N527VA

Part: SEAT TRACK — CORRODED (FUSELAGE) · corrosion level 2 · airframe 37,243 hrs · 13,763 cycles

MAIN CABIN, FR18 Y-1292, FLOOR BEAM CORRODED GROUNDED - YES. SEAT TRACK HAS AREAS OF CORROSION WITH 100% LOSS. REMOVED AND REPLACED SEAT TRACK P/N D5311278220201 IAW A319 SRM 51-42-11

Part: SUPPORT FITTING — CORRODED (FUSELAGE) · corrosion level 2 · airframe 37,238 hrs · 13,762 cycles

LEFT SIDE AFT MAIN CABIN FRAME SUPPORT FITTING AT FRAME 70 AND ADJACENT TO THE LEFT LATERAL SHEAR PLATE HAS CORROSION ON UPPER SECTION. **AREA MARKED IN RED**  GROUNDED - YES. NO ALLOWABLE DAMAGE LIMITS GIVEN FOR FRAME SUPORT IN A319 SRM. REMOVED AND REPLACED SRAME SUPORT P/N D5347112320200 IAW A319 ARM 51-42-11.

Part: FLOOR SUPPORT — CORRODED (FUSELAGE) · corrosion level 2 · airframe 37,238 hrs · 13,762 cycles

RIGHT AFT CABIN LONGITUDINAL FLOOR BEAM -Y1292, JUST FORWARD OF FRAME 68 AND ADJACENT TO THE "R2" DOOR AFT GIRT BAR FITTING HAS CORROSION. **AREA MARKED IN RED** GROUNDED - YES. NO ALLOWABLE DAMAGE LIMITS GIVEN IN A319 SRM FOR "HARDPOINT LOCATION". REMOVED AND REPLACED FLOOR BEAM P/N D5347218920600 IAW A319 SRM 51-42-11.

Part: FLOOR SUPPORT — CORRODED (FUSELAGE) · corrosion level 2 · airframe 37,238 hrs · 13,762 cycles

RIGHT SIDE AFT CABIN LONGITUDINAL FLOOR BEAM -Y765, AT FRAME 68 HAS CORROSION. **AREA MARKED IN RED**  GROUNDED - YES. NO ALLOWABLE LIMITS GIVEN IN A319 SRM FOR FLOOR BEAM HARD POINT. REMOVED AND REPLACED FLOOR BEAM P/N D5347219320200 IAW A319 SRM 51-42-11

Part: SHEAR PLATE — CORRODED (FUSELAGE) · corrosion level 2 · airframe 37,238 hrs · 13,762 cycles

LEFT SIDE AFT MAIN CABIN LATERAL SHEAR PLATE HAS CORROSION AT FRAME 70 AND AT TRAILING END OF LONGITUDINAL FLOOR BEAM Y1162. **AREAS MARKED IN RED**  GROUNDED - YES. NO ALLOWABLE DAMAGE LIMITS FOR SHEAR PLATE IN A319 SRM. REMOVED AND REPLACED SHEAR PLATE P/N D5347112420200 IAW A319 SRM 51-42-11.

Part: SHEAR PLATE — CORRODED (FUSELAGE) · corrosion level 2 · airframe 37,238 hrs · 13,762 cycles

RIGHT SIDE AFT CABIN SHEAR PLATE, AT FRAME 70 AND AFT OF LONGITUDINAL FLOOR BEAM -Y1292 HAS NUMEROUS AREAS OF CORROSION. GROUNDED - YES. NO ALLOWABLE DAMAGE LIMITS FOR SHEAR PLATE IN A319 SRM. REMOVED AND REPLACED SHEAR PLATE IAW A319 SRM 51-42-11 AND A319 DWG 53474180

Part: DOOR SILL — CORRODED (FUSELAGE) · corrosion level 2 · airframe 37,238 hrs · 13,762 cycles

RIGHT AFT CABIN "R2" DOOR, DOUBLER PLATE ADJACENT TO AND UNDER THE FORWARD GIRT BAR FITTING HAS CORROSION. **AREA MARKED IN RED**  GROUNDED - YES. REMOVED CORROSION-ORIGINAL THICKNESS .256 REMAINING .090, REMOVED .166 AND FOUND TO BE OUT OF LIMITS IAW A319 53-41-14. REMOVED AND REPLACED DOOR SILL P/N D5348004320701 IAW A319 SRM 51-42-11 REF AIRBUS DWG# D53480505. THIS IS A CATEGORY "A" REPAIR.

