N831SK

Part: UNKNOWN — UNCONTROLLABLE (UNKNOWN) · airframe 8,849 hrs · 7,771 cycles

EXCESSIVE FORCE REQUIRED TO MOVE AILERONS IN FLIGHT. FEELS LIKE THE CONTROLS HIT A MECHANICAL STOP AND THEN HAVE TO BREAK FREE TO TURN EITHER DIRECTION. MUCH MORE PRONOUNCED EFFORT REQUIRED WHEN TURNING LEFT. CONTROLS SLUGGISH ON GROUND. (FLIGHT 4014 FILED CLOSED)THIS DISCREPANCY WAS TRANSFERRED TO CAMP ITEM 27429079 WITH THE FOLLOWING CORRECTIVE ACTION: "REFERENCE CP 27432649, CP 27429819, CP 27426872, CP 27430055, CP 27430105, AND CP 27430106 FOR ALL MX ACTION, PARTS AND LABOR. PERFORMED AN OPERATIONAL TEST OF THE AILERON CONTROL SYSTEM IN REFERENCE TO CRJ 900 AMM 27-11-00, OPS CHECK GOOD AT THIS TIME."

Part: UNKNOWN — WARNING MESSAGE (UNKNOWN) · airframe 8,773 hrs · 7,685 cycles

L COWL A/I CAUTION MESSAGE WHEN SELECTING LEFT COWL ANTI-ICE OFF. COMPLIED WITH QRH, MESSAGE STILL PERSISTED WITH COWL ANTI-ICE SELECTED OFF. (FILED CLOSED)TROUBLESHOT L COWL A/I CAUTION IN REFERENCE TO FIM 30-22-01. REMOVED AND REPLACED LH CAI VALVE IN REFERENCE TO AMM 30-22-01, OPS AND LEAK CHECK GOOD.

Part: UNKNOWN — CORRODED · airframe 7,816 hrs · 6,715 cycles

* FLOOR SEAT RAIL IS CORRODED AT FS349, RBL9 (C-CHECK RO 3/11/2023) REMOVED AND REPLACED WITH NEW RBL9 SEAT RAIL AT FS379 REF CRJ900 AMM 53-00-49-400-801 (CONFIG A12)

Part: UNKNOWN — DAMAGED · airframe 7,816 hrs · 6,715 cycles

COMPLY WITH SCHEDULED MAINTENANCE CODE: RA79718-690-57-61-265 831SK,MXCODEID63396-PR - DISBONDING AND RIVET DAMAGE ON THE MIDDLE OF THE LEFT AILERON TRAILING EDGE. COMPLIED WITH TEMPORARY REPAIR PER REO 690-57-61-265 REV -- DATED 2022-07-21. PERMANENT REPAIR WITHIN 1200 FLIGHT HOURS DUE BY TAT 8071.8, PART NUMBER: - , SERIAL NUMBER: 15454, POSITION: (C-CHECK RO 3/11/2023) REPAIRED DAMAGED COMPOSITE MATERIAL AT RIVET LOCATION AND REPLACED RIVET ON LH AILERON LOWER SKIN IAW MHIRJ REO 690-57-61-289 REV -- DATED 2023-02-15 ; ALL STEPS COMPLIED WITH. COMPLIED WITH TASK CARD 51-900-1000-SKY AND 51-900-1002-SKY NO WEIGHT CHANGE NOTED CURE CK GOOD

