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AFS-600 Regulatory Support Division logo

 

ADVISORY CIRCULAR

43‑16A

 

 

AVIATION MAINTENANCE ALERTS

 

 

flag of the United States of America

 

ALERT

NUMBER

410

bald eagle watching over three eggs

SEPTEMBER

2012

 


CONTENTS

AIRPLANES

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

CESSNA...................................................................................................................................... 6

HELICOPTERS

BELL............................................................................................................................................ 8

 

POWERPLANTS

LYCOMING.............................................................................................................................. 11

WILLIAMS................................................................................................................................ 16

 

ACCESSORIES

CHAMPION SPARK PLUG..................................................................................................... 16

SLICK MAGNETO................................................................................................................... 16

AIR NOTES

INTERNET SERVICE DIFFICULTY REPORTING (iSDR) WEB SITE................................... 17

IF YOU WANT TO CONTACT US......................................................................................... 19

AVIATION SERVICE DIFFICULTY REPORTS...................................................................... 19

 


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

Beech:  A36; Broken Aileron/Rudder Spring; ATA 2720

A technician working a corporate aircraft states, "During flight, the pilot noticed the aileron control was pulling to the right.  The aircraft returned to base without incident.  Upon inspection of the aileron control system, the upper aileron/rudder interconnect spring (P/N 35‑5524664) was found broken at the end of the bell crank arm (P/N 002‑524018‑25).  The probable cause for this failure is time in service."


PARTS DRAWING OF THE SPRING AND CABLE ASSEMBLY.

Part Total Time:  10,609.0 hours

 


Beech:  58; Failed Throttle Control Rod; ATA 7603

"The throttle control (rod) end—threaded for a rod‑end—came off the control (rod)," says this submitter"It appears to have been swaged on to the end of the (now separated) control (rod)."  (P/N: 1023890103.  Are you saying this rod end was—or was not suppose to have been swaged in the first place?  Ed.)

 

PHOTO OF THE STILL CONNECTED ROD-END MISSING ITS PUSH-PUL ROD.

 

Part Total Time:  1,275.0 hours

 


Beech:  400A; Cracked Engine Mount; ATA7120

A mechanic says, "During the removal of the L/H engine, the engine mount (was found) to have a large crack."

PHOTO OF CRACKED ENGINE MOUNT.


PHOTO OF CRACKED ENGINE MOUNT.


PHOTO OF CRACKED ENGINE MOUNT.

(The first two photos have been artistically "forced" to fit the page.  Engine mount P/N:  45A34361005.  There are at least eight such records in the SDRS database.)

Part Total Time:  (unknown)

 

Cessna:  680CE; Worn Brake Metering Valve Arms; ATA 5310

"Upon removal of the R/H floor panel," say this repair station mechanic, "it was observed there was some fretting material on the insulation bags and the surrounding area.  Further investigation revealed the R/H and L/H arms (P/N's 6964000‑16 and ‑17) that connect the brake metering valve to the brake cable clevises were severely worn.  The bolts and clevises at the attach points are wearing into the brake metering valve arms.  It looks like the bushings (spacer P/N NAS43DD4‑16FC) were never installed.  (I) recommend during a 3A Emergency Battery Service or inspection that this panel (162ET) is removed and the (valve) arms inspected for wear and spacer installation."


PARTS DRAWING OF THE METERING VALVE'S ARM ASSEMBLY.


PHOTO OF THE ARMS, SHOWING WALLOWED CLEVIS HOLES.

 

Part Total Time:  (unknown)

 

HELICOPTERS

Bell:  206B; Failed Transmission Oil Sight Indicator; ATA 6320

"During a routine inspection," says this repair station submission, "(we) discovered the oil level indicated 'full'—after the main rotor transmission oil was drained.  After removal, inspection of the indicator (P/N 206040093001) revealed the coating with the 'level markings' had separated from the metallic back plate.  There is a ring of holes on the circumference of the indicator.  These were not aligned with the holes in the 'level mark' coating on the back plate.  This condition would not allow oil to drain from the sight glass—the only means to determine (correct) oil level in the main rotor transmission.  Improper servicing of the transmission presents a potential for serious problems if left undetected."


 

PHOTO OF THE SIGH GAUGE INDICATING DISK.


 

PHOTO OF THE SIGHT GAUGE INDICATING DISK'S BACK PLATE.


 

PHOTO OF THE SIGHT GAUGE INDICATING DISK, THE BACK PLATE, & GLASS COVER.

 

Part Total Time:  4,143.0 hours

 

POWERPLANTS

Lycoming:  IO540AE1A5; Failed Intake Valve; ATA 8520

(The following description references a Robinson R44 Raven II helicopter.)

"Removal of the number one cylinder for visual inspection revealed a failure of the intake valve," says this technician.  "Subsequent analysis from the data recorded by the JPI graphical engine monitor showed massive ingestion of engine oil into the remaining cylinders, causing loss of power—oil fouling the remaining (otherwise) unaffected spark plugs.  Closer inspection of the effected cylinder showed catastrophic damage to the piston and combustion area from (piston/valve/head) multiple contacts.  Fractured valve parts became wedged in the induction tube and in the common manifold area.  When the intake rocker assembly was removed it was discovered the top portion of the valve stem above the 'keepers' was the area of separation/failure.  A 30X power microscope was used for inspection.  It is (our) opinion the failure of the intake valve may have been caused from a stress riser created during manufacturing at either the machining, heat treating process, or perhaps at the molecular level during creation of the raw material.  It should be noted the aircraft was in compliance with Lycoming Service Bulletin SB388C exactly 85.8 hours earlier.  No defect or abnormalities were noted at the time of the inspection."


