ADVISORY CIRCULAR

43-16A

AVIATION MAINTENANCE ALERTS

ALERT
NOVEMBER
NUMBER
2009
376
 CONTENTS
AIRPLANES
CANADAIR ................................................................................................................................1
CESSNA ......................................................................................................................................1
GULFSTREAM...........................................................................................................................2

POWERPLANTS
CONTINENTAL .........................................................................................................................2
ECI CYLINDER..........................................................................................................................3
SUPERIOR CYLINDER .............................................................................................................8
ACCESSORIES
KELLY HEATER........................................................................................................................8
SKYTECH STARTER ................................................................................................................8
AIR NOTES
INTERNET SERVICE DIFFICULTY REPORTING (iSDR) WEB SITE.................................9
IF YOU WANT TO CONTACT US .........................................................................................10
AVIATION SERVICE DIFFICULTY REPORTS ...................................................................10
November 2009 AC 43-16A

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
Canadair: CL600; Loose Hydraulic Brake Fitting; ATA 3242
A Canadian submitter writes, "After landing the flight crew reported the aircraft required a lot of power to taxi,
and that the L/H brakes seemed to be dragging. Once clear of the runway they stopped on the taxiway and the
tower confirmed their number one main wheel was flat. (Maintenance personnel) dispatched to the aircraft
found 1) the number one main wheel (tire) had a large flat spot and hole in it—indicative of landing with a
locked brake, and 2) the number one brake quick disconnect fitting was loose (it came off with only one half
turn). The loose fitting allowed hydraulic pressure to be trapped in the brake, causing it to remain locked on
landing. This quick disconnect fitting (P/N H155006-191-001; IPC 32-11-35 figure 1-180) was tightened and
locked. Both wheels (tires) were replaced and the aircraft returned to service. The (mechanic) that completed this
work mentioned he had seen this issue more than once, where the quick disconnect fitting was loose...."
"It appears this fitting is susceptible to backing off if it is not correctly locked." (Aircraft total time: 10,804.0
hours.)
Part Total Time: (unknown)

Cessna: 208B; Malfunctioning Autopilot; ATA 2215

"On the night of March 4th...and during flight into moderate turbulence," writes a repair station technician, "the
autopilot started to disconnect on the pilot. This happened twice. On the third attempt to engage the autopilot, the
aircraft made a sudden uncommanded 1500 fpm descent. The pilot said he tried to correct the attitude with the
CWS (control wheel steering—suspends autopilot) function, but the autopilot would not disengage. The autopilot
disconnect button would not let go either. He then had to overpower the autopilot clutches manually to regain
control—and he attempted to disconnect the system with the circuit breaker. However, the autopilot remained on
(with an indication light) after he pulled the (breaker). He recycled the breaker and was successful (in
disconnecting the autopilot). The pilot also reported the electric trim switch seemed to work backwards. All this
happened on descent, so the systems had been functioning normally prior to the incident.

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"Maintenance...found water accumulated behind the rear curtain. This is the area in which the pitch servo is
located. They found this servo had a solenoid stuck closed, (preventing) servo release. (Further investigation
revealed...) the autopilot flight computer was burnt out. We believe all this was attributed to the presence of
water at the pitch servo. There is no circuit breaker between the servo and the flight computer. The water
accumulation was caused by plugged bilge drains." (Solenoid P/N: 023-00115-0003; Servo P/N: 065-0059-001.)
Part Total Time: (unknown)

Gulfstream: G450 & 550; Broken Hyd. Tank Sight Glass; ATA 2910
(This short report combines two identically worded submissions from the same repair station technician.)
"The sight glass for this (hydraulic replenishing tank) is cracked in several locations and leaks hydraulic fluid.
This tank is one of several returned for the same defect." (Hydraulic tank P/N: 1159SCH519-7.)
Part Total Times: 224.9 and 38.9 hours

POWERPLANTS
Continental: TSIO360; Failed Oil Pump Drive Shaft; ATA 8550
(The following describes a defect for a Piper PA28R201T.)
An unknown submitter writes, "(There was...) an in-flight failure of this engine due to a shaft shearing on the oil
pump drive gear (gear component P/N: 654720BPC). (This occurred) while the pilot was at cruise altitude of
approximately 4,000 feet MSL. He made an unscheduled landing at an airport."

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(Aircraft and pump total time: 2,857.0 hours.)

Part Total Time: 960.0 hours (since overhaul)

ECI Cylinder: TISN71*; Cracked Cylinder Heads, ATA 8530

(The following report originates from a Cessna 414A's Continental TSIO520NB engine.)
"During a routine engine oil change," states an unknown submitter, "fuel stains were noted on the intake manifold
below each cylinder intake port and between the cylinder head fins in this area. (I) performed a differential
compression test, with low compression noted on numbers 1 and 5 cylinders. A soap bubble leak check revealed
cracks on both cylinder heads between the fins above the intake ports. All cylinders were removed for further
inspection. Each cylinder was found to have cracks emanating from the top spark plug boss to the intake valve
area. Engine Components, Inc. mandatory Service Bulletin 06-2 covers this defect, but it applies to earlier serial
numbered cylinder assemblies. A recommendation would be to revise this bulletin to include later serial numbers,
or to issue a new bulletin due to the fact the same defects still occur in later manufactured cylinders."
(*Unfortunately, the submitter did not include a full part number for the cylinder. ECI lists 71.4ACA, -.4BCA,
-.4CCA, -.4VA. If the mechanic would e-mail a clarification, we could straighten out our database!
Thank--you—Ed.)
Part Total Time: 699.0 hours

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ECI Cylinder: TISN04.1CA; Cracked Valve Covers, ATA 8530

(The following combines two reports on two different aircraft of the same model. Both Cessna 172P aircraft have
the Lycoming O320/D2J engine installed.)
An A&P mechanic writes, "I found the rocker box cover cracked during a 100 hour inspection (ECI
P/N AEL61247). The cause of these cracks is due to improper clearance between the cover and the rocker arms,
allowing the rocker arms to contact the cover. There is a notable clearance difference between an OEM (original
equipment manufacturer) cover and the ECI cover at the lower portion of the cover. Further inspection of our
other aircraft disclosed one other cracked cover. I recommend replacement of all ECI stainless steel covers with
OEM (parts) or a suitable substitute."
Part Total Time(s): 190.0 and 632.3 hours, respectively.

ECI Cylinder: TIST06.0CA; Failed Intake Valve Keys; ATA 8530

(This reported cylinder hangs from a Lycoming O320-A2B.)
A mechanic holding an IA (inspection authorization) states, "This engine was overhauled in March of 2007 and
currently has 237.3 hours since overhaul. The material at the lower end of the intake valve keys wore away,
allowing the upper valve spring seat to move too high on the valve stem. This caused the rocker arm tip to wear
abnormally, resulting in most of the rocker arm tip wearing away or breaking off. The upper valve spring seat
continued moving up the valve stem until it began to make contact with the neck of the rocker arm. This caused
the spring seat to tilt at an angle, eventually tilting enough to make contact with the rocker cover, wearing
a ½ inch cut through the cover. The pilot did not notice any roughness in the engine's operation. He said that it
felt like the engine might have been a little underpowered and not reaching full RPM at takeoff. The engine
normally doesn't make full takeoff RPM on the first flight of the day if it has not had enough time to warm up
and the oil is still cool." "(The pilot) assumed this was the case and continued with the takeoff. The engine ran
smoothly throughout the flight. Upon landing, he noticed an oil streak running along the side of the aircraft.
After opening the cowling, he found the cut that the upper valve spring seat had worn through the rocker cover.
Because the aircraft was not at location where tools and supplies were available, we decided to replace the entire
cylinder assembly. The cylinder was returned to ECI for warranty consideration."

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Part Total Time: 237.3 hours

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Superior Cylinder: SA52006A20P; Stuck Exhaust Valves; ATA 8530

(A Canadian technician provides this next report concerning a Cessna 210L and its Continental IO520L engine.)
"This aircraft was undergoing a 50 hour inspection which revealed an oil leak on the R/H side of the engine.
Further investigation revealed the exhaust push-tube seals were leaking. Removal of the push-tube and rod
showed the push rod was bent. The oil leak was caused by the push rod displacing the seals on the push tube.
(Additionally), the exhaust valve had contacted the face of the piston. All other pistons on the engine were
checked—a total of three pistons were found with exhaust valve contact. All six cylinders were removed for
further investigation and replacement. These cylinders are Superior Air Parts 'Millenium' cylinders. They were
replaced new at engine overhaul in October 2006...." "Note: there is a similar SDR from this same company
(ref. SDR CA090204014; it having 1,273.0 hours). It appears there is a defect with these cylinders, (this problem
appearing) around the 1000 hour TSN (time since new).
Part Total Time: 1,081.0 hours

ACCESSORIES
Kelly Heater: FR81D94-3EL; Cracked Combustion Tube; ATA 2140
(This heater unit is part of a Beech 58.)
A repair station technician says, "While performing a pressure-decay test per AD 2004-21-05, the combustion
tube would not maintain pressure, and air leaking was noted. Investigation found a 0.75 inch long crack in the aft
end of the combustion tube near the radius. The crack may have been caused by stress induced while forming the
end cap, along with the normal heating and cooling of the heater. This heater had 98 hours since the last pressure
test. A factory rebuilt unit was installed and the aircraft returned to service." (Combustion tube
P/N: 88D70-15EL.)
Part Total Time: 453.2

Skytech Starter: 149-24PM; Cracked Mount; ATA 8011

(The host for this unit is a Cessna T206H pulled by a Lycoming TIO-540-AJ1A.)
"The original starter (433.4 hours total) was removed because it had failed," writes a repair station submitter.
"A replacement was ordered from Cessna and installed. We also changed the spark plugs and checked the engine
timing, which was found good. After installation of the (new) starter, we started the aircraft five times—it
operationally checked good. That evening the pilot tried to start the aircraft. He heard a growling sound. We
opened up the cowling and found the starter mount cracked through the bell housing. I notified Skytech (and
I was assured) this (breakage) was normal when the aircraft has kickback. We sent the starter to Skytech for
repair. After its return we (reinstalled this starter) and checked the ignition system—no abnormalities were
found. We started the aircraft five times, and on the following day had the owner start it three times. After the
third start, the pilot departed for a local flight of 1.2 hours, (including) a quick break. He then turned the key for
'start' and nothing happened (except) for a growling sound—(this starter was also found cracked at the base and
around the bell housing). Skytech flew (another), overhauled starter to (the owner).
"Note: the original removed starter has a thicker base mount face which is solid, and the bell housing is also
thicker. The new replacement that cracked twice within 1.2 hours has a hollowed out base mount face and thinner
material around the bell housing. The thicker base has an 'H' stamped on it and the thinner base has an 'HT' on it.
The starter that was brought out to us also had a solid base with an 'H' stamped on it. I was told by Skytech that

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the thinner casting is dye-cast to save weight, and the older, thicker style was a sand-casting process and is no
longer in production. Before installing the last starter, we checked the P-lead on the right magneto and the switch
with no abnormalities found. I also contacted Cessna Product Support and found that they have had five incidents
of the mount cracking on the new 206 models, with several starters failing, (but with) no abnormalities found on
the aircraft."
Part Total Time: 1.2 hours

AIR NOTES
INTERNET SERVICE DIFFICULTY REPORTING (iSDR) WEB SITE
The Federal Aviation Administration (FAA) Internet Service Difficulty Reporting (iSDR) web site is the
front-end for the Service Difficulty Reporting System (SDRS) database that is maintained by the Aviation Data
Systems Branch, AFS-620, in Oklahoma City, Oklahoma. The iSDR web site supports the Flight Standards
Service (AFS), Service Difficulty Program by providing the aviation community with a voluntary and electronic
means to conveniently submit in-service reports of failures, malfunctions, or defects on aeronautical products. The
objective of the Service Difficulty Program is to achieve prompt correction of conditions adversely affecting
continued airworthiness of aeronautical products. To accomplish this, Malfunction or Defect Reports (M or Ds) or
Service Difficulty Reports (SDRs) as they are commonly called, are collected, converted into a common SDR
format, stored, and made available to the appropriate segments of the FAA, the aviation community, and the
general public for review and analysis. SDR data is accessible through the “Query SDR data” feature on the iSDR
web site at: http://av-info.faa.gov/sdrx/Query.aspx.
In the past, the last two pages of the Alerts contained a paper copy of FAA Form 8010-4, Malfunction or Defect
Report. To meet the requirements of *Section 508, this form will no longer be published in the Alerts; however,
the form is available on the Internet at: http://forms.faa.gov/forms/faa8010-4.pdf. You can still download and
complete the form as you have in the past.
*Section 508 was enacted to eliminate barriers in information technology, to make available new opportunities for
people with disabilities, and to encourage development of technologies that will help achieve these goals.
A report should be filed whenever a system, component, or part of an aircraft, powerplant, propeller, or appliance
fails to function in a normal or usual manner. In addition, if a system, component, or part of an aircraft,
powerplant, propeller, or appliance has a flaw or imperfection, which impairs or may impair its future function, it
is considered defective and should be reported under the Service Difficulty Program.
The collection, collation, analysis of data, and the rapid dissemination of mechanical discrepancies, alerts, and
trend information to the appropriate segments of the FAA and the aviation community provides an effective and
economical method of ensuring future aviation safety.
The FAA analyzes SDR data for safety implications and reviews the data to identify possible trends that may not
be apparent regionally or to individual operators. As a result, the FAA may disseminate safety information to
a particular section of the aviation community. The FAA also may adopt new regulations or issue airworthiness
directives (ADs) to address a specific problem.
The iSDR web site provides an electronic means for the general aviation community to voluntarily submit reports,
and may serve as an alternative means for operators and air agencies to comply with the reporting requirements
of 14 Title of the Code of Federal Regulations (CFR) Section 121.703, 125.409, 135.415, and 145.221, if
accepted by their certificate-holding district office. FAA Aviation Safety Inspectors may also report service
difficulty information when they conduct routine aircraft maintenance surveillance as well as accident and
incident investigations.

