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

323

bald eagle watching over three eggs

JUNE

2005

 


CONTENTS

AIRPLANES

AMERICAN GENERAL.............................................................................................................. 1

BEECHCRAFT............................................................................................................................ 1

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

ERCOUPE................................................................................................................................... 7

PIPER........................................................................................................................................... 7

RAYTHEON.............................................................................................................................. 11

POWERPLANTS & PROPELLERS

CONTINENTAL....................................................................................................................... 12

HARTZELL................................................................................................................................ 12

ACCESSORIES

AMEREX................................................................................................................................... 12

AIR NOTES

ELECTRONIC VERSION OF FAA FORM 8010-4, MALFUNCTION OR
DEFECT REPORT..................................................................................................................... 13

PAPER COPY OF FAA FORM 8010-4, MALFUNCTION OR DEFECT REPORT............... 14

INTERNET SERVICE DIFFICULTY REPORTING (iSDR) WEB SITE................................... 14

IF YOU WANT TO CONTACT US......................................................................................... 15

AVIATION SERVICE DIFFICULTY REPORTS...................................................................... 15

 


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

AVIATION MAINTENANCE ALERTS

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

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

 

AIRPLANES

AMERICAN GENERAL

American General; AG-5B; Reversed Seatbelt Doubler Installation; ATA 5347

“While replacing the rear passenger seatbelts, it was discovered the 5102330-6 reinforcement plate had been installed on the forward side of the aft seat bulkhead under the seat belt attach bracket. The -6 plate should have been installed on the aft side of the bulkhead in accordance with AG Drawing 5102299. Furthermore, an MS20364-1032 (thin sheer nut) was used to secure the AN3-5A retaining bolts. MS 20365-1032 or MS21042-3 nuts should have been installed as called out on the drawing. This (discrepant) arrangement results in reduced seatbelt attachment strength when compared with the design configuration. This aircraft appeared to have the original seatbelts installed so it is likely this improper installation was accomplished during assembly. This submitter recommends owners of AG-5B aircraft manufactured by American General Aircraft have their rear seatbelt outboard attach brackets inspected for proper installation of the 5102330-6 plate and proper attach hardware prior to carrying rear passengers.” (This was the second AG-5B found by this repair station with these discrepancies.)

Part Total Time:  5,944.9.

 

BEECHCRAFT

Beechcraft; B60; Cracked Weld on Oil Cooler; ATA 7921

A mechanic found a 2-inch crack down the center of a weld on an oil cooler (P/N 10046A) for a Lycoming TIO-541. (No other pertinent written data accompanied this submission, but the black and white electronic photo says a great deal.)


Shown is the back side of an oil cooler having a 2 inch crack down the center of the welded joint.

Part Total Time:  unknown.

 

Beechcraft; E90; Sheared Clevis Pin on Main Landing Gear; ATA 3213

A pilot reports a sound “...like a tire blowing out” and severe vibration through landing rollout. No errant vibration was detected during taxi back to the hangar. Exiting the airplane, misalignment in the right main gear is quickly noticed and reported by the pilot. Maintenance personnel investigate and discover the retaining clevis pin (P/N MS 20392-2C45) “...for the upper torque link sheared, causing the pin to drift outboard, which caused the upper torque link to break and separate from the trunnion.” The technician recommends replacing the clevis pins each time AD 2002-01-10 is performed. (Time for the torque knee was given as 9,851 hours.)

Part Total Time: (clevis pin) unknown.

 

CESSNA

Cessna; All Single-Engine Models; Improper Ground Handling; ATA 5510

(The following admonition is published as received from the Associate Airframe and Services Manager in the Wichita Aircraft Certification Office.)

“Service experience and engineering tests show damage can be caused by excessive loads being imposed on the horizontal stabilizer when improper procedures are used during ground handling. It is important that pushing forces be applied close to the fuselage when moving an aircraft by the horizontal stabilizer. Check the procedures given in your Cessna Service Manuals. The best procedure for ground handling would be to use a tow bar. Note: This article has been published in previous Alerts. Reports indicate improper procedures are still being used.”


This is a comic-type drawing depicting a man pushing down on this small aircraft's left horizontal stabilizer, raising the nose wheel clear of the ground. (This is often done to allow easy maneuvering of the plane on just the main gear.)

 

Cessna; 100 - 200; Incorrect Alternate Static Source Markings; ATA 1100

The Alternate Static Source Kit (P/N AK210-48L) contains an improperly marked placard (P/N 0505005-1). The mechanic describes the placard’s markings indicating the valve is open when it is actually closed, and vice versa. “Cessna has been contacted and will correct,” states the mechanic. “We wonder how many kits have been installed.”

 

Cessna; 150 - 207; Wheel Fairing Scrapers; ATA 3201

(The following admonition is published as received from the Associate Airframe and Services Manager in the Wichita Aircraft Certification Office. Specific models included are:  150, 152, 172, R172, 177, 180, 182, 185, 206, and 207.)

“Cessna airplanes fitted with wheel fairings incorporate a scraper adjacent to the tire. Damage will result if the correct clearance is not set between the tire and scraper. You should check the clearance when the scraper is disturbed, when the tire is changed and when speed fairings are installed. Adjust the clearance to have a minimum of 0.55 inch (14 mm) to a maximum of 0.80 inch (20 mm). The clearance allows for tire growth due to rotational speed and aging. Although tread wears off the tire with use, age growth increases the tire size faster than wear decreases it. Low tire pressure may change the rolling shape of the tire, which can cause tire-to-scraper interference as well, so maintaining proper tire pressures is also important. Cessna has recently revised the 172R/172S, 182S/182T/T182T and 206H/T206H maintenance manuals to incorporate this clearance information. It will be included in older manuals as they are revised.”

 


Cessna; 172H; Cracked Wing Spar; ATA 5711

A 2-inch crack was found on the R/H aft wing spar (P/N 0523400-51) beneath its inboard flap track attachment, traversing the lower rivet holes. The submitting mechanic speculates fatigue as the cause. His recommendation is “...all C172s with more than 8,000 hours total time be inspected by borescope or other acceptable means at the rear wing spar around the flap track attach area.”

Part Total Time: 12,474.4 hours.

 

Cessna; 402C; Cracked Engine Nacelle Crossover Beam; ATA 5411

A mechanic found a 1.5-inch crack in the top rear radius of this aircraft’s L/H engine nacelle crossover beam (P/N 5654104-11). Repair was affected by part replacement (see below copy of Cessna Parts Catalog).

This is a technical, exploded view drawing copied from the Cessna Model 402 Parts Catalog. Book number 54-10-00; figure 01; page 0, dated October 1 of 1982. A hand-drawn note indicates the relative position of a crack on a support beam for the left hand engine.

Part Total Time:  21, 255.0 hours.

 


ERCOUPE

Ercoupe; 415C; Wing Spar-Cap Corrosion; ATA 5711

A technician writes, “While performing a three year inspection of the wing center section in accordance with AD Note 2002-26-02 and Univair S.B. (Service Bulletin) number 31, the forward upper spar cap strip (P/N 415-13027) was found to have an area of inter-granular corrosion near the upper wing attach fitting. The corrosion was barely visible with the wing center section installed on the aircraft. The full extent of the inter-granular corrosion was not known until the wing center section spar was removed from the aircraft, stripped of paint, and thoroughly cleaned. Initially the area of corrosion appeared to look like pealing paint. Closer inspection revealed an area 5/8 inch wide by 6 inches long by 3/16 inch deep. (I) recommend a close and thorough inspection of the wing center section for corrosion.”

Part Total Time:  958.1 hours.

 

PIPER

Piper; PA 23-250; Sheared Main Gear Drag Link Pin; ATA 3213

This “...Piper Aztec was on roll out after landing when the L/H main landing gear drag link assembly separated between upper link assembly (P/N 16190-00) and the lower link assembly (P/N 16240-05),” states the writer. “This allowed the L/H main landing gear strut assembly to fold aft, allowing the aircraft to collapse on the runway. When the aircraft was recovered, the L/H main landing gear center drag link attach bolt (P/N 402-427 and/or AN177-27) was found sheared in the center of the bolt shank. Both halves of the bolt were still in the L/H lower drag link leg and were able to be removed for inspection. Visual inspection of the bolt’s fracture indicated an existing crack across approximately ¾ of the bolt’s shank, with a new crack through the remaining 1/4 of the bolt’s shank. A replacement bolt was installed to facilitate recovery of the aircraft...(and it) was subsequently turned over to the owner for repairs to be completed.”  (A copy of the pertinent page in Piper’s Service Manual was included with this submission, and two pictures of the sheared bolt.)


 

The first of two pictures is an exploded view of the left main landing gear from Piper's Azetec Service Manual; figure 7-10, page 2118. An arrow has been drawn to show the position of the failed bolt.

 


 

The second picture shows two views of the same broken bolt.

Part Total Time: unknown.

 

Piper; PA 28-140; Spar Cap Corrosion; ATA 5711

This submission describes severe exfoliation corrosion in the L/H wing spar cap (P/N 67070-02) just behind the fuel tank. Piper Service Bulletin 1006 requires this tank to be removed for inspection. “There was no indication of corrosion swelling on the surface of the wing,” states the technician. “The area where the corrosion occurred is not visible from the inspection panel access and requires the fuel tanks be pulled for inspection of this area.” (Two of six submitted photographs are shown below.)


 

Two pictures of the top left wing of this aircraft; the first looking down and aft at the rear spar, visible since the fuel tank has been removed; the second a close-up of the first depicting the striuctural corrosion.Two pictures of the top left wing of this aircraft. The first looking down and aft at the rear spar, visible since the fuel tank has been removed; the second a close-up of the firsst depicting the structural corrosion.

Part Total Time:  6,969.9 hours.

 

Piper; PA 31-350; Improper Electrical Wiring of Wing Lights; ATA 3340

(The following article's information has been coordinated with Mr. Fred Blauth, the Principal Maintenance Inspector from the Philadelphia Flight Standards District Office (FSDO).

This aircraft’s “...R/H wing exploded on take-off roll,” states the submitter, “...due to ignited fuel vapors trapped in the empty wing cavity outboard of the fuel cells.” Investigators determined about 700 feet into the takeoff roll the left engine began to loose manifold pressure and the pilot began to abort the takeoff. While the pilot was decreasing power, the outboard section of the right wing exploded. The aircraft was stopped on the runway and the pilot and his six occupants evacuated the aircraft without injury. This submitter goes on to state, “Further inspection revealed the R/H main fuel cell vent nipple was broken off and very brittle and deteriorated, allowing fuel vapors to accumulate in this cavity.” The submitter also points out “...the aircraft was previously fitted with Colemill wingtip and landing light modifications.” The modification was done in accordance with STC SA1151SO. The 28-volt power wire for the wingtip and landing light assemblies “…had been routed from root to tip following an aft stringer and passing through ribs via stringer cutouts--with no protection. This wire was found to be shorted and burned off with evidence of arcing at the approximate wing station number 148...causing ignition of the above fuel vapors.” The submitter recommends “…the incident could have been avoided with proper fuel cell (and nipple) inspections (in accordance with the manufacturer’s instructions) and routing wires properly using guidance in 43.13-2A?OpenDocument')">Advisory Circular 43.13--1B.” The subsequent FAA investigation revealed the wing and landing light wiring had not been installed in accordance with the approved STC, which required the wiring to follow existing navigation light wiring along the front spar and not through the rear fuel cell cavity. The Philadelphia FSDO is currently initiating a safety recommendation to require all PA 31 operators incorporating STC’ed Colemill wingtip assemblies to check for proper wiring, electrical protection, and installation conformity. In addition, it is recommended all operators of similar aircraft utilizing rubber fuel cells perform a visual check of the exterior of the aircraft wings and or fuselage for signs of leakage, fuel wetness or color dye stains, especially in the vicinity of vents and compartment drains, and have properly certificated mechanics investigate the source to determine proper corrective action prior to flight. (Three photographs follow. No times were provided.)


 

The picture shows the R/H wing ballooned-out from explosive force.

 

The picture shows internal light wire routing through a structural lightening hole, but having no support.

 


 

The picture shows a close-up of the same wire at a point of chafing and resultant arcing.

Part Total Time:  unknown.

 

Piper; PA 31-350; Malfunctioning Heater Air Pressure Switch; ATA 2140

A technician states his “...customer bought an exchange heater (Model B4500). The core returned to us had a distorted combustion tube. (Inspection) found the combustion air pressure switch (P/N 94E42-1) closed at all times. This particular switch is a NORMALLY OPEN switch. (This) switch closes when combustion air pressure increases and tells the heater it has combustion air. The combustion air blower quit (failed) and this switch did not sense this lack of combustion air pressure and continued to supply fuel to the heater. Bad, bad, bad. This switch does not get tested per AD 96-20-07. This (P/N FR65D79-3EL) heater was built in October 1997.” (The SDR database currently reflects two entries on this part number.)

Part Total Time: unknown)

 

Piper; PA 34-200T; Malfunctioning Heater Air Pressure Switch; ATA 2140

(The above technician continues with another defective heater description.) “A customer was checking (the aircraft’s) heater, even though he wasn’t required to do so, and found the combustion air pressure switch (P/N 94E42-3) closed at all times. This is a NORMALLY OPEN switch. The customer informed us the heater has 76 hours total time. This was a warranty claim. Upon receipt of the defective switch, we concluded the switch was closed at all times. This switch (and heater) is not required to be tested per AD 96-20-07. The heater this switch is installed on is P/N FR90D38-1EL and was built in February 2002. To prevent recurrence, have operators check heaters and switches (by issuing) a service bulletin or AD.” (The SDR database currently registers four entries for this part number.)

Part Total Time:  76 hours.

 


RAYTHEON

Raytheon (Beech); B300; Improper Installation of Inertial Guide Vane; ATA 5400

A mechanic states, “During a normal phase inspection of the Engine Inertial Vane Control System it was found the retainer plate (P/N 101-910114-35) which locks into a groove on the shaft (P/N 101-910114-129) for the aft inertial vane was not installed correctly. When the retainer plate is correctly installed in the groove on the shaft assembly it would securely hold (this assembly) in its mounting plates. This retainer plate is located on the vane shaft end opposite the actuator. This (improper) situation allows the shaft assembly to move back and forth when the vane is operated through its (normal) range. We have found this excess side movement would also allow the bolt that secures the shaft assembly to the actuator (to possibly) catch on the surrounding support. This condition was found on both engines of this aircraft. The shaft assemblies for the forward vanes were found to be correctly installed. (A Raytheon B300 parts drawing is shown below.)

 

This picture is an exploded drawing from the Raytheon Parts Catalog (30-20-00-06, page 0A) showing the discussed mechanism within the L/H engine nacelle.

Part Total Time: unknown.

 


POWERPLANTS AND PROPELLERS

CONTINENTAL

Continental; TSIO-520R; Failed Connecting Rod; ATA 8520

The attending mechanic describes the probable sequence of events for this Cessna 210’s engine.

“The number two connecting rod failed, breaking the crankcase and knocking the left magneto from its mount. The rod showed friction welding to the crank prior to failure. The counterweight was also damaged by impact with the rod. It appears the engine continued to operate briefly following the rod’s seizure. The pilot accomplished a successful landing in a soybean field, sustaining no apparent damage to the airframe. This engine had 1074 hours since major overhaul. It has a history of cylinders being removed for top overhaul, with four of them having been changed twice. The owner indicated he had been experiencing persistent over-boosting, and (this problem) had been addressed by a couple of different mechanics and shops. The turbo controller had been replaced, and subsequent to that, the waste gate had been removed, serviced, and reinstalled. Upon completion of this work, it appeared the over-boost problem had mitigated. Shortly (later) however, the engine failed. The pilot indicated engine failure was preceded by fluctuating oil pressure, loss of boost pressure, and rough operation. It is my opinion the persistent over-boosting hammered the rod bearings to the point that they were marginal by the time the boost problem was corrected. Things seemed normal until oil pressure loss through the rod bearings resulted in inadequate wastegate operation (loss of boost) and lubrication.”

Part Total Time:  not given.

 

HARTZELL

Hartzell; HC-C2YK-1BF; Incorrect Assembly Parts; ATA 6122

The propeller’s governor (P/N F2-7A) discrepancies included RPM control issues and a history of leaking. The submitting technician states, “During disassembly, the pilot-spool shaft (P/N 54696) threads were found to be damaged. It was discovered that during the previous assembly of this part a fine thread B3808-4 nut was used in place of the required B3808 (course thread) nut. The B3808-4 was forced onto the pilot-spool, distorting and cross-threading (the part). The unit was reported to have been overhauled in March of 1994, having approximately 200 hours (accumulated time).”

Part Total Time: unknown.

 

ACCESSORIES

AMEREX

Amerex Fire Extinguisher (Portable); Model 344; Depleted Bottle; ATA 2622

The submitter describes this extinguisher to have passed both weight and pressure checks, and then it was stored appropriately (storage time not provided) while the host aircraft underwent inspection. Upon reinstallation of this unit into the aircraft, the technician noticed the Halon was depleted, even though all safety seals were intact. Investigation found the cylinder head to be loose and the o-ring damaged. (Shown below are two photographs that accompanied this submission, followed by another Alert report on the same type of bottle.)


Two photos are shown within one. The first shows the top of the fire bottle with the head removed and internal threads exposed. The econd a view of the regulator's male threads showing a torn o-ring seal.

Part Total Time:  manufacture date 2001.

 

Amerex Fire Extinguisher (Portable);Model 344; Depleted Bottle; ATA 2622

This fire bottle was found completely discharged and its nozzle assembly loose. The inspecting technician describes the unit’s valve threads as being corroded and the o-ring seal deteriorated. Improper valve torque was offered as a possible cause for these discrepancies. (Two accompanying photographs are shown below. The Amerex web site: http://amerex-fire.com/main.asp contains excellent information--especially under the “Distributor’s Corner,” on the home page, then select “Technical Tips.” Their discussion makes very clear the specifications for servicing these bottles--specifications not complied with on many units returned to them.)

Two photos are shown. The first showing the extinguisher's regulator sufficiently unscrewed to expose the male thread's o-ring. The second corrosion on the o-ring's seating surface in the fire bottle's neck.

Part Total Time:  manufacture date of 1998.

 

AIR NOTES

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

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

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


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

 

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

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

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

 

INTERNET SERVICE DIFFICULTY REPORTING (iSDR) WEB SITE

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

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

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

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

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

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


The SDRS and iSDR web site point of contact is:

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

 

IF YOU WANT TO CONTACT US

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

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

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

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

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

 

AVIATION SERVICE DIFFICULTY REPORTS

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

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

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

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


Federal Aviation Administration

Service Difficulty Report Data

 

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

Control Number

Aircraft Make

Engine Make

Component Make

Part Name

Part Condition

Difficulty Date

Aircraft Model

Engine Model

Component Model

Part Number

Part Location

CA050316002

 

 

HARTZL

CYLINDER

LEAKING

3/11/2005

 

 

 

 

PROPELLER

(CAN) PROP WAS IN FOR BETA LIGHT FLICKERING, TORQUE FLUC, OIL PRESS FLUC. PROP HAD A SLOW PITCH CHANGE, OIL LEAK BETWEEN BASE OF CYL & HUB, GREASE LEAKAGE FROM ALL FOUR BLADE CLAMPS. FOUND NR 4 BLADE OUT 0.6 DEG IN ANGLE. LATCH ANGLES OUT ABOUT 0.7 DEGREES. PROP BEING DISASSEMBLED, FOUND PISTON NUT, INSIDE, OUTSIDE BLADE CLAMP BOLTS WERE NOT TO REQUIRED TORQUE. OUTER CLAMP BOLTS FOUND AT 40 TO 50 FT-LBS TORQUE, WHEN 65 FT-LBS IS SPEC. IT WAS FOUND THAT OD OF BLADE SHANK HAD ALSO BEEN PAINTED. NO ALIGNMENT TAPE FOUND ON BLADE SHANKS AND CLAMPS TO DETERMINE IF BLADES HAD SLIPPED IN CLAMPS. COULD HAVE BEEN CAUSE FOR BLADE ANGLES TO BE OUT OF SPECS. JOINT BETWEEN CYL AND HUB WAS FOUND TO BE LEAKING OIL.

CA050316001

 

 

 

BOOT

MISLOCATED

3/14/2005

 

 

 

4E11887

PROP BLADE

(CAN) PROPELLER HC-B4TN-5GL, SERIAL NR CDA3380M2, WORK ORDER NR T65300 BLADE DE-ICER PART NR 4E1188-7. WHEN RECEIVED, FOUND THAT THE DEICE BOOTS HAD BEEN INSTALLED TOO FAR OUT ON THE BLADE. THEY WERE .6875 TO 1.2500 INCHES FROM THE OUTSIDE EDGE OF THE BLADE CLAMP. IN MANUAL 202, AND IN DRAWING 7E1338 SPECIFY FOR THIS AIRCRAFT INSTALLATION THAT THE DE-ICERS SHOULD BE INSTALLED, 1 INCH FROM THE OUTSIDE EDGE OF THE BLADE CLAMP. BUT IN PROPELLER DE-ICING SYSTEMS REPLACEMENT PARTS LIST FOR REFERENCE KIT 65-165, SPECIFIES 1.2500 INCH. THE MANUFACTURER WAS ADVISED OF THE DE-ICER DISTANCE, AND THEY STATED.

2005FA0000601

 

 

COLLINS

MOTOR

INTERMITTENT

4/4/2005

 

 

ADI85A

2300626020

ADI 

CREW REPORTED COMMAND FUNCTION STICKING AND ADI DISPLAYS CMD FLAG. INSPECTION REVEALED MOTOR HAD HIGH START VOLTAGE. MOTOR DATE CODE IS 04/04. MOTOR WAS INSTALLED NEW 11/2004.

2005FA0000501

 

 

ROTOL

BLADE

CRACKED

1/27/2005

 

 

 

6607132886

OUTER SLEEVE

PROPELLER RECEIVED FOR REPAIR OF BURNED OUT DE-ICER. PROP REQUIRED COMPLIANCE OF AD. PROP FAILED AD. PROP WAS DISASSEMBLED AND A CRACK WAS FOUND IN ROOT END OUTER SLEEVE OF NR 4 BLADE, SN 258. BLADE IS REJECTED FROM FURTHER SERVICE. (K)

JGVR2005P7YFA

 

 

COLLINS

MOTOR

INTERMITTENT

4/15/2005

 

 

ADI85A

2300626020

ADI 

INTERMITTENT MOTOR CAUSED STICKING FLIGHT DIRECTOR COMMAND FUNCTION. THIS CAUSED THE COMMAND FLAG TO BE INTERMITTENTLY DISPLAYED. INSPECTION REVEALED THE MOTOR TO HAVE HIGH RESISTANCE. THIS MOTOR WAS INSTALLED NEW IN AUGUST 2004. DATE CODE ON THE MOTOR IS 0424.

2005FA0000608

 

 

 

BLADE

FATIGUED

4/6/2005

 

 

 

 

COMPRESSOR WHEEL

THIS IMPELLER HAS EXPERIENCED WHAT LOOKS LIKE HIGH CYCLE FATIGUE WITH A VERY LOW TT ON THE UNIT. IT APPEARS TO HAVE FAILED DUE TO WHAT STARTED AS A FATIGUE CRACK AND RESULTED IN A LARGE PIECE OF THE IMPELLER COMING OFF. THIS IMPELLER AND ANOTHER WERE PURCHASED WITHIN 30 DAYS OF EACH OTHER AND HAVE S/N THAT ARE 2 DIGETS OFF FROM THE OTHER.

CA050421003

 

 

 

BOLT

FRACTURED

4/17/2005

 

 

 

MS2000526

MLG 

(CAN) TIE BOLT FOUND BROKEN IN HALF IN IB RIM. TIE BOLT CAUSED DAMAGE TO BOLT HOLE IN RIM. RIM HALF WAS REJECTED FOR SERVICE ALONG WITH TIE BOLT. ALL OTHER 5 BOLTS WERE TIGHT IN THE RIM HALFS. TIME UNKNOWN ON BOLTS AS THEY ARE MPI EVERY REMOVAL.

CA050414010

 

 

 

ROD BEARING

GOUGED

4/14/2005

 

 

 

B24914S

PROPELLER

(CAN) P/N B2491-4S PC ROD GOUGED ON SPRING AREA BEYOND LIMITS, P/N A2202. BEARING DENTED BEYOND SERVICABLE LIMITS P/N SPRING END OF SPRING DAMAGED LEAVING A SHARP EDGE TO GOUGE PC ROD SCRAP PARTS RETURNEDTO CUSTOMER.

CA050322006

 

 

 

ELT  

FAILED

3/22/2005

 

 

 

PS400010

CABIN

(CAN) DURING AN ELT RECERTIFICATION THE G SWITCH FUNCTION FAILED THE REQUIRED G FORCE TEST. WE HAVE SINCE FOUND SEVERAL G SWITCH FAILURES. THE ELT'S WERE SENT BACK TO THE MFG FOR REPAIR.

CA050316007

 

 

JANITROL

CONTROL VALVE

LEAKING

3/10/2005

 

 

 

A23D04

HEATER REGULATOR

(CAN) AD 2004-25-16, HEATER REGULATOR/CONTROL VALVE, P/N A23D04, WEEPING FUEL. ACTION TAKEN- DISABLED AT PRESENT, PARTS ON ORDER.

2005FA0000647

 

 

HONEYWELL

BLADE

CRACKED

4/20/2005

 

 

 

 

COMPRESSOR ROTOR

THIS IMPELLER HAS EXPERIENCED WHAT LOOKS LIKE HIGH CYCLE FATIGUE WITH A VERY LOW TT ON THE UNIT. IT APPEARS TO HAVE FAILED DUE TO WHAT STARTED AS A FATIGUE CRACK AND RESULTED IN A LARGE PIECE OF THE IMPELLER COMING OFF. THIS IMPELLER AND ANOTHER WERE PURCHASED WITHIN 30 DAYS OF EACH OTHER AND HAVE SN THAT ARE 2 DIGITS OFF FROM THE OTHER. (K)

2005FA0000665

 

 

 

BATTERY

WRONG PART

3/9/2005

 

 

 

 

EMERGENCY LIGHT

UNIT CONTAINS 24 NICAD CELLS IN PLACE OF THE 12 LEAD ACID CELLS THAT BELONG IN IT. THE HIGHER VOLTAGE APPEARS TO HAVE BURNED UP THE CELL SWITCH BLOCK. NICAD CELLS ARE NOT AN APPROVED REPLACEMENT CELL FOR THIS UNIT. (K)

2005FA0000679

 

 

 

LIFE VEST

FAILED

12/20/2004

 

 

 

GA12P0201

CABIN

INDIVIDUAL FLOAT DEVICE FAILED. MFG RECOMMENDED CELL PRESSURE TEST. DOM: MAY 1981. (K)

2005FA0000598

 

CONT

 

O-RING

IMPROPER PART

4/13/2005

 

IO520*

 

532200

CYLINDER BASE

INCORRECT CYLINDER BASE O-RINGS INSTALLED AT TOP-OVERHAUL. THE O-RINGS INSTALLED APPEARED TO BE THE SIZE FOR THE ENGINE. THESE LARGER CROSS SECTION SEALS WERE PINCHED BETWEEN THE CYLINDER BASE AND THE CRANKCASE. THIS RESULTED IN A LOW THROUGH-BOLT TORQUE. NUMBERS 2 AND 3 MAIN BEARINGS SPUN, DISRUPTING OIL FLOW TO THE NUMBER 4 CONNECTING ROD. THE NUMBER 4 CONNECTING ROD FAILED AND PENETRATED THE CASE.

2005FA0000569

 

CONT

 

BEARING

DAMAGED

3/15/2005

 

IO550F

 

SA634503M010

CRANKSHAFT

UPON DISASSEMBLY IT WAS NOTED THAT THIS BEARING SHELL IS BROKEN. IT IS LOCATED IN NR 2 FROM REAR SADDLE. IT APPEARS THAT THE BEARING HAS WORKED AND IS POLISHED AS RESULT: THE CRANKSHAFT, SN C159618N HAS OVERSIZED BLADE BUSHING BOSSES. UPON DISASSEMBLY, (LOOSE BUSHINGS) NOTE: FRETTING ON PARTING SURFACE AS A RESULT OF THE BEARING WORKING, THE BEARING TANG IN THE SADDLE HAS BEEN MALFORMED.

2005FA0000686

 

GE  

 

IGNITER

DAMAGED

1/10/2005

 

CF7002D2

 

 

ENGINE

IGNITER WOULD NOT THREAD INTO ENGINE LOSS DURING O/H ASSEMBLY. 1ST THREAD SHOWS DAMAGE AND FURTHER EXAMINATION SHOWS THREAD DIAMETER IS .003 INCH-.004 INCH LARGER THAN THE OTHER NEW IGNITER INSTALLED ON THIS ENGINE. THE UNDAMAGED IGNITER WAS CHECK-THREADED INTO BOTH ENGINE BOSSES WITH NO PROBLEMS. RECOMMMEND CAREFUL CONDITION CHECKS. (K)

2005FA0000715

 

LYC  

MCAULY

RETAINER

DAMAGED

4/21/2005

 

IO540*

 

D20880

PROP GOVERNOR

FLYWEIGHT RETAINING DISC, DAMAGED. (K)

2005FA0000519

 

LYC  

 

PISTON

BROKEN

4/5/2005

 

O320H2AD

 

SL15357

ENGINE

DURING A 100 HR INSPECTION, FOUND A SMALL PIECE OF METAL IN THE SUCTION SCREEN. NO METAL WAS FOUND IN THE FILTER, INSPECTED PIECE AND DETERMINED TO BE FROM A PISTON, REMOVED OIL SUMP AND FOUND SEVERAL MORE PIECES, LOOKED INTO CASE. FOUND THE SKIRT OF NR 3 PISTON TO BE MISSING PIECES. REMOVED NR 3 CYLINDER AND FOUND NO DAMAGE TO THE CYLINDER, REMOVED REMAINING CYLINDERS AND FOUND NO DAMAGE. CYLINDER REMOVED 661.9 HRS AGO FOR AN ENGINE TEARDOWN AND REINSTALLED, TTSN: 3836.8, TTSO1832.6. PART HAD A CRACK THAT EXTENDED .5 INCH BEYOND THE BROKEN SECTION HEADED TOWARD THE OIL SCRAPER DRAIN HOLE. (K)

2005FA0000718

 

PWA  

PWA  

BLADE

FRACTURED

4/20/2005

 

F117PW100

 

1B6509

ENGINE

SUBJECT ENGINE WAS RECEIVED FOR PROACTIVE NIB 10/11TH STATOR REMOVAL. DURING INSPECTION, ONE 9TH STAGE HPC BLADE WAS FOUND FRACTURED WITH APPROX 1.140 LENGTH OF THE BLADE MISSING. THIS IS FIRST SHOP VISIT FOR THE ENGINE. (K)

CA050315003

 

PWA  

 

BLADE

FAILED

3/9/2005

 

PT6A114A

 

304574101

ENGINE

(CAN) AFTER ENGINE SPLIT, ENGINE SUFFERED A CT BLADE FAILURE. 1 CT BLADE HAD LOST APPROX HALF OF ITS AIRFOIL, & OTHER BLADES HAD MATERIAL MISSING MOSTLY IN THE AIRFOIL UPPER PORTION APPARENTLY AS A RESULT OF IMPACT DAMAGE. MATERIAL FROM CT BLADES ALSO DAMAGED HOT SECTION DOWNSTREAM OF CT VANE. GG CASE DIFFUSER DUCTS HAD UNUSUAL & UNIFORM CRACKING DAMAGE. FRACTURE OF BLADE AT MID SPAN IS SUGGESTIVE OF A FATIGUE FAILURE DUE TO BLADE VIBRATION. CT BLADES WERE INSPECTED AT THE LAST O/H IAW O/H MANUAL. 12 BLADES FOUND TO HAVE UNACCEPTABLE COATING LOSS & REPLACED NEW & BALANCE OF SET INSPECTED AS SERVICEABLE & WERE RE-INSTALLED. THE CT BLADE FAILURE INVESTIGATION.

CA050401005

 

PWA  

 

ENGINE

MAKING METAL

3/29/2005

 

PT6A25

 

 

 

(CAN) THE ENGINE EXPERIENCED AN UNCOMMANDED REDUCTION IN POWER FOLLOWING TAKE-OFF. THE FLIGHT DIVERTED TO POINT OF ORIGIN. DURING SUBSEQUENT TROUBLESHOOTING, THE CHIP DETECTOR WARNING ANNUNCIATED AND METAL PARTICLES WERE FOUND ON THE DETECTOR. MFG WILL MONITOR THE INVESTIGATION OF THIS INCIDENT AND WILL ADVISE OF ROOT CAUSE ONCE ESTABLISHED.

CA050419007

 

PWA  

 

ENGINE

MALFUNCTIONED

4/2/2005

 

PT6A25

 

 

 

(CAN) DURING A MAINTENANCE FLIGHT, THE ENGINE EXPERIENCED AN UNCOMMANDED POWER REDUCTION. THE PILOT WAS UNABLE TO MODULATE POWER AND SUBSEQUENTLY SUCCESSFULLY EJECTED FROM THE AIRCRAFT. MFG WILL MONITOR THE INVESTIGATION OF THIS INCIDENT AND WILL ADVISE OF ROOT CAUSE, ONCE DETERMINED.

CA050315004

 

PWA  

 

SUN GEAR

SPALLED

3/9/2005

 

PT6A28

 

 

ENGINE

(CAN) THE SOURCE OF THE METAL CONTAMINATION WAS THE SUN GEAR FROM THE 1ST STAGE REDUCTION GEAR. THE SUN GEAR HAD LOST A CONSIDERABLE AMOUNT OF MATERIAL FROM THE GEAR TEETH FACES. DAMAGE IS THOUGHT TO HAVE STARTED AS A GEARTOOTH SPALLING WHICH PROGRESSED, GRADUALLY LOOSING SMALL PARTICLES FROM THE TEETH SURFACES AND CONTAMINATING THE OIL SYSTEM. PRESENCE OF SCORING IN THE RGB SCAVENGE PUMP AND MAIN PRESSURE PUMP HOUSINGS WAS DIRECT RESULT OF PUMPING CONTAMINATED OIL. THERE WAS NO SIGN THAT CONTAMINATED OIL BYPASSED THE OIL FILTER AND IT IS NOT FELT THAT THERE WAS ANY CONTAMINATION OF THE PRESSURE SIDE OF THE ENGINE LUBRICATING SYSTEM. THE CAUSE OF SUN GEAR SPALLING IS NOT APPARENT.

CA050224009

 

PWA  

 

ENGINE

POWER LOSS

2/18/2005

 

PT6A34AG

 

 

 

(CAN) THE ENGINE WAS REPORTED TO HAVE LOST POWER SHORTLY AFTER DEPARTING THE RUNWAY. THE AIRCRAFT SUBSEQUENTLY IMPACTED THE GROUND. MFG WILL MONITOR INVESTIGATION OF THE INCIDENT AND WILL SUPPLEMENT THIS REPORT TO REFLECT ROOT CAUSE, ONCE DETERMINED.

CA050329005

 

PWA  

 

ENGINE

MALFUNCTIONED

3/14/2005

 

PT6A36

 

 

 

(CAN) DURING DESCENT THE ENGINE WAS REPORTED AS NOT RESPONDING TO THROTTLE INPUT. THE ENGINE WAS SHUTDOWN IN FLIGHT. THE ENGINE WAS INSPECTED AND INSTALLED ON A SECOND AIRCRAFT. DURING A SUBSEQUENT FLIGHT, THE PROBLEM RE-OCCURRED WITH THE ENGINE AGAIN BEING SHUTDOWN IN FLIGHT. MFG WILL MONITOR THE INVESTIGATION OF THESE EVENTS AND WILL ADVISE OF ROOT CAUSE ONCE ESTABLISHED.

CA050222007

 

PWA  

 

ENGINE

DAMAGED

2/15/2005

 

PT6A60A

 

 

 

(CAN) AS A RESULT OF PROP STRIKE ENG SUFFERED SOME TIP RUBS IN COMPRESSOR, PT & SCORING DAMAGE IN A PROPSHAFT BOLT HOLE. FULL O/H LEVEL INSP OF RGB COMPONENTS FOUND ONLY NORMAL OPS DAMAGE WITH NO ADDITIONAL DAMAGES. ENG FOUND TO HAVE 14 OF 47 1ST STAGE PT BLADES CRACKED IN FIRTREE ROOT. IT IS POSSIBLE THAT THESE CRACKS ARE RESULT OF FATIGUE. PROP STRIKE CAUSED A DEFORMATION BENDING OF ONE OF THE PROP MOUNT BOLTS. RUB DAMAGE FOUND IN COMPRESSOR IS ALSO CONSIDERED TO BE MINOR & IS ALSO SIMILAR TO THAT OF THE SISTER ENG. THIS TYPE OF DAMAGE IS NOT UNCOMMON FOR AN ENGINE WITH 3700 HOURS OF OPS BUT THE SIMILARITY TO THE SISTER ENG IT MAY ALSO BE WHOLLY OR PARTIALLY A RESULT OF THE SUDDEN STOPPAGE/PROP STRIKE.

CA050222011

 

PWA  

 

BOLT

BROKEN

2/22/2005

 

R2800*

 

272225

ENGINE

(CAN) UPON INSPECTION OF THE ENGINE DURING A SCHEDULED B-CHECK, ONE OF THE BOLTS HOLDING THE POWERCASE AND REAR ACCESSORY CASE TOGETHER WAS FOUND MIGRATING OUT OF THE POWERCASE BETWEEN CYLINDER NR4 AND NR5. ENGINE WAS REMOVED FOR REPAIR BY OVERHAUL SHOP.

HE89099847

AEROSP

ALLSN

 

STARTER GEN

UNSERVICEABLE

3/17/2005

AS355F1

250C20F

 

150SG117Q

ENGINE

STARTER WOULDN'T START ENGINE

CA050323006

AEROSP

PWA  

 

ENGINE

MALFUNCTIONED

2/28/2005

ATR42*

PW121

 

 

 

(CAN) ON APPROACH THE ENGINE EXPERIENCED AN UNCOMMANDED POWER (TORQUE) REDUCTION ACCOMPANIED BY A LOUD NOISE AND LOSS OF ENGINE OIL PRESSURE. THE CREW SECURED THE ENGINE IN FLIGHT AND ACCOMPLISHED A SINGLE-ENGINE LANDING. SUBSEQUENT INSPECTION REVEALED DAMAGE TO THE TURBO MACHINE. MFG WILL MONITOR THE INVESTIGATION OF THIS EVENT AND WILL ADVISE OF ROOT CAUSE ONCE DETERMINED.

