Air Trek, Inc.

Operated by Air Trek Inc. (per NTSB report)

The inadequate guidance and procedures provided by the airplane manufacturer regarding operation of the pneumatic de-icing boots. Also causal was the Federal Aviation Administration's inadequate directives which failed to require manufacturers to direct flightcrews to immediately operate pneumatic deicing boots upon entering icing conditions.

Operated by Air Trek, Inc. (per NTSB report)

Operated by Air Trek, inc. (per NTSB report)

Operated by Air Trek, Inc. (per NTSB report)

Part: LINE — SPLIT (HYD SYSTEM) · airframe 9,280 hrs · 5,854 cycles

A HYDRAULIC LINE FAILED AT A FOUR POINT UNION IN THE AFT SERVICE AREA, AT OR NEAR THE TIME OF ROTATION. THIS CAUSED A TOTAL LOSES OF HYDRAULIC PRESSURE SYSTEM WIDE. AIRCRAFT COMPLETED TAKEOFF AND CLIMBED TO PATTERN ALTITUDE AND COMPLETED A NORMAL APPROACH AND TOUCHDOWN. BREAKS, SPOILERS AND SPEED BRAKES WERE INOPERATIVE AFTER TOUCHDOWN. THE PLANE BEING AT MAXIMUM LANDING WEIGHT USED THE PNEUMATIC BRAKING SYSTEM TO SLOW THE AIRCRAFT BUT SKIDDED ALL FOUR MAIN GEAR TIRES BLOWING THE TWO INBOARD MAIN GEAR TIRES. THE AIRCRAFT OVER RAN THE END OF THE RUNWAY AND CAME TO REST WITH NO OTHER DAMAGE TO THE AIRCRAFT.

Part: AUDIO CONTROL — MALFUNCTIONED (COCKPIT) · airframe 26,795 hrs · 19,226 cycles

PILOTS STARTED HAVING COMMUNICATION PROBLEMS AND THEN SMELLED SMOKE. THE CO-PILOT STILL HAD SOME COMMUNICATION CAPABILITY. AN EMERGENCY WAS DECLARED AND THE AIRCRAFT RETURNED TO BASE UNEVENTFULLY.

Part: FUEL SYS — CONTAMINATED · airframe 11,894 hrs · 13,773 cycles

THE RIGHT ENGINE SPOOLED DOWN AFTER AN HOUR IN FLIGHT, MADE AN UNEVENTFUL SINGLE ENGINE LANDING AND TAXIED TO THE FBO. AFTER ANALYSYS, THE ANTI-ICING ADDITIVE HAD BEEN FOUND TO CONTAIN A HIGH CONCENTRATION OF WATER.

Part: FUEL SYS — CONTAMINATED · airframe 20,580 hrs · 14,031 cycles

THE RIGHT ENGINE SPOOLED DOWN AFTER AN HOUR IN FLIGHT. DESCENDED TO 8000FT, THE LT ENGINE SPOOLED DOWN AND QUIT. A DEAD STICK LANDING WAS MADE. INVESTIGATION FOUND THAT THE ANTI-ICING ADDITIVE HAD BEEN FOUND TO CONTAIN A HIGH CONCENTRATION OF WATER.

Part: ENGINE — FLAMED OUT (NOT REPORTED) · airframe 26,534 hrs · 19,020 cycles

ENGINE FLAMED OUT AT 34000 FT. IN CRUISE. NO APPARENT REASON, ALL INDICATIONS WERE NORMAL AT THE TIME. ENGINE RESTART WAS NOT ATTEMPTED. AIRCRAFT DIVERTED AND THE LANDING WAS UNEVENTFUL. UNKNOWN CAUSE AT TIME OF REPORTING.

