august 1998 alerts - federal aviation administration · august 1998 improve reliability- ... (sup)...

AviationMaintenanceAlerts

AC No. 43-16A

ALERT NO. 241AUGUST 1998

Improve Reliability-Interchange ServiceExperience

A LER TS

Contents of this publication are informational only. Due to the need for extensive distribution of this publication,only one copy is provided to an addressee; however, this publication may be duplicated.

CONTENTS

AIRPLANES

AERONCA ............................................................................................................................. 1BEECH................................................................................................................................... 2CESSNA ................................................................................................................................. 4PIPER .................................................................................................................................... 7

HELICOPTERS

BELL ...................................................................................................................................... 9EUROCOPTER.................................................................................................................... 10ROBINSON .......................................................................................................................... 10SIKORSKY ........................................................................................................................... 10

AMATEUR, EXPERIMENTAL, AND SPORT AIRCRAFT

BOMBARDIER .................................................................................................................... 11ROTAX ................................................................................................................................. 11STODDARD-HAMILTON ................................................................................................... 11VANS .................................................................................................................................... 12

POWERPLANTS AND PROPELLERS

ALLISON ............................................................................................................................. 12ROTAX ................................................................................................................................. 12

AIR NOTES

AIRWORTHINESS DIRECTIVES (AD’S) ISSUED IN JUNE 1998 ................................ 12SUSPECTED UNAPPROVED PART (SUP) SEMINAR................................................... 13CHANGES TO THIS PUBLICATION ............................................................................... 14IF YOU WANT TO CONTACT US ..................................................................................... 15CHANGE OF ADDRESS ..................................................................................................... 15FAA FORM 8010-4, MALFUNCTION OR DEFECT REPORT ........................................ 15SUBSCRIPTION REQUEST FORM .................................................................................. 15

August 1998 FAA AC 43-16A

1

U.S. DEPARTMENT OF TRANSPORTATION

FEDERAL AVIATION ADMINISTRATION

WASHINGTON, DC 20590

AVIATION MAINTENANCE ALERTS

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

AIRPLANES

AERONCA

Aeronca; Model 8BCM (Converted 7AC);Champ; Cracked Control Stick Socket;ATA 2701

During the annual inspection, the techniciandiscovered a visible horizontal crack on theleft side of the aft control stick socketassembly (P/N 2-207). This area was givenextra attention because the pilot reportedexcessive play in the aileron control.

The crack went through the casting in thebearing boss area. Also, there was a hairlinecrack on the right side of the aft control sticksocket assembly and on the forward sticksocket assembly. The submitter stated themetal casting was thinner in the bearing bossarea. (Refer to the following illustration.)

The submitter suggested that themanufacturer make the metal casting thickerin the bearing boss area. This area deservesyour attention during inspections.

Part total time-3,900 hours.

FAA AC 43-16A August 1998

2

BEECH

Beech; Model 23; Musketeer; Cracks inStabilator Main Spar; ATA 5511

This aircraft is used for flight training. Duringan inspection, maintenance personnel foundcracks in the stabilator main spar adjacent tothe fuselage hinge attach point. (See thefollowing illustration.)

This area deserves your attention duringinspections.


Beech; Model 35K; Bonanza 35; NosewheelBrace Assembly Corrosion; ATA 3220

Maintenance personnel found corrosion in thecasting above the lower bearing in thenosewheel brace assembly (P/N 35-825110-4).The corrosion was extensive and penetratedcompletely through the brace assembly. Theaffected area was on the inside of theassembly.

Since a landing accident may occur due tometal failure, owners/operators (with likemodels) should inspect this area carefully.


Beech; Model 58; Baron; Ball Bearing Defect;ATA 8300

While performing a random check for aircraftcondition, maintenance personnel discoveredthe air-conditioner “tensioning” pulley bearing(P/N 2031 ZZ) had disintegrated. Only the beltheld the pulley assembly (P/N 58-555013-7) inplace. All of the ball bearings were missing,and only the inner and outer race remained.

Part total time-307.8 hours.

Beech; Model 60; Duke; Fuselage StructureCrack; ATA 5330

While installing avionics equipment, a crackwas discovered on the upper fuselage skin.

The Long Range Navigation (LORAN) receiverwas being removed and replaced with a GlobalPositioning System (GPS). When the LORANantenna was removed from the top of thefuselage at fuselage station (FS) 200, a crack,approximately 4.25 inches long runningparallel to the fuselage, was discovered. (Referto the following illustration.) It appeared thatthe crack originated under the antenna baseand migrated in both a forward and aftdirection. Improper installation of the LORANantenna was thought to have caused thisdefect. The antenna was installed using onlya backing plate approximately the same size asthe antenna base, with no doubler inside.

