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

351

bald eagle watching over three eggs

OCTOBER

2007

 


CONTENTS

AIRPLANES

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

BOEING...................................................................................................................................... 3

CESSNA...................................................................................................................................... 5

DASSAULT................................................................................................................................. 7

POWERPLANTS

LYCOMING................................................................................................................................ 9

AIR NOTES

INTERNET SERVICE DIFFICULTY REPORTING (iSDR) WEB SITE................................... 10

IF YOU WANT TO CONTACT US......................................................................................... 11

AVIATION SERVICE DIFFICULTY REPORTS...................................................................... 11

 


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 Malfunction or Defect Report (M or D) or a Service Difficulty Report (SDR). Your comments and suggestions for improvement are always welcome. Send to: FAA; ATTN: Aviation Data Systems Branch (AFS-620); P.O. Box 25082; Oklahoma City, OK 73125-5029.

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

 

AIRPLANES

BEECH

Beech: A36; Loose Rudder Pedals; ATA 2720

A repair station technician writes, “Upon investigating a loose rudder pedal (discrepancy), the (controls) were disassembled. (We found) that the shaft had been double-drilled with the holes overlapping. This aircraft was certificated in January of 2002; it now has 1,015.4 hours time in service.” (Pilot’s rudder pedal assembly:  P/N 002-524040; left rudder pedal shaft: P/N 002-524016-5).

Closeup of double holes in rudder pedal shaft.

Part Total Time:  1,015.4 hours.

 


Beech: G18; Wing Spar Corrosion; ATA 5711

An unknown submitter states, “This defect (describes) severe corrosion in the L/H spar tube at wing station 90. The probable cause is exposure to moisture over an extended period of time. My recommendation to prevent recurrence would be to seal and fill (the spar tubes) with linseed oil. A further recommendation would be to (perform) visual and dye penetrant inspections of this area at 25 hour intervals up to the first 100 hours. If no fatigue cracks are noted, extend the inspections to every 100 hours—or each year—whichever occurs first.”

X-ray views of spar tube showing corrosion and cracks.

X-ray view of spar tube showing corrosion and cracks.


X-ray view of spar tube showing corrosion and cracks.

(No part numbers were provided with this report. Uninitiated readers should not interpret the technician’s use of the words “...fill the spar...” literally. He means “to add a liberal quantity.” Reference the practice in steel tubing structures.)

Part Total Time:  6,600.0 hours.

 

BOEING

Boeing:  B737-7Q8; Overheated Light Ballast; ATA 3320

This “one-liner” from a repair station technician doesn’t describe very much: “The passenger cabin light ballast overheated, burning the insulation blanket at bulkhead station 328.” Of course, the following photographs say a great deal! (Light ballast P/N: S283U008-16. See SDR control number DL764020075 for a similar event on a 767 using the same part number.)


View of the interior cabin ceiling structure showing burn damage.

View of the interior cabin ceiling structure showing burn damage.

Part Total Time:  21,590.53 hours (specifically, aircraft total time).

 


CESSNA

Cessna:  172; Primer Line Fuel Leak; ATA 2820

Fuel was noted spraying from the number three cylinder when fuel priming prior to engine start. A mechanic describes finding the primer line (P/N LW12098-1-116) cracked at the welded tip where it attaches to the cylinder. “This is a ball-type end on this line. I suggest more security (for these) primer lines at more places to minimize vibrations.” (Good advice, Lucas! Any such fuel leaks in the engine compartment represent a horrible safety scenario. Next time please throw in some part times so others can develop a “relative expectancy” for their own units. Thanks—Ed.)

Part Total Time:  (unknown).

 

Cessna:  172, 180, 182,185, 188; Elev. Torque Tube Corrosion; ATA 2730

(Specific applications are: all 172’s, 180/182’s through 1961, and all 185/188’s. This safety article is published as received from the Wichita Aircraft Certification Office. Contact information follows the discussion.)

The Australian Civil Airworthiness Safety Authority (CASA) has issued an airworthiness bulletin (AWB 53-006) recommending inspections for corrosion damage on the elevator torque tubes (P/N 0532001-31) in Cessna model 172 airplanes. This part has been installed on Cessna model 172’s since it was introduced in 1956, and it continues to be installed on new Cessna model 172 production airplanes. The part is an aluminum tube exposed to wheel spray during landings, or spray from floats during water landings. The tube is oriented horizontally, so it tends to retain water. Exposure to moisture (particularly in coastal regions) over many years leads to corrosion damage.

CASA reports similar problems with the P/N 0734110-7 torque tubes used on the Cessna model 188 airplanes. This part is also used on the Cessna model 180’s, the early model 182’s (through 1961), and the model 185 airplanes.

Two SDRs in 1992 and 1994, were found in the FAA data base on P/N 0532001-31 where corrosion was an issue. One submitter suspected the corrosion was due to coastal weather conditions.

No SDRs were found for P/N 07341100-7 where corrosion was an issue. However, two SDRs for the same airplane (one SDR for each side) were found for a Cessna model 170 in 1995 where the torque tubes were found rusted and pitted. The new parts had to be locally fabricated from a drawing. The submitter recommended the tubes be inspected on the airplane. The P/Ns were identified as 0334106 and 0334206.

Picture of the elevator torque-tube and accumulated corrosion.

 


(For further information contact Aerospace Engineer Mr. Gary Park, Aircraft Certification Office, 1801 Airport Rd., Room 100, Mid-Continent Airport, Wichita, KS. 67209; 316-946-4123.)

Part Total Time:  (as indicated).

 

Cessna:  310Q; Cracked Rudder Torque Tube; ATA 2720

A mechanic writes, “The rudder torque tube (P/N 0813013-16) ripped at the rudder cable bracket. Inspect the area next to the weld.”

View of the rudder torque-tube cracks.

View of the rudder torque-tube cracks.

Part Total Time:  (unknown).

 


Cessna:  402C; Leaking Hydraulic Reservoir Sight-Glass; ATA 2916

An FAA Aviation Safety Inspector provided this report. “The hydraulic reservoir sight-glass (on this aircraft) is a 4 inch piece of tubing located on the firewall in the nose cargo bay. It is protected by a piece of Plexiglas. The operator said the Plexiglas was not damaged, so he thinks the 4 inch tube became brittle over the years. He (has now decided) to include a replacement of the hydraulic (sight-glass) hose (P/N 5117007-12) with the aircraft’s 1000 hour inspection. The leaking hydraulic fluid went down through the nose gear tunnel, contacting the Janitrol heater and causing smoke in the cockpit.”

(The SDRs data base records 12 similar reports—all on the same part number, all on 400 series aircraft.)

Part Total Time:  (unknown).

 

Cessna:  560XLS; Broken Nose Gear Quick-Release Pin; ATA 3222

A submitter states, “The nose landing gear torque links are connected by a quick-release pin (P/N 6642628-5). This pin fell apart while taxiing on the active taxi-way, disconnecting the nose wheel steering. The aircraft was towed from the taxi-way. No damage was noted (to the aircraft).”

Part Total Time:  906.0 hours.

 

DASSAULT

Dassault:  20-F5; Deteriorated APU Duct Seal; ATA 4980

A repair station technician says, “A deteriorated APU (auxiliary power unit) exhaust duct seal (P/N MY20240035005A3) between the duct flange and the aircraft skin allowed hot exhaust gasses to enter the tail cone area, resulting in heavy soot build-up and heat damage to wire bundles and electrical connectors and structural components adjacent to the APU exhaust opening. Ultrasound inspection revealed heat damage to the aircraft skin above the exhaust opening, the APU exhaust opening doubler, and stringers adjacent to the opening. Periodic inspection of the APU installation—including this seal—is required at every ‘A’ check per the Mystere Falcon 20-F5 Maintenance Manual: chapter 5, section 49-002.”

Four views of the auziliary power unit's exhaust assembly and damage. The APU duct and its deteriorated seal.


Inside the empennage, looking out through the exhaust opening.

The empennage doubler (removed).


Sample of the interior empennage heat damage.

(The listed APU name is Sahpir; model 42, manufactured by Microturbo. Not shown here are another half-dozen pictures similar to the above—an excellent documentation effort!)

Part Total Time:  1,673.8 hours.

 

POWERPLANTS

LYCOMING

Lycoming: IO360; Cracked Turbo Support Struts; ATA 8120

(This discrepancy combines two reports from the same mechanic on the same day. Evidently, he has opened two crates containing left and right replacement engines for a Partenavia aircraft.)

“Upon removing the engine from the shipping crate, I found the (new) turbo-support strut cracked (P/N LW18607). These brackets crack all the time on this airplane... (this is a) very poor design!”

(If these parts are “cracking all the time,” why are your two reports the only ones in the SDRs data base for this part number? I know the paper work is a pain—but the more you report, the greater the attention that can be brought to bear. Please include some photos next time—cracked parts still in a box would have great impact!—Ed.)

Part(s) Total Time:  00.0 hours.

 


AIR NOTES

INTERNET SERVICE DIFFICULTY REPORTING (iSDR) WEB SITE

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

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

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

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

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

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

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

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


The SDRS and iSDR web site point of contact is:

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

 

IF YOU WANT TO CONTACT US

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

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

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

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

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

 

AVIATION SERVICE DIFFICULTY REPORTS

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

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

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

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


Federal Aviation Administration

Service Difficulty Report Data

 

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

Control Number

Aircraft Make

Engine Make

Component Make

Part Name

Part Condition

Difficulty Date

Aircraft Model

Engine Model

Component Model

Part Number

Part Location

CA070815002

 

 

HARTZL

SEAL

MISSING

8/13/2007

 

 

HCB3TN3

B1843

PROPELLER

(CAN) PROPELLER WAS RECEIVED BY SHOP BECAUSE OF GREASE LEAKAGE AROUND BLADE CLAMPS. UPON DISASSEMBLY TO PERFORM REPAIRS IT WAS NOTICED THAT THE DUST SEAL WAS MISSING FROM THE PROPELLER PISTON ASSEMBLY. SINCE THIS ITEM CAN`T PHYSICALLY FALL OUT IT IS ASSUMED THAT IT WAS INADVERTENTLY LEFT OUT AT A PREVIOUS REPAIR. (TC NR 20070815002)

2007FA0000757

 

 

 

LIFE RAFT

PARTIAL INFLATE

10/16/2006

 

 

 

46FASA2311323

 

LIFE RAFT PARTIALLY INADVERTENTLY INFLATED IN CUSTOMERS AC CABIN AREA (UNDER SEAT CUSHION) WHICH COULD HAVE POSSIBLY CAUSED SEVERE DAMAGE TO THE AIRCRAFT, INJURY TO PERSONS OR LOSS OF AIRCRAFT CONTROL HAD LIFE RAFT COMPLETELY INFLATED IN-FLIGHT. THE LIFE RAFT WAS REMOVED FROM THE AIRCRAFT CABIN BY THE OPERATOR BEFORE IT HAD COMPLETELY INFLATED MINIMIZING THE POSSIBILITY OF SEVERE DAMAGE. IT WAS DETERMINED THAT THE INFLATION CYLINDER HEAD WAS LEAKING AT THE POINT WHERE IT ATTACHES TO THE INFLATION CYLINDER. THIS LIFE RAFT WAS NOT COVERED UNDER THE MFG SIL (SIL001STS) DATED 11/21/2005. (K)

2007FA0000809

 

 

 

TAIL WHEEL

WORN

9/12/2007

 

 

 

13022101

 

TAILWHEEL SPRING P/N 13022.101 SHOWED EVIDENCE OF LOOSENESS AND ELONGATION OF THE FORWARD ATTACH POINT HOLE. THE ATTACH BOLT P/N AN5-22A EXHIBITED SIGNS OF FRETTING WEAR CONTRIBUTING TO THE TAILWHEEL LOOSENESS. IT WOULD APPEAR THAT THIS CONDITION COULD INDUCE A SIGNIFICANT SIDE LOAD ON THE TAILWHEEL SPRING AFT ATTACHMENT CLAMP AND HARDWARE. THIS CONDITION WOULD BE DIFFICULT TO DETECT WITH THE WEIGHT OF THE AIRCRAFT ON THE TAILWHEEL. IT IS RECOMMENDED THAT THE CONDITION INSPECTION INCLUDE SUPPORTING THE FUSELAGE FORWARD OF THE TAILWHEEL SPRING FORWARD ATTACHMENT POINT AND CHECKING THE TAILWHEEL ASSEMBLY FOR SECURITY AND TIGHTNESS.

STS001

 

 

 

LIFE RAFT

ACTIVE

9/14/2007

 

 

 

1116FAUL33011

 

LIFE RAFT (APPLIANCE, CAT II) SERVICED 10/19/2005 (SMER451X) THE 406 MHZ ELT NOT TIED TO BOARDING LADDER IAW MANUAL. ELT WOULD NOT HAVE SELF-DEPLOYED TO ALERT SAR, AS REQUIRED BY CMM 25-60-101, REVISION E

2007FA0000802

 

 

 

TUBE

DEFECTIVE

9/10/2007

 

 

 

6006 

TIRE 

6.00 X 6 TIRE TUBES WILL NOT FIT IN 6.00 X 6 WHEEL. STEM APPEARS TO NOT BE IN CENTER AND SIZE OF TUBE IS SMALLER THAN NORMAL. (2) TUBES FOUND TO BE IN THIS CONDITION. WHEN WE ATTEMPTED TO RETURN THE TUBES TO OUR VENDOR, WOULD NOT ACCEPT A RETURN AND THAT THE TUBES WERE NOT DEFECTIVE.

2007FA0000789

 

CONT

 

CRANKSHAFT

DESTROYED

8/9/2007

 

C8512

 

530196A1

ENGINE

DURING LEVEL FLIGHT THIS AIRCRAFT SUSTAINED LOSS OF PROPELLER. AIRCRAFT LANDED ON A COUNTY HIGHWAY SATISFACTORILY WITH NO DAMAGE OR INJURIES. INVESTIGATION REVEALED THE ENGINE CRANKSHAFT FAILED IMMEDIATELY AFT OF THE PROPELLER ATTACH POINT (THIS CRANKSHAFT HAS A TAPERED SHAFT, NOT A FLANGE). THE PROPELLER WAS LOCATED AT A LATER TIME BY A HIKER IN A STATE PARK. INSPECTION OF THE ENGINE AND PROPELLER INDICATES THE PROBABILITY THAT THE ENGINE HAD SUSTAINED SUDDEN STOPPAGE AT A PRIOR TIME. THIS MAY HAVE RESULTED IN A MINUTE CRACK/FRACTURE THAT EVENTUALLY PROPAGATED INTO THE TOTAL FAILURE OF THIS CRANKSHAFT. SINCE THERE WAS NO DAMAGE TO THE AIRCRAFT OR OCCUPANTS, THIS SITUATION HAD BEEN DETERMINED TO BE AN INCIDENT. COORDINATION WITH THE NTSB WAS CONDUCTED AND THE FAILED CRANKSHAFT WILL BE EXAMINED BY THEIR METALLURGICAL LAB TO PROVIDE MORE SPECIFIC INFORMATION AS TO THE SOURCE OF THE FAILURE. (K)

2007FA0000781

 

CONT

 

CRANKSHAFT

FAILED

8/10/2007

 

GTSIO520L

 

 

ENGINE

CRANKSHAFT FAILED NDI SB MSB96-10. (K)

CA070822004

 

PWA  

 

CASE

CORRODED

8/22/2007

 

PT6A67D

 

311294501

RGB 

(CAN) THIS PART WAS DECLARED UNSERVICEABLE DURING A TENTATIVE REPAIR AT MFG, HOWEVER, IT WAS REINSTALLED INTO THE ENGINE BY MISTAKE AND DELIVERED TO THE CUSTOMER. THE PART WAS CORRODED ON THE EXTERNAL WALL AND FURTHER PROGRESSION OF THIS DAMAGE COULD HAVE RESULTED IN A SUBSTANTIAL OIL LEAK FROM THE REDUCTION GEARBOX. MFG DISCOVERED ITS MISTAKE PRIOR ENGINE USE AND THE ENGINE WAS IMMEDIATELY RECALLED FOR PART REPLACEMENT. MFG IS CURRENTLY EXAMINING THE MAINTENANCE RECORDS OF SPECIFIC ENGINES TO MAKE SURE THAT A SIMILAR MISTAKE DID NOT HAPPEN ELSEWHERE. (TC NR 20070822004)

CA070814005

 

WRIGHT

 

CLAMP

BROKEN

8/12/2007

 

982C9HE2

 

89P11985

EXHAUST PIPE

(CAN) AIRCRAFT WAS ENROUTE TO A FIRE, DURING CRUISE, THE NR 2 ENGINE FIRE WARNING SYSTEM ACTIVATED. THE ENGINE POWER WAS REDUCED AND THE FIRE WARNING WENT OUT. WHEN POWER WAS RE-APPLIED THE FIRE WARNING CAME ON AGAIN. THE RETARDANT LOAD WAS JETTISONED AND THE AIRCRAFT RETURNED TO BASE. UPON INVESTIGATION BY MAINTENANCE CREW, AN EXHAUST CLAMP HAD BROKEN, ALLOWING THE EXHAUST STACK TO SEPARATE FROM THE CYLINDER CAUSING A FALSE FIRE WARNING INDICATION. A SECOND EXHAUST CLAMP WAS FOUND BROKEN ON THE NR 1 ENGINE WHICH HAD ALSO CAUSED A FIRE WARNING. ALL REMAINING AIRCRAFT IN THE FLEET WILL BE INSPECTED FOR EXHAUST CLAMP CONDITION. (TC NR 20070814005)

2007FA0000727

AIRTRC

PWA  

HAMSTD

BLADE

BROKEN

6/20/2007

AT301

R1340AN1

 

6533A12

PROPELLER

(9 INCHES) OF PROP BLADE BROKE OFF IN FLIGHT. THE SEVERE VIBRATION CAUSED PILOT TO LAND IN MUDDY FIELD. AIRCRAFT WAS TOTALED. (K)

2007FA0000756

AMD  

GARRTT

 

LIFE RAFT

PARTIAL INFLATE

11/12/2006

FALCON

TFE73160

 

46FASA0303603

 

THE LIFE RAFT VACUUM BAG INFLATED DUE TO CYLINDER LEAKAGE BETWEEN THE CYLINDER HEAD AND LIFE RAFT CYLINDER. THE AC WAS CRUISING AT 40,000 FT WHEN THE PILOT HEAR A LOUD POP. UPON INVESTIGATION, THE PILOT HAD DISCOVERED THE LIFE RAFT HAD AN UNCOMMANDED INFLATION. THE BANDS AROUND THE LIFE RAFT CONTAINER HELD THE LIFE RAFT TOGETHER AND IT WAS LATER REMOVED FROM UNDER THE COUCH.

