CLAMP

BURNED

10/30/2006

CL6002B19

CF343A1

 

601R1090719

ACCESS DOOR

(CAN) ELECTRICAL ARC BURN MARKS FOUND ON THE REAR FACE OF NUTPLATES (QTY 17) FOR THE WING FUEL TANK ACCESS DOORS. AS PER THE TECHNICAL RECORDS THERE WERE TWO REPORTED LIGHTNING STRIKES ON THIS AIRCRAFT SINCE NOVEMBER 09/2005. THE BURN MARKS ARE A LIKELY INDICATION OF LIGHTNING STRIKE ENERGY PATH. SOME OF THE ACCESS CUT-OUT ON THE UNDERWING WERE FOUND PAINTED OVER. THESE PAINT WERE REMOVED, AREA RETREATED AND NEW PANELS WERE INSTALLED. (TC# 20061101002)

CA061017006

CNDAIR

GE  

 

GEARBOX

FAILED

10/13/2006

CL6002B19

CF343A1

 

6014T81G26

LT ENGINE

(CAN) LEFT ENGINE IN-FLIGHT SHUTDOWN DUE TO ACCESORIES GEARBOX (AGB)FAILURE. AGB BORESCOPE INSPECTION REVEALED A BROKEN GEAR. AIRFRAME HOURS=25499:54. CYCLES=21133. (TC# 20061017006)

CA060925005

CNDAIR

GE  

 

SCREEN

FAILED

9/22/2006

CL6002B19

CF343A1

 

 

OIL SCAVENGE

(CAN) ABOUT 50 NM EAST AND AT FL330 THE CREW REPORTED LT ENG OIL PRESSURE WARNING LIGHT WITH FLUCTUATING LOW OIL PRESSURE READINGS (20-46PSI) AT IDLE POWER LT OIL TEMP WAS INCREASING. THE CREW ELECTED TO SHUT DOWN THE LT ENGINE. LINE MAINTENANCE REMOVED LT ENGINE OIL PUMP AND INSPECTED ALL SCAVENGE SCREENS IAW SB 79-001200 OIL. FOUND SCAVENGE SCREEN PLUGGED WITH COKED OIL. REPLACED OIL PUMP AND PUMP SCREENS IAW AMM 79-21-01 ENGINE RUNS CARRIED OUT AND THE AIRCRAFT WAS RELEASED INTO SERVICE. THE OIL FILTER AND SAMPLE HAVE BEEN SENT FOR ANALYSIS. (TC NR 20060925005)

CA061022009

CNDAIR

GE  

 

WINDOW

CRACKED

10/15/2006

CL6002B19

CF343B1

 

NP13932211

COCKPIT

(CAN) LEFT SIDE WINDOW CRACKED (NOT SHATTERED) AT FL 350 (TC# 20061022009)

CA061102001

CNDAIR

GE  

 

WINDSHIELD

CRACKED

10/29/2006

CL6002B19

CF343B1

 

NP1393215

COCKPIT

(CAN) LT WINDSHIELD REMOVED AND REPLACED ACC AMM TASK 56-11-01-000-801. (TC# 20061102001)

CA061107002

CNDAIR

GE  

 

BOLT

UNSECURE

11/3/2006

CL6002B19

CF343B1

 

ASB1810617

ENGINE MOUNT

(CAN) AFT ENGINE MOUNT THRUST FITTING ATTACHMENT BOLTS ARE NOT SECURED (TORQUE IS UNKNOWN AND LOCKWIRE IS NOT INSTALLED) AT RH ENGINE. TO COMPLETE THE PROCEDURE IAW AMM 71-22-01 ENGINE TO BE REMOVED. (TC# 20061107002)

CA061116001

CNDAIR

GE  

 

WINDOW

CRACKED

11/9/2006

CL6002B19

CF343B1

 

NP1393226

COCKPIT

(CAN) AIRPLANE DIVERTED FOUND: RT SIDE-WINDOW CRACKED. RT SIDE WINDOW REMOVED ACC.AMM. RT SIDEWINDOW INSTALLED ACC AMM 56-12-01-400-801. CABIN PRESS TEST PERF,. OK

CA061122008

CNDAIR

GE  

 

FLAP SYSTEM

JAMMED

11/21/2006

CL6002B19

CF343B1

 

NA 

TE FLAPS

(CAN) DURING MISSED APPROACH WHEN FLAP RETRACTION SELECTED, FLAPS REMAINED AT FULL 45DEG EXTENSION. CREW RECEIVED FLAP FAIL MESSAGE. DUE TO WEATHER CONDITIONS AIRCRAFT DIVERTED TO ALTERNATE AIRPORT WITH FLAPS REMAINING EXTENDED AT 45DEG. IN-FLIGHT FLAP RE-SET PROCEDURE CARRIED OUT WITH NO SATISFACTORY RESULT. AIRCRAFT LANDED NORMALLY AT ALTERNATE AIRPORT. AFTER ARRIVAL ON GROUND AIRCRAFT ELECTRICAL POWERED DOWN AND THEN RE-POWERED. FLAP SYSTEM FUNCTIONED NORMALLY. AIRCRAFT POSITIONED TO MAINTENANCE BASE FOR FURTHER INVESTIGATION. (TC# 20061122008)

CA061117006

CNDAIR

GE  

 

APU  

OVERSERVICED

11/13/2006

CL6002B19

CF343B1

 

38004882

 

(CAN) APPROXIMATELY 10 MINUTES FROM DESTINATION, AIRCRAFT DECLARED AN EMERGENCY DUE TO SMOKE IN THE LAVATORY. AIRCRAFT WAS DESCENDING THROUGH 5,000 FT WHEN THE BLEEDS WERE SWITCHED FROM ENGINES TO APU. WITHIN A SHORT PERIOD OF TIME A BURNT OIL SMELL WAS OBSERVED IN THE CABIN, AND THE LAV SMOKE DETECTOR WAS GOING OFF. THE CREW ALSO RECEIVED A "TOILET SMOKE" CAUTION MESSAGE. CREW REQUESTED EMERGENCY SERVICES BE ALERTED FOR ARRIVAL. SHORTLY THEREAFTER THE SMOKE INDICATION WENT OUT. FLIGHT LANDED SAFELY. MAINTENANCE INVESTIGATED AND FOUND THE APU OVER SERVICED. EXCESS OIL WAS DRAINED TO AN ACCEPTABLE LEVEL, AND LT & RT COALESCER BAGS P/N 753689-3 REPLACED IN ACCORDANCE WITH THE AMM 21-51. AIRCRAFT WAS THEN RUN ON APU BLEEDS FOR 30 MINUTES TO PURGE SYSTEM. NO FURTHER ODOR WAS NOTED.

CA061127003

CNDAIR

GE  

 

RIB  

CHAFED

11/23/2006

CL6002B19

CF343B1

 

600102211

LT WING

(CAN) IN LEFT HAND WING TANK INBOARD BAY, STEAL BRAIDED FUEL LINE PART NUMBER 00624-AE7013343N0220 WAS FOUND CHAFING ON THE WING RIB STIFFENER PART NUMBER 600-10221-1. CHAFING OCCURRED APPROXIMATELY 9 1/2 INCHES FROM BOTTOM OF TANK. DAMAGE EXTENDS OVER AN AREA OF APPROXIMATELY 3/4 OF AN INCH WITH THE MAIN DAMAGE COVERING APPROXIMATELY 5/8 OF AN INCH INSIDE THE 3/4 INCH AREA. SEE ATTACHED PHOTOS. DAMAGE IS TAPERED FROM 0 INCHES TO APPROXIMATELY 0.120 INCHES AREA HAS NOT YET BEEN DRESSED SO FINAL DEPTH MEASUREMENTS ARE NOT AVAILABLE. (TC# 20061127003)

CA061013005

CNDAIR

GE  

 

FUEL LINE

LEAKING

10/8/2006

CL6002B19

CF343B1

 

J1175D0244AA

NR 1 ENGINE

(CAN) RAMP CREW SERVICING AIRCRAFT REPORTED FUEL LEAKING FROM NR 1 ENGINE ON TAXI OUT. SHUTDOWN NR 1 ENGINE. FUEL DRIPPING FROM LOWER COWL. MAINTENANCE INSPECTION FOUND VARIABLE GUIDE VANE FUEL LINE LEAKING. LINE P/N J1175D0244AA REPLACED. LEAK CHECKED AND AIRCRAFT RETURNED TO SERVICE. NOTE: THIS PART IS NOT TRACKED AS A ROTABLE COMPONENT , TIMES PROVIDED ARE THE ENGINE INSTALLED TIMES . NR 1 ENGINE S/N 873093 , NR 1 ENGINE P/N 6089T11G01 (TC NR 20061013005)

CA061013006

CNDAIR

GE  

 

BPSU

MALFUNCTIONED

10/11/2006

CL6002B19

CF343B1

 

855D100

INTERNAL

(CAN) ON SELECTING FLAPS FOR APPROACH (FLAP FAIL) MESSAGE DISPLAYED. DUE TO WEATHER CONDITION AIRCRAFT PROCEEDED WITH MISSED APPROACH. UNABLE TO RETRACT FLAPS. AIRCRAFT DIVERTED TO NEAREST ALTERNATE AIRPORT WITH IMPROVED WEATHER , WITH FLAPS REMAINING EXTENDED AT 30 DEG. IN-FLIGHT RESET PROCEDURE FOR FLAPS UNSUCCESSFUL. AFTER ARRIVAL AT ALTERNATE AIRPORT FLAP RESET PROCEDURE CARRIED OUT , FLAPS RETRACTED TO 8 DEG AND AIRCRAFT FERRIED TO MAINTENANCE BASE. MAINTENANCE REPLACED LT BRAKE AND POSITION SENSING UNIT. RIGGING AND FUNCTION CHECKS COMPLETED. AIRCRAFT RETURNED TO SERVICE. (TC NR 20061013006)

CA061123008

CNDAIR

 

 

WINDSHIELD

CRACKED

11/22/2006

CL6002C10

 

 

NP13932112

COCKPIT

(CAN) RH WINDSHIELD CRACK WHILE IN CRUISE. (TC# 20061123008)

CA061107001

CNDAIR

 

 

ACTUATOR

MALFUNCTIONED

11/2/2006

CL6002C10

 

 

AL00102

RUDDER TRIM

(CAN) DISC-RUDDER TRIM MOVING ON ITS OWN WITHOUT INPUT FROM COCKPIT CONTROLS. PULLED C/B 2F2 IAW AOM VOL 1. INDICATOR STILL SHOWS UNCOMMANDED MOVEMENT AND PLANE STILL FLIES SIDEWAYS, FDR DOWLNLOAD WAS REQUESTED TO CONFIRM THE TRIM MOUVEMENT. MAINTENANCE WAS UNABLE TO DUPLICATE. THE RUDDER TRIM ACTUATOR WAS REPLACED IAW CRJ700 AMM 27-22-01 AND PERFORMED FUNCTIONAL TEST OF THE RUDDER TRIM SYSTEM. FOUND SYSTEM WORKING PROPERLY AT THIS TIME IAW CRJ700 AMM 27-22-00.

CA061024001

CNDAIR

 

 

WINDSHIELD

FAILED

10/23/2006

CL6002C10

 

 

601R3303314

 

(CAN) F/O WINSHIELD BROKE WHILE AT CRUISE ALTITUDE, DIVERTED C/A -RAR F/O WINDSHIELD IAW AMM (CRJ 700) 56-11-01 REF LGPG2160865 ITEMS 1 AND 2 FOR FUNCTIONAL CHECK AND OPERATIONAL CHECK. OPS CHECKS AND FUNCTIONAL CHECKS OK. (TC# 20061024001)

CA061102003

CNDAIR

GE  

 

WINDSHIELD

FAILED

10/26/2006

CL6002C10

CF348C1

 

NP13932113

COCKPIT

(CAN) CAPTAIN WINDSHIELD SHATTERED AT FL320 ENROUTE TO ORD. DIVERTED TO BIS. (TC# 20061102003)

CA061102002

CNDAIR

GE  

 

WINDSHIELD

CRACKED

10/26/2006

CL6002C10

CF348C1

 

601R3303314

COCKPIT

(CAN) WINDSHIELD CHANGED AND TESTED IAW AMM TASK 56-11-01-401-801-A01.

CA061116002

CNDAIR

GE  

 

WINDSHIELD

CRACKED

11/6/2006

CL6002C10

CF348C1

 

NP139321002

COCKPIT

(CAN) NOTIFED BY SOC (OPERATIONS) THAT AIRCRAFT WAS DIVERTING TO IND DUE TO CAPT FWD WINDSHIELD CRACKED AT 39,000 FEET ON OUTER PLY. C/A - RAR CAPT W/S IAW CRJ 700 AMM 56-11-01 OPS CHECK LEAK CHECK GOOD.

