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

311

bald eagle watching over three eggs

JUNE

2004

 


CONTENTS

AIRPLANES

AIR TRACTOR, INC................................................................................................................... 1

BEECH......................................................................................................................................... 2

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

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

AIR NOTES

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

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

SERVICE DIFFICULTY REPORTING PROGRAM................................................................... 4

IF YOU WANT TO CONTACT US........................................................................................... 5

AVIATION SERVICE DIFFICULTY REPORTS........................................................................ 5


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

AVIATION MAINTENANCE ALERTS

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

 

AIRPLANES

AIR TRACTOR, INC.

Air Tractor, Inc.; Model AT-602; Horizontal Stabilizer-to-Stabilizer Strut Eyebolt Failure; ATA 5551

An Air Tractor AT-602 was being ferried to Canada from the southern part of the United States. During the flight, the horizontal stabilizer failed and resulted in a forced landing.

A technician discovered the eyebolt that attaches the horizontal stabilizer spar to the stabilizer struts had failed. (Refer to the illustration.)

The FAA strongly recommends the registered owner and operator comply with Special Airworthiness Information Bulletin (SAIB) CE-04-23, dated December 2, 2003. The SAIB can be retrieved at b then search for “SAIBs.”

Part total time: unknown.

The illustration shows the left horizontal stabilizer and the separation of the stabilizer struts, with a close-up of the eyebolts that attaches the horizontal stabilizer spar to the stabilizer struts.

 


BEECH

Beech; Model F33A; Bonanza; Landing Gear Failure; ATA 3230

The pilot reported the landing gear failed to extend in flight. The crew was able to hand crank the gear down, and the pilot made a safe landing.

The technician placed the aircraft on jacks, and cycled the landing gear IAW MM. Three out of four times he cycled the gear, the dynamic relay control (P/N SM50D7) stuck. He removed the relay and replaced it with a new relay.

A search of the FAA Service Difficulty Reporting Program data base contains 41 additional reports on dynamic relay (P/N SM50D7), which are also used on the flap system of other Beech aircraft.

Part total time: 118 hours.

 

Beech; Model 100; King Air; Landing Gear Failure; ATA 3230

The left landing gear failed to extend for landing. The pilot attempted several times to lower the landing gear while in contact with maintenance personnel. He landed the aircraft with the gear retracted. The aircraft sustained damage to the lower fuselage, lower nacelle, and propellers.

The initial inspection revealed the left torque shaft sheared inboard of the landing gear actuator attach point due to failure of the left landing gear actuator (P/N 99-810057-652).

Part total time: 2,744 hours.

 

CESSNA

Cessna; Model 208B; Grand Caravan; Cracked Fuselage Structure; ATA 5313

During an inspection, the technician discovered the left longeron (P/N 2613105-31) and right longeron (P/N 2613105-28) were cracked at the lower aft corner of the cutouts for the control column torque tube. The right longeron was cracked 3/8 inches and a second crack was ¾ inch long. The crack extended down and aft to the nearest rivet. The left longeron had a ¾ inch crack extending down and aft to the nearest rivet.

The submitter believes the cracks are due to loads imposed by the nose gear spring supports at a point where the longeron web has been mostly removed to clear the control column torque tube.

Part total time: 13,890 hours.

 

Cessna; Model 650; Citation III; Chafing Ground Spoiler Hydraulic Line; ATA 2910

During a routine postflight inspection, the technician noticed a significant amount of hydraulic fluid on the right wing lower surface forward and inboard of the main landing gear wheel well area. He discovered the right wing ground spoiler hydraulic line assembly (P/N 6207010-98) was chafing against the right wing aileron control cable.

A search of the FAA Service Difficulty Reporting Program data base contains one additional report regarding spoiler hydraulic line chafing.

Part total time: 5,013 hours.

 


PIPER

Piper; Model PA-28-201; Arrow; Defective Engine-Induction System; ATA 7160

The alternate air-door hinge (P/N 99047-000) is attached by three (AN470AD3) solid rivets. The three rivets sheared and the air door became lodged in the fuel control servo throttle body.

According to the submitter, this failure occurred on takeoff; however, the pilot was able set the aircraft back down safely.

The submitter reported finding similar defects on other like aircraft. A search of the FAA Service Difficulty Reporting Program data base contains two additional reports of air box failure.

Part total time: 272 hours.

 

Piper; Model PA-31T1; Cheyenne I/IA; Fractured Start/Stop Control Lever Bracket; ATA 7600

During a ground performance run, the technician could not shutdown the left engine. He discovered the left engine start/stop control lever bracket (P/N 49664-02) had fractured at the fuel control unit (FCU) mounting hole. (Refer to the illustration.)

The submitter reported one additional failure, which was also discovered at his repair station.

Part total time: 4,270 hours.

The illustration shows the fuel control unit (FCU) with the fractured start/stop control lever bracket.

 


AIR NOTES

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

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

Various electronic versions of this form have been used in the past; however, this new electronic version is more user friendly and replaces all other versions. You can complete the form online and submit the information electronically. The form is used for all aircraft except certificated air carriers who are provided a different electronic form. The Internet address is: http://forms.faa.gov/forms/faa8010-4.pdf

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

 

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

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

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

 

SERVICE DIFFICULTY REPORTING PROGRAM

The objective of the Service Difficulty Reporting (SDR) Program is to achieve prompt and appropriate correction of conditions adversely affecting continued airworthiness of aeronautical products fleet wide. The SDR program is an exchange of information and a method of communication between the FAA and the aviation community concerning inservice problems.

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 which may impair its future function, it is considered defective and should be reported under the program.

These reports are known by a variety of names: Service Difficulty Reports (SDR), Malfunction or Defect Reports (M or D) and Maintenance Difficulty Reports (MDR).

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 of this review, 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 (AD’s) to address a specific problem.

The primary source of SDR’s are certificate holders operating under Parts 121, 125, 135, 145 of the Federal Aviation Regulations, and the general aviation community which voluntarily submit records. FAA Aviation Safety Inspectors may also report service difficulty information when they conduct routine aircraft and maintenance surveillance as well as accident and incident investigations.


The SDR data base contains records dating back to 1974. Reports may be submitted on the Internet through an active data entry form or on hard copy. The electronic data entry form is in the Flight Standards Aviation web site. The URL is: http://av-info.faa.gov/.

A public search/query tool is also available on this same web site. This tool has provisions for printing reports or downloading data.

At the current time we are receiving approximately 45,000 records per year.

Point of contact is:
John Jackson
Service Difficulty Reporting System Program Manager
Aviation Data Systems Branch, AFS-620
P.O. Box 25082
Oklahoma City, OK 73125

Telephone: (405) 954-6486
E-mail: 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: Isaac Williams (405) 954-6488
FAX: (405) 954-4570 or (405) 954-4655

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

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

 

AVIATION SERVICE DIFFICULTY REPORTS

The following are abbreviated reports submitted between April 25, 2004, and May 21, 2004, which have been entered into the FAA Service Difficulty Reporting (SDR) System data base. This is not an all inclusive listing of Service Difficulty Reports. For more information, contact the FAA, Regulatory Support Division, Aviation Data Systems Branch, AFS-620, located in Oklahoma City, Oklahoma. The mailing address is:

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

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

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


Federal Aviation Administration

Service Difficulty Report Data

 

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

Control Number

Aircraft Make

Engine Make

Component Make

Part Name

Part Condition

Difficulty Date

Aircraft Model

Engine Model

Component Model

Part Number

Part Location

2004FA0000289

 

LYC  

 

DIAPHRAGM

IMPROPER

3/1/2004

 

IO540*

 

2526388

FUEL DIVIDER

MATERIAL TOO THIN OR TOO SOFT. WHEN TORQUING RETAINING SCREW MATERIAL SQUEEZES OUT WITH NR 5 TORQUE. FUEL FLOW DIVIDER, BENDIX.

109041504

AGUSTA

 

 

SPIDER

WORN

4/14/2004

A109

 

 

1090130117

T/R PITCH

MECHANIC PERFORMING ROUTINE DAILY INSPECTION NOTICED EXCESSIVE ROTATIONAL PLAY IN THE TAILROTOR PITCH CHANGE SPIDER ASSEMBLY. THIS COMPONENT IS INTERNALLY SPLINED TO THE TAIL ROTOR OUTPUT SHAFT. EXCESSIVE WEAR ON THE SPLINES WILL ULTIMATELY RESULT IN THE PITCH CHANGE ASSEMBLY TO SKIP OUT OF ITS PROPER POSITION.

2004FA0000286

AGUSTA

 

 

ROD END

BROKEN

1/28/2004

A109E

 

 

3637GR85

ROTOR BRAKE

ON SHUTDOWN A BUMP WAS FELT WHEN ENGINES WERE SET TO IDLE, SHUTDOWN AND WHEN ROTOR BRAKE WAS APPLIED. ON POST FLIGHT BROKEN DAMPER ROD END WAS FOUND. PROBABLE CAUSE WAS POSSIBLE MATERIAL DEFECT. AD2003-26-04 DAMPER ROD END INSPECTION ADDRESSES THIS PROBLEM.

2004FA0000337

AIMM

 

 

CABLE

BROKEN

3/29/2004

AMT200S

 

 

52621

STARTER

STARTER CABLE PN 52621 BROKE AT THE LUG CONNECTED TO THE STARTER.

2004FA0000384

AIMM

 

 

NUT  

MISSING

4/21/2004

AMT200S

 

 

5PA108

LANDING GEAR

UPON LANDING AIRCRAFT VEERED OFF THE RUNWAY. UPON INSPECTION IT WAS FOUND THAT THE NUT, (PN 5PA-108) HAD FALLEN OFF ALLOWING THE LINK (PN 32358) TO SEPARATE.

2004FA0000368

AIMM

 

 

CABLE

BROKEN

3/29/2004

AMT200S

 

 

52621

STARTER

STARTER CABLE PN 52621 BROKE AT THE LUG CONNECTED TO THE STARTER.

2004FA0000382

AIMM

 

 

CABLE

BROKEN

3/29/2004

AMT200S

 

 

52621

STARTER

STARTER CABLE PN 52621 BROKE AT THE LUG CONNECTED TO THE STARTER.

AUS20040026

AIRBUS

GE  

 

WARNING LIGHT

ILLUMINATED

1/16/2004

A300*

CF680

 

 

CARGO DOOR

(AUS) FORWARD CARGO DOOR MESSAGE. LIMITED INFORMATION PROVIDED.

CA040225004

AIRBUS

CFMINT

 

ENGINE

STALLED

2/25/2004

A320211

CFM565A1

 

 

NR 1 

(CAN) FAULT: REPEAT NR 1 ENG. STALL.(MORE INFO WILL FOLLOW)

AUS20040027

AIRBUS

GE  

 

FUMES

DETECTED

1/18/2004

A330300

CF680

 

 

GALLEY

(AUS) PLASTIC SMELLING FUMES IN REAR GALLEY. INVESTIGATION COULD FIND NO CAUSE FOR THE FUMES.

NP0002

AMD  

 

 

LINE

CRACKED

9/9/2003

FALCON20

 

 

MY20751635

HYD SYSTEM

FOUND HYDRAULIC FLUID AROUND AFT END OF LT HYDRAULIC RESERVOIR. CLEANED AREA AND FOUND NOTHING. PRESSURIZED THE NR 1 HYDRAULIC SYST AND FOUND NO LEAK. AFTER SEVERAL FLIGHTS, FOUND SIMILAR HYDR FLUID TRACES AROUND HYD RESERVOIR BUT FOUND NO CRACK. CLEANED AREA AND RAN BOTH ENGINES FOR 30 MINUTES BEFORE LEAK APPEARED. COULD NOT SEE A CRACK VISUALLY. REMOVED AND REPLACED LINE. AFTER REMOVING LINE, IT HAD TO BE BENT BACKWARDS BEFORE CRACK WAS VISIBLE. THE ALUMINUM HYDRAULIC LINES IN THE AFT COMPARTMENT ARE ON THE TOP TEN HIT LIST FOR FAILURES. SUGGEST BEING DILIGENT IN LOOKING FOR LEAKS IN THE AFT COMPARTMENT.

NP0003

AMD  

 

 

LINE

CRACKED

1/11/2004

FALCON20

 

 

MY20751106

HYD SYSTEM

FOUND HYD FLUID DRIPPING OUT OF TAIL OF AC. INSPECTED AFT COMPARTMENT, FOUND HYD FLUID UNDER LT HYD RESERVOIR. FOUND RESERVOIR MAIN RETURN LINE CRACKED. REMOVED AND REPLACE LINE. FOURTH ALUMINUM LINE REPLACED IN LT HYD SYST IN AFT COMPARTMENT. NOTICED THAT THIS LINE IS NOT CLAMPED ANY WHERE BETWEEN END BUT LOOKED LIKE IT SHOULD. CHECKED FOR EXCESS VIBRATIONS WHEN THE HYD SYST IS RUNNING AND HAVE ONLY FOUND WHAT WOULD BE CONSIDERED NORMAL. HOWEVER, LINES DO VIBRATE EXCESSIVELY AFTER DISCONNECTING THE HYD CART ON FIRST ENGINE RUN. THERE IS AIR IN SYST THAT HAS TO WORK ITS WAY OUT AND DOES WITHIN A FEW SECONDS. SUGGESTED THAT A HARDER LOOK AND COME UP WITH A FIX FOR THE OLD, FAILING HYDRAULIC LINES.

NP0001

AMD  

GARRTT

 

LINE

CRACKED

7/7/2003

FALCON20

TFE7312B

 

MY20751634

HYD SYSTEM

ON POST FLT INSPECTION FOUND HYDRAULIC FLUID UNDER AND AROUND AFT END OF LT HYDRAULIC RESERVOIR. CLEANED AREA AND FOUND SMALL CRACK IN HYD SYSTEM RETURN LINE. REMOVED AND REPLACED LINE.

GILALEX404

AMRGEN

 

 

SUPPORT ANGLE

BUCKLED

4/9/2004

AA5B

 

 

 

FUSELAGE

AIRCRAFT WAS INSPECTED IAW CE-04-34. BUCKLING WAS FOUND ON BOTH OF THE SUPPORT ANGLES (1 AND 2) JUST BELOW THE HORIZONTAL STAB. MOUNTING BOLTS. SMALL CRACKS FOUND AT THE TOP OF THESE SUPPORT ANGLES. MINOR BUCKLE FOUND AT LT SIDE OF LOWER STIFFENER AT ARROW NUMBER 7.

GILALEX404A

AMRGEN

 

 

SUPPORT ANGLE

BUCKLED

4/9/2004

AA5B

 

 

 

FUSELAGE

AIRCRAFT WAS INSPECTED IAW SAIB CE-04-34. BUCKLING WAS FOUND ON BOTH OF THE SUPPORT ANGLES JUST BELOW THE HORIZONTAL STAB. MOUNTING BOLTS. SMALL CRACKS FOUND AT THE TOP OF THESE SUPPORT ANGLES. MINOR BUCKLE FOUND AT LT SIDE OF LOWER STIFFENER AT ARROW NUMBER 7 IN SAIB PICTURE.

2004FA0000140

AMTR

LYC  

 

SPINNER

MISINSTALLED

1/28/2004

RV4  

O320E2C

 

 

PROPELLER

PROPELLER DAMAGED BEYOND REPAIR DUE TO IMPROPER SPINNER INSTALLATION.

2004FA0000377

AMTR

AMTR

 

BEARING

SEIZED

5/10/2004

RV8A

CHEVYV6

 

 

ENGINE

THIS WAS SECOND FLIGHT ON THE AIRCRAFT, AIRCRAFT DEPARTED, AND UPON CLIMB OUT ENGINE EXPERIENCED HIGH OIL TEMPERATURE AND REDUCED RPM, PILOT RETURNED TO RUNWAY AND LANDED SHORT OF RUNWAY THRESHOLD. EXAMINATION OF ENGINE BY THE PILOT REVEALED THAT MAIN BEARINGS AND ROD BEARING CLEARANCES WERE TOO TIGHT AND ENGINE PARTIALLY SEIZED. ENGINE INSTALLED IN THIS EXPERIMENTAL AIRCRAFT IS CONVERTED FOR AIRCRAFT USE. TOTAL RUN TIME ON ENGINE IS APPROXIMATELY FIVE HOURS.

