September 1999 Alerts - Federal Aviation Administration · September 1999 FAA AC 43-16A 1 U.S. DEPARTMENT OF TRANSPORTATION FEDERAL AVIATION ADMINISTRATION WASHINGTON, DC 20590 AVIATION

AviationMaintenanceAlerts

AC No. 43-16A

ALERT NO. 254SEPTEMBER 1999

Improve Reliability-Interchange ServiceExperience

A L E R T S

CONTENTS

SPECIAL SAFETY NOTICE, FUEL FILTERSREPLACEMENT OF VELCON FILTERS ACOXXXXXC CARTRIDGES WITHACO-XXXXXK CARTRIDGES .......................................................................................................... 1

AIRPLANESBEECH ................................................................................................................................................... 4CESSNA ................................................................................................................................................. 6DIAMOND ............................................................................................................................................. 9GRUMMAN AMERICAN .................................................................................................................. 9LAKE ...................................................................................................................................................... 9PIPER ...................................................................................................................................................10

HELICOPTERS

BELL .....................................................................................................................................................12ENSTROM ...........................................................................................................................................14EUROCOPTER ..................................................................................................................................14MBB ......................................................................................................................................................14ROBINSON .........................................................................................................................................15SIKORSKY...........................................................................................................................................15

AGRICULTURAL AIRCRAFTAYRES ..................................................................................................................................................15

AMATEUR, EXPERIMENTAL, AND SPORT AIRCRAFT

EXTRA ..................................................................................................................................................15

POWERPLANTS AND PROPELLERSALLIED SIGNAL (TEXTRON LYCOMING) ..............................................................................16TELEDYNE CONTINENTAL ........................................................................................................16

AIR NOTESSUBSCRIPTION FORM ..................................................................................................................17IF YOU WANT TO CONTACT US ................................................................................................17**ALERTS E-MAIL ADDRESS UPDATE ...................................................................................18AIRWORTHINESS DIRECTIVES (AD’s) ISSUED IN JULY 1999 .......................................19GENERAL AVIATION SDR’S FROM JULY 20 TO AUGUST 20, 1999 ...............................20

September 1999 FAA AC 43-16A

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U.S. DEPARTMENT OF TRANSPORTATION

FEDERAL AVIATION ADMINISTRATION

WASHINGTON, DC 20590

AVIATION MAINTENANCE ALERTS

The Aviation Maintenance Alerts provide a common communication channel through which the aviation community caneconomically interchange service experience and thereby cooperate in the improvement of aeronautical product durability,reliability, and safety. This publication is prepared from information submitted by those who operate and maintain civilaeronautical products. The contents include items that have been reported as significant, but which have not been evaluated fullyby the time the material went to press. As additional facts such as cause and corrective action are identified, the data will be publishedin subsequent issues of the Alerts. This procedure gives Alerts’ readers prompt notice of conditions reported via Malfunction orDefect Reports. Your comments and suggestions for improvement are always welcome. Send to: FAA; ATTN: DesigneeStandardization Branch (AFS-640); P.O. Box 25082; Oklahoma City, OK 73125-5029.

SPECIAL SAFETY NOTICE,FUEL FILTERS

A situation arose which warrants theimmediate attention of all those concernedwith aviation safety. We are publishing thisnotice to make everyone aware of thepossibility of aircraft fuel contamination andstarvation.

Fuel filters used in fuel farms and fueldelivery vehicles caused this problem. Thefilter element may deteriorate and create fuelcontamination which passes into the aircraftfuel system.

Velcon Filters, Inc., the manufacturer of thesuspect filters, came forward in a veryprofessional manner to provide informationand help resolve this problem. Velcon Filters,Inc., released the following notice forpublication.

REPLACEMENT OF VELCONFILTERS ACOXXXXXC

CARTRIDGES WITH ACO-XXXXXKCARTRIDGES

BACKGROUND: In the early 1980’s,cartridges were delivered by Velcon Filterswhich were not only filter elements,

removing dirt and other particulatematter, but which also absorbed free(undissolved) water from Jet Fuel andAvgas. The US Navy, Mil-spec(Mil-M-81380C) was revised toacknowledge the water absorbingtechnology. Some years later, the InstituteOf Petroleum (IP) published the“Specifications and QualificationProcedures-Aviation Fuel Filter MonitorsWith Absorbent Type Elements.” ATA-103recognizes these IP monitor cartridges asan alternative to API-1581 qualifiedfilter/separators on refueling equipment.

The water absorbing cartridges(e.g., Velcon’s Aquacon® and CDF® seriescartridges) are used primarily as the lastseries of elements in filter vessels, orconverted filter/separator vessels, foraircraft refueling of Jet Fuel and Avgas.They are sometimes called monitors, fuses,or go-no-go cartridges. They are intendedas “insurance” elements, to stop any dirt orwater from going into the aircraft with thefuel. The dirt and water capacity is limited,since the primary dirt and water removalfunction in aviation fuel systems issupposed to occur upstream (tank settlingand bottom draw-off, and upstream filterand filter/separator vessels.)

The water absorbing cartridges havestandard filter media to remove particulatematter (dirt), and also contain the water

FAA AC 43-16A September 1999

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absorbing media (similar to the media inbaby diapers, incontinence pads, etc.)which will absorb free (undissolved) waterfrom the fuel. The free water is removed tolevels normally down to 2 PPM or less. Atstandard flow rates, 50% or higher of theelements’ rated flow, the differentialpressure will rise across the cartridge aswater is accumulated. The cartridges arechanged at 15 psid differential pressure.A large amount of free water in the fuel(slug) will rapidly increase the differentialpressure, shutting off the fuel flow as thewater is absorbed. An undeterminednumber of cartridges have plugged innormal operation, preventing unexpectedwater slugs from getting into aircraft.

FIELD INCIDENTS: There was anincident in 1998 in San Diego, Californiawhere some helicopters were observed tohave some gelatinous appearing media inthe fuel controls. This was determined tobe the same polymer material contained inthe Velcon upstream ACO-XXXXXC waterabsorbing cartridges on the fuel truck.Velcon began testing at various flow ratesand water quantities in the fuel in theirColorado Springs laboratory. It was foundthat at low flow rates (continually less than50% of the element’s rated flow) and at lowwater add rates (less than 50 PPM) thewater absorbing media would continuallyabsorb the water, but the observeddifferential pressure would not rise. Withcontinued low levels of water at low flowrates, the media continued to absorb wateruntil eventually the media was extrudedthrough the media migration barrier in theelement and flowed downstream.

Velcon tested all their series of waterabsorbing cartridges (ACO-XXXXXC,ACI-XXXXXC, and CDF-2XXK). It wasfound that the ACO-XXXXXC seriescartridges were the only series that hadthe low flow, low water problem withmedia extrusion. Velcon revised theOperating Procedures to caution againstoperating at less than 50% rated flow.Following suggestions by airline companiesand other operators that the flowrestrictions would be too difficult to follow,Velcon accelerated testing of the ACOcartridges with a water absorbing mediawhich was not adversely affected by thelow flow, low water extrusion problem.(The ACO-6XX01C cartridges had beenfully qualified to the original IP MonitorSpecification, which reflectedstate-of-the-art filter technology.)

The ACO-XXXXXK cartridges were finallydeveloped in May of 1999. Testing to the IPMonitor Specification, with additional lowflow, low water tests, were performed inMay 1999. This testing was witnessed byrepresentatives from the IP. The IPMonitor Specification has recently beenrevised to include the low flow, low watertests based on the unanticipatedoperational procedures related to the 1998incident.

An announcement was made to allcustomers and Velcon distributors onMay 28, 1999, that Velcon would replace allACO-XXXXXC cartridges in stock or inservice with the ACO-XXXXXK cartridges,free of charge. Velcon sent out a notice totheir distributors on June 14, 1999,enclosing a copy of the “Product Recall


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Card” which had been sent to alldistributors/customers that had receivedACO-XXXXXC cartridges directly fromVelcon. Information on this exchange ofcartridges was also included in theJune 1999 issue of the Velcon Clarifier,and was also added to the Velcon Internetinformation (www.velcon.com)

Velcon was informed of an incident atVero Beach, Florida in mid-July 1999where the gelatinous material was foundduring normal fuel draining in a PiperArcher. This was brought to the attentionof the Orlando, Florida Flight StandardsDistrict Office (FSDO) by the aircraft pilot.Upon contact with Velcon, it wasrecommended that wider notice to thefield of the possible extrusion problemsand cartridge replacement be made.

The FAA recommends that fixed-baseoperators (FBO’s), fuel farm operators, pilots,owners, operators, maintenance personnel,and anyone involved in aviation fuelingoperations check for the presence of theACO-XXXXXC filter cartridge. Also, closelycheck fuel samples for the presence ofcontaminates. If you find gelatinous matter,thoroughly investigate the source. Documentany filter cartridges found in stock or inservice on the following “Product Recall” form.

If you require further assistance, contactVelcon Filters, Inc., at telephone number1-800-531-0180 and ask to speak to “AviationTechnical Services.”

VELCON FILTERS, INC., PRODUCT RECALL I understand the circumstances of the Velcon Filters, Inc., product recall of the ACO-XXXXXC cartridges. Listed below are the ACO-XXXXXC cartridges that my company currently has in stock. I hereby certify that these cartridges will be destroyed upon receipt of replacement ACO-XXXXXK cartridges.

______________________________ _______ Name of Company Date

_______________________________________ (Print) Name of Authorized Representative

_______________________________________ Signature of Authorized Representative

___________________ __________________ Telephone Number FAX Number

________________________________________ Purchased From: Name of Distributor

MODEL NUMBER QUANTITY

_________________________ _____________

_________________________ _____________

_________________________ _____________

_________________________ _____________

_________________________ _____________

_________________________ _____________

_________________________ _____________

MAIL TO:VELCON FILTERS, INC.MARKETING DEPARTMENT4525 CENTENNIAL BLVD.COLORADO SPRINGS, CO 80919-9951


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AIRPLANES

BEECH

Beech; Model E18S; Tailwheel Failure;ATA 3220

During a landing, the aircraft tailwheelcollapsed when it contacted the runway.

The technician took the aircraft to the hangarand jacked up the tail. When the weight of theaircraft was removed from the tailwheel, thetailwheel assembly lowered. An investigationrevealed a broken bolt (P/N AN33DD) which isused to secure the tailwheel retraction cable.

The submitter suggested close attention begiven to this area during inspections andmaintenance.

