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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

402

bald eagle watching over three eggs

JANUARY

2012

 


CONTENTS

AIRPLANES

BOMBARDIER............................................................................................................................ 1

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

DIAMOND................................................................................................................................ 13

HELICOPTERS

BELL.......................................................................................................................................... 15

POWERPLANTS

PRATT & WHITNEY................................................................................................................ 18

ACCESSORIES

AEROSEKUR FLOATS............................................................................................................ 19

KELLY ALTERNATOR............................................................................................................ 19

AIR NOTES

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

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

AVIATION SERVICE DIFFICULTY REPORTS...................................................................... 22

 


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

AVIATION MAINTENANCE ALERTS

The Aviation Maintenance Alerts provides the aviation community with an economical means to exchange service experiences and to assist the FAA in improving aeronautical product durability, reliability, and safety.  We prepare this publication from information operators and maintenance personnel who maintain civil aeronautical products pertaining to significant events or items of interest.  At the time we prepared this document, we have not fully evaluated the material.  As we identify additional facts such as cause and corrective action, we may publish additional data in subsequent issues of the Alerts.  This procedure gives Alerts’ readers prompt notice of conditions reported to the FAA Service Difficulty Reporting System (SDRS).  We welcome your participation, comments, and suggestions for improvement.  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

Bombardier:  700-1A10:  Loose Power Cable; ATA 2497

A repair station technician states, "The customer noticed an amber 'electrical system fail' CAS message (crew advisory system).  (Inspection) found a power cable for the number two TRU (transformer/rectifier unit) had come free.  Also found were two charred wire harnesses at the number two SPDU (Secondary Power Distribution Unit)—and 'arcing marks' on the unit (itself).  This arcing appears to have been caused by the loose power cable.

"The power cable P/N is 3PB189A4.  It connects at one end to the TRU2 post on the forward side of the unit labeled 'DC Power Center'.  This unit is located under the floorboard of the cockpit entry area.  The other end connects to the bus bar of a unit (P/N 7274-11-15) which contains two fifteen amp circuit breakers.  (This too is found) under the floorboards in the same area.  The circuit breakers are marked 'Feeder 1' and 'Feeder 2'.

"The charred wire harnesses are P/N's A13P5/A13J5 F230 and A13P6/A13J6 F235.  These two harnesses connect to cannon plugs on the SPDU assembly.

"No cause has been determined for the power cable coming loose.  Bombardier technical representatives have been notified and (they) will evaluate this issue)."


 

POWER DISBRIBUTION PANEL AND THE LOOSE AND BURNED POWER WIRE.


ADDITIONAL BURNED WIRES (VIEW 1).

ADDITIONAL BURNED WIRES (VIEW 2).

Part Total Time:  2,002.5 hours

 


Cessna:  U206F; Trim Tab Actuator Failure; ATA (N/A)

(Transport Canada provides the following Civil Aviation Safety Alert.)

TRANSPORT CANADA CIVIL AVIATION ALERT


CIVIL AVIATION ALERT


CIVIL AVIATION ALERT


CIVIL AVIATION ALERT


CIVIL AVIATION ALERT


Part Total Time:  (N/A)

 

Cessna:  550; Cracked Seat Base Assembly; ATA 2510

(Note the next Alerts entry for a similar report—Ed.)

"The upper Seat Base Assembly (P/N 5519015—15) was found cracked at the chair back attach points," states this repair station mechanic.  "Stress on the chair back and metal fatigue are the probable cause.  Also (observed) was a previous, inappropriate repair.

"This chair was repaired in accordance with STC ST01042WI."  (Seat base P/N:  5519009-21.)

 

CRACKED SEAT ASSEMBLY (VIEW 1).


CRACKED SEAT ASSEMBLY (VIEW 2).

CRACKED SEAT ASSEMBLY (VIEW 3).

(This -21 P/N reflects thirteen times in the SDRS database.)

Part Total Time:  (unknown)

 


Cessna:  550; Cracked Seat Base Assembly; ATA 2510

The previous Alerts submitter provides another seat defect report from a different airplane.  "The upper Seat base assembly (P/N 5519015-16) was found cracked at the chair back attach points (seat base P/N: 5519009-22).  Metal fatigue and stress on the chair back is the probable cause.  This chair was repaired in accordance with STC STO1042WI."

(Note:  extra "plywood" has been eliminated from the following photos to save a little space—Ed.)

CRACKED SEAT ASSEMBLY (VIEW 1).

CRACKED SEAT ASSEMBLY (VIEW 2).


CRACKED SEAT ASSEMBLY (VIEW 3).

CRACKED SEAT ASSEMBLY (VIEW 4).

(The -22 P/N is found in the SDRS database eleven times.)

Part Total Time:  (unknown)

 


Cessna:  550B; Failed Landing Gear Retraction; ATA 3230

A submission from a corporate charter operation reads, "After departure from (the airport) the crew was unable to retract the landing gear. The left main gear initially retracted—then returned to a down and locked position.  The right (main gear) and nose landing gear operated normally.  After completing the gear malfunction checklist, the crew returned to (the airport) for a normal approach and landing.

"Upon inspection, the cable for the emergency release on the left main gear was found to be adjusted too tight."

(The SDRS database has six entries for this aircraft's gear up-lock actuator:  P/N:  5527504-2.)

Part Total Time:  4,375.5 hours

 

Cessna:  560; Fuel Ejector Contamination; ATA 7313

(This report references a Pratt and Whitney 535A engine.)

"After a normal start," states this mechanic, "the L/H power lever was advanced to 'taxi'—and when retarded slightly to adjust power setting, the 'low fuel pressure' annunciator was noted to be illuminated briefly, then followed by the 'L/H Fuel Pump On' annunciator.  Turning the electric fuel pump switch to 'off' and back to 'normal' extinguished the 'L/H Fuel Pump On' annunciator.  The throttle lever was advanced and retarded as before—and the problem repeated itself.  Conferring with Cessna Citation technical representatives, it was suggested to inspect the engine fuel filter (which was done).  No contaminates were found.  The fuel pump pressure switch (P/N 9912033-2) was swapped Right to Left, but the problem did not follow.  These were returned to their normal positions.  Cessna sent a maintenance team to defuel, inspect, and troubleshoot the problem.  Their results:  a small plastic fragment was found restricting the output of the L/H fuel ejector (jet) pump (P/N 9912190-5).  The aircraft was refueled, operationally and leaked checked (okay), and returned to service.  As of this writing, the (plastic) particle and its source have not been identified.  The fuel control was recently replaced on the L/H engine—this may have been the source as it provides the motive flow fuel pressure to the ejector."

Part Total Time:  850.0 hours

 

Diamond:  DA20-C1; Cracked Nose Landing Gear Forks; ATA (N/A)

(Transport Canada provides the following Civil Aviation Safety Alert.)


TRANSPORT CANADA CIVIL AVIATION ALERT


CIVIL AVIATION ALERT

(The fork assembly part number has seven entries in the SDRS database—Ed.)

Part Total Time:  (N/A)

 

HELICOPTERS

Bell:  206L (-1,-3,-4); Main Rotor Blade Fatigue Cracking; ATA (N/A)

(Transport Canada provides the following Civil Aviation Safety Alert.)


TRANSPORT CANADA CIVIL AVIATION ALERT


CIVIL AVIATION ALERT


(The -107 part number has ninety entries in the SDRS database—Ed.)

Part Total Time:  (N/A)

 

POWERPLANTS

Pratt & Whitney:  PW610F-A; Coked Combustion Liner; ATA 7250

(This engine report references an Eclipse EA500 business jet aircraft.)

An FAA inspector writes, "(This aircraft) developed a problem with the left engine temperature running high, followed by a 'left engine exceed' CAS (Crew Alerting System) message.  The pilot reduced power on that engine hoping to reduce its temperature—but the temperature continued to climb.  The engine was shut down, and then he notified (the destination's ATC) Air Traffic Control center.  The aircraft was flying at FL 370 (flight level 37,000) when the call was made.  The (flight) was diverted to an (alternate) airport due to the loss of the left engine, landing without incident."  (Here the engine was replaced by Pratt and Whitney.)

"Airworthiness Directive AD 2008-24-07 limits this aircraft to FL 370—higher altitudes cause this aircraft engine to quickly produce hard carbon buildup (coking)." 

