aviation maintenance alerts - Civil Aviation Authority of Israel

aviation maintenance alerts - Civil Aviation Authority of Israel
ADVISORY CIRCULAR
43-16A
AVIATION MAINTENANCE ALERTS
ALERT
NUMBER
383
JUNE
2010
CONTENTS
AIRPLANES
(AMATEUR) GLASAIR II SGR..................................................................................................1
(AMATEUR) QUICKSILVER .....................................................................................................3
CESSNA ......................................................................................................................................4
POWERPLANTS
CONTINENTAL .........................................................................................................................7
LYCOMING ..............................................................................................................................14
ACCESSORIES
DUKES FUEL PUMP ...............................................................................................................17
SKY-TEC STARTER................................................................................................................17
SLICK MAGNETO ...................................................................................................................21
AIR NOTES
INTERNET SERVICE DIFFICULTY REPORTING (iSDR) WEB SITE...............................27
IF YOU WANT TO CONTACT US .........................................................................................29
AVIATION SERVICE DIFFICULTY REPORTS ...................................................................29
June 2010
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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
(Amateur): Glasair II SGR; Broken Hyd. Actuator Fitting; ATA 3230
An unidentified submitter says, "The owner/pilot of this aircraft was performing 'touch and go' (landings). When
preparing for the second landing he noticed he did not have a green landing gear down light for the left main
gear." "The pilot elected to land with the landing gear (positioned) down.... A safe landing was made,
(sustaining) minor damage to the aircraft and no injuries to the pilot. Upon examination of the aircraft after
recovery, it was determined one of the left main landing gear actuator hydraulic fittings had broken off the
actuator. This allowed the hydraulic system to lose a substantial amount of fluid, such that the left main landing
gear leg would not completely retract or extend. Physical examination of the broken fitting shows it failed at a
point flush with the actuator housing. The 90 degree elbow portion remained attached to the flexible hose
assembly. Examination of the gear well and the general layout of the gear components show the flex hose may
have been stress loaded while the gear was in the (retracted position). This may have...focused high loads on the
hose elbow at the actuator housing. The gear actuator may also be rubbing against the top of the wheel well at the
outboard edge. All of these (observations) were noted by both the owner and the airport's (attending) mechanic."
(Hydraulic fitting P/N: MS20822).
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Part Total Time: 1,916.0 hours
(Amateur): Quicksilver; Sport 2S; Failed Lift Strut Eyebolt; ATA (N/A)
(The FAA's Small Airplane Directorate provides this safety admonition. The discussion concludes with contact
information.)
The following failure description is an example of what can result when the experimental aircraft builder does not
closely follow assembly instructions. The aircraft is a Quicksilver model Sport 2S Experimental Light Sport
(ELSA), and the owner—a very lucky pilot!
This aircraft was involved in a near disastrous event when the left hand, aft wing strut attachment eyebolt pulled
out of the threaded lift strut fitting, resulting in loss of vertical control. Fortunately for the pilot/owner, he landed
in a tree—breaking his fall to the ground. He walked away from this accident, but the 2S sustained substantial
damage.
Post-accident investigation revealed the eyebolt was improperly installed in the lift strut fitting. The Sport 2S
Assembly, Maintenance and Parts manual clearly provides detailed information on the proper assembly of this
critical wing attach component. The manual specifies a minimum of 5/8 inch engagement of the threaded portion
of the eyebolt into the fitting with 3 ½ threads exposed. The accident eyebolt/fitting had 3/32 inch engagement
with 16 threads exposed.
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The manual clearly states the importance of these assembly specifications in a note and in a warning. It is clear
and concise as to the details of this important assembly. Without proper thread engagement, the eyebolt—with
only a couple of threads engaged—eventually pulled out of the lift strut fitting under normal wing loads.
Any builder of an experimental aircraft is responsible for following all assembly instructions, including important
notes and warnings. And any person inspecting or maintaining an experimental aircraft should be equally aware
of these assembly specifications, checking for proper installation.
The following picture shows the failed eyebolt to lift strut fitting. It is positioned near the opposite wing's
correctly assembled parts for comparison.
(For further information contact Aerospace Engineer Barry Ballenger, 901 Locust St., Kansas City, MO 64106;
phone 816-329-4152.)
Part Total Time: (N/A)
Cessna: 560XL; Shorted Light Strip; ATA 3320
"On approach to the (airport)," says this submitting writer, "the crew noticed smoke and a burning smell coming
from the pedestal area near the auto-pilot controller. They donned oxygen masks, then advised the passengers—
and manually (caused) their masks (to deploy). The pilots declared an emergency and landed at the airport
without incident. They turned off at the first taxiway and stopped in front of a (waiting) fire truck. The crew and
passengers evacuated the aircraft through the main cabin entry door.
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"Fire rescue personnel entered the aircraft and inspected—unable to find any cause for the smoke or smell. The
crew secured the aircraft, removing battery power with the emergency disconnect switch—and physically
disconnecting the battery. On-site maintenance personnel investigated (the discrepancy). The center console was
accessed and inspected; all wiring was inspected; all grounds tested and checked for security. The cockpit
headliner, side walls, and flooring were removed—the entire area inspected for any cause of smoke or smell.
(Only) one wire connector for roll trim was found to be loose. A pin in (this) connector was replaced. The
aircraft (electrical system?) was powered up and operated in the hanger for over three hours with no defects
noted. It was then returned to its original configuration and flown on an operational check flight for one hour,
(incurring) no defects. The aircraft was returned to service. It has since flown 7.2 hours and eight cycles with no
recurring condition.
"During subsequent maintenance activity, personnel found a melted drop-isle lighting strip (P/N 9919040-26)
which may be the root cause of the previously reported cockpit smoke."
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Part Total Time: 4,988.0 hours
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POWERPLANTS
Continental: TSIO520NB; Failed Starter Adapter; ATA 8011
(This article references a Cessna 340A aircraft. The next article, is similar, but describes two additional failures
and includes great photographs—Ed.)
"The newly overhauled starter adapter failed less than ten hours after installation," says a technician. "A second
overhauled unit failed in (less than) five hours (see next Alerts article). Disassembly and failure analysis of both
units revealed overheated and mangled clutch springs. Each had a collapsed coil that had wound around the shaft
gear minor diameter between the clutch drum and the integral spur gear. In the first failure, the collapsed coil was
cutting into the shaft gear. In the second, the collapsed coil had cut the shaft gear in (half). Mangled clutch
springs and separated shaft gears make in-flight engine re-start impossible. Both cause significant oil
contamination. The shaft gear separation stops operation of the turbocharger scavenge pump, which could cause
loss of oil past the turbocharger seals and possible engine oil starvation. A separated shaft could damage
crankcase pilot and cam/crank gear teeth, (resulting) in possible engine loss.
"We strongly suspect starter motor run-on after engine start. Starter run-on can only be caused by a faulty aircraft
starter switch or relay. Most starter relays are airframe parts not replaced at overhaul, or (during) repair of the
engine or starter. If starter adapter failure occurs, we recommend troubleshooting and failure analysis of the
entire aircraft starting system to determine the root cause(s). (This may) prevent recurrence of the failure. We
recommend the aircraft starter relay be replaced every 10 years or 3,000 hours, or every second engine change
(whichever comes first), and whenever starter adapter failure or starter motor failure occur." (Starter
P/N: 642085A17. Clutch Spring P/N: AS539800M015. See next for more of the same and photographs.)
Continental: TSIO520NB; Failed Starter Adapter (2 ea.) ; ATA 8011
(The following combines two additional, nearly identical articles from the same repair station as the previous
entry. Both of these referencing different aircraft, but the same models; Cessna 340A. See the attached
photographs.)
The unidentified technician states, "The newly overhauled starter adapter failed approximately five hours after
installation (1.4 hours for the second report). Disassembly and failure analysis of the unit revealed an overheated
and mangled clutch spring. The spring had a collapsed coil that wound around the shaft gear minor diameter,
between the clutch drum and integral spur gear. The collapsed coil had overheated the shaft gear so severely that
it twisted into two (pieces). Mangled clutch springs and separated shaft gears make in-flight engine re-start
impossible. Both cause significant oil contamination. The shaft gear separation stops operation of the
turbocharger scavenge pump, which could cause loss of oil past the turbocharger seals and possible engine oil
starvation. A separated shaft could damage crankcase pilot and cam/crank gear teeth, (resulting) in possible
engine loss.
"We strongly suspect starter motor run-on after engine start. Starter run-on can only be caused by a faulty aircraft
starter switch or relay. Most starter relays are airframe parts not replaced at overhaul or repair of the engine or
starter. If starter adapter failure occurs, we recommend troubleshooting and failure analysis of the entire aircraft
starting system to determine the root cause(s). (This may) prevent recurrence of the failure. We recommend the
aircraft starter relay be replaced every 10 years or 3,000 hours or every second engine change (whichever comes
first), and whenever starter adapter failure or starter motor failure occur. Relay service information should
include minimum spring force and contact gap. This is the fourth such failure (we have) seen." (Starter
P/N: 642085A17. Clutch Spring P/N: AS539800M015.)
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(Photos of adapter having less than five hours time.)
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(Photos from adapter with 1.4 hours time.)
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Part Total Times: 5 hours and 1.4 hours (respectively)
Lycoming: IO360-C106; Broken Camshaft; ATA 8520
"The pilot stated the engine became rough after takeoff," says a general aviation submitter. (He) returned to the
airport and landed. (I) found the number one cylinder to be colder than the (others). I pulled the rocker cover and
noted the valves were not moving when the (crankshaft) was rotated. The rocker arms and pushrods were then
pulled, but no problems were found. The engine was removed from the aircraft and brought to our repair station.
We removed a cylinder and found the camshaft broken. The remainder of the engine was now disassembled. The
valves moved freely in their guides and no other unusual problems were noted with the engine. The AEL18840
camshaft was installed new 236.48 hours previously with new (P/N) 72877 Lycoming lifters. The camshaft is
broken about 3.37 inches from the forward end. While it will take a metallurgical evaluation to determine the
exact cause of the fracture, the fracture appears to originate at the base of the letters "E" and "L" of the metal
stamped part number, forward of the number one/two intake lobes."
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(Great photographs! I'm with you on this; were I to shell out several grand for a camshaft it would be
disheartening to have it prematurely scored...by the factory, no less—Ed.)
Part Total Time: 236.48 hours
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ACCESSORIES
Dukes Fuel Pump: 5100-00-9; Insufficient Pressure; ATA 2822
(The following discussion references pumps on at least 20 different Diamond DA40 aircraft. Engine information
includes a Lycoming IO360M1A.)
An unidentified technician states, "(I) submitted an SDR for this type of failure earlier...serial number 9693.
When it failed we installed pump S/N 9888A. During the (attached aircraft's) second preflight this pump was
found not to produce enough PSI (10.7). It has now been replaced after only 47.1 hours time in service with
pump S/N 10235A. The aircraft P/N is D41-2823-10-00-CS; the manufacturer P/N is 5100-00-9. Out of 20
aircraft, 17 have had this part changed. Eleven have had it changed twice, and three aircraft three times each.
The most time on one pump is 388.2 hours—(this one) is still working. The least amount of time in service for a
pump is 11.5 hours. The average life time is 144.0 hours time in service."
(Okay; let us sum the numbers: 17 aircraft with at least 1 change = 17 replaced pumps; plus 11 more for second
replacements and 3 more for third helpings yields 31 replaced pumps. The SDRS database reflects four entries
for this -9 P/N. This particular entry is the only report for "low pressure"—notwithstanding we still are
approximately 27 records short for this part number. But when I truncate the final digit off your number and add
the search engine wild card, 23 similar pump reports do surface—but none with pressure problems! In short: It
is difficult to make an argument for engineering modifications if the number of reported defects is low. At most
we have four general failures for this specific part, only one of which is pressure related. The more you report,
the more likely it is you will effect change—Ed.)
Part Total Time: 47.1 hours
Sky-Tec Starter: C12ST3 Rev. D; Housing Separation; ATA 8011
(The following discrepancy concerns a Cessna A185F. Not provided is the engine type or the identity of the
submitter.)
"The pilot reported starting difficulties--the problem visibly obvious (upon inspection). The starter housing had a
partial separation between the housing that attaches to the starter adapter and the main starter housing. Pictures
are (attached). The exterior bolts that secure the housings together are intact and tight. (This) starter was
replaced (P/N C12ST3 Revision D)."
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Part Total Time: 137.0 hours
Slick Magneto: 4373; Cracked Rotor Gears; ATA 7414
"Both magnetos were disassembled to comply with Slick (service bulletin) SB3-08A," says the submitter. "Prior
to reassembly the mechanic noted the magneto rotor gears (P/N M3827) on both magnetos had numerous cracks
in one of the gear teeth. (We) ordered two new gears and found numerous cracks in one of the new gears as well.
All three gears had cracks in the same gear tooth. The gears are marked with a line for left and right rotation.
There are three gear teeth between the left index tooth and the right index tooth. The cracks are (visible) from the
top land of the tooth into the bottom land, and extend a short distance into the gear body. The left and right
magnetos (Slick 4373 & 4370) each have 125.5 hours since new. The new rotor gear is from Aircraft Spruce;
P/N M3827; PO T36925, Lot 30-15310; 0.0 hours since new. Both new gears were packaged separately, and both
packages had the same information on the tags." (This editor is responsible for removing the aircraft
identification and "cropping" the enclosed photos. Readers should pay careful attention to the gear picture
progression: used, used, new! That third "new gear" picture shows its cracks with eerie highlights. I cannot
imagine more emphatic evidence for a defect report. I'll do my best to draw some attention to this, but
backlighting these parts before installation seems a darn good idea. Thank-you for the tip and the excellent photo
effort—Ed.)
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Part Total Time: 125.5 hours
Slick Magneto: 6363; Seized Shaft Bearing; ATA 7414
(This report concerns a Piper PA46-350T with a Lycoming TIO540AE2A.)
A general aviation submission states, "During a post maintenance run-up, the engine/propeller ceased to rotate.
This occurred at or near the engine idle speed setting (approximately 850 RPM). (I) inspected the engine and
found the left magneto dislodged slightly from its drive pad. I removed the left magneto and found the drive
adapter distorted. The coupling 'paddle' had twisted the drive cushions 90 degrees in the drive retainer. The
magneto would not rotate by hand. It was also noted that there were broken teeth on the camshaft gear. The right
magneto was removed and no defects were noted. With both magnetos removed, the engine would (still) not
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rotate by hand. I suspect the cause of the damage to be the failure of the left magneto shaft bearing. Further
investigation will be needed to determine why this occurred. More importantly, why didn't the Woodruff key on
the magneto shaft fail? Had this occurred as designed, the engine would not have experienced further damage. It
is fortunate this (defect) occurred during ground operation and not during a critical phase of flight."
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(Terrific photos; thank-you for your effort.)
Part Total Time: 153.0 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.
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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
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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.
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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
2010FA0000414
VALVE
IMPROPER PART
4/23/2010
4A40475
SLIDE REGUALTOR
FOUND INCORRECT REGULATOR VALVE INSTALLED ON CHARGED CYLINDER ASSY. FWD DOOR SLIDE ASSY
RECEIVED WITH AFT DOOR REGULATOR VALVE. POTENTIAL PROBLEMS DURING FUNCTIONAL TEST WOULD BE
FWD DOOR SLIDE NOT OPERATING CORRECTLY. FWD SLIDES OPERATING PRESSURE IS 450+ OR -20 PSIG. AFT
SLIDES 360+ OR -20 PSIG. FWD TOTAL CHARGED WEIGHT WITH GAS, 3.96 LBS + OR - .04. AFT TOTAL CHARGED
WEIGHT 3.35 LBS + OR - .04. EVACUATION SLIDE LAST OHC BY ACTS 12-07. PROBABLE CAUSE FOR INCORRECT
VALVE INSTALLATION COULD BE INADEQUATE PAPERWORK, POOR QUALITY CONTROL, PERSONNEL NOT
PROPERLY TRAINED.
WS9R2010FA0000466
CAMSHAFT
DAMAGED
4/21/2010
SL16511
ENGINE
((WS9R)) FOUND ABRASIVE MEDIA TRAPPED BETWEEN THE NR 4 EXHAUST LOBE AND THE FWD THRUST
SURFACE OF THE CAMSHAFT. ALSO, BY USING A 10X MAGNIFYING GLASS, FOUND THAT THE CAM LOBES AND
MACHINED BEARING SURFACES WERE ROUGH AS IF DAMAGED BY ABRASIVE MEDIA BLASTING.
