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AFS-600 Regulatory Support Division logo

 

ADVISORY CIRCULAR

43-16A

 

 

AVIATION MAINTENANCE ALERTS

 

 

flag of the United States of America

 

ALERT

NUMBER

354

bald eagle watching over three eggs

JANUARY

2008

 


CONTENTS

AIRPLANES

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

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

DIAMOND.................................................................................................................................. 4

PIPER........................................................................................................................................... 4

HELICOPTERS

BELL.......................................................................................................................................... 21

AIR NOTES

INTERNET SERVICE DIFFICULTY REPORTING (iSDR) WEB SITE................................... 21

IF YOU WANT TO CONTACT US......................................................................................... 22

AVIATION SERVICE DIFFICULTY REPORTS...................................................................... 23

 


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

AVIATION MAINTENANCE ALERTS

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

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

 

AIRPLANES

BEECH

Beech: A36; Cracked Flap Leading Edge Nose Rib; ATA 5753

(A repair station technician submits this and the next three Beech discrepancy reports.)

“At annual inspection, (we) found both the left and right flap attach point ribs cracked.” (An additional note indicates both the flange and web on these parts were cracked or broken. Flap Nose Rib P/N 35-165050-84; L/H and R/H P/N's 35-165050-78 and -79, respectively.)

Hand drawing showing the relative position of the crack in the rib.

Part Total Time: 3,144.9 hours.

 

Beech: B95; Cracked Flap Leading Edge Nose Rib; ATA 5753

A repair station technician describes this same defect on two different B95 aircraft. “(While) in flight, the pilot lowered the flaps and the aircraft started to roll to the right. The pilot noticed the right hand flap was (still) retracted, (so he returned the flap handle to the “up” position.) The aircraft landed safely without incident.


Inspection found the R/H flap rod attach bracket broken and the flap nose rib nut plate flange torn. Inspection of the L/H side found the (same) nose rib flange and web cracked.” (Flap Nose Rib P/N 35-165050-84; L/H and R/H  Flap P/N’s 95-160000-601 and -602, respectively.)

Hand drawing showing the relative position of the crack in the rib.

Part Total Time: 4,288.8 hours.

 

Beech: F33A; Cracked Leading Edge Nose Rib; ATA 5753

“An annual inspection found the R/H flap rod attach point rib cracked.” (Rib P/N 35-165050-84; Flap P/N 35-165050-606: both the flange and web were found to be cracked.)

Hand drawing showing the relative position of the crack in the rib.

Part Total Time: 5,255.1 hours.

 


Beech: V35B; Cracked Flap Leading Edge Nose Rib; ATA 5753

“Annual inspection found the R/H flap rod attach point rib cracked.”(Rib P/N 35-165050-84; R/H flap P/N 35-165050-606)

Hand drawing showing the relative position of the crack in the rib.

(This technician also includes another such report of a cracked attach point for the flap actuating rod on a Beech 55 having 4,552.7 hours. Of these six above referenced Beech aircraft, the time ranged from 3,144.9—to 5,255.1 hours yielding 2,110.2 hours difference. This is awfully good anecdotal evidence arguing for close attention to these actuation attach points after a couple thousand hours.)

Part Total Time: 4,248.19 hours.

 

CESSNA

Cessna: 172S; Chafed Fuel Line; ATA 2820

A submitter states, “(I) found the return fuel line to the reservoir (P/N 0500118-49) worn from rubbing on the nose steering rod just behind the firewall. I installed a new line (in such a manner) so as not to rub on this rod, and installed spiral wrap on the area where the rubbing had occurred. (A very special note--) this fuel line was worn to the point of leaking. I recommend inspecting new Cessna (aircraft) for proper fuel line installation.” (Thanks John—that’s really good advice. If you can send me a photograph of that line and/or its installation configuration, I'll republish this article. Anything about leaking fuel is important. A search of the FAA Service Difficulty Reporting System data base records two additional such fuel line chafe defects.)

 

Cessna: 208B; Leaking Brake Casting(s); ATA 3242

An unidentified submitter writes, “The main casting housing the brake caliper pistons leaks fluid under normal braking pressures. These leaks are from excessive porosity in the casting. This is the second occurrence (we have experienced) in our operations—the first was not reported.” (Brake Caliper Housing P/N 160-11800. Caliper Assembly is by Cleveland; P/N 163030-1001)

Part Total Time: 194.6 hours.

 


Cessna: 650; Leaking Anti-Ice Regulator Shutoff Valve; ATA 3010

(I) determined the pressure regulator shut-off valve (P/N 9912402-17) was leaking,” says this repair station technician. It was found the regulator had been installed without gaskets. The parts manual does not clearly identify gaskets are required to be installed with this specific part number valve. I contacted Cessna and confirmed that gasket P/N 24096-150C is required to be installed on this valve. Maintenance personnel installed the gaskets, performed the leak check, and determined the leakage problem had (now) been corrected.”

Part Total Time: (unknown).

 

DIAMOND

Diamond: DA40F; Cabin Door Separation; ATA 5210

“The aft cabin door assembly separated from the aircraft during flight,” says the submitting mechanic. “Control of the aircraft was maintained and (it) landed safely at the departure airport. The door was eventually recovered, and upon visual inspection the aft door latch pin (was observed) not engaged. The front door latch pin was properly engaged and the door latch was closed. No ‘door open’ annunciation was indicated because the door ‘open’ switch is actuated from the front door latch pin. Upon disassembly of the door, the aft door latch rod was (observed) detached from the latch mechanism. The attachment clip (item number 215 in the parts book) was bent, allowing the rod to become separated from the latch. A much stronger material is recommended for the attachment clip or a dual switch set-up to indicate both pins are positively engaged before flight. (Retaining attachment clip P/N not given, but indicated by parts book section 52-10, item 215, page 12, figure 6. Aft Cabin Door P/N D41-5221-00-00.)

Part Total Time: 212.1 hours.

 

PIPER

Piper: PA44-180; Failed Nose Gear Drag Link Bolt; ATA 3222

Chief inspector James Kelly of Embry-Riddle Aeronautical University states “The forward drag link bolt (P/N AN 551) on this aircraft’s nose gear failed during touch and go practice. The aircraft returned to the departure runway and landed with the nose gear stuck in the nose wheel-well.”

(With respect to the common good and interest of safety, “hats-off” are again due to the next three participants for making possible the following structural analysis—the very same contributors for the PA44 trunnion failure analysis in September 2006. “Thank-you” James Kelly and Embry-Riddle University for your frequent contributions and help to the Alerts—for sharing this report and many other safety-related concerns. A special thanks again to George A. Morse of Failure Analysis Service Technology for another fascinating dissection of microscopic clues to failure.

Readers should note the following editorial redactions: N-numbers have been eliminated as standard practice, and “conversion battles” between moving from PDF files, to Word, then back to PDF created some difficulty. The first four pages are obvious “scans,” preserving the format of the analysis report. However, scans of PDF files render very poor photo image quality, so these were cut from the original PDF files...converted to Bit-mapped...converted to J-peg...then re-inserted into the Word document with slight horizontal elongation. This process seemed to “truncate” the photo descriptions, requiring their re-typing by this editor. The point of this exercise was to maintain the best photo quality possible as will hopefully be apparent in this limited format. Any mistakes or errors induced by this process are entirely inadvertent and the sole responsibility of this editor. Thanks again and happy new year to all—Ed.)


 

Mechanical drawing of nose gear assembly.


 

Mechanical drawing of nose gear assembly.


 

Mechanical drawing of nose gear assembly.


 

Mechanical drawing of nose gear assembly.

Figure 1. Figure item #69 is the bolt that failed. It is PN 400-191, an AN5-51 bolt.


 

View of the torque links and the sheared bolt.

Figure 2. This photo shows the bolt still stuck in the drag link assembly, Figure item 20 in Figure 1.

View of the torque links and the sheared bolt.

Figure 3.  A side view of the bolt and drag assembly shown “as received.”


Looking through drag link bolt hole.

Figure 4. This photo looking through the drag link assembly hole reveals a dark narrow band running diagonally through the center of the bolt fracture surface from 8 o’clock to 2 o’clock. There is a semi-circle at the 11 o’clock position, and rough edge at the four o’clock

BOLT FACTURE IN CROSS SECTION.

Figure 5. This photo shows the bolt fracture surface with appropriate areas labeled.  Blue arrows are fracture origins.  Large yellow arrows indicate crack growth direction by fatigue.


SCANNING ELECTRON MICROSCOPE VIEWS OF BOLT CROSS SECTION.

Figure 6.  A 20X SEM photo of the right side of the narrow dark band running through the center of the bolt.  Notice that the beach marks above the center band are concaved upwards, and those below the center band are concaved downwards.

SCANNING ELECTRON MICROSCOPE VIEWS OF BOLT CROSS SECTION.

Figure 7.  A 20X SEM photo of the left side of the narrow center band. The description of the beach marks discussed in Figure 6 also applies here.


 

SCANNING ELECTRON MICROSCOPE VIEWS OF BOLT CROSS SECTION

Figure 8.  A 500X SEM photo of the right side of the narrow band thru the center of the bolt reveals ductile dimple fracture features characteristic of instantaneous final fracture.

SCANNING ELECTRON MICROSCOPE VIEWS OF BOLT CROSS SECTION.

Figure 9.  A 500X SEM photo of the center section of the narrow band reveals similar fracture features characteristic of overload.


 

SCANNING ELECTRON MICROSCOPE VIEWS OF BOLT CROSS SECTION.

Figure 10.  A 500X SEM photo of the left side of the narrow band in the center of the bolt also reveals the ductile dimple fracture features characteristic of instantaneous overload.

SCANNING ELECTRON MICROSCOPE VIEWS OF BOLT CROSS SECTION.

Figure 11.  A 60X SEM photo showing the semi-circular shaped area at the bolt's top edge in figure 5. The origin is at the outer surface and indicated by the arrow. Note the vertical feature in the metal which also points to this edge.


 

SCANNING ELECTRON MICROSCOPE VIEWS OF BOLT CROSS SECTION.

Figure 12.  A 250X SEM photo of the origin shown in Figure 11.

SCANNING ELECTRON MICROSCOPE VIEWS OF BOLT CROSS SECTION.

Figure 13.  A 1000X SEM photo of the top fracture origin shows wear deformation at the outer edge.  Notice the smooth fracture surface from rubbing with the mating surface after initial cracking.


SCANNING ELECTRON MICROSCOPE VIEWS OF BOLT CROSS SECTION.

Figure 14.  A 1000X SEM photo of an area just below the top origin shows parallel striations characteristic of fatigue crack growth.

SCANNING ELECTRON MICROSCOPE VIEWS OF BOLT CROSS SECTION.

Figure 15.  A 1000X SEM photo of an area below the top origin and above the final fracture at the center of the bolt shows parallel striations characteristic of fatigue crack growth.  Crack growth direction runs from top to bottom.


SCANNING ELECTRON MICROSCOPE VIEWS OF BOLT CROSS SECTION.

Figure 16.  A 20X SEM photo of the bottom edge of the bolt from Figure 5 shows multiple origins (arrows) at the edge.

SCANNING ELECTRON MICROSCOPE VIEWS OF BOLT CROSS SECTION.

Figure 17.  A 60X SEM photo of the bottom origin at the 6 o'clock position as shown in Figure 16.


SCANNING ELECTRON MICROSCOPE VIEWS OF BOLT CROSS SECTION.

Figure 18.  A 500X SEM photo of the area just above the origin shown in Figure 17 reveals fatigue fracture features.