Part total time not reported.

Beech; Models 24, C23, and 19 Series;Structural Corrosion; ATA 5320

The submitter of this report found similarstructural corrosion defects in Models 24, C23,and 19 series aircraft.

Corrosion was found at the forwardattachment point for the fuselage channel(P/N 169-42000-91) at Fuselage Station(FS) 132. At this location, a fresh air ductpasses through the channel. In one case, theforward channel attachment point wascompletely consumed by corrosion. Severecorrosion was also found at other variouspoints on the fuselage where fresh air ductboots came into contact with the fuselagestructure.

The submitter speculated the corrosiondefects were caused by water leakage fromwindows and condensation from the air ducts.In many cases, the insulation was wet whichcreated an environment conducive tocorrosion. He recommended that owners,operators, and maintenance entities be awareof the possibility of fuselage structuralcorrosion and conduct an inspection of the

suspect areas. This inspection is veryimportant if water leakage from the windowsis evident.

Part total time average-1,500 hours.

Beech; Model C35; Bonanza; ImproperRuddervator and Aileron Repairs; ATA 5540and 5751

During a maintenance inspection, thetechnician noticed “scab patches” on oneaileron and both ruddervators.

Further investigation disclosed the “scabpatches” were loose, and there wasa considerable amount of corrosion present.The blind fasteners, used to secure thealuminum patches to the ruddervatormagnesium skin, worked loose. The aircraftmaintenance records did not indicate whenthese repairs were made or whether any effortwas made to balance the flight controls. Also,the ruddervator system had excessively loosebushings and worn rod-ends which producedvery “sloppy” control. It was evident thisaircraft was not in compliance with thenumerous FAA Airworthiness Directives thataddressed the ruddervator system.

The technician informed the aircraft ownerthat the flight control patches were notairworthy. The owner decided to ground theaircraft and asked the technician to performa proper evaluation and repair.

The owner recently purchased this aircraftwithout the benefit of a maintenanceinspection or an inspection of the maintenancerecords. However, the annual inspection was“signed off” when he purchased the aircraft.

The submitter stated, “Pay a reputableAirframe and Powerplant Mechanic for anairworthiness evaluation prior to purchasingan aircraft! The money you pay up front maysave you many dollars after the sale and maysave your skin!”

Aircraft total time-6,005 hours. Total timesince annual inspection-25 hours.


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Beech; Model V35A; Bonanza; Defective OilTemperature Sending Unit; ATA 7720

The engine installed in this aircraft wasa Teledyne Continental, Model IO-520B.

While investigating the cause of inaccurateengine oil temperature indications,technicians discovered a defectivetemperature sending unit. The maintenancerecords indicated this was the original sendingunit installed when the aircraft was new.

The technician ordered and receiveda replacement sending unit. He conducteda receiving inspection, and discovered thereplacement sending unit’s wire stud wasloose and could easily be rotated by “fingerpressure.” He rejected the replacementsending unit and contacted the vendor.

The vendor checked his stock and rejectedfour other sending units before findinga sending unit that did not have loose wirestuds and threaded studs. He compared one ofthe new sending units to the original sendingunit and discovered the stud on the originalsending unit was tight and did not allow anymovement. The vendor stated the crimping orstaking process used to install the stud duringmanufacture may be deficient. A loose wirestud presents a problem when the wire isinstalled because there is no acceptable way toprevent the stud from rotating while the nut istightened.

The submitter suggested that themanufacturer’s engineering staff evaluate thenew sending units for adherence to theoriginal design specifications. He also statedthe original sending unit (P/N 1512926) listedin the Beech Parts Manual has beensuperseded.

Part total time-4,000 hours.

Beech; Model B90; King Air; Faulty ElectricalWiring; ATA 2450

After operating the air-conditioning systemduring a phase inspection, the techniciansmelled and saw smoke in the cockpit.

The technician investigated and discovereda wire (P/N P83A2) smoldering under thecenter cockpit pedestal at the isolation limiterbus. There are two wires (P/N’s P83A2and P83B2) at this location. The wires arealuminum and run from the right wing starterrelay bus to the isolation limiters in thecockpit. Except for the emergency bus, thesewires provide electrical power to the entireaircraft without circuit protection. Whileremoving the wires for replacement, one wire(P/N P83B2) broke at the starter relay. Thewire was severely corroded and the insulationdisplayed evidence of excessive heat damage.The aluminum wires were installed inModels 65-90 and 90-Series King Air aircraftthrough serial number LJ 440.

The submitter stated, “The old wires aredangerous and must be replaced.”


Beech; Model B99; Airliner; Entrance DoorCracks; ATA 5210

The flightcrew reported that the pilot’s crewdoor was very difficult to close.

A technician lubricated and inspected the doorlatch mechanism. While inspecting the doorhinges, he discovered a cracked upper forwardhinge (P/N 99-420024-7). The 1-inch long crackran along the hinge line.

The submitter speculated that the hinge crackwas caused by flexing the door structure dueto excessive seal thickness.



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Beech; Model BE99; Airliner; Defective MainLanding Gear Torque Knee; ATA 3213

During a scheduled inspection, the techniciandiscovered a crack in the left main landinggear torque knee.

Both the upper and lower torque knee(P/N 50-810323-7) halves were cracked nearthe center pivot bolt which connects the upperand lower halves. The cracks had progressedto the point where pivot bolt loss wasimminent.

The submitter stated that hard landings,landing gear sideloads, and other factors mayhave contributed to this failure.


Beech; Model B100; King Air; Defective EngineStarting Electrical Circuit; ATA 3260

The pilot reported that the left engine starterwould not engage.

Maintenance technicians discovered adefective left main landing gear “squat” switch(P/N 444EN49-6). The “squat” switch contactsinterrupted the engine start control circuit bynot supplying electrical power to the startrelay control box. The location of the landinggear “squat” switch makes it vulnerable tocontamination, corrosion, and failure.

The submitter recommended that the “squat”switch receive frequent inspections.


Beech; Model BE200; King Air; Interior LightFixture Failure; ATA 3320

During flight, smoke filled the aircraft cabin.The pilot evacuated the smoke and madea safe landing.

Maintenance personnel discovered the sourceof the smoke was a cabin light assembly(P/N 00741626) ballast. The ballast shorted,generated smoke, produced extreme heat, anddistorted a nearby plastic window molding.

The submitter stated, “The heat intensitycould easily have caused a fire and may haveended in a catastrophic accident.”


Beech; Model 400A; Beechjet; Landing GearSystem Failure; ATA 3230

The pilot reported that the 2-amp landing gearcircuit breaker opened when the landing gearwas selected to the “up” position. He placedthe landing gear selector to the “down”position, and made a safe landing.

The technician discovered that two wires onthe gear selector control switch were crushedand shorted together in the area of the cockpitcenter pedestal structure. The wires wererepaired and rerouted to provide adequateclearance.

The submitter suggested closely inspectingthis area at every opportunity.


CESSNA

Cessna; Model 172N (C172); Skyhawk;Carburetor Problem; ATA 7322

On the first flight of the day, the student pilotreported the engine would not idle cutoff.When he shut off the engine using the magnetoswitch, the propeller ran backwards.

The instructor stated the aircraft did not idleproperly the previous evening; however, heassumed hot weather caused the problem.

A technician examined the engine anddiscovered the carburetor’s (P/N 10-5009)upper and lower body halves had separatedapproximately 0.125 inch. Evidently, thecarburetor overhaul facility technician did nottorque the bolts properly before he set eachbolt’s lock-washer tab.


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The submitter stated this is the thirdoccurrence of the same problem involvingthree separate overhaul facilities.

Part time since overhaul-25 hours.

Cessna; Model 172RG (C72R); Cutlass RG;Faulty Risistor; ATA 2460

During an annual inspection, the techniciannoticed smoke emanating from the radio rack.An investigation disclosed the resistor(P/N S2041-50-16) for the cigarette lighter wasdamaged and smoking. He found burn markson both sides of the glovebox side wall wherethe resistor is affixed. The nylon portion of theaffixing locknut was completely melted. Theceramic insulator at the base of the cigarettelighter (P/N 0513052-20) was broken. He notedthe 7-amp fuse and the 10-amp circuit breakerwere not activated.

The submitter stated that the replacementparts contain a new-type lighter assembly(P/N 0513039-7) and an additional circuitbreaker (P/N 60232-1). He recommendedissuing an Airworthiness Directive (AD)requiring the installation of a second circuitbreaker.


Cessna; Model 172 (C172); Skyhawk; AirboxPart Missing; ATA 7160

During the first Phase I inspection, thetechnician discovered a part missing from theairbox assembly (P/N 0550364-7). There was agap around the alternate air door where thepart belonged.

Also, apparently due to the door hinge’smisalignment, filler material was used to fixa gap in the air inlet door assembly. Most ofthe filler material broke away leaving a ½-inchgap in the assembly. The remaining fillermaterial displayed cracks.

The submitter replaced the airbox.

Part total time-50 hours.

Cessna; Model 172S (C172); Cutlass;Misaligned Rudder Pedals; ATA 2720

This new aircraft had less than 100 hours oftotal operating time. During the first Phase IIinspection, the technician noticed the rudderpedals on both pilot stations were notmatching in their alignment.

The technician discovered the left station’spedals had its mounting arm (P/N 0411307-0),on the right pedal, drilled incorrectly at thepoint where it attached to the crossover shaft.At the point where the right station’s pedalsattached to the crossover shaft, the left pedalwas also drilled incorrectly.

The technician notified the manufacturer ofthis misalignment problem. The manufacturersent parts that were properly drilled.


Cessna; Model 172S (C172); Cutlass; Pilot SeatSupport Problem; ATA 2510

When the pilot’s seat back was selected in thefull-upright position, it was approximately3 inches back and toward the reclinedposition.

The submitter discovered the seat backsupport fitting (P/N 0514215-8) was bent. Henoted that this was the second fitting replacedon the same seat. The first fitting was replacedafter only 23.6 hours of use. This is the fourthfailure of the same part within his fleet of newCessna aircraft.

The submitter stated past accident statisticsshow that a seat part failure, especially duringa takeoff roll, may have grave consequences.It is important for new owner/operators to beaware of the problem prior to a disaster.


Cessna; Model 172S (C172); Cutlass; SkinCrack on Flap; ATA 5753

While performing a Phase I inspection, thetechnician noticed a crack at the trailing edgeof the left flap assembly. The crack was located


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on the lower surface. It started at the fourthrivet from the inboard edge of the flap andmigrated outboard for approximately 2 feet.