PHOTO OF A BROKEN PIECE FROM THE VALVE'S CENTER.
VIEW OF THE BALVE'S MULTIPLE STRIKES TO THE PISTON TOP.
VIEW OF THE VALVE'S MULTIPLE STRIKES TO THE CYLINDER HEAD.
VIEW OF THE BROKEN VALVE AND STEM.


AN ENGINE GRAPHIC, RECORDING THE MOMENT OF POWER LOSS.

(Intake valve P/N: LW13622.  There are eleven of these part numbers reflected in the SDRS database.)

Part Total Time:  381.0 hours

 

Lycoming:  TIO540 SER; Broken Fuel Line; ATA 7310

(This report references a Piper PA310350 aircraft.)

This general aviation report reads, "On departure the pilot reported all engine indications were normal prior to rotation.  Climbing out of 4,000 feet the right engine lost power.  The pilot proceeded with the 'engine out' procedures—determining the right engine was only producing 30 inches of manifold pressure with 8 PSI fuel flow.  The pilot returned to (base) and landed without incident."  "Maintenance inspected the right engine and found the number one cylinder injection line broken.  AD2011‑26‑04 was last complied with in May (2012).  The aircraft was last inspected 67.7 hours previous to the total time (20,555.3 hours).   No defects were found during the inspection."


PHOTO OF BROKEN FUEL LINE.


PHOTO OF THE BROKEN FUEL LINE.

(Fuel Line P/N:  LW120980100.  Nine of these part numbers can be found in the SDRS database.)

Part Total Time:  20,555.3 hours

 


Williams:  FJ44; Failed Fuel Delivery Unit; ATA 7310

(This report originates on a Cessna 525B airplane.)

A technician states, "At reduction of engine power during descent from 45,000 down through 43,00 feet, the R/H engine began to decrease N1 (engine fan/compressor) RPM until shutdown.  All corresponding engine related indications and advisory warning lights came on.  The pilots ran the in‑flight emergency check list and secured the engine.  The pilot followed the procedures for in‑flight engine restart (three times) but the engine would not start.

"We contacted the engine manufacturer and concluded the engine flame‑out was caused by the fuel delivery unit (P/N 116190014A)."

Part Total Time:  2,962.0 hours

 

ACCESSORIES

Champion Spark Plug:  REM38S; Mis‑manufactured; ATA 7421

(A Maule aircraft sporting a Lycoming IO540 engine is described in this report.)

"We installed new, fine‑wire plugs (P/N REM38S) at 1,260 hours," says this submitter.  "A problem with the plug's resistors was noticed—engine starting (was difficult) when hot.  At Annual inspection, seven of the twelve plugs (were discovered) to have failed:  the resistors were completely open—registering '1' on the OHM meter.  The other five plugs were high—one at 36,000 OHMS.  All of the plugs were removed and replaced."

Part Total Time:  205.0 hours

 

Slick Magneto:  6310; Failed Contact Point; ATA 7414

(This defect occurred on a Beech A36 aircraft.)

A repair station mechanic describes this failure.  "This engine was running rough—when the magneto switch was moved to the R/H magneto position the engine would stall.  (I) performed a run‑up to verify the discrepancy.  The magneto was removed from the engine and disassembled far enough to find the contact assembly's (P/N M3081) arm was missing the contact point.  Further inspection found the missing point—it was removed from the magneto.  (I) reassembled the magneto with a new contact assembly IAW the Component Maintenance Manual.  Engine run‑up was then performed with no defects noted.  I suspect an improper crimp of the contact point to the arm (at the time of manufacture as the cause of this failure)."


 

PHOTO OF THE CONTACTOR ARM AND ITS SEPARATED POINT.

(The SDRS database records P/N M3081 22 times.)

Part Total Time:  10.0 hours

 

AIR NOTES

INTERNET SERVICE DIFFICULTY REPORTING (iSDR) WEB SITE

The Federal Aviation Administration (FAA) Internet Service Difficulty Reporting (iSDR) web site is the front‑end for the Service Difficulty Reporting System (SDRS) 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

2012FA0000506

 

 

 

POINTS  

MISMANUFACTURED  

7/22/2012 

 

 

 

M3081 

MAGNETO 

OVER THE LAST 6 MONTHS, HAD MANY CASES OF ENGINE ROUGHNESS, HIGH RPM MAGNETO DROPS, DEAD MAGNETOS. TROUBLESHOOTING SQUAWKS AND INSPECTION OF THESE MAGNETOS AT 500 HR INSPECTIONS, HAVE NOTICED INCORRECTLY MFG POINTS CAUSING MISFIRING DUE TO LARGE GAPS BETWEEN POINTS AND EVEN HAVING THE POINTS FALLING OUT OF THE ASSEMBLIES THEMSELVES IN SOME CASES LESS THAN 25 HRS TIME IN SERVICE. INSPECTED INVENTORY AND FOUND THAT THE POINTS ARE AS FOLLOWS: ONE SET OF POINTS DATED 09/22/2011 REJECTED, TWO SETS DATED 11/15/2011 REJECTED, TWO SETS OF POINTS DATED 11/17/2011 REJECTED, FIFTEEN SETS OF POINTS DATED 1/02/2012 REJECTED, 

2012FA0000507

 

CFMINT  

CFMINT  

TURBINE  

DESTROYED  

7/23/2012 

 

CFM567B262  

 

1759M36P02 

ENGINE 

ENGINE FAILED WHILE CLIMBING THRU 1100 FT. MASSIVE FAILURE WITH LOUD BANG. N1 & N2 SEIZED , RETURNED TO DEPARTURE. REPORTED ENGINE HIGH N2 VIBRATION (5 AC UNITS) FOLLOWING TAKEOFF, WITH RESULTING UNCOMMANDED ENGINE IFSD, SUBSEQUENT PILOT INITIATED AC AIR RETURN AND FLIGHT CANCELLATION. UNEVENTFUL SINGLE ENGINE LANDING AT DEPARTURE. INITIAL GENERAL VISUAL INSPECTION REVEALED METAL-IN-TAILPIPE. DURING DISASSEMBLY IT WAS NOTED SEVERE DAMAGE ON HPT AND LPT SECTION; HPT FRONT ROTATING AIR SEAL HAS APPROXIMATELY 40 PERCENT OF AREA BETWEEN RETAINER RABBET FILLET AND INDUCER HOLE MISSED. THIS SEAL WAS INSTALLED NEW DURING THE LAST SHOP VISIT. 