Part: DUPLEX BEARING — FAILED (ENGINE) · airframe 14,042 hrs · 13,672 cycles

CABIN FILLED WITH SMOKE CLAIMING THROUGH 25,000 FT. CREW DESCENDED TO AN UNEVENTFUL LANDING. LOW OIL PRESS ON TAXI IN ON LT ENG & NO OIL ON DIP STICK AFTER SHUTDOWN. CONFIRMED METAL CONTAMINATION IN THE OIL SYS. THE SOURCE OF THE METAL CONTAMINATION WAS THE UPPER DUPLEX BEARING WHICH LOST ALL OF THE ROLLERS & CAGE FROM THE UPPERMOST OF THE BEARINGS. METAL WAS PUMPED THROUGHOUT THE ENG & DAMAGED THE GEAR DRIVE BEVEL GEARS & NR 2 BEARING. THE UPPER DUPLEX BEARING HAD NO SIGNS OF LUBRICATING ISSUES & THE NOZZLES IN THE AREA, ALL FLOWED WITH NO RESTRICTIONS. THE EXACT CAUSE OF BEARING DISTRESS COULD NOT BE DETERMINED. THE DUPLEX BEARING WAS AN OVERHAULED UNIT INSTALLED AT THE LAST OVERHAUL. THE CAUSE OF THE REPORTED SMOKE IN THE CABIN IS BELIEVED TO BE RELATED TO THE UPPER DUPLEX BEARING DISTRESS. IT IS COMMON WHEN A BEARING FAILS IN SERVICE THERE IS OIL LEAKAGE IN THE ADJACENT AIR & OIL SEALS WHICH PROVIDE A STABLE AIR PRESS TO HOLD & CONTROL OIL FROM ESCAPING PAST THE AIR SEAL. THE DAMAGE OF THE NR 2 BEARING ALLOWED OIL LEAKAGE INTO THE GAS PATH & WOULD HAVE ENTERED THE CABIN AIR BLEED PORTS DOWNSTREAM RESULTING IN SMOKE IN THE CABIN. THE ENG WAS RESTORED TO SERVICEABLE CONDITION & RETURNED TO SERVICE.

Part: ENGINE — MALFUNCTIONED (LEFT) · airframe 14,042 hrs · 13,672 cycles

CABIN FILLED WITH SMOKE CLIMBING THROUGH 25,000 FT. PILOTS & CREW USED OXYGEN FOR AN QUICK DESCENT THROUGH 10,000 FT & THE CABIN CLEARED ENOUGH TO GO OFF OXYGEN. THEY DIVERTED & LANDED OTHERWISE UNEVENTFULLY. LT ENG OIL PRESS WAS IN THE YELLOW ARC TAXING IN. LT ENG WAS FOUND TO HAVE NO OIL SHOWING ON THE DIP STICK AFTER SHUTDOWN. CAUSE OF PROBLEM IS UNDETERMINED AT THE TIME OF THIS REPORT. ADDITIONAL INFORMATION WILL BE SUBMITTED WHEN AVAILABLE.

Part: UNKNOWN — SMOKE (CABIN) · airframe 14,042 hrs · 13,672 cycles

CABIN FILLED WITH SMOKE CLIMBING THROUGH 25,000 FT. PILOTS & CREW USED OXYGEN FOR A QUICK DESCENT THROUGH 10,000 FT & THE CABIN CLEARED ENOUGH TO GO OFF OXYGEN. THEY DIVERTED & LANDED OTHERWISE UNEVENTFULLY. LT ENG OIL PRESS WAS IN THE YELLOW ARC TAXING IN.

Part: CIRCUIT BREAKER — TRIPPED · airframe 7,343 hrs · 6,369 cycles

WHILE ENROUTE, CREW NOTED "AFT J-BOX CB" ANNUNCIATOR ILLUMINATED DURING CRUISE. AFTER MAKING AN UNEVENTFUL LANDING, MX WAS NOTIFIED. MX GAINED ACCESS TO MAIN ELECTRICAL J-BOX AND FOUND LEFT FAIRING HEATER CIRCUIT BREAKER TRIPPED AT AUXILIARY DC J-BOX. CIRCUIT BREAKER WAS RESET, APPLIED BATTERY POWER TO ACFT AND TURNED ON WING AND ENGINE ANTI-ICE FOR FIVE SECONDS, VERIFIED INLET SCOOP AND WING CUFF WERE GETTING HOT AND THEN POWERED SYSTEM DOWN. REINSTALLED ALL ITEMS REMOVED FROM BAGGAGE INTERIOR. ACFT WAS THEN RETURNED TO SERVICE.