CA050408001

AEROSP

PWA  

 

GCU  

FAILED

4/6/2005

ATR42300

PW120

 

10200311

NR 2 

(CAN) SHORTLY AFTER DEPARTING YZF, NR 2 DC GENERATOR WENT OFF LINE. THE AIRCRAFT RETURNED TO POINT OF DEPARTURE WHERE MAINTENANCE RERACKED THE NR 2 GCU AND GROUND RAN THE AIRCRAFT WITH NO FAULT FOUND. RETURNING TO YZF LATER SAME DAY THE NR 2 DC GENERATOR WENT OFFLINE AGAIN. UPON ARRIVAL IN YZF THE NR 2 GCU WAS REPLACED AND THE AIRCRAFT RETURNED TO SERVICE.

CA050426002

AEROSP

PWA  

AUXILEC

SENSOR

FAILED

4/11/2005

ATR42300

PW120

 

10300311

NR 2 DC GEN

(CAN) AFTER DEPARTING YZF, THE NR 2 DC GENERATR WENT OFF LINE AND THE AIRCRAFT RETURNED TO POINT OF DEPARTURE. MAINTENACE DETERMINED THE NR 2 HALL EFFECT SENSOR HAD FAILED. THE UNIT WAS REPLACED AND THE AIRCRAFT WAS RETURNED TO SERVICE AFTER SATISFACTORY FUNCTION TEST.

CA050427005

AEROSP

PWA  

 

WIRE HARNESS

ARCED

4/22/2005

ATR42300

PW120

 

 

NR 2 NACELLE

(CAN) AFTER DEPARTING, THE NR 2 AC GENERATOR WENT OFF LINE. THE AIRCRAFT RETURNED TO POINT OF DEPARTURE. MAINTENANCE REPLACED THE GCU WHICH DID NOT RECTIFY THE PROBLEM. FURTHER INVESTIGATION REVEALED THAT ARCHING BETWEEN THE AC HARNESS AND THE ENGINE CASE AT THE (D) FLANGE HAD OCCURRED.

CA050329009

AEROSP

PWA  

 

ENGINE

MALFUNCTIONED

3/16/2005

ATR42500

PW127

 

 

 

(CAN) DURING CRUISE THE ENGINE EXPERIENCED AN UNCOMMANDED SHUTDOWN. THE FUEL CONTROL (MFC) AND FUEL PUMP WERE REMOVED FOR INVESTIGATION. MFG WILL MONITOR THE INVESTIGATION OF THIS EVENT AND WILL ADVISE OF ROOT CAUSE ONCE ESTABLISHED.

CA050419005

AGUSTA

PWC  

 

FUEL CONTROL

FAILED

4/8/2005

A109E

PW206C

 

304589603

ENGINE

(CAN) DURING TAKEOFF, THE ENGINE EXPERIENCED AN UNCOMMANDED POWER REDUCTION TO IDLE SPEED. THE FUEL CONTROL UNIT (FMM) WAS SUBSEQUENTLY REPLACED.

HDS0315051

AGUSTA

PWA  

 

FRAME

CRACKED

3/16/2005

A119

PT6*

 

109037301

VERT STABILIZER

THIS IS TO REPORT CRACKS IN THE FRAMES ON THE VERTICAL FIN, IN THE AREAS AT WL 2145.0 AND 2520.0. THESE CRACKS ARE OCCURRING APPROXIMATELY BETWEEN FS 9350.0 TO 9850.0. (SW19200508005) (K)

CA050329010

AGUSTA

PWA  

 

EGU  

OSCILLATES

3/21/2005

A119

PT6B36

 

101250003

ENGINE

(CAN) DURING AIRCRAFT DELIVERY FLIGHT, THE CREW REPORTED ROTOR OSCILLATION. THE ENGINE'S GOVERNING UNIT (EGU) WAS SUBSEQUENTLY REPLACED. MFG WILL MONITOR INVESTIGATION OF THE SUSPECT EGU AND WILL ADVISE OF ROOT CAUSE ONCE ESTABLISHED.

CA050309006

AIRBUS

 

 

RUDDER

SEPARATED

3/5/2005

A310

 

 

A5547150002200

EMPENNAGE

(CAN) AFTER DEPARTURE IN CRUISE AT 35000 FT, THE CREW REPORTED THAT A LOUD BANG WAS HEARD. THE PILOT TOOK MANUAL CONTROL AND RETURNED TO LAND SAFELY AT THE DEPARTING AIRPORT. VISUAL INSPECTION AFTER LANDING REVEALED THAT A LARGE PORTION OF THE RUDDER SURFACE WAS MISSING. A PORTION OF THE RUDDER STRUCTURE REMAINED ATTACHED BETWEEN LOWER HINGE AND THE 3 SERVO-CONTROL ATTACHMENT POINTS. THE EVENT IS SUBJECT TO A FORMAL INVESTIGATION. MFG HAS SENT A TEAM OF SPECIALISTS TO ASSIST THE AUTHORITIES WITH THEIR INVESTIGATION.

CA050411001

AIRBUS

GE  

 

POWER UNIT

FAILED

4/9/2005

A310

CF680C2*

 

8ES00463200

CABIN LIGHTS

(CAN) 45 MINUTES AFTER TAKEOFF, BURNING ODOR WAS REPORTED IN THE PASSENGER CABIN AT ROW 17-18. ODOR DISAPPEARED AFTER 10 MINUTES. DURING INVESTIGATION FOUND LIGHT TRANSFORMER ON POWER UNIT 18 BURNED AND FUSE BLOWN. SUSPECT PROBLEM BEING CAUSED BY LIGHT SOCKET PINS, FOUND FUSED COMPLETE POWER UNIT. REPLACED AND SYSTEM TESTED SERVICEABLE.

CA050425009

AIRBUS

GE  

 

PUSH-PULL CABLE

CONTAMINATED

4/24/2005

A310300

CF680C2A5

 

4261212A

THROTTLE

(CAN) WHILE IN CRUISE AT 340, AFTER 2.5 HRS IN FLIGHT, NR 2 ENGINE THROTTLE JAMMED. QRH APPLIED WING ANTI-ICE SELECTED. AFTER CRUISING AT 260, THROTTLE CONTROL RECOVERED AND NORMAL OPERATION UP TO FL 360 AND THE REMAINING OF THE FLIGHT. THROTTLE CONTROL VERIFICATION CARRIED OUT ON ARRIVAL AND FOUND THROTTLE OPERATION NORMAL, FREE AND NO BINDING. NR 2 ENGINE THROTTLE PUSH-PULL CABLE ASSY REPLACED AS PRECAUTIONARY DUE FOUND MOISTURE BETWEEN PROTECTIVE SHIELDS.

CA050301001

AIRBUS

GE  

 

TUBE

ODOR

2/25/2005

A310304

CF680C2A5

 

20662155

DISPLAY UNIT

(CAN) DURING PRE-DEPARTURE CHECK, ON THE GROUND, BURN SMELL WAS NOTICED FROM RT ECAM SYSTEM. DISPLAY UNIT WAS REMOVED AND INSPECTED. NO FAULT WAS FOUND AND SYSTEM WAS DEACTIVATED UNDER MEL. UNIT WAS REPLACED AT THE NEXT STATION. UNIT WAS SENT TO THE OEM FOR INVESTIGATION.

2005FA0000574

AIRBUS

CFMINT

AIRCRUISERS

LIGHT

FAILED

3/29/2005

A319112

CFM565B6

 

 

ESCAPE SLIDE

THE ESCAPE SLIDE LIGHTS DID NOT WORK DUE TO THE CONNECTOR NOT FULLY HOME. THE ELECTRICAL LOOM AND THE CONNECTOR WERE NOT STOWED PROPERLY. (EA33200501197) (K)

2005FA0000575

AIRBUS

CFMINT

 

PLACARD

FAILED

4/4/2005

A319112

CFM565B6

 

A319 

WING FUEL TANKS

DEBRIS (PLASTIC RIB AND MANHOLE DOOR IDENTIFICATION DECALS) FOUND ON THE INLET STRAINER OF THE LT AND RT WING FUEL TANK, NR 2 MAIN FUEL PUMP AFT SCREENS DURING C-CHECK. OIT ISSUED BY AIRBUS AND IS APPLICABLE TO MSN1136. (K)

2005FA0000576

AIRBUS

CFMINT

AIRCRUISERS

QUICK DISCONNECT

MISSING

3/29/2005

A319112

CFM565B6

 

26C150911

ESCAPE SLIDE

WHILE CARRYING OUT A SAMPLE INFLATION ON THE AFT ENTRY DOOR, THE ESCAPE SLIDE FAILE TO RELEASE FROM THE PACK DUE TO THE QUICK DISCONNECT, PN 25C150911, WHICH CONNECTS THE SLIDE RELEASE CABLE TO THE RELEASE MECHANISM ON THE PACKBOARD ASSY BEING MISSING.(K)

2005FA0000577

AIRBUS

CFMINT

AIRCRUISERS

QUICK DISCONNECT

LOOSE

3/29/2005

A319112

CFM565B6

 

26C150911

AFT RT SLIDE

DURING A C-CHECK, THE QUICK DISCONNECT WHICH CONNECTS THE SLIDE RELEASE CABLE TO THE RELEASE MECHANISM ON THE PACKBOARD ASSY WAS FOUND LOOSE. THE ELECTRICAL LOOM WAS CONFIGURED FOR A LT DOOR. (K)

CA040513001

AIRBUS

CFMINT

 

UNKNOWN

UNKNOWN

5/13/2004

A320211

CFM565A1

 

 

 

(CAN) DURING A FULL THRUST TAKEOFF AT APPROX 100 KNTS IAS, ACFT SNAPPED TO THE LT REQUIRED ABRUPT RT RUDDER. AGAIN AT APPROX 130 KNTS IAS, ACFT VEERED LT THOUGH LESS ABRUPT. ALL OTHER INDICATIONS NORMAL AND FLIGHT CONTINUED ON TO DESTINATION. AC TO BE REMOVED FROM SERVICE ON ARRIVAL FOR MTCE INVEST. FLT DATA RECORDER TO BE REMOVED, BLUE TAGGED AND SENT TO PLAY BACK CENTER. (FLT REC. TO BE QUARANTEENED IN UNTIL ADVISED.)

CA050303008

AIRBUS

CFMINT

 

PUMP

LEAKING

3/3/2005

A320211

CFM565A1

 

623977

HYDRAULIC SYS

(CAN) FAULT: TOTAL LOSS OF ALL GREEN HYD FLUID. LOST MOST OF THE FLUID ON DEPARTURE AND THE REST ON LANDING. NR1 EDP REPLACED IAW AMM 29-11-51. ENG RUN FUNCTIONAL CHECK CARRIED OUT SERVICEABLE.

CA050222005

AIRBUS

CFMINT

 

RESERVOIR

LOW  

2/22/2005

A320211

CFM565A1

 

 

HYD SYS

(CAN) HYD GREEN RESERVOIR LOW LEVEL QTY ZERO. GREEN RESERVOIR SERVICED IAW AMM 12-12-29-611-001.

CA050222004

AIRBUS

CFMINT

 

B-NUT

LOOSE

2/22/2005

A320211

CFM565A1

 

 

OIL LINE

(CAN) LT ENGINE OIL INDICATING 7.5 QTS IN FLT WAS INDICATING 15 QTS ON GROUND 2 HOURS EARLIER. CONTINUED LEAKING AT ABOUT 5 QT/HR. A/C LANDED /DIVERTED FOR MAINTENANCE. FOUND AFT BEARING OIL LINE B-NUT LOOSE. TIGHTENED B-NUT. BRACKET SECURED WITH RED RTU. DUE LINE VIBRATING. ENG RUN FOR 15 MINS. LEAK CHECKED OK. OILS SERVICED AS REQ'D.

CA050404008

AIRBUS

CFMINT

 

WINDSCREEN

CRACKED

4/4/2005

A320211

CFM565A1

 

NP1653113

COCKPIT

(CAN) CAPTAIN WINDSCREEN CRACKED IN FLT 36000 FT EMERGENCY DESCENT CARRIED OUT. CRACK SPARKED ELECTRICALLY WHILE CRACKING TIME OF CRACK IS FULL LENGTH 3 FT. WINDOW REPLACED AS PER AMM 56-11-11, WINDOW CONTROLLER CHANGED AND TESTED AS PER AMM 30-42-34 PB 40.

CA050401002

AIRBUS

CFMINT

 

LANDING GEAR

INOPERATIVE

4/1/2005

A321211

CFM565B5

 

 

MAINS

(CAN) LANDING GEAR WOULD NOT EXTEND ON FIRST ATTEMPT. GEAR HANDLE RECYCLED, NO FIX ALTERNATE GEAR EXTENTION OPERATE NORMALLY. BITE TEST ALL CHECKED OK. LG CIU 1 AND 2 INTERCHANGED NO FIX. MTCE ADVISED AND TROUBLESHOT THE SNAG, ACFT ON JACKS.

2005FA0000627

AMD  

 

 

LINE

CRACKED

4/22/2005

FALCON

 

 

30032871

ENGINE OIL

LOW OIL PRESS IN FLIGHT, PRECAUTIONARY SHUTDOWN PERFORMED. 23 PSI LOWEST READING ON OIL PRESS INDICATOR. OIL PRESS NEVER WENT TO -0- PSI. PRECAUTIONARY SHUTDOWN PERFORMED ON NR2 ENG. DECLARED EMERGENCY. ENG ROTATION WAS NORMAL AFTER SHUTDOWN. OIL QTY INDICATION AT BOTTOM OF DIPSTICK WHEN CKD ON ARRIVAL. OIL LEAKING IN FAN BYPASS AREA OF ENG. FOUND OB SURFACE OIL COOLER, DISCOVERED BOTH AFT MNT BRKTS CRACKED. REPLACED BOTH BRKTS. REPLACED BOTH IB AND OB OIL TUBES. FOUND CRACKS IN UPR, LWR FAIRING, AFT OF FRONT FRM, REPLACED FAIRINGS. FOUND CRACKS IN BOLT HOLES ON 3 DAGMAR ASSY, REPLACED. FWD SEAL FOR COMP SEC OUTER COWL WORN, REPLACED SEAL. ENG RUN AND LEAK CHECK PERFORMED, NO LEAKS NOTED.

CA050322009

AMD  

GARRTT

 

FLOW DIVIDER

LEAKING

3/21/2005

FALCON10

TFE73121C

 

39439611

ENGINE FUEL

(CAN) DURING GROUND RUN, FUEL WAS OBSERVED TO BE LEAKING FROM THE RT AFT ENGINE AREA. THE PROBLEM WAS FOUND TO BE A LEAKING FUEL FLOW DIVIDER. THE PART WAS REPLACED, A SATISFACTORY GROUND RUN AND LEAK CHECK WAS CARRIED OUT AND THE AIRCRAFT WAS RETURNED TO SERVICE.

CA050308003

AMD  

GE  

 

SWITCH

FAILED

1/4/2005

FALCON20

CF7002D2

 

 

MLG 

(CAN) AC DEPARTED IN HEAVY RAIN, LANDED IN FREEZING CONDITIONS. ON TAKEOFF LANDING GEAR WAS SELECTED UP, LANDING GEAR DOORS OPENED, LANDING GEAR RETRACTED, BUT DOORS WOULD NOT CLOSE. LANDING GEAR WAS SELECTED DOWN, LANDED SAFELY. MAINT FOUND MOISTURE IN LANDING GEAR CONNECTOR PLUGS. CONNECTOR PLUGS WERE CLEANED, GEAR SWING WAS COMPLETED TO VERIFY CORRECT OPS, AC WAS RELEASED FOR SERVICE, FLEW SAFELY FOR 2 NIGHTS, THEN SAME SCENARIO REPEATED ITSELF. INVEST REVEALED THAT RT DOOR ACTUATOR MICROSWITCH HAD HEAVY GREASE INSIDE SWITCH. SWITCH WAS CLEANED AND A GEAR SWING COMPLETED. AC RETURNED TO SERVICE. IMPLEMENTED AN INSP OF ALL 9 MICROSWITCHES AND CONNECTOR PLUGS (6 WEEK INTERVAL) TO PREVENT RECURRENCE.

2005FA0000472

AMD  

 

 

WIRE HARNESS

SHORTED

3/4/2005

FALCON2000

 

 

FGFB641103A3

COPILOT SEAT

FRACTURED WIRE HARNESS UNDER COPILOT SEAT ARCED AND SHORTED, SPARKS AND COPPER GLOBULES. POSSIBLE FIRE HAZARD IF PAPERS, ETC. UNDER SEAT. CIRCUIT BREAKER WAS SLOW TO RE-ACT. HARNESS NEEDS TO BE MORE RUGGED WITH ATTENTION TO ROUTING AND CLAMPING. (K)

2005FA0000505

AMD  

GARRTT

 

OIL TANK

CRACKED

3/22/2005

FALCON50MYST

TFE7312B

 

30607205

NR 3 ENGINE

DURING POST FLT INSP MAINT NOTICED EXCESSIVE OIL COVERING NR 3 ENGINE AND NACELLE. WITH ENGINE COWL OPENED, OIL WAS PRIMARILY COLLECTED AROUND OIL TANK AREA. ENGINE AND COWL CLEANED AND PREPPED FOR ENGINE RUNS. DURING ENGINE RUN OIL WAS OBSERVED COMING FROM A SMALL .5 INCH CRACK IN THE OIL TANK WALL. CRACK WAS LOCATED APPROXIMATELY 2.25 INCHES BELOW TOP OF TANK AND 3.5 INCHES ABOVE AND LT OF THE OIL FILLER CAP. CRACK APPEARS TO ORIGINATE FROM AN INTERNAL WELD OR WELDED BAFFLE INTERNAL TO TANK ASSY. NEW OIL TANK ORDERED FOR REPLACEMENT AND RECEIVED. SAME PN BUT A DIFFERENT DASH NR. A DIRECT REPLACEMENT OIL TANK IAW MFG. TANK RECEIVED HAD DENT SAME AREA AS CRACKED TANK BEING REPLACED. (K)

2005FA0000476

AMD  

GARRTT

 

OIL TANK

CRACKED

3/22/2005

FALCON50MYST

TFE73140

 

30607205

NR 3 ENGINE

DURING POSTFLIGHT INSP, MAINTENANCE NOTICED EXCESSIVE OIL COVERING ENGINE AND NACELLE NR 3 ENGINE. WITH ENGINE COWL OPENED, OIL WAS PRIMARILY COLLECTED AROUND THE OIL TANK AREA. ENGINE AND COWL WAS CLEANED AND PREPPED FOR ENG RUNS. DURING ENG RUN OIL WAS OBSERVED COMING FROM A SMALL .5 INCH CRACK IN THE OIL TANK WALL. CRACK WAS LOCATED APPROX 2.25 INCHES BELOW TOP OF TANK AND 3.5 INCHES ABOVE AND LT OF THE OIL FILLER CAP. CRACK APPEARS TO ORIGINATE FROM AN INTERNAL WELD OR WELDED BAFFLE INTERNAL TO TANK ASSY. NEW OIL TANK ORDERED, REPLACED W/SAME NR, DIFFERENT DASH NR. RECEIVED W/SIMILAR DENT IN EXACT LOCATION AS CRACKED TANK.

CA050406001

AMD  

GARRTT

 

PRESSURE SWITCH

LEAKING

3/31/2005

FALCON900

TFE7315BR

 

8G12561

NR 2 ENGINE

(CAN) WHILE FLIGHT CREW WAS PREPARING FOR NEXT FLIGHT, THE FLIGHT ATTENDANT NOTICED FUEL DRIPPING FROM THE BOTTOM OF NR 2 ENGINE COWL. UPON FURTHER INSPECTION, FUEL WAS LEAKING OUT OF VENT HOLE OF THE NR 2 LOW FUEL PRESSURE SWITCH. SWITCH WAS REPLACED WITH NEW. THIS IS THE SECOND SWITCH FOR THIS AIRCRAFT, FIRST ONE WAS ON THE NR 1 ENGINE 270 HOURS AGO. AS A CAUTIONARY MEASURE, THE NR 3 ENGINE LOW FUEL PRESSURE WILL BE REPLACED WHEN AIRCRAFT RETURNS TO HOME BASE. THE MANUFACTURER HAS BEEN INFORMED.

CA050324007

AMD  

 

 

ANTI-ICE VALVE

FAILED

9/29/2004

FALCON900B

 

 

6911B030100

NR 1 ENGINE

(CAN) DURING DESCENT, THE FLIGHT CREW NOTICED THAT THE NR 1 ENGINE ANTI-ICE VALVE WOULD NOT CLOSE UNLESS POWER WAS REDUCED TO IDLE. THE VALVE WAS REPLACED AND A SATISFACTORY ENGINE RUN WAS CARRIED OUT.

CA050324005

AMD  

 

 

INVERTER

FAILED

9/29/2004

FALCON900B

 

 

9650676008

GPWS 

(CAN) THE GPWS FAILED IN FLIGHT. THE CONNECTOR PLUG ON THE GPWS INVERTER WAS CLEANED OF MOISTURE AND THE SYSTEM WAS TESTED SERVICEABLE.

CA050329001

AMTR

PWA  

 

UNIVERSAL JOINT

WORN

3/10/2005

2  

R1340*

 

1952642

RT FLAP

(CAN) THE 2 UNIVERSAL JOINTS CONNECTING CENTER SECTION FLAP TO RT FLAP WORN. THE WORN JOINTS CAUSED THE 2 SETS OF FLAP ROLLERS BOTH IB AND OB OF THE UNIVERSALS TO ALSO BE AFFECTED. ALL ABOVE ITEMS WERE REPLACED WITH NEW PARTS.

CA050329011

AMTR

PWA  

 

ROD  

CRACKED

3/9/2005

2  

R1340*

 

5252315

LT AILERON

(CAN) LT AILERON PUSH PULL ROD REMOVED TO CLEAN CORROSION FROM STEEL ENDS, AFTER CLEANING INSPECTION REVEALED A CRACK PROGRESSING FROM THE INNER RIVET. SUSPECT CRACK FROM AGE HARDENING OF COMPONENT, APPROXIMATELY 61 YEARS OF AGE.

2005FA0000499

AMTR

 

 

ELT  

INOPERATIVE

3/25/2005

AEROSTARBIRD

 

 

AK450

CABIN

DURING ANNUAL INSPECTION, THE TECH FOUND, DURING THE FUNCTIONAL TEST THAT THE UNIT INDICATED FUNCTION, THE UNIT TRANSMITTED ON FREQUENCY, BUT DID NOT EMIT THE SWEEP TONE. (K)

2005FA0000682

AMTR

LYC  

 

OIL COOLER

CRACKED

1/3/2005

ALARUSCH2T

O235L2A

 

AD36 

ENGINE

ENROUTE, DIVERTED, AFTER REPORTING AN OIL PRESSURE PROBLEM. AIRCRAFT OIL COOLER DEVELOPED LEAK, LANDED AS A PRECAUTIONARY MEASURE. REMOVED AND REPAIRED OIL COOLER. (NM07200502583) (K)

CA050223009

AMTR

ROTAX

 

SLEEVE

CRIMPED

2/17/2005

RV8  

ROTAX*

 

182G 

CONTROL CABLE

(CAN) UPON ASSY OF NEW .0937 INCH STAINLESS STEEL CONTROL CABLES. IT WAS DISCOVERED THAT THE NICOPRESS SLEEVES WERE NOT CRIMPED SUFFICIENTLY. SOME CABLES PULL TESTED ACTUALLY PULLED APART. THE NICOPRESS TOOL WAS CALIBRATED USING THE TOOL GO/NO-GO GAUGE. IT APPEARS THE WALL THICKNESS OF THE NICOPRESS IS TOO THIN AND DOES NOT ALLOW ENOUGH MATERIAL TO PROPERLY CRIMP. A COMMERCIAL NICOPRESS SLEEVE HAS A THICKER WALL AND CRIMPS BETTER.

2005FA0000512

AYRES

PWA  

 

RIB  

CRACKED

4/14/2005

STRT34

PT6*

 

00241T004

RT WING

WING MID-CORD RIB JUST FORWARD OF THE OB AILERON HINGE, FOUND CRACKED WHERE IT IS RIVETED TO THE REAR SPAR. BOTH LT AND RT SIDES SAME. THIS IS NOT EASY TO SEE DUE TO THE POSITION OF THE EXISTING INSPECTION HOLES BUT CAN BE SEEN IF YOU ARE LOOKING FOR IT. SB ADDRESSES PROBLEMS WITH AILERON HINGE BRACKETS AND REAR SPAR CRACKING IN THIS SAME LOCATION AND DUE TO THE SAME STRESS. PROBABLE CAUSE IS REAR SPAR TWISTING DUE TO AILERON LOADS. A VERTICAL STIFFENER AT THIS LOCATION WOULD REDUCE THIS LOAD TO THE SPAR AND RIB. (K)

CA050217003

BAG  

GARRTT

 

STUD

FAILED

1/17/2005

JETSTM3212

TPE33110UG

 

31024001

GEARBOX

(CAN) GEARBOX COMPRESSOR BEARING RETAINING STUDS FAILED CAUSING THE NR 1 IDLER TO MISALIGN WITH THE FCU DRIVE TRAIN AND THE ROTATING GROUP TO MOVE FORWARD.

CA050308012

BAG  

GARRTT

 

BRACKET

CRACKED

2/24/2005

JETSTM3212

TPE33110UG

 

1372030B57

FLP/SLT SUPPORT

(CAN) FLAP SLAT BRACKET FOUND CRACKED DURING MAINTENANCE, CHECK THE CRACKS IN THOSE 3 BRACKETS ARE 1 INCH LONG LOCATED IN THE FORWARD RADIUS OF THE BENDS.

CA050414005

BAG  

GARRTT

 

WINDSHIELD

FRACTURED

3/22/2005

JETSTM4112

TPE33110U

 

1379628C402

COCKPIT

40 MINUTES IN FLIGHT AT FL220, SUDDEN POP AND RT WINDSHIELD FRACTURED. PRESSURIZATON WAS RAPIDLY REDUCE, DESCENT TO 8000 FT WAS CARRIED OUT, AFTER VERIFING THE WINDOW WAS STILL INTACT FLIGHT CONTINUEDTO DESTINATION UNEVENTFUL.

CA050414008

BAG  

GARRTT

 

LINE

LEAKING

3/8/2005

JETSTM4112

TPE33110UG

 

31033941

FUEL SYSTEM

(CAN) IT WAS NOTICED AFTER A FUEL NOZZLE CHANGE THAT THERE WAS FUEL LEAKING. FUEL LEAK WAS CAUSED BY CHAFING BY THE ADEL CLAMP THAT WAS ATTACHED TO THE TUBE ASSY. TUBE ASSY REPLACED. NO FURTHER PROBLEMS.

2005FA0000695

BBAVIA

 

 

SPAR

CRACKED

6/8/2004

11CC

 

 

5147 

RT WING

A CRACK IN THE REAR SPAR OF THE RT WING WAS FOUND. THIS CRACK IS RUNNING WITH THE WOOD GRAIN, AND APPROX 13 INCHES LONG. THE CRACK IS EMANATING LT AND RT OF CENTER FROM THE UPPER BOLT HOLE OF THE MOST IB COMPRESSION STRUT. AFTER DISASSEMBLY IT WAS DETERMINED THAT THE COMPRESSION STRUT MOUNT BOLT WAS PREVIOUSLY OVER TIGHTENED, CAUSING CRUSHING OF THE SPAR WOOD, WHICH PRECIPITATED THE CRACK IN THE SPAR.

2005FA0000694

BBAVIA

 

 

RIB  

CRACKED

11/5/2004

7AC  

 

 

 

LT WING

THE FIRST WING RIB LOCATED IB OF THE AILERONS WAS FOUND CRACKED ALONG THE RADIUS OF THE ATTACH TAB WHERE THE RIB IS SECURED TO THE AFT SPAR. THIS AIRCRAFT WAS SUBJECTED TO YEARS OF PREVAILING WINDS QUARTERING AGAINST THE T/E OF THE LT AILERON. NO GUST LOCKS WERE UTILIZED. THE RIBS WERE REPAIRED AND THE WINGS RECOVERED. THE OWNER HAS ERECTED A MORE SUITABLE SHELTER. (GL11200505059) (K)

CA050323012

BEECH

PWA  

 

FITTING

CRACKED

3/3/2005

100BEECH

PT6A28

 

501200734

WING SPAR

(CAN) CRACK DISCOVERED IN OB FITTING RADIUS.

CA050223012

BEECH

PWA  

 

FITTING

CRACKED

2/20/2005

100BEECH

PT6A28

 

501200742

WING TO BODY

(CAN) DURING AD-81-25 THIS FITTING WAS FOUND CRACKED AND IT WAS REPLACED IAW THE SIRM.

CA050407006

BEECH

PWA  

 

WINDSHIELD

CRACKED

4/1/2005

1900C

PT6A65B

 

1013840252

COCKPIT

(CAN) RT WINDSHIELD INNER PANE SHATTERED IN CRUISE. CREW CARRIED OUT ABNORMAL PROCEDURES FOR CRACKED WINDSHIELD AND LANDED THE AIRCRAFT.

CA050407005

BEECH

PWA  

 

OIL COOLER

CRACKED

3/31/2005

1900C

PT6A65B

 

1143890005

ENGINE

(CAN) RT ENGINE OIL PRESSURE LOW LIGHT CAME ON IN FLIGHT. ENGINE WAS SECURED AND EMERGENCY LANDING CARRIED OUT. OIL COOLER WAS TESTED UNDER PRESSURE AND WAS FOUND TO BE LEAKING AND WAS REPLACED.

2005FA0000498

BEECH

PWA  

 

FORK

CRACKED

2/23/2005

1900D

PT6*

 

D4951

PROPELLER

NDT SHOWS CRACKED IN (2) PLACES ON FORK. (K) (12235)

CA050228007

BEECH

PWA  

 

RELAY

BURNED

2/27/2005

1900D

PT6A67D

 

MS24171D1

MLG 

(CAN) DURING APPROACH, CREW ATTEMPTED TO EXTEND THE GEAR BUT REQUIRED MANUAL EXTENSION. MAINTENANCE FOUND THE LANDING GEAR MOTOR RELAY TO BE BURNED IN THE CONTACT AREA. THE RELAY WAS REPLACED AND THE AIRCRAFT RELEASED. THIS OPERATOR HAS HARD TIMED THE RELAYS TO 3000 HOURS.

CA050228006

BEECH

PWA  

 

MOTOR

SHORTED

2/24/2005

1900D

PT6A67D

 

571302

MLG 

(CAN) DURING LANDING THE CREW ATTEMPTED TO EXTEND THE GEAR BUT THE GEAR WOULD NOT RESPOND. MANUAL EXTENSION OF THE GEAR WAS COMPLETED. MAINTENANCE FOUND THE HYD PACK MOTOR SHORTED AND INOPERATIVE. THE MOTOR WAS REPLACED AND THE AIRCRAFT RELEASED.

CA050307012

BEECH

PWA  

 

RELAY

INTERMITTENT

3/3/2005

1900D

PT6A67D

 

SM50D7

TE FLAP CONTROL

(CAN) CREW REPORTED FLAP MOVEMENT AS INTERMITTENT. MAINTENANCE REPLACED THE FLAP CONTROL RELAY AND THE AIRCRAFT WAS RELEASED. FURTHER INVESTIGATION INTO THE RELAYS IDENTIFIED A KNOWN MANUFACTURER PROBLEM WITH RELAYS PRIOR TO DATE CODE 0444. THE CODE IDENTIFIES YEAR 2004-WEEK 44. POST 0444 RELAYS HAVE BEEN MODIFIED TO CORRECT THE INTERMITTENT ISSUE WITH THE RELAYS THROUGH A MODIFICATION TO PREVENT STICKING AND INTERMITTENT ACTUATION.

CA050322005

BEECH

PWA  

 

SWITCH

FALSE ACTIVATION

3/21/2005

1900D

PT6A67D

 

1013644662

PAX DOOR

(CAN) DURING TAXI TO DEPART, THE MAIN CABIN DOOR WARNING LIGHT ILLUMINATED. THE DOOR WAS CHECKED VISUALLY AND CONFIRMED CLOSED BUT THE DOOR ANNUNCIATOR WOULD NOT EXTINGUISH. DUE UN-MEL-ABLE, THE AIRCRAFT WAS FERRIED TO MAINTENANCE FACILITY AND THE SWITCH WAS REPLACED FOR PRECAUTIONARY REASONS.

CA050401013

BEECH

PWA  

 

SAFETY SWITCH

FAILED

3/27/2005

1900D

PT6A67D

 

444EN496

MLG 

(CAN) AFTER TAKEOFF, LANDING GEAR WAS SELECTED UP BUT THE GEAR DID NOT RETRACT. AIRCRAFT RETURNED TO AIRPORT SAFELY. DURING TROUBLESHOOTING MAINTENANCE FOUND THAT THE RT GEAR SAFETY SWITCH WAS FAULTY. SAFETY SWITCH WAS REPLACED WITH NO FURTHER PROBLEMS.

CA050411002

BEECH

PWA  

 

FLEX DRIVE

FAILED

4/10/2005

1900D

PT6A67D

 

1013800006

TE FLAPS

(CAN) ON APPROACH FLAPS WERE SELECTED TO 17 DEG, FLAPS STARTED TO MOVE THEN STOPPED, AIRCRAFT LANDED SAFELY. INSPECTION OF THE FLAP SYSTEM SHOWED THAT THE RT FLAPS WERE IN A SPLIT FLAP CONDITION BETWEEN 0 DEG AND 17 DEG. FURTHER INVESTIGATION REVEALED THE RT OB FLEX DRIVE WAS PHYSICALLY SHEARED IN HALF. THE CABLE WAS BROKEN 86 INCHES FROM THE FLAP ACTUATOR, THE FLEX DRIVE WAS REPLACED AND AIRCRAFT RETURNED TO SERVICE.

2005FA0000502

BEECH

PWA  

 

BOLT

SHEARED

4/13/2005

200BEECH

PT6*

 

NAS110321D

CABIN DOOR

DURING ROUTINE MAINTENANCE TO REPLACE CABIN DOOR HARDWARE, FOUND BOLT SHEARED INSIDE BRACKET. THERE HAVE BEEN MULTIPLE SDR`S OF CABIN DOORS OPENING IN FLIGHT DUE TO FAILURE OF SIMILAR HARDWARE. RECOMMEND REPLACEMENT OF DOOR LATCH MECHANISM PINS AND BOLTS AT 5,000 CYCLES RATHER THAN MFG RECOMMENDED 10,000 CYCLES. (K)

CA050302002

BEECH

PWA  

 

HEATER

FAILED

2/27/2005

200BEECH

PT6A41

 

10138402521

LT WINDSHIELD

(CAN) ELECT SMELL/SMOKE WAS CAUSED BY FAILED GROUND POINT FOR WINDSHIELD HEAT ON LT WINDSHIELD. CREW FOLLOWED EMERG CKLIST, WHICH CALLS FOR TURNING OFF ELEC PWR. THIS AC HAS HYDR LANDING GEAR RETRACT SYS INSTALLED (STC), ELECTRICALLY DRIVEN HYDR PUMP PROVIDES PRESS TO MAINTAIN HYDR PRESS IN RETRACTION SYS. THIS PUMP WILL NORMALLY CYCLE ONCE EVERY MINUTE. HYDR PRESS DECAYED WHILE ELEC PWR WAS OFF, L.G. STARTED TO DROPOUT OF WHEEL WELLS. WHEN ELEC PWR WAS TURNED BACK ON, HIGH LOAD REQUIRED TO RETRACT GEAR DUE TO HIGHER THAN NORMAL AIRSPEED CAUSED PUMP CB TO TRIP. ALTERNATE EXT SYS HAD TO BE USED TO EXTEND GEAR. GEAR EXTENSION SYS HAS BEEN FUNCTION CHECKED AND BLED STC MAINT, FOUND W/O FAULT.

CA050309008

BEECH

PWA  

 

HOSE

LEAKING

3/2/2005

200BEECH

PT6A42

 

1013800157

BRAKES

(CAN) DURING LANDING, AC PULLED TO RT, FULL LT BRAKING, REVERSE AND RUDDER WERE UNABLE TO KEEP AC ON RUNWAY. AC CAME TO A STOP RT OF LANDING DIRECTION, WITH RT MAIN AND NOSE GEAR OFF OF RUNWAY. DETERMINED THAT RT SIDE BRAKES WERE FROZEN CAUSING WHEELS TO LOCK UP. OTHER THAN 2 RT MAIN TIRES BEING SQUARED OFF, NO DAMAGE TO AC. BRAKE DE-ICE SYS WAS VISUALLY INSPECTED, NO DAMAGE WAS FOUND. LEAK CHECK WAS COMPLETED, CAUSE OF BRAKES FREEZING WAS A LEAKING RT BRAKE DE-ICE HOSE. HOSE VISUALLY APPEARED SERVICEABLE BUT A LEAK WAS FOUND 8 INCHES FROM LOWER END OF HOSE BENEATH UNDAMAGED OUTER PROTECTIVE SHEATH. THIS IS LOWER HOSE THAT CONNECTS TO THE MANIFOLD. THE HOSE, WHEELS WERE REPLACED, AC RETURNED TO SERVICE.

CA050419001

BEECH

PWA  

 

HYDROMECH UNIT

INOPERATIVE

4/4/2005

300BEECH

PT6A60A

 

312064401

ENGINE

(CAN) DURING CRUISE THE ENGINE EXPERIENCED AN UNCOMMANDED POWER REDUCTION. THE CREW SHUT THE ENGINE DOWN IN FLIGHT. THE HYDROMECHANICAL FUEL CONTROL UNIT WAS SUBSEQUENTLY REPLACED AND THE AIRCRAFT RETURNED TO SERVICE.

