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ADVISORY CIRCULAR

43‑16A

 

 

AVIATION MAINTENANCE ALERTS

 

 

flag of the United States of America

 

ALERT

NUMBER

375

bald eagle watching over three eggs

OCTOBER

2009

 


CONTENTS

AIRPLANES

AMERICAN CHAMPION.......................................................................................................... 1

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

CESSNA...................................................................................................................................... 8

DASSAULT................................................................................................................................. 8

PIPER........................................................................................................................................... 9

HELICOPTERS

EUROCOPTER.......................................................................................................................... 11

ACCESSORIES

SLICK MAGNETO................................................................................................................... 12

AIR NOTES

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

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

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

 


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

AVIATION MAINTENANCE ALERTS

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

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

 

AIRPLANES

American Champion:  7GCAA; Binding Aileron; ATA 5751

A mechanic holding an Inspection Authorization (IA) states, "(I) removed the right aileron due to reports of binding between the aileron and wing during aerobatic maneuvers.  On the ground, the inboard aileron‑to‑aileron bay rib clearance was approximately 1/16 inch.  Per the American Champion technical support the clearance should be 1/4 inch.  The inboard aileron bay rib appeared to have bowed due to fabric shrinkage..., causing the interference.  The aileron rib fabric was opened and the rib was relocated outboard 3/16 inch.  The fabric was repaired utilizing new tapes and the Superflite process.  The repair was painted with PPG paint—codes DCC 15797 (blue) and DCC 91063 (white) with flex agent added.  Per American Campion technical support, aileron balancing was not required.  The aileron was reinstalled, with the clearance and operation satisfactory.  The aircraft is a 1999 model with 478.7 hours total time."  (No part numbers accompanied this report.)

Part Total Time:  478.7 hours

 

Beechcraft:  B200; Main Cabin Door Separation; ATA 5210

An A&P mechanic writes, "The pilot reported the door came open in flight.  Upon landing it was (discovered) the main cabin door had departed the aircraft.  The door was (subsequently) recovered.  During inspection and disassembly of the door, several issues were (observed):  1)  the upper forward latch hook was found without rigging holes installed and was incorrectly rigged, 2) the door's bell crank (P/N 50‑430031‑29) was found bent and twisted, and 3) the main cabin Door Latch Braze Assembly was catching on the hook, (preventing) a smooth transition to a locked position.  (These items) as listed had been accomplished prior to the (current) operator receiving the aircraft.   All required inspections on the door had been accomplished and signed off in the aircraft log books.  (Our mechanic continues next with details for each of the listed items.)

"1)  Upper Forward Latch Hook (Missing) Rig Holes:  The upper forward latch hook bracket (P/N 50‑430062‑21) was not drilled for proper rigging.  The bracket was replaced 661 hours prior to this incident (figure 1).  Proper rigging of the latch mechanism could not be accomplished in accordance with the maintenance manual without


the rig pin holes installed.  This bracket is suppose to have a rig pin hole drilled in it from the factory.  When rigging the upper latch hooks per the maintenance manual, this hole is used to insure the upper hook assembly has latched in an over‑center position.  If the hooks are not in an over‑center position, they will tend to pull the main cabin door latch toward an open position (reference Beech manual 52‑10‑00‑201).

 

PHOTO OF THE DOOR "HOOK" MECHANISM (LABELED FIGURE 1)

 

"2)  Bell Crank (P/N 50‑430031‑29) Bent and Twisted:  The bell crank is the actuation transition point from the handle to the Upper Hook assembly.  It is suspected that this bell crank failed (because) of the upper hook not being rigged properly due to the lack of rig pin holes.  This area of the door is not accessible for inspection unless upholstery panels and latch cover panels are removed.  When inspecting this bell crank, the transition attach points from the handle linkage to the upper hook linkage should be at 90 degrees (reference figures 3 and 4).  The improper installation of the bracket assembly (P/N 50‑430062‑21) led to the twisting of the bell crank assembly (P/N 50‑430031‑29; figure 2).


PHOTO OF THE BELL CRANK ASSEMBLY (LABELED FIGURE 2)

 

TWO PHOTOS IN ONE: SHOWING SIDE-BY-SIDE COMPARISONS OF DAMAGED AND NON-DAMAGED BELL CRANKS (LABELED FIGURES 3 & 4)


"3)  Door Latch Braze Assembly Catching on Hook:  The braze assembly (P/N 50‑430043‑197) had actuated the switch but had not seated in the pin, creating a false locked indication.  This braze assembly was replaced 1,024.2 hours prior to this incident.  The cabin door switch was installed at that time.  The switch would indicate locked just prior to the braze assembly seating with the pin.  With the braze assembly not smoothly entering the pin, the door gave a false indication of locked and latched.

"Conclusion:  Since the forward upper hook was not rigged properly at replacement, it would have not been possible to determine over‑center of the upper hook assemblies due to lack of rigging holes.  The (improperly) rigged hooks caused the twisting damage found on the forward bell crank.  The door handle braze assembly was catching on the lock pin, not allowing a smooth transition to a seated and locked condition.  The door annunciator switch was showing locked just prior to the door dropping into the lock pin and did not give the crew a warning light.  When the aircraft was being pressurized during climb out, the handle was pulled out of its latch due to the (improperly) rigged mechanism being on the wrong side of the over‑center position, causing the door to open.  This resulted in the door departing the aircraft.  When everything is properly rigged (with the hook assembly in an over‑center position), the handle tendency is to be pulled into its locked position."  (Door latch P/N:  101‑430100‑1.  Okay—my fingers are shorter from all the key pounding, but this discrepancy narration was worth every stroke.  Thank‑you for the excellent submission—Ed.)

Part Total Time:  661.0 hours

 

Beechcraft:  B300; Loose Wing Skin Rivets; ATA 5730

(The following combines three reports on two similar model aircraft from the same aircraft technician.  Identically worded, two reports reference both wings of one airplane, the third report a right wing only on the second plane.  Sample pictures were included from all three submissions.)

"The aircraft was brought in for inspection of a double row of rivets at wing station 209.016.  Rivets were found smoking, and paint was popped on the rivet heads.  A borescope was used to inspect the rivet buck tails (shop heads).  All of the rivets in the double row of the skin lap at WS 209.016 were under‑driven.  These rivets were installed new at the factory.  The aircraft has a total time of 1,659.1 hours (201.8 hours for the second report).  (I) recommend inspecting these rivets for popped paint and smoking condition (loose rivet indicators, like streaming grease marks) and installing new rivets per AC 43.13‑1B."


 

PHOTO OF LOWER, OUTER WING SKIN AND THE EFFECTED RIVET LINES.


 

PHOTO OF THE INTERNAL WING AND THE UNDER-DRIVEN RIVETS.


 

A CLOSE-UP PHOTO SHOWING GAUGE ON UNDER-DRIVEN RIVET

 

(Left wing and right wing P/N's:  101‑110072‑27 and ‑28.  Nice photography!  Also, neat trick for head protection in the first picture—Ed.)

Part Total Times:  1,659.1 and 201.8 hours, respectively.

 


Cessna:  T210M; Broken Rudder Pedal Bearings; ATA 2720

"While performing a run‑up of the aircraft during an annual inspection, it was noticed that the pilot's right rudder pedal had an unusual feel while braking," states the submitter.  "During the inspection of the rudder pedals it was found that each of the pilot's side, inboard rudder pedal bearing halves (P/N S1675‑1) had broken into several parts.  These bearing halves are constructed of plastic, and the likely reason for breaking would be due to the aging and embrittlement of the plastic.  I would recommend these bearings be constructed of a material other than plastic, or have a part replacement interval before breakage occurs."

 

PHOTO OF BROKEN RUDDER PEDAL BEARINGS

 

(Four similar reports reside in the SDRS database.)

Part Total Time:  2,721.9 hours

 

Dassault:  F20E‑5; Broken Pneumatic Line Flares; ATA 2133

This technician states, "During a routine servicing and cleaning of (this aircraft's) outflow valves, three pneumatic lines were found to have severely damaged AN flares due too over‑tightening. Two of these lines (P/N MY20721‑207 and MY20721‑218) attach to the L/H outflow valve.  The third line (P/N MY20721‑219) attaches to the R/H outflow valve.  The AN flare on line ‑207 had wall thickness reduction and a small piece missing from the flare.  The AN flare on line ‑218 was completely destroyed, with the pieces of the flare contained in the B‑nut.  The flare on line ‑219 had wall thickness reduction and was cracked almost completely around at approximately the flare mid‑point.

"(I) recommend careful examination of all AN and MS connections at the next outflow valve inspection and cleaning—and proper tightening of lines IAW AC 43.13‑1B."

Part Total Time:  (unknown)

 


Piper:  PA34‑200T; Worn Nose Gear Steering Mount; ATA 3222

An inspector for a repair station provides the following discrepancy.  "The nose landing gear mount assembly (P/N 95551‑23) attachment point for the steering arm assembly (P/N 95395‑00) has excessive wear at the lower mount hole.  The Piper service manual does not specify a fix or allowable limits for this (nose landing gear mount assembly, P/N 95551‑23).  This discrepancy was found during an inspection in accordance with Piper Service Bulletin 1123A & B—and an annual inspection in accordance with the service manual inspection guide.  Service Bulletin 1123B gives the service limits to the steering arm's center pivot bushings and center pivot sleeve.  However, the more critical component—the nose gear mount assembly—is not addressed for the service limit of the steering arm mounting tabs (see attached photos).  Piper should incorporate service limit data that covers the nose gear mount assembly and (its) repair data."


TWO PHOTOS OF THE BROKEN RUDDER PEDAL BEARINGS.


 

(These worn steering mounts report at least three times in the SDRS database.  The words accompanying above two J‑PEG photographs are "cut & paste" arrangements, eliminating specific aircraft identifiers in accordance with the Alerts standard practice.  Tell‑tales including alignment errors are blunders of this editor, not the submitter.)

Part Total Time:  4,792.4 hours

 

HELICOPTERS

Eurocopter:  AS350B2; Broken Retaining Ring Spacer; ATA 6320

A helicopter submitter states, "The retaining ring 'spacer' (P/N 350A37‑1289‑01)  apparently broke as it spun around and caught the main rotor shaft chip detector, breaking the end off, (which then) turned on the 'chip light' in the cockpit.  The aircraft turned around and landed at base.  We found the chip detector broken, so we took the transmission apart and subsequently found the source of the problem."  (Main rotor and shaft assembly P/N:  350A37‑1076‑12.)