Part: LANDING GEAR — MALFUNCTIONED (MAINS) · airframe 16,067 hrs · 11,795 cycles

ACFT DEPARTED FROM BASE ON A PART 91 REPOSITIONING FLIGHT. AFTER DEPARTURE THE LT MAIN GEAR DID NOT FULLY RETRACT BEFORE THE HYD SYS SHUTDOWN CAUSING THE LT MAIN TO SELF EXTEND TO THE DOWN AND LOCKED POSITION. THE PILOT COULD NOT EXTEND THE OTHER TO 2 GEARS (NOSE & RT MAIN) IN A NORMAL MANNER AND USED THE EMERGENCY PROCEDURES LISTED IN THE CHECKLIST TO LOWER THE REMAINING TO GEARS. THE EMERGENCY EXTENSION RESULTED IN ALL GEARS BECOMING DOWN AND LOCKED WITH 3 GREEN LIGHTS. THE PILOT MADE A FLYBY OF THE RSW TOWER TO CONFIRM THE GEARS WERE DOWN. ACFT RETURNED AND MADE AN UNEVENTFUL LANDING AND TAXIED IN. A COMPLETE INSPECTION AND RETRACTION TEST OF GEAR SYS COMPLETED, AND A FLIGHT CHECK OF ACFT COMPLETED, TO VERIFY PROPER OPERATION PROPER OPERATION OF GEAR, THE ACFT HAS BEEN RETURNED TO SERVICE. NO APPARENT CAUSE FOR THE MALFUNCTION CAN BE DETERMINED.

Part: COVER — MISSING (EMERGENCY LIGHT) · airframe 23,831 hrs · 28,401 cycles

THE CREW REPORTED THE EMERGENCY LIGHT COVER IN FRONT OF THE GALLEY WAS MISSING. THE ACFT WAS REMOVED FROM SERVICE. INSTALLED MISSING COVER FOR GALLEY EMERGENCY LIGHT IAW JIC 33-51-21. THE ACFT WAS RETURNED TO SERVICE.

Part: COVER — UNSECURE (EMERGENCY LIGHT) · airframe 23,819 hrs · 28,385 cycles

THE CREW REPORTED THE CABIN FLOOR LIGHTS COVER SNAPPED OFF. THE ACFT WAS REMOVED FROM SERVICE. REINSTALLED EMERGENCY CABIN FLOOR LIGHT COVER IAW JIC 33-50-00. THE ACFT WAS RETURNED TO SERVICE.

Part: COVER — BROKEN (MLG) · airframe 23,820 hrs · 28,386 cycles

THE CREW REPORTED THE EMERGENCY EXT LANDING GEAR COVER BROKEN. THE ACFT WAS REMOVED FROM SERVICE. R & R THE EMERGENCY EXT LANDING GEAR COVER IAW JIC 25-13-10. THE OPS CHECK WAS GOOD. THE ACFT WAS RETURNED TO SERVICE.

Part: CURRENT LIMITER — FAILED (TE FLAPS SYSTEM) · airframe 7,196 hrs · 6,227 cycles

AFTER TAKEOFF, SELECTED "FLAPS UP", FLAPS RETRACTED AS INDICATED. NOTICED "FLAP INOP" ANNUNCIATOR ILLUMINATED. FOLLOWED CHECKLIST TO RESET FLAP SYS BUT COULD NOT RESET THE FLAPS. RETURNED AND PERFORMED A ZERO FLAP LANDING. MX INSPECTED FLAP CONTROLLER BITE INDICATIONS, CONTROLLER INDICATED BITE NR 5. IAW THE MM, MAIN J-BOX WAS OPENED AND FOUND THE FL23 CURRENT LIMITER TO BE BLOWN. INSTALLED A NEW CURRENT LIMITER AND PERFORMED OPS CHECK OF THE FLAP SYS. OPS CHECKED GOOD, ACFT WAS RELEASED BACK TO SERVICE.

Part: LIGHT — BROKEN (GALLEY) · airframe 23,782 hrs · 28,306 cycles

GALLEY FLOOR EMERGENCY LIGHT WAS BROKEN. THE ACFT WAS REMOVED FROM SERVICE. REINSTALLED GALLEY FLOOR EMERGENCY LIGHT COVER IAW CMM 33-52-10. THE ACFT WAS RETURNED TO SERVICE.

Part: FLASHLIGHT — INOPERATIVE (CABIN) · airframe 26,596 hrs · 28,075 cycles

F/A REPORTS FLASHLIGHT AT POSITION NR 1 IS INOPERATIVE. DEFERRED IAW MEL 25-29 AUTH NR 120015-C MX ACTION C/W.