CA061010005

CNDAIR

GE  

 

FLAP SYSTEM

MALFUNCTIONED

10/9/2006

CL6012A12

CF343A

 

 

TE FLAPS

(CAN) FLAP FAIL BETWEEN 20 DEGREES TO 0 DEGREE DURING RETRACTION OF THE FLAPS AT TAKEOFF , FLAPS RESET ON GROUND IAW OPERATING MANUAL NR 1 ABNORMAL PROCEDURE SECTION 10 P3-4. A/C RETURN TO SERVICE. NO SNAG. FLAP FAIL BETWEEN 20 DEGREES TO 0 DEGREE DURING RETRACTION OF THE FLAPS AT TAKEOFF, FLAPS RESET ON GROUND IAW OPERATING MANUAL NR 1 ABNORMAL PROCEDURE SECTION 10 P3-4. A/C RETURN TO SERVICE. NO SNAG. (TC NR 20061010005)

CA061025002

CNDAIR

GE  

 

SWITCH

INOPERATIVE

10/24/2006

CL604

CF343B1

 

13740003

OXYGEN CONTROL

(CAN) WHILE CARRYING OUT A 12 MONTH CABIN OXYGEN FUNCTIONAL TEST, FOUND THE OXYGEN CONTROL PANEL SEMI-FUNCTIONAL. THE ROTARY KNOB WOULD NOT GO TO THE "CLOSED" POSITION WITHOUT EXCESSIVE FORCE. ROTATING TO THE "OVERRIDE" POSITION FUNCTIONED PROPERLY BUT OXYGEN FLOW TO THE CABIN MASKS SEEMED RESTRICTED. SELECTING THE "THERAPEUTIC" SWITCH "ON" WAS EXTREMELY STIFF AND WOULD NOT TURN OFF WHEN SELECTED. FOUND PANEL TO BE CONTAMINATED. MOST LIKELY COFFEE AND/OR SOFT DRINK RESIDUE. NEW PANEL INSTALLED, FLOW TO CABIN OXYGEN MASKS SEEMED TO INCREASE TO DOUBLE THE FLOW RATE OF THE ORIGINAL. THERAPEUTIC SWITCH OPERATED AS NORMAL.412 SQUADRON OPS WILL BE CONTACTED TO APPRISE PILOTS OF THE FINDINGS. (TC# 20061025002)

CA061016002

DHAV

PWA  

 

STRUT

CRACKED

10/14/2006

DHC2MKI

R985AN14B

 

58S9241

FLOATS

(CAN) DURING 100 HOUR INSPECTION, THE L/H MIDDLE FLOAT STRUT WAS FOUND TO HAVE A 4" STRESS CRACK EXTENDING DOWN THE LEADING EDGE FROM THE TOP OF THE STRUT. THE AIRCRAFT IS OPERATED EXCLUSIVELY ON FLOATS IN A CORROSIVE ENVIRONMENT IN GENERALLY ADVERSE LANDING CONDITIONS. TSN UNKNOWN. (TC# 20061016002)

CA061016004

DHAV

PWA  

 

STRUT

CRACKED

10/14/2006

DHC2MKI

R985AN14B

 

58S9242

FLOAT

(CAN) DURING 100 HOUR INSPECTION THE RT REAR FLOAT STRUT WAS FOUND TO HAVE A 6` STRESS CRACK ORIGINATING AT THE TOP FORWARD SIDE OF THE STRUT. TIME IN SERVICE IS UNKNOWN. TAT 22,057 HOURS. THE AIRCRAFT IS OPERATED EXCLUSIVELY ON FLOATS IN A CORROSIVE ENVIRONMENT AND GENERALLY ADVERSE LANDING CONDITIONS. (TC# 20061016004)

CA061010007

DHAV

PWA  

DHAV

SPAR

CRACKED

10/10/2006

DHC2MKI

R985AN14B

 

C2TP1A

HORIZONTAL STAB

(CAN) DURING THE CF-91-42 INSPECTION THE FORWARD SPAR WAS FOUND CRACKED AT THE TOP OF THE TOP ATTACH HOLE FOR THE FORWARD ATTACH BRACKETS PN C2TP159/160. (TC NR 20061010007)

CA060928005

DHAV

PWA  

 

BLADE

DAMAGED

9/25/2006

DHC2MKI

R985AN14B

 

R1015255

PROPELLER

(CAN) PROPELLER RECEIVED FOR O/H. UPON DISMANTLING DISCOLORATION ON THE BLADE SHANKS WAS NOTED. SHANKS WERE LIGHTLY MEDIA BLASTED AND THE DAMAGE IS MORE SEVERE THAN AT FIRST INSPECTION. BLADE SHANK RADIUS IS AT 4.194 INCHES MINIMUM FOR REPAIR IS 4.187 INCHES. THESE 3 BLADES ARE UNSERVICEABLE DUE TO THIS CORROSION. (TC NR 20060928005)

CA061005003

DHAV

PWA  

 

INTAKE DUCT

CRACKED

10/5/2006

DHC2MKI

R985AN14B

 

 

ENGINE

(CAN) 5 OF THE 9 INTAKE TUBES WERE FOUND CRACKED AT THE CYLINDER FLANGE. (TC NR 20061005003)

CA060407004

DHAV

 

 

SKIN

CORRODED

4/3/2006

DHC3

 

 

 

TE FLAPS

(CAN) SKIN REPAIRS NOT MADE IAW TYPE DESIGN, AND REPLACED. LEADING EDGE CORRODED, REPAIR MADE IN THE PAST USING INCORRECT (BOGUS) STIFFENER MATERIAL, AND UNPRIMED BY INSTALLER LEAVING A CORRODED MESS. RETURNED TO CONFORMANCE WITH TYPE DESIGN. (TC NR 20060407004)

CA061204002

DHAV

 

 

BALLAST

FAILED

11/30/2006

DHC3

 

 

336710

CABIN LIGHTS

(CAN) ON POWER UP OF AIRCRAFT, CABIN LIGHT BALLASTS FAIL. THIS AIRCRAFT HAS HAD 10 BALLAST UNITS 3367-10 REPLACED. (TC# 20061204002)

CA061004008

DHAV

PWA  

 

DUCT

DAMAGED

9/30/2006

DHC3

PT6A34

 

310926302

ENGINE

(CAN) DURING A REGULARLY SCHEDULED HOT SECTION INSPECTION A CRACK WAS NOTICED IN THE LARGE EXIT DUCT (LED) BEING REMOVED FROM THE ENGINE. THE CRACK WAS LOCATED ON THE DOME AT THE DOUBLE WALL SEAM. THE LED HAD BEEN RECENTLY OVERHAULED AND HAD A TSO OF 1676.9. THIS WAS THE 4TH LED DUCT THAT THIS OPERATOR HAS HAD A PROBLEMS WITH. (TC NR 20061004008)

CA061004009

DHAV

 

 

WASHER

MISMANUFACTURED

10/4/2006

DHC6

 

 

 

MLG 

(CAN) WE HAVE FOUND 2 BATCHES OF C6U1156-27 MAIN LANDING GEAR WASHERS MADE FROM ALUMINUM LAMINATED SHIM MATERIAL, BUT SHOULD HAVE BEEN MADE FROM STAINLESS STEEL SHIM MATERIAL. DUE TO THE APPLICATION OF THE WASHER, THERE IS NO STRENGTH REQUIREMENT, HOWEVER, THERE IS A POTENTIAL FOR GALVANIC CORROSION. THE AFFECTED BATCHES OF WASHERS ARE WO-25363/1 AND PO43141/69. (TC NR 20061004009)

CA061013003

DHAV

PWA  

 

SKIN

DAMAGED

10/11/2006

DHC6

PT6A27

 

 

LT WING

(CAN) A MAINTENANCE FACILITY RECEIVED THESE RE-LIFED WINGS FROM RW MARTIN. INCOMING INSPECTION REVEALED A LT/RT BUCKLED TOP SKIN AND DAMAGED SHROUD SKINS. THE DAMAGE DOES NOT APPEAR TO BE SHIPPING RELATED. RW MARTIN WERE NOT ABLE TO SEND AN NDT REPORT FOR DELAMINATION OF BONDED UPPER SKINS THEREFORE THE MAINTENANCE FACILITY PROVIDED AN INDEPENDENT NDT SPECIALIST TO INSPECT THE WINGS. THE PICTURES REVEAL WHERE THE SKINS WERE FOUND DELAMINATED (COLORED SPOTS). THE DELAMINATION IS MAINLY ON THE OB SKIN, WITH THE EXCEPTION OF 2 LOCATIONS: RT WING IB OF RIB WS 297.50 AND LT WING IB OF RIB WS 272. (TC NR 20061013003)

CA061013004

DHAV

PWA  

 

SKIN

DAMAGED

10/11/2006

DHC6

PT6A27

 

 

RT WING

(CAN) A MAINTENANCE FACILITY RECEIVED THESE RE-LIFED WINGS FROM RW MARTIN. INCOMING INSPECTION REVEALED A LT/RT BUCKLED TOP SKIN AND DAMAGED SHROUD SKINS. THE DAMAGE DOES NOT APPEAR TO BE SHIPPING RELATED. RW MARTIN WERE NOT ABLE TO SEND AN NDT REPORT FOR DELAMINATION OF BONDED UPPER SKINS THEREFORE THE MAINTENANCE FACILITY PROVIDED AN INDEPENDENT NDT SPECIALIST TO INSPECT THE WINGS. THE PICTURES REVEAL WHERE THE SKINS WERE FOUND DELAMINATED (COLORED SPOTS). THE DELAMINATION IS MAINLY ON THE OB SKIN, WITH THE EXCEPTION OF 2 LOCATIONS: RT WING IB OF RIB WS 297.50 AND LT WING IB OF RIB WS 272. (TC NR 20061013004)

CA061128005

DHAV

PWA  

 

COMPRESSOR

DAMAGED

11/15/2006

DHC6100

PT6A20

 

 

NR 2 ENGINE

(CAN) ON POWER APPLICATION FOR TAKEOFF, THE #2 ENGINE ACCELERATED NORMALLY TO TAKEOFF POWER. AS THE AIRCRAFT BEGAN TO CLIMB ONTO THE STEP, THE F/O OBSERVED A FLASH OF LIGHT AND HEARD A BANG FROM THE ENGINE. THE TAKEOFF WAS REFECTED AND THE AIRCRAFT RETURNED TO THE DOCK. THE ENGINE WAS REPLACED AND THE AIRCRAFT WAS RETURNED TO SERVICE. INVESTIGATION REVEALED THAT THE COMPRESSOR SECTION OF THE ENGINE HAD FAILED. RESULTS OF THE TEARDOWN WILL BE FORTHCOMING. THIS ENGINE HAS BEEN OPERATING "ON CONDITION" SINCE PURCHASE IN 2002. (TC# 20061128005)

CA061201005

DHAV

PWA  

DHAV

RIB  

CRACKED

12/28/2005

DHC6200

PT6A27

 

C6TE1064

ELEVATOR

(CAN) WHILE PERFORMING AD CF-82-21 R1 USING A BORESCOPE, CRACKS WERE FOUND AT THE ATTACHMENT POINT OF THE TORQUE TUBE TO THE ELEVATOR RIB. SEE PHOTOS AND DAMAGE REPORT. (TC NR 20061201005)

CA061020007

DHAV

 

 

UNKNOWN

UNKNOWN

10/17/2006

DHC6300

 

 

 

 

(CAN) TYPE CERTIFICATE HOLDER (TCH) RECEIVED CALL INDICATING THIS AIRCRAFT WAS IN LEVEL FLIGHT WITH AN INDICATED AIRSPEED OF 120 KNOTS. THE PILOT FELT A VIBRATION IN THE AIRFRAME, LOOKED OUT THE LT WINDOW AND SAW THAT THE LT WING WAS FLUTTERING UP AND DOWN. THE PILOT REDUCED POWER AND IMMEDIATELY RETURNED TO BASE. (TC# 20061020007)

CA061019007

DHAV

PWA  

 

PRESSURE SWITCH

FAILED

10/18/2006

DHC6300

PT6A27

 

8190026

AUTOFEATHER SYS

(CAN) AFTER TAKE OFF WHILE REDUCING POWER FROM TAKE OFF POWER TO CLIMB, THE L/H PROP AUTOFEATHERED. AUTO FEATHER CIRCUIT BREAKER PULLED AND PROP RETURNED TO NORMAL. MAINTENANCE CONFIRMED SNAG AND REPLACED THE AUTOFEATHER PRESSURE SWITCH, CARRIED OUT GROUND RUNS AND RETURNED THE AIRCRFAT TO SERVICE. (TC# 20061019007)

CA061129004

DHAV

PWA  

 

CLAMP

DAMAGED

11/29/2006

DHC6300

PT6A27

 

 

BRIDLE CABLE

(CAN) THIS DEFECT WAS ORIGINALLY IDENTIFIED IN THE SUBJECT AIRCRAFT FLIGHT LOG DATED OCTOBER 26, 2006.SUBSEQUENT INVESTIGATION BY OUR QUALITY ASSURANCE DEPARTMENT GENERATED THE REQUEST THAT A SDR BE FILED. THE AIRCRAFT ARRIVED IN OTTAWA FOR A SCHEDULED INSPECTION WITH A REPORTED AUTO-PILOT SNAG. " AUTO-PILOT U/S - SOMETIMES WON`T ENGAGE, WHEN IT DOES - IT YAWS & BANKS". ON SUBSEQUENT GROUND TESTING THE "BRIDAL CABLES" TO THE RUDDER SERVO-MOTOR WERE FOUND TO BE COMPLETELY WITHOUT TENSION. THE INSTALLATION WAS INSPECTED AND IT WAS DETERMINED THAT EVEN THOUGH THE BRIDLE CABLE TO RUDDER CABLE CLAMPS WERE INSTALLED AND TORQUED CORRECTLY THE WITNESS MARKS WERE NOT VISIBLE. IT IS BELIEVED THAT THE CLAMP SLIPPED ON THE CABLE AND OBSCURED THE ORIGINAL WITNESS MARKS. A NEW BRIDLE CABLE HAS BEEN ORDERED FOR THE INSTALLATION AND WILL BE INSTALLED.

CA061106015

DHAV

PWA  

 

DIFFUSER

LOOSE

10/22/2006

DHC7102

PT6A50

 

3023779

ENGINE

(CAN) SHORTLY AFTER LEVELLING OFF AT 17000 FEET, THE NR 2 ENGINE BEGAN TO SURGE AFFECTING ALL ENGINE PARAMETERS. THE POWER WAS REDUCED TO ALLEVIATE THE RESULTING OVER TEMPERATURE CONDITION. AT POWER SETTING ABOVE 70% NG THE ITT WOULD FLUCTUATE WILDLY TO OVER 900 DEGREES. THE ENGINE WAS SHUTDOWN AND THE AIRCRAFT LANDED WITHOUT FURTHER INCIDENT. AFTER TROUBLESHOOTING, THE ENGINE WAS REPLACED AND THE AIRCRAFT RETURNED TO SERVICE. THE ENGINE WAS SPLIT AND THE DIFFUSER TUBE AT 6 O-CLOCK WAS FOUND LOOSE. THIS LOOSE DIFFUSER TUBE DISRUPTED THE AIRFLOW TO THE BLEED VALVE SENSE LINE, CAUSING THE BLEED VALVES TO MALFUNCTION AND THE ENGINE TO SURGE. THE ENGINE WAS SENT FOR REPAIR.

