SDR 510022241 | Beech 1900C Fuel wiring—wiring arced. During trouble shooting of fuel quantity indication, several wires arcing and chafing on R/H wing. L/H wing to be investigated.
SDR 510022241 | Beech 1900C Fuel wiring—wiring arced. During trouble shooting of fuel quantity indication, several wires arcing and chafing on R/H wing. L/H wing to be investigated.
SDR 510022241 | Beech 1900C Fuel wiring—wiring arced. During trouble shooting of fuel quantity indication, several wires arcing and chafing on R/H wing. L/H wing to be investigated.
SDR 510022230 | Swearingen SA227DC Landing gear actuator—hydraulic line chafing. The pilot reported the hydraulic leak on landing. The aircraft was grounded. The pilot on site identified the leaking pipe behind the main wheel. Chafing had occurred due to inadequate clamping, the damaged pipe was removed and replaced, hydraulic fluid was replaced, engine runs carried out and the hydraulic system tested satisfactory. P/No: 2781032183. TSN: 14927 hours/14740 cycles.
SDR 510022206 | Hartzell HCC2YR1 Propeller hub section—grease nipple jammed. On the first 200 hour inspection since engine and prop change, the engineer wanted to grease the propeller. Upon attempting to remove a grease nipple on the hub as instructed in the Hartzell owner manual 115N, the nipple was so tight that it snapped off. Multiple attempts with various different tools to remove the remaining part of the nipple were futile. On the other side of the hub, exactly the same thing happened. This is the first time the propeller required greasing IAW the applicable AMP, so the propeller came out of the factory with the fault.
SDR 510022201 | PWA PT6A60A Engine (turbine/turboprop)—stator incorrect assembly. During a scheduled borescope inspection, suspected damage was observed on one of the compressor turbine blades. To obtain a more detailed inspection, the engine power section was detached and the compressor turbine removed to investigate possible FOD damage. On removal of the compressor turbine and stator air seal, it was observed the 16 retaining bolts which secured the CT stator and housing to the casing were not secured by the tangs on the lock tab washers. It appeared the bolts were tensioned but the lock tabs remained in an unused condition. P/No: 3033661CL. TSN: 6241 hours/3244 cycles/6057 landings TSO: 2774 hours/1342 cycles.
SDR 510022182 | Airbus A320-232 Seat/cargo attach fittings—seat frame sheared. Seat back frame at seat 29C found sheared. P/No: 67341345.
SDR 510022164 | Eurocopter EC225LP Main rotor blades—damper worn. During investigation of an on-board M’ARMs (vibration system) alert, the MR/H assembly was closely checked and the black blade damper inboard bearing was found to have suffered wear to the ceramic coating, which was outside limits specified in the maintenance manual. The damper assembly was replaced, test flight carried out and the vibration system returned to normal. P/No: 332A31304301. TSN: 1047 hours TSO: 1047 hours.
SDR 510022139 | Grob G115C2 Electrical power system—wiring arced. A report was received that an instructor and student had experienced black smoke in the cockpit and uncommanded frequency changes on the radio. On inspection it was found that the portion of the loom below the radio rack had shorted out causing severe damage to the loom.
SDR 510022121 | Cessna 208 Fuselage structure—channel cracked. Lower support channels on firewall of aircraft are cracked. These channels carry the load from the undercarriage spring into the aircraft structure. On later models of the Cessna 208 these channels were replaced with a larger casting. We will be installing SK208-90B (firewall fitting reinforcement installation) to install the larger casting. P/No: 26530121L/H26530122R/H. TSN: 13963 hours/11813 cycles
SDR 510022121 | Cessna 208 Fuselage structure—channel cracked. Lower support channels on firewall of aircraft are cracked. These channels carry the load from the undercarriage spring into the aircraft structure. On later models of the Cessna 208 these channels were replaced with a larger casting. We will be installing SK208-90B (firewall fitting reinforcement installation) to install the larger casting. P/No: 26530121L/H26530122R/H. TSN: 13963 hours/11813 cycles
SDR 510022120 | Boeing 717-200 Trailing edge flap control system—pulley incorrect assembly. During a daily inspection, the L/HS trailing edge flap buss cable was discovered dislodged from the pulley. The cable was found to have migrated into a gap positioned between the two pulleys. This gap appeared excessive and the assembly was removed from the aircraft for further investigation. It was discovered that the twin pulley assembly had been assembled incorrectly, with the twin pulleys oriented 180 degrees out, accounting for the excessive gap. P/No: 39228391. TSN: 31352 hours/21162 cycles.
SDR 510022120 | Boeing 717-200 Trailing edge flap control system—pulley incorrect assembly. During a daily inspection, the L/HS trailing edge flap buss cable was discovered dislodged from the pulley. The cable was found to have migrated into a gap positioned between the two pulleys. This gap appeared excessive and the assembly was removed from the aircraft for further investigation. It was discovered that the twin pulley assembly had been assembled incorrectly, with the twin pulleys oriented 180 degrees out, accounting for the excessive gap. P/No: 39228391. TSN: 31352 hours/21162 cycles.
SDR 510022096 | Lycoming IO360A3B6 Reciprocating engine cylinder section—exhaust valve unserviceable. Exhaust valve failed, engine was last overhauled in 1981. P/No: LW16740. TSO: 1050 hours
SDR 510022093 | Continental GTSIO520M Reciprocating engine power section—bearing incorrect assembly. Upon disassembly of the engine for a bulk strip inspection the following was found—on the left hand half of the crankcase the four crankshaft bearings P/N 634503 were found to be fitted to the L/H and R/H lower reduction gear bearing saddles. Also the four reduction gear bearings P/N 630571 were found to be fitted to the L/H crankcase half where the crankshaft lies. The difference between the bearings is the P/N 634503 crankshaft bearings have a larger oil feed groove machined into them to feed the crankshaft. P/No: 634503AND630571. TSO: 610 hours.
