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

372

bald eagle watching over three eggs

JULY

2009

 


CONTENTS

AIRPLANES

DE HAVILLAND......................................................................................................................... 1

PIPER........................................................................................................................................... 3

HELICOPTERS

EUROCOPTER............................................................................................................................ 5

POWERPLANTS

CONTINENTAL......................................................................................................................... 5

ECI............................................................................................................................................. 37

ACCESSORIES

KELLY....................................................................................................................................... 38

SKYTECH................................................................................................................................. 38

AIR NOTES

INTERNET SERVICE DIFFICULTY REPORTING (iSDR) WEB SITE................................... 38

IF YOU WANT TO CONTACT US......................................................................................... 39

AVIATION SERVICE DIFFICULTY REPORTS...................................................................... 40

 


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

AVIATION MAINTENANCE ALERTS

The Aviation Maintenance Alerts provides the aviation community with an economical means to exchange service experiences and to assist the FAA in improving aeronautical product durability, reliability, and safety.  We prepare this publication from information operators and maintenance personnel who maintain civil aeronautical products pertaining to significant events or items of interest.  At the time we prepared this document, we have not fully evaluated the material.  As we identify additional facts such as cause and corrective action, we may publish additional data in subsequent issues of the Alerts.  This procedure gives Alerts’ readers prompt notice of conditions reported to the FAA Service Difficulty Reporting System (SDRS).  We welcome your participation, comments, and suggestions for improvement.  Send to:  FAA; ATTN: Aviation Data Systems Branch (AFS-620); P.O. Box 25082; Oklahoma City, OK 73125-5029.

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

 

AIRPLANES

de Havilland:  DHC-6; Control Cable Inspection Advisory; ATA (n/a)

(The following Canadian advisory provides important discussion relevant to Twin Otter owner/operators.  This reprint remains in its original format.)


 

TRANSPORT CANADA SERVICE DIFFICULTY ALERT


 

TRANSPORT CANADA SERVICE DIFFICULTY ALERT

 

Part Total Time:  (n/a).

 

Piper:  PA44-180; Cracked Propeller; ATA 6111

"During a routine inspection," writes a mechanic, "a nick (from rock or runway debris) was found in the face of one blade on the left propeller, 3.25 inches inboard from the tip.  After minor dressing it was discovered to have three pits in the bottom of the nick.  The third pit back from the leading edge was (also) found to have a crack.  This crack was discovered from a digital picture that was enlarged.  Even with a small magnifying glass and a strong light the crack did not show up very well."


 

PHOTO OF THREE NICKS IN THE AFT SIDE OF A PROPELLER

 

A CLOSEUP OF THE ABOVE PHOTO REVEALING TINY CRACKS WITHIN THE NICKS.

 


(Rather dramatic, isn't it?  The propeller is a Hartzell HC-C2YR-2CEUF.  Its time since overhaul: 304.5 hours.  Thanks goes to the mechanic "he—who shall not be named" and Embry-Riddle inspector Pat Kelly for their submission—Ed.)

Part Total Time:  4,696.5 hours.

 

HELICOPTERS

Eurocopter:  AS350; Cracked Tail Rotor Bell Crank Bracket; ATA 6720

A Canadian technician writes, "A US operator has reported seven (occurrences of cracks) in the mounting bracket for the R/H tail rotor bell crank.  The effected aircraft were AS 350B2 and AS 350B3 models.  All of these aircraft have Eurocopter Canada Limited L/H pilot modification STC SH96-32 (FAA STC SR00429NY).  Eurocopter Canada Limited has issued a service bulletin number ECL-122 requiring an inspection before next flight, repeated at 50 hours, then every 100 hours."

(The SDRS database reflects 11 entries for this bracket part number:  350A21136324.)

Part Total Time:  (unknown).

 

POWERPLANTS

Continental:  MSB09-1A; Cylinder Replacement; ATA (n/a)

(Teledyne Continental has provided this mandatory Service Bulletin for publication.)


 

PAGE 1 OF 19 CONTINENTAL SB.
REFERENCING DEFECTIVE CARBURETOR FLOATS. THE LAST PAGE OF THIS BULLETIN SHOWS 9 DIFFERENT TYPES OF CARBURETOR FLOATS AS PER THE DISCUSSION.


PAGE 2 OF 19 CONTIENTAL SB


PAGE 3 OF 19 CONTINENTAL SB


PAGE 4 OF 19 CONTINENTAL SB

 


PAGE 5 OF 19 CONTINENTAL SB


PAGE 6 OF 19 CONTINENTAL SB


PAGE 7 OF 19 CONTINENTAL SB


PAGE 8 OF 19 CONTINENTAL SB

 


PAGE 9 OF 19 CONTINENTAL SB


 

PAGE 10 OF 19 CONTINENTAL SB


PAGE 11 OF 19 CONTINENTAL SB


PAGE 12 OF 19 CONTINENTAL SB


PAGE 13 OF 19 CONTINENTAL SB


PAGE 14 OF 19 CONTINENTAL SB


PAGE 15 OF 19 CONTINENTAL SB


PAGE 16 OF 19 CONTINENTAL SB


PAGE 17 OF 19 CONTINENTAL SB


PAGE 18 OF 19 CONTINENTAL SB


PAGE 19 OF 19 CONTINENTAL SB

Part Total Time:  (n/a).

 


Continental:  SB09-2; Volare Carburetor Parts; ATA (n/a)

("Thanks" to Teledyne Continental for providing the next three service bulletins.)

 

CONTINENTAL SB CARBURETOR


CONTINENTAL SB CARBURETOR


CONTINENTAL SB CARBURETOR

 

Part Total Time:  (n/a).

 


Continental:  SB09-3; Volare Carburetor Float Replacement; ATA (n/a)

CONTINENTAL SB CARBURETOR


CONTINENTAL SB CARBURETOR


CONTINENTAL SB CARBURETOR


CONTINENTAL SB CARBURETOR

Part Total Time:  (n/a).

 


Continental: SB09-5; Volare Carburetor Bowl/Float Clearance; ATA (n/a)

 

CONTINENTAL SB CARBURETOR


CONTINENTAL SB CARBURETOR


CONTINENTAL SB CARBURETOR


CONTINENTAL SB CARBURETOR


CONTINENTAL SB CARBURETOR

Part Total Time:  (n/a).

 


ECI Cylinders (6 ea.):  CL13SA; Head/barrel Separation; ATA 8530

(A repair station technician provides identical reports on six different serial numbered cylinders—all with zero time operation.)

"This cylinder has one hour of test cell time.  The defect (that) was discovered (is) believed to be head-barrel separation.  A compression test with soap and water was performed to confirm our finding.  The cylinder was purchased from ECI and installed on this newly overhauled engine (Lycoming IO540-K1G5).  All cylinders were removed from the engine.  This cylinder was not placed into service (no flight time)."  (The serial numbers of the failed cylinders are:  50383-09; 56873-5; 58680-10, 59838-02, 59838-10, and 59838-11.)

Part Total time(s):  0.00 hours.

 

ECI Cylinders (4 each):  FRCN13.0; Head/barrel Separation; ATA 8530

(Two months pass and the above technician again submits identical cylinder defect reports—a total of four this time, but on a different model of cylinder.)

"(This) cylinder has test cell time only.  After the test cell run we noticed there was head barrel leakage."  (Provided cylinder serial numbers are:  60482-04, 60482-13, 60482-20, and 60482-21.)

Part Total time(s):  0.00 hours.

 

ECI Cylinders (3 each); TISN71.2ACA; Cracked Cylinders; ATA 8530

(A mechanic for an air taxi operator provides three short, identical reports on the same model cylinders, all from the same aircraft.  The cylinders were removed from a Continental IO520-BA engine.)

"The cylinder head is cracked."

(Serial number 39592-27 totaled 993.2 hours; 41115-07 totaled 993.2 hours; and 45312-30 totaled 296.0 hours.  The SDRS database finds this cylinder at least 37 times.)

Part Total Time(s):  760.8 hours (average).

 

ECI Cylinders (3 each); TISN71.2BCA; Cracked Cylinders; ATA 8530

(The previous mechanic again submits three identical cylinder defect reports, this time from a Continental TSIO520E.)

"(This cylinder is...) cracked between (cooling) fin numbers 1-3 (behind the injector).  The product (is) defective."

(Serial numbers 40887-05, 39684-28, and 41115-23 each totaled 543.7 hours.  This cylinder part number records 10 times in the SDRS data base.  If the last three letters are truncated the count quickly climbs to 67.)

Part Total Time(s):  543.7 hours (average).

 


ACCESSORIES

Kelly Alternator; ES4011-1LS; Loose Rectifier Screws; ATA 2434

An A&P mechanic states, "The four screws that hold the rectifier plate into the back case of the alternator came loose and contacted the rotor.  (This event...) destroyed the alternator."

(This alternator was bolted to a Lycoming IO540 engine.  Its single SDR entry finds one report under the included Lycoming alternator P/N: 32C22491.)

Part Total Time:  307.0 hours.

 

Skytech Starter:  149NL; Bent Through-Bolts; ATA 8011

An unidentified submitter writes, "(This 172's IO360L2A Lycoming engine...) failed to turn over (at start)."  Upon starter removal the unit's through bol ts were observed to be bent.  "This starter (P/N 149NL) only had 17.2 hours since it was replaced.  We have had six other starters that have failed in a similar fashion.  On some of the other starters I have seen the back of the starter casing completely broken off or the case blown out—like it exploded.  (These problems...) have only been seen recently; (these) starters are only lasting a few hours."

(Thank-you for this report.  The SDRS database finds this part number at least 14 times.  Next time, if possible, please consider offering an explanation how the bent through-bolts impeded the starter's function—or, are the bent bolts a result of the malfunctioning starter?  Also, what type starters were the other six you referenced?  What were their times?  Lastly, do not underestimate the power of a couple of digital photos to draw attention to your reporting efforts—Ed.)

Part Total Time:  17.2 hours.

 

AIR NOTES

INTERNET SERVICE DIFFICULTY REPORTING (iSDR) WEB SITE

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

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

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


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

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

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

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

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

The SDRS and iSDR web site point of contact is:

Pennie Thompson
Service Difficulty Reporting System, Program Manager
Aviation Data Systems Branch, AFS-620
P.O. Box 25082
Oklahoma City, OK 73125
Telephone: (405) 954-5313
SDRS Program Manager e-mail address: 9‑AMC‑SDR‑ProgMgr@faa.gov

 

IF YOU WANT TO CONTACT US

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

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

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

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

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

 


AVIATION SERVICE DIFFICULTY REPORTS

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

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

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

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


Federal Aviation Administration

Service Difficulty Report Data

 

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

Control Number

Aircraft Make

Engine Make

Component Make

Part Name

Part Condition

Difficulty Date

Aircraft Model

Engine Model

Component Model

Part Number

Part Location

2009FA0000475

 

 

 

CYLINDER HEAD

LEAKING

4/30/2009

 

 

 

FRCN130

CYLINDER

CYLINDER HAS TEST CELL TIME ONLY ON IT AND AFTER TEST CELL RUN WE NOTICED THAT THERE WAS HEAD BARREL LEAKAGE. (K)

2009FA0000479

 

 

 

CYLINDER HEAD

LEAKING

4/30/2009

 

 

 

FRCN130

 

CYLINDER HAS TEST CELL TIME ONLY ON IT AND AFTER TEST CELL RUN WE NOTICED THAT THERE WAS HEAD BARREL LEAKAGE. (K)

2009FA0000478

 

 

 

CYLINDER HEAD

LEAKING

4/30/2009

 

 

 

FRCN130

ENGINE

CYLINDER HAS TEST CELL TIME ONLY ON IT AND AFTER TEST CELL RUN WE NOTICED THAT THERE WAS HEAD BARREL LEAKAGE. (K)

2009FA0000477

 

 

 

CYLINDER HEAD

LEAKING

4/30/2009

 

 

 

FRCN130

ENGINE

CYLINDER HAS TEST CELL TIME ONLY ON IT AND AFTER TEST CELL RUN WE NOTICED THAT THERE WAS HEAD BARREL LEAKAGE. (K)

CA090507008

 

 

 

SEAL

SPLIT  

2/18/2009

 

 

 

C63371

PROP BLADE

(CAN) PROPELLER WAS LEAKING GREASE FROM ALL 4 BLADES. UPON DISASSEMBLY IT WAS FOUND THAT THE TEFLON WAS WORN OUT ON ALL 4 BLADES AND THAT ALL 4 BLADE SEALS WERE SPLIT IN THE MIDDLE ALLOWING GREASE TO BYPASS.

CA090508004

 

 

 

ELT  

MALFUNCTIONED

5/8/2009

 

 

 

11530461

 

(CAN) FIELDED RESCU 406S EMERGENCY LOCATOR TRANSMITTERS (ELTS), PART NR 1151324-1, 1152794-1, 1152890-1, 1152892-1 AND 1153046-1 MAY NOT BE ABLE TO TRANSMIT A CODED SIGNAL AT 406MHZ FREQUENCY UPON ACTIVATION IAW REQUIREMENT RTCA/DO-204. THE NONCONFORMANCE IS DUE TO IMPROPER GROUNDING OF THE COVER TO THE INTERNAL FRAME OF THE ELT. THE CONDITION WAS INITIALLY IDENTIFIED WHEN TWO (2) RESCU 406S ELTS DID NOT TRANSMIT THE SIGNAL CORRECTLY WHEN ACTIVATED IN A SHIELDED ROOM.

2009FA0000471

 

LYC  

 

CYLINDER HEAD

SEPARATED

3/22/2009

 

IO540K1G5

 

CL13SA

ENGINE

THIS CYLINDER HAS ONE (1) HOUR OF TEST CELL TIME. THE DEFECT WAS DISCOVERED AND BELIEVED TO BE HEAD BARREL SEPARATION. PERFORMED A COMPRESSION TEST WITH SOAP AND WATER TO CONFIRM OUR FINDING. THE CYLINDER WAS PURCHASED 2/17/2009 AND INSTALLED ON THIS NEWLY OVERHAULED ENGINE. ALL CYLINDER WERE REMOVED FROM THE ENGINE. THIS CYLINDER WAS NOT PLACED IN SERVICE. (NO FLIGHT TIME). (K)

2009FA0000474

 

LYC  

 

CYLINDER HEAD

SEPARATED

3/22/2009

 

IO540K1G5

 

CL13SA

ENGINE

THIS CYLINDER HAS ONE (1) HOUR OF TEST CELL TIME. THE DEFECT WAS DISCOVERED AND BELIEVED TO BE HEAD BARREL SEPARATION. PERFORMED A COMPRESSION TEST WITH SOAP AND WATER TO CONFIRM OUR FINDING. THE CYLINDER WAS PURCHASED 2/17/2009 AND INSTALLED ON THIS NEWLY OVERHAULED ENGINE. ALL CYLINDER WERE REMOVED FROM THE ENGINE. THIS CYLINDER WAS NOT PLACED IN SERVICE. (NO FLIGHT TIME). (K)

2009FA0000472

 

LYC  

 

CYLINDER HEAD

SEPARATED

3/22/2009

 

IO540K1G5

 

CL13SA

ENGINE

THIS CYLINDER HAS ONE (1) HOUR OF TEST CELL TIME. THE DEFECT WAS DISCOVERED AND BELIEVED TO BE HEAD BARREL SEPARATION. PERFORMED A COMPRESSION TEST WITH SOAP AND WATER TO CONFIRM OUR FINDING. THE CYLINDER WAS PURCHASED 2/17/2009 AND INSTALLED ON THIS NEWLY OVERHAULED ENGINE. ALL CYLINDER WERE REMOVED FROM THE ENGINE. THIS CYLINDER WAS NOT PLACED IN SERVICE. (NO FLIGHT TIME).(K)

2009FA0000473

 

LYC  

 

CYLINDER HEAD

SEPARATED

3/22/2009

 

IO540K1G5

 

CL13SA

ENGINE

THIS CYLINDER HAS ONE (1) HOUR OF TEST CELL TIME. THE DEFECT WAS DISCOVERED AND BELIEVED TO BE HEAD BARREL SEPARATION. PERFORMED A COMPRESSION TEST WITH SOAP AND WATER TO CONFIRM OUR FINDING. THE CYLINDER WAS PURCHASED 2/17/2009 AND INSTALLED ON THIS NEWLY OVERHAULED ENGINE. ALL CYLINDERS WERE REMOVED FROM THE ENGINE. THIS CYLINDER WAS NOT PLACED IN SERVICE. (NO FLIGHT TIME).

2009FA0000470

 

LYC  

 

CYLINDER HEAD

SEPARATED

3/22/2009

 

IO540K1G5

 

CL13SA

ENGINE

THIS CYLINDER HAS ONE (1) HOUR OF TEST CELL TIME. THE DEFECT WAS DISCOVERED AND BELIEVED TO BE HEAD BARREL SEPARATION. PERFORMED A COMPRESSION TEST WITH SOAP AND WATER TO CONFIRM OUR FINDING. THE CYLINDER WAS PURCHASED 2/17/2009 AND INSTALLED ON THIS NEWLY OVERHAULED ENGINE. ALL CYLINDER WERE REMOVED FROM THE ENGINE. THIS CYLINDER WAS NOT PLACED IN SERVICE. (NO FLIGHT TIME).

2009FA0000469

 

LYC  

 

CYLINDER HEAD

SEPARATED

3/22/2009

 

IO540K1G5

 

CL13SA

ENGINE

THIS CYLINDER HAS ONE (1) HOUR OF TEST CELL TIME. THE DEFECT WAS DISCOVERED AND BELIEVED TO BE HEAD BARREL SEPARATION. PERFORMED A COMPRESSION TEST WITH SOAP AND WATER TO CONFIRM OUR FINDING. THE CYLINDER WAS PURCHASED 2/17/2009 AND INSTALLED ON THIS NEWLY OVERHAULED ENGINE. ALL CYLINDER WERE REMOVED FROM THE ENGINE. THIS CYLINDER WAS NOT PLACED IN SERVICE. (NO FLIGHT TIME).

CA090608002

 

PWA  

 

SUN GEAR

FAILED

6/1/2009

 

PT642A

 

3028456

RGB 

(CAN) EIR PT6A2009-045 RGB METAL IN OIL STAGE SUN GEAR FAILURE.

CA090421002

 

PWA  

 

BLADES

DAMAGED

4/20/2009

 

PT6A41

 

 

COMPRESSOR

(CAN) EIR PT6A 2009-030 FIRST STAGE COMPRESSOR BLADE FAILURE.

CA090608001

 

PWA  

 

TURBINE

STALLED

5/8/2009

 

PT6A6

 

 

ENGINE

(CAN) EIR ENGINE STALLING.

UE5R052709

 

PWA  

 

FUEL NOZZLE

LEAKING

5/27/2009

 

PT6A67R

 

3039129

ENGINE

DURING BENCH FLOW TEST OF DUPLEX FUEL NOZZLE ASSEMBLY, IT WAS NOTED THAT THERE WAS A LEAK COMING FROM THE WELD LOCATED ON THE FUEL NOZZLE ASSEMBLY BODY.

CA090507005

AEROSP

PWA  

 

WIRE HARNESS

OPEN

4/14/2009

ATR42300

PW120

 

3037191

RT ENGINE

(CAN) RT ENGINE ITT HOTTER THAN LT ENGINE BY 50 TO 60 DEGREES CELCIUS IN ALL PHASES OF FLIGHT APPROX 755 ON TAKEOFF. RT ENGINE PERFORMANCE INDICATING SYS INPS/CHECK 72-01-60 COMPLETED. NEW T6 THERMO TRIM HARNESS INSTALLED IAW 77-20-00. GROUND RUN. TESTED SERVICEABLE. SN OFF EM40005, SN ON EM23759.

CA090512004

AGUSTA

PWA  

AGUSTA

CROSSTUBE

SHEARED

3/24/2009

A119

PT6B37A

 

109057004101

LANDING GEAR

(CAN) WHILE CLIMBING OUT FROM A LANDING AREA AT APPROX 70 KNOTS THE PILOT HEARD A LOUD BANG COMING FROM UNDERNEATH THE PILOT SEAT AREA. ALL ENGINE PARAMETERS AND FLIGHT CONTROLS WERE NORMAL AND THE PILOT LANDED AS SOON AS PRACTICAL. ONCE ON THE GROUND UPON FURTHER INVESTIGATION IT WAS REVEALED THAT THE FWD LANDING GEAR CROSSTUBE HAD SHEARED AT THE RT HAND ATTACHMENT SADDLE AREA. AT THE TIME OF THE OCCURRENCE THE ACFT WAS EQUIPPED WITH AN STC APPROVED HELI-UTILITY BASKET THAT WAS FOUND PROPERLY INSTALLED IAW THE STC.

CA090512005

AGUSTA

PWA  

 

CROSSTUBE

SHEARED

3/19/2009

A119

PT6B37A

 

109057004101

LANDING GEAR

(CAN) AFTER LANDING THE ACFT IN THE SNOW AND LOWERING THE COLLECTIVE LEVER A LOUD BANG WAS HEARD BY THE PILOT UNDER THE ACFT. UPON SHUTDOWN AND FURTHER INVESTIGATION THE FWD LANDING GEAR CROSSTUBE WAS FOUND SHEARED AT THE RT ATTACHMENT SADDLE. NO OTHER DAMAGE WAS FOUND. AT THE TIME OF THE OCCURENCE THE ACFT WAS EQUIPPED WITH AN STC APPROVED HELI-UTILITY BASKET THAT WAS FOUND PROPERLY INSTALLED IAW THE STC.

ULXR2009042481807

AGUSTA

PWC  

AGUSTA

BEARING

WORN

4/24/2009

AB139

PT6C67C

 

M00601H004041

ROD END

LAG DAMPER ROD END BEARING HAS PLAY .017.

ULXR2009040881808

AGUSTA

PWC  

 

WARNING SYSTEM

INOPERATIVE

4/8/2009

AB139

PT6C67C

 

3G3230V00632

LANDING GEAR

RT MAIN GEAR GREEN DOWN ARROW SEGMENT WILL NOT ILLUMINATE. REPLACED CONTROL UNIT.

ULXR2009050581806

AGUSTA

PWC  

 

SLEEVE

WORN

5/5/2009

AW139

PT6C67C

 

3G6430V00258

 

SLEEVE INTERNAL BORE WORN BEYOND LIMITS.

CA090514004

AIRBUS

GE  

 

DISPLAY

SMOKE

5/7/2009

A310300

CF680C2A5

 

066500030301

COCKPIT

(CAN) CREW DETECTED SMOKE IN FLIGHT DECK. DETERMINED IT WAS COMING FROM THE TCAS DISPLAY UNIT. ODOR DISSIPATED WHEN THE CIRCUIT BREAKER FOR TCAS MONITOR WAS PULLED. MONITOR LEFT DE-ACTIVATED UNDER MEL 34-35 WHILE PART ON ORDER.

CA090522001

AIRBUS

GE  

 

HOSE

LEAKING

5/16/2009

A310300

CF680C2A5

 

00200595

HYD SYSTEM

(CAN) AFTER LANDING, DURING TAXI, THE GREEN HYD FLUID HAS BEEN LOST. THE ACFT HAS BEEN TOWED TO THE GATE. HOSE HAS BEEN REPLACED ON LT MLG DRAG BRACE. HYD SYS HAS BEEN BLED AND ACFT RETURNED TO SERVICE.

CA090602008

AIRBUS

CFMINT

 

HUB  

DAMAGED

5/29/2009

A320211

CFM565A1

 

300796OPT1

MLG WHEEL

(CAN) AS REQUESTED, INFO NR 217 (MSN 253) MLG WHEEL NR 4 FAILURE. WHEEL NR4 INBD HUB: - PN 300-796-OPT1 - SN 0146 - TOTAL LANDINGS: 13766 LDGS - PREVIOUS OVERHAULS AT 11176 TOTAL LDGS, 6056 TOTAL LDGS AND 2909 TOTAL LDGS. L4539197 (28-MAY-2009): - SHORTLY AFTER TAKE-OFF WITH THE GEAR RETRACTING- ECAM MESSAGE- BRAKES HOT WHEEL NR 4 BRAKE TEMP INDICATED 485 C RECYCLED LANDING GEAR IAW ECAM, WHEEL. ON REMOVAL OF NR 4 MAIN WHEEL,INBD BRG FOUND DISCONNECTED, AND INBD WHEEL HALF, BRG SUPPORT BROKEN, BRAKE ASSY MANGLED, ALSO AXLE SLEEVE DAMAGED . - NR 4 MAIN WHEEL REPLACED, NR 4 BRAKE ASSY REPLACED, NR 3 MAINWHEEL REPLACED, NR 4 AXLE SLEEVE REPLACED, AXLE INSPECTED IAW AMM05-51-16.

CA090512001

AIRBUS

CFMINT

 

CONNECTOR

CONTAMINATED

5/9/2009

A320214

CFM565B4P

 

RDAM68524

VIDEO UNIT

(CAN) BURNING ODOR IN FLIGHT AFTER VIDEO SYS ACTIVATED. FAULT TRACED TO WALL DISCONNECT BOX. CONNECTOR APPEARS TO BE CONTAMINATED WITH GENERAL DIRT AND LINT.

CA090604002

AIRTRC

PWA  

 

INDICATOR

INOPERATIVE

5/30/2009

AT802A

PT6A67A

 

 

FUEL SYSTEM

(CAN) ACFT WAS LOW ON FUEL AND GIVING INCORRECT FUEL INDICATION. PILOT ATTEMPTED TO BALANCE THE FUEL LOAD ON THE GAUGES CAUSING THE RT WING TO EMPTY AND CAUSE A FLAME-OUT. THUS FORCING A LANDING ON THE HIGHWAY.

