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

399

bald eagle watching over three eggs

OCTOBER

2011

 


CONTENTS

AIRPLANES

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

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

CESSNA...................................................................................................................................... 7

GULFSTREAM.......................................................................................................................... 22

PIPER......................................................................................................................................... 24

AIR NOTES

INTERNET SERVICE DIFFICULTY REPORTING (iSDR) WEB SITE................................... 30

IF YOU WANT TO CONTACT US......................................................................................... 32

AVIATION SERVICE DIFFICULTY REPORTS...................................................................... 32

 


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

Beechcraft:  B58; Broken/loose Elevator Balance Weights; ATA 2730

A repair station mechanic states, "During an Annual Inspection, (I) found the L/H elevator balance weight (P/N 96-610022-7) detached from its mount.  The R/H elevator balance weight was found (both) broken and loose on its mount.  The detached L/H weight was able to shift position inside the elevator and cause an out of balance condition.  This damage appears to be caused by vibration."  (That—and toss in a ton of corrosion, too—Ed.)

CLOSEUP PHOTO OF THE CORRODED BALANCE WEIGHT.

Part Total Time:  1,349.9 hours

 


Boeing:  747-200F; Cracked Pylon Stiffeners; ATA 5400

A technician from a repair facility in Xiamen, China states, "During inspection, cracks were found on the R/H vertical and horizontal flanges of number two (engine) pylon near station 228.  Following removal of the damaged stiffener section, the bulkhead strap (P/N 65B90412-38) was found cracked at a stiffener fastener hole.  While (effecting) the repair, two each existing 2/16 inch diameter rivet holes in the skin common to the new upper repair angle (of stiffener P/N 65B90415-6) were found oversized to 8/32 inches."


 

MECHANICAL DRAWING OF PYLON STRUCTURE AND PHOTO FO SAME AREA AS DRAWING.


 

CLOSEUP PHOTO OF THE REPAIR AREA.


 

PHOTO OF SKIN SIDE OF REPAIR AND DRAWING OF SKIN SIDE OF REPAIR.


 

DETAIL DRAWING OF REPAIR.

 

(Thank-you for your help and participation!  Ed.)

Part Total Time:  98,526 hours (aircraft)

 

Boeing:  757-27A; Cracked Wheel; ATA 3246

A Director for Quality Control at a repair station states, "This main wheel hub half (P/N AH08901)...was noticed to have air leakage after one day's service.  The main wheel assembly (P/N AHA1648) was returned to the (source) location for warranty evaluation.  A large crack was visually confirmed in the inboard ring area of the wheel hub half, pictured in figure 1 and 2...."


 

PHOTO OF WHEEL CRACK AREA AND PHOTO OF WHEEL CRACK.

 

(PN AHA1648 reflects three times in the SDRS database.)

Part Total Time:  (unknown)

 

Cessna: Series 150/152; Seat AMOC for AD 2011-10-09; ATA (N/A)

(The following discussion and efforts are credited to Aerospace Engineer Gary Park of the Wichita Aircraft Certification Office, and the Lead Organization Designation Authorization Administrator--Mr. John Bouma of the Cessna Aircraft Company.  Many others made contributions to help in this topic's publication; those whose names appear on various documents, and those who remain in the background.  "Thank-you" goes out to everyone's labor.

The first part is Mr. Park's summation of the Airworthiness Directive difficulty and its Alternative Means of Compliance solution.  The second part is the Wichita Aircraft Certification Office's approval of the requested AMOC, providing more background information.  The third part is the actual Repair Definition from Cessna Aircraft.  This data stands published as received.  Contact information follows at the end—Ed.)

"The FAA has provided a Global Alternate Method of Compliance (Global AMOC) letter to Airworthiness Directive (AD) 2011-10-09 that allows repairs to the steel seat foot/roller housings on Cessna 150 and 152 airplanes—using Cessna Repair Definition document S-150-ATA25-01RD, Revision A, dated August 3, 2011 (attached).  This Global AMOC is necessary since the effected parts cannot easily be removed from the seat and replaced.


"Readers might also reference the Government Docket:  Number FAA-2010-1101 at the following website for these documents:

http://www.regulations.gov/#!docketDetail;dct=FR+PR+N+O+SR;rpp=10;po=0;D=FAA-2010-1101

Here they will find the FAA Global AMOC, the Cessna Repair Definition document S-150-ATA25-01RD, and the FAA Approval form 8100-9.

"Provided next for this Alerts publication are copies of the FAA Global AMOC, followed by the Cessna Repair Definition."


 


 


 


 


 


 


 


 


 


 


 


 

 

(For further information contact Aerospace Engineer Gary Park:  Wichita Aircraft Certification Office, 1801 Airport Road, Room 100; Wichita, Kansas; 67209; phone  316-946-4123.)

Part Total Time:  (n/a)

 

Cessna:  560XL; Worn Rudder Actuator Screws; ATA 2722

A repair station submitter says, "(I) found grooves worn into the shaft of the two screws (P/N 6660251-52) that enter into the rudder actuator assembly.  Probable cause:  the aircraft is set for cruise configuration.  During flight the tail vibrates, causing grooves to wear into the shaft of the screws at the point where they enter into the actuator."


FIVE VIEWS IN ONE SHOWING VARIOUS ANGLES OF ACTUATOR ROD WEAR.

 

Part Total Time:  (unknown)

 


Cessna:  680; Cracked Air Service Tube (rudder actuator); ATA 2722

A repair station submitter says, "(I) found the service air tube assembly cracked in the bend radius that leads to the rudder bias actuator in the tail cone."  (Tube assembly P/N: 6914040-37.)

 

TWO VIEWS OF CRACKED AIR TUBE.

 

Part Total Time:  (unknown)

 


Gulfstream:  G200; Burned Ice Detection Circuit Card; ATA 3097

"After takeoff," states an unknown technician/pilot, "(I) noticed a very slight electrical smoke odor.  After climbing through 24,000 feet, and the left and right 'Ice Detect Fail' EICAS came on simultaneously (Engine Indicating & Crew Alert System).  These lights came on for about thirty seconds, then disappeared.  Annunciators appeared about thirty seconds later (for a few seconds) around (approximately) 20,000 feet.  They remained extinguished for the rest of the flight.   No circuit breakers tripped, and everything looked normal on the electrical and secondary EICAS pages. 

"After landing, the odor appeared to be coming from wires from the avionics box located behind the pilot's seat—on top of the potable water controls.  I found the ice detectors to fail the self-test and the system test.  The system would heat normally, but no EICAS indication would (generate).  We verified the ejector valve heater blankets had not failed by performing resistance checks at relay 350H in the right relay junction box.  We investigated this right relay junction box for faults and damaged components.  We found the PC diode card 82P to be discolored and displaying burn marks.  We removed and replaced card 82P with a new unit.  Operational check was good.  No further faults were noted."  (Circuit card P/N: SPE3508005001.)

 

BURNED CIRCUIT CARD.


BURNED CIRCUIT CARD.

Part Total Time:  3,246 hours

 

Gulfstream:  GIV; Cracked Seat Torque Tube; ATA 2510

"The co-pilot's seat was removed for recovering," states a submitter.  "During the recovering (process) it was noticed the seat height adjustment torque tube was cracked (P/N 2A0590174).  The technicians working on the seat said this was not an uncommon failure."

CRACKED TORQUE TUBE.

Part Total Time:  4,966 hours

 


Piper:  PA25; Failed Landing Gear Shock Absorber; ATA (N/A)

(The following Civil Aviation Safety Alert is a reprint from our sister agency, Transport Canada.)

 


 


 


 


 

 

Part Total Time:  352.1 hours

 


Piper:  PA28R-180; Corroded Spar Attach Fittings; ATA 5711

A mechanic writes, "During repair of the L/H wing, the aft spar attach fitting was removed.  Severe corrosions was found under the fitting.  Possible cause is trapped moisture, lack of a preventing treatment(s), and lack of proper inspection of the area."  (L/H Aft Spar P/N 62054-000.  This number is found three times in the SDRS database—and several more times as the trailing zeros are removed in the search.)

