May 2002 Alerts Teledyne Weather Radio 05 Alert

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May 2002

FAA AC 43-16A

CONTENTS
AIRPLANES
AERONCA ................................................................................................................................. 1
AMERICAN CHAMPION ......................................................................................................... 1
BEECH ........................................................................................................................................ 2
CESSNA ..................................................................................................................................... 5
DIAMOND ................................................................................................................................. 9
MAULE ..................................................................................................................................... 10
PIPER ........................................................................................................................................ 10

HELICOPTERS
BELL ......................................................................................................................................... 13
EUROCOPTER ......................................................................................................................... 14
SIKORSKY .............................................................................................................................. 15

AMATEUR, EXPERIMENTAL, AND SPORT AIRCRAFT
NORTH AMERICAN ............................................................................................................... 15
STODDARD-HAMILTON ....................................................................................................... 15

POWERPLANTS AND PROPELLERS
TELEDYNE CONTINENTAL .................................................................................................. 16

AIR NOTES
SUBSCRIPTIONS .................................................................................................................... 16
ELECTRONIC VERSION OF MALFUNCTION OR DEFECT REPORT .............................. 17
SERVICE DIFFICULTY REPORTING PROGRAM ................................................................ 17
ADDRESS CHANGES ............................................................................................................. 18
IF YOU WANT TO CONTACT US ........................................................................................ 18
AVIATION SERVICE DIFFICULTY REPORTS ..................................................................... 19

1

May 2002

U.S. DEPARTMENT OF TRANSPORTATION
FEDERAL AVIATION ADMINISTRATION
WASHINGTON, DC 20590

FAA AC 43-16A

AVIATION MAINTENANCE ALERTS
The Aviation Maintenance Alerts provide a common communication channel through which the aviation community can
economically interchange service experience and thereby cooperate in the improvement of aeronautical product durability,
reliability, and safety. This publication is prepared from information submitted by those who operate and maintain civil
aeronautical products. The contents include items that have been reported as significant, but which have not been
evaluated fully by the time the material went to press. As additional facts such as cause and corrective action are identified,
the data will be published in subsequent issues of the Alerts. This procedure gives Alerts’ readers prompt notice of
conditions reported via Malfunction or Defect Reports. Your comments and suggestions for improvement are always
welcome. Send to: FAA; ATTN: Designee Standardization Branch (AFS-640); P.O. Box 25082; Oklahoma City, OK
73125-5029.

AIRPLANES
AERONCA
Aeronca; Model 7-AC; Champ; Wing Structure Damage; ATA 5711
After the right wingtip struck the ground, the owner asked maintenance personnel to inspect the aircraft
for damage.
During the inspection, the technician discovered the outboard end of the right wing spar was cracked.
The crack traveled longitudinally approximately 30 inches inboard. Due to the severity of this damage,
he had to replace the spar.
The submitter did not provide any other details. However, all operators are cautioned to thoroughly
inspect the aircraft after any wing strike event. Pilots are encouraged to report all wingtip strikes and/or
hard landings and have them investigated by a qualified maintenance person.
Part total time not reported.

AMERICAN CHAMPION
American Champion; Model 7-ECA; Citabria; Wing Spar Defects; ATA 5711
While restoring the aircraft, the owner found several severe defects on the right wing spars.
In accordance with Airworthiness Directive (AD) 2000-25-02 R1 and American Champion Service
Letter (SL) 406, Revision A, the owner removed, cleaned and inspected the right rear wing spars.
A maintenance record entry, dated January 16, 1993, recorded a “hard landing.”
At first glance, the spars appeared to be in good condition. However, a high-intensity light revealed four
compression cracks on the upper edge of the rear spar and one crack associated with an aileron bellcrank
attachment hole. Two of the cracks extended down through the spar at the plywood plate through
approximately 45 percent of the spar thickness. He found two splits that originated at the wing strut
attachment reinforcing plywood plate and followed the edge grain of the wood for approximately
2.5 inches. (Refer to the illustration.)

1

FAA AC 43-16A

May 2002

The submitter stated he would not have found these defects
using ordinary visual inspection techniques. None of the
cracks were visible until the varnish, excess adhesive, and dirt
were removed. He suggested chamfering the vertical edges of
the plywood reinforcement plates by .75 inch might reduce the
stress buildup at this location.
Part total time not reported.

American Champion; Model 8KCAB; Decathlon; Defective Propeller Assembly; ATA 6110
During a scheduled inspection, a technician discovered a crack in the propeller assembly.
The propeller pitch cylinder (hub) (P/N B-2428-2)
was severely cracked on the forward end. The
crack traveled outboard from both sides of the
low pitch stop-nut. (Refer to the illustration.)
Airworthiness Directive (AD) 2001-23-08 deals
with this subject, and this aircraft was in
compliance with the AD. Hartzell Service Bulletin
(SB) HC-SB-61-227, Revision 2, dated
May 8, 2000, is incorporated by reference in
AD 2001-23-08.
The submitter stated this aircraft is used in a
training environment for aerobatic instruction, and
“hard” use may have contributed to the defect.
Part total time-283 hours.

BEECH
Beech; Model 58 Baron; Erroneous Oil Temperature Indication; ATA 7933
The pilot reported that after takeoff, he noticed a steady increase in oil temperature on the left engine.
The oil temperature was at “red line” before the pilot could feather the propeller and begin a return to the
departure airport.
Technicians investigated the problem and found the oil quantity was within limits. There was no indication
that the engine oil temperature had been excessively high. Further troubleshooting revealed the oil
temperature circuit was defective. A pin was pulled out of the oil temperature cannon plug
(P/N MS3106A12S-38). After replacing the cannon plug, the indicating system functioned properly.
Part total time not reported.
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May 2002

FAA AC 43-16A

Beech; Model 58; Baron; Landing Gear Failure; ATA 3230
After takeoff, the pilot discovered the landing gear would not retract. He placed the landing gear control
back in the “down” position and landed the aircraft safely.
The weather conditions were wet and cold, and the technician discovered that ice prevented the landing
gear “squat” switches from operating. The switches were frozen in position. After he thawed and dried
the switches, the gear functioned properly during a test.
It would be wise to consider the environmental conditions during preflight inspections and give special
attention to the landing gear components.
Part total time not reported.
Beech; Model 65B80; Queen Air; Poor Engine Performance; ATA 7414
During an engine “break-in” operational test, a technician noticed very poor left engine performance
when operating on the right magneto.
An investigation revealed the magneto primary coil retainers were loose inside the case. It was apparent
the retainers became caught in the timing gear and caused severe damage to the gear teeth.
The submitter speculated the retainers were not properly installed. It was fortunate the damage was
located at the timing mark where it was easily seen. It was suggested that technicians exercise care and
use appropriate technical data to prevent this type of defect.
Part total time-9 hours.
Beech; Model B99; Airliner; Defective Elevator Attachment; ATA 2730
During a scheduled inspection, a technician found a defective elevator attachment.
The collar (P/N 115-610015-3) installed at the inboard end of the left elevator was cracked. The collar is
attached to the elevator torque tube (P/N 115-610010-325) via a taper pin fastener. The crack was
located adjacent to the taper pin.
The submitter could not determine if the crack was caused by fastener overtorque or normal wear.
Part total time-35,566 hours.
Beech; Model 100; King Air; Defective Rudder Control Component; ATA 2720
While performing other maintenance, the technician removed the rudder assembly.
The technician discovered severe corrosion damage on the rudder bellcrank (P/N 100-600012).
The corrosion was located beneath the lower rudder attachment fitting. The corrosion damage required
replacement of the bellcrank.
The submitter suggested giving this area diligent attention during inspections and maintenance. He also
suggested giving this area an application and reapplication of corrosion preventive measures.
Part total time-6,662 hours.