Part: FLOOR SUPPORT — CORRODED (FUSELAGE) · corrosion level 2 · airframe 39,463 hrs · 15,064 cycles

LEFT SIDE LONGDITUDINAL FLOOR BEAM Y1732, COUPLING -Y1450 HAS CORROSION JUST FORWARD OF FRAME 66 AND ADJACENT TO THE FORWARD GIRT BAR FITTING. **AREA MARKED IN RED**  GROUNDED - YES. REMOVED CORROSION - ORIGINAL THICKNESS. 150,. REMAINING .109, REMOVED .041 AND FOUND TO BE OF LIMIT IAW A319 SRM 53-41-14. ACCOMPLISHED DOUBLER REPAIR IAW A319 SRM 53-41-14-300-001 AND ALASKA EA A319 - 53EA-00411. THIS IS A CATEGORY "A" REPAIR

Part: SHEAR PLATE — CORRODED (FUSELAGE) · corrosion level 2 · airframe 37,238 hrs · 13,762 cycles

RIGHT SIDE AFT CABIN SHEAR PLATE JUST AFT OF FRAME 68 AND OUTBOARD OF LONGITUDINAL FLOOR BEAM -Y1292 HAS CORROSION. **AREA MARKED IN RED** GROUNDED - YES. NO ALLOWABLE DAMAGE LIMITS GIVEN FOR SHEAR PLATE IN A319 SRM. REMOVED AND REPLACED SHEAR PLATE P/N D5348001921795 IAW A319 SRM 51-42-11.

Part: SHEAR PLATE — CORRODED (FUSELAGE) · corrosion level 2 · airframe 37,238 hrs · 13,762 cycles

LEFT SIDE AFT MAIN CABIN LATERAL SHEAR PLATE IS CRACKED ON INBOARD EDGE BETWEEN FRAMES 68 & 69, OUTBOARD OF LONGITUDINAL BEAM Y1292, AND JUST AFT OF THE "L2" DOOR. **CRACKED  GROUNDED - YES. NO ALLOWABLE LIMITS GIVEN FOR SHEAR PLATE IN A319 SRM. REMOVED AND REPLACED SHEAR PLATE PN/D5348001921695. IAW A319 SRM 51-42-11

Part: FLOOR SUPPORT — CORRODED (FUSELAGE) · corrosion level 2 · airframe 37,238 hrs · 13,762 cycles

RIGHT CENTER AFT CABIN LONGITUDINAL FLOOR BEAM Y254 JUST AFT OF FRAME 70 HAS CORROSION. **AREA MARKED IN RED**  GROUNDED - YES. NO ALLOWABLE LIMITS GIVEN IN A319 SRM FOR FLOOR BEAM HARD POINT. REMOVED AND REPLACED FLOOR BEAM P/N D534219720200 IAW A319 SRM 51-42-11.

Part: APU — OVERSERVICED (APU BAY) · airframe 35,115 hrs · 12,720 cycles

STRONG ODOR RETURNED ON DESCENT. SMELLED LIKE OIL DROPPING ON SOMETHING HOT. MOST NOTICEABLE IN CENTER CABIN. ACFT GROUNDED. TROUBLESHOT AND FOUND A APU BLEED FAULT IAW TSM 25-00-00-810-823. RAN ENGINES AND APU BLEED OFF WITH NO OCCURENCE OF ODORS. FOUND APU TO BE VERY OVERSERVICED. DESERVICED OIL TO CORRECT LEVEL IAW AMM 49-90-00. CLEANED APU COMPARTMENT & INLET, REMOVED NEW AND OLD BUILDUP. RAN APU FOR HOUR. NO ODOR OR APU LEAKS NOTED, REPLACED RECITULATION FILTERS IAW AMM 21-21-41. CLEARS MDDR 55461. PLACARD REMOVED. MC NOTIFIED.

Part: WINDSHIELD — CRACKED (COCKPIT) · airframe 30,641 hrs · 11,169 cycles

CAPTAIN`S WINDSHIELD CRACKED DURING FLIGHT, RETURNED TO DEPARTURE. REMOVED AND REPLACED THE WINDSHIELD IAW AMM 56-11-11. OPS TEST THE ANTI-ICE DEFOGGING SYSTEM IAW 30-42-00, TESTED GOOD.

