13 April – 16 May 2018

466

BOEING 737 8FE–ATA 2100 AIR CONDITIONING SYSTEM–BLEED AIR–CONTAMINATED. DR 611851795
In flight, cabin crew reported fumes in cabin between rows 17 and 22. Smell described as a burning oil fume. Air turn back conducted with no further issues. FIM 21-00 Task 806 carried out including extensive engine ground run, unable to reproduce fault. Ceiling LED lightning above row no 19 noted inoperative. LED light replaced and tested satisfactory. Aircraft released to service with no further occurrences.

BOEING 717 200–ATA 5610 FLIGHT COMPARTMENT WINDOWS–WINDOW–Cabin pressure leak. DR 611851811
After take-off, 1st officer observed cabin rate fluctuations up to 2400 FPM. Cabin rate reduced and boxed alert at 1700 FPM annunciated on cabin rate display. Both flight crew noted ear pressure changes as well. Defect was traced to excessive air noise from captain’s clearview window to approx. 2500 ft. Suspect seal/frame interface. Captain’s clearview window inspected, small amount of dirt/grime recovered from seal and mating face. Cabin pressure and leak test carried out IAW AMM 21-30-XX, nil defects at this time.

DE HAVILLAND DHC8 102–ATA 3242 BRAKE–CABLE–BROKEN. DR 611851846
Upon brake application, while releasing park brake, RH brake pedals on both pilot and co-pilot side went fully over with nil pressure. At the same time a bang was heard. Troubleshooting traced failure to broken brake cable. Cable replaced.

SAAB 340 B–ATA 2160 CABIN TEMP. CONTROL SYSTEM–Temp sensor–FAULTY. DR 611851847
When power was applied, burning smell detected at row 6. Source of burning smell not confirmed. Suspected, smell could be from cabin temperature sensor in row 5. Cabin temperature sensor removed and replaced.

SAAB 340 B–ATA 3010 AIRFOIL ANTI-ICE/DE-ICE SYSTEM–De-ice boot–PUNCTURED. DR 611851851
RH horizontal stabiliser de-ice boot found to be unserviceable during inspection as per SB340-30-094. Ballooning found under existing patch as well as exposed/damaged stitching at new puncture point. Leading edge assembly replaced. A/C returned to service.

BOEING 717 200–ATA 2780 LEADING EDGE SLAT CONTROL SYSTEM–ROLLER–INCORRECT FIT. DR 611851864
During current maintenance, L/H and R/H Wing L/E Slat Track no 6 were found with roller mounting bolts installed incorrectly, bolt heads were fitted with off-set grease nipples that extended into the ‘V’ of L/E slat drive cable pulleys (lower FWD roller). R/H wing pulley found damaged/worn possibly due to contact with angled/off-set grease nipple. R/H damaged pulley replaced. Pulleys removed and inspected, no 6 slat track roller mounting bolts removed and fitted in the correct orientation (bolt heads inboard away from pulleys). Boeing notified, acknowledged. IPC will be updated to reflect bolt configurations.

AIRBUS A320 232–ATA 2100 AIR CONDITIONING SYSTEM–BLEED AIR–CONTAMINATED. DR 611851869
Dirty socks smell in flight deck after landing when APU master switch selected ON. APU compartment + APU air intake found dirty. Cleaning c/o satisfactory IAW AMM 49-00-00-100-XX, no evidence of leaks or smell in cabin.

AIRBUS A320 232–ATA 3260 LANDING GEAR POSITION AND WARNING SYSTEM–PROXIMITY SENSOR–Out of adjustment. DR 611851870
ATB due LDG unable to be retracted. Airman confirmed gear not retracting and indicated LH gear door fault. Both proximity sensors on gear door were out of alignment. Sensors 33GA & 35GA adjusted.

BOEING 787 8–ATA 5610 FLIGHT COMPARTMENT WINDOWS–WINDOW–CRACKED. DR 611851877
Right forward cockpit window cracked. Same replaced.

BOMBARDIER CL600 2B16–ATA 3416 ALTIMETER, BAROMETRIC/ENCODER–RADIO ALTIMETER–Co axial cable connectors loose. DR 611851878
At 1200 ft AMSL, RAD ALT blanked out. Crew briefed as EGPWS ‘Pull Up’ annunciations could occur. As aircraft entered left turn on autopilot, RADALT indications returned but jumped between 400 ft and 1200 ft before the red ‘RA’ annunciation appeared on both the pilots and co-pilots MFD’s. EGPWS then annunciated ‘Terrain, Pull Up’, terrain was flat. This spurious RADALT fault and subsequent EGPWS annunciation occurred three times within two minutes. During troubleshooting, RADALT transceiver 2 x co-axial connectors found loose. Co-axial connectors re-secured. RAD ALT system functionally tested IAW AMM 34-44-01, found serviceable.

BOEING 737 81D–ATA 5210 PASSENGER/CREW DOORS–PIN–SHEARED. DR 611851906
On aircraft arrival, crew and ground staff were unable to open the L1 door past the cracked position. L1 door guide arm/radius link attach pin screw sheared with pin migrating and jamming the door. Screw was replaced IAW AMM 52-11-21 with the door operating satisfactory. Investigation initiated.

Leave a Reply