United States Department of Transportation / Federal Aviation Administration logo

AFS-600 Regulatory Support Division logo

 

ADVISORY CIRCULAR

43-16A

 

 

AVIATION MAINTENANCE ALERTS

 

 

flag of the United States of America

 

ALERT

NUMBER

347

bald eagle watching over three eggs

JUNE

2007

 


CONTENTS

AIRPLANES

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

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

CESSNA...................................................................................................................................... 4

DIAMOND.................................................................................................................................. 4

PIPER........................................................................................................................................... 4

RAYTHEON................................................................................................................................ 6

HELICOPTERS

SIKORSKY................................................................................................................................. 7

 

POWERPLANTS

CONTINENTAL......................................................................................................................... 7

PRATT AND WHITNEY............................................................................................................. 7

AIR NOTES

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

IF YOU WANT TO CONTACT US........................................................................................... 9

AVIATION SERVICE DIFFICULTY REPORTS........................................................................ 9

 


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: A36; Loose Downspring Limit Bolt Hardware; ATA 2730

(The following is a nomenclature correction for the above aircraft whose defect submission is found in April’s edition of this year’s Alerts. The incorrect part name within the heading reads: “Beech: A36; Loose Auto-Pilot Connecting Rod; ATA 2730.” Sharp eyes of a production engineer for Hawker/Beech spotted the error and here provides the correct part name and system description.)

“The rod (elevator downspring limit bolt) identified in Alert number 345 was mistakenly identified by the submitter as part of the autopilot system. The limit bolt is an integral component of the downspring system and is required equipment on all model 36 and most model 33 Bonanza airplanes for static longitudinal stability. The limit bolt is a necessary part of the elevator control system and must be properly installed to meet airworthiness requirements.

“When inspecting for proper limit bolt installation in the 002-524024-51 elevator bell crank assembly, there must be at least two threads extending through the self locking nuts at each end. It is permissible to tighten the nuts to a maximum torque of 70 inch pounds.

“The limit bolt is not rigidly fixed to the bell crank (slip fit) and some axial and radial movement of the limit bolt is a normal part of the elevator bell crank assembly design.

“Item 430 in the following illustration is the elevator downspring limit bolt (as shown in the G36 illustrated parts catalog). Item 436 in the following illustration is the self-locking nut (two required). The washers are not shown, but are installed under each nut.”


A mechanical drawing of this aircraft's empennage/elevator actuation parts.

 

("Thank-you" to Hawker Beechcraft Engineering for the correction, discussion—and their readership! Provided customer support numbers are 1-800-429-5372 or 316-676-3140.)

Part Total Time:  N/A.

 

Beech: B100; Jammed Fuel Linkage; ATA 7620

This submitter states, “During a check ride, the chief pilot shut down the R/H engine in flight. When attempting a restart, the fuel cut-off lever jammed in the cut-off position. The crew conducted a successful and uneventful single engine landing at the base airport. Upon investigation, the technician discovered the aft shroud on the R/H starter generator (P/N 23079-000-1) had slipped aft, blocking the linkage while still in the cut-off (position). The shroud was repositioned and its clamp secured.”

Part Total Time: 322.0 hours.

 

BOEING

Boeing: 737-3GF; Improper Oxygen Cable Routing; ATA 3520

A submission from an English repair station describes an oxygen activation defect. “The actuating cables to the chemical oxygen generators on passenger service units were found to be incorrectly routed—under the support pin and resting on the plastic molding.” (See the following diagram.)


 

A mechanical drawing of the passenger overhead compartments depicting a side view of simultaneous correct and incorrect routings of the oxygen actuation cables.

(A search of the FAA Service Difficulty Reporting System data base revealed one additional entry for this cable: P/N 417N3100293.)

Part Total Time: (unknown).

 


CESSNA

Cessna: 300/400 Series; Corroded Trim Tab Screws; ATA 5523

“There are four screws which hold the elevator trim tab horn to the trim tab,” states this repair station technician. We have started to remove these screws on every annual (inspection) we (perform) on 300/400 series Cessna’s. We have found numerous screws corroded almost in half. There is not a way to inspect these screws without removal. Due to the critical nature of these (fasteners) and the aging fleet, we recommend mandatory removal and inspection at each annual inspection.” (P/N’s AN515-8R26 and MS35206-251. A quick look at these remaining “screws” corroborates your wise admonition—Ed.)

 

A photo of two obviously eroded screws (half their mass is lost to corrosion).

 

Part Total Time: (unknown).

 

DIAMOND

Diamond: DA20-A1; Backwards ELT Installation; ATA 2562

A repair station technician says, “When removing an ELT (emergency location transmitter) from the aircraft for battery replacement, (I) found someone had put the ELT in backwards. The direction of flight arrow was pointing aft. This (particular) installation is located in the baggage compartment—a pilot can slide it out of its mount and reinstall it backwards.” (ELT P/N EBC-0502.)

Part Total Time: (unknown).

 

PIPER

Piper: PA23-160; Failed Main Gear Drag Link; ATA 3230

“During an investigation,” states an FAA inspector, “it was discovered that the right main landing gear upper drag link assembly (P/N 16190-00) had failed at the attach point for the main landing gear down lock latch assembly. A visual inspection of the broken drag link showed the assembly had a metal fatigue crack along the circumference of the component. The cracked areas showed evidence of corrosion that appears to have been (present) for a long period of time.”

Part Total Time: 11,450.0 hours.

 

Piper: PA31T; Chafed Hydraulic Line; ATA 2910

“The customer reported red fluid seep at the top, inboard (area) of the right wing,” states the submitter. “The (wing’s) inboard leading edges were removed. It was determined a leading edge retaining screw had chaffed the right hydraulic pressure line (P/N 50157-001), causing a hydraulic leak. The line was replaced and the aircraft was returned to service. This area is not normally accessed during periodic inspections. It is suggested this area be inspected at 800 hour intervals.”


 

A view (from approximately 4 feet) of the leading edge of this wing and its intersection with the R/H nacelle---the focal point.

 

Close-up of this focal point showing the relationship of the offending mount screw to chafed hydraulic line.

Part Total Time: 5,144.2 hours.

 


RAYTHEON

Raytheon: HS125-700A; Burned Florescent Power Supply; ATA 3320

An unidentified submitter from a repair station writes, “The aircraft was disassembled for inspection. During re-assembly, we noted the grounding straps on the cabin valence lights were broken. The grounding straps were repaired, the aircraft re-assembled, and (electrical) power applied (to the systems for operational checks.) Power was on the aircraft for many hours.

“During turnover to second shift we noticed a spark in the overhead lighting. (When) we dropped the valence to investigate, the power supply blew up (Day-Ray Products; P/N 61-21-3). Upon further investigation we noticed silicone sealant was used to keep the grounding straps from rubbing on the lamp holders. This particular lamp holder’s (sealant) was worn down and the grounding strap was (shorting to the electrically hot, lamp holder). This caused the power supply to overheat and blow up. We readjusted the grounding straps to keep them away from the lamp holders. The power supply was suppose to shut the lights off in the event of a short, but this one did not. (A search of the FAA Service Difficulty Reporting System data base revealed two additional entries having trouble with this power supply.)

 

View of the compartment overhead fluorescent light fixtures and the position of electrical wire to ground.

 

View of the compartment overhead fluorescent light fixtures and the position of electrical wire to ground.


 

View of the compartment overhead fluorescent light fixtures and the position of electrical wire to ground.

 

Closeup picture of the damage to the light's power supply (melted hole) caused by the short circuit.

 

Part Total Time: (unknown).

 


HELICOPTERS

SIKORSKY

Sikorsky: S76B; Broken Gear Box Vent Tube; ATA 6320

A technician for an air ambulance operation writes, “The aircraft departed from our facility enroute to pick up a patient. Within four minutes of take-off the medical crew reported they smelled smoke in the cabin. It was becoming visible—the pilot noticed it about the same time (as the crew). The (aircraft returned to base) without delay. Approximately 30 seconds before touchdown the baggage compartment smoke detector went off. The aircraft landed without incident.

“Subsequent investigation showed the number two engine accessory gearbox vent tube had broken free of the engine deck fitting. This overboard breather tube is made of a vinyl material and had deteriorated to the point of breaking off the fitting on the bottom of the engine deck. This tube runs through the aft corners of the baggage compartment and when the tube broke, it filled the compartment with an oil mist/vapor that illuminated the smoke detector. The vinyl tube (P/N 76500-04503-074) was replaced and the tube returned to service.”

Part Total Time: (unknown).

 

POWERPLANTS

CONTINENTAL

Continental: TSIO360SB; Worn Piston Lands; ATA 8530

An unidentified submitter writes, “The oil control ring lands on a piston (from this engine) is severely eroded at the piston pin hole on both sides. This is the thirteenth TCM piston we have seen (with this defect). Our engine shop in California has twelve (of these pistons) with the same problem. We have one to show you—total time is 700 hours.” (Piston P/N 646743 reflects four additional entries in the FAA Service Difficulty Reporting System data base. This is an excellent example where a carefully composed photograph would be most helpful--Ed.)

Part Total Time: 700.0 hours.

 

PRATT AND WHITNEY

Pratt and Whitney; PT6-63D; Engine Chip Light Warning; ATA 7930

A technician for an air carrier writes, “During the flight this (Bell 412EP) aircraft experienced a number one engine chip light. The master caution was extinguished and the (chip warning light) went out. About two seconds later the light came back on with the master caution. This master caution was again extinguished—it went out—and then again came on. At this point the pilot elected to turn around and return to base.

“The time to the offshore facility and the shore was about the same time—that is why the decision was made to return to shore. After the light came on again for the forth or fifth time in two minutes the pilot decided—rather than lose the engine and not have it available if needed—to secure the engine.

“This engine had just come out of a 300 hour inspection. It is possible the (chip detection warning) was just an (errant) sliver on the plug, but the pilot could not take that chance. The flight back to base and landing was uneventful. Maintenance was dispatched to base. (They) inspected the engine chip plugs and (indeed) found a small sliver on one of the plugs. The sliver was removed and the plug reinstalled and safety-wired. The aircraft was then given a 20 minute check-run for an additional chip-light (occurrences) and was then released back into


service by maintenance. The aircraft was flown for another four hours that day without further problems. Aircraft total time is 271.6 hours and the number one engine total time is 271.6 hours.”

Part Total Time: 271.6 hours.

 

AIR NOTES

INTERNET SERVICE DIFFICULTY REPORTING (iSDR) WEB SITE

The Federal Aviation Administration (FAA) Internet Service Difficulty Reporting (iSDR) web site is the front-end for the Service Difficulty Reporting System (SDRS) data base that is maintained by the Aviation Data Systems Branch, AFS-620, in Oklahoma City, Oklahoma. The iSDR web site supports the Flight Standards Service (AFS), Service Difficulty Program by providing the aviation community with a voluntary and electronic means to conveniently submit in-service reports of failures, malfunctions, or defects on aeronautical products. The objective of the Service Difficulty Program is to achieve prompt correction of conditions adversely affecting continued airworthiness of aeronautical products. To accomplish this, 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/.

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

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

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

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

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

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


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

The SDRS and iSDR web site point of contact is:

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

 

IF YOU WANT TO CONTACT US

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

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

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

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

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

 

AVIATION SERVICE DIFFICULTY REPORTS

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

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

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

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


Federal Aviation Administration

Service Difficulty Report Data

 

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

Control Number

Aircraft Make

Engine Make

Component Make

Part Name

Part Condition

Difficulty Date

Aircraft Model

Engine Model

Component Model

Part Number

Part Location

2007FA0000235

 

 

 

BLADE

MISREPAIRED

3/17/2007

 

 

 

F8483

PROPELLER

(REF NR 38430A) 2 OF 3 PROPELLER BLADES WERE PREVIOUSLY REPAIRED USING AN UNAPPROVED WELD METHOD IN SEVERAL LOCATIONS ON THE BLADE AIRFOIL. THE BLADES HAVE BEEN SCRAPED PENDING DISPOSITION INSTRUCTIONS FROM MFG. THE CUSTOMER HAS BEEN CONTACTED FOR HISTORICAL RECORDS. (K)

2007FA0000119

 

 

 

STARTER GEN

OUT OF TOLERANCE

2/8/2007

 

 

 

23085001

 

S/G SUSPECTED TO HAVE IMPROPER DRIVE SHAFT INSTALLED. DRIVE SHAFT MEASURES LONGER THAN ANOTHER S/G WITH SAME PN. ENGINE HAVE THEIR STARTER MOUNT BEARING FAIL.

2007FA0000392

 

 

 

TAB  

CRACKED

3/1/2007

 

 

 

 

 

WHEN TECH WENT TO BEND THE TAB ATTACHED TO THE WASHER AT THE RADIUS OF THE BEND, THEY WOULD CRACK. (K)

2007FA0000352

 

CONT

 

CARBURETOR

MALFUNCTIONED

4/24/2007

 

A65*

 

3801552

ENGINE

CARBURETOR WAS SENT IN FOR AN OVERHAUL BECAUSE IT WOULD NOT ACCEPT THROTTLE. THERE WAS VERY LITTLE TIME ON THE CARBURETOR SINCE IT'S LAST OVERHAUL. UPON DISASSEMBLY, IT WAS FOUND THAT THE CARBURETOR HAD THE WRONG VENTURI INSTALLED AND THERE WAS OLD CORROSION IN THE FLOAT CHAMBER THAT WAS NOT REMOVED DURING THE PREVIOUS OVERHAUL. IT HAD THE WRONG SEAT INSTALLED FOR THE TYPE NEEDLE THAT WAS BEING USED. IT WAS OBVIOUS THAT SOMEONE WHO THOUGHT THEY KNEW CARBURETORS HAD ATTEMPTED TO OVERHAUL THE UNIT UNSUCCESSFULLY.

2007FA0000436

 

CONT

 

CYLINDER

CRACKED

4/10/2007

 

IO520*

 

649169

ENGINE

PARTIAL HEAD AND BARREL SEPARATION. LARGE CRACK STARTING AT THE FUEL INJECTOR PORT RUNNING INTO THE CYLINDER HEAD COMBUSTION CHAMBER, THROUGH THE INTAKE SEAT BOSS AND CONTINUING AROUND TO THE LOWER SPARK PLUG BOSS.

2007FA0000277

 

CONT

 

CRANKSHAFT

FAILED

3/22/2007

 

TSIO360EB

 

A049405N

ENGINE

CRANKSHAFT FAILED NDI SB MSB96-10. (K)

CA070403003

 

GARRTT

WOODWARD

DRIVE GEAR

MAKING METAL

3/21/2007

 

TPE331*

 

3020094

PROPELLER GOV

(CAN) CONSTANT SPEED, SINGLE ACTING PROPELLER GOVERNOR P/N 895490-10 WAS RECEIVED AT MFG WITH REPORTED PROBLEM CUSTOMER RETURNED ON IN TRANSIT B69894 AND IRR NR 5170 STATING PROP GOVERNOR HAS NO RESET PRESSURE AND SHAFT STICKS AND WILL NOT RETURN TO MINIMUM STOP. THE FAULT WAS NOT CONFIRMED BY AN EXTERNAL VISUAL INSPECTION. A (RUN AS RECEIVED) WAS PERFORMED AND THE FOLLOWING WAS NOTED: ( PUMP CAPACITY WAS 7.8 QPM, SHOULD HAVE BEEN 9.0 QPM ) RELIEF VALVE PRESSURE WAS 440 PSI, SHOULD HAVE BEEN 465 +/- 20 PSI MAGNETIC PICKUP WAS 3.2 VOLTS AT 3700 RPM, SHOULD HAVE BEE 4.5 +/- 0.2 VOLTS THE UNIT WAS SYSTEMATICALLY DISASSEMBLED IAW COMPONENT MM (CMM 33091C, 1986), AND SIGNIFICANT DAMAGE WAS FOUND TO SEVERAL INTERNAL COMPONENTS. THE FOLLOWING PROVIDES A MORE DETAILED LOOK AT THE DAMAGED COMPONENTS. OBSERVATIONS: THE DISMANTLING STARTED WITH THE UPPER SECTION OF THE GOVERNOR. ON REMOVAL OF THE UPPER COVER, THE FLYWEIGHT CAVITY WAS FOUND TO BE INTACT AND CLEAR OF ANY FOREIGN OBJECTS. THE MAGNETIC PICKUP WAS FOUND TO BE PROPERLY POSITIONED. THE FLYWEIGHT ASSEMBLY WAS REMOVED FROM THE HOUSING TO ALLOW FOR FURTHER DISMANTLING. THE BASE WAS REMOVED WITH SOME UNUSUAL DIFFICULTY. UPON REMOVAL OF THE BASE IT WAS NOTED THAT THERE WAS SIGNIFICANT DAMAGE TO THE FOLLOWING COMPONENTS: BODY P/N 4030-126, BASE P/N 4000-076, DRIVE GEAR P/N 3020-094 AND IDLER GEAR P/N 204864. THE FACES OF THE BODY, BASE AND GEAR LOBES WERE FOUND WITH HEAVY SCORING. THE DAMAGE WAS CONTAINED TO THE PUMP SECTION OF THE UNIT. (TC NR 20070403003)

CA070409007

 

GARRTT

 

GEAR

UNKNOWN

2/28/2007

 

TPE33110UG

 

 

FUEL PUMP

(CAN) GEARS DRIVING THE FUEL PUMP FAILED CAUSING THE ENGINE TO SHUTDOWN IN FLIGHT. (TC NR 20070409007)

CA070216008

 

GE  

GE  

BLADE

CRACKED

2/16/2007

 

CT581401

 

5009T34P01

COMPRESSOR

(CAN) ON INSPECTION, A STAGE 4 BLADE WAS FOUND TO HAVE A 0.080 INCH CRACK THROUGH THE DOVE TAIL AREA ON THE TRAILING EDGE SIDE. OUR FILE NR SQID 07-00588 (TC NR 20070216008)

2007FA0000351

 

LYC  

 

THRUST BEARING

FAILED

4/24/2007

 

LF5071F

 

230319303

SUPERCHARGER

NR 8 THRUST BEARING FAILURE RESULTED IN FAN AND SUPERCHARGER ROTORS TO SHIFT FORWARD CAUSING DAMAGE TO SUPERCHARGER 2ND DISK TO CONTACT THE STATORS MACHINING THROUGH THE 2ND SUPERCHARGER DISK WEB, RESULTING IN IN-FLIGHT SHUTDOWN OF NR 1 ENGINE. OPERATIONAL DESCRIPTION OF EVENT DID NOT INDICATE LOW OIL PRESSURE PRIOR TO THE FAILURE. WARNING SEQUENCE WAS DESCRIBED AS (1) SMELL IN THE CABIN, HIGH VIBRATIONS WARNING AND VISUAL SPARKES COMING FROM ENGINE, THEN SHUT-DOWN. BEARING APPEARS TO BE STARVED OF OIL UPON DISASSEMBLY, ALONG WITH VERY LOW OIL CONTENT IN ADJACENT NR 9 BEARING AND PLANETARY REDUCTION GEAR CARRIER. CURRENTLY INVESTIGATING CAUSE OF OIL STARVATION. LUBE PUMP IS FROZEN, BUT ENGINE NR 2 AND NR 4 BEARINGS WERE LUBRICATED. PERFORMING METALLURGICAL ANALYSIS OF OIL. REMAINS OF BEARING, LUBE PUMP, FULL FLOW OIL FILTER SCREEN, SUPERCHARGEER ROTATING AND STATIC HARDWARE AND REDUCTION GEAR CARRIER HAVE BEEN SUBMITTED TO MFG ENGINEERING FOR FAILURE ANALYSIS. (K)

CA070420002

 

LYC  

 

BOLT

FAILED

4/17/2007

 

LTIO540J2BD

 

SL12596

CONNECTING ROD

(CAN) BOLT FAILED CAUSING CONNECTING ROD TO BECAME DETACHED FROM CRANKSHAFT CAUSING MAJOR DAMAGE TO LOWER END OF ENGINE. (TC NR 20070420002)

CA070424005

 

PWA  

 

COMPRESSOR WHEEL

MAKING METAL

4/24/2007

 

PT6A27

 

 

ENGINE

(CAN) OPERATOR REPORTED THAT WHEN THE ENGINE WAS STARTED, THE PROPELLER DID NOT ROTATE. AFTER SHUTDOWN, THE ENGINE AND PROP COULD BE ROTATED BY HAND. HOWEVER, SEVERAL SMALL PIECES OF METALLIC DEBRIS WAS REMOVED FROM THE EXHAUST AREA. DISASSEMBLY OF THE ENGINE REVEALED SEVERE IMPACT DAMAGE ON THE FWD FACE OF THE CT DISC ASSY AND 4 MISSING CT VANE RETAINING BOLTS. FURTHER INVESTIGATION REVEALED IMPACT DAMAGE ON THE CT VANE LOCK PLATE, CT VANE, CT BLADES AND PT BLADES. (TC NR 20070424005)

CA070125005

 

PWA  

 

BLADE

FAILED

1/25/2007

 

PT6A65B

 

312111101

TURBINE SECTION

(CAN) THE ENGINE PT6A-65B S/N: PCE-32399 WAS RECEIVED FOR OVERHAUL. DURING THE ENGINE DISASSEMBLING IT WAS FOUND THAT THE COMPRESSOR TURBINE BLADES WERE SEVERELY RUBBED AND ONE BLADE FAILED AT FIRTREE. ALSO THE INSPECTION REVEALED THAT THE COMPRESSOR TURBINE VANE TRAILING EDGE, SHROUD SEGMENTS AND SHROUD HOUSING ARE DAMAGED. THE POWER TURBINE COMPONENTS: 1ST AND 2ND STAGES BLADES AND VANES FOUND IMPACT DAMAGED. THE BLADE WHICH FAILED AT THE FIRTREE SHOWED EVIDENCE OF FATIGUE WITH AN ANOMALY AT THE ORIGIN. NOTE: CODES DETERMINED FROM PILOT REPORT. (TC NR 20070125005)

CA070418006

 

PWA  

 

CYLINDER HEAD

CRACKED

3/22/2007

 

R985AN14B

 

CH90ER

ENGINE

(CAN) ON 100 HR INSPECTION DURING A DIFFERENTIAL CHECK CYLINDER WAS READING LOW. USING A SOAP SOLUTION IT WAS DETERMINED THAT THERE WAS A LEAK ACROSS THE HEAD DUE TO A CRACK BETWEEN THE COOLING FINS. (TC NR 20070418006)

CA070201005

AEROSP

PWA  

 

WASHER

SPLIT  

1/30/2007

ATR42300

PW120

 

S27010022120100

AILERON

(CAN) THE CREW OBSERVED BINDING IN THE AILERON SYSTEM WHILE EXECUTING A RT TURN DURING DEPARTURE. THE AIRCRAFT RETURNED TO POINT OF DEPARTURE WITHOUT FURTHER PROBLEM. POST FLIGHT INSPECTION DETECTED A LOCATION IN THE SYSTEM WHICH EXHIBITED AN INCREASED RESISTANCE TO TRAVEL WHEN CYCLING THE SYSTEM BUT THERE WAS NO RESTRICTION TO FULL MOVEMENT. MAINTENANCE FOUND A SPLIT TEFLON WASHER FOULING THE BEARING AT THE SWING LINK BETWEEN RIBS 8 AND 9. THE WASHER WAS REPLACED AND THE AIRCRAFT WAS RETURNED TO SERVICE WITHOUT FURTHER PROBLEM. (TC NR 20070201005)

CA070306004

AEROSP

PWA  

 

WINDSHIELD

FAILED

3/8/2007

ATR42300

PW120

 

 

COCKPIT

(CAN) ON DESCENT THE LT WINDSHIELD OUTER PANE FAILED. THE AIRCRAFT LANDED AT DESTINATION WITHOUT FURTHER PROBLEM. MAINTENANCE INSPECTED THE AIRCRAFT PRIOR TO RETURN UNDER MEL, WHERE THE WINDSHIELD WAS REPLACED. (TC NR 20070306004)

CA070209007

AEROSP

PWA  

 

TURBINE BLADES

FRACTURED

9/18/2006

ATR42320

PW120

 

 

ENGINE

(CAN) ON APPROACH THE ENGINE FIRE WARNING ACTIVATED, ACCOMPANIED BY AN UNCOMMANDED POWER REDUCTION. THE CREW DISCHARGED FIRE BOTTLES AND SHUT THE ENGINE DOWN IN FLIGHT. SUBSEQUENT INVESTIGATION AT MFG REVEALED LPT BLADE FRACTURE IN CREEP. (TC NR 20070209007)

CA070209013

AEROSP

PWA  

 

GEAR

DAMAGED

1/18/2007

ATR72

PW127

 

 

GEARBOX

(CAN) THE ENGINE FLAMED OUT IN CRUISE. SUBSEQUENT INVESTIGATION REVEALED DAMAGED TOWERSHAFT DRIVE BEVEL GEARS. (TC NR 20070209013)

AACSDR61606

AGUSTA

 

 

DRIVE SHAFT

UNBONDED

6/16/2006

AB139

 

 

 

TAIL ROTOR

NEW AIRCRAFT WAS BEING ASSEMBLED AFTER SHIPPING. DURING ASSEMBLY TAIL ROTOR DRIVESHAFT WAS FOUND SCORED AROUND UPPER FLANGE ATTACHMENT AREA. THIS WAS DIRECTLY BELOW THE TAILROTOR GEARBOX, AT THE TOP OF THE VERTICAL FIN. SCORING WAS CAUSED BY A (CLICK-BOND) TYPE FASTENER/STANDOFF USED TO SECURE A WIRE HARNESS. THE FASTENER CAME UNBONDED FROM THE FUSELAGE AND ALLOWED THE WIRE HARNESS TO CONTACT THE DRIVESHAFT. THE CLAMP AND SCREW CAUSED THE SCORING ON THE DRIVESHAFT FLANGE.

2006FA0000483

AGUSTA

 

 

BOLT

GOUGED

4/28/2006

AB139

 

 

3G62200A251

MAIN ROTOR

UPON RECEIPT OF THE AIRCRAFT, THE MAIN ROTOR BLADE BOLTS WERE REMOVED FOR INSPECTION. IT WAS DISCOVERED THAT ONE BLADE BOLTS HAS A RADIAL GOUGE MARK AT THE LOWER BLADE TO HUB BUSHING LOCATION. THE DAMAGE IS OUTSIDE THE AMM PERMITTED REPAIR LIMITS. THE AC TT IS APPROXIMATELY 58.4 HOURS. ALL OF THE BLADE BOLTS WERE PREVIOUSLY CHANGED APPROX 8.5 HOURS PRIOR TO COMING TO REPAIR STATION. REF: 39A62221300A286AB, MFG HAS BEEN CONTACTED AND PROVIDED THIS INFORMATION. (K)

2006FA0000446

AGUSTA

PWA  

 

BOLT

GOUGED

4/10/2006

AB139

PT6*

 

3G6220A00251

MAIN ROTOR

DURING ACCOMPLISHMENT OF THE MAIN ROTOR BLADE REMOVAL, IT WAS DISCOVERED THAT EACH OF THE BLADE BOLTS HAS RADIAL GOUGE MARKS AT THE BLADE TO HUB BUSHING LOCATIONS. THE DAMAGE IS OUTSIDE THE AMM PERMITTED REPAIR LIMITS. (REFERENCE: 39A62221300A286AB) MFG HAS BEEN CONTACTED AND PROVIDED THIS INFORMATION. (NOTE: THERE ARE ALSO TYPOGRAPHICAL ERRORS IN THE AMM MILLIMETER TO INCHES CONVERSIONS IN FIGURE 2 INCH (MAXIMUM DAMAGE AND REPAIR DEPTHS). FIG CALLS OUT (MM/IN) 0.02 / 0.0080, SHOULD BE 0.0008. (K)

AACSDR121406

AGUSTA

PWA  

 

LONGERON

CRACKED

12/14/2006

AB139

PT6*

 

3P5340A11951

TAILBOOM

DURING INSPECTION OF THE TAILBOOM ATTACHMENT POINTS, A CRACK ABOUT 1.5 INCHES LONG WAS DISCOVERED ON THE TOP LT LONGERON AT STA 8700MM.

31038042507

AGUSTA

PWA  

 

WINDOW

DEPARTED

4/25/2007

AB139

PT6*

 

3G5630F00111A2

CREW DOOR

DURING CRUISE FLIGHT AT AN ALTITUDE OF 2000FT, IAS 152KTS,THE CO-PILOT DOOR WINDOW SEPARATED FROM AIRCRAFT.

TL9R200700001

AIRBUS

 

 

BRAKE

MAKING METAL

5/1/2007

A300*

 

 

C200601004

MLG 

BRAKE ROTORS DE-LINED (STARTED TO FALL APART) IN OPERATION.

CA070411002

AIRBUS

GE  

 

SWITCH

STICKING

4/5/2007

A310304

CF680C2A5

 

A2757040500200

MLG 

(CAN) DURING CLIMB THE AIRCRAFT HAD A (KRUGER) FAULT ECAM WARNING.QAH CARRIED OUT BUT WARNING REMAINED ON. AIRCRAFT RETURNED TO THE STATION. DURING TROUBLESHOOTING THE BITE TEST ON THE SFCC 1 AND 2 FAULTED THE RT RETRACT SWITCH. THE SWITCH WAS FOUND DIRTY AND STICKING AND TARGET WAS FOUND WORN. SWITCH WAS CLEANED AND TARGET ADJUSTED IAW MM. SYSTEM WAS TESTED SERVICEABLE. (TC NR 20070411002)

CA070404004

AIRBUS

GE  

 

HOSE

PUNCTURED

4/4/2007

A310304

CF680C2A5

 

AE2463774G0164

HYD SYSTEM

(CAN) GREEN HYDRAULIC ECAM MESSAGE LOW LEVER WARNING CAME ON AFTER TAKE OFF. ON ARRIVAL, MAINTENANCE FOUND THE RT MAIN LANDING GEAR DOWN LOCK ACTUATOR FLEX LINE HOSE LEAKING. FOUND HOLE IN FLEX LINE. FLEX LINE WAS REPLACED WITH BOTH HYDRAULIC PUMPS, CASE DRAIN FILTERS AND GREEN SERVO CONTROL MANIFOLD FILTERS. (TC NR 20070404004)

CA070220004

AIRBUS

CFMINT

 

ENGINE

UNKNOWN

2/13/2007

A319112

CFM565A1

 

 

 

(CAN) EARLY INVESTIGATIONS POINT TO A NR 4 BEARING FAILURE, AT THIS TIME THE ENGINE HAS NOT BEEN DISSASSEMBLED FOR CONFIRMATION OF FAILURE, PRESENTLY ENROUTE TO SHOP. (TC NR 20070220004)

CA070312002

AIRBUS

CFMINT

 

BLADES

DAMAGED

3/6/2007

A320211

CFM565A1

 

 

COMPRESSOR

(CAN) ON TAKEOFF AT 500 AGL, 3 TO 4 STALLS ON NR 2 ENGINE, LOUD POPPING NOISE, ATC SAW FLAMES COMING OUT. AIRCRAFT RETURNED TO DEPARTURE, ENGINE BOROSCOPE FOUND DAMAGED COMPRESSOR BLADES FROM STAGE 6 TO STAGE 9. ENGINE REMOVED FROM AIRCRAFT AND SENT TO SHOP FOR INVESTIGATION. (L-4298804) (TC NR 20070312002)

CA070115004

AIRBUS

CFMINT

 

ENGINE

FAILED

1/15/2007

A320214

CFM565B4P

 

 

NR 1 

(CAN) AFTER POWER SET FOR TAKEOFF, AND TAKEOFF ROLL COMMENCED, ENG NR 1 FAILED. AIRCRAFT TAXIED BACK TO THE GATE. (TC NR 20070115004)

CA070115014

AIRTRC

PWA  

 

SKIN

CRACKED

1/2/2007

AT802

PT6A67A

 

204382

WING 

(CAN) DURING ANNUAL INSPECTION SEVERAL CRACKS WERE DETECTED AT THE RIVET HOLES WHERE THE FLAP BAY SKIN (PN 20438-2) ATTACH TO THE RIB FLANGES. CRACKS WERE STOP DRILLED AND PLATE INSTALLED OVER THE RIB FLANGE AREA IAW AIR TRACTOR INSTRUCTIONS (ATTACHED). THIS PROBLEM HAS BEEN FOUND ON EARLY SN AIRCRAFT (802-001 - 802A-0014), SUBSEQUENT S/N HAD EXTRA RIVETS INSTALLED BY MFG. THIS AIRCRAFT S/N IS 802-0121. (TC NR 20070115014)

DJS041707

AMTR

 

 

SENSOR

FAULTY

4/17/2007

ECLIPSE500

 

 

35C155103

ENGINE

INFLIGHT SHUTDOWN IAW AFM DUE TO LOSS OF OIL TEMPERATURE. TROUBLESHOT TO A FAULTY MOT/MOP SENSOR.

MDR041607

AMTR

 

 

TIRE

FAILED

4/16/2007

ECLIPSE500

 

 

 

LT MLG

LT MAIN LANDING GEAR WHEEL AND TIRE ASSEMBLY BLEW OUT DURING TAXI. WHEEL HAS BEEN QUARANTINED AND WILL BE FORWARDED TO AN INDEPENDENT INSPECTION LAB FOR FURTHER REVIEW.

2007FA0000416

AMTR

LYC  

 

CARBURETOR

CONTAMINATED

4/15/2007

HATZVAN

O235C1

 

103103

ENGINE

DURING INSPECTION OF THE CARBURETOR, DISCOVERED FLAKES OF WHAT APPEARS TO BE METAL IN THE GASCOLATOR SCREEN. ALSO, OBSERVED SOME SPECS OF RED MATERIAL ABOUT THE SIZE OF PEPPER. WHEN WE PULLED THE CARB APART WE OBSERVED A LINE ON THE BOTTOM OF THE BOWL WHERE SEDIMENT HAD PREVIOUSLY SETTLED IN THE BOWL. HOWEVER, NOTHING SIGNIFICANT WAS NOTED IN THE BOWL DURING OUR INSPECTION. FURTHER INSPECTION REVEALED THAT ONCE THE NEEDLE VALVE WAS SEATED BY LIGHTLY PRESSING THE FLOAT UPWARD, IT WOULD THEN REMAIN SEATED EVEN IF AIR WAS BLOWN IN THE FUEL INLET PORT. HOWEVER, IF THE FLOAT WAS MANIPULATED UP AND DOWN A FEW TIMES, THE NEEDLE VALVE WOULD THEN NOTICEABLY POP FREE. AND ALTHOUGH NO OBVIOUS DEBRIS WAS NOTED UPON DISASSEMBLY, THE RUBBER SEAT WAS NOTICEABLY GROOVED OR WORN. ADDITIONALLY, THE SOLDER ON THE FLOAT SEAT WAS NOT IAW FACTORY INSTRUCTIONS.

CA070212003

BAG  

 

 

STEERING SYS

UNSERVICEABLE

2/7/2007

JETSTM3212

 

 

 

NLG 

(CAN) INTERNAL STEERING MECHANISM SLOPPY. A/C HARD TO CONTROL DURING TAXI. NOSE LANDING GEAR REMOVED AND REPLACED WITH OVERHAULED UNIT, GROUND TEST CARRIED OUT AND FOUND SERVICEABLE. DEFECTIVE LANDING GEAR HAS NOT BEEN SHIPPED FOR OVERHAUL AT THIS TIME. (TC NR 20070212003)

CA070212005

BAG  

GARRTT

 

ENGINE

UNSERVICEABLE

2/7/2007

JETSTM3212

TPE33110UG

 

TPE33110UG

 

(CAN) DURING PRE FLIGHT INSPECTION FLIGHT CREW HEARD ABNORMAL NOISE COMING FROM ENGINE WHILE THEY TURNED THE PROPELLER. MAINTENANCE WAS NOTIFIED AND ENGINE WAS INSPECTED, SUSPECT REAR BEARING FAILURE, OIL SYSTEM INSPECTED AND FOUND TO HAVE NO METAL CONTAMINATION. ENGINE REMOVED AND HAS NOT YET BEEN SENT FOR REPAIR. (TC NR 20070212005)

CA070215002

BAG  

GARRTT

ALIDSG

HOUSING

BROKEN

2/13/2007

JETSTM3212

TPE33110UG

 

 

ACCESSORY DRIVE

(CAN) ACCESSORY DRIVE HOUSING BOTTOM CASE DRAIN THREADED MOUNTING BOSS DISCOVERED BROKEN. ENGINE REMOVED AND LOANER ENGINE INSTALLED. (TC NR 20070215002)

CA070131007

BAG  

GARRTT

 

WINDSHIELD

DELAMINATED

1/28/2007

JETSTM3212

TPE33110UG

 

1379628C401

COCKPIT

(CAN) DURING MAINTENANCE INSPECTION, WINDOW WAS FOUND TO BE DELAMINATING AT THE CENTER OF THE BOTTOM EDGE. WINDOW WAS REPLACED. (TC NR 20070131007)

CA070126012

BAG  

GARRTT

 

FEEDER CABLE

LOOSE

1/24/2007

JETSTM3212

TPE33112UHR

 

 

RADIO

(CAN) TOTAL LOSS OF CAPT`S RADIO COMMUNICATIONS. TROUBLESHOOTING FOUND MAIN POWER FEED CONNECTION NOT TIGHTEN ON TERMINAL BLOCK T5GA CAUSING CONNECTOR TERMINAL RING TO FLOAT AND REMOVE POWER SUPPLY TO CAPT`S AUDIO STATION BOX (TC NR 20070126012)

CA070219010

BAG  

GARRTT

 

WIRE

DAMAGED

2/19/2007

JETSTM3212

TPE33112UHR

 

 

NR 2 NACELLE

(CAN) CREW REPORTED THAT THE AIRCRAFT NR 2 ENGINE STARTED TO SURGE AND THE TORQUE INDICATION FLUCTUATED BETWEEN 0-120 PERCENT. TTL AND SRL COMPUTERS TURNED OFF AND ENGINE SURGE STABILIZED AND CONTINUED TO RUN NORMALLY. INDICATION CONTINUED TO FLUCTUATE. TROUBLESHOOTING INDICATED DAMAGED WIRING IN THE NR 2 ENGINE COMPARTMENT. WIRING REPAIRED. INDICATION CALIBRATED AND NO FURTHER FAULTS FOUND. (TC NR 20070219010)

CA060928003

BBAVIA

LYC  

 

STRINGER

FAILED

9/9/2006

7ECA

O235K2C

 

222182

FUSELAGE

(CAN) AFTER RECOVERING FROM AN AEROBATIC MANEUVER, THE PILOT FOUND THAT FULL DOWN ELEVATOR TRAVEL COULD NOT BE OBTAINED. A UNEVENTFUL RETURN TO THE AIRPORT AND LANDING WAS CARRIED OUT. ONCE THE ELEVATOR BELLCRANK COVER WAS REMOVED, THE LT GUSSET FROM THE AFT STRINGER SUPPORT FELL OUT AND FULL ELEVATOR TRAVEL WAS OBTAINED. EXAMINATION OF THE GUSSET, SUPPORT AND RIVETS INDICATED THAT VIBRATION OF THE FABRIC IN FLIGHT HAD LOOSENED THE SOFT ALUMINUM POP RIVETS THAT THE MFG HAD USED IN ATTACHING THE GUSSET HAD WORKED LOOSE AND EVENTUALLY BROKEN, ALLOWING THE GUSSET TO FALL INTO THE BELLY AND WORK ITS WAY BACK INTO THE TAIL WHERE IT BECAME LODGED IN THE NARROW CLEARANCES AROUND THE ELEVATOR BELLCRANK. THE SUBMITTER SUGGESTS A THOROUGH VISUAL INSPECTION OF THE BELLY AND TAIL FOR LOOSE OBJECTS DURING 100-HOUR INSPECTIONS. (TC NR 20060928003)

CA070227004

BBAVIA

LYC  

 

TRANSFER TUBE

LOOSE

2/21/2007

8GCBC

O360C2E

 

 

OIL SYSTEM

(CAN) CRANKSHAFT FWD CAVITY OIL TRANSFER TUBE LOOSE LATERALLY AND ROTATIONALLY. CRANKSHAFT WAS REPAIRED APPROX 500 HOURS AGO. (TC NR 20070227004)

CA070209019

BEECH

 

 

SPAR

CRACKED

1/31/2007

100BEECH

 

 

5016000355

RT WING

(CAN) RT IB FLAP P/N 50-160003-97 REMOVED FOR HINGE BRACKET REPLACEMENT. UPON TEARDOWN OF FLAP FOR HINGE BRACKET REMOVAL, AN 8 INCH CRACK WAS NOTED ON THE SPAR UPPER RADIUS. THE CRACK EXTENDED 4 INCHES EITHER SIDE OF THE FLAP ACTUATOR BRACKET ATTACH AREA. PROBABLY CRACKED DUE TO CYCLING OF THE FLAP OVER TIME AND THE LOCALIZED STRESSES IN THAT AREA OF THE FLAP, AROUND THE ACTUATOR BRACKET. CRACK IN SPAR CANNOT BE SEEN WITHOUT DISASSEMBLY OF FLAP. (TC NR 20070209019)

CA070223002

BEECH

GARRTT

 

WIRE HARNESS

FAILED

2/20/2007

100BEECH

TPE3316252B

 

8975294

ENGINE ITT

(CAN) FLIGHT CREW DID ATTEMPTED AN ENGINE START NR 2 ENGINE WITH NO SUCCESS. AFTER MAINTENANCE HAD CORRECTED THE PROBLEM ASSOCIATED WITH THE FAILED START, THE CREW PROCEEDED TO CARRY OUT ANOTHER ENGINE START. ONCE THE ENGINE LIT OFF THE CREW NOTED THAT THE ITT WAS CLIMBING RAPIDLY TOWARDS THE RED BUT THEN WOULD DROP AND RISE AGAIN. THEY DECIDED TO CONTINUE WITH THE START. ONCE THE ENGINE HAD SETTLED AT IDLE, THE ITT BEGAN TO FLUCTUATE AND SLOWLY CLIMB TO THE REDLINE. THE CREW DECIDED AT THIS TIME TO SHUTDOWN THE ENGINE. MAINTENANCE TROUBLESHOT THE SYSTEM AND FOUND THAT THE ITT HARNESS WAS U/S. DUE TO THE FACT THAT THEY COULD NOT SPECIFICALLY STATE THAT THE PROBLEM WAS THE HARNESS AND NOT THAT THE HARNESS AND TURBINES HAD BEEN MELTED DUE TO A HOTSTART THE ENGINE WAS REMOVED AND BROKEN DOWN TO GAIN ACCESS TO THE ITT HARNESS. NO OVERTEMP DAMAGE WAS NOTED, THE HARNESS WAS REPLACED WITH A SERVICEABLE UNIT AND THE ENGINE REASSEMBLED. (TC NR 20070223002)

CA070215003

BEECH

PWA  

 

SPLINE

WORN

2/15/2007

100BEECH

PT6A28

 

 

STARTER GEN

(CAN) START ATTEMPTED ON ENGINE. STARTER/GENERATOR ROTATED BUT ENGINE DID NOT. S/G REMOVED AND INSPECTED. S/G SHAFT SPLINE NOTED AS EXTREMELY WORN. ENGINE ACCESSORY HOUSING INTERNAL SPLINE CHECKED FOR WEAR WITH WEAR CHECK TOOL. DIMENSIONS WITHIN ACCEPTABLE LIMITS. S/G REPLACED WITH NEW UNIT. (TC NR 20070215003)

CA070207001

BEECH

PWA  

 

RELAY

INOPERATIVE

2/3/2007

100BEECH

PT6A28

 