CA061106018

DHAV

PWA  

 

LINE

BROKEN

11/3/2006

DHC7103

PT6A50

 

3035279

P3 SENSE

(CAN) WHILE IN CRUISE THE NR 3 ENGINE ROLLED BACK TO 60% NG.. A PRECAUTIONARY SHUT DOWN OF THE ENGINE WAS COMPLETED AND THE AIRCRAFT RETURNED TO BASE. ON INSPECTION OF THE ENGINE IT WAS FOUND THAT THE P3 SENSE LINE, FROM THE GAS GENERATOR CASE TO THE P3 FILTER, WAS BROKEN, CAUSING THE ENGINE TO ROLL BACK TO IDLE. THE SENSE LINE WAS POST P&WC S/B-4112. THIS S/B INTRODUCED A BRACKET TO HELP SUPPORT THE LINE AT THE GAS GENERATOR ATTACHMENT END. THE LINE WAS REPLACED WITH A SERVICEABLE PART, AN ENGINE RUN-UP WAS COMPLETED AND FOUND TO BE SERVICEABLE.

CA061204001

DHAV

PWA  

 

WINDOW

FAILED

11/28/2006

DHC8*

PW120A

 

NP15790213

COCKPIT

(CAN) DURING CRUISE, THE PILOT`S SIDE WINDOW OUTER PANE SHATTERED. AN UNEVENTFUL LANDING WAS CONDUCTED. ENGINEERING INSPECTED THE AIRCRAFT AFTER LANDING AND FOUND THE SIDE WINDOW OUTER PANE HAD SHATTERED. THE SIDE WINDOW ASSEMBLY WAS REPLACED AND THE AIRCRAFT RETURNED TO SERVICE. (TC# 20061204001)

CA061026002

DHAV

 

 

BEARING

JAMMED

10/26/2006

DHC8102

 

 

FL4C62

AILERON CONTROL

(CAN) DURING THE C CHECK INSPECTION, NR 5 BEARING ON 8 IN A WING AILERONS SYSTEME CABLE FAIRLEADS WAS FOUND JAMMED AND FLAT SPOTTED. ALL CABLES PASSING THRU THE FAIRLEAD HAVE TO BE REPLACE DUE TO THE CHAFFING IN THE BEARING, THE WORSE ONE WAS THE CABLE P/N:82700519-001. THE PART NUMBER IN THE IPC WAS FL4C6-2 BUT THE NUMBER ON THE BEARING WAS P15SP1 WITH THE WORD SARMA STAMP ON IT. (TC# 20061026002)

CA061106007

DHAV

PWA  

 

TUBE

FRACTURED

10/24/2006

DHC8102

PW120A

 

3035381

FUEL SYSTEM

(CAN) ENGINE POWER REDUCED TO IDLE UNCOMMANDED IN CRUISE. AN EMERGENCY WAS DECLARED AND THE ENGINE WAS SHUT DOWN IN FLIGHT. SUBSEQUENT INSPECTION REVEALED A FRACTURED FUEL CONTROL P3 AIR SUPPLY TUBE. THE FRACTURE HAD OCCURRED IN THE WELD AREA AT THE TUBE "B" NUT. (TC# 20061106007)

CA061121003

DHAV

PWA  

 

LINE

SPLIT  

11/20/2006

DHC8102

PW120A

 

82920010255

WING 

(CAN) WHILE CARRYING OUT ZONAL INSPECTION 263 AND 264, BOTH WING ROOT DRAIN LINES WERE FOUND BLOCKED AT THE BELLY DRAINS. THE ACCUMULATED WATER IN THE DRAIN LINE IN TURN FROZE AND SPLIT THE DRAIN LINE CAUSING PRESSURIZATION LEAK AND WATER AND SKYDROL TO LEAK IN THE BELLY. (TC# 20061121003)

CA061103002

DHAV

PWA  

 

ADAPTER

CRACKED

11/1/2006

DHC8102

PW120A

 

72760059101

ACTUATOR

(CAN) A CRACK WAS DISCOVERED (C-CHECK INSPECTION) ON THE RUDDER ACTUATOR MOUNTING ADAPTOR (UPPER) TO VERTICAL STAB SPAR. THE CRACK IS APPROXIMATELY 2.5 INCHES AROUND THE CIRCUMFERENCE OF THE ADAPTOR TUBE.

CA061109007

DHAV

PWA  

MESSIER

JOURNAL

WORN

11/2/2006

DHC8102

PW120A

 

104071

MLG STAB

(CAN) AIRCRAFT WAS POSITIONED ON GATE FOR NEXT FLIGHT. IT WAS THEN FOUND THAT RT MAIN LANDING GEAR PIN COULD NOT BE REMOVED. TROUBLESHOOTING BY MAINTENANCE FOUND ON THE FOLLOWING ON THE RT MAIN LANDING GEAR STABILIZER STAY ASSEMBLY. THE AFT LINED JOURNAL BUSHING (ITEM 305) FOUND TO HAVE EXCESSIVE WEAR (1/16TH 3/32ND) CAUSING THE DOWN LOCK PIVOT POINT LOCK LINK ASSEMBLY (ITEM 280) TO OVERCENTER TOO FAR. THE STAY ASSEMBLY WAS REPLACED PER DHC 8 AMM 32-10-26, OPERATION AND LEAK CHECKS CARRIED OUT WITH NO FAULTS, AND THE AIRCRAFT RETURNED TO SERVICE. REFERENCE MESSIER-DOWTY COMPONENT MAINTENANCE MANUAL 32-10-04 FIG 1, PAGES 1010-1016.

CA061031001

DHAV

PWA  

 

TUBE

LEAKING

10/30/2006

DHC8102

PW120A

 

82920010147

MLG 

(CAN) DURING CLIMB OUT CREW REPORTED LOSS OF HYDRAULIC FLUID (DOWN 1/2 QUART). FLIGHT RETURNED TO DEPARTING AIRPORT. ALL SYSTEMS WERE OPERATING NORMALLY UNTILL LANDING ROLLOUT, AT WHICH TIME CREW REPORTED NIL BRAKES. AIRCRAFT STOPPED WITH EMERGENCY BRAKE AND WAS TOWED TO RAMP AREA WITHOUT FURTHER INCIDENT. ERS WAS REQUESTED FOR ARRIVAL BUT AN EMERGENCY WAS NOT DECLARED. NO ADVERSE PASSENGER REACTION WAS NOTED. MAINTENANCE TROUBLESHOOTING FOUND THE NR 1 SYSTEM PRESSURE LINE (IPC REF. 32-42-00 FIG. 5 ITEM - 160) TO THE LT BRAKE CONTROL VALVE TO HAVE A PIN HOLE AT THE LOWER FORWARD ELBOW. REPLACED WITH A TEMPORARY FLEX LINE. SYSTEM LEAK AND FUNCTION CHECKED SERVICEABLE. AIRCRAFT AFTT-41155:50 HOURS, CYCLES-41543.

CA061005006

DHAV

PWA  

 

STARTER GEN

FAILED

10/4/2006

DHC8102

PW120A

 

23088002A

NR 2 

(CAN) THE FLIGHT CREW SNAGGED THAT THE NR 2 GENERATOR FAILED. UPON FURTHER INVESTIGATION MAINTENANCE DISCOVERED THAT STARTER-GENERATOR HAD FAILED INTERNALLY. WHEN THE STARTER-GENERATOR IS COOLING DUCT AND WINDOW STRAP WERE REMOVED LOSE PIECES OF BRUSH MATERIAL FELL OUT OF THE STARTER-GENERATOR. ONE OF THE COMMUTATOR SEGMENTS WAS ALSO PARTIALLY MISSING AND MANY BRUSHES WERE CRACKED OR BROKEN. ONE OF THE DC CURRENT LIMITERS IN THE DC CONTACTOR BOX WAS ALSO FOUND TO BE OPEN. THE STARTER-GENERATOR, GENERATOR CONTROL UNIT, AND THE ASSOCIATED CURRENT LIMITER WERE REPLACED AND THE AIRCRAFT WAS RETURNED TO SERVICE. (TC NR 20061005006)

CA061016006

DHAV

PWA  

 

CASE

CRACKED

10/11/2006

DHC8103

PW121

 

 

GAS GENERATOR

(CAN) SHORTLY AFTER TAKE-OFF AT 500FT AGL THE CREW REDUCED POWER TO CLIMB POWER AND REALIZED THAT THE LT ENGINE ITT ROSE RAPIDLY TO APPROXIMATELY 850-900 DEGREES CELSIUS. THE OVER-TEMPERATURE LIGHT ILLUMINATED AND THE ENGINE OIL TEMPERATURE WAS ALSO RISING. THE ENGINE POWER WAS REDUCED TO STAY WITHIN LIMITS AND THE AIRCRAFT TURNED BACK TO LAND SAFELY WITHOUT INCIDENT. MAINTENANCE FOUND THAT THE ENGINE HAD DEVELOPED 2 SUBSTANTIAL CRACKS ON THE GAS-GENERATOR CASE. THE CRACKS MEASURED APPROXIMATELY 3.5 INCHES IN LENGTH EACH AND WERE LOCATED AT APPROXIMATELY THE 11:30 AND 10 O’CLOCK POSITIONS. IT SHOULD ALSO BE NOTED THAT THIS PORTION OF THE GAS GENERATOR CASE IS NORMALLY COVERED WITH AN INSULATION BLANKET. THE ENGINE WAS REPLACED AND THE AIRCRAFT RETURNED TO SERVICE. (TC NR 20061016006)

CA061106002

DHAV

PWA  

 

ENGINE

LEAKING

10/19/2006

DHC8201

PW123D

 

 

 

(CAN) THE AIRCRAFT LAVATORY SMOKE DETECTOR ACTIVATED SHORTLY AFTER TAKE OFF AND OIL SMELL BECAME EVIDENT IN THE CABIN. A SMALL EXTERNAL ENGINE OIL LEAK WAS SUBSEQUENTLY FOUND. &WC WILL INVESTIGATE THE INCIDENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED. (TC# 20061106002)

CA061107005

DHAV

 

 

WINDSHIELD

CRACKED

11/5/2006

DHC8301

 

 

NP15790112

COCKPIT

(CAN) DURING CLIMB OUT, ALTITUDE APPROX. FL70, THE CO-PILOT NOTICED A SMALL CRACK IN THE MIDDLE OF HIS WINDSHIELD, WHICH WAS GETTING RAPIDLY BIGGER. EMERGENCY CHECKLIST FOR CRACKED WINDSHIELD WAS PERFORMED. RELANDING WAS UNEVENTFUL. A/C HANDED OVER TO MAINTENANCE. CO-PILOT`S WINDSHIELD REPLACED.

CA061025003

DHAV

PWA  

 

CABLE

BROKEN

10/20/2006

DHC8301

PW123

 

82700567001

RT AILERON

(CAN) FINDINGS DURING C-CHECK INSPECTION IN AREA WING STA 171, AFT SPAR, LT AND RT REVEALED HEAVILY CHAFED AILERON CABLES IN PULLEY AREA AT WING BS 171. ON RT SIDE THE CABLE WAS SEVERELY DAMAGED AND ONLY A PART OF ONE STRAND WAS LEFT INTACT. THE CABLE IS OF TYPE 19X7 (7 STRANDS AND WITH 19 WIRES). LAST INSPECTION PERFORMED IN 2001 (TASK 2C INTERVAL) - NO FINDINGS. ON LT SIDE APPROX 40% OF THE STRANDS/WIRES WAS BROKEN. THE PULLEYS ARE MADE OF STEEL WITH A ROLLER BEARING AND UNDERNEATH THE PULLEYS IS A CABLE GUARD. CABLE TENSION APPROX 52 LBS (AMM) INSPECTION OF A NUMBER OF PULLEYS, AILERON AND SPOILER, REVEALED HEAVY WEAR/INDENTATION AT ONE SPOT AS IF THE PULLEY HAD BEEN. (TC# 20061025003)

CA061019008

DHAV

PWA  

 

SEAL

LEAKING

10/17/2006

DHC8301

PW123

 

85220281007

EMERGENCY EXIT

(CAN) DURING CRUISE, FLIGHT CREW REPORTED R SIDE EMERG EXIT DOOR SEAL FAILED (LEAKING) RESULTING IN PRESSURIZATION LOSS . AIRCRAFT REQUESTED AND WAS CLEARED TO A LOWER ALTITUDE. AFTER NORMAL LANDING, MAINTENANCE INSPECTED AND REPLACED EMERGENCY EXIT DOOR SEAL. (TC# 20061019008)

CA061016001

DHAV

PWA  

 

WIRE

BURNED

8/21/2006

DHC8301

PW123

 

 

AC POWER

(CAN) AN OPERATOR EXPERIENCED AN EXTERNAL AC POWER PROBLEM THAT WAS TRACED TO SEVERAL BURNED WIRES AND A BLOWN (F4) FUSE. IT IS DETERMINED THAT THE MOST PROBABLE CAUSE FOR THIS EVENT WAS THE (12 GAUGE) FEEDER CABLES CHAFING TOGETHER ON THE ADJACENT STRUCTURE. (TC NR 20061016001)

CA061012005

DHAV

PWA  

 

PSEU

WARNING LIGHT

10/8/2006

DHC8301

PW123

 

858601

PRXY SENSOR

(CAN) AFTER TAKEOFF GEAR SELECTED UP , VISUALLY CONFIRMED GEAR WAS UP , INDICATION STILL SHOWED GEAR DOWN AND LOCKED (3 GREEN LIGHTS) , NORMAL GEAR EXTENSION AND AIRCRAFT RETURNED TO DEPARTURE AIRPORT FOR NORMAL LANDING. MAINTENANCE INSPECTION FOUND PSEU INTERNAL HISTORY SHOWING CARD FAULT . PSEU REPLACED. AIRCRAFT RETURNED TO SERVICE. (TC NR 20061012005)

CA061103008

DHAV

PWA  

 

FUEL CONTROL

FAULTY

9/2/2006

DHC8301

PW123

 

324485718

ENGINE

(CAN) THE ENGINE FLAMEOUT IN CLIMB AND THE AIRCRAFT DIVERTED TO POINT OF DEPARTURE. THE HYDROMECHANICAL FUEL CONTROL UNIT WAS SUBSEQUENTLY REPLACED. MFG WILL INVESTIGATE THE EVENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED. (TC NR 20061103008)

