PSA AIRLINES, INC.

Operated by PSA Airlines (per NTSB report)

Operated by PSA AIRLINES INC (per NTSB report)

Operated by PSA Airlines (per NTSB report)

The Federal Aviation Administration’s (FAA) placement of a helicopter route in close proximity to a runway approach path; their failure to regularly review and evaluate helicopter routes and available data, and their failure to act on recommendations to mitigate the risk of a midair collision near Ronald Reagan Washington National Airport (DCA); as well as the air traffic system’s overreliance on visual separation in order to promote efficient traffic flow without consideration for the limitations of the see-and-avoid concept. Also causal was the lack of effective pilot-applied visual separation by the helicopter crew, which resulted in a midair collision. Additional causal factors were the tower team’s loss of situation awareness and degraded performance due to the high workload of the combined helicopter and local control positions and the absence of a risk assessment process to identify and mitigate real-time operational risk factors, which resulted in misprioritization of duties, inadequate traffic advisories, and the lack of safety alerts to both flight crews. Also causal was the Army’s failure to ensure pilots were aware of the effects of error tolerances on barometric altimeters in their helicopters, which resulted in the crew flying above the maximum published helicopter route altitude. Contributing factors include: · the limitations of the traffic awareness and collision alerting systems on both aircraft, which precluded effective alerting of the impending collision to the flight crews; · an unsustainable airport arrival rate, increasing traffic volume with a changing fleet mix, and airline scheduling practices at DCA, which regularly strained the DCA air traffic control tower workforce and degraded safety over time; · the Army’s lack of a fully implemented safety management system, which should have identified and addressed hazards associated with altitude exceedances on the Washington, DC, helicopter routes; · the FAA’s failure across multiple organizations to implement previous NTSB recommendations, including Automatic Dependent Surveillance–Broadcast In, and to follow and fully integrate its established safety management system, which should have led to several organizational and operational changes based on previously identified risks that were known to management; and · the absence of effective data sharing and analysis among the FAA, aircraft operators, and other relevant organizations.

Operated by PSA Airlines (per NTSB report)

Moisture ingression thru the window humpseal coming into contact with the terminal block braid wires.

Operated by PSA Airlines (per NTSB report)

The windshield failed due to arcing from an inadequate solder connection at the anti-ice power terminal block.

Operated by PSA Airlines (per NTSB report)

An encounter with severe convective turbulence associated with a strong sheared environment associated with the jet stream.

Operated by PSA Airlines, Inc. (per NTSB report)

failure of the ground crew to maintain visual separation and avoid the holding aircraft.

Operated by PSA Airlines (per NTSB report)

the captain initiating a cross bleed start while under tow.

Operated by PSA AIRLINES INC (per NTSB report)

the tug operator's initiation of a right turn onto the perpendicular terminal road in proximity to the airplane.

Operated by PSA Airlines (per NTSB report)

collision with a deer during takeoff.

Operated by PSA Airlines, Inc. (per NTSB report)

the captain's inappropriate climb speed, his failure to monitor airspeed during the level off, and his inappropriate response to multiple stall warnings.

Operated by PSA AIRLINES INC (per NTSB report)

(1) The flight crewmembers’ unprofessional behavior, including their nonadherence to sterile cockpit procedures by engaging in nonpertinent conversation, which distracted them from their primary flight-related duties and led to their failure to correctly set and verify the flaps; (2) the captain’s decision to reconfigure the flaps during the takeoff roll instead of rejecting the takeoff when he first identified the misconfiguration, which resulted in the rejected takeoff beginning when the airplane was about 13 knots above the takeoff decision speed and the subsequent runway overrun; and (3) the flight crewmembers’ lack of checklist discipline, which contributed to their failure to detect the incorrect flap setting before initiating the takeoff roll. Contributing to the survivability of this incident was the presence of an engineered materials arresting system beyond the runway end.

Operated by PSA Airlines Inc. (per NTSB report)

The tugdriver and wing walker's lack of communication and the tugdriver's failure to properly monitor the wing walker. Contributing to the accident was the lightning in the vicinity of the airport, which resulted in the ground crewmembers not wearing headsets.

