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ADVISORY CIRCULAR

43-16A

 

 

AVIATION MAINTENANCE ALERTS

 

 

flag of the United States of America

 

ALERT

NUMBER

395

bald eagle watching over three eggs

JUNE

2011

 


CONTENTS

AIRPLANES

(AMATEUR) SS-D1.................................................................................................................... 1

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

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

PIPER........................................................................................................................................... 5

POWERPLANTS

CONTINENTAL......................................................................................................................... 6

TURBOMECA............................................................................................................................. 7

ACCESSORIES

MARVEL-SCHEBLER.............................................................................................................. 10

SLICK MAGNETO................................................................................................................... 13

AIR NOTES

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

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

AVIATION SERVICE DIFFICULTY REPORTS...................................................................... 16

 


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

AVIATION MAINTENANCE ALERTS

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

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

 

AIRPLANES

(Amateur):  SS-D1; Elevator Water Accumulation; ATA 2730

A repairman for this Volkswagen powered experimental homebuilt states, "The left elevator filled with water from an over night rain, making the control surface unbalanced.  Severe elevator flutter was encountered during takeoff climb, (causing) the aircraft to make an emergency landing.

"Better sealing of the fabric covering at the control horn—and use of more and larger water drain holes in the trailing edge could have prevented the water accumulation.  This (admonition) could apply to most fabric covered aircraft."

(An added note on the 8010-4 hard copy defect report indicates the submitter found no drain holes in the elevator!)

Part (aircraft) Total Time:  289.0 hours

 

Beechcraft:  A36; Cracked Flap Nose Rib; ATA 5753

"During an Annual Inspection," says this repair station technician, "one nose rib was found cracked in the right flap.  It is the rib located directly beneath the attach bracket mounted on the skin."  (R/H flap P/N: 35-165050-79; nose rib P/N:  35-165050-84.  The SDRS database reflects 17 of these ribs.)


 

HAND DRAWING SHOWING POSITION OF CRACKS IN RIB.

 

(One could not ask for a better road map!  See the next entry for a similar report.  Thanks for the artwork—far better than I can produce—Ed.)

Part Total Time:  4,069.2 hours

 

Beechcraft:  58; Cracked Flap Nose Rib; ATA 5753

The previous report's repair station technician again describes a cracked nose rib for a different airplane.  "During an inspection (prior to purchase) the left flap nose rib was found cracked through the leading edge relief cut out in the upper flange bend radius. (It continued) through the actuator attach bracket nut plate rivet holes.  This is a very difficult area to access and inspect.  The addition of a small opening in the bottom flap skin would be advisable for inspecting this area.  (I) suspect this (rib crack) is caused by flaps being extended at higher than designed airspeeds, or incorrect up-stop bumper rigging.  My research (found) no Beech service information addressing this common failure item."  (L/H Flap P/N: 35-165050-78; Nose Rib P/N: 35-165050-84: the same P/N as previous entry.)

Part Total Time:  6,158.0 hours

 


Cessna:  340; Chafed Oil Pressure Tube; ATA 7931

"I ran the (TSIO 520) engine to check the magneto drop," says this A&P mechanic.  "(Subsequently), engine oil was observed dripping out of the port side wing root.  I removed the inspection plates and found the ¼ inch aluminum tubing (P/N 5600107-11) routed over the top of the three inch SCAT (flexible air tubing).  The wire in the SCAT tubing chafed a hole in this ¼ inch aluminum oil pressure line that runs from the engine to the cockpit.  The starboard line was also routed the same way—(it too) was rerouted to prevent chafing."

Part Total Time:  3,765.0 hours

 

Cessna:  551:  Cracked Seat Base Assembly; ATA 2510

A repair station provides this brief defect report concerning a seat frame.  "The upper seat base assembly is cracked at the chair back attach points.  (I speculate) stress on the chair back and metal fatigue as the probable cause.  A previous, inappropriate repair (has been observed on this frame).  This chair was repaired in accordance with AvFab STC STO1043WI, P/N 42-0312K, and drawing D-10394, Revision 'A'."  (Seat assembly P/N: 5519015-16; Seat base P/N:  5519009-22.  The Alerts profiled these seats four separate times in 2005:  reference July, September, November, and December—all with attached photos.  The SDRS database reflects eleven of the -22 part numbers.)

LARGE VIEW OF SEAT BASE ASSEMBLY.


CLOSEUP VIEW OF CRACK #1.

CLOSEUP VIEW OF CRACK #2.

Part Total Time:  (unknown)

 


Piper:  PA28-235; Cracked Rudder Bar Support; ATA 2720

An Aviation Inspector says, "(This support assembly...) should have AN960 washers under the four AN3-4L bolts to spread the load on the (support) assembly (P/N 63451-00).  There are no washers shown in the parts list."

 

FOUR VIEWS-IN-ONE: ALL SHOW CRACKED PART FROM DIFFERENT ANGLES.

 

(Reference February Alerts 2009 for a similar report.  SDRS has six entries.)

Part Total Time:  (unknown)

 


POWERPLANTS

Continental:  IO360KB; Contaminated Oil Pump; ATA 8550

"(I) removed the engine oil pump suction screen as part of a 100 hour inspection," states this technician.  "I found the old style suction screen with FOD:  (this debris includes) a ¼ inch AN flat washer; two springs, such as those used in Garlock seals (these had partially penetrated the suction screen about ¾ inch); small pieces of plastic grommet, as used where the dipstick meets baffling; and approximately ½ teaspoon of silicone globules.  I cut (open) and inspected the oil filter—no debris was found.  (Next) the oil pan and accessory case were removed to gain access to the oil pump.  I found scoring in the oil pump housing consistent with FOD being run through the pump.  The oil pump drive gear marked with P/N 634010A and impeller P/N 633602B were found installed with Woodruff key in the slot.  These parts were subject to AD 81-13-10R1—I was unable to verify compliance with this AD.  The overhaul facility specifically stated in their log book endorsement they had complied with TCM Service Bulletin 97-6 which required replacement of the oil pump gears with new style parts (IAW SB 96-4) and replacement of the suction screen with an improved design.  This was not done, as old style parts were found in the engine.  I removed the engine and sent it to (an overhaul facility) for a complete teardown inspection and repair.  It is likely had SB 97-6 been complied with at overhaul, the new style screen would have prevented the damage to the oil pump."

 

LARGE VIEW OF FILTER AND DEBRIS.


 

TOP VIEW SHOWING SPRING REMNANTS PENETRATING THE FILTER.

 

Part Total Time:  1,823.0 hours

 

Turbomeca:  Arrius 2B2; Failed Turbine Disk; ATA 7250

A technician from a corporate operator describes the difficulty with this EC135T2 helicopter engine.  "While performing a borescope inspection (and rotating the engine) a noise was heard, and then the N1 section of the engine locked up.  (I) removed the engine and disassembled module 1 from module 2,  and waited for Turbomeca Support to come and disassemble module 2.  Upon disassembly of module 2, (we) found the HP (high pressure) turbine disc had three shifted blades—and (these) were rubbing into the HP nozzle guide vane.  Turbomeca Support is going to replace the HP turbine wheel and nozzle guide vane."  (HP turbine disk P/N:  0319218520.)


PHOTO OF THE SLIPPED BLADES ON THE TOP HALF OF THE TURBINE DISK.


PHOTO OF THE SLIPPED BLADES ON THE BOTTOM HALF OF THE TURBINE DISK.

PHOTO OF THE SLIPPED BLADES ON THE WHOLE TURBINE DISK.


 

PHOTO OF DAMAGE TO THE HP GUIDE VANE.

 

Part Total Time:  2,042.0 hours

 

ACCESSORIES

Marvel-Schebler:  MA-4SPA; Loose Discharge Pump Tube; ATA 7322

(This report references a Cessna 172P sporting a Lycoming O-320-D2J.)

"The pilots made a precautionary landing," says this A&P mechanic, "as they were unable to retard the engine throttle below 2100 RPM.  In order to land, the mixture was moved to the idle cut off prior to the landing flare.  An off-base airport was selected as a landing site due to the large runway available, and the (presence) of ARFF (Aircraft Rescue and Firefighting).  Off-field maintenance personnel inspected and found the accelerator pump discharge tube had detached from the boss, then lodged between the throttle plate and the carburetor throat—inhibiting throttle movement.  The accelerator tube was found bent at the tip, depressions were found in the side of the throttle plate, and scratches were observed in the throat of the carburetor consistent with the discrepancy.  (Note:  this carburetor was shipped with an overhauled Lycoming Engine directly from Lycoming.  The carburetor was supplied to Lycoming Engines from Precision Airmotive.)"  (Carburetor P/N:  10-5217.  Time since overhaul: 1,203.7 hours.)


SIDE VIEW OF THE CARBURETOR, WITH REMOVED ACCELERATOR TUBE NEARBY.

BOTTOM VIEW OF BUTTERFLY VALVE SHOWING THROAT-SCRATCH DAMAGE.


TOP VIEW OF VENTURI.


CLOSEUP VIEW OF BENT ACCELERATOR TUBE.

(Yes—this carburetor does have a serial number, but in the first photo it fell victim to my art practice, and all four views are skillfully "squashed."  Note the SDRS database has 19 reports for this carburetor.  Thank-you for the submission effort—Ed.)

Part Total Time:  1,203.7 hours (since overhaul)

 

Slick Magneto(s):  4370/4373; Loose Distributor Gear Arm; ATA 7414

(The following description combines five reports from the same source; four referencing model 4370, one on a 4373.  All five are identical in wording.)

A mechanic says, "The distributor arm (has come) loose from the gear.  When (this happens) it causes wear on the arm center (hole), and when this diameter wears larger the arm flies out—closing the gap and grinding into the contacts of the distributor block.  The magneto ran normal.  This (defect) was found during an inspection."

(Of the five magnetos the times ranged from 1,402-1,743 hours.  All were mounted to Lycoming O-360-A4M engines.  Distributor gear P/N:  K3822; SDRS database entries: 17.)

Part Total Time:  1,572.5 hours (average)

 


AIR NOTES

INTERNET SERVICE DIFFICULTY REPORTING (iSDR) WEB SITE

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

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

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

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

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

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

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

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


The SDRS and iSDR web site point of contact is:

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

 

IF YOU WANT TO CONTACT US

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

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

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

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

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

 

AVIATION SERVICE DIFFICULTY REPORTS

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

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

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

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

 


Federal Aviation Administration

Service Difficulty Report Data

 

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

Control Number

Aircraft Make

Engine Make

Component Make

Part Name

Part Condition

Difficulty Date

Aircraft Model

Engine Model

Component Model

Part Number

Part Location

2011FA0000293

 

 

 

SUSPENSION LINE

BROKEN

4/21/2011

 

 

 

 

PARACHUTE

JUMPER REPORTED HE COULD NOT LOCATE MAIN CANOPY HANDLE AND DEPLOYED INTERACTION BETWEEN HEAD DOWN POSITION. IT IS SUSPECTED THERE WAS INTERACTION BETWEEN THE DEPLOYING RESERVE CANOPY AND JUMPERS BODY/EQUIP RESULTING IN 3 BROKEN A, B LINES. JUMPER LANDED WITH NO INJURIES. INSP OF RESERVE AND LINES REVEAL NO REASON FOR THE BROKEN LINES DUE TO QUALITY OF MATERIALS OR WORKMANSHIP. THE BROKEN LINES ARE INDICATIVE OF INTERACTION BETWEEN THE JUMPER AND THE DEPLOYING RESERVE. IT IS IMPORTANT FOR JUMPERS TO MAINTAIN FLAT FACE TO EARTH BODY POSITION DURING DEPLOYMENT OF PARACHUTES.

2011FA0000324

 

 

 

CAMSHAFT

MISMANUFACTURED

5/4/2011

 

 

 

LW19340

ENGINE

GOVERNOR GEAR NOT CUT CORRECTLY.

CA110127002

 

 

 

NUT   

DEFORMED

12/15/2010

 

 

 

MS210423

 

(CAN) THESE STRUCTURAL SPACE-SAVER NUTS SEEM VERY DEFORMED BEYOND WHAT IS NORMAL FOR THIS TYPE OF FRICTION NUT. AME WAS UNABLE TO FIT A NORMAL BOX END WRENCH ON THE NUTS FOR TIGHTENING DUE TO DEFORMITY. WE CONSIDER THE MANUFACTURE OF THE NUTS TO BE SUBSTANDARD. POSSIBLE VENDOR QUALITY CONTROL ISSUES? AME COMMENDED FOR IDENTIFYING POSSIBLE DISCREPANCY AND STORES STAFF FOR BRINGING IT TO MY ATTENTION. STORES HAD ALREADY REMOVED THE AFFECTED NUTS FROM INVENTORY AND QUARANTINED THEM AND CONTACTED THE SUPPLIER. SAMPLE OF NUTS, ALONG WITH OUR AMO`S UNAPPROVED/BOGUS PARTS FINDINGS FORM, SENT TO LOCAL TRANSPORT CANADA REGIONAL OFFICE FOR ANALYSIS. (TC# 20110127002)

CA101214008

 

CONT

 

PISTON ROD

MISMANUFACTURED

12/14/2010

 

IO360G

 

D5170

PROPELLER

(CAN) PISTON ROD PURCHASE (NEW) AND RECEIVED - VISUALLY ACCEPTABLE. PISTON ROD MACHINED INCORRECTLY FROM MCCAULEY - WHEN TRYING TO INSTALL BETA TUBE THREW THE PISTON ROD IT WILL NOT ALLOW THE TUBE ALL THE WAY IN. THE PISTON ROD INSIDE DIAMETER IS TOO SMALL AND DOES NOT ALLOW THE INSTALLATION OF THE BETA ROD. WE CHECKED OUR (NEW) INVENTORY AND FAILED A SECOND ROD WITH THE SAME ISSUES. (TC# 20101214008)

2011FA0000290

 

CONT

 

CRANKSHAFT

CRACKED

4/20/2011

 

O200A

 

530199

ENGINE

FOUND CRACK INDICATION DURING MAG-PARTICLE INSP ON CRANKSHAFT FLANGE AREA.

2011FA0000194

 

GARRTT

 

DRIVE SHAFT

STRIPPED

10/21/2010

 

TPE331101B

 

3598037AND349905

FUEL CONTROL

PILOT REPORTED HIGH FUEL FLOW AND EGT IN FLIGHT. POWER REDUCTION NOT OBTAINABLE WITH POWER LEVER MOVEMENT. PILOT COMMANDED IN-FLIGHT SHUTDOWN AND LANDED WITHOUT INCIDENT. NOTE: ACFT OPERATED IN AND OUT OF MEXICO. LOW FUEL LUBRICITY SUSPECTED. TIME SINCE NEW IS UNKNOWN SO THE TIME SINCE O/H WAS INPUT. THE CYCLES LISTED ARE ESTIMATED.

2011FA0000246

 

LYC   

 

CRANKSHAFT

BROKEN

4/12/2011

 

O360E1A6

 

LW1722670

ENGINE

DURING A FLIGHT TRAINING FLIGHT THE INSTRUCTOR SAID THEY WERE COMMING OUT OF A STALL AND THE ENGINE LOST POWER AND STOPPED RUNNING. AFTER LANDING, REMOVED COWL AND SPARK PLUGS NOTED THAT CYLINDERS 3 AND PISTONS MOVED AND CYLINDERS 1 AND 2 PISTONS DID NOT MOVE.

CA101222011

 

PWA   

 

BEARING

FAILED

11/17/2010

 

PT6*

 

 

ENGINE

(CAN) ENGINEERING INVESTIGATION REPORT EIR PT6A 2010-087 ENGINE, SERIAL NUMBER , WAS SENT TO VECTOR ATLANTIC AFTER THE OPERATOR REPORTED OIL PRESSURE DROP DURING FLIGHT AND FOLLOWED BY FINDING METAL CHIPS (BRONZE) IN THE MAIN OIL PRESSURE FILTER DURING SUBSEQUENT INVESTIGATION.

CA101213005

 

PWA   

 

ENGINE

POWER LOSS

12/7/2010

 

PT6T3

 

 

NR 2  

(CAN) POWER LOSS FIRE DEPARTMENT, PT6T-3D, S/N TH0360, TTSN 2102, TCSN 3040 DURING A CHECK FLIGHT FOLLOWING RGB 2500HRS INSPECTION, WHILE FLYING LEVEL AT 500` THE NR 2 ENGINE TORQUE DROPPED TO IDLE UNCOMMANDED. THE OTHER POWER SECTION TOOK THE FULL TORQUE WITH NO EXCEEDANCES AND THE PILOT WAS ABLE TO SWITCH THE NO. 2 TO MANUAL. THE ENGINE PERFORMED NORMALLY IN MANUAL FOR THE REST OF THE FLIGHT. SUBSEQUENT GROUND TESTS IN AUTOMATIC FOUND THE ENGINES WORKING NORMALLY, TROUBLESHOOTING IS ON-GOING.

CA101206001

 

PWC   

 

FILTER

CONTAMINATED

11/18/2010

 

PW610FA

 

 

FUEL SYSTEM

ABORTED T/O DURING T/O ROLL, THE ABOVE ENGINE WAS MUCH SLOWER TO ACCELERATE THAN THE OTHER. THE PILOT ABORTED T/O AND RETURNED TO THE RAMP WHERE TROUBLESHOOTING FOUND BLUE PACKING DEBRIS IN THE HIGH PRESSURE FUEL FILTER AS WELL AS CORROSION DEBRIS IN THE PY LINE AT THE FUEL CONTROL END. FUEL CONTROL AND FUEL PUMP WILL BE REPLACED.

CA101206008

 

PWC   

 

POWERPLANT

POWER LOSS

11/29/2010

 

PW610FA

 

 

 

THE CREW REPORTED A POWER LOSS SHORTLY AFTER T/O. THEY PERFORMED AN EMERGENCY LANDING ON AIRPORT PREMISES BUT ON GRASS. ENGINE WAS STILL RUNNING UPON TOUCHDOWN. SIGNIFICANT DAMAGE OCCURRED TO THE FRONT OF THE ACFT AND LANDING GEAR. THE CREW RECEIVED MINOR INJURIES. MFG ASSISTANCE HAS BEEN OFFERED.

CA101206009

 

PWC   

 

OIL SYSTEM

LOW PRESSURE

12/1/2010

 

PW610FA

 

 

 

LOW OIL PRESSURE DURING FLIGHT, THE PILOT NOTICED A LOW OIL PRESSURE AND ELECTED TO SHUT THE ENGINE DOWN. AN UNEVENTFUL SINGLE ENGINE LANDING FOLLOWED. TROUBLESHOOTING IS ON-GOING AND FOCUSING ON INDICATION ISSUES.

CA110124013

 

PWC   

 

ENGINE

STALLED

1/1/2011

 

PW610FA

 

 

 

ABORTED T/O IFSD DURING EARLY T/O ROLL CLOSE TO FULL POWER, LOUD NOISES (SUSPECTED COMPRESSOR STALLS) WERE HEARD FROM 1 (OR BOTH) ENGINES. THE T/O WAS ABORTED. POST FLIGHT INSP FOUND NO DAMAGE ON THE ENGINES AND NO CAUSES WERE IDENTIFIED FOR THE NOISES. GROUND RUNS WERE SATISFACTORY AND THE ACFT WAS RETURNED TO SERVICE.

CA110124016

 

PWC   

 

PRESSURE SWITCH

FAILED

12/30/2010

 

PW610FA

 

 

OIL PRESSURE

OIL PRESSURE WARNING/IFSD DURING FLIGHT, THE CREW REPORTED AN OIL PRESSURE WARNING AND ELECTED TO SHUTDOWN THE ENGINE. THE ACFT DIVERTED FROM THE INTENDED DESTINATION AND LANDED SAFELY. THE PROBLEM WAS TRACED BACK TO A FAULTY OIL PRESSURE SWITCH WHICH WILL BE REPLACED BEFORE THE ACFT IS RETURNED TO SERVICE.