 

CORRODED SPAR/FITTING.


 

CORRODED SPAR/FITTING.

 

Part Total Time:  4,491.8 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 following address.

The SDRS and iSDR web site point of contact is:

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

 


IF YOU WANT TO CONTACT US

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

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

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

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

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

 

AVIATION SERVICE DIFFICULTY REPORTS

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

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

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

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


Federal Aviation Administration

Service Difficulty Report Data

 

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

Control Number

Aircraft Make

Engine Make

Component Make

Part Name

Part Condition

Difficulty Date

Aircraft Model

Engine Model

Component Model

Part Number

Part Location

2011FA0000490

 

 

 

PIN   

ERODED

7/27/2011

 

 

 

 

SEAT  

HAVE NOTED A PROBLEM WHILE INSPECTING FOR SEAT RAIL AD. ON 2 SEPARATE ACFT, THE PINS THAT HOLD THE BACK OF THE SEAT FROM FALLING ARE ALMOST COMPLETELY CUT IN HALF. IF THEY ARE TO FAIL THE SEAT BACK WOULD FALL. AM NOT SURE IF THIS HAS BEEN A PAST FAILURE OR SOMETHING TO BE AWARE OF ON OLDER ACFT.

SF3R20110819001

 

 

 

METERING UNIT

FAILED

8/16/2011

 

 

 

 

FUEL PUMP

SERVO VALVE (PN 22282790-104) NONCONFORMITY IS THE LASER WELD JOINING THE FEEDBACK WIRE (FBW) TO THE FEEDBACK SPRING IS MISALIGNED WITH THE WELD JOINT. THE FAILURE MODE IS THAT THE FEEDBACK WIRE WELD JOINT CAN BREAK. THE FAILURE EFFECT AT SERVO LEVEL IS LOSS OF PROPORTIONAL CONTROL OF SPOOL.

3HCR20110804001

 

ALLSN

HONEYWELL

HOUSING

MISREPAIRED

8/4/2011

 

250C30P

DPV1

2543926

FUEL CONTROL

TEARDOWN FOR O/H. INSPECTED. FOUND REPAIR TO MAIN FLOW BODY THAT IS NOT IN CMM 15-673C.

AG2R20110728001

 

CONT

 

CYLINDER

CRACKED

7/28/2011

 

IO520*

 

 

ENGINE

EXHAUST SEAT BOSS CRACKED THROUGH OUTTER WALL.

2011FA0000533

 

LYC   

 

FLOAT

FAILED

8/10/2011

 

O320*

 

30804

CARBURETOR

CARBURETOR WAS SUBMITTED FOR O/H. DURING O/H PROCESS THE WHITE PLASTIC, ADVANCED POLYMER HOLLOW FLOAT WAS FOUND PARTIALLY FULL OF FLUID. THIS CARBURETOR IS NOT IN COMPLIANCE WITH SB MSA-13, WHICH STATES PRIOR TO DEC 31, 2008, ALL CARBURETORS NOT ALREADY IN COMPLIANCE MUST BE UPDATED TO THE CURRENT FLOAT.

2011FA0000520

 

LYC   

 

CARBURETOR

MISOVERHAULED

8/5/2011

 

O360*

 

30802

ENGINE

CUSTOMER REPORTED THAT ENGINE STALLED AFTER LANDING. CUSTOMER ALSO REPORTED OBSERVING FUEL DRIPPING FROM THE THROAT OF THE CARBURETOR. INSPECTION FINDS THAT THE WHITE PLASTIC, ADVANCED POLYMER HALLOW FLOAT HAD TAKEN ON FUEL. CAUSING THE FLOAT TO RIDE LOWER THAN THE RECOMMENDED FLOAT HEIGHT GIVEN IN THE CARBURETOR O/H MANUAL. CARBURETOR FOUND TO BE NOT IN COMPLIANCE WITH MSA-13, WHICH STATES "PRIOR TO DECEMBER 31, 2008, ALL CARBURETORS NOT ALREADY IN COMPLIANCE MUST BE UPDATED TO USE THE CURRENT FOAM FLOAT, PN 30-860, 30-862, OR 30-864 DEPENDING UPON APPLICATION. CARBURETOR WAS ALSO FOUND NOT TO BE IN COMPLIANCE WITH SB SB-2, WHICH STATES "IN ORDER TO MAINTAIN FLIGHT SAFETY, WITHIN 30 DAYS OF THE DATE OF ISSUANCE OF THIS FSSB, EACH OWNER OF CARBURETOR NOT EQUIPPED WITH A SOLID, BLUE EPOXY FLOAT IS REQUESTED AND STRONGLY ENCOURAGED TO INSPECT THE CARBURETOR AND TO REINSPECT THE CARBURETOR AT 30-DAY INTERVALS THEREAFTER UNTIL THE FLOAT IS REPLACED BY A SOLID BLUE EPOXY FLOAT IAW THE INSTRUCTIONS IN PARA 6 OF THIS SB. THIS BULLETIN WAS ISSUED ON FEB 1, 2009, MAKING COMPLIANCE DATE MARCH OF 2009. RECOMMENDS REPLACING ALL HALLOW FLOATS IAW THE LISTED SB`S.

2011FA0000530

AGUSTA

ALLSN

 

BLADE

CRACKED

8/2/2011

A109E

250C20

 

709010301109

MAIN ROTOR

A CRACK WAS FOUND ON 1 OF THE MAIN ROTOR BLADES L/E ABRASION STRIP DURING A ROUTINE 30 DAY/50 HR INSP. CRACK IS 65MM IN LENGTH AND LOCATED 6` 4" FROM BLADE ROOT, TOP SECTION OF L/E. REMOVED BLADE FOR REPAIR BY MFG CERTIFIED BLADE REPAIR SHOP. `

2011FA0000539

AYRES

PWA   

 

ENGINE

FAILED

8/22/2011

S2R   

R1340*

 

 

 

ENGINE FAILED JUST AFTER TAKEOFF, FOR UNKNOWN REASONS RESULTING IN AN ACCIDENT. PILOT REPORTED HEARING A LOUD "BANG" COME FROM THE ENGINE WITH A SUDDEN LOSS OF POWER, FOLLOWED BY TOTAL ENGINE FAILURE.

2011FA0000540

AYRES

PWA   

 

FUEL SYS

MALFUNCTIONED

8/24/2011

S2RT34RESTD

PT6A34AG

 

 

BOOST PUMP

TOTAL ENGINE FAILURE WHILE PERFORMING AERIAL APPLICATION. EXAMINATION OF THE FUEL SYS REVEALED AIR IN FUEL FEED LINE FROM THE BOOST PUMP TO THE ENGINE PUMP INLET.

E81RJT2309420A

BEECH

 

 

DUCT

CRACKED

8/5/2011

400A

 

 

45A40303071

LT ENGINE

DURING SCHEDULED INSP, FOUND LT ENGINE INBD SIDE ENGINE PAD TO "Y" DUCT BLEED AIR ANTI-ICING DUCT CRACKED AT BELLOWS, STAINLESS STEEL BRAIDING BLOWN-OUT AND FRAYED. MX HISTORY UNKNOWN, POSSIBLY CAUSED BY MIS-ALIGNMENT. RECOMMEND MFG INVESTIGATE WHETHER THIS IS A HIGH REPLACEMENT COMPONENT OR AN OCCASIONAL ISSUE RELATED TO INSTALLATION. RECOMMEND A NOTE MADE IN THE MM REGARDING DUCT INSTALLATION ALIGNMENT.