Operated by PSA Airlines, Inc. (per NTSB report)

The separation of the left engine exhaust nozzle during cruise climb due to inadequately designed attachment hardware.

Operated by PSA AIRLINES INC (per NTSB report)

The opening of the main cabin door after takeoff, for undetermined reasons.

Sanction not stated · case closed 2013-09-26

Sanction: $68,000 · case closed 2009-04-02

Sanction not stated · case closed 2006-07-21

Sanction not stated · case closed 2006-07-21

Sanction not stated · case closed 2006-07-21

Sanction not stated · case closed 2006-07-21

Sanction: 77000 · case closed 2006-07-21

Sanction: $1,500 · case closed 2001-04-20

Sanction: $3,000 · case closed 2001-02-01

Sanction not stated · case closed 2001-07-19

Sanction: $4,500 · case closed 2001-07-19

Sanction: $3,000 · case closed 2000-09-05

Sanction: $5,000 · case closed 2001-05-16

Sanction: $3,500 · case closed 2001-02-07

Sanction: $5,000 · case closed 2000-02-16

Sanction not stated · case closed 2003-04-07

Sanction not stated · case closed 2003-04-07

Sanction not stated · case closed 2003-04-07

Sanction not stated · case closed 2003-04-07

Sanction not stated · case closed 2003-04-07

Sanction: $82,650 · case closed 2003-04-07

Sanction not stated · case closed 2003-04-07

Part: SKIN — DENTED (ZONE 100) · airframe 49,135 hrs · 37,525 cycles

DENT DAMAGE AT FS280.00 AND S24R, PERFORMED ALL WORK USING STEPS AND DRAWINGS LISTED IN REO 670-53-11-2357.

Part: TIRE — BLOWN (ZONE 700) · airframe 14,382 hrs · 14,589 cycles

RIGHT INBD MLG TIRE BLOWN. REMOVED AND INSTALLED RT INBD MLG WHEEL & TIRE ASSY IAW AMM 32-41-01-000/400-801-A01-PSA.

Part: CLAMP — LOOSE · airframe 34,576 hrs · 27,051 cycles

LEFT BLEED DUCT WARNING MSG IN FLIGHT FOLLOWED BY L BLEED CAUTION MSG AND A CABIN ALT MSG AT 10K FT. HAZE IN CABIN. PERFORMED LEAK CHECK OF LT ECS IAW AMM 21-51-00-790-801. FOUND V-BAND CLAMP AT AFT OF LT DUAL HEAT EXCHANGER LOOSE. REINSTALLED CLAMP (FIGURE 401, ITEM 16) AS REQUIRED IAW AMM 21-51-06-400-801. NO FURTHER ECS FAULTS. OPS CHECK GOOD. PERFORMED ECS OPS CHECK IAW AMM 21-51-00-710-801 USING APU AND EITHER ENGINE. NO HAZE, SMOKE, CONDENSATION, OR ODORS NOTED. OPS CHECKED GOOD.

Part: ECU — UNSERVICEABLE (ZONE 100) · airframe 22,313 hrs · 19,547 cycles

STAB/ MACH TRIM CAUTION IN FLIGHT AND SLATS/FLAPS HALFSPEED / REMOVED AND REPLACED SFECU 1 IAW CRJ 900 AMM 27-51-06-400-801 OPS CK GOOD

Part: CIRCUIT BREAKER — TRIPPED (ZONE 200) · airframe 16,097 hrs · 16,131 cycles

DC EMERGENCY BUS CAUTION IN FLIGHT, FOUND CB R11 ON CBP-1 OPEN ON ARRIVAL. CLOSED CB AND FAULT EXTINGUISHED. PERFORMED OPS TEST OF THE DC POWER SUPPLY BUSES IAW AMM 24-61-00-710-801 AND FIM 24-31-00-810-803. OPS TEST GOOD. T/S DC EMER BUS CAUTION PER FIM 24-31-00-810-803 AND AMM 24-61-00-710-801. ONLY ABLE TO DUPLICATE MSG BY PULLING BUS POWER SENSE CB1-R11 WHICH WAS NOTED AS POPPED. BREAKER REMAINED SET DURING FIM T/S AND AMM CHECKS. DC EMER BUS CHECKS GOOD.