SCANNING ELECTRON MICROSCOPE VIEWS OF BOLT CROSS SECTION.

Figure 19.  A 30X SEM photo of the side of the bolt at the 6 o'clock area from Figure 5 shows some wear and a crack.


 

SCANNING ELECTRON MICROSCOPE VIEWS OF BOLT CROSS SECTION.

Figure 20.  A 30X SEM photo of the side at the 6 o'clock fracture origin shows a crack on the surface.

SCANNING ELECTRON MICROSCOPE VIEWS OF BOLT CROSS SECTION.

Figure 21.  A 100X SEM photo of the cracked area from Figure 20.  Notice the wear area outlined by the box.


SCANNING ELECTRON MICROSCOPE VIEWS OF BOLT CROSS SECTION.

Figure 22.  A 300X SEM photo of the outlined area in Figure 21 shows the wear.

CLOSE UP OF SHEARED BOLT.

Figure 23.  The gold color is removed from the bolt very near the fracture zone.


GRAPH SHOWING BOLT'S CHEMICAL COMPOSITION.

Figure 24.  The base metal of the bolt is low alloy carbon steel.

GRAPH SHOWING BOLT'S CHEMICAL COMPOSITION.

Figure 25.  The bolt outer surface is plated with cadmium and a chromate conversion coating.

(End FAST report)

Part Total Time: 3,743.0 hours.

 


HELICOPTERS

BELL

Bell: 47-G5; Tail Rotor Abrasion Strip Separation; ATA 6410

A repair station technician writes, “The stainless steel abrasion strip on the leading edge of the composite tail rotor blade separated from the blade in flight. The pilot noted a vibration in a spray turn and elected to land—landing safely with no injuries.” (Tail Rotor Abrasion Strip P/N HAC-47-3. The blade manufacturer is noted as Hertelendy Research Associates.)

Part Total Time: 125.0 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, Malfunction or Defect Reports (M or Ds) or Service Difficulty Reports (SDRs) as they are commonly called, are collected, converted into a common SDR format, stored, and made available to the appropriate segments of the FAA, the aviation community, and the general public for review and analysis. SDR data is accessible through the “Query SDR data” feature on the iSDR web site at: http://av-info.faa.gov/SDRX/.

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

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

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

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

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

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


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

The SDRS and iSDR web site point of contact is:

Pennie Thompson
Service Difficulty Reporting System, Program Manager
Aviation Data Systems Branch, AFS-620
P.O. Box 25082
Oklahoma City, OK 73125
Telephone: (405) 954-1150
SDRS Program Manager e-mail address: 9‑AMC‑SDR‑ProgMgr@faa.gov

 

IF YOU WANT TO CONTACT US

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

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

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

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

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

 

AVIATION SERVICE DIFFICULTY REPORTS

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

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

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

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


Federal Aviation Administration

Service Difficulty Report Data

 

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

Control Number

Aircraft Make

Engine Make

Component Make

Part Name

Part Condition

Difficulty Date

Aircraft Model

Engine Model

Component Model

Part Number

Part Location

2007FA0000969

 

 

 

SHAFT

CRACKED

10/29/2007

 

 

 

538715

TAIL ROTOR

FINE TRANSVERSE CRACK(S) LOCATED NEAR THE CENTER PORTION OF PART.

2007FA0000970

 

 

 

SHAFT

CRACKED

10/29/2007

 

 

 

538715

TAIL ROTOR

FINE TRANSVERSE CRACK(S) LOCATED NEAR THE CENTER PORTION OF PART.

2007FA0001037

 

 

 

BEARING

WRONG PART

11/1/2007

 

 

 

 

NLG WHEEL

ON OCT 10, INFORMED BY TECH THAT THEY HAD AN INSTALLED NOSEWHEEL (PN 277A6000-851, SN 1170) ON AIRCRAFT, WITH A WRONG BEARING INSTALLED. IAW STS, THE ERROR WAS ONLY DISCOVERED AFTER THE WHEEL HAD BEEN INSTALLED, BUT BEFORE THE AC WAS RELEASED TO SERVICE. REPORTED ERROR WAS THAT THE INNER BEARING DIAMETER WAS 11MM TOO WIDE. ONCE WHEEL WAS RETURNED TO SHOP, INVESTIGATION SHOWED THAT A WRONG BEARING HAD BEEN INSTALLED. INSTEAD OF THE CORRECT BEARING, A MD80 BEARING HAD BEEN INSTALLED. INVESTIGATION OF THE ASSY PROCESS REVEALED NO DISCREPANCIES IN THE PROCESS ITSELF. IT HAS THEREFORE BEEN JUDGED AS A HUMAN ERROR. IN ORDER TO RAISE AWARENESS AMONG THE TECHNICIANS AND ENSURE PREVENTIVE MEASURES, THE PRODUCTION MANAGER HAS DONE 3 THINGS: BRIEFED ALL TECH IN SHOP ABOUT SERIOUSNESS OF INCIDENT. INSTRUCTED THE TECH WHO PREPARE WHEEL KITS BEFORE ASSY TO BE MORE AWARE THAT THE CORRECT BRG GOES IN THE KIT. INTRODUCED A MANDATORY DOUBLE CHECK AFTER WHEEL ASSY FOR THE NEXT 3 MONTHS, TO ENSURE THAT CORRECT BRG IS INSTALLED. (K)

2007FA0001016

AEROSP

ALLSN

 

SKIN

WORN

11/6/2007

AS355F2

250C20

 

 

FUSELAGE

RT AND LT FUSELAGE SKIN AT TAILBOOM ATTACH BULKHEAD. FOUND WORKING RIVETS ON BOTH SIDES. (40) FOUND SKIN UNDER WORKING RIVETS WORN .018. ASB 05-00-42 AS FACTOR. FUSELAGE SENT TO A REPAIR FACILITY FOR SKIN REPLACEMENT. (K)

T9NR200700001

AEROSP

 

 

WHEEL

CRACKED

11/6/2007

ATR42*

 

 

315182

MLG 

OUR SHOP REPORTS THE PRESENCE OF AN UNUSUAL CRACK ON THIS WHEEL. IT LIES BETWEEN THE WHEEL'S LIGHTING HOLES (WEB), AND IS COMPLETELY CRACKED BETWEEN ADJACENT LIGHTING HOLES. THE WHEEL ASSEMBLY PN IS NOTED BELOW, BUT THE CRACK EXHIBITED ITSELF ON THE WHEEL HALF PN 300-824/10-1606

T9NR200700002

AEROSP

 

 

WHEEL

CRACKED

11/6/2007

ATR42*

 

 

315182

ZONE 700

OUR SHOP REPORTS THE PRESENCE OF AN UNUSUAL CRACK ON THIS WHEEL. IT LIES BETWEEN THE WHEEL'S LIGHTING HOLES (WEB), AND IS COMPLETELY CRACKED BETWEEN ADJACENT LIGHTING HOLES. THE WHEEL ASSEMBLY PN IS NOTED BELOW, BUT THE CRACK EXHIBITED ITSELF ON THE WHEEL HALF PN 300-824/10-1606

2007FA0001018

AMD  

GARRTT

 

CONTROL UNIT

LEAKING

10/24/2007

FALCON900EX

TFE731*

 

 

CROSSFEED

FUEL LEAKING FROM CENTRAL LB CROSSFEED UNIT AND DRAIN TUBE CAP BROKEN. REF MFG SERVICE ADVISORY FSA900EX-EASY-28-10-03-R1. (K)

2007FA0001052

AMTR

ROTAX

 

STEERING SYS

SENSITIVITY

11/15/2007

SPORTSTAR

ROTAX912ULS

 

 

NLG 

AFTER A NORMAL LANDING, CFI (WITH 80 HOURS IN TYPE) AND STUDENT (WITH 1.2 HOURS IN TYPE) LOST CONTROL OF THE AIRCRAFT, EXITED THE RUNWAY, AND CAME TO REST IN A DRAINAGE DITCH. THEY STATED THAT THE EXTREME SENSITIVITY OF THE NOSEWHEEL STEERING LED TO PILOT INDUCED OSCILLATIONS THAT GREW PROGRESSIVELY WORSE UNTIL THE AIRPLANE WAS COMPLETELY UNCONTROLLABLE. THE SENSITIVITY OF THE NOSEWHEEL STEERING IS A COMMON COMPLAINT, AND HAS BEEN CITED IN SEVERAL OTHER INCIDENTS.

2007FA0001011

BBAVIA

CONT

 

DRAIN

LEAKING

10/25/2007

7EC  

O200*

 

SA56250

ENGINE OIL

INSTALLED QUICK DRAIN VALVE (OIL) ON NEW AIRCRAFT/ ENGINE. AIRCRAFT FLEW APPROX 1 HR , INITIAL FLIGHT TEST. VERY MINUTE OIL LEAK WAS NOTED FROM OIL QUICK DRAIN VALVE. REMOVED VALVE TO FIND VALVE SNAP RING IN OIL DRAINED FROM ENGINE, ALSO FOUND O-RING SPLIT. NOTE: NO DAMAGE TO ENGINE OCCURRED. (K)

2007FA0001012

BEECH

PWA  

BARBERCOL

TRANSISTOR

FAILED

10/30/2007

200BEECH

PT6A60A

 

HYLZ50336001

TEMP CONTROL

PC BOARD IN ASSY PN HYLZ50336-001 HAD FAILURE, BURNED/ OVERHEATED TRANSISTOR. NOTE: FAN IN ASSY WAS WORKING. PC BOARD PN HYLZ 105-001. (K)

2007FA0001054

BEECH

CONT

 

CYLINDER HEAD

CRACKED

11/21/2007

36BEECH

IO520BA

 

TISN712ACA

ENGINE

CRACKED BEHIND INJECTOR BETWEEN FIRST AND THIRD FIN. SAME AS ALL THE OTHERS. THE (NEW) E-SERIES CYLINDER HEAD IS DEFECTIVE. (K)

2007FA0001055

BEECH

CONT

 

CYLINDER HEAD

CRACKED

11/21/2007

36BEECH

IO520BA

 

TISN712ACA

ENGINE

CYLINDER HEAD CRACKED BEHIND INJECTOR BETWEEN FIN NR 1 AND 3. DEFECTIVE MFG PROCESS. (K)

2007FA0001066

BEECH

 

 

TRANSMITTER

INOPERATIVE

11/19/2007

400A

 

 

100TA1966N4

TE FLAPS

TROUBLESHOT IN-FLIGHT (FLAP ASSYMETRY) ANNUNCIATOR INDICATION. FOUND RT FLAP POSITION TRANSMITTER RESISTANCE TO GO ABOVE SERVICE LIMITS WHEN COLD SOAKED. REPLACED RT FLAP POSITION TRANSMITTER AND ADJUSTED LT , RT FLAP FOLLOW-UP SWITCHES AND POSITION TRANSMITTER RIGGING AS REQUIRED. VERIFIED FLAP SYSTEM RIGGING CABLE TENSIONS WITHIN SERVICE LIMITS. FLAP SYS FUNCTIONAL TESTS OK. SUGGEST MFG INVESTIGATE CURRENT PRODUCTION TRANSMITTER ASSY FOR QC OR MOISTURE INGRESS FAULTS. HBC PN 45AS86805-031, MFG DATE 8/07/2006. (K)

2007FA0001067

BEECH

 

 

CONTROL VALVE

MALFUNCTIONED

11/19/2007

400A

 

 

