United States Department of Transportation / Federal Aviation Administration logo

AFS-600 Regulatory Support Division logo

 

ADVISORY CIRCULAR

43-16A

 

 

AVIATION MAINTENANCE ALERTS

 

 

flag of the United States of America

 

ALERT

NUMBER

324

bald eagle watching over three eggs

JULY

2005

 


CONTENTS

AIRPLANES

CESSNA...................................................................................................................................... 1

DASSAULT................................................................................................................................. 3

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

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

RAYTHEON (BEECH)................................................................................................................ 6

HELICOPTERS

ERICKSON................................................................................................................................. 6

POWERPLANTS

CONTINENTAL......................................................................................................................... 7

HONEYWELL............................................................................................................................. 7

LYCOMING................................................................................................................................ 8

ACCESSORIES

UNAPPROVED PARTS NOTIFICATION................................................................................. 8

SLICK MAGNETO..................................................................................................................... 9

AIR NOTES

ELECTRONIC VERSION OF FAA FORM 8010-4, MALFUNCTION OR
DEFECT REPORT....................................................................................................................... 9

PAPER COPY OF FAA FORM 8010-4, MALFUNCTION OR DEFECT REPORT............... 10

INTERNET SERVICE DIFFICULTY REPORTING (iSDR) WEB SITE................................... 10

IF YOU WANT TO CONTACT US......................................................................................... 11

AVIATION SERVICE DIFFICULTY REPORTS...................................................................... 11

 


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

AVIATION MAINTENANCE ALERTS

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

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

 

AIRPLANES

CESSNA

Cessna; A185F; “Freezing Brakes”; ATA 3243

Subfreezing temperatures greet this small Alaskan airplane at touchdown, immediately followed by erratic, “hanging” brakes. This behavior prompted a stop at a repair shop. Inspection of the system by the attending mechanic revealed dirt and water contaminating the brake fluid in both left and right master cylinders (P/N 0541139-22). The aircraft logs verified periodic cylinder seal replacement, but no records of the cylinders ever having been removed and cleaned “...in the 27 years, 11 months of service.” The mechanic concludes:  “...if cylinder seals are replaced, the entire body should be removed and cleaned. The entire system should be removed and thoroughly cleaned every 2000 hours or 10 years as an ageing aircraft inspection item.”

Part Total Time: 5,034.0 hours.

 

Cessna; 401A; Cracked Main Gear Housings; ATA 3210

The mechanic describes finding cracks on both the left and right main landing gear strut housings (P/N 509410) at the boss points for the torque link connections. These cracks were described as being approximately ¼-inch long and located at the junction points between the boss and the strut housing. No further description or cause of this problem was offered.

Part Total Time:  8,875.0 hours.

 

Cessna; 550; Cracked Seat Frames; ATA 2500

(The following description is a composite of three defect submissions on the same aircraft having identical cracks in the same locations on three different seat frames. Four of eight enclosed photos are shown below.)


The repair station technician states, the “...upper chair base assembly cracked at chair back attach points.” (Seat frame P/N 55-19009-21, 55-19009-22, 55-19009-32.) These chairs were repaired in accordance with “...Aviation Fabricators STC STO1042WI Structural Seat Repair.” He notes pictures 3 and 4 (below) show the remnants of a previous, inappropriate repair.

 

Four black and white photographs accompany this report, showing stripped down, steel eaircraft seat frames with cracks in the tubular structures. Pictures 3 and 4 also show the workings of previous, inappropriate attempts at repairing these cracks with rivets and doublers.


Four black and white photographs accompany this report, showing stripped down, steel aircraft seat frames with cracks in the tubular structures. Pictures 3 and 4 also show the workings of previous, inappropriate attempts at repairing these cracks with rivets and doublers.

Part Total Time: unknown.

 

DASSAULT

Dassault; DA50; Burned Cabin Lighting Power Supply; ATA 3320

The writer states the “...crew had power on the aircraft and noticed an electrical burning smell from the cabin. After investigating, they found the cabin indirect lighting circuitry breaker popped. The maintenance facility troubleshot the problem to a power supply (P/N 18-941-1) that burned up.” This report recommends further inquiry into this particular power supply to determine suitability for its continued use. “Dassault Aviation issued a ‘RECOMMENDED’ Service Bulletin F50-335 for replacing the power supplies with an improved power supply that incorporates a protection circuit. These lighting systems were installed under Dassault Aviation Modifications F50 M2065 + M2674. This aircraft will have S.B. -335 installed as soon as parts can be procured.” (The following two photographs, slightly cropped, show the power supplies to be located behind the L/H sidewall panel.)


Two color photographs depict this problem: the first showing part of the aircraft's curved interior wall paneling laying across passenger seats. The backside structure includes various components of the lighting system. The second photo is a close-up of a burned power supply and heat damage to surrounding materials.

 

Two color photographs depict this problem: the first showing part of the aircraft's curved interior wall paneling laying across passenger seats. The backside structure includes various components of the lighting system. The second photo is a close-up of a burned power supply and heat damage to surrounding materials.

Part Total Time: unknown.

 


Dassault; 900B; Disassembled Turbine Anti-ice Valve; ATA 2150

“Higher than normal” gasper air temperatures led technicians to discover the turbofan, turbine anti-ice valve (P/N 784723-2) uncoupled from its associated parts. “We found (this valve) disassembled between the valve and the motor. No damage can be seen on the valve. The two threaded parts were found unthreaded. The dysfunctional part was removed and replaced with a new valve, P/N 784723-3.” (Valve location is given as above the fuselage belly panel, number 190BB.)

Part Total Time:  1,181.3 hours.

 

LEAR

Lear; 24D; Engine Fuel Pump Contamination; ATA 7314

The mechanic describes the internal coating in the gear section of this fuel pump (P/N 9234-A8) “...as flaking off and (it) got into the high pressure fuel line that goes to the jet pumps in the R/H wing. The material clogged up the orifices in the jet pumps, not allowing fuel to be transferred from the tip tank to the wing.” Pump time is approximated at 4,400 hours since its last overhaul.

Part Total Time:  unknown.

 

PIPER

Piper; PA31T; Non-functioning Heater Solenoid Valve; ATA 2140

A mechanic provides the following description of his new aircraft heater and its out-of-the-box problem. “(I) installed a new C&D aircraft heater (P/N CD12022) as a replacement to the old Janitrol unit. The new heater would run approximately five minutes, and then produce no heat. Troubleshooting showed that fuel was reaching the nozzle solenoid valve (P/N CD21701), but not past (it). Voltage was present, as well as a click (sound) from the solenoid. (I) replaced the solenoid valve with the same part number, and had the same issue. Further troubleshooting, using shop air on the valve and a bench power supply, showed...(after five minutes of sustaining electrical power this valve would suddenly fail to allow air to pass). The manufacturer was advised of these findings, and they tested a replacement valve of the same part number, but of a different batch number, and found it to be satisfactory. This (third) solenoid valve was installed and the heater is now operational.”

Part Total Time: 0 hours.

 

Piper; PA44-180; Leaking Gasket on Heater Fuel Regulator; ATA 2140

(The) pilot reported smelling fuel when the combustion heater (Janitrol B3500/90D38-2EL) was running,” states this submitter. “Maintenance found fuel spraying from a gasket joint on the regulator side of the heater fuel shutoff and regulator valve (P/N 23D04-7.5).” This was valve number two, previously installed in compliance with AD 2001-17-13 -- for the same problem. It was operationally checked for leaks during its last annual inspection, 93.7 hours before its gasket failure. (No recommendations accompanied this report.)

Part Total Time:  127.3 hours (heater operation).

 


Piper; PA60; Cracked Main Gear Trunnion; ATA 3213

The submitter states finding this aircraft’s left main landing gear (P/N 400054-001) “...trunnion… cracked at top where the tube goes into the mounting boss.” (No further description or recommendation was provided.)

Part Total Time: 7,533.6 hours.

 

RAYTHEON (BEECH)

Raytheon (Beech); F90; Broken Cabin Formers; ATA 5320

The technician states, “During a 6000 cycle airframe inspection the left and right cabin formers were found fractured in two pieces at station 177.00 (and) at water line 90-91 (approximate). Cause of this failure is unknown--suspect hard landing.” Both formers (P/Ns 50-420028-57 and 50-420028-58) were repaired with the Designated Engineering Representative (DER) and Raytheon technical support.

Part Total Time: 6,743.3 hours.

 

Raytheon (Beech); 1900D; Spar Cap Corrosion; ATA 5511

“During an ‘I’ check inspection, the upper and lower horizontal spar caps were found with corrosion in the area of the elevator hinges,” states the technician. “This area was not treated or primed by the factory during aircraft manufacture and thus was conducive to corrosion. This is considered to be a factory defect requiring inspection, corrosion control, and repairs IAW with Raytheon Field Repair Details. (I) recommend that Beechcraft (Raytheon) add details of damage allowance to the structural repair manual. (I) recommend all areas to be treated to prevent further corrosion.”

Part Total Time:  10,903.0 hours.

 

HELICOPTERS

ERICKSON

Erickson; S-64E; Cracked Spar -- Main Rotor Blade; ATA 6210

Submitter describes finding a crack on this Air-Crane’s main rotor blade (P/N 6415-20201-050). The spar is cracked (located) on the bottom side of the blade between pocket locations numbers 5 and 6.” This crack runs parallel to the chord, beginning .650 inch from the back wall and terminating at .950 inches: an approximate .300 inch length. The technician also stated this blade had a BIM (built in maintenance) indication and was removed from the aircraft. No speculation as to the defect’s cause or its prevention was offered. (An inert gas pressurizing a part -- -like the above spar -- can be designed to trip an indicator upon leakage, indicating a defect.)

Part Total Time: 5,538.9.

 


Erickson; S-64E; Cracked Axle -- Main Landing Gear; ATA 3213

A technician found a crack approximately 1-inch long in the key groove of this gear axle during nondestructive testing (P/N 6425-50120-101). “This is the first known defect of this type for this part. The cause is unknown and (I have) no recommendations to prevent recurrence at this time.”

Part Total Time:  10,610.4 hours.

 

Erickson; S-64F; Cracked Inner Bearing Race -- Main Rotor Head; ATA 6220

An oil leak was noted on the main rotor head Sleeve and Spindle Assembly during a routine inspection. The mechanic states, “Upon removable and replacement with a serviceable assembly, a crack was found on the inner race (65952-11522-102). Visual inspection (found) wear and corrosion typical for this part that has been in service.” “The crack is approximately 3 inches in length and runs in an axial direction. This is a first time occurrence.” No speculation as to this defect’s cause or its prevention was offered.

Part Total Time: 2,717.3 hours.

 

POWERPLANTS

CONTINENTAL

Continental; O-200; Stuck Exhaust Valve; ATA 8530

A mechanic describes finding the exhaust valve in cylinder number three stuck. After cylinder removal the valve head was found "mushroomed" and associated damage to the rocker arm was also noted. “This caused concern due to the fact that the cylinder only had 174.1 total hours since it was purchased new.... Was this an isolated incident, or do we have some bad components on the market?”

Part Total Time:  174.1 hours.

 

Continental; IO 550G; Cracked Oil Cooler; ATA 7921

During a routine oil change, a crack was found in the mounting flange of this engine’s oil cooler (P/N 654585). The mechanic states, “This is the fourth instance of an oil cooler crack found by this station within the last year. All previous cracked coolers had at least 500 hours time in service. Close examination of this area is recommended at each oil change or cowling removal.”

Part Total Time:  602.8 hours.

 

HONEYWELL

Honeywell; TPE 331; Failed Turbine Bearing; ATA 7250

The respondent states this destroyed engine’s turbine bearing (P/N 3101092-1) has identification markings from the vendor who reworked and overhauled this part in 1995. “Rework and overhaul of this bearing is no longer approved by the manufacturer’s current TBO program (SB 72-0180, R31) and requirements now call for replacement of this part number bearing at each hot section inspection. Evidence leads to the belief that the bearing rollers turned in their cage, thus allowing the rotating group to move off center and contact the turbine housing -- resulting in catastrophic failure.” (Time since overhaul given as 1821.5 hours.)

Part Total Time: unknown..

 


LYCOMING

Lycoming; IO 320; Broken Camshaft; ATA 8520

This pilot/owner describes climbing past 4,000 feet when the right engine on this Piper Comanche “...shuttered and began vibrating excessively.” A safe return to the airport was followed by a relevant inspection. The camshaft (P/N AEL18840) was found broken into two pieces. The engine’s total time since overhaul:  100 hours. No speculation for this camshaft failure was provided. (The submitter included a copy of the FAA Form 8130-3, Authorized Release Certificate showing the camshaft to be new at time of installation.)

Part Total Time:  100 hours.

 

ACCESSORIES

UNAPPROVED PARTS NOTIFICATION

Propellers; (Various Makes/Models); Unapproved Parts/Maintenance Notice

(The following submission is published as received from the Flight Standards District Office in Dallas, Texas. See the last paragraph of this article for details.)

UNAPPROVED PARTS
NOTIFICATION

                                                                                         Department of
                                                                                         Transportation
                                                                                         Federal Aviation
                                                                                         Administration

SUSPECTED UNAPPROVED PARTS PROGRAM OFFICE, AVS-20
13873 PARK CENTER ROAD, SUITE 165
HERNDON, VA 20171

UPNs are posted on the Internet at i                                                                       No. 2004-00041
                                                                                                                                                            June 15, 2005

Mailed by: FAA, AIR-140, P.O. Box 26460, Oklahoma City, OK 73125

AFFECTED PARTS
Aircraft propellers.

PURPOSE
The purpose of this notification is to advise all aircraft owners, operators, maintenance organizations, manufacturers, and parts distributors regarding improper maintenance performed on aircraft propellers.

BACKGROUND
Information received during a Federal Aviation Administration (FAA) suspected unapproved parts investigation revealed that Millennium Propeller Systems, Inc. (Millennium), located at 780 Ferris Road, Hangar 105, Lancaster, TX 75146, improperly maintained and approved for return to service propellers applicable to various types of aircraft.  Millennium previously held Air Agency Certificate No. NWOR140K with these ratings: Propeller Class 1 and Class 2, Limited Nondestructive Inspection, Testing and Processing, and Limited Specialized Service. Discrepancies noted in Millennium’s practices included, but are not limited to, the following:

Approving for return to service propellers described as being in compliance with Airworthiness Directive (AD) 2002-09-08 when, in fact, they had not been reworked in accordance with note 2 of the AD.  The AD requires that a repair station be Hartzell-approved to perform blade shank, cold-rolling procedures.  Millennium is not a Hartzell-approved repair facility.


Using parts that were not purchased from an approved source or have no traceability when performing maintenance operations.

Approving for return to service propellers that were not maintained in accordance with the current manufacturer’s maintenance manual or methods otherwise acceptable to the Administrator.

Allowing unqualified personnel to perform nondestructive inspection.

RECOMMENDATIONS
Regulations require that type-certificated products conform to their type design.  Aircraft owners, operators, maintenance organizations, and parts suppliers and distributors should inspect their aircraft, aircraft records, and/or parts inventories for propellers approved for return to service by Millennium.  Suspect products and parts installed on aircraft should be inspected for conformity to type design.  If any are found in existing stock, it is recommended that the products or parts be quarantined to prevent installation until a determination can be made regarding each product’s or part’s eligibility for installation.

FURTHER INFORMATION
Further information concerning this investigation, and guidance regarding the above-referenced propellers, can be obtained from the FAA Flight Standards District Offices (FSDO) given below.  The FAA would appreciate any information concerning the discovery of the above-referenced parts from any source, the means used to identify the source, and the actions taken to remove the products and parts from aircraft and/or stock.  This notice originated from the FAA Dallas FSDO, 3300 Love Field Drive, Dallas, TX 75235, telephone (214) 902-1800, fax (214) 902-1862; and was published through the FAA Suspected Unapproved Parts Program Office, AVS-20, telephone (703) 668-3720, fax (703) 481-3002.

 

SLICK MAGNETO

Slick Magneto; 6320; Broken Contact Point Assembly; ATA 7414

A mechanic describes both left and right Slick 6320 magnetos failing within 4 hours of one another on his Continental TSIO 520-NB engine. Both units (L & R; S/Ns 02091734 and ...1744) were found to have broken contact assemblies. He suggests inspection of those magnetos having serial numbers within a numerical range of 100. (No description of the mechanical “breakage” was provided, or speculation as to cause.)

Part Total Times: 54.0 (L); 58.0 (R) hours.

 

AIR NOTES

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

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

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

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

 


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

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

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

 

INTERNET SERVICE DIFFICULTY REPORTING (iSDR) WEB SITE

The Federal Aviation Administration (FAA) Internet Service Difficulty Reporting (iSDR) web site is the front-end for the Service Difficulty Reporting System (SDRS) 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, Mechanical Reliability Reports (MRRs), Malfunction or Defect Reports (M or Ds), or Service Difficulty Reports (SDRs) as they are commonly called, are collected, converted into a common SDR format, stored, and made available to the appropriate segments of the FAA, the aviation community, and the general public for review and analysis. SDR data is accessible through the “Query SDR data” feature on the iSDR web site at: http://av‑info.faa.gov/SDRX .

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

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

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

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

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


The SDRS and iSDR web site point of contact is:

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

 

IF YOU WANT TO CONTACT US

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

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

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

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

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

 

AVIATION SERVICE DIFFICULTY REPORTS

The following are abbreviated reports submitted for the previous month, which have been entered into the FAA Service Difficulty Reporting (SDR) System 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

FAAAL01002

 

 

 

TURNBUCKLE

CRACKED

5/12/2005

 

 

 

 

AILERON

FSDO SENT INFO LETTER TO ALL IA`S IN DISTRICT REGARDING TURNBUCKLES CRACKING AT ENDS THUS LOOSING STRUCTURAL INTEGRITY OF TURNBUCKLE ON PRIMARY FLT CONTROLS AS A RESULT OF SURVEILIANCE CONDUCTED IN DISTRICT, DISCOVERING PROBLEM. AS A RESULT OF LETTER MECHANIC GAVE OFFICE AFTER OFFICE SENT OUT LETTER REGARDING TURNBUCKLES AND AFTER AC WAS INSPECTED. TURNBUCKLE WAS INSTALLED ON AN AILERON CONTROL CABLE. THIS TURNBUCKLE HAS NO V NOTCH ALLOWING FOR CLIPS TO BE USED. RECOMMEND AD BE IMPLEMENTED MANDATING REPLACEMENT OF ALL TURNBUCKLES THAT DO NOT HAVE A DATE ON THEM. DOCUMENT RECOMMENDS THE ACTION OF NOT REUSING TURNBUCKLES W/DATE OF 1978 OR PRIOR. MS21251M AND PHOTO OF TURNBUCKLE MFG IN APPROX 1952.(K)

2005FA0000744

 

 

 

BAFFLE

CRACKED

4/21/2005

 

 

 

 

APU EXHAUST

INTERNAL LINER MISSING AND BAFFLE PLATES CRACKED. CAUSED BY APU ENGINE VIBRATION. (K)

2005FA0000747

 

 

 

OIL COOLER

CRACKED

4/12/2005

 

 

 

S5411267000000

UPPER

UPPER OIL COOLER AND DEICER, BASE METAL CRACKED DUE TO VIBRATION. (K)

2005FA0000756

 

 

 

ROD BOLT

DEFECTIVE

3/14/2005

 

 

 

SA629340

ENGINE

UNABLE TO ACHIEVE PROPER BOLT TORQUE AND ALIGN COTTER PIN HOLES WITH CASTELATED NUT. HOLES IN DRILLED HEAD MISALIGNED. (K)

2005FA0000757

 

 

BENDIX

RETAINER

OUT OF POSITION

3/14/2005

 

 

 

 

MAGNETO

MAGNETO COIL RETAINING WEDGE HAS FALLEN OUT AND BECAME LODGED BETWEEN THE GEAR TEETH, CAUSING THEM TO BREAK OFF. ALSO, APPEARS THAT THE DISTRIBUTOR BLOCK WAS CRACKED AND FAILED DUE TO THIS OTHER DEFECT. (K)

2005FA0000775

 

 

ELECTROSYS

ARMATURE

UNSERVICEABLE

5/10/2005

 

 

 

M2399

STARTER MOTOR

PILOT REPORTED UNUSUAL NOISE DURING ATTEMPTED START. REMOVED AND DISASSEMBLED STARTER. FOUND THE GEAR SPLINES ON ARMATURE SHAFT CRACKED AND SHEARED. SHOWS THESE SPLINES ARE NOT VERY DURABLE, RECOMMEND REGULAR OVERHAUL INSPECTION. (K)

2005FA0000798

 

 

 

IMPELLER

BROKEN

4/25/2005

 

 

 

38007021

APU 

DURING APU OPERATION, A PIECE OF THE 3822400-5 IMPELLER SEPARATED AT THE RIM. THIS RESULTED IN HIGH VIBRATION LEVELS AND CATASTROPHIC DAMAGE TO THE LOAD COMPRESSOR AND POWER SECTIONS. (K)

2005FA0000792

 

 

 

ANTENNA

BROKEN

5/26/2005

 

 

 

AK450

ELT 

THE ANTENNA BROKE IN THE BASE. (K)

2005FA0000793

 

 

 

ANTENNA

BROKEN

5/26/2005

 

 

 

AK450

ELT 

THE ANTENNA BROKE IN THE BASE. (K)

CA050524001

 

 

 

EXTINGUISHER

LEAKING

5/18/2005

 

 

 

A81360021

ENGINE BAY  

ENGINE FIRE EXTINGUISHER RECEIVED EMPTY FROM CUSTOMER FOR INVESTIGATION AS TO CAUSE OF DEPLETION. INSPECTION OF THE BOTTLE CONFIRMED THAT UNIT EMPTY BUT HAD NOT BEEN ACTIVATED. FOUND EXTINGUISHER LEAKING THROUGH THE TCPS VENT HOLE. EXTINGUISHER MANUFACTURED IN 1985, AND HAD BEEN HYDROSTATICALLY TESTED TWICE SINCE.

CA050518016

 

 

 

BLADE

CRACKED

5/18/2005

 

 

 

SFA13M1R0AD

PROPELLER

DURING FLUORESCENT PENETRANT INSPECTION, FOUND THE FILLET RADIUS WITH CRACK INDICATIONS RADIALLY IN THREE PLACES ABOUT 1/8 INCH FROM THE OUTSIDE DIAMETER. THE LONGEST IS ABOUT 1/2 INCH LONG. THERE IS ALSO A CRACK INDICATION ON THE OUTSIDE DIAMETER ABOUT 1/8 INCH FROM THE EDGE OF THE FILLET RADIUS, ABOUT 1/2 INCH LONG . THE INDICATIONS WERE CHECKED WITH EDDY CURRENT AND CONFIRMED THAT THEY ARE NOT SURFACE SCRATCHING. THERE ARE NO CRACKS ALLOWED IN BLADE SHANK, INCLUDING THE FILLET AREA.

CA050502006

 

 

NARCO

BATTERY  

DISCHARGED

5/2/2005

 

 

 

0010009REVC

ELT 

AT THE ANNUAL INSPECTION OF THE ELT FOUND THE BATTERY VOLTAGE AT (ZERO) 0 VDC. BY TAPPING ON THE LOWER PORTION OF THE BATTERY THE VOLTAGE WOULD JUMP UP TO 14.5 VDC. ABLE TO CONCLUDE THAT THERE WAS AN INTERMITTENT CONNECTION INTERNAL TO THE BATTERY. ATTERY WAS HALF WAY THROUGH ITS TIME CYCLE. BATTERY REPLACED WITH NEW.

CA050422005

 

 

FOUND

HINGE PIN

MIGRATED

4/22/2005

 

 

 

P307 

HINGE HALF

DURING ANNUAL INSP, OPERATOR REPORTED HINGE PIN (PART NR P307) FOR ALTERNATE AIR INTAKE DOOR MIGRATED ALLOWING HINGE PIN, SPRING AND LOWER DOOR/HINGE HALF TO BECOME DETACHED FROM INTAKE BOX. PARTS RECOVERED AND REASSEMBLED WITH BOTH ENDS CRIMPED TO AVOID ANY MIGRATION. HINGE PIN IS 0.250 SHORTER THAN HINGE HALVES AND CRIMPED DURING MANUFACTURE TO PREVENT MIGRATION. UNCLEAR WHY HINGE PIN ABLE TO MIGRATE. POSSIBLE THAT LOOSE SPRING INGESTED INTO ENGINE OR LOOSE HINGE HALF MAY CREATE AIR INTAKE BLOCKAGE. OPERATORS CONTACTED, APPRISED OF INCIDENT, AND REQUESTED TO INSP AREA BEFORE NEXT FLIGHT. AIRCRAFT CANADA INC ENGINEERING REVIEWING. SB FORTHCOMING FOR FOLLOW UP INSP AND POSSIBLE CORRECTIVE ACTIONS.

2005FA0000773

 

CONT

 

PLATE

SCORED

5/19/2005

 

IO550B

 

3E1951

PROPELLER

WHILE PERFORMING HARTZELL PROPELLER SERVICE LETTER HC-SL-61-239, AND RAYTHEON MANDATORY SERVICE BULLETIN 61-3706 PART"B", SCORING WAS FOUND ON ALL PROPELLER SPLIT MOUNTING PLATES, DUE TO NO MOUNTING WASHERS INSTALLED. THE PLATES WERE REPLACED WITH NEW ONES, P/N 3E1951, AND THE PROPER WASHERS WERE INSTALLED, P/N A1381. INSPECTION OF THE PROPELLER HUB AND MOUNT STUDS HAD NEGATIVE DEFECTS.

2005FA0000758

 

LYC  

LAMAR

DRIVE GEAR

FAILED

3/22/2005

 

IO360L2A

 

 

STARTER

STARTER BENDIX FAILED, DESTROYING ITSELF AND THE MATING RING GEAR. (K)

2005FA0000783

 

LYC  

MCAULY

RETAINER

DAMAGED

4/21/2005

 

IO540*

 

D20880

FLYWEIGHT

(22209) FLYWEIGHT RETAINING DISC DAMAGED. (K)

CA050429006

 

PWA  

 

ENGINE

SHUTDOWN

4/14/2005

 

PT6A25

 

 

 

DURING CRUISE, THE PILOT NOTICED OIL SMELL IN THE CABIN ACCOMPANIED BY DECREASING ENGINE OIL PRESSURE. THE PILOT DECLARED AN EMERGENCY AND COMPLETED AN UNSCHEDULED LANDING. FOLLOWING LANDING POWER COULD NOT BE MODULATED AND THE ENGINE WAS SHUT DOWN. SUBSEQUENT INSPECTION REVEALED DAMAGE TO THE AIR CONDITIONER DRIVE PAD AND OUTPUT GEARSHAFT.

CA050527015

AEROSP

PWA  

 

TUBE

FRACTURED

5/1/2005

ATR42300

PW120

 

 

OIL TRANSFER

DURING CLIMB, THE ENGINE EXHIBITED A TORQUE SPLIT ACCOMPANIED BY A LOW OIL PRESSURE WARNING AND A SUBSEQUENT FIRE WARNING. THE ENGINE WAS SHUT DOWN IN FLIGHT AND THE AIRCRAFT DIVERTED TO POINT OF DEPARTURE. SUBSEQUENT INSPECTION REVEALED A FRACTURED NR 6/7 BEARING OIL TRANSFER TUBE.

CA050601001

AEROSP

PWA  

 

HYDROMECH UNIT

INOPERATIVE

6/1/2005

ATR72

PW127

 

32448714

ENGINE

(CAN) DURING TAKE-OFF ROLL, ENGINE TORQUE DROPPED AND THE TAKE-OFF WAS ABORTED. THE HYRDOMECHANICAL FUEL CONTROL WAS SUBSEQUENTLY REPLACED.

CA050527023

AEROSP

PWA  

 

WARNING LIGHT

FALSE INDICATION

5/16/2005

ATR72212A

PW127

 

 

ENGINE

DURING CRUISE, THE ENGINE LOW OIL PRESSURE WARNING ANNUNCIATED AND THE PILOT SHUT THE ENGINE DOWN IN FLIGHT. A SUBSEQUENT INSPECTION WAS UNABLE TO IDENTIFY CAUSE AND THE ENGINE WAS REMOVED FOR INVESTIGATION. THE ENGINE HAD EXPERIENCED A SIMILAR LOW OIL PRESSURE INDICATION AND PILOT-COMMANDED IN-FLIGHT SHUT-DOWN TWO WEEKS PRIOR. P&WC WILL MONITOR INVESTIGATION OF THE EVENT AND WILL ADVISE OF ROOT CAUSE ONCE DETERMINED.

CA050207003

AGUSTA

PWA  

AGUSTA

PISTON ROD

CORRODED

12/5/2004

A109E

PW206B

 

M02801H003101

ACTUATOR

APPARENT CORROSION PITS ON SURFACE OF PISTON ROD LEADING TO SMALL HYDRAULIC LEAKS, DESIGN HAS BEEN CHANGED TO REPLACE ARCOR FINISH OF PISTON ROD BY CHROME. NOTE THAT PART NUMBER OF ACTUATOR IS 109-0900-39-103 AND ORIGINAL MANUFACTURER OF ACTUATOR IS MECAER S.P.A.