The aircraft manufacturer conducted complex,time consuming, and costly repair procedureson this area. This is a pressurized aircraft, anddefects in the pressure vessel will endangerthe occupants and the aircraft. Any equipment,especially antennas attached to the fuselage,should be inspected for proper installation andcondition during scheduled inspections.

Part total time not reported.


3

Beech; Model 65-B80; Queen Air; Cracked AirPump Adapter; ATA 8300

Maintenance personnel performed adye-penetrant inspection on the air pumpadapter (P/N LW12540). From experience, thetechnician knew that cracks can develop inthe area of the flange attach point holes. Asthe technician suspected, the inspectionrevealed a crack in the area of the flangewhich attaches the part to the engineaccessory case. (Refer to the followingillustration.)

The submitter has a fleet of seventeen similarmodel aircraft. This defect is common in afleet of this size, with at least eightoccurrences a year.

Part total time-763 hours.

Beech; Model E90; King Air; Unbalanced MainWheel; ATA 3244

The main gear tires (Goodyear) on three fleetKing Airs suddenly became unbalancedcausing vibrations during ground operations.Closer investigation revealed that the rubberbalance patches on all three aircraft haddelaminated and fallen off.

These aircraft were operated within normallimits. Their total landings ranged from92 to 331, and their time in service rangedfrom approximately 2 to 4 months.

Beech; Model 95-C55; Baron; Broken BraceAssembly; ATA 3200

Maintenance discovered a broken fork(fitting) which attaches the retraction rod tothe drag brace (P/N 002-820016-31). Closerinspection revealed that a previous repairwas made to the area. An older-style fittinghad been welded to the brace assembly.



4

Beech; Model 99; Airliner; UnbalancedNosewheel; ATA 3244

This problem has occurred at least five timesto different aircraft in the fleet, alwaysinvolving Goodyear Flight Custom II 6:50-106PR tubeless tire.

After reports of nosewheel shimmy, aninspection revealed a number of loose ormissing balance patches caused by adhesivefailure. All of the tires still had “good treadlife.”

Part total time-varied.

Beech; Model 200; King Air; Cracked Fairing;ATA 5350

An inspection revealed a .75 inch crack near arivet which attaches the engine nacelletrailing edge fairing to the inboard flap.

The submitter states that the crack would nothave resulted in any more damage, but since itis part of a control surface, it was treated as amajor repair.


Beech; Model 200; Super King Air; FlapBracket Cracked; ATA 5753

During a routine inspection, a .5 inch crackwas discovered where the bracket for the flapinterconnect attaches on the right outboardflap.

It appeared that the rod-end for theinterconnect was loose where it attached tothe bracket. This allowed enough play for therod-end to strike the base of the bracket,causing it to crack.


Beech/Raytheon; Model 1000; Hawker Jet; WireBundle Chafing; ATA 3340

After a report of an inoperative right landinglight, an inspection revealed that the light’swire bundle had chafed against the forward

ventral tank transfer valve assembly. The wirebundle also showed signs of burnt insulation.

The specific location of the damage wasbetween the wire bung “DF” and the connector“JA-D9.” Also, the technician removed theforward ventral tank and discovered a chafedfuel quantity wire.


CESSNA

Cessna; Model 152; Aerobat; In-Flight Fire;ATA 2810

During flight, a fire began at the left wing fuelvent overboard drain. After a short time, thefire extinguished itself, and the pilot madea safe landing.

Maintenance personnel determined the firewas caused by a short circuit in the fuelquantity sending unit (P/N C668002-0301)power wire (number EB-5). The power wirewas shorted to ground at the wing root rib. Nocause for the short circuit was given.


Cessna; Model 170B; Abnormal BrakingAction; ATA 3242

During a landing approach, full-rudderdeflection was used in both directions to avoida spin. When the main landing gear contactedthe landing surface (short-field landing), theaircraft nosed over.

It was determined that both main gear brakeswere locked. Two marks were found on thefirewall insulation which matched the positionof the brake master cylinder parking brakelevers. (The parking brake levers are normallyinstalled facing across the airframe.) Whenfull-rudder deflection was applied, the leversrotated forward, the lock plate contacted thefirewall, and the brakes locked. Most of theoriginally installed brake systems (Scott,Goodyear, and Gerdes) are subject to thisproblem.


5

It was suggested that later model mastercylinders, which have the parking brake barextending outside of the outer diameter of thecylinder, be installed. Also, the brake systemmay be modified in accordance with CessnaService Letter (SL) 172-170-18, datedOctober 30, 1959.


Cessna; Model 172P; Skyhawk; DefectiveVacuum Hoses; ATA 3710

While troubleshooting the cause of a vacuumsystem leak, several hoses were founddefective.