2004FA0000334

AMTR

ROTAX

 

HOSE

IMPROPER PART

3/3/2004

VORTEX

ROTAX582

 

 

VACUUM SYSTEM

THE VACUUM LINE GOING TO THE FUEL PNEUMATIC PUMP HAD AN IRREGULAR PART INSTALLED. THE MM REQUIRES A HARD, NON-COLLAPSIBLE, FUEL RESISTANT LINE. THE LINE INSTALLED WAS FLEXIBLE/COLLAPSABLE AND HAD A 45 DEGREE KINK ON THE VACUUM SIDE. THIS MAY LEAD TO LESS VACUUM TO THE FUEL PUMP LOWERING THE CAPABILITY OF THE PUMP. RECOMMEND FOLLOW THE MFG PROCEDURES WHEN INSTALLING THE ENGINE.

CA040129004

BAC  

LYC  

KIDDE

HEAD

CONTAMINATED

1/27/2004

146200A

ALF502R5

 

3473641

FIRE EXTINGUISH

(CAN) THIS DUAL OUTLET CARGO BAY EXTINGUISHER WAS RECEIVED FOR OVERHAUL AFTER HAVING BEEN DISCHARGED THROUGH ONE OUTLET. UPON REMOVAL OF THE DISCHARGE HEAD FROM THE FIRED OUTLET, A SIGNIFICANT AMOUNT OF AN UNIDENTIFIED COARSLY CRYSTALLINE CONTAMINANT WAS FOUND INSIDE THE DISCHARGE HEAD. THE MAJORITY OF THE CONTAMINANT WAS PACKED INTO THE UPPER PART OF THE DISCHARGE HEAD, BETWEEN THE INSIDE SURFACES OF THE HEAD AND THE DEBRIS SCREEN. SOME OF THE CONTAMINANT HAD ALSO FALLEN INTO THE INTERIOR OF THE EXTINGUISHER THROUGH THE FIRED OUTLET.THE CONTAMINANT APPEARS TO BE CORROSIVE, BECAUSE SIGNIFICANT CORROSION WAS FOUND ON THE DISCHARGE HEAD RETAINING NUT, AND TO A LESSER DEGREE ON THE INSIDE SURFACES OF THE DISCHARGE HEAD AND ON THE DEBRIS SCREEN.

CA040304011

BAG  

GARRTT

 

MAXARET

BROKEN

3/3/2004

JETSTM3212

TPE33110UG

 

69596

HYD SYSTEM

(CAN) AFTER A FLIGHT THE AIRCRAFT WAS BEING PULLED INTO THE HANGAR. AN AME WAS WALKING PAST THE AIRCRAFT AND NOTICED THE LT ANTI-SKID COVER WAS MISSING THE THREE RIVETS ON THE CASE. ON REMOVAL OF THE COVER THE COMPOSITE BLOCKS DESIGNED TO HOLD THE DRIVE PORTION OF THE MAXARET AND THE DRIVING HEAD WERE FOUND BROKEN. THE MAXARET APPEARS TO HAVE SEIZED CAUSING THE DAMAGE. THIS UNIT HAS NO LIFE OR OVERHAUL LIMITS. THE ONLY SCHEDULED INSPECTION OF THE UNIT IS WHEN IT IS INSTALLED.

2004FA0000393

BBAVIA

LYC  

 

COTTER PIN

SHEARED

12/27/2003

7ECA

O235C1

 

AN32022

RUDDER PEDAL

COTTER KEY USED TO SECURE THE CLEVIS PIN BETWEEN THE RT RUDDER PEDAL AND RT BRAKE MASTER CYLINDER FAILED. THE HEAD OR TANGS OF THE COTTER KEY STRIKE AN ANGLE BRACKET ON THE FIREWALL WHEN THE RUDDER PEDAL IS FULLY DEPRESSED, DEPENDING UPON WHICH WAY THE CLEVIS PIN HAS ROTATED. AFTER THE COTTER KEY FALLS OUT OF THE CLEVIS PIN, THE CLEVIS PIN SEPARATES FROM THE RUDDER PEDAL AND BRAKE MASTER CYLINDER ASSY. THE RUDDER PEDAL FALLS FORWARD, ALLOWING THE TOP OF THE RUDDER PEDAL TO COME IN CONTACT WITH THE FIREWALL WHEN DEPRESSED. THIS RESULTS IN A LOSS OF RUDDER PEDAL TRAVEL. THE COTTER KEY TANGS SHEARED AT THE CLEVIS PIN.

CA040224004

BEECH

PWA  

 

BEARING

LOOSE

2/17/2004

100BEECH

PT6A28

 

3011587

FCU ROD END

(CAN) ON INSPECTION, THE ROD ENDS WERE FOUND TO BE BADLY WORN ON THE ROD FROM THE START CONTROL TO FUEL CONTROL UNIT.

2004FA0000274

BEECH

PWA  

 

DRAG BRACE

CORRODED

2/17/2004

1900D

PT6*

 

5082020517

NLG 

THE LOWER BOLT WAS SEVERELY CORRODED IN PLACE REQUIRING IT TO BE DRIVEN OUT FOR REPLACEMENT. THIS BOLT, CENTER DRAG BRACE ASSY PIVOT, IS LUBRICATED ON BOTH ENDS VIA THRU BOLT GREASE PROVISIONS. THE CENTER PORTION HAS NO PROVISION FOR GREASE SINCE THIS AREA IS NON ROTATING. THERE IS NO REQUIREMENT TO REMOVE THIS BOLT UNTIL THE 5 YEAR OVERHAUL BY WHICH TIME THE BOLT AND DRAG BRACE HAVE CORRODED TO THE POINT OF REQUIRING REPLACEMENT.

CA040210008

BEECH

PWA  

 

DOWNLOCK SWITCH

DEFECTIVE

2/6/2004

1900D

PT6A67D

 

1003810061

MLG 

(CAN) ON APPROACH TO HIGH LEVEL WHEN GEAR WAS EXTENDED THE GREEN NOSE GEAR DOWN LIGHT DID NOT ILLUMINATE. THE RED IN TRANSIT LIGHT HAD EXTINGUISHED. AIRCRAFT LANDED UNEVENTFULLY AND WAS INSPECTED AND DEEMED SAFE FOR SPECIAL FLIGHT PERMIT WITH NO PAX. MAINTENACE FOUND THE NOSE GEAR DOWNLOCK SWITCH TO BE DEFECTIVE. IT WAS REPLACED AND GEAR SWINGS SHOWED NO FURTHER PROBLEMS.

CA040308007

BEECH

PWA  

 

GEARBOX

INOPERATIVE

3/2/2004

200BEECH

PT6A41

 

 

MLG 

(CAN) DURING FLIGHT THE LANDING GEAR TOOK LONGER THAN NORMAL TO RETRACT. COULD NOT DUPLICATE THE PROBLEM IN THE HANGAR EVEN WHEN SWINGING THE GEAR WITH EXTRA LOADS. SUSPECTED THAT THE CLUTCH WAS SLIPPING DURING RETRACTION WITH THE INCREASED LOADS DURING FLIGHT. THE LANDING GEAR GEARBOX WAS REPLACED AND THE AIRCRAFT WAS RETURNED TO SERVICE WITH OUT FURTHER INCIDENT.

2004F00085

BEECH

LYC  

 

TUBE

BROKEN

2/27/2004

36BEECH

TIO540J2BD

 

LW120980100

FUEL SYSTEM

THIS IS THE TUBE THAT ATTACHES FROM THE FLOW DIVIDER TO THE INJECTOR. THE TUBE BROKE AT THE WELD ON THE END ATTACHED TOT THE FLOW DIVIDER. THE LACK OF SUPPORT CLAMPS ON THE LINE MAY HAVE CAUSED THE LINE TO VIBRATE AND BREAK.

AUS20040033

BEECH

LYC  

 

MOTOR

FAULTY

1/20/2004

76  

O360A1G6D

 

EVE4001

HYD PUMP

(AUS) LANDING GEAR HYDRAULIC PUMP ELECTRIC MOTOR FAULTY. INVESTIGATIONFOUND BROKEN WIRE IN THE MOTOR WINDINGS.

CA040304007

BEECH

CONT

 

CONTROL CABLE

BROKEN

3/3/2004

95B55

IO470L

 

5038901027

MIXTURE CONTROL

(CAN) DURING CRUISE FLIGHT THE PILOT NOTICED THAT THE RT MIXTURE WAS NOT RESPONDING TO CONTROL MOVEMENT. THE AIRCRAFT RETURNED TO BASE UNEVENTFULLY AND UPON MAINTENANCE INSPECTION FOUND THE ENGINE SIDE OF THE CABLE HAD BROKEN AT THE ROD END WHERE THE CABLE SHEATH WAS SWAGED ONTO THE CABLE. THE CABLE IS BEING REPLACED. THE TOTAL TIME ON THIS CABLE ASSY WAS 4.6 TSN.

2004FA0000402

BEECH

PWA  

 

ACTUATOR

SEPARATED

3/10/2004

A200

PT6A41

 

1015210161R

TE FLAPS

CREW RETRACTED FLAPS, FLAPS STOPPED .5000 WAY UP. SPLIT FLAP SAFETY CIRCUIT STOPPED FLAP RETRACTION. REVEALED THAT LT IB FLAP ACTUATOR HAD FAILED. 90 DEGREE DRIVE (P/N 50-380153-3) HAD COMPLETELY SEPARATED FROM MAIN BODY (SCREW DRIVE) OF ACTUATOR. FAILURE WAS CAUSED BY LOCKING PIN IN 90 DEG. DRIVE WHICH HAD NOT BEEN PROPERLY ENGAGED INTO GROOVE IN MAIN BODY AT LAST O/H. WEAR EVIDENCE SHOWS, PIN WAS IMPROPERLY ENGAGED IN MAIN BODY, DID NOT ENGAGE GROOVE APPROPRIATELY. GROOVE AND PIN WORE UNTIL IT ALLOWED THE 90 DEGREE DRIVE TO DISENGAGE FROM MAIN BODY, 3352 LANDINGS AND 3753 HOURS SINCE ACTUATOR ASSY WAS LAST OVERHAULED. THERE IS NO PRESCRIBED OVERHAUL TIME OR CYCLE LIMIT REQUIREMENT FOR THIS ACTUATOR.

CA040303004

BEECH

GARRTT

 

GUSSET

UNBONDED

3/2/2004

B100

TPE3316252B

 

 

WINDOW POST

(CAN) WHILE REMOVING A BROKEN CO-PILOT WINDSHIELD IT WAS NOTED CHAFFING ON THE WINDSHEILD FRAME. INTERIOR TRIM THAT IS ATTACHED TO THE CENTER PILLAR HAD BECOME UNATTACHED AND FALLEN DOWN INTO CONTACT WITH THE WINDSHEILD PILLAR GUSSET. MFG WAS IMMEDIATELY CONTACTED AND A REPAIR SCHEME FORWARDED TO ALLOW THE AIRCRAFT TO RETURN TO SERVICE.

2004F00104

BEECH

PWA  

 

CONTROL COLUMN

INOPERATIVE

3/22/2004

B300

PT6A60A

 

100524119

COCKPIT

DURING A PHASE INSPECTION A SQUEAK WAS NOTED DURING MOVEMENT OF FLIGHT CONTROL COLUMN. INVESTIGATION REVEALED. LOOSE RIVETS BETWEEN THE CONTROL T COLUMN AND BEARING PLATES AT THE POINT WHERE THE CONTROL COLUMN ATTACHES TO THE AIR FRAME AND PIVOTS. MFG ISSUED SB. AC WAS INSPECTED AT THAT TIME AND FOUND AIRWORTHY. THIS PROBLEM OCCURRED 12 HOURS AFTER COMPLETION OF SB. WOULD SUGGEST MFG THIS ITEM TO ALL PHASE INSP.

2004FA0000302

BEECH

 

 

STOP

MISINSTALLED

3/25/2004

B300B350C

 

 

101810505

DRAG LEG STOP

FOUND DRAG LEG STOPS INSTALLED UPSIDE DOWN. STOPS CAUSED DAMAGE TO THE UPPER DRAG LEG. UPPER DRAG LEG CANNOT HAVE ANY DAMAGE IAW THE COMPONENT MM. NO PREVIOUS MAINTENANCE PERFORMED ON THE LANDING GEAR. SUSPECT AIRCRAFT WERE DELIVERED WITH THIS PROBLEM.

CA040318006

BEECH

PWA  

 

SKIN

CRACKED

3/4/2004

B300B350C

PT6A60A

 

1304300515

FUSELAGE

(CAN) DURING INSP, SEVERAL LOOSE RIVETS IN FWD AREA OF PRESSURE VESSEL, 2 RIVET HEADS SHEARED OFF AT FS 201.775. AFTER REMOVING ELEC PANEL AND DUCTS UNDER CABIN FLOOR, CRACKS WERE DETECTED IN RADIUS OF RIB WHERE IT ATTACHES TO STINGER 16, 15L. STRIPPED PAINT OFF BELLY FROM FS 158 TO 201 TO FACILITATE CLOSER INSP 2 CRACKS WERE VISUALLY DETECTED IN SKIN AROUND RIVET HOLES FOR STRINGERS 16. HAD EDDY CURRENT TESTING ON ENTIRE AREA WITH CRACKS FOUND AND NOTED IN BELLY SKIN AT FS179.525 AT 1ST RIVET LT OF C/L , 1ST RIVET RT OF CENTER LINE AND 8TH RIVET RT OF CENTER LINE. EDDY CURRENT TESTING WAS CARRIED OUT ON RIB WITH CRACKS NOTED IN RADIUS ON OB SIDE OF STRINGER 15 LT AND BOTH SIDES OF STRINGER 16 (C/L).

040604

BEECH

PWA  

 

BOLT

DAMAGED

4/6/2004

C90  

PT6A20

 

MS9714-XX

ENGINE

THE ENGINE WAS SPLIT AT THE (C) FLANGE. AFTER REMOVAL OF THE C.T. DISC, IT WAS NOTED THAT 2 BOLTS HOLDING THE INNER EXIT DUCT TO THE ENGINE HAD SHEARED OFF AND WERE LODGED IN THE AREA, WITH THE REMAINDER OF THE BOLT SHANKS LEFT IN THE BOLT HOLES. DAMAGE WAS NOTED ON THE C.T. DISC. SAFETY WIRE WAS PRESENT IN ALL THE BOLTS INCLUDING THE SHEARED BOLT HEADS.

033104

BEECH

PWA  

 

BOLT

BACKED OUT

3/24/2004

C90  

PT6A20

 

MS9714-XX

COMPRESSOR

PILOT REPORTS (GRINDING) SOUND WHEN PROPELLER IS SPUN BY HAND. THE ENGINE WAS SPLIT AT THE (C) FLANGE WHERE DEBRIS WAS NOTED AT THE 6 O'CLOCK AREA BETWEEN THE COMPRESSOR TURBINE BLADES AND SHROUD SEGMENTS. AFTER REMOVAL OF THE CT DISK, IT WAS NOTED THAT FOUR BOLTS HOLDING THE INNER EXIT DUCT TO THE ENGINE WERE MISSING. THE DEBRIS WERE THE REMAINS OF THE FOUR BOLTS. SAFETY WIRE WAS NOT PRESENT IN THE REMAINING FOUR BOLTS. 370 HOURS SINCE ENGINE O/H.