Part: PRESSURE BLKHD — CORRODED · corrosion level 2 · airframe 48,768 hrs · 37,382 cycles

AT BS 235 PRESSURE BULKHEAD HAS CORROSION NEAR ELECT CONNECTOR J107. PERFORMED PERMANENT REPAIR IAW RFTS-129742, REV. 0, REO 670-53-11-2338, REV--, REO 670-53-11-2339, REV -.

Part: SPAR — DAMAGED (ZONE 300) · airframe 34,023 hrs · 26,359 cycles

REPAIR FOR MISALIGNED HOLES BETWEEN VERTICAL STABILIZER SPARS AND AFT FUSELAGE FRAMES, COMPLIED WITH ALL STEPS OF REO 670-51-00-121 REV - 2026-07-27, REPAIR FOR MISALIGNED HOLES BETWEEN VERTICAL STABILIZER SPARS AND AFT FUSELAGE FRAMES.

Part: SELECTOR VALVE — FAULTED (ZONE 700) · airframe 33,458 hrs · 26,553 cycles

GO AROUND GEAR NOT COMING DOWN. MANUAL. REMOVED AND REPLACED LANDING GEAR SELECTOR VALVE IAW AMM 32-32-10-000/400-801-A01. PERFORMED OPS TEST OF LANDING GEAR EXTENSION RETRACTION SYSTEM IAW AMM 32-30-00-710-801-A01 AND OPS TEST OF LANDING GEAR ALTERNATE EXTENSION SYSTEM IAW AMM 32-34-00-710-801-A01. OPS CHECKS GOOD.

Part: RELAY — UNSERVICEABLE (100) · airframe 14,801 hrs · 12,610 cycles

L ENG DEGRADED CAUTION IN FLIGHT. REPLACED K19, K21 IAW CRJ 900 AMM 24€“06€“07€“000€“801. FAULT DID NOT REOCCUR. OPS CHECK GOOD

Part: SKIN — DENTED (ZONE 800) · airframe 48,768 hrs · 37,382 cycles

DURING OK TO INSTALL OF PAX DOOR, DENT WAS FOUND ON AFT SIDE OF PAX DOOR HINGE ON FUSELAGE SIDE. PERFORMED PERMANENT REPAIR IN ACCORDANCE WITH RFTS-130175 REV. 0, DATED AUGUST 06, 2026, AND REO 670-53-21-2944, REV-.

Part: BRAKE — LOCKED (ZONE 700) · airframe 23,057 hrs · 20,123 cycles

SUSPECT RH OUTBOARD BRAKE LOCKED UP DURING PUSHBACK / INSP BRAKE ASSY IAW CRJ-900 AMM 32-43-26-210-801-PSA. FOUND SHEARED PUCK MATERIAL.REMOVED AND REPLACED RH OB BRAKE UNIT IAW CRJ 900 AMM32-43-26-000/400-A02-PSA, OPS CHECK AND LEAK CHECK GOOD.

Part: FITTING — GOUGED (ZONE 300) · airframe 48,768 hrs · 37,382 cycles

HORIZONTAL STAB FITTING HAS GOUGE DAMAGE ON UPPER OUTBOARD LEFT-HAND FITTING AND UPPER INBOARD LEFT-HAND FITTING.

Part: IRU — UNSERVICEABLE (ZONE 100) · airframe 12,722 hrs · 12,039 cycles

PITCH FEEL FAULT STATUS MSG IN FLIGHT AND YD2 INOP, FMS 2 DISPLAYED IRS REVERTED LOST FO'S PFD INDICATION C/A REMOVED AND REPLACED IRU 2 IAW CRJ900 AMM 34-45-01-000/400-801-A01.

Part: PACKING — BLOWN (HYD SYS) · airframe 26,916 hrs · 23,820 cycles

HYD 2 LOW PRESS CAUTION MSG IN FLIGHT C/A FOUND PUMP PRESSURE SWITCH MT118 WITH PACKING BLOWN OUT. WITH RH ENGINE RUNNING HYD FLUID WAS SPRAYING OUT AROUND PRESSURE SWITCH MT118. REMOVED AND REPLACED PACKING IAW AMM 29€“34€“01€“000/400€“801-A01.