After the submitter notified the manufacturerof this defect, he received a new assembly.


Cessna; Model 172S (C172); Skyhawk; FuelLeak; ATA 7322

During the first Phase I inspection, thetechnician noticed the presence of fuel in thevicinity of the air inlet.

An investigation revealed that the specificpoint of fuel leakage occurred at the air inletelbow (P/N 0550362-3) leading to the fuelcontrol unit. A more extensive searchdisclosed that the overboard drain adapter,which is riveted to the air inlet elbow, was notproperly sealed. The improper seal was notreadily visible.


Cessna; Model 310 (C310); Cessna 310; WornFuel Selector; ATA 2823

During an extensive aircraft inspection, thetechnician discovered that both fuel selectortorque tube assemblies (P/N 0820000-5and 0812000-13) were severely worn.

Tube (P/N 0820000-5) was worn at the fuselagegrommet area, and tube (P/N 0812000-13) wasworn at the bulkhead at Fuselage Station(FS) 557.5. The tube damage was onlydetectable because the tubes were removed.Under normal inspection procedures, thisdefect may have gone undetected. The extentof the damage was approximately 65 percent tothe perimeter of the tube and approximately50 percent through the tube wall thickness.

The submitter stated owners with similarmake and model aircraft, should remove thefour shielded bearing blocks and inspect thisarea as soon as possible.


Cessna; Model 402B (C402); Businessliner;Fuel Blockage; ATA 2822

The pilot reported that he was unable to primethe right engine.

A technician discovered the right boost pumpwas producing inadequate pressure. Heopened the fuel tank to remove and replacethe boost pump and discovered a 2-½ inchsquare data tag (P/N 1C6-10) was unglued andresting directly below the pump’s fuel pickuptube. When the pump was activated in thepriming process, the data plate was sucked upagainst the tube inlet, and the fuel flow wasreduced to less than 10 pounds per squareinch.

The submitter recommends that pumps withthis type of data tag be replaced with the typeof tag that is more permanently affixed.


Cessna; Model 421C; Golden Eagle III;Hydraulic Leak; ATA 2916

The maintenance department received a workorder that indicated hydraulic fluid wasvisible in the nose compartment.

The technician discovered a hydraulic leakemanating from the reservoir. The fluid leakoccurred at both ends of the sight tube(P/N 5117007-12) at the attach points. Thetechnician discovered the same problem on asimilar aircraft.

Due to the low failure time, the submitterstated this problem indicates a productionflaw. The submitter cautions all owners andoperators of similar aircraft to inspect for thisproblem. A complete failure of this tube wouldresult in loss of the entire hydraulic supply.



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DIAMOND

Diamond; Model DA20-C1; PropellerAttachment Bolt Failure; ATA 6111

The pilot reported that during an after-takeoffclimb, a severe vibration occurred. He madea safe landing and summoned maintenancetechnicians.

The technician discovered the propellerspinner was cracked. After removing thepropeller spinner, he discovered five of the sixpropeller mount bolts broken. It appeared thebolts failed due to shear stress. He sent thebolts to the manufacturer for inspection andevaluation.

The submitter stated the bolt attachmentholes in the propeller flange were elongatedwhich indicates the bolts were not torqued tothe specified value.


GRUMMAN AMERICAN

Grumman American; Model AA5B; Tiger;Defective Aileron Skin; ATA 5751

During an annual inspection and compliancewith Airworthiness Directive (AD) 79-22-04,the technician discovered the left aileron skinwas delaminated.

The upper aileron skin (P/N 5202035-516)delamination varied from 1 to 4 inches wherethe leading edge skin was bonded to the rib.It was necessary to remove and replace theaileron.

The submitter stated that this area deservesextra attention during inspections andmaintenance.


LAKE

Lake; Model LA4-200; Buccaneer; Loss ofEngine Power; ATA 7160

This aircraft incorporated a TextronLycoming, Model IO-360-A1B, engine whichwas modified by Supplemental TypeCertificate (STC) SA2990WE. This STCallowed the installation of an engineturbocharger.

The pilot reported that with the throttle fullopen and the waste gate closed, the engine hadexcessively low boost.

The technician conducted an investigation andseveral contributing discrepancies were givencredit for the engine power loss. The boost airinlet fitting weld, located at the bottom of theinduction airbox, was cracked all the wayaround the circumference. This allowed someboost air to escape overboard. The weldedattachment fittings between the airbox and thefuel injection control were cracked. He foundnumerous cracks in the airbox extending fromvarious points of the circumferential weld. Theairbox flapper valve hinge pins and hinge pinmounts were excessively worn and on theverge of complete failure. The rubber elbowthat attaches the boost duct to the airboxassembly had a large rip and allowed the lossof more boost air. Some areas of the elbowwere wrapped with “electrical tape” to coverworn places.

The submitter speculated that these defectscombined to degrade engine performance. Theweld cracking was credited to normalvibration and previously accomplished“unairworthy” weld repairs. Thorough andtimely inspections, as well as proper repairtechniques, should prevent these types ofdefects.



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PIPER

Piper; Model PA28-151 (P28A); Cherokee; YouSay Your Head Was Where?; ATA 7322

After a landing, a fire started in the enginecowling.

The technician discovered the carburetorair-intake hose (P/N 99849-03) from the airfilter was connected to the muffler. It shouldhave been connected to the carburetor airbox.(I bet that robbed a bit of horsepower!) Thecabin heat duct was connected to thecarburetor airbox.

These erroneous connections may have led to abackfire which ignited a leaking primer fuelflex line.

We’d hate to think of what would happen ifthis plane had a toilet to flush. People, letsstay tuned-in and pay attention out there.

Part total time unknown.

Piper; Model PA28-161 (P28A); Warrior II;Broken Landing Gear Trunnion; ATA 3211

While on a training flight, after a touch-and-golanding, the instructor felt a severe vibration.He landed the aircraft without personalinjuries; however, the aircraft sustaineddamage to the right wing, the flap assembly,and the stabilator.

Observers on the ground reported thatsomething was hanging from the right wing.An inspection revealed the right main landinggear trunnion (P/N 65319-004) broke at theupper torque link attach ears. With thetrunnion broken, only the brake hose held thelower strut and wheel assembly to the aircraft.

The submitter stated that he reviewed themaintenance records for this 1982 aircraft andfound no entries of landing gear trunnionreplacement. Apparently, this part wasoriginal on an aircraft used exclusively inflight school operations.


Piper; Model PA28-180; Archer; Spar CapDamage; ATA 5711

During an annual inspection, the technicianfound evidence of fretting at the left and rightmain landing gear legs (P/N’s 35644-04 and35644-05) where they attach to the wing’slower spar cap.

The technician also discovered the lowerattach bolts (AN4-11A) were not properlytorqued, and the attach point bolt holes wereelongated on both the gear legs and the sparcaps. This allowed a wearing motion betweenthe gear legs and the spar caps.

The submitter states that the spar damage wascaused by the improperly torqued bolts whichcaused the wearing motion between the parts.He recommends checking bolts for propertorque during 100-hour inspections and annualinspections.


Piper; Model PA28R-200 (PA28R); Arrow 200;Alignment Cam; ATA 3211

After takeoff, the pilot could not retract thenose gear. He made a safe landing even thoughhe experienced steering difficulty throughoutthe landing roll and taxi.

The technician discovered that the steeringalignment cam was outside and to the left ofits guide bracket (P/N 67107-00). This causedthe cam to hit the bracket’s ear, thus, notallowing the landing gear to fully extend. Also,because the tire was not aligned it would notfully retract into the cowling. (Refer to thefollowing illustration.)

The submitter stated that because of normallyhigh torque throughout the takeoff roll, thepilot’s excessive right rudder application maycause the alignment cam to strike the ear onthe alignment bracket during gear retraction.The resulting bracket flex caused it to strikethe trunnion housing, and the cam assemblycame out of its track.

The submitter states the manufacturer hasalready welded a stiffener across the ear


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assembly. However, he recommends that themanufacturer make the base plate thicker toavoid the excessive flexing caused by rightrudder application throughout the gearretraction.


Piper; Model PA28R-210T (P28B); TurboDakota; Inoperative Landing Gear; ATA 2400

A small fire erupted in the right side of theengine compartment, and smoke entered thecockpit area. The electrical power to the geardown switch was interrupted which renderedit inoperative.

The technician noticed that the fire probablystarted at a point approximately 1 inch belowa small bundle of wires leading to the nosegear switch. The insulation on the wires wasbrittle and cracked possibly due to the fire.However, it is more likely that the insulationon the wires was brittle and cracked before

the fire. Due to the defective insulation, thewires contacted each other, caused a short,and started the fire.

Piper; Model PA28R-210T (P28B); TurboDakota; Missing Bypass Valve; ATA 8120

In the past, an unknown technician installeda turbo heat blanket on this aircraft. At thattime, the technician failed to reinstall theexhaust bypass valve pipe(P/N STC SA 4731 NM).

The submitter stated the bypass valve isdesigned to direct hot exhaust gases to theproper area. Without the bypass valve, hotexhaust gas blew directly onto the electricalwiring bundle attached to the landing gearswitches.


Piper; Model PA31-350 (PA31); Chieftain; GearDoor Actuator Problem; ATA 3232

After takeoff, the pilot routinely selected thegear handle to the “up” position; however, thered “gear unsafe” light remained illuminated.He hand pumped the gear down and made asafe landing.

The technician inspected the landing gearsystem and discovered that the right maininner gear door actuator (P/N 2114-1) up linefitting (P/N 458-910 and AN837-4D) hadsnapped in half.

The submitter stated that during gearinspections, extra vigilance should be paid toensure that tire and brake parts do notentangle hydraulic lines.

Part total time unknown.

Piper; Model PA32RT-300T (P32T); TurboLance II; Corrosion; ATA 5540

While complying with Airworthiness Directive(AD) 79-26-04 and Piper Aircraft ServiceLetter 882A, the technician removed therudder. He noticed the attach bolts to the


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lower rudder fitting (P/N 38394-02) wereapproximately 40 percent corroded. Waterstanding in the rudder’s lower attach tube mayhave caused the corrosion. (Refer to thefollowing illustration.)

The submitter stated that if the tube hadadequate drain holes, water would not standin the rudder’s lower attach tube.