CA061102006

DHAV

PWA  

TACTAIR

HOUSING

FAILED

10/4/2006

DHC8301

PW123

 

 

SEQUENCE VALVE

(CAN) DURING APPROACH WHEN CREW SELECTED GEAR DOWN, NR 2 HYD ENG PUMP CAUTION LIGHT ILLUMINATED DURING EXTENSION CYCLE. NOSE GEAR DOORS AND RT MAIN GEAR DOORS REMAINED OPEN, LT MAIN GEAR DOOR CLOSED. QRH ITEMS FOR NR 2 HYDRAULIC SYSTEM AND GEAR DOORS OPEN WERE COMPLETED. INVESTIGATION BY ENGINEERING DETERMINED THAT THE LEAK WAS ORIGINATING FROM THE RT MLG DOOR SOLENOID SEQUENCE VALVE. (3) OF THE FOUR BOLTS SECURING THE SOLENOID TO THE VALVE BODY HAD SHEARED RESULTING IN THE PARTIAL SEPARATION OF THE SOLENOID FROM VALVE BODY. THIS CAUSED A LOSS OF NR 2 HYDRAULIC SYSTEM QUANTITY AND PRESSURE. NO SECONDARY DAMAGE WAS CAUSED AS A RESULT OF THE FAILURE. THE SOLENOID SEQUENCE VALVE ASSEMBLY WAS REPLACED IAW THE AIRCRAFT MM 32-10-51 AND THE AIRCRAFT RETURNED TO SERVICE. (TC NR 20061102006)

CA061005008

DHAV

PWA  

 

WINDSHIELD

FAILED

10/21/2005

DHC8301

PW123

 

8SC0043007

COCKPIT

(CAN) APPROXIMATELY 53 MINUTES INTO FLIGHT, SOON AFTER LEAVING FL 190, CREW HEARD A LONG (BANG) FOLLOWED BY THE OBSERVATION OF THE CAPTAIN’S MAIN WINDSHIELD SHATTERING, CREW CONTINUED DESCENT TO FL 100 AT RESTRICTED AIRSPEED OF 188 KNOTS AND MAINTAINED A CABIN DIFFERENTIAL OF 2.6PSI IAW QRH. ENGINEERING CHANGED THE AIRCRAFT WINDSHIELD IAW MM 56-10-11. AIRCRAFT RETURNED TO SERVICE. (TC NR 20061005008)

CA061002003

DHAV

PWA  

HONEYWELL

DIODE

BURNED

8/24/2006

DHC8301

PW123

 

 

WX RADAR SYSTEM

(CAN) ON DECENT THROUGH 10,000 FEET, F/O NOTICED A HAZY SMOKE IN THE COCKPIT. BOTH THE CAPTAIN AND THE F/O BEGAN TO FEEL A BURNING SENSATION IN THEIR THROATS. THEY DONNED THEIR OXYGEN MASKS AND REQUESTED A VISUAL DIRECT APPROACH. THERE WAS A DEFINITE ELECTRICAL SMELL IN THE COCKPIT. THE CABIN HAD A SLIGHT ODOR BUT NOT RECOGNIZABLE. PASSENGERS WERE UNAWARE OF THE SITUATION, NO PASSENGER REACTION. CREW DID NOT DECLARE AN EMERGENCY AND LANDED SAFELY WITHOUT FURTHER INCIDENT. MAINTENANCE DISCOVERED WEATHER RADAR INDICATOR TO BE AT FAULT. WEATHER RADAR INDICATOR AND TRANSMITTER/RECEIVER REPLACED AND TESTED SERVICEABLE. AIRCRAFT SUCCESSFULLY TEST FLOWN PRIOR TO RETURN TO SERVICE. INDICATOR HAD 865:02 HOURS AND 830 LANDINGS SINCE LAST REPAIR. AWAITING TEAR DOWN REPORT FOR FURTHER DETAILS. (TC NR 20061002003)

CA061004004

DHAV

PWA  

 

TUBE

CRACKED

10/2/2006

DHC8311

PW123

 

82960010147

RUDDER ACTUATOR

(CAN) CREW NOTICED FLUID STAINS AND ACCUMULATION ON RT SIDE OF RUDDER AND TAIL CONE. MAINTENANCE FOUND CRACK AT FIRST ELBOW FROM TOP FITTING OF NO. 1 HYDRAULIC SYSTEM PRESSURE LINE TO THE RUDDER ACTUATOR. LINE REPLACED AND SYSTEM LEAK CHECKED SERVICEABLE. IPC REF CH 27-21-00 FIG. 20 ITEM 120. AFTT 34,145:10 HOURS, AFTC 38202. (TC NR 20061004004)

CA061023004

DHAV

PWA  

 

WIRE

BURNED

10/16/2006

DHC8311

PW123

 

302114BB1

ELECTRICAL

(CAN) DURING CRUISE , FLIGHT CREW NOTICED NR 2 ENGINE LIP HEATER INDICATION SHOWING FAILURE OF LIP HEATER, DUE TO ICING CONDITIONS AT DESTINATION AIRPORT CREW ELECTED TO RETURN TO ORIGINATING AIRPORT. NORMAL LANDING. DURING MAINTENANCE INVESTIGATION FOUND NO POWER TO LIP HEATER. PROBLEM TRACED TO BURNED WIRE 30-21-14BB-18 IN WIRING BUNDLE BEHIND LAVATORY WALL ( AFT OF CO-PILOT SEAT). WIRING BUNDLE HAD CHAFED ON LAVATORY WALL CAUSING INSULATION TO BE WORN. WIRE ( AND 3 OTHER WIRES IN SAME BUNDLE) REPAIRED. AIRCRAFT RETURNED TO SERVICE. (TC# 20061023004)

CA061004001

DIAMON

CONT

 

PUMP

OUT OF ADJUST

9/24/2006

DA20C1

IO240B

 

64936849A1

ENGINE

(CAN) AIRCRAFT ENGINE FAILED IMMEDIATELY AFTER SPIN RECOVERY. INSTRUCTOR CONFIRMED FUEL PUMP ON AND MIXTURE FULL RICH. INSTRUCTOR ESTABLISHED BEST GLIDE ATTITUDE AND RESTARTED ENGINE IAW AFM (ENGAGING STARTER). UPON LANDING AND TAXI, INSTRUCTOR KEPT POWER ABOVE 1000 RPM, SO THERE IS NO FURTHER INFO ON LOW POWER BEHAVIOR DURING THIS FLIGHT. IMMEDIATELY PUT TEST GAUGES ON, AND RAN UP AIRCRAFT. UNMETERED PRESSURE WAS APPROXIMATELY 1.6 PSI LOW AND METERED PRESSURE WAS APPROX 2 PSI LOW. IDLE MIXTURE RISE OF 10 TO 20 RPM. IT IS WORTH NOTING THAT I FELT THE ENGINE DID NOT (SOUND) AS IF IT WAS FUNCTIONING PROPERLY. WE HAVE CURRENTLY REMOVED ALL FUEL SCREENS, INSPECTED AND CLEANED. MODERATE CONTAMINATION FOUND OF SIMILAR APPEARANCE TO WHAT WAS FOUND ON JWV. FINDINGS ARE SAVED AND ON SITE. FUEL TANK WAS SAMPLED AND ALL DRAINS AND HOSES FLUSHED AND BLED. INJECTORS REMOVED AND CLEANED. MECHANICAL FUEL PUMP FLUSHED (LOW PRESSURE VALVE). FUEL PRESSURES WILL BE CHECKED AND ADJUSTED. FUEL SCREENS WILL BE INSPECTED AGAIN AT 100 HOUR INSPECTION. (TC NR 20061004001)

CA060918003

DIAMON

CONT

DIAMON

HOOK

CRACKED

8/29/2006

DA20C1

IO240B

 

2256136100

CANOPY

(CAN) PILOT NOTICED CANOPY LIGHT ON IN FLIGHT AND RETURNED FOR LANDING. INSPECTION REVEALED THAT THE CANOPY LATCH PLATE ( P/N 22-5613-61-00) ON THE LT SIDE WAS BROKEN ALLOWING THE CANOPY LIGHT TO BE ILLUMINATED. 2 MICRO SWITCHES ARE USED TO TURN THE WANING LIGHT OFF ONLY WHEN BOTH LATCHES ARE FULLY CLOSED. THE SYSTEM WORKED PROPERLY WHEN ONE LATCH FAILED. SERVICEABLE LATCH INSTALLED AND SYSTEM CHECKED AND ADJUSTED IAW MM (DMM) AS REQUIRED. AIRCRAFT RELEASED. THE SYSTEM IS INSPECTED EVERY 100 HR, WHICH REQUIRES A PULL TEST TO BE CARRIED OUT FOR FRICTION VERIFICATION AND ADJUSTMENT AS REQUIRED. STRESS CAN BE APPLIED TO THE LATCH HOOK IF THE CANOPY IS ACCIDENTALLY CLOSE WITH THE LATCH IN THE CLOSED POSITION OR IF THE CANOPY LATCH IS CLOSED WITH SOMETHING OBSTRUCTING CANOPY FIT. (TC NR 20060918003)

CA061106001

EMB  

PWA  

 

SHAFT

FRACTURED

8/21/2006

EMB120

PW118B

 

311196801

 

(CAN) THE ENGINE SUFFERED AN IN FLIGHT SHUTDOWN AS A RESULT OF A FRACTURED TOWER SHAFT. (TC NR 20061106001)

CA061005009

EMB  

 

 

BOLT

SHEARED

10/4/2006

ERJ190100IGW

 

 

 

LT MLG DOOR

(CAN) LT MLG STAY AND DOOR BRACKET BOLTS SHEARED. OLD BOLTS HAVE P/N 2821-8041, AND THE NEW BOLTS HAVE P/N NAS6605D28 (BETTER QUALITY). THEY ARE BEING INSTALLED THROUGH SB 190-32-0010. (TC NR 20061005009)

CA061026004

GIPPLD

LYC  

 

INDICATOR

BURNED

10/26/2006

GA8  

IO540K1A5

 

 

PITOT HEAT

(CAN) PILOT REPORTED MALFUNCTION OF PITOT HEAT BREAKER SWITCH, UPON INSPECTION, CIRCUIT BOARD ATTACHED TO BACK OF SWITCH WAS FOUND BADLY BURNT AND END OF WIRE CONNECTION FROM THE PITOT TO THE POWER SWITCH WAS FOUND OVERHEATED. MAIN PITOT WAS REPAIRED. THE CIRCUIT BOARD CLAMPED BETWEEN THE BREAKER SWITCH AND THE PITOT HEAT WIRE WAS U/S DUE TO OVERHEAT. THIS INSTALLATION APPEARS TO BE FROM FACTORY. 2 POSSIBLE CAUSES OF THIS FAILURE: 1) FIBERGLASS CIRCUIT BOARD COULD NOT STAND UP TO PRESSURE OF ATTACHMENT SCREW. DUE TO POOR CONNECTION , THE CONNECTION WOULD HAVE HEATED UP AND UPON GETTING HOT ENOUGH, RESIN IN FIBERGLASS BOARD WOULD HAVE DISINTIGRATED CAUSING PITOT HEAT FAILURE. 2) PRINTED CIRCUIT BOARD HAS WIRING CONNECTED TO A GROUND. DUE TO VIBRATION AND EXTREMELY CLOSE PROXIMITY TO A 12V POWER SOURCE, CONNECTION MAY HAVE OCCURED CAUSING HEAT AND THE DISINTIGRATION OF THE CIRCUIT BOARD. THIS WOULD ACCOUNT FOR THE PILOT MENTIONING THAT THE BREAKER SWITCH WAS TRIPPING AFTER A SHORT PERIOD OF TIME WHEN PITOT HEAT WAS SWITCHED ON.

CA061026005

GRUMAN

 

 

SUPPORT

UNSERVICEABLE

10/16/2006

TS2ACALFORST

 

 

 

ENG CONTROLS

(CAN) IN SOME CASES, THE WELD BRAZING THAT CONNECTS THE TELEFLEX CONTROL SUPPORT BEARINGS TO THE ENGINE CONTROL QUADRANT ASSEMBLY HAVE BEEN FOUND TO BE CRACKED OR HAVE INSUFFICIENT BONDING TO THE BEARING SUPPORT PLATE. THIS PROBLEM, IN ADDITION TO INTERNAL WEAR IN THE BEARINGS, CAN CAUSE ADDITIONAL STRESS TO THE REMAINING BRAZED WELD. IN EXTREME CASES THE BEARING CAN SEPARATE FROM THE BEARING SUPPORT PLATE AND CAUSE UNEXPECTED POWERPLANT SETTINGS. ORIGINALLY DISCOVERED IN AUGUST 2002 - CASCADE AEROSPACE ISSUED A SERVICE BULLETIN (SB 3127-001) TO INSPECT THE ENTIRE FLEET WITHIN SEVEN DAYS OR 60 FLIGHT HOURS (WHICHEVER CAME FIRST). RECURRING NDT INSPECTIONS WERE SCHEDULED EVERY 400 HOURS TAT OR DURING AN ANNUAL (WHICHEVER CAME FIRST). TERMINATION OF THE SERVICE BULLETIN IS BY REPLACING THE ORIGINAL BEARING SUPPORT ASSY WITH A NEW, IMPROVED ASSY AVAILABLE FROM CASCADE AEROSPACE. NO MORE PROBLEMS WERE DISCOVERED UNTIL THIS SDR. SUBMISSION. PREVIOUS AIRCRAFT AFFECTED: S/N 028, AUGUST 2002 (TC# 20061026005)

CA061027002

GULSTM

GARRTT

AEROCD

SPAR

CRACKED

10/23/2006

690A

TPE3315

 

41000823

VERTICAL STAB

(CAN) DURING ANNUAL X-RAY INSPECTION OF THE VERTICAL STABILIZER, A CRACK WAS DETECTED ON THE LEFT HAND SIDE OF THE VERTICAL STABILIZER CENTRE SPAR AT THE 4TH FASTENER ABOVE THE DOUBLER. THE CRACK APPEARS TO RUN INTO THE RADIUS OF THE CENTRE SPAR. THE AIRCRAFT WILL BE REPAIRED PRIOR TO BEING RELEASED BACK INTO SERVICE. (TC# 20061027002)