Part: NONE — SMOKE · airframe 7,087 hrs · 6,049 cycles

D: WHILE THE APU WAS RUNNING ON THE GROUND WITH BOTH #1 AND #2 ENGINES OFF THE #1 PACK SPIKED IN TEMPERATURE OF 99 DEGREES C AND FILLED THE COCKPIT AND CABIN WITH SMOKE. / C: MEL 21-51-1G / CAT: 'C' DUE 9/16/22 / WHILE THE APU WAS RUNNING ON THE GROUND WITH BOTH #1 AND #2 ENGINES OFF THE #1 PACK SPIKED IN TEMPERATURE OF 99 DEGREES C AND FILLED THE COCKPIT AND CABIN WITH SMOKE. (FLIGHT #3572 FILED CLOSED) SEP 06, 2022 STATION: SBN--DEFERRED LH PACK IAW CRJ 900 MEL 21-51-1G. NO MX ACTIONS REQUIRED. PLACARD INSTALLED. / SEP 07, 2022 STATION: DTW -- FOUND THE LH ACM SEIZED. REMOVED AND REPLACED THE LH ACM IN REFERENCE TO CRJ 900 AMM 21-51-08. OPS CHECK GOOD.

Part: NONE — DAMAGED · airframe 6,585 hrs · 5,532 cycles

D: L WINDOW HEAR CAUTION MSG ON FINAL. RAN QRH, MESSAGE RESOLVED / C: MEL 30-41-2 / CAT: A DUE DATE: 13 MAY 2022 / L WINDOW HEAR CAUTION MSG ON FINAL. RAN QRH, MESSAGE RESOLVED (FILED CLOSED) REMOVED AND REPLACED LH COCKPIT WINDOW IN REFERENCE CRJ 900 TASK CARD 56-220-1000-SKY. LEAK CHECK GOOD.

Part: ENGINE — SMOKE (RIGHT) · airframe 5,515 hrs · 4,529 cycles

UPON TAKEOFF, PILOTS NOTICED WHAT FELT LIKE A NOSE TIRE ISSUE (POSSIBLY A FLAT NOSE TIRE) PRIOR TO ROTATION. UPON ROTATION, THE NOSE GEAR SEEMED TO RETRACT SLOWLY AND NOT NORMALLY. AT THIS TIME, TOWER INFORMED US THEY HAVE OBSERVED THREE (3) LOUD BOOMS AND FIRE SHOOTING OUT OF THE RIGHT ENGINE. THERE WAS NO ABNORMAL ENGINE INDICATIONS. TOWER OBSERVED AT THE END OF THE RUNWAY A SMOKE TRAIL WHICH CONTINUED UNTIL WE TURNED CROSSWIND AS WE RETURNED TO THE FIELD FOR A PRECAUTIONARY LANDING. THE AIRCRAFT RETURNED TO THE FIELD AND LANDED NORMALLY. THERE WERE NO ABNORMAL ENGINE INDICATIONS OR VIBRATIONS FROM TAKEOFF UNTIL WE ARRIVED AT THE GATE TO SHUTDOWN THE ENGINES. FLIGHT 3870. REMOVED AND REPLACED RH ENGINE IN REFERENCE WITH TASK CARD 72-400-1000-SKY AND AMM 71-00-00 AND FORM M-187. / CALIBRATED TOOLS: 20-100 FTLB TORQUE WRENCH SN 1114501395, 40-200 INLB TORQUE WRENCH SN 0614500294, 50-250 FTLB TORQUE WRENCH SN 1006200835, DIGITAL PROTRACTOR SN MKE-062A, DYNOMETER SN 034420, SAFETY WIRE GUN SN 061985 OPS AND LEAK CHECKS GOOD.

Part: ENGINE — FIRE (RIGHT) · airframe 5,501 hrs · 4,515 cycles

UPON TAKEOFF, PILOTS NOTICED WHAT FELT LIKE A NOSE TIRE ISSUE (POSSIBLY A FLAT NOSE TIRE) PRIOR TO ROTATION. UPON ROTATION, THE NOSE GEAR SEEMED TO RETRACT SLOWLY AND NOT NORMALLY. AT THIS TIME, TOWER INFORMED US THEY HAVE OBSERVED THREE (3) LOUD BOOMS AND FIRE SHOOTING OUT OF THE RIGHT ENGINE. THERE WAS NO ABNORMAL ENGINE INDICATIONS. TOWER OBSERVED AT THE END OF THE RUNWAY A SMOKE TRAIL WHICH CONTINUED UNTIL WE TURNED CROSSWIND AS WE RETURNED TO THE FIELD FOR A PRECAUTIONARY LANDING. THE AIRCRAFT RETURNED TO THE FIELD AND LANDED NORMALLY. THERE WERE NO ABNORMAL ENGINE INDICATIONS OR VIBRATIONS FROM TAKEOFF UNTIL WE ARRIVED AT THE GATE TO SHUTDOWN THE ENGINES. FLIGHT 3870. OPEN.