Part: BEAM — CHAFED (ZONE 400) · airframe 34,777 hrs · 26,748 cycles

LATCH BEAM CHAFED.

Part: FITTING — GOUGED (ZONE 100) · airframe 34,777 hrs · 26,748 cycles

RIGHT SIDE STAY FITTING HAS GOUGES NEAR THE TOP OF FITTING. PERFORMED PERMANENT REPAIR IAW RFTS-130144 REV. 0, AND REO 670-57-11-043, REV -A,

Part: ENGINE — VIBRATION (RIGHT) · airframe 26,074 hrs · 22,991 cycles

RIGHT ENGINE N1 FAN VIB UPTO 2.2 / PERFORMED STIFFNESS CHECK AND VIBE CHECK PER AMM 72-21-02-200-803-A01-PSA AND PPGRM 71-00-00-720-806-A01. NO DEFECTS NOTED.

Part: SELECTOR VALVE — FAULTED (ZONE 700) · airframe 23,223 hrs · 20,415 cycles

PROX SYS CAUTION MSG IN FLIGHT / REMOVED & REPLACED LANDING GEAR SELECTOR VALVE IAW AMM 32-32-10-000/400-801-A01.

Part: SKIN — DENTED (ZONE 100) · airframe 34,777 hrs · 26,748 cycles

DENT FOUND IN ZONE 122 BELOW ADG COMPARTMENT DOOR BETWEEN FS169.00 AND FS202.00 BELOW WL79.50. PERFORMED PERMANENT REPAIR IN ACCORDANCE WITH RFTS-130058 REV. 0, DATED JULY 29, 2026 AND MHI RJ REO 670-51-00-85 REV. -A, DATED AUGUST 23, 2017 AND REO 670-53-11-2348 REV. --, DATED JULY 28, 2026.

Part: FITTING — GOUGED (ZONE 700) · airframe 34,777 hrs · 26,748 cycles

L/H SIDE STAY FITTING HAS GOUGE NEAR THE TOP OF FITTING. PERFORMED PERMANENT REPAIR IN ACCORDANCE WITH RFTS-130145 REV. 0, DATED JULY 29, 2026, AND MHI RJ REO 670-57-11-263 REV. --, DATED JULY 28, 2026.

Part: FITTING — CHAFED (ZONE 600) · airframe 34,777 hrs · 26,748 cycles

RT WING TO FUSELAGE ATTACHMENT FITTING AT FS797.00 HAS TWO CHAFED AREAS. PERFORMED PERMANENT REPAIR IN ACCORDANCE WITH RFTS-130158 REV. 0, DATED JULY 29, 2026, AND MHI RJ REO 670-57-11-265 REV. --, DATED JULY 29, 2026.

Part: RIB — CRACKED (ZONE 500) · airframe 48,768 hrs · 26,748 cycles

DURING NDT INSPECTION, CRACK INDICATION NOTED ON THE L/H SIDE AT WS178.00, FLAP HINGE BOX ATTACHMENT FITTING ON THE I/B FWD HOLE ON THE INTERNAL RIB SIDE. PERFORMED PERMANENT REPAIR IN ACCORDANCE WITH RFTS-129840 REV. 0, DATED JULY 28, 2026, AND MHI RJ REO 670-57-21-1144 REV. --, DATED JULY 28, 2026.

Part: CONTROL LEVER — UNSERVICEABLE (ZONE 700) · airframe 23,209 hrs · 20,405 cycles

GEAR DISAGREE CAUTION MSG 400FT IN FLIGHT, REMOVED AND REPLACED PSEU IAW AMM 32-61-01-000/400-801-A01. LANDING GEAR PSS PASSED. REMOVED AND REPLACED LANDING GEAR CONTROL PANEL LEVER IAW AMM 32-31-01-000/400-802-A01.CYCLE LANDING GEAR 10 TIMES. OPS TEST GOOD

Part: AOA — FAULTED (ZONE 200) · airframe 34,445 hrs · 26,948 cycles

FLAP FAIL IN FLIGHT QRH C/W SPEED TAPE STAYED AT 230 KTS WITH FLAPS INDICATING AT 0. REMOVED AND REPLACED RH AOA VANE IAW AMM 27-35-05-000/400-801-A01. OPS CHECKED GOOD IAW AMM 27-35-05-710-801-A01. PERFORMED MDC TEST OF SFECUS, BOTH PASSED.