2006FA0001067

GULSTM

LYC  

 

COMPRESSION RING

IMPROPER

9/26/2006

G44  

GO480B1C

 

SI74673

PISTON

SUPERIOR COMPRESSION RINGS PN 74673 WERE INSTALLED DURING OVERHAUL, AFTER 3.0 HRS OF RUNNING A BORE SCOPE INSPECTION REVEALED SOME STRANGE BLACKENING OF THE CYLINDER WALLS. A CYLINDER WAS REMOVED TO INVESTIGATE AND THE TOP (2) COMPRESSION RINGS ONLY SHOWED CONTACT ON THE BOTTOM HALF INDICATING THAT THE BEVEL ON THE FACE OF THE RING WAS FACING THE WRONG WAY FOR A COMPRESSION RING. AFTER COMPARING THIS SUPERIOR RING TO A MFG RING IT APPEARS THE SUPERIOR RING IS DEFECTIVE, NUMBERED WRONG, BUT DOES NOT MATCH THE SHAPE OF THE RING AND INFORMATION OBTAINED FROM MFG TECH SUPPORT. SUBSEQUENTLY ALL CYLINDER HAVE BEEN REMOVE TO REPLACE THESE RINGS. RECOMMEND THAT ALL RINGS FROM MFG BE RECALLED FROM THE SYSTEM FOR SAFETY OF FLIGHT REASONS. ABNORMAL AND SUDDEN LOSS OF POWER WILL RESULT. (K)

2006FA0001057

GULSTM

RROYCE

 

ACTUATOR

FAILED

10/25/2006

GIV  

TAY6118

 

1159SCP40211RW

THRUST REVERSER

APPROXIMATELY 20 MINUTES INTO THE FLIGHT, THE CREW NOTIFIED MAINTENANCE THAT THEY HAD A (T/R REV UNLOCK) LIGHT. THE CREW BROUGHT BACK POWER AND THE LIGHT EXTINGUISHED, CREW THEN SELECTED (EMERGENCY STOW) AND RETURNED TO DEPARTURE WITHOUT INCIDENT. AS THE AIRCRAFT ROLLED UP WITH ENGINES RUNNING, MAINTENANCE NOTED THE LT T/R DROOPED APPROX .1250 INCH, BUT STILL NOT ON THE SECONDARY LOCK (S HOOKS). THIS ACTUATOR HAD BEEN INSTALLED IN FEB 2006. A NEW REPLACEMENT ACTUATOR PN: 1159CP402-11, SN 2268 HAS BEEN INSTALLED WITH NO FAULTS NOTED AND THE AC HAS BEEN RETURNED TO SERVICE. (K)

CA061002001

GULSTM

RROYCE

 

BOLT

WRONG PART

10/2/2006

GIV  

TAYMK6118

 

AS21040

ENGINE

(CAN) NON APPROVED AS21040 BOLT WAS FOUND. BOLT HEAD WAS MACHINED TO ADD PN AS21040. BOLT END ALSO MACHINED WITH A CENTER HOLE, THREAD LENGTH SHORTER AND DIAMETER OF BOLT IS UNDERSIZE. BOLT LOCATIONS ON ENGINE; CLIPPING POINT FOR P3 AIR TUBE TO FFR UNION P3 LIMITER, IP BLEED VALVE CLAMPING SEAL/RETAINING SEAL AND LP FUEL FILTER MOUNTING BOLT. (TC NR 20061002001)

BS2R2120003

HUGHES

LYC  

HUGHES

PULLEY BRACKET

BROKEN

11/17/2006

269C

HIO360D1A

 

269A5472

BELT DRIVE SYSTE

ONE OF THE TWO BELT DRIVE CLUTCH ACTUATOR CABLE PULLEY BRACKETS BROKE CLEAN ACROSS BETWEEN THE FRAME MOUNT HOLE AND THE PULLEY MOUNT HOLE DURING ENGAGEMENT OF THE ROTOR SYSTEM. DURING THE SUBSEQUENT TAKE OFF ATTEMPT THE ROTOR RPM WOULD BLEED OFF RAPIDLY DUE TO DRIVE BELT SLIPPAGE ANY TIME THE M/R COLLECTIVE CONTROL WAS RAISED.THE AICRAFT WAS SHUT DOWN AND THE PROBLEM INVESTIGATED BY THE OPERATOR THEN MAINTENANCE PERSONELL WERE NOTIFIED.

CA061002008

HUGHES

ALLSN

 

BEARING

SPALLED

9/15/2005

369D

250C20B

 

369D25146

TRANSMISSION

(CAN) M/R TRANSMISSION CHIP DETECTOR FOUND TO HAVE A LARGE AMOUNT OF METAL. SOURCE FOUND TO BE THE T/R O/P PINION ROLLER BEARING INNER RACE. THE INNER RACE WAS FOUND TO HAVE HEAVY SPALLING IN A LARGE AREA. (APPROXIMATELY .550 INCH X .200 INCH) (TC NR 20061002008)

2006FA0001139

ISRAEL  

GARRTT

 

WIRE

CHAFED

11/1/2006

1124A

TFE731*

 

 

ENGINE

AIRCRAFT ARRIVED WITH INOPERATIVE STRATER-GENERATOR. TROUBLESHOOTING REVEALED INOPERATIVE GENERATOR, FAILED GENERATOR CONTROL UNIT, AND FAILED CONTROL RELAY. FURTHER TROUBLESHOOTING FOUND (A) AND (D) LEADS TO STARTER-GENERATOR AT ENGINE WIRING WAS BRITTLE AND HAD BARE SPOT CHAFFED TO ENGINE INLET MOUNTING STRUT. THIS ISSUE SHOULD BE CONSIDERED FOR ALL GENERAL AVIATION AIRCRAFT, NOT JUST THIS MFG. WE HAVE NOTED CONDITION ON SEVERAL AIRCRAFT. THIS IS THE FIRST INCIDENT, HOWEVER, THAT HAD CHAFFING AND A CIRCUIT SHORT. RECOMMEND INSPECTION AT NEXT ACCESS FOR ALL GENERAL AVIATION TURBOJET AIRCRAFT AS THIS WIRING IS LOCATED IN EXTREME ENVIRONMENTAL CONDITIONS, WITHIN THE ENGINE COWLING. (K)

CA061115005

LEAR

GARRTT

 

PUMP

FAILED

11/6/2006

35LEAR

TFE731*

 

307085063

LT ENGINE FUEL

(CAN) AIRCRAFT WAS CLEARED FOR T/O. POWER WAS ADVANCED TO 93.5% N1 ON BOTH ENGINES. APPROXIMATELY 1 SECOND LATER LT ENGINE FAILED. T/O WAS REJECTED. AME TROUBLESOT THE SNAG AND DISCOVERED THAT THE LT ENGINE FUEL PUMP PRESSURE WAS NOT WITHIN ACCEPTABLE LIMITS. FUEL PUMP AND FUEL CONTROL UNIT REPLACED.

2006FA0001152

LEAR

GARRTT

 

DAMPER

BROKEN

11/8/2006

35LEAR

TFE73122B

 

30721631

NR 1 ENGINE

AIRCRAFT ARRIVED 10/31/2006 TO TROUBLESHOOT A RUMBLE FROM THE NR 1 ENGINE. UPON INVESTIGATION, FOUND 1 FAN BLADE TO HAVE A BROKEN MIDSPAN DAMPER. (K)

CA061110007

LEAR

GARRTT

 

ENGINE

FAILED

10/26/2006

45LEAR

TFE7312

 

TFE73120BR

 

(CAN) DURING POST/PREFLIGHT INSPECTION MAINTENANCE PERSONNEL NOTICED NICKS ON 2 OF THE THE THIRD STAGE TURBINE BLADES. ENGINE HAS BEEN REMOVED AND SENT TO AN HEAVY MAINTENANCE FACILITY FOR INVESTIGATION AND REPAIR. A RENTAL ENGINE HAS BEEN INSTALLED AND THE AIRCRAFT RETURNED TO SERVICE (TC# 20061110007)

CA061006009

LEAR

PWA  

 

ENGINE

FLAMED OUT

9/8/2006

60LEAR

PW305A

 

 

 

(CAN) THE ENGINE FLAMED OUT ON DESCENT. AN INFLIGHT RELIGHT WAS SUCCESSFULLY ACCOMPLISHED. MFG WILL INVESTIGATE THE EVENT AND WILL ADVISE OF ROOT CAUSE ONCE ESTABLISHED. (TC NR 20061006009)

CA061103012

LEAR

PWA  

 

EEC  

FAILED

10/12/2006

60LEAR

PW305A

 

1240KDC0400

 

(CAN) THE ENGINE FLAMED OUT ON DESCENT. THE PROBLEM COULD NOT BE DUPLICATED ON THE GROUND AND THE EEC WAS SUBSEQUENTLY REPLACED. MFG WILL INVESTIGATE THE EVENT AND WILL ADVISE OF ROOT CAUSE ONCE ESTABLISHED. (TC NR 20061103012)

2006FA0001155

LKHEED

RROYCE

 

FRAME

CRACKED

10/9/2006

10113853

RB21122*

 

 

FUSELAGE

(REF NR: 06DA063) DURING C-CHECK, MAINTENANCE TASK 53-02-1000 INSP FS 983 FRAME. A CRACK, 3 INCHES) FOUND AT LT, BY A CLOSE VISUAL INSP AND CONFIRMED BY NDT. NRC NR 546 RAISED FOR CORRECTIVE ACTION. (K)

CA060412002

LKHEED

ALLSN

 

LINE

MISSING

4/11/2006

188C

501D13

 

6793969

ENGINE

(CAN) NR 2 ENGINE HAD A HUNG RESTART WHILE ON A TRAINING FLIGHT, THE ENGINE WAS SHUTDOWN, SECURED AND THE (3) ENGINE PROCEDURES WHEN FOLLOWED ON THE FLIGHT AND LANDING TO THE MAINTENANCE BASE. THE PRIMER PRESSURE LINE WAS FOUND TO BE NOT INSTALLED ON THIS ENGINE. THE PRIMER SYSTEM HAD BEEN PUT BACK INTO SERVICE AFTER THE ENGINE HAD BEEN AQUIRED FROM AN OPERATOR THAT HAD TAKEN THEM OUT OF SERVICE IAW SB. (TC NR 20060412002)

CA061016005

LKHEED

ALLSN

 

GYRO

MALFUNCTIONED

10/12/2006

382G

501D22A

 

79266941

COCKPIT

(CAN) DURING DESCENT THE CREW OBSERVED A GYRO FLAG AND THE A/P DISENGAGED. THE COMPASS BEGAN TO OSCILLATE WITH A COMPARATOR FAIL LIGHT INDICATION. THE AIRCRAFT RETURNED TO POINT OF DEPARTURE AND LANDED WITHOUT INCIDENT. MAINTENANCE REPLACED THE NR 1 VG AND THE AIRCRAFT WAS RETURNED TO SERVICE AFTER SATISFACTORY GROUND TEST. (TC NR 20061016005)

CA061017005

LKHEED

ALLSN

 

DOWNLOCK SWITCH

OUT OF ADJUST

10/16/2006

382G

501D22A

 

 

MLG 

(CAN) DURING DEPARTURE THE NOSE LANDING GEAR FAILED TO RETRACT ON TAKE-OFF. THE AIRCRAFT RETURNED TO POINT OF DEPARTURE WITHOUT FURTHER PROBLEM. MAINTENANCE ADJUSTED THE DOWNLOCK SWITCH AND CARRIED OUT A GEAR SWING BEFORE THE AIRCRAFT WAS RETURNED TO SERVICE. (TC# 20061017005)

CA061011001

MTSBSI

GARRTT

 

BEARING

FAILED

8/29/2006

MU2B60

TPE33110

 

31030351

ENGINE

(CAN) AN IN-FLIGHT SHUTDOWN WAS CARRIED OUT WHEN THE ENGINE STARTED TO SURGE AND THE NEGATIVE TORQUE SYSTEM (NTS) PULSE. UPON DISASSEMBLY AT AN ENGINE REPAIR FACILITY, IT WAS NOTED THAT THE CAUSE WAS PREMATURE WEAR AND SUBSEQUENT FAILURE OF THE DUAL P/N: 3103035-1 BEARINGS. FAILURE OF THIS BEARING SET CAUSED LOSS OF ENGAGEMENT BETWEEN THE SPUR GEAR P/N: 896804-2 AND THE MATING GEAR IN THE TORQUE SENSOR. THE INTEGRITY OF THE FCU DRIVE TRAIN WAS LOST AND THE ENGINE FAILED WHEN THE FUEL CONTROL STOPPED BEING DRIVEN. THE ENGINE IS BEING OVERHAULED AT THIS TIME. IT IS TO BE NOTED THAT AN OIL SAMPLE WAS TAKEN 9.7 HOURS PRIOR TO THE FAILURE. THE SAMPLE CAME BACK (INSPECT THIS ENGINE IMMEDIATELY) ONE WEEK AFTER THE ENGINE HAD FAILED. THE AUTHORIZED LAB HAD PROCESSED THE SAMPLE THE DAY FOLLOWING THE IN-FLIGHT SHUTDOWN. (TC NR 20061011001)

CA061004005

PIAGIO

PWA  

 

ACTUATOR

FAILED

9/26/2006

P180

PT6A66

 

114068003

NLG STEERING

(CAN) PILOTS REPORTED NOSE GEAR STEERING FAILURE. NOSE GEAR ACTUATOR REPLACED. SYSTEM TESTED AND AIRCRAFT RETURNED TO SERVICE (TC NR 20061004005)

CA061006005

PILATS

PWA  

 

COUPLING

FRACTURED

8/31/2006

PC1245

PT6A6

 

 

PUMP 

(CAN) THE ENGINE EXPERIENCED AN UNCOMMANDED ACCELERATION IN FLIGHT. THE ENGINE WAS SHUTDOWN AND SUCCESSFULLY RE-LIT AND THE UNCOMMANDED ACCELERATION REPEATED. THE ENGINE WAS AGAIN SHUTDOWN IN FLIGHT. SUBSEQUENT INSPECTION REVEALED A FRACTURED FUEL CONTROL / FUEL PUMP COUPLING. (TC NR 20061006005)