The vacuum hoses appeared to be in goodcondition until they were moved. There werecracks in the outer hose coating, and theinterior hose lining was badly deteriorated.Even though a hose installation appearsserviceable during an inspection, moving orchanging the routing of a hose may cause theinterior hose lining to break, and debris fromthe hose may enter the vacuum pump. In thiscase, it was believed these hoses wereinstalled as original equipment. It seemsobvious that these hoses exceeded their lifeexpectancy.


Cessna; Model 182F; Skylane; Control YokeFailure; ATA 2701

During landing, the control yoke broke. A safelanding was made using the remainder of theyoke.

The control yoke failed at the upper leftcorner. (Refer to the following illustration.)The control yoke was installed as originalequipment in 1963. Over the years, the effectsof sunlight and temperature caused the plasticmaterial to deteriorate. The first signs ofdeterioration may be a dull appearance, small

spider web surface cracks (crazing), and/orchips, dents, nicks, or surface exfoliation.

The control yoke(s) should be inspected forthese conditions at every opportunity.


Cessna; Model 182P; Skylane; PropellerSpinner Bulkhead Cracks; ATA 6113

During an annual inspection, the propellerspinner bulkhead was found cracked.

Five of the six spinner attachment points werecracked around the fastener holes. Two of theattachment points were completely brokenand were no longer supporting the spinner.Several of the six fastener holes wereelongated.

The aircraft maintenance records revealedthis part failed twice before this incident. Itwas speculated that the attachment fastenerswere overtorqued. Also, engine and propellervibration may have contributed to this failure.



6

Cessna; Model 182RG; Skylane; RudderControl Failure; ATA 2720

The rudder bar nosewheel steering bracketwas found broken during a scheduledinspection.

The fitting that is welded to the right rudderbar (P/N 2260114-2), which controls nosewheelsteering and rudder trim, had broken at theweld attachment. It appeared that the welddid not have adequate penetration of the basemetal when it was assembled. The fitting waslocated behind the center console and wasdifficult to inspect.


Cessna; Model 208B; Caravan; EngineOverspeed Governor Failure; ATA 6122

After removing the engine (Pratt & Whitney,Model PT6-114) for overhaul, the overspeedgovernor was removed and installed on a“loaner” engine.

It was found that the propeller shaft on the“loaner” engine would not rotate. Theoverspeed governor (Woodward P/N D210507)was removed, and a small ball bearing cameout of the oil port. When the system wasflushed, five additional ball bearings werefound in the oil system, and two ball bearingsremained inside the governor. The governorwas disassembled, and the bearing cage andouter race were found severely damaged.


Cessna; Model 414; Chancellor; HorizontalStabilizer Attachment; ATA 5510

During an annual inspection, an excessiveamount of movement was noted when the righthorizontal stabilizer was moved up and down.

An investigation revealed that a bolt(P/N NAS1306-4) was missing from the rightforward horizontal stabilizer attachmentpoint. The bolt was found undamaged inside

the stabilizer aft of the front spar. The nut(P/N MS21044N6) was also found in the samearea and was in two pieces.

It was speculated that the nut wasovertorqued and vibrated out of theattachment hole. The available evidenceindicated the bolt had been missing for sometime.


Cessna; Model 550; Citation; Hydraulic SystemFailure; ATA 2910

The hydraulic system low-level lightilluminated during flight. A safe landing wasmade, and all the necessary systemsfunctioned properly.

When the left engine cowling was removed,the hydraulic pump pressure hose(P/N CM 35740460B000S) was found leaking.The date stamp on this hose indicated it wasmanufactured in August 1991.

All operators should adhere to the aircraft andhose manufacturer’s recommendations forhose replacement.


Cessna; Model 560; Citation; Cabin Entry DoorFailure; ATA 5210

After a flight, the cabin entry door(P/N 5511230-63) would not open, and the pilothad to use the emergency-exit window to exitthe aircraft.

The cabin entry door could not be opened fromoutside the aircraft. The door wasdisassembled, and the aft latch pin bellcrankbracket (P/N 5511031-120) was found broken.This caused the aft door latch pins to remainextended and prevented the door from beingopened.



7

PIPER

Piper; Model PA-23-160; Apache; EngineStarter Failure; ATA 2435

This aircraft had been modified by theinstallation of two 180 horsepower engines.During a multiengine check ride, the leftengine was shut down in flight and could notbe restarted. The landing gear was manuallyextended. During the short final approach, theexaminer pilot could not see the green lightsindicating the gear was down, and asingle-engine go-around was elected. Theaircraft crashed approximately 1.5 miles fromthe runway.