2012F00140

 

LYC  

 

SPARK PLUG  

MISMANUFACTURED  

7/20/2012 

 

LTIO540J2BD  

 

RHB32E 

ENGINE 

INSTALLED NEW CRHB32E MASS ELECTRODE PLUGS 96.7 HOURS AGO. WHEN DIAGNOSING A ROUGH CLIMB POWER FOUND: 6 PLUGS WITH NO CONTINUITY. THE OTHER 6 MEASURED 1.424K OHMS, 1.266K OHMS, 1.394K OHMS, 1.427K OHMS, 1.123K OHMS, 2.166K OHMS. OF THOSE 6 PLUGS, 3 WERE FOUND TO INTERMITTENTLY FIRE AT CORRECT PSI BUT CONTINUOUS UNDER AT 80PSI AND UNDER. 

2012FA0000500

BEECH  

 

 

ROD END  

SEPARATED  

7/3/2012 

95  

 

 

3582518512 

NOSE GEAR 

THE ROD END, PN HMXL6FG, CONNECTED TO GEAR RETRACT ROD, SEPARATED AT THAT CONNECTION CAUSING THE NOSE GEAR TO COLLAPSE DURING THE LANDING ROLL OUT. 

2012FA0000497

BEECH  

CONT  

SLICK  

IMPULSE COUPLING  

CRACKED  

7/10/2012 

A36  

IO550B  

 

10400309 

LT MAGNETO 

DURING A ROUTINE 500 HR MAGNETO AND IMPULSE COUPLING INSPECTION, THE LT MAGNETO IMPULSE COUPLING PAWL WAS FOUND CRACKED FROM THE RIVET HOLE TO OUTER EDGE OF PAWL. A NEW IMPULSE COUPLING WAS INSTALLED AND ACFT RETURNED TO SERVICE. CAUSE OF CRACK MAY BE IMPROPER HEAT TREAT AT MFG. 

2012FA0000510

BEECH  

CONT  

CONT  

BRUSHES  

WORN  

7/25/2012 

A36  

IO550B  

 

646853 

ALTERNATOR 

INSPECTED ALTERNATOR AND FOUND ONE BRUSH WAS WORN PAST LIMITS, THE OTHER EXHIBITED IMMINENT FAILURE. 

2012FA0000481

BEECH  

PWA  

 

BLADE  

LOOSE  

6/26/2012 

B200  

PT6*  

 

 

PROPELLER 

DURING SECOND ENGINE START OF THE DAY, THE RT PROP STARTED VIBRATING. START WAS ABORTED AT APPROX 40 PERCENT N1. ON INSPECTION OF PROPELLER, FOUND 3 BLADES FEATHERED AND IN LOW PITCH. NR 1 BLADE COULD BE REPOSITIONED BY HAND. REMOVED PROPELLER AND SENT FOR REPAIR. FOUND LINK HARDWARE LOOSE ON BLADE, REPAIRED BLADE LINK, REPLACED ALL 4 LINK SCREWS AND NUTS, AND CHECKED BLADE ANGLES. PROP REINSTALLED ON ACFT. 

2012FA0000483

BEECH  

CONT  

ECI  

INTAKE VALVE  

CRACKED  

6/14/2012 

B36TC  

TSIO520NB  

 

AEC539988W 

NR 4 CYLINDER 

TROUBLESHOT ROUGH RUNNING ENGINE. FOUND NR 4 CYLINDER HAS NO COMPRESSION. REMOVED CYLINDER AND FOUND DAMAGED INTAKE VALVE. THIS O/H CYLINDER ASSY WAS INSTALLED 10/14/06. TSI 271.0. THIS CYLINDER ASSY, PN EC636122, VALVE, PN AEC539988W. FOR INSTALL INFO: SO 151045. 

2012FA0000504

BEECH  

CONT  

 

CIRCUIT BREAKER  

FAILED  

7/22/2012 

F33A  

IO520BB  

 

35380132103 

BEACON 

PILOT REPORTED THAT THE BEACON LIGHT WOULD NOT TURN ON. DURING TROUBLESHOOTING, FOUND THAT THE BEACON LIGHT CIRCUIT BREAKER WAS TO BE AT FAULT. THE CIRCUIT BREAKER HAS A TSN OF 2788 AND AN ESTIMATED 11152 CYCLES. INSTALLED A NEW BEACON CIRCUIT BREAKER, OPS CHECKED GOOD. 

2012FA0000505

BEECH  

CONT  

 

CIRCUIT BREAKER  

FAILED  

7/22/2012 

F33A  

IO520BB  

 

3538013273 

ALTERNATOR 

PILOT REPORTED THAT THE ALTERNATOR WAS INOPERATIVE. DURING TROUBLESHOOTING FOUND THAT THE ALTERNATOR CIRCUIT BREAKER WAS TO BE AT FAULT. THE CIRCUIT BREAKER HAS A TSN OF 3314.1 AND AN 13256.4 CYCLES. INSTALLED NEW ALTERNATOR CIRCUIT BREAKER AND OPS CHECKED GOOD. 

