Aviation Maintenance Alerts AC No. 43-16A Alert No. 254

cartridges) are used primarily as the last series of elements in filter vessels, or converted filter/separator vessels, for aircraft refueling of Jet Fuel and Avgas. They are sometimes called monitors, fuses, or go-no-go cartridges. They are intended as “insurance” elements, to stop any dirt or water from going into the aircraft with the fuel. The dirt and water capacity is limited, since the primary dirt and water removal function in aviation fuel systems is supposed to occur upstream (tank settling and bottom draw-off, and upstream filter and filter/separator vessels.) The water absorbing cartridges have standard filter media to remove particulate matter (dirt), and also contain the water FAA AC 43-16A September 1999 2 absorbing media (similar to the media in baby diapers, incontinence pads, etc.) which will absorb free (undissolved) water from the fuel. The free water is removed to levels normally down to 2 PPM or less. At standard flow rates, 50% or higher of the elements’ rated flow, the differential pressure will rise across the cartridge as water is accumulated. The cartridges are changed at 15 psid differential pressure. A large amount of free water in the fuel (slug) will rapidly increase the differential pressure, shutting off the fuel flow as the water is absorbed. An undetermined number of cartridges have plugged in normal operation, preventing unexpected water slugs from getting into aircraft. FIELD INCIDENTS: There was an incident in 1998 in San Diego, California where some helicopters were observed to have some gelatinous appearing media in the fuel controls. This was determined to be the same polymer material contained in the Velcon upstream ACO-XXXXXC water absorbing cartridges on the fuel truck. Velcon began testing at various flow rates and water quantities in the fuel in their Colorado Springs laboratory. It was found that at low flow rates (continually less than 50% of the element’s rated flow) and at low water add rates (less than 50 PPM) the water absorbing media would continually absorb the water, but the observed differential pressure would not rise. With continued low levels of water at low flow rates, the media continued to absorb water until eventually the media was extruded through the media migration barrier in the element and flowed downstream. Velcon tested all their series of water absorbing cartridges (ACO-XXXXXC, ACI-XXXXXC, and CDF-2XXK). It was found that the ACO-XXXXXC series cartridges were the only series that had the low flow, low water problem with media extrusion. Velcon revised the Operating Procedures to caution against operating at less than 50% rated flow. Following suggestions by airline companies and other operators that the flow restrictions would be too difficult to follow, Velcon accelerated testing of the ACO cartridges with a water absorbing media which was not adversely affected by the low flow, low water extrusion problem. (The ACO-6XX01C cartridges had been fully qualified to the original IP Monitor Specification, which reflected state-of-the-art filter technology.) The ACO-XXXXXK cartridges were finally developed in May of 1999. Testing to the IP Monitor Specification, with additional low flow, low water tests, were performed in May 1999. This testing was witnessed by representatives from the IP. The IP Monitor Specification has recently been revised to include the low flow, low water tests based on the unanticipated operational procedures related to the 1998 incident. An announcement was made to all customers and Velcon distributors on May 28, 1999, that Velcon would replace all ACO-XXXXXC cartridges in stock or in service with the ACO-XXXXXK cartridges, free of charge. Velcon sent out a notice to their distributors on June 14, 1999, enclosing a copy of the “Product Recall September 1999 FAA AC 43-16A 3 Card” which had been sent to all distributors/customers that had received ACO-XXXXXC cartridges directly from Velcon. Information on this exchange of cartridges was also included in the June 1999 issue of the Velcon Clarifier, and was also added to the Velcon Internet information (www.velcon.com) Velcon was informed of an incident at Vero Beach, Florida in mid-July 1999 where the gelatinous material was found during normal fuel draining in a Piper Archer. This was brought to the attention of the Orlando, Florida Flight Standards District Office (FSDO) by the aircraft pilot. Upon contact with Velcon, it was recommended that wider notice to the field of the possible extrusion problems and cartridge replacement be made. The FAA recommends that fixed-base operators (FBO’s), fuel farm operators, pilots, owners, operators, maintenance personnel, and anyone involved in aviation fueling operations check for the presence of the ACO-XXXXXC filter cartridge. Also, closely check fuel samples for the presence of contaminates. If you find gelatinous matter, thoroughly investigate the source. Document any filter cartridges found in stock or in service on the following “Product Recall” form. If you require further assistance, contact Velcon Filters, Inc., at telephone number 1-800-531-0180 and ask to speak to “Aviation Technical 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 DEPARTMENT 4525 CENTENNIAL BLVD. COLORADO SPRINGS, CO 80919-9951 FAA AC 43-16A September 1999 4 AIRPLANES BEECH Beech; Model E18S; Tailwheel Failure; ATA 3220 During a landing, the aircraft tailwheel collapsed when it contacted the runway. The technician took the aircraft to the hangar and jacked up the tail. When the weight of the aircraft was removed from the tailwheel, the tailwheel assembly lowered. An investigation revealed a broken bolt (P/N AN33DD) which is used to secure the tailwheel retraction cable. The submitter suggested close attention be given to this area during inspections and maintenance. Part total time not reported. Beech; Models 24, C23, and 19 Series; Structural Corrosion; ATA 5320 The submitter of this report found similar structural corrosion defects in Models 24, C23, and 19 series aircraft. Corrosion was found at the forward attachment point for the fuselage channel (P/N 169-42000-91) at Fuselage Station (FS) 132. At this location, a fresh air duct passes through the channel. In one case, the forward channel attachment point was completely consumed by corrosion. Severe corrosion was also found at other various points on the fuselage where fresh air duct boots came into contact with the fuselage structure. The submitter speculated the corrosion defects were caused by water leakage from windows and condensation from the air ducts. In many cases, the insulation was wet which created an environment conducive to corrosion. He recommended that owners, operators, and maintenance entities be aware of the possibility of fuselage structural corrosion and conduct an inspection of the suspect areas. This inspection is very important if water leakage from the windows is evident. Part total time average-1,500 hours. Beech; Model C35; Bonanza; Improper Ruddervator and Aileron Repairs; ATA 5540 and 5751 During a maintenance inspection, the technician noticed “scab patches” on one aileron and both ruddervators. Further investigation disclosed the “scab patches” were loose, and there was a considerable amount of corrosion present. The blind fasteners, used to secure the aluminum patches to the ruddervator magnesium skin, worked loose. The aircraft maintenance records did not indicate when these repairs were made or whether any effort was made to balance the flight controls. Also, the ruddervator system had excessively loose bushings and worn rod-ends which produced very “sloppy” control. It was evident this aircraft was not in compliance with the numerous FAA Airworthiness Directives that addressed the ruddervator system. The technician informed the aircraft owner that the flight control patches were not airworthy. The owner decided to ground the aircraft and asked the technician to perform a proper evaluation and repair. The owner recently purchased this aircraft without the benefit of a maintenance inspection or an inspection of the maintenance records. However, the annual inspection was “signed off” when he purchased the aircraft. The submitter stated, “Pay a reputable Airframe and Powerplant Mechanic for an airworthiness evaluation prior to purchasing an aircraft! The money you pay up front may save you many dollars after the sale and may save your skin!” Aircraft total time-6,005 hours. Total time since annual inspection-25 hours. September 1999 FAA AC 43-16A 5 Beech; Model V35A; Bonanza; Defective Oil Temperature Sending