14038052105

AGUSTA

PWA  

 

FLOAT

ACTIVATED

5/21/2005

A119

PT6*

 

6040102

MLG 

DURING MAINT, TECH ATTEMPTED TO INSTALL SAFETY PIN IN RESERVOIR ASSY, FLOATS DEPLOYED. IT WAS LATER DISCOVERED THAT ELEC ACT USED TO DEPLOY FLOATS HAD BEEN PARTIALLY DEPLOYED. CHECK OF SYS REVEALED THAT ACT ONLY ENERGIZES WHILE DEPLOYMENT BUTTON IS DEPRESSED. THIS ALLOWS FOR PARTIAL DEPLOYMENT OF ELEC ACTUATOR WHICH WILL INTERFERE WITH INSTALL OF SAFETY PIN, CAUSING A DANGEROUS SITUATION FOR PERSONNEL IN VICINITY OF FLOATS. SUPPLEMENT DOES NOT STATE THAT PILOT MUST CONTINUE TO DEPRESS DEPLOYMENT BUTTON IN ORDER FOR FLOATS TO DEPLOY, WHICH COULD CAUSE FAILURE TO DEPLOY IN AN EMERG. FMS, ICA'S, AND INSTALLATION INSTRUCTIONS ALL HAVE NOTES TO REMOVE SAFETY PIN BEFORE FLIGHT, NO REQ FOR RE-INSTALLING SAFETY PIN.

CA050516008

AIRBUS

GE  

 

INVERTER

FAILED

4/26/2005

A310304

CF680C2A5

 

358401001

AC SYSTEM

(CAN) DURING FLIGHT DECK PREPARATION WITH EXTERNAL POWER OFF AND BATTERIES POWER ON, SMOKE ODOR WAS NOTICED IN FLIGHT DECK. DURING INVESTIGATION FOUND STATIC INVERTER AT FAULT WITH THE SUPPLIED FUSE BLOWN. BOTH UNITS WERE REPLACED. ALSO THIS POWER PROBLEM DISABLED THE FUEL QUANTITY INDICATION COMPUTER AND THE FLIGHT WARNING COMPUTER. BOTH UNITS WERE ALSO REPLACED.

2005FA0000829

AIRBUS

GE  

AIRBUS

PLACARD

SEPARATED

4/22/2005

A319112

CFM56*

 

 

WING FUEL TANK

DEBRIS (PLASTIC IDENTIFICATION DECALS) FOUND IN LT AND RT FUEL TANK WING ROOT AREAS DURING C-CHECK. QIT ISSUED BY MFG AND IS APPLICABLE TO MSN1147. (K)

2005FA0000791

AIRBUS

 

 

FITTING

CRACKED

4/12/2005

A320211

 

 

D5755000220539

RT WING SPAR

RT WING REAR SPAR TO AILERON SUPPORT FITTING AT APPROX WS 13484 AND RIB 25 (OB OF AILERON OB ACTUATOR), IS CRACKED AT UPPER LUG RADIUS. REMOVED AND REPLACED FITTING (DIAPHRAGM) ASSEMBLY IAW SRM. (K)

CA050516002

AIRBUS

RROYCE

 

TIRE

DEFLATED

5/16/2005

A330342

RB211TRENT77

 

542K694

MAIN WHEEL TIRE

PREMATURE FAILURE OF NR 5 TIRE OF A/C 934, ON LANDING IN LHR MAY 02,2005 FROM FLIGHT 850 FROM YYC. NR 5 WHEEL WAS FOUND DEFLATED. NR 5 MAIN WHEEL REPLACED ON A/C 934 AS PER AMM 32-45-01.

CA050502002

AIRBUS

RROYCE

 

WINDSHIELD

FAILED

4/25/2005

A330342

RB211TRENT77

 

NP1752011

COCKPIT

DURING CRUISE, AT FL 380, CAPTAIN WINDSHIELD CRACKED. QRH PERFORMED AND AIRCRAFT LANDED AT NEXT SUITABLE AIRPORT. WINDSHIELD INSPECTED AS PER AMM AND FOUND OUTER PANE SHATTERED. WINDSHIELD REPLACED.

CA050509004

AIRBUS

CFMINT

 

LIGHT

BURNED

5/9/2005

A340313

CFM565C4

 

8ES00469210

R1 DOOR

(CAN) APPRO 15 AFTER TAKEOFF, PURSER REPORTED SMOKE IN R1 GALLEY AREA, SMOKE INCREASED. GALLEY C/B'S PULLED, ELECT SMOKE, CARRIED OUT AND FLIGHT RETURNED TO DEPARTURE. OVERWEIGHT LANDING CARRIED OUT. FOUND R1 DOOR F/A READING LT ASSY BURNED. INSPECTION CARRIED OUT, OK OTHER DR'S CHECKED FOUND L1 DR FWD NR 1 READING LT CONNECTOR ACRING. DEFERRED FOR WIRING REPL POSN L1 5046VE7 AND R1 5046VS4 WIRING REMOVED FROM BLOCK. P/P ISSUED A340-33-19640.

CA050516003

AIRBUS

CFMINT

 

TIRE

DEFLATED

5/16/2005

A340313

CFM565C4

 

 

MAIN WHEEL

PREMATURE FAILURE OF NR 2 TIRE OF A/C 902 ON LANDING IN YVR MAY 01,2005 FROM FLIGHT 850 FROM HKG. NR 2 TIRE WAS FOUND DEFLATED. MAIN WHEEL REPLACED ON A/C 902 IAW 32-41-11-400.

CA050510016

AIRTRC

PWA  

 

LINE

TWISTED

5/9/2005

AT802A

PT6A67

 

512983

FUEL DISTRI

DURING MAINTENANCE IT WAS DISCOVERED THAT THE FUEL LINE WAS TWISTED, THUS RESTRICTING FLOW. IT WAS ALSO NOTED THAT THE WATER RUDDER RETRACT CABLE PULLEY WAS CHAFING ON THE FUEL LINE. THE LINE WAS INSPECTED AND REPOSITIONED.

2005FA0000779

AMD  

GARRTT

 

ENGINE

LEAKING

4/12/2005

FALCON

ATF36

 

 

NR 2 

ENGINE EXPERIENCED LOW OIL PRESSURE IN FLIGHT. PRECAUTIONARY SHUTDOWN PERFORMED. 23 PSI LOWEST READING ON OIL PRESSURE INDICATOR. OIL PRESSURE NEVER WENT TO -0- PSI. NO ABNORMAL VIBRATION EXPERIENCED. PRECAUTIONARY SHUTDOWN PERFORMED ON NR 2 ENGINE. EMERGENCY DECLARED. ENGINE ROTATION NORMAL AFTER SHUTDOWN. ENGINE DID NOT LOCK UP. OIL QUANTITY INDICATION AT BOTTOM OF DIPSTICK ON ARRIVAL. EVIDENCE OF OIL LEAKING IN FAN BYPASS AREA OF ENGINE. (K)

CA050518015

AMD  

GARRTT

 

EMBELLISHER

CRACKED

5/6/2005

FALCON10

TFE7312

 

95443331

RT WHEEL

EMBELLISHER ON RIGHT WHEEL IS CRACKED. RT EMBELLISHER REPLACED WITH NEW UNIT.

CA050427010

AMD  

GARRTT

 

DOOR

MISSING

4/22/2005

FALCON50MYST

TFE73131C

 

F50B281943200

LAV SERVICE

IN LEVEL FLIGHT, CREW REPORTED HEARING A RUMBLE LASTING 20 SECONDS. UPON LANDING, CREW NOTICED AFT LAVATORY SERVICE DOOR AND FORWARD 1/3 OF SURROUNDING BELLY PANEL MISSING. FURTHER INSP REVEALED SCORING ON SURROUNDING FAIRINGS AND DAMAGED ANTENNAS. ROOT CAUSE DETERMINED TO BE FOD THROWN FROM NOSE WHEEL ON TAKEOFF WHICH DEFORMED PANEL ALLOWING AIR LOADS TO OPEN SERVICE DOOR.

2005FA0000815

AMD  

GARRTT

 

PROBE

DAMAGED

6/9/2005

FALCON900EX

TFE731*

 

029907004

OIL TANK

DISCOVERED OIL LEVEL PROBE IN ENGINE OIL TANK TO HAVE ONE RIVET MISSING FROM THE DATA TAG AND THE PLASTIC END CAP CRACKED AT ONE RIVET HOLE. THE DATA TAG WAS VERY LOOSE BUT STILL ATTACHED BY THE ONE REMAINING RIVET. IF THE DATA TAG OR END CAP WERE TO COME LOOSE, THEY COULD RESTRICT OR PLUG THE ENGINE OIL SUPPLY STANDPIPE. THE DEFECT WAS FOUND DURING AN ENGINE INSTALLATION. THIS IS AN AIRFRAME SYSTEM COMPONENT.

2005FA0000812

AMTR

CONT

 

LANDING GEAR

VIBRATES

6/7/2005

LANCAIRES

TSIO360CB

 

 

NOSE 

SEVERE NOSE GEAR SHIMMY DURING LANDING. NOSE GEAR STRUT SERVICED WITH MIL-H-5606, REQUIRED 30-WT FORK OIL. NEXT FLT A SEVERE SHIMMY AGAIN. INSP REVEALED ENG MOUNT BROKEN 6 PLACES AS A RESULT. ENG MOUNT & NOSE GEAR STRUT REPLACED, ON NEXT FLT, A SEVERE NOSE GEAR SHIMMY ENCOUNTERED. INSP DISCLOSED NOSE GEAR STRUT HOT TO TOUCH & COLOR OF OIL CHANGED. COWLING BURNED NEAR TURBO CHARGER. STANDARD LANCAIR ES COWLING WAS NOT DESIGNED FOR A TURBOCHARGED ENG INSTALLATION. HEAT WITHIN COWL TRANSFERS INTO NOSE GEAR STRUT & HEATS STRUT & OIL TO A TEMP THAT RENDERS INTERNAL SHIMMY DAMPENING SYS INEFFECTIVE & DAMAGES OLEO STRUT. TELEDYNE TSIO-360 SERIES ENGINE IS NOT AN ENGINE INSTALLATION RECOMMENDED BY LANCAIR.

CA050518011

BAC  

LYC  

DUNLOP

BOLT

BROKEN

2/21/2005

146200A

ALF502R5

 

LWB9227H24

BRAKE ASSY

BRAKE UNIT ON WING FOUND WORN TO LIMITS, UNIT REMOVED FOR OVERHAUL, THE ASSEMBLY SENT TO THE WHEEL AND BRAKE SHOP FOR TEAR DOWN, INSPECTION TASK 32420-RAI-10000-2 AS PER IN HOUSE FORM SSF030 WAS DONE, THE ENGINEER FOUND THE HEAD OF A BOLT SHEARED OFF OF ONE OF THE BOLTS BETWEEN THE TORQ PLATE AND TORQ TUBE ASSY. THE BOLT HEAD HELD IN PLACE BY THE LOCK WIRE THE SHANK IS A CLOSE TOLORANCE BOLT SO IT WAS STILL IN PLACE. CMM REFERENCE 32-44-44 FIG #1 ITEM 860. ALT PART# DSR4291-1411.

CA050506011

BAG  

GARRTT

 

CASE

CRACKED

4/1/2005

JETSTM3212

TPE33110UG

 

 

GAS GENERATOR

(CAN) RT ENGINE FAILED TO MEET TAKEOFF TORQUE SETTING. EX ONLY GOT 90 PERCENT TORQUE ON A +7C, 1900 ASL (TRUE) DAY. SHOULD BE 104.5. ON INSPECTION, IT WAS FOUND THAT THE GAS GENERATOR CASE WAS CRACKED AT THE AIRFRAME SERVICE FLANGE. ENGINE REMOVED AND LOANER ENGINE INSTALLED.

CA050504004

BBAVIA

CONT

 

INTERPHONE

INTERMITTENT

4/24/2005

7DC  

C9012F

 

 

COCKPIT

(CAN) RADIO WAS INTERMITTENT. A 2 PLACE PORTABLE INTERCOM WAS BEING USED. PILOTS RT KNEE WAS RESTING AND PULLING ON THE POWER CABLE. THE POWER CABLE IS EQUIPPED WITH A LIGHTER PLUG ADAPTER. THE PULL ON THE CABLE WOULD CAUSE THE LIGHTER PLUG TO COME LOOSE, WHEN THE PILOT MOVED HIS LEG THE INTERCOM, AND THUS THE RADIO, WOULD WORK OR NOT WORK. THE CABLE WAS RE-ROUTED TO AN AREA WHERE THERE WOULD BE NO PULL ON THE CABLE. THE SYSTEM NOW WORKS FINE.

CA050419004

BEECH

PWA  

 

WINDSHIELD

DELAMINATED

4/6/2005

100BEECH

PT6A28

 

5042006935

COCKPIT

(CAN) DELAMINATION OCCURRING ON UPPER RIGHT HAND CORNER OF WINDSHIELD. HAD NO EFFECT ON PILOT VISION OR STRUCTURE OF WINDSHIELD. REMOVED DUE TO UNKNOWN ADVANCE OF FURTHER DELAMINATION. WINDSHIELD WAS JUST UNDER 5 YEARS IN SERVICE. BEECHCAFT AND PPG SHOULD DESIGN A MORE RELIABLE WINDSHIELD.

CA050517004

BEECH

PWA  

 

HOSE

CHAFED

5/10/2005

1900C

PT6A65B

 

115167CXX16070

FUEL SYSTEM

(CAN) DURING A TRAINING FLIGHT, THE CREW NOTICED THE LT ENGINE WAS SLOW TO RESPOND TO POWER INPUTS AND THEY WERE SOMEWHAT TORQUE LIMITED. THE AIRCRAFT RESUMED ONTO THE MAINTENANCE BASE AND LANDED IN NORMAL CONFIGURATION. MAINTENANCE WAS INFORMED AND INSPECTED THE LT ENGINE. THE INSPECTION REVEALED THAT THE STARTER GENERATOR COOLING HOSE P/N: 116167CXX-070 HAD CHAFED THROUGH A FCU FUEL LINE P/N: 3032791 . THE FUEL LINE WAS REPLACED, THE COOLING TUBE WAS ROUTED AWAY FROM THE FUEL TUBE AND THE AIRCRAFT RUN AND PERFORMANCE CHECKED. THE REST OF THE ENGINES THAT COULD BE AFFECTED WERE INSPECTED FOR PROPER ROUTING.

CA050527020

BEECH

PWA  

 

CSD  

MALFUNCTIONED

4/16/2005

1900D

PT6A67D

 

8210410

ENGINE

DURING DESCENT, THE ENGINE EXPERIENCED SURGING AND THE PILOT ELECTED TO SHUT THE ENGINE DOWN IN FLIGHT. THE CONSTANT SPEED UNIT AND FUEL CONTROL UNIT WERE SUBSEQUENTLY REPLACED.

CA050421004

BEECH

PWA  

 

YOKE

CRACKED

4/21/2005

1900D

PT6A67D

 

1185210245

AILERONS

(CAN) DURING STRUCTURAL INSPECTIONS, THE AILERON YOKE INSPECTION REPEATING AT 3000 HOURS WAS ACCOMPLISHED AND IT WAS FOUND THAT BOTH THE LEFT AND RIGHT AILERON YOKE ASSEMBLIES WERE CRACKED. THE CRACKS EXTEND FROM THE BORE FOR SPIGOT INSERTION THROUGH THE OUTER CASING.

CA050503001

BEECH

PWA  

 

SPAR

CRACKED

4/19/2005

1900D

PT6A67D

 

130630000607

RUDDER

RUDDER TORQUE TUBE P/N 101-630010-9 LOWER ATTACH BOLTS (3) FOUND LOOSE, HOLES IN TORQUE TUBE ELONGATED. RUDDER CONTROL HORN P/N 101-524059-1 DAMAGED AT CENTER ATTACH HOLE DUE BENT ATTACH BOLT, BEARING P/N MS28913-5C DAMAGED FROM BOLT. ALL ABOVE PARTS REPLACED WITH NEW, BOLT P/N AN175-17A. RUDDER SPAR CRACKED ON RT SIDE AT CENTER HINGE CLEVIS AREA - SPAR REPAIRED PER APPROVED BEECH FIELD REPAIR.BEECH TECH. SUPPORT INDICATED THEY HAD FOUR OTHER 1900D AIRCRAFT THAT WERE REPAIRED WITH THE SAME FIELD REPAIR.

CA050503012

BEECH

PWA  

 

BOLT

SHEARED

4/29/2005

1900D

PT6A67D

 

NAS336CA17

NLG 

AFTER T/O & GEAR UP SELECTED, CREW HEARD A LOUD THUD IN NOSE AREA. GEAR IND SHOWED AN UNSAFE CONDITION, GEAR SELECTED DOWN & 3 GREENS WERE OBTAINED FOR DOWN & LOCKED. DURING FLYBY, OBSERVED NLG TO BE PERPENDICULAR TO STRAIGHT. DECIDED TO FLY TO MAIN BASE. IT APPEARS THAT THE N/G CENTERING BOLT BROKE AT THE HEAD AND CAUSED THE CENTERING ROLLER TO BECOME JAMMED IN THE CENTERING CAM, NOT ALLOWING THE SPRING STRUT TO CENTER THE NOSE GEAR. ALL OF THE DAMAGED PARTS WERE REPLACED, INCLUDING THE CENTERING SPRING STRUT AND GEAR SWINGS ACCOMP TO ENSURE SERVICEABILITY. THE REMAINING 2 A/C IN THE FLEET WERE ALSO CHECKED AND FOUND WITH NO FAULTS. RAYTHEON A/C HAS BEEN CONSULTED ON THE BOLT BREAKAGE ISSUE.

CA050429003

BEECH

PWA  

 

DUCT

CRACKED

4/28/2005

1900D

PT6A67D

 

1295500631

LT WING

THE CREW HAD A BLEED AIR FAIL INDICATION IN FLIGHT, FOLLOWED PROCEDURES AND SHUT THE LT BLEED AIR VALVE OFF AND CONTINUED FLIGHT. UPON INSPECTION AT A MX BASE ,IT WAS FOUND THAT THE EVA TUBING IN THE AREA OF THE DUCT HAD MELTED. THE EVA TUBING WAS REPLACED AND INVESTIGATION INTO WHY THE EVA TUBING MELTED RESULTED IN FINDING THE CRACKED DUCT ASSEMBLY. THE MOUNTING PAD ON THE DUCT AT THE AREA OF THE CRACK IS FOR THE DUCT OVERTEMPERATURE SENSOR MOUNTING. THE OVERTEMP SENSOR WEIGHS A COUPLE OF OUNCES.

CA050517007

BEECH

PWA  

 

ARM  

WORN

4/27/2005

200BEECH

PT6A41

 

509440763

RT ENGINE

AFTER AN UNEVENTFUL FLT, CREW UNABLE TO GET THE RT ENGINE TO DROP BELOW 78 PERCENT NG AND IT HAD INSUFFICIENT REVERSE. MAINTENANCE INVESTIGATED AND FOUND THAT THE PIVOT ARM (50-944076-3) ON THE CAM CLUSTER HAD WORN ALLOWING IT TO SLIP ON THE CAM, CHANGING THE RELATIONSHIP BETWEEN THE POWER LEVER AND THE FUEL CONTROL UNIT. THIS CAUSED THE LOSS OF THE REVERSE CAPABILITY AND THE 78 PERCENT NG WITH THE POWER LEVER SET AT IDLE. THE BOLT SECURING THE PIVOT ARM WAS TIGHTEN TO STOP THE SLIPPING BUT THE SLOT IN THE PIVOT ARM BOTTOMED OUT BEFORE IT WAS TIGHT ENOUGH TO BE SECURE. THE PIVOT ARM WAS REPLACED AND THE AIRCRAFT RETURNED TO SERVICE. SEE ATTACHED PICTURES.

2005FA0000850

BEECH

 

 

CONTROL CABLE

FRAYED

6/21/2005

35BEECH

 

 

A402092N

RUDDER

LEFT AND RIGHT RUDDER CABLES FOUND FRAYED AT FRONT AND REAR PULLEY POSITIONS.

2005FA0000786

BEECH

PWA  

 

TUBE

UNSERVICEABLE

5/17/2005

400A

JT15D5

 

45A40304011

RT ENGINE

DURING INSPECTION FOUND FLEXIBLE BELLOWS EXTENDED DUE TO THE WIRE BRAID FAILURE. INTEGRITY OF THE BLEED AIR SUPPLY TUBE WAS INTACT. INSPECTION OF THE LT ENGINE TUBE FOUND BRAID PARTIALLY FAILED. BOTH BLEED AIR SUPPLY TUBES WERE REPLACED WITH NEW. (K)

S002368

BEECH

 

 

STARTER

SEIZED

6/8/2005

58  

 

 

6762751R

ENGINE

THIS STARTER SIEZED DURING START CAUSING SIEZURE AND SEVERE DAMAGE TO THE ENGINE ACCESSORY GEARBOX STATER ADAPTER.

2005FA0000762

BEECH

CONT

 

SWITCH

FAULTY

1/8/2005

58  

IO550*

 

3538013243

COCKPIT

INTERNAL UPPER BRAIDED CONDUCTOR ON LINE SIDE FAILED, SEPARATED FROM ITS CONTACT OR WELD. SPRING MECHANISM FOR SWITCH BECOMES CONDUCTOR. SPRING CAN NOT HANDLE THE CURRENT OF LANDING LIGHT CIRCUIT, AND OVERHEATS. OVERHEATING OF SPRING CAUSED NYLON TOGGLE ASSY TO FAIL. TOGGLE ASSY IS RENDERED USELESS, SWITCH LOOSES ALL MECHANICAL FUNCTION. SWITCH CONTINUES TO COMPLETE CIRCUIT, OVERHEAT MELTING THE SWITCH HSG. AS HSG AND OTHER INTERNAL COMPONENTS FAIL, SWITCH LOOSES ITS CIRCUIT PROTECTION FEATURE, SMOKE IS EMITTED INTO COCKPIT. THIS PROCESS WILL ONLY DISCONTINUE WHEN ALL POWER IS REMOVED. ONCE POWER IS REMOVED FROM AC, SWITCH WILL COOL ALLOWING UPPER CONTACT TO OPEN, WHICH OPENS THE CIRCUIT. (K)

2005FA0000735

BEECH

CONT

RAYTHN

GASKET

OUT OF POSITION

5/4/2005

58  

IO550*

 

33199C

FUEL STRAINER

THE MATERIAL THE UPPER AND LOWER GASKETS ARE NOW MADE OF IS MUCH SOFTER THAN THE ORIGINAL DESIGN. THEY TEND TO COMPRESS AND SLIDE OUT FROM UNDER THE STRAINER WALL INTO THE CENTER OF THE FUEL STRAINER BODY AND BEGAN TO LEAK FUEL. THE STRAINER HOUSING IS NOT MACHINED TO HOLD THE SOFTER GASKET. (K)

2005FA0000788

BEECH

CONT

SLICK

DISTRIBUTOR GEAR

BURNED

5/2/2005

58  

IO550C

 

K3056

MAGNETO

DURING DISASSEMBLY OF MAGNETO FOR 500 HR INTERNAL INSPECTION, FOUND DISTRIBUTOR FINGER ON DISTRIBUTOR GEAR SEVERELY BURNED WITH MATERIAL MISSING. FOUND MAGNETO INTERNAL TIMING 2 TEETH OFF FROM SPECIFIED. SUSPECT INCORRECT INTERNAL TIMING CAUSED A LARGE GAP BETWEEN FINGER AND DISTRIBUTOR BLOCK TARGET WHEN FIRING; RESULTING IN EXCESSIVE BURNING AND PITTING OF DISTRIBUTOR FINGER. OTHER FACILITY ALSO FOUND THIS CONDITION ON SEVERAL SIMILAR MODEL MAGNETOS DUE TO INCORRECT INTERNAL TIMING WHEN DISASSEMBLED FOR OVERHAUL. RECORDS INDICATE MAGNETO POINTS AND CAPACITOR REPLACED LAST ANNUAL INSPECTION. (K)

2005FA0000794

BEECH

CONT

 

DOOR

DELAMINATED

5/23/2005

95B55

IO470*

 

 

MLG 

IB LANDING GEAR DOORS HAD CORROSION DUE TO DELAMINATION OF FORWARD EDGE OF GEAR DOORS.

CA050512009

BEECH

CONT

CONT

COUPLING

WORN

5/12/2005

95B55

IO470L

 

631683

EDP 

AIRCRAFT IN CRUISE, ENGINE SPUTTERED AND DIED. BOOST PUMP ACTIVATED AND ENGINE RESTARTED. PART IS AN ON-CONDITION ITEM. THE SQUARE DRIVE ROUNDED OFF UNTIL IT WOULD NO LONGER ENGAGE THE DRIVE GEAR P/N 631684. THIS CAUSED THE FUEL PUMP TO STOP ROTATING RESULTING IN ENGINE STOPPAGE. THESE PUMPS ARE DELIVERED WITH OVERHAULED ENGINES. THIS PARTICULAR PUMP WAS REMOVED PRIOR TO OVERHAUL AND RE-INSTALLED ON ANOTHER ENGINE RESULTING IN THE 2600+ HOURS INSTEAD OF BEING OVERHAULED AT ENGINE TBO OF 1700 HOURS.

2005FA0000778

BEECH

CONT

HARTZL

ROD  

CRACKED

4/12/2005

95B55A

IO470*

 

B24913

PITCH CHANGE

(17590) OLD STYLE 2 PIECE PITCH CHANGE ROD CRACKED AND SEPARATED AT MATING JOINT IN FLIGHT CAUSING PROPELLER TO INADVERTENTLY FEATHER. THE PROBABLE CAUSE OF THIS IS DUE TO WEAK CONSTRUCTION. THE MANUFACTURER SHOULD CONSIDER MANDATORY REPLACEMENT OF ALL OLD STYLE 2 PIECE PITCH CHANGE RODS AT THE TIME OF NEXT DISASSEMBLY AND UPGRADING TO A NEW STYLE 1 PIECE PITCH CHANGE ROD TO PREVENT ANY POSSIBLE RECURRENCE. (K)

CA050303005

BEECH

PWA  

PARKERHANFIN

HOSE

LEAKING

1/25/2005

A100

PT6A28

 

20701700

BRAKE ASSY

ON APPROACH, PILOT APPLIED BRAKE AND HAD NONE. TRIED REVERSE, BUT DUE TO TAIL WIND WAS INEFFECTIVE. TRIED TO AVOID FUEL BOWSER BUT WAS UNABLE AND RAN INTO LADDER AND PUMP OFF FUEL BOWSER AS HE PUT PROPS IN FEATHER. AIRCRAFT RT PROP SEVERELY DAMAGED, RT ENGINE POWER SECTION DAMAGED, NOSE GEAR DAMAGED. CAUSE OF LOSS OF BRAKE WAS HOSE TO THE LT INBOARD BRAKE UNIT LEAKING. AFTER CHECKING WITH SEVERAL OPERATORS OF SAME TYPE, HOSE LEAKING IS COMMON PROBLEM.

CA050418002

BEECH

PWA  

 

BULKHEAD

CRACKED

4/9/2005

A100

PT6A28

 

 

FUSELAGE

AFT PRESSURE BULKHEAD FOUND CRACKED AT INTERSECTION OF FRAME 50-440014-595. PATCH MADE AND INSTALLED.

2005FA0000738

BEECH

CONT

 

CYLINDER

CRACKED

3/28/2005

A36  

IO520B

 

FRST712CCA01

ENGINE

THIS CYLINDER CRACKED ALL THE WAY AROUND THE TOP OF THE BARRELL. DATE OF OCCURANCE 04/26/2004. (K)

2005FA0000781

BEECH

CONT

 

SPARK PLUG

INTERMITTENT

3/7/2005

A36  

IO550*

 

RHB32S

ENGINE

ENGINE PERFORMANCE ROUGH ABOVE 10,000 FT. APPEARS TO BE LIKE MISS LT OR RT MAG. INSPECTED AIR FILTER, CHECKED OK. INSPECTED LT AND RT MUFFLERS FOR BLOCKAGE CHECKED OK, CHECKED ALL IGNITION WIRES WITH HIGH TENSION TEST ON CHECKED OK. CHECKED MAG TIMING CHECKED OK. FLOWED FUEL INJECTION LINES AND CLEANED FUEL NOZZLES AND CLEANED MAIN FUEL SCREEN AND ENGINE FUEL SCREEN. REPLACED ALL 12 SPARK PLUGS AND GASKETS. RAN AND OPS CHECKED GOOD. (K)

2005FA0000847

BEECH

CONT

 

SPARK PLUG

BROKEN

6/14/2005

A36  

IO550*

 

RHB32S

ENGINE

SPARK PLUG MAIN INSULATOR BROKE-OFF INTO ENGINE DURING OPERATIONS BETWEEN 88 AND 106 HOURS OF USE. A MAJOR PIECE OF CERAMIC MATERIAL WAS INJESTED INTO THE ENGINE.

CA050401014

BEECH

 

 

FORK

CRACKED

3/9/2005

B100

 

 

 

NLG 

WHILE PERFORMING NDT INSP CALL UP IN AD 2004-23-02, NOSE GEAR FORK FOUND TO BE CRACKED. NOSE GEAR FORK REPLACED WITH NEW STYLE FORK ASSY IN BEECH 101-8030-1S SERVICE KIT.