CA061107006

PILATS

PWA  

 

GEARBOX

DAMAGED

12/15/2005

PC1245

PT6A6

 

311433701

ENGINE

(CAN) THE ENGINE LOST OIL PRESSURE IN FLIGHT RESULTING IN LOSS OF THE AIRCRAFT. SUBSEQUENT INVESTIGATION REVEALED THAT A PROTECTIVE COATING HAD BEEN IMPROPERLY APPLIED TO THE AGB HOUSING AT THE PRIOR ENGINE OVERHAUL. THE COATING DEBONDED AND BLOCKED THE OIL PUMP INLET RESULTING IN LOSS OF OIL PRESSURE. IT WAS FURTHER DETERMINED THAT RECOMMENDED PERIODIC VISUAL INSPECTIONS OF THE PUMP INLET HAD NOT BEEN PERFORMED BY THE OPERATOR. (TC NR 20061107006)

CA061012001

PILATS

PWA  

 

CLUTCH

CRACKED

10/12/2006

PC1245

PT6A67B

 

200031800

PITCH SERVO

(CAN) DURING A ROUTINE PHASE INSPECTION, THE AREA AROUND THE PITCH SERVO IS INSPECTED. DURING THIS, THE FRICTION PLATE WAS DISCOVERED TO BE CRACKED IN HALF. THE PITCH SERVO CLUTCH WAS REPLACED AND THE AIRCRAFT WAS RETURNED TO SERVICE. (TC NR 20061012001)

CA061010002

PILATS

PWA  

 

BEARING

TWISTED

10/10/2006

PC1245

PT6A67B

 

5325012044

MLG FORK

(CAN) AFTER LANDING, CREW REPORTED TO MAINTENANCE THAT THEY HAD A HARD SHIMMY IN THE RUDDER PEDALS. UPON INSPECTION WE FOUND THE NOSE STEERING BRACKETS BENT AND THE SPRING STRUT UNABLE TO MOVE. THE STEERING STRUT CONNECTED TO THE STEERING HAD FAILED CAUSING THE FORK BEARING TO TWIST. THE BENT BRACKET WAS REPLACED AND THE SPRING STRUT WAS SERVICED. THE SYSTEM WAS FUNCTION CHECKED AND THE AIRCRAFT WAS RETURNED TO SERVICE. (TC NR 20061010002)

2006FA0001095

PIPER

LYC  

SLICK

ROTOR

SHEARED

11/16/2006

PA28161

O320D3G

 

M3548

MAGNETO

RT MAGNETO ROTOR SHEARED DIRECTLY UNDER THE PLASTIC ROTOR GEAR.

CA061011002

PIPER

LYC  

PIPER

CONNECTOR

BROKEN

8/30/2006

PA28180

O360A4A

 

6345703

RUDDER TRIM ARM

(CAN) WHEN MANUAL RUDDER TRIM WAS APPLIED IN CLIMB THERE WAS NO RESPONSE. SUBSEQUENT INSPECTION FOUND THAT THE ARM THAT CONNECTS THE TRIM ACTUATOR TO THE RUDDER CONTROL ASSEMBLY HAD BROKEN OFF THE ASSEMBLY AT THE EDGE OF THE WELD. THE COMPLETE RUDDER TRIM ARM ASSEMBLY WAS REMOVED AND REPLACED WITH A NEW UNIT SUPPLIED FROM MFG. METAL FATIGUE IS SUSPECTED. (TC NR 20061011002)

CA060925003

PIPER

LYC  

PIPER

CONNECTOR

BROKEN

8/30/2006

PA28180

O360A4A

 

6345703

RUDER TRIM ARM

(CAN) WHEN MANUAL RUDDER TRIM WAS APPLIED THE RUDDER FAILED TO RESPOND. SUBSEQUENT INSPECTION FOUND THAT THE ARM THAT CONNECTS THE TRIM ACTUATOR TO THE RUDDER CONTROL ASSEMBLY HAD BROKEN OFF THE ASSEMBLY AT THE EDGE OF THE WELD. THE COMPLETE RUDDER TRIM ARM ASSEMBLY WAS REMOVED AND REPLACED WITH A NEW UNIT. METAL FATIGUE IS SUSPECTED. (TC NR 20060925003)

ZB0R20060003

PIPER

 

 

BAR  

CRACKED

11/20/2006

PA28R200

 

 

67174000

RUDDER PEDALS

DURING PROGRESSIVE INSPECTION, FOUND PILOT LT RUDDER BAR CROSS-OVER JOINT CRACKED AT WELD.

CA061011003

PIPER

LYC  

 

CONTROLLER

DEFECTIVE

9/27/2006

PA31

TIO540A2C

 

4708849004

LT ENGINE

(CAN) DURING A FLIGHT, THERE WAS A LOSS OF LT ENGINE OIL PRESSURE. THE AFFECTED ENGINE WAS SHUTDOWN AND AN UNSCHEDULED LANDING ACCOMPLISHED. AFTER INVESTIGATION, THE DENSITY CONTROLLER WAS FOUND DEFECTIVE. THE SEAL WAS RUPTURED ON THE (INTAKE) SIDE AND OIL WAS LEAKING INTO THE ENGINE AIR INTAKE. (TC NR 20061011003)

CA061004006

PIPER

LYC  

 

BEARING

BROKEN

10/1/2006

PA31350

LTIO540J2BD

 

 

CRANKSHAFT

(CAN) THE AIRCRAFT DEPARTED THE RUNWAY FOR A 1 HOUR TRIP. APPROXIMATELY 17 MINUTES INTO THE CRUISE PORTION OF FLIGHT THE PILOT NOTICED A LOSS IN OIL PRESSURE FOLLOWED BY NOISE FROM THE RT ENGINE. THE PILOT IMMEDIATELY FEATHERED THE PROP AND SHUTDOWN THE ENGINE. THE WEATHER WAS OK AND ELECTED TO RETURN TO THE DEPARTURE RUN-WAY AND LANDED WITHOUT INCIDENT. AN INVESTIGATION REVEALED THAT THE CRANKSHAFT BROKE AT THE NR 2 BEARING JOURNAL. (TC NR 20061004006)

CA061031004

PIPER

LYC  

 

HINGE

CRACKED

10/17/2006

PA31350

TIO540J2BD

 

 

PAX DOOR

(CAN) CABIN LOWER ENTRANCE DOOR FORWARD HINGE LOOSE, DOOR MOVES UP AND DOWN WHEN PASSENGERS STEP ON THE LOWER DOOR STEP. FOUND THE FORWARD DOOR HINGE ATTACHMENT FRAME CRACKED AT THE ATTACHMENTS FOR THE HINGE, ALLOWING THE DOOR SILL AND CABIN FLOOR AT THE ENTRANCE TO MOVE UP AND DOWN WHEN A LOAD WAS APPLIED TO THE DOOR. FRAME REPLACED WITH NEW PART AND DOOR REINSTALLED. (TC# 20061031004)

CA060615004

PIPER

LYC  

 

THROTTLE CABLE

FAILED

6/9/2006

PA31350

TIO540J2BD

 

2489418

LT ENGINE

(CAN) AC DEPARTED AND A SHORT TIME LATER THE PILOT REPORTED THE LT ENGINE THROTTLE / MANIFOLD WAS SET AT 38 AND WAS NOT RESPONDING. THE PILOT DIVERTED BACK. ON DECENT THE LT ENGINE MANIFOLD STAYED CONSTANT AT 38, THE EGT BEGAN TO RISE, ALONG WITH THE CYLINDER HEAD, AND OIL TEMPERATURE. THE AIRCRAFT LANDED SAFELY WITH BOTH ENGINES RUNNING. ONCE ON THE GROUND THE LT ENGINE WAS SHUTDOWN, TAXIED TO RAMP ON RT ENGINE. THE LT ENGINE WAS INSPECTED, FOUND TO HAVE LOST ALL ENGINE OIL. THE ENGINE SUSTAINED EXTENSIVE DAMAGE. MAINTENANCE DETERMINED THE LT THROTTLE CABLE IN THE CABIN PEDESTAL HAD FAILED. THE THROTTLE CABLE WIRES HAD SEVERED APPROXIMATELY .3125 FROM THE SWAGED PORTION OF THE ROD END. UNFORTUNATELY ON A ROUTINE INSPECTION THIS PORTION OF THE CABLE BELOW THE ROD END IS COVER BY THE CABLE SLEEVE AND CAN NOT BE VIEWED. THE LT HAND ENGINE THROTTLE CABLE WAS REPLACED P/N: 24894-18. THE LT ENGINE WAS REMOVED, AND REPLACED WITH A NEW FACTORY OVERHAUL UNIT. THE AIRCRAFT WAS TEST FLOWN, ENGINE RUN IN PROCEDURE COMPLETED AND RETURNED AIRCRAFT TO SERVICE. (TC NR 20060615004)

CA061024002

PIPER

LYC  

 

ENGINE

MALFUNCTIONED

10/20/2006

PA31P

TIGO541E1A

 

TIGO541E1A

RIGHT

(CAN) AFTER TAKEOFF, RT ENGINE STARTED MAKING POWER FLUCTUATIONS WITH A RAPID EGT RISE. RT ENGINE WAS SHUT DOWN IN DESCENT AND AIRCRAFT RETURNED SAFELY. A MAINTENANCE INVESTIGATION IS UNDER WAY TO DETERMINE THE CAUSE. REPORT TO FOLLOW WHEN CAUSE IS IDENTIFIED. (TC# 20061024002)

CA061002006

PIPER

LYC  

 

LANDING GEAR

FAILED

9/28/2006

PA31P

TIGO541E1A

 

 

RIGHT

(CAN) DEFECT: UNABLE TO PUT DOWN GEAR AND GET 3 GREEN LIGHTS. UPON 4TH TRY WHILE IN A HARD RT TURN, FINALLY GOT RT MAIN GEAR DOWN AND LOCKED. AIRCRAFT RETURNED TO BASE WITH LANDING GEAR IN DOWN/LOCKED POSITION UNDER FERRY FLIGHT PERMIT. RECTIFICATION: LANDING GEAR INSPECTED, SYSTEM FLUSHED AND BLED IAW MFG MM. LANDING SWUNG 50 FAULT FREE TIMES. UNABLE TO DUPLICATE FAULT. AIRCRAFT RETURNED TO SERVICE. (TC NR 20061002006)

CA061002007

PIPER

LYC  

 

FUEL CONTROL

FAILED

9/28/2006

PA31P

TIGO541E1A

 

25245019

ENGINE

(CAN) UNCONTROLLABLE POWER FLUCTUATIONS AT HIGH POWER SETTINGS ON LT ENGINE. FOUND FUEL CONTROL UNIT P/N 2524501-9 S/N 70084801 TO BE UNSERVICEABLE. REPLACED WITH REBUILT UNIT P/N 2524501-9 S/N 70157810. SYSTEM GROUND RUN SERVICEABLE. (TC NR 20061002007)

CA061030006

PIPER

PWA  

 

MOUNT

CRACKED

10/27/2006

PA31T

PT6A28

 

 

ENGINE

(CAN) THE TOP ENGINE MOUNT PAD, LOCATED ON THE GAS GENERATOR CASE, HAD A CRACK ON THE WELD LINE APPROX. 1.75 INCHES LONG. (TC# 20061030006)

2006FA0001059

PIPER

LYC  

 

LIFTER

BROKEN

10/20/2006

PA32300

IO540K1A5

 

72877

ENGINE

LIFTER BROKE. (K)

2006FA0001061

PIPER

LYC  

 

LIFTER

BROKEN

10/20/2006

PA46350P

TIO540AE2A

 

AEL72877

ENGINE

LIFTER BROKE. (K)

2006FA0001096

PIPER

PWA  

 

MOUNT

CRACKED

11/6/2006

PA46500TP

PT6*

 

102460036

ENGINE

CUSTOMER REPORTED THAT HYDRAULIC PUMP KENP CYCLING. INSPECTED LANDING GEAR ACTUATORS FOR LEAKS. FOUND NLG ACTUATOR ATTACH CRACKED ON ENGINE MOUNT. INSTALLING NEW ENGINE MOUNT IAW SB 1154A WILL SOLVE MALFUNCTION. (K)

CA060410001

RAYTHN

GARRTT

 

ADC  

MALFUNCTIONED

4/4/2006

HAWKER800XP

TFE7315BR

 

ADS86

COCKPIT

(CAN) THE FLIGHT CREW HAD SNAGGED THE NEUTRAL FUEL TANK FULL INDICATION AS NOT SHOWING FULL WHEN THE TANK WAS ACTUALLY FULL. IN CONJUNCTION WITH THIS DEFECT THEY ALSO REPORTED THAT THE L/VMO TEST WAS NOT FUNCTIONING. BOTH THESE DEFECTS WERE ACTIONED AND DURING THE TESTING OF THE L/VMO SYSTEM WE WERE DIRECTED BY THE AMM TO CONDUCT THE ADC SELF TEST IAW MM 34-10-17 ADS-86 TEST. THE TEST PROCEDURE REQUIRES THAT DURING THE TEST THAT THE (MACH TRIM FAIL) LIGHT ILLUMINATES. WHEN THE TEST WAS ATTEMPTED, THIS LIGHT DID NOT ILLUMINATE. BOTH THE AIR CREW MANUAL AND THE MM INDICATED THAT THE LIGHT WILL ILLUMINATE DURING THIS TEST. THE MACH TRIM SYSTEM WAS FULLY TESTED AND WAS FOUND TO BE FUNCTIONING NORMALLY. THE MFG TECH REP WAS CONTACTED AND PUT US IN CONTACT WITH BOTH AVIONICS/ELECTRICAL TECHNICAL SERVICES . AFTER SEVERAL PHONE CONVERSATIONS MFG AND SERVICES AGREED THAT THERE WAS AN ERROR IN BOTH THE AIR CREW MANUAL AND THE MM FOR AIRCRAFT WITH ADS-86 COMPUTERS. WHEN CONDUCTING THE ADS TEST THE MACH TRIM FAIL LIGHT WILL NOT ILLUMINATE. AIRCRAFT COMPANY ISSUED A LETTER CONFIRMING THIS ERROR AND INDICATED THAT REVISIONS TO BOTH MANUALS WOULD BE FORTH COMING. (TC NR 20060410001)