Unit; ATA 7720 The engine installed in this aircraft was a Teledyne Continental, Model IO-520B. While investigating the cause of inaccurate engine oil temperature indications, technicians discovered a defective temperature sending unit. The maintenance records indicated this was the original sending unit installed when the aircraft was new. The technician ordered and received a replacement sending unit. He conducted a receiving inspection, and discovered the replacement sending unit’s wire stud was loose and could easily be rotated by “finger pressure.” He rejected the replacement sending unit and contacted the vendor. The vendor checked his stock and rejected four other sending units before finding a sending unit that did not have loose wire studs and threaded studs. He compared one of the new sending units to the original sending unit and discovered the stud on the original sending unit was tight and did not allow any movement. The vendor stated the crimping or staking process used to install the stud during manufacture may be deficient. A loose wire stud presents a problem when the wire is installed because there is no acceptable way to prevent the stud from rotating while the nut is tightened. The submitter suggested that the manufacturer’s engineering staff evaluate the new sending units for adherence to the original design specifications. He also stated the original sending unit (P/N 1512926) listed in the Beech Parts Manual has been superseded. Part total time-4,000 hours. Beech; Model B90; King Air; Faulty Electrical Wiring; ATA 2450 After operating the air-conditioning system during a phase inspection, the technician smelled and saw smoke in the cockpit. The technician investigated and discovered a wire (P/N P83A2) smoldering under the center cockpit pedestal at the isolation limiter bus. There are two wires (P/N’s P83A2 and P83B2) at this location. The wires are aluminum and run from the right wing starter relay bus to the isolation limiters in the cockpit. Except for the emergency bus, these wires provide electrical power to the entire aircraft without circuit protection. While removing the wires for replacement, one wire (P/N P83B2) broke at the starter relay. The wire was severely corroded and the insulation displayed evidence of excessive heat damage. The aluminum wires were installed in Models 65-90 and 90-Series King Air aircraft through serial number LJ 440. The submitter stated, “The old wires are dangerous and must be replaced.” Part total time-10,007 hours. Beech; Model B99; Airliner; Entrance Door Cracks; ATA 5210 The flightcrew reported that the pilot’s crew door was very difficult to close. A technician lubricated and inspected the door latch mechanism. While inspecting the door hinges, he discovered a cracked upper forward hinge (P/N 99-420024-7). The 1-inch long crack ran along the hinge line. The submitter speculated that the hinge crack was caused by flexing the door structure due to excessive seal thickness. Part total time not reported. FAA AC 43-16A September 1999 6 Beech; Model BE99; Airliner; Defective Main Landing Gear Torque Knee; ATA 3213 During a scheduled inspection, the technician discovered a crack in the left main landing gear torque knee. Both the upper and lower torque knee (P/N 50-810323-7) halves were cracked near the center pivot bolt which connects the upper and lower halves. The cracks had progressed to the point where pivot bolt loss was imminent. The submitter stated that hard landings, landing gear sideloads, and other factors may have contributed to this failure. Part total time not reported. Beech; Model B100; King Air; Defective Engine Starting Electrical Circuit; ATA 3260 The pilot reported that the left engine starter would not engage. Maintenance technicians discovered a defective left main landing gear “squat” switch (P/N 444EN49-6). The “squat” switch contacts interrupted the engine start control circuit by not supplying electrical power to the start relay control box. The location of the landing gear “squat” switch makes it vulnerable to contamination, corrosion, and failure. The submitter recommended that the “squat” switch receive frequent inspections. Part total time-6,618 hours. Beech; Model BE200; King Air; Interior Light Fixture Failure; ATA 3320 During flight, smoke filled the aircraft cabin. The pilot evacuated the smoke and made a safe landing. Maintenance personnel discovered the source of the smoke was a cabin light assembly (P/N 00741626) ballast. The ballast shorted, generated smoke, produced extreme heat, and distorted a nearby plastic window molding. The submitter stated, “The heat intensity could easily have caused a fire and may have ended in a catastrophic accident.” Part total time not reported. Beech; Model 400A; Beechjet; Landing Gear System Failure; ATA 3230 The pilot reported that the 2-amp landing gear circuit breaker opened when the landing gear was selected to the “up” position. He placed the landing gear selector to the “down” position, and made a safe landing. The technician discovered that two wires on the gear selector control switch were crushed and shorted together in the area of the cockpit center pedestal structure. The wires were repaired and rerouted to provide adequate clearance. The submitter suggested closely inspecting this area at every opportunity. Part total time-1,277 hours. CESSNA Cessna; Model 172N (C172); Skyhawk; Carburetor Problem; ATA 7322 On the first flight of the day, the student pilot reported the engine would not idle cutoff. When he shut off the engine using the magneto switch, the propeller ran backwards. The instructor stated the aircraft did not idle properly the previous evening; however, he assumed hot weather caused the problem. A technician examined the engine and discovered the carburetor’s (P/N 10-5009) upper and lower body halves had separated approximately 0.125 inch. Evidently, the carburetor overhaul facility technician did not torque the bolts properly before he set each bolt’s lock-washer tab. September 1999 FAA AC 43-16A 7 The submitter stated this is the third occurrence of the same problem involving three separate overhaul facilities. Part time since overhaul-25 hours. Cessna; Model 172RG (C72R); Cutlass RG; Faulty Risistor; ATA 2460 During an annual inspection, the technician noticed smoke emanating from the radio rack. An investigation disclosed the resistor (P/N S2041-50-16) for the cigarette lighter was damaged and smoking. He found burn marks on both sides of the glovebox side wall where the resistor is affixed. The nylon portion of the affixing locknut was completely melted. The ceramic insulator at the base of the cigarette lighter (P/N 0513052-20) was broken. He noted the 7-amp fuse and the 10-amp circuit breaker were not activated. The submitter stated that the replacement parts contain a new-type lighter assembly (P/N 0513039-7) and an additional circuit breaker (P/N 60232-1). He recommended issuing an Airworthiness Directive (AD) requiring the installation of a second circuit breaker. Part total time-3,315 hours. Cessna; Model 172 (C172); Skyhawk; Airbox Part Missing; ATA 7160 During the first Phase I inspection, the technician discovered a part missing from the airbox assembly (P/N 0550364-7). There was a gap around the alternate air door where the part belonged. Also, apparently due to the door hinge’s misalignment, filler material was used to fix a gap in the air inlet door assembly. Most of the filler material broke away leaving a ½-inch gap in the assembly. The remaining filler material 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 of total operating time. During the first Phase II inspection, the technician noticed the rudder pedals on both pilot stations were not matching in their alignment. The technician discovered the left station’s pedals had its mounting arm (P/N 0411307-0), on the right pedal, drilled incorrectly at the point where it attached to the crossover shaft. At the point where the right station’s pedals attached to the crossover shaft, the left pedal was also drilled incorrectly. The technician notified the manufacturer of this misalignment problem. The manufacturer sent parts that were properly drilled. Part total time-97 hours. Cessna; Model 172S (C172); Cutlass; Pilot Seat Support Problem; ATA 2510 When the pilot’s seat back was selected in the full-upright position, it was approximately 3 inches back and toward the reclined position. The submitter discovered the seat back support fitting (P/N 0514215-8) was bent. He noted that this was the second fitting replaced on the same seat. The first fitting was replaced after only 23.6 hours of