2012FA0000509

BEECH  

CONT  

 

CIRCUIT BREAKER  

FAILED  

7/24/2012 

F33A  

IO520BB  

 

35380132103 

STROBE 

PILOT REPORTED STROBE INOPERATIVE. ON TROUBLESHOOTING, THE TECH FOUND THE CIRCUIT BREAKER AT FAULT. INSTALLED NEW CIRCUIT BREAKER. OPS CHECKED OK. 

T4OR5494 2

BEECH  

 

 

FUEL CELL  

LEAKING  

7/20/2012 

F90  

 

 

20025 

ZONE 500 

LEFT AUX FUEL CELL LEAKING AFTER 12 MONTHS SINCE NEW. FUEL CELL REMOVED, FOUND FUEL CELL MATERIAL NOT ADHERED AT SEAM, INADEQUATE BONDING. 

T4OR549415

BEECH  

 

 

FUEL CELL  

LEAKING  

7/20/2012 

F90  

 

 

253412 

ZONE 600 

RIGHT WING INBOARD BOX FUEL CELL LEAKING AFTER 12 MONTHS SINCE NEW. FUEL CELL REMOVED, FOUND FUEL CELL MATERIAL NOT ADHERED TO INTERCONNECT TUBE NIPPLE, INADEQUATE BONDING. 

EVCA201206270031

BELL  

ALLSN  

 

COLLECTOR  

CRACKED  

6/19/2012 

206L3  

250C30  

 

23004545 

EXHAUST 

ON ROUTINE INSPECTION FOUND CRACKS IN THE REPAIR WELDS ON THE ENGINE EXHAUST COLLECTOR ASSEMBLY. 

IU6R20120725

BOEING  

 

PNEUDRAULICS  

HOUSING  

CRACKED  

7/24/2012 

737*  

 

 

511531 

ZONE 700 

PIN HOLE CRACK IN MOUNTING HOLE CLOSEST TO INA PORT. 

2012FA0000493

BOEING  

 

 

SKIN  

MISREPAIRED  

7/20/2012 

767224  

 

 

148T32111 

BS 1793 S34-35L 

DURING REPAIR ASSESSMENT IT WAS DETERMINED THAT SKIN AT BS 1793 BETWEEN STRINGERS 34 AND 35 LT WAS MISREPAIRED. REPAIRED IAW SRM 53-00-01, FIG 201. 

2012FA0000498

BOEING  

 

 

SKIN  

MISREPAIRED  

7/20/2012 

767224  

 

 

14132301 

BS 325 

SKIN AT BS 325 AT STRINGER 31 LT, MISREPAIRED. REPAIRED SKIN IAW SRM 53-00-01, FIG 201. 

2012FA0000516

BOMBDR  

RROYCE  

 

CONTROL CABLE  

FRAYED  

7/27/2012 

BD7001A11  

BR700710A220  

 

GC413001337 

AUTO PILOT 

DURING COMPLIANCE OF SB 7001A11-22-003 (AUTOPILOT SYSTEM CHECK), FOUND RT ELEVATOR LOWER A/P TRIM CABLE FRAYED AT THE UPPER BELLCRANK. SENT CABLE TO TECH REP FOR EVALUATION. 

2012FA0000490

BRAERO  

 

 

AUTOPILOT SYS  

MALFUNCTIONED  

7/18/2012 

BAE125800A  

 

 

7011702916 

 

AT 24000 FT, INBOUND TO DESTINATION, AUTOPILOT WARNING HORN SOUNDED CONTINUOUSLY AND ALL AUTOPILOT WARNING LIGHTS WERE ON AND AUTOPILOT ENGAGE LIGHTS WERE ON WITH AUTOPILOT OFF. DETECTED A BURNED WIRE ODOR THAT PROGRESSIVELY INCREASED, DECIDED TO LAND. PULLED AUTO FLIGHT CONTROL CIRCUIT BREAKER AND ALL OF THE AUTOPILOTS WENT OUT. 

2012FA0000477

BRAERO  

 

 

LEVER  

CORRODED  

5/21/2012 

BAE125800B  

 

 

25CX1123AC 

CROSSFEED VALVE 

LEVER ASSY WAS OBSERVED TO BE CORRODED WHILE DOING LUBRICATIONS IN THE FORWARD BELLY AREA. AFTER IT WAS TAKEN APART, CORROSION WAS FOUND TO BE SEVERE. NO SPECIFIC INSPECTION FOR THIS OTHER THAN "AREA INSPECTIONS". 

2012FA0000478

BRAERO  

 

 

LEVER  

CRACKED  

5/21/2012 

BAE125800B  

 

 

25CX1013A 

CROSSFEED VALVE 

WHILE CHANGING A CORRODED ROD END AT LEVER, LEVER WAS OBSERVED TO BE CRACKED. AFTER LEVER WAS REMOVED, IT BROKE INTO TWO PIECES. NO SPECIFIC INSPECTIONS FOR THIS AREA OTHER THAN "AREA INSPECTIONS". 

2012FA0000469

CESSNA  

LYC  

LYC  

VALVE  

DAMAGED  

7/12/2012 

172S  

IO360L2A  

 

LW19001 

ZONE 400 

ON START-UP ENGINE BEGAN TO RUN ROUGH. INSPECTION BY MX FOUND NR 3 CYLINDER EXHAUST VALVE STUCK OPEN AND CONTACTING PISTON. CYLINDER AND PISTON REPLACED ENGINE RAN SMOOTH. 

WI5R2012071600001

CESSNA  

WILINT  

 

SPINNER  

FRACTURED  

7/16/2012 

525  

FJ441A  

 

56661 

ENGINE 

ON ENGINE, DURING CLIMB AT 94 PERCENT N1, THE PILOTS HEARD A THUMP AND A LOW PITCH NOISE. ON GROUND TROUBLESHOOTING REVEALED A MISSING SECTION OF THE SPINNER AND DAMAGE TO THE FAN, INLET AND FAN STATOR. 

