CONOCOPHILLIPS ALASKA INC

UPON APPROACH INTO PAKU IT WAS IDENTIFIED BY THE FLIGHT MECHANIC ONBOARD THAT THE NR 2 SPINNER SEEMED OFF OF CENTER AND HAD MORE MOVEMENT DURING ROTATION THAN TYPICAL. AFTER LANDING THE MECH INVESTIGATED FURTHER & FOUND WHAT APPEARED TO BE LOOSE SLEEVE NUT FASTENERS ON THE SPINNER. WHEN THESE FASTENERS WERE TORQUED 4 OF THE 12 PULLED THROUGH THE GROMMETS COMPLETELY DUE TO WEAR IN THE GROMMETS. THE SPINNER WAS THEN REMOVED AND IT WAS FOUND THAT AN ADDITIONAL 2 GROMMETS WERE WORN RESULTING IN AN INABILITY OF THE SLEEVE NUTS TO BE ABLE TO SECURE THE SPINNER PROPERLY. ALSO WHEN THE SPINNER WAS REMOVED IT WAS FOUND THAT THE RUBBER RING IN THE NOSE CONE BULKHEAD OF THE SPINNER WAS NO LONGER BONDED AND FELL OUT. THE RUBBER RING WAS CUT IN SUCH A WAY TO MAKE IT APPEAR THAT IT HAD BEEN IN PLACE FOR ONLY HALF OF THE CIRCUMFERENCE WHICH WOULD ALLOW THE NOSE OF THE SPINNER TO NOT BE PROPERLY SUPPORTED AND THEREFORE ALLOW THE SPINNER MORE MOVEMENT THAN TYPICAL. IT IS BELIEVED THAT THIS MOVEMENT CAUSED ACCELERATED WEAR OF THE GROMMETS SO THAT ONCE IDENTIFIED 6 OF THE 12 FASTENERS WERE NO LONGER ABLE TO SECURE THE SPINNER PROPERLY.

AFTER ENGINE START IT WAS NOTICED THAT THE INBOARD ROLL SPOILER HYDRAULIC CAUTION LIGHT REMAINED ILLUMINATED AND THEN THAT THE #1 HYDRAULIC QUANTITY WAS VISIBLE DROPPING. THE ENGINES WERE SHUTDOWN WHEN THE #1 HYDRAULIC QUANTITY REACHED APPROXIMATELY 10% AND THE CAUSE OF THE HYDRAULIC LEAK WAS INVESTIGATED. IT WAS FIRST FOUND THAT THE HYDRAULIC LEAK WAS IN THE LEFT FORWARD UPPER WHEEL WELL AREA. EVENTUALLY IT WAS DETERMINED THAT THE LEAK WAS IN THE #1 ENGINE DRIVEN PUMP CASE DRAIN HYDRAULIC TUBE. THE LEAK WAS CAUSED BY CHAFE DAMAGE TO THE TUBE DUE TO A CUSHION CLAMP THAT HAD DETERIORATED CUSHION RESULTING IN THE METAL OF THE CLAMP FRETTING ON THE TITANIUM TUBE AND CHAFFING A HOLE IN THE TUBE.

DURING TAKEOFF THE NR 1 MAIN LANDING GEAR TIRE TREAD SEPARATED FROM THE TIRE CASING IN SEVERAL LARGE PIECES AND WAS LEFT ON THE RUNWAY. WHEN THE TIRE TREAD SEPARATED IT CAUSED MINOR DAMAGE (DENTS) TO TWO OF THE SHOCK STRUT FAIRINGS REQUIRING THEM TO BE REPLACED.

WHEN LANDING GEAR SELECTED DOWN IN FLIGHT THERE WAS NO MOVEMENT OF THE LANDING GEAR AND THE LANDING GEAR INOP CAUTION LIGHT ILLUMINATED AFTER SEVERAL SECONDS. ALTERNATE EXTENSION COMPLETED SUCCESSFULLY. WHEN ALTERNATE EXTENSION WAS COMPLETED THE NORMAL LANDING GEAR UNSAFE AND GEAR DOWN INDICATIONS DID NOT ILLUMINATE. THE ALTERNATE GEAR DOWN INDICATIONS FUNCTIONED PROPERLY. THE LANDING WAS COMPLETED WITH NO FURTHER ISSUES. LANDING GEAR CONTROL PANEL WAS REPLACED, GEAR SWINGS COMPLETED, AND NO FURTHER ISSUES.