2007FA0000798

AMTR

LYC  

 

FLOAT

SATURATED

6/3/2007

COZYIII

O290

 

30804

CARBURETOR

ENGINE FAILED ON SHORT. FINAL DUE TO CARB: FLOODING FLOAT IN CARB, HALF FULL OF GAS. (K)

2007FA0000784

AMTR

LYC  

PRECISION

FLOAT

FAILED

7/8/2007

RV9A

O320D2A

 

30804

CARBURETOR

THE ENGINE DIED ON FINAL TO AIRPORT, PUMPED THE THROTTLE, AND THE ENGINE STARTED RUNNING AGAIN, RETARDED THROTTLE, AND THE ENGINE DIED AGAIN. LANDED WITHOUT INCIDENT. COULD NOT GET THE ENGINE TO RESTART ON THE GROUND. ENGINE WAS STARTED THE NEXT DAY, THE FUEL FLOW WAS SHOWING 11 TO 12 GPH AT IDLE. REMOVED THE CARBURETOR AND ONE PONTOON OF THE PLASTIC FLOAT WAS 90 PERCENT FULL OF FUEL. (K)

2007FA0000768

AMTR

ROTAX

 

CAP  

OUT OF ADJUST

8/4/2007

SKYRAIDER

ROTAX447

 

 

FUEL TANK

AT CONCLUSION OF 2 HOUR FLIGHT, APPROXIMATELY 2 MILES FROM DESTINATION AIRPORT, PILOT REPORTED AN UNCOMMANDED SIGNIFICANT POWER REDUCTION. A PRECAUTIONARY LANDING WAS EXECUTED ON A COUNTY ROAD. SUBSEQUENT INVESTIGATION FOUND 1.5 GALLON FUEL IN RT TANK, NONE IN LT TANK. EVIDENCE OF FUEL SIPHONING FROM RT FUEL CAP. PILOT STATED WHEN LT FUEL CAP WAS REMOVED, HISSING NOISE WAS HEARD. PROBABLE THAT COMBINATION OF SIPHONING RT TANK/CAP AND NO VENTING OF LT TANK/CAP CAUSED A FUEL IMBALANCE AND INTERRUPTION OF FUEL FLOW TO HEADER TANK/ENGINE, RESULTING REDUCTION OF ENGINE OPERATION. RECOMMEND ANY EXPERIMENTAL AIRCRAFT USING FUEL CAPS WITH THREADED CENTER STEM/(O) RING ASSEMBLY FOR VENTING BE MODIFIED TO INCLUDE AN ADDITIONAL VENT TUBE.

2007FA0000770

BBAVIA

 

 

SPAR

BROKEN

9/5/2007

7GCBA

 

 

 

RT WING

RT WING MAIN SPAR FOUND FRACTURED IB OF STRUT ATTACH. CURRENT AD INADEQUATE TO PREVENT FURTHER FAILURES. THIS AIRCRAFT HAS LESS THAN 14 HR SINCE LAST ANNUAL INSPECTION..

2007FA0000769

BBAVIA

LYC  

 

SPAR

FRACTURED

9/5/2007

7GCBA

O320*

 

 

RT WING

RT WING MAIN SPAR FOUND FRACTURED IB OF STRUT ATTACH. CURRENT AD INADEQUATE TO PREVENT FURTHER FAILURES. THIS AIRCRAFT HAS LESS THAN 14 HR SINCE LAST ANNUAL INSPECTION..

CA070725001

BEECH

PWA  

 

ACTUATOR

NOISY

7/12/2007

100BEECH

PT6A28

 

995240257

TE FLAP

(CAN) UPON LANDING AN ATTEMPT TO RETRACT THE FLAPS FROM APPROACH TO ZERO RESULTED IN THE MOVEMENT OF THE RT IB FLAP ONLY. THE REMAINING (3) FLAPS DID NOT MOVE. A FLIGHT PERMIT WAS GRANTED AND THE A/C WAS FLOWN WITH THE FLAPS LOCKED IN THE ZERO POSITION. THE GEARBOX OPERATION WAS NOISY AND WAS REPLACED. THE SYSTEM WAS RIGGED AND OPERATIONALLY CHECKED IAW MFG INSTRUCTIONS. NO OTHER PROBLEMS WERE NOTED. (TC NR 20070725001)

CA070808003

BEECH

PWA  

 

WINDSCREEN

CRACKED

8/7/2007

1900D

PT6A67D

 

10138402523

COCKPIT

(CAN) ON CLIMBOUT, PILOTS WINDSCREEN SHATTERED/CRACKED. DEVIATED TO ANOTHER AND DEPLANED PASSENGERS. THE PILOTS INSPECTED THE WINDSCREENS AND DECIDED, BASED ON INFORMATION PROVIDED BY MAINTENANCE, OUT OF MM CHAPTER 5, THAT IT WOULD BE ACCEPTABLE TO FERRY FOR WINDSCREEN REPLACEMENT. MAINTENANCE PERSONNEL DETERMINED THAT THE COPILOTS WINDSCREEN WAS DELAMINATED AND HAD SMALL CRACKS IN THE LOWER INSIDE CORNER. IT HAS BEEN CONCLUDED THAT AT SOME POINT IN TIME THE WINDSCREEN HEAT HAD BEEN LT ON AND HAD DELAMINATED THE RT WINDSCREEN, IT WAS UNDETERMINED WHAT HAD OCCURRED TO THE LT WINDSCREEN TO CAUSE IT TO SHATTER. (TC NR 20070808003)

CA070803016

BEECH

PWA  

 

COMPRESSOR

SEIZED

6/26/2007

1900D

PT6A67D

 

 

ENGINE

(CAN) ON APPROACH, THE ENGINE EMITTED A LOUD NOISE ACCOMPANIED BY A LOSS OF OIL PRESSURE AND AN INCREASE IN INTER-TURBINE TEMPERATURE. THE ENGINE WAS SHUTDOWN IN FLIGHT. SUBSEQUENT INSPECTION REVEALED COMPRESSOR SEIZURE AND INTERNAL OIL LEAKAGE. MFG WILL INVESTIGATE THE EVENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED. (TC NR 20070803016)

CA070802001

BEECH

PWA  

 

FRAME

CRACKED

2/14/2007

200BEECH

PT642A

 

11543008435

FUSELAGE

(CAN) ON INSPECTION WE NOTICED THE FRAME WAS CRACKED ON THE LT AND THE RT SIDE. A NEW FRAME WAS INSTALLED. (TC NR 20070802001)

CA070802002

BEECH

PWA  

 

CABLE

FRAYED

2/13/2007

200BEECH

PT642A

 

504300431397

DOOR STEP

(CAN) ON INSPECTION IT WAS NOTICED THAT THE UPPER AND THE LOWER CABLES WERE FRAYED. THEY WERE REPLACED AND ADJUSTED. (TC NR 20070802002)

CA070802004

BEECH

PWA  

 

FUEL TANK

CRACKED

7/23/2007

200BEECH

PT642A

 

1019200931

PURGE TANK

(CAN) IT WAS NOTICED THAT ON SHUTDOWN THE LT ENGINE SMOKED. NOTICE THAT THE COLLECTOR TANK WAS CRACKED ALONG THE WELD. (TC NR 20070802004)

CA070814007

BEECH

PWA  

 

EXHAUST DUCT

CRACKED

8/13/2007

200BEECH

PT6A41

 

3022406

ENGINE

(CAN) DURING ROUTINE MAINTENANCE ON THE ENGINE, AN INSPECTION OF THE POWER TURBINE BLADES INDICATED LARGE CRACKS AND MISSING SECTIONS OF THE EXHAUST DUCT. THIS ENGINE WAS INSTALLED ON APRIL 02, 2007 AFTER OVERHAUL. THE CAUSE OF THE CRACKS ARE UNDER INVESTIGATION. (TC NR 20070814007)

CA070813004

BEECH

PWA  

 

DISPLAY

LOOSE

6/15/2007

300BEECH

PT6A60A

 

6227876011

COCKPIT

(CAN) DURING TAKEOFF ROTATION THE MFD SLID OUT OF ITS RACK. THE DISPLAY WAS LIMITED IN MOVEMENT AFT BY THE F/O. THE UNIT WAS PUSHED BACK INTO PLACE AND THE FLIGHT CONTINUED WITHOUT FURTHER INCIDENT. THE MFD HAD RECENTLY BEEN REPLACED. UPON INVESTIGATION THE LOCKING CLIPS THAT RETAIN THE MFD WERE FOUND IN THE LATCHED POSITION, HOWEVER, THEY HAD FAILED TO ENGAGE THE RACK. THE MFD IS FLUSH ROUTED. THAT IS TO SAY ONCE INSTALLED THERE IS LITTLE TO NO EDGE UPON WHICH TO PULL THE UNIT IN ORDER TO CHECK ITS SECURITY. NORMAL OPERATION OF THE LOCKING FEATURE IS FOR THE LOCKING TAB TO ROTATE DUE TO THREAD FRICTION IN A CLOCKWISE MOTION AS THE LOCKING SCREW IS TURNED. WHEN THIS LOCK FAILS, IT IS NORMALLY DUE TO MISALIGNMENT OF THE LOCKING TAB WITH ITS MATING SLOT IN THE RACK. AS THE LOCKING SCREW IS TURNED IT ROTATES 45 DEGREES BUT HITS THE RACK BEFORE PROPERLY ENGAGING. AS THE SCREW TIGHTENS THE LOCKING TAB DRAWS UP AGAINST THE RADIO (MFD) GIVING THE IMPRESSION IT IS PROPERLY SECURE. (TC NR 20070813004)

CA070815003

BEECH

PWA  

 

ENGINE

DAMAGED

8/9/2007

99  

PT6A28

 

 

 

(CAN) DURING TAKEOFF ROLL, (JUST PRIOR TO VR) A LOUD POP WAS HEARD. THE AC CONTINUED WITH THE TAKEOFF AND ONCE AIRBORNE THE CREW DIVERTED BACK TO DEPARTURE AIRPORT FOR LANDING. AS THEY WERE COMING AROUND, THE PROP RPM, TORQUE, AND FUEL FLOW ON THE RT ENGINE BEGAN TO FLUCTUATE BUT REMAINED WITHIN LIMITS. POWER WAS REDUCED AND AN UNEVENTFUL LANDING CARRIED OUT. FLIGHT CREW CONTACTED MAINTENANCE AND WERE INSTRUCTED TO CARRY OUT A GROUND RUN. THE ENGINES WERE RUN UP AND ALL PARAMETERS WERE WITHIN LIMITS, WHEN POWER WAS ADVANCED BEYOND 85 PERCENT NG ON THE RT ENGINE, TORQUE AND FUEL FLOW BEGAN TO FLUCTUATE. AS THIS SEEMED TO INDICATE IT WAS A FUEL SCHEDULING PROBLEM, IT WAS DECIDED, IN CONSULTATION BETWEEN THE FLIGHT CREW, CHIEF PILOT, AND MAINTENANCE, THAT IT WAS SAFE TO FLY THE AIRCRAFT HOME EMPTY. DURING THE RETURN FLIGHT, THE TORQUE BEGAN TO SLOWLY DROP-OFF; THE ENGINE POWER SETTING WAS LEFT AT 85 PERCENT NG (IT WAS RUNNING SMOOTHLY AT THAT SETTING NO FLUCTUATIONS OR VIBRATIONS NOTED). THE AIRCRAFT MADE AN UNEVENTFUL LANDING AND TAXIED TO COMPANY RAMP. AS MAINTENANCE APPROACHED THE AIRCRAFT TO TALK TO THE CREW, IT WAS NOTED THAT THE IB EXHAUST DUCT WAS SEVERELY DAMAGED. THE COWLS AND EXHAUST DUCTS WERE REMOVED FOR FURTHER INSPECTION AND IT WAS THEN DISCOVERED THAT THE SKI JUMP WAS DESTROYED, THE POWER TURBINE SEVERELY DAMAGED, AND POWER SECTION CASE EXHAUST AREA HAD IMPACT DAMAGE. THE ENGINE WAS THEN SPLIT FOR FURTHER INSPECTION, UPON INSPECTION IT WAS NOTED THAT THE T5 HARNESS WAS DAMAGED, ALL FUEL NOZZLE SHROUDS AND ASSOCIATED BORES IN BURNER CAN WERE DAMAGED (VIBRATION). THE BURNER CAN HAD TO BE PHYSICALLY FORCED OUT OF THE ENGINE (WERE NOT SURE IF IT WAS GOING TO COME OUT AT ALL). THE ENGINE WAS RE-ASSEMBLED AND SHIPPED TO MFG FOR TEARDOWN AND INVESTIGATION INTO CAUSE. WILL FWD THE RESULTS OF INVESTIGATION WHEN WE RECEIVE THEM. (TC NR 20070815003)

UE5R04

BEECH

PWA  

 

BLADES

CRACKED

9/11/2007

99  

PT6A28

 

T102401100

TURBINE SECTION

DURING STRETCH CHECK OF TURBINE BLADES P/N T102401-100, FLUORESCENT PENETRANT INSPECTION WAS PERFORMED. THIS INSPECT REVEALED SEVERAL BLADES WITH CRACKS ALONG TRAILING EDGE. THESE CRACKS IN THE DIRECTION OF THE CHORD OF THE BLADE.

2007FA0000785

BEECH

PWA  

 

SENSOR

FAULTY

8/7/2007

A200

PT6A41

 

61423473275

FIRE DETECTION

AT APPROXIMATELY 1635 LOCAL, IN CLOUDY CONDITIONS, ON A MAINTENANCE TEST FLIGHT, THE NR 1 ENGINE FIRE LIGHT BRIEFLY ILLUMINATED, THEN EXTINGUISHED. ALL ENGINE GAUGES INDICATED NORMALLY. ALREADY IN DESCENT, THROUGH 4,500 FT, AND CONTINUED TO A SAFE LANDING. MAINTENANCE DISCOVERED FAULTY LOWER AFT SENSOR AND REPLACED IT. (K)

2007FA0000822

BEECH

CONT

 

PIN  

SHEARED

9/4/2007

A36  

IO550*

 

AN39227

MLG 

THE LOWER IB BUSHING ON THE LOWER TORQUE LINK KNEE WAS DRY AND THE PIVOT PIN WHICH RIDES IN THE BUSHING WAS VERY TIGHT POSSIBLY DUE TO A PLUGGED GREASE ZERK FITTING. THIS APPARENTLY CAUSED THE CLEVIS RETAINING PIN TO SHEAR (AS EVIDENCED BY THE SHEAR MARKS ON THE REMAINING PORTION OF THE PIN), THE PIVOT PIN TO FALL OUT AND THE GEAR TO EXTEND TO THE POINT WHERE IT WAS ONLY BEING HELD BY THE BRAKE LINE. ONCE THE AIRCRAFT TOUCHED DOWN THE UNRESTRAINED WHEEL ASSEMBLY TURNED AND WAS TORN FROM THE REST OF THE GEAR.