Part: UNKNOWN — ODOR (CABIN) · airframe 23,356 hrs · 27,755 cycles

DURING APPROACH A "FUNNY" SMELL WAS NOTICED IN THE COCKPIT, CHECKED WITH F/A NR1, SAID IT SMELLED LIKE BURNED COFFEE UPON LANDING ROLL. F/A NR1 REPORTS A STRONG SMELL OF PLASTIC BURNING, STRONGER IN 17C, THERE WAS NO SMOKE OR OTHER INDICATION OTHER THAN THE SMELL, AN EMERGENCY WAS DECLARED AND GROUND EVACUTATION WAS PERFORMED IAW AOM-2. ACFT WAS RAN SEVERAL TIMES NO SMOKE SMELL WAS REPRODUCED IAW JIC ATR 72-00-00.

Part: UNKNOWN — ODOR (CABIN)

DURING APPROACH, A "FUNNY" ODOR WAS NOTICED IN THE COCKPIT, SMELLED LIKE BURNED COFFEE. UPON LANDING ROLL, F/A NR1 REPORTED A STRONG ODOR OF BURNING PLASTIC, STRONGER IN 17C, NO SMOKE OR OTHER INDICATION OTHER THAN ODOR. AN EMERGENCY DECLARED. ACFT REMOVED FROM SERVICE. INVESTIATED RT SIDEWALL AND BOTH CEILING LIGHTS AND BALLASTS FROM ROWS 10 TO 17 FOR BURNED CONNECTORS OR OTHER OBVIOUS DEFECTS. AFT CEILING LIGHT SOCKET AT ROW 13C HAS BEEN REPLACED AT SOME POINT AND ASSY ROWS 11 AND 13 CEILING LIGHTS ON RT SIDE WERE DIM AND FLASH WITH MULTIPLE BULBS. THE ODOR HAS NOT BEEN REPRODUCED BUT WAS PRESENT WHEN THE PLANE WAS MET AT THE RUNWAY. THE ACFT WAS RUN SEVERAL TIMES BUT NO SMOKE, ODOR WAS REPRODUCED IAW ATR 72-00-00. THE ACFT WAS RETURNED TO SERVICE.

Part: SWITCH — FAILED (NR 2 MLG) · airframe 2,219 hrs · 27,185 cycles

THE CREW REPORTED THAT DURING CLIMB OUT, THE LANDING GEAR WAS SELECTED UP ON THE PANEL THERE WERE 3 GREEN DOWNLOCK LIGHTS AND 3 RED IN TRANSIT LIGHTS, THE GEAR FAILED TO RETRACT. THE LANDING GEAR WAS THEN SELECTED BACK DOWN AND THE EMERGENCY HANDLE WAS CHECKED STOWED WHEN THE GEAR WAS SELECTED UP WEIGHT ON WHEELS LOCK PREVENTED LEVER FROM BEING SELECTED BACK UP AFTER CONSULTATION WITH MOC VIA RADIO GEAR HANDLE WAS SELECTED BACK UP AND GEAR RETRACTED NORMALY. THE ACFT LANDED WITHOUT INCIDENT. THE ACFT WAS REMOVED FROM SERVICE. REPLACED WEIGHT ON WHEELS SWITCH ON NR 2 MAIN AND REPAIRED WIRE AT 5001VC HARNESS. PERFORMED GEAR SWING IAW ATR JIC 32-31-00. THE OPS CHECK WAS GOOD. THE ACFT WAS RETURNED TO SERVICE.