2009FA0000430

AMD  

 

 

AUTOPILOT SYS

MALFUNCTIONED

5/22/2009

FALCON2000

 

 

 

 

AUTOPILOT DISENGAGES INFLIGHT, AIRCRAFT ROLLS TO THE RT, AFTER RETRIMING AND ENGAGING ON THE COPILOTS SIDE THE AUTOPILOT DIS-ENGAGES AFTER SEVERAL MINS DEFERRED IAW MEL 22-1-1 CAT 'B' DUE DATE 05/24/09

2009FA0000456

AMTR

LYC  

 

EXHAUST PIPE

CRACKED

4/18/2009

PUSHER

O540B2C5

 

 

ENGINE

WHILE FLYING PART OF THE EXHAUST PIPE ON THE PILOT SIDE SEPARATED FROM THE PLANE. THE BREAK OCCURRED AT THE WELD JOINT WHERE THE LAST HEADER JOINED THE MAIN PIPE. THIS EXHAUST SYS WAS A CUSTOM BUILT EXHAUST WITH NO SLIP JOINTS OR SUPPLEMENTAL SUPPORTS. THE SYS HAD LESS THAN 5 HOURS TACH TIME SINCE INSTALLED. SUBSEQUENT INSP OF THE EXHAUST PIPE ON THE PASSENGER SIDE REVEALED CRACKS AROUND THE SAME HEADER WELDS. IN BOTH CASES THE CRACKS WERE MASKED BY HEAT SHIELD TAPE AND/OR CARB HEAT MUFF. THIS FAILURE RESULTED IN A FIRE IN THE ENGINE COMPARTMENT WHICH BURNED THE INSULATION OFF THE WIRING, GROUNDING THE P-LEADS AND KILLING THE ENGINE. OTHER RUBBER AND ELASTIC COMPONENTS ALSO BURNED. (K)

2009FA0000457

AMTR

LYC  

 

PRESSURE SWITCH

INTERMITTENT

4/18/2009

PUSHER

O540B2C5

 

A400 

MLG 

WHILE PERFORMING VARIOUS TEST FLIGHTS, PERFORMED SLOW FLIGHT AND EXTENDED LANDING GEAR. THE GEAR FAILED TO COMPLETELY EXTEND WITH ONLY THE PILOT SIDE MAIN GEAR SHOWING GREEN LIGHT. THE GEAR WAS CYCLED A COUPLE OF TIMES WITH NO IMPROVEMENT. COMPENSATING MANEUVERS WERE FLOWN WHICH SUCCEEDED IN LOCKING THE PASSENGER SIDE MAIN IN THE DOWN POSITION, BUT THE NOSE GEAR WOULD NOT LOCK DOWN. SUBSEQUENT FAILURE OF THE EXHAUST SYSTEM RESULTING IN AN ENGINE FIRE AND FAILURE DID NOT PERMIT TIME TO PERFORM EMERGENCY BLOW-DOWN OR THE GEAR. UPON LANDING THE NOSE GEAR COLLAPSED. TESTING SHOWED THE PRESSURE SWITCH WAS SHUTTING OFF BEFORE THE ADEQUATE PRESSURE COULD EXTEND THE GEAR AGAINST THE WIND LOAD. THIS GEAR HAD EXTEND FINE IN PREVIOUS FLIGHTS. IN CHECKING WITH THE PREVIOUS OWNER, IT WAS DISCOVERED THAT HE HAD ALSO HAD PROBLEMS WITH THIS SWITCH AND HAD CONNECTED GAUGES TO THE SYS AND RAN TESTS WHICH SHOWED INCONSISTENT RESULTS. THE PRESSURE SWITCH APPARENTLY IS NOT RELIABLE FOR CONSISTENT RESULTS. THIS GEAR SYS CONSIST OF AN ELECTRICALLY DRIVEN HYDR PUMP WITH PISTONS AT EACH GEAR. THERE ARE MICRO-SWITCHES WHICH PROVIDE FEEDBACK TO THE SYS TO VALIDATE THE GEAR POSITION. THERE IS ALSO A BYPASS RELAY THAT IS SUPPOSED TO ENSURE NOSE GEAR EXTENSION BUT THAT APPEARED TO BE FAULTY AS WELL. (K)

CA090507006

AMTR

LYC  

 

ELT  

INOPERATIVE

5/7/2009

RV4  

O320E2D

 

E01 

 

(CAN) WHILE PERFORMING 12 MONTH INSP OF ELT IAW CAR 571 APPENDIX G THE UNIT WOULD NOT GENERATE A AUDIO MODULATION RECOGNIZABLE AS A TYPICAL ELT SIGNAL.

CA090512008

BAG  

GARRTT

 

O-RING

TWISTED

5/4/2009

JETSTM3112

TPE33110UGR

 

5703503AF

PROPELLER

(CAN) OIL LEAKAGE OCCURRED ON 2 SEPARATE OCCASIONS ON PROPELLER. OIL FOUND LEAKING FROM CYL PLUG AND START LATCH HOLES. UPON DISSEMBLY OF THE PROP DOME FOUND PISTON O-RING TO BE DAMAGED, EXHIBITING SIGNIFICANT TWISTING AND DETERIORATION. THE PROPELLER HAD JUST UNDER GONE PRESSURE TESTING AT A PROPELLER OVERHAUL FACILITY WITH NO REJECTABLE INDICATIONS. A SECOND PROPELLER WAS INSPECTED AND FOUND TO HAVE THE SAME PROBLEM.

2009FA0000500

BBAVIA

LYC  

 

SPAR

CRACKED

5/15/2009

7ECA

O235*

 

5263 

LT WING

ON 5/15/2009, DURING AN ANNUAL INSPECTION IT WAS NOTED THERE IS A COMPRESSION CRACK AT REAR STRUT ATTACH POINT TOP SIDE OF SPAR AT END OF DOUBLER. WHING TIP IMPACKED GROUND DURING A WIND STORM. (K)

2009FA0000454

BBAVIA

LYC  

 

TAIL WHEEL

CRACKED

5/28/2009

7GCBC

O360*

 

320000

MLG 

FOUND TAILWHEEL HAD LONGITUDINAL CRACK IN BRACKET ASSEMBLY.

CA090507009

BEECH

PWA  

 

BRACKET

CRACKED

5/7/2009

100BEECH

PT6A28

 

B4652

PROP HUB

(CAN) ALL 4 PC BRACKETS WERE FOUND CRACKED DURING MAGNETIC PARTICLE INSP OF PARTS. THE CRACKS WERE .1250 INCH LONG AND WERE AT THE WASHER END OF THE BRACKET. THE BRACKETS WERE REPLACED AND THE PROPELLER IS BEING ASSEMBLED. THESE DEFECTS HAVE BEEN REPORTED TO MFG.

CA090526004

BEECH

PWA  

 

TERMINAL

DISCONNECTED

5/19/2009

100BEECH

PT6A28

 

MS2721226

ANTI ICE SYSTEM

(CAN) DURING APPROACH, THE FLIGHT CREW NOTICED THAT ICE WAS STARTING TO ACCUMULATE ON THE AIRFRAME/WINDSCREEN. ALL ANTI/DEICE SYS WERE ACTIVATED AND AFTER A FEW MINUTES THE CREW NOTICED THAT THE ICE BUILDUP ON THE BOTH WINDSCREENS WAS NOT MELTING. THE CREW COULD NOT FIND WARMER AIR TO MELT THE ICE SO AT THIS TIME ELECTED TO PROCEED BECAUSE OF THE LACK OF FWD VISIBILITY AND THE LONGER RUNWAY. AFTER LANDING THE ACFT WAS INSPECTED AND A LOOSE WIRE ON TERMINAL NR 2 OF THE PEDESTAL TERMINAL BOARD WAS FOUND. WIRE WAS CONNECTED AND SYS TESTED.

CA090511002

BEECH

PWA  

 

TUBE

CHAFED

5/11/2009

1900C

PT6A65B

 

3040637

FUEL SYSTEM

(CAN) FUEL LINE FOUND CHAFED AND LEAKING. LINE WAS CHAFED BY STARTER GENERATOR COOLING SCAT HOSE.

CA090605002

BEECH

PWA  

 

CLAMP

DAMAGED

6/1/2009

1900C

PT6A65B

 

C19771P

PROPELLER BLADE

(CAN) PROPELLER RECEIVED FOR OVERHAUL. UPON VISUAL INSP, DAMAGE TO ONE OF THE BLADE CLAMPS CONSISTENT WITH LIGHTENING STRIKE WAS OBSERVED. CLAMP IS UNSERVICABLE IAW MANUAL 118F AND 202A.

CA090508001

BEECH

PWA  

 

SELECTOR

UNKNOWN

5/7/2009

1900C

PT6A65B

 

1013841377

MLG 

(CAN) GEAR DID NOT RETRACT WHEN HANDLE SELECTED UP. 3 GREEN INDICATED, NO RED LIGHT AND NO HYDR FLUID LOW ANNUNCIATOR INDICATED.

CA090507002

BEECH

PWA  

 

ACTUATOR

INTERMITTENT

5/7/2009

1900C

PT6A65B

 

993880047

STEERING

(CAN) INTERMITTENT OPERATION CONCERNING ELECTRIC NOSE WHEEL STEERING ACTUATOR.

CA090505010

BEECH

PWA  

 

BEARING

FAILED

5/2/2009

1900C

PT6A65B

 

 

START GENERATOR

(CAN) REAR BEARING FAILURE ON STARTER GENERATOR. COOLING FAN BLADES BROKE OFF AS WELL.

CA090507004

BEECH

PWA  

 

COMPRESSOR

LEAKING

4/10/2009

1900C

PT6A65B

 

 

AIR CONDITIONING

(CAN) THE PULLEY SHAFT WAS NOTED AS LEAKING. AIR CONDITIONING COMPRESSOR REPLACED.

CA090519011

BEECH

PWA  

 

STRUCTURE

CORRODED

3/20/2009

1900C

PT6A65B

 

 

WING 

(CAN) DURING A YEARLY INTERNAL WING CORROSION INSP AS REQUIRED BY CHAPTER 5 REQUIREMENTS, EXTENSIVE SPAR/STRINGER/SKIN CORROSION WAS DISCOVERED IN THE INBD SECTION OF THE MAIN TANKS AND THE COLLECTOR TANKS. X-RAY INSP REVEALED UNDISCOVERED SPOTS OF CORROSION BENEATH SECURE PRC WHICH DOES NOT NORMALY REQUIRE REMOVAL. THE ACFT HAS BEEN GROUNDED PENDING ACOMPLISHMENT OF REPAIRS AS DICTATED BY MFG.

CA090507003

BEECH

PWA  

 

SPLINE

WORN

4/29/2009

200BEECH

PT642A

 

P3001

HYDRAULIC PUMP

(CAN) PUMP INSTALLED AS PART OF HYDR LANDING GEAR SYS. THE WORN SPLINE WAS NOTED DURING A SCHEDULED LANDING GEAR ELECTRIC MOTOR REPLACEMENT. THE COUPLER SPLINES BETWEEN THE HYDR PUMP AND ELECTRIC MOTOR WERE ALSO WORN OUT.

CA090526003

BEECH

PWA  

 

SHUTOFF VALVE

INTERMITTENT

5/25/2009

200BEECH

PT642A

 

1013890253

LT FUEL SYS

(CAN) DURING MX CHECK LT FIREWALL (FUEL) SHUT-OFF VALVE WAS FOUND TO BE INTERMITTENT. THIS VALVE HAD JUST BEEN REPLACED 32.6 HOURS AGO WITH AN OVERHAULED UNIT. OVERHAULED VALVE FROM ANOTHER SUPPLIER INSTALLED ON ACFT. SYSTEM TESTED FOR OPERATION.

CA090513002

BEECH

PWA  

 

PLENUM

SEPARATED

5/11/2009

200BEECH

PT642A

 

1015501472

CABIN PRESSURE

(CAN) FLIGHT CREW INFORMED MX THAT THE ACFT WAS PRESSURIZING ON THE GROUND. MX FOUND THE VACUUM LINE TO THE OUTFLOW VALVE WAS MELTED. AN INVESTIGATION INTO THE CAUSE OF THE MELTED TUBE FOUND TO BE AN AIR PLENUM ASSY, DEFLECTOR HAD BECOME SEPARATED AND ALLOWED HOT AIR TO BE DEFLECTED AT THE PRESSURIZATION CONTROLLER LINE. MX REATTACHED THE DEFLECTOR AND REPLACED THE CONTROLLER LINE.

CA090511003

BEECH

PWA  

VICKERS

CONDENSER

SEIZED

5/10/2009

200BEECH

PT6A41

1013840045

 

BLOWER ASSY

(CAN) AIR CONDITIONING CONDENSER BLOWER ASSY FOUND SEIZED WHEN MX CARRYING OUT AIR CONDITIONING OPS INSP.

2009FA0000502

BEECH

CONT

WOODWARD

IDLER ASSY

FAILED

5/19/2009

95B55B

IO520*

 

204864

GOVERNOR

FAILED NDT/ CRACKED TOOTH. (K)

CA090609003

BEECH

PWA  

 

BRACKET

CRACKED

6/4/2009

A100

PT6A34

 

351153963

FLAP TRACK

(CAN) DURING A SCHEDULED INSP CRACKS WERE FOUND ON THE RT OTBD FLAP INBD TRACK (LOWER ATTACHMENT) BRACKETS. FURTHER INSP REVEALED THAT THE LWR 2 RIVETS ON EACH OF THE FWD ATTACHMENT BRACKETS WERE NO LONGER HOLDING, 3 RIVETS WERE SHEARED AND THE SECOND RIVET FROM THE BOTTOM ON THE OTBD BRACKET HAD PULLED THROUGH THE REAR SPARE CAUSING DAMAGE TO THE SPARE.

2009FA0000460

BEECH

CONT

 

BOLT

BROKEN

5/1/2009

A36  

IO550B

 

536379

CRANKSHAFT

PILOT FLEW A NORMAL FLIGHT OF 1.5 HOURS, FOUND OIL CONSUMPTION AT 5.0 QTS. INVESTIGATION FOUND A FOREIGN OBJECT BLOCKING THE TURBO OIL SCAVENGE LINE CHECK VALVE. WHEN AN ATTEMPT WAS MADE TO START THE ENGINE AFTER REPAIR OF THE CHECK VALVE, THE STARTER SPUN FREELY. REMOVAL OF THE STARTER AND THE STARTER ADAPTER REVEALED THAT THE 6 (PN 536379) BOLTS THAT ATTACH THE (PN 63289) LARGE CRANKSHAFT GEAR IN PLACE WERE BROKEN ALLOWING THE GEAR TO DROP IN THE ACCESSORY SECTION. (K)

CA090526009

BEECH

PWA  

 

SKIN

CRACKED

5/20/2009

B200C

PT642A

 

 

FUSELAGE

(CAN) DURING A PHASE 4 INSP, A CRACK WAS FOUND ON THE BELLY SKIN ALONG A STRINGER AT THE CENTERLINE OF THE ACFT. THIS CRACK MEASURED TO BE 3.5 INCHES LONG BETWEEN STA 139.00 AND 143.00 APPROX.

CA090529004

BEECH

PWA  

 

ACTUATOR CABLE

LOOSE

5/26/2009

B90  

PT6A20

 

50524496

ELEVATOR

(CAN) DURING FLIGHT, THE PILOT NOTICED THAT THE ELEVATOR TRIM WAS NOT FUNCTIONING AND REMAINED IN THE NEUTRAL POSITION. AFTER LANDING, WHEN IT WAS INSPECTED, WHAT WAS FOUND WAS THAT THE KEY THAT HOLDS THE SHAFT HAD COME LOOSE ALLOWING THE SHAFT TO FALL OUT AND CAUSE ENTANGLEMENT OF THE ACTUATOR CABLES AROUND THE SHAFT. THE PART WAS REPLACED WITH ANOTHER FOR RECTIFICATION.

2009FA0000445

BEECH

 

 

DOOR

MISSING

4/9/2009

C90A

 

 

109910027311

RT NACELLE

RT INBD HINGED COWLING DOOR (PN 109-910027-31) DEPARTED AIRCRAFT. SPINE ASSY (PN 109-910060-1) HINGE ATTACHMENT DAMAGED. NO OTHER DAMAGE TO ACFT NOTED. DOOR AND SPINE ASSY REPLACED WITH SERVICEABLE PARTS. (K)

CA090602009

BEECH

PWA  

 

PIN  

WORN

6/1/2009

C90A

PT6A21

 

NAS427K26

ELEVATOR

(CAN) ON A SCHEDULED PHASE 4 INSP, A RUBBING SOUND WAS NOTED COMING FROM BENEATH CABIN FLOOR JUST AFT OF THE CABIN ENTRANCE WHEN THE ELEVATOR CONTROLS WERE MOVED. AME NOTING THE SOUND, GAINED ACCESS TO INVESTIGATE IN THIS AREA. IT WAS DISCOVERED THAT A CABLE GUIDE PIN WAS MAKING CONTACT WITH BOTH ELEVATOR CONTROL CABLES JUST FWD OF THE ELEVATOR CONTROL PULLEYS MOUNTED ON BRACKET ASSY INSTALLED BETWEEN FS 266 AND FS277. IPC CALLS FOR ONLY 2 PINS TO BE INSTALLED AT THIS LOCATION ALTHOUGH 3 PINS WERE INSTALLED IN THIS CASE. CONTACT WITH SR FIELD SUPPORT CONFIRMED THAT PIN FOUND RUBBING. IS NOT TO BE INSTALLED AT THE LOCATION IT WAS FOUND IN. CLOSER INSP OF CABLE SHOWED ONLY SLIGHT EVIDENCE OF THE CONTACT AND WAS WELL WITHIN WEAR LIMITS. IT COULD NOT BE DETERMINED HOW LONG THE PIN HAD BEEN INSTALLED IN THIS LOCATION. FASTNERS WERE SECURED IN THE MOUNT HOLES WHERE THE PIN HAD BEEN PLACED TO PREVENT ANOTHER INADVERTANT INSTALLATION OF A CABLE GUIDE PIN.

CA090526005

BEECH

PWA  

 

OIL FILTER

DAMAGED

5/25/2009

C90A

PT6A21

 

305925701

SECONDARY

(CAN) DURING OPS NR1 INSP, ENG OIL FILTERS WERE REMOVED AND INSPECTED. THERE WAS NO EVIDENCE OF CONTAMINATION ON THE FILTER ELEMENT, HOWEVER, WHEN THE SECONDARY FILTER WAS INSPECTED IT WAS FOUND WITH AN OPEN END. THE SECONDARY FILTER IS CONICAL SHAPED WITH THE END CRIMPED CLOSED. BOTH LT AND RT ENG FILTERS WERE FOUND TO BE IN THE SAME CONDITION. CHIP DETECTORS AND RGB SCREENS ON BOTH ENGINES INSPECTED AND FOUND CLEAN. NO EVIDENCE OF ENGINES OPERATING IN BYPASS. FILTERS PN 3059258-01 LOT 467330 INSTALLED 06-MAY-2008 - 396.2 HOURS IN OPERATION.

CA090504003

BEECH

CONT

CONT

PLATE

CRACKED

3/31/2009

F33A

IO520BB

639195

643629

COUNTER WEIGHT

(CAN) AFTER INSP, CAUSE OF FAILURE WAS DUE TO THE PLATE (PN 643629) HOLDING THE REAR COUNTERWEIGHT PINS IN, CRACKING AND FALLING OUT OF PLACE. ONCE PLATE HAS FAILED AND FALLEN OUT OF POSITION, THE COUNTERWEIGHT PIN IS FREE TO DRIFT OUT AND MAKE CONTACT WITH THE CONNECTING RODS. CATASTROPHIC DAMAGE HAPPENS VERY QUICKLY THEREAFTER. IN BOTH CASES THE PLATES WERE RETRIEVED AND FOUND BROKEN IN 3 PIECES. THE CAUSE FOR THE PLATES BRAKING IS NOT COMPLETELY KNOWN BUT THEORY IS AS FOLLOWS. WHEN ENGINES ARE RUN AT LWR RPM FOR A LONG TIME DURING CRUISE SUCH AS 2200 OR 2100 RPM, A VIBRATION IN THE CRANKSHAFT SETS IN WHICH CAUSES THE PINS AND BUSHINGS IN THE REAR (6TH ORDER) COUNTERWEIGHT TO WEAR. THE EXTRA MOVEMENT OF THESE PINS VIBRATES ON THIS RETAINING PLATE AND SLOWLY, PIN CAUSES THE PLATE TO WEAR. THE PINS` ROTATION AND VIBRATION AGAINST THE PLATES 3 OIL HOLES CAUSING A CRACK TO FORM BETWEEN THE HOLES. EVENTUALLY THE PLATE MATERIAL FAILS BETWEEN 3 HOLES CREATING AN OPENING FOR COUNTERWEIGHT PIN TO EXIT. CHANGED OUR CRUISE POWER SETTING TO 2200 RPM. THIS SETTING IS ALLOWED BOTH IN THE ACFT OPERATING HANDBOOK AND THE ACFT ENGINE MANUAL. THE MFG REP SEEMS TO THINK THAT OPERATORS HAVE NOT USED THIS SETTING IN THE PAST AND THAT THIS PROBLEM HAS NOT COME UP BEFORE. MOST RECENTLY, AS A METHOD TO CONSERVE FUEL, SOME OPERATORS ARE MOVING TO THIS LOWER RPM SETTING. THE COUNTERWEIGHTS WERE DESIGNED TO REDUCE VIBRATIONS BETWEEN THE 2300 TO 2500 RPM OPERATING RANGE, WITH THIS REDUCTION IN RPM TO 2100 OR 2200 RPM, THERE MAY BE A VIBRATION THAT THE COUNTERWEIGHTS CANNOT HANDLE.

CA090512011

BELL  

LYC  

 

BULKHEAD

CRACKED

5/8/2009

204B

T5311B

 

 

TAILBOOM

(CAN) DURING A VISUAL INSP, A CRACK WAS FOUND AT THE BOTTOM OF THE RT ANGLE AT TAILBOOM TO FUSELAGE JUNCTION (PN 204-030-713-101). AFTER REMOVAL OF THE TAILBOOM AND SHIM PADS THE TAILBOOM ATTACHMENT BULKHEAD WAS FOUND CRACKED AT 3 OF THE 4 ATTACHMENT POINTS. (PN 204-030-713-089).

CA090528003

BELL  

ALLSN

 

GEARBOX

LEAKING

5/13/2009

206B

250C20B

 

6894171

TAIL ROTOR

(CAN) GEARBOX LEAKING EXCESSIVELY.

CA090528004

BELL  

ALLSN

 

BEARING

WORN

5/13/2009

206B

250C20B

 

 

SWASHPLATE

(CAN) BEARINGS FOUND WORN.

CA090529002

BELL  

ALLSN

 

GOVERNOR

FLUCTUATES

5/25/2009

206B

250C20B

 

6896313A

ENGINE

(CAN) GOVERNOR FLUCTUATES.

CA090525003

BELL  

ALLSN

 

DRIVE SHAFT

MISMANUFACTURED

5/24/2009

206B

250C20B

 

206040330001

TAIL ROTOR

(CAN) AIRFRAME AND T/R VIBRATION. THE RUNOUT OF THE TAILROTOR DRIVESHAFT WAS CHECKED AND THE FINDING WAS THE FWD SPLINES ARE BONDED INTO THE T/R INCORRECTLY, THE FWD SPLINES WERE 0.040 INCHES OVER. THE T/R LONG DRIVE SHAFT WAS REPLACED AND THE ACFT WAS RETURNED TO SERVICE.

CA090518001

BELL  

ALLSN

BELL  

BEARING

CORRODED

5/15/2009

206L

250C20R

 

206011118001

M/R HUB

(CAN) RECEIVED MAIN ROTOR HUB FOR 1200 HOUR INTERIM INSP. WHEN DISASSEMBLED FOUND BOTH OTBD EXCLUDERS IN GRIP ASSEMBLIES WERE NO LONGER RETAINING LUBRICANT AND ALLOWING IT TO PASS INTO THE YOKE SPINDLE BORES. THE YOKE SPINDLES INBD RACE AREA DID NOT HAVE SUFFICIENT LUBRICATION AND FOUND SIGNIFICANT SURFACE CORROSION. ALL FOUR FEATHERING BRGS HAD CORROSION ON ROLLERS AND WERE SCRAPPED. ONE FEATHERING BEARING HAD A ROLLER BROKEN IN HALF. FOUND A CRACK IN PITCH HORN IN AREA OF GREASE VENT HOLE. ALSO SCRAPPED THE PITCH HORN. SURFACE CORROSION WAS REMOVED AND YOKE FOUND SERVICEABLE. ALL NEW BEARINGS INSTALLED AND ONE NEW PITCH HORN.

CA090512002

BELL  

ALLSN

 

BEARING

WORN

4/11/2009

206L

250C20R

 

6871505

NR 5 

(CAN) PILOT HAD A ENGINE CHIP LIGHT INDICATION, ENGINE WAS REPLACED, INSP REVEALED TURBINE NR 5 BEARING WAS WORN AND SOME BALLS MISSING.

CA090603006

BELL  

PWA  

 

DRIVE SHAFT

DAMAGED

5/31/2009

212  

PT6T3B

 

212040005103

MAIN ROTOR

(CAN) COUPLING YELLOW TEMP PLATES FOUND TURNED BLACK, AIRFRAME AND DRIVESHAFT INSPECTED FOR CAUSE, NONE FOUND, DRIVESHAFT REMOVED AND INSPECTED, GREASE FOUND BURNED, DRIVESHAFT REPLACED, DRIVESHAFT SENT TO OVERHAUL FACILITY.