CA070802003

BEECH

PWA  

 

HINGE

CRACKED

3/12/2007

B200

PT642A

 

 

LT DOOR

(CAN) ON INSPECTION THE LT DOOR WAS FOUND CRACKED ALONG THE FRONT HINGE. (TC NR 20070802003)

2007FA0000758

BEECH

PWA  

SUNDSTRANDEM

DRIVE SHAFT

SHEARED

8/28/2007

B200

PT6A42

 

 

FUEL PUMP

WHILE AT CRUISE FLIGHT, LT ENGINE SHUTDOWN WITHOUT WARNING. LANDED WITHOUT INCIDENT. FOUND HIGH PRESSURE FUEL PUMP SHAFT SPLINES SHEARED ON INSIDE OF DRIVE COUPLING RENDERING FUEL PUMP AND FUEL CONTROL INOPERABLE. INSPECTION WOULD NOT BE POSSIBLE WITHOUT PUMP REMOVAL AND DISASSEMBLY OF DRIVE COUPLING.

2007FA0000735

BEECH

PWA  

 

GROUND WIRE

BROKEN

8/9/2007

B200

PT6A6

 

36153

GCU 

WIRE NR P73G16N AT RT ENGINE FIREWALL GROUND POINT GS15 SEPARATED FROM THE WIRE TERMINAL DURING CRUISE FLIGHT. THIS WIRE CONNECTS GROUND TO THE GCU PIN G. THE RT GENERATOR OUTPUT SPIKED AND OPENED THE 325 AMP RT BUSS CURRENT LIMITER, THE 50 AMP RT INVERTER CURRENT LIMITER, AND DAMAGED RADIOS, THE GCU AND SYSTEMS WIRED TO THE RT BUSS. UPON INSPECTION, THE INSULATION OF P73G16N WAS FOUND STRIPPED TOO FAR FROM THE WIRE END THEREBY GIVING NO SUPPORT OF THE WIRE INTO THE TERMINAL AT THE INSULATION CRIMP AREA.

FMOR20070003

BEECH

PWA  

 

CONTROL CABLE

FRAYED

8/28/2007

C90  

PT6A60A

 

NAS302665170

FS 216

THE ELEVATOR TRIM CABLE WAS FOUND TO HAVE SEVERAL BROKEN STRANDS AND BEGINNING TO UNRAVEL WHERE IT GOES AROUND THE ELEVATOR TRIM ACTUATOR CAPSTAND. THIS CONDITION WAS MOST LIKELY CAUSED BY AGE.

2007FA0000752

BEECH

PWA  

 

ENGINE

FAILED

7/25/2007

E90  

PT6A60A

 

 

LEFT 

AIRCRAFT IN CRUISE AT 22,000 WITH ALL ENGINE INDICATIONS NORMAL. A LOUD NOISE FOLLOWED BY POWER LOSS AND REDLINE ITT ON THE LT ENGINE. THE CT BLADES, ITT PROBES, PT VANE AND PT BLADES ALL MELTED AND WENT THROUGH THE EXHAUST STACKS. COMPRESSOR STATOR AND SPACER RUB. POSSIBLE COMPRESSOR UNSTACK FAILURE. THIS IS THE FIRST COMPLETE MELT DOWN FAILURE HAVE EVER SEEN AT ALTITUDE. (K)

2007FA0000747

BEECH

PWA  

 

TUBE

CRACKED

8/17/2007

F90  

PT6A135

 

3011849

LT ENGINE

FUEL LEAK NOTED ON SHUTDOWN OF LT ENGINE. FUEL TUBE P/N 3011849 CRACKED AT CONNECTION TO START CONTROL UNIT.

2007FA0000778

BEECH

PWA  

 

LINE

CRACKED

9/6/2007

F90  

PT6A135

 

3011849

FUEL SYS

FUEL TUBE CRACKED AT BACKSIDE OF B-NUT SLEEVE LOCATION, CAUSING FUEL TO LEAK UNDER PRESSURE INTO ENGINE NACELLE AREA FORWARD OF FIREWALL. TUBE FAILED IN FLIGHT CAUSING INITIAL CHANGES IN FUEL FLOW INDICATIONS TO BE NOTICED.

CA070807005

BELL  

LYC  

 

CONNECTOR

BURNED

7/17/2007

205A1

T5317A

 

MS3126E1419P

NR 2 VHF RADIO

(CAN) TRAINING FLIGHT, NOTICED SMOKE COMING UP FROM CENTER CONSOLE BEHIND VHF NR 2 RADIO. PUT DOWN, A/C ON GROUND. CO-PILOT JUMPED OUT TO CHECK IN BATT COMPARTMENT. NO ANOMALIES FOUND. FORCE TRIM CB POPPED. CARGO RELEASE LIGHT CAME ON AND STAYED ON. VHF RADIO INOPERATIVE TO TRANSMIT AND RECEIVE, BUT WAS ALWAYS LIVE. CONNECTOR AT BASE OF PILOT CYCLIC STICK, FOUND BURNED/SHORTING OUT, AFFECTING ALL 3 CIRCUITS. (TC NR 20070807005)

CA070807008

BELL  

ALLSN

ROMEC

DRIVE SHAFT

SHEARED

8/5/2007

206B

250C20B

 

 

HYD PUMP

(CAN) APPROX 1 HR INTO FLIGHT, COCKPIT NR WARNING HORN CAME ON INTERMITTENTLY. NR GAUGE BEGAN GIVING ERRATIC INDICATIONS, BEFORE PROGRESSIVELY DECAYING DOWN TO A STABILIZED READING OF 30 PERCENT. AFTER LANDING, A VISUAL INSP REVEALED A LARGE AMOUNT OF HYDRAULIC FLUID ON THE XMSN DECK, AND A SHEARED OFF INTERNALLY WRENCHING SOCKET HEAD FROM THE UPPER LT CORNER OF MOUNTING PLATE OF THE NR TACH DRIVE ASSY TO THE HYDRAULIC PUMP. PILOT OPENED UP HYDRAULIC RESERVOIR AND FOUND APPROX 20 PERCENT OF FLUID REMAINING. ENGINEER WAS CALLED AND REMOVED THE NR TACH GENERATOR, REVEALING A SHEARED SHAFT AT THE DRIVE ADAPTER FOR THE TACH GENERATOR. HYDRAULIC PUMP AND RESERVOIR ASSEMBLY WAS REPLACED, AND AIRCRAFT DEPARTED FOLLOWING A SATISFACTORY GROUND RUN LEAK CHECK AND NR INDICATING SYS OPERATIONAL CHECK (TC NR 20070807008)

CA070814002

BELL  

ALLSN

 

BLADE

DAMAGED

7/10/2007

206L

250C20R

 

206015001107

MAIN ROTOR

(CAN) UPON LANDING IN A BRUSH AREA, THE PILOT LOWERED THE COLLECTIVE, WHICH IN TURN RAISED (2) TREES THAT WERE SITUATED ON THE LEFT AND THEN HIT THE ROTOR DISK. THE PILOT THEN DISPLACED THE AIRCRAFT TO THE RT. AN ENGINE SHUTDOWN WAS PERFORMED AND VISUAL INSPECTION CARRIED OUT. THE ROTOR RPM DID NOT DECREASE UPON IMPACT WITH THE TREES, ONLY A COLLISION SOUND WAS NOTED. PRIOR TO ENGINE SHUTDOWN, ALL ENGINE PARAMETERS WERE NORMAL. THE VISUAL INSPECTION REVEALED THAT THE BLADE WEIGHTS WERE MISSING AT THE BLADE TIPS (3.5 - 4 INCHES). (TC NR 20070814002)

CA070823004

BELL  

 

 

RETAINER

MISINSTALLED

8/21/2007

407  

 

 

M2742630150

FREEWHEEL UNIT

(CAN) UPON QUALIFYING A FREEWHEELING UNIT, IT WAS DISCOVERED THAT THE WRONG RETAINING RINGS WERE USED IN (2) PLACES. SUSPECT RETAINING RINGS M27642/3-0152C WERE INSTALLED IN ASSEMBLIES INSTEAD OF M27426/3-0150C RETAINING RINGS. THIS OCCURRED DURING APRIL 07. (TC NR 20070823004)

CA070801007

BELL  

LYC  

 

BEARING

FAILED

7/31/2007

47G2

VO435A1E

 

476205561

DRIVE ASSY

(CAN) ON WALK AROUND TAIL ROTOR OUTPUT SHAFT AT TRANSMISSION WAS NOTED TO HAVE LOTS OF PLAY, FWD DRIVESHAFT WAS REMOVED TO CHECK FOR COUPLING SPLINE WEAR WHICH WAS GOOD SO THE DRIVE ASSY WAS REMOVED FOR FURTHER INVESTIGATION. IT WAS DETERMINED THAT ONE OF THE DUPLEX BEARINGS WAS ROUGH AND THE ROLLER BEARING P/N 47-620-929-1 WAS WORN AND THE DRIVE GEAR WAS SHOWING SIGNS OF UNEVEN WEAR CAUSED BY THE DUPLEX BEARING STARTING TO FAIL WHICH IN TURN MADE THE SHAFT MOVE IN AN UNEVEN PATTERN DAMAGING THE GEAR AND ROLLER BEARING. THE ROUGH FEELING DUPLEX BEARING WAS TAKEN APART AND FOUND THAT THE INNER RACE WAS STARTING TO SPALL ABOUT A THIRD OF THE WAY AROUND, NO METAL OR FLAKES HAD BEEN FOUND AND THE SCREEN WAS PULLED AND CHECKED . A NEW DRIVE ASSY WAS INSTALLED AND THE AIRCRAFT RETURNED TO SERVICE (TC NR 20070801007)

2007FA0000812

BELL  

LYC  

 

QUILL ASSY

WORN

9/19/2007

UH1H

T53*

 

20401077503

 

QUILL INTERNAL SPLINES WORN AND DAMAGED IN QUILL TUBE CONTACT AREA

CA070813002

BOEING

PWA  

 

PITOT TUBE

BLOCKED

7/30/2007

727223

JT8D15A

 

 

 

(CAN) THE AIRCRAFT BEGAN TO DEPART ON THE TAKE-OFF ROLL WHEN THE FLIGHT CREW OBSERVED THAT THE CAPTAINS AIRSPEED INDICATION HAD FAILED. THE TAKE-OFF WAS ABORTED AND THE AIRCRAFT RETURNED TO THE GATE WITH NO ADDITIONAL PROBLEMS. UPON INSPECTION OF THE CAPTAINS PITOT-TUBE A PARTIAL BLOCKAGE WAS NOTICED. AN INSECT AND SOME DEBRIS WAS REMOVED FROM THE PITOT-TUBE AND A LEAK TEST WAS CARRIED OUT ON THE CAPTAINS PITOT-STATIC SYSTEM, IAW THE AIRPLANE MM, AND NO FAULTS WERE FOUND. THE AIRCRAFT WAS RETURNED TO SERVICE. (TC NR 20070813002)

CA070809003

BOEING

CFMINT

 

EXTINGUISHER

LEAKING

8/5/2007

737*

CFM567B22

 

898052

COCKPIT

(CAN) FLIGHT DECK FIRE EXTINGUISHER LEAKED IN CRUISE. CAPTAIN AND F/O HEARD A HISSING SOUND COMING FROM THE FIRE EXTINGUISHER BEHIND AND LEFT OF THE F/O. CAPTAIN AND F/O DONNED O2 AND ASSESSED THE SITUATION IE; FEELING THE LEAK NEAR THE EXTINGUISHER`S NECK. CAPTAIN THEN RELEASED FIRE EXTINGUISHER FROM IT’S HOLDER AND STOWED THE UNIT IN THE FORWARD LAVATORY FOR THE REMAINDER OF THE FLIGHT. CAPTAIN OPENED VENTS AND PUT PACKS ON HIGH AND ENQUIRED AS TO HOW THE FO WAS FEELING. FO SEEMED FINE AND LATER COMMENTED THAT HE MAY HAVE BEEN A BIT DIZZY. A DETAILED REPORT HAS BEEN REQUESTED FROM THE REPAIR FACILITY AND DETAILS WILL BE UPDATED TO THIS REPORT AS THEY ARE OBTAINED. (TC NR 20070809003)

SROM200700009

BOEING

 

 

SUPPORT FITTING

DAMAGED

8/8/2007

737205

 

 

 

RT MLG

NR269 - WEAR DAMAGE RIGHT MAIN LANDING GEAR FUSE TO TRUNNION SUPPORT BEAM ATTACH FITTING. REPAIRED IN ACCORDANCE WITH BOEING APPROVED FAA FORM 8100-9 MESSAGE 1-515849678-6, DATED AUGUST 23, 2007.

SROM200700013

BOEING

 

 

FLOORBEAM

CORRODED

8/8/2007

737205

 

 

 

FUSELAGE

NR291 - CORROSION ON FLOORBEAM UPPER FLANGE STA 344 LBL 48-60. REPAIRED IN ACCORDANCE WITH BOEING SRM 53-10-9, FIGURE 1.

SROM200700024

BOEING

 

 

INTAKE DUCT

CORRODED

8/15/2007

737205

 

 

 

APU 

NR481 - CORROSION AROUND AIR INLET DUCT FLANGE APU TORQUE BOX WEB BS 1064 RIGHT HAND SIDE. REPLACED AIR INLET DUCT FLANGE IN ACCORDANCE WITH BOEING SRM 51-10-1, PAGE 8, 51-30-2, FIGURES 11, 12, 13, AND 51-30-6, FIGURE 3.

SROM200700010

BOEING

 

 

SUPPORT BEAM

CORRODED

8/8/2007

737205

 

 

65C313326

RT MLG

NR270 - PITTING RIGHT MAIN LANDING GEAR TRUNNION SUPPORT BEAM UPPER SURFACE. REPLACED RIGHT MLG SUPPORT BEAM IN ACCORDANCE WITH BOEING 737 AMM 57-15-0.

SROM200700011

BOEING

 

 

SUPPORT BEAM

CORRODED

8/8/2007

737205

 

 

658276415

LT MLG

NR279 - PITTING LEFT MAIN LANDING GEAR TRUNNION SUPPORT BEAM UPPER SURFACE (LIGHT). REPLACED LEFT MLG SUPPORT BEAM IN ACCORDANCE WITH BOEING 737 AMM 57-15-0.

SROM200700016

BOEING

 

 

SKIN

CRACKED

8/10/2007

737205

 

 

 

FUSELAGE

NR393 - FUSELAGE SKIN CRACKED AT AIRSTAIR CONTROL HANDLE CUTOUT AT BS 378 BETWEEN STRINGERS 21-L AND 22-L. REPAIR DOUBLER FABRICATED AND INSTALLED IN ACCORDANCE WITH BOEING SB 737-53-1093.

SROM200700017

BOEING

 

 

SUPPORT BEAM

CRACKED

8/10/2007

737205

 

 

 

NLG 

NR419 - CRACK ON NLG ACTUATOR SUPPORT BEAM AT BS 227-0 UPPER RIGHT SIDE. REPLACED NLG ACTUATOR UPPER RIGHT SIDE SUPPORT BEAM IN ACCORDANCE WITH BOEING 737 SRM 51-10-1, 53-10-2 AND 51-30-2.

SROM200700015

BOEING

 

 

SKIN

GOUGED

8/10/2007

737205

 

 

 

HORIZONTAL STAB

NR378 - RT STABILIZER LOWER SURFACE FOUND WITH A GOUGE IN THE SKIN ON THE RIB ATTACH LOCATION AT 138.7 DEPT IS 0.037 WHICH IS OVER 50 PERCENT. DAMAGED SECTION OF SKIN ON RT STABILIZER LOWER SURFACE LOCATION 138.7 REMOVED. REPAIR DOUBLER FABRICATED AND INSTALLED IN ACCORDANCE WITH DER APPROVED DRAWING NR 73R55116228.