2005FA0000702

BEECH

 

 

NUT  

WORN

12/17/2004

400A

 

 

 

JACKSCREW

DURING A AND B INSPECTION NOTICED CLUNK IN PITCH TRIM. FOUND ACTUATOR IN FULL NOSE DOWN POSITION CONTACTING VERTICAL FIN CAP SUPPORT. UPON FURTHER INVESTIGATION FOUND JACKSCREW FREEPLAY MEASURED .075 MAX ALLOWABLE FREEPLAY IS .020. ACTUATOR OVERHAUL INTERVAL IS 1800 HOURS. THIS ACTUATOR WAS O/H 11/21/2000 WITH 756.2 TSO. NEXT SCHEDULED O/H DUE IN 1043.8 HOURS. FRAME CONTACT MAY HAVE HAD EFFECT ON PREMATURE WEAR. (K)

2005FA0000664

BEECH

 

 

STARTER GEN

INOPERATIVE

4/22/2005

400A

 

 

23080050

ENGINE

INVESTIGATED PILOT REPORT OF LT ENGINE NOT ROTATING WHEN STARTER BUTTON DEPRESSED. FOUND STARTER GEN NOT ROTATING WITH POWER APPLIED. REPLACED STARTER GEN WITH OVERHAULED UNIT IAW MM. ENGINE START AND GENERATOR OPERATIONS NORMAL. TRANSIENT AIRCRAFT AT OFF-SITE FACILITY, NO MAINT RECORDS AVAILABLE. UNIT TO BE INSPECTED AND TORN DOWN FOR INVESTIGATION. (K)

2005FA0000703

BEECH

PWA  

 

CONNECTOR

LOOSE

12/17/2004

400A

JT15*

 

35823071

MLG 

INVESTIGATED LANDING GEAR RETRACT SYSTEM FAULT (LANDING GEAR WOULD NOT RETRACT WHEN GEAR HANDLE SELECTED (UP) AFTER TAKEOFF) FOUND P162 CONNECTOR LOOSE, NOT FULLY SEATED ON A162 PC BOARD ASSY. J1 CONNECTOR, RESEATED P162 CONNECTOR TO A162J1 CONNECTOR, LANDING GEAR RETRACT/EXTENSION SYSTEM OPERATIONS NORMAL DURING 10 RETRACT/EXTENSION CYCLES. (K)

2005FA0000630

BEECH

PWA  

 

RELAY

LOOSE

1/27/2005

400A

JT15D1

 

2SC1120A

WINDSHIELD HEAT

CREW SQUAWKED ELEC FUMES AND FOUL ODOR IN COCKPIT. ODOR SEEMED TO LET UP AFTER BATTERY PLACED IN EMERG AND BOTH GENERATORS PLACED IN EMERG. MAINT FOUND RT WINDSHIELD HEAT CURRENT SENSE RELAY (L102S) TERMINAL B AND APPROX 2 INCHES OF WIRE INSULATION TO OVERHEAT AND MELT WITH RT WINDSHIELD HEAT ON AND WINDSHIELD SUBJECTED TO COLD TEMP. FOUND WIRE AMP END SECURED TO SUBJECT RELAY TERMINAL STUD WITH FLAT NUT AND WASHER. NO LOCK WASHER WAS INSTALLED. LACK OF A LOCK WASHER UNDER NUT ENABLED TERMINAL NUT TO BECOME LOOSE AND ARC UNDER CURRENT LOAD. REPLACED DEFECTIVE WIRE AND RELAY WITH NEW. UTILIZED NEW LOCK WASHERS UNDER NEW NUTS AT REPLACEMENT RELAY TERM STUDS. COCKPIT SYS CHECKD NORMAL. (EA172005057764) (K)

2005FA0000688

BEECH

 

 

ACTUATOR

LEAKING

12/22/2004

58  

 

 

9581001727

MLG 

DURING FIRST ANNUAL INSPECTION, NOTED OIL PUDDLED UNDER LANDING GEAR ACTUATOR ASSY AND ACTUATOR OIL LEVEL LOW. REMOVED ACTUATOR ASSY FOR LEAK INVESTIGATION AND FOUND SCREWS SECURING UPPER AND LOWER ACTUATOR HOUSINGS TOGETHER LOOSE (WERE ABLE TO LOOSEN WITH FINGER PRESSURE ONLY). MINIMAL SEALANT NOTED ON ACTUATOR HOUSING MATING SURFACES, MOSTLY BARE METAL. ALSO FOUND SECTOR GEAR STOP NOT SEALED TO HOUSING, OIL APPEARS TO HAVE GOTTEN BETWEEN STOP AND MINIMAL SEALANT APPLIED. REASSEMBLED ACTUATOR ASSY IAW SRM, ACTUATOR O/H INSTRUCTIONS, NO EXTERNAL LEAKAGE NOTED. (K)

2005FA0000689

BEECH

 

 

SUPPORT ANGLE

CRACKED

12/22/2004

58  

 

 

9511003119

MLG 

DURING ANNUAL INSPECTION FOUND SUPPORT ANGLE WHERE LT IB MAIN GEAR DOOR AFT HINGE IS ATTACHED, CRACKED. PROBLEM NOTED ON OTHER LOW-TIME LATE SERIAL NUMBER BE 58 SERIES AIRCRAFT. PROBLEM SEEMS TO BE RELATED TO CHANGE TO ONE-PIECE MACHINED IB DOORS DUE TO STIFFNESS OF NEWER STYLE DOORS COMPARED TO THE OLDER BUILT-UP RIVETED SHEET METAL CONSTRUCTION DOORS. STRESS FROM DOOR AIR LOADS AND/OR RETRACTED POSITION TENSION SEEMS TO BE BEING TRANSFERRED INTO IB DOOR HINGE SUPPORT STRUCTURE. (K)

2005FA0000690

BEECH

CONT

 

SUPPORT ANGLE

CRACKED

12/22/2004

58  

IO550*

 

9511003119

MLG 

DURING ANNUAL INSPECTION FOUND SUPPORT ANGLE WHERE LT IB MAIN GEAR DOOR HINGE IS ATTACHED, CRACKED. PART WAS REPLACED 2 YEARS PREVIOUSLY FOR SAME OCCURRENCE. ALSO FOUND ANGLE ON ADJACENT LT IB DOOR HINGE SUPPORT CRACKED, AS WELL AS SUPPORT ANGLES FOR RT MAIN GEAR DOOR HINGE BRACKETS. PROBLEM SEEMS TO BE RELATED TO CHANGE TO 1-PIECE MACHINED IB DOORS DUE TO STIFFNESS OF NEWER STYLE DOORS COMPARED TO THE OLDER BUILT-UP RIVETED SHEET METAL CONSTRUCTION DOORS, STRESSES SEEM TO BE TRANSFERRED INTO IB DOOR HINGE SUPPORT STRUCTURE. (K)

2005FA0000643

BEECH

CONT

 

SPAR

CRACKED

4/27/2005

58  

IO550*

 

00244002457

FUSELAGE

WHERE HORIZONTAL STAB SPAR ATTACHES. THE BULKHEAD IS CUT AWAY, TO ALLOW THIS, AND IS FORMED BY JOGGLE BEND. SIDE TO SIDE. AT THIS JOGGLE, IT IS CRACKED, FORE AND AFT, TO INCLUDE BOTH BULKHEAD AND FORMER. (SW01200504216) (K)

2005FA0000607

BEECH

CONT

 

RIB  

CRACKED

4/1/2005

58  

IO550*

 

9511003119

LT WING

DURING SCHEDULED ANNUAL INSPECTION, FOUND LT WING BATT RIB AFT ANGLE AT IB MLG DOOR AFT ATTACH POINT CRACKED. HAVE NOTED SIMILAR CRACKING IN OTHER LOW-TIME RAC MODEL 58 AIRCRAFT. CRACKING SEEMS TO BE RELATED TO INSTALLATION OF MACHINED ALUMINUM DOORS THAT REPLACED OLDER STYLE RIVETED CONSTRUCTION DOORS. SUSPECT STIFFNESS OF NEWER-STYLE CONSTRUCTION DOORS TRANSFERRING INCREASED LOADS TO AIRFRAME STRUCTURE. ADJACENT DOOR ATTACH ANGLES REPLACED FOR CRACKING AT 266.7 HRS TTAF. RECOMMEND CLOSE INSP OF WING RIB ANGLES AT IB DOOR ATTACH POINTS EACH ANNUAL/ 100 HR INSP UNTIL ISSUE RESOLVED BY MFG EO. (K)

CA050323007

BEECH

PWA  

 

ENGINE

FAILED

2/14/2005

99  

PT6A28

 

 

 

(CAN) ON TAKE-OFF ROLL, THE ENGINE EXPERIENCED AN UNCOMMANDED POWER REDUCTION ACCOMPANIED BY HIGH/INCREASING TURBINE TEMPERATURE. THE PILOT ABORTED TAKE-OFF AND SECURED THE ENGINE. SUBSEQUENT INSPECTION REVEALLED HOT SECTION DISTRESS.

2005FA0000675

BEECH

PWA  

 

COMPRESSOR

STALLED

1/3/2005

99A  

PT6A27

 

 

LT ENGINE

LT ENGINE PRODUCED A SERIES OF SOUNDS INDICATIVE OF COMPRESSOR STALL WHEN LEVELED AT FL190. TORQUE RAPIDLY DIMINISHED AND TEMPERATURE ROSE. PILOT SHUTDOWN ENGINE AS A PRECAUTION. ENGINE REMOVED AND SENT FOR ANALYSIS. (K)

CA050412003

BEECH

PWA  

 

DIODE

FAILED

4/11/2005

A100

PT6A28

 

70HF10

SUBPANEL BUSS

(CAN) NO POWER ON RT SUBPANEL BUSS DUE TO BOTH FEEDER DIODES NOT PASSING CURRENT. DIODES REPLACED, SERVICABLE.

CA050412002

BEECH

PWA  

 

CONTROL BOX

FAILED

3/25/2005

A100

PT6A28

 

993642461

TRIM 

(CAN) NO AURAL WARNING TONE OF THE TRIM IN MOTION FROM THE CONTROL BOX. BOX FAILURE.

2005FA0000671

BEECH

PWA  

 

FORK

CRACKED

5/2/2005

B200

PT6A42

 

1018200741

NLG 

FOUND CRACKED NOSE FORK TUBE AT LOWER WELD AREAS WHILE PERFORMING AD 2004-23-02, DURING ROUTINE PHASE INSPECTION. FORK WAS REPLACED WITH MFG KIT NR 101-8030-1, SN 2463.

CA050309004

BEECH

PWA  

 

BOOSTER

FAILED

3/7/2005

B200

PT6A42

 

OB30 

OXYGEN SYS

(CAN) SHOP TOOL FOR FILLING O2 SYSTEMS. THE OXYGEN BOOSTER DESCRIBED ABOVE WAS BEING USED TO FILL MEDICAL OXYGEN IN TO THE AIRCRAFT LIFEPORT MEDICAL SLED ON BOARD THE AIRCRAFT, WHEN THE UNIT EXPLODED WITH NO WARNING SENDING A TORCHING FLAME WITH HOT SHRAPNEL APPROXIMATELY 45 FEET ACROSS THE HANGER, HITTING A WALL AND STARTING A SMALL FIRE. LUCKILY THE OPERATOR ESCAPED WITH MINOR BURNS, DUE TO HIS CLOSE PROXIMITY, AND MINOR DAMAGE TO THE HANGAR AREA. QUICK THINKING ON THE PILOTS PART HELPED TO LIMIT THE DAMAGE, BUT IF THIS WAS TO HAPPEN AGAIN, IT COULD CAUSE A LOSS OF LIFE AND OR THE DESTRUCTION OF THE BUILDING AND AIRCRAFT.

2005FA0000653

BEECH

PWA  

BEECH

SCREW

WRONG PART

4/22/2005

B300

PT6A60A

 

AN52510

FAIRING

DURING SCHEDULED INSPECTION FOUND SCREWS ATTACHING AFT LOWER EDGES OF FORWARD WING ROOT FAIRINGS TO UNDERSIDE WING ROOT FAIRINGS TO BE OF EXCESSIVE LENGTH. SCREW TIPS HAD GOUGED LT AND RT LOWER FUSELAGE SKINS AT THE APPROXIMATE FS 166.300 LOCATION TO 0.020 INCH DEEP. HAVE NOTICED SIMILAR DAMAGE TO OTHER AC SAME LOCATION. REQUIRED DER APPROVED REPAIRS TO PRESSURIZED FUSELAGE SKINS. SUGGEST ANY TECHS INSPECTING THIS AREA PAY CLOSE ATTENTION FOR SCREW TIP DAMAGE, AND TO USE ONLY THE CORRECT LENGTH FAIRING ATTACH SCREWS. RECOMMEND A 1-TIME SB TO INSPECT AND EITHER MODIFY FAIRING ATTACHMENT OR PLACARD.

2005FA0000654

BEECH

PWA  

 

CONTROL CABLE

LOOSE

4/23/2005

B300

PT6A60A

 

1015300573

RUDDER

DURING SCHEDULED INSPECTION, FOUND CABLE QUADRANT FOR AUTOPILOT RUDDER SERVO LOOSE ON RUDDER TORQUE SHAFT ASSY. REPLACED LOOSE RIVETS W/NEXT SIZE LARGER RIVETS INSTALLED WET W/EA 9309 STRUCTURAL ADHESIVE IAW TECH SUPPORT RECOMMENDATIONS. RECOMMEND THIS AREA BE LOOKED AT CLOSELY ON AC AFTER ACCUMULATION OF 3000 HRS OR MORE. SUSPECT FATIGUE AND RUDDER SERVO TORQUE CAUSING RIVETS TO GRADUALLY LOOSEN. (K)

CA050315010

BEECH

PWA  

 

ARM  

MISMANUFACTURED

3/11/2005

B300B350C

PT6A60A

 

1015240381

TORQUE TUBE

(CAN) DURING AN INSPECTION OF THE RUDDER SYSTEM ON A 4TH PHASE 800 HOUR INSPECTION THE BLIND RIVETS WHICH ATTACH THE CONTROL ARM QUADRANT P/N 101-524038-1, TO THE RUDDER TORQUE SHAFT P/N 101-524012-11, WERE FOUND TO BE LOOSE. THE COMPLETE ASSEMBLY WAS REMOVED FROM THE AIRCRAFT AND THE LOOSE RIVETS REMOVED AND REPLACED WITH SERVICEABLE UNITS IAW THE SRM. THE ASSEMBLY WAS REINSTALLED AND CHECKED SERVICEABLE.

CA050315001

BEECH

PWA  

 

BEARING

DISINTEGRATED

3/11/2005

B300B350C

PT6A60A

 

MS289135

RUDDER HINGE

(CAN) DURING 800 HR INSP OF AC, TAIL SEC WAS BEING INSPECTED IAW CHECK SHEETS. LIGHT RUB AND WEAR WAS NOTICED ON RUDDER HINGE POINTS STRUCTURE. IT WAS ALSO, THAT RUDDER APPEARED TO BE SITTING LOWER THAN NML ON ITS HINGE POINTS. INSP OF RUDDER AND ITS STRUCTURE WAS CARRIED OUT WHICH REVEALED LOWER HINGE POINT BEARING P/N MS28913-5 HAD COMPLETELY DISINTEGRATED ALLOWING RUDDER TO DROP DOWN. PARTS OF BEARING WERE FOUND IN TAIL CONE AND ONLY THING REMAINING IN HINGE WAS BEARING RACE. LIGHT CORROSION WAS EVIDENT ONCE BEARING RACE WAS REMOVED. HINGE POINT DAMAGE WAS CLEANED, INSPECTED, PRIMED, PAINTED AND BEARING WAS REPLACED. ITS WORTH NOTING THAT THERE IS NO LUB OR CORROSION CONTROL REQUIRED IN THIS AREA IAW MM.

CA050407009

BEECH

PWA  

LEARSIEGLER

BEARING

FAILED

3/31/2005

B300B350C

PT6A60A

 

03600918

STARTER GEN

(CAN) GENERATOR FAIL LIGHT CAME ON IN FLIGHT. MAINTENANCE FOUND THAT THE FRONT BALL BEARING HAD FAILED.

2005FA0000766

BEECH

LYC  

 

CYLINDER

CRACKED

5/3/2005

B60  

TIO541E1C4

 

LW12215

ENGINE

DURING DIFFERENTIAL COMPRESSION TEST, AIR WAS HEARD LEAKING FROM LOWER CYLINDER AREA. COMPRESSION WAS 40/80. USING LIQUID LEAK DETECTOR, FOUND AIR BLOWING OUT FROM A CRACK IN CYLINDER FIN. REMOVED CYLINDER FROM ENGINE AND NOTED A CRACK IN THE COMBUSTION CHAMBER RUNNING FROM LOWER SPARK PLUG HOLE TO INTAKE VALVE.

CA050228008

BEECH

LYC  

 

CONTROL CABLE

FRAYED

2/28/2005

B60  

TIO541E1C4

 

 

ELEVATOR TRIM

(CAN) (.0625) ELEVATOR TRIM CABLE WAS FOUND WITH WIRES BROKEN IN A CRITICAL FATIGUE AREA, (.2500) LENGTH FROM AFT END, THROUGH THE IDLER PULLY AND CAPSTAN OF BENDIX FCS 810 AUTOPILOT TRIM SERVO. SEC 7 PART B: FOUND DURING AUTOPILOT REPLACEMENT. SEC 7 PART C: REPLACED CABLE DURING AUTOPILOT REPLACEMENT. DEFECTIVE PART AVAILABLE UPON REQUEST. REFERENCE AC43.13-1B R1 CHAPTER 7, PARAGRAPH 7-149END.

CA050419003

BEECH

PWA  

 

DRIVE ASSY

INOPERATIVE

3/29/2005

B90  

PT6A20

 

 

FUEL PUMP

(CAN) DURING TAKEOFF ROLL THE ENGINE EXPERIENCED AN UNCOMMANDED SHUTDOWN. TROUBLESHOOTING REVEALED A WORN FUEL PUMP DRIVE. THE FUEL PUMP WAS REPLACED AND THE AIRCRAFT RETURNED TO SERVICE.

CA050427011

BEECH

PWA  

 

RIVET

LOOSE

4/16/2005

C18S

R985AN14B

 

 

RUDDER CONTROL

(CAN) AT 100 HOUR INSPECTION, MOVEMENT (LINEAR) WAS NOTED ON ACTUATING LINK BUT NO MOVEMENT AT ATTACH POINTS. FURTHER INVESTIGATIION REVEALED UNDER SPRING LOOSE RIVETS THAT SECURE THE TWO ENDS TOGETHER VIA A RIVETED SLEEVE WERE FOUND TO BE LOOSE. THIS IS HARD TO DETECT. THE FAILURE WOULD RENDER THE RUDDER TO BE DISCONNECTED.

2005FA0000605

BEECH

PWA  

 

STARTER GEN

INOPERATIVE

4/8/2005

C90  

PT6*

 

23048016

NR 2 ENGINE

AFTER START, NR 2 GENERATOR CAME ON LINE AND WAS CARRING A LOAD. NR 2 GEN LOAD METER SHOWED HIGH AMP SPIKE AND DROP OFF LINE, WITH IN-OP LIGHT COMING ON. REPLACED STARTER GEN, SYSTEM OPS TESTED GOOD. (K)

CA050317001

BEECH

PWA  

 

DIAPHRAGM

RUPTURED

3/14/2005

C90  

PT6A21

 

310082903

BLEED VALVE

(CAN) ENGINE UNABLE TO ACHIEVE TAKEOFF POWER/TORQUE DUE TO BLEED VALVE NOT CLOSING FULLY. COMPRESSOR BLEED VALVE DIAPHRAM FOUND RUPTURED.

2005FA0000572

BEECH

PWA  

 

DOWNLOCK SWITCH

INTERMITTENT

3/31/2005

C90  

PT6A60A

 

1003810061

NLG 

DURING NORMAL GEAR EXTENSION, NO NOSE GEAR DOWN LOCK LIGHT INDICATION. CYCLED GEAR SEVERAL TIMES WITH NO CHANGE. MANUALLY EXTENDED GEAR AND OBTAINED GREEN INDICATION. MAINTENANCE FOUND SWITCH INTERMITTENT. (K)

2005FA0000583

BEECH

 

 

SWITCH

OVERHEATED

4/22/2005

C90A

 

 

MS2465823D

COCKPIT

DISCREPANCY ORIGINALLY AN INOPERATIVE LT BOOST PUMP. DURING THE OPS CHECK OF REPLACEMENT BOOST PUMP, SWITCH WAS NOTED TO BE INTERMITTENT. AFTER GAINING ACCESS TO SWITCH TERMINALS BY REMOVING THE LT FUEL BOOST PUMP SWITCH, TERMINALS WERE FOUND IN AN OVERHEATED CONDITION, CONNECTIONS WERE LOOSE. SWITCH AND TERMINALS WERE REPLACED REMAINING SWITCHES, CB WERE INSPECTED, OTHER CONNECTIONS WERE ALSO FOUND LOOSE RT SIDE CB PANEL WAS ALSO REMOVED, ELEC COMPONENTS WERE ALSO INSPECTED.

CA050308007

BEECH

PWA  

BEECH

BUSHING

FAILED

1/13/2005

C90A

PT6A21

 

105740X2F0250

RUDDER PEDAL

(CAN) BOLT, P/N 130909B172, ATTACHING RUDDER PEDAL TO RUDDER PEDAL ARM WILL NOT FIT PROPERLY THROUGH BUSHING. THE RUDDER PEDAL MUST THEN TURN ON THE BOLT AND THE BUSHING MUST TURN WITHIN THE RUDDER PEDAL ARM CAUSING PREMATURE WEAR AND/OR POSSIBLE FAILURE.

CA050307002

BEECH

PWA  

 

FCU  

MALFUNCTIONED

2/3/2005

C90A

PT6A21

 

32447452

ENGINE

(CAN) DURING CLIMB, THE ENGINE EXPERIENCED AN UNCOMMANDED INCREASE IN TORQUE AND FAILED TO RESPOND TO THROTTLE INPUT. THE ENGINE WAS SHUTDOWN IN FLIGHT. SUBSEQUENT INVESTIGATION REVEALED A FRACTURED FUEL CONTROL COUPLING SHAFT.

CA050311003

BEECH

PWA  

 

SPLINE

LACK OF LUBE

3/9/2005

C90A

PT6A21

 

 

INTERNAL

(CAN) ON APPROACH THE LANDING GEAR WAS SELECTED DOWN AND THE NOSE GEAR DID NOT FULLY EXTEND. AN EMERGENCY EXTENSION PROCEDURE WAS CARRIED OUT AND THE AIRCRAFT LANDED WITHOUT FURTHER INCIDENT. MAINTENANCE FOUND THAT THE SPLINE COUPLING CONNECTING THE HYDRAULIC POWER PACK MOTOR TO THE PUMP HAD FAILED DUE TO WEAR FROM LACK OF LUBRICATION AND CORROSION.

CA050408009

BEECH

PWA  

 

CASE

DAMAGED

4/8/2005

C90A

PT6A21

 

 

RADAR ALTIMITER

(CAN) DURING AVIONICS UPGRADE PROCEDURES IT WAS FOUND THAT THE PILOTS RADAR ALTITUDE INDICATOR P/N 622-4160-018 WOULD CHAFE ON THE WINDSHIELD CENTER POST STRUCTURAL DOUBLER P/N 50-420066-281. THE CHAFFING WAS SERIOUS ENOUGH TO DAMAGE THE DOUBLER BEYOND ACCEPTABLE LIMITS AS WELL AS THE INDICATOR CASE REAR RIGHT HAND CORNER BEING WORN THROUGH. THE STRUCTURAL DAMAGE WAS SUBSEQUENTLY REPAIRED AND DAMAGED INDICATOR REPLACED. IT IS WORTH NOTING THAT THE AVIONICS UPGRADE PROGRAM HAS RELOCATED PANEL EQUIPMENT SUCH THAT THIS IS NO LONGER A INTERFERENCE PROBLEM.

CA050401007

BEECH

PWA  

 

TEE FITTING

LOOSE

3/24/2005

C90A

PT6A21

 

P01012

FUSELAGE

(CAN) TEE FITTING SUPPLYING TORQUE PRESSURE READING TO AIRCRAFT INSTRUMENTS WAS LOOSE, CAUSING AN OIL LEAK. THE TEE FITTING WAS WITNESSED (WIRED) AND APPROX HALF TURN WAS NEEDED TO TIGHTEN. AIRCRAFT ENGINE WAS SHUTDOWN IN FLIGHT AND AIRCRAFT LANDED SAFELY. OIL PRESSURE WAS RECORDED AT 45 PSIG PRIOR TO SHUTDOWN. THIS FITTING IS PART AN STC'D INSTALLATION OF THE ALTAIR TWIN-K031-3 ENGINE HIGH PRECISION TORQUE KIT. NOTICE 651-77-12-016 WAS CREATED TO CHECK FOR SIMILAR CONDITIONS ON COMPANY FLEET AIRCRAFT. IT WAS FOUND THAT MANIPULATING THE TEE FITTING BY HAND COULD CAUSE LOOSENING.

CA050407003

BEECH

PWA  

ELECTROMECH

BRUSHES

SHORTED

3/19/2005

C99  

PT6A36

 

402 

MLG MOTOR

(CAN) A/C SUSTAINED GEAR COLLAPSE AFTER ERRONEOUS GEAR INDICATIONS. MOTOR CURRENT LIMITER FOUND 'BLOWN', MOTOR WOULD NOT RUN UNDER 'LOAD'. CASB CURRENTLY INVESTIGATING INCIDENT. NOTE, BRUSH INSP LIMIT 2500 CYCLES BRUSH INSP TOTAL CYCLES 2374. COULD NOT DUPLICATE ERRONEOUS GEAR INDICATIONS AT THIS TIME NOTE L/G MOTOR REPAIR REPORT TO FOLLOW.

2005FA0000725

BEECH

CONT

 

STARTER

INOPERATIVE

5/1/2005

E35  

E225*

 

ES6462751

ENGINE

STARTER INOPERATIVE. (K)

2005FA0000707

BEECH

CONT

 

RELAY

INTERMITTENT

1/8/2005

F33A

IO520*

 

SM50D7

DYNAMIC BRAKER

PILOT SELECTED GEAR DOWN AND NOTHING HAPPENED, BEFORE PILOT COULD COMPLETE HIS CHECK LIST TO CRANK GEAR DOWN, THE GEAR WENT DOWN ON ITS OWN. AIRCRAFT RETURNED TO BASE. UPON FURTHER TROUBLESHOOTING FOUND RELAY WAS INTERMITTENT, PORBABLE CAUSE AT THIS TIME UNKNOWN. THIS IS SUPPOSE TO BE AN IMPROBED RELAY SO THERE IS NO RECOMMENDATION AT THIS TIME. (K)

2005FA0000628

BEECH

CONT

 

RELAY

INTERMITTENT

4/25/2005

F33A

IO520*

 

SM50D7

MLG 

PILOT SELECTED GEARDOWN AND NOTHING HAPPENED, PILOT THEN CYCLED GEAR SELECTOR TWICE THEN GEAR WENT DOWN, AC RETURNED TO BASE. ON TROUBLESHOOTING, MECHANIC CYCLED GEAR 4 TIMES THEN RELAY FAILED, PROBABLE CAUSE AT THIS TIME UNKNOWN. INSTALLED NEW AND IMPROVED RELAY IAW DATE CODE. (K)

2005FA0000629

BEECH

CONT

 

RELAY

INTERMITTENT

4/25/2005

F33A

IO520*

 

SM50D7

MLG 

PILOT SELECTED GEAR UP AND NOTHING HAPPENED, AIRCRAFT RETURNED TO BASE. ON TROUBLESHOOTING, MECHANIC CYCLED GEAR (8) TIMES THEN RELAY FAILED, PROBABLE CAUSE AT THIS TIME UNKNOWN. INSTALLED NEW AND IMPROVED RELAY IAW DATE CODE. (K)

2005FA0000510

BEECH

CONT

 

RELAY

INTERMITTENT

3/4/2005

F33A

IO520*

 

SM50D7

MLG 

PILOT SELECTED GEAR UP AND NOTHING HAPPENED. AIRCRAFT RETURNED TO BASE. UPON FURTHER TROUBLESHOOTING, FOUND RELAY WAS INTERMITTENT, PROBABLE CAUSE AT THIS TIME UNKNOWN. INSTALLED NEW AND IMPROVED RELAY IAW DATE CODE. FURTHER IMPROVEMENT ON RELAY ARE NEEDED. DATE CODE 0445. (K)

2005FA0000511

BEECH

CONT

 

RELAY

INTERMITTENT

3/30/2005

F33A

IO520BB

 

SM50D7

MLG 

WHILE IN FLIGHT, PILOT SWITCHED LANDING GEAR HANDLE TO THE DOWN POSITION AND NO RESPONSE APPROX 2 MIN LATER GEAR CAME DOWN. MAINTENANCE TECH TROUBLESHOT GEAR SYSTEM AND FOUND THAT THE DYNAMIC RELAY WAS INTERMITTENT. NO RECOMMENDATION AT THIS TIME. (K)

2005FA0000705

BEECH

CONT

 

RELAY

INTERMITTENT

1/12/2005

F33A

IO520BB

 

SM50D7

DYNAMIC BRAKE

PILOT SELECTED GEARDOWN AND NOTHING HAPPENED. LANDING GEAR WOULD NOT EXTEND. FLIGHT CREW EXTENDED LANDING GEAR MANUALLY AND LANDED WITHOUT INCIDENT. MAINTENANCE TECH TROUBLESHOT GEAR SYSTEM AND FOUND THE DYNAMIC BRAKE RELAY WAS INTERMITTENT. RECOMMENDATION IS FOR MFG TO INVESTIGATE THIS ISSUE WHICH HAS HAPPENED ON SEVERAL OCCASIONS AND COME UP WITH AN IMPROVED RELAY THAT IS MORE RELIABLE. (K)

2005FA0000706

BEECH

CONT

 

RELAY

INTERMITTENT

1/13/2005

F33A

IO520BB

 

SM50D7

DYNAMIC BRAKER

PILOT SELECTED GEAR UP AND NOTHING HAPPENED. STILL INDICATING (3) GREEN LIGHTS LANDING GEAR WOULD NOT RETRACT. MAINTENANCE TECH TROUBLESHOT GEAR SYSTEM AND FOUND THAT THE DYNAMIC RELAY WAS INTERMITTENT. NO RECOMMENDATION AT THIS TIME. (K)

2005FA0000622

BEECH

 

BEECH

BUSHING

MISSING

4/20/2005

F90  

 

 

100801D40218

CONTROL CABLE

INVESTIGATED PASSENGER OXYGEN SYSTEM MASKS DEPLOYING WHEN SYSTEM ARMED. FOUND MANUAL CONTROL CABLE BUSHING MISSING AND PREVENTING MANUAL CONTROL CABLE FROM OPERATING VALVE THROUGH FULL TRAVEL. ALSO, FOUND WIRING TO PASSENGER OXYGEN SHUTOFF VALVE AND BAROMETRIC SWITCH NOT CONNECTED CORRECTLY. REWIRED BAROMETRIC SWITCH AND OXYGEN SHUTOFF VALVE AND CONTROL IAW MM. SYSTEM OPS CHECK OK. HAVE PREVIOUSLY NOTED SIMILAR PROBLEMS FOLLOWING SCHEDULED MAINT THIS AREA. (K)

CA050224011

BEECH

PWA  

 

ENGINE

MALFUNCTIONED

2/16/2005

F90  

PT6A135

 

 

 

(CAN) THE ENGINE WAS SHUTDOWN IN FLIGHT DUE TO DECREASING ENGINE OIL PRESSURE ACCOMPANIED BY OIL ODOR IN CABIN AND INCREASING OIL AND TURBINE TEMPERATURES. MFG WILL MONITOR THE INVESTIGATION OF THE EVENT AND WILL SUPPLEMENT THIS REPORT TO PROVIDE ROOT CAUSE ONCE ESTALISHED.

2005FA0000506

BEECH

 

 

ROD END

SEPARATED

3/28/2005

G33  

 

 

35820045

NLG STEERING

STEERING ROD END, HAS SLID INTO PUSHROD TUBE, AND ATTACHED VIA 2 (.1562) SOLID RIVETS. RIVETS WERE NOT PROPERLY DRIVEN DUE TO COMPRESSING INSIDE HOLLOW PORTION OF TUBE INSTEAD OF AT SHOP HEAD, ALLOWING ROD END TO COME LOOSE. SEPARATION WOULD CAUSE LOSS OF NOSE STEERING CONTROL. RECOMMEND REPLACEMENT OF SOLID RIVETS WITH CHERRYMAX RIVETS IN ORIGINAL HOLES. (NM07200504925) (K)

2005FA0000500

BEECH

CONT

 

TUBE

DISINTEGRATED

3/27/2005

G35  

E225*

 

NALGENE280

AUTOPILOT

THIS AUTOPILOT WAS INSTALLED 1/23/95. IT HAS A TUBE THAT IS TEE`D INTO THE STATIC SYSTEM AND RUNS TO THE ALTITUDE HOLD PRESSURE TRANSDUCER. THIS PLASTIC TUBE LOST IS MECHANICAL PROPERTIES AND FELL APART. THIS OPEND UP THE STATIC SYSTEM TO CABIN PRESSURE. RECOMMENDATION-DO NOT USE THIS PLASTIC TUBING ON ANY AIRCRAFT. (K)

2005FA0000657

BEECH

CONT

BEECH

BRACE

CORRODED

4/17/2005

G35  

E225*

 

35825110

NOSE GEAR

CORROSION PITS APPROXIMENTLY 30 TO 50 PERCENT OF WALL THICKNESS. THIS PART ONLY 10 PERCENT OF WALL THICKNESS ALLOWED BY MFG. THIS PART IS MAGNESUM. THE PITTING IS UNDER THE FLET 35, ABOVE THE LOWER BUSHING, THE FELT IS SATURATED WITH MOISTURE AND GREASE WHICH ALLOWS CORROSION TO ATTACH THE PART. (K)

2005FA0000710

BEECH

CONT

 

BRACE

CORRODED

4/30/2005

K35  

IO470*

 

35825110

NLG 

CORROSION PITS APPROXIMATELY 30 TO 50 PERCENT OF WALL THICKNESS. THIS PART ONLY 10 PERCENT OF WALL THICKNESS ALLOWED BY MFG. THIS PART IS MAGNESIUM. THE PIRTING IS UNDER THE FEL 35, ABOVE THE LOWER BUSHING, THE FELT IS SATURATED WITH MOISTURE AND GREASE WHICH ALLOWS CORROSION TO ATTACK THE PART. (K)

CA050418006

BELL

LYC  

BELL

HOUSING

WORN

4/4/2005

204B

T5311B

 

204010775003

T/R CONTROL

(CAN) DURING INSPECTION THE TAIL ROTOR CONTROL WAS REMOVED AND INSPECTED FOR WEAR. WEAR WAS FOUND BEYOND LIMITS IN THE HOUSING. THIS ITEM IS A 1000 HOUR OVERHAUL INTERVAL.

CA050411004

BELL

ALLSN

 

COMPRESSOR

FAILED

4/10/2005

206B

250C20

 

6890550

ENGINE

(CAN) CREW WAS PREPARING TO LIFT OFF AND HEARD A LOUD BANG AND FELT A TWITCH. MAINTENANCE REMOVED THE COMPRESSOR AND REPLACED IT WITH A SERVICABLE UNIT. AIRCRAFT TEST FLOWN AND RETURN TO SERVICE. AT MAINTENANCE FACILITY THE CASE WAS SPLIT AND THE SIXTH STAGE STATORS HAD BEEN DAMAGED, HOWEVER NO EVIDENCE WAS FOUND INDICATING FOD FROM THE INTAKE.

CA050225002

BELL

ALLSN

 

COUPLING

CORRODED

2/21/2005

206B

250C20B

 

6870832G

ENGINE

(CAN) PITTING ON CIRCUMFERENCE OF COUPLING.

CA050312002

BELL

ALLSN

 

BEARING

WORN

2/26/2005

206B

250C20B

 

6890914

ENGINE GEARBOX

(CAN) ENGINE CHIP LITE REPORTED BY PILOT ON ENGINE STARTUP. CHIP PLUGS CHECKED AND METAL FOUND, MAINTENANCE FOUND WORN 2.5 BEARING AND WORN INNER RACE ON SPUR ADAPTER SHAFT. BOTH ITEMS CHANGED AND A/C RETURNED TO SERVICE WITH OUT ANY FURTHER PROBLEMS.

CA050405009

BELL

ALLSN

LEARSIEGLER

BEARING

FAILED

3/30/2005

206L

250C20R

 

 

STARTER GEN

(CAN) AFT BEARING FAILURE, REMOVED STARTER GENERATOR. INSTALLED SERVICEABLE STARTER GENERATOR.

CA050321005

BELL

ALLSN

BELL

MAGNETIC SEAL

LEAKING

3/18/2005

206L1

250C28B

 

206040156101

TRANSMISSION

(CAN) DURING CRUISE FLIGHT, FLUID WAS SEEN ON THE WINDOW BY THE LT REAR PASSENGER. THE PILOT REPORTED THE AIRCRAFT LOCATION TO OUR RADIO OPERATOR AND LANDED TO SEE WHERE THE FLUID WAS COMING FROM. UPON INSPECTION, IT APPEARED THAT THE OIL WAS COMING FROM THE REAR OF THE TRANSMISSION. AN AME WAS DISPATCHED WITH ANOTHER HELICOPTER AND CONFIRMED THE MAGNETIC SEAL WAS LEAKING. THE SEAL AND O-RINGS WERE REPLACED AND THE HELICOPTER RETURNED TO SERVICE. NO OIL WAS SEEN DURING THE PREVIOUS PRE-FLIGHT INSPECTIONS TO INDICATE THE SEAL WAS STARTING TO LEAK. (TRANSMISSION OIL PRESSURE INDICATIONS WERE NORMAL DURING THE FLIGHT)

CA050309003

BELL

ALLSN

BELL

SPRING

MISMANUFACTURED

3/8/2005

206L1

250C28B

 

406340105101

GEARBOX SEAL

(CAN) OIL LEAK FROM T/R GEARBOX OUT PUT. THE SPRING INSIDE THE SEAL WHEN TO THE SEAL LIP AND MARK THE SLEEVE. THIS IS THE SECOND TIME IN 2 WEEKS, THE SPRING IS TO TIGHT AND PUSHES TO MUCH ON THE SEAL LIP .

CA050309002

BELL

ALLSN

BELL

SEAL

LEAKING

2/28/2005

206L1

250C28B

 

406340105101

T/R GEARBOX

(CAN) T/R GEARBOX OUTPUT SEAL LEAKING, SENT FOR SEAL REPLACEMENT. THE SPRING INSIDE THE SEAL WAS AT THE SEAL LIP AND MARKED THE SLEEVE .

CA050309011

BELL

ALLSN

 

TACH GENERATOR

WORN

3/7/2005

206L1

250C28B

 

2060763731

MAIN ROTOR

(CAN) DURING ROUTINE MAINTENANCE WORN SPLINES WERE FOUND. NOTE: THESE SPLINES DRIVE THE HYDRAULIC PUMP. TACH GENERATOR WAS REMOVED AND SENT FOR OVERHAUL. PART WAS RETURNED 2 MONTHS LATER WITH NEW PAINT AND THE SAME WORN OUT SPLINES. OLD GREASE WAS STILL IN THE WORN SPLINES.