Part Total Time:  12,112.2 hours

 

Eurocopter:  EC130B4; Cracked Blade Elastomer; ATA 6220

"During a routine 100 hour inspection," writes an air taxi technician, "a crack in the blue blade elastomer was found on the trailing edge, lower inboard surface radiating from the inspection bore.  This crack had reached the maintenance manual limitation of 10mm in total length.  This is a very common failure for a part with a newly published 20,000 hour life limit.  The original life limit was 3,000 hours which none of these parts have ever lasted."  "The elastomer formulation of the original part number (replaced by the current part number) almost never failed.  Eurocopter has been notified of both of these details for years with no action taken."    (Main rotor head assembly P/N:  355A31‑0002‑01.  Frequency Adapter:  P/N 350A31‑1827‑03.  This adapter P/N finds at least five entries in the SDRS database.)

Part Total Time:  1,199.5 hours

 

Eurocopter:  EC130B4; Cracked Engine Fairing; ATA 7110

The same air taxi operator as above submitted another EC130 report.  "During a routine 100 hour inspection, a crack in the hinge of the engine fairing was found radiating from the second hole from one end of the hinge.  The corner separated from the hinge due to cracks emanating from the first hole.  This is a common failure for this part.  The surface under the hinge is uneven and gives (poor) support to the hinge when bolted down.  (I) suggest using a stronger material such as stainless steel for the hinge, or improving the surface contour and strength of the fairing hinge mounting surface."  (Hinge half P/N: 350A58‑0045‑23.  This number reflects nine entries in the SDRS database.)

Part Total Time:  1,199.5 hours

 


ACCESSORIES

Slick Magneto:  4370; Broken Point Contact Arm; ATA 7414

An aviation mechanic states, "The arm for this magneto's contact points broke inboard of the points after only 133.1 hours time since installation."

 

A CLOSE-UP PHOTO OF THE BROKEN POINT ARM.

 

(The parent magneto was installed on a Lycoming O‑320E2D leading a Cessna 172M around the sky.  Point set P/N: M3081.  The SDRS database stores 14 reports for this item.)

Part Total Time:  133.1 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) database that is maintained by the Aviation Data Systems Branch, AFS‑620, in Oklahoma City, Oklahoma. The iSDR web site supports the Flight Standards Service (AFS), Service Difficulty Program by providing the aviation community with a voluntary and electronic means to conveniently submit in‑service reports of failures, malfunctions, or defects on aeronautical products. The objective of the Service Difficulty Program is to achieve prompt correction of conditions adversely affecting continued airworthiness of aeronautical products. To accomplish this, Malfunction or Defect Reports (M or Ds) or Service Difficulty Reports (SDRs) as they are commonly called, are collected, converted into a common SDR format, stored, and made available to the appropriate segments of the FAA, the aviation community, and the general public for review and analysis. SDR data is accessible through the “Query SDR data” feature on the iSDR web site at: http://av-info.faa.gov/sdrx/Query.aspx.

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

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

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

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

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

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

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


The SDRS and iSDR web site point of contact is:

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

 

IF YOU WANT TO CONTACT US

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

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

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

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

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

 

AVIATION SERVICE DIFFICULTY REPORTS

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

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

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

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


Federal Aviation Administration

Service Difficulty Report Data

 

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

Control Number

Aircraft Make

Engine Make

Component Make

Part Name

Part Condition

Difficulty Date

Aircraft Model

Engine Model

Component Model

Part Number

Part Location

2009FA0000793

 

 

 

TUBE  

FAILED  

9/18/2009 

 

 

 

6006 

ZONE 700 

WE HAVE HAD MULTI FAILURES TIRE TUBES WITH A DATE CODE OF 2007. MOSTLY 6.00-6 AND 5.00-5. VENDORS STATE THE PROBLEM IS IN THE MFG PROCESS. THE TUBE FAILS/SEPARATES AT THE SEAM. 

2009FA0000675

 

 

 

BOLT  

BENT  

8/10/2009 

 

 

 

ANS23A 

LANDING GEAR 

THESE ARE BOLTS USED IN THE HYDRAULIC LANDING GEAR COMPONENTS OF BEECH KING AIR AIRCRAFT. THESE BOLTS ARE COMING BACK TO US BENT. THEY ARE NOT HIGH SHEAR BOLTS BEING USED. WHEN ASKED, BEECH TOLD US "WE HAVE FOUND THAT THIS CONDITION IS A RESULT OF IMPROPER RIGGING OF THE LANDING GEAR AND/OR HARD LANDINGS. AND A STRONGER BOLT WOULD ONLY SEND THE STRESS TO ANOTHER AREA AND NOT ULTIMATELY ALLEVIATE THE PROBLEM. NO FURTHER ANSWER WAS GIVE TO ALLEVIATE THE PROBLEM. WE ARE CONCERNED DUE TO THIS PROBLEM CONTINOUSLY SHOWING UP. LANDING GEAR BOLT ANS-23A, USED IN ASSEMBLY OF MAIN LANDING GEAR DRAG BRACE. MOST FIELDS WILL BE VOID DUE TO THE NEED FOR THEM TO BE FILLED IN TO SUBMIT FORM. 

AG2R862701

 

CONT  

 

CYLINDER  

SEPARATED  

2/18/2009 

 

IO520*  

 

SA52000A20P 

 

CYLINDER HEAD SEPERATION AND CANNOT BE SAFELY REPAIRED. 

AG2R91788.1

 

CONT  

 

CYLINDER HEAD  

CRACKED  

8/21/2009 

 

IO520A  

 

 

ENGINE 

EXHAUST SEAT CRACK TOO SEVERE FOR REPAIR. ACFT MFG, MODEL, SN, TOTAL TIME AND CYLCES ARE UNKNOWN. 

2009FA0000719

 

CONT  

 

BOSS  

MISMANUFACTURED  

8/14/2009 

 

IO550B  

 

 

PUSH ROD HOUSING 

WHILE PERFORMING INCOMING INSP OF A NEW MFG CYLINDER. THE CYLINDER PUSH ROD HSG BOSS WAS FOUND TO HAVE NOT BEEN MACHINED FOR THE PUSH ROD HAS SEAL DURING THE MFG OF THE CYLINDER. (K) 

AG2R84729.2

 

CONT  

 

CYLINDER  

CRACKED  

1/20/2009 

 

O470J  

 

 

ENGINE 

EXHAUST PORT CRACKED, TOP SPARK PLUG BOSS CRACKED, EXHAUST SEAT BOSS CRACKED TOO SEVERE FOR REPAIR. AIRCRAFT MANUFACTURER, MODEL, SERIAL NUMBER, TOTAL TIME AND CYCLES ARE UNKNOWN. 

2009FA0000772

 

LYC  

 

TAPPET  

NICKED  

9/4/2009 

 

O235*  

 

71105R 

ENGINE 

TAPPET BODIES RECEIVED FROM MFG WERE FOUND TO BE FULL OF NICKS AND POROSITY. (K) 

AC2A2009081482852

AGUSTA  

PWC  

 

PRESSURE SWITCH  

MALFUNCTIONED  

8/14/2009 

AB139  

PT6C67C  

 

7079785 

 

TURNING DOWNWIND AFTER TAKEOFF, NR 2 SERVO LIGHT ILLUMINATED. FOLLOWED ESTABLISHED EMERGENCY PROCEDURE. PRESSURE SWITCH MALFUNCTIONED. 

2009FA0000792

ARCTIC  

LYC  

SCOTT  

ARM  

CRACKED  

8/12/2009 

S1B2  

O320D1A  

 

321400 

TAIL STEERING 

THE STEERING ARM ON LT SIDE OF THE TAILWHEEL ASSY WAS FOUND CRACKED ACROSS THE RADIUS OF BEND NEAR THE HUB OF THE STEERING ASSY. THIS WAS FOUND ON A PREFLIGHT INSP. OF NOTE IS THE FACT THE ARM WAS BENT DOWN TO "LEVEL" WHEREAS THE STANDARD ANGLE IS UP BY 5-10 DEBREES. POSSIBLY SOMEONE STEPPED ON THIS WHILE TRYING TO WASH OR GET TO THE TOP SECTION OF THE RUDDER. NOTE: THIS IS THE FACTORY R & D AIRCRAFT. (K) 

2009FA0000764

BBAVIA  

 

 

SPAR  

CRACKED  

9/4/2009 

7BCM  

 

 

5147L 

LT WING 

DURING THE ANNUAL INSP, A CRACK WAS DISCOVERED IN THE REAR SPAR OF THE LT WING. THE CRACK WAS IN THE CTR OF THE SPAR RUNNING LENGTH WISE LT AND RT OF WHERE THE WING STRUT ATTACHES. (K) 

E81RJT22643

BEECH  

 

 

LANDING GEAR  

FALSE INDICATION  

9/16/2009 

400A  

 

 

 

RIGHT 

ON APPROACH, FLT CREW NOTED RT MLG WOULD NOT INDICATE DOWN AND LOCKED CONDITION FOLLOWING MLG EXTENSION. FLT CREW PERFORMED MLG EMERGENCY EXTENSION PROCEDURES AND ABLE TO OBTAIN RT MLG FULL EXTENSION AND LOCKING INDICATION. RESTORED SYSTEM TO NORMAL PER MM 32-30-00. VISUAL CHECKS AND REPEATED FUNCTIONAL CHECKS OF MLG EXTENSION SYSTEM PER MM 32-00-00. IAW MM 32-30-00 TROUBLESHOOTING CHECKS NORMAL, NO FAULTS NOTED. CHECKED MLG AND DOORS RIGGING, POSITION/WARNING SWITCHES RIGGING, FOUND OK, RIGGING WITHIN SERVICE LIMITS. LUBRICATED MLG AND SERVICED EMERGENCY DOOR CLOSE RESERVOIR AND HYDRAULIC SYSTEM RESERVOIR PER MM 12-10-00. MLG RETRACT/EXTENSION SYSTEM CHECKS PER MM 32-30-00 NORMAL, NO FAULTS NOTED. UNABLE TO DETERMINE FAULT INDICATION, POSSIBLE CAUSE STIFF RT MLG OPERATION FROM LACK OF LUBRICATION OR STICKING DOWNLOCK SWITCH AGGRAVATED BY COLD TEMERATURES DURING 2.5 HR. FLIGHT AT FL300-FL400 ALTITUDES. 