MC815A51

MLG 

(CAN) LANDING GEAR IN TRANSIT LIGHT STAYED ON AFTER GEAR WAS SELECTED UP AND AN ALTERNATE GEAR EXTENSION WAS DONE AND THE A/C RETURNED TO BASE. THE LANDING GEAR CONTROL RELAY BOX WAS REPLACED AND LANDING GEAR SYSTEM FUNCTION CHECKED SERVICEABLE. (TC NR 20070207001)

CA070419002

BEECH

PWA  

PWC  

BLADES

DEPARTED

4/13/2007

100BEECH

PT6A28

 

 

COMPRESSOR

(CAN) LT ENGINE EXPERIENCED A SUDDEN POWER LOSS ON CLIMB OUT. THE ENGINE WAS SHUTDOWN AND THE A/C RETURNED TO BASE WITHOUT ANY FURTHER INCIDENT. THE POWER SECTION WAS REMOVED FOR INVESTIGATION. THE INVESTIGATION REVEALED THAT PIECES WERE MISSING FROM SEVERAL CT IGV`S, MULITPLE CT BLADES BEING DAMAGED (IE. MISSING PIECES) AS WELL AS DAMAGE TO SEVERAL PT BLADES AND GUIDE VANES. THE ENGINE HAS 4538.3 HRS AND 4622 CYCLES SINCE O/H AND IS ON CONDITION FOR HOT SECTION INSPECTIONS. THE LAST HSI WAS COMPLETED 2068.6 HRS AND 2695 CYCLES AGO WHEN 0.0 TSO CT BLADES P/N 3039901 WERE RE-INSTALLED. THE ENGINE HAS BEEN SENT FOR O/H AND FURTHER INFO WILL BE AVAILABLE AFTER WHEN A TEARDOWN REPORT BECOMES AVAILABLE (TC# 20070419002)

CA070403001

BEECH

PWA  

 

BOLT

CRACKED

3/28/2007

100BEECH

PT6A28

 

SPS8178510

WING ATTACH

(CAN) DURING A SCHEDULED NDT INSPECTION OF THE WING ATTACHMENT BOLTS THE FWD UPPER BOLT ON THE RT SIDE WAS REJECTED AFTER THE LIQUID PENETRANT INSPECTION REVEALED A CRACK AT THE HEAD OF THE BOLT. THE BOLT HAD 7540.5 TSN. THIS INSPECTION IS DUE EVERY 1000 HRS. (TC NR 20070403001)

CA070124003

BEECH

PWA  

 

ROLLER

WORN

1/19/2007

100BEECH

PT6A28

 

99160011

TE FLAPS

(CAN) PILOT REPORTED INTERFERENCE WITH AILERON CONTROL UPON APPROACH WHEN FLAPS WERE APPROXIMATELY 30 PERCENT. AIRCRAFT LANDED WITHOUT INCIDENT. INVESTIGATION REVEALED RT OB FLAP IB HINGE ATTACH BRACKET, PN 35-165050-31, FAILED AT THE AFT ROLLER ASSY ATTACH AREA. THIS IN TURN CAUSED THE OPPOSITE ATTACH BRACKET TO FAIL. THIS CAUSED THE IB AFT AREA OF THE FLAP TO MOVE FREELY AND CHANGE THE NORMAL ATTITUDE OF THE FLAP CAUSING INTERFERENCE WITH THE IB RT AILERON SKIN. THE HINGE ATTACH BRACKET FAILED FROM THE AFT ROLLER ASSY, P/N 99-160011, WEARING INTO THE HINGE ATTACH BRACKET. INSPECTED ALL OTHER HINGE ATTACH AREAS AND FOUND SIMILAR WEAR IN OTHER AFT ROLLER ATTACH LOCATIONS. THE ROLLER ASSEMBLY, PN 99-160011, IS MADE UP OF (2) PARTS, AND INNER BEARING AND AN OUTER ROLLER ASSEMBLY. THESE PARTS ARE A PRESS FIT AND SHOULD NOT MOVE. IT WAS FOUND THAT THE ROLLER ASSEMBLY AT OTHER LOCATIONS WHERE WEAR WAS OBSERVED WERE LOOSE OR PRESSED TOGETHER SO THE SHOULDER OF THE OUTER ROLLER ASSY WAS FLUSH WITH THE INNER BEARING CAUSING THE SHOULDER TO WEAR THROUGH THE HINGE ATTACH BRACKET. INSPECTED (3) OTHER AIRCRAFT IN THE FLEET AND FOUND SIMILAR WEAR IN THE ABOVE MENTIONED AREAS. MFG SAYS TO INSPECT THESE AREAS EVERY 800 HOURS. SUGGEST THEY BE INSPECTED MORE FREQUENTLY. PART-TIME ON HINGE ATTACH BRACKETS AND ROLLER ASSEMBLIES UNKNOWN. (TC NR 20070124003)

CA070108010

BEECH

PWA  

 

BOLT

CRACKED

1/5/2007

100BEECH

PT6A28

 

817861018

WING 

(CAN) SCHEDULED WING BOLT INSPECTION, NOTED RT UPPER AFT WING BOLT CRACKED ON BOLT HEAD TO SHANK RADIUS. BOLT REPLACED WITH NEW. (TC NR 20070108010)

CA070108001

BEECH

PWA  

 

LANDING GEAR

INOPERATIVE

1/3/2007

1900C

PT6A65B

 

 

NOSE 

(CAN) AIRCRAFT EXPERIENCED NO NOSE GEAR. (TC NR 20070108001)

CA070108002

BEECH

PWA  

 

DOWNLOCK SWITCH

MALFUNCTIONED

1/3/2007

1900C

PT6A65B

 

404EN16

MLG 

(CAN) THE AIRCRAFT ORIGINALLY EXPERIENCED A GEAR WARNING SYSTEM FAILURE ON APPROACH. SUBSEQUENTLY, THE DOWNLOCK SWITCHES WERE CLEANED AND LUBRICATED AND THE SYSTEM TESTED SERVICEABLE. THE NEXT FLIGHT HAD A LT MAIN GEAR INDICATION FAILURE, EMERGENCY PROCEDURES WERE FOLLOWED AND THE LT GEAR INDICATION WORKED PRIOR TO TOUCH DOWN. THE AIRCRAFT WAS RETURNED TO MAINTENANCE AND THE LANDING GEAR SYSTEM WAS TROUBLESHOT EXTENSIVELY AND TEST FLOWN EACH TIME WORK WAS CARRIED OUT UNSUCCESSFULLY. THE SNAG ONLY OCCURRED AT HIGHER ALTITUDES OR COLDER TEMPERATURES. THE LT MAIN GEAR SWITCH WAS REPLACED DUE TO SUSPECT WATER PROPAGATION AND FREEZING. THE AIRCRAFT WAS TEST FLOWN AT THE SAME ALTITUDES AND WAS SUCCESSFUL. THE AIRCRAFT HAS SINCE BEEN RETURNED TO SERVICE WITHOUT FURTHER INCIDENT. (TC NR 20070108002)

CA070228006

BEECH

PWA  

 

MOUNT

CHAFED

2/28/2007

1900C

PT6A65B

 

1299100471

ENGINE

(CAN) DURING ROUTINE MAINTENANCE A BLEED AIR LINE WAS FOUND CHAFING AN ENGINE TRUSS MOUNT TUBE. BLEED AIR LINE PN: 118-910033-93 TRUSS MOUNT PN: 129-910047-17. THE DAMAGE WAS FOUND TO BE WITHIN REPAIRABLE LIMITS IAW THE AIRCRAFT SRM. THE MOUNT WAS REPAIRED BY A QUALIFIED WELDER AND THE AIRCRAFT WAS RELEASED BACK INTO SERVICE. A FLEET CAMPAIGN WAS CONDUCTED AND ONE OTHER AIRCRAFT WAS FOUND WITH THE SAME PROBLEM WITH BOTH INCIDENTS ON THE LT ENGINE TRUSS MOUNT. (TC NR 20070228006)

2007FA0000395

BEECH

 

 

BEARING

LACK OF LUBE

4/23/2007

1900D

 

 

13685

MLG 

WHILE PERFORMING ROUTINE PREVENTATIVE MAINTENANCEON THE RT IB WHEEL AND TIRE ASSEMBLY (TO CHANGE A WORN TIRE) ONE OF THE WHEEL BEARING ROLLERS CAME OUT OF THE OUTER WHEEL BEARING ONCE THE WHEEL BEARING WAS REMOVED FROM THE WHEEL ASSEMBLY. THE WHEEL BEARING CAGE WAS FOUND TO BE DEFORMED WITH ONE PART OF THE CAGE BROKEN ALLOWING THE ROLLER TO FALL OUT. PIECES OF METAL WERE FOUND IN THE BEARING SEAL. THE BEARING APPEARS TO HAVE BEEN OVERHEATED. PROPER LUBRICATION WOULD HAVE PREVENTED THIS BEARING FROM OVERHEATING. IT IS IMPERATIVE THAT EACH OPERATOR BE AWARE THAT THE INSPECTION AND LUBRICATION REQURIEMENT/INTERVAL FOR THE WHEEL BEARINGS MAY BE LESS THAN THE MFG RECOMMENDATIONS BASED ON THE OPERATORS OWN SPECIFIC MISSION PROFILE. (K)

CA070212010

BEECH

PWA  

 

BEARING

DESTROYED

2/1/2007

1900D

PT6A67D

 

 

MAIN WHEEL

(CAN) WHEN THE AIRCRAFT LANDED ALL OF PASSENGERS WERE UNLOADED FOR REFUELING. THE CAPTAIN OF THE AIRCRAFT WALKED AROUND THE RT SIDE OF THE AIRCRAFT TO TALK TO THE FUELER AND NOTICED THAT THE RT MAIN GEAR ONLY HAD ONE MAIN WHEEL ASSEMBLY ATTACHED. HE IMMEDIATELY CONTACTED MAINTENANCE AND GROUNDED THE AIRCRAFT. UPON INSPECTION OF THE AXLE STUB IT WAS FOUND THAT THE INNER RACES OF THE BEARINGS, NUT AND SAFETY HARDWARE WAS STILL ATTACHED. THE OTHER 3 WHEEL ASSEMBLIES WERE REMOVED AND INSPECTED FOR CONDITION AND SECURITY. ONE OF THE 3 HAD BEEN CHANGED BY US ALREADY AND WAS FINE. THE LAST TWO WERE FOUND TO HAVE GREASE COATED ON THE OUTSIDE OF THE BEARINGS BUT NOT (PACKED) INSIDE. NOTE: THE AIRCRAFT IS NEW TO THE COMPANY WITH ONLY 300 TO 400 HOURS OPERATIONAL TIME. THE 3 WHEEL ASSEMBLIES MENTIONED WERE ORIGINAL INSTALLATIONS FROM DELIVERY. ALL BEARINGS WERE CLEANED, INSPECTED AND REPACKED PROPERLY WITH GREASE. THE LOWER SECTION OF THE RT MAIN GEAR ASSEMBLY WAS REPLACED. THE AIRCRAFT WAS RETURNED TO SERVICE WITH NOTHING FURTHER NOTED. (TC NR 20070212010)

CA070305004

BEECH

PWA  

 

WINDSHIELD

FAILED

2/28/2007

1900D

PT6A67D

 

11438402522

COCKPIT

(CAN) CO-PILOTS WINDSHIELD SHATTERED IN CRUISE. AIRCRAFT DESCENDED IAW ABNORMAL OCCURRENCE CHECKLIST AND BROUGHT CABIN DIFF DOWN TO BELOW 2PSI. AIRCRAFT DESCENDED TO 11000 FT LOWERED CABIN ALTITUDE AT 500 FPM TO 11000FT. PUT CABIN INTO DUMP MODE AND CONTINUED FLIGHT WITHOUT INCIDENT. WINDSHIELD WAS REPLACED WITH IMPROVED PART. (TC NR 20070305004)

CA070308002

BEECH

PWA  

COLLINS

WIRE

SHORTED

3/6/2007

1900D

PT6A67D

 

J176037

NR 2 COMM HEAD

(CAN) FLIGHT CARRIED OUT MAR. 5, 2007, NR 2 COMM DISPLAY WENT BLANK. CONTROL HEAD REPLACED WITH LOANER UNIT, GROUND TESTED OK. NEXT FLIGHT AIRCRAFT TOOK OFF AND UPON ROTATION THE CREW SMELLED SOMETHING BURNING AND SAW SMOKE COMING FROM THE NR 2 COMM CONTROL HEAD. AIRCRAFT RETURNED TO BASE. CONTROL HEAD REMOVED FOR REPAIR AND INVESTIGATION. FOUND WIRE P/N J176037 IN NOSE AVIONICS BAY GOING FROM RELAY J304 TO TRANSCEIVER TRAY WITH CONTINUITY TO GROUND. WIRE REPAIRED AND ORIGINAL CONTROL HEAD INSTALLED AFTER REPAIR, COMM OPERATED FOR 2 HOURS ON THE GROUND WITHOUT FAULT. NO PROBLEMS REPORTED THE SUBSEQUENT FLIGHT. (TC NR 20070308002)

CA061227002

BEECH

PWA  

 

TRANSMITTER

MALFUNCTIONED

12/26/2006

1900D

PT6A67D

 

1013890235

OIL PRESSURE

(CAN) ENROUTE FROM RT OIL PRESSURE INDICATED 50 PSI. THERE WAS NO CORRESPONDING R LOW ANNUNCIATOR, DECLARED AN EMERGENCY AND PERFORMED A PRECAUTIONARY SHUTDOWN OF THE RT ENGINE. RETURNED WITHOUT INCIDENT. MAINTENANCE TROUBLESHOT INDICATION TO A FAULTY OIL PRESSURE TRANSDUCER. NEW TRANSDUCER INSTALLED, A/C GROUND RUN WITH NO FURTHER INDICATION PROBLEMS (TC NR 20061227002)

CA070123010

BEECH

PWA  

 

SEAL

LEAKING

1/23/2007

1900D

PT6A67D

 

311145101

NR 2 ENGINE

(CAN) CREW LANDED AND REPORTED ENGINE NR 2 LEAKING OIL. MAINTENANCE INSPECTED AND FOUND THE OIL LEVEL DOWN CONSIDERABLY, THEY INSPECTED THE FWD CHIP DETECTOR, OIL FILTER, FUEL OIL HEATER AND FOUND NO DEFECTS. THE ENGINE WAS GROUND RUN WITH A LITTLE OIL LEAKAGE FOUND. THE OIL BREATHER LINE WAS REMOVED AND THE A/C SENT ON A TEST FLIGHT. WHEN IT RETURNED THE BAG WAS FULL (.5 LTR) WITH SOME SPILLAGE FROM THE BAG .THE A/C WAS GROUNDED AND WITH THE AID OF A MFG ENGINEER, THE REDUCTION GEAR BOX ASSY WAS REMOVED FROM THE ENGINE. CLOSE INSPECTION FOUND THE INTERNAL CARBON SEAL ASSY WITH SLIGHT DAMAGE AND STUCK IN THE OPEN POSITION. AS SOON AS THE SEAL WAS TOUCHED THE SPRING IN THE ASSY CLOSED THE OPENING IN THE SEAL ASSY. A NEW SEAL ASSY HAS BEEN INSTALLED. PRESENTLY WE ARE AWAITING A TEFLON WASHER FOR THE REASSEMBLY OF THE RGB AND THE RGB TO THE ENGINE AND FUTURE ENGINE RUNS. (TC NR 20070123010)

CA070123011

BEECH

PWA  

 

ENGINE

OIL CONSUMPTION

1/12/2006

1900D

PT6A67D

 

PT6A67D

NR 1 

(CAN) CREW NOTED THEIR NR 1 OIL PRESSURE, FLUCTUATING AROUND 75 PSI. THEY RETURNED TO THE GATE AND REPORTED TO MAINTENANCE. INSPECTION OF THE CHIP DETECTOR AND OIL FILTER REVEALED NO FAULTS. THE ENGINE WAS FILLED WITH OIL AND GROUND RUN WITH NO CONSUMPTION OF OIL NOTED. THE OIL BREATHER LINE WAS BAGGED AND THE A/C RAN FOR 30 MINUTES ON THE GROUND UNDER TARGET TORQUE LOADS AND VERY LITTLE CONSUMPTION WAS NOTED. THE A/C WAS SENT ON AN HOUR LONG TEST FLIGHT WHEN IT RETURNED IT WAS APPROX .5 LITER LOWER ON THE OIL LEVEL. SINCE THE OIL LEVEL WAS STILL AT .75 OF A LITER LOW, MAINTENANCE LATER DETERMINED THE ENGINE HAD RETURNED TO ITS NORMAL OIL LEVEL. THE A/C WAS FLOWN ON A COUPLE MORE SHORT HOP ROUTS WITH NO OIL USAGE. A DAILY OIL LEVEL CHECK TO THE INSPECTION SCHEDULE. THE NEXT DAY THE A/C FLEW APPROX 5.2 HRS AND THE CREW NOTED THE OIL LEVEL HAD DROPPED 2.5 LITERS. THE OIL LEVEL WAS TOPPED OFF AND THE AC WAS FERRIED BACK TO A MAINTENANCE BASE. MORE TROUBLESHOOTING WITH THE AID OF MFG IS CURRENTLY UNDERWAY. (TC NR 20070123011)

CA070330005

BEECH

PWA  

 

ENGINE

MAKING METAL

3/26/2007

1900D

PT6A67D

 

 

RIGHT

(CAN) PILOTS LOADED PAX DEPARTED THE GATE. AFTER RECEIVING TAXI CLEARANCE THE PILOT NOTICED THE RIGHT LOW OIL PRESSURE WARNING LIGHT,THE AIRCRAFT WAS TURNED AROUND AND THE ENGINE SHUTDOWN. THE AIRCRAFT RETURNED TO THE GATE AND THE PASSENGERS UNLOADED. THE AIRCRAFT WAS TOWED BACK TO THE MAINTENANCE HANGER AND INSPECTED. WHEN THE OIL FILTER WAS REMOVED THERE WAS A LARGE AMOUNT OF SILVER COLORED MAGNETIC PARTICLES IN THE FILTER. THE ENGINE HAS BEEN REMOVED AND WILL BE SENT BACK TO MFG FOR INSPECTION/OVERHAUL, (TC NR 20070330005)

CA070404001

BEECH

PWA  

 

WINDSHIELD

CRACKED

3/25/2007

1900D

PT6A67D

 

10138402521

COCKPIT

(CAN) DURING CRUISE FLIGHT THE L/H OUTER WINDSHIELD PANE CRACKED IN SEVERAL PLACES. THE CREW CARRIED OUT THE APPLICABLE PROCEDURES AND LANDED AT THE NEAREST AIRPORT. THE WINDSHIELD WAS INSPECTED BY MAINTENANCE AND THE AIRCRAFT WAS FERRIED TO A MAINTENANCE FACILITY WHERE THE WINDSHIELD WAS REPLACED. THE AIRCRAFT WAS THEN RETURNED TO SERVICE. (TC NR 20070404001)

CA070419003

BEECH

PWA  

 

TORQUE SHAFT

CORRODED

4/18/2007

1900D

PT6A67D

 

1145240253

RUDDER

(CAN) DURING A PHASE INSPECTION IT WAS DISCOVERED THAT THE RUDDER TORQUE SHAFT WAS CORRODED. IT IS BELIEVED THAT THE CORROSION OCCURRED DUE TO WATER MIGRATION FROM THE VERTICAL STABILIZER. THE TORQUE SHAFT WAS REPLACED. (TC NR 20070419003)

CA060926004

BEECH

PWA  

 

CONTROL CABLE

BROKEN

9/23/2006

1900D

PT6A67D

 

11452403725

ELEVATOR TRIM

(CAN) CREW REPORTED DIFFICULTY WITH CHANGING THE ELEVATOR TRIM ON APPROACH. MAINTENANCE FOUND THAT THE ELEVATOR TRIM CABLE HAS BROKEN AT THE TRIM SERVO/CAPSTAN LOCATION. THIS SERVO/CAPSTAN COMPONENT IS ONLY INSTALLED ON AUTOPILOT EQUIPPED 1900D`S OF WHICH THERE ONLY VERY FEW. THE CAPSTAN REQUIRES ROUTING OF THE .0625 CABLE. (TC NR 20060926004)

CA070202009

BEECH

PWA  

 

FUEL NOZZLE

CRACKED

1/14/2007

200BEECH

PT642A

 

311992001

ENGINE

(CAN) DURING ROUTINE FUEL NOZZLE CLEANING AND FLOW TEST IT WAS NOTICED THAT ONE FUEL NOZZLE SHEATH WAS CRACKED FROM THE AIR BLEED SLOT AT A 45 DEGREE ANGLE TOWARDS THE NOZZLE HOLE. THE SHEATH HAD 400 HOURS TIME IN SERVICE SINCE LAST INSPECTION. (TC NR 20070202009)

CA070126010

BEECH

PWA  

BEECH

BEARING

DISINTEGRATED

1/23/2007

200BEECH

PT6A41

115555024

206SZZC

COMPRESSOR

(CAN) BEARING WITHIN RT ENGINE AIR CONDITIONING COMPRESSOR DRIVE PULLEY DISINTEGRATED WHICH GREATLY CAUSED FURTHER HARM TO ITS ASSOCIATED PARTS. THE QUILL SHAFT, COMPRESSOR DRIVE PULLEY, COMPRESSOR MOUNT ASSEMBLY, DRIVE SUPPORT, BEARING SHIMS AND SPACER, AND DUAL BELT (COMPRESSOR DRIVE BELT) HAVE HAD IRREVOCABLE DAMAGE. QUILL SHAFT DID NOT SHEAR. (TC NR 20070126010)

CA070122008

BEECH

PWA  

 

DRAG LINK

FAILED

1/20/2007

200BEECH

PT6A41

 

508103385

RT MLG

(CAN) AFTER SCHEDULED MAINTENANCE THE AIRCRAFT WAS REMOVED FROM THE HANGER AND WAS TOWED TO THE FUEL PUMPS TO BE LEAK CHECKED. AFTER TOWING THE AIRCRAFT ABOUT 500 FEET THE RT MLG COLLAPSED CAUSING DAMAGE TO THE RT MAIN LANDING GEAR AND DOORS, WING TIP, CARGO POD AND ONE BLADE OF THE RT PROP. THE AIRCRAFT WAS THEN LIFTED AND JACKED TO ALLOW INSPECTION OF THE LANDING GEAR AREA AND ALLOWED FOR A TEMPORARY DOWNLOCK TO BE MADE AND THE AIRCRAFT WAS RETURNED TO THE HANGER. THE AIRCRAFT IS STILL BEING INSPECTED FOR OTHER UNSEEN DAMAGE. THE PRELIMINARY FINDINGS SHOW THAT THE PRIMARY FAILURE WAS OF THE DRAG LINK LOCK. THIS IS ONLY A PRELIMINARY REPORT A MORE CONCLUSIVE REPORT WILL BE ADDED TO THIS SDR WHEN THE FINDINGS ARE COMPLETE. (TC NR 20070122008)

CA061229001

BEECH

PWA  

 

MOTOR

UNSERVICEABLE

12/27/2006

200BEECH

PT6A41

 

1153800025

MLG 

(CAN) WHEN LANDING GEAR ONLY EXTENDED HALFWAY. EMERGENCY EXTENSION USED TO EXTEND TO LANDING CONFIGURATION. MOTOR WAS INSTALLED AS AN OVERHAULED UNIT 4.4 HRS PRIOR TO FAILURE. C/B WAS FOUND TRIPPED UNDER CABIN FLOOR. BREAKER RESET AND GEAR CYCLED. MOTOR WAS LABORING TO OPERATE. NEW MOTOR INSTALLED AND GEAR CYCLES CARRIED OUT WITH NO FAULTS FOUND. (TC NR 20061229001)

CA070105006

BEECH

PWA  

 

WINDSHIELD

CRACKED

1/4/2007

200BEECH

PT6A41

 

10138402523

COCKPIT

(CAN) DURING PRESSURIZED FLIGHT THE LT WINDSHIELD CRACKED IN SEVERAL PLACES ALL ALONG THE IB SECTION OF THE WINDOW. THE WINDOW WAS ORIGINALLY A REPAIRED WINDOW AND WAS INSTALLED FOR 1512.9HRS/1450CYCLES BEFORE FAILING. (TC NR 20070105006)

CA070111018

BEECH

PWA  

 

SHAFT

CRACKED

1/9/2007

200BEECH

PT6A41

 

5082021811

NLG 

(CAN) THE NOSE GEAR ACTUATOR WAS REMOVED TO PERFORM AN END PLAY CHECK. THE NOSE GEAR RETRACT DRIVE SPROCKET AND SHAFT (PN 50-820218-11) ASSEMBLY WAS REMOVED FOR CLEANING. INSPECTION OF THE DRIVE SPROCKET AND SHAFT FOUND THAT A CRACK HAD FORMED ON THE END DIAMETER (.745) THAT ENGAGES THE SUPPORT BEARING. THE CRACK STARTS AT THE END OF THE SHAFT, EXTENDS AXIALLY FOR .350 AND THEN EXTENDS RADIALLY FOR ANOTHER .400. THE CRACK HAS THE APPEARANCE OF STRESS CORROSION. THE TOTAL TIME AND TOTAL CYCLES OF THIS PART IS UNKNOWN. (TC NR 20070111018)

2007FA0000381

BEECH

PWA  

 

EXHAUST DUCT

CRACKED

4/4/2007

200BEECH

PT6A41

 

02R3022406

RT ENGINE

WHILE PREFORMING SCHEDULED MAINTENANCE, REMOVED LT ENGINE EXHAUST STACK TO FACILITATE INSPECTING THE EXHAUST DUCT. FOUND CRACK FOLLOWING THE CIRCUMFERENCE OF THE SKI SLOPE. THE EXHAUST DUCT HAD SB 3380 COMPLIED WITH 514 HOURS EARLIER.POWER SECTION WAS REMOVED AND SENT FOR REPAIR.

2007FA0000376

BEECH

PWA  

 

EXHAUST DUCT

CRACKED

9/7/2006

200BEECH

PT6A41

 

02R3022406

RT ENGINE

WHILE PERFORMING SCHEDULED MAINTENANCE,REMOVED LT ENGINE EXHAUST STACK TO FACILITATE INSPECTING THE EXHAUST DUCT. FOUND CRACK FOLLOWING THE CIRCUMFERENCE OF THE SKI SLOPE. THE EXHAUST DUCT HAD PWA SB 3380 COMPLIED WITH 431 HOURS EARLIER. POWER SECTION WAS REMOVED AND SENT FOR REPAIR.

CA070409003

BEECH

PWA  

 

SELECTOR VALVE

LEAKING

4/4/2007

200BEECH

PT6A41

 

25800

HYD SYSTEM

(CAN) VALVE WAS OVERHAULED BY VENDOR. AFTER OVERHAUL IT WAS INSTALLED IN THE AIRCRAFT. AFTER 2 HOURS OF OPERATION A LEAK DEVELOPED. THE VALVE WAS REMOVED AND DISTRIBUTION MANIFOLD DISASSEMBLED. WHEN CHECKING THE IPC IT WAS NOTED THAT AT OVERHAUL, THE OVERHAUL FACILITY FAILED TO INSTALL 2 O-RINGS. THE O-RINGS WERE INSTALLED AND RE-ASSEMBLED, THE AIRCRAFT GEAR SWING CARRIED OUT SATISFACTORY (TC NR 20070409003)

CA070312010

BEECH

PWA  

HONEYWELL

COTTER PIN

MISINSTALLED

3/7/2007

200BEECH

PT6A41

 

 

FUEL CONTROL

(CAN) ON DESCENT FROM 21000 FEET, THE RT POWER LEVER WAS PULLED BACK BUT THE ENGINE DID NOT RESPOND TO THE COMMAND. ENGINE WAS THEN SHUTDOWN TO PREVENT OVERTORQUING. ON INSPECTION OF FCU LINKAGES, MECHANICS FOUND THE COTTER PIN GOING THROUGH INPUT SHAFT AFT OF MAX STOP ARM HAD ONLY ONE LEG BENT OVER. OTHER LEG, IN CERTAIN POSITIONS WOULD HANG UP ON MIN STOP SCREW, PREVENTING FCU ARM FROM RETURNING TO IDLE. COTTER PIN WAS PROPERLY SECURED AND AIRCRAFT WAS TEST FLOWN WITH NO FURTHER INCIDENTS. (TC NR 20070312010)

CA070209010

BEECH

PWA  

 

TUBE

FRACTURED

1/3/2007

200BEECH

PT6A41

 

3027791

FCU P3

(CAN) ON CLIMB, ENGINE POWER REDUCED TO IDLE UNCOMMANDED. THE ENGINE WAS SHUTDOWN IN FLIGHT. INSPECTION REVEALED A FRACTURED FCU P3 DELIVERY TUBE. (TC NR 20070209010)

CA070219006

BEECH

PWA  

 

FCU  

FAULTY

2/8/2007

200BEECH

PT6A41

 

34475523

ENGINE

(CAN) DURING GROUND RUN, RT POWER LEVER FOUND NOT CONTOLLING FCU. INSPECTED THROTLE LEVER LINKAGES AND CABLE TO FCU AND NO FAULTS FOUND. AFTER TROUBLESHOOTING WITH MFG TECH SUPPORT, SUSPECTED FAULTY FUEL CONTROL UNIT. FCU HAS BEEN REPLACED AND FAULT ELIMINATED. (TC NR 20070219006)

CA070404008

BEECH

PWA  

 

CROSS TIE

CRACKED

3/29/2007

300BEECH

PT6A60A

 

97430000150

BS 187

(CAN) THE STRUCTURAL PIECE CALLED A CROSSTIE P/N 97-430000-150 WAS FOUND CRACKED DURING INSPECTION. IPC / REF: 53-10-20 FIG. 20 ITEM NR 26. THE CRACK IS LOCATED LT SIDE OF AIRCRAFT AT FS 187.383 AND WL 119 ( LOWER LONGERON ). REPLACED WITH NEW. (TC NR 20070404008)

2007FA0000284

BEECH

PWA  

 

ATTACH FITTING

LOOSE

3/17/2007

300BEECH

PT6A60A

 

NAS1738B

WING 

MANY OF THE BLIND RIVETS, PN NAS1738B6, ATTACHING THE WING SKIN TO THE LOWER FORWARD WING ATTACHMENT FITTING WERE FOUND TO BE LOOSE. CONDITION EXISTED ON BOTH WINGS. CONDITION ALSO FOUND ON AC SN FL59 (8100 HRS). (K)

CA070220007

BEECH

LYC  

 

SHAFT

FRACTURED

2/19/2007

76  

LO360A1G6

 

 

MLG ACTUATOR

(CAN) MAIN LANDING GEAR ACTUATOR SHAFT FRACTURED AT LAST THREAD FARTHEST FROM ROD END BEARING JAM NUT. SHAFT BENT SLIGHTLY THROUGHOUT ITS FULL LENGTH WITH AN APPROXIMATELY 40 DEGREE BEND AT FRACTURE POINT. (TC NR 20070220007)

CA070129006

BEECH

LYC  

 

CONNECTOR

DISCONNECTED

12/21/2006

76  

O360A1G6D

 

 

ADF 

(CAN) ADF INTERMITTENT NDB AND HEADING. AFTER SWAPPING RECEIVERS, ANTENNA, REPLACING ANTENNA TRAY AND CONNECTOR, REPLACING PINS IN RECEIVER TRAY, FOUND CO-AX CONNECTOR INNNER CORE TOUCHING SHIELDING AT RECEIVER TRAY. SNAG ONLY APPREARED WHEN WIRING HARNESS WAS PULLED ON. SOLDERED PORTION OF CONNECTOR HAD WEAKENED OVER TIME AND COULD NO LONGER SUPPORT THE CO-AX WHICH LED TO THE SHORTING. (TC NR 20070129006)

CA070423007

BEECH

PWA  

 

PROBE

INTERMITTENT

4/18/2007

99  

PT6A28

 

290143

TEMP MONITOR

(CAN) BATTERY TEMP MONITOR WAS INDICATING HIGHER THAN NORMAL ON APPROACH. AIRCRAFT LANDED WITHOUT INCIDENT. BATTERY WAS LUKEWARM TO THE TOUCH. MONITOR WAS UNRESPONSIVE. BATTERY AND PROBE WERE REPLACED ALONG WITH WIRING INSPECTED AND AIRCRAFT RETURNED TO SERVICE. NO FAULTS WERE FOUND DURING DEEP CYCLE OF BATTERY AT BATTERY SHOP. PROBE REPLACED DUE TO POSSIBLE INTERMITTENT OPERATION. (TC NR 20070423007)

CA070416002

BEECH

PWA  

 

PROBE

CRACKED

4/13/2007

99  

PT6A28

 

3034389

ENGINE T5

(CAN) 7 OUT OF 8 T5 INDICATION PROBES WERE FOUND WITH LOOSE OR BROKEN TERMINALS AND MISSING CERAMIC INSULATION. THE PROBES APPEAR TO QUITE FRAGILE IN COMPARISON TO THE OEM PART. THE PARTS IN QUESTION ARE PMA PARTS, THEIR PN 26584. PROBES REPLACED AND AIRCRAFT RETURNED TO SERVICE (TC NR 20070416002)

CA070220002

BEECH

PWA  

 

ENGINE

MAKING METAL

2/12/2007

99  

PT6A28

 

 

RIGHT

(CAN) CREW CALLED IN ON LANDING TO INFORM MAINTENANCE THAT THE RT CHIP LIGHT HAD ILLUMINATED. MAINTENANCE FOUND ENGINE HAD METAL IN OIL. ENGINE WAS REPLACED AND AIRCRAFT RETURNED TO SERVICE. THIS ENGINE WILL REQUIRE FURTHER INVESTIGATION AS TO THE CAUSE OF THE MIO. IT IS A LOW TIME POWER SECTION THAT IS ON IT`S SECOND MIO. THE FIRST TIME WAS 183 HOURS AND 341 CYCLES (TC NR 20070220002)

CA070216002

BEECH

PWA  

 

MOTOR

FAILED

2/14/2007

A100

PT6A28

 

100984040

TE FLAP

(CAN) ON FINAL APPROACH, THE PILOT SELECTED FLAPS DOWN, WHEN THE FLAPS REACHED 5 DEGREES, THE ASSOCIATED CIRCUIT BREAKER POPPED. THE PILOT OVERSHOT TO EVALUATE THE SITUATION AND THEN CARRIED OUT AN UNEVENTFUL LANDING WITH 5 DEGREE OF FLAP. UPON INVESTIGATION BY MAINTENANCE, IT WAS FOUND THAT THE BEARING IN THE FLAP MOTOR HAD FAILED. THE MOTOR WAS REPLACED AND THE AIRCRAFT RETURNED TO SERVICE. AS THE FLAP MOTOR IS NOT CONTROLLED FOR HARD TIME, THE OPERATORS HAVE INDUCED A MANDATORY OVERHAUL OF THE MOTOR AND GEARBOX EVERY 5000 CYCLES. (TC NR 20070216002)

CA061219007

BEECH

PWA  

 

RELAY

FAILED

11/6/2006

A100

PT6A28

 

1385 

OVERVOLTAGE

(CAN) AFTER TAKEOFF ON CLIMB-OUT THE RT GENERATOR CHARGING SYSTEM FAILED. THE AIRCRAFT RETURNED TO BASE. SYSTEM TROUBLESHOOTING CARRIED OUT AND FOUND THE OVER VOLTAGE RELAY HAD FAILED. (TC NR 20061219007)

CA070130003

BEECH

PWA  

 

CONDITION LEVER

CRACKED

1/29/2007

A100

PT6A28

 

5052456849

CONTROL PEDESTAL

(CAN) PILOTS REPORTED LT FUEL CONDITION LEVER CRACKED HALF WAY DOWN LEVER. AIRCRAFT REMOVED FROM SERVICE. RT CONDITION LEVER INSPECTED AND SHOWED SIGNS OF WEAR. LT AND RT CONDITION LEVERS ON ORDER. (TC NR 20070130003)

CA070123001

BEECH

PWA  

 

CONTROL CABLE

SEPARATED

1/19/2007

A100

PT6A28

 

9938000521

LT ENGINE

(CAN) THE LT ENGINE COULD NOT BE SHUTDOWN ON THE GROUND USING THE CONDITION LEVER, THE PILOT HAD TO USE THE FIREWALL SHUT-OFF IN ORDER TO SHUT THE ENGINE DOWN. INVESTIGATION BY MAINTENANCE FOUND THAT THE LT IDLE CONTROL CABLE ASSY FAILED AT THE MALE TERMINAL END AT THE ENGINE. THE MALE THREADED END PORTION SLIPPED OFF THE CABLE SLIDE AT THE POINT WHERE IT IS SWAGED/PRESSED ON. (TC NR 20070123001)

2007FA0000266

BEECH

CONT

 

HINGE BRACKET

CRACKED

3/15/2007

A23  

IO346A

 

 

STABILATOR

UPON REMOVAL OF THE HORIZONTAL STABILATOR FOR BEARING REPLACEMENT, A CRACK WAS NOTED COMING OUT FROM UNDER THE LEFT HINGE BRACKET THAT IS RIVETED TO THE SPAR OF THE HORIZONTAL STABILATOR. (K)

2007FA0000393

BEECH

LYC  

 

OIL COOLER

CRACKED

4/9/2007

A60  

TIO541E1C4

 

LW10025

LT ENGINE

ON APRIL 9, 2007, MADE A PRECAUTIONARY LANDING, AL (TCL) DUE TO LOW OIL PRESSURE ON THE LEFT ENGINE. MAINTENANCE PERSONNEL REPORTED THAT THE OIL COOLER HAD FAILED DUE TO CRACKS, THE OIL LEVEL WAS DOWN (4) QUARTS, AND THE OIL FILTER WAS INSPECTED WITH NO CONTAMINATION FOUND. ENGINE MAINTENANCE LOG RESEARCH SHOWED THE FAILED OIL COOLER WAS OVERHAULED AND INSTALLED BY FIREWALL FORWARD. THE COOLER WAS REPLACED WITH A NEW PART ON 4/13/2007 AT 1770.6 HOBBS. THE FAILED OIL COOLER HAD 142.1 HOURS SINCE OVERHAUL. NO DETERMINATION COULD BE MADE OF OIL COOLER TOTAL TIME. (K)

CA070206002

BEECH

GARRTT

 

LANDING GEAR

UNKNOWN

2/5/2007

B100

TPE3316252B

 

 

MAINS

(CAN) LANDING GEAR (IN TRANSIT) LIGHT STAYED ON AFTER GEAR UP SELECTION AFTER TAKEOFF. GEAR DOWN SELECTED AND GEAR WENT DOWN AND LOCKED NORMALLY (3 GREEN LIGHTS) FOR LANDING BACK TO DEPARTURE AIRPORT. AIRCRAFT JACKED, RETRACTIONS DONE, LANDING GEARS INSPECTED, CLEANED AND LUBED, NO DEFAULT FOUND, SYSTEM FOUND SERVICEABLE. (TC NR 20070206002)

CA070208002

BEECH

GARRTT

 

WINDOW

DEPARTED

1/28/2007

B100

TPE3316252B

 

50420066137

COCKPIT

(CAN) AFTER TAKEOFF AND CLIMB TO APPROXIMATELY 10,000 FEET, THE LT. (TC NR 20070208002)

CA061218009

BEECH

GARRTT

 

TORQUE TUBE

CRACKED

12/15/2006

B100

TPE3316252B

 

1156100103

ELEVATOR

(CAN) DURING COMPLIANCE WITH SB 2145, CHANGED OUT THE DUE TORQUE TUBES AND REPLACE THEM WITH INSPECTED ONES. WHEN THE LT WAS REMOVED A CRACK WAS NOTED GOING FROM THE TAPER PIN HOLE TO THE EDGE OF THE TORQUE TUBE MOUNT BRACKET. IT APPEARS THAT THE PIN WAS OVER-TORQUED DURING ASSEMBLY LEADING TO THE CRACK. (TC NR 20061218009)

CA061218011

BEECH

GARRTT

 

TORQUE TUBE

CRACKED

12/15/2006

B100

TPE3316252B

 

1156100103

ELEVATOR

(CAN) DURING COMPLIANCE WITH SB 2145 (REMOVED THE DUE TUBES TO SEND OUT FOR NDT AND REPLACE WITH INSPECTED SERVICEABLE ONES), A CRACK WAS DISCOVERED RADIATING FROM ONE OF THE TAPER PIN HOLES TO THE EDGE OF THE ATTACH BOSS ON THE LT TUBE. IT APPEARS THAT THE TAPER PIN WAS OVERTORQUED DURING ASSEMBLY CAUSING THE CRACK. THE TUBE HAS BEEN SCRAPPED. (TC NR 20061218011)

2007FA0000354

BEECH

PWA  

 

CONNECTOR

CORRODED

4/2/2007

B200

PT6*

 

MS24266R12B12SN

FIRE DETECTION

THE AIRCRAFT WAS FLYING THROUGH IMC, WITH ALOT OF RAIN ON THEIR WAY TO DESTINATION. AS THE CREW WAS LETTING DOWN TO LAND THE LT ENGINE FIRE LIGHT LIT UP. THE CREW SCANNED ALL THE GAGES, AND DETERMINED THAT THIS WAS A FALSE LIGHT. THE AC LANDED WITHOUT COMPLICATION. UPON INSPECTION OF THE LT ENGINE FIRE DETECT SYSTEM, THE TECH FOUND SOME VERY LIGHT CORROSION AND MOISTURE ON THE J102 CONNECTOR PLUG, LOCATED ON THE LT ENGINE FIRE WALL. THE MOISTURE AND CORROSION WAS REMOVED AND THE FIRE DETECT SYSTEM TESTED PROPERLY, THE AC WAS RETURNED TO SERVICE. APPLING A THIN COATING OF DC-4 GREASE IN THE CONNECTOR PLUG WOULD PREVENT MOISTURE FROM ENTERING THE PLUG AND THEREFORE KEEP THE CORROSION OUT. (K)

CA070329008

BEECH

PWA  

 

TORQUE KNEE

WORN

3/27/2007

B200

PT642A

 

1018100327

MLG 

(CAN) WHILE TAXING BACK TO THE RAMP, THE PILOT NOTICED THAT THE STEERING WAS MORE DIFFICULT AND INEFFECTIVE. HE SHUTDOWN BOTH ENGINES AND ON INVESTIGATION FOUND THE LT LANDING GEAR TORQUE KNEE BOLT DISCONNECTED. THE CAUSE OF THE DISCONNECTION WAS A WORN OUT RETAINING WASHER. MAINTENANCE REPLACED THE WASHER AND RETURNED THE AIRCRAFT TO SERVICE. THIS AREA WAS RECENTLY INSPECTED. THE MM DOES NOT SPECIFY DISASSEMBLING THIS AREA TO INSPECT. THE ONLY WAY THIS COULD HAVE BEEN DETECTED WAS BY DISASSEMBLY. OUR MAINTENANCE PROGRAM TRACKING SHEETS HAVE BEEN AMENDED TO INCLUDE DISASSEMBLY OF THE TORQUE KNEES EACH 800 HOURS. (TC NR 20070329008)

CA070122010

BEECH

PWA  

 

CONTROL PANEL

SHORTED

1/6/2007

B200

PT642A

 

1003641621

COCKPIT LIGHTS

(CAN) CREW REPORTED COCKPIT OVERHEAD PANEL LIGHTS CIRCUIT BREAKER POPPED AND ABOUT THE SAME TIME REPORTED SMELLING SMOKE. PCB PANEL REMOVED AND FOUND TO OF SHORTED OUT CAUSING SMALL BURN HOLE THROUGH PANEL SCORCHING METAL BEHIND PANEL. CAUSE OF SHORT BELIVED TO BE MOISTURE FROM EXCESSIVE CONDENSATION. (TC NR 20070122010)