Part: WARNING MESSAGE — FALSE ACTIVATION · airframe 23,855 hrs · 20,800 cycles

INTERMITTENT RUDDER LIMIT AND XPDR FAIL CAUTION MSG IN FLIGHT WITH INTERMITTENT LOSS OF OIL TEMP, OIL PRESS, CABIN PRESS, AND APU DOOR IN POSITION INDICATION. CREW INFORMED ISSUE HAPPENED UPON TAKEOFF. RERACKED PSEU IAW AMM 32-61-01-000/400-801. OPS CHECK OF PSEU GOOD AT THIS TIME. ALSO PERFORMED OPS CHECK OF DCUS IAW AMM 31-41-04-710-801. OPS CHECK OF DCUS GOOD AT THIS TIME. NO DEFECTS NOTED AT THIS TIME. COULD NOT DUPLICATE ISSUE. ALL INDICATIONS ON EICAS ARE DISPLAYING AS REQUIRED.

Part: SENSOR — FAULTED (ZONE 700) · airframe 13,565 hrs · 11,569 cycles

BRAKE OVHT WARNING MSG IN FLIGHT. LT OTBD BRAKE. REMOVED AND REPLACED LT OTBD BRAKE UNIT THERMOCOUPLE SENSOR IAW AMM 32-46-01-000/400-801-A01-PSA.

Part: STRUCTURE — DAMAGED (ZONE 200) · airframe 23,204 hrs · 20,400 cycles

BIRDSTRIKE WITH LARGE BIRD AT 800FT AGL ON TAKE OFF. MAIN IMPACT BELOW FO'S WINDSHIELD. [AROUND 160KTS] / REPAIR COMPLETED IAW WITH REO 690-53-11-2228 AND SRM 51-40-11-001-001-A01

Part: FLOORBEAM — CRACKED (ZONE 200) · airframe 50,759 hrs · 38,822 cycles

WHILE ACCESSING RT, BS 280 CROSSBEAM FOUND CO-PILOTS SIDE RT COCKPIT FLOORBEAM TO BE CRACKED AT LOWER CORNER. PERFORMED REPAIR TO RT FLIGHT DECK FLOORBEAM AT BL12 IAW REO 670-11-896, REV-.

Part: FLOORBEAM — CRACKED (ZONE 200) · airframe 50,759 hrs · 38,822 cycles

WHILE ACCESSING LT BS 280 FLOORBEAM FOUND CRACKED AT LOWER CORNER. REPAIRED THE LT COCKPIT FLOORBEAM IAW REO 670-53-11-896 REV-.

Part: SKIN — GOUGED (ZONE 200) · airframe 50,759 hrs · 38,822 cycles

FUSELAGE EXTERNAL SKIN IS GOUGED UNDER THE TOP AFT VHF (NR 3) ANTENNA. COMPLIED WITH REPAIR OF FUSELAGE EXTERNAL SKIN IS GOUGE UNDER THE TOP AFT VHF (NR 3) ANTENNA IAW REO 670-53-31-1185, REV--.

Part: ANGLE — CORRODED (ZONE 200) · airframe 50,759 hrs · 38,822 cycles

PASSENGER DOOR LOWER SILL MID CAP ANGLE HAS CORROSION AROUND SEVERAL FASTENER HOLES. REMOVED PASSENGER DOOR LOWER SILL MID CAP ANGLE IAW SRM 51-42-21-001-001-A01 AND 51-41-02-001-001-A01. INSTALLED NEW SERVICEABLE LOWER SILL MID CAP ANGLE PN: SH670-31825-9 IAW SRM 51-41-02-001-001-A01. COUNTERSUNK AND INSTALLED NUTPLATES ONTO NEW SERVICEABLE LOWER SILL MID CAP ANGLE IAW SRM 51-40-11-001-001-A01, 51-41-02-001-001-A01, 51-42-06-001-001-A01, AND 51-42-15-001-001-A01.