2011FA0000487

BEECH

 

 

DISPLAY

INOPERATIVE

7/26/2011

76   

 

 

A0511000

INSTRUMENT PANEL

UPON LANDING, AIRSPEED INDICATION SHOWS RED X AND ALSO PITOT HEAT MESSAGE IS SHOWN. UNIT OPERATES NORMALLY IN FLIGHT, ONLY OCCURS AFTER LANDING. REPLACED EFD-1000 PRO PFD DISPLAY AS REQUIRED. PERFORMED SYS OPS CHECKS IAW EFD1000 INSTALLATION MANUAL, PN 900-00003-001.0

2011FA0000573

BEECH

 

 

FUEL CELL

LEAKING

9/6/2011

B200

 

 

21026

ZONE 600

FOUND INBOARD LEADING EDGE FUEL CELL IN RT WING LEAKING AT RUBBER NIPPLE REINFORCEMENT FLANGE. THIS PMA FUEL CELL WAS INSTALLED 3 MONTHS AGO.

FCPR20110007

BEECH

PWA   

 

DOWNLOCK SWITCH

LOOSE

8/2/2011

C90   

PT6A135A

 

404EN16

ZONE 700

ON LANDING, WHEN GEAR SELECTED DOWN, 3 GREEN DOWN AND LOCKED LIGHTS ILLUMINATED. SHORTLY AFTER, LT DOWN AND LOCKED LIGHT EXTINGUISHED. PILOT WENT AROUND AND EMERGENCY EQUIPMENT DISPATCHED TO THE RUNWAY. ACFT LANDED WITHOUT INCIDENT. UPON INSP, LT GEAR DOWNLOCK SWITCH FOUND TO HAVE NOT BEEN SAFTIED. JAM NUT CAME LOOSE AND DOWNLOCK SWITCH BACKED OUT IN ITS HOUSING.

2011FA0000521

BEECH

PWA   

 

RESTRICTOR

FAILED

8/12/2011

C90   

PT6A60A

 

50921592

FUEL SYSTEM

ACFT WAS SQUAWKED FOR INSUFFICIENT FUEL TRANSFER OPERATION ON THE LT SIDE. BECAUSE THE PUMP WAS MAKING NOISE BUT THERE WAS MINIMAL FLOW, THE PUMP WAS REPLACED WITH AN O/H UNIT. THE O/H PUMP MADE THE SAME NOISE AND BEHAVED THE SAME. FURTHER TROUBLESHOOTING (AND COMPARING WITH THE RT SIDE FUEL TRANSFER SYS) DETERMINED THAT THE RESTRICTOR INSERT FROM PN: 50-921592 TEE CAME LOOSE AND TRAVELED DOWN THE LINE AND LODGED ITSELF IN THE NEXT TEE DOWNSTREAM. THIS SEVERELY RESTRICTED FUEL FLOW TO THE NACELLE TANK FROM THE TRANSFER TANK. THIS DID NOT PREVENT GRAVITY FEED FROM THE OTHER LT WING TANKS INTO THE NACELLE.

2SQR20110825001

BEECH

CONT

 

CYLINDER

PEELING

8/23/2011

E33A

IO550B

 

AEC631397

ENGINE

CYLINDER BARREL NICKEL PROCESS PEELED AWAY FROM BARREL AND WAS BROKEN INTO PIECES BY THE RINGS.

2011FA0000536

BEECH

CONT

 

CIRCUIT BREAKER

FAILED

8/19/2011

F33A

IO520BB

 

35380132103

BEACON LIGHT

PILOT REPORTED BEACON LIGHT INOPERATIVE. ON TROUBLESHOOTING, TECH FOUND CIRCUIT BREAKER TO BE AT FAULT. AD 2008-13-17 HAD BEEN COMPLETED 1472 FLIGHT HOURS PRIOR. NOTICED NEW CIRCUIT BREAKER MFG. NO PROBABLE CAUSE OR RECOMMENDATIONS AT THIS TIME.

2011FA0000497

BEECH

CONT

 

CIRCUIT BREAKER

FAILED

8/3/2011

F33A

IO520BB

 

35380132103

STROBE

PILOT REPORTED STROBE LANDING LIGHT INOP. ON TROUBLESHOOTING THE TECH FOUND THE CIRCUIT BREAKER/SWITCH AT FAULT. INSTALLED NEW CIRCUIT BREAKER/SWITCH. OPS CHECK OK. NO PROBABLE CAUSE OR RECOMMENDATIONS AT THIS TIME.

2011FA0000485

BEECH

CONT

 

CIRCUIT BREAKER

FAILED

7/26/2011

F33A

IO520BB

 

35380132103

TAXI LIGHTS

PILOT REPORTED TAXI LIGHT INOP. ON TROUBLESHOOTING, TECH FOUND CIRCUIT BREAKER TO BE AT FAULT. INSTALLED NEW CIRCUIT BREAKER, OPS CHECKED OK. NO PROBABLE CAUSE OR RECOMMENDATIONS AT THIS TIME.

2011FA0000486

BEECH

CONT

 

CIRCUIT BREAKER

FAILED

7/26/2011

F33A

IO520BB

 

35380132103

LANDING LIGHT

PILOT REPORTED LANDING LIGHT INOP. TECH FOUND CIRCUIT BREAKER/ SWITCH TO BE AT FAULT. AD 2008-13-17 HAD BEEN COMPLETED 1998 FLIGHT HOURS PRIOR, ESTIMATED CYCLES 7992. NO RECOMMENDATIONS AT THIS TIME.

2011FA0000498

BEECH

CONT

 

CIRCUIT BREAKER

FAILED

8/3/2011

F33A

IO520BB

 

35380132103

STROBE

PILOT REPORTED STROBE LANDING LIGHT INOP. ON TROUBLESHOOTING, THE TECH FOUND THE CIRCUIT BREAKER/SWITCH AT FAULT. INSTALLED NEW CIRCUIT BREAKER/SWITCH. OPS CHECK OK.

2011FA0000537

BEECH

 

 

CIRCUIT BREAKER

FAULTY

7/1/2011

V35B

 

 

35380132101

NAV LIGHTS

CIRCUIT BREAKER FAILED TO TURN ON NAV LIGHTS. NEW CIRCUIT BREAKER WAS INSTALLED TO COMPLY WITH AD2008-13-17.

2011FA0000538

BEECH

 

 

CIRCUIT BREAKER

FAILED

6/1/2011

V35B

 

 

35380132107

LANDING LIGHTS

CIRCUIT BREAKER FOR THE LANDING LIGHT FAILED. SECOND OF THE NEW CIRCUIT BREAKERS TO FAIL. REPLACED ALL NEW CIRCUIT BREAKERS WITH PMA CIRCUIT BREAKERS BECAUSE OF ALL THE REPORTED FAILURES OF THE MFG CIRCUIT BREAKER.

ALGAR919115682

BELL  

 

 

CROSSTUBE

CORRODED

9/19/2011

407   

 

 

407724101

MLG  

CROSS TUBE CORRDED BEYOND LIMITS IAW AA00061 PAGE 19, FIG 2, TABLE 8.

2011FA0000541

BELL  

 

 

NUT PLATE

LOOSE

8/16/2011

407   

 

 

NAS577B4A

ZONE 300

UPON PRE-FLIGHT, FOUND 1 OF 4 BOLTS THAT HOLD THE VERTICAL STABILIZER, TO BE STICKING OUT APPROX 2 INCHES. THIS BOLT WAS THE AFT UPPER BOLT. UPON EXAMINATION OF THE REMAINING BOLTS, AFT LOWER BOLT HAD POSSIBLY ONLY 1 THREAD ENGAGED AND WAS STICKING OUT APPROX .2500", FWD UPPER WAS ONLY FINGER TIGHT, AND THE FWD LOWER DID NOT HAVE SPECIFIED TORQUE. ACFT WAS INSPECTED 2 DAYS PRIOR AND PRE-FLIGHT/POST FLIGHT WAS ACCOMPLISHED THE DAY BEFORE. HELICOPTER IS PARKED AND MAINTAINED WITHIN PRIVATE HANGAR. AFTER REMOVAL OF 2 EA BOLTS, PN NAS6604-36 (FWD), 2 EA BOLTS PN NAS6604-28 (AFT) AND 4 EA NUTPLATE PN NAS577B4A, ALL 4 BOLTS WERE ABLE TO BE SCREWED IN BY HAND TO FULL THREAD ENGAGEMENT. THERE IS NO LOCTITE OR SAFETIES UTILIZED FOR THIS INSTALLATION.