During the accident investigation, it was foundthat the left engine starter electrical cable(P/N 14226-15) was clamped to an enginemount. This caused the starter electrical cableinsulation to wear until the cable waspenetrated. The engine starter was stillfunctional; however, electrical power wasterminated.

Maintenance records show that inOctober 1996, a new starter was installed; inMay 1997, the starter drive was replaced; andin March, April, and May 1998, the left enginewas hard to start.


Piper; Model PA-24; Comanche; ATA 7810

Just after takeoff, smoke filled the cockpit,and a safe emergency landing was made. Afterthe landing touchdown and engine powerreduction, the smoke cleared from the cockpit.

When the engine cowling was removed, it wasdiscovered that the exhaust stack(P/N 21092-08) was disconnected from themuffler. The exhaust stack was broken aft ofthe number 3 riser adjacent to the carburetorheat shroud weld attachment. Since themuffler and exhaust stack assembly were notsupported, the submitter speculated this mayhave caused the defect.

During annual inspections, the entire engineexhaust should receive a comprehensiveinspection


Piper; Model PA-28-140; Cherokee; DefectiveSeat Tracks; ATA 5347

During an annual inspection, maintenancepersonnel discovered the seat rails(P/N 62557-04) were severely corroded.

The seat rails metal exhibited signs ofexfoliation and delamination, and corrosiondissolved some of the rivets used to attach theseat rails to the structure. This area issusceptible to spills such as coffee, soft drinks,and other materials which may accelerate thecorrosion process.

It was speculated that the metal alloys usedfor the seat rails may not have been correct. Itis recommended that the seat rails be givenspecial attention during scheduledinspections.


Piper; Model PA-28-140; Cherokee; Wing SparDamage; ATA 5711

During an annual inspection, maintenancepersonnel found a crack in the wing sparassembly.

The location of the crack was approximately6 inches outboard of the wing attachment tothe fuselage. The crack was about 3 incheslong and was on the rear foot of the “I-beam”spar assembly (P/N 65601-10).

Evidence indicated corrosion caused the crackand produced exfoliation of the metal. Thisarea deserves ones full attention duringscheduled inspections.



8

Piper; Model PA-28-R200; Arrow; BrokenLanding Gear Pivot; ATA 3213

While lubricating the main landing gear, thetechnician discovered a broken swivel shaft onthe left main gear.

The forward swivel shaft was broken at a90-degree angle where it entered the oleostrut housing (P/N 67035). (Refer to thefollowing illustration.)

The cause of this defect was believed to behard landings and/or a concentration of stressat the junction of the swivel shaft and the struthousing. Failure to find this problem couldhave resulted in a landing accident.


Piper; Model PA-28RT-201T; Turbo Arrow;Defective Nose Landing Gear Part; ATA 3230

After the nose landing gear downlock springfailed, a new part was drawn from stock andinstalled.

Following the installation of the new spring,an operational test of the landing gear systemwas conducted. The new downlock spring

(P/N 67189-00) broke during the first gearcycle.

This report did not describe the nature of thisfailure, nor the age and origin of the newspring.


Piper; Model PA-31-310C; Navajo; HydraulicPump Failure; ATA 2913

It was reported that the landing gearretracted very slowly after takeoff.

During an initial investigation, the rightengine hydraulic pump was found inoperative.When the pump was removed, a broken drivegear was discovered. The drive gear key-wayand a section of the gear were found in theoutlet section of the hydraulic pump head.There was no evidence of pump seizure, andthe cause of this defect was not determined.


Piper; Model PA-31-350; Chieftain; LandingGear Retraction Failure; ATA 3230

When the landing gear handle was selected tothe “up” position after takeoff, the left maingear did not retract. The landing gear wasextended, and a safe landing was made.

An inspection disclosed a broken left maingear lock rod attachment fork (P/N 41789-00).The rod attachment fork broke atapproximately the midpoint of the shank.(Refer to the following illustration.)

This defect was also found on one other likeaircraft from this fleet. Maintenance personnelshould inspect the rod attachment fork forgeneral condition and for a bent or brokenshank at every opportunity. A 1,000-hourinspection interval was suggested.



9

Piper; Model PA-46-310P; Malibu; CrackedEngine Mount; ATA 7120

During an annual inspection, it was discoveredthat an engine mount was cracked.

The engine mount (P/N 84010-02) crack waslocated at the nose landing gear actuatorattachment point.

It was speculated that the nose gear designrequires the actuator to be positioned in amanner which imposes stress on the enginemount. It would be wise to check this area atevery opportunity.


Piper; Model PA-46-350P; Malibu; Fuel Leak;ATA 2822

The owner noticed a fuel stain on the lowerskin of the aircraft and asked maintenancepersonnel to investigate the cause.