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FAA AC 43-16A

May 2002

Beech; Model 200; King Air; Landing Gear Discrepancy; ATA 3211
This aircraft was delivered to a maintenance facility with a flightcrew report that the landing gear
“unsafe” light stayed on when the gear selector was up.
Maintenance personnel jacked the aircraft, performed a gear retraction test, and duplicated the reported
discrepancy. While investigating the cause, a technician discovered the left main landing gear actuator
support bearings were “coming apart.” The left main gear upper drag link assembly was hitting two bolts
during the retraction cycle. The bolts used in the left lower cap assembly (P/N101-120025-11) were
improperly installed. The improperly installed bolts led to the actuator support failure, as well as other
minor damage, and caused malfunction of the gear indication switches.
The submitter suggested that proper use of the manufacturer’s technical data would prevent this type of
discrepancy.
Part total time not reported.
Beech; Model 200; King Air; Cabin Entry Door Defect; ATA 5210
During a scheduled inspection, a technician discovered excessive movement of the cabin entry door
handrail.
The excessive movement was present in the hinge area of the forward and aft handrails. Investigating
further, the technician discovered both “intercostal” (P/N’s 50-430043-1291 and 101-430178-1) structures
were cracked and broken at the rivet locations.
The submitter suggested giving this area diligent attention during inspections and maintenance.
Part total time-4,739 hours.
Beech; Model 300; King Air; High Engine Oil Temperature; ATA 7922
The flightcrew reported that during cruise flight, the oil temperature on the right engine rapidly increased
to the “red line.” When they reduced the engine power, the oil temperature decreased into the “green
arc.”
An investigation led maintenance personnel to believe the engine oil temperature regulator/pressure relief
valve (P/N 723747), which is located on the oil cooler (P/N 101-389028-3), stuck closed. Since the valve
was stuck, circulation of engine oil through the cooler was prevented.
The submitter stated the same discrepancy occurred on the left engine oil system 78 operating hours prior
to this occurrence.
Part total time 189 hours.
Beech; Model 1900C; Airliner; Fire Extinguisher System Defect; ATA 2620
While performing an inspection, the technician discovered the fire-extinguisher system was defective.
The “squib” power switch (P/N 101-570021-6) was “dislocated” from the main engine fire-extinguisher
annunciator/actuator assembly. The tabs on the annunciator body were not properly retaining the “squib”
switch module. The technician checked other like aircraft for this condition and found two out of six units
were also loose.
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May 2002

FAA AC 43-16A

The submitter stated, “The new replacement assemblies are only marginally better for retention of the
squib switch module, which is located on the aft end of the annunciator/actuator assembly.” He suggested
the manufacturer change the design of this unit to provide a positive attachment of the “squib” power
switch.
This condition would prevent the flightcrew from discharging the affected engine fire-extinguisher bottle.
There is no way for the flightcrew to verify the system function and operation in accordance with proper
preflight procedures.
Part total time not reported.
Beech; Model 1900D; Airliner; Defective Electrical System; ATA 2841
After returning from a flight, the pilot stated he smelled smoke in the cockpit and saw smoke coming from
the left side of the instrument panel. The flightcrew was able to isolate the associated electrical systems,
and they landed the aircraft safely.
While troubleshooting this problem, the technician discovered a shorted electrical panel wire. The wire
(P/N X31F20) is used to supply electrical power from the bus bar terminal to the fuel quantity indicator
panel. He found approximately 17 other wires, which are located in the same area, had suffered damage
from excessive heat. He replaced all the damaged wiring.
The submitter did not give a cause for the electrical short.
Part total time-2,333 hours.

CESSNA
Cessna; Model 172M; Skyhawk; Flight Control Cable Failure; ATA 2700
The National Transportation Safety Board (NTSB) provided the following article. (The article has been
printed as it was received.)
Witnesses in the airport traffic pattern heard the pilot announce on the radio that he had lost all
aileron control.
While investigating the accident, an NTSB investigator discovered that two flight control cables were
broken. He found that the left aileron control cable separated in the area of the top pulley located at
the right doorpost. The cable was severely frayed for several inches on each side of the failure point
and there was evidence of heavy corrosion on the cable and inside the pulley track. When the pulley
was removed, it exhibited binding in the bearing, which prevented free rotation of the pulley.
In addition, the right wing flap cable was separated approximately 27 inches from the bellcrank in the
area of the right fuel tank. The wing flap cable exhibited the same corrosion and fraying as the
aileron cable.
All concerned persons should examine the flight control cables closely for signs of fraying and/or
corrosion at every opportunity. This is especially necessary in the areas that are difficult to inspect
such as removing the cockpit headliner. The extra time and effort spent could very well prevent an
aircraft accident.
Part total time not reported.
5

FAA AC 43-16A

May 2002

Cessna; Model 172N; Skyhawk; Defective Alternator Installation; ATA 2421
While conducting other maintenance, a technician noticed the alternator appeared to be loose at the
support bracket attachment point.
The technician removed the alternator and discovered a “spark plug” gasket had been used in place of
a washer on the alternator attachment bolt. The alternator housing was cracked, the bushing was loose,
and the bushing hole was severely elongated.
The submitter believes all of this damage was caused by the use of the “spark plug” gasket in place of
the steel washer. He speculated the gasket crushed during operation allowing movement and further
crushing of the gasket which led to the other damage mentioned.
Part total time not reported.
Cessna; Model 172R; Skyhawk; Wing Skin Cracks; ATA 5730
While conducting a scheduled inspection, the technician discovered numerous cracks in the left wing skin.
The cracks were located in the top trailing edge of the wing skin at the inboard end. The cracks were
adjacent to four rivets (P/N AN426-AD4) just above the wing flap that join the trailing edge stiffener to
the upper and lower wing skins. The cracks ranged from .5 to 1 inch in length, and only one crack
penetrated a rivet hole.
One crack was approximately 1 inch long and was adjacent to a rivet that attaches the inboard wing rib to
the upper skin. It appeared the extreme aft wing root fairing screw contacted the upper skin and caused
this crack. The screw shank was longer than necessary. After the technician removed the wing to repair
the damage, he discovered a doubler and a flush patch, approximately 9 inches by 4 inches, had been
installed.
It seems rather odd to find such a repair member on a relatively new aircraft! The submitter suggested
that close attention be given to the use of proper length hardware during installations.
Aircraft total time-590 hours.
Cessna; Model 172S; Skyhawk; Fuel Leak; ATA 2810
While conducting an engine operational test, the technician smelled fuel in the cockpit.
After shutting down the aircraft, the technician removed the floor panels and found a puddle of fuel.
Investigating further, he noticed a fuel stain on the reservoir tank (P/N 0516009-18). He de-fueled the
aircraft and removed the reservoir tank. After stripping the paint, he conducted a “dye-penetrant
inspection that revealed a crack adjacent to the lower aft welded seam.
The submitter suspects the crack was caused by the misalignment of the upper mounting hole nut plate.
Structural stress was imposed when the tank was installed and the mounting fasteners were tightened.
He suggested that proper alignment of the tank and structure mounting holes, as well as the nut plate,
should be checked prior to final installation of the reservoir tank.
Part total time-614 hours.

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May 2002

FAA AC 43-16A

Cessna; Model R182; Skylane; Defective Propeller Spinner; ATA 6113
During a scheduled inspection, a technician noticed the propeller seemed exceptionally loose.
The technician found both propeller spinner
attachment plates (McCauley P/N C5046)
were severely cracked. The cracks traveled
through four of the six attachment fastener
holes on each attachment plate. It appeared
the cracks originated from the corner of
each fastener head and went to the outer
edge of the plates. (Refer to the illustration.)
There were three cracks on one of the
attachment plates and one long crack on the
other.
The technician removed the bolts from the
plates and noticed that no washers had been
installed as required by the manufacturer’s
technical data. Evidently, the washers were
omitted when the propeller was installed. He inspected two other like aircraft and found the same 12
washers had been omitted. He discovered the washers were omitted from the propeller attachment bolts
on all three aircraft.
The submitter suggested that proper adherence to the manufacturer’s approved technical data would
prevent recurrence of this type defect.
Part total time-750 hours.
Cessna; Model 190; Flight Control Structural Defect; ATA 5751
During a scheduled inspection, a technician discovered both
aileron hinge brackets were severely damaged.
The left and right inboard aileron hinge brackets (P/N’s 0322709
and 0322709-1) were in a state of imminent failure. The
technician discovered both hinge brackets were cracked
completely across the bearing boss. There was severe corrosion
on the aileron hinge brackets, and one of the bracket mounting
legs was broken. (Refer to the illustration.)
The submitter believes corrosion caused the metal to become
“brittle” and propagated this damage. The aileron hinge brackets
are made of magnesium, which is highly susceptible to corrosion.
The same type of aileron hinge bracket is used on 195A
and 195B model aircraft.
Since this is a critical component, the submitter suggested giving
the brackets a close inspection at every opportunity.
Part total time not reported.