CA090511007

BELL  

PWA  

 

WINDSHIELD

CRACKED

5/6/2009

212  

PT6T3B

 

212030464003

COCKPIT

(CAN) WINDSHIELD FOUND CRACKED DURING DAILY CHECK.

CA090511008

BELL  

PWA  

 

TEE FITTING

CRACKED

5/5/2009

212  

PT6T3B

 

AS1005W060606

HYD SYS

(CAN) CRACK FOUND IN THREADED AREA DURING FLUID LEAK INVESTIGATION.

CA090511009

BELL  

PWA  

BELL  

SEAL

LEAKING

5/4/2009

212  

PT6T3B

 

410082HAE

T/R GEARBOX

(CAN) SEAL FOUND LEAKING DURING DAILY CHECK.

CA090506007

BELL  

ALLSN

 

TUBE

FAILED

3/5/2009

407  

250C47B

 

406012118101

TAIL ROTOR

(CAN) RECEIVED TAIL ROTOR GEARBOX FOR A 60 MONTH INSP WITH PITCH CHANGE MECHANISM ATTACHED. WHEN PITCH MECHANISM WAS REMOVED, NOTICED A RAISED SLIVER OF MATERIAL THE ENTIRE DIAMETER OF THE PITCH TUBE IN THE AREA OF THE BRG SLEEVE AND PITCH TUBE BRG SHOULDER. THE SLIVER OF MATERIAL TURNED OUT TO BE METAL FROM THE PITCH TUBE WHICH WAS POUNDED OUT. THIS WAS GOING ON FOR A WHILE BECAUSE IT MANAGED TO CREATE A GAP OF .035 INCHES WHERE THERE SHOULD NOT BE A GAP. THE CUSTOMER DID REMEMBER THAT HE HAD TO RE-TORQUE THE NUT WHICH RETAINS THE BALL BRG, BRG SLEEVE AND TUBE TOGETHER A COUPLE OF YEARS AGO. THE PITCH TUBE AND SLEEVE WERE DEEMED NOT REPAIREABLE AND RETURNED TO MFG FOR FURTHER INVESTIGATION.

EGRR2008070377316

BELL  

PWA  

 

TUBE

CRACKED

7/3/2008

412EP

PT6*

 

 

FUEL SYSTEM

DURING INSPECTION FOUND TUBE CRACKED. REPLACED TUBE WITH SERVICABLE UNIT IAW MAINTENANCE MANUAL. OPS CHECK GOOD.

ULXR2009021080902

BELL  

PWA  

 

THROTTLE CONTROL

WORN

2/10/2009

412EP

PT6T3

 

212060724033

ENGINE

THIS TUBE WAS WORN AROUND THE CIRCUMFERENCE AT THE POINT WHERE IT PASSES THROUGH THE FIREWALL BOOT. DISCOVERED DURING A 300 HOUR INSPECTION AND REPLACED.

AC2A2009050381739

BELL  

ALLSN

 

WARNING LIGHT

ILLUMINATED

5/3/2009

430  

250C40B

 

 

 

FLYING FROM THE HERCULES 120 TO 299B AND THE NR1 M/ECU CAUTION LIGHT ILLUMINATED IN FLIGHT, RETURNED TO DEPARTURE AND SHUTDOWN.

AC2A2009053181959

BELL  

ALLSN

 

PICKUP

MALFUNCTIONED

5/31/2009

430  

250C40B

 

23054164

 

ENROUTE, YELLOW M/ECU2 INDICATOR, WHITE ECU INDICATOR ABOVE THE NR 2 ENGINE TQ AND NP INDICATION FLUCTUATED FOR ABOUT FIVE MINUTES BEFORE IT RETURNED TO NORMAL INDICATION. ALTERED ROUTE FOR A DIRECT FLIGHT. SHUT DOWN ACFT AT HELIPORT AND NOTIFIED MX. REPLACED N2 PICK-UP, CURED PROBLEM.

2009FA0000343

BERIEV

CONT

 

STUD

UNSERVICEABLE

4/21/2009

BE103

IO360ES

 

 

PROP HUB

DURING ANNUAL INSP, 2 OF THE 6 PROPELLER MOUNTING STUDS WERE FOUND TO BE SNAPPED OFF ON THE LT PROP AND LYING IN THE BOTTOM COWL. THESE STUDS ARE SET INTO THE PROP HUB ITSELF AND SECURED TO THE CRANKSHAFT FLANGE WITH NUTS. BOTH PROPS WERE REMOVED AND SENT TO MFG FOR OVERHAUL/REPAIR AND A CONDITION REPORT REQUESTED. MFG SAID THAT THEY HAD MAGNAFLUXED THE REMAINING STUDS AND FOUND THEM SATISFACTORY. (K)

CA090512006

BOEING

RROYCE

 

CASE

BULGED

4/23/2009

717200

BR700715A130

 

 

NR 1 ENGINE

(CAN) NR 1 ENGINE IFSD AND ATB OUT OH HI LO. METAL IN TAIL PIPE AND BULGED HP T CASE, INDICATIVE OF A 1ST STAGE HPT BLADE FAILURE. THE ENGINE HAD 3480 CYCLES SINCE REPAIR. ENGINE INDUCTED AT MFG FOR REPAIR. FURTHER DETAIL WILL BE SUBMITTED UPON DISSASSEMBLY OF ENGINE.

CA090601004

BOEING

PWA  

 

DUCT

RUPTURED

5/30/2009

727200

JT8D15

 

470962

13TH STAGE

(CAN) ACFT RETURNED TO YOW AFTER APPROX 30 MINUTES INTO FLIGHT DUE TO FIRE ALARM ON NR 2 ENGINE. ALARM WOULD NOT GO OFF AFTER NORMAL PROCEDURE SO ENGINE SHUTDOWN AND FIRE BOTTLE DISCHARGED. MX FOUND A 4 INCH HOLE IN THE 13TH STAGE BLEED AIR DUCT TO THE NOSE ANTI-ICE VALVE. DUCT WAS REPLACED AND ACFT RETURNED TO SERVICE.

CA090520004

BOEING

PWA  

 

CONTROLLER

ARCED

5/19/2009

727243

JT8D9A

 

 

WINDOW TEMP

(CAN) ON CLIMB OUT, CREW NOTICED ARCING FROM THE R2 WINDOW. ACFT DIVERTED TO A MX BASE WHERE THE WINDOW AND TEMP CONTROLLER WERE REPLACED AND THE ACFT RETURNED TO SERVICE.

CA090526008

BOEING

PWA  

 

ACTUATOR

CORRODED

3/3/2009

727260

JT8D17

 

 

STAB TRIM

(CAN) UNIT REMOVED FOR SCHEDULED OVERHAUL. UPON DISASSEMBLY, INTERNAL COMPONENTS BADLY CORRODED AND CONTAMINATED WITH WATER. UNIT SCRAPPED. THERE WERE NO INFLIGHT DEFECTS REPORTED.

CA090601001

BOEING

GE  

 

ACCESS PANEL

CRACKED

5/31/2009

737*

CFM567B24

 

112N61012

RT WING

(CAN) WHILE ACFT WAS ON GROUND, A FUEL LEAK WAS DISCOVERED ON RT WING FUEL ACCESS PANEL 632GB. TROUBLESHOOTING DETERMINED THAT PANEL WAS CRACKED. SUBJECT PANEL WAS REPLACED IAW AMM 28-11-11 AND LEAK TESTED. ACFT RETURNED TO SERVICE. FURTHER INTERNAL INVESTIGATION TO BE CONDUCTED TO DETERMINE CAUSE FOR FAILURE AND WHETHER OR NOT ADDITIONAL WING FUEL PANELS SHOULD BE SUSPECT. IT IS BELIEVED THE PANEL WAS LAST REMOVED AND INSTALLED DURING THE ACFT`S PRE-DELIVERY MX CHECK APPROX 2600 HRS AND 750 CYCLES PRIOR TO THIS EVENT. FURTHER INSP OF PANEL WAS CONDUCTED, FOUND THAT CRACK WAS LOCATED IN THE RECEPTACLE OF THE ANCHOR NUT INSERT. THIS INDICATES THAT AT SOME POINT IN THE ACFT`S HISTORY AN IMPROPER LENGTH SCREW WAS USED AND DAMAGED THE SEALED RECEPTACLE. HAVE SCHEDULED A TASK TO REPLACE THE EXISITNG SCREWS AS A PRECAUTION. AS WE CANNOT DETERMINE WHICH WERE REPLACED OR REUSED. REMOVED SCREWS WILL BE INSPECTED FOR LENGTH TO DETERMINE WHETHER OR NOT THE INSTALLED PANEL MAY HAVE BEEN DAMAGED.

CA090514001

BOEING

PWA  

 

WINDOW

CRACKED

5/11/2009

737217

JT8D17

 

58935733

COCKPIT

(CAN) DURING CRUISE AT 35,000, THE NR 4 WINDOW CRACKED, CREW DESCENDED TO 14,000 AND CONTINUED THE FLIGHT. WINDOW WAS REPLACED AND ACFT RETURNED TO SERVICE.

EE4Y090173

BOEING

 

 

ANGLE

CRACKED

6/22/2009

737290C

 

 

 

ZONE 100

LOWER FUSELAGE BS 1040 STR 21 ANGLE CRACKED.

EE4Y090168

BOEING

 

 

SKIN

CORRODED

6/22/2009

737290C

 

 

 

ZONE 100

LOWER FUSELAGE ST BS 500 BETWEEN STR 27R AND 28R,SKIN CORRODED

EE4Y090174

BOEING

 

 

STRINGER

DAMAGED

6/22/2009

737290C

 

 

BAC1498157

ZONE 100

LOWER FUSELAGE E&E COMPARTMENT,BETWEEN BS 355 AND BS 365,STR 19R WITH DOUBLE HOLE.

EE4Y090177

BOEING

 

 

WEB  

CRACKED

6/22/2009

737290C

 

 

 

ZONE 100

LOWER FUSELAGE, NOSE WHEEL WELL AT BS 250, RBL 2" UPPER WEB CRACKED.

SROM20090001

BOEING

 

 

WINDSHIELD

CRACKED

5/28/2009

7377BD

 

 

5893543150

COCKPIT

MULTIPLE BIRD STRIKES ON DEPARTURE, RETURNED TO AIRPORT. REPLACED F/O WINDSHIELD. REPLACED 5 RIVETS UNDER INBD STRAFE OF NR 2 ENGINE NOSE COWL. CLEANED MULTIPLE BIRD REMAINS FROM RT FUSELAGE NOSE AND TAIL OF ACFT. PERFORMED BIRD STRIKE INSP IAW AMM 05-51-18; NO ADDITIONAL DAMAGE NOTED.

2009FA0000428

BOEING

 

 

FLOORBEAM

CORRODED

4/14/2009

737800*

 

 

 

BS 986

DURING AV11 CHECK , CORROSION WAS FOUND ON FLOORBEAM AT STA 986.5 LBL 22.5, RBL 23 ABOUT 0.4" X 0.4" X 0.050". THIS IS A CPCP LEVEL 2 ITEM. REPAIRED THE CORRODED AREAS IAW SRM 53-00-51.

2009FA0000487

BOEING

 

 

DUCT

BROKEN

6/2/2009

767200

 

 

368212191221105

 

AFTER A BANG HEARD DURING CL, FWD EQPT OVHT DISPLAYED AND OVHT LGT ILLUM AFTER SELECTOR WAS POSITIONED TO STBY, LGT REILLUM FOLLOWING 5MIN DELAY AFTER SELECTOR WAS POSITIONED TO OVRD. EICAS MSG FWD EQPT COOLING DISPLAYED AND NO COOLING LGT ILLUM. WX FAIL AND HSD ALTITUD COLORS WENT BLACK. INDICATIONS NORMAL. OVERWEIGHT LANDING. 139600KG. THE LANDING WAS SMOOTH AND BRAKES TEMP DID NOT EXCEED 4 ON BTMS. RT MIX-AIR CONDITIONING MANIFOLD OUTLET DUCT FOUND BROKEN. AFT RT AIR DISTRIBUTION S/O VALVE CLOSED AFT ZONE TRIM AIR MODULATIN VALVE CLOSED IAW MEL 21-51-6-2 PROCEDURES. PERFORMED CHECK IAW AMM 21-58-00 PAGE 501. CHECK RESULTS OK. NOTE: ONLY ONE PACK OPERATION.

TIPR200900006

BOEING

 

 

FLOORBEAM

CORRODED

6/15/2009

767222

 

 

14150051

ZONE 200

PLATE ATTACHED TO FLOORBEAM UPPER TEE CORRODED STA 266.5 RBL 22. REMOVED AND REPLACED UPPER T-CAP, CLOSE-OUT WEB AND ATTACH ANGLES IAW SRM 51-40-2,51-10-02 AND DWG 14150051.

TIPR200900010

BOEING

PWA  

 

STRINGER

CORRODED

6/19/2009

767222

JT9D*

 

 

ZONE 100

STRINGER 38L CORRODED AT STA 1562-1582 (LAV SERVICE PAN CUT-OUT). REMOVED AND REPLACED CORRODED STRINGER SECTION IAW SRM 53-00-03 AND 51-20-01.

TIPR200900004

BOEING

PWA  

 

STRINGER

CORRODED

6/15/2009

767222

JT9D*

 

 

ZONE 200

STRINGER 38L CORRODED AT 1562-1582 (LAV SERVICE PAN CUT-OUT AREA).

TIPR200900003

BOEING

PWA  

 

STRINGER

CORRODED

6/15/2009

767222

JT9D*

 

 

ZONE 200

STRINGER 38R CORRODED AND CRACKED AT STATION 1580 (LAV SERVICE PAN CUT OUT AREA).

TIPR2009000008

BOEING

PWA  

 

STRINGER

CORRODED

6/17/2009

767222

JT9D*

 

 

ZONE 100

AREA AFT OF BULK CARGO COMPARTMENT, CORROSION ON STRINGER-39L (UNDER REPAIR DOUBLER) STA 1540 TO 1550. REMOVED AND REPAIRED CORRODED REPAIR DOUBLER(CHANNEL)AND STRINGER SECTION AT 39L LT STA 1540 TO 1580 IAW SRM 53-00-03 FIG 201.

TIPR200900005

BOEING

PWA  

 

STRINGER SPLICE

CRACKED

6/16/2009

767222

JT9D*

 

 

ZONE 100

STRINGER 39R AT STA.1562 CRACKED. REMOVED AND REPLACED REPAIRED STRINGER SECTION AT 39R AND STA 1542 TO 1562 IAW SRM 53-00-03, FIG 201 AND 53-60-03 FIG 1. REMOVED AND RE-INSTALLED STRINGER TIES AT STA 1542 AND 1552 IAW SRM 51-40-02.

TIPR200900009

BOEING

PWA  

 

STRINGER

CORRODED

6/19/2009

767222

JT9D7R4D

 

 

BS 1580 S38R

STRINGER 38 RT CORRODED AND CRACKED AT STA 1580 (LAV SERVICE PAN CUT OUT AREA). REMOVED AND REPLACED CORRODED SECTION OF STRINGER IAW SRM 53-00-03,51-20-01 AND 53-00-03.

CA090527003

BOEING

PWA  

 

STATOR

DAMAGED

5/21/2009

7673Y0

PW4060

 

 

NR 1 ENGINE

(CAN) NR 1 ENGINE AUTO SHUTDOWN 125NM EST OF YYZ. AN EMERGENCY WAS DECLARED WITH ATC THE FLIGHT LANDED. STATUS MESSAGE: L ENG EEC C1 MAINT MSG ON ARRIVAL: L ENG EEC C1 L PIMU L NECEL VENT VLV, LT ENG STARTER REMOVED FOR ACCESS. N2 TRANSDUCER STATOR REMOVED, FOUND STATOR DAMAGED, SHAFT AND ROTOR WITH DAMAGE AND SIGNIFICANT PLAY. ALSO, PMA (PERMANENT MAGNET ASSY) WHICH PROVIDES POWER TO THE FADEC USES THE SAME SHAFT AS THE N2 XDUCER. THUS THE PMA STATOR/ROTOR DISINTEGRATED, AND IT IS SUSPECTED THAT THE CAUSE WAS BEARING FAILURE. WITHOUT POWER TO THE FADEC, THERE IS NOTHING TO KEEP THE FUEL METERING UNIT OPERATIONAL, AND THUS FUEL STARVATION WOULD HAVE CAUSED THE SHUTDOWN.

2009FA0000447

BOEING

 

 

CASE

DENTED

4/5/2009

777268

 

 

1893M10601

LPT 

ENG SUFFERED AN LPT FAILURE (SECONDARY DAMAGE). VISUAL INSP OF THE LPT CASE NOTED QTY 1 OF DENT IN THE SG SHROUD AREA WITH A RESULTANT CRACK MEASURING APPROX 0.625 INCH IN LENGTH. THE CRACK IS POSITIONED BETWEEN 12 AND 1 O`CLOCK. (AFT LOOKING FWD).

2009FA0000459

BOLKMS

 

 

FRAME

CRACKED

4/8/2009

BK117B2

 

 

1173025451

AFT TAILBOOM

FOUND CRACK ON LT SIDE OF TAILBOOM AT FUSELAGE STA 9976 MM. DURING FURTHER INVESTIGATION, OTHER CRACKS WERE FOUND ON THE RT SIDE AT THE SAME FUSELAGE STATION AND INSIDE THE TAILBOOM ON THE 10L FRAME. REPAIR SCHEMES FOR THESE CRACKS WERE PROVIDED BY AEC FOR PATCHING THE SIDES AND THE DECISION WAS MADE TO COMPLETLY REPLACE THE 10L FRAME, INSIDE OF THE TAILBOOM. (K)

GVNA2008103078903

BOLKMS

TMECA

 

CARTRIDGE

UNKNOWN

10/30/2008

BK117C2

ARRIEL1E2

 

 

 

CARTRIDGE ORDERED TO REPLACE PUMP THAT THE LIGHT WAS INTERMITTENT. THIS CARTRIDGE WOULD NOT EVEN TURN THE LIGHT OFF AND IT WAS FRESH OUT OF OVERHAUL. PUT ORIGINAL PUMP BACK IN.

CA090508003

BOLKMS

ALLSN

 

TAIL BOOM

DAMAGED

5/7/2009

BO105S

250C20B

 

BO105

 

(CAN) TAILBOOM WAS INSTALLED WHEN DEFORMATION WAS FIRST DISCOVERED. BOOM IS TWISTING AT THE MARKED AREAS. FWD INDENT IS .5 DEEP AT 100 PERCENT RPM FLAT PITCH AND THE 3 AFT INDENTS ARE AT LEAST .2500 INCH INDENTED AND RESEMBLE A RUBBER WAVE. AS SOON AS THE POWER LEVERS ARE PULLED BACK TO IDLE THE BADNESS GOES AWAY. IT TAKES VERY LITTLE LT PEDAL OFF NEUTRAL (15-20 PERCENT TRAVEL LIKE YOU`D DO A PEDAL CHECK FOR TR DYNAMIC BALANCING)TO AGGRAVATE THE SITUATION FURTHER PLUS THE POWER TRAIN STARTS TO HUM EVEN MORE. AREA WHERE THE FLEX IS OCCURRING IS ALSO WHERE THE BRG RUBBER SPUN THE DEEPEST INTO THE SHAFT. FEEL THIS FLEXING IS THE CAUSE OF THE SPINNING RUBBER ON THE SHAFT AND THAT IT`S LIKELY BEEN THIS WAY FOR A WHILE. THE BEARINGS AND RUBBERS WERE REPLACED 370 HOURS AGO AT O/H. SKIN AT THIS AREA IS ALSO PERMANENTLY DISTORTED LIKE IT HAS BEEN WORKING FOR SOME TIME. PILOT KNEW RIGHT AWAY SOMETHING WAS WRONG FROM THE NOISE, HEARING IT IN THE HOVER FROM INSIDE BUILDING. HE FELT NO VIBRATION. TAIL ROTOR IS BALANCED TO .1-IPS. FWD HANGAR BRG SPUN ON THE SHAFT DUE TO MISALIGNMENT, HAD MARKED THEM ALL WITH PAINT. SHAFT AND RUBBERS WERE CLEANED OF HALORIN OIL AFTER INSTALLATION AND COULD NOT BE FORCED TO SLIP BY HAND ROTATIONALLY OR AXIALLY. TAILBOOM INTERIOR LOOKS FINE AS FAR AS WE CAN SEE SO SOMETHING IN THERE APPEARS REALLY TIRED. HAVE NEVER SEEN A MACHINE DO THIS SO WE CHECKED WITH SUBSTANTIAL LT PEDAL WHICH DEMONSTRATED ABSOLUTELY NO DISTORTION. YOU COULD SEE THE VERTICAL TAIL FIN FLEX ON AS USUAL BUT NOTHING WAS LETTING GO. EXTREMELY CONCERNED WITH THIS PROBLEM AS TAIL BOOMS DO NOT "OIL CAN" AND DISTORT LIKE THIS.

CA090604008

BOMBDR

 

 

LINE

CRACKED

5/22/2009

BD1001A10

 

 

1005354233009

HYDRAULIC SYS

(CAN) CREW REPORT, GOT A AMBER (FLAPS NORM PRESS LOW) ALONG WITH AN AMBER (R HYD PRESS LOW) AS THEY WHERE CLIMBING TROUGH FL410. SYNOPTIC PAGE REVEALED PRESSURE FOR THE RT SYS WAS DROPING LOW AND ALSO THE OTBD BRAKES INDICATION WAS BOXED AMBER. ALSO NOTED THE QUANTITY WAS DROPPING ON THE RT RESERVOIR. IAW QRH THEY CLOSED THE HYD SOV AND QUANTITY SETTLED AT 12 PERCENT. REPLACED RT EDP. REPLACED RT EDP PRESSURE LINE ASSY. REPLACED RT CASE, PRESSURE AND RETURN FILTERS. LEAKS AND OPS CHECKS GOOD.

CA090529005

BOMBDR

 

 

CONTROLLER

MALFUNCTIONED

5/28/2009

BD1001A10

 

 

92175A030400

 

(CAN) LOSS OF CABIN PRESSURIZATION. DECLARED AN EMERGENCY AND AN EMERGENCY DESCENT. CONTROLLER REPLACED, ACFT RETURNED TO SERVICE. APPROX 30 MINUTES AFTER TAKEOFF ENROUTE AT FL400 CABIN RATE BEGAN FLUCTUATING PLUS OR MINUS 300 TO 800 F/M. CABIN ALTITUDE REMAINED APPROX 6700 FT. BEGAN REFERENCING EMERGENCY CHECKLIST AND ATTEMPTING TO CONTACT MX, CABIN RATE RAPIDLY STARTED CLIMBING IN EXCESS OF 4000 F/M. SIMULTANEOUSLY WE RECEIVED RED "CABIN ALT" CAS. COMMENCED EMERGENCY DESCENT AND COMPLETED ALL ASSOCIATED MEMORY ITEMS. ONCE COMM SWITCH WAS SELECTED TO O2 MASK AND COMMUNICATION WAS RE-ESTABLISHED WITH ATC, DECLARED AN EMERGENCY. DURING EMERGENCY DESCENT NOTED CABIN ALTITUDE STABILIZED AND NEVER REACHED HIGHER THAN 10,500 FT. AS A RESULT THE PASSENGER OXYGEN MASKS DID NOT DEPLOY. ONCE LEVEL AT 10,000 FT RECEIVED CONFIRMATION PASSENGERS WERE OKAY. CABIN HELD STEADY AT 600 FT AND THERE WERE NO FURTHER PRESSURIZATION ISSUES. THERE WAS SUFFICIENT FUEL ON-BOARD AND THE DECISION WAS MADE TO CONTINUE TO DESTINATION. IN FLIGHT THE CHIEF PILOT WAS NOTIFIED OF THE SITUATION. LANDED WITHOUT FURTHER INCIDENT.

CA090526001

BOMBDR

RROYCE

 

CIRCUIT CARD

BURNED

5/22/2009

BD7001A11

BR700710A220

 

770705D

ACPC 

(CAN) ON LANDING ROLL OUT, THE CREW STARTED THE APU, THE APU GEN CAME ON LINE AND THEN FAILED. THE CREW TRIED A RESET WITH NO LUCK SO KEPT RT ENGINE RUNNING AND SHUTDOWN THE APU. BY THIS TIME THE ACFT WAS ON PARKING BAY AND PASSENGERS WERE GETTING OFF. THERE WAS A BAGGAGE BAY SMOKE WARNING SO THE CREW SHUTDOWN THE ENGINE AND SECURED THE ACFT. MRP/ME TRAVELED AND DISCOVERED BURNED CARDS IN THE ACPC.

CA090609001

BOMBDR

PWC  

 

GENERATOR

FAILED

6/9/2009

DHC8400

PW150A

 

11522185

NR 2 AC

(CAN) NR 2 AC GENERATOR CAUTION LIGHT CAME DURING TAKEOFF ROLL. FLIGHT CREW ABORTED TAKEOFF AND RETURNED TO DEPARTURE GATE. AC GEN WOULD NOT RESET DURING TAXI BACK TO GATE. MX REPLACED THE AC GENERATOR AND ACFT RETURNED TO SERVICE.

CA090604001

BOMBDR

PWC  

 

SEQUENCE VALVE

INOPERATIVE

6/2/2009

DHC8400

PW150A

 

483026

MLG 

(CAN) FLIGHT CREW REPORTED THE N. DOOR ADVISORY LIGHT REMAIN ON AFTER GEAR RETRACTION. CREW ELECTED TO CONTINUE THE SHORT FLIGHT. PERFORMED AN ALTERNATE EXTENSION FOR LANDING. MX FOUND NGDRCL UNREASONABLE FAR FAULT. THE FAULT WAS DUPLICATED ON JACKS AND THE NG DOORS CLOSED AFTER TAPPING ON THE SOLENOID SEQUENCE VALVE. THE SSV WAS REPLACED AND ACFT RETURNED TO SERVICE.