Part: CHECK VALVE — DAMAGED (HYD SYSTEM) · airframe 6,895 hrs · 5,832 cycles

WHILE IN FLIGHT, FLIGHT CREW NOTICED HYD LEVEL LOW ANNUNCIATOR ILLUMINATED. AFTER FOLLOWING THE CHECK LIST PROCEDURES, THE FLIGHT CONTINUED WITH NO ADVERSE EFFECTS, ALL SYS OPERATED NORMALLY. AFTER LANDING, A POST FLIGHT INSP REVELED HYD FLUID DRIPPING FROM THE BOTTOM OF THE ACFT. MX WAS NOTIFIED, AND A MX TEAM WAS DISPATCHED. UPON ARRIVING, THE RESERVOIR WAS SERVICED FULL, AND AFT ENGINES WERE STARTED. A HYD LEAK WAS IMMEDIATELY EVIDENT AT THE APU HYD ISOLATION VALVE, AND THE ENGINES WERE SHUTDOWN. AFTER THE ISOLATION VALVE WAS REMOVED, THE SEAL AROUND THE VALVE BODY CAP WAS FOUND TO BE DISPLACED AND THE CAP SCREWS BROKEN AND BENT. IT APPEARS THAT THE KNIFE BLADE HAD BEEN OFF-SET BY AN UNKNOWN FORCE THAT CAUSED IT TO TRAVEL OUTSIDE THE NORMAL ACTUATOR TRACK AND PUNCH THROUGH THE SIDE OF THE VALVE, DISPLACING THE SEAL, BENDING THE CAP AND BREAKING THE SCREWS. PRESSURE GAUGES WERE INSTALLED AT VARIOUS POINTS IN THE RT SYS (THE SYS THAT TIES TO THE APU) AND ENGINES WERE RUN. IT WAS DISCOVERED THAT A CHECK VALVE HAD FAILED. THE HYD SHOUT-OFF VALVE AND CHECK VALVE WAS THEN REPLACED, SYS BLED AND A SERIES OF GROUND RUNS PERFORMED FOR OPS AND LEAK CHECKS. NO ANOMALIES WERE NOTED AND THE ACFT WAS THOROUGHLY CLEANED AND RETURNED TO SERVICE.

Part: BATTERY PACK — FAILED (EMERGENCY LIGHT) · airframe 22,230 hrs · 26,301 cycles

FWD EMERGENCY LIGHTS (INTERIOR) WILL NOT STAY ON. R & R BATT PACK ON POWER SUPPLY FIN NR 43WL IAW W/C 335121, RAI 10010-007. OP CHECK IAW W/C 335000-OPT-10000-002. FOUND GOOD.

Part: BATTERY PACK — INOPERATIVE (EMERGENCY LIGHTS) · airframe 22,039 hrs · 26,062 cycles

FWD EMERGENCY LIGHTS - CABIN DOORS AND EVERY OTHER STRIP (FWD) NOT ILLUMINATED. R & R EMERGENCY LIGHTING POWER SUPPLY BATTERY IAW JIC AMM 33-51-21 ALSO PERFORMED EX-335121-RAI-10010-007 AND EX-335000-OPT-10000-002 AND FOUND ALL SATISFACTORY UNIT BATTERY LOCATION 43WL.

Part: LIGHT — INOPERATIVE (CABIN) · airframe 21,745 hrs · 25,701 cycles

SERVICE DOOR EMERGENCY EXIT LIGHT INOP. ADJUSTED FLOOD LIGHT NEXT TO EMERGENCY EXIT SERVICE DOOR IAW JIC 33-50-00, OPS CK GOOD AT THIS TIME.

Part: LIGHT — BURNED OUT (CABIN) · airframe 21,200 hrs · 24,949 cycles

AIRSTAIR GROUND ILLUMINATION EMERGENCY LIGHT INOP. R & R AIRSTAIR GROUND ILLUMINATION EMERGENCY LIGHT ASSY IAW JIC 33-51-21. OPS CHECK GOOD.

Part: BULKHEAD — CORRODED (FUSELAGE) · airframe 20,931 hrs · 24,578 cycles

THE FORWARD PRESSURE BULKHEAD HAS CORROSION IN 2 AREAS. AWAITING COMPLETION OF ATR SRI AND EXECUTIVE ENGINEERING ORDER INSTRUCTIONS FOR CORRECTIVE ACTION TAKEN.

Part: BULKHEAD — CORRODED (NOSE) · corrosion level 2 · airframe 20,931 hrs · 24,578 cycles

THE LIGHTENING CONTACT POINT ON THE RADOME BULKHEAD HAS CORROSION AND THE RADOME LINE-UP PINS ALSO HAVE CORROSION. C/W ART72 SRT DO/TS-2287/10-13378 REF NDT REPORT 100422-13 FOR UT AND HFEC RESULTS (8130-3 REPORT NR 100422-13 ATTACHED) TREATED AND PRIMED CONTACT POINTS 3-4 IAW SRM 51-21-17, 51-21-27. ACCOMPLISHED EO E2-53MR-251 AND C/W ATR SRAS DO/TS-2287/10-5749. NO SUPP INSP TASK.