CA070114003

BEECH

PWA  

 

INDICATOR

MALFUNCTIONED

1/4/2007

B200

PT642A

 

066311400

WEATHER RADAR

(CAN) CREW REPORTS THAT IN CRUISE NOTED THE WEATHER RADAR FAILED AND IMMEDIATELY BOTH MAIN GENERATOR BUSES FAILED. CREWS RESET GENERATORS AND MONITORED BUS VOLTAGES AND LOADS, NORMAL. CREW THEN NOTED THE 28VDC CIRCUIT BREAKER POPPED ON THE AVIONICS BUS FOR THE WEATHER RADAR. BREAKER RESET BUT INDICATOR UNSERVICEABLE. AFTER AIRCRAFT RETURNED TO MTC BASE, MAINTENANCE CREW INSPECTED ELECTRICAL SYSTEM WITH NO FAULTS FOUND. RADAR INDICTOR REPLACED AND F/C NORMAL. UNSERVICEABLE WEATHER RADAR SENT TO REPAIR FACILITY WITH DETAILS OF INCIDENT AND REQUEST FOR WORK / STRIP REPORT. (TC 20070114003)

CA070207007

BEECH

PWA  

 

LIGHT

INOPERATIVE

2/6/2007

B200

PT642A

 

 

CABIN

(CAN) WHILE ON FINAL APPROACH, SMOKE WAS OBSERVED IN COCKPIT COMING FROM THE LOWER LT C/B PANEL. SIDE LIGHT C/B POPPED AND SMOKE STOPPED. LANDING COMPLETED WITHOUT FURTHER INCIDENT. MAINTENANCE WAS CONTACTED AND IN CONVERSATION WITH FLIGHT CREW SMOKE PROBLEM WAS ISOLATED TO EDGE OF PANEL LIGHTING, C/B WAS PULLED AND POWER FUNCTION TEST REVEALED NO FURTHER SMOKE ISSUES. RETURN FLIGHT WITH ESSENTIAL CREW WAS CARRIED OUT. MAINTENANCE STAFF CONFIRMED PROBLEM AND SHORTED PANEL WAS REPAIRED. (TC NR 20070207007)

CA070209011

BEECH

PWA  

 

LINE

FRACTURED

1/18/2007

B200

PT642A

 

3026779

FUEL SYSTEM

(CAN) ON INSPECTION FOLLOWING A REPORT OF FUEL ODOR IN THE CABIN, THE ENGINE HIGH PRESSURE FUEL DELIVERY TUBE WAS FOUND CRACKED. (TC NR 20070209011)

CA070226010

BEECH

PWA  

 

CONNECTOR

LOOSE

2/25/2007

B200

PT642A

 

 

MLG 

(CAN) CREW REPORTED THAT THE GEAR INDICATION WOULD NOT INDICATE DOWN AND LOCKED ON APPROACH. MAINTENANCE PERSONNEL LATER CARRIED OUT AIRCRAFT LANDING GEAR SWINGS AND FOUND RT SQUAT SWITCH CONNECTOR PLUG LOOSE ON BULKHEAD. CLEANED, SECURED AND GEAR SWINGS FUNCTION CHECKS CARRIED OUT. NO FAULTS FOUND (TC NR 20070226010)

CA061221003

BEECH

PWA  

 

MOTOR

FAILED

12/18/2006

B200C

PT642A

 

1153800025

LANDING GEAR

(CAN) DURING FLIGHT THE LANDING GEAR WOULD NOT EXTEND AND AN EMERGENCY WAS DECLARED. A MANUAL GEAR EXTENSION WAS COMPLETED THE (3) GREEN LIGHTS ILLUMINATED AND THE AIRCRAFT LANDED WITHOUT FURTHER INCIDENT. MAINTENANCE INVESTIGATED AND FOUND THAT THE LANDING GEAR MOTOR HAD FAILED. THE MOTOR WAS REPLACED, GEAR SWINGS COMPLETED AND THE AIRCRAFT RETURNED TO SERVICE. THIS MOTOR HAS A 2500 LANDING OVERHAUL INTERVAL AND ONLY HAD 390 LSO. (TC NR 20061221003)

CA070329009

BEECH

PWA  

 

WIRE

CHAFED

3/29/2007

B300

PT6A60A

 

 

SHUTOFF VALVE

(CAN) 5 AMP ANNUNCIATOR INDICATION (CB4) POPPED IN FLIGHT AND THE CREW LOST THE GREEN AND WHITE ANNUNCIATOR LIGHTS. THE CREW ATTEMPTED TO RESET THE 5 AMP CIRCUIT BREAKER, BUT COULD NOT BE RESET. PROBLEM WAS IN FOUND ON WIRE PIN D WIRE NR Q62A20 ON THE RT FUEL SHUTOFF VALVE HAD CHAFED TO GROUND ON ONE OF THE SCREWS THAT HOLDS ON THE INSPECTION PANEL ON. DID A REPAIR ON WIRE NR Q62A20 AND THE SYSTEM WAS FUNCTION TESTED NORMAL. (TC NR 20070329009)

CA070423009

BEECH

PWA  

 

CROSS TIE

CRACKED

4/22/2007

B300

PT6A60A

 

9743000015

FUSELAGE

(CAN) THE INTERIOR WAS REMOVED FOR REFURBISHMENT. MAINTENANCE DISCOVERED A CRACK IN THE CROSS TIE, A STRUCTURAL MEMBER AROUND THE EMERGENCY EXIT ON THE LT SIDE OF THE AIRCRAFT. CONTACTED MFG FOR A REPAIR. (TC NR 20070423009)

CA070226005

BEECH

PWA  

 

PLATE

FAILED

2/8/2007

B300

PT6A60A

 

1014300327

DOOR 

(CAN) DISCOVERED DOOR MAKING NOISE WHEN RAISING OR LOWERING DOOR. INVESTIGATED FOR LOOSE HARDWARE INSIDE DOOR AND DETERMINED PIN AND ROLLER ASSY MIGRATED OUT OF LOWER AFT LATCH ASSY. THE DEFECTIVE PART IN QUESTION IS THE PLATE P/N 101-430032-7. THE PLATE IS THE FIXTURE FOR A PIN P/N 101-430032-9 AND ROLLER P/N 50-430037-7. THESE PARTS (PIN/ROLLER)ARE CONTAINED IN THE PLATE BY MEANS OF STAKING WAS NOT PROPERLY SET WHEN MFG CAUSING THE PIN MIGRATING OUT OF THE PLATE. ALL OTHER PLATES WERE INSPECTED TO ENSURE EACH PLATE`S SECURITY. THESE PLATES/LATCHES ARE CRUCIAL TO THE STRUCTURAL INTEGRITY OF THE DOOR AND FUSELAGE FRAME UNDER PRESSURIZATION LOADS. IPI REFERENCE 52-10-00 PG.16 ITEM 280, 285, 290 ILLUSTRATION SHEET 2 OF 2. (TC NR 20070226005)

CA070212007

BEECH

PWA  

 

TORQUE TUBE

CRACKED

1/29/2007

B99  

PT6A27

 

1155240465

ELEVATOR

(CAN) THE TAIL CONE WAS REMOVED FOR OTHER SCHEDULED MAINTENANCE. IT WAS NOTICED THAT THE ELEVATOR BELLCRANK TORQUE TUBE WAS CRACKED. THE CRACK STARTED AT THE HORN ATTACH TAPER PIN AND SPIRALED AROUND THE TORQUE TUBE APPROX 270 DEGREES. THE ASSEMBLY WAS REPLACED AND AIRCRAFT RETURNED TO SERVICE (TC 20070212007)

CA070423002

BEECH

LYC  

 

CYLINDER

CRACKED

4/23/2007

C23  

O360A4K

 

LW12427

ENGINE

(CAN) CRACK FOUND IN CYLINDER. (TC NR 20070423002)

CA070202015

BEECH

PWA  

 

FIRE DETECTOR

MALFUNCTIONED

2/2/2007

C90A

PT6A21

 

473275

RT NACELLE

(CAN) DURING A ROUTINE MISSION, THE RT FIRE WARNING ANNUNCIATOR LIGHTS ILLUMINATED. THERE WAS NO VISUAL INDICATION OF FIRE. THE PILOT`S SECURED THE ENGINE IAW PUBLISHED PROCEDURES, ACTIVATED THE FIRE SUPPRESSION SYSTEM AND RETURNED TO THE BASE. MAINTENANCE WAS ABLE TO FAULT THE FIRE DETECTION SYSTEM FWD OF THE RT ENGINE FIREWALL, BUT WERE UNABLE TO PINPOINT THE EXACT CAUSE TO EITHER OF THE UPPER FIRE DETECTORS OR THE CONNECTING HARNESS. BOTH DETECTORS AND THE HARNESS WERE REPLACED. THE ENGINE WAS INSPECTED FOR DAMAGE FROM THE RELEASE OF FIRE SUPPRESSION AGENT. NO DAMAGE WAS EVIDENT. THE FIRE BOTTLE AND SQUIB WERE REPLACED. AIRCRAFT WAS RELEASED INTO SERVICE. (TC NR 20070202015)

CA070202016

BEECH

PWA  

 

GASKET

DAMAGED

2/2/2007

C90A

PT6A21

 

509215873

RT ENGINE

(CAN) PILOTS NOTICED FUEL (STREAMING) FROM THE RT NACELLE TOP COVER SHORTLY AFTER TAKEOFF. THE AIRCRAFT RETURNED TO BASE WITHOUT INCIDENT. THIS HAPPENED (3) TIMES BEFORE THE PROBLEM WAS CORRECTED. 1ST NOTICE, AFT 86.9 HRS. MAINTENANCE ATTRIBUTED THE EXCESS FUEL FOUND UNDER THE NACELLE COVER TO A PROBABLE FAULTY FUEL VENT CHECK VALVE ATTACHED TO THE FUEL FILLER NECK IN THIS AREA. THIS AREA OF THE AIRCRAFT WAS REINSPECTED DURING SCHEDULED MAINTENANCE AND MINIMAL FUEL WAS NOTICED. 2ND NOTICE - AFT 157.6 HRS. MAINTENANCE CHECKED THE AREA, PLUGGED THE VENT LINES AND FILLED THE FUEL CELL COMPLETELY. NO FAULTS WERE NOTED, SO ANOTHER CHECK VALVE WAS INSTALLED. 3RD NOTICE -- AFT 165.9 HRS. MAINTENANCE REMOVED THE RT NACELLE FUEL CELL COVER AND DISCOVERED AN IMPROPERLY INSTALLED GASKET THAT WAS ABLE TO SEAL SUFFICIENTLY UNDER STATIC FUEL CHECKS. HOWEVER IN FLIGHT MODE, THE NEGATIVE PRESSURE OVER THE NACELLE AREA WAS ENOUGH TO DRAW FUEL OUT OF A FULL FUEL TANK INTO THE CAVITY ON TOP OF THE FUEL CELL COVER AND OUT INTO THE SLIPSTREAM AROUND THE NACELLE COVER. THE GASKET WAS REPLACED. (TC NR 20070202016)

CA070207003

BEECH

PWA  

 

BUCKLE

DAMAGED

2/6/2007

C90A

PT6A21

 

1101983

CREW SEATBELTS

(CAN) CAMPAIGN NOTICE 010-25-10-011 / FAA SAIB NM-06-29. CREW SEAT BELT ROTARY LATCH IS CONTACED BY THE CONTROL YOKE AND THE POSSIBLITY EXISTS TO RELEASE THE BELT WITH ROTATION OF THE CONTROL YOKE WHEN FUNCTIONAL TEST WAS CARRIED OUT IAW SAIB. (TC NR 20070207003)

CA070209001

BEECH

PWA  

 

BUCKLE

DAMAGED

2/7/2007

C90A

PT6A21

 

110198301

SEAT BELT ASSY

(CAN) WITH A COCKPIT CREW MEMBER STRAPPED INTO THEIR SEAT WITH THE SEAT FULLY FORWARD, INTERFERENCE BETWEEN THE CONTROL COLUMN YOKE AND THE ROTARY SEAT BELT BUCKLE FINS OCCURS WHEN THE CONTROL YOKE IS PULLED FULLY AFT AND ROTATED. THE POSSIBILITY EXISTS THAT THE SEAT BELT ROTARY BUCKLE COULD BE INADVERTENTLY RELEASED DURING EXTREME FLIGHT CONTROL MOVEMENTS. THIS CONDITION WAS VERIFIED WHILE PERFORMING THE PROCEDURE AS DESCIBED IN FAA SAIB NM-06-29. A GUARDED BUCKLE WOULD NEGATE THE POSSIBILITY OF ACCIDENTAL RELEASE (TC NR 20070209001)

CA070221003

BEECH

PWA  

PACIFICSCIEN

BUCKLE

MALFUNCTIONED

2/5/2007

C90A

PT6A21

 

1101983

SEAT BELT

(CAN) COMPLIED WITH COMPANY CAMPAIGN NOTICE 010-25-10-011 NM-06-29. THE CREW SEATBELT ROTARY LATCH CAN BE CONTACTED WITH THE CONTROL YOKE WITH THE SEAT FULL FORWARD AND THE YOKE FULL AFT. IT IS POSSIBLE TO UNLATCH THE SEATBELT BY ROTATING THE YOKE AND MAKING CONTACT WITH THE BUCKLE. THE FUNCTION TEST WAS CARRIED OUT IAW THE INSTRUCTIONS GIVEN IN NM-06-29. (TC NR 20070221003)

CA070221004

BEECH

PWA  

PACIFICSCIEN

BUCKLE

DAMAGED

2/10/2007

C90A

PT6A21

 

1101983

SEAT BELT

(CAN) COMPLIED WITH COMPANY CAMPAIGN NOTICE 010-25-10-011, NM-06-29. THE CREW SEATBELT ROTARY LATCH CAN BE CONTACTED WITH THE CONTROL YOKE WITH THE SEAT FULL FORWARD AND THE YOKE FULL AFT. IT IS POSSIBLE TO UNLATCH THE SEATBELT BY ROTATING THE YOKE AND MAKING CONTACT WITH THE BUCKLE. THE FUNCTION TEST WAS CARRIED OUT IAW THE INSTRUCTIONS GIVEN IN NM-06-29. (TC NR 20070221004)

2007FA0000391

BEECH

CONT

 

MAGNETO

FAILED

4/11/2007

F33A

IO520BA

 

6310 

LEFT 

DURING NORMAL FLIGHT, VFR CONDITIONS, LT MAGNETO FAILED TO CONTINUE FIRING. AC LANDED WITHOUT INCIDENT. UPON TROUBLESHOOTING LT MAGNETO FOUND TO ONLY FIRE ON ONE LEAD. MAGNETO REPLACED WITH NEW UNIT. DEFECTIVE MAGNETO FOUND TO HAVE LOOSE PARTS RATTLING INSIDE AFTER REMOVAL FROM ENGINE. MAGNETO NOT DISASSEMBLED DUE TO WARRANTY STATUS OF MAGNETO. (K)

CA070122011

BELL  

LYC  

 

COLLECTIVE STICK

RATCHETING

1/22/2007

204B

T5311B

 

2040011841

MAIN ROTOR

(CAN) PILOT COMPLAINED OF RATCHETING FEEL TO COLLECTIVE CONTROL STICK. AIRCRAFT RETURNED TO BASE. INSPECTION REVEALED THAT THE COLLECTIVE FRICTION SURFACE ROLL PIN WAS WORKING INTERNALLY AND CAUSING THE RATCHETING FEEL. ELBOW WAS REPLACED. (TC NR 20070122011)

CA070126007

BELL  

 

 

FITTING

CRACKED

1/21/2007

205A1

 

 

205030767005

TAIL BOOM

(CAN) DURING AIRFRAME INSPECTION, A CRACK WAS FOUND ON LONGERON P/N 205-030-207-005 UNDER FITTING P/N 205-030-767-005. FITTING REMOVED, INSPECTED FOUND TO BE CRACKED AT AFT SIDE OF BOLT LOCATION. CRACKS IN FITTING P/N 205-030-767-005 NOT FOUND UNTIL REMOVAL OF PART. THIS FITTING IS KNOWN TO CRACK AT THE RIVET HOLE LOCATIONS, BUT IN THIS INSTANCE, IT WAS CRACKED ON THE AFT SIDE OF THE BOLT HOLE LOCATION. LONGERON AND FITTING WERE REPLACED WITH NEW PARTS. (TC# 20070126007)

CA070228005

BELL  

LYC  

BELL  

BLADE

MISSING

9/25/2006

205A1

T5313B

 

R34665

BLOWER

(CAN) VIBRATION ON OIL COOLER BLOWER, FURTHER INVESTIGATION REVEALED ONE BLADE MISSING. SERVICEABLE OIL COOLER BLOWER INSTALLED, A/C RETURNED TO SERVICE. (TC NR 20070228005)

CA070412004

BELL  

LYC  

 

GOVERNOR

DAMAGED

3/30/2007

205A1

T5317A

 

116085023

ENGINE

(CAN) DURING THE DAILY INSPECTION PERFORMED BY THE ENGINEER, THE SCREW HOLDING THE GOV SERVO LEVER PLATE IN PLACE WAS ENTIRELY BACKED OUT OF THE HOLE. THIS PART HAD BEEN REPLACED, TESTED AND ADJUSTED AT TSN 2346.3 FOR LOOSE SCREWS. THE SCREWS ARE STAKED IN PLACE AND YET WERE STILL ABLE TO BACK OUT. THE GOVENOR WAS SENT FOR REPAIR. THE SCREW MAY POISE A RISK IN JAMMING THE SERVO LEVER. (TC NR 20070412004)

CA061222004

BELL  

LYC  

 

NUT  

CRACKED

12/4/2006

205B

T5317A

 

204011116001

MAIN ROTOR HEAD

(CAN) THE ACORN NUTS WERE SENT OUT FOR NDT IAW THE REQUIREMENT OF THE OVERHAUL OF THE M/R HEAD ASSY. THE NDT SHOP FOUND A CRACK DEVELOPING NEAR THE BASE IN THE TRANSITION AREA OR CURL OF THE DOME AND THE GEAR PART OF THE ACORN NUTS. THE ESTIMATED TIME ON THE ACORN NUTS IS 14698 HOURS IAW M/R HEAD ASSY. (TC NR 20061222004)

CA070223007

BELL  

 

 

BLADE

DENTED

2/22/2007

206B

 

 

206010200133

MAIN ROTOR

(CAN) WHILE IN HANGAR, METAL PIECE OUT OF HANGAR OVERHEAD HEATER FELL ON M/R BLADE AND DENTED THE BLADE. BLADE WAS REMOVED AND SENT FOR INSPECTION. HANGAR STAFF AND MANAGER WERE NOTIFIED AND REQUESTED TO INSPECT ALL OVERHEAD ACCESSORIES INCLUDING HEATERS FOR LOOSE OBJECTS. (TC NR 20070223007)

CA070216007

BELL  

 

 

SPINDLE

FAILED

9/19/2006

206B

 

 

206031554003

RT GEARBOX

(CAN) THE RT TRANSMISSION PYLON SUPPORT SPINDLE FAILED IN-FLIGHT AND AIRCRAFT SUBSEQUENTLY HAD AN UNCONTROLLED COLLISION IN THE WATER. REFERENCE: TRANSPORT SAFETY BOARD OCCURENCE BULLETIN NR A06P0190 (TC NR 20070216007)

CA060913003

BELL  

ALLSN

BELL  

SKIN

CRACKED

9/12/2006

206B

250C20

 

80011P12F20

TAILBOOM

(CAN) WHILE CARRYING OUT ASB 206-06-107, FIN WAS REMOVED AND A FIN ATTACHMENT INSERT P/N 80-011-P12F2-0 WAS FOUND CRACKED. AFTER REMOVAL OF THE CRACKED INSERT, THE IB SKIN BELOW WAS FOUND TO HAVE SEVERAL CRACKS PROPAGATING UNDERNEATH THE DOUBLER. THE IB DOUBLER WAS REMOVED AND A TOTAL OF APPROXIMATELY 6 CRACKS WAS FOUND, ONE OF WHICH WAS 3 INCHES IN LENGTH. THE FIN WAS REPLACED. (TC NR 20060913003)

CA070412001

BELL  

ALLSN

 

MOUNT

CRACKED

3/20/2007

206B

250C20

 

206062102001

ENGINE

(CAN) ON A ROUTINE ENGINE REPLACEMENT, IT WAS FOUND THAT THE LT LOWER ENGINE MOUNT WAS CRACKED AT THE ATTACH POINT. AFTER CLOSER INSPECTION THE MOUNT WAS COMPLETELY SEPARATED FROM THE AIRFRAME. THERE WAS NO INITIAL INDICATION OF A PROBLEM. IT WAS FOUND THAT THERE WAS EXCESSIVE TORQUE ON THE ATTACH BOLT TO THE AIRFRAME. THE ATTACH POINT WAS ALSO CUPPED TO INDICATE THAT THE PROPER PROCEDURE WAS NOT USED TO REMOVE THE ENGINE IE; LOOSENING THE ENGINE MOUNTS FIRST. (TC NR 20070412001)

CA070119002

BELL  

ALLSN

 

GOVERNOR

FAILED

10/19/2006

206B

250C20B

 

23076061

POWER TURBINE

(CAN) THE GOVERNOR WAS INSTALLED WITH ZERO TSN. GROUND RUNS AND RIGGING WERE CARRIED OUT IAW THE MM WITH NO DIFFICULTIES. THE AIRCRAFT WAS FLOWN AND IT WAS NOTICED BY THE PILOT THAT HE WAS ALWAYS CHASING THE N2 TO KEEP IT WITHIN LIMITS (ERRATIC N2 OPS). THE ERRATIC OPS DID NOT IMPROVE AND SEEMED TO WORSEN. THE AIRCRAFT WAS THEN GROUNDED. THE PT GOVERNOR WAS RETURNED FOR WARRANTY. (TC NR 20070119002)

CA070119008

BELL  

ALLSN

 

FCU  

FAILED

10/16/2006

206B

250C20B

 

23070606

ENGINE

(CAN) THE AIRCRAFT WAS STARTED AND WARMED UP. THE PILOT THEN BEGAN TO SPOOL THE AIRCRAFT UP FROM GROUND IDLE TO FLIGHT IDLE, HOWEVER NOTHING HAPPENED. THIS WAS TRIED A FEW TIMES BUT STILL NO RESPONSE. OTHER TROUBLESHOOTING WAS PERFORMED WITH NO FINDINGS. THE FUEL CONTROL UNIT (FCU) IN QUESTION WAS REMOVED AND AN OVERHAULED UNIT WAS INSTALLED. THE DEFECT WAS RECTIFIED. (TC NR 20070119008)

CA070131004

BELL  

ALLSN

 

BLADES

OUT OF BALANCE

1/22/2007

206B

250C20B

 

206010200133

MAIN ROTOR

(CAN) COULD NOT ACHEIVE DYNAMIC BALANCE OF A/C. (TC NR 20070131004)

CA070227009

BELL  

ALLSN

 

CONTROL LEVER

STIFF

6/16/2006

206B

250C20B

 

 

GOVERNOR

(CAN) LEVER CONTROL LEVER HARD TO MOVE ON A FUNCTIONAL CHECK. (TC NR 20070227009)

CA070227011

BELL  

ALLSN

 

CONTROL LEVER

STIFF

10/23/2006

206B

250C20B

 

23065123

GOVERNOR

(CAN) ON A FUCTIONAL CHECK OF THE GOVERNOR CONTROL THERE APPEARED THAT THE CONTROL LEVER ON THE GOVERNOR WAS HARD TO MOVE. THIS WAS CONFIRMED AND THE GOVERNOR WAS REMOVED FOR REPAIR. (TC NR 20070227011)

CA070227007

BELL  

ALLSN

 

CONTROL LEVER

STIFF

9/15/2006

206B

250C20B

 

 

GOVERNOR

(CAN) THE CONTROL LEVER SHAFT ON THE GOVERNOR WAS FOUND HARD TO MOVE. SO STIFF THAT THE LINEAR ACTUATOR HAD TO WORK HARD TO MAKE IT TO MOVE. (TC NR 20070227007)

CA070306002

BELL  

ALLSN

 

COUPLING

LEAKING

2/26/2007

206B

250C20B

 

206040118001

GEARBOX

(CAN) C-GELT`S MAIN DRIVESHAFT P/N 206-040-015-103, S/N A-1331, 600 HR INSPECTION AND REPACK C/W FEB 22/07 AT 13635.5 HRS. TEST FLOWN 0.3 HRS, FLEW 7.1 HRS FEB 24 AND 25, ENGINEER FOUND TRANS. SIDE LEAKING GREASE AND COUPLING OVERHEATED. DRIVE SHAFT S/N A-2441 REMOVED FROM AC WITH FRESH 600 HR INSP. AND REPACK INSTALLED ON C-GELT. WHICH FAILED IN 11.7 HRS. WITH THE SAME PROBLEM. DRIVE SHAFT S/N A1331 OVERHAULED WITH NEW INNER GEAR, NEW OUTER COUPLING, NEW O-RINGS, AND GREASE (PN 204-040-755-5 EXP. NOV 2/08) INSTALLED ON YHY, FAILED IN 23 MINUTES FLYING TIME, SAME PROBLEM (TRANSMISSION SIDE) THE SAME TUBE OF GREASE WAS USED FOR ALL THE REPACKS. (TC NR 20070306002)

CA070302004

BELL  

ALLSN

 

CONE SET

FAILED

2/28/2007

206B

250C20B

 

206010003001

MAIN ROTOR

(CAN) MAIN ROTOR TORQUE CHECK WAS PERFORMED ON M/R MAST NUT BETWEEN 3 TO 8 FLIGHT HOURS IAW THE MM CHAPTER 5, AND MM, SECTION 62-7, PARAGRAPH 5. INITIAL TORQUE CHECK OF MAST NUT TORQUE WAS FOUND BELOW MINIMUM SPECIFIED TORQUE OF 250 FT/LBS, IAW MM. A SUBSEQUENT TORQUE CHECK WAS PERFORMED AFTER SECOND FLIGHT OF 3 HOURS WITH THE SAME RESULTS, MAST NUT TORQUE FALLING BELOW MINIMUM TORQUE VALUE OF 250FT/LBS. UPON VISUAL INSPECTION IN THE AREA OF THE CONE SET TO TRUNNION, IT WAS FOUND THAT ONE OF THE SPLIT CONES HALVES HAD MOVED. THEREFORE DID NOT PROVIDE A TRUE SEAT FOR THE SPLIT CONES TO THE M/R TRUNNION AS CONE SET AND WAS PARTIALLY COCKED. IT IS SUSPECTED THAT EACH OF THE 2 TORQUE CHECK ADJUSTMENTS CAUSED THE CONE HALF TO SHIFT DOWNWARD AND THAT RESULTED IN EACH THE LOWER TORQUE READINGS AFTER FLIGHT. THERE WAS DAMAGE TO ONE HALF OF THE CONE SET AND IT WAS BEYOND LIMITS, INSPECTION OF MAST SPLINES INDICATED THAT THERE WAS NO DAMAGE TO THE LOWER SECOND SET OF MAST SPLINES. CONE SET WAS SCRAPPED AND A NEW CONE SET WAS ORDERED. (TC NR 20070302004)

CA061219004

BELL  

ALLSN

 

GOVERNOR

ERRATIC

11/21/2006

206L

250C20R

 

23036657

ENGINE

(CAN) HIGH TIME GOVERNOR TSO 1889.2, REMOVED FOR O/H DUE TO ERRATIC RPM REPLACED WITH NEW GOVERNOR PN 23076061 SN HR47346 TSN 0:0 (TC NR 20061219004)

CA061219005

BELL  

ALLSN

 

ACTUATOR

FAILED

11/21/2006

206L

250C20R

 

718513

ENGINE

(CAN) REMOVED LINEAR ACTUATOR PN 7185-13 SN 0296A DUE TO INTERNAL LOCKING CLIP FALLING OFF. INSTALLED SERVICEABLE USED LINEAR ACTUATOR PN 206-062-721-003 SN 11842. (TC NR 20061219005)

CA070404007

BELL  

ALLSN

 

FUEL CELL

LEAKING

4/4/2007

206L1

250C28

 

2060636321

LEFT 

(CAN) RETURNING FROM A FLIGHT IT WAS NOTED THERE WAS A FUEL ODOR IN THE REAR CABIN. INVESTIGATING DETERMED THE LT FWD FUEL CELL HAD A SMALL LEAK. FUEL CELL WAS CHANGED OUT. (TC NR 20070404007)

CA070105005

BELL  

ALLSN

BELL  

IMPELLER

CRACKED

1/5/2007

206L1

250C28B

 

206061432031

OIL COOLER

(CAN) 300 HR NDT FOUND CRACKS IN THE WEB AREA. PART REPLACED. (TC NR 20070105005)

CA070202006

BELL  

ALLSN

BELL  

DIODE

FAILED

1/24/2007

206L1

250C30P

 

301265AA

BATTERY RELAY

(CAN) SINCE THE DIODE FAILED, A DIRECT SHORT TO GROUND OCCURED. CAUSING THE BATTERY CIRCUIT WIRING TO BURN OFF ITS SHIELDING AND THE DIODE PIG TAIL FROM X1 TO X2 ON THE RELAY HEATED UP TO THE POINT OF BREAKING, FLAME WAS PRESENT. THE BATTERY SWITCH WAS NOT DAMAGED, NOR WAS THE RELAY. (TC NR 20070202006)

CA070119006

BELL  

ALLSN

LUCAS

SPRING

BROKEN

10/13/2006

206L3

250C30P

 

 

STARTER-GEN

(CAN) THE STARTER GENERATOR WAS THEN INSTALLED. UPON FIRST GROUND RUN OF THE AIRCRAFT, SPARKS WERE NOTICED TO BE COMING FROM THE BRUSH AREA. THE AIRCRAFT WAS SHUTDOWN, THE STARTER GENERATOR WAS REMOVED. UPON REMOVAL WE HEARD SOMETHING LOOSE/RATTLING AROUND. WE REMOVED THE BRUSH COVER AND FOUND THAT ONE OF THE SPRINGS WHICH HOLD DOWN THE BRUSHES WAS BROKEN OFF AND RATTLING AROUND CAUSING ARCING. THIS STARTER-GENERATOR WAS RETURNED TO FOR FULL WARRANTY AND A NEW UNIT WAS SENT TO US. (TC NR 20070119006)

CA070216001

BELL  

 

 

HOUSING

DAMAGED

2/14/2007

206L4

 

 

206040525101

FUEL SYS

(CAN) BYPASS INDICATOR BORE MISSING ONE 0.062 INCH DIA OIL PASSAGE AT BOTTOM OF BORE BREAKING THROUGH THE SMALLEST RECESSED BORE DIAMETER OF .375 INCH. PICTURE OF PART WITH THE MISSING HOLE ATTACHED. (TC NR 20070216001)

CA070126006

BELL  

ALLSN

 

TAIL BOOM

DAMAGED

1/21/2007

206L4

250C30P

 

206020113207

VERTICAL FIN

(CAN) UPON CHANGING FORMER P/N 206-020-113-093 ON VERTICAL FIN, DAMAGE/GOUGING DETECTED ON THE IB FIN SKIN WITHIN CLOSE PROXIMITY TO VERTICAL FIN MOUNTING HOLE. IT IS SUSPECTED THAT WHEN ORIGINALLY FITTING THE COWLS THAT THE FORMER WAS TRIMMED AND THAT AT THIS TIME THE DAMAGE OCCURRED. MFG WAS CONTACTED AND AN APPROVED REPAIR WAS PROVIDED AND CARRIED OUT. (TC NR 20070126006)

CA070223005

BELL  

PWA  

BELL  

SPRING

BROKEN

2/20/2007

212  

PT6T3

 

204040608001

TAIL ROTOR

(CAN) ENGINEER CARRYING OUT REQUIREMENTS OF CAMP CODE NR 650121 (INSPECT/LUBE T/R DRIVESHAFT FLEX COUPLING). WHEN DISASSEMBLING THE T/R QUILL OUTPUT COUPLING IN SITU ON THE M/R TRANSMISSION. UPON REMOVAL OF RETAINER AND PLATE, A SMALL SECTION OF SPRING PN 204-040-608-001 FELL INTO THE HAND OF THE ENGINEER. REMAINDER OF SPRING WAS IN CORRECT POSITION. FURTHER DISASSEMBLY OF COUPLING REVEALED DAMAGE TO COUPLING P/N 204-040-603-009. NEW SPRING P/N 204-040-608-001 AND SERVICEABLE COUPLING P/N 204-040-603-009 S/N A12-42482 INSTALLED. COMPLETE COUPLING ASSEMBLY LUBED AND REASSEMBLED IAW CHAPTER 65 OF MM, AND REASSEMBLED ONTO THE M/R TRANSMISSION. (TC NR 20070223005)

CA070228004

BELL  

PWA  

BELL  

SPLICE

CORRODED

10/16/2006

212  

PT6T3

 

212030132037

TAILBOOM

(CAN) SPLICE CORRODED,TAIL BOOM REPLACED, A/C RETURNED TO SERVICE. (TC NR 20070228004)

CA070227015

BELL  

PWA  

 

GEARBOX

MAKING METAL

1/26/2007

212  

PT6T3B

 

PT6T3B

REDUCTION GB

(CAN) ENGINE NR 1 CHIP DETECTOR CAUTION LIGHT ILLUMINATED WHILE IN CRUISE FLIGHT AND PILOT RETURNED TO BASE. REDUCTION GEARBOX NR 1 SIDE CHIP DETECTOR FOUND WITH SMALL AMOUNT OF METAL. CHIP DETECTOR WAS CLEANED AND AIRCRAFT FLEW ANOTHER 2 HOURS BEFORE SECOND CHIP LIGHT AND RETURNED TO BASE. SLIGHTLY MORE METAL FOUND ON PLUG. OIL WAS CHANGED AND AIRCRAFT WAS GROUND RUN 1 MINUTE BEFORE CHIP LIGHT ILLUMINATED. CHIP DETECTOR AND OIL FILTER CONTAINED MASSIVE AMOUNT OF METAL. REDUCTION GEARBOX WAS REPLACED AND SENT TO MFG FOR INVESTIGATION. NO REPORT HAS BEEN ISSUED AS YET. (TC NR 20070227015)

CA070226007

BELL  

PWA  

 

SADDLE

CRACKED

11/3/2006

212  

PT6T3B

 

D2571

SKID TUBE

(CAN) LT SKID SADDLE WAS FOUND CRACKED. (TC NR 20070226007)

CA070129007

BELL  

 

 

DRIVE SHAFT

BROKEN

1/25/2007

407  

 

 

 

TAIL ROTOR

(CAN) THE A/C WAS BEING LANDED TO DROP OFF SKIERS AND REPORTEDLY HAD A T/R DRIVE SHAFT BREAK BETWEEN THE ENGINE AND THE OIL COOLER. THE A/C WAS LANDED WITHOUT DAMAGE. THERE WAS NO INDICATION OF A T/R STRIKE. (TC NR 20070129007)

CA070411001

BELL  

 

 

SEAL

LEAKING

4/9/2007

407  

 

 

209340265103

FREEWHEEL UNIT

(CAN) TRANSMISSION OIL PRESSURE DROP (2) BARS BELOW THE GREEN. ON ROUTE BACK TO BASE THE TRANSMISSION OIL LOW PRESSURE LIGHT CAME ON UPON LANDING. THE ENGINE DECK IS COVERED WITH OIL. THE FREEWHEEL AFT SEAL HAD POPPED OUT OF ITS BORE, RESULTING IN A LOSS OF OIL. (TC NR 20070411001)

CA060914002

BELL  

 

BELL  

STRUCTURE

CRACKED

9/6/2006

407  

 

 

 

TAILBOOM

(CAN) APPROX. 8 IN. CRACK FOUND IN TAILBOOM NEAR THE 5TH HANGER BEARING APPROX. 270 HRS REMAINING OUT OF THE 5000 HRS RETIREMENT LIFE. (TC NR 20060914002)

CA060913005

BELL  

 

 

SUPPORT

OBSTRUCTED

9/11/2006

412  

 

 

212030041233

OIL COOLER

(CAN) SUPPORT 212-030-041-233 FOULS WITH TRANSMISSON OIL LINE 212-040-229-001. (TC NR 20060913005)

CA061221004

BELL  

 

 

AUTOPILOT SYS

MALFUNCTIONED

12/18/2006

412EP

 

 

 

 

(CAN) DURING AN APPROACH TO RUNWAY 24 RIGHT AT THE MFG PLANT, BOTH AUTO-PILOTS WENT OFF LINE. THE MASTER CAUTION LIGHTS WERE OFF ON THE AUTO-PILOTS. A/C WAS ABLE TO LAND. (TC NR 20061221004)

CA061218016

BELL  

 

 

HOSE

CHAFED

11/8/2006

427  

 

 

70060T000X186

HYD SYSTEM

(CAN) HOSE ASSEMBLY 70-060T000X186 (18.750 INCHES LONG) RUBS AGAINST SUPPORT 427-001-005 WHEN THE COLLECTIVE STICK IS DOWN AND THE CYCLIC STICK IS CENTER AND FULL FORWARD. (TC NR 20061218016)

CA070216006

BELL  

 

BELL  

GEARBOX

CRACKED

2/7/2007

427  

 

 

 

MAIN ROTOR

(CAN) FOUND A CRACK IN MAIN ROTOR TRANSMISSION, ON THE LT SIDE INPUT SHAFT. OIL STARTED TO SIP OUT OF THE TRANSMISSION. (TC NR 20070216006)

CA070209008

BELL  

PWC  

 

ENGINE

OVERSPEED

1/11/2007

427  

PW207D

 

 

 

(CAN) THE ENGINE WENT TO AN OVERSPEED CONDITION ON TAKE-OFF AND THE TAKE-OFF WAS ABORTED. MFG WILL INVESTIGATE THE INCIDENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED. (TC NR 20070209008)

CA070419004

BELL  

LYC  

 

BEARING

MAKING METAL

4/19/2007

47G2

VO435A1D

 

476206297

TAIL ROTOR GB

(CAN) DURING ROUTINE 100 HR INSPECTION THE OIL WAS FOUND TO BE DARKER IN COLOR THAN NORMAL, AFTER CLOSER INSPECTION AND CHECKING FOR STEEL WITH A MAGNET THE DARKNESS IN COLOR WAS ATTRIBUTED TO METAL CONTAMINATION IN THE OIL SO FINE THAT IT LOOKED LIKE METALLIC PAINT. THE GEARBOX IS IN FOR TEARDOWN AND WILL ADVISE THE FINDINGS AFTER INSPECTION. (TC NR 20070419004)

CA070126003

BNORM

LYC  

 

MAGNETO

LOOSE

7/5/2006

BN2A

O540E4C5

 

BL3493704

ENGINE

(CAN) ROUGH RUNNING ON RUNUP. FOUND ATTACHMENT FLANGE ON MAGNETO LOOSE. (TC NR 20070126003)

CA070126004

BNORM

LYC  

 

OIL COOLER

CRACKED

8/31/2006

BN2A

O540E4C5

 

8406E

 

(CAN) OIL LEAK AROUND CASTING PORT ON THE OIL COOLER ASSEMBLY. (TC NR 20070126004)

CA070213003

BOEING

PWA  

 

CONTACT

BURNED

2/6/2007

727223

JT8D15

 

50086003

GENERATOR

(CAN) DURING CLIMB OUT ALL 4 CB`S POPPED FOR TANK 2 FUEL BOOST PUMPS, AIRCRAFT RETURNED TO AIRPORT. DETERMINED NR 3 GENERATOR VOLTAGE FLUCTUATING, (THE PUMP FAULT WAS ATTRIBUTED TO THE POWER FLUCTUATION WHICH WAS POWERING THE (ESSENTIAL POWER) AND THE (SYNC BUSS POWERING THESE PUMPS). INSPECTION OF NR 3 GENERATOR CB FOUND BURNED CONTACTS. CB REPLACED, CONTACTS CLEANED NO FURTHER REPORTS. (TC NR 20070213003)

CA070202003

BOEING

PWA  

 

SEAL

FAILED

1/16/2007

727225

JT8D15A

 

 

 

(CAN) DURING CRUISE AT FL320, CABIN RATE STARTED TO CLIMB AT 1500 FPM. CREW (CARGO FIT) DONED O2 MASKS. PRESSURIZATION CONTROLLER SELECTED TO (MANUAL) AND (STBY), NO CHANGE. CARGO HEAT OUTFLOW VALVE CLOSED, RECOVERED PRESSURE. O2 REMOVED, FLIGHT CONTINUED WITHOUT FURTHER INCIDENT. MAINTENANCE CLEANED DOOR SEALS OF DEBRIS AND CARRIED OUT PRESSURIZATION CONTROL TEST IAW MM 21-31-00 AND FOUND SERVICEABLE. (TC NR 20070202003)

CA070202004

BOEING

PWA  

 

WIRE

SHORTED

1/17/2007

727225

JT8D15A

 

W27260718

FIRE DETECTION

(CAN) DURING CLIMB AT FL120, APU FIRE LIGHT AND BELL ILLUMINATED. APU FIRE DRILL CARRIED OUT, REMAINED (ON). DECLARED EMERGENCY, RETURNED TO AIRPORT WITHOUT INCIDENT. UPON INSPECTION NO FIRE DETECTED. MAINTENANCE FOUND (FIRE WARNING) WIRE NR W272-607-18 SHORTED TO GROUND. WIRE REPLACED, FUNCTIONED CHECKED SERVICEABLE IAW MM 26-15-01. (TC NR 20070202004)

CA070202005

BOEING

PWA  

 

DUCT

MISSING

1/30/2007

727225

JT8D15A

 

 

ENGINE COWLING

(CAN) UPON ARRIVAL, MAINTENANCE NOTICED AN APPROXIMATELY 6 INCH HOLE IN NR 1 ENGINE COWL. FURTHER INVESTIGATION DETERMINED THE CAP ON THE 6TH STAGE SADDLE DUCT MISSING, LOCATED IN COWL. CAP INSTALLED AND SECURED IAW MM AND COWL REPAIRED. (TC NR 20070202005)

CA070119011

BOEING

PWA  

 

BOLT

SHEARED

1/16/2007

727227

JT8D9A

 

69634801

TRUNION

(CAN) DURING A ROUTINE (C) CHECK INSPECTION, IT WAS NOTICED THAT THE LT MAIN LANDING GEAR TRUNION BOLT P/N 69-63480-1 APPEARED TO BE SHEARED. UPON REMOVAL OF THE GEAR, IT WAS CONFIRME4D THAT THE BOLT WAS SHEARED AND ALSO THE BEARING P/N 10-61849-10 WAS CRACKED. THE ABOVE PN ARE WITH REFERENCE TO MFG IPC 32-10-00-01 P.4 ITEM 317. (TC NR 20070119011)

CA070205007

BOEING

PWA  

 

GEARBOX

FAILED

1/30/2007

727227

JT8D9A

 

651948218

HORIZONTAL STAB

(CAN) AFTER DEPARTURE, CREW EXPERIENCED STAB TRIM FAILURE. A/C RETURNED TO AIRPORT WITHOUT INCIDENT. MAINTENANCE CREWS FOUND THE STAB TRIM GEARBOX TO BE QUITE STIFF TO OPERATE AND REPLACED IT. A/C RETURNED TO SERVICE. THE STAB TRIM GEARBOX AND JACKSCREW WERE INSPECTED AND LUBED ON A 2A CHECK NOV 19/2006. (TC NR 20070205007)