use. This is the fourth failure of the same part within his fleet of new Cessna aircraft. The submitter stated past accident statistics show that a seat part failure, especially during a takeoff roll, may have grave consequences. It is important for new owner/operators to be aware of the problem prior to a disaster. Part total time-51 hours. Cessna; Model 172S (C172); Cutlass; Skin Crack on Flap; ATA 5753 While performing a Phase I inspection, the technician noticed a crack at the trailing edge of the left flap assembly. The crack was located FAA AC 43-16A September 1999 8 on the lower surface. It started at the fourth rivet from the inboard edge of the flap and migrated outboard for approximately 2 feet. After the submitter notified the manufacturer of this defect, he received a new assembly. Part total time-149 hours. Cessna; Model 172S (C172); Skyhawk; Fuel Leak; ATA 7322 During the first Phase I inspection, the technician noticed the presence of fuel in the vicinity of the air inlet. An investigation revealed that the specific point of fuel leakage occurred at the air inlet elbow (P/N 0550362-3) leading to the fuel control unit. A more extensive search disclosed that the overboard drain adapter, which is riveted to the air inlet elbow, was not properly sealed. The improper seal was not readily visible. Part total time-50 hours. Cessna; Model 310 (C310); Cessna 310; Worn Fuel Selector; ATA 2823 During an extensive aircraft inspection, the technician discovered that both fuel selector torque tube assemblies (P/N 0820000-5 and 0812000-13) were severely worn. Tube (P/N 0820000-5) was worn at the fuselage grommet area, and tube (P/N 0812000-13) was worn at the bulkhead at Fuselage Station (FS) 557.5. The tube damage was only detectable because the tubes were removed. Under normal inspection procedures, this defect may have gone undetected. The extent of the damage was approximately 65 percent to the perimeter of the tube and approximately 50 percent through the tube wall thickness. The submitter stated owners with similar make and model aircraft, should remove the four shielded bearing blocks and inspect this area as soon as possible. Part total time not reported. Cessna; Model 402B (C402); Businessliner; Fuel Blockage; ATA 2822 The pilot reported that he was unable to prime the right engine. A technician discovered the right boost pump was producing inadequate pressure. He opened the fuel tank to remove and replace the boost pump and discovered a 2-½ inch square data tag (P/N 1C6-10) was unglued and resting directly below the pump’s fuel pickup tube. When the pump was activated in the priming process, the data plate was sucked up against the tube inlet, and the fuel flow was reduced to less than 10 pounds per square inch. The submitter recommends that pumps with this type of data tag be replaced with the type of tag that is more permanently affixed. Part total time-193 hours. Cessna; Model 421C; Golden Eagle III; Hydraulic Leak; ATA 2916 The maintenance department received a work order that indicated hydraulic fluid was visible in the nose compartment. The technician discovered a hydraulic leak emanating from the reservoir. The fluid leak occurred at both ends of the sight tube (P/N 5117007-12) at the attach points. The technician discovered the same problem on a similar aircraft. Due to the low failure time, the submitter stated this problem indicates a production flaw. The submitter cautions all owners and operators of similar aircraft to inspect for this problem. A complete failure of this tube would result in loss of the entire hydraulic supply. Part total time-50 hours. September 1999 FAA AC 43-16A 9 DIAMOND Diamond; Model DA20-C1; Propeller Attachment Bolt Failure; ATA 6111 The pilot reported that during an after-takeoff climb, a severe vibration occurred. He made a safe landing and summoned maintenance technicians. The technician discovered the propeller spinner was cracked. After removing the propeller spinner, he discovered five of the six propeller mount bolts broken. It appeared the bolts failed due to shear stress. He sent the bolts to the manufacturer for inspection and evaluation. The submitter stated the bolt attachment holes in the propeller flange were elongated which indicates the bolts were not torqued to the specified value. Part total time-40 hours. GRUMMAN AMERICAN Grumman American; Model AA5B; Tiger; Defective Aileron Skin; ATA 5751 During an annual inspection and compliance with Airworthiness Directive (AD) 79-22-04, the technician discovered the left aileron skin was delaminated. The upper aileron skin (P/N 5202035-516) delamination varied from 1 to 4 inches where the leading edge skin was bonded to the rib. It was necessary to remove and replace the aileron. The submitter stated that this area deserves extra attention during inspections and maintenance. Part total time-1,675 hours. LAKE Lake; Model LA4-200; Buccaneer; Loss of Engine Power; ATA 7160 This aircraft incorporated a Textron Lycoming, Model IO-360-A1B, engine which was modified by Supplemental Type Certificate (STC) SA2990WE. This STC allowed the installation of an engine turbocharger. The pilot reported that with the throttle full open and the waste gate closed, the engine had excessively low boost. The technician conducted an investigation and several contributing discrepancies were given credit for the engine power loss. The boost air inlet fitting weld, located at the bottom of the induction airbox, was cracked all the way around the circumference. This allowed some boost air to escape overboard. The welded attachment fittings between the airbox and the fuel injection control were cracked. He found numerous cracks in the airbox extending from various points of the circumferential weld. The airbox flapper valve hinge pins and hinge pin mounts were excessively worn and on the verge of complete failure. The rubber elbow that attaches the boost duct to the airbox assembly had a large rip and allowed the loss of more boost air. Some areas of the elbow were wrapped with “electrical tape” to cover worn places. The submitter speculated that these defects combined to degrade engine performance. The weld cracking was credited to normal vibration and previously accomplished “unairworthy” weld repairs. Thorough and timely inspections, as well as proper repair techniques, should prevent these types of defects. Part total time not reported. FAA AC 43-16A September 1999 10 PIPER Piper; Model PA28-151 (P28A); Cherokee; You Say Your Head Was Where?; ATA 7322 After a landing, a fire started in the engine cowling. The technician discovered the carburetor air-intake hose (P/N 99849-03) from the air filter was connected to the muffler. It should have been connected to the carburetor airbox. (I bet that robbed a bit of horsepower!) The cabin heat duct was connected to the carburetor airbox. These erroneous connections may have led to a backfire which ignited a leaking primer fuel flex line. We’d hate to think of what would happen if this plane had a toilet to flush. People, lets stay 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-go landing, the instructor felt a severe vibration. He landed the aircraft without personal injuries; however, the aircraft sustained damage to the right wing, the flap assembly, and the stabilator. Observers on the ground reported that something was hanging from the right wing. An inspection revealed the right main landing gear trunnion (P/N 65319-004) broke at the upper torque link attach ears. With the trunnion broken, only the brake hose held the lower strut and wheel assembly to the aircraft. The submitter stated that he reviewed the maintenance records for this 1982 aircraft and found no entries of landing gear trunnion replacement. Apparently, this part was original on an aircraft used exclusively in flight school operations. Part total time-9,478 hours. Piper; Model PA28-180; Archer; Spar Cap Damage; ATA 5711 During an annual inspection, the technician found evidence of fretting at the left and right main landing gear legs (P/N’s 35644-04 and 35644-05) where they attach to the wing’s lower spar cap. The technician also discovered the lower attach bolts (AN4-11A) were not properly torqued, and the attach point bolt holes were elongated on both the gear legs and the spar caps. This allowed a wearing motion between the gear legs and the spar caps. The submitter states that the spar damage was caused by the improperly torqued bolts which caused the wearing motion between the parts. He recommends checking bolts for proper torque during 100-hour inspections and annual inspections. Part total time-4,040 hours. Piper; Model