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

348

bald eagle watching over three eggs

JULY

2007

 


CONTENTS

AIRPLANES

AERONCA.................................................................................................................................. 1

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

BOEING...................................................................................................................................... 2

CESSNA...................................................................................................................................... 2

AIR NOTES

INTERNET SERVICE DIFFICULTY REPORTING (iSDR) WEB SITE..................................... 8

IF YOU WANT TO CONTACT US......................................................................................... 10

AVIATION SERVICE DIFFICULTY REPORTS...................................................................... 10

 


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

AVIATION MAINTENANCE ALERTS

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

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

 

AIRPLANES

AERONCA

Aeronca:  7CCM; Stuck Fuel Gauge; ATA 2842

An FAA safety inspector describes the following incident report. "This aircraft lost power and landed in a hayfield, (ending) up on its nose. The pilot stated he checked the fuel gauge prior to the flight and that it read ‘1/2.’ He did not visually check the quantity. Investigation revealed the fuel tank to be empty and the gauge stuck in the ‘1/2’ position." (The fuel gauge part number provided: 2-731.)

Part Total Time: unknown.

 

BEECH

Beech:  A65; Split-Flap Condition; ATA 2752

(The Eastern Caribbean Civil Aviation Authority provided the following report for our FAA Service Difficulty Reporting System data base. One of their pilots wrote this defect's narrative, describing an inbound-flight to the island capitol city of Roseau in Dominica.)

“(This flight...) was under VFR conditions and the approach to landing was normal. After the landing rollout the flaps were retracted. When exiting the aircraft it was noticed that the inner flap on the port side was still down. The flap was manually reset to zero and (later) flown back (to home base and a no-flap landing).

“The maintenance department found the L/H inboard flap drive assembly had failed. The two lugs that transfer cable movement 90 degrees into the actuator movement had sheared. The L/H inboard flap could be deployed from the ‘up’ to the ‘down’ position, but had to be reset to the ‘up’ position manually. The L/H outboard, R/H inboard and outboard flap drive assemblies, flap gearbox and motor, and flap drive cables were inspected and


found satisfactory. The drive assembly P/N 50-380113-1 was placed on order and the aircraft grounded (waiting parts).”

Part Total Time:  unknown.

 

Beech:  B100; Jammed Fuel Control Linkage; ATA 7620

This submitter states, “During a check ride, the chief pilot shut down the R/H engine in flight. When attempting a restart, the fuel cut-off lever jammed in the cut-off position. The crew conducted a successful and uneventful single engine landing at the base airport. Upon investigation, the technician discovered the aft shroud on the R/H starter generator (P/N 23079-000-1) had slipped aft, blocking the linkage while still in the cut-off (position). The shroud was repositioned and its clamp secured.” (Note:  this starter generator part number returns 18 entries since 1993—but this report is unique for describing “blocked linkage.” No separate part number was indicated for just the shroud.)

Part Total Time:  322.0 hours.

 

BOEING

Boeing:  737-3G7; Incorrect Flap Series; ATA 5753

A technician from a repair station in England writes, “During routine maintenance it was noticed the L/H inboard aft flap appeared to be of the wrong type for this series aircraft. The internal parts catalog was consulted and this confirmed the (P/N 65-46434-139) aft flap assembly is not effective (as in effectivity code) for this aircraft. A survey was carried out on the other trailing edge flap assemblies—it was discovered the R/H, inboard aft flap was also not of the correct effectivity for this aircraft (P/N 65-46434-140). All of the other flap assemblies were found to be correct. We suspect these (particular) flap assemblies are for the 737-200 aircraft.”

Part Total Time:  unknown.

 

CESSNA

Cessna:  175; Cracked Engine Mount Attach Brackets; ATA 7120

(This report combines three submissions from the same mechanic on three different 175 aircraft.)

“The engine mount attachment bracket (P/N 0513132-11) was found broken and with cracks at the 12 and 6 o’clock position. The cracks were on the inboard and outboard sides of the AN960-616 washer(s).” “The possible cause (for this defect) is the AN960-6126 washer is too small. (I believe) a larger and thicker washer is needed to support the upper engine mount load.”

(Since 1996, 21 reports have been entered into the FAA Service Difficulty Reporting System data base for this bracket’s part number. Fourteen of these entries have included times ranging from 1,900 to 5,983 hours: 3,234.14 hours average.)

Part Total Time:  unknown.

 


Cessna:  185E; Stripped Pitch-Trim Jack Screws; ATA 2742

An FAA field inspector states, “Maintenance personnel were advised by the pilot the horizontal stabilizer trim quit working. Inspection found the barrel side of the trim screw-jack had stripped out (P/N 0712500-13). This system includes two trim screw-jacks: (the remaining jack) took all of the load and jammed up. Inspection of the second trim screw-jack barrel found the upper 1/3 of the threads were stripped in the trim screw barrel. Cessna does not specify any inspection criteria for wear of the jack screw threads or the barrel threads. (I) recommend either mandatory inspection criteria for the barrels and threads, or an Airworthiness Directive to preclude loss of (aircraft) control....”

(The FAA Service Difficulty Reporting System data base revealed four entries for this part number since 1995.)

Part Total Time:  8,672.0 hours.

 

Cessna:  A185F; Cracked Horizontal Stabilizer Brackets; ATA 5340

A technician writes, “The aft attach points of this 185 Horizontal Stabilizer are structurally reinforced with an internal reinforcement triangle bracket (P/N's 0732106 and 0732106-1). Cracks in these reinforcements were found around the washers of the attach hardware, and in the radius of the angle. Identification of this problem can be accomplished by (noting) excessive fore and aft movement of the horizontal stabilizer while observing the rear attach fitting. If the fitting shows signs of a gap between the skin and the fitting while testing the movement fore and aft, this is probably a cause for further investigation of the internal reinforcement triangle brackets.

“This area is most easily inspected by removing the elevators and using adequate lighting and a small mirror through the lightening holes in the horizontal stabilizer. Probable cause (might be) fatigue and over torquing of the attach hardware. (For prevention I recommend) inspection of these reinforcements and/or their replacement.”

 

Picture of two triangular support brackets: removed.


 

Picture of same brackets, positioned in the aircraft.

 

Part Total Time:  8,460.2 hours.

 

Cessna:  208B; Plating Delamination of Landing Gear Pins; ATA 3211

A technician states, “These pins are life-limited to 31,500 landings, but we remove them at intervals for corrosion inspection of the landing gear interface. We have never found the pins themselves corroded, but the pins on newer aircraft or newer spare pins are plated (earlier ones were not) and (this plating) is prone to peeling off. I suspect the chrome is damaged during normal assembly and is discovered on the next disassembly.” (P/N listed as 2641008-2. The top numbers in the photograph are serial numbers.)


 

Picture of three pins and varying degrees of plating delamination.

 

Part Total Time:  2,151.0 hours.

 

Cessna:  310Q; Failed Nose Gear Door Clevis Pin; ATA 5280

A mechanic for an air operator describes difficulty with his aircraft’s nose landing gear door. “Either the cotter pin came out of the clevis pin (item #5) or the clevis pin failed—(these items necessary to attach...) the nose gear door push-pull tube to the eye bolt on the L/H nose gear door. On take-off the L/H door blew shut. When the gear was retracted the nose gear jammed half-way up, breaking the bell crank under the pilot’s feet. The nose gear would not come down. Numerous high-G maneuvers were performed in an attempt to get the gear to drop (but it remained stuck). The aircraft landed on its mains, the (props) were feathered, and the aircraft came to a stop—sliding on its nose for approximately 200 feet. The nose was lifted and (its) gear extended and locked. (The aircraft) was then towed to the hanger.” (Clevis pin P/N: MS20392-2011.)


 

Mechanical drawing of the nose gear door linkage mechanism.

 

(The FAA Service Difficulty Reporting System data base revealed a Cessna 210G in 1998 having a similar problem—Ed.)

Part Total Time:  8,942.2 hours,

 

Cessna:  402C; Cracked Engine Nacelle Support Beam; ATA 5410

A mechanic says, “During compliance with AD 2005-12-13 (installation of Cessna Spar mod, kit SK402-47B) it was discovered the left nacelle outboard engine support beam channel (P/N 5654111-1) had a 1.75 inch crack running longitudinally on (its) inboard radius. (See the two drawings for the crack location.) The area of this crack is in a location where that portion of the channel is to be removed and the new channel installed per SK402-47B.”


 

Mechanical drawing of L/H engine nacelle, wing, and engine mount.


 

Close up (detail B) of engine mount.

 

The FAA Service Difficulty Reporting System data base revealed another 402 with a “wrinkled” mount—same part number—in 1999.)

Part Total Time:  15,951.4 hours.

 

AIR NOTES

INTERNET SERVICE DIFFICULTY REPORTING (iSDR) WEB SITE

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


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

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

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

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

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

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

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

The SDRS and iSDR web site point of contact is:

Tom Marcotte
Service Difficulty Reporting System, Program Manager
Aviation Data Systems Branch, AFS-620
P.O. Box 25082
Oklahoma City, OK 73125
Telephone: (405) 954-6500
SDRS Program Manager e-mail address: 9‑AMC‑SDR‑ProgMgr@faa.gov

 


IF YOU WANT TO CONTACT US

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

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

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

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

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

 

AVIATION SERVICE DIFFICULTY REPORTS

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

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

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

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


Federal Aviation Administration

Service Difficulty Report Data

 

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

Control Number

Aircraft Make

Engine Make

Component Make

Part Name

Part Condition

Difficulty Date

Aircraft Model

Engine Model

Component Model

Part Number

Part Location

2007FA0000472

 

 

 

BOWL

DAMAGED

5/10/2007

 

 

 

105018

CARBURETOR

RECEIVED CARBURETOR FROM CUSTOMER WITH THE REQUEST (PLEASE INSPECT UNIT FOR PROPER OPERATION, AIRCRAFT ON GROUND. HAVE BEEN BOMBARDED WITH SERIOUS PROBLEMS TO JUST ABOUT EVERY CARBURETOR WE HAVE) PILOT STATED THAT HE ALMOST CRASHED HELICOPTER DUE TO LACK OF ENGINE RESPONSIVENESS AFTER ROLLING THROTTLE IN AFTER TEST AUTO ROTATION. INSPECTION OF CARBURETOR REVEALED VENT PORTS IN BOWL AND THROTTLE BODY WERE NOT IN THE NORMAL POSITION NOR THE NORMAL SIDE FOR THIS CARBURETOR MODEL. COULD NOT POSITIVELY IDENTIFY THE IDLE TUBE AND NOZZLE AS OEM PARTS. THE ACCELERATOR PUMP DISCHARGE CHECK VALVE DID NOT FUNCTION IN THE MANNER NORMALLY SEEN BY THIS REPAIR STATION. THROTTLE BODY HAS ECONOMIZER JET INSTALLED WHICH IS NOT USED ON THIS MODEL CARBURETOR. (K)

CA070321003

 

 

 

BARREL

CRACKED

3/20/2007

 

 

 

S8462

PROPELLER

(CAN) LOWER BARREL HALF FOUND WITH 5.5 INCH CRACK AT FLANGE AREA. (TC NR 20070321003)

CA070322009

 

 

 

TAPE

DAMAGED

3/14/2007

 

 

 

 

PROPELLER

(CAN) DURING VISUAL INSPECTION, IT WAS FOUND THAT THE TAPE USED ON THE LEADING EDGE OF THIS PROP WHICH WAS INSTALLED BY THE MFG, UNDER SPEC SP-127, WAS STARTING TO BLISTER AND SEPARATE FROM THE LEADING EDGE, WORSE AT THE TIPS. TAPE WAS REMOVED AND LOG ENTRIES CARRIED OUT. NO WEIGHT AND BALANCE CHANGES AND THOUGH DISCUSSIONS WITH BOTH MFGS. THERE IS NO ILL EFFECT ON BALANCE AS LONG AS BOTH BLADE TAPES ON BOTH BLADES ARE REMOVED. COULD NOT SEEM TO ENTER THAT THIS IS A W69EK-63 MODEL PROP. (TC NR 20070322009)

2007FA0000401

 

 

 

HOUSING

CRACKED

5/21/2007

 

 

 

31699042

UNKNOWN

CRACK IN PART ID.

2007FA0000493

 

 

 

CAPACITOR

NONE

5/30/2007

 

 

 

M3984

MAGNETO

IN READING AN ALERT FROM APRIL 2007 REFERING TO SLICK MAGNETO CAPACITOR FAILURE PART NR M-3984 STATES THAT OIL/DIELECTRIC FLUID LEAKED FROM THE CAPACITOR. THAT IS A DRY CAPACITOR AND CONTAINS NO FLUID. I HAVE CUT OPEN SEVERAL FOR TRAINING AIDS AND NO LIQUID EXSISTS IN THAT PART.

2007FA0000444

 

 

 

ENGINE

MALFUNCTIONED

4/21/2007

 

 

 

12501

 

AIRCRAFT ECU WARNING LIGHT COME ON FREQUENTLY. WE SPOKE WITH THIELERT ABOUT THE PROBLEM AND THEY SAY THAT DURING STEEP BANKS OR YAW THE FUEL PRESSURE CAN BE DIFFERENT BETWEEN THE RAILS ON EACH ENGINE. THE ECU CAN INTERPRET THIS AS A PROBLEM AND TURN ON THE ANNUNCIATOR. THIS IS MOSTLY A NUISANCE BECAUSE EVERYTIME THE AN ANNUNCIATOR TURNS ON WE MUST BRING THE AIRCRAFT TO A MECHANIC WHO MUST CLEAR THE PROBLEM FORM THE COMMPUTER. WHILE THE ANNUNCIATOR IS ON WE HAVE NO WAY OF KNOWING IF A REAL PROBLEM DEVELOPS BECAUSE THE ANNUCIATOR IS STILL ON. IN ADDITION AS A FLIGHT SCHOOL IT COSTS US SIGNIFICANT AMOUNTS OF LOST REVENUE EVERY TIME THAT WE MUST TAKE THE AIRPLANE OFF-LINE UNTIL OUR MECHANICE CAN INSPECT IT. ONE TIME WHILE THE RIGHT ENGINE WAS OFF DURING A TRAINING FLIGHT THE LEFT ENGINE BEGAN TO IN POWER. WE IMMEDIATELY RE-STARTED THE RIGHT ENGINE AND THE LEFT ENGINE BEHAVED AFTER THAT. ALL FOR ECU WARNING LIGHT ILLUMINATED AFTER THAT. OUR MECHANIC HAS SINCE CHECKED THE AIRCRAFT AND ALL ECUS AND ENGINES ARE OPERATING AS THEY SHOULD. THE AIRCRAFT HAS FLOWN OVER TEN HOURS SINCE THEN WITHOUT INCIDENT.

2007FA0000489

 

 

 

CAPACITOR

FAILED

5/30/2007

 

 

 

 

MAGNETO

IN READING AN ALERT FROM APRIL 2007 REFERRING TO SLICK MAGNETO CAPACITOR FAILURE PN M-3984 STATES THAT OIL/DIELECTRIC FLUID LEAKED FROM THE CAPACITOR. THAT IS A DRY CAPACITOR AND CONTAINS NO FLUID. HAVE CUT OPEN SEVERAL FOR TRAINING AIDS AND NO LIQUID EXISTS IN THAT PART.

CA070514049

 

ALLSN

 

GOVERNOR

MALFUNCTIONED

5/7/2007

 

501D13D

 

6506715

RT PROPELLER

(CAN) WHILE ON CLIMB OUT, AFTER THE CREW MADE A ROUTINE SELECTION OF PROP SYNC, THE RT PROP/ ENGINE BEGAN TO CYCLE UNCONTROLLABLY. THE CREW SHUT IT DOWN AND RETURNED TO STATION. MAINTENANCE REPLACED THE RT PROP GOVERNOR AND THE A/C RETURNED TO SERVICE. (TC NR 20070514049)

A101913

 

ALLSN

ALLSN

GEAR

FRACTURED

6/12/2007

 

T63A720

T63A720

23038229

GEARBOX ASSY

ENGINE WAS SENT FOR REPAIR DUE TO GENERATING METAL. UPON DISASSEMBLY FOUND THAT THE SHAFT ON THE FORWARD SIDE OF THE CENTRIFUGAL BREATHER GEAR WAS FRACTURED IN THE AREA OF THE RADIUS WHERE THE SHAFT JOINS THE GEAR. THE RELATIVE MOTION BETWEEN THE SHAFT AND THE GEAR WAS THE CAUSE OF METAL GENERATION.

A1019131

 

ALLSN

ALLSN

GEAR SHAFT

FRACTURED

6/12/2007

 

T63A720

T63A720

23038229

GEARBOX ASSY

ENGINE WAS SENT FOR REPAIR DUE TO GENERATING METAL. UPON DISASSEMBLY FOUND THAT THE SHAFT ON THE FORWARD SIDE OF THE CENTRIFUGAL BREATHER GEAR WAS FRACTURED IN THE AREA OF THE RADIUS WHERE THE SHAFT JOINS THE GEAR. THE RELATIVE MOTION BETWEEN THE SHAFT AND THE GEAR WAS THE CAUSE OF METAL GENERATION.

2007FA0000490

 

CONT

 

CRANKSHAFT

CRACKED

5/25/2007

 

IO240B

 

IO240A

ENGINE

CRANKSHAFT HAD A VERY LARGE, DEEP FORGING LAP ON THE NR 3 CRANK CHEEK. AN EFFORT WAS MADE TO REMOVE THE LAP BY LOCALIZED GRINDING BUT THE IT WAS TOO DEEP TO REMOVE. CRANKSHAFT WAS DETERMINED UNAIRWORTHY BY ENGINEERING.

2007FA0000496

 

CONT

 

STUD

CHAFED

5/30/2007

 

TSIO520*

 

 

ENGINE CASE

DURING BUILD UP OF A NEW ENGINE FOR INSTALLATION, IT IS ROUTINE FOR US TO R&R THE OIL COOLER TO INSTALL THE GASKET WITH SEALANT AND TO INSPECT THE ADAPTER PLATE MOUNTING STUD HEIGHT. ON THIS PARTICULAR ENGINE, ALL OF THE STUDS WERE INSTALLED TOO HIGH, SO THAT THEY PROTRUDED ABOVE THE GASKET MOUNTING SURFACE. TWO OF THEM HAD MADE IMPRESSIONS IN THE COOLER SEALING SURFACE.

2007FA0000478

 

LYC  

 

CYLINDER

ERODED

5/10/2007

 

IO540*

 

LW12987

ENGINE

AFTER REMOVAL OF THE CYLINDER BARREL FROM THE CYLINDER HEAD, SEVER ERROSION WAS NOTED JUST ABOVE THE SEAL BAND AREA. IF THE BARREL HAD NOT BEEN REMOVED, THIS ERROSION WOULD HAVE BEEN UNDETECTED AND WOULD HAVE CAUSED A HEAD AND BARREL SEPERATION.

CA070502012

 

LYC  

 

WHEEL

CRACKED

4/24/2007

 

IO540E1B5

 

9546 

NLG 

(CAN) AXLE PLUG 9546 WHICH IS USED TO SECURE AXLE IN NOSE WHEEL SEPARATED ALLOWING AXLE BOLT TO COME HALF WAY OUT OF AXLE WHICH THE PILOT NOTICED ON WALK AROUND. ON INSPECTION IT WAS NOTICED THAT WHEEL HALF RETAINING BOLTS/NUTS HAD LOOSENED CAUSING WHEEL HALVES TO SEPARATE, PUTTING ADDED FORCE ON PLUG 9546 WHICH IN TURN SHEARED PLUG CAUSING BOLT TO EXIT AXLE PART WAY. (TC NR 20070502012)

2007FA0000464

 

LYC  

 

BOLT

SHORT

4/30/2007

 

O360*

 

 

PROPELLER

INSPECTING PROPELLER DURING ANNUAL, FOUND PROPELLER BOLTS 0.25 IN SHORT OF BACK SIDE OF FLANGE INSERTS. ALL BOLT THREAD ENGAGEMENT WAS FORWARD OF INSERT BOSS. AFT .2500 INC OF INSERT, MATERIAL BEHIND CRANK FLANGE, HAD NO THREAD ENGAGEMENT. WRONG BOLTS INSTALLED, CORRECTED BY INSTALLING PROP BOLT KIT (PN 76EM8) WHICH PROVIDED (2) THREADS THROUGH INSERT WHEN TROQUED. (K)

IG0R200743667

 

PWA  

ALIDSG

BEARING

FAILED

5/9/2007

 

PT6*

DPF2

2523973

FCU 

ALLIED SIGNAL AEROSPACE (HONEYWELL) FUEL CONTROL UNIT (FCU)P/N 4138008-3, S/N C75067 RECEIVED FOR OVERHAUL AT INTERNATIONAL GOVERNOR SERVICES (IGS) CRS IG0R976N EXPERIENCED A SPOOL BEARING (P/N 2523973) FAILURE. THE FCU WAS REMOVED FROM PT6A ENGINE S/N PCE-PH0218. CONTROL APPEARS TO BE FIRST RUN OVERHAUL, HOWEVER, WE ARE UNABLE TO OBTAIN TIME SINCE NEW. IGS WILL FORWARD THE BEARING TO HONEYWELL FOR REVIEW. NOTE: THIS IS THE 5TH OR 6TH BEARING WE HAVE SEEN FAIL IN THE PAST 6 MONTHS OR SO.

IG0R200746139

 

PWA  

HONEYWELL

HOUSING

CORRODED

5/18/2007

 

PT6*

DPF2

2523629

FUEL CONTROL

CORROSION ON FLOW BODY METERING VALVE OPERATING LEVER COVER, EXCEEDS LIMITS.

IG0R200743437

 

PWA  

ALIDSG

BELLOWS

FAILED

5/8/2007

 

PT6A135

DPF2

2526385

FUEL CONTROL

THE FUEL CONTROL (FCU) P/N 3244777-4-3-2, S/N A59386 DIRECTED THE ENGINE TO MIN FLOW SHORTLY AFTER LANDING WITHOUT ANY FURTHER POWER LEVER RESPONSE. THE CONTROL TSO IS 92.8. THIS CONTROL WAS LAST SERVICED BY INTERNATIONAL GOVERNOR SERVICES (IGS) IN NOV 2006. THE AS RECEIVED TEST REVEALED FUEL FLOWS HAD DROPPED BELOW SCHEDULE AT ALL TEST POINTS EXCLUDING MIN FLOW AND MAX FLOW (THESE ARE BOTH PHYSICAL HARD STOPS). FURTHER INVESTIGATION REVEALED THAT THE EVACUATED SECTION OF THE BELLOWS (HONEYWELL P/N 2526385) WAS BREACHED (LOST THE VACUUM). THE INSPECTION CRITERIA FOR THE EVACUATED SECTION OF THE BELLOWS INVOLVES MEASURING THE BELLOWS HEIGHT AND COMPARING THE READING WITH THAT RECORDED DURING ORIGINAL MANUFACTURE. THE BELLOWS WILL LENGTHEN UPON BREACH OF THE EVACUATED SECTION. AFTER APPLICATION OF A CORRECTION FACTOR FOR AMBIENT PRESSURE; THE BELLOWS MUST BE WITHIN .008" OF THE ORIGINAL HEIGHT. THE INSCRIBED HEIGHT ON P/N 2526385 S/N 7077 AT MANUFACTURE IS 1.030". ACTUAL HEIGHT RECORDED BY IGS IS 1.082" (.050” FROM ORIGINAL). HEIGHT AS RECORDED DURING LAST OVERHAUL WAS FOUND TO BE WITHIN .003". THE BELLOWS SHOW NO INDICATION OF PHYSICAL DAMAGE AND THE ROOT CAUSE OF THE BREACH IS UNDETERMINED. THE FAILURE OF THE FUEL CONTROL IS CONFIRMED, HOWEVER, THE ROOT CAUSE IS DETERMINED TO NOT BE ATTRIBUTABLE TO IGS ACTIONS. IGS WILL FORWARD THE BELLOWS TO HONEYWELL ENGINEERING FOR EVALUATION.

CA070514037

 

PWA  

 

ENGINE

NOISY

3/21/2007

 

PT6A65AR

 

 

 

(CAN) THE ENGINE EMITTED A NOISE ON TAKEOFF ROLL ACCOMPANIED BY AN UNCOMMANDED REDUCTION IN POWER. TAKEOFF WAS ABORTED. MFG WILL MONITOR INVESTIGATION OF THE EVENT AND WILL ADVISE OF ROOT CAUSE ONCE ESTABLISHED. (TC NR 20070514037)

CA070514054

 

PWA  

 

AUTOFEATHER SYS

MALFUNCTIONED

4/20/2007

 

PW123

 

 

ENGINE

(CAN) DURING WATER SCOOPING, THE ENGINE PROPELLER AUTO-FEATHERED. THE ENGINE TORQUE SENSOR AND ELECTRICAL HARNESS WERE SUBSEQUENTLY REMOVED FOR INVESTIGATION. MFG WILL ADVISE OF ROOT CAUSE ONCE DETERMINED. (TC NR 20070514054)

CA070524005

 

PWC  

 

LINK ASSY

BROKEN

5/19/2007

 

PW150A

 

82740162001

RT AILERON

(CAN) WHEN DOING WP8 INSPECTION TASK 000-057-640-500 GVI OF THE (RT) AILERON ASSY. MAINTENANCE FOUND LINK ASSY P/N 82740162-001 FROM THE RT AILERON LVDT BROKEN. (TC NR 20070524005)

CA070315006

 

ROTAX

 

BOWL

DISTORTED

10/18/2006

 

ROTAX914

 

963178

CARBURETOR

(CAN) CARB FLOAT BOWL NUT WAS OVERTORQUED DURING A PREV MAINTENANCE EVENT. THIS DISTORTED THE FLOAT BOWL AND CAUSED THE FLOAT PINS TO BEND OUTWARDS. THIS CAUSED THE FLOATS TO CONTACT THE SIDE OF THE BOWL DURING OPERATION. OPERATOR NOTED INTERMITTENT ROUGH RUNNING THAT WAS ELIMINATED AFTER FLOAT BOWL WAS REPLACED. MM CONTAINS A CONVERSION ERROR THAT INCORRECTLY LISTS THE TORQUE FOR THIS NUT IN FOOT POUND INSTEAD OF INCH POUNDS. THE METRIC TORQUE LISTED IS CORRECT. THIS MM IS CURRENTY BEING REVISED. (TC NR 20070315006)

CA070323001

 

RROYCE

 

COMBUST CHAMBER

FAILED

3/1/2007

 

DART5342

 

RK47289

ENGINE

(CAN) PILOTS NOTICED THE LT ENGINE OPERATING APPROX. 100 POUNDS OF TORQUE LOW. UPON LANDING MAINTENANCE WAS NOTIFIED. IT WAS FOUND THAT THE NR 2 COMBUSTION CAN ASSEMBLY HAD LOST A SECTION OF ITS OUTSIDE AIR CASING. A GENERAL INSPECTION OF THE AREA GAVE NO CLUES AS TO WHY THIS HAPPENED. IAW THE MM ALL APPLICABLE INSPECTIONS WERE COMPLETED TO ENSURE THE ENGINE WOULD BE SAFE TO CONTINUE IN SERVICE. FURTHERMORE, DUE TO A HOT SECTION INSPECTION COMING DUE ALL OTHER COMBUSTION CANS WERE REPLACED. THE AIRCRAFT WAS RETURNED TO SERVICE WITH NO ISSUES SINCE. (TC NR 20070323001)

CA070518001

AEROSP

ALLSN

 

LEVER

BROKEN

5/14/2007

AS355F2

250C20R

 

355A57217007

RT THROTTLE

(CAN) PART BROKE IN (2) PIECES JUST ABOVE ATTACHMENT POINT DURING ENGINE PRE-START CHECK PROCEDURES. (TC NR 20070518001)

CA070524002

AEROSP

PWA  

 

GCU  

FAILED

5/22/2007

ATR42300

PW120

 

243211

NR 1 

(CAN) DURING DEPARTURE THE NR 1 AC WILD SYSTEM WENT OFF LINE. WHEN THE CREW ATTEMPTED A RESET THE (BLUE) HYDRAULIC SYSTEM WENT OFF LINE. THE AIRCRAFT RETURNED TO POINT OF DEPARTURE AND CARRIED OUT A NORMAL LANDING. MAINTENANCE REPLACED THE NR 1 AC WILD GCU. AFTER WHICH THE AIRCRAFT WAS RETURNED TO SERVICE. (TC NR 20070524002)

CA070315003

AEROSP

PWA  

 

CONNECTOR

UNSECURE

3/10/2007

ATR42300

PW120

 

 

MLG 

(CAN) DEPARTING, THE CREW OBSERVED A FAIL TO RETRACT INDICATION ON THE RT MAIN LANDING GEAR. THE AIRCRAFT RETURNED TO POINT OF DEPARTURE AND LANDED WITHOUT FURTHER PROBLEM. MAINTENANCE FOUND A CONNECTOR IN THE INDICATION SIGNAL HARNESS WITH A CONNECTOR NOT FULLY LOCKED. THE CONNECTOR WAS SECURED SYSTEM INTEGRITY VERIFIED AND THE AIRCRAFT RETURNED TO SERVICE. (TC NR 20070315003)

CA070315004

AEROSP

PWA  

 

HSI  

MALFUNCTIONED

3/12/2007

ATR42300

PW120

 

7004544713

NR 1 

(CAN) DEPARTING THE CREW OBSERVED A CIRCUIT BREAKER TRIP ON THE NR 1 EADI, RESET SUCCESSFUL. THIS WAS FOLLOWED BY A CIRCUIT BREAKER TRIP ON THE NR 1 EHSI. THE RESET ATTEMPT FAILED AND THE AIRCRAFT RETURNED TO POINT OF DEPARTURE WITHOUT FURTHER PROBLEM. MAINTENANCE REPLACED THE NR 1 SYMBOL GENERATOR UNIT. THE SYSTEM FUNCTION CHECKED SATISFACTORY AND THE AIRCRAFT WAS RETURNED TO SERVICE. (TC NR 20070315004)

CA070315001

AEROSP

PWA  

 

HEATER

FAILED

3/6/2007

ATR42300

PW120

 

 

CCAS PROBE

(CAN) DEPARTING, THE CREW OBSERVED A STICK PUSHER/ STICK SHAKER FAULT. AFTER A FAILED, RESET THE AIRCRAFT, RETURNED TO POINT OF DEPARTURE WITH OUT FURTHER PROBLEM. MAINTENANCE VERIFIED THE NR 1 CCAS ALPHA PROBE HEAT FUNCTION HAD FAILED. THE PROBE WAS REPLACED AND THE AIRCRAFT RETURNED TO SERVICE (TC NR 20070315001)

CA070314013

AEROSP

PWA  

 

BLADES

DAMAGED

2/13/2007

ATR42300

PW120

 

 

POWER TURBINE

(CAN) DURING CLIMB, THE ENGINE EMITTED A LOUD NOISE ACCOMPANIED BY AN UNCOMMANDED REDUCTION IN POWER. THE ENGINE WAS SHUTDOWN IN FLIGHT. GROUND INSPECTION REVEALED A SEIZED PROPELLER AND DAMAGED POWER TURBINE BLADES. MFG WILL INVESTIGATE THE EVENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED. (TC 20070314013)

CA070426008

AEROSP

PWA  

 

PROBE

MALFUNCTIONED

4/19/2007

ATR42300

PW120

 

45150560

AOA 

(CAN) WHILE TAXIING TO POSITION FOR DEPARTURE THE CREW OBSERVED AN ICE DETECTOR FAULT. THE AIRCRAFT RETURNED TO THE RAMP FOR TROUBLESHOOTING. MAINTENANCE REPLACED THE CAPTAINS ALPHA PROBE AND THE AIRCRAFT WAS RETURNED TO SERVICE. (TC NR 20070426008)

CA070514056

AEROSP

PWA  

 

ENGINE

FLAMED OUT

4/20/2007

ATR42300

PW121

 

PW121

 

(CAN) THE ENGINE FLAMED OUT IN CRUISE. MFG WILL INVESTIGATE THE EVENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED. (TC NR 20070514056)

CA070328001

AEROSP

PWA  

 

COMPUTER

MALFUNCTIONED

3/25/2007

ATR42320

PW121

 

350A230083

STALL WARNING

(CAN) FOLLOWING DEPARTURE, THE CREW OBSERVED A STICK PUSHER/ STICK SHAKER FAULT. THE AIRCRAFT RETURNED TO POINT OF DEPARTURE AND LANDED WITHOUT FURTHER PROBLEM. MAINTENANCE REPLACED THE CREW ALERTING COMPUTER, SYSTEM GROUND CHECKED AND THE AIRCRAFT RETURNED TO SERVICE. (TC NR 20070328001)

CA070507012

AEROSP

PWA  

 

SHUTOFF VALVE

MALFUNCTIONED

5/3/2007

ATR42320

PW121

 

 

BLEED AIR SYS

(CAN) DEPARTING THE CREW OBSERVED THAT THE ARCRAFT WAS FAILING TO PRESSURIZE NORMALLY. THE AIRCRAFT RETURNED TO POINT OF DEPARTURE AND LANDED WITHOUT FURTHER DIFFICULTY. MAINTENANCE REPLACED THE NR 1 BLEED AIR SHUTOFF VALVE AND THE AIRCRAFT WAS RETURNED TO SERVICE. (TC NR 20070507012)

CA070530004

AEROSP

PWA  

PWA  

SEAL

LEAKING

5/28/2007

ATR42320

PW121

PW121

36022375

NR 1 ENGINE

(CAN) WHILE CONDUCTING AN ACCEPTANCE CHECK FLIGHT, THE CREW OBSERVED A LOW OIL PRESSURE CONDITION ON THE NR 1 ENGINE. THE CREW CONDUCTED A PRECAUTIONARY SHUTDOWN OF THE ENGINE AND RETURNED TO POINT OF DEPARTURE AND LANDED WITHOUT FURTHER PROBLEM. MAINTENANCE DETERMINED THE NR 1 STARTER GENERATOR DRIVE SEAL WAS LEAKING. THE SEAL WAS REPLACED AND THE AIRCRAFT RETURNED TO SERVICE AFTER SATISFACTORY GROUND RUN. (TC NR 20070530004)

CA070314007

AEROSP

PWA  

 

RELIEF VALVE

UNSERVICEABLE

1/30/2007

ATR42500

PW127

 

310595801

ENGINE OIL

(CAN) DURING CLIMB THE ENGINE LOW OIL PRESSURE WARNING ACTIVATED AND THE ENGINE WAS SHUTDOWN IN FLIGHT. SUBSEQUENT INSPECTION LED TO REPLACEMENT OF THE ENGINE COLD-OIL PRESSURE RELIEF VALVE. (TC NR 20070314007)

CA070314015

AEROSP

PWA  

 

TURBINE BLADES

DAMAGED

2/10/2007

ATR72

PW124B

 

 

ENGINE

(CAN) THE ENGINE FLAMED OUT OUT FOLLOWING TAKEOFF. SUBSEQUENT INSPECTION REVEALED DAMAGED POWER TURBINE BLADES AND METAL DEBRIS IN THE ENGINE OIL SYSTEM. MFG WILL INVESTIGATE THE EVENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED. (TC NR 20070314015)

CA070514026

AEROSP

PWA  

 

PACKING

LEAKING

2/27/2007

ATR72

PW124B

 

ST3367009

FUEL MANIFOLD

(CAN) THE ENGINE FLAMED OUT ON APPROACH. SUBSEQUENT INSPECTION REVEALED LEAKING FUEL NOZZLE MANIFOLD PACKINGS. (TC NR 20070514026)

CA070514032

AEROSP

PWA  

 

TURBINE BLADES

DAMAGED

3/23/2007

ATR72

PW127

 

 

ENGINE

(CAN) THE ENGINE EXPEREINCED AN UNCOMMANDED POWER REDUCTION IN CLIMB, ACCOMPANIED BY NOISE AND FLAMES EXITING THE EXHAUST. THE ENGINE WAS SHUT DOWN IN FLIGHT. SUBSEQUENT INSPECTION REVEALED FRACTURED HIGH POWER TURBINE BLADES. MFG WILL INVESTIGATE THE EVENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED. (TC NR 20070514032)

CA070514045

AEROSP

PWA  

 

TURBINE BLADES

FRACTURED

4/9/2007

ATR72

PW127

 

 

ENGINE

(CAN) SHORTLY AFTER TAKEOFF THE ENGINE EXHIBITED TORQUE FLUCTUATIONS AND THE AIRCRAFT DIVERTED TO POINT OF DEPARTURE. SUBSEQUENT INSPECTION REVEALED FRACTURED POWER TURBINE BLADES. (TC NR 20070514045)

CA070514061

AEROSP

PWA  

 

ENGINE

MALFUNCTIONED

4/23/2007

ATR72

PW127

 

 

 

(CAN) AT TOP OF CLIMB, ENGINE TORQUE REDUCED UNCOMMANDED ACCOMPANIED BY A POWER TURBINE OVER-SPEED CONDITION. THE ENGINE WAS SHUTDOWN IN FLIGHT. MFG WILL MONITOR INVESTIGATION OF THE EVENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED. (TC NR 20070514061)

CA070514008

AEROSP

PWA  

 

FUEL CONTROL

MALFUNCTIONED

3/7/2007

ATR72

PW127

 

32448716

ENGINE

(CAN) TAKEOFF WAS ABORTED DUE TO HIGH TURBINE TEMPERATURE INDICATIONS. THE FUEL CONTROL UNIT WAS SUBSEQUENTLY REPLACED. (TC NR 20070514008)

CA070514015

AEROSP

PWA  

 

AUTOFEATHER SYS

UNSERVICEABLE

3/3/2007

ATR72

PW127

 

 

 

(CAN) ON APPROACH, THE ENGINE EXPERIENCED UNCOMMANDED TORQUE REDUCTIONS ACCOMPANIED BY FEATHERING OF THE PROPELLER. THE ENGINE WAS SHUTDOWN IN FLIGHT. THE ENGINE AUTO-FEATHER UNIT WAS SUBSEQUENTLY REPLACED. (TC NR 20070514015)

CA070314004

AEROSP

PWA  

 

FUEL CONTROL

UNSERVICEABLE

1/25/2007

ATR72

PW127

 

311717804

 

(CAN) ON APPROACH, ENGINE TORQUE FELL TO ZERO WHEN POWER LEVER WAS RETARDED. SUBSQUENT THROTTLE INPUT RESULTED IN TORQUE FLUCTUATION AND THE ENGINE WAS SUBSEQUENTLY SHUTDOWN IN FLIGHT. TROUBLESHOOTING LED TO REPLACEMENT OF THE ENGINE FUEL CONTROL UNIT. (TC NR 20070314004)

CA070514011

AEROSP

PWA  

 

PACKING

LEAKING

3/8/2007

ATR72202

PW124B

 

ST3367009

FUEL NOZZLES

(CAN) THE ENGINE EXPERIENCED AN UNCOMMANDED POWER REDUCTION IN CLIMB AND WAS SHUTDOWN IN FLIGHT. SUBSEQUENT INSPECTION REVEALED A FUEL LEAK RESULTING FROM DAMAGED FUEL NOZZLE PACKINGS. (TC NR 20070514011)

CA070514007

AEROSP

PWA  

 

BLEED VALVE

MALFUNCTIONED

3/6/2007

ATR72212

PW127

 

 

