Pentastar Aviation Charter, Inc.

Operated by Pentastar Aviation Charter, Inc (per NTSB report)

The pilot's inadvertent disabling of the No. 1 and No. 2 engines' electronic engine control systems, which resulted in engine and rotor overspeed conditions, a subsequent autorotation, and a hard landing. Contributing to the accident were the pilot's inexperience with the helicopter variant and the operator’s lack of a more robust helicopter differences training program.

Part: WARNING SYSTEM — ACTIVATED (CABIN PRESSURE) · airframe 3,977 hrs · 2,627 cycles

ON 3/18/26, DEPARTING FROM KDVT, CREW RETURNED TO KDVT DUE TO CLIMBING THRU 2000FT, WE GOT AURAL AND VISUAL WARNING, NO TAKEOFF”. AURAL WARNING WAS CONTINUOUS AND VISUAL WAS INTERMITTENT. CLIMBING THRU 10,000 NOTICED THE PRESSURIZATION WAS CLIMBING RAPIDLY, EARS WERE POPPING. UPON LANDING IN KDVT, AURAL WARNING, NO TAKEOFF”, REMAINED ON.

Part: I/O MODULE — MALFUNCTIONED (ZONE 100) · airframe 5,330 hrs · 3,960 cycles

RED TRIM ANNUNCIATOR ILLUMINATED CONTINUOUSLY DURING ALL MODES OF FLIGHT, CLIMB, CRUISE AND DESCENT. THE LIGHT WOULD ILLUMINATE SHORTLY AFTER AP WAS ENGAGED. WE VERIFIED AIRCRAFT WAS PERFECTLY TRIMMED PRIOR. THE AP KEPT ADDING NOSE-UP TRIM, EVEN WHEN NOT REQUIRED. OPEN

Part: CONNECTOR — BACKED OUT (MLG) · airframe 2,798 hrs · 1,800 cycles

LANDING GEAR FAILED TO EXTEND. GEAR EXTENDED MANUALLY, EMERGENCY BRAKE UTILIZED. HYDRAULIC FLOW LOW RT ILLUMINATED AFTER LANDING WITH ENGINE AT IDLE. GAINED ACCESS BEHIND INSTRUMENT PANEL AND INSPECTED LANDING GEAR CONTROL HANDLE. PER WIRING DIAGRAM FOUND SHARED ELECTRICAL GROUND THAT IS USED BY THE LANDING GEAR CONTROL VALVE EXTENSION SOLENOID AND BRAKE CONTROL FUNCTION, WHICH CAUSED THE POWER BRAKE PRESSURE LOW ANNUNCIATION OBSERVED BY CREW WHEN SELECTING EAR DOWN. INSPECTION FOUND GEAR CONTROL DISCONNECT CONNECTOR BACKED OFF WITH 3/4 OF PIN SHOWING. VERIFIED LANDING GEAR SYSTEM FUNCTIONS NORMALLY, PER FUNCTIONAL CHECKS OF CE525B MM 32-00-00-6.

Part: ATTACH BOLT — CRACKED (ZONE 200) · airframe 4,423 hrs · 15,028 cycles

DURING THE MAIN ROTOR INSPECTION (REMOVED) TASK 621133 STEP 37 VISUALLY FOUND A CRACK IN THE GREEN BLADE 2B BOLT RADIUS. BOLT WAS LIQUID FLUORESCANT PENETRANT INSPECTED BY AIRCRAFT NDT SERVICES (CRS N3DR341N) WHICH CONFIRMED A CRACK WAS PRESENT. CRACK WAS VERIFIED TO HAVE SIGNIFICANT DEPTH WITH BOTH EDDY CURRENT AND 150X STEREO MICROSOPIC VISUAL INSPECTION. REPLACED CRACKED BOLT.

Part: ENGINE — FAILED · airframe 6,555 hrs · 22,169 cycles

DUAL ENGINE FAILURE REQUIRING AUTOROTATION AND EMERGENCY LANDING, RESULTING IN SUBSTANTIAL DAMAGE TO THE AIRCRAFT AND INJURIES TO PILOT AND PASSENGERS. NTSB INVESTIGATION IS CURRENTLY IN PROCESS.