CA110124017

 

PWC   

 

POWERPLANT

FAILED

1/3/2011

 

PW610FA

 

 

 

INABILITY TO ACHIEVE THRUST DURING REPOSITIONING FLIGHT, ON DESCENT AT 37K THE PILOT HEARD RUMBLING NOISE FROM THE RENTAL ENGINE. POWER WAS REDUCED TO STOP THE REPORTED NOISE GOING DOWN TO 30K. PILOT REPORTED AN OVERTEMP AND ELECTED TO SHUTDOWN THE ENGINE. ACFT SAFETY LANDED.

CA110125016

 

PWC   

 

ENGINE

FAILED

1/18/2011

 

PW610FA

 

 

 

(CAN) ON GROUND EVENT DURING OVERSPEED GOVERNOR CHECK PRIOR TO T/O, THE PILOT HEARD A LOUD NOISE AND SAW MATERIAL COMING OUT OF THE EXHAUST. THE ENGINE WAS SHUT DOWN. POST EVENT INSPECTION FOUND PUNCTURE DAMAGE FROM DEBRIS ON THE WINGS. THE ENGINE WILL BE SENT FOR INVESTIGATION .

CA110125015

AEROSP

PWA   

 

ENGINE

FAILED

1/20/2011

ATR72202

PW124B

 

 

 

(CAN) UNCOMMANDED AUTOFEATHER/IFSD DURING CRUISE, THE PROPELLER FEATHERED UNCOMMANDED. THE PILOT COULD NOT MODULATE POWER EITHER IN AUTOMATIC OR MANUAL MODE. THE ENGINE WAS SHUT DOWN AND AN UNEVENTFUL SINGLE ENGINE LANDING FOLLOWED. TROUBLESHOOTING IS ON-GOING.

CA110125014

AEROSP

PWA   

 

OIL SYSTEM

LOW PRESSURE

1/20/2011

ATR72212A

PW127

 

 

NR 2 ENGINE

(CAN) OIL PRESSURE LOSS/IFSD DURING FLIGHT, THE NR 2 ENGINE LOW OIL PRESSURE WARNING CAME ON. THE ENGINE WAS SHUT DOWN AND AN UNEVENTFUL SINGLE ENGINE LANDING FOLLOWED. GROUND INSPECTION FOUND NO OIL LEVEL VISIBLE IN THE SIGHT GLASS, OIL WAS FOUND INSIDE THE ENGINE COWL. TROUBLESHOOTING IS ON-GOING TO IDENTIFY THE SOURCE OF THE LEAK.

CA110208011

AEROSP

PWA   

 

ENGINE

FAILED

1/27/2011

ATR72212A

PW127

 

 

LEFT  

(CAN) ABORTED TAKE-OFF CREW REPORTED SLUGGISH BEHAVIOR ON LT ENGINE AND RH ENGINE TORQUE FLUCTUATION DURING TAKE-OFF ROLL AND ROTATION. THE AIRCRAFT RETURNED TO POINT OF DEPARTURE AND TROUBLESHOOTING IS ONGOING WITH MANUFACTURER ASSISTANCE.

DT1R20110328001

AGUSTA

PWA   

 

WIRE

MISREPAIRED

3/22/2011

AW139

PT6A67

 

 

ZONE 100

DURING THE INSPECTION, CUSTOMER FOUND 63 OUT OF 92 SOLDER SPLICES INSTALLED ON THE ACFT WERE BAD. ALL THE SPLICES HAD FAILED FOR THE SAME REASON, SOLDER HAD NOT FLOWED TO THE STUB WIRE SIDE OF THE CONNECTION. OF THE FAILURES THE NR 2 MAU, THE NR 2 MRC, THE PILOT'S AND COPILOT'S AUDIO PANELS, AND ALL 4 PITCH AND ROLL SAS LINEAR ACTUATORS HAD EVERY ONE OF THEIR SOLDER SPLICES FAIL.

2011FA0000271

AIRBUS

CFMINT

 

SKIN

DAMAGED

3/31/2011

A320214

CFM565B4

 

 

FUSELAGE

INSTALLED DOUBLER REPAIR AT LOWER SKIN BETWEEN STRINGER 39L AND 39R FROM FRAME 21 TO FRAME 23. MATERIAL USED 2024T3 .080" PO 1062499. DIMENSIONS 22.5" X 30" IAW REPAIR DESIGN APPROVAL SHEET 70541148/019/2011 ISSUE: A, DATED 31/03/2011. THIS REPAIR IS CLASSIFIED: MAJOR, CAT B. INSTALLED CROSS BEAM PN D53910678200 IAW CARD EC5310.000010.

MU1Z2011020200005

AIRBUS

 

 

SKIN

DENTED

3/30/2011

A320233

 

 

 

FUSELAGE

FUSELAGE SKIN - DENT LOCATED IN RT SIDE BETWEEN FR 2 AND FR 3 AND STR Z508.

MU1Z2011020200003

AIRBUS

IAE   

 

FRAME

DENTED

3/14/2011

A320233

V2527EA5

 

 

FUSELAGE

FUSELAGE DENT BETWEEN FR 6 AND FR 7 APROX 6.5" DOWN RT SIDE STRINGER. DEPTH 1.57MM A= 21.97MM.

CA110207002

AIRTRC

 

 

BULKHEAD

CRACKED

2/3/2011

AT802A

 

 

1002680

FUSELAGE

(CAN) THE LH FLOAT, AFT CLOSING BULKHEAD, IS CRACKED JUST UNDER THE WATER RUDDER ATTACH PLATE IN THE BEND RADIUS. THE CRACK RUNS ABOUT 2 INCHES LEFT AND RIGHT FROM LOWER CENTER POINT OF THE BULKHEAD. (TC# 20110207002)

CA110119005

AIRTRC

PWC   

 

FILTER

FAILED

1/18/2011

AT802A

PW610FA

 

905310

HYD SYSTEM

BOTH OF THE SCOOP (UP AND DOWN), HYD PRESSURE FILTERS WERE FOUND DURING INSP WITH THE ENDS OF THEM BLOWN OUT AND MISSING PIECES. BOTH FILTERS WERE FOUND TO HAVE BEEN INSTALLED CORRECTLY IAW MM AND DWGS. HOWEVER, THIS APPEARS TO BE CONTRADICTORY TO THE INSTRUCTIONS PRINTED ON THE FILTER BODY BY THE FILTER MFG.

2011FA0000272

AMTR

CONT

 

CYLINDER HEAD

CRACKED

3/28/2011

LANCAIR4P

TSIO550B

 

653119A1

ENGINE

WHILE PERFORMING A CONDITION INSPECTION ON THE ENGINE, A CRACK WAS FOUND IN THE AREA OF THE INTAKE VALVE ON NR 6 CYLINDER. CYLINDER AND PISTON ARE ORIGINAL TO THE ENGINE. CAUSE OF MALFUNCTION, UNKNOWN.

2011FA0000273

AMTR

CONT

 

PISTON

CRACKED

3/28/2011

LANCAIR4P

TSIO550B

 

 

ENGINE

WHILE PERFORMING A CONDITION INSPECTION OF THE ENGINE, A CRACK WAS FOUND ON NR 6 INTAKE AREA. AFTER REMOVAL OF CYLINDER, THE PISTON WAS FOUND TO HAVE A LARGE PART OF THE SKIRT MISSING, PLUS A BROKEN OIL CONTROL RING AND CRACKS NEAR THE PISTON PIN AREA. METAL WAS FOUND IN THE OIL FILTER. ENG WILL BE DISASSEMBLED. CAUSE UNKNOWN

2011FA0000197

AMTR

LYC   

 

CYLINDER

CRACKED

7/1/2010

RV7   

AEIO360*

 

 

NR 2  

UPON INSP OF THE ENGINE DURING CONDITION INSPECTION, A VERY LIGHT AMOUNT OF OIL SEEPAGE WAS OBSERVED ON THE ENGINE CRANKCASE NEAR THE NR 2 CYLINDER STUD. CLOSER INSP WITH DYE PENETRANT REVEALED A HAIRLINE CRACK EMENATING FROM THE TOP LT THROUGHBOLT ON THE NR 2 CYLINDER. ENGINE WAS REMOVED FOR CRANKCASE REPAIR. CRANKCASE WAS REPAIRED SUCCESSFULLY.

2011FA0000230

AMTR

 

 

BOLT

SHEARED

3/15/2011

TALON*

 

 

MS24694S97

M/R DRIVE

HELICOPTER DEPARTED ON A TRAINING FLIGHT. 30 MINUTES INTO THE FLIGHT, INSTRUCTOR FELT A JOLT OF ACFT FOLLOWED BY A LOUD BANGING. ENGINE PARAMETERS ALSO ERRATIC. INSTRUCTOR ELECTED TO REDUCE POWER & ENTER AN AUTOROTATION. SELECTED A CLEAR AREA AND SET UP FOR LANDING. UPON TOUCHDOWN HELICOPTER SKIDS SETTLED INTO SOFT SANDY TERRAIN UNTIL THE TIPS OF THE SKIDS DUG IN CAUSING THE HELICOPTER TO PITCH SLOWLY FWD WHERE THE MAIN ROTOR BLADES CONTACTED THE GROUND AND SEVERED THE TAILBOOM. HELICOPTER CAME TO REST ON IT'S LT SIDE WITH SUBSTANTIAL DAMAGE. HARDWARE ATTACHING THE DRIVE PULLEY ASSY TO ENGINE FLYWHEEL ASSY FAILED CAUSING THE SEPARATION OF THE PULLEY ASSY FROM THE FLYWHEEL. PULLEY ASSY THEN JAMMED & CAUSED ENGINE TO BECOME ERRATIC AND FINALLY LOSE POWER FORCING THE PILOT TO INITIATE THE AUTOROTATION. UPON TOUCHDOWN, THE SLIGHT FWD MOTION OF ACFT AND SOFT SANDY TERRRAIN CAUSED THE HELICOPTER TO PITCH FWD, RESULTING IN SUBSTATIAL DAMAGE TO ACFT. DRIVE PULLEY, FLYWHEEL ASSY & ATTACHING HADWARE FRAGMENTS HAVE BEEN SENT TO THE NTSB FOR FURTHER ANALYSIS.

CA110204004

BBAVIA

LYC   

 

REMOTE SWITCH

FAILED

2/3/2011

8GCBC

O360C2E

 

345619604

ELT  

(CAN) DURING A FUNCTION TEST IT WAS DISCOVERED THAT THE LED LIGHT FAILED TO WORK. AS WELL WHEN THE SWITCH WAS TURNED TO THE ON POSITION, THE ELT ACTIVATED PROPERLY. BUT WHEN TURNED BACK TO "ARM" THE ELT FAILED TO RESET. A MANUAL RESET WAS POSSIBLE AT THE UNIT ITSELF. TROUBLESHOOTING REVEALED THAT THE LED PROBLEM WAS WITH THE SWITCH ITSELF, BUT FAILED TO IDENTIFY THE OTHER PROBLEM DUE TO A SECOND SWITCH FAILURE. THE REPLACEMENT OF THE SWITCH WITH A NEW SWITCH IDENTIFIED THE SWITCH TO BE THE CAUSE OF THE PROBLEM WITH THE RESET FAILURE AS WELL. THE SWITCH IS BEING RETURNED TO THE MANUFACTURE FOR EVALUATION.

CA110204005

BBAVIA

LYC   

ARTEX

REMOTE SWITCH

FAILED

2/3/2011

8GCBC

O360C2E

 

345619604

ELT  

(CAN) DURING THE TROUBLESHOOTING OF ANOTER ELT SYSTEM. IT WAS DISCOVERED THAT THE ELT REMOTE SWITCH WOULD TURN THE ELT ON PROPERLY BUT WOULD NOT RESET THE SYSTEM WHEN SWITCHED BACK TO "ARM". THE REPLACEMENT OF THE ORIGINAL PROBLEM SWITCH WITH A NEW ONE IDENTIFIED THE SWITCH TO BE THE PROBLEM. FURTHER TESTING CONFIRMED THAT THIS SWITCH WAS DEFECTIVE. THE SWITCH IS BEING RETURNED TO THE MANUFACTURE FOR TESTING.

CA110126006

BEECH

 

 

AMPLIFIER

FAILED

1/25/2011

1900C

 

 

407  

AUDIO CONTROL

(CAN) ON CLIMB-OUT A BURNING ODOR WAS NOTICED IN THE CABIN, THE PILOTS HEADSET THEN CUT-OUT. AN UNEVENTFUL EMERGENCY LANDING WAS CARRIED OUT. UPON INSPECTION THE AUDIO CONTROL AMPLIFIER WAS FOUND TO HAVE FAILED INTERNALLY CAUSING THE SMOKE ODOR.

CA101209003

BEECH

 

 

RELAY

UNSERVICEABLE

12/2/2010

1900C

 

 

MS24171D1

MLG  

(CAN) THIS AIRCRAFT HAS BEEN OFF-LINE AND UNDERGOING MAINTENANCE FOR SEVERAL WEEKS DUE TO A SNAG WITH THE MAIN LANDING GEAR EXTENSION SYSTEM. THE AIRCRAFT HAS BEEN EXPERIENCING PROBLEMS EXTENDING THE MAIN LANDING GEAR, ESPECIALLY AFTER EXTENDED FLIGHT AT ALTITUDE. THE GEAR WOULD EXTEND WITH THE MANUAL HAND PUMP WITH NO ISSUES. ALSO, IF DURING THE FLIGHT, THE GEAR SELECTOR WAS LEFT IN THE `DOWN` POSITION FOR OVER A MINUTE, THE GEAR WOULD EVENTUALLY EXTEND AS IT SHOULD, ELECTRICALLY. AFTER MUCH TROUBLESHOOTING IT WAS DISCOVERED THAT WATER HAD ACCUMMULATED IN THE MAIN LANDING GEAR RELAY P/N MS24171-D1, THE WATER WOULD FREEZE AT ALTITUDE, NOT ALLOWING THE RELAY TO MOVE WHEN THE CONTROL CUIRCUIT WAS ENERGIZED. EVENTUALLY, AS THE RELAY HEATED UP WHEN IT WAS POWERED, IT WOULD MELT THE ICE AND ALLOW THE GEAR TO EXTEND ON IT`S OWN. THE MAINTENANCE SCHEDULE FOR THESE AIRCRAFT HAS BEEN REVISED TO PERIODICALY CHECK THE MLG RELAY`S FOR MOISTURE OR ACCUMMULATED WATER. PERIODIC CHECKS ARE ALSO BEING CARRIED OUT ON THE SUBJECT AIRCRAFT TO DETERMINE THE SOURCE OF THE WATER.

V0DR2011006

BEECH

 

MEGGITT

KEYWAY

MISMANUFACTURED

4/8/2011

1900D

 

 

50067611

MAIN WHEEL

KEYWAY LINERS WHERE BEING R & R DURING MX ON 5006028-5 MAIN WHEEL ASSY. THE TECH, AFTER COMPLETING OTHER MX WAS IN THE PROCESS OF INSTALLING NEW KEYWAY LINERS. THE TECH NOTICED THAT 1 OF THE KEYWAY LINERS WAS LOOSE WHEN PUT INTO POSITION ONTO THE WHEEL HALF (NOT FORMED PROPERLY FROM THE MFG). THE TECH REPLACED THE SUPECT PART WITH ANOTHER FROM STOCK AND NOTED THE PART FITTED PROPERLY. THE SUSPECT PART AND THE REMAIN STOCK WAS INSPECTED A TOTAL OF 3 KEYWAY LINERS WERE REMOVED FROM SERVICE.

CA101216002

BEECH

 

 

DRIVE SHAFT

UNSERVICEABLE

12/15/2010

1900D

 

 

503890571

PROP TACH

(CAN) THE PROP INDICATION WENT TO "0" IN FLIGHT - THE DRIVE SHAFT ON THE TACH GENERATOR WAS FOUND TO BE WORN TO THE POINT WHERE IT WAS SPINNING INSIDE THE ENGINE DRIVE.

CA110131010

BEECH

 

 

AAP   

CHAFED

1/27/2011

1900D

 

 

1181000195

LT WING

(CAN) ACM LOUVERED EXHAUST PLENUM REMOVED TO CARRY OUT "F" CHECK PROCEDURE. NOTED AFTER REMOVAL OF LOUVERED PLENUM THAT THE PLENUM WAS CHAFING INTO THE LOWER MAIN SPAR CAP FORWARD FLANGE AT LWS 35-LWS 40. LWS 35 SPAR CAP FLANGE CHAFED TO 0.06 INCH AND DECREASED TO 0 INCHES AT APPROX LWS 40. CHAFE DAMAGE REPAIRED IAW RAYTHEON AIRCRAFT STANDARD REPAIR DRAWING #SR-CO-00018 REV. A. AREA OF LOUVERED PLENUM REMOVED SO NO FURTHER CONTACT WITH SPAR CAP CAN OCCUR. (TC# 20110131010)

V0DR2011009

BEECH

 

 

ROD END

MISMANUFACTURED

4/14/2011

1900D

 

 

1317666M

PAX DOOR

THE TECH DURING ASSY OF A AIRSTAIR DOOR STRUT NOTED THAT A TIE ROD WOULD NOT THREAD ON TO THE SHAFT. FURTHER TROUBLESHOOTING REVEALED THE NEW TIE ROD WAS A LT THREAD INSTEAD OF A RT THREAD. THE REST OF THE STOCK WAS INSPECTED AND A TOTAL OF (3) WERE FOUND TO HAVE LT THREADS AND REMOVED FROM SERVICE.

V0DR20011008

BEECH

 

 

STRUT

BINDING

4/14/2011

1900D

 

 

12951410637

PAX DOOR

A TECH REPORTED THAT DURING THE DRY FITTING OF PARTS (PRECHECK FOR BINDING) FOR A AIRSTAIR DOOR STRUT THAT A NEW SHAFT WOULD NOT MOVE FREELY WITHIN THE TUBE. AFTER TROUBLESHOOTING, IT WAS NOTED THAT ONE AREA OF THE SHAFT WAS SLIGHTLY LARGER. A NEW SHAFT WAS INSTALLED AND AGAIN THE PARTS WERE DRY FITTED AND THE PROBLEM WENT AWAY. NO FURTHER PROBLEMS WITH OTHER PISTON SHAFTS IN STOCK WERE FOUND. THE ONE PISTON SHAFT WAS REMOVED FROM SERVICE.

CA110126004

BEECH

 

 

CLAMP

MISREPAIRED

1/26/2011

200BEECH

 

 

C13019S

PROPELLER BLADE

(CAN) DURING PREVIOUS SERVICE WHEN THE A304 LINK PINS WERE INSTALLED AND LOCKED THE LOCK PIN HOLES WERE DRILLED TO 0.720",MAXIMUM DEPTH IS 0.045". DRILL BIT WENT COMPLETELY THROUGH THE LINK HOLE AND PENETRATED THE OPPSITE SIDE WALL OF THE BLADE CLAMP. UNDER THE ADVICE OF THE MANUFACTURER ALL 3 BLADE CLAMPS ARE TO BE RETIRED FROM SERVICE.

CA101216004

BEECH

 

 

BRACE

CRACKED

12/8/2010

200BEECH

 

 

9981002827

MLG  

(CAN) WHILE THE AME WAS TROUBLE SHOOTING FOR A BLEED AIR SYSTEM LEAK HE NOTICED A HAIRLINE CRACK ON A MLG ASSY. AFTER INVESTIGATION, THE PRESENCE OF A CRACK WAS CONFIRMED. THE SECOND MLG ASSY WAS INSPECTED AND CONFIRMED CRACKED AS WELL. ALL THE COMPANY KING AIR FLEET WAS INSPECTED AND ANOTHER MLG ASSY WAS FOUND CRACKED ALL THOSE 3 UNITS HAD TO BE REPLACED. THE CRACKED ASSY WERE FOUND ON A/C S/N BB-10 AND BB-99. THE OTHER TWO A/C WITH S/N HIGHER THAN 500 WHERE FOUND WITH A DIFFERENT MODEL OF MLG ASSY AND NO CRACKS WHERE FOUND.