WS9R10FA0000467
THRUST WASHER
4/21/2010
MISMANUFACTURED
ENGINE
(WS9R) THE COMPONENT IS MFG WITH IMPROPER TOLERANCES. HAVE DISCOVERED THIS PROBLEM DURING
ENGINE O/H. THE THICKNESS OF THIS COMPONENT VARIES FROM .092-.097 INCHES. THIS THRUST WASHER IS
FOUND IN MAIN BEARING SET FOR THESE ENGINES. THIS ISSUE MAKES OBTAINING PROPER CRANKSHAFT
THRUST CLEARANCE NEARLY IMPOSSIBLE, IAW MFG MM.
2010F00105
HAMSTD
BUSHING
UNSERVICEABLE
5/7/2010
54H60
548942
PROP BLADE
AS INSPECTED, THE BLADE BUSHING CLEARANCE WAS OVER THE MAX ALLOWED (0.003) AND MEASURED
LOCALLY AT 0.020. CLOSER INSPECTION REVEALED THE BLADE BUSHING WAS LOOSE AND HAD BACKED OUT OF
THE TAPPER BORE AND THAT THE CURRENT PUSH-FIT OF THE BLADE BUSHING IN THE TAPPER BORE WAS 0.00,
NOT THE EXPECTED 0.025-0.037. THE LOOSE PUSH-FIT AND MOVEMENT OF THE BUSHING RESULTED IN UNEVEN
WEAR IN THE TAPPER BORE, DAMAGE TO THE DRIVE PIN AND A CRACK AT THE EDGE OF THE DRIVE PIN HOLE.
2010FA0000484
HOUSING
DAMAGED
5/13/2010
AC66374
SERVO BODY
SERVO BODY WAS FOUND TO BE CRACKED..FOUND BY DIE PENETRANT INSPECTION.
2010FA0000388
PWA
ADAPTER
MISSING
4/16/2010
PT6A60A
310333501
RGB
DURING ENGINE INSTALLATION OPERATOR REPORTED OIL LEAK FROM THE TORQUE TRANSDUCER BOSS ON
REDUCTION GEARBOX (RGB) HSG. REPAIR STATION INVESTIGATION REVEALED MISSING OIL SLEEVE ADAPTER
(PN 3103335-01, POST SB 13164) ON THE RGB TRANSDUCER BOSS. THE ADAPTER SERVES AS A SEALING
SURFACE FOR THE TRANSDUCER O-RING. INVESTIGATION SUGGESTS ADAPTER BECAME DISLODGED DURING A
CLEANING OR MX PROCESS. REPORTING REPAIR STATION IS COORDINATING WITH MFG, A REVIEW OF THE SB
RGB MODIFICATION (SB 13164) AND ANY ASSOCIATED MX PROCESSES THAT COULD LEAD TO THE DISLODGING
OF THE ADAPTER.
2010FA0000453
AGUSTA
PWA
CONTROL BOX
LOOSE
5/2/2010
A119
PT6B37A
109001081103
THROTTLE SYS
DURING MANUAL THROTTLE TRAINING, ON GROUND, IT WAS NOTICED THAT THROTTLES WERE NOT MOVING
SYNCHRONOUSLY AND PLA INDICATION DID NOT MOVE WITH PILOT'S THROTTLE. AIRCRAFT WAS SHUTDOWN.
AFTER TROUBLESHOOTING IT WAS FOUND THAT THE THROTTLE CONTROL BOX ASSEMBLY DID NOT TRANSMIT
MOVEMENT TO THE CABLE. THIS WAS DUE TO THE PIN WHICH LOCKS THE GEAR TO THE SHAFT HAVING BACKED
OUT. THIS PIN IS HELD IN PLACE BY STAKING IN BOTH ENDS. NO WORK HAD BEEN PERFORMED ON THIS PART
SINCE NEW. THE COMPLETE ASSEMBLY WAS REPLACED WITH A NEW UNIT AND AIRCRAFT RETURNED TO
SERVICE. ALL INFORMATION WAS PROVIDED TO AUGUSTA SERVICE ENGINEERING AND PHILADELPHIA FACTORY
QA DEPT FOR FOLLOW-UP INVESTIGATION WITH TRIUMPH CONTROLS, MFR OF THE PART.
2010FA0000460
AMTR
LYC
5/2/2010
LANCAIR235
O320D2A
PRESSURE SWITCH
490A26
BINDING
HYD SYSTEM
LANDING GEAR DID NOT EXTEND AND GEAR-UP LANDING WAS MADE. POST INCIDENT INSPECTION AND
OPERATION CHECK DEMONSTRATED REPEATABLE FAILURE CONDITION. HYDRAULIC PRESURE SWITCH WAS
SHOWN A SOURCE OF FAILURE.
P90R7138
BEECH
PWA
CONTROLLER
FAILED
5/5/2010
200BEECH
PT6A60A
HYLZ503361
CABIN TEMP
(P90R) PILOT REPORTED THAT AFTER TAKEOFF, THE PASSENGERS REPORTED SMOKE IN THE CABIN AND MADE
A PRECATIONARY LANDING. HE STATED THAT THEY DID GROUND RUNS AND COULD NOT DUPLICATE THE
PROBELM. DURING OUR TROUBLESHOOTING, WE FOUND THE ACFT NOT PRODUCING COLD AIR. THAT LED US TO
FIND THAT THE CABIN TEMP CONTROLLER HAD A BURNED SMELL TO IT AND A TRANSISTOR THAT HAD FAILED.
WE THEN WANTED TO MAKE SURE THAT SOMETHING ELSE DIDN'T CAUSE THE TEMP CONTROL TO FAIL AND
FOUND A BAD MANUAL TEMP CONTROL RELAY PN 50-380048-11 LOCATED IN RELAY PANEL NR 5, RELAY K5.
2010FA0000402
BEECH
CONT
4/23/2010
3533
O470J
BEECH
BELLCRANK
CRACKED
1048200501
MLG ACTUATOR
ACFT LANDED AND NOSE GEAR COLLAPSED. FOUND NOSE GEAR BELLCRANK AT GEAR ACTUATOR CRACKED
2010F00112
BEECH
VALVE
LOOSE
5/24/2010
400A
1283890001
FUEL SYSTEM
FUSELAGE FUEL WOULD NOT GRAVITY FEED DURING REFUELING FROM THE FUSELAGE FILL TANK TO FORWARD
MAIN FUSELAGE FUEL TANKS. THE FUEL DID FINALLY FEED TO THE MAIN FUSELAGE TANKS OVER A 3 DAY
PERIOD. THE AFT TANK WAS INTERNALLY ACCESSED AND THE AFT FUSELAGE TANK SURGE PREVENTER VALVE
WAS FOUND LOSSE ON ITS MOUNTS AND THE PROTECTIVE CAP FOR THE SURGE VALVE PLUNGER PIN WAS
MISSING. THE CAP WAS FOUND IN THE BOTTOM OF THE FUEL TANK AFTER THE TANK FOAM BLOCKS WAS
REMOVED. A NEW VALVE WAS INSTALLED AND REFUELING IS NOW NORMAL.
2010FA0000482
BEECH
CONT
IGNITION SWITCH
BURNED
5/18/2010
58
IO550C
103572301
RT ENGINE
RIGHT ENGINE FAILED TO CRANK UPON APPLICATION OF STARTER. PILOT NOTED SMOKE AND BURNING SMELL
FROM UNDER INSTRUMENT PANEL. UPON INSPECTION IT WAS FOUND THAT THE IGNITION SWITCH CUPS WERE
SEVERLY WORN, AND CONTACT POINTS WERE BURNT. SWITCH WAS REPLACED AND AIRCRAFT WAS RETURNED
TO SERVICE. WE SUGGEST DISSASEMBLY AND INSPECTION OF THESE SWITCHES FOR WORN COMPONENTS AND
PROPER LUBRICATION ON A 500HR BASIS TO PREVENT THIS FROM OCCURING AGAIN.
2010FA0000421
BEECH
MODULE
FAILED
4/7/2010
76
A0511100
ZONE 200
(YHLR) AA EFD-1000 PRIMARY FLIGHT DISPLAY SHOWS "RSM LINK FAIL" MESSAGE ON INITIALIZATION. RSM WAS
REPLACED, NEW SN 3884. PERFORMED SYS OPS CHECKS AND RSM CALIBRATION AS REQUIRED BY DOCUMENT
900-00003-001 REV F, SYS OPS CHECKS SATISFACTORY.
2010FA0000419
BEECH
CONT
CONT
EXHAUST VALVE
BROKEN
4/28/2010
A36
IO550B
IO550B14B
646286
NR 2 CYLINDER
ACFT EXPERIENCED POWER LOSS, VIBRATION, AND LOW NR EGT ON INSP THE NR 2 CYLINDER EXHAUST VALVE
WAS FOUND TO BE MISSING ABOUT HALF OF IT'S FACE.
IFJA2010FA0000459
BEECH
PWC
ENGINE
LEAKING
5/11/2010
B200
PT6A42A
3030700
NR 1
ENGINE S/N 93901 WAS INSTALLED ON ACFT S/N BB-1219 AFTER OVERHAUL, DURING THE OPERATIONAL CHECK
FLIGHT THE PILOT NOTICED SMOKE IN THE COCKPIT AND ABORTED THE CHECK FLIGHT RETURNING TO THE
AIRPORT WITHOUT INCIDENT. AFTER TROUBLESHOOTING AND SPEAKING TO A TECH REP. IT WAS DETERMAINED
THAT THERE WAS AN INTERNAL OIL LEAK IN THE NR 1 ENGINE S/N 93901 CAUSING SMOKE IN THE COCKPIT, THE
NR 1 ENGINE WAS REPLACED AND AN OPERATIONAL CHECK FLIGHT WAS CONDUCTED WITH OUT INCIDENT.
2010FA0000454
BEECH
PWA
SKIN
CORRODED
5/10/2010
B300
PT6A60A
101120108173174
WING
THE LT & RT CENTER WING FUEL CELL ACCESS HAD CORROSION ON THE FLANGE. THIS IS THE SECOND B300
THE REPAIR STATION HAS SEEN WITH THIS PROBLEM. THE FLANGE IS HIDDEN BY THE FUEL CELL ACCESS PANEL
AND IS NOT READILY VISIBLE DURING NORMAL MAINTENANCE. THE KING AIR SERIES HAS A HISTORY OF WATER
INGRESS IN THIS AREA, HOWEVER THE B300'S ARE SHOWING CORROSION ON THE WING SKIN FLANGES. ONE
COVER PLATE WAS REPLACED, BOTH WING SKIN FLANGES WERE REPAIRED PER THE KA SIRM.
VIB4 1536
BEECH
PWA
CIRCUIT BREAKER INTERMITTENT
4/22/2010
E90
PT6*
MS265745
MLG
(VIB4) DURING TAKEOFF THE ACFT ATTEMPTED A NORMAL GEAR RETRACTION. THE LANDING GEAR STARTED A
NORMAL RETRACTION WHEN IT STOPPED EARLY IN THE RETRACTION CYCLE. WHEN IT STOPPED THE ACFT DID
NOT HAVE ANY DOWN AND LOCK LIGHTS NOR DID IT HAVE AN UNSAFE LIGHT IN THE GEAR HANDLE. THIS
CONDITION WOULD NOT ALLOW THE PILOT TO KNOW THE POSITION OF THE LANDING GEAR. DURING INITIAL
TROUBLESHOOTING THE LANDING GEAR OPERATION WAS NORMAL. AFTER PERFORMING RESISTANCE CHECKS
IT WAS DETERMINED THAT THE 5 AMP LANDING GEAR CONTROL RELAY WOULD INTERMITTENTLY OPEN. WHEN
THIS HAPPENS ALL VOLTAGE IS REMOVED FROM THE CONTROL PORTION OF THE LANDING GEAR RETRACTION
AND EXTENSION RELAY AND ALL GEAR OPERATION LIGHTS. ALTHOUGH SEVERAL EMERGENCY EXTENSIONS
WERE PERFORMED SUCCESSFULLY, WHEN THE BREAKER OPENS THE POSITION OF THE LANDING GEAR WOULD
NEVER BE KNOWN BY THE PILOT.
2010FA0000441
BEECH
CONT
CIRCUIT BREAKER INOPERATIVE
5/3/2010
F33A
IO520*
35380132103
ZONE 200
(VJ3R) NO POWER THROUGH THE SWITCH.
2010FA0000442
BEECH
CONT
CIRCUIT BREAKER INOPERATIVE
5/3/2010
F33A
IO520*
35380132103
CABIN
(VJ3R) NO POWER THROUGH THE C/B SWITCH.
2010FA0000420
BEECH
CONT
RELAY
INTERMITTENT
4/28/2010
F33A
IO520BB
SM50D7
MLG
(VJ3R) PILOT REPORTED AFTER PUTTING THE GEAR SELECTOR IN THE UP POSITION HE STILL HAD (3) GREEN
LIGHTS AND NO IN TRANSIT LIGHT, PILOT THEN PUT THE GEAR SELECTOR IN THE DOWN POSITION AND
RETURNED TO BASE. ON TROUBLESHOOTING THE MECHANIC CYCLED GEAR SEVERAL TIMES BEFORE GEAR
FAILED TO RETRACT. PROBABLE CAUSE AT THIS TIME UNKNOWN. RECOMMENDATION IS TO REPLACE RELAY
UNTIL MFG DESIGNS A BETTER RELAY.
2010FA0000422
BEECH
CONT
CIRCUIT BREAKER INOPERATIVE
4/29/2010
F33A
IO520BB
35380132103
CABIN
(VJ3R) PILOT REPORTED STROBE LIGHTS INOP. ON TROUBLESHOOTING, TECH FOUND CIRCUIT BREAKER/SWITCH
TO BE AT FAULT. AD 2008-13-17 HAD BEEN COMPLETED 1405 FLIGHT HOURS PRIOR AND ESTIMATED CYCLES
5620. NO PROBABLE CAUSE OR RECOMMENDATIONS AT THIS TIME.
2010FA0000464
BEECH
CONT
CIRCUIT BREAKER INOPERATIVE
5/13/2010
F33A
IO520BB
35380132103
TAXI LIGHT
PILOT REPORTED TAXI LIGHT INOP. ON TROUBLESHOOTING TECHNICIAN FOUND CIRCUIT BREAKER / SWITCH TO
BE AT FAULT. A.D. 2008-13-17 HAD BEEN COMPLETED 1180 FLIGHT HOURS PRIOR AND ESTIMATED CYCLES 4720.
NOTICED NEW CIRCUIT BREAKER MANUFACTURER IS TYCO ELECTRONICS. NO PROBABLE CAUSE OR
RECOMMENDATIONS AT THIS TIME.
2010FA0000508
BELL
PWA
PACKING
FAILED
5/5/2010
412EP
PT6T3
MS9386126
P3 FILTER COVER
HELICOPTER EXPERIENCED AN UNCOMMANDED ACCELERATION OF THE LEFT ENGINE DURING HOVER ON MAY 5,
2010. THE ENGINE N1 SPEED IMMEDIATELY WENT TO 112% AND THE HOT SECTION TEMPERATURES REACHED
989 DEGREES. THE ACFT ROTOR SYSTEM AND LT ENGINE POWER TURBINE WHEEL WERE THEN OVER SPED TO
133%. THE FAULT WHICH CAUSED THE UNCOMMANDED ACCELERATION WAS DETERMINED TO BE A PIECE OF
PACKING DEBRIS WHICH ENTERED THE P3 SYSTEM WHEN THE P3 FILTER BOWL WAS REMOVED. THE SIZED OF
THE PACKING DEBRIS WAS APPROXIMATELY .035 THE FILTER COVER PACKING IS NORMALLY FOUND CRUMBLING
AND FLAKING AFTER BEING IN SERVICE FOR 50 HOURS. THE PRATT DESIGN OF THE P3 FILTER ASSEMBLY IS
SUCH THAT ANY DEBRIS; IN THE FILTER BOWL, ON THE OUTSIDE OF THE FILTER, ON THE TOP OF THE FILTER, ON
THE THREADS OF THE BOWL, ON THE THREADS OF THE HOUSING, OR UP INSIDE THE HOUSING, CAN PASS
UNRESTRICTED INTO THE AUTOMATIC FUEL CONTROL UNIT. THERE ARE NO WARNING IN MANUFACTURERS
MAINTENANCE PROCEDURE WARNING THAT DEBRIS AS SMALL AS .035 CAN RESULT IN UNCOMMANDED ENGINE
ACCELERATION. THIS IS A PACKING FAILURE AT REMOVAL AND A LACK OF PRECAUTIONARY NOTICES
(WARNINGS) IN THE MAINTENANCE MANUAL INFORMING MAINTENANCE TECHNICIANS OF THE SIGNIFICANT OF
MISSING A VERY SMALL PIECE OF PACKING DEBRIS. THE P3 FILTER OPERATES BACKWARDS OF THE NORMAL
OPERATION OF A FILTER. MANUFACTURER DESIGN HAS THE DEBRIS COLLECTED ON THE INSIDE OF THE FILTER,
WHEREAS MOST FILTER COLLECT DEBRIS ON THE OUTSIDE.