(Given the aircraft was operating within its altitude parameters, what caused the coking?  Answer:  Since this defect report submission early last year, AD 2008-24-07 has been superseded by AD 2011-06-06, lowering the maximum operating altitude to 30,000 feet.  Reference:

http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgAD.nsf/0/2cc04439cdf7038e8625784f0051ba17/$FILE/2011‑06‑06.pdf  

Only one paper-scanned photo survived multiple e-mail transmissions sufficiently well to show some of the coke (carbon) buildup on what appears to be the turbine's rotor or stator—Ed.)


A "COKED" ROTOR/STATOR

Part Total Time:  26.8 hours

 

ACCESSORIES

Aerosekur Floats: Series 109-0900-15; Unapproved Repairs; ATA 3212

The Quality Control department for a repair station submitted this report.  "(Our shop) received several Aerosekur Emergency Flotation Systems used on Agusta A109 helicopters.  During inspection/evaluation, unapproved repairs were found to have been incorporated into these emergency float assemblies.  In accordance with Aerosekur Component Maintenance Manual (CMM) 25-61-01, section 6, D, Repairs (it states):  'Use no more than three patches per float.'  The floats received had up to eleven (and as little as seven) patches on each float.  (Additionally), the float stowage pack-board/metallic structures had been modified with an unapproved coating/paint, and the Return to Service documentation (from a previous repair station; March 2009) referenced technical data that was out of revision (CMM 25-61-01, revision 01).  Revision 3 was issued in March 2004."

Part(s) Total Time:  (various)

 

Kelly Alternator:  ALU8521; Broken Brush-block Wire; ATA 2421

(This report references a Diamond DA40 aircraft sporting a Lycoming IO360 engine.)

A repair station technician states, "This alternator failed in flight.  (I) found the brush-block wire broken."


BROKEN WIRE ON THIS ALTERNATOR'S BRUSH-BLOCK.

(There are five additional reports for this part number in the SDRS database.)

Part Total Time:  98.8 hours

 


AIR NOTES

INTERNET SERVICE DIFFICULTY REPORTING (iSDR) WEB SITE

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

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

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

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

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

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

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

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


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) 954-5313
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 System (SDRS) database. This is not an all-inclusive listing of Service Difficulty Reports. For more information, contact the FAA, Regulatory Support Division, Aviation Data Systems Branch, AFS-620, located in Oklahoma City, Oklahoma. The mailing address is:

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

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

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


Federal Aviation Administration

Service Difficulty Report Data

 

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

Control Number

Aircraft Make

Engine Make

Component Make

Part Name

Part Condition

Difficulty Date

Aircraft Model

Engine Model

Component Model

Part Number

Part Location

WS9R201110100692

 

 

 

SUN GEAR

DAMAGED

10/10/2011

 

 

 

E3037304

ENGINE

ENGINE CAME IN FOR A CHIP DETECTOR LIGHT AND METAL IN THE OIL. UPON TEARDOWN, FOUND A TOOTH MISSING FROM THE SUN GEAR.

2011FA0000696

 

LYC   

 

CARBURETOR

MISOVERHAULED

10/13/2011

 

O540*

 

105054

 

UPON INSPECTION, CARBURETOR THE THREAD SEALANT HAD BEEN APPLIED TO THE DRAIN PLUG AS WELL AS THE FUEL FITTINGS.

2011FA0000697

 

LYC   

 

CARBURETOR

MISOVERHAULED

10/14/2011

 

O540*

 

105054

 

UPON INSPECTION OF THE CARBURETOR, FOUND THAT THREAD SEALANT HAD BEEN APPLIED TO THE FILTER SCREEN ASSY AS WELL AS THE DRAIN PLUG.

DT1R2011102701

AGUSTA

 

AGUSTA

WINDOW

DEPARTED

9/28/2011

AW139

 

AW139

3G5211A00731

DOOR  

CO-PILOT DOOR WINDOW DEPARTED IN FLIGHT AT APPROX 150 KNTS. ACFT WAS SLOWED AND RETURNED TO FIELD WITHOUT INCIDENT. DOOR AND ACFT WERE NOT DAMAGED. WINDOW WAS NOT FOUND. DOOR WAS REMOVED, WIDOW SEAL AREA WAS INSPECTED AND REPAIRED TO PROPER THICKNESS FOR SEAL FIT. NEW SEAL, AND NEW WINDOW, WERE INSTALLED.

FV7R20111101001

AMD   

 

 

ELECTRONIC UNIT

FAILED

10/6/2011

FALCON2000

 

 

245604128000

 

UNIT SMOKING AND EMITTING "BURNING" SMELL. THIS UNIT WAS REMOVED FROM NR M910CS. THE CAUSE OF FAILURE IS ASSIGNABLE TO AN INTERNAL COMPONENT FAILURE Q14 LOCATED ON THE CPU ASSY. ENGINEERING HAS BEGUN A FAILURE ANALYSIS TO IDENTIFY THE ROOT CAUSE. SIMILAR COMPONENTS HAVE BEEN SENT TO THE MFG TO ANALYZE THE PARTS TO SEE IF THEY ARE BUILT IAW SPECIFICATION AND DO NOT PRESENT ANY FORM OF LATENT DEFECT. OPEN

2011FA0000718

AMTR

ROTAX

 

LINE

FAILED

10/21/2011

AVIDMARKIV

ROTAX582

 

 

OIL COOLER

PROBLEM OCCURED ON SUPPLY LINE TO OIL COOLER ON AN EXPERIMENTAL AIRCRAFT. HOSE CLAMP HOLDING AUTOMOTIVE TYPE OIL HOSE TO BARBED FITTING ON OIL COOLER WAS MOUNTED TO CLOSE TO END OF FITTING. HOSE DEVELOPED A HOLE NEXT TO THE HOSE CLAMP WHICH CAUSED THE OIL TO BE PUMPED OUT.

2011FA0000705

AMTR

 

 

STEERING SYS

DISCONNECTED

10/27/2011

HP14TBRYAN

 

 

 

ZONE 100

MID SHIP STEERING WHEEL LINK BROKE CAUSING AIRCRAFT TO VEER LT ON LANDING.

2011FA0000674

BEECH

PWC   

 

SHUTOFF VALVE

FAILED

10/10/2011

1900D

PT6A67AG

 

 

FUEL SYSTEM

ENROUTE, EXPERIENCED A FAILURE ON THE RT ENGINE. RED MASTER WARNING LIGHT FLASHING, FUEL LOW PRESSURE, OIL LOW PRESSURE LIGHT AND A YAW TO THE RT. FAILURE WAS CONFIRMED WITH INSTRUMENTS. COMPLETED CHECKLIST. AN AIR-START WAS CARRIED OUT ACCORDING TO ABNORMAL CHECKLIST. RESTART WAS SUCCESSFUL & THE FLIGHT COMPLETED WITH BOTH ENGINES. AFTER TOUCHDOWN, DURING TAXI, ENGINE FAILED AGAIN WITH FUEL LOW PRESSURE, OIL LOW PRESSURE ANNUNCIATOR & A AMBER FUEL SHUTOFF VALVE ANNUNCIATOR LIGHT. REPLACED THE FIREWALL SHUTOFF SYS TEE HANDLE ASSY, ACFT HAS CONTINUED TO OPERATE WITH NO FURTHER INCIDENTS.

2011FA0000706

BEECH

LYC   

 

STRUCTURE

MISINSTALLED

10/26/2011

23   

O320*

 

 

RT WING

ON 1/2011 DURING A WALK AROUND PRIOR TO AN ANNUAL INSPECTION THE RT WING LE WAS FOUND LOOSE. INSPECTION OF THIS AREA DISCLOSED THAT THE LE WAS MISINSTALLED. THE DISCREPANCY WAS CORRECTED.

2011FA0000679

BEECH

 

 

ARM   

BROKEN

9/17/2011

58   

 

 

3582517213

NLG  

NOSE GEAR ARM FAILED ON EXTENSION OF GEAR ON APPROACH. PILOT REPORTED HEARING A BANG AND COULD NOT GET A NOSE GEAR DOWN INDICATION. AFTER A FLY BY AND ATTEMPTS TO EXTEND THE GEAR, IT WAS DETERMINED THE NOSE GEAR WOULD NOT COME DOWN AND LOCK, ON LANDING, THE NOSE GEAR COLLAPSED AND CAUSED SIGNIFICANT DAMAGE TO THE ACFT INCLUDING PROPELLER STRIKES AND SUDDEN STOPPAGES OF BOTH ENGINES. ACTUAL CAUSE OF PART FAILURE HAS NOT BEEN DETERMINED AT THIS TIME.

