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ADVISORY CIRCULAR

43-16A

 

 

AVIATION MAINTENANCE ALERTS

 

 

flag of the United States of America

 

ALERT

NUMBER

335

bald eagle watching over three eggs

JUNE

2006

 


CONTENTS

AIRPLANES

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

BOMBARDIER............................................................................................................................ 1

CESSNA...................................................................................................................................... 3

DIAMOND.................................................................................................................................. 8

GRUMMAN................................................................................................................................ 8

LEAR......................................................................................................................................... 10

MOONEY.................................................................................................................................. 11

PILATUS................................................................................................................................... 11

PIPER......................................................................................................................................... 11

HELICOPTERS

GARLICK (BELL)..................................................................................................................... 12

SIKORSKY............................................................................................................................... 12

POWERPLANTS

CONTINENTAL....................................................................................................................... 13

ECI (CYLINDER)...................................................................................................................... 14

AIR NOTES

ELECTRONIC VERSION OF FAA FORM 8010-4, MALFUNCTION OR
DEFECT REPORT..................................................................................................................... 14

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...................................................................... 16

 


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

BEECH

Beech: 58; Pneumatic Deice System Contamination; ATA 3010

(The following report is one of four nearly identical submissions from the same mechanic describing four different aircraft of the same model.)

“During prolonged periods of operation in heavy precipitation considerable amounts of water enter into the pneumatic system,” states the mechanic. “(This particular aircraft)...was operated in the heavy precipitation for a period of 9.4 hours. Subsequent flights generated complaints of moisture and condensation in the pneumatic gauge. Inspection of the pneumatic system revealed large amounts of water being passed through the deice boot ejector. Further disassembly and inspection revealed several ounces of residual water remaining in the system. The system was purged of all water and dried. The filter installed in the system is confirmed to be the proper part number. The integrity of the guard assembly was confirmed and (its) orientation was correct as per the aircraft maintenance manual. The aircraft was returned to service. (Approximately 5 weeks later) the pneumatic system was (again) inspected and found to be contaminated with water. The flight crew reported (again) the aircraft (had been) operated for an extended period of time in heavy precipitation. (It should be noted) this aircraft has a history of premature flight command indicator failures caused by rust and water contamination. Water entering the aircraft’s pneumatic de-icing system renders the system inoperative at temperatures below freezing.

“Probable cause: (both) the location of the pneumatic system inlet filters and the design of the guard allow impact water to enter into the pneumatic system. (I recommend) relocating the pneumatic system filter to an area behind the engine baffle assembly where it will not be subject to impact water.”

Part Total Time: (unknown).

 

BOMBARDIER

Bombardier: DHC-8-400, -401, -402; Exhaust V-Bands; ATA 7810

(The following Transport Canada Airworthiness Directive is reprinted here as received. Not a requirement for U.S.-registered aircraft, it nonetheless bears attention.)


Part Total Time: (n/a).

 


CESSNA

Cessna: 172A; Failed Rod-End, Nose Gear Steering; ATA 3250

An FAA inspector from Spokane, Washington, submitted this defect report, indicating the cause of the 172’s accident. The attached drawing shows the failure point on the nose gear steering tube’s rod-end (P/N 0543022-1). “The aircraft turned left and impacted an embankment. A small amount of rust was (noticed) on the threaded area (of the rod end).” (The attached drawing has been vertically compressed—fairly obvious!)

Part Total Time: (unknown).

 

Cessna: 175B; Cracked Engine Mount Attach Brackets; ATA 5313

(Now we see the connection...the lack of structural connection described in May’s engineering safety article for this same aircraft.)

The submitter states, “This aircraft experienced a hard landing. During the landing the two top engine mount attach brackets failed behind the firewall, allowing the top half of the firewall to fail, pulling forward and down about 18 inches. (See the attached figure 19, items 7 and 6.) The part number 0513132-11 engine mount attach bracket fits onto the front of the hat channels (items 6 and 7). (This same part)--which has a hole in it for the


engine mount bolt to go through—had failed some time ago on the pilot’s top side...(as evidenced by rust being found in the break surfaces of two pieces). The bracket on the co-pilot’s top side had an existing crack in the center third—at the bolt hole. Rust was also (evident on these crack surfaces).” ‘This aircraft had an STC’d (Supplemental Type Certificate) Continental IO-360 engine installed....” (SDRS data base records 17 entries on this particular part number.)


 

(The following pictures have been vertically compressed to conserve space.)


 


 

Part Total Time: 2,756.0 hours.

 


Cessna: 402B; Broken Bellcrank Fork; ATA 3230

“The right landing gear collapsed during a normal landing,” states the submitter. (This report gives a bellcrank assembly P/N 5041001-6...with a description of a fractured lower fork. Read on for more related failed parts.)

Part Total Time: 10,938.6 hours

 

Cessna: 414; Collapsed Nose Landing Gear; ATA 3230

An FAA inspector from San Antonio writes, “The nose landing gear collapsed on landing roll-out. (During this initial investigation) ...we were unable to find a broken part (in the landing gear system), however, the linkages were worn—including parts in the gearbox. This condition could lead to insufficient over-center tension on the down-lock linkages.” (Specific part numbers were not provided at this time.)

Part Total Time: 7,468.0 hours.

 

DIAMOND

Diamond; DA40-180; Cracked Exhaust Riser; ATA 7810

A mechanic said he ordered a brand new exhaust riser for this aircraft’s Lycoming IO360 number two cylinder. “Inspecting the riser before installation, we found a crack at the weld radius of the mount flange and the exhaust pipe.

“This is the first crack seen on new risers sent to us, but we have had two in-service risers crack at 780.4 hours (on one aircraft)....” (Another aircraft is mentioned as also having experienced two cracked risers, but the time was not noted. Exhaust riser assembly P/N DA40-3. Thanks for the effort on the hand drawing. It leaves no doubt where to focus attention. Three additional entries are found in the SDRS data base.)

Part Total Time: 0.0 hours.

 

GRUMMAN

Grumman: AA5-A; Collapsed Wing Fuel Tank; ATA 2810

“The right wing fuel tank collapsed during flight,” states a mechanic. “A safe landing was made. We found the fuel tank vent line plugged with insect debris. (It is recommended to...) periodically check fuel vents for obstructions, especially when tied down on grass.” (If the following pictures don’t make converts of us all, nothing will.)


 

Part Total Time: (n/a).

 


LEAR

Lear: 60; Bent Aileron Drive Yoke Castings; ATA 2710

A repair station technician states, “An incoming inspection found the aileron drive yoke, attach casting—bent. Upon further inspection it was discovered the drive yoke’s upper (or lower) shims were not installed. (However), the drive yoke attach bolt was installed, causing the casting to be bent. (Damage like this mandates) replacement by OEM (original equipment manufacturer). This (error) could have been prevented by following maintenance manual installation instructions.” (The part number given for the left aileron drive yoke attach casting: 2424000-258.)

 

Part Total Time: 3,471.6 hours.

 

Lear: 35A; Cracked Trunnion Bearings; ATA 3211

A mechanic describes investigating excessive play in the main landing gear strut. “Upon strut removal we found the bearings (P/N 16-577) on the left and right main landing gear forward trunnions cracked (across their width) through the bearing race.” (Two additional entries are found in the SDRS data base.)

Part Total Time: (unknown).

 


MOONEY

Mooney: M20R; Burned Wire Insulation; ATA 3397

(The following description from this repair station technician aptly demonstrates tremendous potential for significant failures in very small mistakes.) “When troubleshooting the squawk recognition lights—on all the time, we found charred wire insulation in the wire harness feeding the overhead bank of switches that control the ship’s exterior lighting. We traced the charred insulation to an overheated condition in the recognition light circuit. A sub-standard crimp on a wire terminal was repaired and the overheat condition (was eliminated). The squawk recognition lights—on all the time was due to the (burned) insulation allowing power directly to the recognition lights, circumventing the switch.” (Electrical connector part numbers: 930021-505 and 930021-506: located behind the flight panel on the copilot’s side.)

Part Total Time: 170.0 hours.

 

PILATUS

Pilatus; PC 12/45; Temp-Impaired Flap Actuators; ATA 2752

The submitter states, “When the aircraft is flown at very low temperatures (below-15 C) for more than 30 minutes and the flaps are (then) selected, the flaps (will) fail to move, (causing) a flap warning to be given on the CAWS (caution and warning system) panel, (indicating) the flaps are ... inoperative. Once the aircraft is on the ground—and at warmer temperatures, if the Flap Reset is used the flaps (become) functional again. Inspection reveals the flap actuators are hard to turn when cold. This is verified by performing the Current Draw test in accordance with the Pilatus Maintenance Manual (ref. 27-50-00 page 201). It is recommended the flap actuators be redesigned to tolerate the lower temperatures, or, a simpler and easier fix would be to install heaters on each flap actuator to keep them warm enough to function properly.” (Linear Flap Actuator part number 978-73-20-308; produced by Sauter, Bachmann Ltd. Two additional reports can be found in the SDRS data base on these actuators.)

Part Total Time: 2,056.7 hours.

 

PIPER

Piper; PA23-160; Main Gear Drag Link Failure; ATA 3230

A submitter writes, “Due to the previous failure of the right drag link, the left main landing gear drag link was removed, the paint stripped, and inspection (performed) with Zyglow (dye penetrant). A small crack was noted extending into a weld in the same area (where) the other (R/H gear) link had broken. This drag link was replaced with a new OEM (original equipment manufacturer) part and the gear system checked for proper operation. Note: this aircraft had been painted recently. Detecting a crack in this area would have been impossible unless the link was stripped and Zyglow inspected.” (The L/H main gear link P/N 19043-00. Aircraft total time: 5,545.0 hours.)

Part Total Time: (unknown).

 

Piper: PA28-161; Broken Throttle Cable; ATA 7603

“The throttle cable broke in half inside the throttle cable housing,” states this submitting mechanic. “When it broke it created frayed ends that caught in the cable housing, resulting in the throttle becoming ‘stuck’ in the full


position.” This story ends with the pilot making a successful “dead-stick” landing. The throttle cable assembly P/N provided: 455-350. (See also mixture cable deprivations in last month’s Alerts. How do we—as an industry—manage ignoring replacement of such simple, inexpensive parts? Even a lawnmower deserves occasional throttle cable replacement...look at this accumulated time!)

Part Total Time: 9,670.0 hours.

 

Piper: PA44-180; Broken Nose Gear Drag Brace; ATA 3230

This mechanic writes, “Upon landing and the nose gear touching down, the pilots heard a loud ‘bang’ from the nose area. The nose gear half-collapsed (the drag link jammed against the nose strut trunnion) and the aircraft went to the right, into a grassy area. (Then it) spun to the right, turning 180 degrees in a large arc, crossing back to the left side of the runway (where it finally came to rest). We recovered one crescent shaped fragment (of the drag brace).” “Probable cause (for this failure): a defective drag link, bushings, or bolt at the connection point.” (The drag link/brace P/N 86280-03. The SDRS data base contains at least one similar failure.)

Part Total Time: 251.9 hours.

 

HELICOPTERS

GARLICK

Garlick (Bell): 205; Broken Tail Boom Mounts; ATA 5302

“This aircraft landed for shutdown after operating for approximately 3 flight hours,” states the submitter. “The pilot remarked the aircraft was shaking during shutdown. During post flight inspection it was found the upper left hand mount hard point (P/N 205-031-821-1P) on the tail boom (P/N 205-032-800-71) was fractured and had torn through the forward tail boom bulkhead (P/N 205-030-807-123S). After removal of the tail boom from the aircraft (facilitating replacement of the boom’s hard points and bulkhead), it was noted the lower left hand hard point (P/N 205-030-815-3) on the airframe was also cracked in 2 places, radiating from the boom mount hole to the edge of the fitting. The aircraft records do not reflect any instance of hard landing, over-torque, or other damage history. The aircraft has approximately 8,400 hours total time, and the records show the tail boom was installed approximately 5,000 hours ago (total time on the tail boom is unknown). It is suspected when the upper fitting failed inside the tail boom, the boom assembly sagged, placing excessive ‘twist’ on the lower left hand airframe mount—causing it to crack in two places.

Part Total Time: (unknown).

 

SIKORSKY

Sikorsky: S76B; Chafing Fuel Line; ATA 7330

A repair station technician states, “A fuel line from the fuel control to the fuel flow transmitter chafed approximately 30% (into) the wall thickness at the point where it passes through the front fire shield. Poor clamping arrangement and pass-through hole design in the fire shield are the cause of the chafing and (this) potential fire hazard. (I) suggest the manufacturer re-design the clamping (hardware) and pass-through holes.” (Fuel line P/N 3033606.)

Part Total Time: (unknown).

 


POWERPLANTS

CONTINENTAL

Continental: IO550 D12; Broken Through-Bolt; ATA 8520

(A Cessna A188B follows behind this engine.)

“This broken through-bolt,” says the submitter, “is located under the top of the oil cooler adapter plate, (passing) through to the number six cylinder—top front. It broke off flush at the cylinder base while in flight. The bolt’s end—which broke off with the cylinder base nut—flew out of the front of the cowl, put a gouge in the face of the prop blade, and then hit the top of the cowl, leaving a large dent. When it broke, the opposite end of the bolt was forced back against the oil cooler adapter plate with such force (the deformation penetrated) the plate (to its opposite,) gasket side. This through-bolt is the replacement (bolt) installed last August 2005 due to the original through-bolt also breaking at the same location (it managed 650 hours).

“A new cylinder base nut (P/N 652541) had been used (in this last installation), and (it was) torqued with a calibrated torque wrench to 800 inch pounds in accordance with Teledyne Continental Motors Service Bulletin 96-7C. It is ironic both bolts broke at the same location with identical break lines, the first with 650 hours since remanufacture and the replacement with 200 hours. I contacted a TCM technical representative—he said he has seen through-bolts break like this just sitting in the TCM assembly shop overnight.” (The provided part number for the bolt given as 6416311052. It doesn’t generate the expected data base response. However, the SDRS data base reflects at least 14 additional reports answering to part number 6419311075 as found in the next report. More information on this subject will be forth coming. Read also the next report.)

Part Total Time: 200.0 hours.

 

Continental: TSIO520 NB; Broken Through-Bolt; ATA 8520

(A pair of these engines are required to pull their Cessna 414A through the clouds.)

“While checking the right engine over for oil leaks,” writes the mechanic, “I found the (through bolt) nut and part of the bolt (originating) from the top forward number two cylinder lodged by the oil filter tube. The break (surfaces) on the bolt appear to be old, (indicated) by dark colors. Removal of the cylinder was necessary to replace the bolt (P/N 641931-10.75).” (The two images below depict the same bolt. Fourteen reports on these bolts are generated by the SDRS data base.)

Part Total Time: 828.3 hours.

 


ECI (CYLINDER)

ECI (cylinder): IO520 series: Cracked Cylinder; ATA 8530

The submitter for this air taxi operation writes, “I found this cylinder head cracked in the exhaust side of the head during a 50 hour inspection. This (propensity for cylinders to crack) is an ongoing problem with ECI cylinders.” (P/N given is ECI 71.2A. This engine is operated on a Beech A36. Five additional defect reports from the same operator all describe almost identical crack discrepancies with this ECI 71.2A part number cylinder. A Beech F-33A, 36, and 58 are the other reported host aircraft. Of the six individual cylinder time submissions, 501.0 hours was their average, with a low time of 471.9 hours and 1,147.3 hours for the high mark. Eight additional cylinders answering to this part number are found in the SDRS data base.)

Part Total Time: 471.9 hours.

 

AIR NOTES

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

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

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

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

 

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

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

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

 

INTERNET SERVICE DIFFICULTY REPORTING (iSDR) WEB SITE

The Federal Aviation Administration (FAA) Internet Service Difficulty Reporting (iSDR) web site is the front-end for the Service Difficulty Reporting System (SDRS) data base that is maintained by the Aviation Data Systems Branch, AFS-620, in Oklahoma City, Oklahoma. The iSDR web site supports the Flight Standards Service (AFS), Service Difficulty Program by providing the aviation community with a voluntary and electronic means to conveniently submit in-service reports of failures, malfunctions, or defects on aeronautical products. The objective of the Service Difficulty Program is to achieve prompt correction of conditions adversely affecting continued airworthiness of aeronautical products. To accomplish this, 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 data base contains records dating back to 1974. At the current time, we are receiving approximately 40,000 records per year. Reports may be submitted to the iSDR web site on active data entry form or submitted hardcopy to the address below.