Piper; Model PA34-200 (PA34); Seneca; NoseGear Failure; ATA 3230

The submitter stated the nose gear on thisaircraft failed due to excessive play in the“overcenter linkage.” The excess play wascaused by a bent clevis bolt (P/N 400692) whichwas installed through the downlock linkassembly (P/N 95329-00) and the “overcenterlinkage.” He suspected that the clevis bolt wasbent during a hard landing.

The submitter stated that this make andmodel aircraft is prone to nose gear failure. Hestated the manufacturer should re-engineerthe nose gear or, at least, install a larger clevisbolt.


Piper; Model PA44 (PA44); Seminole; PropellerStop Problem; ATA 6114

The plastic stop plate assembly (P/N 78213-00)was broken at the bottom of each side, directlybeneath the propeller control levers.

The technician discovered the parts were onlyheld in place by the assembly spring. Theseplates normally pivot up and out when thepropeller levers are placed in the featheredposition. The left plate had worked its way toa point under the right throttle lever whichcould have restricted the throttle’s travel tothe most-aft position.

The submitter recommends that themanufacturer either construct the plates froma more substantial material or design a hingeor pivot where fatigue is most likely to occur.


HELICOPTERS

BELL

Bell; Model UH-1; Huey; Fuel Solenoid Failure;ATA 7321

Information for the following article was takenfrom a report submitted by the RoyalAustralian Air Force.

During a flight test, fuel leakage wasdiscovered in the engine compartment.A fuel solenoid valve (P/N 79247) wasrecently replaced, and it was the source ofthe leak. The fuel solenoid valve is a part ofthe fuel pressure regulator which isinstalled on the engine turbine accessorysection.

The fuel leak originated at the fuelsolenoid valve end cap which had becomedisplaced. Also, seals inside the solenoidvalve were severely deteriorated. A bit ofresearch through the military part recordsindicated this pressure regulator was at


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least 30 years old before being installed.(This is a good reason for sealdeterioration.) This part came througha military supply system which is notentirely different from the commercialsupply system. Since shelf life is soimportant, manufacturers, distributors,and dealers should keep accurate recordsconcerning part history. Also, maintenancetechnicians need to be aware of thisproblem and use all means possible todetermine the age and condition of aviationparts prior to installation.

Thanks to our “mates down-under” for theirsupport of the FAA’s Service DifficultyProgram.

Part time since overhaul-209 hours.

Bell; Model 206L-1, -3, and -4; Long Ranger;ATA 5500

The FAA continues to receive reports of cracksdeveloping in the tail boom structure. Thesimilarity of the reported defects led to theissuance of FAA Airworthiness Directive(AD) 99-02-01, dated January 6, 1999.AD 99-02-01 is referenced in Bell Alert ServiceBulletin 206l-98-114, dated November 25, 1998.

Several articles have been written in thispublication and other aviation publicationsconcerning this subject. Compliance withAD 99-02-01 is critical to flight safety. If cracksare discovered, the tail boom must bereplaced. Refer to AD 99-02-01 for specificserial number applicability, requirements, andinstructions for compliance. (The followingillustration shows the area where cracks aretypically found.)

All owners, operators, or maintenance entitiesare strongly urged to comply with AD 99-02-01as soon as possible.

Part total time is not applicable.

Bell; Model 222; Wiring Damage; ATA 3400

The pilot reported the autopilot altitudefunctions were inoperative.

An investigation disclosed that the insulationon several “Kapton” wires was dissolved. Thearea of damage occurred where the wires passunder the fuel pump and vent area. Thetechnician determined the wire insulationdamage was caused by fuel leakage. If notdetected and corrected, this condition maycause a fire. The submitter recommendedinspecting this area for damaged wireinsulation.



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ENSTROM

Enstrom; Model 280C; Shark; ImproperAlternator Installation; ATA 2421

During the first flight following theinstallation of a new alternator(P/N ALX 8421), the pilot reported thealternator failed and there was a severeengine oil leak.

The technician could not determine thecircumstances surrounding the alternatorinstallation. He discovered that this unit wasinstalled without removing the cooling fanassembly as directed by the manufacturer’smaintenance manual. Evidently, the coolingfan was damaged when the new alternator wasinstalled. Consequently, the alternator coolingfan “threw” a blade which punctured the oilcooler.

The submitter stated this problem may affectall Enstrom piston engine helicopters.He suggested that the manufacturer issuea service bulletin detailing an inspectionprocedure for cooling fan damage andimproper alternator installations. Proper useof technical data should prevent this type ofdefect and enhance flight safety.


EUROCOPTER

Eurocopter; Model AS350-B2; Ecureuil;Electrical System Failure; ATA 2400

During a tour flight with passengers aboard,the aircraft lost electrical power. The pilotmade a safe, emergency landing at a nearbyheliport.

The pilot told the technician that only the“fuel pump” light illuminated on the “cautionpanel.” The technician applied externalelectrical power and discovered that all thelights, radios, gauges, and the air-conditioningsystem operated normally. When he depressedthe start switch, the starter did not rotate.He also discovered the starter/generator

(P/N 150SG122Q) had failed. After he installeda new starter/generator, the operational testwas satisfactory. He disassembled andinspected the failed starter/generator. Theinspection revealed that two of the fourbrushes were so badly worn that the springcould not keep them in contact with thecommutator. The commutator and six otherbrushes were also burned.

The submitter reported that it had been68 operating hours since the starter/generatorbrushes were inspected. The maintenancerecords indicated the starter/generatorbrushes were serviceable at that time.


MBB

MBB; Model BK-117B1; Tail Cone Crack;ATA 5500

During a scheduled inspection, the technicianfound a crack on the left forward tail conesplice.

The crack originated from a relief hole at theintersection of the lower tail cone splice(P/N 117-22132-01) bend radius, traveled up,and terminated at the next bend radius. Thesubmitter speculated that the lower bendradius relief hole was not “deburred” duringmanufacture which caused concentrated stresspoints and resulted in this defect. The spliceplate is constructed of 7075-T6 aluminumwhich makes it susceptible to stress cracking.

The submitter believes that dressing the bendradius edges and relief holes may eliminatethis type of defect.



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ROBINSON

Robinson; Model R-22; Beta; ImproperMagneto Assembly; ATA 7414

A technician installed a factory-rebuilt engineand during the initial operational test, therewas no RPM indication.

The technician traced the problem to the rightmagneto which he removed. Inside themagneto (Bendix/TCM P/N S4LN-204), hefound that the tachometer points(P/N ES10-361631) had been improperlyinstalled. The exact circumstances, assembly,and condition of the magneto points was notdescribed by the submitter. The maintenancerecords indicated that the magneto had beenoverhauled and assembled by a repair stationwithout performing a bench test of the unit. Itis wise to conduct a thorough receivinginspection on new parts, used parts, and/oroverhauled parts prior to installation.


SIKORSKY

Sikorsky; Model S76A; Structural Corrosion;ATA 5313

This report stated that four like helicoptershad similar structural corrosion defects at thesame locations.

During an inspection, the technician foundsevere corrosion between the left and rightupper engine longerons and the outer skinpanels. The damage was located at fuselagestations (FS) 250 to FS 300. This area is almostinaccessible and diligence is required toconduct a proper inspection. Severe corrosionwas also found in the tail boom at FS 300to FS 336 and in the area where the verticalfin attaches to the tail boom. All of thecorrosion areas displayed exfoliation and anadvanced state of metal penetration.

The submitter urged all operators of likehelicopters to conduct a rigorous inspection ofthese areas as soon as possible.


AGRICULTURAL AIRCRAFT

AYRES

Ayres; Model S-2R; Bull Thrush; Engine PowerLoss; ATA 8120

While conducting spraying operations, theengine lost power requiring an emergencyoff-airport landing.

The engine used in this aircraft was a PZL,Model PZL-35. During an investigation, thetechnician determined the engine operatedbut would not develop normal manifoldpressure. After further investigation, hediscovered the turbocharger seal was “blown.”

The submitter did not mention the age of theseal; however, he indicated it was severelyworn.


AMATEUR, EXPERIMENTAL,AND SPORT AIRCRAFT

EXTRA

Extra; Model EA-200; Fuel Leak; ATA 2810

During flight, the pilot smelled and saw fuel inthe cockpit. He made an immediate anduneventful landing.

An investigation disclosed the fuel hose(P/N PC-01786) connecting the filler neck tothe main fuselage tank was not attached. Thehose separated from the top of the tank flange


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and allowed fuel to enter the cockpit. The hosewas not long enough to allow for the airframeflexing during operational conditions.

The submitter suggested that all operatorsand builders check the factory-supplied fuelhose for adequate length.


POWERPLANTS ANDPROPELLERS

ALLIED SIGNAL (TEXTRONLYCOMING)

Allied Signal; Model LTS 101-650-B1; Idler GearFailure; ATA 7200

This engine was used in an MBB, BK-117helicopter. While disassembling the engine,the technician found metal particles in thebottom of the gear box assembly.

Further inspection revealed the idler gear(P/N 4-081-350-08) was missing one of theattachment bolts. Three other nuts weredamaged and/or missing pieces. The technicianchecked the torque value on the remainingbolts and discovered they were all loose.

The submitter recommended checking thetorque value of the idler gear bolts at 1,200operating hour intervals. He also suggestedreplacing loose nuts (P/N MS21043-5) and bolts(P/N 4-081-119-04).

Engine total time-2,944 hours.

TELEDYNE CONTINENTAL

Textron Lycoming; Model O-320-E2A; ImproperParts; ATA 8530

While conducting an engine compressioncheck during an annual inspection the number3 cylinder indicated “0” compression.

The cylinder (P/N 05K21237-A) was leakingpast the exhaust valve. When the technicianremoved the exhaust system he found theexhaust valve guide split. He removed thecylinder and sent it to a repair station foroverhaul. After receiving the cylinder, a repairstation representative called the submitter toverify that this cylinder was new when it wasinstalled. The maintenance records indicatedall four cylinders were purchased new througha Textron Lycoming vendor. The four cylinderswere installed as a set and received no furthermaintenance since the engine was assembled.The repair station discovered the piston(P/N 75413-P-10) in the faulty cylinder was.001 inch oversized. The three remainingcylinders were also oversized, and all of thecylinders were worn beyond the maximumlimit. A manufacturer’s representativeindicated it was impossible to install .001 inchoversized pistons into a standard cylinder.Here is another case where “Murphy’s Law”prevailed. The submitter did state that it was“a very snug fit.”

