United States Department of Transportation / Federal Aviation Administration logo

AFS-600 Regulatory Support Division logo

 

ADVISORY CIRCULAR

43-16A

 

 

AVIATION MAINTENANCE ALERTS

 

 

flag of the United States of America

 

ALERT

NUMBER

322

bald eagle watching over three eggs

MAY

2005

 


CONTENTS

AIRPLANES

AERONCA.................................................................................................................................. 1

BEECHCRAFT............................................................................................................................ 2

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

CIRRUS....................................................................................................................................... 5

GULFSTREAM............................................................................................................................ 5

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

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

POWERPLANTS & PROPELLERS

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

PRATT & WHITNEY.................................................................................................................. 8

ACCESSORIES

SPECIAL AIRWORTHINESS INFORMATION BULLETIN NE-05-40................................... 8

LYCOMING MANDATORY SERVICE BULLETIN NO. 565................................................ 10

SPECIAL AIRWORTHINESS INFORMATION BULLETIN CE-05-03................................. 11

AIR NOTES

ELECTRONIC VERSION OF FAA FORM 8010-4, MALFUNCTION OR
DEFECT REPORT..................................................................................................................... 12

PAPER COPY OF FAA FORM 8010-4, MALFUNCTION OR DEFECT REPORT............... 13

INTERNET SERVICE DIFFICULTY REPORTING (iSDR) WEB SITE................................... 13

IF YOU WANT TO CONTACT US......................................................................................... 14

AVIATION SERVICE DIFFICULTY REPORTS...................................................................... 14

 


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

AVIATION MAINTENANCE ALERTS

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

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

 

AIRPLANES

AERONCA

Aeronca; 7 AC; Cracked Wing Ribs; ATA 5712

The submitter describes having found a crack in both the left and right wing’s number one rib located inboard of the ailerons. These ribs were “...cracked along the radius of the attach tab where the rib is secured to the aft spar. This aircraft was subjected to years of prevailing winds quartering against the trailing edge of the left aileron. No gust locks were utilized. The ribs were repaired and wings recovered. The owner has erected a more suitable shelter.” (No other data accompanied this submission.)

Part Total Time:  unknown.

 

Aeronca; 11 CC; Cracked Rear Wing Spar; ATA 5711

A mechanic found a crack in the R/H wing’s aft spar (P/N 5-147). He states, “This crack is running with the wood grain and (is) approximately 13 inches long. The crack is emanating left and right of center from the upper bolt-hole of the most inboard compression strut. After disassembly it was determined that the compression strut mount-bolt was previously over tightened, causing crushing of the spar wood, which precipitated the crack in the spar.”

Part Total Time:  835.9 hours.

 


BEECHCRAFT

Beechcraft; F-33A; Landing Gear Extension Failure; ATA 3230

(The following is a composite of three identical aircraft having the same problem...with the same part.) An inbound pilot selected gear down, but nothing happened. The crew manually deployed the gear and landed without incident. An outbound second crew selected gear up and nothing happened--still maintaining three solid green lights. A third, inbound crew selected gear down--they too received no gear response...until later. Halfway through the manual extension checklist, the gear decided to extend on its own initiative, allowing for an uneventful landing. Technicians tracked the problem to the often reported, intermittent Dynamic Breaker Relay: P/N SM50D7. Recommendations are everywhere the same: a better relay is needed. (Reported aircraft--numbers 2 and 3 had part total times of 527 and 100 hours, respectively. Part time for aircraft number 1 records on the next line below. These three aircraft will be entered into the SDR data base, currently returning 50 reports on this part number.)

Part Total Time:  120 hours.

 

Beechcraft; B-60; Failed Fuel Quantity Transmitters; ATA 2842

The submitting mechanic describes this aircraft’s fuel quantity indicators registering a maximum of 35 gallons, even with the tanks full. His investigation found the inboard and outboard leading-edge cell transmitters grounded to the airframe (transmitter part numbers not provided). “Removal revealed P/N 330865 grommets deteriorated, allowing the transmitter case to touch the airframe.” He recommends replacing these grommets with (any) fuel cell replacement, and also to use Beechcraft rubber gaskets (P/N 15-423) at the transmitters. He cautions, the “...parts catalog does not show grommets at the transmitter installation.”

Part Total Time:  3,198.1 hours.

 

Beechcraft (Raytheon); A200; Flap Extension Failure; ATA 2750

A pilot describes selecting approach flaps while descending into Reading, Pennsylvania. The flaps failed to extend. Several attempts at resetting the circuit breaker and cycling the selector failed to produce flap movement. He made an uneventful, no flaps landing. Troubleshooting revealed the left split-flap fuse had failed (P/N AGX-10). Both the fuse and its holder were replaced, resolving the discrepancy. “(We) have had previous problems with fuses. We are going to add this as a change--to install a new fuse on the left and right flaps at each phase inspection.”

Part Total Time:  400 hours.

 

CESSNA

Cessna; 172E; Cracked Wing Spar; ATA 5711

Replacement of a worn, L/H flap track assembly revealed a 2-inch crack running through the aft attachment rivet holes of the spar (P/N 0523400-50). The mechanic believes a probable cause was


flap overspeed during flight. (Overspeed certainly is a factor—so too is the aircraft’s time! See practically the same discrepancies last month.)

Part Total Time:  15,628.63 hours.

 

Cessna; 182T; Boost Pump Contamination; ATA 2822

This repair station received a Weldon Boost Pump (P/N A8160-D) for warranty work, accompanied by the customer’s complaint the pump’s operation caused sufficient current draw to consistently pop the circuit breaker. The technician states, “Preliminary inspection of the pump revealed foreign material in the inlet port. Further inspection of the pump revealed the foreign material tried to pass through the pump and had locked the rotor in the insert. This would cause the pump to draw high amps.”

Part Total Time: 142 hours.

 

Cessna; R182; Nose Gear Extension Failure; ATA 3230

“On October 6, 2004 this aircraft sustained nose damage due to the failure of the nose gear to extend for landing. The propeller linkage runs down the outside of the nose landing gear tunnel, and is attached (there) in two places with Adel clamps, stand-offs, and AN-3 bolts. The aft attach hole is directly in line with the nose door actuator arm which is hollow...(welded steel tubing: P/N 2213022-14).” “This aircraft had the aft AN-3 bolt installed with the threads and nut protruding into the wheelwell....” The writer describes how the hollow actuator arm impacted the protruding bolt, causing it to loosen with each gear cycle. The moment arrived when sufficient play allowed the bolt’s end “...to pop over into the end of the hollow actuator’s arm tube. This now locked the actuator arm into (its retracted) position, and locked the gear doors closed, preventing gear extension. During repairs, the L/H tunnel side was replaced with a factory part (P/N 2213001-3), and the (above described) bolt’s hole comes pre-drilled in the same location. (Neither the Cessna) maintenance manual or the parts catalog have reference to prop cable routing. This problem could easily repeat itself on similar aircraft.”  (Two of five submitted photos are shown below:  the first demonstrates the problem; the second, a very nice repair!)

Photograph--looking up into nose gear wheel well depicting damaged gear retraction parts and the improperly installed bolt.


 

Same view as first photo, but now showing new parts and proper bolt position.

Part Total Time:  unknown.

 

Cessna; T210L; Landing Gear Retraction Failure; ATA 3230

This aircraft’s landing gear failed to fully retract after takeoff. The attending mechanic states, “...found the wire soldered to the hydraulic power pack pressure switch (P/N 9880710-1) had corroded beneath the heat-shrink tubing near the solder joint.” He surmises acid core solder may have been used to attach the leads to the switch.

Part Total Time:  195.0 hours.

 

Cessna; 425; Failed Retractable Landing Light; ATA 3340

A technician describes how this aircraft’s R/H wing retractable landing light unit had failed in August 2004, (Grimes; P/N 45-0148-9). The part was removed, sent to an overhaul shop, and reinstalled. The same unit failed again 3 months later. This time the light assembly was opened by mechanics at the repair station, accessing the unit’s worm-drive. Inspection quickly determined mechanical failure was due to improper unit assembly: the worm-drive gear’s Woodruff Key had not been installed. Setscrews were driving the gear, and stripping the parts. “A new worm-gear (P/N A6582) and Woodruff Key (P/N MS35756-1) furnished by the overhaul agency were delivered, and installed per standard practice in our shop by an A&P mechanic. Unit was installed, adjusted, and ops checked okay. The overhaul agency neglected an important part in the motor drive mechanism when they serviced the unit--a Woodruff Key--causing customer inconvenience. To help prevent recurrence I recommend closer inspection.” (Time since overhaul:  85 days.)

Part Total Time:  unknown.

 


CIRRUS

Cirrus; SR20; Failing Slick Magneto; ATA 7414

A 500-hour magneto inspection revealed internal arcing between a coil and a carbon brush, though the aircraft ran well with a 100 RPM drop (preflight check). Arc damage occurred to both a brush and spring, and the mechanic noted part of the distributor block was missing. He recommends mandatory internal magneto inspections during annual inspections.

Part Total Time: 602.0 hours.

 

GULFSTREAM

Gulfstream; GIV; Failed Wheel Casting; ATA 3246

A landing initiated flange failure of the L/H inboard wheel casting (P/N 1159SCL203-43). The submitter states, “Approximately one-third of the flange area broke away and allowed the lock ring (still intact and safetied) to separate. Debris (flange or wheel half) crossed over and hit the right, inboard wheel, glanced up and punctured the right wing trailing edge box (composite material); and the tire made contact with the right wing flap and dented the inboard end.” An attached note emphasizes: “The wing trailing edge box is not part of the fuel tank. It is for aerodynamic fairing of the wing.”

Part Total Time:  unknown.

 

PIPER

Piper; PA31-T1; Failed Heater; ATA 2141

The attending mechanic describes one indication of abnormal heater combustion from this aircraft’s Janitrol Heater (P/N FR10E21-4EL) as a soot trail from the fuel drain vent. Inspection found the air-blower fan wheel had come apart (P/N B07D67). The fan motor would still run, but the air pressure switch (P/N 94E42) failed in the closed position. The mechanic notes AD 04-21-05 does not require operational testing this switch. “I recommend all combustion air pressure switches be tested,” states the mechanic, “...and the combustion air-fan wheel assembly be inspected at the same intervals as called out by AD 04-21-05.” (Total time since major overhaul was provided as 276.4 hours. Two reports were submitted for this aircraft’s heater: one for the switch; one for the fan. See the next entry for a very similar problem.)

Part Total Time: unknown.

 

Piper; PA 31T3; Failed Heater; ATA 2141

That widely recognized burned-electrics smell turned this pilot back for home after 6 minutes of flight. An investigation produced noise and vibration from the blower when the Janitrol combustion heater was operated (P/N 89D22-2). The inspection found the heater motor’s frame and end-plates loose, the fan hub loose, and paper measuring 1.5 by 0.5 inches lodged in the fan


louvers. The mechanic states, “Paper caused the fan to be out -of-balance, which led to the fan and motor components vibrating loose and causing the motor (P/N CD-21402) to run hot.”

Part Total Time: unknown.

 

RAYTHEON

Raytheon; 400A; Premature Wear of Pitch-Trim Actuator; ATA 2742

An inspector noticed a clunk sound while actuating the pitch-trim during an A and B inspection. The noise investigation found the pitch-trim actuator (P/N 45AS61023-139) in full nose-down position, contacting the vertical fin cap support. Measurement of the jackscrew free-play recorded .075 of an inch...maximum allowable is .020. The submitter states, “The actuator overhaul interval is 1800 hours…with 756.2 hours time since overhaul. The next scheduled overhaul is due in 1043.8 hours. Frame contact may have had an effect on premature wear.” (The actuator manufacturer is given as GEC-Marconit.)

Part Total Time: 756.2 hours.

 

Raytheon; 400A; Landing Gear Retraction Failure; ATA 3230

The landing gear on this aircraft failed to retract, prompting a return to base and investigation of a discrepant electrical system. The attending technician found “...P162 connector loose, not fully seated on A162 PC board assembly-J1 connector.” Re-seating the P162 to its A162J1 counter-part resolved this discrepancy. (Airframe total time records 5,549.5 hours.)

Part Total Time:  unknown.

 

POWERPLANTS AND PROPELLERS

CONTINENTAL

Continental; GTSIO-520; Main Bearing Delamination; ATA 8520

This mechanic has contributed excellent photographs documenting apparent delamination for his engine’s number three main bearing (P/N 634503). He states, “All the brass or bronze separated from the bearing shell. The crankshaft number three journal does not show signs of oil starvation.” (No description of this engine’s operational circumstances was provided in this report. Two of the submitted photographs are shown below. The SDR data base provides six returns on this part number since 1996. One submission describes, “P/N 630571 (BEARING FOR PROP DRIVER GEAR IN ENGINE CRANKCASE) MARKED ON PACKAGING AS P/N 630571. BEARING ITSELF MARKED AS P/N 634503. P/N 634503 IS CRANKSHAFT MAIN BEARING. PURCHASED NEW FROM TELEDYNE CONTINENTAL MOTORS. BEARINGS WILL FIT IN CRANKCASE SADDLES WHEN SWITCHED, BUT OIL HOLES DO NOT LINE UP AND BEARING OIL GROOVES ARE DIFFERENT WIDTHS. COULD CAUSE BEARING FAILURE/OIL STARVATION. ”)


 

Photo is a display of the #3 bearing halves and their broken pieces and delaminated fragments.

 

This a close-up picture of the above bearing halves.

Part Total Time: 649.9 hours.

 


PRATT & WHITNEY

Pratt & Whitney; PT6A-114A; Accessory Drive Shaft Failure; ATA 7260

A pilot flying a Cessna 208B “...experienced a failure of the standby electrical power system, followed by a fluctuating and decreasing oil pressure. The pilot landed without incident. Maintenance personnel found that the aft end of the accessory drive (P/N 3008786) for the external scavenge pump had sheared off. This failure had allowed engine oil in the scavenge pump housing to exit by the plain seal and vent overboard through the alternator drive pulley assembly drain tube. The loss of oil resulted in a loss of oil pressure. A possible cause of failure of the scavenge pump drive shaft is a twist load induced by either the alternator drive pulley bearings or the alternator bearings.”

Part Total Time:  1,040.5 hours.

 

ACCESSORIES

(The following Special Airworthiness Information Bulletins (S.A.I.B.) are reprinted here to enhance distribution. Their formats are slightly altered to fit this document. Original publications can be found at the same web site as this Alerts document:  http://www.faa.gov/aircraft/safety/ .)

 

SPECIAL AIRWORTHINESS
INFORMATION BULLETIN

U.S. Department
of Transportation

Aircraft Certification Service
Washington, DC 
                                                                                                                    Federal Aviation
                                                                                                                                                                        Administration

NE-05-40
March 18, 2005

http://www.faa.gov/aircraft
This is information only. Recommendations aren’t mandatory.

Introduction

This Special Airworthiness Information Bulletin alerts you, owners and operators of the Textron Lycoming Corp. engine models listed in Table 1, with fuel pump part number (P/N) LW-15473 and manufacturer's code 154733201, of the need to replace the pump within the next 25 hours of operation.


Table 1

AEIO-320       AIO-360          IO-540

AEIO-360       HIO-360          O-540-L3C5D

AEIO-540       IO-320            TO-360-C1A6D

AIO-320          IO-360            TO-360-F1A6D

Background

Lycoming has issued Mandatory Service Bulletin (MSB) No. 565 (attached) advising that, "... a number of diaphragm-type fuel pumps, Lycoming P/N LW-15473, may not have been manufactured in conformance with manufacturer's specifications. This can result in a restricted and/or loss of fuel flow." Additionally, the MSB states that, "If your Lycoming engine has a diaphragm-type fuel pump with P/N LW-15473 installed, and has a date code of 3201 (manufacturer's code 154733201), the pump must be replaced prior to next flight." The manufacturer's code consists of the Lycoming P/N followed by the date code. Figure 1 of MSB 565 shows where the manufacturer's code can be found on the pump. The fuel pump may have to be removed in order to read the manufacturer's code on some aircraft.

Recommendation

Perform the inspection specified in Lycoming MSB No. 565 within 25 hours and replace the fuel pump prior to next flight if the date code is 3201.

For Service Bulletin Copies, Contact

Lycoming, 652 Oliver St, Williamsport, PA
17701, phone: (570) 323-6181; fax: (570)
327-7101; or go to their website:

http://www.lycoming.textron.com/main.jsp?bodyPage=/support/publications/maintenancePublications/serviceBulletins.html
and click on SB 565.

For Further Information, Contact

Norm Perenson, Aerospace Engineer, FAA
NYACO, ANE-171, 1600 Stewart Avenue,
Suite 410, Westbury, NY 11590; phone: (516)
228-7337; fax: (516) 794-5531; email:
norman.perenson@faa.gov

 


 

 


Lycoming Service Bulletin:
     Figure 1 on the second page is a drawing of a mechanical fuel pump depicting locations of identifying numbers.

 

SPECIAL AIRWORTHINESS
INFORMATION BULLETIN

U.S. Department
of Transportation

Aircraft Certification Service
Washington, DC 
                                                                                                                                                 Federal Aviation
                                                                                                                                                                                                         Administration

CE-05-03
October 20, 2004

http://www.faa.gov/aircraft
This is information only. Recommendations aren’t mandatory.

Introduction

This Special Airworthiness Information Bulletin advises you, registered owners of GA aircraft, of a possible problem with dry air pump installations using cork gaskets between the pump and engine drive pad. This configuration could be found on both single and multiple engine aircraft with dry air (vacuum) pump installations.


Background

We have been advised that some of the dry air pumps and possibly pump drive coupling kits provided by Parker Hannifin (Airborne), produced under a Parts Manufacture Approval, may have incorporated a cork gasket. Inspections found that the cork gasket was a contributing factor in several incidents involving loss of engine oil. We notified industry of this problem in the November 2002 issue of the Aviation Alerts, AC 43.16A. However, we continue to receive reports of accidents/incidents involving loss of engine oil resulting from failure of cork type gaskets installed between the dry air pump and the engine drive pad. Evidence also indicates that torque values on the attachment fasteners may decrease over time as the cork gasket material shrinks or is compressed during installation.

Recommendation

We recommend a one-time inspection for the presence of cork type gaskets between the dry air pump and the engine drive pad. Cork type gaskets can be identified by their light brown color. Non-cork type gaskets will be dark gray or black in color. If the gasket material is cork, you should replace the gasket with an approved non-cork type gasket before further flight. You should accomplish the replacement of the gasket in accordance with the airframe manufacturer's appropriate maintenance publications including proper torque sequence and torque values. If you find any presence of oil leakage due to the gasket, regardless of material type, you should replace it with an approved non-cork type gasket.

For Further Information Contact

Paul Pendleton, Aerospace Engineer, FAA
Wichita ACO, 1801 Airport Road, Rm 100,
Wichita, KS 67209; phone: (316) 946-4143;
email: paul.pendleton@faa.gov

Barry Ballenger, Continued Operational Safety,
FAA Small Airplane Directorate. 901 Locust,
Rm 301, Kansas City, MO 64106; phone: (816)
329-4152; email: barry.ballenger@faa.gov

 

AIR NOTES

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

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

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

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

 


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

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

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

 

INTERNET SERVICE DIFFICULTY REPORTING (iSDR) WEB SITE

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

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

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

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

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

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


The SDRS and iSDR web site point of contact is:

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

 

IF YOU WANT TO CONTACT US

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

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

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

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

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

 

AVIATION SERVICE DIFFICULTY REPORTS

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

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

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

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


Federal Aviation Administration

Service Difficulty Report Data

 

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

Control Number

Aircraft Make

Engine Make

Component Make

Part Name

Part Condition

Difficulty Date

Aircraft Model

Engine Model

Component Model

Part Number

Part Location

2005FA0000321

 

 

 

LINK

INCORRECT

4/15/2004

 

 

 

C19347102

ESCAPE SLIDE

RECEIVED EVACUATION SLIDE FOR RECERTIFICATION. DURING DISASSY EACH FRANGIBLE LINKS (PN C19347-101, 4EA, PN C19347-102, 1EA, PN C19347-105, 2EA) WERE FOUND WITH (4) STRANDS OF BLACK NYLON THREAD SECURING EACH HALF OF FRANGIBLE LINK TOGETHER. FRANGIBLE LINKS WERE PREVIOUSLY BROKEN, REUSED BY SECURING HALVES TOGETHER WITH BLACK NYLON THREAD. NORMAL OR UNUSED FRANGIBLE LINKS ARE 2 LOOPS SECURED WITH STRANDS OR BRAKING WIRES, HAVING A SPECIFIC BREAKING STRENGTH WHICH ARE COVERED WITH HEAT SHRINK TUBING. IF SLIDE WAS DEPLOYED WITH MODIFIED FRANGIBLE LINKS, SLIDE WOULD POSSIBLY EXTEND RAPIDLY, TOE END OF SLIDE WOULD EXTEND UNDER THE AC. ONCE FRANGIBLE LINKS ARE BROKEN, REQUIRED TO BE REPLACED WITH NEW (2 OF 3)

2005FA0000431

 

 

HARTZL

SLEEVE

INCORRECT

3/25/2005

 

 

 

A249910

PISTON ROD

PROPELLER WAS REPAIRED AND O/H IN MY SHOP. PROP HAD A2499-10 HIGH PITCH STOP SLEEVE INSTALLED BUT APPARENTLY ASSEMBLER DID NOT KNOW IT TAKES A 2499-9. WHEN ASSEMBLED TO GET BLADE ANGLES CORRECT, ALTERED -10 TO A -9 IAW PRINT A2499. TT ON PROP 120 HRS SINCE NEW. (K)

2005FA0000433

 

 

 

TUBE

MISREPAIRED

3/25/2005

 

 

 

 

PISTON PILOT

PISTON PILOT TUBE, PAPER TOWEL INSTALLED INSIDE OF TUBE, BLOCKED OIL. PROP HAD / HOUR TIME ON IT.

2005FA0000319

 

 

AIRCRUISERS

LINK

INCORRECT

4/15/2004

 

 

 

C19347105

ECAPE SLIDE

RECEIVED EVACUATION SLIDE FOR RECERTIFICATION. DURING DISASSY EACH FRANGIBLE LINKS (PN C19347-101, 4EA, PN C19347-102, 1EA, PN C19347-105, 2EA) WERE FOUND WITH (4) STRANDS OF BLACK NYLON THREAD SECURING EACH HALF OF FRANGIBLE LINK TOGETHER. FRANGIBLE LINKS WERE PREVIOUSLY BROKEN, REUSED BY SECURING HALVES TOGETHER WITH BLACK NYLON THREAD. NORMAL OR UNUSED FRANGIBLE LINKS ARE TWO LOOPS SECURED WITH STRANDS OR BRAKING WIRES, HAVING SPECIFIC BREAKING STRENGTH WHICH ARE COVERED WITH HEAT SHRINK TUBING. IF SLIDE WAS DEPLOYED WITH MODIFIED FRANGIBLE LINKS, SLIDE WOULD POSSIBLY EXTEND RAPIDLY, TOE END OF SLIDE WOULD EXTEND UNDER THE AC. ONCE FRANGIBLE LINKS ARE BROKEN, REQUIRED TO BE REPLACED WITH NEW. (3 OF 3)

2005FA0000156

 

 

 

CARBURETOR

INOPERATIVE

2/28/2005

 

 

 

MA451048931

ENGINE

THROTTLE LEVER LOCKED UP AT ABOUT 20 PERCENT OPEN THROTTLE POSITION. DISASSEMBLED AND INSPECTED. FOUND AIR METERING JET AND PIN HAD SEPARATED. JET WAS BACKED OUT FAR ENOUGH THAT PIN FELL OUT AND LOCKED-UP. ALSO FOUND THAT RETENSION BALL FOR JET IS MISSING. THERE IS ALSO AND DRAG ON METERING PIN THREADS WHICH ALLOWED IT TO BACK OUT. (K)

2005FA0000315

 

 

 

CYLINDER

FAILED

5/5/2004

 

 

 

S8012

LIFE RAFT

DURING RECEIVING INSPECTION OF LIFE RAFT (PN RA4610220, SN F46392) IT WAS FOUND THAT THE CYLINDER (PN S-801-2, SN 55396P, DATE OF MFG. 10-1973 WAS CHARGED AND INSTALLED ON THE LIFE RAFT. THE CYLINDER WHICH IS A DOT 3HT 3000 RATED CYLINDER HAD PAST ITS 24 YEAR SERVICE LIFE ON 10-1997 AND WAS HYDROSTATICALLY RETESTED ON 12-98 AND 12-02 BY REG NR PMMC AS SHOWN (STAMPED) ON THE CROWN OF THE CYLINDER. ONCE A DOT 3HT3000 RATED CYLINDER REACHES ITS 24 YEAR SERVICE LIFE IT CANNOT BE HYDROSTATICALLY RETESTED AND MUST BE REMOVED FROM SERVICE. THE COMPANY THAT SERVICE THE LIFE RAFT LAST, FAILED TO COMPLY THE REGULATIONS FOR SERVICING THE CYLINDER.

2005FA0000204

 

 

 

EXTINGUISHER

INOPERATIVE

1/4/2005

 

 

 

344 

CABIN

FIRE EXTINGUISHER WENT THROUGH A WEIGHT AND PRESSURE CHECK AND PASSED BOTH CHECKS. UPON REINSTALATION OF THE EXTINGUISHER INTO THE AC THE TECH NOTICED THE HALON TO BE DEPLETED, ALL SAFETY SEALS WERE IN TACT AND THE EXTINGUISHER WAS NOT CONTACTING ANY OTHER OBJECTIVES WHILE SITTING STATIC IN THE CABINET, THIS IS THE 3RD EXTINGUISHER OF THIS MODEL TO DO THIS. ALSO NOTICED THE CYLINDER HEAD TO BE LOOSE. (K)

2005FA0000200

 

 

 

FIRE BOTTLE

DISCHARGED

1/20/2005

 

 

 

V651554

CABIN

PORTABLE FIRE EXT NOZZLE WAS FOUND TO BE LOOSE AND BOTTLE COMPLETELY DISCHARGED. REMOVED NOZZLE FROM BOTTLE AND FOUND NOZZLE AND BOTTLE THREADS CORRODED. ALSO, NOZZLE TO BOTTLE O-RING SEAL DETERIORATED. POSSIBLE CAUSE OF DEFECT COULD BE IMPROPER TORQUE VALUE USED DURING BOTTLE ASSEMBLY.

CA040804012

 

 

 

BATTERY PACK

LEAKING

8/4/2004

 

 

 

BS2173

ELT 

(CAN) IN THIS LAST WEEK WE HAVE FOUND TWO REPLACEMENT BATTERY PACKS FOR THE DORNE& MARGOLIN DM ELT6, DM ELT 6.1, AND DM ELT8 SERIES OF ELTS, LEAKING CAUSING INTERNAL CASE CORROSION. IN ONE CASE ONE OF THE POWER WIRES COMING OUT OF THE BATTERY HAD CORRODED OFF THE BATTERY PACK. ONE BATTERYHAS A MANUFACTURING DATE OF MAY 2003, (EXPIRY DATE OF JUN 2005) AND SECOND ONE, HAS A MANUFACTURING DATE OF JUNE2003(EXPIRY DATE JUL 2005).

2005FA0000485

 

 

 

MAGNETO

MALFUNCTIONED

2/11/2005

 

 

 

 

ENGINE

UPON REINSTALLATION OF A MAGNETO (A 1940'S ERA MAG), INSTALLATION WAS NOT SUCCESSFUL AT FIRST. AFTER DOING THE REPAIR, FOUND THAT THE CONDENSER ON THIS ERA OF MAGNETO CAN BE REMOVED WITH JUST A FLATHEAD SCREWDRIVER AND TAKEN OUT WITHOUT REMOVING THE MAGNETO FROM THE ENGINE. STUDENTS OF MY MAINTENANCE SCHOOL WERE UNAWARE OF THIS, AND AS AN A&P I WOULD LIKE TO SPREAD THIS SERVICE DIFFICULTY REMEDY AROUND TO THE GENERAL AVIATION PUBLIC.

CA040914002

 

 

DORNEMARGLN

BATTERY PACK

LEAKING

8/6/2004

 

 

ELT81

BS2173

ELT 

(CAN) UPON YEARLY INSPECTION, BATTERY PACK REFERENCED ABOVE WAS FOUND TO BE LEAKING ON MAIN CIRCUIT BOARD CAUSING THE BOARD TO SHORT CIRCUIT AND MALFUNCTION. NOTE TH AT THIS WAS A PASSIVE FAILURE AND THAT THE ELT WAS NOT TRANSMITTING UNCOMMANDED. PREVIOUS CERTIFICATION ON AUGUST 5, 2003 REFERENCE.

CA040923008

 

 

 

CONNECTOR

MISMANUFACTURED

9/23/2004

 

 

 

U384U

ELECTRICAL

(CAN) PRIOR TO REPLACING CONNECTOR, WE VERIFIED WITH A DMM CONTINUITY FROM CONNECTOR END TO SOLDER TERMINALS. (6) CONNECTORS WERE FOUND INPROPERLY MANUFACTURED, THE ORIENTATION OF THE SOLDER TERMINALS DID NOT MATCH THE CONNECTOR. I HAVE CONTACTED THE QUALITY CONTROL MANAGER AT NEXUS AND NOTIFIED HIM OF THE FINDING. PARTS REMOVED FROM QUARANTINED AND SHIPPED TO NEXUS FOR ANALYSIS.

CA041102005

 

 

 

SCREW

SHORT

10/28/2004

 

 

 

J4RF284001E2029

FUSELAGE

(CAN) TRANSISTOR SHORTED DUE TO WRONG (METAL) SCREWS INSTALLED IN PLACE OF THE NYLON SCREWS P/N JYRF284-001. HISTORY INDICATES THAT THE EL SHORT CAUSED BY METAL SCREWS CAN PRODUCE SMOKE IN CABIN. PHOTO ATTACHED.

CA041209011

 

 

WOODWARD

PILOT VALVE

CORRODED

12/8/2004

 

 

 

210332210316

CSU 

(CAN) CSU WAS INVOLVED IN A PROP STRIKE THEREFORE OH IS MANDATORY. UPON DISASSY OF CSU IT WAS DISCOVERED THAT THE PILOT VALVE PN 210332 WAS PITTED AND CORRODED ON THE BALL BEARING RACE SURFACE. THE FLYWEIGHT DRIVER PN 210317 AND THE FLYWEIGHT HEAD PN 210316 AND THE FLYWEIGHT DRIVE SPRING PN 192662 WERE CORRODED BEYOND REUSE.THE CORROSION WAS OBSERVED ON THE EXTERNAL SURFACES. THE OVERHAUL WAS COMPLETED USING SERVICEABLE PARTS WHILE THE U/S COMPONETS WERE RETURNED TO OUR CUSTOMER.

CA050120004

 

 

 

CIRCUIT BOARD

FAILED

1/19/2005

 

 

 

25091

TEMP SENSOR

(CAN) VIBRATION TESTING REVEALED THAT MODEL 251 UNITS MFG WITH SPRAY CONFORMAL COATING ARE NON-COMPLIANT WITH DO-160C VIBRATION CATEGORY SPECIFIED IN TSO APPROVAL. FAILURE OF UNITS COULD RESULT IN LOSS OF OUTPUT TO PASSENGER ADDRESS SPEAKERS. TYPICAL APPLICATIONS INCLUDE PROVISION OF SEAT BELT AND NO SMOKING CHIME TONES, CABIN PAGER AUDIO, AND MUSIC AUDIO TO PASSENGER CABIN. FAILURE OF UNIT WILL BE OBVIOUS TO CREW AND/OR PASSENGERS, FAILED UNITS WILL BE REPLACED. FAILURES WILL NOT POSE THREAT TO SAFETY OF AIRCRAFT, COULD IMPACT SAFETY OF OCCUPANTS IF FAILURE OCCURS PRIOR TO OR DURING EMERGENCY FLT CONDITION, WHERE EMERGENCY INSTRUCTIONS TO OCCUPANTS OVER CABIN PAGING SYSTEM ARE NECESSARY FOR THEIR SAFETY.

2005FA0000265

 

 

 

LINE

UNSERVICEABLE

8/2/2004

 

 

 

 

HYD SYSTEM

HAD 3 HYDRAULIC LINE FAILURES CAUSING LOSS OF LANDING GEAR OPERATION WITHIN 70 HOURS. 2 FAILURES WERE DUE TO LOOSE B-NUTS, 1 WAS FAILURE OF LINE AT FLARE. LINES ARE SOFT ALUMINUM, THIN WALL TUBING WITH NO SPEC NUMBER APPEARS TO BE 3003-0 USED FOR AIR AND VACUUM LINES. SHOULD BE 5052-0 FOR GEAR HYDRAULIC SYSTEM.

2005FA0000317

 

 

AIRCRUISERS

FRANGIBLE LINK

INCORRECT

4/15/2004

 

 

 

C19347101

EVAC SLIDE

RECEIVED EVACUATION SLIDE FOR RECERTIFICATION. DURING DISASSY EACH FRANGIBLE LINKS (PNC19347-101, 4EA, PN C19347-102,1EA, PN C19347-105,2EA) WERE FOUND WITH (4) STRANDS OF BLACK NYLON THREAD SECURING EACH HALF OF FRANGIBLE LINK TOGETHER. FRANGIBLE LINKS WERE PREVIOUSLY BROKEN, REUSED BY SECURING HALVES TOGETHER WITH BLACK NYLON THREAD. NORMAL OR UNUSED FRANGIBLE LINKS ARE TWO LOOPS SECURED WITH STRANDS OR BREAKING WIRES, HAVING A SPECIFIC BREAKING STRENGTH WHICH ARE COVERED WITH HEAT SHRINK TUBING. IF SLIDE WAS DEPLOYED WITH MODIFIED FRANGIBLE LINKS, SLIDE WOULD POSSIBLY EXTEND RAPIDLY, TOE END OF SLIDE WOULD EXTEND UNDER THE AC. ONCE FRANGIBLE LINKS ARE BROKEN, REQUIRED TO BE REPLACED WITH NEW. (1 OF 3)

2005FA0000320

 

 

 

FRANGIBLE LINK

INCORRECT

4/15/2004

 

 

 

C19347101

EVAC SLIDE

RECEIVED EVACUATION SLIDE FOR RECERTIFICATION. DURING DISASSY EACH FRANGIBLE LINKS (PN C19347-101, 4EA, PN C19347-102, 1EA, PN C19347-105, 2EA) WERE FOUND WITH (4) STRANDS OF BLACK NYLON THREAD SECURING EACH HALF OF FRANGIBLE LINK TOGETHER. FRANGIBLE LINKS WERE PREVIOUSLY BROKEN, REUSED BY SECURING HALVES TOGETHER WITH BLACK NYLON THREAD. NORMAL OR UNUSED FRANGIBLE LINKS ARE TWO LOOPS SECURED WITH STRANDS OR BRAKING WIRES, HAVING A SPECIFIC BRAKING STRENGTH WHICH ARE COVERED WITH HEAT SHRINK TUBING. IF SLIDE WAS DEPLOYED WITH MODIFIED FRANGIBLE LINKS, SLIDE WOULD POSSIBLE EXTEND RAPIDLY, TOE END OF SLIDE WOULD EXTEND UNDER THE AC. ONCE FRANGIBLE LINKS ARE BROKEN, REQUIRED TO BE REPLACED WITH NEW. (1 OF 3)

2005FA0000322

 

 

 

FRANGIBLE LINK

INCORRECT

4/15/2004

 

 

 

C19347105

EVAC SLIDE

RECEIVED EVACUATION SLIDE FOR RECERTIFICATION. DURING DISASSY EACH FRANGIBLE LINKS (PN C19347-101, 4EA, PN C19347-102, 1EA, PN C19347-105, 2EA) WERE FOUND WITH (4) STRANDS OF BLACK NYLON THREAD SECURING EACH HALF OF FRANGIBLE LINK TOGETHER. FRANGIBLE LINKS WERE PREVIOUSLY BROKEN, REUSED BY SECURING HALVES TOGETHER. FRANGIBLE LINKS WERE PREVIOUSLY BROKEN, REUSED BY SECURING HALVES TOGETHER WITH BLACK NYLON THREAD. NORMAL OR UNUSED FRANGIBLE LINKS ARE 2 LOOPS SECURED WITH STRANDS OR BREAKING WIRES, HAVING A SPECIFIC BREAKING STRENGTH WHICH ARE COVERED WITH HEAT SHRINK TUBING. IF SLIDE WAS DEPLOYED WITH MODIFIED FRANGIBLE LINKS, SLIDE WOULD POSSIBLY EXTEND RAPIDLY, TO END OF SLIDE WOULD EXTEND UNDER THE AC. ONCE FRANGIBLE LINKS ARE BROKEN, REQUIRED TO BE REPLACED WITH NEW. (3 OF 3)

2005FA0000533

 

 

 

ENCODER

LEAKING

3/16/2005

 

 

 

AK350

ALTIMETER

STATIC AIR INPUT LEAKS 200 FEET PER MINUTE AT 1000 FEET AGL.

2005FA0000590

 

 

 

ENCODER

DEFECTIVE

3/14/2005

 

 

 

AK350

ALTIMETER

STATIC AIR INPUT LEAKS INTO CASE OF UNIT. UNIT IS NEW FROM STOCK.

2005FA0000591

 

 

 

ENCODER

DEFECTIVE

3/14/2005

 

 

 

AK350

ALTIMETER

STATIC AIR INPUT LEAKS INTO CASE OF UNIT. UNIT IS NEW FROM STOCK.

2005FA0000426

 

 

 

PIN  

BROKEN

5/11/2004

 

 

 

B4460

PROPELLER

ON MAY 17, 2004, AUTHORIZED BY NTSB TO DO A TEARDOWN ONLY ON PROPELLER. UPON WHICH (PN 134460) ACTUATING PIN, WAS FOUND BROKEN IN HALF; START OF THREADS. PARTS INVOLVED WERE TAKEN BY FSDO. FSDO FORWARDED THEM TO NTSB FOR INVESTIGATION. CANNOT COMMENT ON PROBABLE CAUSE.

2005FA0000593

 

 

COLLINS

MOTOR

INTERMITTENT

3/25/2005

 

 

ADI85A

2300626020

INDICATOR

THE MOTORS HAVE HIGH RESISTANCE BETWEEN THE BRUSHES AND ARMATURE OF THE MOTOR. THIS CAUSES THE MOTOR TO STICK INTERMITTENTLY, CAUSING A FALSE ATTITUDE DISPLAY IN THE COCKPIT. THIS PROBLEM BEGAN WITH MOTORS DATE CODED 04/04 MANUFACTURED BY MOOG, INC.

2005FA0000528

 

 

COLLINS

MOTOR

INTERMITTENT

3/25/2005

 

 

ADI85A

2300626020

INDICATOR

MOTORS HAVE HIGH RESISTANCE BETWEEN THE BRUSHES AND ARMATURE OF THE MOTOR. THIS CAUSES THE MOTOR TO STICK INTERMITTENTLY, CAUSING A FALSE ATTITUDE DISPLAY IN THE COCKPIT. THIS PROBLEM BEGAN WITH MOTORS DATE CODED 04/04. THIS MOTOR WAS VERY NOISY IN OPERATION ALSO. BEARINGS SOUND ROUGH WHILE MOTOR IS OPERATING.

2005FA0000443

 

 

COLLINS

MOTOR

INTERMITTENT

3/25/2005

 

 

ADI85A

2300626020

INDICATOR

THE MOTORS HAVE HIGH RESISTANCE BETWEEN THE BRUSHES AND ARMATURE OF THE MOTOR. THIS CAUSES THE MOTOR TO STICK INTERMITTENTLY, CAUSING A FALSE ATTITUDE DISPLAY IN THE COCKPIT. CREW REPORTED ON CLIMB OUT, THE ADI DISPLAYED AN ATTITUDE FLAG. PITCH AXIS DID NOT RESPOND TO THE ATTITUDE CHANGE.

1838110

 

 

 

BULKHEAD

CRACKED

3/25/2005

 

 

 

3541046119

FUSELAGE

FRAME FOUND CRACKED WHEN ASSIST STEP WAS REMOVED FOR REPAIR. THE FLOOR MUST BE REMOVED TO ACCESS THE ATTACHMENT NUTS. THE BULKHEAD HAD BEEN PREVIOUSLY REPAIRED (AIRCRAFT HAD BEEN INVOLVED IN A GEAR UP INCIDENT IN THE PAST) AND WAS CRACKED PAST THE REPAIR DOUBLER. A NEW BULKHEAD WAS INSTALLED. A CLOSE INSPECTION OF THE STRUCTURE SHOULD BE PERFORMED WHEN THE STEP IS REPAIRED AS THIS MAY BE THE ONLY TIME THE UNDERLYING MEMBERS CAN BE SEEN.