CA090604003

BOMBDR

PWC  

 

FADEC

FAULTED

5/20/2009

DHC8400

PW150A

 

8193007009

NR 1 

(CAN) FLIGHT CREW REPORTED NR 1 ENGINE FADEC FAIL WARNING LIGHT ILLUMINATED. DURING DESCENT AND THE ENGINE ROLLED BACK TO IDLE. QRH PROCEDURES FOLLOWED AND ENGINE WAS SHUTDOWN. LANDED SAFELY WITHOUT INCIDENT. MX FOUND FADEC FAULTS 911 AND 360 ON BOTH CHANNELS OF NR1 ENG. THE FADEC WAS REPLACED AND ACFT RETURNED TO SERVICE.

CA090529003

BOMBDR

PWA  

 

FUEL TANK

LEAKING

5/29/2009

DHC8402

PW123D

 

 

LT WING

(CAN) AFTER COMPLETING A ROUTINE INSP OF THE LT WING FUEL TANK AND IN PREPARING THE FUEL TANKS FOR CLOSING, CLEANING WAS BEING ACCOMPLISHED USING AIRVACS. IT WAS NOTICED THAT THE PRC (SEALANT) ON THE BOTTOM OF THE TANKS WOULD SMEAR AND LOOSEN AS IT VACUUMED OVER. UPON INVESTIGATION BY PHYSICALLY TOUCHING THE PRC IT WAS DETERMINED THAT THE PRC WAS NOT FULLY CURED. THE REMAINING LT WING TANKS WERE CHECKED BY TOUCHING THE PRC EVERY FOOT OR SO AND NONE OF IT WAS FULLY CURED. THE RT WING WAS INSPECTED AS WELL WITH THE SAME SITUATION NOTED. A FUEL LEAK AS ALSO BEEN DISCOVERED IN THE LT WING AUX TANK. IN DISCUSSION WITH THE CUSTOMER NO SIGNIFICANT FUEL TANK MX HAS BEEN ACCOMPLISHED ON THE ACFT SINCE MFG. AS SUCH, IT IS FIRMLY BELIEVED THAT THIS IS THE FACTORY APPLIED PRC IN THE TANKS.

CA090528001

BOMBDR

PWC  

 

LINE

LEAKING

5/25/2009

DHC8402

PW150A

 

82910425003

HYD SYSTEM

(CAN) ON CLIMB-OUT, ABOUT THE TIME GEAR WAS RETRACTED, AN ACRID ODOR FILLED THE FLIGHT DECK, LASTED 15-30 SECONDS. BOTH PILOTS STARTED COUGHING AND RUNNY EYES, THEN THE AIR CLEARED. AFTER LANDING FA`S REPORTED EYE IRRITATION. FOUND PIN HOLE LEAK IN NLG RETRACT HYD LINE. REPAIRED NLG RETRACT LINE AND BULKHEAD FITTING JUST AFT OF PRESSURE BULKHEAD.

CA090515004

BOMBDR

PWC  

 

LINE

CHAFED

5/11/2009

DHC8402

PW150A

 

 

HYD SYSTEM

(CAN) ON 11-05-09 LQL (MSN 4249) REPORTED SMOKE IN THE CABIN AFTER LANDING. FOUND CABIN FILLED WITH A HYD FLUID MIST AND HYD FLUID DRIPPING FROM MOST OF THE FWD BELLY DRAINS. NR 2 HYD QUANTITY WAS DOWN TO 50 PERCENT, THE CREW SAID IT WAS AT 70 TO 75 PERCENT BEFORE THE LAST DEPARTURE. STARTED NR 2 ENGINE AND QUICKLY COULD SEE A HYD FLUID MIST COMING FROM UNDER SEATS 6CD. AFTER FURTHER INVESTIGATION IN THE HANGAR, FOUND THE OB RUDDER CABLE ON THE RT SIDE OF THE BELLY HAD PREVIOUSLY CHAFED THE NLG DOWN HYD TUBE TO A POINT THAT THE HYD FLUID WAS LEAKING THROUGH A PIN HOLE ONCE THE HYD PRESSURE WAS ABOVE 2000PSI. THE DAMAGED TUBE WAS CUT OUT AND REPLACED BY MFG. LEAK CHECK CARRIED OUT, NIL FINDINGS

CA090605009

BRAERO

RROYCE

 

BOLT

BROKEN

6/1/2009

HS7482A

DART5342

 

1000021303

DOWNLOCK SWITCH

(CAN) BOLT THAT ACTUATED THE SWITCH FOR GEAR DOWN AND LOCKED, BROKE. THE BOLT BREAKING CAUSED THE MLG INDICATION TO SHOW IN TRANSIT AND THE MECHANICAL LANDING GEAR FLAG ARM TO BECOME DETACHED NOT SHOWING "DOWN AND LOCKED". THE GEAR WAS DOWN AND LOCKED.

CA090519009

BRAERO

RROYCE

 

OIL COOLER

LEAKING

5/17/2009

HS7482A

DART5342

 

RK35782A

RT ENGINE

(CAN) DURING THE CLIMB, RT ENGINE LOST OIL PRESSURE WITH ILLUMINATION OF THE WARNING LIGHT. THE CREW SHUTDOWN THE RT ENGINE AND RETURNED TO BASE. UPON INVESTIGATION BY MX, THE OIL COOLER WAS RUPTURED. THE OIL COOLER WAS REPLACED AND THE ENGINE RETURNED TO SERVICE.

2009FA0000465

CESSNA

 

 

TEE FITTING

CRACKED

5/1/2009

150F

 

 

 

 

DURING COMPLIANCE OF AD 2004-19-06, DETECT AND CORRECT FATIGUE CRACKING OR CORROSION OF THE FAIL SAFE STRAPS (S/B 767-53A0100) A CRACK WAS FOUND IN BOTH SIDES. THE RT T-FITTING WAS CRACKED FROM THE FWD SIDE OF THE BOLT HOLE APPROXIMATELY 22 DEGREES ABOVE HORIZONTAL FROM THE BOLT HOLE. THE LT T-FITTING WAS CRACKED FROM THE AFT SIDE OF THE BOLT HOLE APPROX 22 DEGREES BELOW HORIZONTAL FROM THE BOLT HOLE. (K)

CA090512007

CESSNA

CONT

 

HINGE BRACKET

CRACKED

4/3/2009

172H

O300D

 

053101812

RUDDER

(CAN) DURING A ROUTINE INSP THERE WAS SOME PLAY FOUND IN RUDDER HINGES AND AFTER A CLEANING AND CLOSE VISUAL INSP THERE WAS A CRACK OBSERVED IN THE LWR HINGE BRACKETS BOTH THE UPPER AND LOWER BRACKETS PN 0531018-1 AND 0531018-2. THE BRACKETS WERE REPLACED AND THE RUDDER WAS REASSEMBLED.

2009FA0000446

CESSNA

LYC  

 

STARTER

CRACKED

6/2/2009

172N

O320H2AD

 

PM2401H

ENGINE

PILOT REPORTED ENGINE WOULD NOT START. INSPECTION REVEALED STARTER BENDIX HOUSING CRACKED CIRCUMFERENTIALLY AND LONGITUDINALLY. CAUSE UNKNOWN.

2009FA0000453

CESSNA

LYC  

 

BEARING

FAILED

4/10/2009

172N

O320H2AD

 

0523920

TE FLAP

LT OTBD AFT FLAP BEARING FAILURE. THIS CAUSED FLAP TO SEIZE ON OTBD TRACK ON FLAP RETRACTION, WHICH DISTORTED FLAP AND CAUSED RETRACTION CABLE TO BREAK. CAREFUL INSPECTION OF FLAP TRACKS FOR ABNORMAL WEAR AND INSPECTION OF ROLLERS COULD PREVENT RECURRENCE. (K)

2009FA0000506

CESSNA

LYC  

 

CARBURETOR

LOOSE

6/8/2009

172P

O320D2J

 

105217

ENGINE

THE CARBURETOR HALVES ARE BECOMING LOOSE DUE TO THE IMPROPER INSTALLATION OF THE LOCKTAB WASHERS AT OVERHAUL. THE LOCKTABS ARE BENT DOWN ON THE "TIGHTEN" SIDE OF THE CORNERS OF THE CARBURETOR WHICH ALLOWS THE BOLTS TO LOOSEN APPROX .2500 TURN WITHOUT DISTURBING THE LOCKTAB RETAINERS. THIS IS IDENTIFIED BY VISUAL INSPECTION OR POOR, ERRATIC IDLING, INCREASED IDLE RPM, OR INCOMPLETE ENGINE SHUTDOWN WITH MIXTURE CONTROL.

2009FA0000505

CESSNA

LYC  

 

ACTUATOR

CRACKED

5/20/2009

172RG

O360F1A6

 

98820152

MLG 

DURING OCCURRENCE THE BODY OF THE MLG ACTUATOR HAS CRACKED AT THE UPPER PORTIONOF THE GEAR CAVITY OR THE BOLT HOLES. THE ACTUATOR BODY (-10) IS CONSTRUCTED FROM ALUMINUM WHILETHE PISTON/TRUNNION (-5) AND THE PISTON ROLLER (-11) ARE STEEL. CONSIDERING THE OPERATIONAL CHARACTERSTICS OF THE SYS THERE SEEMS TO BE A TORQUE LOAD BEING APPLIED TO THE BODY DURING LANDING. AS A RESULT THE ACTUATOR BODY IS CRACKING AT THE ATTACH POINT BOLT HOLES.

2009FA0000437

CESSNA

 

 

CABLE

FRAYED

5/27/2009

172S

 

 

0510105362

AILERON BALANCE

THE OPERATOR HAS A FLEET OF 172S AIRCRAFT. THIS IS A COMMON CONDITION. THIS AILERON CABLE WAS WORN BADLY AT THE CENTER OF THE CABIN ROOF, WHERE IS PASSES THROUGH A PULLEY. THERE WERE MANY STRANDS WORN AND SEVERAL BROKEN STRANDS.

2009FA0000434

CESSNA

 

 

CONTROL CABLE

FRAYED

5/27/2009

172S

 

 

0510105362

ZONE 600

THIS AILERON CABLE WAS WORN BADLY AT WS 71.125 AND 100.50 . THERE WERE MANY STRANDS WORN AND SEVERAL BROKEN STRANDS.

2009FA0000433

CESSNA

 

CESSNA

CONTROL CABLE

FRAYED

5/27/2009

172S

 

 

0510105364

ZONE 500

THIS AILERON CABLE WAS WORN BADLY AT THE CENTER OF THE CABIN ROOF, WHERE IS PASSES THROUGH A PULLEY. THERE WERE MANY STRANDS WORN AND SEVERAL BROKEN STRANDS.

2009FA0000436

CESSNA

 

 

CONTROL CABLE

FRAYED

5/27/2009

172S

 

 

0510105364

AILERONS

THIS AILERON CABLE WAS WORN BADLY AT THE CENTER OF THE CABIN ROOF WHERE IS PASSES THROUGH A PULLEY. THERE WERE MANY STRANDS WORN AND SEVERAL BROKEN STRANDS.

2009FA0000511

CESSNA

 

 

TUBE

CUT  

6/5/2009

172S

 

 

500X5

NLG TIRE

ON TAKE-OFF ROLL NOSE TIRE TUBE FAILED. MX FOUND CUT IN TUBE.

ZB0R20090001

CESSNA

 

 

STARTER

FAILED

6/8/2009

172S

 

 

149NL

ZONE 400

PILOT ATTEMPTED ENGINE START. STARTER WOULD NOT ENGAGE. BYSTANDER REPORTED TO PILOT HE SAW SPARKS FROM UNDER THE COWL. PILOT WAS UNABLE TO TURN OFF ELECTRICAL POWER TO ACFT. MASTER SWITCH OPERATED, BUT POWER REMAINED ON. ACFT TAKEN TO MX. INSP REVEALED STARTER MOTOR MELTED IN 2 SPOTS, REVEALING INTERNAL WORKINGS OF MOTOR. FURTHER TROUBLESHOOTING REVEALED STARTER CONTACTOR WELDED CLOSED AND MASTER POWER CONTACTOR WELDED CLOSED. REPLACED STARTER AND BOTH CONTACTORS. INSPECTED WIRING - NO DEFECTS NOTED. GROUND RUN FOR SYSTEMS CK WAS GOOD. ACFT RETURNED TO SERVICE.

2009FA0000435

CESSNA

LYC  

 

CONTROL CABLE

FRAYED

5/27/2009

172S

IO360L2A

 

0510105364

AILERON

THIS AILERON CABLE WAS WORN BADLY AT THE CENTER OF THE CABIN ROOF, WHERE IS PASSES THROUGH A PULLEY. THERE WERE MANY STRANDS WORN AND SEVERAL BROKEN STRANDS.

2009FA0000427

CESSNA

LYC  

 

CYLINDER

FAILED

5/21/2009

172S

IO360L2A

 

AEL65102

ENGINE

PILOT WAS TAKING OFF. THEY HEARD A LOUD BANG. ENGINE LOST POWER AND VIBRATED. PILOT TURNED AIRCRAFT AROUND AND LANDED PLANE ON RUNWAY. SHUT DOWN ENGINE AFTER LANDING. FOUND NR 1 CYLINDER BLOWN. THREE QTS OF OIL STILL IN ENGINE. CYLINDER IS AN ECI CYLINDER. IT DOES NOT APPLY TO AD 08-19-05 DUE TO THE SERIAL NUMBER BEING OUT OF RANGE AS CALLED OUT BY THE AD. THIS IS THE SECOND BLOWN ECI CYLINDER WE HAVE HAD THAT IS OUT OF THE SERIAL NR RANGE OF THE AD. I RECOMMEND THAT A REVISION BE MADE TO AD 08-19-05 THAT WILL COMPRISE OF A WIDER CYLINDER ASSY SERIAL NR RANGE.

2009FA0000452

CESSNA

 

 

TUBE

SPLIT  

4/24/2009

182P

 

 

500X2

NLG TIRE

SPLIT IN SIDE OF NOSE WHEEL TUBE CAUSING FLAT TIRE. THIS SEEMS TO BE A PROBLEM WITH SYNTHETIC TUBES. (K)

2009FA0000432

CESSNA

CONT

 

RIB  

CRACKED

5/27/2009

182Q

O470*

 

 

ELEVATOR

ACFT EQUIPPED WITH STOL CANARDS. FOUND BOTH INBD CANARD ELEVATOR RIBS CRACKED AT ALL BOLT HOLES. BOTH ELEVATORS RETURNED TO MFG FOR MODIFICATIONS AND REPAIRS.

2009FA0000467

CESSNA

CONT

 

TUBE

SEPARATED

5/1/2009

182R

O470U

 

 

VACUUM SYSTEM

A SIGNIFICANT PROBLEM OCCURRED IN THE FUEL INDUCTION SYSTEM, WHERE A RUBBER INTAKE TUBE CONNECTS THE INTAKE MANIFOLD TO THE FUEL INDUCTION RAIL. SHORTLY AFTER A FLIGHT WHERE ENTIRELY NORMAL OPERATION WAS EXPERIENCED, ENGINE RESTART COULD NOT BE ACCOMPLISHED. THE RUBBER TUBE WAS FOUND TO BE FULLY SEPARATED FROM THE INTAKE MANIFOLD, CAUSING A LARGE VACUUM LEAK ( DOWNSTREAM OF THE CARBURETOR) AND RENDERING THE ENGINE INOPERABLE. THE PROBABLE CAUSE IS INCORRECT INSTALLATION OF THE RUBBER TUBE AT ENGINE O/H, 262 HR PREVIOUSLY. THE FAILED CONNECTION WAS BETWEEN THE Y-SHAPED INTAKE MANIFOLD AND THE FUEL RAIL ON THE RT SIDE. THIS COULD RESULT FROM FAILING TO FORCE THE RUBBER TUBE FAR ENOUGH ONTO THE MANIFOLD TUBE OR FAILING TO SEAT THE HOSE CLAMP FAR ENOUGH IN FROM THE END OF THE MANIFOLD TUBE. A POSSIBLE CAUSE IS THAT THE CLAMP OR HOSE WORKED LOOSE IN NORMAL OPERATION. THE CONSEQUENCES OF THIS FAILURE WOULD HAVE BEEN MUCH MORE SERIOUS IF THE SEPARATION HAD OCCURRED IN FLIGHT, WHICH PRESUMABLY WOULD HAVE CAUSED A COMPLETE POWER LOSS. (K)

2009FA0000480

CESSNA

CONT

 

PISTON

FAILED

4/17/2009

182R

O470U

 

ACE 

ENGINE

CYLINDER NR 2 PISTON SKIRT BROKE FROM THE PISTON AND CREATED A METAL CONTAMINATION IN THE ENGINE. (K)

2009FA0000476

CESSNA

 

 

STRUT

FAILED

6/3/2009

206H

 

 

12411172

ZONE 700

RT MAIN GEAR SPRING STRUT HAD A CATASTOPHIC FAILURE. THE STRUT BROKE IN HALF APPROX 2 INCHES ABOVE THE BRAKE LINE ATTACH BRACKET. THE ACFT WAS PARKED IN THE HANGAR AND NO PERSONNEL WERE AROUND OR PRESENT WHEN THIS OCCURED. THE RT WING TIP CONTACTED THE HANGAR FLOOR WITH ENOUGH FORCE TO WRINKLE THE TOP OF THE WING AND DAMAGE THE RT AILERON. THE RT HORIZ STABALIZER CONTACTED THE HANGAR FLOOR AND SUFFERED EXTENSIVE DAMAGE TO IT AND THE ELEVATOR. IF THIS FAILURE WOULD HAVE OCCURED DURING TAXI, TAKEOFF OR LANDING IT COULD HAVE RESULTED IN LOSS OF LIFE.

CA090522003

CESSNA

CONT

 

ATTACH FITTING

CRACKED

5/19/2009

207A

IO520F

 

12320131

HORIZONTAL STAB

(CAN) WHILE PERFROMING A ROUTINE 50 HOUR INSP, IT WAS NOTICED THAT THERE WAS EXCESSIVE VERTICAL MOVEMENT ON THE RT SIDE OF THE HORIZONTAL STABILIZER. UPON FURTHER INVESTIGATION, THE RT FWD ATTACH FITTING WAS FOUND CRACKED COMPLETELY THROUGH, JUST BELOW THE BOLT HOLE. REPLACED BRACKET PN-1232013-1, ACFT RETURNED TO SERVICE.

2009FA0000448

CESSNA

 

 

CHECK VALVE

FAILED

4/24/2009

208  

 

 

99120711

UNKNOWN

UPON INTERNAL INSP OF HEADER TANK FOUND SWING CHECK VALVES FRAGMENTING AND FALLING OFF PARENT MATERIAL. REPLACED ALL SWING VALVES WITH NEW AND CLEANED INTERNAL HEADER TANK. (K)

CA090508005

CESSNA

PWA  

 

FCU  

FAILED

5/7/2009

208B

PT6A114A

 

32448973

ENGINE

(CAN) DURING START FUEL FLOW CAME UP TO 120 PPH THEN BECAME ERRATIC FLUCTUATING BETWEEN 100 PPH AND 300 PPH THEN WENT TO 0 PPH. ENG SHUTDOWN NORMALLY. FCU INSTALLED AND DURING POST INSTALL GROUND RUNS THE ENGINE WAS HARD TO START AND WOULD FLAMEOUT. CHECKED AND ADJUSTED THE MIN FLOW FROM 35 TO 48 PERCENT NG. AND THE LOW IDLE ADJUSTED TO 53 PERCENT NG. GROUND RUN COMPLETED SATISFACTORY.

2009FA0000510

CESSNA

CONT

 

AIR FILTER

DEFECTIVE

6/9/2009

337H

IO360*

 

P107736

 

UPON RECEIVING INSP OF NEW MFG AIR FILTERS PN P107336 IT WAS FOUND THAT 3 OUT OF 4 NEW FILTERS HAD A DEFECTIVE SEALING SURFACE CAUSING THE SEALING/MATING SURFACE TO CRACK AND CRUMBLE. THIS DEFECTIVE SEALING SURFACE COULD POTENTIALY ENTER THE ENGINE INLET. THE DEFECTIVE FILTERS HAVE A LIGHT GREY COLOR TO THE SEALING SURFACE. THE REPLACEMENT FILTERS THAT WERE LATER RECEIVED, INSPECTED, AND FOUND TO BE IN SERVICEABLE CONDITION HAD A DARK GREY ALMOST BLACK SEALING SURFACE. SUSPECT THAT THE DEFECTIVE FILTERS HAD IMPROPER MATERIAL ON THE SEALING SURFACE OR WAS IMPROPERLY CURED.

CA090520003

CESSNA

CONT

 

CRANKCASE

CRACKED

5/20/2009

401B

TSIO520EB

 

643202

ENGINE

(CAN) AN OIL LEAK WAS NOTED ON THE LT ENGINE. A CRACK WAS FOUND IN THE RT CRANKCASE HALF. THE CRACK WAS LOCATED AFT OF THE ALTERNATOR, FWD OF THE NR 5 CYL, 7TH STUD. THE ENGINE WAS REMOVED FOR REPAIR.

CA090513004

CESSNA

CONT

 

GEAR

STRIPPED

5/13/2009

402C

TSIO520VB

 

 

LANDING LIGHT

(CAN) LANDING LIGHT FAILED TO EXTEND. MX INSPECTED UNIT AND FOUND GEARS STRIPPED.

2009FA0000483

CESSNA

 

 

LINE

CRACKED

5/27/2009

404  

 

 

 

HYDRAULIC SYS

HYDRAULIC FLUID DEPLETION HAVE OCCURRED. (TWO WERE FLAP FAILURE TO EXTEND AND ONE THE LANDING GEAR HAD TO BE EXTENDED USING THE EMERGENCY EXTENSION SYS. THESE FAILURES WERE CAUSED BY A CRACK AND LEAK FORMING IN A .3750 ALUM ALLOY HYDRAULIC LINE AT A BEND RADII. NOTE: (1ST) THE CRACKS FORMED AT A BEND THAT WERE AT THE INDUSTRY MIN RECOMMENDED RADII FOR TUBING. (2ND) THESE CRACKS FORMED AT WHAT LOOKED AS A MINOR TOOL DIE MARK OR STRESSED AREA IN THE BEND RADII. RECOMMEND ACFT HAVE ALL THE HYDRAULIC LINES INSPECTED BY REMOVING THE PAINT AT ANY BEND RADII ON HYDRAULIC LINE THAT LOOKS TO BE AT THE MINIMUM BEND RADII FOR ANY TOOLING DIE AND STRESS MARKS AND REPLACE THAT LINE. ANY LINE THAT APPEARS TO BE UNDER THE MIN BEND RADII SHOULD BE REPLACED. (K)

2009FA0000438

CESSNA

CONT

 

BOLT

SHEARED

3/30/2009

421B

GTSIO520H

 

ECC721CN

ROCKER

DURING FUEL SYSTEM SETUP, SEVERE OIL LEAK WAS OBSERVED WHICH NECESSITATED UBRUPT SHUTDOWN. UPON FURTHER INSPECTION A HOLE WAS DISCOVERED IN TOP OF NR 4 EXHAUST ROCKER COVER. WHEN COVER WAS REMOVED IT WAS FOUND THAT ROCKER SHAFT RETAINING BOLT HAD SHEARED AT THE HEAD AND DROPPED DOWN AND WAS PUSHED OUT THROUGHT THE ROCKER COVER. CUTTING OPEN OIL FILTER FOUND SUBSTATIAL METAL INGESTION. ENGINE REMOVED FROM SERVICE. ENGINE OVERHAULED AT 827.6 HOURS AND 88 HOURS SINCE OVERHAULED CYLINDER INSTALLED.