2009FA0000755

BEECH  

PWA  

 

RELIEF VALVE  

LOOSE  

8/31/2009 

A200  

PT6A41  

 

02FC213 

FUEL SYSTEM 

DURING SCHEDULED PHASE INSP, FOUND RELIEF VALVE BACKED OUT OF FUEL FILTER PN 50-389110. THIS FIREWALL-MOUNTED FILTER HAS A BALL-AND-SPRING TYPE RELIEF VALVE THREADED INTO THE FILTER HSG (PN 02W760-140). THE MECHANIC FOUND THE VALVE SEAT AND BALL COMPLETELY BACKED OUT INTO THE HSG AND DISPLACED ALLOWING FUEL TO CONSTANTLY BYPASS THE FILTER. VALVE SEAT (PN 02FC213) IS NORMALLY SECURED INTO THE FILTER HSG BY 'STAKING' THE THREADS. THIS IS THE THIRD FILTER ASSY IN 8 MONTHS WE HAVE FOUND IN THIS CONDITION (UNSTAKED AND DISPLACED) IN OUR FLEET OF 60+. IT IS ALSO INTERESTING TO NOTE THE VALVE BACKED OUT UPWARDS AGAINST GRAVITY AND SPRING PRESSURE. THE RELIEF VALVE WAS RE-INSTALLED AND STAKED. 

E81RTW5004304

BEECH  

 

 

HOSE CONNECTOR  

WRONG PART  

9/21/2009 

B300  

 

 

330997F100230 

ZONE 400 

DURING SCHEDULED 5-YEAR REPLACEMENT NOTED LT ENGINE FUEL FILTER TO FUEL HEATER HOSE ASSY. APPEARED TO HAVE EXCESSIVE LENGTH, POOR ROUTING THAT CUSED HOSE ASSY. TO RIDE AND CHAFE ON ADJACENT ENGINE COMPARTMENT COMPONENTS. INSTALLED HOSE ASSY. WAS FOUND TO BE A P/N 3330997F10-0230 HOSE ASSY. THE IPC CALLS OUT A P/N 330997F10-210 HOSE ASSY. FOR THIS APPLICATION. NO RECORD OF REPLACEMENT SINCE MANUFACTURE. SUSPECT INCORRECT HOSE ASSY. INSTALLED AT AIRCRAFT BUILD. RECOMMEND MANUFACTURER INVESTIGATE IF THIS WAS A 1-TIME OCCURENCE, OR IF INCORRECT P/N HOSE ASSY'S. WERE BEING INSTALLED ON OTHER ACFT. 

ALGA145920990242

BELL  

ALLSN  

 

FIRESHIELD  

MISALIGNED  

9/2/2009 

206L4  

250C30P  

 

23032326 

ZONE 400 

UNABLE TO FIT FIRESHIELD TO GEARBOX, 6 PADS OFF CENTER TO GEARBOX. 

2009F00084

BELL  

 

 

SWASHPLATE  

MISOVERHAULED  

9/14/2009 

407  

 

 

406010401117 

MAIN ROTOR 

DURING THE INSP OF THE SWASHPLATE FRICTION, FOUND THE UPPER ROTATING RING HAD AN EXCESSIVE UP/DOWN MOVEMENT. MOVEMENT WAS ABOUT .1250 INCH PLAY. REMOVED SWASHPLATE ASSY FROM SERVICE. IT HAD 221.6 HOURS SINCE OVERHAUL. AFTER THE SWASHPLATE WAS RETURNED TO THE ORIGINAL OVERHAUL SHOP, IT WAS NOTED THAT ONE OF THE DUPLEX BEARINGS WERE INSTALLED BACKWARDS. THE DUPLEX BEARINGS HAVE A "V" MARK ETCHED ON THE OUTER RACE OF THE BEARINGS TO ENSURE PROPER INSTALLATION. FOR SOME REASON, IT WASN'T. 

ALGA9110944443

BELL  

ALLSN  

 

FIRESHIELD  

MISALIGNED  

9/11/2009 

407  

250C47B  

 

23062326 

ENGINE 

ALL MOUNT PADS ON FIRESHIELD HAD RAISED SHEETMETAL FROM IMPROPER FIT. 

AC2A2009081282853

BELL  

PWC  

 

BOLT  

BROKEN  

8/12/2009 

427  

PW207D  

 

NAS660430 

VERTICAL STAB 

DURING PRE-FLIGHT INSP, PIC FOUND THE VERTICAL STABILIZER TO HAVE UP AND DOWN PLAY. 

2009FA0000759

BNORM  

LYC  

 

BEAM  

CRACKED  

7/7/2009 

BN2A26  

O540*  

 

NB45A22985 

RUDDER PEDAL 

WHILE PERFORMING FLUORESCENT DYE PENETRANT INSP IAW AD 2002-25-03 OF CAPTAINS RUDDER PEDAL BEAMS FOUND CRACKED ON (LT) INNER SIDE FWD BEAM. (K) 

2009FA0000660

BOEING  

 

 

DOUBLER  

MISMANUFACTURED  

7/31/2009 

737*  

 

 

 

WING ROOT 

THE FUEL SYSTEMS DOUBLER IN CENTER SECTION OF THE WING, WHERE THE AUXIALIARY FUEL LINE IS ATTACHED TO 3" DIAMETER CUTOUT IN THE WING CENTER TANK IS NOT A FULL CIRCULAR DOUBLER INSTEAD IT IS IN THE SHAPE OF THE BAND-AID (L X B) WITH NO FASTENERS ON EITHER SIDE ON THE SHORT B SIDE AND FASTENERS ONLY ON THE LONGITUDNAL SIDE L OF THE DOUBLER (DOUBLER IS ATTACHED TO A TOTAL OF 2 STRINGERS IN THE CENTER WING SECTION )(CANNOT ATTACH A HAND DRAWN SKETCH HERE..). PATS / DECRANE IS VERY HESISTANT IN ATTACHING THE DOUBLER TO THE ADJACENT STRINGERS BECAUSE OF COST CUTTING MEASURES. 

EE4Y090195

BOEING  

 

 

BEAR STRAP  

CRACKED  

7/29/2009 

737200  

 

 

654589015 

ZONE 200 

FORWARD ENTRY DOOR UPPER HINGE CUTOUT BEAR STRAP CRACKED. 

EE4Y090206

BOEING  

 

 

SKIN  

CRACKED  

7/30/2009 

737200  

 

 

654576644 

ZONE 200 

UPPER FUSELAGE AT B/S 375, BETWEEN STR. 12L AND 13L, EXTERNAL SKIN WITH CRACK. 

EE4Y090205

BOEING  

 

 

DOUBLER  

CORRODED  

7/30/2009 

737200  

 

 

65516267 

ZONE 100 

LOWER FUSELAGE, POTABLE WATER SERVICE PANEL CUT OUT INTERNAL DOUBLER WITH CORROSION. 

EE4Y090207

BOEING  

 

 

SKIN  

CRACKED  

7/30/2009 

737200  

 

 

654577339 

ZONE 200 

UPPER FUSELAGE AT BS 843 STR 11 LT EXTERNAL SKIN WITH CRACK. 

DU4R2009396

BOEING  

 

 

SKIN  

CORRODED  

9/11/2009 

737524  

 

 

 

BS 303-304 

DURING SCHEDULED INSPECTION, NDT INSPECTION OF L1 DOOR LOWER HINGE CUTOUT FASTENER HOLES CORROSION NOTED BS 303.9, W/L 234 

DU4R2009397

BOEING  

 

 

BEAR STRAP  

CORRODED  

9/12/2009 

737524  

 

 

 

BS 847 S24R 

DURING SCHEDULED INSPECTION, FOUND AFT CARGO DOOR CUTOUT, INTERNAL BEARSTRAP CORRODED AT 2.5" ABOVE S24R TO 2" BELOW S-24R FWD OF BS 847 FRAME. 

DU4R090905001

BOEING  

 

 

SKIN  

CRACKED  

9/5/2009 

737524  

 

 

65C35774 

FUSELAGE 

DURING SCHEDULED INSPECTION, FOUND EXTERIOR SKIN AT LOWER FWD CORNER OF AFT CARGO COMPT DOOR FRAME HAS CRACK INDICATION AND SIGNS OF GALLING FROM SCUFF PLATE 

DU4R2009395

BOEING  

 

 

FRAME  

CRACKED  

8/27/2009 

737524  

 

 

 

BS 616 

DURING SCHEDULED INSP, FOUND CABIN, FUSELAGE FRAME AT BS 616, INBD CHORD CRACKED AT LWR (2) FASTENERS, WL 201.6 LT. 

DU4R2009394

BOEING  

 

 

SKIN  

DENTED  

8/23/2009 

737524  

 

 

 

BS 927-947 

DURING SCHEDULED INSP, FOUND DENT ON FUSELAGE BELLY SKIN BETWEEN FRAMES AT BS 927-947, S25-27R. REVISION SEE ITEM (G) 

DU4R2009393

BOEING  

GE  

 

SKIN  

GOUGED  

8/21/2009 

737524  

CFM56*  

 

 

BS 867 

DURING SCHEDULED INSP, FOUND DEEP GOUGE ON FUSELAGE SKIN AT BS 867, STR 1. 

TIPR20090022

BOEING  

 

BOEING  

LATCH  

OUT OF ADJUST  

9/12/2009 

767222  

 

 

312540011 

ESCAPE SLIDE 

LEFT OFF-WING ESCALE SLIDE FAILED OPERATIONAL CHECK(FAILED TO DEPLOY. ACCOMPLISHED RESTORATION OF LT OFF WING ESCAPE SYSTEM TO ITS INITIAL CONDITION AFTER DEPLOYMENT IAW MM 25-65-00 REAJUSTED LT OFF WING SLIDE DOOR LATCHES IAW MM 25-65-00, LATCH CHECK GOOD, REARMED LT WING OFF WING ESCAPE SYSTEM IAW MM25-65-00. 

