N12530

Part: SKIN — CRACKED (FRAMES 75-76) · airframe 26,181 hrs · 27,483 cycles

DURING C-CHECK, THE RT AFT SKIN WAS FOUND TO BE CRACKED. MAINTENANCE PERFORMED A DOUBLER REPAIR IAW EC5330-03109. THE AIRCRAFT WAS APPROVED FOR RETURN TO SERVICE.

Part: FRAME — CRACKED (ZONE 200) · airframe 22,205 hrs · 22,679 cycles

DURING C-CHECK. LT FRAME NR 10 CRACKED AT DV WINDOW LOWER CUT OUT. R & R FRAME IAW SRM 51-40-02. ACFT WAS APPROVED FOR RETURN TO SERVICE.

Part: FRAME — CRACKED (ZONE 200) · airframe 22,205 hrs · 22,679 cycles

DURING C-CHECK. RT FRAME 10 CRACKED AT DV WINDOW LOWER CUT OUT. R & R FRAME IAW SRM 51-40-02. ACFT WAS APPROVED FOR RETURN TO SERVICE.

Part: CONTROL MODULE — OVERHEATED (CABIN LIGHTS) · airframe 21,340 hrs · 21,518 cycles

CREW REPORTED A BURNING ODOR IN THE FWD CABIN AND GALLEY AREA. MX R & R THE LIGHT CONTROL MODULE AT SEAT 1A, OPS TESTED WITH NO DEFECTS AND THE ACFT WAS APPROVED FOR RETURN TO SERVICE.

Part: UNKNOWN — ODOR (CABIN) · airframe 21,309 hrs · 21,477 cycles

THE CREW REPORTED A BURNING ODOR COMING FROM OVER HEAD LIGHTS ABOVE 1A. THE ACFT LANDED WITHOUT INCIDENT AND MX INSPECTED THE ACFT, WERE UNABLE TO DUPLICATE THE DISCREPANCY, AND THE ACFT WAS APPROVED FOR RETURN TO SERVICE.

Part: SKIN — CRACKED (ZONE 200) · airframe 21,112 hrs · 21,195 cycles

DURING 5A INSPECTION THE RT FUSELAGE WAS FOUND TO BE CRACKED AT A RIVET ON FRAME 77 BELOW STRINGER 04R. MX PERFORMED A FILLER/ DOUBLER REPAIR IAW ENGINEERING CHANGE REPAIR AUTHORIZATION EC5330-02501, AND THE ACFT WAS APPROVED FOR RETURN TO SERVICE.

Part: SKIN — CRACKED (FUSELAGE) · airframe 21,112 hrs · 21,195 cycles

DURING 5A INSPECTION, THE LT AFT FUSELAGE SKIN WAS FOUND TO BE CRACKED AT A RIVET ON FRAME 79 BELOW STRINGER 03L. MX PERFORMED A FILLER/DOUBLER REPAIR IAW ENGINEERING CHANGE REPAIR AUTHORIZATION EC5330-02501, AND THE ACFT WAS APPROVED FOR RETURN TO SERVICE.

Part: SKIN — DAMAGED (ZONE 200) · airframe 20,321 hrs · 20,121 cycles

DURING 5A CHECK MISDRILLED HOLE BETWEEN FRM 8-9, STR 13L-15L. MX PERFORMED REPAIR OF MISDRILLED HOLE IAW CPM 51-21-06. THE ACFT WAS APPROVED FOR RETURN TO SERVICE.

Part: UPLOCK — FAULTY (RT MLG) · airframe 18,949 hrs · 18,043 cycles

CREW REPORTED THAT THEY RECEIVED A LANDING GEAR LEVER DISAGREE MESSAGE UPON GEAR RETRACTION. THE CREW FOLLOWED THE QUICK REFERENCE HANDBOOK AND CYCLED THE LANDING GEAR, AND THE RIGHT MAIN LANDING GEAR SHOWED IN TRANSIT UPON A SECOND GEAR RETRACTION. THE CREW DECIDED TO RETURN TO KMKE AND DECLARED AN EMERGENCY. THEY LANDED WITHOUT INCIDENT WITH THE LANDING GEAR SHOWING DOWN AND LOCKED. MAINTENANCE REPLACED THE RIGHT MAIN LANDING GEAR UPLOCK BOX. OPERATIONAL CHECKS WERE GOOD WITH NO FURTHER DEFECTS NOTED.