ENGINE

(CAN) TAKEOFF WAS ABORTED DUE TO HIGH TURBINE TEMPERATURE INDICATION. THE INTERCOMPRESSOR BLEED VALVE WAS SUBSEQUENTLY REPLACED. (TC NR 20070514007)

CA070514043

AEROSP

PWA  

 

PACKING

LEAKING

4/4/2007

ATR72212

PW127

 

ST3367009

FUEL NOZZLE

(CAN) DURING BOARDING, FUEL WAS DISCOVERED LEAKING FROM THE ENGINE. SUBSEQUENT INSPECTION REVEALED DAMAGED FUEL NOZZLE TRANSFER TUBE PACKINGS. (TC NR 20070514043)

CA070514039

AEROSP

PWA  

 

PACKING

LEAKING

3/30/2007

ATR72212

PW127

 

ST3367009

FUEL MANIFOLD

(CAN) THE ENGINE FLAMED OUT ON APPROACH. SUBSEQUENT INSPECTION REVEALED DAMAGED FUEL NOZZLE MANIFOLD O-RING PACKINGS. (TC NR 20070514039)

CA070514023

AEROSP

PWA  

 

PACKING

LEAKING

3/20/2007

ATR72212

PW127

 

ST3367009

FUEL MANIFOLD

(CAN) THE ENGINE EXHIBITED AN UNCOMMANDED POWER REDUCTION IN CRUISE AND WAS SHUTDOWN IN FLIGHT. SUBSEQUENT INSPECTION REVEALED LEAKING FUEL MANIFOLD PACKINGS. (TC NR 20070514023)

2007FA0000473

AGUSTA

ALLSN

 

BLADE

CRACKED

5/11/2007

A109

250C20B

 

1090103019

MAIN ROTOR

SKIN CRACKS WERE DISCOVERED IN THIS BLADE UPON INVESTIGATION OF AN UNUSUALLY HIGH VIBRATION LEVEL AS REPORTED BY THE PILOT. THE ONE-PER-REV VERTICAL VIBRATION WAS ESPECIALLY NOTICEABLE DURING THE LANDING PHASE OF FLIGHT. INSPECTION OF THIS BLADE REVEALED CORD-WISE CRACKS IN THE TOP AND BOTTOM SKINS WHICH EXTEND FROM THE TRAILING EDGE AT STA 3135 TO THE AFT EDGE OF THE SPAR AT STA 3123. THE CRACKS THEN EXTEND SPAN-WISE FROM STA 2940 TO STA 3225. THE CRACK IN THE LOWER SKIN BISECTS A SKIN REPAIR AT STA 3130, APPROXIMATELY 2 INCHES FORWARD OF THE TRAILING EDGE. THIS REPAIR WAS ACCOMPLISHED WITH AD 2000-15-20 AND BT 109-111 UNDER WO NR 8-080132-84, DATED 4/24/2006. BT 109-50, PART I REQUIRES DAILY VISUAL INSPECTION OF BLADES WITH GREATER THAN 500 HOURS OF OPERATION BETWEEN STATIONS 1550 AND 3100 (123 MM IB OF THE OBSERVED CRACKS). BT 109-50, PART II REQUIRES INSPECTION OF THIS AREA WITH A 3X MAGNIFYING GLASS EVERY 25 HOURS. NO DISCREPANCIES WERE NOTED DURING THESE PRIOR TO THE REPORT OF UNUSUAL VIBRATION. (K)

CA070514019

AGUSTA

PWA  

 

ENGINE

LOW PRESSURE

3/19/2007

A119

PT6*

 

 

 

(CAN) ENGINE OIL PRESSURE WAS SEEN TO INCREASE AND THE ENGINE WAS SHUTDOWN IN FLIGHT. MFG WILL INVESTIGATE THE EVENT AND ADVISE OF ROOT CAUE ONCE ESTABLISHED. (TC NR 20070514019)

CA070314020

AGUSTA

PWA  

 

TURBINE BLADES

FRACTURED

1/22/2007

A119

PT6T3

 

 

ENGINE

(CAN) ON LANDING FOLLOWING A TRAINING FLIGHT, THE ENGINE EMITTED A LOUD NOISE. SUBSEQUENT INSPECTION REVEALED FRACTURED POWER TURBINE BLADES. MFG WILL INVESTIGATE THE EVENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED. (TC NR 20070314020)

CA070514006

AGUSTA

PWA  

 

FMU  

UNSERVICEABLE

3/3/2007

AB139

PT6*

 

304867607

 

(CAN) ENGINE POWER REDUCED UNCOMMANDED IN CRUISE AND THE ENGINE WAS SHUTDOWN IN FLIGHT. THE FUEL MANAGEMENT MODULE (FMM) WAS SUBSEQUENTLY REPLACED. (TC NR 20070514006)

CA070313003

AIRBUS

GE  

 

POWER SUPPLY

OVERHEATED

3/12/2007

A310300

CF680C2*

 

8ES00375200

CABIN LIGHTS

(CAN) DURING CRUISE, FLIGHT CREW OBSERVED WHAT APPEARED TO BE WHITE SMOKE EMANATING FROM READING LIGHT (PSU) PANEL ASSEMBLY ABOVE SEAT 30 AB. CREW SWITCHED OFF READING LIGHTS AND SMOKE STOPPED. ON ARRIVAL TO THE STATION, MAINTENANCE FOUND ONE TRANSFORMER PRINTED CIRCUIT BORD SEVERELY OVERHEATED. POWER SUPPLY REPLACED AND SYSTEM TESTED SERVICEABLE. (TC NR 20070313003)

CA070424003

AIRBUS

GE  

 

UNKNOWN

UNKNOWN

4/12/2007

A310304

CF680C2*

 

 

FUEL SYSTEM

(CAN) DURING CRUISE, CREW NOTICES A FUEL DISCREPANCY OF ONE TON BETWEEN FUEL ON BOARD AND FUEL USED. AFTER RECALCULATION SHORTLY THEREAFTER THE FUEL DISCREPANCY HAD GROWN TO 1.4 TONS. CREW PROCEEDED WITH QRH PROCEDURES AND SPOTTED FUEL SPAYING FROM THE RIGHT WING TIP VENT BOX. SHORTLY THEREAFTER THE FUEL VENTING CEASED. THE FLIGHT WAS DIVERTED TO THE MAIN STATION. DURING INVESTIGATION MAINTENANCE ATTEMPTED TO DUPLICATE THE PROBLEM WITH NO SUCCESS. AIRBUS WAS CONTACTED FOR THEIR RECOMMENDATION. THE FOLLOWING UNITS WERE REPLACED AND ROUTE TO THE VENDOR FOR SHOP CHECK AND STRIP REPORT: (A) RT INNER TANK VENT FLOAT VALVE (B) 2 RT OB BOOST PUMP CHECK VALVES (C) RT WING REFUEL/DEFUEL VALVE (D) FUEL TRANSFER VALVE ACTUATOR INTEGRITY OF THE RT SIDE INNER AND OUTER TANK PLUMBING WAS CHECKED AND FOUND NORMAL. AIRCRAFT WAS RETURN TO SERVICE WITH NO FURTHER PROBLEM. (TC NR 20070424003)

CA070424001

AIRBUS

GE  

 

PTU  

LEAKING

4/20/2007

A310304

CF680C2*

 

571191

HYD SYSTEM

(CAN) DURING FLIGHT, CREW NOTICED LOSS OF GREEN SYSTEM HYDRAULIC FLUID. FLIGHT DIVERTED TO MAIN MAINTENANCE BASE FOR INVESTIGATION. DURING INVESTIGATION, THE GREEN/YELLOW SYSTEM PTU WAS FOUND LEAKING AT THE CHECK VALVE DUE TO A DAMAGED O RING. PTU UNIT WAS REPLACED AND SYSTEM TESTS SERVICEABLE. (TC NR 20070424001)

CA070424002

AIRBUS

GE  

 

FAN  

ODOR

4/21/2007

A310304

CF680C2*

 

X76451

CABIN

(CAN) DURING FLIGHT CABIN CREW REPORTED ELECTRICAL BURN ODOR FROM THE AFT CABIN. FAULT ISOLATED TO THE AFT RT FAN HEATER FIN NR 28HC. CB’S WERE PULLED AND ODOR DISAPPEARED. SYSTEM WAS PLACED ON MEL DUE PART IS NIL STOCK. (TC NR 20070424002)

CA070528001

AIRBUS

CFMINT

CFMINT

TURBINE

MALFUNCTIONED

5/21/2007

A319112

CFM565A3

71200011

 

ENGINE

(CAN) WAITING FOR SHOP TEAR DOWN, SUSPECTED FAILURE CAUSES BUT NOT CONFRIMED ARE NR 4 BEARING OR HPT BLADE. ENG TT 26462, CYC 12034, TSI 13977, CSI 6250. (TC NR 20070528001)

CA070528004

AIRBUS

CFMINT

 

TIRE

DEFLATED

3/7/2007

A319114

CFM565A3

 

 

NLG 

(CAN) ON APPROACH AT 5000 FT CREW HEARD LOUD BANG, AIRCRAFT LANDED WITHOUT INCIDENT, FLIGHT CREW SUSPECTED A BIRD STRIKE. AT ARRIVAL GATE MAINTENANCE FOUND LT NOSE WHEEL TIRE DEFLATED AND OFF THE RIM. BOTH NOSE WHEEL ASSEMBLIES REPLACED, SHOP FOUND THAT THE LT NOSE WHEEL ASSEMBLY OVER INFLATION VALVE HAD BLOWN. NO EVIDENCE OF A BIRD STRIKE WAS FOUND. (TC NR 20070528004)

CA070531004

AIRBUS

RROYCE

 

UNKNOWN

ODOR

5/30/2007

A330243

RB211*

 

 

CABIN

(CAN) DURING FLIGHT, A PAPER BURNING SMELL AT SEAT 26DE WAS REPORTED TO THE CABIN CREW. THE AUDIO SYSTEM WAS SHUTOFF IAW PRECAUTION AND SMELL DISAPPEARED AFTER 20 MINUTES. THE AUDIO SYSTEM WAS TESTED ON ARRIVAL AND THE AREA INSPECTED FOR BURNING MARKS. AUDIO SYSTEM AND AREA WAS FOUND NORMAL WITH NO DEFECT. AIRCRAFT WAS RETURN TO SERVICE WITH NO REPEAT. (TC NR 20070531004)

CA070528008

AIRBUS

CFMINT

CFMINT

SENSOR

INOPERATIVE

4/13/2007

A340313

CFM565C4

CFM565C4

RP22100

OIL SYSTEM

(CAN) NR 2 ENGINE OIL TEMPERATURE HIGH, 30 MILES FROM AIRPORT, ENGINE SHUTDOWN IAW QRH PROCEDURES, AIRCRAFT LANDED WITHOUT INCIDENT. ENGINE OIL TEMP SENSOR AND FUEL RETURN VALVE REPLACED, NO SUBSEQUENT FAULTS AFTER PARTS CHANGED. (TC NR 20070528008)

CA070514051

AIRTRC

PWA  

 

ENGINE

FLAMED OUT

4/18/2007

AT802

PT6A67A

 

PT6A67A

 

(CAN) THE ENGINE FLAMED OUT IN FLIGHT. MFG WILL INVESTIGATE THE EVENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED. (TC NR 20070514051)

CA070313008

AIRTRC

PWA  

 

FITTING

CHAFED

3/13/2007

AT802

PT6A67A

 

3024606

ENGINE

(CAN) UPON INSPECTION OF THE P3 AIR LINES, IT WAS DISCOVERED THAT THERE WAS NO CLEARANCE BETWEEN THE P3 FILTER HOUSING NIPPLE FITTING (P/N 3024606) AND THE ENGINE REAR FIRE SEAL PLATES (P/N 3031003 AND 3031004). UPON REPOSITIONING OF THE FIRE SEAL PLATES, IT WAS DISCOVERED THAT THE PLATES HAD CHAFED INTO THE NIPPLE FITTING APPROXIMATELY 0.020 INCH. THE FITTING WAS REMOVED AND REPLACED. THE OTHER AIRCRAFT IN OUR FLEET WERE INSPECTED WITH NO OTHER DEFECTS NOTED. (TC NR 20070313008)

EBVR200700000

AMD  

 

AMD  

MOTOR

FAILED

6/9/2007

FALCON10

 

 

12342

BRAKE UNIT

FAILED NORMAL MOTOR TRAVEL TIME CHECKS. SUSPECT NORMAL MOTOR BRAKE WAS PREVIOUSLY ASSEMBLED INCORRECTLY CAUSING DAMAGE TO MOTOR.

2007FA0000465

AMD  

GARRTT

 

PITOT LINE

LOOSE

5/9/2007

FALCON10

TFE731*

 

 

NR 2 

WHILE TROUBLESHOOTING A LEAK IN NR 2 STATIC SYSTEM, THE RT SIDE STATIC PLATE HAD TO BE TAKEN LOOSE. UPON REMOVAL OF THE PLATE, SILICONE RTV WAS FOUND ON THE FITTING FOR THE NR 1 STATIC SYSTE. WHEN THE FITTING WAS LOOSENED, FOUND A LAGRE AOUNT OF TEFLON PIPE TAPE WRAPPED AROUND THE NIPPLE OF THE STATIC PLATE, AND THE FLARE OF THE ALUMINUM HARD LINE GOING TO THE STATIC PLATE WAS BROKEN OFF AND LAYING LOOSE IN THE ASSY. A TECH IN THE PAST HAD POSSIBLY EXPERIENCED A LEAK ON THIS SYSEM, AND LOADED THE NIPPLE WITH TEFLON TAPE AND RTV TTO GET THE SYSTEM TO SEAL, INSTAD OF REPAIRING THE HARD LINE. THESE LINES SHOULD BE REPAIRED IAW STANDARD PRACTICE TO PREVENT PREMATURE FAILURE. (K)

CA070314005

AMD  

GARRTT

 

ENGINE

VIBRATION

2/17/2007

FALCON10

TFE7312

 

FE73121C

NR 1 

(CAN) NR1 ENGINE FAILED, TEMPERATURE SPIKE ABOVE 1000 DEGREES C. AS VIBRATION INCREASED, THEN INDICATIONS (ITT, FIFY N2) DECREASED. N1 TURNED, SECURITY, PULLED FIRE HANDLE. ON ARRIVAL, COULD NOT TURN N1, FOUND OIL AND METAL PIECES IN EXHAUST, ENGINE REMOVED FROM AIRCRAFT. PRIOR OIL ANALYSIS WERE NORMAL (16 DEC.2006 AND 21 SEPT, 2005). NO METAL ON MAG PLUG. A FEW SLIVERS IN FILTER. (TC NR 20070314005)

CA070327002

AMD  

HNYWL

 

DRAIN VALVE

DAMAGED

3/22/2007

FALCON2000

AS90711A

 

6BS10011

POTABLE WATER

(CAN) THE AIRCRAFT POTABLE WATER SYSTEM WAS DAMAGED DUE TO HAVING THE WATER SYSTEM FULL OF WATER. THEN HAVING THE AIRCRAFT LEFT ON THE RAMP FOR 8 HOURS AT -14C WITH NO ADDITIONAL HEAT TO KEEP THE WATER SYSTEM FROM FREEZING. UPON ARRIVAL THE PILOTS REPORTED (WATER APPEARS TO BE LEAKING FROM THE BELLY). THE MAINTENANCE PERSONNEL INVESIGATED THE SNAG AND FOUND THE WATER SYSTEM DRAIN VALVE WAS DAMAGED DUE TO THE SEVERE FREEZING. A REMINDER TO ALL CORPORATE PILOTS TO MONITOR THE POTABLE WATER SYSTEM AND THE OAT IN WINTER. (TC NR 20070327002)

2007FA0000475

AMD  

GARRTT

 

HOUSING

MISMANUFACTURED

4/30/2007

FALCON900

TFE731*

 

4311935

SEAT ROLLER

(8) SEATS, MODEL 5004 (SINGLE) WERE PURCHASED. THE SEATS HAVE (3 FT) ON EACH CORNER (12 TOTAL) THAT ARE TO FIT INTO THE SEAT RAIL. SAID PURCHASED SEATS DID NOT FIT INTO THE EXISTING MFG SEAT RAIL. MFG WAS CONTACTED. IT WAS DETERMINED BY THE MFG THAT THE (3 FEET) BY THE MFG THAT THE (3 FEET) ON EACH CORNER (12 TOTAL) WERE BEING MFG INCORRECTLY. THE SEATS ARE DESIGNED TO FIT INTO (2 TRACKS). THE FRONT 3 AND BACK 3 FEET ON THE LT SIDE OF THE CHAIR ARE PART OF A (ROLLER HOUSING). EACH CHAIR HAS (2) ROLLER HOUSINGS. MFG IS PROVIDING 16 REPLACEMENT ROLLER HOUSINGS (PN 431193-5). (K)

2007FA0000458

AMD  

GARRTT

 

FUEL CONTROL

FAULTY

5/2/2007

FALCON900B

TFE7315BR

 

307080026

ENGINE

PILOTS REPORTED THAT ENGINE THAT THIS FUEL CONTROL UNIT WAS INSTALLED ON COULD NOT BE CONTROLLED BY NORMAL COMPUTER MODE, AND THAT WHEN THEY WENT TO MANUAL MODE THAT THEY COULD NOT CONTROL ENGINE SPEED FUNCTIONS EITHER. IT SEEMS THAT THIS FUEL CONTROL HAS SOME INTERNAL FAULT. REPLACEMENT FUEL CONTROL RESOLVED THIS PROBLEM. (K)

110DJ0507

AMTR

 

 

SKIN

CRACKED

5/15/2007

ECLIPSE500

 

 

 

RT ELEVATOR

DURING REMOVAL OF THE ELEVATORS, A SMALL CRACK WAS DISCOVERED ON RT ELEVATOR SKIN BY OB MOST HINGE BRACKET ATTACH POINT.

CA070514022

AYRES

PWA  

 

TUBE

FRACTURED

2/22/2007

S2RHGT65

PT6A41

 

 

ENGINE

(CAN) DURING SPRAYING OPERATIONS, THE ENGINE LOST POWER RESULTING IN A FORCED LANDING. SUBSEQUENT INSPECTION REVEALED A FRACTURED FUEL CONTROL P3 DELIVERY LINE. (TC NR 20070514022)

CA070314022

AYRES

PWA  

 

ENGINE

FLAMED OUT

2/22/2007

S2RHGT65

PT6A65AG

 

 

 

(CAN) THE ENGINE WAS REPORTED TO HAVE FLAMED OUT IN FLIGHT. MFG WILL INVESTIGATE THE EVENT AND ADVISE OF ROOT CAUSE ONCE DETERMINED. (TC NR 20070314022)

CA070525003

BAG  

GARRTT

 

BOLT

SHEARED

5/24/2007

JETSTM3101

TPE33110U

 

A1029E

NLG 

(CAN) NLG RETRACTION JACK MOUNT UPPER IB MOUNTING BOLT SHEARED. DISCOVERED DURING SCHEDULED NLG RETRACTION, JACK ATTACH BOLT INTEGRITY INSPECTION. ALL MOUNTING BOLTS REPLACED WITH NEW. (TC NR 20070525003)

CA070502015

BAG  

GARRTT

 

EXHAUST PIPE

BROKEN

4/30/2007

JETSTM3212

TPE33112UHR

 

1379049H401

ENGINE

(CAN) ON CLIMB PILOTS EXPERIENCED TORQUE FLUCTUATIONS ON RT ENGINE. THEY RETURNED TO THE AIRPORT WITH NO FURTHER PROBLEMS. ON TAXI THEY BLEW THE FIRE BOTTLES ON THE RT ENGINE. WHEN MAINTENANCE REMOVED THE COWLS THEY DISCOVERED HEAT DAMAGE TO SOME WIRING. ON FURTHER INVESTIGATION THEY DISCOVERED THAT THE EXHAUST PIPE STUB HAD BROKEN AND FOLDED OVER PARTIALLY BLOCKING THE EXHAUST GAS FLOW. FURTHER INVESTIGATION IS REQUIRED. (TC NR 20070502015)

2007FA0000417

BBAVIA

LYC  

 

SPAR

DELAMINATED

5/11/2007

11AC

O235*

 

 

LT WING

DELAMINATION OCCURRING AT LT FRONT WING SPAR / STRUT LOCATION. CRACK AT BOTTOM EDGE, AT WING ROOT FITTING. POSSIBLE AGE OF SPAR CAUSING DELAMINATION. LONGITUDINAL CRACK AT WING ROOT POSSIBLE EARLIER DAMAGE. REPLACED WITH NEW WOOD SPAR P/N 5146L.

2007FA0000463

BBAVIA

LYC  

 

SPAR

CRACKED

5/14/2007

11BC

O235*

 

 

LT WING

DELAMINATION OCCURRING AT WING STRUT ATTACH LOCATION. CRACK AT BOTTOM EDGE AT ROOT FITTING. POSSIBLE AGE OF SPAR CAUSING DELAMINATION. LONGITUDINAL CRACK AT WING ROOT POSSIBLE EARLIER DAMAGE REPLACE WITH NEW WOOD SPAR (PN 5146L). (K)

2007FA0000471

BBAVIA

LYC  

 

LOCK NUT

STRIPPED

4/4/2007

7ECA

O290*

 

12984

MLG LEG

LOCK NUT THREADS FAILED, MLG STRUT EXTENDED ON TAKEOFF ALLOWING MLG TO SWING FREE. DURING LANDING, MLG WAS UNDER FUSELAGE CAUSING DAMAGE TO LOWER LONGERONS, CONDITION OF THREADS CANNOT BE DETERMINED WITHOUT DISASSEMBLING THE MLG STRUT ASSY. THEREFORE, THE THREADS MAY DETERIORATE SIGNIFICANTLY WITHOUT DETECTION. SUGGEST SPECIAL EMPHASIS INSPECTION ROUTINE AT (5) YEAR INTERVALS TO INCLUDE DISASSEMBLY OF MLG STRUT ASSY. (K)

CA070320006

BBAVIA

LYC  

 

CONTROL CABLE

FRAYED

2/26/2007

8GCBC

O360C2E

 

19023

LT WING TE DLAP

(CAN) FLAP CABLE FOUND FRAYED AT ALLUMINUM PULLEY IN LT WING GAP AREA. (TC NR 20070320006)

CA070320008

BBAVIA

LYC  

 

CONTROL CABLE

FRAYED

2/26/2007

8GCBC

O360C2E

 

19023

RT WING TE FLAP

(CAN) FLAP CABLE FOUND FRAYED AT ALLUMINUM PULLEY IN RT WING GAP AREA. (TC NR 20070320008)

CA070514052

BEECH

PWA  

 

ENGINE

SURGES

4/13/2007

100BEECH

PT6A28

 

PT6A28

 

(CAN) THE ENGINE SURGED DURING CLIMB ACCOMPANIED BY AN INCREASE IN INTERTURBINE TEMPERATURE. MFG WILL INVESTIGATE THE EVENT AND WILL ADVISE OF ROOT CAUSE ONCE ESTABLISHED. (TC NR 20070514052)

CA070522005

BEECH

PWA  

PWC  

TURBINE WHEEL

UNKNOWN

5/21/2007

1900C

PT6A65B

PT6A65B

 

ENGINE

(CAN) ECTM TREND INDICATED ENGINE ITT WAS INCREASING WITH TIME. ENGINE SPLIT. CT WHEEL NOTED AS CONTACTING THE GUIDE VANE ASSY. ENGINE TO BE SENT TO MFG TO INVESTIGATE. (TC NR 20070522005)

CA070314002

BEECH

PWA  

 

ENGINE

MAKING METAL

1/17/2007

1900D

PT6*

 

 

 

(CAN) ON CLIMB FOLLOWING TAKE-OFF, FLAMES WERE SEEN EXITING THE ENGINE EXHAUST ACCOMPANIED BY A LOUD NOISE. THE ENGINE WAS SHUTDOWN IN FLIGHT. SUBSEQUENT INSPECTION REVEALED METAL DEBRIS IN THE ENGINE OIL AND ROTOR SEIZURE. MFG WILL INVESTIGATE THE EVENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED. (TC NR 20070314002)

2007FA0000467

BEECH

PWA  

 

SKIN

DAMAGED

3/16/2007

1900D

PT6A6

 

 

VERTICAL STAB

VERTICAL STABILIZER LEADING EDGE SKIN ATTACH RIVETS WORKING. FOUND THAT THE ORIGINAL UNIVERSAL HEAD RIVETS WERE REPLACED WITH FLUSH RIVETS. THE SKIN WAS COUNTERSUNK TO ACCOMMODATE THE RIVETS, HOWEVER THE SKIN WAS TOO THIN TO COUNTERSINK AND EVENTUALLY WORKED LOOSE. SKIN WAS REPAIRED IAW DER ENGINEERING REPORT AND CORRECT RIVETS INSTALLED. STRICT ADHERENCE TO PUBLISHED DATA WOULD HAVE PREVENTED DAMAGE. (K)

CA070314014

BEECH

PWA  

 

COMPRESSOR

SEIZED

2/2/2007

1900D

PT6A67D

 

 

ENGINE

(CAN) FLAMES WERE SEEN EXITING THE ENGINE EXHAUST AND THE ENGINE WAS SHUT DOWN IN FLIGHT. SUBSEQUENT INSPECTION REVEALED COMPRESSOR SEIZURE. MFG WILL INVESTIGATE THE EVENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED. (TC NR 20070314014)

CA070322005

BEECH

PWA  

 

GOVERNOR

MALFUNCTIONED

3/13/2007

1900D

PT6A67D

 

8210410

PROPELLER

(CAN) AIRCRAFT DEPARTED FOR DESTINATION, WHEN THE CREW ATTEMPTED TO SET CLIMB POWER, THE RT PROP DROPPED TO 1200 RPM AND THE TORQUE WENT TO 2200 LBS. THE CREW DECLARED AN EMERGENCY AND LANDED UNEVENTLY . MAINTENANCE WENT TO SITE THE FOLLOWING DAY AND CHANGED THE RT PROPELLER, RIGGED IT AND PERFORMED GROUND RUNS .THE AIRCRAFT WAS RETURNED TO SERVICE WITH NO FURTHER PROBLEMS. (TC NR 20070322005)

CA070514020

BEECH

PWA  

 

BEARING

DAMAGED

2/2/2007

1900D

PT6A67D

 

 

NR 2 

(CAN) THE ENGINE EXHIBITED FLAMES FROM THE EXHAUST IN FLIGHT. SUBSEQUENT INSPECTION REVEALED A DAMAGED (NR 2) BEARING. MFG WILL INVESTIGATE THE EVENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED. (TC NR 20070514020)

CA070514042

BEECH

PWA  

 

ENGINE

MALFUNCTIONED

4/3/2007

1900D

PT6A67D

 

 

 

(CAN) ENGINE TORQUE FLUCTUATED IN FLIGHT ACCOMPANIED BY HIGH INTER-TURBINE TEMPERATURE AND LOW OIL PRESSURE. THE ENGINE WAS SHUTDOWN IN FLIGHT. SUBSEQUENT INSPECTION FOUND THE POWER SECTION SEIZED AND THE EXHAUST DUCTS DENTED. MFG WILL MONITOR THE INVESTIGATION OF THE EVENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED. (TC NR 20070514042)

CA070514053

BEECH

PWA  

 

TURBINE BLADES

FRACTURED

4/18/2007

1900D

PT6A67D

 

 

ENGINE

(CAN) ON ADVANCING POWER FOR TAKEOFF, THE ENGINE EMITTED A NOISE AND LOST POWER. SUBSEQUENT INSPECTION REVEALED FRACTURED POWER TURBINE BLADES. MFG WILL INVESTIGATE THE EVENT AND ADVISE OF ROOT CAUSE ONCE DETERMINED. (TC NR 20070514053)

CA070504009

BEECH

PWA  

 

COMPUTER

MALFUNCTIONED

5/3/2007

200BEECH

PT6A41

 

 

FLT DIRECTOR

(CAN) FLIGHT DIRECTOR CB TRIPPED AND WILL NOT RESET. (TC NR 20070504009)

CA070327001

BEECH

PWA  

 

BOOT

ARCED

3/26/2007

200BEECH

PT6A41

 

 

DE ICE SYSTEM

(CAN) PILOTS REPORTED THAT THE IB LEADING EDGE DEICE BOOT WAS NOT FUNCTIONING. THE DEICE SYSTEM WAS TESTED AND THE SNAG WAS CONFIRMED. WHEN THE LEADING EDGE WAS REMOVED TO CHECK THE BOOT SYSTEM EVIDENCE OF SEVERE ARCING WAS FOUND IN THE VICINITY OF THE START RELAYS. IT IS SUSPECTED THAT THE DEICE HOSE WAS ROUTED IMPROPERLY TO THE LEADING EDGE. OVER TIME THE HOSE CHAFED ON THE WIRING FROM THE RELAYS. MAINTENANCE REPLACED THE LEADING EDGE AS WELL AS ANY CONNECTORS THAT WERE DAMAGED. (TC NR 20070327001)

2007FA0000438

BEECH

PWA  

 

EXHAUST DUCT

CRACKED

4/5/2005

200BEECH

PT6A41

 

02R3022406

ENGINE

WHILE PREFORMING SCHEDULED MAINTENANCE,REMOVED EXHAUST STACKS TO FACILTATE INSPECTING THE EXHAUST DUCT.A CRACK WAS FOUND IN THE SKI SLOPE.THE EXHAUST HAD NOT HED SB 3380 COMPLIED WITH.POWER SECTION WAS REMOVED FOR REPAIR.

2007FA0000431

BEECH

PWA  

 

EXHAUST DUCT

CRACKED

5/18/2005

200BEECH

PT6A41

 

02R3022406

ENGINE

WHILE PREFORMING SCHEDULED MAINTENANCE,REMOVED EXHAUST STACKS TO FACILTATE INSPECTING THE EXHAUST DUCT.A CRACK WAS FOUND IN THE SKI SLOPE.THE EXHAUST DUCT SB 3380 HAD NOT BEEN COMPLIED WITH.POWER SECTION WAS REMOVED FOR REPAIR.

2007FA0000432

BEECH

PWA  

 

EXHAUST DUCT

CRACKED

7/5/2006

200BEECH

PT6A41

 

02R3022406

ENGINE

WHILE PREFORMING SCHEDULED MAINTENANCE,REMOVED EXHAUST STACKS TO FACILTATE INSPECTING THE EXHAUST DUCT.A CRACK WAS FOUND IN THE SKI SLOPE.THE EXHAUST DUCT SB 3380 HAD BEEN COMPLIED WITH 515.2 HOURS PRIOR.POWER SECTION WAS REMOVED FOR REPAIR.

2007FA0000419

BEECH

PWA  

 

EXHAUST DUCT

CRACKED

4/10/2007

200BEECH

PT6A41

 

02R3022406

ENGINE

WHILE PREFORMING SCHEDULED MAINTENANCE,REMOVED EXHAUST STACKS TO FACILTATE INSPECTING THE EXHAUST DUCT.A CRACK WAS FOUND IN THE SKI SLOPE.THE EXHAUST DUCT SB 3380 HAD BEEN COMPLIED WITH 365 HOURS PRIOR.POWER SECTION WAS REMOVED FOR REPAIR.

2007FA0000440

BEECH

PWA  

 

EXHAUST DUCT

CRACKED

5/14/2003

200BEECH

PT6A41

 

02R3022406

ENGINE

WHILE PREFORMING SCHEDULED MAINTENANCE,REMOVED EXHAUST STACKS TO FACILTATE INSPECTING THE EXHAUST DUCT.A CRACK WAS FOUND IN THE SKI SLOPE.POWER SECTION WAS REMOVED FOR REPAIR.

2007FA0000421

BEECH

PWA  

 

EXHAUST DUCT

CRACKED

2/5/2004

200BEECH

PT6A41

 

02R3022406

ENGINE

WHILE PREFORMING SCHEDULED MAINTENANCE,REMOVED EXHAUST STACKS TO FACILTATE INSPECTING THE EXHAUST DUCT.A CRACK WAS FOUND IN THE SKI SLOPE.POWER SECTION WAS REMOVED FOR REPAIR.

2007FA0000422

BEECH

PWA  

 

EXHAUST DUCT

CRACKED

5/1/2005

200BEECH

PT6A41

 

02R3022406

ENGINE

WHILE PREFORMING SCHEDULED MAINTENANCE,REMOVED EXHAUST STACKS TO FACILTATE INSPECTING THE EXHAUST DUCT.A CRACK WAS FOUND IN THE SKI SLOPE.POWER SECTION WAS REMOVED FOR REPAIR.

2007FA0000423

BEECH

PWA  

 

EXHAUST DUCT

CRACKED

9/17/2005

200BEECH

PT6A41

 

02R3022406

ENGINE

WHILE PREFORMING SCHEDULED MAINTENANCE,REMOVED EXHAUST STACKS TO FACILTATE INSPECTING THE EXHAUST DUCT.A CRACK WAS FOUND IN THE SKI SLOPE.POWER SECTION WAS REMOVED FOR REPAIR.

2007FA0000424

BEECH

PWA  

 

EXHAUST DUCT

CRACKED

8/20/2006

200BEECH

PT6A41

 

02R3022406

ENGINE

WHILE PREFORMING SCHEDULED MAINTENANCE,REMOVED EXHAUST STACKS TO FACILTATE INSPECTING THE EXHAUST DUCT.A CRACK WAS FOUND IN THE SKI SLOPE.POWER SECTION WAS REMOVED FOR REPAIR.

2007FA0000441

BEECH

PWA  

 

EXHAUST DUCT

CRACKED

9/8/2006

200BEECH

PT6A41

 

02R3022406

ENGINE

WHILE PREFORMING SCHEDULED MAINTENANCE,REMOVED EXHAUST STACKS TO FACILTATE INSPECTING THE EXHAUST DUCT.A CRACK WAS FOUND IN THE SKI SLOPE.POWER SECTION WAS REMOVED FOR REPAIR.

2007FA0000406

BEECH

PWA  

 

EXHAUST DUCT

CRACKED

6/11/2003

200BEECH

PT6A41

 

02R3022406

ENGINE

WHILE PREFORMING SCHEDULED MAINTENANCE,REMOVED EXHAUST STACKS TO FACILTATE INSPECTING THE EXHAUST DUCT.A CRACK WAS FOUND IN THE SKI SLOPE.POWER SECTION WAS REMOVED FOR REPAIR.

2007FA0000407

BEECH

PWA  

 

EXHAUST DUCT

CRACKED

9/4/2006

200BEECH

PT6A41

 

02R3022406

ENGINE

WHILE PREFORMING SCHEDULED MAINTENANCE,REMOVED EXHAUST STACKS TO FACILTATE INSPECTING THE EXHAUST DUCT.A CRACK WAS FOUND IN THE SKI SLOPE.POWER SECTION WAS REMOVED FOR REPAIR.

2007FA0000408

BEECH

PWA  

 

EXHAUST DUCT

CRACKED

3/26/2005

200BEECH

PT6A41

 

02R3022406

ENGINE

WHILE PREFORMING SCHEDULED MAINTENANCE,REMOVED EXHAUST STACKS TO FACILTATE INSPECTING THE EXHAUST DUCT.A CRACK WAS FOUND IN THE SKI SLOPE.POWER SECTION WAS REMOVED FOR REPAIR.

2007FA0000409

BEECH

PWA  

 

EXHAUST DUCT

CRACKED

8/12/2006

200BEECH

PT6A41

 

02R3022406

ENGINE

WHILE PREFORMING SCHEDULED MAINTENANCE,REMOVED EXHAUST STACKS TO FACILTATE INSPECTING THE EXHAUST DUCT.A CRACK WAS FOUND IN THE SKI SLOPE.POWER SECTION WAS REMOVED FOR REPAIR.

2007FA0000435

BEECH

PWA  

 

EXHAUST DUCT

CRACKED

2/9/2007

200BEECH

PT6A41

 

02R3022406

ENGINE

WHILE PREFORMING SCHEDULED MAINTENANCE,REMOVED EXHAUST STACKS TO FACILTATE INSPECTING THE EXHAUST DUCT.A CRACK WAS FOUND IN THE SKI SLOPE. EXHAUST DUCT SB HAD BEEN COMPLIED WITH 422 HOURS PRIOR. POWER SECTION WAS REMOVED FOR REPAIR.

2007FA0000433

BEECH

PWA  

 

EXHAUST DUCT

CRACKED

6/29/2003

200BEECH

PT6A41

 

02R3022406

ENGINE

WHILE PREFORMING SCHEDULED MAINTENANCE,REMOVED EXHAUST STACKS TO FACILTATE INSPECTING THE EXHAUST DUCT.A CRACK WAS FOUND IN THE SKI SLOPE. EXHAUST DUCT SB HAD BEEN COMPLIED WITH 1171 HOURS PRIOR. POWER SECTION WAS REMOVED FOR REPAIR.

2007FA0000442

BEECH

PWA  

 

EXHAUST DUCT

CRACKED

5/23/2005

200BEECH

PT6A41

 

02R3022406

ENGINE

WHILE PREFORMING SCHEDULED MAINTENANCE,REMOVED EXHAUST STACKS TO FACILTATE INSPECTING THE EXHAUST DUCT.A CRACK WAS FOUND IN THE SKI SLOPE. EXHAUST DUCT SB HAD BEEN COMPLIED WITH 495 HOURS PRIOR. POWER SECTION WAS REMOVED FOR REPAIR.

CA070314016

BEECH

PWA  

 

ENGINE

VIBRATION

2/15/2007

400A

JT15D5

 

 

 

(CAN) ENGINE EXHIBITED HEAVY VIBRATION DURING CRUISE AND WAS SHUTDOWN IN FLIGHT. MFG WILL INVESTIGATE THE EVENT AND ADVISE OF ROOT CAUSE ONCE DETERMINED. (TC NR 20070314016)

0093855

BEECH

 

HARTZL

HUB  

CORRODED

11/3/2006

58  

 

 

D2011

PROPELLER

HUB CORRODED BEYOND SPEC.