2011FA0000542

BELL  

ALLSN

 

LONGERON

CRACKED

8/5/2011

407   

250C47B

 

206031314177

FUSELAGE

WHEN COMPLYING WITH ASB 407-11-95 INSP OF UPPER LT LONGERON CHANNEL FOUND LONGERON CRACKED THROUGH.

2011FA0000518

BELL  

HNYWL

 

PINION GEAR

FAILED

8/2/2011

UH1H

T5313BHNYWL

 

2040404009

GEARBOX

GEARBOX WAS O/H AS PART OF AN AIRFRAME REFURBISHMENT PROJECT. THE INPUT QUILL SEAL HAD DEVELOPED AN OIL LEAK AND UPON INVESTIGATION IT WAS FOUND THAT THE INPUT SEAL HAD WORN UNEVEN AND THE MALE COUPLING HAD BECOME UNSERVICEABLE DUE TO A GROOVE WORN BY THE SEAL. ALSO IT WAS FOUND THAT THE PINION GEAR PN 204-040-400-9 HAD BECOME UNSERVICEABLE DUE TO IMPROPER WEAR PATTERN AND CONDITION (SPAWLED). PRESUMABLY FROM THE EXCESS IN GEAR BACKLASH (.012 INCH, MAX ALLOWED IAW O/H MANUAL IS .010 INCH) WHICH WAS FOUND. THIS CONDITION ALSO AFFECTED THE WEAR PATTERN ON PN 204-040-401-7 GEAR, RENDERING IT UNSERVICEABLE. THE GEARBOX WAS REPLACED WITH A SERVICEABLE ASSY AND THE ACFT RETURNED TO SERVICE.

FOTR2111712507

BOEING

 

 

FRAME

DENTED

7/25/2011

727223

 

 

 

ZONE 100

FWD CARGO COMPARTMENT- DENT AT STA 700 BETWEEN STR 23L AND 22L. REPAIRED ON FASI WO21117, NR 12507.

FOTR2111712817

BOEING

 

 

SKIN

DEBONDED

7/25/2011

727223

 

 

 

LT WING TE FLAP

LT INBD FOREFLAP UPPER SURFACE HAS 6"DIAMETER DISBOND. REPAIRED ON FASI WO 21117, NR 12817.

FOTR2111712726

BOEING

 

 

BRACKET

CRACKED

7/25/2011

727223

 

 

65173103

NR 7 SLAT

NR 7 SLAT ACTUATOR MOUNT OTBD BRACKET ON SLAT IS CRACKED, WS629.0. REPAIRED ON FASI WO 21117, NR 12726.

FOTR2111311128

BOEING

 

 

SKIN

DENTED

6/28/2011

737*

 

 

 

NR 8 SPOILER

RT WING NR 8 SPOILER UPPER SURFACE HAS 1 DENT BEYOND ALLOWABLE LIMITS. REPAIRED ON WORK ORDER 21113 NR 11128.

FOTR2111311100

BOEING

 

 

SKIN

DENTED

6/24/2011

737800*

 

 

 

LT WING TE FLAP

LT WING INBD AFT FLAP LOWER SKIN HAS DENT WITH A CRACK. REPAIRED ON FASI WORK ORDER 21113 NR 11100.

FOTR2111311101

BOEING

 

 

FLAP

DELAMINATED

6/27/2011

737800*

 

 

 

ZONE 500

LT WING INBD FLAP LOWER SKIN STATION 253 IS DELAMINATED. REPAIRED ON FASI WORK ORDER 21113 NR 11101.

FOTR2111311125

BOEING

 

 

SKIN

DENTED

6/28/2011

737800*

 

 

 

LT WING SPOILER

LT WING NR 5 SPOILER UPPER SURFACE HAS ONE DENT BEYOND ALLOWABLE LIMITS. REPAIRED ON FASI WORK ORDER 21113, NR 11125.

FOTR2111311130

BOEING

 

 

SKIN

DENTED

6/28/2011

737800*

 

 

 

RT WING SPOILER

RT WING NR12 SPOILER UPPER SURFACE HAS 2 EACH DENTS BEYOND ALLOWABLE LIMITS. REPAIRED ON FASI WORK ORDER 21113 NR11130.

FOTR2111311126

BOEING

 

 

SKIN

DENTED

6/28/2011

737800*

 

 

 

LT WING SPOILER

LEFT WING NR6 SPOILER UPPER SURFACE HAS 1 DENT BEYOND ALLOWABLE LIMITS. REPAIRED ON FASI WORK ORDER 21113 NR 11126.

2011F00183

BOEING

 

 

HEAT SHIELD

CRACKED

8/12/2011

767231

 

 

311T157083

NR 2 NACELLE

DURING A HEAVY MX INSP EVENT FOUND NR 2 PYLON HEAT SHIELD CRACKED AT FWD STINGER FAIRING. WELDED NR 2 PYLON HEAT SHIELD IAW PROCESS STANDARDS MANUAL 900-7-2-1-REV 48. WORKED ON PROJECT N702AX-5. ITEM, RETURNED TO SERVICE.

2011FA0000513

BOEING

 

BOEING

SKIN

DELAMINATED

8/11/2011

767231

 

 

 

LT AILERON

DURING A MX EVENT, THE LT OTBD AILERON LOWER SKIN PANEL PN 113T7100-1 OTBD SIDE WAS FOUND DELAMINATED BY STATIC WICKS IN CRITICLE AREA. REPAIRED AILERON IAW SRM 51-70-05 AND ACCOMPLISHED EA B657-59422.

2011FA0000507

CESSNA

CONT

 

CYLINDER

BROKEN

8/8/2011

170B

O300*

 

AEC65314

ENGINE

FOUND METAL PARTICLES IN OIL SCREEN AT 30 HOURS AND AGAIN AT 74 HOURS. FOUND CYLINDERS COMING APART INSIDE BORE. PIECES MEASURED .4 X .3 INCHES.

2011FA0000504

CESSNA

 

 

HINGE

BROKEN

7/23/2011

172   

 

 

 

PAX DOOR

UPPER DOOR HINGE ON THE LT DOOR BROKE IN FLIGHT CAUSING THE DOOR TO PULL AWAY FROM THE PLANE. THE PILOT WAS ABLE TO HOLD THE DOOR AND FLY THE PLANE AND LAND AT A NEARBY AIRPORT. THE HINGE BROKE THROUGH THE RIVET HOLES ON THE PART OF THE HINGE THAT ATTACHES TO THE FUSELAGE. NOTICED THIS PROBLEN ON A SLIGHTLY NEWER PLANE 2 WEEKS LATER WHERE THE HINGE WAS CRACKED.

2011FA0000505

CESSNA

 

 

HINGE

CRACKED

8/6/2011

172E

 

 

 

DOOR  

NOTICED THAT UPPER LT DOOR HINGE HAD A CRACK IN IT WHERE IT ATTACHES TO THE FUSELAGE. THIS WAS THE SECOND PLANE SEEN WITH THIS PROBLEM.

2011FA0000516

CESSNA

LYC   

 

EXHAUST VALVE

BROKEN

8/12/2011

172M

O320E2D

 

LW19001

NR 3 CYL

NR 3 ENGINE CYLINDER EXHAUST VALVE HEAD BROKE OFF INSIDE THE CYLINDER COMBUSTION CHAMBER. THIS HAPPEND AFTER TAKEOFF AND UPON REACHING 500 FEET. STC 2375SW AND SE3692SW WERE COMPLIED WITH ON THE ENGINE.

2011FA0000511

CESSNA

 

 

ANTENNA

BROKEN

8/9/2011

208B

 

 

110773

ELT  

ANTENNA, PN 110-773 APPEARS TO BE BROKEN INTERNALLY. THE TOP PORTION OF THE ANTENNA, INCLUDING THE WIRE WHIP, CAN BE EASILY LIFTED OFF THE BASE. VISUAL INSP ALONE WILL NOT REVEAL THIS DISCONNECT. THIS ANTENNA IS PART OF THE ME406 ELT SYSTEM. THIS IS THE 4TH INCIDENT OF THIS CONDITION ON VARIOUS AIRPLANES IN THE FLEET ALL OF WHICH HAD LOWER TIME AND CYCLES ON THE ANTENNA THAN THIS ONE.