CA061122001

RKWELL

LYC  

 

WASTEGATE VALVE

FAILED

11/20/2006

700  

TIO540R2AD

 

4709549001

 

(CAN) WHEN THE PILOTS APPLIED MAX POWER FOR TAKE-OFF THE LH ENGINE WOULD ONLY PRODUCE 30 INCHES M.P. THE TAKE-OFF WAS STOPPED AND THE AIRCRAFT RETURNED TO CHALKS. AFTER FOUND NO FAULTS. THE TURBO WHEEL WAS ABLE TO TURN FREELY. THE WASTE GATE WAS CHANGED OUT. REMOVED S/N WC-60101 AND INSTALLED S/N ML0144. THE AIRCRAFT WAS GROUND RUN AND THE MANIFOLD PRESSURE WAS AT MAX 44 INCHES AS REQUIRED. SYSTEMS CHECKED SERVICEABLE. (TC# 20061122001)

CA061018004

RKWELL

LYC  

 

CYLINDER HEAD

BROKEN

10/7/2006

700  

TIO540R2AD

 

RBLW12967EC

ENGINE

(CAN) AFTER CLIMB OUT THE LT ENGINE LOST POWER AND A LOUD BANG WAS HEARD. THE ENGINE (PROPELLER) WAS FEATHERED AND THE AIRCRAFT RETURNED TO THE AIRPORT WITHOUT INCIDENT. UPON INSPECTION IT WAS FOUND THAT THE NR 2 CYLINDER ASSEMBLY WAS CRACKED/BROKEN BETWEEN THE HEAD AND BARREL. THIS ALLOWED THE HEAD TO MISALIGN AND ALLOWED THE PUSH ROD TUBES TO LEAK OIL ONTO THE TOP COWL. THE CYLINDER WAS REMOVED AND AN OVERHAUL ASSEMBLY INSTALLED. THE ADJACENT CYLINDER WAS INSPECTED AND FOUND SERVICEABLE, OIL AND SCREWS WERE INSPECTED SERVICEABLE. THE ENGINE WAS GROUND RUN AND CHECKED SERVICEABLE. (TC NR 20061018004)

2006FA0001064

ROBSIN

LYC  

 

ROCKER

CRACKED

10/12/2006

R22BETA

O360J2A

 

17F19357

NR 4 CYLINDER

NR 4 CYLINDER INTAKE ROCKER ARM CRACKED/SPLIT INTO 2 PIECES. CRACK/ SPLIT RUNS CROSS-WAYS NEAR ROCKER BOSS ON VALVE STEM SIDE OF ROCKER ARM. AGGRESSIVE MACHINING OF ROCKER ARM AND OR ROCKER ARM INCORRECTLY CONTACTING KEEPER SPRING ASSEMBLY. (K)

CA061107009

ROBSIN

LYC  

CONT

DISTRIBUTOR GEAR

FAILED

11/6/2006

R44  

O540F1B5

 

 

MAGNETO

(CAN) DURING CRUISE FLIGHT, THE PILOT NOTICED A CHANGE IN ENGINE NOISE AND A SLIGHT YAW FOLLOWED BY THE LOW ROTOR HORN. PILOT DECREASED POWER WHICH RESULTED IN THE ROTOR RPM RECOVERING TO A NORMAL SETTING. THE PILOT FINISHED THE SHORT FLIGHT AT A LOWER POWER SETTING AND LANDED THE AIRCRAFT WITHOUT FURTHER INCIDENT. AFTER LANDING, A MAGNETO CHECK WAS CONDUCTED WHICH RESULTED IN THE ENGINE QUITING WHEN THE R/H MAG WAS SELECTED. WHEN THE MAGNETO WAS REMOVED, A FEW TEETH WERE FOUND BROKEN OFF THE DISTRIBUTOR GEAR.

CA061030002

ROBSIN

LYC  

 

BEARING

DAMAGED

10/10/2006

R44  

O540F1B5

 

C0411

DAMPER

(CAN) ABNORMAL SOUND HEARD ON SHUTDOWN. ON FURTHER INSPECTION THE INNER RACE OF THE DAMPER BEARING ON THE TAIL ROTOR DRIVESHAFT HAD BEEN FOUND TO HAVE SPUN. THE INNER RACE OF THE BEARING IS NOT ALLOWED ANY MOVEMENT RELATIVE TO THE DRIVE SHAFT. THE TAIL ROTOR DRIVE SHAFT ASSEMBLY WAS REPLACED WITH A SERVICEABLE UNIT. (TC NR 20061030002)

2006FA0001160

ROBSIN

LYC  

ROBSIN

HOUSING

LEAKING

11/4/2006

R44RAVENII

IO540*

 

 

M/R BLADE

FLUID LEAKING FROM MAIN ROTOR BLADE PITCH BEARING HOUSING.

CA060718003

ROBSIN

LYC  

ROBSIN

BEARING RACE

ROUGH

7/17/2006

R44RAVENII

IO540AE1A5

 

C0411

TAIL ROTOR

(CAN) IT WAS NOTICED THAT THE DAMPER BEARING HAD TURNED ON THE TAIL ROTOR DRIVE SHAFT. SLIPPAGE MARKS WERE ABOUT .5 INCH APART. THE BEARING WAS REMOVED SO IT COULD BE INSPECTED, AND POSSIBLY REINSTALLED. THE BEARING WAS FOUND TO BE ROUGH. IT WAS ALSO NOTED THAT THE GREASE IN THE BEARING WAS A DIFFERENT COLOR THAN THE GREASE IN THE SAME BEARING IN OTHER AIRCRAFT, AND PARTS IN STORES. THE BONDED PLATES WERE THE BEARING SITS WERE MEASURED AND FOUND TO HAVE A TOTAL INDICATED RUNOUT OF .0045 INCH. MANUFACTURES LIMIT IS .003 INCH. THE TAIL ROTOR DRIVE SHAFT ASSEMBLY IS TO BE REPLACED WITH A NEW UNIT. (TC NR 20060718003)

CA061002004

ROBSIN

LYC  

 

FRAME

CRACKED

8/5/2006

R44RAVENII

IO540AE1A5

 

C04618

NACELLE

(CAN) AFT TAB WAS FOUND TO BE CRACKED UPON ROUTINE SCHEDULED INSPECTION. NEW FRAME ORDERED AND HELICOPTER WAS NOTIFIED OF THE PROBLEM. THEY HAVE SINCE RELEASED A NEW BULLETIN ADDING A CLAMP TO THE FRAME. THIS AIRCRAFT IS REGISTERED WITH MFG FOR WHEN THE CORRECTIVE PARTS BECOME AVAILABLE. (TC NR 20061002004)

CA061002009

ROBSIN

LYC  

ROBSIN

WIRE

CHAFED

9/26/2006

R44RAVENII

IO540AE1A5

C0581

1520 

CYCLIC GRIP

(CAN) GRIP ASSEMBLY OPENED TO INSTALL CARGO HOOK SWITCH AND FOUND STARTER BUTTON WIRE CHAFED UP AGAINST A GRIP MOUNTING SCREW. THE INSULATION WAS SPLIT OPEN 0.25 INCH AND 2 WIRE STRANDS REMAINED UNBROKEN. (TC NR 20061002009)

CA060929004

SAAB

GE  

 

WHEEL

MISSING

9/28/2006

340B

CT79B

 

50104882A

MLG 

(CAN) AFTER ARRIVAL, THE CAPTAIN WAS NOTIFIED THAT THE AIRCRAFT NR 3 MAINWHEEL WAS MISSING. MAINTENANCE INSPECTION REVEALED THAT ALTHOUGH THE WHEEL NUT AND LOCKING BOLT WERE IN PLACE THE WHEEL ITSELF WAS MISSING. (TC NR 20060929004)

CA061130003

SAAB

GE  

 

ELEMENT

CHAFED

10/1/2006

SF340A

CT75A2

 

51533172

OVERTEMP

(CAN) AIRCRAFT RETURNED TO BASE SHORTLY AFTER DEPARTURE DUE TO A NR 2 BLEED AIR LEAK LIGHT ILLUMINATION DURING CLIMB OUT. THE BLEED AIR WAS SELECTED OFF BUT THE LIGHT REMAINED ILLUMINATED. IAW THE REQUIRED PROCEDURES THE ENGINE WAS SHUTDOWN AND THE AIRCRAFT LANDED UNEVENTFUL. INSPECTION OF THE AIRCRAFT BY MAINTENANCE DETERMINED THAT THE WARNING LIGHT WAS A FALSE INDICATION CAUSED BY A CHAFED BLEED AIR SENSE LINE IN THE AFT RT WING TRAILING EDGE. THE AFFECTED SENSE LINE WAS REPLACED. AN ADDITIONAL INSPECTION OF THIS AREA HAS BEEN ISSUED FOR COMPLETION ON THE ADJACENT SIDE OF THIS AIRCRAFT AS WELL AS A PLANNING CARD TO INSPECT THE SECOND AIRCRAFT IN THE FLEET. (TC NR 20061130003)

CA061016003

SAAB

GE  

 

CLAMP

CRACKED

10/6/2006

SF340A

CT75A2

 

M8505237

ENGINE

(CAN) ENGINE CONTROL CLAMP FOUND CRACKED ON ENGINE INSPECTION. REFERENCE AIRCRAFT IPC 71-00-02 FIG 15, ITEM NR 6 THE PART WAS NOT IDENTIFIED BY A SPECIFIC PN MARKED ON THE CLAMP. SUSPECT POSSIBLE UNAPPROVED PART PREVIOUSLY INSTALLED. (TC NR 20061016003)

CA061018003

SKRSKY

PWA  

SKRSKY

ROD  

BROKEN

10/10/2006

S64E

JFTD12A4A

 

641026005104

DAMPER PISTON

(CAN) THE AIRCRAFT WAS INVOLVED IN AERIAL LOGGING OPERATIONS AND HAD JUST SHUT DOWN FOR IT’S MIDDAY MAINTENANCE. THIS MAINTENANCE INVOLVES A FLUID LEVELS CHECK, SERVICING AND INSPECTION OF CRITICAL AREAS ON THE AIRCRAFT. ON THIS PARTICULAR DAY THE MAIN ROTOR DAMPERS WERE BEING CHECKED FOR PROPER OPERATION AND ASSOCIATED LINKAGE WEAR. THIS IS ACCOMPLISHED BY SWEEPING THE CORRESPONDING MAIN ROTOR BLADE BACK AND FORTH AT THE TIP END TO EXTEND AND RETRACT THE DAMPER PISTON AND ROD. WHEN THE AME CAME TO CHECK THE SUBJECT DAMPER HE DISCOVERED THE BLADE MOVED BACK AND FORTH FREELY WITH NO RESISTANCE FROM THE DAMPER. A CLOSER INSPECTION OF THE DAMPER BY A SECOND AME WHILE THE BLADE WAS BEING MOVED REVEALED THE DAMPER PISTON ROD HAD BROKEN AT THE FORK ATTACHMENT END. A THOROUGH INSPECTION OF THE MAIN ROTOR HEAD REVEALED ONLY MINOR SURFACE DAMAGE AND NO OTHER FAILURES. THE FLIGHT CREW REPORTED THAT THEY HAD NOT FELT OR NOTICED ANYTHING ABNORMAL IN THE ROTOR SYSTEM DURING THE LAST FLIGHT SHUTDOWN. AS A PRECAUTIONARY MEASURE THE ENTIRE MAIN ROTOR HEAD ASSEMBLY WAS REMOVED AND RETURNED WITH THE FAILED DAMPER FOR FURTHER EVALUATION IN DETERMINING THE CAUSE OF THIS FAILURE. FOLLOWING THE INSTALLATION OF A REPLACEMENT MAIN ROTOR HEAD, THE AIRCRAFT UNDERWENT A COMPLETE GROUND CHECK OUT AND TEST FLIGHT PRIOR TO BEING RETURNED TO SERVICE. (TC NR 20061018003)

CA061011013

SKRSKY

PWA  

 

TURBINE BLADES

BROKEN

10/7/2006

S64E

JFTD12A4A

 

597602A

ENGINE

(CAN) THE AIRCRAFT WAS INVOLVED IN AERIAL LOGGING OPERATIONS, ON A SHORT FINAL APPROACH TO THE LOG LANDING THE AIRCRAFT DEVELOPED A VERY NOTICEABLE HIGH FREQUENCY VIBRATION THAT WAS FELT BY THE FLIGHT CREW THROUGHOUT THE AIRCRAFT INCLUDING THE FLIGHT CONTROLS. THE VIBRATION WAS ALSO ACCOMPANIED BY A VERY LOUD GROWLING NOISE. A SCAN OF THE AIRCRAFT INSTRUMENTS REVEALED NOTHING ABNORMAL. THE PILOT ELECTED TO CONTINUE THE APPROACH TO DROP OFF THE LOAD AT THE LOG LANDING AND THEN MADE A PRECAUTIONARY LANDING AT A NEAR BY LOCATION ON THE BEACH OF THE LAKE. AFTER SHUTDOWN, AN EXTENSIVE INSPECTION OF THE ENTIRE AIRCRAFT CARRIED OUT BY MAINTENANCE PERSONNEL REVEALED A LARGE AMOUNT OF METAL PARTICLES FUSED TO THE INSIDE SURFACE OF THE NR 2 ENGINE`S EXHAUST DUCT INDICATING THE ENGINE HAD EXPERIENCED SOME FORM OF INTERNAL FAILURE. A FLIGHT PERMIT WAS OBTAINED AND THE AIRCRAFT WAS FLOWN ONE KILOMETER TO IT`S SERVICE LANDING WITH THE NR 2 ENGINE INOPERATIVE. AFTER THE ENGINE COMPRESSOR AND FREE TURBINE WERE SEPARATED AN INSPECTION OF THE 2ND STAGE GAS PRODUCER TURBINE REVEALED ABOUT 75 PERCENT OF ONE BLADE WAS MISSING. A REPLACEMENT ENGINE WAS INSTALLED AND AFTER A COMPLETE GROUND CHECK THE AIRCRAFT WAS RETURNED TO SERVICE. THE FAILED COMPRESSOR AND DAMAGED FREE TURBINE WERE RETURNED FOR EVALUATION OF THE FAILURE AND REPAIR. (TC NR 20061011013)