FORWARD ENTRYWAY DOOR FRAME LOWER THRESHOLD MEMBER WAS CORRODED BEYOND REPAIR LIMITS AND REQUIRED REPLACEMENT.

DITCHING DAM AT FORWARD PASSENGER DOOR IS DIFFICULT TO DEPLOY. AFT EDGE OF DAM CATCHES ON OVERHEAD BIN. ADJUSTED END CAP OF OVERHEAD BIN BEHIND DITCHING DAM TO CREATE MORE CLEARANCE FOR OPERATION OF DAM. OPS CHECKS GOOD.

FLIGHT ATTENDANT REPORTED DITCHING DAM WILL NOT COME DOWN (DURING RECURRENT TRAINING IN THE HANGAR). ADJUSTED SHIMS ON FORWARD LH OVERHEAD BIN ENDCAP, OPS CHECKS GOOD.

PILOT WAS UNABLE TO MAKE LEFT RUDDER INPUT DURING TAXI FOR DEPARTURE. AIRCRAFT RETURNED TO GATE FOR MAINTENANCE. MAINTENANCE PERFORMED INSPECTION OF THE PILOT AND COPILOT'S RUDDER CONTROL CABLES/HARDWARE. FOUND COPILOTS LH RUDDER PEDAL PUSH RODS AND BELL CRANK WAS CATCHING ON WIRE HARNESS FOR COCKPIT TEMPERATURE SENSOR. REPAIRED AND ADJUSTED WIRE HARNESS TO BE CLEAR OF ALL RUDDER CONTROLS, COMPLETED RUDDER CONTROL SYSTEM FUNCTION TEST AND NO DEFECTS NOTED.

CRACK DAMAGE TO UPPER CHANNEL OF RH WING TO FUSELAGE (ARMPIT) FAIRING SUPPORT STRUCTURE AT STA X400 AND Z173.0.

MED THRESHOLD MEMBER PN: 85329539 CORRODED AT SCREW HOLES AND BEYOND MANUFACTURES LIMITS. PART REPLACEMENT IS REQUIRED.

CORROSION DAMAGE IN THE COUNTERSINKS OF THE CENTRE WING ACCESS PANELS 623AT (P/N 85713043- 953, RHS), 622AT (P/N 85713035-953, RHS), 522AT (P/N 85713035- 953, LHS), 622CT (P/N 85713039-953, RHS), AND 522BT (P/N 85713037-953, LHS) BEYOND THE LIMITS OF SRM TASK 57-10-35-02-03

CORROSION DAMAGE TO CENTER WING SKIN P/N 85713601, ACCESS PANEL LANDINGS BETWEEN YW42.000 - YW-42.000. DAMAGE IS BEYOND OEM PUBLISHED LIMITS.

CHAFE DAMAGE TO THE UPPER PANEL PN: 85217068 OF THE AIRSTAIR DOOR ASSEMBLY PN: 85217005-001. DAMAGE REQUIRES BLENDING AS PER DE HAVILLAND REPAIR DRAWING 8/4-52-227.

CORROSION DAMAGE TO CENTER WING SKIN AT FUEL TANK ACCESS PANEL'S PART NUMBER 521BT(LH WING), 521AT (LH WING) AND 621BT (RH WING). CORROSION EXCEEDS THE LIMITS ALLOWED IN GENERIC RD 8/4-57-441.

FRAME SECTION ON THE LOWER FORWARD EMERGENCY TYPE 2 EXIT DOOR (RH SIDE OF AIRCRAFT), ITEM 9 ON IPC 52-20-20. PITTING CORROSION BETWEEN A LIGHTNING HOLE AND THE BEND RADIUS. NOMINAL THICKNESS WAS .050" BY DESIGN, UT READINGS MEASURED OUT AT .052. APPROXIMATE MAX DEPTH OF .004", MAX WIDTH OF .50", MAX LENGTH OF 3.00".