Part: HINGE FITTING — CORRODED (RUDDER) · airframe 2,613 hrs · 1,830 cycles

UPPER RUDDER HINGE HALF ASSEMBLIES HAVE SEVERE INTERGRANULAR CORROSION AND ARE BEYOND ECONOMICAL REPAIR.

Part: ATTACH FITTING — CORRODED (HORIZONTAL STAB) · airframe 5,013 hrs · 3,156 cycles

RUST COMING FROM THE LEFT HORIZONTAL-VERTICAL PIVOT LUG FITTING HALVES AND BEARING BORE. OVERSIZED TO FIRST OVERSIZE. CADMIUM PLATED IAW QQ-P-416 TYPE 2 CLASS 3. INSTALLED OVERSIZE BEARING IAW GAMPS 7120. ALL REWORK WAS ACCOMPLISHED IAW DRAWING SE05455106 REV IR.

Part: CIRCUIT CARD — FAILED (NR 1 GENERATOR) · airframe 2,589 hrs · 6,879 cycles

NR 1 GENERATOR DISCONNECT ADVISORY LIGHT ILLUMINATED IN FLIGHT. FOUND THE NR 1 Z100 PC CARD IN MASTER CONTROL BOX HAD FAILED. REPLACED THE PC CARD IAW AMM 24-63-00, 8-3. SYSTEM OPS CHECKED GOOD. FAILURE OF CARD CAUSED A DIVERSION.

Part: PITOT TUBE — FAILED · airframe 2,104 hrs · 621 cycles

AIR DATA SYSTEM NR 2, ERROR 320 PLUS FEET COMPARED TO NR 1, 3, AND STANDBY. STARTED AROUND 20,000 FEET IN CLIMB. REPLACED ALL FOUR PITOT STATIC PROBES WITH NEW UNITS. THE SYSTEM WAS RECERTIFIED AND AN OPS CHECK FLIGHT WAS PERFORMED WITH POSITIVE RESULTS. NO FURTHER DEFECTS NOTED. AIRCRAFT WAS RETURNED TO SERVICE.

Part: BRAKE ASSY — LOCKED (MLG) · airframe 4,388 hrs · 3,305 cycles

NR 4 BRAKE ASSEMBLY LOCKED UP ON GEAR. DURING TOWING, AFTER ACFT ARRIVAL, NOISE WAS NOTED COMING FROM THE BRAKES. SHORTLY AFTER, THE NR 4 BRAKE LOCKED. DISASSEMBLY REVEALED THE BRAKE HEAT PACK HAD COME APART AND LOCKED UP THE WHEEL.

Part: FITTING — WORN (VERTICAL STAB) · airframe 9,341 hrs · 4,951 cycles

THE LEFT RUDDER ATTACH POINT NR 3, LOWER BORE ON THE VERTICAL STABILIZER, IS WORN BEYOND NOMINAL SIZE. OVERSIZED HOLE OF LT LOWER RUDDER FITTING ON VERTICAL STABILIZER TO FIRST OVERSIZE .3125" IAW DWG SE05000102 REVISION INITIAL DATED 8 112015 WITH FAA APPROVAL ON FAA 8110-9 BY ODA-511131-CE DATED 2 10 2016.

Part: HINGE FITTING — WORN (RT ELEVATOR) · airframe 9,341 hrs · 4,951 cycles

THE RIGHT ELEVATOR HINGE NR 4 FITTING WAS PREVIOUSLY OVERSIZED WITH A REPAIR BUSHING, THE FITTING ATTACH HOLES BOTH UPPER & LOWER ARE ELONGATED & TAPERED. ENLARGED TWO EACH BORES IN THE RT ELEVATOR NR 4 HINGE FITTING TO SECOND OVERSIZE & ENLARGED UPPER & LOWER NR 4 HINGE BORES ON THE HORIZONTAL STABILIZER TO SECOND OVERSIZE IAW DWG SE05000102 REV. INITIAL DATED 8 11 2015 WITH FAA APPROVAL ON FAA FOR 8100-9 BY ODA-511131-CE DATED 2 10 2016.