SROM200700008

BOEING

PWA  

 

SKIN

DENTED

8/8/2007

737205

JT8D17

 

 

BS 900 S17-18L

NR247- DENT FOUND STA 900 LT BETWEEN STRINGERS 17 AND 18. REPAIRED IAW MFG SRM 53-30-3, PAGES 253-320 AND 51-30-3, PAGE 7 AND 51-30-02.

SROM200700023

BOEING

PWA  

BOEING

NUT PLATE

STRIPPED

8/7/2007

737205

JT8D17

 

 

ELEVATOR

NR122-LT ELEVATOR TRIM TAB IB HINGE FITTING MISSING BOLT. NEW ELEVATOR INSTALLED 12/06/06, 982 TT, 717 TC. (2) OUT OF (4) HINGE ATTACH FITTING NUTPLATES STRIPPED FROM THE FACTORY. REPLACED NUTPLATES IAW SRM 51-30-2, FIGURES 3 AND 7.

SROM200700012

BOEING

PWA  

 

TRUNNION

WORN

8/8/2007

737205

JT8D17

 

 

LT MLG

WEAR DAMAGE, LT MLG FUSELAGE TO TRUNNION SUPPORT BEAM ATTACH FITTING. BLEND REPAIRED IAW MFG, FORM 8100-9, MESSAGE NR 1-515849678-6, DATED AUGUST 23, 2007.

SROM200700019

BOEING

PWA  

 

SKIN

NICKED

8/18/2007

737205

JT8D17A

 

 

ZONE 100

NICK STA 887 STR 24L-25L LT. DAMAGED AREA OF SKIN REMOVED AND REPAIR PLATES FABRICATED IAW SRM 53-30-3, FIG 48. INSTALLED REPAIR IAW 51-30-2.

SROM200700014

BOEING

PWA  

 

FLOORBEAM

CORRODED

8/10/2007

737205

JT8D17A

 

 

ZONE 100

NR296-CORROSION ON FLOORBEAM UPPER FLANGE AT STA 294 AND RBL 43 TO 53. FLOORBEAM UPPER FLANGE FROM RBL 6 (EXISTING SPLICE) TO RBL 60, STA 294 REMOVED AND REPLACED IAW WITH MFG SRM 53-10-9, FIG 5, SHEET 1-5.

SROM200700020

BOEING

PWA  

 

SKIN

NICKED

8/18/2007

737205

JT8D17A

 

 

ZONE 100

NICK STA 847 STR 21 LT. NICK AT STA 847 STR 21L FOUND TO BE BEYOND LIMITS. NICK REMOVED AND AREA AT STA 847 STR 21L REPAIRED IAW SRM 53-30-3, FIG 48.

SROM200700018

BOEING

PWA  

 

SKIN

NICKED

8/18/2007

737205

JT8D17A

 

 

BS 907

NICK STA 907 STR 22 LT. NICK AT STA 907, STR 22L REPAIRED IAW SRM 53-30-3, FIG 48. NICK BEYOND LIMITS AND DAMAGE REMOVED. HFEC IAW NDT PART 6, 53-30-00, FIG 4 OF REPAIR AT FUSELAGE SKIN STA 907 STR 22L. NO CRACKS EVIDENT.

SROM200700022

BOEING

PWA  

 

FRAME

CORRODED

8/3/2007

737205

JT8D17A

 

 

BS 783 S25R

NR145-LIGHT CORROSION ON FRAME AT STA 783 STR 25R. REPAIRED FRAME IAW MFG MESSAGE NR 1-518342007-2, DATED AUG 1, 2007 AND PRODUCTION DRAWINGS FOR PN 65-47959-47 STRAP AND PN 65C31240-1 FRAME DOUBLER.

SROM200700007

BOEING

PWA  

 

FLOORBEAM

CRACKED

8/7/2007

737205

JT8D17A

 

 

BS 660

NR228-CRACK IN FLOORBEAM AND WEB STA 660 BL0. CRACKED FLOORBEAM AND WEB AT STA 660 BL0 REPAIRED IAW MFG SB 737-57-1210, REV 1, DATED AUG 27/07.

SROM200700021

BOEING

PWA  

 

FLOORBEAM

CORRODED

8/10/2007

737205

PT6A114A

 

 

BS 328

NR392-CORROSION ON UPPER CHORD OF FLOORBEAM STA 328 RBL 52. FLOORBEAM REPAIRED IAW SRM 53-10-9, FIG 5, PAGE 21.

CA070809001

BOEING

PWA  

 

CDU  

FAILED

8/6/2007

737210C

JT8D9A

 

 

WX RADAR

(CAN) IN CRUISE AFTER DEPARTURE, THE CREW OBSERVED A FAILURE WITH THE WEATHER RADAR. DUE TO FORECAST CONDITIONS THE CREW ELECTED TO RETURN TO POINT OF DEPARTURE. MAINTENANCE REPLACED THE DISPLAY UNIT AND THE SYSTEM TESTED SERVICEABLE. THE AIRCRAFT WAS RETURNED TO SERVICE WITH NO FURTHER PROBLEM REPORTED. (TC NR 20070809001)

CA070807001

BOEING

GE  

 

LOCK ACTUATOR

FAILED

7/27/2007

73735B

CFM563B1

 

651781914

NLG 

(CAN) DURING APPROACH, THE NOSE LANDING GEAR DID NOT RECEIVE A DOWNLOCK INDICATION IN THE COCKPIT. IT WAS BELIEVED BY THE CREW THAT THE GEAR FAILED TO EXTEND. A SECOND ATTEMPT WAS MADE AND THE NOSE GEAR EXTENDED AND LOCKED AS NORMAL. NOTE: THE EMERGENCY EXTENSION WAS NOT USED. WITH THE LANDING GEAR EXTENDED, THE AIRCRAFT WAS REMOVED FROM SERVICE AND FERRIED TO DESTINATION. MAINTENANCE INSPECTED THE SYSTEM AND CONDUCTED TROUBLESHOOTING IAW THE AMM. AFTER CONSULTATION WITH MFG, THEY REPLACED THE LOCK ACTUATOR AS IT IS RESPONSIBLE FOR LOCKING THE LANDING GEAR IN THE UP AND DOWN POSITIONS. ITS REPLACEMENT WAS RECOMMENDED BY MFG. AS A PRECAUTION, THE NOSE GEAR ACTUATOR WAS ALSO REPLACED. THE LANDING GEAR UNDERWENT SEVERAL SUCCESSFUL SWINGS AND THE AIRCRAFT WAS RETURNED TO SERVICE. AN UPDATE WILL BE PROVIDED WHEN THE ACTUATORS UNDERGO TEARDOWN AND REPORTS ARE GENERATED. (TC NR 20070807001)

CA070807002

BOEING

CFMINT

 

SMOKE DETECTOR

MALFUNCTIONED

8/3/2007

737522

CFM563C1

 

CGAB140000

FWD CARGO BAY  

(CAN) ENROUTE, IT WAS LESS THEN AN HOUR INTO THE FLIGHT WHEN AN ORANGE DETECT LIGHT FOR THE FORWARD CARGO SMOKE DETECTION SYSTEM CAME ON. THE EXTINGUISHER SYSTEM WAS ACTIVATED AND THE FLIGHT DIVERTED TO CLOSEST AIRPORT AND LANDED SAFELY. AN INSPECTION OF THE FORWARD CARGO COMPARTMENT FOUND NO EVIDENCE OF FIRE OR SMOKE. AN OVERWEIGHT LANDING INSPECTION WAS CARRIED OUT. THE AIRCRAFT WAS FERRIED BACK TO BASE WHERE THE SYSTEM WAS EXAMINED. NO SYSTEM FAULTS WERE FOUND, BOTH FORWARD SMOKE DETECTORS WERE REPLACED AS A PRECAUTION AND THE DIVERTER VALVE AND METERING VALVE WERE REPLACED DUE TO THE SYSTEM BEING ACTIVATED. THE CARGO SMOKE AND FIRE EXTINGUISHER SYSTEM INSTALLED ON THIS AIRCRAFT IS AN AAE STC ST01674AT. (TC NR 20070807002)

CA070804001

BOEING

CONT

 

SIGHT GLASS

CRACKED

8/1/2007

A75N1

R670*

 

AG112

FUEL TANK

(CAN) AD CF61-7 CALLS FOR AN ANNUAL REPLACEMENT OF THIS TUBE, HOWEVER THIS OPERATOR HAS OBTAINED AN AMOC TO ALLOW OPERATING UNTIL FAILURE. IT HAS BEEN FOUND THAT THIS TUBE WILL FAIL AT ANY TIME, REGARDLESS OF REPLACEMENT OR TIME IN SERVICE. IT WILL FAIL AT THE BASE WHERE IT IS INSERTED INTO THE TANK FITTING, AND WILL MANIFEST ITSELF AS A MINOR (WEEP). THE DANGER OF COURSE IS IF IT BREAKS OFF ENTIRELY. THEREFORE, CONTINUED VIGILENCE IS PARAMOUNT. (TC NR 20070804001)

CA070807003

BOMBDR

PWC  

 

BLADE

DAMAGED

8/4/2007

DHC8400

PW150A

 

697071003

PROPELLER

(CAN) DURING APPROACH, AN AIRCRAFT EXPERIENCED IMPACT STRUCTURE DAMAGE DUE TO LOSS OF THE PROPELLER BLADE EROSION STRIP. THE PROPELLER COMPONENT CAME OFF AND STRUCK THE FUSELAGE ICE SHIELD AND DAMAGED THE FUSELAGE. INSPECTION FOUND THAT THE COMPLETE EROSION STRIP (LEADING EDGE GUARD) WAS MISSING, FROM THE NR 5 BLADE ON LT PROPELLER. THIS BLADE HAD 308 FLIGHT HOURS AND 36O CYCLES SINCE IT WAS REPAIRED DUE TO A BLADE TIP CRACK. (TC NR 20070807003)

CA070820001

BOMBDR

PWC  

 

SEQUENCE VALVE

INOPERATIVE

8/1/2007

DHC8400

PW150A

 

483023

RT MLG DOOR

(CAN) AFTER TAKEOFF, RT GEAR DOOR LIGHT REMAINED ON. LOWERED GEAR, RT MAIN GEAR DID NOT EXTEND. ACCOMPLISHED ALTERNATE GEAR EXTENSION. MAINTENANCE REPLACED RT MLG DOOR SOLENOID SEQUENCING VALVE AND SECONDARY MLG SELECTOR VALVE FITTING. BLEED NR 2 HYD SYSTEM. A/C RETURNED TO SERVICE. (TC NR 20070820001)

CA070821002

BOMBDR

PWC  

 

LINK ASSY

FAILED

8/15/2007

DHC8402

PW150A

 

82740162101

LT AILERON

(CAN) WHILE MAINTENANCE WAS DOING A OVERNIGHT CHECK TO THE AIRCRAFT, THEY OBSERVED THE LINK-ASSY AILERON LVDT WAS HANGING DOWN. THE ROD LINK HAD BROKEN AT THE AILERON END. (TC NR 20070821002)

2007FA0000801

BRAERO

GARRTT

 

SUPPORT

CORRODED

8/9/2007

BAE125800A

TFE7315BR

 

25FC5801A

LT MLG

LT MLG DOOR IB AFT SUPPORT REMOVED FOR OTHER MAINTENANCE AND SEVERE INTERGRANULAR CORRODION DISCOVERED FROM LAVATORY LEAKAGE AS INDICATED BY STAINING ON PART LOCATION WHERE BONDING STRAP ATTACHES. CORROSION SEVERE AND IS ENOUGH TO CAUSE PART TO FAIL. (K)

2007FA0000800

BRAERO

GARRTT

 

ACTUATOR

UNSERVICEABLE

8/9/2007

BAE125800A

TFE7315BR

 

485034

RT MLG

RT MLG ACTUATOR CRACKED ATTACH HOUSING DISCOVERED DURING WHEEL WELL INSPECTION, PART WAS NOT LEAKING BUT COULD SEPARATE AT ANY MOMENT AND CAUSE SEVERE DAMAGE TO AIRCRAFT DATE OF ASSY OF ACTUATOR 1/92. (K)

CA070827003

BRAERO

GARRTT

 

SEAL

DETERIORATED

8/8/2007

BAE125800A

TFE7315R

 

SP915C16

BUTTON

(CAN) UPON CLIMB OUT WITH CABIN DIFFERENTIAL PRESSURE APPROACHING APPROXIMATELY 6 PSI, A DISTINCT AUDIABLE DISCERNING NOISE WAS HEARD FROM THE CENTER AREA OF THE CABIN. DURING DESCENT WHERE CABIN DIFFERENTIAL PRESSURIZATION FELL BELOW 6 PSI, NOISE WOULD SUBSIDE AND GO AWAY. NUMEROUS MAINTENANCE ACTIONS WERE CONDUCTED IN ORDER TO ISOLATE CAUSE INCLUDING PRESSURIZATION CHECKS AND CABIN LEAK RATES. NOISE COULD NOT BE REPRODUCED ON THE GROUND WHICH LED TO THE CONCLUSION THAT AIRSPEED WAS ALSO A FACTOR. FINALLY THE RUBBER RING SEAL WHICH IS HOUSED IN THE EXTERNAL RELEASE BUTTON MECHANISM OF THE EMERGENCY ESCAPE HATCH WAS REPLACED AND THE MECHANISM LUBRICATED. NOISE DISSAPEARED. CONCLUSION WAS THAT THE BUTTON WAS VIBRATING WITHIN THE HOUSING DUE TO THE FACT THAT THE RUBBER ORING WAS NOT ACTING AS A BUFFER. POSSIBLY THE EXTREME COLD HARDENED AND SHRUNK THE SEAL WHERE IT COULD NO LONGER ACT AS A BUFFER. (TC NR 20070827003)

CA070824005

BRAERO

RROYCE

 

LINE

LEAKING

7/30/2007

HS7482A

DART5342

 

373Q2277

HYDRAULIC SYS

(CAN) WHILE FLYING BOTH HYDRAULIC PUMP LIGHTS CAME ON. THE AIRCRAFT LANDED USING ITS BACKUP SYSTEM. IT WAS FOUND THAT THE HYDRAULIC LINE THAT RUNS BETWEEN THE PUMP AND FILTER ON THE LT NACELLE. THE LINE WAS REPLACED AND THE AIRCRAFT WAS RETURNED TO SERVICE. THE LEAK CAME FROM A SPOT WHERE THE LINE WAS CLAMPED. (TC NR 20070824005)

CA070813003

CESSNA

CONT

 

PISTON

WORN

7/19/2007

150H

O200A

 

0200 

NR 2 CYLINDER

(CAN) TOP RING BROKEN. ALL CYLINDERS REPLACED WITH NEW CYLINDER, PISTONS RINGS VALVES. COMPRESSION TEST AT INSPECTION ON MIN - 60 OVER 80. (TC NR 20070813003)

2007FA0000818

CESSNA

CONT

 

ROCKER

MISINSTALLED

9/19/2007

172H

O300D

 

639614639615

VALVE ROCKER

ROCKER COVERS REMOVED DURING 100 HOUR INSPECTION TO INSPECT INTAKE AND EXHAUST ROCKERS FOR CORRECT INSTALLATION. FOUND NR1 AND NR6 CYLINDERS HAD INTAKE ROCKER (P/N 639614) INSTALLED IN THE EXHAUST VALVE POSITION. PARTS MANUAL CALLS FOR P/N 639615 ROCKER TO BE INSTALLED IN EXHAUST VALVE POSITION. THIS IS THE SECOND ENGINE DISCOVERED WITH THE SAME ABNORMALITY AFTER RECENT OVERHAULS FROM SAME OVERHAUL FACILITY.