SROM2010002
BOEING
4/26/2010
737205
FAIRING
DELAMINATED
NLG
REPAIRED LEFT AND RIGHT GRAVEL EQUIPPED NOSE LANDING GEAR FILLET FAIRINGS AND DOOR FAIRINGS IN
ACCORDANCE WITH FAA DER APPROVED FORM 8110-3, REV IR, DATED JANUARY 22, 2010 AND ENGINEERING
STRESS REPORT SCS-3220-001, REV IR, DATED OCTOBER 05, 2009 AND SCS-3220-002SR, REV IR, DATED JANUARY
21, 2010. REFERENCE ROUTINE TASK CARD 43, DATED MARCH 01, 2010.
SROM2010003
BOEING
4/26/2010
737205
SKIN
DAMAGED
FUSELAGE
REPAIRED FUSELAGE SKIN BLEND OUT AT STRINGER S-23L, STA: BS 897 IN ACCORDANCE WITH BOEING 737-200
STRUCTURAL REPAIR MANUAL, REV 101, DATED MAR 10, 2010, SECTION 53-30-1, FIGURE 1 AND 53-30-3, FIGURE
48. REFERENCE NON-ROUTINE TASK CARD 206, DATED MAR 08, 2010.
SROM2010004
BOEING
4/26/2010
737205
BEARING
LOOSE
NLG
REPLACED NLG UPPER ATTACH BEARING IN ACCORDANCE WITH FAA DER APPROVED FORM 8110-3 NO. 091-123610-848, DATED APRIL 01, 2010, ASI ENGINEERING REPORT 5310848-ER, REV IR, DATED MARCH 25, 2010 AND ASI
DRAWING 5310848-1, SHTS 1 THRU 3, REV IR, DATED MARCH 25, 2010. REFERENCE NON-ROUTINE TASK CARD 261,
DATED MARCH 11, 2010.
SROM2010005
BOEING
4/26/2010
737205
SKIN
DAMAGED
FUSELAGE
REPAIRED FUSELAGE SKIN BLEND OUT THREE INCHES BELOW STRINGER S-25R, STA: BS 775 IN ACCORDANCE
WITH BOEING 737-200 STRUCTURAL REPAIR MANUAL, REV 101, DATED MARCH 10, 2010, SECTION 53-30-3, FIGURE
48, DETAIL XII. REFERENCE NON-ROUTINE TASK CARD 334, 316 AND 663, DATED MARCH 12, 2010.
SROM2010006
BOEING
4/26/2010
737205
SKIN
DAMAGED
FUSELAGE
REPAIRED FUSELAGE SKIN BLEND OUT 1.75 INCHES ABOVE STRINGER S-23R, STA: BS 904.8 IN ACCORDANCE
WITH BOEING 737-200 STRUCTURAL REPAIR MANUAL, REV 101, DATED MARCH 10, 2010, SECTION 53-30-3, FIGURE
48. REFERENCE NON-ROUTINE TASK CARD 380, 374, 375, AND 383, DATED MARCH 12, 2010.
SROM2010007
BOEING
4/26/2010
737205
INTERCOSTAL
DAMAGED
FUSELAGE
REPAIRED STRINGER INTERCOSTAL AT STRINGER S-4L, STA: BS 305 BY REPLACEMENT WITH NEW PART 50-826162 IN ACCORDANCE WITH BOEING 737-200 STRUCTURAL REPAIR MANUAL (SRM), REV 101, DATED MARCH 10, 2010,
SECTION 53-30-3 AND BOEING DRAWING 50-8261, REV H. REFERENCE NON-ROUTINE TASK CARD 428, DATED
MARCH 15, 2010.
SROM2010008
BOEING
4/26/2010
737205
SKIN
NICKED
FUSELAGE
REPAIRED FUSELAGE NICK 3 INCHES ABOVE STRINGER S-20R, STA: BS 914 IN ACCORDANCE WITH BOEING 737200 STRUCTURAL REPAIR MANUAL (SRM), REV 101, DATED MARCH 10, 2010, SECTION 53-30-3, FIGURE 48.
REFERENCE NON-ROUTINE TASK CARD 617, DATED MARCH 18, 2010.
SROM2010010
BOEING
4/26/2010
737205
SKIN
DAMAGED
FUSELAGE
REPAIRED FUSELAGE SKIN BLEND OUT ABOVE STRINGER S-26R, STA: BS 838.5 IN ACCORDANCE WITH MESSAGE
KFC-ATR-10-0001-01C, DATED MARCH 31, 2010, KFC-ATR-10-0001-05B, DATED APRIL 05, 2010, KFC-ATR-10-0001-06C,
DATED APRIL 19, 2010, BOEING REPAIR DRAWING 65-45775, SHT 18, AND BOEING ENGINEERING APPROVED FORM
8100-9, NO 201004010066-0002D1, DATED APRIL 21, 2010. REFERENCE NON-ROUTINE TASK CARD 702, DATED
MARCH 18, 2010.
SROM2010011
BOEING
4/26/2010
737205
SKIN
DAMAGED
FUSELAGE
REPAIRED FUSELAGE SKIN BLEND OUT 1.6 INCHES ABOVE STRINGER S-23L, STA: BS 926.5 IN ACCORDANCE WITH
BOEING 737-200 STRUCTURAL REPAIR MANUAL, REV 101, DATED MARCH 10, 2010, SECTION 53-30-3, FIGURE 48,
PAGES 256 TO 260 AND 264, DETAIL VII, PAGES 261 AND 281 AND 51-70, FIGURE 1, PAGE 4, 51-30-2, PAGE 3C AND
51-30-3, PAGE 7. REFERENCE NON-ROUTINE TASK CARD 737 AND 514, DATED MARCH 18, 2010.
SROM2010012
BOEING
4/26/2010
737205
SKIN
DAMAGED
FUSELAGE
REPAIRED FUSELAGE SKIN BLEND OUT AT STRINGER S-20L, STA: BS 974 IN ACCORDANCE WITH BOEING 737-200
STRUCTURAL REPAIR MANUAL, REV 101, DATED MARCH 10, 2010, SECTION 53-30-3, FIGURE 48, DETAIL XV.
REFERENCE NON-ROUTINE TASK CARD 743, 742 AND 744, DATED MARCH 18, 2010.
SROM2010013
BOEING
4/26/2010
737205
SKIN
DAMAGED
FUSELAGE
REPAIRED FUSELAGE SKIN SCRIBE LINES LEFT WING TO BODY FAIRING AT STRINGERS S-16L TO 3 INCHES
BELOW S-17L, STA: BS 500B - 516 IN ACCORDANCE WITH MESSAGE KFC-ATR-10-0001-01C, DATED MARCH 30, 2010,
KFC-ATR-10-0001-05B, DATED MARCH 31, 2010, KFC-ATR-10-0001-06B, DATED APRIL 02, 2010, KFC-10-0001-07C,
DATED APRIL 15, 2010, BOEING REPAIR SKETCH KEL-ATR-10-0001-01C, SHTS 1 AND 2, AND BOEING ENGINEERING
APPROVED FORM 8100-9, NO. 201003310069-0002D1, DATED APRIL 20, 2010. REFERENCE NON-ROUTINE TASK
CARD 763, DATED MARCH 19, 2010.
SROM2010014
BOEING
4/26/2010
737205
SKIN
DAMAGED
FUSELAGE
REPAIRED FUSELAGE SKIN BLEND OUT 0.4 INCHES BELOW STRINGER S-20L, STA: BS 896 IN ACCORDANCE WITH
BOEING 737-200 STRUCTURAL REPAIR MANUAL (SRM), REV 101, DATED MARCH 10, 2010, SECTION 53-30-3, FIGURE
48. REFERENCE NON-ROUTINE TASK CARD 799, DATED MARCH 25, 2010.
SROM2010015
BOEING
4/26/2010
737205
SHEAR TIE
CRACKED
FUSELAGE
REPAIRED SHEAR TIE BETWEEN STRINGERS 20L AND S-21L, STA: BS 907 IN ACCORDANCE WITH BOEING 737-200
STRUCTURAL REPAIR MANUAL (SRM), REV 101, DATED MARCH 10, 2010, SECTION 53-10-4, FIGURE 8. REFERENCE
NON-ROUTINE TASK CARD 813, DATED APRIL 01, 2010.
SROM2010009
BOEING
4/26/2010
737205
SKIN
DAMAGED
FUSELAGE
REPAIRED FUSELAGE SKIN BLEND OUT BELOW STRINGER S-25R, STA BS 885.25 IN ACCORDANCE WITH BOEING
737-200 STRUCTURAL REPAIR MANUAL, REV 101, DATED MAR 10, 2010, SECTION 53-30-3, PAGES 254, 257 TO 263
AND 286 AND 51-30-1, PAGE 3. REFERENCE NON-ROUTINE TASK CARD 661, 662, AND 660, DATED MARCH 18, 2010.
EE4Y100104
BOEING
5/26/2010
7372X6C
SKIN
CRACKED
BS 306 S18R
LOWER EXTERNAL FUSELAGE AT BS 306 STRINGER 18R SKIN WITH CRACK.
2010FA0000477
BOEING
5/17/2010
747200
STIFFENER
CRACKED
ZONE 400
PYLON NR 1 STIFFENER LOWER FLANGE NO.3 CRACK AT NAC. STA.256
2010FA0000478
BOEING
5/17/2010
747200
STIFFENER
CRACKED
ZONE 400
PYLON NR 2 STIFFENER NR 3 CRACK
2010FA0000433
BOEING
STIFFENER
CRACKED
4/5/2010
7472B5F
65B903626
NR 3 PYLON
CRACK WAS FOUND ON THE STIFFENER OF THE NR 3 PYLON. INSTALLATION SPLICE REPAIR ANGLES.
2010FA0000435
BOEING
4/6/2010
7472B5F
DOOR
CRACKED
NR 2 PYLON
NR 2 PYLON LT SIDE PRESSURE RELIEF DOOR CRACK (0.35 INCH).
2010FA0000432
BOEING
SKIN
CRACKED
4/5/2010
7472B5F
65B900362
NR 4 PYLON
NR 4 PYLON AFT FAIRING DOOR LT SIDE CRACKED. BONDING EXTERNAL REPAIR DOUBLER.
2010FA0000436
BOEING
SKIN
CRACKED
4/6/2010
7472B5F
65B9045211
NR 3 PYLON
NR 3 ENG LT PYLON ACCESS PANEL CRACKED.
2010FA0000437
BOEING
SKIN
CRACKED
4/6/2010
7472B5F
65B90423601
NR 3 PYLON
NR 3 ENG PYLON AFT LWR SPAR FIREWALL SKIN 1.5 INCH CRACK.
2010FA0000438
BOEING
SKIN
DENTED
4/5/2010
7472B5F
65B02771190
LT APU DOOR
APU LT ACCESS DOOR SKIN DENT. INSTALL EXTERNAL REPAIR DOUBLER.
2010FA0000431
BOEING
4/5/2010
7472B5F
LONGERON
CRACKED
LT NACELLE
NR 3 ENG LT SIDE COWL UPPER LONGERON CRACK. INSTALL REPAIR DOUBLER.
2010FA0000434
BOEING
SKIN
CRACKED
4/5/2010
7472B5F
65B007263
NR 3 NACELLE
NR 3 ENG LT SIDE COWL SKIN CRACK. INSTALL EXTERNAL REPAIR DOUBLER.
2010FA0000495
BOEING
STIFFENER
CRACKED
5/20/2010
7472F6B
65B100984
ZONE 100
FUSELAGE RT SIDE VERTICAL STIFFENER STA.980, RBL 11,33 WAS CRACKED AND PERFORM HFEC INSPECTION
METHOD TO ENSURE CRACK :+/- 20MM
2010FA0000494
BOEING
STIFFENER
CRACKED
5/20/2010
7472F6B
65B941004
ZONE 400
SUPPLEMENTAL INFORMATION:PYLON NR 1 STIFFENER NR 3 BEWEEN NAC STA.234-259 WAS CRACK +/- 25MM
2010FA0000496
BOEING
STRINGER
CORRODED
5/20/2010
7472F6B
BAC1498147
BS 960-1000
STRINGER 43 LT CORRODED STA 960-1000 AT AREA BELOW FORWARD CARGO.
2010FA0000489
BOEING
5/19/2010
7472F6B
SKIN
CORRODED
ZONE 600
PYLON NR 4 UPPER DSB LOWER WING SKIN WAS CORROTION LEVEL 2, REFER TO JOB CARDS NR 54-812-01-04.
2010FA0000493
BOEING
5/20/2010
7472F6B
SKIN
CORRODED
NR 3 PYLON
PYLON NR 3 UPPER DSB LOWER WING SKIN WAS CORROSION LEVEL 2
2010FA0000486
BOEING
5/19/2010
7472F6B
STRINGER
CORRODED
BS 960-1000
STRINGER 43 LT CORRODED AT STA 960 TO STA 1000 AREA BELOW FORWARD CARGO
2010FA0000487
BOEING
5/19/2010
7472F6B
SKIN
CRACKED
ZONE 100
EAO 4753070 R1 ,FUSELAGE-CENTER SECTION -BODY STATION 1480 BULKHEAD AND SPLICE COMPONENT
INSPECTION REPAIR AND MODIFICATION,HFEC INSPECT FOUND HOLE NR 3 OF LONGERON EXTENSION FITTING
SKIN PANEL CRACK
2010FA0000485
BOEING
5/18/2010
7472F6B
STIFFENER
CRACKED
ZONE 400
PYLON NR 1 STIFFENER NR 3 BETWEEN NAC STA .234-259 WAS CRACK +/- 25MM
2010FA0000488
BOEING
5/19/2010
7472F6B
SKIN
CORRODED
ZONE 500
PYLON NR 2 LT WING LOWER FRONT SPAR LOWER WING SKIN WBL 470 WAS CORROTION LEVEL 2, REFER TO JOB
CARDS 57-216-02-01.
2010F00106
BOEING
5/10/2010
777*
BRACKET
OUT OF TOLERANCE
TE FLAPS
DURING ACCOMPLISHMENT OF S/B 777-27A0071, THE FOLLOWING DEFECTS WERE FOUND DUE TO POOR
MACHINING DURING FACTORY BUILD. NR 1 T/E FLAP DRIVE ARM ASSY FWD JOINT 1A AND WING SUPPORT
BRACKET MACHINED BEYOND S/B LIMITS. NR 2 T/E FLAP DRIVE ARM ASSY AFT JOINT 2B MACHINED BEYOND S/B
LIMITS. NR 3 T/E FLAP AFT TENSION BEAM FWD OUTER BUSHING MIGRATING. DURING REPAIR 3 OUT OF 4 BORES
FOUND CORRODED. NR 6 T/E FLAP COMPRESSION STRUT ASSY JOINT 6Y OUT/BD FITTING MACHINED BEYOND
S/B LIMITS. DEFECT RECTIFICATION DETAILS: ALL BUSHINGS REPLACED IAW S/B. SERVICE ORDERS 51723782,
51723538, 51723733, 51723387, 51724094 REFER TO SERVICE ORDERS FOR PART NUMBER DETAILS. ALSO DURING
AD 777-27A0017 INSPECTION OF NR 6 FLAP SUPPORT MECHANISM. INBOARD UPPER FAIRING LINK BUSH FOUND
TO HAVE MIGRATED. DEFECT RECTIFICATION DETAILS: BUSHING REPLACED IAW CMM 27-57-84 SVO 51724396
2010FA0000428
BOEING
GE
COMPRESSOR
DAMAGED
4/1/2010
777*
GE9085B
1844M90G02
ENGINE
(QEMY) DURING INCOMING INSP OF THE SUBJECT HP COMPRESSOR, 8-10 SPOOL (IPC 72-31-00-01-590), 1-OFF
INDICATION HAS BEEN IDENTIFIED ON THE RAISED EBN LAND SITUATED INTERNALLY BETWEEN THE STAGE 9
AND 10 DISKS. THE INDICATION HAS BEEN DETECTED DURING THE FLUORESCENT PENETRANT INSP AND HAS
BEEN MEASURED AT APPROX 0-100 INCH IN LENGTH. THE OEM HAS BEEN INFORMED OF THE CONDITION
(REFERENCE SR-7-1-2230226756.
QMLD2010F00108
BOLKMS
SKIN
CRACKED
5/12/2010
BK117B2
1172283812
ZONE 100
WHILE PERFORMING A REPAIR TO THE LEFT JACK PAD AND BELLY PANEL, FOUND THE RIGHT JACK PAD AND
BELLY PANEL CRACKED.