PA28R-200 (PA28R); Arrow 200; Alignment Cam; ATA 3211 After takeoff, the pilot could not retract the nose gear. He made a safe landing even though he experienced steering difficulty throughout the landing roll and taxi. The technician discovered that the steering alignment cam was outside and to the left of its guide bracket (P/N 67107-00). This caused the cam to hit the bracket’s ear, thus, not allowing the landing gear to fully extend. Also, because the tire was not aligned it would not fully retract into the cowling. (Refer to the following illustration.) The submitter stated that because of normally high torque throughout the takeoff roll, the pilot’s excessive right rudder application may cause the alignment cam to strike the ear on the alignment bracket during gear retraction. The resulting bracket flex caused it to strike the trunnion housing, and the cam assembly came out of its track. The submitter states the manufacturer has already welded a stiffener across the ear September 1999 FAA AC 43-16A 11 assembly. However, he recommends that the manufacturer make the base plate thicker to avoid the excessive flexing caused by right rudder application throughout the gear retraction. Part total time not reported. Piper; Model PA28R-210T (P28B); Turbo Dakota; Inoperative Landing Gear; ATA 2400 A small fire erupted in the right side of the engine compartment, and smoke entered the cockpit area. The electrical power to the gear down switch was interrupted which rendered it inoperative. The technician noticed that the fire probably started at a point approximately 1 inch below a small bundle of wires leading to the nose gear switch. The insulation on the wires was brittle and cracked possibly due to the fire. However, it is more likely that the insulation on the wires was brittle and cracked before the fire. Due to the defective insulation, the wires contacted each other, caused a short, and started the fire. Piper; Model PA28R-210T (P28B); Turbo Dakota; Missing Bypass Valve; ATA 8120 In the past, an unknown technician installed a turbo heat blanket on this aircraft. At that time, the technician failed to reinstall the exhaust bypass valve pipe (P/N STC SA 4731 NM). The submitter stated the bypass valve is designed to direct hot exhaust gases to the proper area. Without the bypass valve, hot exhaust gas blew directly onto the electrical wiring bundle attached to the landing gear switches. Part total time-4,442 hours. Piper; Model PA31-350 (PA31); Chieftain; Gear Door Actuator Problem; ATA 3232 After takeoff, the pilot routinely selected the gear handle to the “up” position; however, the red “gear unsafe” light remained illuminated. He hand pumped the gear down and made a safe landing. The technician inspected the landing gear system and discovered that the right main inner gear door actuator (P/N 2114-1) up line fitting (P/N 458-910 and AN837-4D) had snapped in half. The submitter stated that during gear inspections, extra vigilance should be paid to ensure that tire and brake parts do not entangle hydraulic lines. Part total time unknown. Piper; Model PA32RT-300T (P32T); Turbo Lance II; Corrosion; ATA 5540 While complying with Airworthiness Directive (AD) 79-26-04 and Piper Aircraft Service Letter 882A, the technician removed the rudder. He noticed the attach bolts to the FAA AC 43-16A September 1999 12 lower rudder fitting (P/N 38394-02) were approximately 40 percent corroded. Water standing in the rudder’s lower attach tube may have caused the corrosion. (Refer to the following illustration.) The submitter stated that if the tube had adequate drain holes, water would not stand in the rudder’s lower attach tube. Part total time-2,605 hours. Piper; Model PA34-200 (PA34); Seneca; Nose Gear Failure; ATA 3230 The submitter stated the nose gear on this aircraft failed due to excessive play in the “overcenter linkage.” The excess play was caused by a bent clevis bolt (P/N 400692) which was installed through the downlock link assembly (P/N 95329-00) and the “overcenter linkage.” He suspected that the clevis bolt was bent during a hard landing. The submitter stated that this make and model aircraft is prone to nose gear failure. He stated the manufacturer should re-engineer the nose gear or, at least, install a larger clevis bolt. Part total time-67 hours. Piper; Model PA44 (PA44); Seminole; Propeller Stop Problem; ATA 6114 The plastic stop plate assembly (P/N 78213-00) was broken at the bottom of each side, directly beneath the propeller control levers. The technician discovered the parts were only held in place by the assembly spring. These plates normally pivot up and out when the propeller levers are placed in the feathered position. The left plate had worked its way to a point under the right throttle lever which could have restricted the throttle’s travel to the most-aft position. The submitter recommends that the manufacturer either construct the plates from a more substantial material or design a hinge or pivot where fatigue is most likely to occur. Part total time-482 hours. HELICOPTERS BELL Bell; Model UH-1; Huey; Fuel Solenoid Failure; ATA 7321 Information for the following article was taken from a report submitted by the Royal Australian Air Force. During a flight test, fuel leakage was discovered in the engine compartment. A fuel solenoid valve (P/N 79247) was recently replaced, and it was the source of the leak. The fuel solenoid valve is a part of the fuel pressure regulator which is installed on the engine turbine accessory section. The fuel leak originated at the fuel solenoid valve end cap which had become displaced. Also, seals inside the solenoid valve were severely deteriorated. A bit of research through the military part records indicated this pressure regulator was at September 1999 FAA AC 43-16A 13 least 30 years old before being installed. (This is a good reason for seal deterioration.) This part came through a military supply system which is not entirely different from the commercial supply system. Since shelf life is so important, manufacturers, distributors, and dealers should keep accurate records concerning part history. Also, maintenance technicians need to be aware of this problem and use all means possible to determine the age and condition of aviation parts prior to installation. Thanks to our “mates down-under” for their support of the FAA’s Service Difficulty Program. Part time since overhaul-209 hours. Bell; Model 206L-1, -3, and -4; Long Ranger; ATA 5500 The FAA continues to receive reports of cracks developing in the tail boom structure. The similarity of the reported defects led to the issuance of FAA Airworthiness Directive (AD) 99-02-01, dated January 6, 1999. AD 99-02-01 is referenced in Bell Alert Service Bulletin 206l-98-114, dated November 25, 1998. Several articles have been written in this publication and other aviation publications concerning this subject. Compliance with AD 99-02-01 is critical to flight safety. If cracks are discovered, the tail boom must be replaced. Refer to AD 99-02-01 for specific serial number applicability, requirements, and instructions for compliance. (The following illustration shows the area where cracks are typically found.) All owners, operators, or maintenance entities are strongly urged to comply with AD 99-02-01 as soon as possible. Part total time is not applicable. Bell; Model 222; Wiring Damage; ATA 3400 The pilot reported the autopilot altitude functions were inoperative. An investigation disclosed that the insulation on several “Kapton” wires was dissolved. The area of damage occurred where the wires pass under the fuel pump and vent area. The technician determined the wire insulation damage was caused by fuel leakage. If not detected and corrected, this condition may cause a fire. The submitter recommended inspecting this area for damaged wire insulation. Part total time not reported. FAA AC 43-16A September 1999 14 ENSTROM Enstrom; Model 280C; Shark; Improper Alternator Installation; ATA 2421 During the first flight following the installation of a new alternator (P/N ALX 8421), the pilot reported the alternator failed and there was a severe engine oil leak. The technician could not determine the circumstances surrounding the alternator installation. He discovered that this unit was installed without removing the cooling fan assembly as directed by the manufacturer’s maintenance manual. Evidently, the cooling fan was damaged when the new alternator was installed. Consequently, the alternator cooling fan “threw” a blade which punctured the oil cooler. The submitter stated this problem may affect all Enstrom piston engine