CA040211005

BEECH

PWA  

 

WINDSHIELD

FAILED

1/23/2004

C90A

PT6A21

 

101384025

COCKPIT

(CAN) DEFECT REPORTED AS, RT OUTER WINDSHIELD SHATTERED IN FLIGHT. AIRCRAFT WAS ENROUTE AT FL250 WHEN THE WINDSHIELD SHATTERED WITH NO PRIOR INDICATIONS AND NO WINDSHIELD HEAT SELECTED, OAT WAS 41C. THE AIRCRAFT DIVERTED TO HOME BASE. UPON INSPECTION IT WAS DISCOVERED THAT THE INNER PANE HAD SHATTERED AND WINDSHIELD REPLACED WITH SUPERCEDED P/N 101-384025-24 IAW THE STRESS FREE INSTALLATION KIT INSTRUCTIONS. SCREWS TORQUED FOLLOWING SEALANT CURE TIME.

2004FA0000295

BEECH

CONT

 

SENSOR

FAULTY

1/27/2004

E55  

IO520*

 

58380019

FUEL TANK

FLOAT DOES NOT BRING ARM TO FULL UP STOP WHEN SUBMERGED. IT WILL COME UP TO APPROX .7500 TO .8750 OF ITS TRAVEL. TAPPING ON THE HOUSING WILL EVENTUALLY BRING IT TO THE UP STOP. THIS, IAW MFG, DOES NOT MEET THEIR SPECIFICATIONS. THE FLOAT APPEARS TO NOT HAVE ENOUGH BUOYANCY. FOUR (4) OF THESE TRANSMITTERS WERE TRIED, WITH NO FAVORABLE RESULTS.

2004FA0000347

BEECH

CONT

 

ALTERNATOR

FAILED

3/31/2004

F33A

IO520*

 

646843

ENGINE

OVERHAULED GEAR DRIVEN ALTERNATOR REPEATED FAILURE. ALTERNATOR P/N 646843 S/N D022878 WENT TO TWO TIMES FOR REPAIR OR OVERHAUL AND FAILED VERY SOON AFTERWARDS EACH TIME. 25 HOURS FIRST TIME AND .5 HOURS SECOND TIME. FIRST TIME WO NR MW25590 SECOND TIME WO NR MW29610.

2004FA0000365

BEECH

 

 

CABLE

BROKEN

3/29/2004

M35  

 

 

52621

STARTER

STARTER CABLE PN 52621 BROKEN AT THE LUG CONNECTED TO THE STARTER.

CA040301002

BELL

LYC  

 

COMPRESSOR

FAILED

8/17/2003

204B

T5311B

 

 

ENGINE

(CAN) THE AIRCRAFT DEPARTED A STAGING AREA, SHORTLY AFTER TAKEOFF, THE AIRCRAFT HAD AN ENGINE FAILURE AND CRASHED IN TALL TREES. THE PILOT WAS THE ONLY OCCUPANT AND WAS KILLED ON IMPACT. THE ENGINE WAS RECEIVED FROM OVERHAUL AND INSTALLED 18 HOURS PRIOR TO THE ACCIDENT. THE N.T.S.B. HAS CONFIRMED THAT THE COMPRESSOR ASSEMBLY SUFFERED A SUDDEN AND CATASTROPHIC FAILURE. THEY HAVE NOT YET DETERMINED THE EXACT CAUSE OF THIS FAILURE.

CA040204006

BELL

LYC  

 

FUEL CONTROL

FAILED

9/11/2003

205A1

T5317A

 

117024093

ENGINE

(CAN) ENGINE STOPPED IN-FLIGHT.

CA040302006

BELL

ALLSN

 

PUMP

DESTROYED

2/24/2004

206B

250C20

 

2C271

FUEL BOOST

(CAN) DURING GROUND RUN FOR MAINTENANCE ACTIVITY STROBING OF TAIL ROTOR ASSEMBLY AN EXPLOSING AND SUBSEQUENT FIRE OCCURRED IN THE FUEL CELL ASSEMBLY AND AFT PASSENGER COMPARTMEN. AIRCRAFT WAS ON ITS FOURTH START OF THE DAY FOR TAIL ROTOR BALANCING CHECK, FIRE EXTINGUISHED. AIRCRAFT SUFFERED SERIOUS STRUCTUREAL DAMAGE. MINOR GROUND MAINTENANCE PERSONNEL INJURY. AIRBOURNE FORWARD PUMP P/N 2C27-1 AFT PUMP P/N 1C27-10EA.

CA040225013

BELL

ALLSN

 

BEARING

FAILED

2/18/2004

206B

250C20B

 

 

HEATER

(CAN) DURING FLIGHT PILOT COULD SMELL SOMETHING ABNORMAL, HE LOOKED AT CB PANEL AND NOTICED HELICRAFT HEATER CB SWITCH HAD TRIPPED. HE THEN TURNED OFF BLEED AIR TO PREVENT HEAT DAMAGE, ONCE BLOWER WAS REMOVED IT WAS DETERMINED THAT THE BEARINGS HAD FAILED.

2004FA0000308

BELL

ALLSN

 

SWASHPLATE

INCORRECT

4/13/2004

206L3

250C30

 

206010450113

MAIN ROTOR

RECEIVED SWASHPLATE ASSY FROM VENDOR OVERHAUL SHOP. DURING INSTALLATION FOUND LEVER (PN 206-010-467-001) WAS INSTALLED UP-SIDE-DOWN. ALSO FOUND SHIMS (PN 206-010-463-005) WERE NET STACKED EVENLY. PROBABLE CAUSE: WORKMANSHIP AND QA PROBLEM.

CA040203005

BELL

PWA  

 

TUBE

CRACKED

1/22/2004

212  

PT6T3

 

3023724

GEARBOX

(CAN) DURING THE SCHEDULED INSPECTION CARRIED OUT THE BASE, THE AME NOTICED THAT THE TUBE P/N 3023724 WAS CRACKED BEHIND THE B-NUT AREA. THE CRACKED TUBE WAS REMOVED AND REPLACED.

CA040301007

BELL

PWA  

PWA  

BEARING

DISINTEGRATED

2/29/2004

212  

PT6T3

 

3021467

REUX GEARBOX

(CAN) VISUAL INSPECTION REVEALED BEARING RETAINING FAILURE. APRROXIMATELY ONE QUARTER OF RETAINER MISSING. WILL SEND TO PWC FOR EXAMINATION.

2004FA0000333

BELL

LYC  

BELL

STRAP

CRACKED

3/25/2004

UH1H

T53L13B

 

2040121127

M/R HEAD

AIRCRAFT WAS EXPERIENCING VIBRATIONS DURING FLIGHT, MAINTENANCE WAS UNABLE TO REMOVE THE VIBRATION THROUGH TRACK AND BALANCE PROCEDURES. THE MAIN ROTOR ASSEMBLY WAS REMOVED FOR INSPECTION. DURING THE INSPECTION A TENSION-TORSION STRAP WAS FOUND CRACKED AT BOTH ENDS WHERE THE PINS HOLD THE STRAPS IN PLACE. UPON FURTHER INVESTIGATION IT WAS DISCOVERED THAT THE STRAPS INSTALLED WERE NOT THE PROPER STRAPS FOR THIS M/R HEAD CONFIGURATION.

CA040305003

BOMBDR

PWC  

 

MANIFOLD

INOPERATIVE

12/18/2003

DHC8400

PW150A

 

481505

NLG STEERING

(CAN) NOSE STEERING CAUTION CAME ON DURING TAXI. VACATED RWY WITH HELP OF BRAKES AND FOOT STEERING. TOWED TO RAMP AND OFF-LOADED PAX THERE. SEVERAL UNSUCCESSFUL RESETS PERFORMED. INVESTIGATION/ACTION, STEERING CONTROL UNIT CHECKED FOR FAULT CODES. FAULT CODES EHVS AND SOVC PRESENT. STEERING MANIFOLD REPLACED IAW AMM 32-51-16.

2004FA0000369

CESSNA

CONT

 

MAIN BEARING

SEPARATED

4/29/2004

150E

O200*

 

SA627246

ENGINE

AFT THRUST FACES OF BOTH FRONT MAIN BEARING HALVES WERE SEPARATED FROM BEARING. THIS IS A ONE PIECE STYLE THRUST/MAIN BEARING. PROBLEM FOUND DURING OVERHAUL, NO INDICATIONS OF FAILURE NOTED BEFORE DISASSEMBLY. NO DAMAGE TO CASE OR CRANKSHAFT.

2004FA0000362

CESSNA

 

 

BOLT

CORRODED

3/25/2004

150M

 

 

AN824A

WING ATTACHING

WHEN PERFORMING MAINT. ON A/C, NOTED RUST ON HEADS OF MAIN SPAR WING ATTACHING BOLTS. REMOVED BOLTS FINDING THEM BADLY CORRODED AND RUSTED. INSPECTED FUSELAGE BEARING BORE AND SPAR BOAR AND INSTALLED NEW AN8-24A BOLTS. AGE AND ENVIRONMENT MAY BE PROBLEM, RECOMMEND COATING BOLTS AND BORE WITH EPOXY PRIMER AND INSTALLING WET.

CA040308001

CESSNA

CONT

 

BOLT

BROKEN

2/18/2004

150M

O200A

 

A251352

PROPELLER

(CAN) DURING INSTALLATION OF THE PROPELLER, WHEN TIGHTENING THE BOLTS TO THE SPECIFIC TORQUE OF 25-30 POUNDS FOOT. ONE OF THE BOLTS BROKE AT APPROXIMATELY 27 POUNDS FOOT. THE BOLT BROKE AT THE BASE OF THE THREADS NEAR THE START OF THE GRIP. A SECOND BOLT WAS TIGHTENED USING A DIFFERENT TORQUE WRENCH AND IT ALSO BROKE AT THE BASE OF THE THREADS AND AT APPROXIMATELY THE SAME TORQUE VALUE. THE TORQUE WRENCHES HAD BEEN CERTIFIED APPROXIMATELY ONE WEEK PRIOR. THE PROPELLER AND BOLTS HAD BEEN OVERHAULED AT A PROPELLER OVERHAUL SHOP AND WERE BEING REINSTALLED ON THE AIRCRAFT.

2004FA0000344

CESSNA

LYC  

 

SPAR

CRACKED

3/12/2004

152  

O235*

 

 

RUDDER

FOUND RUDDER SPAR CRACKED AT LIGHTENING HOLE JUST UNDER TOP RUDDER MOUNTING HINGE. 4 CRACKS WERE PRESENT, THE LONGEST WAS .5 INCH. RECOMMEND INSPECTION EVERY 100 HOURS, REPLACE WITH NEW SPAR MISSING LIGHTENING HOLE IF DEFECTIVE.

2004FA0000292

CESSNA

CONT

 

RETAINER

FAILED

3/5/2004

172D

O300D

 

24077

CYLINDER

FOUND UPPER VALVE RETAINER ABOUT 09 PERCENT WORN THROUGH BY OUTER SPRING (PN 625958) BUT HAD NOT FAILED YET. PN 24077 UPPER VALVE SPRING RETAINER.

2004FA0000293

CESSNA

CONT

 

RETAINER

WORN

3/5/2004

172D

O300D

 

 

ENGINE

FOUND PN 24077, UPPER VALVE SPRING RETAINER WORN OUT ALLOWING VALVE SPRING TO BYPASS IT. CAUSED LOSS OF STATIC RPM AND SOME ROUGHNESS OCCASIONALLY.

2004FA0000284

CESSNA

CONT

 

U BOLT

SHEARED

3/3/2004

172F

O300*

 

0541153

LT GEAR LEG

FOUND U BOLT ON LT MAIN GEAR SHEARED IN THREAD AREA UNDER NUT. PROBABLY NUT WAS OVERTORQUED.

2004FA0000366

CESSNA

 

 

BOLT

CORRODED

3/24/2004

172K

 

 

AN823A

SPAR 

WHILE REMOVING WING BOLTS, FOUND BOLTS RUSTED AND CORRODED. RECOMMENDED BOLTS BE INSPECTED AND COATED WITH EPOXY PRIMER, INSTALLING NEW BOLTS.

CA040301006

CESSNA

LYC  

 

TUBE

CRACKED

2/25/2004

172M

O320E2D

 

17540071

EXHAUST

(CAN) HAIRLINE CRACK IN TUBING, AROUND APPROXIMATELY .25 OF THE CIRCUMFERENCE, IMMEDIATELY BELOW WELDED FLANGE. CRACK WAS ON IB SIDE OF FLANGE AND NOT READILY VISIBLE.

2004FA0000307

CESSNA

LYC  

 

WIRE

SHORTED

4/9/2004

172P

O320*

 

103003

ALTERNATOR

THE 3 WIRES COMING FROM THE STATOR WERE SHORTED OUT ON THE CASE, THIS IS THE 4TH ALTERNATOR OVERHAULED WITH THE SAME FAILURE. WITH LESS THAN 390.0 HOURS SINCE OVERHAUL. WIRES NOT INSULATED PROPERLY.

2004FA0000317

CESSNA

LYC  

 

WIRE

SHORTED

4/8/2004

172P

O320*

 

 

ALTERNATOR

THE 3 WIRES COMING FROM THE STATOR ARE SHORTED OUT ON THE CASE. THIS IS THE 4TH ALTERNATOR OVERHAULED BY FACILITY WITH THE SAME FAILURE. ALL 4 ALTERNATORS HAD LESS THAN 390 HOURS SINCE OVERHAUL. THERE NEEDS TO BE MORE INSULLATION ON THE 3 WIRES.

2004FA0000291

CESSNA

LYC  

 

FIREWALL

CRACKED

3/18/2004

172R

IO360L2A

 

05530315

FUSELAGE

LOWER FIREWALL NUMEROUS CRACKS IN LOWER LEFT SIDE ZONE, 124, RADIATING FROM LOWER BATTERY MOUNT AND COWL MOUNT BRACKETS. THIS IS THE THIRD FIREWALL THAT DEVELOPED CRACKS IN THE SAME AREA.

2004FA0000311

CESSNA

LYC  

 

BUMPER BLOCK

WORN

1/8/2004

172RG

O360*

 

245000615

LT NLG DOOR

NG DOOR OB EDGE CAUGHT ON GEAR WELL BUMPERS AND PREVENTED NG DOORS FROM OPENING WHEN GEAR SELECTED DOWN. IT IS CAUSED BY DOORS BEING RIGGED WITH TOO LITTLE CLEARANCE, BUMPERS WEAR THIN AND ALLOW GEAR DOORS TO RAISE ON TOP OF BUMPER AND WEDGE DOORS. NOSE GEAR WOULD NOT EXTEND BECAUSE DOORS WERE WEDGED AND COULD NOT OPEN CAUSING A LANDING WITHOUT NOSE GEAR DEPLOYED, CAUSING DAMAGE TO THE PROPELLER AND NOSE GEAR DOORS. CLEARANCE IS .160 MAX AND .100 MIN. BUMPER IS .375 IN WIDTH AND IF BUMPER WEARS THIN OR EVEN AWAY THEN THERE IS AN EDGE THAT DOOR CAN WEDGE ON. CHECK GEAR DOOR OB EDGES TO INSURE SPOT WELDS ARE INTACT AND DOOR SKINS HAVE NOT SEPARATED ALLOWING ONE SKIN TO CATCH ON BUMPERS.