2011F00065

BEECH

 

 

LINE

OBSTRUCTED

3/21/2011

200BEECH

 

 

 

FUEL SYSTEM

ENROUTE, EXPERIENCED AN ENGINE ROLL BACK AND FLAMEOUT ON THE RT ENGINE AT 21,000 FT. NO ATTEMPT WAS MADE TO RESTART. EMERGENCY DECLARED AND ENGINE SECURED ACCORDING TO CHECKLIST. ACFT DIVERTED AND MADE A SUCCESSFUL LANDING. MX FOUND SUPPLY LINE FLOW FROM THE MAIN TANK WAS IMPEDED. GRAVITY FEED LINE INFLOW ORIFICE ACCESSED AND A MX INSTRUCTION PAPER TAG WAS FOUND PARTIALLY BLOCKING THE ORIFICE. THE OBSTRUCTION WAS REMOVED AND THE FLOW TO THE NACELLE TANK WAS RETURNED TO NORMAL.

2011FA0000248

BEECH

CONT

 

DUCT

CHAFED

4/11/2011

58   

IO520*

 

11516CXZ060845

ZONE 400

DURING ANNUAL INSP FOUND THE LT ENGINE FUEL METERING UNIT BLAST DUCT CHAFING ON ENGINE MOUNT TUBE. FOUND THAT THE METAL WIRE IN THE BLAST DUCT HAD WORN THROUGH THE BLAST DUCT AND WORE INTO THE ENGINE MOUNT TUBE REQUIRING THE ENGINE MOUNT TO BE REMOVED FOR REPAIR.

2011FA0000269

BEECH

CONT

 

LEG ASSY

BROKEN

3/31/2011

58P   

TSIO520*

 

0028200171

NLG  

ACFT LANDED WITH NOSE LANDING GEAR IN THE UNLOCKED POSITION. THE PILOT REPORTED ON TAKEOFF THAT THE ACFT HAD A SEVERE VIBRATION AT APPROX 85 KNT, CONTINUED FLIGHT AND A SECOND ACFT VERIFIED THAT THE NLG WAS "FLOPPING AROUND", CONTINUED THE FLIGHT TO BURN OFF FUEL AND LANDED WITH CRASH RESPONSE AT THE AIRPORT. THE ACFT NOSE SETTLED UPON LANDING, THE ACFT REMAINED ON RUNWAY CENTER. DAMAGE WAS MINOR. THE NOSE LANDING GEAR DRAG LEG ASSY PN 002-820017-1 FAILED AT THE TOP END OF THE CASTING. THE METAL BROKE APART WITH INDICATIONS THAT IT HAD BEEN CRACKED FOR SOME TIME, THIS AREA CAN NOT BE INSPECTED WITH THE PART ON THE ACFT.

YHLR20109012

BEECH

 

 

DISPLAY

FAILED

6/30/2010

76   

 

 

91000001001

INSTRUMENT PANEL

ASPEN EFD-1000PRO DISPLAY SHOWS "PITOT FAIL". VERIFIED SQUAWK. DISPLAY ALSO "X’D" OUT. REPLACED DISPLAY AS REQUIRED. PERFORMED SYS OPS CHECKS IAW INSTALLATION MANUAL 900-00003-001.

CA101207004

BEECH

PWC   

 

RESISTOR

BURNED

11/3/2010

99   

PW610FA

 

W20538100

WINDSHIELD WIPER

(CAN) AFTER LANDING AND DURING TAXI TO THE RAMP, THE CREW NOTICED SMOKE IN THE COCKPIT. MAINTENANCE DETERMINED THE DROPPING RESISTOR FOR THE WINDSHIELD WIPER MOTER HAD OVERHEATED (TC# 20101207004)

CA101213009

BEECH

 

 

LIMIT SWITCH

MALFUNCTIONED

12/11/2010

A100

 

 

BZ7RWT822

TE FLAPS

(CAN) ON APPROCH, THE PILOTS SELECTED APPROACH FLAP. THE FLAPS DID A UNCOMANDED TRAVEL TO FULL FLAP. THE AIRCRAFT WAS LANDED WITH OUT INCIDENT. A SPECIAL INSPECTION WAS CARRIED OUT AS PER 27-50-00 ON THE STRUCTURE AND THE COMPONENTS, NO DEFECT FOUND. THE APPROCH LIMIT SWITCH WAS REMOVED AND REPLACED, SYSTEM GROUND FUNCTION CHECKED SERVICABLE WITH OUT FURTHER INCIDENT. (TC# 20101213009)

CA101222004

BEECH

 

 

SUPPORT BRACKET

CRACKED

12/8/2010

A100

 

 

1156100181

RUDDER

(CAN) ON CONDUCTING NDT LPI INSPECTION IAW S/B 2145, THE SUPPORT BRACKET AND WAS FOUND TO BE CRACKED AT TAPER PIN HOLE, NUT END.

CA101216005

BEECH

 

 

BEARING

FAILED

12/16/2010

B200

 

 

13889

WHEEL

(CAN) TODAY DECEMBER 16/2010 13:00 HRS ON A ROUTINE FLIGHT FROM GRAND PRAIRIE TO HIGH LEVEL WITH KING AIR C-FPQQ (MEDEVAC NOR-ALTA 912). CENTER CONTACTED THEM EN ROUTE AND ASKED THEM IF THEY HAD LOST A WHEEL FROM THE AIRCRAFT. THE CREW TOTALLY UNAWARE OF THIS LOOKED OUT THE WINDOW WHILE CYCLING THE GEAR TO VERIFY THAT YES INDEED THE OUT BOARD WHEEL RIGHT SIDE HAD DEPARTED THE AIRCRAFT. THE CREW DECLARED AN EMERGENCY AND LANDED IN HIGH LEVEL WITH OUT INCIDENT. INSPECTION OF THE LANDING GEAR REVEALED THAT THE WHEEL BEARINGS FAILED CAUSING THE WHEEL TO DEPART THE AXLE ON ROTATION (THE WHEEL NUT AND COTTER PIN WERE STILL PRESENT AND NOT DAMAGED) NO OTHER DAMAGE WAS NOTED ON THE AIRCRAFT. AN SMS AND SDR REPORT HAS BEEN FILED AND AN INVESTIGATION HAS UNDER GONE WITH IN THE COMPANY TO REVEAL THE ROOT CAUSE. BUT AN INITIAL INVESTIGATION LOOKS LIKE THE BEARING HAD JUST FAILED WITH NO FAULT TO ANY PROCEDURES OR PRACTICES OF THE COMPANY. THE BEARINGS WERE GREASED LESS THAN 200 HRS AGO AND THE WHEELS/BEARINGS HAVE ONLY HAD TWO TIRE CHANGES SINCE NEW (APPROX 975 HRS).

CA110201007

BEECH

 

 

KEEL

CRACKED

1/19/2011

B200

 

 

1014100529

FUSELAGE

(CAN) VISUAL INSPECTION OF THE NOSE KEEL RIBS P/N 101-410052-9 AND 101-410079-1 REVEALED CRACKS AT UPPER FWD CORNERS OF THE FORWARD GEAR DOOR HINGE CUTOUTS.

CA110201008

BEECH

 

 

SKIN

CRACKED

1/19/2011

B200

 

 

10011006815

WINGS

(CAN) VISUAL INSPECTION REVEALED CRACKED OUTBOARD SKINS P/N 100-110068-15 AND 16. THESE ARE THE OUTER SKINS ON THE OUTER WINGS LH AND RH. CRACKS WERE LOCATED AT ABOUT 12 O`CLOCK POSITION OF THE OUTBOARD FUEL CAPS. CRACKS UNDOUBTEDLY RELATED TO ABNORMAL LOADS APPLIED TO UPPER WING SURFACE BY FUEL NOZZLES AND FUEL HOSES DURING FE-FUELING OPERATIONS.

CA110201010

BEECH

 

 

MOUNT

LOOSE

1/27/2011

B200

 

 

509800891

ENGINE

(CAN) VISUAL MOVEMENT CHECK REVEALED LOOSENESS OF ENGINE MOUNT FITTINGS P/N 50-980089-1. THERE ARE 4 PER NACELLE. THE LOWER PAIR WHERE FOUND LOOSE.

CA110125025

BEECH

 

 

COVER

CRACKED

1/13/2011

B200

 

 

1013644623

BUSS  

(CAN) DURING SCHEDULED PHASE INSPECTION, MAINTENANCE DISCOVERED THE HOT BUSS (CIRCUIT BREAKER) PLASTIC COVER AND SUPPORT ASSEMBLY CRACKING AT VARIOUS POINTS. A REVIEW OF OTHER B200`S IN THE FLEET SHOW THIS PART HAVING BEEN REPLACED IN THE PAST FOR THE SAME REASON. RECOMMEND A CLOSE INSPECTION OF THIS PART BE DONE EACH PHASE INSPECTION.

CA110207008

BEECH

 

 

STATIC INVERTER

FAILED

2/5/2011

B200

 

 

PC17  

NR 1  

(CAN) ON A ROUTINE FLIGHT, THE NR 1 STATIC INVERTER FAILED, THE PILOT SELECTED NR 2 STATIC INVERTER AND THE FLIGHT CONTINUED WITH OUT INCODIENT. THE NR 1 STATIC INVERTER WAS REPLACED WITH OUT FURTHER INCOIDENT.

2011FA0000249

BEECH

 

 

CROSS TIE

DAMAGED

4/15/2011

B300

 

 

 

BS 201

FOUND 2 SHEARED RIVETS IN GUSSET ON FRAME AT FS 201.775 AND STRINGER/CROSS TIE 7R. DISCREPANCY FOUND DURING SCHEDULED INSP, THIS AREA WAS RECENTLY INCLUDED IN THE INSPECTION GUIDE. THE SIDEWALLS MUST BE REMOVED TO INSPECT CROSS TIES. THE LT SIDE HAD PREVIOUSLY BEEN REPAIRED.

2011FA0000212

BEECH

PWA   

 

DIPSTICK

BROKEN

3/30/2011

B300

PT6A6

 

310079004

ENGINE

OIL DIPSTICK SEPARATED AT OIL CAP, STEM AND FELL INTO OIL TANK. THE STICK AND STEM WERE NOT ASSEMBLED CORRECTLY. THE STICK WAS NOT PUSHED FAR ENOUGH IN THE STEM SO THE RETENTION PIN DID NOT ENGAGE.

2011FA0000209

BEECH

 

 

BULKHEAD

CHAFED

3/17/2011

B300C

 

 

 

BS 412.5

DURING THE FIRST PHASE INSPECTION OF BUNO 168204 (FM-27), IT WAS DISCOVERED THAT THE ELEVATOR TRIM CABLE AND TURNBUCKLE WAS RUBBING ON A BULKHEAD AT STATION 412.5. THE ADDITIONAL 5 AIRCRAFT WERE INSPECTED, AND A TOTAL OF 5 AIRCRAFT OUT OF THE FLEET OF 6 EXHIBITED THE SAME DEFECT.THE BULKHEAD AT STATION 412.5 WAS INSTALLED AS PART OF STC SA00047MC. THE DESIGN AND INSTALLATION DOES NOT CONFORM TO THE REQUIREMENTS OF 23.685 OR STANDARD PRACTICES ESTABLISHED IN AC 43.13-1B FOR CABLE OPERATED CONTROLS.

2011FA0000182

BEECH

 

 

CONTROL CABLE

BINDING

3/17/2011

B300C

 

 

 

ELEVATOR

ACFT WAS MODIFIED IAW STC SA00047MC BY A REPAIR STATION ON MAY 28, 2010. DURING THE FIRST PHASE INSP AT 200 HRS, IT WAS DISCOVERED THAT THE ELEVATOR TRIM CABLE TURNBUCKLE WAS DRAGGING ON THE BULKHEAD INSTALLED AT STA 414 AS PART OF THIS STC. THIS REPORT IS TO MAKE KNOWN THAT THERE IS A DESIGN DEFICIENCY WITH THIS STC, AND THAT THE REPAIR STATION THAT INSTALLED THE STC OVERLOOKED THIS DEFICIENCY AND RETURNED THE ACFT TO SERVICE WITH THE POTENTIAL FOR THE ELEVATOR TRIM SYS TO JAM. AC 43.13-1B CLEARLY STATES THAT CONTROL CABLE SPLICES ARE TO REMAIN AT LEAST 2 INCHES FROM FAIRLEADS OR PULLEYS. WHILE NOT A FAIRLEAD IAW SE, RIDING ON THE BULKHEAD STRUCTURE COULD BE CONSIDERED A FAIRLEAD. THE MM ALSO STATED IN CHAP 20 THAT CONTROL CABLES ARE NOT SUPPOSED TO HAVE INTERFERENCE WITH ACFT STRUCTURE. ONCE THIS DEFICIENCY WAS IDENTIFIED, 5 ADDITIONAL ACFT WERE INSPECTED FOR THIS CONDITION, AND AN ADDITIONAL 4 SHOWED THE SAME DISCREPANCY.

2011FA0000247

BEECH

CONT

 

DUCT

CHAFED

4/8/2011

D55   

IO520C

 

11516CXZ060845

NACELLE

DURING ANNUAL INSP, FOUND THE RT ENGINE FUEL METERING UNIT BLAST DUCT CHAFING ON ENGINE MOUNT TUBE. FOUND THAT THE METAL WIRE IN THE BLAST DUCT HAD WORN THROUGH THE BLAST DUCT AND WORE INTO THE ENGINE MOUNT TUBE REQUIRING THE ENGINE MOUNT TO BE REMOVED FOR REPAIR.

2011FA0000243

BEECH

CONT

 

CIRCUIT BREAKER

FAILED

4/13/2011

F33A

IO520BB

 

35380132103

TAXI LIGHT

PILOT REPORTED TAXI LIGHT INOP. ON TROUBLESHOOTING TECH FOUND CIRCUIT BREAKER/ SWITCH TO BE AT FAULT. AD 2008-13-17 HAD BEEN COMPLETED 923 FLIGHT HOURS PRIOR AND ESTIMATED CYCLES 3692. NOTICED NEW CIRCUIT BREAKER MFG. NO PROBABLE CAUSE OR RECOMMENDATIONS AT THIS TIME

2011FA0000244

BEECH

CONT

 

CIRCUIT BREAKER

FAILED

4/13/2011

F33A

IO520BB

 

35380132103

STROBE

PILOT REPORTED STROBE LIGHT’S INOP. ON TROUBLESHOOTING, TECH FOUND CIRCUIT BREAKER/ SWITCH TO BE AT FAULT. AD 2008-13-17 HAD BEEN COMPLETED 1611 FLIGHT HOURS PRIOR AND ESTIMATED CYCLES 6444. NOTICED NEW CIRCUIT BREAKER MFG. NO PROBABLE CAUSE OR RECOMMENDATIONS AT THIS TIME.

2011FA0000238

BEECH

CONT

 

CIRCUIT BREAKER

FAILED

4/9/2011

F33A

IO520BB

 

35380132103

LANDING LIGHT

PILOT REPORTED LANDING LIGHT INOP. ON TROUBLESHOOTING, TECH FOUND CIRCUIT BREAKER/SWITCH TO BE AT FAULT. AD 2008-13-17 HAD BEEN COMPLETED 1900 FLIGHT HOURS PRIOR AND ESTIMATED CYCLES 7600. NOTICED NEW CIRCUIT BREAKER MFG. NO PROBABLE CAUSE OR RECOMMENDATIONS AT THIS TIME.

2011FA0000239

BEECH

CONT

 

CIRCUIT BREAKER

FAILED

4/9/2011

F33A

IO520BB

 

35380132103

TAXI LIGHT

PILOT REPORTED TAXI LIGHT INOP. ON TROUBLESHOOTING, TECH FOUND CIRCUIT BREAKER/SWITCH TO BE AT FAULT AD 2008-13-17 HAD BEEN COMPLETED 2163 FLIGHT HOURS PRIOR AND ESTIMATED CYCLES 8652. NOTICED NEW CIRCUIT BREAKER MFG. NO PROBABLE CAUSE OR RECOMMENDATIONS AT THIS TIME.

2011FA0000240

BEECH

CONT

 

CIRCUIT BREAKER

FAILED

4/9/2011

F33A

IO520BB

 

35380132103

TAXI LIGHT

PILOT REPORTED TAXI LIGHT INOP. ON TROUBLESHOOTING, TECH FOUND CIRCUIT BREAKER/SWITCH TO BE AT FAULT. AD 2008-13-17 HAD BEEN COMPLETED 1471 FLIGHT HOURS PRIOR AND ESTIMATED CYCLES 5884. NOTICED NEW CIRCUIT BREAKER MFG. NO PROBABLE CAUSE OR RECOMMENDATIONS AT THIS TIME.

2011FA0000189

BEECH

CONT

 

PUMP

FAULTY

3/21/2011

F33A

IO520BB

 

AA3216CW

INSTRUMENT AIR

PILOT REPORTED INSTRUMENT AIR PRESSURE WAS LOW AT 1700 RPM. UP ON TROUBLESHOOTING THE MECHANIC NOTICED ON INITIAL RUN UP PRESSURES WERE WITHIN LIMITS, AFTER ENGINE STARTED TO WARM UP THE PRESSURE STARTED TO DROP BELOW LIMITS. INSTALLED NEW PUMP, SYS WORKED NORMAL. NO PROBABLE CAUSE OR RECOMMENDATIONS AT THIS TIME.

2011FA0000185

BEECH

CONT

 

CIRCUIT BREAKER

FAILED

3/19/2011

F33A

IO520BB

 

35380132101

NAV LIGHTS

PILOT REPORTED NAV LIGHTS INOP. ON TROUBLESHOOTING, TECH FOUND CIRCUIT BREAKER / SWITCH TO BE AT FAULT. AD 2008-13-17 HAD BEEN COMPLETED 1776 FLIGHT HOURS PRIOR AND ESTIMATED CYCLES 7104. NOTICED NEW CIRCUIT BREAKER MFG. NO PROBABLE CAUSE OR RECOMMENDATIONS AT THIS TIME.

2011FA0000202

BEECH

CONT

 

PUMP

FAULTY

3/25/2011

F33A

IO520BB

 

AA3216CW

AIR  

PILOT REPORTED INSTRUMENT AIR PRESSURE WAS LOW AT 1700 RPM. UP ON TROUBLESHOOTING THE MECHANIC NOTICED ON INITIAL RUN UP PRESSURES WERE WITHIN LIMITS, AFTER ENGINE STARTED TO WARM UP THE PRESSURE STARTED TO DROP BELOW LIMITS. INSTALLED NEW PUMP, DURING GROUND RUN MECHANIC NOTICED AFTER ENGINE STARTED TO WARM UP OUTPUT PRESSURE STARTED TO DROP. INSTALLED ANOTHER AIR PUMP SYSTEM WORKED NORMAL. NO PROBABLE CAUSE OR RECOMMENDATIONS AT THIS TIME.

2011FA0000203

BEECH

CONT

 

PUMP

FAULTY

3/25/2011

F33A

IO520BB

 

AA3216CW

ENGINE

PILOT REPORTED INSTRUMENT AIR PRESSURE WAS LOW AT 1700 RPM. UPON TROUBLESHOOTING THE MECHANIC NOTICED ON INITIAL RUN UP PRESSURES WERE WITHIN LIMITS, AFTER ENGINE STARTED TO WARM UP THE PRESSURE STARTED TO DROP BELOW LIMITS. INSTALLED NEW AIR PUMP SYS WORKED NORMAL. NO PROBABLE CAUSE OR RECOMMENDATIONS AT THIS TIME.

2011FA0000204

BEECH

CONT

 

PUMP

INOPERATIVE

3/25/2011

F33A

IO520BB

 

AA3216CW

ENGINE

AIR PUMP WILL NOT SUSTAIN REQUIRED PRESSURE WHEN ENGINE BECOMES HOT. UPON TROUBLESHOOTING THE MECHANIC NOTICED ON INITIAL RUN UP PRESSURES WERE WITHIN LIMITS, AFTER ENGINE STARTED TO WARM UP THE PRESSURE STARTED TO DROP BELOW LIMITS. REPLACED AIR PUMP WITH A NEW UNIT. PERFORMED AN OPS CHECK AND FOUND TO BE NORMAL. NO PROBABLE CAUSE OR RECOMMENDATIONS AT THIS TIME.