2011FA0000723

BEECH

 

 

SPAR

CRACKED

11/2/2011

A200

 

 

 

WINGS

INSPECTION OF FLEET ACFT SN IN THE BC AND BD RANGE HAVE REVEALED CRACKING OF THE MAIN WING SPAR WEB IN CARRY THROUGH OPENINGS AND END CAP SUPPORTS. IN THE WHEEL WELL AREA, THERE ARE 2 OPENINGS IN THE WING SPAR WEB FOR FUEL AND HYD LINE PASSAGE. ONE OPENING IS A RECTANGLE APPROX 3" X 6" AND THE OTHER OPENING IS A CIRCULAR HOLE APPROX 1.5" IN DIAMETER. INSP OF THESE AREAS HAVE REVEALED CRACKS EMANATING FROM THE CORNER RADIUS OF THE RECTANGULAR OPENING AND CRACKS EMANATING FOR THE CIRCULAR HOLE. MANY OF THE CRACKS TERMINATE AT AN ADJACENT RIVET HOLE. AS MANY AS 4 CRACKS IAW OPENING HAVE BEEN FOUND, BUT TYPICALLY ONLY 1 OR 2 ARE FOUND. THE OEM REPAIR FOR CRACKS IN THE SPAR WEB OPENINGS HAS BEEN TO BLEND OUT THE CRACKED AREA OR STOP DRILL IT, AND ADD A DOUBLER OVER THE ENTIRE AREA (APPROX 1 SQUARE FOOT). 17 ACFT HAVE BEEN FOUND TO HAVE CRACKS IN THESE AREAS. ADDITIONAL CRACKS HAVE BEEN FOUND IN THE SPAR END CAP SUPPORT, (PN 101-120025-83 LT) AND (101-120025 RT). THE END CAP SUPPORT PROVIDES A STRUCTURAL ATTACHMENT POINT FOR THE LANDING GEAR ACTUATOR FITTING TO THE SPAR. THE CRACKS IN THE SPAR END CAP SUPPORT HAVE PRIMARILY BEEN IN THE LT AND RT VERTICAL CORNERS OF WHERE THE SUPPORT ATTACHES TO THE SPAR. THE CRACKS VARY IN LENGTH FROM .2500" TO 3" LONG. INSP OF THESE AREAS REQUIRES USE OF A BRIGHT LIGHT AND MIRROR. THE OEM HAS NOT APPROVED A REPAIR OF THE SUPPORT AND IT REQUIRES REPLACEMENT IF FOUND CRACKED. 12 ACFT HAVE BEEN FOUND TO HAVE CRACKED SUPPORTS, EITHER ON THE LT OR RT SIDE.

2011FA0000721

BEECH

 

 

STRUCTURE

CRACKED

11/1/2011

A200C

 

 

 

MLG WW

DURING TROUBLESHOOTING OF AN OIL LEAK ON ACFT, A CRACK WAS FOUND IN THE UPPER LT WHEELWELL, ABOVE THE LANDING GEAR FENDER. FOUND 3 ADDITIONAL CRACKS IN THE LT WHEELWELL SIDE WALL STRUCTURE LIGHTENING HOLE. ALL 4 CORNERS OF LIGHTENING HOLE WERE CRACKED. THE LOWER FWD CORNER IS CRACKED THROUGH THE OUTER AND INNER DOUBLERS AND YOU CAN VISUALLY SEE SEPARATION. THE OTHER 3 CORNERS ARE CRACKED BUT NOT TO THE SAME DEGREE AS THE FIRST. SIMILAR CRACKS FOUND IN THE RT MAIN GEAR WELL ALSO. INSP OF 14 ADDITIONAL ACFT FOUND CRACKS ON 6 ACFT. CAUSE OF CRACKING IS UNDETERMINED, HOWEVER THESE ACFT HAVE HIGH USAGE AS TRAINERS. ADDITIONALLY, PROP BALANCE ISSUES MAY ALSO BE A CONTRIBUTING FACTOR.

2011FA0000722

BEECH

 

MCAULY

BETA TUBE

OUT OF ADJUST

11/2/2011

A200C

 

 

 

PROPELLER

THE NR 2 PROPELLER WAS REPLACED WITH AN O/H PROPELLER. GROUND RUNS REVEALED NO DISCREPANCIES AND THE ACFT WAS RETURNED TO SERVICE. THE ACFT FLEW A MISSION AND UPON RETURN THE CREW HAD A PROPELLER REVERSE THRUST WRITE-UP ON THE NR 2 PROPELLER. AFTER TROUBLESHOOTING, IT WAS DISCOVERED THAT A BETA ROD BLOCKING PIN WAS MISSING, UPON FURTHER INVESTIGATION, ALL 4 BETA RODS WERE FOUND TO BE SET AT DIFFERENT LENGTHS. PROPELLER WAS REMOVED AND RETURNED TO O/H FACILITY FOR REPAIR.

2011FA0000729

BEECH

CONT

 

CIRCUIT BREAKER

FAILED

11/3/2011

F33A

IO520BB

 

35380132103

BEACON

PILOT REPORTED BEACON LIGHT INOPERATIVE. TROUBLESHOOTING FOUND CIRCUIT BREAKER TO BE AT FAULT. AD 2008-13-17 HAD BEEN COMPLETED 1994 FLIGHT HOURS PRIOR. NO PROBABLE CAUSE OR RECOMMENDATIONS AT THIS TIME.

2011FA0000716

BEECH

 

 

CONTROL CABLE

MISROUTED

10/28/2011

V35A

 

 

 

RUDDERVATOR

DURING THE PERFORMANCE OF AN ANNUAL INSPECTION, FOUND THE RT RUDDERVATOR TRIM CONTROL CABLE WAS ROUTED INCORRECTLY AND HAD CUT THROUGH THE RT RUDDERVATOR CONTROL TUBE APPROX 75 PERCENT. THE TUBE ALSO HAS SIGNS OF A CRACK ORIGINATING FROM THE DAMAGED SECTION OF THE TUBE (CUT AREA) AND HAD BEGUN TO BEND AS A RESULT OF WEAKENING OF THE TUBE AS IT WAS CUT. THERE WERE NO MX ENTRIES NOTED IN THE LOG BOOK TO BE ABLE TO DETERMINE WHEN THIS MAY HAVE OCCURRED.

CHIR2011100300001

BOEING

 

BOEING

BEARING

SPALLED

10/3/2011

234   

 

 

114DS2511

TRANSMISSION

THE TRANSMISSION SHOP WAS INSPECTING THE AFT TRANSMISSION THAT WAS IN FOR REPAIR. THE MECHANIC FOUND THE INNER RACE OF THE BEARING SPALLED BADLY. THERE WERE NO OTHER INDICATIONS OF ANY OTHER PROBLEMS WITH THE BEARING DUE TO BEING INSTALLED IMPROPERLY.

ABXR2011110700049

BOEING

 

 

ATTACH FITTING

CORRODED

11/7/2011

727230

 

 

651767313

ZONE 700

DURING NLG REPLACEMENT FOUND OTBD FACE OF NARROW LUG OF NLG DRAG BRACE ATTACH FITTING CORRODED. REPAIRED IAW SRM AND EA NR 2357-5301.

ABXR2011110700050

BOEING

 

 

SUPPORT FITTING

CORRODED

11/7/2011

727230

 

 

651767640

NLG  

DURING NLG REPLACEMENT, FOUND RT NLG SUPPORT FITTING CORRODED AT AFT BOLT HOLE SPOT FACE. REPLACED FITTING IAW SB727-53-0119.

IU6R20111024001

BOEING

 

 

MANIFOLD

CRACKED

10/24/2011

737   

 

 

654484515

PCU  

PCU MANIFOLD HOUSING CRACKED AT FILTER BOWL PORT.

2011FA0000698

BOEING

 

 

SLIDE

DAMAGED

10/25/2011

737   

 

 

5A33075

 

DURING PRELIMINARY INSPECTION OF EVACUATION SLIDE DAMAGED

DU4R20111018014

BOEING

 

 

CREASE BEAM

CORRODED

10/18/2011

737524

 

 

 

BS 967-1006

DURING SCHEDULED INSPECTION, FOUND SEVERAL AREAS OF CORROSION BS 967-1006 CREASE BEAM.