Part: SOLENOID VALVE — FAULTY (NLG DOOR) · airframe 18,946 hrs · 18,039 cycles

CREW REPORTED THAT THEY FELT AN ABNORMAL VIBRATION AND NOISE FROM THE NOSE LANDING GEAR UPON GEAR RETRACTION. THE AIRCRAFT LANDED AT ITS INTENDED DESTINATION WITHOUT INCIDENT. MAINTENANCE FOUND THE NOSE LANDING GEAR DOORS TO NO BE FULLY CLOSING. THE NOSE LANDING GEAR DOOR SOLENOID VALVE WAS REPLACED. OPERATIONAL CHECKS WERE GOOD WITH NO FURTHER DEFECTS NOTED.

Part: RESISTOR — FAULTY (THRUST REVERSER) · airframe 18,749 hrs · 17,685 cycles

CREW REPORTED THAT DURING FLIGHT THEY RECEIVED AN ENGINE 1 REVERSER FAIL MESSAGE ON THE EICAS. THE AIRCRAFT DIVERTED TO KSDF AND LANDED WITHOUT INCIDENT. MAINTENANCE LOCKED OUT THE ENGINE 1 THRUST REVERSER AND DEFERRED THE ITEM. MKE MAINTENANCE CLEARED THE DEFERRAL ON 10/18/2011 BY CHANGING THE LEFT-HAND RESISTOR MODULE. OPERATIONAL CHECKS WERE GOOD WITH NO FURTHER DEFECTS NOTED.

Part: CONTROL UNIT — FAULTY (BRAKE SYSTEM) · airframe 18,628 hrs · 17,471 cycles

CREW REPORTED THAT AFTER TAKEOFF, WITH THE LANDING GEAR SELECTED DOWN, RECEIVED A BRAKE DEGRADED MESSAGE. THE AIRCRAFT RETURNED TO KMKE AND LANDED WITHOUT INCIDENT. MAINTENANCE REPLACED THE BRAKE CONTROL UNIT. OPERATIONAL CHECKS WERE GOOD WITH NO FURTHER DEFECTS NOTED.

Part: TRIM SYSTEM — MALFUNCTIONED (STABILIZER) · airframe 18,453 hrs · 17,210 cycles

CREW REPORTED THAT DURING CLIMB, AT APPROXIMATELY 3,000 FEET, THE MAIN PITCH TRIM WAS INOPERATIVE. THE CREW FOLLOWED THE QUICK REFERENCE HANDBOOK AND RETURNED TO KMKE. THE CREW ALSO REPORTED THAT THE BACK-UP PITCH TRIM WORKED AS NORMAL. THE AIRCRAFT LANDED WITHOUT INCIDENT. MAINTENANCE RESET THE ELECTRICAL SYSTEM AND PERFORMED EMBRAER FIM TASK 27-43-00. NO DEFECTS WERE FOUND AND OPERATIONAL CHECKS OF THE PRIMARY AND BACK-UP PITCH TRIM SYSTEMS WERE GOOD WITH NO FURTHER DEFECTS NOTED.

Part: PROXIMITY SWITCH — FAULTY (NLG) · airframe 18,149 hrs · 16,760 cycles

CREW REPORTED THAT AFTER TAKEOFF THE NOSE LANDING GEAR DOORS DID NOT CLOSE UNTIL 9000 FEET. ALL LANDING GEAR INDICATIONS WERE NORMAL. THE AIRCRAFT LANDED WITHOUT INCIDENT. MAINTENANCE REPLACED THE NOSE LANDING GEAR SEQUENCE PROXIMITY SWITCH AND RELAY K0642. OPERATIONAL CHECKS WERE GOOD WITH NO FURTHER DEFECTS NOTED.

Part: SOLENOID VALVE — INOPERATIVE (NLG DOOR) · airframe 18,147 hrs · 16,756 cycles

CREW REPORTED THAT DURING CLIMB THAT THE NOSE GEAR DOORS WERE NOT CLOSED. AT 10,000 FEET THE NOSE GEAR DOORS CLOSED AND EVERYTHING REMAINED NORMAL FOR THE REST OF THE FLIGHT. THE AIRCRAFT LANDED WITHOUT INCIDENT. MAINTENANCE REPLACED THE NOSE LANDING GEAR DOOR SOLENOID VALVE. OPERATIONAL CHECKS WERE GOOD WITH NO FURTHER DEFECTS AT THAT TIME.