CA050228013

BELL

PWA  

 

ENGINE

UNKNOWN

2/24/2005

212  

PT6T3

 

 

 

(CAN) A/F 18258 HOURS. HELI SKIING OPERATION. PILOT WAS DESCENDING DOWN A HILL AND SETTING UP HIS APPROACH TO LAND HELICOPTER. THE PILOT PULLED IN POWER TO CONTROL HIS DESCENT RATE AND NOTICED THAT THE ENGINES REMAINED IN FLIGHT IDLE. HE CHECKED HIS THROTTLE GRIPS AND FOUND THAT BOTH THROTTLES WERE ON MAX STOP. HE SET UP HIS AUTOROTATION AND LANDED HARD IN POWDER SNOW. HELICOPTER DAMAGED. NTSB HAS BEEN NOTIFIED OF THIS INCIDENT AND WILL BE INVESTIGATING IN THE NEAR FUTURE. THE PILOT WAS THE ONLY ONE ON BOARD.

CA050401011

BELL

PWA  

 

TABLE

WRONG PART

4/1/2005

212  

PT6T3

 

 

 

(CAN) MFG 5 MAN SEAT POSITION IS SHOWN AT FS 119. SEAT HAS 2 IN THICK BACK CUSHION AT TRANSMISSION BULKHEAD STA. MM PUTS 5 MAN TROOP SEAT AT FS 117. MIDDLE PASSENGER FOR THAT SEAT CONFIGURATION HAS ITS BACK DIRECTLY AGAINST THE TRANSMISSION BULKHEAD. IT SEEMS ODD THAT THE MFG PASSENGER STATION WOULD BE 2 INCHES AFT OF THE TROOP PASSENGER SEAT. THE MFG AIRLINE PASSENGER SEATING ARRANGEMENT IS VERY SIMILAR TO THE MFG SEATS AND SHOWS THE 5 MAN SEAT POSITION AT FS 114.7. THERE IS ALSO A SLIGHT DIFFERENCE IN THE 4 MAN SEAT, WHICH SHOULD BE CHECKED ALSO. THERE IS A NEED FOR CLARIFICATION. HAVE THE SAME KIT INSTALLED IN THREE OTHER HELICOPTERS. PLEASE FIND ATTACHED APPLICABLE SUPPLEMENTS.

CA050307001

BELL

PWA  

 

ENGINE

UNRESPONSIVE

2/24/2005

212  

PT6T3B

 

 

BOTH 

(CAN) ON APPROACH NEITHER ENGINE RESPONDED TO INCREASED COLLECTIVE. THE AIRCRAFT AUTOROTATED TO A HEAVY LANDING. MFG WILL MONITOR THE INVESTIGATION INTO THIS EVENT AND WILL SUPPLIMENT THIS REPORT TO REFLECT ROOT CAUSE, ONCE ESTABLISHED.

CA050328001

BELL

 

 

BLADE

CRACKED

3/10/2005

407  

 

 

407015001135

MAIN ROTOR

(CAN) M/R BLADE EXHIBITS CRACKS IN THE NICKEL PLATING ON THE LEADING EDGES (EROSION STRIP).

CA050328002

BELL

ALLSN

 

COMBUSTION LINER

CRACKED

3/23/2005

407  

250C47B

 

23064570

ENGINE

(CAN) COMBUSTION LINER FOUND CRACKED WHEN REMOVED DURING UNRELATED SCHEDULED MAINTENANCE. NO CRACKS ALLOWED IN SUBJECT AREA. THIS IS AN ON GOING PROBLEM WITH THIS PART.

CA050404006

BELL

ALLSN

 

BLADE

DAMAGED

3/17/2005

407  

250C47B

 

407015011117

MAIN ROTOR

(CAN) CRACK IN THE LEADING EDGE EROSION STRIP WAS DISCOVERED WHILE TRYING TO WORK THE MAIN ROTOR WITH THE RADS. ON INITIAL INSPECTION THE CRACK APPEARED TO BE A MASKED EDGE FROM THE NICKEL ABRASION COATING BUT AFTER THE BLADE WAS FLEXED, IT OPENED UP TO REVEAL A CRACK.

CA050406007

BELL

ALLSN

 

BLADE

CRACKED

3/17/2005

407  

250C47B

 

407015001117

MAIN ROTOR

(CAN) WHILE TROUBLESHOOTING MAIN ROTOR SYSTEM FOR CAUSE OF DIFFICULTY WITH M/R TRACK AND BALANCE A HAIRLINE CRACK WAS DISCOVERED IN THE DISCREPANT BLADE LEADING EDGE ABRASION STRIP APPROXIMATELY 77 INCHES FROM THE BLADE TIP. THE BLADE AS PLACED ON A WORK STAND AND GENTLY FLEXED UP AND DOWN INDICATING THAT THE CRACK OPENED AND CLOSED WHEN FLEXED. THE CRACK WAS SO FINE IT HAD TO BE VERIFIED WITH A 10X MAGNIFYING GLASS AND THE BLADE FLEXED TO BE SURE IT WAS NOT JUST A SURFACE SCRATCH. THE BLADE WAS REMOVED FROM SERVICE AND REPLACED WITH A RECONDITIONED UNIT SUPPLIED BY BELL. MALFUNCTION REPORT ALSO SUBMITTED TO BELL HELICOPTER.

CA050222003

BELL

ALLSN

 

COMBUSTION LINER

CRACKED

2/18/2005

407  

250C47B

 

23064570

ENGINE

(CAN) PART CRACKED IN DOUBLE LIP AREA. NO CRACKS ALLOWED IN THIS LOCATION. MAJORITY OF COMBUSTION LINERS REMOVED ARE FOUND CRACKED IN THIS AREA.

CA050307010

BELL

 

 

NUT  

INCORRECT

2/24/2005

412  

 

 

NAS10222A8

ROTOR HUB

(CAN) CAD PLATED NUT NAS1022AX8 INSTALLED INSTEAD OF DRY FILM LUBED NAS10222A8. THE NAS1022AX8 NUT FAILED DURING TORQUE UP, PART CRACKED.

CA050401010

BELL

 

 

BLADE

CRACKED

1/12/2005

427  

 

 

427015001125

MAIN ROTOR

(CAN) FOUND M/R BLADE WITH A CRACK IN THE L/E EROSION STRIP. CRACK IS 3.250 INCH IN LENGTH CHORDWISE AND 107.5 INCH IB FROM THE BLADE TIP (BLADE STATION 114.5).

CA050401004

BELL

PWC  

 

DISPLAY

INOPERATIVE

3/31/2005

427  

PW207D

 

27375001107

COCKPIT

(CAN) DURING FLIGHT, TESTSCREEN NR1 (TOP SCREEN) OF IIDS DISPLAY UNIT WAS LOST. THE PILOT SELECTED BOTTOMED DISPLAY TO COMPOSITE MODE. WITHIN SECONDS , SMOKE STARTED TO APPEAR FROM UNDER BOTTOM OF IIDS DISPLAY UNIT. NO BREAKER POPOUT. PILOT STARTED EMERGENCY DESCENT AND TRANSMITTED INTENTIONS TO GROUND PERSONNEL. NR1 IIDS DISPLAY UNIT SCREEN BREAKER WAS PULLED OUT. SMOKE STOPPED AND AIRCRAFT LANDED SAFELY. PART REMOVED AND REPLACED.

CA050303014

BELL

LYC  

 

GRIP

CRACKED

3/3/2005

47G4A

VO540B1B3

 

47120252011

MAIN ROTOR

(CAN) ROTOR GRIP WAS SUBMITTED FOR NDT TESTING IAW AD 2001-17-17 AND WAS REJECTED DUE TO CRACKING IN THE ADAPTER NUT THREAD AREA. GRIP WAS NEW AND HAD ONLY ACCUMULATED 196.9 HOURS SINCE NEW.

CA050407001

BNORM

LYC  

 

GOVERNOR

SEIZED

4/5/2005

BN2A21

IO540K1B5

 

0210659

PROPELLER

(CAN) THE AIRCRAFT DEPARTED FOR DESTINATION WITH ONE PILOT ABOARD. SHORTLY AFTER TAKEOFF, THE RIGHT ENGINE S/N L12245-48 RPM BEGAN TO DETERIORATE. THE PILOT SHUT THE ENGINE DOWN AND RETURNED FOR A NORMAL LANDING AT THE DEPARTURE AIRFIELD. INSPECTION REVEALED THAT THE PROPELLER GOVERNOR ON THAT ENGINE HAD SEIZED AND BROKEN THE DRIVE SPLINE. THE GOVERNOR WAS REPLACED, THE ENGINE GROUND RUN OK, AND THE AIRCRAFT RETURNED TO SERVICE. ENGINE TTSO/H 1653.9 HRS. GOVERNOR TTSO/H 1652.3 HRS.

CA050311002

BNORM

LYC  

 

ENGINE

FAILED

1/23/2005

BN2A26

O540E4C5

 

 

 

(CAN) ENG FOUND TO HAVE DROP IN OIL PRESS. INSP, PUNCTURE HOLE WAS FOUND IN TOP OF RT CRANKCASE HALF. METAL WAS FOUND IN OIL SCREEN. CYL 2, 4, AND 6 WERE REMOVED FOR INSP. 4 OF 12 LIFTER BODY CONTACT FACES WERE BROKEN. BROKEN MATERIAL FROM LIFTER BODIES INTRODUCED TO ENGINE, RESULTING, COMPLETE DESTRUCTION OF ENG INTERNAL. EXACT CAUSE OF LIFTER BODY CONTACT FACES BREAKING COULD NOT BE DETERMINED, SUSPECTED THAT EXCESS CORROSION ON LIFTER FACE COULD HAVE BEEN TO BLAME. DETERMINED BY RETRIEVAL OF BROKEN PIECES IN ENGINES OIL SUMP AND OIL SCREEN AND EXAMINING THEM. CORROSION WAS EVIDENT ON 2 OF LIFTER FACES. ENG DOES NOT REACH HIGH ENOUGH OPERATING TEMP TO BURN OFF MOISTURE CREATED BY ENG OPERATION.

CA050315012

BOEING

LYC  

 

VENT

FAILED

3/10/2005

234  

AL5512

 

234PS4691

FUEL TANK

(CAN) DURING REFUELING, A LOUD BANG WAS HEARD FROM CABIN OF AIRCRAFT. FUEL WAS THEN SEEN LEAKING RAPIDLY FROM AIRCRAFT. PILOTS NOTED FUEL INSIDE CABIN SECTION BUT NOT IN COCKPIT. ENGINES WERE SHUT DOWN, ELECTRICAL SYSTEMS TURNED OFF AND PILOTS EXITED AIRCRAFT THROUGH THEIR EMERGENCY EXITS. COCKPIT DOOR WAS CLOSED WHICH KEPT FUEL FROM SPRAYING INTO COCKPIT. BREAKAWAY VENT FOR NR1 FUEL TANK HAD FAILED, CAUSING THE TANK TO OVER PRESSURIZE DURING REFUELING. TANK STRUCTURE FAILED AT 90 PERCENT CAPACITY RELEASING FUEL INTO CABIN. THERE ARE NO WARNING SYS TO ALERT CREW OF FAILURE. REFUELING SEEMED TO BE TAKING LONGER THEN USUAL BUT CREW WAS USING A NEW PUMP AND DID NOT ASSOCIATE FLOW RATE WITH A VENT FAILURE.

CA050414006

BOEING

PWA  

 

OIL FILTER

CONTAMINATED

4/5/2005

727223

JT8D15A

 

7578679

ENGINE

(CAN) DURING T/O ROLL OUT AT 70 KTS NR 3 ENG OIL BYPASS LIGHT ILLUMINATED. REJECTED T/O INITIATED, A/C SLOWED, LIGHT WENT OUT. RETURNED TO GATE FOR MX TO INVESTIGATE. MX INSPECTED ENG & CARRIED OUT ENG RUN WITH NO FAULT FOUND. A/C RETURNED TO SERVICE. A/C DEPARTED WITH NO FURTHER PROBLEMS. DURING NEXT T/O OUT, NR 3 OIL BYPASS LIGHT AGAIN ILLUMINATED & AGAIN WHEN A/C SLOWED, LIGHT WENT OUT. ALL OTHER ENG INDICATIONS NORMAL & ELECTED TO ATTEMPT ANOTHER T/O. DURING SECOND T/O, BYPASS LIGHT CAME ON. RETURNED TO BLOCKS. MX INSPECTED ENG INCLUDING OIL FILTER & FOUND FILTER CONTAMINATED. FILTER REPLACED & ENG RUN CARRIED OUT WITHOUT FAULT. ACFT RETURNED TO SERVICE WITH NO FURTHER PROBLEMS DURING REMAINING FLTS.

CA050218003

BOEING

PWA  

 

TUBE

SEPARATED

2/10/2005

727225

JT8D15

 

81196501

GEARBOX

(CAN) DURING CLIMB THROUGH 18000 FT ENGINE NR 1 LOW OIL PRESSURE LIGHT ILLUMINATED ACCOMPANIED BY RAPIDLY DECREASING OIL QUANTITY AND PRESSURE INDICATIONS. CREW CARRIED OUT ENGINE SHUTDOWN CHECKLIST DECLARED AN EMERGENCY, DUMPED FUEL AND RETURNED TO DEPARTURE WITHOUT FURTHER INCIDENT. DURING INVESTIGATION BY MAINTENANCE, IT WAS FOUND THAT THE GEARBOX TO OIL COOLER LINE HAD PULLED DIRECTLY OUT OF THE ENGINE GEARBOX HOUSING. THIS IS NOT REPAIRABLE ON-WING AND DUE TO THE LENGTH OF TIME ENGINE WINDMILLED WITHOUT OIL, RESULTS IN AN ENGINE CHANGE. AS A PRECAUTION WE ARE CARRYING OUT A FLEETWIDE INSPECTION FOR ANY SEPARATION BETWEEN THIS LINE AND THE GEARBOX ON ALL ENGINES.

CA050405010

BOEING

PWA  

 

ACTUATOR

FAILED

3/30/2005

727225

JT8D15A

 

1U109592

NR 1 SLAT

(CAN) DURING CLIMB PHASE, SLATS RETRACTED, NR 1 SLAT, HOWEVER DID NOT SHOW RETRACTED. FLIGHT CREW CONFIRMED THAT AIRCRAFT DID NOT HAVE ANY UNCOMMANDED ROLL IN THE FLIGHT CHARACTERISTICS. THIS INDICATED AN INDICATION FAULT ONLY. CREW RETURNED TO POINT OF DEPARTURE AFTER DUMPING 7300 LBS OF FUEL WITHOUT FURTHER INCIDENT. MAINTENANCE CONFIRMED SLATS FUNCTIONAL AND ONLY INDICATION AT FAULT. ACTUATOR WAS REPLACED AND AIRCRAFT RETURNED TO SERVICE.

CA050426003

BOEING

PWA  

 

VALVE

FOULED

4/20/2005

727233

JT8D15

 

10607921

NR 2 ENGINE

(CAN) AFTER DEPARTING, THE CREW OBSERVED AN INDICATION OF ANTI-ICE SELECT FAILURE ON NR1 ENGINE. THE CREW RETURNED TO DEPARTURE, WHERE MAINTENANCE FOUND INTERNAL PARTS FROM THE THERMOSTATIC VALVE FOR THE NR1 LT NOSE COWL ANTI-ICE HAD FOULED THE ANTI-ICE VALVE. THE CONTAMINATION WAS REMOVED, THE THERMOSTATIC VALVE, AND THE ANTI-ICE VALVE WERE REPLACED BEFORE THE AIRCRAFT WAS RELEASED FOR RETURN TO SERVICE.

2005FA0000480

BOEING

 

 

HOUSING

ERODED

3/25/2005

737*

 

 

65447821

HYD PUMP

HOUSING HAS A PIN HOLE LEAK ON THE BACKSIDE OF PORT 2, EROSION. REDESIGN HOUSING. (K)

2005FA0000481

BOEING

 

 

HOUSING

CRACKED

3/29/2005

737*

 

 

511531

VALVE

CRACKED AT PLUG PORT. FATIGUE. (MECHANIC NH2, JOB NR 194399) (K)

2005FA0000482

BOEING

 

 

MANIFOLD

BROKEN

3/29/2005

737*

 

 

654484511

FILTER BOWL

FILTER BOWL MOUNTING PORT IS BROKEN OFF AT THE BASE OF THREADS. FATIGUE. (MECHANIC LEB, JOB NR 194521) (K)

CA050420001

BOEING

CFMINT

 

CIRCUIT BREAKER

MISINSTALLED

4/19/2005

737*

CFM567B22

 

BACC18AC5

LIVE TV SYSTEM

(CAN) CIRCUIT BREAKER, RT ZONE FEED (P6-4 A10) FOR LIVE TV HAD 2 OCCURANCES OF (FOUND POPPED). MAINTENANCE INVESTIGATION FOUND EVIDENCE THAT SCREWS ON LINE FEED TERMINALS HAD CONTACTED ADJACENT STRUCTURE. THE CB WAS REPLACED AND SHORTER SCREWS WERE INSTALLED. Q.C. INITIATED A FLEET CAMPAIGN TO REPLACE ALL -7 SCREWS (AS PROVIDED BY MFG) WITH -5 SCREWS , RECORD ANY DEFECTS FOUND AND RECOMMEND FURTHER ACTION IF NESSESSARY.

CA050221003

BOEING

CFMINT

 

ELECTRICAL BOX

OVERHEATED

2/17/2005

737*

CFM567B22

 

3042865102

SEAT 

(CAN) ON GROUND, DURING TURN AROUND, AN ODOR WAS NOTICED MID CABIN. THIS WAS ISOLATED TO THE SEAT ELECTRONICS BOX AT ROW 14. THE BOX WAS WARMER THAN NORMAL TO THE TOUCH. THE SEB WAS REPLACED. THE OPERATOR IS FOLLOWING UP WITH THE OEM TO GET TSN/TSO AND TEARDOWN INFORMATION.

CA050425002

BOEING

PWA  

 

ENGINE

LEAKING

4/24/2005

737201

JT8D9A

 

 

 

(CAN) AFTER T/O, SMOKE ACCUMULATED IN THE CABIN. THE FWD AND AFT SMOKE DETECTORS LOCATED IN THE LAVS ACTIVATED. SUCCESSFULLY RETURNED TO AIRPORT. MX CARRIED OUT ENG GROUND RUNS & COULD NOT DUPLICATE DEFECT ON GROUND. A TEST FLT ORDERED & AND IN FLT SMOKE PRESENTED IT SELF AGAIN. THROUGH T/S IN AIR IT DETERMINED THAT BY TURNING OFF THE A/C PACK ON 1 SIDE THAT SMOKE STOPPED ACCUMULATING. ACRFT RETURNED TO AIRPORT FOR FURTHER TROUBLESHOOTING. MX FOUND OIL IN AIR CON COALESOR BAG WITH AFFECTED A/C PACK INOP. ACFT FLOWN TO A NEARBY AIRPORT FOR FURTHER MX. AN INTERNAL OIL LEAK FOUND IN ENG 654717 AROUND THE C1 AND C2 BEARING. THIS OIL MADE ITS WAY TO THE BLEED AIR SYSTEM AND INTO A/C PACK.

CA050301009

BOEING

PWA  

PWA  

HOUSING

LOOSE

2/27/2005

737275C

JT8D17

726042

MS124776

OIL FILTER

(CAN) CREW REPORTED, NR 1 ENG OIL PRESSURE WAS BELOW RED AND INDICATION WAS READING ZERO. ENG WAS SHUTDOWN, AC LANDED W/O INCIDENT. MAINT FOUND NR 1 ENG OIL FILTER CAP WAS DISLODGED DUE TO LWR STUDS OF GB HSG HELICOILS FAILING. ENGINEERING ISSUED A PROD PERMIT B737-72-18790 TO REINSTALL HELICOIL WITH REPEAT INSP OF 50 HOURS. HISTORY REVIEWED THAT 2 DAYS PRIOR, THIS OCCURRENCE WAS A REPORT OF AN OIL LEAK FROM NR 1 ENG WHICH WAS NOT EVIDENT DURING ENG RUN AND WAS RELEASED AS GROUND CHECKED SERVICEABLE. AS IT APPEARS THAT OVER TIGHTENING OF THE OIL FILTER CAP NUTS MAY CONTRIBUTE TO PROBLEM, REMINDER ISSUED TO LINE ENGINEERS THAT TORQUE ON THESE FASTENERS IN 25-30 INCH POUNDS AS STATED IN WORK CARD 1193.

CA050420004

BOEING

PWA  

 

ENGINE

FAILED

4/17/2005

737275C

JT8D17A

 

 

NR 1 

(CAN) CLIMBING THROUGH APPROX 17,000' AT 320 KIAS, WITHOUT WARNING, A BANG WHICH CAUSED ACFT TO SHUDDER FOLLOWED BY VIBRATION & A HOWLING NOISE NR 2 ENG VIBRATION INDICATOR READING IN EXCESS OF 2 UNITS, EGT & OIL TEMP STARTED TO RISE, & ALSO A DROP IN EPR. ACFT LEVELED OFF & THRUST REDUCED ON BOTH ENGINES. CARRIED OUT ENG SEVERE DAMAGE QRC. ADVISED ATC OF PROBLEM WITH AN ENG & THAT IT HAD BEEN SHUTDOWN & REQUESTED CLEARANCE BACK TO BASE. ASKED EMPLOYEE ABOARD TO LOOK OUT WINDOW AT ENGINE. THE QRC REFERENCE ITEMS CARRIED OUT. DECLARED AN EMERGENCY. NR 1 ENGINE INOPERATIVE LANDING CHECKLIST CARRIED OUT.

CA050405013

BOEING

PWA  

 

CABLE

MALFUNCTIONED

3/28/2005

737275C

JT8D17A

 

 

STEERING TILLER

(CAN) PILOT REPORTED THAT THE STEERING TILLER AND THE RUDDER PEDALS DO NOT CENTER WHEN RELEASED, AND THE TILLER STICKS ON HARD TURNS. MAINTENANCE FOUND THE STEERING CABLE TURN BARREL ID TAG HAD SLIPPED FROM THE TURN BARREL, THEREBY RESTRICTING FREE MOVEMENT OF THE CABLE ASSEMBLY. THE TAG WAS REMOVED AND STEERING SYSTEM WAS CHECKED FOR FREE AND FULL MOVEMENT. AIRCRAFT RETURNED TO SERVICE.

78

BOEING

 

 

SKIN

DENTED

4/26/2005

737300

 

 

 

FUSELAGE

DENTS AND GOUGES STA 770 - 827 STR 26 - 27 RT BELOW AFT PIT DOOR.

DU4R20050428

BOEING

 

 

FLOOR SUPPORT

CORRODED

4/28/2005

7373L9

 

 

 

FUSELAGE

CORROSION AT FLOORBOARD ANGLE SUPPORT FROM BS 947 - 1000 LBL 68.

81

BOEING

 

 

FRAME

CRACKED

5/2/2005

7373L9

 

 

 

FUSELAGE

LOWER FWD SIDE OF FRAME AT STA 616 S-16R CRACKED AT LOWER FASTENER.

82

BOEING

 

 

SHEAR TIE

CRACKED

5/2/2005

7373L9

 

 

 

FUSELAGE

CABIN UPPER LOBE SHEAR TIE CRACKED AT BS 639 S-4L.

83

BOEING

 

 

CREASE BEAM

CORRODED

5/2/2005

7373L9

 

 

 

FUSELAGE

R-1 SERVICE DOOR INNER CHORD CREASE BEAM HAS CORROSION THRU OUT THE BEAM.

84

BOEING

 

 

FRAME

CRACKED

5/2/2005

7373L9

 

 

 

FUSELAGE

CRACKED FRAME AT BS 294.5, WL 208.1 FWD GALLEY DOOR.

85

BOEING

 

 

FLOORBEAM

CORRODED

5/2/2005

7373L9

 

 

 

FUSELAGE

CORRODED AFT CABIN FLOORBEAM UPPER SKIN FROM BS 987 LBL 48.0.

80

BOEING

CFMINT

 

SKIN

GOUGED

5/2/2005

7373L9

CFM563B2

 

 

FUSELAGE

AIRCRAFT DAMAGE BELOW AFT PIT FROM BELT LOADER BS 755-790, S-25R. LOG PAGE ITEM NR1 PG. 158526,S/O 109001, N/R 22583.

CA050415001

BOEING

CFMINT

 

STARTER

OVERHEATED

4/14/2005

737500*

CFM563C

 

 

APU 

(CAN) LOGBOOK SNAG STATED THAT THE APU WOULD NOT START. UPON INVESTIGATION IT WAS NOTED THAT THE APU STARTER HAD OVERHEATED AT BOTH TERMINAL CONNECTIONS. TERMINAL ENDS AND CABLE PROTECTION HEAT DAMAGED. NO INDICATION OF FIRE WARNING OCCURRED.

77

BOEING

 

 

SKIN

DENTED

4/25/2005

737522

 

 

 

HORIZONTAL STAB

RT HORIZONTAL LEADING EDGE STAB STA. 915 - 101.0 HAS DENT. S/O 269009, N/R 23758

CA050316003

BOEING

CFMINT

 

ARM  

PUNCTURED

3/14/2005

737522

CFM563C

 

 

SLAT 

(CAN) DURING GROUND HANDLING, MAINTENANCE DISCOVERED A SIGNIFICANT FUEL LEAK ON THE RT WING. FUEL WAS RUNNING DOWN THE OB FLAP CANOE AND DRIPPING ONTO GROUND. AIRCRAFT WAS REMOVED FROM SERVICE AND PLACED INTO HANGAR FOR FURTHER INSPECTION AND FUEL DRAINING. AFTER OPENING THE WING TO LOCATE THE SOURCE OF THE LEAK, IT WAS DISCOVERED THAT THERE WAS A PUNCTURE HOLE IN THE HOUSING/BOX THAT THE SUPPORT ARMS FOR THE LEADING EDGE SLAT RUN INTO WHEN THE SLATS ARE RETRACTED. THIS HOLE ALLOWED FUEL TO EXIT THE FUEL TANK AND RUN UNDER THE WING. THIS IS CURRENTLY UNDER INVESTIGATION AND AN UPDATE WILL BE PROVIDED LATER.

2005FA0000479

BOEING

 

 

MOUNT

FAILED

3/25/2005

747*

 

 

144490

VALVE

VALVE SEPARATED FROM MODULE UPON 45 PSI PROOF PRESSURE TEST. MOUNTING LUGS FAILED AND BROKE OFF, BLOWING THE VALVE OFF THE UNIT. FATIGUE AND INSUFFICIENT MATERIAL ON MOUNT LUGS TO HANDLE PROOF PRESSURE. LOWER PROOF PRESSURE TEST OR REDESIGN MOUNTING LUGS TO WITHHOLD THE PRESSURE. (MECHANIC WC, JOB NR 194178) (K)

CA050217004

BOEING

RROYCE

 

IDG  

INOPERATIVE

2/14/2005

757200

RB211535E437

 

736664E

GENERATOR

(CAN) DURING INITIAL CLIMB, DEPARTING OGG, R (GEN DRIVE) MESSAGE DISPLAYED, GEN DRIVE LIGHT ILLUMINATED. RT IDG DISCONNECTED. AIRCRAFT DIVERTED. RT IDG REPLACED WITH LOANER UNIT, A/C DEPARTED, NO FAULTS REPORTED. REPLACEMENT UNIT FITTED. IDG SENT TO OEM FOR TEARDOWN AND REPAIR. AWAITING STRIP REPORT.

CA050401012

BOEING

RROYCE

 

TORQUE RING

WORN

3/25/2005

757236

RB211535E4

 

PNLJ75153

THRUST REVERSER

(CAN) AIRCRAFT ARRIVED WITH DAMAGE TO THE NR 2 ENG FORWARD THRUST REVERSER TORQUE BOX ON THE OB SIDE. CLOSER INSPECTION REVEALED THAT THE BLADE STRAP (PART OF THE ACTUATOR LOCKOUT MECHANISM) AFT ATTACHMENT POINT CAME LOOSE AND WHEN THE THRUST REVERSER STOWED THE STRAP FOLDED FORWARD AND CAUSED THE DAMAGE. IT WAS NOTICED THAT THE BLADE STRAP BRACKET ON THE TORQUE RING HAD BEEN BADLY WORN CAUSING DAMAGE TO THE TORQUE RING AND CASCADE VANE. THE OTHER SIDE SHOWED SIMILAR WEAR MARKS. THE FWD FITTING FOR THE BLADE STRAP WAS FOUND TO BE CRACKED AS WELL.

CA050413001

BOEING

PWA  

 

DUCT

RUPTURED

4/13/2005

767233

JT9D7R4D

 

213T21095

LT ENGINE

(CAN) FAULT: AFTER TAKEOFF, LEFT ENGINE DUCT LEAK TEMPERATURE CONTINUED TO CLIMB IN ALL CABIN. RETURNED TO CANCUN. FOUND DUCT ASSY 213T2109-5 RUPTURED. DUCT ASSY CHANGED, OPERATION CHECK CARRIED OUT, FOUND OK CONS SERVICEABLE AS PER AMM 36-11-01.

CA050224003

BOEING

PWA  

 

SENSOR

BROKEN

2/24/2005

767233

JT9D7R4D

 

S258 

LT MLG

(CAN) ON TOUCHDOWN, MASTER WARNING CONFIG LIGHT GEAR NOT DOWN CAUTION, LT SIDE BRACE LIGHT AND LT GEAR GREEN LIGHT EXTINGUISHED. AIRCRAFT STOPPED, GEAR PINS INSTALLED AND TAXIED IN. FOUND TOP OF SENSOR S258 SHEARED OFF. REPLACED SENSOR. S258 AND S236 ADJUSTED IAW MM 32-61-02. CHECKS OK.

2005FA0000567

BOEING

GE  

GE  

SEAL

CRACKED

4/11/2005

777*

GE9090B

 

1847M96P02

HPT ROTOR

MDR/001/05: DURING ENG O/H, 2 CRACKS WERE NOTED ING THE HPT INTERSTAGE SEAL. CRACKS ARE ABOUT 45 DEGREES APART AND APPEAR TO ORIGINATE IN THE FWD ARM, OUTER DIAMETER. BOTH CRACKS ARE THROUGH FORWARD RETAINER AND CATENARY. 1 PASSES THROUGH BOTH SEAL TEETH AND THE OTHER HAS STARTED DOWN THE SEAL WEB. (K)

2005FA0000645

BOEING

GE  

 

SEAL

DEBONDED

4/29/2005

777*

GE9090B

 

117M62G05

ENGINE

PART WAS PREVIOUSLY REPAIRED. REP REQUIRES USE OF BRAZE AMS 4777 OR SUITABLE TAPE ALTERNATIVE, USED TAPE SPEZ AMS 4779F, WITH OVEN TEMP 1050 DEGREES C. AMS 4779F DOES NOT MELT UNTIL 1068 DEGREES C. HONEYCOMB BECAME DISBONDED AND LIBERATED CAUSLING HPT 1 BLADE OVERHEAT DISTRESS. BRAZE JOINT FAILED WITHIN 300 CYCLES.

2005FA0000493

BOEING

WRIGHT

 

SCREW

FRACTURED

3/29/2005

B17G

R182097

 

2057D17

COVER

(7) OF THE (10) FRONT COVER RETAINING SCREWS WERE FRACTURED, ALL AT THE SAME LOCATION- (3) THREADS FROM SHANK. ALL (7) HAD WORKED THEIR WAY OUT, (3) HAD STARTED TO CONTACT THE PROPELLER HUB. NR 4 ENGINE AWAITING TEARDOWN REPORT OF NOSE SECTION. (GL13200506288) (K)

2005FA0000713

BOEING

WRIGHT

 

ENGINE

FAILED

4/26/2005

B17G

R182097

 

R182097

NR 4 

UPON TAKEOFF, NOTICED STEADY DROP IN ENGINE OIL PRESSURE. SHUT ENGINE DOWN AT MIN OIL PRESSURE. PRESSURE STILL DECREASING. CHECKED SCREENS AND OIL PRESSURE VALVE ON GROUND. COULD NOT GET ENGINE TO MAKE MIN ACCEPTABLE PRESSURE. REMOVED ENGINE. UPON REMOVAL OF PROP, BRONZE OR BRASS WAS IN PROP SHAFT. (K)

2005FA0000714

BOEING

WRIGHT

 

ENGINE

FAILED

4/26/2005

B17G

R182097

 

R182097

NR 2 

ON FINAL, ENGINE WAS PRODUCING LOW OIL PRESSURE. UPON LANDING, CHECKED SCREENS, OK, CLEANED OIL PRESSURE RELIEF VALVE AND APU FOR MAX OIL PRESSURE WAS STILL LOW. COULD NOT GET ENGINE TO PRODUCE ACCEPTABLE OIL PRESSURE. REMOVED ENGINE. (K)

CA050408004

BOLKMS

ALLSN

 

SHOULDER BELT

FRAYED

4/8/2005

BO105S

250C20B

 

504339401

COCKPIT

(CAN) THE SEAT BELT SHOULDER STRAP CHAFED ON A RETAINING BRACKET FOR THE SEAT BACK COVER ON THE PILOTS SEAT. THE CHAFING OCCURRED DURING RETRACTION AND EXTENSION OF THE INERTIA REEL OVER A PERIOD OF TWO MONTHS AND SEVERAL FLIGHTS. THE BRACKET IN QUESTION HAD SHARP EDGES WHICH IS NOT THE NORM FOR THIS PART. IT ALSO HAS A LARGER RADIUS ON ONE OF THE TWO BRACKETS USED FOR HOLDING THE PILOT'S SEAT BACK COVER IN POSITION. REPLACED THE INERTIA REEL ASSEMBLY WITH A NEW UNIT AND SMOOTHED OUT THE EDGES OF THE SUSPECT BRACKET WHICH CUT INTO THE SHOULDER BELT. THE SYSTEM HAS BEEN TESTED, HQ NOTIFIED, AND WE SHALL BE KEEPING A REGULAR WATCH ON THIS AREA AS IS OUR NORM .

CA050303013

BOMBDR

 

HAMSTD

LINKAGE

BENT

2/24/2005

BD7001A10

 

 

GL45615011

RAT DOOR

(CAN) AT 41,000' MACH .85 THERE WAS UNCOMMANDED RAT DEPLOYMENT. RAT DID NOT FULLY DEPLOY, LOCK INTO POSITION. STOPPED ABOUT 3 INCHES FROM LOCKED POSITION. BECAUSE THE RAT DID NOT FULLY DEPLOY AND LOCK INTO POSITION, BLADES REMAINED LOCKED AND DID NOT TURN. THEREFORE NO EMERG ELECT OR HYDR PWR WAS AVILABLE TO AC. IT WAS FOUND THAT SWIVEL ROD END ON RAT DOOR LINKAGE WAS BENT, WHICH PREVENTED RAT FROM FULLY DEPLOYING. AC GROUND TESTING, WITH BENT DOOR LINKAGE STILL INSTALLED, RESULTED IN SAME PARTIAL DEPLOYMENT OF RAT. AFTER REPLACEMENT OF BENT DOOR LINKAGE, RAT DEPLOYMENTS ON GROUND RESULTED IN NORMAL OPER WITH NO SIGNS OF DAMAGE. INVESTIGATIONS ARE UNDERWAY TO DETERMINE CAUSE OF UNCOMMANDED AUTO-DEPLOYMENT.

CA050221001

BOMBDR

PWC  

 

TORQUE SHAFT

CRACKED

2/16/2005

DHC8400

PW150A

 

 

NR 1 ENGINE

(CAN) DURING CLIMB, NR1 PEC CAUTION LIGHT ILLUMINATED FOLLOWED BY A DROP IN NP AND TQ. A FEW SECONDS LATER THE NR1 ENG FADEC FAIL WARNING LIGHT ILLUMINATED AND ALL PARAMETERS BECAME (DASHES). THE PILOTS ELECTED TO SHUTDOWN NR1 ENGINE AND RETURN TO BASE. SINGLE ENGINE LANDING COMPLETED. ENG FAULTS BOTH CHANNELS 162, 470, 719, 734, 735, 938. AND CHANNEL-A HAD FAULT: 718-MECHANICS FOUND THE TORQUE SHAFT REFERENCE TUBE SEPARATED FROM THE TORQUE TUBE. THE CRACK/SEPARATION OCCURRED JUST AFT OF THE WELD THAT JOINS THE TWO PIECES TOGETHER (VERIFIED BY REMOVING LAY SHAFT COVER). ENGINE ASSEMBLY REPLACED. FOLLOW-UP INVESTIGATION TO BE CARRIED OUT.

CA050221006

BOMBDR

PWC  

 

TORQUE TUBE

DETACHED

2/16/2005

DHC8400

PW150A

 

 

ENGINE

(CAN) DURING CLIMB THE ELECTRONIC PROPELLER CONTROL ANNUNCIATED ACCOMPANIED BY AN AIRCRAFT YAW AND SUBSEQUENT FADEC FAIL WARNING. THE ENGINE WAS SHUT DOWN IN FLIGHT AND THE AIRCRAFT DIVERTED TO POINT OF DEPARTURE. SUBSEQUENT INSPECTION REVEALEDTHE ENGINE'S TORQUE TUBE DETACHED FROM ITS REFERENCE TUBE.

CA050228001

BOMBDR

PWC  

 

ENGINE

FLUCTUATES

2/25/2005

DHC8400

PW150A

 

 

NR 2 

(CAN) IN-FLIGHT SHUTDOWN OF NR 2 ENGINE DUE TO OIL PRESSURE FLUCTUATION. AIRCRAFT WAS ENROUTE WHEN THE EVENT OCCURRED, AT WHICH AN EMERGENCY WAS DECLARED AND THE AIRCRAFT HAD TO COMPLETE AN UNSCHEDULED LANDING. AFTER LANDING INSPECTION, AIR CREW REPORTED AN EXCESSIVE AMOUNT OF OIL AROUND LOWER AFT NACELLE AREA, INDICATING A POSSIBLE OIL LEAK AROUND THE OIL COOLER AREA. BORESCOPE INSPECTION SHOWED DAMAGED HP IMPELLER . ENGINE MUST BE REPLACED.

CA050317002

BOMBDR

PWC  

 

RELEASE CABLE

CHAFED

3/15/2005

DHC8400

PW150A

 

485023

MLG 

(CAN) DURING A MLG AREA INSPECTION, EMERGENCY RELEASE CABLE P/N 48502-3 INSTALLED IN THE LT NACELLE WAS FOUND CHAFED. INSPECTION OF THE CABLE IN THE RT NACELLE WAS COMPLETED WITHOUT ANY FINDINGS.

CA050307005

BOMBDR

PWC  

 

FUEL HEATER

CRACKED

2/25/2005

DHC8400

PW150A

 

108790

ENGINE

(CAN) THE ENGINE EXPERIENCED A LOSS OF OIL PRESSURE IN FLIGHT. THE PILOT SHUT THE ENGINE DOWN IN FLIGHT AND DECLARED AN EMERGENCY. SUBSEQUENT INSPECTION REVEALED EXTERNAL OIL LEAKAGE FROM A CRACKED FUEL OIL HEAT EXCHANGER.