The aircraft owner now has four scrapcylinders and metal contamination throughoutthe engine. The submitter speculated theinstalling technician did not check partnumber applicability or measure the pistonsprior to installation. The cylinder assemblieswere original equipment manufacturer (OEM)produced and were delivered in May 1992. Is itpossible that the cylinder packaging was“mis-marked?”

The submitter suggested that anyone whoacquired new cylinder assemblies througha vendor or the OEM consider checking partnumber applicability. This engine wasinstalled in a Piper, Model PA 28-140 aircraftand was in operation 7 years before thisoccurrence.



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Teledyne Continental; Model TSIO-520;Improper Cylinder Installation; ATA 8530

The FAA’s Atlanta Aircraft CertificationOffice, ACE-117A, submitted the followingarticle for publication.

The FAA has recently become aware offield overhaul shops that are knowinglyinstalling the wrong Continental cylinderson some TSIO-520 engines. At issue areoverhaulers who are using cylindersequipped with venturi intake valve seats asinterchangeable with those that do notcontain venturi seats. While this particularissue is not considered a significant safetyconcern, the FAA is concerned that fieldoverhaulers would take this type of actioncontrary to the published informationprovided by the original equipmentmanufacturer.

In addition, the FAA wishes to cautionowners, operators, and overhaulersregarding the importance of usingappropriate replacement parts andmaintenance practices. Installation ofunapproved cylinders can lead to theinstallation of different valve traincomponent parts and could affect suchthings as oil consumption, compression,engine cooling, and performance.

Textron Lycoming; Model TIO-540-J2BD; OilBypass Valve Gasket Failure; ATA 7922

This engine was installed in a Piper,Model PA-31-350 aircraft.

While complying with Textron LycomingService Bulletin (SB) 518C, the submitterstated the gasket did not fit properly.

SB 518C contains instructions for inspection ofthe engine oil system thermostatic bypassvalve. When he placed a new gasket(P/N 76510) on the bypass valve, it did not

seem to fit properly. When he torqued thebypass valve fasteners, engine oil leaked pastthe gasket.

The submitter believes the gasket is notmanufactured correctly. He stated, “If theinside diameter of the gasket was chamferedon both sides, the gasket would fit properly.”

In the past, the thermostatic bypass valve wasthe source of much consternation and was thesubject of many articles published in aviationperiodicals. However, this is the first reportedproblem with the gasket.


AIR NOTES

SUBSCRIPTION FORM

Many of our readers voiced their concernwhen, due to a budget reduction, it wasnecessary to stop printing and distributingpaper copies free of charge.

The Government Printing Office (GPO) agreedto print and distribute the Alerts. However,there will be a 1-year subscription charge forthis service. The charge will be $25 per yearfor domestic mailings and $31.25 per year forforeign mailings.

The mailing list for the Alerts is current, andwe sent a subscription form to all pastrecipients. However, if you did not receivea subscription form, we have included one inthis publication.

IF YOU WANT TO CONTACT US

If you want to contact the staff of thispublication we welcome your comments,suggestions, and questions. Also, you may use


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any of the following means of communicationto submit reports concerning aviation-relatedoccurrences.

Editors: Phil Lomax (405) 954-6487 and/or Ed Galasso (405) 954-6471FAX: (405) 954-4570 or (405) 954-4748

Mailing address: FAA ATTN: AFS-640 ALERTS P.O. Box 25082 Oklahoma City, OK 73125-5029

We hope this change does not cause problemsand apologize in advance for anyinconvenience.

You can access current and back issues of thispublication from the internet at: http://www.mmac.jccbi.gov/alerts

This web site also has view, search, E-Mail,and M or D submit functions.

The “Fedworld” web site at: http://www.fedworld.gov/pub/faa-asi/faa-asi.htm

The “Fedworld” web site has approximately5 years of back issues listed. The files are

titled using eight characters. The first threecharacters are ALT. The second threecharacters indicate the month (Jan, Feb, etc.).The last two characters indicate the year(98, 99, etc.). The more recent files are inAdobe Acrobat (PDF) format and can beviewed and downloaded. To downloadindividual monthly files, point the mousepointer at the desired file, and click the rightmouse button. This will produce a drop-downmenu. Select “save target as” from thedrop-down menu, and click the left mousebutton. Select a location for the downloadedfiles to reside. You can print the downloadedfile(s). NOTE: The Service Difficulty Report(SDR) files are at the end of the ALT files.

**ALERTS E-MAIL ADDRESS UPDATE

Due to a technological change, the E-Mailaddress for Phil Lomax (the editor of thispublication) will change. We do not knowwhen the new E-Mail address will begin;therefore, we listed the old and the newE-Mail addresses. If the old E-Mail address


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fails, use the new E-Mail address. If all elsefails, you may call Phil Lomax at(405) 954-6487.

OLD E-Mail address: <[email protected]>NEW E-Mail address: <[email protected]>

AIRWORTHINESS DIRECTIVES(AD’s) ISSUED IN JULY 1999

99-14-06; MT-Propeller Entwicklung;Propeller: MTV-9-B-C and MTV-3-B-C

99-15-03; Stemme; Sailplane: S10-VT

99-15-04; Piper; The New; PA-46-310P andPA-46-350P

97-21-01; R1; COR; MT-PropellerEntwicklung; Propeller: MTV-3-B-C/L250-21

99-13-09; MD Helicopters (figures);Rotorcraft: 369D and E

99-15-07; DeHavilland; DHC-2 Mk. I, DHC-2Mk. II, and DHC-2 Mk. III

99-15-11; British Aerospace; HP137 Mk1,Jetstream Series 200, Jetstream 3101, andJetstream 3201

99-15-13; Alexander Schleicher; Sailplane:ASH 26E

99-15-14; Sikorsky; Rotorcraft: CH-54B


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AVIATION SERVICE DIFFICULTY REPORTS

The following are abbreviated reports submitted between July 21, 1999, and August 20, 1999,which have been entered into the FAA Service Difficulty Reporting (SDR) System data base.This is not an all inclusive listing of Service Difficulty Reports. The full SDR reports can befound on the internet at: <http://www.fedworld.gov/pub/faa-asi/faa-asi.htm>. This internetaddress takes you to the FAA ASI Library and the SDR reports are listed by weekly entries.This data base is maintained by the FAA, Regulatory Support Division, Aviation Data SystemsBranch, AFS-620 located in Oklahoma City, Oklahoma. The mailing address is:

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

These reports contain raw data that has not been edited. If you require further detail pleasecontact AFS-620 at the address above.

FEDERAL AVIATION ADMINISTRATION

Service Difficulty Report Data

Sorted by Aircraft Make and Model then Engine Make and Model. This Report Derives from Unverified InformationSubmitted By the Aviation Community without FAA review for Accuracy.

ACFT MAKE ENG MAKE COMP MAKE PART NAME PART CONDITION DIFF-DATE T TIMEACFT MODEL ENG MODEL COMP MODEL PART NUMBER PART LOCATION FAA REPORT NO. TSOREMARKS=====================================================================================================================

ALLSN BEARING CORRODED 07/28/1999250C30P 23053349 230595681 GEARBOX 1999082000448RECEIVING INSPECTION REVEALED PART NOT PRESERVED AT TIME OF MANUFACTURE AND EXHIBITS RUST.

ALLSN WHEEL MISMANUFACTURE 08/13/1999250C30P 23035128 23066744 TURBINE SECTION 1999082000484

NEW NR 4 WHEEL BALANCE INSPECTION FOUND RIM TO HAVE EXCESSIVE RUNOUT. ROTOR COULD NOT BE BALANCED.INSTALLED A NEW NR4 WHEEL.

GARRTT CARBON SEAL FAILED 07/30/1999 926TFE7313R 30756332 COMPRESSOR 1999082000054 547

ENGINE LOST OIL PRESSURE IN-FLIGHT. DISASSEMBLY FOUND NR 5 CARBON SEAL BROKEN. CONTAMINATED OILSYSTEM. PART S/N 960811401752. ENG TSN: 7,666.3 HOURS. ENG CSN: 5,701 HOURS. PART CSN: 547.

PWA BOLT MISMANUFACTURE 07/28/1999JT8D15A 772568QQ COMPRESSOR 1999081400385

PMA BOLT P/N 772568 QQ, REPLACEMENT FOR OEM BOLT P/N 772568, FAILED AFTER 7 HOURS AND 6 CYCLES IN SERVICE BOLT FRACTURED CAUSING HEAD TO BE INGESTED INTO THE N-2 COMPRESSOR DRIVE TURBINE WHERE EXTENSIVEDAMAGE WAS INFLICTED. LABORATORY ANALYSIS HAVE REVEALED THE LACK OF NICKLE HAD CAUSED CADMIUMINBRITTLEMENT. SUBMITTER RECOMMENDED REMOVING AND REPLACING ALL PMA BOLTS P/N 772568QQ FROMBATCH NR’S 30246 AND 30248 FROM SERVICE WITH LESS THAN 300 HOURS/CYCLES AT OPERATOR’S EARLIEST

PWA BLOCKER DOOR DETACHED 07/21/1999 14442PW4168 74M200049 NR 2 ENGINE 1999082000270

(CAN) DURING DAILY INSPECTION, NR 2 ENGINE BLOCKER DOOR WAS FOUND TO BE HANGING DOWN IN THE FANBYPASS DUCT. INVESTIGATION REVEALED A STRUCTURAL FAILURE OF UNKNOWN ORIGIN. BLOCKER DOOR SENT TOMANUFACTURER FOR ANALYSIS.BEECH CENTERING MISALIGNED 07/26/19991900D NLG 1999082000055IIT WAS DISCOVERED UPON OPS CHECK OF NEWLY INSTALLED NOSE GEAR JUST OUT OF OVERHAUL, THAT THE NOSEWHEEL WAS NOT CENTERING PROPERLY. AFTER FURTHER EXAMINATION, IT WAS DETERMINED THE CYLINDER ASSY(P/N 114-820022-17) CENTERING ARM ATTACHMENT HOLES (6) WERE ROTATIONALLY MISALIGNED BYAPPROXIMATELY 4 DEGREES DURING MANUFACTURE.BEECH CONT SPRING BROKEN 07/22/1999 157058 IO520CB 631521 INTAKE VALVE 1999081400507NR 4 CYLINDER INTAKE SPRING FOUND BROKEN AT ANNUAL INSPECTION.BEECH PISTON CRACKED 07/22/1999 6243B200 505212233 052119510 FLAP ACTUATOR 1999081400349INSPECTION OF FLAP SYSTEM REVEALED DEFECTIVE LEFT OUTBOARD FLAP ACTUATOR DRIVE PISTON. DRIVE PISTON