helicopters. He suggested that the manufacturer issue a service bulletin detailing an inspection procedure for cooling fan damage and improper alternator installations. Proper use of technical data should prevent this type of defect and enhance flight safety. Part total time not reported. EUROCOPTER Eurocopter; Model AS350-B2; Ecureuil; Electrical System Failure; ATA 2400 During a tour flight with passengers aboard, the aircraft lost electrical power. The pilot made a safe, emergency landing at a nearby heliport. The pilot told the technician that only the “fuel pump” light illuminated on the “caution panel.” The technician applied external electrical power and discovered that all the lights, radios, gauges, and the air-conditioning system operated normally. When he depressed the start switch, the starter did not rotate. He also discovered the starter/generator (P/N 150SG122Q) had failed. After he installed a new starter/generator, the operational test was satisfactory. He disassembled and inspected the failed starter/generator. The inspection revealed that two of the four brushes were so badly worn that the spring could not keep them in contact with the commutator. The commutator and six other brushes were also burned. The submitter reported that it had been 68 operating hours since the starter/generator brushes were inspected. The maintenance records indicated the starter/generator brushes were serviceable at that time. Part total time-437 hours. MBB MBB; Model BK-117B1; Tail Cone Crack; ATA 5500 During a scheduled inspection, the technician found a crack on the left forward tail cone splice. The crack originated from a relief hole at the intersection of the lower tail cone splice (P/N 117-22132-01) bend radius, traveled up, and terminated at the next bend radius. The submitter speculated that the lower bend radius relief hole was not “deburred” during manufacture which caused concentrated stress points and resulted in this defect. The splice plate is constructed of 7075-T6 aluminum which makes it susceptible to stress cracking. The submitter believes that dressing the bend radius edges and relief holes may eliminate this type of defect. Part total time not reported. September 1999 FAA AC 43-16A 15 ROBINSON Robinson; Model R-22; Beta; Improper Magneto Assembly; ATA 7414 A technician installed a factory-rebuilt engine and during the initial operational test, there was no RPM indication. The technician traced the problem to the right magneto which he removed. Inside the magneto (Bendix/TCM P/N S4LN-204), he found that the tachometer points (P/N ES10-361631) had been improperly installed. The exact circumstances, assembly, and condition of the magneto points was not described by the submitter. The maintenance records indicated that the magneto had been overhauled and assembled by a repair station without performing a bench test of the unit. It is wise to conduct a thorough receiving inspection on new parts, used parts, and/or overhauled parts prior to installation. Part total time-0 hours. SIKORSKY Sikorsky; Model S76A; Structural Corrosion; ATA 5313 This report stated that four like helicopters had similar structural corrosion defects at the same locations. During an inspection, the technician found severe corrosion between the left and right upper engine longerons and the outer skin panels. The damage was located at fuselage stations (FS) 250 to FS 300. This area is almost inaccessible and diligence is required to conduct a proper inspection. Severe corrosion was also found in the tail boom at FS 300 to FS 336 and in the area where the vertical fin attaches to the tail boom. All of the corrosion areas displayed exfoliation and an advanced state of metal penetration. The submitter urged all operators of like helicopters to conduct a rigorous inspection of these areas as soon as possible. Part total time not reported. AGRICULTURAL AIRCRAFT AYRES Ayres; Model S-2R; Bull Thrush; Engine Power Loss; ATA 8120 While conducting spraying operations, the engine lost power requiring an emergency off-airport landing. The engine used in this aircraft was a PZL, Model PZL-35. During an investigation, the technician determined the engine operated but would not develop normal manifold pressure. After further investigation, he discovered the turbocharger seal was “blown.” The submitter did not mention the age of the seal; however, he indicated it was severely worn. Part total time-1,775 hours. AMATEUR, EXPERIMENTAL, AND SPORT AIRCRAFT EXTRA Extra; Model EA-200; Fuel Leak; ATA 2810 During flight, the pilot smelled and saw fuel in the cockpit. He made an immediate and uneventful landing. An investigation disclosed the fuel hose (P/N PC-01786) connecting the filler neck to the main fuselage tank was not attached. The hose separated from the top of the tank flange FAA AC 43-16A September 1999 16 and allowed fuel to enter the cockpit. The hose was not long enough to allow for the airframe flexing during operational conditions. The submitter suggested that all operators and builders check the factory-supplied fuel hose for adequate length. Part total time not reported. POWERPLANTS AND PROPELLERS ALLIED SIGNAL (TEXTRON LYCOMING) Allied Signal; Model LTS 101-650-B1; Idler Gear Failure; ATA 7200 This engine was used in an MBB, BK-117 helicopter. While disassembling the engine, the technician found metal particles in the bottom of the gear box assembly. Further inspection revealed the idler gear (P/N 4-081-350-08) was missing one of the attachment bolts. Three other nuts were damaged and/or missing pieces. The technician checked the torque value on the remaining bolts and discovered they were all loose. The submitter recommended checking the torque value of the idler gear bolts at 1,200 operating hour intervals. He also suggested replacing 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; Improper Parts; ATA 8530 While conducting an engine compression check during an annual inspection the number 3 cylinder indicated “0” compression. The cylinder (P/N 05K21237-A) was leaking past the exhaust valve. When the technician removed the exhaust system he found the exhaust valve guide split. He removed the cylinder and sent it to a repair station for overhaul. After receiving the cylinder, a repair station representative called the submitter to verify that this cylinder was new when it was installed. The maintenance records indicated all four cylinders were purchased new through a Textron Lycoming vendor. The four cylinders were installed as a set and received no further maintenance 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 remaining cylinders were also oversized, and all of the cylinders were worn beyond the maximum limit. A manufacturer’s representative indicated it was impossible to install .001 inch oversized 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 scrap cylinders and metal contamination throughout the engine. The submitter speculated the installing technician did not check part number applicability or measure the pistons prior to installation. The cylinder assemblies were original equipment manufacturer (OEM) produced and were delivered in May 1992. Is it possible that the cylinder packaging was “mis-marked?” The submitter suggested that anyone who acquired new cylinder assemblies through a vendor or the OEM consider checking part number applicability. This engine was installed in a Piper, Model PA 28-140 aircraft and was in operation 7 years before this occurrence. Part total time-801 hours. September 1999 FAA AC 43-16A 17 Teledyne Continental; Model TSIO-520; Improper Cylinder Installation; ATA 8530 The FAA’s Atlanta Aircraft Certification Office, ACE-117A, submitted the following article for publication. The FAA has recently become aware of field overhaul shops that are knowingly installing the wrong Continental cylinders on some TSIO-520 engines. At issue are overhaulers who are using cylinders equipped with venturi intake valve seats as interchangeable with those that do not contain venturi seats. While this particular issue is not considered a significant safety concern, the FAA is concerned that field overhaulers would take this type of action contrary to the published information provided by the original equipment manufacturer. In addition, the FAA wishes to caution owners, operators, and overhaulers regarding the importance of using appropriate replacement parts and maintenance practices. Installation of unapproved cylinders can lead to the installation of different valve train component parts and could affect such things as oil consumption, compression, engine cooling, and performance. Textron Lycoming; Model