The SDRS and iSDR web site point of contact is:

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 data base. This is not an all-inclusive listing of Service Difficulty Reports. For more information, contact the FAA, Regulatory Support Division, Aviation Data Systems Branch, AFS-620, located in Oklahoma City, Oklahoma. The mailing address is:

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

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

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


Federal Aviation Administration

Service Difficulty Report Data

 

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

Control Number

Aircraft Make

Engine Make

Component Make

Part Name

Part Condition

Difficulty Date

Aircraft Model

Engine Model

Component Model

Part Number

Part Location

2006FA0000224

 

 

MARATHON  

CIRCUIT BOARD

INOPERATIVE

2/28/2006

 

 

 

2001012

INVERTER

RECEIVED STATIC INVERTER FOR OVERHAUL. PRELIMINARY INSPECTION REVEALED THAT THE PRINTED CIRCUIT BOARD (PCB) HAD BEEN MODIFIED WITH IC SOCKETS. THE IC CHIPS WERE INSTALLED IN THE SOCKETS AND SEALED WITH A SILICONE LIKE SUBSTANCE RATHER THAN BEING SOLDERED DIRECTLY INTO THE PCB. JUMPER WIRE INSTALLED ON NON COMPONENT SIDE OF PCB. POOR (COLD) SOLDER JOINTS THROUGHOUT THE PCB NO SEALANT (CONFORMAL COATING) APPLIED TO NON COMPONENT SIDE OF PCCB AFTER REWORK. (K)

2006FA0000359

 

 

 

STARTER

TIGHT

3/22/2006

 

 

 

ES6462751

ENGINE

STARTER TOO TIGHT. (K)

2006FA0000348

 

 

 

STARTER

NOISY

2/27/2006

 

 

 

MHB4016R

ENGINE

STARTER WHINING, AND WILL NOT START ENGINE. WILL START WITH HAND PROP, BUT WHINES. (K)

2006FA0000354

 

 

 

TURBOCHARGER

WEAK

2/28/2006

 

 

 

4066109005

ENGINE

TURBO CHARGER WOULD NOT MAKE ENOUGH BOOST. (K)

2006FA0000351

 

 

 

STARTER

TIGHT

3/20/2006

 

 

 

ES6462751

ENGINE

STARTER IS TOO TIGHT AND WOULD NOT TURN. (K)

2006FA0000393

 

 

 

HOUSING

WORN

4/11/2006

 

 

 

ALU1003

ENGINE

THIS ALTERNATOR HAS -0- HOURS TIME-IN-SERVICE. DURING INSPECTION, PRIOR TO SALE, IT WAS DISCOVERED THAT THE ROTOR HAD EXCESSIVE LATERAL MOVEMENT AS A RESULT OF EXCESSIVE WEAR OF THE DRIVE END HOUSING BEARING BORE. THIS CONDITION WOULD HAVE LEAD TO PREMATURE FAILURE OF THE DRIVE GEAR/ALTERNATOR AND COULD HAVE LEAD TO A COMPLETE ENGINE FAILURE. HAVE SEEN THIS SAME PROBLEM IN A VERY LARGE PERCENTAGE OF THESE ALTERNATORS RETURNED TO SERVICE BY OVERHAULER. (K)

2006FA0000378

 

 

 

STARTER

MALFUNCTIONED

3/29/2006

 

 

 

MHB4016

 

BENDIX DRIVE WOULD NOT DISENGAGE. (K)

2006FA0000227

 

 

 

HOUSING

WORN

2/22/2006

 

 

 

ALU1003

ALTERNATOR

THIS ALTERNATOR HAS 0 HRS TIME IN SERVICE. DURING INSPECTION OF THIS UNIT. IT WAS DISCOVERED THAT THE DRIVE-END BEARING BORE WAS .006, OVERSIZE AND THE BEARING WAS VERY LOOSE IN THE BEARING BORE. THIS END FRAME SHOULD HAVE BEEN REJECTED DURING THE OVERHAUL PROCEDED DUE TO THE EXCESSIVE WEAR OF THE BEARING BORE. THIS SAME DEFECT WAS NOTED ON 2 OF THE LAST 3 UNITS RECEIVED. RECOMMENDATION INCLUDE A CLOSER INSPECTION FOR WEAR OF THE DRIVE END BEARING BORE SINCE THIS IS A FREQUENT PROBLEM WITH THIS MODEL. (K)

2006FA0000228

 

 

 

HOUSING

OUT OF TOLERANCE

3/2/2006

 

 

 

ALU1003

ALTERNATOR

THIS ALTERNATOR HAS 0 HOURS. DURING INSPECTIONOF THIS UNIT PRIOR TO INSTALLING ON AIRCRAFT, IT WAS DISCOVERED THAT THE ROTOR HAD EXCESSIVE SIDE PLAY AND WAS ALLOWING THE ROTOR TO RUB AGAINST THE STATOR LAMINATIONS. THE DRIVE END BEARING BORE HAS EXCESSIVE WEAR AND THE BEARING IS LOOSE IN THE BORE. THIS CONDITION WOUD HAE RESULTED IN ALTERNATOR FAILURE AND POSSIBLY RESULTED IN ENGINE FAILURE SINCE THIS UNIT IS GEAR DRIVEN BY THE ENGINE. THIS IS THE 3RD UNIT IN 3 WEEKS FROM THIS SUPPLIER THAT HAD THIS SAME PROBLEM. RETURNED FOR EVALUATION AND WARRANTY REPLACEMENT. (K)

2006FA0000438

 

 

 

PIN  

FAILED

4/17/2006

 

 

 

BK05SL

SEAT BELT BUCKLE

DURING DYNAMIC CERTIFICATION TESTING, 2-PLACE SIDE FACING DIVAN, THE BUCKLE ON THE AFT ANTHROPOMORPHIC TEST DUMMY (ATD) POSITION RESTRAINT SYSTEM DISENGAGED ALLOWING THE ATD TO MOVE UNRESTRAINED. PROBABLE CAUSE APPEARS TO BE FAILURE OF THE BUCKLE`S LOCKING PIN TO FULLY ENGAGE THE STRIKING PLATE (CONNECTOR) ON THE OPPOSITE HALF OF THE LAP BELT. PART MAY HAVE BEEN DEFECTIVE. MFG SHOULD IMPROVE INSPECTION PROCESS TO ENSURE THAT NO DEFECTIVE PARTS LEAVE THEIR FACILITY. (K)

2006FA0000451

 

LYC  

LYC  

VALVE

MALFUNCTIONED

5/5/2006

 

O360J2A

0360J2A

 

 

NEW ENGINE IN NEW HELICOPTER. AFTER FLYING 1.5 HOURS, ENGINE WILL START POPPING AND BACKFIRING, CAUSING AN AUTOROTATION. MFG SAID IT'S A NORMAL MAINTENANCE ITEM TO REMOVE VALES AND REAM VALVE GUIDES.

2006FA0000335

 

PWA  

PWA  

SLEEVE

SHIFTED

3/22/2006

 

PT6A27

PT6A27

3013132

ENGINE

OPERATOR ATTEMPTED TO ROTATE THE PROPELLER DURING A PREFLIGHT CHECK AND NOTED PROP SHAFT LOOSENESS AND DRAG. THE ENGINE WAS REMOVED FOR REPAIR. EXAMINATION OF THE 2ND STAGE CARRIER IN THE RGB REVEALED THAT THE SLEEVE USED TO REPAIR THE NR 5 BEARING JOURNAL HAD SHIFTED OFF OF THE JOURNAL. THERE WAS NO COLLATERAL DAMAGE DUE TO SLEEVE SHIFT.

2006FA0000435

AGUSTA

PWA  

 

ROD END

SEPARATED

4/11/2006

A119

PT6*

 

109011211101

MAIN ROTOR

DURING DAILY INSPECTION FOUND RED BLADE MAIN ROTOR DAMPER OB ROD END HAD COME APART. BEARING HAD SEPARATED COMPLETELY FROM ROD END. (K)

2006FA0000505

AIRBUS

GE  

 

BEARING

WORN

9/9/2005

A340*

CFM56*

 

3053519050

POS 5,ROLLER BRG

BEARING IS FROM SNR PRODUCTION. ROLLER BEARING WAS SENT FOR AN INSPECTION. WE COULD ONLY PERFORM A LEVEL 1 INSPECTION, WITHOUT DISASSEMBLING THE INNER RING, CAGE AND ROLLERS. DURING THE INSPECTION OF THE BEARING, NOTICED SOME HEAVY WEAR TRACES AND MARKS ON THE CIRCUMFERENCE OF DIFFERENT ROLLER. THE DIAMETER OF ONE ROLLER SHOWS AN IMPORTANT NOTCH WITH RAISED METAL ON ITS DIAMETER PARALLEL TO ITS ROTATION AXIS. ON EACH SIDE OF THE NOTCH THE DEFECT IS FOLLOWED BY A CRACK. THE TOTAL LENGTH OF THE NOTCH PLUS THE CRACK ON EACH SIDE IS ABOUT ONE THIRD OF THE ROLLER LENGTH.

2006FA0000436

AMD  

GARRTT

 

PUMP

FAILED

4/5/2006

FALCON10

TFE731*

 

4005303

LT ENGINE

NR 1 HYDRAULIC PUMP FAILED ON TAKEOFF ROLL. REMOVED PUMP AND INSPECTED BUT FOUND NO OBVIOUS PHYSICAL DEFECTS. REMOVED HYDRAULIC SYSTEM FILTER AND INSPECTED FOR DEBRIS, NONE NOTED. INSTALLED SERVICEABLE HYDRAULIC PUMP IN NR 1 POSITION, ALL SYSTEMS FUNCTION NORMALLY. (K)

THMN4113SQ120

AMD  

 

 

COWLING

CRACKED

5/8/2006

FALCON20

 

 

MY20552302

ENGINE

RT UPPER ENGINE COWL AFT IB BRACKET CRACKED AT CORNER. MADE AIRWORTHY REPAIR IAW SRM 54-20-43 AND SRM 51-10-22.

2006FA0000443

AMD  

 

 

COWLING

SEPARATED

4/19/2006

FALCON2000

 

 

F2MA581200817

LT ENGINE

AIRCRAFT WAS RETURNING TO HOME FIELD AFTER MAINTENANCE WHEN CREW HEARD A LOUD NOISE AND ELECTED TO RETURN TO DEPARTURE. AFTER ENGINE SHUTDOWN, IT WAS DETERMINED THAT THE LT ENGINE UPPER AND LOWER COWLING HAD SEPARATED FROM THE AC IN FLIGHT. SB CONCERNING COWLING SEPARATION, HAD BEEN PREVIOUSLY APPLIED. COWL SEPARATION HAS BEEN THE SUBJECT OF PREVIOUS SERVICE ADVISORIES AND SERVICE NEWS FLASHES. (K)

2006FA0000444

AMD  

 

 

COWLING

SEPARATED

4/19/2006

FALCON2000

 

 

F2MA581260813

LT ENGINE

AC WAS RETURNING TO HOME FIELD AFTER MAINTENANCE WHEN CREW HEARD A LOUD NOISE AND ELECTED TO RETURN TO DEPARTURE. AFTER ENGINE SHUT-DOWN, IT WAS DETERMINED THAT THE LT ENGINE UPPER AND LOWER COWLING HAD SEPARATED FROM THE AC IN FLIGHT. SB CONCERNING COWLING SEPARATION, HAD BEEN PREVIOUSLY APPLIED. COWL SEPARATION HAS BEEN THE SUBJECT OF PREVIOUS SERVICE AD AND SERVICE NEWS FLASHES. (K)

PAZR200620412

AMD  

 

AMD  

PLUG

CORRODED

4/28/2006

FALCON20F5

 

 

MY201121605

ZONE 700

DURING THE COURSE OF REPLACING THE LT MLG ASSEMBLY, THE TECHNICIAN, UPON VISUAL INSPECTION AFTER REMOVAL OF MLG ASSY, FOUND SIGNS OF CORROSION ON THE PLUG, P/N MY20112-1605. UPON FURTHER DISASSEMBLY, IT WAS NOTED THAT THE CORROSION HAD GONE THROUGH THE PLUG. THE SEALANT ON ONE SIDE OF THE PLUG WAS PREVENTING FUEL LEAKAGE. PART WAS ORDERED FROM MFG AND REPLACED WITH A NEW PLUG, P/N MY20112-1605-1. IT APPEARS THAT THE NEW PLUG HAS A DIFFERENT DESIGN AND PAINT PROTECTION SYSTEM; THUS AIDING IN THE PREVENTION OF FUTURE CORROSION. THE AIRCRAFT WAS MFG. IN 1979.

2006FA0000286

AMTR

 

 

THROTTLE CABLE

BINDING

2/27/2006

SONEX

 

 

 

COCKPIT

AIRCRAFT EXPERIENCED A LOSS OF POWER, AND A SUBSEQUENT FORCED LANDING RESULTING IN EXTENSIVE DAMAGE TO THE AIRCRAFT, DUE TO THE THROTTLE BEING STUCK IN THE IDLE POSITION. WHILE REDUCING POWER TO THE ENGINE PILOT EXPERIENCED BINDING IN THE THROTTLE CABLE , FURTHER ATTEMPTS TO FREE THE THROTTLE RESULTED IN THE THROTTLE BEING STUCK IN THE IDLE POSITION. FOLLOW ON INSPECTIONS OF THE CARBURETOR AND ASSOCIATED LINKAGE FOUND EXCESSIVE PLAY IN THE CABLE BETWEEN THE THROTTLE CONTROL AND THE FIREWALL. THE EXCESS SLACK IN CABLE WAS NOT SECURED OR CLAMPED CAUSING THE CABLE ASSEMBLY TO BEND WHILE MOVING THE THROTTLE AND CAUSING BINDING.

2006FA0000500

BBAVIA

LYC  

 

SPAR

CRACKED

4/28/2006

7GCBC

O320*

 

271L 

LT WING

DURING WING RECOVER, FOUND LT WING FRONT SPAR WITH A CRACK ORIGINATING AT THE BUTT END, FOLLOWING THE WOOD GRAIN OB THROUGH UPPER ATTACH BRACKET HOLES AND EXTENDING APPROXIMATELY 1 INCH PAST IB MOST FUEL TANK SUPPORT BRACKET, UPPER HOLE. NO EVIDENCE OF CRACKS IN BUTT ENG SPAR DOUBLERS. TOTAL LENGTH OF CRACK APPROX 8.3750 INCHES. NO RECOMMENDATION FOR CAUSE OR RECURRENCE. (K)

2006FA0000519

BEECH

 

 

ACTUATOR

UNSERVICEABLE

3/31/2006

200BEECH

 

 

508202085

NOSE GEAR

AIRCRAFT NOSE WHEEL FAILED TO EXTEND WHEN GEAR SELECTOR WAS PLACED IN DOWN POSITION. NOSE GEAR WAS OBSERVED BY TOWER PERSONNEL TO BE PARTIALLY EXTENDED BUT NOT LOCKED DOWN. PILOT ATTEMPTED EMERGENCY EXTENSION WITHOUT SUCCESS. AIRCRAFT LANDED ON MAIN GEAR AND SLOWED AS MUCH AS POSSIBLE BEFORE LOWERING NOSE TO GROUND. AIRCRAFT SUSTAINED VERY LITTLE DAMAGE UPON LANDING. ENGINES WERE SHUT DOWN AND PROPELLERS FEATHERED PRIOR TO LOWERING NOSE. DAMAGE WAS CONTAINED TO RAYDOME, PITOT TUBES, NOSE GEAR DOORS AND PROPELLERS. AIRCRAFT WAS FURTHER DAMAGED DURING RECOVERY PHASE WHEN HOISTING STRAP BROKE AND AIRCRAFT FELL BACK TO GROUND APPROX 4 FEET CAUSING STRUCTURE DAMAGE TO AFT FUSELAGE BEHIND PRESSURE BULKHEAD.

2006FA0000420

BEECH

PWA  

BEECH

BUSS BAR

CORRODED

4/14/2006

200BEECH

PT6*

 

50369101163

RT WING

DURING SCHEDULED INSPECTION FOUND EXCESSIVE CORROSION ON RT WS 54.80 WEB HOT BATTERY BUS PANEL BUS BAR AND FUSE HOLDERS, REQUIRING COMPONENT REPLACEMENT. AIRCRAFT PREVIOUSLY MODIFIED WITH SEALED LEAD-ACID BATTERY. HAVE NOTED SIMILAR CORROSION ISSUES ON OTHER OLDER AC MODIFIED WITH LEAD-ACID BATTERY INSTALLATIONS. RECOMMEND THAT AREAS ADJACENT TO THE BATTERY BOX SHOULD BE INSPECTED CAREFULLY FOR CORROSION EACH SCHEDULED PHASE INSPECTION, ESPECIALLY THE ELECTRICAL SYSTEM COMPONENTS, FOR AIRCRAFT RETROFITTED WITH LEAD-ACID BATTERIES. (K)

2006FA0000449

BEECH

PWA  

BEECH

LIGHT

BURNED OUT

5/1/2006

200BEECH

PT6A41

 

6900042000

CABIN

FLUORESCENT LIGHT ASSY FAILED AND DISPERSED SMOKE IN CABIN. POWER SUPPLY GOT HOT AND DAMAGED ADJACENT INSULATION. LIGHT ASSY WAS REPLACED WITH FACTORY NEW.

2006FA0000450

BEECH

PWA  

BEECH

LIGHT

BURNED OUT

5/1/2006

200BEECH

PT6A41

 

6900042000

CABIN

FLUORESCENT LIGHT ASSY FAILED AND DISPERSED SMOKE IN CABIN. POWER SUPPLY GOT HOT AND DAMAGED ADJACENT INSULATION. LIGHT ASSY WAS REPLACED WITH FACTORY NEW.

2006FA0000422

BEECH

 

 

TUBE

BROKEN

4/10/2006

400A

 

 

45A6351771

BLEED AIR SYS

DURING RECURRING 400 HR INSPECTION REQUIRED BY AD, FOUND AFT FUSELAGE RT BLEED AIR DUCT ASSY. BELLOWS BRAIDED WIRE MESH BLOWN OUT OF END FITTINGS. SUSPECTED TO BE CAUSED BY BLEED AIR LEAK FROM EITHER CRACKED BELLOWS OR FATIGUE/TUBING MIS-ALIGNMENT STRESS. REPLACED TUBE ASSY WITH SUPERSEDING (PN 45A63517-075) TUBE ASSY. RECOMMEND POSSIBLE AFT FUSELAGE BLEED AIR TUBING OF OLDER PN`S HAVE A 5000 HR LIFE LIMIT. (K)

2006FA0000421

BEECH

 

BEECH

SCREW

WRONG PART

4/10/2006

400A

 

 

MS27039109

FLOOR PANEL

DURING INSPECTION IAW MFG SB, FOUND BRAKE HYDRAULIC LINE DAMAGED BY FLOOR PANEL ATTACHING SCREW. REPAIRED TUBING AND MODIFIED FLOOR PANELS IAW SB. HAVE FOUND THIS SAME CONDITION ON OTHER AIRCRAFT. (K)

OMKR200600002

BEECH

 

 

RIB  

CRACKED

5/9/2006

400A

 

 

45A21104642

ZONE 300

CRACKED ROLLER RIB ASSEMBLY.

OMKR200600003

BEECH

 

 

RIB  

CRACKED

5/10/2006

400A

 

 

45A21104641

HORIZ STAB

CRACKED ROLLER RIB SUPPORT.

79965

BEECH

 

 

HUB  

CORRODED

4/4/2006

58  

 

 

E71693

PROPELLER

HUB CORRODED BEYOND REPAIR IAW MFG OVERHAUL MANUAL.

2006FA0000486

BEECH

 

 

GASKET

SWOLLEN

5/11/2006

58  

 

 

331996

WHEEL WELL

THE FUEL FILTER GASKETS SWELLED CAUSING THE FUEL FILTERS TO LEAK A LARGE AMOUNT OF FUEL OB WHILE IN FLIGHT. THE PILOT WAS UNAWARE OF THE LOSS OF FUEL UNTIL AFTER LANDING. APPARENTLY GASKETS ARE NOT COMPATIBLE WITH CURRENT BLENDS OF 100LL. WAS TOLD BY MFG TECHS THAT LOCAL AVGAS MAY HAVE LARGER AMOUNTS OF BENZENE AND TOULENE AND MAY BE CAUSING THE SWELLING OF THE GASKETS. THIS PROBLEM HAS OCCURRED MULTIPLE TIMES. PROBLEM UNRESOLVED AT THIS TIME.

2006FA0000487

BEECH

 

 

GASKET

SWOLLEN

5/11/2006

58  

 

 

331996

WHEEL WELL

THE FUEL FILTER GASKETS SWELLED CAUSING THE FUEL FILTERS TO LEAK A LARGE AMOUNT OF FUEL OVERBOARD WHILE IN FLIGHT. THE PILOT WAS UNAWARE OF THE LOSS OF FUEL UNTIL AFTER HE LANDED. APPARENTLY GASKETS ARE NOT COMPATIBLE WITH CURRENT BLENDS OF 100LL. WAS TOLD BY MFG TECHS THAT LOCAL AVGAS MAY HAVE LARGER AMOUNTS OF BENZENE AND TOULENE AND MAY BE CAUSING THE SWELLING OF THE GASKETS. THIS PROBLEM HAS OCCURRED MULTIPLE TIMES. PROBLEM UNRESOLVED AT THIS TIME.

