Electrical arc damage has been found in the upper web and cap of the main longitudinal beam on the LHS of the aircraft at F/S 12 creating a hole in the area. The area it is in provides evidence of an incorrect installation process of the GPU receptacle main power terminal. P/No: 4487700. TSN: 15741 hours/10241 landings.
Magneto returned as beyond economic repair due to internal burning. It is suspected that the damage was caused by an incorrectly positioned HT coil terminal.
Pilot reported engine making ‘popping noises’ at low rpm. Compression check carried out and top overhaul commenced due to low compressions. When cylinders removed, camshaft became visible and on inspection galling was noted on a couple of the lobes. Engine sent for bulk strip. P/No: 630685. TSO: 466 hours
During disassembly for removal of cylinders, a hinge pin was discovered inside the induction system balance tube at the forward end of the induction manifold. Further investigation reveals a substitute bent wire hinge pin installed in the induction alternate air door hinge.
During carrying out an 1800-hour work pack, RH wing leading edge slat drive mechanism assembly support found cracked. The damage seen is identical to that reported by OEM Fleet Team Digest article 717-FTD-27-15001. This slat drive damage is currently under review by OEM and was originally discussed at the 717 fleet team meeting Sept 2014. Fatigue is seen as the main player in these failures. Internal task card is scheduled and repeat inspection is due at next heavy maintenance event. One-time fleet inspection is completed. Replacement part is sourced and installation/rigging is planned. Further follow up is due after OEM finalises recommendations. P/No: 5920287504.
During carrying out an 1800-hour work pack, RH wing leading edge slat drive mechanism assembly support found cracked. The damage seen is identical to that reported by OEM Fleet Team Digest article 717-FTD-27-15001. This slat drive damage is currently under review by OEM and was originally discussed at the 717 fleet team meeting Sept 2014. Fatigue is seen as the main player in these failures. Internal task card is scheduled and repeat inspection is due at next heavy maintenance event. One-time fleet inspection is completed. Replacement part is sourced and installation/rigging is planned. Further follow up is due after OEM finalises recommendations. P/No: 5920287504.
During heavy maintenance, inspection of the LH elevator was carried out in accordance with EASA AD 2014-0014/SB A320-55-1046. Inspection found delamination due water ingress at four places. Defects evaluated found to be out of repair limits and a replacement elevator is being sourced. P/No: D5528000302400.
During heavy maintenance, inspection of the LH elevator was carried out in accordance with EASA AD 2014-0014/SB A320-55-1046. Inspection found delamination due water ingress at four places. Defects evaluated found to be out of repair limits and a replacement elevator is being sourced. P/No: D5528000302400.
On a detailed internal inspection of the rudder structure, two cracks were found on the rudder spar extension piece in one of the corners. The part was replaced with a new item. P/No: GA8554021023.
During inspections IAW AD/PA-31/118, a minor crack indication was noted on the R/H aileron spar doubler via dye penetrate inspection. This crack indication was confirmed by further eddy current inspection. Further inspection was conducted as per requirement two of the AD and the aft rib was also found cracked on a previous doubler repair and the forward flange.
During inspections IAW AD/PA-31/118, a minor crack indication was noted on the R/H aileron spar doubler via dye penetrate inspection. This crack indication was confirmed by further eddy current inspection. Further inspection was conducted as per requirement two of the AD and the aft rib was also found cracked on a previous doubler repair and the forward flange.
During scheduled maintenance, a drive adapter was found cracked. Necessary rectifications planned. P/No: 206040363001.
During ADS-B equipment upgrade, an incorrectly routed elevator control cable was observed. Attaching guard bolt was loose.
In the course of carrying out a periodic inspection and double engine change, grommet was removed from a lightning hole in the RH wing main spar at WS 57.47. Once removed, exfoliation, corrosion and cracking was observed that had been obscured by the grommet. The grommet was removed for cleaning purposes only, exfoliation was not observed with the grommet in place.
While airplane being taxied, the propeller damaged after hitting a tow bar. Aircraft grounded, maintenance inspections to be undertaken.
Following a hard landing, ground inspections revealed severe damage to RH engine cowling. Damage is consistent with No. 2 engine contacting the runway upon landing at speed. Damage beyond OEM SRM limits.
Following a post-flight poor performance report, detailed inspection revealed split and leaking pitot air tube at entrance to upper instrument panel. It was noted that only the portion of tube that was exposed to direct sunlight (via the front windscreen) was found to be brittle. Tube was renewed and secured to fuselage structure as to limit the exposure to sunlight as much as possible without modifying the existing design.
During accomplishment of an alert SB, forward RHS upper float fitting bolt sheared off. Bolt removed and replaced. P/No: 2219BC080038L.
During scheduled inspections, upper channel of the rudder torque tube and arm assembly was found with a minor crack in the return approximately one inch from the rudder stop striker plate. Post removal of the rudder torque and arm assembly for replacement, further inspection was carried out. The lower channel was also found cracked. Further, fitting was found cracked through longitudinally at an upper fastener hole. Attaching collar was found cracked through longitudinally from a lower fastener hole. Failure of either the rudder torque tube lower fitting or upper collar could lead to loss of control of the rudder. The rudder torque and arm assembly was replaced with a serviceable item and the aircraft returned to service.