2010F00098
CASA
GARRTT
SHUTTLE VALVE
STUCK
4/20/2010
C212CC
TPE331*
5004384
ZONE 700
LT BRAKE FAILED ON LANDING. R & R BRAKE ASSEMBLY SHUTTLE VALVE.
2010FA0000501
CESSNA
LYC
PROPELLER
5/11/2010
152
O235L2C
72CKS6056
OVERSPEED
THIS PROP WAS PURCHASED NEW AND INSTALLED, IT HAS BEEN OVERSPEEDING BY 25-50 RPM. SENT IT TO BE
REPITCHED AND THAT CORRECTED THE ISSUE. RECORDS INDICATE THAT IT SHOULD BE AN APPROPRIATE PROP
FOR THIS ENGINE/ AIRCRAFT.
2010FA0000474
CESSNA
CONT
4/29/2010
172P
IO520*
FITTING
DAMAGED
FUEL TANK
SENT TANK (AMO110-90) FOR REPLACEMENT OF OUTLET FITTING COLLAR DUE TO DAMAGED THREADS. ON
RETURN, FOUND THREADS IN NEW FITTING TO BE SEVERELY DAMAGED OR DEFECTIVE. RETURNED TANK FOR
REDO. EITHER NO INSP OF PART BEFORE WELDING NOR INSPECTION OF COMPLETED WORK. THREADS MUCH
WORSE AFTER REPAIR THAN BEFORE. APPARENTLY NO QC INSPECTION CARRIED OUT.
2010FA0000440
CESSNA
LYC
4/23/2010
172P
O320*
CESSNA
PISTON
BROKEN
98820125
MASTER CYLINDER
(Z94E) THE BRAKE PISTON ON THE LT BRAKE MASTER CYLINDER BROKE AT THE THREADED END WHERE IT
ATTACHES TO THE CLEVIS. WHEN THE BRAKES FAILED THE PILOT VEERED TO THE RT AND STRUCK A RUNWAY
TAXI LIGHT.
2010FA0000423
CESSNA
ACTUATOR
CRACKED
4/29/2010
172RG
98820152
ZONE 700
(DU0S) AFTER TAKEOFF, LANDING GEAR RETRACTED. WHILE IN TRANSIENT A BANG WAS HEARD. RT MAIN GEAR
WOULD NOT RETRACT OR EXTEND. THE FLIGHT INSTRUCTOR WAS ABLE TO MANUALLY PULL THE GEAR FWD
AND ENGAGE DOWNLOCK. ON INSP, RT ACTUATOR PN 9882015-2 WAS FOUND BROKEN AND THE PISTON DID NOT
ENGAGE SECTOR GEAR. ACTUATOR HSG WAS CRACKED ACROSS UPPER AFT BOLT HOLE AND TOP WAS BROKEN
IN FRONT OF ROLLER. AFTER DISASSEMBLY ,THE PISTON WAS WORN .020 ON A TAPER WHERE THE ROLLER
ENGAGES. THE MOUNTING BOLTS WERE TIGHT AND SECTOR GEAR AND PISTON WERE WELL LUBRICATED.
ESTIMATED NR OF GEAR CYCLES IS 21,805.
2010FA0000452
CESSNA
CONTACT
BURNED
5/6/2010
172S
A1196A
IGNITION SYS
AD 93-05-06 (IGNITION SWITCH INSPECTION) DOES NOT APPLY BY S/N TO 2001 CESSNA 172S - BUT THE AD
STATES: REPEAT INSPECTION AND LUBRICATE IAW ACS SB92-01 EACH 2000 HRS. CHOOSE TO INSPECT & RELUBE BECAUSE OF THE MFR'S, 2000 HR SERVICE LIFE. UPON INSPECTION THE SWITCH CONTACTS WERE FOUND
TO BE BURNT ON THE STARTER CIRCUIT CONTACTS (AS SUSPECTED IN AD 93-05-06) AND THERE WAS NO SIGNS
OF EVER BEING FACTORY LUBRICATION. NOTE: THE AD STATES THAT SWITCHES MFR'D, AFTER FEB 1989 CAME
LUBRICATED. INSTALLED ACS PRODUCTS KIT A3650-2 (NEW CONTACTS & SPECIAL GREASE).
2010FA0000491
CESSNA
CONTROL CABLE
FRAYED
5/19/2010
172S
0510105364
AILERON BALANCE
DURING INSPECTION THE AILERON CABLES ARE INSPECTED WITH MAGNIFICATION WHERE KNOWN
WEAR/FRAYING IS COMMON. THIS CABLE, CESSNA P/N-0510105-364 WAS FOUND WORN AT FS 65.33. THERE WERE
BROKEN STRANDS AND THE AREA IS EXTREMELY SHINY. THIS IS A COMMON DISCREPANCY FOR THIS MODEL
AIRCRAFT. THIS OPERATOR MAINTAINS MANY OTHER AIRCRAFT WITH SOME APPROACHING 9,000 HOURS TIS,
FLOWN UNDER THE SAME CONDITIONS, AND THE CABLES ARE STILL SERVICEABLE AND IN GOOD CONDITION.
2010FA0000492
CESSNA
CONTROL CABLE
FRAYED
5/19/2010
172S
0510105365
AILERON
DURING INSPECTION THE AILERON CABLES ARE INSPECTED WITH MAGNIFICATION WHERE KNOWN
WEAR/FRAYING IS COMMON. THIS CABLE, CESSNA P/N-0510105-364 WAS FOUND WORN AT W.S.: 71.125. THERE
WERE BROKEN STRANDS AND THE AREA IS EXTREMELY SHINY. THIS IS A COMMON DISCREPANCY FOR THIS
MODEL AIRCRAFT. THIS OPERATOR MAINTAINS MANY OTHER AIRCRAFT WITH SOME APPROACHING 9,000 HOURS
TIS, FLOWN UNDER THE SAME CONDITIONS, AND THE CABLES ARE STILL SERVICEABLE AND IN GOOD
CONDITION
2010FA0000507
CESSNA
CONTROL CABLE
FRAYED
5/25/2010
172S
0510105360
AILERON
DURING INSPECTION THE AILERON CABLES ARE INSPECTED WITH MAGNIFICATION WHERE KNOWN
WEAR/FRAYING IS COMMON. THIS CABLE, P/N-0510105-360 WAS FOUND WORN AT F.S.: 65.53. THERE WERE
BROKEN STRANDS AND THE AREA IS EXTREMELY SHINY. THIS IS A COMMON DISCREPANCY FOR THIS MODEL
AIRCRAFT. THIS OPERATOR MAINTAINS MANY OTHER DIFFERNT MFG. AIRCRAFT WITH SOME APPROACHING 9,000
HOURS TIS, FLOWN UNDER THE SAME CONDITIONS, AND THE CABLES ARE STILL SERVICEABLE AND IN GOOD
CONDITION.
2010FA0000490
CESSNA
CONTROL CABLE
FRAYED
5/19/2010
172S
0510105360
AILERON
DURING INSPECTION THE AILERON CABLES ARE INSPECTED WITH MAGNIFICATION WHERE KNOWN
WEAR/FRAYING IS COMMON. THIS CABLE, P/N-0510105-360 WAS FOUND WORN AT F.S.: 65.53. THERE WERE
BROKEN STRANDS AND THE AREA IS EXTREEMLY SHINY. THIS IS A COMMON DISCREPANCY FOR THIS MODEL
AIRCRAFT. THIS OPERATOR MAINTAINS MANY OTHER AIRCRAFT WITH SOME APPROACHING 9,000 HOURS TIS,
FLOWN UNDER THE SAME CONDITIONS, AND THE CABLES ARE STILL SERVICEABLE AND IN GOOD CONDITION.
2010FA0000425
CESSNA
CONT
GUIDE
BROKEN
4/19/2010
172S
IO360*
CJ10011
SEAT HARNESS
(HE8S) PILOT`S SEAT HARNESS GUIDE BROKE AT SHOULDER HARNESS MOUNT TUBE. SUGGEST MAKING THIS
PART WITH MORE DURABLE MATERIAL OR HAVING A REINFORCEMENT AT AREA OF BREAKAGE. THE BROKEN
PART HAS A STRESS AREA WHERE IT WAS BROKEN DUE TO THE HOLE WHERE HEAD REST MOUNT PASSED
THRU. ALSO HOLE WHERE PART BROKE IS LARGER THAN NEEDED.
2010FA0000451
CESSNA
LYC
5/6/2010
172S
IO360L2A
CESSNA
STRUT
SEPARATED
07436311
NLG
DURING FIREWALL REPLACEMENT THE NOSE LANDING GEAR WAS REMOVED TO FACILITATE REPLACEMENT.
WHEN THE TECHNICIAN DEPRESSED THE NOSE STRUT TO CHECK FLUID LEVEL IN DEFLATED STRUT THE TOP OF
THE INNER STRUT TUBE DEPARTED THE STRUT OUT THE TOP. UPON FURTHER DISASSEMBLY THE INNER STRUT
TUBE UPPER AND LOWER SECTION RETAINING PINS HAD WORKED LOOSE ALLOWING THE SEPARATION. THE
AIRCRAFT HAD PREVIOUSLY BEEN SUBJECT TO A HARD LANDING CAUSING FIREWALL DEFORMATION AND
REPLACEMENT. THE ONLY WAY TO FIND THIS DAMAGE WOULD BE TO COMPLETELY DISASSEMBLE THE NOSE
LANDING GEAR SHOCK STRUT. THIS IS NOT A REQUIREMENT OF THE CESSNA 172S HARD/OVERWEIGHT LANDING
REF 172MX MANUAL 5-50-00 (REV 17).
2010FA0000411
CESSNA
LYC
CONTROL CABLE
FRAYED
4/23/2010
172S
IO360L2A
0510105360
AILERONS
DURING A ROUTINE INSP, THIS CABLE WAS FOUND WORN WITH BROKEN STRANDS. IT IS VERY DIFFICULT TO SEE
WITHOUT MAGNIFICATION AND APPEARS ONLY AS A SHINY SPOT ON THE CABLE. THIS CABLE AND (2) OTHERS
PASS ACROSS THE CEILING THROUGH 3 PULLEYS JUST ABOVE THE REAR SEAT UNDER THE HEADLINER COVER.
EVEN IF THE PULLEYS ROTATE FREELY, THE CABLE STILL WEAR OUT, LIKELY DUE TO VIBRATION.
2010FA0000409
CESSNA
CONT
BARREL
WORN
4/3/2010
310G
IO520E
08516191
LT MIXTURE CNTRL
PILOT STATED THAT WHILE IN FLIGHT AT 5000 FT, HE WAS UNABLE TO CHANGE THE MIXTURE SETTING ON THE
LT ENGINE. THIS ENGINE HAD JUST RETURNED FROM A MAJOR O/H DUE TO TBO REQUIREMENTS. ACCORDING
TO THE PILOT, THIS ENGINE HAD NOT HAD ANY PREVIOUS PROBLEMS IN THE PAST 1700 HRS OF FLIGHT. INSP
FOUND THAT THE THREADS ON THE BARREL ASSY WERE WORN BEYOND LIMITS. BRONZE FILINGS WERE
OBSERVED IN THE LT ENGINE COMPARTMENT BENEATH BARREL ASSY.
2010FA0000444
CESSNA
PIVOT ASSY
BROKEN
5/1/2010
340A
081273513
PILOT SEAT
DURING ANNUAL INSPECTION FOUND THE PILOT SEAT, LEFT SIDE PIVOT ARM FOR THE SEAT BACK BROKEN 1
INCH FROM THE TOP. CAUSED EXCESSIVE PLAY IN THE SEAT BACK.
DD2R171075
CESSNA
CONT
CLUTCH SPRING
FAILED
8/31/2009
340A
TSIO520NB
AS539800M015
STARTER
OVERHAULED STARTER ADAPTER FAILED LESS THAN 10 HRS AFTER INSTALLATION. 2ND OVERHAULED UNIT
FAILED IN UNDER 5 HRS. DISASSEMBLY & FAILURE ANALYSIS OF BOTH UNITS REVEALED OVERHEATED &
MANGLED CLUTCH SPRINGS. EACH HAD A COLLAPSED COIL THAT HAD WOUND AROUND THE SHAFT GEAR MINOR
DIAMETER BETWEEN CLUTCH DRUM & INTEGRAL SPUR GEAR. IN 1ST FAILURE, COLLAPSED COIL CUT INTO THE
SHAFT GEAR. IN 2ND, COLLAPSED COIL HAD CUT SHAFT GEAR IN TWO. MANGLED CLUTCH SPRINGS &
SEPARATED SHAFT GEARS MAKE INFLT ENGINE RESTART IMPOSSIBLE. BOTH CAUSE SIGNIFICANT OIL
CONTAMINATION. SHAFT GEAR SEPARATION STOPS OPERATION OF TURBOCHARGER SCAV PUMP, COULD
CAUSE LOSS OF OIL PAST TURBOCHARGER SEALS, POSSIBLE ENG OIL STARVATION. SEPARATED SHAFT GEAR
COULD DAMAGE CRANKCASE PILOT & CAM/CRANK GEAR TEETH, POSSIBLE ENGINE POWER LOSS. STRONGLY
SUSPECT STARTER MOTOR RUN-ON AFTER ENG START. STARTER RUN-ON CAN ONLY BE CAUSED BY A FAULTY
ACFT STARTER SWITCH OR RELAY. MOST STARTER RELAYS ARE AIRFRAME PARTS NOT REPLACED AT
OVERHAUL OR REPAIR OF ENG & STARTER. IF STARTER ADAPTER FAILURE OCCURS, RECOMMEND
TROUBLESHOOTING & FAILURE ANALYSIS OF ENTIRE ACFT STARTING SYS TO DETERMINE ROOT CAUSE IN
ORDER TO PREVENT RECURRENCE OF FAILURE. RECOMMEND THE ACFT STARTER RELAY BE REPLACED EVERY
10 YEARS OR 3,000 HRS OR EVERY 2ND ENGINE CHANGE, WHICHEVER COMES FIRST, & IF STARTER ADAPTER
FAILURE OR STARTER MOTOR FAILURE OCCUR.
2010FA0000426
CESSNA
CONT
4/23/2010
421B
GTSIO520*
CONTROL CABLE
LOOSE
RUDDER
THE CONTROL CABLE FOR THE RUDDER WAS UNDER TENSIONED AND THE FAIR LEAD MISSING AT FUSELAGE
STA 289.94 CAUSING THE CONTROL CABLE TO SAW INTO THE BULKHEAD .1250" DEEP. THE CABLE TENSION AND
CONDITION OF THE RUDDER CONTROL SYS WAS NOT CLOSELY INSPECTED DURING 100 HOUR INSPECTIONS.
2010FA0000439
CESSNA
CONT
GEARBOX
WORN
4/30/2010
421B
GTSIO520F
0894000208940001 MLG
AFTER TAKEOFF GEAR DID NOT FULLY RETRACT. THE RED GEAR IN-TRANSIT LIGHT REMAINED ILLUMINATED.
EMERGENCY GEAR EXTENSION WAS PERFORMED AND GOT (3) GREEN INDICATION. RETURNED TO AIRPORT AND
PLACED ACFT ON JACKS. RETRACT CHECK PERFORMED AND AFTER GEAR UNLOCKED AND STARTED TO
RETRACT A GRINDING GEAR NOISE WAS HEARD. THE REDUCTION UNIT WAS REMOVED AND FOUND THAT THE
GEAR ON THE REDUCTION UNIT AND THE GEAR IT DRIVES IN THE GEARBOX WERE WORN SO THAT THERE WAS
NOT ENOUGH TEETH ENGAGEMENT WHEN THE WEIGHT OF THE GEAR DURING RETRACT WAS APPLIED THE
TEETH WOULD SLIP AND GRIND ON EACH OTHER. APPEARED TO BE NORMAL WEAR. GREASE WAS PRESENT ON
GEARS.
2010FA0000504
CESSNA
PWC
UPLOCK SWITCH
INTERMITTENT
5/6/2010
510
PW615FA
65430087
UPLOCK ACTUATOR
( CNQR ) DURING APPROACH THE ACFT WENT TO EXTEND THE LANDING GEAR AND RECEIVED A LANDING GEAR
UNLOCK LIGHT. CYCLED THE GEAR SEVERAL TIMES WITH NO CHANGE OF STATUS. DECLARED AN EMERGENCY
AND BLEW THE GEAR DOWN USING THE EMERGENCY EXTENSION SYSTEM. ACFT LANDED SAFELY.