2009FA0000481

CESSNA

 

 

LINE

CRACKED

5/27/2009

441  

 

 

 

HYD SYSTEM

HYDRAULIC FLUID DEPLETION HAVE OCCURRED. (TWO WERE FLAP FAILURE TO EXTEND AND ONE THE LANDING GEAR HAD TO BE EXTENDED USING THE EMERGENCY EXTENSION SYS. THESE FAILURES WERE CAUSED BY A CRACK AND LEAK FORMING IN A .3750 ALUM ALLOY HYDRAULIC LINE AT A BEND RADII. NOTE: (1ST) THE CRACKS FORMED AT A BEND THAT WERE AT THE INDUSTRY MIN RECOMMENDED RADII FOR TUBING. (2ND) THESE CRACKS FORMED AT WHAT LOOKED AS A MINOR TOOL DIE MARK OR STRESSED AREA IN THE BEND RADII. RECOMMEND ACFT HAVE ALL THE HYDRAULIC LINES INSPECTED BY REMOVING THE PAINT AT ANY BEND RADII ON HYDRAULIC LINE THAT LOOKS TO BE AT THE MINIMUM BEND RADII FOR ANY TOOLING DIE AND STRESS MARKS AND REPLACE THAT LINE. ANY LINE THAT APPEARS TO BE UNDER THE MIN BEND RADII SHOULD BE REPLACED. (K)

2009FA0000482

CESSNA

 

 

LINE

CRACKED

5/27/2009

441  

 

 

 

HYDRAULIC SYS

HYDRAULIC FLUID DEPLETION HAVE OCCURRED. (TWO WERE FLAP FAILURE TO EXTEND AND ONE THE LANDING GEAR HAD TO BE EXTENDED USING THE EMERGENCY EXTENSION SYS. THESE FAILURES WERE CAUSED BY A CRACK AND LEAK FORMING IN A .3750 ALUM ALLOY HYDRAULIC LINE AT A BEND RADII. NOTE: (1ST) THE CRACKS FORMED AT A BEND THAT WERE AT THE INDUSTRY MIN RECOMMENDED RADII FOR TUBING. (2ND) THESE CRACKS FORMED AT WHAT LOOKED AS A MINOR TOOL DIE MARK OR STRESSED AREA IN THE BEND RADII. RECOMMEND ACFT HAVE ALL THE HYDRAULIC LINES INSPECTED BY REMOVING THE PAINT AT ANY BEND RADII ON HYDRAULIC LINE THAT LOOKS TO BE AT THE MINIMUM BEND RADII FOR ANY TOOLING DIE AND STRESS MARKS AND REPLACE THAT LINE. ANY LINE THAT APPEARS TO BE UNDER THE MIN BEND RADII SHOULD BE REPLACED. (K)

2009FA0000501

CESSNA

 

 

ADC  

FAILED

5/14/2009

501  

 

 

24471

 

AT APPROX 7:30 PM WE BEGAN A DESCENT OUT OF FL420 FOR OUR ARRIVAL. OUTSIDE AIR TEMP WAS AS LOW AS -46 C AT ALTITUDE FOR 2 HOURS. AT FL340 WE GOT THE YELOW AMBER ENUCIATOR LIGHT JUST ABOVE THE PFD ILLUMINATING "AIU FAIL". OUTSIDE AIR TEMP WAS -31 C. IMMEDIATELY WE LOST THE IAS AND ALT DATA OF THE PFD. THE AUTO PILOT DID NOT DISCONNECT. THIS OUTAGE LASTED APPROX 2 MINUTES AS WE CONTINUED DESCENDING. THE AIU FAIL LIGHT FINALLY EXTINGUISHED. AT 3 HOURS AND 2 MINUTES INTO THE FLIGHT THE PFD FAILED AGAIN FOR APPROX 20 SECONDS. OUTSIDE AIR TEMP WAS +3 C. SAME SCENARIO. AP DID NOT DISCONNECT ALTHOUGH BELIEVE WE LOST THE ALT CAP ARMED MODE AND HAD TO RE-ARM ALT CAPTURE BOTH TIMES. (K)

2009FA0000439

CESSNA

WILINT

 

BRACKET

MISINSTALLED

5/28/2009

525B

FJ443A

 

73766

 

ENGINE WAS RETURNED FOR HOT SECTION MX. DURING THIS MX ACTION, IT WAS DISCOVERED THAT THE INTERSTAGE HOUSING DAMPENERS WERE NOT INSTALLED CORRECTLY. THE DAMPENERS WERE INSTALLED ON TOP OF THE SPACERS BETWEEN THE SPACER AND NUT, RATHER THAN THE BOTTOM OF THE SPACER BETWEEN THE SPACER AND NR 2 HOUSING. THE INTERSTAGE HOUSING WAS FLUORESCENT PENETRANT INSPECTED WITH NO DEFECT NOTED.

CA090609005

CESSNA

PWA  

 

UPLOCK HOOK

OUT OF ADJUST

6/5/2009

550  

JT15D4

 

 

NOSE GEAR

(CAN) PILOT REPORTED AFTER GEAR RETRACTION THE HYD PRESSURE ON LIGHT REMAINED ON AND THE GEAR UNSAFE LIGHT REMAINED ON. MX FOUND THE NOSE GEAR UNLOCK HOOK OUT OF ADJUSTMENT. THE NOSE GEAR UNLOCK HOOK AND CABLE WERE READJUSTED FOR CORRECT OPERATION.

CA090514006

CESSNA

CONT

 

RETAINER

CRACKED

5/14/2009

R172K

IO360KB

 

631996

NR 1 INTAKE

(CAN) NR 1 CYLINDER INTAKE ROCKER RETAINER WAS FOUND CRACKED.

CA090506011

CESSNA

LYC  

 

LINE

CLOGGED

5/6/2009

R182

O540J3C5

 

 

PRESSURE IND

(CAN) MANIFOLD PRESSURE STOCK AT 23 INC WHILE REDUCING FOR CRUISE SETTING, PILOT RETURN TO BASE. INSPECTION REVEAL DIRT IN MANIFOLD PRESSURE LINE AND INSTRUMENT ORIFICE. INSTRUMENT SENT TO APPROVED SHOP FOR REPAIR.

CA090506006

CESSNA

LYC  

 

CLAMP

FAILED

4/24/2009

T206H

TIO540AJ1A

 

NH100089740

TURBOCHARGER

(CAN) TURBO TURBINE FLANGE EXHAUST V-BAND CLAMP FAILED AT T-BOLT CLAMPING SUPPORT. (CLAMP FAILED) FOUND ON WALKAROUND - PREFLIGHT INSPECTION A/C TTSN 2537.2 CLAMP SUSPECTED TTSN 2537.2

CA090505009

CESSNA

LYC  

 

PIN  

SPLIT  

7/22/2008

T206H

TIO540AJ1A

 

NAS561P46

RT DOOR ASSY

(CAN) REAR CARGO/PAX DOOR SPLIT PIN, PN NAS561P4-6, FOUND TO HAVE BACKED OUT OF RT DOOR BOLT, PN 1211942-2, WHICH RELEASED PUSH ROD, PN 1511209-11, WHICH DISABLED THE DOOR OPENING AND CLOSING FUNCTION. IN THE EVENT OF AN ACFT INCIDENT/ACCIDENT, WITH THE ACFT ENDING UP ON IT`S LT SIDE, THE ACFT OCCUPANTS WOULD HAVE NOT BEEN ABLE TO EXIT THE ACFT THROUGH THE RT DOOR, AND WOULD HAVE THE FORCE AN EXIT THROUGH A WINDOW. NEW PIN INSTALLED AND SECURED WITH LOCK WIRE.

CA090601005

CESSNA

CONT

 

CYLINDER HEAD

CRACKED

5/7/2009

U206E

IO520F

 

TIST712ACA

ENGINE

(CAN) FOUND 4 CYLINDERS CRACKED HEAD AT INJECTOR NOZZLE AREA.

2009FA0000442

CIRRUS

CONT

 

STARTER

DAMAGED

2/18/2009

SR22

IO550*

 

 

ENGINE

STARTER ADAPTER FAILURE 3 TIMES SINCE BUYING THE ACFT NEW IN NOV 02. THE MFG SUPPLIED STARTER DOES NOT RELEASE THE STARTER ADAPTER AFTER START UP CAUSING DAMAGE TO THE ADAPTER. FAILURE IS NOTED AS THE STARTER FAILS TO TURN THE PROP BUT THE SOUND OF THE STARTER FUNCTIONING IS AUDIBLE. THIS IS AN ONGOING ISSUE AND HAS BEEN REPORTED BY NUMEROUS ACFT OWNERS.

2009FA0000443

CIRRUS

CONT

 

WIRE

LOOSE

9/12/2007

SR22

IO550*

 

 

ROLL TRIM ACT

ROLL TRIM ACTUATOR HAS MALFUNCTIONED ON 3 OCCASSIONS SINCE BUYING ACFT NEW IN 02. IN EACH CASE THE WIRES LEADING TO THE ELECTRIC MOTOR HAD COME LOOSE CAUSING THE TRIM ACTUATOR TO HOLD FULL LT AILERON. WITHOUT OVERPOWERING THE UNIT A FATAL CRASH WOULD HAVE RESULTED.

2009FA0000490

CIRRUS

CONT

 

STARTER

DEFECTIVE

6/7/2009

SR22

IO550N

 

656181

ENGINE

STARTER ADAPTER FAILED DUE TO STARTER STAYING ENGAGED AFTER ENGINE STARTED.

2009FA0000491

CIRRUS

CONT

 

ADAPTER

DEFECTIVE

2/1/2008

SR22

IO550N

 

 

STARTER

STARTER ADAPTER FAILED DUE TO STARTER STAYING ENGAGED AFTER ENGINE HAD STARTED.

CA090507011

CIRRUS

CONT

 

INJECTOR

FAILED

4/28/2009

SR22

IO550N

 

6576682234

NR 2 CYLINDER

(CAN) WHILE REMOVING NR2 CYLINDER INJECTOR NOZZLE FOR 300 HR CLEANING, THE PART IN QUESTION WAS FOUND TO SHEAR AT THE CYLINDER UPON REMOVAL ATTEMPT. THIS IS THE SECOND SUCH FAILURE OF THIS TYPE ON THIS ENGINE IN RECENT MONTHS. DUE TO SUSPICION OF OTHER NOZZLES FAILING, ALL 6 NOZZLES WERE REPLACED WITH NEW AT THIS TIME.

CA090527001

CNDAIR

PWA  

 

SPARK PLUG

DEFECTIVE

5/26/2009

CL2151A10

CWASP

 

R2800CA3

ENGINE

(CAN) WHILE IN FLIGHT THE RT ENG BEGANS BACKFIRING WITH LOSS OF POWER. AS IAW COMPANY PROCEDURES THE ENG WAS SHUTDOWN AND THE PROP FEATHERED. EMERGENCY PROCEDURE DECLARED, ACFT RETURNED TO MX FACILITY. AFTER INVESTIGATION WE FOUND THE FRONT SPARK PLUG ON CYLINDER NR15 DEFECTIVE. SPARK PLUG REPLACED AND ACFT BACK TO SERVICE.

CA090609002

CNDAIR

 

 

DOOR

CORRODED

4/16/2009

CL2156B11215

 

 

215T3350617

WATER DOOR

(CAN) CUSTOMER ADVISED US ABOUT A CORROSION PROBLEM THEY HAVE WITH THE WATER DOORS HAVING SB 215-4290 (INSTALLATION OF WATER DOOR STOP PROTECTIVE COVERS) INSTALLED DUE TO SALT WATER INGRESS BETWEEN COVER PLATES AND WATER DOOR STRUCTURE.

CA090512009

CNDAIR

 

 

WIRE

DAMAGED

4/23/2009

CL6002B19

 

 

756654A

ADG 

(CAN) DURING OF IN-FLIGHT DEPLOYMENT OF ADG (TASK 000-24-220-701) PILOT NOTED THAT ADG DID NOT CONNECTED WITH ESS TRU 1. AFTER INVESTIGATION FOUND THAT WIRE XC1A10AWHT BEING SHORTED TO HOLDING CLAMP. ISOLATION OF THE CLAMP WAS PARTIALLY DESTROYED. ADG HAVE BEEN REPLACED DUE TO BADLY DAMAGED COIL. LOCATION OF WIRE DAMAGED IS FS 220.00 WL 79.00 OF FUSELAGE RT SIDE.

CA090525006

CNDAIR

GE  

 

COWLING

DEPARTED

2/26/2009

CL6002B19

CF343A

 

22850080801

 

(CAN) OPERATOR REPORTED THE FOLLOWING TO MFG: DURING A PASSENGER FLIGHT THE LT UPPER ENGINE COWL ACCESS PANEL (PN 228-50080-801) DEPARTED THE ACFT DURING FLIGHT. THE INCIDENT PANEL WAS REMOVED FOR MX ON THE THRUST REVERSER THE NIGHT PRIOR TO THE INCIDENT FLIGHT. ADDITIONAL INFO PROVIDED MFG AFTER TALKING TO THE OPERATOR: NO ONE WAS INJURED AS A RESULT OF THIS INCIDENT. THE OPERATOR CANNOT CONFIRM THAT ALL FASTENERS ON THE INCIDENT ACCESS PANEL WERE SECURED PRIOR TO THE INCIDENT FLIGHT. NO DAMAGE TO THE FASTENER RECEPTACLES ON THE ENG WAS FOUND AFTER INCIDENT FLIGHT. THE OPERATOR HAS CONFIRMED THAT A DUAL INSP (AS RECOMMENDED BY MM) AND SB CF34-NAC-71-044 (WARNING DECALS ON THE ENGINE COWL ACCESS PANELS TO SECURE ALL FASTENERS) WERE NOT EMBODIED INTO THE ACFT MX. THE OPERATOR HAS NOW EMBODIED THE DUAL INSP AND SB INTO THE ACFT MX FOR THEIR FLEET. THIS INCIDENT BRINGS THE TOTAL OF ENGINE ACCESS COWL DEPARTURES DURING FLIGHT TO 38 FOR THE CF-34 POWERPLANT.

CA090513006

CNDAIR

GE  

 

HANDLE

SEIZED

5/13/2009

CL6002B19

CF343A1

 

 

LANDING GEAR

(CAN) LANDING GEAR MANUAL RELEASE HANDLE ASSY STUCK IN THE "PULLED" POSITION DURING A LANDING ALTERNATE GEAR EXTENSION CHECK. THE ACFT WAS IN THE HANGAR FOR A HEAVY MX INSP. THE HANDLE ASSY (PN 2605890-001) WAS REPLACED. THE NEW HANDLE WAS ALSO FOUND STIFF BUT FUNCTIONAL. WE CONTACTED THE MFG OF THE HANDLE ASSY WITH THE INFOMATION TO INQUIRE IF THE HANDLE ASSY REQUIRED ANY SPECIAL LUBRICANT. INFORMED BY THEM THAT NO LUBRICANT IS TO BE USED.

CA090514005

CNDAIR

GE  

 

BEARING

SEIZED

5/13/2009

CL6002B19

CF343B1

 

27295105

RT AILERON PCU

(CAN) DURING FUNCTION CHECKS AFTER A PCU REPLACEMENT, A BINDING NOISE WAS HEARD COMING FROM THE RT AILERON. THE RT AILERON PCU OUTPUT LINKS (PN 27295-5 IPC 27-14-01, FIG. 1-175A) WERE TAKEN APART. THE OTBD PCU OUTPUT LINK BRG WAS SEIZED SO THAT THE BOLT WAS ROTATING RATHER THAN THE BRG/BUSHING. (BUSHING PN 600-10300-670 IPC 27-14-01, FIG. 1-235, BOLT PN NAS6710DU23 IPC 27-14-01, FIG. 1-240, BRG PN 27295-105 IPC 27-14-01, FIG. 1-185). BOTH OF THE PCU OUTPUT LINKS AND THE HARDWARE WERE REPLACED.

CA090521004

CNDAIR

GE  

 

LINE

CHAFED

5/15/2009

CL6002B19

CF343B1

 

38834491

APU FUEL

(CAN) CREW REPORTED THAT THEY HAD AN OIL SMELL WHEN AIR CONDITIONING SYS WAS ON. APU AIR SUPPLY.TRAX DEFECT NR 846559 COMPLETED ON WO NR 191597 NR-001, APU FUEL LINE PN 3883449-1(FCU TO NOZZLES) WAS FOUND CHAFED THRU DUE TO THE MIGRATION OF THE APU INLET BELLOWS RETAINING CLIP. PN 600-97024-9(REF IPC 49-14-00 FIG NR 1 ITEM NR10. THIS TYPE OF DEFECT COULD POTENTIALLY OCCUR AGAIN DUE TO THE RETAINING CLIP HAS NOTHING TO SECURE IT FROM VIBRATING AROUND AND THE FUEL LINE IS SITUATED DIRECTLY AFT OF THE CLIP WITH A SEPARATION OF APPROX 1 INCH.

CA090502002

CNDAIR

GE  

 

ACTUATOR

DISCONNECTED

4/25/2009

CL6002B19

CF343B1

 

853D10019

TE FLAP

(CAN) THE LT OTBD FLAP SHOWS T/E DISTORTION. CONTACTED ACFT SERVICE TO INSPECT. AFTER INSP, LOCAL MX REPORTS LT FLAP LOOKS TWISTED. CAUSE IS PROBABLE ACTUATOR BROKEN. SLC MX INSPECTED FLAP. LOOKS LIKE NR3 OTBD ACTUATOR HAD FAILED AND TWISTED FLAP. SLC MX REPLACED THE LT NR3 ACTUATOR. OPS CHECK GOOD. ACFT IS TO FERRY TO SLC USING FLAPS 8. FLAP ACTUATOR 853D100-19 3540 INTERNAL DISCONNECT.

CA090502003

CNDAIR

GE  

 

APU  

SMOKE

4/26/2009

CL6002B19

CF343B1

 

38004883

 

(CAN) DURING TAXI OUT, COCKPIT BEGAN TO FILL WITH SMOKE SHORTLY AFTER, FLT CREW REPORTED APU OIL (C) MSG AND APU AUTO SHUTDOWN. COMPLIED WITH QRH AND RETURNED TO GATE. MX INSPECTED AND FOUND APU FAILED ALONG WITH CONTAMINATED COALESCER SOCKS. REMOVED AND REPLACED LT AND RT COALESCER SOCKS AND RAN BOTH PACKS AND REPORTED NO ABNORMAL ODORS. APU PLACED ON MEL AND ACFT RETURNED TO SERVICE. APU LATER REPLACED AND RAN BOTH ENGINES AND PACKS TWICE ON GROUND. NO FURTHER DEFECTS NOTED.

CA090502004

CNDAIR

GE  

 

ENGINE

SEIZED

4/26/2009

CL6002B19

CF343B1

 

38004883

APU 

(CAN) ON CLIMB OUT, FLT CREW REPORTED TOILET SMOKE (W) MSG POSTED. COPLIED WITH QRH AND RETURNED TO DEPARTURE. TOILET SMOKE MSG EXTINGUISHED AFTER COMPLETION OF QRH CHECK. APU ASSY REPLACED AND OPS CHECKED. NO FUTHER DEFECTS NOTED. APU ASSY 3800488-3 P-1012 SEIZED.

CA090506010

CNDAIR

GE  

 

FCU  

FAILED

5/5/2009

CL6002B19

CF343B1

 

601R9300193

TE FLAPS

(CAN) ON FLAP SELECTION FROM 20 TO 8 RECEIVED FLAP FAIL MESSAGE ON EICAS. CARRIED OUT UNSCHEDULED LANDING WITH 20 FLAP WITH NO FURTHER INCIDENT. FOUND FECU POWER LEDS AND RT PANEL LEDS ILLUMINATED ON SKEW DETECTION UNIT. RESET SDU AND FECU, CARRIED OUT OPS CK AND RETURNED ACFT TO SERVICE.

CA090527004

CNDAIR

GE  

 

WINDOW

FAILED

5/26/2009

CL6002B19

CF343B1

 

NP1393226

COCKPIT

(CAN) THE MSN 7190 IN ROUTE, EXPERIENCED THE RT WINDOW SHATTERING IN CRUISE. CREW COMPLIED WITH QRH AND MADE AN UNSCHEDULED LANDING.

CA090521002

CNDAIR

GE  

 

AILERON

CONTAMINATED

5/19/2009

CL6002C10

CF348C1

 

 

RIGHT

(CAN) CREW DECLARED EMERGENCY DUE TO LWD CAUTION AT FL 270 (RT AILERON JAMMED) FLIGHT DIVERTED BECAUSE OF AN AILERON JAM. DURING CLIMB TO FL270 MESSAGE "AP LWD" APPEARED - DISAPPEARED AND APPEARED SHORTLY AFTER AGAIN. CREW DISCONNECTED AUTOPILOT FOR CHECK OF AILERON. AILERON WAS ALMOST STUCK. AFTER PULLING ROLL DISCONNECT LT SIDE WAS NORMAL. CREW DECLARED EMERGENCY. RETURNED WITH PILOT CONTROLLED ROLL ON LT SIDE. MX PERFORMED AN ANTI-ICE RESIDUAL INSP ON LT AND RT WING AND AILERON. RT AILERON FOUND CONTAMINATED WITH RESIDUAL. DECONTAMINATION PERFORMED ON BOTH LT AND RT WINGS AND AILERONS. IN ADDITION ALL AILERON CABLES INSPECTED - NO FINDINGS.

CA090507001

CNDAIR

GE  

 

UNKNOWN

FAILED

5/3/2009

CL6002C10

CF348C5

 

900GC02Y01

 

(CAN) UPON ENTERING ACFT FOR FIRST TIME, CREW NOTICED STRONG ODOR IN FRONT HALF AND FLIGHT DECK. MAIN BATTERY WAS ON WHEN CREW GOT TO THE ACFT, AC POWER WILL NOT ENGAGE, ALL GENERATOR COME ON LINE BUT WILL NOT POWER THE TRU’S. REPLACED BOTH DCPC’S WITH SERVICEABLE UNITS ALL CHECKS GOOD. LDCPC/RDCPC 900GC02Y01/920GC02Y01 404//391 FAILED AND BURNED MARK INTERNAL.

CA090502001

CNDAIR

GE  

 

CIRCUIT BREAKER

FAILED

4/25/2009

CL6002D24

CF348C1

 

MS220733

 

(CAN) NR 2 ENG STARTED NORMALLY, DURING NR 1 START, EXPERIENCED A ENG HOT ICON WITH FADEC ABORT OF START. LOST AC ELECTRICAL POWER. NR 2 ENG & APU SHUTDOWN. ACFT TOWED BACK TO GATE. ACFT POWER SHUTDOWN. CREW REPORTED SYNOPTIC PAGE INDICATED AC BUSS 1 FAULTED. CB-N2 POPPED. F/A OBSERVED A FAINT ELECTRICAL ODOR IN CABIN, SAME ODOR EVIDENT IN COCKPIT. NR 2 CIRCUIT BREAKER RESET WITH EXT AC POWER. APU & NR 2 ENG STARTED. ANOTHER START ATTEMPT MADE ON NR 1 ENG. JUST PRIOR TO THE STARTER CUT OUT OF THE NR 1 ENG, L COWL A/I DUCT CAUTION MESSAGE BECAME EVIDENT. AT THE SAME TIME, STRONG ELECTRICAL ODOR . ENGINES SHUTDOWN & POWER REMOVED FROM THE ACFT. 3 POPPED CIRCUIT BREAKERS ON CPB2. FOUND EVIDENCE OF HIGH TEMP. ON CB`S & ASSOCIATED BUSS BAR DISCOLORED. NO DAMAGE NOTED TO WIRING OR ATTACHMENT LUGS, THE N3 CIRCUIT BREAKER SCREW FOUND LOOSE AT CB-N3 & BUSS BAR (NR250 AND NR255) INTERFACE.

CA090602002

CNDAIR

GE  

 

TRANSCEIVER

FAILED

5/27/2009

CL6002D24

CF348C5

 

8221115001

VHF COMM

(CAN) PILOT REPORTED RECEIVE FAILURE IN FLIGHT ON MAY 26, 2009. MX FUNCTION CHECK WAS PERFORMED, UNABLE TO DUPLICATE PROBLEM. RECEIVE PROBLEM REPORTED AGAIN ON MAY 27, 2009 AND PROBLEM VERIFIED. REPLACEMENT VHF COMM REMOVED FROM C-GSUW AND INSTALLED INTO ACFT. COMM FUNCTION CHECK SERVICABLE, NO FURTHER OCCURANCES REPORTED. THIS COMM FAILURE RESILTED IN CADOR NR 2009C1232.

CA090606003

CNDAIR

GE  

 

COMPRESSOR

FOD  

6/5/2009

CL6002D24

CF348C5

 

 

ENGINE

(CAN) ON T/O ROLL, RT N1 DROPS FROM 86 PERCENT TO 50 PERCENT. TAKEOFF ABORTED. MX INSP REVEALED FOD DAMAGES ON FAN AND COMPRESSOR. A CIRCULAR CUT WAS FOUND ON NR 4 WHEEL TIRE. IT IS SUSPECTED THAT AN FOREIGN OBJECT EMBEDDED IN THE NR 4 WHEEL TIRE RELEASED FROM IT INTO THE RT ENGINE BEING CHANGED. FAN AND COMPRESSOR DAMAGED BY FOD.

CA090529001

CNDAIR

GE  

 

CABLE

WORN

5/24/2009

CL6013A

CF343A

 

4043T02P05

VG 

(CAN) DURING APPROACH THE CREW EXPERIENCED MULTIPLE COMPRESSOR STALLS ON THE LT ENG. THEY CARRIED OUT THE APPROACH WITH THAT ENGINE AT IDLE. AT ONE POINT, THE ITT STARTED RISING AND THE CREW ELECTED TO SHUTDOWN THE ENGINE FOR THE REMAINING OF THE APPROACH. THE LANDING WAS COMPLETED SAFELY. THEY THEN TRIED TO RESTART ON THE GROUND. THE ENGINE SPOOLS UP WITH A HIGH PITCH HISSING NOISE THEN FLAMEOUT BEFORE REACHING IDLE SPEED. THE CREW PERFORMED A VISUAL INSP FOR POSSIBLE BIRD STRIKE WITHOUT FINDINGS. DURING A DETAILED INSP, A WORN VG FEEDBACK CABLE WAS REPLACED. MORE INFORMATION TO FOLLOW. JUNE 9 2009, CHECKED BOTH PN 4043T02P04 AND P05 OK.