WI5R201207170001

CESSNA  

WILINT  

 

ROTOR  

BROKEN  

7/17/2012 

525  

FJ441A  

 

66032 

ENGINE 

ENGINE 1537 (FROM 525-0264) WAS RETURNED TO THE REPAIR STATION FOR BROKEN IP BLADES AFTER THE CUSTOMER REPORTED VIBRATIONS, HIGHER ITT & FUEL FLOW, AND A SMALL ABNORMAL NOISE. UPON DISASSEMBLY, VISUAL INSPECTION AND FPI REVEALED THAT 2 BLADES WERE LIBERATED AND 3 BLADES WERE CRACKED AT THE ROOT. THE IP STATOR IS RUBBED, AND THE FAN ROTOR HAS SOME GROOVING ON THE TIPS OF 3 ADJACENT BLADES FROM CONTACTING THE FAN CASE INSERT RIBS. 

2012FA0000470

CESSNA  

ALLSN  

 

ACTUATOR  

FAILED  

7/12/2012 

750  

AE3007C  

 

991450912 

 

AUTOPILOT TRIPS OFF LINE AND LOST MACH TRIM. PRIMARY, SECONDARY AND MACH TRIM FAILED, ALL AT THE SAME TIME, PRIOR TO LANDING. 

2012FA0000495

CESSNA  

CONT  

 

RETAINER  

BACKED OUT  

6/18/2012 

A185F  

IO520*  

 

 

LT WHEEL 

DURING TAXI, LT WHEEL OUTER TIRE RETAINER HARDWARE BACKED OUT AND PULLED THREADS FROM INNER WHEEL HUB, OUTER TIRE RETAINER DEPARTED AND ALLOWED TIRE AND TUBE TO DEPART AS WELL. THE ACFT WAS STOPPED AND NO OTHER DAMAGE NOTED. 

2012FA0000475

CESSNA  

LYC  

 

SERVO  

INOPERATIVE  

7/3/2012 

T206H  

TIO540AJ1A  

 

61M23897 

FUEL SYSTEM 

AFTER INSTALLATION OF FACTORY REBUILT ENGINE, ENGINE PERFORMED NORMALLY FOR 28 HRS. THEN IT BEGAN TO RUN EXCESSIVELY RICH WITH BLACK SMOKE AT LOW RPM AND AT FULL POWER. MIXTURE CONTROL HAS NO EFFECT, AFTER LANDING, BOOST PUMP MUST BE TURNED ON IN ORDER TO KEEP ENGINE RUNNING, FUEL SERVO AND ENGINE DRIVEN FUEL PUMP WERE SENT OUT FOR INSPECTION, AFTER INSTALLING SERVO AND PUMP, ACFT PERFORMED SATISFACTORY ON GROUND RUN. AFTER LESS THAN 1 HOUR OF FLIGHT, THE SAME PROBLEMS RETURNED. REMOVED FUEL SERVO AND WITH MFG APPROVAL INSTALLED FUEL SERVO FROM ANOTHER ENGINE. FOUND FUEL PRESSURE WITHIN LIMITS. RETURNED ACFT TO SERVICE, AFTER 27 HRS OF FLIGHT ACFT PERFORMS SATISFACTORY. 

V0XR2012071700002

CNDAIR  

 

 

PRESSURE BLKHD  

CRACKED  

7/17/2012 

CL6002B19  

 

 

 

ZONE 200 

CRACK INDICATION FOUND AT REAR PRESSURE BULKHEAD FWD FACE AT RBL 27.5, 16" ABOVE STRINGER 17. REPAIRED AFT PRESSURE BULKHEAD FWD FACE AT RBL 27.5 BY CUTTING OUT DAMAGED AREA AND INSTALLING WEB DOUBLER IAW REO 601R-53-61-1285. 

V0XR20120809J0052

CNDAIR  

GE  

 

CHANNEL  

CORRODED  

8/6/2012 

CL6002C10  

CF348C1  

 

601R3199833S 

PAX DOOR 

PASSENGER DOOR CORRODED BEYOND SERVICEABLE LIMITS FROM FS 311.75 TO FS 347.25, END CAPS. R & R LOWER SECTION, FORWARD BOTTOM CORNER IAW SRM 51-42-06, 51-42-13, 51-21-11, 51-21-06. 

2012FA0000512

DHAV  

DHAVXX  

 

BOLT  

SEPARATED  

7/26/2012 

DH82A  

GIPSYMAJOR1  

 

80285 

EXH VALVE ROCKER 

BOLT SEPARATED DUE TO HEAVY CORROSION. 

2012FA0000501

DIAMON  

CONT  

 

VALVE  

STICKING  

7/19/2012 

DA20C1  

IO240B  

 

 

NR 1 CYLINDER 

ACFT ON A TRAINING FLIGHT. A REPORT WAS MADE THAT THE ENGINE WAS RUNNING ROUGH AND IT FELT LIKE IT WAS RUNNING ON 3 CYLINDERS. DECLARED AN EMERGENCY, DIVERTED MADE AN UNEVENTFUL LANDING. AN INSPECTION PERFORMED BY MECHANICS VERIFIED A VALVE WAS STICKING INTERMITTENTLY. CYLINDER WAS REPLACEDT. 

2012FA0000482

DIAMON  

THIELT  

 

PROPELLER  

LEAKING  

6/8/2012 

DA42  

TAE12501  

 

 

 

PROPELLER LEAKING OIL FROM VENT IN DOME. 

EE4Y2012072400261

DOUG  

 

 

SUPPORT FITTING  

CRACKED  

6/29/2012 

DC982  

 

 

5936709502 

ZONE 100 

LOWER FUSELAGE RT MLG WW CEILING AREA AT Y BS 977 FLAP ACTUATOR SUPPORT FITTING WITH CRACK. FITTING WAS REPLACED IAW SRM 51-01, PARAGRAPH 2D. 