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FAA AC 43-16A

May 2002

Cessna; Model 208B; Caravan; Engine Failure; ATA 7314
After an off-airport landing incident, the pilot stated the engine failed and could not be restarted.
During an investigation, a technician discovered there was no fuel supply to the engine fuel control. The
engine-driven fuel pump (P/N 025323-150), located on the engine accessory gearbox, had a sheared drive
shaft.
The submitter suggested a mandatory life limit for replacement of the fuel pump drive assembly.
Part total time since overhaul-3,972 hours.
Cessna; Model 210D; Centurion; Defective Antenna Installation; ATA 2300
While completing a scheduled inspection, the technician discovered the emergency locator transmitter
(ELT) antenna was loose.
The technician removed the ELT antenna assembly (P/N 450017) and found the shield-locking nut, used
to secure the metal antenna rod to the base assembly, was the source of the looseness. He removed the
antenna rod and discovered the female barrel connector solder joint was broken. The antenna rod is
secured by means of an insulated plastic housing, located at the base of the antenna, inserted into
a compression nut.
The submitter believes this installation is not structurally sound enough to bear the operational loads
imposed on the antenna assembly.
Part total time-157 hours.
Cessna; Model 320E; Skyknight; Landing Gear Failure; ATA 3230
After a landing incident, the pilot stated the nose landing gear did not fully extend. All attempts to extend
the nose gear to the “down-and-locked” position failed, and it collapsed when it contacted the runway.
During the incident investigation, a technician discovered the nose gear retraction tube assembly
(P/N 0842120-1) was broken. The aircraft manufacturer’s technical data (IPB) lists another new
retraction tube (P/N 0842121-1) that is supposed to be a stronger part. Research in the FAA, Service
Difficulty Program data base revealed there were six reported failures of the original part
(P/N 0842120-1) and seven reported failures of the new part (P/N 0842121-1).
The submitter speculated lowering the landing gear at excessive airspeeds might cause this type of
failure. He cautioned pilots to adhere to published guidance for landing gear operation.
Part total time-3,600 hours.
Cessna; Model 402C; Businessliner; Nose Landing Gear Defect; ATA 3230
While conducting a scheduled inspection, a technician discovered a serious defect on the nose landing
gear.
The nose gear drag brace (P/N 5142002-5) was severely cracked. The crack was located adjacent to the
lug for attachment of the actuator and was in danger of complete failure. Failure of the actuator
attachment lug would prevent proper operation of the nose gear.

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May 2002

FAA AC 43-16A

The submitter recommended that all personnel be alert for damage in the area of the drag brace
attachment lug and make use of dye-penetrant inspection techniques during scheduled inspections.
Part total time-2,244 hours.
Cessna; Model 750; Citation; Rudder/Brake Pedal Linkage Defect; ATA 3242
During a scheduled inspection, the technician discovered the pilot’s right brake pedal linkage was
defective.
The pin (P/N MS35675-4), used to secure the
clevis-connecting pin (P/N 6261081-14), was
exceptionally loose and working out of the clevis. (Refer
to the illustration.) The pin, designed for a “press fit,”
could be removed by hand. It appeared the clevis
material was worn sufficiently to allow the pin to
become loose. If the two pins had come out, the pilot’s
right brake function would have been inoperative.
The submitter recommended the manufacturer consider
replacing the clevis attachment pin with a device having
a positive lock, such as a bolt and castle nut or a roll pin
with safety wire.
Part total time-667 hours.

DIAMOND
Diamond; Model DA 20-A1; Structural Damage; ATA 5531
During a scheduled inspection, a technician discovered the empennage to the vertical stabilizer
attachment was faulty. This aircraft is used mainly for flight training.
The vertical stabilizer spar was “disbonded” from the empennage attachment area, and the tail skid area
was cracked. The submitter believes this damage was the result of landing with excessive airspeed and
a nose-high attitude causing the tail section to contact the runway.
The submitter suggested the manufacturer modify the tail skid area to include a metal spring-type tail skid
to alert the pilot of the ground proximity. This is the second occurrence of tail strike damage he has seen.
Part total time-1,822 hours.

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FAA AC 43-16A

May 2002

MAULE
Maule; Model M6-235; Super Rocket; Defective Aileron Control System; ATA 2701
During other maintenance, a technician discovered the left aileron sprocket (P/N D-31) stop pin was
broken.
The broken stop pin allowed the aileron surfaces to overtravel in both directions, and the balance weights
hit the upper wing skin. The stop pin is located in the flight control yoke and limits the travel of the
sprocket.
The submitter suspects this damage occurred when the aircraft was parked outside during high and gusty
wind conditions without having the flight control gust locks installed.
Part total time-873 hours.

PIPER
Piper; Model PA 24-250; Comanche; Landing Gear Failure; ATA 3230
After a takeoff, the landing gear did not retract when the pilot selected the “up” position. He smelled an
electrical burning odor and noticed the amp gauge indicated “discharge.” He used the emergency system
to extend the landing gear and made a safe landing.
The technician discovered the landing gear motor (P/N 21286-00) was shorted internally and producing
the burning odor. There was evidence the motor assembly had produced excessive heat prior to the
failure. After he replaced the landing gear motor assembly, it functioned properly during a test.
The submitter recommended performing an “electrical load test” on suspect landing gear motors to
prevent in-flight failures.
Part total time-1,163 hours.
Piper; Model PA 24-250; Comanche; Landing Gear Failure; ATA 3230
During a landing approach, the landing gear extended only partially when the pilot selected the “down”
position. All subsequent attempts to fully extend the landing gear failed. He landed the aircraft with the
gear in an intermediate position.
The technician discovered that the 5-amp circuit breaker (P/N 464-656), which supplies electrical power
to the gear solenoid, was faulty. The circuit breaker failed internally without giving an indication of the
failure. Evidently, the circuit breaker failed while the landing gear was in transit, leaving the gear only
partially extended.
Part total time-2,652 hours.
Piper; Model PA 28-140; Cherokee; Defective Engine Exhaust System; ATA 7820
During an annual inspection, a technician removed the engine muffler to facilitate the inspection.
While checking the structural integrity between the muffler (P/N 99482-00) and the heater shroud, the
technician found numerous holes in the outer skin. Due to the damage, he replaced the muffler assembly.
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May 2002

FAA AC 43-16A

The submitter cautioned technicians to give this area extra attention during scheduled inspections and
maintenance.
Part total time-2,800 hours.
Piper; Model PA 28-151; Warrior; Poor Engine Performance; ATA 7322
During an annual inspection, a technician performed an engine-operational test and found the engine
performance was poor.
The technician shut down the engine and opened the engine cowling to investigate the problem.
He discovered all the carburetor (Marvel-Schebler MA-4SPA) bowl attachment bolts were loose and
allowing excessive air to be drawn into the carburetor. The carburetor bowl bolt-locking tabs were in
place and properly bent up.
The technician was not able to verify the bolts were within the proper torque range of 35 to 45
inch-pounds. It is possible that the bolts were loose due to shrinkage of the carburetor bowl gasket.
Part total time not reported.
Piper; Model PA 28-181; Archer; Flight Control Cable Damage; ATA 2700
While conducting a scheduled inspection, the technician discovered several flight control cables were
damaged.
The forward right and left stabilator cables were severely worn and frayed. Also, the left and right aileron
balance cables were similarly damaged. The damaged sections of the cables were located adjacent to
pulleys, fairleads, and other places where the cables contacted the aircraft structure.
The submitter found very similar damage on another like aircraft. After reviewing the evidence, he
speculated the cable damage was caused by the use of “substandard cable stock” and improper cable
routing and alignment during manufacture.
Part total time-2,536 hours.
Piper; Model PA 31-350; Chieftain; Landing Gear Failure; ATA 3230
The pilot stated that after takeoff, the nose landing gear failed to retract. He immediately placed the gear
control in the “down” position without result. He attempted to lower the gear using the
emergency-extension system without success, and the flight culminated with a “gear-up” landing.
A technician discovered a flexible hose assembly (P/N 17766-04) used on the nose gear actuator was
ruptured. It was evident the ruptured hose allowed depletion of the hydraulic fluid and prevented
extension of the landing gear. The hydraulic hose failed at a point just below an identification tag
(TSO Tag) affixed to the hose.
The submitter recommended that technicians be very diligent in their inspections of the landing gear
actuator hoses during inspections and maintenance. This diligence is especially important in the area of
identification tape, tags, or spiral wrap.
Part total time-6,363 hours.