DU4R20111019017

BOEING

 

 

SHEAR WEB

CUT   

10/19/2011

737524

 

 

 

BS 312

DURING SCHEDULED INSPECTION, FOUND LEFT BS 312, LBL 65 SHEAR WEB CUT.

DU4R20111115018

BOEING

 

 

FLOORBEAM

CORRODED

11/15/2011

737524

 

 

 

BS 312

DURING SCHEDULED INSPECTION, FOUND CORROSION ON FWD CABIN FLOORBEAM BS 312, RBL 12 TO LBL 56.

2011FA0000678

CESSNA

CONT

 

BULKHEAD

CRACKED

9/24/2011

150L

O200A

 

04500465

PROP SPINNER

THE BULKHEAD WAS INSTALLED ON 5/5/2007, 1476.4 TT. ON LATEST INSPECTION, A CRACK WAS DISCOVERED AT THE BASE OF THE PROPELLER HUB. ON REMOVAL OF PROPELLER, IT WAS DISCOVERED THAT SEVERE CRACK WENT 85 PERCENT THE WAY AROUND THE CENTER OF THE BULKHEAD. SPINNER AND PROPELLER REMAIN UNDAMAGED. THE ORIGINAL BULKHEAD FROM THE FACTORY LASTED 5808.7 HRS BEFORE A CRACK BEGAN TO FORM. THE REPLACEMENT BULKHEAD WAS INSTALLED AND INSPECTED IAW SRM WITH THE PROPER PRELOAD ON THE SPINNER. TO PREVENT CATASTROPHIC FAILURE, MANDATORY PROPELLER REMOVAL SHOULD TAKE PLACE AT LEAST EVERY 200 HOURS OF OPERATION FOR A MORE THOROUGH INSPECTION OF THE BULKHEAD.

2011FA0000688

CESSNA

LYC   

 

TACHOMETER

INOPERATIVE

10/18/2011

152   

O235L2C

 

D11125025

INSTRUMENT PANEL

ACFT IN SHOP FOR ANNUAL INSPECTION. REPLACED MALFUNCTIONING TACHOMETER WITH A NEW TACHOMETER, PN D1-112-5025, SN 25479. FAA-PMA. RAN THE ENGINE--TACHOMETER READINGS WERE VERY SLUGGISH AND WITH SEVERE LAG. TACHOMETER REMOVED FROM THE ACFT AND RETURNED TO THE DISTRIBUTER FOR A REPLACEMENT. ANOTHER NEW TACHOMETER WAS RECEIVED AND INSTALLED. SAME PN WITH SN 25521. TACHOMETER OPERATION APPEARED NORMAL AND THE ACFT WAS RETURNED TO SERVICE. THE OWNER/PILOT REPORTED THAT ON THE WAY TO HIS HOME AIRPORT THIS TACHOMETER WAS NOT RECORDING THE FLIGHT HOURS. HE WAS ADVISED TO REMOVE THE TACHOMETER AND SEND IT BACK TO THE MFG FOR WARRANTY REPAIR. (THE TACH DRIVE CABLE WAS INSPECTED DURING THE ANNUAL INSPECTION, AND FOUND TO BE IN GOOD WORKING CONDITION) SUMMARY: TWO BAD TACHOMETERS IN A ROW! THE MFG WAS CONTACTED AND COULD OFFER NO EXPLAINATIONS, OTHER THAN TO RETURN THE INSTRUMENT FOR REPAIR.

2011FA0000691

CESSNA

 

 

LATCH

FAILED

10/19/2011

162   

 

 

 

PAX DOOR

RT CABIN DOOR CAME OPEN IN FLIGHT, DOOR WAS LATCHED ON THE GROUND PROIR TO TAKEOFF. BOTH FRONT AND REAR DOOR LATCHES WERE CHECKED BEFORE TAKEOFF BY PUSHING ON CABIN DOOR HARD AFTER LATCHING DOOR. FRONT LATCH FAILED IN FLIGHT, REAR LATCH HELD FOR A SHORT PERIOD OF TIME AND THEN FAILED. THE DOOR LATCH WAS STILL IN THE LATCHED POSITION.

2011FA0000707

CESSNA

 

 

LATCH

FAILED

10/2/2011

162   

 

 

 

PAX DOOR

RIGHT CABIN DOOR CAME OPEN IN FLIGHT. DOOR WAS LATCHED ON THE GROUND PRIOR TO TAKEOFF. BOTH FRONT AND REAR DOOR LATCHES WERE CHECKED BEFORE TAKEOFF BY PUSHING ON CABIN DOOR, HARD AFTER LATCHING DOOR. FRONT LATCH FAILED IN FLIGHT. REAR LATCH HELD FOR A SHORT PERIOD OF TIME AND THEN FAILED. THE DOOR LATCH HANDLE WAS STILL IN THE LATCHED POSITION.

2011FA0000709

CESSNA

 

 

BATTERY  

LEAKING

10/24/2011

172   

 

 

 

 

THE BATTERY IS LEAKING AND CAUSING CORROSION WHICH HAS DESTROYED THE BATTERY BOX. THE DAMAGE HAS OCCURRED SINCE THE LAST ANNUAL INSPECTION. THE CORROSION WAS FOUND BEFORE DAMAGING THE ACFT.

2011FA0000695

CESSNA

 

 

CONTROL CABLE

WORN

10/19/2011

172S

 

 

 

AILERON

INSPECTED CONTROL CABLES FOR WEAR IAW SB 11-27-05. CONTROL CABLES WORN AND REPLACED.

NX4R201111010024

CESSNA

 

 

CONTROL CABLE

FRAYED

11/1/2011

172S

 

 

0510105360

AILERONS

DURING A ROUTINE INSPECTION, THE AILERON PRIMARY CABLE, PN-0510105-360, WAS FOUND WORN AND FRAYED WHERE IT PASSES THROUGH THE SMALL NYLON PULLEYS AT FS 65.33.

NX4R2011110100023

CESSNA

LYC   

 

CONTROL CABLE

FRAYED

11/1/2011

172S

IO360L2A

 

0510105360

AILERONS

DURING A ROUTINE INSPECTION, THE AILERON PRIMARY CABLE, PN-0510105-360, WAS FOUND WORN AND FRAYED WHERE IT PASSES THROUGH THE SMALL NYLON PULLEYS AT FS 65.33.

M36R20111026004

CESSNA

PWA   

 

VERNATHERM

DETACHED

10/26/2011

208B

PT6A114A

 

723655

 

WHILE IN CRUISE THE PILOT REPORTED ENGINE OIL INDICATORS SHOWING OIL PRESSURE LOWER AND TEMPERATURE HIGHER THAN NORMAL. LATER UPON REMOVAL AND INSPECTION OF THE ENGINE OIL COOLER VERNATHERM IT WAS NOTED THAT IT HAD STARTED TO COME APART DUE TO THE FAILURE OF AN INTERNAL SNAP RING. THIS CAUSED A RESTRICTION OF THE ENGINE OIL COOLING SYS RESULTING IN THE ABNORMAL READINGS. WHEN THE VERNATHERM WAS REPLACED THE ENGINE OIL PARAMETERS RETURNED TO NORMAL.