TIPR20090020

BOEING  

PWA  

 

SKIN  

DAMAGED  

8/27/2009 

767222  

JT9D3A  

 

146T350201 

ZONE 200 

FUSELAGE SKIN REPAIR DOUBLER/STRAP AT FS 1222 AND S22-24R, REMOVED AND REPLACED REPAIR DOUBLER IAW REO-G12895 REV C, DATED 08/13/09. 

2009F00086

BOEING  

 

 

STRUCTURE  

CRACKED  

9/25/2009 

767231  

 

 

141T293815 

NLG WW 

NOSE WHEEL WELL RIGHT AFT VERTICLE CHORD CRACKED MID SPAN STA 287 RBL 25 WL 159. 

2009FA0000724

BOEING  

GE  

 

ENGINE  

AUTO SHUTDOWN  

8/16/2009 

767241  

CF680C2B2  

 

 

RIGHT 

DURING CRUISE LEVEL AT FL 360, 65 NM MILES SOUTH OF INTERSECTION, THE RT ENG OIL FILTER EICAS ANNUNCIATION DISPLAYED. ACCORDING TO CHECK LIST, REDUCED THRUST TO IDLE, THE ANNUNCIATION REMAIN DISPLAYED. FOLLOWING CHECK LIST, THE RT ENGINE WAS SHUTDOWN AFTER COOL DOWN PERIOD. ADVISED ATC, DUE TO ENGINE SHUTDOWN. WILL LAND AT ORIGINAL DESTINATION WITH NO OTHER INCONVENIENCE. 

TAMF20090031S

BOEING  

GE  

 

FITTING  

CRACKED  

7/24/2009 

767241  

CF680C2B2  

 

 

THRUST REVERSER 

DURING (SC3) CHECKS INSP WAS FOUND NACELLES/PYLON THRUST REVERSER FITTING AT 5 O´CLOCK WITH CRACK REPAIRED ACCOMPLISHED IAW EWO 767-54-031, 

2009FA0000727

BOLKMS  

 

 

SKIN  

MISREPAIRED  

8/19/2009 

BK117B2  

 

 

11730002V01 

TAILBOOM 

TAILBOOM WAS FOUND TO HAVE 32 RIVETS IN THE AFT PART OF TOP SKIN THAT WERE TOO SHORT. RECEIVED REPAIRED. 

2009FA0000787

BOLKMS  

 

 

WASHER  

MISSING  

8/25/2009 

BK117C1  

 

 

 

SWASHPLATE 

ON 08/21/2009 INSTALLED A MAIN TRANSMISSION/SWASH PLATE ASSY NEWLY REPAIRED BY THE MANUFACTURE. GROUND RUNS, TRACK, BALANCE, & FLIGHT TESTS COMPLETED, NOTHING OUT OF THE ORDINARY NOTICED. PILOT REPORTED THAT ACFT HAD STARTED DISPLAYING VIBRATIONS DURING FLT. ACFT LANDED WITHOUT INCIDENT. PILOT GROUNDED ACFT AND AN INSPECTION PERFORMED. PLAY FOUND IN THE M/R SWASHPLATE ALLOWING THE SWASHPLATE TO SLIDE LATERALLY APPROX. ˝ INCH. MANUFACTURER PERFORMED A TEAR DOWN INSPECTION. UPON REMOVAL OF SWASHPLATE, DETERMINED INCIDENT WAS CAUSED BY THE LT GIMBAL BEARING ASSY MISSING A WASHER, AS WELL AS A COTTER PIN ON THE NUT, WHICH CAME LOOSE & BACKED OUT OF MOUNTING BOLT. INNER BORE OF BEARING IS LARGER THAN NUT DIAMETER, WITHOUT WASHER, BEARING WAS ABLE TO SLIP PAST THE LOOSE NUT. IMPROPER ASSEMBLY ALLOWED THE BEARING AND CUP TO BECOME DISLODGED PERMITTING THE SWASHPLATE TO MOVE LATERALLY AROUND THE MAST. 

2009FA0000677

CESSNA  

LYC  

 

VALVE  

BURNED  

7/20/2009 

152  

O235L2C  

 

 

CYLINDER 

DURING TAKE OFF AND CLIMB OUT AT ABOUT 200 FEET OFF RUNWAY PILOT EXPERIENCED ENG STALL, PILOT MADE EMERGENCY LANDING WITH ENG RESTARTING AND STALLING SEVERAL TIMES, ENG WAS INSPECTED WITH BORESCOPE AND COMPRESSION GAUGE. NR 1 CYL HAD NO COMPRESSION AND HAD SCARRING ON CYL WALLS, CYL WAS REMOVED AND INTAKE VALVE WAS FOUND TO HAVE A HOLE BURNED THROUGH IT, PISTON AND PISTON RINGS WHERE REMOVED AND A OVERHAULED CYL AND NEW PISTON AND PISTON RINGS WHERE INSTALLED. 

2009FA0000745

CESSNA  

CONT  

 

MAGNETO  

FAILED  

8/17/2009 

172  

O300A  

 

6364 

ENGINE 

LT MAGNETO SEVERE MISS AND INTERMITTENT, INOPERATIVE IN FLIGHT. SB'S 02-08A AND 03-08A C/W THROUGH INSP. LT MAGNETO, SLICK MODEL 6364, SN 06121363 WITH 356 TOTAL HOURS. FUNCTIONAL CHECK ON GROUND CHECK GOOD BEFORE AND AFTER FLIGHT. INSP REVEALED CAPACITOR, CAP AND ROTOR DEFECTIVE. CAPACITOR PN K3984 FAILED AT REAR LEAD, DISTRIBUTOR BLOCK AND ROTOR ASSY PN K3823. ROTOR END BURNED, CAP/BLOCK ASSY HAS DEEP GOUGES AND UNEVEN SPARK PATTERN AROUND CONTACTS CREATING PITTING AND FANNING OF THE ELECTRICAL CURRENT. 

2009FA0000749

CESSNA  

 

 

YOKE  

BROKEN  

8/25/2009 

172F  

 

 

051178216 

ELEVATOR 

THE ELEVATOR YOKE FAILED AT THE LOWER PORTION SLIGHTLY ABOVE (2 INCHES)THE PUSH PULL TUBE ATTACHMENT,DURING FLIGHT CONTROL CHECK. IT WAS FOUND THAT SERVICE BULLETIN SB SEB01-3 HAD NOT BEEN ACCOMPLISHED. THE YOKE WAS CORRODED INTERNALLY AND FAILED. THERE IS SOME INDICATION THAT A CRACK MAY HAVE BEEN PRESENT PRIOR TO THE FAILURE. 

2009FA0000680

CESSNA  

 

 

CONTROL CABLE  

FRAYED  

8/12/2009 

172S  

 

 

0510105360 

FLT CONTROLS 

DURING A ROUTINE INSP, THIS CABLE LOCATED IN CTR CEILING, AT STA 65.33, WAS FOUND BADLY WORN WHERE IT CONTACTS ONE OF THE 3 PULLEYS. THE PULLEY FREELY ROTATES HOWEVER THERE IS NOT ENOUGH "TRACTION" FROM THE CABLE TO ROTATE THE PULLEY DURING NORMAL OPERATION. THIS CAUSES THE CABLE TO SLIDE ACROSS THE PULLEY WHICH CREATES A WEAR POINT. THE CABLE APPEARS SHINY, BUT IF VIEWED WITH A STRONG MAGNIFIER MANY INDIVIDUAL STRANDS CAN BE SEEN BROKEN. 

2009FA0000681

CESSNA  

 

 

CONTROL CABLE  

FRAYED  

8/12/2009 

172S  

 

 

0510105362 

FLT CONTROLS 

DURING A ROUTINE INSP, THIS CABLE LOCATED IN RT WING, AT STA 100.50, WAS FOUND BADLY WORN WHERE IT CONTACTS A FAIRLEAD. THE CABLE APPEARS SHINY, BUT IF VIEWED WITH A STRONG MAGNIFIER MANY INDIVIDUAL STRANDS CAN BE SEEN BROKEN. 

2009FA0000789

CESSNA  

LYC  

SLICK  

GEAR  

DAMAGED  

9/9/2009 

172S  

IO360L2A  

 

M3827 

MAGNETO 

ACFT HAD INTERMITTENT MAGNETO OPERATION ON LT MAGNETO POSITION DURING GROUND RUN-UP PROCEDURE. ACFT MX WAS ABLE TO DUPLICATE PROBLEM. REMOVED LT MAGNETO FOR INTERNAL INSPECTION. ROTOR (NR 16) WAS UNSEATED FROM ROTOR SHAFT CAUSING LIP ON ROTOR GEAR TO GROUND-UP BY DISTRIBUTOR BLOCK GEAR. THE LIP MATERIAL WAS FOUND THROUGHOUT THE INSIDE OF MAGNETO HOUSING. ACFT MX REMOVED RT MAGNETO FOR VISUAL INSP AND FOUND THE SAME DAMAGE AS THE LT MAGNETO. BOTH MAGNETOS HAD FACTORY TORQUE SEAL APPLIED TO TOP COVER SCREW. (K) 

2009FA0000790

CESSNA  

LYC  

SLICK  

GEAR  

DAMAGED  

9/9/2009 

172S  

IO360L2A  

 

M3827 

MAGNETO 

ACFT HAD INTERMITTENT MAGNETO OPERATION ON LT MAGNETO POSITION DURING GROUND RUN-UP PROCEDURE. ACFT MX WAS ABLE TO DUPLICATE PROBLEM. REMOVED LT MAGNETO FOR INTERNAL INSPECTION. ROTOR (NR 16) WAS UNSEATED FROM ROTOR SHAFT CAUSING LIP ON ROTOR GEAR TO GROUND-UP BY DISTRIBUTOR BLOCK GEAR. THE LIP MATERIAL WAS FOUND THROUGHOUT THE INSIDE OF MAGNETO HOUSING. ACFT MX REMOVED RT MAGNETO FOR VISUAL INSP AND FOUND THE SAME DAMAGE AS THE LT MAGNETO. BOTH MAGNETOS HAD FACTORY TORQUE SEAL APPLIED TO TOP COVER SCREW. (K) 

2009FA0000782

CESSNA  

CONT  

 

CONTROL CABLE  

FRAYED  

9/10/2009 

337G  

IO360G  

 

14601007AND8 

RT WING TE FLAP 

FOUND BOTH OF THE RT WING FLAP EXTEND CABLES WITH BROKEN INTERNAL WIRES. CABLES HAD TO BE REMOVED AND TWISTED AGAINST THEIR NORMAL WIND TO FIND THE TROUBLE. BOTH WERE DAMAGED AT THE POINT WHERE THEY GO AROUND THE BELLCRANKS IN THE WING, ABOUT 2 INCHES FROM THE CABLE TENSION ADJUSTING NUT. 