2011FA0000528

CESSNA

PWA   

 

COMPRESSOR WHEEL

DAMAGED

8/1/2011

208B

PT6A114A

 

 

ENGINE

ALUMINUM, STANDARD, 470 RIVETS ATTATCHING THE GASKET ON THE INTAKE SHROUD HAVE CORRODED HEADS THAT SEPERATED AND WERE SUCKED INTO THE COMPRESSOR THROUGH THE SCREEN AND CAUSING DAMAGE TO FIRST STAGE COMPRESSOR WHEEL. COMPRESSOR WHEEL WAS REPAIRED.

2011FA0000543

CESSNA

CONT

 

ALTERNATOR

FAILED

8/11/2011

210M

IO520L

 

DOFF10300B

 

ALTERNATOR COOLING FAN CAME APART IN FLIGHT AFTER TAKEOFF. PART OF COOLING FAN PUNCHED A HOLE IN INDUCTION AIR BOX DOWN STREAM OF AIR FILTER AND THE ALTERNATOR BELT CAME LOOSE IN THE ENGINE COMPARTMENT. LOSS OF ENGINE POWER FROM ENGINE FOD DAMAGE RESULTED IN AN UNEVENTFUL LANDING BACK TO THE AIRPORT. OUR FINDINGS CONCLUDE THAT THE COOLING FAN HAD A FRACTURED CRACK AT 1 OF THE COOLING FINS SPOT WELDS.

EAVR20110816001

CESSNA

CONT

 

CYLINDER HEAD

CRACKED

8/15/2011

310Q

IO470VO

 

EC646144CN

ENGINE

AIRCRAFT LEVELED OFF FROM CRUISE CLIMB. ACFT WAS ALLOWED TO ACCELERATE TO CRUISE SPEED. POWER WAS SET TO CRUISE POWER SETTINGS OF 23/23 IN MP AND 2300/2300 RPM. FUEL FLOW WAS SET AT 12/12 GPH. APPROX 10 MINUES LATER, A SLIGHT JOLT WAS FELT WITH A CONTINUED SLIGHT ROUGHNESS. UNABLE TO DETERMINE WHICH ENGINE WAS AFFECTED (OR IF IT WAS AN ENGINE). TRIED TROUBLSHOOTING BY REDUCING MP ON LH ENGINE THEN THE RH ENGINE AND CHECKING THE MAG DROP. THERE WAS NO DECERNABLE CHANGE IN ROUGHNESS, OIL TEMP, OIL PRESS, CHT. NO VISIBLE SMOKE, OIL LEAK, OR COWL VIBRATION. CONTINUED FLIGHT WHILE MONITORING ENGINE GAGES, ROUGHNESS, ETC. DURING LANDING WITH REDUCED POWER, ROUGHNESS INCREASED. LANDED NORMALLY, NOTED RT RPM WAS 100 RPM HIGHER THAN LT ENGINE WITH BOTH THROTTLE CONTROLS PULLED TO IDLE.

2011FA0000503

CESSNA

CONT

ECI   

CONNECTING ROD

FRACTURED

8/2/2011

340A

TSIO520NB

 

1162  

NR 4 CYLINDER

LEFT ENGINE NR 4 CYLINDER CONNECTING ROD, FRACTURED AND PUNCTURED THE ENGINE CASE ABOVE NR 4 CYLINDER MOUNT FLANGE. AT ENGINE TT 4096.7 (7/17/07) THIS ENGINE WAS O/H AND MODIFIED TO 335HP IAW STC SE09104SC RAM SERIES VII. AT THAT TIME MODIFIED CONNECTING RODS PN 1162 WERE INSTALLED IAW STC SE4327SW.

2011FA0000510

CESSNA

CONT

 

HUB   

CRACKED

8/4/2011

414A

IO470*

 

 

PROPELLER

REAR HUB HALF CONTAINS 12 INCH LONG CRACK RESULTING IN SEPARATION OF ONE BLADE SOCKET.

E81RJT2307930

CESSNA

PWA   

 

SKIN

DAMAGED

7/21/2011

501   

JT15D1A

 

 

INLET DUCT

DURING SCHEDULED PHASE INSP OF ACFT PREVIOUSLY MODIFIED, STC ST09559AC, ENGINE INSTALLATION NOTED (2) MISSING RIVET HEADS IN LT ENGINE INLET DUCT SKIN. SUBSEQUENT INVESTIGATION REVEALED MINOR CRACK FROM RIVET HOLE. NO FOD DAMAGE NOTED TO ENGINE. INLET DUCT SKIN WAS REPAIRED. SRM SUPPLEMENT TEMPORARY REVISION 51-40-20. RECOMMEND STC HOLDER INVESTIGATE WHETHER INLET DUCT AND ATTACH RING LOOSE RIVETS AND CRACKING AT RELATIVELY LOW TIME IN SERVICE MAY REQUIRE DETAILED INSPECTION AND/OR MODIFICATION IAW SB ACTION.

2011FA0000506

CESSNA

WILINT

 

HEATER

BURNED

7/29/2011

525B

FJ443A

 

105881

ZONE 100

ATA REF: 30-70-00-1-3, CREW FOUND THE FORWARD EVAPORATOR REFRESHMENT CENTER DRAIN HEATER HAS SCORCHED. CREW FOUND THE RELIEF TUBE DRAIN HEATER HAS SCORCHED.

2011FA0000534

CESSNA

 

 

STRUCTURE

BROKEN

8/10/2011

550   

 

 

551900921

SEAT BASE

SEAT BASE BROKEN.

2011FA0000522

CESSNA

PWA   

 

ENGINE

POWER LOSS

8/12/2011

550   

PW530A

 

 

RIGHT

DURING INTIAL DECENT PILOT STATED THE RIGHT ENGINE ROLLED BACK TO IDLE. IT HAD WAS UNABLE TO GET POWER OUT OF IT. HE ABORTED APPROACH SHUTDOWN ENGINE AND RESTARTED. HE HAD NO OTHER PROBLEMS WITH THE ENGINE AFTER THAT.

2011FA0000517

CESSNA

 

 

WIRE

SHORTED

7/29/2011

560CESSNA

 

 

 

MLG INDICATOR

THE ACFT LANDED WITH NO DOWN AND LOCKED INDICATION FOR THE LANDING GEAR AND THE LANDING GEAR INDICATION CIRCUIT BREAKER WAS TRIPPED. WIRES WERE FOUND RUBBING ON STRUCTURE IN THE LT WING INBD T/E JUST FWD OF THE FLAP WELL. 3 WIRES WERE FOUND SHORTED TO GROUND AND WERE REPAIRED TO CORRECT THE LANDING GEAR INDICATION PROBLEM.

2011F00172

CESSNA

 

 

SQUAT SWITCH

FALSE INDICATION

8/9/2011

560XL

 

 

 

RT MLG

RT LANDING GEAR ACTUATOR GAVE A FALSE INDICATION, CONFLICTING WITH THE INDICATION OF THE SQUAT SWITCH GIVING A FALSE LOW BRAKE PRESSURE/ANTI SKID INOP WARNING.

CWQR2011081514

CESSNA

 

 

HINGE BRACKET

CRACKED

8/15/2011

560XL

 

 

663400359

HORIZONTAL STAB

DURING AN INSPECTION, FOUND THE OTBD ELEVATOR HINGE BRACKET CRACKED. IT WAS CRACKED IN THE UPPER BRACKET RADIUS AREA THAT ATTACHES TO THE UPPER SKIN OF THE HORIZ STABLIZER. REPLACED CRACKED HINGE BRACKET WITH NEW AND SUBMITTED SERVICE CONDITION REPORT TO MFG UNDR SCR 583576.