CA070413002

BOEING

PWA  

 

CYLINDER

FAILED

4/9/2007

727233

JT8D15

 

69141061

NLG 

(CAN) THE CREW OBSERVED AN A SYSTEM DEPLETION CONDITION AFTER EXTENDING THE LANDING GEAR. THE AIRCRAFT LANDED WITHOUT FURTHER PROBLEM. MAINTENANCE FOUND THE NOSE LANDING GEAR SYSTEM TRANSFER CYLINDER HAD FAILED. THE CYLINDER HAD FAILED AT THE LAST END CAP THREAD. THE UNIT WAS REPLACED AND THE AIRCRAFT RETURNED TO SERVICE. (TC NR 20070413002)

CA070404006

BOEING

PWA  

 

SWITCH

MALFUNCTIONED

3/29/2007

727243

JT8D9A

 

H1010262

NR 3 KRUGER

(CAN) ON FLAP RETRACTION THE CREW NOTICED THE NR 3 KRUGER FLAP INDICATED (IN TRANSIT). CREW RETURNED TO BASE. NR 3 KRUGER FLAP RETRACT SWITCH WAS REPLACED AND A/C RETURNED TO SERVICE. (TC NR 20070404006)

CA070125006

BOEING

PWA  

 

ENGINE

LEAKING

1/23/2007

727243

JT8D9A

 

 

NR 3 

(CAN) ENROUTE, NR 3 ENGINE OIL LOSS, AIRCRAFT DIVERTED. INSPECTED AND FERRIED AIRCRAFT. ENGINE REPLACED (TC NR 20070125006)

CA070305001

BOEING

 

BOEING

O-RING

FAILED

3/3/2007

727247

 

 

NAS1611130

DIRVE MOTOR

(CAN) AIRCRAFT EXPERIENCED LOW PRESSURE WARNING LIGHT FROM THE (A) HYD SYSTEM. DUE TO WEATHER THE CREW DECIDED THAT A RETURN TO DEPARTURE POINT WOULD BE THE BEST OPTION. THE CREW DECLARED AN EMERGENCY AND RETURNED WHERE THEY HAD A SAFE LANDING AND THE AIRCRAFT WAS TOWED OFF THE RUNWAY TO THE RAMP. MAINTENANCE INSPECTED THE AIRCRAFT AND FOUND THAT THE OB FLAP DRIVE HYD MOTOR WAS LEAKING HYD FLUID FROM THE CASE DRAIN TUBE. DUE TO WEATHER THE OB FLAP DRIVE HYD MOTOR WAS REPLACED THE NEXT DAY. SYSTEM WAS SERVICED AND THE SYSTEM WAS LEAK AND FUNCTION TESTED SERVICEABLE. THE AIRCRAFT DEPARTED ON MAR.3, 2007 WITH NO FURTHER FAULTS. (TC NR 20070305001)

CA070221007

BOEING

 

HYDROFLOW

COUPLER

LEAKING

2/20/2007

737*

 

 

14C3308

FS 967 S23R

(CAN) ALMOST AN HOUR INTO THE FIRST FLIGHT OF THE DAY, AIRCRAFT EXPERIENCED AUTOMATIC PRESSURIZATION FAULT WITH (AUTO-FAIL) LIGHT ON (WITH BOTH CPC`S FAIL). CREW RESORT TO MANUAL PRESSURIZATION CONTROL. AIRCRAFT ADVISED TO DIVERT TO MAIN BASE FOR RECTIFICATION. UPON INVESTIGATION THE AFT OUT FLOW VALVE FOUND BLOCKED WITH ICE AND WATER SYSTEM QUANTITY LOW. THIS WAS THE SECOND SIMILAR INCIDENT ON THIS AIRCRAFT. FURTHER INVESTIGATION REVEALED WATER LEAKING FROM THE COUPLING (SIMILAR TO COUPLING) AT THE FITTING RT ABOVE THE AFT OUTFLOW VALVE. (SIMILAR TO PREVIOUS FINDING). FITTING/LINES RE-ALIGNED TO RELIEVE POSSIBLE STRESS ON COUPLING. COUPLING TIGHTENED AND RESECURED WITH NEW PACKING. NO FURTHER LEAKS AND AIRPLANE RETURNED TO SERVICE. (OTHER INFORMATION - OVER NIGHT TEMPERATURES WERE BELOW ZERO AND GATE HEATING WAS ON AIRPLANE OVER-NIGHT) (TC NR 20070221007)

CA070306003

BOEING

PWA  

 

ACM  

ODOR

3/8/2007

737210C

JT8D9A

 

20405010

LEFT 

(CAN) SHORTLY AFTER DERPARTING, A SMOKE SMELL/HAZE WAS NOTICED IN THE CABIN AREA. THE AIRCRAFT RETURNED TO POINT OF DEPARTURE AND LANDED WITHOUT FURTHER PROBLEM. THE CREW ADVISED MAINTENANCE THEY SUSPECTED THE LT PACK. THE SMOKE SMELL SOURCE WAS VERIFIED AS THE THE LT AIR CYCLE MACHINE. THE AIRCRAFT WAS RELEASED UNDER THE MEL. THE AIR CYCLE MACHINE WAS REPLACED THE FOLLOWING DAY. (TC NR 20070306003)

CA070312003

BOEING

GE  

 

STARTER

FAILED

3/12/2007

73735B

CFM563B1

 

360581217

APU 

(CAN) APU SHUTDOWN ON ITS OWN AND WOULD NOT RE-START. NEW STARTER INSTALLED. NEW STARTER BLEW APART ON FIRST START ATTEMPT. SECOND STARTER INSTALLED AND OPERATED SERVICEABLE. (TC NR 20070312003)

CA070226002

BOEING

CFMINT

 

WINDSCREEN

BROKEN

2/23/2007

737522

CFM563C

 

5717623133

COCKPIT

(CAN) CAPTAIN`S NR 2 WINDOW OUTER LAYER SHATTERED IN FLIGHT. WINDOW WAS REPLACED AND AIRCRAFT RETURNED TO SERVICE. REPORTED AS AN SDR DUE TO A SUSPECTED RELIABILITY ISSUE WITH SUBJECT WINDOWS. (TC NR 20070226002)

2007FA0000228

BOEING

GE  

 

SENSOR

MALFUNCTIONED

3/6/2007

747230B

CF650*

 

 

MLG 

DURING TAKEOFF, THE LANDING GEAR HANDLE WILL NOT GO TO UP OR RETRACT POSITION. AIRCRAFT RETURNED TO BASE. PERFORMED TROUBLESHOOTING ON THE LANDING GEAR SYSTEM AND FOUND THAT LT WING GEAR TRUCK ROTATION SENSOR AT FAULT. ADJUSTED THE LT WING GEAR TRUCK ROTATION SENSOR IAW AMM 32-61-04. PERFORMED LANDING GEAR SYSTEM EXTENSION AND RETRACTION SEVERAL TIMES IAW AMM 32-32-00/501, TEST NORMAL. (K)

CA070227002

BOEING

RROYCE

 

DRIVE UNIT

BURNED

2/25/2007

757236

RB211535E4

 

20414440406

WX RADAR ANTENNA

(CAN) WXR RADAR DRIVE UNIT FOUND WITH TERMINAL 15 AND 16 BURNED (TC NR 20070227002)

CA070226001

BOEING

RROYCE

HONEYWELL

CONNECTOR

BURNED

2/21/2007

757236

RB211535E437

 

 

DRIVE UNIT

(CAN) CREW REPORTED EICAS STATUS MESSAGE, WXR SYSTEM. ON REPLACEMENT OF WXR DRIVE UNIT, FOUND BURNED ELECTRICAL CONNECTORS. (TC NR 20070226001)

CA070404005

BOEING

RROYCE

BOEING

TERMINAL BLOCK

OVERHEATED

4/26/2006

75728A

RB211535E4

 

 

WINDOW

(CAN) UNKNOWN ODOR IN CONTROL CABIN THOUGHT TO BE FROM LAVATORY. ISOLATED TO FLIGHT DECK. ON DESCENT INTO AIRPORT, ODOR DISSIPATED AND FAULT COULD NOT BE FOUND. AIRCRAFT CONTINUED WITH NO FUMES BUT SLIGHT ODOR WAS PRESENT AT END OF FLIGHT. TERMINAL BLOCK ON SLIDING WINDOW WAS FOUND OVERHEATED. WINDOW WAS REPLACED. (TC NR 20070404005)

CA060816001

BOEING

PWA  

 

OIL SYSTEM

LOW PRESSURE

8/15/2006

767233

JT9D7R4D

 

 

ENGINE

(CAN) ENGINE INFLIGHT SHUTDOWN DO TO OIL PRESSURE AND QUANTITY LOSS, ENROUTE, DIVERTED, SUSPECT NR 4 BEARING. (TC NR 20060816001)

CA070201002

BOEING

PWA  

 

FUEL FILTER

DIRTY

12/18/2006

767300

R985AN14B

 

218371

 

(CAN) ON CLIMB (L ENG FUEL FILT) EICAS MSG. RETURNED TO DEPARTURE. FUEL FILTER INSPECTED AND FOUND DIRTY. (NO DEBRIS) TECH NOTED NOT TO THE EXTENT THAT WOULD CAUSE THE EICAS INDICATION. FILTER REINSTALLED. LT ENG DIFFERENTIAL PRESS SW CONX FND CORRODED. CONX CLEANED NR DIFF PRESS SW REPLACED. CKD SERV ON GRND RUN. REPEAT SNAG ON NEXT T/O. FILTER REPLACED AND CKD SERV ON HIGH PWR GROUND RUN. (TC NR 20070201002)

CA070130004

BOEING

GE  

 

O-RING

LEAKING

1/26/2007

767306

CF680C2B6F

 

 

FUEL SYSTEM

(CAN) AC LANDED WITH LOW HYD FLUID IN CENTER SYS FOUND ACMP NR 2 CENTER FILTER MODULE PRESSURE DELTA P POP-UP LEAKING DUE TO A FAILED O-RING. O-RING REPLACED AND HYD SYSTEM SERVICED (37 QTS). (TC NR 20070130004)

CA070312004

BOEING

GE  

 

LINE

FAILED

3/7/2007

767306

CF680C2B6F

 

 

POTABLE WATER

(CAN) DURING NORMAL WALK AROUND FOUND WATER LEAKING OUT OF THE BELLY OF THE AIRCRAFT, FORWARD AREA. SUBSEQUENT INVESTIGATION FOUND CLAMSHELL (CLAMP) P/N CA62505-56BL HOLDING POTABLE WATER LINE THAT RUNS OVER FWD. E&E COMPARTMENT TOWARD THE FWD. LAVATORY FAILED RESULTING IN THE TWO EICAS COMPUTERS BEING SOAKED WITH WATER. BOTH COMPUTERS CHANGED, CLAMP REPLACED WITH APPROVED P/N 14C33-08, METAL NOT THE ORIGINAL PLASTIC. (TC NR 20070312004)

2007FA0000350

BOEING

GE  

GE  

SHAFT

UNSERVICEABLE

4/1/2007

777224

GE9090B

 

1767M75G03

LPT FAN

AIRCRAFT TAKEOFF WAS ABORTED, A 147 KNOTS AFTER ENGINE LOST POWER. AC WAS STOPPED SAFELY AND ALL PASSENGERS AND CREW DEPLANED SAFELY. UPON INSPECTION OF THE ENGINE, THE FAN ROTATED FREELY, BUT THE LPT DID NOT ROTATE. BS1 OF THE ENGINE SHOWED THAT THE HPT WAS CLEAN, BUT THE LPT WAS HEAVILY DAMAGED. THE ENGINE WAS SHIPPED TO MFG. INITIAL INSPECTIONS SHOWED THAT THE FAN MID SHAFT WAS SEPARATED IN THE AXIAL PLANE OF THE HPC S3 DISC. THE CENTER VENT TUBE WAS SEPARATED IN 3 PLACES ALL AFT OF FMS SEPARATION. AND INVESTIGATION IS ON GOING. (K)

CA061228001

BOLKMS

 

 

HOUSING

CRACKED

12/21/2006

BK117A1

 

 

10546662

ACTUATOR

(CAN) DURING A ROUTINE DISASSEMBLY TO CORRECT SEAL LEAKAGE A CRACK WAS FOUND AT THE LEE PLUG ON THE FRONT OF THE ACTUATOR. THE CRACK EXTENDS UP TOWARDS THE SERVO VALVE (TC NR 20061228001)

CA070423001

BOLKMS

ALLSN

 

BEARING

FAILED

4/20/2007

BO105S

250C20B

 

601741

MAIN ROTOR

(CAN) DURING PERFORMANCE OF A 100/300 HOUR INSPECTION OF THE AIRCRAFT AND IN PARTICULAR THE MAIN ROTOR BLADES. THE ENGINEER FOUND THAT THE PENDULUM ABSORBER OF THE RED MAIN ROTOR BLADE WAS EXTREMELY ROUGH. UPON DISASSEMBLY OF THE PENDULUM ABSORBER IT WAS FOUND THAT THE BEARINGS WERE DRY, WITH NO TRACE OF OIL PRESENT. ONE BEARING CAGE HAD FAILED, AND THE BALL BEARINGS HAD WORN TO WELL BEYOND ANY CIRCULAR SHAPE. JUST A NOTE TO SAY THAT THERE HAD BEEN NO TRACE OF OIL ON THE HEAD IN PREVIOUS INSPECTIONS TO INDICATE A LEAK. ONE BEARING AND SEAL WERE REPLACE, THE ASSEMBLY REASSEMBLED AND INSTALLED ONTO THE ROTOR BLADE. AIRCRAFT RETURNED TO SERVICE UPON COMPLETION OF THE INSPECTION. (TC NR 20070423001)

CA070119005

BOLKMS

ALLSN

 

SWITCH

SHORTED

1/18/2007

BO105S

250C20B

 

2840A

ANTI ICE

(CAN) AIRCRAFT IS IN CRUISE FLIGHT WHEN PILOT SELECTED NR 1 AND NR 2 ANTI-ICE (ON) DUE TO THE OAT AND VISIBLE MOISTURE. ON SHORT FINAL TO THE BASE THE PILOT SELECTED BOTH ANTI-ICE SWITCHES TO THE (OFF) POSITION. IMMEDIATELY UPON ACTIVATING NR 1 SWITCH TO (OFF) THE PILOT HEARD AN AUDIBLE (CLICK). LOOKING DOWN HE NOTICED THAT THE NR1 ANTI-ICE 3AMP BREAKER HAD POPPED. ONE UNSUCCESSFUL ATTEMPT WAS MADE TO RESET THE BREAKER. AFTER THE AIRCRAFT HAD SHUTDOWN THE MAINTENANCE STAFF TROUBLESHOT THE SYSTEM AND FOUND THAT THERE WAS A (DEAD SHORT) IN THE ANTI ICE SWITCH P/N 2840A. THE SWITCH WAS REPLACED AND AIRCRAFT WAS RETURNED TO SERVICE. (TC NR 20070119005)

CA070125004

BOLKMS

ALLSN

 

BEARING

FRACTURED

1/23/2007

BO105S

250C20B

 

601741

PENDULUM ABSORB

(CAN) UPON LANDING AT THE MAINTENANCE BASE AND FOLLOWING HELICOPTER BEING SHUTDOWN, THE PILOT WAS EXITING AND LEAVING THE AIRCRAFT HE NOTICED THAT THE M/R PENDULUM ABSORBER ON THE YELLOW MAIN ROTOR BLADE WAS IN THE HORIZONTAL POSITION. CLOSER INSPECTION REVEALED THAT WHEN AN ATTEMPT TO ROTATE THE PENDULUM ABSORBER IT WAS EXTREMELY ROUGH AND DIFFICULT TO ROTATE. PENDULUM ABSORBER WAS REMOVED AND DISASSEMBLED, WHERE IT WAS FOUND THAT ONE OF THE BEARINGS HAD A FRACTURED OUTER CASE. THE BEARING APPEARED TO BE DRY, AS NO EVIDENCE OF LUBRICATION WAS FOUND. NEW BEARINGS, SEALS, AND O-RINGS WERE INSTALLED. PENDULUM ABSORBER WAS RE-INSTALLED AND AIRCRAFT NOW RETURNED TO SERVICE. (TC NR 20070125004)

CA070129003

BOMBDR

 

BFGOODRICH

VALVE

OPEN

1/22/2007

BD7001A10

 

 

4E32612

WATER SYSTEM

(CAN) OVER AN HOUR INTO THE FLIGHT, A SPOILER MOMENTARY DEPLOYMENT WITH WING ROLL AFTER SPOILER FAULT CAS OCCURRED. FLIGHT SPOILER FAIL CAS POSTED SHORTLY AFTERWARDS. SEVERAL CABIN SYSTEM MALFUNCTIONS OCCURRING NEXT FOLLOWED BY HAVING NO WATER FROM ANY FAUCET AVAILABLE. A/C LANDED AT FINAL DESTINATION AND SPOILER/STAB IN BIT CAS POSTED. WATER NOTED TO BE DRAINING FROM FORWARD FUSELAGE BELLY SKIN DRAINS WITH WATER TANK QUANTITY SHOWING EMPTY. GALLEY CARPET FOUND WET WITH GALLEY UNDER SINK AREA WET AS WELL. VISUAL INSPECTION OF AVIONICS BAY CARRIED OUT WITH FCU RESET PROCEDURE CARRIED OUT. SPOILER FAIL CAS CLEARED WITH SPOILER/STAB IN BIT ONLY THAT WAS MMEL`D . WATER SYSTEM LEFT EMPTY AND TURNED OFF FOR UNEVENTFUL 15 MINUTE FLIGHT BACK TO HOME BASE. ASSUMPTION MADE OF SUPPLY LINE VENT VALVE INTRODUCING THE WATER INTO THE GALLEY UNDER SINK AREA IN FLIGHT. WATER SYSTEM SERVICED, VISUAL INSPECTIONS AND LEAK CHECKS CARRIED OUT WITH NO DEFECTS NOTED. FCU NR1 SWAPPED, CONFIRMED DEFECTIVE AND REPLACED. CABIN NR4 REPLACED. (TC NR 20070129003)

CA070118007

BOMBDR

RROYCE

 

PROBE

MALFUNCTIONED

12/7/2006

BD7001A10

BR700710A220

 

0102AH2AF

TAT 

(CAN) DURING CRUISE AT 43,000 FEET, CREW HAD EICAS MESSAGE AIR DATA COMPUTER (ADC) 3 MISCOMPARE ANNUNCIATED FOR 2 MINUTES FOLLOWED MOMENTARILY BY ADC 1 MISCOMPARE AND THEN ADC 2 MISCOMPARE MESSAGES. AFTER THE MESSAGES WENT OUT, COCKPIT INDICATIONS STARTED TO SHOW DECREASING AIR SPEED AND ENGINE PRESSURE RATIO (EPR) WHICH COULD NOT BE MAINTAINED WITH THE THROTTLE LEVERS AT THE MAXIMUM SETTING. A STALL WARNING ANNUNCIATION WAS POSTED ON THE PRIMARY FLIGHT DISPLAYS WITH STICK SHAKER ACTIVATED AND THE CREW BEGAN A DESCENT TO 39,000 FT. AT THAT ALTITUDE, THE ENGINE POWER INDICATIONS RETURNED TO NORMAL ACCOMPANIED WITH HIGHER THAN NORMAL ENGINE VIBRATION (WITHIN ALLOWABLE LIMITS) WHICH REMAINED UNTIL THE A/C DESCENDED TO 5000 FEET DURING THE ARRIVAL. A COPY OF THIS SDR HAS BEEN FORWARDED TO MFG. (TC NR 20070118007)

CA070418001

BOMBDR

RROYCE

 

POTABLE WATER

LEAKING

4/16/2007

BD7001A10

BR700710A220

 

4E32612

GALLEY

(CAN) FOLLOWING THE ADVISORY WIRE FROM MFG, THE WATER SYSTEM VENT VALVES (6) WHERE REPLACED IN MFG. ON THE NEXT CUSTOMER FLIGHT, ONE VENT VALVE FROM THE GALLEY HAS STARTED TO LEAK. END RESULT, AVIONICS BAY FLOODED, BLACK BOXES FULL OF WATER. INVESTIGATION SHOWED THAT THE 2 VALVES ARE ACTING REVERSE. AS A TEMPORARY MEASURE, MFG DRAWING NR BAS67038670 INCORPORATED. (REMOVED VENT VALVES AND INSTALLED PLUGS) (TC NR 20070418001)

CA070416006

BOMBDR

PWC  

 

CONTROL UNIT

MALFUNCTIONED

3/15/2007

DHC8400

PW150A

 

C1486742003

TE FLAPS

(CAN) ENROUTE BASE, THE FLAP POWER CAUTION LIGHT ILLUMINATED. RESET WAS CARRIED OUT IAW QRH 10.11 HOWEVER ONE MINUTE LATER THE CAUTION LIGHT RE-ILLUMINATED. IAW THE QRH FLAPS RENDERED UNAVAILABLE FOR LANDING. FLAPLESS LANDING WAS CARRIED OUT WITHOUT INCIDENT. ENGINEERING INVESTIGATION REVEALED FAILURE OF THE FLAP CONTROL UNIT. UNIT REPLACED AND TESTED IAW MAINTENANCE MANUAL REQUIREMENTS. AIRCRAFT RETURNED TO SERVICE WITHOUT FURTHER INCIDENT. AS DEFECT CONFIRMED WITH REPLACEMENT OF THE FCU. (TC NR 20070416006)

CA070416003

BOMBDR

PWC  

 

WIRE HARNESS

DAMAGED

4/15/2007

DHC8400

PW150A

 

471515

NLG 

(CAN) AFTER T/O LANDING GEAR WOULD NOT RETRACT WHEN SELECTED. A/C RETURNED TO BASE FOR MAINTENANCE INSPECTION. HARNESS WOW NR 2 REPLACED IAW AMM. A/C RTS (TC NR 20070416003)

CA070416004

BOMBDR

PWC  

 

CONTROL UNIT

FAILED

4/13/2007

DHC8400

PW150A

 

699018002

NR 2 PROP

(CAN) CREW COMPLETED A NR 2 ENGINE SHUTDOWN MANUALLY (IFSD) DUE POWERPLANT MESSAGE AND PEC CAUTION. MAINT ARRIVED AND FC 161 CH A AND B. FIM TASK PERFORMED. NO CONTACT WITH MPU AND BUSS BARS. REMOVED & REPLACED PEC. (TC NR 20070416004)

CA070412005

BOMBDR

PWC  

 

HOSE

CUT  

4/7/2007

DHC8400

PW150A

 

B030302104C94

INSTRUMENT PANEL

(CAN) CREW REPORTED THAT THE INTEGRATED STANDBY ELECTRONIC INSTRUMENT WAS NOT READING THE SAME AS THE PRIMARY FLYING DISPLAYS. INVESTIGATION REVEALED THAT THE LINES TO THE INSTRUMENT HAVE TO BE REMOVED TO PERFORM AD CF2005-15 PART B. ON REASSEMBLY IF THE LINES ARE NOT ORIENTED PROPERLY THAT WILL CHAFE ON STRUCTURE. (TC NR 20070412005)

CA070402001

BOMBDR

PWC  

 

CONTROL UNIT

MALFUNCTIONED

3/29/2007

DHC8400

PW150A

 

666000459

NR 2 PROPELLER

(CAN) DURING LEVEL FLIGHT FL. 250, ENGINE NR 2 PROPELLER SPEED WENT TO 1051 RPM, FOLLOWED BY POWERPLANT ON ED. THIS CASE WAS TREATED AS AN OVERSPEED AND QRH CONSULTED, ENDING UP WITH ENGINE SHUTDOWN, ON NR 2 ENGINE. EMERGENCY DECLEARED AND A NORMAL DESCENT TOWARDS BASE WAS INITIATED. LANDING PERFORMED AND TAXI TO REMOTE GATE WAS DONE. MAINTENANCE ARRIVED AND FOUND FAULT CODE 160 CH A AND B. FIM TASK 61-20-04-810-813 PERFORMED. NO CONTACT WITH MPU AND BUSS BARS. REMOVE AND REPLACED MPU. (TC NR 20070402001)

CA070201003

BOMBDR

PWC  

 

WHEEL

FAILED

2/1/2007

DHC8400

PW150A

 

31573

NR 3 

(CAN) AN AIRCRAFT EXPERIENCED NR 3 WHEEL AND TIRE SEPARATION UPON LANDING DUE TO WHEEL BEARING FAILURE. DETERIORATION OF THE MAIN LANDING GEAR WHEEL BEARINGS, RESULTING IN DAMAGE TO THE WHEEL, AXLE, AND BRAKE UNITS. (TC NR 20070201003)

CA070220005

BOMBDR

PWC  

 

SEQUENCE VALVE

MALFUNCTIONED

2/16/2007

DHC8400

PW150A

 

483023

NLG 

(CAN) ON GEAR EXTENSION GOT 3 GREEN AND DOOR AMBER. TROUBLESHOOTING POINTED TO THE NOSE VALVE SOLENOID SEQUENCE. VALVE REPLACED. (TC NR 20070220005)

CA070213006

BOMBDR

PWC  

 

PROXIMITY SENSOR

MALFUNCTIONED

2/6/2007

DHC8400

PW150A

 

401020101

RT MLG WOW 1

(CAN) ON TAKEOFF CREW GOT (WT ON WHEELS) CAUTION LIGHT MOMENTARILY. LIGHT CAME ON AGAIN IN FLIGHT, QRH ACTIONED AND RETURN TO BASE. PSEU SHOWED THAT RT MLG WOW 1 SENSOR PROXIMITY SHOWED (UNREASONABLY NEAR). COULD ADJUST OUT SO THAT MILLIHENERYS WERE IN SPEC BUT THE GAP WAS OUT. REPLACED SENSOR PROXIMITY. (TC NR 20070213006)

CA070129008

BOMBDR

PWC  

 

VALVE

FAILED

1/26/2007

DHC8400

PW150A

 

483023

LT NACELLE

(CAN) CREW REPORTED THAT THE GEAR WENT UP BUT THE LT MAIN LANDING GEAR DOORS REMAINED OPEN. JACKED AIRCRAFT AND PERFORMED A GEAR SWING. GEAR WENT UP BUT THE LT DOORS REMAINED OPEN AFTER SYSTEM WENT TO BYPASS MODE. ON SELECTION OF GEAR DOWN THE LT MAIN GEAR DOORS CLOSED AND THE GEAR CAME DOWN WITH THE LT UPLOCK RELEASING. RETRACTED THE GEAR AND TURNED OFF THE HYDRAULICS. PERFORMED AN ALTERNATE GEAR EXTENSION TO GET THE GEAR DOWN. (TC NR 20070129008)

CA070130002

BRAERO

RROYCE

 

INDICATOR

INOPERATIVE

1/23/2007

HS7482A

DART5342

 

 

AIRSPEED

(CAN) ON TAKEOFF ROLL THE CREW REJECTED THE TAKEOFF AT 85 KTS WITH NO INDICATION ON FIRST OFFICERS SIDE. MAINTENANCE CONDUCTED A PURGE OF THE SYSTEM AND CARRIED OUT A PITOT/STATIC SYSTEM TEST.THE SYSTEM WAS VERIFIED SERVICEABLE AND THE AIRCRAFT RETURNED TO SERVICE. (TC NR 20070130002)

CA070309001

BRAERO

RROYCE

 

VALVE

MALFUNCTIONED

3/3/2007

HS7482A

DART5342

 

110BR02

FUEL CROSSFEED

(CAN) AC WAS IN CRUISE FLIGHT, WHEN THE FLIGHT CREW OPENED THE FUEL CROSSFEED VALVE TO BALANCE THE FUEL LOAD. WHEN THE FLIGHT CREW SELECTED THE LT BOOST PUMPS TO OFF, THE NR 1 ENGINE FLAMED OUT. THE FLIGHT CREW FEATHERED ENGINE NR 1. THE PILOT THEN CLOSED THE FUEL CROSSFEED VALVE, SWITCHED THE LT FUEL BOOST PUMPS TO ON AND SUCCESSFULLY RELIT ENGINE NR 1. THE AIRCRAFT CONTINUED WITH OUT FURTHER DIFFICULTY. UPON ARRIVAL, MAINTENANCE BLED THE FUEL SYSTEM, CHECKED FOR FUEL CONTAMINATION AND EXTENSIVELY GROUND RAN ENGINE NR 1. NO FAULTS WERE FOUND. FURTHER INVESTIGATION HAS DETERMINED HS SB 28/27 WHICH PREVENTS ACCUMULATION OF AIR IN THE CROSSFEED LINE HAS NOT BEEN ACCOMPLISHED ON THIS AIRCRAFT. IT IS BELIEVED AIR IN THE FUEL CROSSFEED LINE CAUSED THIS INFLIGHT FLAME OUT. WE WILL BE ACCOMPLISHING THIS RECOMMENDED SB AS SOON AS POSSIBLE. A FLEET CAMPAIGN OF REMAINING AIRCRAFT HAS DETERMINED THIS SB HAS BEEN PREVIOUSLY ACCOMPLISHED. (TC NR 20070309001)

CA070131008

BRAERO

RROYCE

 

LINE

LEAKING

1/31/2007

HS7482A

DART5342

 

373Q2277

HYDRAULIC SYS

(CAN) IN CRUISE FLIGHT (30 MINUTES AFTER DEPARTURE THE FLIGHT CREW OBSERVED NR 1 AND NR 2 LOW HYDRAULIC PRESSURE LIGHTS ILLUMINATED. THE FLIGHT CREW RETURNED TO DEPARTURE, USED ALTERNATE MEANS FOR EXTENDING THE LANDING GEAR AND LANDED UNEVENTFUL. MAINTENANCE FOUND INSUFFICENT FLUID IN THE HYDRAULIC SYSTEM. A LEAK IN HYDRAULIC LINE P/N 373Q2277, CAUSED BY CHAFING WAS FOUND IN THE LT MAIN LANDING GEAR WHEEL WELL. THE LINE WAS REPLACED, SYSTEM BLEED AND FUNCTION CHECKED OK. (TC NR 20070131008)

CA070207004

CESSNA

CONT

 

VALVE

STUCK

3/3/2006

150H

O200A

 

 

CYLINDER

(CAN) STUCK VALVE - ENGINE WAS ROUGH RUNNING. FOUND TO BE A STUCK VALVE. (TC NR 20070207004)

CA070226006

CESSNA

CONT

 

CAMSHAFT

WORN

2/19/2007

150H

O200A

 

626608

ENGINE

(CAN) EXCESSIVE WEAR ON NR 1 AND NR 2 INTAKE LOBE. CAUSED EXCESSIVE PITTING ON ALL LIFTER BODY ASSEMBLIES. (TC NR 20070226006)

CA070214004

CESSNA

CONT

 

EXHAUST VALVE

BROKEN

2/3/2007

150L

O200A

 

5A10204

CYLINDER HEAD

(CAN) DURING TAKEOFF, AN ENGINE VIBRATION WAS FELT. A PRIORITY LANDING WAS REQUESTED. CYLINDER EXHAUST VALVE NR 3 FOUND BROKEN AT THE VALVE HEAD. CYLINDER SA10200, S/N AM1376 INSTALLED. OTHER VALVES INSPECTED AND REPLACED VALVES SA10204 ON CYLINDER NR 4 AND NR 2. (TC NR 20070214004)

CA070329006

CESSNA

CONT

 

CYLINDER

DETACHED

3/13/2007

150L

O200A

 

 

NR 4 

(CAN) ENGINE VIBRATION AND POWER LOSS IN FLIGHT, ENGINE CAME TO TOTAL STOP ON TAXIWAY. CYLINDER NR 4 FOUND DETACHED. ENGINE (2587.4 HOURS). ENGINE REMOVED FOR OVERHAULED. (TC NR 20070329006)

2007FA0000361

CESSNA

CONT

 

COUPLING

WORN

4/19/2007

150M

O200A

 

 

ALTERNATOR

ALTERNATOR DRIVE COUPLING WAS WORN AND SEVERELY LOOSE WITH EXCESSIVE PLAY DUE TO SOFT, UNDERCUT BUSHINGS PN 632050. IN ADDITION, THE DRIVE HUB KEY WAY WAS SEVERELY WORN CAUSING EXCESSIVE PLAY OF THE HUB ON THE SHAFT. CONTINUED OPERATION WOULD RESULT IN DRIVE COUPLING RETAINER PN 352030 FAILING AND POTENTIALLY CAUSING CATASTROPHIC ENGINE FAILURE. THE CURRENT RUBBER BUSHINGS ARE SOFT AND ALLOW THE DRIVE GEAR TO CRUSH AND DEFORM THEM WHICH REDUCES SHOCK ABSORPTION AND LEADS TO DRIVE COUPLING FAILURE WHEN DRIVE GEAR BEGINS TO CONTACT THE RETAINER CUP DIRECTLY. THIS IS A RECURRING PROBLEM AS FOUND ON OTHER ALTERNATORS USING THIS TYPE OF DRIVE COUPLING AS LISTED IN SB 95-3B. (K)

CA070207005

CESSNA

CONT

 

PUMP

FAILED

1/20/2006

150M

O200A

 

 

ACCELERATOR

(CAN) ON ADDING FULL POWER THE ENGINE STALLED AND STOPPED RUNNING. - FOUND TO BE THE ACCELERATOR PUMP WAS NOT WORKING PROPERLY. (TC NR 20070207005)

CA070228007

CESSNA

LYC  

 

TRANSPONDER

INTERMITTENT

2/15/2007

152  

O235L2C

 

KT76A

 

(CAN) DURING CIRCUIT FLYING, TOWER REPORTED TO PILOT THAT HIS TRANSPONDER WAS INTERMITTENT. PILOT CANCELLED REMAINDER OF FLIGHT AND RETURNED TO AIRPORT. DEFECT WAS NOT DUPLICATED ON THE GROUND. DEFECT OCCURED THE NEXT DAY WHILE AIRCRAFT WAS AGAIN IN THE CIRCUIT, PILOT CANCELLED AND RETURNED TO AIRPORT. MAINTENANCE REMOVED TRANSPONDER, CLEANED CONTACTS AND RE-RACKED TRANSPONDER. AIRCRAFT RETURNED TO SERVICE AND HAS NOT HAD ANOTHER OCCURANCE IN OVER 50 HOURS. (TC NR 20070228007)

CA070301001

CESSNA

LYC  

 

INTAKE VALVE

CRACKED

3/1/2007

152  

O235L2C

 

LW11901

ENGINE

(CAN) INVESTIGATING LOW COMPRESSION REVEALED SMALL CHUNK (ONE QUARTER INCH SQUARE) OF INTAKE VALVE MISSING ON EDGE, AND A CRACK IN ANOTHER AREA. (TC NR 20070301001)

CA070118001

CESSNA

LYC  

CESSNA

SKIN

CRACKED

1/15/2007

152  

O235L2C

 

04330106

RUDDER

(CAN) WHILE DOING 100 HR INSPECTION ON AIRCRAFT, MECHANIC NOTICED THAT THERE WAS A CRACK BY THE LIGHTING HOLE BELOW THE TOP HINGE ATTACH BRACKET. NEW SKIN ORDERED AND WHEN RECEIVED NOTICED THAT MFG HAS REMOVED THIS LIGHTING HOLE. REST OF AIRCRAFT OF THIS TYPE IN FLEET WILL BE INSPECTED FOR THIS SAME DAMAGE. (TC NR 20070118001)

2007FA0000348

CESSNA

CONT

 

LINE

CHAFED

3/30/2007

170B

C145*

 

 

BRAKE

DURING AN ANNUAL INSPECTION, THE RT BRAKE SUPPLY LINE WAS FOUND CHAFED BY THE ELEVATOR CONTROL CABLE. THE CHAFING OCCURRED WHEN THE ELEVATOR IS OPERATED NEAR THE (UP) LIMIT OF TRAVEL. THE LOCATION OF CHAFE IS VIEWED DIRECTLY BELOW THE ELEVATOR TRIM WHEEL, LOOKING SLIGHTLY FORWARD. THE BRAKE TUBE WAS NOT SUPPORTED BY ANY CLAMPING MEANS TO SECURE THE TUBE. A REPLACEMENT TUBE WAS FABRICATED AND INSTALLED WITH ADEQUATE CLAMPING TO INSURE NO FURTHER CHAFING ACTION. THE BRAKE WAS SERVICED AND A SATISFACTORY LEAK CHECK WAS ACCOMPLISHED. THE ELEVATOR CONTROL CABLE WAS CHECKED FOR DAMAGE AND IS ACCEPTABLE FOR SERVICE. PHOTOS DETAILING THE CHAFED AREA AND MFG IPC FOR INSTALLATION DETAIL. (K)

CA070228009

CESSNA

LYC  

 

SWITCH

FAILED

2/27/2007

172M

O320E2D

 

 

AVIONICS

(CAN) DURING TRAINING FLIGHT, PILOT EXPERIENCED COMPLETE AVIONICS FAILURE WHEN DEPRESSING THE PTT SWITCH. AIRCRAFT RETURNED TO BASE, MAINTENANCE DUPLICATED THE SNAG, DISCOVERED THE AVIONICS SWITCH DEFECTIVE AND REPLACED IT WITH NEW ONE, NO FURTHER FAULTS FOUND. (TC NR 20070228009)

CA070208004

CESSNA

LYC  

 

WIRE

BURNED

2/7/2007

172M

O320E2D

 

S21351

CONNECTOR

(CAN) DURING A ROUTINE INSPECTION IT WAS DISCOVERED THAT ONE WIRE GOING TO THE OVER VOLTAGE WARNING LIGHT WAS FOUND BURNED. CAUSE OF THE BURNED WIRE WAS DUE TO FAILURE OF A BUTT SPLICE IN THE WIRE WHICH HAD EXPOSED THE BARE WIRE CAUSING IT TO SHORT OUT. THE BURNED SECTION OF WIRE WAS REPLACED. THE AIRCRAFT WAS GROUND CHECKED SERVICEABLE AND RETURNED TO SERVICE. (TC NR 20070208004)

2007FA0000389

CESSNA

LYC  

 

CYLINDER

CRACKED

4/20/2007

172N

O320D2J

 

5L32006WA1

ENGINE

CRACK FROM EXH STUD AROUND CYLINDER TO UPPER SPARK PLUG. (K)

CA070313001

CESSNA

LYC  

 

LIFTER

UNLOCKED

3/12/2007

172N

O320H2AD

 

LW16812

INTAKE

(CAN) DURING THE REAMING OF A STICKY EXHAUST VALVE GUIDE IN CYLINDER NR 4, IT WAS FOUND THAT THE NR 4 CYLINDER INTAKE HYDRAULIC LIFTER HAD LOST ITS SNAP RING. THE WEAR PATTERN SHOWED THAT THE SNAP RING HAD MIGRATED ALONG BETWEEN THE PUSHROD AND THE SHROUD TUBE (THE SNAP RING SHOWED WEAR ON ITS INSIDE DIAMETER WERE IT HAD MOVED ALONG THE PUSHROD, AND WEAR ON ITS OUTSIDE DIAMETER, WHERE IT HAD WORN ALONG THE INSIDE OF THE PUSHROD SHROUD TUBE). THE SNAP RING WAS FOUND INTACT (SAME SHAPE), IN THE NR 4 CYLINDER ROCKER BOX. ONE EXPLANATION IS THAT WHEN THE CYLINDER WAS CHANGED 525.0 HRS PREVIOUS, THE SNAP RING WAS NOT PROPERLY INSTALLED IN THE HYDRAULIC LIFTER WHEN IT WAS BLED DOWN BEFORE INSTALLATION, AND IT POPPED OUT DURING ENGINE RUNS. ANOTHER EXPLANATION IS THAT THE SNAP RING MAY HAVE BEEN WORN, OR THE HYDRAULIC LIFTER MAY HAVE HAD A WORN SNAP RING GROOVE, WHICH CAUSED THE SNAP RING TO POP OUT ON ITS OWN. A NEW HYDRAULIC LIFTER WAS INSTALLED. AIRCRAFT RUN AND FOUND SERVICEABLE. (TC NR 20070313001)

2007FA0000333

CESSNA

LYC  

 

ROCKER

BROKEN

4/6/2007

172N

O320H2AD

 

LW15014

ENGINE CYLINDER

THE STAMPED EXHAUST STEEL ROCKER ARM WAS FOUND BROKEN THROUGH AT PUSH ROD, AND THE INTAKE ROCKER ARM WAS CRACKED, AND THE PUSH ROD WAS BENT BADLY. THE ENGINE HAD 120 HR TSO AND NEW FACTORY CYLIDERS WERE INSTALLED. (K)

CA070313002

CESSNA

LYC  

CESSNA

BULKHEAD

CRACKED

3/12/2007

172P

O320D2J

 

05503214

SPINNER

(CAN) THIS AIRCRAFT HAS HAD ALL THE AFT BULKHEAD AND HEAVIER SPINNER UPGRADES AND HAS HAD IT ALL ASSEMBLED IAW THE LATEST SB. CRACKS WERE FOUND FORMING PARALLEL FROM THE PROP BOLT HEAD CONTACT SURFACE ON (3) OF THE (6) HOLES. YOU HAVE TO LOOK VERY CAREFULLY AS THE CRACKS RADIATING FROM THE PROP BOLT HOLES ARE VERY FINE AND HIDE UNDER THE FACTORY PRIMER. THE TORQUE OF THE PROP BOLTS IS SHEAR STRESSING THE BULKHEAD. A COVER PLATE IS NEEDED TO OFFSET THE BOLTS FROM THE THIN ALUMINUM SHEET METAL BULKHEAD. THIS PROBLEM IS RE-OCCURRING WITH THIS SPINNER ASSY ON SEVERAL OF OUR AC THAT WE MAINTAIN. (TC NR 20070313002)

CA060724006

CESSNA

LYC  

 

BULKHEAD

CRACKED

7/20/2006

172P

O320D2J

 

05503214

PROP SPINNER

(CAN) THIS BULKHEAD HAS CRACKS DIRECTLY ABOVE THE BOLT HOLES APPROXIMATELY ONE INCH LONG RADIALY ALONG THE INNER BEND RADIUS ABOVE THE BOLT HOLE BUT NOT INTERSECTING THE BOLT HOLE. (TC NR 20060724006)

CA060724007

CESSNA

LYC  

 

BULKHEAD

CRACKED

7/21/2006

172P

O320D2J

 

05503214

SPINNER

(CAN) THIS BULKHEAD HAS CRACKS DIRECTLY ABOVE THE BOLT HOLES APPROXIMATELY ONE INCH LONG RADIALY ALONG THE INNER BEND RADIUS ABOVE THE BOLT HOLE BUT NOT INTERSECTING THE BOLT HOLE. (TC NR 20060724007)

2007FA0000344

CESSNA

LYC  

 

SERVO

WORN

3/23/2007

172R

IO360L2A

 

25765362

ENGINE FUEL

PILOT REPORTS THAT ENGINE DIED ON FINAL APPROACH. ADJUSTED IDLE STOP SLIGHTLY AND MIXTURE SLIGHTLY. RAN ENGINE AND FOUND THAT SLIGHT ADJUSTMENTS MADE TO FUEL SERVO CREATED LARGE CHANGES IN THE ENGINE OPERATION. UNABLE TO ADJUST THE FUEL SERVO TO MEET PERFORMANCE REQUIREMENTS STATED IN AD2001-06-17, (D)(2). THIS IS THE SECOND ATTEMPT TO ADJUST THE FUEL SERVO. THE FUEL SERVO WAS REMOVED FROM THE AIRCRAFT AND FORWARDED FOR REPAIR UNDER THEIR W/O NR 07-00900. ORIGINAL FUEL SERVO, PN 25765362, SN 70148401, REINSTALLED ON AC UPON COMPLETION OF REPAIR, WITH REFERENCE TO MM, CHAP 73. IDLE AND MIXTURE ADJUSTMENT COMPLETED WITH REFERENCE TO MM, CHAP 73. OPERATIONAL/LEAK CHECK GOOD AT THIS TIME. (K)