64760

THRUST REVERSER

TROUBLESHOT INOPERATIVE THRUST REVERSER DEPLOYMENT. FOUND LT, RT REVERSERS MECHANICALLY STIFF AND DIFFICULT TO OPERATE. THRUST REVERSER LINKS AND PIVOTS FOUND DRY, INITIAL 400 HR LUBRICATION NOT DUE FOR 55 HRS. LUBED REVERSERS IAW MM. 12-20-00, VERIFIED OPERATIONS OK. FOUND LT REVERSER NOT DEPLOYING UNTIL AFTER RT DEPLOYED. REPLACED LT CONTROL VALVE, OPERATIONAL CHECKS NORMAL. SUGGEST ALL THRUST REVERSER LUBES BE COMPLIED WITH AT 200 HR INITIAL INSPECTION. SUGGEST MFG INVESTIGATE CNTRL VALVE FOR POSSIBLE QUALITY CONTROL OR SYSTEM CONTAMINATION ISSUES. (K)

2007FA0001068

BEECH

PWA  

 

BONDING JUMPER

FRAYED

11/11/2007

400A

JT15D5

 

MS250836BB5

ELEVATOR

TROUBLESHOT REPORT OF HORIZONTAL STABILIZER ANTI-ICE SYSTEM FAIL INDICATION. NOTED ELEVATOR HORN HEAT SYSTEM RESISTANCE READINGS ERRATIC WHEN ELEVATORS MOVED. FOUND ELEVATOR BONDING JUMPERS FRAYED AND CORRODED. REPLACED ELEVATOR BONDING JUMPERS, ELEVATOR HORN HEATER RESISTANCE READINGS NOW WITHIN SERVICE LIMITS. HORIZONTAL STABILIZER ANTI-ICE SYSTEM TESTS IAW MM 30-12-00 NORMAL, NO FAULTS INDICATED. RECOMMEND TECH/INSP NOTE CONDITION OF ELEVATOR BONDING JUMPERS CLOSELY DURING SCHEDULED INSPECTIONS AND REPLACE JUMPERS WHEN DETERIORATION EVIDENT. (K)

2007FA0001069

BEECH

PWA  

 

PIPE

CRACKED

11/11/2007

400A

JT15D5

 

 

GAS GENERATOR

PERFORMED HOT SECTION INSPECTION PRIOR TO SCHEDULED 1800 HR INTERVAL TO INVESTIGATE COMPLAINT OF SLOW STARTING. UPON DISASSEMBLY, FOUND DIFFUSER PIPES OF GAS GENERATOR CASE CRACKED AND PORTIONS MISSING AT APPROXIMATE 10:30, 11:00 POSITION. SUSPECT CAUSED BY STREAKING FUEL NOZZLES WITH COKED-UP TIPS FROM LOW IDLE OPERATION WITH EFC OFF. PILOTS AND TECH SHOULD BE AWARE OF MONITORING ENGINE RPM DURING TAXING OPERATIONS WITH EFC TURNED-OFF. (K)

2007FA0000987

BEECH

PWA  

 

BULKHEAD

CRACKED

11/1/2007

400A

JT15D5

 

45A3490111

BS 329

WHILE PERFORMING AN A-C INSPECTION FOUND RT AFT FUSELAGE BLEED AIR LINE ATTACH BRACKET PULLED FROM FUSELAGE BULKHEAD RESULTING IN A CRACK IN THE BULKHEAD AT FRAME STATION 329.92. RECOMMEND CONTACTING MFG FOR REPAIR OPTIONS CRACK HAS BEEN FOUND ON BOTH SIDES OF THE AIRCRAFT.(K)

2007FA0000988

BEECH

PWA  

 

PIVOT

LOOSE

10/31/2007

400A

JT15D5

 

45A2100291

HORIZONTAL STAB

WHILE PERFORMING AN A-C INSPECTION FOUND 8 LOOSE RIVETS IN THE FORWARD RIVET LINE OF THE ATTACHMENT PIVOT FITTING PN 45A2118311 ON THE BOTTOM OF THE HORIZONTAL STABILIZER. IT IS SUSPECTED THAT THE LOOSE RIVETS WERE CAUSED BY FATIGUE AND AGE.

2007FA0000971

BEECH

PWA  

 

SQUAT SWITCH

FAILED

10/31/2007

400BEECH

JT15D4

 

41EN16

LEFT 

PILOTS REPORTED THAT THE THRUST REVERSER ARM LIGHTS WERE ILLUMINATED IN FLIGHT. PILOTS LANDED AT LZU MAINTENANCE FOUND A FAULTY LT GROUND SAFE SWITCH. MAINTENANCE REPLACED SWITCH WITH NEW UNIT AIRCRAFT CHECKED GOOD.

2007FA0001050

BEECH

PWA  

 

ENGINE

LEAKING

11/27/2007

400BEECH

JT15D5

 

 

NR 1 

ON THE DECENT, THE CREW HAD AN OIL PRESSURE LOW LIGHT AT THAT TIME THE CREW OBSERVED THE OIL PRESSURE GAUGE WAS INDICATING LOW PRESSURE. THE CREW SHUTDOWN THE NR 1 ENGINE DECLARED AN EMERGENCY AND LANDED UNEVENTFULLY. UPON INSPECTION BY MAINTENANCE IT WAS FOUND THAT THE OIL FILL CAP WAS NOT PROPERLY LATCHED DOWN AND THAT OIL HAD LEAKED OUT OVER THE COURSE OF THE FLIGHT. DO TO THE AMOUNT OF OIL MISSING FROM THE OIL TANK THE ENGINE IS BEING REMOVED FOR FURTHER INSPECTION.

ATL07LA057

BEECH

CONT

 

FUEL CELL

LEAKING

3/19/2007

95B55

IO470*

 

 

RT WING

DURING START OF RT ENGINE, PILOT REPORTED HEARING A LOUD THUMP, NOTED FIRE COMING FROM THE BOTTOM OF THE RT COWLING. SHUTDOWN ENGINES, EVACUATED AIRCRAFT, AND NOTED APPARENT EXPLOSION HAD OCCURRED IN RT WING. VISUAL INSPECTION DID NOT REVEAL CAUSE OF EVENT. WING STILL HELD APPROXIMATELY 40 GALLONS OF FUEL AND WAS NOT LEAKING ALTHOUGH BOX CELL LINER HAD BEEN CRACKED OPEN FROM FORCE OF EXPLOSION. FUEL TRUCK WAS DISPATCHED AND WING WAS FULLY TOPPED OFF TO INSPECT FOR LEAKS; NONE WERE NOTED. AIR IN RT FUEL SYSTEM WAS DISPLACED AND AFTER APPROXIMATELY 10 MINUTES A LEAK WAS DETECTED IN THE RT WHEEL WELL. FURTHER INVESTIGATION REVEALED THIS LEAK WAS ORIGINATING FROM A B-NUT ON THE OUTPUT SIDE OF THE AUXILIARY PUMP FUEL FILTER. LEAK MEASURED APPROXIMATELY 3 DROPS PER MINUTE AND WAS COLLECTING INSIDE WHEEL WELL AND SHOWED EVIDENCE OF TRAILING THROUGHOUT SPAR AREA. IN ADDITION TO THE FUEL LEAKING IN THIS AREA, IT WAS NOTED THE RT ENGINE, OB EXHAUST STACK WAS POINTED IN AN UNUSUAL MANNER THAT DIRECTED IT STRAIGHT TO THE AREA IN WHICH THE FUEL WAS LEAKING.

TIMR20070009

BEECH

PWA  

 

ACTUATOR

CRACKED

9/28/2007

99  

PT6*

 

993880011

MLG 

AFTER SELECTING GEAR DOWN ON APPROACH, THE PILOT NOTICED THAT HE DID NOT HAVE A GREEN (SAFE) INDICATION FOR THE NOSE GEAR. HE FOLLOWED THE EMERGENCY PROCEDURE TO PUMP THE GEAR DOWN BUT WAS UNABLE TO BUILD UP PRESSURE OR GET A GREEN LIGHT. PILOT THEN LANDED AND THE NOSE GEAR COLLAPSED. INVESTIGATION FOUND THAT THE LT MAIN GEAR ACTUATOR END CAP HAD CRACKED AND ALLOWED THE EMERGENCY SYSTEM FLUID TO VENT OVERBOARD, PREVENTING THE NOSE ACTUATOR FROM EXTENDING FULLY.

2007FA0001058

BEECH

PWA  

 

CONNECTOR

ARCED

12/4/2007

A100

PT6A60A

 

 

ELECTRICAL

PARTIAL ELECTRICAL POWER LOSS TO COMPONENTS FROM RT NR 1 AND NR 2 SUBPANEL CIRCUIT BREAKERS. FOUND RT CIRCUIT PANEL CONNECTOR SOCKET MODULE AND SOCKET RT 1B BURNED. REPLACED MODULE (NR 8 WIRE-4 SOCKET) AND 4 SOCKETS. REPLACED PINS (4). FUNCTION CHECK SATISFACTORY. SUGGEST THESE HEAVY WIRE CONNECTIONS BE CHECKED MORE CLOSELY ON THE OLDER AIRCRAFT. THIS PARTICULAR AIRCRAFT IS 30 YEARS OLD.

2007FA0000995

BEECH

 

 

RELAY

MELTED

11/7/2007

A200

 

 

6041H190

RT STARTER GEN

RT STARTER GENERATOR RELAY P/N: 6041H190 MELTED AT BUSS BAR CONNECTION.

68DA

BEECH

GARRTT

 

SKIN

WRINKLED

2/13/2007

B100

TPE331*

 

 

HORIZONTAL STAB

DURING ROUTINE MAINTENANCE, MECHANIC DISCOVERED THAT THE HORIZONTAL STABILIZER SKIN WAS WRINKLED AT THE AFT RT ATTACH PIVOT POINT.

2007FA0000993

BEECH

 

 

RELAY

INTERMITTENT

8/28/2006

B200

 

 

SM50D7

TE FLAP MOTOR

DURING FLIGHT WHEN THE FLAPS SELECTED DOWN & DID NOT RESPOND. AIRCRAFT LANDED IN A FLAPS UP CONDITION & DELIVERED TO MAINTENANCE. INVESTIGATION REVEALED THE FLAP MOTOR POWER RELAY WAS OPERATING INTERMITTENTLY. A NEW FLAP MOTOR RELAY, PROCURED FROM RAPID (RAYTHEON PARTS INVENTORY AND DISTRIBUTION SYSTEM) WAS INSTALLED AND THE MALFUNCTION WAS RESOLVED. THE REMOVED / FAILED RELAY HAD BEEN IN SERVICE 22 MONTHS AND 514.5 FLIGHT HOURS.

IWP2720085003

BEECH

 

BEECH

SPRING

MISINSTALLED

11/23/2007

B60  

 

 

608100961

MLG DOWNLOCK

THIS AIRCRAFT EXPERIENCED A BENT /DAMAGED RT MAIN GEAR RETRACT ROD ASSEMBLY P/N 60-810057-617. A CURRENT OVERLOAD OF THE LANDING GEAR MOTOR CIRCUIT. THE RT MAIN GEAR FAILED TO EXTEND. THE EMERGENCY GEAR FAILED TO ALSO EXTEND THE RETRACTED MAIN. AC WAS FORCED TO LAND GEAR UP. INVESTIGATION REVEALED AN IMPROPERLY INSTALLED TORSION SPRING (IN QUESTIONABLE CONDITION) ON THE RT MAIN DOWN-LOCK CABLE (JURY STRUT). INVESTIGATION REVEALED THAT THE IMPROPER INSTALLATION OF THIS SPRING RESULTED IN THE RT DOWN LOCK CABLE MOVING INTO AND ENTANGLING WITH THE DRAG BRACE KNEE JOINT AND UPLOCK DOWNLOCK PIVOT POINT DURING RETRACTION. HOWEVER- IT HAS NOT BEEN PROVEN BY FAA INSPECTORS, THAT THE IMPROPER INSTALLATION OF THIS SPRING CAUSED OR IN ANYWAY CONTRIBUTED TO THE FAILURE OF THE RT MAIN GEAR SYSTEM.