CA050406003

BOMBDR

PWC  

 

BEARING

BROKEN

3/24/2005

DHC8400

PW150A

 

29685

MLG WHEEL

(CAN) DURING LANDING, THE OUTBOARD ANTI-SKID CAUTION LIGHT ILLUMINATION. INSPECTION BY TECHNICIANS REVEALED THE FOLLOWING: RT WHEEL AND BRAKE ASSY OVERHEATED, INBOARD BEARING BROKEN/OVERHEATED ON RT OUTBOARD MAIN WHEEL, ANTI-SKID WIRING WITHIN WHEEL AXLE BURNED (CAUSE OF ANTISKID C/L).

CA050412001

BOMBDR

PWC  

 

GENERATOR

LEAKING

4/9/2005

DHC8400

PW150A

 

11522184

NR 1 ENGINE

(CAN) NR 1 ENG OIL PRESS WARNING LIGHT CAME ON DURING FLT. OIL PRESSURE INDICATION GRADUALLY DECREASED TO 30 PSI THEN FLUX 30-35 PSI. NR 1 ENGINE IN FLIGHT SHUT DOWN CARRIED OUT. MAINTENANCE DETERMINED THE OIL LEAK WAS CAUSED THREE STATOR SCREWS MISSING FROM THE AC GENERATOR. ENGINE HAD OPERATED 56 SECONDS AT 22.0 PSI OIL PRESSURE (OVER LIMIT). ENGINE REPLACED. AC GENERATOR SENT BACK TO MANUFACTURER FOR INVESTIGATION.

CA050323005

BRAERO

PWA  

 

LINE

CRACKED

3/7/2005

BAE1251000

PW305B

 

31B186501

FUEL SYSTEM

(CAN) DURING INSPECTION FUEL WAS FOUND LEAKING FROM A CRACKED HMU-TO-FUEL FLOW TRANSMITTER LINE. THE ENGINE HAD PREVIOUSLY EXPERIENCED AN AIRFRAME STARTER-GENERATOR FAILURE.

AMCR200500002

BRAERO

 

 

MOTOR

OVERHEATED

3/31/2005

BAE125800A

 

 

 

BOOST PUMP

ON TAKE-OFF ROLL, CREW GOT AN APU FIRE IND, BOTH BELL, ANNUNCIATION. WITH APU MASTER SWITCH ALREADY OFF, FIRED EXTINGUISHER, EXITED RUNWAY, STOPPED. WITH FIRE ANNUN STILL ILLUMINATED AN EVAC TOOK PLACE. CLEARED AC, BATTERY PWR WAS TURNED ON, FIRE ANNUNCIATION WAS GONE. NO IND THAT ACTUAL FIRE TOOK PLACE. AC WAS TOWED BACK TO HANGAR. AFTER THOROUGH INVESTIGATION, MAINT FOUND THAT APU FUEL BOOST PUMP MOTOR HAD OVERHEATED. WITH MOTOR COVER REMOVED, REAR BRG/BRUSH AREA WAS MILDLY CHARRED. EVIDENCE OF POSSIBLE FUEL MIGRATION INTO MOTOR. CHECKS OF ALL APPLICABLE COMPONENTS, AC WAS OPERATED, TEST-FLOWN WITH NO FURTHER PROBLEMS. ESTIMATED TIME FIRE WARNING TOOK PLACE AFTER APU WAS SHUTDOWN WAS ABOUT 4 MINUTES.

CA050225004

BRAERO

GARRTT

 

AHRS

FAILED

2/23/2005

BAE125800A

TFE7315R

 

6226190204

NR 2 

(CAN) AHRS NR 2 FAILED ON TAKEOFF, CAUSING THE AUTOPILOT AND YAW DAMPENER TO FAIL. AHRS WAS RECENTLY OVERHAULED. ATTITUDE AND HEADING REFERENCE SYSTEM (AHRS).

2005FA0000491

BRAERO

GARRTT

 

CLAMP

CRACKED

4/6/2005

HS125700A

TFE7313R1H

 

4201AN11600

TAILPIPE

FLUORESSCENT PENETRANT INSP OF THE TAIL PIPE CLAMP REVEALED ONE NUT TO BE CRACKED. (K)

CA050422003

BRAERO

GARRTT

 

WIRE

BROKEN

4/20/2005

HS125700A

TFE7313R1H

 

 

SWITCH

(CAN) SWITCH MONITORS FUEL TEMP AT ENGINE FUEL PUMP & IS FITTED TO TFE731-3 ENGINES INSTALLED ON HAWKER 700 ACFT. ON THIS INSTALL SWITCH WIRES CONNECT TO AIRFRAME SUPPLIED ENGINE HARNESS THROUGH IN-LINE CONNECTORS. THESE CONNECTORS ARE NORMALLY ONLY DISTURBED AT ENGINE, PUMP OR SWITCH REPLACEMENT. THERE ARE NO SCHEDULED INSP, TESTS OR CALIBRATION ON THE SWITCH IN QUESTION, OTHER THAN VISUAL INSPECTIONS PERFORMED AS PART OF ACFT OR ENGINE ROUTINE INSP.THE WIRES CONNECTED TO SWITCH ARE THIN & EASILY KINKED. IN THIS CASE A WIRE FOUND BROKEN AT IN-LINE CONNECTOR UNDER INSULATING CONNECTOR SHEATH. THIS WOULD PREVENT A COCKPIT INDICATION IN THE EVENT OF A FUEL HOT CONDITION. A NEW CONNECTOR WAS INSTALLED ON THE WIRE IN QUESTION.

CA050414004

BRAERO

GARRTT

 

FAN BLADE

SEPARATED

4/12/2005

HS125700A

TFE7313R1H

 

30721631

ENGINE

(CAN) AT ROTATION, A POPPING NOISE WAS HEARD BUT NO ABNORMAL INSTRUMENT INDICATIONS WERE OBSERVED. CLIMB AND CRUISE WERE NORMAL AS WERE ALL TREND MONITOR RESULTS. ABNORMAL VIBRATION WAS APPARENT ON DESCENT WITH LOWER POWER SETTINGS. POST FLIGHT INSPECTION FOUND SIGNIFICANT DAMAGE TO THE RIGHT ENGINE FAN ASSEMBLY AND DISCOVERY OF FAN BLADE FAILURE. INSPECTION AND REPAIR SERVICES WILL ATTEMPT TO DETERMINE CAUSE OF FAILURE.

CA050301003

BRAERO

RROYCE

 

LEVER

CRACKED

2/23/2005

HS7482A

DART5342

 

298G3096

ELEVATOR

(CAN) ON PREFLIGHT INSPECTION, NOTICED DEFORMITY ON LEVER ASSY. PART REPLACED WITH SERVICEABLE UNIT.

CA050309007

BRAERO

RROYCE

 

PUMP

FAILED

3/8/2005

HS7482A

DART5342

 

GB3173CE

NR 1 ENG FUEL

(CAN) THE NR 1 ENGINE FUEL PUMP FAILED ON TAKEOFF POWER APPLICATION. THE AIRCRAFT RETURNED TO THE COMPANY RAMP WHERE IT WAS DETERMINED THE FUEL PUMP HAD FAILED. THE PUMP WAS REPLACED AND THE AIRCRAFT WAS RETURNED TO SERVICE AFTER GROUND TESTING SERVICEABLE.

CA050315002

BRAERO

RROYCE

 

FITTING

BROKEN

3/14/2005

HS7482A

DART5342

 

 

FUEL LINE

(CAN) AIRCRAFT PROCEEDED TO TAKEOFF WET POWER. WET TORQUE WAS NOT ACHIEVED ON RT ENGINE AND TAKEOFF WAS ABORTED. UPON INVESTIGATION, MAINTENANCE FOUND THE FLEXIBLE FUEL FEED LINE TO THE NR5 COMBUSTION CAN BROKEN AT THE ONE END (STEEL PORTION OF LINE) FUEL LINE WAS REPLACED AND THE AIRCRAFT RETURNED TO SERVICE.

2005FA0000494

CESSNA

CONT

 

CRANKSHAFT

BROKEN

2/6/2005

140  

C8512

 

 

ENGINE

THE ENGINE WAS UNDER POWER WHEN THE CRANKSHAFT BROKE. THE ENGINE RAN UNTIL AIRCRAFT WAS ON GROUND. THERE WAS AN EXTREME VIBRATION. (K)

CA050405003

CESSNA

CONT

 

SHIMMY DAMPENER

FAILED

3/21/2005

150L

O200A

 

04425121

NLG 

(CAN) SHIMMY DAMPNER FAILED AT TAKEOFF CAUSING A VIBRATION. AIRCRAFT CAME TO REST WITH ONLY MINIMAL DAMAGE. SHIMMY DAMPNER REPLACED.

2005FA0000609

CESSNA

CONT

 

MOUNT

CRACKED

4/22/2005

150M

O200*

 

04511201

RT ENGINE

100 HOUR INSPECTION, RT LOWER ENGINE MOUNT TUBE CRACKED. CRACK LOCATED WITHIN 1 INCH OF NOSE WHEEL STRUT SUPPORT CRACK, .7500 INCH IN LENGTH AROUND CIRCUMFERENCE OF TUBE. REPLACED MOUNT. (K)

CA050404003

CESSNA

CONT

 

MAGNETO

FAILED

4/2/2005

150M

O200A

 

105136037

ENGINE

(CAN) ON LANDING, ENGINE BECAME NOTICEABLY ROUGH. AFTER LANDING A MAGNETO CHECK WAS ACCOMPLISHED. THE MAG CHECK REVEALED THAT THE RT MAGNETO WAS NOT FIRING. UPON INSPECTION OF SAME IT WAS DISCOVERED THAT THE INTERNAL NYLON GEAR HAD FAILED (TEETH STRIPPED). MAGNETO WAS REMOVED AND A NEWLY OVERHAULED MAGNETO WAS INSTALLED.

CA050404002

CESSNA

LYC  

 

BOLT

CRACKED

4/1/2005

152  

O235L2C

 

A251378

PROPELLER

(CAN) AD 2003-12-05 (MFG SB 221C) REQUIRES MAGNETIC PARTICLE INSP. OF PROP MOUNTING BOLTS. DURING INSP 1 OF THE 6 PROP MOUNTING BOLTS WAS NOTED AS CRACKED IN THE GRIP APPROX .25 BELOW THE BOLT HEAD.

CA050323008

CESSNA

LYC  

 

PROPELLER

MISINSTALLED

3/14/2005

152  

O235L2C

 

1A103TCM695

PROPELLER

(CAN) PROPELLER INCORRECTLY INSTALLED IAW AD2003-12-05 / SB 221C. BOLTS INCORRECT AND SPACER MISSING.

CA050322003

CESSNA

LYC  

CESSNA

BRACKET

CRACKED

3/18/2005

152  

O235L2C

 

04320049

HORIZONTAL STAB

(CAN) DURING INSP WHEN PRESSURE WAS APPLIED TO THE HORIZONTAL STAB TIP AN UNUSUAL SOUND WAS HEARD. INVESTIGATION REVEALED THE CRACKED BRACKET. REINFORCEMENT P/N 0432001-15 AND SPAR P/N 0432001-56 WERE ALSO FOUND CRACKED. CESSNA SEB03-06 REFERS.

CA050308006

CESSNA

LYC  

 

RIB  

CRACKED

1/13/2005

152  

O235L2C

 

043200146

HORIZONTAL STAB

(CAN) LT LEADING EDGE IB RIB WAS FOUND CRACKED AT REAR TOP CORNER (RADIUS).

CA050308005

CESSNA

LYC  

 

RIB  

CRACKED

1/13/2005

152  

O235L2C

 

04320016

HORIZONTAL STAB

(CAN) RT LEADING EDGE IB RIB WAS FOUND CRACKED AT REAR LOWER CORNER (RADIUS).

2005FA0000565

CESSNA

LYC  

 

FORK

FAILED

3/26/2005

152  

O235L2C

 

0442504201

NOSE STRUT

LOWER NOSE FORK FAILED AFTER AIRCRAFT TURNED OFF THE RUNWAY AFTER LANDING.

2005FA0000539

CESSNA

LYC  

 

FLOAT

CHAFED

4/11/2005

152  

O235N2C

MA3PA

30804

CARBURETOR

ENGINE QUIT IN FLIGHT, PERFORMED AN EMERGENCY LANDING IN A PARKING LOT. EXITING AIRCRAFT FUEL WAS FOUND RUNNING OUT OF COWL, SHUTOFF FUEL SELECTOR, FUEL STOPPED. MAINTENANCE FOUND FUEL LEAKING FROM CARBURETOR. SENT CARBURETOR TO OVERHAUL SHOP, FOUND PLASTIC FLOAT CHAFFING ON FUEL BOWL BECAUSE OF INSUFFICIENT CLEARANCE CAUSING THE FLOAT TO HANG UP. REASSEMBLED CARBURETOR WITH A METAL FLOAT KIT WHICH PROVIDED SATISFACTORY CLEARANCE BETWEEN THE FLOAT AND FUEL BOWL.

2005FA0000692

CESSNA

CONT

 

CONTROL COLUMN

CORRODED

1/19/2005

172H

O300*

 

05117816

COCKPIT

WHILE ACCOMPLISHING SEB ON CONTROL YOKE, FOUND WATER WHEN INSP HOLE WAS DRILLED AT BASE OF CENTER TUBE. .2500 CUP OF BLACK RESIDUE WAS FOUND WHEN TUBE WAS CUT OPEN. INSIDE OF CONTROL YOKE TUBE WAS RUSTED MODERATELY THE FULL LENGTH OF CENTER TUBE. NO LEAK IN FIREWALL OR WINDSHIELD WERE FOUND TO ACCOUNT FOR WATER ENTRY. AC WAS PURCHASED DISASSEMBLED 12 YEARS AGO, POSSIBLY WATER WAS INTRODUCED AT THAT TIME. INSTALLED SERVICEABLE YOKE AND ACCOMPLISHED SEB SUCCESSFULLY. (CE01200502663) (K)

CA050310003

CESSNA

LYC  

 

LAMP

FAILED

3/10/2005

172L

O320E2D

 

4522 

LANDING LIGHT

(CAN) STATIC WAS NOTED IN THE HEADPHONES WHEN LANDING LIGHT WAS TURNED ON. LIGHT WAS NOTED INOPERABLE AFTER LANDING, AND UPON VISUAL INSPECTION IT COULD BE SEEN THAT ONE OF THE FILAMENT MOUNTING WIRES HAD SEPARATED AT ITS SPOT-WELD AND WAS VIBRATING AGAINST THE TERMINAL INSIDE THE BULB WHILE THE ENGINE WAS RUNNING, CREATING THE STATIC. THE LIGHT IS MOUNTED IN THE ENGINE COWLING.

CA050301008

CESSNA

LYC  

 

BRACKET

CRACKED

2/21/2005

172M

O320E2D

 

 

DOOR 

(CAN) LOWER DOOR POST SUPPORT BRACKETS CRACKED BOTH SIDES.

CA050301010

CESSNA

LYC  

 

LINE

BROKEN

3/1/2005

172M

O320E2D

 

 

NR 2 CYLINDER

(CAN) ENGINE HARD TO START. REMOVED COWLS AND FOUND PRIMER LINE BROKEN, NR 2 CYLINDER, DUE TO FATIGUE. INSPECTED ALL LINES AND FITTINGS. DETERMINED THAT THEY WERE ALL NEARING FATIGUE LEVELS. ALL WERE REMOVED AND REPLACED BY A COMPLETE SET OF LINES, FITTINGS AND CLAMPS IAW PARTS MANUAL.

CA050218006

CESSNA

LYC  

 

BALL JOINT

BROKEN

2/14/2005

172M

O320E2D

 

C109 

LT NOSE GEAR

(CAN) PILOT REPORT PROBLEM, TO TAXI AIRCRAFT ON THE RAMP. AIRCRAFT INSPECTED AND FOUND LT NOSE GEAR TUBE ASSEMBLY, STEERING BALL JOINT BROKEN.

CA050218005

CESSNA

LYC  

 

LINE

CHAFED

2/14/2005

172M

O320E2D

 

050011874

FUEL SYS

(CAN) DURING INSPECTION OF NOSE GEAR STEERING TUBE ASSEMBLY ON RT SIDE. THE MAIN FUEL LINE ASSEMBLY (UNION TO FUEL STRAINER) FOUND BADLY CHAFED THROUGH SIDEWALL OF L INE ASSEMBLY CAUSED BY POOR CLEARANCE BETWEEN FUEL LINE ASSEMBLY AND NOSE GEAR STEERING TUBE. DAMAGE WAS OVER 1INCH OF LENGTH AND 90 PERCENT OF TUBE WALL WORN WHICH WAS EASY PUNCTURED BY A SMALL METAL PICK.

CA050404004

CESSNA

LYC  

 

DRIVE ASSY

FAILED

3/21/2005

172M

O320E2D

 

 

STARTER

(CAN) THE PROBLEM WAS DISCOVERED WHEN THE STARTER DID NOT ENGAGE TO START THE ENGINE. THE STARTER BENDIX GEAR WAS FOUND TO BE IN PIECES. THIS HAS BEEN THE THIRD TIME FOR THIS PROBLEM TO OCCUR.

CA050223010

CESSNA

LYC  

 

LIFTER

SPALLED

2/10/2005

172N

O320H2AD

 

LW16512LW16812

CAMSHAFT

(CAN) INSPECTION OF OIL SUMP SCREEN FOUND LARGE METALLIC FERROUS PARTICLES. ENG TTSN 1738.0. IT WAS FOUND THAT LIFTERS WERE BADLY SPALLED (CYL NR1, INTAKE SPALLED, CYL NR2 BOTH GOOD, CYL NR3, INT AND EX SPALLED, CYL NR4, INTAKE SPALLED) ALONG WITH SPALLED AND WORN CAM LOBES. MFG MSB SPECIFY THAT EXHAUST VALVE CLEARANCES BE CHECKED, ALONG WITH INSPECTION OF EXHAUST LIFTERS, FOR ENGINES AT 1000 HRS. ENGINE HAS BEEN REMOVED AND SENT OUT FOR REPAIR. NO INDICATION IN ENG PERFORMANCE TO INDICATE PROBLEMS. SEB WAS LAST DONE ON OCT3/03 AT 994.3 HRS ENG TIME. CYL NR4 EXHAUST LIFTER WAS CHANGED OUT AT THAT TIME. 20W50XC OIL, ALONG WITH LW16702 OIL ADDITIVE IS USED AND CHANGED EVERY 50 HRS. ENGINE-REMANUFACTURED.

CA050304003

CESSNA

LYC  

 

DOOR FRAME

CRACKED

3/2/2005

172N

O320H2AD

 

 

FUSELAGE

(CAN) WHEN COMPLYING WITH MFG REPETIVE SEB 03-5, A 2 INCH CRACK WAS DISCOVERED IN THE AREA OF THE LT LOWER DOOR HINGE ATTACH POINT ON THE DOOR POST. INSTALLED SERVICE KIT SK172-154TO REPAIR THE CRACK. NO INDICATIONS OF CRACKS ON THE RT SIDE.

2005FA0000727

CESSNA

LYC  

 

LIFTER

SPALLED

5/1/2005

172N

O320H2AD

 

 

ENGINE

LIFTERS SPALLED ON 5/7/2005, BUT NO DAMAGE TO THE CAMSHAFT AT THAT TIME. 2/16/2005 LIFTERS SPALLED AGAIN CAUSING THE CAMSHAFT TO NEED REPLACEMENT. (K)

2005FA0000559

CESSNA

LYC  

 

CARBURETOR

FAILED

4/21/2005

172P

O320D2J

 

105217

ENGINE

ENGINE RPM WOULD NOT REDUCE BELOW 1300 RPM. INSTR ATTEMPTED TO LAND AC, BUT COULD NOT REDUCE AIRSPEED DUE TO HIGH ENG RPM. THROTTLE WAS ADVANCED TO FULL PWR SETTING, BUT ENG FAILED TO ACCELERATE. AC HIT FENCE, WAS DAMAGED. POST-ACCIDENT GROUND RUN, FOUND ENG WOULD NOT IDLE BELOW 1300 RPM OR ACCELERATE PAST 1800 RPM. COMPRESSION TEST PERFORMED, NR 3 CYL WAS FOUND TO BE 44/80 PSI, LEAKING THROUGH PISTON RINGS. ASSUMED NOZZLE WAS INGESTED INTO THE NR3 CYLINDER. WHEN CARBURETOR WAS REMOVED, IT WAS FOUND THAT ACCELERATOR PUMP DISCHARGE NOZZLE (TUBE) WAS MISSING FROM CARB AIR INLET. TUBE IS PRESSED-FIT INTO THE INLET CASTING DURING ASSEMBLY. SECOND CARB WAS INSTALLED, ENG RAN AT PROPER IDLE AND FULL POWER RPM.

2005FA0000496

CESSNA

LYC  

 

FUEL TANK

MISMANUFACTURED

3/25/2005

172P

O360A4M

 

052600058

RIGHT

DURING INSTALLATION OF NEW TANK, IT WAS DISCOVERED THAT THE BUNGS FOR INSTALLING THE FUEL STRAINER ASSEMBLIES HAVE BEEN BRAZED TO THE TANK INVERSELY. THE BUNG THAT SHOULD HAVE BEEN BRAZED AT THE AFT LOCATION WAS BRAZED IN THE FORWARD MOUNT WAS BRAZED IN THE AFT MOUNT. (K)

2005FA0000635

CESSNA

LYC  

 

TRANSPONDER

OUT OF ALIGNMENT

2/4/2005

172R

IO360A1A

 

KT76C

ATC 

TRANSPONDER CAVITY BELOW TRANSMIT POWER TOLERANCE. ALIGNMENT CORRECTS PROBLEM, BUT THIS CAUTION SHOULD NOT BE NEEDED AT THIS TIME. (K)

MYNR748KA

CESSNA

LYC  

 

EXHAUST VALVE

STUCK

1/5/2005

172R

IO360L2A

 

 

NR 3 CYLINDER

NR 3 CYLINDER EXHAUST VALVE STUCK AT 300.1 HRS. NR 2 CYLINDER EXHAUST VALVE STUCK AT 351.1 HRS. REMOVED NR 1 AND NR 4 FOR EVALUATION, CYLINDER SHOP FOUND PROBLEMS WITH THERE EXHAUST VALVES. THESE WERE NEW SUPERIOR MILLENNIUM CYLINDER ASSEMBLIES INSTALLED AT ENGINE OVERHAUL 351.0 TSMOH. (K)

CA050222010

CESSNA

LYC  

 

CYLINDER

CRACKED

2/21/2005

172RG

O360F1A6

 

LW12427

NR 2 

(CAN) AIRCRAFT WAS IN A CRUISE CONFIGURATION WHEN THE PILOT NOTICED A VIBRATION FROM THE ENGINE. REDUCED POWER AND CAME BACK TO LAND AT THE DEPARTING AIRPORT WITHOUT INCIDENT. AIRCRAFT WAS BROUGHT INTO THE HANGER AND THE COWLINGS WERE REMOVED. IT WAS DISCOVERED THAT THE NR 2 CYLINDER HAD CRACKED FROM THE UPPER SPARK PLUG HOLE TO THE LOWER SPARK PLUG HOLE. NEW CYLINDER WAS ORDERED FROM MFG.

2005FA0000467

CESSNA

 

 

FITTING

LOOSE

4/7/2005

172S

 

 

 

ATTITUDE GYRO

AIRCRAFT, RELATIVELY NEW PROBLEM BELOW APPEARS TO BE FROM FACTORY INSTALLATION. VACUUM FITTING ON ATTITUDE GYRO LOOSE. THE (90 DEGREE) VACUUM FITTING IN ORDER TO ACCEPT THE VACUUM HOSE FROM RT DIRECTION, WAS NOT PROPERLY SEATED (PIPE THREAD SYSTEM) SO THAT THE VACUUM TO THE INSTRUMENT WAS REDUCED CAUSING LOW GYRO SPEED AND THUS IMPROPER OPERATION. TURBULENCE/HOSE MOVEMENT CAUSED SOME THREAD SEATING AT TIMES TO PRODUCE A USEABLE GYRO, THUS OPERATION WAS ERRATIC. (K)

2005FA0000513

CESSNA

 

 

SPINNER

UNSERVICEABLE

3/24/2005

172S

 

 

05522311

PROPELLER

DURING 100 HR INSPECTION THE FORWARD SPINNER BULKHEAD WAS FOUND TO BE CRACKED AROUND FIVE OF 6 BOLT HOLES. THE CAUSE OF THE PROBLEM IS THAT WHEN THE PROP MOUNTING BOLTS ARE TORQUED TO THE LIMITS GIVEN IN THE SERVICE MANUAL THAT THE FORWARD BULKHEAD GET PULLED DOWN SLIGHTLY INTO THE CHAMFER OF THE PROP BOLT HOLES AND THIS IN TURN STRESSES THE PART LEADING TO CRACKING. TO SOLVE THIS PROBLEM, THINK THAT THE TORQUE OF THE MOUNTING BOLTS AND THE DESIGN OF THE BULKHEAD NEED TO BE EVALUATED AND CHANGES MADE. (K)

2005FA0000514

CESSNA

 

 

SPINNER

CRACKED

3/24/2005

172S

 

 

05522311

PROPELLER

DURING 100 HR INSPECTION THE FORWARD SPINNER BULKHEAD WAS FOUND TO BE CRACKED AROUND 5 OF THE 6 BOLT HOLES. CAUSE OF THE PROBLEM IS THAT WHEN THE PROP MOUNTING BOLTS ARE TORQUED TO THE LIMITS GIVEN IN THE SRM THAT THE FORWARD BULKHEAD GET PULLED DOWN SLIGHTLY INTO THE CHAMFER OF THE PROP BOLT HOLES AND THIS IN TURN STRESSES THE PART LEADING TO CRACKING. TO SOLVE THIS PROBLEM, I THINK THAT THE TORQUE OF THE MOUNTING BOLTS AND THE DESIGN OF THE BULKHEAD NEED TO BE EVALUATED AND CHANGES MADE. (K)

2005FA0000644

CESSNA

 

 

STALL WARNING

INOPERATIVE

4/20/2005

172S

 

 

07133481

RT WING

(510901) STUDENT PILOT WAS FLYING W/CFI. DURING STUDENTS FIRST STALL PRACTICE THE WARNING HORN FAILED TO OPERATE THROUGH FULL STALL, CFI HALTED MANEUVER. TROUBLESHOOTING CONFIRMED THAT WARNING HORN WAS DEFECTIVE. REPLACED WITH NEW, OPS CHECK AND TEST FLIGHT WERE COMPLETED, OK PROBABLE CAUSE HAS NOT BEEN DETERMINED AT THIS TIME. (EA07200503884) (K)

2005FA0000619

CESSNA

LYC  

 

SERVO

INOPERATIVE

4/20/2005

172S

IO360L2A

 

RA5AD2

ENGINE FUEL

IT OCCURRED WHEN PERFORMEING AN OUTGOING ENGINE RUN. WHEN THE THROTTLE WS PULLED BACK TO IDLE, ON THE S TOP OF THE SERVO, WHEN WE PULLED A LITTLE HARDER, IT CAUSED THE ENGINE TO STALL AND SHUTDOWN INSTEAD OF JUST DECREASING A FEW MORE RPM. RECOMMEND SB TO CHECK ALL MFG AC FOR THIS CONDITION. (K)

2005FA0000516

CESSNA

LYC  

 

BULKHEAD

BROKEN

4/6/2005

172S

IO360L2A

 

055032112

PROP SPINNER

PROP SPINNER AFT BULKHEAD BROKE AT ONE CORNER WITH NUTPLATE, FREEING ONE AFT EDGE OF THE SPINNER WHICH BENT OUTWARD UNDER CENTRIFUGAL FORCE. (K)

CA050308013

CESSNA

LYC  

 

CONTACTOR

FAILED

3/7/2005

172S

IO360L2A

 

X610007

ALTERNATOR

(CAN) ALT CHARGING SYS WOULDN`T COME ONLINE. TROUBLESHOOTING SHOWED EVERYTHING SHOULD BE WORKING. ALL VOLTS ( IAW MM) APPEARED TO BE NORMAL, CHARGING SYS SHOWING A DISCHARGE. ALT CONTACTOR IS IN SERIES WITH MAIN BUSS & BATTERY. CURRENT NOT FLOWING THROUGH CONTACTOR, ALT FAILED TESTS. HIGH RIPPLE VOLTS DETECTED & FAILURE OF ALT OCCURED. INSTALLED NEW ALT & CONTACTOR VOLTAGE, NO CURRENT. SHUTDOWN SYS. VOLT CHKD AT OUTPUT SIDE OF ALT CONTACTOR & FOUND NORMAL. NO CURRENT FLOW. REPLACED ALT CONTACTOR & SYS BEGAN TO OPS CHK OK. 2ND CONTACTOR FAILURE, TOOK 1ST FAILURE, SPLIT OPEN CONTACTOR. CONTACT POINTS DISCOLOURED & CONTACT POINTS BLACK (CARBON BUILD UP) POSSIBLE CURRENT LOAD THROUGH CONTACTOR TOO HIGH.

2005FA0000626

CESSNA

LYC  

 

CAPACITOR

FAILED

4/25/2005

177RG

IO360A1B6

 

ES10382807

MAGNETO

THE MAGNETO WAS OVERHAULED 70 HOURS AGO, THE CAPACITORS WERE SUPPLIED BY OVERHAULER. THE OVERHAUL WAS DONE AND CAPACITORS ARE FAA PMA`D.

2005FA0000497

CESSNA

LYC  

 

FLYWEIGHT

CRACKED

2/23/2005

182  

IO540V4A5

 

D20880

GOVERNOR

FLYWEIGHT BASE CRACKED ALSO ASSOCIATED PART C20886 SPRING HEAD AND B20882-1. SPRING DRIVE ALSO CRACKED. (K) (22124)

CA050407008

CESSNA

LYC  

LAMAR

BRUSHES

LOOSE

4/6/2005

182S

IO540AB1A5

 

 

STARTER

(CAN) STARTER FAILED. BRUSHES WERE LOOSE UPON EXAMINATION AND WINDINGS BURNT. SUSPECT THE BRUSHES WERE LOOSE TO START WITH.

2005FA0000518

CESSNA

 

 

PUMP

FAILED

4/8/2005

182T

 

 

A8160D

FUEL BOOST

RECEIVED BOOST PUMP FOR WARRANTY CREDIT WITH A CUSTOMER COMPLAINT OF (FUEL BOOST PUMP POPS CIRCUIT BREAKER). PRELIMINARY INSPECTION OF THE PUMP REVEALED FOREIGN MATERIAL IN THE INLET PORT. FURTHER INSPECTION REVEALED THE FOREIGN MATERIAL TRIED TO PASS THROUGH THE PUMP AND HAD LOCKED THE ROTOR IN THE INSERT. THIS WOULD CAUSE THE PUMP TO DRAW HIGH AMPS. THIS IS THE SECOND TIME THIS PROBLEM HAS BEEN SEEN IN THE LAST 4 MONTHS. (K)

2005FA0000625

CESSNA

LYC  

 

BUSHING

SPLIT

4/15/2005

182T

IO540*

 

07416321

LT MLG

INNER RUBBER/ PLASTIC MATERIAL NOTED PROTRUDING FROM BOTH SIDES OF BUSHING. MATERIAL INSIDE BUSHING SPLITTING IN SEVERAL AREAS. LT MLG BUSHING ONLY, RT MLG BUSHING APPEARS NORMAL. (K)

2005FA0000610

CESSNA

LYC  

 

WIRE

BROKEN

4/12/2005

182T

IO540*

 

 

ANNUNCIATOR

FOUND ORANGE WIRE FOR THE LOW VOLT ANNUNCATOR FOR THE G-1000 BROKEN INSIDE THE J-BOX WOULD NOT CAUSE THE ANNUNCATOR TO LIGHT UP ON THE PFD (PILOTS FLIGHT DISPLAY). APPEARS WIRE HAVE CHAFED ON J-BOX TO BREAK WIRE. ADDRESSED AND CORRECTED AS REQUIRED. (CE07200512733) (K)

2005FA0000611

CESSNA

LYC  

 

PIN  

LOOSE

3/1/2005

182T

IO540*

 

 

TRANSDUCER

G-1000-3 PIN CONNECTOR FOR MANIFOLD PRESSURE TRANSDUCER, THE PINS WILL GET LOOSE AND CAUSE THE MANIFOLD PRESSURE INDICATION TO JUMP FROM 7.7 TO 55 MP PSI. TROUBLESHOT, WITH THIS IN THE FUTURE DUE TO VIBRATION OF AIRCRAFT. NOTE: NEVER HAD A RED-X OVER MP INDICATION ON LRU. (CE07200512739) (K)

2005FA0000612

CESSNA

LYC  

 

PIN  

LOOSE

3/1/2005

182T

IO540*

 

 

TRANSDUCER

G-1000-3 PIN CONNECTOR FOR OIL PRESSURE TRANSDUCER, THE PINS WILL GET LOOSE AND CAUSE THE OIL PRESSURE INDICATION TO JUMP FROM 45 TO 110 PSI. TROUBLESHOT, RESET PIN TO SHRINK (SHIP SIDE). SUSPECT WILL HAVE PROBLEMS WITH THIS IN THE FUTURE DUE TO VIBRATION OF AIRCRAFT. NOTE: NEVER HAD A RED-X OVER OIL PRESSURE INDICATION ON LRU. (CE07200512740) (K)

2005FA0000613

CESSNA

LYC  

 

SERVO

CHAFED

4/29/2005

182T

IO540*

 

065001802700

RT WING AUTOPILO

DURING MFG 200 HOUR INSPECTION FOUND THE AUTOPILOT SERVO CABLE IN THE RT WING RUBBING ON SERVO CABLE GUARD ALMOST RUBBING THRU ONE LEG OF GUARD. INSPECTED CABLE FOUND OK. INSTALLED A NEW GUARD AND CLOCKED TO CORRECT POSITION ON SERVO. (CE07200512741) (K)

2005FA0000614

CESSNA

LYC  

 

CONNECTOR

LOOSE

4/12/2005

182T

IO540*

 

62803SG513

TACH GENERATOR

TACHOMETER INDICATION JUMPS AROUND IN FLIGHT. INSTALLED A NEW TACHOMETER CONNECTOR, IAW MFG SL. OPS CHECK OK. (CE07200512734) (K)

2005FA0000615

CESSNA

LYC  

 

PROBE

INOPERATIVE

4/12/2005

182T

IO540*

 

86317

EGT 

DURING LEAN FIND FOR G-1000 WOULD NOT INDICATE NR1 AND NR2 ENGINE CYLINDERS. TROUBLESHOT, USED EGT/CHT TESTER AND FOUND PROBES BAD ALSO SHIP SIDE CONNECTOR WAS ALSO BAD, FOUND SCREWS LOOSE INSIDE CONNECTOR. REPLACED NR1 AND NR2 ENGINE CYLINDER PROBES AND CORRECTED CONNECTOR ON SHIP SIDE BY CLEANING AND TIGHTENING SCREWS, OPS CHECK OK. (CE07200512735) (K)

2005FA0000617

CESSNA

LYC  

 

PROBE

FAILED

4/12/2005

182T

IO540*

 

S38524

FUEL QTY

DURING FLIGHT, FUEL INDICATIONS WOULD RED-X OUT AND INDICATIONS SHOWING QUANITY JUMPED AROUND LT AND RT SIDE. TROUBLESHOT, AND REPLACED PROBES/ SENDERS IAW MFG. CALIBRATED IAW MFG MM. OPS CHECK OK. NOTE: NEED IMPROVEMENT IN TROUBLESHOOTING PROCEDURES IN MM AND POSSIBLE BREAKOUT BOXES TO AID IN TROUBLESHOOTING. G-1000 AIRCRAFT. (CE07200512737) (K)

2005FA0000768

CESSNA

LYC  

 

PROBE

LOOSE

5/6/2005

182T

IO540AB1A5

 

86317

ENGINE CHT/EGT

"OMEGA" BRAND NAME OF CONNECTORS USED ON THE ALCOR CHT/EGT PROBES. THE SCREWS THAT HOLD THE CONNECTOR AND CONNECTION OF THE WIRE FOR THE PROBES WILL WORK LOOSE CAUSING A FALSE OR NO INDICATION ON THE G-1000 SYSTEM. NEEDS TO HAVE SOMEWAY TO LOCK THE SCREWS INTO PLACE, SUCH AS LOCTITE OR A STAR WASHER. NOTE, THIS HAS BEEN AN ONGOING PROBLEM.

2005FA0000571

CESSNA

 

 

STRUT

STUCK

4/18/2005

195A

 

 

 

TAILWHEEL

TAILWHEEL STRUT STUCK FULLY EXTENDED FOR LANDING. SYSTEM DESIGN DOES NOT PERMIT STEERING WHILE STRUT IS IN THIS CONDITION. (K)

20050503

CESSNA

CONT

 

OIL FILTER

FAILED

5/3/2005

206CESSNA

IO520*

 

 

ENGINE

DURING RECENT INSPECTIONS, SEVERAL OIL FILTER ELEMENTS WERE FOUND PULLED AWAY FROM METAL RETAINING STRIP WHICH CLAMPS THE ENDS OF FILTER PAPER. ONE FILTER ELEMENT ALSO HAD A SMALL HOLE PENETRATING FILTER PAPER EACH SIDE OF METAL STRIP. SOMETIMES METAL STRIP WAS BENT. THIS CONDITION ALLOWS A SMALL AMOUNT OF OIL TO BYPASS FILTER ELEMENT. CONTACTED MFG, THEY CONFIRMED THAT SOME FILTERS WITH DATE CODE OF 04-07-2004 AND EARLIER WOULD FAIL IN THIS MANNER DUE TO METAL STRIP BEING TOO LONG, INADEQUATE CLAMPING METHOD. TOTAL OF FIVE FILTERS WITH EARLY DATE CODES WERE FOUND DEFECTIVE, SEVEN WERE REMOVED FROM AC, FIVE FILTERS WERE RETURNED TO MFG UNUSED. MFG REPLACED ALL OUR EARLY DATE CODE FILTERS WITH NEW ONES.