2004FA0000314

CESSNA

LYC  

 

DOOR

OUT OF RIG

1/8/2004

172RG

O360*

 

24130831

NLG 

NG DOOR OB EDGE CAUGHT ON GEAR WELL BUMPERS AND PREVENTED NG DOORS FROM OPENING WHEN GEAR SELECTED DOWN. IT IS CAUSED BY DOORS BEING RIGGED WITH TOO LITTLE CLEARANCE, BUMPERS WEAR THIN AND ALLOW GEAR DOORS TO RAISE ON TOP OF BUMPER AND WEDGE DOORS. NOSE GEAR WOULD NOT EXTEND BECAUSE DOORS WERE WEDGED AND COULD NOT OPEN CAUSING A LANDING WITHOUT NOSE GEAR DEPLOYED, CAUSING DAMAGE TO THE PROPELLER AND NOSE GEAR DOORS. CLEARANCE IS .160 MAX AND .100 MIN. BUMPER IS .375 IN WIDTH AND IF BUMPER WEARS THIN OR EVEN AWAY THEN THERE IS AN EDGE THAT DOOR CAN WEDGE ON. CHECK GEAR DOOR OB EDGES TO INSURE SPOT WELDS ARE INTACT AND DOOR SKINS HAVE NOT SEPARATED ALLOWING ONE SKIN TO CATCH ON BUMPERS.

2004FA0000313

CESSNA

LYC  

 

DOOR

OUT OF RIG

1/8/2004

172RG

O360*

 

24130832

NOSE GEAR

NOSE GEAR OB EDGE CAUGHT ON GEAR WELL BUMPERS AND PREVENTED NG DOORS FROM OPENING WHEN GEAR SELECTED DOWN. IT IS CAUSED BY DOORS BEING RIGGED WITH TOO LITTLE CLEARANCE, BUMPER WEAR THIN AND ALLOW GEAR DOORS TO RAISE ON TOP OF BUMPER AND WEDGE DOORS. NOSE GEAR WOULD NOT EXTEND BECAUSE DOORS WERE WEDGED AND COULD NOT OPEN CAUSING A LANDING WITHOUT NOSE GEAR DEPLOYED, CAUSING DAMAGE TO THE PROPELLER AND NOSE GEAR DOORS. CLEARANCE IS .160 MAX AND .100 MIN. BUMPER IS .375 IN WIDTH AND IF BUMPER WEARS THIN OR EVEN AWAY THEN THERE IS AN EDGE THAT DOOR CAN WEDGE ON. CHECK GEAR DOOR OB EDGES TO INSURE SPOT WELDS ARE INTACT AND DOOR SKINS HAVE NOT SEPARATED ALLOWING ONE SKIN TO CATCH ON BUMPERS.

2004FA0000312

CESSNA

LYC  

 

BUMPER BLOCK

WORN

1/8/2004

172RG

O360*

 

245000616

RT NLG WW

NG DOOR OB EDGE CAUGHT ON GEAR WELL BUMPERS AND PREVENTED NG DOORS FROM OPENING WHEN GEAR SELECTED DOWN. IT IS CAUSED BY DOORS BEING RIGGED WITH TOO LITTLE CLEARANCE, BUMPERS WEAR THIN AND ALLOW GEAR DOORS TO RAISE ON TOP OF BUMPER AND WEDGE DOORS. NOSE GEAR WOULD NOT EXTEND BECAUSE DOORS WERE WEDGED AND COULD NOT OPEN CAUSING A LANDING WITHOUT NOSE GEAR DEPLOYED, CAUSING DAMAGE TO THE PROPELLER AND NOSE GEAR DOORS. CLEARANCE IS .160 MAX AND .100 MIN BUMPER IS .375 IN WIDTH AND IF BUMPER WEARS THIN OR EVEN AWAY THEN THERE IS AN EDGE THAT DOOR CAN WEDGE ON. CHECK GEAR DOOR OB EDGES TO INSURE SPOT WELDS ARE INTACT AND DOOR SKINS HAVE NOT SEPARATED ALLOWING ONE SKIN TO CATCH ON BUMPERS.

2004FA0000299

CESSNA

LYC  

 

GOVERNOR

MALFUNCTIONED

11/20/2003

172RG

O360F1A6

 

C290D35

ENGINE

WHILE ON CLIMB OUT AT 2500 RPM AND 25 INCHES, ENGINE RPM SUDDENLY WENT TO 3000 AND PILOT WAS UNABLE HAVE ANY EFFECT WITH PROPELLER CONTROL. AIRCRAFT RETURNED TO AIRPORT USING THROTTLE TO CONTROL RPM. ENGINE CONTROLS WERE ALL FOUND TO BE INTACT AND OPERATING NORMAL. UNIT REMOVED AND SENT TO PROP SHOP FOR REPAIR.

2004FA0000395

CESSNA

LYC  

 

SERVO

INOPERATIVE

3/18/2004

172S

IO320*

 

RSA5AD1

FUEL SYSTEM

FUEL MIXTURE CONTROL ARM WILL NOT ROTATE TO (IDLE CUT-OFF) POSITION.

2004FA0000394

CESSNA

LYC  

 

SERVO

INOPERATIVE

4/14/2004

172S

IO360L2A

 

70210301

FUEL SYSTEM

ENGINE HAD VERY ROUGH AND RICH IDLE, COULD NOT ADJUST IDLE MIXTURE IAW AD. FUEL SERVO WAS INSTALLED ON A FRESH O/H ENGINE AND FUEL SERVO WAS ALSO FRESH FROM O/H. ENGINE WAS OPERATED AND LEAK CHECKED. AFTER .2 HOURS OF ENGINE OPERATION. FUEL SERVO BECOME ROUGH AND RICH. IDLER MIXTURE COULD NOT BE ADJUSTED.

SO1450

CESSNA

LYC  

 

ROD  

BENT

3/22/2004

172S

IO360L2A

 

05232182

AILERONS

DURING PREFLIGHT, PILOT FOUND LT AILERON CONTROL ROD BENT AT AILERON SURFACE. AIRCRAFT GROUNDED AND TAKEN TO MAINTENANCE. REMOVED LT AILERON CONTROL ROD AND FOUND IT TO BE BENT APPROXIMATELY 25 DEGREES JUST AFT OF AFT ROD END BEARING. REPLACED WITH NEW ROD.

2004FA0000383

CESSNA

LYC  

 

ENGINE

MAKING METAL

3/29/2004

172S

IO360L2A

 

IO360L2A

 

DURING A PHASE INSPECTION, SOME METAL WAS FOUND IN THE FILTER, TOOK OIL SAMPLE FROM OIL COOLER, REMOVED SUCTION SCREEN, MORE METAL WAS FOUND, SENT FILTER AND OIL TO LAB FOR ANALYSIS, SENT METAL FROM SCREEN, WAS ADVISED THAT THE SCREEN MATERIAL WAS FROM BEARINGS, REMOVED ENGINE FROM SERVICE. THIS IS THE 2ND ENGINE FROM THIS AREA WITH THIS PROBLEM. THIS AIRCRAFT HAS BEEN ON A PHASE INSPECTION PROGRAM SINCE NEW, WITH OIL CHANGES EVERY 50 HRS.

2004FA0000346

CESSNA

LYC  

CESSNA

RUB STRIP

MISSING

4/3/2004

177RG

IO360A1B6

 

20430129

NLG DOOR ACT

DURING ANNUAL INSPECTION LANDING GEAR RETRACTION TEST WAS PERFORMED AND THE NOSE GEAR DOORS WOULD NOT FULLY CLOSE. INVESTIGATION FOUND THE TEFLON RUB STRIP ON THE NOSE LANDING GEAR DOOR ACTUATOR MISSING.

2004FA0000321

CESSNA

CONT

 

CYLINDER

DAMAGED

3/23/2004

182D

O470*

 

654959A1

ENGINE

COULD NOT GET ENGINE TO RUN PROPERLY. COMPRESSION GOOD ON NR 6, FINALLY DETERMINED NR 6 WAS NOT OPERATING PROPERLY. REMOVED CYLINDER, SENT FOR OVERHAUL. FOUND HOLE IN EXHAUST VALVE PORT. (VOID IN THE CYLINDER CASTING) CYLINDER REJECTED AND RETURNED WITH LETTER.

2004FA0000370

CESSNA

CONT

 

CYLINDER

SEPARATED

4/26/2004

182Q

O470U

 

AEC626820ST2J

NR 1 

NR 1 CYLINDER HEAD SEPARATED FROM CYLINDER BASE IN FLIGHT. (SO09200406841)

2004FA0000385

CESSNA

CONT

 

CYLINDER HEAD

SEPARATED

4/26/2004

182Q

O470U

 

AEC626820ST2J

ENGINE

NR 1 CYLINDER HEAD SEPARATED FROM CYLINDER BASE IN FLT. MAY NEED TO BE ADDED TO AD 2004-08-10.

N736ZX

CESSNA

 

CESSNA

TORQUE TUBE

DETACHED

3/11/2004

182R

 

 

22601145

RUDDER BAR

LT RUDDER BAR TORQUE TUBE ASSEMBLY, PN 2260114-5 FAILURE. FAILURE OCCURRED IN FLIGHT RESULTING IN LT SIDE PILOT'S TOTAL LOSS OF LT RUDDER AND STEERING CONTROL. NATURE OF FAILURE; LT OB RUDDER PEDAL SOCKET ON TORQUE TUBE BROKE AWAY FROM THE TORQUE TUBE. THERE IS NO OBVIOUS REASON WHY THIS MIGHT HAVE HAPPENED. THERE ARE NO BENT OR DAMAGED COMPONENTS WITHIN THE SAME SYSTEM, AND THE STEEL TORQUE TUBE HAS ONLY VERY LIGHT INTERNAL CORROSION.

2004FA0000379

CESSNA

CONT

 

CONTROL CABLE

FRAYED

4/15/2004

182R

O470*

 

 

RUDDER

WHILE INSTALLING THE BATTERY AFTER SERVING, IT WAS NOTICED THAT THE FORWARD RT RUDDER CABLE WAS FRAYED IN TWO SPOTS. IT WAS DETERMINED THAT, AT SOMETIME, DURING BATTERY REMOVAL OR REINSTALLATION THE RUDDER CABLE ARCED ON BOTH POSITIVE AND NEGATIVE POSTS. THE FORWARD SPOT WAS ARCED THROUGH MORE THAN HALF THE DIAMETER OF THE CABLE. AFTER REMOVING THE CABLE IT WAS NOTICED THAT ONLY TWO STRANDS OF THE CABLE HELD IT TOGETHER. THE CABLE WAS REPLACED WITH FACTORY NEW. THE BATTERY REMOVAL AND REINSTALLATION ON THIS MODEL AC REQUIRES GOING THROUGH A PANEL IN THE AFT SIDE FUSELAGE.

2004FA0000306

CESSNA

LYC  

 

BEARING

MISSING

4/9/2004

182S

IO540*

 

S100343A

RUDDER BAR

DURING THE ANNUAL INSPECTION, IT WAS DETERMINED THAT THE BEARING FOR THE CO-PILOT RT RUDDER BAR TO BRAKE BELLCRANK WAS MISSING. THE FACTORY TORQUE SEAL ON THE ATTACHING HARDWARE WAS UNDISTURBED.

206040204

CESSNA

CONT

 

MUFFLER

BULGED

4/2/2004

206CESSNA

IO520*

 

12502505

ENGINE

WHILE PERFORMING A ROUTINE PREFLIGHT INSPECTION, MECHANIC LOOKED UP TAILPIPES OF EXHAUST SYSTEM AND NOTICED SILENCER CONE HAD EXTENDED TO POSITION THAT WAS JUST SHORT OF CLOSING OFF EXHAUST PATH. THIS CONDITION OCCURRED OVER A PERIOD OF LESS THAN 50 HOURS WHEN SAME MECHANIC HAD PERFORMED SAME VISUAL INSPECTION AND NOTED NO UNUSUAL CONDITIONS.

CA040228001

CESSNA

CONT

 

CLEVIS BOLT

WORN

2/27/2004

206CESSNA

IO520F

 

AN2311

RUDDER BELCRANK

(CAN) RUDDER CABLE CLEVIS BOLTS INSPECTED DURING ROUTINE INSPECTION FOUND TO BE WORN APPROX. 30 PERCENT THROUGH THE BOLT. NEW CLEVIS BOLTS PART NUMBER AN23-11 INSTALLED.

2004FA0000316

CESSNA

CONT

 

WIRE

SHORTED

4/8/2004

210M

IO520*

 

DOFF10300BR

ALTERNATOR

THE 3 WIRES COMING FROM THE STATOR ARE SHORTED OUT ON THE CASE. THIS IS 4TH ALTERNATOR OVERHAUL BY FACILITY WITH THE SAME FAILURE, ALL 4 ALTERNATORS HAD LESS THAN 390 HOURS SINCE OVERHAUL. THERE NEED TO BE MORE INSULATION ON THE 3 WIRES.

2004FA0000319

CESSNA

CONT

 

FUEL LINE

CORRODED

12/4/2003

210M

IO520*

 

1200406131

LT WING

FRONT FUEL LINE FROM LT WING TANK WAS IN CONTACT WITH FRESH AIR DUCT IN THE WING, AERO DUCT PN CEET 1.5 INCH. THIS CAUSED CORROSION ON THE ALUMINUM FUEL LINE. PROBLEM WAS FOUND WHEN FUEL STARTED LEAKING OUT OF THE WING. REPLACED FUEL LINE AND FRESH AIR DUCT. FABRICATED A STANDOFF TO PREVENT REOCCURRENCE.

2004FA0000380

CESSNA

 

 

WING ROOT

BUCKLED

5/11/2004

310H

 

 

 

LT & RT

AIRCRAFT WAS LOOPED, SPUN, AND BARREL ROLLED. INFORMED, BUT NOTHING WAS DONE. PILOT WAS/IS STILL FLYING CLUB PLANES AND ANOTHER VISUAL. A RECENT LOOK AT THE AIRCRAFT INDICATES POSSIBLE STRUCTURAL DAMAGE AT THE WING ROOTS. GETTING INDICATIONS FROM OTHER PILOTS THAT THIS WAS NOT AN ISOLATED INCIDENT. OTHER PILOTS ARE USING THE AIRCRAFT NOT KNOWING OF IT'S PAST HISTORY. THERE ARE OTHER AIRCRAFT AT THIS CLUB THAT WERE ALSO SPUN/LOOPED BUT HAVE NO FIRST HAND KNOWLEDGE OF THIS (OTHER THAN WHAT OTHER MEMBERS HAVE SAID)

2004FA0000381

CESSNA

 

 

WING

BUCKLED

5/11/2004

310H

 

 

 

ZONE 600

AIRCRAFT WAS LOOPED, SPUN, AND BARREL ROLLED. PILOT WAS/IS STILL FLYING CLUB PLANES AND ANOTHER VISUAL. A RECENT LOOK AT THE AIRCRAFT INDICATES POSSIBLE STRUCTURAL DAMAGE AT THE WING ROOTS. GETTING INDICATIONS FROM OTHER PILOTS THAT THIS WAS NOT AN ISOLATED INCIDENT. OTHER PILOTS ARE USING THE AIRCRAFT NOT KNOWING OF IT'S PAST HISTORY. THERE ARE OTHER AIRCRAFT AT THIS CLUB THAT WERE ALSO SPUN/LOOPED BUT HAVE NO FIRST HAND KNOWLEDGE OF THIS (OTHER THAN WHAT OTHER MEMBERS HAVE SAID).

2004FA0000387

CESSNA

CONT

 

ADAPTER

BACKED OUT

5/7/2004

310Q

IO470VO

 

TITAN

FUEL NOZZLE

2 FUEL INJECTION NOZZLE ADAPTERS BACKED OUT WITH FUEL NOZZLES.

2004FA0000391

CESSNA

 

 

RIB  

CRACKED

4/5/2004

402B

 

 

08522350()

LT WING

RAMP INSP FOUND OIL CANNING IN LT WING OF HIGH TIME. WING WAS INSPECTED AND ONLY DEFECT FOUND WAS LWR FLANGE ON 4 OF INTERSPAR RIBS WERE CRACKED AT STRINGER PASS-THROUGH. CRACK WAS .5-.75 INCHES LONG AND USUALLY EXTENDED PAST FIRST RIVET. AFTER REPAIRING IAW SRM THE OIL CANNING WAS STILL EVIDENT. CONCLUSION THAT OIL CANNING SKIN IS NOT RESULT OF RIB CRACKS BUT CRACKS ARE DIRECT RESULT OF OIL CANNING SKIN. OIL CANNING WHEN A GENTLE LIFTING FORCE IS PLACED ON AFT END OF TIP TANK (CAUSE OF DAMAGE) AND POSSIBLY SOME LOOSE OR SMOKING RIVETS ON RIB LINE (RESULT OF THE DAMAGE) IF RIVETS ARE LOOSE OR SMOKING BE SURE TO INSPECT INNER STRUCTURE BEFORE PUTTING A BLIND FASTENER IN.