The engine-driven fuel pump (P/N RG908024A)seal was extruded from between the pump

mating flanges. This was the only leak source.A previous maintenance record entryindicated that the screws holding the pumpflanges together had been torqued inaccordance with Textron Lycoming ServiceBulletin (SB) 529. All of the screws were safetywired; however, they were only “finger tight.”Apparently, the screws were loose whichcaused the seal to migrate.


Piper; Model PA-46-350P; Malibu; WingStructure Crack; ATA 5730

During an annual inspection, maintenancepersonnel found a crack in the lower skin ofthe left wing.

The crack was approximately .75 inch long,and it appeared to originate at the frontcorner of the left main landing gear door.Maintenance personnel had installed areinforcement patch in accordance with aPiper Service Bulletin. The crack was locatedapproximately .125 inch aft of the patch andran parallel to the wing spar reinforcement.

This area should be closely checked duringinspections and maintenance.


HELICOPTERS

BELL

Bell; Model 47G-5; Defective Tail Rotor;ATA 6410

After new tail rotor blades were installed, thepilot reported a severe vibration during flight,and he made a safe landing. (This helicopter isused for agricultural-application work.)

An inspection of the tail rotor blade assembly(P/N HAC-47-3) disclosed that one blade wasswollen at the outboard end of the erosion


10

guard. Approximately 75 percent of the bladewas delaminated. Evidently, this blade wasimproperly manufactured.

The submitter did not offer any other cause forthis defect.

Part total time-1 hour.

Bell; Model 407 Series; Information Update;ATA 5551

In the July 1998 issue of this publication anarticle described a problem of in-flightseparation of the horizontal stabilizer slats.

After the article was published, BellHelicopter Textron issued Information Letter(IL) 407-98-16, to all owners and operatorsof 407-series helicopters.

“During visual preflight checks, each ownerand operator should pay particular attentionto the horizontal stabilizer slat for crackedbrackets or loose slats. One should placecontinued emphasis on the importance of theinspections prescribed in the flight andmaintenance manuals for the horizontalstabilizer and slat assemblies. Any crackedbrackets should be reported to BellHelicopter, Product Support Engineering,telephone 1-800-243-6407, direct(514) 971-6407, and FAX (514) 433-0272.”

EUROCOPTER

Eurocopter; Model 341G; Gazelle;Transmission Fitting Crack; ATA 6310

After medium frequency vibration wasreported, the technician conducted anoperational test and discovered a crack in themain rotor transmission fitting.

The transmission input pinion flange’s flexiblecoupling (P/N 341A35-C140-01) was cracked atthe aft shim laminate. The flexible coupling is

secured to the flange with three couplingattachment bolts (P/N 341A35-0148-21), andthe bolts are saftied with cotter pins. Due toimproper torquing, two of the bolts were looseand rotated freely.

The flexible coupling face is not easily seenduring daily inspections; therefore, extraeffort is necessary for a proper inspection.


ROBINSON

Robinson; Model R-22; Mariner; Correction ofPrevious Information; No ATA

An article was printed in the June 1998edition of this publication dealing with themanufacturer’s 10-year inspection/limitedoverhaul requirement. The followinginformation corrects the last paragraph of thatarticle.

The airframe inspection required byparagraph 2.640 of the manufacturer’sinspection program is required by Title 14 ofthe Code of Federal Regulations (14 CFR)part 91, section 91.409. However, themanufacturer’s requirement to overhaulcomponents at 10 years or 2,000 hours time inservice is not a Federal AviationAdministration (FAA) requirement.Components found during inspection which donot meet the applicable standards forairworthiness require overhaul, repair, orreplacement.

We regret any inconvenience this error mayhave caused.

SIKORSKY

Sikorsky; Model S-76C; Spirit; InstrumentIndication Anomaly; ATA 7700

During flight, the number 1 “engine out”warning light and tone came on momentarily.


11

At the same time, the master caution lightilluminated momentarily.

The flightcrew selected “recall” from theengine integrated instrument display system(IIDS) and found that the generator fail lightcaused the master caution indication. Thegenerator interlock relay is designed to dropthe generator off line whenever there is anengine failure.

The helicopter manufacturer informed thisoperator that other companies usingIIDS-equipped helicopters have experiencedthis same anomaly. In all instances, the systemcleared itself after a few seconds.


AMATEUR,EXPERIMENTAL, AND

SPORT AIRCRAFT

BOMBARDIER

Bombardier; Model CL-601; Fuel Leak;ATA 2820

After returning from a flight, the pilot noticeda strong odor of fuel.

An investigation revealed that a flexible fuelline (P/N AE7010000H1700) was ruptured. Thefuel line ran from the left pylon to the leftmain landing gear wheel well. This caused fuelto vent overboard. The fuel collected in thetailcone area and created a very hazardouscondition.