2011FA0000224

BEECH

CONT

 

MAGNETO

FAILED

4/3/2011

F33A

IO520BB

 

BL5005561

ENGINE

PILOT REPORTED ON RUN UP, SELECTED LT MAGNETO POSITION, HAD EXCESSIVE RPM DROP AND BACKFIRED. ON TROUBLESHOOTING TECH FOUND MAGNETO TO BE AT FAULT. INSTALLED SERVICEABLE MAGNETO, OPS CHECKED OK. NO PROBABLE CAUSE OR RECOMMENDATIONS AT THIS TIME.

2011FA0000223

BEECH

CONT

 

CIRCUIT BREAKER

FAILED

4/2/2011

F33A

IO520BB

 

35380132101

NAV LIGHTS

PILOT REPORTED NAV LIGHTS INOP. ON TROUBLESHOOTING, TECH FOUND CIRCUIT BREAKER/ SWITCH TO BE AT FAULT. AD 2008-13-17, HAD BEEN COMPLETED 2423 FLIGHT HOURS PRIOR AND ESTIMATED CYCLES 9692. NO PROBABLE CAUSE OR RECOMMENDATIONS AT THIS TIME.

2011FA0000225

BEECH

CONT

 

CIRCUIT BREAKER

FAILED

4/4/2011

F33A

IO520BB

 

35380132103

TAXI LIGHT

PILOT REPORTED TAXI LIGHT INOP. ON TROUBLESHOOTING TECH FOUND CIRCUIT BREAKER/ SWITCH TO BE AT FAULT. AD 2008-13-17 HAD BEEN COMPLETED, 1187 FLIGHT HOURS PRIOR AND ESTIMATED CYCLES 4748. NOTICED NEW CIRCUIT BREAKER MFG. NO PROBABLE CAUSE OR RECOMMENDATIONS AT THIS TIME.

2011FA0000241

BEECH

CONT

 

CIRCUIT BREAKER

FAILED

4/11/2011

F33C

IO520BB

 

35380132103

TAXI LIGHT

PILOT REPORTED TAXI LIGHT INOP. ON TROUBLESHOOTING, TECH FOUND CIRCUIT BREAKER/SWITCH TO BE AT FAULT. AD 2008-13-17 HAD BEEN COMPLETED 819 FLIGHT HOURS PRIOR AND ESTIMATED CYCLES 3276. NOTICED NEW CIRCUIT BREAKER MFG. NO PROBABLE CAUSE OR RECOMMENDATIONS AT THIS TIME.

2011FA0000325

BEECH

 

 

DRIVE SHAFT

SHEARED

5/11/2011

K35   

 

 

 

VACUUM PUMP

PUMP DRIVE SHAFT SHEARED RENDERING PUMP INOPERATIVE. THIS IS A SINGLE DRIVE, DUAL VACUUM PUMP. BOTH PUMPS INOPERATIVE.

2011FA0000306

BEECH

CONT

 

HUB   

CRACKED

5/6/2011

M35   

IO520A

 

C6447C23

PROPELLER

THE PROPELLER WAS INSPECTED FOR COMPLETE O/H AND THE HUB WAS FOUND TO HAVE A CRACKED BLADE RETENTION THREADS. THIS MODEL OF PROPELLER HAS A HISTORY OF CRACKING AND THE MFG HAS ADDED APROVISION TO RED DYE OIL, FILL THE PROPELLER FOR EARLY CRACK DETECTION, THE DYE WILL ONLY WORK IF THE CRACK IS ALL THE WAY THROUGH THE PART AND AT THAT POINT IT WOULD FAIL AND THE DYE WOULD NOT HAVE MADE A DIFFERENCE, THIS MODEL HAS BEEN FOUND TO HAVE MAJOR INTERMAL CRACKING STARTED WITH NO DYE LEAKAGE AND WILL EVENTUALLY HAVE A MAJOR FAILURE AS AGE AND FATIGUE TAKES ITS TOLL ON THE HUB ASSEMBLIES. PREVENTION OF A MAJOR FAILURE COULD BE PREVENTED WITH A MANDATORY 5 YEAR INSP OF THE HUB ASSEMBLY AND WOULD NOT REQUIRE COMPLETE O/H OF THE PROPELLER, THEREBY NOT CAUSING UNDO COST TO THE OWNER BUT STILL KEEPING THE PROPELLER SAFE. IT WOULD BE UNFORTUNATE TO HAVE A FATALITY TO HAVE TO START INSP ENFORCEMENT.

2011FA0000289

BELL  

 

 

SCREEN

FAILED

4/27/2011

430   

 

 

222066624101

FUEL SYSTEM

BROKEN FUEL SCREEN MOUNTING BRACKET, DISCOVERED BY INSP WHEN INSTALLING FUEL CELL, REF ITEM 66 OF FIG 28-1003, BHT 430-MM-4, PN 222-066-624-101. THE MOUNTING BRACKET IS 2 PART AND ATTACHED TO THE SCREEN HOUSING BY SPOT WELDING, THE SPOT WELDS ON THE SECOND PAR OF THE BRACKET APPEAR TO HAVE CRACKS IN THE AREA OF THE SPOT WELDS AS WELL. THIS BRACKET AND HOUSING HOLD THE ENGINE FUEL SUPPLY HOSE IN PLACE, COMPLETE FAILURE OF THE BRACKET COULD ALLOW THE SUPPLY LINE INLET TO DRIFT UP IN THE FUEL CELL AND LEAD TO ENGINE FLAME OUT. PROBABLE CAUSE: DESIGN OR BAD WELD.

FOTR2105317127

BOEING

 

 

STRINGER

CORRODED

4/6/2011

727230

 

 

65583872

ZONE 100

STRINGER S8R HAS HEAVY CORROSION DAMAGE AT STATION 950E+5. REMOVED DAMAGED STR 28R FROM BS 950 TO 1010 IAW SRM 51-30-2 LOCATED AND DRILLED NEW STR 28R SECTION PN 65-58387-2, PO 2105315 IAW SRM 51-30-5. INSTALLED STR 28R IAW SRM 51-30-2 AND DWG 65-58387.

FOTR2102212508

BOEING

PWA   

 

SKIN

DEBONDED

3/18/2011

7272A1

JT8D17R

 

 

RT ELEVATOR

RT ELEVATOR TAB T/E IS DISBONDED. REMOVED DAMAGED AREA DIM 6.5" X 6.5" IAW SRM 51-40-20, PAGE 12-14, PARA 7. FABRICATED REPAIR FILLER 6.5" X 6.5" AND DOUBLER DIM 10.5" X 6.5" USING 2024T3 PO 9003621 IAW SRM 51-40-20, PAGE 14-16, PARA 8 AND SRM 55-20-2, PAGE 1 FIG 1. BONDED REPAIR PARTS IAW SRM 51-40-20, PAGE 42-62, PARA 14-21. WEIGHT OF TAB POST REPAIR IS 10.5 LBS ABD IS WITHIN LIMITS IAW 51-80-9, PAGE 10, FIG 2.

FOTR2102212391

BOEING

PWA   

 

SKIN

DEBONDED

3/18/2011

7272A1

JT8D17R

 

 

NR 13 SPOILER

RT WING T/E NR 13 SPOILER UPPER SKIN IS DISBONDED. REMOVED DAMAGED AREA DIM 12" X 7.75" IAW SRM 51-40-20, PARA 7,11,14,15 AND FABRICATED FILLER DIM 12" X 7.75" AND DOUBLER DIM 13.5" X 9.25" FROM 7075T6 .025 PO 90010605 IAW SRM 57-50-6, PAGE 14, 17 AND 51-40-20 PARA 8. HOT BONDED REPAIR PARTS IAW SRM 51-40-20, PARA 20. CLEANED SEALED AND FINISHED REPAIR IAW SRM 51-40-20, PARA 22.

FOTR2102212390

BOEING

PWA   

 

SKIN

DEBONDED

3/18/2011

7272A1

JT8D17R

 

 

NR 11 SPOILER

RT WING T/E NR 11 SPOILER UPPER SKIN IS DEBONDED OTBD END. REMOVED DAMAGED AREA DIM 10" X 6.25" IAW SRM 51-40-20 PARA 7,11,14,15 AND FABRICATED FILLER DIM 10" X 6.25" AND DOUBLER DIM 12" X 8" FROM 7075T6 .025 PO 90010605 IAW SRM 57-50-6 PAGE 14, ITEM 4 AND 51-40-20 PARA 8. HOT BONDED REPAIR PARTS IAW SRM 51-40-20, PARA 20. CLEANED SEALED AND FINISHED REPAIR IAW SRM 51-40-20, PARA 22.

FOTR2020815697

BOEING

 

 

SHEAR TIE

CRACKED

3/31/2011

7374S3

 

 

 

ZONE 200

MAIN CABIN HAS CRACKED SHEAR TIE AT BS 500E, STRINGER 10L. CUTOUT DAMAGED AREA DIM 6" X 1" IAW SRM 53-00-07, REPAIR 7, FIG 201. FABRICATED SHEAR TIE REPAIR FROM PN 7075-0 .050 PO 90010501, DIM 9.5" X 6.75" IAW SRM 53-00-07. HEAT TREATED MATERIAL TO 7075T6 IAW FAS REPORT 2-37153-801 REV A INSTALLED REPAIR PARTS IAW SRM 51-40-2 AND 53-00-07.

FOTR2020815494

BOEING

 

 

FRAME

CRACKED

3/31/2011

7374S3

 

 

 

ZONE 100

FWD CARGO COMPARTMENT, BS 500G FRAME HAS CRACK INDICATION BETWEEN STRINGERS 20R AND 21R AT 1.04 IN POWER FEEDER WIRE PENETRATION HOLE. CUT OUT CRACK AT WIRE PENETRATION HOLE .250 IAW SRM 53-00-07, FIG 202. FABRICATED REPAIR ANGLES FROM .050 7075-O PO 9001187 DIM 3" X 11", AND .063 7075-O PO 90011223 DIM 3" X 10". HEAT TREATED MATERIAL TO 7075T6 IAW FAS REPORT 2-37153-801 REV A. INSTALLED REPAIR ANGLES IAW SRM 53-00-07 REPAIR 13.

FOTR2020815451

BOEING

 

 

SKIN

CRACKED

3/31/2011

7374S3

 

 

 

BS 727F

LT SIDE OF FUSELAGE HAS A CRACK IN THE SKIN AT BS 727F+10. CUT OUT DAMAGED AREA 3.75" X .5" IAW SKETCH CGP-CGP-10-0070. FABRICATED REPAIR TRIPLER FROM 2024T3 .050 PO 90010715, DIM 16.5" X 11.5" IAW SKETCH CGP-CGP-10-0070 AND FILLER FROM 2024T3 .071 PO 90010541 DIM 18.5" X 4" IAW SKETCH CGP-CGP-10-0070. INSTALLED REPAIR PARTS IAW REPAIR SKETCH CGP-CGP-10-1070.

FOTR2020815678

BOEING

 

 

SHEAR TIE

CRACKED

3/31/2011

7374S3

 

 

 

ZONE 200

FRAME SHEAR TIE IS CRACKED AT BS 500F STRINGER 10L. CUTOUT DAMAGED AREA DIM 5.3750" X .3750" IAW SRM 53-00-07. FABRICATED SHEAR TIE REPAIR FROM 7075-0 .050 PO 90010501 DIM 6.7500" X 4.5" IAW SRM 53-00-07. HEAT TREATED MATERIAL TO 7075T6 IAW FAS REPORT 2-37153-801, REV A. INSTALLED REPAIR PARTS IAW SRM 51-40-2 AND 53-00-07.

FOTR2020815677

BOEING

 

 

FRAME

CRACKED

3/31/2011

7374S3

 

 

 

ZONE 200

CABIN INTERIOR FRAME CRACKED AT BS 500E, STR 10L. CUTOUT DAMAGED AREA 2" X 1" IAW SRM 53-00-07. FABRICATED Z FRAME REPAIR CHANNELS FROM 7075-0 .050 DIM 3.5" X 15" PO 90010501 IAW SRM 53-00-07. HEAT TREATED MATERIAL TO 7075T6 IAW FAS REPORT 2-37153-801, REV A, INSTALLED REPAIR PARTS IAW SRM 53-00-07 AND 51-40-02.

FOTR2020815666

BOEING

 

 

CUSP WEB

CORRODED

3/31/2011

7374S3

 

 

 

ZONE 200

RT MAIN CABIN STRINGER 17 RT, CUSP WEB UPPER SURFACE HAS AREAS OF CORROSION BETWEEN BS 727D AND BS 727E. REMOVED CORROSION AND FOUND OUT OF LIMITS IAW SRM 53-00-04. FABRICATED NEW WEB FROM 7075T6 .032 PO 9009201 DIM 20.6250" X 7.0312" IAW SRM 53-60-13 FIG 1 AND 51-30-1. INSTALLED NEW WEB IAW SRM 51-40-02.

FOTR2020815653

BOEING

 

 

CUSP WEB

CORRODED

3/31/2011

7374S3

 

 

 

ZONE 200

MAIN CABIN RT SIDE, STR 17 CUSP WEB UPPER SURFACE HAS AREAS OF CORROSION BETWEEN BS 787 AND BS 807. REMOVED CORROSION AND FOUND OUT OF LIMITS IAW SRM 53-00-04 AND 53-60-13 FIG 101. FABRICATED NEW WEB FROM 7075T6 .040 PO 90010492 DIM 12" X 7" IAW SRM 53-60-13 AND 51-70-13. INSTALLED NEW WEB IAW SRM 51-40-02.

FOTR2020815495

BOEING

 

 

FRAME

CRACKED

3/31/2011

7374S3

 

 

 

ZONE 100

FWD CARGO COMPARTMENT, BS 520 FRAME HAS CRACK INDICATION BETWEEN STR 20R AND 21R AT 1.04 INCH WIRE PENETRATION HOLE. CUT OUT CRACK AT WIRE PENETRATION HOLE .250 IAW SRM 53-00-07, FIG 202. FABRICATED REPAIR ANGLES FROM 7075-0 .050 PO 9001187, DIM 3" X 11" AND 7075-0 .063 PO 90011223 DIM 3" X 11" IAW SRM 53-00-07, REPAIR 13. HEAT TREATED MATERIAL TO 7075T6 IAW FAS REPORT 2-37153-801 REV A. INSTALLED REPAIR ANGLES IAW SRM 53-00-07.

DU4R2011003

BOEING

 

 

STRINGER

BENT

3/16/2011

737524

 

 

 

BS 1064-1088

DURING SCHEDULED INSP, FOUND BENT STRINGER FLANGE, STR 17 LT BETWEEN BS 1064 & BS 1088.

DU4R2011004

BOEING

 

 

SKIN

DELAMINATED

3/23/2011

737524

 

 

 

NR 4 SPOILER

DURING SCHEDULED INSP, FOUND NR 4 SPOILER UPPER SKIN HAS DELAMINATION AREA AT 36.5", 40.5" FROM INBD EDGE ON LT WING.

DU4R2011001

BOEING

GE   

 

THRESHOLD

CORRODED

3/11/2011

737524

CFM56*

 

6545855U122

BS 900-996

DURING SCHEDULED INSP, FOUND R-2 DOOR THRESHOLD FLOOR ATTACH ANGLE HAS SURFACE CORROSION.

DU4R2011002

BOEING

GE   

 

SKIN

DENTED

3/16/2011

737524

CFM56*

 

 

RT WING TE FLAP

DURING SCHEDULED INSP, FOUND RT OTBD FLAP, OTBD UPPER SKIN DENTED, CREASED DENTS.

UNFR2011040200001

BOLKMS

LYC   

 

SWASHPLATE

OUT OF ADJUST

3/29/2011

BK117B2

LTS101*

 

11741904

MAIN ROTOR

PREFORMING GROUND RUNS AND BALANCING OF M/R BLADES AND ON ADJUSTING OF LINKS FOUND PLAY IN THE SWASHPLATE ASSY. REMOVED SWASHPLATE AND RETURNED TO VENDOR WHERE PREVIOUSLY REPAIRED UNIT. THERE A SHIMMING WASHER WAS DISCOVERED MISSING.

KGBR110411338A

CASA

 

 

SPAR

CORRODED

4/11/2011

C212

 

 

 

RT WING

RIGHT WING, REAR SPAR WEB HAS CORROSION, WS 5940 AFT SIDE AT BOTTOM SPAR CAP (MARKED).

CA110202001

CESSNA

CONT

 

OIL SYSTEM

LOW PRESSURE

10/27/2010

150M

O200A

 

 

RT ENGINE

(CAN) IFSD RT ENGINE OIL PRESSURE INDICATION DROPPED TO THE YELLOW AREA. PILOT REDUCED POWER AND IT CONTINUED TOWARDS THE RED. THE PILOT SHUTDOWN ENGINE AND LANDED WITHOUT INCIDENT. TROUBLESHOOTING IS ONGOING.

CA101125004

CESSNA

LYC   

 

BELLCRANK

MISINSTALLED

11/25/2010

172K

O320E2D

 

05341221

ELEVATOR

BELL-CRANK FOUND INSTALLED UPSIDE DOWN. JOGGLE CAUSES INTERFERENCE WHEN INSTALLED UPSIDE DOWN. LOWER CLEVIS RUBS AFT BULKHEAD CLEARANCE OPENING. PARTS CATALOGUE DOES NOT SHOW ORIENTATION OF JOGGLE ON THE BELL-CRANK.

CA101207002

CESSNA

 

 

LEG ASSY

CRACKED

11/23/2010

172M

 

 

 

PILOT SEAT

(CAN) PILOT FRONT SEAT ASSEMBLY INFINITE ADJUST, FRONT LEFT SUPPORT LEG CRACKED AND NO LONGER ATTACHED TO FRAME. (TC# 20101207002)

2011FA0000322

CESSNA

LYC   

LYC   

SPRING

BROKEN

5/15/2011

172M

O320E2D

 

LW14995

ROCKER ARM

UPON INVESTIGATING AN OIL LEAK ON NR 3 CYLINDER, REMOVED VALVE COVER AND FOUND BROKEN PUSH ROD TUBE SPRING, ALLOWING PUSH ROD TO BACK OUT OF SEALING POSITION. REMOVED ALL VALVE COVERS AND FOUND ALL PUSH ROD TUBE SPRINGS BROKEN. THIS REALLLY NEEDS TO BE ADDRESSED. INSTALLED ALL NEW PUSH ROD SPRINGS AND WILL MONITOR THEM CLOSELY. NOTE: THIS ENG ONLY HAD 42 HOURS SINCE O/H.

CA110201005

CESSNA

LYC   

 

OIL FILTER

DAMAGED

1/31/2011

172M

O320E2D

 

AA4810

ENGINE

(CAN) THE FILTER WOULD NOT SCREW INTO THE ENGINE`S RECEPTACLE. EXAMINATION REVEALED SEVERAL DAMAGED THREADS ON THE MOUNTING SPUD. THE FILTER HAD COME DIRECTLY FROM A SEALED BAG WITHIN THE FACTORY SIX-PACK.

CA110125030

CESSNA

LYC   

 

SUPPORT

CRACKED

10/5/2010

172N

O320H2AD

 

 

MUFFLER SHROUD

(CAN) MUFFLER SHROUD SUPPORT CRACKED AWAY FROM MUFFLER.

CA110125031

CESSNA

LYC   

 

CONDENSER

FAILED

10/14/2010

172N

O320H2AD

 

10400574NE

MAGNETO

(CAN) RPM DROP ON RUNUP. TROUBLESHOT PROBLEM. CONDENSER U/S.

CA110125035

CESSNA

LYC   

 

SCREW

LOOSE

1/11/2011

172N

O320H2AD

 

 

CARBURETOR

(CAN) DURING INSPECTION OF CARB THROTTLE BODY SCREWS IAW SEB 07-11R, THROTTLE BODY SCREWS FOUND LOOSE. CARB REPLACED.