2004FA0000336

CESSNA

 

 

RIB  

CRACKED

3/5/2004

402B

 

 

08522350

LT WING

FOUND OIL CANNING IN LT WING OF HIGH TIME WHEN LIFTING AFT END OF TIP TANK. WING WAS INSPECTED AND ONLY DEFECT WAS LWR FLANGE ON 4 OF INTERSPAR RIBS WERE CRACKED, STRINGER PASS-THROUGH. CRACK WAS .5-.75 INCHES LONG, EXTENDED PAST FIRST RIVET. AFTER REPAIRING, OIL CANNING WAS STILL EVIDENT. OIL CANNING SKIN IS NOT RESULT OF RIB CRACKS BUT CRACKS ARE DIRECT RESULT OF OIL CANNING SKIN. IF LEFT UNDETECTED COULD LEAD TO STRUCTURAL FAILURE OF RIB. OIL CANNING WHEN GENTLE LIFTING FORCE IS PLACED ON AFT END OF TIP TANK (CAUSE OF DAMAGE) AND POSSIBLY SOME LOOSE OR SMOKING RIVETS ON RIB LINE (RESULT OF THE DAMAGE) IF RIVETS ARE LOOSE OR SMOKING BE SURE TO INSPECT INNER STRUCTURE BEFORE PUTTING BLIND FASTENER IN.

AUS20031322

CESSNA

 

CESSNA

ROD  

STICKING

12/16/2003

414  

 

 

5721319

ACTUATOR

(AUS) MAIN LANDING GEAR ACTUATOR FAULTY. INVESTIGATION FOUND CHROME CHIPPING AWAY FROM THE EDGE OF THE LOCK GROOVE CAUSING THE LOCK RETAINING RING TO STICK.

40590

CESSNA

 

 

BEARING

CORRODED

4/20/2004

414A

 

 

 

ELE TRIM TAB

DURING ANNUAL INSPECTION FOUND THE ELEVATOR TRIM TAB HORN BEARING FROZEN. WHEN HORN WAS REMOVED TO REPLACE THE BEARING THE 2 ATTACHMENT SCREWS IN THE FORWARD HOLES OF THE BEARING WERE FOUND SEVERELY CORRODED. MORE THAN 50 PERCENT OF THE ORRIGINAL DIAMETER WAS ERODED AWAY.

BHA04RS

CESSNA

CONT

 

ATTACH FITTING

CORRODED

4/8/2004

414A

TSIO520*

 

5011024-1

RT WING

IN COMPLYING WITH SUPPLEMENTAL INSPECTION 57-10-20, FOUND THE RT WING LOWER SPAR ATTACH FITTING HAD SIGNIFICANT CORROSION IN SOME OF THE FITTING MOUNTING HOLES. THE FITTING WAS REPLACED. NO FURTHERDEFECTS WERE NOTED.

BHA05RS

CESSNA

CONT

 

CYLINDER HEAD

SEPARATED

4/23/2004

414A

TSIO520NB

 

TISN712BCA221

ENGINE

DURING POWER REDUCTION FROM TAKE-OFF POWER TO CLIMB POWER, A (POP) WAS HEARD AND ONE OF THE ENGINES BEGAN RUNNING ROUGH. THERE WAS NO INSTRUMENT/GAGE INDICATION AS TO WHICH ENGINE. AIRCRAFT LANDED WITH OUT INCIDENT. POST FLIGHT EXAMINATION FOUND NR 1 ENGINE, NR 6 CYLINDER HEAD HAD SEPARATED.

2004FA0000355

CESSNA

CONT

 

CYLINDER HEAD

CRACKED

4/27/2004

421B

GTSIO520C

 

 

ENGINE

AIRCRAFT NDT SERVICE WAS CONTRACTED TO VERIFY CRACKS IN THE ENGINE CYLINDER HEADS BETWEEN THE SPARK PLUG AND FUEL INJECTOR MOUNTING BOSS. AN EDDY CURRENT EXAMINATION DETERMINED THAT ALL TWELVE CYLINDER HEADS WERE CRACKED. THE OPERATOR REPLACED ALL TWELVE CYLINDER HEADS WITH FRESH OVERHAULED HEADS. AN EDDY CURRENT EXAMINATION DETERMINED THAT FIVE OF THE TWELVE OVERHAULED HEADS WERE CRACKED IN THE SAME LOCATION.

2004FA0000206

CESSNA

 

 

SPAR CAP

CORRODED

2/19/2004

421C

 

 

 

RT NACELLE

DURING AN INSPECTION FOUND A LOT OF CORROSION IN THE REGION OF RT FIREWALL NACELLE AND THE THE UPPER FWD SPARCAP. BECAUSE OF THIS FACT HE TOOK OUT THE WING LOCKER TANK. IN THIS REGION HE FOUND A LOT OF HEAVY CORROSION.

2004FA0000203

CESSNA

 

 

BEAM

DAMAGED

2/19/2004

421C

 

 

 

LT ENGINE

DURING AN INSPECTION, FOUND A LOT OF LOOSE RIVETS ON THE LT ENGINE BEAM ON THE RT WING. THE DISTANCE BETWEEN SHEET METAL AND THE BEAM-WEBCAPS IS APPROXIMATELY 1.5 TO 2 MM.

2004FA0000297

CESSNA

CONT

 

DETECTOR

INOPERATIVE

2/6/2004

421C

GTSIO520*

 

 

STALL WARNING

THIS NEWLY OVERHAULED DETECTOR WAS INSTALLED AND OPS CHECKED AFTER A COUPLE OF CHECKS THE STALL HORN WILL STAY ON. RETURNED UNIT FOR ANOTHER O/HED DETECTOR. THIS ABOUT SECOND AIRCRAFT I WENT THROUGH THIS WITH (ORDERING DETECTORS UNTIL I GET ONE THAT WORKED. NEED BETTER QC).

2004FA0000359

CESSNA

 

 

REGULATOR VALVE

DEFECTIVE

3/12/2004

441  

 

 

1295428

BLEED AIR

WINDSHIELD BLEED AIR TEMP SENSOR/REGULATOR WHICH ARE REQUIRED TO BE FUNCTIONALLY TESTED AND REPLACED IF NECESSARY EVERY PHASE 13 (3 YRS) ARE NO LONGER AVAILABLE FROM MANUFACTURE.

CA040303003

CESSNA

GARRTT

 

TUBE

CRACKED

2/21/2004

441  

TPE33110

 

571531025

BLEED AIR

(CAN) DURING FLIGHT THE CREW NOTICE AN INTERMITENT WING O/H WARNING. MAINTENANCE WAS CONTACTED AND THE AIRCRAFT INSPECTED. INSPECTION REVEALED A CRACK IN BLEED AIR TUBE PN 5715310-25. THE TUBE WAS REPLACE. THERE WAS NO RESULTING DAMAGE FROM THE BLEED AIR LEAK.

AUS20040037

CESSNA

GARRTT

 

BRACKET

CRACKED

1/21/2004

441  

TPE3318

 

58244659

AILERON

(AUS) LT WING OB AILERON ATTACHMENT BRACKET CRACKED. INVESTIGATION FOUND INDICATIONS OF SURFACE INTERGRANNULAR CORROSION AND CONFIRMATION OF A CRACK LOCATED APPROXIMATELY 3.175MM (0.125IN) BEHIND THE BEARING HOUSING. CRACK LENGTH APPROXIMATELY 12.7MM (0.5IN).

2004FA0000345

CESSNA

 

 

PICCOLO TUBE

BROKEN

4/26/2004

525A

 

 

632242014

ANTI-ICE

DURING THE PHASE 5 INSPECTION THE RT WING ANTI-ICE PICCOLO TUBE WAS FOUND BROKEN AT THE ANIT-ROTATION TAB. THE TUBE WORKED ITS WAY INBOARD APPROXIMATELY 4 INCHES. THE FLEX COUPLING KEPT IT FROM TRAVELING INBOARD ANY FURTHER. NEW PART WAS ORDERED AND INSTALLED. THIS SAME CONDITION WAS FOUND ON ANOTHER 525 AND 525A.

2004FA0000338

CESSNA

 

 

CONTROL CABLE

BROKEN

4/22/2004

525A

 

 

63610027

WING AILERON

DURING ACCOMPLISHMENT OF THE AIRCRAFT'S FIRST PHASE 5 INSPECTION, FOUND ALL FOUR AILERON WING CABLES TO BE HEAVILY FLAT SPOTTED AT THE FAIRLEADS LOCATED AT WS 58.00, 103.43 AND 149.18. THE RT UPPER CABLE (P/N 6361002-7) HAD ONE BROKEN STRAND. THESE CABLES NORMALLY LAST MUCH LONGER THAN 1061 HRS. SUSPECT A HEAVIER THAN NORMAL CONTACT BETWEEN THESE WING AILERON CABLES AND THE NOTED FAIRLEADS WHILE IN FLIGHT. RECOMMEND CLOSE INSPECTION OF THE AILERON WING CABLES IN THE FAIRLEAD AREAS AT THE NEXT AVAILABLE INSPECTION.

AMCR200400001

CESSNA

WILINT

 

CONNECTOR

BURNED

4/7/2004

525A

FJ44

 

MS3106E10SL3S

STROBE

LT WINGTIP STROBE ASSEMBLY WAS INSTALLED 13 HOURS PRIOR IAW SB525A-33-02. WHEN STROBE FAILURE WAS NOTED, FOUND CONNECTOR SEVERELY BURNED, WITH ONE PIN COMPLETELY BURNED AWAY (ON POWER SUPPLY SIDE). POWER SUPPLY FAILED ALSO (MFG:FLIGHT COMPONENTS AG). CHANGED POWER SUPPLY AND STROBE UNIT.

FBVXA1

CESSNA

 

 

LINE

CHAFED

5/6/2004

550  

 

 

 

OUTFLOW VALVE

THE ELEVATOR CONTROL CABLE CHAFED THROUGH OUTFLOW VALVE VACUUM EJECTOR LINE CAUSING A (BUMP) IN THE PRESSURIZATION. ALSO CAUSED ERRATIC PRESSURIZATION IN FLIGHT. REPLACED THE LINE AND OPS CHECKED GOOD.

2004FA0000363

CESSNA

PWA  

CESSNA

HINGE

BROKEN

4/13/2004

550  

JT15D4

 

551123514

CABIN DOOR

WHEN PILOT OPENED CABIN DOOR, A GUST OF WIND CAUGHT DOOR AND SLAMMED IT INTO STOP. PILOT REPORTED A LOUD (POP) AND PAINT FELL FROM DOOR HINGE. INSPECTION REVEALED LOWER LEG OF DOOR HINGE HAD BROKEN. DISASSEMBLY REVEALED EVIDENCE OF A PRE EXISTING SUBSURFACE CRACK IN CASTING, 3 INCH AFT OF HINGE BEARING. A SURFACE CRACK 1INCH LONG 1.5 INCH AFT OF HINGE BEARING WAS HIDDEN BY HEAVY PAINT COATING. THESE CRACKS WOULD NOT BE VISIBLE WITHOUT PAINT REMOVAL. RECOMMEND PAINT BE REMOVED AND CAST PORTION OF HINGE INSPECTED UNDER MAGNIFICATION AT 500 HR INTERVALS.

2004FA0000354

CESSNA

GARRTT

 

CONTROLLER

DEFECTIVE

4/27/2004

650  

TFE731*

 

99141873

TE FLAP

FLAP CONTROLLER FAILED TO INDICATE PROPERLY ON SYSTEM TEST.

FBFQA1

CESSNA

GARRTT

 

BELLOWS

CRACKED

5/7/2004

650  

TFE7313

 

621456120

PRECOOLER

UPON INSPECTION AND PRESSURIZATION CHECKS THE WYE PIPE BELLOWS WAS FOUND TO BE CRACKED.

2004FA0000348

CESSNA

CONT

 

CYLINDER

LEAKING

3/18/2004

A185F

IO520*

 

3A0500002

MLG 

LEAKING CYLINDER CAUSED GEAR NOT TO LOCK, GEAR COLLAPSED DURING TAXI.

CA040210007

CESSNA

CONT

 

BLADE

SCORED

3/10/2003

A185F

IO520D

 

D3A34C403B

PROPELLER

(CAN) AFTER SHUT-DOWN, PILOT NOTICED ONE PROPELLER BLADE ROOT SNAP RING HAD POPPED OUT OF ITS LOCATION DURING PREVIOUS FLIGHT. IN DOING SO, IT DAMAGED THE BLADE ROOT BY SCORING SURFACE. PROPELLER REMOVED AND SENT FOR REPAIR AT PROPELLER SHOP.

2004FA0000340

CESSNA

CONT

 

ROCKER

BROKEN

3/31/2004

R172K

IO360KB

 

631996

ENGINE

FOUND HOLE IN ROCKER COVER CAUSED BY ROCKER ARM ON EXHAUST SIDE. FOUND FWD STUD ASSY BROKEN OFF FLUSH WITH CYLINDER HEAD. STUD (PN 401852). ROCKER RETAINER (PN 631996) WAS BROKEN AND HALF MISSING (GONE OUT OF HOLE IN COVER) IB STUD HOLD DOWN NUT WAS 4 TO 5 THREADS FROM COMING OFF. SUSPECT NUTS WERE NOT PROPERLY TORQUED.

RAFAR182

CESSNA

 

CESSNA

TORQUE TUBE

DETACHED

3/11/2004

R182

 

 

22601145

ZONE 100

LT RUDDER BAR TORQUE TUBE ASSEMBLY, PN 2260114-5 FAILURE. FAILURE OCCURRED IN FLIGHT RESULTING IN LT SIDE PILOT'S TOTAL LOSS OF LT RUDDER AND STEERING CONTROL. NATURE OF FAILURE; LT OB RUDDER PEDAL SOCKET ON TORQUE TUBE BROKE AWAY FROM THE TORQUE TUBE. THERE IS NO OBVIOUS REASON WHY THIS MIGHT HAVE HAPPENED. THERE ARE NO BENT OR DAMAGED COMPONENTS WITHIN THE SAME SYSTEM, AND THE STEEL TORQUE TUBE HAS ONLY VERY LIGHT INTERNAL CORROSION.

2004FA0000353

CESSNA

LYC  

 

TORQUE TUBE

DETACHED

3/11/2004

R182

O540*

 

22601145

ZONE 100

LT RUDDER BAR TORQUE TUBE ASSEMBLY, PN 2260114-5 FAILURE. FAILURE OCCURRED IN FLIGHT RESULTING IN LT SIDE PILOT'S TOTAL LOSS OF LT RUDDER AND STEERING CONTROL. NATURE OF FAILURE; LT OB RUDDER PEDAL SOCKET ON TORQUE TUBE BROKE AWAY FROM THE TORQUE TUBE. THERE IS NO OBVIOUS REASON WHY THIS MIGHT HAVE HAPPENED. THERE ARE NO BENT OR DAMAGED COMPONENTS WITHIN THE SAME SYSTEM, AND THE STEEL TORQUE TUBE HAS ONLY VERY LIGHT INTERNAL CORROSION.