2006FA0000488

BEECH

 

 

GASKET

SWOLLEN

5/11/2006

58  

 

 

331996

WHEEL WELL

THE FUEL FILTER GASKETS SWELLED CAUSING THE FUEL FILTERS TO LEAK A LARGE AMOUNT OF FUEL OVERBOARD WHILE IN FLIGHT. THE PILOT WAS UNAWARE OF THE LOSS OF FUEL UNTIL AFTER HE LANDED. APPARENTLY GASKETS ARE NOT COMPATIBLE WITH CURRENT BLENDS OF 100LL. WAS TOLD BY RAYTHEON TECHS THAT LOCAL AVGAS MAY HAVE LARGER AMOUNTS OF BENZENE AND TOULENE AND MAY BE CAUSING THE SWELLING OF THE GASKETS. THIS PROBLEM HAS OCCURRED MULTIPLE TIMES. PROBLEM UNRESOLVED AT THIS TIME.

2006FA0000538

BEECH

CONT

 

CAMSHAFT

WORN

5/10/2006

58  

IO520CB

 

 

ENGINE

COMPRESSION CHECKED ENGINE, NR 2 CYLINDER 40/80. REMOVED NR 2 CYL FOR REPAIR. INSP INSIDE OF ENG, FOUND NR 1 CYL EXHAUST LIFTER/CAM LOBE BADLY WORN. UNKNOWN HOW LONG IT HAS BEEN LIKE THIS, KNOW IT WOULD NOT HAVE LASTED TOO MUCH LONGER. REBUILT/ZERO TIMED. AIRPLANE SHOWN TO HAVE FLOWN AS LITTLE AS 5 HRS IN 9 MONTHS. SUSPECT TOO LONG PERIOD BETWEEN ENGINE RUNS, LOSING OIL FILM ON LIFTER/LOBE CONTACT, MAYBE LITTLE CORROSION, CAUSING METAL /METAL WEAR AND (GALLING) BEARING SURFACES. HAVE BEEN PULLING WAY TOO MANY CYLINDERS LATELY DUE TO LONG PERIODS OF STORAGE OF AIRCRAFT THAT WERE NOT PRESERVED FOR STORAGE. (K)

2006FA0000455

BEECH

CONT

 

CYLINDER

CRACKED

4/18/2006

58  

IO550*

 

AEC65385

LT ENGINE

NR 2 CYLINDER COMPLETELY CRACKED ALL THE WAY AROUND AFT OF VALVES. (LT ENGINE) (K)

2006FA0000457

BEECH

CONT

 

CYLINDER

CRACKED

4/18/2006

58  

IO550*

 

AEC65385

LT ENGINE

NR 4 CYLINDER CRACKED AFT OF VALVES. (STILL HAD GOOD COMPRESSION BUT COULD HEAR AIR) (LT ENGINE) (K)

2006FA0000454

BEECH

CONT

 

CYLINDER

CRACKED

4/18/2006

58  

IO550*

 

AEC65385

LT ENGINE

NR 5 CYLINDER CRACKED AFT OF VALVES. (STILL HAD GOOD COMPRESSION BUT COULD HEAR AIR) (LT ENGINE) (K)

2006FA0000456

BEECH

CONT

 

CYLINDER

CRACKED

4/18/2006

58  

IO550*

 

AEC65385

LT ENGINE

NR 6 CYLINDER CRACKED AFT OF VALVES. (STILL HAD GOOD COMPRESSION COULD HEAR AIR.) (LT ENGINE) (K)

2006FA0000453

BEECH

CONT

 

CYLINDER

CRACKED

4/18/2006

58  

IO550C

 

AEC65385

RT ENGINE

NR 1 CYLINDER CRACKED AT SPARK PLUG HOLE. (RT ENGINE) (K)

2006FA0000511

BEECH

CONT

 

LINE

CHAFED

5/4/2006

58  

IO550C

 

9696001123

ENGINE

2 LINES CHAFFING TOGETHER. NEED TO SEPARATE THE LINES. LOW OIL PSI IN FLIGHT. PILOT SHUTOFF ENGINE IN FLIGHT AND LANDED THE AIRCRAFT. REMOVED AND REPLACED THE LINE. (K)

EY2R0079965

BEECH

 

 

HUB  

CORRODED

4/21/2006

58P  

 

 

E71693

PROPELLER

CORROSION ON PROPELLER HUB.

PAI5200604049

BEECH

 

CLEVELAND  

PLATE

CRACKED

4/17/2006

95B55

 

 

7540 

RT BRAKE

DURING ANNUAL INSPECTION FOUND RT BRAKE TORQUE PLATE CRACKED .7500 OF THE LENGTH OF THE CALIPER PIN BORE.

2006FA0000423

BEECH

LYC  

 

DRAG BRACE

BROKEN

4/19/2006

A24R

IO360A1A

 

1698200111

NLG 

THE AIRCRAFT TOUCHED DOWN UNEVENTFUL. DURING ROLLOUT, THE NOSE GEAR COLLAPSED ABOUT 1500 FT AFTER TOUCHDOWN. THE DRAG BRACE FAILED AT THE YOKE WHERE IT ATTACHES TO THE NOSE GEAR. (K)

PAI5200503774

BEECH

 

BEECH

BRACKET

CRACKED

10/19/2005

A36  

 

 

354100779

ZONE 700

DURING ANNUAL INSPECTION, FOUND LT NOSE GEAR DOOR RETRACT BRACKET CRACKED COMPLETELY THROUGH ON ONE SIDE. NOSE GEAR RETRACT ROD ATTACHES TO THIS BRACKET, WHICH IS RIVETED TO THE NOSE GEAR DOOR.

2006FA0000489

BEECH

CONT

 

CYLINDER

SEPARATED

5/3/2006

A36  

IO550B

 

AEC631397

ENGINE

NR 2 CYLINDER HEAD (SN 2253724) SEPARATION WITH 170.2 TOTAL SINCE NEW. NR 6 CYLINDER HEAD (SN 223899) SEPARATION WITH 171.7 TOTAL SINCE NEW. AD 2004-08-10 N/A TO SN. RECOMMEND ALL SN`S APPLICABLE AND REOCCURING CHECKS FOR ECI CYLINDERS USING M 91-6. (K)

2006FA0000464

BEECH

 

 

BOLT

CRACKED

5/9/2006

B36TC

 

 

130909B103

WING ATTACH

MAG PART INSP FOUND FWD WING ATTACH POINTS BOLT P/N 130909B103 AND 131790-3 WITH CRACKS. THE BOLTS WERE INSTALLED NEW IN FWD WING BOLT FITTINGS ON BEECH MODEL 36 SERIES AIRCRAFT S/N EA-455 ON 1/25/2002. THE LH UPPER BOLT (P/N 130909B103) WAS REMOVED FOR IT'S FIRST 5 YEAR NDT INSPECTION AND WAS CRACKED AT THE HEAD RADIUS USING MAG PART NDT PROCESS. PART TOTAL TIME 142 HRS SINCE INSTALLED. NO DAMAGE NOTED ON THE ASSOCIATED WING FITTING THAT WOULD INDICATE A CONTRIBUTING STRESS CONDITION. THE RT LOWER WING BOLT ON THE OPPOSITE SIDE OF THE A/C WAS ALSO CRACKED IN THE SAME LOCATION. THIS BOLT IS A DIFFERENT P/N (131790-3). BEECH TECH SUPPORT WAS GIVEN THE BOLTS & INFO FOR EVALUATION.

2006FA0000465

BEECH

 

 

BOLT

CRACKED

5/9/2006

B36TC

 

 

1317903

WING ATTACH

MAG PART INSP FOUND FWD WING ATTACH POINTS BOLT P/N 130909B103 AND 131790-3 CRACKED. BOLTS INSTALLED NEW IN FWD WING BOLT FITTINGS ON BEECH MODEL 36 SER A/C S/N EA-455 ON 1/25/2002. THE LT UPPER BOLT (P/N 130909B103) REMOVED FOR FIRST 5 YEAR NDT INSPECTION AND WAS CRACKED AT THE HEAD RADIUS. USED MAG PART INSP. TTSN 142 HRS. NO DAMAGE WAS NOTED ON THE ASSOCIATED WING FITTING THAT WOULD INDICATE A CONTRIBUTING STRESS CONDITION. RT LOWER WING BOLT ON THE OPPOSITE SIDE OF THE A/C ALSO CRACKED IN SAME LOCATION. THIS BOLT IS A DIFFERENT P/N (131790-3). BEECH TECH SUPPORT GIVEN BOLTS AND ALL THE INFO PERTINENT TO THESE PARTICULAR BOLTS FOR EVALUATION. OPERATING CONDITIONS OF THE AIRCRAFT ARE UNKNOWN.

2006FA0000252

BEECH

 

 

BOOT

MISMANUFACTURED

2/22/2006

B90  

 

 

SMR20142112

WINGS

ON INSTALLATION OF NEW LT AND RT WING DE-ICE BOOTS, PMA P/N SMR2014-21-1, -2, WAS DISCOVERED AIR INLET TUBES ARE INSTALLED IN WRONG LOCATION, MAKING IT IMPOSSIBLE TO MATCH BOOT CENTERLINE WITH LE CENTERLINE. OEM DRAWINGS SHOW 1 INCH FROM BOOT CENTERLINE TO INLET TUBE CENTERLINE. SMR BOOTS HAVE 1.5625 INCH. ONLY WAY THIS BOOT CAN BE INSTALLED IS TO SHIFT ENTIRE BOOT UP ON WING AT LEAST .5626 INCH. CAUSES CONCERN FOR CHANGE IN STALLING SPEED AT SLOW FLIGHT WITH BOOTS INFLATED. SMR HAS SOLD APPROX 20 UNITS WITH NO COMPLAINTS. SEVERAL MECHANICS (THAT IS JUST REF LINE ON BOOT, GO AHEAD AND GLUE THEM ON). SMR HAS BEEN VERY HELPFUL AND CONCERNED. OEM BOOTS WERE PURCHASED, INSTALLED. SMR BOOTS WERE RETURNED.

2006FA0000251

BEECH

 

 

BOOT

MISLOCATED

2/22/2006

B90  

 

 

SMR20142112

WINGS

UPON INSTALLATION OF NEW LT AND RT WING DE-ICE BOOTS WITH NEW PMA P/N SMR2014-21-1, AND -2, IT WAS DISCOVERED THE AIR INLET TUBES ARE INSTALLED IN THE WRONG LOCATION, MAKING IT IMPOSSIBLE TO MATCH THE BOOT CENTERLINE WITH THE LE CENTERLINE. MFG AND OEM DRAWINGS SHOW 1 INCH FROM BOOT CENTERLINE TO INLET TUBE CENTERLINE. SMR BOOTS HAVE 1.5625 INCH. THE ONLY WAY THIS BOOT CAN BE INSTALLED IS TO SHIFT THE ENTIRE BOOT UP ON THE WING AT LEAST .5625 INCH. THIS CAUSES CONCERN FOR CHANGE IN STALLING SPEED AT SLOW FLIGHT WITH THE BOOTS INFLATED. SMR HAS BEEN VERY HELPFUL AND CONCERNED. OEM BOOTS WERE PURCHASED AND INSTALLED. SMR BOOTS WERE RETURNED.

2006FA0000463

BEECH

 

 

WHEEL

CRACKED

4/27/2006

C90A

 

 

300257

MLG 

CRACKED IB WHEEL HALF CAUSING LOSS OF TIRE AIR PRESSURE. NOTE: THIS WAS A BRAND NEW PART ON A NEW AIRPLANE. NOT AN OVERHAULED PART (SEE 5(I) AND 6(I)

2006FA0000430

BEECH

CONT

 

MOUNT

CRACKED

3/31/2006

D35  

E2258

 

34415377

ENGINE

MOUNT WAS CROOKED IN WELD. THINK IT HAPPENED DUE TO TIME ON PORT AND AGE OF AIRCRAFT. CLOSE INSPECTION OF THIS AREA DURING ROUTINE MAINTENANCE (UPPER LT, MOUNT CLUSTER/ WEB .1250 INCH CRACK). (K)

2006FA0000524

BEECH

 

CONT

PUMP

BROKEN

5/21/2006

F33A

 

 

1U478003

ENGINE

VACUUM PUMP FAILURE INFLIGHT - FIRST NOTICED ATTITUDE CHANGE (STARTED DECENDING RAPIDLY) (AUTOPILOT ENGAGED)

2006FA0000527

BEECH

CONT

CONT

PUMP

FAILED

5/21/2006

F33A

IO520B

 

1U478003

ENGINE

VACUUM PUMP FAILURE INFLIGHT, FIRST NOTICED ATTITUDE CHANGE (STARTED DECENDING RAPIDLY) (AUTOPILOT ENGAGED).

2006FA0000492

BELL  

 

 

COUPLING

FAILED

3/2/2006

206B

 

 

5001908

HYD PUMP

HYDRAULIC PUMP TACH DRIVE COUPLING BRAZE WELDING FAILED, CAUSING COUPLING TO SEPARATE FROM DRIVE GEAR SHAFT. MFG SHOULD CHECK THE STRENGTH OF BRAZE AFTER WELDING. WHEN THIS COUPLING FAILS, LOSS OF ROTOR TACH OCCURS. (K)

2006FA0000490

BELL  

ALLSN

 

COUPLING

SEPARATED

3/2/2006

206B

250C20

 

5001908

HYD PUMP

HYDRAULIC PUMP TACH DRIVE COUPLING BRAZED WELDING FAILED CAUSING COUPLING TO SEPARATE FROM DRIVE GEAR SHAFT. MFG SHOULD CHECK THE STRENGTH OF BRAZE AFTER WELDING. WHEN THIS COUPLING FAILS, LOSS OF ROTOR TACH OCCURS. (K)

2006FA0000491

BELL  

ALLSN

 

COUPLING

FAILED

3/2/2006

206B

250C20B

 

5001908

HYD PUMP

HYDRAULIC PUMP TACH DRIVE COUPLING BRAZED WELDING FAILED CAUSING COUPLING TO BECOME LOOSE. MFG SHOULD CHECK THE STRENGTH OF BRAZE AFTER WELDING. WHEN THIS COUPLING FAILS, LOST OF ROTOR TACH OCCURS. (K)

YTRR109168

BELL  

 

 

GEARBOX

CRACKED

5/4/2006

206L4

 

 

206033426001A

TAIL ROTOR

DURING ROUTINE 100-HOUR AIRFRAME INSPECTION, FOUND TAIL ROTOR GEARBOX CASTING CRACKED.

DU4R2006367

BOEING

 

 

SKIN

DENTED

4/12/2006

727223

 

 

 

RT WING SLAT

S/O 304001, N/R 23584 - RT WING NR 5 SLAT TOPSIDE L/E DENTED. CUT OUT DENT THAT WAS OUT OF LIMITS. FABRICATED AND INSTALLED REPAIR SKIN DOUBLER 5.5 INCH X 5.5 INCH FROM 2024-T3 .016 AND 2 EA. SKIN REPAIR DOUBLERS 4.1 INCH X 4.1 INCH AND 1.6 INCH X 1.6 INCH 2024-T3 .040 IAW SRM 55-50-3 FIG. 1, AND 51-30-2.

DU4R2006368

BOEING

 

 

AILERON

DENTED

4/12/2006

727223

 

 

 

RT WING

S/O 304001) N/R 24581, RT WING IB AILERON NUMEROUS DENTS. REMOVED DENTED SKIN. FABRICATED AND INSTALLED REPAIR SKIN DOUBLER 5.5 INCH X 5.5 INCH FROM 2024-T3 .016 AND 2 EA. SKIN REPAIR DOUBLER 24 INCH X 54 INCH FROM 2024-T3 .040 IAW SRM 51-10-2 AND 51-30-2.

DU4R2006364

BOEING

 

 

SEAT TRACK

CORRODED

4/12/2006

727223

 

 

656426110

FUSELAGE

S/O 304001) N/R 21656, CORROSION ON LT OB SEAT TRACK AT BS 1080. MECHANICALLY REMOVED CORROSION FOUND OUT OF LIMITS. REMOVED AND REPAIRED SEAT TRACK WITH P/N 65-64261-10 IAW SRM 51-30-2.

DU4R2006366

BOEING

 

 

SKIN

GOUGED

4/12/2006

727223

 

 

 

FUSELAGE

S/O 304001) N/R 21743, 2 GOUGES IN SKIN ON LT SIDE OF FS 460 AND 4 INCHES BELOW S-14 BELOW NR 5 WINDOW. FABRICATED AND INSTALLED 2 EA. DOUBLERS 4.5 INCH AND 4.3 DIAMETER FROM 2024-T3 .071 AND 1 EA, .7500 INCH DIAMETER FROM 2024-T3 .050 IAW SRM 53-30-3 FIG. 13, MM 25-21-01.

DU4R2006369

BOEING

 

 

FRAME

CORRODED

4/12/2006

727223

 

 

6523369

FUSELAGE

S/O 304001) N/R 24783 CORROSION FOUND INSIDE THE HOLE OF UPLOCK HOOK INSTALL FITTING BOTH FWD AND AFT SIDE. REMOVED 2 EA BUSHINGS (REPAIR SLEEVES) IAW SOPM 32-32-51. REWORKED FRAME HOLE 9 IAW OHM 32-37-02 AND SRM 51-10-1. FABRICATED AND INSTALLED 2 EA. REPAIR SLEEVES IAW OHM 32-37-02 FIG. 404, 405 AND SOPM 20-50-3. REINSTALLED UPLOCK FRAME AND UPLOCK ASSY IAW MM 32-32-51.

DU4R2006365

BOEING

 

 

FLOOR SUPPORT

CORRODED

4/12/2006

727223

 

 

 

FUSELAGE

S/O 304001) N/R 21660, CORROSION ON FLOOR SUPPORT THAT ATTACHES TO CUSP WEB AT BS 1070 - 1030 LT. MECHANICALLY REMOVED CORROSION FOUND OUT OF LIMITS. CUT AND TRIMMED CORRODED SECTION. FABRICATED AND INSTALLED FLOOR SUPPORT ANGLES 88.0 INCH X 4.50 FROM 7075-T6 .080 AND 10.0 INCHES X 1.80 INCHES X 1.50 INCHES 7075-T6 .090 IAW SRM 51-30-2.

DU4R200636

BOEING

 

 

FLOOR SUPPORT

CORRODED

4/12/2006

727223

 

 

 

FUSELAGE

S/O 304001) N/R 21660, CORROSION ON FLOOR SUPPORT THAT ATTACHES TO CUSP WEB AT BS 1070 - 1030 LT. MECHANICALLY REMOVED CORROSION FOUND OUT OF LIMITS. CUT AND TRIMMED CORRODED SECTION. FABRICATED AND INSTALLED FLOOR SUPPORT ANGLES 88.0 INCHES X 4.50 FROM 7075-T6 .080 AND 10.0INCHES X 1.80 INCHES X 1.50 INCHES 7075-T6 .090 IAW SRM 51-30-2.