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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: [email protected]

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: [email protected]
Mailing address: FAA, ATTN: AFS-620 ALERTS, P.O. Box 25082, Oklahoma City, OK 73125-5029
You can access current and back issues of this publication from the internet at:
http://av-info.faa.gov/. Select the General Aviation Airworthiness Alerts heading.

AVIATION SERVICE DIFFICULTY REPORTS

The following are abbreviated reports processed for the previous month, which have been entered into the FAA
Service Difficulty Reporting (SDR) System database. This is not an all-inclusive listing of Service Difficulty
Reports. For more information, contact the FAA, Regulatory Support Division, Aviation Data Systems Branch,
AFS-620, located in Oklahoma City, Oklahoma. The mailing address is:
FAA
Aviation Data Systems Branch, AFS-620
PO Box 25082
Oklahoma City, OK 73125
To retrieve the complete report, click on the Control Number located in each report. These reports contain
raw data that has not been edited. Also, because these reports contain raw data, the pages containing the raw data
are not numbered.
If you require further detail please contact AFS-620 at the address above.

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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
CIRCUIT
2009FA0000846 MISMANUFACTURED
BREAKER
10/13/2009 MS252445
DURING INSPECTION OF CIRCUIT BREAKERS, FOUND THAT WHEN THE STEM OF THE CIRCUIT BREAKER IS
PUSHED IN TO SET THE BREAKER ANY ADDITIONAL PRESSURE WILL CAUSE THE BREAKER TO TRIP. IN ADDITION,
FOUND THAT IT REQUIRES 10 AMPS OR MORE TO TRIP THE 5AMP BREAKER.
2009FA0000808 GENERATOR DESTROYED
7/24/2009 11522185 AC SYS
DEFECT AC GENERATOR DISINTEGRATED INTERNALLY. STATOR HSG HAD A HOLE PUNCHED THROUGH ON THE
DE SURFACE FROM THE INSIDE OF THE GENERATOR. AFTER DISASSEMBLY, THE ROTOR WAS FOUND TO HAVE A
SEVERE DAMAGE ON THE DRIVE END. THE ROTOR DE WAS ALSO MISSING THE ROTOR BAND. THE ROTORBAND
WAS WEDGED INTO THE BOTTOM OF THE STATOR HSG. AN EXAMINATION OF THE ROTOR BAND REVEALED THAT
THE BAND WELD LACKED ADEQUATE PENETRATION. THE ROOT CAUSE OF THIS FAILURE IS DUE TO POOR WELD
PENETRATION OF THE BAND WELD. PREVENTATIVE ACTION: PENDING COMPLETION OF ENGINEERING
EVALUATION.
2009FA0000848 COMPASS MISMANUFACTURED
7/30/2009
ALL NEW AIRCRAFT ALL NEW REPLACEMENT COMPASSES DELIVERED IN APPROX THE LAST 1.5 YEARS HAVE
DEVELOPED BUBBLES IN THE FLUID, REQUIRING REPLACEMENT. COMPASSES WITH BUBBLES USE TO BE A VERY
RARE OCCURRENCE. HAVE REPLACED OVER 25 COMPASSES THIS YEAR. ALL LESS THAN 2 YEAR OLD.
2009FA0000910 SWITCH SHORTED
9/29/2009 35380132103
THIS SWITCH IS ONE OF THE NEW REPLACEMENT SWITCHES FOR ACFT UNDER AD2008-13-17. THE SWITCH WAS
ACTUATED AND THE TOGGLE BROKE OUT OF THE PLASTIC HSG ALLOWING THE TOGGLE TO COME PART WAY
OUT OF THE SWITCH. UPON INSPECTION, IT IS BELIEVED THAT THERE WAS NO PIN INSTALLED IN THE TOGGLE
PORTION WHERE THE BALL ROTATES AND THIS APPLIED PRESSURE ON THE HSG CAUSING IT TO BREAK. VERIFY
THAT SWITCHES HAVE A PIN INSTALLED BY VISUALLY INSPECTING THE TOGGLE BALL INSIDE THE HOLD DOWN.
THE PIN IS CLEARLY VISIBLE INSIDE THAT AREA. THIS BREAK WAS DISCOVERED BEFORE THE PART WAS
INSTALLED IN AN ACFT. HAD THIS PART BEEN INSTALLED, IT COULD HAVE CAUSED A FIRE HAZARD DUE TO THE
SWITCH SHORTING. (K)
2009FA0000884 SLIDE NO TEST
5/12/2009 7A1323111
RECEIVED AT REPAIR STATION, STRETCHED UPPER DECK EMERGENCY EVACUATION ESCAPE SLIDE ASSY IN A
DEPLOYED CONDITION WITH O/H OF UNIT REQUESTED, THIS UNIT WAS MFG IN FEB 1990 AND WAS LAST O/H IN
JAN 2008. DURING INSP/TESTING THE INFLATABLE SIDE WAS FOUND TO HAVE LARGE AREAS OF EXCESSIVE
LEAKAGE THRU THE RUBBERIZED, TREATED FABRIC, REFERRED TO AS UNACCEPTABLE POROSITY OF THE
ESCAPE SLIDE MATERIAL AND THE UNIT FAILED THE AIR RETENTION TEST AS SPECIFIED IN THE CMM. AFTER
FURTHER INVESTIGATION, IT CAME TO OUR ATTENTION THAT AN UNAPPROVED REPAIR PROCESS MAY HAVE
BEEN USED TO TRY TO REPAIR THE POROSITY ON THIS UNIT. WE ARE NOT AWARE OF ANY APPROVED REPAIR
PROCEDURE THAT CAN BE USED TO REPAIR THIS TYYPE OF FEFECT OF THIS SCOPE. THE CMM ONLY ALLOWS
YOU TO PATCH A SMALL AREA OF PORPSITY TO A MAX SIZE OF 64 SQ IN. THERE ARE PREVIOUSLY MADE GREASE
PENCIL MARKS ALONG WITH THE INFLATABLE WEIGHING APPROX 7 LBS MORE THAT IS MARKED ON THE GIRT OF
THE SLIDE LEADS US TO BELIEVE THAT THE INSIDE OF THE INFLATABLE TUBE MAY HAVE BEEN COATED WITH
SOME TYPE OF ADHESIVE OR SEALANT COATING. THERE IS NO PROCEDURE IN THE CMM FOR THIS TYPE OF
REPAIR AND THE CMM SPECIFIES THAT THE INFLATION TUBE SHOULD BE REPLACED IF IT HAS THIS MUCH
POROSITY. (K)
AG2R6381303 CONT CYLINDER CRACKED
9/24/2009 IO520* ENGINE
EXHAUST SEAT AND EXHAUST PORT WALL CRACK TOO SEVERE FOR REPAIR.
2009FA0000833 CONT PUMP MALFUNCTIONED
10/8/2009 IO520D 642121A14 MECH FUEL
PARTIAL LOSS OF POWER IN CRUISE FLT 2500 MSL ON LEFT TANK. LOSS OF FUEL PRESSURE, SWITCHED TANKS,
ENGAGED AUX FUEL PUMP AND REGAINED POWER. MONITORED ENGINE GAUGES, APROX 15 GAL OF 100 LL IN
TANK. LANDED ON MECHANICAL PUMP. NO ISSUES ON LANDING. NOTIFIED DIRECTOR OF MAINTENANCE AND
DIRECTOR OF OPERATIONS. NOTIFIED FSDO. MAINTENANCE TROUBLE SHOOTING SYMPTOMS FOUND NO ISSUE
AFTER INITIAL POWER LOSS. LOST POWER IN FLIGHT, SWITCHED TANKS WITH PROPELLER WINDMILLING. ENGINE
RESTARTED AND TURNED OFF AUX PUMP. LANDED AT HOME BASE. ACTUAL CAUSE OF LOSS OF POWER UNK.
MAINTENANCE CONTINUING TO TROUBLESHOOT FUEL TANK, FUEL SYSTEM FILTERS (MISC) AND OTHER
POSSIBLE CAUSES. SENDING MECHANICAL FUEL PUMP AND FUEL CONTROL SERVO TO REPAIR STATION FOR
EVALUATION.
2009FA0000849 LYC HONEYWELL HOUSING LEAKING
COMBUSTION
10/16/2009 LTS101700D2 4143020R35
CHMBR
ENGINE WAS RETURNED TO THIS REPAIR STATION FOR SMOKE AT START UP AND TAILPIPE OIL LEAK AT
SHUTDOWN. UPON DISASSEMBLY NOTICED INTERNAL OIL FEED TUBE CONNECTED TO THE FEED CHAMBER OF
THE HOUSING TO BE LOOSE. THE TUBE SEPERATED TO A POINT THAT THERE WAS A GAP OF 1/16" BETWEEN THE
TUBE AND THE FEED CHAMBER OF THE HOUSING. THIS FEED LINE SUPPLIES OIL TO NR 2 AND 3 BEARINGS VIA AN
OIL FEED RING THAT HAS THREE OIL JETS AIMED AT THOSE BEARINGS. THE BEARING DID NOT SHOW ANY
EVIDENCE OF WEAR OR DAMAGE, JUST MINOR VARINSH OR COCKING, NO ROUGH ROTATION. THE HOUSING,
BOTH BEARINGS AND OTHER ASSOCIATED PARTS ARE BEING SENT DESIGN HOLDER FOR FURTHER
INVESTIGATION.
2009FA0000847 AGUSTA AGUSTA TUBE CORRODED
10/15/2009 A109E 30436 109060550107 NR 1 ENGINE
DURING A DAILY INSPECTION, NR 1 ENGINE REAR SUPPORT LEG WAS FOUND SHEARED AT MIDPOINT. DAMAGE
OCCURRED DUE TO SEVERE INTERNAL CORROSION OF THE STEEL TUBE. THE DAMAGE WAS HIDDEN BEHIND A
CLAMP THAT SECURES A WIRE BUNDLE TO THE MOUNT LEG. AT LEAST 2 MORE IDENTICAL AIRCRAFT HAVE BEEN
FOUND SINCE TO HAVE SIMILAR DAMAGE. FLEET-WIDE INSPECTION IS IN PROGRESS.
ULXR2009091683124 AGUSTA BLADE DEBONDED
9/16/2009 AW139 3G6410A00131 TAIL ROTOR
TAIL ROTOR BLADE LEADING EDGE STRIP DEBONDING.
ULXR2009080483136 AGUSTA PWC INDICATOR MALFUNCTIONED
8/4/2009 AW139 PT6C67C AHRU
IN FLIGHT CAS MESSAGE INTERMITTANTLY ILLUMINATED: NR 1 AHRS FAIL, NR 1 AP FAIL, AFCS DEGRADED,
AVIONICS FAIL. REPLACEMENT OF AHRU CORRECTED THE SQUAWK.
CA090929001 AIRBUS LINE CRACKED
9/24/2009 A330243 AE71112112 HYD SYSTEM
(CAN) GREEN HYDRAULIC LEAK ON NR 1 ENGINE PRESSURE LINE FOR EDP. LINE FOUND CRACKED.
REPLACEMENT CARRIED OUT. (TC# 20090929001)
2009FA0000805 AMTR LYC DOOR SEPARATED
9/26/2009 RV10 IO540D4A5 C1012R MAIN PAX
PASSENGER DOOR NOT LATCHED AT AFT PIN PRIOR TO TAKEOFF. SOON AFTER ROTATION DOOR OPENED AND
THEN SEPARATED FROM ACFT AT HINGE CONNECTION ON DOOR. DOOR DID NOT CONTACT ACFT AND FELL TO
SIDE OF RUNWAY WITH MINOR DAMAGE. PILOT CONTINUED CLIMB AND ENTERED PATTERN FOR UNEVENTFUL
LANDING. TAXIED TO HANGAR AND SHUTDOWN ENGINE. NO DAMAGE TO MAIN STRUCTURE OF ACFT. DOOR WILL
REQUIRE REPLACEMENT OF HINGE, LIKELY PLEXIGLASS WINDOW, AND GAS STRUT.
2009FA0000816 AMTR LYC RETAINER DISCONNECTED
10/8/2009 VELOCITY IO360C1C BALL CLIP
LT NOSE GEAR DOOR WOULD NOT OPEN TO LET THE NOSE GEAR COME DOWN. AFTER LANDING WITH THE NOSE
GEAR UP, FOUND THAT THE LINKAGE CAME OFF IN FLIGHT AND JAMMED THE DOOR CLOSED. AFTER REMOVING
AN INSP COVER, WAS ABLE TO FREE THE LINKAGE AND DROP THE NOSE GEAR WHILE THE FIREMAN HELD THE
NOSE UP. ONLINE FOUND RECOMMENDATION TO MODIFY DOORS SO THEY SPRING OPEN IF LINKAGE FAILED.
MINIMUM DAMAGE LIMITED TO NOSE GEAR DOOR AREA.
2009FA0000822 BBAVIA CONT SCREEN CLOGGED
6/17/2009 7AC A65* FUEL STRAINER
FUEL STRAINER SCREEN IN NOSE TANK, FOUND PLUGGED UP. CAUSE UNKNOWN. AGE OF PANT ESTM: 63 YRS.
2009FA0000821 BBAVIA CONT COIL FAILED
6/17/2009 7AC A65* MAGNETO
MAGNETO FAILURE DUE TO COIL. UPON INSPECTION, FOUND OIL FROM COIL, INSIDE MAGNETO. AGE OF COIL
ESTM: 36 YRS. (K)
VIBR RK125 LEFT BEECH TUBE BLEW OUT
10/1/2009 400A 12855001111 BLEED AIR SYS
DURING SCHEDULED AIRFRAME MX, A AND B CHECKS AND INSP OF ACFT BLEED AIR TUBES IN REFERENCE TO
AD2001-03-06 FOUND LEFT BLEED AIR TUBE BELLOWS RUPTURED.
2009FA0000829 BEECH TURNBUCKLE BROKEN
9/11/2009 B200 30014181 ACM
AIR CONDITIONING BELT TENSION ADJUSTMENT TURNBUCKLE AND BRACKET BROKE. THE TURNBUCKLE BROKE
AT THE ROD END AND THE BRCKET BROKE AT THE TAB CONNECTING THE COMPRESSOR BRACKET TO THE
ENGINE. (K)
2009FA0000826 BEECH GREASE INADEQUATE
9/11/2009 B200
THE NEW GREASE MIL-PRF-81322 AVIATION GREASE SHC 100 CALLED OUT FOR USE BY MFG IN CHAP 12-20-00 ON
THE WHEEL BEARINGS DOES NO SUFFICIENTLY LUBRICATE THE BEARINGS CAUSING THEM TO SEIZE UP. (K)
CA090928006 BEECH PWA DUCT DEFORMED
9/23/2009 B300 PT6A60A 30006741 ACM
(CAN) FLIGHT CREW REPORTED NO HEAT IN AFT CABIN. INSPECTION OF THE DUCTING IN THE AFT CABIN FOUND
TWO DUCTS DEFORMED DUE TO HEAT CAUSING A RESTRICTION OF AIRFLOW TO THE CABIN OUTLETS. NEW
DUCTS INSTALLED. TEMPERATURE CONTROL WAS OPERATING IN MANUAL MODE DUE TO FAILURE OF AUTO
MODE. (TC# 20090928006)
CA090928005 BEECH PWA DUCT DEFORMED
9/23/2009 B300 PT6A60A 30006761 CABIN HEAT
(CAN) FLIGHT CREW REPORTED NO HEAT IN AFT CABIN. INSPECTION OF THE DUCTING IN THE AFT CABIN FOUND
TWO DUCTS DEFORMED DUE TO HEAT CAUSING A RESTRICTION OF AIRFLOW TO THE CABIN OUTLETS. NEW