Part: STRUT — FAILED (NLG) · airframe 2,587 hrs · 2,047 cycles

GEAR DISAGREE MSG ON TAKE OFF. QRH RETURN TO DTW. (FLT#4066) FILED CLOSEDTHIS DISCREPANCY WAS TRANSFERRED TO CAMP ITEM 19513752 WITH THE FOLLOWING CORRECTIVE ACTION: "TROUBLE SHOT GEAR DISAGREE , FOUND NLG STRUT BOTTOMED OUT AND LEAKING FLUID.REPACKED NLG STRUT IN REFERENCE TO CRJ 900 AMM. PERFORMED OPERATIONAL CHECK OF THE NLG STRUT, OPS CHECK(GEAR SWING / LEAK CHECK) GOOD AT THIS TIME.GEAR DISAGREE CAUTION MESSAGE NO LONGER PRESENT."

Part: WARNING SYSTEM — ACTIVATED (COCKPIT) · airframe 1,697 hrs · 1,276 cycles

GEAR DISAGREE MSG ON TAKE OFF. QRH RETURN TO DTW. (FLT#4066) FO: 09/12/2019 WORK IN PROGRESS.

Part: WINDSHIELD — CRACKED (COCKPIT)

DURING FLIGHT, THE CREW REPORTED THE CAPTAINS WINDSHIELD HAD CRACKED IN SEVERAL PLACES. THE FLIGHT CONTINUED WITH NO OTHER DISCREPANCIES. MAINTENANCE REPLACED THE LT WINDSHIELD. WITH NO FURTHER DEFECTS RETURNED THE AC TO SERVICE. (K)

Part: ENGINE — LOW (RIGHT)

DURING FLIGHT, CREW REPORT THE RT OIL PRESSURE WAS FLUCTUATING BETWEEN 70 AND 80 PSI AND OCCASIONALY DROPPING TO 50 TO 60 PSI AND THEY WERE GETTING A RED WARNING LIGHT. THE CREW PERFORMED AN AIR-TURN-BACK. OUTSTATION MECHANIC INSPECTED ENGINE CHEC THE CHIP DETECTOR AND ADDED OIL. AC WAS FERRIED BACK. MECHANIC REPLACED THE ENGINE AND RETURNED THE AC TO SERVICE. (K)

Part: SOLENOID — INOPERATIVE (RT PROP GOVERNOR)

BEFORE FLIGHT, THE CREW REPORTED RT PROP WOULD NOT SPOOL UP, THEY RETURNED TO THE GATE FOR MECHANIC. MECHANIC REPLACED THE RT PROP GOVERNOR FOR TROUBLESHOOTING BUT THE PROBLEM REMAINED. MECHANIC REPLACED THE RT LOW PITCH SOLENOID AND OPERATIONAL CHECKS WERE GOOD. WITH NO FURTHER DISCREPANCIES NOTED THE AC WAS RETURNED TO SERVICE.