DU4R2006359

BOEING

 

 

FLAP

DELAMINATED

4/12/2006

727223

 

 

 

LT WING

S/O 304001 N/R 21634 - LT IB FORE FLAP UPPER SIDE HAS DISBOND AFT OF CENTER ACCESS PANEL. CUT OUT DISBONDED UPPER SKIN AND HONEYCOMB. FABRICATED AND BONDED DOUBLERS 13-5/8" X 11" AND 12-1/2" X 11-1/4" AND 9-1/4" X 8? X 5" X 5" X 5" FROM 2024-T3 .016 AND AND 2 EA. HONEYCOMB REPAIRS 9-1/4" X 5" X 5" X 5" X 8" FROM BMS4-4 IAW B727 SRM 57-50-2 PG. 5, 51-40-20 PG. 15, 22, 23, 44 - 47, 53-57, 59, 62 AND 51-40-23 PG. 1-8.

DU4R2006358

BOEING

 

 

TAB  

DELAMINATED

4/12/2006

727223

 

 

 

RT AILERON

S/O 304001; NR 21453 - RT IB AILERON TAB DELAMINATED AT LOWER SURFACE OUTER L/E AREA. CUT OUT DISBONDED SKIN. FABRICATED AND BONDED DOUBLER 10.5 X 3.7500 INCH X 9 X 3.5 X 2.2500 INCH AND FILLER 8 INCH X 1.7500 INCH X 7.2500 INCH X 1 INCH X 1 INCH FROM 2024-T3, .012 IAW SRM 51-40-20 PG. 14, 15, 42 - 47 AND 62, 51-60-3 AND 51-80-3.

DU4R2006363

BOEING

 

 

SEAT TRACK

CORRODED

4/12/2006

727223

 

 

BAC1518338

FUSELAGE

S/O 304001, N/R 21653 - CORROSION ON IB SIDE OF SEAT TRACK ALONG RADIUS AT BS 1090 - 1030 LBL 40. CUT OUT CORRODED AREA OF SEAT TRACK. FABRICATED AND INSTALLED SEAT TRACK REPAIR 18 INCHES X 3.5 FROM BAC1520-792 IAW SRM 51-30-2, 51-20-2 AND 51-10-1.

DU4R2006362

BOEING

 

 

FLOORBEAM

CORRODED

4/12/2006

727223

 

 

BAC1518338

FUSELAGE

S/O 304001) N/R 21652 - CORROSION ON BS 1070 LBL 10 FLOOR BEAM. CUT OUT CORRODED AREA. FABRICATED AND INSTALLED FLOORBEAM REPAIR 22.20 INCHES FROM BAC1505-100617 7075-T73 AND 22.20 INCHES FROM BAC1490-2831 7075-T6 IAW SRM 53-10-8 FIG. 8, AND 51-10-1.

DU4R2006360

BOEING

 

 

FLAP

CHAFED

4/12/2006

727223

 

 

 

LT WING

S/O 304001) N/R 21637 - LT IB FORE FLAP UNDER SIDE LEADING EDGE 8 INCHES FROM OB END HAS CHAFED AREA. BLENDED CHAFED AREA, FOUND OUT OF LIMITS, FABRICATED AND INSTALLED DOUBLER 3.750 INCHES X 6.0 INCHES FROM 2024-T3 .063 IAW SRM 57-50-04 PG. 2-3.

DU4R2006361

BOEING

 

 

FLAP

DEBONDED

4/12/2006

727223

 

 

 

LT WING

S/O 304001) N/R 21640 - LT IB FT FLAP IB END HAS AREA OF DEBOND. REPAIRED BY CLEANING, PREPPED AND REPAIRED IAW SRM 51-40-21 FIG. 1.

DU4R2006370

BOEING

 

 

SKIN

DELAMINATED

4/14/2006

727223

 

 

 

RT WING,FOREFLAP

NR 24718 DENTED AND DISBONDED RT IB FORE FLAP UPPER SKIN 19 INCHES FROM IB EDGE. REPAIRED DENTED AND DISBONDED RT IB FORE FLAP UPPER SKIN 19 INCHES FROM IB EDGE BY CUTTING OUT DELAMINATED AREA, APPROX 5 INCHES IN DIAMETER. FABRICATED AND INSTALLED DOUBLER AND FILLER 8 INCHES DIAMETER AND 5 INCHES FROM 2024-T3 .016 IAW SRM 51-40-20 PARA. 7, 8, 10, 14, 15, 18, 20, 21, 22.

DU4R2006373

BOEING

PWA  

 

DISC

UNSERVICEABLE

4/16/2006

727223

JT8D

 

 

ENGINE

S/O 304001 NR 24710 C-1 DISK REQUIRES REPLACEMENT. PERFORMED VIBRATION CHECK ON NR 1 ENGINE AFTER C-1 DISK REPLACEMENT IAW P/W MM 72-00-00, PG. 571 TEST I AND MM 71-00-00 PG. 500. FOUND ALL VALVES WITHIN LIMITS.

DU4R2006371

BOEING

PWA  

 

SKIN

DELAMINATED

4/14/2006

727223

JT8D

 

 

LT FLAP

N/R 24751) FOUND SMALL AREA OF DELAMINATION OF UPPER IB SKIN LT IB FORE FLAP. CUT OUT DELAMINATED (DISBONDED) AREA ON UPPER SKIN LT IB FORE FLAP. FABRICATED AND BONDED DOUBLER 6.5 X 5.6250 INCH AND FILLER 3.3750 INCH X 1.2500 INCH FROM 2024-T3 .016 IAW SRM 57-50-2 PG. 5, 51-40-20 PG. 11-16, 42-47, 57-59, AND 62.

DU4R2006372

BOEING

PWA  

 

SKIN

TORN

4/14/2006

727223

JT8D*

 

 

RT STABILIZER

NR 24794 FOUND RT HORIZ STAB. T/E UPPER SKIN TORN BOTH IB AND OB SIDE OF NR3 BALANCE BAY STAB. STA. 157 AND 195 AFT OF AFT SPAR. CUT OUT TORN SKIN OF RT HORIZ. STAB. T/E BOTH IB AND OB END OF NR3 BALANCE BAY. FABRICATED AND INSTALLED DOUBLERS 10.8 X 5.3 INCHES, 4.7 X 4.6 INCHES AND 3.8 X .7 INCHES FROM 2024-T3 .032 IAW SRM 51-40-20 FIG. 1.

SROM200600001

BOEING

 

 

LONGERON

CRACKED

3/29/2006

737205

 

 

652072623

FUSELAGE

DURING HEAVY MAINTENANCE INSPECTION FOUND CRACKS IN UPPER FLANGE RADIUS OF LONGERON/WEB P/N 65-20726-23 AT STA 455 AND 470, STR 26R. REMOVED WEB BETWEEN STA 440 - 493, FABRICATED REPLACEMENT WEB WITH 7075-T6 .063, IN LIEU OF ORIGINAL .056, AND INSTALLED IAW SRM AND MFG DRAWING NO 65-20726 AS SPECIFIED IN 8110-3 APPROVED DRAWING 5330-236-ERA, REV ORIGINAL, DATED 03-23-2006 AND MATERIAL SUBSTITUTION REPORT NO 5330236-ER, REV. ORIGINAL, DATED 03-23-2006.

SROM200600002

BOEING

 

 

THRUST REVERSER

CRACKED

3/30/2006

737205

 

 

65MK784132

ENGINE

DURING MAINTENANCE INSPECTION FOUND CRACK IN NR 2 LOWER THRUST REVERSER DOOR P/N 65MK78413-2 ALONG IB BUMPER. REMOVED BUMPER, STOP DRILLED CRACK, FABRICATE/INSTALL DOUBLER AND TRIPLER. FABRICATE AND INSTALL NEW CAP TO COMPENSATE FOR DOUBLER AND TRIPLER. ALL WORK ACCOMPLISHED IAW 8110-3 APPROVED DRAWING NR 7830233-1, REV ORIGINAL, DATED 03-20-2006 AND MATERIAL SUBSTITUTION REPORT NR 7830233-ER, REV ORIGINAL, DATED 03-20-2006.

SROM200600004

BOEING

 

 

SKIN

CRACKED

4/3/2006

737205

 

 

 

ZONE 600

RT WING LEADING EDGE CRACKED AT NR 5 SLAT UPSTOP CUTOUT JUST OB OF THE ACTUATOR. REPAIRED BY INSTALLING INTERNAL STAINLESS DOUBLER IAW DER APPROVED 8110, REPORT NR SCS-5740-001SR.

SROM200600003

BOEING

PWA  

 

FLAP

DENTED

3/16/2006

737205

JT8D17

 

657194041

LT WING

DURING HEAVY MAINTENANCE VISIT FOUND DENT ON UPPER SURFACE OF LT IB MIDFLAP. REPAIRED FLAP BY INSTALLING INTERNAL DOUBLER AND FLUSH PART IN IAW SRM 57-50-4, FIG. 4 PG. 8 AND 9.

2006FA0000474

BRAERO

 

 

WHEEL HALF

CRACKED

5/10/2006

BAE125800A

 

 

AHA1814

LANDING GEAR

DURING ROUTINE TIRE CHANGE AND EDDY CURRENT INSPECTION OF DUNLOP MAIN WHEEL HALF AND FLANGE. EDDY CURRENT INSPECTION REVEALED TWO CRACKS WHICH RADIATED OUT FROM WHEEL TIE BOLT HOLE. BOTH CRACKS WERE APPROMIXATELY .050 INCHES IN LENGTH. PART WAS REJECTED AND REPLACED WITH NEW PART. WHEEL PART NO. AHA1814 FLANGE PART NO.AH43949. PART HOURS OR CYCLES UNKNOWN.

2006FA0000401

CESSNA

 

CESSNA

FITTING

CRACKED

4/25/2006

152  

 

 

04311481

VERTICLE STAB

PART ATTACHES VERTICLE STABILIZER SPAR TO THE HORIZONTAL STABILIZER SPAR ATTACH FITTING P/N 0432004-9(THIS FITTING HAS BEEN THE SUBJECT OF AD 80-11-04 AND SEB 3-06)PROBABLE CAUSE IS HIGH ACTT. AGING AIRCRAFT REQUIRE DILIGENT INSPECTIONS. (REF FAA HANDBOOK"BEST PRACTICES GUIDE FOR MAINTAINING AGING GENERAL AVIATION AIRCRAFT.

2006FA0000402

CESSNA

 

CESSNA

FITTING

CRACKED

4/25/2006

152  

 

 

04311481

VERTICLE STAB

PART ATTACHES VERTICAL STABILIZER SPAR TO THE HORIZONTAL STABILIZER SPAR ATTACH FITTING P/N 0432004-9(THIS FITTING HAS BEEN THE SUBJECT OF AD 80-11-04 AND SEB 3-06)PROBABLE CAUSE IS HIGH ACTT. AGING AIRCRAFT REQUIRE DILIGENT INSPECTIONS. (REF FAA HANDBOOK"BEST PRACTICES GUIDE FOR MAINTAINING AGING GENERAL AVIATION AIRCRAFT. AIRCRAFT TOTAL TIME IS 12,762.1

2006FA0000458

CESSNA

LYC  

 

CABLE

BROKEN

4/19/2006

152  

O235*

 

0400107146

FLAP CONT SYS

ON FINAL, STUDENT SELECTED 30 DEGREE FLAPS, A LOUD POP WAS HEARD, RT FLAP CAME DOWN TO 30 DEGREES, NO MOVEMENT AT LT FLAP. AIRCRAFT LANDED WITHOUT INCIDENT. INVESTIGATION REVEALED SWAGGED BALL END OF CABLE, PN 0400107-146 BROKE FROM REMAINING CABLE. SUSPECT HIGH TIME AND CYCLES AS CONTRIBUTING FACTORS. (K)

2006FA0000499

CESSNA

CONT

 

CYLINDER

CRACKED

4/11/2006

172D

O300D

 

641916A1

ENGINE

NR 1 CYLINDER WAS REMOVED DUE TO A CRACK .75 AROUND STEEL BARREL. IT APPEARS THAT AN OIL CONTROL RING BROKE AND EVENTUALLY DESTROYED THE PISTON AND JAMMED BETWEEN THE PISTON AND CYLINDER. TT ON THE ENGINE IS 4156.9 HRS. SMOH IS 1432.9 HRS, THE CYLINDER WAS LAST REMOVED AT 598.4 HOURS FOR HONE AND NEW RINGS. TT ON CYLINDERS, UNKNOWN. AIRCRAFT WAS ANNUALED 1.1 HRS PRIOR. THE OIL ANALYSIS PERFORMED AT ANNUAL WAS NORMAL AND ALL READINGS/RESULT WERE LOWER THAN THAT OF PREVIOUS AVIATION LABORATORY SAMPLES WHICH WERE ALSO NORMAL. ENGINE WILL BE TORN DOWN FOR INTERNAL INSPECTION. (K)

2006FA0000429

CESSNA

 

 

SWITCH

STUCK

4/7/2006

172N

 

 

S19062

FLAPS

FLAP UP LIMIT SWITCH STUCK IN THE OPEN POSITION. (K)

2006FA0000462

CESSNA

LYC  

 

BULKHEAD

CRACKED

3/16/2006

172N

O320D2G

 

05503214

SPINNER

DURING ROUTINE PHASE INSPECTION FWD PROP BULKHEAD FOUND TO BE CRACKED NEAR SEVERAL MOUNTING BOLT HOLES. HAVE SEEN THIS SEVERAL TIMES BEFORE. SUSPECT DEFECT IN CURRENT MFG PROCESS. (K)

2006FA0000521

CESSNA

LYC  

LYC  

CRANKCASE

CRACKED

5/18/2006

172N

O360A4M

O360A4M

LW13820

ENGINE

DURING A 100 HR INSPECTION, AN OIL LEAK WAS NOTED AROUND THE L/H FORWARD CRANKCASE AROUND THE UPPER CRANKCASE BOLT (PN 6-34A WITH PN LW-11866 NUT). THE ENGINE WAS CLEANED AND A DYE PENETRANT INSPECTION PERFORMED. A CRACK ROUGHLY 4 INCHES LONG WAS FOUND RUNNING VERTICALLY ON THE CRANKCASE FROM ABOUT 1 INCH BELOW THE CRANKCASE SEAM DOWN TO THE EDGE OF THE BEARING SURFACE OF THE BOLT HOLE, THEN DOWN ANOTHER 3 INCHES. THE ENGINE IS BEING REMOVED FOR REPAIR OF CRANKCASE (IF POSSIBLE) OR REPLACEMENT.

2006FA0000494

CESSNA

LYC  

 

AIR BOX

MAINT ERROR

4/26/2006

172P

O360A4M

 

 

ENGINE

AC HAD 180 HP ENGINE INSTALLED ON 7/10/96. AC HAS 1443.5 HOURS SINCE INSTALLATION. OPERATOR NOTED 2300 RPM AT CRUISE, FULL THROTTLE. INSPECTED AND FOUND AIRBOX STILL HAD THE HOLE SIZE FOR 160 HP ENGINE. AIRBOX HAD NOT BEEN MODIFIED IAW STC. IT HAD BEEN REPAIRED ON SEVERAL OCCASIONS SINCE ENGINE INSTALLED AND HAD NOT BEEN FOUND. (K)

2006FA0000460

CESSNA

LYC  

 

GAUGE

FLUCTUATES

4/13/2006

172R

IO360L2A

 

S38521

LT FUEL TANK

PART HAS A DEAD SPOT IN ITS TRAVEL CAUSING FUEL GAUGE TO FLUCTUATE RAPIDLY BETWEEN FULL AND EMPTY ALSO CAUSES LOW FUEL WARNING LIGHT TO FLASH CONTINUOUSLY. (K)

2006FA0000461

CESSNA

LYC  

 

SENSOR

FLUCTUATES

3/14/2006

172R

IO360L2A

 

S38522

RT FUEL TANK

PART HAS A DEAD SPOT IN ITS TRAVEL (NEAR FULL POSITION AT TOP OF TRAVEL) CAUSING FUEL GAUGE TO FLUCTUATE RAPIDLY BETWEEN FULL AND EMPTY, ALSO CAUSES LOW FUEL WARNING LIGHT TO FLASH CONTINUOUSLY. (K)

78978

CESSNA

 

 

HUB  

CORRODED

3/6/2006

182  

 

 

D7292C203

PROPELLER

CORRODED HUB.

2006FA0000425

CESSNA

CONT

 

SPRING

BROKEN

4/17/2006

182H

O470R

 

S539800M30

STARTER

STARTER DRIVE WAS OVERHAULED BY A CERTIFIED REPAIR STATION. (PN S539800M30) STARTER ADAPTER SPRINGS WERE INSTALLED IAW STC DURING THE OVERHAUL. THE STARTER WAS INSTALLED ON THIS ENGINE AND WAS OPERATED FOR 4.06 HOURS (5 STARTS) BEFORE IT FAILED. AN INSPECTION OF THE STARTER DRIVE ADAPTER FOUND THE STARTER ADAPTER SPRING WAS BROKEN AND DEFORMED. THE INTERNAL PARTS WERE DISCOLORED, AND THERE WERE METAL SHAVINGS FOUND IN THE OIL. (K)

2006FA0000441

CESSNA

CONT

 

OIL FILTER

MISMANUFACTURED

4/17/2006

182P

O470*

 

CH48110

ENGINE

MOUNTING STUD TOO LONG, APPROX .200 LONGER. INSTALLED OIL FILTER AFTER OIL CHANGE, RAN ENGINE TO LEAK CHECK AND LOST ALMOST 2 QTS OF OIL. INVESTIGATION FOUND THAT THE OIL FILTER STUD WAS TOO LONG CAUSING THE FILTER TO TORQUE BEFORE SEAL TOUCHED FLANGE, LEAVING .050 GAP. REPLACED FILTER WITH SAME PN BUT WITH SHORTER STUD AND LEAK CHECKED, OK. (K)

2006FA0000410

CESSNA

CONT

 

MOUNT

CRACKED

4/6/2006

182Q

O470U

 

07516001

ENGINE

DURING ANNUAL INSPECTION THE LT AFT ENGINE MOUNT P/N 0751600-1 WAS FOUND CRACKED THRU THE ENGINE MOUNT BOLT AREA.