Part: STRIKER — CHAFED (ZONE 200) · airframe 50,759 hrs · 38,822 cycles

PASSENGER DOOR SURROUND STRUCTURE LOWER SEAL STRIKER HAS CHAFING DAMAGE AT SEVERAL SPOTS BETWEEN BS 310 - 349. REMOVED THE DOOR LOWER SEAL STRIKER IAW SRM 51-42-21-001-001-A01. LOCATED AND DRILL NEW SERVICEABLE DOOR LOWER SEAL STRIKER IAW SRM 51-40-11-001-001-A01. INSTALLED THE SEAL STRIKER IAW SRM 51-42-06-001-001-A01, AND 51-42-21-001-001-A01.

Part: INTERCOSTAL — CHAFED (ZONE 800) · airframe 50,759 hrs · 38,822 cycles

PASSENGER DOOR INTERCOSTAL DD7A IS CORRODED. NEW SERVICEABLE PAX DOOR INTERCOSTAL DD7A HAS BEEN LOCATED AND DRILLED IAW SRM 51-40-11-001-001-A01. INSTALLED PAX DOOR INTERCOSTAL DD7A IAW SRM 51-42-06-001-001-A01.

Part: SEAT TRACK — CORRODED (ZONE 200) · airframe 50,759 hrs · 38,822 cycles

LEFT FLOOR SEAT TRACK, LBL 9 HAS CORROSION AND GOUGES AT BS 863, 893, 906, 923, AND 953. REMOVED AND REPLACED THE SEAT TRACK IAW AMM 53-00-49-000-801-A02 AND AMM 53-00-49-400-801-A02.

Part: SEAT TRACK — CORRODED (ZONE 200) · airframe 50,759 hrs · 38,822 cycles

RBL 9 SEAT TRACK WAS CORRODED AND GOUGED AT BS 849, 862, 923, AND 953. REMOVED DAMAGED SEAT TRACK FOR RBL 9 BTWN BS 8490 AND BS. 953 FOR REPLACMENT IAW AMM 53-00-49-000-801 CONFIGA02. INSTALLED NEW SERVICEABLE FLOOR SEAT TRACK IAW AMM 53-00-49-400-801,CONFIGA02.

Part: STRINGER — CORRODED (ZONE 100) · airframe 50,759 hrs · 38,822 cycles

STRINGER 21R CORRODED BETWEEN BS 364 TO BS 379. REMOVED AND REPLACED THE STRINGER 21R BETWEEN BS 333 TO BS 379 IAW SRM 51-42-06-001-001-A01.

Part: FRAME — CORRODED (ZONE 100) · airframe 50,759 hrs · 38,822 cycles

BS 280 CIRCUMFERENTIAL JOINT IS CORRODED BETWEEN STR 20L TO 21L. UPON REVIEW OF UT MEASUREMENTS FOUND .064 REMAINING ORIGINAL THICKNESS IS .080 REMOVED .016 FOUND DAMAGE TO BE OUT OF LIMITS OF SRM 53-00-00-101-001-A01. REPAIRED BS 280 CIRCUMFERENTIAL JOINT IAW REO 670-53-21-2848, REV --.

Part: STRIKER — CORRODED (ZONE 800) · airframe 50,759 hrs · 38,822 cycles

AFT SIDE OF SERVICE DOOR SEAL STRIKER IS CORRODED AROUND SCREW HOLES BETWEEN BS 319 TO 333. REPLACED STRIKER ANGLE IAW SRM 51-42-06-001-001-A01.

Part: DOOR SILL — CORRODED (ZONE 200) · airframe 50,759 hrs · 38,822 cycles

SERVICE DOOR SILL IS CORRODED BETWEEN BS 319 TO 349. REMOVED SERVICE DOOR LOWER SILL ANGLE IAW SRM 51-42-06-001-001-A01 AND SRM 51-42-21-001-001-A01. INSTALLED NEW SERVICE DOOR LOWER SILL ANGLE IAW SRM 51-42-06-001-001-A01, & 51-42-21-001-001-A01. REF TASKS 1A - 9A FOR ALL WORK PERFORMED.