Part: VALVE — INOPERATIVE (MLG)

SHORTLY AFTER TAKEOFF OF FLIGHT, THE CREW WAS UNABLE TO RETRACT THE GEAR. THE CREW PERFORMED AN AIR-TURN-BACK. MECHANIC INSPECTED THE SYSTEM AND REPLACED THE MLG HANDLE/SWITCH BUT OPS CHECKS WERE STILL BAD. MECHANIC REPLACED THE GROUND SERVICE VALVE AND PERFORMED A GEAR SWING, WITH NO FURTHER DISCREPANCIES NOTED, AC WAS RETURNED TO SERVICE. (K)

Part: DOWNLOCK SWITCH — FAILED (RT MLG)

DURING APPROACH OF FLIGHT 1019, THE CREW DID NOT ACHIEVE A DOWN AND LOCKED INDICATION FOR THE RT MAIN GEAR. THE CREW MANUALLY EXTENDED THE GEAR. THE CREW STILL DID NOT GET THREE GREEN BUT THE IN-TRANSIT LIGHT EXTINGUISHED. THE CREW DID NOT DECLARE AN EMERGENCY AND MADE AN UNEVENTFUL LANDING. MECHANIC REPLACED THE RT MAIN LANDING GEAR DOWNLOCK SWITCH AND OPS CHECK THE SYSTEM WITH NO FURTHER DEFECTS NOTED.

Part: SQUAT SWITCH — DIRTY (RIGHT)

AFTER TAKEOFF OF FLIGHT 1007, THE GEAR INTRANSIT LIGHT ILLUMINATED WITH THE GEAR HANDLE UP AFTER, THE GEAR SHOULD HAVE RETRACTED. THE CREW MADE AN AIR TURNBACK. MECHANIC INSPECTED THE AIRCRAFT AND REPLACED THE RIGHT UPLOCK SWITCH. MECHANIC OPS CHECK THE SYSTEM FOUND NO DISCREPANCIES AND RETURN THE AIRCRAFT TO SERVICE. ON 2/11/03 AFTER TAKEOFF OF FLIGHT 1838, THE GEAR INTRANSIT LIGHT ILUMINATED WITH THE GEAR HANDLE UP AFTER THE GEAR SHOULD HAVE RETRACTED. THE CREW MADE AN AIR TURNBACK, MECHANIC INSPECTED THE AIRCRAFT AND CLEANED THE RIGH SQUAT SWITCH. MECHANIC OPS CHECK THE SYSTEM FOUND NO DISCREPANCIES AND RETURN THE AIRCRAFT TO SERVICE.

Part: BLOCK — WORN (LT ENGINE BETA)

FLT 1354 - MKE-TVC - SHORTLY AFTER TAKEOFF, THE LEFT ENGINE TORQUE STARTED FLUCTUATED 100-200 LB. THE CREW MADE AN AIR-TURN-BACK AND AN UNEVENTFUL LANDING. MAINTENANCE INSPECTED THE ENGINE AND REPLACED THE BETA BLOCK. MAINTENANCE OPS CHECKED THE A/C AND RETURNED IT TO SERVICE. (M)

Part: SKIN — BIRD STRIKE (FWD FUSELAGE)

MKE/CWA - FLT 1071 - JUST AFTER TAKEOFF, AIRCRAFT STRUCK A BIRD JUST ABOVE THE FIRST OFFICER'S WINDSHIELD. THE CREW DECIDED TO RETURN TO MKE SO THE AIRCRAFT COULD BE INSPECTED FOR DAMAGE. AFTER MAKING AN UNEVENTFUL LANDING, MAINTENANCE INSPECTED AIRCRAFT AND FOUND NO DAMAGE. AIRCRAFT WAS THEN RETURNED TO SERVICE. (X)

Part: INDICATOR — FAILED (COCKPIT)

FLT 1124 - MKE-GRR - JUST AFTER TAKEOFF, THE FLIGHT CREW NOTICED THE PILOTS ALTIMETER WAS FLAGGED, ALTITUDE PRESELECT WAS ONLY SHOWING DASHES, AND THE TCAS WAS SHOWING A FAIL MESSAGE. THE CREW DECIDED TO RETURN TO MKE, ALTHOUGH DURING DESCENT EVERYTHING STARTED WORKING AGAIN. AFTER MAKING AN UNEVENTFUL LANDING. MAINTENANCE INSPECTED THE AIRCRAFT. LOSS OF POWER OR FAILURE OF THE NR 1 ALTIMETER WOULD CAUSE THE SAME FAILURE EXPERIENCED BY THE CREW. MAINTENANCE WAS UNABLE TO DUPLICATE THE PROBLEM, THEY CHANGED THE NR 1 ALTIMETER AND CIRCUIT BREAKER FOR TROUBLESHOOTING, AND INSPECTED THE ASSOCIATED WIRING. (M)

