17 May to 13 July 2017

1476

ROLLS ROYCE RB211 972 84–ATA 7250 TURBINE ENGINE TURBINE SECTION–TURBINE SECTION–DAMAGED. DR 611750185

During cruise, vibration felt in airframe. Engine #4 thrust indicated approximately 45%. ECAM ENG 4 NORM MODE FAULT displayed and ECAM actioned. Advisory for high engine vibration displayed. Cabin crew advised sparks and flames from engine #4. ENG HI VIBRATIONS ECAM selected, actioned and engine shut down. During shutdown, ECAM ENG 4 FIRE displayed and actioned. Fire indications ceased after 1 agent discharged. A/C returned to departing base for investigation. Initial inspection revealed extensive damage to IP & LP turbine assemblies.

PRATT AND WHITNEY PT6A 114A–ATA 7321 FUEL CONTROL/TURBINE ENGINES–FCU–INCORRECT RIGGED. DR 611750192

During engine start sequence, pilot experienced that the Ng was slow to rise, initially at approx. 19% climbing to 40% then continued to hang. Engine was commanded to shut down. Later on, it was suspected that the FCU fuel cut off rigging was set too close to the stop. FCU was replaced with an overhauled tem. Aircraft returned to service.

GENERAL ELECTRIC CT7 9B–ATA 7200 ENGINE (TURBINE/TURBOPROP)–TURBINE ENGINE–Oil leak. DR 611750203

Musty stench noted on descent in flight deck. However, smell not noted in cabin. Engine ground run carried out. After shutdown, oil smell noted in the intake duct of RH engine. After troubleshooting, internal oil leakage within engine airflow and gas path established. BSI of the engine inlet, found oil wetting at 6 o’clock 1st stage compressor blade. Source of oil leak could not be located. Inspection of the VGV actuating system found no faults. Relevant maintenance completed. Engine is due for replacement.

GENERAL ELECTRIC CF6 80E1 A4–ATA 7320 FUEL CONTROLLING SYSTEM–ECU–FAULTY. DR 611750238

During descent, flight crew noted that engine #1 N1 was 10% above engine #2. Cycling of engine anti ice resulted in normal response from engine #2, and nil response from engine #1. There were nil ECAM alerts. As per procedures, uneventful, one engine inoperative landing was carried out. During the course of troubleshooting, engine #1 ECU was replaced. Subsequent extensive ground runs confirmed normal engine command and response.

CFM CFM56 7B 26–ATA 7830 THRUST REVERSER–EAU–SUSPECT FAULTY. DR 611750245

Pilot reported engine #2 T/Reverser did not deploy on landing. Engine #2 has been experiencing ongoing thrust reverser issues which have resulted in extensive troubleshooting in liaison with the OEM. Locking hydraulic actuator, reverser mid position actuator and engine accessory unit (EAU) were replaced. MEL applied and final fix is being worked out.

PRATT AND WHITNEY PW206 C–ATA 7261 TURBINE ENGINE OIL SYSTEM–OIL COOLER–Pin sheared. DR 611750269

The pin securing the oil cooler blower belt drive sheared, resulting in the pilot noticing an increase in engine #1 oil temperature. Idle RPM was maintained to reduce oil temperature. Single engine landing was carried out without incident. Oil cooler blower was replaced with a serviceable unit. No further action was required.

IAE V2524 A5–ATA 7320 FUEL CONTROLLING SYSTEM–CLAMP–CHAFING. DR 611750290

During engine FMU replacement, fuel flow transmitter tube was found to be chaffed by support clamp. Clamp was observed to be losing cushioning material. New pipe and clamp have been ordered for installation. Opposite engine FMU installation inspected satisfactory.

ALLISON 250 C20–ATA 7250 TURBINE ENGINE TURBINE SECTION–SHAFT–FAILED. DR 611750292

Engine torque spike in flight coupled with abnormal engine noise. Investigations determined power turbine governor shaft had failed. Waiting for details.

PRATT AND WHITNEY PT6A 114A–ATA 7210 TURBINE ENGINE REDUCTION GEAR–CHIP DETECTOR–Chip detector light ON. DR 611750301

During climb out from departing base, chip detector annunciator illuminated. No other adverse indications were observed. The pilot performed a precautionary landing with no further incident. During inspections, hair line metallic sliver was found on the RGB chip detector plug. The metal was assessed as ‘allowable’ IAW the PWC PT6A 114A MM. The corrective action procedure was followed IAW PWC PT6A 114A MM 72 00 00 section 6 figure 105 and the aircraft subsequently returned to service.

GENERAL ELECTRIC CF6 80C2 B6F–ATA 7250 TURBINE ENGINE TURBINE SECTION–TURBINE DISC–Scrapped. DR 611750335

During inspection against SB 72 1474, dim. ‘N’ of the HPT Disk Stg. 2 was found beyond the maximum allowable limit of 9784 mm. Moreover Dim. ‘M’ reached the maximum value of 14,486 mm. The part is unserviceable and will be scrapped. The part has a lifetime limit of 15,000 cycles, with 6163 cycles remaining.