DXTA2010090704218

CESSNA

 

 

TIRE

FAILED

9/4/2010

560XL

 

 

315713

RT MLG

RT TIRE BLEW AND SEPARATED UPON BRAKE APPLICATION DURING LANDING. R & R WHEEL AND TIRE ASSY IAW MM 32-41-02. OPS CHECKED GOOD.

2011FA0000509

CESSNA

PWA   

 

TRANSDUCER

FAILED

8/2/2011

560XL

PW545A

 

 

RT ENG OIL PRESS

THE RT ENGINE OIL PRESSURE TRANSDUCER FAILED IN-FLIGHT GIVING A FALSE INDICATION OF DECRESSING PRESSURE.

2011FA0000494

CESSNA

LYC   

 

BAFFLE

LOOSE

7/5/2011

R182

O540*

 

65043

MUFFLER CONE

CONE SHAPED BAFFLE IN MUFFLER CAME LOOSE AND COMPLETELY BLOCKED EXHAUST STACK.

2011FA0000493

CIRRUS

CONT

 

POINTS

DEFECTIVE

7/11/2011

SR22

IO550*

 

10382584

MAGNETO

THE RT MAGNETO FAILED ON RUN UP, INSP OF THE MAGNETO REVEALED THAT THE TUNGSTEN CONTACT AREA ON THE FIXED SIDE OF THE POINTS HAD SEPARATED FROM THE BASE. THIS LOOKS TO BE SPOT WELDED TO THE NON TUNGSTEN PORTION OF THE CONTACT. WHEN THIS SEPARATED, IT WOULD NOT ALLOW THE POINTS TO MAKE CONTACT. THE PROPER POINT GAP IS AROUND .017. THE POINT CONTACT THAT SEPARATED IS .042, IT WAS FOUND FLOATING AROUND THE INSIDE OF THE MAGNETO. THIS SET OF POINTS WAS INSTALLED DURING THE 500 HR ROUTINE MAGNETO MX AND HAD A TOTAL OF 20.5 HRS IN SERVICE.

2011FA0000508

CIRRUS

CONT

 

TUBE

LOOSE

7/19/2011

SR22

IO550N

 

22610004

WASTE GATE DUMP

ON THE ACFT WITH A TURBO NORMALIZED SYS MODIFIED, THE WASTE GATE DUMP TUBE FITS TOO LOOSELY CAUSING WASTE GATE EXHAUST TO BE VENTED INTO THE ENGINE COMPARTMENT. THIS POOR FIT CAUSES THE ENGINE COMPARTMENT TEMPERATURE TO RISE HIGH ENOUGH TO FAIL THE MCU (MASTER CONTROL UNIT) AND CAUSE A TOTAL ACFT ELECTRICAL FAILURE. TURBO ALLEY HAS IMPLIED THAT THEY HAVE OLD STYLE DUMP TUBES IN SERVICE AND IN STOCK FOR SALE. THIS IS THE 4TH MCU FAILURE IN THIS ACFT CAUSED BY THIS PROBLEM. C/A WAS REPLACEMENT OF THE WASTE GATE FLANGE, WASTE GATE DUMP TUBE, ALTERNATORS 1 & 2 AND MCU.

2011FA0000535

GROB

LYC   

 

CONTROL CABLE

FAILED

8/19/2011

G120A

AEIO540*

 

120A6122

FUEL MIXTURE

PILOT REPORTED DURING FLIGHT HE EXPERIENCED A TOTAL LOSS OF MIXTURE CONTROL. INVESTIGATION REVEALED THE MIXTURE CONTROL CABLE HAD BROKEN AT THE CONTROL IN THE CABIN. NO RECOMMENDATIONS AT THIS TIME.

2011FA0000488

GULSTM

LYC   

 

DIODE

BURNED OUT

6/18/2011

114B

IO540T4B5

 

NTE5814

ZONE 200

AIR CONDITIONING/ALTERNATOR NR 2 SYS PROBLEM GENERATED SMOKE IN THE COCKPIT. ACFT PERFORMED PRECAUTIONARY LANDING. PROBLEM WAS IDENTIFIED BY MX AND SYS WAS DISABLED AND PLACARDED "INOPERATIVE" FOR A FLT TO HAVE ADDITIONAL REPAIRS MADE. TROUBLESHOOTING REVEALED THE SOURCE OF THE SMOKE TO BE FROM A DIODE BEHIND THE RT SIDE PANEL, IN BETWEEN WIRES M509B18 & M500A18. DIODE GOT VERY HOT, EMITTED ELECTRICAL BURNING ODOR, THEN PHYSICALLY SEPARATED & ELECTRICALLY OPENED, AFTER 15 MINUTES OF SYS OPS DURING TROUBLESHOOTING. RAN VARIOUS SYS TEST WIRES TO MULTIPLE SPOTS IN SYS CIRCUITRY AND PUT AMMETERS IN-LINE AT NR 2 VOLTAGE REGULATOR AND AIR CONDITIONER COMPRESSOR MOTOR & BROUGHT ALL TEST LINES INTO COCKPIT FOR TROUBLESHOOTING RUNS. SOLDERED NEW DIODE INTO LINE FOR TESTING. RAN ACFT SEVERAL TIMES FOR TROUBLESHOOTING, AND JUMPING OUT COMPONENTS & LINE SEGMENTS TO RECORD CHANGES. JUMPED ALL WIRING OUT FOR THE K-24 PUSH TO TEST RELAY, AND MINIMIZED THE CURRENT DRAW AT THE NR 2 VOLTAGE REGULATOR RED WIRE M500C13 WHICH IS TAPPED BETWEEN WIRES M509B18 AND M500A18. REMOVED RELAY K-24 AND BENCH TESTED OK. REINSTALLED RELAY K-24 AND RESOLDERED ALL WIRE CONNECTIONS. RAN UP AND CONFIRMED SIGNIFICANTLY DECREASED CURRENT DRAW AT THE NR 2 VOLTAGE REGULATOR RED WIRE M500C13 THROUGH THE DIODE CONFIRMING THAT THERE MUST HAVE BEEN HIGHER THAN NORMAL RESISTANCE IN THE K-24 RELAY COIL SOLDER JOINTS AT CONTACTS NR 2 OR NR 9 CAUSING INCREASED AMPERAGE DRAW THROUGH THE DIODES. INSTALLED A NEW PN NTE5814 DIODE IN BETWEEN WIRES M509B18 AND M500A18. REMOVED ALL ADDITIONAL WIRING AND AMMETERS INSTALLED FOR TESTING. REASSEMBLED ALL OF THE INSTRUMENT PANEL AND RT SIDE PANEL COMPONENTS DISASSEMBLED FOR ACCESS. RAN UP ACFT, AND TEST FLEW FOR .5 HOURS WITH THE AIR CONDITIONER ON, WITH NO DEFECTS NOTED.

DU4R2011001A

LKHEED

 

 

BEAM

CORRODED

7/25/2011

382G44K30

 

 

33138961

ZONE 700

R & R CORRODED LEFT 517 BEAM, INTER CAP, REINFORCING STEEL DOUBLER AND MAIN LANDING TRACK.

NI6R20110817001

LKHEED

 

BENDIX

FILTER HOUSING

RUPTURED

7/30/2011

P2V5F

 

 

570055

HYDRAULIC SYS

AFTER DROPPING RETARDANT ON A FIRE, WHILE AT CRUISE RETURNING TO BASE, MAIN HYDRAULIC SYSTEM FAILURE OCCURRED WITH ASSOCIATED VAPORS IN THE COCKPIT. VISUAL INSPECTION SHOWED NO FLUID PRESENT WITH MAIN SYSTEM PRESSURE READING ONLY ACCUMULATOR PRESSURE. DIVERSION TO ALTERNATE AIRPORT WAS INITIATED AND SUCCESSFULLY ACCOMPLISHED. VISUAL INSPECTION REVEALED THAT THE MAIN HYDRAULIC SYSTEM FILTER BOWL HAD CRACKED AND RUPTURED CAUSING LOSS OF THE MAIN HYDRAULIC SYSTEM FLUID AND PRESSURE.