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FOUND CRACKED AT FLAP ROD END EXTENDING 1.5 INCHES LONGITUDINALLY, FORWARD WITH RESPECT TOAIRCRAFT INSTALLATION.BELL BLADE CORRODED 08/10/1999 840206B3 206010200133 TAIL ROTOR 1999082000659SEVERAL AREAS OF CORROSION ON TRAILING EDGE OF BLADES.BELL FLOAT LEAKING 07/29/1999206L1 206050248111 MLG 1999082000564FLOAT BAG LEAKING AT INTERNAL BAFFLE DURING 6 MONTH INSPECTION.BELL CHANNEL MISMANUFACTURE 08/03/1999206L1 206031314083S FUSELAGE 1999082000578CHANNEL MISMANUFACTURED. NO EDGE DISTANCE FOR .1562 INCH RIVET AT TOP FORWARD JOGGLED AREA OFBELL LONGERON MISMANUFACTURE 08/03/1999206L1 206031314037S FUSELAGE 1999082000579LONGERON MISMANUFACTURED. DEFECTS ON UPPER FLANGE. FLANGE IS WARPED AND HAS GOUGES ON AFT END.THE PART IS BOWED.BELL CHANNEL MISMANUFACTURE 08/03/1999206L1 209031314125S FUSELAGE 1999082000580CHANNEL MISMANUFACTURED. NO EDGE DISTANCE ON EXISTING RIVET HOLES - LONGERON TOO SHORT.BELL HOUSING MISMANUFACTURE 08/03/1999206L1 206040052105 M/R GEARBOX 1999082000583HOUSING MISMANUFACTURED. SMALL HOLE IN HOUSING.BELL STARTER MISOVERHAULED 08/09/1999 15164206L1 23081018 STARTER/GEN 1999082000650STARTER/GENERATOR INSPECTED BY ACCESSORY OVERHAUL SHOP AND FOUND THE WRONG TYPE BRUSHES WEREINSTALLED BY THE VENDOR ATOVERHAUL. THESE HAVE THE HARD INSERTS AND GROOVED THE COMMUTATOR.BELL CASE ASSY CORRODED 08/10/1999206L1 206040004111 206040530001 M/R GEARBOX 1999082000660FOUND CORROSION BEHIND INPUT LINER ON MAIN CASE ASSY. (OIL FILTER CORROSION) REPLACED WITHBELL CYLINDER LEAKING 08/10/1999 20449206L1 206076062003 CYCLIC 1999082000661BLED ALL AIR FROM SERVO WITH AUXILIARY GROUND HYDRAULIC UNIT AND SHUT OFF HYDRAULIC POWER. FOUNDSERVO STATIC LEAKINGWITH NO PRESSURE AT FORWARD PISTON. ALSO FOUND BOOT DETERIORATED.BELL ALLSN FUEL PUMP WORN 08/06/1999 11247206L1 250C28B 3881005 ENGINE 1999082000597FUEL PUMP HAD EXCESSIVE STEP WEAR ON SPLINE.BELL ALLSN FUEL PUMP WORN 08/09/1999 16442206L1 250C28B 3881005 ENGINE 1999082000652FOUND EXCESSIVE STEP WEAR AND PITTING ON INNER SPLINES AND DRIVE SHAFT ON FUEL PUMP.BELL HUB OVERSERVICED 07/29/1999 4670206L3 206011100105 MAIN ROTOR 1999082000555MAIN ROTOR HUB SLINGING GREASE.BELL TRUNNION MISMANUFACTURE 08/02/1999206L3 206011105001 MAIN ROTOR 1999082000571BEARING MISMANUFACTURED. INCORRECT POSITION OF GREASE INLET RELATIVE TO BOLT CUT-OUTS ON BARREL(GREASE INLET ON BOTTOM OF BARREL WHEN INSTALLED). UNABLE TO INJECT GREASE INTO BARREL WHEN BELL STACK CRACKED 08/06/1999206L3 206064300005 EXHAUST SYSTEM 1999082000596CRACK NEXT TO VOID ON AFT LOWER RIGHT SIDE OF EXHAUST ASSEMBLY.BELL SLIDE LEAKING 08/10/1999206L3 C4264215 M/R CONTROL 1999082000665LEAKING AFTER BLEEDING AIR FROM SERVO VALVE PRIMARY SPOOL WITH NO PRESSURE. TIME SINCE REPAIR 0:00BELL FITTING CORRODED 08/03/1999212 204030403001S FUSELAGE 1999082000577CORROSION ON BOTTOM SIDE OF FITTING.BELL WEB MISMANUFACTURE 08/03/1999212 212030121015S FUSELAGE 1999082000582WEB MISMANUFACTURED. WEB HAS A .005 INCH DEEP MACHINE MARK RUNNING ON THE FORWARD, RT SIDE OF PART,DOWN APPROXIMATELY6 INCHES FROM TOP END OF WEB. THIS MARK IS APPROXIMATELY .3750 INCH TO .50 INCH INFROM EDGE OF PART. THIS WOULD PUT RIGHT IN LINE WITH THE RIVET ROW FOR THE RT CAP ANGLE. THE WEBALSO HAS A BOWED AREA ON THE TOP END WHICH PREVENTS THE CAP ANGLE FROM HAVING A FLAT SURFACE TOBELL SUPPORT MISMANUFACTURE 08/11/1999212 204030959002A FUSELAGE 1999082000705SUPPORT MISMANUFACTURED. RIGHT AFT VOR ANTENNA MOUNTS RECEIVED WITH PILOT HOLES. SEVERAL OFTHESE PILOT HOLES DO NOTHAVE SUFFICIENT EDGE DISTANCE FOR INSTALLATION OF .1250 INCH OR .1562 INCHRIVETS, WHICH ARE REQUIRED FOR INSTALLATION OF THE FITTING.BELL CASE ASSY CORRODED 08/12/1999212 212040054105 M/R GEARBOX 1999082000731CASE ASSEMBLY HAD CORROSION AROUND STUD HOLE, LOWER MAST LINER WORN, MOUNTING FACE CORROSION.BELL ACTUATOR FAILED 08/02/1999214ST 214001970111 MAIN ROTOR 1999082000573BRAKE WILL NOT RELEASE. SUBMITTER STATED THIS IS A RECURRING PROBLEM WITH THIS UNIT.


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BELL BEARING WORN 08/03/1999 432214ST 214011801117 214011819101 TAIL ROTOR 1999082000581BEARING WORN BEYOND LIMITS. SCRAPPED BEARINGS.BELL SOLENOID MALFUNCITONED 08/09/1999214ST V80500113 VACUUM SYSTEM 1999082000634SOLENOID VALVE ACTIVATED AND PREMATURELY INFLATED FLOATS.BELL YOKE BENT 08/10/1999 2229214ST 21401180111 214011802111 TAIL ROTOR 1999082000669FLAPPING STOP EAR BENT. SCRAPPED YOKE AND REPLACED WITH SERVICEABLE PART.BELL BLADE DEBONDED 8/10/1999 8187214ST 214015300107 MAIN ROTOR 1999082000670TOP METAL EROSION SHIELD IS DEBONDING.BELL SHAFT CORRODED 08/10/199 93869214ST 214040011119 214040404101 T/R GEARBOX 1999082000671GEARBOX REMOVED DUE TO CORROSION AND WEAR ON SPLINES. FOUND 1 EACH SPLINE BROKEN. REPLACED WITHSERVICEABLE OUTPUT SHAFT.BELL SHAFT FAILED 08/10/1999 1248214ST 214040011119 214040404101 T/R GEARBOX 1999082000672FAILURE IN THREAD AREA OF OUTPUT SHAFT. REPLACED WITH SERVICEABLE OUTPUT SHAFT.BELL GEAR SCORED 08/10/1999214ST 214040011119 214040408101 T/R GEARBOX 1999082000673BEARING SEAT SCORED. REPLACED WITH SERVICEABLE GEAR ASSY.BELL RETAINER ASSY PITTED 08/10/1999 2498214ST 214040013109 214040844109 M/R DRIVE 1999082000674RETAINER ASSY HAD EXCESSIVE PITTING. REPLACED WITH SERVICEABLE PART.BELL CLUTCH SLIPPAGE 08/10/1999214ST 214060056103 36B510954G2 STARTER/GEN 1999082000676CLUTCH FAILED SLIPPAGE TORQUE TEST. IT EXCEEDED MAXIMUM LIMITS. REPLACED CLUTCH AND RETURNEDSTARTER TO SERVICE.BELL CARBON SEAL LEAKING 07/21/1999407 406340102101 M/R DRIVE 1999073000137CARBON SEAL LEAKING.BELL PITCH HORN CORRODED 07/23/1999 2496407 407010103101 MAIN ROTOR 1999073000140PITCH HORN HAS CORROSION DUE TO NO PREVENTIVE MAINTENANCE.BELL BEARING PEELING 07/23/1999 1255407 407010107103 MAIN ROTOR 1999073000142BEARING HAS BLUE EPOXY PEELING.BELL START/GENERA DAMAGED 07/23/1999407 206062200113 ENGINE 1999073000144PROTECTIVE SCREEN CAME LOOSE AND SHREDDED THROUGH STARTER/GENERATOR.BELL LINK ASSEMBLY WORN 07/23/1999 1156407 406010426101 MAIN ROTOR 1999073000150LINK ASSEMBLY HAS WORN BUSHING. SERIAL NUMBERS REMOVED ARE AFS-1223 AND AFS-1219. REFERENCE: DMR NR686246. REPLACEMENT PART SERIAL NUMBERS ARE AFS-2131 AND AFS-2134.BELL LEVER WORN 07/23/1999 1156407 406010425107 MAIN ROTOR 1999073000152LEVER ASSY HAS WORN BUSHING. SERIAL NUMBERS REMOVED ARE A-2083 AND A-2074. DMR NR 686195.REPLACEMENT PART SERIAL NUMBERS ARE A-2523 AND A-2525.BELL GEARBOX MAKING METAL 07/23/1999407 406040400115 TAIL ROTOR 1999073000155TAIL ROTOR GEARBOX MAKING METAL. REFERENCE: DMR NR 686197.BELL FRAHM ASSY UNBONDED 07/23/1999407 407010150103 MAIN ROTOR 1999073000158RUBBER UNBONDED ON FRAM ASSEMBLY. REFERENCE: DMR NR 686200.BELL DISC PACK CRACKED 07/28/1999407 407340340101 T/R DRIVE 1999082000509DISC PACK CRACKED.BELL UNIVERSAL WORN 07/28/1999407 406310405101 M/R DRIVE 1999082000510UNIVERSAL HAD WORN BEARINGS.BELL UNIVERSAL WORN 07/28/1999407 406310405101 M/R DRIVE 1999082000511UNIVERSAL WORN (UNSTAKED).BELL TRANSMISSION MAKING METAL 07/28/1999 1645407 407040006107 MAIN ROTOR 1999082000513TRANSMISSION ASSY MAKING METAL.BELL LINK ASSY WORN 07/28/1999407 406012129101 PITCH CONTROL 1999082000515LINK ASSY HAD WORN BEARINGS.BELL PIN WORN 07/28/1999