Part: ACM — FAILED (NR 1)

BROWN SMOKE AND BURNING ODOR FROM COCKPIT AIR VENTS, TEMP IN CABIN INCREASED TO 110 DEGREES. ACCOMPLISHED TSM`S 055000810831A AND 240000810823. DEBRIEFED FLT CREW. COCKPIT TEMP REACH 135 DEGREES. ON ARRIVAL THE NR 1 PACK OVERHEAT. TROUBLESHOT AND REPEATED PACK 1 OVERHEAT, DUCT TEMP CLIMBED TO 115 BEFORE SHUTDOWN. ALL OTHER SYSTEMS OK. NO ELECTRICAL PROBLEMS NOTED. R & R PACK 1 AIR CYCLE MACHINE IAW AMM 21-52-21. SYSTEM LEAK AND OP CHECKS GOOD.

Part: PACKING — FAILED (HYD CHECK VALVE) · airframe 27,406 hrs · 9,910 cycles

ACFT EXPERIENCED LOSS OF YELLOW HYDRAULIC SYS PRESSURE AND FLUID QUANTITY. THE FLIGHT CREW SECURED THE YELLOW HYDRAULIC SYS AND CONTINUED TO DESTINATION. UPON LANDING THE CREW EXPERIENCED SIGNIFICANT MLG VIBRATION AT TOUCH BEFORE THE APPLICATION OF BRAKES. TECHS DISCOVERED A FAILED PACKING AT YELLOW SYS CHECK VALVE, 3050 GM, REF IPC 29-13-06-01, AT THE NR 2 ENGINE FLUID DISCONNECT PANEL IN THE RT PYLON AREA. THE PACKING WAS REPLACED AS WELL AS THE YELLOW SYS ENGINE DRIVEN HYDRAULIC PUMP AND ASSOCIATED FILTERS. THE SYS WAS REPLENISHED AND LEAK CHECKS WERE ACCOMPLISHED. TECHS ACCOMPLISHED THE SIGNIFICANT MLG VIBRATION INSPECTION IAW AMM 05-51-31 WITH NO FINDINGS. A CATEGORY-A ACCEPTANCE FLIGHT WAS SUCCESSFULLY ACCOMPLISHED WITH NO ABNORMALITIES NOTED. BOTH MAIN GEAR TORQUE LINKS WERE REPLACED DUE TO REQUIRED APEX PIN LUG INSPECTION. A GEAR RETRACTION TEST WAS ACCOMPLISHED AND THE ACFT WAS RETURNED TO SERVICE.

Part: UNKNOWN — ODOR (CABIN) · airframe 26,414 hrs · 9,402 cycles

AIRCRAFT ARRIVED AT DESTINATION, STRONG BURNING ODOR, REAR OF ACFT ON DESCENT. PERFORMED TSM 05-50-00-810-831-A, NO ODOR NOTED AT THIS TIME.

Part: FLOOR SUPPORT — CORRODED (FRAMES 68-69)

CABIN FLOOR SUPPORT CORRODED AT FRAMES 68-69, Y-1162.5, OUT OF LIMITS. REPLACED FLOOR SUPPORT IAW SRM 51-42-11.

Part: FLOOR SUPPORT — CORRODED (FRAMES 66-68)

CABIN FLOOR SUPPORT CORRODED AT FRAMES 66-68, Y-160.5 FOUND OUT OF LIMITS. REPLACED FLOOR SUPPORT IAW SRM 51-42-11.

Part: FLOOR SUPPORT — CORRODED (FRAMES 64-66)

CABIN FLOOR SUPPORT CORRODED AT FRAMES 64-66. REPLACED FLOOR SUPPORT IAW SRM 51-42-11.

Part: FLOOR SUPPORT — CORRODED (FRAMES 66-68)

CABIN FLOOR SUPPORT CORRODED AT FRAMES 66-68, Y-160.5 FOUND BEYOND LIMITS. REPLACED FLOOR SUPPORT IAW SRM 51-42-11.

Part: SHEAR PLATE — CORRODED (FRAME 70)

AFT CABIN, LT SHEAR PLATE CORRODED BEYOND LIMITS. REPLACED SHEAR PLATE FRAME 70 LT.