2005FA0000789

BEECH

PWA  

 

RIVET

MISSING

5/5/2005

B200

PT6*

 

 

STRINGER CLIP

DURING VISUAL INSPECTION OF AFT FUSELAGE STRINGERS AT AFT PRESSURE BULKHEAD FOR COMPLIANCE WITH AD, NOTED (1) RIVET MISSING FROM NR7L STINGER CLIP AT ZEE SECTION ATTACHMENT. RIVET MISSING WAS AT FARTHEST FORWARD POSITION, REQUIRED REMOVING INSULATION AND SEALANT FOR GOOD VISUAL ACCESS. NO DAMAGE WAS NOTED AND RIVET WAS INSTALLED IAW SRM. SUSPECT RIVET NOT INSTALLED AT MANUFACTURE DUE TO CLOSE CLEARANCES AND MARGINAL EDGE DISTANCE. TECHNICIANS SHOULD BE AWARE THAT SOME PORTIONS OF THIS AREA THAT IS REQUIRED TO BE INSPECTED MAY REQUIRE SOME EFFORT TO REMOVE INSULATION, SEALANT, ETC. (K)

2005FA0000848

BEECH

 

 

CONTROL CABLE

BROKEN

6/7/2005

B300

 

 

10142187

PAX OXYGEN SYS

PERFORMING A PHASE 1 INSPECTION, IT IS REQUIRED TO PERFORM A FUNCTIONAL CHECK OF THE PASSENGER OXYGEN SYSTEM. THE TEE HANDLE CONTROL WAS PULLED TO MANUALLY DEPLOY AND FLOW THE PASSENGER OXYGEN MASKS. THE MASKS DID NOT DEPLOY AND THERE WAS NO OXYGEN FLOW. FURTHER INVESTIGATION REVEALED THAT THE CONTROL CABLE WAS CONNECTED TO THE PASSENGER OXYGEN SHUT OFF VALVE AND THE CONTROL CABLE WAS BROKEN SOMEWHERE IN THE MIDDLE. THE CONTROL CABLE WAS REPLACED WITH NEW AND PASSEGER OXYGEN SYSTEM OPERATIONAL CHECKED NORMAL.

2005FA0000823

BEECH

PWA  

 

BEARING

SEIZED

5/26/2005

B300

PT6A60A

 

03600918

STARTER GEN

PILOT REPORTED RT ENGINE SURGING, SMOKE FROM EXHAUST SIMULTANEOUSLY WITH RT GENERATOR GOING OFF LINE IN CRUISE FLIGHT. FOUND RT STARTER/ GENERATOR ANTI-DRIVE (BRUSH END) BEARING SEIZED, INPUT SHAFT INTACT. REPLACED STARTER/GENERATOR AND EXAMINED OIL FILTER IAW MM FAILED GENERATOR SPECIAL INSPECTION PROCEDURES. NO APPRECIABLE METALLIC PARTICLES NOTED IN OIL FILTER SENT IN FOR ANALYSIS. GENERATOR OPERATINS NORMAL AND ENGINE PERFORMANCE WITHIN MM, SERVICE LIMITS AFTER STARTER/GENERATOR REPLACEMENT.

CA050505005

BEECH

PWA  

 

TUBE

TORN

5/4/2005

B99  

PT6A28

 

302039402

TIRE 

(CAN) UPON LANDING CREW NOTICED VIBRATION CONSISTENT WITH FLAT TIRE. CONFIRMED AFTER SHUT-DOWN. MAINT WAS DISPATCHED TO REPLACE FLAT TIRE. WHEN FLAT TIRE WAS DISASSEMBLE, NOTICED THAT INNER TUBE WAS TORN APART. NO SIGNS OF PINCHING OR UNUSUAL WEAR WERE NOTICED. 5TH TIRE OF SAME MFG AND SIZE TO HAVE CAUSED UNSCHEDULED TIRE CHANGES. MAINT HAS BEEN INTERVIEWED TO DETERMINE WHETHER THERE HAS BEEN A CHANGE IN MAINT PRACTICES OR IF ANYONE HAS OBSERVED ANYTHING THAT MIGHT EXPLAIN EXPERIENCING AN INCREASE IN THE FAILURE RATE OF THESE INNER TUBES. NO CAUSES FOUND. OPERATOR HAS BROUGHT ISSUE TO ATTENTION OF SUPPLIER WITH A REQUEST TO NOTIFY MFG OF RETURN OF ALL REMAINING INNER TUBES FOR REPLACEMENT WITH ANOTHER.

CA050506001

BEECH

PWA  

 

WINDSHIELD

BROKEN

5/3/2005

C90A

PT6A21

 

10138402516

COCKPIT

(CAN) COPILOT INNER WINDOW PANE SHATTERED (LOUD BANG) DURING CRUISE AT 24,000 FT. IAS WAS 175 KNOTS , O.A.T. -32C. WINDSHIELD ANTI-ICE SELECTED OFF. NO LOSS OF PRESSURIZATION, CREW FOLLOWED CHECKLIST PROCEDURES FOR UNEVENTFUL LANDING. WINDOW HAD DELAMINATION OCCURRING BUT WITHIN LIMITS IAW MM 56-10-00 PAGE 205. WINDSHIELD IS BEING REPLACED.

CA050520001

BEECH

PWA  

 

BUSHING

MIGRATED

5/19/2005

C90A

PT6A21

 

505244761

ELEVATOR TRIM

(CAN) ON A ROUTINE FLT THE PILOTS COULD HEAR A NOISE IN THE CONTROL COLUMN WHEN MOVING IT BACKWARDS AND FORWARDS. WHEN THE AIRCRAFT RETURNED MAINTENANCE FOUND THE LEFT ELEVATOR TAB BINDING AT THE CONTROL ROD TO TAB HORN ATTACHMENT. THE BUSHING HAD MIGRATED SUCH THAT IT WAS BINDING WHEN THE ELEVATOR WAS MOVED CAUSING OIL-CANNING IN THE SKIN. A NEW BUSHING, NUT, BOLT AND COTTER PIN WERE INSTALLED AND RIGGED. THE SYSTEM WAS CHECKED SERVICEABLE AND THE AIRCRAFT RETURNED TO SERVICE.

CA050527006

BEECH

PWA  

 

COUPLING

FRACTURED

4/21/2005

C90A

PT6A21

 

 

FUEL PUMP

DURING CRUISE, THE ENGINE EXPERIENCED AN UNCOMMANDED TORQUE AND TEMPERATURE INCREASE. THE ENGINE WAS SHUT DOWN IN FLIGHT. SUBSEQUENT INSPECTION REVEALED A FRACTURED FUEL PUMP COUPLING SHAFT.

CA050418005

BEECH

PWA  

 

INDICATOR

MALFUNCTIONED

4/13/2005

C99  

PT6A36

 

6070843004

MLG 

TEST FUNCTION OF LIGHT ASSY STUCK IN TEST MODE, CAUSING FALSE COCKPIT GEAR DOWN INDICATION, DURING AN ABNORMAL GEAR EXTENSION FROM A GEAR MOTOR FAILURE.

CA050418008

BELL  

LYC  

GLOBE

NUT  

CRACKED

4/8/2005

204B

T5311B

 

 

LINEAR ACTUATOR

UPON INSP NOTICED CRACKED JAN NUT ON LINEAR ACTUATOR.

CA050418007

BELL  

LYC  

 

RELAY

DEFECTIVE

4/11/2005

204B

T5311B

 

AN30251

RCR 

ON SHUTDOWN ENGINE CONTINUED TO MOTOR OVER SLOWLY. CONTACTS STUCK. RCR REPLACED AND PROBLEM SOLVED.

CA050427008

BELL  

LYC  

 

BLADE

DAMAGED

4/1/2005

204B

T5311B

 

2040112501

MAIN ROTOR

VOID, CHORDWISE STATION 155 TO 157, HALF INCH WIDE THREE INCHES LONG. BELL HELICOPTER VERDICT THAT BLADE STILL SERVICEABLE. BHT ALLOWS VOID IN THIS AREA. 6 INCHES SPANWISE BY THE FULL CHORDWISE WIDTH OF CORE. BLADE RETURNED TO SERVICE. WILL CONTINUE TO MONITOR.

CA050503007

BELL  

ALLSN

 

BATTERY  

FAILED

2/19/2005

206B

250C20

 

G641 

MASTER

(CAN) BATTERY SPECIFIC GRAVITY CHECK AFTER CHARGING AND AFTER REMOVAL FROM AIRCRAFT NOT SERVICEABLE. BATTERY ONLY HAS 9.6 HOURS WILL NOT START AIRCRAFT.

CA050506010

BELL  

ALLSN

 

GROUND WIRE

DISCONNECTED

4/29/2005

206B

250C20B

 

Q2A18N

ELECTRICAL

(CAN) DURING INSPECTION OF HELICOPTER FOR COMPLIANCE OF AD CF-2005-10 AND ASB206-05-103. (FUEL DISTRIBUTION SYSTEM INSPECTION) FOUND DISCONNECTED GROUND WIRE Q2A18N, THE WIRE WAS MOST LIKELY LEFT OFF DURING A PREVIOUS SHEET METAL REPAIR TO THE LANDING GEAR SUPPORT AREA. REINSTALLED GROUND WIRE TO GROUND IAW BULLETIN.

CA050519008

BELL  

ALLSN

 

ENGINE

MALFUNCTIONED

5/14/2005

206B

250C20B

 

 

 

(CAN) THE AIRCRAFT WAS IN A HOVER WITH A 125 FOOT LONG LINE. THE PILOT DROPPED OFF A BATTERY AND HAD DESCENDED ABOUT 5 FT, THEN NOTICED A RAPID DESCENT AND THE RPM WAS DELAYED. ENTERED INTO AUTOROTION AND LANDED. THE PILOT ADJUSTED THE THROTTLETO IDLE AND SHUT THE ENGINE DOWN THE ENGINE WITH THE FUEL SHUT OFF. SOURCE OF THIS DECELL IS UNKNOWN.

CA050503004

BELL  

ALLSN

 

BEARING

SPALLED

4/23/2005

206B

250C20J

 

6898607

COMPRESSOR

(CAN) ENGINE CHIP DETECTOR WARNING IN FLIGHT. 2ND WARNING LIGHT IN 6 HOURS. FINE FERROUS METAL ON PLUG. SMALL BRASS PARTICLES IN OIL FILTER. TROUBLE SHOOTING INDICATED NR 1 BEARING. NR 1 BEARING REMOVED, INNERRACE SPALLED 360 DEGREES, BEARING SEPARATOR (BRASS) COMPLETELY DISINTEGATED IN 9 LARGE PIECES AND SEVERAL SMALL ONES. (CHIP DETECTOR ON 1ST WARNING SHOWED 2 SMALL PARTICLES. CHIP PLUG CLEANED, AIRCRA FT HOVERED 30 MINUTES, NO WARNING LIGHT AND FUZZ FOUND ON CHIP DETECTOR.

CA050511004

BELL  

ALLSN

LUCAS

FAN  

DAMAGED

4/19/2005

206L

250C20R2

 

230321301

STARTER GEN

THE COOLING FAN IN THE STARTER GEN DEVELOPED A CRACK IN THE FAN BLADE PART (4 BLADES ARE STAMPED FROM ONE ALUMINUM PIECE, AND SWAGED ON A STEEL HUB) AT THE NOTCH BETWEEN TWO BLADES. UNDER CENTRIFUGAL FORCE AT 12,000 RPM, THE BLADES SPLIT IN TWO AND CAME OFF THE HUB. NO FOD RESULTED. VISUAL PREFLIGHT INSPECTION FOUND THE DEFECT. THIS FAN IS AN OLD DESIGN, AND HAS NOW BEEN REPLACED BY A SUPERSEDING PART THAT IS A ONE-PIECE CAST ALUMINUM FAN.

CA050503003

BELL  

ALLSN

BELL  

SADDLE

CRACKED

4/23/2005

206L1

250C28B

 

206052111007

RT SKID TUBE

2 PIECE SADDLE, CRACKED ACROSS BOLT HOLE, .250 TO EDGE AND .750 TO BEND STEP RADIUS. FORWARD SIDE, 3RD BOLT HOLE DOWN FROM TOP. PART REPLACED WITH 1 PIECE SADDLE.

CA050418015

BELL  

PWA  

 

BLADE

DAMAGED

4/12/2005

212  

PT6T3B

 

212015501115

MAIN ROTOR

ON DESCENT, HEARD SOUND SIMILAR TO WHISTLE & HEARD SOUNDS DURING RT BANK ON APPR. A/C SHUTDOWN, INSP M/R BLADES & STAB BAR FOR CAUSE OF NOISE. SUSPECT BLADE TAPE ON STAB BAR LOOSE. NO DEFECTS FOUND. NO FURTHER NOISE APPARENT. APPROX 1-2 MINS INTO NEXT FLT, A/C RETURNED, VIBE LEVEL INCREASED WITH FEEDBACK THROUGH CONTROLS & AIRFRAME OF VERT. DIFFERENT NOISE WITH INCREASED VOLUME HEARD DURING APPR. A/C LANDED, SHUTDOWN, REPORTED INCREASE VERT VIBE LEVEL IN A/C WITH VIBE IN CONTROLS DECIDED TO RETURN & SHUTDOWN. INSP REVEALED UPPER SKIN NEAR OUTBOARD TIP HAD LIFTED AFT ABRASION STRIP. AREA AFFECTED APPROX 4 INCHES BY 2 INCHES. ADHESIVE SEPARATED CLEANLY. NO VISIBLE CORROSION OR AUDIBLE DELAMINATION.

CA050426001

BELL  

 

 

ACTUATOR

FAULTY

4/25/2005

407  

 

 

206075606210

SERVO

PILOT VALVE WOULD ONLY MOVE IN ONE DIRECTION. LIFTED UP (DUST CAP) BOOT TO LOOK AT PILOT VALVE ROD AND FOUND LOCKING MECHANISM LOOSE AND ABLE TO ROTATE. SERVO PISTON WOULD NOT MOVE IN ANY DIRECTION.

CA050429001

BELL  

ALLSN

 

BOWL

LEAKING

4/28/2005

407  

250C47B

 

23066681

OIL FILTER

THE CEFA OIL FILTER BYPASS INDICATOR POPPED OUT. INVESTIGATION REVEALED THE IMPENDING BYPASS INDICATOR ON THE CEFA OIL FILTER BOWL FELL APART. A RETAINING CLIP BROKE AND PARTS OF IT WERE FOUND IN THE OIL SYSTEM. SPRING, PRESSURE PLATES AND POPPET WERE ALSO RECOVERED.

CA050527030

BELL  

PWA  

 

COMPRESSOR

SEIZED

5/11/2005

412EP

PT6T3

 

 

ENGINE

DURING CRUISE, ENGINE TURBINE TEMPERATURE STEADILY INCREASED ACCOMPANIED BY A DECEASE IN COMPRESSOR SPEED. THE CREW SHUT THE ENGINE DOWN IN-FLIGHT AND THE AIRCRAFT WAS DIVERTED. SUBSEQUENT INSPECTION EVIDENCED COMPRESSOR SEIZURE. P&WC WILL INVESTIGATE THE INCIDENT AND ADVISE OF ROOT CAUSE, ONCE ESTABLISHED.

CA050527025

BELL  

PWC  

 

WARNING LIGHT

ILLUMINATED

5/11/2005

427  

PW207D

 

 

ENGINE FUEL

DURING CRUISE, THE ENGINE FUEL PRESSURE WARNING ANNUNCIATED FOLLOWED BY AN ENGINE FAIL WARNING ANNUNCIATION. THE FLIGHT CONTINUED ON OEI RATING. PWC WILL INVESTIGATE THE EVENT AND WILL ADVISE OF ROOT CAUSE, ONCE ESTABLISHED.

CA050516004

BELL  

PWC  

 

WARNING LIGHT

ILLUMINATED

5/11/2005

427  

PW207D

 

 

FUEL PRESSURE

(CAN) AT 2500 FEET ASL DURING A 120 KNOTS CRUISE FLIGHT AT APPROXIMATELY 70 PERCENT TOTAL TORQUE, THE ENG FUEL PRESS WARNING LIGHT ILLUMINATED. APPROXIMATELY 10 SECONDS LATER THE ENG FAIL WARNING LIGHT ILLUMINATED. FLIGHT WAS CONTINUED OEI WITH A RUN ON LANDING AT HELIPORT.

2005FA0000785

BELL  

LYC  

 

DRIVE SHAFT

VIBRATION

5/11/2005

UH1H

T53L13B

 

SKCP2281103

ENG TO TRANSMISS

( 2005-5-1) PILOT NOTICED VIBRATION AND RUMBLE COMING FROM THE MAIN TRANSMISSION AREA ON TAKEOFF. MECHANIC DID TROUBLE TROUBLESHOOTING PROCEDURES AND NOTICED ONE OF THE FLEX PLATES ON THE MAIN DRIVE SHAFT HAD SNAPPED CAUSING THE DRIVE SHAFT TO BE IN FAIL SAFE MODE. DRIVE SHAFT WAS REPLACED AND PILOT CONTINUED. (K)

CA050427006

BNORM

LYC  

 

ROD  

BROKEN

4/3/2005

BN2A26

O540E4C5

 

BN45991

RUDDER BAR DRIVE  

DURING TAXI NOTICED RUDDER PEDALS SLOPPY, UPON INSP DISCOVERED RUDDER BAR DRIVE ROD BROKEN.

2005FA0000804

BOEING

 

KIDDE

SEAT

DAMAGED

5/23/2005

727*

 

 

M80530044

FIRE BOTTLE

RECEIVED APU FIRE EXTINGUISHER FOR OVERHAUL AFTER FIRING. DURING THE DISASSEMBLY, IT WAS DISCOVERED THAT THE PYROTECHNIC CARTRIDGE MELTED THE STAINLESS STEEL BOTTLE’S SEAT RENDERING THE PRESSURE VESSEL SCRAP. THIS TYPE OF DAMAGE IS CONSISTENT WITH PREVIOUSLY REPORTED DAMAGE CAUSED BY THIS MFG CARTRIDGES. REPAIR STATION IS VERY CONCERNED SINCE AT LEAST (2) OTHER UNRELATED REPAIR STATIONS HAVE REPORTED SIMILAR PROBLEMS WITH THE PYROTECHNIC CARTRIDGES FROM THIS MFG. (K)

CA050506004

BOEING

PWA  

 

DUCT

SEPARATED

4/16/2005

727217

JT8D17

 

577957

MANIFOLD

(CAN) DUCT ASSEMBLY (13TH STAGE BLEED AIR) SEPARATED FROM FLANGE.

MTF2351

BOEING

 

 

MOUNT BRACKET  

DETERIORATED

6/16/2005

727223

 

 

65445543

STROBE LIGHT

STROBELIGHT MOUNT BRACKET, SHOCK MOUNTS DETERIORED AND UNIT HELD IN PLACE BY ONE SHOCK MOUNT, ALL SHOCK MOUNT ATTACH HOLES IN BRACKET WORN/ELONGATED, SO MOUNTS WERE NOT ABLE TO REMAIN ATTACHED. INSPECTION OF THIS AREA WAS BY REMOVING ACCESS PANEL 9715 PREVIOUS LISTED IN BOEING 727 MPD D6-8766-2 REV H DATED 3/78, PER -D- CHECK 6-55-12. D-CHECK REQUIREMENT. REQUIREMENT REVISED TO C-CHECK LEVEL PER REVISION TO MPD D6-8766-2 REV K DATED 4/80 OF BOEING 727 AND ACCESS PANEL 9715 REQUIREMENT TO REMOVE HAS BEEN DELETED THEREFORE NOT PRESENTING AVAILABILITY TO INSPECT MOUNT/BRACKET ATTACHMENT.

CA050527002

BOEING

PWA  

 

ACTUATOR

LACK OF LUBE

5/19/2005

727225

JT8D15A

 

652183121

RUDDER TRIM

DURING CRUISE, A/C BEGINNING TO PITCH UP & DOWN SLIGHTLY WITH AUTOPILOT ENGAGED. DISENGAGED AUTOPILOT IN ORDER TO RE-TRIM A/C. DURING PROCEDURE RUDDER TRIM FOUND IMMOBILE. ATTEMPTED SMALL RUDDER DEFLECTION WITH RUDDER PEDALS & FOUND THEM TO BE IMMOBILE. DECLARED AN EMERGENCY AND DIVERTED TO CYWG. DURING DESCENT AT APPROX 9000 FT, RUDDER BEGAN TO FREE ITSELF & FUNCTION CORRECTLY. A/C CONTINUED ITS APPROACH & LANDED AT CYWG W/O FURTHER INCIDENT. MX INVEST WITH ASSISTANCE OF BOEING SERVICE LETTER 727-SL-27-24 INDICATED RUDDER TRIM ACTUATOR TO BE LACKING SUFFICIENT LUBE RESULTING IN HIGHER THAN NORMAL INPUT FORCE. RUDDER TRIM ACTUATOR & RELATED PARTS LUBED IAW SERVICE LETTER & MM. A/C RETURNED TO SERVICE.

CA050517005

BOEING

PWA  

 

VALVE

LEAKING

5/17/2005

727247

JT8D15

 

1U10851

HYD SYSTEM

(CAN) ON APPROACH, AFTER GEAR EXTENSION (A) SYSTEM HYDRAULIC FLUID WAS FOUND DROPPING. A NORMAL LANDING WAS ACCOMPLISHED BUT THE AIRCRAFT HAD TO BE TOWED OFF THE TAXI WAY DUE TO HYDRAULIC LOSS CAUSING THE STEERING SYSTEM TO BE INOP. AT THE RAMP MAINTENANCE TROUBLE SHOT THE SYSTEM AND FOUND A PIN HOLE IN THE LT MAIN LANDING GEAR LOCK OPERATED SEQUENCE VALVE BODY. AIRCRAFT IS DOWN UNTIL NEW VALVE CAN BE INSTALLED AND GEAR SWING ACCOMPLISHED.

CA050512004

BOEING

PWA  

 

CONTROLLER

FAILED

5/5/2005

727260

JT8D17

 

106120917

CABIN PRESSURE

DURING DESCENT FROM FL290 TO FL270, THE 'OFF SCHEDULE' DESCENT LIGHT ILLUMINATED. CABIN ALTITUDE WAS QUICKLY INCREASING WITH CABIN DIFFERENTIAL QUICKLY DECREASING. CREW SWITCHED TO STANDBY, MANUAL DC AND MANUAL AC BUT CABIN CONTINUED TO DE-PRESSURIZE. ATC WAS ADVISED AND AN EMERGENCY DESCENT WAS INITIATED. AT APPROX 14,000 FT CABIN DIFFERENTIAL WAS ZERO AND CABIN ALTITUDE WAS AT 14,000 FT. DESCENT WAS SLOWED AT THIS POINT AND CONTINUED TO CLEARED ALTITUDE OF 8,000 FT. DESCENT AND LANDING AT DESTINATION AIRFIELD COMPLETED W/O FURTHER INCIDENT. MX WAS ABLE TO CONFIRM FAULT IN THE CONTROLLER. THE CONTROLLER WAS REPLACED AND TESTED SATISFACTORY AND THE AIRCRAFT WAS RETURNED TO SERVICE.

CA050510006

BOEING

PWA  

 

GCU  

SHORTED

5/9/2005

737201

JT8D9A

 

10612243

NR 1 ENGINE

(CAN) AFTER STARTING THE NR 1 ENGINE, THE CREW TURNED ON POWER FROM THE NR 1 ENGINE. THEY IMMEDIATELY NOTICED SMOKE COMING FROM THE GCU. THEY TURNED THE POWER OFF AND RETURNED TO GATE FOR MAINTENANCE. MAINTENANCE SWAPPED THE NR 1 GCU WITH THE APU GCU AND CARRIED OUT EXTENSIVE TROUBLESHOOTING AND FUNCTION TESTS. THE GCU WAS FOUND TO BE AT FAULT. SUSPECT INTERNAL SHORT CIRCUIT. THE APU GCU WAS PLACED ON MEL 24-2 AND THE AIRCRAFT RETURNED TO SERVICE. THE INOPERATIVE GCU WAS LATER REPLACED. INFORMATION TO FOLLOW AFTER COMPLETION OF THE TEARDOWN INSPECTION AND REPORT FROM SHOP.

CA050502005

BOEING

PWA  

 

CONTROL UNIT

MALFUNCTIONED

4/26/2005

737204

JT8D15

 

654476117

HYD SYSTEM

A/C 743 WAS IN CRUISE WHEN 'B' SYSTEM LOW QUANTITY LIGHT CAME ON FOLLOWED BY GAUGE GOING TO ZERO. 'B' SYSTEM LOW PRESSURE LIGHTS ILLUMINATED, BOTH 'B' PUMPS SELECTED OFF. OVERHEAT LIGHTS DID NOT ILLUMINATE. A/C WAS EN ROUTE TO YEG, ATC WS ADVISED AND EMERGENCY VEHICLES WERE REQUESTED TO BE ON STAND BY. THE LANDING WAS UNEVENTFUL AND THE A/C TAXIED TO THE GATE. MAINTENANCE CONFIRMED THE SOURCE OF THE LEAK WAS THE 'B' SYSTEM PCU. THE PCU WAS REPLACED AND THE AIRCRAFT RETURNED TO SERVICE WITH NO FURTHER DEFECTS RELATED TO THE HYDRAULIC SYSTEMS TO DATE.

CA050509001

BOEING

PWA  

 

OVEN

SMOKE

5/6/2005

737248C

JT8D9A

 

 

GALLEY

(CAN) DEPARTING, DURING CLIMB, SMOKE/HAZE WAS OBSERVED EMINATING FROM THE AFT CABIN AREA. THE AIRCRAFT DECLARED AN EMERGENCY AND RETURNED TO POINT OF DEPARTURE, LANDING WITH NO FURTHER INCIDENT. THE SOURCE OF THE SMOKE WAS DETERMINED TO BE THE CONTENTS OF A GALLEY OVEN. THE AFT SLIDES WERE DEPLOYED AND ENGINE FIRE BOTTLES WERE DISCHARGED.

CA050504006

BOEING

PWA  

 

CONTROLLER

INOPERATIVE

5/3/2005

737275

JT8D9A

 

7638101

CABIN PRESSURE

(CAN) ON DEPARTURE, A/C WAS CLIMBING THROUGH FL210 WHEN THE CREW NOTICED THE CABIN DIFFERENTIAL WAS AT MAXIMUM AND THE CABIN RATE OF CLIMB WAS EXCEEDING 3000 FPM (UP). THEY IMMEDIATELY INITIATED A RAPID DESCENT AND STABILIZED THE CABIN ALTITUDE AT AN A/C ALTITUDE OF 17,000 FT. THE A/C RETURNED AND PERFORMED A NORMAL LANDING. MAINTENANCE CARRIED OUT T/S AND REPLACEMENT OFTHE PRESSURE CONTROLLER.

20050622A

BOEING

 

 

SKIN

DENTED

6/2/2005

737300

 

 

 

FUSELAGE

DENT IN THE LT FUSELAGE SKIN IN AREA OF S20L AT BS 465.

CA050510004

BOEING

CFMINT

 

WINDOW

CRACKED

5/8/2005

737522

CFM563C1

 

58935733

COCKPIT

(CAN) NR 4 WINDOW CRACKED AT ALTITUDE. WINDOW REPLACED.

CA050512008

BOEING

CFMINT

 

DISPLAY

ODOR

4/29/2005

73776N

CFM567B22

 

50401100003

ENTERTAIN SYS

VDU AT ROW 5D HAD GONE BLACK AND THERE WAS A BURNING SMELL PRESENT. THE PART WILL BE RETURNED TO THE OEM FOR TEARDOWN. THIS UNIT WAS PREVIOUSLY REPORTED ON SDR20050317007. TO MAKE THIS ITEM MORE VISIBLE FOR TRACKING AND TO ADHERE TO COMPANY POLICY A SEPARATE SDR FILE IS BEING SUBMITTED AT THIS TIME.

CA050512007

BOEING

CFMINT

 

DISPLAY

ODOR

4/20/2005

73776N

CFM567B22

 

50401100003

ENTERTAIN SYS

THE VDU AT ROW 22C WAS REPORTED AS BEING HOT AND HAVING AN ASSOCIATED BURNING SMELL. THIS PART WILL BE RETURNED TO THE OEM FOR TEARDOWN. THIS UNIT WAS PREVIOUSLY REPORTED ON SDR 20050317007. TO MAKE THIS ITEM MORE VISIBLE FOR TRACKING AND TO ADHERE WITH COMPANY POLICY A SEPARATE SDR FILE IS BEING SUBMITTED AT THIS TIME.

2005FA0000739

BOEING

 

 

AXLE

BROKEN

4/18/2005

757*

 

 

161N16264

MLG 

(REF: PO0043200R011)AXLE WAS FOUND BROKEN NEAR THE CENTER POINT THAT WAS CONCEALED BY THE TRUCK BEAM DEGES OF THE FRACTURE SHOW SEVERE CORROSION AND PEELED CHROME PLATING. (K)

CA050531003

BOEING

RROYCE

 

ENGINE

MAKING METAL

5/28/2005

75728A

RB211535E437

 

 

 

(CAN) DURING ENGINE START, ENGINE FAILED TO ACHIEVE APPROPRIATE RPM. START ABORTED. TROUBLESHOOTING FOUND DEBRIS IN THREE CHIP DETECTORS. ENGINE WILL BE CHANGED AND SHIPPED BACK TO OVERHAUL FACILITY FOR INVESTIGATION.

CA050517006

BOEING

RROYCE

BOEING

BOLT

MISSING

5/16/2005

75728A

RB211535E437

FW18694

BLT5249

ENGINE MOUNT

(CAN) DURING C CHECK, IT WAS FOUND THAT THE FRONT MOUNT ASSEMBLY HAD A KEEPER BOLT MISSING FROM THE AFT PICKUP BEARING BUSHING. THE BEARING BUSHING HAD SHIFTED TRANSFERING ALL WEIGHT TO ONE LUG OF THE BRACKET. COMPLETE MOUNT WAS REPLACED AS A PRECAUTION. APPROVAL OBTAINED FROM MFG. IT COULD NOT BE CONFIRMED THAT THE BOLT WAS EVER INSTALLED OR THAT IT WAS NOT PROPERLY SAFETIED AND FELL OUT AT A LATER DATE. NO HARDWARE WAS FOUND IN THE COWLING SUGGESTING IT WAS NOT INSTALLED AT BUILDUP. AIRCRAFT FLEW 1298 HOURS AND 361 CYCLES BETWEEN TIME THE ENGINE WAS INSTALLED UNTIL THE BOLT WAS NOTICED MISSING.