DUCTS INSTALLED. TEMPERATURE CONTROL WAS OPERATING IN MANUAL MODE DUE TO FAILURE OF AUTO
MODE. (TC# 20090928005)
2009FA0000817 BEECH LYC WINDOW FRACTURED
9/2/2009 B60 TIO541E1A4 604302943 RT REAR
RT SIDE REAR WINDOW FRACTURED (BLEW OUT) IN FLIGHT CAUSING CABIN SUDDEN DECOMPRESSION. (K)
SUPPORT
2009FA0000836 BEECH CRACKED
BRACKET
10/12/2009 C90 5052443229 ELEVATOR PULLEY
WHILE REMOVING FLOORING INSULATION BECAUSE OF AGE AND WEAR, CRACKS WERE FOUND IN THE FLOOR
PANEL (P/N 50-440012-655), INVESTIGATION FOUND SEVERAL CRACKS IN THE FLOORS SECOND LAYER AND
ELEVATOR PULLEY SUPPORT BRACKET (P/N 50-524432-29) AT FS242, JUST INSIDE THE CABIN ENTRY DOOR. MY
CONCERN IS THAT THESE CRACKS WERE UNDER THE FLOORING INSULATION WHICH IS GLUED TO THE PANEL
AND NOT VISIBLE UNTIL THE INSULATION WAS REMOVED, THESE CRACKS MAY HAVE GONE UNDETECTED FOR
WHO KNOWS HOW LONG OR UNTIL THE BRACKET FAILED COMPLETELY. PICTURES ARE AVALABLE.
2009FA0000929 BEECH PWA TORQUE KNEE WRONG PART
7/27/2009 C90A PT6* 5081029525 MLG
LWR TORQUE KNEE STOP LUG IS MACHINED TOO SHORT ALLOWING OVER EXTENSION OF THE LWR LANDING
GEAR STRUT. THIS ALLOWS THE BRAKE ASSY AND TIRE TO CONTACT AND DAMAGE THE LWR NACELLE SKIN
DURING GEAR RETRACTION AND EXTENSION. THE MFG DATED CODE STAMPED ON THE TORQUE KNEE WAS JULY
2, 2008. THE PROBLEM WAS CORREDTED WITH THE INSTALLATION OF A NEW TORQUE KNEE WITH MFG DATE OF
AUGUST 26, 2006. (K)
2009FA0000909 BEECH CONT PUMP CONTAMINATED
8/12/2009 F33 IO520BB 64621238A1 ENG FUEL
AT CRUISE, PILOT NOTICED SLOWER THAN NORMAL OPERATING SPEED WHICH COULD NOT BE INCREASED BY
ADVANCING THE THROTTLE. FUEL FLOW CONTINUED TO DECREASE WITHOUT THROTTLE MOVEMENT.
EMERGENCY LANDING WAS PERFORMED WITHOUT INCIDENT. AFTER LANDING ENGIN CONTINUED TO RUN
PROVIDING ENOUGH POWER TO TAXI TO RAMP TIE-DOWN AREA WHERE NORMAL SHUT DOWN PROCEDURE WAS
INITIATED. TEAR DOWN INSP OF ENGINE DRIVEN FUEL PUMP REVEALED CONTAMINATION IN VAPOR SEPARATOR
HOUSING AND JET, CAUSING A PARTIAL BLOCKAGE WHICH IS CONSISTENT WITH OPERATOR SCENARIO OF
REDUCING FUEL FLOW AND POWER LOSS. (K)
CA090914008 BELL ALLSN BLEED VALVE STICKS
9/11/2009 206B 250C20 23053176 ENGINE
(CAN) BLEED VALVE VERY HARD TO MOVE, STICKY OPERATION, NOT MOVING FEELY WHEN ENGINE RUNNING. (TC
20090914008)
2009FA0000827 BELL ALLSN BEAM CRACKED
8/11/2009 206B 250C20B 206031200016 BS 87
A SMALL CRACK WAS DISCOVERED IN THE ROOF BEAM WEB, TOP RIGHT OF VERTICAL TUNNEL, NEAR STA 87.20
AND WL 67.40. IT WAS FOUND DURING AN ANNUAL INSPECTION.
ULXR2009080683133 BELL ALLSN HMU FAILED
8/6/2009 407 250C47B 23078031
FAILED FADEC AUTO TO MANUAL CHECK.
CA090928004 BELL ALLSN SPRING BROKEN
9/14/2009 407 250C47B 407001109103 M/R CONTROLS
(CAN) DURING INSPECTION FOUND SPRING BROKEN. (TC# 20090928004)
TIPR20090023 BOEING BEAR STRAP CORRODED
10/4/2009 737448 6545890 ZONE 100
FS 344 STR 9L TO 11L AND STR 12L TO 15L- FWD ENTRY DOOR BEARSTRAP CORRODED. REPAIRED IAW REO-
G12967 REV E DATE 10/3/2009. MAJOR REPAIR.
TIPR20090024 BOEING FLOORBEAM CORRODED
10/4/2009 737448 6546809126 ZONE 200
FS 947.50 FLOORBEAM UPPER TEE RBL 70.53 TO LBL 70.53. REPAIRED IAW REO-G12924 REV B DATE 09/23/2009.
HEAT
2009FA0000902 BOEING RUPTURED
EXCHANGER
6/11/2009 7572B7 1942723 RT SECONDARY
THE ACFT HAD A LOSS OF PRESSURIZATION AT FL390. ACFT DIVERTED. ON INSP, THE RT SECONDARY HEAT
EXCHANGER WAS FOUND TO BE RUPTURED, CAUSING A LOSS OF PRESURIZATION.
TIPR20090026 BOEING SKIN CRACKED
10/6/2009 767222 ZONE 400
DURING MAINTENANCE INSPECTION (C-CHECK) AT TIMCO GSO, A CRACK AND A NON CONFORM REPAIR WERE
FOUND ON N2 PYLON INBOARD SIDE SKIN ON PANEL 446BL CUTOUT, NAC STA 223-NAC STA 229. REPAIRED PER
B767-200 SRM 54-50-01 FIG 201 REPAIR 7.
PRESSURE
TIPR20090025 BOEING DENTED
BLKHD
10/5/2009 767222 BS 1629 RBL 20
DURING A MX INSP (C-CHECK), A DENT WAS FOUND ON THE AFT PRESSURE BULKHEAD (DOME WEB) AT BS 1269
RBL 20, DENTED. REPAIRED IAW SRM 53-80-08 FIG.201 REPAIR 2.
2009FA0000905 BOEING CONT SHOE INOPERATIVE
8/10/2009 A75N1 W670* LT MLG BRAKE
ON ROLL-OUT PORTION OF LANDING LT BRAKE STARTED TO DRAG AND RESULTED IN PARKING THE ACFT OFF TO
THE LT SIDE OF RUNWAY 33 AT THE AIRPORT. BRAKE WAS RELEASED BY SCREWING ADJUSTMENT SCREW IN
AND ACFT WAS TOWED TO HANGAR. NO DAMAGE OR INJURIES OF ANY KIND. AIRPORT WAS NOT CLOSED NOR
WAS ANY OTHER TRAFFIC MADE TO DEVIATE IN ANY MANNER WHATSOEVER. THIS TYPE OF BRAKE SYS HAS
BEEN KNOWN TO DRAG AND ACTUALLY LOCK-UP. SOME DOW AND SOME NEVER DO. ALSO, THE SYS ON THIS
ACFT WAS ADJUSTED ACCORDING TO THE MM. HAVE ORDERED AND WILL REPLACE SYS WITH A COMPLETELY
NEW DISC-BRAKE SYS. THIS SHOULD TAKE CARE OF PROBLEM.
2009FA0000875 BOMBDR HNYWL BEARING DAMAGED
2/3/2009 BD1001A10 AS90711A 30356475 NR 4
FEB 3, 2009, WHILE ACFT WAS ENROUTE, FLIGHT CREW INITIATED DESCENT. AT 13,000 FEET, FLIGHT CREW FELT
VIBRATIONS ACCOMPANIED BY AN ENGINE SYNCHRONIZER LIGHT. FLIGHT CREW ATTEMPTED TO MOVE
THROTTLE, HOWEVER VIBRATION BECAME WORSE UNTIL THE LEFT ENGINE VIBRATION CAS MESSAGE
ILLUMINATED AT 3000 FEET. FLIGHT CREW SECURED THE ENGINE, WITH THE AIRCRAFT SUBSEQUENTLY
LANDING WITHOUT INCIDENT. POST FLIGHT MX CHECKS INDICATED METAL ON THE CHIP DEBRIS COLLECTORS IN
ADDITION TO THE ENGINE BEING DIFFICULT TO IMPOSSIBLE TO ROTATE. MX CREW REMOVED ENGINE 118353
AND INSTALLED A BANK UNIT TO ALLOW AIRCRAFT TO RETURN TO SERVICE. ENGINE 118353 WAS SENT TO
MANUFACTURER FOR INVESTIGATION. MANUFACTURER HAS DETERMINED THE CAUSE OF THE IN-FLIGHT
SHUTDOWN EVENT WAS FAILURE OF THE NR 4 BEARING. DUE TO THE EXTENSIVE DAMAGE OF THE BEARING, IT
IS DIFFICULT-TO-IMPOSSIBLE TO SPECIFICALLY DETAIL HOW THE BEARING FAILED, HOWEVER BASED ON
ANALYSIS OF THE BEARING AND ITS` ASSOCIATED COMPONENTS, IT MOST LIKELY FAILED DUE TO A LOSS OR A
REDUCTION IN OIL LUBRICATION. INVESTIGATION INTO THE EVENT IS CONTINUING. (K)
2009FA0000934 BOMBDR FIRE DETECTOR FAILED
8/10/2009 BD7001A10 47378401
CHECK OF THE FIDEEX SYSTEM, CHECKED OUT. ALL OF THE CHECKS PASSED WITH THE EXPECTATION OF THE
IN-CIRCUIT CHECK OF THE SQUIB-FIRING-CURRENT. NONE OF THE 3 DUAL-CHANNEL SQUIB OUTPUTS TO THE
TWO BOTTLES (12 TOTAL) POPPED THE 1-AMP C/B ON THE TEST-SET. IT WAS VERIFIED THAT THE TEST-SET USED
STANDARD CBS. CONNECTING AN IN-CIRCUIT LAMP, IT LIT VERY DIM. THE MEASURED VOLTAGE WAS 18VDC. AN
IN LINE CURRENT METER DID NOT SHOW ANY CIRCUIT CURRENT, POSSIBLY DUE TO SUCH A LOW CURRENT AND
A HI-INPUT RESISTANCE OF THE METER. IAW THE CMM, THE CURRENT IS SUPPOSE TO BE OVER 4 AMPS. A
CONTROLLED TEST WAS PERFORMED USING AN EXTERNAL "TEST-SQUIB" IN A HEAVY 1/2" STEEL BOX. THE TEST-
SQUIB WAS WIRED WITH TEST-LEADS INTO ONE OF THE AIRCRAFT SQUIB OUTPUT CONNECTOR’S. PULLED AND
TURNED THE FIRE-HANDLE, IT DID NOT FIRE. GROUNDING THE TEST-SQUIB GROUND LEAD DIRECTLY TO THE
AIRFRAME DID NOT WORK EITHER. A REPLACEMENT FIDEEX CONTROL BOX (SN 0070) WAS INSTALLED AND THE 1
AMP CB CHECK PASSED ON ALL 12 CHANNELS. (K)
2009FA0000890 BOMBDR EFB UNSERVICEABLE
6/1/2009 BD7001A11 24560441280000 COCKPIT
THE ACFT WAS RECENTLY EQUIPED WITH A CLASS 2 ELECTRONIC FLIGHT BAG SYS. STC NR ST02480NY,
CONFIGURATION 19, INSTALLATION, CLASS II ELECTRONIC FLIGHT BAG, IAW MODIFICATION DATA SUMMARY
F376000, REVISION G, DATED MARCH 18, 2009. THE WORK WAS ACCOMPLISHED ON MAY 22, 2009. THE PILOT`S
EFB EDU WAS REMOVED BECAUSE THE UNIT STARTED BILLOWING WHITE SMOKE WHILE THE ACFT WAS IN
FLIGHT. THE UNIT WAS TOTALLY INOP AND HAS BEEN SENT. THE EFB EDU THAT WAS INSTALLED IN PLACE OF SN
1583 IN OPERATING NORMALLY. IT`S MY UNDERSTANDING THAT THE EFB EDU CONTAINS A LITHIUM BATTERY(S)
OF SOME TYPE. THESE PARTICULAR EFB`S HAVE BEEN EXTREMELY UNRELIABLE AND PROBLEMATIC, HOWEVER,
THIS IS OUT FIRST SUCH OCCURRENCE WITH THE UNITS. (K)
CA090928007 BOMBDR PWC SWITCH MISINSTALLED
9/27/2009 DHC8400 PW150A 8209076 OVER TEMP
(CAN) AT ENGINE START MAINTENANCE MESSAGE AS FOLLOWS: NR 2 BLEED CAUTION LIGHT ON AFTER START
UP DURING OVER TEMPERATURE SWITCH REPLACEMENT IT WAS NOTICE THAT DURING PRODUCTION THIS UNIT
WAS CROSS TREADED, CONSEQUENTLY THE DUCT ASSY. AND THE SWITCH WERE REPLACED. AFTER
MAINTENANCE WAS COMPLETED ENGINE RUN CARRIED OUT SATISFACTORY. (TC# 20090928007)
2009FA0000839 CASA SKIN CORRODED
10/10/2009 C212 LT WING
UPON REMOVAL OF THE LEFT SIDE UNDER-WING (RIVETED ON) AFT EXHAUST FAIRING WHILE PERFORMING SID
20000 CYCLES/8100 LANDINGS INSPECTION, AN AREA OF MODERATE TO SEVERE EXFOLIATION CORROSION WAS
DISCOVERED ON THE WING SKIN UNDERNEATH THE EXHAUST FAIRING. THIS CORROSION WAS NOT VISIBLE WITH
THE RIVETED FAIRING INSTALLED.
2009FA0000908 CESSNA LEG ASSY CORRODED
9/19/2009 150J MLG
DURING ANNUAL INSP, NOTED RUST STAINS ADJACENT TO THE STEPS LOCATED ON BOTH THE RT AND LT MLG
LEGS. REMOVED THE STEPS AND FUND DEEP RUST PITS AND DAMAGE ON BOTH GEAR LEGS. BOTH GEAR LEGS
WERE REMOVED AND REPLACED WITH USED SERVICEABLE GEAR LEGS. STEPS WERE NOT REINSTALLED.
2009FA0000825 CESSNA G SWITCH INOPERATIVE
9/16/2009 150M ELT
ELT G SWITCH, INOPERATIVE. (K)
2009FA0000904 CESSNA LYC FLOAT LOOSE
8/27/2009 152 O235L2C 30766 CARBURETOR
UPON CK FOR REPORTED ENGINE POWER LOSS THE CARBURETOR FLOAT WAS FOUND WITH ONE FLOAT
UNSOLDERED. COMPARED TO THE OTHER FLOAT, THE REINFORCEMENT TAB WAS FOUND NOT TO HAVE BEEN
SOLDERED WHEN MFG. (K)
2009FA0000937 CESSNA CONT YOKE BROKEN
8/22/2009 172F O300D 051178216 ELEVATOR CONTROL
ACFT EXPERIENCED A TOTAL SEPARATION OF THE WELD ASSY- YOLK (PN 0511782-16) APPROX 3 INCHES ABOVE
THE ELEVATOR CONTROL ROD ATTACH POINT AT THE LOWER BEARING (PN AN200KS4). THIS SEPARATION
RESULTED IN A TOTAL LOSS OF ELEVATOR CONTROL. THIS POTNETIALLY CATASTROPHIC FAILURE OCCURRED
ON THE GROUND BETWEEN FLIGHTS. ACFT WAS PREPARING FOR SECOND FLIGHT WHEN PILOT DECIDED
AGAINST THE FLIGHT DUE TO WEATHER. PILOT SHUT DOWN ENGINE AND ATTEMPTED TO INSTALL CONTROL
LOCK. AS THE PILOT PULLED THE CONTROL YOLK AFT TO ALIGN THE LOCKPIN HOLE, HE NOTED NO RESISTANCE.
VISUALLY CHECKING THE ELEVATOR`S RESPONSE TO CONTROL YOLK MOVEMENT, IT WAS APPARENT THAT
THERE WAS A TOTAL SEPARATION. YOLK BROKE WITHOUT ANY OBVIOUS EXTERNAL DEFORMATION. UPON
EXAMINATION, IT WAS APPARENT THAT THE WELD ASSY-YOLK HAD CORRODED FROM THE INSIDE. YOLK ASSY IS