It is suggested that all flexible plumbing bechecked frequently for condition andserviceability.


ROTAX

Rotax; Model 582; Engine Failure; ATA 8520

This engine was installed in an amateur-builtaircraft after being in storage for 4 years, andthe engine had been removed from the packingcrate for 2 of the 4 years. After 2 hours of theinitial flight, the engine seized, and the pilotmade a safe emergency landing.

An inspection disclosed signs of corrosion onthe gear box output shaft. The techniciandisassembled the engine and discovered therear cylinder piston connecting rod wasdetached from the crankshaft journal.Apparently, loss of lubrication caused thedetachment. The connecting rod bearing wasdisintegrated, the rod was discolored fromexcessive heat, and the piston was seized inthe cylinder.

The submitter stated that some aircraft kitsuppliers do not have an establishedprocedure for servicing engines that have beenstored for a long time. It was suggested thatengine manufacturers supply a recommendedstorage procedure for each engine, and thataircraft kit manufacturers adhere to therecommended storage procedure.

Before buying an aircraft kit which includesthe engine, it would be prudent to inquireabout the age, length of storage, andpreservation procedures for the engine.

Engine total time-2 hours.

STODDARD-HAMILTON

Stoddard-Hamilton; Model RG-I; Engine PowerLoss; ATA 7320

During flight, the engine began to lose powerand stopped. An off-airport landing was madewithout injury or damage.

An investigation disclosed the engine fuelservo screen was blocked. The blockage wascaused by very fine fiberglass particles. Thesubmitter recommended removing the fuelservo screen after each 25 hours of operation


12

for inspection and cleaning. After thisprocedure, an operational test should beconducted to confirm full fuel flow to theengine.


VANS

Vans; Model RV-6; Loss of Rudder Control;ATA 2720

An aircraft accident occurred when the leftrudder pedal broke and caused the loss ofrudder control.

The rudder pedal (P/N WD 607) broke at thepoint where it was welded to the cross pieceattachment. The rudder pedal and cross piecewere factory assembled. The NationalTransportation Safety Board (NTSB) analyzedthe broken parts and determined the failurewas caused by a fatigue crack which originatedon the rear outside portion of the torque tube.


POWERPLANTS ANDPROPELLERS

ALLISON

Allison; Model 250-B17F/2; Oil Pump CaseDamage; ATA 7261

A repair station received an engine foroverhaul with a report of low oil pressure andmetal in the oil.

Maintenance personnel disassembled theengine and found that the idler gear on thepressure side of the oil pump (P/N 6876689)had worn into the pressure pump body.Approximately .375 inch of the pressure pumpbody was worn away. As the pump body wore,

the engine oil pressure gradually decreased.The submitter gave no cause for this defect.


ROTAX

Rotax; Model 912-A3; Connecting Rod Failure;ATA 8520

This engine was installed in a Diamond,Model DA-20A1 aircraft. The engine failedduring flight, and power could not be restored.An off-airport landing was made.

During an inspection, maintenance personnelfound the number 2 connecting rod seized andbroken at the crankshaft journal. The pistonbroke at the wrist pin hole and seized in thecylinder. Pieces of the push rod “O-rings” werefound in the oil scavenge line fitting at thebottom of the engine case. The damageoccurred when debris from the push rod“O-rings” obstructed the oil scavenge line andcaused the loss of engine oil pressure.

The submitter suggested that themanufacturer incorporate an oil suction screenin the scavenge line fitting.


AIR NOTES

AIRWORTHINESS DIRECTIVES(AD’S) ISSUED IN JUNE 1998

98-11-31 British Aerospace 3101airplanes; requires modifying autopilotelevator electric system relays.

98-12-01 Pilatus PC-6 series airplanes;requires modifying fuel system.

98-12-02 SOCATA Groupe AerospatialeModel TBM 700 airplanes; requires inspectingelevator trim tab fittings.


13

98-12-03 Alexander SchleicherSegelflugzeugbau Models ASW-19 and ASK-21sailplanes; requires modifying rudder surfacepanels, replacing airbrake bellcrank, andmodifying rear canopy hinge structure.

98-12-04 Glaser-Dirks DG-500M gliders;requires installing a rudder gap seal andmodifying cooling liquid reservoir mount.

98-12-06 Stemme GmbH & Co KG ModelsS10 and SA10-V sailplanes; requires replacingfuel filter.

98-12-09 AlliedSignal TPE331 seriesturboprop engines; requires removal of asuspect fuel manifold assembly.

98-12-10 Avions Mudry et Cie CAP 10Bairplanes; requires installing an inspectionopening in wing.