CA050517001

BOEING

PWA  

 

LOCK

MELTED

5/17/2005

767333

PW4060

 

 

COCKPIT DOOR

(CAN) FAULT: ELECTRICAL BURNING SMELL NOTED AROUND VCR IN FORWARD GALLEY, LAVATORY AND OVERHEAD AREA. RETURNED. ACTION: BURNED ELEC SMELL LOCATED AS COMING FROM COCKPIT DOOR LOCK SOLENOID. SOLENOID AND HARDWARE REMOVED AND PLACED IN PLASTIC BAG IN OPB. AREA DEODORIZED AND A/C CHECKED (S) FOR FLT. COCKPIT DOOR CAN BE LOCKED WITH DEAD BOLT IAW MEL.

CA050516001

BOEING

PWA  

 

TIRE

FAILED

5/16/2005

767333

PW4060

 

468K292

MAIN GEAR

FOUND NR 1 MAIN WHEEL RECAP, 3/4 THICK, MISSING. TIRE PRESS STILL 220PSI. NR 1 MAIN WHEEL CHANGED AS PER MM32-45-01.

CA050510008

BOEING

GE  

 

THROTTLE CABLE

MISALIGNED

5/10/2005

767375

CF680C2B6

 

 

LEFT 

(CAN) ON CLIMB OUT THRU FL 130 EICAS (L PRV) QRH COMPLETED - THRU FL 200 LT THROTTLE VERY HARD TO ADVANCE OR MOVE TO IDLE. A/T ARM OFF NO IMPROVEMENT. RETURN TO LHR. NO LT REVERSE ON LANDING. FOR T/S AND INFO ON PRV REFER TO L1425969. LT ENG PUSH PULL CABLE REMOVED, INSPD AND CLEANED, UPPER END OF DOVE TAIL BELOW STRUT FOUND SLIGHTLY MIS-ALIGNED, CABLE RUN RE-ASSBLD AND FUNC CHK SERV IAW 76-11-00-765-100-400, AUTO THROT SYST CHK SERV.

CA050510002

BOEING

GE  

 

WIRE

BURNED

5/10/2005

767375

CF680C2B6F

 

146T51451

CHILLER

(CAN) FAULT: REF L1523271 AFT CHILLER POPS CB, FOUND UPPER CHILLER WIRING BURNED AND ARCED TO BOTTOM OF FLOORBEAM . FLOORBEAM AT STN 1540 , 26 INCHES RT OF CENTER LINE. HAS HOLE BURNED THROUGH LOWER CHORD APROX .8750 INCHES WIDE , .5 INCH ACROSS LOWER CHORD, .2500 INCH UP FWD FLANGE. ACTION: FLOORBEAM AT STN 1562 REPAIRED IAW PP B767-53-19570. TEMP REPAIR ANGLE TO BE REPLACED WITH NEW REPAIR ANGLE IAW SRM 51-70-12 FI G 1 OR FIG 2 AT NEXTM-CHECK.

CA050517002

BOEING

GE  

 

LIGHT

SMOKE

5/17/2005

767375

CF680C2B6F

 

 

FWD GALLEY

(CAN) ON FINAL TO 24R, IN CHARGE F/A REPORTED SMOKE FROM UTILITY LIGHT FWD GALLEY AFTER COMPLETING QRH AND CUTTING UTILITY BUSSES SMOKE SUBSIDED. TRANSFORMER REPLACED AND OPS TESTED OK.

2005FA0000760

BOEING

WRIGHT

 

ENGINE

FAILED

4/26/2005

B17G

R182097

 

R182097

NR 3 

UPON ANNUAL INSPECTION, ENGINE WAS FOUND TO BE SEIZED, CHECKED FOR OIL IN GIL TANK, 25 GAL REMAINING. ENGINE REMOVED FROM AC. UPON REMOVAL OF PROPELLER, PROP SHAFT WAS FULL OF METAL. NOSE CASE FAILURE. (K)

2005FA0000761

BOEING

WRIGHT

 

ENGINE

FAILED

4/26/2005

B17G

R182097

 

R182097

NR 3 

UPON INSTALLATION OF ENGINE AT NR 3 POSITION, METAL WAS FOUND IN PROPELLER SHAFT. ENGINE HAD RUN IN TIME ONLY AS -0- TSMO. ENGINE REMOVED AND NOT RUN ON AIRCRAFT. (K)

CA050527027

BOMBDR

PWC  

 

ENGINE

LEAKING

5/18/2005

DHC8400

PW150A

 

 

 

ON APPROACH, SMOKE BECAME EVIDENT IN THE CABIN AND ON THE FLIGHT DECK. THE CREW DECLARED AN EMERGENCY AND OPENED THE FORWARD OUTFLOW AND DUMP VALVE. SUBSEQUENT INSPECTION REVEALED EXTERNAL OIL LEAKAGE AND THE ENGINE WAS REMOVED FOR INVESTIGATION. PWC WILL INVESTIGATE THE EVENT AND WILL ADVISE OF ROOT CAUSE ONCE ESTABLISHED.

CA050510010

BOMBDR

PWC  

 

BEARING

DETACHED

5/7/2005

DHC8400

PW150A

 

296852629

MLG WHEEL

(CAN) DURING TAXI OUT FOR TAKE OFF, THE FLIGHT ATTENDANT NOTIFIED THE CREW OF SMOKE OFF OF THE NR 1 WHEEL ASSY. WHEN MAINTENANCE ARRIVED THEY FOUND THE INSIDE BEARING OF THE NR 1 WHEEL ASSY DESTROYED. INVESTIGATING THE EVENT.

CA050502001

BOMBDR

PWC  

 

WIRE HARNESS

SHORTED

4/29/2005

DHC8400

PW150A

 

 

 

LOW SPEED CUE MESSAGE INDICATION ON TAKEOFF, THE T/O WAS ABORTED. UPON LANDING THE CUE MESSAGE REAPPEARED ALONG WITH FADEC 2/DU MESSAGE. THIS TIME THE REMAINED DISPLAYED. MAINTENANCE REMOVED THE MFDS AND ED AND IT WAS FOUND THAT THE ED WIRING HARNESS AT THE BASE OF CONNECTOR 7740-P2-A1 WAS CHAFED AND SHORED. WIRING REPAIRED PER STANDARD PRACTICE.

CA050530004

BOMBDR

PWC  

 

SHAFT

SHEARED

5/25/2005

DHC8402

PW150A

 

C1535361

FLAP XMSN

AFTER SELECTION, NOTICED NO MOVEMENT OF FLAPS, CREW RESET FLAP CONTROL CB L7 WITH NO SUCCESS. OVERSHOOT C/OUT, FLAPLESS LANDING C/OUT WITH NO DIFFICULTY. AFTER INSP, RT INBD FLAP, OTBD (RT NR 4) XMISSION SHAFT FOUND SHEARED AT JOINT & CAUSE A FLAP POWER CAUTION LIGHT DURING APPRO. NOTE: ALSO ASYMMETRY MESSAGE IN CDS. SHAFT IN QUESTION IS ORIGINAL TO A/C, NEVER REPLACED SINCE A/C ENTERED IN SERVICE. NO SPECIFIC MX PERFORMED ON PART OTHER THAN GENERAL INSPS & FUNCT CHKS OF SYS. BOMBARDIER ADVISED SAME DAY & DAMAGED PART SHIPPED FOR INVEST. GENERAL VISUAL INSP OF ALL XMISSION SHAFTS (ALL FLAP TRANSMISSION SHAFT AND TORSION BARS REMOVED FOR INSPECTION) FOR INTEGRITY C/OUT, LUBE ALL FLAP BALL-SCREW ACT C/OUT.

CA050505001

BRAERO

GARRTT

 

HINGE

CRACKED

5/5/2005

BAE125800A

TFE731*

 

25WF4402

TE FLAPS

(CAN) DURING A SCHEDULED INSPECTION, A CRACK WAS DETECTED VISUALLY, IN THE AFT, INNER MACHINED RADIUS OF THE RT FLAP OUTER HINGE, P.N: 25WF4402. MPI NDT DETECTED A SECOND CRACK IN THE OPPOSITE, FORWARD RADIUS. BOTH CRACKS RUN APPROXIMATELY 5.5 INCHES IN LENGTH, AND ARE IN EXCESS OF 0.040 INCHES IN DEPTH. PART REPLACED WITH NEW. MANUFACTURER FIELD SERVICE REPRESENTATIVE NOTIFIED.

CA050510007

BRAERO

RROYCE

 

LINE

LEAKING

5/8/2005

HS7482A

DART5342

 

200146652

LT BRAKE

(CAN) AFTER LANDING, THE CREW OBSERVED THE NR 1 IB BRAKE UNIT LINE LEAKING. MAINTENANCE WAS DISPATCHED. THE LINE WAS REPLACED AND THE SYSTEM BLED. THE AIRCRAFT GROUND RUN SERVICEABLE BEFORE BEING RETURNED TO SERVICE.

CA050517003

BRAERO

RROYCE

 

COOLING FAN

OVERHEATED

5/13/2005

HS7482A

DART5342

 

68C6122

NR 2 RADIO

EN ROUTE, CREW NOTICED AN ELECTRICAL BURNING ODOR & SMOKE IN COCKPIT. FLT TERMINATED & AN UNEVENTFULL LANDING MADE. MX INVESTIGATION REVEALED THE NR 2 RADIO CRATE COOLING FAN SMOKE BLACKENED & DIFFICULT TO TURN BY HAND. FAN REMOVED & BENCH TESTED. DURING BENCH TEST FAN ROTATED VERY SLOWLY & OVERHEATED. NOTED DURING TEST THE CURRENT DRAW BY FAN LESS THAT 15 AMPS, WHICH WOULD EXPLAIN WHY ASSOCIATED ACFT 15 AMP C/B DID NOT TRIP. FAN REPLACED. ASSOCIATED WIRING HARNESSES & C/BS INSPECTED & TESTED. COOLING FAN INSTALLATION FUNCTION TESTED ON THE AIRCRAFT AND SHOWED NO EVIDENCE OF DEFECTS. THE AIRCRAFT RELEASED TO SERVICE.

CA050509006

CESSNA

LYC  

 

FITTING

CRACKED

5/9/2005

152  

O235L2C

 

04310093

VERTICAL STAB

(CAN) FITTING CRACKED 90 PERCENT THROUGH, IN RADIUS BETWEEN OUTER HORIZONTAL AND VERTICAL SECTIONS.

CA050428002

CESSNA

LYC  

 

BRACKET

CRACKED

4/27/2005

152  

O235L2C

 

04320049

HORIZONTAL STAB

WHILE PERFORMING THE INSPECTION REQUIREMENTS OF SEB 03-06, THE BRACKET WAS FOUND TO BE CRACKED. ALL OTHER PARTS OF INTEREST WHILE PERFORMING THIS SB WERE SERVICEABLE.

2005FA0000751

CESSNA

LYC  

 

DRIVE GEAR

CRACKED

5/1/2005

172M

O320*

 

 

STARTER

STARTER BROKE. VISUAL INSPECTION FOUND BENDIX DRIVE GEAR CRACKED AND APPEARS BENT. END BUSHING IS ALSO CRACKED. (K)

CA050509007

CESSNA

LYC  

 

ALTERNATOR

FAILED

5/9/2005

172M

O320E2D

 

DOFF10300J

ENGINE

(CAN) DURING RUNUP A DISCHARGE WAS NOTICED ON AMMETER. FURTHER INSPECTION BY AN ENGINEER CONCLUDED THAT THE ALTERNATOR HAD FAILED INTERNALLY.

CA050503002

CESSNA

LYC  

 

CYLINDER HEAD

CRACKED

4/20/2005

172M

O320E2D

 

LW12416

ENGINE

FOUND CRACKED CYLINDER WHERE CYLINDER HEAD AND CYLINDER BARREL MATE TOGETHER, CRACK WAS 4 INCHES LONG, AND LEAKING EXHAUST GAS ON THE NR 1 CYLINDER.

CA050511002

CESSNA

LYC  

 

LIFTER

DESTROYED

4/21/2005

172M

O360A4M

 

72877

ENGINE

A/C SUFFERED A PWR LOSS IN FLT DUE TO THE COLLAPSE/FRACTURE OF NR 2 CYLINDER EXHAUST VALVE HYD LIFTER BODY P/N 72877. THE PILOT WAS ABLE TO MAINTAIN CONTROL OF THE A/C AND CONTINUE THE FLT TO THE CLOSEST AIRPORT (SWAN HILLS, ALBERTA 'CEM5'). LANDED W/O FURTHER INCIDENT. INSPECTION REVEALED INTERNAL DAMAGE TO THE ENGINE RESULTING FROM THE BREAK-UP OF THE VALVE LIFTER BODY, AND PIECES OF IT BEING PROJECTED AGAINST THE CRANKCASE, AS A RESULT. THE ENG IS A TOTAL WRITE OFF THE ENGINE WAS CHANGED AND THE A/C WAS RETURNED TO SERVICE. THIS ENGINE OPERATED ON A TRANSPORT CANADA APPROVED 'ON CONDITION' MX PROGRAM. FLIGHT TECH AVIATION AS THE MX ARM OF ALTA FLIGHTS (CHARTERS) INC HAVE DECIDED TO REDUCE THIS ENG MAKE/MODEL BACK TO ITS OFFICIAL TBO OF 2000 HOURS.

CA050418016

CESSNA

LYC  

 

MAGNETO

FAILED

4/17/2005

172N

O320E2D

 

4371T

ENGINE

(CAN) AIRCRAFT EXPERIENCED A ROUGH RUNNING ENGINE. RT MAGNETO FOUND TO BE UNSERVICABLE.

CA050427009

CESSNA

LYC  

BENDIX

POINTS

WORN

4/8/2005

172N

O320H2AD

 

ES10382585

MAGNETO

ROUTINE INSP REVEALED MAGNETO TO ENGINE TIMING WAS OFF BY ABOUT 4 OR 5 DEGREES. MAGNETO REMOVED TO CHECK POINTS. POINTS JUST BARELY OPENING, NORMAL POINT GAP 0.016'. PLASTIC/NYLON HEEL THAT RIDES ON MAGNETO CAM WORN DOWN.

2005FA0000828

CESSNA

 

 

HOSE

CRACKED

6/23/2005

172P

 

 

B906 

VACUUM SYS

VACUUM SYSTEM HOSES (ORIGINAL EQUIPMENT), RED PLASTIC INNER LINER CRACKING WITH PIECES AND FLAKES BREAKING OFF. COULD CAUSE GYRO OR VACUUM PUMP FAILURE. (K)

2005FA0000741

CESSNA

LYC  

 

PUMP

OVERHEATED

2/2/2005

172P

O320*

 

ADV211CC

ENGINE

REMOVED VACUUM PUMP DUE TO TOTAL FAILURE AND OVERHEAT CONDITION, MELTED TACH CABLE THAT RUNS ABOUT 1 INCH AWAY, THIS IS THE SECOND FAILURE IN THE FLEET WITH OVERHEAT CONDITION, BOTH PUMPS HAD LESS THAN 300 HOURS SINCE NEW. (K)

2005FA0000742

CESSNA

LYC  

 

PUMP

OVERHEATED

2/2/2005

172P

O320*

 

ADV211CC

ENGINE

REMOVED VACUUM PUMP DUE TO OVERHEAT CONDITION, BACK OF PUMP WAS DISCOLORED, THE TACH CABLE THAT RUNS ABOUT 1 INCH AWAY FROM THE VACUUM PUMP WAS MELTED ABOUT 4 INCHES. THIS IS THE SECOND PUMP IN THE FLEET WITH THIS TYPE OF FAILURE, BOTH PUPS HAD LESS THAN 300 HOURS SINCE NEW.

2005FA0000796

CESSNA

LYC  

 

DOUBLER

CORRODED

5/25/2005

172P

O320D2J

 

051310929

FIREWALL

THESE FIREWALL DOULBLERS ARE INSTALLED FROM FACTORY WITH SOME STRUCTURAL STEEL RIVETS PASSING THROUGH THESE ALUMINUM DOUBLERS, CAUSING CORROSION TO FORM ON BOTH LT AND RT DOUBLERS VERY NEAR ENGINE DYNAFOCAL MOUNT LOCATIONS, REQUIRING REPLACEMENT OF BOTH DOUBLERS.

2005F00087

CESSNA

LYC  

 

DRIVE ASSY

DESTROYED

5/27/2005

172P

O320D2J

 

EB75A

STARTER

THE DRIVE GEAR ON THE BENDIX DRIVE SHUTTERED. THIS ALSO CURVED SEVER DAMAGE TO THE TEETH ON THE RING GEAR RENDERING THE RING GEAR UNSEVERICEABLE. WE HAD 2 PREVIOUS PROBLEMS WITH THE BENDIX ON NEW STARTERS THESE. RELATED TO THE DRIVE NOT ENGAUGING OR DISENGAGING PROPERLY. THIS IS A MUCH MORE SEVERE PROBLEM AND IS PROBABLY RELATED TO A MATERIAL DEFECT IN THE PART.

2005FA0000853

CESSNA

LYC  

SLICK

DISTRIBUTOR BLK

MISMANUFACTURED

6/10/2005

172R

IO360L2A

 

K3822

LT MAGNETO

DURING PRELIMINARY RUNUP AT ANNUAL INSP, TECH NOTED ENGINE DIFFICULT TO START, & ROUGH ON LT MAG WHEN COLD. ATTEMPTS TO CHECK TIMING ON LT MAG WITH A MAG SYNCHRONIZER UNSUCCESSFUL. POINTS WERE ERRATIC DURING CLOSING & OPENING. REMOVAL OF CAP DISCLOSED SIGNIFICANT DEBRIS. DISASSEMBLY OF MAG DISCLOSED ROTOR GEAR HAD CONTACTED THE DISTRIBUTOR BLOCK, GRINDING ROTOR GEAR & DISTRIBUTOR GEAR / BLOCK. ROTOR GEAR HAD ALSO WORN A .0625 DEEP GROOVE IN THE CONDENSER. IT APPEARED THE CONTACT BETWEEN THE ROTOR GEAR & CONDENSER WAS ONLY THING PREVENTING ROTOR GEAR FROM DISENGAGING ROTOR SHAFT, & TOTALLY FAILING MAG. THERE WAS EVIDENCE THE ROTOR GEAR HAD NEVER BEEN FULLY SEATED ON THE ROTOR SHAFT.

2005FA0000771

CESSNA

LYC  

 

LOCK

SLIPPED

4/14/2005

172RG

O320*

 

MM201088

SEAT BACK

WHEN COPILOT LEANED AGAINST THE SEAT BACK LOCK FAILED AND ALLOWED THE BACK TO FULLY BE IN THE AFT POSITION. (GL17200503735) (K)

2005FA0000787

CESSNA

LYC  

 

LOCK

FAILED

5/18/2005

172RG

O360*

 

LC6010030C

SEAT BACK

PILOTS SEAT BACK LOCK MECHANISM SLIPPED AS PILOT LEANED BACK TO GET HIS BAG OUT OF THE REAR SEAT. UPON REMOVAL FRO AC MECHANICS WERE ABLE TO CAUSE SEAT BACK LOCK MECHANISM TO FAIL. THIS IS THE SECOND FAILURE TO OCCUR WITH THIS MECHANISM. PART LAST FAILURE OCCURRED APPROX A MONTH AGO ON THE CO-PILOTS SEAT (MDR WAS FILED). WE HAVE NOT YET DONE AN INSPECTION ON THE AC AS YET, DUE TO THE FACT IT IS A LEASE. PROBABLE CAUSE WAS WEAR IN THE SEAT BACK LOCK MECHANISM, CAUSING IT TO SLIP OR NOT FULLY ENGAGED IN THE LOCKED POSITION. (K)

2005FA0000822

CESSNA

LYC  

 

HOSE

LEAKING

6/5/2005

177RG

IO360A1B6

 

S217840150A

HYD SYSTEM

PILOT SELECTED GEAR DOWN ON FINAL APPROACH AND THE GEAR FAILED TO EXTEND. THE INVESTIGATION FOUND THAT THE NOSE GEAR DOWN LINE WAS LEAKING AT THE BULKHEAD END CAUSING TOTAL LOSS OF HYDRAULIC FLUID. THE AIRCRAFT LANDED GEAR UP WITH NO INJURIES AND MINOR DAMAGE TO THE EXTERIOR OF THE AIRCRAFT. (WP23200509350) (K)

CA050504005

CESSNA

CONT

 

MOUNT

CRACKED

4/19/2005

180D

O470L

 

075100125

ENGINE

(CAN) A CRACK, APPROXIMATELY 1 INCH LONG, WAS DISCOVERED AT A CLUSTER WELD LOCATED UNDER THE RT REAR MOUNTING PAD. THE WELD THAT FAILED WAS ON THE LOWER REAR TUBING THAT RUNS LT TO RT ON THE AIRCRAFT, AND JOINS INTO THE MAIN FRAME OF THE MOUNT (WHICH RUNS FORE AND AFT).

2005FA0000740

CESSNA

CONT

 

ROLL PIN

BROKEN

4/25/2005

180J

O470*

 

07612053

STAB TRIM WHEEL

FOUND ROLL PIN BROKEN DURING 100 HOUR INSPECTION. APPEARS TO HAVE FAILED UNDER NORMAL OPERATING CONDITIONS. RECOMMEND INSPECTION OF THIS ASSEMBLY WITHIN 25 HOURS AND AT 100 HOUR INSPECTIONS THEREAFTER. (K)

2005FA0000752

CESSNA

LYC  

 

PUMP

OBSTRUCTED

1/4/2005

182T

IO540*

 

A8160D

FUEL SYSTEM

RECEIVED BOOST PUMP FOR WARRANTY CREDIT WITH A CUSTOMER COMPLAINT OF (BREAKER POPS WHEN FUEL PUMP IS TURNED ON). PRELIMINARY INSPECTION OF THE PUMP REVEALED FOREIGN MATERIAL IN THE INLET PORT. FURTHER INSPECTION OF THE PUMP REVEALED THE FOREIGN MATERIAL TRIED TO PASS THROUGH THE PUMP AND HAD LOCKED THE ROTOR IN THE INSERT. THIS WOULD CAUSE THE PUMP TO DRAW HIGH AMPS. (K)

CA050512003

CESSNA

PWA  

 

BOWL

CRACKED

5/10/2005

208B

PT6A114A

 

1J1810

FUEL FILTER

DURING DAILY INSPECTION IT WAS NOTICED THAT THE MAIN FUEL FILTER BOWL WAS WEAPING FUEL. MAINTENANCE INSPECTED THE ASSEMBLY AND DETERMINED THAT THE FUEL BOWL FILTER ASSEMBLY CASTING WAS CRACKED. THE AREA IN QUESTION WAS BETWEEN THE HANGER BRACKET AND CASTING. ALL FLIGHTS CANCELLED UNTIL NEW FUEL FILTER BOWL ASSEMBLY REPLACED.

CA050527013

CESSNA

PWA  

 

CAP  

LEAKING

4/1/2005

208B

PT6A114A

 

 

OIL TANK

DURING SERVICING, EXTERNAL OIL LEAKAGE WAS FOUND BECAUSE OF A LOSS OF THE OIL TANK CAP RETENTION. THIS WAS DEEMED AS RESULTING FROM A LOSS OF TORQUE OF THE CAP ASSEMBLY NUT.

CA050527011

CESSNA

PWA  

 

ENGINE

FAILED

4/6/2005

208B

PT6A114A

 

 

 

DURING TAKEOFF ROLL, THE ENGINE CHIP DETECTOR ANNUNCIATED. THE TAKEOFF WAS ABORTED AND THE ENGINE WAS SHUT DOWN. SUBSEQUENT INSPECTION REVEALED HOT SECTION DAMAGE INCLUDING DISTRESSED COMPRESSOR TURBINE AND POWER TURBINE BLADES

CA050503008

CESSNA

PWA  

CESSNA

SUPPORT BRACKET

CRACKED

5/2/2005

208B

PT6A114A

 

 

FLAP ACTUATOR

(CAN) ACCOMPLISHMENT INSTRUCTIONS, FOUND FLAP ACTUATOR SUPPORT BRACKET CRACKED. SERVICE KIT SK208-158 ORDERED AOG, WILL BE INSTALLED UPON RECEIPT.

CA050420002

CESSNA

CONT

 

SUPPORT

CRACKED

4/20/2005

210  

IO470E

 

12410141

MLG 

(CAN) OUTBOARD AFT WEB OF LEFT OUTBOARD LANDING GEAR SUPPORT FOUND CRACKED WHILE REPLACING LANDING GEAR PIVOT ASSEMBLY.

2005FA0000849

CESSNA

 

 

SPAR CAP

CORRODED

6/6/2005

310D

 

 

082260041

LT WING

LT WING REAR UPPER SPAR CAP IN NACHELL/EXHAUST AREA AND OUTBOARD WS 80.0-100.0 APPROX. 20 INCHES, WAS FOUND DURING VISUAL INSPECTION, TO HAVE SEVERE EXFOLIATED INTERGRANULAR CORROSION RINDERING THIS SECTION OF SPAR TO BE UNSERVICABLE. ALSO JUST I/B OF BATTERY BOX ON THE FORWARD SPAR IS AN AREA OF HEAVY SURFACE CORROSION CAUSED BY BATTERY ACID/FUMES ON THE LOWER CAP AND WEB. WS 85.0-89.5

2005FA0000784

CESSNA

CONT

 

BEARING

FAILED

5/10/2005

414  

TSIO520NB

 

 

TURBOCHARGER

PILOT EXPERIENCED MANIFOLD FLUCTUATIONS DURING FLIGHT. A PRECAUTIONARY LANDING WAS MADE. AN INSPECTION REVEALED FAILED TURBINE SHAFT BEARINGS. THE TURBOCHARGER WAS REPLACED WITH A NEW IDENTICAL UNIT. (K)

2005FA0000755

CESSNA

CONT

 

ROCKER

BROKEN

12/20/2004

421B

GTSIO520*

 

501868

NR 1 CYLINDER

ENGINE BECAME ROUGH IN FLIGHT ENGINE SHUTDOWN FOUND RT ENGINE NR 1 CYLINDER EXHAUST ROCKER ARM BROKEN. (K)

2005FA0000750

CESSNA

CONT

 

STARTER

INOPERATIVE

5/1/2005

421B

GTSIO520H

 

ES6462751

ENGINE

STARTER INOPERATIVE. (K)

2005FA0000846

CESSNA

 

 

FIRE BOTTLE

DISCHARGED

6/14/2005

441  

 

 

99103494

CABIN

THIS FIRE BOTTLE HAS 1 YEAR ON IT AND THE PRESSURE HAS DROPED TO 20 PSI. THIS IS THE SECOND FIRE BOTTLE THAT DID NOT MAKE IT TO 5 YEARS. OVERHAULED BY KELLY AEROSPACE. (QUALITY OF WORKMANSHIP AND OR PARTS)? THIS NEVER HAS BEEN A PROBLEM.

CA050425006

CESSNA

PWA  

 

SWITCH

FAILED

4/6/2005

550  

JT15D4

 

99121202

NLG ACTUATOR

FOLLOWING TAKEOFF AND AFTER SELECTING GEAR UP, GEAR FAILED TO LOCK UP. CREW SELECTED GEAR DOWN AND RETURNED TO LAND WITHOUT INCIDENT. AIRCRAFT FERRIED WITH GEAR DOWN. MAINTENANCE DETERMINED NLG ACTUATOR HAD FAILED. A SERVICEABLE ACTUATOR WAS INSTALLED AND AIRCRAFT RETURNED TO SERVICE. THIS IS SECOND FAILURE OF THIS SAME ACTUATOR SINCE AUGUST 2002. THE FIRST FAILURE OCCURRED AT 8375 TCSN, AND 375 TCSO. SECOND FAILURE OCCURRED AT 9060 TCSN AND 685 TCSO. ACTUATOR IS BEING RETURNED FOR INSP.

CA050425005

CESSNA

PWA  

 

SWITCH

FAILED

4/4/2005

550  

JT15D4

 

 

NLG 

DURING APPROACH, CREW SELECTED GEAR DOWN AND NOTED THAT NOSE GEAR DID NOT INDICATE DOWN AND LOCKED. CREW USED EMERGENCY LANDING GEAR EXTENSION SYSTEM AND FLEW BY TOWER FOR GEAR POSITION CONFIRMATION. GPWS SOUNDED A CONTINUOUS WARNING BELOW 1500 FEET UNTIL LANDING. AIRCRAFT LANDED SUCCESSFULLY WITHOUT FURTHER INCIDENT. MAINTENANCE CREWS DETERMINED THAT NOSE GEAR ACTUATOR INTEGRAL MICROSWITCH HAD FAILED AND UNIT WAS REMOVED. A SERVICEABLE NOSE GEAR ACTUATOR WAS INSTALLED AND AIRCRAFT WAS RETURNED TO SERVICE.

B3OR20050614

CESSNA

PWA  

 

PUMP

SEIZED

6/13/2005

550  

JT15D4

 

 

BRAKES

DURING APPROACH, WHILE LOWERING GEAR, PILOT IN COMMAND NOTICED "ANTI SKID INOP" LIGHT ILLUMINATED. PILOTS FOLLOWED EMERGENCY CHECKLIST PROCEDURES & MADE AN UNEVENTFUL LANDING AT HOME FIED. HOWEVER, EMERGENCY BRAKE SYS HAD TO BE USED TO BRING ACFT TO A STOP. MX STARTED TROUBLESHOOTING PROCEDURES & DISCOVERED POWER BRAKE PUMP SEIZED, CAUSING MOTOR TO TRIP CIRCUIT BREAKER. MOTOR ITSELF TESTED ON A BENCH & FOUND TO BE WORKING IAW MM. AT TIME OF WRITING, POWER BRAKE PUMP AND MOTOR ASSY HAVE BEEN SENT OUT FOR REPAIR/OVERHAUL. SINCE CESSNA DOES NOT HAVE A TBO ON EITHER THE MOTOR OR THE PUMP, IT IS SUGGESTED THAT A TBO OF 500 TO 600 LANDINGS BE APPLIED TO THESE COMPONENTS.