TROUBLESHOT TO THE UPLOCK SWITCH BEING STUCK IN THE CLOSED POSITION, REPLACED SWITCH, SYSTEM
OPS CHECKS GOOD IAW THE MM.
2010FA0000390
CESSNA
WILINT
DIFFUSER
DAMAGED
4/19/2010
525A
FJ443A
75327
ENGINE
CUSTOMER CALLED TO REPORT AN IFSD OF HIS ENGINE DURING AN ACFT FERRY FLIGHT. THE ACFT WAS GOING
TO TROUBLESHOOT AN OIL SMELL IN THE CABIN COMPLAINT. ENGINE 216118 HAS 1223 HOURS REPORTED AT
THIS TIME. A FIRE WARNING ANNUNCIATED AS THE AIRCRAFT WAS PASSING FL080 AT CLIMB OUT. PILOT NOTED
THE ITT HAD INCREASED BEYOND LIMITATIONS APPROX 1000 DEGREES C. THROTTLE POSITION WAS REDUCED
TO IDLE; VIBRATION WAS NOTED AND THE ENGINE WAS SHUTDOWN BY THE PILOT, AT THE SAME TIME THE FIRE
WARNING LIGHT WENT OUT. THE PILOT RETURNED TO DEPARTURE ON ONE ENGINE WITHOUT FURTHER
INCIDENT.
2010FA0000506
CESSNA
PCB
MALFUNCTIONED
5/10/2010
525B
631839721
ZONE 700
DEFECTIVE GEAR MONITOR PCB BOARD RESULTS IN ILLUMINATION OF GEAR UNLOCK WARNING LIGHT.
2010FA0000505
CESSNA
ACTUATOR
DEFECTIVE
5/6/2010
525B
99123707
NLG
DEFECTIVE NOSE LANDING GEAR ACTUATOR RESULTED IN ILLUMINATION OF GEAR UNLOCK WARNING LIGHT .
2010FA0000458
CESSNA
WILINT
LEVER
BINDING
3/28/2010
525B
FJ442A
6226208223
AUTOPILOT
AT START OF APPROACH, DISENGAGED AUTO-PILOT BUT FOUND CONTROLS AND TRIM STIFF OR JAMMED.
COMMANDED AUTO-PILOT DISCONNECT AGAIN BUT NO CHANGE. TRIED ELECTRIC TRIM ALSO BUT WITHOUT
CHANGE AND GOT NO TRIM MOTION. THEN SAW THAT AUTO-PILOT ENGAGE LEVER HAD NOT MOVED TO OFF
POSITION AS EPECTED AT DISENGAGE. MANUALLY MOVED LEVER TO AFT/OFF POSTION AND RE-GAINED
NORMAL FLIGHT CONTROLS. ENTIRE EVENT TOOK ABOUT 6 SECONDS. SUBSEQUENT SERVICE FOUND AUTOPILOT ENGAGE LEVER JAMMED AND FRICTION PREVENTING IT FROM MOVING BETWEEN ON AND OFF
POSITIONS.
2010FA0000430
CESSNA
CONT
CASTOR
DAMAGED
1/31/2010
A185F
IO520D
35A42100
MLG
OWNER/OPERATOR OF AMPHIBIOUS AEROCET 3400 FLOATS INSTALLED ON ACFT HAD BEEN MAINTAINING THE
FLOATS IAW THE MFG MM BY GREASING THE NOSE GEAR CASTOR ASSEMBLIES ONE HALF PUMP OF GREASE
SLOWLY WITH NO INDICATION OF ANY PROPLEM. AFTER TAKEOFF THE PILOT RETRACTED THE GEAR FOR A
SHORT FLIGHT. ON ARRIVAL THE GEAR WAS EXTENDED AND 4 GREEN LIGHTS WERE NOTED IN THE COCKPIT.
UPON LANDING ON A LIGHTLY SNOW COVERED BLACKTOP RUNWAY, THE ACFT WAS FOUND TO BE MISSING
BOTH FRONT CASTOR ASSEMBLIES. THE INTRODUCTION OF GREASE THROUGH THE GREASE FITTINGS
RELEASES THE LOCKING MECHANISM THAT ATTACHES THE CASTORS TO THE GEAR LEG. NO SAFETY WAS
DESIGNED INTO THE ASSY. THE PARTS MANUAL FOR THE FLOATS SHOWS AN UPDATED ASSY WITH 2 SAFETY
BOLTS IN EACH SIDE OF THE ASSY AND THE DWG WAS REVISED IN MARCH OF 2008. THE FLOATS MENTIONED
WERE MFG. ON FEB 2009, WITHOUT THE UPDATED PART INSTALLED FROM THE FACTORY. AT THIS TIME THERE
HAS BEEN NO SB ISSUED TO THE OWNER. ALSO, SEVERAL DISCREPANCIES WERE FOUND IN THE MM ON THE
GREASING PROCEDURE.
2010FA0000368
CESSNA
SWITCH
INOPERATIVE
4/16/2010
S550
991207612
MACH WARNING
OVERSPEED WARNING INOPERATIVE. TESTED ON GROUND AND FOUND OVERSPEED WARNING SWITCH, PN
9912076-12, SN 173 TO BE OUT OF CALIBRATION. R & R SWITCH WITH OVERHAULED UNIT, SN 259 (PROCURED
FROM MFG WITH A LAB TAG DATED AUG 12, 2009). TESTED AND UNIT FAILED. R & R SWITCH WITH INSPECTED
UNIT, SN 09J108 (PROCURED FROM MFG WITH A LAB TAG DATED OCT 31, 2009). TESTED AND UNIT FAILED. R & R
SWITCH WITH O/H UNIT, SN 152 (PROCURED FROM MFG WITH A LAB TAG DATED NOV 13, 2009). TESTED AND UNIT
FAILED. R & R SWITCH WITH O/H UNIT, SN 191 (PROCURED FROM MFG WITH A LAB TAG DATED MAR 3, 2010).
TESTED AND UNIT UNIT PASSED IAW AMM 34-11-10.
2010FA0000370
CESSNA
SWITCH
INOPERATIVE
4/16/2010
S550
991207612
MACH WARNING
OVERSPEED WARNING INOPERATIVE. TESTED ON GROUND AND FOUND OVERSPEED WARNING SWITCH, PN
9912076-12, SN 173 TO BE OUT OF CALIBRATION. R & R SWITCH WITH OVERHAULED UNIT, SN 259 (PROCURED
FROM MFG WITH A LAB TAG DATED AUG 12, 2009). TESTED AND UNIT FAILED. R & R SWITCH WITH INSPECTED
UNIT, SN 09J108 (PROCURED FROM MFG WITH A LAB TAG DATED OCT 31, 2009). TESTED AND UNIT FAILED. R & R
SWITCH WITH OVERHAULED UNIT, SN 152 (PROCURED FROM MFG WITH A LAB TAG DATED NOV 13, 2009). TESTED
AND UNIT FAILED. R&R SWITCH WITH OVERHAULED UNIT, S/N 191 (PROCURED FROM MFG WITH A LAB TAG DATED
MAR 3, 2010). TESTED AND UNIT UNIT PASSED IAW AMM 34-11-10.
2010FA0000509
CESSNA
SERVO
SHORTED
5/21/2010
S550
4006719914
ZONE 100
IN THE PROCESS OF TROUBLESHOOTING A PITCH PUMPING PROBLEM, A REPLACEMENT PITCH SERVO WAS
INSTALLED. AS SOON AS POWER WAS APPLIED TO AIRCRAFT, THE AUTOPILOT CIRCUIT BREAKER TRIPPED. THE
SERVICEABLE SERVO WAS FOUND TO HAVE PIN A, THE +28 VOLT MOTOR INPUT FOR CCW ROTATION, WAS
INTERNALLY SHORTED TO THE CASE OF THE SERVO. THIS SAME INCIDENT OCCURRED ON MARCH 3, 2010 WITH A
REPLACEMENT SERVO FROM THE SAME REPAIR STATION. THE FIRST INCIDENT DAMAGED THE AUTO PILOT
COMPUTER BEFORE THE CIRCUIT BREAKER TRIPPED. RECORD CHECKS REVEALED THIS SERVO TO BE THE
SAME ONE FROM THE PREVIOUS INCIDENT. FOLLOWING THE FIRST INCIDENT THE REPAIR STATION WAS
CONTACTED AND GIVEN A DETAILED DESCRIPTION OF THE FAILURE, TO INCLUDE THE SHORT BETWEEN PIN A
AND THE CASE. THE REPAIR REPORT THAT ACCOMPANIED THE SERVO WAS DATED MARCH 7, 2010 STATES DEAD
SHORT, FAILED ON INSTALL, BURNED AP COMPUTER. THE DISPOSITION STATES FINAL TESTED OK, RECERTIFY
UNIT AND RETURN TO SERVICE” AND IS DATED MARCH 15, 2010. THIS SUBMITTER BELIEVES THAT THE SERVO
TEST FIXTURES AND CONNECTOR BACKSHELLS NEED TO BE GROUNDED IN ORDER TO ENSURE THAT THIS TYPE
OF FAULT IS DISCOVERED PRIOR TO RETURNING A PART TO SERVICE.
2010FA0000475
CESSNA
ACTUATOR
MALFUNCTIONED
3/26/2010
TR182
12805149
NLG
ACFT LANDED WITH RT MAIN GEAR NOT DOWN AND LOCKED. FOUND POWER PAC WITH NO HYD FLUID IN IT.
FLUID LOSS CAUSED BY NOSE GEAR ACTUATOR LEAK. WHILE INSP PARTS, FOUND O-RING ON PISTON SHAFT
DAMAGED AND BACKUP RING BROKEN. ALSO, PISTON SHAFT PN 1280241-2 AND BEARING PN 1280600-5 WORN.
BELIEVE WEAR ON PISTON SHAFT AND BEARING ALLOWED O-RING AND BACKUP TO FAIL.
2010FA0000473
CESSNA
CONT
3/9/2010
U206G
IO520*
WIRE
OVERHEATED
AUTOPILOT DISABLED IAW FAR 91.213. FOUND WIRES FROM CIRCUIT BREAKER TO AUTOPILOT OVERHEATED. IT
IS BELIEVED THAT THE PILOTS CUT THE PLASTIC TIE WRAP ON THE CIRCUIT BREAKER AND USED THE
AUTOPILOT ANYWAY. THE AUTOPILOT FUNCTIONS ON MANUAL HEADING ONLY. RECOMMEND FAR 91.213 BE
REVISED TO SAY " AT ANNUAL INSP ALL INOP EQUIPMENT WILL BE REMOVED OR FIXED".
2010FA0000393
CIRRUS
CONT
CRANKCASE
CRACKED
4/5/2010
SR20
IO360ES
64928610
ENGINE
DURING A SCHEDULED INSPECTION AND UPON VISUAL INSPECTION A CRACK IN THE CRANKSHAFT CASE WAS
DISCOVERED.
2010FA0000394
CIRRUS
CONT
CRANKCASE
CRACKED
4/16/2010
SR20
IO360ES
64928610
ENGINE
DURING A SCHEDULED INSP AND UPON VISUAL INSP A CRACK IN THE CRANKSHAFT CASE WAS DISCOVERED.
2010FA0000395
CIRRUS
CONT
CRANKCASE
CRACKED
4/5/2010
SR20
IO360ES
64928610
ENGINE
DURING A SCHEDULED INSP AND UPON VISUAL INSP A CRACK IN THE CRANKSHAFT CASE WAS DISCOVERED.
2010FA0000398
CIRRUS
CONT
CRANKCASE
CRACKED
9/15/2009
SR20
IO360ES
64928610
ENGINE
(CE8S) DURING A SCHEDULED INSP AND UPON VISUAL INSP A CRACK IN THE CRANKSHAFT CASE WAS
DISCOVERED.
YD5R2010F00101
CIRRUS
BRUSHES
WORN
5/6/2010
SR22
ALE13A
ALTERNATOR
ALTERNATOR WAS WORKING AT TIME OF REMOVAL FOR OTHER DISCREPANCY ((YD5R)) (LEAKING SEAL). BRUSH
HSG WAS REMOVED TO CHECK CONDITION DUE TO TIME ON COMPONENT. UPON REMOVAL (SEVERAL PIECES OF
THE BRUSH ASSEMBLIES FELL OUT OF HOLDER. BOTH CARBON BLOCKS WERE WORN TOO NEAR MINIMUM .25".
ONE BRUSH HAD BROKEN COPPER WIRE FLUSH WITH CARBON BLOCK. COPPER LEAD WAS MISSING
COMPLETELY. THE BRUSH HAD ITS COPPER LEAD COMPLETELY SEVERED AT MID SPAN (WIRE IS ABOUT 1 INCH
LONG BETWEEN CARBON AND CONTACT BUTTON. THE CARBON BRUSHES ARE CONSIDERED A WEAR ITEM. IT IS
EXPECTED THAT THE CARBON WILL WEAR DOWN OVER TIME. HOWEVER, BROKEN OR MISSING WIRE LEADS
SHOULD NOT BE CONSIDERED NORMAL WEAR. THE COPPER LEAD NEEDS TO BE MORE ROBUST. THE CURRENT
DESIGN IS TOO FRAGILE FOR ITS WORKING ENVIRONMENT.
YD5R2010F00102
CIRRUS
CONT
BRUSH HOLDER
DAMAGED
4/29/2010
SR22
IO550N
ALE3045BS
ALTERNATOR
23-80.001 COMMUNICATIONS DISC EXCESS STATIC IN HEADSET INTERMITTNETLY ((YD5R)) INTERFERES WITH
RECEPTION ON BOTH COMS. ISOLATED NOISE TO BE FROM ALTERNATOR (1) (NOISE GOES AWAY WHEN UNIT IS
TURNED OFF). PERFORMED INSP IAW (KAES SIL-A-135). FOUND INBD BRUSH SPRING TO BE COLLAPSED. IT WAS
NOT APPLYING ANY FORCE ON BRUSH TO KEEP POSITIVE CONTACT AGAINST COMMUTATOR RING. (BRUSH
APPEARED TO BE FLOATING) THIS LIKELY HAD CAUSED EXCESS ARCING EVEN THOUGH POWER OUTPUT WAS
NORMAL. IT WAS ALSO FOUND THAT 75 PERCENT OF THE WIRE STANDS WIRE BROKEN ON BOTH BRUSHES.
REPLACEMENT OF BRUSH HOLDER ASSY FIXED EMI NOISE ISSUE. THE FRAGILE NATURE OF THE BRUSH DESIGN
APPEARS TO BE THE MAIN ISSUE AND NEEDS TO BE ADDRESSED BY MFG TO CREATE A MORE ROBUST DESIGN.
2010FA0000455
CIRRUS
CONT
SPARK PLUG
CRACKED
5/10/2010
SR22
IO550N
RHB32S
ENGINE
CHAMPION SPARK PLUG, PART NUMBER RHB32S, BATCH 2D05 FIVE (5) SPARK PLUGS WITH CRACKS. 400 HOURS
OF OPERATING TIME ON THE SPARK PLUGS. THE CENTER ELECTRODE ON 2 SPARK PLUGS DEVELOPED CRACKS
ON THE TIPS. THE WIRE ELECTRODE ON 2 OTHER SPARK PLUGS DEVELOPED A CRACK GOING LENGTHWISE
ALONG THE WIRE. ONE SPARK PLUG HAD CRACKS ON BOTH, THE CENTER ELECTRODE AND WIRE.
2010FA0000416
CIRRUS
CONT
4/23/2010
SR22
IO550N
CONTROL MODULE
FAILED
ENGINE
PILOT WAS FLYING ALONG AND NOTICED THE ALTERNATOR 1 CIRCUIT BREAKER TRIPPED. UPON LANDING THE
LOCAL SHOP FOUND THE FIELD CONTROL MODULE TO BE FAULTY. REPLACED MODULE AND EVERYTHING WAS
OK.
2010FA0000407
CIRRUS
CONT
4/8/2010
SR22
IO550N
WIRE
BROKEN
ALTERNATOR BRUSH
(YD5R) WHILE COMPLING WITH A 500 HR INSPECTION, THE BRUSH HOLDER ASSY WAS REMOVED FOR INSP OF
BRUSHES. IT WAS FOUND THAT (1) BRUSH HAD A BROKEN WIRE. THE WIRE HAD PULLED AWAY FROM THE
CONTACT BUTTON. TT ON COMPONENT ONLY 30.0 HOURS. IT WAS LIKELY CAUSED BY AN IMPROPER CRIMP OR
SOLDIER JOINT DURING MFG.