2009FA0000685

CESSNA  

CONT  

ECI  

CYLINDER HEAD  

CRACKED  

8/12/2009 

414A  

TSIO520NB  

 

AEC65385E 

NR 1 CYLINDER 

DURING ROUTINE ENGINE OIL CHANGE, FUEL STAINS WERE NOTED ON INTAKE MANIFOLD BELOW EACH CYLINDER INTAKE PORT AND BETWEEN CYLINDER HEAD FINS IN THIS AREA. PERFORMED DIFFERENTIAL COMPRESSION TEST WITH LOW COMPRESSION NOTED ON NR 1 AND 5 CYLINDERS. SOAP BUBBLE LEAK CHECK REVEALED CRACKS ON BOTH CYLINDER HEADS BETWEEN FINS ABOVE INTAKE PORTS. REMOVED ALL CYLINDERS FOR FURTHER INSPECTION. EACH CYLINDER FOUND TO HAVE CRACKS EMANATING FROM THE TOP SPARK PLUG BOSS TO THE INTAKE VALVE AREA. 

2009FA0000686

CESSNA  

CONT  

ECI  

CYLINDER HEAD  

CRACKED  

8/12/2009 

414A  

TSIO520NB  

 

AEC65385E 

NR 2 CYLINDER 

DURING ROUTINE ENGINE OIL CHANGE, FUEL STAINS WERE NOTED ON INTAKE MANIFOLD BELOW EACH CYLINDER INTAKE PORT AND BETWEEN THE CYLINDER HEAD FINS IN THIS AREA. PERFORMED DIFFERENTIAL COMPRESSION TEST WITH LOW COMPRESSION NOTED ON NR 1 AND 5 CYLINDERS. SOAP BUBBLE LEAK CHECK REVEALED CRACKS ON BOTH CYLINDER HEADS BETWEEN FINS ABOVE INTAKE PORTS. REMOVED ALL CYLINDERS FOR FURTHER INSPECTION. EACH CYLINDER WAS FOUND TO HAVE CRACKS EMANATING FROM THE TOP SPARK PLUG BOSS TO THE INTAKE VALVE AREA. 

2009FA0000687

CESSNA  

CONT  

ECI  

CYLINDER HEAD  

CRACKED  

8/12/2009 

414A  

TSIO520NB  

 

AEC65385E 

NR 3 CYLINDER 

DURING ROUTINE ENGINE OIL CHANGE, FUEL STAINS WERE NOTED ON INTAKE MANIFOLD BELOW EACH CYLINDER INTAKE PORT AND BETWEEN THE CYLINDER HEAD FINS IN THIS AREA. PERFORMED DIFFERENTIAL COMPRESSION TEST WITH LOW COMPRESSION NOTED ON NR 1 AND 5 CYLINDERS. SOAP BUBBLE LEAK CHECK REVEALED CRACKS ON BOTH CYLINDER HEADS BETWEEN FINS ABOVE INTAKE PORTS. REMOVED ALL CYLINDERS FOR FURTHER INSPECTION. EACH CYLINDER WAS FOUND TO HAVE CRACKS EMANATING FROM THE TOP SPARK PLUG BOSS TO THE INTAKE VALVE AREA. 

2009FA0000688

CESSNA  

CONT  

ECI  

CYLINDER HEAD  

CRACKED  

8/12/2009 

414A  

TSIO520NB  

 

AEC65385E 

NR 4 CYLINDER 

DURING ROUTINE ENGINE OIL CHANGE, FUEL STAINS WERE NOTED ON INTAKE MANIFOLD BELOW EACH CYLINDER INTAKE PORT AND BETWEEN THE CYLINDER HEAD FINS IN THIS AREA. PERFORMED DIFFERENTIAL COMPRESSION TEST WITH LOW COMPRESSION NOTED ON NR 1 AND 5 CYLINDERS. SOAP BUBBLE LEAK CHECK REVEALED CRACKS ON BOTH CYLINDER HEADS BETWEEN FINS ABOVE INTAKE PORTS. REMOVED ALL CYLINDERS FOR FURTHER INSPECTION. EACH CYLINDER WAS FOUND TO HAVE CRACKS EMANATING FROM THE TOP SPARK PLUG BOSS TO THE INTAKE VALVE AREA. 

2009FA0000689

CESSNA  

CONT  

ECI  

CYLINDER HEAD  

CRACKED  

8/12/2009 

414A  

TSIO520NB  

 

AEC65385E 

NR 5 CYLINDER 

DURING ROUTINE ENGINE OIL CHANGE, FUEL STAINS WERE NOTED ON INTAKE MANIFOLD BELOW EACH CYLINDER INTAKE PORT AND BETWEEN THE CYLINDER HEAD FINS IN THIS AREA. PERFORMED DIFFERENTIAL COMPRESSION TEST WITH LOW COMPRESSION NOTED ON NR 1 AND 5 CYLINDERS. SOAP BUBBLE LEAK CHECK REVEALED CRACKS ON BOTH CYLINDER HEADS BETWEEN FINS ABOVE INTAKE PORTS. REMOVED ALL CYLINDERS FOR FURTHER INSPECTION. EACH CYLINDER WAS FOUND TO HAVE CRACKS EMANATING FROM THE TOP SPARK PLUG BOSS TO THE INTAKE VALVE AREA. 

2009FA0000690

CESSNA  

CONT  

ECI  

CYLINDER HEAD  

CRACKED  

8/12/2009 

414A  

TSIO520NB  

 

AEC65385E 

#6 CYLINDER 

DURING ROUTINE ENGINE OIL CHANGE, FUEL STAINS WERE NOTED ON INTAKE MANIFOLD BELOW EACH CYLINDER INTAKE PORT AND BETWEEN THE CYLINDER HEAD FINS IN THIS AREA. PERFORMED DIFFERENTIAL COMPRESSION TEST WITH LOW COMPRESSION NOTED ON #1 AND 5 CYLINDERS. SOAP BUBBLE LEAK CHECK REVEALED CRACKS ON BOTH CYLINDER HEADS BETWEEN FINS ABOVE INTAKE PORTS. REMOVED ALL CYLINDERS FOR FURTHER INSPECTION. EACH CYLINDER WAS FOUND TO HAVE CRACKS EMANATING FROM THE TOP SPARK PLUG BOSS TO THE INTAKE VALVE AREA. 

2009FA0000769

CESSNA  

CONT  

 

DIODE  

INTERMITTENT  

7/14/2009 

421C  

GTSIO520F  

 

1N1201 

TERMINAL BOARD 

PILOT COMPLAINED ABOUT RT ENG GOING TO HIGH FUEL PUMP PRESSURE INTERMITTENTLY WITH PUMP SET ON LOW, AFTER MANY HOURS OF TROUBLESHOOTING (IT ALWAYS WORKED IN THE SHOP PROPERLY), THE PROBLEM WAS DETERMINED TO BE AN INTERMITTENT DIODE IN THE FUEL BOOST PUMP CIRCUIT. REPLACED THE DIODE AND THE BOOST PUMP WORKED PROPERLY. (DIODE PN 1N1201) DIODE INSTALLED ON TER. NR 8 ON TERM BOARD TB9- DIODE REF NR CR12. TERM BOARD LOCATED INSIDE CB/SWITCH PANEL ON LT SIDE. (K) 

CA090617002

CESSNA  

WILINT  

 

TRIM TAB  

DISPLACED  

6/4/2009 

525  

FJ44  

 

C2TE43ATAB 

ELEVATOR 

(CAN) PILOT REPORTED "JERKINESS: OF ELEVATOR CONTROL - GROUNDED ACFT ELEVATOR TRIM/TAB OPERATION INSPECTED - LT TAB INGFS FOUND MIGRATED INBD. CONTRACTING TAILCONE. HINGE PIN RETAINING LOCKWING FOUND MISSING. LOCKWING HOLES (2) FOUND "PULLED THRU" TAB SKIN. TAB ASSY REMOVED-TAB, INGS, PIN INSPECTED, FOUND SERVICEABLE. TAB REINSTALLED, NOW LOCKWING HOLES DRILLED IN TAB, PIN, HINGES LUBRICATED, NEW SAFETY WIRE INSTALLED, OTBD END OF HINGE PIN (EXPOSED) BENT AS SECONDARY RETENTION, SYS FUNCTION CKS COMPETED - INDEPENDENT CKS COMPLETED. TRIM TAB HINGE RETENTION CHECKED ON OPERATORS OTHER ACFT - LOCKWIRE HOLES (NEW) INSTALLED AS REQUIRED. MX ADVISED OF ISSUE. POSSIBLE LONG TERM SOLUTION - SECURE `LOOSE` LOCKING WITH RTV - REPLACE EACH YEAR - REMOVE/INSPECT SKIN HIDDEN BY LOCKING EACH 100 HRS - REPLACEMENT HINGE PINS SHOULD BE CUT LONG ENOUGH TO ALLOW EXPOSED OUTBD. BEND TO BE SLIGHTLY BENT THUS DISALLOWING INBD. MIGRATION OF PN SHOULD LOCKWIRE OR LOCKWIRE HOLES (2) FAIL. 

2009FA0000783

CESSNA  

 

 

ACTUATOR  

FAILED  

9/11/2009 

550  

 

 

99121202 

NLG 

NOSE LANDING GEAR ACTUATOR FAILED AND GEAR COLLAPSED DURING LANDING CAUSING DAMAGE TO LOWER BELLY SKINS. 

PIYRS260900285

CESSNA  

 

CESSNA  

SUPPORT BRACKET  

MISALIGNED  

8/25/2009 

560CESSNA  

 

 

65601971AND2 

ZONE 300 

AFT ELEVATOR BELLCRANK SUPPORT BRACKETS ARE MISALIGNED CAUSING SIDE LOADING TO LWR ELEVATOR CONTROL CABLE. NO VISUAL SIGNS OF DAMAGE CREATING THIS ISSUE. 