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FAA AC 43-16A

May 2002

Piper; Model PA 31-350; Chieftain; Engine Fuel Pressure Anomaly; ATA 2140
After a flight, the flightcrew related observing an intermittent drop of the fuel pressure on the right
engine.
While interviewing the flightcrew, the technician learned the cabin heater (Janitrol) was operating when
the fuel pressure fluctuations occurred. Since the cabin heater fuel supply comes from the right engine
fuel supply, he tested the heater for fuel leaks. During the test, he found fuel leaking profusely from the
heater fuel pressure regulator and shutoff valve (P/N A23D04-7-5).
The leaking part was new and had been installed to replace another new valve in accordance with
Airworthiness Directive (AD) 2001-17-13. The FAA Service Difficulty Program data base contains
33 additional entries concerning this subject. Almost all the data base reports occurred with a very low
number of operating hours. Considering these additional reports leads one to suspect there might be
a systemic problem with the fuel valve.
Part total time-4 hours.
Piper; Model PA 31-350; Chieftain; Fuel Pump Failure; ATA 7314
During an engine-operational test at the beginning of a scheduled inspection, the technician noticed the
right engine fuel pressure was low.
After increasing the engine-driven fuel pump (P/N RG8090J4A/M) pressure with the adjustment, another
operational test revealed no change in the pressure reading. After another attempt, the technician found
the proper pressure range was not obtainable by adjusting the pump.
The technician stated, “It appears the (pump internal) relief valve is hung up.” The submitter related this
was the eighth such pump failure he has seen. The FAA Service Difficulty Program data base contains
three reports, including this one, showing a problem with this fuel pump. This would indicate that all the
failures were not reported!
Part total time-450 hours.
Piper; Model PA 32R-300; Cherokee Lance; Defective Magneto; ATA 7414
The owner delivered the aircraft to a repair station and reported an excessive RPM drop on the left
magneto.
The unit used on this aircraft was “dual magneto” (TCM P/N BL-682560-13). The technician opened the
magneto and discovered the left magneto plastic gears were missing six teeth and one tooth on the right
side. He removed and replaced the entire unit.
The submitter gave no reason for this defect.
Part total time-400 hours.

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FAA AC 43-16A

Piper; Model PA 601; Aerostar; Landing Gear Defects; ATA 3200
After jacking the aircraft to install a new set of tires, the technician discovered a structural defect on the
nose gear.
The technician noticed excessive movement associated with the nose gear. Investigating further,
he discovered the actuator support structure was severely cracked at numerous locations. Several original
members of the actuator support structure were cracked completely through, including a previously
installed repair.
The submitter recommended technicians give this area closer attention during inspections and
maintenance. The extra attention is especially necessary on “high time” aircraft.
Part total time-14,000+ hours.

HELICOPTERS
BELL
Bell; Model 407; Abnormal Noise During Flight; ATA 6730
After returning from a flight, the pilot related hearing a loud “howling” noise that seemed to come from
the servo unit.
The technician removed and disassembled the servo unit
(P/N 206-076-062-107) and discovered the cover
(P/N 41002521) was severely corroded. The cover is used to
secure the servo mechanism. Also, he found the retainer
(P/N RS-62), used to secure the bypass valve spring, was
severed from the effects of corrosion. (Refer to the
illustration.)
The submitter stated the available evidence indicated the
corrosion caused this damage. Evidently, the “boot,” shown in
the illustration, allowed water and contaminates to enter the
unit and initiated the corrosion process. He suggested the
manufacturer modify the cover by adding a water drain and/or
improving the boot to exclude water from the unit.
Part total time-1,453 hours.

13

FAA AC 43-16A

May 2002

EUROCOPTER
Eurocopter; Model BK-117; MBB; Main Rotor Blade Damage; ATA 6210
A repair station received a main rotor blade (P/N 117-150041) for inspection and evaluation of a crack in
an abrasion strip.
The abrasion strip crack was located at blade station 230.5. The technician removed a portion of the
abrasion strip for inspection. The blade skin under the abrasion strip was cracked and delaminated.
While reviewing the blade maintenance records, the technician discovered the manufacturer
accomplished a repair/modification approximately 2.5 years prior to this defect. The blade repair installed
pins for the retention of the number 1 and number 2 weights in accordance with the manufacturer’s data
(RV 117-100000.00.20).
It appeared the abrasion strip and blade skin cracks originated from a “drill mark” on the inside surface of
the abrasion strip at the point where the weight pinholes were drilled. The weight retention pins are
installed from the upper surface, and it was obvious the holes were drilled too deep allowing the drill bit to
mark the lower inside surface of the abrasion strip.
The submitter reported finding cracks on the abrasion strips of other main rotor blades that had the
manufacturer-installed weight pin modification. He recommended all operators with weight pin modified
main rotor blades inspect for abrasion strip and/or skin damage as soon as possible.
Part total time-6,970 hours.
Eurocopter; BK-117; MBB; Searchlight Security; ATA 3340
During a flight, the pilot reported the searchlight was not controllable.
The technician noticed the searchlight assembly was loose on one side. A closer look revealed that one
arm of the “gimbals” (P/N 019059) was broken. The searchlight assembly was retained by one arm of
the gimbals and the retaining cable.
The submitter gave no reason for failure of the gimbal arm. He recommended giving the gimbals a close
inspection for security and condition at every opportunity.
Part total time not reported.
Eurocopter; Model AS350BA; Ecureuil; Hydraulic System Failure; ATA 2910
After landing safely, the pilot stated he lost hydraulic system pressure during a tour flight.
A technician investigated and discovered the hydraulic system drivebelt (P/N 704A33-690-004) was
separated. It appeared the drivebelt failed at the “bonded seam.”
The submitter stated better quality control by the drivebelt manufacturer might alleviate this type of
defect. He recommended giving the condition of the drivebelt close attention at every opportunity.
Part total time-395 hours.

14

May 2002

FAA AC 43-16A

SIKORSKY
Sikorsky (Erickson); Model SK-64-F; Main Rotor Blade Structural Crack; ATA 6210
While conducting a postflight inspection, a technician discovered a crack on a main rotor blade.
The rotor blade (P/N 6415-20504-102)
crack was located on the top surface of the
blade spar. The crack extended
approximately 2 inches in total length
traveling from a rivet installation 1.5 inch aft
and .5 inch forward. (Refer to the
illustration.)
The submitter did not determine a cause for
this defect. He suggested giving the main
rotor blades close scrutiny during
inspections and maintenance.
Part total time-4,372 hours.

AMATEUR, EXPERIMENTAL, AND SPORT AIRCRAFT
NORTH AMERICAN
North American; Model SNJ-4; Defective Replacement Hardware; ATA 5740
During a scheduled inspection, a technician ordered hardware to replace the existing wing attachment
hardware.
When the hardware was received, the technician inspected the hardware and found the wing attachment
nuts were not correct. The vendor had substituted “brass” nuts for the steel nuts (P/N AN 365-428)
required for installation of the wings. Except for the material they were made of, the brass nuts were
identical in all respects to the steel nuts. He could not trace the source of the brass nuts. He obtained the
proper hardware prior to installing the wings.
The submitter suggested that all operators of like aircraft inspect newly acquired hardware closely to
ensure it is correct for the intended installation.
Part total time not applicable.

STODDARD-HAMILTON
Stoddard Hamilton; Model Glasair II SFT; Poor Engine Performance; ATA 2820
During a flight, the pilot noticed the engine performance was very poor, especially at higher power
settings. The engine performance degraded and resulted in engine failure and an off-airport landing.