2007FA0000986

BEECH

LYC  

 

LINE

CHAFED

10/8/2007

C24R

IO360A1A

 

165580001135

HYD SYSTEM

PILOT REPORTED HAVING TO SERVICE BRAKE HYDRAULIC RESERVOIR AND/OR RT SIDE OF THE BRAKES VERY SOFT. DURING INSPECTION, FOUND HYDRAULIC FLUID ON WIRE BUNDLE FORWARD OF COPILOTS RT RUDDER PEDAL. CLEANED LINE AND LT LINE SIT FOR A COUPLE DAYS, WHILE DOING AN INSPECTION ON THE REST OF THE AIRCRAFT. FOUND HYDRAULIC FLUID ON LINE. REMOVAL OF THE LINE REVEALED A WORN/CHAFED SPOT APPROX 12 INCHES TO THE LT OF THE B-NUT WHERE IT ATTACHES TO THE BULKHEAD FITTING FROM THE RESERVOIR. DID NOT SEE THE CAUSE OF THE CHAFED AREA ON THE TUBE. SUSPECT AIRFRAME VIBRATION CAUSED THE LINE TO VIBRATE. RECOMMEND THAT ALL LINES ARE CHECKED FOR CLEARANCE FROM AIRFRAME STRUCTURE OR OTHER LINES. (K)

2007FA0001030

BEECH

PWA  

 

SUPPORT BRACKET

CRACKED

11/6/2007

C90  

PT6*

 

5012007716

MLGWW

DRAG LEG SUPPORT BRACKETS FOUND CRACKED ON BOTH LT AND RT SIDES DURING A ROUTINE INSPECTION. MOST LIKELY FATIGUE CRACKS OR A ROUGH LANDING. (K)

2007FA0001031

BEECH

PWA  

 

SUPPORT BRACKET

CRACKED

11/6/2007

C90  

PT6*

 

5012007717

MLG WW

DRAG LEG SUPPORT BRACKETS FOUND CRACKED ON BOTH LT AND RT SIDES DURING A ROUTINE INSPECTION. MOST LIKELY FATIGUE CRACKS OR A ROUGH LANDING. (K)

2007FA0001029

BEECH

CONT

 

CYLINDER HEAD

CRACKED

11/13/2007

D55  

TSIO520EB

 

TISN712ACA

ENGINE

CRACKED CYLINDER HEAD BEHIND INJECTOR BETWEEN FIN NR 1, NR 3. DEFECTIVE MFG PROCESS. (K)

2007FA0001019

BEECH

CONT

 

CYLINDER HEAD

CRACKED

11/13/2007

D55  

TSIO520EB

 

TISN712ACA

ENGINE

CRACKED CYL HEAD BEHIND INJECTOR BETWEEN FIN NR 12, NR 3. DEFECTIVE MFG PROCESS. (K)

2007FA0001020

BEECH

CONT

 

CYLINDER HEAD

CRACKED

11/13/2007

D55  

TSIO520EB

 

TISN712ACA

NR 3 

CRACKED CYLINDER HEAD BEHIND INJECTOR BETWEEN FIN NR 1, NR 3. DEFECTIVE MFG PROCESS. (K)

2007FA0001021

BEECH

CONT

 

CYLINDER HEAD

CRACKED

11/13/2007

D55  

TSIO520EB

 

TISN712ACA

ENGINE

CRACKED CYLINDER HEAD BEHIND INJECTOR BETWEEN FIN NR 1, NR 3. DEFECTIVE MFG PROCESS. (K)

2007FA0001022

BEECH

CONT

 

CYLINDER HEAD

CRACKED

11/13/2007

D55  

TSIO520EB

 

TISN712ACA

ENGINE

CRACKED CYLINDER HEAD BEHIND INJECTOR BETWEEN FIN NR 1, NR 3. DEFECTIVE MFG PROCESS. (K)

2007FA0001023

BEECH

CONT

 

CYLINDER HEAD

CRACKED

11/13/2007

D55  

TSIO520EB

 

TISN712ACA

ENGINE

CRACKED CYLINDER HEAD BEHIND INJECTOR BETWEEN FIN NR 1, NR 3. DEFECTIVE MFG PROCESS. (K)

120507

BLANCA

 

 

V-BELT

DISINTEGRATED

12/5/2007

14132

 

 

A1902

ENGINE TO TRANS

DURING IFR TRAINING FLIGHT WHILE IN CROSS COUNTRY CRUISE, LOUD NOISES FROM ENGINE AREA PROMPTED CREW TO MAKE UNSCHEDULED LANDING TO SAFE AREA OF FLORIDA STATE ROAD 80 MEDIAN TURN AROUND PAVEMENT. UPON LANDING FOUND AFT BELT OF MAIN DRIVE BELT HAD SHED ITS OUTER LAYER AND DISINTEGRATED, CAUSING DAMAGE ONLY TO THE FAN SHROUD BEHIND THE ENGINE OIL COOOLER, AND MINOR SKIN DENT BEHIND THE FUEL TANK IN OUTER SKIN. ONE MULTIFUNCTION ANTENNA RG58 TNC CONNECTOR DAMAGED. AIRCRAFT TRAILERED TO HANGAR AND AFFECTED AREAS DISSASSEMBLED. REPLACEMANT SERVICABLE FAN SHROUD ASSEMBLY TO BE INSTALLED WITH NEW PARTS ORDERED FROM ROBINSON. NO ENGINE OR ROTOR OVERSPEED OCCURED. AUTOROTATION WAS NOT REQUIRED. PART 91 FLIGHT TRAINING OPERATION AT TIME OF FAILURE. CREW FOLLOWED PROPER PROCEDURES AND NO ADDITIONL AIRCRAFT DAMAGE AS A RESULT.

220757

BOEING

 

BOEING

HOUSING

CRACKED

12/5/2007

737  

 

 

65446747

MODULE

HOUSING WAS FOUND CRACKED DURING TEARDOWN IN SHOP.

AFASVRA3181

CESSNA

LYC  

 

BATTERY

OVERHEATED

11/14/2007

172M

O320E2D

 

G25 

MASTER

AIRCRAFT 12 VOLT BATTERY OVERHEATED CAUSING: ELECTROLYTE BOILING OVER, CORRODING OF ALUMINUM BATTERY BOX, LANDING LIGHT PLASTIC SWITCH MELTING, LANDING LIGHT PLASTIC CONNECTOR IN COWLING MELTING, LANDING LIGHT INOP AND ALTERNATOR FAILURE WITHOUT THE LANDING LIGHT CB TRIPPING. PILOTS COMPLYING WITH FAA RECOMMENDATIONS OF LEAVING LANDING LIGHTS ON WITHIN 5 NM OF AIRPORT ARE THE CAUSE OF THIS PROBLEM DURING TRAINING SORTIES OF 1 TO 2 HOURS WITH THE LANDING LIGHTS ON FOR THE DURATION OF FLIGHT. THESE AIRCRAFT ARE FLOWN IN A PILOT TRAINING OPERATION WHERE SORTIES ARE 1 TO 2 HOURS ENDURANCE AND 8 TO 10 TAKEOFFS AND LANDINGS WITH THE LANDING LIGHT/LIGHTS ON FOR THE DURATION OF THE FLIGHT.

2007FA0001056

CESSNA

LYC  

 

CIRCUIT BREAKER

INOPERATIVE

11/13/2007

172R

IO360A1A

 

 

 

PILOT SQUAWKED ON INTERMITTENT SWITCH. THE SWITCH WAS DISASSEMBLED AND INSPECTED. THE BONDED INTERNAL CONDUCTOR HAD SEPARATED FROM CONTACTOR. A TOTAL OF 20 SWITCHES IN OUR FLEET, HAVE ALREADY BEEN REPLACED. UPON INSPECTION, NUMEROUS SWITCHES HAD SIMILAR PROBLEMS INTERNALLY. (K)

2007FA0001070

CESSNA

LYC  

 

CONTROL UNIT

FAILED

12/1/2007

172S

IO360L2A

 

AC2101

ALTERNATOR

THE AIRCRAFT FACTORY INSTALLED ACU BEGAN FAILING AT 200 HOURS (INTERMITTENT ALTERNATOR DROPPING (OFF LINE) FOR A FEW SECONDS) (ON ONE OCCASION, THE FIELD CB DISENGAGED) A NEW ACU WAS INSTALLED AT 215.9. AT 246.1 THE SAME PROBLEM SURFACED, AND THE THIRD ACU WAS INSTALLED. THE SERVICE CENTER HAS HAD THE SAME PROBLEM WITH OTHER AC. (K)

ZB0R20070008

CESSNA

LYC  

 

DETECTOR

INOPERATIVE

11/2/2007

172S

IO360L2A

 

 

CARBON MONOXIDE

CARBON MONOXIDE DETECTOR FAILED. SECOND FAILURE WITHIN 6 MONTHS

2007FA0001035

CESSNA

CONT

 

LINE

MISROUTED

11/14/2007

180J

O470*

 

0500106326

FUEL SYS

(2) AILERON CABLES, (1) FLAP CABLE AND THE FUEL LINE ARE ALL ROUTED THROUGH THE LT LOWER AFT DOOR POST AREA. THE FUEL LINE IS PROTECTED BY A PLASTIC SLEEVE BUT THE CABLE WORE THROUGH THE SLEEVE AND WAS WEARING INTO THE FUEL LINE. THE LINE IS APPROX 20 INCHES LONG WITH (4) BENDS. SUGGEST A (1) TIME INSPECTION IN CASE OTHER AC MIGHT HAVE THIS PROBLEM. (K)

2007FA0000981

CESSNA

PWA  

 

RELIEF VALVE

SEPARATED

11/3/2007

208B

PT6A114A

 

RV05268

PNEUMATIC SYS

RELIEF VALVE FOR BLEED AIR PNEUMATIC SYSTEM END WASHER AND CAP SEPARATED FROM VALVE AND LAYING IN BOTTOM OF COWLING. SUSPECT RIVET HOLDING PARTS ON IS TOO SOFT. THIS IS THE THIRD VALVE TO FAIL LIKE THIS ON DIFFERENT AIRCRAFT IN THE LAST MONTH. AND ALL WERE NEW WITH LESS THAN 70 HOURS TIME IN SERVICE. (K)

2007FA0001024

CESSNA

CONT

 

CYLINDER HEAD

CRACKED

11/8/2007

402B

TSIO520EB

 

TISN712BCA

ENGINE

CRACKED CYLINDER HEAD BEHIND INJECTOR BETWEEN FIN NR1, NR3. DEFECT IN MFG PROCESS. (K)

2007FA0001025

CESSNA

CONT

 

CYLINDER HEAD

CRACKED

11/8/2007

402B

TSIO520EB

 

TISN712BCA

ENGINE

CRACKED CYLINDER HEAD BEHIND INJECTOR BETWEEN FIN NR 1, NR 3. DEFECT IN MFG PROCESS. (K)

2007FA0001026

CESSNA

CONT

 

CYLINDER HEAD

CRACKED

11/8/2007

402B

TSIO520EB

 

TISN712BCA

ENGINE

CRACKED CYLINDER HEAD BEHIND INJECTOR BETWEEN FIN NR 1, NR 3. DEFECT IN MFG PROCESS. (K)

2007FA0001027

CESSNA

CONT

 

CYLINDER HEAD

CRACKED

11/8/2007

402B

TSIO520EB

 

TISN712BCA

ENGINE

CRACKED CYL HEAD BEHIND INJECTOR BETWEEN FIN NR 1, NR 3. (K)

2007FA0001028

CESSNA

CONT

 

CYLINDER HEAD

CRACKED

11/7/2007

402B

TSIO520EB

 

TISN712BCA

ENGINE

CRACKED CYLINDER HEAD BEHIND INJECTOR BETWEEN FIN NR1, NR3. DEFECT IN MFG PROCESS. (K)

2007FA0000996

CESSNA

 

 

TUBE

BROKEN

11/7/2007

414A

 

 

086210057

TE FLAPS

DURING FLAP EXTENSION THE RT SIDE FLAPS RETRACTED SUDDENLY LEAVING THE LT FLAPS DOWN. FOUND THE PUSHROD TUBE CONNECTING THE IB AND MIDDLE FLAP BELLCRANK TO HAVE FAILED AT THE OB END OF THE TUBE. THE TUBE APPEARS TO HAVE BEEN ABOUT 60 PERCENT CRACKED THROUGH THE DIAMETER FOR SOME TIME, POSSIBLY SINCE NEW. THIS FAILURE OCCURRED JUST BELOW THE LOCK NUT WHICH SECURES THE ROD END TO THE TUBE, AND THE FAILED AREA IS IN THE THREADED PORTION OF THE TUBE MAKING IT DIFFICULT OR IMPOSSIBLE TO SEE A DEVELOPING CRACK.