CA050506013

CESSNA

PWA  

 

THRESHOLD

CRACKED

5/4/2005

550  

JT15D4

 

551124914

DOOR FRAME

(CAN) INSP ON AIRFRAME, THRESHOLD INSP REVEALED DAMAGE TO PAINT, FILLER WHERE MN CABIN DOOR SEAL INFLATES AGAINST. ONCE STAIR BRACKETS WERE REMOVED, DEFECT NOTED AS 1 INCH CRACK FROM MAIN FASTENER HOLE ON AFT STAIR BRACKET HOLE. DEFECT WAS CAUSED BY IMPROPER INSTALLATION OF STAIR BRACKETS, AS THEY WERE INSTALLED WITH AFT BRACKET INSTALLED IN FWD POSITION, FWD BRACKET INSTALLED IN AFT POSITION. DUE TO CURVED PORTION OF SKIN WHERE BRACKETS SIT, BRACKETS CONFORM TO THIS CURVATURE. WITH BACKWARDS INSTALLATION, INSTEAD OF LOAD BEING THROUGH A .5 INCH LAND, IT ALL CARRIED THROUGH A SHARP CORNER, WORKING AGAINST SKIN CREATING STRESS RISER. CURRENTLY INNER AND OUTER THRESHOLD ARE BEING REMOVED AND INSPECTED.

CA050527019

CESSNA

PWA  

 

ENGINE

MALFUNCTIONED

5/2/2005

550  

PW530A

 

 

 

DURING GROUND HANDLING OPERATIONS, THE ENGINE EXPERIENCED AN UNCOMMANDED ACCELERATION. THE ENGINE DID NOT RESPOND TO THROTTLE OR SHUTOFF LEVER INPUT. THE CREW SECURED THE ENGINE VIA AIRFRAME FIREWALLSHUT-OFF. PWC WILL INVESTIGATE THE EVENT AND ADVISE OF ROOT CAUSE, ONCE ESTABLISHED.

CA050527032

CESSNA

PWA  

 

ENGINE

SHUTDOWN

5/25/2005

560CESSNA

JT15D5

 

 

 

DURING CLIMB, THE ENGINE EXPERIENCED AN UNCOMMANDED SHUT-DOWN COINCIDENT WITH THROTTLE INPUT FOR POWER REDUCTION. THE AIRCRAFT DIVERTED TO POINT OF DEPARTURE. PWC WILL MONITOR THE INVESTIGATION OF THE EVENT AND WILL ADVISE OF ROOT CAUSE ONCE ESTABLISHED.

CA050527008

CESSNA

PWA  

 

HMU  

FAILED

5/2/2005

560XL

PW545A

 

82370002

ENGINE

IN DESCENT, THE ENGINE EXPERIENCED AN UNCOMMANDED SHUTDOWN. A RELIGHT ATTEMPT WAS UNSUCCESSFUL. THE HYDROMECHANICAL FUEL CONTROL UNIT WAS SUBSEQUENTLY REPLACED.

CA050518010

CESSNA

PWA  

 

UPLOCK SWITCH

UNSERVICEABLE

5/10/2005

560XL

PW545A

 

65430087

RT MLG

PILOT NOTED THAT THE GEAR WOULD NOT RETRACT AFTER TAKEOFF. IT MADE A REPETATIVE CLUNKING SOUND AND THE RED GEAR INDICATION LIGHT FLASHED ON AND OFF. CYCLED THE GEAR BACK DOWN NORMALLY AND LANDED. THE RT MLG UPLOCK SWITCH WAS REPLACED. PERFORMED GEAR EXTENSION AND RETRACTION AND CHECKED OK.

2005FA0000795

CESSNA

 

 

ALTERNATOR

BURNED OUT

5/26/2005

P210N

 

 

E3FF10300AA

ENGINE

OWNER STARTED HEARING RADIO STATIC AND AFTER A FEW MINUTES, LOST ELECTRICAL POWER. ON THE GROUND, MECHANIC CHECKED REGULATOR, CHECKED OK, CHANGED ALTERNATOR OPS CHECKED OK. PART ONLY HAS 68 HOURS ON THE OVERHAUL.

2005FA0000759

CESSNA

LYC  

 

ACTUATOR

OBSTRUCTED

10/6/2004

R182

O540*

 

221302214

NLG 

AC NOSE DAMAGE DUE TO FAILURE OF NOSE GEAR TO EXTEND FOR LANDING. PROP LINKAGE RUNS DOWN OUTSIDE NLG TUNNEL, IS ATTACHED TO IT IN 2 PLACES WITH ADEL CLAMPS, STANDOFFS, AND AN3 BOLTS. AFT ATTACH HOLE IS DIRECTLY IN LINE WITH NOSE DOOR ACT ARM, WHICH IS HOLLOW SINCE ITS A WELD ASSY MADE OF STEEL TUBING. AC HAD AFT AN3 BOLT INSTALLED WITH THREADS AND NUT FACING OR PROTRUDING INTO WHEEL WELL. BOLT END HAS HIT ACT ARM EACH GEAR RETRACTION UNTIL IT BECAME LOOSE ENOUGH TO POP OVER INTO END OF HOLLOW ACT ARM TUBE. THIS NOW LOCKED ACT ARM INTO POSITION, LOCKED GEAR DOORS CLOSED, PREVENTING GEAR EXTENSION. LT TUNNEL SIDE WAS REPLACED W/FACTORY PN, BOLT HOLE COMES PREDRILLED. NO REF TO PROP CABLE ROUTING. (K)

CA050427013

CESSNA

LYC  

 

SWITCH

FAILED

4/26/2005

R182

O540J3C5

 

S19061

FLAP SYS

SWITCH CONTROLLING FLAP RETRACTION FAILED DURING FLAP RETRACTION AFTER LANDING. FLAPS WERE STUCK AT APPROX 10 DEGREES. FAILURE INSIDE SWITCH AND APPEARS TO INVOLVE BROKEN INTERNAL MECHANISM.

2005FA0000774

CESSNA

CONT

 

STARTER

FAILED

5/10/2005

T303

LTSIO520AE

 

65556624

ENGINE

DURING TAKEOFF THE (STARTER ENGAGED) LAMP ILLUMINATED INDICATING HAD SELF ENGAGED. AIRCRAFT LANDED. STARTER NOT BURNED UP BUT INTERNAL ACTION SOUNDS UNUSUAL. NOTE: THIS IS THIRD STARTER FAILURE IN 5 WEEKS. (K)

CA050531001

CESSNA

CONT

CONT

MAIN BEARING

FAILED

5/25/2005

T303

TSIO520AE

 

642720

CRANKSHAFT

(CAN) THE AIRCRAFT CAME IN WITH A REPORT OF LOW OIL PRESSURE. THE OIL FILTER WAS PULLED AND INSPECTED WITH NO FAULTS FOUND, THE OIL PRESSURE RELIEF VALVE WAS REMOVED, CLEANED, AND REINSTALLED. THE AIRCRAFT WAS RUN-UP AND FOUND TO BE OPERATING NORMALLY. AT THE 50 HOUR INSPECTION COMPLETED AT 3767.8 HOURS. THE OIL FILTER WAS AGAIN INSPECTED WITH NO FAULTS FOUND BUT TWO LARGE PIECES OF FERROUS METAL WHERE FOUND IN THE OIL DRAIN PLUG. THE ENGINE WAS REMOVED FOR INTERNAL INSPECTION AND THE MAIN BEARING AT THE NR 2 CYLINDER WAS FOUND TO HAVE FAILED. STRIP REPORT AVAILABLE FROM ENGINE SHOP.

CA050516005

CESSNA

CONT

 

LINE

MISINSTALLED

5/13/2005

T303

TSIO520AE

 

 

ENGINE FUEL DIST

(CAN) AN ALTERNATOR BELT HAD FAILED ON THE PREVIOUS FLIGHT AND HAD BEEN REPLACED. THIS REQUIRED THE REMOVAL OF THE ENGINE DRIVEN FUEL PUMP PRESSURE RETURN LINE. THE LINE HAD BEEN LEFT OFF OF THE FUEL PUMP WHICH RESULTED IN FUEL LEAKING INTO THE ENGINE COMPARTMENT. THIS RESULTED IN THE SMOKE. THE DESIGN OF THE ENGINE IS SUCH THAT THIS LINE MUST BE REMOVED TO REPLACE THE ALTERNATOR BELT WHICH CREATS AN OPPORTUNITY FOR THIS TYPE OF ERROR.

2005FA0000770

CESSNA

CONT

 

ROD  

BROKEN

5/19/2005

T310R

TSIO520B

 

632041F

ENGINE

DURING CRUISE FLT, ENG BEGAN TO VIBRATE SEVERELY AND PILOT SHUTDOWN. TEARDOWN AND INVESTIGATION REVEALED THE NR 2 ROD BROKE 1/2 WAY BETWEEN PISTON AND CRANK. IT IS SUSPECTED THIS ENG ENCOUNTERED LIQUID LOCK AT SOME TIME CAUSING A BENT ROD THAT EVENTUALLY FAILED.

CA050503017

CESSNA

CONT

 

TORQUE LINK

CRACKED

4/26/2005

U206F

IO520F

 

04425051A

NLG 

(CAN) FOUND CRACKED ON INSPECTION ABOUT 1 INCH FROM THE FRONT OF THE SCISSOR ON THE BOTTOM CURVE. CRACK WAS ABOUT .1250 OF AN INCH LONG.

CA050503016

CESSNA

CONT

 

TORQUE LINK

CRACKED

5/28/2005

U206F

IO550F

 

04425051A

NLG 

(CAN) FOUND CRACKED ON INSPECTION, ABOUT 1 INCH FROM THE FRONT OF THE SCISSOR ON THE BOTTOM CURVE ON BOTH SIDES. CRACK WAS ABOUT .1250 OF AN INCH LONG.

CA050505002

CESSNA

CONT

CESSNA

ATTACH BRACKET

CRACKED

4/16/2005

U206G

IO520F

 

07326015

STABILIZER

(CAN) DURING INSPECTION THE RT FORWARD STABILIZER ATTACH BRACKET WAS FOUND BROKEN JUST BELOW THE ATTACH BOLT. STABILIZER REMOVED FROM AIRCRAFT BOTH FORWARD ATTACH BRACKETS REPLACED WITH NEW PARTS. STABILIZER RE-INSTALLED.

CA050505007

CESSNA

CONT

 

CYLINDER HEAD

CRACKED

5/5/2005

U206G

IO520F

 

AEC631397ST712A

ENGINE

(CAN) ENGINE EQUIPPED WITH NEW STEEL ENGINE COPONENTS IN (ECI)CYLINDER ASSY'S P/N AEC631397ST71.2A, 606.4 HR TOTAL TIME. CYLINDER NR 4 WAS FOUND CRACKED IN THE CYLINDER HEAD JUST BELOW TOP SPARK PLUG HOLE. (SDR WAS ISSUED) AT 706.0 HRS CYLINDER 2 AND 6 WERE ALSO FOUND TO BE CRACKED IN THE SAME LOCATION. ALL CYLINDERS WERE CHECKED AGAINST S/N TO COMFIRM THAT THEY WERE NOT AFFECTED BY ECI SB 04-1 (AD 2004-08-10) AND ALL WERE FOUND TO BE NOT APPLICABLE BY THEIR SERIAL NUMBERS. AS A RESULT OF THE DISCOVERY OF THESE CRACKED CYLINDERS AND THAT ALL CYLINDERS WERE INSTALLED NEW AT ENGINE OVERHAUL. ALL 5 ORIGINAL INSTALLATION CYLINDERS WILL BE REPLACED WITH NEW CYLINDER ASSY.

2005FA0000777

CIRRUS

CONT

 

SPRING

FRACTURED

4/13/2005

SR20

IO360*

 

B65091

PROPELLER DOME

PROPELLER PITCH WENT UNCONTROLLABLE IN STRAIGHT AND LEVEL FLIGHT. SPRING HAD ONE COMPLETE FRACTURE AND AT LEAST 4 INCOMPLETE FRACTURES. (K)

2005FA0000821

CIRRUS

CONT

 

O-RING

FLAT

5/31/2005

SR22

TSIO470*

 

MS24775222

BRAKE ASSY

AC LANDED AND DISCOVERED THEY HAD NO RT BRAKE. AC LOST DIRECTIONAL CONTROL AND IMPACTED A PARKED AIRCRAFT CAUSING SUBSTANTIAL DAMAGE TO THE PARKED AIRCRAFT. INVESTIGATION REVEALED THE RT BRAKE O-RING WAS FLAT AND THE HOUSING AND DATA PLATE SHOWED EXTREME HEAT. REVIEW OF THIS SITUATION FOUND THAT THERE HAVE BEEN MANY OWNER REPORTS IN THE OWNERS NEWSLETTER OF RT BRAKE FAILURES DUE TO THE NEED TO STEER THE AC WHICH HAS A CASTERING NOSE WHEEL.

CA050422006

CNDAIR

 

 

LINE

CRACKED

4/20/2005

CL2151A10

 

 

21564087191

FUEL SYSTEM

DURING FUELING, FUEL BEGAN LEAKING ALMOST IMMEDIATELY, APPROX 300 LITRES IN TANK. UPON INVESTIGATION BY MAINTENANCE CREW, 2 INCH CRACK DISCOVERED IN FUEL INTECONNECT AT WELDED SEAM. NO SIGNS OF CORROSION. MAY HAVE BEEN CAUSED BY TRAPPED WATER, HOWEVER NO TRACES OF MOISTURE. MAY HAVE BEEN A WEAK WELD JOINT. OTHER AIRCRAFT INSP BUT NO FURTHER DAMAGE NOTED.

CA050428004

CNDAIR

PWA  

 

GENERATOR

FIRE

4/28/2005

CL2151A10

CA3  

 

2CM70D6A

DC SYSTEM

MAINTENANCE WAS DOING A GROUND RUN, NR 2 ENGINE WAS STARTED FIRST THEN NR 1, AFTER BOTH ENGINES WERE WARMED UP A SMALL LOAD WAS PUT ON THE GENERATORS. FLAMES WERE NOTICED COMING FROM THE NR 2 ENGINE GENERATOR EXHAUST COOLING VENT. THE ENGINE WAS SHUT DOWN AND THE FIRE BOTTLES WERE SET OFF, THE FIRE WAS OUT. THE ONLY DAMAGE AT THIS TIME IS TO THE DUCT WORK AND THE GENERATOR. THE GENERATOR IS BEING SENT TO AN OVERHAUL SHOP FOR ASSESSMENT.

CA050427002

CNDAIR

 

 

WINDOW

CRACKED

4/20/2005

CL6002B19

 

 

NP1393226

COCKPIT

COPILOT'S WINDOW FOUND CRACKED. WINDOW REPLACED, AIRCRAFT RETURNED TO SERVICE.

CA050425007

CNDAIR

GE  

 

ACM  

LEAKING

4/25/2005

CL6002B19

CF343A1

 

78279015

RIGHT

WHEN RT PACK SELECTED MANUAL TO INCREASE HT IN CABIN AT FL350 RT PACK TEMP RUN AWAY. DASH LINES DISPLAYED ON PACK 2 ON ECS PAGE. F/A ADVISES CABIN GETTING SMOKE. RT PACK SELECTED TO AUTO FULL COLD. A/C DESCENDED TO FL240. RT PACK RECYCLED. SMOKE DISSIPATED. RT ACM REPLACED PER AMM 21-51-10 OPERATION CHECKED OK.

CA050505006

CNDAIR

GE  

 

VANE

MALFUNCTIONED

5/5/2005

CL6002B19

CF343A1

 

0861HB

ANGLE OF ATTACK

(CAN) AFTER DEPARTURE THE CREW HAD AN AIRSPEED INDICATOR PROBLEM AND LATER DETERMINED THE AIRSPEED WAS CORRECT, BUT THE BARBER POLE INDICATOR SHOWED AND THE STICK SHAKER BECAME ACTIVE. THE FLIGHT DECLARED AN EMERGENCY AND RETURNED TO LAND. THE EMERGENCY VEHICLES WERE STANDING BY FOR THE ARRIVAL. MDC SPC CH NR 1 LBL 350 BIT 12 AND 13 SPC CH NR 2 LBL 350 BIT 12. LT AND RT AOA VANE CHGD IAW AMM 27-35-05-400-801, LT MACH TX CHGD IAW AMM 27-35-25-400-801. OPERATIONAL TEST OF AOA LT AND RT DONE IAW AMM 27-35-05-710-801,LT MACH TX FUNCT TEST DONE.

CA050510001

CNDAIR

GE  

 

WINDSHIELD

CRACKED

5/2/2005

CL6002B19

CF343A1

 

NP1393212

COCKPIT

(CAN) THE RT WINDSHIELD HAD THE OUTER LAYER CRACKED WHILE IN APPROACH. THE WINDSHIELD WAS REPLACED IAW AMM.

CA050503014

CNDAIR

GE  

 

AILERON

DIRTY

5/3/2005

CL6002B19

CF343A1

 

 

AILERON SYSTEM

(CAN) AFTER T/O, RAIN CONDITIONS, CLIMBING INTO BELOW FREEZING TEMP, AILERONS BECAME STIFF. QRH CHECKS COMPLETED, FLIGHT CONTINUED. REMOVED WING PANELS, INSPECTED CABLE CONDITION FOR DRYNESS, WHITE POWDER. IF FOUND, REMOVED POWDER AND LUBRICATE IN FULL.. INSPECT EXT AILERON PULLIES, ATTENTION AT BOTH BPSU, AILERON PCU POSITIONS. REPLACE PULLIES IF REQUIRED. EXTERIOR PULLIES INSP, NO FAULTS FOUND, PULLIES LUBRICATED. DEBRIS FOUND ON PULLIES IN RT/ LT WHEEL/WELL AREAS. CABLES/PULLIES CLEANED/LUBRICATED. RESISTANCE AND FUNCTIONAL CHECK CARRIED OUT AMM 27-11-00. RESISTANCE RESULTS WITHIN LIMITS BREAKOUT FORCE RT AND LT (4LBS). 60 DEGREE PULL TEST RT 11 LBS- LT 10 LBS 60 DEGREE HOLD TEST RT 7 LBS- LT 7 LBS.

CA050504002

CNDAIR

GE  

 

WINDSHIELD

CRACKED

4/12/2005

CL6002B19

CF343B1

 

NP13932111

COCKPIT

(CAN) AFTER BECOMING AIRBORNE AT 500 FT, LT WINDOW HEAT MSG APPEARED. THERE WERE SIGNS OF SHORT CIRCUIT AT TOP OF WINDSHIELD. THEN WINDSHIELD CRACKING WITH SPIDERS WEB. AIRCRAFT LANDED WITH OUT INCIDENT.

CA050504001

CNDAIR

GE  

 

WINDSHIELD

CRACKED

4/9/2005

CL6002B19

CF343B1

 

NP1393219

COCKPIT

(CAN) DURING DESCENT LT WINDSHIELD CRACKED AT 22000 FT. CRACK TYPE IS SPIDER WEB. ELECTRICAL SPARK OCCURRED FROM LT BOTTOM OF THE WINDSHIELD BEFORE CRACK OCCURRED. WINDSHIELD HEAT MSG DID NOT APPEAR. AIRCRAFT LANDED WITHOUT INCIDENT.

CA050427001

CNDAIR

GE  

 

WINDSHIELD

CRACKED

4/20/2005

CL6002B19

CF343B1

 

NP1393219

COCKPIT

WHILE IN CRUISE, COPILOT WINDSHIELD CRACKED. WHILE REPLACING WINDSHIELD, NOTICED CAPTAIN WINDSHIELD ALSO CRACKED. REPLACED BOTH WINDSHIELDS. AIRCRAFT RETURNED TO SERVICE. COPILOT WINDSHIELD: P/N NP139321-10, S/N 01046H1005.

CA050426010

CNDAIR

GE  

 

WINDOW

CRACKED

4/21/2005

CL6002B19

CF343B1

 

NP1393226

COCKPIT

COPILOT'S SIDE WINDOW CRACKED IN CRUISE. WINDOW REPLACED. AIRCRAFT RETURNED TO SERVICE.

CA050427004

CNDAIR

GE  

 

SERVO

STICKING

4/20/2005

CL6002B19

CF343B1

 

8220259001

SERVO MOUNT

AILERON CONTROL FELT JAMMED. AFTER ADDING PRESSURE TO AILERON CONTROL, JAM BROKE FREE AND SEEMED NORMAL, OCCURRED ON CAPT AND F/O SIDE. COULD NOT DUPLICATE BUT AS A PRECAUTION REPLACED AILERON SERVO AND SERVO MOUNT. SERVO MOUNT, P/N 822-0259-001, S/N 404X SERVO, P/N 622-4404-101, S/N 3XGG.

CA050427003

CNDAIR

GE  

 

SCAVENGE PUMP

FAULTY

4/15/2005

CL6002B19

CF343B1

 

6087T04P06

RT ENGINE

RT ENGINE OIL PRESSURE WARNING MESSAGE CAME ON AT FL360. PRESSURE NEVER STABILIZED REGARDLESS OF ALTITUDE. OIL PRESSURE FLUCTUATED BETWEEN 28 AND 37 PSI. FLUCTUATION DECREASED WITH ENGINE AT IDLE. CREW SHUTDOWN RT ENGINE INTENTIONALLY. LUBE AND SCAVENGE PUMP ASSY REPLACED, AIRCRAFT RETURNED TO SERVICE.

CA050420005

CNDAIR

GE  

 

WINDOW

CRACKED

4/15/2005

CL6002B19

CF343B1

 

NP1393226

COCKPIT

(CAN) ON CO-PILOT'S WINDOW, 2 CRACKS ON THE INNER LAYER FROM LOWER TO UPPER SIDE OF WINDOW, A 3RD CRACK APPEARED LATER. THE WINDOW WAS REMOVED AND REPLACED IN ACCORDANCE WITH THE AMM. THE WINDOW WAS AN OLDER CONFIGURATION.

CA050512002

CNDAIR

GE  

 

TUBE

CHAFED

5/5/2005

CL6002B19

CF343B1

 

601R7528637

HYD SYSTEM

CREW REPORTED A HYDRAULIC PROBLEM, 'HYD 1 LO PRESS' LOSS OF QUANITY - '0'. FLIGHT CONTINUED AND LANDED ON RUNWAY WITH NO FURTHER INCIDENT. MAINTENANCE FOUND THE NR 1 SYSTEM SUCTION TUBE ASSEMBLY CHAFFED AT A POINT 18 FT FROM THE FORWARD END. P/ N 601R75286-37, REF IPC 29-11-00 FIG 4 ITEM 120. TUBE HAD CHAFFED ON THE NR 1 HYDRAULIC SYSTEM STAINLESS STEEL PRESSURE LINE. P/N601R75286-61, REF IPC 29-11-00 FIG 4 ITEM 5. SEGMENT OF NEW LINE WAS PERMASWAGED IN POSITION, ENSURING PROPER SEPARATION BETWEEN LINES. PRESSURE LINE WAS INSPECTED SERVICEABLE, AND NR 1 ENGINE DRIVEN PUMP WAS ALSO REPLACED.

CA050518003

CNDAIR

GE  

 

MONITOR

BURNED

5/15/2005

CL6002B19

CF343B1

 

EP361

CABIN

THE AIRCRAFT WAS IN THE PROCESS OF RETURNING BACK TO THE AIRPORT DUE TO AN ADG DROP. TURNED AROUND TO FACE THE CUSTOMERS AND SAW SPARKS OUT OF THE CORNER OF MY EYE AND SMOKE BEGAN TO LIGHTLY COME OUT FROM THE AREA OF THE FLIGHT ATTENDANT PANEL/PHONE AND GO TOWARDS THE FLIGHT DECK. PRELIMINARY FINDINGS HAS ATTRIBUTED THE SMOKE WAS CAUSED BY THE EXTERNAL POWER MONITOR (PN EP361) (DESIGNATOR A2XB). CONNECTOR FOUND BURNED.

CA050518002

CNDAIR

GE  

 

WINDOW

CRACKED

5/2/2005

CL6002B19

CF343B1

 

NP1393225

COCKPIT

INBOUND THE CAPTAINS SIDE WINDOW CRACKED. REPLACED WINDOW.

CA050518001

CNDAIR

GE  

 

WINDSHIELD

CRACKED

5/5/2005

CL6002B19

CF343B1

 

NP1393219

COCKPIT

LEFT WINDSHIELD CRACKED DURING CLIMB AT FL180. DIVERTED FLIGHT BACK TO DEPARTURE AIRPORT. LEFT WINDSHIELD REPLACED AND TESTED ACCORDING TO AMM PROCEDURE.

CA050523001

CNDAIR

GE  

 

HANDLE

BROKEN

5/17/2005

CL6002B19

CF343B1

 

2603070001

EMER MLG EXTEND

AFTER LIFT OFF 'GEAR DISAGREE' MESSAGE APPEARED. THE NOSE WHEEL WOULD NOT RETRACT AND NOSE DOORS DID NOT CLOSE. AIRCRAFT RETURNED TO POINT OF DEPARTURE. WHEN DOING THE EMERGENCY EXTEND THE HANDLE BROKE OFF.

CA050419010

CNDAIR

GE  

 

GROUND STUD

CORRODED

4/15/2005

CL6002C10

CF348C1

 

 

TRU 

(CAN) AT 15000 FT, AN ELECTRICAL AND/OR DATA INTERRUPTION OCCURRED WHICH RESULTED IN A SIMULTANEOUS LOSS OF FLAPS & PILOT PFD & MFD TO FLICKER. FLAPLESS LANDING COMPLETED WITHOUT FURTHER INCIDENT. TROUBLESHOOTING REVEALED CORROSION ON GROUND STUD LOCATED IN TRU BAY, ON RADOME BULKHEAD. DURING INVESTIGATION DISCOVERED GROUND STUD BONDING SURFACE & TORQUE VALVE HAS BEEN MODIFIED & TORQUE CHANGES WERE NOT IMPLEMENTED. INADEQUATE BONDING SURFACE & IMPROPER TORQUE VALVE OF GROUND STUDS CONTRIBUTED TO CREATE CORROSION. BONDING SURFACE OF TRU GROUND STUDS MAIN BATTERY GROUND STUD HAS BEEN ENLARGED AND THE TORQUE VALVE OF THE ABOVE MENTIONED GROUND STUDS INCREASED.

CA050426009

CNDAIR

GE  

 

WINDOW

CRACKED

4/22/2005

CL6002C10

CF348C1

 

601R3303312

COCKPIT

COPILOT'S SIDE WINDOW CRACKED DURING DESCENT. WINDOW REPLACED. AIRCRAFT RETURNED TO SERVICE.

CA050426008

CNDAIR

GE  

 

WINDSHIELD

CRACKED

4/25/2005

CL6002C10

CF348C1

 

NP139321002

COCKPIT

DURING CRUISE IN ICING CONDITIONS, COPILOT'S WINDSHIELD DEVELOPED SPIDER WEB TYPE CRACK ON OUTER PLY. WINDSHIELD REPLACED, AIRCRAFT RETURNED TO SERVICE.

CA050504003

CNDAIR

GE  

 

CONTROL UNIT

INOPERATIVE

5/2/2005

CL6002C10

CF348C1

 

C13045BA03

HORIZONTAL STAB

(CAN) DURING DESCENT, STABILIZER TRIM AND MACH TRIM CAUTION MESSAGES GOT POSTED, COULD NOT RE-ENGAGED EITHER HORIZONTAL STABILIZER CHANNELS. LANDING SUCCESSFULLY WITH FLAPS AT 20. AIRCRAFT RELEASED BY REFERRING TO AOM254.

CA050501001

CNDAIR

 

 

WIRE HARNESS

SHORTED

4/29/2005

CL604

 

 

 

FUEL TRANSMITTER

FUEL QTY IND FOR RT WING TANK INTERMITTENTLY FLICKERED, CHANGED QTY DISPLAYED & OCCASIONALLY ROLLED DOWN TO ZERO POUNDS OF FUEL INDICATED. NO TRUE CONDITION OF FUEL IMBALANCE APPARENT. INVESTIGATION REVEALED THE RED WIRE FOR NR 1 FUEL QTY TRANSMITTER FOR RT WING TANK HAD FRETTED ON A VENT PIPE. INSULATION ON WIRE WORN THROUGH TO CORE WIRE STRANDS, NONE WERE BROKEN, AT APPROX 16 INCHES FROM TERMINAL ENDS OF WIRE HARNESS AT TRANSMITTER. FUEL SHIFTED IN FLT, WIRE WOULD INTERMITTENTLY MAKE HARD CONTACT WITH PIPE, & QTY SIGNAL WOULD SHORT TO GROUND, RESULTING IN ERRONEOUS INDICATIONS. A/C PERMITTED A TEMPORARY REPAIR UNTIL A REPLACEMENT WIRE HARNESS IS MADE AVAILABLE.

CA050426006

CNDAIR

GE  

 

ACCELEROMETER

FAILED

3/13/2005

CL604

CF34*

 

600591999

LEFT 

DURING CRUISE, STALL FAIL CAS MESSAGE APPEARED MOMENTARILY. TROUBLESHOOTING OF THE SYSTEM LEAD TO LT ACCELEROMETER INTERMITTENTLY FAILING AFTER BEING POWERED FROM 30 MINUTES TO 3.5 HOURS. LT ACCELEROMETER REPLACED.