2004FA0000397

CESSNA

CONT

 

IMPULSE COUPLING

BROKEN

5/1/2004

T337G

TSIO360CB

 

10400316

MAGNETO

PILOT REPORTED REAR ENGINE WAS HARD TO START. AFTER TROUBLESHOOTING, THE LT MAGNETO WAS REMOVED. UPON INSPECTION THE IMPULSE COUPLING WOULD NOT ROTATE IN THE CORRECT DIRECTION. THE MECH WAS NOT SURE IF WRONG IMPULSE COUPLING OR SPRING TURN BACKWARD. DUE TO ONLY 36 HRS AND 1 YR 10 MO. SINCE ENGINE WAS REBUILT BY MFG. MFG INSPECTED IMPULSE COUPLING AND DISCOVERED IMPULSE SPRING BROKEN.

2004FA0000386

CESSNA

LYC  

 

EXHAUST STACK

FRACTURED

4/5/2004

TR182

O540L3C5

 

2254012-2

ENGINE

DURING CRUISE FLT AT 7,500 FT. VFR, AIRCRAFT WOULD NOT MAINTAIN 25 INCHES MP. MP DROPPED TO 23 INCHES AFTER APPROX. 15 MIN. MP DROPPED ABRUPTLY TO 18.5 INCHES MP MADE EMERGENCY DESCENT & UNSCHEDULING LANDING AT VNX WITHIN 3 MINUTES OF POWER LOSS. UPON EXAMINATION, FOUND EXHAUST STACK ASSY COMPLETELY FRACTURED, FULL CIRCUMFERANCE OF PIPE AROUND BASE OF FLANGE. ADDITIONALLY, FOUND COMPLETE CIRCUMFERAL FRACTURE OF CROSSOVER AT THE WYE INTERSECTION DOWNSTREAM OF WASTEGATE. ADDITIONAL HEAT DAMAGE TO EGT PROBE AND WIRING, & LANDING LIGHT & WIRING. DUE TO THE DESIGN OF THIS SYSTEM, & AFTER READING NTSB REPORT CHI02LA218. RECOMMEND AN AD BE ISSUED.

2004FA0000352

CESSNA

LYC  

 

AUTOPILOT SYS

INOPERATIVE

3/12/2004

TR182

O540L3C5

 

55X 

COCKPIT

IN APR AND NAV MODE, AUTOPILOT WILL NOT PROPERLY INTERCEPT AND TRACK LOCALIZER AND/OR VOR SIGNAL. AUTOPILOT WILL SCALLOP ACROSS COURSE. AUTOPILOT HAS BEEN SENT IN FOR EVALUATION. WE HAVE EVALUATED OUR PN-101 HSI TO DETERMINE IF THEY ARE THE SOURCE. AFTER EVALUATIONS THE AUTOPILOT IS SOURCE OF THE PROBLEM. ALSO, WHEN FLAPS AND GEAR ARE EXTENDED ON APPROACH, AUTOPILOT WILL PITCH UP AND DOWN WILDLY. THIS PROBLEM HAS PERSISTED SINCE INSTALLATION AND ON-SITE EVALUATION. AWARE OF SEVERAL OTHER AIRCRAFT THAT HAVE THIS PROBLEM. AUTOPILOT NEEDS TO BE FULLY RE-EVALUATED BY THE FAA AND MANUFACTURER.

MAFPAPUA

CESSNA

CONT

 

DRAIN

FAILED

3/22/2004

TU206G

TSIO520M

 

S2020

FUEL SUMP

WHILE INSTALLING THE WING FUEL TANK SUMP DRAIN AT THE MFG RECOMMENDED TORQUE VALUE OF 90 IN-LBS, THE DRAIN ITSELF FAILED, SEPARATING AT THE DRILLED HOLES JUST ABOVE THE FITTING HEAD.

2004FA0000343

CESSNA

CONT

 

BRUSHES

MISINSTALLED

3/31/2004

TU206G

TSIO520M

S6RH1225

10160844

MAG DIST GEAR

UPON COMPLETING THE FIRST 500 HOUR INSPECTION ON THE MAGNETO, IT WAS DISCOVERED THAT THE CARBON BRUSH AND SPRING ASSY (PN 10160844) WERE NOT INSTALLED. THE BUSHING IN THE DISTRIBUTOR GEAR HAD BEEN MAKING CONTACT WITH THE TAB ON THE COIL SO THE MAGNETO APPEARED TO BE FUNCTIONING NORMALLY. ADDITIONALLY, THE WEDGES (PN 10349219) THAT SECURE THE COIL ASSEMBLY INTO THE CASE WERE OVER-DRIVEN, BENT AND MALFORMED SEVERELY BY THE INSTALLATION PROCESS WHEN MANUFACTURED.

32404

CIRRUS

 

 

AUDIO PANEL

FAILED

3/8/2004

SR22

 

 

0110040110

 

DURING CRUISE, PILOT NOTED FAILURE OF AUDIO SYSTEM. ELECTRICAL BURNING ODOR ACCOMPANIED SYSTEM FAILURE. PILOT ELECTED TO SHUT DOWN ELECTRICAL POWER AND MAKE A PRECAUTIONARY LANDING. EVALUATION OF AIRCRAFT FOUND FAILURE OF AUDIO PANEL.

2003FA0001280

CIRRUS

CONT

 

STARTER GEN

FAILED

1/16/2003

SR22

IO550N

 

642083A10

ENGINE

STARTER ADAPTER FAILED. WOULD NOT TURN PROP. NO METAL WAS FOUND IN THE ENGINE OIL THIS TIME BUT POTENTIAL EXISTS WITH THIS TYPE FAILURE.

5040050504A

CNDAIR

 

 

SENSOR

FAILED

5/5/2004

CL6002B16

 

 

6002504

WHEEL SPEED

OB FAIL LIGHT STAYED ON DURING ANTI-SKID TEST. TEST BOX SHOWED OUT LO FAIL.

5040050504B

CNDAIR

 

 

WINDSHIELD

DELAMINATED

5/5/2004

CL6002B16

 

 

6003303025

COCKPIT

LT FWD WINDSHIELD DELAMINATED.

AUS20040032

GOVT

 

 

SWITCH

FAILED

1/20/2004

N24A

 

 

 

MLG 

(AUS) LT MAIN LANDING GEAR SWITCH FAILED AND WIRES BROKEN. LANDING GEAR OVERRAN EXTENSION AND JAMMED PREVENTING LANDING GEAR FROM BEING RETRACTED.

2004F00092

GULSTM

LYC  

 

TURBOCHARGER

MALFUNCTIONED

9/1/2003

500B

IO540E1B5

 

46C19836G

ENGINE

TURBOCHARGER REPORTED BY TOWER TO BE SMOKING DURING APPROACH. TURBOCHARGER SHIPPED TO MFG FOR INSPECTION. PRELIMINARY EVALUATION: COMPRESSOR RUB.

2004F00093

GULSTM

LYC  

 

TURBOCHARGER

FAULTY

9/1/2003

500B

TIO540AE2A

 

46C19836G

ENGINE

TURBOCHARGER LOW IN PERFORMANCE DURING FLIGHT. TURBOCHARGER SHIPPED TO MFG, FOR INSPECTION. PRELIMINARY EVALUATION: COMPRESSOR RUB.

2004FA0000361

GULSTM

CONT

 

CYLINDER

DAMAGED

4/29/2004

685  

GTSIO520K

 

 

NR 3 

NR 3 CYLINDER ON LT ENGINE HOLD DOWN STUDS BROKE OFF ON UPPER FWD AND LOWER FWD. ONLY ONE NUT WAS TIGHT ENOUGH TO USE A WRENCH. THE OTHER NUTS WERE LOOSE. AFTER CYLINDER REMOVAL A PIECE OF THE CASE HALF CAME OFF WITH THE CYLINDER APPROX. 6 INCHES ACROSS ALONG THE TOP OF THE CYLINDER. EXHAUST PIPE FOR THE NR3 CYLINDER BROKE OFF AT THE FLANGE.

2004FA0000389

GULSTM

CONT

 

EXHAUST DUCT

BROKEN

4/17/2004

685  

GTSIO520K

 

6414185

NR 3 CYLINDER

IB EXHAUST ON LT ENGINE BROKE AT THE WELD BELOW NR 3 CYLINDER. BURNED HOLE IN LOWER ENGINE COWLING. BURNED WIRE BUNDLE ON THE FIREWALL AFT OF NR 1 CYLINDER. SCORCHED FIRE SLEEVE ON THREE FUEL HOSES.

CA040123001

GULSTM

GARRTT

 

WEB  

CRACKED

1/23/2004

690  

TPE3315251K

 

250000281

LT IB HINGE

(CAN) ON AILERON INSPECTION, CRACK WAS FOUND UNDER LT IB HINGE. CRACK IS AROUND LOWER OB HINGE MOUNTING HOLE. ONE CRACK OUT OF FIVE AC CHECKED.

3M57931704

GULSTM

RROYCE

 

RESOLVER

INACCURATE

3/17/2004

GULFSTREAMGV

BR700710A110

 

5913114

STAB ACTUATOR

FLAP STAB MISCOMPARE CAS MESSAGE. STAB ACTUATOR HAS BAD RESOLVER.

040505

HELIO

LYC  

LYC  

ROCKER COVER

WORN

5/4/2004

H295

GO480G1D6

 

68795

ENGINE

ROCKER BOX, PN 68795 WAS WORN BY THE VALVE ROCKER SHAFT UNTIL THE SHAFT CUT THROUGH THE SHAFT RETAINER WHICH IS SPOT WELDED TO THE VALVE COVER. THREE OF SIX COVERS WERE SEVERELY WORN. A FOURTH COVER'S BRACKET WAS WORN THROUGH AND THE RESULTING SLUG OF METAL (ROCKER SHAFT WAS WORKING LIKE A WAD CUTTER) WAS FOUND LYING IN THE VALVE ROCKER BOX. REPLACED FOUR VALVE COVERS WITH SERVICEABLE PARTS.

CA040211004

HUGHES

ALLSN

 

DRIVE SHAFT

CORRODED

2/10/2004

369D

250C20B

 

369F55101

MAIN ROTOR

(CAN) DURING A SCHEDULED INSPECTION THE MAIN ROTOR DRIVESHAFT WAS REMOVED AND INSPECTED. THE DRIVE SPLINES SHOWED EVIDENCE OF CORROSION UNDER THE COATING ON THE SPLINES. ALL SPLINES SHOWED BLACK FLAKES OF THE COATING COMING OFF AND YOU COULD SEE CORROSION UNDER THE COATING.

CA040302003

HUGHES

ALLSN

 

STARTER GEN

BURNED

1/31/2004

369D

250C20B

 

150SG117Q

ENGINE

(CAN) WHILE IN FLIGHT PILOT NOTICED NR BEGIN TO DROP. HE INITIATED AN AUTOROTATION, HEARD A LOUD BANG, AND THE RPM CAME BACK UP. UPON LANDING FLAMES AND SMOKE WERE NOTICED IN THE ENGINE BAY. PILOT EXTINGUISHED FIREAND DETERMINED IT WAS THE STARTER GENERATOR.IT APPPEARS THE BEARINGS SEIZED WHI CH WAS BRINGING DOWN THE ENGINE RPM UNTIL THE SG SHAFT SHEARED.

CA040302004

HUGHES

ALLSN

 

CABLE

FRAYED

2/14/2004

369D

250C20B

143232

143232

HOOK END

(CAN) PILOT HAD UNCOMMANDED LOAD RELEASE. INVESTIGATION DETERMINED THAT A FRAYED MANUAL RELEASE CABLE HAD CAUSED THIS PROBLEM. IT WAS BADLY FRAYED WHERE THE CABLE WENT INTO THE CARGO HOOK.

CA040302005

HUGHES

ALLSN

 

CABLE

FRAYED

2/25/2004

369D

250C20B

143232

143232

HOOK END

(CAN) PILOT HAD UNCOMMANDED LOAD RELEASE . INVESTIGATION REVEALED THAT THE MANUAL RELEASE CABLE HAD FRAYED WHERE THE CABLE GOES INTO THE CARGO HOOK. THIS CAUSED THE HOOK TO RELEASE...THIS IS A ONBOARD SYSTEMS KEEPERLESS HOOK.

2004FA0000269

HUGHES

ALLSN

 

GAUGE

INACCURATE

2/14/2004

369E

250C20R2

 

6510043

TORQUE

PILOT REPORTED OPERATIONAL EXCEEDANCE DURING FLIGHT RETURNED AC TO HELIPORT. UPON FURTHER INSPECTION AND EVALUATION IT WAS DETERMINED THAT THE DIAMOND J. TORQUE GAUGE WAS READING APPROX 15 LBS. LOW. AT 60 KNOTS AIRSPEED TORQUE READING 26-27 LBS. NORMAL READING 42 LBS. HOVERING BEFORE TAKEOFF, FIFTY POUND RANGE NORMAL IS 65 LBS. GROUNDED AIRCRAFT, REMOVAL INSTRUMENT AND TRANSDUCER SENT TO MANUFACTURE FOR TESTING AND EVALUATION.

705050704

ISRAEL

GARRTT

 

INDICATOR

ERRATIC

5/4/2004

1124

TFE7313

 

26465933

AIRSPEED

AIRCRAFT ABORTED TAKEOFF DUE TO A AIRSPEED INDICATION ANOMALY. BRAKES EXPERIENCED AN OVERHEAT.

AUS20040029

ISRAEL

GARRTT

 

PLANETARY GEAR

VIBRATES

1/19/2004

ASTRASPX

TFE7314R

 

 

ENGINE

(AUS) RT ENGINE VIBRATION. INVESTIGATION FOUND THE VIBRATION CAME FROM THE PLANETARY GEARSET.

CA040303001

LEAR

GARRTT

GARRTT

BLADE

DAMAGED

3/2/2004

35A  

TFE73122B

 

3072163

FAN ROTOR

(CAN) A MECHANIC WAS CARRYING OUT A SERVICE CHECK AND HE NOTICED FOD IN THE RT ENGINE INTAKE. UPON INSPECTION OF THE INTAKE, FOUND A PIECE OF BLADE RUB STRIP MISSING, REAR ACOUSTIC LINER DAMAGE AND TWO DAMAGED FAN BY PASS STATOR BLADES. ONE FAN BLADE DAMPENER WAS ALSO MISSING. ENGINE REPLACED.

CA040227001

LEAR

GARRTT

BENDIX

CLAMP

FAILED

2/26/2004

35A  

TFE73122B

 

66082017

GENERATOR

(CAN) FLIGHT CREW REPORTED GENERATOR VOLTAGE OK, BUT AMPS WERE FLUCTUATING WITH AN INCREASED LOAD. THEY SELECTED THE GENERATOR TO OFF AND COMPLETED THE FLIGHT ON GENERATOR NR 2. METAL FILINGS WERE FOUND AROUND THE GENERATOR MOUNT ON THE LT ENGINE. THIS IS WHEN THE QAD CLAMP WAS FOUND TO BE LOOSE. GENERATOR WILL BE SENT OUT FO R A TEARDOWN REPORT TO DETERMINE IF IT CAUSED THE QAD CLAMP TO FAIL.

0423JKW

LEAR

GARRTT

 

ACTUATOR

INOPERATIVE

4/24/2004

45LEAR

TFE731*

 

2A9200H

HORIZONTAL STAB

CREW REPORTED (PRIMARY TRIM FAULT) WHITE EICAS MESSAGE, WHICH CHANGED TO (PRIMARY AND SECONDARY TRIM FAIL EICAS) AMBER MESSAGE ON APPROACH TO LANDING. HORIZONTAL STAB SYSTEM LOCKED OUT ALL MOVEMENT FOR REMAINDER OF THE FLIGHT. CREW RESET SYSTEM POST LANDING, ALL FAULTS CLEARED, AND THE SYSTEM RETURNED TO NORMAL OPERATION. NO FAULTS REOCCURED ON NEXT FLIGHT TO HOME STATION. REMOVED ACTURATOR PN662740100-007 SN H0053, INSTALLED ACTUATOR PN 662740100-007 SN H0113. (MFG PN 2A9200H). COMPLIED WITH AD. (CE09200403217)

2004FA0000404

LEAR

 

 

WINDSHIELD

CRACKED

5/17/2004

55LEAR

 

 

66004047

COCKPIT

SEVERE DELAMINATION OF OUTER PLY ON LT WINDSHIELD UNDER BLEED AIR DUCT AND ANTI-ICE SPRAY NOZZLE. SUSPECT SEALER FAILED AND ALLOWED METHYL ALCOHOL TO MIGRATE THROUGH SEALER AND SETTLE BETWEEN LAYERS AND DETERIORATED THE WINDSHIELD.