Part: SQUAT SWITCH — OUT OF ADJUST (RT MLG)

MKE/FNT - FLT 1905 - AFTER TAKEOFF, THE FLIGHT CREW ATTEMPTED TO RETRACT THE LANDING GEAR, BUT THE DOWNLOCK RELAY DID NOT RELEASE THE LANDING GEAR SAFETY HOOK. THE CREW IMMEDIATELY TURNED BACK TO MKE AND MADE AN UNEVENTFUL LANDING. MAINTENANCE FOUND THE RT LANDING GEAR SQUAT SWITCH OUT OF ADJUSTMENT, THE SQUAT SWITCH WAS ADJUSTED, THEN THE LANDING GEAR WAS OPERATIONALLY CHECKED. WITH NO FURTHER DISCREPANCIES, THE AIRCRAFT WAS RETURNED TO SERVICE. (X)

Part: STARTER/GEN — MALFUNCTIONED (LT ENGINE)

GRR/MKE - FLT 1120 - AFTER ROTATION, CREW NOTICED THE LT DC GENERATOR FELL OFF-LINE WITH THE LT DC GEN ANNUNCIATOR ILLUMINATING. THE CREW ATTEMPTED TO RESET THE LT GENERATOR IN-FLIGHT, BUT WERE UNABLE TO. THE CREW MADE AN UNEVENTFUL LANDING AT GRR WITHOUT DECLARING AN EMERGENCY. MAINTENANCE INSPECTED THE LT START/GEN BRUSHES AND WIRING, PARALLELED THE GENERATORS, THEN OPS CHECKED THE SYSTEM ON THE GROUND. WITH NO FURTHER PROBLEMS, THE AIRCRAFT WAS RETURNED TO SERVICE. (X)

Part: PRESSURE SWITCH — INOPERATIVE (FUEL SYSTEM)

DURING THE MONTH OF JANUARY, SIX FUEL PRESSURE SWITCHES, P/N 100-389018-21 WERE REPLACED. THE TBR FOR THE SWITCHES WAS: 3,933.2 HRS FROM N NR 148SK; 1,418.2 HRS FROM N NR 831SK; 1,479.7 HRS FROM N NR 87SK; 2,525.6 HRS FROM N NR 881SK; 1,715.7 HRS FROM N NR 881SK; AND 1,780.4 HRS FROM N NR 91SK. THE AVERAGE TIME IN SERVICE OFR THESE SWITCHES WAS 2,142.1 HOURS. ALL OF THE FUEL PRESSURE SWITCHES WERE REMOVED DUE TO FLIGHT CREWS REPORTING AUXILIARY FUEL TRANSFER MALFUNCTIONS. REF: OPERATOR CONTROL NRS S2YA97007 AND 97ZZZX1798 THROUGH 97ZZZX1801.

Part: SWITCHES — DIRTY (CABIN DOOR)

BNA/MKE - FLT 1266 - CREW NOTICED CABIN DOOR ANNUNCIATOR ILLUMINATE DURING CRUISE. CREW DIVERTED TO NEAREST AIRPORT, EVV EVANSVILLE, IND. AFTER A SAFE LANDING AT EVV, FLIGHT CREW FOUND WHEN THEY WIGGLED THE DOOR HANDLE THE ANNUNCIATOR WOULD FLICKER. AFTER SPEAKING WITH MAINT IN MKE, THEY INSPECTED EIGHT DOOR LOCK CAMS FOR PROPER ALIGNMENT WHEN THE DOOR WAS FULLY CLOSED AND FOUND THEM TO ALL LINE UP. THE DOOR ANNUNCIATOR WAS MEL'D AND THE ACFT CONTINUED ON TO MKE. TO CLEAR THE MEL, MAINT CLEANED DOOR CAM SWITCHES, ANNUNCIATOR OPS CHECKED GOOD, AND ACFT RETURNED TO SERVICE. (X)