CA040315013

 

 

 

BEARING

IMPROPER PART

3/16/2004

 

 

 

03601018

ARMATURE

(CAN) LUCAS USES BARDEN BEARINGS WITH THE LUCAS LOGO AND PART NUMBER STAMPED ON. BEARINGS REMOVED MADE BY SKF. LUCAS NEVER USED SKF BEARINGS.

2005FA0000455

 

 

 

HUB  

CRACKED

3/4/2005

 

 

 

D22013

PROPELLER

(2 EA) CRACKS WERE FOUND USING FLOURESCENT PENETRANT, INSIDE ENGINE SIDE HUB HALF. BOTH CRACKS WERE VERIFIED WITH EDDY CURRENT. CRACKS COUL HAVE BEEN CAUSE FROM A PAST GROUND STRIKE (HARD LANDING). (K)

2005FA0000133

 

 

ELECTROSYS

HOUSING

MISREPAIRED

9/19/2004

 

 

 

ALK1242AAS2

ALTERNATOR

IN PREPARING ALTERNATOR FOR INSTALLATION. CLOSE INSPECTION REVEALED THAT LIGHT PRESSURE ON NEGATIVE DIODE CAUSED DIODE TO BECOME UNSEATED FROM BORE IN HOUSING. INSPECTION OF BORE SHOWED THAT THE BORE WAS OVERSIZED AND HAD BEEN PAINTED DURING OVERHAUL. DIODE BORE DIMENSION (.499 INCH +/- .001 INCH) IS CRITICAL TO RELIABLE OPERATION OF THE ALTERNATOR. (THE DIODES RELY ON A PRESS FIT TO MAINTAIN ADEQUATE HEAT DISSIPATION AND CURRENT FLOW AND SHOULD NOT BE INSTALLED IN A BORE THAT HAS PAINT OR ANY OTHER ELECTRICALLY RESISTIVE MATERIAL IN IT.) THIS FAILURE IS EXACTLY THE SAME AT THE UNIT THAT WAS BEING REPLACED, HAVE SEEN NUMEROUS OTHER (LOOSE DIODES), RETURNED TO FACTORY FOR WARRANTY.

CA041102012

 

ALLSN

 

ENGINE

MAKING METAL

10/26/2004

 

250C20B

 

 

 

(CAN) AFTER CLOSE INSP. OF THE BOTTOM CHIP PLUG, IT WAS FOUND TO HAVE A LARGE AMOUNT OF FERROUS METAL ON IT. THE ENGINE WAS REMOVED FROM SERVICE AND SENT TO A REPAIR FACILITY FOR FURTHER INVESTIGATION.

2005FA0000279

 

CONT

 

LIFTER

SPALLED

12/13/2004

 

IO550C

 

653877

ENGINE

ON 6 DIFFERENT ENGINES DURING OIL CHANGES OR TROUBLESHOOTING FOR LOW OIL PRESSURE, HAVE FOUND A SPALLED LIFTER. ONLY ONCE WAS THE PROBLEM WAS THE PROBLEM CAUGHT EARLY ENOUGH THAT THE CAMSHAFT WAS NOT DAMAGED AND NEEDING REPLACEMENT. (K) (1 OF 2)

CA041202001

 

GARRTT

 

RIVET

SEPARATED

12/1/2004

 

TPE33110UA

 

 

TURBINE WHEEL

UPON A REGULARLY SCHEDULED HOT SECTION INSPECTION THE NR 2 TURBINE WHEEL WAS FOUND TO HAVE A RIVET MISSING AT THE BASE OF ONE OF THE TURBINE BLADES. THIS RIVET INSTALLATION IS FOR EXPANSION PURPOSES. THE 3RD STAGE TURBINE AND STATOR ASSY WAS FOUND DAMAGED FROM THIS RIVET AS IT PASSED THROUGH IT AFTER DISLODGING FROM THE NR 2 TURBINE. OUR COMPANY TURBINE SHOP MANAGER HAS WITNESSED THIS SAME PROBLEM SEVERAL TIMES IN THE PAST.

CA050204003

 

GARRTT

 

CARBON SEAL

CRACKED

2/3/2005

 

TPE33111U

 

31025751

ENGINE

(CAN) CARBON SEAL FOUND CRACKED AFTER RECIEVING NEW PART FROM MFG NR 61634.

1622304

 

LYC  

LYC  

BOLT

FAILED

1/28/2005

 

IO360A3B6

 

AELSTD2213

CRANKGEAR

DURING ENGINE OVERHAUL, THE PMA CRANKGEAR BOLT P/N: AELSTD2213 MANUFACTURED BY ENGINE COMPONENTS INC FAILED BEFORE REACHING RECOMMENDED TORQUE VALUE. THE AREA JUST BELOW THE GRIP AREA STRETCHED.

2005FA0000521

 

LYC  

 

OIL FILTER

SEPARATED

3/3/2005

 

IO540C4B5

 

ES48110

ENGINE

BOTH ENGINE OIL FILTERS WERE OPENED AFTER AN OIL CHANGE. BOTH FILTERS HAD THE PAPER FILTER MATERIAL PULLED AWAY FROM THE METAL CRIMP HOLDING THE ENDS TOGETHER.

CA050127005

 

PWA  

 

SEAL

LEAKING

1/20/2005

 

JT15D1A

 

 

ENGINE

(CAN) CAUSE OF SMOKE ODOR IN CABIN DUE TO OIL CONTAM OF GAS PATH AIRFLOW DUE TO A LARGE NR OF AIR/OIL SEALS HAD EXCESSIVE CLEARANCES, ALLOWING OIL TO ENTER SECONDARY AIR SYS. ENG DID HAVE A SIGNIFICANT AMOUNT OF FRETTING DAMAGE ON COMBUSION COMPONENTS, WHICH INDICATED THAT ENG OPERATED WITH VIBRATION FOR SOME TIME. RETURNED ENG TO SERVICE, ALL WORN AIR SEALS WILL BE REPAIRED/REPLACED BACK TO THE O/H MANUAL LIMITS. NR 4 BEARING HOUSING WILL HAVE ALL PACKINGS & GASKETS CHANGED TO ENSURE NO FURTHER LEAK. FIT BETWEEN LOW COMPRESSOR SHAFT & LOW TURBINE SHAFT WILL BE RESTORED TO AVOID TO POSSIBILITY OF VIBRATION PROBLEMS. ENG WILL BE TESTED.

CA050201001

 

PWA  

 

TURBINE

FAILED

1/26/2005

 

JT15D1A

 

 

ENGINE

(CAN) ENGINE WAS FOUND TO HAVE SUSTAINED A MAJOR INTERNAL FAILURE WITH EXTENSIVE DAMAGE TO THE IMPELLER AND THE ENTIRE TURBINE SECTION OF THE ENGINE. EVIDENCE OF A FAILED NR 2 BEARING, AN HP VANE ASSEMBLY WITH EXTENSIVE BURNING AND LOSS OF MATERIAL, AN HP TURBINE WITH FRACTURED AIRFOILS, AND AN LP TURBINE MISSING ALL OF THE FIRST STAGE ROTOR BLADES, THE PRIMARY FAILURE IS NOT IMMEDIATELY OBVIOUS AND THE POSSIBILITY OF COINCIDENTAL FAILURES EXISTS. THE ENGINE WILL BE CANNABALIZED TO SALVAGE ANY UNDAMAGED COMPONENTS FOR POSSIBLE RE-SALE. ALL ENGINE BEARINGS WILL BE SCRAPPED REGARDLESS OF CONDITION DUE TO THE AMOUNT OF METAL CONTAMINATION AND CONDITION OF THE ENGINE.

CA040914006

 

PWA  

 

ENGINE

FAILED

8/31/2004

 

JT15D4

 

 

 

(CAN) ENGINE WAS REMOVED FROM THE WING AFTER REPORTED HIGH VIBRATIONS. ENGINE SUFFERED AN IMPELLER FAILURE CAUSING SECONDARY DAMAGE TO DOWNSTREAM COMPONENTS. WITH THE MISSING MATERIAL FROM THE IMPELLER AND THE DAMAGE FOUND THE HIGH TURBINE BLADES, HIGH ROTOR BALANCE WOULD BE ADVERSELY AFFECTED AND THIS WAS LIKELY THE CAUSE OF THE HIGH VIBRATIONS.THE IMPELLER INSTALLED IN THIS ENGINE WAS P/N 3028345, PRE SB 7187. THESE IMPELLERS ARE PRONE TO FAILURE SIMILAR TO THE FAILURE ON THIS ENGINE. NO DAMAGE UP STREAM OF THE IMPELLER WAS FOUND TO INDICATE FOD DAMAGE.THE ENGINE WILL REQUIRE HPT BLADE AND IMPELLER REPLACEMENT, AND WILL UNDERGO A HSI TO DETERMINE WHICH COMPONENTS MAY BE RE-INSTALLED, REPLACED OR REPA IRED PRIORTO RETURNING ENGINE TO SERVICE.

CA050217001

 

PWA  

 

DRIVE SHAFT

FAILED

2/4/2005

 

JT15D5

 

 

AGB 

(CAN) UPON REMOVAL OF THE AGB FROM THE ENGINE IT WAS FOUND THAT THE AGB DRIVE SHAFT HAD DECOUPLED FROM THE HIGH ROTOR AND HAD FALLEN INTO THE GEARBOX CAUSING INTERNALDAMAGE. THE SHAFT FELL INTO THE AGB DUE TO THE SHAFT SUPPORT PLUG COMING OUT OF THE AGB DRIVE BEVEL GEAR (P/N 3105380-01). THE PIN THAT IS INTENDED TO RETAIN THE SHAFT SUPPORT PLUG IN THE GEAR APPEARED TO BE MISSING.

CA050213005

 

PWA  

 

ENGINE

FAILED

1/4/2005

 

PT6*

 

 

 

(CAN) THE ENGINE EXPERIENCED A FAILURE ON APPROACH AND A SINGLE ENGINE LANDING RESULTED. SUBSEQUENT INSPECTION EVIDENSED PUNCTURE HOLES IN THE GAS GENERATOR CASE. PWC WILL INVESTIGATE THE EVENT AND WILL SUPPLIMENT THIS REPORT TO REFLECT ROOT CAUSE AS AND WHEN ESTABLISHED.

CA050211002

 

PWA  

 

ENGINE

FAILED

1/13/2005

 

PT6A114A

 

 

 

(CAN) THE LOW OIL PRESSURE EVENT WAS RESULTS OF A CRACKED MAIN OIL PUMP HOUSING. OIL FILTER & CHIP DETECTOR WERE BOTH FOUND TO BE CLEAN & FREE OF DEBRIS DURING RECEIVING INSPECTION. THIS INDICATED THAT OPERATION OF ENGINE 19212 AT 85 PSIG (5 PSIG BELOW THE MINIMUM) FOR APPROX 20 MINS PRIOR TO LANDING DID NOT CAUSE ANY DETRIMENTAL DAMAGE TO ANY OF ENGINES INTERNAL GEARS OF BEARINGS. ENG TESTING AFTER REPLACEMENT OF MAIN OIL PRESSURE HOUSING INDICATED THAT OIL PRESSURE NOW 100 PSIG, MAXIMUM OF OPERATING LIMITS SPECIFIED BY PWC (90 TO 100 PSIG). ENGINE HAD NO FURTHER PROBLEMS WITH LOW OIL PRESSURE AFTER REPLACEMENT OF CRACKED OIL PUMP HOUSING. ENGINE RESTORED TO SERVICE.

CA050126005

 

PWA  

 

BLADES

DAMAGED

1/14/2005

 

PT6A114A

 

 

ENGINE

(CAN) ON LANDING ENGINE TEMPERATURE WAS SEEN TO INCREASE, FOLLOWED BY AN UNCOMMANDED REDUCTION IN POWER. SUBSEQUENT INSPECTION REVEALED COMPRESSOR TURBINE AND POWER TURBINE BLADE DAMAGE. MFG WILL MONITOR THE INVESTIGATION OF THE INCIDENT AND WILL SUPPLIMENT THIS REPORT TO PROVIDE ROOT CAUSE, ONCE DETERMINED.

CA041018009

 

PWA  

 

PLANETARY GEAR

FAILED

10/7/2004

 

PT6A28

 

 

ENGINE

(CAN) ENG REMOVED DUE TO METAL IN OIL. ENG SENT IN FOR INVEST & REPAIR. CUSTOMER DECIDED TO SEND ALL PARTS OF ENG TO OUR AMO FOR REVIEW. SOURCE OF METAL FROM A 2ND STAGE PLANETARY GEAR BEARING SLEEVE FAILURE. BRONZE PARTICLES GENERATED FROM SLEEVE BEARING BRONZE FACE DURING SEIZURE. SLEEVE SEIZED ONTO THE SHAFT - GEAR OVERCAME RESISTANCE OF GEAR/SLEEVE TIGHT FIT & GEAR STARTED TO TURN AROUND SLEEVE ON SLEEVE OUTSIDE SURFACE. ROTATION GENERATED METAL PARTICLES FROM GEAR BORE AND SLEEVE. ALL OF THE OIL STRAINERS IN BOTH 1ST & 2ND STAGE CARRIERS FOUND TO BE PARTIALLY BLOCKED. SEIZURE RELATED TO OIL STARVATION CAUSED BY THE BLOCKED STRAINERS.

CA050104002

 

PWA  

 

LINE

WRONG PART

1/4/2005

 

PT6A42

 

3033736

FUEL SYSTEM

(CAN) DURING VISUAL INSPECTION AT PWC, WE HAVE IDENTIFIED THAT ONE FUEL PRESSURE HOSE WAS NOT GENUINE BUT WAS FITTED TO THE ENGINE S/N 42372 WHERE THE HOSE P/N 3033736 SHOULD BE FITTED. THIS HOSE IS BUILT IN 3 PIECES, A FLEXIBLE STEEL HOSE COVERED WITH AN ORANGE RUBBER HOSE WHICH IS CONNECTED AT EACH END WITH A FEMALE 90 DEG. CONNECTOR. THE PART ITSELF IS IDENTIFIED AS LEAVENS 10-943 LAM, 090 E4181G0070, AICOI PT BEB01, TEFLON 3 008SI, TSO 075A TYPE D NOC PART WAS REMOVED FROM THE ENGINE AND WILL BE KEPT IN QUARANTINE FOR 21 DAYS BEFORE BEING MUTILATED. THIS IS THE SECOND OCCURENCE IN THE PAST MONTH.

CA050211003

 

PWA  

 

ENGINE

FAILED

1/13/2005

 

PT6A50

 

 

 

(CAN) DESTRUCTION OF COMPRESSOR OF ENGINE RESULT OF TIE ROD BOLT STRETCH. LACK OF TORQUE REMAINING ON HALF OF TIE RODS INDICATES THAT 3 LOOSE TIE RODS STRETCHED & CAUSED COMPRESSOR TO LOSE AXIS OF ROTATION & ALLOWED COMPRESSOR TO RUB HEAVILY & CAUSE MATERIAL TO BE LIBERATED. APPEARS CT BLADE DAMAGE IS SECONDARY DAMAGED CAUSED BY LIBERATED MATERIAL FROM COMPRESSOR. DAMAGE ON CT BLADES MAY ALSO BEEN INCREASED BY HEAVY TIP RUB OF THE CT DISK AFTER COMPRESSOR LOST AXIS & CAUSED SIGNIFICANT VIBRATION ON ROTATING ASSY. DAMAGE ON POWER SECTION A RESULT OF MATERIAL LOST FROM CT BLADES & COMPRESSOR. COMPLETE OVERHAUL OF ENGINE. ALL TIE RODS & NR 1 & 2 BEARINGS WILL BE SCRAPPED REGARDLESS OF THEIR CONDITION.

CA050203004

 

PWA  

 

PLANETARY GEAR

FAILED

1/28/2005

 

PT6A50

 

 

ENGINE RGB

(CAN) SOURCE OF METAL CONTAMINATION WAS FAILURE OF 1ST STAGE GEARS. GEARS WERE SENT TO METALLURGICAL LABORATORY FOR FURTHER INVESTIGATION THAT REVEALED THE EXISTENCE OF AN OLDER FATIGUE CRACK SURFACE ON PARTS OF A FRACTURED TOOTH ON THE 1ST STAGE SUN GEAR, SUN GEAR. PARTS OF THIS GEAR BROKE OFF IT IS BELIEVED THEY BECAME WEDGED BETWEEN THE SUN GEARE & THE 1ST STAGE PLANETARY GEAR CAUSING THE PLANET GEAR TOOTH TO SHATTER. SINCE DAMAGE TO RGB GEARING SIGNIFICANT, DECIDED TO PERFORM FULL OVERHAUL LEVEL INSPECTIONS ON ALL RGB COMPONENTS, CLEAN & FLUSH & VISUALLY INSPECT REMAINING POWER SECTION COMPONENTS & TO CLEAN FLUSH & VISUALLY INSPECT OIL WETTED COMPONENTS UPSTREAM OF MAIN PRESSURE FILTER.

CA050323003

 

PWA  

 

ENGINE

FAILED

3/14/2005

 

PT6A50

 

 

 

(CAN) FOUND BETA CNTRL SYS WAS JAMMED. BETA CNTRL SLEEVE HAD WORN AGAINST PROPSHAFT DIA. RGB WAS REBUILT, IDENTICAL FAILURE IN TEST CELL. RGB WAS REBUILT, TESTED, RETURNED. NOT INSTALLED BUT RETURNED BECAUSE OF LOOSE MOUNT RING ON RGB. CORRECTED, ENG TESTED OK IN TEST CELL BEFORE BEING RETURNED TO OPER. OPER USED ENG FOR SHORT PERIOD UNTIL METAL WAS FOUND ON RGB CHIP DETECTOR AND IN OIL FILTER. ENG LOST ALL ITS OIL FROM IMPROPERLY SECURED FILTER BOWL, WAS EXPOSED TO PERIOD OF WINDMILLING OPERATION WITHOUT OIL. ENG HAS BEEN RETURNED TO O/H FACILITY. SOURCE OF METAL IN OIL WAS DETERMINED TO BE FROM ABRASIVE CONTACT WEAR BETWEEN BETA CNTRL SLEEVE, PROP SHAFT. NO EFFECTS NOTED FROM WINDMILLING WITH LIMITED OIL.

CA040819009

 

PWA  

 

ENGINE

LACK OF LUBE

8/4/2004

 

PT6A50

 

 

 

ENG REMOVED FROM WING WHEN OPERATOR FOUND BETA CONTROL SYSTEM JAMMED. ENG SHIPPED TO ENGINE AMO FOR INVESTIGATION & REPAIR. SEIZED BETA CONTROL LINKAGE RESULT OF HEAVY CONTACT WEAR BETWEEN REAR SEALING LAND OF BETA TRANSFER SLEEVE & PROP SHAFT. REASON FOR SEIZURE WAS A LACK OF LUBE.

CA040903003

 

PWA  

 

ENGINE

FAILED

8/26/2004

 

PT6A50

 

 

 

ENG REMOVED WHEN BETA CONTROL SYS JAMMED. SEIZED BETA CONTROL LINKAGE RESULT OF HEAVY CONTACT WEAR BETWEEN THE REAR SEALING LAND OF BETA TRANSFER SLEEVE AND PROP SHAFT. A PREVIOUS SIMILAR FAILURE INVESTIGATION HAD CONCLUDED THAT FAILURE RELATED TO LACK OF LUBRICATION SO A CHECK MADE TO SEE IF ANY OIL SUPPLY ROUTES WERE BLOCKED. AGAIN TWO SMALL HOLES IN PROP SHAFT THAT FEED CENTER PART OF BETA CONTROL SLEEVE WITH OIL WERE FOUND TO BE PLUGGED WITH SOME SOFT MATERIAL.

CA050208001

 

PWA  

 

ENGINE

FAILED

1/31/2005

 

PT6A60A

 

 

 

(CAN) ENG SUFFERED ONLY MINOR DAMAGE FROM PROP STRIKE WHICH WERE TIP RUBS IN COMPRESSOR, PWR TURBINE COMPONENTS. TIP RUBS FOUND ON PT BLADE PATHS ARE CONSIDERED TO BE MINOR AND NOT UNCOMMON TO FIND AT ANY DISASSEMBLY EVEN AFTER ONLY 77 HOURS OPERATION SINCE THIS ENG WAS LAST O/H. THESE RUBS ARE QUITE DEEP AND ALL AROUND BLADE PATH. PT BLADE RUB WAS EITHER A RESULT OF SUDDEN STOPPAGE OR STOPPAGE MADE IT MORE SEVERE THAN WOULD HAVE OCCURRED. RUBBING DAMAGES FOUND ON COMPRESSOR COMPONENTS ARE ALSO MINOR BUT AGAIN NOT UNCOMMON. AFTER ONLY MINIMAL OPERATING HOURS SINCE OVERHAUL THIS DAMAGE WOULD APPEAR TO BE EITHER A DIRECT RESULT OF SUDDEN STOPPAGE OR AT LEAST MADE WORSE BY INCIDENT.

CA041130009

 

PWA  

 

RIVET

SHEARED

11/26/2004

 

PT6A67D

 

 

ENGINE

A FIELD SERVICE REPRESENTATIVE WAS SERVICING THE POWER SECTION WHEN HE NOTICED A LOOSE NR 3 BEARING COVER. THE LOOSE BEARING COVER HAD COME INTO CONTACT WITH THE 2ND STAGE PT DISK, RENDERING IT SCRAP. THE BEARING COVER LOCATES IN THE PT SHAFT HOUSING USING 6 LOCATING LUGS (P/N 3030491) AND 6 RIVETS (P/N AN123318). FIVE OF THE 6 RIVETS WERE SHEARED. THE RIVETS HAVE BEEN IN SERVICE FOR AT LEAST 5034 HOURS AND POSSIBLE AS HIGH AS 12757 HOURS.

CA050213003

 

PWA  

 

ENGINE

MAKING METAL

2/1/2005

 

PT6A68

 

 

 

(CAN) A CHIP DETECTOR WARNING ANNUNCIATED IN FLIGHT, REPORTED AS ACCOMPANIED BY PROPELLER SPEED FLUCTUATIONS. SUBSEQUENT INSPECTION REVEALED METAL PARTICLES AT THE CHIP DETECTOR AND OIL FILTER LOCATIONS. PWC WILL INVESTIGATE THE EVENT AND WILLSUPPLEMENT THIS REPORT TO PROVIDE ROOT CAUSE AS AND WHEN DETERMINED.

CA050214002

 

PWA  

 

ENGINE

INOPERATIVE

1/24/2005

 

PT6T3

 

 

 

(CAN) FOLLOWING FIRST START OF THE DAY THE ENGINE EXPERIENCED AN UNCOMMANDED N2 ACCELERATION. THE PILOT SHUT THE ENGINE DOWN. MFG WILL INVESTIGATE THE EVENT AND WILL SUPPLEMENT THIS REPORT TO PROVIDE ROOT CAUSE, ONCE DETERMINED.

CA041217006

 

PWA  

 

LINE

WRONG PART

12/17/2004

 

PT6T3B

 

 

ENGINE FUEL

(CAN) DURING ENGINE VISUAL INSPECTION AT PWC, WE HAVE IDENTIFIED THAT 2 ITEMS FROM THE FUEL PRESSURE TUBING WERE NOT GENUINE AND WERE MANUFACTURED BY AN UNKNOWN SOURCE. THOSE 2 ITEMS HAVE NO IDENTIFICATION NUMBERS BUT WERE INSTALLED IN REPLACEMENT OF: FUEL CONNECTOR P/N 3100499-01 CONNECTOR BOLT P/N 3100504-01 BOTH PARTS ARE KEPT IN QUARANTINE FOR 21 DAYS FOR TCCA REVIEW, AFTER WHICH THEY WILL BE DESTROYED.NOTE: THIS IS THE 2ND OCCURENCE RECENTLY

CA041217007

 

PWA  

 

DATA PLATE

INCORRECT

12/16/2004

 

PT6T3B

 

3017809

ENGINE

(CAN) ENG RECEIVED WITH FALSE DATA PLATE (ORIGINAL DATA PLATE FOUND IN ENG LOGBOOK). THE FALSE DATA PLATE ENGRAVED WITH SN 63235 WHILE THE ENGINE INTERNAL COMPONENTS SHOWED THAT ALL THESE COMPONENTS WERE FITTED INTO ENGINE SN 60263. SIMULTANEOULY, REAL ENGINE SN 63235 WAS IN HOUSE FOR REPAIR WITH ITS REAL DATA PLATE AND THE S/N 63235 ENGRAVED ON IT.

CA040928010

 

PWA  

 

COMPRESSOR

CRACKED

9/27/2004

 

PT6T6

 

3024211

ENGINE

(CAN) THE COMPRESSOR TURBINE DISK WAS INSTALLED ON AGUSTA BELL AB212. A CRACK INDICATION WAS FOUND DURING OVERHAUL NDT. PWC WILL CONDUCT INVESTIGATION TO ESTABLISH ROOT CAUSE.

CA041215005

 

PWA  

 

TURBINE BLADES

FAILED

12/6/2004

 

PW121

 

312345201

ENGINE

(CAN) LP TURBINE BLADES WERE INSTALLED NEW DURING THE 1999 OVERHAUL OF ENGINE & HAD ACCUMULATED TSN = 10372.6 HOURS AND CSN = 11948 CYCLES. 41 BLADES WERE ROUTED FOR CREEP INSPECTION. REMAINING BLADES COULD NOT BE INSPECTED DUE TO DAMAGE ABLE TO CONCLUDE THAT THE LP TURBINE BLADES FAILED DUE TO CREEP, RESULTING IN SECONDARY IMPACT DAMAGE TO THE LP STATOR AND DOWNSTREAM GAS PATH COMPONENTS.

CA041209012

 

PWA  

 

ENGINE

FLAMED OUT

12/1/2004

 

PW125B

 

 

 

(CAN) DURING CLIMB THE ENGINE FLAMED OUT. A RELIGHT ATTEMPT WAS UNSUCCESSFUL AND THE AIRCRAFT DIVERTED TO POINT OF DEPARTURE.P&WC WILL MONITOR THE INVESTIGATION OFTHE EVENT AND SUPPLIMENT THIS REPORT TO REFLECT ROOT CAUASE, ONCE ESTABLISHED.

CA041222019

 

PWA  

 

SHUTOFF VALVE

ACTIVATED

12/20/2004

 

PW305B

 

 

ENGINE FUEL

(CAN) ON TAXI PRIOR TO TAKEOFF, THE CREW WERE ALERTED TO SMOKE EMINATING FROM THE ENGINE. ON TAKEOFF THE ENGINE EXPERIENCED AN UNCOMMANDED SHUTDOWN. THE CREW DECLARED AN EMERGENCY AND RETURNED TO POINT OF DEPARTURE. INITIAL INSPECTION REVEALED THE EMERGENCY FUEL SHUT-OFF VALVE HAD ACTIVATED. PWC WILL INVESTIGATE THE EVENT AND SUPPLIMENT THIS REPORT TO REFLECT ROOT CAUSE, ONCE DETERMINED.

2005FA0000225

 

PWA  

 

ROD  

NICKED

10/25/2004

 

PW4060

 

50B043

LPC MODULE

ENGINE WAS RECEIVED FOR PHASE III MODEL CONVERSION. DURING TEARDOWN SEVERAL TIE RODS WERE FOUND WITH NICKED DOWN AREA IN THREADS. PARTS WERE SENT TO T.C. HOLDER FOR INVESTIGATION. REF RMR NR 31481.

2005FA0000453

 

PWA  

 

CRANKSHAFT

CRACKED

3/14/2005

 

R1340AN1

 

126211

ENGINE

DURING THE OVERHAUL PROCESS, THE FLYWEIGHT LINERS WERE REMOVED AND THE REAR HALF OF THE CRANKSHAFT WAS MAGNETIC PARTICLE INSPECTED. DURING THIS INSPECTION IT WAS DISCOVERED THAT A CRACK HAD DEVELOPED FROM AN ASSEMBLY RIVET HOLE OUT TO THE LINER BORE ON THE COUNTER WEIGHT ARM. UNKNOWN CAUSE. LINERS SHOULD BE REMOVED AT EACH OVERHAUL AND INSPECTED FOR CRACKS IN THIS AREA. (K)

CA040909005

AEROSP

ALLSN

 

PITCH LINK

BROKEN

9/5/2004

AS355F1

250C20F

 

350A37150802

MAIN ROTOR HEAD

(CAN) DURING CRUISE FLIGHT PILOT FELT SUDDEN VIBRATION IN THE M/R FLIGHT CONTROLS SYSTEM. A/C LANDED AT FIRST SUITABLE SITE. UPON INSPECTION, AME DISCOVERED THAT THE 'SCREW IN' RETAINING CUPS ON ONE OF THE M/R PITCH LINKS LOWER ROD ENDS DISINTEGRATED THUS ALLOWING THE BEARING INNER RACE TO SLIP OUT OF THE OUTER RACE.THE ANTI-ROTATION PINS IN ROD END WERE INTACT(REFER TO ATTACHED PHOTOS. SOME DAMAGETOTHE ROTATING SWASHPLATE HORNS WAS ALSO SUSTAINED.THIS PARTICULAR P/N ROD E ND IS SUBJECT OF EUROCOPTER AS355 SB 05.19. IT HAS BEEN FURTHER DETERMINED THAT THE ANTI-ROTATION RIVET WAS NOT ENGAGED IN N EITHER THE OUTER RACE' NOR ROD END'STHREADS - THUS NO LOCKING ACTION. ROD END P/N 350A37-1508-02, S/N 1608

CA050126007

AEROSP

PWA  

 

ENGINE

FLUCTUATES

1/19/2005

ATR42*

PW121

 

 

 

(CAN) THE ENGINE EXPERIENCED TORQUE FLUCTUATIONS IN CRUISE FOLLOWED BY AN UNCOMMANDED REDUCTION IN PROPELLER SPEED TO 12 PERCENT. THE PILOT SHUT THE ENGINE DOWN AND DIVERTED THE FLIGHT. MFG WILL MONITOR THE INVESTIGATION OF THE INCIDENT AND WILL SUPPLIMENT THIS REPORT TO PROVIDE ROOT CAUSE, ONCE ESTABLISHED.

CA050218009

AEROSP

PWA  

 

VENT LINE

BLOCKED

2/16/2005

ATR42300

PW120

 

 

ENGINE BREATHER

(CAN) DURING TAXI FROM COMPANY RAMP THE LAVATORY SMOKE DETECTOR INDICATOR ILLUMINATED, VISIBLE SMOKE WAS OBSERVED IN THE CABIN. THE AIRCRAFT WAS RETURNED TO THE COMPANY RAMP AND SHUTDOWN. MAINTENANCE FOUND OIL DRIPPING FROM THE NR 2 ENGINE TAIL PIPE. IT WAS DETERMINED THAT A COUPLING HOSE IN THE ENGINE VENT LINE HAD FOULED DURING REASSEMBLY. THE INNER LINING OF THE COUPLING HAD CAUGHT ON THE TUBE FOLDING INWARD CAUSING A BLOCKAGE IN THE VENT LINE. THE COUPLING WAS REPLACED AND THE AIRCRAFT GROUND RUN AND TEST FLOWN BEFORE RETURNING TO SERVICE.

CA050124010

AEROSP

PWA  

 

ENGINE

MALFUNCTIONED

12/22/2004

ATR72

PW124B

 

 

NR 1 

(CAN) DURING LANDING ROLL, ONE ENGINE DID NOT RESPOND CORRECTLY TO SELECTION OF REVERSE THRUST. AS A RESULT, THE AIRCRAFT DEPARTED THE RUNWAY. VARIOUS ENGINE ACCESSORIES HAVE BEEN REMOVED FOR EVALUATION. MFG WILL MONITOR THE INVESTIGATION AND WILL SUPPLEMENT THIS REPORT TO PROVIDE ROOT CAUSE, ONCE ESTABLISHED.

CA050213001

AEROSP

PWA  

 

ENGINE

FAILED

1/26/2005

ATR72

PW127

 

 

 

(CAN) DURING CLIMB THE ENGINE LOST POWER ACCOMPANIED BY A LOUD NOISE AND VIBRATIONS. THE ENGINE WAS SHUT DOWN IN FLIGHT AND THE AIRCRAFT RETURNED TO POINT OF DEPARTURE. SUBSEQUENT INSPECTION REVEALED DAMAGE TO THE TURBOMACHINE MODULE. MFG WILL MONITOR THE INVESTIGATION OF THIS EVENT AND WILL SUPPLEMENT THIS REPORT TO PROVIDE ROOT CAUSE ONCE ESTABLISHED.

CA050224012

AEROSP

PWA  

 

ENGINE

FAILED

2/17/2005

ATR72

PW127

 

 

 

(CAN) ON TAKEOFF ROLL THE AIRCRAFT EXPERIENCED A YAW ACCOMPANIED BY AN UNCOMMANDED REDUCTION IN ENGINE TORQUE AND TUBINE OVER TEMPERATURE AND LOW OIL PRESSURE WARNING ANNUNCIATIONS. TAKEOFF WAS ABORTED. MFG WILL INVESTIGATE THE INCIDENT AND WILL SUPPLIMENT THIS REPORT TO REFLECT ROOT CAUSE AS AND WHEN ESTABLISHED.

CA050307007

AEROSP

PWA  

 

ENGINE

FAILED

2/25/2005

ATR72212A

PW127

 

 

 

(CAN) DURING CLIMB, THE ENGINE EXPERIENCED AN INCREASE IN TURBINE TEMPERATURE ACCOMPANIED BY VIBRATION AND NOISE. THE CREW SHUT THE ENGINE DOWN IN FLIGHT AND DIVERTED TO POINT OF DEPARTURE. SUBSEQUENT INSPECTION REVEALED DEBRIS ON THE TURBO MACHINERY AND REDUCTION GEARBOX CHIP DETECTORS. MFG WILL INVESTIGATE THE EVENT AND WILL SUPPLIMENT THIS REPORT TO REFLECT ROOT CAUSE ONCE DETERMINED.

CA041026002

AGUSTA

PWC  

 

ENGINE

FLUCTUATES

10/23/2004

A109

PW206C

 

 

NR 1 ENGINE

(CAN) ON A 'CAT A' TAKE-OFF (DURING THE REVERSING PHASE) THE PILOT REPORTED TORQUE FLUCTUATIONS ON THE NR 1 ENGINE. ALL ENGINE PARAMETER THEN WENT TO ZERO (ENGINE OUT). THE PILOT LOST CONTROL OF THE A/C, ITTURNED LT AND THE TAIL HIT AN OBSTACLE. THE PILOT COMPENSATED BY TURING RIGHT AND THE TAIL HIT THE SAME OBSTACLE AGAIN AFTER WHICH THE A/C FLIPPED ON ITS SIDE.IT WAS ALSO REPORTED THAT THE PILOT HA D DIFFICULTIES STARTING THE NO. 1 ENGINE BEFORE THE FLIGHT. P&WC WILL INVESTIGATE THE INCIDENT AND UPDATE THIS SDR ONCE ROOT CAUSE HAS BEEN ESTABLISHED.

2005FA0000333

AGUSTA

 

 

CONNECTOR

VIBRATION

12/9/2004

A109A2

 

 

3722514110

DME R/T

VIBRATION PROBLEM HAS BEEN IDENTIFIED WITH THE DISTANCE MEASURING EQUIPMENT (DME) RECEIVER-TRANSMITTER (RT) INSTALLED ON THE AIRCRAFT. THIS PROBLEM RESULTS IN INTERMITTENT DME DISPLAY OR LOSS OF POWER TO THE DME INDICATOR. THIS FAILURE OCCURS AFTER APPROX EVERY 400 HOURS OF OPERATION AND IS THE RESULT OF VIBRATION BETWEEN THE DME RT UNIT AND THE ROTORCRAFT MOUNTING SURFACE. THE DME RT UNIT IS HARD MOUNTED ON AN AVIONICS SHELF LOCATED IN THE TAILBOOM, AFT OF THE REAR BAGGAGE COMPARTMENT. VIBRATION BETWEEN THE AC HARNESS PLUG CONNECTOR AND THE DME RT MATING CONNECTOR RESULTS IN LOSS OF ELECTRICAL CONTACT BETWEEN SOME OF THE CONNECTOR PINS. PROBLEM CAN BE CORRECTED BY MOUNTING THE DME RT ON VIBRATION ISOLATORS. (K)

VW3R20050004

AIRBUS

 

AIRCRUISERS

GIRT BAR

DEFECTIVE

2/8/2005

A300*

 

 

D29601103

ESCAPE SLIDE

GIRT EXTENSION DOES NOT FIT PROPERLY ON GIRT BAR. GIRT EXTENSION PADS RIDE UP ON CAVITY RIDGE OF GIRT BAR. PLEASE NOTE THIS EVACUATION SLIDE IS ALSO USED ON A310 AIRCRAFT.

CA040916003

AIRBUS

 

AIRCRUISERS

RESERVOIR

DISCHARGED

8/1/2004

A310304

 

 

D17926101

ESCAPE SLIDE

(CAN) FL320, AROUND 2 HRS PRIOR TO ARRIVAL IN YYZ, LT OVERWING EMERGENCY EVACUATION SLIDE HAD STARTED TO PARTIALLY INFLATE IN FLIGHT. CREW DECIDED TO LAND AT CLOSEST SUITABLE AIRPORT WITH MX. AFTER ALL PAX DEPLANNED, DISARMED LT OVERWING DOOR & OPENED IT NORMALLY. AFTER INVESTIGATION FOUND MAIN AUTOMATIC INFLATION CO2 BOTTLE ON LT OVERWING DOOR PARTIALLY DISCHARGED IN THE RED BAND WITHOUT ANY VISUAL SIGN OF BOTTLE RUPTURE OR ANY EXTERNAL SIGN OF BOTTLE DAMAGE. SLIDE REMOVED IAW AMM AND A/C DISPATCHED IAW CZECH AIRLINES MEL BOOK. CSA STILL INVESTIGATE ON THIS INCIDENT BUT SUSPECT THE VALVE REGULATOR ASSEMBLY INSTALLED ON THE RESERVOIR WHICH IS SUPPOSE TO RETAINS THE GAS PRESSURE WHEN THE SLIDE IS UNDER NORMAL CONFIGURATION. A/C IS NOT A CANADIAN REGISTRATION (OK-WAB)

CA040909004

AIRBUS

GE  

 

CONTROL UNIT

MALFUNCTIONED

9/6/2004

A310304

CF680C2A5

 

3905300101

NR 5 SPOILER

(CAN) IN CRUISE, NR 5 SPOILER EXTENDED MOMENTARY FOLLOWED BY SPOILER 5FAULT ON ECAM. SPOILER PANEL RETRACTED ON IT S OWN. SPOILER RESET AFTER LANDING AND CHECKED OK.TROUBLING SHOOTING INDICATED NR 2 EFCU AT FAULT. NR 2 EFCU REPLACED AND DFDR REMOVED AND SENT FOR READ OUT. FLIGHT CREW CONFIRMED MOMENTARY ROLL OF THE AIRCRAFT.

CA040924001

AIRBUS

GE  

 

VAPOR BARRIER

DAMAGED

9/18/2004

A310304

CF680C2A5

 

A28110280000

LT A/C PACK

(CAN) DURING INVEST OF A PNEUMATIC LEAK AT LT A/C PACK DISCHARGE DUCT HEAT EXCHANGER CONNECTOR, FUEL VAPOR BARRIERS FOUND DAMAGED ABOVE THIS AREA. METAL FUEL VAPOR BARRIER HAD DAMAGE OF APPROX 2 SQ FT. FIBER FUEL VAPOR BARRIER PUNCTURED 2 SQ. IN. FUEL VAPOR BARRIER REPLACED & PNEUMATIC DUCT COUPLING ALSO REPLACED. FIBER FUEL VAPOR BARRIER REPAIRED IAW MM. A FLEET CAMPAIGN IN PROGRESS TO REPLACE ALL COUPLINGS IN A/C BAY AREA BUT ACRFT HAD NOT YET BEEN DONE. UNABLE TO DETERMINE IF FUEL VAPOR BARRIER DAMAGE CAUSED BY PNEUMATIC LEAK AT HEAT EXCHANGER COUPLING. A VISUAL INSPECT OF BARRIERS CARRIED OUT IN 08/04 DURING ROUTINE A-CHECK & NO FAULT NOTICED. AIRBUS CONTACTED & ASSIST REQUESTED IN EVAL OF FAILURE.

