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.