5266S

LEAR

 

 

SUPPORT BEAM

CRACKED

3/17/2004

60LEAR

 

 

2660016507

THRUST REVERSER

LT AND RT THRUST REVERSER, THE SUPPORT BEAMS, ALSO KNOWN AS BIRD CAGES PN 266-0016-507 ARE CRACKING AT THE GUIDE ROD FEED THROUGHS. THIS DISCREPANCY HAS BEEN OBSERVED ON THE FOLLOWING N620JF, 60-074, N114PJ, 60-114, N600GG 60-115, N91772 60-053, N60UU 60-007, N603SC 60-096, N415NP 60-024, N43NR 60-043, N601GG 60-192. AFTER INSTALLING THE NEW REPLACEMENT SUPPORT BEAM PN 288-0019-1 WE HAVE DISCOVERED NO CRACKS AT THE GUIDE ROD FEED THROUGHS

CA040303002

LEAR

PWA  

PWA  

PLUG

DISLODGED

2/26/2004

60LEAR

PW305A

 

 

GEAR SHAFT

(CAN) EN-ROUTE, THE CREW OBSERVED A LOSS OF OIL PRESSURE. THE ENGINE WAS SECURED AND AN UNEVENTFUL LANDING WAS MADE. EXAMINATION OF THE ENGINE REVEALED THAT A PLUG IN THE STARTER GEAR SHAFT ASSEMBLY WAS DISLODGED, SUCH THAT PRESSURE OIL COULD ESCAPE THE ENGINE. FURTHER EXAMINATION SHOWED THAT THE PLUG HAD NOT BEEN ADEQUATELY SWAGED INTO THE BORE OF THE GEAR SHAFT. OTHER OPERATORS WHO HAVE GEAR SHAFTS FROM THE SAME PROCESS BATCH OF GEAR SHAFTS HAVE BEEN ADVISED AND THEIR GEAR SHAFTS ARE BEING RE-INSPECTED TO CONFIRM ADEQUATE SWAGING OF THE PLUG

CA040304009

LKHEED

ALLSN

HAMSTD

SEAL

DISLODGED

3/4/2004

382G

501D22A

 

69494R124

PUMP HOUSING

(CAN) DEPARTING ,THE CREW OBSERVED A LOW PROPELLER FLUID INDICATION ON NR 2. THE ENGINE WAS SHUTDOWN AND THE AIRCRAFT RETURNED TO POINT OF DEPARTURE. MAINTENANCE FOUND THE PACKING FOR THE PRESSURE SUMP FILLER PORT DISLODGED. PACKING REPOSITIONED, FLUID LEVEL SERVICED, AIRCRAFT GROUND CHECKED SERVICEABLE.

2004FA0000399

MICCO

LYC  

 

STRAP

CRACKED

3/17/2004

MAC145A

IO540*

 

 

WING 

DURING AN ANNUAL INSPECTION THE BUTT WELDS IN THE LOWER MAIN SPAR REINFORCEMENT STRAP. APPROX 6.50 INCHES IB FROM EACH END OF THE REINFORCEMENT STRAP. DO NOT HAVE PROPER PENETRATION AND ARE CRACKED THRU THE WELD. MFG WAS CONTACTED AND REPAIR INSTRUCTIONS WERE PROVIDED. THE WELDS WERE PROPERLY PREPARED AND REWELDED IAW MFG.

2004FA0000398

MICCO

LYC  

 

STRAP

CRACKED

3/17/2004

MAC145A

IO540T4B5

 

 

WING 

DURING AN ANNUAL INSPECTION THE BUTT WELDS IN THE LOWER MAIN SPAR REINFORCEMENT STRAP, APPROX 3.25 INCHES IB FROM EACH END OF THE REINFORCEMENT STRAP, DO NOT HAVE PROPER PENETRATION AND ARE CRACKED THRU THE WELD. MFG WAS CONTACTED AND REPAIR INSTRUCTIONS WERE PROVIDED. THE WELDS WERE PROPERLY PREPARED AND REWELDED IAW THE MFG INSTRUCTIONS BY A CERTIFIED WELDING REPAIRMAN.

2004FA0000400

MICCO

LYC  

 

ATTACH BRACKET

CRACKED

3/17/2004

MAC145A

IO540T4B5

 

 

LT WING

DURING AN ANNUAL INSPECTION THE WELD JOINT THAT ATTACHES THE UPPER WING SKIN ATTACH BRACKET TO THE UPPER MAIN WING SPAR CENTER SECTION JUST ABOVE THE UPPER LT WING ATTACHMENT FITTING WAS CRACKED. MANUFACTURER WAS CONTACTED AND REPAIR INSTRUCTIONS WERE PROVIDED. THE LT WING WAS REMOVED FOR ACCESS. THE LT WING WELD AREA WAS PROPERLY PREPARED AND REWELDED IAW MM.

2004FA0000320

MOONEY

LYC  

 

GEAR

WORN

4/15/2004

M20C

O360A1D

 

 

ACCESSORY G/B

REMOVED OIL PUMP TO CHECK ON TYPE OF GEARS, FOUND SINTERED IRON IMPELLERS. REPLACED WITH HARDEN GEAR KIT.

2004FA0000351

MRCHTI

LYC  

 

ROD  

BROKEN

3/15/2004

SF260

O540*

 

SF2601314611

FUEL VALVE

PILOT WAS MOVING FUEL SELECTOR KNOB FROM WING TIP TANKS TO WING TANKS AND THE FUEL SELECTOR ROD BROKE AT THE FUEL SELECTOR VALVE WITH THE FUEL SELECTOR VALVE IN BETWEEN TANK POSITIONS. THE ENGINE STOPPED AND AN EMERGENCY LANDING WAS ACCOMPLISHED. INVESTIGATION REVEALED THE FUEL SELECTOR ROD BROKE WERE IT WAS DRILLED FOR THE TAPERED PIN, P/N AN385H40-7. INFO ON MFG'S PART BOOK AT PAGE 8-22-01, FIGURE 1.

2004FA0000350

PILATS

PWA  

 

LINE

SEPARATED

4/5/2004

PC1245

PT6*

 

 

PITOT SYSTEM

PILOT EXPERIENCED AN ALTITUDE PORPOISE WITH AUTOPILOT ENGAGED. AIRSPEED IND INDICATED THAT AIRSPEED WAS DECREASING, ALTHOUGH AIRSPEED REMAINED SAME. BOTH PITOT SYS WERE CHECKED, OK. RT STATIC SYS WAS CHECKED, FOUND TO BE OK. THE LT STATIC SYS WOULD NOT PRESSURIZE AT ALL. ISOLATED THE STATIC SYS LEAK TO FITTING AT AFT PRESSURE BULKHEAD (FRAME 36, STATION 380.7). STATIC LINE TUBING ON INSIDE OF PRESSURE BULKHEAD HAD PULLED OUT OF THE FITTING, IT HAD BEEN CUT TOO SHORT AT THE FACTORY. WHEN THIS LINE PULLED OUT, IT EXPOSED THE PILOT SIDE STATIC SYS TO CABIN PRESSURE. MAKE THE STATIC LINES SLIGHTLY LONGER DURING THE MFG PROCESS, THUS PREVENTING THEM PULLING OUT OF THE FITTINGS AS THE AC STRETCHES.

CA040224006

PILATS

PWA  

 

WARNING LIGHT

ILLUMINATED

2/20/2004

PC1245

PT6A67B

 

 

LT MLG

(CAN) 3 GREEN ANNUNICATOR LIGHTS CAME AS WELL AS RED WARNING LIGHT ON LT MLG. AC DID FLY OVER TO CONFIRM LT GEAR WAS DOWN. PILOT SELECTED 30 DEGREES OF FLAP TO SLOW AC DOWN. WHEN 30 DEGREES OF FLAP WAS REACHED, 3 RED WARNING LIGHTS FOR LT GEAR CAME ON. AC LANDED WITHOUT INCIDENT. WHEN TAXING TO HANGAR, FLAPS WERE RETRACTED TO 15 DEGREES, 3 RED WARNING LIGHTS WENT OUT INDICATING L GEAR SYS WAS NORMAL. AC WAS PUT ON JACKS AND LANDING GEAR WAS CYCLED TO DUPLICATE PROBLEM. SYS OPERATED NORMAL. PINS OF CONNECTOR WERE SPRAYED WITH ELECTRICAL CONTACT CLEANER AND REINSTALLED ON TO ACTUATOR. OTHER WIRES IN SYS WERE INSPECTED, L GEAR WAS CYCLED SEVERAL TIMES AND NO DEFECTS WERE FOUND. AC WAS RELEASED BACK TO SERVICE.

CA040123003

PILATS

PWA  

 

WIRE HARNESS

CHAFED

1/14/2004

PC1245

PT6A67B

 

 

COCKPIT

(CAN) DURING APPROACH FLIGHT ON MULTIPLE OCCASIONS THE PILOTS EHSI SCREEN WOULD POWER DOWN AND RESTART UNCOMMANDED. IN THE TROUBLESHOOTING PROCESS ALL REMOVABLE COMPONENTS WERE REPLACE WITH SERVICEABLE UNITS. A VISUAL INSPECTION OF THE A/C WIRING BY THE AVIONICS SHOP REVEALED CHAFED WIRING UNDER THE PILOTS SEAT IN THE OUTFLOW VALVE COMPARTMENT. WIRING P/N REPAIRED 9C95A22, 9C94 A22, 9C3G20, 9C32A22, 3F14A22N,ITN5A24. CHAFE PROTECTION INSTALLED ON THIS BUNDLE TO PREVENT FUTURE SIMILAR HAPPENINGS. SYSTEM TESTED SERVICEABLE AND LOG ENTRIES MADE

CA040122007

PILATS

PWA  

 

SPRING

CRACKED

11/18/2003

PC1245

PT6A67B

 

C6760

PROP FEATHERING

(CAN) PROPELLER SPRING FAILED INSPECTION. MPI PROCEDURE WAS ACCOMPLISHED AND CRACK INDICATIONS WERE FOUND IN SEVERAL AREAS. PROPELLER WAS REMOVED PRE-MATURELY DUE TO LIGHTNING STRIKE. SPRING WAS NEW FROM MFG AND INSTALLED FOR ONLY 636.4 HRS FROM THE PREVIOUS OVERHAUL. SPRING WAS SENT TO MFG FOR EVALUATION, IT WAS FOUND WITH SEVERAL CRACK INDICATIONS. SPRING REMOVED FROM SERVICE. WARRANTEE SPRING WAS PROVIDED FROM MFG. CRACKS HAVE BEEN FOUND IN OTHER SPRINGS DURING ROUTINE OVERHAUL INSPECTIONS. NO CRACK INDICATION ALLOWED IN THE SPRING.

CA040301003

PILATS

PWA  

 

DRIVE SHAFT

SHEARED

2/24/2004

PC1245

PT6A67B

 

5243212137

GENERATOR

(CAN) ON RETURN FLIGHT, THE FLIGHT CREW HAD A GEN 2 FAILURE SO DECREASED ELECTRICAL LOAD AND CONTINUED TO MAINTENANCE BASE. MAINTENANCE REMOVED THE GEN 2 AND INSPECTED IT FOR ANY FAULTS. A REPLACEMENT GENERATOR WAS BEING INSTALLED WHEN IT WAS NOTICED THAT THE DRIVE PULLEY WAS LOOSE AND DID NOT SEEM TO BE CONNECTED TO THE ENGINE. THE HOUSING WAS REMOVED AND THE DRIVE SHAFT WAS FOUND TO BE SHEARED, NO OTHER DAMAGE WAS NOTICED. A NEW SHAFT, BEARINGS AND GASKET WERE INSTALLED. SYSTEM WAS GROUND TESTED SERVICEABLE.

2004FA0000275

PIPER

CONT

 

BRAKE ASSY

BROKEN

2/27/2004

J3C65

A65*

 

D2113

RT MLG

AFTER DISASSEMBLY OF THE RT WHEEL AND BRAKE COMPONENTS FOR INSPECTION, ONE OF SIX BRAKE BLOCK (NR B27-59-D) WAS FOUND TO BE BROKEN, AND ONE OF SIX SPRING RETAINERS (NR R21-35) WAS FOUND TO BE BROKEN, AND LOOSE. THIS CLIP (RETAINER) MAY HAVE JAMMED UNDER A BRAKE BLOCK AND CAUSED THE RT WHEEL TO DRAG EXCESSIVELY ENOUGH TO CAUSE LOSS OF CONTROL DURING THE LANDING ROLLOUT. ACTUAL TIME OF SERVICE FOR COMPONENTS ARE UNKNOWN.

CA040113010

PIPER

LYC  

 

SEAL

WORN

1/8/2004

PA12

O320C1A

 

10400554

MAGNETO

(CAN) ENGINE OIL IN RT MAGNETO SEAL P/N 10-400554 LIP WORN FLAT. SLEEVE P/N 10-357078 APPEARS TO BE OF SINTERED IRON NOT STEEL AS SINTERED IRON AND SINTERED BRASS SLEEVES WERE OBSOLETED MANY YEARS AGO. FIVE NEW SLEEVES IN STOCK ALSO APPEAR TO BE SINTERED IRON. NOTE: SEAL IN LT HAND MAGNETO WAS NOT LEAKING BUT WAS WORN FLAT: DOES THE ENGINE OIL WEEP THRU THE NEW SINTERED BUSHING SLEEVES? IS THERE TOO MUCH TENSION ON THE OIL SEAL GARTER SPRING CAUSING PREMATURE WEAR. OR IS THE SINTERED IRON THE CULPRIT CAUSING EARLY SEAL WEAR?

2004FA0000364

PIPER

LYC  

 

FUEL CONTROL

MISMARKED

3/15/2004

PA18

O320*

 

 

ENGINE

AS MANUFACTURED, THE FUEL VALVE SELECTOR HANDLE CONSISTS OF A SMALL POINTER AND A SILVER HANDLE OPPOSITE OF EACH OTHER ON THE LT INTERIOR WALL BY THE FRONT SEAT. OPPOSITE BOTH FUEL VALVE SELECTIONS OF (LT) AND (RT) IS AN (OFF) POSITION. THE POINTER IS OFTEN PAINTED THE SAME COLOR AS THE BACKGROUND COLOR OF THE INTERIOR, USUALLY DARK RED. THIS LEADS TO THE POSSIBILITY OF SOMEONE INADVERTENTLY USING THE SILVER HANDLE TO MAKE THE VALVE SELECTION INSTEAD OF THE POINTER, PERHAPS TURNING THE VALVE (OFF) INSTEAD OF SELECTING A FUEL TANK. THE POINTER SHOULD BE PAINTED A DISTINCTIVE COLOR AND PERHAPS THE VALVE SELECTOR SHOULD BE PLACARDED: (USE POINTER NOT SILVER HANDLE TO MAKE VALVE SELECTION).

LU4R349M

PIPER

LYC  

 

CYLINDER

DAMAGED

3/16/2004

PA23250

IO540*

 

B24521

PROPELLER

CYLINDER (PN B-2452-1) SEPARATED FROM PROPELLER ON GROUND RUN. INSPECTION SHOWED THREAD DAMAGE OF CYLINDER. AFTER DISCUSSION WITH MFG, THE LIKELY CAUSE IS DIE TO HIGH PRESSURE FROM GOVERNOR, USUALLY CAUSED BY STICKING PRESSURE RELIEF VALVE.