2006FA0000515

CESSNA

 

 

ELT  

FAILED

5/5/2006

2105

 

 

 

FUSELAGE

ELT FAILED UPON INSPECTION AFTER 12 MONTHS OF SERVICE, DID NOT TRANSMIT THROUGH ANTENNA, LIGHT WENT ON INDICATING FUNCTION. THIS IS THE 3RD FAILURE ON UNITS NEWER THAN ONE YEAR OLD, IN 1.5 YEARS IN OUR SHOP. (K)

2006FA0000448

CESSNA

CONT

 

FCU  

WORN

4/14/2006

210E

IO520A

 

6297032

ENGINE

FOUND SHAFT AND LINKAGE EXCESSIVELY WORN. HAD COMPLETE ASSEMBLY OVERHAULED. (K)

IGL032006007

CESSNA

CONT

CESSNA

STRUT

FAILED

3/29/2006

310K

IO470*

 

084200077

NLG 

NOSE GEAR STRUT ASSEMBLY COLLAPSED DURING EITHER TAXI OR TAKEOFF. WHEN GEAR WAS RETRACTED THE NOSE FENDER CAUGHT ON THE GEAR DOOR BRACKETS. MOTOR CONTINUED UNTIL IDLER BELLCRANK BROKE. AIRCRAFT MADE AN EMERGENCY LANDING WITH THE NOSE GEAR COLLAPSED. PILOT REPORTED NO ABNORMAL OBSERVATIONS OF THE NOSE GEAR DURING PREFLIGHT INSPECTION. IT IS NOT UNCOMMON FOR THE STRUT TO BLOW THE SEALS AND LOOSE ALL OF ITS FLUID AND NITROGEN DURING COLD WEATHER. LOW UTILIZATION MIGHT HAVE BEEN A CONTRIBUTING FACTOR AS WELL.

2006FA0000333

CESSNA

 

 

BULKHEAD

CORRODED

3/27/2006

340A

 

 

569500511

LT WING

DURING 500 HR. VISUAL INSPECTION PER AD2000-01-16 PARA (D) FOUND LEFT ENGINE AFT CANTED BULKHEAD NR 5695005-11 AND SUPPORT DOUBLER NR 5695005-6 CORRODED AND HEAT DAMAGED COMPLETELY THROUGH STRUCTURE. DAMAGE LOCATED NEAR OB SECTION ABOVE EXHAUST ELBOW CUT OUT AREA.

2006FA0000404

CESSNA

 

 

BELLCRANK

CRACKED

3/31/2006

340A

 

 

59420011

NLG STEERING

DURING ANNUAL INSPECTION FOUND NOSE GEAR STEERING BELLCRANK ASSY #5942001-1 CRACKED LEFT AND RIGHT SIDES AT PIVOT RADIOUS. NEW REPLACEMENT PART WITH SAME PART NUMBER OBTAINED FROM CESSNA AIRCRAFT IS MADE MUCH HEAVIER WITH ADDITIONAL MATERIAL IN CRACK PRONE AREA. PART FAILURE COULD LEAD TO LOSS OF NOSE GEAR STEERING CONTROL.

2006FA0000405

CESSNA

 

 

BELLCRANK

CRACKED

3/31/2006

340A

 

 

59420011

NLG STEERING

DURING ANNUAL INSPECTION FOUND NOSE GEAR STEERING BELLCRANK ASSY #5942001-1 CRACKED LEFT AND RIGHT SIDES AT PIVOT RADIOUS. NEW REPLACEMENT PART WITH SAME PART NUMBER OBTAINED FROM CESSNA AIRCRAFT IS MADE MUCH HEAVIER WITH ADDITIONAL MATERIAL IN CRACK PRONE AREA. PART FAILURE COULD LEAD TO LOSS OF NOSE GEAR STEERING CONTROL.

2006FA0000468

CESSNA

CONT

 

HSI  

DEACTIVATED

4/19/2006

340A

TSIO520*

 

NSD360

COCKPIT

PILOT REPORTED HSI WAS INOPERATIVE AND SUSPECTED A PLUG WAS OFF. VISUAL INSPECTION REVEALED THAT THE PUG TO THE HSI, AND THE VACUUM HOSE HAD BOTH BEEN PULLED OFF BY THE AC CONTROL WHEEL. THE HOSES AND WIRING HARNESS HAD BEEN INCORRECTLY ROUTED AROUND THE CONTROL WHEEL. THE AC HAD VERY LITTLE ROOM BEHIND THE INSTRUMENT PANEL, AND THE CORRECT ROUTING OF HOSES AND HARNESSES IS CRITICAL TO FLIGHT SAFETY. THE CONTROLS WERE FREE AFTER THE HOSE AND HARNESS CAME OFF THE PILOTS HSI. WITH MORE AC BEING UPGRADED WITH NEWER AVIONICS AND INSTRUMENTS, INSPECTIONS OF HARNESSES AND HOSES BEHIND THE INSTRUMENT PANEL IS AN AREA THAT REQUIRES INCREASED VIGILANCE. (K)

2006FA0000467

CESSNA

CONT

 

CYLINDER

CRACKED

4/10/2006

340A

TSIO520NB

 

631397

ENGINE

AT 400 HR TSO FOUND CYLINDER NR 4 CRACKED AT THE HEAD 5 FINS BACK TOWARD THE BARREL FROM THE TOP SPARK PLUG. CRACK GOES FROM THE EXHAUST VALVE SEAT TO THE TOP SPARK PLUG HOLE ON THE INSIDE OF THE CYLINDER. AD 04-08-10 DID NOT APPLY BY CLY. SN 13516-4 AND CODE A STAMPED ON THE BOSS FLANGE. (K)

2006FA0000484

CESSNA

 

 

TRUNNION

BROKEN

2/23/2006

402B

 

 

5041000201

LT WING

ON FEBRUARY 23RD, 2006, PILOT WAS OPERATING AC, VISUAL FLIGHT RULES PREVAILED. UPON LANDING, THERE WAS A FAILURE OF THE TRUNNION (P/N 5041000-201) ON THE LT MAIN LANDING GEAR STRUT CAUSING THE COLLAPSE OF THE LT MAIN LANDING GEAR. THE AIRCRAFT TURNED 180 DEGREES TO THE LT AND SLID OFF THE LT SIDE OF RUNWAY 27L, CAUSING DAMAGE TO THE LT WING, HORIZONTAL STABILIZER AND LT PROPELLER.

2006FA0000493

CESSNA

CONT

 

FITTING

CRACKED

5/4/2006

414  

TSIO520*

 

50110231

LT WING

DURING ANNUAL INSP FOUND LT STUB WING AFT SPAR, UPPER FITTING CRACKED AT OB BOLT HOLE. FOUND NO CORROSION OR STRESS IN SURROUNDING AREAS. SUSPECT BOLT WAS OVERTORQUED. (K)

2006FA0000498

CESSNA

CONT

 

CYLINDER

CRACKED

5/11/2006

414  

TSIO520NB

 

AEC631397

ENGINE

DURING DECENT TO AIRPORT, PILOT REPORTED RT ENGINE STARTED HAVING EXCESSIVE VIBRATION. NO OTHER MAJOR ENGINE INDICATIONS WERE NOTED. AFTER LANDING, A MAGNETO CHECK WAS CONDUCTED AND NO DESCREPANCIES WERE FOUND. UPON REMOVAL OF COWLING, RT ENGINE NR 6 CYLINDER WAS FOUND TO HAVE CRACKED AROUND THE CIRCUMFERENCE OF CYLINDER HEAD AT THE NR 9 AND 10 COOLING FIN, COMPLETELY SEPARATING THE CYLINDER HEAD FROM THE BARREL AT THE VERY TOP OF STEEL CYLINDER BARREL. AFTER RESEARCHING AD, AMENDMENT, THE CYLINDER ASSY WAS FOUND NOT TO APPLY DUE TO S/N OF CYLINDER AND THE PRESENCE OF THE (A) STAMPED ON THE ROCKER BOX FLANGE. (K)

2006FA0000520

CESSNA

CONT

 

CYLINDER

CRACKED

7/16/2005

414A

TSIO520NB

 

TISN712BCA221

ENGINE

418.6 HRS SINCE COMPLIANCE W19TH AD2004-08-10 ON ECI CYLINDERS. LT ENG NR2 AND RT ENG NR 4 CYLINDERS FOUND CRACKED THROUGH FROM UPPER PLUG HOLE TO EXHAUST VALVE. BOTH CYLINDERS HAVE IDENTICAL CRACKS ON RELATIVELY NEW HEADS. (K)

000

CESSNA

CONT

CESSNA

BOLT

DEPARTED

3/31/2006

421A

GTSIO520*

 

51410051

RT MLG

WHILE TAXING TO PARK THE RT MLG LINK ASSEMBLY BOLT CAME OUT CAUSING THE UPPER AND LOWER LINKS TO SEPERATE. THE RT LANDING GEAR TURNED 90 DEGREES BENDING THE GEAR DOOR COVER.

21200003AD

CESSNA

 

 

HINGE

DAMAGED

5/10/2006

421B

 

 

083200054

ELEVATOR

CUSTOMER REPORTED VIBRATION AT HIGH SPEEDS. INSPECTED AIRCRAFT AND FOUND CENTER ELEVATOR HINGE INBOARD AND OUTBOARD BRACKETS ELONGATED ON THE RIGHT ELEVATOR. INSTALLED CESSNA SERVICE KIT SK421-130B REPLACING ALUMINUM ELEVATOR HINGE BRACKETS WITH STAINLESS STEEL BRACKETS.

2006FA0000475

CESSNA

 

CESSNA

HINGE BRACKET

ELONGATED

5/10/2006

421B

 

 

083200054

RT ELEVATOR

CUSTOMER REPORTED VIBRATION AT HIGH SPEEDS. INSPECTED AIRCRAFT AND FOUND CENTER ELEVATOR HINGE IB AND OB BRACKETS ELONGATED ON THE RT ELEVATOR. INSTALLED MFG SERVICE KIT SK421-130B REPLACING ALUMINUM ELEVATOR HINGE BRACKETS WITH STAINLESS STEEL BRACKETS.

2006FA0000411

CESSNA

 

 

LUG  

MISDRILLED

4/6/2006

525A

 

 

632550033

SPEED BRAKE

AC WAS IN FOR A PHASE 1 AND 2 INSPECTION. A BROKEN BONDING STRAP AT THE UPPER LT SPEEDBRAKE DOOR NECESSITATED REMOVAL OF THE BOLT CONNECTING THE PUSH ROD TO THE UPPER DOOR LUG. DURING BOLT REMOVAL THE HELICOIL INSERT CAME OUT WITH THE BOLT AND WAS DEFORMED. PROPER INSERTION OF A NEW HELICOIL WAS UNSUCCESSFUL AS THE BOLT WOULD NOT THREAD INTO IT. A COUPLE OF ATTEMPTS INSUED AND DETERMINATION WAS MADE THAT THE HOLE WAS NOT PROPERLY DRILLED AND TAPPED TO ACCEPT THE HELICOIL. MAINTENANCE SUPPORT HOTLINE REPRESENTATIVE AGREED WITH THE ASSESSMENT AND PROVIDED TECHNICAL DATA TO REMOVE THE UPPER DOOR LUG, BACK DRILL AND TAP TO THE PROPER SIZE. INSTALLATION OF THE HELICOIL WAS THEN SUCCESSFUL.

B3OR20060111

CESSNA

 

 

TERMINAL

MISINSTALLED

4/19/2006

550  

 

 

 

WIRING SYS

WIRE TERMINAL WAS IMPROPERLY CRIMPED ONTO WIRE INSULATION WITH STRIPPED END OF WIRE STRANDS CONTACTING TERMINAL SCREW AT VOLTAGE METER CIRCUIT BREAKER. THIS DISCREPANCY CAUSED AN INTERMITTENT VOLTAGE METER READING FAILURE.

2006FA0000523

CESSNA

 

CESSNA

SKIN

CORRODED

5/20/2006

550  

 

 

550 

EMPENNAGE

AFTER A PHASE 1,2,3,4,49&59 CORROSION AND DELAMINATION WAS FOUND ON TOP AND BOTTOM SKINS LT AND RT SIDES OF THE HORIZONTAL STABILIZER, LT SKIN OF THE VERTICAL STABILIZER. TAIL SKINS 5512010-9 AND 6512010-20 (SKINS UNDER VERT. STAB.) AS WELL AS THE AFT BULKHEAD 6412016-1SP WERE REPLACED.

2006FA0000525

CESSNA

 

CESSNA

ELEVATOR

MAINT ERROR

5/20/2006

550  

 

 

5534000204

RT ELEVATOR

AFTER A REPAIR AT ANOTHER FACILITY THIS ELEVATOR WAS IN A BIND AND NOT ABLE TO STREAMILINE WITH THE STABILIZER (COULD NOT RIG). IT APPEARS THAT THIS CONTROL WAS NOT INSTALLED CORRECTLY IN A JIG FIXTURE. WHILE REPLACING THE UPPER AND LOWER SKINS IT WAS ALSO FOUND THAT THE FWD. SPAR WAS DAMAGED BY ALLOWING DRILL BITS TO GO THROUGH AND IMPACT ON THE SPAR. THIS CAUSED THE FWD. SPAR TO ALSO BE REPLACED.

2006FA0000526

CESSNA

 

CESSNA

AILERON

CRACKED

5/20/2006

550  

 

 

 

RT AILERON

DURING A PHASE 1,2,3,4 INSPECTION THE RT AILERON WAS FOUND TO BE CRACKED AT THE LEADING EDGE IN THE AREA OF ATTACHMENT POINTS FOR THE WEIGHTS. THE SKIN WAS REMOVED AND REPLACED. HAD SEVERAL CRACKED AILERONS IN OUR OTHER AIRCRAFT BOTH LT AND RT CRACK IN THIS AREA. WE OPERATE A FLEET OF THESE AIRCRAFT AND LOOK AT THIS ON A 300HR. INSPECTION SCH. THE CRACKS GO AROUND THE SCREW HOLES OR RADIATE OUT FROM THEM.

314901

CESSNA

 

 

WHEEL

CRACKED

5/11/2006

550  

 

 

314901

MLG 

FINDING FATIGUE CRACKS FORMING AT THE INTERSECTION OF THREADED HOLE AND DRILLED PASSAGE OF FUSE PLUG HOLE AND VALVE STEM HOLE.

2006FA0000497

CESSNA

PWA  

 

THRESHOLD

CRACKED

5/9/2006

560CESSNA

JT15D5

 

551124914S

CABIN DOOR FRAME

CABIN ENTRY THRESHOLD CRACKED AT AFT STEP ATTACH BOLT HOLE. COMBINATION OF BOLT HOLE LOCATED IN RADIUS OF FRAME AND MATERIAL THICKNESS NOT SUFFICIENT TO SUPPORT WEIGHT OF PERSON ENTERING OR EXITING AIRCRAFT. RECOMEND STRENGTHING STRUCTURE, USING THICKER METAL. NOTE: HAVE FOUND THESE CRACKS ON MFG INSPECTION PHASE 5. APPROX 75 PERCENT OF AIRCRAFT INSPECTED ARE FOUND CRACKED. (K)

CWQR2006003

CESSNA

 

 

DRAIN VALVE

LOOSE

3/8/2006

560XL

 

 

68C48

PITOT STATIC SYS

FOUND THE STATIC SYSTEM DRAIN VALVE POPPET RETAING RING COMING LOOSE FROM VALVE BASE.

CWQR2006009

CESSNA

 

 

CABLE ASSY

DAMAGED

4/17/2006

560XL

 

 

666000269

FUSELAGE

DURING A SCHEDULED MAINTENANCE VISIT BEFORE REPLACING A CABLE ASSEMBLY ON A THE CABLE TERMINAL END WAS FOUND TO HAVE BEEN DRILLED TO A DEPTH OF .3750-.5 INCH AT AN ANGLE AND DAMAGED THE THREADS. THIS CABLE ASSEMBLY WAS ORDERED FROM AND DOCUMENTED AS NEW.

CWQR2006010

CESSNA

 

 

FORK

GOUGED

4/27/2006

560XL

 

 

55423043

NOSE STEERING

DURING AN INSPECTION FOUND THE NOSE GEAR STEERING LOWER FORK ASSY (5542304-3) GOUGED. FURTHER INVESTIGATION FOUND THE FORK ASSY IS GOUGED ONLY DURING A MAINTENANCE GEAR RETRACTION TEST, WHEN THE RUDDER PEDALS ARE DEFLECTED FULL RT AND LT. REMOVED FORK ASSY, MEASURED GOUGE WAS BEYOND LIMITS. REPLACED FORK AND PREFORMED GEAR RETRACTION TEST, THE NEW FORK ASSY WAS MEASURED AND PREFORMED NDT, WAS WITHIN LIMITS IAW MM. SUBMITTED SERVICE CONDITION REPORT MFG UNDER NR 234220 DATED 04/27/2006.

2006FA0000406

CESSNA

PWA  

 

TRANSPONDER

MALFUNCTIONED

3/14/2006

680CE

PW306B

 

 

COCKPIT

DEPARTED AND WAS TOLD BY DEPARTURE CONTROL THEY DID NOT HAVE A TARGET ON US. SWITCHED TO SECOND TRANSPONDER WITH SAME RESULT. BOTH TRANSPONDERS APPERARED TO BE IN NORMAL OPS. LANDED AT AND WENT TO A BLACK AIRCRAFT(COMPLETE SHUTDOWN). RESTARTED AND ALL WAS NORMAL DURING NEXT LEG. DOWNLOADED COMPUTERS ON POST FLIGHT AT HOME BASE AND FOUND NO FAULTS. HAVE FLOWN 49 LEGS SINCE THE OCCURANCE AND HAVE HAD NO FAILURES.

2006FA0000485

CESSNA

 

 

JACKSCREW

STRIPPED

5/11/2006

A185F

 

 

071250013

TRIM SYS

MAINTENANCE PERSONNEL WERE ADVISED BY THE PILOT THE HORIZONTAL STABILIZER TRIM QUIT WORKING. INSPECTION FOUND THE BARREL SIDE OF THE TRIM SCREW JACK HAD STRIPPED OUT. THE SYSTEM INCLUDES 2 TRIM SCREW JACKS THE OTHER TRIM SCREW JACK TOOK ALL OF THE LOAD AND JAMMED UP. INSPECTION OF SECOND TRIM SCREW JACK BARREL FOUND THE UPPER THIRD OF THE THREADS WERE STRIPPED IN THE SECOND TRIM SCREW BARREL. MFG DOES NOT SPECIFY ANY INSPECTION CRITERIA FOR WEAR OF THE JACK SCREW THREADS OR THE BARREL THREADS. RECOMMEND EITHER MANDATORY INSPECTION CRITERIA FOR THE BARRELS AND THREADS OR AN AIRWORTHINESS DIRECTIVE TO PRECLUDE LOSS OF CONTROL OF THE TAIL OF THE AIRCRAFT. (K)

2006FA0000412

CESSNA

CONT

 

THRU BOLT

BROKEN

4/24/2006

A188B

IO550*

 

6416311052

ENGINE

THE ENGINE CRANKCASE THRU-BOLT BROKE. THIS THRU-BOLT IS LOCATED UNDER THE TOP OF THE OIL COOLER ADAPTER PLATE THRU TO THE NR 6 CYL TOP FRONT. IT BROKE OFF FLUSH AT THE CYL BASE WHILE IN FLIGHT. THE BOLT END WHICH BROKE OFF WITH THE CYL BASE NUT FLEW OUT THE FRONT OF THE COWL, PUT A GOUGE IN THE FACE OF THE PROP BLADE AND THEN HIT THE TOP OF THE COWL LEAVING A LARGE DENT. WHEN IT BROKE, THE OPPOSITE END OF THE BOLT WAS FORCED BACK AGAINST THE OIL COOLER ADAPTER PLATE AND DEFORMED THE PLATE. THIS THRU-BOLT IS A REPLACEMENT INSTALLED LAST AUGUST 2005 DUE TO THE ORIGINAL THRU-BOLT, 650 HRS SINCE REMAN, ALSO BREAKING AT THE SAME LOCATION. A NEW CYL BASE NUT HAD BEEN USED AND TORQUED TO 800 INCH LBS IAW SB96-7C.