CA070814009

CESSNA

LYC  

 

SEAT BELT

FAILED

8/13/2007

172K

O320E2D

 

 

COCKPIT

(CAN) SEAT BELT LOOPS THAT SECURE THE FRONT SEAT LAP BELTS TO THE SEAT FAILED. THIS ALLOWED THE SEAT BELT, WHILE BEING SECURED, TO LOOP OVER THE SEAT BACK ADJUSTMENT LEVER. WHEN THE PILOT ADJUSTED HIS SEAT PRIOR TO TAXI, THE SEAT BACK ADJUST LEVER WAS ACTIVATED AND THE SEAT BACK RECLINED TO ITS FULL BACK POSITION. (TC NR 20070814009)

CA070803001

CESSNA

LYC  

 

FLAP TRACK

SEPARATED

4/20/2007

172N

O320H2AD

 

052323113

LT TE FLAP

(CAN) DURING HARD MANEUVERING WITH FLAPS DOWN, A LOUD BANG WAS HEARD BY THE PILOTS WHO NOTICED THE LT FLAP BEING PUSHED BACK AT A STRANGE ANGLE. THE FLAPS WERE LEFT IN THE DOWN POSITION AND THE AIRCRAFT WAS RETURNED WITHOUT INCIDENT. UPON INVESTIGATION THE LT IB FLAP TRACK WAS FOUND SEPARATED AND CRACKED FROM THE AIRFRAME AT THE LOWER FLANGE. THE CAUSE APPEARS TO BE THE CHERRYMAX RIVETS ATTACHING THE LOWER FLANGE OF THE WING RIB FRETTING, BECOMING WORN, AND WEARING THE RIVET HOLES IN THE WING SPAR UNTIL THE HIGHER STRESSES OF MANEUVERING TORE THEM FREE. THE FLAPS AND TRACKS WERE REMOVED, SPAR INSPECTED WITH NO DAMAGE NOTED. THE FLAP TRACK RIB ASSY`S WERE REPLACED, USING STRUCTURAL SCREWS AND NUTS TO ATTACH THE LOWER FLANGE OF THE FLAP TRACK RIB TO THE LOWER FLANGE OF THE WING SPAR. AFTER REPAIRS, AND SUCCESSFUL TEST FLIGHT THE A/C WAS RETURNED TO SERVICE 2-AUG-07. (TC NR 20070803001)

CA070807007

CESSNA

LYC  

 

CONTROL CABLE

WORN

7/15/2007

172N

O320H2AD

 

 

CARBURETOR

(CAN) ONCE AIRCRAFT REACHED 5000 FT THE PILOT COMMENCED CRUISE CHECKLIST, LEANED THE MIXTURE OF THE ENGINE WHEN THE POWER REDUCED TO IDLE. PILOT COULD NOT REGAIN ENGINE POWER AND MADE THE DECISION TO LAND IN A FIELD APPROX 3 MILES NE OF AIRPORT. UPON LANDING THERE WAS NO APPARENT DAMAGE TO THE AIRCRAFT OR THE PEOPLE ON BOARD. UPON INSPECTION, THE AIRCRAFT WAS NOT DAMAGED AND IT WAS FOUND THAT THE HARDWARE ATTACHING THE MIXTURE CABLE TO THE CARBURETOR WAS WORN, ALLOWING THE CABLE TO SLIDE IN THE CARBURETOR MIXTURE ARM. (TC NR 20070807007)

2007FA0000725

CESSNA

LYC  

 

SENSOR

INTERMITTENT

8/8/2007

172R

IO360A1A

 

CS3100

MASTER CNTRL BOX

CURRENT SENSOR INDICATES 60A AND WHEN MASTER IS TURNED ON FUNCTIONS NORMALLY FROM TIME TO TIME, TAP ON UNIT AND IT FLUCTUATES THEN ACTS PROPERLY. (K)

CA070821001

CESSNA

LYC  

 

HOUSING

CRACKED

8/20/2007

172RG

O360F1A6

 

12810016

ACTUATOR

(CAN) 500 HOUR LIQUID PENETRANT INSPECTION IAW MFG SEB 01-2 REVEALED, CRACK AT INDICATED AREA (TC NR 20070821001)

2007FA0000755

CESSNA

LYC  

 

STARTER

FAILED

8/2/2007

172S

IO360A1A

 

85070213

ENGINE

STARTER WAS INTERMITTENT AND FAILED COMPLETELY. AVERAGE LIFE FOR THE LAST (2) STARTERS HAS BEEN 115 HRS EACH. (K)

2007FA0000797

CESSNA

CONT

 

FUEL CAP

VENTING

8/9/2007

182P

O470*

 

FC100

FUEL CELL

FUEL CAPS WERE INSTALLED ON AIRCRAFT IAW STC SA2376CE AND HAD BEEN IN SERVICE FOR ABOUT 40 HOURS IN A 4 MONTH PERIOD. THEY BEGAN VENTING FUEL FROM BOTH TANKS RESULTING IN A FORCED EMERGENCY LANDING DUE TO FUEL STARVATION.

2007FA0000728

CESSNA

CONT

 

ALTERNATOR

SHORTED

7/31/2007

182R

O470U

 

DOFF10300B

 

ALTERNATOR SHORTED, THIS UNIT IS (1) OF (3) REPLACED IN THE LAST MONTHS. (K)

2007FA0000810

CESSNA

LYC  

 

STRUT

LEAKING

7/31/2007

182T

IO540*

 

 

NLG 

FOUND NOSE STRUT ASSEMBLY LEAKING. REMOVED STRUT ASSEMBLY FROM AIRCRAFT. ASSEMBLED WITH PN TCNS-1 SEAL KIT IWA SRM AND MM. RELEASED TO AC OWNER. OWNER FOUND FLUID NR 4 ON WHEEL FAIRING AFTER TAXI TO HANGAR. INSPECTION FOUND FLUID COMING FROM BEHIND NOSE GEAR STEERING ASSEMBLY. CONTACTED TECH SERVICE, RECOMMENDED THA WE REPLACE THE STRUT TUBE (PN 07430901). REMOVED LEAKING STRUT TUBE FROM AIRCRAFT. INSTALLED NEW 07430901 TUB USED NEW SEAL KIT TCNC-1 AND SERVICED. INSPECTED OLD TUBE FOR DAMAGE. FOUND THA THE TUBE WAS LEAKING BETWEEN THE INNER TUBE AND THE OUTER-MACHINED PART. FOUND PINHOLE IN BRAZING OF THE PARTS. (K)

2007FA0000733

CESSNA

CONT

HARTZL

HUB  

CRACKED

8/10/2007

207  

IO550F

 

PHCC3YF1RF

PROPELLER

HUB, NDI SHOWS RELEVANT INDICATION OF CRACK.(K)

2007FA0000782

CESSNA

CONT

HARTZL

HUB  

CRACKED

8/10/2007

207  

IO550F

 

 

PROPELLER

HUB, NDI SHOWS RELEVENT INDICATION OF CRACK. (K)

2007FA0000772

CESSNA

CONT

 

BOLT

SHEARED

4/1/2007

320E

TSIO520B

 

NAS464P426

RT MLG

AIRCRAFT HAS EXPERIENCED A RT LANDING GEAR FAILURE UPON LANDING. PRIOR TO THIS INCIDENT, THE LANDING GEAR HAD BEEN CHECKED DURING THE AIRCRAFT ANNUAL INSPECTION AND FOUND TO BE OUT OF RIG IAW SERVICE MANUAL D508-3-13 STANDARDS. THE AIRCRAFT EXPERIENCED A PARTIAL POWER FAILURE UPON THE FIRST FLIGHT AFTER THE AIRCRAFT HAD BEEN RIGGED. SUSPECT THE LANDING GEAR WAS NOT LOCKED PROPERLY UPON LANDING ON THE FIRST FLIGHT DUE TO THE PARTIAL ELECTRICAL POWER FAILURE. UPON THE THIRD FLIGHT LANDING, THE RT GEAR COLLAPSED. PROBABLE CAUSE MAY HAVE BEEN FROM THE FIRST LANDING WHERE GEAR MAY NOT HAVE BEEN ALL THE WAY DOWN. THE BOLT TO THE LANDING GEAR STRUT SHEERED AT THE ATTACH POINT OF THE STRUT, AND ONE ATTACH POINT BROKE. SUSPECT DAMAGE TO UNIT WAS CREATED BY THE FIRST FLIGHT DUE TO THE ELECTRICAL POWER LOSS, AND GEAR MAY HAVE BEEN DAMAGED AT THAT TIME.

CA070823009

CESSNA

CONT

 

ENGINE

FAILED

7/24/2007

337G

IO360G

 

IO360G

 

(CAN) REAR ENGINE EXPERIENCED A LOSS OF OIL PRESSURE DURING FLIGHT. ENGINE WAS SHUT DOWN AND AIRCRAFT RETURNED TO BASE. ENGINE WAS REPLACED. UNABLE TO DETERMINE OIL PRESSURE PROBLEM WITH FAILED OIL PRESSURE ON ENGINE. ENGINE WAS SHIPPED TO ENGINE SHOP. (TC NR 20070823009)

2007FA0000749

CESSNA

CONT

 

EXHAUST PIPE

CRACKED

8/29/2007

414  

TSIO520NB

 

K99102991

ENGINE

DURING COMPLIANCE WITH AD 2000-01-16 THE TAIL PIPE ON THE RT ENGINE WAS FOUND WITH A 6 INCH CRACK. THE LAST INSPECTION WAS 40 HRS PRIOR.

2007FA0000780

CESSNA

ALLSN

 

LINE

RUPTURED

8/12/2007

750  

AE3007A

 

AE1011889G0116

HYDRAULIC SYS

THE NOSE WHEEL STEERING CENTERING FLEXIBLE HYDRAULIC HOSE RUPTURED WHERE THE HOSE BODY IS SWEDGED TO A 45 DEGREE FITTING WHICH ATTACHES TO A BULKHEAD FITTING IN THE NOSE WHEEL WELL. THIS CONDITION ALLOWED THE LOSS OF HYDRAULIC FLUID IN THE (A SYSTEM). AIRCRAFT LANDED WITHOUT INCIDENT. THIS HOSE IS CURRENTLY CONSTRUCTED OF KEVLAR AND IS BEING REPLACED WITH STAINLESS STEEL BRAIDED VERSION ALONG WITH OTHER HOSES WHICH ATTACH TO THE NOSE GEAR. (K)

CA070827001

CESSNA

PWA  

 

GASKET

LEAKING

8/23/2007

S550

JT15D4

 

311666801

NR 4 BRG HSG

(CAN) NR 4 BEARING GASKET LEAKED CAUSING COKING AND BLOCKAGE OF THE OIL SCAVENGE TUBE. (TC NR 20070827001)

2007FA0000817

CESSNA

CONT

 

ALTERNATOR

FAILED

9/17/2007

T210M

TSIO520*

 

DOFF10300B

 

OVERHAULED DOFF10300B ALTERNATOR FAILED AFTER 458 HOURS IN 35 MONTHS OF USE.

2007FA0000732

CESSNA

CONT

 

RELAY

FAILED

5/17/2007

T310R

TSIO520*

 

6041H274

BATTERY  

AIRCRAFT EMERGENCY LANDED WITH COMPLETE ELECTRICAL FAILURE, LG EMERGENCY EXTENDED AND LANDED SAFELY. FOUND BATTERY RELAY FAILURE. UNIT REMOVED 200 AMP FOUND TO BE INCORRECT (PN). SB MEB99-4 ADDRESS THIS PROBLEM, HAD NOT BEEN COMPLIED WITH, CORRECT RELAY 100 AMP PN 0850469-1 (6041H193) INSTALLED, OPS CHECK OK. (200 AMP RELAY HAD TO HAVE BEEN REPLACED PRIOR TO 1999 WHEN AC IPC REVERSED BATTERY AND STARTER RELAY PN COMPLIANCE WITH SB WOULD HAVE PREVENTED THIS PROBLEM. (K)

CA070816002

CNDAIR

PWA  

 

CONTROL CABLE

WORN

8/16/2007

CL2156B11215

PW123

 

215T9250446

ELEVATOR

(CAN) DURING A VISUAL INSPECTION ( 50 HRS), A TECH FOUND AN ELEVATOR CABLE BADLY WORN, ALMOST CUT AT FUS STN 726 ZONE 310 FRONT OF THE PULLEY (TC NR 20070816002)

CA070821004

CNDAIR

PWA  

 

WHEEL

DAMAGED

8/21/2007

CL2156B11215

PW123

 

215850026

NLG 

(CAN) THE (6) DOWEL PINS ON NOSE WHEEL HAS BEEN FOUND PROTRUDED FROM HUB AND THE RETAINING WASHER DEFORMED OR BENDED. (TC NR 20070821004)

CA070822001

CNDAIR

PWA  

 

FUEL CELL

LEAKING

8/22/2007

CL2156B11215

PW123

 

215640026

NR 5 

(CAN) FUEL LEAK ON CELL, RT, NR 5. DROPS 9963 (TC NR 20070822001)

CA070822002

CNDAIR

PWA  

 

FUEL CELL

LEAKING

8/22/2007

CL2156B11215

PW123

 

215640011

 

(CAN) FUEL LEAKING FROM PATCH ON BOTTOM SURFACE OF CELL. A/C HOURS 1889 CYCLES 1142 DROPS 9727 (TC NR 20070822002)

2007FA0000754

CNDAIR

GE  

 

MOTOR

UNSERVICEABLE

8/3/2007

CL6002B16

CF34*

 

604923063

HORIZ STAB TRIM

WHILE OPERATING HORIZ STAB TRIM ON CHANNEL NR 2 ONLY THE FOLLOWING OCCURS. PUSHING BUTTON ON CONTROL WHEELS TO NOSE UP, HORIZONTAL ACTUALLY WENT DOWN THEN DISCONNECTED. REPEATED ATTEMPTS, KEPT TRIMMING TO NOSE DOWN POSITION. COULD NOT GET HORIZONTAL TO TRIM NOSE UP ON JUST CHANNEL NR 2. ONCE CHANNEL NR 1 WAS ENGAGED HORIZONTAL STAB TRIM WORKED CORRECTLY. THIS PART WAS SENT TO THE MFG BY THE PREVIOUS OPERATOR FOR THIS EXACT PROBLEM. MFG REPLACED PARTS AND RETURNED IT TO SERVICE. PROBLEM REOCCURRED, UNIT REMOVED AND SENT BACK TO MFG. (K)

CA070812001

CNDAIR

GE  

 

PRIORITY VALVE

FAULTY

8/9/2007

CL6002B19

CF343B1

 

4622 

NLG 

(CAN) ON APPROACH, GEAR WAS SELECTED DOWN AND THE NOSE GEAR DID NOT COME DOWN. THE CREW THEN CYCLED THE GEAR, BUT THE NOSE GEAR STILL DID NOT COME DOWN. THE CREW SWITCHED 3B HYDRAULIC PUMP FROM AUTO TO ON AND 30 SECONDS LATER THE NOSE GEAR CAME DOWN. THE LANDING GEAR WAS DEFERRED FOR THE A/C TO RETURN FOR REPAIR. MAINTENANCE T/S DISCOVERED NLG PRIORITY VALVE TO BE AT FAULT. PRIORITY VALVE WAS REPLACED AND GEAR SWINGS C/O AND A/C WAS CHECKED SERVICEABLE. (TC NR 20070812001)

CA070817007

CNDAIR

GE  

 

DOOR

MISSING

8/14/2007

CL6002C10

CF34*

 

 

LT MLG

(CAN) THE LT MAIN GEAR DOOR WAS MISSING AND HAD CAUSED DAMAGE TO THE LT IB FLAP WHEN IT EXITED THE AIRCRAFT. (TC NR 20070817007)

CA070816003

CNDAIR

 

 

POTENTIOMETER

INOPERATIVE

8/15/2007

CL604

 

 

6018610017

RUDDER TAB CONTR

(CAN) ON TAKEOFF ROLL, AS THE AC WAS ACCELERATING AND PRIOR TO 80 KTS. FULL RUDDER INPUT WAS APPLIED TO MAINTAIN CENTERLINE. CENTERLINE WAS UNABLE TO BE MAINTAINED AND THE TAKEOFF WAS ABORTED. THE AIRCRAFT TAXIED WITHOUT INCIDENT BACK TO BASE. AIRCRAFT IS OPERATED BY MFG. MARKING N605JP (TC NR 20070816003)

2007FA0000741

COLUMB

 

PARKERHANFIN

BOLT

BROKEN

8/28/2007

LC41550FG400

 

 

AN535A

WHEEL ASSY

ON LANDING PILOT FELT AND HEARD A VIBRATION AND BUMPING SOUND. REMOVED RT LANDING GEAR FAIRING AND INSPECTED BRAKE ASSY. ON THE WHEEL FOUND ONE WHEEL HALF ATTACH BOLT MISSING AND ONE BROKEN AND EXTENDING OUT OF THE WHEEL TO THE EXTENT OF CAUSING A GOUGE IN THE BRAKE MASTER CYLINDER AND TORQUE PLATE. ONE BOLT OUT OF THREE WAS HOLDING THE WHEEL HALVES TOGETHER.