15

FAA AC 43-16A

May 2002

While investigating the cause, the owner/pilot discovered the fuel flow to the engine was restricted.
He found the inline fuel filter, installed between the fuel selector valve and the boost pump, was
“clogged.” The inline filter installation was an “add on” by the aircraft builder. When the filter was
disassembled, he discovered a “rusty-looking” material was restricting the filter element.
The owner recalled refueling the aircraft from a metal barrel that had been stored for some time.
Checking the filter contamination and the residue remaining in the refueling barrel, he found they were the
same.
The idea of an extra inline fuel filter is good; however, we must ensure the fuel pumped into the tank is
free of contamination!
Part total time-2,500 hours.

POWERPLANTS AND PROPELLERS
TELEDYNE CONTINENTAL
Teledyne Continental; Model LTSIO 360EB; Push Rod Damage; ATA 8530
These engines were installed on a Piper, Model PA 34-200T aircraft. During an annual inspection,
a technician discovered three push rods on the left engine were damaged.
Each of the three push rods (P/N 630393) was cracked along their entire length. The technician could not
determine the cause of this damage, but changed all 12 push rods on each engine. The high number of
operating hours may have been a contributing factor in this failure.
The submitter recommended technicians inspect the push rods more frequently using a higher level of
scrutiny.
Part total time-3,198 hours.

AIR NOTES
SUBSCRIPTIONS
The Government Printing Office (GPO) distributes this publication. If you have any questions regarding
a subscription to this publication, please direct your questions to GPO.
You may contact GPO at: Superintendent of Documents, P.O. Box 371954, Pittsburgh, PA 15250-7954,
telephone (202) 512-1800, fax (202) 512-2250.
When you contact GPO, be specific concerning the publication you are interested in (e.g., Advisory
Circular 43-16A). GPO accepts payment in the form of checks and credit cards. Please make your
checks payable to the Superintendent of Documents.

16

May 2002

FAA AC 43-16A

In the past, we furnished the GPO subscription form in this publication. The older issues which contain
the subscription form, may not have current pricing information. Since GPO controls price increases,
contact GPO for current subscription information.

ELECTRONIC VERSION OF MALFUNCTION OR DEFECT REPORT
One of the recent improvements to the AFS-600 Internet web site is the inclusion of FAA Form 8010-4,
Malfunction or Defect Report. This web site is still under construction and further changes will be made;
however, the site is now active, usable, and contains a great deal of information.
Various electronic versions of this form have been used in the past; however, this new electronic version
is more user friendly and replaces all other versions. You can complete the form online and submit the
information electronically. The form is used for all aircraft except certificated air carriers who are
provided a different electronic form. The Internet address is:
http://av-info.faa.gov/isdr/
When the page opens, select “M or D Submission Form” and, when complete, use the “Add Service
Difficulty Report” button at the top left to send the form. Many of you have inquired about this service.
It is now available, and we encourage everyone to use this format when submitting aviation,
service-related information.

SERVICE DIFFICULTY REPORTING PROGRAM
The objective of the Service Difficulty Reporting (SDR) Program is to achieve prompt and appropriate
correction of conditions adversely affecting continued airworthiness of aeronautical products fleet wide.
The SDR program is an exchange of information and a method of communication between the FAA and
the aviation community concerning inservice problems.
A report is filed whenever a system, component, or part of an aircraft, powerplant, propeller, or appliance
fails to function in a normal or usual manner. In addition, if a system, component, or part of an aircraft,
powerplant, propeller, or appliance has a flaw or imperfection which impairs, or which may impair its
future function, it is considered defective and should be reported under the program.
These reports are known by a variety of names: Service Difficulty Reports (SDR), Malfunction and
Defect Reports (M and D) and Maintenance Difficulty Reports (MDR).
The consolidation, collation and analysis of the data, and the rapid dissemination of trends, problems and
alert information to the appropriate segments of the aviation community and FAA effectively and
economically provides a method to ensure future aviation safety.
The FAA analyzes SDR data for safety implications and reviews the data to identify possible trends that
may not be apparent regionally or to individual operators. As a result of this review, the FAA may

17

FAA AC 43-16A

May 2002

disseminate safety information to a particular section of the aviation community. The FAA also may
adopt new regulations or issue airworthiness directives (AD’s) to address a specific problem.
The primary source of SDR’s are certificate holders operating under Parts 121, 125, 135, 145 of the
Federal Aviation Regulations, and the general aviation community which voluntarily submit records. FAA
Aviation Safety Inspectors may also report service difficulty information when they conduct routine
aircraft and maintenance surveillance as well as accident and incident investigations.
The SDR database contains records dating back to 1974. Reports may be submitted on the Internet
through an active data entry form or on hard copy. The electronic data entry form is in the AFS-600
Aviation Information web site under the heading SDR Main Menu. The URL is: 
A public search/query tool is also available on this same web site. This tool has provisions for printing
reports or downloading data.
At the current time we are receiving approximately 45,000 records per year.
Point of contact is:
Tom Marcotte
Service Difficulty Program Manager
Aviation Data Systems Branch, AFS-620
P.O. Box 25082
Oklahoma City, OK 73125
Telephone: (405) 954-6500
9-AMC-SDR-ProgMgr@mmacmail.jccbi.gov

ADDRESS CHANGES
In the past, the Designee Standardization Branch (AFS-640) maintained the mailing list for this
publication. Now, the Government Printing Office (GPO) sells this publication and maintains the mailing
list; therefore, please send your address change to: U.S. Government Printing Office, ATTN: SSOM,
ALERT-2G, 710 N. Capital Street N. W., Washington, DC 20402
You may also send your address change to GPO via FAX at: (202) 512-2168. If you FAX your address
change, please address it to the attention of: SSOM, ALERT-2G. Whether you mail or FAX your
address change, please include a copy of your old address label, and write your new address clearly.

IF YOU WANT TO CONTACT US
We welcome your comments, suggestions, and questions. You may use any of the following means of
communication to submit reports concerning aviation-related occurrences.
Editor: Phil Lomax (405) 954-6487
FAX:
(405) 954-4570 or (405) 954-4748
18

May 2002

FAA AC 43-16A

Mailing address: FAA, ATTN: AFS-640 ALERTS, P.O. Box 25082,
Oklahoma City, OK 73125-5029
E-Mail address:

Phil_W_Lomax@mmacmail.jccbi.gov

You can access current and back issues of this publication from the internet at: http://afs600.faa.gov
When the page opens, select “AFS-640” and then “Alerts” from the drop-down menu. The monthly
issues of the Alerts are available back to July 1996, with the most recent edition appearing first.

AVIATION SERVICE DIFFICULTY REPORTS
The following are abbreviated reports submitted between March 23, 2002, and April 23, 2002, which have
been entered into the FAA Service Difficulty Reporting (SDR) System data base. This is not an all
inclusive listing of Service Difficulty Reports. For more information, contact the FAA, Regulatory Support
Division, Aviation Data Systems Branch, AFS-620, located in Oklahoma City, Oklahoma. The mailing
address is:
FAA
Aviation Data Systems Branch, AFS-620
PO Box 25082
Oklahoma City, OK 73125
These reports contain raw data that has not been edited. If you require further detail please contact
AFS-620 at the address above.

FEDERAL AVIATION ADMINISTRATION
Service Difficulty Report Data

Sorted by Aircraft Make and Model then Engine Make and Model. This Report Derives from Unverified Information Submitted By the Aviation Community
without FAA review for Accuracy.
ACFT MAKE
ACFT MODEL
REMARKS

ENG MAKE
ENG MODEL

COMP MAKE
COMP MODEL

PART NAME
PART NUMBER

MCAULY
2A34C203BC

O-RING
A1633109
WIRE

PART CONDITION
PART LOCATION

DIFF-DATE
OPER CTRL NO.