TIO-540-J2BD; Oil Bypass Valve Gasket Failure; ATA 7922 This engine was installed in a Piper, Model PA-31-350 aircraft. While complying with Textron Lycoming Service Bulletin (SB) 518C, the submitter stated the gasket did not fit properly. SB 518C contains instructions for inspection of the engine oil system thermostatic bypass valve. When he placed a new gasket (P/N 76510) on the bypass valve, it did not seem to fit properly. When he torqued the bypass valve fasteners, engine oil leaked past the gasket. The submitter believes the gasket is not manufactured correctly. He stated, “If the inside diameter of the gasket was chamfered on both sides, the gasket would fit properly.” In the past, the thermostatic bypass valve was the source of much consternation and was the subject of many articles published in aviation periodicals. However, this is the first reported problem with the gasket. Part total time-0 hours. AIR NOTES SUBSCRIPTION FORM Many of our readers voiced their concern when, due to a budget reduction, it was necessary to stop printing and distributing paper copies free of charge. The Government Printing Office (GPO) agreed to print and distribute the Alerts. However, there will be a 1-year subscription charge for this service. The charge will be $25 per year for domestic mailings and $31.25 per year for foreign mailings. The mailing list for the Alerts is current, and we sent a subscription form to all past recipients. However, if you did not receive a subscription form, we have included one in this publication. IF YOU WANT TO CONTACT US If you want to contact the staff of this publication we welcome your comments, suggestions, and questions. Also, you may use FAA AC 43-16A September 1999 18 any of the following means of communication to submit reports concerning aviation-related occurrences. Editors: Phil Lomax (405) 954-6487 and/or Ed Galasso (405) 954-6471 FAX: (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 problems and apologize in advance for any inconvenience. You can access current and back issues of this publication 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 approximately 5 years of back issues listed. The files are titled using eight characters. The first three characters are ALT. The second three characters indicate the month (Jan, Feb, etc.). The last two characters indicate the year (98, 99, etc.). The more recent files are in Adobe Acrobat (PDF) format and can be viewed and downloaded. To download individual monthly files, point the mouse pointer at the desired file, and click the right mouse button. This will produce a drop-down menu. Select “save target as” from the drop-down menu, and click the left mouse button. Select a location for the downloaded files to reside. You can print the downloaded file(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-Mail address for Phil Lomax (the editor of this publication) will change. We do not know when the new E-Mail address will begin; therefore, we listed the old and the new E-Mail addresses. If the old E-Mail address September 1999 FAA AC 43-16A 19 fails, use the new E-Mail address. If all else fails, you may call Phil Lomax at (405) 954-6487. OLD E-Mail address: <ga-alerts@mmacmail.jccbi.gov> NEW E-Mail address: <9-amc-ga-alerts@mmacmail.jccbi.gov> 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 and PA-46-350P 97-21-01; R1; COR; MT-Propeller Entwicklung; 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-2 Mk. II, and DHC-2 Mk. III 99-15-11; British Aerospace; HP137 Mk1, Jetstream Series 200, Jetstream 3101, and Jetstream 3201 99-15-13; Alexander Schleicher; Sailplane: ASH 26E 99-15-14; Sikorsky; Rotorcraft: CH-54B FAA AC 43-16A September 1999 20 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 be found on the internet at: <http://www.fedworld.gov/pub/faa-asi/faa-asi.htm>. This internet address 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 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 These reports contain raw data that has not been edited. If you require further detail please contact AFS-620 at the address above. FEDERAL AVIATION ADMINISTRATION Service Difficulty Report Data Sorted by Aircraft Make and Model then Engine Make and Model. This Report Derives from Unverified Information Submitted By the Aviation Community without FAA review for Accuracy. ACFT MAKE ENG MAKE COMP MAKE PART NAME PART CONDITION DIFF-DATE T TIME ACFT MODEL ENG MODEL COMP MODEL PART NUMBER PART LOCATION FAA REPORT NO. TSO REMARKS ===================================================================================================================== ALLSN BEARING CORRODED 07/28/1999 250C30P 23053349 230595681 GEARBOX 1999082000448 RECEIVING INSPECTION REVEALED PART NOT PRESERVED AT TIME OF MANUFACTURE AND EXHIBITS RUST. ALLSN WHEEL MISMANUFACTURE 08/13/1999 250C30P 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 926 TFE7313R 30756332 COMPRESSOR 1999082000054 547 ENGINE LOST OIL PRESSURE IN-FLIGHT. DISASSEMBLY FOUND NR 5 CARBON SEAL BROKEN. CONTAMINATED OIL SYSTEM. PART S/N 960811401752. ENG TSN: 7,666.3 HOURS. ENG CSN: 5,701 HOURS. PART CSN: 547. PWA BOLT MISMANUFACTURE 07/28/1999 JT8D15A 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 EXTENSIVE DAMAGE WAS INFLICTED. LABORATORY ANALYSIS HAVE REVEALED THE LACK OF NICKLE HAD CAUSED CADMIUM INBRITTLEMENT. SUBMITTER RECOMMENDED REMOVING AND REPLACING ALL PMA BOLTS P/N 772568QQ FROM BATCH NR’S 30246 AND 30248 FROM SERVICE WITH LESS THAN 300 HOURS/CYCLES AT OPERATOR’S EARLIEST PWA BLOCKER DOOR DETACHED 07/21/1999 14442 PW4168 74M200049 NR 2 ENGINE 1999082000270 (CAN) DURING DAILY INSPECTION, NR 2 ENGINE BLOCKER DOOR WAS FOUND TO BE HANGING DOWN IN THE FAN BYPASS DUCT. INVESTIGATION REVEALED A STRUCTURAL FAILURE OF UNKNOWN ORIGIN. BLOCKER DOOR SENT TO MANUFACTURER FOR ANALYSIS. BEECH CENTERING MISALIGNED 07/26/1999 1900D NLG 1999082000055 IIT WAS DISCOVERED UPON OPS CHECK OF NEWLY INSTALLED NOSE GEAR JUST OUT OF OVERHAUL, THAT THE NOSE WHEEL 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 BY APPROXIMATELY 4 DEGREES DURING MANUFACTURE. BEECH CONT SPRING BROKEN 07/22/1999 1570 58 IO520CB 631521 INTAKE VALVE 1999081400507 NR 4 CYLINDER INTAKE SPRING FOUND BROKEN AT ANNUAL INSPECTION. BEECH PISTON CRACKED 07/22/1999 6243 B200 505212233 052119510 FLAP ACTUATOR 1999081400349 INSPECTION OF FLAP SYSTEM REVEALED DEFECTIVE LEFT OUTBOARD FLAP ACTUATOR DRIVE PISTON. DRIVE PISTON September 1999 FAA AC 43-16A 21 FOUND CRACKED AT FLAP ROD END EXTENDING 1.5 INCHES LONGITUDINALLY, FORWARD WITH RESPECT TO AIRCRAFT INSTALLATION. BELL BLADE CORRODED 08/10/1999 840 206B3 206010200133 TAIL ROTOR 1999082000659 SEVERAL AREAS OF CORROSION ON TRAILING EDGE OF BLADES. BELL FLOAT LEAKING 07/29/1999 206L1 206050248111 MLG 1999082000564 FLOAT BAG LEAKING AT INTERNAL BAFFLE DURING 6 MONTH INSPECTION. BELL CHANNEL MISMANUFACTURE 08/03/1999 206L1 206031314083S FUSELAGE 1999082000578 CHANNEL MISMANUFACTURED. NO EDGE DISTANCE FOR .1562 INCH RIVET AT TOP FORWARD JOGGLED AREA OF BELL LONGERON MISMANUFACTURE 08/03/1999 206L1 206031314037S FUSELAGE 1999082000579 LONGERON MISMANUFACTURED. DEFECTS ON UPPER FLANGE. FLANGE IS WARPED AND HAS GOUGES ON AFT END. THE PART IS BOWED. BELL CHANNEL MISMANUFACTURE 08/03/1999 206L1 209031314125S FUSELAGE 1999082000580 CHANNEL MISMANUFACTURED. NO EDGE DISTANCE ON EXISTING RIVET HOLES - LONGERON TOO SHORT. BELL HOUSING MISMANUFACTURE 08/03/1999 206L1 206040052105 M/R GEARBOX 1999082000583 HOUSING MISMANUFACTURED. SMALL HOLE IN HOUSING. BELL STARTER MISOVERHAULED 08/09/1999 15164 206L1 23081018 STARTER/GEN 1999082000650 STARTER/GENERATOR INSPECTED BY ACCESSORY OVERHAUL SHOP AND FOUND THE WRONG TYPE BRUSHES WERE INSTALLED BY THE VENDOR ATOVERHAUL. THESE HAVE THE HARD INSERTS AND GROOVED THE COMMUTATOR. BELL CASE ASSY CORRODED 08/10/1999 206L1 206040004111 206040530001 M/R GEARBOX 1999082000660 FOUND CORROSION BEHIND INPUT LINER ON MAIN CASE ASSY. (OIL FILTER CORROSION) REPLACED WITH BELL CYLINDER LEAKING 08/10/1999 20449 206L1 206076062003 CYCLIC 1999082000661 BLED ALL AIR FROM SERVO WITH AUXILIARY GROUND HYDRAULIC UNIT AND SHUT OFF HYDRAULIC POWER. FOUND SERVO STATIC LEAKINGWITH NO PRESSURE AT FORWARD PISTON. ALSO FOUND BOOT DETERIORATED. BELL ALLSN FUEL PUMP WORN 08/06/1999 11247 206L1 250C28B 3881005 ENGINE 1999082000597 FUEL PUMP HAD EXCESSIVE STEP WEAR ON SPLINE. BELL ALLSN FUEL PUMP WORN 08/09/1999 16442 206L1 250C28B 3881005 ENGINE 1999082000652 FOUND EXCESSIVE STEP WEAR AND PITTING ON INNER SPLINES AND DRIVE SHAFT ON FUEL PUMP. BELL HUB OVERSERVICED 07/29/1999 4670 206L3 206011100105 MAIN ROTOR 1999082000555 MAIN ROTOR HUB SLINGING GREASE. BELL TRUNNION