CA070202017

CESSNA

LYC  

 

CONNECTOR

CORRODED

2/1/2007

172R

IO360L2A

 

 

POWER JUNCTION

(CAN) DURING A PREFLIGHT INSPECTION WHEN THE FLAPS WERE SELECTED TO LOWER A COMPLETE POWER FAILURE RESULTED. UPON INSPECTION BY THE AMO THE POWER JUNCTION BOX PLUG WAS FOUND CORRODED RESULTING IN PINS BREAKING WHEN PLUG WAS PULLED APART FOR INSPECTION. THIS PLUG FAILURE RESULTED IN A POOR CONTINUITY FROM THE MASTER SOLENOID AND THE MASTER SWITCH RESULTING IN A 12+ VOLTAGE LOSS AND THE HOMINOID FAILING TO ENGAGE. (TC NR 20070202017)

2007FA0000362

CESSNA

LYC  

 

POWERPACK

MISREPAIRED

4/19/2007

172RG

O360*

 

98811281

HYD SYSTEM

INSTALLED A NEWLY OVERHAULED COMPLETE HYDRAULIC POWER PACK UNIT AS RECEIVED. AFTER INSTALLING THE UNIT IN THE AIRCRAFT AND PERFORMING A RETRACT TEST THE NEW OVERHAULED GEAR MOTOR WAS JERKY AND ACTING LIKE IT WAS SHORTING OUT. REMOVED MOTOR AND INSTALLED ANOTHER NEW OVERHAULED MOTOR AND SYSTEM WORKED FINE. (K)

2007FA0000394

CESSNA

LYC  

 

ACTUATOR

CRACKED

4/6/2007

172RG

O360F1A6

 

98820152

LT MLG

PILOT REPORTED LOUD POP JUST BEFORE INTERING THE PATTERN AT M89. WHEN HE EXTENDED THE GEAR THE GREEN GEAR DOWN LIGHT WOULD NOT COME ON. FLY BY REVEALED THE LEFT GEAR WAS IN TRANSIENT. GEAR UP LANDING FOLLOWED. INSPECTION OF LT MAIN GEAR ACTUATOR REVEALED THE ACTUATOR HOUSING WAS CRACKED ACROSS THE FORWARD ATTACH BOLT HOLE. THE CRACKED HOUSING ALLOWED THE PISTON RACK TO JUMP GEARS ON THE PINION GEAR ATTACHED TO MAIN GEAR LEG. THIS AREA IS INSPECTED EACH 100 HR FOR CRACKS AND DEFECTS VERY CAREFULLY WITH LIGHTS AND INSPECTION MIRROWS. TIME SINCE LAST INSPECTION WAS 25 HRS. AD 2001-06-06 WAS CW 8-13-2001 TACH 497, TOTAL TIME 4516 WITH NO DEFECTS FOUND. (K)

2007FA0000363

CESSNA

LYC  

 

BUSHING

UNSERVICEABLE

4/11/2007

172S

IO360A1A

 

05412024

RMLG 

BUSHING LINER SEPARATED FROM METAL SHELL, SLID OUT OF SHELL CAUSING AC TO LEAN RT WING TIP LOW. BETTER BONDING ADHESIVE FOR LINER TO SHELL. NEED TO GO TO A TIME SCHEDULE FOR INSPECTION. (K)

2007FA0000299

CESSNA

LYC  

 

LINE

CHAFED

3/26/2007

172S

IO360L2A

 

050011849

FUEL SYSTEM

FOUND FUEL LINE PN 05001( 8-49, FUEL RETURN LINE TO RESERVOIR WORN BY RUBBING ON NOSE STEERING ROD JUST BEHIND FIREWALL. INSTALLED NEW LINE SO AS NOT TO RUB ON STEERING. INSTALLED SPIRAL WRAP ON AREA WHERE RUBBING HAD OCCURRED. NOTE: FUEL LINE WAS WORN TO POINT OF LEAKING. RECOMMEND INSPECTING NEW AC FOR PROPER LINE INSTALLATION. (K)

2007FA0000332

CESSNA

CONT

 

SNAP RING

MISMANUFACTURED

4/1/2007

180A

IO470*

 

 

ENGINE

SNAP RING USED TO RETAIN PLATE PN 643629 AND COUNTERWEIGHT PIN 643626-101 WAS BEING INSTALLED IN COUNTERWEIGHT. UPON INSTALLING, THE LAST SNAP RING, IT WAS NOTICED THAT THE SNAP RING DID NOT HAVE ANY RETAINING PROPERTIES. IT LACKED TEMPER TO SPRING BACK AND COULD BE FORMED INTO ANY POSITION WHICH COULD HAVE ALLOWED THE PLATE AND PIN TO FALL OUT OF THE COUNTERWEIGHT CAUSING ENGINE FAILURE.. THE SNAP RING WAS PURCHASED ON 12 MARCH, 2007. THE BATCH NR LISTED FOR THE SNAP RING WAS 0000070137 UNDER API`S PO NR 4500018586. (K)

2007FA0000356

CESSNA

CONT

 

CYLINDER HEAD

SEPARATED

4/18/2007

182A

O470L

 

FRCN68OACA01

NR 1 

PERFORMED CYLINDER COMPRESSION TEST AND FOUND NR 1 CYLINDER READING 0 PSI AND FOUND LEAKING AROUND CYLINDER HEAD AND BARREL FINS. UPON REMOVAL THE HEAD IS COCKED SIDEWAYS ON THE BARREL. THE HEAD WAS SEPARATING FROM BARREL. THE CYLINDER PN FRCN68. OACA/01 CL68 CERMINIL FREEDOM. CYLINDER ONLY HAD 145.6 HRS TIME IN SERVICE OVERHAUL IN DEC 2003. (K)

2007FA0000450

CESSNA

LYC  

 

CYLINDER

SCRATCHED

3/28/2007

206H

TIO540AJ1A

 

LW19279

ENGINE

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

26519A

CESSNA

PWA  

MCAULY

BUSHING

CRACKED

5/2/2007

208B

PT6*

 

A4564

BLADE LINK

VIBRATION REPORTED BY PILOT. OPERATOR WAS UNABLE TO DYNAMIC BALANCE. OPERATOR NOTICED ONE BLADE HAS ROTATIONAL PLAY. UPON DISASSEMBLY NR 2 BLADE LINK BUSHING P/N A4564 WAS FOUND CRACKED WITH PIECES MISSING. THE LINK P/N B4743 AND BLADE ACTUATING PIN P/N B5072-1 WERE DAMAGED FROM METAL TO METAL CONTACT.

2007FA0000355

CESSNA

PWA  

 

EXHAUST DUCT

CRACKED

4/17/2007

208B

PT6A114A

 

265401416

 

CRACKING OCCURRED IN A SHORT TIME SPAN, DURING NORMAL OPERATION. CRACKS WERE OVER AN AREA APPROX 7 INCHES X 7 INCHES. ONE PIECE APPROX 3 INCHES X 3 INCHES SEPARATED FROM THE PART. AFTER CRACKING, DEFORMATION OF LOWER TRAILING EDGE OCCURRED BECAUSE IT WAS NO LONGER RIGID. IF THIS PROBLEM HAD GONE UNNOTICED, HEAT DAMAGE WOULD PROBABLY HAVE OCCURRED TO ADJACENT PARTS. MATERIAL OR MFG PROCESS COULD BE SUSPECT. RECENT MFG BULLETIN CAB 07-2 AFFECTS SOME PRIMARY EXHAUST DUCTS DUE TO IMPROPER MFG, BUT IT DOES NOT APPLY TO THIS ONE. (MFG HAS BEEN MADE AWARE OF THIS PROBLEM, PART WAS RETURNED TO THEM ON REQUEST FOR EVALUATION). (K)

2007FA0000300

CESSNA

PWA  

CLEVELAND  

HOUSING

DEFECTIVE

3/27/2007

208B

PT6A114A

 

16011800

BRAKE CALIPER

THE MAIN CASTING, WHICH HOUSES THE BRAKE CALIPER PISTONS LEAKS FLUID UNDER NORMAL BRAKING PRESSURE. THE LEAKS ARE FROM EXCESSIVE POROSITY IN THE CASTING. CASTING THIS IS THE SECOND OCCURRENCE IN OUR OPERATIONS. THE FIRST WAS NOT REPORTED. (K)

OMKR20071

CESSNA

CONT

 

DRAG LINK

BROKEN

3/31/2007

310C

IO470*

 

08420003

NLG 

UPON LANDING, THE NOSE LANDING GEAR DRAG LINK ASSEMBLY P/N 0842000-3 BROKE AT THE STRUT ATTACH POINT, ALLOWING THE NOSE GEAR TO COLLAPSE REARWARD, CAUSING THE AIRCRAFT TO SLIDE ON ITS NOSE UNTIL IT STOPPED. THE DRAG LINK ASSEMBLY APPEARS TO HAVE BROKEN THROUGH THE FORWARD ATTACH HOLE. TOTAL TIME OF THE PART AND TOTAL TIME OF THE AIRCRAFT ARE UNKNOWN AT THIS TIME DUE TO ABSENCE OF LOG BOOKS. CURRENT HOBBS TIME IS 118.4.

2007FA0000369

CESSNA

CONT

 

LANDING GEAR

MALFUNCTIONED

4/4/2007

310D

IO470*

 

084100097

LT MLG

THE PILOT NOTED THAT SOMETHING WAS HANGING DOWN UNDER THE AC IN CRUISE FLIGHT AND THAT THE AC WAS NOT GOING AS FAST AS IT NORMALLY DID. ANOTHER AC NOTED THAT THE GEAR WAS UP, BUT THAT THE LEFT IB GEAR DOOR WAS HANGING DOWN PART WAY. THE TOWER CONFIRMED THAT THE GEAR APPEARED TO BE DOWN AND LOCKED, BUT THAT THE LT IB GEAR DOOR WAS PART WAY DOWN. ALL INDICATIONS OF THE GEAR IN THE AC WERE NORMAL AND THE GREEN LIGHT WAS ON WHEN THE AC LANDED. THE AIRCRAFT LANDED NORMALLY AND ROLLED ABOUT 800 FT DOWN THE RUNWAY WHEN THE LEFT MAIN GEAR BROKE OUT OF THE WHEEL WELL. IT WENT STRAIGHT BACK BEHIND THE WING AND THE AC WENT AROUND TO THE LEFT AND OFF THE RUNWAY. THE LT IB DOOR WILL MOVE SOME BY HAND AND SEEMED TO OPEN ENOUGH FOR THE GEAR TO GO UP AND DOWN. THE GEAR INDICATION UP OR DOWN IN THE AC WAS CORRECT AND THE GEAR WAS LOCKED IN BOTH POSITIONS. THE GEAR TORE OUT OF THE WHEEL WELL TO THE BACK OF THE WING INSTEAD OF FOLDING IB. THE OTHER LANDING GEAR STILL WORK NORMALLY WHEN RETRACTED ON THE JACKS. (K)

2007FA0000331

CESSNA

CONT

 

ROD BOLT

BROKEN

4/4/2007

310R

IO520MB

 

629340

LT ENGINE

PRELIMINARY INSPECTION FINDINGS: IN FLIGHT, LT ENGINE FAILURE ON CLIMB OUT. LT ENGINE HAD 737.1 HOURS AND PUT IN SERVICE 05/2003. LARGE HOLE IN CASE AROUND NR 5 AND 6 CYLINDER. NR 5 ROD SEPARATED FROM CRANK AND BROKEN IN TWO PIECES A FEW INCHES FROM PISTON PIN. SUBSEQUENT FINDINGS FROM ENGINE TEARDOWN REPORT PERFORMED BY MFG. THE SIGNATURES PRESENT ON THE NR 5 CYLINDER BORE AND THE DAMAGE TO THE NR 5 CONNECTING ROD ARE CONSISTENT WITH A HYDROSTATIC LOCK EVENT. PRELIMINARY INFORMATION WAS BASED ON A SB CE-00-07, AND SDR REPORTS ISSUED BETWEEN 1995 AND PRESENT, ON SAME MODEL ENGINE WITH SIMILAR BOLT FAILURES. (K)

CM2R747K

CESSNA

ALLSN

 

BELLCRANK

BROKEN

5/1/2007

340A

250C28B

 

53608014

ELEVATOR

BEARING AND BOLT FAILED IN THE ELEVATOR BELLCRANK P/N 5360801-4. CENTER BEARING THAT SUPPORTS THIS BELLCRANK FAILED. BEARING IS P/N MS27640-4. BOLT P/N AN4-14 WAS SEVERELY WORN AND BROKEN IN TWO. IF EITHER END OF THE BOLT SLIPPED OUT OF THIS BELLCRANK, THE A/C WOULD HAVE LOST PRIMARY ELEVATOR CONTROL. THE ELEVATOR TRIM SYSTEM WOULD STILL FUNCTION.

2007FA0000396

CESSNA

CONT

 

SWITCH

STUCK

4/30/2007

414  

TSIO520*

 

593250101

COCKPIT

AVIONICS MASTER SWITCH STUCK IN THE ON POSITION AD 2005-20-25 WAS PREVIOUSL COMPLIED WITH AND DID NOT APPLY. DATE CODE OF THE SWITCH WAS 7647. THERE WAS NO BURNING SMELL WHEN THE SWITCH BECAME STUCK. (K)

2007FA0000388

CESSNA

CONT

 

ACTUATOR

CORRODED

4/13/2007

414A

TSIO520*

 

99101368

LT MLG

LT LANDING GEAR ACTUATOR FAILED WHILE TAXING. COLLAPSED LT WING. DAMAGED LT PROP AND WING TIP. ACTUATOR INSPECTED AND FOUND WATER INSIDE. ACTUATOR OVERHAULED AND REINSTALLED NOSE AND RT LG ACTUATOR REMOVED FOR INSPECTION AND CHECKED GOOD. (K)

CA070228008

CESSNA

CONT

 

WINDOW

CRACKED

2/8/2007

421B

GTSIO520H

 

51116052

EMERGENCY EXIT

(CAN) DURING MAJOR INSPECTION OF AIRCRAFT, REMOVED PLASTIC UPHOLSTERY COVER ON THE EMREGENCY EXIT HATCH. WINDOW FOUND CRACKED AT ALL LOWER ATTACH SCREW HOLES, ONLY THE SEALANT KEEPING THE WINDOW IN PLACE. (TC NR 20070228008)

2007FA0000366

CESSNA

CONT

 

GASKET

BROKEN

4/12/2007

421B

GTSIO520H

 

652065

OIL COOLER

AIRCRAFT DEPARTED ON A CHARTER , PILOT WAS OVER LAKE WHEN HE NOTICED ENGINE OIL COMING OUT OF TOP ENGINE COWLING COOLING LOUVERS. PILOT NOTIFIED CONTROL HE WAS LOSING OIL. FEATHERED THE RT ENGINE AND DIVERTED . PILOT MADE UNEVENTFUL SINGLE ENGINE LANDING AND TAXIED TO MAINTENANCE HANGAR. DISCOVERED THE ENGINE WAS SEIZED AND THE COWLING AND NACESSE BOTTOM COVERED WITH OIL. STARTED DISASSEMBLY AND FOUND THE OIL COOLER GASKET, PN 652065, HAD .1250 INCH SECTION MISSING FROM THE UPPER FORWARD AREA OF THE GASKET. (K)

CA070213005

CESSNA

PWA  

 

LINE

CORRODED

2/13/2007

425  

PT6A112

 

510010951

CREW O2 SYS

(CAN) FOUND LT SIDE CABIN OXYGEN LINE P/N 5100109-51 CORRODED WHERE IT CROSSES THE OVERHEAD CABIN AIR DUCT P/N CM3212-2 (WL 103.10) AT FS 160.0. (TC NR 20070213005)

2007FA0000343

CESSNA

GARRTT

 

SCAVENGE PUMP

FLUCTUATES

4/11/2007

441  

TPE33110

 

31080261

LT ENGINE

COMMANDED IN-FLIGHT SHUTDOWN OF LT ENGINE DUE TO FLUCTUATING OIL PRESSURE. UNEVENTFUL SINGLE ENGINE LANDING. ENGINE LOST OIL. OIL EXITED ENGINE FROM TURBINE AIR/OIL SEAL AS A RESULT OF TURBINE SCAVENGE PUMP FAILURE. RECOMMEND COMPLIANCE WITH SB 72-2074R1. (K)

2007FA0000222

CESSNA

PWA  

 

FUEL FILTER

SEPARATED

2/15/2007

500CESSNA

JT15D1A

 

99120154

RT WING

THE RT FUEL FILTER ASSY SEPARATED FROM THE STANDPIPE DUE TO THE SNAP-RING BECOMING DISLOGED AND RESULTED IN A SUBSTANTIAL FUEL LEAK. (K)

CA070213002

CESSNA

WILINT

 

VALVE

FAILED

1/31/2007

525  

FJ44

 

991242339

HYD SYSTEM

(CAN) POST INSPECTION RUN REVEALED HYDRAULIC PRESSURE ON ANNUNCIATOR LIGHT DID NOT EXTINGUISH WHEN SYSTEM SHOULD HAVE BEEN AT REST. HYDAULIC LOADING VALVE FOUND FAILED. BLEED ORIFICE RECOVERED FROM HYDRAULIC MANIFOLD UNDER RELIEF VALVE (3RD FROM LOADING VALVE). LOADING VALVE MAY HAVE FALLEN APART DURING EMERGENCY GEAR EXTENSION TEST. LOADING VALVE REPLACED. ALL TESTS NORMAL. FAILED VALVE SENT TO MFG FOR ANALYSIS. (TC NR 20070213002)

CA070209002

CESSNA

PWA  

 

BUCKLE

MALFUNCTIONED

2/7/2007

550  

JT15D4

 

110193201

SEAT BELT

(CAN) WITH A COCKPIT CREW MEMBER STRAPPED INTO THEIR SEAT WITH THE SEAT FULLY FORWARD, INTERFERENCE BETWEEN THE CONTROL COLUMN YOKE AND THE ROTARY SEAT BELT BUCKLE FINS OCCURS WHEN THE CONTROL YOKE IS PULLED FULLY AFT AND ROTATED. THE POSSIBILITY EXISTS THAT THE SEAT BELT ROTARY BUCKLE COULD BE INADVERTENTLY RELEASED DURING EXTREME FLIGHT CONTROL MOVEMENTS. THIS CONDITION WAS VERIFIED WHILE PERFORMING THE PROCEDURE AS DESCIBED IN FAA SAIB NM-06-29. A GUARDED BUCKLE WOULD NEGATE THE POSSIBILITY OF ACCIDENTAL RELEASE (TC NR 20070209002)

CA070209003

CESSNA

PWA  

 

BUCKLE

INTERFERENCE

2/7/2007

550  

JT15D4

 

110193201

CREW SEATS

(CAN) WITH A COCKPIT CREW MEMBER STRAPPED INTO THEIR SEAT WITH THE SEAT FULLY FORWARD, INTERFERENCE BETWEEN THE CONTROL COLUMN YOKE AND THE ROTARY SEAT BELT BUCKLE FINS OCCURS WHEN THE CONTROL YOKE IS PULLED FULLY AFT AND ROTATED. THE POSSIBILITY EXISTS THAT THE SEAT BELT ROTARY BUCKLE COULD BE INADVERTENTLY RELEASED DURING EXTREME FLIGHT CONTROL MOVEMENTS. THIS CONDITION WAS VERIFIED WHILE PERFORMING THE PROCEDURE AS DESCIBED IN FAA SAIB NM-06-29. A GUARDED BUCKLE WOULD NEGATE THE POSSIBILITY OF ACCIDENTAL RELEASE. (TC NR 20070209003)

CA070205005

CESSNA

PWA  

 

BUCKLE

FAILED

2/5/2007

550  

JT15D4

 

497900312

ROTARY SEAT BELT

(CAN) REF FAA SPECIAL AIRWORTHINESS INFORMATION BULLETIN NM-06-29 AND MFG CAMPAIGN NOTICE 010-25-10-011 REV 1 FIXED WING AIRCRAFT EQUIPPED WITH ROTARY CREW SEAT BELT BUCKLES. WHEN THE CONTROL COLUMN IS PULLED FULLY AFT THE SEAT BELT BUCKLE CAN BE RELEASED BY ROTATING THE CONTROL WHEEL IN BOTH THE PILOT AND CO-PILOT POSITIONS. (TC NR 20070205005)

CA070329005

CESSNA

PWA  

 

BUCKLE

INTERFERENCE

3/29/2007

550  

JT15D4

 

110195203

SEATBELT

(CAN) CONTROL YOKE INTERFERENCE WITH ROTORY SEAT BUCKLES INSPECTED IAW INTERNAL CAMPAIGN NOTICE 010-25-10-011. OPERATION OF EITHER PILOTS AND CO-PILOTS YOKES WITH SEATS FULL FORWARD CONFIRMS THAT INTERFERENCE CAN CAUSE UNLATCHING OF THE SEATBELT ROTARY BUCKLES. (TC NR 20070329005)

2007FA0000293

CESSNA

PWA  

 

LINK

CORRODED

3/22/2007

560CESSNA

JT15D5

 

 

THRUST REVERSER

ALL DRIVE LINK PIVOT BOLTS AND OVER CENTER LINKS SEVERELY CORRODED AND WORN. PROBABLE CAUSE IS INADEQUATE LUBE. MANUAL STATES TR`S MUST BE TORN DOWN AND LUBED UPON ASSEMBLY AT SPECIFIC INTERVALS. ENGINEERING STATES THAT TEARDOWN IS NOT NECESSARY AND ON WING LUBRICATION IS ADEQUATE. THESE FINDINGS INDICATE OTHERWISE. (K)

PAZR200700001

CESSNA

PWA  

 

ATTACH FITTING

CRACKED

4/16/2007

560XL

PW545A

 

663110215

ZONE 300

DURING A SCHEDULED INSPECTION, A 1.5 INCH CRACK WAS FOUND IN THE LOWER RADIUS OF THE HORIZONTAL STABILIZER AFT ATTACH FITTING.

CA070209009

CESSNA

PWA  

 

MOTOR

UNSERVICEABLE

1/12/2007

560XL

PW545A

 

31J285704

BLEED VALVE

(CAN) ON APPROACH, THE ENGINE EMITTED A LOUD NOISE ACCOMPANIED BY VIBRATION, AN EEC REVERSION AND A LACK OF THROTTLE RESPONSE. THE ENGINE WAS SHUTDOWN IN FLIGHT. SUBSEQUENT INSPECTION REVEALED A UNSERVICEABLE BLEED VALVE TORQUE MOTOR. (TC NR 20070209009)

CA070209014

CESSNA

PWA  

 

HMU  

UNSERVICEABLE

1/19/2007

560XL

PW545A

 

8237007

ENGINE

(CAN) THE ENGINE FLAMED OUT IN FLIGHT. SUBSEQUENT INSPECTION REVEALED AN UNSERVICEABLE HYDROMECHANICAL FCU. (TC NR 20070209014)

2007FA0000367

CESSNA

 

 

DOUBLER

FATIGUED

4/20/2007

650  

 

 

6213011139

UNKNOWN

THE 6213011139 LT DOUBLER AND THE 6213011140 RT DOUBLER FATIGUE CRACKING ON BOTH. THE 6213011139 LT DOUBLER AND THE 6213011140 RT DOUBLER, ON MODEL 650 IS PART OF THE NOSE WHEEL WELL ASSY, HAS BEEN FOUND WITH FATIGUE CRACKING ON MULTIPLE SN. CURRENTLY THE PART IS BEING REMOVED AND REPLACED AS NEEDED AND A SERVICE CONDITION REPORT (SCR) HAS BEEN SUBMITTED TO ENGINEERING FOR REVIEW. (K)

2007FA0000368

CESSNA

 

 

DOUBLER

FATIGUED

4/20/2007

650  

 

 

6213011140

FS 92-94

THE 6213011-139 LT DOUBLER AND THE 6213011-140 RT DOUBLER FATIGUE CRACKING ON BOTH. THE 6213011-139 LT DOUBLER AND THE 6213011-140 RT DOUBLER, ON MODEL 650 IS PART OF THE NOSE WHEEL WELL ASSY, HAS BEEN FOUND WITH FATIGUE CRACKING ON MULTIPLE SN. CURRENTLY THE PART IS BEING REMOVED AND REPLACED AS NEEDED, AND A SERVICE CONDITION REPORT (SCR) HAS BEEN SUBMITTED TO ENGINEERING FOR REVIEW. (K)

CA060906026

CESSNA

ALLSN

 

WINDSHIELD

FAILED

8/31/2006

750  

AE3007C

 

991438012

COCKPIT

(CAN) IN CRUISE AT 41000 FEET A SOUND LIKE A SHOTGUN WAS HEARD AND THE RT WINDSHIELD OUTER PANE SHATTERED. AFTER AN UNSCHEDULED LANDING AND INSPECTION BY AN AME IT WAS DETERMINED TO BE EITHER A LIGHTNING STRIKE OR A SHORT OF THE HEATING ELEMENT. THE WINDOW WAS THEN REPLACED AND A LIGHTNING STRIKE INSPECTION WAS COMPLIED WITH. THE AIRCRAFT WAS THEN RETURNED TO SERVICE. (TC NR 20060906026)

2007FA0000372

CESSNA

LYC  

AMERIKING

BATTERY  

LEAKING

5/2/2007

R182

O540J3C5

 

MN1300

ELT 

BATTERIES LEAKED INSIDE ELT UNIT PREVENTING ELT OPERATION AND DESTROYING CONTACTS INSIDE UNIT. THIS IS ONE OF SEVERAL TIMES THIS PROBLEM HAS BEEN SEEN IN THE NEWER OR MORE RECENTLY MANUFACTURED BATTERIES THIS PARTICULAR SET HAD AN EXPIRATION OF 2012 AND HAD ONLY BEEN INSTALLED IN THE UNIT FOR ONE YEAR. RECOMMEND BAT REPLACEMENT EVERY 6 MONTHS UNTIL THIS PROBLEM IS ADDRESSED BY ELT MANUFACTURES OR THE BATTERY COMPANY NOTE OLDER BATTERIES DID NOT EXHIBIT THIS PROBLEM.

2007FA0000364

CESSNA

PWA  

 

LANDING GEAR

MALFUNCTIONED

4/20/2007

S550

JT15D4

 

 

 

EMERGENCY LANDING GEAR DEPLOYMENT SYSTEM INSPECTED DURING ROUTINE PHASE INSPECTION. EMERGENCY GEAR CABLES CHECKED FOR CORRECT RIGGING, AND EMERGENCY GEAR SYSTEM FUNCTION TESTED WITH AIRCRAFT ON JACKS. SYSTEM FUNCTION TESTED PROPERLY. PILOT ELECTED TO PERFORM IN FLIGHT CHECK OF SAME SYSTEM AND FOUND THAT MAIN GEAR WOULD NOT DEPLOY. PILOT EXTENDED GEAR USING NORMAL HYDRAULIC SYSTEM OPERATION AND LANDED WITHOUT INCIDENT. AC WAS FLOWN TO SERVICE CENTER FOR EVALUATION. (K)

2007FA0000359

CESSNA

CONT

 

FITTING

CRACKED

4/3/2007

T207A

TSIO520M

 

12320131

STABILIZER

FWD RT STABILIZER FITTING CRACKED. FOUND CRACKED FITTING UPON ANNUAL INSPECTION OF EMPENNAGE. (K)

2007FA0000399

CESSNA

CONT

 

MAGNETO

CORRODED

4/18/2007

T210N

TSIO520R

 

6320 

ENGINE

EMERGENCY RETURN TO FIELD: INSPECTION REQUIREMENTS FOR MAGNETO (PN 6320) ARC NOT ADEQUATE TO INSURE PROPER VENTING (PRESSURIZED MAG). SB2-80C SPECIFIES ONLY EXTERNAL INSPECTION IS REQUIRED EVERY 100 HOURS AND AN INTERNAL INSPECTION AFTER 500 HOURS. THE SUBECT MAGNETOS WITH 525 AND 438 CONTAINED MOISTURE AND EXCESSIVE CORROSION INTERNALLY BECAUSE THE PREVIOUS REQUIREMENTS TO TEST PRESSURIZED MAGNETOS CONTAINED IN SB 1-88A DO NOT APPLY TO THE 6300 SERIES MAGNETOS. (K)

2007FA0000398

CESSNA

CONT

 

MAGNETO

CORRODED

4/18/2007

T210N

TSIO520R

 

6320 

ENGINE

EMERGENCY RETURN TO FIELD: INSPECTION REQUIREMENTS FOR MAGNETO (PN 6320) ARC NOT ADEQUATE TO INSURE PROPER VENTING (PRESSURIZED MAG). SB 2-80C SPECIFIES ONLY EXTERNAL INSPECTION IS REQUIRED EVERY 100 HOURS AND AN INTERNAL INSPECTION AFTER 500 HOURS. THE SUBJECT MAGNETOS WITH 525 AND 438 CONTAINED MOISTURE AND EXCESSIVE CORROSION INTERNALLY BECAUSE THE PREVIOUS REQUIREMENTS TO TEST PRESSURIZED MAGNETOS CONTAINED IN SB 1-88A DO NOT APPLY TO THE 6300 SERIES MAGNETOS. (K)

CA070119009

CESSNA

CONT

 

SPAR

FAILED

1/16/2007

TU206G

TSIO520M

 

122210614

RT WING

(CAN) EDGE DISTANCE OF RIVETS ON LOWER FLANGE LESS THAN MINIMUM ALLOWED. REPLACEMENT OF PART REQUIRED TO REPAIR PROBLEM. (TC NR 20070119009)

CA070228003

CESSNA

CONT

 

CONTROL ARM

DEFECTIVE

2/28/2007

U206

IO520D

 

AT210937

GOVERNOR

(CAN) THE SUBJECT AIRCRAFT WAS CLIMBING OUT AFTER TAKEOFF AND EXPERIENCED A SIGNIFICANT LOSS OF CLIMB POWER RELATED TO A DROP IN ENGINE RPM FROM 2700 RPM TO 1600 RPM. THE PILOT EXECUTED ALL APPROPRIATE EMERGENCY PROCEDURES/ACTIONS WITH NO IMPROVEMENT. THE PILOT DECLARED AN EMERGENCY AND WAS ABLE TO MANEUVER THE AIRCRAFT BACK TO THE AIRPORT, LANDED WITHOUT FURTHER INCIDENT. UPON EXAMINATION, IT WAS DETERMINED THAT THE INTENTION OF THE DESIGN OF THE PROP GOVERNOR ARM ATTACHMENT WAS TO HAVE THE BOLT THAT COMPRESSES THE ARM ON TO THE SPLINED SHAFT WAS TO PASS THROUGH THE GROVE IN THE SHAFT THUS PREVENTING THE ARM FROM SEPARATING EVEN IF THE BOLT DOES NOT HAVE SUFFICIENT TORQUE. IN THIS CASE THE ARM IS MANUFACTURED IN SUCH A WAY THAT THE BOLT HOLE IS TOO FAR AWAY FROM THE SHAFT TO HAVE ITS DESIGNED INTERFERENCE. WHEN FOUND, THE PROP GOVERNOR ARM WAS STILL ATTACHED TO THE PROPELLER CONTROL CABLE & THE BOLT TO SECURE THE ARM TO THE SHAFT WAS STILL IN SAFETY. (TC NR 20070228003)

2007FA0000347

CESSNA

CONT

 

SCREW

DEPARTED

12/3/2006

U206F

IO520*

 

3A07000001

NLG 

AIRCRAFT HAD GEAR UP LANDING, FOUND SCREW PN AN503-8-4 HAD FALLEN OUT. SCREW WAS TO BE SAFTIED, NO SAFETY WIRE FOUND. ONCE SCREW FELL OUT THE POWER PISTON HOUSING PN 3A07402-002 WAS ALLOWED TO FLEX DURING SUB CYCLES ALLOWING THE SCREW TO TEAR THE ORING ON THE HOUSING FLANGE AND PUMP ALL THE HYD (5606) FLUID OVERBOARD AND NOT ALLOWING THE MAIN GEAR THE EXTEND. THE SCREW HOLE WHERE THE SCREW FELL OUT ON THE PISTON HOUSING TORE OUT. REPLACED THE PISTON HOUSING PN 3A07000-001, ALL ORINGS AND INSTALLED NEW SCREWS PN AN503-8-4 AND SAFTIED. SWING LDG 6X`S AND RELEASED AIRCRAFT. (K)

CA070122009

CESSNA

CONT

 

CYLINDER

FAILED

1/17/2007

U206F

IO520F

 

EC649358CN

NR 4 

(CAN) NR 4 CYILINDER FAILED, BURNING VARIOUS ENGINE COMPARTMENT WIRING AND DUCTING. (TC NR 20070122009)

050207

CIRRUS

CONT

CIRRUS

ROD END

BROKEN

5/2/2007

SR22

IO550*

 

649 

CABIN DOOR

CABIN DOOR DEPARTED AIRCRAFT IN FLIGHT DUE TO THE ROD END HINGE FAILURE. IT APEARS THE ROD END FAILED DUE TO FATIGUE. THE ROD END SHOULD BE MADE OF A STRONGER MATERIAL.

2007FA0000375

CIRRUS

CONT

 

CONTROL CABLE

INTERFERENCE

4/27/2007

SR22

IO550*

 

 

AILERONS

DURING INSPECTION FOUND INTERFERENCE BETWEEN RUDDER/AILERON INTERCONNECT SYSTEM AND RT AILERON CABLE. CHECKED RIGGING AND FOUND CABLE CLAMP ON RT AILERON CABLE OUT OF POSITION. VISUAL INSPECTION INDICATES NO MOVEMENT BETWEEN CABLE AND CLAMP AND RECORDS REVIEW INDICATE THAT NO RIGGING HAS TAKEN PLACE SINCE THE AIRPLANE LEFT THE FACTORY.

CA070417002

CNDAIR

PWA  

 

RIB  

DAMAGED

4/17/2007

CL2151A10

CWASP

 

2151500080680

AILERON

(CAN) DAMAGE FOUND TO BOTH AILERONS ON THE (2) FIRST CENTER HINGE RIBS ASSEMBLY, ADJACENT TO THE FIXED STOPS. A/C HOURS; 4658.7, CYCLES; 2973 (TC NR 20070417002)

CA070226008

CNDAIR

PWA  

 

SPAR CAP

CRACKED

2/26/2007

CL2151A10

CWASP

 

2151003268

RT WING

(CAN) WHILE PERFORMING AD CF92-26R1, A CRACK WAS DETECTED ON THE RT REAR LOWER SPAR CAP JUST OB OF RBL 51.00. WORK COMMENCED ON REPAIR IAW THE MFG SPEC. UPON REMOVAL OF REINFORCING STRIP (P/N 215-10032-76) AN ADDITIONAL CRACK WAS FOUND ON THE LOWER SPAR CAP AT RBL 49.50. FOLLOWING REMOVAL OF THE DAMAGED SPAR CAP AN ADDITIONAL CRACK WAS NOTICED ON THE WING SPAR WEB (P/N 215-10032-242) AT RBL 50.00 THAT EXTENDED FROM THE SECOND LOWER, WING TO FUSELAGE PICK UP ANGLE FASTENER HOLE THROUGH TO THE LOWER FASTENER HOLE AND OUT THE EDGE OF THE WEB. THESE CRACKS ARE BOTH LOCATED OUTSIDE OF THE DESIGNATED INSPECTION AREA. (TC NR 20070226008)

CA070202013

CNDAIR

PWA  

 

PUMP

WORN

2/2/2007

CL2156B11215

PW123

 

65WE01042

HYDRAULIC SYS

(CAN) PUMP INSIDES COUPLING SPLINES BADLY WORN, OUT OF LIMITS. (TC NR 20070202013)

CA070221002

CNDAIR

 

 

ACTUATOR

FAILED

2/18/2007

CL600*

 

 

7663854

SLATS

(CAN) SLAT FAIL MESSAGE, UNABLE TO MOVE SLATS AND FLAPS ONLY MOVED TO 8 DEGREES. MDC CODE B1-007772 INDICATES JAMMED SLAT ACTUATOR AND AIRCRAFT REMOVED FROM SERVICE FOR INVESTIGATION. BOTH LEFT HAND OUTBOARD ACTUATORS NR 5 AND NR 6 REPLACED AND TEST COMPLETED SUCCESSFULLY. WILL ASK FOR STRIP REPORTS FROM MANUFACTURER. INFORMATION WILL BE UPDATED AS SOON AS IS AVAILABLE. (TC NR 20070221002)

CA070219003

CNDAIR

 

 

FLAP SYSTEM

JAMMED

2/18/2007

CL600*

 

 

 

TE FLAPS

(CAN) ON APPROACH, CREW RECEIVED SLATS FAIL MESSAGE, ALSO, FLAPS STOPPED AT 8 DEGREES. FLIGHT LANDED WITHOUT INCIDENT. INFORMATION WILL BE UPDATED AS SOON AS IS AVAILABLE. (TC NR 20070219003)

CA070219001

CNDAIR

GE  

 

FAN BLADE

BENT

2/16/2007

CL6002B19

CF343A1

 

 

NR 2 ENGINE

(CAN) FEB 16/07, AIR TURN BACK. THE CREW REPORTED THAT AFTER TAKEOFF A LOUD RUMBLING NOISE WAS HEARD. CREW BELIEVED THAT ICE MAY HAVE BEEN INGESTED INTO THE RT ENGINE DURING LANDING ON THE PREVIOUS LEG INBOUND TO DESTINATION. MAINTENANCE CONFIRMED SEVERAL FAN BLADES WERE DAMAGED AT OUTER TIPS. THE FAN BLADES WERE REMOVED AND REPLACED AND A COMPRESSOR INSPECTION WAS CARRIED OUT WITH NFF. ENGINE RUNS WERE CARRIED OUT AND ALL PARAMETERS FOUND WITHIN LIMITS AND AIRCRAFT WAS RETURNED TO SERVICE. (TC NR 20070219001)

CA070222001

CNDAIR

GE  

 

WIRE HARNESS

CHAFED

2/12/2007

CL6002B19

CF343A1

 

22858222801

NR 1 ENGINE

(CAN) DURING ROUTINE MAINTENANCE INSPECTION , FOUND WIRING HARNESS ON NR1 ENGINE FOR THRUST REVERSER STOW SWITCH WIRING CHAFING ON EDGE OF LIGHTENING HOLE OF MOUNTING BRACKET. DAMAGED WIRING CUT OFF AND END RE-TERMINATED. MFG ILLUSTRATED PARTS CATALOG (CSP A-006) 78-37-01 FIG 1A PG 0 , ITEM 40 (BRACKET ASSY, STOW SWITCH MOUNTING). LIGHTNING HOLE ON THIS BRACKET CHAFED ON HARNESS FOR STOW SWITCH (TC NR 20070222001)

CA070222002

CNDAIR

GE  

 

SKIN

DENTED

2/12/2007

CL6002B19

CF343A1

 

6001201687S

LT WING

(CAN) CREW REPORTED BIRDSTRIKE ON APPROACH, MAINTENANCE INSPECTION FOUND DENT IN LT WING LEADING EDGE APPROX 6 FT OB FROM FUSELAGE. DENT ALLOWABLE IAW SRM LIMITS. (TC NR 20070222002)

CA070207002

CNDAIR

GE  

 

STRIKER

DAMAGED

1/31/2007

CL6002B19

CF343A1

 

600315351001

DOOR SEAL

(CAN) DURING A TYPE III REPAIR (MFG REO 601R-53-22-033) DUE TO A CRACK FOUND ON THE OUTER FLANGE OF THE PASSENGER DOOR FWD SEAL STRIKER, THE FORWARD SEAL STRIKER FLANGE WAS FOUND CRACKED IN THE RADIUS (OVER 3INCHES IN LENGTH) UNDER AN EXISTING REPAIR (REPAIR TYPE I, REO 601R-53-22-033). AFTER A VISUAL CHECK, THE AFT PASSENGER DOOR SEAL STRIKER (ALSO PREVIOUSLY REPAIRED TYPE I) WAS FOUND CRACKED IN THE RADIUS. (TC NR 20070207002)

CA070301002

CNDAIR

GE  

 

FITTING

CRACKED

2/28/2007

CL6002B19

CF343A1

 

 

LANDING GEAR

(CAN) BOTH MAIN LANDING GEAR FITTING FOUND CRACKED ON NDT INSPECTION IAW ADCF-1999-32R3. MAIN LANDING GEAR WILL BE REPLACED. LT P/N 5321103 S/N PO-422V5Q, RT P/N 3521104 S/N PO-BBBB10. (TC NR 20070301002)

CA070302001

CNDAIR

GE  

 

WIRE

DAMAGED

2/28/2007

CL6002B19

CF343A1

 

 

 

(CAN) AFTER A NORMAL LANDING AND WHILE TAXING TO THE GATE, THE FLT CREW REPORTED INTERMITTENT ARCING AND SMOKE COMING FROM BEHIND THE CAPTAINS SIDE CB PANEL. AIRCRAFT DEPLANED NORMALLY. ELECTRICAL POWER WAS SHUT DOWN AND FIRE CREW WERE CALLED TO CHECK OF FIRE. NO FURTHER REPORTS OF SMOKE/FIRE AFTER POWER WAS REMOVED FROM THE AIRCRAFT. UPON FURTHER INVESTIGATION, MAINTENANCE NOTED THAT (2) BUS FEEDER WIRES BECAME UNSECURED AND ARCED ON THE BULKHEAD WHICH RUNS PARALLEL TO B SCREEN TRAILING EDGE ON CAPTAINS SIDE AND APPROX FS280. DAMAGE WAS NOTED TO WIRE TERMINAL ENDS AND WIRE INSULATION AND WELL AS BURN MARKS ON BULKHEAD/STRINGER AND 2 RIVETS. NO DAMAGE TO EXTERNAL FUSELAGE SKIN. BURN ON BULKHEAD IS 1 INCH BY .5 INCH AND IS IRREGULAR IN SHAPE. WIRE IDENT PA204E8 FROM CBP1 H12 TO 1G14 IS A JUMPER. ALSO DAMAGED IS WIRE IDENT PA204D8 FROM CBP1 H12 TO TB41 LUG 1 (APPROX 6 FEET LONG). DAMAGED WIRING REPAIRED IAW AMM AND AIRCRAFT FERRIED TO FOR REPAIR OF STRUCTURAL DAMAGE IAW SRM. (TC NR 20070302001)

CA070201004

CNDAIR

GE  

CNDAIR

WIRE

BROKEN

2/1/2007

CL6002B19

CF343A1

 

 