EE4Y2012072400262

DOUG  

 

 

ANGLE  

CRACKED  

7/6/2012 

DC982  

 

 

9936073U17 

ZONE 100 

LOWER FUSELAGE AFT CARGO COMPARTMENT BS 1155 BETWEEN LONGERON 28 AND 29 RT ANGLE CRACKED. ANGLE WAS REPLACED WITH THE SRM 51-01, PARAGRAPH 2. 

EE4Y2012072400263

DOUG  

 

 

DOOR  

CORRODED  

6/29/2012 

DC982  

 

 

591479237 

LAVATORY SERVICE 

LOWER FUSELAGE AFT LAVORATORY SERVICE DOOR WITH CORROSION. SERVICE DOOR WAS REPLACED IAW SRM 51-01, PARA 2. 

EE4Y2012072400264

DOUG  

 

 

FITTING  

CORRODED  

6/29/2012 

DC982  

 

 

 

NR 3 SLAT TRACK 

RIGHT WING NR 3 SLAT CENTER TRACK FITTING LUGS WITH CORROSION. FITTINGS WERE REPLACED WITH THE SRM 51-01, PARA 2D. 

EE4Y2012072400265

DOUG  

 

 

PANEL  

CRACKED  

6/29/2012 

DC982  

 

 

596200643 

ZONE 500 

LT WING T/E CAVITY UPPER PANEL EDGE CRACKED AT XCW 109. THE PANEL WAS REPAIRED IAW SRM 57-09, FIG 42. 

2012FA0000484

DOUG  

 

 

LIGHT  

INOPERATIVE  

7/14/2012 

DC983  

 

 

 

CABIN 

R1 DOOR EMERGENCY LIGHT INOPERATIVE, DOES NOT WORK. R & R R1 DOOR EMERGENCY LIGHT IAW AMM 33-50-00. OPS NORMAL. 

2012F00137

EMB  

 

 

DUCT  

FAILED  

7/17/2012 

EMB120  

 

 

12024937011 

CABIN PRESSURE 

PRESURIZATION DUCT HAS A TREND OF RUPTURING LENGTH WISE OPPOSITE THE WELD. FAILURE LOOKS TO EMINATE FROM THE SLIGHT BEND AT THE FORWARD END OF THE DUCT. HAD FIVE FAILURES OF THE SAME TYPE IN A PERIOD 1 YEAR. 

2012FA0000515

GULSTM  

 

 

SHUTOFF VALVE  

FAILED  

7/13/2012 

GVSPG550  

 

 

1159SCH50117 

LT AILERON 

WHILE PERFORMING THE AILERON HARDOVER PREVENTION SYSTEM OPERATIONAL CHECK (HOPS), LEFT AILERON HYDRAULIC S/O (PILOT-C4) CIRCUIT BREAKER WOULD POP AND HYDRAULIC PRESSURE WAS NOT REMOVED FROM THE AILERON ACTUATOR. SHUTOFF VALVE WAS FOUND ELECTRICALLY SHORTED. R & R VALVE, PERFORMED LEAK CHECKS AND OPS CHECKS. THIS WAS A DORMANT FAILURE THAT WOULD NOT HAVE ALLOWED THE "HOPS SYSTEM" TO SHUTOFF HYDRAULIC PRESSURE TO THE LEFT AILERON IF IT WOULD HAVE HAD A FAULT IN FLIGHT. CB DIDN`T POP UNITL OPERATIONAL CKS OF THE "HOPS SYSTEM" FORCED THE VALVE TO ACTIVATE. 

2012FA0000514

GULSTM  

RROYCE  

 

PLUNGER  

MELTED  

7/13/2012 

GVSPG550  

BR700710C411  

 

1159F523623 

EMERGENCY EXIT 

CREW REPORTED THAT THE FORWARD EMERGENCY EXIT WINDOW WAS ICING UP IN FLIGHT. TECH FOUND THAT THE SPRING HOLDING THE PLUNGER FOR THE CABIN WINDOW HEAT HAD MELTED THE BACK PLATE OF THE PLUNGER ASSY AND THAT THE PLUNGER AND CONNECTOR ASSY HAD BOTH BEEN ARCING. REPLACED PULUNGER ASSY AND CONNECTOR ASSY. OPS CHECKED OK. 

NI6R20120814003

LKHEED  

 

 

WING  

CRACKED  

8/14/2012 

P2V5F  

 

 

 

ZONE 500 

AT LEFT WING STATION 40, A CRACK IN THE WING SKIN, JUST OUTBOARD OF THE FUSELAGE SKIN, APPROXIMATELY 4 INCHES LONG WAS DISCOVERED UNDER AN EXISTING REPAIR USING EDDY CURRENT INSPECTION. THE CRACK RUNS FORE AND AFT BETWEEN STRINGERS 17 AND 18. NO OTHER DAMAGE HAS BEEN DETECTED AT THIS TIME, OPEN. 

NI6R20120814004

LKHEED  

 

 

SKIN  

LOOSE  

8/14/2012 

P2V5F  

 

 

 

RT WING 

FOUND WING SKIN AT THE ATTACHING FASTENERS AT THE RT LOWER FWD SPAR CAP, RT WS 120, RUNNING FOR APPROX 4.25 INCHES TO HAVE WORKED LOOSE. SKIN CAN BE PUSHED UP AND DOWN APPROX .005. NO ADDITIONAL STRUCTURES WERE FOUND TO BE DISCREPANT BY VISUAL INSPECTION AND NO CRACKING WAS DISCOVERED. 