2009FA0000462

COLUMB

CONT

 

FAIRING

LOOSE

5/12/2009

LC41550FG400

TSIO550C

 

 

LG STRUT

DURING A ROUTINE ANNUAL INSP, THE MAIN STRUT FAIRINGS WERE LOOSENED ENOUGH TO INSPECT. THE FAIRING WAS FOUND TO BE CHAFING BOTH BRAKE LINES JUST BELOW THE ATTACHMENT TO THE FUSELAGE. FORTUNATELY IN THIS CASE THE DAMAGE WAS MINIMAL AND COULD BE CORRECTED BY INSTALLING A TYE WRAP TO SECURE THE BRAKE LINE TO THE GEAR LEG MORE SECURE THAN IT WAS ORININALLY. THE ORIGINAL TYE WRAP WAS FOUND LOOSE AND HAD SLIPPED DOWN THE LEG ALLOWING THE BRAKE HOSE TO CONTACT THE FAIRING LIGHTENING HOLE. BY SIMPLY SHAVING THE INNER EDGE OF THE LIGHTENING HOLE ABOUT .1250 INCH AND SECRUING THE LINE, THIS ALLOWED SUFFICIENT CLEARANCE TO PREVENT FURTHER DAMAGE TO THE BRAIDED BRAKE LINE. (K)

2009FA0000468

CUBCFT

 

 

SHROUD

CHAFED

5/13/2009

CC18180

 

 

3236 

MUFFLER

REMOVED ACFT MUFFLER (ATLEE DODGE PN 3241) TO PERFORM MUFFLER INSP AND FOUND THA THE HOSE CLAMP ON THE MUFFLER SHROUDS (ATLEE DODGE PN 3236) LEFT CABIN HEAT INLET PORT HAD WORN A NOTCH THRU THE ENGINE MOUNTS (PN 12351-15) LT LWR VERTICAL SUPPORT TUBING. A SMALL CRACK HAD FORMED AT THE TOP OF THE NOTCH IN THE TUBING. THERE WAS INSUFFICIENT CLEARANCE BETWEEN THE HEAT SHROUD AND THE ENGINE MOUNT AND THE SHROUD HOSE CLAMP WOULD VIBRATE AGAINST THE MOUNT WHEN THE ENGINE WAS RUNNING. WHEN VIEWED FROM THE LT SIDE OF THE ACFT THE ORIGINAL NLET WAS CLOCKED AT ABOUT THE 8:00 POSITION. FABRICATED A NEW SHROUD WITH THE INLET CLOCKED AT ABOUT THE 6:15 POSITION AND NOW THERE IS AMPLE CLEARANCE. WOULD RECOMMEND CHECKING ALL CC18-180`S FOR THIS ISSUE AND REPLACE THE SHROUDS WITH A MODIFIED SHROUD. THIS SHROUD HAD WORN THE HOLE IN THE OUNT WITHIN 1400 HRS TT. AIR FRAME TT:1365 , MUFFLER AND SHROUD TT: 1365, ENGINE MOUNT TT:1365

CA090601006

DHAV

PWA  

 

CONTROL CABLE

FRAYED

5/5/2009

DHC2MKI

R985AN14B

 

C2CF1235AND

RUDDER

(CAN) RUDDER CABLE FRAYED AT PULLEY STA 76.

CA090601007

DHAV

PWA  

 

CONTROL CABLE

FRAYED

5/5/2009

DHC2MKI

R985AN14B

 

 

RUDDER

(CAN) CABLE FRAYED AT PULLEY STA 26.

CA090601008

DHAV

PWA  

 

CONTROL CABLE

FRAYED

4/24/2009

DHC2MKI

R985AN14B

 

C2CF1235AND

RUDDER

(CAN) CABLE FRAYED AT PULLEY STA 76.

CA090521001

DHAV

GARRTT

 

CABLE

DAMAGED

5/9/2009

DHC3

TPE33110R

 

C3US2691

 

(CAN) ACFT DEPARTED DEEP SNOW AND PIC NOTICED ABNORMAL INPUTS IN THE RUDDER PEDALS UPON CLIMB OUT. GROUND PERSONNEL CONFIRMED TAIL SKI HANGING DOWN FARTHER THAN NORMAL. UPON LANDING, THE TAILSKI IMPACTED THE RWY AND NOSED OVER WITH THE DESTRUCTION OF TAIL SKI AND IMPACT DAMAGE TO REAR FUSELAGE AND BULK HEAD ON THE ACFT. ACCIDENT APPEARS TO HAVE HAPPENED FROM THE FAILURE OF TAIL SKI BUNGEES PN C3US269-1 AND PN C3U165-7 THESE BUNGEES HAD BEEN INSTALLED NEW PREVIOUS SEASON AND HAD LIMITED HOURS USE ON THEM. NO INDICATION OF IMPACT ON T/O ALTHOUGH IT IS POSSIBLE FOR A ROCK OR HARD DRIFT TO HAVE CAUSE THE ACCIDENT. OTHER FACTORS COULD INCLUDE A LOW TRIM ATTITUDE ON THE TAIL SKI WHICH WOULD HAVE LED TO A PLOWING ACTION IN DEEP SNOW AND THEREFORE A FAILURE OF SUPPORT BUNGEE AND CABLE. UPON INSP OF BUNGEES IT APPEARS THAT ALTHOUGH THEY LOOKED EXCELLENT FROM OUTSIDE THE CORE HAD LOST STREGNTH DUE TO AGE OR STRECHING. ADDITIONAL OBSERVATIONS ARE A WEAKNESS IN ATTACHMENT POINT ON THE SKI FOR THE TRIM CABLE WHICH WAS ONLY THIN ALUMINUM AND ALLOWED THE CLASP TO PULL THROUGH THE METAL.

CA090606002

DHAV

PWA  

 

BRACKET

CORRODED

6/5/2009

DHC3

R134059

 

C3FS16911

BS 427

(CAN) ACFT WAS BEING CHANGED OVER TO FLOATS THUS THE TAILWHEEL STEERING SYS WAS REMOVED. THE BRACKET THAT SUPPORTS THE RUDDER QUADRANT ASSY AT STA 427.00 WAS FOUND TO BE BROKEN AT THE UPPER RT SUPPORT ARM. THE ASSY WAS REMOVED AND FOUND TO BE HEAVILY CORRODED. IT WAS NOTED THAT THE ACFT HAD UNDER GONE AN INSP RECENTLY. MORE DETAIL INSP MAY BE REQUIRED WITH AGING ACFT.

CA090605006

DHAV

PWA  

 

CLAMP

UNSERVICEABLE

6/1/2009

DHC6100

PT6A20

 

C13019S

PROP BLADE

(CAN) DURING VISUAL INSP, IT WAS NOTED THAT THE LOCK HOLES FOR THE A304 LINK PINS WERE DRILLED THROUGH THE PIN AND INTO THE OPPOSITE WALL. IT APPEARS THAT THIS OCCURED DURING A PREVIOUS OVERHAUL.

CA090608006

DHAV

 

 

LEG ASSY

CRACKED

6/4/2009

DHC6300

 

 

 

MLG 

(CAN) , MLG FAILURE, RT MLG LEG BROKE, INCIDENT OCCURRED DURING TAXIING PRIOR TAKEOFF. NO PERSONAL INJURIES. CRACK HAS OCCURRED IN THE AREA THAT IS AFFECTED BY THE CRACK WHERE THE PAINT HAS BEEN STRIPPED FOR NDT AND RE-PAINTED AFTERWARDS. WILL GET BACK LATER WITH MORE INFORMATION. INITIALLY WE WOULD APPRECIATE ANY ADVICE ABOUT LIFTING THE ACFT TO INSTALL A NEW LDG.

CA090514002

DHAV

PWA  

 

COVER

MISMANUFACTURED

5/14/2009

DHC6300

PT6A27

 

C6PF105427

FUEL MANIFOLD

(CAN) NEW FUEL MANIFOLD TUBE DUST COVERS (PN PDMC6PF1054-27) WERE FOUND TO BE DIMENSIONALLY SMALLER THAN THE EXISTING FACTORY-MADE PARTS. THESE COVERS WERE PRODUCED UNDER LOT/PO NR 30322. THE RUBBER COMPOUND THAT THESE ARE CONSTRUCTED OF ALSO APPEARS TO DIFFERENT FROM THE ORIGINALS.

CA090526007

DHAV

PWA  

 

PEDESTAL

CORRODED

5/26/2009

DHC8102

PW120A

 

LM43163

ENGINE MOUNT

(CAN) 2 CORRODED LINES WERE FOUND IN THE CONICAL AREA. ONE ON THE RT SIDE FOR 50 PERCENT OF THE CIRCUMFERENCE AND ONE ON THE LT SIDE FOR 33 PERCENT OF THE CIRCUMFERENCE.

CA090604007

DHAV

PWA  

 

ROLLER

SEIZED

6/3/2009

DHC8102

PW120A

 

YCRS14

MLG DOOR

(CAN) ACFT ARRIVED WITH LT MLG DOOR INDICATION. ACFT BROUGHT TO HANGAR & GEAR SWUNG FOR TROUBLESHOOTING. 1ST GEAR SWING UNEVENTFUL, 2ND GEAR SWING, WHEN GEAR SELECTED DOWN LT FWD MLG DOOR DID NOT OPEN & GEAR EXTENDED UNTIL CONTACT WITH DOOR. GEAR JAMMED IN POSITION. GEAR SELECTED BACK UP & ALTERNATE EXTENSION ATTEMPTED. GEAR DOOR DID NOT OPEN DURING ALTERNATE EXTENSION & GEAR AGAIN JAMMED DOOR. GEAR SELECTED BACK UP & OPERATING ROD FOR DOOR DISCONNECTED & DOOR OPENED OUT OF THE WAY. GEAR EXTENDED NORMALLY. UPON INVESTIGATION FOUND LT MLG FWD DOOR UPLOCK ROLLER, SEIZED. SEIZED ROLLER PREVENTED FWD DOOR FROM OPENING & CAUSED GEAR JAM. . INSP & LUBE OF ROLLER, TASK 3230-10 CALLS FOR VISUAL INSP OF FWD DOOR ACTUATOR, TASK IS CALLED UP EVERY A-CHECK. TASK LAST DONE ON MAY 21/09. MODIFIED TASK TO CALL FOR A DETAILED INSP OF FWD DOOR ACTUATOR & ASSOCIATED LINKAGES & ATTACHMENT POINTS. DID NOT FIND ANY SPECIFIC REQUIREMENT IN ANY OF THE TASK CARDS TO LUBRICATE MLG FWD DOOR UPLOCK ROLLER, NOR TO CHECK IT FOR FREEDOM OF MOVEMENT. OUR IN-SERVICE ENGINEERING GROUP IS CURRENTLY IN THE PROCESS OF REVISING THIS TASK FURTHER TO INCLUDE LUBRICATION OF THE FWD DOOR UPLOCK ROLLER BASED ON THIS INCIDENT.

CA090513001

DHAV

PWA  

 

ENGINE

SEIZED

5/11/2009

DHC8102

PW120A

 

PW120A

NR 2 

(CAN) WHILE CLIMBING THROUGH 17,000 FT AFTER DEPARTURE, THE NR 2 ENGINE FAILED. THE CREW FELT A BANG FOLLOWED BY THE NR 2 OIL PRESS WARNING LIGHT COMING ON, THE NR 2 ITT WAS SEEN INCREASING RAPIDLY ABOVE 816 DEGREE C AS THE ITT INDICATOR LIGHT CAME ON, THE ENGINE WAS SHUTDOWN BY THE CREW. MX FOUND THE ENGINE SEIZED. THE ENGINE WAS REPLACED AND THE ACFT RETURNED TO SERVICE.

CA090506008

DHAV

PWA  

 

FUEL FILTER

CLOGGED

5/2/2009

DHC8106

PW120A

 

1111084

ENGINE FUEL PUMP

(CAN) IN FLIGHT, THE ENGINE FUEL FILTER BYPASS CAUTION LIGHT CAME ON. THE ACFT RETURNED TO BASE. THE HIGH PRESSURE FUEL FILTER WAS INSPECTED AND FOUND DIRTY. FUEL FILTER WAS REPLACED IAW THE ACFT MM PROCEDURES, THE ENGINE WAS GROUND RUN, NO CAUTION LIGHT INDICATION NOTED. THE FILTER HOUSING AREA WAS INSPECTED FOR LEAKAGE, WITH NONE FOUND. THE ACFT WAS DEEMED AIRWORTHY AND RETURNED TO SERVICE.

CA090519005

DHAV

PWA  

HAMSTD

BLADE

CRACKED

5/15/2009

DHC8106

PW121

 

SFA13MIROAD

PROPELLER

(CAN) DURING WALKAROUND, FLIGHT CREW NOTICED AN ANOMALLY WITH T/E OF NR 3 PROP BLADE ON THE LT PROP. MX WAS ADVISED, INSPECTED PROP AND DETERMINED THAT T/E CONTAINED ABOUT 8 SMALL CRACKS ABOUT MIDWAY BETWEEN BLADE ROOT AND TIP. WHEN INSPECTED FURTHER, WHAT APPEARED TO BE MOISTURE WAS NOTICED TO SEEP FROM CRACKS. WHEN WIPED AWAY, MOISTURE AGAIN WOULD SEEP OUT OF CRACKS. MX REPLACED PROP BLADE AND WILL CONTACT OVERHAUL/REPAIR FACILITY FOR POSSIBLE CAUSES FOR THE CRACKING. A COMPLETE REPORT ON THE NATURE OF THE DEFECTS HAS BEEN REQUESTED FROM THE REPAIR FACILITY. COMPANY WILL REVIEW THESE FINDINGS AND ATTEMPT TO MITGATE ANY RECOOCURENCE WHICH MAY BE ASSOCIATED WITH OPERATIONAL CONDITIONS.

CA090528002

DIAMON

CONT

 

MOUNT BRACKET  

CRACKED

5/27/2009

DA20C1

IO240B

 

2224121400

ALTERNATOR

(CAN) UPON ROUTINE INSP, IT WAS NOTED THAT THE ALTERNATOR MOUNTING BRACKET WAS CRACKED AT THE UPPER BEND RADIIUS CLOSE TO THE MOUNTING HOLE. THE BRACKET WAS ACTUALLY SEPARATED INTO TWO PIECES RESULTING FROM THE CRACK. THE ALTERNATOR OPERATION WAS NOT AFFECTED AS ITS MOUNTING REMAINED UNDISTURBED BY THE DEFECT AT THIS TIME.

CA090604006

DIAMON

CONT

 

MOUNT BRACKET  

CRACKED

6/3/2009

DA20C1

IO240B

 

2224121400

ALTERNATOR

(CAN) UPON ROUTINE INSP, IT WAS NOTED THAT THE ALTERNATOR MOUNTING BRACKET WAS CRACKED AT THE UPPER BOLT HOLE WHERE THE AN4-5A BOLT ATTACHES TO THE 22-2412-00-12 SPACER. THE BOLT HOLE WAS ELONGATED AND THE CRACK PROGRESSED TO THE EDGE OF THE BRACKET WHERE A SMALL PIECE OF THE BRACKET MATERIAL (ABOUT 1 INCH LONG) WAS SEPARATED FROM THE BOLT HOLE AREA. THE ALTERNATOR OPERATION WAS NOT AFFECTED AS ITS MOUNTING REMAINED UNDISTURBED BY THE DEFECT AT THIS TIME.

CA090525005

DIAMON

 

 

WIRE

DEFECTIVE

5/13/2009

DA40

 

 

DA431446003

ALTERNATOR

(CAN) WEST COAST REPORTED THAT AN ALTERNATOR FAIL CONDITION WAS REPORTED AND THE VOLTAGE REGULATOR WAS REPLACED. 7-10 DAYS LATER THAT PROBLEM RE-OCCURRED. TROUBLESHOOTING REVEALED THAT THE ALTERNATOR AND REGULATOR WERE FAULTY. REGULATOR WAS REMOVED AND CHECKED FOUND TO BE SERVICEABLE. INSTALLED NEW REGULATOR AND ALTERNATOR. REMOVED INSTRUMENT PANEL TO ACCESS CIRCUIT BREAKERS AND WILL CHECKING JUMPER WIRE FOUND IT TO BE VERY HOT. REMOVED JUMPER TO INVESTIGATE AND THAT THE LUG TERMINALS HAD NOT BEEN CRIMPED AND WERE LOOSE.

2009FA0000499

DIAMON

 

 

WINDOW

DEBONDED

5/19/2009

DA40

 

 

DA456222000GS

CABIN WINDOW

RT REAR FUSELAGE CABIN WINDOW DISBONDED FROM FUSELAGE ALONG THE FWD EDGE OF WINDOW. WINDOW CONTINUES TO FLEX OUTWARD WITH CABIN AIR PRESSURE DURING FLIGHT. SUBSEQUENT REMOVAL OF WINDOW CLEARLY SHOWS NO BOND BETWEEN THE STRUCTURAL ADHESIVE AND THE FWD EDGE OF THE WINDOW. REINSTALLED WINDOW IAW MFG INSTALLIATION PROCEDURES. (K)

2009FA0000492

DIAMON

 

 

WINDOW

DEBONDED

5/19/2009

DA40

 

 

DA456222000GS

CABIN WINDOW

RT REAR FUSELAGE CABIN WINDOW DISBONDED FROM FUSELAGE ALONG THE FWD EDGE OF WINDOW. WINDOW CONTINUES TO FLEX OUTWARD WITH CABIN AIR PRESSURE DURING FLIGHT. SUBSEQUENT REMOVAL OF WINDOW CLEARLY SHOWS NO BOND BETWEEN THE STRUCTURAL ADHESIVE AND THE FWD EDGE OF THE WINDOW. REINSTALLED WINDOW IAW MFG INSTALLATION PROCEDURE. (K)

2009FA0000493

DIAMON

 

 

DOOR

INFLT SEPARATION

5/10/2009

DA40

 

 

DA4522100002

MAIN PAX

AFTER 2.5 HOURS OF FLIGHT TIME, AFTER SINGLE TOUCH AND GO AND DURING CLIMB OUT, THE PILOT NOTICED THE REAR DOOR WARNING LIGHT AND TRIED TO RE-ENGAGE PRIMARY DOOR LATCH. THIS RESULTED IN AN IN-FLIGHT SEPARATION AND SUBSEQUENT LOSS OF DOOR ASSEMBLY. (K)

2009FA0000496

DIAMON

 

 

WINDOW

DEBONDED

5/19/2009

DA40

 

 

DA456222000GS

CABIN WINDOW

RT REAR FUSELAGE CABIN WINDOW DISBONDED FROM FUSELAGE ALONG THE FWD EDGE OF WINDOW. WINDOW CONTINURE TO FLEX OTWARD WITH CABIN AIR PRESSURE DURING FLIGHT. SUBSEQUENT REMOVEAL OF WINDOW CLEARLY SHOWS NO BOND BETWEEN THE STRUCTURAL ADHESIVE AND THE FWD EDGE OF THE WINDOW. REINSTALLED WINDOW IAW MFG INSTALLATION PROCEDURES. (K)

2009FA0000498

DIAMON

 

 

HINGE

DEBONDED

5/19/2009

DA40

 

 

 

MAIN PAX

UPON PRE-FLIGHT, PILOT FOUND FWD HINGE OF LT REAR DOOR ASSY TO BE CRACKED OR DEBONDED WHERE HINGE ENTERS THE DOOR ASSY. DOOR REMOVED FOR REPAIR BY MFG. (K)

2009FA0000494

DIAMON

 

 

WINDOW

DEBONDED

5/19/2009

DA40

 

 

DA456222000GS

CABIN WINDOW

RT REAR FUSELAGE CABIN WINDOW DISBONDED FROM FUSELAGE ALONG THE FWD EDGE OF WINDOW. WINDOW CONTINUES TO FLEX OUTWARD WITH CABIN AIR PRESSURE DURING FLIGHT. SUBSEQUENT REMOVAL OF WINDOW CLEARLY SHOWS NO BOND BETWEEN THE STRUCTURAL ADHESIVE AND THE FWD EDGE OF THE WINDOW. REINSTALLED WINDOW IAW MFG INSTALLATION PROCEDURE. (K)

2009FA0000497

DIAMON

 

 

WINDOW

DEBONDED

5/19/2009

DA40

 

 

DA456222000GS

CABIN

RT REAR FUSELAGE CABIN WINDOW DISBONDED FROM FUSELAGE ALONG THE FWD EDGE OF WIINDOW. WINDOW CONTINUES TO FLEX OUTWARD WITH CABIN AIR PRESSURE DURING FLIGHT. SUBSEQUENT REMOVAL OF WINDOW CLEARLY SHOWS NO BOND BETWEEN THE STRUCTURAL ADHESIVE AND THE FWD EDGE OF THE WINDOW. REINSTALLED WINDOW IAW MFG INSTALLATION PROCEDURES. (K)

2009FA0000495

DIAMON

 

 

WINDOW

DEBONDED

5/19/2009

DA40

 

 

DA456222000GS

CABIN WINDOW

RT REAR FUSELAGE CABIN WINDOW DISBONDED FROM FUSELAGE ALONG THE FWD EDGE OF WINDOW . WINDOW CONTINUES TO FLEX OUTWARD WITH CABIN AIR PRESSURE DURING FLIGHT. SUBSEQUENT REMOVAL OF WINDOW CLEARLY SHOWS NO BOND BETWEEN THE STRUCTURAL ADHESIVE AND THE FWD EDGE OF THE WINDOW. REINSTALLED WINDOW IAW MFG INSTALLATION PROCEDURE. (K)

2009FA0000461

DIAMON

THIELT

 

SENSE LINE

SPLIT  

5/7/2009

DA42

TAE1250299

 

527150H000102

ENG MANIFOLD

THE MAP SENSE HOSE, MATING TO (PN 52-7150-H000102) HAD BURST ON 2 OF OUR ENGINES. THIS CAUSES MAP A AND MAP B PRESSURE SPLIT, FAILING EDU A AND B. IN BOTH CASES, THE BURST OCCURRED APPROX 2 INCHES FROM THE ENGINE MANIFOLD FITTING. THIS HOSE IS A TYPE 306 HOSE; RUBBER/FABRIC/RUBBER. IT IS APPARENTLY NOT ABLE TO WITH STAND PRESSURE (THE ENGINE TURBOCHARGED) AND HEAT EXCURSIONS AS EXPERIENCED ON THIS ENGINE. SUBMITTER ALSO FOUND TIE WRAPS FROM FACTORY COMPRESSING HOSE AND CAUSING COMPRESSION OF HOSE INNER DIAMETER. SUGGESTS THE HOSE IS NOT STRONG ENOUGH TO HANDLE THE MANY PRESSURE TRANSIENTS, NOT STIFF ENOUGH TO HANDLE TIE WRAP COMPRESSION IN THE HOT ENGINE COMPARTMENT. (K)

DU4R2009370

DOUG

 

 

SEAT TRACK

CORRODED

6/23/2009

DC821

 

 

 

BS 712

S/O NR 193034N N/R43800 - DURING SCHEDULED INSPECTION, FOUND CORROSION IN MID CARGO COMPARTMENT AT LT FS 712 SUPPORT AT TRACK LOCATION.

DU4R2009371

DOUG

 

 

SKIN

UNKNOWN

6/21/2009

DC821

 

 

 

BS 469

S/O NR 193034, N/R 44304 - DURING SCHEDULED INSPECTION, FOUND LIGHTNING STRIKE AT FS 469 L-26R - L-27R.

DU4R2009373

DOUG

 

 

SKIN

DENTED

6/25/2009

DC821

 

 

 

NLG DOOR

S/O NR 193034 N/R 44359- DURING SCHEDULED INSPECTION, FOUND LT NOSE W/W DOOR HAS A DENT IN INTERNAL SKIN.

DU4R2009372

DOUG

 

 

SKIN

DENTED

6/14/2009

DC821

 

 

 

BS 559

S/O NR 193034, N/R 44334 - DURING SCHEDULED INSPECTION, FOUND DENT ON RT FUSELAGE AT FS 559 L-25R-L-26R FOUND TO BE WITHIN 1 INCH OF RIVET CENTERLINE.

2009FA0000451

DOUG

ALLSN

 

IMPELLER

CRACKED

5/11/2009

MD500E

250C20B

 

 

BLOWER

IMPELLER CRACKED AT ATTACH POINT TO SHAFT. PILOT REPORTED LOUD NOISE AND LANDED THE HELICOPTER.

2009F00048

DOUG

 

 

WIRE

SHORTED

6/24/2009

MD83

 

 

 

START SWITCH

DURING LT ENGINE START, SPARKS CAME OUT OF OVERHEAD BY START SWITCH. FOUND 2 IGNITION WIRES SHORTED ON IGNITION SWITCH. REPLACED AND REPAIRED WIRE 1J9F22 AND 51521-22.

2009FA0000440

DOUG

PWC  

 

DRIVE SHAFT

CORRODED

1/30/2009

MD900

PW207E

 

900D2436530101

TRANSMISSION

DURING AN ANNUAL INSP THE MAIN ROTOR DRIVE SHAFT AND DRIVE PLATE WHERE REMOVED TO SATISFY THE 12 MONTH REQUIREMENT. WHILE REMOVING THE DRIVE SHAFT IT WAS FOUND THAT THE GREASE COATING ON LWR DRIVE SPLINE WAS DISCOLORED AND DEGRADED. FURTHER INSP SHOWED MOISTURE ON THE DRIVE SHAFT AND THE UPPER HUB BRG AREA ALONG WITH A LARGE ACCUMULATION OF WATER IN THE MAIN TRANSMISSION OUTPUT DRIVE SPLINE POCKET. MAIN ROTOR DRIVE SHAFT AND DRIVE PLATE SPLINES WHERE CLEANED, INSPECTED AND FOUND TO BE UNSERVICEABLE. THE DEGRADATION OF THE SPLINE GREASE WAS DUE TO WATER INTRUSION. MAIN TRANSMISSION WAS REMOVED FROM THE ACFT AND THE OUTPUT DRIVE SPLINE CLEANED AND INSPECTED. THE SPLINES WHERE FOUND TO BE PITTED AND ARE CONSIDERED UNSERVICEABLE. MAIN TRANSMISSIONWAS REPLACED WITH AN OVERHAULED UNIT. MAIN ROTOR DRIVE SHAFT AND DRIVE PLATE WHERE ALSO REPLACED. THIS DRIVE SHAFT AND DRIVE PLATE WHERE INSPECTED AND INSTALLED IN SERVICEABLE CONDITION APPROX 200 HOURS AND 7 MONTHS AGO. THE INSTALLATION WAS DONE IAW MM SECTION 63-10-00 REV 31. THIS REVISION OF THE MANUAL CLEARLY STATES TO "NOT INSTALL" THE BUFFER RING AND UPPER DRIVE PLATE SEAL. PRIOR TO REMOVAL OF THE DRIVE PLATE THE TORQUE WAS CHECKED ON THE DRIVE PLATE BOLTS IAW SB 900-093 AND FOUND TO HAVE NO LOSS OF TORQUE. INTEGRITY OF THE FILLET SEAL AROUND THE DRIVE PLATE AND DRIVE PLATE BOLTS WAS GOOD. RELYING ON JUST A FILLET SEAL TO PREVENT WATER INTRUSION IS INADEQUATE.