2009FA0000771

CESSNA  

PWA  

 

VALVE  

INOPERATIVE  

7/16/2009 

560CESSNA  

PW535A  

 

99124094 

CABIN PRESSURE 

PRESSURIZATION INOPERATIVE AT ALTITUDE, THE ACFT GOT RED "ALT" ANNUNCIATOR, EMER PRESSURIZATION DID NOT KICK ON. DIFFERENTIAL PRESSURE GAUGE STUCK AT 12,000 FT. REPLACED PRIMARY OUT FLOW VALVE. OPS CHECK STILL BAD ON CHECK FLIGHT. NOTED CABIN ALTITUDE UNCONTROLLABLE IN MANUAL MODE. TROUBLESHOOT DOWN TO AND REPLACED MANUAL TOGGLE VALVE. ACCOMPLISHED OPS CHECK AND ALL OPS NORMAL. 

2009FA0000777

CESSNA  

 

 

TOTALIZER  

MALFUNCTIONED  

9/8/2009 

750  

 

 

 

FUEL SYSTEM 

FUEL DISCREPENCY ENROUTE. FUEL TOTALIZER SHOWED 9700 LBS AT THE CHACKS BEFORE TAXI, DURING TAXI FUEL DROPPED TO 9400 LBS, AFTER TAKE-OFF FUEL SHOWS 10400 LBS AND STAYED THERE UNTIL LAND OFF 25 MIN. LATER. 

2009FA0000791

CESSNA  

CONT  

 

LINE  

CORRODED  

6/17/2009 

T210M  

TSIO520R  

 

1200406131 

FUEL SYSTEM 

INSP FOUND MINOR FUEL LEAK AT THE FWD FUEL LINE WHERE IT COMES IN CONTACT WITH FRESH AIR VENT DUCTING LOACTED IN WING L/E. AIR DUCTING CAUSES CORROSION PITS TO FORM. LINE WAS REPLACED. INSPECTED (5) OTHER SIMULAR ACFT AND FOUND SAME RESULTS IN ALL EXCEPT (1). SO FAR WE HAVE HAD TO CHANGE (7) LINES. THE SAME LINE IS USED ON LT AND RT WING IN SAME LOCATION. (K) 

2009FA0000761

CESSNA  

CONT  

 

IGNITION SWITCH  

FAILED  

9/4/2009 

TU206G  

IO550F  

 

C2925010109 

COCKPIT 

IGNITION SWITCH FAILED TO SHUT-OFF MAGENTO DURING A PRE-FLIGHT MAGNETO CHECK AND FAILED AT 1201.1 HOURS SINCE NEW . THE REQUIRED DIODE ON THE STARTER SOLENOID WAS INSTALLED PER THE AD/SERVICE BULLETIN SO THIS SWITCH SHOULD NOT HAVE FAILED AT 1201.1 HOURS. 

2009FA0000784

CIRRUS  

CONT  

 

LATCH  

WORN  

9/13/2009 

SR20  

IO360ES  

 

H50002 

ZONE 200 

THE OIL ACCESS DOOR IS SECURED WITH TWO HARTWELL H-5000-2 LATCHES. ON PRE-FLIGHT INSPECTION THE FORWARD LATCH HINGE PIN WAS SEVERELY WORN, WITH LESS THAN 1/32 INCH OF METAL REMAINING. HAD THIS PIN FAILED, THE LATCH WOULD HAVE OPENED AS WOULD HAVE THE ACCESS DOOR. THE OIL DOOR IS UNDER POSITIVE PRESSURE IN FLIGHT SO THE FAILURE OF THE LATCH AND ACCESS DOOR WOULD HAVE DEPRIVED THE ENGINE OF COOLING AND COULD POSSIBLY HAVE CAUSED THE OIL DOOR TO SEPARATE FROM THE AIRCRAFT. DURING FLIGHT, THE OIL ACCESS DOOR IS FORCED AGAINST THE LATCH BY AIR PRESSURE AND IS SUBJECT TO SIGNIFICANT VIBRATION LEADING TO WEAR. THIS ASSEMBLY SHOULD BE PART OF A PREFLIGHT INSPECTION. 

2009FA0000715

COLUMB  

 

 

STARTER  

CONTAMINATED  

6/15/2009 

LC41550FG400  

 

 

655566 

ENGINE 

STARTER FOUND COMPLETELY FULL OF ENGINE OIL DURING 100 HR INSPECTION. STARTER STILL PARTIALLY FUNCTIONED. (K) 

2009FA0000714

COLUMB  

 

 

STARTER  

CONTAMINATED  

6/15/2009 

LC41550FG400  

 

 

655566 

ENGINE 

STARTER FOUND COMPLETELY FULL OF ENG OIL DURING 100 HR INSP, STARTER STILL PARTIALLY FUNCTIONED. (K) 

2009FA0000725

DHAV  

 

 

CIRCUIT BREAKER  

FAILED  

8/18/2009 

DHC6300  

 

 

727185 

 

A 5 AMP CB (FOR LOW FUEL PRESS WARNING) WAS PULLED DURING ROUTINE MX. AT COMPLETION OF MX THE CB WOULD NOT PUSH IN, RESET. CB REPLACED. 

2009FA0000717

DIAMON  

CONT  

 

ROTOR  

BROKEN  

7/27/2009 

DA20C1  

IO240B  

 

M3073 

MAGNETO 

ACFT GROUNDED DUE TO ROUGH RUNNING ENG, THE RT MAGNETO HAD 200 RPM DROP. RT MAGNETO TIMING WAS FOUND TO BE 10-12 DEGREES RETARDED. DISASSEMBLY OF MAGNETO REVEALED THAT ROTOR WAS FRACTURED IN 2 PIECES BETWEEN THE MAGNET AND LWR BRG. THE UNEVENESS OF THE FRACTURE ALLOWED THE 2 PARTS OF THE ROTOR SHAFT TO STAY ALIGNED WITH SOME PLAY. THIS MAGNETO WAS TORN DOWN AND INSPECTED DUE TO PROP STRIKE 245 HOURS AGO AND THE MAGNETO PARTS WERE FOUND TO BE AIRWORTHY. (K) 

EE4Y090283

DOUG  

 

 

SUPPORT FITTING  

CORRODED  

9/21/2009 

DC983  

 

 

3957317501 

ZONE 100 

COO FOUND IN THE LWR FUSELAGE, AFT CARGO COMPARTMENT AT Y STA 1151 BETWEEN LONG 29R AND 30 SUPPORT FITTING WITH CORROSION. 

EE4Y090269

DOUG  

 

 

FITTING  

CRACKED  

9/14/2009 

DC983  

 

 

39542212 

ZONE 200 

PAX CABIN, STA 1346 PASSENGER AFT ENTRANCE STAIRWELL DOOR, FITTING CRACKED. 

EE4Y090271

DOUG  

 

 

STRINGER  

CORRODED  

9/16/2009 

DC983  

 

 

 

ZONE 500 

LT WING FUEL TANK INTERNAL STRUCTURE FROM XRS 69.000 TO XRS 137.750, STGR 18L, 19L, 20L, 21L AND 22L, CORRODED. 

EE4Y090250

DOUG  

 

 

STRINGER  

CORRODED  

9/16/2009 

DC983  

 

 

 

ZONE 500 

LT WING FUEL TANK INTERNAL STRUCTURE FROM XRS 69.000 TO XRS 137.750, STGR 18L, 19L, 20L, 21L AND 22L, CORRODED. 

EE4Y090273

DOUG  

 

 

SKIN  

CORRODED  

9/21/2009 

DC983  

 

 

UNK 

ZONE 100 

SKIN CORRODED IN LOWER FUSELAGE,MID CARGO COMPARTMENT FROM YSTA 617 TO Y STA 627 BETWEEN LONG 28R ANF LONG 29R. 

EE4Y090281

DOUG  

 

 

SUPPORT  

CORRODED  

9/21/2009 

DC983  

 

 

59512729 

ZONE 100 

FOUND THE LOWER FUSELAGE FAIRING AREA FROM Y STA 1012 TO Y STA 1065.44 AT X=0.00 (CENTER LINE) A SUPPORT TEE P/N 5951272-9 WITH CORROSION. 

EE4Y090279

DOUG  

 

 

SKIN  

CORRODED  

9/21/2009 

DC983  

 

 

5930503105 

ZONE 500 

FOUND THE LT WING LOWER SKIN INNER SURFACE CORRODED, AT XRS 69.500 NEAR TO REAR SPAR. 

EE4Y090274

DOUG  

 

 

SKIN  

CORRODED  

9/21/2009 

DC983  

 

 

993751239 

ZONE 500 

COO REPORTED, IN LT WING, THE LEADING EDGE UPPER SKIN, WITH CORROSION FROM XFS 228.5 TO XFS 250.5 

EE4Y09275

DOUG  

 

 

SHEAR TIE  

CORRODED  

9/21/2009 

DC983  

 

 

993607317 

ZONE 100 

COO REPORTED THE SHEAR TIE CORRODED IN AFT CARGO COMPARTMENT AT Y STA 1211 BETWEEN LONG 29 AND 30R. 

EE4Y090282

DOUG  

 

 

SKIN  

CORRODED  

9/21/2009 

DC983  

 

 

 

ZONE 100 

FOUND THE FUSELAGE SKIN CORRODED AT STA Y207, BETWEEN LONG 20R AND LONG 21R. 

EE4Y09276

DOUG  

 

 

ANGLE  

CORRODED  

9/21/2009 

DC983  

 

 

59380599 

ZONE 400 

NR 1 ENGINE EXHAUST NOZZLE UPPER SECTION, ANGLE CRACKED. 

EE4Y090278

DOUG  

 

 

SUPPORT  

CRACKED  

9/21/2009 

MD83  

 

 

3936409505 

ZONE 100 

LOWER FUSELAGE, WING CENTER SECTION AREA SUPPORT TEE CRACKED AT YSTA 884,X 0 

EE4Y090280

DOUG  

 

 

SUPPORT  

CRACKED  

9/21/2009 

MD83  

 

 

3936409507 

ZONE 100 

LOWER FUSELAGE WING CENTER SECTION AREA SUPPORT TEE CRACKED AT Y STA 875. 