CA041020003

AIRBUS

GE  

 

STRUT

LACK OF LUBE

10/16/2004

A310304

CF680C2A5

 

C2310961013

NLG DOWNLOCK

(CAN) ON APPROACH TO AIRPORT, FLIGHT CREW WAS UNABLE TO OBTAIN POSITIVE NOSE LANDING GEAR DOWN LOCK INDICATION EVEN AFTER SEVERAL CYCLES. A LANDING GEAR GRAVITY EXTENSION WAS CARRIED OUT SUCCESSFULLY.TROUBLE SHOOTING OF THE ELECTRICAL INDICATION SYSTEM DID NOT REVEAL ANY FAULTS. A FULL PHYSICAL INSPECTION WAS CARRIED OUT AND GEAR SWING OF NOSE LANDING GEAR. MAINTENANCE WAS UNABLE TO DUPLICATE THE FAULT. NOSE LANDING GEAR LUBRICATION WAS PERFORMED AND THE AIRCRAFT WAS RELEASE FOR RETURN TO SERVICE PENDING SATISFACTO RY TEST FLIGHT. AS PRECAUTIONARY MEASURE FROM TROUBLE SHOOTING AND AIRBUS TFU 32-31-24 .002 THE NOSE LANDING GEAR TELESCOPIC STRUT ASSEMBLY WAS REPLACED AS UNIT IS SUSCEPTIBLE TO MOISTURE INGRESS AND SUBSEQUENT FREEZING.

CA050103001

AIRBUS

 

 

SLEEVE

SEIZED

12/31/2004

A319112

 

 

 

AXEL 

(CAN) THE CREW REPORTED A GRINDING NOISE COMING FROM THE NOSE GEAR. ON INVESTIGATION, MAINTENANCE FOUND THE RIGHT HAND NLG WHEEL INBOARD BEARING ASSY SEIZED ONTO THE AXEL SLEEVE. ATTEMPTS TO FREE THE SLEEVE HAVE BEEN UNSUCCESSFUL AND THE NOSE GEAR STRUT HAD TO BE REPLACED.

CA041123005

AIRBUS

CFMINT

 

PTU  

LEAKING

11/18/2004

A319112

CFM565B6

 

410100211

FUEL PRESSURE

(CAN) AFTER TOW TO GATE, A LEAK WAS NOTICED COMING FROM THE PRESSURE TRANSFER UNIT. UNIT WAS REPLACED BEFORE FLIGHT.

CA040813004

AIRBUS

 

 

SELECTOR

MALFUNCTIONED

6/28/2004

A319114

 

 

058002003

PARK BRAKE

(CAN) WHILE STARTING ENG NR 1, PARKING BRAKE WOULD NOT SET. FOOT BRAKES WERE FINE, JUST PARK BRAKE HANDLE WOULD NOT SET UNTIL ENG NR 1 FULLY STARTED. CARRIED OUT OPERATIONAL TEST AS PER AMM. CONFIRMED NO POWERFROM 'NORMAL' SOURCE. REPLACED PARK BRAKE CONTROL VALVE-NIL FIX. REPLACED PARK BRAKE SELECTOR SWITCH-OPS CHK'D SERV.

CA041229002

AIRBUS

 

 

TIRE

FAILED

12/29/2004

A319114

 

 

32200022

NLG 

(CAN) ON LANDING THERE WAS A NOISE FROM THE NOSE GEAR AND WAS DIFFICULT TO TAXI. ON INSPECTION,BOTH NOSE WHEEL TIRES WERE FLAT. COMPANY SAFETY REG REQ. FDR C/B PULLED. BOTH NOSE WHEELS REPLACED. CONDUIT BRACKET REPAIRED. BURST TIRE INSPECTION CARRIED OUT PER AMM 05-51-15. DFDR REPLACED.

CA040812009

AIRBUS

CFMINT

 

BYPASS VALVE

LEAKING

6/21/2004

A319114

CFM565A1

 

114087005

HYD SYSTEM

(CAN) GREEN HYDRAULIC LOW LEVEL, LOST ALL GREEN HYDRAULIC PRESSURE WHILE TAXING, DOOR BY-PASS VALVE LEAKING MPN 114087005 S/N CWDDDH8197

CA050222006

AIRBUS

CFMINT

 

SENSOR

OPEN

2/22/2005

A320211

CFM565A1

 

 

NLG DOOR

(CAN) LOWERED THE GEAR HANDLE AND GEAR SHOWED IN TRANSIT, THEN E-CAM FOR GEAR NOT DOWN AND LOCKED. RECYCLED THE HANDLE AND GEAR CAME DOWN, LANDED WITHOUT INCIDENT. POST FLT REPORT FLAGS RT NLG DOOR OPEN SENSOR 38GA. INTERCHANGED WITH C1 CARGO PROX SWITCH. LGCIU TESTED ON SYSTEM 1 AND 2 WITH NO FAULTS. SERV.

CA041209001

AIRBUS

CFMINT

 

STRUCTURE

VIBRATION

12/9/2004

A320211

CFM565A1

 

 

FUSELAGE

(CAN) VERT SIGNIFICANT RUMBLE/VIBRATION DURING CLIMB AND CRUISE. A/C ROUTED TO HANGAR FOR INVESTIGATION. NOTE: MORE INFO. WILL FOLLOW AS BECOME AVAIL.

CA041229003

AIRBUS

CFMINT

 

COMPUTER

MALFUNCTIONED

12/29/2004

A320211

CFM565A1

 

 

ELAC NR 2

(CAN) F/CTL ELAC 1 PITCH FAULT, F/CTL ELAC 2 PITCH FAULT, F/CTL STAB. JAM, APPEARED ON ECAM. ECAM PROCEDURE COMPLETED NORMALLY AND A/C REMAINED IN ALTN LAW. RESET ELAC 1 & 2 VIA PUSH BUTTONS AND SYSTEM RESET ITSELF. ELAC NR 2 REPLACED AND TESTED PER AMM.

CA040319003

AIRBUS

IAE  

 

VALVE

MALFUNCTIONED

3/4/2004

A320231

V2500A1

 

 

FUEL SYSTEM

(CAN) CREW REPORTED SEVERAL INCIDENTS OF UNEXPLAINED FUEL LOSS FROM RT FUEL SYS RESULTING IN INCONSISTENT FUEL IMBALANCES ON VARIOUS OCCASIONS. NO VISIBLE SIGNS OF FUEL SYS LEAKAGES WITHIN ACRFT NOR ON GROUND. FUEL QTYS CLOSELY MONITORED BY CREW WHILE TROUBLE SHOOTING PERFORMED. AIR RELEASE VALVE, & SUCTION VALVE BOTH REPLACED DURING TROUBLESHOOTING THIS CORRECTED DISCREPANCY. BOTH VALVES HAVE BEEN SENT OUT FOR BENCH CHK, & RESULTS WILL BE SUBMITTED WHEN THE SHOP REPORTS ARE RETURNED TO IDENTIFY THE CULPRIT(S).

CA050321004

AIRBUS

IAE  

 

COMPRESSOR

FAILED

3/18/2005

A320231

V2500A1

 

 

NR 2 ENGINE

(CAN) THE CAPTAIN REPORTED HEARING A LOUD BANG FROM ENG NR 2 WITH INCREASED EGT, 2 RESTARTS WERE ATTEMPTED WITH NO SUCCESS AND THE FIRE HANDLE WAS PULLED (BOTTLES WERE NOT DISCHARGED). DAMAGE TO THE 3RD AND 4TH STAGE HIGH PRESSURE COMPRESSOR WAS CONFIRMED.

CA041015007

AIRBUS

IAE  

 

BLADE

FAILED

10/14/2004

A320231

V2500A1

 

6A7379

COMPRESSOR

(CAN) ON TAKE OFF WITH THROTTLES BETWEEN IDLE AND FLEX MCT. LOUD BANG FROM LT ENGINE HEARD IN THE COCKPIT. TAKE OFF ABANDONED AT 115 KTS. ACRFT RETURNED WITH ENGINE RETARDED TO IDLE. NO UNUSUAL PARAMETERS. BORESCOPE INSPECTION REVEALED ONE FAILED HPC STAGE 4 BLADE WITH RESULTANT IMPACTS TO OTHER STAGE 4 BLADES.

CA041026010

AIRBUS

IAE  

 

FAN  

FAILED

10/25/2004

A320231

V2500A1

 

ETV3454G

E/E BAY

(CAN) DURING FLT THE ACRFT HAD BEEN DIVERTED DUE TO FUMES DETECTED IN THE COCKPIT & CABIN. AIRFRAME VIBRATIONS FROM RT WERE REPORTED IN CONJUNCTION WITH THE FUMES. CAPTAIN HAD SELECTED OFF PACK NR 2 AND ECAM MESSAGE VENT BLOWER FAULT OCCURRED SIMULTANEOUSLY, FUMES DISSIPATED RAPIDLY & ACRFT LANDED SAFELY. FURTHER INVESTIGATIONS CARRIED OUT BY TECHNICAL STAFF REVEALED THAT THE AVIONICSFAN WAS THE SOURCE OF FUMES AND VIBRATIONS (CIRCUIT BREAKER FOUND POPPED OUT).

CA050124006

AIRBUS

IAE  

 

RECORDER

BURNED

1/22/2005

A320232

V2527A5

 

RDAV400111

CABIN

(CAN) TROUBLE SHOOTING THE AFT VIDEO MONITOR NOT EXTENDING REVEALED THAT THE TAPEING UNIT WAS SHOWING SIGNS OF SMOKE DAMAGE. CLOSER INVESTIGATION REVEALED THAT THE TAPEING UNIT HAD GIVEN OF SUFFICIENT HEAT TO CAUSE BURNING OF THE INSULATION BLANKET DIRECTLY ABOVE. THIS IS THE SECOND SUCH OCCURRENCE ON THIS AIRCRAFT (REF SDR 20040223001) SB 613-996-9178 DEALS WITH THIS PARTICULAR ISSUE BUT THE SUPPLY OF THE MODIFIED UNITS HAS BEEN SLOW. ONLY 7 UNITS HAVE BEEN MADE AVAILABLE ON AN EXCHANGE BASIS TO DATE WHICH IS HALF THE QUANTITY REQUIRED FOR THE AIRCRAFT. NO COMPLAINTS FROM PASSENGERS REGARDING SMOKE AND NO CIRCUIT BREAKERS POPPED.

CA041206002

AIRBUS

CFMINT

 

TRANSMITTER

FLUCTUATES

12/6/2004

A321211

CFM563B1US

 

41SG3811

ENGINE OIL

(CAN) IN CRUISE WE HAD TO SLOW DOWN OIL PRESS NR 2 FLASHED GREEN 14 PSI. HAD SOME POWER THE PRESSURE FLUCTUATED BETWEEN 18-19 PSI WHEN POWER WAS SELECTED TOWARD IDLE OIL PRESSURE WENT TO 10 PSI (RED). WE KEPT THE POWER UP DURING DECENT AND APPROACH. REPLACED OIL PRESS. TRANSMITTER. OPERATIONAL CHECK CARRIED OUT AT IDLE AND HIGH POWER OIL PRESSURE NORMAL. LEAK CHECK CARRIED OUT, NIL LEAKS.

CA041209002

AIRBUS

CFMINT

 

ENGINE

MALFUNCTIONED

12/9/2004

A321211

CFM565A3

 

 

NR 2 

(CAN) THE CREW REJECTED TAKE-OFF AT A SPEED GREATER THAN 100 KNOTS. THE DECISION TO REJECT WAS A RESULT OF A NR 2 ENGINE ROLL BACK AFTER A N2 OVERSPEED. ACRFT RETURNED TO GATE. A/C OFFLINE FOR INVESTIGATION, DFDR REMOVED FOR READOUT. NOTE: MORE INFO WILL FOLLOW AS BECOME AVAIL.

CA041214006

AIRBUS

CFMINT

 

INTERFACE UNIT

MALFUNCTIONED

12/14/2004

A321211

CFM565B4

 

3957985114

IGNITION SYSTEM

(CAN) ENG 1 IGN 'A' FAULT, ENG 2 IGN 'A' FAULT. 1&2 IGN A C/B POPPED. ENG 1 CTLC/B POPPED. STRONG SMELL OF ELECTRICAL BURNING. CONNECTOR 473VC SHORTED, CONNECTOR REPLACED. BMC NR 1 DAMAGED, REPLACED PER MM 36-11-34-400. EIU NR 2 CAUSING INTFC PROBLEMS WITH AEVC. EIU NR 2 REPLACED PER M M 73-24-34-500. ENGINE RUN CARRIED OUT AND ALL TESTS OK.

2005FA0000328

AIRBUS

 

 

BOLT

CRACKED

11/5/2004

A330*

 

 

 

BYPASS VALVE

A DOOR BYPASS VALVE WAS RETURNED FOR INVESTIAGTION. THE REASON FOR RETURN WAS ON PUSHBACK, FLIGHT CREW REPORTED GREEN RESERVOIR LOW LEVEL, WHERE THE INVESTIGATION FOUND A LEAK ON THE DOOR BYPASS VALVE. THE INVESTIGATION IDENTIFIED THAT BOLT HAD SHEARED. FURTHER INVESTIAGTION AT MFG INDICATED THAT INITIATING FORCE HAD RESULTED IN A CRACK THAT PROPAGATED ACROSS THE BOLT SECTION, RESULTING IN FAILURE. THE BOLTS COULD BE YIELDED WHEN TIGHTENED. (K)

2005FA0000329

AIRBUS

 

 

PUMP

CORRODED

11/5/2004

A330*

 

 

568128300100

FUEL SYS

A FUEL PUMP SHOWS EVIDENCE OF CAVITATIONAL EROSION ON A STRUCTURAL PILLAR WITHIN THE PUMP. THIS PILLAR CONTAINS A PASSAGEWAY FOR ELECTRICAL WIRES, WHICH FORMS PART OF THE MOTOR EXPLOSION CONTAINMENT ZONE. THERE IS A CONCERN THAT THE EROSION COULD MIGRATE TO THE PASSAGEWAY AND THEREFORE BREACH THE EXPLOSION CONTAINMENT ZONE. MFG IS COMMUNITATING WITH AC MFG. (K)

2005FA0000325

AIRBUS

 

 

BOLT

CRACKED

11/5/2004

A330*

 

 

A10212D

BYPASS VALVE

DOOR BYPASS VALVE WAS RETURNED FOR INVESTIGATION. REASON FOR RETURN WAS ON PUSHBACK, FLIGHT CREW REPORTED GREEN RESERVOIR LOW LEVEL, WHERE THE INVESTIGATION FOUND A LEAK ON DOOR BYPASS VALVE. IDENTIFIED THAT BOLT HAD SHEARED. INVESTIGATION AT MFG INDICATED THAT INITIATING FORCE HAD RESULTED IN CRACK THAT PROPAGATED ACROSS BOLT SECTION, RESULTING IN FAILURE. BOLTS COULD BE YIELDED WHEN TIGHTENED. ALSO AFFECTED IS DOOR BYPASS VALVE. (K)

CA050210003

AIRBUS

RROYCE

 

BYPASS VALVE

LEAKING

2/10/2005

A330*

RB211TRENT77

 

MRH530014D

MLG DOOR

(CAN) FAULT: HYD GREEN FLUID UNDERFILLED. PRESSURE AT 3000 PSI, BRAKES FAILED AT 100 FEET FROM BRIDGE, REVERSE AND PARKING BRAKE USED TO STOP AIRCRAFT. ALTERNATE BRAKING NOT AVAILABLE. FOUND RT MLG DOOR BYPASS VALVE (5229GA), LEAKING AND SEAL PROTRUDING. CHANGED VALVE IAW AMM32-31-13-400-802 HYDRAULIC SYS TOPPED UP AND LEAK AND OPERATION CHECKED. S/V BRAKE SYSTEM TEST ALSO PERFORMED, OK.

CA050127001

AIRBUS

RROYCE

 

ODOR

DETECTED

1/27/2005

A340*

RB211*

 

 

AIR CONDITIONING

(CAN) IN CRUISE LOUD GRINDING NOISE HEARD MID GALLEY, AFT J CLASS. AIRCRAFT FILLED WITH ACRID SMELL. AFT AND MID CABINS FILLED WITH SMOKE. SMELL AND SMOKE LASTED ONE TO TWO MINUTES. ALL SYSTEMS INDICATED NORMAL. PACK FLOW SET TO HIGH FOR 15 MINS. SMELL FOUND COMING FROM MID GALLEY AIR COOLER. CHILLER DE-ACT AND AIRCRAFT DISPATCHED UNDER MEL. NOTE: FURTHER INFO WILL FOLLOW AS AVAILABLE.

CA041214008

AIRBUS

CFMINT

 

ANTENNA

DAMAGED

12/14/2004

A340313

CFM565C4

 

6225136201

WX RADAR

(CAN) ON ND. SYSTEM RETURNED TO NORMAL BUT GIVEN HISTORY, RETURNED HNL. ANT. COULD BE FELT AND HEARD CLUNKING. REPLACED WX RADAR ANT IAW W/C 34-41-11-000-801-862-050. REPLACED BOTH RADAR T/R UNITS IAW W/C 34-41-313-400. RADAR ANTENNA 34-40-0247 OFF FTN 639J4G ON FTNRJTR38. NR 1 T/R 34-40-0249 OFF S/N 6050 ON S/N 9J1U NR 2 T/R OFF FTN 76W092 ON S/N 90 DC.

CA041214009

AIRBUS

CFMINT

 

ANTENNA

DAMAGED

12/14/2004

A340313

CFM565C4

 

6225136201

WX RADAR

(CAN) ON ND. SYSTEM RETURNED TO NORMAL BUT GIVEN HISTORY, RETURNED HNL. ANTENNA. COULD BE FELT AND HEARD CLUNKING. REPLACED WX RADAR ANTENNA AS PER W/C 34-41-11-000-801-862-050. REPLD BOTH RADART/R UNITS AS PER W/C 34-41-313-400. RADAR ANT 34-40-0247 OFF FTN 639J4G ON FTNRJTR38. NR 1 T/R 34-40-0249 OFF S/N 6050 ON S/N 9J1U NR 2 T/R OFF FTN 76W092 ON S/N 90DC.

CA050126001

AIRTRC

PWA  

 

ENGINE

FAILED

1/12/2005

AT402A

PT6A11AG

 

 

 

(CAN) DURING A SPRAYING RUN, THE ENGINE EXPERIENCED AN UNCOMMANDED POWER REDUCTION. THE AIRCRAFT CLIPPED TREES AND IMPACTED THE GROUND. MFG WILL PARTICIPATE IN THE INVESTIGATION OF THE INCIDENT AND WILL SUPPLEMENT THIS REPORT TO PROVIDE ROOT CAUSE, ONCE ESTABLISHED.

CA050213006

AIRTRC

PWA  

 

ENGINE

FAILED

2/7/2005

AT502B

PT6A34AG

 

 

 

(CAN) DURING FLIGHT ENGINE OIL PRESSURE AND TURBINE TEMPERATURE INCREASED. OIL PRESSURE SUBSEQUENTLY REDUCED, ACCOMPANIED BY FLAMES FROM THE ENGINE EXHAUST. THE PILOT SHUT THE ENGINE DOWN IN FLIGHT AND CARRIED OUT AN EMERGENCY LANDING. MFG WILL MONITOR INVESTIGATION OF THE EVENT AND WILL SUPPLIMENT THIS REPORT TO REFLECT ROOT CAUSE AS AND WHEN ESTABLISHED.

CA041210005

AIRTRC

PWA  

 

ATTACH FITTING

CRACKED

12/10/2004

AT802

PT6A67A

 

306532,22

HORIZONTAL STAB

(CAN) DURING ANNUAL INSPECTION THE RT HORIZONTAL STABILIZER AUX FIN WAS LOOSE. UPON INVESTIGATION BY MAINTENANCE STAFF IT WAS NOTED THAT THE FORWARD AUX FIN ATTACH PLATE WAS COMPLTELY CRACKED THROUGH AND THE REAR ATTACH PLATE WAS CRACKED ON BOTH SIDES OF THE RADIUS. THE CRACK LENGTHS ON THE REAR PLATE WERE APPROXIMATELY 1INCH AND .3125 INCH IN LENGTH. THE TOTAL WIDTH OF THE PLATE IN THE AREA IS 1.75 INCHES. THE PARTS WILL BE REPLACED PRIOR TO THE AIRCRAFT RETURNING TO SERVICE.

2005FA0000462

AMD  

GARRTT

 

BOLT

BROKEN

3/16/2005

FALCON10

TFE731*

 

GYS18525

MLG WHEEL

A BROKEN BOLT WAS NOTICED DURING A TIRE PRESSURE CHECK. THE WHEEL COVER WAS REMOVED TO INVESTIGATE. ALL TEN BOLTS WERE NDT`D BY PAG PARTICLE INSP AND 3 OTHER BOLTS WERE FOUND CRACKED. PART CYCLES (LANDINGS) SINCE O/H IS 176 CSO. (K)

CA041222007

AMD  

GARRTT

 

SENSOR

OPEN

11/13/2004

FALCON10

TFE7312

 

30011690040012

LT FIRE LOOP

(CAN) DURING PREFLIGHT CHECKS, THE LT ENGINE FIRE WARNING FAILED TO TEST. TROUBLESHOOTING REVEALED A FAILED FIRE LOOP. FIRE LOOP WAS REPLACED WITH NEW PRIOR TO FURTHER FLIGHT.

CA041222008

AMD  

GARRTT

 

AMPLIFIER

INOPERATIVE

12/15/2004

FALCON10

TFE7312

 

360930001

FUEL QTY IND

(CAN) DURING FLIGHT, THE CREW NOTICED THAT THE RT FUEL QUANTITY GAUGE HAD DROPPED TO ZERO. THE LOW LEVEL LIGHT DID NOT ILLUMINATE, ASSURING THE CREW THAT THIS WAS AN INDICATION PROBLEM ONLY. THE RT QUANTITY AMPLIFIER WAS REPLACED AND THE SYSTEM WAS PROPERLY CALIBRATED PRIOR TO THIS FLIGHT. THE RECENTLY REPLACED AMPLIFIER WAS FOUND TO HAVE FAILED INTERNALLY.

CA041222009

AMD  

GARRTT

 

INDICATOR

FAILED

12/10/2004

FALCON10

TFE7312

 

7231602

FUEL FLOW

(CAN) DURING CRUISE FLIGHT THE RT FUEL FLOW GAUGE FAILED. GAUGE WAS REPLACED AND SYSTEM TESTED SERVICEABLE.

CA050208003

AMD  

GE  

 

FCU  

LEAKING

2/3/2005

FALCON20

CF7002D2

 

5001T39G29G

ENGINE

(CAN) TAKEOFF WAS REPORTED AS NORMAL. ENGINE ANTI-ICE WAS SELECTED ON, AS AC CLIMBED THROUGH 2000 FT IT WAS NOTED THAT WITH POWER LEVER FIREWALLED, NR1 ENGINE COULD ONLY MAINTAIN AN EGT OF 640 C, N1 RPM AND N2 RPM WERE BOTH AT 90 PERCENT. AC CONTINUED TO CLIMB, 6000 FT, ENGINE ROLLED BACK TO IDLE AND FLAMED OUT. CREW WAS UNABLE TO RELIGHT ENGINE, ELECTED TO RETURN TO DEPARTURE AIRPORT. MAINT WAS ROUTED, ENGINE WAS INSPECTED AND NO FOD DAMAGE WAS FOUND. UPON OPENING ENGINE COWL, SIGNIFICANT AMOUNT OF FUEL WAS NOTED IN THE BOTTOM OF COWLS. FUEL SYSTEM WAS PRESSURIZED AND A LEAK WAS FOUND ON FCU. FCU WAS REPLACED, LEAK CHECKED AND GROUND RUN. TEST FLIGHT WAS COMPLETED. AC WAS RETURNED TO SERVICE.

CA050126010

AMD  

GE  

 

ENGINE

FOD  

1/20/2005

FALCON20

CF7002D2

 

CF7002D2

NR 1 

(CAN) WHILE DOING THE DAILY INSPECTION, TECHNICIAN NOTICED SUBSTANTIAL FOREIGN OBJECT DAMAGE TO THE BYPASS FAN AND THE FIRST STAGE COMPRESSOR BLADES OF THE ENGINE INSTALLED IN POSITION NR 1. AIRCRAFT HAD JUST COMPLETED 9.6 HOURS OF FLYING WITHOUT ANY INDICATION OF POWER LOSS. AIRCRAFT LANDED, THE FREIGHT WAS OFF LOADED AT THE FACILITY. AIRCRAFT ENGINES WERE STARTED AND THE AIRCRAFT WAS TAXIED BACK TO THE HANGAR FOR ROUTINE MAINTENANCE. ENGINE WAS REMOVED AND RETURNED FOR INVESTIGATION AND REPAIR.

CA041222015

AMD  

 

 

START VALVE

FAILED

12/21/2004

FALCON2000

 

 

8216003

ENGINE

(CAN) THE ENGINE EXPERIENCED AN UNCOMMANDED SHUTDOWN DURING CLIMB AND THE AIRCRAFT DIVERTED TO NEAREST AIRPORT. SUBSEQUENT INSPECTION REVEALED THE AIRFRAME AIR-START VALVE STUCK IN THE OPEN POSITION AND EVIDENCE OF LOCALIZED OVER HEATING. A (START VALVE FAILED OPEN) EICAS MESSAGE WAS REPORTED.

2005FA0000238

AMD  

CFE  

 

CLAMP

LOOSE

11/18/2004

FALCON2000

CFE73811B

 

 

BLEED AIR

CLIMBING THROUGH 27,000 FT THE RT GENERATOR WENT OFFLINE, SHORTLY AFTERWARDS, LT GENERATOR WENT OFFLINE, AN EMERGENCY WAS DECLARED AND THE AC LANDED WITH NO FURTHER INCIDENT, INVESTIGATION FOUND A LOOSE CLAMP CONNECTING A BLEED AIR DUCT TO THE CABIN COLD TEMPERATURE CONTROL VALVE. IT IS SUSPECTED THAT BLEED AIR LEAKING AT THIS AREA CAUSED THE GENERATOR CONTROL UNITS TO STOP WORKING DUE TO OVERHEATING. THE CLAMP WAS TIGHTENED AND A LEAK CHECK PERFORMED. A FUNCTIONAL CHECK OF THE GENERATOR SYS PERFORMED. NO DISCREPANCIES WERE NOTED. GENERATOR CNTRL UNITS WERE REPLACED AS A PRECAUTIONARY MEASURE GCU`S WERE SENT TO THE MFG AND FOUND TO FUNCTION IAW DESIGN SPECIFICATION. (K)

2005FA0000230

AMD  

GARRTT

 

SIGN

BURNED

9/8/2004

FALCON50MYST

TFE731*

 

F5053136501

LT CABIN

SMOKE WAS OBSERVED IN THE CABIN AFTER START OF TAXI TO ACTIVE RUNWAY, THE CREW SHUT DOWN ENGINES, SHUT OFF ALL POWER AND DISCONNECTED BATTERY. FOUND SOURCE OF SMOKE TO BE FROM A NO SMOKING/SEATBELT SIGN LOCATED IN THE LT SIDE OF CABIN AT FRAME 20. THE AIRCRAFT WAS SECURED AND FERRYED TO A MAINTENANCE BASE. UPON FURTHRE INVESTIAGTION, FUND NO CONCLUSIVE EVIDENCE BUT SUSPECT PROBLEM ORIGINATED AT THE INTERFACE OF THE WIRING TO THE NO SMOKING/SEATBELT SIGN.

2005FA0000226

AMD  

GARRTT

 

POWER SUPPLY

FAILED

2/14/2005

FALCON50MYST

TFE731*

 

189411

CABIN LIGHT

CREW HAD POWER ON AIRCRAFT AND NOTICED AN ELECTRICAL BURNING SMELL COMING FROM THE CABIN. AFTER INVESTIGATING THEY FOUND THE CABIN INDIRECT LIGHTING CIRCUIT BREAKER POPPED. THE MAINTENANCE FACILITY TROUBLESHOT THE PROBLEM TO A POWER SUPPLY THAT HAD BURNED UP. RECOMMEND INVESTIGATION INTO THIS PN POWER SUPPLIES TO SEE IF THEY SHOULD BE TOTALLY REMOVED FROM SERVICE. MFG RECOMMENDED SB F50-335 FOR REPLACING POWER SUPPLIES WITH IMPROVED POWER SUPPLY THAT INCORPORATES A PROTECTION CIRCUIT. THESE LIGHTING SYS WERE INSTALLED UNDER MFG MODIFICATION F50 M2065+M2674. THIS AIRCRAFT WILL HAVE SB -335 INSTALLED AS SOON AS PART CAN BE PROCURED.

2005FA0000456

AMD  

GARRTT

 

TURBINE

FAILED

3/10/2005

FALCON50MYST

TFE73140

 

30600501

NR 3 ENGINE

ENGINE SHUT DOWN AT FL360, ON DEPARTURE. FLIGHT CREW AND PASSENGERS HEARD LOUD BANG AND FELT VIBRATION. FLIGHT CREW OBSERVED NR 3 ENGINE N1 SPOOLDOWN AND 25 DEGREE HIGHER THAN NORMAL ITT, ENGINE OIL PRESSURE WAS NORMAL. ENGINE WAS SHUT DOWN AND FLIGHT RETURNED TO DEPARTURE. POSTFLIGHT INSP OF NR3 ENGINE REVEALED DEBRIS IN EXHAUST DUCT. NO VISIBLE DAMAGE TO THE LOW PRESSURE TURBINE. AFT OF FAN OR COMPRESSOR AREA, FWD. SUSPECT COMPONENT FAILURE FWD OF LOW PRESSURE TURBINE. ENGINE REMOVED FOR REPAIR, SHIPPED TO MFG. PENDING INSP TEARDOWN REPORT FROM MFG. NOT CERTAIN WHAT COMPOENT IN ENGINE FAILED. (K)

CA041028001

AMD  

GARRTT

 

COMPRESSOR

FAILED

10/26/2004

FALCON900

TFE7315BR

 

TVT10728H3

ENGINE

(CAN) PRIOR TO DEPARTURE NOISE AND VIBRATION WAS OBSERVED COMING FROM THE AREA OF THE TURBOFAN. THE AIR CONDITIONING WAS SHUT DOWN AND THE PROBLEM DISAPPEARED. THE TURBOFAN WAS CHANGED AND THE FAULT CLEARED. THE FAILED UNIT EXHIBITED TURBINE BLADE TIP RUB PROBABLY DUE TO A FAILED BEARING IN THE FAN SHAFT.

CA050124007

AMD  

GARRTT

 

TRANSFER TUBE

SEPARATED

1/21/2005

FALCON900

TFE7315BR

 

30748451

BLEED AIR SYS

(CAN) TUBE FOUND SEPARATED AND PROTRUDING FROM BEHIND PANEL AT BOTTOM OF BYPASS DUCT. PIPE HAD CRACKED/FATIGUED AND SEPARATED AT ONE END AND IN THE MIDDLE OF AN UNSUPPORTED SECTION. THE OPEN TUBE RESULTED IN A LOW PRESSURE COMPRESSOR BLEED AIR LEAK THAT COULD BE SEEN IN LOSS OF TEMPERATURE MARGIN BETWEEN LAST TWO PERFORMANCE PLOTS IN ENGINE LOG BOOK. IT IS SUSPECTED THE TUBE SEPARATED MORE THAN 300 HOURS PREVIOUSLY. ENGINE WAS NOT TEMPERATURE LIMITED. ENGINE WAS BEING REMOVED FOR CORE OIL CARBON SEAL FAILURE. TUBE FAILURE IS NOT CONSIDERED TO HAVE BEEN A CONTRIBUTORY FACTOR. A VIBRATION INSPECTION WAS REQUESTED BY MFG, IN ADDITION TO THE REPAIR THE ENGINE WAS REMOVED FOR. ENGINE FORWARDED TO O/H FACILITY .

2005FA0000210

AMD  

GARRTT

 

ANTI-ICE VALVE

FAILED

12/29/2004

FALCON900B

TFE731*

 

7847232

 

DURING TROUBLESHOOTING FOR (HIGHER THAN NORMAL) GASPER AIR TEMPERATURE, FOUND THE TURBOFAN TURBINE ANIT-ICE VALVE DISASSEMBLED BETWEEN THE VALVE AND THE MOTOR. NO DAMAGE CAN BE SEEN ON THE VALVE. THE 2 THREADED PARTS WERE FOUND UNTHREADED. THE DYSFUNCTIONAL PART WAS REMOVED AND REPLACED WITH A NEW VALVE PN 784723-3. REF AMM 21-512. (K)

2005FA0000227

AMD  

GARRTT

 

PIPE

CHAFED

10/14/2004

FALCONF

TFE731*

 

M20R751804A1

HYD SYSTEM

2 HYDRAULIC PIPES WERE CHAFING AGAINST EACH OTHER IN THE RT ENGINE PYLON. THE 2 PIPES WERE REMOVED AND REPLACED ENSURING NO CONTACT BETWEEN THEM. (GL19200501324). (K) (NR 2 OF 2)

2005FA0000206

AMD  

GARRTT

 

LINE

CHAFED

10/14/2004

FALCONF

TFE731*

 

M20R751802A2

HYD SYSTEM

2 HYDRAULIC PIPES WERE CHAFING AGAINST EACH OTHER IN THE RT ENGINE PYLON. THE 2 PIPES WERE REMOVED AND REPLACED, ENSURING NO CONTACT BETWEEN THEM. (GL19200501324) (K) (NR1 OF 2 )

2005FA0000370

AMD  

GARRTT

 

WHEEL

CRACKED

11/1/2004

STCFALC50

TFE7312B

 

9543426

NLG 

MAINTENANCE CREW FIRST NOTICED TIRE SERVICE BECOMING MORE FREQUENT OVER THE PERIOD OF 2 OR 3 DAYS. TIRE PRESSURES WERE DROPPING APPROX 10 PERCENT TO 15 PERCENT OVERNIGHT. SUBSEQUENT INSPECTION OF THE TIRE AND WHEEL ASSY REVEALED AIR ESCAPING THROUGH THE CASTING ADJACENT THE RAISED VALVE CORE BOSS. LIQUID LEAK DETECTOR ALSO CONFIRMED THE LEAK AND LOCATION. NOTE: SECOND WHEEL TO DEVELOP A LEAK IN SAME AREA, WAS RETURNED FOR EVALUATION INSPECTION AND THE DISPOSITION OF THIS WHEEL IS NOT KNOWN AT THIS TIME. (K)

CA040915002

BAC  

LYC  

 

LOCK BOLT

CORRODED

9/10/2004

146200A

ALF502R5

 

HL720PN1630

RT WING

(CAN) DURING REPAIR OF RIGHT WING FUEL LEAK, THE HEAD OF THE LOWER HYLOCK BOLT ATFUSELAGE TO WING ATTACHMENT ASSEMBLY AT STATION 29 WAS DISLODGED BY A PLASTIC P RC SCRAPER (REF IPC 53-30-01-15 PAGE 0 ITEM 75).FURTHER INVESTIGATION FOUND THE HEAD OF THE BOLT SEPARATED FROM THE SHANK DUE TOSEVERE CORROSION, AND THE BOLT HOLE PITTED. THE BOLT HOLE WAS CLEANED OUT, NDTINSPECTED, AND A NEW FASTENER INSTALLED PER SRM 51-45-00 WITH NO FURTHER FAULTS.

CA041217004

BAC  

LYC  

 

LINK

UNSERVICEABLE

11/16/2004

146200A

ALF502R5

 

HC536H04230

WING TO BODY

(CAN) DURING INSPECTIONS CARRIED OUT ON THE ABOVE NOTED ACRFT FOR THE LEASE RETURN, ENGINEERS FOUND WING TO FUSELAGE CONNECTING LINKS AT REAR SPAR FITTING S, FRAME 29 CORRODED IN THE BORE ON BOTH ENDS OF THE LINKS. BOLTS ASSOCIATED WITH THE LINKS WERE ALSO CORRODED UNDER THE HEAD AND AROUNDTHE UNDER CUT AREA OF THE THREADED END OF THEBOLT. INITIAL THRESHOLD FOR THESE INSPECTIONS IS AT 24000 FLTS AND THE REPEAT WAS TO BE DONE AT 12000 FLIGHTS THE TWO AIRCRAFT THAT HAVE HAD THE INSPECTIONS CARRIED OUT ON WERE ON A SAMPLING PROGRAM AND BEING TRACKED ACCORDINGLY.REPLACEMENT PARTS WERE ORDERED AND ARE INSTALLED ON THE ABOVE NOTED AIRCRAFT.

2005FA0000458

BAG  

 

 

EXHAUST STACK

CRACKED

3/18/2005

JETSTM3201

 

 

1379049H403

ENGINE

CRACK IN FLANGE DUE TO ENGINE VIBRATION. (K)

CA040930003

BAG  

 

 

WINDOW

CRAZED

9/29/2004

JETSTM3212

 

 

1379628C402

COCKPIT

(CAN) AT 21000 FT IN CRUISING CONFIGURATION, THE RT WINDSHIELD SUDDENLY CRAZED. THE WINDSHIELD RETAINED ITS SHAPE AND THERE WAS NO CHANGE IN CABIN PRESSURE. DESCENT WAS COMMENCED AND THE CABIN ALTITUDE WAS INCREASED TO REDUCE DIFFERENTIAL PRESSURE. QRH WAS CONSULTED AND A NORMAL DESCENT AND LANDING WAS CARRIED OUT AT FORT SMITH AIRPORT WITH NO FURTHER CHANGE IN THE STATUS OF THE WINDSHIELD. A MAINTENANCE INSPECTION CONFIRMED THE OUTER AND INNER PLY TO BE INTACT. THIS WINDSHIELD HAD BEEN REPAIRED JANUARY 2004 AND INSTALLED IN THE AIRCRAFT MARCH 2004.

CA041015006

BAG  

GARRTT

COLLINS

BULB

SHORTED

9/23/2004

JETSTM3212

TPE33110UG

 

 

CONTROL HEAD

(CAN) UPON COMPLETION OF ENG START & TURNING ON AVIONICS IN PREPARATION FOR DEPARTURE ON A CHARTER TRIP, CREW OBSERVED SMOKE COMING FROM THE RT AVIONICS. CREW SHUTDOWN ENGINES & MASTER SWITCH & DEPLANED ALONG WITH PAX. MX RESPONDED & AFTER LOCATING SOURCE OF SMOKE & ATTENDED FUMES, REPLACED NAV CONTROL HEAD SET WITH A SERVICEABLE SET & CHARTERED DISPATCHED. NAV CONTROL HEAD - FACE PLATE LIGHT BULB BURNED OUT. REPAIRED & PROVIDED A MAINTENANCE RELEASE (DATED 24 SEPT 04). MATCHING UNIT (OTHER 1/2 OF SET)WAS INSPECTED & TESTED & PROVIDED A MAINTENANCE RELEASE.

CA041214005

BAG  

GARRTT

 

BEARING

LEAKING

11/23/2004

JETSTM3212

TPE33110UG

 

8657923

ENGINE

(CAN) OIL WAS FOUND LEAKING FROM THE AFT BEARING COVER, ENOUGH OIL WAS LEAKING WHICH ALLOWED A 4 INCH DIAMETER POOL OF OIL IN THE STUB PIPE.ENGINE TEAR DOWN STRIP REPORT WILL BE SENT IN.

CA041209009

BAG  

GARRTT

 

WIRE

CHAFED

9/9/2004

JETSTM3212

TPE33110UG

 

 

RT WING ROOT

(CAN) DURING CLIMB, POWER LOSS ON RT ENG AT A FREQ OF 1-2 MINS, A TOTAL OF 4 TIMES. DURING FINAL , LANDING & TAXI TO SHUTDOWN, ENG NORM. CHIP DETECTOR & FILTERS INSPD, NO FAULTS FOUND. FUEL PRESSURE OK. COMPLETE GROUND RUN PERFORMED WITH NO FAULTS. TEST FLT PERFORMED WITH NO FAULTS. PROBLEM REOCCURRED 5 WEEKS LATER. COMPLETE WIRING SYS FOR TORQUE IND SYS INSPD. CHAFED WIRE FOUND BEHIND TERM BLOCK IN RT WING ROOT. DISASSEMBLED TO EXPOSE WIRE FOR INSP. CHAFED WIRES & CHAFED PAINT ON STRUCT COULD NOT BE SEEN WITH A MAGNIFIER. VOID IN INSULATION FOUND. WIRE REINSULATED & REPOSITIONED. TORQUE IND SYS WORKS WITH MILLIVOLTS (PREAMPLIFIED). SUSPECT MOISTURE PROVIDING A GROUND PATH & TORQUE SYS SEEING AN OVRTORQUE.