2007FA0001053

CESSNA

CONT

 

LOCK PLATE

MISSING

11/30/2007

421B

GTSIO520*

 

641909

CRANKSHAFT

THIS ENGINE WAS REMOVED ON AUGUST 31, 2007, HOBBS TIME 1523.9 DUE TO CRACKED ENGINE CASE. THE ENGINE WAS SENT TO RAM AIRCRAFT FOR REPAIR. RAM REPAIRED THE ENGINE ON SEPT 20, 2007. THIS ENGINE WAS REINSTALLED BACK ON THE AIRCRAFT. DURING A NIGHT FLIGHT ON NOVEMBER 20, 2007 THE PILOT HAD AN ALTERNATOR FAILURE. HE REPORTED THE PROBLEM THE NEXT DAY. UPON INSPECTION OF THE ALTERNATOR, IT WAS FOUND IN PIECES, WITH THE MOUNT HOUSING STILL ATTACHED TO THE ENGINE. THE INSIDE OF THE ALTERNATOR INSTALLATION HOLE WAS INSPECTED.THE INSPECTION REVEALED THAT THE ATTACH BOLTS ON THE ALTERNATOR FACE GEAR HAD NO TAB LOCK PLATES INSTALLED. THE ATTACH BOLTS CAME LOOSE AND DAMAGED THE ENGINE AND ALTERNATOR. RAM AIRCRAFT WAS NOTIFIED OF THE PROBLEM. IT IS RECOMMENDED THAT BEFORE ENGINE INSTALLATION, INSPECT FOR MISSING PARTS IN THE ALTERNATOR ATTACH HOLE. THE ENGINE HAD 65.6 HOURS SINCE PREVIOUS INSTALLATION.

AMCR200700004

CESSNA

WILINT

 

JAM-NUT

WRONG PART

12/7/2007

525  

FJ44

 

NAS509L6

TE FLAPS

DURING COMPLIANCE WITH SL525B-27-01 WHICH IS CHECKING FLAP PUSH ROD FOR IMPROPER SAFETY WIRING, FOUND THAT THE AFT JAM NUT (NAS509L6) WAS UP AGAINST THE CENTER STUD (6365028-10) RATHER THAN TIGHT AGAINST THE ROD END TUBE (6365028-9). EVERYTHING WAS SAFETIED IN THIS POSITION.

2007FA0001047

CESSNA

WILINT

 

LINE

SEPARATED

11/7/2007

525A

FJ442A

 

632701617

HYDRAULIC SYS

FOUND FLAP RETRACT LINE SEPARATED FROM BACK OF B-NUT. SYSTEM FLUID WAS LOST. SUSPECT DEFECT WAS AT TIME OF MANUFACTURE. (K)

2007FA0001013

CESSNA

PWA  

 

FIRE LOOP

FAILED

11/5/2007

560XL

PW545A

 

991203611

NR 1 ENGINE

NR 1 ENGINE FIRE LOOP FAILED CAUSING THE NR 1 ENGINE FIRE INDICATOR IN COCKPIT TO ERRONEOUSLY INDICATE A FIRE. CREW FIRED BOTH FIRE EXTINGUISHERS FOR THE ENGINE WHICH DID NOT EXTINGUISH THE FIRE INDICATOR. THE CREW THEN DECLARED AN IN-FLIGHT EMERGENCY. (K)

2007FA0001008

CESSNA

PWA  

 

FIRE LOOP

FAILED

10/29/2007

560XL

PW545A

 

991203611

NR 1 ENGINE

NR 1 ENGINE FIRE LOOP FAILED, CAUSING THE NR 1 ENGINE FIRE INDICATOR IN COCKPIT TO ERRONEOUSLY INDICATE A FIRE. CREW FIRED BOTH FIRE EXTINGUISHERS FOR THE ENGINE WHICH DID NOT EXTINGUISH THE FIRE INDICATOR. THE CREW THEN DECLARED AN IN-FLIGHT EMERGENCY. (K)

2007FA0001036

CESSNA

ALLSN

 

WINDSHIELD

FAILED

11/8/2007

750  

AE3007C

 

 

COCKPIT

AC IN FLIGHT AND AT CRUISE ALTITUDE THE LT WINDSHIELD HEAT FAILED, A VISABLE SHORT OR ARCING AREA WAS SEEN, CONDITION OF UNIT MATCHED WITH SWITCH (OFF) 30 SEC LATER WINDSHIELD CRACKED IN A SPIDER WEB FASHION. AC LANDED IN STL. WINDSHIELD REPLACED BY SERVICE CENTER WITH A NEW STYLE WINDSHIELD PN 139731-1 (9914380-13).

2007FA0001045

CESSNA

CONT

 

ALTERNATOR

FAILED

11/13/2007

P210N

TSIO520P

 

E3FF10300AA

 

DURING NIGHT IMC APPROACH, LOW VOLTAGE LIGHT ILLUMINATED AND BUS VOLTAGE DROPPED BELOW 24 VOLTS. PILOT RECYCLED ALTERNATOR SWITCH BUT WAS UNABLE TO KEEP ALTERNATOR ON LINE. PILOT REDUCED LOADS AND SUCCESSFULLY EXECUTED APPROACH AND LANDED WITHOUT INCIDENT. CHARGING SYSTEM TROUBLESHOOT BY MECHANIC. FOUND LATERNATOR OUTPUT TO BE 26 VOLTS UNLOADED, AND WITH 50 PERCENT LOAD ON BUSS, LATERNATOR VOLTAGE WOULD DROP BELOW 24 VOLTS. NOTE: SECOND ALTERNATOR FAILURE IN 50 HOURS. (K)

2007FA0001046

CESSNA

CONT

 

ALTERNATOR

FAILED

11/10/2007

P210N

TSIO520P

 

E3FF10300AA

 

DURING DAY VMC FLIGHT, LOW VOLTAGE LIGHT ILLUMINATED AND BUS VOLTAGE DROPPED BELOW 24 VOLTS. PILOT MINIMIZED LOADS, DID A MANUAL GEAR EXTENSION, AND LANDED WITHOUT INCIDENT. CHARGING SYSTEM TROUBLESHOOT BY MECHANIC. FOUND ALTERNATOR OUTPUT TO BE 26 VOLTS UNLOADED, AND WITH 50 PERCENT LOAD ON BUS, ALTERNATOR VOLTAGE WOULD DROP BELOW 24 VOLTS. NOTE: ALTERNATOR OVERHAULED. (K)

2007FA0001048

CESSNA

 

 

CASTING

CRACKED

9/11/2007

T206H

 

 

12116013

MLG 

AIRCRAFT OPERATED ON MOSTLY UNIMPROVED AIRSTRIPS. PART IS SAME AS 206F AND G MODELS. PART IN QUESTION WAS INSTALLED AT TIME OF MFG OF AIRPLANE. CASTING CRACKED AND FAILED UPON LANDING. AFT BOLT ALSO WAS CRACKED AND SHEARED. LANDING WAS A NORMAL APPROACH AND LANDING. GEAR LEG BROKE LOOSE FROM OB CASTING AND PUSHED BACKWARDS, PINCHING BRAKE LINE AND LOCKING UP LT BRAKE. (K)

2007FA0001044

CESSNA

 

 

CASTING

CRACKED

11/14/2007

T206H

 

 

12116013

LT MLG

AIRCRAFT OPERATED ON MOSTLY UNIMPROVED AIRSTRIPS. PART IS SAME AS 206F AND G MODELS. PART IN QUESTION WAS INSTALLED AT TIME OF MFG OF AIRPLANE. CASTING IS CRACKED IN (3) DIFFERENT LOCATIONS. WE OPERATE NUMEROUS OF THESE AC AND HAVE A LONG HISTORY WITH 206 AIRCRAFT. WE HAVE SEEN CRACKS OF THIS NATURE BEFORE, BUT RARELY WITH SO LITTLE TIME IN SERVICE. (K)

2007FA0001034

CESSNA

LYC  

 

DOOR

MISRIGGED

9/13/2007

T206H

TIO540AJ1A

 

1211673323

RT AFT CARGO

MM (52-30-00 PG 201), (THE AFT DOOR IS HINGED AT FUSELAGE STA 112 AND IS A STRUCTURAL, LOAD CARRYING MEMBER WHEN CLOSED AND LOCKED). REMOVED AFT CARGO DOOR ROYALITE AND TRIM TO GAIN ACCESS TO LWR AFT CABIN LOWER HOOK ADJUSTMENT ROD. THIS WAS DUE TO A CLUB MEMBER IMPROPERLY CLOSING THE DOOR AND BENDING THE ROD. THE PERSON FAILED TO PULL-DOWN RED HANDLE WHEN CLOSING DOOR AND JAMMED THE LOWER HOOK. HOWEVER, FOUND THE ADJUSTMENT RODS LOOSE(UPPER AND LOWER) AND WOULD EASILY TURN, INCLUDING THE TURNBUCKLES, UPPER AND LWR. THIS WAS DUE TO THE JAM NUTS FOR THE TURNBUCKLES LOOSE AND/OR BACKED OFF TO WHERE THERE WERE BOTTOM OF THREADS ON THE ADJUSTMENT RODS FOR THE HOOKS. IF LEFT UNADDRESSED COULD CAUSE PREVENTING PROPER ENGAGEMENT OF THE AFT CARGO DOOR HOOKS. FOUND ON CLEVIS PIN MISSING COTTER PIN. THIS COTTER PIN IS TO PREVENT THE CLEVIS PIN FROM BACKING OUT AND THUS PREVENTING HOOK MECHANISM FROM NOT WORKING PROPERLY. FOUND UPPER HOOK ADJUSTMENT RODS WOULD FLEX WHEN UPPER HOOK AS ENGAGED. APPEARS MISRIGGED. (K)

243DR1

CESSNA

CONT

 

SERVO

MISINSTALLED

11/21/2007

TU206G

TSIO520*

 

1C7921888

ELEVATOR TRIM

WHILE UNDERGOING A SCHEDULED INSPECTION, MECHANIC FOUND ELEVATOR TRIM SYS WAS MISRIGGED. TRAVEL LIMITS WERE NOT CORRECT AND WERE ACTUALLY RIGGED OPPOSITE WITH REGARDS TO MAX TRAVEL UP/DOWN. TRAVEL LIMITS IN MM NR D2070-3-13 FIGURE 1-1 WERE MISINTERPRETED, MFG SHOULD REVISE THIS MANUAL SECTION TO BE MORE SPECIFIC SINCE WE HAVE SEEN THIS BEFORE. ADDITIONALLY IT WAS FOUND THAT ELEVATOR TRIM SYS COULD NOT BE RIGGED BECAUSE CENTURY 2000 AUTOPILOT ELEVATOR TRIM SERVO WAS NOT INSTALLED CORRECTLY WHEN SYS WAS INSTALLED ON 10/9/2001 UNDER STC SA3479SW-D. FOUND SERVO MISMOUNTED, IT DID NOT MATCH CENTURY DRAWING 69D1754. REINSTALLED THE TRIM SERVO IAW THE STC DRAWINGS.