CA090504004

EMB  

GE  

 

SLIDE

NO TEST

5/1/2009

ERJ190100IGW

CF3410E5A1

 

1040031

SERVICE DOOR

(CAN) DURING ESCAPE SLIDE FUNCTION CHECK ON RT SERVICE DOOR, SLIDE FAILED TO DEPLOY. ON SLIDE DEPLOYMENT DOOR PARTIALLY OPENED APPROX 6 INCHES-8 INCHES AWAY FROM FUSELAGE AND JAMMED. SLIDE WAS NOT FULLY UNLACED, FORCE WAS APPLIED TO HINGE ARM TO ASSIST DOOR OUTWARD AND THEN THE SLIDE DEPLOYED NORMALLY.

CA090522004

FRCHLD

GARRTT

 

LANDING GEAR

MALFUNCTIONED

5/21/2009

SA227CC

TPE33111U

 

2751500001

 

(CAN) ON DESCENT, GEAR WAS SELECTED DOWN AND THE RT GEAR DID NOT EXTEND AND LOCK DOWN ON FIRST ATTEMPT. AFTER MULTIPLE ATTEMPTS ALL 3 GEAR EXTENDED AND WERE VISUALLY CONFIRMED DOWN AND LOCKED. CREW ELECTED TO FLY TO ANOTHER BASE FOR ADDITIONAL MX INSTEAD OF LANDING. MX ACCOMPLISHED GEAR SWINGS AND SAW NO APPARENT DEFECTS THAT WOULD HAVE CAUSED THE SITUATION. THERE WAS AN UPLOCK STOP BOLT ANCHOR NUT WITH A MISSING LEG THAT WAS REPLACED AND GEAR WAS CLEANED AND LUBRICATED. MULTIPLE GEAR SWINGS WERE ACCOMPLISHED AND CHECKED SERVICEABLE. ACFT LEFT AND CONTINUED ON AND THE LANDING THERE WAS UNEVENTFUL. LEFT AND WENT TO ANOTHER AIRPORT THE RT GEAR WOULD NOT EXTEND. AFTER MULTIPLE ATTEMPTS THE GEAR DID EXTEND AND LOCK. TOWED IT TO THE MX FACILITY TO CONTINUE TROUBLESHOOTING PROCESS. IT WAS DISCOVERED WHEN SELECTED DOWN THEY WERE ABLE TO GET THE RT GEAR TO STAY UP IN THE WHEEL WELL BY APPLYING PRESSURE AND HOLDING THE GEAR DOORS UP. IB TIRE WOULD GET CAUGHT ON THE IB GEAR DOOR CAUSING IT TO JAM. WE WERE ABLE TO DUPLICATE THE DEFECT EVERY TIME. IT WAS FOUND BOTH RT INBD AND OTBD SWIVELS TO BE SLIGHTLY WORN CAUSING SOME SLOP, RT INBD DOOR LATCH WAS ALSO WORN CAUSING SOME SLOP AND THE RT OTBD ACTUATOR WHICH IS THE ONLY ACTUATOR USED WHILE SELECTING DOWN TO BE ON THE WEAK SIDE. THE OTBD ACTUATOR WAS REPLACED AND RIGGED. BOTH GEAR DOORS WERE TIGHTENED UP AS WELL. ONCE THE RIGGING WAS TIGHTENED UP AND THE ACTUATOR REPLACED, NO MATTER HOW HARD WE TRIED TO PUSHING UP ON THE GEAR DOORS IT WOULD PUSH THE PERSON OUT OF THE WAY.

CA090519004

FRCHLD

GARRTT

 

VALVE

MALFUNCTIONED

5/15/2009

SA227DC

TPE33112UHR

 

701000121

 

(CAN) AIRCRAFT C-GJVC DC-885B RIGHT HAND ENGINE SN: P70246C TSN: 8099.2 CSN: 6514 TSO: 1821.3 LOST COMPLETE POWER ON RIGHT HAND ENGINE 12 MILES OUT ON FINAL APPROACH. NO NTS LIGHT CAME ON. THE AIRCRAFT WAS DIFFICULT TO CONTROL. THE STOP AND FEATHER WAS PULLED. CONDITIONS WERE VERY GUSTY, WINDY TURBULENCE, WITH PRECIPITATION. THE AUTO IGNITION HAD BEEN SET TO THE AUTO POSITION. A GROUND CHECK WAS MADE ON THE NTS SYSTEM UPON ARRIVING IN NORTH BAY AND THE NTS SYSTEM WAS NOT WORKING. THE FISH SCALES WERE SENT UP THERE AND AN NTS SYSTEM CHECK WAS PERFORMED AND THE NTS SYSTEM DID NOT TRIP. THE NTS VALVE WAS REPLACED AND THE NTS VALVE WAS REPLACED THE NTS CHECK WAS ACCOMPLISHED. THE NTS SYSTEM WORKED BUT WAS SLOW TO TEST. LINE MAINTENANCE DID START AND RUN THE ENGINE AFTERWARDS AND THE ENGINE RAN NORMAL. FUNCTIONAL CHECKS, POWER ASSURANCE CHECKS, AND FOUR POINT GROUND RUNS WERE ACCOMPLISHED AND THE ENGINE RAN GOOD. THE AIRCRAFT WAS DIRECTLY FLOWN HOME FOR ADDITIONAL TROUBLESHOOTING OF THE NTS SYSTEM. THE TRANSFER TUBE LOCATED BEHIND THE GEAR BOX WITH THE NTS ORIFICE WAS REMOVED AND REINSTALLED. AFTER WE REPLACED IT THE NTS, WHICH WAS SLOW TO TEST BEFORE, TESTED NORMALLY. NTS VALVE PN: 70100012-1 SN: 08P14941 WAS REMOVED FAULTY10682910181068291018. THE VALVE WAS CHECKED AND WAS ADJUSTED PROPERLY AT THE TIME OF REMOVAL. ANOTHER NTS VALVE WAS PREVIOUSLY REMOVED ON 3 FEB. 2009 DUE TO THE NTS SYSTEM FAILED TRIP CHECK. BOTH REMOVED VALVES ARE THE NEW STYLE POST SB STYLE. BOTH THESE VALVES WILL BE SENT TO MANUFACTURER FOR EVALUATION.

CA090519008

FRCHLD

GARRTT

 

FUEL CONTROL

MALFUNCTIONED

5/19/2009

SA227DC

TPE33112UHR

 

 

LT ENGINE

(CAN) JUST AFTER LEVELING OUT AFTER TAKE OFF LT ENGINE LOST TORQUE AS POWER LEVER WAS ADVANCED WHEN ENGINE WAS AT 600 DEG. EGT. FUEL BYPASS LIGHT CAME ON. APPARENTLY, THIS ENGINE POSSIBLE SPIKED AT OVER 700 DEG EGT BEFORE THE STOP AND FEATHER WAS PULLED. ACFT LANDED WITHOUT INCIDENT. MX IS ON ITS WAY TO INVESTIGATE.

CA090603002

GRUMAN

WRIGHT

 

ENGINE

DAMAGED

5/26/2009

TS2ACALFORST

982C9HE2

 

R1820

NR 2 

(CAN) ZERO TIME TSO ENGINE AFTER 3.3 HOURS UPON 3RD FLIGHT DURING CLIMB OUT AFTER TAKEOFF, PILOT NOTICED THE NR 2 ENGINE OIL TEM RISING UNCONTROLLABLY OVER RED LINE AND OIL PRESSURE DROPPING. RETARDANT LOAD WAS JETTISONED, ENGINE SHUTDOWN AND FEATHERED THEN ACFT RETURNED TO BASE. LARGE AMOUNT OF METAL FOUND IN MAIN OIL SCREEN AND PROP WAS DIFFICULT TO ROTATE.

CA090603004

GRUMAN

WRIGHT

 

ENGINE

MAKING METAL

6/2/2009

TS2ACALFORST

982C9HE2

 

982C9HE2

NR 1 

(CAN) NR1 ENGINE SHUTDOWN IN FLIGHT DUE TO HIGH OIL TEMP, SCREENS PULLED METAL AND ALUMINUM IN BOTH HIGH CAPACITY AND MAIN OIL SCREEN.

CA090603001

GRUMAN

WRIGHT

 

SPARK PLUG

DAMAGED

5/24/2009

TS2ACALFORST

982C9HE2

 

 

NR 2 ENGINE

(CAN) UPON PRE-FLIGHT RUN UP, ENG FAILED TO PRODUCE REFERENCE RPM. ACFT RETURNED TO CHOCKS AND MX DISCOVERED AT LEAST 4 OF 9 CYL SPARK PLUGS WERE BADLY DAMAGED INDICATING THAT FOREIGN MATERIAL OR ENG PARTS HAD ENTERED INDUCTION SYS ENG REQUIRED CHANGING.

CA090611002

GRUMAN

WRIGHT

CURTIS

TRANSFER TUBE

BROKEN

6/10/2009

TS2ACALFORST

982C9HE2

893742C

 

CYLINDER ASSY

(CAN) OIL TRANSFER TUBE ON NR 5 CYL, NR 1 ENGINE WAS FOUND TO BE ALLOWING ENGINE OIL TO POUR OUT INTO ENGINE COMPARTMENT. TUBE WAS FOUND TO BE SOUND AND UNDAMAGED, HOWEVER THE BANJO FITTING FROM THE CYLINDER HEAD WAS FOUND TO BE CRACKED AND BROKEN. THIS ENGINE WAS JUST INSTALLED ON JUNE 5, 2009.

2009FA0000484

GRUMAV

LYC  

 

SPARK PLUG

BROKEN

5/24/2009

TR2  

O235C1C

 

UREM37BY

ZONE 100

RECENTLY INSTALLED SPARK PLUGS. RETURNING HOME, NOTICED ODOR OF FUEL VAPOR, ENGINE STARTED RUNNING VERY ROUGH & WOULD ONLY DEVELOP ABOUT 2000 RPM. MADE LANDING AND FOUND SPARK PLUG BROKEN AND THAT THE PART WITH THE CABLE WAS LAYING ON THE ENGINE AND WHAT WAS LEFT WAS STILL SCREWED INTO THE CYLINDER.

2009FA0000507

HUGHES

ALLSN

HONEYWELL

SPRING

DEFECTIVE

4/24/2007

369D

250C20B

23065121

 

PT GOVERNOR

DURING LEVEL FORWARD FLIGHT, A SPRING INSIDE THE PT GOVERNOR FAILED, CAUSING THE ENGINE TO GO TO IDLE. AN AUTOROTATION WAS REQUIRED AND WAS DONE SO INTO A SOFT PLOWED FIELD. THE HELICOPTER TURNED OVER AFTER SKIDDING A SHORT DISTANCE.

2009FA0000509

HUGHES

ALLSN

 

TURBINE

SEIZED

6/2/2009

369D

250C20B

 

23069745

ENGINE

DURING EXTERNAL LOAD OPERATIONS AT A HOVER, THE ENGINE STOPPED SUDDENLY CAUSING THE PILOT TO AUTO ROTATE FROM APPROX 80 FEET AGL. THE PROBABLE CAUSE OF THE ENGINE STOPPAGE IS A MALFUNCTION IN THE TURBINE MODULE. RECENT OCCURRENCE, NO PRELIMINARY REPORT PUBLISHED.

2009FA0000508

HUGHES

ALLSN

 

TURBINE

SEIZED

10/30/2008

369D

250C20B

 

23069745

ENGINE

DURING EXTERNAL LOAD OPERATIONS AT A HOVER, THE ENGINE STOPPED SUDDENLY CAUSING THE PILOT TO AUTOROTATE FROM APPROXIMATELY 120-150 FEET AGL. THE PROBABLE CAUSE OF THE ENGINE STOPPAGE WAS A MALFUNCTION IN THE TURBINE MODULE. NO FINAL REPORT HAS BEEN PUBLISHED.

CA090606001

HUGHES

ALLSN

 

ELT  

CRACKED

6/5/2009

369FF

250C30

 

5182250202

CABIN

(CAN) SENT IN ELT FOR IT`S ANNUAL RECERTIFICATION. REMOVABLE COVER WAS BROKEN OUT AND THE MAIN CASE WAS CRACKED IN SEVERAL LOCATIONS. THIS UNIT HAND NOT BEEN DROPPED OR TAMPERED WITH. IT APPEARS THAT THE CASE HAS BEEN WEAKED BY UV LIGHT (AS WAS TOLD TO ME) AND THE AVIONICS SHOP HAVE EXPERIENCED SEVERAL OF THESE. MY CONCERN IS THE RELIABILITY OF THIS UNIT AS IT NOW HAS CRACKS IN THIS UNIT. WILL IT STILL WORK IF IT WAS INVOLVED IN AN ACCIDENT WITH THE CASE BEING IN SUCH A WEAK CONDITION. I HAVE BEEN TOLD THAT IT IS ALL OF THESE YELLOW CASES THAT ARE WEAK.

CA090519006

LEAR

GARRTT

 

UPLOCK SWITCH

UNSERVICEABLE

5/7/2009

31A  

TFE73123B

 

1EN18

MLG 

(CAN) MAIN GEAR UPLOCK SWITCH FAILED AND CAUSED THE MAIN GEAR HYD SYS TO CONTINUE OPERATING.

CA090514003

LEAR

GARRTT

 

LINE

LEAKING

5/12/2009

45LEAR

TFE731*

 

244224151

FUEL FEEDER

(CAN) DURING A BASE INSP, MX FOUND THE BOTOM FUSELAGE STROBE BEACON LIGHT LENS HAD 1 INCH OF FLUID IN THE BOTTOM FURTHER INVESTIGATION REVEALED THE FLUID TO BE JET FUEL SEEPING THROUGH FUSELAGE THE SOURCE OF THE FUEL LEAK CAME FROM THE FEEDER LINE CONNECTING THE FUEL TANK TO THE LT WING TANK. INSP OF THE FEEDER LINE PN 244224151 REVELED NO ABNORMAL DAMAGE THE FUEL WAS SEEPING THROUGH THE HOSE ITSELF. THE FITTINGS AND O-RINGS ON EACH END OF THE LINE WERE INSPECTED WITH NO FAULTS FOUND.

2009FA0000429

LET  

 

 

CONTROL CABLE

FRAYED

5/22/2009

L23SUPERBLAN

 

 

A740255N

RUDDER

FRAYS DISCOVERED IN RUDDER CABLES - CHRONIC PROBLEM. NO FRAYS ALLOWED IAW MAINTENANCE MANUAL. CABES ARE SUPPOSED TO LAST 1000 HOURS, THIS DISCOVERED AT 375 PART TIS

CA090513003

LKHEED

ALLSN

 

MOUNT

CORRODED

4/7/2009

382G

501D22A

 

360015157

ENGINE

(CAN) AT INSPECTION THE NR 2 AND 3 POSITION OTBD LOWER ENGINE TRUSS MOUNTS WERE FOUND TO HAVE CORROSION PITTING BEYOND ACCEPTABLE LIMITS. THE UNITS WERE REPLACED IAW THE MFG MM INSTRUCTIONS.

2009FA0000449

MAULE

CONT

 

CONTROL CABLE

BROKEN

5/12/2009

M5210C

IO360*

 

 

TE FLAPS

AN INSP OF RT WING FLAP CABLE REVEALED BROKEN STRANDS WHERE THE CABLE THIMBLE AND SHACKLE TO THE FLAP BELLCRANK INSIDE THE WING. THERE IS INSUFFICIENT CLEARANCE BETWEEN THE CABLE AS IT WRAPS AROUND THE THIMBLE AND THE BELLCRANK AND IT WAS GETTING PINCHED WHEN THE FLAPS ARE RETRACTED. THIS IS THE SAME PROBLEM THAT WAS ADDRESSED IN SL NR 64 FOR THE ELEVATOR CABLES. REPALCED THE RT FLAP CABLE AND BOTH LT AND RT FLAP CABLE SHACKLES WITH NEW STYLE ELEVATOR CABLE SHACKLES AND ELIMINATED ALL INTERFERENCE. THE LT SHACKLE HAD BARELY ENOUGH CLEARANCE AND WAS NOT SHOWING ANY SIGNS OF WEAR BUT SINCE WE WERE REPLACING ONE WE WENT AHEAD AND REPLACED BOTH. (K)

2009FA0000488

PILATS

 

 

MOTOR

INTERMITTENT

6/5/2009

PC1245

 

 

9603002104

MLG 

ON TAKE-OFF, MLG FAILED TO FULLY RETRACT. WHEN GEAR HANDLE WAS PLACED IN THE "DOWN" POSITION, NLG DID NOT SHOW GREEN. CREW PERFORMED ALTERNATE EXTENSION PROCEDURE WITH HAND PUMP AND ALL 3 GEAR SHOWED "DOWN AND LOCKED". ACFT LANDED WITHOUT PROBLEMS. MX PUT ACFT ON JACKS & SWUNG MLG, PERFORMED FAULT ISOLATION PROCEDURE AMM 12-A-29-00-00A-420A-A. FOUND MLG SYSTEM'S HYD POWER-PACK MOTOR INOPERATIVE. VOLTAGE TO MOTOR VERIFIED AS PRESENT & CORRECT, AS WAS GROUND PATH. EXAMINED MOTOR & FOUND THE MOTOR WOULD OPERATE WHEN LIGHTLY TAPPED ON SIDE OF HOUSING. MOTOR ROUTED TO MFG FOR TESTING & OVERHAUL, A REQUEST WILL BE MADE FOR A FAILURE ANALYSIS.

CA090526002

PILATS

PWA  

 

PRESSURE SWITCH

LEAKING

5/25/2009

PC1245

PT6A67B

 

9738114304

HYD SYSTEM

(CAN) HYD SYS LOW PRESSURE WARNING SWITCH LEAKING HYD FLUID FROM VENT HOLE ON SIDE OF SWITCH.

CA090511010

PILATS

PWA  

 

CONTROLLER

FAILED

5/11/2009

PC1247

PT6A67

 

071015980301

JOYSTICK

(CAN) THE FLIGHT CREW REPORTED THE JOY STICK INSTALLED ON THE PILOTS MULTIFUNCTION CONTROLLER FAILED TO MOVE THE ONSCREEN CURSOR IN AN UPWARD DIRECTION. SIDE AND DOWN MOVEMENT IS POSSIBLE . THIS FAILURE DISABLES SOME FUNCTIONALITY OF THE FLIGHT MANAGEMENT SYS INSTALLED IN THIS ACFT. A REPAIRED UNIT WAS INSTALLED AND TESTED IAW THE MFG PC12/47E MM INSTRUCTION. THIS UNIT HAS BEEN REPLACED 4 TIMES PREVIOUS. THE UNIT REMOVED HAS BEEN INSTALLED SINCE NOV. 13, 2008 WITH 458 HRS INSTALLED.

2009FA0000466

PIPER

LYC  

 

KNOB

CORRODED

5/5/2009

PA23250

IO540C4B5

 

 

BLADE PITCH

PROPELLER WAS DISASSEMBLED FOR O/H AND THE FOLLOWING WAS FOUND AT INSPECTION, THE PITCH CHANGE KNOBS ON BOTH BLADES ARE CORRODED AND ONE PITCH CHANGE KNOB HAS BEEN REWORKED BELOW MINIMUM SPECIFICATIONS. PROPER O/H TECHNIQUES AND INSP CRITERIA WOULD HAVE CAUGHT THE REWORKED PITCH CHANGE KNOB AND OVERHAULING OF THE PROPELLER AT RECOMMENDED SERVICE TIMES WOULD HAVE PREVENTED THE CORROSION OF THE PITCH CHANGE KNOB. (K)

2009FA0000455

PIPER

 

 

ATTACH FITTING

BROKEN

4/29/2009

PA28R201

 

 

67752002

NLG ACTUATOR

ACTUATOR CLIP WHICH IS MOUNTED ON LANDING GEAR BROKE OFF, FROM WORK HARDENING DUE TO NORMAL OPERATION. DUE TO MISSING PIECE OF ACTUATOR CLIP, THE NOSE GEAR DOWNLOCK MICROSWITCH COULD NOT BE ACTUATED, THERE FORE LEAVING DOWNLOCK ANNUNCIATOR OFF, UNSAFE GEAR WARNING HORN SOUNDING, AND GEAR MOTOR RUNNING CONTINOUSLY. (K)

2009FA0000489

PIPER

 

 

DOWNLOCK

BROKEN

6/5/2009

PA28R201

 

 

76426003

MLG 

DURING A STALL RECOVERY, THE PILOT PLACED THE GEAR SELECTOR IN THE DOWN POSITION. HE HAD NO GEAR SAFE INDICATION AND THE GEAR HORN WOULD SOUND. AFTER AN UNEVENTFUL LANDING, THE MX CREW NOTICED THAT THE GEAR DOWNLOCK ARM, PN-76426-003 WAS BROKEN WHICH ALLOWED THE DOWNLOCK ASSY, PN-67150-005 TO BREAK FREE.

CA090520002

PIPER

CONT

CONT

PACKING

MISMANUFACTURED

5/1/2009

PA28R201T

TSIO360FB

 

632878

MAIN BEARING

(CAN) ENGINE WAS REMOVED DUE TO LOW OIL PRESSURE IN FLIGHT. UPON INSP IT WAS FOUND THAT THE NYLON PACKING INSIDE THE FRONT MAIN BEARING SHELLS WERE TOO SHORT. THEY DID NOT REACH THE FULL LENGTH OF THE GROOVE THAT THEY ARE SET IN. IT IS SUSPECTED THAT THIS MAY BE THE CAUSE OF THE LOW OIL PRESSURE.

2009FA0000464

PIPER

 

 

FUEL CELL

FAILED

5/20/2009

PA31350

 

 

5712 

 

A FUEL CELL SEAM FAILED WHILE ACFT WAS PARKED ON THE RAMP EMPTYING THE CONTENTS SUDDENLY. THERE WERE NO PRIOR INDICATIONS OF A PREFAILURE SUCH AS LEAKS NOTED. THERE WERE NO INDICATIONS OF IMPROPER INSTALLATION OR OTHER DAMAGE. THE BULK OF THE FUEL FOLLOWED THE MAIN SPAR INTO THE BELLY OF THE ACFT THEN OUT THROUGH DRAIN HOLES, VENTS, AND SEAMS IN THE SKIN. (K)

CA090506012

PIPER

LYC  

 

CYLINDER

CRACKED

5/4/2009

PA31350

LTIO540J2BD

 

TI0540J2BD

ENGINE

(CAN) DURING ROUTINE MX, AN OIL LEAK WAS NOTICED AROUND THE NR 2 CYLINDER. FURTHER INVESTIGATION SHOWED A CRACK RUNNING FROM THE AREA OF THE CYLINDER BASE OUTWARDS AND DOWNWARDS ALONG THE FACE OF THE CYLINDER BASE MOUNTING AREA THERE ALSO APPEARS TO BE A MACHINING MARK RUNNING IN THE SAME AREA.

CA090523001

PIPER

LYC  

WIEBEL

ELBOW

SEVERED

5/19/2009

PA31350

LTIO540J2BD

WTC21141

AN8374D

ACTUATOR

(CAN) ACFT LOST IT`S MAIN HYD SYS AND SYS FLUID DUE TO A SEVERED FITTING (PN AN837-4D) AT LT MLG INBD DOOR ACTUATOR LWR HYD PORT. CREW RETURNED TO DEPARTURE AFTER T/O AND EXTENDED LANDING GEAR USING EMERGENCY HYD HAND PUMP. MX REPLACED LT MLG INBD DOOR HYD HOSE PN 17766-04, FITTING PN AN837-4D, AND ACTUATOR PN WTC2114-1 DUE ACTUATOR ROD END WAS SLIGHTLY BENT. HYD PUMP FILTERS CHECKED FOR METAL - NONE FOUND. HYD SYS SERVICED, LEAK CHECKED AND LANDING GEAR CYCLED NUMEROUS TIMES TO BLEED SYS AND OPS CHECKED SERVICEABLE IAW MM. ACFT RELEASED FOR SERVICE. INVESTIGATION REVEALED THAT THE REMOVED DOOR ACTUATOR HYD PORT ALIGNMENT WAS INCORRECT, THE LWR PRESSURE PORT WAS ASSEMBLED SO THAT WHEN ACTUATOR IS INSTALLED LWR PORT IS 10-15 DEGREES TOWARDS RETRACTED MLG TIRE AND WHEN ACTUATOR VIBRATES OR ROTATES TO LIMIT OF ACTUATOR ROD-END PLAY TOWARDS MLG TIRE, LWR FITTING/HOSE CAN CONTACT TIRE. SUSPECT THIS CAUSED LWR FITTING TO SEVERE DURING MLG RETRACTION. NEW INSTALLED ACTUATOR UPPER AND LWR HYD PORTS ARE IN ALIGNMENT AND WHEN INSTALLED PROVIDE SUFFICIENT CLEARANCE BETWEEN THE RETRACTED TIRE AND ACTUATOR HOSE/FITTING.