Part: ATTACH FITTING — WORN (VERTICAL STAB) · airframe 9,341 hrs · 4,951 cycles

THE LT RUDDER ATTACH POINT NR 3, LOWER BORE ON THE VERTICAL STABILIZER IS WORN BEYOND NOMINAL SIZE. OVERSIZED HOLE OF LT LOWER RUDDER FITTING OF VERTICAL STABILIZER TO FIRST OVERSIZE 0.3125", IAW DWG SE05000102 REV. INITIAL DATED 8 11 2015 WITH FAA APPROVAL ON FAA FOR 8100-9 BY ODA-511131-CE DATED 2 10 2016.

Part: PACKING — LEAKING (APU FUEL) · airframe 2,418 hrs · 1,260 cycles

DURING PILOTS PREFLIGHT, PILOT DISCOVERED FUEL DRIPPING FROM APU ENCLOSURE. REPLACED PACKING ON OUTLET FITTING OF APU FUEL CONTROL UNIT IAW GTC 36-150 MM CHAPTER 49 30 52. LEAK CHECKED GOOD.

Part: ANTI-SKID SYS — FAULTY (MLG) · airframe 3,037 hrs · 2,679 cycles

AFTER LANDING, TAXING INTO THE GATE, NORMAL BREAKING ACTION WAS LOST. UPON TURNING THE ANTI-SKID SWITCH TO THE OFF POSITION BRAKING CONTROL WAS RETURNED. THE ANTI-SKID SYS WAS DEFERRED & THE FLIGHT WAS CONTINUED. SYS WILL REQUIRE FURTHER TROUBLESHOOTING TO DETERMINE SOURCE OF FAILURE & TO COMPLETE A REPAIR OF THE SYS.

Part: FUEL CONTROL — CLOGGED (ENGINE) · airframe 3,012 hrs · 2,378 cycles

UPON CROSS FLOW, RT TANK TO LT ENG, CAUSES ENG FLUCTUATIONS. INSTALLED IN-LINE FUEL STRAINERS IN THE PROPER POSITION. ACFT WAS FLOWN & FOUND TO BE WITHOUT DEFECTS.

Part: FIRE LOOP — LOOSE (RT NACELLE) · airframe 4,541 hrs

AOA HEAT FAIL ILLUMINATED IN FLIGHT. AFTER A SHORT TIME, THIS LIGHT EXTINGUISHED. SEVERAL MINUTES LATER THE RT ENGINE FIRE DETECT SYSTEM AMBER ANNUNCIATION AND MASTER CAUTION ILLUMINATED. DURING THE TIME IT TOOK TO PULL OUT THE CHECKLIST FOR THIS LIGHT IT EXTINGUISHED, AND THEN THE RT ENGINE FIRE RED SWITCH LIGHT ILLUMINATED. THE RT THRUST LEVER WAS PULLED BACK TO IDLE IAW THE MEMORY ITEMS FOR AN ENGINE FIRE INDICATION. THE FIRE INDICATION EXTINGUISHED WITHIN 15 SECONDS OF PULLING THIS THROTTLE TO IDLE. AT NO POINT DURING THIS OCCURRENCE WAS THERE ANY SECONDARY INDICATION OF AN ENGINE FIRE.