SEALED ON THE BOTTOM AT THE ATTACH POINT OF THE ELEVATOR CONTROL ROD BUT ITS OPEN AT THE TOP,
FILLING AND TRAPPING WATER AT THE BOTTOM. SB SEB01-3 ADDRESSES SITUATION. EVEN THOUGH THE YOLK
LOOKED GOOD AND HAD A SOLID RING WHEN STRUCK WITH A STEEL ROD, IT STILL FAILED THE SB TEST.
2009FA0000900 CESSNA LYC SLICK ROTOR BROKEN
8/12/2009 172M O360A4M M3548 RT MAGNETO
THE ROTOR SHAFT WAS FOUND BROKEN IN TWO. THE BREAK LINE INDICATES A CRACK WAS PRESENT FOR
SOME TIME PRIOR TO SEPARATION. THE MAG AHD NOT HAD ANY INTERNAL MX. 2 WEEKS PRIOR TO THIS, THIS
SAME ROTOR BREAK OCCURED ON A 4370 WITH 708 HOURS TIME IN SERVICE.
2009FA0000925 CESSNA LYC ACTUATOR BROKEN
10/1/2009 172RG O320* 12810013 MLG
ON RETURN TO AIRPORT THE PILOT COULD NOT GET THE LEFT MAIN GEAR TO FULLY EXTEND INTO THE DOWN
AND LOCKED POSITION FOR LANING. AFTER SEVERAL ATTEMPS TO GET THE GEAR DOWN THE DECISION WAS
MADE TO LAND THE ACFT WITH THE GEAR UP IN THE GRASS ALONG SIDE THE RUNWAY WITH NO DAMAGE DONE
TO THE ACFT. FURTHER INSPECTION OF THE ACFT AFTER THE GEAR UP LANDING REVEALED THAT THE LT MAIN
GEAR ACTUATOR HAD BROKEN ALLOWING THE SECTOR GEAR AND PISTON TO BECOME JAMMED THEREFORE
NOT ALLOWING THE GEAR TO OPERATE AS INTENDED. SB , SEB01-2, REV 2 RECOMENDS INSPECTION BE DONE
EVERY 500 HRS. (K)
CA090929003 CESSNA CONT LANDING GEAR OBSTRUCTED
9/27/2009 210L IO520L NOSE
(CAN) UPON APPROACH, PILOT SELECTED MLG DOWN, & DID NOT GET A MLG DOWN INDICATION & HYDRAULIC
MOTOR DID NOT SHUT-OFF. PILOT PULLED MLG CIRCUIT BREAKER & USED EMERGENCY EXTENSION PUMP.
PILOT SAID HAND PUMP PRESSURED UP IMMEDIATELY. VISUAL ON LT & RT MLG INDICATED THEY WERE DOWN.
COULD NOT CONFIRM NLG DOWN. A PHONE CALL WITH MX IN AIR DETERMINED THAT ALL MLG WAS MOST LIKELY
DOWN DUE TO PREVIOUS EXPERIENCE WITH FAILED DOWN LOCK MICROSWITCHES. PILOT CONTINUED TO LAND
UNEVENTFULLY UNTIL ROLL-OUT WHEN NLG STARTED TO COLLAPSE. PROP STRUCK PAVEMENT & ENGINE
STOPPAGE OCCURED. NO OTHER POST FIRES ETC OCCURED. ACFT GOING AT TAXI SPEED WHEN NLG
COLLAPSED. UPON REMOVAL OF ACFT FROM RUNWAY, NOTICED RT CABIN STEP RETRACT CABLE HAD BROKE
(SUSPECTED UPON LAST RETRACTION) AND HAD FLIPPED AROUND AND LODGED ITSELF INTO NLG ACTUATOR
LOCKING MECHANISM. NLG LOCKED INTO PLACE ON RUNWAY & TOWED TO HANGER. ACFT HAD ALL 3 GEAR
DOWN UPON LANDING EXCEPT NLG WAS TRULY NOT LOCKED. HYD PRESSURE BLED OFF DURING ROLL-OUT AND
SUBSEQUENTLY GEAR COLLAPSED. (TC# 20090929003)
2009FA0000916 CESSNA CONT LINKAGE BENT
10/5/2009 310D IO470* NLG
NOSE GEAR FAILED UPON RETRACT. EXACT CAUSE, UNKNOWN. FOUND LINKAGE FROM GEAR ACTUATOR BOX TO
NOSE GEAR BENT. THE NOSE GEAR DOOR LINKAGE IS SUSPECT TO CAUSING THE INCIDENT, BUT CANNOT SAY
WITH CERTAINTY.
2009FA0000932 CESSNA CONT CYLINDER FAILED
10/12/2009 340A TSIO520* ENGINE
PROBLEM ORIGINATED FROM A ROUGH RUNING ENGINE CAUSED BY BROKEN CYLINDER VALVE SPRINGS.
CYLINDER WAS REMOVED FOR REPAIR AT THIS TIME SPALLED CAMSHAFT AND LIFTERS WERE OBSERVED
NECESSITATING A COMPLETE ENGINE TEARDOWN WHICH EXPOSED THE ADDITIONAL PARTS WITH CORROSION
ON THEM.
2009FA0000942 CESSNA CONT SPRING BROKEN
9/9/2009 340A TSIO520NB VALVE
RT ENGINE REPORTED TO RUN ROUGH DURING APPROACH. ENGINE HAS A 25 RPM MAGNETO DROP.
COMPRESSION CHECK INDICATED A LEAKING EXHAUST VALVE WITH THE ENGINE HAVING ALLOWABLE
COMPRESION READINGS. CHT'S DID NOT COME UP EVENLY DURING INITIAL ENGINE START UP, SOME LAGGED
WAY BEHIND OTHERS. TURBOCHARGERS WERE REPLACED AT LAST ANNUAL 5 HOURS AGO DUE TO THEM
REPORTED AS BEING STIFF. ENGINE FUEL FLOWS APPEAR TO BE LOW AND ENGINE IS RUNNING LEAN, NO RISE
AT ICO. RECENTLY SEALED LEFT PROP IS LEAKING RED DYE/OIL. REMOVED THE ROCKER BOX COVERS AND
FOUND CYL NR 4 WITH BROKEN OUTER VALVE SPRINGS AND CYL NR 5 WITH BROKEN INNER VALVE SPRINGS.
REMOVED THE FILTER AND FOUND IT COMTANINATED WITH STEEL PARTICLES.
2009FA0000941 CESSNA CONT MAGNETO FAILED
9/9/2009 340A TSIO520NB LEFT
RIGHT ENGINE REPORTED TO RUN ROUGH DURING APPROACH. ENGINE HAS A 25 RPM MAGNETO DROP.
COMPRESSION CHECK INDICATED A LEAKING EXHAUST VALVE WITH THE ENGINE HAVING ALLOWABLE
COMPRESSION READINGS. CHT'S DID NOT COME UP EVENLY DURING INITIAL ENGINE START UP, SOME LAGGED
WAY BEHIND OTHERS. TURBO CHARGERS WERE REPLACED AT LAST ANNUAL 5 HOURS AGO DUE TO THEM
REPORTED AS BEING STIFF. ENGINE FUEL FLOWS APPEAR TO BE LOW AND ENGINE IS RUNNING LEAN, NO RISE
AT ICO. RECENTLY SEALED LEFT PROP IS LEAKING RED DYE/OIL. REMOVED VENT PLUGS ON THE MAGNETOS
AND FOUND THE INSIDE OF THE RT ENGINES LT MAGNETO TO BE FILLED WITH CRUD WHICH TURNED OUT TO BE
FROM A FAILED DISTRIBUTOR GEAR TEETH THAT CHANGED THE INTERNAL TIMING OF THE MAGNETO. NOTE
MAGNETOS WERE REPLACED DURING THE ENGINE O/H.
2009FA0000842 CESSNA CONT CYLINDER CRACKED
1/20/2009 421B GTSIO520* ECC720 NR 5
ECI REPAIRED CYLINDER FOUND TO BE CRACKED
2009FA0000841 CESSNA CONT CYLINDER CRACKED
12/5/2008 421B GTSIO520C ENGINE
12/25/08 6 CRACKED TCM CYLINDERS WERE REPLACED.
2009FA0000843 CESSNA CONT CYLINDER CRACKED
4/17/2009 421B GTSIO520C ECC720 NR 6
REPAIRED CYLINDER FOUND TO BE CRACKED
2009FA0000891 CESSNA CONT CRANKSHAFT BROKEN
4/30/2009 421C GTSIO520* 653020 NR 3 MAIN
RECEIVED ENGINE INTO DISASSY SHOP ON 4/30/09. SMOH: 246.7- POSSIBLY NR 5 CYLINDER NOT TORQUED
PROPERLY (MAINTENANCE AFTER O/H). CRANKSHAFT BROKEN AT NR 3 MAIN JOURNAL. M010 CRANK. DAMAGE AT
CRANKCASE NR 3 AND NR 4 MAIN BEARING TOWER. FRETTING AT NR 3 TOWER ALSO. METAL IMPREGNATION
FOUND IN ALL BEARING/ GEARS/ CAMSHAFT. (K)
2009FA0000798 CESSNA WILINT SHAFT SHEARED
9/23/2009 525 FJ44 HYD PUMP
SHAFT SHEARED ON NR1 (L) HYD PUMP WHILE ACFT WAS IN A CLIMB AFTER TAKE OFF. THIS RESULTED IN THE
HYD RESERVOIR TO BE EMPTIED OVERBOARD THRU THE PUMP DRAIN. THE PILOT'S THEN GOT A HYD FLOW LOW
ANNUNCIATOR, FIRST ON THE RT SIDE AND THEN A FEW SECONDS LATER ON THE LT. PERFORMED AN
EMERGENCY EXTENSION OF THE LANDING GEAR AND RETURNED TO THE DEPARTURE AIRPORT.
VIBR 560 RUDDER CESSNA CABLE FRAYED
9/2/2009 560CESSNA 6565007118193 ZONE 100
DURING A 1200-HOUR/36-MONTH PHASE 5 INSP. REMOVED FWD FLOORDBOARDS FOR INSP OF THE AREA. FOUND
RUDDER CABLE GUARD PIN MISSING AT FS 127.70. LT AND RT (UPPER/LOWER) RUDDER CABLES WERE FOUND
DAMAGED. THE UPPER RUDDER CABLE WAS RIDING IN THE LOWER RUDDER CABLE'S PULLEY, BOTH CABLES
WERE DAMAGED DUE TO THE SAWING EFFECT DURING RUDDER DELECTION.
DXTA2009102001 CESSNA TRANSCEIVER MALFUNCTIONED
10/2/2009 560CESSNA WX RADAR SYS
IN FLIGHT, THE RADAR WHILE IN STBY WOULD FLASH "WAIT" ON THE MFD LOWER LEFT. IN WX MODE ON THE
CONTROL HEAD AND SUBPANEL IT WOULD CYCLE BETWEEN A YELLOW "WX" AND WAIT. YOU COULD NOT ADJUST
THE PITCH OR RANGE. THE RADAR WOULD NOT PAINT IN WX OR GMAP MODE.
2009FA0000800 CIRRUS CONT CRANKCASE CRACKED
6/25/2009 SR20 IO360ES 64928610 ENGINE
DURING A SCHEDULED INSPECTION AND UPON VISUAL INSPECTION A CRACK IN THE ENGINE CRANKSHAFT CASE
WAS DISCOVERED.
2009FA0000797 CIRRUS CONT CRANKCASE CRACKED
3/23/2009 SR20 IO360ES 64928610 ENGINE
DURING A SCHEDULED INSP AND UPON VISUAL INSP A CRACK IN THE ENGINE CRANKSHAFT CASE WAS
DISCOVERED.
2009FA0000801 CIRRUS CONT CRANKCASE CRACKED
7/27/2009 SR20 IO360ES 64928610 ENGINE
DURING A SCHEDULED INSP AND UPON VISUAL INSP A CRACK IN THE ENG CRANKSHAFT CASE WAS
DISCOVERED.
2009FA0000802 CIRRUS CONT CRANKCASE CRACKED
8/7/2009 SR20 IO360ES 64928610 ENGINE
DURING A SCHEDULED INSP AND UPON VISUAL INSP A CRACK IN THE ENG CRANKSHAFT CASE WAS
DISCOVERED.
2009FA0000795 CIRRUS CONT CRANKCASE CRACKED
10/22/2008 SR20 IO360ES 64928610 ENGINE
DURING A SCHEDULED INSPECTION AND UPON VISUAL INSPECTION A CRACK IN THE ENGINE CRANKSHAFT CASE
WAS DISCOVERED.
2009FA0000796 CIRRUS CONT CRANKCASE CRACKED
1/27/2009 SR20 IO360ES 64928610 ENGINE
DURING A SCHEDULED INSPECTION AND UPON VISUAL INSPECTION A CRACK IN THE ENGINE CRANKSHAFT CASE
WAS DISCOVERED.
2009FA0000803 CIRRUS CONT CRANKCASE CRACKED
9/4/2009 SR20 IO360ES 64928610 ENGINE
DURING A SCHEDULED INSP AND UPON VISUAL INSP A CRACK IN THE ENGINE CRANKSHAFT CASE WAS
DISCOVERED.
2009FA0000794 CIRRUS CONT CRANKCASE CRACKED
8/29/2008 SR20 IO360ES 64928610 ENGINE
DURING A SCHEDULED INSP AND UPON VISUAL INSP A CRACK IN THE ENGINE CRANKSHAFT CASE WAS
DISCOVERED.
2009FA0000851 CIRRUS CONT PAN DAMAGED
7/15/2009 SR22 IO550* 13549002 NLG
PILOT REPORTED THE PROPELLER APPEARED TO BE MUCH CLOSER TO THE GOUND THAN NORMAL & OIL WAS
LEAKING FROM COWL. OWNER REMOVED COWL ENOUGH TO OBSERVE UPPER BUNGEE ASSY CUP ROTATED UP
INTO THE OIL PAN. SHAFT WELD FAILED, ALLOWING CUP ASSY TO ROTATE. AT SOME POINT IT APPEARS THE CUP
ROTATED UP INTO OIL PAN COLLAPSING OIL PAN INTO THE CANKSHAFT ACCSSY DRIVE GEAR. DRIVE GEAR CUT
A SMALL HOLE INTO PAN ALLOWING AN OIL LEAK. WHILE EXAMINING THE NEW PART, IT WAS OBSERVED THE
WELD ON THE OLD PART WAS ONLY ON THE INSIDE OF THE CUP TO GUIDE SHAFT. WELD TORE AWAY FROM PAN
& APPEARS TO BE A DEFECTIVE WELD. NEW PAN/SHAFT ASSY HAS A SIGNIFICANTLY IMPROVED WELD INSIDE OF
THE PAN AS WELL AS A SECOND WELD ON THE TOP SIDE OF THE PAN. IT IS APPARENT THAT THE ACFT FLEW
WITH THIS PART BROKEN. IT IS UNCLEAR AS TO HOW MANY FLIGHTS IT HAD WITH THIS PART FAILED HOWEVER,
IT APPEARS THAT IT TAXIED IN WITH THE PART FAILED.
2009FA0000804 CIRRUS CONT CYLINDER CRACKED
9/29/2009 SR22 IO550N 655932A3 NR 4
DURING VISUAL INSP CONCURRENT WITH OIL AND FILTER CHANGE, THE NR 4 CYLINDER WAS FOUND CRACKED,
UPPER, OUTBOARD FIN, RADIUSING DOWN TO CYLINDER HEAD BASE LT OF SPARK PLUG AND IN BETWEEN
LOWER FIN AND HEAD.
2009FA0000820 CIRRUS CONT SCREW BROKEN
7/2/2009 SR22 IO550N 51377001 DOOR HANDLE
PILOTS REPORTED THAT THE DOOR POPPED OPEN ON TAKEOFF, 800 FEET. THE PILOT GRABED THE DOOR BY
THE HANDLE TO PULL IT CLOSED AND THE HANDLE CAME OFF IN HIS HAND. PLASTIC SCREWS BROKE OOF A THE
HEAD. RECOMMEND REPLACING HARDWARE WITH STEEL. (K)
2009FA0000899 CIRRUS CONT RING FAILED
8/4/2009 SR22 IO550N 16678001 TIE DOWN
JACKED ACFT IAW MM. TAIL TIEDOWN RING FAILED WITH ACFT ON JACKS. TIEDOWN RING MADE OF RUBBER
ONLY. SITUATION CAUSES THREAT TO PERSONNEL UNDER AND AROUND ACFT. ACFT WILL FALL-NOSE DOWN
WHEN FAILURE OCCURS. (K)
2009F00090 CNDAIR FITTING GOUGED
10/2/2009 CL600* 4655021501 ZONE 900
9G BULKHEAD FITTINGS GOUGED AND SCRATCHED
2009FA0000898 COLYAR ROTAX CONNECTOR LOOSE
ROTAX912ULS
6/12/2009 FREEDOM NLG ACTUATOR