2007FA0000462

BEECH

CONT

CONT

SPRING

BROKEN

3/9/2007

58  

IO550C

 

1051324

MAGNETO

WHILE TROUBLESHOOTING ENGINE RUNS ROUGH AND WON`T RUN AT ALL OVER 1200 RPM. WE DISCOVERED THE IMPULSE COUPLING SPRINGS ON BOTH MAGS WERE BROKEN. (IMPULSE COUPLING PN 10400309) (K)

2007FA0000461

BEECH

CONT

CONT

SPRING

BROKEN

3/9/2007

58  

IO550C

 

1051324

MAGNETO

WHILE TROUBLESHOOTING ENGINE RUNS ROUGH AND WON’T RUN AT ALL OVER 1200 RPM. WE DISCOVERED THE IMPULSE COUPLING SPRINGS ON BOTH MAGS WERE BROKEN. (IMPULSE COUPLING , PN 10-400309) (K)

CA070321001

BEECH

PWA  

 

GEARBOX

FAILED

3/7/2007

A100

PT6A28

 

115811020651

MLG 

(CAN) GEAR WOULD NOT COME UP WHEN SELECTED, LANDING GEAR GEARBOX REPLACED. OVERHAUL FACILITY REPORTED THAT A INTERNAL GEAR MAY HAVE BEEN SHIMMED IMPROPERLY THAT CAUSED PREMATURE WEAR (TC# 20070321001)

2007FA0000524

BEECH

CONT

 

ENGINE

FAILED

5/11/2007

A36  

IO550*

 

 

RIGHT

ON MAY 11, 2007 AT APPROXIMATELY 1815 EST, 2205Z, A BEECH BE-36-A36 BONANZA, N814JG, S/N E-2622, AT CRUISE HAD A DECREASE IN ENGINE CYLINDER TEMPERATURE, FOLLOWED BY A LOSS OF OIL PRESSURE AND ENGINE POWER WITH SUBSEQUENT ENGINE FAILURE. THE AIRCRAFT MADE AN EMERGENCY LANDING. PILOT WALKED AWAY FROM THE AIRCRAFT WITH NO INJURIES. A VISUAL INSPECTION OF THE AIRCRAFT REVEALED A HOLE IN THE UPPER RIGHT HAND ENGINE COWLING APPROXIMATELY 3 INCHES IN DIAMETER WHICH WAS LIMITED TO SHEET METAL DAMAGE. UPON INSPECTION OF THE ENGINE COMPARTMENT THE FORWARD UPPER CASE OF THE ENGINE WAS HEAVILY DAMAGED REVEALING SEVERAL DAMAGED PISTONS, PISTON CONNECTING RODS BROKEN AND NR 6 CONNECTING ROD MISSING, ALONG WITH SEVERAL CRANKSHAFT BEARING JOURNALS HEAVILY DAMAGED/MELTED. EXACT FAILURE CAUSE UNDETERMINED. ENGINE RECORDS NOT SUPPLIED. CONTINENTAL SERVICE REPRESENTATIVE CONTACTED BY OWNER FOR FURTHER REVIEW.

2007FA0000470

BEECH

 

 

EVAPORATOR

UNSERVICEABLE

2/26/2007

B200

 

 

1013840245

AIR CONDITIONER

AFT CABIN AIR CONDITIONER EVAPORATOR RECEIVED FROM VENDER IN OVERHAULED CONDITION. INITIAL INSPECTION REVEALED HARD LINE. WHICH SHOULD RUN PARALLEL TO HEAT EXCHANGER, WAS INSTALLED APPROXIMATELY 25 DEGREES TO HEAT EXCHANGER. THE EVAPORATOR COULD NOT HAVE BEEN INSTALLED WITHOUT STRESSING AIRCRAFT HARD LINES. THIS LINE HAD BEEN REPAIRED (BY WELDING?) HOWEVER, THE INSIDE SURFACE STILL SHOWED SEVERE PITTING. THE UNIT WAS RETURNED TO VENDER AS WELL AS VENDER SHOULD HAVE CAUGHT THESE DEFECTS. (K)

CA070326003

BEECH

PWA  

 

FRAME

CRACKED

2/14/2007

B200

PT642A

 

11543008435

FUSELAGE

(CAN) FRAME SEGMENT P/N 115-43008-35 CRACKED AT OB ENDS. AIRCRAFT IS AN EMS MACHINE. DEFECT APPEARS TO BE RELATED TO HIGH FLOOR LOADING. (TC NR 20070326003)

CA070514030

BEECH

PWA  

 

LINE

FRACTURED

3/22/2007

B200

PT642A

 

33026779

FUEL CONTROL

(CAN) A FUEL LEAK WAS NOTED DURING GROUND OPERATIONS. SUBSEQUENT INSPECTION REVEALED A FRACTURE FUEL LINE AT THE FUEL CONTROL. (TC NR 20070514030)

PAI52007S4573

BEECH

 

 

SKIN

CRACKED

5/15/2007

B300

 

 

00011013333

WING 

WHILE PERFORMING PHASE 2 INSPECTION NOTED AN 8 INCH LONG SPANWISE CRACK ON LOWER SURFACE OF WING LEADING EDGE SKIN P/N 000-110133-33. ALSO FOUND CHANNEL P/N 101-910119-147 INSIDE THE ABOVE MENTIONED SKIN BROKEN IN TWO. REPLACED BOTH PARTS WITH NEW PARTS FROM BEECH.

CA070322001

BEECH

PWA  

 

PANEL

CRACKED

3/21/2007

B300

PT6A60A

 

1019800013

NACELLE

(CAN) PANEL IS INSTALLED ON RT IB SIDE OF NACELLE. IT COVERS THE FUEL FIREWALL SHUTOFF VALVE. THE PANEL IS MANUFACTURED WITH A BULGE TO ACCOMMODATE THE VALVE. IN THIS INSTALLATION THE VALVE CONNECTOR PLUG CHAFFED AGAINST THE PANEL CAUSING A STRESS RISER RESULTING IN A 1.5 CRACK VISIBLE FROM THE OUTSIDE OF THE PANEL. PANEL WAS REPAIRED IAW THE SRM 54-00-01. A NEW PANEL P/N 101-980001-41 WAS ORDERED. THIS ALTERNATE PANEL HAS A LARGER/DEEPER DEPRESSION TO BETTER ACCOMMODATE THE VALVE. (TC NR 20070322001)

CA070319006

BEECH

LYC  

 

TAPPET

SPALLED

3/14/2007

B60  

TIO541E1C4

 

77672

ENGINE

(CAN) ENGINE MODIFIED IAW FIREWALL FORWARD CENTRILUBE STC. PREVIOUS EXPERIENCE WITH THIS ENGINE SERIES PROMPTS REGULAR TAPPET INSPECTIONS. TAPPETS INSPECTED AND SPALLING WAS FOUND, EVEN ON THIS STC`D ENGINE. TAPPETS SENT TO FIREWALL FORWARD FOR EXAMINATION, AND ONLY 3 OF THE 12 TAPPETS WERE JUDGED REUSABLE. THIS TAPPET-BODY MANUFACTURING PROCESS HAS BEEN HIGHLY SUSPECT FOR MANY YEARS BY THIS SUBMITTER. (TC NR 20070319006)

TIMR20070003

BEECH

 

 

ACTUATOR

SEPARATED

5/21/2007

B99  

 

 

998201233

NLG DOOR

DURING CRUISE, PILOT HEARD A CLUNK AND THE -GEAR IN TRANSIT- LIGHT CAME ON. RETURNED TO AIRPORT, PERFORMED FLY-BY WHICH CONFIRMED NOSE GEAR HANGING OUT BUT NOT FULLY EXTENDED. NOSE GEAR COLLAPSED ON LANDING. INVESTIGATION REVEALED THAT THE ACTUATOR SHAFT HAD SHEARED JUST ABOVE THE CLEVIS BOLT CONNECTING TO THE DRAG BRACE.

2007FA0000410

BEECH

PWA  

 

TUBE

BROKEN

1/10/2007

D18S

R985*

 

0923540

TIRE 

THIS IS THE THIRD NEW MFG INNER TUBE THAT HAS SPLIT ALONG CIRCUMFERENTIAL WELDED SEAMS.

CA070322011

BEECH

LYC  

 

WINDOW

BROKEN

3/22/2007

E95  

IO360B1B

 

35410291652

COCKPIT

(CAN) IN CRUISE FLIGHT, AT 6000 FT, THE MAJORITY OF THE LT SIDE COCKPIT WINDOW DEPARTED THE AC. THE AC BEING CLOSE TO ITS INTENDED DESTINATION CONTINUED ON AND LANDED WITHOUT INCIDENT. A FLIGHT PERMIT WAS ISSUED AND THE AIRCRAFT FLOWN TO MAIN BASE FOR EVALUATION AND REPAIR. SPEAKING WITH THE PILOT THE WINDOW DID NOT APPEAR DAMAGED OR CRACKED PRIOR TO THE EVENT. THE SAME PILOT WHO FLEW THE SAME AIRCRAFT DAYS EARLIER MENTIONED HIS HEAD HIT THE WINDOW DURING AN ENCOUNTER WITH TURBULENT AIR BUT DID NOT FEEL IT WAS SEVERE ENOUGH TO CAUSE DAMAGE TO THE WINDOW. THE ONLY SUBSEQUENT DAMAGE TO THE AIRCRAFT WAS A SMALL CUT IN THE LT HORIZONTAL STABILIZER DE-ICE BOOT. THE AIRCRAFT IS AN UNPRESSURIZED AIRCRAFT. (TC NR 20070322011)

2007FA0000469

BEECH

 

 

LINK

DAMAGED

2/27/2007

F90  

 

 

C611300518

NLG 

THIS REPORT IS A RESULT OF REPLACEMENT OF THE FORWARD NOSE GEAR RETRACT CHAIN. TO REPLACE OR TO REINSTALL THIS CHAIN, A NEW PN C-6113005-18, CONNECTING LINK MUST BE USED. A NEW LINK SHOULD HAVE FIVE PIECES. ONE LINK ASSY WITH (2) SHAFTS SWAGED INTO AN END PLATE, TWO CENTER PLATES THAT SHOULD SLIP ONTO THE SHAFTS, ONE END PLATE, AND ONE SPRING CLIP RETAINER. THE END PLATE SHOULD HAVE SMALLER HOLES IN IT AND REQUIRE PRESSING FOR PROPER ASSY. THIS PRESSED FIT REQUIRES DISTRUCTION OF THE LINK DURING ASSY. WHEN INSTALLING THE NEW CHAIN AND INSTALLING THE NEW LINK, FOUND THAT ALL THREE PLATES HAD THE HOLE SIZE THAT WOULD ALLOW THEM TO BE SLIPPED ONTO THE SHAFTS WITHOUT PRESSING. CHECKED ANOTHER NEW LINK ASSY. THAT WAS IN STOCK AND FOUND THAT THE SAME CONDITION EXISTED. CALLED A TECH REPRESENTATIVE TO ASCERTAIN THAT THE PART HAD NOT BEEN CHANGED FOR EASIER ASSY. IT HAS NOT BEEN CHANGED. (K)

Y4MR200700521

BEECH

PWA  

 

ENGINE

MAKING METAL

5/21/2007

F90  

PT6A135

 

PT6A135

RIGHT

DURING CRUISE, RT ENGINE CHIP DETECTOR ILLUMINATED. OTHER RT ENGINE INDICATIONS WERE MONITORED CLOSELY FOR ANY SIGN OF MECHANICAL PROBLEM. NO OTHER INDICATIONS THAT WOULD SUGGEST MECHANICAL PROBLEMS WERE NOTED AT THAT TIME. THE CHIP LIGHT WENT OUT WITHIN A FEW MINUTES AND PILOT CONTINUED TO CLOSELY MONITOR RT ENGINE INDICATIONS. PRIOR TO START OF DESCENT (FROM 15000) FOR DESTINATION AIRPORT (BHM) PILOT NOTED SMALL FLUCTUATION IN RT ENGINE OIL PRESSURE FOLLOWED BY TORQUE FLUCTUATION (APPROXIMATELY 200 LBS); ITT INDICATION WAS STABLE. DECLARED AN EMERGENCY, SECURED ENGINE AS PRECAUTIONARY MEASURE, AND LANDED AT THE NEAREST AIRPORT WITHOUT INCIDENT. MAINTENANCE WAS DISPATCHED TO INVESTIGATE AND UPON INSPECTION FOUND THE TURBINE HAD FAILED. THE RT ENGINE CHIP DETECTOR LIGHT HAD ILLUMINATED APPROXIMATELY 30.0 HRS PRIOR TO ENGINE FAILURE. CHIP DETECTOR INSPECTED AT THAT TIME AND SMALL SLIVERS OF METAL WERE NOTED. OIL FILTER ALSO REMOVED, INSPECTED WITH NO DEFECTS NOTED, CLEANED, AND REINSTALLED. CHIP DETECTOR CLEANED AND REINSTALLED. A GROUND RUN-UP SATISFACTORY. AIRCRAFT TEST FLOWN FOR APPROXIMATELY 1 HOUR WITH NO CHIP LIGHT ILLUMINATION. CHIP DETECTOR REINSPECTED AND SMALL SLIVERS OF METAL WERE FOUND. CHIP DETECTOR CLEANED AND REINSTALLED. ONLY OTHER TIME THAT THE CHIP DETECTOR LIGHT ILLUMINATED WAS JUST PRIOR TO ENGINE FAILURE. ENGINE DUE OVERHAUL IN APPROXIMATELY 200.0 HRS. HOT SECTION INSPECTION HAD BEEN PERFORMED APPROXIMATELY 598.0 HRS AGO.

2007FA0000483

BEECH

CONT

 

UNKNOWN

UNKNOWN

5/25/2007

K35  

IO470N

 

 

 

LOST ELECTRICAL POWER.

CA070506001

BELL  

LYC  

 

NUT  

DAMAGED

4/23/2007

204B

T5313B

 

204010765001

TAIL ROTOR

(CAN) ON APRIL 23, 2007 DURING A TEST FLIGHT FOR MAINTENANCE THAT WAS PERFORMED, THE PILOT EXPERIENCED AN UNCONTROLLED YAW TO THE RIGHT WHILE IN A 4 FOOT HOVER. THE HELICOPTER WAS IMMEDIATELY SET DOWN ON THE TARMAC. THERE APPEARED TO BE A STEP WORN IN THE INTERNAL WORM GEAR SPLINE OF NUT ASSEMBLY P/N 204-010-765-001 THAT MAY HAVE AFFECTED THE RIGGING PROCEDURE THAT WAS ACCOMPLISHED THE NIGHT BEFORE. NO DAMAGE TO HELICOPTER, CARS 625 APPENDIX G WAS PERFORMED AT THE SCENE WITH NO REPORTED DEFECT. ENTIRE QUILL ASSEMBLY WAS REPLACED; AIRCRAFT RECEIVED FURTHER INSPECTION AND RE-RIGGED TAIL ROTOR ASSEMBLY AND TEST FLOWN WITH NO DEFECT. TSB WAS NOTIFIED AND HAVE NOT FINISHED THEIR INVESTIGATION. PRODUCT SUPPORT ENGINEERING AT MFG WAS ALSO ADVISED. (TC NR 20070506001)

CA070321008

BELL  

LYC  

 

BEAM

CRACKED

3/21/2007

205A1

T5313B

 

205030163395

FUSELAGE

(CAN) WEB P/N 205-030-163-395 FOUND CRACKED AT INDUCTION BAFFLE SUPPORT WL 80.13. THE CRACK WAS APPROX 1 INCH IN LENGTH AND .5 INCH DOWN . REPAIR SCHEME IN PROGRESS THROUGH MFG. (TC NR 20070321008)

CA070524001

BELL  

LYC  

 

PUMP

FAILED

5/17/2007

205A1

T5317A

TA7  

 

FUEL SYSTEM

(CAN) DURING HELI-PORTABLE SEISMIC DRILLING OPERATIONS, UPON DESCENT WITH AN EXTERNAL LOAD: THE MASTER CAUTION WARNING INDICATION WAS ILLUMINATED. THE LOAD WAS SET AND RELEASED. THE CAUTION PANEL OBSERVED TO REVEAL THAT THE ENGINE DRIVEN FUEL PUMP WARNING LIGHT WAS ON. THE P/C IMMEDIATELY ABORTED ANY FURTHER OPERATIONS AND RETURNED TO THE SERVICE LANDING WHICH WAS APPROXIMATELY ONE KILOMETER AWAY AND THE NEAREST SUITABLE LANDING SIGHT. A NORMAL LANDING AND ENGINE SHUTDOWN WAS CARRIED OUT. TROUBLESHOOTING BY THE AME AT SERVICE FOUND THAT IT WAS A POSITIVE INDICATION THAT ONE OF THE TWO PUMP ELEMENTS HAD FAILED TO DELIVER FUEL PRESSURE. AD 2006-11-16, 1250 HOUR MAIN AND SECONDARY DRIVE SHAFT AND PUMP GEAR SPLINES REPETITIVE INSPECTION APPLIES TO THIS UNIT AND WAS SATISFACTORILY PERFORMED 533.2 HOURS PREVIOUSLY. AT MAIN FUEL REGULATOR TSO: 1209.5 THE MAIN FUEL REGULATE PR WAS REMOVED AND REPLACED WITH A SERVICEABLE UNIT WITH NO FURTHER DEFECT. (TC NR 20070524001)

CA070511005

BELL  

ALLSN

 

GOVERNOR

FAILED

5/2/2007

206B

250C20

 

23007505

ENGINE

(CAN) GOVERNOR DROOPED TO 95 PERCENT WOULD NOT RETURN TO 100 PERCENT. RETURNED TO BASE, TO CHANGE AIRCRAFT. DRIVE FROM GOVERNOR WAS BINDING INTERMITTENTLY. WHEN THE GOVERNOR WAS MOVED IT SOUNDED LIKE THERE WAS SOME PARTS LOOSE INTERNALLY. GOVERNOR REPLACED, PROBLEM RECTIFIED. (TC NR 20070511005)

CA070327003

BELL  

ALLSN

 

FRICTION CUP

CRACKED

3/19/2007

206B

250C20

 

230321910

STARTER GEN

(CAN) DURING INSPECTON STARTER-GENERATOR FRICTION CUP PLATE WAS FOUND TO BE CRACKED. NEW PART ORDERED AND INSTALLED WHEM IT ARRIVED. (TC NR 20070327003)

CA070321011

BELL  

ALLSN

 

MAST

CORRODED

3/21/2007

206B

250C20B

 

206010332121

MAIN ROTOR

(CAN) DURING ANNUAL INPECTION OF INTERIOR OF MAST, CORROSION AND PITTING WERE DISCOVERED. MAST WAS REMOVED AND SENT TO AN OVERHAUL FACILITY FOR REPAIR. (TC NR 20070321011)

CA070327009

BELL  

ALLSN

 

GEARBOX

LEAKING

3/13/2007

206L

250C20R2

 

206040402003

 

(CAN) OIL LEAK. SHIPPED TO AUTHORIZED SERVICE CENTER FOR REPAIR AND RE-INSTALLATION. (TC NR 20070327009)

CA070508002

BELL  

ALLSN

BELL  

LEG ASSY

BROKEN

5/7/2007

206L1

250C30

206064106

206064106001

ENGINE MOUNT

(CAN) ON STARTING A 200HR SCHEDULED INSPECTON FOUND LT ENGINE MOUNT LEG BROKEN IN (2) PIECES AND UPON REMOVAL FOUND SEVERE INTERNAL CORROSION THAT CAUSED THE WALL THICKNESS TO DEGRADE TO THE POINT OF COLLAPSE AND FAILURE. (TC NR 20070508002)

CA070514062

BELL  

PWA  

 

TURBINE BLADES

FRACTURED

4/26/2007

212  

PT6T3B

 

 

ENGINE

(CAN) THE ENGINE CHIP DETECTOR WARNING ACTIVATED IN FLIGHT AND THE ENGINE SHUTDOWN UNCOMMANDED. SUBSEQUENT INSPECTION REVEALED FRACTURED POWER TURBINE BLADES. MFG WILL MONITOR INVESTIGATION AND ADVISE OF ROOT CAUSE ONCE DETERMINED (TC NR 20070514062)

CA070502011

BELL  

PWA  

 

TURBINE WHEEL

DAMAGED

4/20/2007

212  

PT6T3B

 

 

NR 1 

(CAN) IN FLIGHT SHUTDOWN OF NR 1 ENGINE. POWER TURBINE WHEEL SHED BLADES. DAMAGE FOUND ON MAIN ROTOR BLADES AND TAIL ROTOR BLADES. LARGE AMOUNTS OF METAL ON CHIP DETECTOR. (TC NR 20070502011)

CA070502002

BELL  

 

 

HANGER ASSY

FAILED

4/26/2007

230  

 

 

222044003107

TAIL ROTOR DRIVE

(CAN) T/R HANGAR BEARING ASSY FAILURE WAS DISCOVERED AFTER THE PILOT WAS ALERTED BY AN UNUSUAL NOISE UPON ENGINE START. (TC NR 20070502002)

CA070518007

BELL  

 

 

GREASE FITTING

LOOSE

5/17/2007

407  

 

407040303135

MS150011

HANGAR BRGS

(CAN) WHILE THE SHAFT WAS REMOVED THE MECHANIC WENT TO WIPE THE HANGER BEARING GREASE FITTING AND THE FITTING CAME OFF IN HIS HAND. ALL OTHER HANGER BEARING GREASE FITTINGS WERE THEN CHECKED AND 4 OUT OF THE 6 WERE FOUND TO BE VERY LOOSE. THE ONES WE FOUND LOOSE WERE AS FOLLOWS: BOTH FWD AND AFT OIL COOLER BLOWER HANGER BEARINGS AND THE 4TH AND 6TH HANGER BEARINGS. (TC NR 20070518007)

CA070511006

BELL  

ALLSN

 

BLADE

CRACKED

4/30/2007

407  

250C47B

 

406016100119

TAIL ROTOR

(CAN) TAIL ROTOR BLADE WAS FOUND CRACKED AT THE TIP BLOCK. (TC NR 20070511006)

CA070511007

BELL  

ALLSN

BELL  

SPRING

BROKEN

4/30/2007

407  

250C47B

407010150105

407310104105

FRAHM ASSY

(CAN) 2 SPRINGS WERE FOUND BROKEN. (TC NR 20070511007)

CA070604001

BELL  

ALLSN

ALLSN

GEARBOX

SEIZED

6/3/2007

407  

250C47B

250C47B

23063393

MAIN ROTOR

(CAN) ENGINE CHIP ILLUMINATED, APPROX 3-4 SECONDS LATER ENGINE FAILED. (TC NR 20070604001)

CA070427005

BELL  

ALLSN

 

SPRING

BROKEN

4/16/2007

407  

250C47B

 

407310104103

MAIN ROTOR

(CAN) UPON SCHEDULED INSPECTION IT WAS NOTICED THAT ONE OF THE EIGHT SPRINGS IN THE MAIN ROTOR FRAME ASSEMBLY WAS BROKEN. (TC NR 20070427005)

CA070514014

BELL  

PWA  

 

SPLINE

WORN

3/12/2007

412EP

PT6T3

 

 

FUEL PUMP

(CAN) THE ENGINE SUFFERED AN IN-FLIGHT SHUTDOWN DUE TO FUEL STARVATION AS A RESULT OF WORN FUEL PUMP DRIVE SHAFT SPLINES. (TC NR 20070514014)

2007FA0000456

BNORM

 

 

FORK

UNSERVICEABLE

5/16/2007

BN2  

 

 

B24573

PITCH CHANGE

STEEL FATIGUE CRACK NDT (MAGNETIC PARTICLE) DETECTED. PROPELLER ASSY RECEIVED FOR STANDARD OVERHAUL AND DEFECT FOUND IN PROPELLER ASSY (PN C2K00500, DESCRIPTION HC-C2YK-2CUF/FC8477A-4, SN AU9949B), UNDER WO NR 38425A.

CA070530006

BOEING

 

 

WARNING SYSTEM

ACTIVATED

5/30/2007

727225

 

 

 

CABIN PRESSURE

(CAN) AFTER DEPARTURE, WHEN AT 13,000 FEET ALT WARNING HORN SOUNDED AND COULD NOT BE SILENCED WITH THE HORN CUTOUT. CREW TRIED SWITCHING TO STBY WITH NO RESULTS. HORN CONTINUED ON APPROACH. AT TIME OF INITIAL HORN, CABIN PRESSURE WAS 5000 FT AND 5PSI DIF. THE AIRCRAFT DUMPED FUEL FOR THE LANDING AND LANDED SUCCESSFULLY AND RETURNED TO THE RAMP. THE MAINTENANCE PERSON CARRIED OUT MM SYSTEM TESTS WITH NO FAULTS. AIRCRAFT WAS GROUND PRESSURIZED AND AGAIN NO FAULTS. THE CREW ATTEMPTED A SECOND DEPARTURE AND HAD THE WARNING COME ON AT 9000 FT. AIRCRAFT RETURNED TO DEPARTURE POINT AND IS AOG WHILE TROUBLESHOOTING IS IN PROGRESS. OPERATOR WILL ADVISE SDR REPORTING OF RECTIFICATION WHEN IT IS ESTABLISHED. (TC NR 20070530006)

CA070515003

BOEING

PWA  

 

TUBE

CHAFED

5/7/2007

727225

JT8D15

 

65178444441

HYD SYSTEM

(CAN) IB, HYDRAULIC A SYS PRESSURE WAS NORMAL ON APPROACH AND QUANTITY REPORTED APPROXIMATELY ZERO. UPON SELECTION OF FLAPS, QUANTITY READ ZERO AND LOW PRESSURE LIGHTS ILLUMINATED. FLIGHT CREW DECLARED AN EMERGENCY AND THE HYDRAULIC FAILURE CHECKLIST WAS CARRIED OUT AFTER MISSED APPROACH PROCEDURE. THE AIRCRAFT LANDED NORMALLY WITH NO FURTHER INCIDENT. A HYD LEAK WAS FOUND INSIDE THE AFT AIRSTAIR AREA ON THE LT SIDE. THE HYDRAULIC A SYSTEM PRESSURE LINE FROM THE NR 1 ENGINE TO THE HYDRAULIC A SYSTEM MODULE WAS FOUND CHAFED WHERE THE LINE COMES INTO THE AFT AIRSTAIR AREA FROM THE NR 1 ENGINE PYLON. THE CHAFED LINE WAS CAUSED BY EXCESSIVE PLAY OF THE HYDRAULIC TUBING FIRE SEAL BETWEEN THE PYLON AND THE AFT AIRSTAIR AREA. (TC NR 20070515003)

CA070427006

BOEING

PWA  

 

ATTACH BRACKET

CRACKED

4/10/2007

727225

JT8D15

 

 

NR 7 SLAT

(CAN) DURING A AND B5 INSPECTION NR 7 SLAT ATTACH BRACKET UPPER MOUNT ON FRONT SPAR CRACKED. P/N TO BE DETERMINED FROM MFG ENGINEERING DRAWINGS. RDA ISSUED BY DECA ENGINEERING TO REPAIR. (TC NR 20070427006)

CA070323004

BOEING

 

 

BULB

FAILED

3/22/2007

727247

 

 

387 

MLG INDICATOR

(CAN) AIRCRAFT ON MARCH 22, 2007 WAS ON APPROACH WHEN THE CREW EXTENDED THE LANDING GEAR FOR LANDING. WHEN THE GEAR WAS DOWN, THE CREW NOTICED THAT THE LT MAIN GEAR GREEN LOCKED LIGHT WAS NOT ILLUMINATED. THE CREW REJECTED THE LANDING AND CONTACTED ATC FOR A NEW APPROACH LINE-UP. THE SECOND APPROACH REVEALED THE SAME RESULTS. THE CREW REMOVED AND REPLACED A FAULTY BULB AND THE AIRCRAFT LANDED WITH NO FURTHER INCIDENTS. MAINTENANCE CHECKED THE SYSTEM AND CHECKED THAT THE CORRECT BULB WAS USED. NO FURTHER PROBLEMS. (TC NR 20070323004)

CA070424007

BOEING

PWA  

PWA  

BLADE

FAILED

4/23/2007

727247

JT8D15

 

JT8D15QM

COMPRESSOR

(CAN) DURING TAKEOFF ROLL AT 80KTS, THE TOWER ADVISED THE CREW THAT FLAMES WERE VISIBLE OUT OF ONE OF THE ENGINES. THE CREW REJECTED THE TAKEOFF AND ENGINES WERE SHUTDOWN. THE AIRCRAFT WAS TOWED BACK TO THE RAMP. MAINTENANCE INSPECTED THE ENGINES AND FOUND NR 2 ENGINE TO HAVE TURBINE DAMAGE. SOME INTERNAL ENGINE PARTS HAD EXITED THE ENGINE AND WERE FOUND ON THE RUNWAY. (16 IN YYC). AT THIS TIME IT LOOKS AS THOUGH THE FAILURE STARTED WITHIN THE COMPRESSOR SECTION. THE ENGINE IS CURRENTLY BEING REMOVED FROM THE AIRCRAFT AND A FOLLOW-UP TO THIS SDR SHALL BE ACCOMPLISHED ONCE THE ENGINE HAS BEEN DISASSEMBLED FOR INSPECTION. (TC NR 20070424007)

CA070518005

BOEING

PWA  

 

DUCT

RUPTURED

5/16/2007

727260

JT8D17

 

69474753

BLEED AIR

(CAN) WHILE PERFORMING THE DAILY INSPECTION, MAINTENANCE PERSONNEL HEARD A LOUD BANG, WHICH WAS FOLLOWED BY A DROP IN APU DUCT PRESSURE TO 0 PSI. UPON INSPECTION, 2 BLEED AIR DUCTS WERE FOUND RUPTURED, FORWARD OF THE APU LOAD CONTROL VALVE THAT CONNECT TO THE BLEED AIR BY-PASS VALVE. NO ADDITIONAL DAMAGE PROBLEMS WERE NOTED. NOTE: INFORMATION LISTED ABOVE IN AREA 9, BLOCK(B) PN. THE PN LISTED ARE FOR THE TWO DUCT ASSEMBLIES THAT WERE FOUND DAMAGED. DUCT P/N 69-47475-3 AND 69-47474-3 (TC NR 20070518005)

CA070531003

BOEING

PWA  

 

PITOT SYSTEM

OBSTRUCTED

5/30/2007

727260

JT8D17

 

 

PITOT/STATIC SYS

(CAN) THE AIRCRAFT BEGAN THE TAKEOFF ROLL WHEN THE FLIGHT CREW NOTICED A LAG IN THE FIRST OFFICERS AIR SPEED INDICATION. THE TAKEOFF WAS ABORTED AND THE AIRCRAFT RETURNED TO THE GATE WITH NO ADDITIONAL PROBLEMS. UPON INSPECTION OF THE FIRST OFFICERS PITOT INSTALLATION AN OBSTRUCTION WAS FOUND (BUG/INSECT) AND WAS REMOVED. THE PITOT STATIC SYSTEM WAS TESTED IAW THE AIRPLANE MM WITH NO FURTHER FAULTS. THE AIRCRAFT WAS RETURNED TO SERVICE. (TC NR 20070531003)

CA070504010

BOEING

PWA  

 

SWITCH

INTERMITTENT

5/2/2007

737201

JT8D17

 

MS253831

MLG HANDLE

(CAN) ON FINAL APPROACH, THE FLIGHT CREW SELECTED LANDING GEAR DOWN. THE LAND GEAR INDICATORS ILLUMINATED 3 GREEN AND 3 RED. THIS INDICATED A DISAGREEMENT BETWEEN LANDING GEAR HANDLE POSITION AND LANDING GEAR POSITION. THE FLIGHT CREW SELECTED GEAR UP AND ABORTED THE LANDING. ON THE DOWNWIND LEG THE FLIGHT CREW SELECTED LANDING GEAR DOWN AND ALL ILLUMINATION WAS NORMAL (3 GREEN AND NO RED ILLUMINATION). THE FLIGHT CREW LANDED UNEVENTFUL. MAINTENANCE INSERTED THE LANDING GEAR PINS AND SELECTED GEAR UP AND DOWN NUMEROUS TIMES AND WAS NOT ABLE TO DUPLICATE THE PROBLEM. THE AIRCRAFT WAS RELEASED AND CONTINUES TO FLY WITHOUT REOCCURRENCE OF THE PROBLEM. OPERATOR HAS ORDERED AN NEW LANDING GEAR HANDLE SWITCH AND WILL BE REPLACING THIS AS A PRECAUTIONARY MEASURE. (TC NR 20070504010)

SROM200700004

BOEING

 

 

VALVE

FLUTTER

5/31/2007

737205

 

 

28410

FLOW CONTROL

AFTER TAKEOFF AT AROUND 1000 FEET VIBRATION STARTED IN FWD PART OF AIRCRAFT AND TRAVELED TO REAR OF AIRCRAFT. AFTER SHUTTING OFF ALL PACKS AND BLEEDS IT SLOWLY WENT AWAY. AIRCRAFT RETURNED TO DEPARTURE AIRPORT. AIRCRAFT INSPECTED WITH NO FAULTS FOUND AND RELEASED FOR FLIGHT TO MAINTENANCE BASE WITH SLIGHT VIBRATION NOTED IN FLOOR. FURTHER INSPECTION FOUND CRACKED E&E BAY COOLING DUCT AND CHATTERING E&E BAY FLOW CONTROL VALVE. REPLACED DUCTS AND VALVE. NO REPORTS OF VIBRATION ON SUBSEQUENT FLIGHT.

SROM200700002

BOEING

 

 

DOOR

BINDING

5/16/2007

737205

 

 

 

NLG 

LOUD VIBRATION AFTER TAKEOFF. VIBRATION INCREASED WITH SPEED AND DECREASED AT LOWER SPEEDS. RETURNED TO DEPARTURE AIRPORT. PERFORMED VIBRATION CONDITIONAL INSPECTION. FOUND NLG DOORS ON GRAVEL SKI EQUIPPED AIRCRAFT TO BE BINDING ON EACH OTHER. ADJUSTED PER AMM 32-22-12. AIRCRAFT RELEASED AN OPERATIONAL CHECK FLIGHT NORMAL. NO REPORT OF VIBRATION ON SUBSEQUENT FLIGHTS.

SROM200700003

BOEING

 

 

BEARING

LOOSE

5/22/2007

737205

 

 

 

ROD END

AIRFRAME BUFFET NOTED AFTER GEAR UP ON TAKEOFF & BEFORE FLAP RETRACTION & POWER REDUCTION DURING CLIMB. THIS IS THE 2ND WRITE UP OF THIS CONDITION. PERFORMED AIRFRAME CONDITIONAL INSPECTION. REPLACED NLG GRAVEL SKI DEFLECTOR ACTUATOR DUE TO LOOSE ROD END AND REPLACED BEARING IN LEFT INBOARD GROUND SPOILER OUTBOARD ACTUATOR LINKAGE DUE TO LOOSENESS. AIRCRAFT RELEASED FOR OPERATION CHECK FLIGHT WITH NO REPORTS OF VIBRATION ON TWO TAKEOFFS DURING CHECK FLIGHT.

CA070504004

BOEING

PWA  

 

SKIN

CRACKED

4/30/2007

7372L9

JT8D17

 

 

BS 727

(CAN) DURING WASHING PROCEDURE MAINTENANCE DETECTED A SKIN CRACK AT BS727, WL215, APPROXIMATELY 1.5 INCHES LONG. THIS IS KNOWN AREA ADDRESSED BY SB 737-53-1065. THE AREA WAS REPAIRED IAW THE MANUFACTURERS SRM AND RETURNED TO SERVICE (TC NR 20070504004)

CA070504001

BOEING

RROYCE

 

LINE

LEAKING

5/1/2007

757236

RB211535E437

 

312N570138

 

(CAN) FORWARD PYLON PRESSURE LINE FOUND CHAFED THROUGH CAUSING LEAK. DAMAGE CAUSED BY A DEFECTIVE HOSE CLAMP. (TC NR 20070504001)

CA070514031

BOEING

PWA  

 

TRANSFORMER

OPEN

5/12/2007

767233

JT9D7R4D

736664A

 

IDG 

(CAN) DURING CRUISE, THE LT AC BUS FAILED WITH THE LOSS OF ASSOCIATED SYSTEMS. THE CONCERN WAS BEING ABLE TO START THE APU. FLIGHT DECLARED A PAN-PAN WITH ATC AND BEGAN DIVERSION. AT FL 350, 2 APU START ATTEMPTS, BUT START WAS ACHIEVED ONLY AT FL150. IAW CHECKLIST, LT BUS TIE SWITCH WAS RESET, AND LT BUS RESTORED. HOWEVER, APU GEN AND GEN FAILED LIGHTS WERE ON. ACFT LANDED APPROX 3 TONS OVERWEIGHT. MTC CARRIED OUT WIRING CHECKS IAW FIM 24-20-00-101, AND FOUND THE LT IDG CURRENT TRANSFORMER OPEN. THEY REPLACED THE LT IDG AND LT GCU IAW AMM 24-11-01-401 AND 24-22-02. NOTE: GCU WAS CHANGED ALONG WITH THE IDG. THE REMOVED GCU INFO IS: P/N 734284D, S/N 1696, 73326 HOURS TOTAL TIME (TC NR 20070514031)

CA070511009

BOEING

GE  

MESSIER

TIE BOLT

SHEARED

5/11/2007

767328

CF680C2B6F

C20509000

2601483

MLG WHEEL

(CAN) DURING ROUTINE WALKAROUND CHECK AFTER LANDING, A TIE BOLT FOR NR 2 MLG WHEEL WAS FOUND BROKEN. BROKEN PARTS FOUND JAMMED IN THE BRAKE ASSY CAUSING DAMAGES TO BOTH WHEEL ASSY AND BRAKE ASSY. FURTHER INVESTIGATION ON GOING AS TO THE CAUSE OF BOLT FAILURE. (TC NR 20070511009)

CA070528010

BOEING

GE  

 

UNKNOWN

MALFUNCTIONED

5/26/2007

767333

CF680C2B6F

 

 

GALLEY

(CAN) A FLIGHT ATTENDANT RECEIVED AN ELECTRIC SHOCK FROM THE WATER DISPENSER IN THE REAR GALLEY. COFFEE MAKERS REMOVED, GALLEY WIRING INSPECTED AND CONTINUITY CHECK CARRIED OUT (L-4355954). MORE IT TROUBLESHOOTING STEPS HAVE BEEN PROVIDED BUT NOT COMPLETED YET. (TC NR 20070528010)

CA070522001

BOLKMS

ALLSN

 

SPRING

BROKEN

5/18/2007

BO105S

250C20B

10562648

V40GT3911AA

ENGINE COWLING

(CAN) COMING OUT OF A MAJOR INSPECTION WHERE THE EJECTION SPRING ON ALL THE COWLS (P/N 105-62648, 105-62664, 105-62643 AND 105-62663) WERE REPLACED, SEVERAL EJECTION SPRING P/N V40GT39-1-1AA WERE BREAKING IN TWO PIECES. THIS PROBLEM HAPPENED STATICALLY AND IN FLIGHT. THESE EJECTION SPRINGS WERE ORDERED NEW FROM MFG AND RECEIVED ON DEC 22/06. BATCH NR S200602192. (TC NR 20070522001)

CA070518009

BOMBDR

GE  

 

RELIEF VALVE

MALFUNCTIONED

5/16/2007

CL6002D15

CF34*

 

9752753

HYDRAULIC SYS

(CAN) ON PUSHBACK FROM GATE CREW RECEIVED NOSE STEERING INOP MESSAGE. AIRCRAFT STEERING MEL`D. AFTER TAKEOFF GEAR FAILED TO RETRACT. AIRCRAFT RETURNED TO ORIGINATING AIRPORT FOR NORMAL LANDING. MAINTENANCE TROUBLESHOOTING REPLACED HYD BALANCE RELIEF VALVE, NR 3 HYD SYSTEM BLED, GEAR SWINGS COMPLETED, AIRCRAFT RETURNED TO SERVICE. (NOTE: PART AT LAST REPAIR HAD BEEN RETURNED TO VENDOR AS CAUSING NOSE STEERING INOP (1875HR/853CY TSN) (TC NR 20070518009)

CA070509001

BOMBDR

PWC  

 

WINDSHIELD

CRACKED

5/7/2007

DHC8400

PW150A

 

80260008

COCKPIT

(CAN) IN CRUISE FLIGHT AT 25,000, THE FO`S WINDSHIELD CRACKED. REMOVED AND REPLACED FO`S WINDSHIELD I/A/W Q 400 TASK 56-10-01-000-801 AND TASK 56-10-01-400-801, REMOVED AND REPLACED FO`S WINDSHIELD ANTI-ICE CONTROLLER I/A/W Q 400 TASK 30-41-01-00-801 AND TASK 30-41-01-400-801 OP`S TEST GOOD. (TC NR 20070509001)

CA070514038

BOMBDR

PWC  

 

PACKING

LEAKING

3/28/2007

DHC8400

PW150A

 

 

OIL PUMP

(CAN) ENGINE OIL PRESSURE FLUCTURATED DURING FLIGHT AND OIL WAS SEEN EXITING THE ENGINE COWLINGS. SUBSEQUENT INSPECTION REVEALED A DAMAGED OIL PUMP O-RING PACKING. (TC NR 20070514038)

CA070514017

BOMBDR

PWC  

 

STATOR

DAMAGED

3/16/2007

DHC8400

PW150A

 

 

COMPRESSOR

(CAN) THE ENGINE EXPERIENCED COMPRESSOR STALLS ON TAKEOFF ROLL AND THE TAKEOFF WAS ABORTED. SUBSEQUENT INSPECTION REVEALED A DAMAGED SECOND STAGE COMPRESSOR STATOR. MFG WILL INVESTIGATE THE EVENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED. (TC NR 20070514017)

CA070425003

BOMBDR

PWC  

 

GENERATOR

LACK OF LUBE

4/19/2007

DHC8400

PW150A

 

11522184

NR 1 

(CAN) DURING APPROACH TO BASE AT 1000 FEET, THE NR 1 AC GENERATOR CAUTION LIGHT ILLUMINATED. PILOT CYCLED THE NR 1 AC GENERATOR AND THEN THE AC GENERATOR HOT CAUTION LIGHT ILLUMINATED AS WELL AS THE AC GENERATOR CAUTION LIGHT. AFTER TOUCHDOWN WHEN PLA RETARDED TO DISC THE NR 1 OIL PRESS WARNING LIGHT ILLUMINATED AND THE ENGINE WAS SHUTDOWN. GROUND INSPECTION REVEALED: AC GEN OVERHEATED, AC GEN QUILL SHAFT SEPARATED, NO OIL ON THE SIGHT GAGE, NO EXTERNAL LEAK, METAL TRAPPED ON THE AC GEN MCD 41 SEC, LOW OIL PRESS EXCEEDED, RECORDED IN EMU. NR 1 ENGINE REPLACED DUE TO THE EXCEEDING. (TC NR 20070425003)

CA070426005

BOMBDR

PWC  

 

SEAL

MISSING

4/20/2007

DHC8400

PW150A

 

RD8457049

RT OB FLAP

(CAN) AFTER 30 MINS INTO FLIGHT, CREW REPORT AILERON MISMATCH, AP DISCONNECTED AND AILERON STUCK. PILOT USED FORCE TO RELEASE AILERONS. REST OF FLT SYSTEM, OPS NORMAL. THIS WAS THE FIRST FLT OF THE DAY AND THE TEMP AT FL250 WAS -45 DEG C. FOUND RT FLAP SEAL LOOSE, PART MISSING AND LT FLAP SEAL LOOSE. LT AND RT FLAP SEALS REPLACED. (TC NR 20070426005)

CA070213007

BOMBDR

PWC  

 

SEQUENCE VALVE

FAILED

2/6/2007

DHC8400

PW150A

 

483023

NLG 

(CAN) NOSE LANDING GEAR DOORS WOULD NOT CLOSE ON GEAR RETRACTION. GEAR WOULD NOT EXTEND NORMALLY SO CREW DID AN ALTERNATE GEAR EXTENSION. REPLACED VALVE,SOLENOID SEQUENCE AS WE HAD DEALT WITH THIS ISSUE A WEEK EARLIER ON ANOTHER AIRCRAFT (TC# 20070213007).