T TIME
TSO

FAILED
03/04/2002
PROPELLER
CA020307007
AIRTRC
CHAFED
03/06/2002
AT802
FEEDER WIRE
CA020311003
(CAN) DURING ANNUAL INSPECTION THE MAIN BUSS FEEDER CABLE BETWEEN THE MAIN 120 AMP CIRCUIT BREAKER AND THE COCKPIT
BUSSBAR WAS TIE STRAPPED TO THE R/H UPPER ENGINE MOUNT TUBE AND WAS CHAFING ON THE 2 BOLT HEADS THAT SECURE THE R/H
FORWARDFOAM TANK SUPPORT CLAMP. THE WIRE WAS INSPECTED AND FOUND SERVICEABLE. A STANDOFF GROMMET WAS INSTALLED
TO ENSURE ADEQUATE CLEARANCE BETWEEN THE ENGINE MOUNT TUBE AND THE CABLE. WIRE #-118
AMD
GE
SELECTOR
FAILED
03/23/2002
FALCON20
CF7002D2
MLG
CA020402001
(CAN) ON MAR 23,2002 DURING LDG PHASE IN WILMINGTON, OHIO (KILN) PILOT INITIATED DEPLOYMENT OF LDG GEAR. COCKPIT
INDICATOR SHOWED 3 RED LIGHTS IDENTIFYING FWD GEAR DOOR LATCH UNLOCKED & NO GREEN LIGHTS TO CONFIRM THAT GEAR
DOORS WERE FULLYOPENED & GEAR DOWN & LOCKED. 2 MORE ATTEMPTS WERE UNSUCCESSFUL IN OBTAINING PROPER INDICATION.
SUBSEQUENTLY, PILOT CONTACTED WILMINGTON CENTRE & COMPLIED WITH THEIR INSTRUCTIONS. PILOT THEN PROCEEDED WITH
EMERGENCY CHECKLIST & MANUALLY UNLOCKING OF GEAR, FOLLOWED BY EMERGENCY GEAR EXTENSION FROM A/C HYDRAULIC SYS
NR 2. PROPER GEAR
AMTR
ROD END
FAILED
03/28/2002
150
VIPERJET
MM6
MLG
2002FA0000461
ROD END FAILED DUE TO SIDE LOADS AFTER LANDING (OR DURING).

19

FAA AC 43-16A

May 2002

BAG
GARRTT
WIRE
BROKEN
04/02/2002
JETSTM3101
TPE33110UG
622800200
MLG
CA020404002
(CAN) ON APPROACH THE PILOT NOTICED THAT THE NOSE GEAR WAS NOT INDICATING DOWN AND LOCKED. AFTER CYCLING THE GEAR
WITHNO CHANGE IN THE INDICATION, A FLY PAST WAS CARRIED OUT TO DETERMINE THE GEAR STATUS. AFTER DECIDING THAT THE GEAR
WASLIKELY DOWN AND LOCKED A LANDING WAS ATTEMPTED WITH ERS ON STANDBY. THE LANDING WAS SUCCESSFUL.ON
INVESTIGATION A WIREWAS FOUND TO BE BROKEN ABOUT 12 BBAVIA
CONT
SPAR
CRACKED
06/25/2001
1905
7ECA
O200*
RT WING
2002FA0000347
TROUBLE AREA IN THE REGION OF LIFT STRUT ATTACHMENT POINT, REMOVED VARNISH AND SMALL AMOUNT OF WOOD, COULD IDENTIFY
SMALL CRACK IN THE GLUE JOINT ON REAR FACE OF RT REAR WING SPAR. ALSO DETECTED ON UPPER EDGE OF RT REAR SPAR A TOTAL OF
5COMPRESSION TYPE CRACKS. TWO ACTUAL SPLITS WERE REVEALED STARTING AT THE REINFORCING PLYWOOD PLATE. FOLLOWED
EDGE GRAIN OF WOOD FRO ABOUT 2 AND 3 INCHES. TWO OF THESE CRACKS EXTENDED DOWN THROUGH SPAR, AT PLYWOOD PLATE
EDGE, A DISTANCEOF ABOUT 40-50 PER CENT OF THE WING SPAR. SUGGEST: ALL PLYWOOD REINFORCING PLATES HAVE THEIR VERTICAL
EDGES CHAMFERED(TAPERED) AT LEAST .7500 INCH, HELP IN REDUCING STRESS RISER CRATED AT VERTICAL EDGE OF
BBAVIA
CONT
SPAR
DAMAGED
03/18/2002
7ECA
O200*
RT WING
2002FA0000356
WHILE RECOVERING WINGS FOUND NUMEROUS LOOSE RIBS THAT HAD RUBBED GROVES IN THE SPARS. SOME SMALL CRACKS
ORIGINATING FROM THE NAIL HOLES. AIRPLANE HAD BEEN USED IN AEROBATICS. REPLACED ALL FOUR WING SPARS.
BEECH
PWA
TIRE
UNBONDED
03/26/2002
1900C
PT6A65B
114800115
NLG
CA020403002
(CAN) AIRCRAFT DEPARTED PRINCE GEORGE,PILOTS FELT VIBRATION THRU AIRFRAME. AS IT DID NOT DIMINISH THEY ELECTED TO
RETURN. MAINTENANCE INSPECTED AIRCRAFT AND WITH NO VISIBLE DEFECTS THE AIRCRAFT WAS TEST FLOWN. NO NOTICEABLE
VIBRATION WAS FELT AND AIRCRAFT RETURNED TO SERVICE. NEXT DAY ON ROLL OUT PILOTS FELT VIBRATION AND ABORTED TAKEOFF.
AIRCRAFT WAS AGAININSPECTED AND TEST FLOWN.ONLY IF AIRCRAFT WAS ON LONG HIGH SPEED ROLLCUT DID DEFECT REOCCUR. THE
NOSE WHEEL WAS DISASSEMBLED AND THE BALANCE WEIGHT ON THE INNER PORTION OF THE TIRE WAS FOUND UNBONDED. THE TIRE
WAS REPLACED AND A SATISFACTORY TEST FLIGHT COMPLETED.
BEECH
PWA
LINE
CHAFED
03/27/2002
1900D
PT6A67D
11892000029
FUEL TRANSFER
CA020405003
(CAN) THE L/H FUEL CROSS TRANSFER TUBE WAS FOUND CHAFED THROUGH AND SEEPING FUEL. THE WEAR MARK ON THE TUBE
MEASURED APPROXIMATELY 5/16 INCH IN LENGTH X 1/8 INCH IN WIDTH. REF: IPC 28-20-00. WEAR OCCURRED FROM THE WIRE BUNDLE
COVERING OF THE GEAR UPLOCK MICROSWITCH. THE BUNDLE WAS SECURED CLEAR AFTER FUEL TUBE REPLACEMENT. SUGGEST