Part: SWITCH — DEFECTIVE (NLG) · airframe 18,138 hrs · 16,745 cycles

CREW REPORTED, HEARD A LOUD NOISE THE ENTIRE FLIGHT AND BELIEVED THAT THE NOSE LANDING GEAR DOOR DID NOT CLOSE. THE CREW INSPECTED THE AIRCRAFT AND NOTED THAT ALL OF THE PANELS WERE CLOSED. THE CREW ALSO NOTED THAT ALL GEAR INDICATIONS WERE NORMAL. THE AIRCRAFT LANDED WITHOUT INCIDENT. MAINTENANCE PLACED THE AIRCRAFT UPON JACKS AND CONFIRMED THAT THE NOSE LANDING GEAR DOORS WERE NOT CLOSING UPON GEAR RETRACTION. THEY REPLACED THE NOSE LANDING GEAR SEQUENCE SWITCH AND OPERATIONAL CHECKS WERE GOOD WITH NO FURTHER DEFECT NOTED.

Part: INVERTER — INOPERATIVE (CABIN) · airframe 17,504 hrs · 15,856 cycles

DURING INSPECTION, THE UPPER EMERGENCY LIGHT AT THE SERVICE DOOR WAS FOUND TO BE INOPERATIVE. MAINTENANCE REPLACED THE NR 1 INVERTER WITH NO FURTHER DEFECTS NOTED.

Part: LIGHT — INOPERATIVE (CABIN) · airframe 17,498 hrs · 15,850 cycles

DURING INSPECTION, THE NR 3 FLOOR PROXIMITY LIGHT STRIP WAS FOUND TO BE INOPERATIVE. MAINTENANCE REPLACED THE NR 3 FLOOR PROXIMITY EMERGENCY LIGHT STRIP WITH NO FURTHER DEFECTS NOTED.

Part: LIGHT — INOPERATIVE (CABIN) · airframe 16,871 hrs · 14,982 cycles

DURING INSPECTION, THE EMERGENCY FLOOR PROXIMITY LIGHT AT ROW 3 WAS FOUND TO BE INOP WHEN TESTED. MAINTENANCE REPLACED THE FLOOR PROXIMITY LIGHT STRIP AT ROW 3 WITH NO FURTHER DEFECTS NOTED.

Part: BATTERY PACK — DISCHARGED (CABIN) · airframe 16,433 hrs · 14,395 cycles

DURING INSPECTION, THE FIRST FLOOR PROXIMITY EMERGENCY LIGHT WAS FOUND TO BE INOPERATIVE. MAINTENANCE REPLACED THE NR 2 EMERGENCY LIGHT BATTERY WITH NO FURTHER DEFECTS NOTED.

Part: ANTI-ICE SYSTEM — MALFUNCTIONED

BLEED 2 LOW TEMP INOP IN ICING CONDITION. MX RELEASED ON MEL IAW 36-11-05. IAW MX VERIFIED NORMAL OPERATION OF BLEED SYSTEM AND ICE AND RAIN PROTECTION TEST REF EMB 135, AMM 30-00-00. THE AIRCRAFT WAS APPROVED TO RETURN FOR SERVICE. (K)

Part: LIGHT — MALFUNCTIONED (CABIN) · airframe 13,835 hrs · 11,314 cycles

IAH - DURING A-CHECK INSPECTION THE AISLE PATH LIGHTING BETWEEN ROWS 7 & 9 AND EMERGENCY EXIT ROW WERE FOUND TO BE INOPERATIVE. MAINTENANCE PERFORMED AN OPERATIONAL CHECK OF THE AFFECTED LIGHTS WITH NO DEFECTS NOTED AND THE AIRCRAFT WAS APPROVED FOR RETURN TO SERVICE.

Part: LIGHT — MALFUNCTIONED (CABIN) · airframe 13,118 hrs · 10,779 cycles

IAH - DURING POST FLIGHT INSPECTION THE CREW REPORTED SMOKE COMING FROM THE READING LIGHT AT SEAT 2A. MAINTENANCE REMOVED AND REPLACED THE READING LIGHT ASSEMBLY, OPERATIONALLY CHECKED WITH NO DEFECTS NOTED. THE AIRCRAFT WAS APPROVED FOR RETURN TO SERVICE.

Part: CONTROLLER — DEFECTIVE (CABIN PRESSURE) · airframe 12,496 hrs · 10,285 cycles

FLIGHT 2449 - SHV - PILOT REPORTED LVL AT FL260 SLOW LOSS OF CABIN PRESSURE AT CABIN ALT 9500FT TRIED QRH AND MANUAL CONTROL BUT CABIN THEN WENT QUICKLY UP TO 10,500, 12,500 AND PEAKED AT 14,000FT CABIN ALT. PAX O2 MASKS AUTO DEPLOYED AND WERE USED. FAILURE OF CPAM OR ELECTRO PNEUMATIC VALVE. MAINTENANCE REMOVED AND REPLACED MANUAL CONTROLLER IAW EMB 135 AMM 21-31-02. PERFORMED ALL OPS CHECK, ALL OPS CHECK GOOD NO DEFECTS NOTED. AIRCRAFT WAS APPROVED TO RETURN TO SERVICE.