CA110201012

CESSNA

 

 

PISTON

BROKEN

1/31/2011

172P

 

 

98820125

MASTER CYLINDER

(CAN) DURING TAXI, THE LEFT BRAKE MASTER CYLINDER PISTON SNAPPED OFF AT THE RUDDER PEDAL CONNECTION JUST BELOW THE JAMB NUT. THE AIRCRAFT RETURNED TO IT`S PARKING SPOT. THE PILOT INFORMED MAINTENANCE THAT THE BRAKE WAS "LOOSE". MAINTENANCE REPLACED THE PISTON AND THE AIRCRAFT WAS RETURNED TO SERVICE.

2011FA0000186

CESSNA

LYC   

 

SWITCH

SPARKS  

3/21/2011

172RG

IO360F1A

 

 

ZONE 100

PILOT REPORTED SPARKING/ARCHING INTERNALLY WITHIN TAXI LIGHT SWITCH ASSY WHILE ACTIVATING TAXI LAMP CIRCUIT. INSPECTION GUIDE INDICATES LIFE LIMITED PART REPLACEMENT OF SWITCH ASSY EVERY 5 YEARS. PREMATURE FAILURE OCCURED AT SWITCH LIFE OF 24 MONTHS (3-6-2009 UNTIL 3-21-2011, 764.6 HRS SINCE NEW).

NX4R000010

CESSNA

 

 

SHAFT

WORN

4/11/2011

172S

 

 

05600595

YOKE  

DURING AN INSPECTION, THE TECH NOTICED AN INDENTATION IN THE PILOT'S YOKE SHAFT. ALTHOUGH SMOOTH, IT WAS NOTICED THAT A SUBSTANTIAL AMOUNT OF THE WALL THICKNESS WAS WORN AWAY. IF SITTING IN THE CO-PILOT'S SEAT, THE WEAR WOULD BE LOCATED AT THE 6 O'CLOCK POSITION OF THE SHAFT WEAR IT RESTS ON THE PANEL BEARINGS DURING NORMAL OPERATION. AFTER DISCUSSING THE ISSUE WITH THE MFG, A TOTAL WEAR OF .009" WAS ALLOWED. THIS WEAR WAS .017". THE SHAFT WAS REPLACED. ALTHOUGH THIS IS IN A VERY EASY PLACE TO INSPECT, THE SMOOTH FEEL OF THE WEAR MAY HIDE THE SERIOUSNESS OF THE PROBLEM.

NX4R00009

CESSNA

 

 

SHAFT

WORN

4/11/2011

172S

 

 

05600595

YOKE  

DURING A PHASE INSP, THE TECH NOTICED A WORN AREA ON PILOT'S YOKE SHAFT AT THE 6 O'CLOCK POSITION WHERE THE SHAFT RIDES ON THE INSTRUMENT PANEL BEARING AREA. THE MFG STATES THAT A MAXIMUM WEAR OF .009" IS ALLOWED. THIS WEAR WAS ABOUT .019". IT IS A SUBSTANTIAL AMOUNT OF THE WALL THICKNESS DIMENSION

NX4R00008

CESSNA

 

 

SHAFT

WORN

3/25/2011

172S

 

 

05600595

YOKE  

DURING INSPECTION THE TECH NOTICED AN INDENTATION IN THE CO-PILOT'S YOKE SHAFT. ALTHOUGH SMOOTH, IT WAS NOTICED THAT A SUBSTANTIAL AMOUNT OF THE WALL THICKNESS WAS WORN AWAY. IF SITTING IN THE CO-PILOT'S SEAT, THE WEAR WOULD BE LOCATED AT THE 6 O'CLOCK POSITION OF THE SHAFT WEAR IT RESTS ON THE PANEL BEARINGS DURING NORMAL OPERATION. AFTER DISCUSSING THE ISSUE WITH THE MFG A TOTAL WEAR OF .009" WAS ALLOWED. THIS WEAR WAS .030". THE SHAFT WAS REPLACED. ALTHOUGH THIS IS IN A VERY EASY PLACE TO INSPECT, THE SMOOTH FEEL OF THE WEAR MAY HIDE THE SERIOUSNESS OF THE PROBLEM.

2011FA0000191

CESSNA

LYC   

 

SCREW

LOOSE

3/20/2011

172S

IO360L2A

 

MS35207256

PILOT'S SEAT

DURING TRAINING FLIGHT STUDENT PILOT REPORTED HIS SEAT WOULD NOT LOCK IN POSITION. ACFT RETURNED TO BASE WITHOUT INCIDENT. UPON TROUBLESHOOTING OF PROBLEM MX FOUND THE ATTACHMENT SCREWS OF THE LT AND RT SEAT STOP PINS HAD BACKED OUT ALLOWING THEM TO BE DETACHED AND BECOME INEFFECTIVE. CHECK OF OTHER ACFT IN FLEET FOUD 6 OTHER ACFT THAT HAD LOOSE ATTACHMENT SCREWS. ALL LOOSE SCREWS WERE REMOVED, INSPECTED AND REINSTALLED WITH LOC-TITE 242 IAW MFG.

2011FA0000237

CESSNA

 

 

BRACKET

BROKEN

4/8/2011

177RG

 

 

204303112

MLG  

NLG FAILED TO EXTEND WHEN GEAR WAS LOWERED FOR LANDING AND NOSE GEAR UP LANDING WAS MADE. EXAMINATION REVEALED THE UPLOCK BELLCRANK, PN 2043031-12, FWD ARM THAT ACTIVATES AND DISENGAGES THE UPLOCK ROLLER FROM THE UPLOCK HOOK, WAS FOUND BENT AND CRACKED OVER 90 PERCENT WHICH WOULD NOT ALLOW THE UPLOCK TO DISENGAGE. ALSO, THE ENGINE/NOSE GEAR MOUNT WAS FOUND WARPED OUT OF ALIGNMENT WHICH WAS REMOVED AND REPAIRED BY A REPAIR STATION. PROBABLE CAUSE DUE TO SEVERE SIDE LOADING DURING LANDING AT UNKNOWN TIME. NEW PART WAS INSTALLED AND A GEAR RIGGING CHECK WAS MADE IAW MM AND NO OTHER PROBLEM WAS NOTED.

5ASR2011324002

CESSNA

 

 

ADC   

OUT OF TOLERANCE

3/24/2011

206CESSNA

 

 

962831A1S8

ZONE 100

ROUTINE INSPECTION FOUND ALTITUDE DATA OUT OF TOLERANCE.

CA110208002

CESSNA

PWA   

 

ENGINE

FAILED

1/20/2011

208B

PT6A114

 

 

 

(CAN) IFSD/FORCED LANDING SHORTLY AFTER T/O, THE PILOT FELT VIBRATIONS IN HIS CONTROL COLUMN FOLLOWED BY A LOSS OF POWER. THE THROTTLE WAS RETARDED AND THE VIBRATION REDUCED. RE-ADVANCING THE THROTTLE RESULTED IN A MOMENTARY INCREASE OF POWER BEFORE EVERYTHING WENT TO ZERO. USE OF THE EMERGENCY POWER LEVER HAD NO EFFECT. THE ACFT THEN MADE A FORCED LANDING IN A FIELD EVENTUALLY HITTING A DITCH AT THE END OF LANDING ROLL. THE NOSE GEAR BROKE AND THE PROPELLER HIT THE GROUND. NO ONE ON BOARD WAS INJURED AND NO OTHER APPARENT DAMAGE TO THE ACFT WAS NOTED. THE ENGINE WILL BE REMOVED.

2011FA0000267

CESSNA

CONT

 

MAGNETO

SEIZED

4/8/2011

421C

GTSIO520L

 

BL3492204

LEFT  

PILOT REPORTED THE LT ENGINE WAS RUNNING RUFF. THE LT ENGINE WOULD NOT START WHEN TRYING TO TROUBLESHOOT. THE LT MAG HAD SEIZED UP AND DAMAGED THE RUBBER MAG DRIVE BUSHINGS AND MAG DRIVE GEAR RETAINER.

CA110202002

CESSNA

PWC   

 

OIL SYSTEM

LOW PRESSURE

10/29/2010

510   

PW615FA

 

 

ENGINE

(CAN) IFSD DURING A REPOSITIONING FLIGHT, THE PILOT OBSERVED LH ENGINE OIL PRESSURE DROP INTO THE YELLOW BAND. PILOT REDUCED POWER AND IT CONTINUED INTO THE RED. THE PILOT SHUTDOWN ENGINE AND LANDEDWITHOUT INCIDENT. TROUBLESHOOTING IS ONGOING.

VQMA20110314001

CESSNA

PWA   

 

ACTUATOR

MALFUNCTIONED

3/14/2011

550   

JT15D4

 

556545098

ELEVATOR TRIM

ON CLIMB OUT, PILOT REPORTED ELEVATOR TRIM JAMMED AND WOULD NOT MOVE. PILOT RETURNED ACFT BACK TO DEPARTURE AND DIFFERENT ACFT DEPARTED. MX INSPECTED ACFT AND FOUND ELEVATOR TRIM ACTUATOR WORN AND CHAIN ON ACTUATOR VERY LOOSE AND BINDING WHENEVER TRIM UP WAS SELECTED. CHAIN WOULD RELEASE WHEN DOWN WAS SELECTED AND LOCK UP AGAIN WHEN UP WAS AGAIN SELECTED. MX REPLACED ELEVATOR TRIM ACTUATOR AND PERFOMED ALL OPS CHECKS-ALL CHECKED NORMAL AND ACFT WAS RETURNED TO SERVICE.

2011FA0000208

CESSNA

 

 

HOSE

CRACKED

3/28/2011

560CESSNA

 

 

CM29446600

PITOT STATIC SYS

WHILE COMPLING WITH PITOT-STATIC LEAK CHECK, FOUND EXCESSIVE LEAKAGE IN THE SYS THAT WE TRACED TO THE FLEXIBLE HOSES USED IN THE PITOT-STATIC PLUMBING. THE HOSES ARE FABRICATED FROM LOW PRESSURE HOSE. UPON CUTTING OPEN THE HOSES, FOUND THE INNER LINING WITH NUMEROUS CRACKS AND BROWN STAINING. THESE HOSES ARE ROUTED NEAR THE COCKPIT HEATING DUCTS. SUSPECT THE HOSE WILL NOT TOLERATE THE HEAT. THE MFG PN CM2944-6-6.00.

SW4R20110426001

CESSNA

 

 

CONTROL QUADRANT

MISRIGGED

4/25/2011

560CESSNA

 

 

 

ZONE 400

TEST AIRCRAFT EXPERIENCED DUAL ENGINE FLAMEOUT DURING CLIMB AFTER TAKE OFF. PILOT RE-STARTED ENGINES AND COMPLETED FLIGHT. 25 DAYS LATER, PILOT EXPERIENCED ENGINE FLAME OUT ON GROUND. TROUBLESHOOTING DETERMINED THAT ENGINE POWER CONTROL LEVER RIGGING TO ENGINE FUEL CONTROL WAS INCORRECT AS PER CESSNA 560 SERIES MAINTENANCE MANUAL, WORK PACKAGE 71-00.

CA110131006

CESSNA

 

 

FUEL LINE

CHAFED

1/31/2011

560CESSNA

 

 

652635631

 

(CAN) DURING INSPECTION, IT WAS DISCOVERED THE THE RT FUEL CROSS FEED LINE WAS CHAFED WHERE IT CAME THROUGH THE TOP OF THE WING (UNDER THE WING TO BODY PANEL). FEED LINE WAS ADJUSTED AND INSPECTED SERVICABLE BUT IF NOT ADDRESSED COULD HAVE BEEN A LOT MORE SERIOUS. (TC# 20110131006)

2011F00000A

CESSNA

PWA   

 

INDICATOR

FAILED

2/12/2011

560CESSNA

JT15D5

 

991214715

ITT  

THE ENGINE ITT GAUGE FAILED AND A REPLACEMENT WAS INSTALLED THIS UNIT WAS O/H REF WO 0363688. AFTER 122.4 HOURS THE UNIT STARTED TO CAUSE THE ASSOCIATED "RT ITT" CIRCUIT BREAKER TO TRIP. THE FAULT WAS DETERMINED TO BE BEING CAUSED BY THE UNIT.

2011F00076

CESSNA

PWA   

 

LIGHT

INOPERATIVE

4/22/2011

560CESSNA

JT15D5

 

 

ITT INDICATOR

ORDERED IN A SECOND WARRANTY EXCHANGE UNIT FROM ACFT MFG AND WERE SENT A REPLACEMENT GAUGE 4/23/2011, SN 346KA. THE UNIT WAS O/H REF W/O 0372457 BUT WHEN INSTALLED NONE OF THE BACKLIGHTING WORKED AND THE FAULT WAS IN THE UNIT.

2011F00077

CESSNA

PWA   

 

LIGHT

INOPERATIVE

4/23/2011

560CESSNA

JT15D5

 

 

ITT INDICATOR

ITT INDICATOR BACKLIGHT INOPERATIVE, REMOVED AND REPLACED INDICATOR.

2011F00075

CESSNA

PWA   

 

INDICATOR

INOPERATIVE

4/21/2011

560CESSNA

JT15D5

 

991214715

COCKPIT

ORDERED IN A WARRANTY EXCHANGE UNIT FROM ACFT MFG AND WERE SENT A REPLACEMENT GAUGE 2/22/2011, SN 864BA. THIS UNIT WAS O/H REF WO 0364333 BUT WHEN INSTALLED, THE LOWER HALF OF THE BACKLIGHTING IAW INOPERATIVE. TROUBLESHOT THE BACKLIGHTING WIRING AND DETERMINED THAT THE FAULT WAS INTERNAL IN THE INSTRUMENT.

2011FA0000206

CESSNA

 

 

DOWNLOCK SWITCH

LEAKING

3/28/2011

560XL

 

 

 

MLG ACTUATOR

ACTUATOR LEAKING FROM DOWNLOCK SWITCH. PART (MFG PN 9912537-4 (VENDOR PN 1550000-6B), SN 1197B)SENT TO MFG FOR REPAIR. SAME PART WAS REPAIRED/MODIFIED IAW CMM WITH IPL AND RETURNED (REF MFG ICT WO 2-80089). PART REINSTALLED BY MFG SERVICE CENTER, FUNCTIONAL CHECK PERFORMED, SYS CHECKS OK FOR RETURN TO SERVICE.

2011FA0000196

CESSNA

PWC   

 

SUPPORT BRACKET

DAMAGED

3/24/2011

560XL

PW545B

 

666105122

ZONE 100

DURING MX (PERFORMING MSG3 TASK 27-90-20-721 RUDDER AND RUDDER TRIM CONTROL SYSTEM FUNCTIONAL CHECK) IT WAS NOTED THAT THE FAIRLEAD TUBE PN 6661051-20 FOR THE RUDDER CABLES, WHICH PASSES THROUGH THE EXTERNAL FRAMES ON THE BOTTOM OF THE FUSELAGE AT LBL4.00 WAS TOO SHORT AND WAS NOT SUPPORTED BY THE CLAMP ON BRACKET PN 6661051-22, INBD AFT SUPPORT AT FS373.75 AS IT SHOULD HAVE BEEN. REPAIR WAS MADE -REPAIR DEFINITION 560XL5684/01RD-"CONTROL CABLE FAIRLEAD SUPPORT EXTENSION".

2011F00079

CESSNA

GARRTT

 

LINE

RUPTURED

4/1/2011

650   

TFE731*

 

 

HYD SYSTEM

UPON TOUCHDOWN, LOST SPEEDBRAKES, SPOILERS, BRAKES, AND NOSE-WHEEL STEERING WHICH RESULTED IN HAVING TO USE EMERGENCY BRAKING. NO DAMAGE TO ACFT, NOR INJURIES TO CREW. PROBABLE CAUSE, HYD LINE FAILURE IN HELL-HOLE OR BAGGAGE COMPARTMENT. ACTUAL CAUSE DETERMINED TO BE FAILURE OF THE HYD SYS COOLING FAN AND LINES.

CA110125013

CESSNA

PWC   

 

ENGINE

FLAMED OUT

1/19/2011

680SOV

PW306C

 

 

 

(CAN) FLAMEOUT DURING DESCENT FROM FL400, THE PILOT NOTICED SOME VIBRATIONS AND AT APPROX. FL350, THE ENGINE FLAMED OUT. THIS WAS FOLLOWED BY AUTO RE-LIGHT AND THE ENGINE REGAINED NORMAL POWER. THE FLIGHT WAS COMPLETED AS SCHEDULED. TROUBLESHOOTING ONGOING.

5ASR2011323001

CESSNA

 

 

ADC   

FAILED

3/11/2011

A185E

 

 

962831A1S8

ZONE 100

ADC FAILED, 2 YEAR INSPECTION OF ALTITUDE ACCURACY.

2011FA0000226

CESSNA

CONT

 

BULKHEAD

CRACKED

4/4/2011

P206E

IO520A

 

12128582

ZONE 100

DURING INSP IAW AD72-07-09, DATED 10/17/1974, AND SL SE72-3, THE AFT BULKHEAD WAS FOUND CRACKED IN BOTH RUDDER CABLE CUTOUTS. UPON REMOVAL OF AFT BULKHEAD THE LT AND RT STABILIZER ATTACH BRACKETS, PN 0712629-3 AND PN 0712629-4 WERE ALSO FOUND CRACKED.

2011FA0000323

CESSNA

CONT

 

CYLINDER

DELAMINATED

4/20/2011

P210N

TSIO520P

 

AEC631397

ENGINE

NICKLE PULLED AWAY FROM BARREL OF CYLINDER.

2011FA0000270

CESSNA

CONT

 

NUT   

LOOSE

4/11/2011

TU206G

TSIO520M

 

646605

OIL COOLER

SHORTLY AFTER INSTALLATION, THE ENG BEGAN AN OIL LEAK, UP FRONT ON THE RT SIDE NEAR THE OIL COOLER. OIL COOLER WAS REMOVED, FOUND THAT THE NUTS THAT HOLD THE OIL COOLER ADAPTER WERE LOOSE AND COULD BE REMOVED BY HAND. THIS ENGINE HAD 39.1 HOURS TSN ON IT WHEN REMOVE THE OIL COOLER.

2011FA0000278

CESSNA

CONT

 

POINTS

CRACKED

4/18/2011

U206G

IO520F

 

M3081

MAGNETO

ACFT WAS DISCOVERED TO HAVE AN INOPERATIVE LT MAGNETO DURING A PILOT OPERATED ENG RUN. TROUBLESHOOTING FOUND THE FLAT SPRING PORTION OF THE CONTACT POINT ASSY HAD CRACKED THROUGH APPROX HALFWAY ALONG THE LENGTH OF THE SPRING AND ACROSS ITS ENTIRE WIDTH. THE BROKEN OFF HALF OF THE SPRING, WHICH CONTAINED THE CONTACT POINT, WAS FOUND FULLY SEPARATED INSIDE MAGNETO HOUSING. RECORDS SHOW THE POINTS HAD LAST BEEN INSPECTED DURING THE ACFT ANNUAL INSP, AT WHICH POINT THE MAG TT WAS 383.6 HRS. NO DEFECTS WERE NOTED AT THAT TIME.

2011FA0000227

CIRRUS

CONT

 

CRANKCASE

CRACKED

3/23/2011

SR20

IO360ES

 

64928610

ENGINE

DURING AN UNSCHEDULED INSP AFTER A PILOT REPORT OF AN OIL LEAK IT WAS DISCOVERED THAT THE ENGINE'S RT SIDE CRANKCASE HAD A 4 IN CRACK EMANATING FROM THE ALTERNATOR 1 MOUNT STUD HOLE.

2011FA0000215

CIRRUS

 

 

TUBE

CUT   

3/31/2011

SR22

 

 

TR20  

LT MLG TIRE

LT MLG TIRE TUBE CUT ON LANDING, CAUSING ACFT TO NEED RESCUE/RECOVERY FROM ACTIVE RUNWAY. TUBE WAS TR20, AND HAD A .2500" X .2500" CUT IN THE SIDE OF THE TUBE. TIRE ITSELF SHOWED NO SIGNS OF FOD DAMAGE.