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407 406010429101 MAIN ROTOR 1999082000517PIN WORN, PLAY IN DRIVE LINK.BELL LINK WORN 07/28/1999407 406312103101 TAIL ROTOR 1999082000519LINK HAD WORN BEARINGS.BELL UNIVERSAL WORN 07/28/1999407 406310405101 M/R DRIVE 1999082000521UNIVERSAL HAD WORN BEARINGS.BELL HOSE ASSY KINKED 07/28/1999407 70079H000Y150 HYDRAULIC 1999082000522HOSE KINKED.BELL LINK ASSY BINDING 07/28/1999407 406012129101 PITCH CONTROL 1999082000525LINK ASSY BEARINGS BINDING.BELL FLYWHEEL WORN 07/28/1999407 407040316101 TAIL ROTOR 1999082000526SPLINES WORN BEYOND LIMITS ON FLYWHEEL.BELL DISC PACK CRACKED 07/28/1999407 407340340101 T/R DRIVE 1999082000530DISC PACK CRACKED AND BROKEN.BELL TRUNNION WORN 07/28/1999407 206011728001 TAIL ROTOR 1999082000532WORN TRUNNION GEAR.BELL CYLINDER MALFUNCTIONED 07/28/1999407 206076047101 ROTOR BRAKE 1999082000533PRESSURE BINDING ON UP AND DOWN STROKE ON CYLINDER ASSY.BELL SEAL LEAKING 07/28/1999407 406040453101 T/R GEARBOX 1999082000534SEAL LEAKING.BELL FRAHM ASSY MAKING METAL 08/02/1999407 407010150103 MAIN ROTOR 1999082000576FRAM ASSY MAKING METAL.BELL STARTER MISOVERHAULE 08/10/1999 15177407 23081018 STARTER/GEN 1999082000679STARTER/GENERATOR INSPECTED BY ACCESSORY OVERHAUL SHOP AND FOUND THE WRONG TYPE BRUSHES WEREINSTALLED BY THE VENDOR ATOVERHAUL. THESE HAVE THE HARD INSERTS AND GROOVED THE COMMUTATOR.BELL LEVER BROKEN 08/10/1999407 20898411 3226201 PAX DOOR 1999082000680LEVER BROKE ON LEFT FORWARD DOOR WHICH PREVENTED THE OUTSIDE DOOR HANDLE FROM OPENING THE DOOR.BELL BOLT WORN 08/10/1999407 407040006103 NAS6606H23 M/R GEARBOX 1999082000681BOLT WORN .011 INCH. REPLACED WITH SERVICEABLE BOLT.BELL STACK CRACKED 08/11/1999407 407063001101 EXHAUST 1999082000703EXHAUST STACK CRACKED.BELL VALVE FAILED 07/29/1999412 L88010501 NR 2 ENGINE 1999082000570NR 2 ENGINE IN ASH LIGHT WILL NOT COME ON AFTER ENGINE IS SHUT POWER.BELL STARTER VIBRATING 08/09/1999 12754412 23046020 STARTER/GEN 1999082000615HIGH FREQUENCY VIBRATION FELT IN AIRFRAME WITH GENERATOR TURNED ON.BELL VALVE FAILED 08/09/1999412 L88010501 FUEL SYSTEM 1999082000629VALVE WILL NOT CLOSE.BELL BLADE DAMAGED 08/10/1999 3690412 212010750105 TAIL ROTOR 1999082000688F.O.D. HOLE IN LEADING EDGE OF BLADE.BELL STARTER MALFUNCTIONED 08/10/1999 16208412 23046020 STARTER/GEN 1999082000689STARTER/GENERATOR DRAGGING DURING START.BELL LEVER MISMANUFACTURE 08/10/1999412 41001687 MAIN ROTOR 1999082000690FLANGED BUSHING OF LEVER ASSY TOO LARGE FOR YOKE ASSY. TIME SINCE REPAIR 0:00 HOURS.BELL BLADE CRACKED 08/10/1999 13212412 412015300109 MAIN ROTOR 1999082000691BLADE HAD SEVERAL PIN HOLES IN THE OUTBOARD LEADING EDGE STRIP. THE INBOARD TRIM TAB WAS CRACKED.BELL BLADE DAMAGED 08/10/1999 10805412 412015300109 MAIN ROTOR 999082000692SEVERAL PIN HOLES IN THE OUTBOARD LEADING EDGE STRIP. THE INBOARD TAB AND CENTER TAB HAD SOMEBELL BLADE DEBONDED 08/10/1999 5053412 412015300109 MAIN ROTOR 1999082000693


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SKIN AT SPLICE JOINT AREA UNBONDED.BELL BLADE CRACKED 08/10/1999 5951412 412015300109 MAIN ROTOR 1999082000694IINBOARD ABRASION STRIP CRACKED NEAR THE SPLICE COVER ON THE UPPER SURFACE. FIBERGLASS CRACKEDAROUND THE INBOARD AND MID-SPAN TAB.BELL BEARING WORN 08/13/1999412 21201170100 205012710001 T/R BLADE 1999082000774TAIL ROTOR BEARINGS WORN, TWO EACH RACES AND BEARINGS BRINELLED.BELL BEARING WORN 08/13/1999 1956412 412010405107 412010424103 MAIN ROTOR 1999082000775BEARINGS WORN.BELL PWA FCU MALFUNCTIONED 08/09/1999412 PT6T3B 324473513 ENGINE 1999082000472AUTOFUEL CONTROL CAUSING TORQUE SURGES.BOLKMS REGULATOR FAILED 08/09/1999BK117A4 51530001EI DC SYSTEM 1999082000824VOLTAGE REGULATOR WOULD NOT SHARE LOAD.BOLKMS BLADE DAMAGED 08/10/1999 3909BK117A4 10515150 MAIN ROTOR 1999082000843ROTOR BLADE HAD SEPARATION ON THE INBOARD ABRASION STRIP ON THE OUTER END. THE ABRASION STRIP ATTHE TIP HAD EROSION HOLES.BOLKMS BLADE DAMAGED 08/10/1999 3909BO105CBS 10515150 MAIN ROTOR 1999082000844IINBOARD ABRASION STRIP HAD SEPARATION ON THE OUTBOARD END OF THE STRIP.BOLKMS HOUSING CRACKED 07/29/1999 1261BO105S 619003003 4619211901 T/R GEARBOX 1999082000809HOUSING CRACKED AT MOUNTING EAR. REPLACED WITH SERVICEABLE PART.BOLKMS BLADE DAMAGED 07/29/1999 1163BO105S 10531980 TAIL ROTOR 1999082000815RUBBER COATING ON TAIL ROTOR BLADE CHIPPED OFF AT BLADE TIPS.BOLKMS HYD PACK FAILED 08/09/1999 5569BO105S 10545028 FLIGHT CONTROL 1999082000836DURING CRUISE FLIGHT, NOSE TUCKED 15 DEGREES- COULD NOT RECOVER WITH CYCLIC UNTIL RECOVERED BY ITSELF.RPM AND HYD BLOCK LIGHTS FLASHED.BOLKMS BLADE DAMAGED 08/10/1999 9263BO105S 10515141 MAIN ROTOR 1999082000841THE NR 1 INBOARD ABRASION STRIP HAS SEPARATION ON THE OUTBOARD END OF THE STRIP.BOLKMS BLADE DAMAGED 08/10/1999 3256BO105S 10515141 MAIN ROTOR 1999082000842EROSION HOLE THROUGH THE OUTBOARD ABRASION STRIP ON MAIN ROTOR BLADE.BOLKMS BEARING DAMAGED 08/10/1999BO105S 116488P MAIN ROTOR 1999082000845BEARING UNSTAKED. REPLACED WITH SERVICEABLE PART.CESSNA CONT GEAR SPALLED 07/29/1999 3310150J O200A 36066 MAGNETO 1999082000288(CAN) MAGNETO GEARS WHICH ARE SUSPECTED TO BE UNAPPROVED PARTS. ONT. SAIB NR CE-98-21R1 WAS RELEASEDTO CORRECTLY IDENTIFY THE GEARS IN THE FIELD.CESSNA FIREWALL CRACKED 07/21/1999 395172R 05530313 FUSELAGE 1999081400380DURING 100-HOUR INSPECTION, FOUND FIREWALL CRACKED AT LEFT LOWER COWLING SHOCK MOUNT BRACKETADJACENT TO BATTERY BOX. CRACKS EXTENDED VERTICALLY FROM BRACKET ATTACH RIVET HOLES ANDTOTALLED APPROXIMATELY 2.3750 INCHES IN LENGTH. DOUBLER PATCH WAS INSTALLED ON INSIDE OF FIREWALL.CESSNA CONNECTOR LOOSE 07/21/1999 294172S S32791 COCKPIT 1999081400378NEW C-172S ON CROSS-COUNTRY FLIGHT, OIL PRESSURE STARTED FLUCTUATING. OIL TEMP NORMAL AND NO LOW OIL PRESSURE LIGHT ILLUMINATION. OIL PRESSURE GAUGE STARTED FLUCTUATING OFF SCALE LOW. PRECAUTIONARYLANDING MADE. MAINTENANCE FOUND OIL PRESSURE GAUGE CONNECTOR PLUGGED INTO GAUGE, BUT NOT LOCKEDOVER LOCKING TAB. RE-CONNECTED AND OPERATIONAL CHECKED SATISFACTORY.CESSNA SHIELD DAMAGED 07/21/1999 95172S 051502620 PASSENGER DOOR 1999081400504THE RIGHT FORWARD CABIN DOOR POST SHIELD WAS FOUND BUCKLED. UPON REMOVAL, FOUND THE FRESH AIR HOSERUNNING DOWN THE DOOR POST WAS NOT ALLOWING THE SHIELD TO SEAT FULLY IN ITS CORRECT POSITION. THEAIR VENT HOSE WAS FLATENED TO PROVIDE SUFFICIENT CLEARANCE FOR THE SHIELD TO FIT PROPERLY.CESSNA BRACKETT GASKET DETERIORATED 07/23/1999 2741182H BA8110 ENGINE COWL 1999081400379REMOVED FILTER ASSY, P/N BA 8110, TO CHECK GASKET, 8 INCHES OF GASKET WAS MISSING. SCREEN MESH COMINGLOOSE FROM FILTER FRAME.CESSNA MODINE OIL COOLER LEAKING 07/29/1999206CESSNA 1E1884 ENGINE OIL 1999081400393PART BEGAN LEAKING DURING NORMAL SERVICE DUE TO EPOXY REPAIR FAILURE. EPOXY REPAIRS COMMONLY FAIL.SUBMITTER RECOMMENDED ELIMINATING USE OF EPOXY IN OIL COOLERS.