98-12-11 British Aerospace Jetstream3101 airplanes; requires modifying emergencyhydraulic hand-pump.

98-12-13 Piaggio P-180 airplanes; requiresmodifying low pitch stop switch support.

98-12-14 Aermacchi S.p.A. S.205 and S.208series airplanes; requires correction of flapcable pulley brackets.

98-12-23 British Aerospace H.P. 137Jetstream Mk.1, 3101, 3201, 200 series;requires replacing windshield wiper armattachment bolts.

98-13-03 British Aerospace Model 137Mk1 and Jetstream 200 and 3101 models;requires inspecting main landing gear hingefittings, support angles, attachment bolts.

98-13-04 Glaser-Dirks DG-100 andDG-400 gliders; requires inspecting airbrakes.

98-13-05 Alexander SchleicherSegelflugzeugbau Model AS-K13 sailplanes;requires inspecting main spar fitting.

98-13-06 Glaser-Dirks DG-400 gliders;requires replacing bungees on left enginerestraining cable.

98-13-07 Piaggio P-180 airplanes; requiresaccomplishing a leakage check of lavatoryhoses.

98-13-08 Pilatus PC-12 airplanes; requiresreplacing and rerouting power return cableson generators.

98-13-09 Aermacchi S.p.A. S.260 seriesairplanes; requires marking airspeedindicator.

98-13-11 Raytheon 1900D airplanes;requires modifying airplane by incorporatingground fine switch installation kit.

98-14-03 AlliedSignal KT 76A Air TrafficControl Transponders; requires replacing tworesistor network modules with glass-coatedmodules.

98-14-07 Cessna 172R airplanes; requiresmodifying lower forward doorpost bulkhead byinstalling rivets.

SUSPECTED UNAPPROVED PART(SUP) SEMINAR

As announced in previous editions of theAlerts, the Designee Standardization Branch,AFS-640, is once again presenting theSuspected Unapproved Part (SUP) seminar.A schedule of the seminars and information forrequesting a SUP seminar in your area can befound below.

Seminar dates will be announced in the Alerts,the Designee Update newsletter, and on theInternet under FedWorld.gov. You may access


14

the FedWorld BBS directly at (703) 321-3339.You may access the Alerts through theInternet, using the Regulatory SupportDivision, AFS-600, “HomePage” at thefollowing address.

http://www.mmac.jccbi.gov/afs/afs600

The seminar will discuss the following:

1. Introduction to the policy of the SuspectedUnapproved Part Program Office, AVR-20.2. What is an approved part/unapprovedpart?3. How can approved parts be produced?4. What is a suspected unapproved part?5. How is a suspected unapproved partreported in accordance with FAAOrder 8120.10A, Suspected Unapproved PartsProgram, and utilizing FAA Form 8120-11,Suspected Unapproved Parts Notification?6. How do you determine the status of parts?7. What is the procurement process?8. How do you use the Internet andFedWorld to find a list of unapproved parts?

The cost of this 1-day, 8-hour seminar is $60.The seminar may be used for the InspectionAuthorization (IA) renewal trainingrequirement specified in Title 14 of the Codeof Federal Regulations (14 CFR) part 65,section 65.93(a)(4).

The seminar is open to the aviation industry.Anyone wishing to attend may telephone(405) 954-0138. Payment is required in advanceby using VISA, MasterCard, or a check.When scheduling attendance, pleasereference “AFS-75.”

SCHEDULE FORSUSPECTED UNAPPROVED PART (SUP)

SEMINARS

Seminar No. 1998 Location 759808 Aug 5 Ft. Lauderdale, FL 759809 Sep 16 Springfield, IL 759901 Oct 21 Rochester, NY 759902 Nov 18 Wichita, KS

An ADDITIONAL SUP seminar will beconducted in Anniston/Oxford, AL on 8/18/98.You may register for the seminar by calling(405) 954-0138.

If you require an ADDITIONAL SUP seminar,please write to: FAA, ATTN: Elmer Hunter(AFS-640), P.O. Box 25082, Oklahoma City,OK 73125. Depending on manpower and theavailability of AFS-640 personnel, the requestsfor additional SUP seminars may beauthorized. The registration process is thesame as that previously discussed in thisarticle. If you have specific questionsregarding an ADDITIONAL SUP seminar,please contact Elmer Hunter at (405) 954-4099.

CHANGES TO THIS PUBLICATION

We have created a new Internet web sitewhich includes an electronic version ofFAA Form 8010-4, Malfunction or Defect(M or D) Report. You may use the electronicversion to send M or D reports to us. Theweb site also includes a search function forolder copies of the Alerts. The address for thisweb site is:

http://www.mmac.jccbi.gov/alerts/

In the future, we will establish an E-Maildistribution system for the Alerts. When thesystem is in place, we will strongly urge you touse it. The system will save printing andmailing costs associated with delivering papercopies. If you switch to the E-Mail distributionsystem, please tell us by using the subscriptionform in the back of this publication, so we candelete your name from the paper copydistribution list. We will continue to printpaper copies for those who do not have accessto the Internet and E-Mail.