2010FA0000413
CIRRUS
CONT
SPARK PLUG
CRACKED
3/25/2010
SR22
IO550N
RHB32S
ENGINE
(5CSR) DURING ROUTINE MX OF SPARK PLUGS IT IS FOUND THA THE CTR ELECTRODE INSULATING CERAMIC IS
CRACKED AND/OR MISSING CHUNKS. ON AVERAGE, ARE FINDING ABOUT (1) OUT OF 20 SPARK PLUGS OF THIS
MODEL HAVE THIS CONDITION AND THIS HAS BEEN THE CASE FOR ABOUT THE PAST YEAR. SUSPECT THERE IS A
MFG PROBLEM WITH EITHER THE MATERIAL OR THE DIMENSIONS CAUSING WEAT POINT STRESS POINTS IN THE
CERAMIC CAUSING THE FAILURE. RECOMMEND INSP OF THE MFG PROCESS AND MATERIALS. IT IS ALSO
POSSIBLE THERE IS INADIQUATE INSTRUCTION ON SPARK PLUG SERVICEING TECHNIQUE AND DUE TO
IMPROPER SERVICEING FOREIGH MATERIAL COULD BE CAUSING THE STRESS POINTS.
0415105365
CNDAIR
COUPLING
BROKEN
4/15/2010
CL6002B16
A44C13
RT WING L/E
( LY1R) ANTI-ICE "DUCT" MESSAGE DISPLAY ON CAS DURING CLIMBOUT. REMOVED V-BAND CLAMP COVER AT RT
WING L/E (WS-258) AND FOUND BROKEN V-BAND CLAMP ON WING ANTI-ICE DUCTING. R & R V-BAND CLAMP (PN
A44C13), INSPECTED, TESTED AND RETURNED ACFT TO SERVICE. THE CLAMPS SECURING BOLT WAS BROKEN AT
THE BASE WHERE THE THREADS START. THE FOLLOWING MANUALS WERE REFERENCED FOR THIS REPAIR, MM
30-11-00-710-801 AND SPM 20-30-00-910-805.
2010FA0000472
COLUMB
CONT
4/30/2010
LC41550FG400
TSIO550C
CLAMP
WRONG PART
OIL LINE
WRONG SIZE ADEL CLAMP ON OIL LINE TO WASTEGATE UNDERNEATH OIL SUMP. THE CLAMP MOVED ON ENGINE
MOUNT CAUSING CONTACT BETWEEN THE METAL BAND ON OIL LINE AND THE SUMP. CHAFING OCCURRED
RESULTING IN MATERIAL LOSE OF OIL SUMP. REPLACED CLAMP WITH PROPER SIZE, REPLACED OIL SUMP WITH
NEW AND CHECKED OIL LINE FOR SECURITY.
K08R10FA0000470
DHAV
PWA
BEARING RACE
DAMAGED
3/29/2010
DHC7102
PT6*
7384301
NR 3 PROP BLADE
(K08R) UPON DISASSEMBLY OF THE PROPELLER ASSY, FOLLOWING REMOVAL FOR TIME CHANGE. THE NR 3
PROPELLER BLADE, PN PFA12D1-9, SN 862170, BEARING RACE WAS FOUND TO BE SIGNIFICANTLY DAMAGED
WITH CONSIDERABLE SPALLING WITHIN THE RACE SURFACES WITH CRACKS AND THE END OF THE RACE HALF
BROKEN OFF.
V0XR201004280001
DHAV
PWA
SHEAR WEB
CORRODED
4/28/2010
DHC8106
PW120
85330431
ZONE 100
(V0XR) LT REAR BAGGAGE FLOOR INBD OF AFT DOOR SILL IS CORRODED BEYOND LIMITS. REMOVED AND
REPAIRED BAGGAGE COMPARTMENT FLOOR, SHEAR WEB. W/C 1082.
V0XR201004280002
DHAV
PWA
SKIN
CRACKED
4/28/2010
DHC8106
PW120
85711069
ZONE 100
(V0XR) CRACK ON LT WING UPPER SKIN LADDER PLATE OTBD OF AFT CORNER UNDER PANEL 522AT AT WS YW
137.0. REPAIRED WING UPPER SKIN LADDER PLATE. W/C 5073.
V0XR201004280003
DHAV
PWA
SKIN
DENTED
4/28/2010
DHC8106
PW120
85320282
ZONE 100
(V0XR) DENT ON RT FUSELAGE AT 1.5 INCHES FWD OF STA X312.35 BETWEEN STR 7R AND 8R IS BEYOND LIMITS.
REPAIRED DENT ON RT FUSELAGE. W/C 2182.
2010FA0000348
DIAMON
CONT
STARTER
MISMANUFACTURED
3/15/2010
DA20C1
IO240B
C12ST2S
ENGINE
ENGINE OIL SYS FOUND CONTAMINATED WITH FERROUS METAL. AFTER REMOVING STARTER, GOUGES WERE
FOUND IN STARTER NOSE BOWL FROM PINION GEAR. PROPELLER WAS ROTATED THROUGH, REVEALING
DAMAGE TO MANY CLUSTER GEAR TEETH, INCLUDING ONE HAVING BEEN BROKEN OFF. THE STARTER PINION
GEAR HAS (8) TEETH, WHILE THE MM DESCRIBES A NINE-TOOTH PINION GEAR. THE NOSE BOWL CASTINGS OF
THESE (2) STARTERS APPEAR TO HAVE BEEN MFG TO DIFFERENT SPECIFICATIONS.
U43R2010AF0000185 DIAMON
LYC
PUMP
FAILED
3/30/2010
IO360M1A
5100009
FUEL SYSTEM
DA40
3ND FLIGHT OF THE DAY, DURING PRE-FLIGHT INSPECTION. CREW DID A FUNCTION CHECK OF THE ELECTRIC
FUEL PUMP, IT WAS NOT EVEN MAKING SOUNDS.
U43R2010AF0000186 DIAMON
LYC
PUMP
FAILED
5/5/2010
IO360M1A
5100009
FUEL SYSTEM
DA40
SUBMITTED SDR FOR THIS TYPE OF FAILURE EARLIER AND IDENTIFIED THE SERIAL NR OF THIS PUMP THAT
FAILED. THE PUMP FROM THE FACTORY WAS SN 9693, WHEN IT FAILED WE INSTALLED PUMP SN 9888A. THIS
PUMP DURING THE 2ND PREFLIGHT WAS FOUND TO NOT PRODUCE ENOUGH PSI (10.7). IT HAS NOW BEEN
REPLACED AFTER ONLY 47.1 HRS TIME IN SERVICE WITH PUMP SN 10235A. ACFT P/N D41-2823-10-00-CS
(MANUFACTURER P/N 5100-00-9) OUT OF 20 AIRCRAFT 17 HAVE HAD TO HAVE THIS PART CHANGED. 11 HAVE HAD
IT CHANGED TWICE, 3 OF THE 20 THREE TIMES. THE MOST TIME ON 1 PUMP IS 388.2 HRS AND IS STILL WORKING.
THE LEAST AMOUNT OF TIME IN SERVICE FOR A PUMP 11.5 HRS. THE AVERAGE LIFE TIME IS 144.0 HRS TIME IN
SERVICE.
2010FA0000424
DIAMON
THIELT
ECU
MALFUNCTIONED
4/29/2010
DA42
TAE12501
02761055181R1
ZONE 400
AFTER A SERIES OF 3 POWER OFF STALLS (BOTH GEAR/FLAPS UP & DOWN), APPLICATION OF FULL THROTTLE (IN
ORDER TO RECOVER) RESULTED IN 65 TO 75 PERCENT POWER (MAX,100 PERCENT POWER NOT AVAILABLE) 2
OUT OF 3 ATTEMPTS, RT ENGINE, OPERATED NORMALLY. THIS WAS THE SECOND FLIGHT WITH THE SAME
RESULTS. ELECTRONIC ENGINE CONTROL (ECU) OR SOFTWARE APPEARS TO BE THE PROBLEM, HOWEVER,
THERE WAS NO MALFUNCTION NOTED ON EITHER THE INSTRUMENT PANEL AT THE TIME OF THE MALFUNCTION
OR DID WE NOTE AN ERROR CODE WHEN THE FLIGHT DATA WAS DOWNLOADED AND FORWARDED TO THE MFG
TECHNICAL SERVICE. WHAT IS MOST ALARMING IS THAT THE MFG TECH PERSON HAVE BEEN AWARE OF THIS
PROBLEM FOR SOME TIME, YET NO INFORMATION WAS DISTRIBUTED THROUGH NORMAL CHANNELS TO ADVISE
ACFT OPERATORS OF THE DISCREPANCY. ACCORDING TO THE TECH REP THIS HAS BEEN AN ONGOING
PROBLEM SPECIFICALLY WITH FLIGHT TRAINING ACFT AFTER STALLS HAVE BEEN PRACTICED.
2010FA0000499
EMB
FITTING
CRACKED
5/20/2010
EMB135BJ
500189
OXYGEN SYSTEM
THE CUSTOMER REPORTED THAT THE CREW OXYGEN SYSTEM LOST PRESSURE OVER A FEW DAYS. DURING
TROUBLESHOOTING OF THE SYSTEM THE TECHNICIAN FOUND THE ADAPTER FITTING, P/N 500189, LOCATED
BETWEEN THE TUBING NUT AND THE PRESSURE GAUGE, P/N 171013-00, FOR THE CREW OXYGEN BOTTLE,
LOCATED IN EXTERNAL OXYGEN SERVICING PANEL. FURTHER INSPECTION REVEALED THAT THE FITTING WAS
CRACKED LONGITUDINALLY ON THE FEMALE PORTION OF THE FITTING, WHICH IS A PIPE THREAD. THIS CRACK IS
EXACTLY THE SAME AS PREVIOUSLY REPORTED AND PRINTED IN AC 43-16A. A NEW GUAGE, P/N 171013-00 WHICH
INCLUDES THE FITTING, P/N 500189, WAS INSTALLED AND LEAK CHECKED. NO LEAKS WERE NOTED.
V0XR201005030022
EMB
STRIP
CRACKED
5/3/2010
EMB145EP
14572021002
ZONE 100
RT WING TO FUSELAGE FAIRING STRIP X=12473.0 - X=13893.0 IS CRACKED. REMOVED AND REPLACED STRIP. W/C
2135
V0XR201005030011
EMB
STRUCTURE
CRACKED
5/3/2010
EMB145EP
14531597002
ZONE 200
(V0XR) RT SIDE BOTTOM PART OF VERTICAL AT FR 77 STG 01L IS CRACKED BEYOND LIMITS. R & R SHAPE L, W/C
3058.
V0XR201005030017
EMB
FLOOR SUPPORT
CORRODED
5/3/2010
EMB145EP
14520600003
ZONE 100
(V0XR) BEAM FR 20 BETWEEN LT OMEGA BEAM AND CTR OMEGA BEAM IS CORRODED BEYOND LIMITS. R & R
BEAM. W/C 1102.
V0XR201005030018
EMB
GUIDE
BROKEN
5/3/2010
EMB145EP
14534469001
CABLE
(V0XR) LEFT NR 2 CABLE GUIDE BROKEN. R & R CABLE GUIDE. W/C 1118.
V0XR201005030006
EMB
CHANNEL
CORRODED
5/3/2010
EMB145EP
14521713005
ZONE 100
(V0XR) CTR HAT CHANNEL BEAM AT FR 16-25 Y0.0 IS CORRODED BEYOND LIMITS. R & R HAT CHANNEL BEAM. W/C
1081.
V0XR201005030001
EMB
SILL
CORRODED
5/3/2010
EMB145EP
14521725615
ZONE 100
(V0XR) RT SILL AFT OF SERVICE DOOR FR 22-23 RY 780.0 IS CORRODED BEYOND LIMITS. R & R SILL. W/C 1063.
V0XR201005030002
EMB
DOUBLER
CORRODED
5/3/2010
EMB145EP
14522461011
ZONE 100
(V0XR) DOUBLERS FOR RT BEAM FR 20-22 RY 479.0 ARE CORRODED BEYOND LIMITS. R & R DOUBLERS. W/C 1066
V0XR201005030003
EMB
GUSSET
CORRODED
5/3/2010
EMB145EP
14522460013
ZONE 100
(V0XR) GUSSET AT CTR BEAM FR 18-23 RY Y0.0 IS CORRODED BEYOND LIMITS. R & R GUSSET. W/C 1067.
V0XR201004280004
EMB
ALLSN
SEAT TRACK
CORRODED
4/28/2010
EMB145EP
AE3007A
14532605001
ZONE 100
(V0XR) RT UPPER SEAT TRACK FR 23-30 IS CORRODED BEYOND LIMITS. R AND R RT SEAT TRACK. W/C 1095.
V0XR201004290001
EMB
ALLSN
SILL
CORRODED
4/29/2010
EMB145EP
AE3007A
14521725013
ZONE 100
(V0XR) RT SILL FWD OF SERVICE DOOR FR 17-20 RY 780.0 IS CORRODED BEYOND LIMITS. R & R RT SILL. W/C
1065.
V0XR201004290002
EMB
ALLSN
FLOOR SUPPORT
CORRODED
4/29/2010
EMB145EP
AE3007A
14521725013
ZONE 100
(V0XR) OMEGA BEAM AT FR 20 RY 479.0 IS CORRODED BEYOND LIMITS. R & R BEAM. W/C 1070.
V0XR201004290003
EMB
ALLSN
FLOOR SUPPORT
CORRODED
4/29/2010
EMB145EP
AE3007A
14521718007
ZONE 100
(V0XR) FLOOR SUPPORT ANGLE AT LY 479.0 FR 19-20 IS CORRODED BEYOND LIMITS. R & R ANGLE. W/C 1071.
V0XR201004280005
EMB
ALLSN
SEAT TRACK
CORRODED
4/28/2010
EMB145EP
AE3007A
14532606011
ZONE 100
(V0XR) LT UPPER SEAT TRACK FR 17-23 IS CORRODED BEYOND LIMITS. R & R LT SEAT TRACK. W/C 2106.
V0XR201004300002
EMB
ALLSN
PROFILE
CORRODED
4/30/2010
EMB145EP
AE3007A
14525140023
ZONE 100
(V0XR) PROFILE AT FR 17-18 OUTBOARD OF LY 479.0 IS CORRODED BEYOND LIMITS. R & R PROFILE. W/C 1078.
V0XR201004300003
EMB
ALLSN
CHANNEL
CORRODED
4/30/2010
EMB145EP
AE3007A
14521719003
ZONE 100
(V0XR) CTR HAT CHANNEL BEAM AT Y0.0 IS CORRODED BEYOND LIMITS. R & R BEAM. W/C 1083.
V0XR201004300004
EMB
ALLSN
PROFILE
CORRODED
4/30/2010
EMB145EP
AE3007A
14524187003
ZONE 100
(V0XR) PROFILE AT FR 22 FROM OMEGA BEAM TO RY 780.0 IS CORRODED BEYOND LIMITS. R & R BEAM. W/C 1117.
V0XR201004300001
EMB
ALLSN
PROFILE
CORRODED
4/30/2010
EMB145EP
AE3007A
14524199401
ZONE 100
(V0XR) PROFILE AT FR 17 LY 479.0 -780.0 IS CORRODED BEYOND LIMITS. R & R PROFILE. W/C 1077.
V0XR201005030019
EMB
ALLSN
GUIDE
BROKEN
5/3/2010
EMB145EP
AE3007A
14534802003
ZONE 100
(V0XR) LEFT NR 4 CABLE GUIDE BROKEN. R & R CABLE GUIDE.
V0XR201005030013
EMB
ALLSN
SILL
CORRODED
5/3/2010
EMB145EP
AE3007A
14522178605
ZONE 100
(V0XR) SERVICE DOOR SILL IS CORRODED BEYOND LIMITS. R & R SILL.
V0XR201005030009
EMB
ALLSN
ANGLE
CRACKED
5/3/2010
EMB145EP
AE3007A
14590083005
ZONE 100
(V0XR) ANGLE AT FR 14 LY 780.0 IS CRACKED BEYOND LIMITS. R & R ANGLE.
V0XR201005030005
EMB
ALLSN
GUSSET
CORRODED
5/3/2010
EMB145EP
AE3007A
14522460015
ZONE 100
(V0XR) GUSSET AT FR 16.5-18 LY 479.0 - Y0.0 IS CORRODED BEYOND LIMITS. REMOVED AND REPLACED GUSSET.
V0XR201005030021
EMB
RROYCE
STRIP
CRACKED
5/3/2010
EMB145EP
AE3007A1
14572167001
W-B FAIRING
(V0XR) LT WING TO FUSELAGE FAIRING STRIP X=14967.0 - X=16143.5 IS CRACKED. R & R STRIP. W/C 2132.
2010FA0000456
EMB
FLASHLIGHT
INOPERATIVE
5/11/2010
EMB145LR
P4010030
CABIN
F/O'S FLASHLIGHT INOP.