Part: SKIN — CORRODED (RT WING) · airframe 3,010 hrs · 2,377 cycles

DURING INSPECTION OF RT UPPER WING SKIN ASSEMBLIES AT WS 37.00, CORROSION WAS FOUND AT 3 LOCATIONS. DAMAGE AREA A , BETWEEN CTR SPAR & AFT SPAR INBD OF WS 37. DAMAGE AREA B, BETWEEN CTR SPAR & AFT SPAR OTBD OF WS 37. DAMAGE AREA C, BETWEEN FWD SPAR & CTR SPAR OTBD OF WS 37. BLENDED 3 LOCATIONS OF CORROSION AT WS 37 IAW REPORT S-0-0034 04RD. PERFORMED EDDY CURRENT INSPECTION OF BLENDED AREAS IAW THE MODEL 680 NON-DESTRUCTIVE TESTING MANUAL, PART 6 EDDY CURRENT, CHAPTER 20-00-02, EDDY CURRENT SURFACE TECHNIQUES GENERAL. DETERMINED MATERIAL THICKNESS REMAINING IS WITHIN THE LIMITS SHOWN IN TABLE 2 0-1 OF REPORT S-680-0034 04RD. CLEANED, TREATED & PRIMED THE BLENDED AREAS IAW SRM, CHAPTER 51-20-01. PROTECTIVE TREATMENT OF METAL. RE-INSTALLED EXISTING TYPE & SIZE FASTENERS OF SUITABLE LENGTHS IAW THE SRM CHAPTER 51-40-03.

Part: SKIN — CORRODED (HORIZONTAL STAB) · airframe 3,010 hrs · 2,377 cycles

FOUND SEVERAL AREAS OF CORROSION ON THE UPPER & LOWER SIDES OF PANELS 351AC & 52AC, JUST INBD OF HORIZONTAL STABILIZER REAR SPARS. BLENDED & REMOVED CORROSION IN AFFECTED AREAS, NDT FINDINGS SHOW REMAINING THICKNESS TO BE BEYOND ALLOWABLE LIMITS IAW SRM 51-10-01. DAMAGES WERE SUBMITTED FOR EVALUATION. COMPLIED WITH REPAIR S-680-0034 03RD REV DATED 6 23 15.

Part: FORMER — CRACKED (THRUST REVERSER) · airframe 8,587 hrs · 7,321 cycles

NUMBER 2 THRUST REVERSER FAN NOZZLE AFT FORMER RING CRACKED.

Part: FORMER — CRACKED (LT MLG DOOR) · airframe 8,587 hrs · 7,321 cycles

LEFT INBD MLG DOOR FWD FORMER CRACKED. CRACK IS 1" LONG IN THE INSIDE RADIUS STARTING AT OTBD EDGE OF DOOR & TRAVELING INBD.

Part: UNKNOWN — MALFUNCTIONED · airframe 6,492 hrs · 5,149 cycles

UNCOMMANDED RIGHT ROLL TRIM RUNAWAY.

Part: WIRE — MELTED (PURGE SWITCH)

WIRES COMING FROM LAVATORY PURGE SWITCH OVERHEATED & MELTED SHEATHING FROM WIRE. DURING ACCOMPLISHMENT OF LAV WATER SYS 6 MO STERILIZATION.

Part: WIRE — MELTED (PURGE SWITCH)

WIRES COMING FROM LAVATORY PURGE SWITCH OVERHEATED & MELTED SHEATHING FROM WIRE. DURING ACCOMPLISHMENT OF LAV WATER SYSTEM 6 MO STERILIZATION.

Part: HYDRAULIC LINE — RUPTURED (HYDRAULIC SYS) · airframe 731 hrs · 2,391 cycles

REPLACED RUPTURED HYD LINE PN 704A34413466, ALSO REPLACED HYD LINE PN 704A34413447 FOR MAINTENANCE CONVENIENCE. REPLACED HYDRAULIC PUMP PN C24999010-0, SN OFF Y00098, SN ON Y00078. SERVICED SYS TO CAPACITY. GND RUN, BLEED & LEAK CHECKED OK.

Part: INDICATOR — MALFUNCTIONED (NLG) · airframe 684 hrs · 2,243 cycles

NOSE GEAR LIGHT DID NOT ILLUMINATE DURING EXTENSION. INSPECTED LG SYS. REMOVED, CLEANED & RE-ATTACHED ELEC CONNECTIONS. PERFORMED MULTIPLE EXTENSION & RETRACTIONS OF LG USING GND ELEC & HYD POWER TO CONFIRM PROPER OPERATION. NO PROBLEMS FOUND WITH FUNCTION OR INDICATIONS OF THE LG SYS. RETURNED ACFT TO SERVICE.