Part: SUPPORT BRACKET — CORRODED (ZONE 800) · airframe 50,759 hrs · 38,822 cycles

PAX DOOR FWD AND AFT HANDRAIL SUPPORT BRACKETS ARE CORRODED ON THE FUSELAGE SIDE. INSTALLED NEW SERVICEABLE FWD HANDRAIL SUPPORT BRACKET IAW SRM 51-42-06-001-001-A01. INSTALLED NEW SERVICEABLE AFT HANDRAIL SUPPORT BRACKET IAW SRM 51-42-06-001-001-A01.

Part: ANGLE — CORRODED (ZONE 800) · airframe 50,759 hrs · 38,822 cycles

PAX DOOR FWD SEAL ANGLE IS CORRODED. REMOVED AND REPLACED FWD AND AFT SEAL STRIKER ANGLES IAW SRM 51-42-06-001-001-A01, AND 51-40-11-001-001-A01.

Part: SEAT TRACK — CORRODED (ZONE 200) · airframe 50,759 hrs · 38,822 cycles

LBL 9 SEAT TRACK CORRODED BETWEEN BS 394 TO 485. REMOVED UNSERVICEABLE SEAT TRACK IAW AMM 53-00-49-000-801 (CONFIG A02). INSTALLED A NEW SERVICEABLE SEAT TRACK IAW AMM 53-00-49-400-801,(CONFIGA02).

Part: SEAT TRACK — CORRODED (ZONE 200) · airframe 50,759 hrs · 38,822 cycles

RBL 9 SEAT TRACK CORRODED BETWEEN BS 394 - 485. INSTALLED NEW SERVICEABLE SEAT TRACK IAW REO 670-53-21-2875, REV-.

Part: MOUNT FITTING — CORRODED (ZONE 900) · airframe 50,759 hrs · 38,822 cycles

GALLEY MOUNT FITTING IS CORRODED AT BS 295 JUST INBD OF RBL 9. INSTALLED A NEW GALLEY MOUNT FITTING IAW SRM 51-42-20-001-001-A01.

Part: ANGLE — CORRODED (ZONE 200) · airframe 50,759 hrs · 38,822 cycles

BS 280, FWD J ANGLE CORRODED. REMOVED AND REPLACED WITH NEW SERVICEABLE J ANGLE, CROSSBEAM IAW SRM 51-42-06-001-001-A01 AND SRM 51-42-21-001-001-A01.

Part: POST — CORRODED (ZONE 200) · airframe 50,759 hrs · 38,822 cycles

LBL 9 FLIGHT COMPARTMENT ENTRY POST IS CORRODED AT BS 280. ININSTALLED NEW REPAIR PARTS FLIGHT COMPARTMENT ENTRY POST LOWER SECTION IAW SRM 51-42-13-001-001-A01.

Part: FRAME — CORRODED (ZONE 100) · airframe 50,759 hrs · 38,822 cycles

BS 565 FRAME IS CORRODED BETWEEN STR 18L - 16L. REPAIRED IAW REO 670-53-31-1189, REV--, AND REO 670-53-31-1189, REV-.

Part: SHEAR TIE — CORRODED (ZONE 100) · airframe 50,759 hrs · 38,822 cycles

BS 549 FRAME ATTACH ANGLE IS CORRODED BETWEEN STR 18L - STR 19L. REMOVED AND INSTALLED NEW SERVICEABLE FRAME CLEAT IAW SRM 51-42-13-001-001-A01M, AND 51-42-21-001-001-A01 AND REPAIRED THE FRAME SECTION AT BS 549 LT FROM STR 16L TO STR 18L IAW REO 670-53-31-1189, REV -.

Part: FRAME — CORRODED (ZONE 100) · airframe 50,759 hrs · 38,822 cycles

BS 549 FRAME IS CORRODED BETWEEN STR 18L - 19L. REPAIRED IAW REO 670-53-31-1189, REV-.

Part: STRINGER CLIP — CORRODED (ZONE 100) · airframe 50,759 hrs · 38,822 cycles

STRINGER CLIP CORRODED AT STR 27 FWD SIDE OF BS 265. REMOVED UNSERVICEABLE BS 265 STRINGER CLIP 27 IAW SRM 51-42-06-001-001-A01. INSTALLED A NEW STRINGER CLIP IAW SRM 51-42-21-001-001-A01, AND SRM 51-42-06-001-001-A01.