OPARATORS CHECK THIS AREA.THE FUEL TUBE WAS REPLACED AND AIRCRAFT RETURNED TO SERVICE.
BEECH
PWA
LATCH
FAILED
03/20/2002
200BEECH
PT6A41
1014300291
AIRSTAIR DOOR
CA020403006
(CAN) AFTER TAKEOFF CALGARY (CYYC), CLIMBING THROUGH 14,000 FEET, THE CREW AND PASSENGERS HEARD A LOUD BANG, THEN THE
CABIN AIRSTAIR DOOR DROPPED OPEN. THE CREW DECLARED AN EMERGENCY TO ATC, INSTITUTED AN EMERGENCY DESCENT AND
TURNED BACK FOR CALGARY WHERE THEY LANDED WITHOUT FURTHER INCIDENT. THE CAUSE OF THIS DOOR FAILURE IS NOT FULLY
KNOWN AT THIS TIME, BUT IT DOES APPEAR THAT THE FORWARD UPPER LATCH HOOK ASSEMBLY FAILED. REPORTS ON THE EXACT CAUSE
WILL FOLLOW AFTER
BEECH
PWA
COMPRESSOR
FAILED
02/23/2002
17593
200BEECH
PT6A41
RT ENGINE
CA020306001
(CAN) THE AIRCRAFT WAS IN CRUISE FLIGHT AT FL20000. THERE WAS A LOUD BANG THAT SHUCK THE AIRCRAFT AND FLAMES
APPEAREDCOMING OUT OF THE EXHAUST STACKS. THE ENGINE WAS SHUT DOWN AND FEATHERED. FLAMES EXTINGUISHED RIGHT AWAY
IN THE STAKES.THERE WAS A SMALL AMOUNT OF FLAME NOTICED IN THE LOUVERS OF THE BLEED AIR VALVE OUTLETS, THAT
EXTINGUISHED AFTER A BRIEF PERIOD. THE AIRCRAFT CONTINUED AND LANDED WITHOUT ANY FURTHER DIFFICULTIES.
BEECH
PWA
PWA
SHAFT
SHEARED
03/18/2002
200BEECH
PT6A42
PT6A42
1155550259
TURBINE ENGINE A
AUS20020262
(AUS) RH ENGINE AIRCONDITIONING COMPRESSOR PULLEY DRIVE QUILL SHAFT SHEARED. LOSS OF ENGINE OIL.
BEECH
STRUT
CRACKED
02/14/2002
35B33
358152607
RT MLG
CA020215013
(CAN) ON INSPECTION PISTON LOWER SHOCK TUBE WAS FOUND WITH CHROME BLISTERED. NDT SHOWED A CRACK IN TUBE.CHROME WAS
REMOVED TO EXPOSE THE CRACK WHICH WAS 8 1/4 INCH DOWN FROM THE TOP OF THE TUBE. THE CRACK RAN HORIZONTAL FOR 1 1/2 INCH
THROUGH THE TUBE.
BEECH
CONT
GAUGE
MISMANUFACTURE
03/11/2002
58
IO550*
0023810025
FUEL SIGHT GAUGE
2002FA0000385
WHILE REPLACING LEFT WING FUEL SIGHT GAUGE IT WAS FOUND THE NEW PART HAD FLOAT ARM INDEXED 180 DEGREE FROM ORIGINAL
GAUGE. THIS DIFFERENCE CAUSED FLOAT ARM TO CONTACT LEADING EDGE CURVE AND GAUGE WOULD NOT READ BELOW 45 GALLONS.
WHEN ADDITIONAL PART WAS ORDERED, ANOTHER GAUGE WAS ALSO INDEXED WRONG. PARTS RETURNED TO FACTORY.
BEECH
CONT
ADAPTER
FAILED
04/08/2002
493
58P
TSIO520WB
642087A10
STARTER
2002FA0000456
PILOT REPORTED ENGINE WOULD NOT START. FOUND THAT PROP WOULD NOT TURN BACKWARDS. REPLACED STARTER ADAPTER WITH A
REBUILT AND OPS CHECKED OK. THIS IS THE SECOND ADAPTER REPLACED ON THIS ENGINE. THE FIRST ONE FAILED ON A FACTORY
REBUILT/ZERO TIME ENGINE WITH 402 HOURS ON IT. THE SECOND ONE,WHICH WAS A FACTORY REBUILT ADAPTER,FAILED WITH 493
HOURS ON IT.
BEECH
LYC
BRUSHES
WORN
03/02/2002
76
O360A1G6D
HYC5005
HYD MOTOR
CA020313003
(CAN) LANDING GEAR HYDRAULIC POWER PACK MOTOR DID NOT RUN. AIRCRAFT PUT ON JACKS & GEAR SELECTED UP, WITH A LIGHT TAP
ON MOTOR GEAR RETRACTED NORMALLY WITHIN ALLOWABLE TIME LIMITS. SAME PROBLEM OCCURRED WHEN GEAR SELECTED BACK
DOWN. INVESTIGATION REVEALED BRUSHES WERE BADLY WORN AND COMMUTATOR DAMAGED. BRUSHES ARE INSPECTED
PERIODICALLY BUT IT IS NOT A REQUIREMENT TO INSPECT I.A.W. BEECH 76 MAINTENANCE SCHEDULED. WE SUGGEST THAT FIELD WIRES
ARE BREAKING DOWN IN MOTOR CAUSINGUNUSUALLY SHORT LIFE OF BRUSHES, MOTOR AND POWER PACK ASSEMBLY REPLACED.
AIRCRAFT TESTED SERVICEABLE. BRUSHES SHOULD BEINSPECTED NO LESS THAN 500 HOURS.
BEECH
PWA
ACTUATOR
FAILED
03/07/2002
A100
PT6A28
508202085
MLG
CA020322007
(CAN) AFTER TAKEOFF GEAR WAS SELECTED UP, BUT SHOWED A RED LIGHT IN GEAR HANDLE. GEAR WAS CYCLED WITH SAME RESULTS.
GEAR WAS THEN SELECTED DOWN AND AIRCRAFT CONTINUED TO DESTINATION. CREW THEN NOTICED THAT THE NOSE GEAR DOWN
LIGHT WAS NOT LIT. AIRCRAFT DID 2 FLYOVERS TO CONFIRM GEAR WAS DOWN. AIRCRAFT LANDED SAFELY. MAINTENANCE FOUND
FAULTY UP POSITION SWITCH. NOSE GEAR IN DOWN POSITION WAS NOT FULLY DOWN. NOSE GEAR ACTUATOREND PLAY FOUND TO BE
OUT OF LIMITS. REPLACED UP POSITION SWITCH AND NOSE GEAR ACTUATOR, RIGGED GEAR, AND RETURNED AIRCRAFT TO SERVICE.