CA070321009

BOMBDR

PWC  

 

BUSS BAR

SHORTED

3/5/2007

DHC8400

PW150A

 

697070212

PROP HUB

(CAN) NR 2 ENGINE SHUTDOWN MANUALLY IN FLT DUE PEC FAIL CAUTION AND PROP SPEED AT 1060 RPM. FAULT CODES RT CH A/B 160 AND 162. MAINT DISPATCHED TO T/S. FOUND BUSBAR FOR PROPELLER DEICE CHAFFING ON MPU BRACKET, CAUSING MPU TO PICKUP SENS FROM BUSBAR. MPU ADJUSTED AND NEW BUSBAR INSTALLED. ENGINE GROUND RUNS C/O NORMAL. (TC NR 20070321009)

CA070314017

BOMBDR

PWC  

 

APU  

MALFUNCTIONED

3/12/2007

DHC8400

PW150A

 

4503067A

APU BAY  

(CAN) CREW MADE A NORMAL APU START REQUEST, A FEW SECONDS LATER HEARD A LOUD BANG AND GOT THE APU FAIL ADVISORY LIGHT. APU ENCLOSURE SUFFERED STRUCTURAL DAMAGE AFTER FUEL VAPOR IGNITED. NO FIRE LIGHT OR FIRE NOTED. EXAMINATION OF APU COMPARTMENT AREA REVEALED THAT APU ACCESS DOORS DEPARTED THE TAILCONE. TAIL CONE TO BE REPLACED. (TC NR 20070314017)

CA070315005

BOMBDR

PWC  

 

BEARING

DAMAGED

2/15/2007

DHC8400

PW150A

 

29685

NR 4 MAIN WHEEL

(CAN) AFTER LANDING, A PIECE OF NR4 BRAKE DISK WAS FOUND AT THE SPOT WHERE THE A/C WAS PARKED. A/C WAS INSPECTED AND THE FOLLOWING ARE REPORTED. FOUND DAMAGE AT INNER BEARING AFTER THE INSPECTION WITH NR 4 WHEEL ASSEMBLY WAS REMOVED. WHEEL BRAKE AND AXLE ASSYS REPLACED. (TC NR

CA070319009

BOMBDR

PWC  

 

WIRE HARNESS

DAMAGED

2/9/2007

DHC8400

PW150A

 

 

NLG WOW

(CAN) AFTER TAKE OFF, ALL THREE GEAR FAILED TO RETRACT. (3) RED AND (3) GREEN LIGHTS REMAINED ILLUMINATED. RAN CHECKLIST, NO HELP. HANDLE DID ILLUMINATE AMBER. FLIGHT WAS DIVERTED BACK TO BASE. MAINTENANCE REMOVED AND REPLACED NLG WOW 2 CENTERING WIRING HARNESS. (TC NR 20070319009)

CA070320001

BOMBDR

PWC  

 

WINDSHIELD

CRACKED

2/7/2007

DHC8400

PW150A

 

80260006

COCKPIT

(CAN) RT WINDSHIELD SPIDER WEBBED AT 24,000 FT CRUISE. WINDSHIELD HEAT ON. NO CAUTION LIGHTS. FLIGHT WAS DIVERTED BACK TO BASE. MAINTENANCE REPLACED RT WINDSHIELD IAW AMM 56-10-01. (TC NR 20070320001)

CA070313004

BOMBDR

PWC  

 

LANDING GEAR

INOPERATIVE

3/13/2007

DHC8400

PW150A

 

 

NOSE 

(CAN) DURING APPROACH TO BASE, THE NLG DOORS DID NOT OPEN AND THE NLG DID NOT EXTEND. APPROACH CANCELLED, AIRCRAFT ENTERED HOLDING PATTERN. GEAR CYCLED WITHOUT SUCCESS NLG EXTENSION. MLG OPERATED NORMALLY. ALTERNATE EXTENSION PROCEDURE CONDUCTED. NLG REMAINED RETRACTED AND NLG DOORS REMAINED CLOSED. AIRCRAFT PERFORMED A TOUCH AND GO TO SHOCK THE NLG DOWN, WITHOUT SUCCESS. AIRCRAFT CONDUCTED A 60-DEGREE BANK TO APPLY POSITIVE G IN AN EFFORT TO EXTEND THE NLG WITHOUT SUCCESS. AIRCRAFT LANDED WITH NLG RETRACTED. TO COMPLETE FULL INVESTIGATION. AOM NR 210 ISSUED. (TC NR 20070313004)

CA070319001

BRAERO

RROYCE

 

PRESSURE SWITCH

MALFUNCTIONED

3/12/2007

HS7482A

DART5342

 

BAS30198

HEATER

(CAN) DURING DEPARTURE THE AIRCRAFT`S HEATER FAILED AND THE CREW WAS UNABLE TO RESTART THE HEATER. THE AIRCRAFT RETURNED TO POINT OF DEPARTURE AND LANDED WITHOUT FURTHER PROBLEM. MAINTENANCE REPLACED THE HEATER PRESSURE SWITCH AND THE AIRCRAFT RETURNED TO SERVICE AFTER SATIFACTORY GROUND CHECK. (TC NR 20070319001)

CA070507011

BRAERO

RROYCE

 

WIRE HARNESS

DAMAGED

5/4/2007

HS7482A

DART5342

 

 

LT MLG WW

(CAN) DEPARTING THE LANDING GEAR SELECT LEVER WOULD NOT MOVE TO THE GEAR UP POSITION. THE AIRCRAFT RETURNED TO POINT OF DEPARTURE AND LANDED WITHOUT FURTHER PROBLEM. MAINTENANCE DETERMINED THE SOURCE OF THE PROBLEM WAS IN THE LT GEAR HARNESS WHEELWELL CONNECTOR. THE WIRING WAS REPAIRED AND THE AIRCRAFT RETURNED TO SERVICE. (TC NR 20070507011)

2007FA0000425

CESSNA

CONT

 

RIB  

CRACKED

5/15/2007

150E

O200A

 

0432001466

HORIZONTAL STAB

DURING LT LEADING EDGE SKIN REPLACEMENT OF HORIZONTAL STABILIZER DUE TO BIRD STRIKE FOUND BOTH IB LEADING EDGE RIBS PN 0432001-46/ -6 CRACKED THROUGH UPPER AND LOWER MOUNTING TABS. WORKING RIVETS WERE FOUND AT THE TABS AND 2 RIVETS OB ON FORWARD SPAR. BIRD STRIKE DID NOT CAUSE CRACKS. THESE TABS ARE DIFFICULT TO INSPECT WITHOUT DISASSEMBLY OF TAIL. ANY EVIDENCE OF DEFECTS IN THE TAIL STRUCTURE SHOULD BE INVESTIGATED THOROUGHLY AS THEY ARE PRONE TO CRACKING AND WEAR.

2007FA0000426

CESSNA

CONT

 

RIB  

CRACKED

5/15/2007

150E

O200A

 

0432001466

HORIZONTAL STAB

DURING LT LEADING EDGE SKIN REPLACEMENT OF HORIZONTAL STABILIZER DUE TO BIRD STRIKE FOUND BOTH IB LEADING EDGE RIBS PN 0432001-46/ -6 CRACKED THROUGH UPPER AND LOWER MOUNTING TABS. WORKING RIVETS WERE FOUND AT THE TABS AND 2 RIVETS OB ON FORWARD SPAR. BIRDSTRIKE DID NOT CAUSE CRACKS. THESE TABS ARE DIFFICULT TO INSPECT WITHOUT DISASSEMBLY OF TAIL. ANY EVIDENCE OF DEFECTS IN THE TAIL STRUCTURE SHOULD BE INVESTIGATED THOROUGHLY AS THEY ARE PRONE TO CRACKING AND WEAR.

2007FA0000427

CESSNA

CONT

 

RIB  

CRACKED

5/15/2007

150E

O200A

 

0432001466

HORIZONTAL STAB

DURING LT LEADING EDGE SKIN REPLACEMENT OF HORIZONTAL STABILIZER DUE TO BIRDSTRIKE FOUND BOTH IB LEADING EDGE RIBS PN 0432001-46/ -6 CRACKED THROUGH UPPER AND LOWER MOUNTING TABS. WORKING RIVETS WERE FOUND AT THE TABS AND 2 RIVETS OB ON FORWARD SPAR. BIRDSTRIKE DID NOT CAUSE CRACKS. THESE TABS ARE DIFFICULT TO INSPECT WITHOUT DISASSEMBLY OF TAIL. ANY EVIDENCE OF DEFECTS IN THE TAIL STRUCTURE SHOULD BE INVESTIGATED THOROUGHLY AS THEY ARE PRONE TO CRACKING AND WEAR.

2007FA0000428

CESSNA

CONT

 

RIB  

CRACKED

5/15/2007

150E

O200A

 

0432001466

HORIZONTAL STAB

DURING LT LEADING EDGE SKIN REPLACEMENT OF HORIZONTAL STABILIZER DUE TO BIRDSTRIKE FOUND BOTH IB LEADING EDGE RIBS PN 0432001-46/ -6 CRACKED THROUGH UPPER AND LOWER MOUNTING TABS. WORKING RIVETS WERE FOUND AT THE TABS AND 2 RIVETS OB ON FORWARD SPAR. BIRDSTRIKE DID NOT CAUSE CRACKS. THESE TABS ARE DIFFICULT TO INSPECT WITHOUT DISASSEMBLY OF TAIL. ANY EVIDENCE OF DEFECTS IN THE TAIL STRUCTURE SHOULD BE INVESTIGATED THOROUGHLY AS THEY ARE PRONE TO CRACKING AND WEAR.

2007FA0000434

CESSNA

CONT

 

MUFFLER

CRACKED

5/15/2007

150E

O200A

 

E477001

ENGINE

PILOT REPORTED FATIGUE WHILE FLYING. NO OBVIOUS EXTERNAL SIGNS OF MUFFLER FAILURE WERE FOUND, SHROUD REMOVAL REVEALED A TIGHT CRACK FROM NR 2 RISER INTO BODY, 3 INCHES LONG THAT LT VERY LITTLE STAINING ON INSIDE OF SHROUD. MUFFLER BODY WAS DEFORMED WHERE RISER IS WELDED INTO BODY, NEW MUFFLER HAD NO DEFORMATION IN THIS AREA.

2007FA0000429

CESSNA

CONT

 

MUFFLER

CRACKED

5/15/2007

150E

O200A

 

E477001

ENGINE

PILOT REPORTED FATIGUE WHILE FLYING. NO OBVIOUS EXTERNAL SIGNS OF MUFFLER FAILURE WERE FOUND, SHROUD REMOVAL REVEALED A TIGHT CRACK FROM NR 2 RISER INTO BODY, 3 INCHES LONG THAT LEFT VERY LITTLE STAINING ON INSIDE OF SHROUD. MUFFLER BODY WAS DEFORMED WHERE RISER IS WELDED INTO BODY, NEW MUFFLER HAD NO DEFORMATION IN THIS AREA.

2007FA0000479

CESSNA

CONT

 

SEAT

CRACKED

5/16/2007

150F

E185*

 

04101342

COCKPIT

SEAT PAN WAS FOUND CRACKED AT THE FORWARD END OF PILOTS OB SEAT RAIL STIFFENER, APPROXIMATELY 1 NR LONG ACROSS SCREW HOLES. STIFFENER PN 0411546-1 WAS ALSO CRACKED AT CUTOUT FOR FUEL LINE. TOTAL AIRFRAME TIME UNKNOWN, BUT GREATER THAN 1300 HOURS. THESE CRACKS ARE SOMEWHAT COMMON ON 3000 TO 5000 HOUR AIRPLANES.

CA070530003

CESSNA

LYC  

 

CRANKSHAFT

FAILED

3/20/2007

152  

O235L2C

 

 

ENGINE

(CAN) ON THE WAY BACK TO THE AIRPORT THE ENGINE DEVELOPED ABNORMAL VIBRATIONS AND THE PILOT DECIDED TO CLIMB TO 2,400 FT, THEN THE ENGINE SUDDENLY STOPPED. THE PILOT DECIDED TO FORCE LAND ON THE AUTO ROUTE IN A WESTERLY DIRECTION. AFTER INSPECTION, IT WAS DETERMINED THAT THERE WAS NO LOSS OF OIL AND THAT THE PROP WAS UNABLE TO TURN. THE ENGINE CRANKSHAFT WAS THE CAUSE OF FAILURE. (TC NR 20070530003)

CA070316004

CESSNA

LYC  

 

CARBURETOR

OUT OF ADJUST

2/12/2007

152  

O235L2C

 

 

ENGINE

(CAN) ENGINE WAS RUNNING ROUGH, UNABLE TO ADJUST IDLE ON CARBURETOR. ENGINE WANTED TO SHUTDOWN ON APPROACH WHEN THROTTLE WAS RETARDED. (TC NR 20070316004)

2007FA0000459

CESSNA

CONT

 

BRACKET

BROKEN

4/4/2007

172F

O300*

 

04140161532

RUDDER CONTROL

DURING ANNUAL INSPECTION BRACKET (PN 04140616-1-532). FOUND BROKEN AND CRACKED IN OTHER LOCATIONS. LOCATED UNDER FLOOR CENTER SECTION AT FLIGHT CONTROL BELL CRACK. REPLACED WITH NEW PART. REQUEST INSPECTORS CHECK THIS AREA OF THE FLIGHT CONTROLS CAREFULLY DURING 100/ANNUAL INSPECTION. (K)

CA070507013

CESSNA

LYC  

BENDIX

ROTOR

FAILED

4/12/2007

172K

O320E2D

S4LN20

 

MAGNETO

(CAN) PILOT OF AC ON FLOATS DETECTED A DEAD MAGNETO ON HIS PRE-TAKEOFF INSPECTION, AND RETURNED TO THE DOCK. (TC NR 20070507013)

2007FA0000452

CESSNA

LYC  

 

PISTON

FAILED

12/12/2006

172M

O320*

 

IU478003

AIR PUMP

INSTALLED A PISTON AIR PUMP (PN IU478-003, SER NR T568A) ON AUG 25, 2005. THE PUMP DRIVE COUPLING FAILED BY 12/06 WITH LESS THAN 66 HOURS ON IT. COUPLING FAILED INTERNALLY IN PUMP, WITH PLASTIC/SILICON DEBRIS IN ENG/DRIVE INTERFACE. (K)

CA070313005

CESSNA

LYC  

 

SUPPORT

CRACKED

3/12/2007

172M

O320E2D

 

05521335

LANDING LIGHT

(CAN) THE SUPPORT WAS CRACKING AT THE MOUNTING FLANGE BEND RADII AT THE (4) AND (8) O`CLOCK POSITIONS. THE CRACKS HAD PREVIOUSLY BEEN STOPDRILLED BUT HAD CONTINUED PAST THE STOPDRILLING. SUSPECT THAT CRACKING STARTS AT SHARP/ROUGH ALUMINUM EDGES AND IS AGGRAVATED BY THE PROPELLER’S PROXIMITY CAUSING PULSATION AGAINST THE LIGHT. (TC NR 20070313005)

CA070517005

CESSNA

LYC  

 

COIL

BURNED

12/3/2006

172M

O320E2D

 

 

MAGNETO

(CAN) RT MAGNETO DEAD ON RUN-UP. (TC NR 20070517005)

CA070517006

CESSNA

LYC  

 

ENGINE

SMOKE

11/25/2006

172M

O320E2D

 

 

 

(CAN) SMOKE SEEN COMING FROM COWLS INDUCTION FIRE SUSPECTED, SHUTDOWN AND PILOT DISCHARGED FIRE EXTINGUISHER INTO COWLING. (TC NR 20070517006)

CA070514009

CESSNA

LYC  

 

GEAR

IMPROPER PART

4/26/2007

172N

O320H2AD

 

 

STARTER

(CAN) THE GEARS ON THE STARTER DID NOT MESH WITH THE RING GEAR FROM THE ENGINE CAUSING THE TEETH TO RIDE UP AND HIT THE TOP OF THE OPPOSITE GEAR. THIS CAUSED THE ENGINE AND STARTER TO LOCK UP. (TC NR 20070514009)

CA070517001

CESSNA

LYC  

 

ADAPTER

CRACKED

5/15/2007

172N

O360A4A

 

77853

ENGINE

(CAN) DURING GROUND RUN AFTER OVERHAUL, AN OIL LEAK WAS NOTICED ORIGINATING FROM THE LOWER RT ATTACH POINT OF THE OIL FILTER ADAPTER. UPON CLOSE VISUAL INSPECTION A CRACK WAS FOUND IN THE RADIUS OF THE LOWER RT FLANGE. UNIT WAS REPLACED AND LEAK CHECKED. (TC NR 20070517001)

CA070517002

CESSNA

LYC  

 

ENGINE

FAILED

4/18/2007

172P

O320D2J

 

O320D2J

 

(CAN) INTERMITTENT VIBRATION AFTER UNUSUAL FLIGHT ATTITUDES DURING TRAINING. (TC NR 20070517002)

2007FA0000481

CESSNA

LYC  

 

SPAR

DAMAGED

5/23/2007

172RG

O360F1A6

 

051212497

FUSELAGE

FOUND SMOKING RIVETS ON TOP OF FUSELAGE IN AREA OF THE REAR CENTER SECTION SPAR. REMOVED RIVETS (APPROX. EIGHT ON EACH END OF SPAR) AND FOUND RIVET HOLES SEVERELY ELONGATED. FACTORY ORIGINAL RIVETS WERE .1250 INCH DIA. AND SEVERAL HAD BEEN REPLACED IN THE FIELD WITH .1562 INCH RIVETS. ALL OF THE AFFECTED RIVET HOLES HAD BECOME OVERSIZED TO AN EXTENT THAT RENDERED THE SPAR AND OVERLAPPING FUSELAGE SKINS UNSERVICEABLE.

CA070522003

CESSNA

CONT

CONT

CAMSHAFT

SPALLED

5/7/2007

180K

O520*

IO520

653058

ENGINE

(CAN) IN REMOVING NR 1 CYLINDER TO BE CHANGED OUT THE LIFTERS WERE REMOVED TO BE BLEED DOWN, LIFTERS WERE SPAWLED. THE AME INSPECTED THE CAM AND THE EXHAUST LOBE WAS ALSO SPALLED. THE ENGINE WAS REMOVED AND PREPARED FOR SHIPMENT TO A REPAIR SHOP. UNDER FURTHER INVESTIGATION WE FOUND OTHER LOBES AND LIFTERS WITH SPALLING. OUR HYPOTHESIS IS LACK OF ENGINE USE CAUSING INTERNAL CORROSION/RUST WICH LEAD TO FAILURE (TC NRIN 20070522003)

2007FA0000491

CESSNA

LYC  

 

SERVO

BINDING

4/29/2007

182S

IO540*

 

065001790100

AILEONS

PILOT/OWNER REPORTED TO MX THAT ON APPROACH AFTER DISENGAGING AUTOPILOT, AILERONS WERE DIFFICULT TO MOVE. NO WINDS AND STABLE APPROACH MINIMIZED PROBLEM. MX NOTED AILERONS WERE EXTREMELY DIFFICULT TO MOVE, AND FURTHER MOVEMENT COULD HAVE CAUSED EVEN GREATER DIFFICULTY OR COMPLETE IMMOBILIZATION OF THE AILERONS. AILERON SERVO WAS REMOVED AND SENT OUT FOR EXCHANGE. IT WAS NOTED ON REMOVAL THE OUTPUT SHAFT SUPPORT BEARING WAS LOOSE AND BINDING.

2007FA0000492

CESSNA

LYC  

 

BELLCRANK

BROKEN

5/31/2007

182S

IO540*

 

07620382

TE FLAPS

DURING ANNUAL INSPECTION, IT WAS NOTED THAT THE (BELLCRANK ASSY) ON THE FLAP FEEDBACK LEVER, BEHIND THE INSTRUMENT PANEL, WAS BROKEN IN TWO, IT CONSIST OF A PLASTIC BLOCK WITH A SLOT IN IT WHICH MOVES THE MICROSWITCH ASSY TO ACTIVATE, OR DEACTIVATE THE FLAP DRIVE MOTOR. THE BLOCK IS ATTACHED WITH 2 RIVETS OF SOME TYPE. THE END OF THE BLOCK IS CRACKED COMPLETELY THROUGH ALLOWING SEPARATION OF THE UPPER AND LOWER HALVES. THIS ALSO STRESSED THE ATTACHING RIVETS CAUSING CRACKS, AND EXCESSIVE MOVEMENT. (PICS ARE AVAILABLE) IF PART COMPLETELY FAILED IT COULD ALLOW COMPLETE UNCOMMANDED FLAP DEPLOYMENT OR INABILITY TO RETRACT FLAPS, SUCH AS A BALKED LANDING.

2007FA0000451

CESSNA

LYC  

 

CYLINDER

SCRATCHED

3/28/2007

206H

TIO540AJ1A

 

LW19279

ENGINE

SET OF 6 CYLINDERS CAME IN WITH 2 BROKEN CONTROL RINGS. CYLINDERS HAD RING STEPS ON TOP AND BOTTOM OF CYLINDER BARRELS. CORROSION WAS PRESENT IN BARRELS FROM THE MIDDLE UP TO THE HEAD OF THE CYLINDERS. EXHAUST GUIDES WERE FAR OUT OF LIMITS AND DIFFICULT TO REMOVE RESULTING IN HAVING TO OVERSIZE 3 BOSSES TO P05 GUIDES AND THE OTHER 3 TO P10. 2 EXHAUST SEATS FELL OUT DURING THE HEAT SOAK FOR INSTALLING THE EXHAUST GUIDES. BROKEN RINGS DAMAGED 2 PISTONS WHICH HAD TO BE REMOVED FROM SERVICE. 4 OTHER PISTONS WERE DAMAGED IN THE PISTON PIN BOSSES. THE BROKEN RINGS ALSO CAUSED MODERATE SCRATCHING TO THE BARREL OF THE CYLINDERS WHICH WAS REMOVABLE BY POWER HONING. 2 CYLINDERS HAD TO BE OVERSIZED FROM THE CORROSION AND SCRATCHING DAMAGE. THIS ENGINE HAD 1023 HOURS SINCE NEW. THE OWNER BOUGHT THE PLANE WITH 531 HOURS ON IT. HE NOTED THAT AT THE TIME OF THE INCIDENT THAT THERE WAS OIL CONSUMPTION OF 1 QUART PER HOUR ON THE ENGINE AND OIL COVERED THE BELLY OF THE AIRCRAFT. HE NOTED OIL LEAKING FROM THE BREATHER LINE.

CA070320007

CESSNA

CONT

 

TUBE

CRACKED

3/16/2007

207  

IO520F

 

7008006

TIRE 

(CAN) MAINTENANCE WAS DISPATCHED AND THE WHEEL ASSEMBLY WAS REPLACED UPON INSPECTION, VALVE STEM FOUND CRACKED DUE TO EXTREME COLD. (TC NR 20070320007)

2007FA0000443

CESSNA

 

 

ROD  

FAILED

5/25/2007

208  

 

 

 

PROPELLER

RECEIVED PROPELLER FOR OVERHAUL. DURING PREFUNCTION TEST FOUND BLADE NR 1 WAS NOT LINKED TO THE PITCH CHANGE ROD. AFTER DISASSEMBLY OF PROPELLER FOUND NR 1 BLADE ACTUATING PIN PN B5072-1 DISCONNECTED FROM BLADE. ACTUATING PIN ATTACHMENT SCREWS WERE SAFETIED AND HAD ANTISABOTAGE ON THE SCREW HEADS. THE THREADS HAD BEEN PULLED OUT OF THE BLADE. THERE WAS NO OBVIOUS SIGNS OF SUDDEN STOPPAGE OR A STRIKE. ALL BLADES SHOWED SIMILAR EROSION FROM ROCK DAMAGE. BLADE TRACK WAS .0625 INCH PLUS OR MINUS AND DIAMETER WAS 106 INCHES.IAW THE RECORD, THIS WAS THE FIRST OVERHAUL EVENT. MANUFACTURE HAS REQUESTED BLADE, ACTUATING PIN AND LINK BE RETURNED TO THEM FOR EVALUATION.

CA070321006

CESSNA

PWA  

 

LATCH

LOOSE

3/20/2007

208  

PT6A114

 

S32471

LT NACELLE

(CAN) LT ENGINE UPPER COWL OPENED IN FLIGHT. AIRCRAFT LANDED WITHOUT INCIDENT. AIRCRAFT WAS FLYING THROUGH TURBULENCE WHEN THE COWL OPENED. DURING THE INSPECTION OF THE COWL, IT WAS FOUND THAT ALL 3 LATCHES WERE LOOSE. THE LATCHES WERE RE-ADJUSTED. (TC NR 20070321006)

CA070320002

CESSNA

PWA  

 

STUD

LOOSE

3/17/2007

208B

PT6A114A

 

3038589

FUEL NOZZLE

(CAN) DURING FIRST FUEL NOZZLE INSPECTION FROM OVERHAUL -9 OF 28 FUEL NOZZLE STUDS WERE REMOVED WITH NUTS ON STUDS P/N 3038589. HAVE A CODE H19 STAMPED ON THE END -DURING A PHONE CONVERSATION WITH AN EMPLOYEE AT MFG, THEY INDICATED THAT OVERSIZED STUDS WERE PROBABLY NOT USED AT THE OVERHAUL. MFG ACKNOWLEDGED THE PROBLEM, AND ARE INTERNALLY LOOKING INTO IT, AND PROVIDING THE PROPER HARDWARE TO BE INSTALLED. (TC NR 20070320002)

CA070514057

CESSNA

PWA  

 

BLADE

DAMAGED

1/13/2007

208B

PT6A114A

 

 

COMPRESSOR

(CAN) DURING DESCENT ENGINE OIL PRESSURE REDUCED ACCOMPANIED BY AN INCREASE IN INTER-TURBINE TEMPERATURE. ENGINE POWER WAS REDUCED AND A LANDING ACCOMPLISHED AT LOW POWER. SUBSEQUENT INSPECTION REVEALED COMPRESSOR TURBINE BLADE DAMAGE. MFG WILL MONITOR INVESTIGATION AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED. (TC NR 20070514057)

CA070514018

CESSNA

PWA  

 

GEARBOX

MAKING METAL

3/9/2007

208B

PT6A114A

 

 

ENGINE

(CAN) DURING CRUISE THE ENGINE EXPERIENCED AN UNCOMMANDED POWER REDUCTION ACCOMPANIED BY A NOISE AND SMOKE IN THE CABIN AIR. SUBSEQUENT INSPECTION REVEALED OIL AT THE ENGINE INLET AND METALLIC DEBRIS ON THE REDUCTION GEARBOX CHIP DETECTOR. MFG WILL MONITOR INVESTIGATION OF THE EVENT AND WILL ADVISE OF ROOT CAUSE ONCE DETERMINED. (TC NR 20070514018)

CA070514028

CESSNA

PWA  

 

TURBINE BLADES

DAMAGED

3/22/2007

208B

PT6A114A

 

 

ENGINE

(CAN) ON ENGINE SHUTDOWN FLAMES WERE SEEN EXITING THE EXHAUST. SUBSEQUENT INSPECTION REVEALED DAMAGED COMPRESSOR TURBINE BLADES. MFG WILL INVESTIGATE THE EVENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED. (TC NR 20070514028)

CA070507009

CESSNA

PWA  

 

RELIEF VALVE

MALFUNCTIONED

5/3/2007

208B

PT6A114A

 

3020958

ENGINE OIL

(CAN) IN CRUISE FLIGHT, OIL PRESSURE BEGAN TO FLUCTUATE FROM BOTTOM TO MIDDLE OF GREEN RANGE, 80 TO 90 PSI. FAULT CONFIRMED ON GROUND RUN, NOT RELATED TO INDICATION. CONSULTATION WITH ENGINE OVERHAULER, OIL PRV VALVE TO BE CHECKED. PARTS AT TOOLS DISPATCHED, THIS REPORT OPEN. (TC NR 20070507009)

2007FA0000497

CESSNA

CONT

 

CYLINDER

DAMAGED

6/7/2007

210C

IO470S

 

EC646144CN

ENGING

CYLINDER HEAD DETACHED FROM CYLINDER BARREL CAUSING INJECTOR FUEL LINE TO RUPTURE. A INFLIGHT FIRE OCCURED CAUSING DAMAGE TO WIREING, MAG.,AND OTHE ENGINE COMPONENTS.

2007FA0000455

CESSNA

CONT

 

GEARBOX

DAMAGED

5/5/2007

340A

TSIO520*

 

08940002

MLG 

GEAR MOTOR, REDUCTION GEAR BOX AND GEAR TRANSMISSION WERE REMOVED AND SENT OUT TO FOR INSPECTION. WHEN THEY OPENED GEAR REDUCTION BOX, THEY DISCOVERED THAT ONE OF THE MOUNTING BOLTS HAVE BEEN OF THE IMPROPER LENGTH CAUSING THE THREAD PATTERN. TBOLT SHOWS SLIGHT WEAR WHERE IT TOUCHED THE GEAR SYSTEM. ACCORDING TO MFG THERE WAS ONLY A SLIGHT TRANSFER TO GEAR, WHICH THEY FEEL WOULD NOT HAVE CAUSED A PROBLEM. CANNOT DETERMINE HOW LONG THIS CONDITION EXISTED. THE BOLTS LOOK TO BE OLD AND THE INTERNAL GEAR BOX SEEMS ALSO TO BE OLD. THE INSTALLATION CALLED FOR A .8750 INCH BOLT FOR THIS MOUNTING HOLE, AND REMOVED A 1 INCH BOLT. THE CORRECTIVE ACTION IS TO INSTALL THE REPAIRED GEAR BOX AND THE CORRECT MOUNTING HARDWARE. (K)

2007FA0000466

CESSNA

CONT

 

LIGHT

FIRE

2/1/2007

340A

TSIO520*

 

 

COMPASS

COMPASS LIGHT/SOCKET OVERHEATED DURING TAXI AND CAUGHT FIRE BEFORE THE CIRCUIT BREAKER TRIPPED. PILOT EXTINGUISHED FIRE WITH HANDKERCHIEF. CAUSE UNKNOWN, NO DAMAGE TO AIRCRAFT INTERIOR OR STRUCTURE. (K)

CA070507007

CESSNA

CONT

 

ADAPTER

FAILED

5/4/2007

402C

TSIO520VB

 

642085A4

NR 1 STARTER

(CAN) UNABLE TO ROTATE ENGINE DURING WALKAROUND INSPECTION PRIOR TO ENGINE START. FAULT ISOLATED TO STARTER ADAPTER ASSY. STARTER ADAPTER FAILED ONLY 9.6 HRS IN SERVICE AFTER OVERHAUL. OVERHAUL FACILITY CONTACTED. UNIT TO BE SHIPPED TO FACILITY FOR TEARDOWN INSPECTION. STARTER ADAPTER REPLACED. (TC NR 20070507007)

CA070514024

CESSNA

CONT

CONT

EXHAUST VALVE

FAILED

5/14/2007

421B

GTSIO520H

639056

637781

ENGINE

(CAN) EXHAUST VALVE HEAD SEPARATED, STRIKING THE INTAKE VALVE AND CAUSING THE INTAKE VALVE TO FAIL. THE HEAD OF THE EXHAUST VALVE LODGED INTO THE EXHAUST PORT. THE INTAKE VALVE HAD (2) PIECES SEPARATE AND ONE LODGED ITSELF INTO THE TOP OF THE NR 1 CYLINDER HEAD, THE OTHER PORTION MIGRATED TO AN ADJACENT CYLINDER. ALL CYLINDERS WILL BE REMOVED AS COMPRESSION IS LOW ON ALL. (TC NR 20070514024)

2007FA0000498

CESSNA

 

 

WINDSHIELD

BROKEN

5/27/2007

421C

 

 

 

COCKPIT

MAJOR PORTION OF RT WINDSHIELD SEPARATED FROM AIRCRAFT.

0089756

CESSNA

 

 

BLADE

CORRODED

2/3/2006

425  

 

 

94LMA4

PROPELLER

CORROSION IN BLADE SHANK, NOT REPAIRABLE.

CA070514005

CESSNA

PWA  

 

UNKNOWN

SMOKE

2/28/2007

500CESSNA

JT15D1A

 

 

CABIN

(CAN) SMOKE WAS OBSERVED IN THE CABIN AIR FOLLOWING TAKE-OFF. OXYGEN MASKS WERE DEPLOYED AND AN EMERGENCY DECLARED. THE AIRCRAFT DIVERTED TO POINT OF DEPARTURE. MFG WILL INVESTIGATE THE EVENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED. (TC NR 20070514005)

CA070427004

CESSNA

WILINT

 

STARTER GEN

FAILED

4/23/2007

525  

FJ44

 

99121252

ENGINE

(CAN) GENERATOR OUTPUT FAILURE, NO OUTPUT. (TC NR 20070427004)

2007FA0000494

CESSNA

 

 

CABLE

FRAYED

6/4/2007

550  

 

 

6565001197

AUTOPILOT

WE HAVE FOUND THE ELEVATOR CABLE AT THIS SERVO P/N 4006719-904 SHOWING EXCESSIVE WEAR ON AIRCRAFT UNDERGOING PHASE 1-4 AND ALSO PHASE 5 INSPECTIONS. THE CABLE WAS FOUND WHERE IT PASSES THROUGH AT FS. 428.50 AND IS DIFFICULT TO SEE. THIS CABLE HAD APROX. 3 STRANDS TO GO TO TOTAL FALURE. THE IPC REFERENCE FOR THE CABLE IS 22-10-00, FIGURE 1, PAGE 3, ITEM 85

B3OR2007138

CESSNA

PWA  

 

ACTUATOR

BINDING

5/18/2007

550  

JT15D4

 

556545098

ELEVATOR TRIM

FOLLOWING INSTALLATION OF A NEWLY OVERHAULED ELEVATOR TRIM TAB ACTUATOR, PARTIAL BINDING OF THE ACTUATOR OCCURRED. FURTHER INVESTIGATION REVEALED THAT THIS ACTUATOR HAD EXCESSIVELY WORN END BEARINGS ALLOWING LATERAL PLAY IN INTERNAL JACKSCREWS SUFFICIENT TO CAUSE BINDING ONCE INSTALLED. ALSO DISCOVERED THAT THE LUBRICANT IN THIS ASSEMBLY WAS GREY IN COLOR, WHICH IS CONTRARY TO THE LOW MOISTURE CONTENT GREASE (PINK OR WHITE IN COLOR) STRICTLY SPECIFIED IN THE COMPONENT MM. THIS ASSEMBLY WAS RECENTLY OVERHAULED UNDER WO NR 1059 ON 3/20/2007.

B3OR2007131

CESSNA

PWA  

 

ACTUATOR

BINDING

5/11/2007

550  

JT15D4

 

556545092

ZONE 300

A NEWLY OVERHAULED ELEVATOR TRIM TAB ACTUATOR WAS BINDING AND WOULD NOT PROVIDE ADEQUATE DEFLECTION AT THE TRIM TAB ONCE INSTALLED. FURTHER INVESTIGATION REVEALED THAT THIS ACTUATOR HAD EXCESSIVE PLAY AT THE END BEARINGS AND THAT THE PRIMARY SPROCKET PN WAS INCORRECT RELATIVE TO THE ASSEMBLY PN. THIS ASSEMBLY WAS OVERHAULED UNDER WORK ORDER NR 15356 ON 4/2/2002. THE ITEM WAS RETURNED TO THE OVERHAULING AGENCY FOR WARRANTY REPAIR.