2005FA0000687

CESSNA

LYC  

 

INDICATION SYS

INOPERATIVE

1/4/2005

206H

IO540*

 

1394T10010RA

TURN COORDINATOR

UNIT WAS INSTALLED IN AIRCRAFT ON 12/20/2004. AFTER APPROX .5 HOURS, PILOT OBSERVED TURN COORDINATOR OFF FLAG, MOMENTS LATER AUTOPILOT DISENGAGED. THIS UNIT REPLACED AN EARLIER INSTALLED OVERHAULED UNIT INSTALLED 7/04. (K)

LU4R12482

CESSNA

 

 

SPRING

STRETCHED

4/21/2005

208  

 

 

B5020

PROPELLER

SPRING ASSY STRETCHED TOO LARGE. (K)

2005FA0000638

CESSNA

 

 

SPRING

STRETCHED

4/21/2005

208  

 

 

B5020

PROPELLER

SPRING ASSY STRETCHED TOO LARGE. (K)

CA050311005

CESSNA

PWA  

 

ENGINE

UNKNOWN

3/11/2005

208B

PT6A114

 

PT6D114

 

(CAN) DURING TAKEOFF AND CLIMB OUT PILOT REPORTED A CHANGE IN THE SOUND OF THE ENGINE. AIRCRAFT RETURNED. PILOT REPORTED ENGINE INDICATION NORMAL, NO ENGINE PERFORMANCE ABNORMALITIES. MAINTENANCE INSPECTED THE ENGINE OIL FILTER, NO FINDINGS, ENGINE WAS RUN WITH NO FAULTS FOUND. SUSPECT THE ENGINE INERTIAL SEPARATOR NOT STOWED CORRECTLY CAUSING INTAKE AIR DISTURBANCE. AIRCRAFT HAS BEEN RETURNED TO SERVICE.

CA050317003

CESSNA

PWA  

 

RETAINING RING

DEFORMED

3/15/2005

208B

PT6A114A

 

3020159

COMPRESSOR

(CAN) A REVIEW OF AIRCRAFT RECORDS SHOWED THE ENGINE WAS ASSEMBLED USING SHROUD SEGMENTS WITH A RETAINING RING. THE ENGINE WAS BORESCOPE INSPECTED IAW SB 1631. 2 SEGMENTS WERE FOUND TO BE AXIALLY DISPLACED WITH COMPRESSOR TURBINE BLADE TIP RUB ON ONE SEGMENT. HOT SECTION COMPONENTS WERE REMOVED TO EMBODY SB 1627 AND SB 1628.

CA050223004

CESSNA

PWA  

 

NUT  

FRACTURED

2/23/2005

208B

PT6A114A

 

MS1782612

WING 

(CAN) DURING CPCP AND SID INSPECTION, THE WING LOWER ATTACH STRUT BOLT AND NUT WERE REMOVED FOR INSPECTION AND THE NUT WAS FOUND FRACTURED THROUGH. THE COTTER KEY WILL HOLD THE NUT/BOLT IN PLACE. THE FRACTURE WAS LOCATED THRU THE MFG IDENTIFICATION STAMPS ON THE OUTER SURFACE AND WAS COMPLETELY THROUGH.

CA050419006

CESSNA

PWA  

 

ENGINE

FAILED

4/12/2005

208B

PT6A114A

 

 

 

(CAN) DURING CRUISE, THE ENGINE EXHIBITED A LOUD NOISE ACCOMPANIED BY A LOSS OF POWER. THE AIRCRAFT DIVERTED AND A DEAD-STICK LANDING WAS ACCOMPLISHED. INITIAL INVESTIGATION REVEALED A FRACTURED REDUCTION GEARBOX HOUSING AND POWER TURBINE BLADES WITH LOSS OF CONTINUITY BETWEEN PROPELLER AND POWER TURBINE. MFG WILL INVESTIGATE THE INCIDENT AND WILL ADVISE OF ROOT CAUSE, ONCE DETERMNED.

CA050323004

CESSNA

PWA  

 

ENGINE

MAKING METAL

3/3/2005

208B

PT6A114A

 

 

 

(CAN) IN CRUISE THE ENGINE EXPERIENCED A POWER LOSS ACCOMPANIED BY A GEARBOX CHIP DETECTOR INDICATION. THE PILOT CARRIED OUT AN EMERGENCY LANDING ON A ROAD-WAY WHICH RESULTED IN DAMAGE TO THE AIRCRAFT. MFG WILL MONITOR THE INVESTIGATION OF THIS INCIDENT AND WILL ADVISE OF ROOT CAUSE, ONCE DETERMINED.

2005FA0000566

CESSNA

CONT

 

PUMP

WRONG PART

4/1/2005

210  

IO470*

 

476087E

NLG WW

SUSPECT PUMP IS INCORRECT BY PN 4760876 FOR INSTALLATION AC. INTERFERED WITH NOSE LANDING GEAR UPLOCK OPERATION. (K)

2005FA0000656

CESSNA

CONT

 

SADDLE

CRACKED

4/23/2005

210E

IO520*

 

12414231,2

MLG 

REPLACED BOTH MLG SADDLES AT ANNUAL INSP. BOTH WERE FOUND TO HAVE HAIR LINE CRACKS IN RADIUS ABOVE IB V-BOLT HOLE USING DYE PENETRANT INSPECTION METHOD. (K)

CA050305001

CESSNA

CONT

 

CRANKCASE

CRACKED

2/4/2005

210J

IO520J

 

 

ENGINE

(CAN) VISUAL INSPECTION DETECTED CRACKED CASE. ONCE ENGINE DISMANTLED, EXCESSIVE CRACK FOUND IN THE FRONT MAIN JOURNAL AREA. LARGE SECTION OF JOURNAL COMPLETELY DETACTED FROM CASE.

B3OR20050505

CESSNA

CONT

 

SPINNER

CRACKED

4/13/2005

210N

IO550*

 

1250419K200

PROPELLER

PROPELLER SPINNER WAS INSPECTED DURING A PRE-FLIGHT INSPECTION AND FOUND TO HAVE A CRACK. THE CRACK WAS FROM A SCREW HOLE AND EXTENDED TO BLADE CUT-OUT. THE SPINNER WAS REPLACED AND INSPECTED AFTER ITS FIRST FLIGHT, NO CRACKS WERE FOUND OR NOTED ON THE REPLACED SPINNER. SUSPECT OVER TORQUEING OF SPINNER ATTACH SCREWS AS CAUSE OF CRACK

CA050224005

CESSNA

CONT

 

CLAMP

OBSTRUCTED

2/15/2005

310Q

IO470VO

 

08615201

AUTOPILOT

(CAN) WHEN THE AILERON CONTROL WAS MOVED TO THE EXTREME LT, THE CONTROL WOULD OCCASIONALLY CATCH MOMENTARILY AND THEN RELEASE. UPON FURTHER EXAMINATION OF THE AILERON CONTROL SYSTEM, THE AUTOPILOT CLAMP ON THE LT AILERON CABLE WAS FOUND TO BE CATCHING ON THE DE-ICE BOOT LINE TO THE TAIL, WHEN THE CONTROL WAS MOVED FULL LT. THE DE-ICE LINE WAS REPOSITIONED AND SECURED TO THE BELLY PANEL TO ALLOW MORE CLEARANCE WITH THE AILERON CABLE AND NO FURTHER PROBLEMS HAVE OCCURRED.

CA050218011

CESSNA

CONT

 

CONNECTING ROD

BENT

2/12/2005

310R

IO520MB

 

 

ENGINE

(CAN) AIRPLANE FLYING AT CRUISE POWER, ENGINE FEATHERED ON ITS OWN, ENGINE PARAMETER CHECK, NO OIL PRESSURE. ENGINE SHUTDOWN, RETURN TO AIRPORT. INITIAL CHECK REVEALED METAL CONTAMINATION, ENGINE SENT TO ENGINE REPAIR SHOP, REPORT OF NR 6 CONNECTING ROD BENT, CAUSING THE FAILURE.

CA050404007

CESSNA

CONT

 

TORQUE TUBE

CRACKED

4/4/2005

310R

IO520MB

 

504501025

RT MLG

(CAN) FOLLOWING AN INSPECTION, RECOMMENDED BY THE MANUFACTURER, RT MAIN LANDING GEAR EXTENSION/RETRACTION TORQUE TUBE FOUND CRACKED IN TWO PLACES, AT THE FORK BOLT ATTACHMENT AND THE ARM CLOSE TO IT.

CA050404009

CESSNA

CONT

 

CRANKCASE

CRACKED

4/4/2005

337G

IO360G

 

 

ENGINE

(CAN) THE INITIAL PROBLEM WAS AN OIL LEAK FOUND DURING INSPECTION, AFTER SEVERAL ENGINE GROUND RUN-UPS, CRACK OF 2 INCHES FOUND FWD OF CYLINDER NR 5 ON CRANKCASE UPPER SECTION, ENGINE REMOVED AND SEND TO REPAIR SHOP.

2005FA0000642

CESSNA

 

 

PAN  

CRACKED

4/12/2005

340A

 

 

53120252

VERTICAL STAB

DURING ANNUAL INSPECTION, TECH WAS INSPECTING TAIL SECTION. PAN IS ATTACHED TO A BULKHEAD WHICH ARE THE PRIMARY STRUCTURE (AFT) FOR THE HORIZONTAL AND VERTICAL STABILIZERS. TAIL FLEX IS TRANSFERRING TO THIS ASSY AND IS CAUSING CRACKS ON THE RADIUS. (K)

2005FA0000641

CESSNA

CONT

 

PAN  

CRACKED

4/12/2005

340A

TSIO520*

 

53120252

VERTICAL STAB

DURING ANNUAL INSPECTION TECHNICIAN WAS INSPECTING TAIL SECTION. THE PAN (AFT) IS ATTACHED TO BULKHEAD WHICH ARE PRIMARY STRUCTURE (AFT) FOR HORIZONTAL AND VERTICAL STABILIZER. TAIL FLEX IS TRANSFERRING TO THIS ASSY AND IS CAUSING CRACKS IN THE RADIUS. (K)

2005FA0000621

CESSNA

CONT

 

CONTROL CABLE

DAMAGED

4/11/2005

404  

GTSIO520F

 

58151035CR

LT ELEVATOR

DURING INSPECTION, FOUND CABLE TO BE BLENDED AT FAIRLEAD APPROX 6 INCHES FROM AFT END OF CABLE. PROBABLE CAUSE FROM NEW STYLE (STAINLESS STEEL) CABLE. NEW STYLE LASTED ONLY FRACTION OF TIME AS OLD STYLE. (SW01200504154) (K)

2005FA0000568

CESSNA

CONT

 

CYLINDER HEAD

SEPARATED

4/1/2005

414A

TSIO520NB

 

712BCA221

NR 6 CYLINDER

THE NR 6 CYLINDER, LT ENGINE. THE AC WAS RUNNING FINE AND ALL OF THE SUDDEN A VIBRATION WAS FELT. INVESTIGATION: THE HEAD WAS FOUND SEPARATED FROM CYLINDER. THE HEAD WAS BEING HELD ON BY THE INTAKE PIPE AND EXHAUST. THE ENGINE AND THIS CYLINDER HAD 72.4 TSMOH, RAM ENGINE; TISN 71-2BCA-221 SN 22537-26. THIS IS A NEW RAM ENGINE WITH ECI NICKEL CYLINDERS. (K)

2005FA0000677

CESSNA

CONT

 

MAIN BEARING

DELAMINATED

11/10/2004

421B

GTSIO520*

 

TCM634503

NR 2 

BEARING CRACKED AND DELAMINATED IN NR2 MAIN BEARING SADDLE. HEATED CRACKS IN NR2 MAIN JOURNAL. THIS HAS BEEN NOTED ON OTHER ENGINES WE HAVE DISASSEMBLED. BEARING BORN DATE 10-02. THIS WAS A NEW CASE AND NO SIGNS OF FRETTING ON THE CASE HALF. (K)

2005FA0000517

CESSNA

CONT

 

HINGE

MISINSTALLED

3/29/2005

421B

GTSIO520C

 

5730261

RUDDER

AIRCRAFT WAS HERE FOR COMPLETE EXTERIOR REPAINT. AFTER REMOVING RUDDER, COMPLIED WITH MFG MEB004. IT IS JUST A VISUAL INSPECTION, BUT IT DOES REQUIRE REMOVING THE RUDDER. FOUND THAT RUDDER HINGE ASSY WAS INSTALLED UPSIDE DOWN. FOUND THAT ABOUT 75 PERCENT OF THE LOWER RUDDER HINGE ASSY ARE INSTALLED UPSIDE DOWN, AND MANY WITH THE BEARING FALLING OUT AND WEARING ON THE RUDDER HINGE BRACKETS. (K)

2005FA0000676

CESSNA

 

 

DOWEL PIN

SHEARED

11/10/2004

421C

 

 

 

PROPELLER HUB

PROPELLER OVERHAULED AND REINSTALLED. TEST FLIGHT REVEALED VIBRATION. DETERMINED TO BE SHEARED DOWEL PINS CAUSING LOOSE PROPELLER TO CRANK PROP DRIVE SHAFT. (K)

2005FA0000704

CESSNA

CONT

 

MAIN BEARING

DELAMINATED

11/12/2004

421C

GTSIO520*

 

634503

ENGINE

NR 3 MAIN BEARING APPEARED TO DELAMINATE. ALL THE BRASS OR BRONZE SEPARATED FORM THE BEARING SHELL. THE CRANKSHAFT, NR 3 JOURNAL DOES NOT SHOW SIGNS OF OIL STARVATION. (K)

CA050331002

CESSNA

PWA  

 

BLADE

FAILED

3/28/2005

425  

PT6A112

 

 

PROPELLER

(CAN) EXCESSIVE LT/RT MOVEMENT ON ONE PROP BLADE DUE TO WORN BUSHINGS ON LINK BETWEEN BLADE AND PITCH CONTROL. LINK WAS REPLACED.

CA050301005

CESSNA

PWA  

 

OUTFLOW VALVE

FAILED

2/24/2005

425  

PT6A112

 

781904

 

(CAN) OVERHAULED VALVE PURCHASED JANUARY 23, 2001, GATE VALVE WAS FOUND STUCK IN THE CLOSED POSITION. THE VALVE WOULD NOT OPEN WHEN THE PRESSURE SELECTOR WAS SWITCHED TO THE OPEN POSITION.

2005FA0000698

CESSNA

PWA  

GRIMES

KEY  

MISSING

11/1/2004

425  

PT6A60A

 

MS357561

LANDING LIGHT

THE RT WING RETRACTABLE LANDING LIGHT WAS FAILED, REMOVED, SENT OUT FOR O/H. RETURNED FROM O/H, INSTALLED 8/6/04 AND OPS CHECKED OK. UNIT FAILED 11/1/04 AND WAS REMOVED. UNITS MOTOR WORM GEAR WAS ACCESSED, REMOVED AND THE MECHANIC DETECTED NO WOODRUFF KEY WAS INSTALLED AND ONLY SET SCREWS WERE DRIVING THE GEAR STRIPPING THE PARTS. A NEW WORM GEAR AND WOODRUFF KEY FURNISHED BY THE O/H AGENCY WERE DELIVERED, AND INSTALLED IAW STANDARD PRACTICES. RECOMMEND CLOSER INSPECTION.

2005FA0000699

CESSNA

PWA  

GRIMES

WORM GEAR

MISSING

11/1/2004

425  

PT6A60A

 

A6582

LANDING LIGHT

THE RT WING RETRACTABLE LANDING LIGHT WAS FOAIED, REMOVED, SENT OUT FOR O/H. RETURNE FROM O/H, INSTALLED 8/6/04 AND OPS CHECKED OK. UNIT FAILED 11/1/04 AND WAS REMOVED. UNITS MOTOR WORM GEAR WAS ACCESSED, REMOVED AND THE MECHANIC DETECTED NO WOODRUFF KEY WAS INSTALLED AND ONLY SET SCREWS WERE DRIVING THE GEAR, STRIPPING THE PARTS. A NEW WORM GEAR AND WOODRUFF KEY FRUNISHED BY THE O/H AGENCY WERE DELIVERED, AND INSTALLED IAW STANDARD PARCTICES. RECOMMEND CLOSER INSPECTION. (K)

5330

CESSNA

 

 

BRACKET

CRACKED

5/9/2005

550  

 

 

965630045

NLG WW

AVIONICS SHELF BRACKET CRACKED, LOCATED IN NOSE AVIONICS COMPARTMENT ON RT SIDE OF NOSE WHEEL WELL, FRAME STA 50. REPLACED BROKEN ANGLE BRACKET WITH NEW BRACKET FROM THE MFG. METHOD OF PREVENTION IS UNKNOWN.

2005FA0000478

CESSNA

PWA  

 

ACTUATOR

WORN

1/10/2005

550  

JT15*

 

 

NOSE GEAR

INSTALLED NEWLY OVERHAULED NLG ACTUATOR AND FOUND TO HAVE EXCESSIVE IN LINE MOVEMENT OF TNE LOCKING MECHANISM. MOVEMENT IN EXCESS OF .1250, MAX ALLOWED .035. (K)

2005FA0000477

CESSNA

PWA  

 

ACTUATOR

WORN

11/22/2004

550  

JT15*

 

 

NOSE GEAR

RECEIVED SECOND NLG TO REPLACE THE FIRST ONE SENT TO US OUT OF LIMITS AND FOUND THE SAME PROBLEM. FOUND TO HAVE EXCESSIVE IN LINE MOVEMENT OF THE LOCKING MECHANISM. MOVEMENT IN EXCESS OF .1250 INCH, MAX ALLOWED .035. (K)

CA050425003

CESSNA

PWA  

 

LEAD

MISLOCATED

4/19/2005

550  

JT15D4

 

310737101

IGNITER

(CAN) PILOTS REPORTED THAT THE RT ENGINE TAKEOFF POWER WAS LOW. TECHNICIANS DISCOVERED THAT THE 5 O'CLOCK POSITION IGNITER LEAD WAS INTERFERING WITH THE FUEL FLOW DIVIDER LINKAGE. THE IGNITER LEAD WAS REPOSITIONED AND FUNCTION CHECK OF THE POWER LEVERS PERFORMED. WHEN THE IGNITER WAS CHANGED, THE INSTALLATION WAS INSPECTED AND APPEARED TO HAVE PROPER CLEARANCE. THE MAINTENANCE MANUAL DOES NOT HAVE ANY INSTRUCTIONS AS TO THE ORIENTATION OF THE IGNITER LEAD OR TO THE FACT THAT THE LEAD MAY INTERFERE WITH THE POWER LEVERS IN THE FULL POWER SETTING.

CA050314003

CESSNA

PWA  

 

LINE

WORN

3/7/2005

550  

JT15D4

 

652635537

FUEL BOOST

(CAN) DURING THE ACCOMPLISHMENT OF MFG SB 550-28-14 WING FUEL BOOST PUMP WIRING IMPROVEMENT, LINE ASSEMBLY P/N 6526355-37 FOUND DAMAGED, WHICH THE ELECTRIC FUEL PUMP HARNESS CUT THROUGH THE WALL OF TUBING. NO DAMAGED FOUND ON ELECTRICAL HARNESS.

CA050224010

CESSNA

PWA  

 

ENGINE

FAILED

2/19/2005

550  

PW530A

 

PW530A

 

(CAN) THE ENGINE EXPERIENCED AN UNCOMMANDED SHUTDOWN IN DESCENT. MFG WILL INVESTIGATE THE INCIDENT AND WILL SUPPLEMENT THIS REPORT TO REFLECT ROOT CAUSE ONCE ESTABLISHED.

2005FA0000730

CESSNA

PWA  

 

STATIC LINE

CHAFED

5/3/2005

550  

PW530A

 

651447411

 

ALTERNATE STATIC LINE CHAFED THROUGH IN CO-PILOTS SIDEWALL IN COCKPIT. REPLACED LINE WITH NEW BUT THE LOCATION IS VERY DIFFICULT TO PREVENT CONTINUED CHAFING. RECOMMEND MFG LOOK AT THIS AREA AND POSSIBLE REROUTING.

2005FA0000731

CESSNA

PWA  

 

STATIC LINE

CHAFED

5/3/2005

550  

PW530A

 

651447411

 

ALTERNATE STATIC LINE CHAFED THROUGH IN CO-PILOTS SIDEWALL IN COCKPIT. REPLACED LINE WITH NEW BUT THE LOCATION IS VERY DIFFICULT TO PREVENT CONTINUED CHAFING. RECOMMEND MFG LOOK AT THIS AREA AND POSSIBLE REROUTING.

2005FA0000732

CESSNA

PWA  

 

STATIC LINE

CHAFED

5/3/2005

550  

PW530A

 

651447411

 

ALTERNATE STATIC LINE CHAFED THROUGH IN CO-PILOTS SIDEWALL IN COCKPIT. REPLACED LINE WITH NEW BUT THE LOCATION IS VERY DIFFICULT TO PREVENT CONTINUED CHAFING. RECCOMEND MFG LOOK AT THIS AREA AND POSSIBLE REROUTING.

2005FA0000733

CESSNA

PWA  

 

STATIC LINE

CHAFED

5/3/2005

550  

PW530A

 

651447411

 

ALTERNATE STATIC LINE CHAFED THROUGH IN CO-PILOTS SIDEWALL IN COCKPIT. REPLACED LINE WITH NEW BUT THE LOCATION IS VERY DIFFICULT TO PREVENT CONTINUED CHAFING. RECOMMEND MFG LOOK AT THIS AREA AND POSSIBLE REROUTING.

CA050406004

CESSNA

PWA  

 

DUCT

CRACKED

4/4/2005

550  

PW530A

 

NH300038010

RAM AIR

(CAN) DURING OTHER MAINTENANCE ON AIRCRAFT, NOTICED RAM AIR DUCT IN REAR EQUIPMENT BAY CRACKED. UPON CLOSER INSPECTION OF RAM AIR DUCT, NOTICED SEVERE CHAFFING BETWEEN RAM AIR DUCT AND RT ENGINE BLEED AIR LINE JUST PRIOR TO BLEED AIR CHECK VALVE. RAM AIR DUCT WAS CHAFED 99 PERCENT THROUGH, AND BLEED AIR TUBE IS BEYOND REPAIR LIMITS. THIS IS AN AREA THAT IS NOT EASILY VISUALLY ACCESSABLE. NEW DUCT AND NEW BLEED TUBE NEED TO BE INSTALLED.

CA050317006

CESSNA

PWA  

BFGOODRICH

SHUTTLE VALVE

UNSERVICEABLE

3/11/2005

560CESSNA

JT15D5

 

195183

RT BRAKE ASSY

(CAN) UPON ROUTINE BRAKING DURING TAXI FROM RAMP TO RUNWAY, AC VEERED TO THE LT ON TAXIWAY. HARD PEDDLE(S) WHERE NOTED DURING THE ATTEMPT TO STOP. IN ORDER TO ENSURE DIRECTIONAL CONTROL AND BRING THE AC TO A COMPLETE STOP REVERSE THRUST WAS UTILIZED. THE AIRCRAFT WAS TOWED TO THE HANGAR FACILITY. INSPECTED BRAKE SYSTEM INCLUDING TRANSDUCERS AND BRAKE ASSEMBLIES. ATTEMPTED TO BLEED BRAKES AND FOUND EXTREMELY SMALL AMOUNTS OF FLUID COMING FROM RT BRAKE BLEED BLOCK (HARD RT PEDAL EVEN WHEN POWER BRAKE SYSTEM SHUT OFF). REMOVED RT BRAKE SHUTTLE VALVE ASSEMBLY P/N 195-183 AND INSTALLED SERVICEABLE UNIT. BRAKE SYSTEM BLED. GROUND AND TAXI CHECKED SERVICEABLE.

CA050405008

CESSNA

PWA  

 

DISPLAY

FAILED

3/26/2005

560CESSNA

PW535A

 

7014300901

EFIS 

(CAN) DISPLAY COLORS CHANGED, FUNCTION NORMAL UNIT GROUND TESTED. NORMAL. REPLACED WITH REPAIRED EXCHANGE UNIT. THIS WAS APPROXIMATELY 14 HOURS AFTER LIGHTNING STRIKE.

CA050405005

CESSNA

PWA  

 

DISPLAY

FAILED

3/16/2005

560CESSNA

PW535A

 

7014300901

EFIS 

(CAN) DISPLAY SCREEN COLORS CHANGED AFTER LIGHTNING STRIKE, FUNCTION NORMAL. UNIT GROUND TESTED NORMAL, EXCEPT FOR COLOR CHANGE. REPLACED UNIT WITH EXCHANGE UNIT.

CA050405007

CESSNA

PWA  

 

RMU  

FAILED

3/26/2005

560CESSNA

PW535A

 

7012100825

FUSELAGE

(CAN) DISPLAY COLORS CHANGED, FUNCTION NORMAL UNIT GROUND TESTED NORMAL. REPLACED WITH EXCHANGE UNIT. THIS WAS APPROXIMATELY 14 HOURS AFTER LIGHTNING STRIKE.

CA050405006

CESSNA

PWA  

 

RMU  

FAILED

3/16/2005

560CESSNA

PW535A

 

7012100825

COCKPIT

(CAN) DISPLAY SCREEN COLORS CHANGED AFTER LIGHTNING STRIKE, FUNCTION NORMAL. UNIT GROUND TESTED NORMAL EXCEPT FOR COLOUR CHANGE. REPLACED UNIT WITH EXCHANGE UNIT.

CA050315009

CESSNA

PWA  

 

GYRO

FAILED

2/25/2005

560CESSNA

PW535A

 

402057723

COCKPIT

(CAN) VERY SLOW TO SLAVE WHEN COLD SOAKED OVERNIGHT AT -20 DEGREES C. TOOK APPROXIMATELY 15 MINUTES TO ALIGN. AFTER ENGINE START, OPERATED OK DURING FOLLOWING FLIGHTS, UNTIL COLD SOAKED OVERNIGHT AGAIN WHEN VERY SLOW TO SLAVE. REPLACED DIRECTIONAL GYRO, GROUND CHECKED OK.

CA050315008

CESSNA

PWA  

 

SOLENOID VALVE

LEAKING

1/11/2005

560CESSNA

PW535A

 

66720

TE FLAPS

(CAN) FLAP HYDRAULIC SOLENOID VALVE WEEPING FLUID EXTERNALLY, UNABLE TO LOCATE LOCATION OF LEAK. THE BOTTOM OF THE VALVE IS WET AFTER FLIGHT.

CA050315007

CESSNA

PWA  

 

SEAL

LEAKING

11/10/2004

560CESSNA

PW535A

 

99120754

PAX DOOR

(CAN) CABIN AIR LEAK PAST CABIN DOOR SEALS IN FLIGHT WITH CABIN DIFFERENTIAL PRESSURE GREATER THAN APPROXIMATELY 7 PSI. BOTH DOOR SEALS REPLACED AND SHIMMED TO GIVE CORRECT GAP BETWEEN DOOR SEAL AND CABIN DOOR FRAME. NOTE: THE GAP WAS INCORRECTLY SET BY THE AIRCRAFT MANUFACTURER WHEN THE AIRCRAFT WAS BUILT.

CA050324009

CESSNA

 

 

UPLOCK SWITCH

FAILED

9/29/2004

560XL

 

 

65430087

NLG 

(CAN) AFTER TAKEOFF, THE LANDING GEAR WOULD NOT RETRACT, THE AIRCRAFT RETURNED TO THE AIRPORT. THE NOSE GEAR UPLOCK SWITCH WAS FOUND TO BE FAILED. THE SWITCH WAS REPLACED, MULTIPLE SATISFACTORY GEAR SWINGS WERE CARRIED OUT AND THE AIRCRAFT WAS RETURNED TO SERVICE.

CWQR20050004

CESSNA

 

 

SUPPORT BRACKET

MISINSTALLED

4/11/2005

560XL

 

 

64ND784093

THRUST REVERSER

DURING PHASE 1-4 INSPECTION FOUND LOWER OUTBOARD BARREL SUPPORT BRACKETS INSTALLED INCORRECTLY DURING MANUFACTURE.

CA050224008

CESSNA

PWA  

 

ENGINE

SHUTDOWN

2/24/2005

560XL

PW545A

 

 

 

(CAN) THE ENGINE EXPERIENCED AN UNCOMMANDED SHUTDOWN IN CRUISE. SUBSEQUENT RELIGHT ATTEMPTS WERE UNSUCCESSFUL. THE CREW DECLARED AN EMERGENCY AND THE FLIGHT DIVERTED. MFG WILL INVESTIGATE THE EVENT AND SUPPLEMENT THIS REPORT TO REFLECT ROOT CAUSE ONCE ESTABLISHED.

2005FA0000600

CESSNA

 

 

SKIN

CORRODED

4/12/2005

750  

 

 

67221463

RT WING

DURING SCHEDULED INSPECTION FOUND SEVERAL SMALL SPOTS OF CORROSION ON BOTH LEFT AND RIGHT LOWER WING SKINS. PN OF THESE WING SKINS ARE: 67221463, 4 , 67221663,4 AND 67221723. SOME OF THESE AREAS EXCEEDED .007 INCH DEPTH. CONTACTED MFG ENGINEERING FOR REPAIR DISPOSITION. CAUSE OF CORROSION UNKNOWN.

2005FA0000495

CESSNA

ALLSN

 

SWITCH

INTERMITTENT

4/14/2005

750  

AE3007C

 

 

THRUST REVERSER

LT THRUST REVERSER (TR) PERFORMED UNCOMMANDED STOW DURING THRUST REVERSER USE AFTER LANDING. AFTER ACCESSING THE THROTTLE QUADRANT, IT WAS NOTICED THAT THE WIRES CONNECTED TO THE LT DEPLOY SWITCH WERE STRETCHED VERY TIGHT WHEN THE T/R (PIGGYBACK) LEVERS WERE IN THE DEPLOY POSITION. AFTER RUNNING DIAGNOSTICS USING SOFTWARE PROVIDED BY MFG, IT WAS DETERMINED THAT THE DEPLOY SWITCH WAS FAULTY. DURING THE PROCESS OF ACCESSING THE WIRES TO REPLACE SWITCH, WIRE WAS FOUND TO BE BROKEN WHERE IT WAS SPLICED. THE SHRINK WRAP THAT WAS AROUND THE WIRE BUNDLE CONTRIBUTED TO THE INTERMITTENT NATURE OF THE DEFECT. SPLICE WAS REPAIRED AND AN OPERATIONAL CHECK OF THE T/R SYSTEM CONFIRMED THAT THE SYSTEM HAD BEEN FIXED. (K)

2005FA0000633

CESSNA

ALLSN

 

SCREW

LOOSE

4/19/2005

750  

AE3007C

 

MS27039104

CREW SEAT

SCREW WAS FOUND LOOSE ON BOTH PILOT AND CO-PILOT SEATS ON 2 SEPARATE OCCASIONS, 6 MONTHS APART. THE SCREWS WERE RE-TIGHTENED ON BOTH OCCASIONS THIS PROBLEM IS SIGNIFICANT DUE TO THE FACT THAT THE POSSIBLE FAILURE MODE COULD BE LOSS OF SEAT LOCKING CAPABILITY AND THE CREW SEAT BEING FREE TO MOVE FORE AND AFT, THAT A LOCKING FEATURE BE USED FOR THIS SCREW SUCH AS A LOCK WASHER OR LOCTITE COMPOUND. (K)

2005FA0000684

CESSNA

ALLSN

 

HOSE

RUPTURED

11/11/2004

750  

AE3007C

 

AE1011923H0152

HYDRAULIC SYS

HYDRAULIC HOSE RUPTURED IN AREA ADJACENT TO SLEEVE ALLOWING LOSS OF HYDRAULIC FLUID TO (SYSTEM A). HOSE BEING SENT TO MFG FOR EVALUATION. (GL13200505055) (K)

CA050308004

CESSNA

LYC  

CESSNA

RIB  

CRACKED

1/10/2005

A152

O235L2C

 

043200146

HORIZONTAL STAB

(CAN) LEADING EDGE, LT IB RIB WAS FOUND CRACKED AT THE TOP REAR CORNER (RADIUS).

CA050317005

CESSNA

CONT

 

HUB  

CORRODED

3/9/2005

A185E

IO520D

 

 

PROPELLER

(CAN) PROPELLER DISMANTLED FOR 10 YEAR O/H. 1-S90AT-4 BLADE, 1 C58 HUB AND 2-A3054 FERRULES U/S DUE TO SEVERE CORROSION. PROPELLER HAS EXCEEDED THE MANUFACTURERS RECOMENDED CALENDAR TBO BY 4 YRS.

CA050225003

CESSNA

CONT

CESSNA

REINFORCEMENT

CRACKED

2/21/2005

A185E

IO520D

 

07321014

STAB HINGE

(CAN) BOTH STABILIZER HINGE REINFORCEMENT FOUND CRACKED WHILE PERFORMING ANNUAL INSPECTION. REPLACEMENT PARTS ORDERED FROM MFG. THIS IS NOT UNCOMMON TO FIND CRACKS IN THIS AREA. PROBABLE GROUND HANDLING LOADS OR MISFIT ON INSTALLATION. NOTE THAT STABILIZER HAS BEEN REBUILT IN 1996 AFTER AIRCRAFT GROUND LOOP.

CA050320001

CESSNA

CONT

 

BRACKET

CRACKED

3/12/2005

A185E

IO520D

 

071349564

FUSELAGE

(CAN) DURING INSPECTION SHEARED RIVETS WERE FOUND. THE RIVETS WERE REPLACED AND THE BRACKET WAS LPID IAW THE SRM. THE AIRCRAFT WAS FLOWN TO A REPAIR FACILITY ON A FERRY FLIGHT PERMIT.

2005FA0000652

CESSNA

CONT

CESSNA

PAWL

WORN

5/3/2005

A185F

IO520*

 

3219 

TAIL WHEEL STEER

APPEARS THAT THE STEERING LOCK PAWL DID NOT ENGAGE SUFFICIENTLY TO LOCK THE TAIL WHEEL. UPON LANDING THE TAIL WHEEL CASTORED. SWINGING THE AC TO THE RT AND OFF OF THE RUNWAY. AC SUSTAINED DAMAGE TO ITS LT WING. INVESTIGATION DISCLOSED THAT THE TAIL WHEEL STEERING PAWL WAS WORN TO A POINT THAT IT WOULD NOT SUFFICIENTLY LOCK THE LOCKING COLLAR. REPORTERS CONCERN IS THAT WEAR OF THIS PIN IS NOT EASILY APPARENT EXCEPT THROUGH WRITE-UP BY A PILOT EXPERIENCED WITH THIS PROBLEM. VISUAL INSPECTION OF THE TAIL WHEEL ASSY WOULD NOT DISCLOSE THIS PROBLEM. (GL15200511027) (K)

CA050329012

CESSNA

CONT

 

BATTERY

SHORTED

3/5/2005

A185F

IO520D

 

CB2411

MASTER

(CAN) AFTER TAKEOFF FROM AIRPORT THE PILOT SMELLED THE BATTERY OVERCHARGING, HE NOTICED THE ALTERNATOR AMPMETER CHARGING AT APPROXIMATELY 60 AMPS. THE PILOT TURNED OFF THE ALTERNATOR AND MASTER SWITCHES AND PROCEEDED INTO THE AIRPORT USING HIS CELL PHONE AS COMMUNICATION WITH THE TOWER. THE BATTERY WAS REMOVED FROM THE AIRCRAFT AND FOUND TO HAVE A INTERNAL DEAD SHORT WHEN PLACED ON A CHARGER.

CA050316005

CESSNA

CONT

MCAULY

HUB  

CRACKED

3/14/2005

A185F

IO520D

 

D4715

PROPELLER

(CAN) MCCAULEY PROPELLER D2A34C58, WORK ORDER NR T 65243 C-XX PROPELLER RECEIVED FOR 10 YEAR OVERHAUL. LAST OVERHAUL MAR 1989. 5 YEAR CORROSION INSPECTION JUNE 1994, 259.9 HOURS SINCE OVERHAUL. NOW 889.2 HOUR SINCE OVERHAUL. FOUND HUB CRACKED IN ONE BLADE SOCKET THREAD ROOT, USING LPI FOUND BLADE RETENTION NUT PN C4902 CRACKED IN THREADS, USING LPI. FOUND BLADE S-90AT-4, SN K98954YS, CRACKED IN BLADE THREADS, USING LPI, CONFIRMED WITH EDDY CURRENT.

CA050218001

CESSNA

CONT

 

GEARBOX

CRACKED

2/9/2005

A185F

IO520F

 

071349561

LEFT 

(CAN) ON LANDING I HEARD A FAINT CRACKING SOUND, AS I TAXIIED OF THE RUNWAY. THE LT WING THEN DROPPED ABOUT 18 INCHES BEFORE COMING TO A STOP. THE WING ENGINE DID NOT TOUCH THE GROUND. THIS WAS OUR SECOND SKI TRIP OF THE DAY. UPON CHECKING WE DISCOVERED THE LT GEARBOX CRACKED.

2005FA0000696

CESSNA

 

 

SPAR

CRACKED

12/15/2004

R172E

 

 

052340050

LT WING IB

WHILE REPLACING THE FLAP TRACK ASSY, A CRACK APPROX 2 INCHES IN LENGTH AND RUNNING THROUGH THE LOWER RIVET HOLES, WAS FOUND UNDER THE LT IB FLAP TRACK. PROBABLE CAUSE WAS A FLAP OVERSPEED DURING FLIGHT. (K)

CA050416001

CESSNA

CONT

 

SPAR

CRACKED

4/15/2005

R172K

IO360K

 

053200198

HORIZONTAL STAB

(CAN) FRONT SPAR CRACKED CENTER SECTION AT LIGHTNING HOLE.

2005FA0000632

CESSNA

PWA  

 

BALANCE WEIGHT

LOOSE

4/7/2005

S550

JT15D4

 

97164

AILERON

WHILE CONDUCTING A PHASE 2 INSP, INSPECTOR NOTICED COCK-EYED BOLT HEADS ON AILERON. FURTHER INVESTIGATION, INCLUDING REMOVAL OF AILERONS, FOUND STATIC BALANCE WEIGHTS VERY LOOSE. STACK OF WEIGHTS HAD MUCH CORROSION, WHICH CAUSED THE ATTACH HOLES TO ENLARGE, THEREFORE CAUSING STACK OF WEIGHTS TO BE VERY LOOSE. DETAILED INSP OF THIS AREA NOT ON ANY INSPECTION FORM. NEW PARTS INSTALLED. SUGGEST OPERATORS OF THIS MODEL AC, REMOVE AILERONS AND COMPLETE DETAILED INSPECTION OF THESE WEIGHTS. (EA21200505634) (K)

2005FA0000473

CESSNA

LYC  

 

CALIPER

LEAKING

3/8/2005

T206H

TIO540*

 

3052N

LT BRAKE

NOTICED LT BRAKE LEAKING FLUID ON IB SIDE OF CALIPER. CLEANED, INSPECTED, COULDN`T FIND LEAK. REMOVED CALIPER BENCH TESTED WITH HYD POWER SUPPLY, FOUND CALIPER TO BE LEAKING THROUGH PIN HOLES IN HOUSING IN 3 PLACES. (EA23200505995)

2005FA0000697

CESSNA

CONT

CESSNA

PRESSURE SWITCH

FAILED

12/14/2004

T210L

TSIO520*

 

98807101

HYD PWR PACK

LANDING GEAR FAILED TO FULLY RETRACT AFTER TAKEOFF. FOUND THAT THE WIRE SOLDERED TO THE HYDRAULIC POWER PACK PRESSURE SWITCH HAD CORRODED BENEATH THE HEAT-SHRINK TUBING, NEAR THE SOLDER JOINT. SUSPECTED: THE MFG OF THE PRESSURE SWITCH ASSY USED ACID CORE SOLDER TO ATTACH THE WIRE LEADS TO THE SWITCH. (K)

2005FA0000586

CESSNA

CONT

 

GOVERNOR

PLUGGED

4/10/2005

T210N

TSIO520R

 

C290D4T2

PROPELLER

DEPARTING SOFT FIELD POWER AND RPM FINE ON INITIAL ROLL. AFTER WHEELS BECAME LIGHT, POWER BLED OFF, YIELDING NO FURTHER ACCELERATION OR LIFT. ABORTED TAKE-OFF, NOSE WHEEL GOUGED INTO SOFT SAND, BREAKING NOSE FORK, PITCHING NOSE OF AIRCRAFT INTO DIRT. PROP BLADES BENT, MINOR DAMAGE TO NOSE FAIRINGS. KEEL CHANNEL WARPED, NOSE GEAR DOORS BENT. ENGINE CRANK DIALS IN LIMITS. WILL BE TORN DOWN FOR SUDDEN STOPPAGE. SUSPECT GOVERNOR RETURN MAY HAVE PLUGGED, CAUSING PROP TO INCREASE PITCH.