2009FA0000786

EMB  

 

 

FLOOR SUPPORT  

CORRODED  

9/14/2009 

ERJ170200LR  

 

 

17003263001 

FUSELAGE 

DURING BASIC CHECK MAINTENANCE VISIT CORROSION WAS FOUND ON RT FLOOR TRACK BETWEEN FR 14 TO 18. TEMPORARY REPAIR WAS ACCOMPLISHED PER IC2009-170/07126 AND EO E175-53MR-010. WITH PERMANENT REPAIR TO BE ACCOMPLISHED AT NEXT BASIC CHECK MAINTENANCE VISIT. 

2009FA0000785

EMB  

GE  

 

FLOOR SUPPORT  

CORRODED  

9/14/2009 

ERJ170200LR  

CF348E5  

 

17003264001 

FUSELAGE 

DURING BASIC-1 CHECK MX VISIT, CORROSION WAS FOUND ON LT FLOOR TRACK BETWEEN FR 16-19. PN 170-03264-001. PERMANENT REPAIR WAS ACCOMPLISHED IAW IC2009-170/07126 AND COMPASS EO E175-53MR-010. 

2009FA0000767

EMB  

GE  

 

FLOORBEAM  

CORRODED  

8/24/2009 

ERJ190100IGW  

CF3410E5  

 

17086100001 

FUSELAGE 

CORROSION FOUND ON FLOORBEAM, 11 INCHES FROM LT-BUTT-LINE, BETWEEN FRAMES 85 AND 87. (K) 

2009F00069

EMB  

GE  

 

SHEAR PIN  

BROKEN  

9/16/2009 

ERJ190100IGW  

CF3410E5  

 

19015183403 

ENGINE 

DURING VISUAL INSPECTION OF ENGINE, TWO SHEAR PINS WERE OBSERVED TO BE BROKEN. 

2009FA0000768

EMB  

GE  

 

FLOORBEAM  

CORRODED  

8/24/2009 

ERJ190100IGW  

CF3410E5  

 

17065669003 

FUSELAGE 

CORROSION FOUND ON FLOORBEAM, 11 INCHES FROM LEFT-BUTT-LINE, BETWEEN FRAMES 85 AND 87. (K) 

2009FA0000760

GULSTM  

 

 

TIRE  

FAILED  

7/18/2009 

G1159A  

 

 

348F832 

MLG 

ON TAKEOFF AT 1622Z, ACFT BLEW NR 4 RT OTBD TIRE. UPON RETURN LANDING BACK AT DEPATURE, THE FOLLOWING DAMAGE WAS FOUND: RT INBD FLAP, RT LWR COWL, RT ENG T/R, AND RT GEAR DOOR OTBD. THIS TIRE SN FALLS WITHIN GY SB 2008-32-001. (K) 

AI5R2009RS002

GULSTM  

 

BFGOODRICH  

BOTTLE  

EMPTY  

8/31/2009 

G1159A  

 

 

4A38184 

RAFT INFLATION 

THE LIFE RAFT ARRIVED AT OUR FACILITY FOR ANNUAL INSPECTION. UPON INSPECTING AND WEIGHING THE CO2 CYLINDER, IT WAS DISCOVERED THAT THE CYLINDER WAS EMPTY. 

AI5R2009RS001

GULSTM  

 

BFGOODRICH  

CYLINDER  

EMPTY  

8/31/2009 

G1159A  

 

 

4A38185 

RAFT INFLATION 

THE LIFE RAFT ARRIVED AT OUR FACILITY FOR ANNUAL INSPECTION. UPON INSPECTING THE HYDROSTATIC TEST DATE ON THE CO2 CYLINDER, IT WAS DETERMINED THAT THE CYLINDER WAS DUE FOR HYDROSTATIC TESTING, AND WE THEN PULLED THE CYLINDER CABLE TO RELEASE THE CO2 FROM INSIDE THE CYLINDER. UPON DOING THIS, WE DISCOVERED THAT IT THE CYLINDER WAS EMPTY. 

2009FA0000751

GULSTM  

 

 

SILENCER  

DETERIORATED  

8/31/2009 

GIV  

 

 

1159AC201131 

CABIN AIR 

THE CREW REPORTED THAT THE AIRCRAFT WAS DIFFICULT TO COOL AFTER BEING HEAT SOAKED. TECHNICIANS UPON TROUBLESHOOTING FOUND VERY LOW AIRFLOW FROM THE LEFT AND RIGHT FLOOR DISTRIBUTION DUCTS. USING A BOROSCOPE AND HAND MIRRORS IT WAS DETERMINED THAT THE AIR HOLES IN THE DISTRIBUTION DUCTS WERE CLOGGED WITH A FOAM MATERIAL. THE DUCTS WERE REMOVED AND LARGE AMOUNTS OF FOAM MATERIAL HAD TO BE REMOVED. THE SOURCE WAS DETERMINED TO BE THE CABIN AIR SILENCER GAC P/N 1159AC20113-1. INTERNAL BAFFLING FOAM HAD DETERIORATED AND THE FOAM TRAVELED ALONG THE AIR DISTRIBUTION DUCTS IN THE CABIN CLOGGING THE OUTPUT HOLES. THIS IS A KNOWN ISSUE WITH THIS SILENCER. CLEANING THE DUCTS AND REPLACING THE CABIN SILENCER RETURNED THE SYSTEM TO NORMAL. 

W9FA20090818001

GULSTM  

 

 

SEAL  

SPLIT  

8/18/2009 

GIV  

 

 

1159SCB2022 

CARGO DOOR 

BAGGAGE DOOR SEAL HAD SMALL SPLIT ALONG GLUE LINE WHERE THE TWO ENDS MEET. FOUND WHEN OPENING BAGGAGE DOOR AND THE SEAL DIDN'T DEFLATE WHEN BAGGAGE DOOR HANDLE WAS ROTATED TO UNLOCKED POSITION. THIS IS THE SECOND TIME REPLACING A BAGGAGE DOOR SEAL THAT HAS SPLIT AT THE GLUE SEAM. 

2009FA0000753

GULSTM  

 

WINSLOW  

FIRING HEAD  

DAMAGED  

8/31/2009 

GV  

 

1218FAAVUL  

A53077 

LIFE RAFT 

DURING ROUTINE INSPECTION OF TWO (2) LIFE RAFTS LAST RETURNED TO SERVICE BY RIVER SERVICES INC. FAA 145 REPAIR STATION NR AI5R727M IN NOVEMBER OF 2008, IT WAS DISCOVERED THAT THE BAYONET PROTECTIVE COVERS REMAINED IN PLACE IN-BETWEEN THE FIRING HEAD AND CYLINDER HEAD ON BOTH LIFE RAFTS INFLATION SYSTEMS. 

2009FA0000754

GULSTM  

 

WINSLOW  

FIRING HEAD  

DAMAGED  

8/31/2009 

GV  

 

1218FAAVUL  

A53077 

LIFE RAFT 

DURING ROUTINE INSPECTION OF TWO (2) LIFE RAFTS LAST RETURNED TO SERVICE BY RIVER SERVICES INC. FAA 145 REPAIR STATION NR AI5R727M IN NOVEMBER OF 2008, IT WAS DISCOVERED THAT THE BAYONET PROTECTIVE COVERS REMAINED IN PLACE IN-BETWEEN THE FIRING HEAD AND CYLINDER HEAD ON BOTH LIFE RAFTS INFLATION SYSTEMS. 

2009FA0000723

LANCAR  

CONT  

 

GUARD  

BROKEN  

8/4/2009 

LC41550FG  

TSIO550C  

 

LB21710011A 

COMPRESSOR 

THE AIR CONDITIONER BELT GUARD FAILED IN FLIGHT. INSP REVEALED 2 SMALL CRACKS AT THE LT SIDE WELDED NUT. THIS FAILURE CAUSED A 2 INCH X 2 INCH STEEL PIECE OF THE BELT GUARD TO SEPARATE, STRIKE THE AIR CONDITIONER CLUTCH ASSY AND SHEAR THE CLUTCH ASSY, BOTH OF WHICH SUBSEQUENTLY DEPARTED THE ACFT. 

2009FA0000766

LEAR  

GARRTT  

 

LINE  

CORRODED  

8/19/2009 

35A  

TFE731*  

 

2607003368 

HYD SYSTEM 

LINE HAD CORROSION ON 90 DEGREE BENDS ADJACENT TO FERRULES FOR B-NUTS. THE PORTION OF THE LINE AT BOTH ENDS HAD CORROSION THA WAS PRESENT WHERE THE PROTECTIVE COATING WAS REMOVED, APPARENTLY DURING MFG OF THE PART. THE CORROSION HAD EATEN THROUGH ONE END OF THIS LOCATION SUFFICIENT TO REDUCE WALL THICKNESS ALLOWING LINE TO BURST. 

2009FA0000780

LET  

 

 

CONTROL CABLE  

FRAYED  

9/9/2009 

L23SUPERBLAN  

 

 

A740255NA740254N 

RUDDER 

RUDDER CABLES FOUND FRAYED, LEFT AND RIGHT SIDE. CHRONIC PROBLEM. SHOULD LAST 1000 HOURS ACCORDING TO MFG., L/R CABLES FAILED AT 665.9 

2009FA0000781

LET  

 

 

RIVET  

SHEARED  

9/9/2009 

L23SUPERBLAN  

 

 

 

FUSELAGE 

RIVET AT SPAR INTER-CONNECT, AFT BULKHEAD AT REAR PORTION OF BATTERY BOX, UPPER LT SIDE, STA 65 (APPROX), RIVET HEAD SHEARED. 

2009FA0000757

LKHEED  

 

 

SKIN  

CRACKED  

9/3/2009 

P3A  

 

 

9006031 

ZONE 500 

DISCREPANCY IDENTIFIED BY SLIGHT FUEL WEEP ON PREFLIGHT, LEFT WING STATION 90.5. FURTHER EVALUATION WITH ULTRASONIC NDT DISCLOSED A CRACK ON THE LOWER WING PANEL NO.3. THE CRACK EMANATED FROM ATTACH HOLE, THROUGH RISER AND APPROXIMATELY 1/2" INTO PLANK. 