FLAP SYSTEM

(CAN) APPROX 1 MILE OUTSIDE THE OUTER MARKER AT 3000 AGL, THE AMBER FLAP CAUTION LIGHT ILLUMINATED. THE CREW SELECTED FLAP 20 AND THE FLAPS WENT TO 20. WHEN THE LIGHT ILLUMINATED THE CREW WENT THROUGH THEIR EMERGENCY CHECKLIST AND CARRIED OUT AN UNEVENTFUL LANDING. THE AIRCRAFT WAS THEN FERRIED FOR MAINTENANCE. ALL FLAP ACTUATORS WERE PURGED AND SERVICED WITH FRESH GREASE IAW MM TASK 12-20-29-640-805. BOTH BPSU’S WERE REPLACED IAW MM TASK 27-51-10-000-80. FLAP OPERATIONAL TESTS AND A TEST FLIGHT WERE CARRIED OUT WITH NO FAULTS FOUND. JANUARY 29/2007 IN HOUSE TASK RJ2-275002 FLAP MOISTURE PREVENTION PROGRAM WAS CARRIED OUT. JANUARY 30/2007 THE AIRCRAFT FLEW FOUR LEGS AND ON THE FORTH LEG, THE FLAPS FAILED AT 30DEG ON APPROACH. TROUBLESHOOTING WAS CARRIED OUT BY MAINTENANCE AND IT WAS DISCOVERED WIRE 2CE31C22 ORG AT PIN NR4 ON CONNECTOR 2P5CE AT RT WHEEL WELL AREA FOUND BROKEN. THE WIRE WAS SPLICED (6) INCHES FROM THE CONNECTOR AS A TEMP REPAIR. THE RT BPSU WAS REPLACED AND FLAPS RE-RIGGED. A TEST FLIGHT WAS CARRIED OUT FEBRUARY 1/2007 AND FLAP SYSTEM CHECKED SERVICEABLE. (TC NR 20070201004)

CA070202002

CNDAIR

GE  

HONEYWELL

LINE

CHAFED

1/26/2007

CL6002B19

CF343A1

38004883

38834491

APU FUEL

(CAN) JANUARY 296/2007 DEFECT 591259, THERE WAS A FUEL SMELL COMING FROM THE APU BLEED. THE APU WAS DEFERRED AND INHIBITED IAW MEL 49-10-01-1. JANUARY 29/2007 MAINTENANCE REPLACED THE ECU FOR TROUBLESHOOTING, BUT THERE WAS NO FIX. FEBRUARY 01/2007 FURTHER TROUBLESHOOTING CARRIED OUT BY MAINTENANCE AND APU FUEL LINE FOUND TO BE LEAKING ABOVE THE EXCITER BOX. THE ADEL CLAMP HAD CHAFED THROUGH THE LINE. FUEL LINE PN 3883449-1 WAS REPLACED, NEW CLAMPS INSTALLED AND APU LEAK AND FUNCTION CHECKED SERVICEABLE. APU HOUR SINCE OVERHAUL ARE 3254 AND CYCLES 2660. (TC NR 20070202002)

CA070131003

CNDAIR

GE  

 

FLAP SYSTEM

FAILED

1/30/2007

CL6002B19

CF343A1

 

 

TE FLAPS

(CAN) THE CREW REPORTED THAT UPON APPROACH FLAPS 8 DEGREES WERE SELECTED OKAY. UPON FLAP 20 DEGREE SELECTION, THE FLAPS DID NOT MOVE AND THE FLAP FAIL CAUTION LIGHT ILLUMINATED. THE FLAPS LOCKED AT 8 DEGREES. THE AIRCRAFT IS CURRENTLY IN LINE, MAINTENANCE IS TROUBLESHOOTING. (TC NR 20070131003)

CA070128002

CNDAIR

GE  

 

APU  

CONTAMINATED

1/26/2007

CL6002B19

CF343A1

 

 

 

(CAN) SHORTLY AFTER DEPARTURE, THE CREW NOTICED A LAV SMOKE WARNING AND SMOKE WAS VISIBLE IN THE CABIN FOR 3-4 MINUTES THEN IT DISSIPATED. SMOKE WAS BLUISH IN COLOR AND OILY SMELLING. (2) MAINTENANCE PERSONNEL WERE ON BOARD, INITIALLY THEY THOUGHT SINCE THE AIRCRAFT HAD JUST BEEN DE-ICED WITH ENGINES AND APU RUNNING THAT DE-ICE FLUID WAS THE CAUSE SO A DECISION WAS MADE TO CONTINUE. THE COALESER BAGS WERE INSPECTED AND REPLACED. AFTER ENGINE RUNS AND FURTHER TROUBLESHOOTING IT WAS NOTICED THAT NR 2 PRSOV IS RUNNING AT 38 TO 41 PSI AND MAY HAVE CAUSED DAMAGE TO NR 2 ACM. FURTHER TROUBLESHOOTING ON GOING. (TC NR 20070128002)

CA070123002

CNDAIR

GE  

 

FLAP SYSTEM

JAMMED

1/22/2007

CL6002B19

CF343A1

 

 

TE FLAPS

(CAN) AIRCRAFT HAD A FLAPLESS LANDING, AFTER FLAP SELECTION 8, LT FLAP INDICATED ZERO, RT UNKNOWN, CREW THEN SELECTED TO 20 AND FLAPS TRAVELED TO APROX 5 DEGREES INDICATION WAS GREEN TRAVELED TO 5 DEGREES AND THEN TURNED WHITE. CREW THEN RETRACTED FLAPS BACK TO FLAP ZERO AND LANDED FLAPLESS, FLAP FAIL CAUTION WAS NOT ILLUMINATED. FERRY FLIGHT FOR TROUBLESHOOTING. T/S C/O AND ALL DCU`S ARE DISPLAYING THE SAME INFO, APPEARS TO BE POTENTIOMETER FAIL. WAITING FOR PART TO BE INSTALLED. (TC NR 20070123002)

CA070123005

CNDAIR

GE  

 

ACTUATOR

WORN

1/18/2007

CL6002B19

CF343A1

 

852D10019

TE FLAPS

(CAN) ON FINAL APPROACH CREW SELECTED FLAPS 20 DEGREES. FLAPS STUCK AT 8 DEGREES AND CREW RECEIVED A FLAP FAIL MESSAGE. CREW BROKE OFF APPROACH AND CONTACTED DISPATCH. AIRCRAFT SUBSEQUENTLY LANDED WITHOUT INCIDENT WITH FLAPS AT 8 DEGREES. MAINTENANCE TROUBLESHOOTING FOUND EXCESSIVE LINEAR PLAY IN THE LT AND RT IB FLAP ACTUATORS. ACTUATORS REPLACED (RT IB ACTUATOR PN CL600-2B19, S/N 5051. TSN 5321:44 HOURS, TSO 5321:44, CYCLES 4332) MOD SUM IS601R27530052 REV B: FLAP DRIVE SYSTEM, ALTERNATE METALLIC SEAL FOR FLEXIBLE DRIVE SHAFT COMPLETED. SYSTEM RE-GREASED. FLAP SYSTEM RIGGED IAW AMM 27-51-10. SUCCESSFUL TEST FLIGHT COMPLETED AND AIRCRAFT RETURNED TO SERVICE. (TC NR 20070123005)

CA070123013

CNDAIR

GE  

 

HOSE

LEAKING

1/17/2007

CL6002B19

CF343A1

 

AE2460260G0074

HYD SYSTEM

(CAN) ON FINAL APPROACH WITH GEAR DOWN AND AT 2000FT THE MESSAGE HYD NR3 LOW PRESS CAME ON EICAS WITH THE HYDRAULIC NR3 RESERVOIR LEVEL AT 0 PERCENT. CREW COMPLIED WITH QRH. THE AIRCRAFT LANDED NORMALLY AND DEPLOYED THE THRUST REVERSER , THE GROUND SPOILERS DEPLOYED AND OPERATED BRAKES . THE AIRCRAFT AT A SPEED AROUND 70 KTS SUDDENLY DIVERTED ON THE RT END SIDE . THE AIRCRAFT LEFT THE SIDE OF THE RUNWAY BY 13 METER AND ENDED UP ON THE GRASS AFTER THE A/C COVERED 50/55 METERS (TC NR 20070123013)

CA070123008

CNDAIR

GE  

 

FAIRLEAD

WORN

1/23/2007

CL6002B19

CF343A1

 

TA305002403

HYD LINE

(CAN) DURING MAINTENANCE INSPECTION , FOUND AFT FUSELAGE EQUIPMENT BAY HYDRAULIC LINE CLAMPS (FAIRLEAD), WITH CENTER (PRESSURE LINE) HOLES WORN THROUGH RUBBER/SILICON COMPOUND AND ALLOWING TUBING TO CHAFE ON METAL PORTION OF BLOCK. BLOCK PN TA3050024-03 CONSISTS OF (2) HALVES (INK STAMP P/N B0305103-002 OR 601R75126-3). CLAMP HALVES REPLACED. (TC NR 20070123008)

CA070124001

CNDAIR

GE  

 

COMPUTER

MALFUNCTIONED

1/22/2007

CL6002B19

CF343A1

 

73664310

FUEL QUANTITY

(CAN) JUST PRIOR TO TOP OF CLIMB, LEFT FUEL QUANTITY AND TOTAL FUEL QUANTITY STARTED TO REDUCE, FOLLOWED BY FUEL IMBALANCE MESSAGE. CREW ELECTED TO RETURN TO DEPARTURE AIRPORT. ON FINAL APPROACH FUEL INDICATIONS RETURNED TO NORMAL. FUEL SYSTEM INSPECTED, WITH NO LEAKAGE FOUND. AIRCRAFT DISPATCHED UNDER MEL. ON NEXT MAINTENANCE VISIT FUEL COMPUTER REPLACED. (TC# 20070124001)

CA070118008

CNDAIR

GE  

 

ACTUATOR

CONTAMINATED

1/17/2007

CL6002B19

CF343A1

 

852D10019

TE FLAPS

(CAN) ON APPROACH CREW REPORTED A FLAPS FAIL MESSAGE AFTER SELECTION TO 8 DEGREES. FLIGHT COMPLETED A FLAPLESS LANDING WITHOUT INCIDENT. AIRCRAFT THEN COMPLETED A FERRY FLIGHT. TROUBLESHOOTING OF FAULT CODES AND REPAIRS CURRENTLY ONGOING BY MAINTENANCE. THE RT IB FLAP ACTUATOR WAS REPLACED DUE TO NOT ACCEPTING GREASE. SUSPECT MOISTURE INGRESS HAD FROZEN INSIDE ACTUATOR. AS PART OF REPAIRS MOD IS601R227530052 REV B: FLAP DRIVE SYSTEM-ALTERNATE METALLIC SEAL FOR FLEXIBLE DRIVE SHAFT WAS INCORPORATED. (TC NR 20070118008)

CA070118009

CNDAIR

GE  

 

LINE

LOOSE

1/16/2007

CL6002B19

CF343A1

 

AE7090072

NR 2 EDP

(CAN) ENROUTE CREW ADVISED THAT THEY HAD LOST NR 2 HYDRAULIC SYSTEM AND WERE DIVERTING. CREW DECLARED AN EMERGENCY AND ADVISED PASSENGERS OF REASON. WHEN THE INCIDENT HAPPENED THE CREW HAD A HYD 2 LOW PRESSURE MESSAGE, WHEN THEY TURNED ON NR 2 PUMP (HYD PUMP 2A) MESSAGE WAS CONTINUOUSLY ON. A FEW MINUTES LATER ALL NR 2 HYD QUANTITY WAS LOST. MAINTENANCE INSPECTION REVEALED THAT THE QUICK DISCONNECT FITTING ON THE CASE DRAIN LINE TO THE NR 2 PUMP WAS LEAKING AROUND THE BASE OF THE COUPLER. ONCE ALL THE FLUID LEAKED OUT IT STARVED THE PUMP CAUSING IT TO MAKE METAL CAUSING ENGINE VIBRATION AND EVENTUALLY SEIZE. THE CASE DRAIN LINE, NR2 EDP, PRESS AND CASE DRAIN FILTERS WERE REPLACED AND AIRCRAFT WAS FUNCTION CHECKED SERVICEABLE. AT THE TIME OF THE INCIDENT THE NR2 EDP HAD ONLY 58:39 HOURS SINCE REPAIR. (TC NR 20070118009)

CA070405009

CNDAIR

GE  

 

RELAY

BURNED

4/3/2007

CL6002B19

CF343A1

 

VS643

JUNCTION BOX NR6

(CAN) DURING CRUISE IB, FLIGHT CREW NOTICED AN AC ESSENTIAL BUS MESSAGE FOLLOWED BY A POPPING SOUND AND A BURNED ODOR ON THE FLT DECK. LOOKED AT AC ELECTRICAL SYNOPTIC PAGE AND EVERYTHINGS WAS NORMAL BUT THE F/A NOTICED THAT THE EMERGENCY LIGHTS WERE ON. FLIGHT CREW APPLIED QRH AND CARRIED ON FLIGHT. ON ARRIVAL AT THE GATE, BURNED ODOR WAS STRONGER AND THEY SHUTDOWN EVERYTHING INCLUDING THE APU. AFTER INVESTIGATION, MAINTENANCE FOUND AC ESSENTIAL RELAY K1XD BURNED IN JB6 AND CARBON TRACES WERE FOUND ON THE RELAY SOCKET AND JB6 BRACKET/CASING. REF LOG NR 565535 AC ESSENTIAL SENSE RELAY K1XD P/N VS 643 AND RELAY SOCKET PN S0-1021-7127 WERE REPLACED AND THE AIRCRAFT RETURNED TO SERVICE. (TC NR 20070405009)

CA070416005

CNDAIR

GE  

 

CONNECTOR

CONTAMINATED

4/13/2007

CL6002B19

CF343A1

 

 

SELECTOR VALVE

(CAN) ON APPROACH NOSE LANDING GEAR DID NOT EXTEND. CREW CARRIED OUT A GO-AROUND AND COMPLETED A MANUAL EXTENSION. THE GEAR LOWERED AND LOCKED-CREW RECEIVED 3 GREENS IN THE COCKPIT. THE AIRCRAFT LANDED WITHOUT INCIDENT. MAINTENANCE WAS DISPATCHED TO TROUBLESHOOT. PSEU CODES READ AND FORWARDED TO TECH OPS. AFTER CONSULTATION WITH TECH OPS, SUSPECT THE NLG SELECTOR VALVE AT FAULT. AFTER FURTHER INSPECTION IT WAS NOTED THAT THE NLG SELECTOR VALVE HAD A SLIGHT LEAK NR THE SOLENOID CONNECTOR PLUG WAS CONTAMINATED WITH HYD FLUID. THE SELECTOR VALVE WAS REPLACED AND GEAR SWINGS WERE CARRIED OUT WITH NFF AND A/C WAS RETURNED TO SERVICE WITHOUT ANY FURTHER INCIDENTS. (TC NR 20070416005)

CA070409002

CNDAIR

GE  

 

PLUG

MISSING

4/4/2007

CL6002B19

CF343B1

 

R1309P216

RT EDP

(CAN) AFTER TAKEOFF FROM SOUTH BEND (SBN), THE AIRCRAFT CLIMBED TO FL 290. SHORTLY AFTER REACHING CRUISE ALTITUDE, THE RT ENGINE OIL PRESS WARNING ILLUMINATED FOLLOWED BY A DROP IN THE OIL PRESSURE ON THE RT OIL PRESSURE GAUGE. THE FLIGHT CREW PERFORMED THE QRH PROCEDURES AND REDUCED POWER ON THE RT ENGINE. SEEING THAT THE OIL PRESSURE CONTINUED TO DROP, THE CAPTAIN ELECTED TO SHUTDOWN THE ENGINE. AN EMERGENCY WAS DECLARED AND AN UNEVENTFUL APPROACH AND LANDING WAS MADE AT MSP. UPON LANDING, MAINTENANCE FOUND THAT THE AIRCRAFT HAD A MEL OPENED FOR NR 2 ENGINE DRIVEN HYDRAULIC PUMP. FURTHER INVESTIGATION REVEALED THE RT EDP HAD NOT BEEN PROPERLY MEL`D AND THAT THE OIL LOSS WAS THE RESULT OF A MISSING SPLINE PLUG AND O-RING WHICH ARE PART OF THE MEL KIT FOR EDP`S. MISSING SPLINE PLUG AND O-RING. NOT INSTALLED DURING DEFERRAL OF THE RT EDP LIKE IT SHOULD HAVE IAW AMM AND MFG PROCEDURES. SPINE PLUG AND O-RING (PARTS OF EDP BLANKING KIT FROM GE) SPLINE PLUG P/N: 4025T07P02, O-RING P/N: R1309P216 (TC NR 20070409002)

CA070404009

CNDAIR

GE  

 

CONTROL UNIT

MALFUNCTIONED

4/1/2007

CL6002B19

CF343B1

 

706010

HORIZONTAL STAB

(CAN) SHORTLY AFTER TAKEOFF, FLIGHT EXPERIENCED A HSTA RUNAWAY. ACFT HAD JUST DEPARTED RUNWAY AND FLAPS WERE RETRACTED TO 0 DEGREES. AUTOPILOT DISENGAGED. TRIM SELECTION INPUT MADE. STABILIZER TRIM CONTINUED TO RUN & ASSOCIATED AURAL ALERT SOUNDED. IMMEDIATE ACTION CHECKLIST WAS COMPLETED, AS WAS QRH PROCEDURE. MODERATE CONTROL PULL FORCES WERE REQUIRED TO FLY ACFT AT 10,000 & 250 KNOTS. CREW USED ACARS SYSTEM TO CALCULATE A WEIGHT & BALANCE, & REDISTRIBUTED CABIN LOAD TO ALLEVIATE CONTROL FORCES. ICE ENCOUNTERED AT 10,000 FT & REQUIRED DESCENT TO 8,000 FT. EMERGENCY DECLARED. ACFT RETURNED. FLAPS SELECTED TO 20 DEGREES WHILE BETWEEN 8000 & 6000 FT. CONTROL FORCES WERE SIGNIFICANTLY LIGHTER ONCE FLAPS SELECTED. AN INCREASE IN PULL FORCES WAS REQUIRED ONCE GEAR SELECTED DOWN. AN UNEVENTFUL LANDING, FLAPS 20 DEGREES IAW QRH, NO REPORTED INJURIES.

CA070404003

CNDAIR

GE  

 

WIRE HARNESS

DAMAGED

4/3/2007

CL6002B19

CF343B1

 

UK  

RUDDER POSITION

(CAN) DURING AN INSPECTION, THE RUDDER POSITION TRANSMITTER HARNESS WAS FOUND TO BE DAMAGED. THE CAUSE OF THE DAMAGE WAS FOUND TO BE IMPROPER ROUTING BY COMPARING WITH ANOTHER A/C S/N 7163. THE ACTUAL ROUTING DRAWING WHERE REQUESTED FROM BOMBARDIER AND THE HARNESS WILL BE REPAIRED AND REROUTED PROPERLY. (TC NR 20070404003)

CA070404011

CNDAIR

GE  

 

APU  

FAILED

3/30/2007

CL6002B19

CF343B1

 

38004883

 

(CAN) TECHNICIAN WAS TROUBLESHOOTING THE APU FOR APU AUTO SHUTDOWN, LOSS OF APU DOOR POSITION ON STATUS PAGE. ECU CODE: 109,224,91 MAINTENANCE FOUND THE ELECTRICAL CONNECTOR FOR OIL TEMP SENSOR PARTIALLY INSTALLED ( CODE 91). RESECURED THE CONNECTOR AND PROCEEDED TO START THE APU. AT THAT TIME NO FUEL LEAK / OIL LEAK WERE NOTED IN THE APU ENCLOSURE. START THE APU WITH NO PROBLEM AND WITH BOTH A/C PACKS RUNNING, A STRONG SMELL OF FUEL IN THE COCKPIT AND GALLEY AREA WAS NOTED. SOME FUEL ON THE GROUND AT THE DRAIN AREA WAS NOTED. SHUTDOWN THE APU, CLIMBED IN THE AFT EQUIPMENT BAY, START TO OPEN THE OIL SERVICING PANEL ONCE A FEW FASTENERS WERE LOOSE THEN A FIRE FLARED UP. ASKED THE CREW TO DISCHARGE THE ONBOARD FIRE EXTINGUISHING AGENT. TECHNICIAN GOT A DRY CHEMICAL AGENT FIRE EXTINGUISHER AND DISCHARGE IN THE ENCLOSURE. THE EVENT TOOK PLACE IN CHARLOTTE NC. DURING THAT NIGHT THE APU WAS REMOVED. ACCORDING TO TECHNICIAN THERE WAS SOME FUEL ON GROUND AT DRAIN LOCATION. NO REPORTED BY PSA. THEY R & R THE APU ASSEMBLY. NO DAMAGE REPORTED TO THE EXHAUST/INTAKE ASSEMBLY. PSA REPORT SOME DAMAGE TO THE RIGHT ELEVATOR CABLE. REO WAS PROVIDED 601R27-31-013 (TC NR 20070404011)

CA070119001

CNDAIR

GE  

 

WINDOW

CRACKED

1/17/2007

CL6002B19

CF343B1

 

NP1393229

COCKPIT

(CAN) SEVERAL CRACKS IN LT SIDEWINDOW INNER AND CENTER. A/C AOG LT SIDEWINDOW CHANGED ACC AMM. ALL TESTS SATISFIED (TC NR 20070119001)

CA070122005

CNDAIR

GE  

 

BUSHING

LACK OF LUBE

1/19/2007

CL6002B19

CF343B1

 

600210713

HORIZONTAL STAB

(CAN) CREAKING NOISE HEARD WHEN HORIZONTAL STABLIZER WAS CYCLED THROUGH FULL RANGE. HORIZONTAL STAB HINGE BUSHINGS.THEY WERE FOUND DRY. IPC REF:27-43-01-01, ITEM NR 60. PARTS HAND LUBED AND RE-ASSEMBLED IAW MM TASK NR 000-13-320-121. CURRENT INTERVAL FOR THIS TASK IS 10,000 FLT.HRS (TC NR 20070122005)

CA070122006

CNDAIR

GE  

 

BUSHING

LACK OF LUBE

1/21/2007

CL6002B19

CF343B1

 

600210713

HORZONTAL STAB

(CAN) CREAKING NOISE HEARD WHEN THE HORIZONTAL STABILIZER WAS CYCLED THROUGH FULL RANGE. AFT FITTING ON THE HORIZONTAL STABILIZER DISASSEMBLED. BUSHING WAS FOUND DRY ( NO LUBRICATION ). PARTS CLEANED, INSPECTED, HAND LUBED AND RE-ASSEMBLED IAW MM TASK NR 000-12-320-121. CURRENT INTERVAL FOR THIS TASK IN THE MANUAL IS 10,000 FLIGHT HOURS. (TC NR 20070122006)

CA070118002

CNDAIR

GE  

 

FLAP SYSTEM

MALFUNCTIONED

1/17/2007

CL6002B19

CF343B1

 

 

TE FLAPS

(CAN) THE CREW REPORTED A FLAP FAIL MESSAGE ON APPROACH. THE CREW SELECTED FLAP 8 AND FLAP FAIL MESSAGE CAME ON IMMEDIATELY AND THE FLAPS FROZE AT 0 DEGREES INDICATED. ON THE GROUND A CB RESET WAS CARRIED OUT AND THE CODES WERE OBTAINED . THE AIRCRAFT WAS FERRIED WHERE AN INVESTIGATION IS STILL ONGOING BY LINE MAINTENANCE (TC NR 20070118002)

CA070413001

CNDAIR

GE  

 

COWLING

DEPARTED

4/7/2007

CL6002B19

CF343B1

 

 

THRUST REVERSER

(CAN) A/C EXPERIENCED A THRUST REVERSER UNLOCK IN FLIGHT AT A CRUISE FLIGHT LEVEL OF 16000 FEET WITH AN APPROXIMATE SPEED OF 280 KNOTS. A SMALL VIBRATION IN THE AIRFRAME WAS FELT BY THE CREW PRIOR TO RECEIVING THE (REVERSER UNLOCK) MSG, FOLLOWED BY A LOUD BANG, WITH THE AIRCRAFT PITCHING UP AND ROLLING LT. THE CREW STOWED THE REVERSER AND VIBRATIONS SUBSEQUENTLY STOPPED. UPON LANDING INTO ORD UNDER A DECLARED EMERGENCY, IT WAS NOTE THAT T/R TRANSLATING COWLS WERE MISSING, ALONG WITH THE STRUCTURAL DAMAGE TO THE VERTICAL AND HORIZONTAL STAB. LIST OF AFFECTED COMPONENT TO FOLLOW. (TC NR 20070413001)

CA070426002

CNDAIR

GE  

 

PUMP

LEAKING

4/24/2007

CL6002B19

CF343B1

 

6078T39P04

FUEL SYSTEM

(CAN) DURING ENGINE START UP, GROUND CREW OBSERVED A LEAK COMING FROM BELOW THE ENGINE NR 2. LINE MAINTENACE FOUND A FUEL LEAK FROM A MICROSCOPIC PIN HOLE CLOSE TO A PLUGGED FITTING ADAPTOR ON ENGINE NR 2 FUEL PUMP AFT CASING. THE EXACT PIN HOLE LOCATION WAS NOT FOUND DUE TO THE HIGH FUEL PRESSURE MIST. FUEL PUMP SN CGWT0202. (TC NR 20070426002)

CA070126013

CNDAIR

GE  

 

FAN  

DISLODGED

1/26/2007

CL6002B19

CF343B1

 

 

ENGINE

(CAN) THE NR 1 ENGINE FAN DISLODGED ITSELF FROM THE ENGINE AND TORE OFF THE INLET AND FAN CASING. IT ALSO DID EXTENSIVE DAMAGE TO THE PYLON AND THE FUSELAGE. NTSB IS ON SITE FOR THE INVESTIGATION. MORE INFORMATIOON TO FOLLOW ONCE AVAILABLE. (TC NR 20070126013)

CA070202018

CNDAIR

GE  

 

WHEEL

DAMAGED

2/1/2007

CL6002B19

CF343B1

 

50105711

MLG 

(CAN) DURING ROTATION THE A/C PULLED TO THE LT ON CLIMB OUT , ASSOCIATED WITH SEVERE VIBRATION. THE FLIGHT CREW DECIDED TO DIVERT THE A/C. UPON LANDING THE ROB TIRE DEFLATED. UPON INVESTIGATION, THE FOLLOWING WAS FOUND . THE INNER RT MAIN WHEEL CORD WAS DAMAGED AND DEFLATED. ( FROM ORIGINAL REPORT ON T/O. BOTH MAIN WHEEL`S WERE REPLACED . THE OUTER RT MAIN WHEEL WAS DAMAGED ON LANDING. THE RT INNER FLAP WAS DAMAGED BY THE TIRE SEPARATION NR REPLACED . THE AFT FUSELAGE BODY FAIRING WAS SLIGHTLY DAMAGED AND REPAIRED UNDER REO 601R-53-82-267( 500 FT/HRS ) (TC NR 20070202018)

CA070302002

CNDAIR

GE  

 

COWLING

DEPARTED

2/25/2007

CL6002B19

CF343B1

 

 

LT NACELLE

(CAN) FLIGHT 3808, REPORTED A LOUD NOISE SHORTLY AFTER DEPARTURE, ON LANDING DISCOVERED COWLING MISSING AND UNKNOWN DAMAGE TO HORIZONTAL STABILIZER, NO REPORTED INJURIES, SN 7849 (REG N456ZW). WHAT COLLATERAL DAMAGE TO HZ STAB AND OTHER AREAS? HZ STAB LEADING EDGE AND HZ STAB CENTER BULLET CAP SIGNIFICANT IMPACT DAMAGE ASSUMED FROM LT UPPER FAN COWL DEPARTING THE AIRCRAFT. WHAT POINT IN DEPARTURE WAS (LOAD NOISE) HEARD? (LOUD NOISE) ASSUMED TO BE (CARGO SHIFT) NOW SUSPECTED AS COWL DEPARTURE AT 2800 FEET ON INITIAL CLIMB OUT, ENROUTE. BECAUSE PILOTS ASSESSED NOISE TO BE (CARGO SHIFT) THEY ELECTED TO CONTINUE. LT UPPER FAN COWL WAS RECOVERED BY AND CURRENTLY RETAINED BY US COAST GUARD FROM LOCATION OUTSIDE AIRPORT PERIMETER. PICTURES OF RECOVERED COWL PROVIDED BY US COAST GUARD. DOES SEEM SIMILAR TO PREVIOUS PWG REPORTED AND DISCUSSED FAN OR CORE COWL SEPARATION EVENTS BOTH (MAINT ERRORS) AND OTHER POSSIBLE CAUSES. THIS AIRCRAFT HAD PREVIOUS OVERNIGHT MAINTENANCE, INCLUDING LT UPPER FAN COWL REMOVAL AND REATTACHMENT. THIS WAS FIRST FLIGHT POST MAINTENANCE. PICTURES OF LT UPPER FAN COWL RECOVERED BY US COAST GUARD AND CONDITION OF COWL FASTENER LOCATIONS ON THE POWER PLANT ARE CONSISTENT WITH SOME FASTENERS NOT BEEN LOCKED. PICTURES OF RECOVERED LT FAN COWL SEEM TO INDICATE SECONDARY DAMAGE CONSISTENT WITH COWL COLLIDING WITH HZ STAB LEADING EDGE AND HZ STAB CENTER BULLET FAIRING POST SEPARATION FROM LT NACELLE. WAITING ADDITIONAL DETAILS. (TC NR 20070302002)

CA070312005

CNDAIR

GE  

 

HOUSING

CRACKED

2/25/2007

CL6002B19

CF343B1

 

1196411

ECAPE HATCH

(CAN) CREW ESCAPE HATCH HANDLE HOUSING FOUND CRACKED AND OUTER HANDLE WAS CORRODED. THE PART OF THE HOUSING THAT FITS INSIDE OF THE INNER HANDLE WAS CRACKED COMPLETELY OFF. (TC NR 20070312005)

CA070206003

CNDAIR

GE  

 

COVER

DISLODGED

2/4/2007

CL6002B19

CF343B1

 

 

AGB 

(CAN) APPROX 10 MINS INTO THEIR DESCENT, THE NR 1 OIL PRESSURE WARNING LIGHT ILLUMINATED. THE NR 1 OIL PRESSURE READ 0. THE CREW REFERENCED THEIR CHECKLIST AND SHUTDOWN THE ENGINE. THE CREW ANNOUNCED TO THE PAX THAT DUE TO LOW OIL PRESSURE THEY WERE GOING TO SHUT DOWN AN ENGINE. MAINTENANCE CHECKED AND CLEANED TRANSDUCER CONNECTOR PLUGS, OIL TANK AND ASSOCIATED PLUMBING. THE ONLY ANOMALY NOTED WAS THE PLUG ON THE ACCESSORY GEAR BOX WAS NOT PROPERLY SECURED. THE CIRCLIP WAS OFF AND THE PLUG DISLODGED SOMEWHAT. THERE WAS NO EVIDENCE OF MASSIVE OIL LOSS, BUT SUSPECT WITH CAP OFF ENGINE WAS PROBABLY SUCKING AIR, AND NOT PRESSURIZING ACCESSORY GEAR BOX PROPERLY. CIRCLIP SECURED. IDLE AND HIGH POWER RUNS COMPLETED SUCCESSFULLY. (TC NR 20070206003)

CA070205002

CNDAIR

GE  

 

VANE

FAILED

2/3/2007

CL6002B19

CF343B1

 

0861HB

AOA 

(CAN) DURING CLIMB OUT STALL FAIL CAUTION MESSAGE ILLUMINATED. CREW UNABLE TO RESET DURING FLIGHT. CREW ELECTED TO LAND AT ENROUTE MAINTENANCE BASE. MAINTENANCE REPLACED RT AOA VANE, FUNCTION CHECKED AND AIRCRAFT RETURNED TO SERVICE (TC NR 20070205002)

CA070205003

CNDAIR

GE  

 

ACTUATOR

FAILED

2/3/2007

CL6002B19

CF343B1

 

 

TE FLAP

(CAN) ON APPROACH, CREW SELECTED FLAP 8 AND RECEIVED A (FLAP FAIL) MESSAGE. FLAP FAILED AT 0. CREW ADVISED ATC AND DECLARED EMERGENCY. LANDING WAS UNEVENTFUL. (TC NR 20070205003)

CA070208001

CNDAIR

GE  

 

CONTROL LEVER

DAMAGED

2/7/2007

CL6002B19

CF343B1

 

7805013

TE FLAP CONTROL

(CAN) AFTER LANDING WITH FLAPS SELECTED TO 45 DEGREES, THE CREW SELECTED FLAPS FROM 45 TO 20 DEGREES AND THE FLAPS DID NOT MOVE. CAPTAIN PUT THE FLAPS BACK TO 45 DEGREES. FECU (FLAPS ELECTRONIC CONTROL UNIT) CODES RETRIEVED BY MAINTENANCE POINTED OUT TO THE FLAP CONTROL LEVER WHICH WAS REPLACED. (TC NR 20070208001)

CA070128001

CNDAIR

GE  

 

BEARING SEAL

LEAKING

1/25/2007

CL6002B19

CF343B1

 

 

NR 2 ENGINE

(CAN) REPORTS OF LAV SMOKE CAUTION MSG COMING ON. PROBLEM APPEARS TO HAVE BEGUN ON DEC 5,2006 FLT. 8620, ON CLIMB-OUT, CREW RECEIVED A LAV SMOKE DETECT CAUTION LIGHT, FA CHECKED LAV NO SMOKE WAS EVIDENT, FLIGHT RETURNED TO DEPARTURE. A/C WAS DE-ICED PRIOR TO DEPARTURE AND DE-ICE FLUID WAS THE SUSPECTED CAUSE. BOTH COALESER BAGS WERE REPLACED AND GROUND RUNS WERE CARRIED OUT. A 2ND EVENT OCCURRED ON THE GROUND , DEC 5,2006, LAV SMOKE MSG CAME ON FOR 30 SEC’S THEN DID NOT COME ON AGAIN, C/B’S WERE RESET AND A/C WAS POWERED DOWN AND RESET, FUNCTION CHECKED SERVICEABLE. 3RD EVENT, JANUARY 17, 2007, FLT. 7690, SHORTLY AFTER ROTATION, FLIGHT CREW RECEIVED A SMOKE IN THE LAV INDICATION AND FA CONFIRMED LAV SMOKE DETECTOR WENT OFF, AN EMERGENCY WAS DECLARED AND A/C RETURNED TO YUL. NO SMOKE WAS EVIDENT. THE AIRCRAFT HAD BEEN DE-ICED PRIOR TO FLIGHT AND WAS POSSIBLE CAUSE, THE LAV SMOKE DETECTOR WAS REPLACED. 4TH EVENT, JAN 19,2007, FLT. 8295, ON DEPARTURE THROUGH 200 FEET THE LAV SMOKE CAUTION MSG CAME ON, F/A CHECKED LAV FOR SMOKE, NO SMOKE OR SMELL WAS EVIDENT, A/C RETURNED TO YWG FOR MAINTENANCE TO INVESTIGATE. AT THE TIME OF THE INCIDENT THE APU WAS OFF AND THE AIR CONDITIONING SYSTEM WAS BEING SUPPLIED BY THE ENGINES. THE LAV SMOKE DETECTOR WAS SUSPECTED AS BEING FAULTY AND WAS REPLACED A 2ND TIME. 5TH EVENT, JAN 25/2007, FLT.7941, CLIMBING THROUGH 500 FEET CREW RECEIVED A LAV SMOKE CAUTION LIGHT. F/A INSPECTED LAVATORY AND THEIR WAS NO SIGN OF SMOKE OR ODOR. THE CAUTION LIGHT WENT OUT WITHIN TWO MIN’S. AS A PRECAUTION A/C RETURNED TO DEPARTURE. MAINTENANCE SAID THEIR WAS AN OIL SMELL IN THE CABIN, THEY CARRIED OUT A BOROSCOPE OF THE ENGINES AND FOUND NR 2 ENGINE, NR 3 BEARING SEAL AT FAULT. A/C WAS FERRIED WHERE THE NR 2 ENGINE WAS REPLACED. CURRENT ENGINE HOURS SINCE.. WAITING FOR TEAR DOWN REPORT FOR FURTHER INFORMATION. (TC NR 20070128001)

CA070214001

CNDAIR

GE  

 

FLAP SYSTEM

JAMMED

2/14/2007

CL6002B19

CF343B1

 

 

TE FLAPS

(CAN) ON APPROACH, WHEN THE CREW SELECTED FLAP 8, THE FLAPS DID NOT MOVE AND THEY STAYED AT 0. CREW LANDED FLAPLESS WITHOUT INCIDENT. NO MORE DETAILS. INFORMATION WILL BE UPDATED AS SOON AS IS AVAILABLE. (TC NR 20070214001)

CA070213001

CNDAIR

GE  

 

FCU  

MALFUNCTIONED

2/12/2007

CL6002B19

CF343B1

 

 

TE FLAPS

(CAN) FLAP FAIL MESSAGE RECEIVED IN-FLIGHT. AIRCRAFT LANDED UNEVENTFUL WITH FLAPS ZERO (FLAPS WOULD NOT MOVE). (TC NR 20070213001)

CA070219009

CNDAIR

GE  

 

FLAP SYSTEM

FAILED

2/16/2007

CL6002B19

CF343B1

 

 

 

(CAN) DURING APPROACH WHEN FLAP SELECTED TO 8 DEG, CREW RECEIVED (FLAP FAIL) CAUTION MESSAGE ON EICAS, CONTROL POSITION DISPLAY SHOWED 2DEG ON LT FLAP AND 0 DEG ON RT FLAP. ZERO DEG FLAP LANDING CARRIED OUT. AFTER LANDING CREW PERFORMED VISUAL INSPECTION OF THE FLAPS AND NOTED THAT LT FLAPS APPEARED TO BE AT 2 DEG AND RT FLAP LOOKED LIKE 2 DEG ON THE IB AND 0 DEG ON THE OB. FLAP CIRCUIT BREAKER RESET PROCEDURE CARRIED OUT. FLAPS FUNCTION CHECKED NORMAL. AIRCRAFT POSITIONED TO MAINTENANCE BASE. MAINTENANCE FOUND NO OBVIOUS FAULTS. ALL FLAP ACTUATORS REPLACED WITH REPLACEMENT UNITS, ALL FLAP DRIVE CABLES REMOVED AND INSPECTED AND RE-LUBRICATED. BOTH BPSU`S (FLAP BRAKE AND POSITION SENSOR UNITS) REPLACED. MAINTENANCE ACTIVITIES STILL IN PROGRESS. (TC NR 20070219009)

CA070225001

CNDAIR

GE  

 

WINDSHIELD

BROKEN

2/12/2007

CL6002B19

CF343B1

 

1393215

COCKPIT

(CAN) INNER CORE OF CAPTAINS WINDSHIELD SHATTERED AT FL 330. MX REPLACED CAPTAINS WINSHIELD IAW 56-11-01. (TC NR 20070225001)

CA070219011

CNDAIR

GE  

 

CONNECTOR

CORRODED

2/17/2007

CL6002B19

CF343B1

 

M2430823F

P1RU 

(CAN) CREW REPORTED PASSENGER ADDRESS CIRCUIT BREAKER 1Q5 POPPED , NON PA/CHIMES/CALL FUNCTION. MAINTENANCE INSPECTION FOUND STOWED CONNECTOR P1RU CORRODED AND SHORTING , CONNECTOR IS FOR AFT CABIN PA HANDSET ( NOT INSTALLED ON THIS TAIL) , CONNECTOR HAD BEEN BAGGED AND STOWED ABOVE CEILING PANEL. MAINTENANCE REMOVED CONNECTOR AND HEAT SHRUNK AND STOWED WIRING IAW AMM 20-17-10 . (TC NR 20070219011)

CA070306006

CNDAIR

 

 

DAMPER

MALFUNCTIONED

3/4/2007

CL6002C10

 

 

498003

NLG 

(CAN) ON LANDING CREW REPORTED AN AIRFRAME VIBRATION. CREW INDICATED THAT THE VIBRATION DEMINISHED AS THE AIRCRAFT SPEED REDUCED. AIRCRAFT TAXIIED TO GATE WITHOUT FURTHER INCIDENT. MAINTENANCE INSPECTION REVEALED LOOSE APEX NUT ON LT SHIMMY DAMPER. NEW SHIMMY DAMPER AND ASSOCIATED PARTS ARE BEING REPLACED. (TC NR 20070306006)

CA070202019

CNDAIR

GE  

 

WINDOW

CRACKED

1/31/2007

CL6002C10

CF348C1

 

601R3303031

COCKPIT

(CAN) CREW NOTED ON DESCENT, CAPT SIDE WINDOW CRACKED HOWEVER CABIN PRESS REMAINED NORMAL AND A.C LANDED SAFELY. C/A---REMOVED AND REPLACED CAPT SIDE WINDOW IAW CRJ AMM 56-10-05 AND OPS CK GOOD MX REPORT CAPT SIDE WINDOW SHATTERED (TC NR 20070202019)

CA070329002

CNDAIR

GE  

 

BRACKET

BROKEN

3/23/2007

CL6002C10

CF348C1

 

CN6272017203

HYD LINE

(CAN) AC EXPERIENCED A COMMANDED IFSD DUE TO OIL PRESSURE LOSS DURING CRUISE. DURING FLIGHT, PILOT NOTICED OIL PRESSURE DECREASING STEADILY DURING CRUISE. AT 36 PSI OIL PRESSURE, PILOT INITIATED A COMMANDED SHUTDOWN OF THE NR 2 ENGINE AND DIVERTED INTO BILLINGS FOR AN UNEVENTFUL SINGLE ENGINE LANDING. UPON INSPECTION OF ENGINE, MECHANICS NOTICED A STATIC OIL LEAK FROM THE BOTTOM OF GEARBOX. AFTER FURTHER INSPECTION, IT WAS NOTICED THAT THE BRACKET HOLDING THE HYD LINE TO GEARBOX AT 6:30 ON THE AFT AGB FLANGE HAD BROKEN OFF, AND CONTACTED THE BOTTOM OF THE GEARBOX JUST ABOVE THE BRACKET LOCATION, HAD WORN A HOLE IN THE AGB HOUSING, RESULTING IN THE OIL LOSS. ENGINE IS BEING REMOVED AND REPLACED, ANOTHER ENGINE IN THE SKW SLC SHOP WAS FOUND TO HAVE THE SAME BRACKET CRACKED, AND I AM ALSO RESEARCHING THE MAINTENANCE HISTORY ON THIS ENGINE TO DETERMINE IF MAINTENANCE WAS DONE IN THE ARE, OR IF IT HAS NOT BEEN DISTURBED FROM PRODUCTION. THIS IS A BA/SHORTS EBU BRACKET. UNQUOTE THE AFFECTED BRACKET SUPPORTS THE EDP PRESSURE LINE, SHORTS PN CN627-2017-203 OR CN 627-2017-901 ENGINE IPC 71-00-05- FIG 05 ITEMS 560 AND 560A. ACTUAL PN OF CRACKED BRACKET NOT YET KNOWN. THIS PN APPEARS TO BE OR WAS SUPPLIED, INSTALLED TO BASIC ENGINES. THIS IS A 2ND KNOWN SIMILAR IFSD EVENT. PREVIOUS MESA A/C 10104 MAY 18/06 (TC NR 20070329002)

CA070117007

CNDAIR

GE  

 

WINDOW

CRACKED

1/15/2007

CL6002C10

CF348C1

 

601R3303311

COCKPIT

(CAN) PILOT SIDE WINDOW INNER LAYER CRACKED. SIDE WINDOW ACC AMM 56-12-01 REPLACED. OPERATIONAL TEST OF WINDOW TEMP CONTR. DO A LEAK TEST OF LT SIDE WINDOW AFTER REPLACEMENT ACC AMM 56-12-400-801 A01 PERFORMED SATISFIED (TC NR 20070117007)

CA070117008

CNDAIR

GE  

BFGOODRICH

SEAL

LEAKING

1/15/2007

CL6002C10

CF348C1

 