TWO CORROSION/GOUGE MARKS ON THE PASSENGER DOOR SHELL IN THE #5 POSITION. THE DRAWING WAS SAYING THE SKIN WAS .032 BUT WE WERE CONSISTENTLY GETTING .045 WITH NDT DOING UT. THE MAXIMUM DEPTH MEASURED WAS .029", WITH MOST OF THE DAMAGE AT .028" AND .027".

CORROSION ON SHEAR WEB DOUBLER X728.102 TO X783.102 REF. DRAWING 85339601 ITEM #4. FOLLOWING DE HAVILLAND REPAIR DRAWING #8/4-53-11298, REMOVED CORROSION, COMPLETED NDT, AND RE-PROTECTED THE AREA. ORIGINAL PART REMAINS IN SERVICE.

CORROSION ON FRAME GUSSET AT STATION X32.400 STRINGER 28P. CORRODED GUSSET REPLACED WITH NEW PART NUMBER 85329356-109

MANUAL GEAR EXTENSION DOOR WILL NOT FULLY OPEN. CLEANED AND LUBRICATED EXPOSED SURFACE OF THE SELECTOR VALVE. OPS CHECKS GOOD. NOTE THE OAT WHEN THIS HAPPED WAS 6 DEGREES FAHRENHEIT, SO COULD ALSO BE COLD RELATED SINCE THE AIRCRAFT WAS MOVED INTO A HEATED HANGAR FOR TROUBLESHOOTING.

STRINGER FITTING WITH CORROSION DAMAGE AND HOLE ELONGATION BEYOND MANUFACTURES PUBLISHED LIMITS.

LH NACELLE EXHAUST SHROUD SPRING CLIPS CRACKED AT 2 LOCATIONS (P/N 8Z9029-103). CRACKS ARE OUTSIDE OF MANUFACTURES LIMITS REQUIRING PART REPLACEMENT.

CHAFING DAMAGE ON RH INBOARD FLAP, OUTBOARD WING TANK CAN (P/N 85714630-004. DAMAGE IS BEYOND MANUFACTURES LIMITS; PART REQUIRES REPLACEMENT.

INTERNAL SURFACE OF CENTER WING LOWER SKIN PANEL ASSEMBLY PN: 85713700 RH WING BETWEEN YW42.000 - YW60.900 AND STR. 13 - 14 HAS GOUGE OF 0.008" DEPTH AND 0.250" LONG THAT IS OUTSIDE OF MANUFACTURES PUBLISHED LIMITS.

CORROSION DAMAGE ON STRINGER INTERCOSTAL AT STATION X100.800 - X116.00 STRINGER 24S. DAMAGE BEYOND MANUFACTURES PUBLISHED LIMITS.

CORROSION DAMAGE ON FUSELAGE FRAME UPPER WEB AND CAP. DAMAGE IS BEYOND MANUFACTURES PUBLISHED LIMITS. DAMAGE AT STA. X32.400 STRINGERS 30P AND 30S. PART NUMBERS ARE 85329152-103 (LH) / 85329256-101 (RH)

SCORING DAMAGE O THE FORWARD BAGGAGE DOOR AFT FRAME THAT IS BEYOND MANUFACTURES LIMITATIONS.

CORROSION DAMAGE BEYOND MANUFACTURES PUBLISHED LIMITS. CORROSION ON FORWARD WARDROBE SUPPORT STRUCTURE. 11.4" AFT OF STA. -18.250 AND 2.85" FORWARD OF STA. 1.0.

CORROSION DAMAGE BEYOND MANUFACTURER’S PUBLISHED LIMITS. CORROSION DAMAGE ON FUSELAGE FRAME UPPER WEB AND CAP. PN: 85329152-103(LH) AND 85329256-101(RH).

SCORE DAMAGE ON LH LOWER FUSELAGE SKIN ACROSS MULTIPLE SKIN BAYS. DAMAGE FOUND DURING C CHECK.

CORROSION DAMAGE BEYOND MANUFACTURES PUBLISHED LIMITS. RH LOWER FRAME AND SILL.

GOUGE DAMAGE PAST MANUFACTURER LIMITS ON LOWER RH FUSELAGE SKIN PN 85337133-109.