2005FA0000515

CESSNA

LYC  

 

CHECK VALVE

INOPERATIVE

3/15/2005

TR182

O540L3C5

 

S25351

TURBOCHARGER

OIL LEAKING OUT OF TURBO CHARGER AFTER ENGINE SHUTDOWN, ENGINE HAD NOT BEEN RUN SINCE CHECK VALVE HAD BEEN INSTALLED. REMOVED OIL PRESSURE CHECK VALVE FOR INSPECTION, AND NOTED LOOSE NUT, TOTALLY SEPARATED INSIDE THE CHECK VALVE. THIS OBVIOUSLY WAS THAT WAY WHEN IT WAS INSTALLED AS A NEW PART. (K)

CA050413004

CESSNA

CONT

 

ALTERNATOR

UNSERVICEABLE

4/8/2005

U206B

IO520D

 

DOFF10300J

ENGINE

(CAN) UPON CLIMB-OUT AFTER DEPARTURE NOTICED WHITE SMOKE COMING FROM THE LT SIDE OF THE AIRCRAFT AND THE SMELL OF BURNING IN THE COCKPIT. NOTIFIED THE TOWER OF THE EVIDENCE OF SMOKE AND RETURNED TO LAND UNEVENTFULLY. UPON INVESTIGATION IT WAS REVEALED THE ALTERNATOR FAILED INTERNALLY WITH THE FIELD BRUSH DEPARTING ITS HOLDER SENDING POSITIVE VOLTAGE OUT THE GROUND WIRE BREAKING IT FREEOF ITS AMP CONNECTOR AND SHORTING ON THE FIREWALL MOUNTED NOISE FILTER. THE NOISE FILTER AND ALTERNATOR ARE BEING REPLACED NEW AND THE GROUND WIRE REPAIRED.

CA050302003

CESSNA

CONT

 

DOUBLER

CRACKED

2/18/2005

U206C

IO520F

 

12120031

BULKHEAD

(CAN) THE BULKHEAD DOUBLER REINFORCES THE HOLE WHERE THE HORIZONTAL STAB ATTACHES. DOULBER SPLIT IN TWO THROUGH ANCHOR NUT RIVIT HOLE. RESULTED IN BULKHEAD STA 209.0 P/N 1212402-2 CRACKING. THIS DOUBLER IS FOUND ON EARLY MODEL. LATER MODELS HAVE TWO DOUBLERS, ONE IN FRONT AND ONE IN BACK.

2005FA0000763

CESSNA

 

 

FITTING

FAILED

5/2/2005

U206F

 

 

 

FLOAT

THIS AIRCRAFT IS EQUIPPED WITH MFG AMPHIBIAN FLOATS. DURING FLIGHT, HYDRAULIC PUMP TURNED ON AND WOULD NOT SHUT OFF. PILOT PULLED BREAKER AND NOTED BLUE LIGHTS INDICATION GEAR UP WERE NOT LIT. PILOT RESET BREAKER AND SELECTED GEAR DOWN. GEAR WOULD NOT SHOW GREEN ON ANY OF 4 LANDING GEAR. PILOT MADE LANDING WITH MAIL WHEELS PARTIALLY EXTENDED. MINOR DAMAGE TO KEEL STRIPS. INVESTIGATION REVEALED GEAR PRESSURE HOSE BULKHEAD FITTING IN LT FLOAT FAILED DUE TO CORROSION OF B-NUT ON FITTING WERE FRONT STRUT ATTACHES TO FLOAT.

CA050418003

CESSNA

CONT

 

GASKET

LEAKING

4/8/2005

U206F

IO520F

 

 

FUEL PUMP

(CAN) FUEL PUMP LEAKING FROM REAR GASKET. NOTICED ON 50 HOUR INSPECTION.

CA050308015

CESSNA

CONT

 

CRANKCASE

FAILED

10/7/2004

U206F

IO520F

 

654101A7R

ENGINE

(CAN) CRANKCASE FAILURE (7TH STUD CRANKCASE) AS RESULT OF A RECENT FAILURE. DURING CHANGE ON CYL NR1, SPECIAL ATTENTION WAS PAID TO NR2, NR3 INTERMEDIATE BRG SADDLE. INSP CONCLUDED THAT MOVEMENT OF BRGS HAD OCCURRED, TEARDOWN OF ENG WOULD BE REQUIRED FOR INVESTIGATION. FOUND THAT THERE WAS FRETTING OF CRANKCASE ON NR2, NR3 INTERMEDIATE MN BRG THRU-BOLT PADS. PINCH FIT IS LOST ON MN BRGS IN THESE POSITIONS, THEY BECOME LOOSE. NOTE: BRGS ON BOTH SIDES OF CRANKCASE WERE MOVING IN NR2, NR3 INTERMEDIATE BRG POSITIONS. BRG IS ABLE TO MOVE IN BRG SADDLE (NOT ROTATIONAL). FURTHER OPS WOULD HAVE ALLOWED INCREASED MOVEMENT OF THE BRG, BLOCKING OR RESTRICTING OIL FEED GALLERY IN SADDLE, CAUSE OIL STARVATION.

20050413

CESSNA

 

 

ACTUATOR

MISMANUFACTURED

4/12/2005

U206G

 

 

12601491

ZONE 300

DURING ANNUAL INSP, ELEV TRIM TAB FREE PLAY FOUND TO EXCEED LIMITS. EXCESSIVE PLAY LOCATED IN ACT ASSY. NEW ACT INSTALLED. WHILE PERFORMING RIGGING CHK, TAB MOVED TO ITS LIMITS & A SECOND AMT OBSERVING CABLE MVMNT IN TAIL CONE. MOVING TAB BACK TO NEUTRAL & JUST PRIOR TO REACHING IT, A BANG HEARD FOLLOWED BY TRIM CABLE GOING SLACK. ON INSP, FOUND PINS THAT HOLD SPROCKET TO ACT SHEARED. INVEST FOUND SLEEVE SPROCKET MUSHROOMED. HOLES WHERE PINS INSTALL APPEAR TO HAVE BEEN GROUND OR CHISELED. ACT RETURNED TO SUPPLIER. DURING RECEIVING INSP OF 2ND NEW ACT, FOUND SPROCKET NOT MOUNTED SQUARELY IN SLEEVE. SECOND ACT RETURNED TO SUPPLIER. SERVICEABLE UNIT REMOVED FROM ANOTHER 206 & INSTALLED PLANE.

20050504

CESSNA

CONT

 

ACTUATOR

DEFECTIVE

5/4/2005

U206G

IO520*

 

12601491

ZONE 300

TRIM TAB ACTUATOR IS DEFECTIVE AS RECEIVED. THIS IS A NEW PART. THE CHAIN SPROCKET HAS A BENT TOOTH. LOT NUMBER: 2Q04. THIS IS THE THIRD DEFECTIVE, NEW ACTUATOR WE HAVE RECEIVED IN A ROW. AN (EXPERIENCED) ACTUATOR FROM A STORED AIRCRAFT IS BEING USED TEMPORARILY TO KEEP THIS PLANE FLYING. THE DEFECTIVE ACTUATOR IS BEING RETURNED TO THE SUPPLIER.

CA050305003

CESSNA

CONT

 

BULKHEAD

CRACKED

3/4/2005

U206G

IO520F

 

12134121318

FUSELAGE

(CAN) STN 18.4 BULKHEADS FOUND CRACKED LT AND RT SIDE AT AFT FUELING STEP ATTACHPOINTS. BULKHEAD REPAIRED LT AND RT SIDE IAW MM SECTION 1 8 PAR 18-64 FIGURE 18-4.

2005FA0000700

CIRRUS

CONT

 

MAGNETO

SHORTED

1/7/2005

SR20

IO360*

 

01040158

ENGINE

ON A 500 HOUR MAGNETO INSPECTION, FOUND MAGNETO SPARKING INTERNALLY. AC RAN GOOD AND HAD A 100 RPM MAG DROP. INTERNAL SPARKING WAS BETWEEN COIL AND CARBON BRUSH. BRUSH AND SPRING DESTROYED AND PART OF DISTRIBUTOR BLOCK MISSING. RECOMMEND MANDATORY INTERNAL INSPECTION OF MAGNETOS DURING ANNUAL. NEED TO ADD FARS. (K)

CA050408010

CIRRUS

CONT

 

CONTROL ROD

STIFF

4/7/2005

SR20

IO360ES

 

14392102

PROPELLER

(CAN) ENGINE POWER LEVER FOUND JAMMED DURING PREFLIGHT, DISCONNECTED THROTTLE AND PROPELLER CONTROL ROD END AT ENGINE AND FOUND PROPELLER CONTROL CABLE IS NOT MOVING. NO EXTERNAL SIGN OF DAMAGE TO CABLE TO CAUSE JAMMING. CABLE ASSEMBLY REPLACED.

2005FA0000584

CIRRUS

 

 

CONNECTOR

DIRTY

4/5/2005

SR22

 

 

 

TACH INDICATOR

AT HIGH POWER SETTINGS THE RPM AND TEMPERATURE INDICATIONS WOULD BECOME INTERMITTENT. INVESTIGATION REVEALED THE EGT/CHT HARNESS ON THE RT BANK OF CYLINDERS WAS ROUTED TOO CLOSE TO THE EXHAUST SYSTEM AND WAS BURNING THROUGH THE INSULATION OF THE WIRES. CONNECTOR FOR THE TACH INDICATION WAS DISASSEMBLED, CLEANED, AND REASSEMBLED. OPS CHECK FOLLOWING THIS WAS OK.

2005FA0000523

CIRRUS

 

 

SKIN

DEBONDED

4/5/2005

SR22

 

 

 

LT DOOR

LT DOOR HANDLE IS MOUNTED IN A TURNED ALUMINUM RECESS THAT IS SUPPOSED TO BE BONDED TO THE DOOR. THIS RECESS HAS COME LOOSE FROM THE DOOR AND IS FREE TO ROTATE. WHEN IT ROTATES, IT JAMS THE HANDLE AND MAKES THE DOOR EXTREMELY DIFFICULT TO OPEN. THE PART HAS TO BE CUT FROM THE DOOR AND REBONDED TO SECURE IT.

AHDR051179

CIRRUS

 

 

DISPLAY

SMOKE

4/18/2005

SR22

 

 

70000004002

INSTRUMENT PANEL

PILOT REPORTED SMOKE COMING FROM INSTRUMENT PANEL ABOVE MFD. DISPLAY WENT BLANK AND SMOKE CONDITION ENDED. AIRCRAFT WAS NEARING DESTINATION SO PILOT CONTINUED TO LANDING. ON SHORT FINAL MFD CAME BACK ON. UNIT REMOVED AND RETURNED TO MFG FOR INSPECTION AND REPAIR. MFG DID NOT PROVIDE DETAILS OF FINDINGS.

21200003A

CIRRUS

CONT

 

ALTERNATOR

LOOSE

5/19/2005

SR22

IO550N

 

 

ENGINE

THIS ACFT HAD A ALTERNATOR NR 1 FAIL LIGHT. UPON TROUBLE SHOOTING IT WAS FOUND THAT THE AFT HOUSING OF THE ALTERNATOR WAS LOOSE. FOUR SCREWS ATTACHING THE HOUSING WERE STILL SAFETY WIRED. IT DOES NOT APPEAR THAT SCREWS HAD LOOSENED OR THAT THE FORWARD HOUSING THREADS WERE DAMAGED. IT IS OUR OPION THAT AT ASSEMBLY THE ALTERNATOR FROM TELEDYNE CONTINENTAL MOTORS MANFACTUER WAS TORQUED AND SEFETY WIRED AND THAT THE AFT HOUSING WAS NOT FULLY SEATED TO THE FRONT HOUSING DUE TO INTERFERENCE FROM THE INTERNAL PARTS OF THE ALTERNATOR. THIS IS THE THIRD ALTERNATOR WITH A LOOSE AFT HOUSING. FAILURE TOTAL TIMES OF THE THREE ALTERNATORS RANGE FROM 79.6 HOURS TO 232.2 HOURS. WE ARE AWARE OF AT LEAST 10-12 TOTAL FAILURES

2005FA0000723

CIRRUS

CONT

 

EXHAUST HEADER

CRACKED

5/3/2005

SR22

IO550N

 

15070001

ENGINE

DURING AN ANNUAL INSPECTION OF THIS AC. THE NR5 EXHAUST HEADER WAS FOUND TO BE CRACKED .7500 WAY AROUND THE CIRCUMFERENCE OF THE PIPE. NR 5 EXHAUST HEADER WAS REPLACED. (K)

CA050324010

CNDAIR

PWA  

 

FITTING

DEFECTIVE

3/24/2005

CL2156B11415

PW123

 

215231096

HORIZONTAL STAB

(CAN) SUSPECTED CRACK FOUND ON VISUAL INSPECTION OF THE STAB ATTACHEMENT FITTING. DEFECT INDICATIONS HAS BEEN CONFIRMED BY EDDY CURRENT INSPECTION. FITTING REPLACED AND AIRCRAFT RETURN TO SERVICE.

CA050218002

CNDAIR

PWA  

HAMSTD

RETAINER

LOOSE

2/17/2005

CL2156B11415

PW123

 

7827402

ACTUATOR

(CAN) RETAINER, UNIVERSAL WAS FOUND WITH RELATIVE MOTION BETWEEN RETAINER AND RING, IPL 5-270C. CRIMPS (DIMPLES) HAD WORN OFF OF ONE OF FOUR DIMPLES ALMOST COMPLETELY, HALF THE DIAMETER OF TWO OTHERS. REPAIR 9-1 DETAILS INSTRUCTIONS FOR REPLACEMENT OF THE RETAINER. THE INSPECTION FOR RELATIVE MOTION BETWEEN THE RETAINER AND RING IS LISTED AS A (DCC), DESIGN CRITICAL CHARACTERISTICS, WHICH THERE IS NO MOVEMENT ALLOWED IAW THE REPAIR. THE RETAINER IS PART OF THE PITCH LOCK VALVE ASSEMBLY OF THE ACTUATOR. IF THE RETAINER WERE TO COME OFF OF BLADE ANGLE. IT COULD ALSO ALLOW THE PIVOT PINS IPL 5-260C TO COME OUT THE RING, WHICH COULD CAUSE A TOTAL LOSS OF CONTROL OF PITCH CHANGE FOR THE PROPELLER.

041251

CNDAIR

 

GARRTT

CLAMP

BROKEN

4/12/2005

CL6002A12

 

 

38462341

APU DUCT

APU HAD BEEN RUNNING ON THE GROUND FOR APPROXIMATELY ONE HOUR AND SHUT ITSELF DOWN DUE TO HIGH OIL TEMP AS INDICATED BY (BYTE) LIGHT. VISUAL INSPECTION SHOWED THAT BLEED AIR ELBOW HAD BROKEN OFF OF EXHAUST STACK CLAMP AT THE WELD. RECOMMEND REGULAR VISUAL INSPECTIONS FOR CRACKS ON THE STRAP THAT HOLDS THE TUBE TO THE CLAMP. IN ADDITION, METHOD OF ATTACHMENT OF TUBE TO THE CLAMP BE MODIFIED TO REDUCE SHARP CORNERS WHERE CRACKS ORIGINATE.

2005FA0000492

CNDAIR

GE  

 

TIRE

BULGED

3/21/2005

CL6002B16

CF34*

 

256K433

LT MLG

UPON INSPECTION, TECH FOUND BULGE IN SIDEWALL OF LT MLG OB TIRE; SERIAL NR 22000882, 89 TOTAL LANDINGS. (CE09200503308) (K)

CA050324002

CNDAIR

GE  

 

SENSOR

INOPERATIVE

1/2/2005

CL6002B16

CF343A

 

831605

MLG 

(CAN) ON JANUARY 02, 2005, AFTER TAKE OFF THE LANDING GEAR WERE SELECTED UP (RETRACT). LANDING GEAR REMAINED ON EXTENDED POSITION. AIRCRAFT RETURNED TO DEPARTURE AND LANDED SAFELY WITH NO INCIDENCE. POST FLIGHT INSPECTION REVEALED NO MECHANICAL DAMAGE. LT AND RT PROXIMITY SENSORS WERE FOUND DEFECTIVE. NLG PROX SENSORS AND LANDING GEAR CONTROL UNIT WERE ALSO REPLACED.

CA050417004

CNDAIR

 

 

WINDOW

CRACKED

4/3/2005

CL6002B19

 

 

NP1393225

COCKPIT

(CAN) LEFT WINDOW REPLACED ACCORDING AMM PROCEDURE.

CA050417003

CNDAIR

 

 

WINDOW

CRACKED

4/12/2005

CL6002B19

 

 

NP1393222

COCKPIT

(CAN) F/O'S WINDOW CRACKED. CALLED OUT TO INSPECT PER SL 56-005 REV A. A/C FERRY FOR WINDOW CHANGE.

CA050409001

CNDAIR

GE  

 

WINDSHIELD

CRACKED

3/24/2005

CL6002B19

CF343A1

 

NP13932112

WINDSHIELD

(CAN) RT WINDSHIELD CRACKED ON APPROACH. RT WINDSHIELD REPLACED AND TESTED ACCORDING AMM.

CA050303009

CNDAIR

GE  

 

CONTROL UNIT

FAILED

3/3/2005

CL6002B19

CF343A1

 

 

NLG STEERING

(CAN) JUST AFTER TOUCHDOWN AT 80 KNOTS NOSE WHEEL STEERING FAILED DRAMATIC YAW TO LT CONTROLLED WITH AERODYNMIC RUDDER AND DIFF BRAKES RESET ON TAXIWAY REFAILED ON TAXI IN DURING LT TURN. REPLACED LT RVDT AND NWS HARNESS. RT RVDT RE-RIGGED. OPS CHK SERV. A/C TAXI CHECK CARRIED OUT, NO FAULTS.

CA050209007

CNDAIR

GE  

 

NOZZLE

INOPERATIVE

2/8/2005

CL6002B19

CF343A1

 

 

FUEL INJECTOR

(CAN) DURING ENGINE RELIGHTS PROCEDURE, AN ATS (CROSSBLEED START) WAS PERFORMED ON THE LT ENGINE WHICH WAS UNSUCCESSFUL AFTER 3 ATTEMPTS. ALL THE PARAMETERS WERE NORMAL EXCEPT THERE WAS NO LIGHT OFF AFTER 25 SECONDS ON EACH ATTEMPT. A SINGLE ENGINE LANDING WAS COMPLETED, WITHOUT FURTHER INCIDENTS.

CA050303007

CNDAIR

GE  

 

DUCT

LOOSE

3/3/2005

CL6002B19

CF343A1

 

 

RT ENG 14TH STAG

(CAN) AFTER TAKEOFF, RT DUCT 14TH AND AURAL. MESSAGE REMAIN ON EVEN AT IDLE. AFTER 14TH STAGE CLOSED MESSAGE DISAPEARED. NEW CLAMP INSTALLED ON RT 14TH STAGE DUCT, JUST DOWNSTREAM OF S/OFF VLV IAW AMM SUBT 36-12-01-420-001. RUN APU AND ENGINES TO CONFIRM NO LEAK AND OPERATION SERVICABLE.

CA050301006

CNDAIR

GE  

 

APU  

SMOKE

3/1/2005

CL6002B19

CF343A1

 

 

 

(CAN) ON DEPARTURE, AIRCRAFT FILLED WITH SMOKE FROM APU OIL. AIRCRAFT AT THE BASE, FLIGHT DATA RECORDER PULLED SENT TO PLAYBACK CENTER FOR READ OUT. APU COMPT. INSPECTED NO FAULT FOUND SO FAR EXCEPT GLYCOL. MORE INFO WILL FOLLOW AS BECOMES (AVAILABLE).

CA050226001

CNDAIR

GE  

 

GEARBOX

MAKING METAL

2/16/2005

CL6002B19

CF343B1

 

6014T81G27

NR 2 ENGINE

(CAN) NR 2 ENGINE SELF SHUTDOWN AT 11,000 FEET. DECLARED AN EMERGENCY AND LANDED WITH ONE ENGINE. NO OTHER PROBLEMS NOTED. MAINTENANCE FOUND THE GEARBOX TO BE AT FAULT. REPLACED THE GEARBOX AND RETURNED THE AIRCRAFT TO SERVICE.

CA050216006

CNDAIR

GE  

 

ATTACH FITTING

SEPARATED

2/15/2005

CL6002B19

CF343B1

 

 

RT WING

(CAN) FORWARD RT WING ATTACH FITTING FORWARD SIDE FLANGED BUSHING HAS COMPLETE SEPARATION OF FLANGE FROM BUSHING SLEEVE. RECTIFICATION REQUESTED FROM MFG.

CA050223013

CNDAIR

GE  

 

BUSS

DAMAGED

2/23/2005

CL6002B19

CF343B1

 

D1822A

AC UTILITY

(CAN) IN CRUISE, EICAS MESSAGES AC BUSS 1 AND AC UTILITY BUSS 1 APPEARED SIMULTANEOUSLY WITH A CHATTERING NOISE WHICH COULD BE IDENTIFIED. THE AIRCRAFT LANDED AS SCHEDULED. INSPECTION BY MAINTENANCE REVEALED THAT: C/BS J4 CBP-1 AND 2 (AC UTIL CONT) AND C/B A2 CBP-1 WERE POPPED OUT. THE AC UTILITY BUSS 1 CONTACTOR 1K4XD WAS ALMOST COMPLETELY MELTED. THE PANEL ASSY, THE OTHER 3 RELAYS (K1XC, K2DB, K3DB) AS WELL AS SOME WIRES INCLUDING THE FEEDERS HAVE BEEN DAMAGED BY HEAT. ALL DAMGED PART WILL BE REPLACED.

CA050312004

CNDAIR

GE  

 

WINDSHIELD

CRACKED

3/10/2005

CL6002B19

CF343B1

 

NP1393211

COCKPIT

(CAN) LT WINDSHIELD CRACKED DURING LEVEL FLIGHT. DIVERTED FLIGHT. LT WINDSHIELD WAS REPLACED IAW AMM.

CA050312001

CNDAIR

GE  

 

APU  

DAMAGED

3/9/2005

CL6002B19

CF343B1

 

38004883

APU BAY

(CAN) AFTER APU SHUTDOWN, FIRE AND SMOKE OUT OF EXHAUST, FOUND OIL-SYSTEM EMPTY AND OIL BURNING AT APU EXHAUST: APU EXTINGUISHED WITH FIRE X BOTTLE. FIRE DAMAGE INSPECTION APU EXHAUST HEATSHIELD, LOWER TRANSLATING, COWL AND ACCESS PANEL NR 422DB,422BB, 422CB, 422EB,444BB REMOVED. WIRES AND CABLES IN AREAS MENTIONED ABOVE INSPECTED, NO SIGNS OF HEAT DAMAGE FOUND AREA AND STRUCTURE INSIDE RT PYLON INSPECTED, NO SIGNS OF HEAT DAMAGE FOUND APU ENCLOSURE AND AFT EQUIPMENT BAY INSPECTED, NO SIGNS OF HEAT DAMAGE FOUND.

CA050309009

CNDAIR

GE  

 

WINDSCREEN

BROKEN

3/4/2005

CL6002B19

CF343B1

 

601R3303317

COCKPIT

(CAN) A/C , WAS ENROUTE AT FL 360 WHEN THE CREW ADVISED ATC THAT THEIR WINDSCREEN SHATTERED AND REQUESTED DESCENT. A SHORT TIME LATER, THE CREW REQUESTED DIVERSION . THE FLIGHT LANDED SAFELY AT 2313Z. NO EMERGENCY WAS DECLARED BUT AFF RESPONDED. A/C WAS FERRIED TO HAVE WINDSCREEN REPLACED.

CA050308020

CNDAIR

GE  

 

WINDOW

CRACKED

3/4/2005

CL6002B19

CF343B1

 

NP1393226

COCKPIT

(CAN) ON APPROACH THE CO-PILOT'S WINDOW CRACKED. WINDOW REPLACED IAW AMM AND THE AIRCRAFT RETURNED TO SERVICE.

CA050419008

CNDAIR

GE  

 

CARBON SEAL

FAILED

4/16/2005

CL6002B19

CF343B1

 

 

ENGINE

(CAN) ON ROTATION F/A REPORTED SMOKE IN THE CABIN. THIS WAS FOLLOWED BY TOILET SMOKE MESSAGE. CREW THEN NOTICED SMOKE IN THE COCKPIT. CREW DONNED MASKS, AND DUMPED PRESSURIZATION. THEN RECEIVED A CARGO SMOKE MESSAGE, AND BLEW CARGO FIRE BOTTLES. AFTER LANDING, A/C PERFORMED A RAPID PASSENGER DEPLANEMENT. MX DISCOVERED SEVERE OIL LEAK AND OIL SEAL RETAINING SPRING SHOWING ON NR 2 ENGINE. FURTHER INVESTIGATION DISCOVERED THAT THE CARBON SEAL OF THE NR 1 BEARING SEAL S /N STA6270B HAD FAILED. BEARING SEAL WAS REPLACED.

A6WA200540124

CNDAIR

GE  

 

SKIN

SCRATCHED

3/25/2005

CL6002B19

CF343B1

 

 

FUSELAGE

2 SCRATCHES IN FUSELAGE AT CARGO DOOR CUT-OUT, (APPROX 1 INCH LONG AND .5 INCH LONG.) PERFORMED A MAJOR REPAIR AT FS 549, STR 14-16 IAW EO. (K)

CA050405001

CNDAIR

GE  

 

CARBON SEAL

LEAKING

4/1/2005

CL6002B19

CF343B1

 

 

ENGINE

(CAN) BOMBARDIER AEROSPACE REGIONAL AIRCRAFT HAS RECEIVED A REPORT WHICH WE FEEL IS A REPORTABLE EVENT. CLIMBING THROUGH FL310, LEFT ENGINE OIL PRESSURE WARNING MESSAGE WITH PRESSURE AT 25-35 PSI., EVENTUALLY STABILIZED AT 25 PSI. PRECAUTIONARY ENGINE SHUTDOWN PERFORMED. REMOVED AND REPLACED CARBON SEALS ATF AXIS, D AXIS, AND BB AXIS.

CA050417002

CNDAIR

GE  

 

WINDOW

CRACKED

4/12/2005

CL6002B19

CF343B1

 

NP1393226

COCKPIT

(CAN) RIGHT WINDOW REPLACED ACCORDING AMM PROCEDURE.

CA050418001

CNDAIR

GE  

 

HANDLE

CRACKED

3/31/2005

CL6002B19

CF343B1

 

1327971

PAX DOOR

(CAN) WHEN CREW ARRIVED AT AIRCRAFT, THEY WERE NOT ABLE TO OPEN THE MAIN CABIN DOOR. TROUBLESHOOTING BY MAINTENANCE DISCOVERED THE HANDLE CRACKED IN TWO LOCATIONS ON THE SHAFT. THE ONE CRACK WAS ALMOST COMPLETELY AROUND THE CIRCUMFERANCE OF THE SHAFT. IPC REF 52-11-03 FIG.4 ITEM 140. THE DOOR HANDLE ASSEMBLY P/N H3414-33 WAS REPLACED. THIS EVENT APPEARS RELATED TO SDR 20050215008 FOR SEIZED MAIN CABIN DOOR PIVOT FITTINGS.

CA050417001

CNDAIR

 

 

EJECTOR

CRACKED

4/12/2005

CL6002C10

 

 

T99A38603

FUEL SYSTEM

(CAN) FUEL QUANTITY ON THE CENTER TANK INCREASES (SUSPECT FUEL LEAKAGE FROM LEFT MAINTANK). MX FOUND LEFT PRIMARY EJECTOR TO BE CRACKED. REMOVED AND REPLACED LEFT AND RIGHT EJECTORS IAW CRJ AMM 28020-01 AND S/B 670BA-28-027. PERFORMED OPS CHECK OF LEFT AND RIGHT EJECTORS, OPS GOOD. P/N 'ON' T99A38-606, P/N 'OFF' P/N T99A38-603, S/N 'ON' B84172, S/N 'OFF' B56188.

CA050310005

CNDAIR

GE  

 

EJECTOR

STUCK

1/13/2005

CL6002C10

CF348C1

 

T99B38601

FUEL SYSTEM

(CAN) WHILE PARKED IN BREST, THE CREW NOTICED AND UNCOMMAND FUEL TRANSFERED INTO THE CENTER TANK DURING THE NIGHT. THE NEXT REVENUE FLIGHT WAS CANCELED FOR TROUBLESHOOTING. TROUBLESHOOTING (JAN. 13, 2005) REVEALED A LEAK ON THE LT TRANSFER EJECTOR PUMP. THE UNIT WAS REPLACED. IT WAS NOTED THAT THE TRANSFER EJECTOR CHECK VALVE WAS STUCK (OPEN) THE FUEL QUANTITY GAUGE COMPUTER (FQGC) WAS ASLO REPLACED BY PRECAUTIONARY MEASURES.

CA050308001

CNDAIR

GE  

 

WINDOW

CRACKED

3/3/2005

CL6002C10

CF348C1

 

NP1393226

COCKPIT

(CAN) WE HAVE RECEIVED A REPORT WHICH WE FEEL IS A REPORTABLE EVENT. RT SIDE WINDOW CRACKED DURING DESCENT AT ABOUT 4000 FEET. COPILOT'S SIDE WINDOW REPLACED IAW AMM AND THE AIRCRAFT RETURNED TO SERVICE.

CA050303002

CNDAIR

GE  

 

WINDOW

BROKEN

2/28/2005

CL6002C10

CF348C1

 

NP1393225

COCKPIT

(CAN) CLIMBING THROUGH FL340, THE CAPT DV WINDOW SHATTERED. DIVERTED. REMOVED AND REPLACED WINDOW.

CA050303001

CNDAIR

GE  

 

FAN  

SHORTED

2/28/2005

CL6002C10

CF348C1

 

GG670950283

GALLEY

(CAN) AFTER TAKEOFF, CREW REPORTED SMOKE IN THE COCKPIT. DECLARED EMERGENCY AND RETURNED SAFELY TO FIELD. NO FURTHER INCIDENTS REPORTED. ALSO, SMOKE AFT LAV MASTER WARNING ILLUMINATED. INSPECTED AIRCRAFT AND FOUND ELECTRICAL SMOKE SMELL ORIGINATING FROM GALLEY/FWD LAV EXHAUST FAN. RAI GALLEY HEATER/LAV EHAUST FAN IAW CRJ- 700 AMM 21-23-93. OPS GOOD. GROUND RUN AIRCRAFT, NO DEFECTS NOTED.

CA050222008

CNDAIR

 

 

GCU  

INOPERATIVE

2/19/2005

CL6012A12

 

 

720846D

GENERATOR

(CAN) A FEW MINUTES AFTER TAKE-OFF FROM AIRPORT WHILE SHUTTING DOWN THE APU, THE FLIGHT CREW HAD A SEVERE ELECTRICAL SMELL IN THE COCKPIT, BUT NO SMOKE APPEARS. THE FLIGHT CREW DECLARED AN EMERGENCY LANDING AT THE SAME AIRPORT. BACK TO THE MAINTENANCE FACILITY, TECH TROUBLESHOOT THE AIRCRAFT AND FOUND B2XE CIRCUIT BREAKER POPPED ON THE JB-1 PANEL, AFTER INVERTIGATION THE APU GCU OVER VOLTAGE CARD FOUND BURNED. TECHS DID A COMPLETE CIRCUITY CHECK AND REPLACED THE APU GCU ITSELF. GROUND RUN WAS SUCCESSFULLY COMPLETED, THE AIRCRAFT RETURN TO SERVICE WITHOUT ANY FURTHER INCIDENT.

CA050413003

CNDAIR

GE  

 

ELEMENT

BROKEN

4/13/2005

CL6012A12

CF341A

 

1600980003

AUTO THROTTLE

(CAN) DURING A SCHEDULED 1200-HOUR CHECK, A FUNCTIONAL TEST OF THE RIGHT THRUST REVERSER AUTO THROTTLE RETARDER WAS CARRIED OUT. THE RIGHT THROTTLE FAILED TO RETURN TO IDLE POSITION WITH THE THRUST REVERSERMANUAL DEPLOYMENT. UPON INVESTIGATION IT WAS DISCOVERED THAT THE AUTO DEPLOYMENT RETARDER CABLE WAS BROKEN AT THE INNERSLEEVE WHERE IT ATTACHES TO THE THREADED ADJUSTER.

CA050406005

CNDAIR

GE  

 

ACTUATOR

LEAKING

4/6/2005

CL6012A12

CF341A

 

6008500237

NLG 

(CAN) NOSE LANDING GEAR ACTUATOR LEAKING AT ROD END PISTON. LIFE LIMITED PART AT 19480 CYCLES. A/C RETURN TO BASE ON SPECIAL FLIGHT PERMIT WITH GEAR DOWN.

CA050406002

CVAC

ALLSN

 

SUPPORT

SHEARED

4/4/2005

340CVAC

501D13D

 

9063571

TAIL PIPE

(CAN) DURING ENGINE RUN, A VIBRATION WAS NOTED ON THE LT ENGINE. UPON INVESTIGATION MAINTENANCE CREW NOTED THAT THE TAIL PIPE SUPPORT WAS SHEARED. THE SUPPORT WAS REPLACED. THE ENGINE WAS GROUND RUN AND THE VIBRATION WAS STILL PRESENT. THE ENGINE WILL BE REMOVED AND REPLACED WITH A SERVICEABLE UNIT. IT IS BELEIVED THAT THE ENGINE VIBRATION WAS THE CAUSE OF THE SHEARED TAIL PIPE SUPPORT.

CA050329014

CVAC

ALLSN

 

WINDOW

FAILED

2/22/2005

340CVAC

501D22

 

34031103078

COCKPIT

(CAN) THE OPERATOR HAS FILED AN INCIDENT REPORT WITH THE FAA. WINDOWPANE FAILURE AT CRUISE ALTITUDE OF 21,000 FT, WHICH CAUSED FOD DAMAGE TO THE RT ENGINE. THE WINDOW WAS LAST INSPECTED FEB 14 2005. REASON: COMPLETE FAILURE OF THE VINYL LINER AT THE EDGE OF THE METAL INSERT. INSPECTION OF THE WINDOWPANE REMAINS, INDICATES THE WINDOW WAS P/N 340-3110307-8. THE WINDOW HAS BEEN SUPERSEDED BY A10.

2005FA0000524

DHAV

 

 

ADC  

MALFUNCTIONED

4/6/2005

DHC2*

 

 

962830A1S8

COCKPIT

THE ADC INSTALLED AS PART OF THE EFIS SYSTEM IAW STC NR SA02207AK WOULD NOT MAINTAIN A CONSTANT ACCURATE ALTITUDE READINGS. EACH TIME THE READING WAS RESET, THE ALTITUDE READING WOULD DEVIATE UP TO 2000 FT.

2005FA0000525

DHAV

 

 

ADC  

INOPERATIVE

4/6/2005

DHC2*

 

 

962830A1S8

COCKPIT

AIR DATA COMPUTER (ADC) INSTALLED AS PART OF THE STC NR SA02207AK REPORTING VARING ALTITUDE ERROR UP TO 500 FT.

CA050421005

DHAV

PWA  

 

NUT  

FAILED

4/18/2005

DHC2*

R985AN14B

 

 

PROPELLER

(CAN) PROPELLOR DEPARTED FROM ENGINE. BOTH MECHANICS THAT INSTALLED PROPELLOR AND TORQUED NUT, CLAIMED 720 FT LBS CALCULATED WITH THEIR BODY WEIGHTS ON A LEVER ARM TO THE SPLINED WRENCH AND WITNESSED THE LOCK IN PLACE. MORE TO FOLLOW WHEN NUT HAS BEEN INDEPENDENTLY TESTED. BLADES WERE DESTROYED IN THIS INCIDENT AND BENT THE PILOT TUBE AS WELL.

CA050425011

DHAV

PWA  

 

CYLINDER HEAD

CRACKED

4/25/2005

DHC2*

R985AN14B

 

 

ENGINE

(CAN) DURING ROUTINE INSPECTION, NR 9 CYLINDER HEAD WAS FOUND CRACKED. CRACK WAS LOCATED ON VERY TOP OF HEAD ON A LINE THAT WOULD CONNECT FRONT AND BACK SPARK PLUGS. CYLINDER WAS REPLACED AND AIRCRAFT INSPECTION COMPLETED AND AIRCRAFT RETURNED TO SERVICE.

CA050425010

DHAV

PWA  

 

CYLINDER HEAD

SEPARATED

4/4/2005

DHC2*

R985AN14B

 

 

ENGINE

(CAN) HEAD SEPARATED FROM BARREL CAUSING SOME ENGINE POWER LOSS AND ROUGHNESS. PILOT LANDED PLANE ALONG ROUTE. CYLINDER ASSY WAS REPLACED AND AIRCRAFT RETURNED TO SERVICE.

CA050223008

DHAV

PWA  

 

OIL COOLER

LEAKING

2/10/2005

DHC2*

R985AN14B

 

V6007DV5

ENGINE

(CAN) PILOT NOTICED DECREASING OIL PRESSURE APPROX 8 MINUTES FROM DESTINATION. UNEVENTFUL LANDING WAS CARRIED OUT. OIL PRESSURE DID NOT DROP BELOW 60 PSI, BUT OIL LEVEL IN TANK WAS BELOW BOTTOM OF DIPSTICK. APPROXIMATELY 3 TO 3.5 GALLONS OF OIL LOST IN UNDER 10 MINUTES. UNIT WAS RETURNED TO SUPPLIER FOR INSPECTION AND REPORT. UNIT WAS EXCHANGED UNDER WARRANTY DUE TO ONLY 108.0 HOURS TIS SINCE OVERHAUL.