CA070405001

CESSNA

PWA  

 

BEARING

CORRODED

4/4/2007

550  

JT15D4

 

LA7139A

THRUST REVERSER

(CAN) WATER INFILTRATED BETWEEN SLEEVE P/N LA7140 AND BEARING P/N LA7139A CAUSING PIN HOLE CORROSION IN THE BEARING JACKET, ALLOWING WATER TO COME IN CONTACT WITH THE DRIVER LINK P/N 202-0007-3 PIVOT POINT CORRODING IT BEYOND REPAIR. (TC NR 20070405001)

CA070328002

CESSNA

PWA  

 

DUCT

DEBONDED

3/12/2007

550  

JT15D4

 

651510314

CABIN AIR SYS

(CAN) COMPANY CAMPAIGN NOTICE 851-21-20-034 WAS CARRIED OUT. INSPECTION FOUND THE CLAMP PORTION OF THE BLEED AIR WELD ASSEMBLY LOOSE. THE WELD ASSEMBLY WAS REPAIRED BY COLD BONDING IAW INSTRUCTIONS RECEIVED FROM MFG CUSTOMER SUPPORT. UNIT RETURNED TO SERVICE. (TC NR 20070328002)

2007FA0000474

CESSNA

PWA  

 

IGNITION LEAD

OUT OF POSITION

5/7/2007

560CESSNA

JT15D5

 

 

LT ENGINE

WHILE DEPARTING, ENCOUNTERED A 75 PERCENT THROTTLE SPLIT WITH THE LEFT ENGINE ACHIEVING ONLY 93 PERCENT N1. A MFG PHASE B INSPECTION WAS PERFORMED ON THE AIRCRAFT ON 5/5/2007. WHILE PERFORMING THE PHASE B INSPECTION ITEM B742001, TASK 74-31-00-210 (ENGINE IGNITERS OPERATIONAL TEST), IT WAS DETERMINED THAT THE RT IGNITER LEAD ON THE LT ENGINE WAS RE-INSTALLED IN A POSITION THAT AFFECTED THE THROTTLE LINKAGE AND PREVENTED FULL TRAVEL OF THROTTLE LEVER IN THE FLIGHT DECK. FURTHER INVESTIGATION REVEALED THAT THERE IS NO REFERENCE OR PRECAUTIONS IN THE MM AS TO THE RE-INSTALLATION POSITION OF THE LEAD UPON REMOVAL AND RE-INSTALLATION OF THE IGNITER PLUG. INSTALLING THE IGNITER LEAD END TO THE IGNITER WITH A 90 DEGREE DIFFERENCE, HAS SHOWN TO AFFECT AND INTERFERE WITH THE THROTTLE LINKAGE TRAVEL. A PRECAUTIONARY NOTE OR AN ADDITIONAL TASK SHOULD BE INCORPORATED IN THEM TASK 74-31-00-211 FOR POWER LEVER TRAVEL INSPECTION/ MOVEMENT CHECK UPON COMPLETION OF THIS TACK. A RECOMMENDED CHANGE/ REQUEST IS BEING SUBMITTED TO MFG FOR THIS CRITICAL UPDATE/REVISION. (K)

CA070514016

CESSNA

PWA  

 

FUEL CONTROL

FAULTY

3/14/2007

560CESSNA

PW535A

 

8197354

ENGINE

(CAN) DURING DESCENT, THE ENGINE WAS FOUND NOT TO RESPOND TO THROTTLE INPUT, ACCOMPANIED BY A FUEL BOOST PRESSURE WARNING INDICTATION. THE ENGINE WAS SHUTDOWN IN FLIGHT. SUBSEQUENT INSPECTION REVEALED A FAULTY MECHANICAL FUEL CONTROL UNIT. (TC NR 20070514016)

CA070314012

CESSNA

PWC  

 

ENGINE

OIL CONSUMPTION

2/13/2007

560CESSNA

PW545B

 

PW545B

 

(CAN) THE ENGINE LOW-OIL-PRESSURE WARNING ACTIVATED IN FLIGHT. SUBSEQUENT INVESTIGATION REVEALED HIGH OIL CONSUMPTION. MFG WILL INVESTIGATE THE EVENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED. (TC NR 20070314012)

CA070514013

CESSNA

PWA  

 

ENGINE

LOW PRESSURE

3/9/2007

560XL

PW545A

 

 

 

(CAN) THE ENGINE EXPERIENCED AN LOSS OF OIL PRESSURE DURING CRUISE AND WAS REMOVED FROM SERVICE FOR FURTHER INVESTIGATION. MFG WILL INVESTIGATE AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED. (TC NR 20070514013)

CA070514003

CESSNA

PWA  

 

SEAL

LEAKING

3/1/2007

560XL

PW545A

 

 

ENGINE OIL SYS

(CAN) ENGINE OIL PRESSURE WAS SEEN TO FLUCTUATE IN CLIMB AND DURING CRUISE THE LOW OIL PRESSURE WARNING ACTIVATED. THE ENGINE WAS SHUTDOWN IN FLIGHT. SUBSEQUENT INSPECTION REVEALED A LEAKING ACCESSORY GEARBOX LIP SEAL. (TC NR 20070514003)

CA070514021

CESSNA

PWA  

 

ENGINE

LOW PRESSURE

3/18/2007

560XL

PW545A

 

 

 

(CAN) THE ENGINE EXPERIENCED AN INCREASE IN OIL PRESSURE AND TEMPERATURE AND WAS SHUTDOWN IN FLIGHT. SUBSEQUENT INSPECTION REVEALED METALLIC DEBRIS IN THE ENGINE OIL. MFG WILL INVESTIGATE THE EVENT AND WILL ADVISE OF ROOT CAUSE ONCE ESTABLISHED. (TC NR 20070514021)

CA070528003

CESSNA

CONT

MCAULY

HUB  

CRACKED

3/19/2007

A185E

IO520D

D2A34C58

4716 

PROPELLER

(CAN) PROPELLER RECEIVED FOR OVERHAUL AT 10 YEARS CALENDAR TIME, FOUND HUB THREADS CRACKED, FOUND ONE BLADE THREAD CRACKED, FOUND ONE BLADE RETENTION NUT CRACKED. FAA AD 91-15-04 APPLIED TO THIS PROPELLER FOR INITIAL INSPECTION AND MODIFICATION WHICH HAD BEEN ACCOMPLISHED (TC NR 20070528003)

CA070528006

CESSNA

CONT

MCAULY

BLADE

CRACKED

3/1/2007

A185E

IO520D

D2A34C58

S90AT4

PROPELLER

(CAN) PROPELLER RECEIVED FOR OVERHAUL AT 10 YEARS CALENDAR TIME, AT THAT TIME THE PROPELLER HAD BEEN INSPECTED PER AIRWORTHINESS MANUAL PART VI APPENDIX C (4). THE LAST OVERHAUL COMPLETED WAS OCTOBER 1991. FOUND BOTH BLADE THREADS CRACKED. FAA AD 91-15-04 APPLIED TO THIS PROPELLER FOR INITIAL INSPECTION AND MODIFICATION WHICH HAD BEEN ACCOMPLISHED. (TC NR 20070528006)

CA070515005

CESSNA

CONT

 

HUB  

CRACKED

5/3/2007

A185F

IO520*

 

D2A34C580

PROPELLER

(CAN) EDDY CURRENT DETECTED INDICATION BEYOND ALLOWABLE LIMITS ON HUB SOCKET NR 1, 2 TO 3 THREADS DOWN. (TC NR 20070515005)

CA070528005

CESSNA

CONT

MCAULY

HUB  

CRACKED

3/19/2007

A185F

IO520D

D2A34C58

4716 

PROPELLER

(CAN) PROPELLER RECEIVED FOR OVERHAUL AT 10 YEARS CALENDAR TIME, AT THAT TIME THE PROPELLER HAD BEEN INSPECTED IAW AIRWORTHINESS MANUAL PART VI APPENDIX C (4). THE LAST OVERHAUL COMPLETED WAS JUNE 1987. THE PROPELLER HAD EXCEEDED THE MFG HARD TIME OF 1,500 HOURS BETWEEN OVERHAULS. FOUND HUB THREADS CRACKED. FAA AD 91-15-04 APPLIED TO THIS PROPELLER FOR INITIAL INSPECTION AND MODIFICATION WHICH HAD BEEN ACCOMPLISHED. (TC NR 20070528005)

CA070529006

CESSNA

CONT

CONT

CONNECTING ROD

DESTROYED

5/7/2007

A185F

IO520D

IO520D

646778

ENGINE

(CAN) DURING FLIGHT, THE ENGINE BEGAN TO RUN ROUGH. THE AIRCRAFT MADE AN UNSHEDULED LANDING FOR INSPECTION. THE CRANKCASE WAS FOUND CRACKED AT THE NR 2 CYLINDER. THE ENGINE WAS REMOVED FROM THE AIRCRAFT. (TC NR 20070529006)

2006FA0001056

CESSNA

LYC  

 

PIN  

BROKEN

10/22/2006

R182

O540*

 

 

ACTUATOR

LOCKDOWN PINS BROKE AT GROOVE FOR ROLL PINS. THIS ALLOWED THE PINS TO MOVE OUT OF ACTUATOR BEARING END AND JAM THE ACTUATOR. IN THE UNLOCKED POSITION, SEB95-20 ACTUATOR DOWNLOCK PIN. INSPECTION SAYS TO CHECK FOR LOOSE PINS. THESE PINS WERE NOT LOOSE IN THE END BEARING UNTIL THE PART WAS THOROUGHLY CLEANED. THERE ARE INDICATIONS THAT THE PINS WERE MOVING BUT COULD NOT BE MOVED. THE NEW ASSEMBLIES USE A PIN THROUGH THE PINS INSTEAD OF A GROVE CUT IN THE CIRCUMFERENCE OF THE LOCKDOWN PIN. SUGGEST THAT ANY ACTUATORS THAT ARE STILL OUT THERE BE REMOVED AND CLEANED TO DETERMINE THAT THE PINS ARE BROKEN OR LOOSE. (K)

RUAGACC61007

CESSNA

CONT

 

SPRING

FAILED

6/10/2007

T188C

TSIO520*

 

16410077

LT MLG

AIRCRAFT ACCIDENT. LT MLG (SPRING) FAILED DURING TAKEOFF ATTEMPT, APPROXIMATELY 6 INCHES ABOVE AXLE. NO EVIDENCE OF PREVIOUS FRACTURE (CRACK) COULD BE DETECTED. LT WING BUCKLED AND AIRCRAFT NOSED OVER. SUBSTANTIAL DAMAGE, NO INJURIES.

CA070511008

CESSNA

CONT

CONT

CRANKCASE

CRACKED

5/2/2007

T303

TSIO520AE

TSIO520AE3B

 

ENGINE

(CAN) SUDDEN DROP OF OIL PRESSURE DURING FLIGHT TO THE BOTTOM OF THE GREEN ON OIL PRESSURE GAUGE. CONTINUED FLIGHT WITH SAFE LANDING. CRACK NOT FOUND BY NDT. BOTTOM END REBEARINGED, BUT ENGINE OIL PRESSURE WOULD DROP ONCE WARMED UP (POST REPAIR). FURTHER NDT BY RTD QUALITY SERVICES FOUND POSITIVE CRACK INDICATION AT ROOF OF OIL PICKUP PASSAGE WHERE THE OIL PICKUP TUBE CONNECTS TO THE SOCKET MACHINED INTO THE CRANKCASE. NDT TECHNICIAN MENTIONED A CASTING FLAW SEEMED TO BE THE CAUSE. RTD MDT REPORT SUBMITTED AS SUPPORTING DOCUMENTATION TO THIS SDR. (TC NR 20070511008)

2007FA0000534

CESSNA

 

 

HUB  

FAILED

6/19/2007

U206F

 

 

D30257

WHEEL

WHEEL-BROKE AT CENTER, CASTING FAILED AT BOLT HOLES-8:00X6 TIRES AND TUBES 190-200" NRS AT CAP SCREWS INSTALLED 7-23-03 TACH 1709 CURRENT TACH 2052.

CA070327010

CESSNA

CONT

 

CONTROL CABLE

CUT  

2/8/2007

U206F

IO550F

 

1260505406

ELEVATOR

(CAN) A SCREW FROM THE AVIONIC EQUIPMENT LOOSENED, FELL AND LODGED BETWEEN THE PULLEY AND CABLE FOR THE ELEVATOR FLIGHT CONTROL. WITH TIME, THE CABLE WAS DAMAGED AS IT ROLLED OVER THE SCREW. (TC NR 20070327010)

CA070327004

CESSNA

CONT

 

ALTERNATOR

FAILED

8/12/2006

U206G

IO520F

 

DOFF300JR

ENGINE

(CAN) BURNING ELECTRICAL SMELL IN COCKPIT, LOSS OF CHARGING SYSTEM. (TC NR20070327004)

2007FA0000454

CIRRUS

CONT

 

BRUSHES

WORN

5/1/2007

SR20

IO360ES

 

 

MAGNETO

THIS MAGNETO WAS MISFIRING, AND APPEARS TO HAVE CAUSED DETONATION IN THE NR 5 CYLINDER. PISTON MATERIAL WAS FOUND IN THE OIL FILTER AND OIL COOLER. ENGINE HAD TO BE REMOVED, INSPECTED, AND REPAIRED DUE TO THE DETONATION. THE MAGNETO WAS FOUND TO HAVE A SEVERELY WORN BRUSH (K3215), THE BRUSH BLOCK WAS MELTED (K3823), THE COIL WAS BURNED CLOSE TO THE BRUSH CONTACT POINT (K3975), AND THE POINTS WERE BADLY BURNED (M3081). THIS IS THE (3RD) OCCURRENCE FOUND WITH THIS SAME PROBLEM. (K)

2007FA0000477

CIRRUS

 

 

BUNGEE

MISRIGGED

5/7/2007

SR22

 

 

 

RUDDER

DURING INSPECTION FOUND RUDDER AILERON INTERCONNECT BUNGEE MISRIGGED AND INTERTFERING WITH THE AILERON CONTROLS. THERE IS NO EVIDENCE THAT THIS AIRCRAFT HAS HAD ANY MAINTENANCE TO THIS SYSTEM SINCE LEAVING THE FACTORY. ANOTHER AIRCRAFT WITH THIS CONDITION HAD THE CONTROL SYSTEM JAM WITH FULL OPPOSITE RUDDER AND AILERON. IT APPEARS THAT THIS CONDITION IS CAUSED BY IMPROPER RIGGING OF THE INTERCONNECT SYSTEM AT THE FACTORY.

2007FA0000476

CIRRUS

CONT

 

AIR FILTER

DEBONDED

5/4/2007

SR22

IO550N

 

BA24 

ENGINE INTAKE

APPEARS THAT THE FOAM AIR FILTER ELEMENT, THAT IS CYLINDER SHAPED AND BONDED TOGETHER, DID NOT HAVE SUFFICIENT GLUEUU OR CAME UNBONDED AND WAS ALLOWING UNFILTERED AIR TO ENTER THE ENGINE INTAKE.

2007FA0000516

CIRRUS

CONT

 

HINGE

CORRODED

6/12/2007

SR22

IO550N

 

13431004

FLAP 

FLAP HINGE ASSEMBLY HAS INTERGRANULAR CORROSION ON THE FORWARD EDGE OF THE HINGE JUST BELOW THE BOTTOM WING SKIN ABOVE THE HINGE FAIRING.

2007FA0000517

CIRRUS

CONT

 

HINGE

CORRODED

6/12/2007

SR22

IO550N

 

13432002

FLAP 

FLAP HINGE ASSEMBLY HAS INTERGRANULAR CORROSION ON THE FORWARD EDGE OF THE HINGE JUST BELOW THE BOTTOM WING SKIN ABOVE THE HINGE FAIRING.

CA070321012

CNDAIR

PWA  

 

SKIN

CRACKED

3/21/2007

CL2151A10

CWASP

 

 

FS 388

(CAN) DURING A REGULAR SCHEDULED MAINTENANCE B-CHECK, THE MAINTENANCE GUIDE CHECKLIST CALLED FOR A VISUAL INSPECTION IN ZONE 330/340 FUSELAGE TO WING AREA, BS 388-434. A SMALL 1 INCH CRACK WAS FOUND STEMMING FROM UNDERNEATH THE SHEAR PLATE AT BS 388. AFTER REMOVAL OF THE PRC, PAINT STRIPPING, AND COMPLETING A LIQUID DYE PENETRANT INSPECTION, (2) CRACKS AT STA 388 BETWEEN WL216 AND WL210 WERE IDENTIFIED. ONE CRACK WAS APPROXIMATELY 3.5 INCH AND THE OTHER APPROXIMATELY 0.5 INCH. PICTURES AND INFORMATION SENT TO THE MFG FOR DIRECTION TO COMPLETE THIS REPAIR. (TC NR 20070321012)

CA070502003

CNDAIR

 

 

FUEL TANK

LEAKING

5/2/2007

CL2156B11215

 

 

K215T6400212

 

(CAN) TESTED BEFORE INSTALLATION, THE NEW TANK HAS BEEN FOUND LEAKING BY ONE OF THE PROBE ATTACHMENT PATCH INSTALLATION. THE NEW TANK HAS BEEN REJECTED. (TC NR 20070502003)

CA070502001

CNDAIR

 

 

FUEL TANK

LEAKING

5/2/2007

CL2156B11215

 

 

K215T6400212

 

(CAN) TESTED BEFORE INSTALLATION, THE NEW TANK HAS BEEN FOUND LEAKING BY ONE OF PROBE ATTACHMENT. THE PROBE ATTACHMENT NUT HAS BEEN REPLACED, RETIGHTENED AND TANK INSTALLED IN A/C. (TC NR 20070502001)

CA070525001

CNDAIR

PWA  

 

ACTUATOR

FAILED

5/25/2007

CL2156B11215

PW123

2158500116

2158500116

LANDING GEAR

(CAN) THE NEWLY OVERHAULED ACTUATOR FAIL THE FUNCTIONAL CHECK AFTER INSTALLATION, IT DOESN’T STAY LOCKED WITH HYDRAULIC PRESSURE REMOVED. (TC NR 20070525001)

CA070523003

CNDAIR

PWA  

 

UNKNOWN

CRACKED

5/23/2007

CL2156B11215

PW123

21564075

 

FUEL SYSTEM

(CAN) LEAK AT (3) LOWER CORNERS NEAR INTERCONNECTS. DROPS 9180 (TC NR 20070523003)

CA070523005

CNDAIR

PWA  

 

FLUID

LEAKING

5/23/2007

CL2156B11215

PW123

215640022

215640022

FULE SYSTEM

(CAN) LEAK AT LOWER CORNERS NEAR INTERCONNECTS. (TC NR 20070523005)

CA070524004

CNDAIR

GE  

 

SENSOR

CORRODED

5/23/2007

CL600*

CF34*

 

10100199

NR 1 BRAKE

(CAN) DURING CRUISE CREW RECEIVED BRAKE OVERHEAT WARNING , LT OUTER BTMS SHOWING INCREASING BRAKE TEMP UP TO 20 UNITS, THEN STARTED TO DECREASE. AIRCRAFT DESCENDED TO LOWER ALTITUDE AND SPEED SLOWED. BRAKE TEMP STARTED TO RISE TO 18 UNITS. GEAR EXTENDED, BRAKE TEMPS RETURNED TO NORMAL GREEN INDICATION. RETURNED TO ORIGINATING AIRPORT, NORMAL LANDING. MAINTENANCE FOUND NR 1 BRAKE TEMP SENSOR HAD CORRODED PINS. BRAKE TEMP SENSOR REPLACED. AIRCRAFT RETURNED TO SERVICE. (NOTE: PART IS AN EXPENDABLE AND SYSTEM DOES NOT TRACK COMPONENT TIME. TIMES PROVIDED ARE AIRCRAFT TOTAL TIME.) (TC NR 20070524004)

CA070427003

CNDAIR

GE  

 

CONNECTOR

SHORTED

4/25/2007

CL600*

CF34*

 

B080201500398S

THRUST REVERSER

(CAN) ON GROUND, EICAS SHOWED (PROX SYS FAULT 2). MAINTENANCE INSPECTION FOUND PYLON CONNECTOR WITH INTERNAL SHORT, INDICATING FAILURE OF THRUST REV PROX SENSOR. CONNECTOR P/N B0802015-003-98SA (REF: WIRING MANUAL 71-50-01 J508) REPLACED, SYSTEM FUNCTION TEST NORMAL, AIRCRAFT RETURNED TO SERVICE (TC NR 20070427003)

CA070320010

CNDAIR

GE  

 

RADOME

BURNED

3/14/2007

CL600*

CF34*

 

CL6002D15

FUSELAGE

(CAN) DURING CRUISE AIRCRAFT STRUCK BY LIGHTENING. MAINTENANCE INSPECTION FOUND SCORCH MARKS ON RADOME, ALONG CENTER EDGES OF NLG DOORS, AND ALONG FORWARD FUSELAGE UP TO WING ROOT FAIRINGS. ALSO MINOR BURN MARK ON RT WINGLET TIP. NO DAMAGE TO ANY STATIC DISCHARGE WICKS. ADF WILL NOT POINT, ADF LOOP ANTENNA REPLACED. FUSELAGE BURN MARKS REPAIRED IAW MFG INSTRUCTIONS. WINGLET DAMAGE ALLOWABLE AS IAW MFG REO. AIRCRAFT RETURNED TO SERVICE. (TC NR 20070320010)

CA070323003

CNDAIR

GE  

 

CARBON SEAL

MISSING

3/21/2007

CL600*

CF34*

 

4115T43PO3

NR 1 ENGINE

(CAN) AFTER DEPARTURE AND CLIMBING THOUGH 16,000 FT, CREW RECEIVED (OIL LEVEL LOW) MESSAGE FOR NR 1 ENGINE. QUANTITY WAS 50 PERCENT AND DROPPING. AFTER DISCUSSION WITH MAINTENANCE ELECTED TO RETURN TO BASE. ANNOUNCED TO PASSENGERS THAT THEY WERE RETURNING DUE TO OIL QUANTITY INDICATION. JUST PAST THE OUTER MARKER CREW RECEIVED RED OIL LEVEL WARNING AND SHUTDOWN NR 1 ENGINE. NO EMERGENCY WAS DECLARED AS THEY WERE SO CLOSE TO LANDING AT THIS POINT. DID A FLAP 20 LANDING WITHOUT INCIDENT AND ADVISED PASSENGERS THAT THEY DID HAVE TO SHUTDOWN ENGINE DUE OIL LEVEL. NO ADVERSE PASSENGER REACTION. FDR READOUT WAS TAKEN AND NO HEAVY LANDING INSPECTION WAS REQUIRED. EARLIER THAT DAY THE NR 1 EDP HYDRAULIC PUMP HAD BEEN REPLACED TO CLEAR A PREVIOUS MEL WHERE THE PUMP HAD A BLANKING PLATE INSTALLED AND WAS DEFERRED TWO DAYS PREVIOUSLY. UPON REMOVAL OF THE PUMP IT WAS DISCOVERED BY MAINTENANCE THAT THE AGB CARBON SEAL WAS MISSING. WHEN THE BLANKING PLATE WAS REMOVED EARLIER THAT DAY THE CARBON SEAL WAS REMOVED ACCIDENTALLY AND NEVER RE-INSTALLED CAUSING THE LEAK AND IN-FLIGHT SHUTDOWN. THE CARBON SEAL WAS REPLACED AND GROUND RUNS AND LEAK CHECKS WERE CARRIED OUT AND THE AIRCRAFT WAS CHECKED SERVICEABLE. THE CURRENT A/C HOURS IS 5302:59 AND CYCLES ARE 2346. (TC NR 20070323003)

CA070322004

CNDAIR

GE  

 

CONNECTOR

DAMAGED

3/21/2007

CL600*

CF348C1

 

 

THRUST REVERSER

(CAN) ENROUTE, CREW RECEIVED RED THRUST REVERSER ICON IN THEIR N1 GAUGE. AFTER DISCUSSIONS WITH MAINTENANCE AND DISPATCH, ELECTED TO DIVERT FOR MAINTENANCE TO LOCK OUT THE THRUST REVERSER. LANDED WITHOUT INCIDENT AND MAINTENANCE CARRIED OUT THE PROCEDURE. RT THRUST REVERSER LOCKED OUT. MEL 78-30-01 APPLIED WILL PROVIDE MORE INFORMATION WHEN IT BECOMES AVAILABLE CORRECTIVE ACTION, DATED 29 MARCH 2007: WITH THE SUPPORT OF MFG WE HAVE CONCLUDED THAT THE CAUSE OF THE INDICATION PROBLEMS IS RELATED TO A PYLON CONNECTOR THAT IS BEING CONTAMINATED WITH MOISTURE. THE IMMEDIATE SHORT TERM FIX IS TO APPLY A WATER RESISTANCE FILLER TO THE BACK OF THE CONNECTOR TO PREVENT WATER INGRESS. THE LONG TERM FIX IS TO REPLACE THE CONNECTOR WITH A NEW WATER TIGHT CONNECTOR. MFG IS WORKING WITH A COMPANY ON THE DESIGN OF THE NEW CONNECTOR AND ONCE AVAILABLE A REPLACEMENT PROGRAM WILL REMOVE ALL THE EXISTING CONNECTORS AND REPLACE WITH THE NEW CONNECTORS. (TC NR 20070322004)

CA070320005

CNDAIR

GE  

 

THRUST REVERSER

UNKNOWN

3/19/2007

CL600*

CF348C1

 

 

 

(CAN) AFTER TAKEOFF AND CLIMBING THROUGH 25000 FEET, CREW RECEIVED RED THRUSTER REVERSER ICON IN THEIR N1 GAUGE. SHORTLY THEREAFTER CREW RECEIVED REVERSER STATUS MESSAGE. AFTER DISCUSSION WITH MTC, ELECTED TO RETURN TO DEPARTURE TO LOCK OUT THRUST REVERSER. THRUST REVERSER DEFERRED IAW MEL 78-30-01 WILL PROVIDE MORE INFORMATION WHEN IT BECOMES AVAILABLE. WITH THE SUPPORT OF MFG WE HAVE CONCLUDED THAT THE CAUSE OF THE INDICATION PROBLEMS IS RELATED TO A PYLON CONNECTOR THAT IS BEING CONTAMINATED WITH MOISTURE. THE IMMEDIATE SHORT TERM FIX IS TO APPLY A WATER RESISTANCE FILLER TO THE BACK OF THE CONNECTOR TO PREVENT WATER INGRESS. THE LONG TERM FIX IS TO REPLACE THE CONNECTOR WITH A NEW WATER TIGHT CONNECTOR. MFG IS WORKING WITH A COMPANY ON THE DESIGN OF THE NEW CONNECTOR AND ONCE AVAILABLE A REPLACEMENT PROGRAM WILL REMOVE ALL THE EXISTING CONNECTORS AND REPLACE WITH THE NEW CONNECTORS. (TC NR 20070320005)

CA070320003

CNDAIR

 

 

MANIFOLD

SPLIT  

3/17/2007

CL6002B19

 

 

X8905

CABIN AIR

(CAN) A/C IS UNDERGOING MODIFICATION TO FREIGHTER CONFIGURATION,AND WAS BEING TEST FLOWN FOR COLLECTING CABIN VENTILATION SYSTEM PRESSURES, UNDER VARIOUS OPERATIONAL CONDITIONS.THE A/C WAS CONFIGURED FOR THE TEST; SPECIFICALLY (2) TEST PORTS WERE FITTED TO THE A/C VENTILATION SYSTEM DUCTING TO MEASURE DUCT PRESSURE IN FLIGHT. THE DUCT PRESSURES WERE MEASURED SUCCESSFULLY UNDER SEVERAL OPERATING CONDITIONS, BUT IT WAS NOTED THAT THE DISTRIBUTION MAIN FEED MANIFOLD WOULD NOT WITHSTAND THE PRESSURE FROM THE PACK FLOW, WITH MAX CLIMB POWER APPLIED. THE FLIGHT WAS CONCLUDED AND THE A/C RETURNED UNEVENTFULLY. UPON INSPECTION OF THE SYSTEM,THE THE MAINFEED MANIFOLD WAS FOUND TO HAVE A SPLIT AT ONE OF THE JOINTS. (TC NR 20070320003)

CA070315002

CNDAIR

GE  

 

SOCKET

BURNED

3/13/2007

CL6002B19

CF343A1

 

BB100200258

CABIN LIGHTS

(CAN) REF LOG PAGE NR 593976. F/A REPORTS ELECTRICAL SMELL IN FORWARD CABIN, AROUND ROW 2 AND 3. 4FD SIDEWALL LIGHT HOLDER FOUND AT FAULT, CBP2 C/B S5 OPENED AND SECURED. SIDEWALL LIGHT INOP, DEFERRED IAW MEL 33-21-01 CAT (C). SOCKET ASSY P/N BB1-0020-02-58 (TC NR 20070315002)

CA070321005

CNDAIR

GE  

 

WIRE

BURNED

2/28/2007

CL6002B19

CF343A1

 

PA204D8

COCKPIT

(CAN) AFTER LANDING ELECTRICAL SHORT/ARCING BEHIND CAPTAINS SEAT IN CIRCUIT BREAKER PANEL. SOME SMOKE OBSERVED. AC TAXIED CLEAR OF ACTIVE RUNWAY. SMOKE AND SPARKS STOPPED, AIRCRAFT TAXIED TO RAMP, PRIOR TO ARRIVAL AT GATE SPARKS RE-OCCURRED. AIRCRAFT STOPPED AND DEPLANED. MAINTENANCE INSPECTION FOUND BUSS FEEDER JUMPER WIRE DISCONNECTED AND HAD MADE CONTACT WITH BULKHEAD BEHIND CB PANEL. ARCING DAMAGE BURNED THROUGH STRINGER AND BULKHEAD SKIN. BULKHEAD BURN THROUGH APPROX 1 INCH BY .5 INCH . (2) FEEDER WIRES BURNED INSULATION. FEEDER WIRES PA204D8 AND PA204E8 REPLACED. WIRE PA204C8 CONNECTION FOUND LOOSE AT CB 1-H2, ALL SCREWS ON BUS BAR H FROM H2 TO H13 FOUND NOT TIGHT. SB601R-34-096 (PROVISIONAL GPS INSTALLATION) AND SB601R-34-116 (EGWPS) HAD RECENTLY BEEN ACCOMPLISHED (TC 20070321005)

CA070531002

CNDAIR

GE  

 

ENGINE

VIBRATION

5/24/2007

CL6002B19

CF343A1

 

CF343A1

RIGHT

(CAN) AIRCRAFT (FLT 4344) WAS ENROUTE WHEN CREW EXPERIENCED AN UNCONTROLLABLE VIBRATION FROM THE RT ENGINE. THE ENGINE WAS SHUTDOWN IN FLIGHT. THE AIRCRAFT WAS DIVERTED AND LANDED AT TRI. IT WAS REPORTED BY THE CREW (TO MAINT CONTROL) THAT THE RT THROTTLE WAS BINDING NEAR FLIGHT IDLE BUT THEY WERE ABLE TO PERFORM A SHUTDOWN. IN ADDITION, IT WAS REPORTED THAT PARTS OF THE COWL/NACELLE HAVE DEPARTED THE AIRCRAFT. (TC NR 20070531002)

CA070505001

CNDAIR

GE  

 

WINDOW

CRACKED

5/1/2007

CL6002B19

CF343A1

 

NP1393225

COCKPIT

(CAN) THE CAPTAIN`S SIDE WINDSCREEN OUTER PANE CRACKED. THE FLIGHT WAS AT 34000FT, WHEN THE INCIDENT OCCURRED, THEN THEY DESCENDED AND DAWNED THEIR OXYGEN MASKS AS A PRECAUTION. THERE WAS NO PRESSURE LOSS AND NO EMERGENCY DECLARED. MAINTENANCE INSPECTED THE AIRCRAFT AFTER LANDING AND REPLACED THE CRACKED WINDOW. (TC NR 20070505001)

CA070520001

CNDAIR

GE  

 

LANDING GEAR

COLLAPSED

5/20/2007

CL6002B19

CF343A1

 

 

 

(CAN) UPON ARRIVAL CREW HAD A SUSPECTED HARD LANDING, STAB TRIM AURAL WARNING CLACKER SOUNDED AND BOTH MAIN GEAR COLLAPSED. THERE WAS MAJOR STRUCTURAL DAMAGE AND PRELIMINARY REVIEW OF PICTURES SHOWS EXCESSIVE ENGINE BLADE DAMAGE DUE TO DEBIS INGESTION, FURTHER UPDATE TO FOLLOW. TSB HAS PULLED THE FDR AND CVR. PRESENTLY INVESTIGATION IS UNDERWAY AND WILL UPDATE FURTHER WHEN COMPLETE. (TC NR 20070520001)

CA070521001

CNDAIR

GE  

 

LANDING GEAR

COLLAPSED

5/20/2007

CL6002B19

CF343A1

 

 

 

(CAN) UPON ARRIVAL, CREW HAD A SUSPECTED HARD LANDING. STAB TRIM AURAL WARNING CLACKER SOUNDED AND BOTH MAIN GEAR COLLAPSED. THERE WAS MAJOR STRUCTURAL DAMAGE AND A PRELIMINARY REVIEW OF THE PICTURES SHOWS EXCESSIVE ENGINE BLADE DAMAGE DUE TO DEBRIS INGESTION. THE FDR AND CVR HAVE BEEN PULLED BY TSB AND AN INVESTIGATION IS UNDERWAY. NO PICTURES AVAILABLE TO THE FSR AS OF YET. (TC NR 20070521001)

CA070518006

CNDAIR

GE  

 

PSEU

MALFUNCTIONED

5/16/2007

CL6002B19

CF343A1

 

864808

LANDING GEAR

(CAN) IN CRUISE FLIGHT CREW RECEIVED PROX SYS CHAN FAULT CAUTION MESSAGE AS WELL AS (3) RED GEAR INDICATIONS, IAW AFM HAD TO PERFORM ALTERNATE EXTENSION, FLIGHT LANDED WITHOUT INCIDENT. AFTER MAINTENANCE TROUBLESHOOTING THE MDC IS POINTED TOWARDS THE PSEU ITSELF. THE PSEU WAS REPLACED AND FUNCTION TESTS WERE CARRIED OUT AND GEAR SWINGS AND THE AIRCRAFT WAS RETURNED TO SERVICE. PRESENT AC HRS:24426:01 AND CYCLES: 20077 (TC NR 20070518006)

CA070506002

CNDAIR

GE  

 

NOSE COWL

DAMAGED

5/5/2007

CL6002B19

CF343A1

 

22850020113

RT ENGINE

(CAN) DURING A SCHEDULED MAINTENANCE CHECK, AFTER FAN COWL RT REMOVAL, STRUCTURAL DAMAGE WAS OBSERVED ON THE INLET COWL BY THE CAPPED 14TH STAGE BLEED AIR DUCT. DAMAGE WAS OBSERVED ON THE REMOVED FAN COWL, SAME AREA, AS WELL. MAINTENANCE PROCEED TO REPLACE THE FAN COWL AND THE INLET COWL. AIRFRAME HOURS=26110:41. CYCLES= 21307. (TC NR 20070506002)

CA070511011

CNDAIR

GE  

 

HANDLE

CRACKED

5/2/2007

CL6002B19

CF343B1

 

601R317621

PAX DOOR

(CAN) DURING ROUTINE MAIN CABIN DOOR INSPECTION FOUND MAIN CABIN PHASE IV DOOR HANDLE WITH (2) CRACKS. DOOR HANDLE REPLACED. AIRCRAFT RETURNED TO SERVICE (TC NR 20070511011)

CA070521002

CNDAIR

GE  

 

CONTROL UNIT

MALFUNCTIONED

5/14/2007

CL6002B19

CF343B1

 

70609

HORIZ STAB

(CAN) THERE WAS A STAB TRIM RUNAWAY EVENT THAT OCCURRED. AN EMERGENCY WAS DECLARED AND A RETURN TO BASE. FURTHER AC DAMAGE AFTER SUCCESSFUL LANDING. BASED ON THE ATTACHED CREW REPORT, IT WAS A STAB TRIM RUNAWAY NOSE DOWN EVENT. PLEASE NOTE THAT A DFDR DOWNLOAD WAS CARRIED OUT ON THIS AC AND A COPY OF THIS DOWNLOAD WILL BE SENT TO THE APPROPRIATE PEOPLE WITHIN MFG AS SOON AS IT BECOMES AVAILABLE TO ME. THE NTSB ADVISED THAT THE FAA HAS REPORTED THIS AIRCRAFT DECLARED AN EMERGENCY DUE TO A STABILIZER TRIM PROBLEM. THE AIRCRAFT WAS ON A SCHEDULED FLIGHT WHEN THE STAB TRIM RUNAWAY FAULT OCCURRED. THE NTSB ALSO REPORTED THAT THE CREW FOLLOWED THE QRH PROCEDURES AND AIRCRAFT REACHED A NOSE-DOWN ATTITUDE BY THE TIME THE CIRCUIT BREAKERS WERE PULLED. THE AIRCRAFT LANDED WITHOUT FURTHER INCIDENT. THE MAINTENANCE CREW REPLACED THE HSTCU P/N 7060-9 WITH P/N 7060-10 AND DOWNLOADED THE FLIGHT DATA FROM THE FDR AS REQUESTED BY MFG. THE NTSB REQUESTED THAT THE REMOVED HSTCU (P/N 70609) BE SENT FOR FURTHER INVESTIGATION AND IT IS EXPECTED THAT THE FAA WILL BE PRESENT. MFG WILL ANALYZE THE FDR DATA AS SOON AS IT BECOMES AVAILABLE. (TC NR 20070521002)

CA070509004

CNDAIR

GE  

 

COWLING

SEPARATED

5/3/2007

CL6002B19

CF343B1

 

2285008114

NR 1 ENGINE

(CAN) ON DESCENT, THROUGH FL280, CREW FELT SLIGHT VIBRATION TO THE AIRCRAFT. FIRST OFFICER (FO) FELT A SLIGHT SHUDDER IN THE CABIN. ON ARRIVAL, IT WAS FOUND NR 1 LOWER ENGINE COWL HAD SEPARATED FROM THE AIRCRAFT. UPON MAINTENANCE INITIAL INSPECTION, IT WAS NOTED THAT 75 PERCENT OF THE CAMLOC FASTENERS THAT HOLD THE COWL WERE STILL INSTALLED IN THE COWL RETAINERS. THE COWL SEPARATION CAUSED DAMAGE TO THE UPPER ACCESS NOSE COWL, NOSE COWL, LOWER TORQUE BOX, LOWER OB T/R CASCADE, AND SOME T/R PDU LINES. (2) RETAINERS WERE REPLACED, THE LOWER CASCADE VANE WAS REPLACED, P2 SENSE LINE WAS REPLACED AND THE UPPER AND LOWER COWLS WERE REPLACED. THE A/C WAS THEN FERRIED FOR FULL INSPECTION AND REPAIR. AFTER FURTHER INSPECTION, IT WAS NOTED THAT THE SIDE NOSE COWL FIXED FAIRING WAS ALSO DAMAGED. THE NR 1 ENGINE WAS REMOVED AND THE SIDE NOSE COWL FIXED FAIRING WAS REPLACED AND THE INLET COWL TO THE ENGINE WAS REPLACED. THE NR 1 ENGINE WAS RE-INSTALLED AND FUNCTION CHECKS WERE C/O AND THE AIRCRAFT WAS RETURNED TO SERVICE. PRESENTLY AN INVESTIGATION IS UNDER WAY TO DETERMINE THE POSSIBLE CAUSE OF THE INCIDENT. UPDATES TO FOLLOW. (TC NR 20070509004)