OMKR200711211

CESSNA

CONT

 

ADJUSTER

IMPROPER PART

11/21/2007

U206G

IO520*

 

443030401

HARNESS ADJUSTER

AD 2004-19-01C CALLS FOR A SPRING TO BE REMOVED FROM SHOULDER HARNESS ADJUSTER P/N443030-401, THAT WAS INADVERTENTLY INSTALLED ON A CERTAIN BATCH OF ACCESSORY KITS SHIPPED FROM MFG 1984 THROUGH 1986. THIS RESULTED IN AD 86-26-04 BEING ISSUED. CURRENTLY HAVE (2) AIRCRAFT IN THE HANGAR WITH THIS PN ADJUSTER WITH SPRINGS INSTALLED. THEY DO NOT FALL INTO THE AFFECTIVITY RANGE OF THE AD OR SB. CONTACTED THE ENGINEER ON THE BACK OF THE AD, AND HE INSISTS I DO NOT HAVE AN AFFECTED ADJUSTER. HE HAD A MFG REP. WHO WAS FAMILIAR WITH THE AD CONTACT ME AND I FOUND OUT THE AD RESULTS FROM (INCORRECTLY) INSTALLED SPRINGS. I SUBMIT THE AD REQUIRES CLARITY AS TO THE DIFFERENCE BETWEEN (INADVERTENTLY INSTALLED) AND (INCORRECTLY INSTALLED) SPRINGS, AS THESE PARTS HAVE WIDESPREAD USE IN THE FIELD WITH NO INFORMATION ON HOW TO TELL THEM APART, OTHER THAN A LOGBOOK ENTRY, WHICH MAY OR MAY NOT BE THERE. AD 2004-19-01C TELLS YOU TO FOLLOW THE MFG. SERVICE BULLETIN. SB SEB86-8 SAYS "THE AFFECTED SHOULDER HARNESS BELT ADJUSTERS MUST BE INSPECTED TO DETERMINE IF THE SPRING IS INSTALLED. IF INSTALLED, THE SPRING MUST BE REMOVED." COMMON SENSE TELLS YOU THE SPRINGS ARE OK. DUE DILIGENCE SAYS REMOVE THEM.

2007FA0000999

CIRRUS

LYC  

CESSNA

BRUSHES

WORN

11/8/2007

SR20

IO360L2A

 

 

ALTERNATOR

DURING FLIGHT, PILOT REPORTED LOW VOLTAGE INDICATION. RESET ATTEMPTS WERE UNSUCESSFUL. PILOT RETURNED TO STATION. ALTERNATOR BRUSHES FOUND TO BE WORN BEYOND USE.

15DR

CIRRUS

CONT

 

ALTERNATOR

DESTROYED

4/11/2007

SR22

IO550*

 

BC4101

NR 2 

OWNER REPORTED NR2 ALTERNATOR LIGHT ILLUMINATED. REMOVED TOP COWLING TO INSPECT NR2 ALTERNATOR. FOUND NR2 ALTERNATOR BROKEN OFF AT MOUNTING PLATE BY (3) STUDS. ONE STUD STILL ATTACHED WITH NUT, BUT LOOSE. REMOVED P/N BC410-1, S/N 0921403.

ODAR15DR1

CIRRUS

CONT

 

ALTERNATOR

DESTROYED

4/11/2007

SR22

IO550*

 

BC4101

NR 2 

OWNER REPORTED NR2 ALTERNATOR LIGHT ILLUMINATED. REMOVED TOP COWLING TO INSPECT NR2 ALTERNATOR. FOUND NR2 ALTERNATOR BROKEN OFF AT MOUNTING PLATE BY (3) STUDS. ONE STUD STILL ATTACHED WITH NUT, BUT LOOSE. REMOVED P/N BC410-1, S/N 0921403.

2007FA0001060

COLUMB

CONT

 

STRAP

DEBONDED

12/3/2007

LC41550FG400

TSIO550C

 

SMR6201

PROPELLER DEICE

PROPELLER DEICE BOOT RETAINER STRAP DEBONDED OVER HALF OF THE BLADE CIRCUMFERENCE. OTHER (2) BLADES DEBONDED ABOUT .3. THIS STRAP HOLDS THE IB END OF THE DEICE BOOT AND TRIES TO KEEP THE LONG DEICE LEADS FROM PULLING UP THE BOOT. THE PROP DEICE BOOT BEGINS TO COME LOOSE AFTER THE STRAP DEBONDS. THE RETAINER STRAPS NEED TY-RAPS TO HOLD THE LEADS, AS IS COMMON PRACTICE ON OTHER PROPELLERS.

2007FA0000979

DIAMON

LYC  

 

CONTROL ARM

BROKEN

10/18/2007

DA40

O360A4M

 

 

CARB HEAT

CARBURETOR HEAT CONTROL ARM BROKE OFF OF CARB AIR BOX CAUSING UNCONTROLLED SELECTION OF CARB HEAT VS RAM (COLD) AIR INTAKE. (K)

2007FA0001040

DIAMON

THIELT

 

FADEC

MALFUNCTIONED

11/8/2007

DA42

TAE1250299

 

057610E000201

 

DURING FLIGHT TRAINING MANEUVERS, SIMULATED SINGLE ENGINE OPERATIONS AT 5000 FT ASL, THE LT ENGINE WAS THROTTLED BACK TO FLIGHT IDLE (5 PERCENT POWER, THROTTLE RETARDED). UPON RETURN TO NORMAL POWER OPERATIONS THE LT ENGINE BEGAN TO SURGE FROM 20-100 PERCENT POWER, REGARDLESS OF THROTTLE POSITION, ENGINE WAS UNCONTROLLABLE. THE LT ENGINE FADEC WAS SELECTED FROM ECU A TO ECU B AND CONTROL OF LT ENGINE WAS REGAINED. THE AIRCRAFT RETURNED TO DEPARTURE AND LANDED WITHOUT FURTHER INCIDENT. DISCREPANCY COULD NOT BE DUPLICATED DURING GROUND TESTS. LT ENGINE OPERATED NORMALLY ON BOTH ECU A AND ECU B OF THE LT FADEC. LT FADEC REPLACED AND AIRCRAFT RELEASED FOR TEST FLIGHT. NO FURTHER ENGINE SURGING NOTED.

CO1Y200700009

DOUG

 

 

SKIN

CRACKED

11/5/2007

MD11

 

 

ACA3108503

BS 535

AT RT AIR CONDITIONING COMPARTMENT AFT DOOR JAMB FOUND 0.25 INCH CRACK ON EXTERNAL SKIN STA 535 L NR32RH.

Y5CR200700002

DOUG

 

 

JOURNAL

BROKEN

11/20/2007

MD500E

 

 

 

TAIL ROTOR

BEARING JOURNAL BROKEN OFF ON OUTPUT PINION.

110107

GULSTM

RROYCE

ROTOL

WARNING LIGHT

ILLUMINATED

11/20/2007

G159

DART529

 

 

GEARBOX

DURING CRUISE FLIGHT MISSION, THE RT GEARBOX LIGHT CAME ON STEADY. THE ENGINE WAS SHUTDOWN IAW AFM PROCEDURES. THE AIRCRAFT LANDED UNEVENTFULLY, AND TAXIED TO THE RAMP. NO EMERGENCY WAS DECLARED.

2007FA0001015

GULSTM

RROYCE

 

CONNECTOR

CRACKED

11/5/2007

GULFSTREAMGV

BR700710A110

 

061E1P1E1

RT FLAP RESOLVER

BACK SHELL IS BROKEN/CRACKED AND SEPARATED FROM CONNECTOR PLUG ASSY. POSSIBLE CAUSE IS WIRE BUNDLE TO CONNECTOR PLUG STRESSES AND PULLING ON BACK SHELL. BACK SHELL IS MADE ON PLASTIC NOT METAL. IF BACK SHELL WAS MADE OF METAL IT WOULD HOLD UP AS A STRAIN RELIEF FOR THE ATTACHING WIRE BUNDLE. IF A PLASTIC BACK SHELL IS CONTINUED TO BE USED, WIRE BUNDLE SHOULD ALLOW SLACK ENOUGH NOT TO STRAIN THE STRAIN RELIEF. A METAL BACKSHELL IS THE MORE POSITIVE FIX FOR THIS PROBLEM. (K)

2007FA0001000

HAWKER

GARRTT

 

POWER SUPPLY

BURNED

11/8/2007

BAE125700B

TFE731*

 

6178A

CABIN LIGHTING

DISCREPANCY WAS CABIN INDIRECT LIGHTING IS INTERMITTENT. FOUND SHORTED WIRING AT AFT LT SIDE VALANCE, 2 BURNED POWER SUPPLIES AND SEVERAL CRACKED LAMP FIXTURES. CUSTOMER STATED THIS IS THE 3RD TIME THE POWER SUPPLIES WERE FOUND BURNED.

CA070724007

KAMOV

KLIMOV

 

ENGINE

MAKING METAL

7/21/2007

KA32A1

TB3117BMA

 

 

 

(CAN) THE LT ENG OIL PRESSURE CAUTION LIGHT WAS FLICKERING WHILE SLINGING A LOAD. THE OIL PRESSURE GAUGE WAS CROSSCHECKED AND INDICATED 2.5 KG/CM2 (THE CAUTION RANGE) AND THE OIL TEMPERATURE WAS NORMAL. THE LOAD WAS DROPPED OFF. AFTER THE LOAD WAS DELIVERED AIRCRAFT BACK IN LEVEL FLIGHT, THE CREW REVIEWED THE CHECKLIST AND FLIGHT MANUAL. AS A PRECAUTIONARY MEASURE THE ENGINE WAS BROUGHT BACK TO IDLE. AT IDLE THE LT ENGINE WAS STILL BEING MONITORED, A FEW MILES FROM SERVICE THE FLIGHT CREW ADVANCED THE THROTTLE TOWARDS AUTO TO CHECK THE OIL PRESSURE. THE LT OIL PRESSURE LIGHT ILLUMINATED STEADILY AND THE OIL PRESSURE REMAINED AT IDLE OIL PRESSURE (2 KG/CM2 MINIMUM ALLOWABLE AT IDLE) THE AIRCRAFT WAS AT A WEIGHT THAT ASSURED A SAFE HOVER AND LANDING, THE CREW DECIDED TO SHUTDOWN THE LT ENGINE. THE LANDING WAS COMPLETED UNEVENTFULLY. THE ENGINEER FOUND METAL PARTICLES IN THE ENGINE OIL FILTER. THE ENGINE WAS REPLACED. (TC NR 20070724007)

470884

LEAR

 

HONEYWELL

IGNITER

BROKEN

11/5/2007

45LEAR

 

RE100

CH3459

APU 

TIP OF IGNITER BROKE OFF AND WAS FOUND DURING COMPLIANCE WITH SB45-28-12.