CA050303011

DHAV

PWA  

 

ROD  

FAILED

3/3/2005

DHC2*

R985AN14B

 

C2T47A

LT ELEV TRIM

(CAN) DURING CLIMB, PILOT EXPERIENCED A SLIGHT THUMP THROUGH ELEVATOR CONTROL SYSTEM, AND A MINOR VIBRATION WHICH STOPPED WHEN LEVEL FLIGHT WAS ACHIEVED. THE FLIGHT WAS CONTINUED TO DESTINATION WHERE MAINTENANCE WAS AVAILABLE. THE PILOT NOTED THAT MORE ELEVATOR TRIM WAS NEEDED TO ACHIEVE LEVEL FLIGHT. AFTER AN UNEVENTFUL LANDING, MAINTENANCE INVESTIGATION REVEALED THAT THE LT ELEVATOR TRIM ROD HAD FAILED AT THE AFT END IN THE STEEL THREADED SECTION. CLOSE EXAMINATION OF THE BREAK REVEALED THAT THE ROD HAD BEEN BENT AND COLD STRAIGHTENED AT SOME POINT, INITIATING A CRACK. THE ROD WAS REPLACED AND THE AIRCRAFT WAS RETURNED TO SERVICE. THE AIRCRAFT IS OPERATING IN A CORROSIVE ENVIRONMENT.

CA050311001

DHAV

PWA  

 

CYLINDER HEAD

FAILED

3/9/2005

DHC2*

R985AN14B

 

399353A1

ENGINE

(CAN) DURING CRUISE FLIGHT AT 1200 ASL, THE PILOT REPORTED A MISS IN THE ENGINE ACCOMPANIED WITH A REDUCTION IN CRUISE SPEED. CARB HEAT WAS SELECTED AND ENGINE CHECKS COMPLETED. SHORTLY THEREAFTER, THE ENGINE BACKFIRED 3 TIMES BUT CONTINUEDTO RUN NORMALLY BUT ROUGHLY. A PRECAUTIONARY LANDING WAS COMPLETED. MAINTENANCE INVESTIGATION REVEALED THAT THE NR7 CYLINDER HEAD HAD SEPARATED FROM THE BARREL.

CA050330002

DHAV

PWA  

 

CRANKCASE

CRACKED

3/8/2005

DHC2*

R985AN14B

 

16475

ENGINE

(CAN) ENGINE HAD OIL LEAK WHICH WAS DETERMINED TO BE COMING FROM CRACK ON THE FRONT CRANKCASE BETWEEN NR 3 AND 4 CYLINDER BASE AREA. THIS CRACK WAS ABOUT 3.5 INCHES LONG ORGINATING FROM CRANKCASE THROUGH BOLT UP TOWARDS THE CYLINDER BASES.

CA050401006

DHAV

PWA  

 

WASHER

MISSING

3/23/2005

DHC2*

R985AN14B

 

C2US335

AXLE 

(CAN) WASHER WAS NOT INSTALLED ON AXLE UPON INSTALLATION OF SKIS. THIS CAUSED SKI TO SLIDE OFF AXLE ON LANDING, RESULTING IN AN OVERSHOOT. THE SKI DANGLED FROM THE CABLES AND BEAT AGAINST THE FUSELAGE CAUSING FURTHER DAMAGE BEFORE BREAKING FREE. THE PILOT THEN CALLED AN EMERGENCY AND HAD EMERGENCY RESPONSE COME IN. THE AIRCRAFT WAS THEN LANDED WITHOUT FURTHER INCIDENT.

CA050323009

DHAV

PWA  

 

CARBURETOR

FAILED

3/22/2005

DHC2*

R985AN14B

 

NAR9B

ENGINE

(CAN) THE FLIGHT CREW REPORTED THAT THE ENGINE WAS RUNNING ROUGH AT HIGH POWER SETTINGS AND RETURNED TO POINT OF ORIGIN. THE CARBURETOR WAS REPLACED AND THE AIRCRAFT WAS RETURNED TO SERVICE. THERE WAS NO EVIDENCE OF FUEL CONTAMINATION IN THE FUEL TANKS, FUEL FILTER, FINGER SCREEN OR CARBURETOR BOWL. A TEARDOWN REPORT HAS BEEN REQUESTED.

CA050309012

DHAV

PWA  

 

DUCT

CRACKED

3/6/2005

DHC3

PT6A34

 

311178001

EXHAUST PORT

(CAN) AT EXHAUST PORT, THE FLANGE THAT PROTRUDES OUT OF THE CASE TO PREVENT EXHAUST GASES FROM EXITING THROUGH THE FLANGE WHERE THE EXHAUST STACK BOLTS ON, WAS CRACKED ABOUT 320 DEGREES AROUND THE CIRCUMFERENCE. THE OPPOSITE PORT WAS DETERMINED TO BE CRACKED TO A LESSOR AMOUNT. THE EXHAUST FLANGE ON THE EXHAUST DUCT ITSELF WAS SERVICEABLE.

CA040923004

DHAV

WALTER

 

TIE ROD

BROKEN

9/4/2004

DHC3

M601E11

 

AN679AC6000

RT MLG

(CAN) PILOT NOTICED TIE ROD BROKEN UPON RETURN TO BASE. NO DIFFICULTY WITH THIS LANDING OR PREVIOUS LANDINGS WHERE NOTED BY PILOT. PART WAS REPLACED AND AIRCRAFT WAS RETURNED TO SERVICE. PLEASE ADVISE WHERE PARTS CAN BE SENT FOR EXAMINATION. HAVE NOT SEEN A FAILURE OF THIS TYPE IN NORMAL OPERATION IN OVER 30 YEARS OF AIRCRAFT MAINTENANCE.

CA050407007

DHAV

 

 

CONTROL COLUMN

MISMANUFACTURED

4/5/2005

DHC6

 

 

C3CF39519

COCKPIT

(CAN) THE LOWER CONTROL COLUMN IS MIS-MANUFACTURED AT THE BOTTOM TORQUE TUBE. THE STOP BOLT INSERTS AND CABLE QUADRANT SUPPORTS WERE MIS-LOCATED DURING MANUFACTURE OF THE ASSEMBLY. FINAL ASSEMBLY PROBLEMS WILL OCCUR.

CA050408003

DHAV

PWA  

 

COLLAR

SHEARED

4/5/2005

DHC6300

PT6A27

 

7116111

NLG STEERING

(CAN) ON AIRCRAFT ARRIVAL AT YZF, THE CREW REPORTED LOSS OF NOSE WHEEL STEERING. INVESTIGATION BY MAINTENANCE STAFF REVEALED THAT THE NWS COLLAR P/N 71-161-11 WAS SHEARED OFF. THE ENTIRE NOSE GEAR ASSEMBLY WAS REPLACED AND THE SURROUNDING AREA WAS INSPECTED FOR SECONDARY DAMAGE. NO FURTHER FINDINGS WERE NOTED. THE FACILITY THAT O/H THE GEAR ASSY WAS CONTACTED AND NOTIFIED. THE O/H FACILITY ADVISED THAT FRACTURES OF THIS NATURE WERE PRESUMABLY CAUSED BY REPETITIVE EXCESSIVE STRESS IMPOSED ON THE ALUMINUM STEERING COLLAR AT THE PIVOT POINT DUE TO SHARP TURNING INPUTS. THE AIRCRAFT WAS RETURNED TO SERVICE FOLLOWING THE GEAR REPLACEMENT.

CA050408012

DHAV

PWA  

HEROUX

WASHER

MISSING

4/7/2005

DHC6300

PT6A27

 

713099

NLG FORK

(CAN) SERVICING THE NOSE OLEO, THE ENGINEER NOTICED THAT THE FORK WAS LOOSE ON THE STRUT. REMOVAL OF THE STRUT REVEALED THAT IT WAS ASSEMBLED INCORRECTLY. THE WASHER P/N 71-309-9 WAS MISSING AND THAT EXTRA PEEL ABLE SHIMS HAD BEEN ADDED. THE SHIMS ARE A SMALLER DIAMETER THAN THE WASHER AND LEFT A SPACE BETWEEN THEM AND THE STRUT. OVERTIME THE SHIMS DEFORMED AND MOVED INTO THE SPACE ALLOWING THE FORK TO BECOME LOOSE.

CA050307009

DHAV

PWA  

 

FCU  

FAILED

2/28/2005

DHC8*

PW123

 

324485318

ENGINE

(CAN) DURING CLIMB, THE ENGINE EXPERIENCED AN UNCOMMANDED REDUCTION IN POWER. THE CREW SHUT THE ENGINE DOWN IN FLIGHT AND DIVERTED TO POINT OF DEPARTURE. SUBSEQUENT INVESTIGATION REVEALED AN UNSERVICEABLE ENGINE MECHANICAL FUEL CONTROL UNIT(FCU).

CA050314001

DHAV

PWA  

 

LINE

BLOCKED

3/11/2005

DHC8102

PW120

 

DSC1975

ENGINE DRAIN

(CAN) DURING A MAINTENANCE GROUND RUN, THE RT ENGINE DEVELOPED A TAIL PIPE FIRE AFTER THE ENGINE START WAS INITIATED. THIS WAS CONFIRMED BOTH BY FIRE WARNING IN THE COCKPIT AND BY GROUND PERSONNEL. THE ENGINE WAS SHUT DOWN AND THE ENGINE FIRE BOTTLES WERE ACTIVATED. INVESTIGATION SHOWED THAT THE GAS GENERATOR CASE DRAIN FLEXIBLE FLUID LINE WAS PLUGGED WITH DEBRIS.

CA050307008

DHAV

PWA  

 

BRAKE

FAILED

2/24/2005

DHC8102

PW120A

 

58570

EMERGENCY PARK

(CAN) WHILE ON ROUTE FROM THE HANGAR THE AIRCRAFT FELT LIKE IT HAD A FLAT TIRE. ADDITIONAL POWER WAS REQUIRED TO CLEAR RUNWAY AND MANOUVERING AREA. ONCE SAFELY CLEAR OF ABOVE MENTIONED AREAS THE AIRCRAFT WAS SHUTDOWN AND INSPECTED. IT WAS NOTE THAT ALL 4 BRAKE ASSEMBLIES WERE GLOWING. ALL 4 BRAKE ASSEMBLIES AND WHEELS WERE REPLACED ALONG WITH THE EMERGENCY PARK BRAKE ASSEMBLY. FUNCTIONAL CHECK CARRIED OUT AND NO FURTHER FAULTS FOUND.

CA050303010

DHAV

PWA  

 

PROXIMITY SENSOR

BROKEN

3/2/2005

DHC8102

PW120A

 

841101

NLG 

(CAN) AFTER COMPLETION OF A NORMAL TAKEOFF THE WT ON WHEELS CAUTION LIGHT ILLUMINATED. THE AIRCRAFT LEVELED OUT AND THE DECISION WAS MADE TO RETURN BACK TO BASE. THE A/C LANDED SUCCESSFULLY WITH NO FURTHER INCIDENT. IT WAS NOTED THE THE WT ON WHEELS CAUTION LIGHT EXTINGUISHED AT THE MOMENT THE NOSE WHEEL CONTACTED THE GROUND. IT WAS FOUND THAT THE NOSE GEAR WOW PROXIMITY SENSORS WERE PHYSICALLY DAMAGED AND THE LT SENSOR WAS CAUSING THE CAUTION LIGHT. THE PROX SENSORS WERE REPLACED AND THE A/C WAS RETURNED TO SERVICE. THESE ARE THE OLD STYLE PROXIMITY SENSORS WHICH ARE MADE OF PLASTIC. THE NEW STYLE PROXIMITY SENSOR ( P/N 8-642-02) ARE MADE OF STEEL.

CA050309005

DHAV

PWA  

 

SUPPORT

MELTED

3/7/2005

DHC8102

PW120A

 

BV033000220

LIGHT

(CAN) ON APPROACH, THE FLIGHT ATTENDANT NOTED A STRONG ELECTRICAL ODOR IN THE CABIN IN THE AREA ADJACENT TO THE PSU PANEL AT SEAT 8A. THERE WAS NO EVIDENCE OF SMOKE OR HEAT IN THE AREA. THE FLIGHT CREW BRIEFED THE PASSENGERS, NOTIFIED THE TOWER AND LANDED UNEVENTFUL. UPON INSPECTION ON THE GROUND, THE CREW WAS UNABLE TO PIN-POINT THE SOURCE OF THE ODOR, BUT BELIEVED IT TO BE IN OR AROUND THE PSU PANEL. MX WAS DISPATCHED FOR INVESTIGATION AND REPAIR. THE CAUSE OF THE INCIDENT WAS DETERMINED TO BE A MELTED END SUPPORT FOR THE LIGHTING TUBE ADJACENT TO ROW 8A. THE PN OF THE END SUPPORT IS BV03300-02-20. BOTH END SUPPORTS AND LAMP WERE REPLACED AND THE WIRING AND CONNECTIONS INSPECTED.

CA050331003

DHAV

PWA  

 

COMPUTER

UNSERVICEABLE

7/6/2004

DHC8102

PW120A

 

7003360941

AHRS 

(CAN) IN FLIGHT, NR2 HSI TOPPLED AND UNABLE TO RESET. LANDED, REPLACED AHRS WITH SERVICEABLE UNIT, FUNCTION CHECK AND FOUND SERVICABLE. SINCE THE AHRS WAS SENT OUT ON SPEX EXCHANGE WE DIDN'T RECEIVE A STRIP REPORT.

CA050331004

DHAV

PWA  

 

WINDSHIELD

DELAMINATED

7/12/2004

DHC8102

PW120A

 

8SC0043013

COCKPIT

(CAN) UPON ROUTINE INSPECTION FOUND CAPT WINDSHIELD DELAMINATED BEYOND ALLOWABLE LIMIT IAW MML. WINDSHIELD REPLACED FUNCTION CHECKS CARRIED OUT AND FOUND TO BE SERVICEABLE. WINDSHIELD WAS QUARENTINE SINCE IT IS UNREPAIRABLE.

CA050401001

DHAV

PWA  

 

SUPPORT

DAMAGED

3/31/2005

DHC8102

PW120A

 

85710012006

RUDDER PEDALS

(CAN) DURING ROUTINE MAINTENANCE, A CHAFE WAS FOUND ON THE F/O'S AND CAPTAINS RT RUDDER SUPPORT TUBE (P/N85710012-006) REF IPC 27-20-00, FIG 10, ITEM 230. DAMAGE CAUSED FROM CONTACT WITH SCREW IN TRIM PANEL REFERENCE IPC 27-20-00 FIG. 55 ITEM 90 (TOP SCREW). DAMAGE MEASURED TO .005. DEFECT NOTED WHEN CARRYING OUT TRAVELCHECKS FOR RII. CONTACT WILL ONLY OCCUR WHEN PEDALS ADJUSTED TO FULL AFT POSITION ND FULL LT INPUT TO RUDDER.

CA050329004

DHAV

PWA  

 

ENGINE

MALFUNCTIONED

2/1/2005

DHC8301

PW123

 

 

 

(CAN) DURING CRUISE, ENGINE TORQUE INCREASED UNCOMMANDED, ACCOMPANIED BY A LOW OIL PRESSURE WARNING ANNUNCIATION WITH OIL PRESSURE DECREASING TO ZERO. THE ENGINE WAS SHUTDOWN IN FLIGHT AND SUBSEQUENTLY REMOVED FOR INVESTIGATION. MFG WILL INVESTIGATE THE INCIDENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED.

CA050308008

DHAV

PWA  

 

COLLAR

CRACKED

3/5/2005

DHC8301

PW123

 

BACC30BK5

RT WING FASTENER

(CAN) 8 COLLARS WERE FOUND CRACKED ON THE RT WING FORWARD SPAR AT EXTENSION SPLICE YW 490.00, ANOTHER 2 OF THE SAME COLLARS WERE ALSO CRACKED ON THE SAME LOCATION ON THE AFT SIDE. INSPECTION OF THE LT WING IN THE SAME YW 490.00 LOCATION REVEALED FURTHER TWO FASTERNERS WITH THE SAME P/N COLLARS CRACKED ON THE FRONT SPAR AND FOUR OTHER CRACKED ON THE AFT SIDE. ALL OF THE ABOVE DEFECTS WERE NOTED DURING A C-CHECK INSPECTION.

CA050421001

DHAV

PWA  

 

LINK

BROKEN

4/18/2005

DHC8301

PW123

 

82103

NLG 

(CAN) AN OPERATOR HAS SUFFERED DAMAGE THEIR AIRCRAFT AS A RESULT OF AN NLG-UP LANDING. THE PRELIMINARY INVESTIGATION HAS REVEALED THAT LINK HAS FAILED.

CA050404005

DHAV

PWA  

 

PLATE

FAILED

3/2/2005

DHC8311

PW123

 

332574

PISTON RETAINER

(CAN) NR 1 STANDBY POWER UNIT INDICATED, 'NO PRESSURE OUTPUT'. DEFECT 435468, SPU REMOVED AND SENT TO SHOP. APRIL 4TH JAZZ HYD SHOP WO NR 174735 REPORTED, 'PISTON SHOE FAILURE CAUSED PISTON BEARING PLATE TO BE GOUGED. PISTON RETAINER PLATE, PISTON RETAINER PLATE RETAINER AND CYLINDER BARREL DAMAGED BY FOD. PUMP TESTED AND RETURNED TO SERVICE.'

CA050301002

DIAMON

ROTAX

 

SPRAG CLUTCH

LOOSE

3/1/2005

DA20A1

ROTAX912F3

 

852401

CRANKSHAFT

(CAN) ENG WAS FOUND TO HAVE SEVERAL OIL LEAKS AND HARD STARTING. DURING INSP IT WAS NOTED THAT CRANKCASE SEALANT WAS NOT IAW MFG REC. SEALANT HAD RUBBERY/SILICONE COMPOSITION AS OPPOSED TO APPEARANCE OF CORRECT SEALANT. DURING COLD STARTS, STARTING SPRAG CLUTCH WOULD SLIP. DURING TEARDOWN INSP, DISCOVERED THAT SPRAG CLUTCH HSG WAS ASSEMBLED USING INCORRECT RETAINING COMPOUND, ALLOWING HSG TO SLIPON CRANKSHAFT. SPRAG CLUTCH HSG WAS GALLED AND UNSERVICABLE, CRANKSHAFT SUSTAINED NO DAMAGE. INCORRECT CRANKCASE SEALANT ALLOWED MOVEMENT BETWEEN CRANKCASE HALVES CAUSING FRET DAMAGE, CASE DAMAGE. NOTE: INCORRECT SEALING COMPOUND AND THREAD LOCKING COMPOUND WAS FOUND TO HAVE BEEN USED THROUGHOUT ENGINE.

2005FA0000588

DIAMON

 

 

WING ROOT

LOOSE

4/20/2005

DA20C1

 

 

20-57000103

LEFT 

(A) BEARING IN LT WING FOUND LOOSE WITH .0625 INCH PLAY UP AND DOWN. NO PLAY FORE AND AFT. PASTE FROM BEARING ATTACH FOUND LOOSE IN WING BAY. REMOVED BEARING AND FOUND NO DAMAGE TO END RIB. FOUND WITH WING OFF DURING 1000 HOUR INSPECTION.

CA050225005

DIAMON

CONT

DIAMON

SEAL

LOOSE

2/4/2005

DA20C1

IO240B

 

 

FLAP ACTUATOR

(CAN) DURING ROUTINE 100 HR INSPECTION THE SPLINE SEAL ON THE FLAP ACTUATOR WAS FOUND TO BE LOOSE. REPLACED FLAP ACTUATOR ASSY WITH NEW UNIT. SEAL HAD BEEN GLUED 105.7 HRS EARLIER. FLAP UNIT WAS REPLACED ONCE BEFORE, MARCH 1/04.

CA050401003

DIAMON

CONT

 

INERTIA REEL

BROKEN

4/1/2005

DA20C1

IO240B

 

 

SHOULDER BELT

(CAN) DURING ROUTINE INSPECTION IT WAS FOUND, WHILE CHECKING THE SHOULDER HARNESS OPERATION, THAT THE REEL MECHANISM IN THE LT SHOULDER HARNESS ASSY WAS DEFECTIVE AND WAS NOT ALLOWING THE BELT TO RETRACT. AFTER REMOVAL, THE BELT WAS FINALLY RETRACTED AFTER SHAKING THE LOOSE NYLON PIECES THAT HAD BROKEN INSIDE THE REEL. IT WAS THEN NOTED THAT THE BELT WOULD GO IN AND OUT AS IT NORMALLY DOES BUT THE INERTIA REEL WAS NO LONGER LOCKING. BELT ASSY. WAS REPLACED WITH NEW UNIT AND RETURNED FOR WARRANTY.

2005FA0000573

DOUG

PWA  

 

BOLT

BROKEN

3/20/2005

C118A

R280052W

 

304430

CRANKSHAFT

CRANKSHAFT CONNECTING BOLT BROKE CAUSING LOSS OF ENGINE POWER. DAMAGE TO ENGINE INCLUDED REAR MAIN BEARING AND CRANKSHAFT ASSY. PROBABLE CAUSE COULD BE OVER TORQUE AT ASSY OR METAL FATIGUE. PREVIOUS OVERHAUL AGENCY UNKNOWN AT THIS TIME. (K)

2005FA0000594

DOUG

 

 

BATTERY

OVERHEATED

4/8/2005

DC983

 

 

AD430B034LB03

MASTER

EXTREME SMOKE REQUIRING EVACUATION OF AIRCRAFT. BATTERIES SHOW EVIDENCE OF EXCESSIVE HEAT.

2005FA0000595

DOUG

 

 

BATTERY

OVERHEATED

4/8/2005

DC983

 

 

AD430B034LB03

MASTER

EXTREME SMOKE REQUIRING EVACUATION OF AIRCRAFT. BATTERIES SHOW EVIDENCE OF EXCESSIVE HEAT.

2005FA0000596

DOUG

 

 

BATTERY

OVERTEMP

4/8/2005

DC983

 

 

AD430B034LB03

ZONE 100

EXTREME SMOKE REQUIRING EVACUATION OF AIRCRAFT. BATTERIES SHOW EVIDENCE OF EXCESSIVE HEAT.

2005FA0000597

DOUG

 

 

BATTERY

OVERTEMP

4/8/2005

DC983

 

 

AD430B034LB03

ZONE 100

EXTREME SMOKE REQUIRING EVACUATION OF AIRCRAFT. BATTERIES SHOW EVIDENCE OF EXCESSIVE HEAT.

2005FA0000560

DOUG

 

 

BATTERY

OVERTEMP

4/8/2005

DC983

 

 

AD430B034LB03

ZONE 100

EXTREME SMOKE REQUIRING EVACUATION OF AIRCRAFT. BATTERIES SHOW EVIDENCE OF EXCESSIVE HEAT.

CA050228003

DOUG

PWA  

 

ENGINE

FOD  

2/26/2005

DC983

JT8D219

 

 

NR 1 

(CAN) DURING TAKE-OFF, NR 1 ENGINE STALL SURGE AND 2 AUDIBLE STALLS HEARD. N1 REACHED 107 PERCENT FOR 3 TO 4 SECONDS. REJECTED TAKE-OFF INITIATED WITHOUT INCIDENT AND AIRCRAFT RETURNED TO THE GATE. SUSPECT FOD DUE TO ICE. ENGINE CHANGE IN PROCESS.

CA050308011

DOUG

PWA  

 

ENGINE

FAILED

3/4/2005

DC983

JT8D219

 

 

NR 1 

(CAN) DURING TAKE-OFF THE CREW HEARD A LOUD BANG FOLLOWED BY A DROP IN N1 FROM 80 PERCENT TO 19 PERCENT ON THE NR 1 ENGINE. AT 70 KNOTS FORWARD SPEED A REJECTED TAKE-OFF WAS INITIATED WITHOUT INCIDENT. ON RETURN TO THE GATE, OIL PRESSURE DROPPED TO ZERO. NR 1 ENGINE WAS REPLACED IAW TASK CARD 80UN-014 AND ENGINE RUN CARRIED OUT SERVICEABLE IAW TASK CARD 80EC-001AR1. AIRCRAFT WAS DISPATCHED AND NO FURTHER PROBLEM DURING SUBSEQUENT FLIGHT. ENGINE WILL BE SHIPPED TO THE O/H FACILITY FOR TEARDOWN AND REPORT ISSUED.

CA050308002

DOUG

PWA  

 

LINE

CRACKED

3/6/2005

DC983

JT8D219

 

7938314501

OIL PRESSURE

(CAN) FLIGHT DIVERTED, DUE TO THE NR 1 ENGINE PROBLEM. THE NR 1 ENGINE LOST OIL QTY TO 0, ASSOCIATED WITH LOW PRESSURE LIGHT AND PRESSURE INDICATION AT 22 PSI. THE ENGINE WAS SHUT DOWN IN FLIGHT. ON GROUND, MAINTENANCE FOUND ONE OIL LINE LEAKING.

CA050221008

EMB  

PWA  

 

GOVERNOR

MALFUNCTIONED

2/2/2005

EMB110P1

PT6A34

 

 

PROPELLER

(CAN) DURING FLIGHT, THE PROPELLER SPEED DECREASED TO 80 PERCENT UNCOMMANDED. THE CREW COULD NOT MODULATE THE PROPELLER SPEED AND SHUT THE ENGINE DOWN IN FLIGHT. THE PROPELLER GOVERNOR WAS SUBSEQUENTLY REPLACED.

2005FA0000570

EMB  

 

 

LINE

CRACKED

3/7/2005

EMB110P2

 

 

3011849

NACELLE

FOUND FUEL BYPASS TUBE ASSY CRACKED WHERE TUBE WELDED TO FLARE END OF B-NUT FITTING. TUBE APPEARS TO BE MFG WITH SMALLER RADIUS TO FIT INSIDE FLARE, CAUSING WEAK POINT. SUGGEST CLOSER INSPECTION AT THIS AREA DURING ROUTINE INSPECTION AND PRESSURE CHECK WITH ELEC PUMPS. NOTE: LINE ASSY LOCATED FROM FUEL CONTROL WAIT FITTING TO START CONTROL VALVE. CAN BE PRESSURED W/ AC ELEC FUEL PUMPS. (K)

CA050329008

EMB  

PWA  

 

ENGINE

MALFUNCTIONED

3/17/2005

EMB120

PW118

 

 

 

(CAN) THE ENGINE WAS REPORTED TO HAVE LOST POWER IN CRUISE. DURING TAKE-OFF ROLL ON A PREVIOUS FLIGHT, THE ENGINE DID NOT REPOND TO THROTTLE INPUT. MFG WILL MONITOR THE INVESTIGATION OF THE EVENT AND WILL ADVISE OF ROOT CAUSE ONCE ESTABLISHED.

CA050425001

EMB  

ALLSN

 

TURBINE BLADES

FAILED

4/19/2005

EMB145ER

AE3007A

 

 

ENGINE

(CAN) FOLLOWING A LOUD BANG, UNCOMMANDED IN FLIGHT SHUTDOWN, ENGINE FOR INVESTIGATION. STRIP REVEALED THAT ONE HPT BLADES HAS FAILED AT ROOT. REQUESTED FOR FAILED MATERIAL TO BE RETURNED FOR FAILURE ANALYSIS.

CA050307003

FOKKER

PWA  

 

HMU  

FAILED

2/10/2005

F27MK50

PW125B

 

324485824

ENGINE

(CAN) DURING APPROACH, (ENGINE OUT) INDICATION ANNUNCIATED. THE PILOT SHUT THE ENGINE DOWN IN FLIGHT AND COMPLETED A SINGLE-ENGINE LANDING AT POINT OF DESTINATION. SUBSEQUENT INVESTIGATION REVEALED AN UNSERVICEABLE ENGINE HYDRO MECHANICAL FUEL CONTROL UNIT.

CA050307006

FOKKER

PWA  

 

ENGINE

LEAKING

2/21/2005

F27MK50

PW127

 

 

 

(CAN) DURING FLIGHT, THE ENGINE LOST OIL PRESSURE. THE PILOT SHUT THE ENGINE DOWN AND DIVERTED TO POINT OF DEPARTURE. SUBSEQUENT INSPECTION REVEALED A SEIZED HIGH PRESSURE ROTOR. MFG WILL MONITOR THE INVESTIGATION OF THIS EVENT AND WILL SUPPLEMENT THIS REPORT TO REFLECT ROOT CAUSE ONCE DETERMINED.

CA050225001

FOKKER

RROYCE

 

GASKET

DAMAGED

2/21/2005

F28MK0100

TAY65015

 

EU15969

BLEED DUCT LINE

(CAN) DURING CLIMB, THE CREW OBSERVED NR1 ANTI-ICE INDICATION FOLLOWED BY A BLEED DUCT FAULT. THE AIRCRAFT MADE AN UNSCHEDULED LANDING WITHOUT INCIDENT. THE ORIGINAL SNAG WAS CLEARED WITH NO FAULT FOUND. THE AIRCRAFT WAS RELEASED FOR SERVICE WITH THE SNAG RETURNING. THE SITUATION RETURNED TWICE BEFORE THE AIRCRAFT WAS GROUNDED FOR EXTENSIVE TROUBLESHOOTING. FURTHER INVESTIGATION FOUND THE 3 INCH METAL GASKET ON THE BLEED LINE HAD BROKEN IN 2 PIECES. THE AIRCRAFT IS AOG FOR PARTS AND WILL ARRIVE 25 FEBRUARY, 2005.

CA050301007

FOKKER

RROYCE

 

A/C PACK

SMOKE

2/25/2005

F28MK0100

TAY65015

 

 

NR 2 

(CAN) WHILE AT CRUISE, THE CABIN CREW INFORMED THE FLIGHT DECK THERE WAS SMOKE IN THE CABIN. THE AIRCRAFT MADE AN UNSCHEDULED LANDING RETURNING TO BASE AND LANDED WITHOUT INCIDENT. NR 2 PACK WAS TURNED OFF AND SMOKE DISSIPATED. MAINTENANCE OPERATED THE NR 2 PACK WITH NO FAULT FOUND. MEL 21-51-10 RAISED AND DMI 13736 ISSUED. AIRCRAFT WAS RELEASED WITH NO FURTHER INCIDENT DURING SUBSEQUENT FLIGHT.

CA050302001

FOKKER

RROYCE

 

WINDSHIELD

CRACKED

3/1/2005

F28MK0100

TAY65015

 

D205443205

COCKPIT

(CAN) DURING ENROUTE, THE CAPTAIN OBSERVED HIS SIDE WINDSHIELD ASSY WAS CRACKED. THE AIRCRAFT WAS DIVERTED AND LANDED WITHOUT INCIDENT. THE CAPT'S SIDE WINDSHIELD ASSY WAS REPLACED IAW MM 56-11-00. NO FURTHER INCIDENT DURING SUBSEQUENT FLIGHT.

CA050318002

FOUND

LYC  

 

STRUCTURE

DEPARTED

1/27/2005

FBA2C

IO540*

 

V201 

HORIZONTAL STAB

(CAN) AC HAD ITS RT FINLET DEPART. AC CONDUCTING REPEAT LATERAL STABILITY TESTING. DEPARTURE WAS BOTH HEARD AND FELT BY PILOT AND TECH OBSERVER. AC RETURNED TO ITS POINT OF DEPARTURE WITH NO ADVERSE STABILITY ISSUES. UPON DETAILED INSP, IT WAS DETERMINED THAT FWD FINLET ATTACHMENT BRACKET HAD FAILED. A DESIGN IMPROVEMENT THAT ALLOWS AN INCREASE IN OVERALL STRENGTH OF ATTACHMENT POINTS. THOUGHT THAT STRESSES IMPOSED ON FINLETS DURING REPEATED LATERAL STABILITY TESTING UNDER FLIGHT PERMIT CONTRIBUTED TO FAILURE AND THAT DURING REGULAR OPERATING CONDITIONS THIS WOULD NOT OCCUR. AN INCREASED INSP SCHEDULE IS BEING INCLUDED IN THE GENERAL MAINT REQUIREMENTS OF AIRCRAFT EQUIPPED WITH FLOATS/FINLETS.

2005FA0000648

GROB

 

 

HINGE

CRACKED

3/28/2005

G120A

 

 

120A1186

RT AILERON

ON ROUTINE PHASE INSPECTION, MECHANIC FOUND HINGE ON RT AILERON TRIM TAB CRACKED AT ATTACH POINT FOR PUSH PULL ROD. CAUSE AT THIS TIME UNKNOWN, NO RECOMMENDATIONS AT THIS TIME. (K)

2005FA0000649

GROB

 

 

HINGE

CRACKED

3/28/2005

G120A

 

 

120A1185

LT AILERON

ON ROUTINE INSPECTION, MECHANIC FOUND HINGE ON LT AILERON TRIM TAB CRACKED AT ATTACH POINT FOR PUSH PULL ROD. CAUSE AT THIS TIME UNKNOWN, NO RECOMMENDATIONS AT THIS TIME. (K)

2005FA0000650

GROB

 

 

HINGE

CRACKED

3/28/2005

G120A

 

 

120A1185

LT AILERON

ON ROUTINE PHASE INSPECTION, MECHANIC FOUND HINGE ON LT AILERON TRIM TAB CRACKED AT ATTACH POINT FOR PUSH PULL ROD. CAUSE AT THIS TIME UNKNOWN, NO RECOMMENDATIONS AT THIS TIME. (K)

2005FA0000691

GROB

LYC  

 

UPLOCK

INTERMITTENT

1/12/2005

G120A

AEIO540D4D5

 

120A5191

MLG 

DURING FLIGHT, GEAR SELECTED TO DOWN AND LT MAIN GEAR EXTENSION WAS DELAYED. AFTER ABOUT 25 SECONDS LT MAIN GEAR EXTENDED. MAINTENANCE TECHNICIAN FOUND LT LANDING GEAR UP LOCK ASSY WAS INTERMITTENT. REPLACED ASSY. NO RECOMMENDATION AT THIS TIME. (K)

2005FA0000602

GROB

LYC  

 

VOLT REGULATOR

INOPERATIVE

4/13/2005

G120A

AEIO540D4D5

 

R25VON

 

AFTER 20 MINUTES INTO ENGINE, START CHARGING SYSTEM STILL SHOWING 7 AMPS OF CHARGING. MAINT TECH FOUND VLOTAGE REGULATOR WAS NOT WORKING. VOLTAGE REGULATOR WAS REPLACED AND OPERATIONAL CHECK OF CHARGING SYSTEM CHECK, GOOD. NO RECOMMENDATIONS AT THIS TIME.

2005FA0000603

GROB

LYC  

 

PUMP

MALFUNCTIONED

4/14/2005

G120A

AEIO540D4D5

 

RG9570K1M

FUEL SYSTEM

PILOT REPORTED THAT IDLE RPM WAS TOO HIGH, 850 RPM. WHILE TECH WAS TRYING TO ADJUST IDLE, FOUND THAT THE FUEL PRESSURE WAS LOW - 16 PSI AND UNABLE TO ADJUST. REPLACEMENT OF ENGINE DRIVEN FUEL PUMP WAS REQUIRED. RECOM TO ADD A METHOD PLUS DATA FOR MAKING ADJUSTMENT IN THE FIELD. (K)

CA050310001

GRUMAN

LYC  

CLEVELAND

BOLT

BROKEN

2/20/2005

G73T

O320D1D

 

0690200

LT BRAKE ASSY

(CAN) PILOT REPORTED NORMAL LANDING, WITH NORMAL BRAKE USE, ON LANDING ROLL OUT BRAKES WERE APPLIED, THERE WAS NO LT BRAKE, BRAKE CHECK AND FOUND TO HAVE DEPARTED FROM AIRCRAFT. PILOT FOUND IT ON THE RUNWAY. NOTE: ONE ANCHOR NUT SHOWED SIGNS OF BEING PARTLY CRACKED ON SHAFT.

2005FA0000646

GULSTM

 

 

WATER SEPARATOR

CORRODED

4/14/2005

111RKWELL

 

 

18391021

INLET FLANGE

(WATER SEPARATOR) RECEIVED PAR, INCOMING INSPECTION REVEALS CORROSION AND PITTING AT NUMEROUS POSITIONS AROUND CIRCUMFERENCE OF AIR INLET FLANGE. PART FAILED INCOMING INSPECTION. 8130-3 STATES PART IS AN OVERHAULED UNIT. W/O CERTIFIES PART AS AIRWORTHY. PART APPEARS TO HAVE CORROSION FOR CONSIDERABLE TIME.

2005FA0000693

GULSTM

LYC  

MCAULY

DRIVE GEAR

SHEARED

1/5/2005

114TC

TIO540*

 

O20887

FLYWEIGHT

GOVERNOR FAILED TO CYCLE PROP DURING RUN-UP. AT DISASSEMBLY OF GOVERNOR, GEAR WAS FOUND SHEARED AT THE VALVE SLOTS, JUST UNDER FLYWEIGHT ASSY. IT APPEARS AS THOUGH THE DRIVE GEAR SEIZED IN THE GOVERNOR BODY ABOVE THE SLOTS. CAUSE UNKNOWN. (K)

CA050221009

GULSTM

PWA  

 

ENGINE

FAILED

2/15/2005

200  

PW306B

 

 

 

(CAN) DURING CLIMB THE ENGINE EMITTED A LOUD NOISE ACCOMPANIED BY A DECAY IN ALL ENGINE PARAMETERS. THE CREW SHUT THE ENGINE DOWN IN FLIGHT, DECLARED AN EMERGENCY AND DIVERTED TO POINT OF DEPARTURE. SUBSEQUENT INSPECTION REVEALED DAMAGE TO THE HIGH PRESSURE TURBINE. MFG WILL INVESTIGATE THIS EVENT AND WILL SUPPLEMENT THIS REPORT TO REFLECT ROOT CAUSE ONCE DETERMINED.

2005FA0000543

GULSTM

 

 

GROUND STUD

INCORRECT

4/1/2005

GIV  

 

 

 

ZONE 310

WHILE PERFORMING TASK NR 262070, RT FIRE BOTTLE WEIGHT CHECK DURING AIRCRAFT FIRST 2C CHECK, IT WAS DISCOVERED THAT GROUND STUDS E4045 AND E4046 DID NOT HAVE THE WIRE TERMINAL HOLD DOWN NUTS TORQUED. THE WIRE TERMINALS WERE FREE TO MOVE UP AND DOWN ALONG THE STUDS, APPROXIMATELY .6250 INCH. NUTS WERE TORQUED AND FIRE EXTINGUISHING CIRCUITRY INTEGRITY TEST WAS PERFORMED AND FOUND TO BE SATISFACTORY.

AMCR200500004

GULSTM

 

 

STROBE

ARCED