Part: SHEAR PLATE — CORRODED (FRAMES 69-70)

AFT CABIN RT SHEAR PLATE CORROSION BEYOND LIMITS. REPLACED RT SHEAR PLATE, FRAMES 69-70 RT.

Part: GUST LOCK — MALFUNCTIONED (L1 DOOR)

ACFT ARRIVED, WHEN OPENING THE L1 MAIN ENTRY DOOR, THE GUEST SERVICE AGENT NOTED THE LOCK STAY (GUST LOCK) WOULD NOT ENGAGE WITH THE DOOR COMPLETELY OPEN. MX WAS CALLED TO THE ACFT TO INVESTIGATE AND WAS PROVIDED THE TSM AND AMM REFERENCES TO START TROUBLESHOOTING. UPON GAINING ACCESS TOTHE LOCK STAY, THEY NOTED NO ISSUES WITH THE PUSHBUTTON MECHANISM, REF IPC 52-11-01-09D, ITEMS -80 AND -90. THE MX OPS TESTED THE LOCK STAY IAW AMM TASK 52-13-12 MULTIPLE TIMES TO ENSURE CORRECT OPERATION. THE ACFT WAS PLACED BACK IN SERVICE AND DEPARTED WITH NO DELAY. ENG MET THE ACFT AS IT CAME THROU AFTER FLIGHT AND NOTED NO ISSUES AT THAT TIME BUT SUGGESTED REPLACEMENT OF THE PLASTIC BUTTON AND SLEEVE ASSY. PARTS HAVE BEEN ORDERED AND WILL BE REPLACED NEXT OPPORTUNITY - RMA 29 CREATED. ACCORDING TO THE OPS RECORDS, ALL AD, SB, STC AND PMA ARE IN FULL COMPLIANCE WITH THE TYPE DESIGN CERTIFICATE AND ASSOCIATED REQUIREMENTS.

Part: BUSHING — FAILED (L1 DOOR)

ACFT ARRIVED, WHEN OPENING THE L1 MAIN ENTRY DOOR, THE GUEST SERVICE AGENT NOTED THE LOCK STAY (GUST LOCK) WOULD NOT ENGAGE WITH THE DOOR COMPLETELY OPEN. MX WAS CALLED TO THE ACFT TO INVESTIGATE AND WAS PROVIDED THE TSM AND AMM REFERENCES TO START TROUBLESHOOTING. UPON GAINING ACCESS TOTHE LOCK STAY, THEY NOTED NO ISSUES WITH THE PUSHBUTTON MECHANISM, REF IPC 52-11-01-09D, ITEMS -80 AND -90. THE MX OPS TESTED THE LOCK STAY IAW AMM TASK 52-13-12 MULTIPLE TIMES TO ENSURE CORRECT OPERATION. THE ACFT WAS PLACED BACK IN SERVICE AND DEPARTED WITH NO DELAY. ENG MET THE ACFT AS IT CAME THROU AFTER FLIGHT AND NOTED NO ISSUES AT THAT TIME BUT SUGGESTED REPLACEMENT OF THE PLASTIC BUTTON AND SLEEVE ASSY. PARTS HAVE BEEN ORDERED AND WILL BE REPLACED NEXT OPPORTUNITY - RMA 29 CREATED. ACCORDING TO THE OPS RECORDS, ALL AD, SB, STC AND PMA ARE IN FULL COMPLIANCE WITH THE TYPE DESIGN CERTIFICATE AND ASSOCIATED REQUIREMENTS.

Part: INSULATION — OUT OF POSITION (L1 DOOR) · airframe 12,851 hrs · 4,500 cycles

ARRIVED AT DESTINATION, WHEN OPENING THE L1 MAIN ENTRY DOOR, IT WAS NOTED THE LOCK STAY (GUST LOCK) WOULD NOT ENGAGE WITH THE DOOR COMPLETELY OPEN. MX CALLED AND WAS PROVIDED WITH THE TSM AND AMM REFERENCES TO START TROUBLESHOOTING. UPON GAINING ACCESS TOT HE LOCK STAY, NOTED DEBRIS DESCRIBED AS AN INSULATION POUCH THAT WAS IN THE MECHANISM THIS WAS REPOSITIONED AND THEN DOOR OPERATED NORMALLY. THE ACFT WAS PLACED BACK IN SERVICE AND DEPARTED AS FLIGHT 283 AFTER A 52 MINUTE DELAY. MX ISSUED AN RMA FOR FURTHER DETAILED INVESTIGATION. MX ADJUSTED DOOR STOP, REF AMM 52-11-00-05. ACCORDING TO THE OPERATORS RECORDS. ALL AD, SB, STC AND PMA ARE IN FULL COMPLIANCE WITH THE TYPED DESIGN CERTIFICATE AND ASSOCIATED REQUIREMENTS.