Part: VERTICAL GYRO — FAILED (AVIONICS COMPT)

DURING THE MONTH OF JANUARY, SEVEN 332D-11T VERTICAL GYROS (P/N 622-4565-001) FAILED. THE TIMES FOR THE VG'S WERE: 1,639.3 HRS ON N NR 145SK; 5,375.1 HRS ON N NR 79SK; 6,125.4 ON N NR 801SK; 2,328.9 HRS ON N NR 831SK; 3,063.1 HRS ON N NR 881SK; 6,820.9 HRS ON N NR 891SK; AND 6,651.4 HRS ON N NR 901SK. THE AVERAGE TIME OF REMOVAL WAS 4,572.0 HOURS FOR THESE SEVEN VG'S. WHEN THE VG'S WERE SENT OUT FOR REPAIR OR OVERHAUL, THE TEAR-DOWN REPORTS RETURNED WITH THE UNITS SHOWING ALL BUT ONE HAD ROTOR BEARINGS THAT EITHER FAILED OR WERE ROUGH. REF: OPERATOR CONTROL NRS S2YA97006, AND 97ZZZX1791, 97ZZZX1792, AND 97ZZZX1794 THROUGH 97ZZZX1796.

Part: COMP CONTL HEAD — INOPERATIVE (INSTRUMENT PANEL)

DURING THE MONTH OF NOVEMBER, THERE WERE FOUR CTL-22 COMPENSATION CONTROL HEADS, P/N 622-6520-008, THAT WERE REMOVED DUE TO PART OR ALL OF BACKLIGHTING BEING INOPERATIVE. THE PARTS TIME SINCE OVERHAUL WERE 5,447.8 FROM N NR 831SK NR 1 SIDE; 6,578.5 HRS FROM N NR 831SK NR 2 SIDE; 4,860.2 HRS FROM N NR 841SK; AND 6,538.1 HRS FROM N NR 85SK. WHEN SENT OUT FOR REPAIR, LAMPS WERE REPLACED BEFORE THE UNITS WERE RETURNED TO SERVICE. THIS GIVES A MTBUR OF 5,865.2 HOURS. REF: OPERATOR CONTROL NRS S2YA960044 AND 97ZZZX1803, 97ZZZX1804.

Part: NAV CONTL HEAD — INOPERATIVE (INSTRUMENT PANEL)

DURING THE MONTH OF NOVEMBER, THERE WERE SEVEN CTL-32 NAV CONTROL HEADS, P/N 622-6521-016, THAT WERE REMOVED DUE TO PART OR ALL OF BACKLIGHTING BEING INOPERATIVE. THE PARTS TIME SINCE OVERHAUL WERE 6,794.4 HRS FROM N NR 79SK NR 1 SIDE; 6,794.4 HRS FROM N NR 79SK NR 2 SIDE; 6,692.1 HRS FROM N NR 81SK; 5,952.7 HRS FROM N NR 831SK; 6,499.9 HRS FROM N NR 841SK; 5,741.2 HRS FROM N NR 85SK; AND 6,440.0 HRS FROM N NR 881SK. WHEN SENT OUT FOR REPAIR, LAMPS WERE REPLACED, AND THE UNITS WERE RETURNED TO SERVICE. THIS GIVES AN MTBUR OF 6,416.7 HOURS. REF: OPERATOR CONTROL NRS S2YA960042 AND 97ZZZX1805, 97ZZZX1806, 97ZZZX1808 THROUGH 97ZZZX1810.