If you like the idea of receiving the Alerts viathe E-Mail distribution system, please let usknow, so we will know how many readers willtake advantage of the system. You may contact


15

Phil Lomax by any of the means listed in thefollowing article.

IF YOU WANT TO CONTACT US

If you want to contact the staff of thispublication we welcome your comments,suggestions, and questions. Also, you may useany of the following means of communicationto submit reports concerning aviation-relatedoccurrences.

Editor: Phil LomaxPhone: (405) 954-6487FAX: (405) 954-4570 or (405) 954-4748

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

Internet E-mail address: [email protected]

AFS-600 HomePage Internet address:

http://www.mmac.jccbi.gov/afs/afs600

Current and back issues of this publicationmay still be obtained from the FedWorldBulletin Board System (BBS) via the Internetat the following address:

http://www.fedworld.gov/ftp.htm

CHANGE OF ADDRESS

The distribution list for the Alerts ismaintained independently from other FAAdistribution lists; therefore, it is veryimportant to notify us when your addresschanges. Please complete the SubscriptionRequest Form located on the last page of everyedition of the Alerts. Be sure to write yourname EXACTLY as it appears on the currentlabel.

Also, if you are receiving more than one copyof each edition, please contact Phil Lomax at(405) 954-6487.

FAA FORM 8010-4, MALFUNCTIONOR DEFECT REPORT

For your convenience, FAA Form 8010-4,Malfunction or Defect Report, will be printedin every issue of this publication. You maycomplete the form, fold, staple, and returnit to the address printed on the form.(No postage is required.)

SUBSCRIPTION REQUEST FORM

For your convenience, a Subscription RequestForm for the Alerts, is printed in every issue.If you wish to be placed on the distributionlist, complete the form, and return it, in astamped envelope, to the address shown onthe form.

Use this space for continuation of Block 8 (if required).

SUBSCRIPTION REQUEST FORMADVISORY CIRCULAR (AC) 43-16A, AVIATION MAINTENANCE ALERTS

Please use this request to subscribe to AC 43-16A or to change your address if you are presently on the mailinglist. Once your name has been entered, you will continue to receive this publication until you request your namebe removed or a copy is returned because of an incorrect address.

Because this mailing list is independent of other FAA mailing lists, it is necessary that you notify us when youraddress changes. (Our address is on the following subscription request.) If you are presently receiving thispublication it is NOT necessary to send another subscription request. The following subscription request may beduplicated, as necessary. TELEPHONE REQUESTS WILL ALSO BE ACCEPTED; THE TELEPHONENUMBER IS (405) 954-6487. THE FAX NUMBERS ARE: (405) 954-4748 and/or (405) 954-4570.

AC 43-16A SUBSCRIPTION REQUEST

If you would like to BEGIN receiving AC 43-16A, orCHANGE your address, please complete the following:

PLEASE PRINT INFORMATION LEGIBLY,INCLUDE YOUR ZIP CODE, AND THE DATEOF YOUR REQUEST.

NAME:

ADDRESS:

ZIP CODE

DATE:

CIRCLE ONE OF THE FOLLOWING:

1. This is a NEW subscription.

2. This is an ADDRESS CHANGE.

SEND ONLY ONE SUBSCRIPTION REQUEST TOTHE FOLLOWING ADDRESS:

FAA, Regulatory Support DivisionATTN: AFS-640 (Phil Lomax)P.O. Box 25082Oklahoma City, OK 73125-5029

If you require more than one copy of AC 43-16A, it may be reproduced.

Federal Aviation AdministrationAFS-640 (Alerts)P.O. Box 25082Oklahoma City, OK 73125-5029

U.S. Departmentof Transpor tationFederal AviationAdministration

Flight Standards ServiceDesignee Standardization BranchP.O. Box 25082Oklahoma City, OK 73125-5029

Official BusinessPenalty for PrIvate Use $300

AFS-640

U.S.Departmentof Transportation

Federal AviationAdministration

Designee Standardization BranchATTN: ALERTS, AFS-640P.O. Box 25082Oklahoma City, OK 73125-5029

AFS-640

Official BusinessPenalty for Private Use $300

BULK MAILPOSTAGE & FEES PAID

Federal AviationAdministration

PERMIT No. G44

august 1998 alerts - federal aviation administration · august 1998 improve reliability- ... (sup)...

Documents