2011FA0000515

MOONEY

 

 

WIRE HARNESS

BURNED

8/11/2011

M20E

 

 

LSM50033172W

ZONE 100

HID BALLAST WIRE HARNESS THE LIGHT END MELTED AT LIGHT.

2011FA0000531

MOONEY

 

ACK   

BATTERY  

LEAKING

8/3/2011

M20J

 

 

MN1300

ELT  

ELT REMOVED FOR FAR 91.207D INSP WHITE POWDER NOTED AT PARTING SURFACE BETWEEN TRANSMITTER AND BATTERY COMPARTMENT. DISASSEMBLED ELT AND FOUND 6 OF 8 D-CELL BATTERIES LEAKING AND RUPTURED. ANY ELT USING INDIVIDUAL UNSEALED BATTERIES SHOULD HAVE ALL BATTERIES REPLACED YEARLY.

2011FA0000532

MOONEY

 

 

TUBE

FAILED

8/3/2011

M20J

 

 

302246401

TIRE  

RT MAIN TIRE FLAT AT RUN UP AREA. REMOVED WHEEL. DISASSEMBLED AND FOUND BUTYL TYPE G15-G00-6 TUBE WITH HALF INCH LONG SLIT IN SIDEWALL. INSPECTED TIRE AND FOUND NO HOLES OR SLITS IN SIDEWALL AND NO ABNORMALITY ON INSIDE OF TIRE. THIS IS THE THIRD BUTYL TYPE TUBE TO FAIL ON THIS ACFT IN 8 MONTHS. BUTYL TUBES FAIL FAR MORE OFTEN THAN NATURAL RUBBER TYPES.

5APR577Y79

PILATS

PWA   

 

CONTROL PANEL

MALFUNCTIONED

8/12/2011

PC1245

PT6A67

 

9728132102

 

CREW REPORTED NR 1 AND NR 2 BATTERY VOLTAGE AND AMP METER FLUCTUATES WILDLY. THE OVERHEAD PANEL, WAS R & R IAW AMM 12-A-31-10-01-00A-920A-A, AND THE NR2 BATT CURRENT SENSOR PN 524.52.12.720 WAS R & R IAW AMM 12-A-24-30-08-00A-920A-A. ALL CHECKED SATISFACTORY.

5APR577Y78

PILATS

PWA   

 

SENSOR

FAULTY

8/8/2011

PC1245

PT6A67B

 

5245212720

ZONE 100

BEFORE DEPARTURE, CREW REPORTED ESSENTIAL BUSS-BATTERY CAWS & AURAL WARNING ON START. BATT 1 VOLTS FLUCTUATE BTW 17.5 AND 21.5, BATTERY 2 BTW 18.5 AND 23.5 AMPS ON BOTH -020 -002. CONFIRMED SECURITY OF RELAY K221 WITH NO DISCREPANCY'S. CONFIRMED SECURITY OF GROUNDS AT PG150 AND PG151 WITH NO DISCREPANCY'S. COMPLIED WITH REMOVAL AND INSTALLATION OF BATT 1 CURRENT SENSOR PN 524.52.12.720 IAW AMM 12-A-24-30-08-00A-920A-A.

5APR577Y81

PILATS

PWA   

 

ATTACH FITTING

OUT OF ALIGNMENT

8/15/2011

PC1245

PT6A67B

 

5551012150

HORIZONTAL STAB

THE HORIZ STABILIZER ATTACHMENT FITTING, WHERE THE PITCH TRIM ACTUATOR IS SECURED TO THE STABILIZER. EACH SIDE OF THE ATTACHMENT FITTING HAS 2 LUGS. ON THE LT SIDE, THESE 2 LUGS ARE SEPARATING. THE GAP WAS MEASURED WITH A FEELER GUAGE, AND FOUND TO BE .406MM. THERE IS NO EVIDENCE OF DAMAGE TO THE STABILIZER. THE BRACKET PN IS 555.10.12.150, ANGLE FITTING LEFT. THE ACFT MFG ISSUED A REPAIR MEMO WITH STATEMENT OF APPROVED DESIGN DATA (ECC-12-RM-11-182) WITH THE FOLLOWING INSTRUCTIONS: CHECK THE LUGGED FACE OF THE LT BRACKET PN 555.10.12.150 (ANGLE FITTING LT) FOR STRAIGHTNESS. IF WITHIN LIMITS, COMPLETE A VISUAL AND NDT INSP (DYE PENETRANT OR EDDY CURRENT) OF THE ANGLE FITTING AND THE BOLTS. IF NO CRACKS OR DEFECTS NOTED, REINSTAL1 THE FITTING AND HARDWARE USING SEALANT.

5APR20110815001

PILATS

 

 

ELECTRICAL BOX

FAILED

8/15/2011

PC1247

 

 

9740338136

 

BUSS-TIE MESSAGE ON START UP, OVERHEAD BUSS TIE CB NOT TRIPPED. POWER JUNCTION BOX, WAS R & R IAW AMM 12-B-24-52-10-00A-920A-A. THE ADJUSTMENT/TEST WAS ACCOMPLISHED WITH NO FURTHER FAULTS FOUND IAW AMM 12-B-24-52-10-00A-903A-A.

5APR577Y77

PILATS

PWA   

 

DISC

CRACKED

8/8/2011

PC1247

PT6A67

 

244759D

BRAKE ASSY

THE LT BRAKE WAS INSPECTED DURING A LINE CHECK AND FOUND TO HAVE A CRACKED ROTOR. THE LT BRAKE ASSY WAS R & R USING A SERVICEABLE UNIT OF THE SAME PART NUMBER IAW AMM 12-B-32-40-03-00A-920A-A.

5APR577Y76

PILATS

PWA   

 

PROXIMITY SENSOR

FAULTED

7/28/2011

PC1247

PT6A67B

 

9733033111

MLG  

AFTER DEPARTING, THE FLIGHT CREW WAS UNABLE TO MOVE THE LANDING GEAR HANDLE TO THE UP POSITION. THE ACFT RETURNED TO DEPARTURE AND LANDED SAFELY. THE ACFT FERRIED FOR MX. A FAULTY LT GEAR UP PROXIMITY SENOR WAS FOUND DURING TROUBLESHOOTING. THE SENSOR WAS R & R AND TESTED IAW AMM 12-A-32-10-00-00A-903A-A. OPS CHECKED GOOD.

5APR20110820001

PILATS

PWA   

BFGOODRICH

BRAKE DISC

CRACKED

8/20/2011

PC1247

PT6A67B

 

244759D

RT MLG

THE RT BRAKE WAS INSPECTED DURING A LINE CHECK AND FOUND TO HAVE A CRACKED ROTOR. THE RT BRAKE ASSEMBLY WAS R & R USING A SERVICEABLE UNIT OF THE SAME PN 959.56.01.512 IAW AMM 12-A-32-40-03-00A-920B-A.

2011FA0000489

PIPER

 

 

STRUT

FRACTURED

7/23/2011

J5A   

 

 

30452L

MLG  

LT MLG VEE FAILED ON BOTH STRUT TUBES APPROX .5" ABOVE SUPPORT ANGLES ON AXLE CLUSTER. IT APPEARS FROM VISUAL INSP THAT BOTH STRUT TUBES MAY HAVE HAD PREVIOUS STRESS FRACTURES PRIOR TO FAILURE DUE TO DARK CRACK WORKING INDICATIONS ADJACENT TO SHINY FRESH CRACK INDICATIONS. THIS AREA IS LIKELY TO BE COVERED BY FABRIC (LANDING GEAR VEE ASSY) AND MAY BE DIFFICULT TO INSPECT DURING ROUTINE AND ANNUAL INSPECTION.