During scheduled inspections, upper channel of the rudder torque tube and arm assembly was found with a minor crack in the return approximately one inch from the rudder stop striker plate. Post removal of the rudder torque and arm assembly for replacement, further inspection was carried out. The lower channel was also found cracked. Further, fitting was found cracked through longitudinally at an upper fastener hole. Attaching collar was found cracked through longitudinally from a lower fastener hole. Failure of either the rudder torque tube lower fitting or upper collar could lead to loss of control of the rudder. The rudder torque and arm assembly was replaced with a serviceable item and the aircraft returned to service.
Main undercarriage axle broke off at weld during landing towards end of roll. Wheel and brake recovered with axle portion, nut and pin still in place. Main undercarriage leg replaced. Failed part under dispatch to OEM for detailed analysis. One similar defect reported. P/No: GA8321013011.
During scheduled maintenance inspections, cracks were found in tail beam, forward lower support steel brackets that attached the tail beam to the fuselage cabin area. OEM provided approved data to weld repair the cracks. P/No: DA53102173ANDDA53102166. TSN: 709 hours.
During scheduled maintenance, tube assembly found cracked towards lower end. Tube assembly replaced with serviceable item. P/No: 206061745001.
During flight, auxiliary fuel-pump light progressively illuminated. After landing, inspections revealed fuel leak from auxiliary fuel pump pressure sensor. Rectifications planned accordingly. P/No: B4262.
After arrival, post-flight inspections found RH MLG leaking with oil and metal particles visible. Upon shock strut disassembly, lower bearing found covered in metal particles. Upper bearing found damaged, suspecting this failure caused secondary damage to seals. Investigation under progress. P/No: 411009. TSN: 36818 hours/26332 cycles TSO: 5935 hours
Post maintenance, fuel leak detected in one of the flexible fuel cells. It appears to be an adhesive failure. Investigations in progress. P/No: 21026. TSN: 210 hours/205 landings/59 months TSO: /205 landings.
In parallel with horizontal stabiliser removal, severe corrosion was found on trim actuator body. Actuator also found to have extended free. Rectifications planned. P/No: 03102932.
Severe corrosion found on horizontal stabiliser right hand rear attach hinge assembly during routine maintenance. Horizontal stabiliser was removed to facilitate removal of the attach hinge assembly. Upon removal, corrosion was found to have exfoliated aluminium assembly. P/No: 07326122.
LH and RH floor damaged to lightning hole structure. LH lightning hole cracked. RH lightning hole is buckled. Suspect damage occurred during bolt removal. Six similar defects reported. P/No: 05114792. TSN: 8393 hours.
During disassembly, bolt peening over threaded portion of bolt observed. P/No: S3461111. TSN: 5437 hours.
Borescope inspection carried out. Corrosion found in cylinder bore with corrosion evident on connecting rod and associated parts. Cylinder removed. Considered low-hour removal. P/No: IO360L2A. TSN: 6318 hours TSO: 43 hours.
Borescope inspection carried out. Corrosion found in cylinder bore with corrosion evident on connecting rod and associated parts. Cylinder removed. Considered low-hour removal. P/No: IO360L2A. TSN: 6318 hours TSO: 43 hours.
Engine mount frame damage caused by air conditioning condenser clamps. Engine mount frame repaired and clamps replaced. This is a known issue to Cessna, CAB91-12 refers; however, production aircraft appear to have the defective clamps installed until at least 2009. One similar defect reported.
During post-flight checks, evidence of substantial fuel leak was noted from LH engine. Apparent source was at the top of the combustion case including evidence of combustion, external to the engine, forward of the firewall. Further damage on upper engine mount, fuel manifold and adjacent components as well as evidence of high temperatures on engine frames noted. No report of any fire warning, nor any evidence of fuel leak during pre-flight checks. Leak was traced to secondary fuel manifold adjacent to the number 10 fuel nozzle. Investigation continuing. P/No: 31024692.
During routine inspection of wire bundles over centre tank and under main floorboards, a wire (w5204-1009-20) was found incorrectly routed outside the securing clamp under RH floor panel. This particular wire runs between nitrogen generation system controller and one of the status lights in the cockpit. Electrical energy running through it consists of low rating. Wire number w5204-1009-20 was inspected for damage. Nil damage found. Wire re-routed through open-ended clamp and secured.
While undergoing scheduled inspections, bracket housings (quantity three) were found to be corroded. Parts replaced accordingly. P/No: D28453.
While undergoing scheduled inspections, bracket housings (quantity three) were found to be corroded. Parts replaced accordingly. P/No: D28453.
While undergoing scheduled inspections, bracket housings (quantity three) were found to be corroded. Parts replaced accordingly. P/No: D28453.
During 50 hour intermediate inspection of TGB mount for condition, a crack was detected in the top left hand corner of the TGB mount fitting. Manufacturer was notified and repair SB were issued. A replacement fitting has been sourced and currently in the process of being installed. P/No: 1053040212. TSN: 8254 hours