7339FT160T

NLG STRUT

(CAN) FLIGHT 5663 DEPARTED WITH 65 PASSENGERS ON BOARD WITH NO ISSUES NOTED. ON APPROACH, AFTER GEAR DOWN SELECTION CREW NOTED A NWS INOP CAUTION MESSAGE. TO GIVE THEMSELVES TIME TO GO THROUGH THE NWS INOP MESSAGE, THEY CARRIED OUT A GO AROUND. AS THEY FLEW BY THE RUNWAY, THE TOWER INFORMED THEM THAT THE NOSEWHEELS APPEARED TO BE TURNED 90 DEGREES. AN AC FLYING NEARBY OFFERED TO FLY BY THE AIRCRAFT AND INSPECT THE NOSE GEAR. THE PILOT REPORTED THAT THE NOSE GEAR WHEELS WERE OFF CENTER BY 20 DEGREES. AT THE GATE MAINTENANCE INSPECTED THE NOSE GEAR AND FOUND THAT THE STRUT WAS FLAT. MAINTENANCE SERVICED THE STRUT AND NOTED THAT THE STRUT WAS LEAKING. STL MAINTENANCE IS DISPATCHING MAINTENANCE AND SEALS TO REPAIR THE STRUT. SEAL REPLACED, A/C RETURNED TO SERVICE (TC NR 20070117008)

CA070404010

CNDAIR

GE  

 

WINDSHIELD

FAILED

3/28/2007

CL6002C10

CF348C1

 

NP13932113

COCKPIT

(CAN) ON CLIMB OUT THROUGH 11000` PILOTS WINDSHIELD SHATTERED. REMARKS FROM PILOT (TOOK OFF CLIMBING THROUGH 11000 OR 12000) THE LT FRONT PILOT WINDSHIELD SPIDERWEBBED AND SHATTERED. IT SPIDERWEBBED ALL AT ONCE VERY QUICKLY. WE DECLARED AN EMERGENCY, DESCENDED TO 8000 FT AND SLOWED THE AIRCRAFT DOWN TO 190 KNOTS. COMPLETED THE QRH FOR LT WINDSHIELD HEAT. TRANSFERRED THE CONTROLS TO THE FIRST OFFICER AND PREPARED FOR AN EMERGENCY LANDING. BRIEFED THE FLIGHT ATTENDANTS AND SENT A MESSAGE TO DISPATCH VIA ACARS. NEXT WE ADVISED OPS WE WERE RETURNING AND WERE ASSIGNED GATE. FIRST OFFICER AND BRIEFED AN OVERWEIGHT LANDING AND COMPLETED IN RANGE AND BEFORE LANDING CHECKLIST. CONDITIONS WERE GUSTY WINDS GUSTING UP TO 43 KNOTS WITH WIND SHEER ADVISORIES IN THE AREA. AN OVERWEIGHT 70000 LBS LANDING WAS UNEVENTFULLY MADE AND WE TAXIED TO THE GATE. CVR WAS POSITIONED ON THE RUNWAY FOR OUR LANDING DUE TO WINDSHIELD AND OVERWEIGHT CONDITIONS. THE AIRPORT OPERATIONS AND PERSONNEL MET US AT THE GATE, TOOK STATEMENTS AND PHOTOS OF THE AIRPLANE. WROTE UP LT FRONT WINDSHIELD AND OVERWEIGHT LANDING IN MAINTENANCE LOG. UPON INSPECTION BY MECHANIC THE OUTER AND MIDDLE PANES OF THE WINDSHIELD HAD SHATTERED. (TC NR 20070404010)

CA070123014

CNDAIR

GE  

 

WINDSHIELD

CRACKED

1/21/2007

CL6002D24

CF348C1

 

NP13932114

COCKPIT

(CAN) RT WINDSHIELD CRACKED, FL240.IAS250 DIFF PRESS 7.4 RT WINDSHIELD REPLACED ACC AMM 56-11-01-400. CURE TIME OF SEALANT TIL 21-01-2007, 20:00 LOC TIME. PLS PERFORM ADJUSTMENT OF WIPER ARM TENSION ACC AMM 30-42-09-400-801-A01 AND OPS TEST OF WIPER AND PERFORM A LEAK TEST OF WINDSHIELD ACC AMM 56-11-01-400-801-A01 (E). CONDITION OF SEALANT CHECKED OK. ADJUSTMENT OF WIPER ARM IAW.AMM. CHECKED OK. OPS TEST OF WIPER OK. CABIN PRESSURE TEST UP TO DELTA P 6.0 PERFORMED FOUND SATISFIED. (TC NR 20070123014)

CA070123015

CNDAIR

GE  

 

WINDSHIELD

CRACKED

1/18/2007

CL6002D24

CF348C1

 

NP13932113

COCKPIT

(CAN) LT WINDSHIELD CRACKED. LT WINDSHIELD REPLACED IAW AMM 56-11-01-000-801 (TC NR 20070123015)

CA070409001

CNDAIR

GE  

 

ENGINE

MALFUNCTIONED

3/30/2007

CL6002D24

CF348E5

 

 

NR 1 

(CAN) ON TAKEOFF ROLL, 1ST OFFICER NOTICE A MOMENTARY FLUCTUATION OF ABOUT 2% ON NR 1 N1 GAGE JUST AFTER THE 80 KNOTS CALL. N1 THEN STABILIZED UNTIL REACHING JUST OVER 100 KNOTS, FLUCTUATED AGAIN. DID NOT HEAR OR FEEL ANY CHANGES IN ENGINE. THERE WERE NO EICAS MSG AND ALL OTHER ENGINE READOUTS WERE STABLE AND NORMAL. THIS WAS POSSIBLY A ERRONEOUS N1 READOUT, ELECTED TO CONTINUE TAKEOFF. EVERYTHING NORMAL ON CLIMB UNTIL SHORTLY AFTER ACCELERATION ALTITUDE WHEN NR 1 N1 BEGAN TO FLUCTUATE MORE SIGNIFICANTLY. COULD NOW HEAR AND FEEL NR 1 ENGINE SURGING. WITHIN SECONDS, ENGINE WENT INTO AN OVERSPEED CONDITION ACCOMPANIED BY A FADEC FAULT 1 STATUS MSG. BROUGHT THRUST LEVER TO IDLE, NO EFFECT. DECLARED AN EMERGENCY & RETURNED TO FIELD. LEVELED AT 7000 FT. WITH BOTH THRUST LEVERS AT IDLE, ACFT NEARING VMO VERY QUICKLY. RAN EPC & ENGINE SHUTDOWN CHECKLIST VERY QUICKLY. LANDED WITHOUT INCIDENT, FIRE DEPARTMENT INSPECT ENGINE FOR ANY SIGNS OF FIRE OR DAMAGE TAXIED TO GATE UNDER ACFT POWER. NO VISIBLE DAMAGE TO ACFT. ENGINE WAS REPLACED. (TC# 20070409001)

CA070301004

CNDAIR

 

 

ROD  

CORRODED

3/1/2007

CL6012A12

 

 

6009260273

SPOILER

(CAN) DURING THE PILOT PRE-FLIGHT CHECKS THE LT FLIGHT SPOILER INDICATED DEPLOYED WHEN STOW WAS SELECTED. THE FLIGHT SPOILER STOW/DEPLOY HANDLE WAS STIFF AT THE STOW EXTREMELY. VISUAL CONFIRMATION REVEALED THAT THE FLIGHT SPOILER WAS NOT FULLY STOWED BUT THE RT SPOILER WAS. INVESTIGATION REVEALED THAT THE ROD ENDS OF THE 15 DEGREE CONTROL ROD WERE CORRODED WITH RED RUST AND WERE NOT ABLE TO MOVE RESTRICTING THE FEEDBACK OF THE FLIGHT SPOILER CONTROL UNITS ON THE LT SIDE. OPERATIONS USING TYPE 4 ANTI-ICING FLUIDS HAVE SHOWN TO CAUSE RED RUST CORROSION ON UNPROTECTED STEEL. THERE CURRENTLY IS NO REQUIREMENT TO TREAT THE SURFACES WITH A CORROSION INHIBITOR. THE USE OF TYPE 4 ANTI-ICING FLUIDS CONTRIBUTING TO CORROSION SHOULD BE DOCUMENTED AS THEY WILL INCREASE THE RATE OF CORROSION AND SHOULD BE ADDRESSED IN THE MAINTENANCE PROGRAMS AND CORROSION INSPECTIONS. (TC NR 20070301004)

CA070125001

CNDAIR

GE  

 

ACTUATOR

INOPERATIVE

1/25/2007

CL6012A12

CF343A

 

6008500185

MLG 

(CAN) RT MAIN LANDING GEAR UNLOCK INDICATION APPROX. 15 - 20 MIN. AFTER ARRIVAL, NO PUMP, NO GEAR COMMAND, LOCK PARTIALLY MOVED TO UNLOCK POSITION. RETRACTING ACTUATOR REPLACED AND AC RETURNED TO SERVICE.

CA070221001

CNDAIR

GE  

 

BUSHING

FAILED

2/19/2007

CL6012A12

CF348E5A1

 

600902461

RUDDER

(CAN) DURING FLIGHT THE CO-PILOTS RUDDER PEDAL ADJUSTMENT MECHANISM FAILED ALLOWING THE RUDDER PEDALS TO FALL FORWARD TO THE LIMIT OF THEIR TRAVEL. INSPECTION REVEALED THAT THE THREADED BUSHING IN THE ADJUSTMENT MECHANISM HAD FAILED ALLOWING THE SYSTEM TO DICONNECT. NOTE: RUDDER CONTROL WAS STILL AVAILIBLE THOUGH RUDDER PEDAL POSITION ADJUSTMENT WAS NOT. (TC NR 20070221001)

CA070209023

CNDAIR

 

 

WINDSHIELD

CRACKED

2/7/2007

CL6013A

 

 

6003303026

COCKPIT

(CAN) RT WINDSHIELD OUTER LAYER CRACKED DURING FLIGHT, A SINGLE CRACK LOCATED IN THE CENTER OF THE WINDSHIELD AND IS VERTICAL FROM TOP TO BOTTOM. AIRCRAFT PRESSURIZATION WAS NOT AFFECTED AND AIRCRAFT RETURNED TO BASE. (TC NR 20070209023)

CA070403005

CNDAIR

GE  

 

WATER HEATER

ODOR

3/31/2007

CL6013A

CF343A

 

060150C1

LAVATORY

(CAN) WHILE EN ROUTE, A BURNING ODOR WAS NOTICED BY THE CREW AND PASSENGERS. NO SMOKE WAS APPARENT IN THE CABIN OR COCKPIT. THEN SEARCHED THE LAVATORY AND BAGGAGE COMPARTMENT. A TRACE OF SMOKE WAS FOUND IN THE BAGGAGE COMPARTMENT. A QUICK VISUAL INSPECTION OF THE LUGGAGE WAS CARRIED OUT TO SEE IF THIS WAS THE SOURCE OF THE SMOKE. IT WAS NOT. UPON EXITING THE LUGGAGE COMPARTMENT THE SMOKE WAS SEEN SLOWLY ADVANCING TO THE PASSENGER CABIN. CLOSED THE DOOR TO THE BAGGAGE AREA AS WELL AS TO THE LAVATORY. BRIEFED THE PASSENGERS TO NOT OPEN THE DOORS AND MOVED THEM TO THE MOST FORWARD SEATING POSITIONS. DECLARED AN EMERGENCY AND REQUESTED TO LAND. A RAPID DESCENT WAS INITIATED AND THE QRH PROCEDURE FOR SMOKE REMOVAL WAS CARRIED OUT. THE CABIN WAS SMOOTHLY DEPRESSURIZED TO ASSIST IN CLEARING THE SMOKE. A VISUAL APPROACH AND LANDING WAS CONDUCTED. UPON PARKING ON THE RAMP, AIRPORT FIRE AND RESCUE EVACUATED THE AIRCRAFT TO SEARCH FOR THE SOURCE OF THE SMOKE. THE CAUSE WAS LATER DETERMINED TO BE FROM THE LAVATORY HOT WATER HEATER. IT HAD OVERHEATED CAUSING THE INSULATING BLANKET AROUND IT TO SMOLDER. THE WATER HEATER WAS REMOVED AND THE SYSTEM DEACTIVATED BY AN ENGINEER FROM OUR APPROVED MAINTENANCE ORGANIZATION. THE AIRCRAFT WAS FERRIED BACK WITH NO FURTHER INCIDENT. DAMAGE WAS LIMITED TO THE HOT WATER HEATER AND ITS INSULATING COVER (TC NR 20070403005)

CA070308003

CNDAIR

GE  

 

GEARBOX

FAILED

3/7/2007

CL604

CF343B1

 

2100140007

THROTTLE

(CAN) DURING CLIMB, THE RT ENGINE WAS NOT ABLE TO ACHIEVE CLIMB POWER. THE AIRCRAFT DIVERTED TO ANOTHER AIRPORT AND LANDED UNEVENTFULLY. INVESTIGATION REVEALED THAT THE THROTTLE GEARBOX HAS AN AREA WHERE MOVEMENT OF THE THROTTLE HAS NO EFFECT ON THE MFC. THIS CONDITION WOULD NOT ALLOW THE MFC TO REACH THE MAX POWER STOP. MFG SB 604-76-004 HAD NOT BEEN COMPLIED WITH AT THIS TIME NOR WAS IT REQUIRED AT THIS TIME BUT WAS PLANNED TO BE COMPLETED. THERE ARE (2) AD`S FOR THROTTLE GEARBOX WEAR ON THE RJ FLEET. REF: AD 2005-06-04, AD 2004-05-12. AFTER REPAIR AND RETURN OF THE AIRCRAFT TO THE MAIN BASE AND EXAMINATION OF THE FAILED PART THEN MORE INFORMATION WILL BE PROVIDED. (TC NR 20070308003)

CA070405010

CURTIS

PWA  

CURTIS

AXLE

FRACTURED

4/5/2007

C46DAIRLIFT

R280051

 

203601042

TAIL GEAR

(CAN) DURING TAXI TO RUNWAY POSITION, TAIL WHEEL AXEL FRACTURED RESULTING IN TAIL WHEEL DEPARTING TAIL GEAR ASSEMBLY. TAXI WAS AT SLOW SPEED BUT TAIL FORK DAMAGED DURING AXEL FAILURE. TAIL WHEEL FORK AND AXEL ASSEMBLY, WERE REPLACED AND AIRCRAFT RETURNED TO SERVICE. (TC NR 20070405010)

CA070330003

CVAC

ALLSN

 

RELAY

FAILED

3/29/2007

340CVAC

501D13D

 

N547E

TE FLAP

(CAN) DURING INSPECTION, THE FLAPS WERE SELECTED DOWN. THEY STOPPED MOVING APPROXIMATELY HALF WAY DOWN. THE FLAP SOLENOID CIRCUIT BREAKER WAS OBSERVED TO BE OPEN. UPON INVESTIGATION THE FLAP RELAY LOCATED IN THE GENERAL RELAY PANEL WAS FOUND TO HAVE FAILED. THE RELAY WILL BE REPLACED WITH A SERVICEABLE UNIT. (TC NR 20070330003)

CA070308004

CVAC

ALLSN

 

CONTROL SWITCH

SHORTED

3/6/2007

340CVAC

501D22

 

 

 

(CAN) WHILE CARRYING OUT FLIGHT TRAINING THE LT GENERATOR WAS TURNED OFF. WHEN SELECTED BACK ON, IT WAS NOTED THAT SMOKE WAS COMING FROM THE VOLTAGE REGULATOR. THE GANG BAR WAS SELECTED TO SHUTOFF DC POWER. DURING TROUBLESHOOTING THE MAINTENANCE CREW DISCOVERED AN AN960-10L WASHER HAD SHORTED OUT THE WIRE ATTACHMENT LUGS ON THE BACK OF THE GENERATOR CONTROL SWITCH. A REPLACEMENT VOLTAGE REGULATOR WAS INSTALLED AND THE WIRING SYSTEM WAS INSPECTED. NO FURTHER DAMAGE WAS NOTED. THE AIRCRAFT WAS RETURNED TO SERVICE. (TC NR 20070308004)

CA070418007

DHAV

PWA  

 

FITTING

CORRODED

4/17/2007

DHC1

R985AN14B

 

VALTB12091

WING TO BODY

(CAN) A CURSORY INSPECTION REVEALED CORROSION ON THE LT PORK CHOP FITTING. BOTH LT AND RT FITTINGS WERE REPLACED WITH NEW UNITS. DEPTH OF CORROSION WAS APPROX 25 PERCENT OF PART OVERALL THICKNESS. THE MANUFACTURE WAS CONTACTED. THE PART IN QUESTION IS APPROX 11 YEARS OLD. (TC NR 20070418007)

CA070330002

DHAV

PWA  

HAMSTD

BARREL

CRACKED

2/16/2007

DHC2MKI

R985AN14B

 

58462

PROPELLER

(CAN) PROPELLER HISTORY - AUG 28 06 TTSOH 712.8 PROPELLER REPAIRED. - JAN 19 07 TTSOH 839.6 PROPELLER FLY WEIGHT ROLLER STIFF, ROLLER LUBRICATED AND RETURNED TO SERVICE. - FEB 16 07 TTSOH 854.9 PROPELLER REMOVED FROM SERVICE AND RETURNED TO O/H SHOP FOR REPAIR, SLOW TO CHANGE PITCH. - MAR 13 07 TTSOH 854.9 PROPELLER REPAIRED BY O/H SHOP, NEW CYLINDER AND COUNTER WEIGHT ROLLER KITS INSTALLED. - MAR 15 07 TTSOH 854.9 PROPELLER INSPECTED BEFORE INSTALLATION ON AIRCRAFT AND THE REAR PORTION OF THE PROPELLER BARREL (HUB) WAS FOUND TO BE CRACKED FROM THE BOLT BOSS 90` TO THE REAR OF THE BARREL ALONG THE OUTSIDE RADIUS. CONTINUED OPERATION OF THE UNIT IN THIS CONDITION WOULD HAVE LED TO A CATASTROPHIC FAILURE. THIS INCIDENT HELPS TO REINFORCE THAT FACT THAT ALL COMPONENTS THAT ARE TO BE INSTALLED ON A AIRCRAFT BE INSPECTED FOR CONDITION AND CONFORMANCE BY THE INSTALLER. (TC NR 20070330002)

CA070402007

DHAV

PWA  

EDOFLOATS

MECHANISM

WRONG PART

7/10/2006

DHC2MKI

R985AN14B

 

C2UF2291

FLOAT WIRE PULL

(CAN) FORWARD RT WIRE PULL BROKE, NEW WIRE PULL P/N C2UF2291 FOUND TO BE TOO SHORT. INVESTIGATION REVEALED WRONG TIE RODS AND WIRE PULLS INSTALLED IAW APPROVED DRAWINGS ACCEPTED REPLACEMENT PARTS INSTALLED IAW APPROVED DRAWINGS. (TC NR 20070402007)

CA070404002

DHAV

PWA  

DHAV

RIB  

CORRODED

4/2/2007

DHC2MKI

R985AN14B

 

C2TP39ND

HORIZONTAL STAB

(CAN) DURING MAIN SPAR REPLACEMENT AFTER COMPLETION OF SB 2/47, A SINGLE NOSE RIB WAS FOUND TO BE HEAVILY CORRODED. AIRCRAFT TT 22235.0. THE AIRCRAFT OPERATES ON FLOATS IN A CORROSIVE ENVIRONMENT. PREVIOUS CORROSION TREATMENT WAS NOT IN EVIDENCE (TC NR 20070404002)

CA070212004

DHAV

PWA  

 

FITTING

CORRODED

2/8/2007

DHC2MKI

R985AN14B

 

C2FS5487A

FUSELAGE

(CAN) AT SCHEDULED INSPECTION THE PORK CHOP FITTINGS WERE FOUND CORRODED. THESE C2FS5487A LT AND RT WERE BOTH REPLACED. DEPTH OF CORROSION WAS APPROX 20 PERCENT OF OVERALL PART THICKNESS. THE MANUFACTURE WAS CONTACTED AND REPORTED SEVERAL SERVICE DIFFICULTY REPORTS HAVE BEEN FILED BY OEM. (TC NR 20070212004)

CA070209005

DHAV

PWA  

 

BELLCRANK

CORRODED

2/9/2007

DHC2MKI

R985AN14B

 

C2TR445

RUDDER

(CAN) ON REMOVAL OF RUDDER FOR BEARING REPLACEMENT CORROSION WAS PRESENT ON THE OB ATTACH POINTS OF THE RUDDER BELLCRANK NR C2TR445 (PICTURE ATTACHED) CORROSION WAS NOT EVIDENT BEFORE THE REMOVAL OF THE RUDDER AS THE DAMAGED AREA WAS COVERED BY THE RUDDER CONNECTING RODS NR C2UT233. THE AIRCRAFT NOTED ABOVE HAS BEEN OPERATED EXTENSIVELY FROM SALT WATER. (TC NR 20070209005)

CA070411005

DHAV

PWA  

 

STRUT

CORRODED

4/10/2007

DHC3

R1340*

 

C3FS249

WINDSCREEN

(CAN) DURING REPLACEMENT OF THE LT WINDSCREEN, CORROSION WAS FOUND ON THE STRUT PN C3FS2-49. AFTER REMOVAL OF SEALANT IT WAS NOTED THE STRUT WAS CORRODED COMPLETELY THROUGH ONE OF THE WALLS OF THE STRUT. RT STRUT INSPECTED AND NO FAULT FOUND (TC NR 20070411005)

CA070122001

DHAV

 

 

RETAINING NUT

MISMANUFACTURED

1/19/2007

DHC6

 

 

C6UM117227

AXLE 

(CAN) NEW AXLE NUTS FOR THE SERIES AIRCRAFT NOT FULLY ASSEMBLED. THE HOLES FOR THE (2) PINS HAVE BEEN DRILLED BUT NO PINS HAVE BEEN INSTALLED, INCOMPLETE PARTS. MARKING ON NUT WO-04403/1, DEC 07 2006 C6UM1172-27. (TC NR 20070122001)

CA070223004

DHAV

PWA  

 

SKIN

CORRODED

2/22/2007

DHC6100

PT6A27

 

 

FUSELAGE

(CAN) AIRCRAFT IS IN THE PROCESS OF GOING THROUGH ITS (5) YEAR CORROSION INSPECTION. DURING INSPECTION, SEVERAL AREAS OF CORROSION WERE NOTED IN AREAS WHERE CORROSION IS USUALLY NOT FOUND. THE HORIZONTAL STAB LOWER SKIN (CENTER) WAS CORRODED AROUND SOME ANCHOR NUTS (FOR THE FAIRINGS), THE SUPPORT BRACKET FOR THE LOWER RUDDER ATTACH POINT, AND AROUND ALL THE PASSENGER WINDOW FRAMES (WHERE SPOT WELDS ARE). THE SUPPORT BRACKET IS BEING REPLACED AND WE ARE WAITING FOR RD`S FROM VIKING FOR THE OTHER AREAS. (TC NR741 20070223004)

CA070302003

DHAV

PWA  

 

SWITCH

TRIPPED

12/12/2006

DHC6300

PT6A27

 

3LO4534

VOICE RECORDER

(CAN) FOLLOWING REMOVAL OF THE CVR FOR TESTING IT WAS DETERMINED THAT THE INERTIA SWITCH HAD BEEN PREVIOUSLY TRIPPED CAUSING THE REQUIRED DATA NOT TO BE RECORDED. A RESET OF THE SWITCH HAD THE SAME RESULTS WITH PREMATURE ACTIVATION CAUSING THE RECORDING TO STOP. THE SWITCH WAS REPLACED WITH A NEW ASSEMBLY. (TC NR 20070302003)

CA070219008

DHAV

PWA  

 

BRACKET

LOOSE

2/18/2007

DHC6300

PT6A27

 

C6TPM102228

HORIZONTAL STAB

(CAN) WHILE FLIGHT CREW WHERE CONDUCTING A GROUND RUN, MAINTENANCE ON THE GROUND NOTED THE RT ELEVATOR WAS MOVING UP AND DOWN EXCESSIVELY. UPON INVESTIGATION, MAINTENANCE FOUND BRACKET P/N C6TPM1022-28 WITH RIVETS WORKING AND SEVERAL WHERE ACTUALLY MISSING. THIS BRACKET IS THE PART OF THE ELEVATOR HINGE THAT IS RIVETED TO THE HORIZONTAL STABILIZER. ALL MISSING, LOOSE OR DAMAGED FASTNERS WHERE REPLACED AND THE AIRCRAFT RETURNED TO SERVICE. THE COMPANY HAS ISSUED A FLEET INSPECTION OF ALL OTHER TWIN OTTERS. (TC NR 20070219008)

CA070209006

DHAV

PWA  

 

TURBINE BLADES

FRACTURED

12/20/2006

DHC6300

PT6A27

 

 

POWER SECTION

(CAN) DURING CLIMB THE ENGINE EMITTED A LOUD NOISE AND SHUTDOWN UNCOMMANDED. THE AIRCRAFT DIVERTED TO POINT OF DEPARTURE. SUBSEQUENT INSPECTION REVEALED FRACTURED POWER TURBINE BLADES. MFG WILL MONITOR INVESTIGATION OF THE INCIDENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED. (TC NR 20070209006)

CA070307002

DHAV

PWA  

 

BUCKLE

DAMAGED

3/5/2007

DHC6300

PT6A27

 

110124007

SEAT BELT

(CAN) WHEN COMPLYING WITH COMPANY CAMPAIGN NOTICE 010-25-10-011 AN INSPECTION FOR INTERFERENCE BETWEEN THE YOKE AND SEATBELT BUCKLE WAS CARRIED OUT IAW NM-06-29.THE RESTRAINT RELEASE MECHANISM ON PILOT AND COPILOTS SEAT BELTS CAN BE OPERATED UNINTENTIONALLY BY EXTREME NOSE UP AND ROLL COMMANDS OF THE CONTROL COLUMN. (TC NR 20070307002)

CA070307003

DHAV

PWA  

 

SKIN PANEL

DEBONDED

3/5/2007

DHC6300

PT6A27

 

C6W1017

LT WING

(CAN) DEBONDING OF UPPER WING SKIN, OB OF NACELLE. DEBONDING DETECTED DURING ULTRA SONIC INSPECTION IAW SB 6/543. REPAIR CARRIED OUT IAW REO6-57-30-V013 REV A. (TC NR 20070307003)

CA070307004

DHAV

PWA  

 

SKIN PANEL

DEBONDED

3/5/2007

DHC6300

PT6A27

 

C6W1017

RWS 72-97

(CAN) DEBONDING OF UPPER WING SKIN, IB OF NACELLE. DEBONDING DETECTED DURING ULTRA SONIC INSPECTION IAW SB 6/543. REPAIR CARRIED OUT IAW REO6-57-30-V012 REV A. (TC NR 20070307004)

CA070307006

DHAV

PWA  

 

SKIN

CORRODED

3/5/2007

DHC6300

PT6A27

 

 

WING 

(CAN) SEVERAL CORRODED RIVET HEADS FOUND ON THE LOWER SURFACE OF WING. THE AREA OF CONCENTRATION IS THE GAS PATHS FROM THE EXHAUST STACKS. REPAIRS CARRIED OUT IAW REO6-57-30-V017 (YW 85-91.25) AND REO6-57-30-V018 (YW 127-146). (TC NR 20070307006)

CA070307007

DHAV

PWA  

 

SKIN

CORRODED

3/5/2007

DHC6300

PT6A27

 

MS20470AD

WING 

(CAN) SEVERAL CORRODED RIVET HEADS FOUND ON THE LOWER SURFACE OF WING. THE AREA OF CONCENTRATION IS THE GAS PATHS FROM THE EXHAUST STACKS. REPAIRS CARRIED OUT IAW REO6-57-30-V019 (YW 85-91.25) AND REO6-57-30-V020 (YW 122-135). (TC NR 20070307007)

CA070307008

DHAV

PWA  

 

SKIN PANEL

CORRODED

3/5/2007

DHC6300

PT6A27

 

C6W101427

LT WING

(CAN) SEVERAL CORRODED RIVET HEADS FOUND ON THE LOWER SURFACE OF WING. THE AREA OF CONCENTRATION IS THE GAS PATHS FROM THE EXHAUST STACKS. REPAIRS TO CORRODED RIVETS WAS INITIATED AND REVEALED CORROSION UNDER THE RIVET HEADS EXISTED TO A DEPTH OF 0.011. REPAIRS CARRIED OUT I.A.W. VIKING REO6-57-30-V025 (YW 85-97.25). I.C.A.`S PENDING D.T.A. BY VIKING. (TC NR 20070307008)

CA070129004

DHAV

PWA  

 

BUCKLE

DAMAGED

1/15/2007

DHC6300

PT6A27

 

11011200

CREW SEATBELT

(CAN) SPECIAL INSPECTION OF CREW SEAT BELT ROTORY LATCH SYSTEM PERFORMED. BOTH LT AND RT CREW SEATBELT BUCKLE ASSEMBLIES WERE CAPABLE OF BEING UNLATCHED WHEN CONTACTED BY THE CONTROL YOKE WHEN ROTATED LT OR RT WITH THE YOKE FULL AFT AND THE SEAT IN THE MOST FORWARD POSITION. THIS SPECIAL INSPECTION WAS MANDATED BY A COMPANY CAMPAIGN NOTICE TO INSPECT AIRCRAFT IAW FAA SPECIAL AIRWORTHINESS INFORMATION BULLETIN (NM-06-39)TO DATE, NO RECTIFICATION FOR THIS PROBLEM HAS BEEN PUBLISHED. (TC NR20070129004)

CA070131001

DHAV

PWA  

BENDIX

CONNECTOR

SEPARATED

1/29/2007

DHC6300

PT6A27

 

 

NR 1 TRANSMITTER

(CAN) AIRCREW REPORTED THAT THE NR 1 FUEL FLOW WAS FLUCTUATING WITH NO OTHER ENGINE PARAMETERS BEING AFFECTED. MAINTENANCE TROUBLESHOT THE SYSTEM, SWAPPED GAUGES FROM SIDE TO SIDE, PERFORMED ENGINE RUNS AND COULD NOT FAULT THE SYSTEM. AIRCRAFT WAS RELEASED FOR FLIGHT. WHEN AIRCRAFT RETURNED TO BASE THE AIRCREW REPORTED THAT THE SNAG WAS STILL PRESENT. MAINTENANCE BEGAN INVESTIGATING DEEPER INTO SYSTEM. WHEN THE NR 1 FUEL FLOW TRANSMITTER WAS LOOKED AT, IT WAS FOUND THAT THE CONNECTOR PLUG BOSS HAD SEPARATED FROM THE MAIN BODY, THIS ALLOWED THE WIRES TO STRIKE THE HOUSING SIDES DURING FLIGHT DUE TO NORMAL VIBRATIONS, SHORTING OUT THE TRANSMITTER. THIS COMPONENT HAS BEEN INSTALLED ON THE AIRCRAFT SINCE WE TOOK POSSESSION OF IT IN 2001. THE CONNECTOR PLUG WAS FOUND TO BE ONLY HAND TIGHT ON THE TRANSMITTER NEGATING THE POSSIBILITY OF OVER TIGHTENING AT SOME POINT. A NEW TRANSMITTER WAS INSTALLED AND AIRCRAFT RELEASED SERVICEABLE. THE TRANSMITTER IS ON A (ON CONDITION) MAINTENANCE SCHEDULE. (TC NR20070131001)

CA070130001

DHAV

PWA  

 

LINE

LEAKING

1/29/2007

DHC6300

PT6A27

 

 

FUEL VACUUM

(CAN) FLIGHT CREWS REPORTED THAT FUEL FLOW FLUCTUATES WHEN BOOST PUMPS ARE SELECTED OFF. SEVERAL VACUUM LEAKS WHERE FOUND IN THE FUEL LINES IN THE NACELLE AREA. SYSTEM SEALED AS REQUIRED, ENGINE GROUND RUNS CARRIED OUT AND NO FLUCTUATIONS NOTED AT TAKEOFF POWER WITH BOOST PUMPS OFF. (TC NR 20070130001)

CA070413004

DHAV

PWA  

 

CONTROL BOX

FAILED

4/10/2007

DHC6300

PT6A27

 

C6NF1117

BETA SYSTEM

(CAN) THE AIRCRAFT WAS BEING USED FOR CREW TRAINING WHEN, ON TAKEOFF, THE RT PROPELLER RPM DROPPED TO 30 PERCENT. THE PILOTS ABORTED THE TAKEOFF AND RETURNED TO THE RAMP. THE PILOTS NOTED THAT NP WAS STILL AT 30 PERCENT WITH THE POWER LEVER AT IDLE. THE PROPELLER WAS FEATHERED WITH THE PROP LEVER AND IT DID SO. WHEN THE PROP LEVER WAS SELECTED FULLY FWD THE PROPELLER WOULD NOT UNFEATHER. TROUBLESHOOTING REVEALED THAT THERE WAS POWER TO THE BETA BACKUP SOLENOID VALVE. FURTHER TROUBLESHOOTING LED BACK TO THE BETA BACKUP CONTROL BOX P/N C6NF1117. THIS WAS REPLACED AND THE AIRCRAFT CHECKED SERVICEABLE. IT IS SUSPECTED THAT RELAY K4 MAY HAVE MALFUNCTIONED. THE CONTROL BOX IS BEING RETURNED TO THE OEM FOR EXAMINATION. (TC NR 20070413004)

CA070405005

DHAV

PWA  

DHAV

FLAPPER VALVE

OBSTRUCTED

4/5/2007

DHC6300

PT6A27

 

C6VF11531

RAM AIR DUCT

(CAN) THE RAM AIR FLAPPER VALVE, P/N C6VF1153-1, BECAME JAMMED IN IT`S DUCT. ATTEMPTS BY THE PILOT TO RECTIFY THE PROBLEM BY MOVING THE CONTROL LEVER BACK AND FORTH RESULTED IN THE CONTROL CABLE, P/N 130-032A22.75B29.0, BECOMING KINKED AND UNSERVICEABLE. DIS-ASSEMBLY OF THE SYSTEM REVEALED THAT THE RUBBER-LIKE MATERIAL USED TO SEAL THE PERIMETER OF THE FLAPPER VALVE HAD BECOME DISTORTED AND ENLARGED, POSSIBLY DUE TO EXPOSURE TO HEAT. THIS CAUSED THE SEAL TO CONTACT THE INNER WALLS OF THE DUCT BEFORE THE FLAPPER WAS AT A 90-DEGREE ANGLE TO THE DUCT, IE: BEFORE THE FLAPPER WAS IN THE CLOSED POSITION. REMOVAL AND REPLACEMENT OF THE DAMAGED CABLE AND FLAPPER VALVE REQUIRED REMOVAL AND REPLACEMENT OF MUCH OF THE AIR CONDITIONING SYSTEM FOR ACCESS PURPOSES. TOTAL TIME SPENT FOR REMOVAL AND REPLACEMENT WAS 9 HOURS. (TC NR 20070405005)

CA070405006

DHAV

PWA  

 

COLLAR

CRACKED

4/5/2007

DHC6300

PT6A27

 

7116111

STEERING SYS

(CAN) STEERING COLLAR CRACKED AT RADIUSED AREA OF ATTACH STUD TO STEERING ACTUATOR. FOUND AT ROUTINE MAINTENANCE INSPECTION (TC NR 20070405006)

CA070405008

DHAV

PWA  

 

TORQUE LINK

CRACKED

4/5/2007

DHC6300

PT6A27

 

713381

NLG 

(CAN) LOWER TORQUE LINK CRACKED AT ATTACHMENT LUG TO UPPER TORQUE LINK. CRACK FOUND ON ROUTINE MAINTENANCE INSPECTION (TC NR 20070405008)

CA060821004

DHAV

PWA  

 

FCU  

FAILED

8/8/2006

DHC7102

PT6A50

 

32447531917

NR 1 ENGINE

(CAN) AFTER INSTALLING THE FRESHLY OVERHAULED ENGINE IN THE NR 1 POSITION, THE ENGINE WAS STARTED TO PERFORM THE BETA RIGGING; THE PROPELLER WAS UNFEATHERED, THE POWER LEVEL MOVED UP TO THE FWD BETA STOP TO RECORD NUMBERS, ALL THE PARAMETERS STABILIZED. THE NUMBERS WERE ABOUT TO BE RECORDED WHEN THE FCU. FAILED, ALL ENGINE PARAMETERS ACCELERATED. THE POWER LEVER WAS PULLED BACK AND THE ENGINE KEPT ACCELERATING. THE T-HANDLE WAS USED TO SHUTDOWN THE ENGINE. NO ENGINE LIMITS WERE EXCEEDED. THE FCU WAS REPLACED AND THE AIRCRAFT RETURNED TO SERVICE. THE FCU WAS FRESHLY OVERHAULED AND IT HAS BEEN RETURNED TO THE OVERHAUL FACILITY FOR REPAIR. (TC NR 20060821004)

CA070214005

DHAV

PWA  

 

LINE

BROKEN

2/12/2007

DHC7102

PT6A50

 

3035279

PNEUMATIC SYS

(CAN) AFTER LANDING THE NR 1 PROP RPM WAS LOWER THAN NORMAL. MAINTENANCE FOUND THAT THE P3 LINE FROM THE P3 FILTER BOWL TO THE ENGINE WAS BROKEN PN 3035279. THE LINE WAS REPLACED AND THE AIRCRAFT RETURNED TO SERVICE. (TC NR 20070214005)

CA070122007

DHAV

PWA  

 

LINE

RUPTURED

1/5/2007

DHC8101

PW121

 

82970009235

RT MLG

(CAN) DURING TAKEOFF, AFTER SELECTING LANDING GEAR UP, NR 2 ENGINE HYD PUMP FAILED AND AFTER SEVERAL MIN, A/C LOST ALL OF THE NR 2 HYD QUANTITY. SYSTEM NR 2 PRESSURE LOW AND QUANTITY DEPLETED, ALTERNATE LANDING GEAR EXTENSION. AFTER INVESTIGATION HYD TUBE, P/N 82970009-235 AT RT HYD SYSTEM (L/G BAY), WAS FOUND RUPTURED (IN THE FLARED AREA). TUBE WAS REPLACED; BLEEDING AND LEAK CHECK C/OUT OF RT HYD SYSTEM AND NO LEAKS OBSERVED. (TC NR 20070122007)

CA070305003

DHAV

 

 

RELAY

BROKEN

3/5/2007

DHC8102

 

 

CL12068161

ECU 

(CAN) DURING THE ACCOMPLISHMENT OF THE INSPECTION TASK 7320/02, BOTH RELAY (RELAYS 7611-K3 AND K4) BASES WERE FOUND BROKEN AND BARELY MAKING CONTACT. SHOULD BOTH OF THEM HAVE FALLEN OFF AND DISCONNECTED IN FLIGHT, BOTH ECU`S WOULD HAVE HAD A COMPLETE POWER FAILURE. ECU SYSTEMS ARE DESIGNED TO HAVE POWER FED FROM NR 1 AND NR 2 ESSENTIAL BUSES. BOTH POWER SOURCES GO THROUGH THEIR RESPECTIVE RELAYS K3 AND K4, A BROKEN BASE WOULD COMPROMISE THE 2 POWER SOURCES SIMULTANEOUSLY, RESULTING IN EACH ECU REVERTING TO MANUAL MODE. THIS RELAY BASE PROBLEM WAS REPORTED BY ME FEW TIME FOR DIFFERENT SYSTEM ON DIFFERENT A/C AND DIFFERENT OPERATOR. (TC NR 20070305003)

CA070301003

DHAV

PWA  

 

ACTUATOR

CRACKED

2/23/2007

DHC8102

PW120A

 

A44700009

SPOILER

(CAN) WHILE DOING A PRE-FLIGHT WALK AROUND THE PILOT NOTICED HYDRAULIC FLUID DRIPPING FROM THE RT FLAP TRACK NR 3 FAIRING. THE LEAK WAS FOUND TO BE COMING FROM THE OB ROLL SPOILER ACTUATOR. UPON REMOVAL OF THE ACTUATOR IT WAS FOUND THAT THE HOUSING HAD CRACKED IN THE AREA SUROUNDING ONE OF THE PLUGS CAUSING THE PLUG TO DISLODGE. THE CRACK EXTENDED AROUND THE ENTIRE CIRCUMFERENCE OF THE THREADED PORTION OF THE ACTUATOR BODY WHERE THE PLUG IS THREADED IN. THE ACTUATOR WAS REPLACED AND THE AIRCRAFT RETURNED TO SERVICE. (TC NR 20070301003)

CA070126008

DHAV

PWA  

 

SMOKE DETECTOR

MALFUNCTIONED

1/17/2007

DHC8102

PW120A

 

 

LAVATORY

(CAN) ON GOING REPORTS OF LAVATORY SMOKE DETECTOR ACTIVATION. PROBLEM APPEARS TO HAVE BEGUN ON JANUARY 17, 2007 WITH A PILOT REPORT OF THE NR 2 ENGINE WILL NOT START AFTER (3) ATTEMPTS AND THEN AN OIL LEAK. MAINTENANCE REPLACED THE ENGINE IGNITERS AND CLEANED THE RESIDUAL OIL. ENGINE WAS THEN STARTED SUCCESSFULLY AND RUN TO TROUBLESHOOT THE OIL LEAK. NO OIL LEAK COULD BE FOUND AND IT WAS SUSPECTED TO BE AS A RESULT OF THE NO START CONDITION. ON JANUARY 18, 2007 LAVATORY SMOKE DETECTOR ACTIVATED ON FINAL APPROACH. FLIGHT ATTENDANT DETECTED ODOR ON GROUND. MAINTENANCE REPLACED DETECTOR (P/N 46-0083-4) AND SYSTEM CHECKED SERVICEABLE. ON NEXT FLIGHT, DETECTOR ACTIVATED AGAIN WITH NO SMOKE OR ODOR. LOW BATTERY (TC NR 20070126008)

CA070129005

DHAV

PWA  

 

LOCK

DAMAGED

1/28/2007

DHC8102

PW120A

 

83221002003

NLG 

(CAN) AFTER TAKEOFF THE NOSE LANDING GEAR FAILED TO RETRACT. FLIGHT CONTINUED AND LANDED TO THE DESTINATION AIRPORT WITHOUT FURTHER INCIDENT. MAINTENANCE INSPECTED THE AIRCRAFT AFTER ARRIVAL AND FOUND THE NOSE GEAR GROUND LOCK OUT, AND IN LOCK POSITION. (TC NR 20070129005)

CA070125003

DHAV

PWA  

 

SMOKE DETECTOR

FALSE INDICATION

1/23/2007

DHC8102

PW120A

 

3023143

CARGO BAY  

(CAN) ON DEPARTURE THROUGH 4000 FT, FLT CREW RECEIVED A MASTER WARNING BAGGAGE SMOKE INDICATION. FLIGHT CREW DECLARED AN EMERGENCY AND ELECTED TO RETURN TO DEPARTURE AIRPORT. THERE WAS A COMPANY LINE CHECK CAPTAIN ON BOARD WHO WITH THE FLIGHT ATTENDANT WENT TO CHECK THE CARGO HOLD. THERE WAS NO INDICATION OF SMOKE. FLIGHT LANDED SAFELY WITHOUT FURTHER INCIDENT. MAINTENANCE REPLACED THE NR 1 BAGGAGE SMOKE DETECTOR , THE LAMPS IN THE NR 2 DETECTOR (P/N 376), CLEANED THE CONNECTORS OF BOTH DETECTORS AND GROUND TESTED THEM SERVICEABLE. ENGINE RUNS WERE CARRIED OUT WITH NO DUPLICATION OF THE ORIGINAL DEFECT. TIME SINCE LAST REPAIR OF THE NR 1 DETECTOR WAS 1883:46 HOURS. (TC 20070125003)

CA070330004

DHAV

PWA  

 

LANDING GEAR

MALFUNCTIONED

3/29/2007

DHC8102

PW120A

 