CFM CFM56 5B 7–ATA 7300 ENGINE FUEL AND CONTROL–Fire Switch–reset. DR 611750337

Flight crew reported engine continued to run after start lever moved to cut off. Nil defects confirmed after troubleshooting. FIM 73 06 Task 804 carried out and engine #2 fire switch cycled numerous times. Engine ops and HPSOV ops normal. Ok to continue. There is no history and there have been no repetitive occurrences. Event monitoring will continue.

IAE V2527E A5–ATA 7310 ENGINE FUEL DISTRIBUTION–O RING–FAULTY. DR 611750340

Fuel leak reported from engine #2 aft pylon top drain (compartment A pylon). During the course of rectifications, engineer removed panel 432 AL for further investigation. Leak was traced to engine fuel feed line FWD coupling at RIB 5. ‘O’ ring NSA8203 222 was replaced. Idle ground check satisfactory.

ROLLS ROYCE RB211 972 84–ATA 7830 THRUST REVERSER–FAIRING–MISSING. DR 611750358

On arrival, engineering inspection noted a drag link fairing missing from engine #2 thrust reverser. CDL 78 XX applied. Drag link cracking or missing is a known issue. Aircelle service bulletin L70CR78 063 has been approved for preventative action and is being applied on the fleet.

ROLLS ROYCE RB211 972 84–ATA 7830 THRUST REVERSER–CASCADE VANE–DAMAGED. DR 611750364

During scheduled maintenance of engine #3 thrust reverser, it was noted that two thrust reverser (T/R) cascade vanes from the L/H T/R half were damaged, with one of the cascades having lost all of its vanes, and the other approximately 20% of the vanes. The cascades were located approximately at the 8 o’clock position (3rd & 4th vanes from the bottom). The damaged cascades were replaced with serviceable cascades. This is a known occurrence and the issue is currently under investigation.

ROLLS ROYCE RB211 972 84–ATA 7261 TURBINE ENGINE OIL SYSTEM–TUBE–Oil leak. DR 611750398

Just after TOC (top of climb), advisory msg noted stating engine #2 oil quantity at 3.5 quarts. Engine set to idle, oil quantity stabilised at 1.4 quarts, A/C diverted to alternate. Engineering investigation traced the fault to a loose HP/IP turbine oil scavenge tube connection at the 3 o’clock position. The tube connection was inspected (nil defects) and refitted. Subsequent engine run confirmed no leaks.

GENERAL ELECTRIC CT7 9B–ATA 7210 TURBINE ENGINE REDUCTION GEAR–Prop Gear Box–FAILED INSPECTION. DR 611750404

During accomplishment of GE service bulletin 72 0530, propeller gearbox S/N: IHI00XX failed inspection. FPI detected pits around both dowel pin holes and a cluster of pits next to hole 7. Visual inspection failed for corrosion pits around dowel pin holes. Gear box was removed and sent as directed.

GENERAL ELECTRIC CT7 9B–ATA 7210 TURBINE ENGINE REDUCTION GEAR–Prop Gear Box–FAILED INSPECTION. DR 611750405

During accomplishment of GE Service Bulletin 72 0530, S/N: UDAGXX failed inspection. Pitting and fretting noticed around dowel pins of RH PGB prop shaft flange fwd face. PGB shaft passes FPI inspection but failed visual inspection. PGB was removed from service and replaced.

GENERAL ELECTRIC CT7 9B–ATA 7200 ENGINE (TURBINE/TURBOPROP)–TURBINE ENGINE–Commanded IFSD. DR 611750411

On climb passing FL 170 in icing conditions, LH Torque gauge reduced to 0%. Other engine parameters/gauges indicated normal parameters. After completion of uncommanded engine operation checklist, engine parameters appeared normal for associated power lever position. Left prop at max NP. Shortly after wards, fluctuating RPM on LH engine (between 1396 and 800) was observed. LH engine shutdown memory checklist completed. During post flight walk around, engine oil observed in exhaust. Propeller is free to turn with no scraping of the power turbine blades.

PRATT AND WHITNEY PT6A 42–ATA 7230 TURBINE ENGINE COMPRESSOR SECTION–TURBOPROP ENGINE–SURGED. DR 611750414

Pilot reported LH engine surging three times in flight. Third time, pilot noticed a rise in ITT and torque drop. Engineering initial inspection was to inspect the first stage compressor blades. Compressor could not be rotated and appeared completely seized. Boroescope inspection of the second stage compressor blades (under P&W advice), revealed substantial damage to a number of blades. Part of one blade leading edge was found to be missing. There was no damage to the first stage compressor or first stage stators. Engine deemed U/S.

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