2011FA0000683

CESSNA

 

 

SKIN

CRACKED

10/14/2011

310R

 

 

08220009

ZONE 600

A CRACK OF APPROX 8-9 INCHES WAS FOUND IN UPPER INBD RT WING SKIN AND A 6-7 INCH CRACK FOUND IN UPPER INBD OF LT WING SKIN. THIS CRACK WAS LOCATED ON INTERIOR SIDE OF BOTH WING NACELLE LOCKERS, UNDERNEATH THE CARPET, AT INBD SIDE OF RIB WHICH SUPPORTS UPPER MLG SIDE BRACE SUPPORT BRACKET. THE CRACK WAS NOT VISIBLE FROM UNDER SIDE OF SKIN IN WHEEL WELL. THERE IS A CESSNA SB MEB 08-3 WHICH PERTAINS TO THIS AREA, BUT DOES NOT REALLY SPECIFY BY PICTURE PROVIDED IN SB. THE PICTURE SHOWS A LOCATION INBD OF WING NACELLE LOCKER OF APPROX 3 INCHES. THESE CRACKS WERE INTERIOR OF WING NACELLE LOCKER UNDERNEATH THE CARPET. THE CRACKS WERE FOUND DURING THE START OF LANDING GEAR RIGGING CHECK. NOTICE A SMALL SUSPICIOUS PATCH IN BOTH WHEEL WELLS. MOVEMENT OR DEFLECTION OF SKIN WAS NOTICED WHILE APPLYING PRESSURE UPWARD ON SKIN, AFTER FURTHER INVESTIGATION AND CARPE REMOVAL, THESE CRACKS WERE FOUND IN SIDE BOTH WING NACELLE LOCKERS. TECH REP AND ENGINEERING DEPARTMENT ERE NOTIFIED. THEIR RECOMMENDATION FOR REPAIR IS TO REPLACE THE SKIN THAT IS CRACKED. THIS ACFT IS OF HIGH TIME AND SEVERAL YEARS OLD. THE CAUSE IS REALLY UNKNOWN AS TO WHY THE SKINS ARE CRACKING. IT COULD BE FROM MAIN LANDING GEAR IMPROPER RIGGING, OR A RESULT OF A HARD LANDING THAT WAS NOT REPORTED TO ANY MX FACILITY. THERE IS NO INDICATION OF ANY OTHER DAMAGE NOTED IN THE ACFT OR LANDING GEAR AREA. THE LANDING GEAR TENSIONS WERE SLIGHTLY OUT OF RIG, ONE SIDE BEING SLIGHTLY HIGHER, AND THE OPPOSITE SIDE SLIGHTLY LOWER THAN WHAT THE ACFT MM RECOMMENDS. A COMPLETE LANDING GEAR RIGGING WILL BE PERFORMED AFTER ALL REPAIRS HAVE BEEN ACCOMPLISHED.

2011FA0000684

CESSNA

 

 

SKIN

CRACKED

10/14/2011

414   

 

 

08220009

ZONE 500

AFTER FINDING SIMILAR ACFT WITH SIMILAR ISSUES, PERFORMED A VISUAL INSP OF BOTH RT AND LT UPPER INBD RT WING SKIN AND LT WING SKIN FROM WHEEL WELL AREA AND NOTED CRACKS IN SKIN, (APPROX 2-3 INCHES IN LENGTH), IN AREA OF RIB THAT ATTACHES UPPER MLG SIDE BRACE SUPPORT BRACKET. ACCESSED AND REMOVED CARPET FROM INSIDE OF LT WING NACELLE LOCKER TO VISUALLY INSPECT SKIN FROM THE UPPER SIDE OF SKIN AND DETERMINED THERE IS A CRACK APPROX 6 INCHES IN LENGTH JUST OTBD OF RIB. THE VIEW UPPER SIDE OF RT SKIN IS BLOCKED BY AIR CONDITIONER CONDENSER AND PLUMBING. REMOVAL OF AIR CONDITIONER SYS WILL BE REQUIRED TO VIEW SKIN. SB MEB 08-3 AGAIN STATES LOOKING IN AREA FOR CRACKS, BUT THEIR VISUAL PICTURES IN THE SB INFORMS YOU TO INSPECT INBD OF WING NACELLE LOCKER OF APPROX 3 INCHES. THE PROBLEM OR CONDITION FOUND IS ON THE OPPOSITE OF THE RIB LOCATED INSIDE OF WING NACELLE LOCKERS. REPORTS HAVE BEEN MADE AND SENT OFF TO TECH REP AND ENGINEERS. NO WORD HAS COME BACK ON THIS ACFT, BUT OTHER ACFT THAT WAS REPORTED, THEIR RECOMMENDATION WAS TO REPLACE SKIN. SO THAT IS WHAT WE WILL DO TO THIS ACFT ALSO. AT LAST INSPECTION, LANDING GEAR RIGGING TENSIONS WERE CHECKED AND FOUND TO BE WITHIN LIMITS. NO HARD LANDINGS WERE REPORTED BY PILOT. MY RECOMMENDATION IS TO REMOVE CARPET IN WING NACELLE LOCKERS DURING INSPECTIONS OF SB MEB 08-3 IF THEIR IS NO CRACKS NOTED FROM WHEEL WELL AREA. ACFT THAT HAVE AIR CONDITIONING OR FUEL TANKS IN WING LOCKERS WILL REQUIRE SOME OTHER METHOD TO INSPECT TOP SIDE OF SKINS.

2011FA0000760

CESSNA

 

 

SHAFT

SHEARED

11/11/2011

550   

 

 

55651915

FLAP ACTUATOR

FLAP ACTIVATION SHAFT FOUND SHEARED WHILE PERFORMING PHASE 1 INSP TASK 07-51-00-710. FLAP MOTOR OPERATIONAL CHECK. NO OBVIOUS REASONS FOR SHAFT TO SHEAR FOUND. NO OBVIOUS REASON FOR SHAFT TO SHEAR FOUND. NO OTHER DEFECTS NOTED.

2011FA0000727

CESSNA

 

 

ANNUNCIATOR

SHORTED

9/13/2011

560CESSNA

 

 

991211912

WINDSHIELD OVRHT

WINDSHIELD OVERHEAT ANNUNCIATOR SHORTED INTERNALLY INSIDE THE ANNUNCIATOR PANEL.

CWQR2011110925

CESSNA

 

 

TORQUE TUBE

CRACKED

11/9/2011

560CESSNA

 

 

55421029

NLG  

DURING A SCHEDULED INSPECTION, FOUND THE NLG DOOR TORQUE TUBE CRACKED AT THE MOUNT BOLT PIVOT PLATE. . R & R TORQUE TUBE.

CWQR2011110926

CESSNA

 

 

TORQUE TUBE

CRACKED

11/9/2011

560CESSNA

 

 

55421029

ZONE 700

DURING A SCHEDULED INSPECTION, FOUND THE NLG DOOR TORQUE TUBE CRACKED AT THE MOUNT BOLT PIVOT PLATE IN 2 PLACES. R & R TORQUE TUBE.

CWQR2011101823

CESSNA

 

 

ANGLE

CRACKED

10/18/2011

560XL

 

 

665360162

APU COWL

DURING A SCHEDULED MX CHECK, ANGLE WAS FOUND CRACKED THROUGH THE FREE FLOATING LEG INTO THE ANGLE RADIUS, THIS CRACK WAS 4 INCHES FROM THE END OF THE PART. THE ANGLE WAS REPLACED WITH A NEW PART.

CWQR2001101824

CESSNA

 

 

ANGLE

CRACKED

10/18/2011

560XL

 

 

665360162

APU COWL

DURING A SCHEDULED MX CHECK, ANGLE WAS FOUND CRACKED THROUGH THE FREE FLOATING LEG INTO THE ANGLE RADIUS, THIS CRACK WAS 4.2 INCHES FROM THE END OF THE PART. THE ANGLE WAS REPLACED WITH A NEW PART.

CWQR2011111027

CESSNA

 

 

TUBE

CRACKED

11/10/2011

750   

 

 

671440237

ANTI ICE SYSTEM

CREW REPORTED A LT WING HOT CAS MESSAGE. AFTER REMOVING THE L/E, FOUND LOOSE INSULATION AND TAPE. REMOVED INSULATION AND FOUND 1.59541675 INCH CRACK IN THE TUBE BEND RADIUS. INSTALLED NEW TUBE ASSY.

CWQR2011111028

CESSNA

 

 

TUBE

CRACKED

11/10/2011

750   

 

 

671440238

ZONE 700

CREW REPORTED A LT WING HOT CAS MESSAGE. AFTER REMOVING THE L/E, FOUND LOOSE INSULATION AND TAPE. REMOVED INSULATION AND FOUND 1.85 INCH CRACK IN THE TUBE BEND RADIUS. INSTALLED NEW TUBE ASSY.

2011FA0000702

CIRRUS

CONT

 

CRANKCASE

CRACKED

10/26/2011

SR20

IO360ES

 

 

ENGINE

CRANKCASE CRACKED JUST AFT AND ABOVE NR1 ALTERNATOR MOUNT AREA AND LEAKING.