THE THIRD OCCURRENCE OF N. DOOR GEAR DOOR ADVISORY LIGHT ILLUMINATED AFTER NORMAL GEAR EXTENSION OR RETRACTION. THE FOLLOWING TROUBLESHOOTING AND COMPONENT REPLACEMENTS/MAINTENANCE ACTIONS WERE TAKEN. FIRST OCCURRENCE; FOUND NOSE GEAR CLOSED PROXIMITY SENSOR OUT OF RIG. ADJUSTED NOSE GEAR DOOR CLOSED PROXIMITY SENSOR. OPS CHECK GOOD ON THE GROUND AND CONDUCTED OPERATIONAL CHECK FLIGHT WITH NO FAULTS. THE AIRCRAFT WAS RETURNED TO SERVICE AND COMPLETED THE FLIGHT FROM PAKU TO PANC WITH NO DISCREPANCIES. AIRCRAFT THEN AIRCRAFT COMPLETED AN ADDITIONAL 6 REVENUE FLIGHTS BEFORE THE NEXT DISCREPANCY. SECOND OCCURRENCE; MAINTENANCE FOUND PSEU CODES NGDRCL FAULT UNREASONABLE FAR AND PSEU CHAN D FAIL CHANNEL INOP. COMPLETED FIM FIM TASK FIM 32-10-00-810-801. REPLACED PSEU, COMPLETED 11 LANDING GEAR SWINGS AND ONE INFLIGHT FUNCTION CHECK, ALL WITH NO DEFECTS. THIRD OCCURRENCE; REPLACED NLG SOLENOID SEQUENCE VALVE DUE TO SUSPECTED HISTORY OF THIS LRU. FOUND MOUNTING BRACKET FOR NLG PRIMARY LOCK PROXIMITY SENSORS LOOSE, REMOVED, INSPECTED CONDITION, AND REINSTALLED SAME (WE THINK THIS IS GOING TO BE THE FIX FOR THIS PROBLEM). CONTACTED DEHAVILLAND INSERVICE ENGINEERING GROUP FOR ADDITIONAL GUIDANCE AND THEY SUGGESTED COMPLETING RESISTANCE CHECKS OF NLG DOWN LOCK SENSOR HARNESS, THIS WAS COMPLETED WITH NO FAULTS FOUND, SO WE REPLACED THE COMPLETE HARNESS WITH NEW. COMPLETED 14 NORMAL LANDING GEAR EXTENSION/RETRACTION CYCLES AND 5 ALTERNATE LANDING GEAR EXTENSION CYCLES WITH AIRCRAFT IN THE HANGAR ON JACKS. THE AIRCRAFT HAS BEEN ISSUED AN AIRWORTHINESS RELEASE AND IS CURRENTLY CONDUCTING A FLIGHT TO CHECK THE LANDING GEAR UNDER FLIGHT LOAD/ENVIRONMENTAL CONDITIONS.

FUSELAGE FRAME UNDERFLOOR FS X156.00 STR. 24P CORROSION ON UPPER AND LOWER SURFACES OF BRACKET. CORROSION BEYOND MANUFACTURES LIMITS, PART REPLACEMENT REQUIRED. NOTE: RESUBMITTING THIS SDR DUE TO A CORRECTED PN. PN 85328131-120 WAS LISTED ON ORIGINAL SDR AND THE CORRECT PN IS 85328131-175.

FUSELAGE FRAME UNDERFLOOR FS X236.00 STR. 27P, LIGHT CORROSION FOUND ON BRACKET SURFACE. POSSIBLE CORROSION UNDER FASTENER. DISASSEMBLY MAY BE REQUIRED. AFTER DISASSEMBLY, IT WAS DETERMINED THAT CLEAT PN 85328131-164 NEEDED TO BE REPLACED DUE TO CORROSION.

RH INBD SPOILER, INBD HINGE, CHAFING WEAR ON BOTH AIRCRAFT FITTING AND SPOILER FITTING. DAMAGE MAX DEPTH IS 0.018", MAX WIDTH IS 0.600" AND DAMAGE LENGTH IS 1.700".