2006FA0000469

CESSNA

CONT

 

TURBOCHARGER

LEAKING

4/26/2006

P210N

TSIO520P

 

4656809004

ENGINE

OIL LEAKING OUT FROM JOINT IN CENTER OF TURBO. FIRST RUN ON OVERHAULED UNIT JUST INSTALLED ON AIRCRAFT. (K)

FCPR20060050

CESSNA

 

 

COMPUTER

FAILED

5/9/2006

S550

 

 

4008519

COCKPIT

AUTOPILOT COMPUTER FAILED CAUSING PILOTS ALTIMETER/AIRDATA COMPUTER TO FAIL.

2006FA0000426

CESSNA

 

 

ALTERNATOR

FAILED

4/12/2006

T210M

 

 

E3FF10300AA

ENGINE

ALTERNATOR FAILED, PLATE SCREWS FELL OUT. (K)

2006FA0000514

CESSNA

CONT

 

CYLINDER

ERODED

4/20/2006

T210N

IO520L

 

 

ENGINE

FOUND NR 6 PISTON ERODED FROM POSSIBLE DETONATION BY UNKNOWN CAUSES. FOUND NR5 CYLINDER CONNECTING ROD CAP MISSING AND INTERNAL DAMAGE TO THE CRANKCASE. NO OIL WAS NOTED ON THE DIPSTICK PRESUMED TO BE FORCED OUT OF THE ENGINE DUE TO EXCESSIVE BLOW BY FROM THE ERODED NR 5 CYL. THE ENGINE WAS SHUT DOWN AND LANDED IN A GRASS FIELD WITH NO DAMAGE TO THE AIRCRAFT. (K)

MPVMANIFOLD

CESSNA

CONT

 

FUEL DIVIDER

LEAKING

3/28/2006

TU206G

TSIO520M

 

63432612A2

ENGINE

FUEL MANIFOLD VALVE IS LEAKING FROM THE VENT PORT.

2006FA0000512

CIRRUS

 

 

FLIGHT DIR

FAILED

4/21/2006

SR22

 

 

70000006000

COCKPIT

PFD WAS JUST UPDATED TO REV 6. 2 DAYS AFTERWARDS, SCREEN WOULD FAIL IN FLIGHT. DISPLAY WOULD FLICKER AND NOT BE USABLE. UNIT WOULD ALSO FAIL TO BOOT UP IN HANGAR. CUSTOMER WAS GIVEN EXCHANGE. (K)

AMCR200600001

CIRRUS

 

ACK  

BATTERY  

CORRODED

4/5/2006

SR22

 

E01  

MN1300

ELT 

DURING ANNUAL INSP, ELT DID NOT TEST. FOUND 2 D-CELL BATTERIES CORRODED. THESE 2 BATTERIES WERE AT THE BOTTOM OF THE STACK AND THE CORROSION WAS NOT EVIDENT AT FIRST. THERE WERE 2 YEARS REMAINING BEFORE BATTERY REPLACEMENT WAS DUE. THESE ARE THE ORIGINAL BATTERIES SINCE NEW (APRIL 2002). RECOMMEND BATTERIES BE REMOVED COMPLETELY AT EACH ANNUAL AND INSPECTED.

2006FA0000513

CIRRUS

 

 

FLIGHT DIR

FAILED

4/4/2006

SR22

 

 

70000006000

COCKPIT

THIS PARTICULAR PFD HAD 3 BACK TO BACK FAILURES THAT COULD ONLY BE DETECTED AFTER 1 HOUR + OF FLIGHT. DISPLAY WOULD LIGHTEN UP, TURN GREEN AND FLICKER. WOULD NOT BE USABLE. THIS UNIT WAS UPGRADED TO REV 6 SOFTWARE FOR FLIGHT DIRECTOR. FAILURES HAPPENED AFTER THIS MOD. FAILURES HAPPENED AFTER THIS MOD UNIT WAS SENT TO MFG AFTER FIRST 2 FAILURES, THIRD FAILURE RESULTED IN AN EXCHANGE. (1ST-3-6-06-W/O AVO6-6617) (2ND - 3-29-06, W/O AVO6-6658) (3RD-4-4-06 W/O AVO6-6687)

AVI000021

CIRRUS

CONT

CIRRUS

ELEVATOR

OUT OF TOLERANCE

4/19/2006

SR22

IO550*

10146005

11626002

ELEVATOR

DURING SA 06-05 ELEVATOR GAP VISUAL INSPECTION IT WAS NOTED THAT THE GAP BETWEEN ELEVATOR TIP AND HORIZONTAL STABILIZER WAS LESS THEN 0.10 INCH, UPON FURTHER INVESTIGATION IT WAS NOTED THAT PN 11626-002 ELEVATOR HINGE, OB WAS RUBBING ON HORIZONTAL STABILIZER OB HINGE. ELEVATOR WAS RE-SHIMMED BY INSTALLING SHIM PN 11508-005.

2006FA0000518

CIRRUS

CONT

 

SOLENOID

INTERMITTENT

5/5/2006

SR22

IO550N

 

 

STARTER

THE STARTER ON THIS AIRCRAFT FAILED. THIS IS THE THIRD FAILURE OF THIS TYPE STARTER HAS A SOLENOID ATTACHED AND THE PROBLEM NOTED IS THAT THIS SOLENOID BECOMES INTERMITTENT. (K)

2006FA0000504

CIRRUS

CONT

 

RIVET

LOOSE

5/8/2006

SR22

IO550N

 

10146008

ELEVATOR

BOTH LT AND RT ELEVATOR OB HINGE BRACKETS ARE RIVETED TO THE ELEVATORS WITH FLUSH HEAD BLIND RIVETS AND FLUSH HEAD SOLID DRIVE RIVETS. AT 121 HOURS TT. DURING A 100 HOUR INSPECTION, THE RIVETS ON THE OB HINGE BRACKETS, LT AND RT ELEVATORS, WERE FOUND TO BE SMOKING- STREAKS OF BLACK POWDER TRAILING BEHIND THEM, AND THE PAINT AROUND THE RIVET HEADS BROKEN. RECOMMEND MFG DESIGN FIND A SECURE WAY TO HOLD THE ELEVATOR HINGE BRACKETS TO THE ELEVATORS SUCH AS THROUGH USE OF SOLID-DRIVEN RIVETS INSTEAD OF BLIND RIVETS. (K)

2006FA0000482

DIAMON

 

 

ELT  

MISINSTALLED

5/1/2006

DA20A1

 

 

EBC502

BAGGAGE COMPT

WHEN REMOVING ELT FROM AIRCRAFT TO REPLACE ELT BATTERY, FOUND THAT SOMEONE HAD PUT THE ELT IN BACKWARDS. THE DIRECTION OF FLIGHT ARROW WAS POINTING AFT. THIS INSTALLATION IS LOCATED IN THE BAGGAGE COMPT AND THE PILOT CAN SLIDE IT OUT OF ITS MOUNT AND REINSTALLED IT BACKWARDS. (K)

2006FA0000534

DIAMON

CONT

 

EXHAUST RISER

CRACKED

5/18/2006

DA20C1

IO240B

 

DC00015B

ENGINE

ON A 100HR INSP #2 EX RISER CRACKED AT FLANGE. THIS HAS BEEN FOUND ON A NUMBER OF AIRCRAFT OF THIS TYPE.

CMRR200604010

DORNER

PWA  

HONEYWELL

POWER SUPPLY

FAILED

4/26/2006

DO328300

PW306B

DU870

7018704902

DISPLAY UNIT

THE NR 1 PFD DISPLAY UNIT REFERENCED HERE IN FAILED DURING TAXI OPERATIONS PRIOR TO FLIGHT. THE SUSPECTED SPECIFIC COMPONENT FAILURE IS THE HIGH VOLTAGE POWER SUPPLY UNIT PN:7018704-902 INSTALLED INSIDE THE CRT DISPLAY UNIT. FURTHER INSPECTIONS WILL BE REQUIRED TO VERIFY THE EXACT CAUSE OF DU FAILURE.

CMRR200604011

DORNER

PWA  

HONEYWELL

POWER SUPPLY

FAILED

4/26/2006

DO328300

PW306B

DU870

7018704902

DISPLAY UNIT

THE NR 1 MFD DISPLAY UNIT REFERENCED HERE IN FAILED DURING TAXI OPERATIONS PRIOR TO FLIGHT. THE SUSPECTED SPECIFIC COMPONENT FAILURE IS THE HIGH VOLTAGE POWER SUPPLY UNIT PN:7018704-902 INSTALLED INSIDE THE CRT DISPLAY UNIT. FURTHER INSPECTIONS WILL BE REQUIRED TO VERIFY THE EXACT CAUSE OF DU FAILURE.

2006FA0000506

DOUG

PWC  

 

HOSE

CRACKED

5/16/2006

MD900

PW207E

 

51003400

MAIN TRANSMSN

DISCOVERED MAIN TRANSMISSION OIL HOSE FROM OIL COOLER TO MAIN TRANSMISSION LEAKING FROM STEEL BRAIDING. PULLED BACK BRAIDING AND FOUND HOSE TO BE CRACKED. REPLACED LINE WITH NEW. LEAK CHECK OF NEW LINE WAS SATISFACTORY. P/N 900D3409526-105.

2006FA0000501

DOUG

PWC  

 

OIL COOLER

LEAKING

5/16/2006

MD900

PW207E

 

900D3658501103

ENG OIL SYS

FOUND WETTING OIL MAIN TRANSMISSION/ENGINE OIL COOLER CORE. REMOVED AND SENT OUT FOR EVALUATION. COOLER FOUND TO HAVE INTERNAL CORROSION THAT CAUSED MATERIAL LOSS AND SUBSEQUENT LEAKING. REPLACED COOLER WITH NEW. LEAK CHECK WAS SATISFACTORY.

2006FA0000507

DOUG

PWC  

 

BEAM

CRACKED

5/16/2006

MD900

PW207E

 

900R1103001113

MR HUB

DURING SCHEDULED INSPECTION FOUND FLEXBEAM CRACKED IN LEG OF FLEXBEAM. REJECTED FLEXBEAM IAW INSPECTION CRITERIA IN MAINTENANCE MANUAL. REPLACED WITH NEW FLEXBEAM.

2006FA0000503

DOUG

PWC  

 

HOSE

CRACKED

5/16/2006

MD900

PW207E

 

51003400

MAINTRANSMISSION

DISCOVERED MAIN TRANSMISSION OIL HOSE FROM OIL COOLER TO MAIN TRANSMISSION LEAKING FROM STEEL BRAIDING. PULLED BACK BRAIDING AND FOUND HOSE TO BE CRACKED. REPLACED LINE WITH NEW. LEAK CHECK OF NEW LINE WAS SATISFACTORY, P/N 900D3409526-105.

2006FA0000508

DOUG

PWC  

 

BEAM

CRACKED

5/16/2006

MD900

PW207E

 

900R1103001113

MR HUB

DURING SCHEDULED INSPECTION FOUND FLEXBEAM CRACKED IN LEG OF FLEXBEAM. REJECTED FLEXBEAM IAW INSPECTION CRITERIA IN MM. REPLACED WITH NEW FLEXBEAM.

2006FA0000480

GULSTM

LYC  

 

ROLL SERVO

MISINSTALLED

5/3/2006

112A

IO360A1A

 

 

AUTO PILOT SYS

THE ROLL SERVO WAS INSTALLED AND RIGGED INCORRECTLY, THE SET WAS NOT TIGHT ON THE BRIDLE CABLE PIN AND THE BRIDLE CABLE WAS WRAPPED ON THE CAPSTAN INCORRECTLY. THE INCORRECT INSTALLATION IN CONJUNCTION WITH THE LOOSE SET SCREW ALLOWED THE BRIDLE CABLE LOCATING PIN TO PULL OUT OF THE SERVO CAPSTAN. THE LOCATING PIN LOCKED THE AILERONS AT FULL DEFLECTION AGAINST THE CAPSTAN GUARD. THIS CONDITION OCCURRED ON THE GROUND, IN FLIGHT THIS CONDITION WOULD VERY LIKELY RESULT IN AN ACCIDENT. RECOMMEND ROLL SERVO INSTALLATIONS BE INSPECTED FOR PROPER INSTALLATION AND RIGGING. THE CONDITION HAS BEEN CORRECTED IAW FLIGHT DOCUMENT AK 1056. (K)

2006FA0000466

GULSTM

LYC  

 

CONNECTING ROD

BROKEN

4/10/2006

500S

IO540E1B5

 

 

RT ENGINE

CUSTOMER WAS ENROUTE TO MAINTENANCE SHOP TO GET ANNUAL INSPECTION, BOTH ENGINES OVERHAULED. RT ENGINE CYLINDER NR 2 CONNECTING ROD BROKE AT THE CRANKSHAFT ATTACHMENT CAUSING MAJOR DAMAGE TO THE CAMSHAFT, AND CRANKCASE BREAKING OPEN IN SEVERAL PLACES AROUND THE FRONT PART OF THE ENGINES. (K)

77670

GULSTM

 

 

CLAMP

CORRODED

2/13/2006

680F

 

 

 

PROPELLER ASSY

CORRODED CLAMP ASSEMBLY PN 838-17, SN U5211, U5188, U5109.

77669

GULSTM

 

HARTZL

HUB  

CORRODED

3/1/2006

680F

 

HCB3Z302

 

PROPELLER

CORRODED CLAMP ASSEMBLY, PN 838-17, SN J4324, U4701, U4646. CORRODED BLADES MODEL NR 9349, SN A41967, A41996, A41251.

2006FA0000502

GULSTM

RROYCE

 

SHUTOFF VALVE

MALFUNCTIONED

5/3/2006

GULFSTREAMGV

BR700710A110

 

1159SCH5019

LT & RT WING

DURING A SCHEDULED INSPECTION, OPERATIONAL CHECK OF THE AILERON HARD OVER PROTECTION TEST. BOTH LT AND RT AILERON HYD SHUT OFF CIRCUIT BREAKERS POPPED. REPLACED RT AILERON , LT HYD SYSTEM SHUTOFF VALVE AND LT AILERON, LT HYD SYS SHUTOFF VALVE. (K)

2006FA0000382

GULSTM

RROYCE

 

LAMP

INOPERATIVE

3/23/2006

GV  

BR700710A110

 

AL1235T422C27

GALLEY

DURING ROUTINE LAMP REPLACEMENT, IT WAS DISCOVERED THAT ONE END OF THE REMOVED UNIT WAS DISCOLORED. THE DISCOLORATION WAS THOUGHT TO BE DUE TO OVERHEATING. THE LOCATION OF THE FAILED LAMP WAS IN THE GALLEY OVERHEAD. INSTALLED NEW UNIT OF SAME MFG AND PN. OPERATIONAL CHECK, OK. REPORTING THIS DUE TO CONCERN THAT THE OPERATION OF THIS LIGHT COULD RESULT IN A POSSIBLE FIRE CAUSED BY OVERHEATING OF THESE UNITS. (K)

2006FA0000427

HILLER

LYC  

 

HUB  

CRACKED

4/12/2006

UH12E

VO540C2A

 

5143711

MAIN ROTOR HUB

M/R HUB DYE CHECK INSPECTION. HUB WAS FOUND TO BE CRACKED. RETIREMENT LIFE, 2500 HOURS. (K)

2006FA0000517

HUGHES

 

 

ELT  

FAILED

3/6/2006

269A

 

 

AK450

FUSELAGE

ELT FAILED UPON INSPECTION AFTER NINE MONTHS OF SERVICE. DID NOT SWEEP. (K)

2006FA0000516

HUGHES

LYC  

 

ELT  

FAILED

3/6/2006

269A

IO360A1A

 

AK450

FUSELAGE

ELT FAILED UPON INSPECTION AFTER EIGHT MONTHS OF SERVICE, DID NOT TRANSMIT THOUGH ANTENNA, LIGHT WENT ON INDICATING FUNCTION. THIS IS THE SECOND TIME THIS HAS FAILED THIS YEAR. (K)

2006FA0000424

KAMAN

 

 

ROTOR SHAFT

CRACKED

10/14/2005

H43A

 

 

K77461221

MAIN ROTOR

DURING MAGNETIC PARTICAL INSPECTION, THE SHAFT WAS FOUND CRACKED AT THE UPPER END WHERE THE ROTOR HUB ATTACHES TO THE SHAFT. THE CRACK IS APPROXIMATELY 1 INCH LONG AND LOCATED IN THE LOWER RADIUS OF THE RETANGLE CUTOUT. (K)

2006FA0000473

LEAR

 

 

HYDRAULIC LINE

LEAKING

5/10/2006

35A  

 

 

2607003453

REAR EQUIP BAY

PRE-FLIGHT FOR SECOND LEG OF FLIGHT CREW REPORTED HYDRAULIC FLUID DRIPPING OUT OF REAR EQUIPMENT BAY. INSPECTION REVEALED THAT THE HYDRAULIC PRESSURE LINE HAD CHAFED THROUGH AND WAS LEAKING FLUID. INSTALLED NEW LINE. COMPLIED WITH PRESSURE CHECK OF SYSTEM WITH NO ADDITIONAL LEAKS NOTED. CHECKED ROUTING OF LINE AND INSTALLED CHAFE MATERIAL WHERE NEEDED. PART HOURS OR CYCLES UNKNOWN.

11221

LEAR

 

 

FRAME

CRACKED

4/14/2006

35A  

 

 

 

FUSELAGE

RH FUSELAGE FRAME 20 CRACKED APPROX. 11/8 IN LENGTH AT THE AFT WING ATTACH POINT.