AFTER 2 SUCCESSFUL TAKEOFFS AND LANDINGS, PILOT DID NOT GET NOSE GEAR DOWN INDICATION WHILE
ATTEMPTING A LANDING. PILOT PERFORMED A FLY-BY. TOWER PERSONNEL INDICATED NOSE WHEEL
EXTENDED, BUT NOT FULLY DEPLOYED. AFTER TOUCH-DOWN, AIRSPEED DIMINISHED. ACFT BEGAN TO MOVE TO
THE DOWNWIND SIDE OF RUNWAY. WITHOUT NLG STEERING FEATURE FULLY ENGAGED, NO DIFFERENTIAL
BRAKING (HAND BRAKE ONLY), ACFT COULD NOT BE CONTROLLED DIRECTIONALLY. NLG WHEEL STRUCK A TAXI
LIGHT & TURNED NOSE STRUT PERPENDICULAR TO ACFT LONGITUDINAL AXIS. NLG SIDE SUPPORTS BENT WITH
SIDE LOAD. ACFT CAME TO A STOP WITH NO INJURIES REPORTED. NLG STRUT REMOVED. GEAR ACTUATOR
SELECTED AND MLG RETRACTED & DEPLOYED NORMALLY. NLG ACTUATOR & INDICATING LIGHTS OPERATED
NORMALLY WHEN LIMIT SWITCHES OPERATED MANUALLY. FAULT HAS BEEN ISOLATED TO A MULIT-PIN
ELECTRICAL CONNECTOR THAT POWERS THE NLG ACTUATOR & LIGHTS FOR THE NLG DOWN POSITION.
REPLACE CONNECTOR. UPON FURTHER INVESTIGATION, CAUSE OF THE MLG NOT FULLY DEPLOYING WAS DUE
TO A DEFECTIVE ACTUATOR, PN 113-419, NOT A DEFECTIVE WIRING CONNECTION. WIRING HARNESS WAS NOT
SEALED AT GEAR ACTUATOR CASE ALLOWING WATER FROM THE WHEELWELL TO ENTER THE GEAR ACTUATOR
MOTOR. A NEW ACTUATOR WAS INSTALLED AND SEALANT WAS APPLIED TO THE NOSE AND MAIN GEAR
HARNESSES AT THE ACTUATOR CASE TO SEAL THE MOTOR. MFG TO SEAL ALL ACTUATOR WIRING HARNESSES
FOR NOSE AND MAIN GEAR ACTUATORS. (K)
2009FA0000931 DHAV GENERATOR OVERHEATED
10/12/2009 DHC8* 11522185
GENERATOR OVERHEATED. ENGINEERING HAS IDENTIFIED A SECOND DEFECTIVE WELD IN A MAIN ROTOR BAND
(643104-1) THAT PROPAGATED TO A FAILURE CONDITION RESULTING IN A GENERATOR FAILURE IN SERVICE. THE
WELD APPEARS TO SHOW STRONG INDICATIONS OF INCOMPLETE FUSION (ORIGINAL UNMELTED JOINT
SURFACE) ALONG THE ID SIDE OF THE WELD. THE INCOMPLETE FUSION ZONE BEGINS ON ONE END OF THE
WELD AT ALMOST 50 PERCENT OF THE THICKNESS AND TAPERS TO NEARLY -0- PERCENT (FULLY WELDED) ON
THE OTHER END.
CA090929002 DHAV PWA TORQUE TUBE SHEARED
9/25/2009 DHC8301 PW123 734386B TE FLAPS
(CAN) ON APPROACH, FLT CREW NOTICED "FLAP DRIVE" CAUTION LIGHT ILLUMINATE. FLAPS HAD ALREADY BEEN
EXTENDED, SO CREW CARRIED OUT A NORMAL LANDING. AFTER LANDING, MX CREW PERFORMED AN
INSPECTION OF VISIBLE SECTIONS OF FLAP DRIVE TRAIN & DISCOVERED A SHEARED RT NR 4 TORQUE TUBE. IT
APPEARS THAT THE TORQUE TUBE HAD BEEN CHAFING FOR SOME TIME AGAINST ONE OF THE FLAP SHROUD
HANGERS, DUE TO EITHER AN UNBALANCED CONDITION, OR A SLIGHT BEND IN THE TORQUE TUBE. (TC#
20090929002)
CONTROL CABLE
CA090928014 DIAMON WORN