2007FA0000983

LEAR

PWA  

 

CONTROLLER

INOPERATIVE

10/22/2007

60LEAR

PW305A

 

80713

STAB DEICE

REPLACED HORIZONTAL STAB HEAT CONTROLLER. AFTER CHANGING CONTROLLER AIRCRAFT STILL HAD FAULT IN SYSTEM. T/S FURTHER DETERMINED REPAIRED CONTROLLER WAS NO GOOD. CONTROLLER SHOWED A FAULT IN T8. INSTALLED ANOTHER CONTROLLER SYSTEM CHECKED GOOD. (K)

2007FA0001051

LUSCOM

CONT

 

SPRING

BROKEN

11/30/2007

8A  

A65*

 

 

TAIL WHEEL

ON TAKEOFF ROLL AND BEFORE ROTATION, THE TAILSKID SPRING ASSEMBLY BROKE AND THE TAIL WHEEL, CONNECTED TO THE FUSELAGE BY THE CONNECTOR SPRINGS, CAME TO REST ON TOP OF THE ELEVATOR AND WEDGED ITSELF AGAINST THE RUDDER, EFFECTIVELY JAMMING IT IN PLACE, CAUSING THE AIRCRAFT TO YAW 30 TO 40 DEGREES AND CREATED AN EXTREME SIDE SLIP NOT ALLOWING THE AIRCRAFT TO CLIMB.

2007FA0001033

LUSCOM

LYC  

 

BULKHEAD

CRACKED

11/6/2007

8F  

O320*

 

49099

FUSELAGE

DURING AN ANNUAL INSPECTION, FOUND AFT FUSELAGE BULKHEAD CRACKED AT TOP OF CUTOUT FOR ELEVATOR HORN. 50 PERCENT. THIS IS WHERE THE VERTICAL AND HORIZONTAL STABILIZERS ATTACH. THIS AREA IS HIDDEN BEHIND THE WEB OF THE VERTICAL STAB AFT SPAR AND WAS FOUND WHEN COMPONENTS WERE REMOVED TO REPAIR FWD SPAR (FOUND CRACKED) OF THE HORIZONTAL STAB. THE VERTICAL STAB IS NOT OF THE ROUNDED TIP TYPE, HAS AN ALUMINUM FWD ATTACHMENT AND STEEL AFT ATTACHMENT. (K)

2007FA0000941

MOONEY

CONT

 

ROLL SERVO

LOOSE

10/9/2007

M20K

TSIO360*

 

KS178

INSIDE CASE

MOTOR ASSY COMING LOOSE ON SERVO MOUNT. LOOSE HARDWARE, LOOSE MOTOR. RECOMMEND SERVO TO BE INSPECTED FOR PROPER SERVO ASSY (THAT MOTOR AND HARDWARE ARE NOT LOOSE). (K)

2007FA0001017

MOONEY

CONT

 

TURBOCHARGER

CRACKED

8/30/2007

M20K

TSIO520NB

 

635630

ENGINE

FOUND APPROX 1.25 INCH CRACK IN TURBO CHARGER HOUSING BELOW EXHAUST INLET AT WELD. (K)

S0700432

PILATS

 

BFGOODRICH

COMMUTATOR

FAILED

12/3/2007

PC1245

 

 

 

STARTER GEN

DURING CRUISE FLIGHT, LOUD NOISE FROM ENGINE COMPARTMENT FOLLOWED BY VIBRATION AND LOSS OF PRIMARY ELECTRICAL POWER. UPON INSPECTION, ONE SEGMENT FROM COMMUTATOR WAS MISSING AND AFT END OF GENERATOR AND BRUSHES HAD SUSTAINED HEAVY DAMAGE. AFTER REPLACEMENT WITH OVERHAULED UNIT, NO ABNORMALITIES WERE NOTED.

2007FA0001061

PILATS

PWA  

BFGOODRICH

COMMUTATOR

FAILED

12/3/2007

PC1245

PT6A67B

 

 

STARTER GEN

DURING CRUISE FLIGHT, LOUD NOISE FROM ENGINE COMPARTMENT FOLLOWED BY VIBRATION AND LOSS OF PRIMARY ELECTRICAL POWER. UPON INSPECTION, ONE SEGMENT FROM COMMUTATOR WAS MISSING AND AFT END OF GENERATOR AND BRUSHES HAD SUSTAINED HEAVY DAMAGE. AFTER REPLACEMENT WITH OVERHAULED UNIT, NO ABNORMALITIES WERE NOTED.

2007FA0000980

PIPER

LYC  

 

MUFFLER

BROKEN

10/19/2007

PA18150

O320B2B

 

E362000

ENGINE

THE TAILPIPE CRACKED AWAY FROM THE SHELL. THERE ARE NO STRAPS WELDED FROM THE PIPE TO THE SHELL LIKE SOME OTHER MUFFLERS. THE METAL FAILED, NOT THE WELD.

2007FA0001010

PIPER

LYC  

 

PIPE

FAILED

11/1/2007

PA18150

O360A1A

 

PA18ESA

EXHAUST

LEADING EDGE EXHAUST SYSTEM INSTALLED BY STC SA02200AK FAILED AT THE SAIL PIPE TO MUFFLER WELD. SYSTEM HAS 36 HOURS SINCE NEW. (K)

2007FA0000982

PIPER

LYC  

 

BEARING

BROKEN

10/28/2007

PA24250

O540*

 

HM6 

RT MLG ACTUATOR

RT OB HEIM BEARING BROKE AT THREADS NEXT TO JAM NUT ON ACTUATOR ROD DURING TAKEOFF ROLL W/RESULTANT GEAR COLLAPSE. INCREASE SIZE AND STRENGTH OF PART. (K)

2007FA0001039

PIPER

LYC  

PIPER

SHAFT

SHEARED

11/18/2007

PA28161

O320*

 

62829003

RUDDER TRIM

THE RUDDER TRIM SHAFT ASSEMBLY'S SPRING RETAINING PIN SHEARED AT WELD, CAUSING HIGH LT RUDDER STIFFNESS AND PREVENTING THE NOSE WHEEL FROM BEING TURNED WITH TOW BAR.

2007FA0000964

PIPER

LYC  

 

PUMP

MALFUNCTIONED

10/17/2007

PA28161

O320*

 

35328803

FUEL BOOST

REPORTED ENGINE QUITTING DURING NORMAL CRUISE, PROBLEM ASSOCIATED WITH FUEL SYSTEM, ONCE ELECTRIC FUEL PUMP TURNED ON ENGINE WOULD RUN NORMAL, FUEL PRESS READINGS CONFIRMED FUEL STARVATION PROBLEM, INITIAL INSPECTIONS FAILED TO FIND A PROBLEM & COULD NOT BE DUPLICATED, REPLACED EDP WITH NEW & FLEW ACFT, PROBLEM REOCCURRED & APPEARED TO BE ISOLATED TO THE RT SIDE FUEL TANK SELECTION, REMOVED FUEL LINE AT CARB & PUMPED FUEL USING BOOST PUMP, MONITORED FLOW RATE FOR BOTH RT AND LT TANKS, INSTALLED VACUUM GAUGE IN SYSTEM AT GASCOLATOR AND MONITORED AMOUNT OF SUCTION CREATED FOR BOTH THE LT & RT, PROBLEM FINALLY DUPLICATED WHILE MONITORING & PUMPING FUEL, FOUND PROBLEM WAS NOT ISOLATED TO ONE SIDE BUT WOULD OCCUR ON EITHER TANK, PROBLEM ELIMINATED ALL FUEL FLOW FROM THE BOOST PUMP, REMOVED ELECT PUMP AND CHECKED BOTH INTERNAL CHECK VALVES, FOUND ONE OF THE TWO STUCK CLOSED IN A MANNER THAT WASN`T ALLOWING FUEL THROUGH THE PUMP, REPLACED THE CHECK VALVE WITH A USED VALVE AS REMOVED FROM A USED PUMP PREVIOUSLY REMOVED DUE TO INTERMITTENT PUMPING ACTION, (HAD TO RAP IT TO GET IT STARTED ON OCCASION), REINSTALLED PUMP AND TESTED NORMAL. TEST FLIGHT CONDUCTED AND FUEL PRESS MONITORED, NO DISCREPANCIES NOTED, AIRCRAFT RELEASE TO NORMAL SERVICE. THIS FUEL SYSTEM IS DEPENDANT ON THE FUEL FLOWING THROUGH THE ELECT FUEL PUMP EVEN WHEN THE PUMP IS SHUTOFF. SINCE THE CHECK VALVE, WHICH IS REQUIRED FOR PROPER ELECT. PUMP USE, WAS STUCK IN THE CLOSED POSITION THE ENGINE DRIVEN PUMP HAD NO FUEL AVAILABLE FOR PICKUP. IT IS ASSUMED THAT TURNING ON THE ELECT. PUMP WOULD DISLODGE THE CHECK VALVE ALLOWING FUEL FLOW ONCE AGAIN. HAD THE CHECK VALVE FAILED AS IT DID DURING MAINT. THE ENGINE WOULD HAVE EXPERIENCED FUEL STARVATION SINCE THE ELEC PUMP FAILED COMPLETELY AND NO LONGER ALLOWED FUEL THROUGH THE CAVITY DURING THE MAINT. (K)

2007FA0000968

PIPER

LYC  

PIPER

INERTIA REEL

SEVERED

11/2/2007

PA28161

O320D3G

 

110744701

SEAT HARNESS

PILOTS SHOULDER HARNESS INERTIA REEL LOCKED UP, UPON EXAMINATION THE METAL GUIDE WHICH SURROUNDS THE FABRIC AND GUIDES IT ONTO THE REEL, HAD RUBBED AGAINST THE CENTER SHAFT OF THE REEL ITSELF. THIS OVER TIME REDUCED THE DIAMETER OF THE SHAFT UNTIL IT FAILED.

ZB0R20070006

PIPER

LYC  

 

SKIN

CRACKED

11/2/2007

PA28R200

IO360A1A

 

62061002

RT WING

DURING PROGRESSIVE INSPECTION, DISCOVERED WING WALK ON RT WING SPONGY. INSPECTION REVEALED SUBSTRATE REINFORCEMENT CRACKED IN SEVERAL LOCATIONS. REPLACED WING WALK.