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CESSNA SEAT BENT 07/23/1999210B COCKPIT 1999082000063THIS AIRCRAFT WAS INVOLVED IN AN ACCIDENT WHICH RESULTED IN THE PILOT’S SEAT COMING DISCONNECTEDFROM THE SEAT TRACK. THE LEFT SIDE SEAT BRACING WAS BENT. THE PILOT RECEIVED SERIOUS HEAD INJURIES. A SUPPORTBETWEEN THE LEFT AND RIGHT SEAT VERTICAL BRACING MAY HAVE PREVENTED THIS.CESSNA CONT CRANKCASE CRACKED 07/21/1999 899404CESSNA GTSIO520M 642131 ENGINE 1999082000279(CAN) CRACK FOUND AT NR 5 CYLINDER CRANKCASE THREAD BORE, .750 INCH, RADIATING TO OUTER CASE.CESSNA CONT CRANKSHAFT DAMAGED 07/22/1999 444404CESSNA GTSIO520M 635104 ENGINE 1999082000292(CAN) AN INSPECTION REQUIRED BY CSB99-6 ON GTSIO-520-M ENGINES WAS PERFORMED AND THIS INSPECTIONREVEALED A STRESS RISER CONDITION CAUSED BY A DISCREPANCY IN THE COUNTERWEIGHT BUSHING INSTALLATIONPROCESS. THE ENGINE WAS REMOVED FOR FURTHER INSPECTION AND REPAIR. REVISION TO AD 99-09-17 WILL BEMADE TO INCORPORATE THE ADDITIONAL MODEL TYPE GTSIO-520-M ENG.CESSNA HOSE SEPARATED 07/24/1999 1055T210M 528884082A NLG DOOR 1999081400391HOSE CLOSE TO GEAR DOOR DOUBLE-ACTING HYDRAULIC ACTUATOR SEPARATED AT SOCKET DURING LANDING GEARLOWERING CYCLE. HOSE WAS FIVE YEARS OLD.EMB BFGOODRICH STATOR FAILED 08/02/1999 365EMB120 21585 1331096 NR 1 BRAKE 1999082000053BRAKE ASSY, P/N 2-1585, FAILED PREMATURELY. NR 1 STATOR BROKEN AND STATOR TANGS BINDING IN TORQUETUBE KEY SLOTS. THIS IS A CONTINUAL DISCREPANCY. BRAKE ASSY SHOULD LAST 2,500 CYCLES.MOONEY TRUSS WORN 07/21/1999 3164M20J 54001503 NLG 1999081400364CURING NLG INSPECTION, FOUND STEERING TRUSS BOLT HOLES ELONGATED WHERE OVERCENTER LINK BOLTS ONTOTRUSS; MFG SPECS FOR ALLOWABLE WEAR AT THIS LOCATION IS .375 INCH - .379 INCH. MEASURED WEAR WAS .392INCH. REPLACED TRUSS WITH SERVICEABLEUNIT. SUSPECT WEAR WAS FROM THE BOLT BEING LOOSE.MOONEY TUBE MISINSTALLED 08/07/1999 397M20J PITOT SYSTEM 1999081400508THE PITOT TUBING IN THE CABIN WAS IMPROPERLY ROUTED CAUSING THE TUBING TO BE CRUSHED BETWEEN THECABIN STEEL FRAME AND THE LEFT SIDE SKIN. THIS CAUSED A RESTRICTION OF PRESSURE TO THE AIRSPEEDINDICATOR RESULTING IN INCORRECT INDICATIONS TO THE PILOT. THIS AIRCRAFT WAS INVOLVED IN A LANDINGACCIDENT WHICH DAMAGED THE AIRCRAFT TO A TOTAL LOSS. THE PITOT TUBING CONDITION MAY HAVE HIGHERPIPER ACTUATOR LEAKING 07/22/1999 143PA32R301T 455987 NLG 1999081400370MALFUNCTION OCCURRED IN-FLIGHT. PILOT REPORTED HYDRAULIC PUMP IN-FLIGHT. TROUBLESHOT PROBLEM INSHOP. DETERMINED NOSE GEAR ACTUATOR WAS LEAKING INTERNALLY AND SUCKING IN AIR, AND LT MAIN GEARACTUATOR WAS LEAKING WHICH CAUSED PUMP TO CONTINUALLY CYCLE AND FAIL CAUSING GEAR TO FREE FALLPIPER ROD END FAILED 07/23/1999PA34200 452606 THROTLE 1999081400392PILOT REPORTED LEFT ENGINE NOT RESPONDING WITH THROTTLE LEVER. FOUND BROKEN THROTTLE CONTROLROD END. REMOVED AND REPLACED WITH NEW STYLE ROD END. OLD STYLE ROD END PART NUMBER NOTAVAILABLE. KEPT OLD PARTS, CHANGED ALL PARTS ON BOTH ENGINES INCLUDING MIXTURE, PROPELLER, ANDSKRSKY CALIPER LEAKING 07/29/1999S76A 400047610R ROTOR BRAKE 1999082000449ROTOR BRAKE CALIPER BEGAN LEAKING AROUND AFT PISTON SEAL. REPLACED WITH SERVICEABLE PART.SKRSKY OIL COOLER LEAKING 07/29/1999S76A 7636209203102 ENGINE OIL 1999082000451OIL COOLER LEAKING.SKRSKY PUMP LEAKING 07/29/1999S76A 7665009808101 HYDRAULIC 1999082000452HYDRAULIC PUMP LEAKING EXTERNALLY. TIME SINCE REPAIR 0:00 HOURS.SKRSKY BLADE DAMAGED 08/10/1999 7806S76A 7610105101041 TAIL ROTOR 1999082000474TAIL ROTOR PADDLE HAS A HOLE AT THE TIP END.SKRSKY TIP CAP SPLIT 08/10/1999S76A 7615009043054 MAIN ROTOR 1999082000475TRAILING EDGE SPLIT OPEN NEAR THE TIP LEADING EDGE. ABRASION STRIP CRACKED TOP AND BOTTOM.SKRSKY ALLSN DIFFUSER LEAKING 07/23/1999S76A 250C30P 23051643 23064593 NR 2 BEARING 1999073000134ENGINE REMOVED DUE TO METAL IN OIL. FOUND REAR SUPPORT MAJOR SEAL LIFTING AND CHROME FITTINGFLAKING IN NR 2 BEARING BORE. REPLACED WITH SERVICEABLE REAR DIFFUSER.SKRSKY ALLSN PINION GEAR WORN 07/23/1999S76A 250C30S 23035179 6893672 GEARBOX 1999073000135ENGINE REMOVED DUE TO METAL IN OIL. FOUND CAUSE: PICKOUT IN GEAR TEETH. REPLACED WITH SERVICEABLEGEAR. SCRAPPED GEAR.SKRSKY ALLSN FUEL PUMP WORN 08/10/1999 685S76A 250C30S 3944001 ENGINE 1999082000473FUEL PUMP HAD WORN AND PITTED SPLINES.SKRSKY ALLSN NOZZLE CRACKED 08/13/1999 685S76A 250C30S 23035128 23008064 1ST STAGE 1999082000483


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ENGINE REMOVED DUE TO CYCLED TURBINE WHEELS. UPON INSPECTION OF TURBINE PARTS NOTED CRACKS BEYONDSERVICEABLE LIMITS ON 1ST STAGE NOZZLE LEADING AND TRAILING EDGE VANES.SKRSKY ALLSN NOZZLE CRACKED 08/13/1999 637S76A 250C30S 23035128 23008064 1ST STAGE 1999082000486ENGINE REMOVED DUE TO TURBINE OVERHAUL. UPON INSPECTION OF TURBINE PARTS NOTED VANE CRACKS BEYONDSERVICEABLE LIMITS ON 1ST STAGE NOZZLE.SNIAS SPHERICAL SEPARATED 07/22/1999AS350B2 704A33633208 MAIN ROTOR HEA 1999073000166SPHERIAL STOP SEPARATED. SERIAL NUMBERS REMOVED ARE LK2082, LK2147, AND LK2192.SNIAS SCREW CORRODED 07/29/1999AS350B2 350A31187320 M/R HEAD 1999082000792CORROSION ON RED BLADE UPPER PC LINK ATTACH BOLT. REPLACED WITH SERVICEABLE PART.SNIAS BEARING WORN 07/29/1999AS350B2 704A33633151 MAIN ROTOR 199082000800MAIN ROTOR BEARING WORN BEYOND LIMITS. REPLACED WITH SERVICEABLE PARTS.SNIAS MEMBER WORN 07/29/1999AS350B2 704A33633153 MAIN ROTOR 1999082000801STOP LAMINATES WORN BEYOND LIMITS.SNIAS FASTENER BROKEN 07/29/1999AS350B2 TL100AXE10LL5 ENGINE MOUNT 1999082000806RIGHT FORWARD LATCH BROKEN. REPLACED WITH SERVICEABLE PART.SNIAS TMECA IGNITER WORN 07/29/1999AS350B2 ARRIEL1D 9550168770 ENGINE 1999082000803TIP OF IGNITER WORN. REPLACED WITH SERVICEABLE PART.

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