CA041209010

BAG  

GARRTT

 

SHUTOFF VALVE

FAILED

10/5/2004

JETSTM3212

TPE33110UG

 

39423091

FUEL 

(CAN) DURING START SEQUENCE THE ENGINE APPEARED TO START NORMALLY UNTIL STARTER DIS-ENGAGED THEN SHUT ITSELF DOWN. TESTING FOUND FUEL SHUTOFF VIBRATING LOUDLY WHEN POWER APPLIED WITH ENGINE STOP BUTTON. SUSPECT THE VALVE WAS TRYING TO BE OPEN ANDCLOSED AT THE SAME TIME. REPLACED THE VALVE AND THE ENGINE STARTED AND STOPS NO RMALLY.

CA050131004

BAG  

GARRTT

 

STARTER GEN

FAILED

1/15/2005

JETSTM3212

TPE33110UG

 

23079009

ENGINE

(CAN) GENERATOR WENT OFF LINE, SMOKE AND OIL VISUAL ON COWLING.

CA050131006

BAG  

GARRTT

 

ENGINE

FAILED

1/19/2005

JETSTM3212

TPE33110UG

 

 

 

(CAN) ENGINE FAILED IN FLIGHT, AIRCRAFT HAD JUST EXITED ICING CONDITIONS, CONTINUOUS IGNITION WAS TURNED OFF A FEW MINUTES PRIOR TO ENGINE FAILURE. AIRCRAFT RETURNED TO BASE AND ENGINE WAS INSPECTED FOR ANY CAUSE OF THE FAILURE, NOTHING WAS FOUND. GROUND/POWER RUNS WERE CARRIED OUT AND FOUND SERVICEABLE, CONDITIONAL MAINTENANCE RELEASE WAS SIGNED FOR A TEST FLIGHT. TEST FLIGHT WAS CARRIED OUT AND AIRCRAFT RETURNED TO BASE WITH ALL ENGINE PARAMETERS WITHIN LIMITS.

CA050131007

BAG  

GARRTT

 

ENGINE

FAILED

1/11/2005

JETSTM3212

TPE33110UG

 

 

 

(CAN) SOAP SAMPLE INDICATED MAJOR ALUMINIUM IN THE OIL SYSTEM, 2ND SOAP SAMPLE TAKEN AND FOUND MAGNESIUM AND CARBON STEEL PARTICLES IN THE SAMPLE. ENGINE REMOVED AND SENT FOR EVALUATION, AMO 50-04.

CA041221003

BBAVIA

LYC  

 

MUFFLER

CRACKED

12/10/2004

7GCBC

O320A2D

 

099001050

ENGINE

(CAN) AD CF90-03R2 REQUIRES PRESSURE TESTING OF MUFFLERS USED FOR CABIN HEAT. CRACK NOTED AT RT END PLATE ABOVE INLET PORT, AT OUTER EDGE OF PREVIOUS WELD REPAIR. CRACK WAS NOT INSIDE CABIN HEAT MUFF AREA.

CA041013002

BBAVIA

LYC  

 

LEAF SPRING

BROKEN

10/13/2004

8GCBC

O360C2E

 

315434

TAIL WHEEL

(CAN) MAIN LEAF SPRING BROKEN AT TOW BRIDLE CAGING BOLT. APPROX. 4 INCHES AFT OF SPRING ASSYU BAR. THESE ARE RECENTLY PURCHASED, NEW BATCH TYPE, LEAF SPRINGS.

CA041013003

BBAVIA

LYC  

 

LEAF SPRING

BROKEN

10/13/2004

8GCBC

O360C2E

 

31543456

TAIL WHEEL

(CAN) 4, MAIN LEAF SPRING, BROKEN APPROX 4 INCHES AFT OF U BAR. -5 AND -6 SPRINGS BROKEN AT AFT EDGE OF U BAR AND -6, TOP SPRING, PUSHING UP AGAINST BOTTOM OF RUDDER HORN. THESE ARE RECENTLY PURCHASED NEW BATCH TYPE LEAF SPRINGS.

CA050211001

BBAVIA

LYC  

BLANCA

LEG ASSY

DELAMINATED

2/11/2005

8GCBC

O360C2E

 

71461L

MLG 

(CAN) AS INSTRUCTED BY INSPECTION REPORT C-12-B80-00/NF-001, AME 118, OUT OF PHASE TASKING (MAIN LANDING GEAR SPRING): COMPLIANCE BI-ANNUAL OR 700 HOURS WHICH EVER COMES FIRST. THE GEAR LEGS WERE REMOVED AND SENT FOR NDT. AT NDT THE SUBJECT GEAR LEG WAS FOUND TO HAVE INDICATIONS OF DE-LAMINATION LONGITUDINALLY ON BOTH THE LEADING EDGE AND TRAILING EDGE. IT IS ESTIMATED THAT THE SUBJECT GEAR LEG HAS ABOUT 8437.5 TAKE OFFS AND LANDING. SUBJECT GEAR LEG WAS REMOVED FROM SERVICE.

CA050204001

BEECH

PWA  

 

SUPPORT

CRACKED

1/28/2005

100BEECH

PT6A28

 

1156100181

ELEVATOR

(CAN) ONE SCREW HOLE HAS 2 QUARTER INCH CRACKS RADIATING OUT BUT STOPPING BEFORE REACHING PART EDGE. PROBLEM FOUND FROM NDT TESTING FOR THE 1000 HOUR REQUIREMENT IN MM FOR ELEVATOR TORQUE TUBES. THIS PART IS MADE OUT OF MAGNESIUM, IF MANUFACTURER WOULD CHANGE PART MATERIAL TO ALUMINUM WE BELIEVE THIS WOULD SOLVE THE PROBLEM.

CA041230003

BEECH

PWA  

RAYTHN

MOTOR

SEIZED

12/27/2004

100BEECH

PT6A28

 

 

BLOWER ASSY

(CAN) PILOTS NOTICED SMOKE COMING FROM UNDER THE LT INSTRUMENT PANEL THAT QUICKLY STARTED TO FILL THE COCKPIT. THEY DESCENDED, DEPRESSURIZED AND DECLARED AN EMERGENCY.MAINTENANCE DISCOVERED THAT THE BLOWER MOTOR HAD SEIZED CAUSING THE SMOKE IN THE AIRCRAFT.

CA050112002

BEECH

PWA  

 

WINDSHIELD

CRACKED

1/10/2005

100BEECH

PT6A28

 

5042006936

COCKPIT

(CAN) IN CRUISE PILOT HEARD LOUD BANG, NOTICED CO-PILOTS INNER PANE SHATTERED. STARTED DECENT TO 130000 ASL, BROUGHT CABIN PRESSURE DOWN TO 2 PSI. LANDED AT DESIGNATION.

CA050207006

BEECH

PWA  

 

FUEL CONTROL

INOPERATIVE

2/5/2005

100BEECH

PT6A28

 

252444076

RT ENGINE

(CAN) PILOTS STARTED THE ENGINES AND TAXIED OUT FOR TAKEOFF. WHEN APPLIED POWER, THE RT ENGINE REMAINED AT IDLE. THEN RETURNED TO THE RAMP AND SHUT DOWN. ENGINEER CHANGED THE FCU.

CA041104008

BEECH

PWA  

DORNEMARGLN

BATTERY PACK

LEAKING

11/4/2004

1900C

PT6A65B

 

BS2173

ELT 

(CAN) UPON ROUTINE 12 MONTH INSPECTION OF TH SUBJECT ELT, IT WAS OBSERVED THAT THE BATTERY HAD LEAKED, SHORTED OUT THE ELT MAIN BOARD AND HAD PRODUCED MAJOR AMOUNTS OF BURNING. ELT BATTERY WAS MANUFACTURED ON JUNE/03. BATTERY EXPIRY DATE IS JULY/05. THIS UNIT IS NOW DEEMED BEYOND ECONOMICAL REPAIR.PICTURES ARE ATTACHED.

CA050126011

BEECH

PWA  

 

ACTUATOR

LEAKING

1/20/2005

1900C

PT6A65B

 

11238002223

NLG 

(CAN) NOSE LANDING GEAR WOULD NOT EXTEND UPON DESCENT INTO AIRPORT. EMERGENCY GEAR EXTENSION PROCEDURE COMPLETED AND THE AIRCRAFT LANDED SAFELY. NOSE LANDING GEAR ACTUATOR WAS REPLACED, FOLLOWED BY SEVERALGEAR SWINGS IN NORMAL AND EMERGENCY MODES. GEAR GROUND CHECKED SERVICEABLE AND AIRCRAFT WAS RETURNED TO SERVICE.

CA050125012

BEECH

PWA  

BFGOODRICH

BEARING

FAILED

1/21/2005

1900C

PT6A65B

 

1368520629

WHEEL ASSY

(CAN) AIRCRAFT DEPARTED ENROUTE AT TEMPERATURE AT 5 DEG C. AIRCRAFT ARRIVED WITHOUT ANY INCIDENT, WHEN AIRCRAFT WAS AT THE PAX TERMINAL IT WAS NOTICED THAT THE RT OB MAIN WHEEL ASSEMBLY WAS MISSING. INSPECTION REVEALED THAT THE WHEEL BEARINGS HAD DISINTEGRATED AND ALLOWED THE WHEEL ASSEMBLY TO FALL OFF THE WHEEL AXLE. THE WHEEL ASSEMBLY WAS FOUND ON THE RUNWAY AT ORIGINATING AIRPORT.

2005FA0000006

BEECH

PWA  

 

BLADE

BROKEN

12/28/2004

1900C

PT6A65B

 

31019912

LT ENGINE

AIRCRAFT DEPARTED, AT CRUISE, THE LT ENGINE HAD AN EXPLOSIVE NOISE AND THE LEFT ENGINE SEIZED. PRE INSPECTION OF ENGINE INDICATES LOSS OF CT BLADE. (K)

CA050202003

BEECH

PWA  

 

RELAY

BURNED

2/1/2005

1900D

PT6A67D

 

MS24171D1

MLG 

(CAN) DURING APPROACH, FLIGHT CREW SELECTED GEAR DOWN BUT THE CONTROL CB OPENED AND WOULD NOT RESET. THE LANDING GEAR WAS MANUALLY EXDENDED WITH 3 GREENS. MAINTENANCE FOUND THE LANDING GEAR RELAY WAS BURNED AT THE CONTACTS AREA AND THE RELAY WAS REPLACED. THIS OPERATOR HAS HARDTIME, THE RELAY AT 5000 HOURS PREVIOUSLY TO PREVENT THESE TYPES OF OCCURENCES. TO DATE, THIS NUMBER HAS BEEN SUCCESSFUL BUT THIS FAILURE OCCURRED APPROX 3600 HOURS SINCE INSTALLATION. AS A RESULT, THE COMPANY HARDTIME ON THIS RELAY HAS BEEN LOWERED TO 3000 HOURS.

CA050127003

BEECH

PWA  

 

ELBOW

FRACTURED

1/17/2005

1900D

PT6A67D

 

310047001

ENG OIL LINE

(CAN) IMMEDIATELY AFTER STARING DESCENT, CREW NOTED OIL PRESSURE DROPPING FOLLOWED BY WARNING ANNUCIATORS ON LT POSITION. ENGINE CONTINUED TO LOSE OIL PRESSURE AND ENGINE WAS SHUTDOWN AND FEATHERED. MAINT FOUND OIL BOSS (ELBOW) FOR REDUCTION GEAR CASE RETURN OIL LINE HAD FRACTURED THROUGH 1 OF 2 ATTACHING BOLT HOLES AND HEAD OF 1 BOLT WAS DETACHED FROM STUD PORTION. HEAD WAS RETAINED BY SAFETY WIRE. IT WAS UNCERTAIN AS TO WHY THE BOSS HAD FRACTURED SO ENGINE WAS REPLACED FOR PRECAUTIONARY REASONS. ENGINE HAS SINCE BEEN CHECKED AND IS IN NORMAL OPERATING CONDITION LEADING TO DETERMINATION THAT BOSS AND/OR ATTACHING BOLTS SIMPLY FAILED AND WAS NOT CAUSED BY OIL PRESSURE SPIKES OR.

CA050201004

BEECH

PWA  

 

ENGINE

FAILED

1/30/2005

1900D

PT6A67D

 

 

LEFT 

(CAN) AC HAD DEPARTED, LT LOW OIL PRESSURE LIGHT ILLUMINATED, GAUGE ALSO CONFIRMED PRESSURE AT 50-55. ENG WAS SHUTDOWN AND SECURED. EMERGENCY WAS DECLARED, AC DIVERTED TO NEAREST AIRPORT, LANDED UNEVENTFULLY. MAINT FOUND ENGINE LOW BY 3 LITERS. OIL WAS NOTED ON LT LANDING GEAR BUT INSP OF ENG DID NOT REVEAL LOCATION OF LEAK. AC WAS GROUND RUN, INSPECTED WITH ALL PARAMETERS NORMAL, NO LEAKAGE. AC FOUND FIT TO RETURN TO INTENDED DESTINATION. TAKEOFF WAS NORMAL, HALFWAY INTO FLIGHT OIL PRESSURE STARTED TO DROP. ENG WAS SHUTDOWN AND SECURED, LANDING AT DESTINATION WAS UNEVENTFULL. INVEST OF ENG REVEALED INTRNL LEAKAGE OF OIL. IT WILL BE REMOVED AND FOLLOW UP REPORT WILL BE SUPPLIED.

CA050217005

BEECH

PWA  

VICKERS

SELECTOR VALVE

INTERMITTENT

2/10/2005

1900D

PT6A67D

 

847898

LT WING ROOT

(CAN) YAW DAMPER KICKED OFF UNCOMMANDED, GEAR SELECTED DOWN WITH NO FUNCTION, IT WAS NOTICED THAT L/G CNTRL C/B WAS TRIPPED, RESET, LANDING WAS UNEVENTFUL. PILOTS CONTINUED, C/B WAS TRIPPED WITH YAW DAMP ON. YAW DAMPER WAS DISENGAGED, C/B RESET, GEAR SELECTED DOWN. CONTINUED W/O USE OF YAW DAMPER. ON APPROACH C/B WAS NOTED TO BE TRIPPED, WOULD NOT RESET. CONTINUED, GEAR WAS MANUALLY EXTENDED, LANDING WAS NRML. MAINT FOUND WIRING ON LT UP/DOWN LOCK SWITCHES CHAFFED, REPAIRED, REMOVED L/G SEL CONNECTOR PLUG, REINSTALLED. ON APPROACH, L/G C/B TRIPPED AGAIN, IT WAS RESET, GEAR EXTENDED. UNEVENTFULL LANDING. DETERMINED SEL VALVE ON HYDR PWR PACK WAS INTERMITTENT. PWR PACK WAS REPLACED, AC RETURNED TO SERVICE.

CA041221004

BEECH

PWA  

 

WINDSHIELD

CRACKED

12/16/2004

1900D

PT6A67D

 

PPG1013840257

COCKPIT

(CAN) WHILE IN THE CLIMB, PASSING THROUGH 15000 FT THE CAPTAINS WINDSHIELD CRACKED.THE CREW CARRIED OUT THE APPLICABLE FLIGHT MANUAL PROCEDURES AND RETURNED BACKTO AIRPORT. THE AIRCRAFT WAS LATER FERRIED TO THE MAINTENANCE BASE WHERE THE WINDSHIELD WAS REPLACED AND THE AIRCRAFT RETURNED TO SERVICE.

CA041220002

BEECH

PWA  

 

SWITCH

NOT CLOSED

12/16/2004

1900D

PT6A67D

 

 

ACTUATOR

(CAN) DURING LANDING PROCESS, THE CREW NOTED THAT THE NOSE GEAR DOWN GREEN INDICATION WAS NOT ILLUMINATING. MAINTENANCE FOUND THE INTERNAL SWITCH ON THE ACTUATOR WAS NOT CLOSING PROPERLY AND THE ACTUATOR WAS REPLACED.

CA041220003

BEECH

PWA  

 

RELAY

SHORTED

12/19/2004

1900D

PT6A67D

 

MS24171D1

MLG 

(CAN) DURING LANDING PROCESS, GEAR REQUIRED 2 ATTEMPTS FOR EXTENSION. MAINTENANCE FOUND THE LANDING GEAR RELAY, WAS PITTED INTERNALLY PROVIDING INTERMITTENT CONTACTS.THIS OPERATOR HAS EXPERIENCED NUMEROUS FAILURES AT OR ABOVE 8000 HOURS TSN ON THESE RELAYS. AS A RESULT, THE RELAY WAS HARDTIMED AT 5000 HOURS WITH (TO DATE) GOOD SUCCESS. THIS RELAY FAILED AT APPROX 3700 HOURS TSN. THEREFORE, THE HARDTIME FOR THIS FLEET SHALL BE ESCALATED TO 3000 HOURS.

CA041206006

BEECH

PWA  

 

ENGINE

MALFUNCTIONED

12/3/2004

1900D

PT6A67D

 

 

 

(CAN) ON APPRAOCH THE ENGINE EXPERIENCED A POWER LOSS ACCOMPANIED BY LOW OIL AND FUEL PRESSURE WARNINGS. THE AIRCRAFT LANDED AT POINT OF DESTINATION. THE EVENT WAS NOT REPRODUCED DURING SUBSEQUENT GROUND AND FLT TESTS. THE FUEL CONTROL UNIT HAS BEEN REPLACED. PWC WILL MONITOR THE INVESTIGATION AND WILL AMEND THIS REPORT TO PROVIDE ROOT CAUSE, ONCE DETERMINED.

CA041208002

BEECH

PWA  

 

TUBE

CRACKED

12/1/2004

1900D

PT6A67D

 

12991003363

BLEED AIR

(CAN) WHILE INSPECTING ONE OF THE FLEETS 1900D AIRCRAFT BLEED AIR TUBE PN 129-910033-63 FOUND TO BE CRACKED ALONG THE WELD. TIME OF THIS ACRFT 21,691.6 HOURS. A PRECAUTIONARY INSPECTION WAS COMPLETED ON AN OTHER AIRCRAFT TOTAL TIME 6291.9. THE SAME PN TUBE WAS FOUND CRACKED.

CA041214003

BEECH

PWA  

 

WINDSHIELD

CRACKED

11/18/2004

1900D

PT6A67D

 

10138402524

COCKPIT

(CAN) DURING CRUISE, CREW HEARD A BANG AND NOTICED THE OUTER PANE OF THE RT WINDSHIELD HAD CRACKED. CABIN PRESSURE WAS REDUCED AND THE FLIGHT WASCONTINUED TO DESTINATION.

CA041110013

BEECH

PWA  

 

FUEL CONTROL

BINDING

11/9/2004

1900D

PT6A67D

 

8063005B

ENGINE

(CAN) PILOTS REPORTED THAT WHEN LT POWER LEVER WAS ADVANCED, THE LT FUEL CONDITION LEVER WOULD MOVE AFT FROM HIGH IDLE TOWARD LOW IDLE. THIS COULD BE REMEDIED BY SETTING THE FRICTION TO A HIGHER VALUE THAN NORMAL. THE LT ENGINE WAS INSPECTED BY MAINTENANCE AND EVEN WITH BOTH COCKPIT LEVERS DISCONNECTED FROM THE UNIT, IF YOU MANUALLY MOVED THE INPUT ARM OF THE FCU, THE FUEL CUTOFF PORTION WOULD ALSO BE AFFECTED. THE BINDING WAS INTERNAL AND INPUTS TOHIGHER POWER LEVER SETTINGS WOULD ALSO MOVE FUEL CUTOFF TOWARDS CUTOFF POSTION. THE FCU WAS REPLACED AND AIRCRAFT GROUND TESTED SERVICABLE.

CA050126008

BEECH

PWA  

 

CONNECTOR

CORRODED

1/22/2005

1900D

PT6A67D

 

MS3126F1210P

MLG 

(CAN) DURING APPROACH CREW SELECTED GEAR DOWN HOWEVER, THE GEAR CONTROL C/B OPENED AND WOULD NOT RESET. MANUAL EXTENSION COMPLETED. MAINTENANCE FOUND THE CONNECTOR BEWTEEN THE NOSE GEAR ACTUATOR AND THE FRAME INTERNALLY CORRODED. THE CONNECTOR WAS REPLACED, GEAR SWUNG AND THE AIRCRAFT RELEASED.

CA050222002

BEECH

PWA  

 

RELAY

BURNED

2/18/2005

1900D

PT6A67D

 

MS24171D1

MLG 

(CAN) LANDING GEAR WAS SELECTED DOWN BUT THERE WAS NO LANDING GEAR EXTENSION. CREW NOTICED THAT THE TWO AMP LANDING GEAR RELAY CIRCUIT BREAKER, ADJACENT TO THE LANDING GEAR SELECTOR, WAS TRIPPED. LANDING GEAR WAS SELECTED DOWN AND THE MANUAL HANDPUMP USED TO GET LANDING GEAR DOWN AND LOCKED. MAINTENANCE CHECKS WERE CARRIED OUT AND THE 60 AMP LANDING GEAR POWER CIRCUIT BREAKER IN THE LT ELECTRICAL EQUIPMENT PANEL WAS TRIPPED. THE LANDING GEAR MOTOR RELAY WAS REPLACED, ALL CIRCUIT BREAKERS RESET AND LANDING GEAR RETRACTIONS/EXTENSIONS CARRIED OUT NORMALLY. ON INSPECTION OF THE MOTOR RELAY THE MAIN CONTACTS (200AMP RATING) WERE BADLY BURNED AND PITTED. SUSPECT THE RELAY WAS ORIGINAL FROM MANUFACTUR IN 1998.

CA050213002

BEECH

PWA  

 

ENGINE

FAILED

1/31/2005

1900D

PT6A67D

 

 

 

(CAN) DURING CRUISE THE ENGINE LOW OIL PRESSURE INDICATOR ANNUNCIATED. THE ENGINE WAS SHUT DOWN IN FLIGHT. SUBSEQUENT INSPECTION EVIDENSED NOISE FROM THE REDUCTION G EAG THE PROP. MFG WILL INVESTIGATE THE EVENT AND WILL SUPPLIMENT THIS REPORT TO PROVIDE ROOT CAUSE AS AND WHEN ESTABLISHED.

2005FA0000331

BEECH

LYC  

 

SLEEVE

DETERIORATED

9/28/2004

200BEECH

O320*

 

973800011

LT BLEED AIR

BLEED AIR COUPLING FAILED LT ENGINE NACELLE. THIS PART IS ATHE FIRST COUPLING DOWN STREAM OF THE FLOW PAC. THE HEAT GOT TO IT, AGING AC ISSUE, 1983 MFG DATE.

CA050221004

BEECH

PWA  

 

VALVE

MISSING

2/18/2005

200BEECH

PT6A41

 

710C4X

RT NACELLE

(CAN) PILOT REPORTED RAPID FUEL LOSS IN FLIGHT. INNER ASSY OF FUEL QUICK DRAIN FOUND TO BE MISSING FROM RT NACELLE FUEL FILTER QUICK DRAIN ASSY. FUEL VALVE IS COMPRIZED OF 2 MAIN PARTS. MAIN HOUSING, AND DRAIN ASSY. MOVEABLE PART OF DRAIN IS INSTALLED IN A HOUSING WHICH IS THEN INSTALLED IN MAIN HOUSING WITH AN O-RING. THIS IS A PRESS FIT WITH MULTIPLE STAKES AROUND CIRCUMFERENCE TO SECURE DRAIN ASSY IN MAIN HOUSING. DRAIN ASSY WAS MISSING FROM MAIN HOUSING, AND O-RING WAS STILL INPLACE. INFLIGHT PILOT NOTICED A RAPID FUEL LOSS FROM RT FUEL SYS. AS FUEL SUPPLY GOT LOW, PILOT ELECTED TO SHUTDOWN ENGINE AND FEATHER PROP. AC WAS ONLY MINUTES FROM DESTINATION, AND HOME BASE, SO NO DIVERSION WAS REQUIRED.

CA041206008

BEECH

PWA  

 

SPAR

CRACKED

11/30/2004

200BEECH

PT6A41

 

5011002611

LT WING

(CAN) DURING LANDING PHASE AIRCRAFT ROLLED TO LT WHEN APPROACH FLAPS WERE SELECTED. ROLL RESPONSE WAS CORRECTED WITH AILERON TRIM INPUT. FURTHER FLAP DEPLOYMENT DID NOT CREATE ANY FURTHER CONTROL DIFFICULTY. MAINTENANCE INSPECTED AIRCRAFT AND DISCOVERED THAT THE RT OUTER FLAP WAS NOT SYMETRICAL TO OTHER FLAPS. THE IB FLAP HANGAR HAD CHANGED POSITIONS DUE TO A CRACK IN THE REAR SPAR WEB AT THE FLAP HANGAR ATTACH POINT. SEVERAL OTHER ANGLES AND BRACKETS WERE ALSO BROKEN. A REPAIR SCHEME WAS REQUESTED FROM MFG.

CA050112004

BEECH

PWA  

 

TUBE

CHAFED

1/3/2005

200BEECH

PT6A41

 

1009200423

FUEL SYSTEM

(CAN) UPON INSPECTION OF THE FUEL TRANSFER PRESSURE SWITCH, IT WAS NOTICED THAT ONE OF THE ENGINE CONTROLS WAS RUBBING AGAINST THE MAIN FEED LINE TO THE RT NAC TANK. REPLACED TUBE ASSY AND TIED BACK TELEFLEX CABLES TO PREVENT FURTHER RUBBING.

CA041107001

BEECH

PWA  

 

SWITCH

INTERMITTENT

10/26/2004

200BEECH

PT6A41

 

V31 

PAX DOOR

(CAN) AFTER TAKE-OFF THE CABIN DOOR WARNING LIGHT ILLUMINATED, WITH THE DOOR REMAININGIN THE CLOSED POSITION. THE AIRCRAFT RETURNED TO BASE FOR LANDING WITHOUT INCID ENT. UPON LANDING AND TAXI TO THE RAMP THE CREW CONFIRMED THAT THE DOOR WAS INDEED IN THE CLOSED AND LOCKED POSITION AS CONFIRMED BY THE OVERCENTER MECHANICAL PLUNGER AND LOCK, AND THE FOUR GREEN VISUAL INDICATORS ON THE DOOR BAYONET LATCHES. MAINTENANCE INSPECTION DETERMINED THAT THE DOOR LATCHING MECHANISM WAS FUNCTIONING NORMAL AND THE FALSE INDICATION WAS CAUSED BY AN INTERMITTENT DOOR WARNING SWITCH.

CA041021005

BEECH

PWA  

 

INDICATOR

FAILED

10/13/2004

200BEECH

PT6A41

 

7926355001

FLT DIRECTOR

(CAN) AFTER START-UP AND SELECTION OF THE AVIONICS MASTER ON, THE CREW NOTED THAT THE INSIDE OF THE FLIGHT DIRECTOR INDICATOR, BEHIND THE GLASS FACE, APPEARED TO HAVE SMOKE INSIDE OF THE INSTRUMENT. THE AVIONICS MASTER WAS SELECTED TO OFF AND THE ENGINES SHUT DOWN. MAINTENANCE WAS CONTACTED AND INSPECTED THE INDICATOR. AN EL ECTRICAL TYPE SMELL WAS PRESENT AT THE UNIT. THE INDICATOR WAS REPLACED AND THE UNSERVICEABLE UNIT HAS BEEN SENT TO THE VENDOR FOR INSPECTION AND OVERHAUL.

CA041213002

BEECH

PWA  

BEECH

MASTER LINK

DISCONNECTED

12/8/2004

200BEECH

PT6A41

 

131378252CL

NLG CHAIN

(CAN) WHEN THE FLT CREW EXTENDED LANDING GEAR FOR LANDING , THEY HEARD STRANGE SOUNDS AND THEY ONLY RECIEVED TWO MAIN LANDING GEAR LIGHTS. THE NOSE GEAR LIGHT WAS NOT GREEN AND THEY HAD A RED LIGHT ON IN THE HANDLE. THEY LOOKED IN THE NACELLE MIRROR AND WERE ABLE TO TELL THAT THE NOSE GEAR WAS ONLY HALF WAY EXTENDED.THE CREW DID AN EMERGENCY EXTENSION PROCEDURE WITH NO CHANGE. THE AIRCRAFT WAS LANDED IN THIS CONFIGURATION.ON LOOKING AT THE AIRCRAFT IN THE HANGER IT WAS FOUND THAT THE FORWARD NOSE LANDING GEAR CHAIN HAD COME APART AT THE MASTER LINK. THE LINK WAS HALF IN PLACE BUT THE CLIP WAS MISSING. WE DO NOT KNOW IF THE CLIP BROKE OR CAME OFF. THE NOSE GEAR CHAIN AND MASTER LINK WAS NEW 376.1 HOURS AGO.

CA041112004

BEECH

PWA  

 

PUMP

FAILED

11/12/2004

200BEECH

PT6A41

 

1153800025

HYD SYS

(CAN) ON TAKE OFF, GEAR WOULD NOT RETRACT. NOSE GEAR GREE LIGHT WENT OUT, AND RED INTRANSIT LIGHT REMAINED ON. GEAR WOULD NOT RETRACT OR EXTEND.PRIOR TO LANDING THE BACKUP EXTENSION SYSTEM WAS USED, AND ALLGEAR INDICATIONS WERE THAT THE GEAR WAS DOWN AND LOCKED. SUBSEQUENT INVESTIGATION REVEALED THAT THE HYDRAULIC PUMP MOTOR WAS UNSERVICEABLE.THE PUMP MOTOR IS A TIME TRACKED ITEM WITH A 1200 HOUR TBO.

2005FA0000213

BEECH

PWA  

 

SKIN

MISMANUFACTURED

1/21/2005

200BEECH

PT6A60A

 

97430000604

FUSELAGE

UPON REMOVAL OF AC TOP SKIN, FOUND 4 RIVETS ON STRINGER NR 4R JUST FWD OF THE EMERGENCY EXIT HATCH TO HAVE NO EDGE DISTANCE. ABOVE THIS AREA AT FS165.25 AND STRINGER NR 2R THERE WAS FOUND ONE FASTENER HOLE WITH SHORT EDGE DISTANCE. FWD OF THIS AREA AT FS 148.90 AND STRINGER NR 3R, FOUND A DOUBLE DRILLED HOLE WITH NO EDGE DISTANCE BETWEEN THEM. PROB CAUSE: DEFECT IN MANUFACTURING. RESOLUTION: MFG ISSUED ENGINEERING REPAIR FOR THE AFFECTED DISCREPANCY. DOCUMENT NR FR-KA-01494, REV 2 DATED 01-13-05.

2005FA0000242

BEECH

PWA  

 

WINDSHIELD

BROKEN

11/15/2004

300BEECH

PT6A60A

 

10138402522

COCKPIT

INNER PLY OF WINDSHIELD SHATTERED AT 29,000, -38 DEGREES C., RT HAND POSITION. THEN 8-10 SECONDS LATER LT WINDSHIELD SHATTERED. RECOMMEND SUBSEQUENT SCHEDULED WINDSHIELD RETORQUES BEING CAREFULLY PERFORMED TO ENSURE ORIGINAL CONTOUR OF WS INSTALLATION IAW KIT 101-50433 IS NOT ALTERED RESULTING IN STRESS LOCATIONS IN WINDSHELL FRAME. (NM13200500756) (NM13200501246) (K)

2005FA0000446

BEECH

PWA  

 

BRACKET

BROKEN

3/4/2005

400A

JT15*

 

460337

ACTUATOR

FLIGHT CREW REPORTED LANDING GEAR UNSAFE LIGHT REMAINED ILLUMINATED AFTER LANDING GEAR RETRACTION FOLLOWING DEPARTURE. CREW ELECTED TO RETURN TO AIRPORT. OBTAINED DOWN AND LOCKED INDICATION ON ALL 3 LANDING GEAR AND LANDED UNEVENTFULLY. UPON JACKING AC FOR INVESTIGATION NOTED LT MAIN GEAR ACTUATOR ATTACH BRACKET BROKEN AND DISTORTED AT LT MAIN GEAR ACTUATOR ATTACH POINT. ACTUATOR ATTACH HARDWARE STILL SECURE AND SAFTIED IN BROKEN PORTION. THIS SN AC WAS NOTED AS BEING AFFECTED BY MFG. CUSTOMER SL BJ-CSL-1004R1 ISSUED 11/01/2002. BJ-CSL-1004R1 REQUIRED REPLACEMENT OF ALL PN 46033-7, LT MAIN GEAR ACTUATOR BRACKETS ON AFFECTED AC DUE TO INCORRECT HEAT TREATMENT AND CHAMFERING.

2005FA0000356

BEECH

PWA  

ARTEX

WIRE

BROKEN

2/15/2005

400A

JT15*

 

4520133L

BATTERY  

REMOVED BATTERY FROM ELT 110-406 FOR VISUAL INSPECTION IAW WITH MFG MM. UPON INITIAL INSPECTION FOUND ONE WIRING TERMINAL BROKEN OFF OF ONE BATTERY CELL. BATTERY EXPIRATION DATE 6/2006. (K)

CA041206003

BEECH

PWA  

 

ENGINE

MALFUNCTIONED

12/2/2004

400A

JT15D5

 

 

BOTH 

(CAN) AT 15,000 FT IN LEVEL FLIGHT BOTH ENGINES EXPERIENCED A SIMULTANEOUS, UNCOMMAMDED, PARTIAL POWER ROLL-BACK. THE AIRCRAFT DIVERTED TO POINT OF DEPARTURE. SUBSEQUENT GROUND RUNS WERE UNABLE TO DUPLICATE THE EVENT. AIRFRAME CONTROL CABLES AND ENGINE BOV ACTUATOR RODS WERE FOUND MISRIGGED AND CORRECTED. PWC WILL IN VESTIGATE TO ESTABLISH ROOT CAUSE AND WILL AMEND THIS REPORT TO REFLECT SAME, ONCE AVAILABLE.

2005FA0000384

BEECH

 

 

PRESSURE SWITCH

INTERMITTENT

1/12/2005

58  

 

 

94E422

HEATER

INVESTIGATED COMPLAINT OF COMBUSTION HEATER NOT OPERATING. DURING TROUBLESHOOTING, FOUND COMBUSTION AIR SWITCH CONTINUITY INTERMITTENTLY CYCLING OPEN AND CLOSED DURING NORMAL OPERATING PRESSURES. SWITCH DATE CODE: 9/02. REPLACED COMBUSTION AIR SWITCH WITH NEW SWITCH, ALSO THERMOSTATIC SWITCH. HEATER OPERATIONS, NORMAL. (K)

2005FA0000442

BEECH

 

 

SKIN

CORRODED

11/8/2004

58  

 

 

 

FUSLAGE

PERFORMED INCOMING INSPECTION OF AC FOR REPAIR OF CORROSION AT DOORWAY ENTRY. UPON INSPECTION, EXTENSIVE CORROSION WAS FOUND AT VARIOUS LOCATIONS WHERE INSULATION WAS FACTORY INSTALLED. THIS INSULATION WAS FOUND TO BE DAMP AND HAD EXPOSED EDGES. THIS RESULTED IN MAY STRINGERS BEING REPLACED ALONG THE SIDES OF THE FUSELAGE AS WELL AS FUSELAGE SKINS FOR AN AREA OF ABOUT 3 FT X 3 FT ON EACH SIDE OF THE AIRCRAFT. EXTENSIVE CORROSION WAS FOUND AT THE AFT WING SPAR CARRY-THROUGH STRUCTURE AND THE CO-PILOTS ENTRY DOOR FRAME.

CA040825012

BEECH

PWA  

 

ENGINE

SHUTDOWN

8/25/2004

65A90

PT6A20

 

 

LEFT 

(CAN) THE AIRCRAFT WAS ON THE TAKE OFF ROLE IN LUTSLE KE (SNOWDRIFT) TO FLY TO EKATI (YOA). AT 80 KNOTS A LARGE DROP IN POWER WAS FELT ON THE LEFT SIDE WITH A YAW TOTHE LEFT. THE TAKE OFF WAS REJECTED ANDTHE AIRCRAFT BROUGHT TO A STOP SAFELY ON THE RUNWAY. THE ENGINE WAS SHUT DOWN AT THAT TIME AS THE EGT WAS OBSERVED TO BE CLIMBING TO 1050. PRELIMINARY INVESTIGATIONS INDICATE AN INTERNAL FAILURE. MORE INFORMATION WILL BE ATTACHED AS WE HAVE IT.

2005FA0000184

BEECH

LYC  

 

ADAPTER

LEAKING

2/14/2005

77  

O235*

 

10810001259

FUEL TANK

DOUBLER INSTALLEN IN FUEL TANK HAS NO ACCESS AND MFG CAN NOT TELL US HOW TO STOP FUEL LEAK.

CA041215003

BEECH

CONT

 

RELAY

MALFUNCTIONED

12/13/2004

95B55

IO470L

 

6046H39A

BRAKE

(CAN) DURING A MISSED APPROACH PILOT INITIATED A TURN TO RETURN FOR A 2ND APPROACH WHEN MLG EXTENDED UNCOMMANDED WITH NO DOWN OR UP INDICATION LIGHTS. PILOT SLOWED ACRFT & CONTINUED TO DESTINATION WITH MLG SELECTED DOWN & CONFIRMED MLG DOWN WITH EMERGENCY GEAR HANDCRANK. MX INSPECTED ACRFT & FOUND MLG DYNAMIC BRAKING RELAY TO BE MALFUNCTIONING. ON INSPECTION OF RELAY, DETERMINED THAT A SPRING OFF OF ONE OF THE CONTACTS HAD BROKEN IN HALF & BROKEN PIECE HAD SHORTED OUT RELAY CAUSING MLG TO EXTEND. RELAY REPLACED & ACRFT TEST FLOWN WITH NO REOCCURANCE. INSTALLATION DATE OF THE RELAY COULD NOT BE FOUND BUT MANUFACTURING DATE 6/77.

CA041104007

BEECH

PWA  

 

SUPPORT

CRACKED

11/3/2004

99  

PT6A28

 

1158200557

NLG STEERING

(CAN) DURING ROUTINE INSPECTION THE SUPPORT BRACKET FOR THE STEERING IN THE UPPER LT CORNER WAS FOUND CRACKED.

CA041112001

BEECH

PWA  

 

POWERPACK

FAULTY

11/8/2004

99A  

PT6A27

 

 

RT MLG

(CAN) A/C WAS SITTING ON RAMP PARKED, RT MAIN LANDING GEAR COLLAPSED. SUSPECT HYDRAULIC POWER PACK AT FAULT.

CA041209014

BEECH

PWA  

 

ACTUATOR

FAILED

12/9/2004

A100

PT6A28

 

50820208

NLG 

(CAN) DURING A ROUTINE ENDPLAY CHECK, THE ACTUATOR S ENDPLAY WAS AT THE MAX ALLOWABLE 0.018 INCH, THESE ACTUATORS HAVE A 7500 CYCLE OVERHAUL REQUIREMENT AND THIS ONE ONLY HAD 1636 CSO.

CA050124011

BEECH

PWA  

 

GOVERNOR

DEFECTIVE

1/9/2005

A100

PT6A28

 

 

OVERSPEED

(CAN) DURING DESCENT, ENGINE POWER COULD NOT BE REDUCED BELOW 1000 LBS TORQUE. THE AIRCRAFT DIVERTED TO BASE AND THE PILOT SHUT THE ENGINE DOWN IN FLIGHT AND ACCOMPLISHED A SINGLE ENGINE LANDING. SUBSEQUENT INSPECTION DETERMINED A DEFECTIVE OVERSPEED GOVERNOR AS THE SOURCE OF THE PROBLEM.

CA040915006

BEECH

PWA  

 

ACTUATOR

MALFUNCTIONED

9/10/2004

A100

PT6A28

 

505212223

TE FLAPS

(CAN) ON APPROACH FOR A MX CHECK, FLAPS WERE EXTENDED IAW CHECKLIST. A RUDDER CORRECTION REQUIRED TO KEEP ACRFT ON APPROPRIATE TRACK. AN UNEVENTFUL LANDING COMPLETED AND ACRFT SNAGGED. UPON INSPECTION IT WAS DETERMINED THAT THE FLAP ACTUATOR FOR THE LT, I/B FLAP HAD FAILED IN THE DRIVE AREA. IT WAS DETERMINED THAT THE 90 DEGREE DRIVE IN THE ACTUATOR HAD FAILED AND INPUT TO THE ACTUATOR WAS TURNING BUT IT WAS NOT DRIVING THE ACTUATOR DOWN. AS A RESULT, THERE WAS AN ASYMETRIC FLAP CONDITION ON LANDING REQUIRING THE RUDDER CORRECTION. IT SHOULD BE NOTED THAT THERE IS NO INDICATION OR OTHER SYSTEM TO SHOW AN ASYMETRIC FLAP SITUATION OR TO STOP THE FLAPS FROM EXTENDING BEYOND A CERTAIN POINT IN THE AIRCRAFT.