CA090519003

PIPER

LYC  

 

MAGNETO

MALFUNCTIONED

5/15/2009

PA31350

LTIO540J2BD

 

1068291018

ENGINE

(CAN) MAG RECEIVED FROM CUSTOMER DUE TO ENGINE NO START. MAG OVERHAULED. MAG DISASSEMBLED, RETARD POINTS FOUND TO ONLY OPEN ON 1 OF 4 LOBES OF RETARD BREAKER CAM. POINT GAP SMALL WHEN IT DID OPEN THAT IT COULDN`T BE MEASURED WITH A WIRE FEELER GAUGE. WOULD HAVE CAUSED ENG TO BE STARTED AT NORMAL ADVANCED TIMING POSITION AND COULD RESULT IN KICKBACKS AND POSSIBLE ENG DAMAGE. THE LT MAIN POINTS WERE OPENING ON THE 4 LOBES OF THE CAM AT BETWEEN 10-11.5 DEGREES (SHOULD BE 8 DEG. +/- 2 DEG.) AND POINT GAP WAS .012 INCH(SHOULD BE .016" +/-.002". THE RT MAIN POINTS WERE OPENING AT 9-11 DEG AND .015" (SHOULD BE 8 +/- 2 DEG AND .016" +/-.004"). ORIFICE PLUG THAT RELEASES PRESSURIZED AIR FROM MAG PAINTED OVER. ORIFICE SHOULD BE .015 INCH AND IF IT IS BLOCKED THEN OZONE AND MOISTURE TRAPPED IN THE MAG WILL TURN TO NITRIC ACID AND DESTROY THE NYLON GEARS AND NYLON POINT CAM FOLLOWERS. THE MAG DID NOT APPEAR TO HAVE BEEN RUN FOR ANY GREAT LENGTH OF TIME TO CAUSE THIS TO HAPPEN. - THE WRONG GREASE WAS PUT INTO THE ROLLER BRG IN THE DISTRIBUTOR BLOCK. MFG GREASE IS WHITE AND IF THE BRG IS DRY OR THE MAG IS O/H`D THEN THE BRG MUST BE REPLACED. THIS BRG COMES PRE-LUBED WITH THE MFG GREASE. WRONG WASHERS WERE INSTALLED UNDER 2 OF THE DISTRIBUTOR BLOCK HOLD DOWN SCREWS. RETAINING RING THAT HOLDS THE WAVE WASHER AND OIL SLINGER WAS NOT PROPERLY SEATED. IF THIS RETAINER SLIPS OUT OF ITS GROOVE THE WASHER, WAVE WASHER AND POSSIBLY THE OIL SLINGER WILL SPIN ON THE MAG SHAFT. THE DRIVE NUT WAS INCORRECT, NOT REALLY A SAFETY CONCERN, BUT IT`S STILL THE WRONG PART. A 500 HOUR INSP WAS CARRIED OUT, ALL TIMING AND PARTS ISSUES WERE CHANGED TO MFG SPECS, AND THE MAG WAS RETURNED TO SERVICE.

CA090604005

PIPER

LYC  

 

THRUST BEARING

CRACKED

6/4/2009

PA31350

TIO540J2BD

 

B2202

PROPELLER

(CAN) UPON MPI OF THE THRUST BEARING, FOUND A CRACK RUNNING ALONG THE CENTER OF THE BEARING FROM ONE END ABOUT A .2500 INCH LONG.

2009FA0000463

PIPER

CONT

 

CRANKSHAFT

CRACKED

5/1/2009

PA34220T

TSIO360RB

 

653136

PROP FLANGE

DURING ANNUAL INSP, OIL WAS FOUND AT FRONT OF ENGINE. FURTHER INVESTIGATION REVEALED A CRACK OF THE CRANKSHAFT AT THE PROP MOUNTING FLANGE. CAUSE HAS NOT BEEN DETERMINED. (K)

2009FA0000450

PIPER

 

 

BRACE

CRACKED

5/12/2009

PA421000

 

 

75245015

RT MLG

DURING ROUTINE INSP, PART WAS FOUND CRACKED. THIS IS A POST SB817C UNIT. PART LIFE LIMIT IS 3,000 HRS.

CA090519002

PIPER

LYC  

 

CONTROL CABLE

FRAYED

5/14/2009

PA44180

LO360A1H6

 

62701154

RUDDER

(CAN) CABLE DISCOVERED FRAYED DURING SCHEDULED MX.

CA090519001

PIPER

LYC  

 

CONTROL CABLE

FRAYED

5/14/2009

PA44180

LO360A1H6

 

62701154

RUDDER

(CAN) CABLE DISCOVERED FRAYED DURING SCHEDULED MX.

CA090515001

PITTS

LYC  

 

TUBE

DAMAGED

5/15/2009

S2B  

AEIO540D4A5

 

22100241

FUSELAGE

(CAN) 4130 N FUSELAGE DIAGONAL TUBE PN 2-2100-241 FOUND DAMAGED BY IMPROPER CLEARANCE OF INSTALLED HARWARE OF THE FORWARD POSITION LT RUDDER PEDAL PIVOT BOLT AND SAFETY COTTER PIN. 74 PERCENT OF TUBE WALL MATERIAL GONE. RUDDER PEDAL FOUND TO BE "HOOKING AROUND" TUBING AS PEDAL IS MOVED FROM FULL FWD TO FULL AFT TRAVEL.

CA090515002

PITTS

LYC  

 

AILERON

OBSTRUCTED

5/15/2009

S2B  

AEIO540D4A5

 

 

 

(CAN) INSP OF THE CONTROL SURFACES FOUND THAT AILERONS DO NOT MAKE TRAVEL LIMITS AND PUSH RODS ARE HITTING FWD SPARS OF THE LWR WINGS. ELEVATOR TAB IS UNABLE TO MAKE LIMITS AS STATED. BOTH TRAVEL LIMITS AS STATED IN MM 70206-001 DATED 5-20-1998 PAGE 6 STATE TRAVEL LIMITS FOR A MODEL S-2B AND NOT THE S-2C IAW FAA TYPE CERTIFICATE DATA SHEET A8S0 REVISION 22. CONTACTED FOR CURRENT REVISION OF MM AND TOLD THE CURRENT REVISION WAS WHAT WE HAD DATED 5-20-1998.

CA090601002

PROPJT

PWC  

 

WIRE

BROKEN

5/29/2009

200A

PW306A

 

 

PITCH TRIM

(CAN) PILOT`S SIDE PITCH TRIM SWITCH IN-OP. MX INVESTIGATED AND FOUND PITCH TRIM WAS INTERMITTENT WHEN THE CONTROL COLUMN WAS OPERATED AFT (PULLED AFT). FLOOR ACCESS PANELS REMOVED IN COCKPIT AREA AND FOUND HARNESS ROUTING VERY TIGHT. ALLOWING WIRES TO WORK AT GROUND TERMINAL BLOCK 415P. MX FOUND A BROKEN WIRE AT SOCKET "A" OF THE TERNINAL BLOCK 415P. REMOVED FOR REPAIR, NEW PIN REINSERTED AND PITCH TRIM OPS CARRIED OUT IAW MM. FUNCTION CHECKED SERVICEABLE, HARNESS RESECURED FOR PROPER ROUTING CLEARANCE WITH FULL TRAVELS OF ALL PRIMARY CONTROLS. REINSTALLED ALL INTERIOR ACCESS PANELS REMOVED AND ACFT RELEASED FOR RETURN TO SERVICE.

2009FA0000444

RAYTHN

 

 

SEAL

LEAKING

9/2/2008

HAWKER800XP

 

 

25UN523

NLG STRUT

NOSE LANDING GEAR WAS OVERHAULED IN FEB. 2008, IN SEPTEMBER OF 2008 NOSE STRUT LEAKED DOWN. RESEALED THE STRUT WITH NEW SEALS AND SERVICED PER THE MM. APPEARED TO BE A NORMAL RESEAL.

2009FA0000485

RAYTHN

 

RAYTHN

SEAL

LEAKING

1/19/2009

HAWKER800XP

 

 

25YN523

NLG 

NOSE LANDING GEAR WAS OVERHAULED IN FEB. 2008, IN SEPTEMBER OF 2008 NOSE STRUT LEAKED DOWN. RESEALED THE STRUT WITH NEW SEALS AND SERVICED IAW MM. APPEARED TO BE A NORMAL RESEAL. IN JANUARY OF 2009 NOSE STRUT LEAKED DOWN AGAIN, CONTACTED MFG OF POSSIBLE SOLUTION TO THIS. MFG CONFIRMED THAT OTHER OPERATORS EXPERIENCING SAME PROBLEM. RESEALED THE NOSE AGAIN WITH NEW SEALS AND SERVICED IAW MM.

CA090506009

RAYTHN

GARRTT

 

BEARING

BINDING

4/29/2009

HAWKER900XP

TFE7315R

 

30728851

ACCESSORY G/B

(CAN) FOUND 2 BEARINGS IN ENGINE ACCY GEARBOX INTERMITTENTLY BINDING, STARTER GENERATOR DRIVESHAFT OFF BEARING (PN 3072885-1) AND OIL PUMP DRIVESHAFT FWD BEARING (PN 3072885-1) . REPLACED STARTER GEN DRIVESHAFT FWD BEARING (PN 3072883-1) AS A PERCAUTIONARY MEASURE. ENGINE RUN PERFORMED POST REPAIR. NO REOCCURANCE OF VIBRATION NOTED AT THIS TIME.

CA090513005

ROBSIN

LYC  

 

STARTER GEN

MALFUNCTIONED

5/7/2009

R44  

O540F1B5

 

BC3151002

ENGINE

(CAN) BENDIX STICKING AND NOT EXTENDING, STARTER REPLACED.

CA090519010

ROBSIN

LYC  

 

BUSHING

FAILED

5/8/2009

R44  

O540F1B5

 

ALX8521R

ALTERNATOR

(CAN) ALTERNATOR BUSHINGS FAILED AT THE ATTACHMENT POINTS.

CA090515003

ROBSIN

LYC  

 

RELIEF VALVE

FAILED

5/13/2009

R44RAVENII

IO540AE1A5

 

 

HYD RESERVOIR

(CAN) FOLLOWING SHUTDOWN, PILOT NOTICED A SEVERE HYD LEAK IN TRANSMISSION AREA. BECAUSE OF COOLING AIR HOSE THAT IS DIRECTED RIGHT AT HYD RESERVOIR, FLUID SPRAYED ALL AROUND TRANSMISSION. PILOT REFILLED RESERVOIR TO APPROPRIATE LEVEL IAW SERVICING TRAINING, BUT IT LOST APPROX 250 ML OF HYD FLUID WITHIN AN HOUR. A GROUND RUN LEAK CHECK BY MX, REVEALED FLUID LEVEL ROSE IN RESEVOIR UNTIL IT COVERED ENTIRE SIGHT GLASS, & CONTINUED TO RISE UNTIL IT FLOWED OUT OF FILLER VENT CAP RAPIDLY. RESERVOIR CHANGED OUT & ANOTHER GROUND RUN PERFORMED WITH NO LOSS OF FLUID OR ABNORMALITIES. AS PUMP PROVIDES EXCESSIVE HYD PRESSURE TO SYSTEM, IT IS SUSPECTED THE PRESSURE RELIEF VALVE INCORPORATED INTO THE RESERVOIR ASSY HAD FAILED & NOT RECIRCULATING ANY FLUID BACK TO RESERVOIR INLET. PILOT DID NOT NOTICE ANY ADVERSE AFFECT ON HIS FLT CONTROL SYS DUE TO FLUID LOSS.

CA090602003

ROBSIN

LYC  

 

POINTS

FAULTY

5/27/2009

R44RAVENII

IO540AE1A5

 

 

MAGNETO TACH

(CAN) ENGINE TACH WAS NOT READING AND THE GOVERNOR WAS NOT WORKING. TACH POINTS ON THE MAGNETO FOUND FAULTY UPON REMOVAL AND INSPECTION.

CA090602004

ROBSIN

LYC  

 

PUMP

LEAKING

5/30/2009

R44RAVENII

IO540AE1A5

 

LW15473

FUEL SYSTEM

(CAN) FUEL PUMP LEAKING.

CA090602005

ROBSIN

LYC  

 

CONTROLLER

INOPERATIVE

5/23/2009

R44RAVENII

IO540AE1A5

 

D2782

GOVERNOR

(CAN) ENGINE RPM HUNTING, GOVERNOR CONTROL UNIT REPLACED.

CA090602006

ROBSIN

LYC  

 

BEARING

WORN

5/24/2009

R44RAVENII

IO540AE1A5

 

 

COOLING UNIT

(CAN) BEARING FOUND WORN BEYOND LIMITS.

CA090602007

ROBSIN

LYC  

 

RELIEF VALVE

STUCK

6/1/2009

R44RAVENII

IO540AE1A5

 

D3211

 

(CAN) CONTAMINANTS ARE MIGRATING INTO THE RELIEF VALVE SEAT AND WALLS CAUSING GALLING WITHIN THE RELIEF VALVE. THIS CAUSES THE VALVE TO STICK CAUSING PRESSURE IMPULSES FROM THE ENGINE DRIVEN PUMP NOT TO BE ABSORBED BY THE RELIEF VALVE. THE IMPULSE CAUSE THE VACUUM SWITCH IN THE GASCOLATOR TO FLICKER THE WARNING LIGHT. FURTHER INVESTIGATION DURING THE TEARDOWN REVEALED CONTAMINATES WITHIN THE HSG. WHEN THE PRESSURE RELIEF VALVE IS STUCK PROPER FUEL PRESSURE WILL NOT BE MAINTAINED CAUSING ADVERSE ENGINE OPERATING CONDITIONS.

CA090506002

ROBSIN

LYC  

 

PUMP

DEFECTIVE

4/27/2009

R44RAVENII

IO540AE1A5

 

A8187B

AUX FUEL

(CAN) WELDON AUX FUEL PUMP LIGHT CAME ON IN FLIGHT, TROUBLESHOOTING REVEALED A DEFECTIVE PUMP. PUMP REPLACED WITH A SERVICABLE ONE.

CA090506003

ROBSIN

LYC  

 

ACTUATOR

FAILED

5/2/2009

R44RAVENII

IO540AE1A5

 

C0512

CLUTCH

(CAN) CLUTCH ACTUATOR FAILED. TROUBLESHOOTING REVEALED A FAULTY MICROSWITCH. SERVICABLE ACTUATOR INSTALLED.

CA090506004

ROBSIN

LYC  

 

STARTER GEN

BROKEN

4/23/2009

R44RAVENII

IO540AE1A5

 

14924HTH

 

(CAN) STARTER WOULD NOT ENGAGE, FOUND BROKEN.

CA090506005

ROBSIN

LYC  

 

MAGNETO

DEFECTIVE

4/23/2009

R44RAVENII

IO540AE1A5

 

BL60064620

ENGINE

(CAN) MAGNETO FAILED AND FOUND DEFECTIVE, SERVICABLE MAGNETO INSTALLED.

CA090508006

ROBSIN

LYC  

 

STARTER GEN

MALFUNCTIONED

5/6/2009

R44RAVENII

IO540AE1A5

 

BC3151003

 

(CAN) STARTER MADE GRINDING NOISES DURING START UP. STARTER WAS REPLACED AND THE PROBLEM WAS RECTIFIED.

CA090525002

ROBSIN

LYC  

 

SWITCH

INTERMITTENT

5/20/2009

R44RAVENII

IO540AE1A5

 

D74521

FUEL SYS

(CAN) FUEL FILTER WARNING LIGHT FLICKERS WHEN THE ENGINE IS AT IDLE. THE LIGHT FLICKERING INCREASES IN BRIGHTNESS WHEN THE CLUTCH IS DISENGAGED OR AUX FUEL PUMP IS TURNED OFF. THE SWITCH ASSY WAS REPLACED WITH REVISION D FOR TROUBLESHOOTING AND THE PROBLEM WAS RESOLVED. REVISION D IS SET TO 2.0 INCHES OF HG. REVISION F IS SET TO 2.75 INCHES OF HG.

CA090525004

ROBSIN

LYC  

 

STARTER

MALFUNCTIONED

5/21/2009

R44RAVENII

IO540AE1A5

 

14924HTH

ENGINE

(CAN) THE BENDIX IS NOT MOVING OUT TO ENGAGE THE RING GEAR.

CA090511012

ROBSIN

LYC  

 

BEARING

DAMAGED

5/8/2009

R44RAVENII

IO540AE1A5

 

 

PITCH CHANGE

(CAN) INNER BEARING ON TAIL ROTOR PITCH CHANGE MECHANISM, INNER RACE IS SPINNING ON THE SHAFT CAUSING BEARING ASSY TO WEAR INTO THE SHOULDER ON THE PITCH CHANGE ASSY. THE RESULT WAS THE BEARING ASSY WAS MIGRATING INBD ON THE PITCH CHANGE ASSY.

CA090511004

ROBSIN

LYC  

 

STARTER GEN

WORN

5/5/2009

R44RAVENII

IO540AE1A5

 

BC3151004

ENGINE

(CAN) DURING INSP, STARTER FOUND WORN. STARTER REPLACED WITH SERVICABLE STARTER.

CA090511005

ROBSIN

LYC  

 

STARTER GEN

INOPERATIVE

5/1/2009

R44RAVENII

IO540AE1A5

 

14924HTH

ENGINE

(CAN) STARTER WAS NOT ENGAGING ON START, REPLACED STARTER WITH SERVICABLE STARTER.

CA090511006

ROBSIN

LYC  

 

PUMP

INTERMITTENT

5/6/2009

R44RAVENII

IO540AE1A5

 

D8187B

FUEL SYSTEM

(CAN) INTERMITTENT PRIME ON FIRST START, PUMP REPLACED.

CA090603005

SAAB

GE  

 

SWIVEL

SEPARATED

6/2/2009

340B

CT79B

 

AIR124470

MLG BRAKES

(CAN) AFTER ARRIVAL, THE PILOT WAS STANDING BY THE LT U/C WHEN HE NOTICED THE HYD LINE TO THE INBD BRAKE UNIT WAS DETACHED AND HANGING LOOSE. HE REPORTED IT TO MX, WHO SENT OUT A REPAIR PARTY. THE MECHANIC FOUND THAT THE SWIVEL ELBOW (PN AIR124470) BETWEEN THE BRAKE AND HYD LINE HAD SEPARATED AT THE SWIVEL. HE REPLACED THE SWIVEL, SERVICED THE BRAKE SYS AND THE ACFT WAS RELEASED WITH NO FURTHER DEFECTS. THE MECHANIC ACCOMPANIED THE ACFT, WHERE HE AGAIN CHECKED THE BRAKES WITH NO FAULT FOUND. THE SWIVEL ELBOW IN QUESTION IS KNOWN TO LEAK ON OCCASION, BUT THIS IS THE FIRST TIME WE HAVE HAD ONE PULL APART.

CA090522002

SKRSKY

 

 

TRIPOD

CRACKED

5/20/2009

S76  

 

 

7630907017044

ENGINE MOUNT

(CAN) WELD ON LEG OF ENGINE MOUNT CRACKED (SHORT LEG)

CA090521003

SKRSKY

 

 

TRIPOD

CRACKED

5/1/2009

S76  

 

 

7630907017044

ENGINE MOUNT

(CAN) WELD ON LEG OF ENGINE MOUNT CRACKED.

CA090529006

SKRSKY

TMECA

SKRSKY

HOUSING

DAMAGED

5/29/2009

S76C

ARRIEL2S1

 

7635109002053

M/R GEARBOX

(CAN) MGB UPPER HOUSING BEARING SUPPORT STUDS MISSING LOCK RINGS. MAIN GEAR BOX PN 76351-09600-044, SN A231-00295 DISASSEMBLED FOR OVERHAUL AT 3226:35 TSN. UPPER HSG (PN 76351-09002-053, SN A001-00566) DISSASEMBLED AND FOUND BEARING SUPPORT ATTACHMENT STUDS (PN SFJ111-13TA11AE0301) TO BE MISSING 8 LOCK RINGS (PN MS51990-105P). MFG FIELD REPRESENTATIVE CONTACTED TO REVIEW THE MGB UPPER HOUSING FOUND WITH THE 8 STUD LOCK RINGS MISSING. AWAITING DIRECTION ON ACCEPTABLE ACTIONS TO TAKE.

CA090522005

SNIAS

TMECA

 

SPACER

FAILED

5/19/2009

AS332L

MAKILA1A

 

332A311401M

MAIN ROTOR HEAD

(CAN) DURING ROUTINE 500 HR INSP AND AFTER THE REMOVAL OF THE FREQUENCY ADAPTORS, THE FLAPPING HINGE PIN SPACER THAT MATES AGAINST THE FREQUENCY ADAPTER SPHERICAL BEARING WERE FOUND CRACKED. REFERENCES: MET CHP 62.35-00.601, 62.35-00.729.

CA090526006

SNIAS

LYC  

 

LEAF SPRING

CRACKED

5/22/2009

AS350B2

LTS101700D2

 

350A2113832403

PILOT SEAT

(CAN) DURING AN INSP, A CRACK WAS FOUND ON THE FWD RT AINTI-VIBRATOR LEAF PIN 350A21-1383-2403, AS NOTED IN DRAWING.

CA090525001

SNIAS

TMECA

 

PRESSURE SWITCH

UNSERVICEABLE

5/24/2009

AS350BA

ARRIEL1B

 

MA12401

HYD SYSTEM

(CAN) "HYD" WARNING LIGHT WOULD NOT GO OUT DURING SERVICING GROUND RUN. REPLACEMENT PRESSURE SWITCH INDICATED PROPER OPERATION OF HYD SYS. CAN NOT DETERMINE IF PRESSURE SWITCH PROBLEM ELECTRICAL OR MECHANICAL.

CA090506001

SWRNGN

GARRTT

 

COOLING TURBINE

OVERSERVICED

4/30/2009

SA227AC

TPE331*

 

20475546

 

(CAN) FLIGHT CREW OBSERVED SMOKE IN CABIN. ACFT RETURNED TO BASE. MX WAS CALLED AND UPON INSP FOUND EXCESSIVE OIL IN UNIT AND OIL SMEARED AROUND THE PANEL BY THE AIR CYCLE MACHINE. THE OIL LEVEL WAS ADJUSTED AND THE EXCESS AMOUNT WAS REMOVED. ACFT GROUND TESTS SERVICEABLE AND RETURNED TO SERVICE.

CA090519007

SWRNGN

GARRTT

 

VALVE

STUCK

5/17/2009

SA227AC

TPE33111U

 

350501

NLG STEERING

(CAN) DURING THE LANDING ROLLOUT, FLIGHT CREW ATEMPTED TO STEER ACFT USING NOSE WHEEL STEERING WHICH WAS UNRESPONSIVE. NOSE STEERING SYS INDICATED NO FAULTS AND ALL REQUIRMENTS NEEDED FOR NOSE STEERING FUNCTION WERE OBTAINED (IE GEAR DOWN, NWS ARMED, ETC). NOSE WHEEL JUST WOULD NOT STEER AS COMMANDED. ACFT WAS FLOWN ON A FERRY PERMIT TO BASE FOR REPAIRS WHERE MX DISCOVERED ARMING VALVE (PART OF THE NWS MANIFOLD) WAS NOT OPENING ALLOWING HYD FLIUD TO NOSE STEERING ACTUATOR FOR STEERING. THIS MODE OF FAILURE WILL NOT ADVISE FLIGHT CREW OF A FAILURE OF NOSE STEERING SYS. MX REPLACED THE NWS MANIFOLD AS THE ARMING VALVE IS INTERGRAL TO THIS MANIFOLD AND TESTED THE NWS SYSTEM WITHOUT ANY FURTHER FAULTS. TOTAL TIME ON THE ARMING VALVE COULD NOT BE DETERMINED AS THIS COMPONENT IS ON CONDITION.

CA090512003

SWRNGN

GARRTT

 

ENGINE

SURGES

5/9/2009

SA227AC

TPE33111U

 

 

RIGHT

(CAN) DURING THE DESCENT, APPROX 30NM FROM AIRPORT, RT ENGINE SURGED, THEN LOST POWER COMPLETELY, NTS LIGHT ILLUMINATED. CONFIRMED WITH POWER LEVER (NO TORQUE MOVEMENT, NOR YAW). COMPLETED ENGINE FAILURE CHECKLIST, DECLARED EMERGENCY (TRUCKS WERE DISPATCHED). LANDED WITHOUT FURTHER INCIDENT. THE QUESTION OF THE ENGINE STOPPED IN FLIGHT OR WENT TO REDUCED POWER HAS NOT BEEN CONFIRMED. ENGINE IS BEING REMOVED AND REPLACED FOR FURTHER INVESTIGATION.

CA090605001

ZLIN

LYC  

 

CABLE

FRAYED

6/4/2009

Z242L

AEIO360A1B6

 

Z14244130000

ELEVATOR TRIM

(CAN) THE FWD ELEVATOR TRIM CABLE WAS DISCOVERED FRAYED DURING SCHEDULED MX.

CA090508002

ZLIN

LYC  

 

CABLE

FRAYED

5/6/2009

Z242L

AEIO360A1B6

 

Z14244130000

ELEV TRIM

(CAN) THE FWD ELEVATOR TRIM CABLE WAS DISCOVERED FRAYED DURING A SCHEDULED 500 HOUR INSP.

CA090608004

ZLIN

LYC  

 

CABLE

SHEARED

6/5/2009

Z242L

AEIO360A1B6

 

Z4244120000

ELEVATOR TAB

(CAN) THE LT TRIM CABLE WAS THREADED THROUGH THE THE WASHER ON THE CABLE STOP AT MFG. TIGHTENING OF THE STOP NUT PERFORMS A SHEARING ACTION ON THE CABLE. THIS DEFECT HAS BEEN NOTED PREVIOUSLY.