2011FA0000312

CIRRUS

CONT

 

ANTENNA

NOISY

3/24/2011

SR22

TSIO550A

 

12739001

 

DIGITAL DATA NOISE IN HEADSETS. ACFT MODE S TRANSPONDER SYS. CURRENT ANTENNA LOCATION IS TOO CLOSE TO CABIN ENVIRONMENT.

CA110203005

CNDAIR

 

 

PLUNGER

MISINSTALLED

1/30/2011

CL600*

 

 

91111

MLG ACTUATOR

(CAN) FOLLOWING THE INCIDENT, FOUND THAT THE MM PROCEDURE PSP601-2 CHAP 32-30-57 P201 TO 203 FOR THE PLUNGER INSTALLATION WAS INCOMPLETE.

V0XR413Y040611011

CNDAIR

 

 

FLOORBEAM

CORRODED

4/6/2011

CL6002C10

 

 

 

BS 274.5

FS 274.5, LBL 12, FLOORBEAM CRACKED. REPAIRED AREA IAW REO 670-53-11-586.

V0XR413Y040611012

CNDAIR

 

 

ANGLE

CORRODED

4/6/2011

CL6002C10

 

 

 

ZONE 100

PASSENGER DOOR KICK ANGLE CORRODED AT LOWER THRESHOLD. R & R PASSENGER DOOR KICK ANGLE RT IAW SRM 51-42-06.

V0XR413Y040611013

CNDAIR

 

 

ANGLE

CORRODED

4/6/2011

CL6002C10

 

 

 

ZONE 100

STR 18L, STA 310 & 349 FWD & AFT ANGLE CAP CORRODED. R & R ANGLES FS310 & 349 FWD & AFT RT IAW SRM 51-42-06.

V0XR413Y040611014

CNDAIR

 

 

SILL

CORRODED

4/6/2011

CL6002C10

 

 

 

ZONE 200

AFT CARGO BAY DOOR LOWER SILL HAS EXFOLIATION CORROSION THROUGHOUT. R & R LOWER SILL IAW SRM 53-61-23, 51-41-02, 51-42-06, 51-46-11 & 51-42-13.

V0XR413Y040611015

CNDAIR

 

 

FLOORBEAM

CORRODED

4/6/2011

CL6002C10

 

 

 

BS 280

FLOORBEAM, STA 280 CORRODED. R & R 280 CROSSBEAM IAW REO 070-53-11-385 & SRM 53-11-10.

V0XR413Y040611016

CNDAIR

 

 

BULKHEAD

CORRODED

4/6/2011

CL6002C10

 

 

 

BS 280

STA280 LT LOWER BULKHEAD CORRODED. R & R LT LOWER BULKHEAD STA 280.00 IAW SRM 53-11-10.

V0XR413Y040611017

CNDAIR

 

 

BULKHEAD

CORRODED

4/6/2011

CL6002C10

 

 

 

BS 280

STA 280 RT LOWER BULKHEAD CORRODED. R & R RT LOWER BULKHEAD STA 280 IAW SRM 53-11-10 AND REO 670-53-11-587.

V0XR413Y040611018

CNDAIR

 

 

DOOR FRAME

CRACKED

4/6/2011

CL6002C10

 

 

 

BS 1047

FS 1047 AFT BAGGAGE COMPARTMENT, AFT DOOR JAM CHANNEL CRACKED. REMOVED CRACKED CHANNEL IAW SRM 51-42-06. BLENDED OUT CRACK IAW REO 670-53-61-713 & CSRM 51-12-60. NDT VERIFIED THAT CRACK NO LONGER EXISTS. TREATED & PRIMED IAW SRM 53-61-58. INSTALLED CHANNEL IAW SRM 51-42-06.

V0XR413Y040611010

CNDAIR

 

 

FLOORBEAM

CRACKED

4/6/2011

CL6002C10

 

 

 

ZONE 100

FS 274.5, RBL 12 FLOORBEAM IS CRACKED. REPAIRED AREA IAW REO 670-53-11-586.

V0XR413Y040611009

CNDAIR

 

 

FLOOR SUPPORT

CRACKED

4/6/2011

CL6002C10

 

 

 

BS 278

COCKPIT FLOOR SUPPORT, RBL11 CRACKED AT STA 278. R & R COCKPIT FLOOR SUPPORT RBL11 IAW SRM 51-42-06.

V0XR413Y040611005

CNDAIR

 

 

FLOORBEAM

CRACKED

4/6/2011

CL6002C10

 

 

 

BS 280

STA 280 FLOOR SUPPORT LBL9 TO RBL 9 IS CRACKED. R & R FLOOR SUPPORT ANGLE STA 280.00, LBL 9.00 TO RBL 9.00 IAW SRM 51-42-06.

V0XR413Y040611006

CNDAIR

 

 

FLOORBEAM

CORRODED

4/6/2011

CL6002C10

 

 

 

BS 280

STA 280 FLOOR SUPPORT ANGLE AT LBL 9 & RBL 9 ARE CORRODED. REMOVED CORROSION ORIGINAL THICKNESS .063, REMOVED .003 TO CLEAN UP CORROSION, REMAINING THICKNESS OF PART IS .060 IAW SRM 51-42-10.

V0XR413Y040611007

CNDAIR

 

 

FLOOR SUPPORT

CRACKED

4/6/2011

CL6002C10

 

 

 

ZONE 100

STA 280, FLOOR SUPPORT RBL 26 LOWER ANGLE IS CRACKED. FABRICATED & INSTALLED LOWER ANGLE RBL 26 FS 280 SRM 51-42-06.

V0XR413Y040611008

CNDAIR

 

 

FLOOR SUPPORT

CRACKED

4/6/2011

CL6002C10

 

 

 

ZONE 100

COCKPIT FLOOR SUPPORT, LBL 11 CRACKED AT STA 278. R & R IAW SRM 51-42-06-001-001-A01, COCKPIT FLOOR SUPPORT LBL11 AT STA 278.

V0XR413Y040611

CNDAIR

 

 

ANGLE

CORRODED

4/6/2011

CL6002C10

 

 

 

ZONE 100

SERVICE DOOR THRESHOLD KICK ANGLE CORRODED. R & R SERVICE DOOR THRESHOLD KICK ANGLE IAW 51-42-06, 51-42-06, 51-42-21, 51-40-11 & 51-23-00.

V0XR413Y040611002

CNDAIR

 

 

THRESHOLD

CORRODED

4/6/2011

CL6002C10

 

 

 

ZONE 100

SERVICE DOOR THRESHOLD MIDCAP CORRODED. R & R SERVICE DOOR THRESHOLD MIDCAP IAW SRM 51-42-06, 51-40-11 & 51-23-00.

V0XR413Y040611003

CNDAIR

 

 

THRESHOLD

CORRODED

4/6/2011

CL6002C10

 

 

 

ZONE 100

PASSENGER DOOR THRESHOLD MIDCAP CORRODED. REPLACED AND INSTALLED PASSENGER DOOR MID-CAP R/H IAW SRM 51-40-06.

JR2R2011042300155

CNDAIR

 

 

STRINGER

CORRODED

4/23/2011

CL6002C10

 

 

SH670313724

FUSELAGE

STRINGER 26R HAS CORROSION BETWEEM FRAMES 349 AND 333 IN FWD E&E BAY. REMOVED AND INSTALLED NEW STRINGER IAW CRJ 700 51-42-06.

JR2R2011042300156

CNDAIR

 

 

STRINGER

CORRODED

4/23/2011

CL6002C10

 

 

SH670312122

FUSELAGE

STRINGER 24R HAS CORROSION BETWEEM FRAMES 349 AND 333 IN THE FWD E&E BAY. REMOVED AND INSTALLED NEW STRINGER IAW CRJ 700 SRM 51-42-21.

JR2R2011042300157

CNDAIR

 

 

WEB   

CORRODED

4/23/2011

CL6002C10

 

 

SH670320041

FUSELAGE

WEB AT STRINGER 20R HAS CORROSION BETWEEN FRAMES 333 AND 349 IN THE FWD E&E BAY. REMOVED AND REPLACED WEB IAW CRJ 700 SRM 51-42-06.

V0XR413Y040611004

CNDAIR

GE   

 

SILL

CORRODED

4/6/2011

CL6002C10

CF348C5B1

 

 

ZONE 100

RT SILL CORRODED STA 280-319. R & R RT SILL STA 280 TO 319 IAW SRM 51-42-06, REO 670-53-21-667.

V0XR413Y041111001

CNDAIR

GE   

 

SILL

CORRODED

4/11/2011

CL6002C10

CF348C5B1

 

MM67035655023

ZONE 100

AFT CARGO DOOR LOWER SILL ASSY HAS EXFOLIATION CORROSION THRU-OUT. AFT CARGO DOOR FRAME / LOWER SILL ASSY R & R IAW SRM 53-61-23-001-001-A01.

V0XR413Y041111002

CNDAIR

GE   

 

ANGLE

CORRODED

4/11/2011

CL6002C10

CF348C5B1

 

SH670318257

ZONE 100

FWD FUSELAGE FLOOR, NEXT TO FWD PASSENGER DOOR MID CAP ANGLE CORRODED. R & R PASSENGER DOOR MID CAP ANGLE AT FS 333.00.

JR2R2011051400201

CNDAIR

 

 

HINGE

WORN

5/15/2011

CL6002D24

 

 

SH670318T67601R3

PAX DOOR

PAX DOOR FUNCTIONAL CHECK PER CRJ 900 AMM 52-11-00-720-802-A01 DO TO WORN HINGE. TRANSFERRED TO LOG BOOK FOR A 1500HR FLY-ON IAW RD CRJ-52-0435.

2011FA0000277

CVAC

 

 

DOWNLOCK SWITCH

DEFECTIVE

3/7/2011

440   

 

 

 

NLG  

UPON LANDING GEAR DEPLOYMENT ON LANDING AT AIRPORT, NO GEAR SAFE LIGHT OBSERVED FOR NLG. INSP REVEALED DEFECTIVE MICRO SWITCH ON NLG DOWN LOCK. THIS SYS IS FUNCTION TESTED ON PERIODIC INSP.

CA110131005

DHAV

PWA   

 

OIL COOLER

LEAKING

1/22/2011

DHC3

S3H1G

 

HH9617

 

(CAN) OIL COOLER LEAKING.

CA110125017

DHAV

PWA   

 

ENGINE

MALFUNCTIONED

1/21/2011

DHC8202

PW120

 

 

NR 2  

(CAN) ABORTED TAKE-OFF DURING TAKEOFF ROLL, AN UNCOMMANDED AUTOFEATHER OF THE NR 2 ENGINE OCCURRED. T/O WAS ABORTED AND THE AIRCRAFT RETURNED TO THE RAMP WITHOUT FURTHER INCIDENT. TROUBLESHOOTING IS ON-GOING.

CA101215001

DHAV

 

 

SOLENOID

SEPARATED

12/9/2010

DHC8311

 

 

54C546347

VALVE SEQUENCE

(CAN) HYD SYSTEM 2 QTY DEPLEATED TO 1 IN FLIGHT. RUDDER ISO C/M.RETURNING TO YVR. (RESOLVED ON W/O: 265192 TASKCARD: NR-00001) FOUND L/H MAIN LANDING GEAR SOLENOID SEQUENCE VALVE LEAKING. SEQUENCE VALE REPLACED IAW DHC-8 32-10-51. MAINT IRREGULARITY REPORT. AIRCRAFT DEPARTED YVR,GEAR SELECTED UP. TWO SECONDS LATER RUDDER ISO LIGHT CAME ON. MOST OF HYD FLUID DEPARTED. GEAR WOULDN`T COME UP. FOR SAFETY, PILOTS DID ALTERNATE SELECTION DOWN.A/C RETURNED TO YVR HANGAR.IT WAS FOUND THAT THE TOP(SOLENOID) OF THE VALVE ALMOST FELL OFF. TWO SCREWS HAD SHEARED HAD SHEARED OFF.IN TURN LETTING THE HYD FLUID NR 2 SYSTEM TO LEAK OUT.

CA110125023

DIAMON

 

 

BEARING

DESTROYED

1/6/2011

DA20C1

 

 

60042RSDIN625

NOSE WHEEL

(CAN) WHILE DOING A WALK AROUND, THE PILOT NOTICED THAT THE NOSE WHEEL BEARINGS SEALS WERE COMING LOOSE. AFTER THE ASSEMBLY WAS REMOVED AND INSPECTED, IT WAS FOUND THAT THE TWO WHEELS HALF WERE NOT TOGETHER DUE TO THE TUBE BEING PINCHED. PRIOR CONVERSATION WITH THE TUBE MFG (GOOD-YEAR) HAVE BEEN DONE IN REGARDS TO THE 5.00X4 TUBES ARE A SQUARE SHAPE IN THE MIDDLE AND CAUSING A LOT OF ASSEMBLY PROBLEMS FOR THE OPERATORS. THIS PROBLEM ALSO CAUSED THE NOSE WHEEL BEARINGS TO BE DESTROYED AS THE RESULTS THE WHEELS BEING OFF CENTERED, NEW ASSEMBLY INSTALLED AND AIRCRAFT RETURNED TO SERVICED. (TC# 20110125023)

CA110120002

DIAMON

CONT

 

SHOCK ABSORBER

MISSING

1/17/2011

DA20C1

IO240B

 

2232200500

NLG  

THE PILOT NOTICED EXCESSIVE VERTICAL MOVEMENT OF THE NOSE STRUT WHEN POSITIONING THE ACFT FOR STARTUP. THE PILOT CANCELLED THE FLIGHT AND REPORTED THE DEFECT TO MX. MX DISCOVERED THE LOWER "DONUT"/RUBBER DAMPER PN: DV2-9032-23-02 OF THE ASSY WAS MISSING. NO REMAINING PIECES WERE FOUND. MX RECORDS INDICATE THE PART WAS REPLACED WHEN THE ASSY WAS REPAIRED AND PLACED IN STORES ON FEB 2/2010. THE UNIT WAS INSTALLED ON THE ACFT ON MARCH 15,2010.

2011FA0000188

DIAMON

 

 

LATCH

DISENGAGED

3/16/2011

DA40

 

 

 

CABIN DOOR

THE ACFT WAS CONFIGURED FOR CRUISE FLIGHT AT 3500FT. THE STUDENT WAS INSTRUCTED TO REDUCE AIRSPEED TO MCA. AT ROUGHLY 90 KTS AIRSPEED, THE INSTRUCTOR HEARD A POPPING NOISE FROM BEHIND AND WITNESSED THAT THE PRIMARY LATCH FOR THE REAR DOOR HAD COME OPEN 50 PERCENT. HE RE-ENGAGED THE LATCH AND LANDED WITHOUT INCIDENT.

NX4R00007

DIAMON

 

 

CONTROL CABLE

FRAYED

3/21/2011

DA42

 

 

CA14060

RUDDER

DURING AN ANNUAL INSP, THE AFT RUDDER CABLE, PN-CA1-4060 WAS FOUND CHAFED AND WORN WERE IT EXITS THE PLASTIC TUBING BELOW THE RUDDER HINGE LINE. ON THIS OPERATORS FLEET OF 10 ACFT, THIS HAS BECOME A FREQUENT PROBLEM.

NX4R000010A

DIAMON

 

 

ADJUSTER

WORN

4/20/2011

DA42

 

 

DA427233300

RUDDER PEDAL

DURING A PRE-FLIGHT INSPECTION, THE PILOT WAS UNABLE TO ADJUST THE RUDDER PEDAL ASSEMBLY TO THE PROPER POSITION ON THE PILOT'S SIDE. UPON INSPECTION, THE TECHNICIAN DISCOVERED THAT THE LEFT RUDDER CABLE HAD WORN THROUGH THE "S" BEND AND BECOME JAMMED.

EE4Y20110177

DOUG

 

 

SKIN

CRACKED

4/7/2011

DC933F

 

 

 

ZONE 200

FUSELAGE SKIN CRACKED AT STA Y83.55 +Z42 +X10.

EE4Y1104004

DOUG

 

 

SKIN

DENTED

4/13/2011

DC983

 

 

 

ZONE 100

REPORTS LOWER EXTERNAL FUSELAGE FROM STA Y175.5 AND STA Y179.75 BTWN LONG 25L AND LONG 26L SKIN WITH DENTS.

V0XR201103110004

EMB   

 

 

GUSSET

CORRODED

3/11/2011

EMB145EP

 

 

14522226003

ZONE 100

CTR GUSSET AT 59-61 IS CORRODED BEYOND LIMITS. R & R GUSSET.

V0XR20110404013

EMB   

 

 

SEAT TRACK

CORRODED

4/4/2011

EMB145LR

 

 

14532606011

BS 4154.5-7324

PASSENGER SEAT TRACK AT POSITION A, STA 4154.5 - 7324.0 CORRODED UNDER SCREW HEADS. R & R SEAT TRACK 'A' AT STATION 4154.5 TO 7324.0 IAW AMM 53-01-06.

V0XR201103300001

EMB   

 

 

SILL

CORRODED

3/30/2011

EMB145LR

 

 

14520609005

ZONE 100

RT SILL AT FR 23-29 IS CORRODED BEYOND LIMITS. R & R SILL.

V0XR201103300002

EMB   

 

 

SILL

CORRODED

3/30/2011

EMB145LR

 

 

14525422003

ZONE 100

RT SILL AT FR 60-65 IS CORRODED BEYOND LIMITS. R & R SILL.

V0XR201103300003

EMB   

 

 

GUSSET

CORRODED

3/30/2011

EMB145LR

 

 

14522226003

ZONE 100

LT GUSSET AT FR 59-61 IS CORRODED BEYOND LIMITS. R & R GUSSET.

V0XR201103300004

EMB   

 

 

PROFILE

CORRODED

3/30/2011

EMB145LR

 

 

14525994003

ZONE 100

RT PROFILE AT FR 61 IS CORRODED BEYOND LIMITS. R & R PROFILE.

2011FA0000213

EMB   

 

 

STARTER GEN

FAILED

3/31/2011

EMB500

 

 

MG94F1

RT ENGINE

DURING CRUISE FLIGHT THE PILOT NOTICED AN INCREASING NOISE AND VIBRATION COMING FROM THE RT ENGINE. SHORTLY AFTER, THE NR 2 GENERATOR WENT OFF LINE AND COULD NOT BE RESET. BEFORE HE COULD MAKE A PRECAUTIONARY LANDING THE NOISE AND VIBRATION CONTINUED TO INCREASE, AFTER ABOUT 15 MINUTES HE HEARD AND FELT A BANG RESULTING IN A MOMENTARY YAW. AFTER THE BANG THE ENGINE INSTRUMENTS WERE ALL IN THE NORMAL RANGE, THE VIBRATION AND NOISE WERE GONE. AFTER THE PILOT LANDED IT WAS NOTICED THAT THE OUTSIDE OF THE NR 2 ENGINE COWLING HAD FIRE DAMAGE TO THE PAINT AFT OF THE STARTER/GENERATOR COOLING DUCT OUTLET. WITH COWL REMOVED IT WAS DISCOVERED THAT THE STARTER/GENERATOR HAD SUFFERED A CATASTROPHIC FAILURE. THE GENERATOR MOUNT RING WAS BROKEN COMPLETELY OFF OF THE GENERATOR HSG, IT WAS SECURED TO THE ENGINE BY THE WIRING AND THE COOLING INLET DUCT ONLY. AFTER REMOVING THE STARTER/GENERTOR IT WAS OBSERVED THAT IT WAS COMPLETELY DESTROYED INTERNALLY. THE ENGINE AGB HAD SUFFERED DAMAGE TO THE STARTER/GENERATOR DRIVE GEARS. NO FIRE DAMAGE INSIDE OF THE COWL WAS OBSERVED.