CA070528007

CNDAIR

GE  

 

SELECTOR VALVE

UNSERVICEABLE

5/26/2007

CL6002B19

CF343B1

 

750006000

NLG WW

(CAN) CLIMBING THROUGHT 13000 FT AT 290 KIAS, THE NLG DOOR WARNING/UNSAFE MESSAGE WAS DISPLAYED AND CREW COULD HEAR A CLUNKING NOISE FROM THE NLG AREA. ELECTED TO RETURN. MLG EXTENDED NORMALLY WITH (3) GREEN LIGHTS AND NO CAUTION/ADVISORY MESSAGES DISPLAYED. AIRCRAFT LANDED AND TAXIED TO THE GATE WITHOUT FURTHER PROBLEM. TROUBLESHOOTING WAS IN PROGRESS AND FOUND THE LANDING GEAR SELECTOR VALVE WAS UNSERVICEABLE. PART WAS REPLACED, FUNCTION CHECK FOUND NO FURTHER DEFECT. AIRCRAFT RETURNED FOR SERVICE (TC NR 20070528007)

CA070321013

CNDAIR

GE  

 

ECU  

MALFUNCTIONED

3/19/2007

CL6002B19

CF343B1

 

21188002

APU 

(CAN) GROUND CREW REPORTED FLAMES FROM APU EXHAUST DURING PUSHBACK. COCKPIT HAD NO FIRE INDICATIONS. CREW SHUTDOWN AND PASSENGERS DEPLANED. MAINTENANCE INSPECTED AND APU MEL`D. LATER MAINTENANCE TROUBLESHOOTING FOUND APU ECU WITH FAULT/ERROR CODES. APU ECU REPLACED. AIRCRAFT RETURNED TO SERVICE. (TC NR 20070321013)

CA070503001

CNDAIR

GE  

 

ACTUATOR

UNSERVICEABLE

2/7/2007

CL6002B19

CF343B1

 

83963

HORIZONTAL STAB

(CAN) SHORTLY AFTER DEPARTURE, RUNWAY 27L, AT APPROXIMATELY 3000 FEET, THE AC ROLLED TO 45 DEGREES, AND PITCHED UP > 18 DEGREES. THE CREW RECOVERED THE AIRCRAFT AT AN ALTITUDE OF 4500 FEET. POST INCIDENT INVESTIGATION FOUND NO ANOMALIES WITH THE AILERON CONTROL SYSTEM, AILERON TRIM SYSTEM, ELEVATOR CONTROL SYSTEM, AND THE HSTA SYSTEM. SUBSEQUENT PRE-FLIGHT PREPARATION DETECTED A MALFUNCTION WITHIN THE HSTA. THE HSTA WAS REPLACED. AIR SAFETY IS IN CONTACT WITH THE TSBC WHO IN TURN ARE IN CONTACT WITH THE GERMAN BFU. CRJ 7901 APPEARS TO HAVE OPERATED WITHOUT FURTHER INCIDENT SINCE REPLACEMENT OF THE HSTA. CRJ 7901 WAS EQUIPPED WITH A –9 HSTCU DURING THE INCIDENT FLIGHT, THIS UNIT WAS NOT SUSPECTED AND WAS NOT REPLACED. AIR SAFETY HAS REQUESTED ADDITIONAL DETAILS AND A COPY OF THE FDR IF AVAILABLE. (TC NR 20070503001)

CA070531001

CNDAIR

GE  

 

WINDSHIELD

CRACKED

5/27/2007

CL6002C10

CF348C1

 

NP13932111

COCKPIT

(CAN) CREW NOTED THAT LT W/S CRACKED IN CRUISE FLT (40,000FT) AND DIVERTED FOR MTX NO OTHER PROBLEMS NOTED. C/A REMOVED AND REPLACED LT WINDSHIELD IAW MM 56-11-01. REF LGPG 2330059 ITEM 1, 2, AND 3 FOR OK TO INSTALL, FUNCTIONAL CHECK AND OPS CHECK. END (TC NR 20070531001)

CA070328003

CNDAIR

GE  

 

LINE

FAILED

3/23/2007

CL6012A12

CF348E5A1

 

600752406

HYD SYSTEM

(CAN) DURING ROUTINE SERVICING AFTER A/C ARRIVAL, HYD FLUID WAS NOTICED LEAKING OUT OF THE BOTTOM OF THE RUDDER AND RUNNING DOWN THE TAILCONE AND TO THE GROUND. PANELS WERE REMOVED TO LOCATE THE LEAK, FIGURING THAT THERE WAS A BAD RUDDER PCU LEAKING. WHAT WAS FOUND IT WAS THE NR 3 HYDRAULIC RETURN SYSTEM LINE P/N 600-75240-6 CHAFED THREW AT THE BOTTOM OF THE HORIZONTAL STAB REAR SPAR. 3 MONTH PREVIOUS A 15,000 HOUR INSP WAS C/O AND THE CENTER BOTTOM HINGE BEARING WAS FOUND WORN OUT, SO THE HOLE BRACKET ASSY WAS REPLACED. TO REPLACED THIS BRACKET THE HYD LINE OF THE NR 3 RETURN SYSTEM HAD TO BE DISASSEMBLE TO GAIN ACCESS TO THE BRACKET. WHEN THE RUDDER WAS REMOVED TO DO THE REPAIR, AS THIS LINE IS ON THE REAR SPAR, IT WAS NOTICED THAT THE LINE P/N 600-75240-6 HAD MIGRATED AFT FROM THE ADELL CLAMP ITEM 113 IPC 27-27-0 FIG 1, AND CHAFED THRU AS THERE IS NOT MUCH CLEARANCE FROM THE LINE TO THE BOTTOM OF THE RUDDER. S/B A601-0081 WAS ISSUED IN 1984 CONCERNING THIS PROBLEM, THAT IF YOU DID NOT GET A CLEARANCE OF 0.125 FROM THE LINE TO THE LOWER RUDDER WAS TO DO THIS BULLETIN HAS IT REPLACES THE LINE FROM A -6 ALUMINUM LINE TO A -4 STAINLESS LINE GIVING MORE CLEARANCE. SO THE NEW LINE WAS REPLACED THE RUDDER REINSTALL CHECK FOR CLEARANCE AND FOUND SERVICEABLE. AND A/C RELEASED FOR RETURN TO SERVICE (TC NR 20070328003)

CA070426009

DHAV

PWA  

 

RIB  

CRACKED

4/20/2007

DHC2MKI

PT6A34

 

C2TE83ND

ELEVATOR

(CAN) THIS ELEVATOR LEADING EDGE RIB WAS FOUND CRACKED WHILE CARRYING OUT ANNUAL INSPECTION. IT WAS DETERMINED THAT THE CRACK WAS THE RESULT OF TOO SHARP OF A BEND RADIUS IN THE AREA WHERE THE PART GETS RIVETED TO THE ELEVATOR LEADING EDGE SKIN. THIS DEFECT WAS COMMUNICATED AND THE TOOLING HAS BEEN REPAIRED ALLOWING FOR A MOVE UNIFORM RADIUS ON THE PART IN QUESTION. (TC NR 20070426009)

CA070518004

DHAV

PWA  

 

CASE

CRACKED

3/25/2007

DHC2MKI

R985AN14B

 

48564

ENGINE

(CAN) ENGINE WAS OVERHAULED OCT 02,2005, ENGINE WAS REMOVED FROM STEEL SHIPPING CONTAINER FOR INSTALLATION MARCH 25, 2007. CRACKS WERE FOUND ON THE REAR CASE AT THE IB HOLES FOR MAGNETO MOUNTING. THE ENGINE WAS SENT TO APPROVED AMO AND REPAIRED. FOLLOWING REPAIR ENGINE WAS INSTALLED IN AIRCRAFT . GROUND RUN FOR 30 SECONDS AND ENGINE SHUTDOWN DUE TO OIL LEAK FROM REAR CASE. VISUAL INSPECTION DISCOVERED THAT THE REAR CASE HAD (3) DISTINCT PIN HOLES THROUGH THE CASE IN THE AREA OF THE OIL SCREEN HOUSING. THE HOLES LOOKED LIKE CAUSED BY CORROSION. THE ENGINE WAS REMOVED AND IS TO BE SENT TO APPROVED AMO FOR FURTHER REPAIR OR REPLACEMENT OF REAR CASE/BLOWER ASSY. (TC NR 20070518004)

CA070327007

DHAV

PWA  

 

ENGINE

MALFUNCTIONED

6/10/2006

DHC2MKI

R985AN14B

 

R985 

 

(CAN) ENGINE NOT PRODUCING FULL TAKEOFF MANIFOLD PRESSURE. (TC NR 20070327007)

CA070523008

DHAV

PWA  

 

ARM  

CRACKED

5/4/2007

DHC2MKI

R985AN14B

 

C2CF1777A

RUDDER

(CAN) CRACK FOUND IN WELD RADIUS ON OB SIDE OF CABLE ATTACH ARM. (TC NR 20070523008)

CA070524003

DHAV

PWA  

DHAV

STRUT

CRACKED

5/24/2007

DHC3

PT6A34

557170

C3UF1085

FLOAT

(CAN) DURING ANNUAL INSPECTION A (4 TO 5) CRACK WAS FOUND. THE CRACK PROPAGATED COMPLETELY THROUGH THE BOTTOM CENTER OF THE STRUT LEG BETWEEN THE LOWER ATTACH POINTS. THE STRUT LEG WAS REMOVED AND REPLACED. PICTURES ON FILE AT REPAIR STATION. (TC NR 20070524003)

CA070503007

DHAV

 

BFGOODRICH

LOCK

MISSING

4/28/2007

DHC5A

 

 

530425

BRAKE

(CAN) DURING A ROUTINE DAILY INSPECTION, IT WAS NOTED ON ONE OF THE BRAKE UNITS WEAR INDICATOR PINS WAS NO LONGER PROTRUDING FROM THE BRAKE. UPON FURTHER INVESTIGATION IT WAS DISCOVERED THAT THE LOCKING CLIP FOR THE END OF THE PIN WAS MISSING ALLOWING THE PIN TO SLIDE IN AND OUT OF THE UNIT. THE BRAKE UNIT HAD JUST BEEN RETURNED FROM REPAIR BY CONDOR AVIATION AND INSTALLED ON THE AIRCRAFT 24.3 HOURS BEFORE. THE DEFECTIVE UNIT WAS REMOVED AND REPLACED WITH A SERVICEABLE ONE. (TC# 20070503007)

CA070202012

DHAV

 

LUCAS

BEARING

FAILED

1/31/2007

DHC5A

 

 

 

DC GENERATOR

(CAN) AIRCRAFT WAS RETURNING TO BASE WHEN THE NR 1 GENERATOR FAILED. FLIGHT WAS CONTINUED WITHOUT FURTHER PROBLEMS. WHEN MAINTENANCE REMOVED THE GENERATOR FOR REPLACEMENT THE QUILL SHAFT WAS FOUND SHEARED AND THE FORWARD BEARING ON THE GENERATOR SUFFERED A CATASTROPHIC FAILURE AND WAS COMPLETELY DESTROYED. THE GENERATOR HAD JUST BEEN INSTALLED 102 HOURS PREVIOUSLY FRESH FROM OVERHAUL FACILITY. ANOTHER GENERATOR WAS INSTALLED AND CHECKED SERVICEABLE. (TC 20070202012)

CA070515002

DHAV

PWA  

DHAV

COLLAR

CRACKED

5/14/2007

DHC6200

PT6A20

7110029

711619

STEERING

(CAN) DURING MAINTENACE TO REPAIR THE NOSE GEAR ASSEMBLY IT WAS NOTED THAT THE STEERING COLLAR WAS CRACKED. THE NOSE GEAR WAS THEN FULLY DISASSEMBLED TO REMOVE THE CRACKED STEERING COLLAR. THE NLG WAS THEN VISUALLY INSPECTED AND SOME OF THE ITEMS SENT FOR NDT. STEERING COLLAR CRACK CONFIRMED BY NDT. STEERING LIMITS OF ACTUATOR CHECKED FOR CORRECT TRAVEL AND VERIFIED WITHIN LIMITS. THIS COLLAR HAS BEEN IN SERVICE FOR SOME TIME. (TC NR 20070515002)

CA070329007

DHAV

PWA  

 

GOVERNOR

UNSERVICEABLE

3/14/2007

DHC6300

PT6A27

 

8210004

PROPELLER

(CAN) A GROUND INCIDENT OCCURRED WHERE ONE AC TAXIED INTO ANOTHER. BOTH AIRCRAFT WERE ON STRAIGHT SKIS. AFTER START-UP THE AC MOVED FORWARD FROM ITS PARKING SPOT, THEN WHEN THE PILOT MOVED THE POWER LEVER INTO REVERSE THE NR 2 PROP WENT INTO REVERSE MOMENTARILY BUT THEN WENT INTO FORWARD PITCH WITH THE POWER LEVER STILL IN REVERSE. AS A CONSEQUENCE THE RT WING MOVED FORWARD CAUSING THE AIRCRAFT TO SWING TO THE LT AND THE AIRCRAFT ENDED UP WITH IT’S LT WING UNDER THE RT WING OF THE PARKED AC, IT’S LT SPINNER INTO THE RT WINDSHIELD OF THE PARKED AC, AND THE NR 1 PROP DAMAGED THE NOSE OF THE PARKED AIRCRAFT. AFTER TEMPORARY REPAIRS WERE COMPLETED AND THE NR 1 PROP AND ENGINE WERE CHANGED ON THE AIRCRAFT THAT HAD TAXIED INTO THE PARKED AIRCRAFT, ENGINE RUN-UPS WERE CARRIED OUT AND IT WAS DETERMINED THAT THE RT ENGINE PROP GOVERNOR WAS THE CAUSE OF THE NR 2 ENGINE GOING FROM REVERSE TO FORWARD PITCH. THIS PROP GOVERNOR HAD 2861.5 HRS.TSO ON IT AT THE TIME OF THE INCIDENT. THE PROP GOVERNOR WAS REPLACED AND AFTER ENGINE RUN-UP ALL SYSTEMS CHECKED SERVICEABLE. THE PROP GOVERNOR IN QUESTION WAS SENT FOR O/H WITH A REQUEST FOR A DETAILED REPORT. THIS WILL BE ADDED TO THE WSDRS WHEN RECEIVED. (TC NR 20070329007)

CA070515007

DHAV

PWA  

 

OIL SYSTEM

MALFUNCTIONED

5/13/2007

DHC6300

PT6A27

 

 

ENGINE

(CAN) DURING CRUISE FLIGHT, THE FLIGHT CREW NOTICED A MOMENTARY FLUCTUATION AND THEN DECREASING OIL PRESSURE, THEN EVERYTHING RETURNED TO NORMAL. MOMENTS LATER, THE ENGINE FAILED AND THE CREW CARRIED OUT THE SHUTDOWN. THE AIRCRAFT LANDED WITHOUT INCIDENT, ONCE ON THE GROUND, THE FLIGHT CREW ATTEMPTED TO TURN THE PROPELLER AND FOUND IT WAS SEIZED. MAINTENANCE ARRIVED AND CONFIRMED A CATASTROPHIC FAILURE OF THE POWER SECTION GEAR BOX. (TC NR 20070515007)

CA070514055

DHAV

PWA  

 

ENGINE

FLAMED OUT

4/22/2007

DHC8*

PW120

 

PW120

 

(CAN) THE ENGINE FLAMED OUT IN CRUISE. MFG WILL INVESTIGATE THE EVENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED. (TC NR 20070514055)

CA070507005

DHAV

PWA  

 

PULLEY

MISINSTALLED

5/7/2007

DHC8*

PW123

 

82742339001

SPOILER CABLE

(CAN) AN OPERATOR HAS REPORTED THE FOLLOWING FINDINGS DURING THE C2 INSPECTION BEING PERFORMED ON AN AIRCRAFT. DURING INSPECTION OF THE SPOILER CABLE DISCONNECT SENSING SYSTEM ASSY, THE FAIRLEAD ROLLER AND SPRING ATTACHMENT HAVE BEEN FOUND INSTALLED INCORRECTLY. THE OPERATOR STATE THAT THEY HAD NO REASON TO BELIEVE THAT THIS COULD HAVE BEEN CARRIED OUT IN SERVICE, AND THE ERROR WOULD HAVE OCCURRED DURING AIRCRAFT PRODUCTION. THE OPERATOR IS CURRENTLY CONDUCTING A FLEET-WIDE INSPECTION AND WILL ADVISE US ON THEIR FINDINGS. (TC NR 20070507005)

CA070503011

DHAV

PWA  

 

CABLE

SEPARATED

4/28/2007

DHC8102

PW120A

 

3811374102

INDICATOR

(CAN) THE ORIGINAL RESERVOIR WAS REPLACED DUE TO FAULTY DIAPHRAGM INTERNALLY. NEW O/H UNIT WAS INSTALLED. APPROXIMATELY 127 HOURS LATER AS THE AIRCRAFT WAS PREPARING FOR DEPARTURE THE HYD. LOW PRESS. LIGHTS ILLUMINATED. THE AIRCRAFT RETURNED TO THE DEPARTURE RAMP AND SHUTDOWN. DURING THE INVESTIGATION OF THE FAULT THE HYD LEVEL WAS CHECKED USING THE GAUGES WHICH BOTH SHOWED FULL. THE PUMP WAS REMOVED TO SEE IF THE SHAFT HAD SHEARED BUT IT DID NOT. UPON FURTHER TROUBLESHOOTING IT WAS DISCOVERED THAT THE HYDRAULIC SYSTEM WAS EMPTY. IT WAS THEN NOTICED UPON CLOSER INVESTIGATION OF THE INDICATOR CABLE ASSY. THAT THERE WAS A KINK IN THE CABLE NEXT TO THE NUT WHICH SECURES IT TO THE TOP OF RESERVOIR PREVENTING FREE MOVEMENT OF THE INDICATOR LEAVING IT STUCK AT THE (FULL) INDICATION. THE KINK WAS HIDDEN BY THE PROTECTIVE SLEEVE AND ONLY NOTICED WHEN IT WAS PULLED BACK. THE KINK WAS REPAIRED AND CABLE RE-SECURED TO PREVENT FURTHER DAMAGE. A NEW CABLE IS ON ORDER AND UNTIL IT ARRIVES, THE LEVEL IS PHYSICALLY CHECKED DURING EVERY (L CHECK). THE SOURCE OF THE HYDRAULIC LEAK WHICH LED TO THE EMPTY RESERVOIR STILL HAS NOT BEEN LOCATED AND THE LEVEL HAS STAYED STABLE SO FAR. (TC NR 20070503011)

CA070512001

DHAV

PWA  

 

WINDOW

CRACKED

5/10/2007

DHC8102

PW120A

 

NP15790213

COCKPIT

(CAN) UPON ARRIVAL AT THE GATE THE PILOT SET THE PARK BRAKE AND AND THE PILOT`S SIDE WINDOW OUTER LAYER SHATTERED. THE WINDOW WAS REPLACED BY MAINTENANCE AND FUNCTION CHECKED SERVICEABLE. (TC NR 20070512001)

CA070321007

DHAV

PWA  

 

PSEU

MALFUNCTIONED

3/20/2007

DHC8103

PW121

 

 

MLG 

(CAN) DURING APPROACH TO AIRPORT, THE PILOTS SELECTED GEAR DOWN AND HAD A GEAR (UNSAFE) LIGHT BUT NO GEAR EXTENSION. ALTERNATE EXTENSION WAS PERFORMED IAW CHECK LIST WITHOUT FURTHER REMARKS. PSEU (PROXIMITY SWITCHING ELECTRONIC UNIT) REPLACED AS PRECAUTION. FURTHER INVESTIGATION FOUND OUT THE MAIN CAUSE OF THE EVENT WAS LOOSE WIRING/TERMINAL ON THE MLG INHIBIT SWITCH. MFG ISSUED DASH 8 Q100/200/300 AOM 828 TO PROVIDE DETAILS OF THIS EVENT. (TC NR 20070321007)

CA070503002

DHAV

PWA  

 

SLEEVE

WORN

4/30/2007

DHC8106

PW121

 

8173861

MR 3 BLADE

(CAN) DURING ACTUATOR CHANGE FOUND THAT THE BLADE PIN BEARING ON THE NR 3 BLADE HAD EXCESSIVE MOVEMENT. UPON FURTHER INVESTIGATION, FOUND THAT THE BEARING SLEEVE WAS WORN THRU TO THE BEARING AND THAT THE BLADE PIN WAS WORN AS WELL. MFG SB 14SF-61-134 ADDRESSES THE PROBLEM ENCOUNTERED AND WAS NOT BEEN INCORPORATED ON THIS BLADE. (TC NR 20070503002)

CA070514048

DHAV

PWA  

 

PACKING

LEAKING

4/13/2007

DHC8201

PW123

 

ST3367009

FUEL NOZZLE

(CAN) DURING STARTING, FUEL WAS FOUND LEAKING FROM THE ENGINE. SUBSEQUENT INSPECTION REVEALED DAMAGED FUEL NOZZLE TRANSFER TUBE O-RING PACKINGS. (TC NR 20070514048)

CA070510007

DHAV

PWA  

 

ACTUATOR

CRACKED

5/4/2007

DHC8301

PW123

 

85311176009

NLG 

(CAN) ON APPROACH, THE NOSE LANDING GEAR WOULD NOT EXTEND TO THE DOWN AND LOCKED POSITION. CREW DID A FLY-BY PASS THE ATC CONTROL TOWER, WHO CONFIRMED THAT THE GEAR WAS EXTENDED, BUT DID NOT APPEAR TO BE LOCKED. GEAR WAS CYCLED AND ALL (3) GEARS WERE CONFIRMED DOWN AND LOCKED. AIRCRAFT THEN LANDED WITHOUT FURTHER INCIDENT. AIRCRAFT WAS THEN FERRIED WITH GEAR PINNED DOWN TO A MAINTENANCE BASE FOR FURTHER INSPECTION AND REPAIR. THE FOLLOWING DAMAGE WAS FOUND. THE NLG UPLOCK ACTUATOR FITTING ASSY P/N 85311176-009 WAS FOUND CRACKED AT THE ACTUATOR ATTACH POINT. DISCOLORATION OF PART OF THE CRACK INDICATES PROPAGATION OCCURRED OVER A PERIOD OF TIME. RECOMMEND A MORE FOCUSED SPECIFIC VISUAL OR NDT INSPECTION OF THIS FITTING. THE NLG TRUNNION SIDE WALL WEB AND TOP WEB WERE ALSO FOUND CRACKED. MEMBER P/N 85311420 ON RT SIDE OF WALL, FOUND CRACKED. REPAIRS WERE ACCOMPLISHED IAW RD8-53-458, RD8-53-582, AND RD8-53-1676. AFTT: 39686 HRS. TOTAL CYCLES: 51155. (TC NR 20070510007)

CA070514046

DHAV

PWA  

 

ROTOR

SEIZED

4/11/2007

DHC8301

PW123

 

 

ENGINE

(CAN) DURING CLIMB THE ENGINE EXHIBITED VIBRATION AND SHUTDOWN, UNCOMMANDED. SUBSEQUENT INSPECTION REVEALED HIGH PRESSURE ROTOR SEIZURE AND METAL CONTAMINATION IN THE TURBO MACHINE OIL SYSTEM. MFG WILL INVESTIGATE THE EVENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED. (TC NR 20070514046)

CA070510001

DHAV

PWA  

 

CHECK VALVE

CRACKED

5/6/2007

DHC8301

PW123

 

DSC1896

NR 2 HYD SYS

(CAN) AN OPERATOR EXPERIENCED A LOSS OF NR 2 HYD FLUID SYSTEM DUE TO A FRACTURED CHECK VALVE WHEN THE LANDING GEAR WAS SELECTED DOWN DURING APPROACH. THE CAUSE OF THE EVENT IS A CIRCUMFERENTIAL CRACK AROUND NR 2 HYD SYSTEM MANIFOLD CHECK VALVE. (TC NR 20070510001)

CA070326001

DHAV

PWA  

 

WIRE HARNESS

CHAFED

3/22/2007

DHC8301

PW123

 

 

 

(CAN) AN OPERATOR HAS REPORTED FINDING SOME WIRE LOOMS THAT WE HAVE DAMAGED DUE TO CHAFING. THIS CHAFING IS OCCURRING WITH THE CABIN FLOOR WIRE TROUGH ON AN A/C THAT IS POST MOD 8/2705, S/B 8-53-66. THE BULK OF THE CHAFING HAS BEEN OBSERVED IN THE REAR OF THE FUSELAGE WHERE THE LOOM TIE MOUNTS ARE GREATLY REDUCED. MFG IS REVIEWING WIRING INSTALLATION. (TC NR 20070326001)

CA070319004

DHAV

PWA  

 

DUMP VALVE

LEAKING

3/16/2007

DHC8301

PW123

 

263451

FLOW DIVIDER

(CAN) AFTER TAKEOFF DURING CLIMB, NR1 ENGINE LOST POWER AND TRQ ROLL BACK, CREW ELECTED TO SHUT ENGINE DOWN AND RETURN TO DEPARTURE AIRPORT. MAINTENANCE INSPECTION FOUND FUEL SUPPLY LINE TO FLOW DIVIDER/DUMP VALVE (B-NUT) NOT LOCKWIRED AND BACKED OFF, ALLOWING HIGH PRESSURE FUEL LEAK. O-RINGS REPLACED, FUEL LINE (B-NUT) TIGHTENED AND LOCKWIRED. ENGINE RUNS CARRIED OUT, AIRCRAFT RETURNED TO SERVICE. (TC NR 20070319004)

CA070314011

DHAV

PWA  

 

SHAFT

DAMAGED

2/8/2007

DHC8301

PW123

 

 

ACCESSORY DRIVE

(CAN) THE ENGINE EXPERIENCED AN UNCOMMANDED POWER REDUCTION IN CRUISE AND WAS SHUTDOWN IN FLIGHT. SUBSEQUENT INSPECTION REVEALED ACCESSORY DRIVE TOWER SHAFT DAMAGE. MFG WILL INVESTIGATE THE EVENT AND ADVISE OF ROOT CAUSE ONCE DETERMINED. (TC NR 20070314011)

CA070425002

DHAV

PWA  

 

STRUT

SEPARATED

4/21/2007

DHC8301

PW123

 

83210301001

LT MLG

(CAN) LT MLG SEPARATED FROM AIRCRAFT DURING LANDING. THE LOWER OLEO STRUT WITH THE WHEELS AND AXLE DEPARTED THE AIRCRAFT; AIRCRAFT LANDED ON DRAG STRUT WHICH THEN COLLAPSED AND SHEARED OFF. SUBSTANTIAL DAMAGE WAS DONE TO THE LOWER FUSE, LT NACELLE, ENGINE AND PROP, AND LT WING TIP. PILOT REPORTED THAT THERE WAS NOT A HARD LANDING. MFGS ARE INVESTIGATING THE EVENT. (TC NR 20070425002)

CA070524007

DHAV

PWA  

 

COUPLING

TORN

5/20/2007

DHC8311

PW123

 

735619C

T/E FLAP

(CAN) CREW REPORTED (FLAP DRIVE) CAUTION LIGHT ILLUMINATED DURING FLAP EXTENSION , FLAPS CONTINUED TO MOVE. NORMAL LANDING. MAINTENANCE INSPECTION FOUND FLAP SECONDARY CENTER DRIVE COUPLING TORN FROM MOUNTING BRACKET AND LYING IN RT ARMPIT. FLAP SECONDARY CENTER DRIVE SECTION (CORE AND HOUSING) REPLACED, FLAP SECONDARY DRIVE CENTER COUPLING REPLACED. MOUNTING BRACKET REPLACED. FLAP SECONDARY DRIVES CLEANED AND LUBRICATED. AIRCRAFT RETURNED TO SERVICE. NOTE: FLAP SECONDARY DRIVE INSPECTION AND LUBRICATION TASKS (1500HR INTERVAL) LAST COMPLETED 791HR / 949CY PREVIOUS. (TC NR 20070524007)

CA070427008

DHAV

PWA  

 

GUARD

WORN

4/25/2007

DHC8311

PW123

 

82740220101

 

(CAN) FLIGHT CREW REPORTED ROLL CONTROL INPUTS SEEMED STIFF, ESPECIALLY LT TO RT IN-FLIGHT. ON GROUND NO INDICATION OF STIFFNESS AND NOTHING ADVERSE WITH ROLL DISCONNECT. MAINTENANCE INSPECTION FOUND LT OB AILERON CABLE ROUTED AROUND WRONG SIDE OF CABLE GUARD. CABLE ROUTING WAS RECTIFIED, CABLE GUARD REPLACED, CABLE INSPECTED WITH NO SIGNS OF DETERIORATION. AILERON CABLES RE-TENSIONED AND INDEPENDENT INSPECTION COMPLETED. AIRCRAFT RETURNED TO SERVICE. REF: DHC-83 IPC 27-12-00 FIG 10 ITEM 350 P/N 82740220-101 CABLE GUARD , REF: DHC-83 IPC 27-12-00 FIG. 25 ITEM 470 P/N 82700563-S001 CABLE, REF: DHC SERIES 300 MAINT. TASK CARD 2710/02 PG 3 OF 6 VIEW H, PG 6 OF 6 FIGURE 4 CABLE ROUTING. (TC NR 20070427008)

CA070424006

DHAV

PWA  

 

DIODE

MISWIRED

4/20/2007

DHC8311

PW123

 

C030722

LT DC ESS BUSS

(CAN) DURING GRD RUN LEAK CHECKS, AFTER ROUTINE MAINTENANCE, NOTED NO DISCHARGE SHOWING ON THE BATTERY MONITOR FOR THE AUX BATTERY. INVESTIGATION FOUND WIRING BACKWARDS AT DIODE 2431-CR5; THIS IS THE POWER SUPPLY TO THE BUS FROM THE AUX BATTERY. IN THIS CONDITION NO POWER IS AVAILABLE FROM THE AUX BATTERY UNDER ANY CONDITIONS. THE ONLY INDICATION OF THIS MISCONNECTION WAS BATTERY MONITOR SHOWING NO DISCHARGE FROM THE AUX BATTERY, WHEN BOTH MAIN AND AUX BATTERIES WERE SELECTED ON. (NORMAL OPERATING PROCEDURE IS TO HAVE BOTH BATTERIES SELECTED ON) ALL OTHER ELECTRICAL SYSTEM INDICATIONS WERE NORMAL. WIRING CORRECTED SYSTEM FUNCTION CHECKED NORMAL. (TC NR 20070424006)

CA070322006

DIAMON

CONT

 

PUMP

OUT OF ADJUST

1/28/2007

DA20C1

IO240B

 

64936849A1

FUEL SYSTEM

(CAN) PILOT REPORTED ENGINE STOPPED DURING POWER OFF STALL. RECORDS INDICATED (2) SID97-3C FUEL SET UP ADJUSTMENTS CARRIED OUT IN THE PREVIOUS FIVE DAYS OR 13.1 HRS PRIOR TO THE INCIDENT. SID CHECK REVEALED UNMETERED PRESSURE OUT OF LIMITS BY -1.1 PSI, LIMIT IS +/- 0.2 PSI. MECHANICAL FUEL PUMP REPLACED, PUMP OFF S/N B06LA110, NEW PUMP S/N B06LA111 INSTALLED, FUEL INJECTORS, INLINE FILTER AND ALL FUEL LINE REMOVED CLEANED INSPECTED AND RE-INSTALLED. AIRCRAFT RELEASED CONDITIONAL TO SATISFACTORY TEST FLIGHT AND TEST FLOWN UNSATISFACTORY. EITHER PUMP WAS UNABLE TO BE ADJUSTED TO OBTAIN LEANING SCHEDULE LIMITS OR UNABLE TO RE-ADJUST TO MEET SID SPEC AFTER TEST FLIGHT. MECHANICAL FUEL PUMP REPLACED ONCE AGAIN WITH NEW REPAIRED PUMP S/N B06IA171 . (REPAIRS WERE ONLY TO REPLACE ONE FITTING WHICH WAS DAMAGED DURING INSTALLATION) . AIRCRAFT RELEASED CONDITIONAL TO SATISFACTORY TEST FLIGHT AND TEST FLOWN SATISFACTORY. (TC NR 20070322006)

CA070322002

DIAMON

CONT

 

GEAR

WORN

11/15/2006

DA20C1

IO240B

 

656762

STARTER

(CAN) THE FACT THAT IT IS POSSIBLE TO ACCIDENTALLY ENGAGE THE STARTER DRIVE WHILE THE ENGINE IS RUNNING AND THAT THE STARTER GEAR ENGAGES INTO THE ACCESSORY CASE OF THE ENGINE WHICH WOULD RESULT IN SIMILAR DAMAGE, IT WAS SUSPECTED AT THE TIME THAT THE DAMAGE FOUND WAS A RESULT OF SUCH ENGAGEMENT. THEREFORE AT THE TIME A SDR DID NOT SEEM REQUIRED. METAL WAS FOUND IN THE OIL FILTER ON INSPECTION, STARTER WAS REMOVED AND BOTH STARTER GEAR AND CLUSTER GEAR WERE FOUND DAMAGED BEYOND MFG LIMITS DESCRIBED IN SB04-7. FURTHER INSPECTION AT A LATER DATE INDICATED THAT THESE WERE MOST LIKELY NOT DUE TO ACCIDENTAL ENGAGEMENT AS THE DAMAGED AREA ON THE CLUSTER GEAR WAS CONCENTRATED 180 DEGREES APART WHICH WOULD BE CONSISTENT WITH WHERE THE PROP IS NORMALLY LOCATED DURING INITIAL START ENGAGEMENT. CLUSTER GEAR AND STARTER WERE BOTH REPLACED. (TC NR 20070322002)

CA070322003

DIAMON

CONT

DIAMON

BUSHING

MISSING

11/29/2006

DA20C1

IO240B

 

2055450001

RUDDER

(CAN) DURING INSPECTION IT WAS NOTED THAT THE TOP RUDDER ATTACHMENT PIN BUSHING WAS MISSING. FURTHER INSPECTION REVEALED THE BUSHING HAD FALLEN OUT AND WAS SITTING IN A VOID AREA BELOW THE ASSEMBLY. THE BUSHING WAS RE-INSTALLED IAW MFG INSTRUCTION. THE RUDDER HAD NEVER BEEN REMOVED SINCE MANUFACTURE. (TC NR 20070322003)

2007FA0000385

DIAMON

 

 

FADEC

MALFUNCTIONED

5/1/2007

DA40

 

 

 

 

THE ECU WARNING LIGHTS HAVE COME ON MULTIPLE TIMES NOW. ACCRODING TO THE MANUFACTURER, EACH TIME THESE ANNUNCIATORS COME ON THE AIRCRAFT MUST BE SERVICED BY AN APPROVED MECHANIC. BY THIELERTS EXPLANATION, IF THE AIRCRAFT GOES INTO A STEEP BANK OR UN-COORDINATED TURN THAN AN AIR BUBBLE CAN GET INTO THE FUEL LINE AND CAUSE UNEVEN PRESSURES BETWEEN THE TWO ENGINES. THE FADEC SENSES THIS AS A PROBLEM AND THE ECU WANRINGS TRIP. ACCORDING TO THIELERT THIS HAS BEEN HAPPENING FREQUENTLY ON AIRCAFT WITH THEIR FADEC ENGINES. THREE TIMES ALREADY ON OUR WITHIN 100 HOURS. IT IS A NUISANCE BECAUSE AN AIRCRAFT CAN EASILY BE STRANDED IN A LOCATION WITHOUT A THIELERT APPROVED MECHANIC. OR WORSE, IF A GENUINE PROBLEM EXISTED WE WOULDN'T KNOW IT BECAUSE OUR ANUUNCIATOR WAS ALREADY ON.