MISMANUFACTURE 08/02/1999 206L3 206011105001 MAIN ROTOR 1999082000571 BEARING 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 08/06/1999 206L3 206064300005 EXHAUST SYSTEM 1999082000596 CRACK NEXT TO VOID ON AFT LOWER RIGHT SIDE OF EXHAUST ASSEMBLY. BELL SLIDE LEAKING 08/10/1999 206L3 C4264215 M/R CONTROL 1999082000665 LEAKING AFTER BLEEDING AIR FROM SERVO VALVE PRIMARY SPOOL WITH NO PRESSURE. TIME SINCE REPAIR 0:00 BELL FITTING CORRODED 08/03/1999 212 204030403001S FUSELAGE 1999082000577 CORROSION ON BOTTOM SIDE OF FITTING. BELL WEB MISMANUFACTURE 08/03/1999 212 212030121015S FUSELAGE 1999082000582 WEB 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 IN FROM EDGE OF PART. THIS WOULD PUT RIGHT IN LINE WITH THE RIVET ROW FOR THE RT CAP ANGLE. THE WEB ALSO HAS A BOWED AREA ON THE TOP END WHICH PREVENTS THE CAP ANGLE FROM HAVING A FLAT SURFACE TO BELL SUPPORT MISMANUFACTURE 08/11/1999 212 204030959002A FUSELAGE 1999082000705 SUPPORT MISMANUFACTURED. RIGHT AFT VOR ANTENNA MOUNTS RECEIVED WITH PILOT HOLES. SEVERAL OF THESE PILOT HOLES DO NOTHAVE SUFFICIENT EDGE DISTANCE FOR INSTALLATION OF .1250 INCH OR .1562 INCH RIVETS, WHICH ARE REQUIRED FOR INSTALLATION OF THE FITTING. BELL CASE ASSY CORRODED 08/12/1999 212 212040054105 M/R GEARBOX 1999082000731 CASE ASSEMBLY HAD CORROSION AROUND STUD HOLE, LOWER MAST LINER WORN, MOUNTING FACE CORROSION. BELL ACTUATOR FAILED 08/02/1999 214ST 214001970111 MAIN ROTOR 1999082000573 BRAKE WILL NOT RELEASE. SUBMITTER STATED THIS IS A RECURRING PROBLEM WITH THIS UNIT. FAA AC 43-16A September 1999 22 BELL BEARING WORN 08/03/1999 432 214ST 214011801117 214011819101 TAIL ROTOR 1999082000581 BEARING WORN BEYOND LIMITS. SCRAPPED BEARINGS. BELL SOLENOID MALFUNCITONED 08/09/1999 214ST V80500113 VACUUM SYSTEM 1999082000634 SOLENOID VALVE ACTIVATED AND PREMATURELY INFLATED FLOATS. BELL YOKE BENT 08/10/1999 2229 214ST 21401180111 214011802111 TAIL ROTOR 1999082000669 FLAPPING STOP EAR BENT. SCRAPPED YOKE AND REPLACED WITH SERVICEABLE PART. BELL BLADE DEBONDED 8/10/1999 8187 214ST 214015300107 MAIN ROTOR 1999082000670 TOP METAL EROSION SHIELD IS DEBONDING. BELL SHAFT CORRODED 08/10/199 93869 214ST 214040011119 214040404101 T/R GEARBOX 1999082000671 GEARBOX REMOVED DUE TO CORROSION AND WEAR ON SPLINES. FOUND 1 EACH SPLINE BROKEN. REPLACED WITH SERVICEABLE OUTPUT SHAFT. BELL SHAFT FAILED 08/10/1999 1248 214ST 214040011119 214040404101 T/R GEARBOX 1999082000672 FAILURE IN THREAD AREA OF OUTPUT SHAFT. REPLACED WITH SERVICEABLE OUTPUT SHAFT. BELL GEAR SCORED 08/10/1999 214ST 214040011119 214040408101 T/R GEARBOX 1999082000673 BEARING SEAT SCORED. REPLACED WITH SERVICEABLE GEAR ASSY. BELL RETAINER ASSY PITTED 08/10/1999 2498 214ST 214040013109 214040844109 M/R DRIVE 1999082000674 RETAINER ASSY HAD EXCESSIVE PITTING. REPLACED WITH SERVICEABLE PART. BELL CLUTCH SLIPPAGE 08/10/1999 214ST 214060056103 36B510954G2 STARTER/GEN 1999082000676 CLUTCH FAILED SLIPPAGE TORQUE TEST. IT EXCEEDED MAXIMUM LIMITS. REPLACED CLUTCH AND RETURNED STARTER TO SERVICE. BELL CARBON SEAL LEAKING 07/21/1999 407 406340102101 M/R DRIVE 1999073000137 CARBON SEAL LEAKING. BELL PITCH HORN CORRODED 07/23/1999 2496 407 407010103101 MAIN ROTOR 1999073000140 PITCH HORN HAS CORROSION DUE TO NO PREVENTIVE MAINTENANCE. BELL BEARING PEELING 07/23/1999 1255 407 407010107103 MAIN ROTOR 1999073000142 BEARING HAS BLUE EPOXY PEELING. BELL START/GENERA DAMAGED 07/23/1999 407 206062200113 ENGINE 1999073000144 PROTECTIVE SCREEN CAME LOOSE AND SHREDDED THROUGH STARTER/GENERATOR. BELL LINK ASSEMBLY WORN 07/23/1999 1156 407 406010426101 MAIN ROTOR 1999073000150 LINK ASSEMBLY HAS WORN BUSHING. SERIAL NUMBERS REMOVED ARE AFS-1223 AND AFS-1219. REFERENCE: DMR NR 686246. REPLACEMENT PART SERIAL NUMBERS ARE AFS-2131 AND AFS-2134. BELL LEVER WORN 07/23/1999 1156 407 406010425107 MAIN ROTOR 1999073000152 LEVER 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 07/23/1999 407 406040400115 TAIL ROTOR 1999073000155 TAIL ROTOR GEARBOX MAKING METAL. REFERENCE: DMR NR 686197. BELL FRAHM ASSY UNBONDED 07/23/1999 407 407010150103 MAIN ROTOR 1999073000158 RUBBER UNBONDED ON FRAM ASSEMBLY. REFERENCE: DMR NR 686200. BELL DISC PACK CRACKED 07/28/1999 407 407340340101 T/R DRIVE 1999082000509 DISC PACK CRACKED. BELL UNIVERSAL WORN 07/28/1999 407 406310405101 M/R DRIVE 1999082000510 UNIVERSAL HAD WORN BEARINGS. BELL UNIVERSAL WORN 07/28/1999 407 406310405101 M/R DRIVE 1999082000511 UNIVERSAL WORN (UNSTAKED). BELL TRANSMISSION MAKING METAL 07/28/1999 1645 407 407040006107 MAIN ROTOR 1999082000513 TRANSMISSION ASSY MAKING METAL. BELL LINK ASSY WORN 07/28/1999 407 406012129101 PITCH CONTROL 1999082000515 LINK ASSY HAD WORN BEARINGS. BELL PIN WORN 07/28/1999 September 1999 FAA AC 43-16A 23 407 406010429101 MAIN ROTOR 1999082000517 PIN WORN, PLAY IN DRIVE LINK. BELL LINK WORN 07/28/1999 407 406312103101 TAIL ROTOR 1999082000519 LINK HAD WORN BEARINGS. BELL UNIVERSAL WORN 07/28/1999 407 406310405101 M/R DRIVE 1999082000521 UNIVERSAL HAD WORN BEARINGS. BELL HOSE ASSY KINKED 07/28/1999 407 70079H000Y150 HYDRAULIC 1999082000522 HOSE KINKED. BELL LINK ASSY BINDING 07/28/1999 407 406012129101 PITCH CONTROL 1999082000525 LINK ASSY BEARINGS BINDING. BELL FLYWHEEL WORN 07/28/1999 407 407040316101 TAIL ROTOR 1999082000526 SPLINES WORN BEYOND LIMITS ON FLYWHEEL. BELL DISC PACK CRACKED 07/28/1999 407 407340340101 T/R DRIVE 1999082000530 DISC PACK CRACKED AND BROKEN. BELL TRUNNION WORN 07/28/1999 407 206011728001 TAIL ROTOR 1999082000532 WORN TRUNNION GEAR. BELL CYLINDER MALFUNCTIONED 07/28/1999 407 206076047101 ROTOR BRAKE 1999082000533 PRESSURE BINDING ON UP AND DOWN STROKE ON CYLINDER ASSY. BELL SEAL LEAKING 07/28/1999 407 406040453101 T/R GEARBOX 1999082000534 SEAL LEAKING. BELL FRAHM ASSY MAKING METAL 08/02/1999 407 407010150103 MAIN ROTOR 1999082000576 FRAM ASSY MAKING METAL. BELL STARTER MISOVERHAULE 08/10/1999 15177 407 23081018 STARTER/GEN 1999082000679 STARTER/GENERATOR INSPECTED BY ACCESSORY OVERHAUL SHOP AND FOUND THE WRONG TYPE BRUSHES WERE INSTALLED BY THE VENDOR ATOVERHAUL. THESE HAVE THE HARD INSERTS AND GROOVED THE COMMUTATOR. BELL LEVER BROKEN 08/10/1999 407 20898411 3226201 PAX DOOR 1999082000680 LEVER BROKE ON LEFT FORWARD DOOR WHICH PREVENTED THE OUTSIDE DOOR HANDLE FROM OPENING THE DOOR. BELL BOLT WORN 08/10/1999 407 407040006103 NAS6606H23 M/R GEARBOX 1999082000681 BOLT WORN .011 INCH. REPLACED WITH SERVICEABLE BOLT. BELL STACK CRACKED 08/11/1999 407 407063001101 EXHAUST 1999082000703 EXHAUST STACK CRACKED. BELL VALVE FAILED 07/29/1999 412 L88010501 NR 2 ENGINE 1999082000570 NR 2 ENGINE IN ASH LIGHT WILL NOT COME ON AFTER ENGINE IS SHUT POWER. BELL STARTER VIBRATING 08/09/1999 12754 412 23046020 STARTER/GEN 1999082000615 HIGH FREQUENCY VIBRATION FELT IN AIRFRAME WITH GENERATOR TURNED ON. BELL VALVE FAILED 08/09/1999 412 L88010501 FUEL SYSTEM 1999082000629 VALVE WILL NOT CLOSE. BELL BLADE DAMAGED 08/10/1999 3690 412 212010750105 TAIL ROTOR 1999082000688 F.O.D. HOLE IN LEADING EDGE OF BLADE. BELL STARTER MALFUNCTIONED 08/10/1999 16208 412 23046020 STARTER/GEN 1999082000689 STARTER/GENERATOR DRAGGING DURING START. BELL LEVER MISMANUFACTURE 08/10/1999 412 41001687 MAIN ROTOR 1999082000690 FLANGED BUSHING OF LEVER ASSY TOO LARGE FOR YOKE ASSY. TIME SINCE REPAIR 0:00 HOURS. BELL BLADE CRACKED 08/10/1999 13212 412 412015300109 MAIN ROTOR 1999082000691 BLADE HAD SEVERAL PIN HOLES IN THE OUTBOARD LEADING EDGE STRIP. THE INBOARD TRIM TAB WAS CRACKED. BELL BLADE DAMAGED 08/10/1999 10805 412 412015300109 MAIN ROTOR 999082000692 SEVERAL PIN HOLES IN THE OUTBOARD LEADING EDGE STRIP. THE INBOARD TAB AND CENTER TAB HAD SOME BELL BLADE DEBONDED 08/10/1999 5053 412 412015300109 MAIN ROTOR 1999082000693 FAA AC 43-16A September 1999 24 SKIN AT SPLICE JOINT AREA UNBONDED. BELL BLADE CRACKED 08/10/1999 5951 412 412015300109 MAIN ROTOR 1999082000694 IINBOARD ABRASION STRIP CRACKED NEAR THE SPLICE COVER ON THE UPPER SURFACE. FIBERGLASS CRACKED AROUND THE INBOARD AND MID-SPAN TAB. BELL BEARING WORN 08/13/1999 412 21201170100 205012710001 T/R BLADE 1999082000774 TAIL ROTOR BEARINGS WORN, TWO EACH RACES AND BEARINGS BRINELLED. BELL BEARING WORN 08/13/1999 1956 412 412010405107 412010424103 MAIN ROTOR 1999082000775 BEARINGS WORN. BELL PWA FCU MALFUNCTIONED 08/09/1999 412 PT6T3B 324473513 ENGINE 1999082000472 AUTOFUEL CONTROL CAUSING TORQUE SURGES. BOLKMS REGULATOR FAILED 08/09/1999 BK117A4 51530001EI DC SYSTEM 1999082000824 VOLTAGE REGULATOR WOULD NOT SHARE LOAD. BOLKMS BLADE DAMAGED 08/10/1999 3909 BK117A4 10515150 MAIN ROTOR 1999082000843 ROTOR BLADE HAD SEPARATION ON THE INBOARD ABRASION STRIP ON THE OUTER END. THE ABRASION STRIP AT THE TIP HAD EROSION HOLES. BOLKMS BLADE DAMAGED 08/10/1999 