2007FA0001057

PIPER

LYC  

 

BOOSTER

SHORTED

11/27/2007

PA28R200

IO360C1C

 

06058002

MAGNETO

PILOT REPORTED ROUGH ENGINE; IGNITION SYSTEM TROUBLESHOOT FOUND START MAGNETO STARTER BOOSTER INTERNALLY SHORTED, GROUNDING MAGNETO P-LEAD CAUSING MAGNETO FAILURE. REMEDIED BY REMOVING START FROM AIRCRAFT AND MAGNETO OPERATING NORMALLY. (K)

2007FA0000989

PIPER

LYC  

 

LANDING GEAR

WORN

11/6/2007

PA30

IO320*

 

 

MAINS

PART (A) OF AD 77-13-21 REQUIRES INSPECTION OF LANDING GEAR EVERY 1000 HRS IAW SL 782. AIRCRAFT EXPERIENCED A COLLAPSED RT MLG FOLLOWING A SCENARIO THAT IS IDENTIFIED IN SL 782. THIS SCENARIO INCLUDES A POPPED LANDING GEAR MOTOR CIRCUIT BREAKER RESULTING IN A FAILED MLG EXTENSION, FOLLOWED BY A MANUAL GEAR EXTENSION. INVESTIGATION FOUND MANY OF THE PARTS IDENTIFIED IN SL 782 WERE WORN AND REQUIRED REPLACEMENT. PART (A) OF THE AD 77-13-21 HAD BEEN COMPLETED 893 HRS AND 12 YEARS AGO. OWNERS AND OPERATORS SHOULD CONSIDER COMPLYING WITH AD 77-13-21 PART (A) MORE OFTEN THAN THE 1000 HRS AS REQUIRED. AD 77-13-21 DOES NOT CONTAIN A CALENDAR REQUIREMENT.

2007FA0001009

PIPER

LYC  

WIEBEL

PIN  

BROKEN

10/3/2007

PA31350

TIO540*

 

757496

LOWER CLEVIS

EMERGENCY GEAR EXTENSION PUMP LOWER CLEVIS PIN BROKEN, FAILURE FOUND ON 2 SIMILAR AIRCRAFT. (K)

2007FA0001038

PIPER

LYC  

 

GASKET

WRONG PART

8/28/2007

PA31P

TIGO541E1A

 

76048

EXHAUST

VISUALLY INSPECTED RT ENG AFTER RECOVERING THE A/C FROM A FIELD. FOUND MELTED WIRING AT NR 6 CYLINDER AND BEHIND IT. THE P-LEAD FOR THE RT MAG WAS MELTED AND WHEN TESTED FOUND TO BE SHORTED OUT. THIS SHUT-OFF RT MAG. THE NR 6 BOTTOM PLUG WIRE WAS HANGING LOOSE AND THE NUT ATTACHING LEAD TO THE PLUG WAS MELTED OFF. SEVERAL OTHER PLUG WIRES WERE BURNED AS WELL. CAUSE OF THIS DAMAGE WAS A BLOWN OUT EXHAUST GASKET ON NR 6 CYLINDER. WHEN THE GASKET BLEW OUT, HOT EXHAUST WAS ALLOWED TO BURN UP THE PLUG WIRES AND MAG P-LEAD. P-LEAD THEN SHUT OFF THE RT MAG PROTECTIVE COATING WAS BURNED OFF. SO NOW AT BEST, HAVE 1 MAG WORKING AND ONLY FIRING ON 5 CYLINDERS, AND A LARGE EXHAUST LEAK WHICH WILL LOWER MANIFOLD PRESSURE. PERFORMED HIGH TENSION LEAD TEST ON THE RT SIDE OF THE RT ENGINE, NR 6 TESTED BAD, THE REST TESTED OK. NO CONTINUITY TEST WAS DONE AT THIS TIME. REMOVE THE ORIG RT PROP AND INSTALLED A TEST PROP. STARTED THE RT ENGINE, IT STARTED VERY POORLY. IDLED VERY ROUGH AND WOULD NOT TAKE THROTTLE OR MAKE ANY POWER ABOVE AN IDLE. DISCONNECTED RT MAGNETO, RESTARTED THE RT ENGINE, IT STARTED AND IDLED MUCH BETTER, AND WOULD TAKE THROTTLE ALTHOUGH IT RAN POOR. LOWER PLUGS WERE REMOVED TO FACILITATE THE EXHAUST REMOVAL AND SHOWED SIGNS OF A RICH MIXTURE OR INCOMPLETE BURN. WHEN DISASSEMBLED THE RT EXHAUST STACK ON THE RT ENG (CYL 2,4, AND 6), FOUND THE FOLLOWING: NR 2 CYLINDER ALL EXHAUST NUTS WERE LOOSE. NUTS WERE ABOUT (2) TURNS LOOSE. THE EXHAUST GASKETS WERE INTACT. THEY APPEARED TO BE A PN 76048 COPPER GASKET. THE PARTS BOOK CALLS OUT PN 78056, WHICH ARE STEEL. NR 4 CYLINDER IB FWD NUT WAS LOOSE, IB AFT NUT WAS LOOSE, OB FWD NUT WAS LOOSE. OB AFT UNT WAS TIGHT. EXHAUST GASKETS WERE INTACT AND APPEARED TO BE PN 76048. NR 6 CYLINDER, THE EXHAUST STACK HAD A GAP BETWEEN STACK AND THE CYLINDER, WHERE THE EXHAUST GASKET WAS BLOWN OUT. THERE WAS 3 SMALL PIECES OF GASKET LEFT THAT APPEARED TO BE THE REMAINS OF PN 76048 COOPER GASKET. PARTS BOOK CALLS OUT PN 25C10 FOR EXHAUST STUDS. THIS STUD IS .2500 INCH BY 1.2500 INCH LONG. OB REAR STUD WAS .2500 INCH BY 1.5 INCH LONG. HOWEVER THIS INCORRECT STUD DID NOT APPEAR TO CAUSE ANY PROBLEMS. THE END RESULT WAS AN OFF FIELD LANDING AFTER THE RT ENGINE FAILED. AC LANDED UP RIGHT, GEAR UP, FLAPS UP, COWL FLAP CLOSED, MAG SWITCHES ON, FUEL PUMPS ON, FUEL SELECTORS ON IB TANKS RT ENG FEATHERED, LT PROP3 BENT BLADES, RT PROP; 1 BENT BLADE, SIGNIFICANT DAMAGE TO THE RT WING, BOTH LOWER COWLS AND THE AIRCRAFT BELLY, THE PILOT DID NOT RECEIVE SERIOUS INJURY. (K)

2007FA0000990

PIPER

LYC  

 

BEARING

BROKEN

1/30/2007

PA32R300

IO540*

 

452729

ROD END

NOSE GEAR EXTENDED SUDDENLY AND UNCOMMANDED IN FLIGHT, EXAMINED AND FOUND CYLINDER ROD END TO NOSE GEAR RETRACT ASSY WAS BROKEN.

2007FA0000997

PIPER

LYC  

 

BEARING

FAILED

11/5/2007

PA32R301

IO540*

 

452729

NLG ROD END

WHILE IN FLIGHT THE NOSE GEAR RETRACT CYLINDER PISTON ROD END FAILED, CAUSING IMMEDIATE EXTENSION OF THE NOSE GEAR.

2007FA0001074

PIPER

CONT

 

CONTROL SYSTEM

SEIZED

11/30/2007

PA34220T

TSIO360*

 

 

RUDDER

WITH FULL RT RUDDER TRIM, RT RUDDER FOR HARD CLIMBING RT TURN, RUDDER FROZE WITH FULL RT DEFLECTION. RUDDER CABLE TURNBUCKLE IN TAIL SECTION WAS (CAUGHT) UNDER BULKHEAD TOP EDGE CAUSING RUDDER TO FREEZE IN FULL RT DEFLECTION - DESPITE SIGNIFICANT LT RUDDER PRESSURE.

2007FA0001043

RAYTHN

 

 

STOP

DISTORTED

10/24/2007

390  

 

 

3908204080001

NLG STRUT

PILOT REPORTED LANDING GEAR UNLOCKED INDICATION AFTER GEAR RETRACTION AFTER TAKEOFF. FOUND NLG STOPPER ASSY DAMAGED AND PREVENTING NLG ASSY FROM CENTERING AND ENGAGING UPLOCK ASSY. REPLACED STOPPER ASSY AFTER NLG DISASSEMBLY AND INSPECTION, LANDING GEAR OPERATIONS NORMAL. REPORTED THAT AIRCRAFT WAS PREVIOUSLY TOWED WITH NLG TORQUE LINKS CONNECTED. FLIGHT CREW, GROUND OPERATIONS, PERSONNEL AND TECHS SHOULD BE AWARE OF CORRECT PREMIER TOWING PROCEDURES AS SPECIFIED IN THE 390 MM, SEC 9-10-01-201. (K)

2007FA0001042

RHNFLU

LYC  

 

FUEL CONTROL

MALFUNCTIONED

11/15/2007

EA300L

AEIO540L1B5

 

RSA10AD1

ENGINE

THE AIRCRAFT EXPERIENCED AN INFLIGHT ENGINE SHUTDOWN RESULTING IN A FORCED LANDING ON THE BEACH. THE CAUSE OF THE INFLIGHT ENGINE SHUTDOWN WAS THE INTERNAL FAILURE OF THE FUEL SERVO. THE FUEL SERVO WAS EVALUATED . THE FAILED UNIT WAS SENT TO THE MANUFACTURER FOR FURTHER EVALUATION. AFTER FURTHER INVESTIGATION THEY DETERMINED THE CAUSE OF THE INTERNAL FAILURE WAS DUE TO FOD ENTERING THE FUEL SERVO AND WORE AWAY AT THE REGULATOR ASSEMBLY. THE DIFINITIVE CAUSE IS STILL UNDER INVESTIGATION AT MFG.

2007FA0001032

RKWELL

PWA  

 

DUCT

DEFORMED

10/22/2007

NA26560

JT12A8

 

354021

CABIN PRESSURE

ATTACHING SLEEVE SLID OFF OF DUCT CAUSING LOSS OF PRESSURIZATION. EMERGENCY PRESSURIZATION FUNCTIONED NORMALLY. CLAMPS TIGHTENED TOO TIGHT AND DEFORMED FIBERGLASS DUCT. RECOMMEND METAL SLEEVE BE INSTALLED TO ALLEVIATE DEFORMATION. (K)

2007FA0001007

SCWZER

ALLSN

 

SKID

DAMAGED

10/31/2007

269D

250C30

 

269A3245919

LT MLG

UPON LANDING THE HELICOPTER IN A SLIGHT FWD AND LT MOTION IN FLAT GRASS AREA HEARD SLIGHT CLICK OR CLUNK, PIC DIDN`T SEE ANY DAMAGE, PICKED UP AIRCRAFT TO A HOVER AND GROUND CREW SAW FWD END OF LT SKID TUBE HANGING BELOW THE AIRCRAFT. (K)

2007FA0001002

SWRNGN

 

 

TORQUE TUBE

SHEARED

11/6/2007

SA227*

 

 

 

LT ELEVATOR

DURING A ROUTINE PHASE INSPECTION OF THE AIRCRAFT, IT WAS DISCOVERED THAT THE LT ELEVATOR PIVOT PIN ON THE TORQUE TUBE ASSEMBLY PN 27-44026-007 WAS SHEARED. INITIAL INSPECTION REVEALED CORROSION/RUST AND EXTENSIVE PITTING IN THE PIN. THIS PIN IS (1) OF (3) IN A LINEAR LINE ATTACHING THE ELEVATOR TO THE AIRCRAFT STABILIZER. THIS AIRCRAFT IS NORMALLY LOCATED OUTSIDE EXPOSED TO THE WEATHER ELEMENTS NEAR SALT AIR/RAIN. THIS PART ALSO REVEALED A CORRODED VTA BEARING PN VTA04270. A VISUAL GVI IN THE SUSPECT AREA CAN EASILY INDICATE A PROBLEM FOR CORROSION. RECOMMENDATION: (1) GVI OF TORQUE TUBE ASSEMBLY IF THE AIRCRAFT IS STORED EXPOSED TO SALT AIR OR RAIN ON A ROUTINE BASIS. (2) GVI OF THE VTA BEARING. IPC 27-30-10 FIG 1 ITEM 8 AND ITEM 10.

 

END OF REPORTS