CA070529003

DOUG

PWA  

 

ENGINE

MAKING METAL

5/27/2007

C54EDC

R20007M2

 

 

 

(CAN) ENGINE REMOVED DUE TO METAL IN OIL SCREEN, TBO 750 HOURS. ENGINE BEING SENT OUT FOR OVERHAUL. (TC NR 20070529003)

CA070514058

EMB  

PWA  

 

COMPRESSOR

DAMAGED

2/27/2007

EMB110*

PT6A34

 

 

ENGINE

(CAN) DURING CRUISE THE ENGINE EMITTED A LOUD NOISE ACCOMPANIED BY A REDUCTION IN ALL PARAMERTERS TO ZERO. SUBSEQUENT INSPECTION REVEALED COMPRESSOR AND POWER TURBINE DAMAGE. MFG WILL INVESTIGATE THE EVENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED. (TC NR 20070514058)

CA070514035

EMB  

PWA  

 

LINE

FRACTURED

3/26/2007

EMB110*

PT6A34

 

3011849

FCU 

(CAN) A FUEL LEAK WAS DISCOVERED DURING GROUND HANDLING OPERATIONS. SUBSEQUENT INSPECTION REVEALED A FRACTURED FUEL TUBE. (TC NR 20070514035)

CA070514050

FLTCHR

PWA  

 

ENGINE

MALFUNCTIONED

4/18/2007

FU24AIRPTS

PT6A11AG

 

PT6A11AG

 

(CAN) ENGINE POWER INCREASED UNCOMMANDED AND THE ENGINE WAS SHUTDOWN IN FLIGHT. MFG WILL INVESTIGATE THE EVENT AND ADVISE OF ROOT CAUSE ONCE DETERMINED. (TC NR 20070514050)

CA070514004

FOKKER

PWA  

 

COVER

LEAKING

5/2/2007

F27MK50

PW125B

 

 

RGB 

(CAN) THE ENGINE LOW OIL PRESSURE WARNING ACTIVATED ON APPROACH AND THE ENGINE WAS SHUTDOWN IN FLIGHT. SUBSEQUENT INSPECTION REVEALED LEAKING AT THE REDUCTION GEARBOX ACCESSORY COVER RELATED TO COATING LOSS. (TC NR 20070514004)

CA070514059

FOKKER

PWA  

 

PACKING

DAMAGED

4/23/2007

F27MK50

PW125B

 

 

FUEL NOZZLE

(CAN) DURING CRUISE ENGINE POWER REDUCED UNCOMMANDED AND THE ENGINE SUBSEQUENTLY FLAMED OUT. INSPECTION REVEALED A DAMAGED FUEL NOZZLE TRANSFER TUBE O-RING PACKING. (TC NR 20070514059)

CA061018008

FRCHLD

GARRTT

 

SPINNER

DENTED

10/11/2006

SA227CC

TPE33111U

 

SB10401

LT PROPELLER

(CAN) GOOSE HIT THE OB SIDE OF THE LT PROP SPINNER. DAMAGE WAS MINIMAL TO THE SPINNER WHERE THE BLADE CUT OUT IS. THERE WAS ALSO MINIMAL DAMAGE TO THE CHIN COWL PN 27-63026-053. DAMAGE ON BOTH UNITS WERE COVERED BY THE SRM LIMITS OF .3750 DEGREES 4. (TC NR 20061018008)

CA070319005

FRCHLD

GARRTT

 

IMPELLER

FRACTURED

3/16/2007

SA227CC

TPE33111U

 

8934825

ENGINE

(CAN) ENGINE WAS REMOVED DUE TO NOT MAKING TARGET TAKEOFF TORQUE. UPON DISASSEMBLY THE 2ND STAGE COMPRESSOR IMPELLER FAILED AND HAS EXPERIENCED A FATIGUE TYPE FAILURE. THE PRESENT TIME ON THE IMPELLER IS 20,650.2 HOURS AND 28,175 CYCLES. A LARGE PIECE OF THE LEADING EDGE BROKE OFF AND WAS DISCOVERED FURTHER DOWN IN THE ENGINE. IT HAS BEEN RETAINED. IT HAS EXTENSIVE DAMAGE DUE TO SECONDARY IMPACT DAMAGE. NO RUB DAMAGE, AS WOULD TYPICALLY CAUSE A PROBLEM, FOR THE IMPELLER WAS FOUND SUGGESTING THAT THE COMPRESSOR WAS BUILT PROPERLY. THE DAMAGE NOTED IN PHOTOGRAPH IS BELIEVED TO BE SECONDARY RUB DAMAGE DUE TO THE CRACKED PIECE GETTING LODGED BETWEEN THE SHROUD AND THE IMPELLER. ALL DIMENSIONS FOR ENGINE SHIMMING AND TNR CHECKED OUT CORRECT. NO FOD WAS NOTED. THE IMPELLER WAS NDT INSPECTED WITH NO RELEVANT INDICATIONS AT LAST CAM. CURRENTLY, THESE IMPELLERS HAVE NO CYCLE LIMIT. ALTHOUGH, IT IS A CRITICAL CYCLED COMPONENT, FEELS THAT THIS PN IMPELLER WILL BE REPLACED ON ATTRITION DUE TO WEAR AND TEAR AND AS SUCH DID NOT SET A LIFE LIMIT. MORE INFO WILL BE FORWARDED AFTER CONSULTATION WITH MFG. (TC NR 20070319005)

CA070507008

FRCHLD

GARRTT

 

TRUSS

CRACKED

5/6/2007

SA227DC

TPE33112UHR

 

276211495

RT ENGINE MOUNT

(CAN) DURING A PHASE 6 INSPECTION, A GAPING CRACK WAS FOUND ON THE RT ENGINE TRUSS MOUNT AT THE UPPER IB WELD JOINT OF THE FIREWALL ATTACH FITTING. (TC NR 20070507008)

CA070518008

FRCHLD

GARRTT

 

FUEL CAP

LEAKING

5/17/2007

SA227DC

TPE33112UHR

 

457370

LT WING

(CAN) SHORTLY AFTER TAKEOFF, THE CREW NOTICED THAT FUEL WAS LEAKING FROM THE LT WING FUEL CAP. THE CREW RETURNED TO BASE WITHOUT INCIDENT. THE AIRCRAFT WAS INSPECTED AND IT WAS DISCOVERED THAT THE FUEL CAP WAS DEFECTIVE. THE LARGE PLASTIC NUT AT THE BASE OF THE CAP ASSEMBLY IS HELD AT THE CORRECT TORQUE WITH THE USE OF A PIN THAT PASSES THROUGH THE NUT INTO THE BASES OF THE ASSEMBLY. THIS PIN WAS MISSING, WHICH ALLOWED THE NUT TO TURN WHEN THE FUEL CAP WAS OPENED AND CLOSED. THE TORQUE ON THIS NUT SETS THE PROPER SEATING OF THE FUEL CAP. BECAUSE THE NUT BACKED OFF, THE FUEL CAP BECAME LOSE AND ALLOWED FUEL TO LEAK PAST THE FUEL CAP. THE FUEL CAP WAS REPLACED WITH AN IMPROVED CAP THAT IS DESIGNED TO PREVENT THE PIN FROM FALLING OUT. (TC NR 20070518008)

CA070314018

GULSTM

PWC  

 

ACTUATOR

FAILED

2/16/2007

200  

PW306A

 

 

INLET GUIDE VANE

(CAN) ON APPLICATION OF POWER IN CLIMB, THE ENGINE EXPERIENCED A COMPRESSOR STALL ACCOMPANIED BY AN UNCOMMANDED POWER REDUCTION, PARAMETER FLUCTUATIONS AND A FADEC FAULT INDICATION. SUBSEQUENT INVESTIGATION LED TO REPLACEMENT OF THE ENGINE INLET GUIDE VANE ACTUATOR. (TC NR 20070314018)

CA070514036

GULSTM

PWC  

 

ENGINE

NOISY

3/28/2007

200  

PW306A

 

 

 

(CAN) IN CRUISE THE ENGINE EMITTED A NOISE ACCOMPANIED BY VIBRATION, A FADEC FAULT INDICATION AND FIRE WARNING INDICATION. THE ENGINE WAS SHUTDOWN IN FLIGHT. MFG WILL INVESTIGATE THE EVENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED. (TC NR 20070514036)

CA070517007

GULSTM

LYC  

 

WINGLET

SEPARATED

5/8/2007

500S

IO540E1B5

 

9000351

WING 

(CAN) IT WAS FOUND THAT THE SHEET METAL SCREWS HOLDING THE TIP ON THE WING HAD ALL COME LOOSE. THE WING TIP THEN VIBRATED FOR A PERIOD OF TIME ,ELONGATING THE SCREW HOLES IN THE WING UNTIL ALL OF THE SCREWS FELL OUT AND THE WING TIP DEPARTED THE WING IN FLIGHT. THE PILOT DID NOT NOTICE ANYTHING ABNORMAL AND ONLY NOTICED IT WAS MISSING ON WALK AROUND. (TC NR 20070517007)

2007FA0000453

GULSTM

RROYCE

 

WINDSHIELD

FAILED

4/7/2007

GIV  

TAY6118

 

1159SCB31023

COCKPIT

CREW REPORTS WINDSHIELD FAILURE DURING PART 91 MAINTENANCE POSITIONING FLIGHT. EMERGENCY DECLARED WITH UNEVENTFUL LANDING. AIRCRAFT CONTINUED TO DESTINATION AIRPORT UNDER CDL RESTRICTIONS. UNKNOWN CAUSE. (K)

YNTA20070001

HAWKER

 

 

FLAP SYSTEM

INOPERATIVE

5/16/2007

BAE125700B

 

 

 

TE FLAPS

ON APPROACH, THE FLAPS BECAME STUCK AT 15 DEGREES. AFTER TRYING THE FLAPS 25 DEGREE SETTING NOTICED THE FLAPS DID NOT MOVE FROM THE 15 DEGREE POSITION. RESET THE FLAPS TO THE 15 DEGREE POSITION AND UP TO 0 DEGREE, NO MOVEMENT WAS NOTED. RESELECTED THE FLAPS TO 15 DEGREE EXECUTED A GO-AROUND WITH TOWER. REFERRED TO THE CHECK LIST FOR NO FLAP LANDINGS, NOTED THAT THERE IS NO LANDING DISTANCE DATA. DECLARED AN EMERGENCY DUE TO ABNORMAL LANDING CONFIGURATION. THE SIC BRIEFED THE PASSENGERS ON THE SITUATION. AFTER LANDING, TAXIED OFF THE RUNWAY INTO A RUN-UP AREA SHUT THE AIRCRAFT DOWN. MET WITH FIRE DEPARTMENT LOOKED AT THE TIRES AND BRAKES , NOTICED NO SMOKE OR FIRE. AIRPORT OFFICIAL SAID THEY SAW NO SMOKE ON LANDING. REQUESTED THE THAT FIRE TRUCK FOLLOWED US TO THE FBO, TO MONITOR THE TIRE AND BRAKES. TAXIED FROM RUN-UP AREA TO THE FBO WITH FIRE TRUCK IN TRAIL. SHUTDOWN AT FBO, FIRE TRUCK LEFT. WROTE THE AIRCRAFT UP USING COMPANY SQ-1 FORM AS FLAPS FAILED IN HE 15 DEGREE POSITION. AFTER THE AIRCRAFT CAME TO A STOP, FLAPS MOVED AS COMMANDED.

2007FA0000510

HUGHES

LYC  

 

LOCK NUT

BACKED OUT

6/18/2007

269C

HIO360*

 

269A6029

T/R GEARBOX

DURING GROUND RUNUP, PILOT NOTICED TAIL ROTOR NOT SPINNING. AIRCRAFT SHUTDOWN AND RETURNED TO HANGER. UPON DISASSEMBLY IT WAS NOTED THAT THE NUT PN 269A6029 THAT ATTACHES THE DRIVE COUPLING TO THE GEARBOX HAD BACKED OUT COMPLETELY AND WORN A HOLE THROUGH THE ALUMINUM BUMPER PN 269A5712 THAT IS INSIDE THE TAIL ROTOR DRIVESHAFT. THREADS INSIDE THE TAIL ROTOR GEARBOX INPUT SHAFT PN 269A5626-5 WERE ALSO DAMAGED. PARTS WERE FORWARDED TO MFG FOR EVALUATION.

CA070515006

HUGHES

LYC  

 

BRACKET

BROKEN

5/1/2007

269C1

HO360C1A

 

LW10382

ALTERNATOR

(CAN) ALTERNATOR BRACKET BROKEN. REPLACED BRACKET WITH NEW PART PN LW10382. (TC NR 20070515006)

CA070508003

HUGHES

ALLSN

 

PIN  

BENT

5/8/2007

369D

250C20B

 

369X10045

MAIN ROTOR

(CAN) DURING AN INSPECTION THE ENGINEER NOTICED THE THE M/R BLADE FOLDING PIN LOOKED BENT. UPON TAKING THE UNIT APART HE NOTICED THAT THE THREADS OF THE PIN WERE NOT ON THE PIN STRAIGHT, KIND OF LOPSIDED. (TC NR 20070508003)

CA070522002

HUGHES

ALLSN

HUGHES

STRUT

CRACKED

5/19/2007

369E

250C20B

369H600132

369H60022

MLG 

(CAN) DURING AN ANNUAL INSPECTION OF THE AIRCRAFT IT WAS NOTICED THAT THE LANDING GEAR HAD SOME PLAY IN IT. UPON FURTHER INSPECTION THE ENGINEER FOUND THAT THE BRACE TO STRUT BOLT HAD SOME SLOP IN IT. THE ENGINEER REMOVED THE BRACE BOLT AND FOUND 3 CRACKS EMMITTING FROM THE BLACE BOLT HOLE ON THE AFT RT LANDING GEAR STRUT. ONE CRACK ON THE TOP OF THE STRUT AND 2 CRACKS ON THE BOTTOM OF THE STRUT. (TC NR 20070522002)

2007FA0000486

ISRAEL  

GARRTT

 

ACTUATOR

MISALIGNED

5/30/2007

1124

TFE731*

 

1391T1008

FLAP 

INSTALLED REBUILT FLAP ACTUATOR IN RT OB POSITION; PN 1391T100-8, SN 387AB. FLAP OPERATION WAS NORMAL. WHILE CHECKING AILERON TRAVELS IT WAS DISCOVERED THAT AILERON TRAVELS WERE LIMITED BY THE REBUILT FLAP ACTUATOR. A COVER PLATE ON THE FLAP ACTUATOR HAD BEEN INDEXED INCORRECTLY AND WAS INTERFERING WITH THE AILERON BELLCRANK. PROBABLE CAUSE WAS INCORRECT ASSEMBLY OF FLAP ACTUATOR.

2007FA0000487

ISRAEL  

GARRTT

 

ACTUATOR

MISALIGNED

5/30/2007

1124

TFE731*

 

1391T1008

FLAP 

INSTALLED REBUILT FLAP ACTUATOR IN RT OB POSITION; PN 1391T100-8, SN 387AB. FLAP OPERATION WAS NORMAL. WHILE CHECKING AILERON TRAVELS IT WAS DISCOVERED THAT AILERON TRAVELS WERE LIMITED BY THE REBUILT FLAP ACTUATOR. A COVER PLATE ON THE FLAP ACTUATOR HAD BEEN INDEXED INCORRECTLY AND WAS INTERFERING WITH THE AILERON BELLCRANK. PROBABLE CAUSE WAS INCORRECT ASSEMBLY OF FLAP ACTUATOR.

2007FA0000437

ISRAEL  

GARRTT

 

SKIN

CORRODED

5/22/2007

1124

TFE73131G

 

 

FUSELAGE

FOUND SEVERE PITTING CORROSION ON BOTH THE LT AND RT SIDES BETWEEN FRAME STATIONS 184 AND 194 BELOW EMERGENCY ESCAPE DOORS. THIS IS DUE TO WATER LEAKING AROUND THE EMERGENCY ESCAPE DOORS AND SOAKING THE SOUND DAMPENING INSULATION. THE PITTING WAS SO BAD IT CORRODED THROUGH THE SKIN ON THE RT SIDE. THIS CORROSION WAS FOUND DURING AN RVSM INSTALLATION WHILE WE WERE MARKING OUT THE CRITICAL REGION AROUND THE STATIC PORTS. REPAIRED THE DAMAGE FOLLOWING APPROVED DATA FROM A STRUCTURAL ENGINEER AND RETURNED TO SERVICE IAW FAA FORM 8110-3.

2007FA0000404

ISRAEL  

GARRTT

 

SKIN

CORRODED

5/22/2007

1124

TFE73131G

 

 

FUSELAGE

FOUND SEVERE PITTING CORROSION ON BOTH THE LT AND RT SIDES BETWEEN FRAME, STATIONS 184 AND 194 BELOW EMERGENCY ESCAPE DOORS. BELIEVE THIS IS DUE TO WATER LEAKING AROUND THE EMERGENCY ESCAPE DOORS AND SOAKING THE SOUND DAMPENING INSULATION. THE PITTING WAS SO BAD IT CORRODED THROUGH THE SKIN ON THE RT SIDE. THIS CORROSION WAS FOUND DURING AN RVSM INSTALLATION WHILE WE WERE MARKING OUT THE CRITICAL REGION AROUND THE STATIC PORTS. WE REPAIRED THE DAMAGE FOLLOWING APPROVED DATA FROM A STRUCTURAL ENGINEER AND RETURNED TO SERVICE IAW FAA FORM 8110-3.

2007FA0000405

ISRAEL  

GARRTT

 

SKIN

CORRODED

5/22/2007

1124

TFE73131G

 

 

FUSELAGE

FOUND SEVERE (PITTING CORROSION) ON BOTH THE LT AND RT SIDES BETWEEN FRAME, STATIONS 184 AND 194 BELOW EMERGENCY ESCAPE DOORS. THIS IS DUE TO WATER LEAKING AROUND THE EMERGENCY ESCAPE DOORS AND SOAKING THE SOUND DAMPENING INSULATION. THE PITTING WAS SO BAD IT CORRODED THROUGH THE SKIN ON THE RT SIDE. THIS CORROSION WAS FOUND DURING AN RVSM INSTALLATION WHILE WE WERE MARKING OUT THE CRITICAL REGION AROUND THE STATIC PORTS. REPAIRED THE DAMAGE FOLLOWING APPROVED DATA FROM A STRUCTURAL ENGINEER AND RETURNED TO SERVICE IAW FAA FORM 8110-3.

2007FA0000468

ISRAEL  

 

 

WINDSHIELD

CRACKED

5/1/2007

ASTRASPX

 

 

D25W343001009

COCKPIT

THE WINDSHIELD ON THE PILOT`S SIDE CRACKED DURING FLIGHT AT F/L 41,000 FT ON 4/24/2007. THE WINDSHIELD HAD 3104.6 TT. (K)

2007FA0000495

LANCAR

CONT

HARTZL

HEATER

DEBONDED

6/6/2007

LC40550FG

TSIO550C

 

SMR2263

PROP BLADES

INBOARD PORTION OF ALL THREE PROP DEICE BOOTS DEBONDED AGAIN. ON THIS PROP, NEW BLADES WERE SENT FROM HARTZELL DUE TO DEBOND OF PREVIOUS BOOTS AT 28.4 HRS TT AND AGAIN AT 28.9 HRS TT. RETAINER STRAP AND BOOT DEBONDS DUE TO CENTRIFUGAL FORCE PULLING DEICE BOOT LEAD ON EACH PROP BLADE. THIS HAS HAPPENED ON FIVE OR MORE LANCAIR COLUMBIA AIRCRAFT. THE SEALING PROCESS FOR THE RETAINER STRAP IS LACKING. SMR TECHNOLOGIES AND HARTZELL NEED A BETTER STRAP OR A GOOD TY-RAP.

CA070510005

LEAR

GARRTT

 

TURBINE BLADES

DAMAGED

5/7/2007

45LEAR

TFE7312

 

 

ENGINE

(CAN) DURING POST/PREFLIGHT INSPECTION, MAINTENANCE PERSONNEL NOTICED NICKS ON 2 OF THE 3RD STAGE TURBINE BLADES. NO FOD DAMAGE WAS NOTICED ON THE COMPRESSOR END OF THE ENGINE, SUSPECT FIRST STAGE BLADE RETAINER COMING LOOSE FROM TURBINE DISC AS ON SDR NR 20061110007 AND SDR NR 20060618001. WILL NOTIFY WHEN HAVE CONFIRMATION. ENGINE HAS BEEN REMOVED AND SENT TO AN HEAVY MAINTENANCE FACILITY FOR INVESTIGATION AND REPAIR. A RENTAL ENGINE HAS BEEN INSTALLED AND THE AIRCRAFT RETURNED TO SERVICE. (TC NR 20070510005)

CA070529001

LEAR

GARRTT

GARRTT

TURBINE BLADES

MISSING

5/29/2007

45LEAR

TFE7312

TFE73120R1B

30606901

RT ENGINE

(CAN) DURING A DAILY INSPECTION, IT WAS NOTICED BY THE TECHNICIAN THAT A PIECE OF A BLADE FROM THE RT ENGINE TURBINE WAS MISSING. NO DIFFICULTIES HAD BEEN REPORTED BY THE FLIGHT CREW AND NO OTHER DAMAGE HAS BEEN NOTED ON THE ENGINE. THE ENGINE WILL BE REMOVED AND SENT FOR REPAIR TO AN OUTSIDE ENGINE SHOP. (TC NR 20070529001)

CA070514040

LEAR

PWA  

 

FAN BLADE

FRACTURED

3/31/2007

60LEAR

PW305A

 

 

ENGINE

(CAN) DURING CRUISE, THE ENGINE EMITTED A LOUD NOISE AND HIGH VIBRATIONS AND SHUTDOWN. SUBSEQUENT INSPECTION REVEALED A FRACTURED LOW PRESSURE COMPRESSOR FAN BLADE, DAMAGE TO THE ENGINE NACELLE INLET, MISSING ENGINES COWLS AND ASSOCIATED AIRFRAME IMPACT DAMAGE. MFG WILL INVESTIGATE THE EVENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED. (TC NR 20070514040)

CA070514044

LEAR

PWA  

 

FADEC

FAULTY

4/3/2007

60LEAR

PW305A

 

31B474707

ENGINE

(CAN) THE ENGINE EXPERIENCED AN UNCOMMANDED POWER REDUCTION DURING DESCENT AND WOULD NOT RESPOND TO THROTTLE INPUT. THE ENGINE WAS SHUTDOWN IN FLIGHT. THE ELECTRONIC ENGINE CONTROL (FADEC) WAS SUBSEQUENTLY REPLACED. (TC NR 20070514044)

CA070601001

LKHEED

ALLSN

 

SKIN

CRACKED

5/28/2007

382G

501D22A

 

 

FUSELAGE

(CAN) DURING PRE-FLIGHT CHECK PRIOR TO DEPARTING, CRACKING WAS OBSERVED IN THE AFT FUSELAGE SKIN IN THE AREA OF STATION 946. THE AIRCRAFT HAS BEEN FERRIED FOR REPAIR. (TC NR 20070601001)

CA070504006

LKHEED

ALLSN

 

FITTING

CRACKED

5/1/2007

382G

501D22A

 

36058711

TRUNNION SUPPORT

(CAN) DURING INSPECTION, A CRACKED LT NLG TRUNNION SUPPORT WAS DETECTED AND THE AIRCRAFT IS CURRENTLY UNDERGOING REPLACEMENT OF THE FITTING. (TC NR 20070504006)

CA070514001

LKHEED

ALLSN

 

UNKNOWN

CRACKED

5/11/2007

382G

501D22A

 

 

CARGO BAY  

(CAN) AT FL220 APPROXIMATELY 20 MINUTES FROM DESTINATION THE AIRCRAFT EXPERIENCED A LOSS OF PRESSURIZATION. THE CREW DESCENDED TO 10,000 AND THE AIRCRAFT CONTINUED AND LANDED WITHOUT FURTHER PROBLEM. INVESTIGATION DETERMINED THE SOURCE OF THE PRESSURIZATION TO BE A CRACK MIDWAY IN THE RT EDGE OF THE UPPER CARGO. (TC NR 20070514001)

CA070503004

MTSBSI

GARRTT

 

FUEL CONTROL

WORN

4/26/2007

MU2B36

TPE33110

 

89777026

ENGINE

(CAN) ENGINE WAS SHUTDOWN DUE TO ABNORMAL INDICATIONS. ENGINE REMOVED AND SENT TO OVERHAUL FACILITY, FCU AND FUEL PUMP REMOVED, DAMAGE FOUND TO THE FUEL CONTROL QUILL SHAFT AND THE STUB SHAFT INTERNAL SPLINES. FCU AND FUEL PUMP REPLACED. NOTE: FCU HAD 780.4 HOURS SINCE LAST SPLINE INSPECTION. NOTE: FUEL PUMP P/N 897400-5 WAS REPLACED AT THIS TIME DUE TO SPLINE CHECK OUT OF LIMITS. (TC NR 20070503004)

CA070514047

PIAGIO

PWA  

 

TURBINE BLADES

FRACTURED

4/11/2007

P180

PT6A66

 

 

TURBINE SECTION

(CAN) DURING CLIMB, THE ENGINE EMITTED A NOISE AND ENGINE PARAMETERS WERE SEEN TO FLUCTUATE. THE ENGINE WAS SHUTDOWN IN FLIGHT. SUBSEQUENT INSPECTION REVEALED FRACTURED POWER TURBINE BLADES. (TC NR 20070514047)

CA070511004

PILATS

 

 

RELAY

MALFUNCTIONED

4/5/2007

PC1245

 

 

9740926112

MLG 

(CAN) ON A RETURN FLIGHT, GEAR DOWN WAS SELECTED BY PILOT. AFTER GEAR DOWN AND LOCKED, THE HYDRAULIC PUMP REMAINED OPERATING. PILOT LANDED AIRCRAFT AND MAINTENANCE WAS NOTIFIED. DURING TROUBLESHOOTING MAINTENANCE DISCOVERED WHEN POWER APPLIED TO AIRCRAFT, THE HYDRAULIC PUMP REMAINED OPERATIONAL. PULLING THE HYDRAULIC CONTROL 5 AMP CIRCUIT BREAKER HAD NO EFFECT. THIS LED MAINTENANCE TO THE K601 RELAY WHERE IT WAS FOUND THAT THE CONTACTS WERE STUCK. CONSEQUENTLY THE ONLY WAY TO SHUT THE PUMP OFF WAS WITH THE BATTERY MASTER SWITCH. AFTER REPLACEMENT OF THE RELAY, SYSTEM OPERATED NORMALLY. (TC NR 20070511004)

CA070314009

PILATS

PWA  

 

ENGINE

FLAMED OUT

1/29/2007

PC1245

PT6A6

 

 

 

(CAN) DURING ATTITUDE RECOVERY TRAINING, THE ENGINE FLAMED OUT. THE ENGINE WAS SUCCESSFULLY RE-STARTED IN FLIGHT BUT SUFFERED AN OVER TEMPERATURE DURING THE RE-LIGHT. MFG WILL INVESTIGATE THE EVENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED. (TC NR 20070314009)

CA070314008

PILATS

PWA  

 

ACTUATOR

FROZEN

3/13/2007

PC1245

PT6A67B

 

9787320309

TE FLAPS

(CAN) FLAP ACTUATOR WOULD TEMPORARILY FREEZE/SEIZE AT THE END OF A FLIGHT WHILE WAITING ON THE GROUND AT OAT-5-12C. AFTER WARMING A/C, FLAPS WOULD RESET AND FUNCTION NORMALLY. ACTUATOR REMOVED FROM SERVICE. FLAP WARNING UNIT FAILURE CODES INDICATED HIGH CURRENT DRAW. FLAPS SYSTEM TESTED WITHIN CURRENT DRAW LIMITS AFTER REPLACEMENT OF ACTUATOR. MFG TECH REP HAS REQUESTED TEARDOWN REPORTS. (TC NR 20070314008)

CA070314010

PILATS

PWA  

 

ROD END

LOOSE

3/13/2007

PC1245

PT6A67B

 

 

ACTUATOR

(CAN) ROD END WAS FOUND LOOSE/WORN OUT ON OVERHAULED ACTUATOR. TEMPORARILY INSTALLED IN AIRCRAFT WHILE AWAITING REPLACEMENT. REMOVED WITH 16.8 HRS TSO BEFORE RETURNING TO SUPPLIER. (TC NR 20070314010)

CA070320009

PILATS

PWA  

 

BEARING

DETERIORATED

3/20/2007

PC1245

PT6A67B

 

9408308902

ACCESSORY DRIVE

(CAN) TRYING TO DIAGNOSE A NR 2 GENERATOR HOUSING DRAIN LINE OIL LEAK ,THE NR 2 GEN HOUSING ASSY WAS REMOVED TO REPLACE THE ENGINE ACCESSORY DRIVE SEAL WHICH WAS SUSPECT LEAKING. UPON REASSEMBLY OF NR 2 GEN HOUSING PLAY WAS NOTED ON PULLEY END OF DRIVE SHAFT. DISASSEMBLY REVEALED THAT THE OUTER BEARING P/N:940.83.08.902 OR P202PP/FS5000 HAD BEGUN TO DISINTEGRATE. THERE WERE 3 BALLS MISSING AND THE REMAINING BALLS STILL WERE CARRYING LOAD. THERE WAS ENOUGH SIDE PLAY IN THE SHAFT WHICH WOULD CAUSE THE SHAFT NOT TO RUN TRUE WHICH IN TURN CAUSED THE ENGINE ACCESSORY SEAL TO FAIL. ALL AFFECTED PARTS REPLACED WITH NEW AND OIL LEAK IS GONE. (TC NR 20070320009)

CA070326002

PILATS

PWA  

 

RELAY

MALFUNCTIONED

3/22/2007

PC1245

PT6A67B

 

 

TRIM SYS

(CAN) A/C WAS CLIMBING OUT. THE PILOT MADE A MANUAL TRIM UP SELECTION WHEN A HZ STAB TRIM RUNAWAY OCCURRED. THE PILOT SELECTED THE TRIM INTERRUPT SWITCH TO STOP THE RUNAWAY AND RETURNED. THE TRIM RELAY K 022 WAS REPLACED AND SYSTEM WAS GROUND CHECKED SERVICEABLE AND THE A/C RETURNED TO SERVICE. NO FURTHER PROBLEMS HAVE BEEN REPORTED. (TC NR 20070326002)

2007FA0000411

PILATS

PWA  

 

BOLT

BROKEN

5/15/2007

PC1245

PT6A67B

 

5321012110

LANDING GEAR

DURING A 100 HOUR INSPECTION, A VISUAL INSPECTION FOUND A BROKEN BOLT ON THE RT MLG. THE BOLT ATTACHED THE LOWER PART OF THE SHOCK ABSORBER TO LANDING GEAR LEG. THE PN OF THE BOLT IS MOST LIKELY 532.10.12.110. THERE IS A LATER PN 532.10.12.205 BUT THIS WAS PROBABLY NOT THE PART INSTALLED. THEIR WAS NO MARKING ON THE BOLT ITSELF MAKING IT DIFFICULT TO DETERMINE THE PN. THIS PROBLEM WAS PREVIOUSLY ADDRESSED BY AD 04-06-05 AND SB 32-015, BUT THIS AIRCRAFT AND SN OF THE LANDING GEAR IN QUESTION ARE WELL BEYOND THE AFFECTIVITY OF BOTH THE AD AND THE SB.

2007FA0000412

PILATS

PWA  

 

BOLT

BROKEN

5/15/2007

PC1245

PT6A67B

 

5321012110

LANDING GEAR

DURING A 100 HOUR INSPECTION, A VISUAL INSPECTION FOUND A BROKEN BOLT ON THE RT MLG. THE BOLT ATTACHED THE LOWER PART OF THE SHOCK ABSORBER TO LANDING GEAR LEG. THE PN OF THE BOLT IS MOST LIKELY 532.10.12.110. THERE IS A LATER PN 532.10.12.205 BUT THIS WAS PROBABLY NOT THE PART INSTALLED. THEIR WAS NO MARKING ON THE BOLT ITSELF MAKING IT DIFFICULT TO DETERMINE THE PN. THIS PROBLEM WAS PREVIOUSLY ADDRESSED BY AD 04-06-05 AND SB 32-015, BUT THIS AIRCRAFT AND SN OF THE LANDING GEAR IN QUESTION ARE WELL BEYOND THE AFFECTIVITY OF BOTH THE AD AND THE SB.

2007FA0000413

PILATS

PWA  

 

BOLT

BROKEN

5/15/2007

PC1245

PT6A67B

 

5321012110

ZONE 700

DURING A 100 HOUR INSPECTION, A VISUAL INSPECTION FOUND A BROKEN BOLT ON THE RT MLG. THE BOLT ATTACHED THE LOWER PART OF THE SHOCK ABSORBER TO LANDING GEAR LEG. THE PN OF THE BOLT IS MOST LIKELY 532.10.12.110. THERE IS A LATER PN 532.10.12.205 BUT THIS WAS PROBABLY NOT THE PART INSTALLED. THEIR WAS NO MARKING ON THE BOLT ITSELF MAKING IT DIFFICULT TO DETERMINE THE PN. THIS PROBLEM WAS PREVIOUSLY ADDRESSED BY AD 04-06-05 AND SB 32-015, BUT THIS AIRCRAFT AND SN OF THE LANDING GEAR IN QUESTION ARE WELL BEYOND THE AFFECTIVITY OF BOTH THE AD AND THE SB.

2007FA0000414

PILATS

PWA  

 

BOLT

BROKEN

5/15/2007

PC1245

PT6A67B

 

5321012110

ZONE 700

DURING A 100 HOUR INSPECTION, A VISUAL INSPECTION FOUND A BROKEN BOLT ON THE RT MLG. THE BOLT ATTACHED THE LOWER PART OF THE SHOCK ABSORBER TO LANDING GEAR LEG. THE PN OF THE BOLT IS MOST LIKELY 532.10.12.110. THERE IS A LATER PN 532.10.12.205 BUT THIS WAS PROBABLY NOT THE PART INSTALLED. THEIR WAS NO MARKING ON THE BOLT ITSELF MAKING IT DIFFICULT TO DETERMINE THE PN. THIS PROBLEM WAS PREVIOUSLY ADDRESSED BY AD 04-06-05 AND SB 32-015, BUT THIS AIRCRAFT AND SN OF THE LANDING GEAR IN QUESTION ARE WELL BEYOND THE AFFECTIVITY OF BOTH THE AD AND THE SB.

CA070503009

PILATS

PWA  

 

ACTUATOR

INOPERATIVE

4/22/2007

PC1245

PT6A67B

 

9787314203

PITCH TRIM

(CAN) THE SECONDARY ELECTRIC MOTOR, WHICH ACTUATES THE PITCH TRIM ACTUATOR IN RESPONSE TO AUTO PILOT COMMANDS WAS NOT OPERATIVE. THIS RENDERED THE AUTOPILOT SYSTEM U/S. THE ACTUATOR WAS REPLACED AND THE SYSTEM WAS CHECKED AIRWORTHY. THE O/H INTERVAL ON THESE ACTUATORS IS 6000 HRS. OR 5 YEARS INSTALLED TIME. (TC NR 20070503009)

CA070525002

PILATS

PWA  

PWC  

BOLT

FAILED

5/11/2007

PC1245

PT6A67B

311276701

MS949034

ENGINE

(CAN) ENGINE WAS REMOVED AFTER THE PILOT REPORTED THAT A LOUD BANG AND SHUDDER WAS EXPERIENCED BY THE AIRCRAFT DURING CLIMB IN AUTOPILOT NEAR TAKEOFF POWER APPROXIMATELY 5 MINUTES AFTER TAKEOFF AT 6000 FT. THE REDUCTION GEARBOX CHIP DETECTOR WAS ILLUMINATED AND THE AIRCRAFT RETURNED BACK TO BASE AT LOW POWER WITH NO OTHER ABNORMALITIES OBSERVED. ALL GROUND OPERATIONS WERE NORMAL. THE DATE OF THE INCIDENT WAS MAY 11, 2007. DURING INVESTIGATION DISMANTLE OF THE POWER SECTION AND FIRST-STAGE REDUCTION CARRIER ASSEMBLY, OF (6) MACHINE HEX BOLTS (IPC P/N 3038338, CH. 72-11-00, FIGURE 4, ITEM 200, P/N MS9490-34) WAS FOUND WITHOUT THE BOLT HEAD ATTACHED. NOTE THAT THE CARRIER HEX BOLTS SECURE THE FIRST-STAGE CARRIER AND THE FIRST-STAGE REDUCTION SPLINED ADAPTER. (SEE ATTACHMENT) THERE ARE A QUANTITY OF SIX HEX BOLTS INSTALLED WITH KEYWASHERS AND ARE TORQUED 75 TO 85 IN.LB. ENGINE OVERHAUL RECORDS INDICATE THAT QUANTITY SIX BOLTS WERE REPLACED WITH NEW ONES DURING ENGINE OVERHAUL. THIS IS THE FIFTH CASE THAT HAS COME TO OUR ATTENTION SINCE APRIL 2004. (TC NR 20070525002)

CA070516003

PILATS

PWA  

 

SOLENOID

STUCK

5/14/2007

PC1245

PT6A67B

 

 

FEATHERING SYS

(CAN) PILOT INITIATED START FOLLOWING TURNAROUND AND NOTICED PROP RPM FOLLOWING START WAS ONLY AT 500 RPM AND NOT AT THE NORMAL, ABOVE 1000 RPM AT ENGINE IDLE. ALSO HAD EIS FLASHING AMBER AND RED ON EIS AS PROP WAS OPERATING BELOW 950 RPM. PROP WAS NOT COMING OUT OF FEATHER POSITION. PILOT SHUTDOWN ENGINE. INVESTIGATION REVEALED A STUCK OPEN PROP FEATHERING SOLENOID WHICH DID NOT ALLOW UNFEATHERING OF PROP. ONCE SOLENOID COOLED DOWN SOLENOID FUNCTIONED NORMALLY. REPLACED OVERSPEED GOVERNOR WITH REPAIRED AND TESTED UNIT. (TC# 20070516003)

2007FA0000531

PILATS

PWA  

 

FLEX DRIVE

BROKEN

6/15/2007

PC1245

PT6A67B

 

9450202205

TE FLAPS

DURING APPROACH WHEN THE FLAPS WERE SELECTED TO 15 DEGREES THE FLAPS FAILED TO EXTEND AND A FLAP CAUTION ANNUNCITOR WAS DISPLAYED ON THE CAWS PANEL. THE FLIGHT CREW FOLLOWED THE APPROPRIATE POH PROCEDURES AND LANDED UNEVENTFULLY. INVESTIGATION INTO THE FLAP PROBLEM AFTER THE AIRCRAFT LANDED DETERMINED THAT THE LT IB FLAP FLEX DRIVE PN 945.02.02.205, SN S2532, HAD BROKEN JUST IB OF THE LT IB FLAP ACTUATOR.

CA070514041

PILATS

PWA  

 

DRIVE SHAFT

SHEARED

3/27/2007

PC7  

PT6A25

9682011739

 

FCU 

(CAN) THE ENGINE WAS FOUND NOT TO RESPOND TO THROTTLE INPUT AND SUBSEQUENTLY ACCELERATED UNCOMMANDED. THE ENGINE WAS SHUTDOWN ON APPROACH. SUBSEQUENT INSPECTION REVEALED A SHEARED FUEL CONTROL UNIT DRIVE SHAFT. (TC NR 20070514041)

2007FA0000513

PIPER

 

ACK  

CONNECTOR

MISSING

6/8/2007

PA16

 

E01ELT

E0109

ELT 

DURING 100 HOUR INSPECTION IT WAS NOTED THAT THE BNC CONNECTOR ATTACHED TO THE ELT PORTABLE ANTENNA WAS MISSING. AN IN-DEPTH SEARCH OF THE AIRCRAFT BELLY FAILED TO TURN UP THE CONNECTOR. THE CONNECTOR IS ATTACHED TO THE PORTABLE COLLAPSIBLE ANTENNA BY A 6-32 SCREW IN THE BOTTOM OF THE ANTENNA. THERE IS NO PROVISION TO LOCK THIS THREADED ATTACHMENT.

CA070427007

PIPER

LYC  

 

LINK

BROKEN

4/25/2007

PA23250

IO540C4B5

 

16667000

NOSE GEAR

(CAN) DURING GEAR RETRACTION THE PILOTS DID NOT GET A GEAR UP AND SAFE LIGHT, UPON VISUALLY INSPECTING THE GEAR WITH THE MIRRORS THE NOSE GEAR WAS SEEN TO BE DANGLING AT AN APPROXIMATE 60 DEGREE ANGLE. GEAR WAS SELECTED DOWN, DOWN AND LOCKED INDICATION WAS PROVIDED AND THE AIRCRAFT LANDED UNEVENTFULLY. DURING INSPECTION OF THE GEAR SYSTEM THE NOSE GEAR DOWN LOCK LINK ASSEMBLIES WERE FOUND TO BE BROKEN IN HALF. THEY ARE MADE OF STEEL. THE LINK ASSEMBLIES WERE REPLACED NEW AND THE GEAR SWUNG NUMEROUS TIMES SATISFACTORILY. (TC NR 20070427007)

2007FA0000484

PIPER

LYC  

 

CARBURETOR

WORN

5/25/2007

PA24

O360*

 

MA45 

ENGINE

THE ACCELERATOR PUMP IN THE CARBURETOR FAILED. INSPECTION SHOWED THAT THE PUMP HEAD GLAND HAD SHRUNK, SO THAT IT DID NOT PROVIDE A SEAL BETWEEN THE CARBURETOR BODY AND THE PUMP ITSELF. THE RESULT WAS THAT ADVANCING THE THROTTLE DID NOT CAUSE FUEL TO BE SQUIRTED FROM THE PUMP EXIT ORIFICE. REPLACEMENT OF THE PUMP RESOLVED THE PROBLEM.

2007FA0000485

PIPER

LYC  

 

CARBURETOR

WORN

5/25/2007

PA24

O360*

 

MA45 

 

THE ACCELERATOR PUMP IN THE CARBURETOR FAILED. INSPECTION SHOWED THAT THE PUMP HEAD GLAND HAD SHRUNK, SO THAT IT DID NOT PROVIDE A SEAL BETWEEN THE CARBURETOR BODY AND THE PUMP ITSELF. THE RESULT WAS THAT ADVANCING THE THROTTLE DID NOT CAUSE FUEL TO BE SQUIRTED FROM THE PUMP EXIT ORIFICE. REPLACEMENT OF THE PUMP RESOLVED THE PROBLEM.

2007FA0000480

PIPER

LYC  

 

SPAR CAP

CORRODED

5/23/2007

PA28140

O320*

 

6707003

RT WING

FUEL TANK REMOVED DUE TO LEAKING VENT LINES. UPON REMOVAL, DISCOVERED RT WING UPPER SPAR CAP SEVERLY CORRODED. MAJOR EXFOLIATION TO THE SPAR CAP AT THE OB SECTION OF THE FUEL TANK OPENING.

