25 November 2015 – 27 January 2016

1414

GE CF3410E turbine engine air inlet section—bellcrank damaged. SDR 510022447
During removal of flowpath segments on engine No. 2, the segments at positions 1, 4, 5 and 11, were found with two long bolts installed incorrectly in the forward mount locations. Impact damage has been sustained to VBV door bellcranks at each location. VBV door bellcranks on No. 2 engine at positions 1, 4, 5 and 11 replaced. P/No: 2072M39G01.

GE CFM567B2 engine fuel distribution—HMU leaking. SDR 510022360
Aircraft returned to the gate due to fuel leak evident from engine No. 1 during start.Troubleshooting carried out and leak traced to the HMU drain. HMU replaced, condition satisfactory. P/No: 1853M56P16. TSN: 6678 hours/4120 cycles

GE CFM567B2 engine starter—start valve sticking. SDR 510022537
The flight crew reported No. 2 engine start valve stayed open on start. Engine start valve replaced and tested serviceable. No further occurrences. P/No: 66002849. TSN: 38101 hours/22335 cycles

IAE V2527A5 engine (turbine/turboprop)—turbine engine FOD. SDR 510022380
Crew advised No.2 engine stall and noise evident on climb out at 3000 ft. Power reduced to idle. Noise disappeared and stabilised. Troubleshooting carried out, foreign metal debris found in the turbine exhaust stage. No. 2 engine change is underway. 
P/No: V2527A5. TSN: 21503 hours/10154 cycles

Lycoming LTS101750C1 engine fuel/oil cooler—blower failed. SDR 510022254
A noise was heard from aft transmission area during flight. The No. 1 engine oil temp was observed to rise gradually with no change in pressure. Post landing at base an inspection revealed the No. 1 engine oil cooler shaft had sheared. P/No: 222365515105244802.

PWA PT6T3B fuel heater—fuel heater faulty. SDR 510022473
During flight the aircrew noticed a burning smell in the cabin. The crew also identified the No. 2 engine fuel control heater nil tripped. Initial investigations revealed a short in the No. 2 engine P3 heated airline. This line is electrically heated to prevent freezing conditions of air being supplied to the fuel control unit. While not a frequent defect, this is not unheard of on PT6T engines. Heated tube replaced. P/No: 3020469.

PWA PW123D engine fuel distribution—ejector pump blocked. SDR 510022500
On initial fuel transfer from left aux tank to left main tank the rate of transfer was lower than normal. Main fuel ejector pump L/H aux tank ejector pump removed and inspected and found to contain three pieces of sealant debris partially blocking ejector pump. Fuel lines from ejector pump to aux tank purged for further debris—none found evident. New L/H aux tank ejector pump assembly installed.

Rolls-Royce RB211524G engine (turbine/turboprop)—spacer missing. SDR 510022490
During the take-off roll, at approximately 30 kts with thrust advancing, a loud bang was heard from the left side of the aircraft with associated swing to the left by the aircraft. EICAS message > ENG 1 CONTROL displayed. Take-off was rejected and an attempt to identify the problem commenced. Review indicated that, other than the displayed EICAS message, all other parameters were within limits. When thrust levers were advanced to taxi from the runway, vibration felt through the airframe with rapidly rising EGT flagged for ENG No. 1. Taxi halted and severe damage checklist carried out. Tower informed of engine failure and taxi clearance obtained for aircraft to return to blocks. Post flight inspection revealed an engine fan spacer (annulus filler) missing from No. 1 engine, and engine No. 1 fan blade damage and acoustic lining scoring and damage. The engine was subsequently replaced.

Rolls-Royce TAY65015 engine (turbine/turboprop)—turboprop engine low power. SDR 510022373
While advancing engine throttles for take-off, the flight crew encountered a No. 1 engine stagnation. Investigation was carried out into the event, with additional operational checks carried out with no evidence of the defect, and further troubleshooting deferred for 10 flight cycles. A number of days later, further troubleshooting resulted in the HP Bleed Valve opening/closing force being measured, identified as excessive, and lubricated as a result. Additional engine ground runs were carried out, however the engine acceleration time was identified outside of limitations, and adjusted. Further operational checks were then carried out without fault, and the system was declared serviceable.

Rolls-Royce TAY65015 Turbine engine compressor section—turbine blade damaged. SDR 510022478
During taxi with the engine throttles advanced slightly from ‘idle’, the flight crew encountered a ‘TGT HI ENG 1’ message on the multifunction display unit (MFDU). Troubleshooting was carried out by engineering staff, with engine bleed valve torque checks carried out satisfactorily. Further inspection of the engine acceleration/deceleration was then carried out, and adjusted to within limitations, and an aircraft flight data recorder (FDR) download was carried out. Analysis of the FDR download identified that the engines total gas temperature (TGT) exceeded 870 degrees Celsius for two seconds. Subsequent borescope inspection resulted in the identification of damage to the stage 1 high-pressure turbine (HPT) blades, and the engine being declared unserviceable.

LEAVE A REPLY

Please enter your comment!
Please enter your name here