CA110201009

EMB   

GE   

 

BRACKET

BROKEN

1/31/2011

ERJ170200SU

CF348E5A1

 

4118T64P01

ENGINE

(CAN) ENGINE OIL DRAIN ATTACHMENT POINT BROKEN OFF.

2011FA0000320

GULSTM

 

 

SKIN

MISREPAIRED

5/10/2011

690B

 

 

 

WING  

FOUND SB 237 IAW AD 2009-25-2 UPPER WING SKIN, STRAP INSP AND MODIFICATION DONE INCORRECTLY. HARDWARE AND FASTENERS WERE NOT CORRECTLY PLACED AND WERE SUBSTITUTED INCORRECTLY IAW SB 237. MFG WAS NOTIFIED AND AN ENGINEERING REPAIR AND AMOC WAS COMPLETED. ALTHOUGH MFG RECOMMENDS SB237 TO BE COMPLETED BY AN AUTHORIZED SERVICE CTR, PROPER FACTORY TRAINING OF SB 237 IS MANDATORY.

2011FA0000321

GULSTM

GARRTT

 

SCAVENGE PUMP

FAILED

5/17/2011

690C

TPE33110T

 

31082822

TURBINE SECTION

PILOT REPORTED THAT THE RT ENGINE RPM ACCELERATED UNCOMMANDED FROM 98 PERCENT TO APPROXIMATELY 103.5 PERCENT MOMENTARILY, A FEW SECONDS LATER IT DID IT AGAIN AND THE PILOT ELECTED TO SHUTDOWN THE ENGINE AND LAND THE ACFT SINGLE ENGINE, HE DID SO WITHOUT INCIDENT. MX CHECKED THE ENGINE AFTER LANDING AND NOTED OIL COMING FROM THE EXHAUST PIPE. FURTHER INVESTIGATION FOUND THE SOURCE OF THE OIL TO BE THE TURBINE SEAL OF THE ENGINE. THE ENGINE WAS REMOVED AND DELIVERED TO REPAIR FACILITY FOR DISASSEMBLY. REMOVAL OF THE TURBINE SCAVENGE PUMP SHOWED THAT THE PUMP ASSY HAD FAILED AND SHEARED THE PUMP DRIVESHAFT AND CAUSED THE OIL RETURN PASSAGE TO BECOME COMPLETELY BLOCKED WITH DEBRIS. THE BLOCKAGE OF THE RETURN CAUSED THE TURBINE BEARING AREA TO BECOME OVER-PRESSURIZED CAUSING THE TURBINE SEAL TO FAIL ALLOWING OIL TO ENTER THE EXHAUST AREA. ADDITIONALLY THE REMAINING OIL IN THE ENGINE WAS FOUND TO BE BURNED DUE TO THE PUMP FAILURE, THE DECISION HAS BEEN MADE TO ACCOMPLISH AN ENGINE OIL OVER TEMPERATURE INSPECTION IAW THE MM IN ADDITION TOTHE REPAIR DUE TO THE PUMP FAILURE.

GR4D20110412002

GULSTM

 

 

WINGLET

CORRODED

4/12/2011

GIV   

 

 

1159W407015

ZONE 500

LT WINGLET CORRODED.

GR4D20110412001

GULSTM

 

 

SKIN

CORRODED

4/12/2011

GIVX

 

 

1159W407016

ZONE 600

RT WINGLET CORRODED.

AMCR201103

GULSTM

 

 

MODULE

INOPERATIVE

4/4/2011

GV   

 

 

102711

AUDIO/VIDEO

VIDEO FAILED IN CABIN ENTERTAINMENT SYS. UPON REMOVING THE AUDIO/VIDEO MODULE, THE MODULE HAD A DISTINCT BURNED ODOR TO IT. A REPLACEMENT MODULE WAS INSTALLED AND WAS INOPERATIVE. REPLACEMENT UNIT DISPLAYED CODE "NO" WHICH MEANS "NEVER ONLINE". A SECOND UNIT WAS PROCURED, REPAIRED REPAIR STATION, WHICH PERFORMED THE EXACT SAME WAY. DISCUSSIONS WITH THE ACFT MFG AND TECH REPS SUSPECT THERE IS A SOFTWARE ISSUE WITH MODULE. TEARDOWN REPORT OF BOTH REPLACEMENT MODULES SHOWS THERE WAS NO PROBLEMS WITH THE UNITS AS RECEIVED AND DURING THEIR TESTING, AND WAS RETURNED TO SERVICE AS IS. ACFT MFG IS AWARE OF THE PROBLEMS WITH THE REPAIRS.

AMCR201102

GULSTM

 

 

MODULE

SHORTED

4/4/2011

GV   

 

 

194413

CABIN MANAGEMENT

ORIGINALLY, THE ACFT HAD A CABIN MANAGEMENT MODULE DEGRADATION IN WHICH THE GALLEY POWER WAS INTERMITTENT. THIS MODULE ALSO CONTROLS THE LAVATORY LIGHTING. THE REPLACEMENT COMPONENT, REPAIRED BY REPAIR FACILITY, IMMEDIATELY POPPED THE CIRCUIT BREAKER, WHICH RENDERED THE GALLEY AND LAVATORY COMPLETELY INOPERATIVE. THE TEARDOWN REPORT ON THE REPLACEMENT UNIT LISTED THE INCOMING SQUAWK AS "INTERMITTENT GALLEY POWER", WHICH WAS REPAIRED, TESTED, AND RELEASED FOR SERVICE. ACFT MFG KNOWS ABOUT THE QUALITY ISSUES FROM THIS REPAIR STATION. WE HAVE 2 OTHER COMPLAINTS ON OTHER COMPONENTS FROM THIS FACILITY.

2011FA0000183

HUGHES

LYC   

 

TAIL ROTOR

DAMAGED

3/18/2011

269C

HIO360D1A

 

 

 

ODOR OF BURNING LUBRICANT, EXCESSIVE VIBRATION, FORCED A SUCCESSFUL OFF AIRPORT LANDING. FOUND AFT "H" FRAME BEARING, PN 269A5050-56, SEIZED, OVERHEATED, DRIVESHAFT JAMMED FWD AGAINST BEARING, AFT BEARING SUPPORT BROKEN OFF FRAME, PN 269A5573-13, AND MISSING. THAT SEGMENT OF THE FRAME WAS NOT RECOVERED. TAIL ROTOR DRIVE COMPONENTS WHERE REMOVED AND DISASSEMBLED. FOUND NUT, PN 269A6029, HAD BACKED OUT OF TAIL ROTOR TRANSMISSION INPUT GEAR, PN 369A5425-3, AND HAD EXERTED FORCE AGAINST THE TAIL ROTOR DRIVESHAFT, PN 269A6040-7, REAR PLUG FORCING THE ENTIRE DRIVESHAFT ASSEMBLY FWD WITH SUFFICIENT FORCE TO PRESS THE DRIVESHAFT ATTACHING HARDWARE AGAINST THE AFT BEARING AND APPARENTLY LOCK THE BEARING INNER AND OUTER RACES TOGETHER. THE RESULTANT HEAT DESTROYED THE FRAME ASSY. THE DRIVESHAFT WAS BENT WELL BEYOND LIMITS. ALL OF THE FWD DRIVESHAFT ATTACHING COMPONENTS HAD EXCESSIVE HEAT DAMAGE AND REQUIRE REPLACEMENT. THE TAIL ROTOR TRANSMISSION HAS NOT BEEN INSPECTED AT THIS POINT, BUT IT IS POSSIBLE THAT THE NUT COMING LOOSE WOULD UNLOAD THE THRUST PROVISION OF THE TRANSMISSION FWD BEARING AND THE REARWARD FORCE GENERATED BY THE NUT LOOSENING AND ACTING AS A PRESS (EQUAL FORCE WOULD BE EXERTED FWD AND AFT) COULD HAVE CAUSED INTERNAL TRANSMISSION DAMAGE. SPECIFIC CAUSE OF FAILURE HAS NOT YET BEEN DETERMINED.

CA101214007

HUGHES

 

 

BRACKET

BROKEN

12/10/2010

369D

 

 

369D2730411

FUSELAGE

(CAN) THE BEARING CAP THAT IS ATTACHED TO BRACKET ASSEMBLY WAS FOUND BROKEN AT ATTACHMENT POINT OF BEARING CAP. REMOVED FROM SERVICE (TC# 20101214007)

SSWR2011032900001

ISRAEL  

 

 

FRAME

CRACKED

3/29/2011

1124

 

 

313003509

FS 174

THE FS 174.000 FRAME HAS A 2 INCH CRACK THRU THE INBD FLANGE AND INTO THE WEB LOCATED AT THE FLOOR LINE.

2011FA0000184

LANCAR

CONT

 

TORQUE TUBE

CORRODED

3/18/2011

LC41550FG

TSIO550A

 

LC552732001

ELEVATOR

ELEVATOR TORQUE TUBE HAS INTERNAL CORROSION INSIDE TORQUE TUBE WITH RUST CONCENTRATION AROUND WELDED AREAS. AMM CHAP 27-30-00, PAGE 3 ITEM 2(C)(3) STATES TO INSPECT EVERY 200 HRS OR ANNUAL FOR INTEGRITY, EXCESSIVE WEAR, AND CRACKS. INSPECT WELD FOR CRACKS. THE MM DOES NOT GIVE ANY SPECIFIC REPAIR OR ALLOWABLE LIMIT GUIDEANCE FOR CORROSION DEFECTS. WALL THICKNESS OF THE STEEL TUBE IS NOT THAT THICK SO REPAIR INSTRUCTIONS ARE NEEDED ON HOW TO REMOVE THE CORROSION, HOW TO MEASURE THE DEPTH OF THE DEFECTS INSIDE THIS TUBE, ETC. THIS TORQUE TUBE TUBE INTER-CONNECTS BOTH ELEVATORS AND IS CRITICAL FOR SAFE ACFT OPERATION. THE MAJOR CONCERN IS THE INTERNAL RUST THAT HAS TAKEN PLACE INSIDE THE TUBE, OPPOSITE OF THE WELDED BRACKETS ON THE OUTSIDE OF THE TORQUE TUBE. SINCE THIS TORQUE TUBE IS OVER 3 FT LONG, ITS IMPOSSIBLE TO GAUGE THE DEPTH OF THE INTERNAL RUSTING OF THE STEEL TUBE. ACFT HAS NOT PROVIDED ANY APPROVED DATA OR INSTRUCTIONS ON HOW TO ADDRESS THIS PROBLEM INSIDE THESE STEEL TOTQUE TUBES.

2011FA0000193

LEAR

 

 

ACTUATOR

LEAKING

3/22/2011

60LEAR

 

 

2327100030

LT MLG

ACFT LOST HYD PRESSURE DURING FLIGHT. LT MAIN GEAR ACTUATOR FOUND TO BE LEAKING FLUID.

CA110114004

MOONEY

CONT

 

DUCT

CRACKED

12/17/2010

M20   

TSIO550G

 

654327

EXHAUST

PART WAS SENT IN WITH CRACK 85 PERCENT AROUND THE BODY. CRACK ORIGINATES FROM BALANCE TUBE ATTACHMENT TAB. SPOKE WITH MECHANIC BEFORE HE REMOVED THE PART AND HAD HIM CHECK FOR THIS ORIGIN OF THE CRACK. HAD ADVISED HIM OF SB10-1 AND HAD HIM REVIEW IT PRIOR TO REMOVING THE PART. ALL PARTS WERE REMOVED AND WERE INSTALLED WITH THE INSTALLATION INSTRUCTIONS IN SB10-1. ON 01/11/2011 THE SAME PART WAS SENT IN WITH A 100 PERCENT FAILURE IN THE PART. BOTH PARTS ARE 654327 REV E, HOWEVER TRANSITION DOES NOT HAVE FULLY ROUND SLIP JOINT TO THE CYL STUB. THERE IS A EXTENSIVE HISTORY WITH THESE PARTS BREAKING AT OR FROM THE BRAZED AREAS ON THE PARTS. SINCE BRAZE IS THEORETICALLY STRONGER THAN WELD, IT IS USED IN THE ASSY OF NEWER VERSIONS OF THIS PART. ORIGINAL VERSIONS DID NOT HAVE BRAZE AND WE HAVE NOT ENCOUNTERED A FLANGE FAILURE IN WELDED ASSEMBLIES. THE FAA SHOULD ISSUE AN (AD) ON ALL VERSIONS OF THIS PART, REQUIRING AN IMMEDIATE INSP OF THE EXHAUST AND A REPETITIVE INSP FOR CONDITION.

CA110114005

MOONEY

CONT

 

EXHAUST DUCT

FAILED

1/1/2011

M20   

TSIO550G

 

654327

 

ACFT MADE EMERGENCY/UNSCHEDULED DESCENT FOLLOWING LOSS OF MANIFOLD PRESSURE AND LOSS OF CABIN HEAT. THE RT TRANSITION FAILED AND SEPARATED AT THE TURBOCHARGER FLANGE. THE ENTIRE PART IS REGARDED AS FAILED. HAD THE PILOT NOT MADE THE DESCENT, IT IS POSSIBLE THAT THE TURBOCHARGER COULD HAVE OVERLOADED ITS SECONDARY SUPPORTING BRACKET AND FALLEN OFF. NTSB REPORTS LAX88FA060 AND DEN90FA027 INDICATE THAT THIS PROBLEM HAS BEEN AROUND FOR SOME TIME.

2011FA0000207

MOONEY

 

 

TUBE

BENT

3/28/2011

M20J

 

 

560244001

ZONE 100

UPON LANDING, THE LT LANDING GEAR COLLAPSED WITH NO GEAR UNSAFE INDICATION.

CA110125029

NAMER

 

 

COVER

MISSING

1/21/2011

T6G   

 

 

245604212000

 

(CAN) CUSTOMER REPORTED THE "IAC`S ARE NOT SYNCING PROPERLY". UNIT RETURNED FOR SERVICE. UPON DISSASSEMBLY, IT WAS DISCOVERED THAT THE FMS/GPS COVER PLATE WAS NOT INSTALLED. UPON TEST NO ELECTRICAL ANOMALIES DETECTED WITH UNIT AND ORIGINAL FAULT COULD NOT BE DUPLICATED. COVER REPLACED AND IAC VERIFIED IN ACCORDANCE WITH CMM AND RETURNED TO SERVICE. SERVICE DIFFICULTY REVIEW BOARD MEETING HELD BY AMO WITH MANUFACTURER (CMC). MANUFACTURER WILL VERIFY ASSEMBLY SHOP PROCEDURES TO DETERMINE EXTENT OF ESCAPE AND ANY OPERATIONAL IMPACTS. AIRCRAFT IS A HBC T6 TRAINER OPERATED BY THE US NAVY. (TC# 20110125029)

5APR577Y56

PILATS

PWA   

 

BRAKE DISC

CRACKED

3/23/2011

PC1245

PT6A67B

 

244759D

ZONE 700

DURING ANNUAL INSP, THE RT MLG BRAKE WAS FOUND TO HAVE A CRACKED DISC. THE BRAKE ASSY WAS REMOVED AND A SERVICEABLE BRAKE ASSY WAS INSTALLED.

CA110127003

PILATS

 

 

CSU   

ROUGH

1/25/2011

PC1247

 

 

8210137

BATA VALVE

(CAN) FOLLOWING A PROPELLER REVERSE SELECTION WITH THE POWER CONTROL LEVER, RESISTANCE WAS NOTED MOVING BACK INTO BETA AND FWD OF IDLE DETENT. WHEN THE POWER LEVER WAS FORCED BEYOND THE IDLE DETENT THE ENGINE AND PROP BEGAN TO ACCELERATE WHILE STILL IN REVERSE/BATA MODE. INVESTIGATION OF THE PROP AND ENGINE CONTROLS DID NOT REVEAL ANY DEFECTS HOWEVER THE CSU BATA VALVE ON THE ENGINE WAS NOTED TO HAVE RESISTANCE WHEN PUSHED INWARD. THE CSU WAS REPLACED AND ALL CHECKS WHERE NORMAL DURING GROUND RUNS.

5APR577Y57

PILATS

PWA   

 

ATTACH FITTING

OUT OF ALIGNMENT

4/3/2011

PC1247

PT6A67B

 

5551012150

HORIZONTAL STAB

THE HORIZONTAL STABILIZER ATTACHMENT FITTING, WHERE THE PITCH TRIM ACTUATOR IS SECURED TO THE STABILIZER. EACH SIDE OF THE ATTACHMENT FITTING HAS 2 LUGS. ON THE LT SIDE, THESE 2 LUGS ARE SEPARATING. THE GAP WAS MEASURED WITH A FEELER GUAGE, AND FOUND TO BE .406MM. THERE IS NO EVIDENCE OF DAMAGE TO THE STABILIZER. THE BRACKET PN IS 555.10.12.150, ANGLE FITTING LT. THE ACFT MFG ISSUED A REAIR MEMO WITH STATEMENT OF APPROVED DESIGN DATA WITH THE FOLLOWING INSTRUCTIONS. CHECK THE LUGGED FACE OF THE PN 555.1.12.150 (ANGLE FITTING) FOR STRAIGHTNESS. IF WITHIN LIMITS, COMPLETE A VISUAL AND NDT INSP (DYE PENETRANT OR EDDY CURRENT) OF THE ANGLE FITTING AND THE BOLTS. IF NO CRACKS OR DEFECTS NOTED, REINSTALL THE FITTING, USING SEALANT.

5APR577Y58

PILATS

PWA   

 

GOVERNOR

FAULTY

4/8/2011

PC1247

PT6A67B

 

210949C

PROPELLER

PROPELLER WOULD NOT FEATHER ON SHUTDOWN AFTER LANDING. THE FEATHERING SOLENOID IS ATTACHED TO THE OVERSPEED GOVERNOR. R & R OF OVERSPEED GOVERNOR AND ALL ASSOCIATED TESTS WERE ACCOMPLISHED TO RECTIFY THIS SITUATION. NO OTHER DEFECTS WERE NOTED WITH THE FEATHERING SYS.

5APR577Y55

PILATS

PWA   

 

FITTING

OUT OF ALIGNMENT

3/20/2011

PC1247

PT6A67B

 

5551012150

ZONE 300

LT SIDE INNER AND OUTER LUG HAVE DEVELOPED A GAP OF .025" BETWEEN THEM. CHECKED LUGGED FACE OF PN 555.10.12.150 ANGLE FITTING FOR STRAIGHTNESS. ALL STEPS COMPLETED WITH NO CRACKS OR DEFECTS NOTED.

5APR577Y54

PILATS

PWA   

 

BRAKE DISC

WARPED

3/20/2011

PC1247

PT6A67B

 

244759D

MLG  

THE CREW REPORTED THAT THE LT BRAKE GRABS. DURING INSP, IT WAS DETERMINED THAT THE LT BRAKE HAD A ROTOR THAT WAS WARPED. TO CORRECT THE PROBLEM THE BRAKES AND WHEELS WERE CONVERTED USING STC SA01376CH.

2011FA0000228

PIPER

LYC   

 

SPAR

CORRODED

4/6/2011

PA28140

IO320*

 

6207001

ZONE 600

CORROSION LOCATED ON RT WING SPAR AFT SIDE, WS 59-61, AT FUEL TANK FLEXIBLE ACCESS.

2011FA0000291

PIPER

LYC   

 

VALVE

DAMAGED

4/26/2011

PA28161

O320D3G

 

87327002

CARB HEAT

BOTH GROMMETS DAMAGED CARB HEAT VALVE SHAFT. TEFLON BUSHING WORE AND DAMAGED PIVOT SHAFT IN APPROX 2000 HRS OF OPERATION. ACFT WAS MFG IN 2008.