CA050111005

BEECH

PWA  

 

GOVERNOR

FAILED

1/9/2005

A100

PT6A28

 

210631

OVERSPEED

(CAN) ON APPROACH, WHEN THE CREW TRIED TO THROTTLE BACK, THE LT ENGINE WOULD NOT GO BELOW 1000 LB. OF TORQUE. THE CREW MOVED THE THROTTLE FORE AND AFT SEVERAL TIMES BUT NO CHANGE. THE CREW DECLARED AN EMERGENCY AND SHUT DOWN THE LT ENGINE ON FINAL APPROACH. UPON INVESTIGATION BY MAINTENANCE IT WAS FOUND THAT THE OVERSPEED GOVERNOR HAD FAILED INTERNALLY. THE OVERSPEED GOVERNOR WAS REPLACED AND THE AIRCRAFT RETURNED TO SERVICE.

CA050321006

BEECH

GARRTT

 

PLENUM

CRACKED

3/4/2005

B100

TPE3316252B

 

8939735

ENGINE

(CAN) WHILE CONDUCTING AN ENGINE INSPECTION, A 2 INCH CRACK WAS DISCOVERED ON THE PLENUM NEAR THE BLEED AIR OUTLET. THE ENGINE WAS REMOVED AND THE CRACKED PART REPLACED. A FLEET WIDE ENGINE INSPECTION OF THE SAME DEFECT WAS CARRIED OUT. NO OTHER DEFECTS FOUND.

2005FA0000250

BEECH

 

 

WINDSHIELD

CRACKED

2/24/2005

B200

 

 

10138402515

COCKPIT

PILOT REPORTED WINDSHIELD SHATTERED WHILE CRUISING AT FLIGHT LEVEL 24,000 FT. INNER PANE SHATTERED. (K)

PF212LWAA

BEECH

 

 

WINDSHIELD

CRACKED

12/23/2004

B200

 

 

10138402518

COCKPIT

IN CRUISE FLIGHT AT FL290 IN VMC ON IFR FLIGHT PLAN WITH OAT OF -45C, INNER PANE OF CO-PILOTS WINDSHIELD SHATTERED WITHOUT WARNING.

CA050110008

BEECH

PWA  

 

ENGINE

FAILED

12/10/2004

B200

PT6A41

 

 

NR 1 

(CAN) AFTER TAKE-OFF, THE NR 1 ENGINE REPORTEDLY LOST POWER. THE AIRCRAFT SETTLED TO THE GROUND, DEPARTED THE RUNWAY AND WAS CONSUMED BY FIRE. PWC WILL INVESTIGATED THE ENGINE AND WILL SUPPLIMENT THIS REPORT TO PROVIDE ROOT CAUSE, AS AND WHEN DETERMINED.

CA040831021

BEECH

PWA  

 

GPS  

OUT OF ADJUST

8/30/2004

B200

PT6A42

 

066040340204

COCKPIT

(CAN) PILOT REPORTS GPS 60 DEGREES OFF TRACK. T/S INDICATES CALIBRATION OF UNIT 60 DEGREES OUT. RECALIBRATED.

CA050127007

BEECH

PWA  

 

LINE

UNSERVICEABLE

1/25/2005

B200

PT6A42

 

1015800241

LT WING

(CAN) HYDRAULIC FLUID LEAKING OUT OF THE LT IB L/E. L/E REMOVED AND FOUND RIGID HYDRAULIC BRAKE LINE CHAFFED THROUGH BY ENGINE CONTROL CABLES ABOVE HEAT EXCHANGER. REPLACED LINE. ALL COMPANY AIRCRAFT USING THIS HYDRAULIC LINE VISUALLY INSPECTED AND FOUND DAMAGE ON ALL RANGING FROM MINOR TO MAJOR. BOTH LT P/N 101-580024-1 AND RT P/N 101-580025-1 LINES EFFECTED.

CA050301004

BEECH

PWA  

 

GAS GENERATOR

CRACKED

2/21/2005

B200

PT6A42

 

01R3028332

ENGINE

(CAN) DURING ENGINE INSPECTION USING A VIDEO BORESCOPE, THE HIGH PRESSURE BLEED VALVE TUBE FROM P3 WAS FOUND CRACKED OFF AND A HORIZONTAL CRACK APPROXIMATELY 3 INCHES LONG BELOW BLEED VALVE ATTACH FLANGE WAS NOTED. SOME STAINING INDICATED CRACK WAS PROBABLY NOT RECENT AND THIS AREA IS NOT READILY VISIBLE WITH THE BLEED VALVE SHROUDS INSTALLED. ALL ENGINE PERFORMANCE RUNS AND TREND MONITORING DATA WERE WITHIN ALLOWABLE PARAMETERS. GAS GENERATOR WAS REMOVED AND SHIPPED FOR REPAIR.

CA041020010

BEECH

PWA  

 

OIL FILTER

CLOGGED

10/11/2004

B200

PT6A42

 

P1010

ENGINE OIL

(CAN) ON ROUTINE INSPECTION IT WAS DISCOVERED THAT A PIECE OF THE SCREEN SECTION WAS SEPERATING FROM THE EXTERNAL SECTION OF THE FILTER. NOT SURE IF IT IS A MANUFACTURING DEFECT OR IF THE FILTER WAS COMING APART IN USE.

CA050117001

BEECH

PWA  

 

FRAME

CRACKED

1/13/2005

B200C

PT6A42

 

 

FUSELAGE

(CAN) DURING A ROUTINE INSPECTION A CRACK WAS FOUND PROPAGATING FROM THE OVAL HOLE IN THE RT FRAME AT STATION 207.125 (HALF WAY BETWEEN THE FLOOR AND THE WINDOW). THE CRACK WAS APPROXIMATELY 1 = INCH LONG AND EXTENDED FROM THE 11 O`CLOCK POSITION OF THE LIGHTNING HOLE TO A RIVET ON THE REINFORCEMENT PLATE.

2005FA0000193

BEECH

PWA  

 

RETAINER

MISINSTALLED

2/4/2005

B300

PT6*

 

10191011435

INERTIAL VANE

DURING INSP OF ENG INERTIAL VANE CONTROL SYS, IT WAS FOUND THAT RETAINER PLATE, PN 101-910114-35 THAT LOCKS INTO A GROOVE ON SHAFT, PN 101910114129, FOR AFT INTERIAL VANE, WAS NOT INSTALLED CORRECTLY. WHEN RETAINER PLATE IS CORRECTLY INSTALLED IN GROOVE ON SHAFT ASSY, IT WOULD SECURELY HOLD SHAFT ASSY IN ITS MOUNTING PLATES. RETAINER PLATE IS LOCATED ON VANE SHAFT END OPPOSITE ACT. THIS ALLOWS SHAFT ASSY TO MOVE BACK AND FORTH WHEN VANE IS OPERATED THROUGH ITS RANGE. FOUND THAT THIS EXCESS SIDE MOVEMENT WOULD ALSO ALLOW BOLT THAT SECURES SHAFT ASSY TO ACTUATOR COULD CATCH ON SURROUNDING SUPPORT. CONDITION WAS FOUND ON BOTH ENGINES OF THIS AC. SHAFT ASSYS FOR FWD VANE WERE FOUND CORRECTLY INSTALLED. (K)

2005FA0000181

BEECH

PWA  

LUCAS

BEARING

FAILED

2/6/2005

B300

PT6A11

 

 

STARTER GEN

SHAFT BEARING AT THE COOLING FAN END OF THE S/G CAME APART. THIS CAUSE THIS END OF THE COMMUTATOR TO MOVE SIDE TO SIDE AND THE COOLING FUN RUBBED INTO THE HOUSING. (K)

CA050210005

BEECH

PWA  

 

BLEED VALVE

INOPERATIVE

2/7/2005

B300B350C

PT6A60A

 

310317401

ENGINE

(CAN) WHILE CLIMBING OUT AFTER TAKEOFF THE FLIGHT CREW NOTICED A THROTTLE SPLIT TO MAINTAIN THE SAME ENGINE TORQUE. AT ALL TIMES THE ENGINES WOULD MAKE RATED POWER, BUT THE LT ENGINE REQUIRED MORE FORWARD THROTTLE MOVEMENT TO MAKE BOOK TORQUE. MAINTENANCE PERFORMANCE RUNS CONFIRMED LT ENGINE PARAMETERS HIGH (ITT, WF, N1) TO MAKE TARGET TORQUE. ENGINE BLEED VALVES SWAPPED SIDE TO SIDE FOR TROUBLESHOOTING AND SUBSEQUENT RUNS CONFIRMED PROBLEM FOLLOWED THE BLEED VALVE. FAULTY VALVE REPLACED WITH O/H UNIT. GROUND RUNS C/O SATISFACTORY.

2005FA0000211

BEECH

LYC  

 

OIL COOLER

CRACKED

12/29/2004

B60  

TIO541*

 

10046A

RT ENGINE

COOLER SPLIT AT WELD ON END OF COOLER. SPLIT WAS 2+ INCHES LONG RIGHT DOWN THE CENTER OF THE WELD. (GL19200501920) (GL19200502021) (K)

2005FA0000463

BEECH

LYC  

GARRTT

 

 

2/11/2005

B60  

TIO541E1C4

 

 

 

WHILE INVESTIGATING OIL LEAK FROM TURBO, FOUND IMPELLER/TURBINE SHAFT HOLD DOWN NUT LOOSE ALLOWING SHAFT TO MOVE LATERALLY. THIS CAUSED SHAFT TO BECOME UNSEATED AT BEARING SEALS. DISCREPANCY WAS DISCOVERED EARLY ENOUGH TO KEEP IMPELLER AND TURBINE WHEELS FROM BEING DAMAGED. NOTE: TURBO WAS REPAIRED 1.9 HRS EARLIER. TURBO WAS REPAIRED AND INSTALLED. (K)

CA040916002

BEECH

PWA  

 

WHEEL

CRACKED

9/15/2004

B99  

PT6A28

 

99800311

MLG 

(CAN) R/H OUTBOARD MAIN WHEEL ASSEMBLY. THE INNER HUB HAD A LONG 4 INCHES CRACK. AS WELL 6 OF THE 9 BOLT HOLES HAD CRACKS AROUND THEM. THE LONG CRACK APPEARED TO BE AN OLD CRACK. THE TUBE WAS EVENTUALLY PINCHED WHICH CAUSED A FLAT TIRE.

2005FA0000306

BEECH

LYC  

 

OIL COOLER

CRACKED

1/17/2005

C23  

O360A4J

 

8406E

ENGINE

IN-FLIGHT ENGINE FAILURE DUE TO OIL STARVATION RESULTING IN AN EMERGENCY LANDING IN TREES. POST ACCIDENT INVESTIGATION REVEALED A CRACKED OIL COOLER, WHICH ALLOWED ENGINE OIL SUPPLY TO BE PUMPED OVERBOARD. REFERENCE ACCIDENT (NR ATL05CA047).

CA050207005

BEECH

PWA  

 

WINDSCREEN

CRACKED

1/30/2005

C90  

PT6A21

 

5042006932

COCKPIT

(CAN) PILOTS HEARD A LOUD BANG AND THE CO-PILOTS WINDSCREEN CRACKED. THEY DESCENDED AND BROUGHT CABIN PRESSURE DOWN TO 2 PSI. THEY THEN LANDED AT NEAREST MAINTENANCE BASE.

2005FA0000290

BEECH

PWA  

 

WIRE

BROKEN

11/9/2004

C90A

PT6*

 

 

HEATED FUEL VENT

HEAT ELEMENT INOPERATIVE, DUE TO BROKEN WIRE AT TIP OF VENT TUBE WHERE IT IS GROUNDED. IT IS CAULED BY IMPROPER PROTECTIVE COATING ON THE WIRE. THE COATING WEARS OFF AND OPENS THE WIRE FROM GROUND. (K)

2005FA0000289

BEECH

PWA  

 

WIRE

INOPERATIVE

11/9/2004

C90A

PT6*

 

EE366L

HEAT FUEL VENT

HEAT ELEMENT INOPERATIVE DUE TO BROKEN WIRE AT TIME VENT TUBE WHERE IS IS GROUNDED. IT IS CAUSED BY IMPROPER PROTECTIVE COATING ON WIRES. IT WEAR OFF AND OPENS THE WIRE FROM GROUND. (K)

CA040910001

BEECH

PWA  

 

FIXTURE

MELTED

9/9/2004

C90A

PT6A21

 

1015307641

CABIN LIGHT

PLASTIC HOUSING OF THE LIGHT SHIELD P/N 101-530764-1 HAS MELTED DUE TO THE HEAT PRODUCED BY THE HIGH WATTAGE RESISTOR MOUNTED ON THE LIGHT ASSY PRINTED CIRCUIT BOARD P/N PW2014. IT HAD MELTED ENOUGH TO DISFIGURE THE SHIELD AND PRODUCE AN ELONGATED HOLE THE LENGTH OF THE RESISTOR. APPROX 2 INCHES. THE PROBLEM WAS DISCOVERED ON THE REPLACEMENT OF THE FLOURESCENT BULB P/N 5108WW. THERE HAD BEEN NO REPORT OF A BURNING SMELL BY ANY OF THE VARIOUS AIRCREWS, WHO HAVE FLOWN THIS AIRCRAFTI NSPECTION OF OTHER LIGHTS IN THE SAME AIRCRAFT AND ANOTHER SIMILAR AIRCRAFT REVEALS THAT THERE EXISTS A FLEETPROBLEM. RAYTHEON BEECH KINGAIR ENGINEERING HAS BEEN ADVISED OF THE PROBLEM. REFERENCES:- IPC 33-20-00-01 PAGES 0 AND 1 ITEMS 105, 110, 115.

CA040917003

BEECH

PWA  

 

CELL

REVERSED

8/30/2004

C90A

PT6A21

 

32638002

BATTERY  

(CAN) AIRCREW REPORTED LOAD METERS NOT INDICATING BATTERY CHARGE FOR NORMAL PERIOD OF TIME OR NORMAL LEVEL OF CHARGE. UPON INSPECTION NR 9 CELL FOUND INSTALLED IN REVERSE POLARITY ORIENTATION.

CA041015004

BEECH

PWA  

 

TORQUE KNEE

CRACKED

10/15/2004

C90A

PT6A21

 

508100352

RT MLG

(CAN) DURING A 8000 CYCLE TORQUE KNEE NDT INSPECTION IT WAS DETECTED THAT THE RT LOWER TORQUE KNEE ATTACH PIN, PN 50-810035-2 WAS CRACKED IN NUMBER OF PLACES. THE TORQUE KNEE IS POST S/B 32-3116 - IMPROVED STEEL. PRESENTLY THE PIN IS PLACED IN QUARANTINE. THERE IS A FLEET WIDE INSPECTION IN PROGRESS.

CA050120007

BEECH

PWA  

 

WINDSHIELD

BROKEN

1/17/2005

C90A

PT6A21

 

10138402523

COCKPIT

(CAN) ENROUTE IN CRUISE FLIGHT AT 16000 MSL, OAT -38C THE LT WINDSHEILD SHATTERED. THE WINDSHIELD HEAT WAS OFF AND HAD NOT BEEN USED DURING THE FLIGHT. THE DEFOG AIR WAS ALSO OFF. THE CREW DECLARED AN EMERGENCY AND REQUESTED CLEARENCE AND IMMEDIATE DECENT TO 8000 MSL. THE AIRCRAFT LANDED WITHOUT FURTHER INCIDENT. THE WINDSHIELD INNER PLY WAS FOUND SHATTERED. THE WINDSHIELD WILL BE REPLACED AND THE AIRCRAFT RETURNED TO SERVICE.

CA050127002

BEECH

LYC  

 

CONTROL HORN

CRACKED

1/24/2005

D95A

IO360B1B

 

956100054

ELEVATOR

(CAN) DURING SHEET METAL REPAIR OF THE RT ELEVATOR ASSY IT WAS NOTED THAT THE ELEVATOR SKIN AT THE CONTROL HORN ATTACH POINT WAS CRACKED. FURTHER INSPECTION OF THE CONTROL HORN ASSY REVEALED A LARGE CRACK PROGRESSSING FROM 1 OF 4 ELEVATOR TO CONTROL HORN MOUNTING BOLTS. CRACK LENGTH WAS APPROXIMATLY 1 INCH. THE ELEVATOR CONTROL FITTING WAS REPLACED. A FLEET INSPECTION WAS CARRIED OUT USING VISUAL AND EDDY CURRENT INSPECTION AND NO FURTHER DEFECTS WERE FOUND ON ANY AIRCRAFT.

2005FA0000349

BEECH

CONT

 

IGNITION SWITCH

CARBONED

12/20/2004

F33A

IO520*

 

103572001

COCKPIT

ENGINE STOPPED RUNNING DURING TAXI TO RUNWAY. INVESTIGATION SHOWED A LOT OF CARBON IN SWITCH CONTACTS. (SW05200506081)

2005FA0000465

BEECH

CONT

 

PUMP

DAMAGED

2/25/2005

F33A

IO520BB

 

AA3216CW

DRY AIR

DURING FLIGHT, FLIGHT CREW NOTICED THAT AIR PRESSURE WAS READING ZERO. LANDED AIRCRAFT AND MAINTENANCE INSPECTED AND FOUND THE ENGINE DRIVEN DRY AIR PUMP SHAFT WAS SHEARED. PROBABLE CAUSE IS UNKNOWN. (K)

2005FA0000414

BEECH

CONT

 

RELAY

FAILED

3/8/2005

F33A

IO520BB

 

SM50D7

DYNAMIC BRAKE

PILOT SELECTED GEAR DOWN AND NOTHING HAPPENED. LANDING GEAR WOULD NOT EXTEND. FLIGHT CREW EXTENDED LANDING GEAR MANUALLY AND LANDED WITHOUT INCIDENT. MAINTENANCE TECH TROUBLESHOT GEAR SYSTEM AND FOUND THAT THE DYNAMIC BRAKE RELAY WAS INTERMITTENT. PROBABLE CAUSE WAS DUE TO INTERNAL FAILURE WITH RELAY. TO PREVENT RECURRENCE IS INSTALL A NEWER MFG DATE RELAY WHICH IS AN IMPROVED UNIT IAW MFG. (K)

2005FA0000362

BEECH

CONT

 

RELAY

INTERMITTENT

11/17/2004

F33A

IO520BB

 

SM50D7

MLG 

PILOT SELECTED GEAR UP AND NOTHING HAPPENED. LANDING GEAR WOULD NOT RETRACT. MAINTENANCE TECHNICIAN TROUBLESHOOT GEAR SYSTEM AND FOUND THAT THE DYNAMIC RELAY WAS INTERMITTNET. NO RECOMMENDATION AT THIS TIME. (K)

2005FA0000234

BEECH

CONT

 

ADAPTER

SLIPPED

10/26/2004

F33A

IO520BB

 

642083A12

STARTER

INSTALLED NEW ENGINE IN AIRCRAFT AND PERFORMING ENGINE SET UP. MAINTENANCE CREW NOTICED STARTER ADAPTOR SLIPPING. NEW PART SO REMOVED FOR WARRANTY. NO RECOMMENDATION AT THIS TIME. (K)

CA050321008

BEECH

PWA  

 

FUEL CONTROL

FAILED

3/11/2005

F90  

PT6A135

 

252444993

ENGINE

(CAN) ENGINE POWER REDUCED TO IDLE ON TAKEOFF. MAINTENANCE INSPECTION REVEALED FUEL CONTROL UNIT FAILURE. REPLACED ENGINE DRIVEN PUMP TO FUEL CONTROL COUPLING AND FUEL CONTROL UNIT. GROUND RUN SERVICEABLE. AIRCRAFT RETURNED TO SERVICE.

2005FA0000347

BEECH

 

 

BRACE

CORRODED

2/18/2005

M35  

 

 

35825110

NOSE STRUT

FIND A HIGH PERCENTAGE OF THESE PARTS CORRODED ABOVE THE LOWER BUSHING IN THE GROVE WHERE THE FELT FITS. THIS PART IS MADE OF MAGNESUM SO THE MOISTURE RETAINED BY THE FLET AND GREASE ALLOWS PART TO CORROD. MFG ALLOWS ONLY 10 PERCENT OF WALL THICKNESS TO BE REMOVED FROM THE AREA OF THE CORROSION. THE PITS IN THIS PART WERE APPROX 50 TO 75 PERCENT OF WALL THICKNESS. (K)

CA040821001

BELL  

LYC  

 

SPHERICAL BEARIN

FAILED

8/20/2004

205A1

T5313B

 

212010783101

T/R PITCH LINK

(CAN) A/C WAS CLIMBING AFTER FILLING THE WATER BUCKET WHEN HE LOST COMPLETE TAIL ROTORAUTHORITY.THE A/C MADE SEVERAL 360 DEGREE TURNS AFTER COMING TO REST IN A CON FINED AREA. SUBSTANTIAL DAMAGE WAS DONE TOTHE MAIN ROTOR BLADES AS THEY STRUCK A TREE UPON LANDING.ONE OF THE TAIL ROTOR PITCH LINKS WAS FOUND TO HAVE AN EXTREMELY WORN OFF SPHERICAL BEARING WHICH LED TO THE PITCH LINK SHIFTING CLOSE TO THE TRUNNION. THE PITCH LINK LEFT SEVERAL MARKS ON THE TRUNNION BEFORE IT WAS JAMMED BETWEEN THE PITCHHORN AND THE TRUNNION DURING T/R PITCH CHANGE WHICH LED TO THE PITCH LINK BREAK ING CLEAN OFF.

CA041214002

BELL  

 

 

BLADE

CRACKED

7/13/2004

206B

 

 

206016201131

TAIL ROTOR

(CAN) THE BLADE HAS A CHORDWISE CRACK AT BLADE STATION 12.64. THE CRACK IS 2.65 IN. (67.3MM) LONG ON THE DATA PLATE SIDE OF THE BLADE AND 0.4 IN. (10MM) LONG ON THE OTHER SIDE.

CA041209008

BELL  

ALLSN

 

LINE

CRACKED

11/19/2004

206B

250C20

 

6875632

FUEL CONTROL

(CAN) WHILE ON A SLING OPERATION, PILOT NOTICED A FLUID LEAKING FROM THE BELLY IN THE CARGO MIRROR. THE AIRCRAFT WAS LANDED IMMEDIATELY AND IT WAS DISCOVERED THAT FUEL WAS LEAKING FROM A FUEL LINE FITTING. THE ENGINE WAS SHUT DOWN AND THE LINE WAS CHECKED FOR TIGHTNESS AND WITNESS MARK. AS THE LINE WAS FOUND TORQUED SATISFACTORILY, THE LINE WAS REMOVED AND THE CRACKWAS DISCOVERED. THE LINE HAD BEEN INSTALLED SERVICEABLE.NO LOSS OF POWER OR OTHER OPERATIONAL DISCREPANCIES WERE NOTED WHILE IN FLIGHT.

CA041110003

BELL  

ALLSN

 

BLADE

CRACKED

7/29/2004

206B

250C20

 

206011016201133

MAIN ROTOR

(CAN) DURING DI, THE TIP BLOCK WAS FOUND CRACKED ADJACENT TO IMPACT MARK.

CA041109006

BELL  

ALLSN

 

DRAG PIN

UNSERVICEABLE

9/15/2004

206B

250C20

 

206031633105

MAIN ROTOR

(CAN) DURING INSPECTION THE DRAG LINK BEARING WAS FOUND SMOKING. THIS A NEW STYLE IN WHICH BEARING AND NOT WHOLE ASSEMBLY IS REPLACED. NEW BEARING INSTALLEDNOTE: THIS STYLE OF BEARING WAS INTRODUCED THROUGHT B206-00-173 TO ELIMINATE THE PROBLEM WITH THE STAKING COMING LOOSE. SUBJECT BEARING WAS NOT KEPT FOR WARRANTY SUBMISSION.

CA040812007

BELL  

ALLSN

BELL  

SKIN

CRACKED

7/20/2004

206B

250C20

 

206031004113

TAILBOOM

(CAN) DURING 100 HOUR INSPECTION, CRACK IN PAINT FORWARD OF NR3 HANGAR SUPPORT BRACKET. BRACKET REMOVED, PAINT REMOVED AND AREA FLUORESCENT PENETRANT INSPECTED. CRACK APPROXIMATELY 1.5 INCH.

CA040901002

BELL  

ALLSN

 

DRIVE ASSY

DAMAGED

8/20/2004

206B

250C20

 

206040015103

TRANSMISSION

(CAN) TWICE WITHIN A 20 HOUR PERIOD,THE YELLOW TEMP INDICATERS CHANGED COLOUR, AND GREASE WAS LEAKING FROM THE FWD. END OF THE DRIVE SHAFT. THE SHAFT WAS REPLACED AND NO FURTHER PROBLEMS HAVE BEEN REPORTED.THE SPHERICAL COUPLING WAS REPLACED ON THE PROBLEM SHAFT,AND WAS INSTALLED ON ANOTHER HELICOPTER, WITHOUT AND REOCCURENCE.

CA050107004

BELL  

ALLSN

 

HOUSING

LEAKING

1/5/2005

206B

250C20

 

168459

OIL FILTER

(CAN) DURING A TEST FLIGHT FOLLOWING AN OPS NR4 INSPECTION, THE TRANSMISSION OIL PRESSURE LIGHT ILLUMINATED AND THE OIL PRESSURE DROPPED SLIGHTLY BELOW THE RED LINE. AN IMMEDIATE DECENT WAS CONDUCTED AND UPON LANDING A MAJOR OIL LEAK WAS DISCOVERED. THE SOURCE OF THE LEAK WAS THE MAIN TRANSMISSION FILTER HOUSING. THE FILTER WAS REMOVED AND THE O-RING WAS FOUND NICKED APPROXIMATELY .1250 INCH WIDE. THE AIRCRAFT HAD COMPLETED A 30-MINUTE POST INSPECTION GROUND RUN TWO WEEKS EARLIER WITH NO LEAKS DETECTED.

CA040804005

BELL  

ALLSN

 

CHECK VALVE

OUT OF RIG

5/14/2004

206B

250C20

 

23074872

TURBINE SECTION

(CAN) WHILE DOING 100 HOUR INSPECTION ITEMS DUE TO ENGINE SWAP TO ALTERNATE A/C, FOUND THAT THE TURBINE CHECK VALVE 23074872 WAS SEIZED WHEN THE CLAMP MS 122911 WAS TIGHTENED. VALVE/CLAMP CONFIGUATION IS CORRECT IAW IPC/CEB1349. CHECK VALVE WOULD FUNCTION WITH CLAMP LOOSE. A NEW CLAMP (P/O 360804) WAS TRIED WITH THE SAME RESULT. THESE CLAMPS ARE FLATTENED IN SHAPE, BY REWORKING CLAMP TO A ROUNDER FORM, THE VALVE WOULD THEN FUNCTION NORMALLY WHEN INSTALLED. THIS WAS VERIFIED BY REMOVAL OF THE OIL SUPPLY LINE TO THE VALVE.

CA050314004

BELL  

ALLSN

 

TURBINE

STIFF

3/9/2005

206B

250C20

 

 

ENGINE

(CAN) AFTER A SCHEDULED INSP, WERE GOING TO DO A COMPRESSOR WASH, SINCE THE BLEED VALVE AREA WAS DIRTY. WHEN THE COMPRESSOR WAS NOTED AS BEING STIFF TO TURN, FURTHER INVESTIGATION WAS NEEDED. AFTER REMOVAL OF THE TURBINE ASSY, THE COMPRESSOR AND GEARBOX MOVED FREELY. THE 6 AND 7 BEARING AREA WAS CLEANED AND A HEAVY CARBON DEPOSIT NOTED. THE OIL FLOW AFTER CLEANING WAS GOOD AND SAW NO INDICATION OF MECHANICAL PROBLEM. THE TURBINE WAS INSTALLED AND TEST FLOWN SATISFACTORY. AFTER DISSCUSSION WITH A ENGINE REPAIR FACILITY THE OLD COOL DOWN PROCEDURE WAS NOTED AS BEING THE CULPRIT.

CA050216010

BELL  

ALLSN

BELL  

HANGER ASSY

ROTATED

9/11/2004

206B

250C20

 

 

COOLER BLOWER

(CAN) PILOT REPORTED A HIGH FREQUENCY VIBRATION. UPON INVESTIGATION, THE BEARING IN THE FORWARD HANGER ASSEMBLY OF THE OIL COOLER BLOWER WAS FOUND TO BE ROTATING. BLOWER ASSEMBLY REPLACED.

CA050130002

BELL  

ALLSN

 

BEARING

SEIZED

1/30/2005

206B

250C20

 

DW4 

TAIL ROTOR

(CAN) UPON INSPECTION OF THE LONG TAIL ROTOR PITCH CHANGE TUBE THE WALKING BEAM WAS OBSERVED TO BE A LITTLE RATCHETY TO ROTATE EVEN THOUGH IT ONLY ROTATES ABOUT 30 DEGREES OF TRAVEL. UPON THIS INSPECTION THE PART WAS REMOVED AND FURTHER INSPECTED. THE BEARING WAS ROTATED IN ORDER TO FREE IT UP AND AS MOVEMENT PROGRESSED IT GOT TIGHTER AND FINALLY SEIZED. TOOK THE WALKING BEAM TO A MFG SERVICE CENTER FOR BEARING REPLACEMENT AND EVEN THOUGH MFG SHOWS THE PART IN THE IPC. THE BEARING IS NOT A REPLACEABLE ITEM. A NEW WALKING BEAM WAS ORDERED AND WILL BE INSTALLED.

CA050125001

BELL  

ALLSN

 

INDICATOR

MALFUNCTIONED

1/21/2005

206B

250C20B

 

206075739125

TORQUE

(CAN) AFTER THE AIRCRAFT WAS COLD SOAKED FOR OVER AN HOUR, THE GUAGE RESPONSE WAS VERY SLOW WHILE THE ENGINE OIL TEMP WAS ALLOWED TO STABILIZE AT 60 DEG.

CA050308009

BELL  

ALLSN

ALLSN

ADAPTER

CORRODED

2/28/2005

206B

250C20B

250C20B

230397911

COMPRESSOR

(CAN) COMPONENT DID NOT MAKE IT THROUGH ITS LIFE EXPECTANCY. FRETTING WEAR FOUND OVER PILOT OUTSIDE DIAMETER.

CA050216008

BELL  

ALLSN

 

CHANNEL

CRACKED

2/8/2005

206B

250C20B

 

206031302189

RT ENG MOUNT

(CAN) CRACK FOUND IN CHANNEL AT RT FORWARD ENGINE MOUNT ATTACH AREA. CRACK APPROXIMATE 1.55 INCH.

CA041221005

BELL  

ALLSN

BELL  

BEARING

ROUGH

12/14/2004

206B

250C20B

 

206040339009

BLOWER ASSY

(CAN) DURING BLOWER ASSEMBLY DISSASSEMBLY FOR CLEANING TAIL ROTOR DRIVESHAFT BEARING WAS FOUND TO FEEL ROUGH WHEN ROTATED.

CA041221006

BELL  

ALLSN

BELL  

DISC

CORRODED

12/6/2004

206B

250C20B

 

327211

T/R DRIVE SHAFT

(CAN) ON INSPECTION 4 DISC ASSY WHERE FOUND TO BE CORRODED AND HAD TO BE REPLACED.

CA050121006

BELL  

ALLSN

BELL  

SPRING

BROKEN

1/18/2005

206L

250C20B

 

206040106001

M/R DRIVE SHAFT

(CAN) DURING A 600 HRS/ 12 MONTHS INSPECTION AND LUBRICATION, OVERHAUL TECH DISCOVERED THAT IN ONE OF THE DRIVE SHAFT COUPLINGS, A SPRING P/N 206-040-106-001 WAS BROKEN INTO THREE PIECES. BROKEN SPRING PIECES WORE HEAVILY INTO PARENT MATERIAL OF ALUMINIUM PLATE AS WELL AS INNER COUPLING.

CA041224006

BELL  

ALLSN

 

BEARING

MISALIGNED

11/1/2004

206L

250C20B

 

206016201131

T/R BLADE

(CAN) SUBJECT TAIL ROTOR BLADE ASSY WAS REMOVED FROM A/C DUE TO EXCESSIVE T/R VIBRATIONS AT 1.1 IPS. OPERATOR'S OVERHAUL SHOP PERFORMED AN INSPECTION AND AN ALIGNMENT OF SPHERICAL BEARINGS CHECK. IT HAS BEEN DETERMINED THAT THE BEARINGS ALIGNMENT WAS OVER LIMITS (.011 INCH VERSUS .008 INCH MAX ALLOWABLE). THE BLADE WAS REPAIRED BY REMOVING BOTH BEARINGS, REPLACING ONE WORN BEARING IAW BHY-206L-CR & OVERHAUL MANUAL. UPON COMPLETION AN ALIGNMENT CHECK WAS PERFORMED WITH A RESULT OF .005 INCH. THE BLADE WAS SUBSEQUENTLY RETURNED TO SERVICE WITH NO FURTHER DISCREPANCIES NOTED.

CA050214001

BELL  

ALLSN

BELL  

VALVE

OBSTRUCTED

2/11/2005

206L

250C20R

 

2060739155

EMERGENCY FLOAT

(CAN) FLOAT BAGS WOULD NOT INFLATE DURING 3 YEAR OPERATIONAL CHECK, THE VALVE ASSY WAS ASSEMBLED WITH THE SHEARED PORTION OF THE SHEAR HEAD STILL IN THE VALVE OBSTRUCTING THE AIR FLOW TO THE BAGS.

CA040921007

BELL  

ALLSN

 

BLEED VALVE

FAILED

9/16/2004

206L

250C20R

 

23053190

COMPRESSOR

(CAN) ENGINE FLAMED OUT TWICE DURING TEST FLIGHT FOR BLEED VALVE CHANGE AND RELIGHT ON BOTH OCCATIONS BY AUTO RELIGHT.

CA041222006

BELL  

ALLSN

 

TURBINE

FAILED

12/9/2004

206L

250C20R2

 

23038160

ENGINE

(CAN) CHIP LIGHT AND ENGINE VIBRATION. PRECAUTIONARY LANDING. ON SUBSEQUENT INSPECTION, TURBINE FOUND TO HAVE FAILED. EXHAUST STACKS AND COMBUSTION LINER FOUND CRACKED. REMOVED TURBINE AND INSTALLED SERVICEABLE TURBINE, EXHAUST STACKS AND COMBUSTION LINER. AIRCRAFT INSPECTED, TEST RUN, TEST FLOWN AND CHECKED SERVICEABLE. TURBINE TO QUALIFIED OVERHAUL SHOP.

CA050223001

BELL  

ALLSN

 

FILTER

OPEN

2/16/2005

206L1

250C28B

 

 

FUEL SYSTEM

(CAN) ENGINE FLAME OUT ON LANDING, 200 POUNDS ON BOARD. SENT AME ON SITE CHECK FUEL SYSTEM. IN-LINE FUEL FILTER STUCK OPEN. CLEAN ALL FUEL SYSTEMS AND GROUND RUN IAW MM PROCEDURE. FLEW THE A/C BACK TO THE HANGAR AND CLEANED FUEL SYSTEMS AGAIN. CHECK FOR LOW LEVEL FUEL LIGHT SYSTEMS, FOUND OK. RESULT OF INVESTIGATION WAS IN LINE FUEL FILTER VERY DIRTY, CHECK VALVE STUCK OPEN, FUEL MAY HAVE BEEN TRANSFERING AS IT SUPPOSE TO AND A/C RAN OUT OF FUEL.

CA050218004

BELL  

ALLSN

 

SPLINE

STRIPPED

1/26/2005

206L1

250C28B

 

206076373001

TACH GENERATOR

(CAN) PILOT LOST NR INDICATION, THEN HYDRAULICS TO FLIGHT CONTROLS. PILOTS LANDED IMMEDIATELY. TACH GENERATOR AND HYDRAULIC PUMP REPLACED. TACH GENERATOR DRIVE REMOVED AND SPLINE INSIDE TACH GENERATOR FOUND TO BE STRIPPED.

CA041103010

BELL  

ALLSN

 

MOUNT

CRACKED

10/27/2004

206L3

250C30P

 

206064105102

RT ENGINE

(CAN) DURING A 100 HR INSPECTION AN AME WAS PERFORMING A VISUAL INSPECTION ON THE ENGINE MOUNTS AND FOUND AN AREA ON THE RT MOUNT THAT LOOKED SUSPICIOUS. UPON FUTHER INVESTIGATION (LIGHT SANDING) IT WAS DETERMINED THAT THERE WERE CRACKS & HOLES IN 2 AREAS OF THE TUBE 180 DEGREES APART. THIS IS THE 2ND CRACKED ENGINE MOUNT WE HAVE FOUND ON 206 L-3'S.

CA050125002

BELL  

 

 

INDICATOR

INOPERATIVE

1/21/2005

206L4

 

 

206075739123

TORQUE

(CAN) AFTER THE AIRCRAFT WAS COLD SOAKED FOR OVER AN HOUR, THE GAGE RESPONSE WAS VERY SLOW WHILE THE ENGINE OIL TEMP WAS ALLOWED TO STABALIZE AT 60 DEG.

CA050125017

BELL  

PWA  

 

COLLECTIVE STICK

BROKEN

1/25/2005

212  

PT6T3

 

212001181001

THROTTLE GRIPS

(CAN) THE ENGINEER WAS ABOUT TO GREASE THE SWASHPLATE. TO GREASE SOME OF THE ZERK FITTINGS IT IS EASIER TO LIFT THE COLLECTIVE CONTROL STICK UP. THE ENGINEER WAS MOVING THE COLLECTIVE CONTROL STICK UP WHEN THE RIDGED TUBE BENT AND BROKE IN TWO. THE BREAKAGE OCCURED BETWEEN THE TWO THROTTLE GRIPS WHERE THERE IS A SLOT IN THE TUBE FOR THE THROTTLE CONTROL.

CA040812006

BELL  

PWA  

 

ANGLE

CORRODED

7/19/2004

212  

PT6T3

 

205031709052S

FUEL CAP

(CAN) DURING IMPORT INSPECTION, RT FUEL CELL CAVITY AFT CAP ANGLE FOUND BADLY CORRODED (EXFOLIATION). PART REPLACED.

CA050110003

BELL  

PWA  

BELL  

COUPLING

CORRODED

1/5/2005

212  

PT6T3

 

212040687001

INPUT DRIVE

(CAN) DURING SCHEDULED INSPECTION PITTING CORROSION IN EXCESS OF .005 INCH HAS BEEN DISCOVERED. THE PATTERN AND LOCATION OF CORROSION PITTING CONFORMS TO PROCESS STAMP IMPRESSION (186). IT IS LIKELY THAT IMPROPER INK HAS BEEN USED DURING SHAFT OVERHAUL. OVERHAUL SHOP(S) HAVE BEEN ADVISED. THE ORIGIN OF THE STAMP IMPRESSION IS YET TO BE ESTABLISHED.

CA040910002

BELL  

PWA  

 

HOSE

BURST

8/24/2004

212  

PT6T3

 

7012J220W234

HYD SYSTEM

BEFORE FIRST FLIGHT DURING HYDRAULIC TESTING, PILOT SWITCHED 'OFF' NR 2 HYDRAULIC SYSTEM. AFTER THE SYSTEM WAS SWITCHED BACK 'ON' PRESSURE INDICATION FELL OFF TOZERO. A/C WAS SHUTDOWN. SUBSEQUENT INSPECTION REVEALED THAT THE BRAIDED NR 2 HYDRAULIC HOSE FROM THE PUMP TO MIXING VALVE WAS BURST AT THE 45 DEGREE FITTING (SEE ATTACHED PHOTO). HOSE REPLACED, A/C RETURNED TO SERVICE.

CA050112006

BELL  

PWA  

 

LINE

FRACTURED

1/7/2005

212  

PT6T3B

 

3017393

PNEUMATIC SYS

(CAN) THE ENGINE NO.2 POWER-SECTION EXPERIENCED AN UNCOMMANDED POWER REDUCTION IN CRUISE, FALLING BELOW GROUND IDLE.THE POWER-SECTION WAS SHUTDOWN IN FLIGHT AND THE AIRCRAFT RETURNED TO BASE. SUBSEQUENT INSPECTION REVEALED A FRACTURED P3 PNEUMATIC TUBE LEADING TO THE FUEL CONTROL (AFCU).

CA050209006

BELL  

PWA  

 

FITTING

CRACKED

2/9/2005

212  

PT6T3B

 

212030158001

TAILBOOM

(CAN) UPPER RT TAILBOOM ATTACH FITTING ON FUSELAGE FOUND CRACKED FROM LOCK FASTENER HOLE.