CA050509003

CNDAIR

GE  

 

LINE

CRACKED

5/9/2005

CL604

CF343B1

 

 

TAIL TANK

(CAN) PILOT REPORTED (TAIL TANK AUTO INHIBIT LIGHT ON) BEFORE DEPARTURE. UPON INVESTIGATION, A CRACK ON THE TAIL TANK PRESSURE FUEL LINE WAS FOUND. IPC 28-13-22 ITEM 115.

CA050506007

CVAC

ALLSN

 

DOOR

OUT OF RIG

4/20/2005

340CVAC

501D13D

 

 

EMERGENCY EXIT

(CAN) AFTER IN-FLIGHT FAILURE OF EDC AND SUSEQUENT LOSS OF PRESSURIZATION, THE RT OVER-WING EMERGENCY EXIT DOOR FELL INTO CABIN AREA. AIRCRAFT DESCENDED TO 3000 ASL. AIRCRAFT LANDED WITH NO FURTHER INCIDENT, EDC WAS REPAIRED, EMERGENCY EXIT DOOR WAS INSPECTED AND FOUND OUT OF RIG. THE DOOR WAS RE-RIGGED, FUNCTION CHECKED ANDTHE AIRCRAFT WAS RETURNED TO SERVICE.

CA050527007

CVAC

ALLSN

 

SWITCH

INOPERATIVE

5/26/2005

440  

501D13D

 

MS250112

MLG 

ON FINAL APPROACH TO MONTREAL, THE RT MAIN LANDING GEAR DOWN ANNUNCIATION LIGHT FAIL TO INDICATE. AFTER INVESTIGATION, THE DOWN MICROSWITCH WAS FOUND INOPERATIVE, UNIT REPLACED AND ADJUSTED IAW MAINTENANCE MANUAL. GEAR SWING C/O SERVICEABLE, AIRCRAFT RETURN TO SERVICE.

CA050526004

DHAV

PWA  

 

CARBURETOR

FAILED

5/25/2005

DHC2*

R985AN14B

 

NAR9B19

ENGINE

AFTER RETURNING FROM A FLIGHT, THE CREW REPORTED THAT THE ENGINE WOULD NOT IDLE BELOW 1000 RPM, AND WAS ROUGH AT INTERMEDIATE SPEEDS. IDLE MIXTURE ADJUSTMENT HAD NO EFFECT. THE CARBURETOR WAS REPLACED AND THE AIRCRAFT WAS RETURNED TO SERVICE. UNIT WAS OVERHAULED BY L.A. AERO ENGINES.

CA050527016

DHAV

PWA  

 

CRANKSHAFT

CRACKED

5/26/2005

DHC2*

R985AN14B

 

261280

ENGINE

THE ENGINE WAS RETURNED TO CANADA FROM THE USA FOLLOWING REPAIR AND INSTALLED ONDHC-2 MK 1 AIRCRAFT. WHEN THE ENGINE WAS STARTED EXCESSIVE OIL LEAK WAS OBSERVED FROM THE AREA NEAR THE REAR OF THE PROPELLER HUB AND THE NOSE CASE OF THE ENGINE. THE PROPELLER AND REAR CONE WERE REMOVED AND THE CRANKSHAFT WAS FOUND TO BE CRACKED. THE CRACK WAS VISIBLE TO THE NAKED EYE AND WAS LOCATED ON THE SHAFT WHERE THE REAR CONE SITS. THE CRACK MEASURES APPROX 2.5 INCHES IN LENGTH AROUND THE CIRCUMFERANCE OF THE SHAFT. THE ENGINE WAS REMOVED.

2005FA0000746

DHAV

 

 

LANDING GEAR

CRACKED

4/11/2005

DHC6*

 

 

C6UM11108

MLG 

MAIN GEAR LEG, CRACK IN BASE METAL DUE TO CYCLIC LANDING STRESSES. (K)

CA050524003

DHAV

PWA  

 

CONNECTING ROD

BINDING

5/24/2005

DHC6100

PT6A20

 

 

INTAKE DEFLECTOR

DURING OVERHAUL AND FUNCTION TESTING, THE INTAKE DEFLECTOR ACTUATOR WAS FOUND TO BE BINDING DURING OPERATION. THE CONNECTING ROD HAD BEEN ASSEMBLED AND RIGGED IAW THE CMM CH 71-60-01, FIGURE 1, PAGE 5, WITH THE ROD ENDS AT 90 DEGREES TO EACH OTHER. IT WAS FOUND DURING OPERATION THAT THE ROD END WOULD REACH THE LIMIT OF ITS SIDEWAYS TRAVEL BEFORE THE PISTON REACHED FULL TRAVEL, CAUSING IT TO BIND. WHEN THE ROD END WERE RIGGED IN THE SAME PLANE, THE PISTON DID NOT BIND AND THE SYSTEM OPERATED NORMALLY. THE SUBMITTER REPORTS THAT HE HAS DONE THIS TO OTHER CONNECTING RODS IN THE PAST.

CA050527004

DHAV

 

 

PIN  

MISMANUFACTURED

5/25/2005

DHC6300

 

 

TBC6CWM104327

AILERON CONTROL

PDA PART ROD SECURING PIN DEHAVILLAND P/N C6CWM1043-27 INCORRECTLY MANUFACTURED. PIN OUTSIDE DIAMETER TOO LARGE TO FIT INTO 'H' BEAM HOLE. REFERENCE DHC-6-300 IPC CHAPTER 27-10-00 FIGURE 4 ITEM 560. 'H' BEAM ATTACHMENT HOLE EDGE DISTANCE MAY BE TOO SMALL IF HOLE OPENED UP TO ACCEPT OVERSIZED PIN. THIS COULD COMPROMISE AILERON CONTROL ROD STRENGTH.

CA050530006

DHAV

 

 

LEVER

FRACTURED

5/11/2005

DHC6300

 

 

711599

NLG STEERING ACT

(CAN) NO RESPONSE TO NWS AFTER LANDING. LEVER ARM FRACTURED AT RADIUS WHERE CONNECTS TO ACTUATOR HOUSING BOSS. SEE MFG AMM FIGURE 201.RDIMS LETTER NR 1199637 SENT - CAA IN RESPONSE TO TO HIS LETTER TO TC. REFERENCE ATTACHMENT.

CA050527022

DHAV

PWA  

 

ENGINE

LEAKING

5/11/2005

DHC6300

PT6A27

 

 

 

DURING CRUISE, THE ENGINE LOW OIL PRESSURE WARNING ANNUNCIATED AND THE PILOT SHUT THE ENGINE DOWN IN FLIGHT. THE AIRCRAFT DIVERTED TO POINT OF DEPARTURE. SUBSEQUENT INSPECTION REVEALED OIL LEAKAGE FROM THE NR 3 BEARING SEAL AREA.

CA050513001

DHAV

PWA  

 

SKIN

DEBONDED

5/9/2005

DHC6300

PT6A27

 

 

RT WING

DURING INSTALLATION OF A REPAIR DOUBLER INBOARD OF THE RT NACELLE AS PER RD6-57-618 IT WAS FOUND THAT 3 AREAS OF DISBOND HAD OCCURRED BETWEEN THE UPPER WING SKIN AND THE CORRUGATION . AS PER INSTRUCTIONS IN THE REPAIR DEFINITION THE MANUFACTURE WAS CONTACTED AND A REPAIR TO THE DISBOND IS BEING DEVELOPED.

CA050509005

DHAV

PWA  

 

PLATE

TORN

5/6/2005

DHC6300

PT6A27

 

 

SKI HARNESS

(CAN) UPON ENTERING CRUISE FLIGHT, THE PILOT HEARD A LOUD BANG AND FELT THE AIRCRAFT SHUTTER. HE NOTICED THAT THE RT SKI HARNESS HAD COME UNATTACHED TO THE UPPER WING ATTACH FITTING, LETTING THE RT SKI ROTATE UPWARD AGAINST THE WING STRUT. THE PILOT TOOK MEASURES TO LAND THE AIRCRAFT AT HIS ORIGINAL DEPARTURE LOCATION. UPON LANDING THE RT SKI DEPARTED FROM THE AIRCRAFT AND DAMAGE WAS SUSTAINED TO THE RT LANDING GEAR AND WING STRUT ASSEMBLY. FURTHER INVESTIGATION IS CONTINUING FOR CAUSE OF SKI HARNESS ASSEMBLY DETACHMENT.

CA050527010

DHAV

PWA  

 

ENGINE

FAILED

3/16/2005

DHC7*

PT6A50

 

 

 

THE ENGINE EXPERIENCED AN UNCOMMANDED SHUTDOWN IN FLIGHT. SUBSEQUENT INSPECTION REVEALED GRINDING NOISES FROM THE POWER SECTION. THE ENGINE WAS REMOVED FOR REPAIR.

CA050527014

DHAV

PWA  

 

FUEL CONTROL

FAILED

1/17/2005

DHC7102

PT6A50

 

3244753191

ENGINE

IN DESCENT, THE ENGINE WAS FOUND NOT TO RESPOND TO THROTTLE INPUT. THE ENGINE WAS SHUT DOWN IN FLIGHT. THE FUEL CONTROL UNIT WAS SUBSEQUENTLY REPLACED.

CA050527031

DHAV

PWA  

 

ENGINE

SHUTDOWN

5/24/2005

DHC8101

PW121

 

 

 

ON TRANSITION BETWEEN CLIMB AND CRUISE, THE ENGINE EXPERIENCED AN UNCOMMANDED SHUT-DOWN. THE AIRCRAFT DIVERTED TO POINT OF DEPARTURE. PWC WILL MONITOR THE INVESTIGATION OF THE EVENT AND ADVISE OF ROOT CAUSE, ONCE ESTABLISHED.

CA050530009

DHAV

PWA  

 

HOSE

LEAKING

4/26/2005

DHC8102

PW120A

 

DSC252B40124

HYD SYSTEM

(CAN) DURING PREFLIGHT INSPECTION , FOUND NOSE WHEEL WELL AREA LEAKING HYDRAULIC FLUID. MAINTENANCE INSPECTION FOUND FLEXABLE HYDRAULIC LINE FOR THE DRAG STRUT ACTUATOR FAILED/LEAKING. HOSE REPLACED , GEAR SWINGS CARRIED OUT. AIRCRAFT RETURNED TO SERVICE. THIS PART IS CONSIDERED AN EXPENDABLE AND PART TIMES NOT TRACKED , TIMES PROVIDED ARE TOTAL AIRCRAFT TIMES SINCE NEW. HOSE DATE CODE PT 7-96.

CA050502004

DHAV

PWA  

 

WINDOW

UNSERVICEABLE

5/18/2005

DHC8102

PW120A

 

NP15790213

COCKPIT

ROUTINE WALK AROUND BY MAINTENANCE PERSONAL NOTICED LT SIDE WINDOW HAD DELAMINATION. CLOSER INSPECTION FOUND THAT THE INTERNAL HEATING ELEMENT HAD SHORTED CAUSING THE WINDOW TO DELAMINATE. WINDOW REPLACED WITH SERVICEABLE IAW M/M GROUND RUNS AND PRESSURIZATION CHECKS CARRIED OUT AND FOUND TO BE SERVICEABLE, AIRCRAFT RETURN TO SERVICE.

CA050527001

DHAV

PWA  

 

SWITCH

BURNED

5/25/2005

DHC8301

PW123

 

682015

RUDDER TRIM

FLIGHT CREW REPORTED DURING THE APPROACH PHASE OF FEELING UNWELL, IT WAS THEN NOTED THE RUDDER TRIM SWITCH WAS HOT AND UNABLE TO FULLY OPERATE. THE C/B FOR RUDDER TRIM ACTUATOR WAS THEN NOTED AS TRIPPED. MAINTENANCE FOUND RUDDER TRIM SWITCH BURNT. THE SWITCH HAD BEEN REPLACED ON THE

CA050512001

DHAV

PWA  

 

SPRING

MISINSTALLED

4/27/2005

DHC8301

PW123

 

82760113005

ELEVATOR

AS A RESULT OF 'C CHECK' RECTIFICATIONS, THE A/C'S ELEV GUST LOCK SYS REQUIRED RE-RIGGING. DURING THE RE-RIGGING TASK AN UNUSUAL NOISE WAS NOTICED COMING FROM THE ELEV SYSTEM WHEN THE ELEVATORS WERE MOVED THROUGH THEIR OP RANGE. FURTHER INVESTIGATION WAS CARRIED OUT ON THE ELEV CONTROL SYS AND THE ELEV SPRING TAB CONTROL SYSTEM. THE NOISE INVESTIGATION REVEALEDTWO INCORRECTLY INSTALLED NON-SECURED BOLTS SECURING THE SPRING SHAFT TO THE ANCHOR. ATTACH BOLTS WERE REMOVED INSPECTED AND INSTALLED CORRECTLY. AS THIS IS THE A/C'S FIRST C CHECK SINCE MANUF IT IS BELIEVED THAT THE INCORRECT INSTALLATION OF THE BOLTS WAS CARRIED OUT AT A/C MANUF. A QUALITY INVESTIGATION IS BEING CARRIED OUT BY BOMBARDIER AEROSPACE.

UIA0506

DHAV

PWA  

 

PACKING

BROKEN

6/14/2005

DHC8311

PW123

 

ST3367009WE

NR 1 ENGINE

TRANSIT CHECK FOUND FUEL LEAKING FROM NR 1 ENG. DETAILED INSPECTION FOUND FUEL MANIFOLD PACKING BROKEN IAW AMM 71-01-40. REPLACED NEW ONE AND IAW AMM 71-00-00 ENG RUNUP CHECK CONDITION NORMAL, NO FUEL LEAK FIND.

CA050506014

DIAMON

CONT

 

CALIPER

FAILED

4/6/2005

DA20C1

IO240B

 

MS28775218

BRAKE

(CAN) LOSS OF BRAKE FLUID DUE TO FAILED BRAKE CALIPER.

CA050419009

DORNER

GARRTT

 

PULLEY

BINDING

4/18/2005

DO228202

TPE331*

 

MS202194

POWER LEVER

(CAN) ACFT DEPARTED & RETURNED WITH PRECAUTIONARY ENGINE SHUTDOWN DUE TO JAMMED POWER LEVER. MX ABLE TO DUPLICATE SYMPTOMS. POWER LEVER CIRCUIT INSPECTED & IN RT SIDEWALL AT PULLEY ASSY, A SMALL SCREW NR 4 DIAMETER .375 INCH LONG FOUND IN IMMEDIATE VICINITY. SCREW MOVED TO PULLEY & SYMPTOMS WERE DUPLICATED. INSPECTION OF AREA & CONDITION OF SCREW SHOW THAT SCREW NOT PART OF CURRENT AIRFRAME. AS A PRECAUTION LT POWER CIRCUIT INSPECTED FOR FOREIGN OBJECTS AROUND THE PULLEY CLUSTER NONE WAS FOUND. INDEPENDENT CONTROL CHECK WAS CARRIED OUT, AND THE AIRCRAFT WAS RELEASED FOR TEST FLIGHT WITH NO FURTHER OCCURRENCE. PICTURES OF SCREW AVAILABLE UPON REQUEST.

2005FA0000772

DOUG

ALLSN

 

FITTING

CRACKED

5/5/2005

600N

250C47B

 

500N3422

TAILBOOM

UPPER RT TAILBOOM ATTACH FITTING CRACKED. THIS IS THE SAME AREA COVERED IN AD AND SB, 25 HOUR INSPECTION. (K)

20052400A

DOUG

 

 

FLOORBEAM

CORRODED

6/3/2005

MD88

 

 

 

CABIN

CABIN FLOOR SUPPORT STRUCTURE FS 256.0 LBL 44 TO RBL 44 HAS CORROSION.

DU4R0506031

DOUG

 

 

FLOORBOARD

DAMAGED

6/3/2005

MD88

 

 

 

CABIN

PAX CABIN FLOORBOARD BETWEEN L/S SEAT TRACK AT FS 389 - 465 HAS A VERY SOFT AND VOIDED AREA.

DU4R0506032

DOUG

 

 

SEAT TRACK

CORRODED

6/3/2005

MD88

 

 

 

FWD CABIN

FWD CABIN 256 LBL 24 SEAT TRACK LOWER LEG IS CORRODED.

DU4R0506033

DOUG

 

 

FLOOR PANEL

DAMAGED

6/3/2005

MD88

 

 

 

CABIN

CABIN FLOOR PANEL AT FS 875 - 864 HAS A SOFT SPOT LT OVER FUEL ACCESS PANEL.

DU4R0506034

DOUG

 

 

FLOORBOARD

DAMAGED

6/3/2005

MD88

 

 

 

CABIN

FLOORBOARD AT R/S SEAT TRACK STA 1193-1250 HAS SOFT SPOTS.

DU4R0506035

DOUG

 

 

FLOOR PANEL

DELAMINATED

6/3/2005

MD88

 

 

 

CABIN

LT FLOOR PANEL FS 866 BL 44.5 TO 24.5 DELAMINATED AND SOFT SPOTS.

DU4R0506036

DOUG

 

 

THRESHOLD

CORRODED

6/3/2005

MD88

 

 

 

AFT CARGO BAY  

AFT CARGO DOOR THRESHOLD HAS CORROSION AROUND FASTENER HOLES AT L-28R.

DU4R0506037

DOUG

 

 

FLOOR SUPPORT

CRACKED

6/3/2005

MD88

 

 

 

FUSELAGE

CENTER FLOORBOARD AT FS 807 TO 886 HAS CRACKED SUPPORT ANGLE.

DU4R0506038

DOUG

 

 

SKIN

DENTED

6/3/2005

MD88

 

 

 

FUSELAGE

FUSELAGE SKIN AT FS 224 L-19L 1.2 BY 1.9 IN. DENT 0.043 IN. DEPTH D/X 27.9.

DU4R0506039

DOUG

 

 

SKIN

DENTED

6/3/2005

MD88

 

 

 

FUSELAGE

DENT AT FS 237 LEFT LONGERON 17 AND 18L .021 BY .750 IN D/X 35.7.

DU4R05060310

DOUG

 

 

PANEL

PUNCTURED

6/3/2005

MD88

 

 

 

FUSELAGE

RT CABIN STA 693 PANEL D9 IS PUNCTURED.

DU4R05060311

DOUG

 

 

PANEL

PUNCTURED

6/3/2005

MD88

 

 

 

FUSELAGE

RT CABIN STA 350.5 PANEL D2 IS PUNCTURED.

DU4R05060312

DOUG

 

 

PANEL

PUNCTURED

6/3/2005

MD88

 

 

 

FUSELAGE

R/H CABIN STA. 335 PANEL B2 IS PUNCTURED.

DU4R05060313

DOUG

 

 

PANEL

PUNCTURED

6/3/2005

MD88

 

 

 

FUSELAGE

RT CABIN STA. 655 AND 674 PANEL B8 HAS PUNCTURES.

2005FA0000816

DOUG

PWC  

DOUG

HUB  

CRACKED

6/8/2005

MD900

PW207E

 

900R2101006107

MAIN ROTOR

DURING ACCOMPLISHMENT OF AD 2002-10-05- MAIN ROTOR UPPER HUB INSP FOUND (2) BOLT HOLES CRACKED AS DEPICTED IN MD HELICOPTERS SERVICE BULLETIN 900-072. CRACKS WERE FOUND USING MAGNIFIED VISUAL METHOD. HUB WAS SUBSEQUENTLY INSPECTED BY EDDY CURRENT METHOD TO VERIFY CRACKS. EDDY CURRENT INSPECTION USING A BOLT HOLE SCAN FOUND A THIRD HOLE CRACKED. THIS CRACK WAS NOT VISIBLE AT THE FLANGE SURFACE USING THE MAGNIFIED VISUAL METHOD. TO DATE HUB IS ON ORDER PENDING REPLACEMENT.

CA050418013

EMB  

PWA  

 

ANGLE

CRACKED

4/15/2005

EMB110P1

PT6A34

 

110321001

LT ELEVATOR

INSP REVEALED CRACK ON LT ELEVATOR TRIM TAB ACTUATOR SUPPORT BRACKET ATTACH POINT REINFORCING ANGLE. CRACK FOUND AT UPPER LT SUPPORT BRACKET BOLT HOLE AND PROPAGATED TO RIVETS DIRECTLY ADJACENT TO HOLE ON BOTH LT AND RT SIDES. UPON FURTHER INVESTIGATION SMALL CRACK FOUND ON ELEVATOR FRONT SPAR AT SAME BRACKET ATTACH BOLT HOLE. NEW ANGLE INSTALLED AND SPAR REPAIRED IAW APPLICABLE SRM. NOTE: EMBRAER ISSUED S.B. 110-055-0026 WHICH INTRODUCES THICKER REINFORCING ANGLES IN THIS AREA TO PREVENT THESE CRACKS FROM OCCURRING. THESE THICKER ANGLES WERE PREVIOUSLY INSTALLED BUT CRACKED REGARDLESS.

CA050420003

EMB  

PWA  

 

HINGE BRACKET

CRACKED

4/18/2005

EMB110P1

PT6A34

 

4A3441

RUDDER

(CAN) DURING A ROUTINE MAINTENANCE INSPECTION, A CRACK WAS FOUND ON THE RUDDER UPPER HINGE BRACKET. THIS BRACKET IS ATTACHED TO THE RUDDER FRONT SPAR AND ATTACHED TO THIS ARE TWO FLANGES FOR THE RUDDER UPPER HINGE BOLT. THE CRACK ON THE BRACKET EXTENDS FROM A DRAIN HOLE ON THE UPPER LEFT SIDE OF THE BRACKET THROUGH TWO RIVET HOLES, RIVETS WHICH RETAIN THE UPPER HINGE FLANGE, TOWARDS A DRAIN HOLE ON THE RIGHT SIDE OF THE BRACKET. A NEW BRACKET WILL BE INSTALLED. ATTACHED ARE PICTURES WHERE THE CRACKS CAN BE SEEN.

CA050527021

EMB  

PWA  

 

SHAFT

FRACTURED

5/3/2005

EMB120

PW118

 

 

AGB 

THE ENGINE EXPERIENCED AN UNCOMMANDED SHUT-DOWN IN FLIGHT. SUBSEQUENT INSPECTION REVEALED A FRACTURED ACCESSORY GEARBOX TOWERSHAFT.

CA050527017

EMB  

PWA  

 

LOCKWASHER

FRACTURED

4/28/2005

EMB120

PW118A

 

 

GEARBOX DRIVE

DURING CRUISE, THE ENGINE LOW OIL PRESSURE WARNING ANNUNCIATED AND THE ENGINE WAS SHUT DOWN IN FLIGHT. SUBSEQUENT INVESTIGATION REVEALED THE THE ACCESSORY GEARBOX TOWERSHAFT LOCKWASHER TO BE FRACTURED AND THE TOWERSHAFT RETAINING NUT DISLODGED.

CA050429008

EMB  

PWA  

 

WARNING LIGHT

ILLUMINATED

4/28/2005

EMB120

PW118A

 

 

ENGINE OIL

DURING CRUISE, THE ENGINE LOW OIL PRESSURE WARNING ANNUNCIATED ACCOMPANIED BY A ROLL BACK IN ALL ENGINE PARAMETERS. THE PILOT SECURED THE ENGINE AND THE FLIGHT DIVERTED TO POINT OF DEPARTURE. SUBSEQUENT INSPECTION REVEALED EXTERNAL OIL LEAKAGE AND A TURBOMACHINE CHIP DETECTOR INDICATION. P&WC WILL MONITOR THE INVESTIGATION OF THE EVENT AND WILL ADVISE OF ROOT CAUSE, ONCE DETERMINED.

CA050429007

FOKKER

PWA  

 

ENGINE

SHUTDOWN

4/28/2005

F27MK50

PW125B

 

 

 

DURING CRUISE, THE ENGINE OIL PRESSURE DECREASED AND THE PILOT SHUT THE ENGINE DOWN IN FLIGHT. THE FLIGHT DIVERTED TO POINT OF ORIGIN. SUBSEQUENT INSPECTION REVEALED DEBRIS IN THE ENGINE OIL FILTER AND MAIN CHIP DETECTOR. P&WC WILL INVESTIGATE THE EVENT AND WILL ADVISE OF ROOT CAUSE, ONCE DETERMINED.

CA050527018

FOKKER

PWA  

 

PUMP

UNSERVICEABLE

4/27/2005

F27MK50

PW125B

 

5009982D

FUEL SYS

THE ENGINE EXPERIENCED AN UNCOMMANDED IN-FLIGHT SHUT-DOWN SHORTLY AFTER TAKEOFF. THE AIRCRAFT DIVERTED TO POINT OF DEPARTURE. THE ENGINE FUEL CONTROL UNIT ANDFUEL PUMP WERE SUBSEQUENTLY REPLACED.

2005FA0000799

GROB

 

GROB

PLATE

DEBONDED

5/13/2005

G120A

 

 

 

RUDDER SPAR

DURING ROUTINE INSPECTION OF AIRCRAFT, TECH FOUND EXCESSIVE MOVEMENT BETWEEN RUDDER AND RUDDER LEVER ASSY. FURTHER INSPECTION SHOWED DISBONDING BETWEEN THE RUDDER SPAR AND THE RUDDER LEVER ASSY SPACER PLATE. PROBABLE CAUSE APPEARS TO BE EXCESSIVE FLEXING OF THE SPAR OR IMPROPER BONDING. (SPAR AND SPACER ARE COMPOSITE MATERIAL) THE SPAR MAY NOT BE RIGID ENOUGH IN THIS AREA. RECOMMENDATION AT THIS TIME IS TO INCREASE STRENGTH/RIGIDITY OF THE SPAR AND IMPROVED BONDING METHOD. (K)

2005FA0000800

GROB

 

GROB

PLATE

DEBONDED

5/13/2005

G120A

 

 

120A3115

RUDDER SPAR

DURING FLEET - WIDE INSPECTION OF AIRCRAFT, TECH FOUND EXCESSIVE MOVEMENT BETWEEN RUDDER AND RUDDER LEVER ASSY. FURTHER INSPECTION SHOWED DISBONDING BETWEEN THE RUDDER SPAR AND THE RUDDER LEVER ASSY SPACER PLATE. PROBABLE CAUSE APPEARS TO BE EXCESSIVE FLEXING OF THE SPAR OR IMPROPER BONDING. (SPAR AND SPACER ARE COMPOSITE MATERIAL) THE SPAR MAY NOT BE RIGID ENOUGH IN THIS AREA. RECOMMENDATION AT THIS TIME IS TO INCREASE STRENGTH/RIGIDITY OF THE SPAR AND IMPROVED BONDING METHOD.

2005FA0000801

GROB

LYC  

GROB

PLATE

DEBONDED

5/13/2005

G120A

AEIO540*

 

 

RUDDER SPAR

DURING FLEET-WIDE INSPECTION OF AIRCRAFT, TECH FOUND EXCESSIVE MOVEMENT BETWEEN RUDDER AND RUDDER LEVER ASSY. FURTHER INSPECTION SHOWED DISBONDING BETWEEN THE RUDDER SPAR AND THE RUDDER LEVER ASSY SPACER PLATE. PROBABLE CAUSE APPEARS TO BE EXCESSIVE FLEXING OF THE SPAR OR IMPROPER BONDING. (SPAR AND SPACER ARE COMPOSITE MATERIAL) THE SPAR MAY NOT BE RIGID ENOUGH IN THIS AREA. RECOMMENDATION AT THIS TIME IS TO INCREASE STRENGTH/RIGIDITY OF THE SPAR AND IMPROVED BONDING METHOD. (K)

CA050425004

GRUMAV

PWA  

 

LINK ROD

BROKEN

1/5/2005

G21A

R985AN14B

 

 

CYLINDER

AIRCRAFT ABORTED TAKEOFF DUE TO ENGINE POWER LOSS. ENGINE SENT FOR REPAIR AND LINK ROD FOR NR 1 CYLINDER DISCOVERED BROKEN AT LINK PIN END. DAMAGE ALSO OBSERVED AT CYLINDER SKIRT. STRIP REPORT SUGGESTS LOSE BUSHING STARTING TO FAIL IN LINKROD WAS CONTRIBUTING FACTOR.

CA050419012

GULSTM

GARRTT

 

SPAR

CRACKED

4/19/2005

690  

TPE3315251K

 

250000167166

AILERONS

(CAN) WHILE DOING S.B. 238 CRACKS WERE FOUND AROUND THE ANCHOR NUTS, ON THE SPAR CENTER HINGE ATTACH. BOTH LEFT AND RIGHT HAND AILERONS, TWIN COMMANDER KITS SB238-503 AND -504 WERE INSTALLED.

CA050419011

GULSTM

GARRTT

 

SPAR

CRACKED

4/19/2005

690  

TPE3315251K

 

250000167166

AILERONS

(CAN) WHILE DOING SB-238 CRACKS WERE FOUND AROUND THE ANCHOR NUTS, ON THE SPAR CENTER HINGE ATTACH. BOTH LEFT AND RIGHT HAND AILERONS, TWIN COMMANDER KITS SB238-503 AND -504 WERE INSTALLED.

CA050414012

GULSTM

GARRTT

 

FRAME

CRACKED

4/14/2005

690  

TPE3315251K

 

310025

VERTICAL STAB

SMALL CRACKS AND LOOSE RIVETS FOUND IN FRAME AS PER SB 218 TWIN COMMANDER KIT CK175-1 INSTALLED.