2006FA0000479

LEAR

GARRTT

 

CIRCUIT BREAKER

TRIPPED

5/8/2006

35A  

TFE731*

 

70008840

COCKPIT

(ELECTRICAL ANOMALY), LT AND RT ESSENTIAL (A) CIRCUIT BREAKERS DEPLOYED. ALL EFIS WENT DARK. YAW DAMP AND AUTO PILOT DISENGAGED. LOST ALL NAV AND COMM. RADIOS, LOST ANNUNCIATOR PANEL LIGHTS. MAY HAVE LOST AIRSPEED INDICATORS AND FUEL COMPUTERS. LOST BOTH N 1’S . BOTH ITT’S, DC AND AC ELECTRICAL INDICATORS FUNCTIONED NORMALLY AND INDICATED NORMAL ELECTRICAL SYSTEM CONDITION. GEAR, FLAPS, SPOILERS, TRIMS, TR’S ALL FUNCTIONED NORMALLY. TR ARM AND DEPLOY LIGHTS DID NOT WORK.

2006FA0000440

LEAR

PWA  

 

ADC  

DEFECTIVE

2/23/2006

60LEAR

PW305

 

8220839429

LT AFT AVIONICS

ALL ADC OUTPUTS ON THE COPILOTS PFD (ALTIMETER, VSI AND AIRSPEED, ECT) FLAGGED IN FLIGHT INTERMITTENTLY AND WOULD RESET ITSELF. CREW REQUESTED TO LEAVE RVSM AIRSPACE. THE ADC WAS FOUND TO BE DEFECTIVE AND WAS REPLACED. THE SYSTEM WAS TESTED AND INSPECTED IAW MM AND FOUND TO COMPLY WITH FAR 91.411 PART 43 AND MFG RVSM ADC INSPECTIONS. THE AIRCRAFT REMAINS RVSM COMPLIANT. (K)

DOSS01

LET  

 

 

LONGERON

CRACKED

5/2/2006

L23  

 

 

 

ZONE 200

LONGERON WAS FOUND CRACKED AT THE ELEVATOR TRIM GUIDE ATTACH POINT, NEAR THE RCP LT RUDDER PEDAL, DURING A SCHEDULED INSPECTION. IT LOOKS AS IF THE OPERATOR, IN THE REAR COCKPIT (RCP), MAY BE STRIKING THE ELEVATOR TRIM GUIDE WITH HIS/HER FOOT WHILE ACTUATING THE RUDDER PEDAL, CAUSING THE SUPPORT STRUCTURE (LONGERON) TO WEAKEN AND FORM CRACKS AT THE ATTACH SCREWS. THIS WAS ENCOUNTERED ON TWELVE OUT OF SEVENTEEN AIRCRAFT (L13AC AND L23).

DOSS102

LET  

 

 

LONGERON

CRACKED

5/2/2006

L23  

 

 

 

REAR COCKPIT

FIRST LONGERON (N434BA) WAS FOUND CRACKED AT THE ELEVATOR TRIM GUIDE ATTACH POINT, NEAR THE RCP LT RUDDER PEDAL, DURING A SCHEDULED INSPECTION. SUBSEQUENT FINDINGS OCCURRED AS RESULT OF QUALITY DEPARTMENT ISSUING A ONE TIME INSPECTION OF ALL MDS. IT LOOKS AS IF THE OPERATOR, IN THE REAR COCKPIT (RCP), MAY BE STRIKING THE ELEVATOR TRIM GUIDE WITH HIS/HER FOOT WHILE ACTUATING THE RUDDER PEDAL - CAUSING THE SUPPORT STRUCTURE (LONGERON) TO WEAKEN AND FORM CRACKS AT THE ATTACH SCREWS.

D20060502

LET  

 

 

LONGERON

CRACKED

5/2/2006

L23  

 

 

 

REAR COCKPIT

FIRST LONGERON (N434BA) WAS FOUND CRACKED AT THE ELEVATOR TRIM GUIDE ATTACH POINT, NEAR THE RCP LH RUDDER PEDAL, DURING A SCHEDULED INSPECTION. SUBSEQUENT FINDINGS OCCURRED AS RESULT OF QUALITY DEPARTMENT ISSUING A ONE TIME INSPECTION OF ALL MDS. IT LOOKS AS IF THE OPERATOR, IN THE REAR COCKPIT (RCP), MAY BE STRIKING THE ELEVATOR TRIM GUIDE WITH HIS/HER FOOT WHILE ACTUATING THE RUDDER PEDAL - CAUSING THE SUPPORT STRUCTURE (LONGERON) TO WEAKEN AND FORM CRACKS AT THE ATTACH SCREWS.

DOSS04

LET  

 

 

LONGERON

CRACKED

5/2/2006

L23  

 

 

 

REAR COCKPIT

FIRST LONGERON (N434BA) WAS FOUND CRACKED AT THE ELEVATOR TRIM GUIDE ATTACH POINT, NEAR THE RCP LT RUDDER PEDAL, DURING A SCHEDULED INSPECTION. SUBSEQUENT FINDINGS OCCURRED AS RESULT OF QUALITY DEPARTMENT ISSUING A ONE TIME INSPECTION OF ALL MDS. IT LOOKS AS IF THE OPERATOR, IN THE REAR COCKPIT (RCP), MAY BE STRIKING THE ELEVATOR TRIM GUIDE WITH HIS/HER FOOT WHILE ACTUATING THE RUDDER PEDAL - CAUSING THE SUPPORT STRUCTURE (LONGERON) TO WEAKEN AND FORM CRACKS AT THE ATTACH SCREWS.

DOSS06

LET  

 

 

LONGERON

CRACKED

5/2/2006

L23  

 

 

 

REAR COCKPIT

FIRST LONGERON (N434BA) WAS FOUND CRACKED AT THE ELEVATOR TRIM GUIDE ATTACH POINT, NEAR THE RCP LT RUDDER PEDAL, DURING A SCHEDULED INSPECTION. SUBSEQUENT FINDINGS OCCURRED AS RESULT OF QUALITY DEPARTMENT ISSUING A ONE TIME INSPECTION OF ALL MDS. IT LOOKS AS IF THE OPERATOR, IN THE REAR COCKPIT (RCP), MAY BE STRIKING THE ELEVATOR TRIM GUIDE WITH HIS/HER FOOT WHILE ACTUATING THE RUDDER PEDAL - CAUSING THE SUPPORT STRUCTURE (LONGERON) TO WEAKEN AND FORM CRACKS AT THE ATTACH SCREWS.

DOSS07

LET  

 

 

LONGERON

CRACKED

5/2/2006

L23  

 

 

 

REAR COCKPIT

FIRST LONGERON (N434BA) WAS FOUND CRACKED AT THE ELEVATOR TRIM GUIDE ATTACH POINT, NEAR THE RCP LT RUDDER PEDAL, DURING A SCHEDULED INSPECTION. SUBSEQUENT FINDINGS OCCURRED AS RESULT OF QUALITY DEPARTMENT ISSUING A ONE TIME INSPECTION OF ALL MDS. IT LOOKS AS IF THE OPERATOR, IN THE REAR COCKPIT (RCP), MAY BE STRIKING THE ELEVATOR TRIM GUIDE WITH HIS/HER FOOT WHILE ACTUATING THE RUDDER PEDAL - CAUSING THE SUPPORT STRUCTURE (LONGERON) TO WEAKEN AND FORM CRACKS AT THE ATTACH SCREWS.

DOSS08

LET  

 

 

LONGERON

CRACKED

5/2/2006

L23  

 

 

 

REAR COCKPIT

FIRST LONGERON (N434BA) WAS FOUND CRACKED AT THE ELEVATOR TRIM GUIDE ATTACH POINT, NEAR THE RCP LH RUDDER PEDAL, DURING A SCHEDULED INSPECTION. SUBSEQUENT FINDINGS OCCURRED AS RESULT OF QUALITY DEPARTMENT ISSUING A ONE TIME INSPECTION OF ALL MDS. IT LOOKS AS IF THE OPERATOR, IN THE REAR COCKPIT (RCP), MAY BE STRIKING THE ELEVATOR TRIM GUIDE WITH HIS/HER FOOT WHILE ACTUATING THE RUDDER PEDAL - CAUSING THE SUPPORT STRUCTURE (LONGERON) TO WEAKEN AND FORM CRACKS AT THE ATTACH SCREWS.

DOSS10

LET  

 

 

LONGERON

CRACKED

5/2/2006

L23  

 

 

 

REAR COCKPIT

FIRST LONGERON (N434BA) WAS FOUND CRACKED AT THE ELEVATOR TRIM GUIDE ATTACH POINT, NEAR THE RCP LT RUDDER PEDAL, DURING A SCHEDULED INSPECTION. SUBSEQUENT FINDINGS OCCURRED AS RESULT OF QUALITY DEPARTMENT ISSUING A ONE TIME INSPECTION OF ALL MDS. IT LOOKS AS IF THE OPERATOR, IN THE REAR COCKPIT (RCP), MAY BE STRIKING THE ELEVATOR TRIM GUIDE WITH HIS/HER FOOT WHILE ACTUATING THE RUDDER PEDAL - CAUSING THE SUPPORT STRUCTURE (LONGERON) TO WEAKEN AND FORM CRACKS AT THE ATTACH SCREWS.

DOSS11

LET  

 

 

LONGERON

CRACKED

5/2/2006

L23  

 

 

 

REAR COCKPIT

FIRST LONGERON (N434BA) WAS FOUND CRACKED AT THE ELEVATOR TRIM GUIDE ATTACH POINT, NEAR THE RCP LT RUDDER PEDAL, DURING A SCHEDULED INSPECTION. SUBSEQUENT FINDINGS OCCURRED AS RESULT OF QUALITY DEPARTMENT ISSUING A ONE TIME INSPECTION OF ALL MDS. IT LOOKS AS IF THE OPERATOR, IN THE REAR COCKPIT (RCP), MAY BE STRIKING THE ELEVATOR TRIM GUIDE WITH HIS/HER FOOT WHILE ACTUATING THE RUDDER PEDAL - CAUSING THE SUPPORT STRUCTURE (LONGERON) TO WEAKEN AND FORM CRACKS AT THE ATTACH SCREWS.

DOSS02

LET  

 

 

LONGERON

CRACKED

5/2/2006

L23  

 

 

 

REAR COCKPIT

FIRST LONGERON (N434BA) WAS FOUND CRACKED AT THE ELEVATOR TRIM GUIDE ATTACH POINT, NEAR THE RCP LT RUDDER PEDAL, DURING A SCHEDULED INSPECTION. SUBSEQUENT FINDINGS OCCURRED AS RESULT OF QUALITY DEPARTMENT ISSUING A ONE TIME INSPECTION OF ALL MDS. IT LOOKS AS IF THE OPERATOR, IN THE REAR COCKPIT (RCP), MAY BE STRIKING THE ELEVATOR TRIM GUIDE WITH HIS/HER FOOT WHILE ACTUATING THE RUDDER PEDAL, CAUSING THE SUPPORT STRUCTURE (LONGERON) TO WEAKEN AND FORM CRACKS AT THE ATTACH SCREWS.

DOSS002

LET  

 

 

LONGERON

CRACKED

5/2/2006

L23  

 

 

 

REAR COCKPIT

FIRST LONGERON (N434BA) WAS FOUND CRACKED AT THE ELEVATOR TRIM GUIDE ATTACH POINT, NEAR THE RCP LH RUDDER PEDAL, DURING A SCHEDULED INSPECTION. SUBSEQUENT FINDINGS OCCURRED AS RESULT OF QUALITY DEPARTMENT ISSUING A ONE TIME INSPECTION OF ALL MDS. IT LOOKS AS IF THE OPERATOR, IN THE REAR COCKPIT (RCP), MAY BE STRIKING THE ELEVATOR TRIM GUIDE WITH HIS/HER FOOT WHILE ACTUATING THE RUDDER PEDAL - CAUSING THE SUPPORT STRUCTURE (LONGERON) TO WEAKEN AND FORM CRACKS AT THE ATTACH SCREWS.

20060502D

LET  

 

 

LONGERON

CRACKED

5/2/2006

L23  

 

 

 

REAR COCKPIT

FIRST LONGERON (N434BA) WAS FOUND CRACKED AT THE ELEVATOR TRIM GUIDE ATTACH POINT, NEAR THE RCP LT RUDDER PEDAL, DURING A SCHEDULED INSPECTION. SUBSEQUENT FINDINGS OCCURRED AS RESULT OF QUALITY DEPARTMENT ISSUING A ONE TIME INSPECTION OF ALL MDS. IT LOOKS AS IF THE OPERATOR, IN THE REAR COCKPIT (RCP), MAY BE STRIKING THE ELEVATOR TRIM GUIDE WITH HIS/HER FOOT WHILE ACTUATING THE RUDDER PEDAL, CAUSING THE SUPPORT STRUCTURE (LONGERON) TO WEAKEN AND FORM CRACKS AT THE ATTACH SCREWS.

DOSS13

LET  

 

 

LONGERON

CRACKED

5/2/2006

L23  

 

 

 

REAR COCKPIT

FIRST LONGERON (N434BA) WAS FOUND CRACKED AT THE ELEVATOR TRIM GUIDE ATTACH POINT, NEAR THE RCP LT RUDDER PEDAL, DURING A SCHEDULED INSPECTION. SUBSEQUENT FINDINGS OCCURRED AS RESULT OF QUALITY DEPARTMENT ISSUING A ONE TIME INSPECTION OF ALL MDS. IT LOOKS AS IF THE OPERATOR, IN THE REAR COCKPIT (RCP), MAY BE STRIKING THE ELEVATOR TRIM GUIDE WITH HIS/HER FOOT WHILE ACTUATING THE RUDDER PEDAL, CAUSING THE SUPPORT STRUCTURE (LONGERON) TO WEAKEN AND FORM CRACKS AT THE ATTACH SCREWS.

DOSS03

LET  

 

 

LONGERON

CRACKED

5/2/2006

L23  

 

 

 

REAR COCKPIT

FIRST LONGERON (N434BA) WAS FOUND CRACKED AT THE ELEVATOR TRIM GUIDE ATTACH POINT, NEAR THE RCP LH RUDDER PEDAL, DURING A SCHEDULED INSPECTION. SUBSEQUENT FINDINGS OCCURRED AS RESULT OF QUALITY DEPARTMENT ISSUING A ONE TIME INSPECTION OF ALL MDS. IT LOOKS AS IF THE OPERATOR, IN THE REAR COCKPIT (RCP), MAY BE STRIKING THE ELEVATOR TRIM GUIDE WITH HIS/HER FOOT WHILE ACTUATING THE RUDDER PEDAL, CAUSING THE SUPPORT STRUCTURE (LONGERON) TO WEAKEN AND FORM CRACKS AT THE ATTACH SCREWS.

200600005

LKHEED

 

 

PANEL

CRACKED

4/27/2006

P3A  

 

 

9006031

LT WING

NR 2 FUEL CELL LOWER WING SKIN, PLANK NR 2 CRACKED RISER. NO SRM STANDARD REPAIR FOR THIS DAMAGE. REPAIR WILL BE ACCOMPLISHED IAW EO 462557001.

AUCR200600003

LKHEED

 

 

PANEL

CRACKED

4/27/2006

P3A  

 

 

9006051

RT WING

CRACKED RISER, NR 4 FUEL TANK LOWER PLANK NR 4 AT NR 27 RISER WS397R.

AUCR200600004

LKHEED

 

 

SKIN PANEL

DAMAGED

4/27/2006

P3A  

 

 

9006041

LT WING

BOTTOM LT WING WS68.5, 4 FUEL BOOST PUMP SCREEN ATTACHING HOLES ELONGATED IN NR 17 AND NR 18 RISER.

2006FA0000481

MOONEY

CONT

 

PISTON

ERODED

4/25/2006

M20K

TSIO360SB

 

646743

ENGINE

THE OIL CONTROL RING LANDS ON PISTON SEVERLY ERRODED AT PISTON PIN HOLE, BOTH SIDES OF PISTON. THIS IS THE 13 TH PISTON THAT WE HAVE SEEN THIS ON, IN OUR ENGINE SHOP. SC MODIFICATIONS, HAS 12 OF THEM, HAVE SAME PROBLEM. HAVE ONE TO SHOW. (K)

2006FA0000476

MTSBSI

GARRTT

 

GEAR

CRACKED

4/26/2006

MU2B36A

TPE33110T

 

8687813

LT ENGINE GRBOX

PILOT REPORTED DURING CRUISE LEVEL FLIGHT FEELING A SUDDEN VIBRATION AND HEARING A SCREAMING NOISE FROM THE LT ENGINE. PILOT THEN NOTICED TORQUE INDICATION ON LT ENGINE INDICATING 120 PERCENT WITH NO YAW INDICATED OR NOTICED BY PILOT. WHILE RETARDING LT POWER LEVER TO REDUCE TORQUE THE LT ENGINE SHUTDOWN UNCOMMANDED. ENGINE NTS SYSTEM FUNCTIONED NORMALLY AND AN UNEVENTFUL SINGLE ENGINE LANDING WAS MADE. UPON ENGINE ASSEMBLY A 2 INCH PIECE OF THE BULL GEAR OUTER RIM WAS LAYING IN THE BOTTOM OF THE ACCESSORY HOUSING. INSPECTION OF THE BULL GEAR REVEALED THE MISSING SECTION AND AN APPROX 4 INCH CRACK IN THE HUB AREA WHICH CAUSED LOSS OF DRIVE TO THE PROPELLER SHAFT.

2006FA0000447

PIPER

CONT

 

STRUT

CORRODED

2/26/2006

PA17

A65*

 

1180500

LANDING GEAR

CHANGING SHOCK CORDS, DISCOLORATION OF INNER STRUT TUBE (LONGER ONE), REMOVED IT FROM OUTER TUBE (SHORTER ONE) OF INNER STRUT TUBES WAS CORRODED APPROX 50 PERCENT OF CIRCUM. OTHER INNER STRUT HAD MULTIPLE CORROSION HOLES THROUGH METAL. BOTH SHORT TUBES (OUTER) SHOWED ELONGATION AT ENDS INDICATING FLEXING/ BENDING OF ASSY DURING LANDING/TAKEOFF. ONLY NEW BUNGEES KEPT GEAR FROM FINAL FAILURE, RESULTANT GROUND LOOP. BUNGEE CORDS, WHEN INSTALLED, COVER THIS AREA, USUALLY HAVE A CLOTH OR ALUMINUM FAIRING OVER THEM. DETECTION REQUIRES REMOVAL OF FAIRINGS AT A MINIMUM, AND REMOVAL OF BUNGEES TO CLEARLY SEE OUTER TUBES CIRCUM. NECESSARY TO DISASSEMBLE UNIT, VIEW INNER PIECE, OUTER PIECE SEPARATELY. (K)

2006FA0000413

PIPER

LYC  

 

DRIVE ASSY

FAILED

4/27/2006

PA23160

O320B1A

 

MZ6222

STARTER

STARTER DRIVE FAILED.