LH OUTBD FLAP, AFT FAIRING 526AB ATTACHMENT BRACKET INBD LUG HAS CHAFFING MARK, BOLTS FOUND LOOSE. AREA 1. DAMAGE DEPTH 0.003", LENGTH 0.570", WIDTH 0.200". AREA 2. DAMAGE DEPTH 0.015", LENGTH 0.100", WIDTH 0.400". AREA 3. DAMAGE DEPTH 0.025", LENGTH 1.300", WIDTH 0.850".

UPPER FUSELAGE OUTER SKIN AT FS X469 TO FS X553 BETWEEN STR. 12S AND 3S CHAFED ALONG WITH TO FUSELAGE FAIRING SEAL (AFT RG WING TO FUSELAGE FAIRING).

UPPER FUSELAGE OUTER SKIN AT FSX69 TO FSX553 AND STR12P TO STR3P CHAFED ALONG WING TO FUSELAGE FAIRING SEAL (AFT LH WING TO FUSE FAIRING).

UPPER FUSELAGE OUTER SKIN AT FS X321 TO FS X373 AND STR 12P AND 12S CHAFED.

CHAFING DAMAGE ON LOWER HINGE BRACKET OF RUDDER FITTING OF AIRCRAFT (LOWER FITTING).

CORROSION FOUND ON FLOOR PANEL SUPPORT INTERCOSTAL STA. X1.000 AND LBL33. CORROSION OUT OF LIMITS AND REQUIRES AN RD TO SPLICE A REPLACEMENT SECTION.

FUSELAGE FRAME UNDERFLOOR FS X236.00, STR. 25P, CORROSION FOUND ON SURFACE OF BRACKET. CORROSION OUT OF MFG. LIMITS, REPLACEMENT REQUIRED.

FUSELAGE FRAME UNDERFLOOR FS X136.00 STR. 24P CORROSION ON UNDERSIDE OF BRACKET. CORROSION BEYOND MANUFACTURES LIMITS, PART REPLACEMENT REQUIRED.

FUSELAGE FRAME UNDERFLOOR FS X156.0 STR. 24S CORROSION ON LOWER SURFACE OF BRACKET. CORROSION BEYOND MANUFACTURES LIMITS, REPLACEMENT REQUIRED.

FUSELAGE FRAME FS X 216.00, STR. 24P, CORROSION BETWEEN CLEAT AND STR. 24P. CORROSION BEYOND MANUFACTURES LIMITS, PART REPLACEMENT REQUIRED.

FUSELAGE FRAME UNDERFLOOR FS X236.00 CORROSION ON BRACKET SURFACE UNDER FASTENER AT STR. 24S, 25S, AND STR. 26S. CORROSION BEYOND MANUFACTURES LIMITS, PART REPLACEMENT REQUIRED.

FUSELAGE FRAME FS X216.00, STRINGER Y24P FLOORBOARD BRACKET MOUNT HOLE CORROSION DAMAGE. CORROSION BEYOND MANUFACTURES LIMITS, REPLACEMENT REQUIRED.

PASSENGER MAIN ENTRANCE DOOR THRESHOLD SUPPORT CHANNEL PN: 85329540-001 CORRODED ON UPPER AND LOWER SURFACE. SRM 53-20-23-02-01 ONLY ALLOWS BLENDING OF THE UPPER SURFACE, REPLACEMENT REQUIRED.

BAGGAGE COMPARTMENT AFT SHEAR WEB PN: 85339627-111 CORRODED AT MULTIPLE SPOTS BETWEEN FS STA. X712 - X788. SRM 53-40-43 ALLOWS SOME BLENDING BUT DOES NOT ALLOW BLENDING AROUND THE RADIUS OF A LIGHTNING HOLE. CORROSION AT STA. X771 IS IN THE STAY-OUT AREA OF THE LIGHTNING HOLES. REPLACEMENT IS REQUIRED.

BAGGAGE COMPARTMENT AFT SHEAR WEB PN: 85339527-107SP CORRODED AT FS STA. X707 AND LBL 35. THIS CORROSION FALLS OUTSIDE THE ALLOWABLE BLEND AREA OF SRM 53-40-43. REPLACEMENT IS REQUIRED.