V0XR201005040001
EMB
ALLSN
SEAT TRACK
CORRODED
5/4/2010
EMB145LR
AE3007A
14530659011
ZONE 100
(V0XR) LT LOWER SEAT TRACK FR 17-23 IS CORRODED BEYOND LIMITS. R & R SEAT TRACK.
V0XR201005040002
EMB
ALLSN
SEAT TRACK
CORRODED
5/4/2010
EMB145LR
AE3007A
14532605015
ZONE 100
(V0XR) RT UPPER SEAT TRACK FR 36-46 IS CORRODED BEYOND LIMITS. R & R SEAT TRACK.
2010FA0000448
EMB
STALL WARNING
MALFUNCTIONED
5/5/2010
EMB500
SX7EG181
COCKPIT
DURING PREFLIGHT STICK PUSHER WOULD NOT TEST THE FIRST TIME THE STALL WARNING SYSTEM WAS
TESTED AFTER APPLYING ELECTRICAL POWER TO THE AIRPLANE. SUBSEQUENT TESTS WERE NORMAL.
2010FA0000449
EMB
CONTROL UNIT
INTERMITTENT
5/5/2010
EMB500
900050343
BRAKE SYSTEM
DURING ENGINE START, "BRAKE FAIL" CAS MESSAGE WAS DISPLAYED FOR A FEW MOMENTS THEN WOULD
EXTINGUISH. BRAKES WERE ALWAYS OPERATIONAL.
2010FA0000450
EMB
ELECTRICAL SYS
5/5/2010
EMB500
SX7EG181
MALFUNCTIONED
RECEIVE AN "ELEC XFR FAIL" CAS MESSAGE DURING EVERY ENGINE START, THEN GOES AWAY AFTER A FEW
MOMENTS.
2010FA0000471
EMB
COOLING FAN
INOPERATIVE
5/14/2010
EMB500
SF9202D00
HYD POWERPACK
THE HYD POWER PACK COOLING FAN WAS FOUND INOPERATIVE.
2010FA0000468
EMB
TRANSDUCER
INTERMITTENT
5/14/2010
EMB500
90005036
WHEEL SPEED
DURING TAXI, ACFT PULLS TO THE LT DURING APPLICATION OF THE BRAKES. THE RT WHEEL SPEED
TRANSDUCER WAS DISPLAYING 0 KTS INTERMITTENTLY WHILE ACFT WAS IN MOTION.
2010FA0000469
EMB
PWA
SERVO
OUT OF TOLERANCE
5/14/2010
EMB500
PT6A114A
0110143601
AUTOPILOT
RUDDER AUTO PILOT SERVO MOUNT SLIP CLUTCH COULD NOT BE ADJUSTED TO AMM LIMITS.
2010F00104
EMB
BUSHING
CRACKED
5/8/2010
ERJ170100SE
14G0311203
THRUST REVERSER
PROBLEM FOUND ON AIRCELLE THRUST REVERSER REMOVED FROM ACFT, UPON PRELIMINARY INSPECTION AT
APPLIED COMPOSITES ENGINEERING (ACE) IT WAS DISCOVERED THAT THE FWD HINGE BUSHING P/N 14G0311203 WAS CRACKED ACROSS THE SHOULDER AND AROUND THE TRANSITION FROM THE RADIAL TO THE FLANGE
ON THE OUTSIDE OF THE BUSHING.PHOTOGRAPHS OF THE BUSHING ARE ON FILE AT THE REPAIR STATION.
2010FA0000497
FOUND
LYC
BAFFLE
CRACKED
5/13/2010
FBA2C1
IO540*
56G23399
OIL SYSTEM
DURING ENGINE MAINTENANCE THAT REQUIRED THE REMOVAL OF THE OIL SUMP THE INTERNAL OIL SUMP
BAFFLE (P/N 56G23399) WAS FOUND BADLY CRACKED (APPROX. 4" LONG) ON THE PAN SHEET, ALONGSIDE THE
RIVET LINE FOR THE BACK BONE STIFFENER. ADDITIONALLY, 5 OF THE 6 MOUNTING HOLES WERE CRACKED,
WITH 2 OF THEM BEING COMPLETELY BROKEN OUT IN A CIRCLE LEAVING THE BOLTS PROVIDING NO SUPPORT
TO THE BAFFLE. UPON FURTHER EXAMINATION THERE WAS NO EVIDENCE OF THIS BAFFLE CONTACTING THE OIL
SUMP AS REFERANCED IN LYCOMING SERVICE BULLETIN 579. THIS COMPONENT HAS 329.3 HOURS SINCE NEW.
2010FA0000479
GULSTM
GARRTT
SCAVENGE PUMP
DIRTY
4/10/2010
690C
TPE3315
3108138
LT ENGINE
DURING FLIGHT, LT ENGINE OIL TEMP NEARED RED LINE BUT DID NOT GO OVER. NO OTHER ENGINE
PARAMETERS HAD ANY DEFECT. THE PILOT SHUTDOWN THE LT ENGINE AS A PRECAUTION AND LANDED WITH
NO OTHER INCIDENTS. MX REMOVED REAR SCAVANGE PUMP AND CLEANED OIL RESIDUE FROM JET TUBE AND
FROM TRANSFER TUBE. INSTALLED NEW SEALS AND GASKETS, INSPECTED FILTER WITH NO DEFECTS, AND
CHANGED OIL. GROUND RUNS AND 2.7 HOUR FLIGHT BACK TO AIRPORT CONFIRMED OIL TEMP STAYED IN GREEN
AND MATCHED THE RT ENGINE EXACTLY. NO OTHER FAULTS FOUND.
2010FA0000498
GULSTM
CONTROL CABLE
WORN
5/20/2010
G1159
1159C20076113
AILERON
DURING A PREFLIGHT INSPECTION WITH THE AILERON UP, EXCESSIVE WEAR OF THE FORWARD OUTBOARD
AILERON CABLE WAS NOTED AT THE RBS 189 FAIRLEAD. THE PHENOLIC PROTECTOR WAS IN GOOD CONDITION
EVEN THOUGH THE CABLE HAD BEEN RUBBING ON IT. MANY STRANDS WERE WORN THROUGH AND THEY WERE
BURNISHED TO THE POINT WHERE A RAG DRAGGED ACROSS THEM DID NOT CATCH. THE LEFT AILERON CABLE
HAD 40 STRANDS BROKEN; RIGHT AILERON CABLE HAD 20 STRANDS BROKEN. THE WEAR WAS NOTICED ONLY
BECAUSE OF THE DIVOT IN THE CABLE. THIS IS A VERY DIFFICULT LOCATION TO SEE AND THE WEAR IS ONLY
VISIBLE WHEN THE AILERON IS UP ON THE SIDE YOU'RE INSPECTING. I'D RECOMMEND AN INITIAL INSPECTION OF
THIS CABLE WITH THE AILERON UP (ON THE SIDE BEING INSPECTED), AND ADD A NOTE ON THE 36 MONTH WING
REAM BEAM INSPECTION TO LOOK FOR AILERON CABLE WEAR AT THE RBS 189 FAIRLEAD WITH THE AILERON
UP.
2010F00114
GULSTM
RROYCE
WINDSHIELD
CRACKED
1/3/2009
G1159A
SPEY511*
1159SCB31021
COCKPIT
LEFT WINDSHIELD OUTER PANE CRACKED AT FL410, DESCENT TO 10,000 FT AND RETURNED TO AIRPORT. NO
LOSS OF PRESSURIZATION
2010FA0000399
GULSTM
RROYCE
BATTERY PACK
INOPERATIVE
4/22/2010
GIV
SPEY51114
PAC5005
EMERGENCY LIGHTS
EMERGENCY LIGHTS SEAT ROW 32AB THRU 41AB INOP.
2010FA0000392
GULSTM
RROYCE
WHEEL
LOOSE
4/17/2010
GIV
TAYMK6108
50084471
MLG
MAIN WHEEL NR2 (ABS) WHEEL WEIGHT SCREW FELL OUT CAUSING WEIGHTS TO SWING IN TOWARDS THE GEAR,
DAMAGING THE BREAK LINE (CREASING LINE). APPEARS THAT LOCKING INSERT ON WHEEL FAILED, SCREW
INSTALLED WAS WRONG SIZE, OR SCREW WAS NEVER INSTALLED. WHEEL OVERHAULED..
2010F00109
HAWBEE
PWC
PUMP
MAKING METAL
11/19/2009
4000
PW308A
303243800
HYD SYSTEM
DPI FOUND EXTENDED DURING INITIAL 100 HOUR INSPECTION. REMOVED FILTER AND FOUND METAL IN FILTER
AND FILTER HOUSING. REPLACE RT HYDRAULIC ENGINE DRIVEN PUMP.
2010F00110
HAWBEE
PWC
PUMP
MAKING METAL
4/23/2010
4000
PW308A
3032438001
HYD SYSTEM
DPI FOUND EXTENDED DURING PF INSPECTION. REMOVED FILTER AND FOUND MINOR METAL IN FILTER AND
FILTER HOUSING. REPLACE RT HYDRAULIC ENGINE DRIVEN PUMP.
2010FA0000443
HUGHES
LYC
STRUT
BROKEN
4/30/2010
269C
HIO360*
269A5423009
ZONE 100
(OG5S) DURING UNSCHEDULED MX THE LOWER DRIVE SUPPORT STRUT WAS FOUND TO BE CRACKED 90
PERCENT THROUGH THE TUBE WHERE THE UPPER ATTACH LUG IS WELDED. UPON REMOVAL THE LUG
COMPLETELY SEPARATED FROM THE TUBE. IF TUBE HAD SEPARATED DURING FLIGHT LOSS OF MAIN ROTOR
TORQUE WOULD HAVE OCCURRED.
2010FA0000401
HUGHES
4/22/2010
369D
COLLECTIVE STICK
369H7353
CRACKED
ZONE 100
FOUND A CRACK IN THE PILOT'S COLLECTIVE STICK. THE CRACK RADIATES.
2010FA0000447
HUGHES
ALLSN
5/5/2010
369E
250C20B
FIREWALL
CRACKED
BS 124
CRACK AT STA 124, ENGINE FIREWALL, M/R TRANSMISSION OIL COOLER LINES AREA.
2010FA0000445
HUGHES
ALLSN
2/16/2010
369E
250C20B
FIREWALL
CRACKED
BS 124
CRACK AT STA 124, ENGINE FIREWALL, M/R TRANSMISSION OIL COOLER LINES AREA.
2010FA0000446
HUGHES
ALLSN
4/8/2010
369E
250C20B
FIREWALL
CRACKED
BS 124
CRACK AT STA 124, ENGINE FIREWALL, M/R TRANSMISSION OIL COOLER LINES AREA.
2010FA0000511
HWKSLY
GARRTT
1/21/2009
HS125600A
TFE7313D
CABIN PRESSURE
FAILED
AFTER INITIAL TO FL260 THE CREW HEARD A LOUD SOUND FOLLOWED BY AN IMMEDIATE RAPID LOSS OF
PRESSURIZATION.
JGVR2010F00103
ISRAEL
GARRTT
5/7/2010
1125
TFE7313C
ATTACH BRACKET CORRODED
AILERON
( JGVR ) DURING A SCHEDULED A-CHECK INSPECTION, CORROSION WAS FOUND ON THE LT AILERON ACTUATOR
ATTACH BRACKET. STARTED REMOVING CORROSION AND FOUND CORROSION MIGRATING BENEATH
COMPOSITE LAYERS. CUSTOMER ELECTED TO REPLACE LT AILERON.
YN8R10676
LANCAR
CONT
MAGNETO
FAULTY
5/17/2010
LC42550FG
IO550N
105005561
ENGINE
(YN8R) UPON PERFORMING ENGINE RUN-UP, ENGINE PERFORMANCE NOTED UNSATISFACTORY. PROBLEM
ISOLOATED BY MX TO BE SEVERELY RETARDED TIMING VALUES ON BOTH MAGNETOS. SUSPECT BROKEN OR MIS
ASSEMBLED IMPULSE COUPLING SPRINGS IN BOTH MAGNETOS. AWAITING TEAR-DOWN REPORT FOR DETAILS.
PARTS UNDER WARRANTY AND UNABLE TO DISASSEMBLE PRIOR TO RETURNING TO MFG. BOTH MAGS SAME PN,
MAGNETO SN'S: D08JA296 AND D08JA286
2010FA0000396
LEAR
GARRTT
LINE
CHAFED
4/21/2010
35A
TFE731*
250600214
FUEL SYSTEM
THE SOURCE OF A FUEL LEAK WAS TRACED TO THE RT MAIN FUEL LINE TO THE FILTER AND SHUTOFF VALVE IN
THE AFT EQUIPMENT BAY JUST FWD OF THE RT MAIN SHIP BATTERY. THE FUEL LINE WAS CHAFED BY THE UNION
FITTING OF A HYD LINE RUNNING PARALLEL TO THE FUEL LINE. UPON REMOVAL OF THE RT BATTERY EVIDENCE
OF FUEL SPAYING ON THE BATTERY DURING OPERATION WAS DISCOVERED.
2010FA0000457
LEAR
MUFFLER
CRACKED
5/11/2010
45LEAR
12945096001
HYDRAULIC SYS
DURING A ROUTINE INSPECTION NEAR THE MAIN HYDRAULIC MANIFOLD, A LARGE OF INSULATION MATERIAL
WAS NOTED. FURTHER INVESTIGATION REVEALED THE INSULATION WAS FROM THE OUTER COVERING OF THE
MUFFLER. CRACK WAS FOUND AT THE TOP OF THE MUFFLER P/N 12945-096-001.
2010FA0000417
LEAR
GARRTT
MUFFLER
CRACKED
4/27/2010
45LEAR
TFE731*
12945096001
COCKPIT AIR
WELDED MUFFLER SEAM CRACKED AT THE TOP INBOARD EDGE OF THE BOX. CRACKED TOOK PLACE OVER
NORMAL OPERATING CONDITIONS.
DELR050710
LEAR
BEARING
MISMANUFACTURED
5/7/2010
60LEAR
AA40112
SPOILERS
NEW SPOILERON BEARINGS THAT WERE ORDERED, P/N AA401-12, WERE RECEIVED WITH THE OUTSIDE
DIAMETER BELOW THE TOLERANCE LISTED IN THE SRM CAUSING A LOOSE FIT WHEN INSTALLED. SRM STATES
.4400 OUTSIDE DIAMETER WITH NO TOLERANCE ALLOWED. ALL BEARINGS RECEIVED MEASURED .438. NOTIFIED
LEARJET AND THEY STATED ALL THEIR BEARINGS IN STOCK ALSO MEASURE .438. REFERENCE LEARJET 60 SRM,
51-71-03, PAGE 1 & 2, ITEM 12.
2010FA0000461
MORAVN
LYC
CONTROL CABLE
FRAYED
5/13/2010
Z242L
AEIO360*
Z42431300000000
TE FLAPS
FOUND FLAP CABLE STRANDS BROKEN.
2010FA0000462
MORAVN
LYC
CONTROL CABLE
FRAYED
5/13/2010
Z242L
AEIO360*
Z42431300000000
TE FLAPS
FOUND FLAP CABLE STRANDS BROKEN.
2010FA0000463
MORAVN
LYC
CONTROL CABLE
FRAYED
5/13/2010
Z242L
AEIO360*
Z42431300000000
TE FLAPS
BRAKE DISC
CRACKED
244759
BRAKE ASSY
FOUND FLAP CABLE STRANDS BROKEN.
5APR577Y37
PILATS
5/18/2010
PC1247
BFGOODRICH
DURING A 100 HOUR INSPECTION THE RIGHT BRAKE OUTBOARD DISC WAS DISCOVERED CRACKED. REMOVED
AND REPLACED BRAKE ASSEMBLY IN ACCORDANCE WITH MANUFACTURERS MAINTENANCE INSTRUCTIONS.
5APR577Y34
PILATS
PWA
4/2/2010
PC1247
PT6A67
PILATS
LUG
SEPARATED
5551012150
HORIZONTAL STAB
(5APR) THE HORIZONTAL STAB PN 555.10.12.037, SN 815, FWD PITCH TRIM ACTUATOR ATTACHMENT FITTING LT
OTBD LUG PN 555.10.12.150, IS SEPARATED FROM THE CTR SECTION OF THE FITTING BY 0.76 MM'S. OTBD
ATTACHMENT LUGS ARE NORMALLY ALIGNED WITH THE CTR SECTION OF THE ATTACHMENT FITTING WITH NO
GAPS. NOTIFIED ENGINEERING OF THE MECHANICAL IRREGULARITY WITH A MFG DEFECT REPORT; AND
RECEIVED TECHNICAL MEMO ECC-12-TM-10-104 IN RESPONSE TO THE DEFECT REPORT. PERFORMED EDDY
CURRENT INSP OF THE SUSPECT ATTACHMENT LUG WITH NO DEFECTS NOTED. CHECKED ALIGNMENT AND
SYMMETRY OF THE HORIZ STABILIZER UTILIZING FACTORY SPECIFICATIONS FOR THIS ACFT SN WITH NO
DEFECTS NOTED. APPLIED PR1422-B2 SEALANT TO THE ATTACHMENT LUG GAP AS AN INTRIM MEASURE,
DETERMINED THE ACFT TO BE AIRWORTHY AND RELEASED THE ACFT FOR 50 HOURS OF OPERATION OR UNTIL 430-10 IAW THE TECHNICAL MEMO WHILE ENGINEERING DETERMINES A TERMINATING ACTION FOR THE DEFECT.