CA070817006

CVAC

ALLSN

 

MANIFOLD

MALFUNCTIONED

8/14/2007

340CVAC

501D13D

 

 

EXTINGUISHER

(CAN) DURING CRUISE, AT APPROXIMATELY 7000 FEET AND THE RETARDANT SYSTEM DE-ARMED, THE RETARDANT TANK CONTENTS EXITED THE TANK. THE CREW RETURNED TO BASE. MAINTENANCE TROUBLESHOT THE SYSTEM AND THE HYDRAULIC MANIFOLD FOR THE RETARDANT TANK WAS REPLACED. THE TANK DOOR OVER CENTERS WERE CHECKED. THE RETARDANT TANK SYSTEM WAS FUNCTION CHECKED, THE AIRCRAFT WAS TEST FLOWN AND RETURNED TO SERVICE. (TC NR 20070817006)

CA070816001

CVAC

ALLSN

 

CONNECTOR

UNSECURE

8/10/2007

440  

501D13D

 

 

OIL PROP FILLER

(CAN) ENGINE NR 1 RPM UNSTABLE, REDUCED RPM TO 13,600. AIRCRAFT DIVERTED TO NEAREST AIRPORT. ENGINE WAS SHUTDOWN IN FINAL APPROACH, DUE TO RPM REDUCTION TO 13500 RPM. MAINTENANCE WAS SENT ON SITE AND FOUND THAT OIL PROPELLER FILLER PLUG WAS NOT SECURED PROPERLY AND ONE GALLON OF OIL HAD LEAKED OUT. PROPELLER REFILLED AND ENGINE RUN C/O (SERVICEABLE). AIRCRAFT RETURN TO SERVICE. (TC NR 20070816001)

CA070824007

CVAC

ALLSN

 

DOOR

INOPERATIVE

7/25/2007

440  

501D22

 

315341

OIL COOLER

(CAN) AIRCRAFT WAS DISPATCHED FOR FIRE ACTION. AFTER DEPARTURE, THE RT OIL TEMPERATURE GAUGE WAS OBSERVED TO BE AT THE BOTTOM OF THE RED ARC, APPROXIMATELY 100 DEGREES C. THE FLIGHT CREW IMMEDIATELY SHUTDOWN THE RT ENGINE AS A PRECAUTION AND RETURNED TO BASE. DURING INSPECTION BY MAINTENANCE, THE RT OIL COOLER DOOR WAS OBSERVED TO BE NOT FUNCTIONING AND POSITIONED FULLY CLOSED. THE RT OIL COOLER DOOR ACTUATOR WAS REMOVED AND INSPECTED. DURING DISASSEMBLY, SEVERAL WIRES AND A TERMINAL BLOCK WERE FOUND TO BE BROKEN IN THE ELECTRICAL BOX. THE OIL COOLER DOOR ACTUATOR WAS REPLACED AND RIGGED IAW MM. AFTER GROUND CHECKED SERVICEABLE, THE AIRCRAFT WAS RETURNED TO SERVICE. (TC NR 20070824007)

CA070813001

DHAV

PWA  

 

PISTON

CRACKED

7/27/2007

DHC2MKI

R985AN14B

 

27056CA1

ENGINE

(CAN) THE PILOT MADE A PRECAUTIONARY LANDING WHEN HE NOTICED OIL DROPS ON THE WINDSHIELD AND SAW SOME SMOKE COMING OUT FROM THE REAR OF THE COWLING. THE ENGINE WAS INSPECTED TO DETERMINE THE CAUSE OF THE OIL LEAK. A DIFFERENTIAL COMPRESSION SHOWED THAT THE NR 2 CYLINDER WAS FLAT. THE CYLINDER ASSEMBLY WAS REMOVED AND REVEALED THAT THE PISTON WAS CRACKED FROM HALFWAY ACROSS THE TOP, DOWN TO THE PISTON PIN HOLE AND THAT THERE WAS ALSO A .3750 INCH RAGGED HOLE THROUGH THE PISTON ON THE TOP EDGE OF IT ALLOWING THE PRESSURIZATION OF THE CRANKCASE AND PUSHING OIL OUT THE FRONT CASE AROUND THE PROPELLER SHAFT. A COMPLETE CYLINDER AND PISTON ASSEMBLY WERE INSTALLED. THE PART IS AVAILABLE IF REQUESTED. (TC NR 20070813001)

CA070814008

DHAV

PWA  

 

POST

SHEARED

8/9/2007

DHC2MKI

R985AN14B

 

C2UT473

TILLER

(CAN) TILLER POST FOUND SHEARED AT TOP, UNDER CABLE ATTACH FLANGE. (TC NR 20070814008)

CA070814006

DHAV

PWA  

 

BRACKET

CORRODED

8/10/2007

DHC2MKI

R985AN14B

 

C2TP160A

HORIZONTAL STAB

(CAN) CORROSION ON FRONT TAILPLANE PICKUP BRACKET, FOUND AT INSPECTION WHILE DOING CF-1991-42R1. (TC NR 20070814006)

CA070824002

DHAV

PWA  

 

CYLINDER

CORRODED

8/19/2007

DHC3

PT6A34

 

6A07116002

FLOAT

(CAN) DURING A WHEELS DOWN LANDING OF AN AMPHIBIOUS EQUIPPED AIRCRAFT, THE LANDING GEAR COLLAPSED. UPON INSPECTION, CORROSION WAS NOTED UNDER THE (ZAP STRAPS), WHICH WERE INSTALLED BY THE MANUFACTURER, ON BOTH LT AND RT NOSE GEAR ACTUATING CYLINDERS. ON THE LT CYLINDER, THE CORROSION WAS EXTENSIVE ENOUGH THAT HYDRAULIC FLUID WAS LEAKING THROUGH A PIN HOLE THAT HAD FORMED. (TC NR 20070824002)

CA070823005

DHAV

PWA  

 

IMPELLER

LEAKING

8/19/2007

DHC8102

PW120A

 

 

ENGINE

(CAN) ON TAXI, THE F/O NOTICED SMOKE IN THE FLIGHT DECK AND F/A CONFIRMED HAZE IN CABIN. BLEEDS WERE TURNED OFF. AS AIRCRAFT TURNED ONTO GATE LAV SMOKE DETECTOR WENT OFF. CREW STOPPED 10 FEET SHORT OF THE GATE SHUT DOWN AIRCRAFT AND DEPLANED PASSENGERS. IT WAS NOT A RAPID DEPLANEMENT AS THERE WAS NO PANIC AMONG PASSENGERS BUT CONCERN AS THEY COULD SEE SMOKE. FIRE FIGHTERS BOARDED AIRCRAFT AFTER PASSENGERS DEPLANED AND REPORTED NO VISIBLE SMOKE OR OIL SMELL. A LITTLE LATER MAINTENANCE WENT ON BOARD AND NO SMOKE ODOR WAS EVIDENT. A VERY SLIGHT OIL/HYDRAULIC ODOR WAS NOTICED AROUND THE CENTER CABIN AREA. MAINTENANCE TROUBLE SHOOTING CONSISTED OF A SERIES OF ENGINE RUNS WHICH ISOLATED PROBLEM TO NR 2 ENGINE. REPLACEMENT OF THE P 2.5/3 VALVE, MAIN AND SCAVENGE OIL FILTERS AND FURTHER RUNS REVEALED TURBO MACHINERY MAKING METAL AND OIL LEAKING FROM ENGINE LP IMPELLER INTAKE. SUSPECT INTERNAL BEARING AND OR SEAL FAILURE. NR 2 ENGINE AND OIL COOLER REPLACED HEAT EXCHANGER AND DUCTING INSPECTED AND NO OIL CONTAMINATION FOUND. ENGINE RUNS CONFIRMED NO FURTHER CONTAMINATION AND AIRCRAFT RETURNED TO SERVICE. (TC NR 20070823005)

CA070817002

DHAV

PWA  

 

FLAP TRACK

CORRODED

8/13/2007

DHC8102

PW120A

 

85780009011

RT WING

(CAN) EXCESSIVE CORROSION FOUND ON FLAP TRACKS NR 4 AND NR 5 ON BOTH LT AND RT WINGS DURING 60K REPLACEMENT OF FLAP TRACKS. SUPPORT BRACKETS REMOVED FOR TRANSFER TO NEW BEAMS, CORROSION FOUND IN RECESSES OF TRACKS BEHIND BRACKETS. LT NR 4 TRACK FOUND FULL OF WATER, BOTH SIDES OF BRACKET APPEARS TO BE NEWER BRACKET. RUST STARTING TO FORM BELOW PAINT. NR 4 LT: P/N 85780009-011; NR 4 RT: P/N 85780009-112; NR 5 LT: P/N 85780010-007; NR 5 RT: P/N 85780010-008. RECTIFICATION: FLAP TRACKS REPLACED AS PART OF THE 60K WORK PACKAGE REQUIREMENT. FURTHER INSPECTION OF CORROSION AND CAUSE SHOULD BE CARRIED OUT. (TC NR 20070817002)

2007FA0000805

DHAV

PWA  

 

LINE

LEAKING

9/11/2007

DHC8106

PW121

 

82970009325

HYDRAULIC SYS

PILOT NOTED LOSE HYDRAULIC LINE. DECLARED EMERGENCY AND LANDED. NO NOSE WHEEL STEERING ON GROUND. INSPECTED ALL HYDRAULIC LINES AND FITTINGS. NOTED EDP LINE GOING TO PRESSURE MANIFOLD B NUT WAS ABLE TO GET HALF A TURN. SYSTEM SERVICED AND FUNCTIONAL CHECKED SERVICEABLE.

CA070803008

DHAV

PWA  

 

TOWERSHAFT

SEIZED

6/18/2007

DHC8301

PW123

 

 

REDUCTION GB

(CAN) THE ENGINE WAS REPORTED TO HAVE EXPERIENCED AN INFLIGHT SHUTDOWN. SUBSEQUENT INSPECTION REVEALED A SEIZED TOWER SHAFT AND DEBRIS IN THE ENGINE OIL. MFG WILL INVESTIGATE THE EVENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED. (TC NR 20070803008)

CA070824006

DHAV

PWA  

 

SEAL

TORN

8/13/2007

DHC8311

PW123

14SF23

8173881

PROPELLER

(CAN) CREW NOTICED A LARGE AMOUNT OF OIL ON THE LT NACELLE WHICH APPEARED TO ORIGINATE FROM THE PROPELLER. THE ENGINE WAS SHUTDOWN DUE TO THE EXCESSIVE LEAKAGE AND THE AIRCRAFT RETURNED TO BASE. THE PROPELLER NR 1 BLADE SEAL WAS REPLACED AND GROUND LEAK CHECKS CARRIED OUT. THE SEAL (WHICH WAS FURTHER DAMAGED DURING REMOVAL) APPEARS TO HAVE HAD A TEAR ON THE SURFACE WHICH FACES OB AND IS EXPOSED WHEN INSTALLED. (TC NR 20070824006)

CA070823006

DIAMON

CONT

 

BRACKET

BROKEN

7/13/2007

DA20C1

IO240B

 

2224121400

ALTERNATOR

(CAN) ALTERNATOR BRACKET IS BREAKING ON THESE AIRCRAFT AROUND 100 HOURS T/S. THE FACTORY HAS RUN OUT OF STOCK AND IS ROBBING THE PART FROM NEW PRODUCTION AIRCRAFT. SUGGEST RE ENGINEERING AND POSSIBLE AD. (TC NR 20070823006)

CA070729001

DIAMON

CONT

 

FORK

CRACKED

7/17/2007

DA20C1

IO240B

 

203220080

NOSE GEAR

(CAN) DURING ROUTING INSPECTION, A CRACK SIMILAR TO THE ONE IN THE ATTACHMENT WAS FOUND. FORK WAS REPLACED. FLEET INSPECTION REVEALED (3) OTHER AIRCRAFT WITH VARYING CRACK PROGRESSION ALL FORKS WERE REPLACED. (TC NR 20070729001)

CA070803010

DIAMON

CONT

 

TRANSMITTER

DEFECTIVE

2/27/2007

DA20C1

IO240B

 

2279300004

ENGINE OIL PRESS

(CAN) OIL PRESSURE REPORTED LOW WHEN ENGINE BROUGHT BACK TO IDLE FOR LANDING. INSTALLED NEW OIL PRESSURE SENDER AND AIRFRAME GAUGE CALIBRATION CHECK COMPLETED. LOGBOOK NOT AT CURRENTLY CLOSE AT HAND, FOR TOTAL TIME ON OIL SENDER, OPERATOR HAS REPLACED THEM IN THE PAST DUE TO SIMILAR TROUBLE. (TC NR 20070803010)

CA070803015

DIAMON

CONT

 

TRANSMITTER

DEFECTIVE

7/30/2007

DA20C1

IO240B

 

2279300004

ENGINE OIL PRESS

(CAN) PILOT REPORTED LOW OIL PRESSURE DURING DESCENT WITH ENGINE RPM REDUCED TO IDLE. COMPLEATED OIL PRESSURE GUAUGE CALIBRATION CHART USING CABIBRATED GAUGE. INDICATED 30PSI -> ACTUAL 38PSI, INDICATED 20 -> ACTUAL 27PSI, INDICATED 15PSI -> ACTUAL 20PSI, INDICATED TOP OF RED LINE 12PSI -> ACTUAL 18PSI, MIDDLE OR REDLINE 10PSI -> ACTUAL 16PSI. (TC NR 20070803015)

2007FA0000786

DIAMON

LYC  

 

AIR BOX

BROKEN

5/16/2007

DA40

O360A4M

 

D4F732612001

ENGINE

CARBURETOR HEAT CONTROL ARM BROKE OFF OF CARB AIR BOX CAUSING UNCONTROLLED SELECTION OF CARB HEAT VS RAM (COLD) AIR INTAKE. (K)

2007FA0000787

DIAMON

LYC  

 

AIR BOX

BROKEN

5/21/2007

DA40

O360A4M

 

D4F732612001

ENGINE

CARBURETOR HEAT CONTROL ARM BROKE OFF OF CARB AIR BOX CAUSING UNCONTROLLED SELECTION OF CARB HEAT VS RAM (COLD) AIR INTAKE WHILE IN FLIGHT. (K)

2007F00052

DORNER

GARRTT

 

TACH GENERATOR

FALSE INDICATION

9/4/2007

DO228202

TPE33110T

 

AG34 

LEFT ENGINE

LEFT RPM INDICATION ABNORMAL PERFORMED PRECAUTIONARY SHUTDOWN. INSPECTION FOUND TACH GENERATOR SHAFT BROKEN. REMOVED AND REPLACED TACH GENERATOR IAW AMM 77-11-03. ENGINE GROUND PERFORMANCE RUN C/W AND PASSED. ALL PARAMETERS NORMAL. AIRCRAFT APPROVED FOR RETURN TO SERVICE.