SDR 510022090 | Cessna A152 Vertical stabiliser structure—bracket unserviceable. During routine annual inspection, a small crack in the paint was noticed. Upon removal of paint, a crack was found. Nutplates were replaced as a terminating action of repetitive inspections in AD/CESSNA 150/31 a number years ago. SIDs was conducted 2012, and this item was due for next SIDs inspection 10/10/2016. P/No: 0431009. TSN: 8120 hours.
SDR 510022079 | Piper PA28140 Horizontal stabiliser structure—doubler cracked. During annual inspection, stabilator trim tab centre hinge doublers found cracked in radius. Doublers replaced. P/No: 6358800. TSN: 5915 hours/576 months.
SDR 510022077 | Cessna U206G Wheel—brace cracked. During routine inspection, a crack was noted in the upper surface of the forward spreader bar, progressing out from within the float hull. On spreader bar removal, it was revealed that there were two cracks which had extended approximately 50 per cent of the circumference of the spreader bar. Only 20 per cent of the crack was visible without disassembly. P/No: 3532015. TSN: 746 hours/6300 landings/38 months.
SDR 510022073 | Beech 200BEECH Fuel storage—fuel tank leaking. During cruise the crew noticed fuel streaming from the R/H wing. Condition traced to a seam separation of the R/H leading edge fuel cell. It would appear that the adhesive used to construct the cell at manufacture is not capable of withstanding the heat generated in tropical Australia. The cell material itself appears to be still in good condition. P/No: 20134. TSN: 3336 hours/2863 cycles.
SDR 510022034 | Eastern Aero Marine KSE35L8 strobe light unserviceable. Battery has expanded rendering the light unserviceable. This has occurred in all of the life jackets from this aircraft, which were inspected on reaching their expiry date. P/No: WABH18.
SDR 510021972 | Cessna 441 Nose/tail landing gear—bracket cracked. During the pre-flight inspection, the pilot observed a crack on the forward left hand bracket securing the nose gear door to the door retraction arm, radiating from just above the bolt hole to the outer edge of the forward bracket. P/No: 52130389. TSN: 2007 hours/3262 cycles.
SDR 510021965 | Gulfstream 690A Engine oil—pressure oil system cracked. Oil pressure pump assembly cracked.
SDR 510021945 | Cessna A152 Horizontal stabiliser attach fitting—fitting cracked and corroded. On re-installation of the horizontal stabiliser after SIDS inspections the attach fittings were paint stripped in order to repaint only because the paint was looking a bit crazed. On inspection after the paint was removed, significant cracking was discovered. The matching fitting was immediately sent for NDI and found to be compromised also. Both fittings were replaced with new items. These fittings were only called up for a visual inspection in the SIDS program and so would not have been picked up as defective under normal circumstances. P/No: 0432005104320052.
SDR 510021943 | Cessna A152 Horizontal stabiliser structure—elevator cracked and corroded. During Operation 20 (horizontal stabiliser and elevator inspection) of the SIDS inspection corrosion was noticed around the edges of the torque tube attach area. The torque tube was removed and the corrosion and cracking was observed underneath. The damage was treated and repaired and the elevator reassembled and reinstalled. P/No: 043200121.
SDR 510021907 | Beech 300 Wing control surfaces—flap system worn. While aircraft undergoing repaint, flaps removed for access. On inspection of flaps inboard hinge hanger ribs found to have wear caused by bearings rubbing on rib. Bearings found to be stiff and not rolling easily. P/No: 1011600011731. TSN: 9988 hours/6116 cycles/276 months.
SDR 510021883 | Cessna 152 Wing attach fittings—bracket corroded. During a SIDs inspection, corrosion was noticed on wing attach brackets. After removal of corrosion, a faint line was seen. Brackets will be replaced. P/No: 0512122.
SDR 510021882 | Piper PA28161 Elevator tab control system—cable unserviceable. Operators had reported that trim was getting stiff, cable was noticed to have some bulges, upon removal of cable, it was found to have multiple broken strands causing the cable to increase in width, which was causing the barrel assembly to become stiff in operation. It was only after removal from aircraft and removal from barrel that broken strands became apparent. P/No: 62701047.
SDR 510021869 | Lycoming LTIO540J2BD Reciprocating engine cylinder section—valve guide worn. In cruise R/H engine had a partial loss of power down to 30 inches of manifold pressure. A compression test was carried out and found that the No. 6 cylinder on the R/H engine had a differential compression of 3/80. The cylinder was replaced with a new item. On disassembly of the cylinder the exhaust valve guide was found to be excessively worn beyond limits. P/No: 75838. TSN: 1501 hours.
SDR 510021867 | Eurocopter EC225LP Life raft—life raft split. Raft was being inflated as part of testing. As the main chamber approached 55 inches in pressure, a seam failed with a loud noise. Normal test pressure in the main chamber reaches 80–90 inches during this part of the test. Inspection revealed it had failed over a length of about 25 cm, adhesive in the seams appears degraded and other seams exhibit similar degradation externally. P/No: 00051055. TSN: 3199 hours/84 months TSO: 578 hours/12 months.