N1881Q
Operators of this aircraft
Who operated this tail, and how firmly we know it.
No operator established for this aircraft.
Accident & incident history
Maintenance disclosures
ACFT DEPARED, AT ABOUT 1300L FOR A 5 MINUTE REPO FLT (NO PAX), WITH APU RUNNING, SHORTLY AFTER LEVEL OFF AT 3000', FIRE WARNING SOUNDED, APU FIRE LIGHT ILLUMINATED, & APU AUTOMATICALLY SHUTDOWN. WARNING LIGHT DID NOT EXTINGUISH & FOLLOWING EMERGENCY PROCEDURES, CREW FIRED APU FIRE BOTTLE. FIRE LIGHT STILL DID NOT EXTINGUISH, REQUESTED PRIORITY & FIRE EQUIPMENT. CREW HAD NO OTHER SYSTEMS AFFECTED & EXPERIENCED NO SMOKE OR FUMES. UPON LANDING & CLEARING RUNWAY THEY SHUT EVERYTHING DOWN. UPON INSP OF AFT COMPARTMENT NO SIGN OF FIRE INDICATED. CREW RE-STARTED 1 ENGINE TO TAXI IN, FIRE LIGHT DID NOT ILLUMINATE. MX PREFORMED A VISUAL INSP OF APU & AFT BAY WITH NO DISCREPANCIES NOTED. DETERMINED ACFT TO BE SAFE FOR CONTINUED OPS & PLACE FOLLOWING ITEMS ON MEL. MEL 26-2 CAT "C" APU FIRE WARNING SYS. MEL 26-3 CAT"C" APU FIRE EXTINGUISHER SYS. PLACARDED INSTRUMENT PANEL & INSTRUCTED THAT "APU MAY NOT BE USED".
AFTER TAKEOFF, AT ABOUT 7000 MSL THE ACFT EXPERIENCED AN "APU FIRE INDICATION". CREW FOLLOWED THEIR EMERGENCY PROCEDURES CHECK LIST AND DISCHARGED THE APU FIRE BOTTLE. THE SOLE INDICATION WAS THE LIGHT. THE CREW HAD NO ASSOCIATED SCENTS OR FUME AND NO OTHER SYS SHOWED SIGNS OF BEING AFFECTED. THE CREW DECLARED AN EMERGENCY AND RETURNED TO DEPARTURE. MX INSPECTED THE APU, AFT BLEED LINES AND SURROUNDING AREA WITH NO EVIDENCE OF BLEED AIR LEAK OR FIRE BEING INDICATED. NO DEFECTS WERE NOTED BY MX. THE FOLLOWING APU SYS WERE PLACED ON MEL 26-2 APU FIRE WARNING SYSTEM AND MEL 26-3 APU FIRE EXTINGUISHING SYS. APU WAS PLACARDED "APU MAY NOT TO BE USED". THE AIRCRAFT RETURNED WITHOUT ANY ISSUES OR ADDITIONAL OCCURRENCES.
STARTER GENERATOR SPLINE SHAFT INSTALLED IN STARTER GENERATOR SHEARED AT THE BASE OF THE INTERNAL SPLINE AFTER ABOUT 25 START CYCLES. IT IS OUR OPINION THAT THE HOLE, WHICH IS DRILLED AND TAPE TO ACCEPT THE RETAINING SCREW IS BEING DRILLED TO DEEP AND IS THE CAUSE OF THE SHAFT FAILURES.
GENERAL ELECTRIC STARTER GENERATOR (PN 2CM308C3) WAS INSTALLED ON OUR APU ON 10/30/01 WITH A NEW SPLINE SHAFT SHEARED AT THE BASE OF THE INTERNAL SPLINE AFTER ABOUT 50 START CYCLES. IT IS OUR OPINION THAT THE HOLE, WHICH IS DRILLED AND TAPED TO ACCEPT THE RETAINING SCREW IS BEING DRILLED TO DEEP AND IS THE CAUSE OF THE SHAFT FAILURES.
STARTER GENERATOR SPLINE SHAFT (PN 36B50419G1) INSTALLED IN STARTER GENERATOR (PN 2CM308C3) SHEARED AT THE BASE OF THE INTERNAL SPLINE AFTER ABOUT 30 START CYCLES. IT IS OUR OPINION THAT THE HOLE, WHICH IS DRILLED AND TAPED TO ACCEPT THE RETAINING SCREW IS BEING DRILLED TO DEEP AND IS THE CAUSE OF THE SHAFT FAILURES.
GAUGE INSTALLED. ENGINE GROUND RUN AND FUNCTIONED NORMALLY. ON NEXT FLIGHT, CREW NOTICED TEMPERATURE WAS READING LOW. REPLACED GAUGE.