AUS20040020

PIPER

LYC  

 

HINGE

CORRODED

1/15/2004

PA28151

O320E3D

 

63502000

RUDDER

(AUS) UPPER RUDDER HINGE BRACKET CONTAINED SEVERE CORROSION EXTENDING TO APPROXIMATELY 50 PERCENT OF THE DEPTH OF THE BRACKET.

AUS20040021

PIPER

LYC  

 

MOUNT

LOOSE

1/15/2004

PA28151

O320E3D

 

J961340

ENGINE

(AUS) RT LOWER ENGINE MOUNT LOOSE.

2004FA0000276

PIPER

LYC  

 

VOLT REGULATOR

FAILED

2/24/2004

PA28181

O360C1F

 

68804007

LT KICK PANEL

ALTERNATOR INOPERATIVE LIGHT CAME ON DURING GROUND RUN UP. TROUBLESHOOT SYSTEM AND FOUND NO OUTPUT VOLTAGE TO THE FIELD WIRE. PROBABLE CAUSE REGULATOR FAILED INTERNALLY, NO RECOMMENDATIONS AT THIS TIME.

O05R200400104

PIPER

 

 

BLADE

SCRATCHED

4/5/2004

PA28R200

 

 

90DHA16

PROPELLER

1 BLADE REJECTED FOR SCRATCH IN SHOT PEEN.

2004FA0000360

PIPER

LYC  

 

COOLING JET

MISSING

4/20/2004

PA28R201

IO360C1C6

 

73772

CRANKCASE

UPON DISASSEMBLY FOR ITS FIRST OVERHAUL, THE TECH FOUND TAPERED PIPE PLUGS WERE INSTALLED IN CRANKCASE INSTEAD OF THE REQUIRED PISTON COOLING JETS. PISTONS AND CYLINDERS SHOWED SIGNS OF OVERHEATING ALTHOUGH NO MALFUNCTION OCCURRED. ENGINE RECORDS INDICATE THE ENGINE WAS BUILT FACTORY NEW, INSTALLED ON AC AND HAS HAD NO HISTORY OF CYLINDER REMOVAL OR REPLACEMENT.

2004FA0000374

PIPER

LYC  

 

ATTACH FITTING

LOOSE

5/11/2004

PA28R201

IO360C1C6

 

6676200

FUSELAGE

DURING A ROUTINE INSPECTION, THE LT AFT WING ATTACHMENT FITTING WAS FOUND TO HAVE A LOOSE ATTACHING BOLT. THIS PROBLEM HAS BEEN TYPICAL ON A FLEET OF 6 AIRCRAFT OF THIS MODEL. THE PARTS IN QUESTION ARE: P/N-401-187 BOLT (AN5-7A), P/N-66762-00 (PLATE-AFT SPAR) AND P/N-62448-02 (FITTING-LWR LT FUSELAGE). ONLY THE LT SIDE FITTING HAS BEEN FOUND LOOSE ON ANY OF THESE AIRCRAFT. THE MANUFACTURER HAS BEEN ADVISED OF THIS PROBLEM AND HAS INSPECTED THE SUBJECT AIRCRAFT. THE ONLY PREVENTIVE MAINTENANCE AT THIS TIME IS REPETITIVE TORQUING OF THE BOLT, VERY OFTEN.

2004FA0000375

PIPER

LYC  

PIPER

BOLT

SHEARED

5/4/2004

PA28R201

IO360C1C6

 

400873

NLG 

DURING FLIGHT, THE PILOT REPORTED THAT THE GEAR UNSAFE LIGHT WAS ILLUMINATED DURING GEAR RETRACTION. THE GEAR WAS EXTENDED AND 3 GREEN LIGHTS WERE OBSERVED. DURING THE SUBSEQUENT INSPECTION, THE BOLT IDENTIFIED BELOW WAS FOUND SHEARED AND THE PORTION OF THE BOLT WITH THE HEX ON IT WAS NOT FOUND. THE THREADED PORTION, WITH THE NUT AND WASHER STILL ATTACHED, WAS FOUND TO BE THE ONLY ATTACHING ITEM CONNECTING THE ACTUATOR ROD END TO THE OVER CENTER DEVICE. NO OTHER DAMAGE WAS FOUND AND THE HARDWARE WAS REPLACED WITH NEW.

2004FA0000376

PIPER

LYC  

PIPER

BOLT

SHEARED

5/4/2004

PA28R201

IO360C1C6

 

400873

ZONE 700

DURING FLIGHT, THE PILOT REPORTED THAT THE GEAR UNSAFE LIGHT WAS ILLUMINATED DURING GEAR RETRACTION. THE GEAR WAS EXTENDED AND 3 GREEN LIGHTS WERE OBSERVED. DURING THE SUBSEQUENT INSPECTION, THE BOLT IDENTIFIED BELOW WAS FOUND SHEARED AND THE PORTION OF THE BOLT WITH THE HEX ON IT WAS NOT FOUND. THE THREADED PORTION, WITH THE NUT AND WASHER STILL ATTACHED, WAS FOUND TO BE THE ONLY ATTACHING ITEM CONNECTING THE ACTUATOR ROD END TO THE OVER CENTER DEVICE. NO OTHER DAMAGE WAS FOUND AND THE HARDWARE WAS REPLACED WITH NEW.

2004FA0000315

PIPER

LYC  

 

PISTON

MELTED

3/13/2004

PA28RT201

IO360C1C6

 

 

NR 3 CYLINDER

NR 3 PISTON/ CYLINDER MELTED.

2004FA0000339

PIPER

CONT

 

HOUSING

CRACKED

3/23/2004

PA28RT201T

TSIO360FB

 

60051004

TURBOCHARGER

REMOVED TURBO FOR OTHER WORK, INSPECTED HOUSING PN 600510-04 AND FOUND IT TO BE CRACKED AS SHOWN IN AD 82-27-03 FIGURE 2, AD 82-27-03 DOES NOT APPLY TO THIS HOUSING NUMBER, RECOMMEND INSPECTING ALL TURBOS REGARDLESS OF AD.

2004FA0000287

PIPER

LYC  

 

CONTROL WHEEL

CRACKED

2/19/2004

PA30

IO320*

 

20965

PILOT

A CRACK WAS FOUND IN THE CO-PILOT CONTROL WHEEL WHEN IT WAS REMOVED. THE BOTTOM OF THE WHEEL FROM FRONT TO REAR THROUGH THE PIN HOLE. THIS CRACK IS NOT VISABLE FROM THE OUTSIDE.

2004FA0000303

PIPER

LYC  

 

PUMP

LEAKING

4/2/2004

PA31350

TIO540*

 

200F5003

FUEL SYSTEM

DURING ENGINE 100 HOUR INSPECTION AND SERVICE FOUND THAT THE ENGINE DRIVEN FUEL PUMP LEAKING FUEL FROM THE REGULATOR HOUSING. (SO05200407947)

2004FA0000371

PIPER

LYC  

 

TUBE

BLEW OUT

4/23/2004

PA31350

TIO540*

 

 

TIRE 

NOSE TIRE BLEW ON LANDING. NO CAUSE COULD BE DETERMINED BY MAINT. THEY SUSPECTED LOW TIRE PRESSURE. TUBE VALVE SHEARED OFF.

CA040211003

PIPER

LYC  

 

TUBE

FAILED

2/10/2004

PA31350

TIO540J2BD

 

0923440

RT MLG

(CAN) ON LANDING , THE PILOT NOTICED A SLIGHT PULL TO THE RT. WHEN THE PILOT SLOWED THE AIRCRAFT, THE PULL GOT STRONGER FOLLOWED BY FLOPPING SOUND. THE PILOT STOPPED AND SHUT DOWN ON THE RUNWAY. ON INVESTIGATION OF THE TIRE AND TUBE, A SMALL .1250 INCH SLIT WAS FOUND IN THE TUBE. NOTHING SHARP WAS FOUND IN THE TIRE. SUSPECT THAT THE TUBE HAD A SLIGHT FOLD ON INSTALLATION AND COLD WEATHER OR RUBBING CREATED A HOLE.

CA040308008

PIPER

LYC  

PIPER

TORQUE TUBE

CORRODED

3/3/2004

PA31350

TIO540J2BD

 

4004009

RUDDER ASSY

(CAN) DURING INSPECTION IAW AD 2003-24-07 RUDDER FOUND TORQUE TUBE CORRODED.

CA040301001

PIPER

LYC  

 

CIRCUIT BREAKER

BURNED

2/19/2004

PA31350

TIO540J2BD

 

W23X1A1G20

 

(CAN) CIRCUIT BREAKER SENT FOR EVALUATION.

2004FA0000305

PIPER

LYC  

 

ROD BEARING

DELAMINATED

4/7/2004

PA32260

O540E4B5

 

SL13521

NR 6 POSITION

ENGINE EXPERIENCED FAILURE OF CONNECTING ROD BOLT, PN 74644 OR DELAMINATION OF CONNECTING ROD BEARING, PN SL 13521 IN NR 6 CONNECTING ROD POSITION. NOT SURE WHICH CAUSED THE FAILURE OF THE ENGINE. A ROD BEARING HALF WAS FOUND IN THE SUMP, MANGLED BUT INTACT; ITS MATE HAD DISINTEGRATED AND WAS SCATTERED THROUGHOUT THE ENGINE. THE ROD BOLT IN QUESTION WAS MISSING THREADS, AND WAS BLUE IN COLOR FROM EXCESSIVE HEAT. THE ROD NUT AND BOLT HEAD WERE NOT FOUND IN THE ENGINE AND SUSPECTED THAT THEY EXITED THE CRANKCASE THROUGH THE HOLE CREATED BY THE CONNECTING ROD BEING THROWN OFF THE CRANKSHAFT. THE ENGINE DID NOT SHOW SIGNS OF OIL STARVATION OR PROBLEMS WITH ANY OF THE OTHER CONNECTING ROD BEARINGS OR BOLTS.

2004FA0000278

PIPER

LYC  

 

CONNECTING ROD

BROKEN

2/23/2004

PA32260

O540E4B5

 

LW11750

ENGINE

WHILE IN CRUISE FLIGHT, ENGINE STARTED TO RUN ROUGH, CATASTROPHIC ENGINE FAILURE OCCURED. PILOT MADE AN EMERGENCY LANDING, MINOR DAMAGE TO AIRCRAFT. INSPECTION OF FAILED ENGINE REVIELD A BROKEN NR 1, (ONE) CONNECTING ROD.

T0438

PIPER

LYC  

 

DATA PLATE

DEPARTED

5/4/2004

PA32R301T

TIO540*

 

 

ENGINE

ENGINE DATA PLATE RIVETS ARE BECOMING LOOSE CAUSING THE DATA PLATE TO SEPARATE FROM ENGINE. WE ARE SEEING THIS ON SEVERAL ENGINES.

O05R200400100

PIPER

 

 

BLADE

OUT OF TOLERANCE

4/5/2004

PA34200

 

 

FJC7666A

PROPELLER

2 BLADES REJECTED FOR DIMENSIONS.

O05R200400101

PIPER

 

 

BLADE

OUT OF TOLERANCE

4/5/2004

PA34200

 

 

FJC7666A

PROPELLER

2 BLADES REJECTED FOR DIMENSIONS.

2004FA0000396

PIPER

CONT

 

RELAY

INOPERATIVE

4/13/2004

PA34220T

TSIO360*

 

6041H202

STROBE LIGHT

DURING A RAIN STORM FLIGHT PERSONNEL REPORTED TO RAMP 66 MAINTENANCE DEPT THAT AC. WINGS AND TAIL STROBE LIGHTS CAME ON. MAINT MECH CHECKED BATTERY SWITCH. SWITCH WAS TURNED OFF. DURING TROUBLESHOOT AFT COMPARTMENT FLOORING WAS REMOVED BEHIND PASSENGER SEATS. WATER WAS STANDING 2 INCHES IN BELLY OF AC. BATTERY RELAY WAS STANDING IN WATER. AFTER REMOVING, WATER WAS FOUND INSIDE OF THE RELAY. RELAY HAD LARGE PITTING HOLE AND SHOWED SIGNS OF ARCING.

2004FA0000388

PIPER

 

 

BOLT

SHEARED

3/16/2004

PA44180

 

 

NAS464P427

DRAG BRACE

ON LANDING ROLLOUT THE NOSEGEAR COLLAPSED. INSPECTION REVEALED THE DRAG BRACE CENTER PIVOT BOLT (PN NAS464P4-27) HAD SHEARED. THESE SAME BOLTS WERE REMOVED AND REPLACED WITH NEW BOLTS ON THE REST OF THE FLEET. ALL BOLTS WERE FOUND TO BE WORN IN A SHEAR TO SOME DEGREE. ALL BOLTS SHOWED SOME EVIDENCE OF CORROSION SUGGESTING INADEQUATE LUBRICATION. THIS OPERATOR WILL BE FOLLOWING MORE AGGRESSIVE LUBRICATION AND REMOVAL OF THE BOLTS AT 1000 HOURS FOR DETAILED INSPECTION.

2004FA0000349

PIPER

PWA  

 

SWITCH

SHORTED

4/1/2004

PA46500TP

PT6A42

 

A02855688499

AUTO START SYS

AUTO START SYSTEM WOULD NOT DISENGAGE AUTOMATICALLY AT 56 PERCENT NG. FOUND ELECTRONIC CONTROL MODULE 1012 (P/N 688-499) INTERNALLY SHORTED CAUSING POWER TO CONSTANTLY FLOW REGARDLESS OF COMMANDS.

JV2R20040001

RKWELL

 

 

TIRE

SEPARATED

3/8/2004

NA26565

 

 

 

MLG 

TIRE TREAD SEPARATION FROM TIRE CASING. EACH TIRE REPORTED HAS LESS THAN TWENTY LANDINGS ON IT. THIS PROBLEM REPORTED TO TIRE MFG. SAMPLES OF DISCREPANT UNITS FORWARDED TO MFG FOR EVALUATION. THIS IS THE FIRST OF NINE KNOWN FAILURES OF THESE TIRES. ONE OTHER IS MODEL -65, FOUR ARE ON MILITARY T-39N AIRCRAFT. THREE OTHER AIRCRAFT REPORTED TREAD SEPARATIONS TO ANOTHER REPAIR STATION WHO FORWARDED THEIR INFORMATION TO MFG. A COPY OF THE MFG CORRECTIVE ACTION REQUEST, NO 66 AND THE LETTER REQUESTING AN EVALUATION WILL BE SENT TO MFG AND FSDO WITH THIS REPORT.

2004FA0000325

ROBSIN

LYC  

 

PUSHROD

BENT

3/29/2004

R22MARINER

O360J2A

 

 

NR 2 CYLINDER

NUMBER 2 CYLINDER EXHAUST VALVE STUCK AND BENT PUSHROD CAUSING ENGINE POWER LOSS. PILOT THEN EXECUTED A PRECAUTIONARY LANDING.

2004FA0000329

ROBSIN

LYC  

 

PUSHROD

BENT

3/29/2004

R22MARINER

O360J2A

 

 

ENGINE

NR 2 CYLINDER EXHAUST VALVE STUCK AND BENT PUSHROD CAUSING ENGINE POWER LOSS. PILOT THEN EXECUTED A PRECAUTIONARY LANDING.

2004FA0000403

UNIVAR

 

UNIVAR

SPAR CAP

CORRODED

5/13/2004

A2AALON

 

 

41513128

FUSELAGE

DURING INSPECTION REQUIRED BY AD-2003-21-01, INTERGRANULAR AND EXFOLIATION CORROSION WAS DISCOVERED ON THE MAIN SPAR LOWER CAP. THE CENTER SECTION FRONT SPAR WILL REQUIRE REPLACEMENT.

END OF REPORTS