NI6R20120814005

LKHEED  

 

 

SKIN  

LOOSE  

8/13/2012 

P2V5F  

 

 

 

RT WING 

FOUND WING SKIN AT THE ATTACHING FASTENERS AT THE RT LOWER FWD SPAR CAP, R WS 120, RUNNING FOR APPROX 5.0 INCHES TO HAVE WORKED LOOSE. SKIN CAN BE PUSHED UP AND DOWN APPROX .005. NO ADDITIONAL STRUCTURES WERE FOUND TO BE DISCREPANT BY VISUAL INSPECTION AND NO CRACKING WAS DISCOVERED. 

NI6R20120814006

LKHEED  

 

 

SKIN  

CRACKED  

8/13/2012 

P2V7  

 

 

 

RT WING 

FOUND WING SKIN AT THE ATTACHING FASTENERS AT THE RT LOWER FWD SPAR CAP RUNNING FOR APPROX 20 INCHES TO HAVE WORKED LOOSE. SKIN CAN BE PUSHED UP AND DOWN APPROX .020. UPON REMOVAL OF THE LEADING EDGE AND NACELLE PANEL, A FOUR INCH CRACK IN THE WING SKIN, DISCOVERED RUNNING AFT AT APPROX. WS 120. CRACK RUNS FROM FWD EDGE OF SKIN THROUGH TWO FASTENERS. NO ADDITIONAL STRUCTURES WERE FOUND TO BE DAMAGED BY VISUAL INSPECTION AND VERIFIED BY EDDY CURRENT. 

2012FA0000479

MOONEY  

 

 

MOUNT  

FAILED  

7/12/2012 

M20K  

 

 

 

INSTRUMENT PANEL 

PILOT INSTRUMENT PANEL SHOCK MOUNTS (PROBABLY ORIGINAL) ALL BROKEN AND SEPARATED CAUSING PANEL TO FALL ONTO A TUBULAR STRUCTURE, THE CIRCUIT BREAKER SWITCHES ARE MOUNTED TO THE SHOCK MOUNT PANEL. THE BUSS BAR OF THE CIRCUIT BREAKER SWITCHES SHORTING ON TO TUBULAR STRUCTURE. 

2012FA0000485

PARTEN  

LYC  

 

CONTROL CABLE  

FRAYED  

7/16/2012 

P68C  

IO360A1B6  

 

 

STABILATOR 

WHILE COMPLYING WITH MANDATORY SB 75, R3, "FLIGHT CONTROL CABLES", ONE OF THE 2 FWD STABILATOR CABLES WAS FOUND FRAYED. THE FRAYED CABLE WAS FOUND ONLY BY SLACKENING THE CABLE AND BENDING IT AT A SHARP RADIUS AS CALLED FOR IN SB 75. THIS ACFT HAS BEEN MODIFIED BY STC SA5647SW, "INSTALLATION OF CAMERA PORTS" THIS MODIFICATION RE-ROUTED THE FLIGHT CONTROL CABLES AROUND THE CAMERA PORTS, REQUIRING LONGER CABLES. 

2012FA0000471

PIPER  

LYC  

SLICK  

POINTS  

LOOSE  

7/1/2012 

PA25260  

O540*  

 

M3081 

MAGNETO 

FOUND MAGNETO CONTACT POINTS LOOSE WHEN POINTS ARE OPEN. 

2012FA0000508

PIPER  

LYC  

LYC  

EXHAUST VALVE  

FAILED  

5/26/2012 

PA28140  

O320E2A  

 

 

NR 1 CYLINDER 

NR 1 EXHAUST VALVE FAILED IN CRUISE. 

2012FA0000496

PIPER  

 

 

SPAR  

CRACKED  

7/6/2012 

PA28181  

 

 

62073003 

WING 

DURING EDDY CURRENT INSPECTION, SEVERAL CORRODED & CRACK INDICATIONS WERE FOUND FROM WING STA 106.20 TO 57.00. 

2012F00139

PIPER  

LYC  

 

CAP  

FAILED  

7/16/2012 

PA32300  

IO540K1A5  

 

66817000 

FUEL SYSTEM 

PILOT MADE AN IMMEDIATE RETURN TO AIRPORT AND UNSCHEDULED LANDING AFTER ENCOUNTERING ROUGH RUNNING ENGINE AND PARTIAL LOSS OF RPM AT APPROX 500 FEET AGL, AFTER TAKEOFF, WHILE SETTING CLIMB POWER AND FUEL FLOW. FUEL FLOW INDICATION ERRATIC, FUEL PRESSURE APPEARED NORMAL. ACFT LANDED SAFELY & TAXIED TO BLOCK UNDER ITS OWN POWER. SHORTLY AFTER LANDING ENGINE APPEARED TO BE RUNNING SMOOTHLY AGAIN. ACFT HAD ACCUMULATED 18 HOURS OF FLIGHT TIME OVER PREVIOUS WEEK AND IS REGULARLY FLOWN. INSPECTION OF FUEL STORAGE SYS REVEALED SMALL AMOUNT OF WATER IN SELECTED FUEL TANK (LT TIP TANK), ESTIMATED AT 2-3 TABLESPOONS. INSPECTION OF FUEL CAP ASSEMBLY REVEALED ONE SCREW ATTACHING LOWER METALIC LOCKING PORTION OF CAP ASSEMBLY TO UPPER ASSEMBLY WAS NO LONGER ABLE TO BE SECURED DUE TO STRIPPED THREADS IN UPPER CAP ASSEMBLY. CAP REPLACED WITH A NEW AND ENGINE RAN NORMAL. SEVERAL HIGH SPEED / HIGH POWER GROUND RUNS WERE MADE, WITH ENGINE OPERATING NORMALLY. 