9/21/2009 DA20A1 SF12579 RUDDER

(CAN) FWD 4 RUDDER CABLES ARE ROUTED FROM RUDDER PEDAL ASSYS TO RUDDER BELLCRANK (AFT OF THE
MAIN SPAR) THROUGH NYLON GUIDE TUBES THAT PASS UNDER THE SPAR THROUGH A TUNNEL ENCLOSURE. IT
WAS NOTED THAT THE CABLES WERE SOMEWHAT WORN AT EACH EXIT END OF THE GUIDE TUBES. AFTER
REMOVAL OF THE CABLE (THE CABLES ARE BUILT IN PLACE AND MUST HAVE THE END CUT OFF TO REMOVE), IT
WAS NOTED THAT THE WEAR WAS CONSIDERABLY WORSE IN THE GUIDE TUBES THAN INITALLY THOUGHT. 3 OUT
OF 4 CABLES HAD BROKEN STRANDS AS WELL AS NUMEROUS SPOTS WHERE CABLE WEAR CAUSED "BLENDING"
OF THE CABLE STRANDS. AFT RUDDER CABLES (2) ARE ROUTED FROM THE RUDDER BELCRANK TO THE RUDDER
HORN IN A STRAIGHT LINE DOWN THE TAIL CONE. 2 LARGE (APROX 1 1/4" ID) FAIRLEADS AND ONE RUB STRIP (LH
CABLE) KEEP THE CABLES FROM SLAPPING THE TAIL CONE STRUCTURE. THESE FAIRLEADS AND RUB STRIP ARE
NOT ACCESSABLE UNLESS THE FUEL TANK IS REMOVED. EVEN THEN BECAUSE OF RESTRICTED ACCESS AND
BEING UPSIDE DOWN (THE INSPECTOR), IT IS EXTREMELY DIFFICULT TO ASERTAIN THE CONDITION OF THE
CABLE PASSING THROUGH/BY THE FAIRLEADS. SOME WEAR WAS NOTED AND UPON REMOVAL AND SIGNIFICANT
BLENDING HAD OCCURRED. AIRCRAFT TOTAL TIME WAS 5454 HRS. IT IS UNKNOWN IF THE CABLES HAD BEEN
PREVIOUSLY REPLACED. (TC# 20090928014)
2009FA0000873 DIAMON CONT NUT CRACKED
10/22/2009 DA40 IO360* PROPELLER
WHEN REMOVING PROPELLER FOR RESEAL, FOUND 2 MOUNTING NUTS CRACKED. THE PROP HAS 93.5 HRS
SINCE INSTALLATION. THE PROPELLER PREVIOUSLY HAD THE BLADES REPLACED DUE TO PROP STRIKE.
2009FA0000921 DIAMON CONT SCREEN CRACKED
8/14/2009 DA40 IO360* INTAKE
REPAIR STATION IS HOLDER OF STC SA03674AT FOR THE INSTALATION OF R-134 COOLANT AIR CONDITIONER
SYS IN THIS ACFT. IAW THIS STC INSTALLATION, A CONDENSER HOUSING IS MOUNTED ON THE BOTTOM OF THE
ACFT FUSELAGE. IT HAS BEEN DISCOVERED THAT THE SCREEN WHICH COVERS THE FRONT OF THE
CONDENSER HSG HAS CRACKED WHERE IT ATTACHES TO THE CONDENSER HSG. PROBABLE CAUSE OF THIS
CONDITION IS VIBRATION. A MORE STURDY SCREEN ATTAHMENT SYS IS BEING INVESTIGATED TO CORRECT THE
PROBLEM. THE CRACKING OF THIS SCREEN DOES NOT AFFECT THE AIRWORTHINESS OF THE ACFT NOR DOES IT
AFFECT THE OPERATION OF THE AIR CONDITIONING SYS OR THE ACFT IN GENERAL. (K)
2009FA0000832 DIAMON LYC JUMPER BURNED
6/23/2009 DA40 IO360A1A DA431446003 CIRCUIT BREAKER
JUMPER WIRE FROM 70 AMP ALTERNATOR BREAKER TO BUSS BAR WAS BURNED AND DISCOLORED CAUSING
INFLIGHT ALTERNATOR FAILURES AS WELL AS AVIONICS INTERFERENCE AND FAILURE. SMOKE IN CABIN WAS
ALSO REPORTED. UPON INSPECTION FOUND JUMPER TERMINALS WERE NEVER CRIMPED AT FACTORY CAUSING
HIGH RESISTANCE AND BURNING OF THE WIRE. MFG REPS ADVISED OF OTHER FAILURES ON ACFT IN THIS SN
RANGE. RECOMMEND IMMEDIATE GROUNDING OF THESE EFFECTED SN ACFT UNITL THESE JUMPERS ARE
REPLACED WITH SERVICEABLE PARTS. (K)
CONTROL VALVE
2009FA0000819 DIAMON THIELT DEFECTIVE

10/9/2009 DA42 TAE1250299 057212K021401 LT ENGINE PROP

THE LT ENGINE PROPELLER CONTROL VALVE FAILED, CAUSING THE PROPELLER TO FEATHER AND COMMANDED
THE FADEC TO SHUTDOWN ENGINE. THIS ISSUE CAN BE RESOLVED BY COMPLYING WITH SB TAE 125-1007P1,
REV 2. (K)
EE4Y090298 DOUG TEE FITTING CORRODED
9/16/2009 MD83 99574657 ZONE 500
LT WING, STA XTE 342, TRAILING EDGE TEE FLANGE CORRODED.
EE4Y090277 DOUG SKIN DELAMINATED
9/21/2009 MD83 59304942 FLAP VANE
RT WING INBOARD VANE FLAP OUTER AND INNER SKIN DELAMINATED.
2009FA0000806 EMB HOSE CRACKED
9/30/2009 EMB135BJ 13506691001 FUEL SYSTEM
BOTH VENT VALVE RUBBER COUPLINGS (HOSE) ARE DRY ROTTED/CRACKING AFT END OF FWD FUEL TANKS.
2009FA0000812 EMB BRACKET MISMANUFACTURED
10/3/2009 EMB135BJ ZONE 100
THREE JOBOLTS WERE MISSING, APPARENTLY LEFT OUT DURING MANUFACTURE OF AIRFRAME, FROM A
BRACKET ATTACHED TO FRAME 70 BETWEEN STRINGER 11L AND 12L.
CONTROL CABLE
2009FA0000815 EMB WORN