Part: COMP CONTL HEAD — INOPERATIVE (INSTRUMENT PANEL)

DURING THE MONTH OF NOVEMBER, THERE WERE FOUR CTL-22 COMPENSATION CONTROL HEADS, P/N 622-6520-008, THAT WERE REMOVED DUE TO PART OR ALL OF BACKLIGHTING BEING INOPERATIVE. THE PARTS TIME SINCE OVERHAUL WERE 5,447.8 FROM N NR 831SK NR 1 SIDE; 6,578.5 HRS FROM N NR 831SK NR 2 SIDE; 4,860.2 HRS FROM N NR 841SK; AND 6,538.1 HRS FROM N NR 85SK. WHEN SENT OUT FOR REPAIR, LAMPS WERE REPLACED BEFORE THE UNITS WERE RETURNED TO SERVICE. THIS GIVES A MTBUR OF 5,865.2 HOURS. REF: OPERATOR CONTROL NRS 97ZZZX1802 THROUGH 97ZZZX1804. (X)

Part: COMP CONTL UNIT — INOPERATIVE (INSTRUMENT PANEL)

DURING THE MONTH OF NOVEMBER, THERE WERE SEVEN CCU-65 COMPENSATION CONTROL UNITS, P/N 622-6135-014, REMOVED DUE TO PART OR ALL OF BACKLIGHTING BEING INOPERATIVE. THE PARTS TIME SINCE OVERHAUL WERE 6,805.5 HRS FROM N NR 118SK; 6,526.6 HRS FROM N NR 831SK; 6,825.1 HRS FROM N NR 801SK; 5,065.7 HRS FROM N NR 87SK; AND 5,947.8 HRS FROM N NR 91SK. WHEN SENT OUT FOR REPAIR, LAMPS WERE REPLACED AND THE UNITS RETURNED TO SERVICE. THIS GIVES MTBUR OF 6,234.0 HRS. REF: OPERATOR CONTROL NRS S2YA960043, AND 97ZZZX1788 THROUGH 97ZZZX1790.

Part: TIRE — FLAT SPOTTED (NLG)

AFTER THE FLIGHT CREW DEPARTED MKE ON FLT NR 1053, THE CREW NOTED SEVERE VIBRATION FROM THE NOSE, RETURNED TO MKE. MAINTENANCE CHANGED THE NOSE WHEEL ASSY, AND IT WAS DETERMINED THAT A TIRE FLAT SPOT OUT OF BALANCE CONDITION CAUSED THE VIBRATION. (M)

Part: PROP GOVERNOR — FAILED (RT ENGINE)

GRR - FLT 1123 - THE FLIGHT CREW EXPERIENCED TORQUE FLUCTATIONS OF THE RIGHT ENGINE IN-FLIGHT, TURNED BACK TO GRR. THROUGH TROUBLESHOOTING, MAINTENANCE FOUND THE PRIMARY GOVERNOR FAILED AND REPLACED IT. DURING A RUN-UP CHECK, THE RIGHT AUTOFEATHER WAS TESTED ON THE GROUND AND THE RIGHT PROPELLER STAYED IN FEATHER. MAINTENANCE CHANGED THE OVERSPEED GOVERNOR CLEARING THAT PROBLEM. PN, 122-389037-3, SN 2699964A, TSN: 5,372.6 HOURS. (X)

Part: RIB — CRACKED (WS 83.00)

DURING AN INSPECTION, MAINTENANCE FOUND LT WING CENTER SECTION MID-RIB AT WS 83.00 TO HAVE A CRACK 1.1250 INCH LONG. THE CRACK WAS ALONG THE TOP BEND RADIUS AT THE RIB CENTER STIFFENER ATTACH POINT. THE FORWARD REINFORCEMENT PN 114-120033-15 WAS ALSO CRACKED AT EACH END. MAINTENANCE PERFORMED A MAJOR REPAIR BY STOP-DRILLING THE CRACKS, ADDING A DOUBLER, AND REPLACING THE FORWARD REINFORCEMENT.