20070306002829I

(-23) On March 6, 2007, during a flight originating from burke lakefront airport (kbkl), cleveland, Ohio, to camarillo, California (kcma) the subject aircraft experienced an apparent in-flight structural failure of the right wing-to-fuselage forward fairing. The incident occurred at flight level 400 at 90 DME on the lincoln (lnk) VOR 220 radial at .85 mach. After one hour and 45 minutes into the flight (approx 2115Z), the crew noted an audible "thump" followed by a "change in wind noise." As the aircraft is equipped with proximity cameras, the flight crew was able to see a "hole of significant size" in the area of the single refueling access door using the lower aft-facing fuselage camera. The flight crew notified minneapolis ARTCC and requested emergency landing into Wichita mid-continent (kict) where the aircraft landed without further incident. The Wichita FSDO (ACE-FSDO-07) was notified at approximately 2200Z and responded to the aircraft by 2220Z. Upon arrival at the aircraft (parked on the yingling aviation ramp), a large hole was noted in the right wing-to-fuselage forward fairing just forward and inboard of the single-point refueling access door. The hole was located approximate to fs 391.00 - fs 417.00. Upon external examination a ragged-edged, tear-drop shaped hole approximately 1.5 feet across and 2.5 to three feet long was noted in the fairing. A flap of composite material was found inside the hole, the aft end still attached to the fairing. A ragged tear was noted longitudinally along the approximate center of this flap. As this hole was in a dirct line with the right nose gear wheel, the tire was closely examined for deep cuts and/or missing material. No defects were noted on the tire or wheel. Internal examination of the fairing revealed two part number stamps and a handwritten part identification. The apparent top level assembly part number is Gulfstream part number 1159B54101-4. The "flap" was positioned back into place which indicated no missing inner material or punctures. The fairing is constructed with a paper honeycomb core between what appears to be a single layer of woven material on each side of the honeycomb. Upon close examination of the inner surface of the fairing, the woven material appears to have failed along both the warp and fill of the inner surface fabric. Further, an apparent lack of bonding between the honeycomb and woven material was evident, with little or no pattern of honeycomb in the adhesive in/on the inner surface material(s). No evidence of post production repairs was apparent. During the course of this investigation, the burke lakefront airport tower was contacted relative the possibility of foreign objects (FOD) on the runways or taxiways. They advised that a runway inspection had been completed (providing the exact times) every 60 to 90 minutes throughout the day of departure. The aircraft was serviced at million-air bkl during a quick turn. The fuel truck was parked ten feet in front of the aircraft and fueled via the single-point pressure point in the right wing root area. Two line service personnel were interviewed and stated they had seen a "two by four inch" ice formation just aft of the forward galley drain. No person at million air could confirm or deny seeing the flight crew doing a pre-flight inspection of the aircraft. When questioned about the possibility of ice from the forward galley drain, the director of maintenance stated that the forward galley drain was closed during flight and should not have any drainage from that port; any drainage would be from the aft galley drain, which opened upon "weight-off-wheels." On March 13, 2007, privacy data omitted director of maintenance of central management services (owner/operator of the subject aircraft) advised this office of the following: the aircraft departed Wichita (kict) following replacement of the damaged fairing. 45 minutes later, while in level cruise at FL400, he heard a loud "thump" and went forward to ask the flight crew if they heard the noise. The flight crew had heard the noise and checked all systems and cameras. No anomalies were discovered and the flight continued without further occurrence. Upon normal landing the lower fuselage was noted to be very "wet" and a small series of "scuffs" found to be "within six inches of the original damage area." It was later determined that the forward galley motorized drain valve leaked at the rate of approximately one gallon-per-hour. privacy data omitted (ASI) of the atlanta mido was notified and copies of the photographs were sent to him as well. Atl mido will process for possible non-conformance.