2011FA0000734

CIRRUS

CONT

 

PISTON

MISMANUFACTURED

8/26/2011

SR22

IO550N

 

 

 

IMPROPER PISTON SKIRT MACHINING CAUSED PISTON CONTACT WITH CONNECTING ROD AND CRANK SHAFT. PISTON, PN 654857C. NEED IMPROVED QA IN MACHINING.

2011FA0000700

CIRRUS

CONT

 

CYLINDER HEAD

CRACKED

10/26/2011

SR22

IO550N

 

658178A2BP

ENGINE

NR 4 CYLINDER FOUND CRACKED FROM SPARK PLUG HOLE TO FUEL INJECTOR AND LEAKING.

2011FA0000701

CIRRUS

CONT

 

CYLINDER HEAD

CRACKED

10/26/2011

SR22

IO550N

 

658178A2BP

ENGINE

NR 6 CYLINDER CRACKED FROM SPARK PLUG HOLE TO FUEL INJECTOR AND LEAKING.

2011FA0000728

CIRRUS

CONT

 

DISTRIBUTOR GEAR

BROKEN

11/3/2011

SR22

IO550N

 

10357586

MAGNETO

THIS MAGNETO HAD UNDERGONE A 500 HOUR INSP PRIOR TO FAILURE OF THE COMPONENT SOME 100 TO 150 OPERATING HOURS LATER (AFTER INSPECTION). THIS MAGNETO WAS INSPECTED IAW THE SYSTEM SUPPORT MANUAL. THE MAGNETO WAS OPENED AND THE DISTRIBUTOR GEAR WAS FOUND WITH SEVERAL GEAR TEETH BROKEN AWAY FROM THE GEAR. THE TEETH WERE RETAINED INSIDE THE MAGNETO CASE. NO OTHER PARTS WERE FOUND OUT OF PLACE INSIDE THE MAGNETO CASE. THIS MAGNETO WAS DOCUMENTED TO HAVE APPROX 1000 TOTAL HOURS OF OPERATION.

2011FA0000690

CNDAIR

 

 

SIGNAL COND UNIT

FAILED

9/1/2011

CL6002B16

 

 

476675120

LT ENGINE

PART WAS RECEIVED DEAD ON ARRIVAL AFTER REPAIR. DURING INSTALL, ALL LT ENGINE DIGITAL INSTRUMENTS AND RT ENGINE LED INSTRUMENTS WERE FULL BRIGHT AND UNCONTROLLABLE ALONG WITH ALL FUEL QUANTITY INDICATIONS EXCEPT FOR TOTALIZER.

EBVD201110040193

CNDAIR

 

 

ACTUATOR

WORN

10/4/2011

CL6002B16

 

 

60093000114

RT WING TE FLAP

FLAP ACTUATOR FAILED END PLAY CHECK.

EBVD201110040194

CNDAIR

 

 

ACTUATOR

WORN

10/4/2011

CL6002B16

 

 

60093000116

RT WING TE FLAP

RT WING TE FLAP ACTUATOR FAILED END PLAY CHECK.

2011FA0000724

CNDAIR

GE   

 

BLEED AIR SYS

CONTAMINATED

11/2/2011

CL6002B16

CF34*

 

 

 

SEVERAL DAYS AFTER A ENGINE COMPRESSOR WASH WAS COMPLETED, IN WHICH THE MM PROCEDURES WERE FOLLOWED FOR ENGINE RUNS AFTER A COMPRESSOR WASH THE ACFT DEPARTED AND AFTER SWITCHING FROM APU BLEED AIR TO ENGINE BLEED AIR THE CABIN FILLED WITH SMOKE FROM RESIDUAL COMPRESSOR WASH SOLUTION.

JR2R2011102600525

CNDAIR

 

 

WEB   

CRACKED

10/26/2011

CL6002C10

 

 

601R31707111

PAX DOOR

PAX DOOR WEB CRACKED AND DEFORMED AT TOP FOLDING STEP. REMOVED AND REPLACED AFT WEB IAW CRJ-700 51-42-06 AND 51-42-10.

JR2R2011102600526

CNDAIR

 

 

DIAPHRAGM

CORRODED

10/26/2011

CL6002C10

 

 

SH670320754

FUSELAGE

RT DIAPHGRAM FWD OF E&E ACCESS DOOR CORRODED JUST RIGHT OF STRINGER 27. REMOVED AND REPLACED DIAPHGRAM IAW CRJ-700 SRM 51-42-06 AND 51-42-21.

JR2R2011102600527

CNDAIR

 

 

DIAPHRAGM

CORRODED

10/26/2011

CL6002C10

 

 

SH670320754

FUSELAGE

LT DIAPHGRAM FWD OF E&E ACCESS DOOR CORRODED JUST LEFT OF STRINGER 27. REMOVED AND REPLACED DIAPHGRAM IAW CRJ-700 SRM 51-42-06 AND 51-42-21.

JR2R2011102600528

CNDAIR

 

 

DOUBLER

CORRODED

10/26/2011

CL6002C10

 

 

0502024T3

FUSELAGE

ANTENNA DOUBLER CORRODED BETWEEN FRAME STATIONS 295 AND 310 IN THE FWD E&E BAY.

JR2R2011103100555

CNDAIR

 

 

SEAT TRACK

CORRODED

11/1/2011

CL6002D24

 

 

690373851

ZONE 100

LEFT SEAT TRACK NR 6 CORRODED. R & R IAW AMM 53-00-49.

JR2R2011101400465

CNDAIR

 

 

ANGLE

CORRODED

10/14/2011

CL6002D24

 

 

CC67033292135

FUSELAGE

FS 280 FLIGHTDECK FLOOR LANDING ANGLE CORRODED. REMOVED AND REPLACED FS 280 FLIGHTDECK FLOOR LANDING ANGLE IAW CRJ900 SRM 51-42-21.

JR2R2011101400466

CNDAIR

 

 

WEB   

CORRODED

10/14/2011

CL6002D24

 

 

CC670341706

FUSELAGE

RT 280 WEB CORRODED. REMOVED AND REPLACED RT STA 280 WEB IAW CRJ 900 SRM 53-11-10.

JR2R2011101400467

CNDAIR

 

 

WEB   

CORRODED

10/14/2011

CL6002D24

 

 

SH670320041

FUSELAGE

WEB HAS CORROSION AT STRINGER 20R JUST BELOW SERVICE DOOR OPENING, BETWEEN FRAMES 349.00 AND 333.00. REMOVED AND REPLACED WEB IAW CRJ 900 SRM 51-42-21.

JR2R2011101400468

CNDAIR

 

 

WEB   

CORRODED

10/14/2011

CL6002D24

 

 

SH670320041

FUSELAGE

STRINGER 20R AND WEB HAS CORROSION BETWEEN FRAMES 319.00 AND 310.00 IN FWD E&E BAY. REMOVED AND REPLACED WEB IAW CRJ 900 SRM 51-42-21.

JR2R2011102000478

CNDAIR

 

 

STRINGER

CORRODED

10/20/2011

CL6002D24

 

 

SH670316341

FUSELAGE

STGR 26L HAS CORROSION BETWEEN FRAMES 295 AND 280 IN THE FWD E&E BAY. REMOVED AND REPLACED STGR 26L FS 280 TO 333 IAW CRJ 900 SRM 51-42-06 AND 51-42-21.

JR2R2011102000490

CNDAIR

 

 

STRINGER

CORRODED

10/20/2011

CL6002D24

 

 

SH690313581

FUSELAGE

STGR 24R HAS CORROSION BETWEEN FRAMES 349 AND 333 IN THE FWD E&E BAY. REPAIRED STRINGER 24R IAW CRJ900 RO CRJ9-53-0835.

2011FA0000726

DIAMON

ROTAX

 

ATTACH BOLT

SHEARED

10/18/2011

DA20A1

ROTAX912S3

 

TAS108

VALVE COVER

THE SINGLE BOLT THAT HOLDS VALVE COVER ON THE NR 2 CYLINDER SHEARED IN FLIGHT. ALL OIL LEFT THE ENGINE. EMERGENCY LANDING IN A FIELD.

2011FA0000699

GULSTM

GARRTT

 

STRUT

CRACKED

10/26/2011

690B

TPE331*

 

ES12394

MLG  

LEFT MAIN GEAR STRUT WAS FLAT, TRIED TO SERVICE, WHEN WE APPLIED NITROGEN PRESSURE HYDRAULIC FLUID CAME OUT OF A 3 INCH LONG CRACK IN THE STRUT BODY AND BEARING ASSY. AFTER TALKING WITH MFG THEY HAVE NEVER SEEN THIS TYPE OF FAILURE BEFORE.