Part: LOCK — LACK OF LUBE (1L DOOR) · airframe 12,481 hrs · 4,393 cycles

L1 DOOR WIL NOT LOCK IN OPEN POSITION. LUBRICATED DOOR UNLOCKING MECHANISM IAW AMM 52-11-12-000-001.

Part: MECHANISM — LACK OF LUBE (L1 DOOR)

ACFT ARRIVED AT DESTINATION, WHEN OPENING THE L1 MAIN ENTRY DOOR, THE GUEST SERVICE AGENT NOTED THE LOCK STAY (GUST LOCK) WOULD NOT ENGAGE WITH THE DOOR COMLETELY OPEN. IT WAS TOLD TO THE CAPT, WHO NOTIFIED MX CONTROL, MX WAS CALLED TO THE AIRCRAFT TO INVESTIGATE AND WAS PROVIDED THE TSM AND AMM REFERENCES TO START TROUBLESHOOTING. UPON GAINING ACCESS TO THE LOCK STAY, THEY NOTED NO ISSUES WITH THE MECHANISM OTHER THAN BEING DRY AND STICKING. MX LUBRICATED AND OPS TESTED THE LOCK STAY IAW AMM TASK 52-13-12. THE ACFT WAS PLACED BACK IN SERVICE AND DEPARTED. NO FURTHER ISSUES WITH THIS DOOR HAVE BEEN NOTED.

Part: WIRE HARNESS — DAMAGED (NR 1 ENGINE)

IN NORMAL CRUISE, THE AIRCRAFT EXPERIENCED AN UNCOMMANDED SHUTDOWN OF THE NR 1 ENGINE. ECAM ENG1 FADEC A FAULT OCCURRED WITH ASSOCIATED MESSAGES. THE CREW RESTARTED THE ENGINE AFTER FOLLOWING QRH PROCEDURES . A/C DIVERTED INTO PDX WITH NO FURTHER FAULTS NOTED. CIRCUIT BREAKER A-4 (ENGINE 1 FADEC A AND EIU1) ON THE 49VU OVERHEAD PANEL WAS FOUND OPEN. UPON INSPECTION OF THE NR 1 ENGINE, CONDUCTED IAE TSM 73-25-00-810-843, THE J1 CONNECTOR PIN 13 (28V POWER SUPPLY) WAS FOUND WITH A RECESSED CONTACTOR DEEP WITHIN THE CONNECTOR. NO ARCING WAS NOTED ON EITHER THE ECU OR CONNECTOR. WITH THE CONNECTOR INSTALLED, CB A-4 WOULD NOT STAY CLOSED. WITH THE CONNECTOR REMOVED, THE CB WOULD REMAIN CLOSED. THESE PARTS WERE SENT TO AND REPLACED AT PDX:ECU PN 2123M56P04 TO BE REPLACED IAW AMM 73-21-60. TECH DEPARTED SFO WITH THE J1 HARNESS PN 642W9810-505. ALL PARTS WERE REPLACED. A FUNCTIONAL CHECK OF EACH PART AND RELATED SYSTEM TESTS WERE ACCOMPLISHED PRIOR TO RELEASING THE AIRCRAFT BACK INTO REVENUE SERVICE. THE AIRCRAFT IS BEING REPOSITIONED TO SFO, WHERE A CAT III LAND TEST WILL BE ACCOMPLISHED TO RECERTIFY THE SYSTEM AND TO CLEAR THE DOWNGRADE OF THAT SYSTEM. ALL PARTS REMOVED FRO THE AIRCRAFT ENGINE WILL BE QUARANTINED PENDING FURTHER INVESTIGATION. ACCORDING TO THE OPERATOR’S RECORDS, ALL AD`S, SB, STC`S AND PMA`S ARE IN FULL COMPLIANCE WITH THE TYPE DESIGN CERTIFICATE/ ASSOC REG REQUIREMENTS. (K)