CA050421002

GULSTM

GARRTT

 

SELECTOR VALVE

MALFUNCTIONED

4/20/2005

690A

TPE3315251K

 

790231509

MLG 

(CAN) DURING ACCOMPLISHMENT OF THE FLIGHT IDLE CHARACTERISTIC CHECK ON THE AIRCRAFT, THE CREW WAS UNABLE TO MOVE THE LANDING GEAR SELECTOR TO THE DOWN POSITION. AFTER SEVERAL UNSUCCESSFUL ATTEMPTS TO MOVE THE SELECTOR THE SIDE PEDESTAL COVER WAS REMOVED TO ACCESS THE GEAR SELECTOR VALVE. WITH PRESSURE DOWN ON THE GEAR SELECTOR AND THE VALVE ARM TOGETHER, THE VALVE MOVED FROM GEAR UP TO GEAR DOWN POSITION AND THE LANDING GEAR EXTENDED. THE LANDING GEAR WAS LEFT IN THE DOWN POSITION AND THE AIRCRAFT RETURNED TO THE AIRPORT AND LANDED. THE VALVE HAD BEEN REPLACED DURING THE ANNUAL INSPECTION AND A GEAR SWING WAS COMPLETED AND THE LANDING GEAR FUNCTION CHECKED NORMALLY. WITH SYSTEM HYDRAULIC PRESSURE ON THE VALVE WAS EXTREMELY HARD TO MOVE AS NOTED. THE SELECTOR VALVE WAS REPLACED AND A GEAR SWING WAS ACCOMPLISHED. GEAR OPERATION WAS NORMAL. CONAIR HAS REQUESTED A REPORT FROM THE OVERHAUL AGENCY DETAILING THE FAULT AS SOON AS POSSIBLE.

CA050427012

GULSTM

GARRTT

ALCO

BOLT

BENT

4/10/2005

690D

TPE3315

 

AN174C21A

UPLOCK CYLINDER

LT MLG FAILED TO UNLOCK. AIRCRAFT RECEIVED DAMAGETO LT PROP AND UNDERSIDE OF FUSELAGE.

AMCR200500005

GULSTM

 

 

JACKSCREW

SHEARED

5/26/2005

GIV  

 

 

1159SCC21216

TE FLAPS

AFTER TAKEOFF, CREW RECEIVED A FLAP ASYMMETRY MESSAGE DURING FLAP RETRACTION FROM 10 DEG TO 0 DEG. MAINTENANCE FOUND THE RIGHT-OUTBOARD FLAP ACTUATOR TO HAVE THE SMALL SHAFT THAT DRIVES THE ASYMMETRY SWITCH SHEARED. NO INDICATION WHY SHAFT SHEARED, SINCE ROTARY SWITCH SEEMS TO OPERATE OK. ACTUATOR AND SWITCH WAS REPLACED.

2005FA0000807

GULSTM

 

 

CONVERTER

FAILED

5/22/2005

GIV  

 

 

WH120

LAV TOILET

PILOTS DISCOVERED AUX DC CONV CIRCUIT BREAKER POPPED AFTER LAV WOULD NOT FLUSH. BREAKER WAS RESET, IT IMMEDIATELY POPPED AGAIN WITH SMALL AMOUNT OF SMOKE EMANATING FROM CABIN CONVERTER, ID 106A1. BREAKER SECURED. FLIGHT COMPLETED SANS FLUSH TOILETS AND CABIN READING LIGHTS. NEW UNIT INSTALLED. OPERATIONAL CHECK SATISFACTORY. NOTE: THE FAILED UNIT SERIAL NUMBER WAS WELL ABOVE THE RANGE AFFECTED TO UPDATE TO MOD 5 STATUS PER GAC AND KGS.

2005FA0000824

HILLER

ALLSN

 

MAST

CRACKED

6/6/2005

UH12E

250C20B

 

23600

MAIN ROTOR

HELICOPTER EXPERIENCED A PROGRESSIVE LATRIAL VIBRATION. SUBSEQUENT INSPECTION FOUND 2 CRACKS FROM THE PITCH PIN SLOT AREA OF THE MAST. ONE CRACK FROM THE TOP OF ONE SLOT AND ANOTHER CRACK FROM THE BOTTOM OF THE SAME SLOT PROGRESSING THE OPPOSITE DIRECTION. THE TOP CRACK IS APPROX 1.6 INCHES AROUND THE DIAMETER OF THE MAST AND THE BOTTOM CRACK IS APPROX 1.3 INCHES.

CA050414003

HUGHES

 

DOUG

GEAR

BROKEN

4/1/2005

369D

 

 

369D2512311

M/R GEARBOX

MAIN ROTOR TRANSMISSION SENT IN FOR REPAIR DUE TO REPORTED CHIPS ON DETECTOR. TRANSMISSION OPENED AND APPR NR 2/3 OF TOOTH (CENTER PORTION) FOUND MISSING FROM INPUT GEAR. PIECE LOCATED INSIDE TRANSMISSION CASE. NO FURTHER DAMAGE NOTED.

CA050414002

HUGHES

 

DOUG

GEAR

BROKEN

4/1/2005

369D

 

 

369D2512311

M/R GEARBOX

MAIN ROTOR TRANSIMISSION SENT IN FOR REPAIR DUE TO REPORTED CHIPS ON DETECTOR. TRANSIMISSION OPENED AND APPROXIMATELY 2/3 OF TOOTH (CENTER PORTION) FOUND MISSING FROM INPUT GEAR. PIECE LOCATED INSIDE TRANSIMISSION CASE. NO FURTHER DAMAGE NOTED.

CA050503015

HUGHES

ALLSN

 

BLADE

CRACKED

5/2/2005

369D

250C20B

 

369D21100523

MAIN ROTOR

(CAN) CRACK FOUND DURING M/R BLADE TORQUE EVENT INSP. CRACK IS APPROX. 11 INCHES OUT FROM BLADE GRIP ON LOWER SURFACE OF BLADE. CRACK RUNS CORDWISE AND IS APPROX. 3.5INCHES LONG.

2005FA0000805

ISRAEL  

 

 

CONTROL UNIT

OUT OF TOLERANCE

5/3/2005

ASTRASPX

 

 

1075D1003

ZONE 900

THE FSECU HAS A RELIABILITY PROBLEM. HERE IS THE FAULT HISTORY BELOW; SERVICE TIME ON S/N 131 IS 6.1 HOURS. SERVICE TIME ON S/N 149 IS 0.8 HOURS. SERVICE TIME ON S/N 140 IS 328.2 HOURS. SERVICE TIME ON S/N 107 IS 605.4 HOURS. SERVICE TIME ON S/N 317 IS 38.9 HOURS. VERY LOW TIME ON THESE UNITS THAT FAILED. THE FLIGHT CONTROL SYSTEM IMPROVEMENTS HISTORY AS NOTED HEREIN AFTER; CHANGE THE P/N OF SLAT FLEXIBLE SHAFT NR 1 FROM V25W513320-001 OR V25W513330-001 TO V25W513330-201. CHANGE THE P/N OF SLAT PDU FROM V25W513310-001 OR V25W513310-003 TO V25W513310-003 MOD AB.

2005FA0000806

ISRAEL  

 

 

CONTROL UNIT

OUT OF TOLERANCE

5/3/2005

ASTRASPX

 

 

1075D1003

ZONE 900

THE FSECU HAS A RELIABILITY PROBLEM. HERE IS THE FAULT HISTORY BELOW; SERVICE TIME ON S/N 131 IS 6.1 HOURS. SERVICE TIME ON S/N 149 IS 0.8 HOURS. SERVICE TIME ON S/N 140 IS 328.2 HOURS. SERVICE TIME ON S/N 107 IS 605.4 HOURS. SERVICE TIME ON S/N 317 IS 38.9 HOURS. VERY LOW TIME ON THESE UNITS THAT FAILED. THE FLIGHT CONTROL SYSTEM IMPROVEMENTS HISTORY AS NOTED HEREIN AFTER; CHANGE THE P/N OF SLAT FLEXIBLE SHAFT NR 1 FROM V25W513320-001 OR V25W513330-001 TO V25W513330-201. CHANGE THE P/N OF SLAT PDU FROM V25W513310-001 OR V25W513310-003 TO V25W513310-003 MOD AB.

2005FA0000830

LEAR

GARRTT

 

ADC  

DEFECTIVE

5/25/2005

35A  

TFE731*

 

702490030303

E/E BAY

THE PILOTS ALTIMETER AND ALTITUDE ALERTER WERE FLAGGED. THE ADC WAS FOUND TO BE DEFECTIVE AND REPLACED. THE SYSTEM WAS TESTED AND INSPECTED AND FOUND TO COMPLY WITH FAR 91.411 PART 43 AND TO REMAIN RVSM COMPLIANT. THERE HAVE BEEN NO PRIOR REPORTS OF PROBLEMS WITH THIS SYSTEM. (K)

2005FA0000832

LEAR

GARRTT

 

ADC  

DEFECTIVE

5/27/2005

35A  

TFE731*

 

702490030303

LT E/E BAY

PILOTS ALTIMETER AND ALTITUDE ALERTER WERE FLAGGED. THE ADC WAS FOUND TO BE DEFECTIVE AND REPLACED. THE SYSTEM WAS TESTED AND INSPECTED AND FOUND TO COMPLY AND TO REMAIN RVSM COMPLIANT. THERE HAVE BEEN NO PRIOR REPORTS OF PROBLEMS WITH THIS SYSTEM. (K)

2005FA0000833

LEAR

GARRTT

 

ADC  

DEFECTIVE

5/6/2005

35A  

TFE731*

 

702490030303

LT E/E BAY

ON TAKEOFF ROLL OUT, THE PILOTS ALTIMETER, IVSI AND ALTITUDE ALERTER FLAGGED. THE TAKEOFF WAS ABORTED. THE ADC WAS FOUND TO BE DEFECTIVE AND REPLACED. THE SYSTEM WAS TESTED AND INSPECTED AND FOUND TO COMPLY WITH FAR AND REMAIN RVSM COMPLIANT. THERE HAVE BEEN NO PRIOR REPORTS OF PROBLEMS WITH THIS SYSTEM. (K)

CA050422004

LEAR

GARRTT

 

SKIN

CRACKED

4/20/2005

35A  

TFE7312

 

2411001

FUSELAGE

(CAN) THE LOWER FORWARD SKIN SRM REF 53-28-00, FIG 4, ITEM 2, WAS FOUND WITH A 3 INCH LONG CRACK UNDER A FACTORY INSTALLED ADF ANTENNA THAT WAS REMOVED DURING AN AVIONICS UPGRADE. THERE IS NO SCHEDULED REQUIREMENT TO INSPECT UNDER THE ANTENNA, ALTHOUGH LEARJET IS APPARENTLY PLANNING TO AMEND THE INSPECTION SCHEDULE TO REQUIRE STRUCTURAL INSPECTION UNDER SUCH ANTENNA. THE DAMAGE WAS REMOVED AND REPAIRED WITH AN EXTERNAL DOUBLER IAW THE LEARJET STRUCTURAL REPAIR MANUAL (SRM) AND SPECIFIC GUIDANCE INSTRUCTIONS FROM LEARJET ENGINEERING. THE ANTENNA HAD AT SOME TIME PREVIOUSLY BEEN INCORRECTLY SHIMMED TO THE FUSELAGE PROFILE. A SECOND ADF ANTENNA FURTHER AFT ON THE BELLY WAS REMOVED AND THE SKIN INSPECTED WITH NO DAMAGE FOUND, ALTHOUGH THAT ANTENNA ALSO WAS RE-SHIMMED.

2005FA0000831

LEAR

GARRTT

 

ADC  

INOPERATIVE

4/27/2005

35LEAR

TFE731*

 

702490030303

E/E BAY

CAPTAIN (LT SIDE) ALTIMETER, VERTICAL SPEED AND ALTITUDE ALERTER INOPERATIVE. FOUND THE PRIMARY ADC INOPERATIVE. REPLACED THE ADC, TESTED THE PRIMARY ALTIMETERY SYSTEMS, FOUND TO COMPLY WITH FAR AND TOBE RVSM COMPLIANT. THERE HAVE BEEN NO PREVIOUS PROBLEMS WITH THIS SYSTEM. (GL07200508784)

CA050426005

LEAR

GARRTT

 

ACTUATOR

DEFECTIVE

4/6/2005

45LEAR

TFE731*

 

6627401000007

HORIZ STAB TRIM

PRIMARY TRIM FAIL CAS MESSAGE APPEARS WHEN SECONDARY TRIM ACTUATED DURING PREFLIGHT CHECK. REPLACED HORIZ STAB ACTUATOR WITH REPAIRED UNIT.

CA050426004

LEAR

GARRTT

 

CONTROL PANEL

FAULTY

3/26/2005

45LEAR

TFE731*

 

665GC02Y07

RT AFT POWER DIS

RT GENERATOR WOULD NOT GO ON-LINE AFTER START-UP. RT AFT POWER DISTRIBUTION PANEL REPLACED WITH REPAIRED UNIT.

CA050430001

LEAR

GARRTT

 

FAIRLEAD

ARCED

4/28/2005

45LEAR

TFE731*

 

762720200301

RUDDER

DURING PREFLIGHT, FOUND EVIDENCE OF MELTED FAIRLEAD. FURTHER INVESTIGATION FOUND BOTH UPPER AFT RUDDER CABLES (P/N 7627202003-001 AND 7627202004-001) CHAFING IN TO WIRE NR SAH0001-2AT FS 575 CAUSING ARCING BETWEEN WIRE AND CABLES WHICH IN TURN MELTED FAIRLEAD AT FS 581. WIRE NR SAH0001-2 GOES FROM T3 ON LT AFT POWER DISTRIBUTION PANEL TO LT ESSENTIAL BUSES. TEMPORARY REPAIR OF WIRE INSULATION IAW MANUFACTURER ENGINEERING DISPOSITION WAS ACCOMPLISHED. DAMAGE TO RUDDER CABLES FOUND TO BE FUNCTIONALLY AND STRUCTURALLY ACCEPTABLE FOR THE FERRY FLIGHT BY MANUFACTURER ENGINEERING DISPOSITION. AIRCRAFT WILL BE FERRIED TO MANUFACTURER REPAIR FACILITY.

CA050503006

LEAR

GARRTT

 

LINE

LEAKING

5/2/2005

45LEAR

TFE7312

 

244224151

LT WHEEL WELL

(CAN) DURING PREFLIGHT CHECK, NOTICED FUEL SEEPING FROM LT FLEXIBLE FUEL TRANSFER HOSE LOCATED IN LT WHEEL WELL AREA. SEEPAGE APPEARS TO BE FROM HOSE MATERIAL AND NOT THE FITTING. HOSE ASSY WILL BE SENT TO MFG FOR INSPECTION. NEW HOSE WAS INSTALLED AND LEAK CHECK OK.

CA050506009

LEAR

GARRTT

SUNDSTRANDAI

RELIEF VALVE

LEAKING

4/14/2005

45LEAR

TFE7312

 

5909242

FUEL PUMP

(CAN) DURING GROUND RUN WITH THE LOWER ENGINE COWLING REMOVED, THE ABOVE MENTIONED RELIEF VALVE WAS FOUND LEAKING FUEL. THIS WAS NOT NOTICEABLE WHEN THE COWLING WAS INSTALLED. THIS RELIEF VALVE HAD BEEN INSPECTED FOR S/B 73-5125 AT 1084.7 HOURS WHICH SPECIFIED REPLACEMENT IF IT HAD LESS THAN 1000 HOURS BUT WAS NOT REPLACED. INSTALLED NEW VALVE P/N 5912983 IAW THE ABOVE S/B 73-5125.

CA050506012

LEAR

GARRTT

 

VALVE

BROKEN

5/5/2005

45LEAR

TFE7312

 

516201

APU FIRE EXTING

(CAN) DURING TROUBLESHOOTING AN APU FAULT , IT WAS DISCOVERED THAT THE APU FIRE BOTTLE HAD DISCHARGED . WHEN THE BOTTLE DISCHARGED THE OUTLET VALVE'S FLANGE NUT BROKE INTO 3 PIECES AND THE FIRE BOTTLE SUPPORT BRACKET WAS BENT, WHICH CAUSED THE FIRE BOTTLE TO SEPARATE FROM THE OUTLET VALVE. THE FIRE BOTTLE ASSY WAS REMOVED AND NEW ASSY INSTALLED.

CA050506002

LEAR

GARRTT

 

FIRE BOTTLE

DISCHARGED

5/4/2005

45LEAR

TFE7312

 

516002

APU 

(CAN) UPON AIRCRAFT ARRIVAL, THE APU FIRE EXTINGUISHER BOTTLE WAS FOUND READING (0) PSI. NEW BOTTLE ORDERED. UPON INVESTIGATION INTO WHY THE BOTTLE DISCHARGED, CALLED MFG AND WAS INFORMED THAT THIS IS A KNOWN ISSUE WITH THIS MODEL. THE APU FIRE BOTTLE HAS BEEN KNOWN TO DISCHARGE IF THE FIRE WARNING TEST BUTTON IS DOUBLE TAPPED OR HELD TO LONG. UPON REMOVAL OF THE APU BOTTLE IT WAS DISCOVERED THAT THE BOTTLE HAD BECOME SEPARATED FROM DISCHARGE NOZZLE. MFG WAS INFORMED AND PICTURES SENT.

2005FA0000803

LEAR

 

 

SUPPORT BRACKET

CRACKED

5/21/2005

60LEAR

 

 

5412481026

RUDDER

UPON REINSTALLATION OF RUDDER ASSY, FOUND RUDDER SUPPORT BRACKET AND STIFFENER ANGLE CRACKED UNDER RUDDER PRIMARY TRAVEL STOP AT FRAME STA 48. PROBABLE CAUSE: RUDDER OVER TRAVELING AGAINST PRIMARY STOP, WHEN GUST LOCK NOT INSTALLED AND WHEN PARKED OUTSIDE N WINDY CONDITIONS. REC: ENSURE FLIGHT CONTROL GUST LOCKS ARE INSTALLED WHEN PARKED OUTSIDE. (EA09200505204) (K)

2005FA0000780

LEAR

 

 

ACTUATOR

FAILED

4/5/2005

60LEAR

 

 

66000264001

MLG 

WHILE PERFORMING A FUNCTIONAL TEST OF THE MAIN LANDING GEAR SIDE BRACE ACTUATOR, THE TEST BENCH IN OVERHAUL SHOP, FROZE UP. FURTHER INVESTIGATION REVEALED THAT AN ORIFICE LOCATED INSIDE THE ACTUATOR HAD DISLODGED FROM ITS ORIGINAL DESIGNED LOCATION WITHIN THE ACTUATOR. THE DISCREPANT ACTUATORS ARE PART OF A SB FOR IMPROVED BRAKING. (K)

2005FA0000802

LEAR

PWA  

 

RUDDER

DAMAGED

5/23/2005

60LEAR

PW305

 

5433000020

TAIL 

UPON REMOVAL AND REPLACEMENT OF RUDDER CABLES, FOUND RUDDER SUPPORT STIFFENER ANGLE CRACKED UNDER RUDDER PRIMARY TRAVEL STOP AT FRAME STA 48, ALSO FOUND RUDDER LEADING EDGE PANELS 331,332, AND 333 TO BE CRACKED AND RUDDER FORWARD SPAR TO BE DAMAGED AT RUDDER CENTER AND UPPER HINGE POINTS WL 92.34 AND WL 122.83. PROBABLE CAUSE: RUDDER OVER TRAVELING WHEN GUST LOCK NOT INSTALLED AND WHEN PARKED OUTSIDE IN WINDY CONDITIONS. REC: ENSURE FLIGHT CONTROL GUST LOCKS ARE INSTALLED WHEN PARKED OUTSIDE. (EA09200505203) (K)

CA050527026

LEAR

PWA  

 

ENGINE

FLAMED OUT

5/18/2005

60LEAR

PW305A

 

 

 

DURING DESCENT, THE ENGINE EMITTED TWO LOUD BANGS AND SUBSEQUENTLY FLAMED OUT. AN AIR-RESTART WAS SUCCESSFULLY ACCOMPLISHED BUT THE ENGINE AGAIN EMITTED A LOUD BANG AND FLAMED OUT IN RESPONSE TO THROTTLE INPUT. THE AIRCRAFT DIVERTED FOR AN UNSCHEDULED LANDING. P&WC WILL INVESTIGATE THIS EVENT AND WILL ADVISE OF ROOT CAUSE, ONCE ESTABLISHED.

CA050527029

LEAR

PWA  

 

ENGINE

SHUTDOWN

5/23/2005

60LEAR

PW305A

 

 

 

ON DESCENT, THE ENGINE EXPERIENCED AN UNCOMMANDED SHUT-DOWN. AN IN-FLIGHT RELIGHT WAS SUBSEQUENTLY ACCOMPLISHED. P&WC WILL INVESTIGATE THE EVENT AND ADVISE OF ROOT CAUSE, ONCE DETERMINED.

CA050527028

LEAR

PWA  

 

ENGINE

SHUTDOWN

5/17/2005

60LEAR

PW305A

 

 

 

DURING CLIMB, THE ENGINE EXPERIENCED AN UNCOMMANDED SHUT-DOWN. AN IN-FLIGHT RELIGHT WAS SUCCESSFULLY ACCOMPLISHED. THE ENGINE WAS SUBSEQUENTLY REMOVED FOR INVESTIGATION. P&WC WILL INVESTIGATE THE EVENT AND ADVISE OF ROOT CAUSE, ONCE ESTABLISHED.

CA050429004

LEAR

PWA  

 

EEC  

LOOSE

4/15/2005

60LEAR

PW305A

 

 

ENGINE

DURING CLIMB, AN EEC AMBER WARNING LIGHT ANNUNCIATED ACCOMPANIED BY A POPPING NOISE AND AN UNCOMMANDED ENGINE SHUTDOWN. THE CREW SUCCESSFULLY RE-STARTED THE ENGINE IN FLIGHT AND PROCEEDED TO DESTINATION. SUBSEQUENT INSPECTION REVEALED A LOOSE ELECTRONIC ENGINE CONTROL (EEC) HARNESS CONNECTOR.

2005FA0000851

LET  

 

 

CONTROL CABLE

FRAYED

6/21/2005

L13ACBLANIK

 

 

A402092N

RUDDER

LEFT AND RIGHT RUDDER CABLES FOUND FRAYED AT FRONT AND REAR PULLLEY POSITIONS.

2005FA0000854

LET  

 

 

CONTROL CABLE

FRAYED

6/21/2005

L13ACBLANIK

 

 

A402092AN

RUDDER

LEFT AND RIGHT RUDDER CABLES FOUND FRAYED AT FRONT AND REAR PULLEY POSITIONS.

2005FA0000855

LET  

 

 

CONTROL CABLE

FRAYED

6/21/2005

L13ACBLANIK

 

 

A402092AN

RUDDER

LEFT AND RIGHT RUDDDER CABLES FOUND FRAYED AT FRONT AND REAR PULLEYS.

2005FA0000857

LET  

 

 

CONTROL CABLE

FRAYED

6/21/2005

L23  

 

 

A740255N

RUDDER

RIGHT RUDDER CABLE FOUND FRAYED AT FORWARD AND AFT PULLEYS.

2005FA0000865

LET  

 

 

CONTROL CABLE

FRAYED

6/21/2005

L23  

 

 

A740254N

RUDDER

LEFT CABLE FOUND FRAYED AT AFT PULLEY. RIGHT CABLE FOUND FRAYED AT FORWARD AND AFT PULLEYS.

2005FA0000858

LET  

 

 

CONTROL CABLE

FRAYED

6/21/2005

L23  

 

 

A740255N

RUDDER

RIGHT RUDDER CABLE FOUND FRAYED AT FORWARD AND AFT PULLEYS.

CA050530007

LKHEED

ALLSN

 

MOUNT

FAILED

5/27/2005

188C

501D13

 

 

NR 1 ENGINE

(CAN) ON LANDING ROLL OUT THE NR 1 ENGINE FIREBELL WENT OFF, THE CREW HANDLED THE ENGINE AND THE FIRE BELL WENT OUT. MAINTENANCE FOUND THE AFT SECTION OF THE REAR BEARING SUPPORT AND SWIRL STRAIGHTENER IN THE EXHAUST BELL HOUSING PIPE. THERE WAS SOME COWL DAMAGE. THE A/C DID A 3 ENGINE FERRY, WHERE THE ENGINE WAS REPLACED AND THE A/C RETURNED TO SERVICE.

2005FA0000736

PILATS

PWA  

 

CONNECTOR

DAMAGED

5/13/2005

PC1245

PT6A60A

 

 

LT WINDSHIELD

LT WINDSHIELD HEAT FOUND BURNED/OVERHEATED WIRING CONNECTOR AT CENTER ELEMENT POSITIVE WIRE ATTACH TOP OB CORNER OF WINDSHIELD. NO DAMAGE TO WIRING NOTED. SYSTEM WAS PREVIOUSLY INSPECTED IAW SB. ALL ITEMS CHECKED SATISFACTORY. (NO COMPONENT FAILED, ONLY THE CONNECTOR WAS DAMAGED) (K)

CA050513004

PILATS

PWA  

 

CONTROLLER

FAILED

5/4/2005

PC1245

PT6A67B

 

9728132202

WINDSHIELD HEAT

TROUBLESHOOTING RT WINDSHIELD HEAT PROBLEM ON LIGHT SETTING. RT HEAT CONTROLLER SWITCHED WITH LT CONTROLLER. DID NOT NOT ICE AT THAT TIME. WIRES TO CIRCUIT BREAKERS FOR RT HEAT CONTROLLER DAMAGED. WHEN 2 CONTROLLERS WERE SWITCHED & SYS TESTED, WIRE & SPLICE TO WIRE ON PIN -A- SMOKED. SYS TURNED OFF & WIRE & SPLICE REPAIRED. SYS TESTED & WORKED NORMALLY. RT HEAT ON LIGHT SETTING FAILED. INSP OF WIRES SHOWED HEAT CONTROLLER MOVED TO THE LT POSITION DAMAGED WIRES. WIRES REPAIRED & HEAT CONTROLLER MOVED TO RT POSITION REINSTALLED IN LT POSITION. NOTICED TERMINAL ENDS OF CIRCUIT BREAKERS LOOSE. REPLACED WITH NEW AS WELL AS CIRCUIT BREAKERS. A NEW HEAT CONTROLLER INSTALLED ON RT. SYS TESTED & OPS NORMAL.

CA050510015

PILATS

PWA  

 

PRESSURE SWITCH

FAILED

3/28/2005

PC1245

PT6A67B

 

9738114304

HYD SYSTEM

THE HYDRAULIC LOW PRESSURE SWITCHED ON THERE PC12/45 FLEET LEAKING EXTERNALLY. HYDRAULIC FLUID SEAMS TO BE LEAKING OUT OF THE WELDED SEAM. THIS HAS BEEN PRESENTING ITSELF AS, HYDRAULIC LIGHT COMING ON AFTER LANDING, OR A SLUGGISH HYDRAULIC SYSTEM. THE LEAK IS NOT ENOUGH TO CAUSE A HYDRAULIC FAILURE. THE PROBLEM SEEMS TO BE TIED TO BELLOW -30 DEGREES C.

CA050510014

PILATS

PWA  

 

HINGE

WORN

2/23/2005

PC1245

PT6A67B

 

5521012100

PAX DOOR

THE DOOR SEAL WAS MAKING NOISE IN FLT AND THE DOOR WAS DIFFICULT TO CLOSE. INSPECTION NOTED THE HINGE WORN. THE FIRST NOTE OF A DOOR HINGE PROBLEM WOULD BE THE PAINT IS WEARING OFF BETWEEN THE HALVES. CLOSING THE DOOR 3/4 OF THE WAY AND MOVING THE DOOR FOR AND AFT WILL ALOW YOU TO SEE THE PLAY. IF YOU DO NOT ADDRESS THE WORN HINGE YOU MAY MISS FORM YOUR DOOR SEAL, OR IF THE DOOR IS STIFF THE PILOTS ME BRAKE THE INSIDE HANDLE. NAC HAS NOW REPLACE 4 OUT OF 5 OF THERE PC12/45DOOR HALVES OF THE HINGE. THE AIRFRAME HALF DOES NOT SEEM TO BE WEARING. ALL OF THESE HINGES HAVE BEEN REPLACED IN AND AROUND THE 11,000 HOUR AND 13,000 CYCLE AREA.

CA050510013

PILATS

PWA  

 

BUSHING

WORN

2/18/2005

PC1245

PT6A67B

 

 

RUDDER

PLAY WAS NOTED IN THE RUDDER UPPER ATTACHMENT EVEN WITH PILATUS ECE-TM-02-327 INCORPORATED. THE BUSHING AND BEARING BONDING MATERIAL WAS STILL HOLDING. THE BOLT P/N NAS1161-3-17, BEARING P/N 940.83.28.506 AND BUSHING P/N 941.20.31.550 ALL HAD TO BE REPLACED DUE TO WEAR.

CA050510012

PILATS

PWA  

 

BRACKET

CRACKED

3/24/2005

PC1245

PT6A67B

 

524111255

PITOT HEAD

(CAN) CRACKS NOTED DURING INSPECTIONS AT LEADING AND TRAILING EDGES OF PITOT HEAD MOUNTING BRACKETS. MANUFACTURER SHOULD BEGIN CURVING THE MOUNTING PLATE TO MATCH THE UNDER SIDE OF WING. FEEL THIS WOULD STOP THE STRESS CRACKING.

CA050510011

PILATS

PWA  

 

PAN  

CRACKED

3/21/2005

PC1245

PT6A67B

 

541010501

SEAT 

(CAN) TIME ON THIS PART IS NOT TRACKED. CRACKED HAVE BEEN NOTICED ON CREW SEAT PANS IN A LOCATION THAT HAS NOT BEEN NOTED IN THE PAST.