Part: INVERTER — INOPERATIVE (CABIN) · airframe 11,930 hrs · 9,814 cycles

IAH - DURING MAINTENANCE INSPECTION, THE LT & RT EXIT IDENTIFIER LIGHTS ON THE CABIN EXITS AND THE NUMBER FOUR AISLE PATH LIGHTING STRIP WERE FOUND TO BE INOPERATIVE. MAINTENANCE REMOVED AND REPLACED THE NUMBER FIVE EMERGENCY LIGHT INVERTER, OPERATIONALLY CHECKED WITH NO DEFECTS, AND THE AIRCRAFT WAS APPROVED FOR RETURN TO SERVICE.

Part: FIREWALL — CHAFED (APU) · airframe 9,004 hrs · 7,522 cycles

SHV - DURING C-CHECK THE APU FIREWALL WAS FOUND TO BE CHAFED AT THE SIX O`CLOCK POSITION. MAINTENANCE PERFORMED A DOUBLER REPAIR TO THE DAMAGED AREA IAW CONTINENTAL EXPRESS EC5310-01359. THE AIRCRAFT WAS APPROVED FOR RETURN TO SERVICE.

Part: CONNECTOR — CONTAMINATED (ENGINE NACELLE)

CREW REPORTED, STRONG FUEL ODOR WITH APU START. MAINTENANCE FOUND WATER IN NR 1 ENGINE BLEED VALVE CONNECTOR, REMOVED WATER FROM CONNECTOR AND RESECURED NR 1 ENGINE BLEED VALVE CONNECTOR IAW EMB135 AMM 36-12-01, OPS CHECKED GOOD. NO ODOR NOTED. AIRCRAFT RETURNED TO SERVICE.

Part: APU — ODOR (APU BAY)

CLE FLIGHT 2888 THE CREW REPORTED A STRONG FUEL ODOR IN THE COCKPIT WHEN THE APU WAS STARTED. MAINTENANCE PLACED THE APU ON MEL.

Part: STRUCTURE — CHAFED (ENGINE NACELLE) · airframe 4,271 hrs · 3,837 cycles

SHV- DURING C-CHECK THE NUMBER ONE ENGINE UPPER COWLING AFT EDGE STRUCTURE WAS FOUND TO BE CHAFED. MAINTENANCE REMOVED AND REPLACED THE AFFECTED EDGE STRUCTURE IAW EMB 135 SRM 51-40-02. THE AIRCRAFT WAS APPROVED FOR RETURN TO SERVICE.

Part: BRACKET — CORRODED (FUSELAGE) · corrosion level 2 · airframe 4,271 hrs · 3,837 cycles

SHV-DURING C CHECK THE MAIN DOOR THRESHOLD AFT U BRACKET WAS FOUND TO BE CORRODED. MAINTENANCE REMOVED AND REPLACED THE AFFECTED BRACKET IAW EMB 135 SRM 51-40-02. THE AIRCRAFT WAS APPROVED FOR RETURN TO SERVICE.

Part: BRACKET — CORRODED (FUSELAGE) · corrosion level 2 · airframe 4,271 hrs · 3,837 cycles

DURING C CHECK THE MAIN DOOR THRESHOLD FORWARD U BRACKET WAS FOUND TO BE CORRODED. MAINTENANCE REMOVED AND REPLACED THE AFFECTED BRACKET IAW EMB 135 SRM 51-40-02. THE AIRCRAFT WAS APPROVED FOR RETURN TO SERVICE.

Part: FIREWALL — CRACKED (APU BAY) · airframe 4,271 hrs · 3,837 cycles

SHV- DURING C-CHECK THE APU FIREWALL WAS FOUND TO BE CRACKED AT THE UPPER RIGHT VERTICAL SUPPORT. MAINTENANCE REMOVED THE DAMAGED AREA AND PERFORMED A DOUBLER REPAIR IAW EMB 135 SRM 53-32-13. THE AIRCRAFT WAS APPROVED FOR RETURN TO SERVICE.

Part: FLOORBEAM — CORRODED (FUSELAGE) · corrosion level 2 · airframe 4,271 hrs · 3,837 cycles

DURING C CHECK THE LT OMEGA BEAM WAS FOUND TO BE CORRODED AT FRAME 20. MAINTENANCE REMOVED THE DAMAGED AREA AND PERFORMED A FILLER SHIM REPAIR IAW EMB 135 SRM 53-21-10. THE AIRCRAFT WAS APPROVED FOR RETURN TO SERVICE.