2011FA0000275

PIPER

LYC   

 

BATTERY  

DISCHARGED

3/17/2011

PA28161

O320D3G

 

G243  

 

EXPERIENCING A HIGH FAILURE RATE OF G243 LEAD ACID BATTERIES. BELIEVE THIS IS DUE TO HIGH DEMAND (LOAD) ON LANDING. ON GLASS ACFT PFD, MFD DRAW 17.5 AMPS ALONE, PLUS LANDING LIGHTS, ETC. IN FLIGHT SCHOOL OPERATIONS, SHORT FLIGHTS, SHORT CHARGE CYCLES, DOES NOT ALLOW FOR BATTERIES TO FULLY CHARGE. THUS THE BATTERY OVERTIME REMAINS IN A DISCHARGE STATE AND LEADS TO A SHORT LIFE CYCLE. ON GLASS ACFT, AN IMPROVED BATTERY, DESIGNED FOR THIS WOULD HELP.

2011FA0000276

PIPER

LYC   

 

DISPLAY

INOPERATIVE

4/20/2011

PA28161

O320D3G

 

562521

COCKPIT

MULTIFUNCTION DISPLAY (MFD) WILL NOT INITIALIZE SEVERAL TIMES. REPLACED MFD ON 10-28-2008. REPLACED FLASH CARD ON 1-21-2011, 02-22-2011, 3-21-2011 AND 04-20-2011.

2011F00083

PIPER

LYC   

 

MAGNETO

FAILED

5/7/2011

PA28161

O320D3G

 

4371  

LEFT  

MAGNETO WAS INSTALLED WHEN ENGINE WAS O/H (JAN 20110) LT MAGNETO FAILED AND WAS REPLACED WITH IN 21.4 HOURS.

2011FA0000190

PIPER

 

 

CYLINDER

BROKEN

3/11/2011

PA28180

 

 

6531904

RT MLG

RT MLG LOWER STRUT FELL OFF WHEN ACFT LIFTED OFF THE RUNWAY AT 2H2. STUDENT PILOT FLEW AND LANDED RESULTING IN DAMAGE TO THE UPPER LANDING GEAR STRUT HSG. WHEN LOWER STRUT DEPARTED UPPER HSG, IT STRUCK THE FLAP, DAMAGING FLAP SKIN. RT MLG UPPER TORQUE LINK MOUNTING EARS BROKE OFF THE CYL ALLOWING LOWER GEAR LEG TO FALL OUT OF UPPER CYL AND DEPART ACFT. THIS CAST ALUMINUM CYL IS ORIGINAL. THE INBD EAR APPEARS TO HAVE BEEN PARTIALLY BROKEN FOR SOME TIME. ONCE IT BROKE ALL THE WAY, THE OTBD EAR COULD NOT SUPPORT THE TWISTING FORCES APPLIED DURING NORMAL TURNS DURING TAXI AND TORQUE DURING TAKEOFF. I FEEL THIS LED TO THE OTBD EAR BREAKING OFF, AND ON THE TAKEOFF, THE GEAR LEFT THE ACFT. THIS UPPER TORQUE LINK ATTACH POINT IS COVERED WITH A FAIRING, PREVENTING THE PILOT FROM SEEING ANY DEFECTS DURING PREFLIGHT.

2011FA0000279

PIPER

LYC   

 

CONTROL CABLE

FAILED

4/7/2011

PA32300

IO540K1G5

 

6270127

ELEVATOR

DURING TOUCH AND GO`S, AFTER COMPLETING THE SECOND TOUCH AND GO, AND WITH FULL POWER IN A CLIMB AT AN ALTITUDE OF APPROX 15 FEET, THE NOSE OF THE ACFT PITCHED DOWN ABRUPTLY. THE ACFT NOSE GEAR CONTACTED THE RUNWAY VERY HARD, FOLLOWED IMMEDIATELY BY THE MAIN GEAR CONTACTING THE RUNWAY HARD AND BOUNCING ACFT APPROX 10 TO 15 BACK INTO THE AIR. THIS REPEATED SEVERAL TIMES IN SPITE OF ATTEMPT TO INITIATE A GO AROUND. THE ACFT WOULD NOT RESPOND TO ANY ELEVATOR CONTROL INPUTS, SO, REDUCED THE POWER ALL THE WAY IN ORDER TO ATTEMPT TO GET THE ACFT ON THE GROUND AND STOPPED. THE ACFT CAME TO A STOP JUST TO THE LT OF THE RUNWAY AFTER THE NOSE GEAR BROKE. INSPECTOR DISCOVERED THAT THE ELEVATOR CNTROL CABLE HAD BROKEN.

O7TR201103251

PIPER

 

 

TURBINE WHEEL

SEPARATED

3/9/2011

PA32R301T

 

TAO413

4464290001

TURBOCHARGER

MAJOR TURBO FAILURE DUE TO SEPARATION OF FACTORY NEW TURBINE WHEEL HEAD FROM SHAFT.

2011FA0000245

PIPER

 

PIPER

WIRE

BROKEN

3/22/2011

PA32R301T

 

 

G1BA20G1HA20

DOWNLOCK SWITCH

DURING ROLLOUT RT MLG COLLAPSED. PILOT REPORTED THAT THE MAIN GEAR INDICATION WAS DOWN AND LOCKED. DURING RETRACTION CHECK AND INSP, (2) WIRES WERE FOUND BROKEN ON LT MLG DOWNLOCK SWITCH CONNECTORS AND (1) WIRE BROKEN ON RT MLG DOWNLOCK SWITCH CONNECTOR. WHILE GROUND CHECKING LANDING GEAR EXTENSION IT WAS NOTED THAT LT MAIN GEAR LOCKED FIRST, NOSE GEAR LOCKED SECOND AND RT MAIN GEAR WOULD NOT FULLY EXTEND TO THE DOWN AND LOCKED POSITION. PLEASE NOTE THAT WIRE NRS WERE DETERMINED BY NRS DEPICTED IN THE WIRING DIAGRAM MANUAL LATEST REVISION, HOWEVER THE DIAGRAM LISTED FOR THIS MODEL ACFT DOES NOT APPEAR TO BE AN EXACT DEPICTION. THE NRS DEPICTED ON THE ACFT WIRES WERE ILLEGIBLE DUE TO AGE.

201100703

PIPER

LYC   

 

STRUT

FRACTURED

4/16/2011

PA44180

LO360A1H6

 

67037004

RT MLG

UPON LANDING THE ACFT JUST AFTER TOUCHDOWN, THE RT MAIN GEAR STRUT FAILED AND COLLAPSED ALLOWING THE RT WING STRIKE THE GROUND. THE STEEL STRUT TUBE FRACTURED IN 2 SECTIONS, PROBABLY AT A STRESSED LOCATION. THE LANDING WAS DESCRIBED AS NORMAL WITH NO UNUSUAL LOADING ON THE ACFT. PROBABLE CAUSE: FRACTURE OF THE STEELE STRUT TUBE. RECURRENCE PREVENTION: CONTINUED DETAILED INSP OF THE UPPER STRUT ASSY.

2011FA0000192

PIPER

LYC   

 

TURBINE WHEEL

WORN

3/22/2011

PA46R350T

TIO540AE2A

 

 

TURBOCHARGER

TURBOCHARGER WOULD NOT OBTAIN MANIFOLD PRESSURE AT CRITICAL ALTITUDE. TURBOCHARGER EXHIBITS NOTICEABLE RADIAL PLAY AND DRAGGING. THE COMPRESSOR OIL SEAL APPEARS TO BE DEFECTIVE. OIL IS BYPASSING THE SEAL BEING FORCED INTO ENGINE INDUCTION SYS. TURBINE WHEEL SHOWS CONSIDERABLE WEAR AND EROSION.

CA110208014

PROPJT

CONT

 

ENGINE

FAILED

2/1/2011

200INTRCP

O470M

 

 

 

(CAN) ABORTED TAKEOFF DURING REVENUE FLIGHT, ON TAKE-OFF ROLL, FLIGHT WAS ABORTED WHEN CREW NOTICED LEFT AND RIGHT FADEC FAULT CAS MESSAGE. AIRCRAFT TAXIED BACK TO HANGAR. TROUBLESHOOTING ONGOING. MANUFACTURER WILL INVESTIGATE TO ESTABLISH ROOT CAUSE AND SUPPLEMENT THE REPORT ONCE THE INFORMATION IS AVAILABLE.

E81RJW304426

RAYTHN

 

 

CONTROLLER

INTERMITTENT

3/25/2011

390   

 

 

E1499MOD2

PITCH TRIM

INVESTIGATED PILOT REPORT OF INTERMITTENT PITCH TRIM FAIL INDICATION ON CLIMBOUT WITH AUTOPILOT ENGAGED. OPERATIONS REPORTED NORMAL IN OTHER MODES. REPLACED PITCH TRIM CONTROLLER WITH A REPAIRED CONTROLLER. FUNCTIONAL TESTS OF PITCH TRIM SYS NORMAL, NO FAULTS INDICATED. ACFT HAS BEEN STORED ON AND OFF FOR LAST SEVERAL YEARS WITH INFREQUENT USEAGE.

CA101216001

RAYTHN

 

 

BEARING

CORRODED

12/15/2010

390   

 

 

LM297749

NLG WHEEL

(CAN) DURING 200HRS SCHEDULE INSPECTION FOUND NOSE WHEEL BEARING CORRODED.

CA110125010

RAYTHN

PWA   

 

ENGINE

FLAMED OUT

1/17/2011

400ARAYTHEON

JT15D5

 

 

NR 1  

(CAN) FLAMEOUT ON LANDING ROLLOUT, WHILE STOWING THE THRUST REVERSERS, THE NR 1 ENGINE FLAMED OUT. WHILE TAXIING CLEAR OF RUNWAY, THE ENGINE RE-LIT WITHOUT INPUT FROM CREW. TROUBLESHOOTING IS ON-GOING.

2011FA0000274

RAYTHN

 

 

MOUNT

CHAFED

4/5/2011

G58RAYTHEON

 

 

 

AIR BOX

SCAT HOSE FOR AIRBOX CHAFING THROUGH ENG MOUNT INBD LOWER SIDE. COULD LEAD TO CATASTROPHIC MOUNT FAILURE.

2011FA0000305

RAYTHN

 

 

WINDOW

DELAMINATED

5/4/2011

HAWKER800XP

 

 

258FN35343A

COCKPIT

WINDOW DELAMINATING ON FWD L/E IN BETWEEN PLYS AT HANDLE.

2011FA0000214

RAYTHN

 

 

WINDSHIELD

DEFECTIVE

3/25/2011

HAWKER800XP

 

 

NF24016416

RT  

CREW REPORTED "THE CO-PILOTS A SCREEN IS NOT HEATING IN A SECTION ABOUT 1.5" WIDE AND RUNNING VERTICAL FROM TOP TO BOTTTOM". THE RT A WINDSHIELD WAS INSTALLED AS NEW ON OCT 14, 2010 AND HAD 210.1 HRS AND 120 CYCLES AT THE TIME OF THIS DISCREPANCY. DEFECTIVE WINDSHIELD WAS R & R WITH NEW.

E81RJT229553

RAYTHN

 

 

PUMP

INOPERATIVE

3/16/2011

HAWKER800XP

 

 

2070C11

LT FUEL BOOST

INVESTIGATED PILOT REPORT OF LT FUEL BOOST PUMP INDICATION. FOUND LT FUEL BOOST PUMP INOPERATIVE. INSTALLED BOOST PUMP WAS O/H 2/04/2011. REPLACED LT BOOST PUMP WITH AN O/H, PN 2C40-2, BOOST PUMP AS ORIGINALLY INSTALLED, OPS CKS OK. PUMP FAILURE MODE UNKNOWN, RECOMMEND INVESTIGATION AT TEAR-DOWN BY O/H FACILITY. PN 2070C.11 BOOST PUMPS WERE REPLACED BY OTHER PN 2C40-2 BOOST PUMPS YEARS PREVIOUSLY AT MFG AND RETROFITTED TO EARLIER ACFT SB 28-88 AND MODIFICATION 253256A. THE ACFT PARTS DISTRIBUTION DIVISION SHOW PN 2070C.11 PUMPS AS INTERCHANGEABLE WITH 2C40-2 BOOST PUMPS.

CA101207003

ROBSIN

LYC   

 

FRAME

BROKEN

12/5/2010

R44RAVENII

IO540AE1A5

 

C04623

FUSELAGE

(CAN) DURING A ROUTINE POST-FLIGHT INSPECTION BY MAINTENANCE PERSONNEL, THE LOWER FRAME ASSY WAS FOUND CRACKED AT THE UPPER L/H AFT ATTACHMENT POINT. THE BROKEN AREA DID NOT HAVE ANY EVIDENCE OF PRE-EXISTING CRACKS, AND APPEARED TO BE A CLEAN BREAK. THERE WAS NO REPORTED EXCESSIVE VIBRATIONS OR ANOMALIES BY THE PILOT WHO HAD FLOWN THE AIRCRAFT LAST.

2011FA0000187

SCHLER

 

 

INTERLOCK

GROOVED

3/21/2011

ASK21

 

 

AS21CAN120

CANOPY

CANOPY INTERLOCKS ARE FABRICATED FROM A NYLON OR DELRON SYNTHETIC MATERIAL THAT BECAME WORN IN AN UNSEEN LOCATION. THE WEAR IS FROM THE FORWARD CANOPY METAL LOCKING ROD CONTINUOUSLY PUSHING OVER THE PLASTIC INTERLOCK. THE WORN INTERLOCK EVENTUALLY DID NOT ALLOW THE REAR CANOPY LOCKING ROD TO ENGAGE INTO IT'S LOCKED POSITION. DURING TAKEOFF, THE AERODYNAMIC FORCES PULLED THE CANOPY OPEN AND BLEW OUT THE PLEXIGLASS AND BENT THE CANOPY SUPPORT STRUCTURE. CHECKED OTHER TWO AIRCRAFT OF SAME TYPE AND BOTH SHOWED THE SAME WEAR AND DEFECT. SUGGEST INTERLOCK PART BE MADE FROM A MORE RESILIENT MATERIAL.

2011FA0000210

UNIVAR

CONT

 

SPAR

CORRODED

3/29/2011

415C

C8512

 

41513102

CENTER WING

INSP OF WING CTR SECTION IAW AD 2002-26-02 INTER-GRANULAR CORROSION IN EXFOLIATION STAGE WAS DISCOVERED ON THE BOTTOM MAIN SPAR CAP, EXTREME REAR OTBD SECTIONS WHERE IT WAS MILLED TO ACCOMMODATE THE MLG TRUNNION AND JUST INBD. ALSO THE LT AND RT (WING WALK) INBD T/E RIBS WERE CORRODING AWAY AND CORROSION WAS FOUND ON THE SURFACE ON VARIOUS LOCATIONS ON THE CTR SECTION.

2011FA0000309

UROCOP

TMECA

 

STRUCTURE

CRACKED

5/3/2011

EC120B

ARRIU2F

 

 

TAILBOOM

DURING THE VALVE CHECK A MECHANIC NOTED A CRACK EXTENDING LONGITUDINALLY FROM THE LT FWD NAV/VOR ANTENNA MOUNT. MFG HAS PREVIOUS KNOWLEDGE OF THIS DEFECT AND HAS DEVISED A REPAIR SCHEME FOR THIS DEFECT. RDAS (REPAIR DESIGN APPLICATION SHEET) NR RDAS-AE11-0148, DATED 14 MARCH 2011. THIS DEFECT HAS HAD NO SPECIFIC INSP CRITERIA FOR ITS DETECTION. SUGGEST THIS AREA BE IMPLEMENTED INTO MFG INSPECTION OR ICA CRITERIA NOT TO EXCEED 200 HOURS BETWEEN INSP.

2011FA0000311

UROCOP

TMECA

 

SKIN

CHAFED

5/3/2011

EC120B

ARRIUS2F

 

 

TAILBOOM

DURING THE INSTALLATION OF A TAIL BOOM ON THE SAME MODEL ACFT THAT HAD BEEN REPAIRED FOR CRACKING IN THE LT FWD VOR ANTENNA MOUNT THE MECHANIC NOTED CHAFING ALONG THE BOTTOM OF THE INNER TAIL BOOM SKIN UNDER THE WIRE HARNESSES. IN SOME CASES IT HAD PENETRATED THE COMPOSITE MATERIAL AND INTO THE HONEYCOMB. THIS ACFT WAS ALSO SUBJECTED TO THE SAME TYPE DAMAGE IN THIS AREA. MFG ISSUED REPAIR SHEET AE2010102 TO ADDRESS THE REPAIR OF THIS DEFECT. SUGGEST ADDING HOURS BETWEEN INSPECTIONS FOR ACFT NOT REPAIRED IAW THE ABOVE REPAIR SHEET.

2011FA0000308

UROCOP

TMECA

 

SKIN

CHAFED

5/3/2011

EC120B

ARRIUS2F

 

 

TAILBOOM

DURING THE INSTALLATION OF A TAILBOOM ON THE SAME MODEL ACFT THAT HAD BEEN REPAIRED FOR CRACKING IN THE LT FWD VOR ANTENNA MOUNT THE MECHANIC NOTED CHAFING ALONG THE BOTTOM OF THE INNER TAIL BOOM SKIN UNDER THE WIRE HARNESSES. IN SOME CASES IT HAD PENETRATED THE COMPOSITE MATERIAL AND INTO THE HONEYCOMB. THIS ACFT WAS ALSO SUBJECTED TO THE SAME TYPE DAMAGE IN THIS AREA. MFG ISSUED REPAIR SHEET AE2010-102 TO ADDRESS THE REPAIR OF THIS DEFECT. SUGGEST ADDING THIS AREA TO ITS INSPECTION OR ICA CHECKLIST NOT TO EXCEED 200 HOURS BETWEEN INSPECTIONS FOR AIRCRAFT NOT REPAIRED IAW THE ABOVE REF REPAIR SHEET.

2011FA0000310

UROCOP

TMECA

 

SKIN

CHAFED

5/3/2011

EC120B

ARRIUS2F

 

 

TAILBOOM

DURING THE INSTALLATION OF A TAIL BOOM ON THE SAME MODEL ACFT THAT HAD BEEN REPAIRED FOR CRACKING IN THE LT FWD VOR ANTENNA MOUNT THE MECHANIC NOTED CHAFING ALONG THE BOTTOM OF THE INNER TAIL BOOM SKIN UNDER THE WIRE HARNESSES. IN SOME CASES IT HAD PENETRATED THE COMPOSITE MATERIAL AND INTO THE HONEYCOMB. THIS ACFT WAS ALSO SUBJECTED TO THE SAME TYPE DAMAGE IN THIS AREA. MFG ISSUED REPAIR SHEET AE2010-102 TO ADDRESS THE REPAIR OF THIS DEFECT. SUGGEST ADDING THIS AREA TO ITS INSP OR ICA CKLIST NOT TO EXCEED 200 HOURS BETWEEN INSPECTIONS FOR ACFT NOT REPAIRED IAW THE ABOVE REPAIR SHEET.

2011FA0000307

UROCOP

TMECA

 

SKIN

CHAFED

5/3/2011

EC120B

ARRIUS2F

 

 

TAILBOOM

DURING THE INSTALLATION OF THE TAILBOOM THAT HAD BEEN REPAIRED FOR CRACKING IN THE LT FWD VOR ANTENNA MOUNT THE MECHANIC NOTED CHAFING ALONG THE BOTTOM OF THE INNER TAILBOOM SKIN UNDER THE WIRE HARNESSES. IN SOME CASES IT HAD PENETRATED THE COMPOSITE MATERIAL AND INTO THE HONEYCOMB. MFG ISSUED REPAIR SHEET AE2010-102 TO ADDRESS THE REPAIR OF THIS DEFECT. SUGGEST ADDING THIS AREA TO ITS INSP OR ICA CKLIST NOT TO EXCEED 200 HOURS BETWEEN INSP FOR ACFT NOT REPAIRED IAW THE ABOVE REF REPAIR SHEET.

QMLDMG2012

UROCOP

 

 

COVER PLATE

SEPARATED

3/22/2011

EC135T1

 

 

L533M1240104

FLOOR BOARD

THE COVER PLATE FWD RT ASSY WAS FOUND MECHANICALLY SEVERED IN THE CENTER SECTION, APPARENTLY FOR THE PURPOSE OF EASE OF REMOVAL AND REINSTALLATION IN THE COURSE OF MX.