2011FA0000682

GULSTM

GARRTT

 

SELECTOR VALVE

FAILED

10/12/2011

G150

TFE73140

 

71758

THRUST REVERSER

CREW WAS PERFORMING NIGHT PROFICIENCY FLIGHT. UPON 1ST LANDING, AIRCRAFT TAXIED AROUND FOR SECOND TAKEOFF. ON POWER UP FOR TAKEOFF ROLL, THE RIGHT ENGINE THRUST REVERSER HAD AN UNCOMMANDED DEPLOYMENT. CREW ABORTED TAKEOFF. RIGHT REVERSER WOULD NOT STOW. ACFT RETURNED TO HANGAR. TROUBLESHOT REVERSER SYSTEM. FOUND RT T/R SELECTOR VALVE DEFECTIVE. THE SAFETY FEATURE TO PREVENT THE THROTTLE FROM BEING ADVANCED IS CONTROLLED BY THE SELECTOR VALVE WAS ALSO INOPERABLE.

GR4D20111111009

GULSTM

 

 

LUG   

CORRODED

11/11/2011

GIV   

 

 

1159CSM2002220

ZONE 300

VERTICAL LUG CORRODED.

GR4D20111111010

GULSTM

 

 

ANGLE

CRACKED

11/11/2011

GIV   

 

 

1159B40799921B

ZONE 200

CAP ANGLE CRACKED.

2011FA0000730

GULSTM

 

 

DISPLAY

FAILED

11/3/2011

GV   

 

 

245604128000

COCKPIT

AFTER 2.5 HOURS OF GROUND AND FLIGHT OPERATION ON 10-21-2011, AN ACRID/SMOKEY ODOR WAS NOTICED IN THE COCKPIT. ALL SYS WERE FOUND TO BE OPERATING NORMALLY. APPROX 40 MINUTES LATER, SMOKE WAS OBSERVED EMANATING FROM THE PILOT'S CMC1100 EDU. THE UNIT WAS THEN IMMEDIATELY POWERED OFF AND REMOVED FROM ITS YOKE MOUNT AND REMOVED FROM THE COCKPIT. AN UNEVENTFUL LANDING WAS PERFORMED AT THE INTENDED DESTINATION. UPON RETURN TO HOME BASE THE UNIT WAS SENT (THE MFG) FOR A COMPLETE INSPECTION AND EVALUATION.

2011FA0000717

MOONEY

CONT

 

MAGNETO

FAILED

7/7/2011

M20K

TSIO360*

 

6324  

ENGINE

DURING A POST ACFT ACCIDENT ENGINE TEARDOWN IT WAS NOTED THAT THE RT MAGNETO FIRED ERRATICALLY BELOW 1400 RPM. FURTHER INVESTIGATION REVEALED THAT THE DISTRIBUTOR GEAR WAS LOOSE AND THE ROTOR GEAR WAS LOOSE. PILOT REPORTED LOSS OF POWER ON TAKEOFF.

2011FA0000685

PIAGIO

 

 

HYDRAULIC SYSTEM

FAILED

10/14/2011

P180

 

 

 

 

LOST HYD PRESSURE WHILE RETRACTING LANDING GEAR ON TAKEOFF. AFTER LANDING FOUND C/B POPPED, RESET AND OP CHECKED GOOD ON SEVERAL RETRACT TEST.

5APR2011101477Y96

PILATS

PWA   

 

MOTOR

FAULTY

10/14/2011

PC1245

PT6A67B

 

9599022126

ZONE 100

THE VCCS SYSTEM WAS REPORTED AS BEING INOP. THE VCCS COMPRESSOR MOTOR WAS FOUND TO BE FAULTY, IT WAS R & R WITH A SERVICEABLE UNIT OF THE SAME P/N IAW CMM 21-00-23, OPS TESTED GOOD.

5APR20111013095

PILATS

PWA   

 

DISPLAY

FAULTY

10/13/2011

PC1245

PT6A67B

 

066031252500

EADI  

THE PILOTS EADI SCREEN FAILS INTERMITTENTLY AND IS "BLOOMING". THE EADI DISPLAY WAS FOUND TO BE FAULTY, IT WAS REPLACED WITH A SERVICABLE UNIT IAW AMM DMC-12-A-34-26-03-00A-920A-A AND TESTED SATISFACTORY IAW AMM DMC-12-A-34-26-00-00A-903B-A.

C41R201111010106

PILATS

 

 

DOOR

CRACKED

11/1/2011

PC1247

 

 

5791012021

OIL COOLER

DURING ANNUAL INSP, TECH FOUND OIL COOLER FLAPPER DOOR CRACKED AT TOP LT AND RT OTBD RIVETS (1.2" LONG EA) AND RT LOWER OTBD RIVET AREA (.75" LONG). THESE APPEAR TO BE STRESS CRACKS. DOOR REPLACED WITH NEW.

2011FA0000752

PIPER

 

 

BUTTON

BROKEN

11/18/2011

PA28181

 

 

LW12892

ROCKER SHAFT

ROCKER SHAFT THRUST BUTTON, PN LW12892. 4 OF THE 8 INSTALLED WERE BROKEN WHEN VALVE LOUVERS WERE REMOVED TO CHANGE VALVE LOUVER GASKETS.

2011FA0000687

PIPER

LYC   

 

TRUNNION

CRACKED

10/17/2011

PA28R200

IO360A1A

 

670411

MLG  

DURING A 100 HR. INSPECTION NOTICED THAT RT MLG WAS LOOSE. FURTHER INVESTIGATION REVEALED CRACK IN RT FORWARD TRUNNION FITTING ASSY. REMOVED 4 BOLTS THAT ATTACH TRUNNION FITTING TO WING AND DISCOVERED THAT FITTING WAS COMPLETLY CRACKED AND IN 2 PIECES INSTEAD OF ONE. THE CRACK RAN FORE TO AFT THRU THE ENTIRE FITTING CENTER.

2011FA0000677

PIPER

LYC   

 

THROTTLE CABLE

BROKEN

9/27/2011

PA28R201

IO360A1C

 

455322

CABLE

DURING GROUND RUN THE PILOT REPORTED AN UNRESPONSIVE THROTTLE. THE ACFT WAS GROUNDED AND BROUGHT INTO THE SHOP FOR INSPECTION. THE THROTTLE CABLE WAS FOUND BROKEN, 4" UP THE CABLE FROM FUEL THROTTLE ATTACH ROD. RECOMMEND DISCONNECTING THE THROTTLE CABEL FROM THE FUEL SERVO AND CHECKING FOR FREEDOM OF MOVEMENT EVERY 100 HRS.

UVVR2011101900019

RAYTHN

 

 

TORQUE LINK

BENT

10/18/2011

HAWKER800XP

 

 

259UM1117A

MLG  

AFTER TOUCHDOWN THE ACFT EXPERIENCED A VIBRATION IN THE LANDING GEAR. PERFORMED "INSPECTION AFTER LANDING GEAR VIBRATION" IAW THE ACFT FLEXIBLE MX SCHEDULE. INSP REVEALED THAT THE LOWER TORQUE LINK WAS BENT ON THE LT MLG SCISSORS ASSY.

2011FA0000703

SKRSKY

PWA   

 

BLADE

CRACKED

8/29/2011

S64E

JFTD12A4A

 

641520201050

MAIN ROTOR

AT FIRST BIM CHECK, PILOTS REPORTED HEARING A CHIRPING NOISE COMING FROM THE MAIN ROTOR BLADES. INSPECTED BLADES. FOUND THE TIP WEIGHT ON MAIN ROTOR BLADE PROTRUDING THROUGH THE TIP CAP. BLADE WAS REPLACED. OPEN

2011FA0000704

SKRSKY

PWA   

 

BLADES

FRACTURED

6/10/2011

S64E

JFTD12A4A

 

59602

COMPRESSOR

AFTER ABOUT 1.5 HRS OF FLIGHT, THE PILOTS RETURNED TO LANDING AND SAID THAT THE NR1 ENGINE HAD A HIGH FREQUENCY RUMBLE AND JUST BEFORE LANDING, THE TQ AND EPR GAUGES DECRESED RAPIDLY, WHILE THE ENGINE TEMP AND OIL IND WERE STILL GREEN. AFTER SHUTDOWN, THE INLET OF THE ENGINE WAS CHECKED FOR DAMAGE, NONE WAS FOUND. THE EXHAUST WAS CHECKED, METAL PARTICLES WERE FOUND ALONG WITH SIGNS OF DAMAGE TO THE FREE TURBINE. AFTER SEPERATING THE COMPRESSOR SECTION FROM FREE TURBINE, IT WAS NOTED THAT A COMPRESSOR 2ND STAGE N1 TURBINE BLADE WAS FRACTURED NEAR THE PLATFORM OF THE BLADE WITH A SMALL PEICE REMAINING. IN ADDITION, 2 OTHER BLADES ALSO HAD PIECES MISSING. THERE WAS DAMAGE TO THE INLET AREA OF THE FREE TURBINE. BOTH THE COMPRESSOR AND FREE TURBINE WERE REMOVED AND REPLACED. MFG NOTIFIED BY AGENCY.