10/3/2009 EMB135BJ 14571009401 AILERONS

THE LT AND RT WING AILERON CABLES, 2 EA P/N 145-71009-405 AND 2 EA -401 CABLES WERE WORN BEYOND AMM
IN-SERVICE LIMITS. NO STRANDS WERE BROKEN. THE WEAR OCCURED WHERE THE CABLES PASS THROUGH
THE NYLON FAIR LEADS ALONG THE WING LEADING EDGE WHEN THE AILERONS ARE IN NEUTRAL POSITION.
2009FA0000813 EMB FASTENER MISSING
10/3/2009 EMB135BJ FLOORBEAM
FOUR RIVETS WERE MISSING FROM THE LATERAL FLOOR SUPPORT TO FRAME 71 AT STRINGER 16L.
2009FA0000814 EMB HOSE CRACKED
10/3/2009 EMB135BJ 14509942405 APU
APU COMBUSTION DRAIN RUBBER HOSE, P/N 145-09942-405, IS ROTTED AND CRACKED.
2009FA0000918 EMB ALLSN RING CORRODED
9/2/2009 EMB135ER AE3007A 14575207 ENGINE
(16) OF THE ATTACHMENT RINGS THAT SECURE THE ENGINE INLET TO THE ENGINE, HAVE CORROSION IN ALL
ATTACH HOLES. THESE RINGS WERE LOCATED IN A REPAIR STATION. (K)
2009FA0000837 EMB HINGE SEIZED
10/12/2009 EMB500 50010035402 PAX DOOR
THE MAIN CABIN DOOR AFT HINGE PIN PARTIALLY SEIZED IN THE HINGE HALF MOUNTED ON THE DOOR. THE
DOOR WAS VERY HARD TO OPEN AND CLOSE AND MADE A LOUD NOISE WHEN OPENING. THE HINGE PIN HAD TO
BE CUT TO BE REMOVED FROM THE DOOR. A VISUAL AND EDDY CURRENT INSPECTION REVEALED NO
DISCREPANCIES WITH THE HINGE HALF MOUNTED ON THE FUSELAGE. A VISUAL INSPECTION OF THE FORWARD
HINGE AND HINGE PIN REVEALED NO DISCREPANCIES. THE AFT HINGE HALF, P/N 500-10035-402, MOUNTED ON
THE DOOR WAS REPLACED, ALONG WITH THE FORWARD AND AFT HINGE PINS P/N 500-10022-001. THE NEW PINS,
P/N 500-10022-003 ARE SLIGHTLY SMALLER IN DIAMETER TO HELP PREVENT SEIZING IN THE FUTURE.
CA090928013 FRCHLD GARRTT WIRE DAMAGED
9/27/2009 SA227DC TPE33112UHR 52986 TEMP BULB
(CAN) EXCESSIVE OIL TEMP ON LH ENGINE DUE TO BAD WIRING CONNECTION ON OIL TEMP BULB CONNECTION.
THE BAD CONNECTION CAUSED RESISTANCE TO BE INTRODUCED INTO SYSTEM WHICH MADE THE INDICATION
READ HIGH. CONNECTION WAS REPAIRED AND AIRAFT GROUND SERVICIBLE - AIRCRAFT RETURNED TO SERVICE
(TC# 20090928013)
2009FA0000880 GULSTM ACM BINDING
3/1/2009 G1159 2039254
ACM WAS INSTALLED AS AN OVERHAULED UNIT. OIL SERVICE AND NEW WATER SEPARATOR SOCK INSTALLED.
GROUD RAN SYSTEM, DID COMPLETE OPS CHECK NO LEAKAGE. 50.6 HOURS AFTER THE ACM WAS BINDING
INSIDE, MAKING A LOUD SCRAPING NOISE. UNIT WAS REMOVED AND REPLACED WITH A WARRANTY UNIT. ACM
WAS RETURNED TO MFG FOR EVALUATION.
2009FA0000881 GULSTM ACM BINDING
3/4/2009 G1159 20392541
UNIT WAS INSTALLED AS AN OVERHAULED UNIT. WITH 21.1 HOURS ON THE UNIT. THE TURBINE WAS BINDING AND
CAUSING OVERHEAT AND SMOKE IN THE CABIN. UNIT WAS REPLACED WITH AN O/H UNIT AND AN OPS CHECK
WAS COMPLIED WITH. OIL LEVEL CHECK, NO DEFECTS NOTED. THIS WAS THE SECOND UNIT FROM THE SAME O/H
SITE TO FAIL WITH UNDER 50 HOURS. (K)
2009FA0000852 GULSTM AVIONICS UNIT BURNED
9/29/2009 GULFSTREAMGV 70244041913
BURNED/OVERHEATED BACK PANEL AT AGM CONNECTION - SLOT 6 AND 6 OF THE MODULAR AVIONICS UNIT. (K)
2009FA0000811 GULSTM ACTUATOR LEAKING
10/3/2009 GV 1159SCH50255 RUDDER
TESTING PLUG BACKED OUT OF THE RUDDER ACTUATOR CASE, BECAUSE IT WAS NOT SAFTIED, RESULTING IN
THE RIGHT HYDRAULIC SYSTEM DRAINING TO ZERO IN FLIGHT.
2009FA0000920 HUGHES GEARBOX LEAKING
9/29/2009 269C 269A5600703 TAILROTOR
PILOT NOTE THE TAIL ROTOR GEARBOX WAS LEAKING. GEARBOX WAS CLEANED WITH SOLVENT AND AIR DRIED
AND THEN GROUND RAN FOR 2-3 MIN. LEAKAGE AND CRACK WERE NOTED IN AREA DEPICTED IN DIAGRAM
BELOW. LOGBOOK RESEARCH NOTED NO EVIDENCE OF DAMAGE HISTORY OR TAIL ROTOR STRIKE. CAUSE OF
CRACK UNKNOWN. (K)
SELECTOR
2009FA0000834 MOONEY SEIZED
VALVE
2/28/2009 M20C FUEL SYSTEM
FUEL SELECTOR SEIZED IN THE LEFT TANK POSITION. WAS ABLE TO CONTINUE TO DESTINATION ON REMAINING
FUEL LOAD IN LEFT TANK.
2009FA0000818 PILATS DISPLAY BURNED
9/3/2009 PC1245 066031373100 COCKPIT
PILOT REPORTED STRONG ELECTRICAL BURNING SMELL IN COCKPIT AND MADE EMERGENCY LANDING. FOUND
PILOT HSI DISPLAY MODEL ED551A, SN U3714 TO HAVE A STRONG ODOR OF BURNED ELECTRONICS. UNIT STILL
POWERED UP AND DISPLAYED CORRECTLY. REMOVED UNIT AND SENT TO MFG FOR ANALYSIS/ REPAIR. (K)
2009FA0000915 PIPER LYC MIXING VALVE INOPERATIVE
9/8/2009 PA22160 O320* CF242514 CARBURETOR
MIXTURE CONTROL VALVE BRASS END FITTING ON THE END OF THE FLEX SHAFT, LOOSE, WOULD NOT ALLOW
THE MIXTURE CONTROL TO SHUT DOWN THE ENGINE. (K)
2009FA0000871 PIPER HINGE CRACKED
10/22/2009 PA24260 2070702 RUDDER
TOP RUDDER HINGE CASTING CRACK AT ROLLER BRG LOCATION. (K)
2009FA0000872 PIPER HINGE CRACKED
10/22/2009 PA24400 2070706 RUDDER
TOP RUDDER HINGE CASTING CRACK AT ROLLER BEARING LOCATION. (K)
2009FA0000894 PIPER LYC CYLINDER HEAD SEPARATED
7/20/2009 PA28181 O360* FRST120OCA ENGINE
ON FINAL, PILOT LOST OIL AND ENGINE WENT TO ROUGH RUNNING. ONCE LANDED, POPPED COWLING AND
FOUND HEAD SEPARATED FROM BARREL. (K)
IGNITION SWITCH
2009FA0000930 PIPER LYC BURNED

9/9/2009 PA28181 O360* 103572101 COCKPIT

PILOT REPORTED SMOKE IN THE CABIN WHEN THE IGNITION SWITCH WAS PLACED IN THE START POSITION AND
ENGINE WOULD NOT START. UPON INSPECTION THE IGNITION SWITCH WAS FOUND TO BE BURNED AND MELTED.
THE CONTACTS ALSO SHOWED ARCING AND WAS ALSO BURNED. IT IS UNKNOWN WHAT CAUSED THIS
MALFUNCTION. THE REST OF THE STARTER SYS WAS INSPECTED AND NO OTHER DEFECTS WERE NOTED. (K)
2009F00087 PIPER LYC PISTON FAILED
7/31/2009 PA28R180 IO360B1E ENGINE
PISTON FAILED AT PISTON PIN POINT. STRESS MARKS FOUND ON INITIAL INSPECTION.
2009FA0000807 PIPER CONT CONT SHAFT SHEARED
8/29/2009 PA28R201T TSIO360* ENGINE
INFLIGHT FAILURE OF ENGINE, DUE TO OIL PUMP DRIVE GEAR SHAFT SHEARING. PILOT WAS IN CRUISE .
ALTITUDE APPROXIMATELY 4000 FT MSL, UNSCHEDULED LANDING AT AIRPORT.
2009FA0000913 PIPER LYC SLICK CAMSHAFT SHEARED
9/1/2009 PA28RT201 IO360C1C6 MAGNETO
MAGNETO FAILURE DUE TO ROTATING MAGNETO CAM SHAFT SHEARING OFF JUST BELOW THE CAM, AT THE
FORK. THE PROBABLE CAUSE OF THE BREAK IS METAL FATIGUE AT THE FORKED GROOVE WHICH CAUSES
CRACKS AND THEN LEADS TO FAILURE. THIS IS THE SECOND MAGNETO THIS SHOP HAS SEEN FAIL THIS WAY AT
ABOUT THE SAME TT. (K)
2009FA0000828 PIPER LYC AIR FILTER SPLIT
7/2/2009 PA32R300 IO540K1G5D BA3
THE FILTER IS SEPARATING AT MFG SEAM. THIS IS THE 3RD FILTER FOUND IN THIS CONDITION.
2009FA0000901 PIPER RIB CRACKED
8/28/2009 PA32R301T AILERON
DURING AN ANNUAL INSP, THE INSPECTOR FOUND WHAT APPEARED TO BE A CRACK EXTENDING FWD OF THE
OTBD AILERON HING ATTACH BRACKET, LT AILERON, IN THE AILERON L/E RIB. THE AILERON WAS REMOVED AND
THE AILERON OUTER HINGE BRACKET WAS REMOVED. PAINT WAS CHEMICALLY REMOVED EXPOSING A CRACK
WHICH CONNECTS THE TWO NUT-PLATE ATTACHMENT RIVETS. THE TECH THEN REMOVED THE RT AILERON AND
PERFORMED THE SAME PROCEDURE. THE L/E RIB IS NOT CRACKED ON THE RT AILERON, HOWEVER THE SKIN
HAS DEFINATELY BEEN WORKING AND APPEARS THAT IT WILL CRACK FROM WORK HARDENING VERY SOON.
2009FA0000799 PIPER TRUNNION CRACKED
9/29/2009 PA34200T 9572305 MLG
FOUND NLG TRUNNION TO BE CRACKED AT 2 WELDS, 1 CRACK .2500" THE OTHER .0625". THESE CRACKS ARE IN
THE AREA TO BE INSPECTED IAW AD 2005-13-16 AT 1000 HOUR INTERVALS. TIME SINCE LAST INSPECTION WAS
464.2. LARGER CRACK WAS FOUND BY SIMPLE VISUAL INSPECTION DURING SCHEDULED MX. THE SMALLER WAS
FOUND BY REMOVING THE PAINT IN THE AREA OPOSITE THE OTHER CRACK AND VISUALY INSPECTING WITH A
LIGHT SOURCE AND MAGNIFICATION.
2009FA0000936 PIPER CONT AUTOPILOT SYS INOPERATIVE
8/7/2009 PA34200T TSIO360*
UNIT WAS INITIALLY REMOVED FROM ACFT IN MARCH OF 2009 BECAUSE AUTOPILOT WOULD NOT OPERATE
PROPERLY. TO VERIFY AUTOPILOT OUTPUTS FROM ATTITUDE GYRO WERE WORKING GYRO REMOVED FROM
ACFT AND A BENCH TEST PERFORMED. BENCH TEST REVEALED THAT IT WOULD NOT ERECT AT ALL ON VACUUM
PRESSURE. NO FURTHER TESTING ACCOMPLISHED AT THIS TIME & SINCE UNIT WAS STILL UNDER WARRANTY, IT
WAS SENT BACK TO BE REPAIRED. GYRO WAS REINSTALLED INTO ACFT IN APRIL 2009 AFTER COMING OUT OF
REPAIR/OH. IT ERECTED OK ON THE GROUND BUT FLIGHT CHECK REVEALED AGAIN THE AUTO PILOT WOULD
NOT STABILIZE AND HOLD ATTITUDE. AUGUST 2009 UNIT WAS REMOVED AND BENCH TESTED AND IT WAS
VERIFIED THE AUTOPILOT ROLL REF OUTPUT WAS REVERSED. IT WAS ALSO NOT ERECTING WELL TO PROPER
VACUUM PRESSURE AND WAS VERY QUICK TO SPOOL DOWN AFTER VACUUM WAS REMOVED FROM
INSTRUMENT. UNIT WAS RETURNED FOR RE-EVALUATION. THIS INSTRUMENT WAS INITIALLY INSTALLED AS AN
EXCHANGE OH BY ANOTHER FACILITY. ACCORDING TO CUSTOMER, THE AUTOPILOT NEVER WORKED PROPERLY
AFTER THAT. ANOTHER GYRO WAS SHIPPED AS A REPLACEMENT AND INSTALLED IN ACFT. AUTOPILOT HAS BEEN
TEST FLOWN AND FUNCTIONS PROPERLY.
CONTROL CABLE
2009FA0000831 PIPER FRAYED