2006FA0001137

SKRSKY

PWA  

 

TURBINE BLADES

FRACTURED

11/6/2006

S64E

JFTD12A4A

 

597602

NR 2 ENGINE

(REF NR: MDR06-092) VIBRATION FELT BY CREW, UPON LANDING, MAINTENANCE PERSONNEL FOUND METAL PARTICLES IN NR 2 ENGINE EXHAUST. UPON CLOSER EXAMINATION, A 2ND STAGE TURBINE BLADE WAS FOUND TO BE FRACTURED APPROXIMATELY 1 INCH FROM THE ROOT. THE FRACTURED PIECE BROKE OFF AND CAUSED SOME ADDITIONAL DAMAGE TO THE 2ND STAGE TURBINE BLADES AND EXTENSIVE DAMAGE TO THE FREE TURBINE AS IT DEPARTED. (K)

CA061101005

SKRSKY

 

 

WHEEL

CRACKED

10/29/2006

S76A

 

 

5004410

MLG 

(CAN) WHEEL CRACKED AND AUDIBLE AIR ESCAPING FOUND ON DAILY INSPECTION (TC# 20061101005)

CA061023002

SKRSKY

 

 

HINGE FITTING

CRACKED

10/19/2006

S92A

 

 

9220902411043

PAX DOOR

(CAN) THE FOLLOWING INFORMATION REFERS TO CHC HELICOPTERS INTERNATIONAL GROUND OCCURRENCE REPORT ,WHICH WAS SUBMITTED BY OUR BASE IN MALAYSIA: "ON CARRYING OUT 50 HOUR INSPECTION ON PASSENGER DOOR AND HINGES, FOUND FORWARD UPPER HINGE CRACKED. CRACK WAS RUNNING FROM UPPER AFT BOLT HOLE AND DOWN ALONG HINGE FITTING". PLEASE NOTE THAT THIS PARTICULAR HINGE FITTING HAS ONLY BEEN INSTALLED SINCE AUGUST 2006. . THE PREVIOUSLY INSTALLED HINGE FITTING WAS FOUND CRACKED ON 22 AUGUST 2006 AND HAD FLOWN A TOTAL OF 168.6 HOURS (AIRCRAFT WAS UNDERGOING 50 HOURS INSPECTION. DID NOT RESULT IN ANY OTHER FAILURE. INSPECTION/MAINTENANCE WAS CONTINUED AND REPORT SUBMITTED. (TC# 20061023002)

CA061002002

SKRSKY

GE  

 

ENGINE

FAILED

9/9/2006

S92A

CT79B

 

3066T90G02

NR 1 

(CAN) THE FOLLOWING REPORT REFERS TO FLT OCCURRENCE REPORT NR 06-00894. THE AIRCRAFT WAS OPERATING FOR CUSTOMER ON AN OFFSHORE FLIGHT. AT APPROX 09.58 WHILE ON SHORT FINAL APPROACH (IN VMC), 2 POPS WERE HEARD BY THE CREW. A MISSED APPROACH WAS INITIATED, AND DURING THE CLIMB OUT IT WAS APPARENT THE NR 1 ENGINE HAD HIGH TGT AND LOWER TORQUE THAN THE NR 2 ENGINE. DURING THE CLIMB SEVERAL MORE POPS WERE HEARD. AFTER REACHING A SAFE HEIGHT, THE EMERGENCY CHECKLIST WAS FOLLOWED FOR (COMPRESSOR STALLING) ON THE NR 1 ENGINE. IAW THE CHECKLIST, THE NR 1 ENGINE WAS BROUGHT BACK TO IDLE, AND THE COMPRESSOR STALLING CEASED. THE CREW THEN ELECTED TO RETURN TO DEPARTURE, WITH NR 1 ENGINE AT IDLE, IAW THE EMERGENCY CHECKLIST, AS THERE WERE NO FURTHER SIGNS OF STALLING. ALL IAW NR 1 ENGINE PARAMETERS WERE NORMAL. B11 WAS INFORMED BY RADIO WE WERE RETURNING . SUBSEQUENT INVESTIGATION IDENTIFIED ENGINE FOD DAMAGE AND A RIVET MISSING FROM THE INTAKE. (TC NR 20061002002)

CA061011014

SNIAS

TMECA

 

FUEL CONTROL

LEAKING

10/5/2006

AS350B2

ARRIEL1D1

 

1D1 

 

(CAN) FUEL SMELL WAS REPORTED IN THE CABIN WHEN THE HEATER WAS TURNED ON. FCU WAS REMOVED AND FUEL WAS FOUND IN THE P2 AIR CHAMBER WHEN THE FCU WAS INVERTED. FCU WAS REMOVED AND RETURNED TO MFG FOR REPAIRS. FCU RAN 712.6 HRS SINCE LAST REPAIR. FCU P/N 2915145338508 S/N A969B (TC NR 20061011014)

CA061030007

SNIAS

TMECA

 

RETAINER

CRACKED

5/18/2006

AS350B2

ARRIEL1D1

 

350A37116220

DROOP STOP

(CAN) ON THE DAILY CHECK BY THE ENGINEER THE MAIN ROTOR BLADE DROOP STOP RING RETAINER WAS FOUND CRACKED BELOW THE RETAINER CLAMP. NO FURTHER DAMAGE. (TC NR 20061030007)

CA060922002

SNIAS

TMECA

SNIAS

STOP

FAILED

9/21/2006

AS350B2

ARRIEL1D1

 

350A37116200

MAST YOKE

(CAN) DAILY INSPECTION REVEALED YOKE ASSEMBLY STOP WAS BROKEN BELOW THE ATTACHMENT POINT. THE CABLE CLIP LOWER EDGE WOULD FOLLOW THE CRACK LINE. THE CABLE CLIP WOULD NOT CONTAIN THE BROKEN COMPONENT AND COULD CREATE FURTHER PROBLEMS IF UNIT BECOMES DISLODGED FROM THE RING. THE GRANULAR COMPOSITION OF THE BREAK MAY INDICATE A METALLURGICAL PROBLEM. THIS PART WAS NOT TESTED BUT IS BEING RETAINED IF MORE INVESTIGATION IS REQUIRED. (TC NR 20060922002)

CA060804007

SNIAS

TMECA

 

COUPLING

LEAKING

8/3/2006

AS350BA

ARRIEL1B

 

S40 

HYD PUMP

(CAN) PILOT FELT STIFFNESS IN FLIGHT CONTROLS AND LANDED. INVESTIGATION REVEALED THAT THE SLEEVE COUPLING INTERNAL SPLINES HAD WORN EXCESSIVELY SO THAT THE FLIGHT CONTROL HYDRAULIC PUMP WAS NO LONGER DRIVEN BY THE DRIVE BELT FROM THE MAIN GREAR BOX. THE FAILED COUPLING SHOWS SIGNS OF MILD CORROSION IN THE INTERNAL SPLINES. THE COUPLING WAS LUBRIATED DURING THE LAST SCHEDULED INSPECTION 30 HOURS PREVIOUSLY. THE SLEEVE COUPLING WAS REPLACED AND THE AIRCARFT WAS RETURNED TO SERVICE. DISCUSSION WITH OTHER OPERATORS INDICATE AN INCREASE IN THE SLEEVE COUPLING FAILURE RATE SINCE THE INTRODUCTION OF THE POLY V DRIVE BELT AS REQUIRED BY AD CF-2004-10 ( SB 63.00.08) ISSUED 4 JUNE 2004. (TC NR 20060804007)

CA060616001

SNIAS

TMECA

 

SPHERICAL STOP

UNSERVICEABLE

3/26/2006

AS350BA

ARRIEL1B

 

704A33633211

MAIN ROTOR

(CAN) A/C HAD ABNORMAL VIBRATION AND WOULD NOT STAY IN TRACK. SPHERICAL STOPS HAD EXCESSIVE RUBBER LOSS AND SEPARATION. INSTALLED NEW SPHERICAL STOPS AND M/R COULD BE BALANCE AND TRACKED WITH NO ABNORMAL VIBRATION. (TC NR 20060616001)

CA061108001

SNIAS

TMECA

 

MOUNT

DAMAGED

11/7/2006

AS350BA

ARRIEL1B

 

350A35101700

HYDRAULIC PUMP

(CAN) DURING A 100 HOUR INSPECTION IT WAS DISCOVERED THAT TWO OF THE FOUR RIVETS USED TO ATTACH THE BEARING SUPPORT TO THE PUMP MOUNT WERE BROKEN. THE BEARING SUPPORT AND ATTACHING RIVETS ARE NOT LISTED IN THE AS350 ILLUSTRATED PARTS CATALOG, AS THEY ARE PART OF THE PUMP MOUNT. THE PUMP MOUNT WILL BE REPLACED AND THE AIRCARFT RETURNED TO SERVICE. (TC# 20061108001)

CA061103004

SOCATA

PWA  

 

OIL SYSTEM

OVERTEMP

9/25/2006

TBM700

PT6A64

 

 

ENGINE

(CAN) IN FLIGHT ENGINE OIL TEMPERATURE WAS SEEN TO INCREASE ACCOMPANIED BY A DROP IN OIL PRESSURE. THE ENGINE WAS SHUTDOWN IN FLIGHT. POST FLIGHT INSPECTION REVEALED DEBRIS IN THE ENGINE OIL SYSTEM AND EVIDENSE OF OIL LEAKAGE FROM THE ENGINE DRAIN. MFG WILL INVESTIGATE THE EVENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED. (TC NR 20061103004)

CA061006020

SOCATA

PWA  

 

ENGINE

SEIZED

9/25/2006

TBM700

PT6A64

 

 

 

(CAN) ENGINE OIL TEMPERATURE WAS SEEN TO INCREASE IN FLIGHT ACCOMPANIED BY A LOSS OF OIL PRESSURE. THE ENGINE WAS SHUTDOWN IN FLIGHT. SUBSEQUENT INSPECTION REVEALED OIL IN THE ENGINE DRAINS AND SEIZURE OF THE POWER SECTION. MFG WILL INVESTIGATE THE EVENT AND WILL ADVISE OF ROOT CAUSE ONCE ESTABLISHED. (TC NR 20061006020)

CA061006002

SWRNGN

GARRTT

 

ACTUATOR

MALFUNCTIONED

10/1/2006

SA226AT

TPE33110UA

 

2719087007

NOSE STEERING

(CAN) MAINTENANCE WAS COMPLETING AN ENGINE CHANGE. AN AME TAXI`D THE AIRCRAFT FROM THE HANGER TO THE DESIGNATED RUNUP AREA. ON THE TAXI WAY, THE AIRCRAFT ABRUPTLY VEERED TO THE RT, AND THE RT PROPELLER STRUCK A TAXIWAY MARKER. THE ENGINE WAS SHUTDOWN AND DAMAGE WAS EVIDENT TO THE PROPELLER. THE ENGINE AND PROPELLER WERE REPLACED. THE NWS SYSTEM WAS TROUBLESHOT, NO ELECTRICAL CONTROL FAULTS WERE EVIDENT. THE NWS DID FAIL ON A SUBSEQUENT GROUND RUN WITH ANOTHER AME. ALL NWS COMPONENTS AT THE NOSE GEAR WERE REPLACED WITH SERVICEABLE PARTS - ACTUATOR, MANIFOLD, PRESSURE SWITCH, SERVO VALVE. NO FAULTS WERE NOTED ON TAXI TESTS OR TEST FLIGHTS. (TC NR 20061006002)

CA061027003

SWRNGN

 

 

TORQUE SENSOR

DAMAGED

10/14/2006

SA226TC

 

 

31017263

RT ENGINE

(CAN) UPON TAXI INTO AIRPORT, THE RT ENGINE SHUT DOWN DUE TO THE CENTER GEAR ON THE TORQUE SENSOR SHAFT & WHERE NUT HOLDS THE GEAR ON BROKE OFF. AT THIS TIME THE A/C WAS AT THE TERMINAL AND NO PROBLEMS AROSE DUE TO THIS INCIDENT. SUSPECT THE NUT ON THE SHAFT WAS OVERTORQUED AT OVERHAUL BY A APPROVED OUTSIDE FACILITY. THE R/H ENGINE WAS REPLACED AND THE ENGINE P-54108 WAS FORWARDED TO THE ENGINE SHOP FOR REPAIR. (TC# 20061027003)

2006FA0001074

SWRNGN

GARRTT

 

SERVO

MALFUNCTIONED

10/31/2006

SA226TC

TPE3313U

 

350501

NLG STEERING

AIRCRAFT PULLS TO THE RT. OPERATOR REMOVED AND REPLACED NOSE STEERING SERVO, FLUSHED OUT LINES AND REPLACED FILTER. OPS CHECK GOOD IAW MFG MM. (K)

CA060927003

SWRNGN

GARRTT

 

SKIN

CRACKED

9/27/2006

SA227AC

TPE33111U

 

 

WINS 

(CAN) PERIMETER WAS INFORMED FROM ANOTHER OPERATOR OF THE SAME AIRCRAFT OF POTENTIAL WING SKIN CRACKS EMINATING FROM THE LT AND RT BATTERY VENT SCOOPS INSTALLED IN THE LOWER WING SKIN BETWEEN THE NACELLE AND FUSELAGE. INITIAL VISUAL INSPECTION REVEALED NO CRACKS BUT WITH THE USE OF EDDY CURRENT THE CRACKS WERE DISCOVERED AND FOUND PROGRESSING FROM 3 OF THE 4 CORNERS OF THE BATTERY VENT SCOOP AT THE WING SKIN. THE 4 AC OF THIS TYPE INSPECTED, 3 HAD CRACKS FOUND ON THE LOWER WING BATTERY VENT SCOOPS. THEY WERE INSPECTED AND ALL FOUND WITH EDDY CURRENT INSPECTION METHOD. REPAIR DESIGN CERTIFICATE RDC C-RA06-235/D HAS BEEN APPROVED FOR THE REPAIR OF THIS DEFECT. (TC NR 20060927003)

 

END OF REPORTS