 

 

(CAN) DURING CRUISE CREW RECEIVED INTERMITTENT LANDING GEAR INOP CAUTION LIGHT. CREW ELECTED TO RETURN TO ORIGINATING AIRPORT. ALTERNATE GEAR EXTENSION USED TO LOWER LANDING GEAR. NORMAL LANDING. MAINTENANCE INSPECTION FOUND NO FAULTS. AIRCRAFT WILL BE RETURNED TO SERVICE SUBJECT TO A SATISFACTORY TEST FLIGHT. (TC NR 20070330004)

CA070407001

DHAV

PWA  

 

DOOR

DAMAGED

4/4/2007

DHC8102

PW120A

 

 

NLG 

(CAN) MAINTENANCE CARRIED OUT A LIGHTENING STRIKE INSPECTION IAW AMM 05-50-31 AND DAMAGE WAS NOTED ON THE RT FWD NOSE GEAR DOOR, BURN AND PITTING MARKS ON BELLY FUSELAGE AND LT ELEVATOR STATIC WICK WAS BURNED OFF. NDT WAS CARRIED OUT AND THE BELLY SKIN WAS REPAIRED IAW MFG RD8-53-9556 ISSUE 1, TEMP REPAIR FOR 1000 HRS. THE ELEVATOR TIP FAIRING FASTENERS WERE REPLACED IAW SRM AND THE STATIC WICK WAS REPLACED AND BONDING CHECKS WERE CARRIED OUT. RT NOSE GEAR DOOR A SCREW WAS REPLACED. ALL SYSTEMS AND FLIGHT CONTROLS FUNCTION CHECKED SERVICEABLE AND THE A/C WAS RETURNED TO SERVICE. (TC NR 20070407001)

CA070126005

DHAV

 

 

FITTING

LOOSE

1/26/2007

DHC8106

 

 

85310340015

NLG WHEEL WELL

(CAN) DURING "C-CHECK", WE FOUND THE NLG ACTUATOR FUSELAGE FITTING WITH A FASTENER BROKEN AND ALL THE OTHER ONE LOOSE. WE EMBODIED THE SB 8-53-50. THIS SB WAS NOT ATTACH TO ANY AD. (TC# 20070126005)

CA070202007

DHAV

PWA  

 

ADAPTER

CRACKED

2/1/2007

DHC8202

PW123D

 

311269001

P3 BLEED AIR

(CAN) DURING ENGINE OIL SERVICING, TECHNICIAN NOTICED HEAT BLANKET WAS DAMAGED ON HP DUCT, BLANKET WAS REMOVED AND CRACK WAS FOUND ON DUCT. (TC NR 20070202007)

CA070205004

DHAV

PWA  

 

BELLCRANK

BROKEN

1/21/2007

DHC8301

PW123

 

83232013003

NLG DOOR

(CAN) AN OPERATOR MADE AIR TURN BACK DUE TO NOSE GEAR DOOR MALFUNCTION. THE NLG DOORS WON’T CLOSE WHEN SELECTED. THE AMBER NOSE GEAR DOOR LIGHT SHOWED ON LANDING GEAR CONTROL PANEL. MAINTENANCE FOUND THE NOSE GEAR BELLCRANK BROKEN AT ONE OF THE LUGS. (TC NR 20070205004)

CA070209018

DHAV

PWA  

 

PACKING

LEAKING

12/30/2006

DHC8301

PW123

 

 

FUEL MANIFOLD

(CAN) THE ENGINE LOST POWER IN CRUISE AND WAS SHUT DOWN IN FLIGHT. SUBSEQUENT INSPECTION FOUND A LEAK AT THE FUEL MANIFOLD TRANSFER TUBES. ALL TRANSFER TUBE O-RING PACKINGS WERE REPLACED. ON JAN 4TH FUEL LEAKAGE FROM THE SAME TRANSFER TUBES WAS OBSERVED DURING GROUND OPERATIONS. MFG IS INVESTIGATION PACKING INSTALLATION PROCEDURES AND PROCUREMENT SOURCE AND WILL ADVISE OF ROOT CAUSE ONCE ESTABLISHED. (TC NR 20070209018)

CA060816005

DHAV

PWA  

 

BEARING

SEIZED

8/15/2006

DHC8301

PW123

 

 

CONDITION CABLE

(CAN) DURING ROUTINE MAINTENANCE INSPECTION OF MFG TASK 422 (A CHECK 500 HR REPETITIVE TASK) ZONAL INSPECTION OF RT ENGINE COMPARTMENT. FOUND POWER AND CONDITION CABLE PULLEYS (2 EACH SYSTEM, TOTAL 4 PULLEYS) IN THE UPPER AFT NACELLE/FRONT OF WING SPAR, TO ALL HAVE SEIZED BEARINGS (1 PULLEY WITH BRG ASSY FALLING OUT OF PHENOLIC PULLEY). PULLEYS REPLACED AND ENGINE CONTROLS RE-RIGGED. AIRCRAFT HAD ACCUMULATED 492 HOURS SINCE LAST ACCOMPLISHMENT OF TASK 422, AND 2465 HOURS SINCE LAST ACCOMPLISHMENT OF TASK 7610/05 (C-CHECK 5500 HR TASK) VISUAL INSPECTION OF ENGINE POWER AND CONDITION CONTROL CABLES AND PULLEYS. (TC NR 20060816005)

CA070306005

DHAV

PWA  

 

DUCT

CRACKED

3/5/2007

DHC8301

PW123

 

82110588003

BLEED AIR

(CAN) DURING MAINTENANCE, TROUBLESHOOTING FOR LOW FLOW FROM CABIN GASPERS, MAINTENANCE, WHILE INSIDE THE AFT CARGO COMPARTMENT FELT THE REAR PRESSURE BULKHEAD AS BEING WARM/HOT. INVESTIGATION IN THE AFT EQUIPMENT BAY, FOUND THE ENGINE BLEED AIR / APU / AIR-CONDITIONING PACKS JUNCTION DUCT CRACKED, CRACK EXTENDED AT LEAST 50 PERCENT OF CIRCUMFERENCE AND WAS OPEN BY APPROX .2500 INCH. DUCT ASSEMBLY REPLACED, FUNCTION CHECKS CARRIED OUT. AIRCRAFT RETURNED TO SERVICE. (TC NR 20070306005)

CA070312008

DHAV

PWA  

 

TORQUE LINK

BROKEN

2/22/2007

DHC8301

PW123

 

10134501

LT MLG

(CAN) DURING TAKEOFF A SEVERE VIBRATION WAS NOTICED ON THE ENTIRE AC, THE CREW ABORTED THE TAKEOFF SUCCESSFULLY. MAINTENANCE FOUND THE LT MLG TORQUE LINK BROKE INTO 2 PARTS ALONG WITH DAMAGE TO LT IB AND LT OB TIRES, BRAKE UNITS NR 1 AND 2, WIRING AND BRAKE LINES, AND STRUCTURE DAMAGE TO THE NACELLE. MFG TO CARRY OUT INVESTIGATION AS TO THE CAUSE OF TORQUE LINK FAILURE. (TC NR 20070312008)

CA070312001

DHAV

PWA  

 

SHAFT

SHEARED

2/20/2007

DHC8301

PW123

 

 

HYD PUMP

(CAN) AFTER START OF THE NR 1 ENGINE, THE HYDRAULIC PUMP CAUTION LIGHT REMAINED ON WITH ZERO PRESSURE INDICATED ON THE ASSOCIATED HYDRAULIC SYSTEM PRESSURE GAUGE. AIRCRAFT ENGINES WERE SUBSEQUENTLY SHUTDOWN AND ENGINEERING CONTACTED TO CONDUCT DEFECT RECTIFICATION PRIOR TO RETURNING THE AIRCRAFT TO SERVICE. ENGINEERING DEFECT INVESTIGATION REVEALED THAT THE NR 1 ENGINE DRIVEN HYDRAULIC PUMP DRIVE SHAFT WAS SHEARED. THE HYDRAULIC PUMP WAS REPLACED WITH A SERVICEABLE ASSY IAW AMM 29-10-11 AND THE AIRCRAFT SUBSEQUENTLY RETURNED TO SERVICE. (TC NR 20070312001)

CA070202014

DHAV

PWA  

 

WINDSHIELD

CRACKED

1/18/2007

DHC8301

PW123

 

NP15790114

COCKPIT

(CAN) DURING FLIGHT, SMOKE AND FLAMES STARTING COMING FROM THE TOP OF FO`S WINDSCREEN. SECONDS LATER WINDSCREEN SHOWED SEVERAL CRACKS. FOUND TERMINAL END L2 BURNED, REMOVED AND REPLACED TERMINAL END AND F/O`S WINDSHIELD. (TC NR 20070202014)

CA070416008

DHAV

PWA  

 

COMPUTER

MALFUNCTIONED

3/24/2007

DHC8301

PW123

 

101741111

FMS 

(CAN) CREW REPORTED FMS FAILED THEN FLIGHT DECK EXPERIENCED SMOKE AND FUMES. CREW ELECTED TO RETURN THE AIRCRAFT TO BASE WHERE A LANDING WAS CARRIED OUT WITHOUT INCIDENT. ENGINEERING REPLACED THE FMS UNIT. INITIAL INVESTIGATION OF THE REMOVED UNIT INDICATES AN ELECTRICAL FAILURE OF AN INTERNAL CIRCUIT BOARD. UNIT HAS BEEN RETURNED TO THE MFG FOR REPAIR AND WITH A REQUEST TO PROVIDE A STRIP REPORT. (TC NR 20070416008)

CA070416009

DHAV

PWA  

 

GENERATOR

MALFUNCTIONED

3/27/2007

DHC8301

PW123

 

31708001A

NR 2 AC SYSTEM

(CAN) ON INITIAL CLIMB AFTER TAKEOFF THE AC GENERATOR `HOT` CAUTION LIGHT ILLUMINATED. CREW ELECTED TO RETURN THE AIRCRAFT TO BASE WHERE AN APPROACH AND LANDING WAS CARRIED OUT WITHOUT INCIDENT. ENGINEERING REPLACED THE AC GENERATOR AND RETURNED THE AIRCRAFT TO SERVICE. (TC NR 20070416009)

CA070411006

DHAV

PWA  

 

CONTROL PANEL

BURNED

4/11/2007

DHC8301

PW123

 

52611

AUDIO CONTROL

(CAN) ENROUTE CREW NOTICED SMOKE COMING FROM AUDIO CNTRL PANEL, PULLED CIRCUIT BREAKER, SMOKE STOPPED. CREW DONNED O2 MASKS AND ELECTED TO RETURN TO ORIGINATING AIRPORT FOR NORMAL LANDING. MAINTENANCE REPLACED LT AUDIO CNTRL PANEL AND AIRCRAFT RETURNED TO SERVICE (TC NR 20070411006)

CA070305002

DHAV

 

 

BOLT

SHEARED

3/5/2007

DHC8311

 

 

MS2125004012

ACTUATOR FITTING

(CAN) DURING THE ACCOMPLISHMENT OF C-CHECK, THE NOSE ACTUATOR FUSELAGE FITTING WAS FOUND WITH (2) BOLTS SHEARED. SB 8-53-50 FOR THIS FAILURE. THE CUT IN S/N WAS 403 AND OUR A/C WAS S/N:410. THE MODIFICATION 8/2140 WAS TRULY ACCOMPLISHED. THE FITTING WAS INSTALLED WITH BIGGER BOLTS BUT (2) OF THOSE BOLTS WERE SHEARED. (TC NR 20070305002)

CA070410001

DHAV

PWA  

 

CASE

CRACKED

4/8/2007

DHC8311

PW123

 

 

ACC GEARBOX

(CAN) ON MARCH 28TH/07 IT WAS REPORTED AN OIL LEAK ON NR 2 ENGINE. THE OIL LEVEL WHEN DOWN 2L IN 5.55 HOURS OF FLIGHT TIME. THE PROPELLER ASSY AND THE LT SIDE OF THE ENGINE WAS REPORTED TO HAVE BEING WASHED WITH OIL AND BOTH THEY WERE INSPECTED FOR LEAKAGE. NO SIGNS OF DETERIORATION FOUND AT THE TIME AND IT WAS DECIDED TO DO A POWER RUN CHECK. AGAIN NO SIGNS OF LEAKAGE FOUND. ON MARCH 29TH/07 WAS REPORTED ANOTHER OIL LEAKAGE FROM NR 2 ENGINE. PERSONNEL INVESTIGATED THE PROPELLER AND THE ENGINE AND IT WAS FOUND AN APPROXIMATE 2. (TC NR 20070410001)

CA070420003

DHAV

PWA  

 

DOOR

STIFF

4/18/2007

DHC8311

PW123

 

 

EMERGENCY EXIT

(CAN) ON GROUND, WHEN FLIGHT ATTENDANTS UNDERGOING RECURRENT TRAINING ATTEMPTED TO OPEN FWD RT EMERG EXIT DOOR, WERE UNABLE TO GET DOOR OPEN. MAINTENANCE CALLED TO ASSIST AND REQUIRED TWO ENGINEERS (ONE ON INSIDE HANDLE AND ONE ON OUTSIDE HANDLE) TO GET DOOR OPEN . MAINTENANCE INSPECTED AND LUBRICATED INTERNAL DOOR MECHANISM, DOOR RE-INSTALLED AND FUNCTIONED WITH NORMAL OPENING FORCE. (TC NR 20070420003)

CA070123006

DHAV

PWA  

 

VALVE

MALFUNCTIONED

1/22/2007

DHC8311

PW123

 

574205A

MLG 

(CAN) DURING APPROACH WHEN LANDING GEAR SELECTED DOWN, NO GEAR MOVEMENT. CIRCUIT BREAKERS, HYDRAULIC PX AND QUANTITY AND DOORS ALL NORMAL. AFTER APPROXIMATELY 10 MINUETS, LANDING GEAR DEPLOYED NORMALLY TO EXTENDED POSITION. AIRCRAFT FERRIED GEAR DOWN TO MAINTENANCE BASE. LANDING GEAR SELECTOR VALVE REPLACED, GEAR SWINGS CARRIED OUT. SERVICEABLE. AIRCRAFT RETURNED TO SERVICE. (TC NR 20070123006)

2007FA0000386

DIAMON

 

 

FADEC

MALFUNCTIONED

5/1/2007

DA40

 

 

 

 

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

CA070209016

DORNER

PWA  

 

ENGINE

FAILED

1/23/2007

DO328100

PW119B

 

 

 

(CAN) DURING CRUISE THE ENGINE CHIP DETECTOR AND LOW OIL PRESSURE WARNINGS ACTIVATED AND THE ENGINE FLAMED OUT IN FLIGHT. SUBSEQUENT INSPECTION REVEALED METAL DEBRIS IN THE ENGINE OIL. MFG WILL INVESTIGATE THE EVENT AND ADVISE OF ROOT CAUSE ONCE DETERMINED. (TC NR 20070209016)

CA070418005

DOUG

PWA  

 

WIRE

ARCED

4/16/2007

DC3C

PT6A67R

 

M227591622

AIRSPEED WARNING

(CAN) THE AIRSPEED AURAL WARNING CIRCUIT BREAKER WAS FOUND TO BE (POPPED). WHEN THE UPPER PANEL WAS LOWERED EVIDENCE OF ARCING WAS FOUND ON AIRFRAME STRUCTURE. THE WIRE WAS REPAIRED THROUGH PARTIAL REPLACEMENT, CHAFE PROTECTOR WAS ADDED TO THE AIRFRAME STRUCTURE AND THE WIRE BUNDLE AND THE WIRE BUNDLE WAS RE-POSITIONED. (TC NR 20070418005)

CA070420001

DOUG

PWA  

 

CYLINDER

CRACKED

4/19/2007

DC4  

R20007M2

 

153084

NR 4 ENGINE

(CAN) REPLACED NR 14 CYLINDER ON NR 4 ENGINE, DUE TO CRACK. AIRCRAFT RETURNED TO SERVICE. (TC NR 20070420001)

0088867

EMB  

 

 

BLADE

CRACKED

12/8/2005

EMB120

 

 

10075681

PROPELLER

PROPELLER BLADE NICKEL SHEATH CRACKED.

CA070209015

EMB  

PWA  

 

TUBE

FRACTURED

1/21/2007

EMB120

PW118

 

 

ENGINE OIL

(CAN) IN CRUISE ENGINE OIL PRESSURE REDUCED AND THE PILOT SHUT THE ENGINE DOWN IN FLIGHT. SUBSEQUENT INSPECTION REVEALED A FRACTURED NR 6 AND 7 BEARING OIL TRANSFER TUBE. (TC NR 20070209015)

CA070126001

EMB  

ALLSN

 

ENGINE

MALFUNCTIONED

1/21/2007

EMB135LR

AE3007A

 

 

 

(CAN) DURING CLIMB (280 KNOTS) AT FL350 , CREW HEARD A LOUD POP FOLLOWED BY MULTIPLE UNSPECIFIED EICAS MESSAGES AND ITT WAS IN THE AMBER RANGE. ENGINE SHUTDOWN UNCOMMANDED. F/A REPORTED WHITE SMOKE IN THE CABIN. CREW CONSIDERED ATTEMPTING A RE-START BUT OIL QUANTITY WAS ONLY 3 QUARTS. CREW DIVERTED AND A CMC DOWNLOAD REVEALED THAT AN OIL DEBRIS MESSAGE HAD BEEN SET ON JANUARY 19. ENGINE ENROUTE TO MFG FOR INVESTIGATION, FURTHER REPORT WILL BE SUBMITTED ON ENGINE TEARDOWN. (TC NR 20070126001)

CA070410002

EMB  

GE  

 

DRIVE SHAFT

DAMAGED

4/8/2007

ERJ170100

CF348E5A1

 

1700637

FLAP DRIVE

(CAN) DURING APPROACH, THERE WAS A FLAP FAIL MSG. ACFT LANDED WITH FLAPS LOCKED OUT. TROUBLESHOOTING REVEALED THAT GEARBOX SPLINED SHAFT AND DRIVE SHAFT WERE NOT LOCKED INTO PLACE BY LOCK SCREW. SIMILAR SCENARIO OCCURRED ON RHS, WHERE THE IB MOST FLAP ACTUATOR DISCONNECTED WITH THE SPLINE IN THE SAME WAY. THE LOCKBOLT WAS IN PLACE AND SAFETIED, BUT WAS NOT INSTALLED THROUGH THE HOLE IN THE SPLINED SHAFT. ANGLED GEARBOX PN IS AS ABOVE, BUT FLAP ACTUATOR PN IS C154814-2. (TC NR 20070410002)

CA070129001

EMB  

 

 

LINE

LEAKING

1/27/2007

ERJ190100IGW

 

 

 

WATER

(CAN) REPORTED STIFF AILERONS IN FLIGHT AND IT APPEARS THE ROOT CAUSE WAS A WATER LEAK RESULTING IN WATER POOLING IN THE BILGE AND BINDING THE AILERON CABLES. AN INVESTIGATION IS STILL TAKING PLACE. (TC NR 20070129001)

CA070129002

EMB  

 

 

TIRE

FAILED

1/25/2007

ERJ190100IGW

 

 

 

MLG 

(CAN) ON LANDING, RT OB MAIN WHEEL TIRE FAILED, DUE TO BRAKE SEIZING. INVESTIGATION STILL UNDERWAY ON CAUSE. (TC NR 20070129002)

CA070212006

EMB  

 

 

MECHANISM

FROZEN

2/11/2007

ERJ190100IGW

 

 

 

L2 DOOR

(CAN) F/A ADVISED L2 DOOR FROZEN UNABLE TO OPEN VENT FLAP. L2 DOOR THAWED OUT IN HANGAR, GVI CARRIED OUT ON DOOR, CHECKED SERVICEABLE. NOTE: SINCE NOV 1 2006, HAVE FOUND 8 OTHER SNAGS RELATED TO E190 FROZEN DOORS. COULD BE A CONCERN IN THE EVENT OF AN EMERGENCY SITUATION. (TC NR 20070212006)

CA070212008

EMB  

GE  

 

LINE

RUPTURED

1/27/2007

ERJ190100IGW

CF34*

 

 

WATER SYS

(CAN) WHILE ENROUTE TO DESTINATION CREW REPORTED TO MAINTENANCE THAT AILERON CONTROL COLUMN FREEZES AND TAKES EXCESSIVE FORCE TO FREE UP, UPON INSPECTION AT DESTINATION MAINTENANCE FOUND AILERON CONTROLS COVERED IN ICE CAUSED BY A BROKEN WATER LINE. A MAINTENANCE INVESTIGATION FOUND THAT A CLAMP HAD COME OFF FROM THE FORWARD WATER SYSTEM DRAIN PLUMBING. (TC NR 20070212008)

CA070307001

EMB  

GE  

 

BRAKE ASSY

ICED

3/2/2007

ERJ190100IGW

CF3410E6

 

90002340PR

MLG 

(CAN) ON LANDING, AT 90 KNOTS THE LT OB TIRE BLEW, DAMAGING PART OF THE GEAR DOOR ASSEMBLY. ACFT DEPARTED WHERE A SEVERE SNOW STORM WAS TAKING PLACE, IT WAS NOTED THAT WATER WAS RUNNING FROM THE BRAKE ASSEMBLY AND DRIPPING FOR HOURS, SUSPECT BRAKE BECAME PACKED WITH SNOW AND ICE. (TC NR 20070307001)

CA070209012

FOKKER

PWA  

 

DRIVE GEAR

DAMAGED

1/16/2007

F27MK50

PW127

 

 

GEARBOX

(CAN) THE ENGINE FLAMED OUT ON DESCENT. SUBSQUENT INSPECTION REVEALED DAMAGE TO THE ANGLE DRIVE GEARBOX GEARING. (TC NR 20070209012)

CA070307009

FRCHLD

GARRTT

 

REGULATOR

MALFUNCTIONED

3/5/2007

SA227CC

TPE33111U

 

66D44

HYD SYSTEM

(CAN) AC DEPARTED BASE AND UPON GEAR RETRACTION BOTH LT AND RT HYD PRESSURE LIGHTS ILLUMINATED FOR 3-4 SECONDS THEN WENT OUT. AIRCRAFT RETURNED TO BASE AND UPON INVESTIGATION IT WAS FOUND THAT NO RESIDUAL HYD PRESSURE WAS PRESENT AFTER ENGINE SHUTDOWN. UPON FURTHER INVESTIGATION IT WAS DISCOVERED THAT THE 31 PSI REGULATOR WAS CONTAMINATED WITH HYD FLUID. THE REGULATOR CHECK VALVE HAD BEEN INSTALLED INCORRECTLY. THE CHECK VALVE WAS REPOSITIONED AND THE REGULATOR WAS REPLACED. GEAR WINGS WERE CARRIED OUT SERVICEABLE AND AIRCRAFT RETURNED TO SERVICE. (TC NR 20070307009)

CA061018009

FRCHLD

GARRTT

 

LINE

CRACKED

10/5/2006

SA227CC

TPE33111U

 

2781032005

HYD SYSTEM

(CAN) HYD FLUID WAS DISCOVERED FROM GEAR UP LINE WHEN SYSTEM PRESSURE WAS APPLIED. LINE WOULD ONLY LEAK AFTER 1200 PSI WAS APPLIED, SYSTEM PRESSURE WAS 2000 PSI. PIN HOLE WAS IN RADIUS OF LINE. (TC NR 20061018009)

CA061018010

FRCHLD

GARRTT

 

PUMP

CRACKED

9/20/2006

SA227CC

TPE33111U

 

PV304426

HYD SYSTEM

(CAN) UPON ROUTINE SPLINE REPLACEMENT IT WAS NOTICED THAT A CASTING DEFECT HAD BEEN FOUND AT THE BASE OF THE PUMP BELOW A FITTING. THE NATURE OF THE CASTING DEFECT IS WHAT IS TERMED AS A COLD SHUNT. A FLOURSECENT PENETRANT INSPECTION WAS CARRIED OUT AND THE COLD SHUNT WAS NOT FUSED CREATING A FATIQUE CRACK SINCE THE PUMP HAD BEEN IN SERVICE FOR SOME TIME. PUMP WAS REJECTED. (TC NR 20061018010)

CA070209022

GROB

LYC  

 

FLAP SYSTEM

FROZEN

2/9/2007

G120A

AEIO540D4D5

 

 

 

(CAN) THE COLD WEATHER HAS AFFECTED SEVERAL AIRCRAFT IN THE FLEET OF 9. IN -25 C OR COLDER TEMPERATURES, THE CIRCUIT BREAKERS POP AFTER LANDING WHEN THE FLAPS ARE SELECTED (TC NR 20070209022)

CA060911002

GRUMAN

PWA  

 

FUEL FILTER

CONTAMINATED

7/24/2006

TS2ACALFORST

PT6A67A

 

 

ENGINE

(CAN) DURING A ROUTINE 100 HOUR INSPECTION, A LARGE AMOUNT OF PARTICLES WERE FOUND IN THE MAIN FUEL FILTERS AND THE FUEL PUMP INLET FILTERS. THE PARTICLES WERE SENT TO A LAB AND IT WAS DETERMINED THAT IT WAS ORGANIC MATERIAL SIMILAR TO THE EXPLOSION SUPPRESSANT FOAM USED IN THE PYLON FUEL TANKS. THE FOAM HAS BEEN REMOVED, SYSTEM FLUSHED AND NEW FOAM INSTALLED. THE REMAINDER OF THE FLEET (9 AIRCRAFT TOTAL) WILL HAVE THE FOAM REPLACED DURING WINTER MAINTENANCE. (TC NR 20060911002)

CA070201009

GULSTM

LYC  

LYC  

BRACKET

WORN

2/1/2007

500S

IO540E1B5

LW11147

 

ALTERNATOR

(CAN) THE ALTERNATOR ADJUSTING BRACKET BOLT HOLE THAT ATTACHES THE BRACKET TO THE ENGINE WAS FOUND CRACKED ALL THE WAY THROUGH. THE BRACKET WAS ONLY BEING HELD IN PLACE BY THE TENSION OF THE BELT. THERE IS SEVERAL OTHER REPORTS OF CRACKS IN THE BOLT HOLE OF THIS BRACKET ON OUR ENGINES. (TC NR 20070201009)

CA070402006

GULSTM

GARRTT

 

WINDSHIELD

CRACKED

3/15/2007

690D

TPE3315

 

36004314SS

COCKPIT

(CAN) DURING A ROUTINE MEDIVAC FLIGHT AT AN ALTITUDE OF 12,000 FEET, THE FLIGHT CREW VISUALLY NOTED THAT THE RT WINDSHIELD WAS CRACKED ACROSS THE UPPER OB CORNER. AIRCRAFT RETURNED TO BASE. INSPECTION OF THE WINDSHIELD FOUND THE OUTER WINDOW PANE CRACKED APPROXIMATELY 2.5 INCHES LENGTH ACROSS THE CORNER. NEW WINDSHIELD INSTALLED AND AIRCRAFT RETURNED TO SERVICE. (TC NR 20070402006)

2007FA0000298

GULSTM

GE  

 

INVERTER

SHORTED

3/20/2007

G1159

CF343A

 

100201021346

 

WHEN TURNING MAIN BATTERY SWITCHES ON, MECHANIC HEARD A LOUD POPPING SOUND, FOLLOWED BY THE AROMA OF SMOKE IN THE ENTRANCE AREA OF THE AIRCRAFT. THE FLOORBOARD WAS REMOVED AND FOUND THAT WATER FROM THE FORWARD LAVATORY AREA HAD BEEN RUNNING ONTO THE TOP OF THE EMERGENCY INVERTER CAUSING H2O AND AC VOLTAGE TO MEET (H2O WON). THE LAV AREA ON BOTH OF OUR AC WERE INSPECTED FOR LEAKS AND FOUND AREAS WHERE WATER HAD BEEN SITTING, EVEN THROUGH THERE WERE NO LEAKS. IT IS POSSIBLE THAT WHEN STOWING THE SINK (HINGED AND FOLDS UP INTO A CLOSEOUT) RESIDULE WATER IS DUMPING INTO THE CLOSEOUT. THE INVERTER WAS REPLACED AND WE SHUT THE WATER SUPPLY OFF FOR THE FORWARD LAY SINK ON BOTH. THERE IS NO PREFLIGHT OR SCHEDULED OPS CHECK. (K)

2007FA0000322

GULSTM

RROYCE

 

SKIN

CORRODED

3/30/2007

G1159A

SPEY511*

 

427 

RT WING

DURING A WING NDT INSPECTION OF THE UPPER RT WING PLANK AT FS 452 AND BL 33, CORROSION WAS NOTED IN THIS AREA. ENGINEERING HAS DETERMINED THIS CORROSION IS EXCESSIVE ENOUGH TO REQUIRE ACCOMPLISHMENT OF ASC 229, WHICH REMOVES THE CORROSION ON THE PLANK AND INSTALLS A DOUBLER PLATE AND A NEW STYLE WING ATTACH PIN AS A CORRECTIVE ACTION. (K)

2007FA0000390

HUGHES

ALLSN

 

BRACKET

DAMAGED

4/12/2007

369D

250C20

 

369A7701

GOVERNOR

DURING A PREFLIGHT, THE PILOT NOTICED THE GOVENOR BELCRANK HAD SOME SLOP SUBSEQUENT INSPECTION DISCLOSED THAT THE BELCRANK PIVOT BOLT WAS MOVING IN THE BRACKET BECAUSE THE HOLE WAS ELONGATED, REPLACED BRACKET. (K)

CA070309003

HUGHES

ALLSN

 

BLADE

CRACKED

3/2/2007

369D

250C20

 

500P2100101

MAIN ROTOR

(CAN) PILOT FELT A VIBRATION AND UPON LANDING CHECKED MAIN ROTOR BLADES. A CRACK APPROXIMATELY 18 INCHES FROM THE ROOT, RUNNING PERPENDICULAR TO THE TRAILING EDGE WAS DISCOVERED. IT APPEARS AS IF THE BLADE DEBONDED AT A RIB, AS THE CRACK FOLLOWS STRAIGHT FROM THE RIB TOWARD THE C-CHANNEL BEFORE IT TRAILS OFF TO THE SIDE. MDHI )OEM) HAS SUGGESTED THAT THE CAUSE WAS TOO MUCH TENSION ON THE BLADES AT TIE-DOWN, OIL-CANNING BETWEEN THE RIBS PUTTING PRESSURE ON THE BOND. (TC NR 20070309003)

2007FA0000400

HUGHES

ALLSN

 

BEARING

FAILED

4/25/2007

369D

250C20B

 

 

ENGINE

DURING FLIGHT THE UPPER CHIP PULL ILLUMINATED, IT WAS CLEANED IAW MM AND RETURNED TO SERVICE. A COUPLE OF HOURS LATER, A SECOND LIGHT ILLUMINATED. FOUND LOTS OF FINE CHIPS. REPLACED ENGINE. FOUND NR 1 BEARING BAD. (K)

2007FA0000321

HUGHES

ALLSN

 

EXCITER

INOPERATIVE

4/1/2007

369D

250C20B

 

6870885

ENGINE

PILOT WENT TO START THE AIRCRAFT AND THERE WAS NO IGNITION. FOUND IGNITION EXCITER INOPERATIVE, REPLACED. (K)

2007FA0000330

HUGHES

ALLSN

 

COMBUSTION CASE

CRACKED

4/3/2007

369D

250C20B

 

23031260

ENGINE

PILOT NOTICED CRACK IN COMBUSTION CAN ON PREFLIGHT CHECK REPLACED UNIT. (K)

2007FA0000285

HUGHES

ALLSN

 

GOVERNOR

FROZEN

3/19/2007

369D

250C20B

 

23065121

ENGINE

DURING AN INSPECTION IT WAS NOTED THAT THE BEAING RETAINING WASHER FOR THE ROD END WAS INCORRECT. AFTER THE BOLT WAS REMOVED IT WAS THEN DISCOVERED THAT THE THROTTLE ARM WAS SEIZED UP ON THE GOVERNOR, REPLACED GOVERNOR. (K)

CA070118006

HUGHES

ALLSN

 

BLADE

CRACKED

1/17/2007

369D

250C20B

 

369D21100516A

MAIN ROTOR

(CAN) THE UPPER BLADE SURFACE IS CRACKED CHORDWISE FROM LEADING EDGE TO TRAILING EDGE BETWEEN BLADE STATION 120 AND 124. THE LOWER BLADE SURFACE IS ALSO CRACKED IN THE MID CORD AREA BETWEEN STATION 120 AND 124 BUT DOES NOT EXTENT TO THE LEADING EDGE OR TRAILING EDGE. (TC NR 20070118006)

CA070201008

HUGHES

ALLSN

 

FCU  

FAILED

1/27/2007

369HS

250C20

 

23034702

THROTTLE LEVER

(CAN) AFTER THE AIRCRAFT WAS STARTED, THE PILOT DECIDED TO DO A WALK AROUND THE AIRCRAFT. FUEL WAS NOTICED FLOWING FROM THE ENGINE BAY TO THE GROUND. FURTHER INVESTIGATION REVEALED A MASSIVE FUEL LEAK AT THE FUEL CONTROL THROTTLE LEVER SHAFT SEAL. FUEL WAS FLOWING FROM THE FUEL CONTROL AND SATURATING THE STARTER GENERATOR WITH FUEL. THE ENGINE WAS SHUTDOWN AND THE AIRCRAFT EVACUATED. FCU REPLACED WITH SERVICABLE UNIT, STARTER VISUALLY INSPECTED AIRCRAFT GROUND RUN, LEAK CHECKED AND TEST FLOWN. AIRCRAFT RELEASED. THIS COULD HAVE BEEN A DIFFERENT STORY. NORMALLY THE PILOT WOULD HAVE JUST TAKEN OFF AFTER STARTING THE AIRCRAFT. HIS DECISION TO PERFORM A WALK AROUND MAY HAVE SAVED LIVES AS THE AMOUNT OF FUEL LEAKING FROM THE FCU COULD HAVE CAUSED AN INFLIGHT FIRE. THE LEAK WAS QUITE SUBSTANTIAL. (LIKE POURING FUEL FROM A GLASS) (TC NR 20070201008)

2007FA0000345

LEAR

GARRTT

 

ADC  

MALFUNCTIONED

1/17/2007

35A  

TFE731*

 

702490031304

LT AVIONICS BAY

WHILE ENROUTE, THE PILOTS ALTIMETER (FROZE UP) AT ABOUT 8000 FT AND THE OVERSPEED HORN WENT OFF. THE PILOT RECYCLED THE ADC AND ITS OPERATION WAS RESTORED. THE ADC WAS TESTED AND NO DEFECTS WERE FOUND. THERE WAS NO EVIDENCE OF WATER OR MOISTURE IN OR AROUND THE ADC. THE ADC WAS REPLACED AND TESTED. THERE HAS BEEN NO PREVIOUS REPORTED FAILURES OF THIS SYSTEM IN THIS AIRCRAFT. (K)

CA070402005

LEAR

GARRTT

 

WHEEL

WRONG PART

1/2/2006

35A  

TFE73122B

 

9543991

NR 3 

(CAN) DURING ROUTINE PRE-FLIGHT INSPECTION, NR 3 MAIN WHEEL ASSY FOUND TO BE ASSEMBLED INCORRECTLY. WHEEL HALF`S WERE MISALIGNED BY ONE BOLT HOLE. AMM 32-A2-00 PG.210. FORGED NRS AND LOT NRS WERE NOT ALIGNED. MAIN WHEEL ASSEMBLY REMOVED FROM AIRCRAFT, REPAIRED AND RE-ASSEMBLED IAW AMM 32-42-00 AND CMM AP-480 32-40-35. (TC NR 20070402005)

2007FA0000294

LEAR

PWA  

 

MIXING VALVE

INTERMITTENT

2/22/2007

60LEAR

PW305

 

1H1069

LT ENGINE

SHORTLY AFTER TAKEOFF, AIRCRAFT (LT BLEED AIR) WARNING ILLUMINATED, AND (RT BLEED AIR) WARNING ILLUMINATED APPROX 5 SEC LATER, SMELLED ODOR IN MAINTENANCE. UNABLE TO DUPLICATE MALFUNCTION ON GROUND RUN; LT MIXING VALVE WAS SUSPECTED, SO REPLACED. PERFORMED GROUND RUN FUNCTIONAL TEST OF BLEED AIR SYSTEM, AND FLIGHT TEST. NO FURTHER BLEED AIR WARNINGS. (K)

2007FA0000377

LEAR

WRIGHT

GARKENYON

ROD  

FAILED

4/26/2007

60LEAR

R3350*

 

 

ACTUATOR

WHEN LANDING GEAR WAS CYCLED DOWN, THE RT RED IB GEAR DOOR OPEN LIGHT WOULD NOT EXTINGUISH. GEAR DOWN LOCK LIGHTS WERE GREEN. NORMAL LANDING. INSPECTION REVEALED THAT THE ACTUATOR SHAFT HAD UNSCREWED FROM THE PISTON NOT ALLOWING THE DOOR TO CLOSE. FURTHER EXAMINATION REVEALED THAT THE ROLL PIN SECURING THE SHAFT TO THE PISTON WAS SHEARED. THE LT ACTUATOR WAS INSPECTED AND THE ACTUATOR ROD WAS FOUND TO BE 2.5 TURNS FROM DISENGAGING FROM THE PISTON. 6-7 TURNS BOTTOMS THE ROD IN THE PISTON. REPLACED BOTH DOOR ACTUATORS.

2007FA0000378

LEAR

WRIGHT

 

ACTUATOR

FAILED

4/26/2007

60LEAR

R3350*

 

66000858

MLG 

WHEN LANDING GEAR WAS CYCLED DOWN, THE RT RED IB GEAR DOOR OPEN LIGHT WOULD NOT EXTINGUISH. GEAR DOWN LOCK LIGHTS WERE GREEN. NORMAL LANDING. INSPECTION REVEALED THAT THE ACTUATOR SHAFT HAD UNSCREWED FROM THE PISTON NOT ALLOWING THE DOOR TO CLOSE. FURTHER EXAMINATION REVEALED THAT THE ROLL PIN SECURING THE SHAFT TO THE PISTON WAS SHEARED. THE LT ACTUATOR WAS INSPECTED AND THE ACTUATOR ROD WAS FOUND TO BE 2.5 TURNS FROM DISENGAGING FROM THE PISTON. 6-7 TURNS BOTTOMS THE ROD IN THE PISTON. REPLACED BOTH DOOR ACTUATORS.

2007FA0000232

LKHEED

GARRTT

 

BATTERY  

FAILED

3/5/2007

1329*

TFE7313

 

RG380E44

MASTER

THESE 2 EA PN RG-380E/44 MAIN SHIP BATTERIES WERE INSTALLED ON 10/30/2006. THESE BATTERIES WERE REPLACEMENTS FOR 2 EA BATTERIES THAT HAD BEEN IN SATISFACTORY SERVICE IN THIS AC FOR APPROX 48 MONTHS BUT FAILED A CAPACITY CHECK DURING A REGULAR SCHEDULED INSPECTION. LESS THAN 2 MONTHS AFTER INSTALLATION THE PILOTS WERE UNABLE TO START THE MAIN ENGINES USING THESE BATTERIES. AT THIS TIME THE BATTERIES HAD A TOTAL FLIGHT TIME OF 16 HOURS AND HAD PERFORMED 26 MAIN ENGINE STARTS AND 8 APU STARTS. THE MAIN ENGINES WERE STARTED USING A GROUND POWER UNIT. ALL CHARGING AND ELECTRICAL OPERATIONS APPEARED NORMAL. THE BATTERIES WERE REMOVED AND GIVEN TO REPAIR STATION FOR TESTING. BOTH BATTERIES WERE TESTED IAW (INSTRUCTION FOR CONTINUED AIRWORTHINESS). BOTH BATTERIES FAILED UNDER TESTING. THE CHARGING AND ELECTRICAL SYSTEM ON THE AIRFRAME WERE TESTED IAW MFG MM, NO FAULTS WERE FOUND. BATTERIES FROM A DIFFERENT MFG WERE INSTALLED AND NO FURTHER ELECTRICAL PROBLEMS HAVE OCCURRED. MY CONCERN IS WHY DID THE PREVIOUS BATTERIES LAST 48 MONTHS YET THESE 2 IDENTICAL REPLACEMENTS LASTED LESS THAN 2 MONTHS. AT THE TIME OF WRITING THIS REPORT THESE BATTERIES HAVE BEEN RETURNED TO MFG FOR FURTHER TESTING AND ARE STILL IN THEIR POSSESSION. (K)

CA070216005

LKHEED

ALLSN

ALLSN

OIL SYSTEM

LOW PRESSURE

2/10/2007

382G

501D22A

 

 

NR 2 ENGINE

(CAN) IN CRUISE FLIGHT, THE CREW OBSERVED THAT THE OIL QUANTITY WAS DROPPING ON NR 2 ENGINE. AFTER VISUAL CONFIRMATION THAT OIL WAS EXITING THE OVERBOARD DRAIN, THE ENGINE WAS SHUTDOWN. THE AIRCRAFT LANDED WITHOUT FURTHER PROBLEM. MAINTENANCE REPLACED THE ENGINE SCAVENGE SYSTEM FILTER, THE ENGINE OIL COOLER, CHECKED THE ENGINE MAGNETIC DRAIN PLUGS AND REFILLED THE ENGINE WITH FRESH OIL. NO CONTAMINATION WAS OBSERVED OTHER THAN SOME CARBON IN THE SCAVENGE FILTER. THE AIRCRAFT WAS GROUND RUN AND THE RETURNED TO SERVICE. (TC NR 20070216005)

2007FA0000349

MAULE

CONT

 

SPAR

LOOSE

4/1/2007

M4210C

IO360*

 

3087B

RT FLAP

DURING AN ANNUAL INSPECTION, THE RT FLAP IB HINGE/CONTROL BRACKET WAS FOUND TO BE LOOSE. FURTHER INSPECTION REVEALED THAT THE FLAP SPAR WAS CRACKED AT THE UPPER RIVET ATTACH POINTS. THE CRACK IS 3.5 INCH LONG AND EXTENDS PAST THE RIVET HOLES IN BOTH DIRECTIONS. ADDITIONALLY, BOTH CLOSURE RIBS, AT THEIR ATTACH ANGLES TO THE SPAR. THE SPAR PN IS 3078B, RIB PNS 3046-2 AND 3046-1, RIVET PNS SS/SS 34D AND SS/SS 32D (MFG SUPPLIED). THE FLAP SPAR AND RIBS WERE REPLACED AND THE AIRCRAFT RETURNED TO SERVICE. (K)

CA070228002

MTSBSI

GARRTT

WOODWARD

ARM  

STIFF

2/21/2007

MU2B60

TPE33110

 

89741016

GOVENOR

(CAN) WHEN AIRCRAFT LANDED IT WOULD PULL TO THE LT. MAINTENANCE FOUND THAT THE PROP GOVERNOR ARM WAS STIFF AND WOULD NOT RETURN TO THE STOP. NOTE THIS GOVERNOR HAS SB TPE331-72-0567 RETURN SPRING INCORPORATED ON IT. GOVERNOR WAS REPLACED AND CHECKED SERVICEABLE. (TC NR 20070228002)

CA070227013

PILATS

PWA  

 

LIGHT

STUCK

2/23/2007

PC1245

PT6A67B

 

973321920

CAUTION LIGHT

(CAN) WHEN RESETING THE CAUTION LIGHT, IT WOULD OCCASIONALY STICK ON. THE CAUTION LIGHT ASSY WAS REPLACED WITH NEW. (TC NR 20070227013)

CA070227003

PILATS

PWA  

 

GEARBOX

MAKING METAL

2/15/2007

PC1245

PT6A67B