Part: SKIN — CORRODED (LT WING) · airframe 20,931 hrs · 24,578 cycles

CORROSION ON LT WING ASSEMBLY, LOWER SURFACE AT RIB 10 JACK PAD. AWAITING COMPLETION OF ATR SRI AND EXECUTIVE ENGINEERING ORDER INSTRUCTIONS FOR CORRECTIVE ACTION TAKEN.

Part: SEAL — BROKEN (FWD BULKHEAD) · airframe 24,398 hrs · 17,077 cycles

ACFT HAD A RAPID CABIN PRESSURE RISE AT ABOUT 28,000 FT AGL DURING CLIMB OUT. PILOTS DECLARED AN EMERGENCY AND MADE AN EMERGENCY DECENT. OXYGEN MASKS DEPLOYED AT ABOUT 13,000 FT AND CABIN REACHED ABOUT 15,000 FT. AS THE ACFT REACHED 10,000 FT AGL PILOTS WITHDREW THE EMERGENCY DECLARATION AND RETURNED TO DEPARTURE. NO DAMAGE TO ACFT AND NO PASSENGER INJURIES. FOUND NOSE STEERING CABLE SEAL ON FWD BULKHEAD BROKEN.

Part: SEAL — BROKEN (FWD BULKHEAD)

ACFT HAD A RAPID CABIN PRESSURE RISE AT ABOUT 28,000 FEET AGL DURING CLIMB OUT. PILOTS DECLARED AN EMERGENCY AND MADE AN EMERGENCY DECENT. OXYGEN MASKS DEPLOYED AT ABOUT 13,000 FT AND CABIN REACHED ABOUT 15,000 FEET. AS THE ACFT REACHED 10,000 FT AGL PILOTS WITHDREW THE EMERGENCY DECLARATION AND RETURNED TO DEPARTURE. NO DAMAGE TO ACFT AND NO PASSENGER INJURIES. FOUND NOSE STEERING CABLE SEAL ON FWD BULKHEAD BROKEN.

Part: BEARING — FAILED (NR 2) · airframe 11,796 hrs · 12,340 cycles

IN CRUSE AT 34,000 FEET A CHANGE IN ENG TONE WAS NOTED. WITHIN 20 SECONDS THICK SMOKE ENTERED THE CABIN. PILOT DECLARED EMERGENCY AND DESCENDED. LT ENG 'OIL PRESSURE LOW' LIGHT CAME ON AROUND 20,000 FEET AND ENG WAS SHUTDOWN. AFTER SHUTDOWN THE SMOKE IN THE CABIN CLEARED UP. LANDING WAS MADE. THERE WAS NO DAMAGE TO THE ACFT AND NO ONE WAS HURT. SUSPECTED FAILURE IS THE NR 2 BEARING AIR/CARBON SEAL IN THE LT ENG WHICH CAUSE ENG OIL TO ENTER INTO COMPRESSOR SECTION OF ENG AND THEN INTO THE CABIN THROUGH THE BLEED PORTS. ENG IS BEING REMOVED FROM ACFT AND SENT TO REPAIR CENTER.

Part: WARNING LIGHT — ILLUMINATED · airframe 6,408 hrs · 5,091 cycles

AS THE FLIGHT CREW TAXIED TOWARDS THE RUNWAY, THEY NOTICED RT ENGINE "FUEL COMPUTER MANUAL" LIGHT ILLUMINATED. CREW RETURNED TO THE HANGER AND NOTIFIED MX. MX PERSONNEL DOWNLOADED AND CLEARED DEECS' AND FOUND CODES 2,237, AND 242. CHECKED N1 RESISTANCE AND INSULATION RESISTANCE CHECKS, NO DEFECTS NOTED. SWAPPED DEECS'. PERFORMED ENGINE GROUND RUN AND OPS CHECK OF DEECS', NO DEFECTS NOTED. ACFT RETURNED TO SERVICE.

Part: BRAKE — WEAK (MLG) · airframe 20,467 hrs · 23,990 cycles

BOTH MAIN BRAKES WEAK ESPECIALLY THE RT SIDE. PERFORMED BLEEDING OF THE MAIN BRAKE SYS IAW JIC NR 32-42-00 AND FOUND WORKING PROPERLY. NO DEFECTS NOTED AT THIS TIME.