7/12/2009 PA44180 62701099 RT AILERON

CABLE IS FRAYED WHERE IT PASSES NEXT TO THE FLAP SELECTOR HANDLE UNDER THE CENTER FLOORBOARD
TUNNEL. DIFFICULT TO SEE DEFECT WITHOUT REMOVING FLAP SELECTOR HANDLE. CABLE FRAYED APPROX 50
PERCENT AT THIS LOCATION. IT IS NOTED THAT WHEN THE FLAP IS EXTENDED TO ITS FULLEST TRAVEL, THE
SELECTOR HANDLE CONTACTS THE AILERON CABLE. THEN THE CABLE RUBS ON THE HANDLE WHENEVER THE
AILERONS ARE MOVED WHILE FLAPS ARE EXTENDED FULLY. THERE APPEARS TO BE ENOUGH CLEARANCE
WHEN THE FLAPS ARE NOT FULLY EXTENDED. FLAP SELECTOR HANDLE SEEMS TO HAVE WORN OVER TIME AND
NOW HAS MUCH MORE PLAY THAN ON A NEW HANDLE ASSEMBY. THIS MAY BE CAUSING THE DAMAGE ON THE
OLDER . NO PULLEYS OR FAIRLEADS ARE NEARBY - RECOMMEND INSTALLING A PULLEY OR FAIRLEAD TO AVOID
DAMAGE OF A NEWLY INSTALLED CABLE ON AN OLDER AIRCRAFT. ALL CABLE TENSIONS WERE CORRECT, ON
DEFECTIVE CABLE AND OTHER CABLES.
2009FA0000907 PIPER TUBE DETERIORATED
9/14/2009 PA46310P 84315004
THE TUBING COVERING THE FUEL QUANTITY WIRING INSIDE THE WING HAS DETERIORATED. SOME SMALL
PIECES WERE FOUND NEAR THE WING STRAINERS. THE CONDITION WAS FIRST DISCOVERED LOOKING
THROUGH THE FUEL FILL PORT. ADDITIONALLY THE MFG CALLS OUT FOR INSPECTING THE FUEL BAYS
INTERNALLY EVERY 2 YEAR. THE SUBJECT ACFT WING PANELS HAD NOT BEEN REMOVED SINCE THE ACFT WAS
LAST PAINTED AND THERE WAS NO ENTRY IN THE LOG BOOKS FOR THE ACFT HAVING BEEN PAINTED SINCE MFG
IN 1985. MFG HAS INSPECTION PROGRAM FOR INSIDE OF FUEL BAYS EVERY 2 YEAS AND INSPECTING THE WIRE
COVER EVERY 100 HOURS THROUGH THE FUEL PORT HOLE. (K)
2009FA0000824 PIPER SUPPRESSOR FAILED
10/9/2009 PA46350P 70415K36 VOLTAGE
WHILE RETURNING FROM A SALES DEMONSTRATION, PILOT REPORTED SMOKE IN THE COCKPIT AND LANDED.
UPON FURTHER INVESTIGATION, FOUND THAT VOLTAGE SUPPRESSOR D4 (REF WIRING DIAGRAM 91-34-20 FIG 4
SHEET 5 OF 5) HAD FAILED. SUPPRESSOR D3 (MOUNTED DIRECTLY NEXT TO D4) HAS INDICATIONS OF HEAT
DAMAGE, BUT CONTINUED TO FUNCTION NORMALLY. BOTH SUPPRESSORS HAVE A MFG MODEL NR OF 704-15K36
AND LOT NR 0707. MFG SB 1187 DATED 8 FEB 2008 COVERS THE REPLACEMENT OF FAULTY VOLTAGE
SUPPRESSORS, BUT THIS ACFT FALLS OUTSIDE OF THE AFFECTED ACFT S/N RANGE. THE SB ALSO GIVES THE
DEFECTIVE LOT NR, BUT THE LOT NR OF THE INSTALLED SUPPRESSOR (0707) IS NOT IN THE LIST. SUPPRESSORS
D3 AND D4 WERE REPLACED USING MFG KIT 88432-002. (K)
S290901424 PIPER PWA CASE RUPTURED
7/24/2009 PA46500TP PT6A42 FUEL HEATER
OUTER CASE OF FUEL HEATER RUPTURED ON THE OILL SIDE OF THE CASE.
2009FA0000838 RAYTHN CLEVELAND TIE BOLT MISSING
10/12/2009 G36 MLG WHEEL
DURING AN INCOMING INSPECTION A MISSING WHEEL ASSY TIE BOLT WAS MISSING. (UNKNOWN OPERATOR,
UNKNOWN REPAIR STATION...ADP)
2009FA0000877 RKWELL PWA VALVE FAILED
3/17/2009 NA26560 JT12* 711701 NLG WW
ACFT EXPERIENCED AN UNCOMMANDED GEAR UP DURING TROUBLE SHOOTING FOR FREQUENT HYD CYCLING,
WHILE IN HANGAR. MX WAS ATTEMPTING TO LOCATE THE SOURCE OF HYDARULIC FLUID BYPASS, WHICH WAS
ORIGINALLY THOUGHT TO BE ONE OF THE BRAKE ACTUATING VALVES. BOTH ARE LOCATED IN THE NOSE WHEEL
WELL. WHILE INSPECTING BRAKE VALVES THE MECHANICS DISCOVERED THE BYPASSING FLUID WAS ACTUALLY
IN THE LANDING GEAR SELECTOR VALVE. HYD PUMP WAS THEN SHUT OFF, AND MX EXITED THE NOSE WHEEL
WELL. THEN ELECTRIC POWER WAS SHUT OFF; AT THAT TIME THE NOSE WHEEL COLLAPSED, AND SETTLED ON
THE NOSE GEAR DOORS. SHORTLY THEREAFTER THE RIGHT MAIN GEAR BEGAN TO RETRACT INBD WITH THE
RIGHT WNG SETTLING TO THE GROUND. AFTER THE ACFT WAS RAISED AND PLACED ON JACKS, WE TESTED THE
SYS, AND EXPERIENCED RANDOM FAILURES. AFTER OUR TESTS THE VALVE WAS REMOVED, AND SENT TO
AVMATS, WHO HAD ORIGINALLY OVERHAULED THE VALVE IN THEIR HYD SHOP IN SEPT 2004, AND INSTALLED IN
ACFT, ACFT TT 10,266; THE FAILURE OCCURRED AT TT 12, 226. THE VALVE WAS TESTED ON A HYD BENCH AT
AVMATS AND FOUND TO BE DEFECTIVE, IN THE SAME MODES EXPERIENCED ON THE ACFT. THE VALVE WAS
THEN DISASSEMBLED. A FAULTY O-RING, (PN MS28775-009, ITEM 14 IN THE COMPONENT REPAIR MANUAL) WAS
DISCOVERED. THE O-RING WAS FOUND TO HAVE FAILED, WITH A SECTION OF SEAL MISSING AND FOUND IN THE
VALVE BODY. RESULTS WERE REPORTED TO US BY DIRECTOR OF TECH SUPPORT OF AVMATS, AND DETAILED IN
HIS LETTER. NEW VALVE WAS INSTALLED IN ACFT AND PERFORMED BETTER THAN MM TEST SPEC FOR PUMP
CYCLING. MANY RETRACTIONS ACCOMPLISHED WITH FLAWLESS RESULTS. END
2009FA0000903 ROBSIN LYC WIRE CHAFED
7/19/2009 R44RAVENII IO540AE1A5 LT MAGNETO
FOUND WIRE IN LT MAG CHAFED TO GROUND WHICH CAUSED THE ENGINE TACH TO SHOW AT OVERSPEED, THE
GOVERNOR TRIED TO SLOW THE ENGINE DOWN WHICH CAUSED THE LOW ROTOR RPM HORN TO SOUND. WITH
THE CHANGE IN POWER SETTING THE CLUTCH LIGHT CAME ON SHOWING THAT THE BELT WAS BEING
RETENTIONED. (K)
CA090720004 ROBSIN LYC STARTER GEN MALFUNCTIONED
7/18/2009 R44RAVENII IO540AE1A5 BC3151004 ENGINE
(CAN) THE AIRCRAFT WOULD NOT START, TROUBLESHOOTING REVEALED THE BENDIX STARTER GEAR ENGAGED
TO THE RING GEAR AND WOULD NOT RETRACT BACK INTO THE STARTER CASE. (TC 20090720004)
CA090914009 ROBSIN LYC STARTER GEN MALFUNCTIONED
9/11/2009 R44RAVENII IO540AE1A5 14924HT ENGINE
(CAN) STARTER INSTALLED, TESTED SERVICEABLE, AFTER 5 CYCLES THE NEXT START ATTEMPT IT WOULD NOT
ENGAGE AT ALL. (TC 20090914009)
CA090928011 ROBSIN LYC PUMP NOISY
9/17/2009 R44RAVENII IO540AE1A5 D8187B FUEL SYS
(CAN) EXCESSIVE NOISE FROM FUEL PUMP, REPLACED WITH SERVICABLE PUMP (TC# 20090928011)
NDF2009F00001 SCWZER LYC LYC ALTERNATOR FAILED
8/31/2009 269D HIO360D1A ALU8521LS ENGINE
ALTERNATOR FAILED IN FLIGHT. ALTERNATOR WAS INSTALLED DURING ENGINE O/H BY MFG.
U0GA2009092883296 SKRSKY GE ENGINE FAILED
9/28/2009 S61N CT581401 NR 1
NR 1 ENGINE FAILED IN FLIGHT.
CA090930002 SKRSKY GE SKRSKY MODULE CONTAMINATED
9/23/2009 S92A CT78A 9235115001042 GB CHIP DETECTOR
(CAN) NR 2 INPUT CHIP INDICATION TRIGGERED IN FLIGHT, AIRCRAFT RETURNED TO BASE. FOLLOW UP
INSPECTION OF NR 2 INPUT MODULE CHIP DETECTOR WAS CARRIED OUT. TWO RIVETS HEADS WERE FOUND
BRIDGING THE DETECTOR GAP. DURING REPLACEMENT OF THE INPUT MODULE TWO ADDITIONAL RIVET HEADS
WERE DISCOVERED. (TC# 20090930002)
2009FA0000917 SWRNGN GARRTT ENGINE MISOVERHAULED
9/26/2009 S2RG6 TPE3316252M
ENGINE WAS DELIVERED TO OUR FACILITY BY ACFT OWNER DUE TO A BIRD INGESTION RESULTING IN DAMAGE
TO THE 1ST STAGE COMPRESSOR IMPELLER. UPON INITIAL INSPECTION OF THE ENGINE, SEVERAL
DISCREPANCIES WERE NOTED WITH THE CONFIGURATION OF THE ENGINE. FIRST NOTED WAS THE PLENUM
CHAMBER INSTALLED ON THE ENGINE WAS A (PN 8697281) WHICH IS APPROVED FOR A TPE331-1/-2 ENGINE NOT
A TPE331-6, THE CORRECT PLENUM SHOULD BE (PN 893973-5), THIS CONFIGURATION PROVIDES FOR A MORE
ROBUST REAR MOUNTING STRUCTURE FOR HIGHER HORSEPOWER ENGINES. THE NEXT ITEM NOTED WAS THE
INSTALLATION OF A TORQUE COMPENSATOR (PN 867916-4) IN PLACE OF PLUG (PN 896273-1), INSTALLATION OF
THIS DEVICE ALLOWS FOR ADJUSTMENT OF THE TORQUE SENSOR OUTPUT PRESSURE FOR WHICH THERE IS NO
PROVISION IN THE MM FOR THIS ENGINE MODEL. LASTLY NOTED WAS THE FACT THAT ITT HARNESS (PN 897529-4
WAS NOT INSTALLED IN THE ENGINE AND INSTEAD PLUGS WERE INSTALLED IN THE BOSSES WHERE THE
HARNESS PROBES AND LEADS WOULD TYPICALLY BE INSTALLED. ABOVE REFERENCED PN WERE OBTAINED
FROM CURRENT MFG ILLUSTRATED PARTS CATALOGS. (K)
CA090928009 SWRNGN BLEED AIR SYS STUCK
9/16/2009 SA227AC
(CAN) PILOT REPORTED SMOKE IN COCKPIT AFTER BLEEDS SELECTED "ON" AFTER TAKEOFF. LT BLEED AIR
SYSTEM FOUND TO BE STUCK IN FULL HOT. (TC# 20090928009)
2009FA0000850 UNIVAR FRNKLN FRNKLN GEAR FRACTURED
8/3/2009 1082 6A4165* 17725 CRANKCASE
ON A FLIGHT THE ENGINE STOPPED SUDDENLY WITH NO WARNING. THE AIRCRAFT LANDED. THE ENGINE
ACCESSORY CASE HAD MAJOR DAMAGE. THE MAGNETOS WERE BROKEN AWAY FROM THE CASE AND THERE
WERE SOME LARGE HOLES IN THE CASE. A TEARDOWN INSPECTION REVEALED THAT THE CRANKCASE GEAR
WAS FRACTURED IN SEVERAL PIECES. NOT ALL OF THE PIECES WERE FOUND.