CA070823011

DORNER

 

 

WINDOW

CRACKED

8/22/2007

DO328100

 

 

001A561A0000218

COCKPIT

(CAN) ENROUTE AT FLIGHT LEVEL 27,000 THE PILOTS LT SIDE WINDOW CRACKED WITH A LOUD POP. INITIATED DESCENT TO 8,000 FEET AND MANUALLY RAISED CABIN PRESSURE TO ZERO DIFFERENTIAL PRESSURE AND CONTINUED. ADVISED COMPANY OF THE FAILURE PRIOR TO ARRIVAL. AN ENGINEER INSPECTED THE WINDOW AND FOUND IT WITHIN LIMITS FOR A FERRY FLIGHT. AUGUST 23,2007 FOR REPLACEMENT OF THE WINDOW. (TC NR 20070823011)

2007FA0000708

DOUG

 

 

LOCK

MALFUNCTIONED

8/13/2007

DC8*

 

 

 

COCKPIT DOOR

NOTIFY BY AIR SECURITY REPORT THAT OUR COCKPIT LKD SYSTEM INFORMS US ONLY IF IT'S ARMED OR NOT, BUT NOT IF THE DOOR IS CORRECTLY CLOSED AND LOCKED. DURING ONE OF THE LAST FLT'S MY COCKPIT DOOR HAS BEEN OPENED BY THE PURSER WITHOUT MY PERMISSION. THE DOOR SEEMED CLOSED BUT IT WASN’T AND HE COULD OPEN IT EASILY. IT IS UNSAFE FOR US ON BOARD AND FOR ALL PEOPLE THAT WE FLY OVER. EUROPEAN AVIATION SAFETY AGENCY POSTFACH 10 12 53 D-50452 KOELN, GERMANY I'M MD80 CPT OF ALITALIA , I NOTIFY BY AIR SECURITY REPORT THAT OUR COCKPIT LKD SYSTEM INFORMS US ONLY IF IT'S ARMED OR NOT, BUT NOT IF THE DOOR IS CORRECTLY CLOSED AND LOCKED. DURING ONE OF THE LAST FLT'S MY COCKPIT DOOR HAS BEEN OPENED BY THE PURSER WITHOUT MY PERMISSION. THE DOOR SEEMED CLOSED BUT IT WASN’T AND HE COULD OPEN IT EASILY. IT IS UNSAFE FOR US ON BOARD AND FOR ALL PEOPLE THAT WE FLY OVER. I GIVE YOU MY NAME BUT IT'S BETTER FOR ME YOU DON’T SHOW MY NAME TO ANYBODY. TKS CPT VALERIO POCEK V.POCEK@LIBERO.IT +39 3402772347

2007FA0000794

DOUG

PWA  

 

SKIN

DAMAGED

9/1/2007

DC915

JT8D7

 

 

WING 

BIRD STRIKE ON LT LEADING EDGE, CAUSING DEEP DENT AMD A TEAR 5 INCHES VERTICAL AND 4 INCHES HORIZONTAL, FOUND ON POST FLIGHT INSPECTION. REPAIRED IAW SRM CHAPTER 57-06.

CO1Y200700004

DOUG

 

 

SKIN

CORRODED

9/1/2007

MD11

 

 

 

RT WING

RT WING UPPER SURFACE FROM XORS 345 TO XORS 828 FOUND 15EA EXFOLIATION CORROSION POINTS.

CO1Y200700003

DOUG

 

 

SKIN

CORRODED

9/1/2007

MD11

 

 

 

LT WING

LT WING UPPER SURFACE ON SKIN FROM XORS 130 TO XORS 738 FOUND EXFOLIATION CORROSION.

CA070823001

EMB  

GE  

 

SENSOR

DEFECTIVE

8/16/2007

ERJ190100IGW

CF3410E6

 

59128437

TE FLAP

(CAN) ON APPROACH, FLIGHT EXPERIENCED A FLAP FAIL MESSAGE. SLAT WENT TO 3 GREEN, FLAP INDICATION BECAME YELLOW, AND SHOWED BELOW THE 2 MARKER. FLIGHT DID GO AROUND, AND DECLARED EMERGENCY WITH TOWER. CFR WAS AVAILABLE, AND FLIGHT LANDED AT HIGHER THAN NORMAL SPEED. INFLIGHT PERFORMED ABNORMAL LANDING PROCEDURE AFTER THEY WERE BRIEFED BY FLIGHT CREW THAT THEY WERE GOING TO LAND AT HIGHER THAN NORMAL SPEED. PRIOR TO TAXI, CFR INSPECTED AIRCRAFT. ON INVESTIGATION, FOUND RT OB FLAP SKEW SENSOR AT FAULT, SENSOR REPLACED IAW AMM 27-53-06-400. MOC REQUESTED THAT NR 4 AND NR 3 RT FLAP ACTUATORS BE REPLACED AS WELL. (TC NR 20070823001)

CA070803014

FOKKER

PWA  

 

ENGINE

POWER LOSS

6/27/2007

F27MK50

PW125B

 

 

 

(CAN) THE ENGINE LOST POWER IN FLIGHT AND WAS SHUTDOWN BY THE CREW. MFG WILL INVESTIGATE THE INCIDENT AND ADVISE OF ROOT CAUSE ONCE ESTABLISHED. (TC NR 20070803014)

2007FA0000760

FOUND

LYC  

LYC  

BAFFLE

CRACKED

7/16/2007

FBA2C1

IO540L1A5

 

LW13383

OIL SUMP

ENGINE OIL SUMP BAFFLE CONTACTED BOTTOM OF OIL SUMP CRACKING BAFFLE SUPPORT ATTACH POINTS AND SHEARING RIVETS ATTACHING BAFFLE CENTER REINFORCEMENT. SHEARED RIVET LODGED IN OIL PRESSURE RELIEF VALVE CAUSING LOSS OF OIL PRESSURE. ENGINE REMOVED FOR OVERHAUL.

2007FA0000761

FOUND

LYC  

 

BAFFLE

CRACKED

7/16/2007

FBA2C1

IO540L1A5

 

LW13383

OIL SUMP

ENGINE OIL SUMP BAFFLE CONTACTED BOTTOM OF OIL SUMP CRACKING BAFFLE SUPPORT ATTACH POINTS AND SHEARING RIVETS ATTACHING BAFFLE CENTER REINFORCEMENT.

CA070817005

GRUMAN

WRIGHT

 

WHEEL

CRACKED

8/16/2007

TS2ACALFORST

982C9HE2

 

CON1194515

MLG 

(CAN) DURING AN (A) INSPECTION, A 6 INCH LONG CRACK WAS NOTED ON THE MAIN WHEEL OUTER HALF. THE CRACK WAS RUNNING AROUND THE CIRCUMFERENCE OF THE WHEEL. THE WHEEL ASSEMBLY WAS REMOVED AND A SERVICEABLE WHEEL ASSEMBLY WAS INSTALLED. THE AIRCRAFT WAS RETURNED TO SERVICE. (TC NR 20070817005)

CA070724001

GULSTM

GARRTT

 

O-RING

LEAKING

7/18/2007

690  

TPE3315251K

 

 

GEAR ACTUATOR

(CAN) INCIDENT/HAZARD DESCRIPTION: UNSAFE GEAR WARNING LIGHT ILLUMINATED. HYDRAULIC PRESSURE WAS DOWN TO 500 PSI. ONCE ON GROUND, FOUND HYDRAULIC FLUID HAD LEAKED OUT IN THE RT WHEEL WELL, DETERMINED THE RT GEAR ACTUATOR FOR BRINGING GEAR UP HAD A O-RING FAIL (SPLIT) AIRCRAFT SLOWED TO BELOW 200KTS, GEAR SELECTED DOWN AND (3) GEAR CONFIRMED AND GEAR VISUALLY DOWN AND LOCKED. ONCE GEAR WAS DOWN HYDRAULIC PRESSURE WAS BACK UP TO 1000 PSI, AND LANDING MADE . BRAKES WORKED FINE, AIRCRAFT REPAIRED FOR ALERTS ON THE 19TH OF JULY. TEST FLIGHT COMPLETED (TC NR 20070724001)

2007ADP828001

GULSTM

RROYCE

 

SELECTOR VALVE

BYPASSING

8/23/2007

G159

DART5298X

 

159SCH1151

RT MLG

AIRCRAFT WAS ENROUTE, FLYING THE APPROACH FOR RUNWAY 03. ONCE THE CREW PERFORMED THE APPROACH CHECKLIST, AND GEAR DOWN WAS SELECTED BEFORE LANDING CHECKLIST THEY GOT THE RT MAIN AND NOSE GEAR LIGHT ONLY. CREW TRY THE EMERGENCY PROCEDURES DESCRIBED ON CHECKLIST. THIS PROCEDURE DID NOT GET THE (3) GREEN GEAR LIGHTS. AIRCRAFT LANDED WITH (2) GEARS DOWN ON RUNWAY 21, AND SLID INTO THE GRASS. NO INJURIES TO CREW OR PASSENGERS.

2007FA0000759

GULSTM

RROYCE

RROYCE

FAIRING

CRACKED

8/31/2007

GULFSTREAMGV

BR700710A110

 

BRR40289

LP FAN

DURING INSPECTION OF THE AIR INTAKE ROTATING FAIRING, WE FOUND A CRACK BETWEEN THE MOUNT BOLT HOLE AND THE ADJACENT ALIGNMENT PIN HOLE.

2007FA0000816

GULSTM

RROYCE

 

SOCKET

BURNED

9/17/2007

GULFSTREAMGV

BR700710A110

 

91000106

 

THE SOCKET ON ONE OF THE (2) LAMPS BURNED CAUSING AN ELECTRICAL ODOR IN THE BAG BIN WHERE THE STERILIZER IS LOCATED. THE 2 AMP CIRCUIT BREAKER WHICH CONTROLS THE POWER TO THE STERILIZER DID NOT POP.

090107

LEAR

GARRTT

 

ENGINE

UNKNOWN

9/4/2007

36A  

TFE73122B

 

TFE7312B

 

DURING CLIMB OUT SHORTLY AFTER TAKEOFF LT ENGINE QUIT. CREW DECLARED AN EMERGENCY WITH DEPARTURE CONTROL, THEY VECTOR AIRPLANE TO PROPER MSA ALTITUDE AND RETURN FOR LANDING. CREW ELECTED, IN FLIGHT ENGINE START CHECK LIST, THE LT ENGINE STARTED, AND WAS OPERATING NORMAL. AT THIS POINT CREW NOTIFIED ATC THAT LT ENGINE WAS BACK UNDER NORMAL OPERATING CONDITIONS. AIRPLANE LANDED UNEVENTFULLY.

2007FA0000736

LEAR

 

 

TIRE

DEFLATED

8/23/2007

60LEAR

 

 

178K481

LT MLG

NOTIFIED BY FLIGHT CREW LT MAIN LANDING GEAR IB AND OB TIRES SEPARATED FROM WHEELS DURING TAXI. TIRES DETACHED FROM WHEEL ASSEMBLIES BUT DID NOT SEPARATED FROM AIRCRAFT. TIRES WERE NOT BLOWN. DAMAGED TIRES AND WHEELS ASSEMBLIES WERE REMOVED. UPON INSPECTION, NO OTHER DAMAGES NOTED ON LANDING GEAR OR SURROUNDING STRUCTURE. NO FOD DAMAGE TO AIRCRAFT. REPLACED WITH SERVICEABLE WHEELS/TIRES ASSEMBLIES.

2007FA0000734

MOONEY

CONT

 

VOLT REGULATOR

FAILED

7/24/2006

M20R

IO550*

 

800397501

 

THE INABILITY OF THE VOLTAGE REGULATOR (PN 800397-501, SN 0165) TO CONTROLTHE OUTPUT OF THE ALTERNATOR WHEN THE BATTERY SWITCH WAS TOGGLED BETWEEN THE NR1 AND NR 2 BATTERY, IN FLIGHT. (K)

2007FA0000730

PIAGIO

 

 

ANTENNA

SEPARATED

8/13/2007

P180

 

 

ADS430101AC

FUSELAGE

RADAR ALTIMETER REPORTED INOPERATIVE. FOUND ANTENNA SENSOR GONE FROM THE BASE, LEAVING .2500 INCH HOLE THROUGH THE COAX CONNECTION. THE FLAT ANTENNA MOUNTS TO A CURVED FUSELAGE WITHOUT CONTOUR ADAPTATION. (K)

2007FA0000799

PIPER

LYC  

 

MUFFLER

BROKEN

9/5/2007

PA18150

O320*

 

 

EXHAUST

ENGINE EXHAUST TAIL PIPE FAILED AT THE MUFFLER WELD. WITH 36 HOURS TOTAL TIME SINCE NEW. LEADING EDGE EXHAUST SYSTEM WAS INSTALLED BY STC SA02200AK.

CA070814003

PIPER

LYC  

 

SPRING

BROKEN

7/7/2007

PA23250

IO540C4B5

 

487312

DOWNLOCK HOOK

(CAN) RT LANDING GEAR DOWN LOCK SPRING (P/N 487-312) BROKE AND LODGED ITSELF BETWEEN THE HOOK AND THE LOCK OF THE UPLOCK BOX. THE GEAR COULD NOT MOVE AND THEN THE GEAR LIGHT DID NOT COME ON. (TC NR 20070814003)

CA070802007

PIPER

LYC  

 

CLAMP

WORN

7/22/2007

PA28140

O320E3D

 

65442003

EXHAUST PIPE

(CAN) PIN THAT PROTRUDES THROUGH THE MUFFLER AND EXHAUST PIPE WAS WORE ALLOWING THE THEM TO SEPARATE. OTHER AIRCRAFT IN THE FLEET WERE CHECKED AND FOUND OK. (TC NR 20070802007)

2007FA0000819

PIPER

LYC  

LYC  

BEARING

DESTROYED

9/24/2007

PA28180

O360A4A

 

LW14227

MAGNETO

BEARING LW14227 CAGE DESTROYED AND APPROXIMATELY 50 PERCENT MISSING. THIS IS THE ENGINE SIDE BEARING OF THE LW15416 MAGNETO DRIVE ADAPTER (MAGNETO ISOLATION DRIVE FOR RT MAGNETO)ENGINE HAS 857 HOURS SINCE FACTORY OVERHAUL IN 2000.

2007FA0000820

PIPER

LYC  

 

BEARING

DESTROYED

9/24/2007

PA28180

O360A4A

 

LW14227

ENGINE

BEARING LW14227 CAGE DESTROYED AND APPROXIMATELY 50 PERCENT MISSING. THIS IS THE ENGINE SIDE BEARING OF THE LW15416 MAGNETO DRIVE ADAPTER (MAGNETO ISOLATION DRIVE FOR RIGHT HAND MAGNETO). ENGINE HAS 857 HOURS SINCE FACTORY OVERHAUL IN 2000.

CA070821003

PIPER

LYC  

SNSNCH

BLADE

DAMAGED

6/8/2007

PA28181

O360A4M

76EM8S5060

76EM8S5060

PROPELLER

(CAN) WELDED PROPELLER, AIRCRAFT IMPORTED, NO LOG FOR FIXED-PITCH PROP. PROP REMOVED FOR 5 YR CORROSION INSPECTION AS A PRECAUTIONARY MEASURE - SINCE PROP WAS ONLY ALODINED, PROP WAS ANODIZED DURING INSPECTION AT HOPE AERO, TIP FOUND STAINED AFTER ANODIZING. CONFIRMED WELDING OF PROP BY EDDY CURRENT. (TC NR 20070821003)

2007FA0000813

PIPER

LYC  

 

RIB  

CRACKED

9/20/2007

PA28R200

IO360A1A

 

7847504

WING 

CRACKS FOUND DURING INSPECTION. CRACKS FOUND IN LOWER RELIEF EDGE MADE USE OF REPAIR KIT P/N: 767 - 397 NOT POSSIBLE. THE CRACK REQUIRED REPLACEMENT OF ENTIRE RIB ASSY WITH NEW PART 78475-004 (AN IMPROVED PART). HAVE DIGITAL PHOTOS OF THE CRACKED RIB, THE CRACKS ARE CAUSED BY FLEXING OF THE SPAR BY THE LANDING GEAR SIDE BRACE DUE TO SIDE LOADS DURING LANDING. IF NO REPLACED I DON'T SEE AN INFLIGHT FAILURE, BUT COULD SEE POSSIBILITY OF LANDING GEAR COLLAPSE.

2007FA0000815

PIPER

LYC  

 

RIB  

CRACKED

9/20/2007

PA28R200

IO360A1A

 

7847504

WING 

CRACKS FOUND DURING INSPECTION, CRACKS FOUND IN LOWER RELIEF EDGE MADE USE OF REPAIR KIT P/N: 767 - 397 NOT POSSIBLE. THE CRACK REQUIRED REPLACEMENT OF ENTIRE RIB ASSY. WITH NEW MFG PART 78475-004 (AN IMPROVED PART). HAVE DIGITAL PHOTOS OF THE CRACKED RIB, THE CRACKS ARE CAUSED BY FLEXING OF THE SPAR BY THE LANDING GEAR SIDE BRACE DUE TO SIDE LOADS DURING LANDING. IF NO REPLACED I DON'T SEE AN INFLIGHT FAILURE, BUT COULD SEE POSSIBILITY OF LANDING GEAR COLLAPSE.