Part: PRESSURE SWITCH — CRACKED (FUEL SYSTEM) · airframe 6,391 hrs · 5,078 cycles

AFTER LANDING, FLIGHT CREW OPENED THE BAGGAGE DOOR AND DISCOVERED STRONG FUEL ODOR ALONG WITH THE BAGGAGE WET WITH FUEL. MX WAS NOTIFIED AND DISCOVER THE LT ENGINE MAIN FUEL PRESSURE SWITCH LEAKING. INSTALLED NEW FUEL PRESSURE SWITCH AND NEW O-RING FROM IAW M/M. PERFORMED LEAK AND OP'S CHECK, NO OTHER DEFECTS WERE NOTED.

Part: INDICATOR — FAILED (TORQUE) · airframe 20,423 hrs · 23,931 cycles

NR 2 ENG STARTED LOSING TQ ON DESCENT. ALL OTHER INDICATIONS WERE NORMAL. EMERGENCY DECLARED. REMOVED AND REPLACED NR2 TORQUE INDICATOR IAW JIC 77-13-18. PERFORMED ENGINE TRIMMING IAW JIC 73-23-61. OPS CHECK GOOD AT THIS TIME.

Part: LIGHT — INOPERATIVE (CABIN) · airframe 20,421 hrs · 23,928 cycles

MAIN CABIN DOOR OVERHEAD EMERGENCY EXIT SIGN LIGHT, CABIN TO CARGO 1 OVERHEAD EMERGENCY SIGN, FWD LT EMERGENCY EXIT EXTERIOR LIGHT AND MAIN CABIN FLOOR EMERGENCY LIGHTING INOPERATIVE (ONLY EVERY OTHER ONE IS WORKING). PERFORMED OPS CHECK OF CABIN EMERGENCY LIGHTS AND NO DEFECTS NOTED IAW JIC 33-50-00.

Part: THRESHOLD — CORRODED (FUSELAGE) · airframe 17,971 hrs · 21,067 cycles

RT FR 36-39 THRESHOLD CORRODED. RT THRESHOLD AT FR 36-39 REPLACED IAW SRM NR 51-25-01/03. THRESHOLD FABRICATED ON NRWC NR 207385.

Part: THRESHOLD — CORRODED (FUSELAGE) · airframe 17,971 hrs · 21,067 cycles

LT FR 36-39 THRESHOLD CORRODED. LT THRESHOLD AT FR 36-39 REPLACED IAW SRM 51-25-01/03. THRESHOLD FABRICATED ON NRWC NR 207386.

Part: LIGHT — BURNED OUT (CABIN) · airframe 16,748 hrs · 19,409 cycles

DURING DEPLANING THE LAST PAX AND F/O SAW AND SMELLED SMOKE ABOVE THE OVERHEAD BIN AT PAX SEAT 7AB. THE BURN MARKS ARE VISIBLE ON THE UPPER PART OF THE OVERHEAD BIN DOOR. REMOVED FLUORESCENT TUBE AT ROW 7AB IAW JIC NR 33-21-23 AND ITEM DEFERRED ON MEL 33-02 AUTH NR 070046-C. MEL DUE AT 07-18-2007.

Part: CONTROL UNIT — DEFECTIVE (STAB ACT TRIM) · airframe 5,298 hrs · 4,378 cycles

PRIMARY TRIM ANNUNCIATOR COMES ON INFLIGHT. SECONDARY TRIM FAIL LIGHT ILLUMINATES ALSO AND STAB TRIM WILL NOT MOVE. TROUBLESHOT STABILIZER SYSTEM; FOUND HORIZONTAL STABILIZER ACTUATOR CONTROL UNIT DEFECTIVE. REPLACED AS REQUIRED; PERFORMED FUNCTIONAL CHECK FLIGHT; NO DEFECTS NOTED.

Part: ENGINE — SHUTDOWN (LEFT)

WHILE IN CRUISE AT 17,000 FT, LT ENGINE SUDDENLY SHUT-DOWN BY ITSELF. CREW DECLARED EMERGENCY AND DIVERTED. AIRCRAFT LANDED SAFELY. ENGINE REMOVED AND REPLACED. STILL WAITING FOR ENGINE TEAR-DOWN REPORT. (K)

Part: EEC — MALFUNCTIONED (ENGINE)

WHILE DESCENDING AT 5,000 FEET, POWER SET AT APPROXIMATELY 20 PERCENT TQ AND THE NP WAS AROUND 15 PERCENT ENGINE QUIT. ENGINE RE-STARTED AND CONTINUE WITHOUT FURTHER INCIDENT. REPLACED NR 1 ELECTRONIC ENGINE CONTROL UNIT. (M)

Part: SMOKE DETECTOR — FAULTY (CARGO BAY)

JUST BEFORE TAXIING, WITH BOTH ENGINES RUNNING, A STRONG ELECTRICAL BURNING ODOR WAS FELT INSIDE THE FLIGHT DECK. REMOVED AND REPLACED ELECTRICAL SMOKE DETECTOR.