Part: WIRE HARNESS — OPEN (THRUST REVERSER) · airframe 3,920 hrs · 3,764 cycles

DESCENDING, THE LT THRUST REVERSER UNLOCK LIGHT ILLUMINATED. REMOVED LT THRUST REVERSER AND INSTALLED NEW DEPLOY/ STOW WIRE HARNESS, PN 53ND78303-1 AND RIGGED IAW CMM PN 03ND-78002, 78-30-12 PARA C, PAGE 703. INSTALLED LT THRUST REVERSER IAW MM 78-31-00. BLED THRUST REVERSER ACTUATORS IAW MM 78-31-00. NO OTHER DEFECTS NOTED.

Part: OUTFLOW VALVE — FAULTY (CABIN PRESSURE) · airframe 34,193 hrs · 39,431 cycles

PRESSURIZATION AT FL200 WENT OUT. OUTFLOW CABIN ALTITUDE CLIMBED. TROUBLESHOT SYSTEM IAW MM 21-30-00 AND FOUND PRIMARY OUTFLOW VALVE DOES NOT CLOSE FULLY. R & R OUTFLOW VALVE. OPS CHECKED GOOD.

Part: BATTERY — CORRODED (ZONE 100) · airframe 3,500 hrs · 3,415 cycles

FOUND MAIN BATTERY DEAD. FURTHER INSPECTION REVEALED BATTERY HAD APPARENTLY FROZE AT ONE POINT IN TIME, AS BATTERY CASE WAS BULGING IN THE VICINITY OF THE RT MONOBLOCK AND UPPER CELL CAP HAD POPPED OFF. OVER TIME, ACID HAD EATEN THROUGH BATTERY CASE FORWARD, RT LOWER CORNER, ALLOWING BATTERY ACID TO SEEP ONTO ACFT STRUCTURE. REMOVED MAIN BATTERY, REMOVED BATTERY ACID (NEUTRALIZED) BY THOROUGHLY CLEANING CONTAMINATED AREA UNDER BATTERY BOX AND UNDER BAGGAGE COMPARTMENT PANEL FRAMEWORK, FUSELAGE SKIN, AND STRINGERS IAW MFG CORROSION CONTROL MANUAL CHAP 9. R & R ELEVATOR CABLES WITH NEW IAW MM 27-30-00, OPS CHECKS NORMAL. R & R RUDDER CABLES IAW MM 27-20-00, OPS CHECKS NORMAL. INSTALLED NEW BATTERY IAW MM 24-32-00, OPS CHECKS NORMAL. ACFT RETURNED TO SERVICE.

Part: A/C PACK — FAILED (ZONE 100) · airframe 3,330 hrs · 3,262 cycles

SMOKE AND UNCOMMANDED HEAT IN COCKPIT SHORTLY AFTER TAKEOFF. THE FREON AIR CONDITIONING SYS HAD BEEN DEFERRED DUE TO A DAMAGED DRIVE BELT REQUIRING REPLACEMENT. THE (M) PROCEDURE 21-50.1 CALLED FOR THE "AIR COND" CIRCUIT BREAKER TO BE PULLED/COLLARED. WITH THIS CIRCUIT BREAKER PULLED AIR CONDITIONING SYS GOES TO MANUAL MODE, NOT AUTOMATIC MODE THEREFORE THE CABIN VALVE GOES FULL HOT RESULTING IN EXTREME HEAT IN DUCTING WHICH ALSO CAUSED LIGHT SMOKE (PROBABLY FROM DEBRIS). RESET AIR/COND CIRCUIT BREAKER, SYS OPS CHECKED GOOD. PULLED CIRCUIT BREAKER 410 FOR FREON AIR SYS VERIFIED FREON AIR SYS INOP. FOUND (M) PROCEDURE FOR DMI 21-50. 1 IDENTIFIES THE WRONG C/B FOR DEACTIVATION. THE FREON AIR CONDITIONING SYS WAS REPAIRED, THE DEFERRAL CLEARED. THE AIR CONDITIONING SYS WAS VERIFIED TO BE OPS. MEL PROCEDURE 21-50-1 IS TO BE REWRITTEN.