CA041228002

BELL  

LYC  

 

HOUSING

STRIPPED

12/5/2004

214B1

T5508D

 

210009021

COMPRESSOR

(CAN) DURING REFUELING BETWEEN HELI-LOGGING CYCLES AME ON SITE ROUTINELY OPENS ENGINE COWLS FOR AN INSPECTION OF ENGINE COMPARTMENT AREA. HE NOTICED AFT ENGINE MOUNT ROD END (BELL PN 214-060-114-001) HAD COMPLETELY PULLED OUT OF ENGINE COMPRESSOR HALF CASTING PN 2-100-090-21. ROD END HAD JAMMED ON AN ANGLE INTO THREADED HOLE PREVENTING FURTHER ENGINE MOVEMENT AND POSSIBLE AIRFRAME DAMAGE. AIRCRAFT IMMEDIATELY SHUTDOWN AND GROUNDED. ENGINE REMOVED FOR REPAIR. IT APPEARS JAM NUT PN 214-060-121-001 WHICH SECURES ROD END INTO ENGINE HAD COME LOOSE SINCE ENGINE INSTALLED 36.6 HOURS PRIOR. THIS ALLOWED MOVEMENT IN THREADS BETWEEN ROD END AND COMPRESSOR HOUSING EVENTUALLY CAUSING THREADS TO FAIL AND THE ROD END TO PULL OUT OF THE ENGINE.

CA050309001

BELL  

GE  

BELL  

TUBE

CHAFED

3/1/2005

214ST

CT72A

 

214001023101

HYD SYSTEM

(CAN) DURING ROUTINE MAINTENANCE, THE SUBJECT TUBE WAS FOUND WITH A (0.375 INCH X 0.187 INCH) HOLE THAT ORIGINATED FROM CHAFING WITH A HYDRAULIC OIL LINE. THE HOLE WAS LOCATED APPROXIMATELY IN THE CENTER OF THE TUBE. THE TOTAL CHAFING DAMAGE IN THIS AREA, COVERED APPROXIMATELY TWENTY PERCENT OF THE TUBE CIRCUMFERENCE. IN ADDITION, THERE WERE TWO OTHER AREAS DISPLAYING SIGNIFICANT CHAFING DAMAGE NEAR THE TOP END OF THE TUBE, ORIGINATING FROM CONTACT WITH ANOTHER OIL LINE. IT WAS EVIDENT THAT INCORRECT ROUTING OF THE OIL LINES WAS THE CAUSE OF THE DISCREPANCY. THERE WAS NO DAMAGE TO THE OIL LINES AS THEY WERE COVERED WITH PLASTIC SPIRAL WRAP.

CA041210001

BELL  

ALLSN

BELL  

STUD

CRACKED

10/25/2004

407  

250C47B

 

407010105101

HUB ASSY

(CAN) ALL EIGHT STUDS (STATIC STOPS) FOUND CRACKED ON INSPECTION. MAINTENANCE CREWS REPORT LOWER STUDS ARE ALWAYS FOUND TO BE CRACKED ANY TIME THEY ARE INSPECTED. PROBLEM IS COMMON THROUGHOUT FLEET OF SEVEN BELL 407 HELICOPTERS.

CA041214010

BELL  

ALLSN

 

COMBUSTION LINER

CRACKED

6/3/2002

407  

250C47B

 

23064570

ENGINE

(CAN) CRACK FOUND DURING REMOVAL FOR UNRELATED TURBINE CEB. NO CRACKS ALLOWED IN SUBJECT AREA.

CA041203003

BELL  

PWA  

 

BEARING

FAILED

12/2/2004

412  

PT6T3B

 

35BD219DUM

TRANSMISSION

(CAN) IN FLIGHT NOISE WAS HEARD AND SMALL AIRFRAME VIBRATION. A/C LANDED AS PRECAUTION AT AIRPORT. AIRCRAFT INSPECTED AND PROBLEM NOT DETECTED. COULD NOT DUPLICATE NO ISE OR VIBRATION. A/C FLOWN TO BASE AIRPORT. UPON FURTHER INVESTIGATION BEARING IN SPEED REDUCER FOUND FAILED DAMAGE LIMITED TO BEARING.

CA050215005

BELL  

PWC  

 

BLADE

CONTAMINATED

2/12/2005

427  

PW207D

 

427016001109

TAIL ROTOR

(CAN) AFTER AIRCRAFT RECONFIGURATION AT OUR FACILITY, NORMALLY INSTALLED THE RADS EQUIPMENT FOR VIBRATION ANALYSIS ON THE T/R SYSTEM. NOTICED A SLIGHTLY HIGH VIBRATION LEVEL WHICH WERE UNABLE TO BRING TO A STANDARD LEVEL. AFTER INVESTIGATION, FOUND OUT THAT ONE OF THE T/R BLADE WAS WATER CONTAMINATED. REPLACED THE T/R BLADE AND THE T/R WAS BALANCE BEYOND, 1 IPS.

2005FA0000249

BELL  

ALLSN

 

COWLING

CORRODED

2/16/2005

430  

250C40B

 

430061801101

LT 

LT HAND TRANSMISSION COWLING FRETTING AGAINST ADJACENT COWLING. DZUS FASTENER DOES NOT HOLD COWLING WITH ENOUGH TENSION, CAUSING FRETTING. MOVEMENT CAUSED CRACK AT BOTTOM DZUS RAIL. (K)

CA050124005

BELL  

ALLSN

 

BLADE

DEBONDED

1/20/2005

430  

250C40B

 

222016001131

TAIL ROTOR

(CAN) TAIL ROTOR BLADE DOUBLER DEBOND ON APPROX. 6.5 IN. FROM THE TIP OF THE DOUBLER.

CA041207004

BELL  

ALLSN

BELL  

SPLINE

WORN

12/6/2004

430  

250C40B

 

222040111101

TRANSMISSION

(CAN) THE TRANSMISSION WAS IN FOR A HARD LANDING SUDDEN STOPPAGE INSPECTION AND EXCESSIVE WEAR WAS FOUND ON THE INTERNAL SPLINES OF THE GEARSHAFT AS WELL AS ON THE EXTERNAL SPLINES OF THE SUNGEAR.THE WEAR WAS NOT A RESULT OF THE HARD LANDING.THIS IS THE SECOND TRANSMISSION IN THE LAST THREE MONTHS THAT HAS HAD THIS SAME PROBLEM.

CA050303015

BELL  

LYC  

 

GRIP

CRACKED

3/3/2005

47G4A

VO540B1B3

 

47120252011

MAIN ROTOR

(CAN) MAIN ROTOR GRIP WAS REMOVED TO COMPLY WITH AD 2001-17-17 AND WAS REJECTED DUE TO CRACKING INDICATIONS IN THE THREADS OF THE ADAPTER NUT AREA.

CA040813002

BOEING

RROYCE

 

BLADE

DAMAGED

7/31/2004

717200

BR700715A130

 

 

COMPRESSOR

(CAN) ENGINE 11348 HAD A COMMANDED IFSD AT 33,000 FT WHEN LEFT ENGINE SURGE IN FLT. ENGINE WAS SHUT DOWN AS IT CONTINUE TO SURGE. BOROSCOPE REVEALED SEVERE HPC DAM AGE FROM STAGE 2 TO STAGE 10, WITH BLADES HEAVILY DAMAGED AND MISSING. ENGINE ENROUTE FOR RRC, FURTHER REPORT WILL BE SUBMITTED UPON ENGINE DISASSEMBLY.

CA050203001

BOEING

PWA  

PWA  

STUD

LOOSE

1/6/2005

727217

JT8D17

 

547344P3

GEARBOX

(CAN) DURING CLIMBOUT, CREW OBSERVED DECREASING OIL QUANTITY NR 3 ENGINE. PRECAUTIONARY ENGINE SHUTDOWN COMPLETED. LANDED WITHOUT INCIDENT.

CA050203002

BOEING

PWA  

 

PLATE

FAILED

1/28/2005

727217

JT8D17

 

653120043

HORIZONTAL STAB

(CAN) RT HORIZONTAL STABILIZER TO FIN SEAL SEPARATED FROM AIRCRAFT. UNABLE TO DETERMINE EXACT CAUSE. ALL AFFECTED PARTS REPLACED. REMAINING FLEET CHECKED, SERVICEABLE.

CA050318003

BOEING

PWA  

BOEING

BOLT

BROKEN

3/14/2005

727217

JT8D17

 

69186803

RT MLG STRUT

(CAN) DURING THE WALK-AROUND FOR A SERVICE CHECK, THE MECHANIC DISCOVERED THE HEAD OF THE BOLT BROKEN OFF AND MISSING FROM THE RT MAIN LANDING GEAR SIDE STRUT. THIS BOLT ATTACHES THE SIDE STRUT UPPER AND LOWER SEGMENTS AT THE PIVOT. THE BOLT WAS REMOVED AND REPLACED.

CA041026003

BOEING

PWA  

 

ACTUATOR

CRACKED

9/28/2004

727223

JT8D15A

 

141169

TAIL SKID

(CAN) DURING CLIMB A SYSTEM HYDRAULIC QUANTITY DROPPED TO 1.5 GALLONS LOW LEVEL LIGHT ILLUMINATED. AIRCRAFT RETURNED TO STATION.TROUBLE SHOOTING REVEALED TAIL SKID ACTUATOR BODY CRACKED.RECTIFICATION: TAIL SKID ACTUATOR REPLACED IN ACCORDANCE WITH M/M.

CA050214003

BOEING

PWA  

AEI  

SWITCH

FAILED

2/4/2005

727225

JT8D15

 

21EN96

CARGO DOOR

(CAN) MAIN CARGO DOOR LIGHT AND HOOKS UNLOCKED LIGHT ILLUMINATED AFTER TAKEOFF. AIRCRAFT RETURNED TO AIRPORT AND LANDED OVERWEIGHT. CARGO DOOR VERIFIED CLOSED AND LOCKED. MAIN CARGO DOOR INDICATION MEL RAISED AND OVERWEIGHT LANDING INSPECTION C/O IAW MM 5-51-61. PROBLEM DID NOT REOCCUR DURING NEXT TWO FLIGHT LEGS FOR THE DAY. MAINTENANCE CARRIED OUT A DVI INSPECTION OF ALL SWITCHES, RIG CHECK, CLEAN AND LUGGED WITH NO FAULTS FOUND. MEL CLEARED.

CA040922002

BOEING

PWA  

 

ROD END

SHEARED

9/15/2004

727227

JT8D9A

 

 

CARGO DOOR

(CAN) DURING ROUTINE OPENING OF THE CARGO DOOR FOR LOADING OF THE AIRCRAFT, A WIND GUST BLEW THE DOOR FULLY OPEN, AND SHEARED ALL FOUR ACTUATOR LINK RODS. THE DOOR ENDED UP IN A VERTICAL POSITION. THE WIND VELOCITY AND GUSTS WERE CHECKED WITH THE CONTROL TOWER PRIOR TO OPENINGTHE DOOR SO AS NOT TO EXCEED GUST LIMITS. THE GUSTS WERE WITHIN THE MANUFACTURE RS MAXIMUM GUST LIMITS. A THOROUGH INSPECTION OF THE ACTUATORS AND STRUCTURE WAS CARRIED OUT, NO FURTHERDAMAGE FOUND. THE DOOR WAS LOWERED AND WAS FOUND TO OPERATE NORMALLY. THE BROKEN LINK RODS WERE REPLACED.

CA041020002

BOEING

PWA  

 

FITTING

CRACKED

10/16/2004

727227

JT8D9A

 

65244809

MLG UPLOCK

(CAN) DURING ROUTINE MAINTENANCE A CRACK WAS FOUND IN THE LEFT HAND MLG UPLOCK FITTINGIN THE FORWARD RADIUS. NDT CONFIRMED THE CRACK. FITTING WAS REPLACED AND GEAR RETRACTIONS CARRIED OUT.

CA041018008

BOEING

PWA  

 

LINE

LEAKING

10/4/2004

727233

JT8D15

 

 

HYD SYSTEM

(CAN) AFTER START-UP AT PUSH BACK THE PURSER NOTIFIED THE FLT DECK CREW OF FUMES IN THE CABIN. THE PASSENGERS WERE DEPLANED AND THE AIRCRAFT WAS RETURNED MAINTENAN CE TO IDENTIFY AND DETERMINE THE SOURCE OF THE PROBLEM. MAINTENANCE FOUND A PIN HOLE IN THE TAIL SKID ACTUATOR SUPPLY LINE. THE LINE WAS REPAIRED AND THE AIRCRAFT GROUND CHECKED WITH ENGINES, PACKS AND GASPER OPERATING WITH NO INDICATION PRIOR TO RETURN TO SERVICE

CA040923007

BOEING

PWA  

 

DRAG BRACE

LACK OF LUBE

9/23/2004

727233

JT8D15

 

B273201201

NLG 

(CAN) ON FINAL APPROACH, SELECTED GEAR DOWN. NOSE GEAR DOORS DID NOT OPEN AND THE NOSE GEAR RED LIGHT REMAINED ILLUMINATED WITH THE NOSE GEAR GREEN LIGHT OUT. EXECUTED A MISSED APPROACH AND THE GEAR RETRACTED NORMALLY. RESELECTED GEAR DOWN AND GEAR EXTENDED NORMALLY AND LANDED UNEVENTFULLY. AIRCRAFT WAS GROUNDED UNTIL A NLG INSPECTION AND GEAR SWINGS COULD BE ACCOMPLISHED. THE NLG INSPECTION FOUND THE NLG DRAG BRACE KNUCKLE HAD VERY LITTLE LUBRICANT. NLG DRAG BRACE KNUCKLE LUBRICATED AND NUMEROUS GEAR SWINGS ACCOMPLISHED, NLG SYSTEM COULD NOT BE FAULTED. AIRCRAFT RETURNED TO SERVICE.

CA041216008

BOEING

PWA  

BOEING

TRANSMITTER

STICKING

12/15/2004

727233

JT8D15

 

106131713

LT TE FLAPS

(CAN) DURING INITIAL CLIMBOUT, FLAPS CYCLED FROM 5 DEG. TO 2 DEG. CREW NOTICED THAT LT OUTBOARD FLAPS WERE INDICATING 5 DEG. & RT OUTBOARD FLAPS WERE INDICATING 3 DEG. CAUSING AN ASSYMETRY SPLIT. CREW HAD TO DUMP FUEL TO LAND WITHIN LANDING WEIGHT. CREW ACCOMPLISHED AN ASSYMETRY FAULT LANDING. LANDING ACCOMPLISHED & ACRFT RETURNED TO RAMP. MX CONFIRMED FLAPS WORKING PROPERLY BUT LT OUTBOARD FLAP INDICATING SYS FAULTY. MX INSPECTED LT OUTBOARD FLAP INDICATION SYS (CABLES, CABLE DRUM, TRANSMITTER) ALL CABLES WERE CLEANED & LUBED. FLAPS CYCLED NUMEROUS TIMES & NO FURTHER FAULTS FOUND. MX SUSPECT FLAP INDICATION TRANSMITTER CABLE HUNG-UP AT THE DRUM ASSY. AS A PRECAUTION, LT OUTBOARD FLAP TRANSMITTER REPLACED.

CA050203005

BOEING

PWA  

BOEING

CYLINDER

INTERMITTENT

2/2/2005

727233

JT8D15

 

69141062

NLG 

(CAN) NLG FAILED TO EXTEND ON APPROACH, THEN RE-CYCLED AND EXTENDED NORMALLY. NOSE GEAR JACKED, NOSE GEAR TRUNION GREASED AND GEAR RETRACTED AND EXTENDED 4 TIMES WITH NO FAULTS. AC WAS DISPATCHED WITH NO FURTHER FAULTS. QA GROUNDED THE AC DUE TO 2 OTHER EVENTS OF THE SAME NATURE. REF. SDR'S 20041123004 AND 20050119003. MAINTENANCE IN OTHER LOCATION, COMPANY MAINTENANCE OPERATIONS CONTROL, AND MAINTENANCE OPERATIONS CONTROL CENTER ALL CONTACTED TO TROUBLESHOOT THE DISCREPANCY. AFTER CONSULTATION, ALL CONCURRED THAT THE NOSE GEAR TRANSFER CYLINDER WAS AT FAULT. REPLACED THE TRANSFER CYLINDER AND GEAR WAS SWUNG NUMEROUS TIMES, NO FAULTS FOUND. AIRCRAFT WAS RETURNED TO SERVICE. T/C PMI CONTACTED WITH DETAILS.

CA050211005

BOEING

PWA  

 

BEARING

BROKEN

2/6/2005

727243

JT8D9A

 

414001410

ROD END

(CAN) THE PILOT REPORTED THE RT SPOILERS WERE NOT DEPLOYING PROPERLY AND 50 DEGREES RT AILERON WAS REQUIRED TO KEEP WINGS LEVEL AT FULL SPOILER DEFLECTION. UPON INSPECTION OF THE SPOILER RATIO CHANGER AND MIXER, THE RT AFT LOWER SPOILER CABLE ROD END BEARING (P/N 41400-1410) LOCATED ON THE RIGGING BEAM WAS FOUND WITH THE BARREL SNAPPED OFF AT THE BASE OF THE END BEARING. THE END BEARING HAD SEIZED, CAUSING BENDING OF THE BARREL END DURING THE DEPLOYMENT AND RETRACTION OF THE SPOILERS AND EVENTUAL FAILURE.

CA050322008

BOEING

PWA  

 

WIRE

ARCED

3/18/2005

727247

JT8D15

 

 

L2 WINDOW

(CAN) CAPT L2 SLIDING WINDOW POWER CORD ARCING AND FILLING THE COCKPIT WITH SMOKE. WINDOW HEAT SELECTED OFF AND BREAKER PULLED. POWER CORD DISCONNECTED FROM RECEPTICLE. REMOVED AND REPLACED THE CAPT L2 SLIDING WINDOW, SYSTEM TESTED SERVICEABLE, AIRCRAFT RETURNED TO SERVICE.

CA040910005

BOEING

PWA  

 

TURBINE BLADES

DAMAGED

9/10/2004

72725C

JT8D7B

 

 

NR 1 ENGINE

(CAN) AFTER TAKEOFF POWER WAS SET A LOUD BANG AND VIBRATION WAS EXPERIENCED FROM THE NR 1 ENGINE. TAKEOFF REJECTED. ENGINE SECURED AND AIRCRAFT RETURNED TO RAMP. VISUALINSPECTION UP TAILPIPE REVEALED ENGINE HAD FAILED INTERNALLY. TURBINE BLADES MISSING.

CA041214007

BOEING

PWA  

 

INDICATOR

UNRELIABLE

12/9/2004

727260

JT8D17

 

10607225

OIL QTY

(CAN) DURING CLIMB ENGINE NR 2 OIL QUANTITY DECREASED RAPIDLY TO ZERO, FOLLOWED BY A RISE IN OIL TEMP. CREW SHUTDOWN THE ENGINE ANDRETURNED TO AIRPORT. MAINTENANCE CHECKED OIL QTY AND FOUND TANK FULL. MAIN OIL FILTER CHECKED FOR CONTAMINATION, NONE FOUND. BEARING TEMP INDICATORS CHECK ED FOUND NORMAL. HIGH POWER ENGINE RUN CARRIED OUT, NO FAULTS FOUND. AIRCRAFT RE TURNED TO SERVICE. FAULT REOCCURRED ON NEXT FLIGHT LEG, HOWEVER, QTY RAPIDLY FLUCTUATED BETWEEN FULL, ZERO AND QUANTITIES IN BETWEEN. CREW IDENTIFIED THIS AS AN INDICATION PROBLEM AND CONTINUED FLIGHT. MAINTENANCE AT NEXT STATION PLAC ED NR 2 ENGINE OIL QUANTITY SYSTEM ON MEL PART REPLACEMENT SCHEDULED FOR NEXT DAY.

2005FA0000447

BOEING

 

BOEING

HOUSING

CRACKED

3/15/2005

737*

 

 

65695223

ACTUATOR

CRACKED BY EXTEND PORT. FATIGUE, UTILIZE IMPROVED STEEL HOUSING. (MECHANIC ECI, JOB NR 193967) (K)

2005FA0000448

BOEING

 

 

HOUSING

CRACKED

3/15/2005

737*

 

 

65447821

HYD PUMP

HYD PUMP HOUSING IS CRACKED BEHIND PORT (1), FATIGUE. REDESIGN COVER. (MECHANIC FXS, JOB NR 193727) (K)

2005FA0000337

BOEING

 

BOEING

HOUSING

CRACKED

2/3/2005

737*

 

 

654494710

ACTUATOR

PIN HOLES AND CRACKS IN SIDEWALL OF HOUSING. CYCLING FATIGUE. USE NEW IMPROVED STEEL HOUSING AND REMOVED ALUMINUM HOUSINGS FROM SERVICE. (MECHANIC, BA2, JOB 192740) (K)

CA050317007

BOEING

CFMINT

 

VIDEO DISPLAY

FAILED

3/16/2005

737*

CFM567B22

 

5401100003

ENTERTAIN SYS

(CAN) 7F SCREEN SMOKING, SYSTEM INOPERATIVE THE SEB AND VDU WERE REPLACED. THE OPERATOR IS FOLLOWING UP WITH THE OEM TO GET TSN /TSO AND TEARDOWN INFORMATION. NOTE: MFGR IS LIVE TV.

CA030918008

BOEING

PWA  

 

BOLT

IMPROPER PART

9/11/2003

737*

JT8D17

 

BACB30GE

NLG 

(CAN) NOSE LANDING GEAR LOCK ACTUATOR LOWER ATTACH BOLT SHEARED, ALLOWING ACTUATOR TO FAIL. BOLT IDENTIFIED AS AN UNAPPROVED PART. THIS BOLT WAS NOT INSTALLED BY THIS OPERATOR.

CA050119011

BOEING

PWA  

 

WINDOW

CRACKED

1/16/2005

737200

JT8D*

 

58935734

CABIN

(CAN) RT WINDOW NR 4 PANE CRACKED, APPEARS TO BE OUTER PANE. AIRCRAFT RETURNED TO BASE. WINDOW REPLACED, AIRCRAFT RETURNED TO SERVICE.

CA050211007

BOEING

PWA  

 

APU  

FIRE

2/4/2005

737200

JT8D17

 

38942811

AFT 

(CAN) ENCOURTERED AN APU FIRE. FIRE DID NOT INITIATE A FIRE WARNING. FIRE BELIEVED TO BE INITIATED BY CRACK IN APU PLENUM. CRACK IN TURN CAUSED HOT COMPRESSOR DISCHARGE AIR TO AFFECT FUEL HEATER & CHECK VALVE CAUSING AN O-RING TO LEAK. ALLOWING FUEL TO START A FIRE ON TOP OF APU PLENUM. FIRE LOOP DOES NOT RUN IN THIS PARTICULAR AREA. FIRE MAY HAVE ALSO BEEN COMPOUNDED BY APU START HAD BEEN ABORTED POSSIBLY LEAVING FUEL IN COMBUSTION CAN. COLLECTIVELY THE FIRE EXITING TAIL PIPE & BURNED ON TOP OF APU. LOCATION OF FIRE & LOCAL HEATING IN FIREWALL IN VICINITY OF THE TAIL PIPE FIRE LOOP CONNECTOR CAUSED CONNECTOR TO SHORT. OVERHEAT DETECTION LIGHT ON GLARESHIELD 6 PACK ILLUMINATED.

CA041222017

BOEING

PWA  

 

GUSSET

CRACKED

12/20/2004

737201

JT8D9A

 

654581945

NLG 

(CAN) DURING A ROUTINE PHASE 2 CHECK (137.5 HRS.) A 3.5 INCH (THREE AND A HALF INCH) CRACK WAS FOUND ON THE NOSE LANDING GEAR GUSSET WHILE CARRYING OUT SERVICE DIFFICULTY ALERT AL-2002-03. RETRACT ACTUATOR SUPPORT FITTING GUSSET REPLACED IAW SRM 51-30-2 FIG II.TIMES. 64641.30 CYCLES. 61588.

CA050329003

BOEING

PWA  

 

SKIN

CRACKED

3/27/2005

737201

JT8D9A

 

 

FUSELAGE

(CAN) DURING ROUTINE MAINTENANCE A CRACK WAS FOUND IN THE FUSELAGE AT STATION 759.5 BELOW STRINGER 18L. HFEC WAS CARRIED OUT TO VERIFY THE CRACK AND DETERMINE THE EXTENT. IT WAS DETERMINED THAT THE CRACK WAS APPROX 1.4 INCHES LONG. THE CRACK WAS REPAIRED IAW SRM 53-30-3 PAGE 284 FIG. 48 SHEET 32 DETAIL X.

CA041012002

BOEING

PWA  

 

HYDRAULIC SYSTEM

INOPERATIVE

10/9/2004

737201

JT8D9A

 

65448917

A-SYSTEM

(CAN) LOSS OF SYSTEM A-HYDS AT FL270, INDICATED BY SYSTEM A-FLT CONTROL LOW PRESSURE & FEEL DIFF PRESSURE LIGHT AND A-QTY AT .5 GALLONS. ACRFT RETURNED TO AIRPORT. FLT CONTROL MODULE A-SYS REPLACED. ALSO BOTH A & B CASE DRAIN FILTERS & BOTH A-SYS HYD EDPS REPLACED. TIMES- 58129.50 CYCLES- 54334.

CA041108009

BOEING

PWA  

 

ISOLATION VALVE

MALFUNCTIONED

11/4/2004

737201

JT8D9A

 

 

MLG 

(CAN) ON TAKEOFF, GEAR HANDLE INITIALLY WOULD NOT COME UP AND ASSOCIATED OVERHEAD ISOLATION VALVE ILLUMINATED. AFTER FLAP RETRACTION TOCWS SOUNDED FOR TWO MINUTES, THEN STOPPED AND GEAR CAME UP NORMAL.AIR SAFETY SENSOR REPLACED AND TESTED SERV. GROUND SPOILER INTERLOCK VALVE CABLE ADJUSTMENT TESTED SERV. GEAR SWINGS CARRIED OUT. AIRCRAFT GEAR OPERATED NORMALLY.

CA040825011

BOEING

PWA  

BOEING

SKIN

DELAMINATED

8/24/2004

737204

JT8D15

 

 

RUDDER

(CAN) DURING A B-CHECK, WALKAROUND FOUND LT SIDE OF THE RUDDER DELAMINATED. FURTHER INSPECTION FOUND DELAMINATION TO BE BEYOND LIMITS OF SRM 55-40-1 FIG 1,K. THE DELAMINATION IS CENTERED AT THE BAYAPPROX. RUDDER STATION 121. FERRY FLIGHT AUTHORIZED FROM XXX TO XXX WITH NO STOPS IAW THE RESTRICTIONS CONTAINED IN THE SPECIAL FLIGHT PERMIT, TO ACCOMPLISH PERMANENT REPAIR PER SRM.

SROM200500004

BOEING

 

 

WIRE

BROKEN

2/3/2005

737205

 

 

58791

EMERGENCY LIGHT

FWD SECTION EMERGENCY FLOOR LIGHTS INOPERATIVE ROWS 1 - 3. REPLACED BROKEN FLOOR LIGHT STRIP IAW MM 33-51-191. OPS CHECK NORMAL.

SROM200500005

BOEING

 

 

BATTERY PACK

INOPERATIVE

2/4/2005

737205

 

 

582212

EMERGENCY LIGHT

EMERGENCY ESCAPE FLOOR LIGHTING INOP FROM ROWS 15 TO 18. REPLACED BATTERY PACK, ESCAPE LIGHTING OPS CHECK GOOD IAW CPA AMM SUPPLEMENT 33-51-191.

SROM200500002

BOEING

 

 

POWER CABLE

OPEN

1/29/2005

737205

 

 

5879-1

EMERGENCY LIGHT

FLOOR PROXIMITY EMERGENCY ESCAPE PATH LIGHTING INOP BETWEEN ROWS 9 TO 15. TROUBLESHOT, REMOVED AND REPLACED FLOOR PROXIMITY ESCAPE PATH LIGHTING CABLE LEAD ASSEMBLY IAW B737 MM 33-51-191, OPS CHECK GOOD.

SROM200500003

BOEING

 

 

BATTERY PACK

INOPERATIVE

1/28/2005

737205

 

 

582212

EMERGENCY LIGHT

EMERGENCY ESCAPE FLOOR LIGHTING FROM ROWS 16 TO 19 INOP AND L2 DOOR INTERIOR EMERGENCY EXIT LIGHTS INOP. CLEANED CONNECTOR ON EMERGENCY ESCAPE FLOOR LIGHT STRIP AT ROW 18 AND REMOVED AND REPLACED R2 DOOR EMERGENCY EXIT LIGHTS BATTERY PACK IAW B737MM 33-51-191, OPS CHECK GOOD.

SROM200500001

BOEING

 

 

BATTERY PACK

DISCHARGED

1/19/2005

737205

 

 

2113-1A

CABIN

AFT GALLEY DOOR EMERGENCY LIGHT INOP. REMOVED AND REPLACED BATTERY PACK IAW B737 NN 3351-71, OPS CHECKED GOOD.

SROM200500006

BOEING

 

 

BATTERY PACK

INOPERATIVE

3/10/2005

737205

 

 

582212

EMERGENCY LIGHT

EMERGENCY EGRESS AFT FLOOR LIGHTING VERY DIM, THEN WENT INOP ON OPS CHECK. REMOVED AND REPLACED EMERGENCY EGRESS AFT BATTERY PACK IAW B737MM 33-51-93, OPS CHECK GOOD.

CA041214001

BOEING

PWA  

 

FITTING

LOOSE

12/12/2004

737210C

JT8D9A

 

 

NR 2 ENGINE

(CAN) AT TRANSITION TO CRUISE FL 350 AFTER DEPARTURE, THE NR 2 ENGINE APPEARED TO SURGE OR COMPRESSOR STALL. AFTER 2 ATTEMPTS TO REDUCE THROTTLE THE ENGINE WAS SHUTDOWN AND THE AIRCRAFT RETURNED TO POINT OF DEPARTURE. MAINTENANCE FOUND A LEAK AT THE PS4 FITTING AT THE PRESSUE RATIO BLEED CONTROL (PRBC). THE O-RING WAS REPLACED AND THE FITTING RESECURED. AIRCRAFT WAS GROUND CHECKED WITH NO FURTHER PROBLEM AND RETURNED TO SERVICE.

CA050204002

BOEING

PWA  

 

MIXER BOX

SEPARATED

1/17/2005

737210C

JT8D9A

 

65544702

DUCT FLANGE

(CAN) ON DEPARTURE, FORWARD CLOSET SMOKE DETECTOR ACTIVATED AND ACRID SMELL DETECTED IN CABIN. RETURNED WITHOUT FURTHER INCIDENT. FOUND BLEED AIR DUCT AT AIR DISTRIBUTION MANIFOLD LT SIDE A-DRIFT, SECURED DUCT AND LEAK CHECK CARRIED OUT. AS A FURTHER PRECAUTION ON ARRIVAL, AIR DUCT P/N 65-54467-1 AND MIXING CHAMBER P/N 65-54470-2 REPLACED WITH OVERHAULED UNITS.

CA050128004

BOEING

PWA  

 

ENGINE

FAILED

1/24/2005

737210C

JT8D9A

 

 

NR 2 

(CAN) DEPARTING, THE NR2 ENGINE PERAMETERS BECAME ERRATIC ASSOCIATED WITH A LOUD REPORT, BELIEVED TO BE A COMPRESSOR STALL. THE AIRCRAFT LANDED WITHOUT INCIDENT AT POINT OF DEPARTURE. MAINTENANCE FOUND THE NR2 ENGINE TO HAVE SUFFERED SEVERE INTERNAL DAMAGE TO THE TURBINE SECTION.

CA030321011

BOEING

PWA  

 

CONTROL UNIT

MISOVERHAULED

2/26/2003

737217

JT8D17

 

 

RUDDER

(CAN) UNSCHEDULED REMOVAL OF RUDDER PCU, OCCURRED ON FEB 25/26/2003 WAS IN RESPONSE TO A REQUEST FROM MATERIAL SERVICES BASED ON A FAA UNAPPROVED PARTS NOTIFICATION NR 2001-0089 DATED AUG 12,2002. SUSPECT PCU P/N 1U1150-3 S/N 737 WAS LISTED IN THE NOTIFICATION. REMOVAL OF RUDDER PCU P/N 1U1150-3 S/N 0737 DOES CROSS REFERENCE TO FTN ZKMZP8 AND DOES INDICATE THAT IT WAS INSTALLED, BUT HISTORY INDICATES UNIT WAS REPAIRED ON MARCH 13,2000. FTN HISTORY INDICATES THAT UNIT WAS INSTALLED ON AC ON MARCH 21, 2000 UNTIL PRESENT DATE. FAA NOTICE INDICATES THAT SUSPECT UNITS WERE IMPROPERLY O/H JANUARY 3-8 2001. SHOP REPORT ESTABLISHED THAT PART HAD MFG CODES. PRESUMING THAT PART LISTED ON FAA LISTING HAS BE FORGED.

CA050121003

BOEING

PWA  

 

QUICK DISCONNECT

FAILED

1/14/2005

737242C

JT8D9A

 

 

PITOT LINE

(CAN) AC ENCOUNTERED AUTOPILOT, STATIC AIR TEMP INDICATION ANOMALIES. AUTOPILOT PITCH, ROLL COMPUTERS ALONG WITH 3 AIR DATA COMPUTERS (ADC). FOUND PITOT LINE QUICK DISCONNECT TO ADC HAD FAILED. INTERNAL BARREL THAT OPENS PITOT LINE TO ADC HAD FAILED. LINE SEALED, WOULD NOT ALLOW PITOT PRESS TO ENTER THE ADC. RESULTS WAS PITOT INFO USED BY ADC FOR AUTOPILOT GAIN CNTRL, SAT CALCULATION WAS NOT AVAILABLE. FIT NOTED THAT AIRSPEED PROBLEMS WERE NOT RECORDED AS MACH AIRSPEED IND WAS STRICTLY PNEUMATIC. NOT INPUT OR SERVO FROM ADC FOR AIRSPEED INFO. SNAG MANIFESTED ITSELF AS AUTOPILOT, SAT RELATED ALONE. PITOT STATIC CKS DID NOT SHOW PRBLM FOR LEAKAGE OR AIRSPEED INFO. LINE WAS REPLACED, AC OPERATED NORMALLY.

CA041102003

BOEING

PWA  

 

CARRIAGE

CRACKED

11/18/2004

737248C

JT8D9A

 

 

TE FLAPS

(CAN) DURING COMPONENT REPLACEMENT AT HEAVY CHECK, A TYPICAL CRACK WAS DETECTED AT THE SPINDLE JOURNAL FORWARD END ON FLAP CARRIAGE NR 7.

CA050120002

BOEING

PWA  

BOEING

BALANCE WEIGHT

MISINSTALLED

10/28/2004

737248C

JT8D9A

 

65C25920

RT AILERON

(CAN) DURING HEAVY MAINTENANCE THE RT AILERON WAS DISCOVERED IN AN IMPROPER CONFIGURATION. THE BALANCE WEIGHT ASSOCIATED WITH A COMPOSITE UNIT WAS FOUND TO BE INSTALLED WHEN THE AILERON WHICH WAS REMOVED FOR REPAINT COULD NOT BE BALANCED AT REINSTALLATION. THE BALANCE WEIGHT IS USED ON 65C25911 COMPOSITE SERIES AILERONS. THE DATE OF INSTALL IS NOT KNOWN.

CA040825010

BOEING

PWA  

 

LINE

RUPTURED

8/21/2004

737281

JT8D17

 

BACH8B04NN02

HYDRAULIC SYS

(CAN) HYDRAULIC QUANTITY INDICATOR SHOWED RAPID DEPLETION TO 1 GAL AFTER TAKEOFF. FOUND RUPTURED HYDRAULIC LINE P/N BACH8B04NN0214T IN NOSE LANDING GEAR WHEEL WELL.LINE REPLACED IAW 20-10-52. ENGINE HYDRAULIC CASE DRAIN FILTERS CHECKED FOR METAL CONTAMINATION, NO CONTAMINATION FOUND. ENGINE RUN REQUIRED TO LEAK CHECK CASE DRAIN FILTERS AND CONFIRM PROPER HYDRAULIC PUMP OPERATION. HYDRAULIC PUMP OPERATION NORMAL ON BOTH ENGINE DRIVEN PUMPS.

CA050125007

BOEING

PWA  

 

SKIN

CRACKED

1/21/2005

737296

JT8D9A

 

 

FUSELAGE

(CAN) AN OUTER FUSELAGE CRACK WAS FOUND DURING A PHASE EIGHT CHECK AT STRINGER 16L, STATION 727+14.5 APPROXIMATELY 1.5 INCHES IN LENGTH. FUSELAGE CRACK REPAIRED IAW REO-L00889 REV 1R TIMES - 59761:05 HOURS AND 54470 CYCLES

CA041203008

BOEING

PWA  

 

WIRE

ARCED

12/1/2004

7372H4

JT8D9A

 

 

POT WATER TANK

(CAN) THE POTABLE WATER INDICATION BECAME INOPERATIVE AND WAS DEFERRED. TROUBLESHOOTING FOUND WIRES IN THE AREA NEAR THE WATER TANK ON A BELLY STRINGER AT STN 960 TO BE BURNED BY ARCING. WIRES AFFECTED WERE POTABLE WATER INDICATION, R2 DOOR WARNING LIGHT AND LAV DUMP GASKET HEATER. THE AREA WAS WET FROM CONDENSATION WHICH HELPED TO PROMOTE THE ARCING. THE WIRES WERE REPAIRED PER AMM.

CA040825009

BOEING

PWA  

BOEING

CAP  

LEAKING

8/18/2004

7372Q8

JT8D15

 

66227741

ACTUATOR

(CAN) AIRCRAFT TURN BACK DUE TO LOSS OF HYDRAULIC FLUID SYSTEN B IN FLIGHT. ON INSPECTION FOUND PLUG ON NR2 SPOILER ACTUATOR LEAKING. REPLACED PLUG P/N 66-22774-1 IAW CMM OVH 27-60-41. B SYSTEM CASE DRAIN FILTER TO B SYSTEM PRESS FILTERS CHECKED FOR CONTAMINATION. NO CONTAMINATION FOUND. FUNCTION CHECKED SPOILERS AND LEAKED CHECKED. OK FOR SERVICE. CARRIED OUT RII INSPECTION. OK.

CA041203006

BOEING

PWA  

 

SKIN

CRACKED

11/28/2004

7372Q9

JT8D9A

 

 

FUSELAGE

(CAN) AN OUTER FUSELAGE CRACK WAS FOUND AT STR 16 LT BETWEEN STA 767 & 787 APPROX 2 INCHES LONG. FUSELAGE CRACK REPAIRED IAW SRM 53-30-1 FIG.48 PROCEDURES I, IV & VII. THIS REPAIR IS TIME LIMITED UNTIL 25 FEB. 04. TIMES- 61761:52 CYCLES- 57769.

CA041108010

BOEING

PWA  

 

SKIN

CRACKED

11/6/2004

7372Q9

JT8D9A

 

 

FUSELAGE

(CAN) FUSELAGE CRACK FOUND ON OUTER SKIN AT STN 767 STR 18L, 0.875 INCHES LONG. CRACK REPAIRED IAW SRM 53-30-3 FIG 48 SHEET 32 DETAIL X REV.90. TIMES 61643.42 CYCLES 57682.

CA050125010

BOEING

PWA  

 

SKIN

CRACKED

1/22/2005

7372Q9

JT8D9A

 

 

FUSELAGE

(CAN) AN OUTER FUSELAGE CRACK WAS DISCOVERED AT STRINGER S-18R, STATION 750, APPROXIMATELY 1.125 INCHES LONG. THE CRACK WAS REPAIRED IAW SRM 53-30-3 FIGURE 48, DETAIL IX AND DETAIL XIX.

2005FA0000233

BOEING

CFMINT

 

WHEEL

CRACKED

11/5/2004

7373H4

CFM563B1US

 

 

MLG 

WHEEL/ TIRE ASSY WENT FLAT. SHOP FINDINGS THROWN TREAD AND 4 BROKEN WHEEL TIE BOLTS. (K)

CA050113001

BOEING

CFMINT

 

BOLT

LOOSE

1/7/2005

737522

CFM563C

 

 

WING SPAR

(CAN) DURING A POST FLT WALKAROUND MX DISCOVERED DAMAGE ON LT OUTBOARD WING LOWER SPAR CAP, AFT OF THE NR 6 LEADING EDGE SLAT. FURTHER INSPECTION REVEALED A LOOSE UNATTACHED BOLT PRESENT IN THE AREA. THIS BOLT CREATED FOD DAMAGE TO THE SPAR WHEN THE NR 6 SLAT ACTUATOR RETRACTED AND EXTENDED. THIS BOLT IS THE SAME PART AS THE ACTUATOR ATTACHMENT BOLT AND IS SUSPECTED TO HAVE BEEN LOST AND LEFT IN THE AREA DURING THE RECENT HEAVY MX CHECK COMPLETED AT TIMCO AVIATION BEFORE ACRFT DELIVERY TO CANADA. THE DAMAGE AND REPAIRS ARE CURRENTLY BEING ASSESSED AND AN INVESTIGATION TO THE CAUSE IS STILL UNDERWAY. THIS SDR WILL BE UPDATED AS MORE INFORMATION BECOMES AVAILABLE.