CA070814004

PIPER

LYC  

 

BOWL

LEAKING

7/18/2007

PA31

TIO540A2C

 

460635

HYD FILTER

(CAN) THE RT POWERPACK FILTER BOWL HAD A HYDRAULIC LEAK IN FLIGHT, THE POWERPACK WAS PARTIALLY EMPTY. THE LANDING GEAR WAS MANUALLY DESCENDED AND THE PILOT DECLARED AN EMERGENCY. MECHANIC REPLACED FILTER ASSY (460635) WITH O-RING (MS 28778-16) THE POWER PACK WAS SERVICED, GEAR SWING CARRIED OUT, LEAK CHECKED SERVICEABLE. (TC NR 20070814004)

CA070807004

PIPER

LYC  

 

PIN  

SHEARED

8/1/2007

PA31

TIO540A2C

 

17700200

PARKING BRAKE

(CAN) PARKING BRAKE VALVE STOP PIN IN THE OFF POSITION WAS SHEARED OFF CAUSING THE BRAKE LEVER TO GO PAST THE STOP POSITION. THIS CAUSE THE BRAKE TO BE IN A ON POSITION. ON LANDING THE PILOT TESTED HIS BRAKES BY PUMPING THE BRAKES AND BECAUSE THE LEVER WAS PAST THE STOP POSITION IT CAUSE THE BRAKES TO LOCK ON. WHEN THE PILOT LANDED, THE BRAKES WHERE BOTH LOCKED ON CAUSING THE TIRES TO BURST INTO FLAMES. (TC NR 20070807004)

CA070731002

PIPER

LYC  

 

FLEX COUPLING

SEIZED

7/27/2007

PA31350

TIO540J2BD

 

486597

FLAP MOTOR

(CAN) ON CLIMB OUT PILOT FOUND HIS FLAP CIRCUIT BREAKER HAD POPPED AND HIS FLAPS WOULD NOT RETRACT. HE MADE AN UNEVENTFUL LANDING. UPON TROUBLE SHOOTING, IT WAS FOUND THAT THE R/H FLAP FLEX SHAFT (MOTOR TO TRANSMISSION) WAS SEIZED. AS A RESULT OF THE SEIZED SHAFT, THE MOTOR WAS ALSO DAMAGED. THE MOTOR AND SHAFT HAVE BOTH BEEN REPLACED AND THE AIRCRAFT RELEASED FOR SERVICE. (TC NR 20070731002)

CA070805001

PIPER

PWA  

 

HOSE

FAILED

8/3/2007

PA31T

PT6A28

 

17766110

RT MLG BRAKE

(CAN) WHILE THE PILOTS WHERE TAXIING THE AIRCRAFT, IT WAS NOTED THAT THE RT BRAKES WHERE U/S. AS THEY WHERE TAXIING BACK TO THE FBO ANOTHER AIRCRAFT REPORTED SMOKE COMING FROM THE RT BRAKE AREA. THE FIRE WAS PUT OUT BY THE AIRPORT FIRE DEPARTMENT QUICKLY. AFTER THE INITIAL INSPECTION WAS CARRIED OUT, IT WAS FOUND THAT THE RT LOWER FLEXIBLE BRAKE LINE WAS U/S THAT ATTACHES TO THE CALIPER. THE RT TIRE WAS U/S DUE TO THE FIRE. THE WHEEL ASSY WAS REPLACED AND THE AIRCRAFT WAS TOWED TO THE FBO`S HANGER WHERE IT WAS JACKED AND A DETAILED INSPECTION WAS CARRIED OUT. AFTER THE INSPECTION WAS CARRIED OUT, THERE WAS NO DAMAGE TO THE RT MLG, SURROUNDING PARTS AND STRUCTURE OTHER THAN THE FLEXIBLE BRAKE LINE, CALIPERS AND TIRE. ALL U/S PARTS WHERE REPLACED AND TESTED AND AS A PRECAUTION THE R/H MLG ACTUATOR FLEXIBLE LINES WHERE REPLACED AND GEAR SWINGS CARRIED OUT WITH NO FAULTS. THERE WAS NO SIGNS OF BURNT PAINT, BLISTERING OF PAINT, CRACKS, POPPED RIVETS, WARPED PARTS OR STRUCTURE, MELTED PARTS OR STRUCTURE AND NO DISCOLORING OF PAINT. AS A PRECAUTION ALL FLEXIBLE BRAKE LINES WHERE INSPECTED IN OUR FLEET WITH NO FAULTS FOUND AND ALL FLEXIBLE BRAKE LINES ARE TO BE REPLACED. (TC NR 20070805001)

2007FA0000748

PIPER

PWA  

 

TUBE

CRACKED

7/18/2007

PA31T

PT6A28

 

3011849

LT ENGINE

FUEL LEAK NOTED ON SHUTDOWN. FUEL TUBE P/N 3011849 WAS CRACKED AT CONNECTION TO START CONTROL UNIT.

CA070803012

PIPER

LYC  

 

TORQUE TUBE

BROKEN

7/28/2007

PA34200

LIO360C1E6

 

63420006

LT RUDDER

(CAN) THE LT RUDDER CABLE TORQUE TUBE CONNECTION BROKE OFF FROM THE TUBE. RUDDER CONTROL WAS LIMITED TO THE TRIM. (TC NR 20070803012)

2007FA0000729

PIPER

CONT

CONT

BUSHING

MISINSTALLED

8/3/2007

PA34220T

TSIO360RB

 

538684

CONNECTING ROD

DURING THE PROCESS OF INSPECTING (6 EA) CONNECTING RODS IAW SB 07-1 AND SB 00-3, IT WAS FOUND THAT ALL WRIST PIN BUSHINGS WERE INSTALLED NOT IAW THEIR POSITIONS AS REQUIRED IN THE APPLICABLE SB AS REFERENCED. SPLIT LINE OF BUSHING ON WRONG SIDE OF CENTERLINE. PARTS AS RECEIVED FROM MFG. (K)

2007FA0000783

PIPER

LYC  

 

CONTROL CABLE

BROKEN

8/16/2007

PA44180

O360*

 

62701153

ELEVATOR

AFT LOWER ELEVATOR CONTROL CABLE BROKE AT TURN BUCKLE BETWEEN CRIMPED BARREL AND END THREADS. SENT CABLE ASSY TO NTSB FOR LAB REPORT. (K)

2007FA0000726

RAYTHN

 

 

DOWNLOCK SWITCH

FALSE INDICATION

7/3/2007

C90GT

 

 

903610373

MLG 

PILOT REPORTED LT MAIN LANDING GEAR DOWN AND LOCKED INDICATION WITH LANDING GEAR RETRACTED. FOUND SWITCH ASSY INDICATOR SHOWING GREEN DOWN AND LOCKED INDICATION IN GEAR RETRACTED POSITION. REPLACED SWITCH ASSY WITH NEW UNIT. LANDING GEAR RETRACTION/ EXTENSION SYSTEM TESTS NORMAL. (K)

CA070803006

RAYTHN

PWA  

 

TIRE

DELAMINATED

8/3/2007

C90GT

PT6A135

 

0213500

MLG 

(CAN) VIBRATION REPORTED ON TAKEOFF AND LANDING STARTING/ENDING AT 60-70 KNOTS, VIBRATION INCREASED AT HIGH SPEEDS ON GROUND AND DISAPPEARED AFTER LANDING GEAR WAS RETRACTED. LT AND RT MAIN WHEEL TIRE BALANCE PATCHES WERE FOUND DELAMINATED AND FLOATING INSIDE WHEEL ASSEMBLIES. RT TIRE P/N 021-350-0 S/N 6121W00482 REPLACED WITH TIRE P/N 850T06-3, LT TIRE P/N 021-350-0 S/N 6200W00106 ALSO REPLACED WITH NEW TIRE P/N 850T06-3 2) HIGH SPEED TAXI CHECKS COMPLETED WITH PILOTS UP TO 100 KNOTS, NO VIBRATIONS NOTED AND AIRCRAFT RETURNED TO SERVICE. (TC NR 20070803006)

CA070803009

RAYTHN

PWA  

 

TIRE

OUT OF ROUND

8/3/2007

C90GT

PT6A135

 

0763670

NLG 

(CAN) NOSE WHEEL SHIMMY TIRE PN 076-367-0 SN 4190W00091 FOUND OUT OF ROUND .5 INCH. TIRE REPLACED AND REBALANCED. NOSE WHEEL STEERING DAMAGE CAUSED BY SHIMMY REPAIRED AS REQUIRED ALL WORN BOLTS, BUSHINGS, BEARINGS AND NOSE STEERING IDLER ASSY. REPLACED NEW. (TC NR 20070803009)

2007FA0000811

ROBSIN

LYC  

 

BELT

BROKEN

9/6/2007

R22BETA

O360C1F

 

B1731

ALTERNATOR

ALTERNATOR LIGHT CAME ON DURING CRUISE FLIGHT. FOLLOWED HELICOPTER FLIGHT MANUAL PROCEDURES AND RETURNED TO LANDING. UPON INSPECTION IT WAS DISCOVERED THAT THE ALTERNATOR BELT HAD BROKEN AND DEPARTED THE AIRCRAFT IN FLIGHT. NO OTHER DAMAGE RESULTED

CA070808001

ROBSIN

LYC  

 

MUFFLER

CRACKED

8/7/2007

R44RAVENII

IO540AE1A5

 

C16932

TAILPIPE

(CAN) DURING SCHEDULED INSPECTION. AD CF90-03R2 BEING ACCOMPLISHED, A LARGE CRACK WAS FOUND AT THE TAILPIPE ATTACHMENT POINT, IN THE MUFFLER SUB-ASSY. IT WAS DIFFICULT TO DETERMINE ROOT CAUSE OF CRACK ORIGINATION, BUT POSSIBLE CAUSE WAS IMPACT WITH FOREIGN OBJECT WHEN AIRCRAFT LANDED IN AN UNPREPARED LANDING AREA. MUFFLER SUB-ASSEMBLY P/N C169-32 REPLACED WITH NEW ASSY, SAME P/N, A/C RELEASED FOR CONTINUED OPERATION (TC# 20070808001)

CA070827011

ROBSIN

LYC  

 

SERVO

MALFUNCTIONED

7/31/2007

R44RAVENII

IO540AE1A5

 

25766304

FUEL SYSTEM

(CAN) DURING START UP, THE AIRCRAFT COULD DEVELOP AND POWER ABOVE 80 TO 85 PERCENT POWER INPUTS. THE SERVO WAS INSTALLED AND REMOVED WITH A TOTAL OF 3.7 HRS IN OPERATION ON THIS AIRCRAFT. SERVO WAS SENT FOR REPAIR AND CONTAMINATION WAS REPORTED TO BE THE CAUSE OF LACK OF POWER. NO ISSUE WERE NOTED IN AIRCRAFT FUEL SYSTEM AND REPLACEMENT OF SERVO FIXED THE PROBLEM. (TC NR 20070827011)

CA070814010

SKRSKY

GE  

 

ENGINE

MALFUNCTIONED

8/7/2007

S61N

CT581401

 

 

 

(CAN) ROTORCRAFT WAS LOGGING AT THE TIME OF THE ENGINE SHUTDOWN. THE AIRCRAFT WAS HOVERING ABOVE A LOG GETTING READY TO PULL THE LOG FROM THE SETTING. NR 1 ENGINE INDICATIONS DROPPED OFF (IE OIL PRESSURE, FUEL PRESSURE, NG). THE AIRCRAFT RELEASED ITS LONGLINE AND BEGAN AN UNSCHEDULED LANDING. THE AIRCRAFT LANDED WITHOUT INCIDENT AND THE ENGINE WAS REMOVED FOR INSPECTION. (TC NR 20070814010)

CA070807006

SNIAS

TMECA

 

PIN  

WORN

7/14/2007

AS332C

MAKILA1A

 

332A38101521

M/R GEARBOX

(CAN) ON MAIN ROTOR GEARBOX REMOVAL SMALL PIN P/N 332A38-1015-21 FOUND INSTALLED IN LIEU OF LARGE PIN P/N 332A38-1019-21 IN LOWER POSITION OF FORWARD SUSPENSION BAR. RESULTANT, RADIAL PLAY 6 MM APPROXIMATELY. MFG CONTACTED TO DETERMINE FURTHER ACTION. RECORDS INDICATE PIN INSTALLED FOR 40 FLIGHT HOURS. (TC NR 20070807006)

WTU0702

SNIAS

TMECA

 

STARTER GEN

INOPERATIVE

8/28/2007

AS350B2

ARRIEL1D1

 

150SG122Q

ENGINE

WHILE CONDUCTING A ROUTINE PATROL AT NIGHT THE GENERATOR FAILED AND WOULD NOT RESET. ALL NON ESSENTIAL EQUIPMENT WAS SHUTOFF AND THE PILOT RETURNED TO BASE UTILIZING BATTERY BUSS POWER WITHOUT FURTHER INCIDENT.

2007FA0000753

SNIAS

TMECA

 

LINE

LEAKING

7/24/2007

AS350B2

ARRIEL1D1

 

704A34412938

HYD SYSTEM

AC HAD HYDRAULIC LIGHT, PILOT PERFORMED A PRECAUTIONARY LANDING AT THE AIRPORT. UPON INSP FOUND HYDRAULIC LINE FROM PUMP TO MANIFOLD LEAKING AT THE BOTTOM OF THE SWEDGE FITTING. HYDRAULIC LINE WAS REPLACED WITH NEW LINE. HYDRAULIC SYSTEM WAS SERVICED, GROUND RUN, AND LEAK CHECK NORMAL. FLIGHT CONTROL CHECK NORMAL. AC WAS RETURNED TO SERVICE. (K)

CA070803007

STBROS

PWA  

 

ENGINE

DAMAGED

6/17/2007

SD360

PT6A67R

 

PT6A67R

 

(CAN) ON SHORT FINAL, THE ENGINE LOST POWER AND SMOKE WAS SEEN EXITING THE ENGINE EXHAUST. POST-FLIGHT INSPECTION REVEALED INTERNAL ENGINE DAMAGE. MFG WILL INVESTIGATE THE EVENT AND ADVISE OF ROOT CAUSE ONCE COMPLETED. (TC NR 20070803007)

CA070803011

STBROS

PWA  

 

BOLT

SHEARED

6/15/2007

SD360

PT6A67R

 

MS949034

REDUCTION GEAR

(CAN) ON CLIMB, ENGINE OIL PRESSURE WAS SEEN TO FALL TO ZERO AND THE ENGINE WAS SHUTDOWN IN FLIGHT. SUBSEQUENT INVESTIGATION REVEALED A SHEARED 1ST STAGE REDUCTION GEAR CARRIER BOLT. (TC NR 20070803011)

2007FA0000731

SWRNGN

GARRTT

 

PIPE

ARCED

6/25/2007

SA226TC

TPE331*

 

2784187019

RT WING BLEED AI

IB OF RT NACELLE, BLEED AIR PIPE (PN 2784187019), CHAFED OR BURNED THROUGH THE ASBESTOS SLEEVE SURROUNDING THE STARTER RELAY WIRING, WHICH THEN ARCED A HOLE IN THE BLEED PIPE, WHICH THEN BURNED THE SHIELDING FROM THE STARTER RELAY WIRES, WHICH THEN ARCED A HOLE IN A HYDRAULIC LINE (PN 2781032403), RESULTING IN A FIRE.

2007FA0000790

SWRNGN

GARRTT

 

PIPE

DAMAGED

9/1/2007

SA226TC

TPE331*

 

2784187015

BLEED AIR

NOTE: AIRCRAFT HAS BEEN PARKED FOR 2 YEARS AFTER BEING DAMAGED IN HURRICANE. AIRCRAFT WAS BEING DISASSEMBLED FOR SALVAGE. IB OF RT NACELLE, BLEED AIR PIPE, PN: 27-84187-015, HAS CHAFED/BURNED THROUGH THE ASBESTOS SLEEVE SURROUNDING THE STARTER RELAY WIRING AND HAS ARCED A HOLE IN THE BLEED PIPE, WHICH THEN ALLOWED BLEED AIR TO MELT THE SHIELDING FROM ONE OF THE WIRES. (K)

2007FA0000788

UROCOP

PWA  

 

EEC  

FAILED

8/10/2007

EC135P1

PW206B

 

8168776007

ENGINE

EEC CAUSED ENGINE TO DROP FROM FULL POWER TO IDLE IN CRUISE FLIGHT WITH AN ENGINE FAILURE AND ENGINE MANUAL HORN AND LIGHT. (K)

CA070803013

UROCOP

PWA  

 

TURBINE BLADES

DAMAGED

6/25/2007

EC135P1

PW206B

 

 

ENGINE

(CAN) THE ENGINE WAS REPORTED TO HAVE SHUTDOWN IN CRUISE. SUBSEQUENT INSPECTION REVEALED POWER TURBINE BLADE DAMAGE. MFG WILL INVESTIGATE THE EVENT AND ADVISE OF ROOT CAUSE ONCE DETERMINED. (TC NR 20070803013)

 

END OF REPORTS