2011FA0000491

PIPER

LYC   

 

VALVE SEAT

DAMAGED

7/21/2011

PA24250

O540A1D5

 

 

GOVERNOR

ACFT OWNER STATED; PROP DOES NOT WORK CORRECTLY AND WITH ENGINE OVERSPEED, PROP AND GOVERNOR INSTALLED NEW 1-15-98. BENCH CHECK GOVERNOR, FOUND ONLY 80 LBS PRESSURE, NEEDS 290. REMOVE RELIEF VALVE AND FOUND THE VALVE SEAT PN A-20572 SMASHED AND IN 3 PIECES. GOVERNOR BODY DAMAGED AS WELL DUE TO THE SPRING SEAT BEING HAMMERED BY THE RELIEF VALVE.

2011F00154

PIPER

LYC   

SLICK

SHAFT

BROKEN

7/11/2011

PA28161

O320D3G

 

 

MAGNETO

ACFT WAS WRITTEN UP FOR POWER LOSS. LT AND RT MAGS WERE PULLED. TACH TIME ON BOTH MAGS, 933.5. INSP REVELED LT MAG CAM FOLLOWER SHAFT BROKEN. BOTH MAGS HAD OIL GETTING PAST OIL SEAL AS A RESULT, POINTS WERE PITTED, MAGS WERE REPLACED.

2011FA0000524

PIPER

LYC   

 

SKIN

BUCKLED

8/16/2011

PA28180

O360*

 

 

RIGHT

RT WING HAS BUCKLING ON BOTTOM INBD PANELS. INSP OF INSIDE OF WING ROOT REVEALED MISSING AND INCOMPLETE BUCKED RIVETS.

2011FA0000500

PIPER

LYC   

 

TAPPET

MAKING METAL

7/7/2011

PA28181

O360A4M

 

15B26064

ENGINE CASE

THE PILOT REPORTED THAT THE ENGINE BEGAN RUNNING ROUGH IN FLIGHT. THE AIRPLANE WAS TAKEN TO THE SHOP FOR INSP AND THE TECH FOUND THE NR 4 EXHAUST VALVE TAPPET FACE AND THE NR 2 INTAKE TAPPET FACE WERE MAKING METAL. THE ENGINE WAS REMOVED FROM THE ACFT FOR REPAIRS.

2011FA0000526

PIPER

LYC   

BENDIX

LEAD

BROKEN

8/16/2011

PA31350

TIO540J2BD

 

 

IGNITION HARNESS

LT ENGINE IGNITION HARNESS LEAD THAT ATTACHES TO THE SPARK PLUG IS A 90 DEGREE TUBING WITH BRAZED COUPLERS. THESE BRAZED COUPLERS ARE CRACKING AND BREAKING, REQUIRING THEIR UNSCHEDULED REPLACEMENT. 2 HAVE REQUIRED REPLACEMENT IN 283.5 HOURS TIME IN SERVICE.

2011FA0000495

PIPER

PWA   

JANITROL

TUBE

COLLAPSED

7/25/2011

PA31T2

PT6A60A

 

 

HEATER

DURING ROUTINE HEATER PRESSURE DECAY TEST HEATER WAS REMOVED AND INSPECTED. COMBUSTION CHAMBER/TUBE WAS FOUND CRUSHED INWARD ON ALL SIDES BUT NOT LEAKING. IF HEATER SHROUD WAS NOT REMOVED,CONDITION WOULD NOT HAVE BEEN DISCOVERED.

2011FA0000499

PIPER

 

 

BEARING

FAILED

7/9/2011

PA32300

 

 

 

MAGNETO

PILOT REPORTED RT MAGNETO FAILURE. INSPECTED FOR SECURITY OF ATTACHMENT AND CORRECT TIMING TO ENGINE. REMOVED RT MAGNETO AND DISASSEMBLED. UPON INSPECTION, BRASS (OR BRASS LOOKING) METAL SHAVINGS INTERNALLY UNDER DISTRIBUTOR CAP AND NEAR GEAR. DISTRIBUTOR GEAR WAS LOOSE IN THE BEARING. SO LOOSE THAT IT WALLOWED THE BEARING AND CONTACTED THE IGNITION STUDS (4 OF 6) AND HAD WORN THEM DOWN EXCESSIVELY. THIS CAUSED THE CAPS TO BE EXCESSIVE AND THE MAGNETO TO FAIL TO PRODUCE SPARK. INFORMED THAT ONLY 60 HRS AND 11 MONTHS OF SERVICE WERE ON THE MAGNETO. THE MAGNETO IS A REMANUFACTURED MAGNETO. NO OTHER DAMAGES WERE KNOWN. THE OWNER DEMANDED TO KEEP THE PART FOR WARRANTY CONSIDERATIONS. A REPLACEMENT WAS FORWARDED, INSTALLED AND OPERATIONALLY TESTED WITHOUT DEFECTS.

2011FA0000519

PIPER

LYC   

 

CONTROL ARM

BROKEN

8/5/2011

PA32300

IO540K1G5

 

63457003

RUDDER PEDAL

THE PILOT REPORTED THAT THE RUDDER TRIM WAS WEAK. INVESTIGATION LED TO FINDING THE ARM ATTACH POINT ON THE RUDDER CONTROL ARM ASSY (63457-003) HAD BROKEN OFF. THE RUDDER PEDAL ASSY WAS REMOVED FROM THE ACFT AND SUBSEQUENT INSPECTION FOUND THAT THE CENTER SUPPORT BRACKET (63451-000) WAS BROKEN AT THE FWD 2 ATTACH BOLTS, LEAVING ONLY THE AFT 2 BOLTS HOLDING THE SUPPORT IN PLACE. NEW PART WERE OBTAINED AND INSTALLED.

2011FA0000514

PIPER

 

 

SHAFT

BROKEN

8/11/2011

PA32R301T

 

 

62716007

ZONE 200

DISCONNECTING YOKE SHAFT WHERE IT ATTACHES TO THE U JOINT ASSY WHICH IS HELD BY 2 THROUGH BOLTS AT 90 DEGREES. IN THE PROCESS THE U JOINT BROKE OFF OF THE SHAFT, IF THIS HAD BROKEN IN FLIGHT, TAKEOFF OR LANDING, PILOT WOULD HAVE TIME TO REACT TO THE OTHER YOKE. IT BROKE AT THE TAPER PIN. ONE SIDE OF THE BREAK IS CRISP AND CLEAN INDICATING FRESH BREAK AND THE OTHER SIDE IS TARNISHED AN IDICATION THAT IT HAS BEEN BROKEN FOR SOME TIME. THE TAPER PIN DOES NOT LOOK LIKE IT HAS BEEN REMOVED SINCE MFG. THIS SHAFT NEEDS TO BE TESTED TO SEE IF IT HAS BEEN TEMPERED WRONG OR IF IT IS DEFECTIVE MATERIAL. THERE IS A SB OUT ON THIS NR 1197 BUT IT IS FOR DETECTING IMPROPER ASSY OF THIS PART. BY THIS TEST, THIS ONE WAS ASSEMBLED PROPERLY.

E81RJW304642

RAYTHN

 

 

CONTROL UNIT

FAILED

8/2/2011

390   

 

 

3903814010013

TE FLAPS

INVESTIGATED REPORTED FLAP SYS FAILED TO OPERATE. FOUND THE FLAP CONTROL UNIT TO HAVE AN INTERNAL FAILURE, WOULD NOT RESET. REPLACED THE FLAP CONTROL UNIT WITH A SERVICEABLE FLAP CONTROL UNIT AND SYS OPERATIONS FOUND NORMAL. RECOMMEND AIRFRAME AND COMPONENT MFG TRACK FAILURE INTERVALS FOR VARIOUS P/N FCU'S USED AND DETERMINE A MODIFICATION LEVEL STANDARD FOR THE GREATEST RELIABILITY. RECOMMEND ISSUING A RECOMMENDED TYPE SB TO REPLACE FCU'S WITH MORE RELIABLE CONFIGURATION UNITS.

UVVR2011072200017

RKWELL

 

 

SKIN

CORRODED

7/22/2011

NA26565

 

 

 

LT WING

DURING COMPLIANCE OF SB 99-2 INSPECT LT & RT WING TIPS, LT TOP AND BOTTOM AFT WING PLANK CORRODED AROUND NUT PLATE AREAS AT REAR SPAR (RS) 258.371 TO 270.371.