CA050329002

BOEING

GE  

 

WINDOW

BROKEN

3/28/2005

737522

CFM56*

 

58935733

COCKPIT

(CAN) ON APPROACH, THE PILOTS NR 4 WINDSHIELD (EYEBROW) APPEARED TO SHATTER. THERE WAS NO LOSS OF PRESSURIZATION. THE LANDING WAS CONTINUED WITHOUT PROBLEM. ON INVESTIGATION, THE GLASS LAYER SEEMS TO HAVE FAILED. THE OUTER LAYERS WERE INTACT BUT THE INNER LAYER APPEARS TO HAVE SHATTERED. THE PILOTS DID NOT SEE ANY IMPACT NOR WAS THERE EVIDENCE OF A BIRD STRIKE. THE WINDOW WAS REPLACED WITH A SERVICEABLE UNIT.

CA041216011

BOEING

CFMINT

 

B-NUT

LOOSE

12/15/2004

7377CG

CFM567B22

 

 

OIL LINE

(CAN) APPROX 30 MINS AFTER TAKE OFF, CREW NOTED LOSS OF OIL QTY IN NR 2 ENG & DID AN AIR TURNBACK. SEVERAL MINS LATER CREW NOTED FLUCTUATING OIL PRESSURE IN NR 2 ENG & CARRIED OUT A PRECAUTIONARY SHUTDOWN. MX ISOLATED LEAK TO AN AREA WHICH HAD BEEN DISTURBED BY MX THE PREVIOUS DAY DURING A B-CHECK. AT THAT TIME, COKING HAD BEEN NOTED ON OIL LINES INTERFACE AT REAR TURBINE FRAME & A GASKET REPLACED IN REAR BEARING HOUSING. INVEST IN THIS AREA FOUND TOP FITTING OF OIL SUPPLY LINE LOOSE BY 1 FLAT (60 DEGREES). B-NUT ON THIS TUBE IS RETAINED BY A PIN WHICH TENDS TO ADD DRAG TO TORQUE.

2005FA0000183

BOEING

 

 

PSU  

CONTAMINATED

1/31/2005

73783N

 

 

417N3011414B

CABIN

CONTAMINATION ON INSIDE OF PSU. WHILE CARRING OUT ROUTINE MAINTENANCE ON PAX PSUS, CONTAMINATION WAS FOUND AT ROWS 8,13, 18, AND 23 LT AND RT. CONTAMINATION APPEARS AS SOME FORM OF CARBON OR GRAPHITE. IT IS LOCATED DIRECTLY BELOW WHERE THE OVERHEAD BINS JOIN AND HAS SETTLED ON THE OXYGEN MASK COVERS INSIDE THE PSUS, AND AT ROW 8 IT IS LOCATED ON THE GASPER COVER. INSPECTIO ALSO CARRIED OUT ON SISTER AC. SAME DEFECT FOUND. CONTAMINATION REMOVED AS DETAILED ON NRC 185261. (K)

2005FA0000450

BOEING

 

BOEING

HOUSING

CRACKED

3/1/2005

747*

 

 

69B802071

ACTUATOR

ACTUATOR HOUSING CRACKED AT THE BASE, FATIGUE OR OVERPRESSURE. REDESIGN HOUSING. (MECHANIC FXS, JOB NR 192820) (K)

2005FA0000338

BOEING

 

VICKERS

ADAPTER

ERODED

2/3/2005

747*

 

 

624022

PUMP 

EROSION AROUND STROKING PISTON PORT. PROLINGED FLUID FLOW AGAINST SOFT METAL STRONGER MATERIAL FOR HOUSING. (MECHANIC BS1, JOB 192844) (K)

2005FA0000422

BOEING

PWA  

 

CARBON SEAL

FAILED

8/19/2004

747*

PW4062

 

51G186

ENGINE

FAILED CARBON SEAL, RESULTING IN LOSS OF OIL, IFSD AND ATB. (NE03200504012)

CA040805001

BOEING

RROYCE

 

FAIRING

FAILED

7/21/2004

757*

RB211535E4

 

UL16113

ENGINE

(CAN) ENGINE EXPERIENCED A SPINNER FAIRING FAILURE ON THE T/O ROLL. PILOT ADVISED BY TOWER OF SPARKS AND FLAMES FROM JET PIPE AS REPORTED BY ANOTHER A/C & THE TAKE OFF WAS ABORTED. SPINNER FAIRING IS OF THE OLD FABRICATED SHORT FAIRING STANDARD & FAIRING UNZIPPED ABOUT 40 PERCENT AROUND STITCH WELD DUE TO A CRACK WHICH PROPAGATED REARWARDS FROM ONE OF THE BOLT H OLES. CRACKING OF THE SPINNER FAIRING IS A KNOWN PROBLEM WHICH WAS MANAGED BY ROUTINE INSPECTIONS FOR CRACKING. NMSB 72-C322 CALL FOR REPETITIVE INSPECTION OF THE NOSE CONE FAIRING FOR CRACK. THE ENGINE HAS SUFFERED EXTENSIVE FAN BLADE AND ATTRITION LINER DAMAGE. THE FAILURE WAS FULLY CONTAINED AND THE UNZIPPED MATERIAL SEEMS TO HAVE GONE DOWN THE BY-PASS DUCT AND AVOIDED THE CORE ENGINE. ENGINE WILL BE SENT AT ROLLS-ROYCE CANADA FOR REPAIR.

CA050128005

BOEING

RROYCE

 

COOLING FAN

BINDING

1/28/2005

757236

RB211535E437

 

731376

E/E BAY

(CAN) CREW NOTICED A BURNING SMELL THROUGHOUT AIRCRAFT AND THEN HAD AN EICAS MESSAGE (EQUIPMENT OVERHEAT) . MAINTENANCE CONFIRMED FWD EQUIPMENT COOLING FAN BINDING AND A BURNT SMELL COMING FROM UNIT.

CA041021008

BOEING

RROYCE

 

FIXTURE

BURNED

10/18/2004

757256

RB211535E437

 

BV031120333

COCKPIT LIGHT

(CAN) BURNING SMELL NOTICED IN FORWARD CABIN AFTER DEPARTURE. CREW ELECTED TO RETURN TO AIRPORT. ON ARRIVAL, MTX NOTICED CEILING LIGHTING NOT WORKING AT ROW 2DEF FOUND CONNECTOR ON LIGHTING FIXTURE HAD ARCED/BURNED AND EMITTED STRONG ODOUR. FIXTURE REMOVED, INCLUDING BALLAST (PN 05939-3, SN 4515

CA041022002

BOEING

RROYCE

 

CONTROL PANEL

FAILED

10/21/2004

75728A

RB211535E437

 

6224717004

MODE CONTROL

(CAN) AFTER DEPARTURE YVR ENROUTE LAX, CREW NOTICED NUMBEROUS FAILURES IN AUTOFLIGHT MODE CONTROL PANEL.NOT ABLE TO SELECT SPECIFIC HEADING. HEADING INDICATIONS ON CAPT/FO EHSI DIFFERENT. UNABLE TO SELECT ALTITUDE, ALSO AUTOPILOT WOULD NOT CONTROL AIRCRAFT TO SELECTED HEADING OR ALTITUDE. CREW ELECTED TO RETURN TO YVR.UPON ARRIVAL YVR, MAINTENANCE REPLACED THE MODE CONTROL PANEL, AIRCRAFT DISPATCHED. NO FURTHER INCIDENT.

CA041129009

BOEING

PWA  

 

ENGINE

SURGES

11/29/2004

767233

JT9D7R4D

 

 

LEFT 

(CAN) LOUD BANG AND YAW FELT AT CLIMB THRUST 7000 FT , RETURNED. ADDED MAINTENANCE INFO, LT ENG SURGE DET. MSG91827. LANDING SMOOTH. 91827.(SIC) ACTION: DFDR CHANGED. REPLACED EVBC IAW MM-75-31-01. ENG. BOROSCOPE CARRIED OUT. NO FAULTS. ENG. TEST 8, 9 AND 10 CARRIED OUT NO FAULTS. CONS. SERVICEABLE.

CA041229001

BOEING

PWA  

 

RING GEAR

CORRODED

12/29/2004

767233

JT9D7R4D

 

113T12518

FLAP ACTUATOR

(CAN) RING WAS FOUND CORRODED AND GEAR BEARING SURFACES WERE PITTED. NR 6 FLAP ACTUATOR HAD CORROSION EMITTING FROM AFT SIDE OF MOUNT FLANGE. REMOVED ACTUATOR AND INVESTIGATED SOURCE. FOUND RING GEAR CORRODED. REACTION RING INSTALLED AND ACTUATOR REINSTALLED PER AMM 27-51-11 AND BAC 5009.

CA050214006

BOEING

PWA  

 

BALLSCREW

CORRODED

2/14/2005

767233

JT9D7R4D

 

PNB18834

STAB TRIM ACTUAT

(CAN) FAULT: WHILE CARRYING OUT AN INSPECTION. FOUND RUSTY COLORED LUBRICANT AND REDDISH STAINING ON THE STAB. JACKSCREW GIMBAL. A PURGING OF THE LUBRICANT FROM THE GIMBAL ASSY WAS CARRIED OUT. THE RUST COLORING WAS CONFIRMED TO BE DUE TO IRON IN THE GREASE. FURTHER INSP ALSO REVEALED DAMAGE TO THE THREADS OF THE BALLSCREW.

CA050215002

BOEING

PWA  

 

BALLSCREW

CORRODED

2/15/2005

767233

JT9D7R4D

 

PN0411

STAB TRIM ACTUAT

(CAN) INSP OF HORIZONTAL STABILIZER SCREWJACK DURING M01 CHECK REVEALED EVIDENCE OF INTERNAL CORROSION AS A RESULT OF DISCOLORATION IN LUBRICANT. TEARDOWN AND SHOP ANALYSIS REQUESTED WITH RESULTS TO BE FORWARDED TO AWC/YUL. NOTE: SDR ISSUED AGAINST (GDSP) REFLECTING SIMILAR CORROSION CONCERNS.

CA041123006

BOEING

GE  

 

PUMP

CONTAMINATED

11/23/2004

767333

CF680C2B6F

 

1383M68P12

HP FUEL

(CAN) UNABLE TO START NR 2 ENG. DUE FUEL VALVE LT AT PEDESTAL & EICAS MSG FOR 'R FUEL VALVE'. CHECKED 28VDC AT FUEL CUTOFF SW AND PWR AVAILABLE. REPLACED FUEL S/O VALVE SOLENOID, NO FIX. REPLACED HMU, NO FIX. REMOVED FUEL PUMP AND FOUND CONTAMINATED WITH METAL. MPN 9355M33P13 IN (STREAMER CAVITY).

CA040813003

BOEING

 

 

WINDSHIELD

CRACKED

6/28/2004

767375

 

 

N141T480149

COCKPIT

(CAN) WHILE IN CRUISE CAPT'S WINDSHIELD CRACKED.

CA040812010

BOEING

GE  

 

TRANSMITTER

LEAKING

6/25/2004

767375

CF680C2B6F

 

41817054

FUEL PRESSURE

(CAN) NR 1 ENGINE FUEL PRESSURE TRANSMITTER FOUND LEAKING TOTAL TIME ON PART 20349.7HRS TOTAL TIME SINCE INSTALL 3445.2 HRS

CA041230002

BOEING

GE  

 

BLEED AIR SYS

LEAKING

12/30/2004

767375

CF680C2B6F

 

9639 

RIGHT

(CAN) R' BLEED DUCT LEAK''EICAS MSG',QRH COMPLETED. LIGHT DUCT LEAK STAYED ON FOR 90 MINUTES, WENT OUT FOR 30 MINUTES, THEN CAME ON AGAIN. NOTICED THAT RT BLEED PRESSURE STAYED AT 5 PSI, NOT ZERO. VISUAL INSPECTION OF PNEUMATIC DUCTS, CLAMPS AND OVERHEAT DETECTION LOOP CARRIED OUT FROM MLG WW TO NR 2 ENG PYLON- NIL FAULTS FOUND. REPLACED DUCT 1 / MLG WW FIRE DETECTION CARD M691- ENGS GROUND RUN. ALL INDICATION AND OPS NORMAL.

CA040928008

BOLKMS

LYC  

 

PUMP

NOISY

9/27/2004

BK117B1

LTS101750B1

 

40165

HYD SYSTEM

(CAN) DURING DAILY INSPECTION PILOT NOTICED AN UNUSUAL WHINING NOISE COMING FROM THE NR 1 HYDRAULIC PUMP WHILE HE WAS TURNING THE MAIN ROTOR BLADES. THE HYDRAULIC PUMPS ARE DRIVEN BY THE MAIN TRANSMISSION AND WILL BE DRIVEN WHENEVER THE ROTOR SYSTEM IS TURNED. THE PILOT CONTACTED ENGINEERING AND THE AIRCRAFT WAS GROUNDED. RESEARCH SHOWED THAT THIS PUMP WAS ONLY 78.4 HRS, 8 CALENDAR MONTHS TIME SINCE REPAIR BY VENDOR. A REPLACEMENT PUMP WAS ORDERED AND THE FAULTY PUMP SENT BACK FOR INSPECTION/REPAIR. AWAITING EVALUATION.

CA041015002

BOLKMS

 

 

BOLT

MISSING

9/28/2004

BO105S

 

 

LN9038

BEARING SUPPORT

(CAN) PILOT NOTED THAT IT TOOK A MOMENT FOR THE COLLECTIVE PITCH CHANGES TO BECOME EFFECTIVE. WHEN INVESTIGATING THE ENGINEER FOUND APPROXIMATELY 7/16OF PLAY AT THECOLLECTIVE GRIP. FURTHER INVESTIGATION OF THE COLLECTIVE FLIGHT CONTROL SYSTEM, REVEALED THAT THE COLLECTIVE PITCH SHAFT ASSEMBLY P/N 105-41221, WAS LOOSE IN T HE BEARING ASSEMBLY P/N 105-41210-18. ONE OF THE ATTACHING BOLTS P/N LN9038-05010 HAD FALLEN OUT AND THE THREE REMAINING BOLTS REQUIRED THREE COMPLETE TURNS TO TIGHTEN. THE DRAG TORQUE OF THE NUT PLATES WAS SUFFICIENT. THE MISSING BOLT WAS REPLACED AND THE AIRCRAFT WAS RETURNED TO SERVICE.QUALITY ASSURANCE DEPARTMENT HAS OPENED AN INVESTIGATION OF THIS OCCURRENCE.

CA041019001

BOLKMS

ALLSN

 

BOLT

LOOSE

10/10/2004

BO105S

250C20B

 

RA13212

M/R GEARBOX

(CAN) THE AIRCRAFT WAS OPERATING AWAY FROM BASE WITHOUT A MAINTENANCE CREW ABOARD. THE FOLLOWING OCCURRENCE WAS REPORTED UPON RETURN TO BASE.AFTER THE LAST FLIGHT OF THE DAY THE PILOT NOTICED A TRANSMISSION OIL LEAK ON THE RIGHT SIDE DRAIN AT THE CROSS TUBE. INVESTIGATION DETERMINED THAT THE BANJO FITTING BOLT ON THE TRANSMISSION OIL PUMP HAD LOST TORQUE EVEN THOUGH IT WAS LOCK WIRED. THE BANJO BOLT WAS TIGHTENED A PART OF A TURN AND LOCK WIRED. THE AIRCRAFT WAS GROUND RUN FOR 20 MINUTES WITH NO LEAKS. THE AIRCRAFT WAS RETURNED TO SERVICE. THE TRANSMISSION HAD BEEN REPLACED TWO MONTHS EARLIER AND HAD ACCUMULATED 50 HOURS OF OPERATION BEFORE THE LEAK APPEARED.

CA050126002

BOMBDR

 

 

PUMP

FAILED

1/25/2005

BD7001A10

 

 

9555805

HYD SYSTEM

(CAN) FOR THE RELIGHT PROCEDURES FOR THE RT ENGINE, THE RT HYD DCMP HAD BEEN TURNED ON PRIOR SHUTDOWN. AFTER 5 MINUTES OF DRIFT DOWN AT 185 KTS, AROUND 40000 FT, AP SYNC WAS PRESSED AND ACCELERATED TO 250. SOMEWHERE AROUND THAT TIME, THE LT GEN DROPPED OFF LINE AND WE WERE LEFT WITH ESSENTIAL POWER ONLY (ALSO LOSS OF YAW DAMPER). THE PNF WENT THRU THE QRH AND RESET THE LT GEN, THEN POWER WAS RESTORED, LEAVING A CYAN ELECTRICAL FAULT MSG. ALSO THE RT HYD DCMP HAD FAILED FOR GOOD. A/C LANDED WITHOUT FURTHER INCIDENT.

CA041206001

BOMBDR

PWC  

 

FIRE LOOP

MALFUNCTIONED

12/4/2004

DHC8400

PW150A

 

10109601

NR 2 ENGINE

(CAN) AN AIRCRAFT EXPERIENCED A NR 2 ENGINE FIRE WARNING IN FLT. CREW SHUT ENGINE DOWN AND FIRE WARNING CEASED. FIRE BOTTLES NOT DISCHARGED. A/C LANDED ON NR 1 ENGINE SATISFACTORILY. A/C NOT DIVERTED FROM ORIGINAL DESTINATION. FULL EMERGENCY DECLARED.INITIAL INSPECTION REVEALS NO FUEL, OIL OR AIR LEAKS AND THERE IS NO PHYSICAL DAMAGE APPARENT. PEC LOOP REMOVED. BOTH ITEMS HAVE A P/N 10-1096-01 WHICH IAW IPC 26-11-03-01 ITEM 30, IS POST SB 84-26-03. A/C HAS COMPLETED ENGINE RUNS WITH BLEED AIR BOTH OFF AND ON, AFTER PEC LOOP REPLACEMENT. ALL IS OPERATING CORRECTLY. AIRCRAFT HAS BEEN SIGNED UP AS SERVICEABLEAND IS BACK INTO SERVICE.

CA041019002

BOMBDR

PWC  

BFGOODRICH

HOSE

RUPTURED

10/12/2004

DHC8400

PW150A

 

464557

MLG RETRACT

(CAN) RT MLG RETRACT ACTUATOR HOSE RUPTURED IN-FLIGHT, AIRCRAFT LANDED WITH NO INCID ENT. LOST ALL HYD FLUID ON NR 2 SYSTEM HOSE REPLACED. RUPTURED RETRACT ACTUATOR FLEX LINE, P/N 46455-7, REPLACED AND GEAR SWINGS CARRIED OUT. A/C RTSRUPTURED HOSE TO BE RETURNED TO BOMBARDIER FOR INVESTIGATION.

CA041020001

BOMBDR

PWC  

 

VANE

MALFUNCTIONED

7/25/2004

DHC8400

PW150A

 

C16177AC

ANGLE OF ATTACK

(CAN) SHORTLY AFTER TAKEOFF POWER WAS APPLIED, 'PUSHER SYSTEM FAIL' WAS ANNOUNCED FOR 1-2 SECONDS, AND THEN WENT OFF. TAKEOFF ROLL WAS ABORTED AT APPROXIMATELY 50-60 KNOTS. AOA VANE WAS FOUND HARD TO MOVE WHEN HOT AND IT WAS THEREFORE REPLACED IN ACC. AMM TASK 27-33-26.

CA041014003

BOMBDR

PWC  

 

CONTROL UNIT

MALFUNCTIONED

10/8/2004

DHC8400

PW150A

 

699018002

PROPELLER

(CAN) DURING CLIMB, AN AIRCRAFT EXPERIENCED AN UNCOMMANDED AUTOFEATHER CAUSED BY NR 1 ENGINE TORQUE FLUCTUATIONS. WITH THE NR 1 PROP FEATHERED AND ENGINE STILL RUNNING AT REDUCED POWER, THE PILOT RETURNED TO BASE. PEC REPLACED. ENGINE RUNS CARRIED OUT. A/C RETURNED TO SERVICE.

CA040923006

BOMBDR

PWC  

 

PROXIMITY SENSOR

SHORTED

7/25/2004

DHC8400

PW150A

 

401020101

NLG CENTERING

(CAN) UNABLE TO RETRACT LANDING GEAR DURING CLIMB. GEAR DOORS LOCKED. NO TRANSITION, NO YELLOW LIGHTS. THREE GREEN LIGHTS REMAINED CONSTANT ON. RECYCLED WITHOUT SUCCESS. RETURNED TO BASE. NLG CENTERING PROXIMITY SENSOR FOUND SHORTED. SENSOR REPLACED ACC AMM 32-61-03.

CA040922004

BOMBDR

PWC  

 

EXCITER

FAILED

9/22/2004

DHC8400

PW150A

 

312241307

NR 2 ENGINE

(CAN) DURING A TEST FLT REQUIRED FOR JAPANESE ANNUAL C OF A RENEWAL, AT APPROX 12,500 FT, THE NR 2 ENGINE WAS SHUT DOWN AND A ALTERNATE LANDING GEAR EXTENSION WAS CARRIED OUT. THE CREW THEN ATTEMPTED TO RESTART THE NR 2 ENGINE IN FLT, BUT WERE UNSUCCESSFUL. THE AIRCRAFT MADE A SUCCESSFUL SINGLE ENGINE LANDING. FAULT CODES REPORTED WERE 910 & 969. NR 2 ENGINE IGNITION EXCITER WAS REPLACED, FAULT CODESCLEARED AND ENGINE STARTS NORMALLY.

CA040922006

BOMBDR

PWC  

 

PROXIMITY SENSOR

FAILED

6/29/2004

DHC8400

PW150A

 

401020101

NLG WHEEL CENTER  

(CAN) UNABLE TO SELECT GEAR UP. RECEIVED THREE GREEN INDICATION LIGHTS ALONG WITH THREE RED INDICATION LIGHTS AND AMBER GEAR HANDLE LIGHT. PERFORMED RETURN TO LANDING CHECKLIST. NORMAL LANDING PERFORMED. NLG CENTERING PROXIMITY SENSOR FOUND SHORTED. SENSOR REPLACED AND ADJUSTED TO 8.602 MH IAW AMM 32-61-03.

CA040924003

BOMBDR

PWC  

 

PROXIMITY SENSOR

FAILED

6/17/2004

DHC8400

PW150A

 

401020101

NLG CENTERING

(CAN) UNABLE TO SELECT MLG GEAR UP DURING CLIMB. AFTER CONSULTING THE TECHNICAL DEPARTMENT WE TRIED RECYCLING BUT WITH NO SUCCESS. RETURNED TO BASE. NOSE GEAR CENTERING PROXIMITY SENSOR REPLACED ACC AMM 32-61-06.

CA041020008

BOMBDR

PWC  

 

PROBE

FAILED

7/7/2004

DHC8400

PW150A

 

304725201

ENG TORQUE

(CAN) POWER PLANT CAUTION MESSAGE ON ENGINE DISPLAY DURING DESCENT. A/C COMPLETED AN UNEVENTFUL LANDING. AFTER SUCCESSFUL RESET OF THE SYSTEM WITH TCC CONTACT, ENGINES STARTED. JUST AFTER ENGINE SPOOL-UP WEGOT 'POWERPLANT' ONCE AGAIN. FLIGHT WAS THEN CANCELLED. FAULT CODE 166, QB (P12) SPEED INCONSISTENT, WAS FOUND LOGGED IN THE CENTRAL DIAGNOSTIC SYSTEM ON RT ENGINE.TORQUE PROBE QB WAS CONSEQUENTLY REPLACED.

CA041020009

BOMBDR

PWC  

 

ENGINE

FAILED

10/19/2004

DHC8400

PW150A

 

 

 

(CAN) AT TOP-OF-DESCENT (23K FEET) THE BLUISH SMOKE BECAME EVIDENT ON THE FLIGHT DECK AND IN THE CABIN .PILOTS DONNED OXYGEN MASKS, DECLARED AN EMERGENCY AND DIVERTED TO AN ALTERNATE AIRPORT. DURING THE SUBSEQUENT RAPID DESCENT, THE PILOTS REPORTED HEARING A 'BANG' WITH AN ASSOCIATED YAW ALTHOUGH NO SHIFT IN ENGINE PARAMETERS WAS EVIDENT. THE ENGINE WAS NOT SHUTDOWN DURING THE EVENT.

CA041027003

BOMBDR

PWC  

 

PUMP

CRACKED

10/26/2004

DHC8400

PW150A

 

6617302

HYD SYSTEM

(CAN) DURING CLIMB, AN AIRCRAFT HAD A HYDRAULIC FAILURE CAUSED BY CRACKED NR 2 ENGINEDRIVEN PUMP. UNSCHEDULED LANDING COMPLETED. AIRCRAFT WAS CHECKED AFTER REPLACEM ENT OF PUMP, A TESTFLIGHT WAS DONE, BEFORE PUT BACK INTO SERVICE.

CA050214005

BOMBDR

PWC  

 

STRUT

CRACKED

2/10/2005

DHC8400

PW150A

 

 

COMPRESSOR

(CAN) ON DESCENT, THE AIRCRAFT CABIN AIR WAS CONTAMINATED WITH SMOKE. A SIMILAR PROBLEM HAD BEEN ENCOUNTERED THE PREVIOUS DAY DURING GROUND HANDLING. SUBSEQUENT INSPECTION REVEALED DAMAGE TO THE COMPRESSOR INNER SUPPORT OF ENGINE FA0190 AND CRACKING OF TWO INTER-COMPRESSOR CASE STRUTS ON ENGINE FA0191. MFG WILL INVESTIGATE TO ESTABLISH ROOT CAUSE.

CA050124012

BOMBDR

PWC  

PWC  

BLADE

BENT

1/14/2005

DHC8402

PW150A

 

304865101

COMPRESSOR

(CAN) PILOT NOTICED AN UNUSUAL NOISE SUSPECTING A FWD CARGO DOOR SEAL PROBLEM. ALL A/C AND ENGINE PARAMETER SEEM NORMAL. NOISE THEN DISAPPEARED TO CAME BACK DURING DESCENT, WITH STILL NO AIRCRAFT OR ENGINE PARAMETER VARIATION. PILOT LANDED A/C NORMALLY. AFTER INVESTIGATION RT ENGINE FOUND WITH ONE FIRST STAGE COMPRESSOR ROTOR BLADE BENT. SOFT FOD INSPECTION C/OUT IAW AMM. DAMAGE SUSPECTED CAUSED BY ICE DUE ICE FOUND IN NACELLE LOWER COWL. DAMAGE FOUND WITHIN AMM, UNUSUAL COMPRESSOR NOISE NOT PERMITTED. IAW MFG SL AND SPECIAL FLIGHT PERMIT AUTHORIZATION AC WAS FERRIED BACK TO MAINT BASE FOR RT ENGINE CHANGE.

2005FA0000260

BRAERO

PWA  

 

ALTERNATOR

FAILED

12/9/2004

BAE1251000A

PW305

 

 

NR 1 

AIRCRAFT WAS SQUAWKED WITH NR 1 ALTERNATOR DROPPING OFF IN FLIGHT. DURING TROUBLESHOOTING THE TECHNICIAN FOUND SMOKE TRAILS ON THE (GG PANEL), LOCATED ON THE AFT SIDE OF THE REAR FACE OF THE PRESSURE BULKHEAD. A MORE CLOSE INSPECTION REVEALED A DESTROYED FUSE HOLDER, WITH ACCOMPANYING WIRE DAMAGE, GCU AND LINE CONTACTOR DAMAGE. THERE WAS A HOLE BURNED THROUGH THE (GG PANEL) ITSELF AT THE FUSE HOLDER LOCATION. THE DAMAGE WAS CENTERED UNDER THE LT SIDE OF THE FUSE BLOCK, WHICH HAD DESINTEGRATED. IT WAS UNDETERMINED AS TO WHICH COMPONENT INITIATED THE DAMAGE. (EA17200504804)

CA050215010

BRAERO

GARRTT

 

SLEEVE

DISCONNECTED

2/11/2005

BAE125800A

TFE7315R

 

BAS16346416

A/C PACK

(CAN) UPON REACHING CRUISING ALTITUDE, THE AIRCRAFT STARTED LOSING PRESSURIZATION. THE CREW DONNED THEIR OXYGEN MASKS, AT WHICH TIME THERE WAS A TOTAL LOSS OF PRESSURIZATION. UPON RETURNING TO MAINTENANCE, FOUND THAT THE SLEEVE CONNECTING THE DUCT TO THE WATER SEPARATOR HAD BECOME DISCONNECTED EVEN THOUGH THE CLAMPS WERE TIGHT. SLEEVE SECURED.

CA050131008

BRAERO

GARRTT

 

NUT  

MISSING

1/31/2005

BAE125800A

TFE7315R

 

FN22A524

MLG WHEEL

(CAN) AFTER ARRIVAL TO BASE OF OPERATIONS DURING A POST FLIGHT INSPECTION NR 2 MAIN WHEEL ASSY. A WHEEL TIE BOLT NUT WAS FOUND MISSING AND ANOTHER 180 DEGREES APART WAS FOUND SPLIT. WHEEL WAS CHANGED. THESE NUTS WERE INSTALLED NEW AS THAT IS OUR POLICY. MFG HAS BEEN NOTIFIED AS THE NUTS WERE PURCHASED FROM THEM.

CA050215011

BRAERO

GARRTT

 

CONTROL CABLE

MISLOCATED

2/11/2005

BAE125800A

TFE7315R

 

 

ELEVATOR

(CAN) ELEVATOR CABLE UNDER CO-PILOT SEAT SLIPPED OFF THE CABLE GUIDE

CA040913006

BRAERO

RROYCE

 

STARTER UNIT

MALFUNCTIONED

8/30/2004

HS7482A

DART5342

 

U2801

TE FLAPS

(CAN) AFTER LANDING, THE CREW WAS ABLE TO RETRACT FLAPS BEYOND 22 DEGREES. THE AIRCRAFT WAS MOVED TO XXX FOR FERRY PERMIT. MAINTENANCE REPLACED THE FLAP STARTER UNIT AND THE AIRCRAFT WAS RETURNED TO SERVICE

CA041112002

BRAERO

RROYCE

 

FIRE LOOP

DAMAGED

11/9/2004

HS7482A

DART5342

 

D237060

NR 2 ENGINE

(CAN) FIRE BELL AND LIGHT ON NR 2 ENGINE CAME ON IN CRUISE. ENGINE NR 2 SHUTDOWN. LANDED WITHOUT INCIDENT. FOUND FIRE LOOP P/N D2370-60 DAMAGED, REPLACED LOOP WITH NEW PART TESTED SERVICEABLEGROUND RUN. NO FAULTS FOUND RETURNED AIRCRAFT TO SERVICE

CA041203004

BRAERO

RROYCE

 

CONTROL UNIT

FAILED

12/2/2004

HS7482A

DART5342

 

U37151

VOLT PROTECTION

(CAN) ON 2/12/04, AT 22:30 THE A/C WAS IN CLIMB OUT OF YYQ. SMOKE AND FUMES WERE NOTED IN THE CABIN, AND SUBSEQUENTLY IN THE COCKPIT. AN UNEVENTFULL LANDING WAS MADE. THERE WERE NO ABNORMAL INSTRUMENT INDICATIONS DURING THIS OCCURRENCE. MAINTENANCE INVESTIGATION REVEALED THE PORT ALTERNATOR VOLTAGE CONTROL PROTECTION UNIT HAD FAILED. THE UNIT WAS REPLACED AND SYSTEM CHECKS SHOWED NORMAL OPERATION. WIRING HARNESSES WERE INSPECTED AND NO DETERIORATION WAS FOUND. THE A/C WAS RELEASED TO SERVICE.

CA041230001

CASA

 

 

LINE

FAILED

12/14/2004

C212CC

 

 

 

HYDRAULIC SYS

(CAN) DISCOVERED SMALL RUBBER PIECES IN HYDRAULIC FILTER. PARTICLES APPEARED TO BE FROM MANUFACTURE OF HOSE ASSEMBLIES, RESEMBLING INTERIOR LINING OF TYPICAL HOSE. REPLACED ALL FLEXIBLE HOSES IN HYDRAULIC SYSTEM AS IT WAS IMPOSSIBLE TO DETERMINE WHICH HOSE HAD CONTAMINATED THE SYSTEM. WITH NEW HOSES IN PLACE , THE SYSTEM WAS FLUSHED OUT TO REMOVE ANY FURTHER CONTAMINATION AND FILTER WAS REPLACED. THE HOSES HAD EEN IN SERVICE SINCE 2002.

2005FA0000363

CESSNA

CONT

CESSNA

BOLT

WORN

1/17/2005

150D

O200*

 

AN37A

RUDDER

TOP RUDDER HINGE BOLT LOOSENED FROM THE SELF LOCKING NUT PLATE AND CAME OUT CAUSING THE RUDDER ASSEMBLY TO DETACH FROM THE AC COMPLETELY DURING FLIGHT AT 2000 AGL. THIS BOLT SHOULD HAVE SOME TYPE OF RETAINING MECHANISM IN ADDITION TO THE SELF LOCKING NUT PLATE. (NM07200502996) (K)

CA050126003

CESSNA

CONT

 

EXHAUST VALVE

CORRODED

1/25/2005

150L

O200A

 

654004

ENGINE

(CAN) POOR ACCELERATION AND SLUGGISH PERFORMANCE DURING POWER UP AND DIFFERENT POWER SETTINGS. WHEN APPLYING POWER, ENGINE STUMBLED. INITIALLY SUSPECTED CARB ICING BUT GROUND CHECK RESULTED IN SAME FAILURE TO PRODUCE POWER. PRELIMINARY D/P CHECK SHOWED LOW POWER ON 3 OF 4 CYLINDERS (42-52 PSI) CYLINDERS DISMANTLED AND FOUND EXHAUST VALVES CORRODED AND DETERIORATED REF: SB M90-13. THIS SB SUGGESTS THAT VALVE STEMS, AT TIME OF OVERHAUL, SHOULD REQUIRE 100% REPLACEMENT. THIS IS THE SECOND FIELD EXPERIENCE OF SEVERE CORROSION 400+ HOURS PRIOR TO OVERHAUL.

CA041110004

CESSNA

CONT

 

RIB  

CRACKED

10/29/2004

150L

O200A

 

042650720

RT WING

(CAN) THE RIB WAS FOUND CRACKED AROUND ONE OF THE STRENGTHENING DIMPLES OF THE RIB, ABOUT 1.5 INCHES IN LENGTH. A NEW PART WAS INSTALLED AS REQUIRED.

CA041110006

CESSNA

CONT

 

FLAP TRACK

WORN

10/29/2004

150L

O200A

 

0523113

LT WING

(CAN) ON INSPECTION FLAP TRACK GROOVES FOUND BADLEY WORN,PARTS WERE REPLACED AS REQUIRED.

CA041012004

CESSNA

CONT

 

WINDSHIELD

FAILED

9/30/2004

150L

O200A

 

0413419201

COCKPIT

DURING A ROUTINE TRAINING FLT FOR A-CLASS IV INSTRUCTOR RATING, WINDSHIELD CRACKED AND BLEW IN. PRIOR TO WINDSHIELD BREAKING, INSTRUCTOR CANDIDATE HAD BEEN PERFORMING SPIRAL DIVE LESSON DEMONSTRATION WHEN THE WINDSHIELD BROKE, AND HAD JUST COMPLETED A RECOVERY. DURING FLIGHT, AIR SMOOTH & MAXIMUM SPEED ESTIMATED AT 140 MPH (WELL BELOW THE VNE OF 162 MPH) AND AT NO TIME WERE ANY EXCESS G FORCES EXERTED ON THE AIRFRAME. PRIOR TO THE BREAKAGE, THERE WAS NO EVIDENCE OF A CRACK OR DAMAGE TO THE WINDSHIELD. AIRCRAFT WAS INSPECTED FOR OVERSTRESS OF THE AIRFRAME WITH NO FAULT FOUND. PIECES RECOVERED OF THE WINDSHIELD SHOWED NO SIGN OF HEAVY CRAZING OR STRESS. WINDSHIELD REPLACED AND AIRCRAFT RETURNED TO SERVICE.

CA041109004

CESSNA

CONT

 

CONTROL CABLE

CORRODED

10/3/2004

150M

O200A

 

040010741

AILERON

(CAN) AILERON CONTROL CABLE FOUND CORRODED AT COPILOT FOOT AREA. THIS PROBLEM HAS BEEN NOTICED ON OTHER CESSNA 150. SUSPECT DIRT FROM SHOES CAUSING CORROSION. TO SEE THE CABLE YOU NEED TO REMOVE COVER (YOKE) AND MOVE AILERON TO TRAVEL LIMITS.

2005FA0000177

CESSNA

CONT

 

MAGNETO

BROKEN

2/4/2005

150M

O200A

 

4001 

ENGINE

FLANGE BROKEN ON RT SIDE FOR SUPPORT OF MAG. FOUND ON ANNUAL INSP. 4001 MAG TT 394. (K)

CA040825007

CESSNA

LYC  

 

CRANKSHAFT

OUT OF ADJUST

7/12/2004

152  

O235L2C

 

 

ENGINE

(CAN) ON ENGINE RUNUP, AFTER ENGINE OVERHAUL, THE OIL PRESSURE WAS NOTED TO BE BELOW THE PRESCRIBED LIMIT. ENGINE WAS DISASSEMBLED. THE CRANKSHAFT MAIN JOURNALS WERE NOTED TO HAVE BEEN PREVIOUSLY GROUND TO .010.

CA041021002

CESSNA

LYC  

DORNEMARGLN

BATTERY  

CORRODED

10/19/2004

152  

O235L2C

 

BS2173

ELT 

(CAN) BATTERY LEAK CAUSING CORROSION EATING THE CASING AND DESTROYING THE TRANSMITTER.

CA041123007

CESSNA

LYC  

 

CONTROL CABLE

FRAYED

11/18/2004

152  

O235L2C

 

0400107150

RUDDER

(CAN) RIGHT RUDDER CABLE FOUND SLIGHTLY FRAYED WHERE IT TRAVELS OVER THE REARMOST PULLEY IN THE AFT FUSELAGE. THERE WERE APPROXIMATELY 8 TO 10 WIRES BROKEN. CABLE WAS REPLACED WITH NEW.

CA041215002

CESSNA

LYC  

 

CONTROL UNIT

LOOSE

12/14/2004

152  

O235L2C

 

AN742D3

MIXTURE

(CAN) PILOT WAS IN CRUISE, HE STARTED TO LEAN THE ENGINEWENT PAST LEAN OF PEAK SO HE PUSHED THE MITURE BACK IN BUT THE ENGINE WAS STILL LOSING POWER. HE LANDED IN A FIELD WITHOUT ANY DAMAGE.ENGINEER WENT OUT AND REMOVED THE COWLING AND DISCOVERED THAT THE CLAMP THAT HOLDS THE MIXTURE CABLE TO THE MIXTURE SUPPORT ASSEMBLY WAS LOOSE. CLAMP WAS REPLACED. MIXTURE WAS MOVED WORKS CORRECTLY. AIRCRAFT WAS FLOWN BACK TO BASE WITHOUT INCIDENT.

2005FA0000364

CESSNA

CONT

 

CLAMP

OVERSIZED

1/21/2005

170B

C145*

 

STC8645SW

TAILPIPE

BOTH TAILPIPE/MUFFLER CONNECTIONS WERE FOUND TO BE OVERSIZED. THE EXHAUST PIPE CLAMPS WERE NOT OF SUFFICIENT STRENGTH TO SQUEEZE THE OVERSIZED PIPE DOWN ON THE MUFFLER EXHAUST TUBE. THE RESULTING LOOSE FIT WAS ALLOWING EXHAUST FUMES TO SHOOT INTO THE CABIN HEAT AND THE CARBURETOR HEAT SECTIONS OF THE MUFFLERS. ONE THING THAT AGGRAVATED THE CONDITION WAS THE FACT THAT THE TAILPIPES WERE CRAMMED TOO FAR UP ON THE MUFFLER PIPE. THIS MADE IT INEVITABLE THAT ANY LEAKAGE WOULD ENTER THE MUFFLER/HEAT SHROUD SECTION. SUGGEST GIVING THIS AREA CLOSE SCRUTINY.