Part: BATTERY PACK — DISCHARGED (CABIN)

MIA - FLT 5058 - EMERGENCY LIGHTS INOPERATIVE. RAI EMERGENCY BATTERY PACK AT 73WL. OPS CHECK GOOD. (M)

Part: SMOKE DETECTOR — MALFUNCTIONED (LAVATORY)

MIA - FLT 5006 - CREW REPORTED AN AFT SMOKE INDICATION ON THE CREW ALERTING PANEL WITH A MASTER WARNING THAT WOULD COME ON FOR 5 TO 7 SECONDS THEN GO OUT. THIS HAPPENED THREE TIMES. MAINTENANCE REMOVED AND REPLACED THE AFT CARGO (P/N FR3222 S/N 431), AND THE LAVATORY SMOKE DETECTORS (P/N FR3123, S/N 390) IAW ATR MM. OPERATIONAL CHECK WAS GOOD AND AIRCRAFT WAS RETURNED TO SERVICE. (M)

Part: LIGHT — MALFUNCTIONED (CABIN)

DFW - FLT 3695 - CREW REPORTED SEVERAL EMERGENCY LIGHTS TO BE INOPERATIVE. MAINTENANCE COULD NOT DUPLICATE DISCREPANCY. OPS CHECK WAS GOOD AND AIRCRAFT WAS RETURNED TO SERVICE. (M)

Part: SILL — CORRODED (FUSELAGE)

DURING CPCP2 INSPECTION, MAINTENANCE FOUND THE PASSENGER DOOR SILL PLATE WAS CORRODED. SILL PLATE WAS REMOVED AND REPLACED IAW ATR SRM. AIRCRAFT WAS RETURNED TO SERVICE. (M)

Part: SEAT TRACK — CORRODED (FUSELAGE)

SAW - DURING CPCP-4 INSPECTION, MAINTENANCE REPORTED THE LEFT OUTBOARD, LEFT F/A, AND RIGHT F/A SEAT TRACKS CORRODED. MAINTENANCE REMOVED AND REPLACED THE SEAT TRACK IAW EO E9-5300-013. AIRCRAFT WAS RETURNED TO SERVICE. REF SIMA2001171. (M)

Part: SEAT TRACK — CORRODED (FUSELAGE)

SAW - DURING CPCP-4 INSPECTION, MAINTENANCE REPORTED THE LEFT OUTBOARD, LEFT F/A, AND RIGHT F/A SEAT TRACKS CORRODED. MAINTENANCE REMOVED AND REPLACED THE SEAT TRACK IAW EO E9-5300-013. AIRCRAFT WAS RETURNED TO SERVICE. REF SIMA2001171. (M)

Part: FLOORBEAM — CORRODED (FUSELAGE)

SAW - DURING CPCP-4 INSPECTION, MAINTENANCE REPORTED FLOORBEAM 36, 38 AND 39 CORRODED. MAINTENANCE REMOVED AND REPLACED FLOORBEAMS 36 AND 38 IAW SRM 53-00-00. MAINTENANCE REPAIRED FLOORBEAM 39 IAW SRM 53-00-00 FIGURE 435. AIRCRAFT WAS RETURNED TO SERVICE. REF SIMA 20011712. (M)

Part: FLOORBEAM — CORRODED (FUSELAGE)

SAW - DURING CPCP-4 INSPECTION, MAINTENANCE REPORTED FLOORBEAM 36, 38 AND 39 CORRODED. MAINTENANCE REMOVED AND REPLACED FLOORBEAMS 36 AND 38 IAW SRM 53-00-00. MAINTENANCE REPAIRED FLOORBEAM 39 IAW SRM 53-00-00 FIGURE 435. AIRCRAFT WAS RETURNED TO SERVICE. REF SIMA20011712. (M)