3909 BO105CBS 10515150 MAIN ROTOR 1999082000844 IINBOARD ABRASION STRIP HAD SEPARATION ON THE OUTBOARD END OF THE STRIP. BOLKMS HOUSING CRACKED 07/29/1999 1261 BO105S 619003003 4619211901 T/R GEARBOX 1999082000809 HOUSING CRACKED AT MOUNTING EAR. REPLACED WITH SERVICEABLE PART. BOLKMS BLADE DAMAGED 07/29/1999 1163 BO105S 10531980 TAIL ROTOR 1999082000815 RUBBER COATING ON TAIL ROTOR BLADE CHIPPED OFF AT BLADE TIPS. BOLKMS HYD PACK FAILED 08/09/1999 5569 BO105S 10545028 FLIGHT CONTROL 1999082000836 DURING 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 9263 BO105S 10515141 MAIN ROTOR 1999082000841 THE NR 1 INBOARD ABRASION STRIP HAS SEPARATION ON THE OUTBOARD END OF THE STRIP. BOLKMS BLADE DAMAGED 08/10/1999 3256 BO105S 10515141 MAIN ROTOR 1999082000842 EROSION HOLE THROUGH THE OUTBOARD ABRASION STRIP ON MAIN ROTOR BLADE. BOLKMS BEARING DAMAGED 08/10/1999 BO105S 116488P MAIN ROTOR 1999082000845 BEARING UNSTAKED. REPLACED WITH SERVICEABLE PART. CESSNA CONT GEAR SPALLED 07/29/1999 3310 150J O200A 36066 MAGNETO 1999082000288 (CAN) MAGNETO GEARS WHICH ARE SUSPECTED TO BE UNAPPROVED PARTS. ONT. SAIB NR CE-98-21R1 WAS RELEASED TO CORRECTLY IDENTIFY THE GEARS IN THE FIELD. CESSNA FIREWALL CRACKED 07/21/1999 395 172R 05530313 FUSELAGE 1999081400380 DURING 100-HOUR INSPECTION, FOUND FIREWALL CRACKED AT LEFT LOWER COWLING SHOCK MOUNT BRACKET ADJACENT TO BATTERY BOX. CRACKS EXTENDED VERTICALLY FROM BRACKET ATTACH RIVET HOLES AND TOTALLED APPROXIMATELY 2.3750 INCHES IN LENGTH. DOUBLER PATCH WAS INSTALLED ON INSIDE OF FIREWALL. CESSNA CONNECTOR LOOSE 07/21/1999 294 172S S32791 COCKPIT 1999081400378 NEW 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. PRECAUTIONARY LANDING MADE. MAINTENANCE FOUND OIL PRESSURE GAUGE CONNECTOR PLUGGED INTO GAUGE, BUT NOT LOCKED OVER LOCKING TAB. RE-CONNECTED AND OPERATIONAL CHECKED SATISFACTORY. CESSNA SHIELD DAMAGED 07/21/1999 95 172S 051502620 PASSENGER DOOR 1999081400504 THE RIGHT FORWARD CABIN DOOR POST SHIELD WAS FOUND BUCKLED. UPON REMOVAL, FOUND THE FRESH AIR HOSE RUNNING DOWN THE DOOR POST WAS NOT ALLOWING THE SHIELD TO SEAT FULLY IN ITS CORRECT POSITION. THE AIR VENT HOSE WAS FLATENED TO PROVIDE SUFFICIENT CLEARANCE FOR THE SHIELD TO FIT PROPERLY. CESSNA BRACKETT GASKET DETERIORATED 07/23/1999 2741 182H BA8110 ENGINE COWL 1999081400379 REMOVED FILTER ASSY, P/N BA 8110, TO CHECK GASKET, 8 INCHES OF GASKET WAS MISSING. SCREEN MESH COMING LOOSE FROM FILTER FRAME. CESSNA MODINE OIL COOLER LEAKING 07/29/1999 206CESSNA 1E1884 ENGINE OIL 1999081400393 PART BEGAN LEAKING DURING NORMAL SERVICE DUE TO EPOXY REPAIR FAILURE. EPOXY REPAIRS COMMONLY FAIL. SUBMITTER RECOMMENDED ELIMINATING USE OF EPOXY IN OIL COOLERS. September 1999 FAA AC 43-16A 25 CESSNA SEAT BENT 07/23/1999 210B COCKPIT 1999082000063 THIS AIRCRAFT WAS INVOLVED IN AN ACCIDENT WHICH RESULTED IN THE PILOT’S SEAT COMING DISCONNECTED FROM THE SEAT TRACK. THE LEFT SIDE SEAT BRACING WAS BENT. THE PILOT RECEIVED SERIOUS HEAD INJURIES. A SUPPORT BETWEEN THE LEFT AND RIGHT SEAT VERTICAL BRACING MAY HAVE PREVENTED THIS. CESSNA CONT CRANKCASE CRACKED 07/21/1999 899 404CESSNA 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 444 404CESSNA GTSIO520M 635104 ENGINE 1999082000292 (CAN) AN INSPECTION REQUIRED BY CSB99-6 ON GTSIO-520-M ENGINES WAS PERFORMED AND THIS INSPECTION REVEALED A STRESS RISER CONDITION CAUSED BY A DISCREPANCY IN THE COUNTERWEIGHT BUSHING INSTALLATION PROCESS. THE ENGINE WAS REMOVED FOR FURTHER INSPECTION AND REPAIR. REVISION TO AD 99-09-17 WILL BE MADE TO INCORPORATE THE ADDITIONAL MODEL TYPE GTSIO-520-M ENG. CESSNA HOSE SEPARATED 07/24/1999 1055 T210M 528884082A NLG DOOR 1999081400391 HOSE CLOSE TO GEAR DOOR DOUBLE-ACTING HYDRAULIC ACTUATOR SEPARATED AT SOCKET DURING LANDING GEAR LOWERING CYCLE. HOSE WAS FIVE YEARS OLD. EMB BFGOODRICH STATOR FAILED 08/02/1999 365 EMB120 21585 1331096 NR 1 BRAKE 1999082000053 BRAKE ASSY, P/N 2-1585, FAILED PREMATURELY. NR 1 STATOR BROKEN AND STATOR TANGS BINDING IN TORQUE TUBE KEY SLOTS. THIS IS A CONTINUAL DISCREPANCY. BRAKE ASSY SHOULD LAST 2,500 CYCLES. MOONEY TRUSS WORN 07/21/1999 3164 M20J 54001503 NLG 1999081400364 CURING NLG INSPECTION, FOUND STEERING TRUSS BOLT HOLES ELONGATED WHERE OVERCENTER LINK BOLTS ONTO TRUSS; MFG SPECS FOR ALLOWABLE WEAR AT THIS LOCATION IS .375 INCH - .379 INCH. MEASURED WEAR WAS .392 INCH. REPLACED TRUSS WITH SERVICEABLEUNIT. SUSPECT WEAR WAS FROM THE BOLT BEING LOOSE. MOONEY TUBE MISINSTALLED 08/07/1999 397 M20J PITOT SYSTEM 1999081400508 THE PITOT TUBING IN THE CABIN WAS IMPROPERLY ROUTED CAUSING THE TUBING TO BE CRUSHED BETWEEN THE CABIN STEEL FRAME AND THE LEFT SIDE SKIN. THIS CAUSED A RESTRICTION OF PRESSURE TO THE AIRSPEED INDICATOR RESULTING IN INCORRECT INDICATIONS TO THE PILOT. THIS AIRCRAFT WAS INVOLVED IN A LANDING ACCIDENT WHICH DAMAGED THE AIRCRAFT TO A TOTAL LOSS. THE PITOT TUBING CONDITION MAY HAVE HIGHER PIPER ACTUATOR LEAKING 07/22/1999 143 PA32R301T 455987 NLG 1999081400370 MALFUNCTION OCCURRED IN-FLIGHT. PILOT REPORTED HYDRAULIC PUMP IN-FLIGHT. TROUBLESHOT PROBLEM IN SHOP. DETERMINED NOSE GEAR ACTUATOR WAS LEAKING INTERNALLY AND SUCKING IN AIR, AND LT MAIN GEAR ACTUATOR WAS LEAKING WHICH CAUSED PUMP TO CONTINUALLY CYCLE AND FAIL CAUSING GEAR TO FREE FALL PIPER ROD END FAILED 07/23/1999 PA34200 452606 THROTLE 1999081400392 PILOT REPORTED LEFT ENGINE NOT RESPONDING WITH THROTTLE LEVER. FOUND BROKEN THROTTLE CONTROL ROD END. REMOVED AND REPLACED WITH NEW STYLE ROD END. OLD STYLE ROD END PART NUMBER NOT AVAILABLE. KEPT OLD PARTS, CHANGED ALL PARTS ON BOTH ENGINES INCLUDING MIXTURE, PROPELLER, AND SKRSKY CALIPER LEAKING 07/29/1999 S76A 400047610R ROTOR BRAKE 1999082000449 ROTOR BRAKE CALIPER BEGAN LEAKING AROUND AFT PISTON SEAL. REPLACED WITH SERVICEABLE PART. SKRSKY OIL COOLER LEAKING 07/29/1999 S76A 7636209203102 ENGINE OIL 1999082000451 OIL COOLER LEAKING. SKRSKY PUMP LEAKING 07/29/1999 S76A 7665009808101 HYDRAULIC 1999082000452 HYDRAULIC PUMP LEAKING EXTERNALLY. TIME SINCE REPAIR 0:00 HOURS. SKRSKY BLADE DAMAGED 08/10/1999 7806 S76A 7610105101041 TAIL ROTOR 1999082000474 TAIL ROTOR PADDLE HAS A HOLE AT THE TIP END. SKRSKY TIP CAP SPLIT 08/10/1999 S76A 7615009043054 MAIN ROTOR 1999082000475 TRAILING EDGE SPLIT OPEN NEAR THE TIP LEADING EDGE. ABRASION STRIP CRACKED TOP AND BOTTOM. SKRSKY ALLSN DIFFUSER LEAKING 07/23/1999 S76A 250C30P 23051643 23064593 NR 2 BEARING 1999073000134 ENGINE REMOVED DUE TO METAL IN OIL. FOUND REAR SUPPORT MAJOR SEAL LIFTING AND CHROME FITTING FLAKING IN NR 2 BEARING BORE. REPLACED WITH SERVICEABLE REAR DIFFUSER. SKRSKY ALLSN PINION GEAR WORN 07/23/1999 S76A 250C30S 23035179 6893672 GEARBOX 1999073000135 ENGINE REMOVED DUE TO METAL IN OIL. FOUND CAUSE: PICKOUT IN GEAR TEETH. REPLACED WITH SERVICEABLE GEAR. SCRAPPED GEAR. SKRSKY ALLSN FUEL PUMP WORN 08/10/1999 685 S76A 250C30S 3944001 ENGINE 1999082000473 FUEL PUMP HAD WORN AND PITTED SPLINES. SKRSKY ALLSN NOZZLE CRACKED 08/13/1999 685 S76A 250C30S 23035128 23008064 1ST STAGE 1999082000483 FAA AC 43-16A September 1999 26 ENGINE REMOVED DUE TO CYCLED TURBINE WHEELS. UPON INSPECTION OF TURBINE PARTS NOTED CRACKS BEYOND SERVICEABLE LIMITS ON 1ST STAGE NOZZLE LEADING AND TRAILING EDGE VANES. SKRSKY ALLSN NOZZLE CRACKED 08/13/1999 637 S76A 250C30S 23035128 23008064 1ST STAGE 1999082000486 ENGINE REMOVED DUE TO TURBINE OVERHAUL. UPON INSPECTION OF TURBINE PARTS NOTED VANE CRACKS BEYOND SERVICEABLE LIMITS ON 1ST STAGE NOZZLE. SNIAS SPHERICAL SEPARATED 07/22/1999 AS350B2 704A33633208 MAIN ROTOR HEA 1999073000166 SPHERIAL STOP SEPARATED. SERIAL NUMBERS REMOVED ARE LK2082, LK2147, AND LK2192. SNIAS SCREW CORRODED 07/29/1999 AS350B2 350A31187320 M/R HEAD 1999082000792 CORROSION ON RED BLADE UPPER PC LINK ATTACH BOLT. REPLACED WITH SERVICEABLE PART. SNIAS BEARING WORN 07/29/1999 AS350B2 704A33633151 MAIN ROTOR 199082000800 MAIN ROTOR BEARING WORN BEYOND LIMITS. REPLACED WITH SERVICEABLE PARTS. SNIAS MEMBER WORN 07/29/1999 AS350B2 704A33633153 MAIN ROTOR 1999082000801 STOP LAMINATES WORN BEYOND LIMITS. SNIAS FASTENER BROKEN 07/29/1999 AS350B2 TL100AXE10LL5 ENGINE MOUNT 1999082000806 RIGHT FORWARD LATCH BROKEN. REPLACED WITH SERVICEABLE PART. SNIAS TMECA IGNITER WORN 07/29/1999 AS350B2 ARRIEL1D 9550168770 ENGINE 1999082000803 TIP OF IGNITER WORN. REPLACED WITH SERVICEABLE PART. Use this space for continuation of Block 8 (if required). Federal Aviation Administration AFS-640 (Alerts) P.O. Box 25082 Oklahoma City, OK 73125-5029 U . S . D e p a rt m e nt o f Tr an s p o r ta t io n F e d e r a l A v i a t i o n A d m i n i s t r a t i o n Fli gh t Sta nda rd s Se rvice D esi gn ee Stan da rd izati on Br an ch P.O . 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