2005FA0000334

CESSNA

CONT

 

BATTERY  

CORRODED

10/14/2004

172  

O300*

 

 

ELT 

FOUND D (LARGE) SIZE DURACELL BATTERIES USED IN ELT`S EXPELLING AND CORRODED. EXPIRATION DATE 2008

CA050324008

CESSNA

CONT

 

PISTON

ERODED

3/16/2005

172F

O300C

 

654853B

ENGINE

(CAN) TOP LAND OF PISTON ERODED AWAY AND HOLE BURNED THROUGH PISTON BELOW 3RD RING FROM HEAD OR TOP OF PISTON. PISTON EXPANDED FROM EXCESSIVE HEAT AND SCUFFED AGAINST CYLINDER BARREL, SMEARING SKIRT AND SCORING BARREL. CAUSE APPEARS TO BE DETONATION. PARTS CORRECT FOR APPLICATION, TIMING SET CORRECT, MAGNETOS INSPECTED. NO MECHANICAL DISCREPANCIES FOUND. FUEL WAS 100CC BUT SAMPLE TAKEN FROM CARB HAS A

2005FA0000366

CESSNA

CONT

 

SPAR

CRACKED

2/1/2005

172F

O300D

 

052340051

RT WING

DURING A BORESCOPE INSPECTION, A CRACK WAS FOUND IN THE RT REAR SPAR AT THE IB FLAP TRACK ATTACH POINT. PROBABLE CAUSE IS FATIGUE. THIS IS A VERY HIGH TIME, AC WITH OVER 13, 000 HOURS TT. IT HAS ALSO BEEN USED AS A FLIGHT TRAINER FOR ITS ENTIRE LIFE. (K)

2005FA0000389

CESSNA

CONT

 

SPAR

CRACKED

1/31/2005

172H

O300D

 

052340051

RT WING IB

DURING A BORESCOPE INSPECTION, A CRACK WAS FOUND IN THE RT REAR SPAR AT THE IB FLAP TRACK ATTACH POINT. PROBABLE CAUSE IS FATIGUE. THIS IS A VERY HIGH TIME AIRCRAFT WITH OVER 12,000 HOURS TT. IT HAS ALSO BEEN USED AS A FLIGHT TRAINER FOR ITS ENTIRE LIFE. (K)

2005FA0000388

CESSNA

CONT

 

SPAR

CRACKED

1/31/2005

172H

O300D

 

052340050

LT WING

WHILE CHANGING THE FLAP TRACKS ON THE LT WING 2 SMALL CRACKS, .2500 INCH LONG, EACH WERE NOTICED ON THE IB AFT WING SPAR AT THE IB FLAP TRACK ATTACH POINT. PROBABLE CAUSE IS FATIGUE. THIS IS A VERY HIGH TIME AIRCRAFT WITH OVER 12,000 HOURS TT. IT HAS ALSO BEEN USED AS A FLIGHT TRAINER FOR ITS ENTIRE LIFE. (K)

2005FA0000385

CESSNA

CONT

 

FLAP TRACK

WORN

1/31/2005

172H

O300D

 

052323113

LT WING

WHILE FLAPS WERE BEING RETRACTED, THE LT IB FLAP ATTACH BRACKET CAUGHT ON THE WING COVE PANEL SUPPORT. THIS CAUSED SUBSTANTIAL DAMAGE TO THE COVE PANEL SUPPORT AS WELL AS THE ATTACH BRACKET. CAUSE WAS DETERMINED TO BE WORN FLAP TRACKS. THE FLAP TRACKS AND ROLLERS WERE REPLACED WITH NEW PARTS AND THE LT FLAP WAS REPLACED WITH A SERVICEABLE ASSY DUE TO LACK OF PARTS AT THE MFG FOR REPAIR. SINCE MFG DOES NOT HAVE LIMITATIONS ON THEIR FLAPS TRACKS, WOULD SUGGEST THAT THEY BE REMOVED AND REPLACED AT 5,000 HOUR INTERVALS. (K)

2005FA0000386

CESSNA

CONT

 

FLAP TRACK

WORN

1/31/2005

172H

O300D

 

052323113

LT WING

DURING PREFLIGHT, THE LT OB FLAP TRACK WAS NOTICED TO HAVE DAMAGE. AIRCRAFT WAS IMMEDIATELY GROUNDED AND THE FLAP TRACKS AND ROLLERS WERE REPLACED WITH NEW PARTS. NO FURTHER DAMAGE HAD OCCURRED TO THE FLAP ASSY. SINCE MFG DOES NOT HAVE LIMITATIONS ON THEIR FALP TRACKS, WOULD SUGGEST THAT THEY BE REMOVED AND REPLACED AT 5,000 HOUR INTERVALS. (K)

CA041105004

CESSNA

LYC  

 

FRAME

CRACKED

11/4/2004

172M

O320E2D

 

05120111

FUSELAGE

(CAN) DURING A 200 HR INSPECTION FUSLAGE FRAME PN 0512011-1, STA 108.0 WAS FOUND TO HAVE 4 CRACKS APPROXINATLY 1/2 - 1 INCH IN LENGTH ORIGINATING FROM THE INBOARD FLANGE OF THE FRAME AT EACH OF THE 4 CORNERS.

CA040930004

CESSNA

LYC  

 

ROCKER

SPLIT  

9/14/2004

172M

O320E2D

 

74636

CYLINDER

ON CLIMB-OUT, ENG RUNNING ROUGH, BACKFIRING, SHAKING VIOLENTLY. INSTRUCTOR LEVELED OFF & REDUCED POWER, ENG SMOOTHED OUT BUT STILL RAN ROUGH. A/C RETURNED & LANDED W/O INCIDENT. ENGINEERS IDENTIFIED A PROBLEM WITH NR 2 CYLINDER. INVEST CYLINDER FOUND EXHAUST ROCKER ARM SPLIT & BENT ACROSS UNDERSIDE BY OIL LUBE HOLE. EXHAUST VALVE LEFT IN CLOSED POSITION BY ROCKER FAILURE. INTAKE AIR INLET SCREEN FOUND BULGED OUT BUT NO OTHER DAMAGE FOUND. ENG SHOP INFORMED & NEW PARTS INSTALLED. ENG HAS 2343 HRS SINCE O/H. AFFECTED CYLINDER HAD BEEN REPLACED RECENTLY WITH AN OVERHAULED ONE & HAD ONLY FLOWN 28.0 HRS.

CA041014008

CESSNA

LYC  

 

HUB  

CRACKED

9/21/2004

172M

O320E2D

 

D30256

PROPELLER

(CAN) DISSASSEMBLY FOR CLEANING / CORROSION / REPAINT FOUND 3 CRACKS IN HUB WEB BY FLANGE BOLT THREADS IN CASTING. INSPECTION OF OTHER HUB FOUND SIMILAR DAMAGE.INSPECTION WITHOUT PART BEING VERY CLEAN WOULD MAKE IT VERY DIFFICULT TO SEE THESE CRACKS.

CA041015001

CESSNA

LYC  

 

ALTERNATOR

FAILED

10/13/2004

172M

O320E2D

 

DOFF10300J

ENGINE

(CAN) HIGH VOLTAGE LIGHT CAME ON DURING FLIGHT. ALTERNATOR INSPECTED AND FOUND THE BRUSHES WORN TO LIMIT. BRUSHES REPLACED. A/C GROUND RUN AND FOUND HIGH VOLTAGE LIGHT REMAINED ON. FUTHER TROUBLESHOOTING FOUND ALTERNATOR WIRE SHORTED TO SHIELD WIRE. BATTERY CONTACTOR AND STARTER CONTACTOR HAD FAILED, VOLTAGE REGULATER FAILED, AND STARTER WAS NO FULLY DISENGAGING. ALL WIRING INSPECTED AND FOUND NO OTHER FAULTS. BATTERY FOUND WITH NO FAULTS. CONTACTORS, REGULATER, AND ALT WIRE REPLACED. A/C GRD RUN SERVICEABLE.

CA050204004

CESSNA

LYC  

 

SUPPORT

WORN

2/1/2005

172M

O320E2D

 

05239011314

RT TE FALP

(CAN) THE DAMAGE OCCURED AROUND THE AFT IB BEARING. THE BEARING WAS FOUND WORN INTO BOTH THE SUPPORT ARMS 0523901-13 AND -14. MFG OFFERS A SERVICE KIT TO REPLACE THESE BRACKETS. SK180-44-1. THIS KIT WAS ISSUED TO REPAIR A DEFECT OCCURING ON THE FRONT ROLLER BEARING AREAS. NOT THE AFT. BOTH SUPPORT BRACKETS WERE REPLACED WITH NEW DUE TO THE DAMAGE AT THE AFT PORTION (WHICH WAS FOUND TO BE EXCESSIVELY WORN.)

CA041216006

CESSNA

LYC  

 

CONTROL CABLE

FRAYED

12/3/2004

172N

O320D2J

 

051010545

HORIZONTAL STAB

(CAN) CABLE FRAYING AT REAR PULLEY IN HORIZONTAL STABILIZER.

CA041216007

CESSNA

LYC  

 

BULKHEAD

CRACKED

12/3/2004

172N

O320D2J

 

05123635

FUSELAGE

(CAN) BULKHEAD FOUND CRACKED AROUND RUDDER TUBE HOLD DOWN CLAMP.

CA040915011

CESSNA

LYC  

 

BLADE

DAMAGED

9/13/2004

172N

O320E2D

 

 

PROPELLER

(CAN) PROPELLER RECIEVED FOR INSPECTION IN ACCORDANCE WITH CAR 625, APPENDIX C, PAR. 5. UPON INSPECTION, BOTH BLADES WERE FOUND TO BE BELOW MANUFACTURERS MINIMUM DIMENSION AT THE 36' STATION.

CA050223011

CESSNA

LYC  

 

LIFTER

SPALLED

2/22/2005

172N

O320H2AD

 

LW16512LW16812

CAMSHAFT

(CAN) DURING PROGRESSIVE CARE OPERATION NR2 ON INSPECTION OF OIL SUMP SCREEN FOUND LARGE METALLIC FERROUS PARTICLES. ENGINE ON FURTHER INVESTIGATION, IT WAS FOUND THAT ALL LIFTERS (INTAKE AND EXHAUST) WERE BADLY SPALLED, ALONG WITH SPALLED AND WORN CAM LOBES. MFG SPECIFY THAT THE EXHAUST VALVE CLEARANCES BE CHECKED, ALONG WITH AN INSPECTION OF THE EXHAUST LIFTERS, FOR THE 76T MODEL ENGINES AT 1000 HRS. THERE WAS NO INDICATION IN ENGINE PERFORMANCE TO INDICATE PROBLEMS. 20W50XC OIL, ALONG WITH LW16702 OIL ADDITIVE IS USED AND CHANGED EVERY 50 HRS. ENGINE-REMANUFACTURED, PURCHASED FROM LYCOMING. LYCOMING HAS BEEN CONTACTED ON THIS SITUATION.

CA041215004

CESSNA

LYC  

 

TACHOMETER

LEAKING

11/16/2004

172N

O320H2AD

 

D11125025

ENGINE

(CAN) TACHOMETER WAS FULL OF OIL. TACH SHAFT SEAL LW14260 AND TACHOMETER REPLACED. TACHOMETER P/N D1-112-5025S/N 17488

CA050202004

CESSNA

LYC  

 

SPAR

CRACKED

1/25/2005

172N

O360A4A

 

053200198

HORIZONTAL STAB

(CAN) DURING THE 200 HOUR INSPECTION CRACKS WERE FOUND STARTING FROM THE CENTRAL LIGHTENING HOLE IN THE FORWARD HORIZONTAL STABILIZER SPAR. THE CRACKS WERE STOP DRILLED AND REINFORCEMENT P/N 0531037-1 AND SKIN P/N 0523001-25 WERE INSTALLED IAW SEB94-8.

CA041222016

CESSNA

LYC  

 

SPARK PLUG

CRACKED

12/22/2004

172R

IO360L2A

 

REM38E

ENGINE

(CAN) NR 1 TOP SPARK PLUG INSULATOR FOUND BROKEN UNDER ELECTRODES. REPLACED NR 1 TOP SPARK PLUG, REMAINING PLUGS FOR LT MAGNETO CLEANED AND FUNCTION TESTED. GROUND RUN CARRIED OUT, LT MAGNETO OPERATION NORMAL.

CA041220006

CESSNA

LYC  

 

CYLINDER HEAD

SEPARATED

12/12/2004

172RG

O360F1A6

 

 

ENGINE

(CAN) HEAD SEPARATION WHILE IN FLIGHT. DISCOVERED WHILE INVESTIGATING A ROUGH RUNNING ENGINE AS REPORTED BY PILOT.

2005FA0000454

CESSNA

LYC  

 

FITTING

CRACKED

2/15/2005

172RG

O360F1A6

 

24130023

ACTUATOR

DURING EMERGENCY LANDING GEAR OPERATIONAL CHECK, THE MECHANIC FOUND THE CRACK ON BOTH SIDE CORNER OF THE FITTING NOSE GEAR ACTUATOR ATTACHING PART. IT MAY BE SUSPECTED THAT MATERIAL FATIGUE OR AN UNREPORTED LANDING. (K)

2005FA0000548

CESSNA

 

 

HOUSING

BROKEN

3/30/2005

172S

 

 

PM2401

STARTER

THE FORWARD PART OF THE STARTER HOUSING WAS FOUND TO BE TOTALLY BROKEN OFF FROM THE STARTER HOUSING (THE SECTION HOUSING THE BENDIX DRIVE).

2005FA0000237

CESSNA

LYC  

 

BULKHEAD

CRACKED

10/26/2004

172S

IO360A1A

 

05522311

SPINNER

DURING 100 HOUR INSPECTION OF THE PROPELLER, CRACKS NOTED AROUND ALL BOLT HOLES OF THE FWD BULKHEAD. (K)

2005FA0000146

CESSNA

LYC  

 

BULKHEAD

CRACKED

12/16/2004

172S

IO360A1A

 

05522311

PROP SPINNER

DURING 100 HOURS INSPECTION, FOUND PROP SPINNER FWD BULKHEAD CRACKED SEVERAL PLACES. LOWER PROP BOLTS TORQ SETTING OR MAKE BULKHEAD STRONGER.

2005FA0000147

CESSNA

LYC  

 

BULKHEAD

CRACKED

12/22/2004

172S

IO360L2A

 

05522311

PROP SPINNER

DURING ANNUAL INSPECTION, FOUND PROP SPINNER FWD BULKHEAD CRACKED AROUND 2 BOLT HOLES. RECOMMENDATION: MANUFACTURE BULKHEAD STRONGER OR THICKER. (K)

2005FA0000544

CESSNA

LYC  

 

SERVO

OUT OF ADJUST

3/22/2005

172S

IO360L2A

 

25765362

FUEL SYSTEM

ENG QUIT AT 3000 FT, RESTARTED AT 2100 FEET. ENG WAS RESTARTED, MIX IN IDLE CUTOFF POSITION. ENG WOULD NOT GAIN MORE THAN 500 RPM, FUEL SMELL IN COCKPIT. ENG FAILED AGAIN WHEN AC WAS ON RUNWAY, WOULD NOT RESTART. MECH UNCOWLED, VISUALLY INSPECT POWER PLANT INSTALL. NO DEFECTS WERE NOTED UNTIL FUEL SYS WAS TESTED. FLOWING FUEL (MIXTURE, THROTTLE CLOSED) FUEL FLOW INDICATOR SHOWED 7/HR. (GAUGE ALMOST PEGGED). ALL FUEL NOZZLES WERE REMOVED FROM CYL HEADS, REATTACHED TO DELIVERY TUBES FOR VISUAL SQUIRT TEST. ALL 4 NOZZLES FLOWED, BUT SQUIRTED APPROX 3 TIMES FARTHER THAN NORMAL (12 FEET). FUEL SERVO WAS REPLACED TO SOLVE OVERALL PROBLEM. POST GROUND RUN UPS WERE NORMAL WITH NO DEFECTS NOTED.

2005FA0000368

CESSNA

LYC  

 

SPRING

MISSING

9/28/2004

172S

IO360L2A

 

055036125

ALT AIR DOOR

ON RETURN TO BASE, PILOT REPORTED WHEN CLIMING TO 8000 PT ENGINE SURGED/POWER DROP 2 TIMES. AIRCRAFT WAS DUE A PHASE 1 INSPECTION. WHILE INSPECTING THE ALT AIR DOOR, NOTICED THE DOOR STUCK IN THE OPEN POSITION. FURTHER INSPECTION REVEALED THE SPRING THAT CONTROLS THE DOOR WAS MISSING FROM THE HINGE ASSY. INSPECTED INSIDE OF SERVO. NO DAMAGE BUT DID NOT LOCATE THE SPRING. THE DOOR SHOWS SIGNS OF WEAR ON SEALING EDGES. FEEL THE SYSTEM IS WEAK AND NEEDS TO BE IMPROVED. (K)

CA050121004

CESSNA

LYC  

 

CONTROL CABLE

BROKEN

1/21/2005

172S

IO360L2A

 

0510105308

ELEVATOR

(CAN) UNDER A ROUTINE INSPECTION, IT WAS FOUND THAT THE FORWARD STAINLESS STEEL LOWER ELEVATOR CABLE PN 0510105-308 WAS WEARING ON THE BULKHEAD FAIRLEAD UNDER THE FLOOR AT FUSELAGE STATION 65.33, WITH A FLAT SPOT ON THE CABLE, AND WEAR THROUGH 4 STRANDS. MM PN 172RMM08, CHAPTER 27-00-01 PAGE 201 STATES THAT FOR THIS ELEVATOR CABLE, THERE SHOULD BE NO MORE THAN 6 BROKEN STRANDS IN A 10 INCH CABLE LENGTH. THOUGH STILL WITHIN LIMITS, THE CABLE WAS REPLACED.

CA050209004

CESSNA

LYC  

 

SPAR

CRACKED

2/3/2005

172S

IO360L2A

 

053200198

HORIZONTAL STAB

(CAN) FOUND 2 SMALL CRACKS (0.200 INCH LONG) IN THE SPAR CENTER LIGHTNING HOLE FLANGE, ALSO, THE REINFORCEMENT HAS BEEN SLIGHTLY BENT AND A REPLACEMENT IS NECESSARY. SPAR IS THE SAME ONE USED ON THE EARLIER MODEL EXCEPT THAT MFG HAS INCLUDED THE REINFORCEMENT AT THE NEW PRODUCTION AND IT CAN BE BOUGHT SEPARATELY. IAW SEB 94-8, IT WAS POSSIBLE TO REPLACE THAT REINFORCEMENT WHEN THE CRACKS DID NOT EXCEED THE FLANGE RADIUS. UNFORTUNATELY, THAT REPAIR (FOR OUR AIRCRAFT) IS NOT COVERED BY THE SEB 94-8. JUST BLANK OUT THE CRACKS AND PROCEED WITH THE REPLACEMENT OF THE REINFORCEMENT.

2005FA0000551

CESSNA

LYC  

 

SPINNER

CRACKED

3/25/2005

172S

IO360LYC*

 

05503675

PROPELLER

1.25 INCH CRACK EMANATING FROM PROPELLER BLADE CUTOUT RUNNING PARALLEL WITH THE FORWARD BULKHEAD.

2005FA0000552

CESSNA

LYC  

 

SPINNER

CRACKED

3/25/2005

172S

IO360LYC*

 

05503675

PROPELLER

1 INCH CRACK EMANATING FROM PROPELLER CUTOUT PARALLEL WITH THE FWD BULKHEAD.

2005FA0000382

CESSNA

LYC  

 

SHIMMY DAMPENER

MISINSTALLED

1/20/2005

177RG

IO360A1B6

 

204301410

NLG 

DURING PRE-INSPECTION RUN UP/ TASK, STEERING WAS RESTRICTED TO RT. FOUND THAT WHOEVER HAD THE SHIMMY DAMPNER OFF LAST, REVERSED THE GIMBAL THAT ATTACHES IT TO THE ENGINE MOUNT. THERE SHOULD BE A WARNING PLACARD OR MODIFICATION THAT MAKES REVERSAL IMPOSSIBLE. (K)

2005FA0000261

CESSNA

LYC  

 

MECHANISM

FAILED

8/5/2004

177RG

IO360A1B6

 

 

NLG 

NOSE LANDING GEAR FAILED TO EXTEND DURING APPROACH 8/5/04. NOSE GEAR WAS CONFIRMED TO NOT BE EXTENDED BY COCKPIT INDICATION AND WING MOUNTED MIRROR. SEVERAL ATTEMPTS WERE MADE TO EXTEND NOSE GEAR, TO NO AVAIL. MANUAL NOSE GEAR EXTENSION WAS ALSO ATTEMPTED, EMERGENCY CK LIST, TO NO AVAIL. EMERGENCY DECLARED, AC LANDED NOSE GEAR UP. WHEN AC WAS LIFTED, NOSE GEAR DOORS FELL OPEN, NOSE GEAR WAS ABLE TO BE PUMPED DOWN. INSP, NO OBVIOUS CAUSAL FACTOR OF INCIDENT COULD BE DETERMINED. AC TO BE REPAIRED. (1ST OCCURRENCE. JULY, 2000 SAME AS ABOVE, NO SINGLE CAUSE IDENTIFIED. AC REPAIRED, FLOWN APPROX 700 HRS TIL THIS INCIDENT.) (NM05200400085) (K)

CA050316004

CESSNA

CONT

MCAULY

BLADE

CRACKED

3/14/2005

180H

O470R

 

S90AT2

PROPELLER

(CAN) PROPELLER, W/O T 64571, RECEIVED FOR 10 YEAR OVERHAUL. LAST OVERHAUL MAY 1996. NOW 667.9 HOUR SINCE OVERHAUL. FOUND BLADE S-90AT-2, SN B34101YS, CRACKED IN BLADE THREADS, FOUND WITH EDDY CURRENT.

2005FA0000191

CESSNA

LYC  

 

FLYWEIGHT

CRACKED

2/23/2005

182  

IO540V4A5

 

D20880

GOVERNOR

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

CA041019005

CESSNA

CONT

 

HUB  

CORRODED

10/19/2004

182P

O470R

 

D7292203

PROPELLER

(CAN) PROP RECEIVED FOR 10 YR. CALENDAR O/H. AFTER PAINT REMOVAL FROM HUB CORROSION WAS FOUND ON THE EXTERNAL SURFACES. THIS CORROSION CANNOT BE REMOVED WITHIN THE MANF.'S MINIMUM SPEC'S. THIS PROPELLERHAS EXCEDED THE MANF'S RECOMMENDED CALENDAR TBO BY 60 MONTHS.

2005FA0000369

CESSNA

CONT

 

CABLE

BURNED

1/20/2005

182Q

O470U

 

DPA13

FUSELAGE

DEFECT WAS FOUND AT ENGINE REMOVAL AND FIREWALL CLEANING. THE ELECTRICAL CABLE BETWEEN AUX POWER RELAY AND STARTER RELAY WAS FOUND TO HAVE BURN MARKS AND OBVIOUS DAMAGE TO INSULATION. ADJACENT TO THE DAMAGED PORTION OF THE CABLE WAS A SHEET METAL SCREW IN THE FIREWALL (INSTALLED WITH THE HEAD OF THE SCREW ON AFT SIDE OF FIREWALL). THE POINTED END OF THE SCREW HAD PIERCED THE INSULATION AND CAUSED SOME ARCING. NEW CABLE INSTALLED ON AIRCRAFT, SCREW REMOVED AND REINSTALLED IN REVERSE POSITION (HEAD OF SCREW ON FORWARD SIDE OF FIREWALL). THE SCREW THAT CAUSED THE DAMAGE IS USED TO ATTACH A PLASTIC SHIELD THAT PROTECTS THE INTERIOR FROM BEING CAUGHT IN THE ELEVATOR CABLE PULLEY THAT IS LOCATED ON AFT SIDE OF FIREWALL.

CA040913003

CESSNA

CONT

 

BLOCK

WORN

9/11/2004

182Q

O470U

 

07606331

AILERON CONTROL

(CAN) AILERON SYSTEM CONTROL TUBE ASSEMBLY FORWARD SHAFT P/N 1260141-6/10 WAS WORN 25-30% DUE TO A FAILED CORRODED SUPPORT BEARING P/N 0760633-1. SOME NEEDLES FROM THE BEARING ASSEMBLY WERE MISSING.

18HP

CESSNA

LYC  

 

CONTROL UNIT

DEFECTIVE

3/31/2005

182T

IO540*

 

S35944

FUEL SENDING

WHILE RUNNING UP AIRCRAFT AFTER MAINTENANCE, IT WAS NOTICED THAT THE FUEL QTY GAGES WERE JUMPING FROM FULL TO EMPTY AND THE LOW FUEL LIGHT WAS FLASHING. BOTH TANKS WERE FULL AT THE TIME. INSTALLED NEW SENDING UNITS IN BOTH WINGS AND IT SEEMED TO REMEDY THE PROBLEM.

CA040830009

CESSNA

CONT

 

SEAL

LEAKING

6/4/2004

207A

IO520F

 

 

PROPELLER HUB

(CAN) IN CRUISE, PRIOR TO DESCENT, AUDIBLE AND INDICATED. PROP SURGE AND RPM DECREASE OF APPROXIMATELY 200 RPM OCCURRED. PROP PITCH WAS ADJUSTED TO FULL FINE POSITION. NO RESPONSE TO BLADE CHANGE WAS NOTED. DURING DESCENT PRIOR TO APPROACH, PROP SLOWLY INCREASED PITCH APPROXIMATELY 100 RPM. APPROACH WAS CONTINUED AND LANDING WAS COMPLETED SUCCESSFULLY. MAINTENANCE INSPECTION REVEALED ENGINE OIL LEAKING FROM PROP GREASE FITTINGS. AN INTERNAL HUB SEAL LEAK WAS DETERMINED AND CONFIRMED BY PROP OVERHAUL FACILITY. PROP REMOVED.

CA041210003

CESSNA

CONT

 

PUSHROD

BROKEN

11/12/2004

207A

IO520F

 

538304

EXHAUST

(CAN) AIRCRAFT RETURNED TO XXXX AFTER THE PILOT NOTICED A VIBRATION AND LOSS OF POWER.UPON INSPECTION OF THE ENGINE, FOUND NR 1 CYCLINDER EXHAUST PUSH ROD WAS BROKEN. PUSH ROD, ROD HOUSING ASSEMBLY & LIFTER WERE REPLACED AND ENGINE RUN & LEAK CHECKED SERVICEABLE.

CA041108006

CESSNA

PWA  

CESSNA

MOUNT

LOOSE

8/7/2004

208  

PT6A114A

 

C145350

FLAP ACTUATOR

(CAN) MOUNTING STUD NUTS ON FLAP MOTOR BACKED OFF TO THE POINT WHERE THE DRIVE COUPLING DISENGAGED BETWEEN THE FLAP MOTOR AND THE ACTUATOR.

2005FA0000440

CESSNA

PWA  

 

ADC  

MALFUNCTIONED

10/28/2004

208B

PT6*

 

962830A1S8

COCKPIT

NR 2 ADC UNIT REPORTING 350 FEET ERROR. UNIT INSTALLED AS PART OF THE FLIGHT SYSTEMS, INC EFIS-SV SYSTEM UNDER STC NR SA02203AK. (AL05200500174) (K)

2005FA0000550

CESSNA

PWA  

 

RIB  

MISINSTALLED

3/25/2005

208B

PT6*

 

263202125

HORIZONTAL STAB

UPON INSPECTION OF HORIZONTAL STABILIZER, MECHANIC NOTED THAT ALL RIVETS SECURING FORWARD FLANGE OF RIB P/N 2632021-25 TO FORWARD SPAR WERE MISSING. HOLES WERE DRILLED THRU WITH BARE METAL SHOWING (NO PRIMER IN HOLES). ASSUMPTION IS THAT RIVETS WERE OMITTED AT FACTORY. THIS DISCREPANCY CAN ONLY BE VIEWED THRU ACCESS PANEL ON TOP, IB, RT SIDE OF HORIZONTAL STAB.

CA030918005

CESSNA

PWA  

 

ALTERNATOR

MISMANUFACTURED

9/17/2003

208B

PT6A114A

 

99105922

ENGINE

(CAN) WHILE ATTEMPTING TO REPLACE THE STAND-BY ALTERNATOR IT WAS DISCOVERED THAT THE ELECTRICAL CONNECTION WOULD NOT ENGAGE INTO THE SOCKET PROVIDED IN THE ALTERNATOR BECAUSE THE SOCKET WAS OVERFILLED WITH EPOXY RESIN. ATTEMPTS WERE MADE TO CLEAR THE EXCESS RESIN BUT IT WAS FEARED THAT DAMAGE TO THE ALTERNATOR WOULD RESULT. THE MFG HAS BEEN RECENTLY TAKEN OVER BY A NEW OWNER AND SINCE THIS TAKEOVER THIS IS THE SECOND TIME WE HAVE COME ACROSS THIS PROBLEM. THE UNIT WAS RETURNED TO THE VENDOR FOR REPLACEMENT.

CA050201002

CESSNA

PWA  

 

COLLAR

CRACKED

2/1/2005

208B

PT6A114A

 

265102215

ENGINE MOUNT

(CAN) DURING ROUTINE MAINTENANCE THE ENGINE MOUNT RING (HORSE COLLAR) WAS FOUND CRACKED AT 2 OF THE 4 CORNERS, INSIDE JOINT. DUE TO THIS BEING A KNOWN PROBLEM, AN ADDITIONAL TASK CARD TO CHECK FOR THIS CONDITION, INITIATED IN 1999, WAS ADDED TO OUR MAINTENANCE SCHEDULE EVERY 100 HOURS. AS A RESULT, WE HAVE DISCOVERED THE CONDITION ON 12 SEPARATE COLLARS. THE COLLAR WAS REPLACED AND THE AIRCRAFT REL EASED.

CA041103006

CESSNA

PWA  

 

FUEL CONTROL

FAILED

10/20/2004

208B

PT6A114A

 

312267804

ENGINE

(CAN) ON ENGINE START UP PRIOR TO DEPARTURE THE ENGINE NG STOPPED ACCELERATING AT 48 PERCENT AND THERE WAS NO RESPONSE TO POWER LEVER MOVEMENT. THE ENGINE RESPONDED TO THE SELECTION OF HIGH IDLE AND THEN IDLED AT THE CORRECT NG OF 52 PERCENT. POWER LEVER RESPONSE WAS THEN NORMAL. AFTER A SHORT TAXI IT WAS NOTICED THAT IDLE HAD DROPPED TO 48 PERCENT AGAIN AND THERE WAS NO RESPONSE TO POWER LEVER MOVEMENT. THE ENGINE WAS SHUTDOWN. MAINTENANCE COULD NOT REPRODUCE THE DEFECT DURING SEVERAL STARTS BUT THE FUEL CONTROL WAS REPLACED AS A PRECAUTION. DURING REMOVAL IT WAS NOTICED THAT BLUE DYE WAS IN EVIDENCE ON THE DRIVE. THE AIRCRAFT HAS FLOWN SEVERAL TIMES SINCE WITH NO PROBLEMS.

CA041019003

CESSNA

PWA  

 

MOUNT

CHAFED

10/7/2004

208B

PT6A114A

 

265102319

ENGINE

(CAN) AT ENGINE REPLACEMENT, THE CLAMP WAS FOUND TO BE LOOSE AROUND THE ENGINE MOUNT TUBING . THE CLAMP HAD CHAFFED INTO THE TUBE SIGNIFICANTLY. THE MOUNT WAS REMOVED AND SENT FOR REPAIR IAW THE SRM FOR THE C208B. THE CLAMP AND HARDWARE WAS REPLACED AND SECURED.

CA050120012

CESSNA

PWA  

 

ACTUATOR

WORN

1/18/2005

208B

PT6A114A

 

C1450046

TE FLAP

(CAN) FLAP ACTUATOR MAKING NOISE DURING FLAP OPERATION. PRIMARY FLAP MOTOR LOADING THROUGH PARTIAL TRAVEL OF FLAPS. SECONARDY FLAP SYSTEM WOULD NOT EXTEND OR RETRACED FLAPS BUT MOTOR STILL RUNNING. FLAP ACTUATOR/MOTOR ASSEMBLY REMOVED AND UPON INSPECTION FOUND DRIVE GEARS WORN AND SECONARDARY MOTOR DRIVE SHEARED. SUPECT WORN GEARS BINDING AND LOAD STRESS ON FLAP MOTORS. NEW FLAP MOTOR ASSEMBLY INSTALLED, TESTED SERVICABLE AND AIRCRAFT RETURNED TO SERVICE.

2005FA0000564

CESSNA

 

 

SKIN PANEL

CRACKED

3/24/2005

210L

 

 

 

SPEEDBRAKE

LT WING, IB AND AFT OF SPEEDBRAKE, INSTALLATION FORMED A CRACK AT THE WING T/E AND AT THE FORWARD STIFFENER ATTACHMENT POINT. WING SKIN EXPERIENCES BUFFETING IN AND OUT OF PLANE WITH SPEEDBRAKES DEPLOYED AS A RESULT OF TURBULENCE. THE WING PANEL SKIN IS LARGE AND OILCANS IN AND OUT OF PLANE GENERATING SIGNIFICANT TENSILE FORCE ON THE RIVETS AT THE PERIMETER OF THE PANEL. THE ADDED WING STIFFENER LIMITS THE OILCAN MOVEMENT AND STRESS. CRACK INITIATED AT FORWARD RIVET HOLE FOR ADDED STIFFENER.

2005FA0000169

CESSNA

CONT

 

LIFTER

SPALLED

10/25/2004

210N

IO520L

 

653877

ENGINE

DURING SCHEDULED OIL CHANGE, METAL WAS FOUND IN THE FILTER. FURTHER INVESTIGATION DISCOVERED THE TAPPETS STARTING TO FAIL. THIS CONDITION CAN BE A RESULT OF IMPROPER HEAT-TREATING. WITHOUT BEING FAMILIAR WITH MFG PROCESS, CAN NOT RECOMMEND A PLAN FOR PREVENTIVE ACTION. (K)

2005FA0000379

CESSNA

 

 

SPAR

CORRODED

9/28/2004

310R

 

 

08322502

STAB 

FOUND THE MAIN (REAR) STABILIZER SPAR WITH SEVERE CORROSION AT THE LOCATIONS WHERE THE BONDING SCREWS WERE ATTACHED. (K)

CA040830010

CESSNA

CONT

 

PUSHROD

BROKEN

8/12/2004

320A

TSIO470B

 

6524518

RT ENGINE

(CAN) PILOT PARKED THE AIRCRAFT BECAUSE OF OIL LEAKING AND RT ENGINE RUNNING ROUGH. THE RT ENGINE NR4 CYLINDER WAS FOUND TO HAVE A BROKEN INTAKE PUSHROD, BROKEN EXHAUST PUSHROD AND BROKEN PUSHROD TUBE THAT CAUSED OIL TO LEAK FROM ENGINE. IT WAS FOUND THAT BOTH PUSHROAD TUBES WERE SLIGHTLY DENTED CAUSING THE PUSHRODS TO RUB AND OVER TIME WEAKEN AND BREAK. WHEN THE PUSHRODS BROKE THEY PUNCHED HO LES INTO THE PUSHROD TUBES AND OIL LEAKED OUT OF THE ENGINE.THE ENGINES ARE INSTALLED VERY CLOSE TO BOTTOM COWLINGS, BOTTOM COWLINGS ARE NOTREMOVABLE MAKING IT VERY DIFFICULT TO WORK WITH HAND TOOLS.

2005FA0000314

CESSNA

CONT

MCAULY

HUB  

CRACKED

2/24/2005

336  

IO360A

D2AF34C61

D4885/C61

BLADE SOCKET

PROPELLER SENT FOR REPAIR OF RED DYE OIL LEAK. AT DISASSEMBLY HUB WAS FOUND CRACKED IN BLADE RETENTION SOCKET THREADS.

CA041020011

CESSNA

CONT

CESSNA

BOLT

MISSING

10/19/2004

337A

IO360C

 

AN36A

LT WHEEL

(CAN) WHILE TAXING TO PARK, THE LEFT WHEEL STARTED TO SMOKE AND THE AIRCRAFT STARTED TO SHAKE. AFTER APPLYING BRAKES EVERYTHING WENT BACK TO NORMAL. UPON INSPECTION THE TIRE HAD WORN ALMOST THROUGH AND ONE OF THE THREE WHEEL BOLTS WAS MISSING. AFTER THE WHEEL WEAS REMOVED IT WAS OBVIOUS WHERE PART OF THE MISSING BOLT HAD TEMPORARILY LODGED ITSELF TO CAUSE THE WHEEL TO LOCK UP. A NEW TIRE AND BOLT WAS INSTALLED AND AIRCRAFT WAS RETURNED TO SERVICE. IF THE BOLT HAD FALLEN OUT BECAUSE THE NUT WENT MISSING THERE WOULD HAVE BEEN DAMAGE TO THE WHEEL HALF, BUT THERE WAS NONE. THEREFORE, IT LOOKS LIKE THE BOLT BROKE. WE COULD NOT FIND THE BOLT.

CA041019004

CESSNA

CONT

 

HUB  

CORRODED

10/19/2004

337G

TSIO360G

 

D4190305

PROPELLER

(CAN) PROP RECEIVED FOR O/H. UPON INSPECTION CORROSION PITS WERE FOUND IN THE PROP MOUNTING FLANGE. THIS DAMAGE WAS TOO DEEP TO BE REMOVED WITHIN MANUFACTURERS SPECIFICATIONS. PROP HAS EXCEEDED THE MANUFCTURERS RECCOMENDED CALENDAR TBO BY 31 MONTHS.

CA041025001

CESSNA

CONT

CESSNA

BELLCRANK

UNSERVICEABLE

10/20/2004

401B

TSIO520EB

 

05411066

GEAR DOOR

(CAN) LANDING GEAR IDLER BELCRANK PN 0541106-6 ON NR 2 MAIN LANDING GEAR, GEAR DOOR CONTROL LOBE FOUND SEVERED RESULTING IN GEAR DOOR HANGING DOWN. UPON INSPECTION OF RT LANDING GEAR SYSTEM FOUND A CRACKED WELD ON THE NR 2 TORQUE TUBE ASSEMBLY RESULTING FROM BINDING CONTROL ROD THAT WAS PREVIOUSLY ATTACHED PN 504510-18 AT THE GEAR DOOR CONTROL LOBE

2005FA0000563

CESSNA

 

 

TORQUE TUBE

CRACKED

3/18/2005

414  

 

 

504501025

MLG 

LANDING GEAR TORQUE TUBE IS CRACKED.

CA041222004

CESSNA

CONT

 

CRANKCASE

CRACKED

12/14/2004

414  

TSIO520N

 

643207

ENGINE

(CAN) THE NR 4 CYLINDER HAD LOW COMPRESSION AND WAS REMOVED FOR REPAIR. WHILE THE CYLINDER WAS REMOVED, A CRACK WAS FOUND AROUND THE 4 O'CLOCK POSITION CYLINDER ATTACH STUD. THE CRACK WAS ABOUT 1.5 INCHES LONG RADIATING INWARD. THE ENGINE WAS REMOVED FORREPAIR.

2005FA0000353

CESSNA

CONT

 

MAGNETO

FAILED

2/24/2005

414A

TSIO520NB

 

6320 

ENGINE

RT MAGNETO, PN 6320, SN 02091774 FAILED AFTER 58.0 HOURS TOTAL TIME IN SERVICE. INVESTIAGATION FOUND BROKEN CONTACT ASSY. VISUAL INSPECTION OF BOTH RT AND LT CONTACT ASSY IF SN IS WITHIN 100 OF FAILED PART. NOTE: LT MAGNETO SAME ENGINE PN 6320, SN 02091734 FAILED AT 54.0 HRS TT IN SERVICE. SAME PROBLEM. (GL11200508228)

2005FA0000354

CESSNA

CONT

 

MAGNETO

FAILED

2/24/2005

414A

TSIO520NB

 

6320 

LEFT 

LT MAGNETO, PN 6320, SN 02091734 FAILED AFTER 54 HOURS TT IN SERVICE. INVESTIGARTION FOUND BROKEN CONTACT ASSY. VISUAL INSPECTION OF BOTH LT AND RT CONTACT ASSY IF SN IS WITHIN 100 HOUR OF FAILED PART. NOTE; RT MAGNETO SAME ENGINE, PN 6320, SN 02091744 FAILED AT 58.0 HOURS TT IN SERVICE. FROM SAME PROBLEM. (GL11200508227) (K)

2005FA0000554