CA050422002

PILATS

PWA  

 

POWER SUPPLY

FAILED

4/21/2005

PC1245

PT6A67B

 

501171202

EMERGENCY SYS

(CAN) PRIOR TO FLIGHT, THE PILOT IN COMMAND PLACED THE EMERGENCY PWR SUPPLY SWITCH IN THE TEST POSITION AND NOTED NO TEST. AFTER TROUBLE SHOOTING THE EMERGENCY SUPPLY COULD NOT BE CHARGED TO CONDUCT THE FLIGHT. THE PC 12 USES THIS TO POWER THE NR 1 NAV COMM AND A STANDBY HORIZON IN THE EVENT OF AN ELECTRICAL FAILURE. THERE IS AN ANNUAL CAPACITANCE TEST IN PLACE AND THIS FUNCTION WAS CONDUCTED ON AUG 9 04. THE PWR SUPPLY WAS REPLACED WITH A CHECKED UNIT AND TESTED SERVICABLE. CLOSE MONITORING IN FUTURE MAY PREVENT A LIKE FAILURE. THESE BATTERIES ARE SEALED LEAD ACID AND POSSIBLY SHOULD HAVE A CYCLE AND CALENDAR LIFE

CA050527024

PILATS

PWA  

 

ENGINE

MALFUNCTIONED

5/14/2005

PC7  

PT6A25A

 

 

 

DURING DESCENT, THE ENGINE EXPERIENCED AN UNCOMMANDED DECREASE IN TORQUE, ACCOMPANIED BY AN INCREASE IN TURBINE TEMPERATURE. THE ENGINE DID NOT RESPOND TO THROTTLE INPUT AND THE PILOT SHUT THE ENGINE DOWN IN FLIGHT. THE ENGINE WAS SUBSEQUENTLY RELIT IN FLIGHT BUT REMAINED UNRESPONSIVE TO THROTTLE INPUT. THE ENGINE WAS AGAIN SHUT DOWN AND AN EMERGENCY (WHEELS-UP) LANDING CARRIED OUT. P&WC WILL MONITOR THE INVESTIGATION OF THIS EVENT AND WILL ADVISE OF ROOT CAUSE, ONCE DETERMINED. TWO SEATER, SINGLE ENGINE, FULLY AEROBATIC, TURBO-TRAINER AIRCRAFT.

2005FA0000797

PIPER

LYC  

 

MASTER CYLINDER

LEAKING

4/29/2005

PA18A150

O320A2B

 

 

BRAKE ASSY

NORTH RIVER BRAKE BOOSTERS INSTALLED WITH STC SA2318NM. BRAKE PLUNGER HAS EXCESSIVE PLAY WHICH CAUSED FLUID TO BYPASS INTERNALLY. PILOT LOST DIRECTIONAL CONTROL OF THE AIRCRAFT ON LANDING CAUSING SUBSTANTIAL DAMAGE TO THE AIRCRAFT. THREE PREVIOUS LANDINGS THAT DAY THE BRAKE FUNCTIONED NORMALLY. SITUATION COULD BE DUPLICATED BY ALLOWING THE PLUNGER TO FALL TO THE RT SIDE AND THEN BE DEPRESSED WITH NO BRAKE ACTUATION AND NO EXTERNAL FLUID LOSS.

SO11200516386

PIPER

LYC  

 

ARM  

BROKEN

4/28/2005

PA20

O290*

 

485 615

TAIL STEERING

UPON LANDING, PILOT REPORTED NO CONTROL OF TAIL WHEEL STEERING AND SUBSEQUENT LOSS OF CONTROL. VISUAL INSPECTION REVEALED RUDDER TO TAIL WHEEL STEERING ARM HAD BROKEN JUST OB OF A PREVIOUS WELD/BRAZE REPAIR.

CA050506005

PIPER

LYC  

 

PUSH-PULL CABLE

BROKEN

4/22/2005

PA24250

O540A1D5

 

 

MLG 

(CAN) AFTER EMERGENCY GEAR EXTENSION IN FLIGHT AND UNEVENTFUL LANDINGS. UNDER CARRIAGE COLLAPSED ON SUBSEQUENT TAXI. GEAR WAS EXTENDED, PUT ON JACKS LT MAIN UNDER CARRIAGE WAS INOPERATIVE. UPON INVESTIGATION GEAR PUSH PULL CABLE WAS FOUND BROKEN.

2005FA0000754

PIPER

LYC  

 

GASCOLATOR

CONTAMINATED

5/11/2005

PA25235

O540*

 

2230600

FUEL SYSTEM

DURING AN ACCIDENT INVESTIGATION FUEL GASCOLATOR WAS FOUND WITH LARGE AMOUNTS OF WATER AND SOLID CONTAMINANTS. IT WAS NOTED THAT THE PART COULD NOT BE ROTATED TO ENSURE DRAINAGE OF CONTAMINANTS WHEN AC IS ON THE GROUND DUE TO COWL SUPPORT STRUTS INTERFERENCE. GASCOLATOR COULD BE RELOCATED 2 INCHES IB TO ENSURE CLEARANCE OF THE COWL SUPPORT STRUTS. THE CONTAMINANTS COULD NOT BE DRAINED OUT EFFECTIVELY. (SW09200512483) (K)

2005FA0000748

PIPER

LYC  

 

DRIVE GEAR

CORRODED

5/1/2005

PA28150

IO360A1A

 

 

STARTER

STARTER BENDIX DRIVE HAS EVIDENCE OF RUST AND CORROSION ON AT LEAST 1 GEAR TOOTH. THE BENDIX DRIVE GEAR TOOTH BROKE. SHEERING THE REMAINING BENDIX TEETH AS THEY MESHED WITH THE MATING RING GEAR. (K)

2005FA0000825

PIPER

LYC  

 

ALTERNATOR

FROZEN

6/3/2005

PA28161

O320*

 

4111810R

ENGINE

ALTERNATOR FROZE UP UPON ENGINE SHUTDOWN. OVERHAULED.

2005FA0000826

PIPER

LYC  

 

ALTERNATOR

MALFUNCTIONED

6/3/2005

PA28161

O320*

 

4111810R

ENGINE

ALTERNATOR CREATES WHINE OVER RADIOS AND HAS NO OUTPUT AT IDLE RPM, (VOLTAGE IS BATTERY VOLTAGE) OVERHAULED. (K)

2005FA0000749

PIPER

LYC  

 

CARBURETOR

LEAKING

5/1/2005

PA28161

O320D3G

 

105217

ENGINE

CARBURETOR LEAKS FROM THROTTLE SHAFT AND FROM ACCELERATOR PUMP. (K)

2005FA0000737

PIPER

LYC  

 

STUD

FAILED

5/6/2005

PA28R201

IO360C1C6

 

5015 

NR 4 CYLINDER

NR 4 CYLINDER BASE STUD FAILED IN TENSION. NUT AND 30 PERCENT OF STUD LENGTH FOUND BETWEEN NR2 AND NR4 CYLINDERS ON THE INNER CYLINDER BAFFLE. NR 4 CYLINDER REMOVED AND REMAINING PARTIAL STUD REMOVED WITH STUD EXTRACTOR. INSTALLED NEW STUD, PN 50-15 AND REPLACED REMOVED CYLINDER. TORQUED TO RECOMMENDED TORQUE (600 IN LBS) IAW MFG MM. PROBABLE CAUSE: METAL FATIGUE DUE TO AGE OF ENG CRANKCASE STUDS AND NR OF CYLINDER REMOVAL AND REPLACEMENTS DURING THE ENG LIFETIME. AC, MOST OF LIFE AS TRAINING AC. THROUGH INSP OF AND OR REPLACEMENT OF CYL BASE STUDS DURING ENG O/H WITH MANDATORY REPLACEMENT TIME PERIODS OR CYCLES. (GL11200510739) (K)

CA050503009

PIPER

LYC  

 

NOZZLE

FAILED

3/22/2005

PA30

IO320B1A

 

R5A5AD1

FUEL INJECTOR

(CAN) ON CLIMB OUT AFTER TAKEOFF, A HIGH FUEL PRESSURE READING ON THE LT ENGINE WAS NOTICED (NEEDLE TO THE REDLINE). REDUCED POWER/CALLED ATC/RETURNED FOR LANDING. (SUSPECT CLOGGED FUEL INJECTOR NOZZLE.)

CA050516006

PIPER

LYC  

LYC  

SEAL

LEAKING

5/15/2005

PA31

TIO540A1B

 

 

TURBOCHARGER

(CAN) DURING ENGINE RUN-UP AND SUBSEQUENT CHECK FOR FUEL AND OIL LEAKS, AFTER A ROUTINE ENGINE CHANGE, AN OIL LEAK WAS FOUND IN THE VICINITY OF THE TURBOCHARGER. FURTHER INVESTIGATION REVEALED THAT THE OIL WAS COMING THRU ONE OF THE SEALS ON THE EXHAUST SIDE OF THE TURBOCHARGER. THE LEAKING TURBO WAS EXCHANGED AND IS BEING SENT BACK FOR WARRANTY CONSIDERATIONS AND REPAIR/OVERHAUL. NO REASON FOR THE LEAKING SEAL COULD BE FOUND IN THE FIELD. THIS TURBO CAME WITH 0.0 HRS TSO WITH THE NEWLY OVERHAULED ENGINE. FAILURE OF THE TURBOCHARGER COULD LEAD TO LOSS OF POWER AND THIS IS WHY A DECISION WAS MADE TO FILE THIS SDR.

CA050512006

PIPER

LYC  

 

PUMP

FAILED

4/19/2005

PA31

TIO540A2C

 

R99080J4A

FUEL SYS

FUEL PUMP ERRATIC, LOSING PRESSURE.

CA050429002

PIPER

LYC  

 

CYLINDER

SEPARATED

4/13/2005

PA31

TIO540A2C

 

 

NR 3 

LOSS OF RIGHT ENGINE POWER IN-FLIGHT. UNSCHEDULED LANDING, NR 3 CYLINDER SEPARATED. THE 58 STUDS BROKE. ENGINE REPLACED BY LYCOMING TIO540A2B, S/N R11946-61, DUAL INSPECTION OF CONTROLS DONE.

CA050531002

PIPER

LYC  

 

TURBOCHARGER

LEAKING

4/6/2005

PA31325

TIO540F2BD

 

4066109020

ENGINE

(CAN) ENGINE WAS SEEN TO BE SMOKING AT STARTUP AND LOW POWER. AN INSPECTION OF THE TURBO CHARGER REVEALED THAT OIL WAS GETTING BY THE SEALS INTO THE TURBINE SECTION. THE TURBO CHARGER WAS REPLACED AND THE AIRCRAFT WAS RETURNED TO SERVICE. THIS ENGINE IS ON CONDITION IAW THE MSA W1281.

CA050506008

PIPER

LYC  

 

MAIN BEARING

DELAMINATED

5/3/2005

PA31350

TIO540J2BD

 

SL13885

ENGINE

(CAN) METAL FLAKES FOUND IN OIL SCREEN AND FILTER. AT ENGINE TEARDOWN, FOUND SL13885 FRONT MAIN BEARING DELAMINATED APPROX. 1 SQUARE INCH OF SURFACE.

2005FA0000753

PIPER

 

 

HYDRAULIC LINE

RUPTURED

5/3/2005

PA31T

 

 

4613800

HYDRAULIC SYS

POST ACCIDENT INSP REVEALED HYD SYSTEM DRAIN/FILL LINE HAD RUPTURED/BURST CAUSING RAPID LOSS OF HYD RESERVOIR CONTENTS. SELECTED GEAR DOWN, GEAR DID NOT EXTEND. ATTEMPTED EMER MANUAL GEAR EXTEN, (FELT GEAR COMING DOWN) LOST HYD PRESSURE. UNABLE TO SECURE GEAR IN DOWN AND LOCKED. AC SUSTAINED DAMAGE DURING EMER LANDING. FAILURE OF HYD DRAIN LINE CAUSED RAPID LOSS OF HYD FLUID RESERVOIR CONTENTS. FAILURE PREVENTED HYD SYS PRESSURE TO BUILD TO ALLOW NORMAL OR EMERGENCY EXTENSION OF THE LANDING GEAR. LINE FAILED PARALLEL TO GRAIN STRUCTURE RUPTURE APPROX 0.5625 IN LENGTH. WATER CONTAMINATION IN LINE FROZE, EXPANDED, CAUSING RUPTURE. SUGGEST REGULAR PURGE/DRAIN OF LINE CONTENTS DURING PLANNED MAINT. (K)

2005FA0000776

PIPER

PWA  

 

FLANGE

CRACKED

5/3/2005

PA31T1

PT6*

 

 

RUDDER

PILOT REPORTED AIRCRAFT YAW IN FLIGHT. CABLE TENSION HAD PREVIOUSLY BEEN ADJUSTED BUT WAS LOOSE AGAIN. FOUND FLANGE CRACKED AT AFT BOLT ON PILOT SIDE RUDDER TORQUE TUBE BEARING. CAUSE UNKNOWN BUT POSSIBLE EXCESS RUDDER PEDAL FORCE WITH AIRCRAFT ON GROUND AND NOT MOVING. (K)

CA050505003

PIPER

CONT

 

WHEEL

CRACKED

4/25/2005

PA34200T

TSIO360EB

 

16193B

MLG 

(CAN) ON LANDING PILOT REPORTED A NOISE FROM THE LT MAIN LANDING GEAR. INSPECTION FOUND THE INNER WHEEL HALF CRACKED AT THE BASE OF THE WHEEL FLANGE FOR APPROX 4 INCHES AND THE WHEEL FLANGE BOWED OUTWARD AND INTERFERING WITH THE BRAKE CALIPER. THE WHEEL ASSY WAS REMOVED AND REPLACED WITH NEW WHEEL ASSY P/N 40-120C, THE TIRE WAS ALSO DAMAGED IN THE SIDEWALL AND WAS REPLACED WITH A NEW TIRE. THE OTHER MAIN WHEEL ASSY AND NOSE WHEEL ASSY WHERE REMOVED DISSASEMBLED AND INSPECTED, NO DEFECTS WHERE NOTED AND THE WHEEL ASSY'S WHERE REASSEMBLED AND REINSTALLED.

2005FA0000743

PIPER

LYC  

 

CRANKSHAFT

FRACTURED

5/5/2005

PA44180

IO360E1A

 

LW17226

RT ENGINE

RT ENGINE STARTED RUNNING ROUGH, THEN STOPPED AND WENT INTO FEATHER. AC LANDED WITHOUT INCIDENT. UPON INVESTIGATION IT WAS FOUND THAT WHEN THE PROPELLER WAS ROTATED THE AFT CYLINDERS (NR 3, NR 4) PISTONS WOULD NOT MOVE NOR DID ANY ACCESSORIES ON THE BACK OF THE ENGINE MOVE. SUSPECT A CLEAN CRANKSHAFT FAILURE (FRACTURE). NO EXTERNAL CRANKCASE DAMAGE NOTED. (K)

2005FA0000852

PIPER

 

 

CLAMP

MISSING

6/6/2005

PA46350P

 

 

 

NLG 

DURING A 100 HOUR INSPECTION IT WAS NOTICED THAT THE CLAMPS THAT SECURE THE PRESSURIZATION BELLOWS TO THE NOSE GEAR STEERING TUBES WERE NOT INSTALLED.

2005FA0000835

RAYTHN

 

 

BOLT

CHAFED

6/2/2005

390  

 

 

NAS620518D

NR 3 FLAP ROLLER

UPON REMOVAL OF FLAP ACTUTORS FOUND NR 3 LT AND RT FLAP ACTUATORS WERE DEEPLY GOUGED, DUE TO FLAP TRACK BOLTS INSTALLED BACKWARDS. PN OF BOLT NAS6205-18D. REMOVED BOLT AND INSPECTED AND REINSTALLED IN THE CORRECT DIRECTION. (K)

CAR110

RKWELL

 

 

MIXING VALVE

NOT BONDED

6/4/2005

NA26560

 

 

310112

E/E BAY

HOT AIR MIXING VALVE WAS OVERHAULED BY ROCKER, 1-25-05, REF WO 56559. INSTALLED IN AIRCRAFT FROM STOCK ON 6-4-05. DURING FUNCTIONAL TEST FLIGHT FOR PRESSURIZATION PROBLEM, THE UP STREAM FLANGE SEPARATED FROM VALVE HOUSING. RELEASING BLEED AIR INTO AFT EQUIPMENT BAY. AFT FUSELAGE HOT LIGHTS ILLUMINATED. FLIGHT ABORTED. RED RUBBERIZED INSULATION MELTED/BURNED AWAY NEAR LEAK. POST FLIGHT EVALUATION REVEALED FLANGE NOT WELDED/BRAZED TO HOUSING.

CA050527009

ROBSIN

LYC  

 

VENTURI

CONTAMINATED

5/18/2005

R44  

O540F1B5

 

 

CARBURETTOR

REPLACEMENT OF VENTURI, A GRANULAR (CRYSTALIZED) TYPE MATERIAL WAS FOUND IN THE VENTURI INLET AND IN THE REGULATOR AREA ACCESSED VIA THE BRASS HEX PLUG. WHEN THIS AREA WAS ACCESSED, THIS GRANULAR (POWDER LIKE) MATERIAL WAS THOUGHT TO BE CORROSION (RESULT OF). INJECTION SERVO REMOVED, SENT TO REPAIR AGENCY (LEAVENS AVIATION), AND THEY DETERMINED THAT THIS MATERIAL WAS NOT CORROSION RELATED. INJECTION SERVO CLEANED, FLUSHED, TESTED, AND RE-INSTALLED ON AIRCRAFT. GRANULAR/POWER LIKE MATERIAL TO BE SENT TO LAB FOR ANALYSIS.

CA050501002

ROBSIN

 

 

SPRAG CLUTCH

CRACKED

4/29/2005

R44RAVENII

 

 

C1883

MAIN ROTOR

DURING DISASSEMBLY OF CLUTCH ASSY DUE TO LEAKAGE, IT WAS EVIDENT A EAR BROKE OFF 1 OF THE PEANUTS. HUB TO SLEEVE FOUND TO BE FRETTING. PAST HISTORY OF THE SPRAG HAS SHOWN DAMAGE TO THE CAGE AND THE PEANUTS. THE CAGE HAS BEEN UPGRADED AND NO FURTHER DAMAGE HAS BEEN FOUND. WITH THE UPDATED CAGE, THE PEANUTS ARE NOW SHOWING SIGNS OF BEING THE WEAK LINK. PICTURES SHOW THE BROKEN PEANUT. SUBMITTED A REPORT TO ROBINSON HELICOPTERS. THE CLUTCH ASSY HAS BEEN REPAIRED, NEW PARTS INSTALLED AND RETURNED BACK TO SERVICE. THE COMPONENT SHOPMANAGER HAS IDENTIFED SMALL PITTING IN THE NON CONTACT POINTS OF THE PEANUT. AS FOR THE REASON OF THE CRACKED PEANUT, FURTHER INVESTIGATION ON BEHALF OF ROBINS ON IS REQUIRED.

2005FA0000827

SKRSKY

GE  

 

BEARING

BRINELLED

6/1/2005

S61A

CT581401

 

SB25011

TAIL ROTOR

AT OVERHAUL, REMOVED HUB BEARING INNER RACES AND FOUND (1 EACH) CRACKED ABOUT 1.5 INCHES DUE TO SEVERE BRINNELING. PROBABLE CAUSE COULD BE DUE TO GREASE (MINIMAL AMOUTS). RECOMMEND DAILY PURGING OF HUB BEARING TO PREVENT ANOTHER OCCURENCE. (K)

2005FA0000817

SKRSKY

PWA  

 

THRUST WASHER

WORN

2/14/2005

S64E

JFTD12A5A

 

 

M/R GEARBOX

MAIN GEAR BOX, SN A6051 REMOVED FOR BRASS CONTAMINATION. UPON DISASSEMBLY DISCOVERED BRASS MATERIAL WAS FROM SECOND STAGE PLANETARY THRUST WASHERS. 34 OUT OF 36 THRUST WASHERS WORN ON ID BEYOND MAX SERVICEABLE LIMITS. 18 EA BEARINGS HAD SHARP EDGES INNER RACE EDGES. CURRENTLY BE EVALUATED BY BEARING SUPPLIER. NEED TO BREAK SHARP EDGES. (K)

2005FA0000818

SKRSKY

PWA  

 

DUCT

CRACKED

3/2/2005

S64E

JFTD12A5A

 

 

TURBINE SECTION

NR 1 ENGINE REMOVED FROM ACFT, DUE TO 5 INCH AXIAL BULGE AT OUTER TURBINE CASE, 2-3 OCLOCK POSITION WITH APPROX .5625 INCH HORIZONTAL CRACK RUNNING THROUGH CENTER MOST PORTION OF THE BULGED AREA. UPON REMOVAL OF ENGINE HOT SECTION, TURBINE OUTLET DUCT FOUND TO HAVE APPROX A 8.5 INCH SECTION OF MATERIAL BROKEN OFF AND PEELED BACK FROM OUTER DUCT AREA AT NR 2 AND NR 3 COMBUSTION CAN POSITIONS. THE P AND D VALVE AND FUEL MANIFOLD ASSEMBLIES WERE INSP AND FOUND TO HAVE NO EVIDENCE OF FAILURE. PROBABLE CAUSE IS UNKNOWN AND NO RECOMMENDATIONS TO PREVENT RECURRENCE AT THIS TIME. (K)

2005FA0000819

SKRSKY

PWA  

 

GEAR

CRACKED

4/14/2005

S64F

JFTD12A4A

 

6435664071

T/R GEARBOX

TGB AND SERVO ASSY REMOVED FROM ACRFT FOR MAKING METAL. GEARBOX DISASSEMBLED AND DURING VISUAL INSP OF OUTPUT GEAR, ONE TOOTH FOUND CRACKED. FRIVE SIDE OF TOOTH SHOWS THE MAJORITY OF CRACKING, STARTING FROM IB TO ALMOST MIDWAY ON TOOTH EXTENDING ACROSS TIP LAND TO OPPOSITE SIDE, THEN OB. APPEARS TO BE 3 CRACKS EXTENDING THE LENGTH OF GEAR TOOTH AND ENDING UP AT APPROX .2500 INCH AND .3750 INCH FROM THE ROOT. MPI INSP CONFIRMED TOOTH WAS CRACKED. NO OTHER CRACKS FOUND. (K)

2005FA0000820

SKRSKY

PWA  

 

TURBINE BLADES

BROKEN

4/13/2005

S64F

JFTD12A5A

 

597602

ENGINE

COMPRESSOR ASSY WAS REMOVED FROM AC FOR FAILING VIBRATION ANALYSIS. DURING THE PRELIMINARY INSPECTION IT WAS NOTED THAT A PIECE OF 2ND STAGE TURBINE BLADE OUTER SHROUD KNIFE EDGE WAS MISSING. THE MISSING PIECE WAS APPROXIMATELY .500 INCH LONG AND FROM THE AFT KNIFE EDGE. FURTHER INSPECTION REVEALED NO OTHER DAMAGE. THE BLADE WAS IN OVERHAULED CONDITION WHEN INSTALLED. (K)

2005FA0000745

SNIAS

 

 

INTAKE

CRACKED

4/11/2005

AS350*

 

 

350A54108004

ENGINE

AIR INTAKE, CRACKED BASE METAL DUE TO VIBRATION. (K)

CA050418009

SNIAS

TMECA

 

PUMP

INOPERATIVE

4/13/2005

AS350B1

ARRIEL1D

 

P94B12203

FUEL BOOST

BOOST PUMP INOPERATIVE.

CA050414007

SNIAS

TMECA

 

MASTER SWITCH

FAULTY

4/13/2005

AS350B3

ARRIEL2B

 

MS2452423

COCKPIT

 

SHORTLY AFTER BATTERY MASTER SWITCH SELECTED "ON", ALL POWER TO COCKPIT INSTRUMENTS AND LIGHTING SHUTDOWN COMPLETELY. RESELECTION OF BATTERY MASTER' 'OFF' THEN "ON", ALL POWER RETURNED. CYCLING SWITCH SEVERAL TIMES CAUSED NO ADVERSE EFFECTS. ALL FUNCTIONS NORMAL FOR REMAINDER OF FLIGHTS. CONTINUITY TESTING OF BATTERY MASTER SWITCH REVEALED HIGHER THAN NORMAL RESISTANCE. NEW SWITCH INSTALLED.

CA050428003

SNIAS

TMECA

 

IGNITER

FAILED

3/17/2005

AS350BA

ARRIEL1B

 

9530175400

ENGINE

ENGINE WOULD NOT START. IGNITORS FOUND UNSERVICEABLE. ORIGINALLY INSTALLED APRIL 4, 2003.

CA050530001

SNIAS

TMECA

 

GEARBOX

MAKING METAL

5/10/2005

AS350BA

ARRIEL1B

 

70BMO55020

ENGINE

ENGINE CHIP LIGHT, ENGINE REPLACED MO5 SENT FOR REPAIR, TRIPLEX WAS FOUND TO BE THE CAUSE OF THE METAL CONTAMINATION.

CA050518017

SWRNGN

GARRTT

 

CARRIER ASSY

CRACKED

5/17/2005

SA226TC

TPE33110UA

 

8679225

GEARBOX

FLIGHT CREW OBSERVED THE ENGINE OIL PRESSURE TREND TO BE STEADILY DECREASING OVER A SHORT PERIOD OF TIME. AS AN EXPERIENCED OPERATOR OF THIS ENGINE, THIS TREND INDICATED A CRACKING PROBLEM WITH THE PLANETARY GEAR CARRIER IN THE ENGINE GEARBOX. THE ENGINE WAS REMOVED FOR INSPECTION AND AS SUSPECTED THE PLANETARY GEAR CARRIER ASSY HAD MULTIPLE CRACKS AND NEARING COMPLETE FAILURE. TO DATE OUR COMPANY HAS ISSUED SEVERAL SDR'S ON THIS SAME ISSUE.

CA050504007

SWRNGN

GARRTT

 

DIFFUSER

CRACKED

4/27/2005

SA227AC

TPE33111U

 

31028471

ENGINE

DURING ENG TEARDOWN, 1ST STAGE DIFFUSER CRACKED & BROKEN AT INTERSTAGE SEAL BORE / WALL. IT APPEARS THE WALL SECTION WAS MACHINED UNDERSIZE IN THIS AREA CAUSING FATIGUE CRACKS TO DEVELOP & A LARGE PORTION OF PART BROKE OFF. BROKEN PIECE FELL INTO REAR FACE OF 1ST STAGE IMPELLER CAUSING A LOUD INTERNAL RUBBING NOISE. ENG REMOVED FOR REPAIR. 1ST STAGE DIFFUSER INSTALLED IN OVERHAULED CONDITION & HAD 3625.6 HOURS TSO AT TIME OF FAILURE. NO OTHER WORK DONE IN COMPRESSOR AREA OF ENGINE SINCE THE TIME OF INSTALLATION. PIECES & SHRAPNEL FROM FAILED PART ENTERED PRIMARY GAS PATH CAUSING IMPACT DAMAGE & RUB DAMAGE TO DOWN STREAM COMPONENTS. MAJOR RUB DAMAGE FOUND ON 1ST STAGE IMPELLER & 2ND STAGE COMPRESSOR HOUSING.

CA050510009

SWRNGN

GARRTT

AIRIGHT

SOLENOID VALVE

FAILED

5/9/2005

SA227AC

TPE33111U

 

246006

HYD POWERPACK

(CAN) ON APPROACH THE GEAR WOULD NOT EXTEND NORMALLY. MANUAL EMERGENCY EXTENSION WORKED AND AIRCRAFT LANDED WITHOUT INCIDENT. MAINTENANCE INSPECTED SYSTEM AND FOUND GEAR SOLINOID VALVE TO BE NON OPERATIONAL. THIS VALVE ALSO CONTROLS HYD PRESSURE FOR THE NOSE STEERING, WITH THIS VALVE NON OPERATIONAL THE GEAR WILL NOT EXTEND AND THERE IS NO NOSE STEERING. VALVE REPLACED, GEAR SWINGS AND NOSE STEERING CHECKED WITHIN MANUFACTURES SPECIFICATIONS. AIRCRAFT RELEASED TO SERVICE.

2005FA0000834

TCRAFT

CONT

PRECISION

FLOAT

BENT

4/30/2005

F19  

O200*

 

30804

CARBURETOR

ENG QUIT DURING TAKEOFF AT APPROX 300-500 AGL. DURING EXAM OF ENG COMPONENTS, IT WAS NOTED ADVANCE POLYMAR FLOAT WAS BENT AWAY FROM THE FLOAT AT APPROX 45 DEGREE ANGLE. THIS CONDITION WOULD LEAD TO THE FLOW INTO THE CARBURETOR. PRECISION SIL MS-4 REV 1 ADDRESSES NEW ADVANCED POLYMER FLOATS. REF INSTALLATION INSTRUCT E-955. THERE IS NO WARNING OR CAUTION TO ALERT OVERHAULERS TO BE AWARE OF BENT FORK CONDITION IN EITHER OF THESE DOCUMENTS. SPECIFIC CLEAR BETWN FORKED RETRACTOR AND FLOATBODY. SPECIFIC FLOAT DROP REQUIRED TO ALLOW FUEL TO INFLOW TO CARB BOWL. ILLUSTRATIONS CORRECT RETRACTOR FORK/CLIP POSITIONS. REINSTATE SPRING CLIP ON FLOAT VALVE TO ENSURE POSITIVE PULL ON FLOAT VALVE.

2005FA0000782

WTHRLY

PWA  

 

CYLINDER HEAD

SEPARATED

5/11/2005

620B

R985AN14B

 

399354

NR 2 

DURING SPRAYING OPERATION, THE AIRCRAFT WAS CLIMBING INTO A RT TURN. THE PILOT HEARD A LOUD BANG, AND THE ENGINE BEGAN RUNNING EXTREMELY ROUGH. THE AIRCRAFT MADE A FORCED LANDING. INSPECTION OF THE ENGINE FOUND THE NR 2 CYLINDER HEAD SEPARATED FROM THE SLEEVE AT THE NR 3 LARGER COOLING FIN FROM THE BOTTOM. AD WAS COMPLIED WITH DURING LAST OVERHAUL, 43 HOURS EARLIER. (CE07200513320) (K)

 

END OF REPORTS