Part: SILL — CORRODED (CABIN) · corrosion level 2 · airframe 4,271 hrs · 3,837 cycles

SHV- DURING C-CHECK THE CARGO DOOR LOWER SILL BEAM WAS FOUND TO BE CORRODED. MAINTENANCE REMOVED AND REPLACED THE AFFECTED SILL IAW EMB 135 SRM 51-40-02. THE AIRCRAFT WAS APPROVED FOR RETURN TO SERVICE.

Part: ANGLE — CORRODED (CABIN) · corrosion level 2 · airframe 4,271 hrs · 3,837 cycles

SHV- DURING C-CHECK THE CENTER RAMP ANGLE AT FRAME 20 WAS FOUND TO BE CORRODED. MAINTENANCE REMOVED AND REPLACED THE AFFECTED ANGLE IAW EMB 135 SRM 51-40-02. THE AIRCRAFT WAS APPROVED FOR RETURN TO SERVICE.

Part: FLOORBEAM — CORRODED (CABIN) · corrosion level 2 · airframe 4,271 hrs · 3,837 cycles

SHV-DURING C-CHECK THE CENTER FLOORBEAM AT FRAME 20 WAS FOUND TO BE CORRODED. MAINTENANCE REMOVED AND REPLACED THE AFFECTED FLOORBEAM IAW EMB 135 SRM 51-40-02. THE AIRCRAFT WAS APPROVED FOR RETURN TO SERVICE.

Part: BUTTSTRAP — CORRODED (CABIN) · corrosion level 2 · airframe 4,271 hrs · 3,837 cycles

SHV-DURING C-CHECK THE CENTER BUTTSTRAP AT FRAME 20 WAS FOUND TO BE CORRODED. MAINTENANCE REMOVED AND REPLACED THE AFFECTED BUTTSTRAP IAW EMB 135 SRM 51-40-02. THE AIRCRAFT WAS APPROVED FOR RETURN TO SERVICE.

Part: BUTTSTRAP — CORRODED (CABIN) · corrosion level 2 · airframe 4,271 hrs · 3,837 cycles

SHV-DURING C-CHECK THE CENTER BUTTSTRAP AT FRAME 61 WAS FOUND TO BE CORRODED. MAINTENANCE REMOVED AND REPLACED THE AFFECTED BUTTSTRAP IAW EMB 135 SRM 51-40-02. THE AIRCRAFT WAS APPROVED FOR RETURN TO SERVICE.

Part: STRINGER — CHAFED (FUSELAGE) · airframe 4,271 hrs · 3,837 cycles

SHV-DURING C-CHECK STRINGER 19 RIGHT WAS FOUND TO BE CHAFED BETWEEN FRAMES 52 AND 53. MAINTENANCE REMOVED THE DAMAGED AREA AND PERFORMED A DOUBLER REPAIR IAW EC 5320-01106 AND EMB 135 SRM 53-24-02. THE AIRCRAFT WAS APPROVED FOR RETURN TO SERVICE.

Part: LIGHT — INOPERATIVE (CABIN)

DURING POST FLIGHT INSPECTION THE FLIGHT CREW REPORTED THAT THE LAST OVERHEAD EMERGENCY LIGHT DID NOT ILLUMINATE. MAINTENANCE REMOVED AND REPLACED THE ASSOCIATED LAMP AND OPERATIONALLY CHECKED THE LIGHT.

Part: FUEL NOZZLE — COKED (APU)

CLE FLIGHT NR 2827 THE CREW REPORTED A VERY STRONG FUEL SMELL AFTER STARTING APU. MAINTENANCE INSPECTED AND REPLACED THE NR 4 AND NR 6 APU FUEL NOZZLES. OPERATIONAL CHECKS WERE GOOD.

Part: DRIVE UNIT — INOPERATIVE (TE FLAPS)

FLIGHT 2717, AFTER TAKEOFF THE CREW NOTED THAT THE FLAPS FAIL MESSAGE APPEARED AND THE FLAPS DO NOT MOVE. THE AIRCRAFT RETURNED TO IAH AND LANDED WITHOUT INCIDENT. MAINTENANCE REMOVED AND REPLACED THE FLAP POWER DRIVE UNIT, PERFORMED A OPERATIONAL CHECK OF THE FLAPS, NO DEFECTS NOTED. THE AIRCRAFT WAS APPROVED FOR RETURN TO SERVICE.