2006FA0000414

PIPER

LYC  

 

DRIVE ASSY

FAILED

4/27/2006

PA23160

O320B1A

 

MZ6222

STARTER

STARTER DRIVE FAILED

2006FA0000442

PIPER

LYC  

 

HYDRAULIC LINE

CHAFED

3/23/2006

PA23250

IO540*

 

 

RT CABIN SIDE

COMPLETE INTERIOR REFURBISHING WAS DONE. 100 HRS AFTER AC WAS RETURNED TO SERV, NOSE AND LT MAIN GEAR WOULD NOT LOCK DOWN, PILOT LANDED WITH ONLY RT GEAR EXTENDED. HYD FLUID WAS DRIPPING FROM BELLY, UPON INVESTIGATION, ALUMINUM HYD LINE WAS CHAFED THROUGH BY AILERON CABLE IN FRONT OF MAIN SPAR, UNDER CABIN ENTRANCE DOOR SILL. SUSPECTED THAT AFTER AC WAS INSP, WHEN DISCREP WERE BEING CLEARED, INTERIOR WORK BEING DONE, PERSONNEL SOMEHOW BENT LINE DOWN TO WHERE IT CONTACTED CABLE. WHEN PANEL IS REMOVED UNDER DOOR, HYD LINES ARE EXPOSED, LITTLE SUPPT IN THIS AREA, LITTLE CLEARANCE BTWN LINES, CABLES. LINES, CABLES ON LT SIDE OF CABIN ARE LESS LIKELY TO BE DISTURBED AS AUTOPILOT ROLL SERVO PROTECTS THEM. (K)

2006FA0000459

PIPER

LYC  

 

ATTACH FITTING

OUT OF LIMITS

4/19/2006

PA25235

O540*

 

 

FUSELAGE

ATTACHMENT CONNECTIONS AT RT AND LT SIDES ARE BELOW MINIMUM SPECIFIED IN AD. INSPECTION METHOD- ULTRASONIC. (K)

2006FA0000478

PIPER

LYC  

 

MAGNETO

DISINTEGRATED

5/1/2006

PA25235

O540B2C5

 

S6LSC21BL5005162

ENGINE

MAGNETO WAS REMOVED FROM ENGINE FOR ROUTINE MAINTENANCE INSPECTION. THREADS ON MAGNETO SHAFT AND NUT WERE COMPLETELY STRIPPED. SLOT IN SHAFT FOR WOODRUFF KEY WAS WALLOWED OUT. COTTER KEY WHICH RETAINED NUT TO SHAFT WAS STILL IN PLACE. AT TIME OF REMOVAL ENGINE WAS OPERATING NORMALLY. ONLY THE MAG BUSHINGS AND RETAINER WERE HOLDING THE IMPULSE COUPLING IN PLACE. THE DRIVE SHAFT AND OR THE WOODRUFF WERE DEFECTIVE AT THE TIME OF MANUFACTURE. THIS CONDITION IF UNDETECTED WILL LEAD TO COMPLETE ENGINE FAILURE. (K)

2006FA0000452

PIPER

LYC  

 

CARBURETOR

UNSERVICEABLE

4/25/2006

PA28161

O320D3G

 

MA4SPA105135

ENGINE

REF: NM-02-47 DATED 9/30/02 AND CE-06-33R1, DATED 4/12/06. ENGINE QUITS AT IDLE; IDLE SET AT 600, WILL DROP OFF AND QUIT. FUEL SOMETIMES DRAINS FROM CARB AFTER SHUTDOWN. BOTH SYMPTONS MATCH THOSE IN NM-02-47. (K)

2006FA0000437

PIPER

LYC  

 

RIB  

CRACKED

4/13/2006

PA28R180

IO360A1A

 

6701603

WING 

DURING MODIFICATION OF AFT RIB IAW SB, 2 CRACKS WERE FOUND PROPAGATING FROM THE OB BOLT HOLE FOR THE ATTACHMENT OF (PN 9564307) BRACKET. (K)

2006FA0000431

PIPER

LYC  

 

PRESSURE SWITCH

CORRODED

4/18/2006

PA28R200

IO360C1C

 

211C24312

LANDING GEAR

LANDING GEAR FAILED TO RETRACT IN FLIGHT. PLACING THE AC ON JACKS, THE LANDING GEAR FAILED TO COMPLETELY RETRACT. BY PLACING A JUMPER WIRE BYPASSING THE HYDRAULIC PRESSURE SWITCH THE LANDING GEAR WORKED NORMALLY. AFTER REMOVING THE PRESSURE SWITCH, CORROSION AND PITTING WAS OBSERVED ON THE CONTACTOR ALLOWING IT TO HEAT, WHICH INCREASED RESISTANCE, IN TURN CAUSING A LOW VOLTAGE CONDITION THAT DID NOT ALLOW THE GEAR MOTOR TO OPERATE AND CAUSED PARTIAL RETRACTION. IT WAS NOTED THAT AS THE PRESSURE SWITCH COOLED, IT AGAIN ACTIVATED THE GEAR MOTOR AND CONTINUED THIS CYCLE UNTIL THE LANDING GEAR WAS IN THE UP POSITION. (K)

2006FA0000433

PIPER

 

 

RIB  

CRACKED

4/14/2006

PA28R201

 

 

78475005

RT WING STA49.25

INSPECTED RIB IAW SB 1161 AND FOUND RIB CRACKED. THE SAME RIB HAS BEEN FOUND CRACKED IN THE SAME LOCATION ON SIX OTHER WINGS. ALL OTHER WINGS HAD EXCESS OF 6000 HRS REPAIRED AND APPEARED TO HAVE BEEN INSTALLED CROOKED. THE ASSEMBLY PROCESS HAD THIS PART INSTALLED UNDER AN INITIAL LOAD LEADING TO PART CRACKING PREMATURELY. (K)

2006FA0000432

PIPER

 

 

RIB  

CRACKED

4/18/2006

PA28R201

 

 

62021005

WING STA 49.25

RIB CRACKED IN FLANGE WHERE LANDING GEAR SIDE BRACE FITTING BOLTS. THE CRACK HAS BEEN NOTED ON LIKE MODELS (6 WINGS). ALL PREVIOUS NOTATIONS FOUND ON AC IN EXCESS OF 6000 HRS TO BE CAUSED BY AN IMPRESSION LEFT BY THE AN960-4 WASHER USED UNDER THE LOCKNUT. THE WASHER APPEARS TO CUT INTO THE RADIUS AND THE CRACKS ORIGINATE AND FOLLOW THE WASHER OUTLINE UNTIL IT PROGRESSES TO A POINT OF CONTINUING IN BOTH DIRECTIONS VERTICALLY. (K)

2006FA0000495

PIPER

LYC  

 

OIL FILTER

LEAKING

5/9/2006

PA28R201

IO360C1C

 

CH481101

ENGINE

PILOT REPORTED OIL SPOTS ON HANGAR FLOOR. ENGINE WAS WASHED AND GROUND RUN FOR LEAK CHECK. INSPECTED ENGINE AFTER ENGINE RUN AND FOUND OIL ON BOTTOM SIDE OF OIL FILTER. FURTHER INSPECTION OF THE OIL LEAK REVEALED THAT THE OIL WAS LEAKING FROM THE HEX NUT ON THE BACK OF THE FILTER. (K)

2006FA0000439

PIPER

LYC  

 

INTAKE VALVE

DISINTEGRATED

1/28/2006

PA32300

IO540*

 

73938

CYLINDER NR 3

INTAKE VALVE DISINTEGRATED, FALLING INTO CYLINDER HEAD NR 3. VALVE BOUNCED AROUND, BEATING THE TOP OF PISTON AND CYL HEAD CAUSING EXTENSIVE DAMAGE, FINALLY THE VALVE WAS SUCKED INTO THE INTAKE CAUSING A GAPPING HOLE ON THE INTAKE PORT. INTAKE VALVE FAILURE IS BELIEVED TO BE THE ONLY CAUSE OF CATASTROPIC FAILURE. (K)

4437811

PIPER

 

 

AIR FILTER

DEBONDED

4/18/2006

PA32R301T

 

 

P151936

ENGINE

PN P560007-3, GASKET HAD SEPERATED FROM FILTER ON ONE SIDE AND WAS PULLED INTO THE AIR STREAM ON THE ENGINE SIDE OF THE FILTER. INSTALLED NEW FILTER.

2006FA0000407

PIPER

LYC  

LYC  

HOSE

DETERIORATED

4/14/2006

PA32R301T

TIO540S1AD

TIO540AH1A

LW18724

ENGINE

PARTIAL POWER LOSS, TWO CYLINDERS DROPPED OUT, CAUSED BY SMALL PARTICLES OF RUBBER HOSE FROM UPPER DECK AIR REFERENCE LINES FLAKING OFF AND OCCLUDING THE FUEL INJECTORS

2006FA0000400

PIPER

 

 

VALVE

LEAKING

1/6/2006

PA34200T

 

 

236405492189

FUEL SYS

FUEL COULD NOT BE SHUT OFF AND FUEL WAS CROSS-FEEDING. SEVERAL CROSSFEED VALVES HAVE BEEN EXAMINED AND FOUND TO HAVE DEFECTIVE SEALS. O-RINGS WERE DISSOLVED AND RESEMBLED A TAR LIKE SUBSTANCE. IF THERE IS AN ENGINE FIRE OR LEAK, FUEL CANNOT BE SHUT OFF WHICH CREATES A SAFETY OF FLIGHT CONDITION THAT MUST BE CORRECTED.

RX8R2006001

PIPER

PWA  

 

HYDRAULIC LINE

DAMAGED

4/10/2006

PA42720

PT6A61

 

5777402

LG RETRACT SYS

AFTER TAKEOFF THE LANDING GEAR HANDLE WAS MOVED TO THE UP POSITION THE LANDING GEAR CAME UP BUT THE GEAR DOORS DID NOT CLOSE. THE LANDING GEAR HANDLE WAS PUT IN THE DOWN POSITION BUT THE LANDING GEAR DID NOT LOCK DOWN. THE EMERGENCY HAND PUMP WAS USED TO MAKE THE LANDING GEAR LOCK IN THE DOWN POSITION. THE AIRCRAFT WAS LANDED WITHOUT INCIDENT. DISCOVERED HYDRAULIC LINE FROM HYDRAULIC FILTER WAS RUBBING ON NUT PLATE AND HAD WORN A HOLE IN IT. RIGHT WING TO NACELLE AREA WAS INSPECTED AND THE SAME HYDRAULIC LINE WAS FOUND RUBBING IN THE SAME AREA BUT HAD NOT WORN THROUGH. RECOMMEND INSPECTING THIS AREA ON ALL PA42-720 AIRCRAFT. AREA LOCATED BEHIND SMALL (FOUR INCH) PANEL JUST INBOARD OF THE ENGINE NACELLE ON LE.

2006FA0000408

PIPER

 

 

DRAG LINK

FRACTURED

3/29/2006

PA44180

 

 

67146004

NLG 

DURING LANDING, THE NOSE GEAR RETRACT DRAG BRACE FAILED AT THE PIVOT POINT. THE NOSE GEAR COLLAPSED AND THE AIRCRAFT VEERED OFF OF THE RUNWAY STRIKING A LARGE RUNWAY SIGN WITH THE RT OB WING SECTION. THE CAUSE OF THE FAILURE IS STILL UNDER INVESTIGATION.

2006FA0000409

PIPER

 

 

DRAG LINK

FRACTURED

3/29/2006

PA44180

 

 

67146004

ZONE 700

DURING LANDING, THE NOSE GEAR RETRACT DRAG BRACE (PN-67146-004) FAILED AT THE PIVOT POINT. THE NOSE GEAR COLLAPSED AND THE AIRCRAFT VEERED OFF OF THE RUNWAY STRIKING A LARGE RUNWAY SIGN WITH THE RT OB WING SECTION. THE CAUSE OF THE FAILURE IS STILL UNDER INVESTIGATION.

2006FA0000510

PIPER

 

 

BOLT

BROKEN

4/21/2006

PA44180

 

 

402940

NOSE GEAR

NOSE GEAR COLLAPSED ON TOUCHDOWN. MAINS TOUCHED FIRST THEN NOSE. 2 COMPONENTS THAT ARE DAMAGED IN NOSE GEAR RETRACT/EXTEND SYS. W/O DISASSEMBLING LINKAGE, VISUAL EVIDENCE, BOLT CONNECTING UPPER DRAG LINK TO LWR DRAG LINK FAILED DUE TO POSSIBLE OVERLOAD CONDITION. (FRACTURED END OF BOLT IS BRIGHT AND SHINNY, INDICATING AN INSTANTANEOUS FAILURE). ONE HALF OF THAT BOLT, WASHER, NUT AND COTTER PIN IS STILL INSERTED IN JOINT. OTHER DAMAGED COMPONENT IS BOLT THAT DOWNLOCK HOOK ENGAGES, BOLT IS BENT IN SUCH A WAY AS TO INDICATE IT WAS DAMAGED AS A RESULT OF NOSE GEAR COLLAPSE. AFTER UPPER AND LWR DRAG LINK ASSEMBLIES HAVE BEEN REMOVED SENT TO MFG FOR FURTHER INSP AND ANALYSIS.

0600710

PIPER

LYC  

 

EXHAUST RISER

BROKEN

3/31/2006

PA44180

LO360E1A6

 

89366003

RT ENGINE

PILOT'S REPORTED VIBRATION IN RT ENGINE, ALSO STATED SOMETHING SEEMED LOOSE AND RATTLING. LEANED AT DIFFERENT POWER SETTINGS WHILE IN FLIGHT WITH NO CHANGES. RETURNED TO AIRPORT WITHOUT INCIDENT. UNCOWLED RT ENGINE AND FOUND NR 2 CYLINDER EXHAUST RISER BROKEN OFF AT MOUNT FLANGE. REPLACED WITH NEW RISER AND GASKET, OPERATIONAL CHECK GOOD.

2006FA0000434

PIPER

LYC  

 

CAM  

WORN

4/14/2006

PA44180

O360E1A6

 

 

ENGINE

NOTED EXCESS MATERIAL IN REMOVED OIL FILTER, SAMPLE ANALYZED AND DETERMINED CAM/LIFTER WEAR. ENGINE REMOVED FOR REPAIRS. WHILE CASE SPLIT SB 569 COMPLIED WITH REPLACING CRANKSHAFT. (K)

2006FA0000418

PIPER

 

 

STRUT

BROKEN

4/22/2006

PA44180T

 

 

6703704

LT MLG

LT GEAR STRUT BROKE AT HOUSING.

2006FA0000419

PIPER

 

 

STRUT

BROKEN

4/22/2006

PA44180T

 

 

6703704

LT MLG

LH MLG STRUT BROKE ON TAXI

HAG06002

RAYTHN

 

 

LONGERON

CRACKED

4/6/2006

DH125

 

 

25FN86

FUSELAGE

CRACK IN KEEL LONGERON BETWEEN FRAMES 4 AND 5, APROXIMATE STATION 175.00. CRACK IS ONLY IN LONGERON, NOT IN MAIN BEAM. CRACK LOCATED IN LOWER AFT HOLE FOR NOSE GEAR ATTACH BRACKET. DISCOVERED DURING REQUIRED CHECK OF ATTACH BOLT TORQUE, ALL BOLTS FOUND LOOSE. BRACKET REMOVED FOR HIDDEN DAMAGE INSPECTION.

2006FA0000445

RAYTHN

GARRTT

 

WINDSHIELD

CRACKED

3/30/2006

HAWKER800XP

TFE731*

 

NH2401691

COCKPIT

LEVEL FLIGHT AT 360, PILOTS (B) PANEL OUTER HEATED LAYER CRACKED ALONG LOWER FRONT CORNER THEN CONTINUED UP AND ACROSS TOP OF WINDOW. CREW DECLARED AN EMERGENCY AND DESCENDED TO 8000 FT. OUTER PANEL STAYED WITH AIRCRAFT, NO AD OR SB APPLY TO PANEL AT THIS TIME. WINDOW REPLACED WITH NEW UNIT. PRESSURIZATION AND OPS CHECK GOOD. THIS WINDOW HAD NO VISIBLE OR OPERATIONAL PROBLEMS PRIOR TO FAILURE. (K)

2006FA0000522

RAYTHN

GARRTT

RAYTHN

CURRENT LIMITER

MISDRILLED

5/22/2006

HAWKER800XP

TPE331*

 

UAM100

ELECT PANEL

MOUNTING HOLES IN CURRENT LIMITER DOES NOT MATCH LUGS IN ELECTRICAL PANEL.

2006FA0000428

ROLSCH

GE  

 

ACTUATOR

CRACKED

4/21/2006

LS3A

CF680

 

273T411B1

NLG 

NLG RETRACT ACTUATOR WAS RECEIVED WITH THE PISTON ROD CRACKED. 3 CRACKS RUN AROUND THE CIRCUMFERENCE OF THE ROD AT THE THREADED END. CRACKS RUN ABOUT 95 PERCENT AROUND ROD BUT DO NOT CONNECT (RUN IN A SPIRAL) CORROSION FOUND ON INTERIOR THREADS. CORROSION APPEARS TO BE IN CRACK. (K)

2006FA0000539

SKRSKY

PWA  

 

BREATHER TUBE

DETERIORATED

5/7/2006

S76B

PT6B36

 

7650004503074

ACCY GEARBOX

ENROUTE TO A PICK UP A PATIENT. WITHIN 4 MINUTES OF TAKEOFF, MEDICAL CREW REPORTED, SMELLED SMOKE IN CABIN, BECOMING VISIBLE ALSO. PILOT NOTICED IT ABOUT SAME TIME. PILOT RETURNED WITHOUT DELAY, APPROX 30 SECONDS BEFORE TOUCHDOWN, BAGGAGE COMPARTMENT SMOKE DETECTOR WENT OFF. AC LANDED WITHOUT INCIDENT. INVESTIGATION SHOWED NR 2 ENG ACCY GEARBOX VENT TUBE HAD BROKEN FREE OF ENG DECK FITTING. THIS OVERBOARD BREATHER TUBE MADE OF A VINYL MATERIAL, HAD DETERIORATED TO POINT OF BREAKING OFF OF FITTING ON BOTTOM OF ENG DECK. TUBE RUNS THROUGH AFT CORNER OF BAGGAGE COMPT, WHEN TUBE BROKE, FILLED COMPT WITH OIL MIST/VAPOR THAT ILLUMINATED SMOKE DETECTOR. VINYL TUBE WAS REPLACED, AC RETURNED TO SERVICE. (K)

2006FA0000496

SNIAS

TMECA

 

BLADE

CRACKED

5/5/2006

AS350B

ARRIEL1

 

355A11002011

MAIN ROTOR

CRACK FOUND ON LOWER SURFACE OF MAIN ROTOR BLADE NEAR STATION 1000. EXACT CAUSE OF CRACK WOULD ONLY BE SPECULATIVE. (K)

1MAC06

SOCATA

PWA  

 

CABLE

FRAYED

4/10/2006

TBM700

PT6A64

 

T700A2740085002

ELEV TRIM SYS

FRAYED ELEVATOR TRIM CABLE FOUND DURING 100 HR INSPECTION IN AFT FUSELAGE ACCESS PANEL.

END OF REPORTS