Part: OXYGEN MASK — SEPARATED · airframe 3,330 hrs · 3,262 cycles

DURING A DECLARED EMERGENCY FOR SMOKE AND HEAT IN COCKPIT, THE PILOT OXYGEN MASK BROKE UPON DEPLOYMENT. IT APPEARS THE MASK WAS DEFECTIVE. IT WAS IN DUE O/H BY THE END OF JUNE 2012. THE MASK WAS REPLACED AND THE ACFT WAS RETURNED TO SERVICE.

Part: STRUCTURE — CORRODED (MLG) · airframe 1,532 hrs · 1,099 cycles

FOUND CORROSION IN THE KNEE PIN BORE OF LT MLG TRAILING ARM. CORROSION IS OUT OF LIMITS AND ALLOWS NO REPAIR.

Part: PANEL — DAMAGED (BYPASS DUCT) · airframe 7,602 hrs · 2,494 cycles

APPROX 4" DIAMETER HOLE IN INNER BYPASS DUCT PANEL OVER NR1 IGNITOR OF RT ENGINE.

Part: ATTACH FITTING — CRACKED (RUDDER BELLCRANK) · airframe 3,540 hrs · 3,190 cycles

RUDDER TORQUE TUBE TO BELLCRANK ATTACH FLANGE IS CRACKED IN 3 PLACES AROUND THE CIRCUMFERENCE OF THE TUBE. REPLACED TORQUE TUBE AND INSTALLED CORRECTLY.

Part: MOUNT FITTING — CORRODED (HORIZONTAL STAB) · airframe 7,335 hrs · 3,528 cycles

HORIZONTAL STABILIZER PIVOT BEARING FITTING BORES ARE CORRODED. MADE REPAIRS TO LT LUG IAW FAA APPROVED REPAIR DWG SE05455902 REV A. FIRST OVERSIZE REPAIR INCORPORATED. INSTALLED HORIZONTAL STABILIZER

Part: AXLE — CORRODED (LT MLG) · airframe 3,260 hrs · 2,759 cycles

LT MLG AXLE HAS LIGHT SURFACE CORROSION.

Part: DISPLAY — INTERMITTENT (COCKPIT) · airframe 5,557 hrs

PILOTS EFIS FAILED (TOP TUVE) INTERMITTENT.

Part: FIRE LOOP — CHAFED (ZONE 400) · airframe 3,179 hrs · 2,632 cycles

ON DESCENT "FIRE DET SYS R" AMBER CAUTION LIGHT ILLUMINATED FOLLOWED BY RED "RT ENGINE FIRE WARNING". FOUND FIRE LOOP CHAFED.

Part: CABLE — BROKEN (TE FLAP)

FOLLOW-UP CABLE WAS FOUND TO HAVE OVER 50 PERCENT OF ITS DIAMETER BROKEN AT THE SWEDGED BALL. POSSIBLE IMPROPER SWEDGING OF THE BALL ON THE CABLE. COMPLY WITH SB560-27-19 FLIGHT CONTROLS FLAP FOLLOW-UP CABLE IMPROVEMENT. COMPLIED WITH SB 27-19. REPLACEMENT OF CABLE WITH NEW PN.

Part: CABLE ASSY — DAMAGED (CENTER PEDESTAL) · airframe 3,087 hrs · 2,510 cycles

FLAP FOLLOW UP CABLE FOUND TO HAVE OVER 50 PERCENT OF ITS DIAMETER BROKEN AT THE SWEDGED BALL.

Part: ACTUATOR — MALFUNCTIONED (VERTICAL STAB)

INCIDENT OCCURRED AFTER DEPARTURE FROM DTW AND DURING CLIMBOUT AT 11000 FT WITH AUTOPILOT ENGAGED IN SMOOTH AIR, CONTROL WHEEL JOLTED FWD BRIEFLY AND "UNCOMMANDED STAB" AMBER ICAS MESSAGE ILLUMINATED. NO FURTHER UNCOMMANDED INPUTS TO STAB OCCURRED. AIRCREW COMPLIED WITH APPROPRIATE CHECKLIST REQUIREMENTS. AC RETURNED WITHOUT FURTHER INCIDENT. (K)