2009FA0000748

PIAGIO  

 

 

CONTROLLER  

MALFUNCTIONED  

8/28/2009 

P180  

 

 

21178049 

CABIN PRESSURE 

AT ALTITUDE THE CABIN PRESSURE WARNING LIGHT ILLUMINATED AND THE RATE OF CLIMB FOR THE CABIN ALTITUDE WAS 4000' ASCENDING. PILOT'S MADE AN EMERGENCY DECEND TO 12,000 FT. BACK AT THE STATION THE FAULT LIGHT ON THE SELECTOR PANEL REMAINS ILLUMINATED INDICATING A VOLTAGE SUPPLY PROBLEM TO THE CONTROLLER. 

5APR577Y12

PILATS  

PWA  

PARKERHANFIN  

BRAKE DISC  

BROKEN  

9/15/2009 

PC1245  

PT6A67B  

 

159074 

MLG 

PILOT REPORTS LT BRAKE MAY HAVE A CRACKED BRAKE DISC. REMOVED LT MAIN WHEEL ASSY AND DETERMINED THAT THE INBD BRAKE DISC WAS BROKEN INTO 3 PIECES. REMOVED AND REPLACED LT BRAKE ASSY IAW MM INSTRUCTIONS AND REINSTALLED THE LT MAIN WHEEL ASSY. 

5APR577Y11

PILATS  

PWA  

 

BRAKE DISC  

BROKEN  

9/5/2009 

PC1247  

PT6A67B  

 

244755 

BRAKE ASSY 

DURING A LINE CHECK IT WAS DISCOVERED THAT THE RT MAIN BRAKE ASSY OTBD DISC WAS BROKEN INTO 2 PIECES. THE BRAKE ASSY WAS REMOVED AND REPLACED. 

2009FA0000762

PIPER  

 

 

BULKHEAD  

CRACKED  

8/17/2009 

PA24  

 

 

2047900 

STA 258 

FOUND AFT VERTICAL FIN SPAR TO BULKHEAD BRACKET CRACKED AT STA 258.75. THIS PROBLEM HAS BEEN ADDRESSED BY AD 74-16-08 AND MFG SL 679 ON OTHER SERIES ACFT BUT NOT ON THIS ONE. (K) 

2009FA0000763

PIPER  

 

 

BULKHEAD  

CRACKED  

8/17/2009 

PA24260  

 

 

2047915 

BS 258 

FOUND AFT VERTICAL FIN SPAR TO BULKHEAD BRACKET CRACKED. STA 258.75. THIS PROBLEM HAS BEEN ADDRESSED BY AD 74-16-08 AND MFG SL 679 ON OTHER SERIES ACFT BUT NOT ON THIS ONE. (K) 

2009FA0000758

PIPER  

LYC  

 

HOSE  

CRACKED  

8/6/2009 

PA31310  

TIO540*  

 

8D0294156F003 

FUEL SYSTEM 

WHILE IN FLIGHT, PILOT OBSERVED FLAMES EMITTING FROM LOUVER OF LT INBD UPPER COWLING. PILOT SHUTOFF FUEL TO LT ENG AND SHUTDOWN SAME, WHICH EXTINGUISHED THE FIRE. PILOT LANDED AT THE NEXT AVAILABLE AIRPORT. UPON INSP BY MX THE FUEL SUPPLY LINE (PN 156F0038D294) WAS FOUDN CRACKED AT 45 DEGREE FITTING BETWEEN B-NUT AND COLLAR. THE HOSE WAS INSTALLED 7/20/09 AND HAD APPROX 7.3 HOURS TT AT TIME OF FAILURE. INITIAL INSP REVEALED THE HOSE WAS NOT INSTALLED UNDER STRESS. SUSPECT MFG DEFECT TO THE BE CAUSE OF FAILURE. PART ASSY DATE 2/2/09. (K) 

2009FA0000770

PIPER  

LYC  

 

STUD  

CRACKED  

6/24/2009 

PA31350  

LTIO540N2BD  

 

38135015 

CRANKCASE 

PILOT SAW LOSS IN OIL PSI AND MANIFOLD PSI, FEATHERED ENGINE AND LANDED, AFTER INSP, FOUND NR 3 CYLINDER ON RT ENGINE COMING OFF DUE TO STUDS BROKEN, NOT SURE WHICH STUD BROKE FIRST, BUT ONE STUD PROBABLY BROKE WHICH CAUSED EXTRA STRESS ON THE OTHER STUDS CAUSING THEM TO BREAK. REMOVED/ REPLACED ALL STUDS AND THROUGH BOLTS IN CRANKCASE, BECAUSE THIS EVENT IS THE SECOND TIME ON THIS ENG WHERE THE STUDS ON A CYLINDER BROKE. ALL CRANKCASE STUDS SHOULD BE A 100 PERCENT REPLACEMENT ITEM AT OVERHAUL AND LISTED IN SB 240U OR GREATER, THERE IS NO SURE WAY TO CHECK EACH STUD FOR CRACKS IN THE THREADS, WHEN MOUNTED IN THE CASE. THE STUDS ARE NOT THAT EXPENSIVE AND SHOULD BE REPLACED AT O/H. (K) 

2009FA0000774

PIPER  

 

 

TRUNNION  

CRACKED  

8/24/2009 

PA31T  

 

 

4531603 

MLG 

PERFORMING PIPER EVENT NR 2, NOSE LANDING GEAR TRUNNION FOUND UNSERVICEABLE. EIGHT INCH CRACK NOTED IN CASTING. CRACK STARTING IN UPPER STEERING BEARING BOSS AT THE FIVE O'CLOCK POSITION LOOKING DOWN AT CASTING. CRACK EXTENDS STRAIGHT DOWN THE REAR RIGHT SIDE OF TRUNNION CASTING. NO REPORT OF HARD LANDING OR OTHER OPERATIONAL PROBLEMS 

E81RJW3018133

RAYTHN  

 

 

HOSE  

CHAFED  

9/17/2009 

390  

 

 

A91941 

ZONE 400 

DURING SCHEDULED INSP, FOUND LT ENG COMPARTMENT FUEL HOSE ASSY CHAFED PAST SERVICE LIMITS FROM CONTACT WITH ADJACENT COWLING STRUCTURE. REPLACED HOSE ASSY WITH NEW HOSE ASSY AND SECURED AS REQUIRED. 390 SERIES POWERPLANT INSTALLATIONS HAVE TIGHT CLEARANCES BETWEEN HOSES, WIRING, TUBING, ETC. AND ADJACENT STRUCTURES, TECH SHOULD PAY CLOSE ATTENTION TO THE MM 71-00-00-201 INSP REQUIREMENTS WHENEVER LINES, TUBING, ETC. ARE DISTURBED. CLEARANCE INSP REQUIRED EACH 200 HR AIRFRAME INSP OR ENG INSTALLATION, SHOULD BE CLOSELY ADHERED TO. 

E81R759X_JT22625

RAYTHN  

 

 

JACKSHAFT  

LEAKING  

9/4/2009 

HAWKER800XP  

 

 

AIR453965 

NLG STEERING 

INVESTIGATED REPORT OF HYD FLUID ON TOP OF NLG TIRES. FOUND NLG STEERING JACK DRIPPING HYD FLUID FROM BOTH ENDS SEALS. NLG STEERING JACK REPLACED 3 DAYS PREVIOUSLY FOR SAME CONDITION, ACFT HAD NOT FLOWN YET SINCE REPLACEMENT WITH "0" TSOH NLG STEERING JACK. HAVE REPLACED LOW TIME SINCE OVERHAUL NLG STEERING JACKS 3 TIMES IN LAST 4 MONTHS FOR SAME CONDITION. ALL REPLACED AND INSTALLED UNITS OVERHAULED OR REPAIRED DURING 2009. RECOMMEND O/H FACILITY INVESTIGATE RECORDS TO SEE IF INSP, REPAIR, OR Q/A PROCESSES NEED TO BE MODIFIED. RECOMMEND NLG STEERING JACK MFG INVESTIGATE WHETHER COMPONENT MM SERVICE LIMIT DIMENSIONS FOR WEAR NEED TO BE CHANGED TO CLOSER TOLERANCES. 

2009FA0000765

RAYTHN  

GARRTT  

 

BEARING  

DAMAGED  

4/5/2009 

HAWKER900XP  

TFE731*  

 

30750161 

NR 5 COMPRESSOR 

THE SUBJECT ENGINE WAS REMOVED FOLLOWING A COMMANDED INFLIGHT SHUTDOWN ON APRIL 5TH, 2009. SHUTDOWN DETAILS: AT APPROX 39K, CREW NOTED NR 1 ENGINE THUMP AND VIBRATION, WITH OIL PRESSURE INDICATION IN RED (LOW). CREW PERFORMED ENGINE SHUTDOWN. ENG WAS RETURNED TO REPAIR AND O/H AND DISASSEMBLED AS REQUIRED TO ACCESS THE NR 5 BRG. A MATERIAL ANALYSIS (443741) WAS PERFORMED AND WITH FINDINGS INCONCLUSIVE. (K) 

2009FA0000756

ROBSIN  

 

 

HINGE BRACKET  

BROKEN  

9/2/2009 

R44  

 

 

 

MAIN DOOR 

DURING CRUISE FLIGHT AT 90 KNOTS, A LOUD POP WAS HEARD ON THE LT SIDE OF ACFT. DETERMINED THE CO-PILOTS DOOR OPENED PARTIALLY, DAYLIGHT COULD BE SEEN THROUGH LOWER FRONT OF DOOR INSTEAD THE REAR WHERE NORMALLY WOULD OPEN. SLOWED ACFT WHILE INSTRUCTOR HELD ON TO THE DOOR HANDLE. PERFORMED AN OFF AIRPORT LANDING. ABLE TO DETERMINE THE LOWER HINGE SNAPPED IN HALF AT HOLE WHERE ATTACHING PIN PASSES THROUGH. REMOVED DOOR, AND RETURNED TO THE AIRPORT. 

EGRR2009090883077

SKRSKY  

 

 

BUSHING  

MISSING  

9/8/2009 

S76C  

 

 

7610308012104 

MAIN ROTOR 

CUSTOMER REPORTED MUD AROUND STATIONARY SCISSORS ASSEMBLY. AFTER FURTHER INSPECTION REMOVED SCISSORS AND FOUND BUSHINGS IN LOWER LINK (P/N 76104-08042-101) MISSING. INSTALLED NEW STATIONARY SCISSORS ASSEMBLY P/N 76104-08040-042 S/N B168-00072.