IT APPEARS THAT THE LT ATTACHMENT LUG MAY HAVE BEEN MISALIGNED DURING MFG, OR MAY HAVE SHIFTED
DURING OPERATION.
5APR577Y35
PILATS
PWA
BRAKE DISC
BROKEN
4/13/2010
PC1247
PT6A67B
244759B
RT BRAKE
(5APR) DURING A 100 HR INSP, THE RT BRAKE OTBD BRAKE DISC WAS DISCOVERED TO BE BROKEN INTO (2)
PIECES. R & R BRAKE ASSY IAW MM.
5APR577Y36
PILATS
PWA
5/14/2010
PC1247
PT6A67B
BFGOODRICH
BRAKE DISC
CRACKED
244759
MLG
DURING A LINE CHECK THE OUTBOARD DISC OF THE LEFT MAIN BRAKE WAS DISCOVERED TO BE CRACKED.
REPLACED BOTH BRAKES AND MAIN WHEEL ASSEMBLIES IAW MANUFACTURER CONVERSION KIT, STC
SA01376CH.
2010FA0000481
PIPER
5/17/2010
J3C65
SPAR
CORRODED
AILERON
SEVERE CORROSION ON SPAR BETWEEN HINGES AND SPAR. AIRCRAFT WAS NOT HANGARED. WATER SEEPAGE
BETWEEN STEEL HINGE BRACKET AND ALUMINUM SPAR DEVELOPED TO CAUSE CORROSION TO BLISTER
AROUND RIVETS FASTENING HINGE TO SPAR. THIS CONDITION WAS FOUND DURING THE FABRIC RECOVERING
PROCESS.
2010FA0000503
PIPER
LYC
5/21/2010
PA18135
O290D2
MA35PVA
CARBURETOR
MALFUNCTIONED
1035651
ENGINE
THE CARBURETOR WAS REBUILT AND YELLOW TAGGED. FLOAT LEVEL WAS SET AT 9/32 INSTEAD OF THE
REQUIRED 7/32 CAUSING A LEAN CONDITION THAT BURNED THE TOP END OFF THE MOTOR.
2010FA0000406
PIPER
LYC
CYLINDER
CORRODED
4/9/2010
PA22108
O235C1B
09100300
LT MLG BRAKES
LT BRAKE LOCKED UP ON LANDING WHICH RESULTED IN LOSS OF CONTROL AND DAMAGE TO THE ACFT. INSP
REVEALED THAT (1) BRAKE PISTON WOULD NOT FULLY RETRACT INTO THE CYLINDER WHEN THE COCKPIT
BRAKE HANDLE WAS RELEASED. AFTER DISASSEMBLY, CORROSION WAS FOUND IN THE ID OF THE CYLINDER
CIRCUMFERENCE WHERE THE PISTON O-RING RESTS. THE PISTON WOULD NOT FREELY SLIDE THROUGH THIS
AREA BY HAND. IT IS LIKELY THAT HYDRAULIC PRESSURE WAS ABLE TO PUSH THE PISTON UP THROUGH THIS
CORRODED AREA OF THE CYLINDER TO APPLY THE BRAKES, BUT THE RETURN SPRING WAS UNABLE TO SLIDE IT
BACK. THIS CAUSED THE BRAKE SHOE TO DRAG AND GRAB THE DRUM, THUS LOCKING UP THE WHEEL.
RECOMMEND A PERIODIC CHECK OF THE BRAKE CYLINDER OPERATION. ESPECIALLY ACFT THAT ARE
INFREQUENTLY FLOWN. IF A PISTON DOES NOT SMOOTHLY RETRACT, THE CYLINDER ASSY SHOULD BE
DISASSEMBLED, CLEANED AND COMPONENTS REPLACED AS NEEDED.
2010FA0000476
PIPER
LYC
4/29/2010
PA23250
TIO540*
PRESTOLITE
MOUNT
BROKEN
STARTER
PILOT REPORTED STARTER MAKING A GRINDING NOISE. TROUBLESHOOTING REVEALED THE STARTER DRIVE
GEAR NOT FULLY MESHING IN RING GEAR. FURTHER INVESTIGATION REVEALED MOVEMENT OF START DRIVE
CASE WHILE MOVING PROP WITH DRIVE ENGAGED. CRACK WAS FOUND ON FWD LT CORNER OF MOUNTING
FLANGE BROKEN OFF AND CRACK EMITTING ALONG RT SIDE OF FLANGE. POSSIBLE CAUSE ENGING KICKBACK
DURING STARTING PROCEDURES. ALSO, EVIDENT WAS CASTING POROSITY IN NOSE CASE.
ECPR466DAA
PIPER
LYC
4/27/2010
PA28161
O320D2G
PIPER
SUPPORT ANGLE
CRACKED
358460203
ENGINE FIREWALL
(ECPR) THE LT AND RT BATTERY BOX SUPPORT ANGLE ASSEMBLIES, PNS 35846-02 & 35846-03, WERE FOUND
CRACKED JUST INBD, TOWARDS THE BATTERY BOX, OF THE BOTTOM FIREWALL ATTACH HOLES. THE CRACKS
WERE BETWEEN THE ACTUAL HOLE AND THE START OF THE CURVED PORTION OF THE ANGLE. THESE CRACKS
DID NOT GO THROUGH THE HOLES THEMSELVES.
UC2R10FA0000502
PIPER
4/19/2010
PA28R201
PIPER
SPRING
BROKEN
62820000
FLAP CNTRL SYS
THE PILOT REPORTED THAT WHEN USING THE FLAP HANDLE TO EXTEND THE FLAPS SHE HEARD A LOUD BANG.
THE ACFT LANDED WITHOUT INCIDENT. THE PILOT ALSO REPORTED THE THE FLAPS WENT TO THE FULL
EXTENSION POSITION AFTER LANDING. WHILE INSPECTING THE FLAP SYSTEM AFTER THE FLIGHT, THE FLAP
CONTROL RETURN SPRING WAS FOUND BROKEN OFF ON FWD HOOK END. THE FLAP RETURN SPRING WAS
REPLACED AND THE SYSTEM WORKED NORMALLY. PROBABLE CAUSE, POSSIBLY A DEFECTIVE SPRING?
2010FA0000415
PIPER
LYC
4/20/2010
PA28R201
IO360C1C6
LYC
INTAKE VALVE
BROKEN
LW13622
NR 2 CYLINDER
(ECPS) DURING THIRD TOUCH AND GO CLIMB OUT AT APPROXIMATELY 400 FT. A LOUD BANG WAS HEARD AND A
SMOKE / BURNT OIL SMELL APPEARED. ONLY PARTIAL ENGINE POWER WAS AVAILABLE BUT WAS ENOUGH TO
TURN AROUND AND LAND ON THE SAME RUNWAY, WITHOUT INCIDENT. ENGINE WAS SHUT DOWN AFTER
CLEARING THE RUNWAY AND AIRCRAFT TOWED TO THE RAMP.
2010FA0000483
PIPER
ATTACH BRACKET CORRODED
5/18/2010
PA34200
9598000
STABILATOR
FOUND RT STABILATOR ATTACH BRACKET EXFOLIATED.
2010FA0000412
PIPER
LYC
RIB
CRACKED
4/15/2010
PA44180
O360*
38210001
WING
(BF8R) (W/O NR: 01000553) THE DISCREPANCY WAS FOUND DURING (1) OF OUR PROGRESSIVE INSPECTIONS. IN
THE LT AND RT WING GEAR WELL AREA, THE WING RIB BEHIND EACH MAIN GEAR STRUT AT THE OPEN ACCESS
HOLE IN THE RIB THERE ARE 4 CRACKS PROPAGATING FROM THE HOLE OUTWARD IN VARYING LENGTHS UP 1.25
INCHES. NO APPARENT DAMAGE WAS FOUND ON THE ACFT TO SUGGEST ANY KIND OF OVERSTRESS OF THE
WINGS OR AIRFRAME. THIS ACFT IS USED FOR FLIGHT TRAINING AND DOES SEE MORE THAN NORMAL
TAKEOFFS/LANDINGS, SUSPECT CRACKS POSSIBLY CAUSED BY MULTIPLE HARD LANDINGS OVER THE YEARS.
SUGGEST MFG MIGHT LOOK INTO SOME KIND OF STRENGTHENING PLATE FOR THE RIB IF THIS IS HAPPENING
WITH OTHER ACFT.
2010FA0000427
PIPER
LYC
CONTROL CABLE
STUCK
4/27/2010
PA44180
O360A1H6
554528
THROTTLE
(JX8S) IN CRUISE FLIGHT RT THROTTLE CONTROL BECAME STUCK DURING POWER REDUCTION. THE CONTROL
TENSION WAS IMMEDIATELY CHECK /REDUCED BY MOVING FRICTION HANDLE. NO CHANGE NOTED. THE
THROTTLE BECAME STUCK AT 24 " MAP NO MOVEMENT IN EITHER DIRECTION OBTAINABLE. FLIGHT CREW
LANDED ACFT UNEVENTFUL WITH RT ENGINE SHUTDOWN. MX CREW CONFIRMED PROBLEM AFTER REMOVING
RT THROTTLE CONTROL ASSY FROM ACFT. THE CONTROL CABLE END NEAREST THE CARBURETOR WAS STUCK
DUE TO THE INNER CONTROL CABLE END SEIZED TO THE OUTER SWAGED TUBE END.
FGQR10FA0000500
PIPER
WINDOW
UNSERVICEABLE
5/5/2010
PA46350P
8228202
COCKPIT
( FGQR) PILOT LEVELED OFF AT AROUND 15,000 FT. LT SIDE COCKPIT WINDOW FRACTURED AND CTR PART OF
WINDOW DEPARTED ACFT, REMOVING PILOTS HEADSET IN PROCESS. SB1175A PERTAINS TO CRACKING AT
LOWER AFT REAR CORNER OF STORM WINDOW. THAT AREA OF WINDOW REMAINED INTACT. A NEW WINDOW PN
82282-022 WITHOUT STORM WINDOW WAS INSTALLED.
E81RJW302753
RAYTHN
ACTUATOR
MALFUNCTIONED
5/15/2010
390
233500101
LEFT
ON FINAL APPROACH TO MSN PILOT REPORTED RECIEVING SPOILER AND SPEEDBRAKE SYSTEM FAIL
INDICATIONS. AFTER LANDING COMMANDED SPEED BRAKES TO LIFT DUMP MODE BUT NOTED ONLY R/H WING
PANELS EXTENDING. NOTED LOUDER THAN NORMAL NOISES WHEN CONDUCTING POST-LANDING SPOILER
SYSTEM BIT TEST. DURING TROUBLESHOOTING PROCEDURES FOUND LT WING ROLL/SPOILER ACTUATOR E2
VOLTAGE READINGS FLUCTUATING BETWEEN -4.08 V AND -6.74 V. REPLACED L/H ROLL/SPOILER ACTUATOR (HBC
P/N 390-381007-0003)WITH A REPAIRED ACTUATOR, OPERATION AND VOLTAGE READINGS WITHIN SERVICE
LIMITS. RECOMMEND MANUFACTURER'S SERVICE FACILITY INVESTIGATE REMOVED UNIT AT TEARDOWN TO
DETERMINE IF FAILED FROM NORMAL WEAR, AND INVESTIGATE WHETHER ACTUATOR UNITS NEED TO HAVE A
RECOMMENDED CALENDAR OR TIME-LIMITED TBO.
2010FA0000400
4/22/2010
RAYTHN
400ARAYTHEON
WIRE HARNESS
CHAFED
4013651630003
ICE DETECTION
RT ICE DETECTOR FAIL CAS MESSAGE DISPLAYED AT 27000 FT AGL AND REMAINED ON. FOUND CHAFED WIRE IN
A WIRING BUNDLE RT SIDE FUSELAGE FWD OF AFT ENGINE BEAM AT FUSELAGE STA 573. NO APPARENT CAUSE
FOR CHAFE. APPEARS CONDITION WAS PRESENT AT PRODUCTION. WIRE WORE THROUGH POSSIBLY DUE TO
FLEXING OF BUNDLE. REPAIRED BROKEN WIRE IAW MFG ELECTRICAL INSTALLATION MANUAL AND APPLIED
PROTECTIVE SILICONE TAPE AND SPIRAL WRAP. PERFORMED OPS CHECK OF SYS WITH SATISFACTORY
RESULTS.
2010FA0000405
ROBSIN
LYC
POINTS
SEPARATED
3/29/2010
R44RAVENII
IO540AE1A5
10382585
LT MAGNETO
SB-643, C/W, MAGNETO INSTALLED IN ACFT. ACFT FLEW 5.0 HOURS AT WHICH TIME, PILOT REPORTED A DEAD CUT WHEN SELECTING THE LT MAGNETO ON THE RUN UP ON THE FIRST FLIGHT OF THE DAY. MAGNETO
REMOVED AND FOUND THAT 1X TUNGSTEN DISCS HAD SEPARATED FROM MAIN CONTACT POINTS AND ENDED
UP SITTING IN THE CONTACT POINTS COMPARTMENT CAUSING AN EXTREME CHANGE IN MAGNETO TO ENGINE
TIMING. MFG NOTIFIED.
2010FA0000510
SCWZER
WALTER
WHEEL HALF
SHEARED
5/21/2010
G164B
M601E11
40101
MLG
WHEEL ASSY INNER FLANGE FAILED INFLT. FLANGE BROKE INTO SEVERAL PIECES. TIRE (TUBE TYPE) PUSHED
INWARD & PUSHING THE FLANGE PIECES INTO BRAKE ROTOR & DEPRESSED THE CALIPER PISTON. DURING FLT,
PILOT NOTICED RT BRAKE PEDAL FELT LOCKED & FLUID LEAKING FROM RT BRAKE VALVE. CONTACTED BASE OF
OPS & NOTIFIED GROUND PERSONNEL HE WAS GOING TO LAND ON A DIRT STRIP NEXT TO RUNWAY. ON
TOUCHDOWN, RT BRAKE CALIPERS DEPARTED. ACFT VEERED TO RT, CROSSED & WENT OFF THE RUNWAY &
INTO A DITCH. ACFT SUSTAINED DAMAGE TO LT & RT WING SPARS, ENGINE & PROP. VISUAL INSPECTION DID NOT
LOCATE INITIAL FAILURE POINT OF FRACTURE.
2010FA0000480
SKRSKY
PWA
5/14/2010
S76B
PT6*
FITTING
BROKEN
HYD SYSTEM
AT TAKEOFF, HELICOPTER EXPERIENCED A NR 2 HYD SYS CAUTION LIGHT ILLUMINATION AND THE NR 2 HYD
PRESSURE GAUGE NEEDLE INDICATED ZERO PRESSURE. THE HELICOPTER LANDED WITHOUT INCIDENT ON THE
NR 1 HYD SYS. UPON INSPECTION, THE FWD MAIN ROTOR SERVO HYD PRESSURE PORT FITTING ON THE NR 1
SYS SIDE HAD BROKEN OFF COMPLETELY AT THE SERVO MAIN HSG. NO CAUSE COULD BE DETERMINED FOR
THE FAILURE AT THIS TIME. THE SERVO WAS REMOVED AND SENT FOR EVALUTION.
2010FA0000429
SWRNGN
SELECTOR VALVE MISMANUFACTURED
2/13/2010
SA227*
2781014021A
MLG
RECEIVED (2) EMERGENCY GEAR SELECTOR VALVES, NEW PART FROM M7, PN 27-81014-021A. IT IS THE SECOND
ONE RECEIVED THAT IS ASSEMBLED INCORRECTLY AND DOES NOT PORT PROPERLY FOR EMERGENCY GEAR
SELECTION. WHEN THE SELECTOR ARM IS IN THE NORMAL POSITION, THE VALVE IS CLOSED AND VICE VERSA
FOR THE EMERGENCY POSITION. ITEMS ARE BEING RETURNED TO THE MFG FOR DISPOSITION.
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