Part: BLEED VALVE — INOPERATIVE (LEFT ENGINE) · airframe 1,408 hrs

THE "L-BLEED PRESSURE HIGH" AMBER CAS WAS NOTED ON TAKEOFF ROLL BEGINNING. LT ENG BLEED AIR PRESSURE REGULATING VALVE FAILED TO REGULATE PROPERLY. TROUBLESHOOTING REQUIRED. DEFERRED LT BLEED AIR SYSTEM PER MEL 36-1.1 AND COMPLETED TASK M 36.1.1. ACFT WAS RETURNED TO SERVICE. REMOVED AND REPLACED THE LT ENG BLEED AIR REGULATING AND SHUTOFF VALVE. LEAK CHECK PER CMP CODE 710007 AND OPERATIONAL CHECK PER CMP CODE 361215 "BLEED SYSTEM OPERATIONAL CHECK" WERE GOOD. THE DEFERRAL HAS BEEN CLEARED AND ACFT RETURNED TO SERVICE.

Part: SHAFT — FAILED (DRAIN VALVE)

DUMP HANDLE SLIPS ON SHAFT. THE SHAFT SEEMS TO BE UNDER SIZE. (K)

Part: SHAFT — FAILED (DRAIN VALVE)

DUMP HANDLE SLIPS ON SHAFT. THE SHAFT SEEMS TO BE UNDERSIZE. (K)

Part: SKIN — CORRODED (RT WING) · airframe 5,069 hrs · 3,372 cycles

MISSING PAINT WITH MINOR CORROSION ON MIDDLE RT WING, UNDER THE SLAT, AT THE WING LIFTING POINT. CORROSION IS LOCATED ON WING PLANK AT LIFT POINT IN MACHINED CUTOUT. CUTOUT IS FILLED WITH SEALANT. CORROSION LOCATED UNDER SEALANT ON WING PLANK. REMOVED CORROSION AND DETERMINED REMAINING MATERIAL THICKNESS. RECEIVED APPROVAL FROM MFG, DATED 05/08/08 TO PERFORM NDT INSPECTION FOR CRACKS, APPLY ANTI CORROSION PROTECTION IAW THE MM 20-600, APPLY PREVENTITIVE TO CAVITY, FILL WITH 3M STRUCTURAL VOID FILLING COMPOUND NR3524 TO RESTORE CONTOUR AND APPLY PAINT IAW 20-605. AIRCRAFT WAS RETURNED TO SERVICE.

Part: RETAINER — LOOSE (LT TURBINE ASSY) · airframe 1,168 hrs · 708 cycles

NR 1 ENGINE FAN WOULD NOT ROTATE FREELY ON POSTFLIGHT INSP. BINDING STILL PRESENT AFTER SEVERAL HOURS OF COOL DOWN TIME. OUTSIDE VENDOR CALLED IN TO DISASSEMBLE ENGINE ENOUGH TO DETERMINE CAUSE OF BINDING. IT WAS FOUND THAT MANY OF THE FIRST STAGE TURBINE BLADE RETAINING CLIPS WERE MISSING ALLOWING BLADE SHIFT. TURBINE SECTION IS BEING REBUILT. AC WILL BE RETURNED TO SERVICE AFTER RECEIVING AND INSTALLING REBUILT TURBINE SECTION OF ENGINE ASSY.

Part: TORQUE TUBE — CORRODED (RUDDER) · airframe 5,153 hrs · 1,774 cycles

RUDDER TORQUE TUBE INNER AND OUTER TUBES ARE CORRODED AND PITTED.

Part: LINE — BENT (BS 820) · airframe 5,153 hrs · 1,774 cycles

HYDRAULIC LINE IN TAIL COMPARTMENT JUST AFT OF LT ELT IS BENT/DENTED.

Part: FRAME — CRACKED (CARGO DOOR) · airframe 5,153 hrs · 1,774 cycles

BAGGAGE DOOR FRAME IS CRACKED.

Part: BEARING — CORRODED (TORQUE TUBE) · airframe 5,153 hrs · 1,774 cycles

RUDDER TORQUE TUBE BEARING CORRODED AND SEAL LOOSE.