2007FA0000525

PIPER

LYC  

SLICK

ROTOR

SHEARED

6/15/2007

PA28161

O320D3G

4370

M3548

MAGNETO

RIGHT MAGNETO ROTOR SHEARED DIRECTLY UNDER THE MAGNETO CAM. SECOND IDENTICAL FAILURE IN 335 HRS ON THE AIRCRAFT. AIRCRAFT DYNAMIC PROP BALANCE WAS CHECKED AFTER THIS FAILURE AND CHECKED EXCELLENT.

2007FA0000526

PIPER

LYC  

CHRYSLER

TERMINAL

LOOSE

6/15/2007

PA28180

O360A4A

 

 

ALTERNATOR

217 HOURS AFTER OVERHAUL, THE OUTPUT TERMINAL BECAME LOOSE IN THE BUSS STRAP INSIDE THE ALTERNATOR, CAUSING COMPLETE FAILURE. LIKELY THIS FIT (NORMALLY A PRESS FIT) WAS NOT AS TIGHT AS IT NEEDED TO BE WHEN THIS UNIT LEFT KELLY.

2007FA0000420

PIPER

 

 

BATTERY BOX

BROKEN

5/10/2007

PA28181

 

 

352020035201

 

PLASTIC BATTERY BOX BROKE INTO SEVERAL PIECES. LID WOULD NO LONGER HOLD SECURLY ON THE BOX ALLOWING BATTERY TO BE UNSECURED IN THE AIRCRAFT. PIPER REPIORTED THAT P/N 35201-00 LID AND 35202-00 WAS NO LONGER AVAILABLE. INSTALLED STC'D BATTERY BOX TO REPLACE THE DAMAGED ONE.

2007FA0000482

PIPER

 

 

SPAR

CORRODED

5/23/2007

PA28R180

 

 

6205401

RT WING

RT WING REMOVED DUE TO DAMAGE. WING WAS SCRAPPED AND DEALER WANTED STEEL FITTINGS REMOVED. UPON REMOVAL OF REAR SPAR ATTACH PLATE, SEVERE CORROSION WAS FOUND ON THE SPAR UNDER THE PLATE. CONDITION WAS VERY SERIOUS AND COULD HAVE LEAD TO AN INFLIGHT FAILURE.

CA070503005

PIPER

LYC  

 

DRIVE GEAR

FAILED

4/13/2007

PA31

TIO540A2B

 

76786

CRANKSHAFT

(CAN) LT ENGINE FAILED IN CRUISE FLIGHT. AIRCRAFT RETURNED TO BASE. ENGINE REMOVED AND REPLACED. THE ACCESSORY CASE WAS REMOVED AND FOUND THAT THE CRANKSHAFT DRIVE GEAR HAD FAILED (TEETH STRIPPED OFF DRIVE GEAR). (TC NR 20070503005)

CA070327008

PIPER

LYC  

 

ENGINE

FAILED

3/12/2007

PA31

TIO540A2C

 

 

 

(CAN) ENGINE FAILURE, PROP STOPPED IN FLIGHT. NO EXTERNAL DAMAGE TO ENGINE. SUSPECT CRANKSHAFT FAILURE. (TC NR 20070327008)

CA070327005

PIPER

LYC  

 

PROXIMITY SWITCH

FAILED

3/22/2007

PA31325

TIO540F2BD

 

487862

MLG 

(CAN) MAINTENANCE COULD NOT DUPLICATE FAULT ON GROUND WITH AIRCRAFT ON JACKS. CYCLED GEAR 20 TIMES FAULT FREE. WIRING CHECKED,OK, RIGGING CHECKED OK, HYDRAULIC POWER PACK CHECKED, OK. CORRECTIVE ACTION TO REPLACE ALL 6 LANDING GEAR PROXIMITY SWITCHES. (TC NR 20070327005)

2007FA0000501

PIPER

LYC  

 

MAIN BEARING

DELAMINATED

6/7/2007

PA31350

LTIO540J2BD

 

LW13683

ENGINE

CUSTOMER FOUND METAL IN FILTER DURING ROUTINE MAINTENANCE. TOOK ENG. APART AND FOUND 2 CENTER MAIN BRGS. WHERE DELAMINATED.

CA070503006

PIPER

LYC  

 

SEAL

LEAKING

4/26/2007

PA31350

TIO540J2BD

 

C3317228

CRANKSHAFT

(CAN) RECEIVED ENGINE, AFTER A REPAIR FOR PREMATURE CAMSHAFT FAILURE (REF: SDR 20070319008). AFTER INSTALLATION AND RUN-UPS, AN OIL LEAK WAS DISCOVERED AT THE CRANKSHAFT SEAL. WHEN THE SEAL WAS REMOVED IT WAS NOTED THAT IT WAS A (SPLIT) TYPE SEAL NOT THE ONE-PIECE AS CALLED FOR IN THE IPC. AFTER SPEAKING WITH REPAIR STATION, THEY AGREED TO COVER THE LABOR AND NEW SEAL COSTS. A NEW SEAL WAS INSTALLED AND THERE HAVE BEEN NO LEAKS SINCE. WE RETURNED THE DEFECTIVE SEAL, AS THEY REQUESTED IT FOR QUALITY PURPOSES. (TC NR 20070503006)

CA070508005

PIPER

LYC  

 

HOUSING

CRACKED

5/4/2007

PA31350

TIO540J2BD

 

268028

HYD PUMP

(CAN) 2ND MAINTENANCE GROUND RUN WAS COMPLETED ON AIRCRAFT AND ENGINES SHUTDOWN. HAD LUNCH AND RETURNED TO A/C AND OBSERVED POOL OF HYDRAULIC FLUID BENEATH THE RT ENGINE. POST INSPECTION OF HYD PUMP REVEALED A CRACKED HOUSING. REPLACED THE HYDRAULIC PUMP. (TC NR 20070508005)

CA070514033

PIPER

LYC  

 

BELT

LOOSE

4/29/2007

PA31350

TIO540J2BD

 

LW18129

ALTERNATOR

(CAN) PILOT NOTICED ALTERNATOR INOPERATIVE LIGHTS ILLUMINATE A FEW TIMES THEN STAYED ON, SO HE ELECTED TO LAND AT NEAREST AIRPORT. MAINTENANCE FOUND BOTH ALTERNATOR BELTS LOOSE, CAUSE WAS DETERMINED TO BE BELT STRETCH AND WEAR-IN DUE TO BOTH BELTS BEING REPLACED 25 HOURS PREVIOUSLY. (TC NR 20070514033)

CA070502009

PIPER

LYC  

 

ENGINE

FAILED

4/10/2007

PA31350

TIO540J2BD

 

 

NR 2 

(CAN) NR 2 ENGINE FAILED SEVEN MINUTES PRIOR TO LANDING AT AIRPORT. NR 2 CYLINDER DROPPED DOWN INSIDE THE COWLING AND APPROXIMATELY 2 QUARTS OF OIL WAS LOST. THE ENGINE WAS SECURED WITHIN A FEW SECONDS AND A LANDING WAS SAFELY EXECUTED AT AIRPORT. THE ENGINES WERE BOTH SET AT 31 INCHES HG, 2200 RPM AND APPROXIMATELY 1500F EGT, PRIOR TO THE NR 2 ENGINE FAILURE. THE FAILURE OCCURRED ON THE 30 MARCH 2007. (TC NR 20070502009)

CA070511003

PIPER

LYC  

 

BUSHING

WORN

4/10/2007

PA31350

TIO540J2BD

 

 

ENGINE

(CAN) DURING CRUISE PORTION OF THE FLIGHT, THE PILOT NOTICED A VIBRATION FOLLOWED BY A NOISE AND LOSS OF OIL. THE PILOT SHUTDOWN THE ENGINE AND DIVERTED TO A NEARBY AIRPORT AND LANDED SAFELY. THE ENGINE WAS REMOVED AND SENT TO AN ENGINE SHOP FOR A TEARDOWN. IT WAS DETERMINED THAT THE COUNTERWEIGHT BUSHING WAS WORN THUS CAUSING EXCESSIVE PLAY. THIS EXCESSIVE PLAY CAUSED THE COUNTERWEIGHT CHEEK TO BREAK AND THE COUNTERWEIGHT COMING LOOSE INSIDE THE ENGINE WHICH CAUSED SUBSTANTIAL DAMAGE. THE POSSIBLE REASON FOR THE FAILURE COULD BE DUE TO ENGINE OVERSPEED AT SOMETIME OR ANOTHER. (TC NR 20070511003)

CA070321002

PIPER

LYC  

 

BEARING

FAILED

3/20/2007

PA31350

TIO540J2BD

 

 

TURBOCHARGER

(CAN) RT ENGINE LOST BOOST AT ALTITUDE. PILOT ELECTED TO DESCEND TO LOWER ALTITUDE. AT LOWER ALTITUDE, RT ENGINE HAD NORMAL POWER. APPROXIMATELY 20 MINUTES LATER, RT OIL PRESSURE WAS OBSERVED LOWER THAN NORMAL. ENGINE WAS SECURED AND SHUTDOWN. UNEVENTFUL SINGLE-ENGINE LANDING WAS CARRIED OUT. (TC NR 20070321002)

CA070321004

PIPER

LYC  

 

CRANKCASE

CRACKED

3/16/2007

PA31350

TIO540J2BD

 

 

ENGINE

(CAN) THE AIRCRAFT WAS BROUGHT INTO THE HANGAR DURING AN INTERMEDIATE STOP TO WORK ON SOME SNAGS. THE ENGINEER NOTICED A QUANTITY OF OIL ON THE OUTSIDE OF THE IB NACELLE OF THE RT ENGINE. AFTER CLEANING THE ENGINE AND RUNNING IT AGAIN A CRACK WAS NOTICED EMANATING FROM THE LOWER FORWARD STUD OF THE NR 2 CYLINDER. IT RAN FORWARD TO THE THREADED HOLE FOR THE PROP GOVERNOR BRACE. THE CRACK WAS NDT`D AND FOUND TO ALSO BE RUNNING BACKWARDS ALONG THE CASE UNDER THE STARTER AREA. IT ALSO RAN HALFWAY UP THE EDGE OF THE CYLINDER BOSS. THE ENGINE HAS GONE FOR REPLACEMENT OF THE CASE. (TC NR 20070321004)

CA070319008

PIPER

LYC  

 

CAMSHAFT

WORN

3/15/2007

PA31350

TIO540J2BD

 

 

ENGINE

(CAN) THIS ENGINE WAS JUST PUT ON WING TO REPLACE AN ENGINE THAT HAD CAMSHAFT WEAR. DURING A ROUTINE INSPECTION THE OIL WAS DRAINED AND A SUBSTANTIAL AMOUNT OF FERROUS METAL WAS DISCOVERED IN THE FILTER. AN OIL SAMPLE WAS SENT IMMEDIATELY TO PROGRESSIVE FOR ANALYSIS. THEY REPORTED BACK THAT IT WAS THE CAMSHAFT FAILING. WE ARE SENDING THE ENGINE TO THEM FOR TEARDOWN AND WILL NOT KNOW UNTIL THEN WHETHER IT IS AN OPERATIONAL PROBLEM OR A COMPONENT PROBLEM. (TC NR 20070319008)

CA070323005

PIPER

LYC  

 

CONTROLLER

LEAKING

3/22/2007

PA31350

TIO540J2BD

 

 

FUEL SYSTEM

(CAN) DURING A TRAINING FLIGHT WHEN POWER WAS APPLIED, THE RT ENGINE ACCELERATED NORMALLY TO 40 INCHES AND THEN STARTED TO SURGE BETWEEN 20 AND FORTY INCHES. THE PILOT WAS ABLE TO STABILIZE THE ENGINE AT ABOUT 25 INCHES OF MANIFOLD PRESSURE. ALL GAUGES WERE NORMAL ALTHOUGH THEY COULD NOT GAIN ANY MORE THAN 30 INCHES OF MANIFOLD PRESSURE. A LOT OF BLACK SMOKE WAS OBSERVED UNDER THE WING OF THE AIRCRAFT. AS THE AIRCRAFT LANDED, THE RIGHT ENGINE QUIT. A QUANTITY OF FUEL WAS POURING OUT THE `SNIFFLE` VALVE OF THE ENGINE. MAINTENANCE REMOVED THE DENSITY AND DIFFERENTIAL CONTROLLERS. THE DENSITY CONTROLLER APPEARED TO HAVE AN INTERNAL LEAKAGE WHICH HAD CONTAMINATED BOTH THE DIFFERENTIAL CONTROLLER AND THE FCU WHICH WAS DOWNSTREAM OF THE DENSITY CONTROLLER. THE CONTROLLER’S LOSS OF OIL WOULD CREATE A FLUCTUATING WASTEGATE. THE ENGINE SHUTDOWN ON THE LANDING FLARE CREATED A SITUATION WHERE THE ENGINE WAS SETUP FOR RUNNING AND FUEL WOULD HAVE BEEN PUMPING INTO THE ENGINE EVEN THOUGH IT WAS NOT RUNNING. THIS WOULD HAVE CAUSED THE QUANTITY OF FUEL VENTED OVERBOARD. THE AIRCRAFT WAS FLOWN AFTER CHANGING BOTH SERVOS AND THE FCU WITHOUT PROBLEMS. (TC# 20070323005)

CA070514034

PIPER

PWA  

 

FCU  

FAULTY

3/26/2007

PA31T

PT6A135

 

32448094

ENGINE

(CAN) DURING CLIMB, ENGINE POWER INCREASED UNCOMMANDED, RESULTING IN A TORQUE EXCEEDANCE. THE ENGINE WAS SHUTDOWN IN FLIGHT. SUBSEQUENT INSPECTION REVEALED A FAULTY FUEL CONTROL UNIT. (TC NR 20070514034)

CA070314019

PIPER

PWA  

 

LINE

FRACTURED

2/16/2007

PA46500TP

PT6A42

 

3033981

FCU 

(CAN) THE ENGINE EXPERIENCED AN UNCOMMANDED POWER REDUCTION IN FLIGHT AND FLAMED OUT ON LANDING ROLL-OUT. SUBSEQUENT INSPECTION REVEALED A FRACTURED FUEL DELIVERY TUBE. (TC NR 20070314019)

2007FA0000457

PZLWAR

LYC  

 

BLADE

CRACKED

5/16/2007

PZL104W35A

IO540K1B5

 

F8468A6R

PROPELLER

ALUMINUM FATIGUE CRACK VISUALLY AND NDT DETECTED. PROPELLER ASSY RECEIVED FOR OVERHAUL AND BLADE NR 2 OF 3 REMOVED FROM PROPELLER ASSY (HC-C3YR-1RF/ F8468A-6R, UNDER WO NR 38598A. NOTE: MANDATORY OVERHAUL REQUIRED DUE TO GROUND STRIKE, HOWEVER, BLADE SUBMITTED WAS NOT BENT AND LEAST DAMAGED. (K)

2007FA0000460

RAYTHN

WILINT

 

CONNECTOR

FAULTY

4/30/2007

390  

FJ44

 

D3899924WD19

ANTI SKID SYS

TROUBLESHOT INTERMITTENT ANTI-SKID SYSTEM FAIL ANNUNCIATION, CABIN DOOR SEAL STAYING INFLATED ON GROUND, AND LIFT DUMP HANDLE OPERATION. FOUND BAD CRIMP ON PIN (L) FOR WIRE G117B24 IN LT MLG SQUAT SWITCH CONNECTOR. FUNCTIONAL CHECKS OK. (K)

CA070314021

RAYTHN

PWA  

 

ENGINE

MAKING METAL

2/23/2007

G36  

PT6A68

 

 

 

(CAN) DURING A TRAINING MISSION, THE ENGINE EXPERIENCED AN UNCOMMANDED REDUCTION IN POWER ACCOMPANIED BY A NOISE AND A CHIP DETECTOR INDICATION. SUBSEQUENT INSPECTION REVEALED METALLIC DEBRIS IN THE ENGINE OIL SYSTEM. MFG WILL INVESTIGATE THE EVENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED. (TC NR 20070314021)

CA070514010

RAYTHN

PWA  

 

ENGINE

MAKING METAL

2/23/2007

G36  

PT6A68

 

 

 

(CAN) ON A TRAINING MISSION, THE ENGINE EXPERIENCED A LOSS OF THRUST (DURING TRAFFIC PATTERN STALLS) ACCOMPANIED BY A NOISE AND A CHIP DETECTOR INDICATION. THE PILOT DECLARED AN EMERGENCY AND ABORTED THE MISSION. SUBSEQUENT INSPECTION REVEALED METAL PARTICLES IN THE ENGINE OIL. MFG WILL INVESTIGATE THE EVENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED. (TC NR 20070514010)

061371

RAYTHN

 

 

DIODE

OVERHEATED

6/13/2007

HAWKER800XP

 

 

NTE5916

LIGHTS

PILOT'S NOTED THAT LANDING AND TAXI PULSE LIGHT SYSTEM WAS INOPERATIVE ... LIGHTS WOULD NOT PULSE IN FLIGHT. SYSTEM HAD BEEN UPDATED PER RAYTHEON MANDATORY SERVICE BULLETIN 33-3682. UPON INSPECTION AND TROUBLE SHOOTING SYSTEM, THE CONNECTORS ATTACHED TO THE DIODES (CR1 THRU CR4) THAT WERE ADDED TO THE SYSTEM AS A RESULT OF THE BULLETIN, WERE LOOSE AND APPEAR TO HAVE OVERHEATED. IN DISCUSSIONS WITH RAYTHEON, IT WAS DETERMINED THAT POSITION OF THE DIODE INSULATORS ON PAGE 25 OR 39 OF THE SERVICE BULLETINS IS INCORRECT AND SHOWN OPPOSITE OF WHAT THEY SHOULD BE. AS A RESULT, THE THINNER INSULATOR CRACKS AND ALLOWS THE TERMINAL TO SHORT TO GROUND AND OVERHEAT. VISUALLY INSPECT DIODE PANEL AND VERIFY THAT THE THICKER OF THE TWO INSULATORS IS LOCATED ADJACENT TO THE TERMINAL AND VERIFY THAT TERMINALS HAVE NOT OVERHEATED AS INDICATED BY MELTED INSULATION OR DISCOLORATION AND ARE TIGHT.

CA070503003

RKWELL

LYC  

 

CONNECTING ROD

BROKEN

5/3/2007

700  

TIO540R2AD

 

LW19332S

ENGINE

(CAN) IT WAS REPORTED TO MAINTENANCE THAT THE RT ENGINE HAD EXPERIENCED SOME TROUBLE. THE ENGINE WAS SHUTDOWN (DURING FLIGHT) AND PROP WAS FEATHERED. THE AIRCRAFT COMPLETED THE FLIGHT TO THE NEAREST AIRPORT AND LANDED WITHOUT INCIDENT. THE PRELIMINARY INSPECTION INDICATES THAT THE NR 4 CYLINDER CONNECTING ROD BROKE THROUGH THE PISTON PIN HOLE. THIS PERMITTED THE PISTON TO BECOME DISLODGED AND THE CYLINDER ASSEMBLY WAS SUBSEQUENTLY FORCED FREE OF THE ENGINE BREAKING ALL THE CYLINDER BASE HOLD DOWN STUDS. THE ENGINE WILL REQUIRE MAJOR REPAIRS. (TC NR 20070503003)

CA070313006

RKWELL

LYC  

 

CRANKSHAFT

BROKEN

3/8/2007

700  

TIO540R2AD

 

13F1773585

ENGINE

(CAN) APPROXIMATELY 45 MILES OUT, THE CREW NOTED A VIBRATION FROM THE LT ENGINE. THE CREW SECURED THE ENGINE AND FEATHERED THE PROP IAW THE CHECK LIST. THE FLIGHT CONTINUED TO DESTINATION WITHOUT INCIDENT. WITH COWLING’S REMOVED, NOTED THE CASE HAD BEEN BREACHED AND THE CAMSHAFT HAD BROKEN. WITH NR 5 CYL. REMOVED WE COULD SEE THAT THE CRANKSHAFT WAS BROKEN AFT OF THE MAIN BEARING BETWEEN CYLINDER BANKS 2-4 AND 5-6. THIS PERMITTED THE CRANK SEGMENT WITH CONNECTING RODS FOR CYL`S 5 AND 6 TO FLAIL AROUND, BREAKING THE CRANKCASE AND CAMSHAFT. THE ENGINE WILL BE SENT OUT FOR FURTHER TEARDOWN. PARTS AVAILABLE FOR INSPECTION. (TC NR 20070313006)

2007FA0000503

ROBSIN

LYC  

 

BEARING

ROUGH

6/18/2007

R22BETA

O320*

 

A04111

DRIVESHAFT

PILOT REPORTS GRINDING NOISE FROM TAIL ROTOR DRIVESHAFT. REMOVED DRIVESHAFT ASSY AND DISCOVERED ROUGH A041-11 DAMPER BEARING. REPLACED BEARING ASSY. CLOSER EXAMINATION SHOWED PAINT USED DURING DRIVESHAFT ASSEMBLY ON LIP OF SEAL. OVER TIME THIS DAMAGED THE LIP OF THE SEAL AND ALLOWED GREASE TO PURGE FROM BEARING. THIS IS THE SECOND OCCURRENCE OF THIS IN THE PAST 12 MONTHS. MFG NOTIFIED EACH TIME. SUGGEST BETTER QC DURING DRIVESHAFT BUILD UP AT MFG.

CA070515004

ROBSIN

LYC  

 

RETAINER

BROKEN

5/2/2007

R22BETA

O320B2C

 

A4871

CYLINDER

(CAN) DURING 25 HOUR INSPECTION, FOUND (NR 2), (A) CYLINDERS IB LOWER BAFFLE RETAINER HEAD BROKEN AND ITS SPRING MISSING, THUS AFT BAFFLE IN CONTACT WITH NR 2 CYLINDER OIL RETURN LINE CAUSED DEEP WEAR ON OIL LINE. NO LEAK FOUND AT THAT TIME. RETAINER, SPRING AND OIL RETURN LINE REPLACED. (TC NR 20070515004)

2007FA0000418

ROBSIN

 

 

BLADE

DEBONDED

5/1/2006

R44RAVENII

 

 

C0165

MAIN ROTOR

IN FLIGHT BREAK UP. HELICOPTER CRASHED KILLED 2 HUMANS. NO REACTION TIME TO LAND SAFELY, PILOT WAS EJECTED OUT OF SEAT BY BLADE, KILLED INSTANTLY.

2007FA0000449

ROBSIN

 

 

BLADES

DEBONDED

5/1/2006

R44RAVENII

 

 

C0165

MAIN ROTOR

IN FLIGHT BREAK UP. HELICOPTER CRASHED KILLED 2 HUMANS. NO REACTION TIME TO LAND SAFELY, PILOT WAS EJECTED OUT OF SEAT BY BLADE KILLED INSTANTLY.

CA070503008

ROBSIN

LYC  

 

VALVE STEM

BENT

4/29/2007

R44RAVENII

IO540AE1A5

 

LW13622

ENGINE

(CAN) AIRCRAFT WAS FLYING DURING A SEISMIC JOB. ENGINE LOST POWER AND ENGINE WAS RUNNING ROUGH. EMERGENCY LANDING TOOK PLACE. MAINTENANCE INVESTIGATED AND FOUND NR 1 CYLINDER DEFECTIVE. UPON FURTHER INVESTIGATION INTAKE VALVE STUCK OPEN AND CONTACTED PISTON. CYLINDER AND PISTON WERE REPLACED AND AIRCRAFT WAS PUT BACK IN SERVICE. (TC NR 20070503008)

CA070518002

ROBSIN

LYC  

 

INTAKE VALVE

FRACTURED

5/16/2007

R44RAVENII

IO540AE1A5

 

LW13622

ENGINE

(CAN) PILOT LANDED TO CONDUCT TASK AT WELL SITE. DURING ATTEMPTED START UP, THE AIRCRAFT WOULD NOT START. AFTER A SHORT TIME, THE PILOT ATTEMPTED AGAIN AND THE AIRCRAFT STARTED. IT RAN VERY ROUGH AND EXCESSIVE VIBRATIONS. PILOT TOOK THE ENGINE POWER UP TO CHECK IF THE ISSUE WAS MAGNETO`S. HE THEN SHUT IT DOWN. MAINTENANCE CONDUCTED FURTHER INVESTIGATIONS AND FOUND CYLINDER NR 3 INTAKE VALVE HAD SNAPPED OR FRACTURED IN 3 PIECES. PORTION OF THE VALVE WAS FOUND IN THE INTAKE INDUCTION BOX. WILL NOTIFY WHEN FURTHER DETAILS ARE AVAILABLE. (TC NR 20070518002)

CA070502016

SAAB

GE  

 

CLEVIS

BROKEN

4/26/2007

340B

CT79B

 

18942

RT BRAKE PEDAL

(CAN) ON RUN UP THE RT BRAKE PEDAL CLEVIS FORKEND AT THE BRAZE JOINT BROKE. ON TROUBLESHOOTING THIS SNAG, IT WAS FOUND THAT SB 340-32-078 HAD NOT BEEN COMPLETED ON THIS A/C, THE NEW SOLID FORKEND P/N 250704 WAS INSTALLED IAW SB. (TC NR 20070502016)

CA070327011

SAAB

GE  

 

COUPLING

DAMAGED

3/27/2007

340B

CT79B

 

D2475

BLEED AIR SYS

(CAN) IN CRUISE A BLEED AIR LEAK INDICATION WAS OBSERVED FOR THE RT ENGINE. THE ENGINE WAS SHUTDOWN AS A PRECAUTIONARY MEASURE. AN UNEVENTFUL LANDING WAS MADE. MAINTENANCE INSPECTION FOUND NO EVIDENCE OF A BLEED AIR LEAK. FURTHER INVESTIGATION SHOWED THAT A FIRE WIRE COUPLING WAS LOOSE IN THE RT WING. WHEN THE COUPLING WAS REMOVED IT WAS FOUND THAT A CRUSH WASHER WAS MISSING FROM THE ASSEMBLY. THE COUPLING WAS CLEANED, INSPECTED AND REASSEMBLED CORRECTLY WITH (2) CRUSH WASHERS. AFTER INSTALLATION THE FIRE WIRE ELECTRICALLY TESTED SATISFACTORY. THE AIRCRAFT WAS SUBJECT TO FULL ENGINE RUNS AND NO BLEED AIR LEAK WAS EVIDENT. ALL COCKPIT INDICATIONS WERE NORMAL. (TC NR 20070327011)

CA070524006

SKRSKY

GE  

 

ENGINE

FAILED

5/17/2007

S61N

CT581401

 

CT581402

NR 1 

(CAN) REPORT NR 07-02204 (ON MAY 11, 2007) THE AC UNDERWENT AN ENGINE CHANGE ON NR 1 ENGINE AND REQUIRED A MAINTENANCE TEST FLIGHT. AFTER (2) GROUND RUNS INCLUDING LEAK CHECKS, DEPARTED TO THE TRAINING AREA TO PERFORM REQUIRED ENGINE TOPPING CHECK. VERIFIED WEATHER CONDITIONS AT 2000 FT, PA AND DESCENDED TO 1000 FT PA TO BEGIN CHECK. WITH NR 2 ENGINE SSL PULLED BACK TO 94 PERCENT NF AND NR 1 ENGINE AT FULL THROTTLE WE NOTED ENGINE VALUES CLIMBING THROUGH 2000 PA. LEVELED AIRCRAFT OFF TO CHECK EMERGENCY FUEL LEVER RIGGING AND THE CO-PILOT INCREASED EMERGENCY FUEL LEVER TO MAXIMUM AFTER DECREASING NR1 ENGINE SSL TO ABOVE GOVERNING RANGE. TOPPING VALUES WERE ON TARGET FOR NR 1 ENGINE AND THE CO-PILOT SLIGHTLY REDUCED EMERGENCY FUEL LEVER WHEN NR 1 ENGINE FLAMED OUT. ENTERED AUTOROTATION AND HAD THE CO-PILOT BRING BACK NR 2 ENGINE SSL TO NORMAL FLIGHT RANGE. WE THEN SECURED NR 1 ENGINE IAW THE EMERGENCY CHECK LIST AND PERFORMED SINGLE ENGINE LANDING AT HELIPORT. DECIDED AGAINST AN ENGINE RE-START IN FLIGHT DUE TO CLOSE PROXIMITY TO HELIPORT AND UNKNOWN REASON FOR FLAME OUT. NO LIMITS ON EITHER ENGINE OR DRIVETRAIN WERE EXCEEDED. (ULI BERGMANN-AH177359)11 MAY 2007. CONTINUATION REPORT ON ATTACHMENT. (TC NR 20070524006)

AMCR200700002

SKRSKY

 

 

FIRE DETECTOR

FAULTY

6/12/2007

S76B

 

 

61423473205

NR 1 ENGINE

UPON STARTER ENGAGEMENT FOR FIRST ENGINE START (EITHER ENGINE), THE NR 1 ENGINE FIRE ANNUNCIATOR WOULD ILLUMINATE ALONG WITH A FIRE TONE, BUT NO T-HANDLE ILLUMINATION. ILLUMINATION AND TONE WOULD CEASE AROUND 35-45% RPM. ALL FIRE DETECTION TESTS WOULD CHECK OK. REPLACEMENT OF NR 1 BOTTOM FLAME DETECTOR FIXED PROBLEM.

CA070531007

SNIAS

TMECA

 

VALVE

MALFUNCTIONED

4/25/2007

AS350B1

ARRIEL1D

 

3186100

ENGINE

(CAN) ASSEMBLY ON CONDITION. THIS UNIT WAS REMOVED SERVICEABLE FOR ANOTHER AIRCRAFT. A FUNCTIONAL CHECK WAS CARRIED OUT. FOLLOWING A RUN UP TO 100 PERCENT THE ENGINE RPM WAS REDUCED AND STABILIZED AT JUST OVER FLIGHT IDLE FOR 30 SECONDS IAW COOL DOWN REQUIREMENTS. DEPRESSION OF THE STARTER BUTTON AT THIS POINT SHOULD NOT HAVE CAUSED ANY PROBLEM BUT IN THIS FUNCTIONAL CHECK A FLAME OUT OCCURED. A BENCH WAS CARRIED OUT WITH CONSISTENT FAILURES OCCURRED AT PRESCRIBED P2 PRESSURE. (TC NR 20070531007)

CA070531005

SNIAS

TMECA

 

VALVE

MALFUNCTIONED

4/25/2007

AS350B2

ARRIEL1D1

 

3186100

ENGINE

(CAN) ASSEMBLY IS ON CONDITION. AFTER CARRYING OUT A 100 HR AND 300 HR INSPECTION A FUNCTIONAL CHECK WITH THE INJECTOR ELECTRO VALVE (IEV) WAS ACCOMPLISHED. FOLLOWING A RUN-UP TO 100 PERCENT, THE ENGINE RPM WAS REDUCED AND STABILIZED AT JUST OVER FLIGHT IDLE FOR 30 SECONDS IAW COOL DOWN REQUIREMENTS. DEPRESSION OF THE STARTER BUTTON AT THIS POINT SHOULD NOT HAVE CAUSED ANY PROBLEM BUT IN THIS FUNCTIONAL CHECK A FLAME OUT OCCURRED. FOLLOWING THE FLAME OUT A BENCH TEST WAS CARRIED OUT AND IT WAS DETERMINED THAT IT`S OPERATION AT A PRE DETERMINED P2 PRESSURE WAS INTERMITTENT. SENT UNIT TO MFG FOR REPAIR OR OVERHAUL AND THE UNIT WAS SCRAPPED. (TC NR 20070531005)

CA070514027

SNIAS

TMECA

TMECA

BLEED VALVE

BROKEN

4/16/2007

AS350B2

ARRIEL1D1

ARRIEL1D1

0301037140

ENGINE

(CAN) PIPE FAILED/BROKEN AROUND COMPLETE CIRCUMFERENCE OF FLARE. FOUND WHEN BLEED VALVE WOULD NOT PASS TEST FOR CORRECT OPERATION. (TC NR 20070514027)

CA070514029

SNIAS

TMECA

 

SKIN

CRACKED

4/22/2007

AS350B2

ARRIEL1D1

 

 

FUSELAGE

(CAN) FOUND CRACK IN SKIN OF MAIN TRANSMISSION DECK DURING SCHEDULED 500 HOUR INSPECTION. DECK REPAIRED IAW MFG REPAIR INSTRUCTIONS FOR CRACKS DISCOVERED IN THIS AREA. (TC NR 20070514029)

CA070510006

SNIAS

TMECA

 

GEAR

WORN

5/10/2007

AS350B2

ARRIEL1D1

 

350A33100021

T/R GEARBOX

(CAN) GEAR SET, PINION GEAR AND BEVEL GEAR WEAR AND PRODUCED METAL. GEAR SET SCRAPPED DUE TO SPALLING. GEAR SET INSTALLED AT LAST OVERHAUL OF THE GEARBOX. TGB TSN 4632.8 / TSO 691.2 GEAR SET TSN 691.2 (TC NR 20070510006)

2007FA0000447

SNIAS

TMECA

 

HOSE

BURST

5/8/2007

AS350B3

ARRIEL2B

 

5700700A

A/C SYSTEM

HIGH PRESSURE AIR CONDITIONER HOSE BURST.

CA070321010

SNIAS

LYC  

 

FCU  

FAILED

3/16/2007

AS350D

LTS101600A2

 

430109817

ENGINE

(CAN) THE ENGINE FLAMED OUT WHILE THE THROTTLE WAS BEING RETARDED DURING A PRACTICE AUTOROTATION. THE POSITION OF THE THROTTLE AT THE TIME OF THE FLAME OUT WAS NO WHERE NEAR THE POSITION IT NORMALLY CUTS OFF THE FUEL DURING NORMAL SHUTDOWN. AFTER CONDUCTING A NORMAL AUTOROTATION, THE PILOTS RESTARTED THE ENGINE AND PERFORMED A TEST HOVER AND FLIGHT. THEY PERFORMED (3) MORE PRACTICE AUTOROTATIONS WITHOUT ANY MORE INCIDENT OR SYMPTOMS. NO FUEL LEAKS OR VISIBLE MECHANICAL ISSUES WERE FOUND. THE FCU WAS REPLACED AS A PRECAUTION AND IS BEING SENT TO AN APPROVED FACILITY FOR BENCH TESTING. (TC NR 20070321010)

CA070503010

SWRNGN

GARRTT

 

CONTROL CABLE

FAILED

4/23/2007

SA226TC

TPE33110UA

 

C8102413

POWER LEVER

(CAN) CONTROL CABLE FAILED WHERE IT MAKES A BEND COMING OUT OF THE CENTER PEDESTAL. COMMON FAILURE POINT. REPLACED WITH NEW PART, REPLACED OTHER SIDE AS A PRECAUTION AS WELL. (TC NR 20070503010)

CA070417001

SWRNGN

GARRTT

PARAMOUNT  

VALVE

STUCK

4/12/2007

SA226TC

TPE33110UA

 

A032 

MASTER CYLINDER

(CAN) THE AC RT MLG TIRES WERE BLOWN UPON LANDING. DURING INSPECTION IT WAS FOUND THAT THE RT BRAKE ASSY WERE DRAGGING AND OVERHEATED CAUSING THE WHEELS NOT TO TURN FREELY UPON TOUCHDOWN. TIRES, BRAKES AND AFFECTED BRAKE MASTER CYLINDERS WERE REPLACED. AN INITIAL TEARDOWN OF THE MASTER CYLINDERS INDICATED THAT THE CAPTAIN`S RT CYLINDER WAS AT FAULT DUE TO MALFUNCTIONS OF INTERNAL COMPONENTS. AD 2002-08-01 DEALS WITH A SPECIFIC FAILURE MODE OF THESE MASTER CYLINDERS AND HAVE A OVERHAUL LIMIT OF 15000 HRS TIS. THESE MASTER CYLINDERS HAD 5282.00 HRS TT SINCE OVERHAUL. FURTHER INVESTIGATION REVEALED THAT THE COTTER PIN (AN380-2C2) WHICH HOLDS THE VALVE IN THE MASTER CYLINDER TO THE ACTUATING ARM WAS BENT NOT ALLOWING FULL ACTUATION OF THE VALVE TO THE OPEN POSITION THEREFORE NOT ALLOWING BRAKE PRESSURE TO BE RELEASED UPON RELEASE OF THE BRAKE PEDAL. FURTHER AGGRAVATING THIS SITUATION IT IS POSSIBLE THE DRAGGING BRAKE OVERHEATING CAUSING THE HYDRAULIC BRAKE FLUID TO HEAT AND EXPAND BUILDING MORE PRESSURE AND THIS BACK PRESSURE CAUSED THE BRAKE MASTER CYLINDER VALVE COTTER PIN TO BEND, PREVENTING THE RT MLG WHEELS TO TURN ON TOUCHDOWN. TECHNICIANS EXPERIENCED IN OVERHAULING THESE MASTER CYLINDERS INDICATED THAT MOST LIKELY THE BENT COTTER PIN AND STUCK VALVE WAS SUBSEQUENT DAMAGE CAUSED TO THE CYLINDER DUE TO THE EXCESSIVE BACK PRESSURES EXPERIENCED DUE TO THE DRAGGING BRAKE. IT IS NOT DEFINITIVE THAT THE MALFUNCTIONING MASTER CYLINDER WAS THE CAUSE OF THE DRAGGING BRAKE. DUE TO THIS OPERATOR REPLACED BOTH RT SIDE BRAKE MASTER CYLINDERS. THIS PROBLEM HAS NOT REOCCURRED. THIS OPERATOR WILL BE IMPLEMENTING A POLICY TO REPLACE ALL AFFECTED BRAKE MASTER CYLINDERS WHENEVER A DRAGGING OR OVERHEATED BRAKE IS EVIDENT OR SUSPECTED, TO ELIMINATE THE PROBLEM OF POSSIBLE INTERNAL DAMAGE TO THE MASTER CYLINDERS DUE TO THE OVERHEATED BRAKE. (TC NR 20070417001)

2007FA0000402

SYMPHO

 

 

CONTROL CABLE

CHAFED

5/22/2007

SA160

 

 

 

TE FLAPS

DURING PREFLIGHT INSPECTION, FOUND FLAP CONTROL CABLES CHAFING ON THE FLAP TRACK. DEPTH OF INTERFERENCE BETWEEN CABLE AND TRACK WAS ABOUT THE DIAMETER OF THE CABLE.

2007FA0000403

SYMPHO

 

 

CONTROL CABLE

CHAFED

5/22/2007

SA160

 

 

 

TE FLAPS

DURING PREFLIGHT INSPECTION, FOUND FLAP CONTROL CABLES CHAFING ON THE FLAP TRACK. DEPTH OF INTERFERENCE BETWEEN CABLE AND TRACK WAS ABOUT THE DIAMETER OF THE CABLE.

CA070514012

SZD  

PWA  

 

DIAPHRAGM

PUNCTURED

3/5/2007

SZD48

PT6A65B

 

 

BLEED VALVE

(CAN) THE ENGINE EXPERIENCED AN UNCOMMANDED POWER REDUCTION IN CLIMB. SUBSEQUENT INSPECTION REVEALED PUNCTURED COMPRESSOR BLEED VALVE DIAPHRAGM. (TC NR 20070514012)

 

END OF REPORTS