2012FA0000589

PIPER  

LYC  

 

BRUSHES  

FAILED  

8/5/2011 

PA32R300  

IO540K1A5  

 

 

HYD POWER PACK 

ON DEPLOYING LANDING GEAR, COULD NOT GET A NOSE GEAR INDICATION. RAN THROUGH EMERGANCY PROCEDURES SEVERAL TIMES TO NO AVAIL (ALSO NOTED GEAR WOULD NO LONGER RETRACT). PERFORMED LANDING AND ON ROLL OUT, NOSE GEAR COLLAPSED. POST INCIDENT INSPECTION REVEILED ELECTRIC MOTOR ON HYDRAULIC POWER PACK BRUSH FAILURE AND SUSBIQUENT INOP PUMP. 

2012FA0000480

PIPER  

LYC  

 

LANDING GEAR  

FAILED  

6/4/2012 

PA46R350T  

TIO540AE2A  

 

89137041 

NOSE 

SB 1103D WAS 212 HOURS OVERDUE WHEN THE NOSE GEAR COLLAPSED AFTER LANDING CAUSING SUBSTAINTIAL DAMAGE TO THE AIRCRAFT. 

UVVR2012071800023

RAYTHN  

 

 

MOUNT  

FRACTURED  

7/17/2012 

HAWKER800XP  

 

 

 

ZONE 500 

WHEN REMOVING THE LT UPPER AIRBRAKE FOR 8 YEAR STRUCTURAL INSPECTION OF THE AIRBRAKE HINGE FITTINGS, THE AIRBRAKE JACK (ACTUATOR) OTBD MOUNTING BOSS WAS FOUND SEPARATED FROM THE AIRBRAKE JACK HOUSING. THE FAILED MOUNTING BOSS IS PART OF THE CAST ALUMINUM HOUSING FOR THE AIRBRAKE JACK ASSEMBLY. NO ANOMALIES WERE REPORTED BY THE FLIGHT CREW. 

2012FA0000489

SOCATA  

 

 

BRIDAL CABLE  

DISENGAGED  

7/19/2012 

TBM700  

 

 

T700A2210024000 

AUTOPILOT 

ON CLIMBOUT, PILOT ENGAGED AUTOPILOT AND ACFT BEGAN TO PITCH UP AND CLIMB. AUTOPILOT WAS DISENGAGED AND CONTROL WAS MAINTAINED. PILOT AGAIN ENGAGED AUTOPILOT AND ACFT ROLLED TO THE LEFT. PILOT DISENGAGED AUTOPILOT AND AGAIN GAINED CONTROL, DELCLARED AN EMERGENCY AND LANDED ACFT. UPON INSPECTION, 2 PROBLEMS WERE FOUND. KVG-350 GYRO HAD FAILED AND ROLL BRIDAL CABLE WAS LOOSE FROM THE ROLL SERVO CAPSTAN. CABLE WAS BOUND AND BROKE THE CABLE GUARD. UNABLE TO DETERMINE CAUSE OF CABLE COMING LOOSE. CABLE AND CABLE GUARD WERE REPLACED. NO FURTHER PROBLEMS NOTED. 

2012FA0000513

SWRNGN  

GARRTT  

 

FUEL CONTROL  

FAILED  

6/10/2012 

S2RG6  

TPE3316252M  

 

89777012 

ENGINE 

PILOT REPORTED THAT THE ENGINE DID NOT RESPOND TO POWER LEVER MOVEMENTS AND WAS UNABLE TO CONTROL ENGINE POWER. ENGINE WAS OVER TEMPING AND OVER TORQUING. HE THEN FLEW TO A NEAR BY AIRPORT AND USED EMERGENCY SHUTDOWN CONTROL TO SHUTDOWN THE ENGINE. LANDING WAS SHORT OF RUNWAY CAUSING MAJOR DAMAGE TO ACFT. PRIOR TO THIS EVENT, A DIFFERENT PILOT HAD A PROBLEM WITH THE ENGINE BEING STUCK AT A LOWER POWER SETTING AND HAD TO SHUTDOWN THE ENGINE TO LAND WITH NO HIGH TORQUE OR HIGH TEMPS. FUEL CONTROL WAS REMOVED AND SENT FOR TESTING. BENCH TESTING INDICATED NO PROBLEMS AND THE FUEL CONTROL WAS REINSTALLED ON THE ENGINE, AND THE SAME PROBLEM OF NOT BEING ABLE TO CONTROL THE ENGINE WAS PRESENT, FUEL CONTROL WAS REMOVED AND RETURNED AND WAS INSPECTED AND REPAIRED, FUEL CONTROL WAS REINSTALLED, RIGGING WAS CHECKED AND IT OPERATED NORMALLY UNTIL THE ACCIDENT 50.5 HOURS LATER. FUEL CONTROL WAS SENT TO MFG FOR ACCIDENT INVESTIGATION. 

2012FA0000476

SWRNGN  

 

 

ACCUMULATOR  

RUPTURED  

6/25/2012 

SA227AC  

 

 

223002 

HYD SYSTEM 

SHORTLY AFTER TAKEOFF, THE PILOT RETRACTED THE LANDING GEAR AND FLAPS NORMALLY BUT THE HYD PRESSURE ANNUNCIATOR LIGHT ILLUMINATED AS WELL AS THE HYD PRESSURE GAUGE READING ZERO. MX FOUND THE MAIN HYD ACCUMULATOR HAD RUPTURED, SPILLING OUT ALL OF THE FLUID. 

2012FA0000494

UROCOP  

TMECA  

 

TORQUE TUBE  

WORN  

7/12/2012 

EC120B  

ARRIUS2F  

 

 

 

ACFT UNDERGOING 1500 HR INSPECTION AT A TOTAL AIRFRAME TIME OF 1501.4 HRS. THE MECHANIC FOUND THE THE WEAR ADHESIVE TAPE ON THE ORIGINAL ASSY HAD DEBONDED AND CAUSED AN ABNORMAL AMOUNT OF WEAR TO THE SHAFT (.008").