2011FA0000712

SNIAS

TMECA

 

SEAL

LEAKING

10/12/2011

AS350B3

ARRIEL2B1

 

9560134100

FREEWHEEL SHAFT

FOUND FRONT AND REAR MAGNETIC SEAL OF THE FREEWHEEL SHAFT LEAKING. FRONT SEAL WAS LEAKING BEYOND LIMITS. BELIEVED TO BE CAUSED BY M/R AN T/R IMBALANCE.

2011FA0000713

SNIAS

TMECA

 

SHAFT

MISMANUFACTURED

10/11/2011

AS350B3

ARRIEL2B1

 

350A34015004

TAIL ROTOR

AFTER INSTALLATION OF REPAIRED TAIL ROTOR ASSY, A VIBRATION CHECK AND BALANCE CHECK OF THE "SHORT SHAFT" IS REQUIRED. THE BALANCE WAS OUT BY A CONSIDERABLE AMOUNT AND AS THESE PART WERE NEVER REMOVED OR ALTERED DURING THE REPLACEMENT OF THE TAIL ROTOR ASSY, IT CAN ONLY BE ASSUMED THAT THE SHORT SHAFT WAS NOT PROPERLY BALANCED WHEN LEAVING THE FACTORY. RECOMMEND STRICTER QC ON THE BALANCING OF ROTORS BEFORE LEAVING THE MFG.

2011FA0000714

SNIAS

TMECA

 

ROTOR

OUT OF BALANCE

10/11/2011

AS350B3

ARRIEL2B1

 

355A31000201

MAIN ROTOR SYS

AFTER INSTALLATION OF REPAIRED TAIL ROTOR, A MAIN ROTOR TRACK AND BALANCE WAS REQUIRED AND CONDUCTED. BOTH THE TRACK AND THE BALANCE OF THE MAIN ROTOR SYS WAS FOUND TO BE OUT OF LIMITS. THE ONLY MX PERFORMED ON THIS SYS WAS THE RE-TORQUE REQURIED AFTER THE ASSY OF A NEW COMPONENT AND A 100 HR INSP IN WHICH NO DISASSEMBLY OF THE MAJOR COMPONENTS IS REQUIRED.

2011FA0000715

SNIAS

TMECA

 

BLADES

DEFECTIVE

10/11/2011

AS350B3

ARRIEL2B1

 

17286

TAIL ROTOR

MECHANIC CONDUCTING DAILY INSPECTION OF THE TAIL ROTOR ASSY HEARD "CRUNCHING" SOUNDS WHEN FLEXING THE BLADES. A BOROSCOPE INSP OF THE INTERNAL CUFFS REVEALED FIBERGLASS FIBERS PROTRUDING FROM THE SPAR AND A CRACK THROUGH THE RUBBER BLOCK AND INTO THE BLADE IN THE BOTTOM OF THE CUFF OF ONE SIDE OF THE BLADE. THE APPEARANCE GAVE THE IMPRESSION OF BEING RESIN POOR AND SEVERAL OTHER MFG DEFECTS APPEAR TO HAVE OCCURRED. TIGHTER QUALITY CONTROL DURING THE MFG PROCESS MAY HAVE CAUGHT OR ELIMINATED THIS PROBLEM.

VY1R201110120710

SNIAS

TMECA

 

SEAL

MISINSTALLED

10/12/2011

AS350B3

ARRIEL2B1

 

9560170620

HMU  

FUEL LEAKING FROM HP PUMP OVERBOARD DRAIN. FUEL AMOUNT BEYOND SPECIFIC LIMIT. REPLACEMENT OF THE VARLIP SEAL WAS NECESSARY. THE SEAL HOUSING APPEARED TO BE INCORRECTLY SEATED IN THE HMU WHICH RESULTED IN THE SEAL BEING DESTROYED BY THE PRESSURE ON THE SHAFT. TIGHTER QC CHECKS ON THIS INSTALLATION.

VY1R201110120711

SNIAS

TMECA

 

BUSHING

LEAKING

10/12/2011

AS350B3

ARRIEL2B1

 

9560137520

FREEWHEEL SHAFT

FOUND FRONT AND REAR MAGNETIC SEAL OF THE FREEWHEEL SHAFT LEAKING. FRONT SEAL WAS LEAKING BEYOND LIMITS. BELIEVED TO BE CAUSED BY M/R AND T/R IMBALANCE.

2011FA0000708

SOCATA

 

 

FORK

BROKEN

10/5/2011

TBM700

 

 

7134732200

BRAKE SYS

DURING PRE-INSPECTION GROUND RUN, FOUND CO-PILOT LT BRAKE PEDAL NOT IN PROPER POSITION AND UNABLE TO APPLY BRAKE. FOUND LT BRAKE FORK BROKEN AT THREADED SHAFT. FOUND BEARING WAS STIFF, CLEANED AND LUBED BEARING ALL OTHER BEARINGS WERE CHECKED AND FOUND OK. AFTER REMOVAL OF THE FORK, RECHECKED IAW PART B OF SB RESULTS WAS .003" IAW FORMULA IN SB B4, MAX ALLOWED IN B5 IS .0197". NO LUBRICATION IS CALLED FOR AT THESE POINTS IN MANUAL. PROBABLE CAUSE WAS BINDING AT FORK AND BEARING AND WEAK POINT AT THREADS. INSTALLED NEW BEARING IAW SB AND AD. TO HELP PREVENT THIS AND POSSIBLE FINDING A PROBLEM BEFORE IT INTERFERS WITH RUDDER OPERATION, CHECK FORKS AND BEARING FOR FREE MOVEMENT AT ANNUAL INSPECTION OR ANY TIME PANELS BY RUDDER PEDALS ARE REMOVED.

2011FA0000720

STBROS

PWA   

PWC   

SLEEVE

SEIZED

11/1/2011

SD360SHERPA

PT6A65AR

 

 

ENGINE

AFTER TAKEOFF CLIMB AT 6000 FT, CREW PULLED BACK POWER TO CRUISE. SHORTLY AFTER, TORQUE ON THE NR 2 ENGINE DROPPED AND THE LOW OIL WARNING LIGHT ILLUMINATED. THE CREW NOTED THAT NR 2 PROPELLER HAD FEATHERED AND STOPPED. THE ENGINE WAS SHUTDOWN MANUALLY. CREW STATED ALL SYS WERE NORMAL PRIOR TO THE TORQUE DROP. THE ACFT LANDED SAFELY. POST FLIGHT INSP FOUND THAT THE NR 2 POWER SECTION LOCKED-UP AND THERE WAS NO SIGN OF OIL LEAKAGE. DURING THE POST-FLIGHT INSP BRASS AND METAL SHAVINGS IN THE OIL FILTER, CHIP DETECTOR AND POWER SECTION FILTER. THE INVESTIGATION OF THE ENGINE FAILURE REVEALED THAT THE SLEEVE BEARING (BRASS BUSHING) OF 4 OF 5 SECOND-STAGE REDUCTION PLANETARY GEARS HAD SEIZED TO THE GEAR SHAFTS. THE SEIZURE OF THE BUSHINGS CAN BE ATTRIBUTED AS THE CAUSE OF THE LACK OF ROTATION OF THE GEARBOX AND THUS THE CAUSE OF THE ENGINE SUDDEN STOPPAGE WHICH LED TO THE ENGINE SHUTDOWN IN-FLIGHT.