20

May 2002

FAA AC 43-16A

BEECH
HINGE
CORRODED
04/05/2002
12787
A200
10164001419
RUDDER
2002FA0000450
THE CENTER RUDDER HINGE ASSEMBLY WAS REMOVED FROM THE AIRCRAFT FOR REPLACEMENT DUE TO VISIBLE CORROSION NEAR THE
EDGE OF THE LOWER RIGHT HAND BOLT HOLE ON THE TEE. WHEN THE TEE WAS DERIVETED FROM THE HINGE SUBSTANTIAL EXFOLIATION
WAS FOUNDON THE TEE SURFACE WHICH BUTTS UP AGAINST THE HINGE. SUBSTANTIAL PITTING WAS FOUND ON THE ADJOINING SURFACE
OF THE HINGE. THE EXFOLIATED AND PITTED AREAS ARE NOT VISIBLE WHEN THE HINGE IS IN THE ASSEMBLED POSITION. EXFOLIATION
AND PITTING COULD HAVE PROPAGATED UNDETECTED TO THE POINT OF HINGE FAILURE. THE HINGE/TEE INTERFACE SHOULD BE
SEALED UPON ASSEMBLY TO PREVENT CORROSION.
BEECH
LYC
MOUNT
CORRODED
02/22/2002
A2324
IO360A1B
FUSELAGE, STABIL
AUS20020259
(AUS) STABILATOR MOUNTING BLOCK RIVETS SHEARED. INVESTIGATION FOUND THE UNDERSIDE OF THE ATTACHMENT BLOCK BADLY
CORRODED AND THE RIVETS CORRODED.
BEECH
CONT
SHAFT
FAILED
04/10/2002
A36
TSIO550B
649866
STARTER ADAPTER
2002FA0000463
AIRCRAFT ENGINE EXPERIENCED A LOSS OF OIL PRESSURE AND SUBSEQUENT LOSS OF POWER. ENGINE TEARDOWN INSPECTION
REVEALED A FAILURE OF THE STARTER ADAPTER SHAFT ( PN 649866).
BEECH
CONT
FITTING
MALFUNCTIONED
03/02/2002
B35
E185*
354051303
STAB ATTACH
2002FA0000377
LOOKED AT RUDDERVATORS MOVEMENT, THIS FITTING WAS MOVING, CALLED MANUFACTURER FOR INFORMATION ON THIS FITTING.
BEECH
CONT
SLICK
BRUSHES
WORN
04/02/2002
504
F33A
IO520BB
DISTRIBUTOR
2002FA0000476
MAGNETO REMOVED FROM ENGINE FOR 500 HOUR INSPECTION IAW MM. REMOVED THE REAR COVER AND THE DISTRIBUTOR BLOCK FROM
MAGNETO AND FOUND THE CARBON BRUSH WORN. CARBON DUST WAS FOUND ON THE FLAT PART OF THE CAP. THE WEARER ON THIS
BRUSH IS ABOVE NORMAL FOR 500 HOURS. (PN M3004 BRUSH)
BEECH
CONT
PUMP
INACCURATE
03/11/2002
1
F33A
IO520BB
64621216A2
FUEL SYSTEM
2002FA0000389
UNABLE TO ADJUST FUEL PUMP PRESSURE. PRESSURE IS TO HIGH AT LOW RPM AND THE ADJUSTMENT SCREW BACK ALL THE WAY OUT.
PUMP REMOVED AND SENT IN FOR WARRANTY.
BEECH
PWA
CYLINDER
CORRODED
03/14/2002
7201
F90
PT6A60A
998201005
MLG
2002FA0000430
WHILE PERFORMING 6 YEAR LANDING GEAR INSPECTION IAW MFG SPECIAL INSPECTION, FOUND CYLINDER ASSEMBLY IN NOSE GEAR
HAD SEVERE CORROSION ON INTERNAL BORE.
BEECH
BEECH
TURNBUCKLE
SEPARATED
03/26/2002
5050
S35
AILERON CABLE
2002FA0000420
WHILE IN LEVEL FLIGHT AT 5500FT MSL, ATTEMPTING TO TURN THE AIRCRAFT LEFT WITH THE AILERON A SMALL BUMP/BANG WAS FELT.
THE CONTROL WHEEL WENT FULL LEFT,AND THE AIRCRAFT COMMENCED ROLLING TO THE RIGHT. APPLICATION OF HARD RIGHT RUDDER
STOPPED THE ROLL AT ABOUT 70 DEGREES RIGHT WING DOWN. AIRCRAFT WAS RECOVERED AFTER LOSING 2200FT. FLEW TO RSW BY
KEEPING 20 TO 25 DEGREES LEFT YAW, WITH THE RUDDER, AND 12 TO 15 DEGREES RT WING DOWN. LANDING WAS ACCOMPLISHED USING
THE SAME TECHNIQUE. ON GROUND, RIGHT AILERON WAS HELD FULL UP AND LEFT AILERON FULL DOWN BY SPRING TENSION.
BELL
RIB
CRACKED
03/21/2002
10170
206B
206020123048S
HORIZONTAL STAB
JJWA078248
REMOVED BOTH HORIZONTAL STABILIZERS THAT HAD BEEN LAST INSTALLED OVER 5 YEARS AGO. FOUND EXCESSIVE CORROSION IN SPAR
CLAMP AREA ON RIB CLOSEST TO TAILBOOM. REQUIRES TOTAL RIBE REPLACEMENT OF $1966 RIB. INSPECTED OTHER RIB ALSO HAD
CORROSION & PIECE MISSING SO REPLACED 206-020-123-047S RIB ON THAT SIDE ALSO. THIS IS SECOND REPORT IN LESS THAN YEAR ON
SAME PARTS. SUGGEST BELL HELICOPTER INSERT A 3 YEAR INSPECTION IN MAINTENANCE MANUAL, ESPECIALLY WHEN AIRCRAFT IN
CORROSIVE ENVIRONMENT LIKE THE STATE
BELL
ALLSN
VENT LINE
PLUGGED
03/19/2002
206B
250C20J
FUEL CELL
CA020322009
(CAN) DURING SCHED 100/ANNUAL & 12 MONTH INSP OF ABOVE DESCRIBED HELICOPTER WE PROCEEDED TO CHECK OP OF LOW FUEL
WARNING SYS. FOLLOWING STEPS WERE CARRIED OUT: 1. WE REMVD FUEL LINE GOING TO AIRFRAME FUEL FILTER & ATTACHED LONG
FUEL LINE SO WE COULD DRAIN FUEL CELL VIA A/C FUEL BOOST PUMPS.2. WE PUT A/C POWER ON & NOTED A/C HAD 80 GALLONS OF
FULE. 3. WE THEN APPLIED POWER TO A/C FUEL BOOST PUMPS & STARTED TO DRAIN T HE FUEL SYS. 4. WE NOTED THAT FUEL IND HAD NOT
MOVED OFF ITS INDICATED 80 GALLONS, EVEN THOUGH LARGE AMOUNT OF FUEL HAD BEEN REMVD FROMM A/C. 5. NEXT WE REMVD FUEL
CAP & TOOK FLASHLIGHT & FOUND THAT RUBBER FUEL CELL HAD COLLAPSED, PREVENTING FUEL S
BELL
ALLSN
STIFFENER
CRACKED
03/21/2002
16300
206L
250C20R
206033110189
FUSELAGE
CA020403008
(CAN) CRACKED VERTICAL STIFFENER. CUTOUT IN HORIZONTAL STIFFENER WAS TOO SMALL WHICH PUT PRESSURE ON VERTICAL
STIFFENERCAUSING IT TO CRACK.
BELL
ALLSN
METER
MISREPAIRED
04/10/2002
206L1
250C28
2060751865
FUEL PRESSURE
YTRR078431
FUEL PRESSURE / LOADMETER WAS OVERHAULED. THE FUEL PRESSURE SIDE FAILED AFTER 1.0 HRS IN SERVICE. THE UNIT WAS
RETURNEDFOR WARRANTY REPAIR.
BELL
BUSHING
WORN
03/15/2002
438
212
204011404125
SWASHPLATE
YTRR077999
SWASHPLATE SUPPORT BUSHINGS AT GIMBAL RING MOUNT HAD ELONGATED BOLT HOLE. COMPONENT HAD BEEN IN SERVICE FOR
APPROXIMATELY HALF OF ITS LIFE.
BELL
PWA
BELL
BEARING
FAILED
12/22/2001
212
PT6T3
212040001059
212040143103
BEARING
CA020402004
(CAN) TRANSMISSION REPLACED DUE METAL CONTAMINATION. BEARING SERIAL NO.ZV10371 SUBJECT OF BELL HTI MALFUNCTION
REPORT REFERENCE CONTROL NO. 630697 SUBMITTED BY HELIPRO COMPONENTS.
BELL
TRANSCEIVER
MALFUNCTIONED
03/22/2002
407
064105430
COCKPIT
HEEA078380
CANNOT CHANGE CHANNELS. PERFORMED PRELIMINARY INSPECTION. COULD NOT DUPLICATE PROBLEM. FOUND CORRODED FOILS ON
DISPLAY BOARD BENEATH HEADER. REPLACED DISPLAY BOARD. REPAIRED. ADJUSTED C/N SQUELCH, FREQUENCY AND SIDETONE.
BENCH CHECK GOOD.
BELL
WINDOW
CRACKED
03/22/2002
407
407706301106
PAX CABIN
HEEA078411
RT PASSENGER WINDOW IS CRACKED NEAR UPPER MOUNTING SCREW HOLE. SCRAPPED AND REPLACED WITH SERVICEABLE PART.
BELL
PWA
LINE
BLOCKED
03/07/2002
412
PT6T3B
P3 AIR
AUS20020163
372
(AUS) NR 2 ENGINE RPM REDUCED TO IDLE DURING FLIGHT. EXTENSIVE INVESTIGATION COULD FIND NO FAULT AND THE AIRCRAFT WAS
RETURNED TO SERVICE. SUSPECT PROBLEM CAUSED BY TEMPORARY BLOCKAGE OF P3 AIR SUPPLY

21

FAA AC 43-16A

May 2002

BELL
PWA
PRESSURE
FAILED
02/23/2002
412
PT6T3B
7G1075
FUEL PRESSURE IN
AUS20020157
(AUS) FUEL PRESSURE SWITCH INTERNAL FAILURE. FUEL LEAKING FROM BODY.
BELL
ALLSN
OIL TANK
CRACKED
03/15/2002
1570
430
250C*
222065505161
ENGINE OIL
2002FA0000396
OIL LEAKING AROUND NR 1 INPUT DRIVE ON MAIN TRANSMISSION. DISCOVERED CRACK IN THE BOTTOM OF NR 1 ENGINE OIL TANK
APPROXIMATELY 1.5000 INCHES LONG AT THE BOTTOM OUTLET.
BELL
ALLSN
NOZZLE
FAILED
03/22/2002
TH57A
250C18A
23007189
TURBINE SECTION
HEEA078253
TURBINE REMOVED FOR OVERHAUL. LOW AREA FLOW 10.17 CAUSE LOW POWER ON TEST CELL. POWER WENT FROM -5.3 TO -7.0.
OVERHAULED NOZZLE, INSTALLED AND POWER WENT TO -3.
BOLKMS
ALLSN
BELLOWS
FROZEN
03/15/2002
BO105S
250C20B
V51313842CR764
DUST BOOT
CA020327007
(CAN) WATER HAD FROZEN IN DUST BOOT AND RESTRICTED MOVEMENT OF LONGITUDINAL CONTROL ROD. BELOW HYDRAULIC PACK, ICE
REMOVED, THAWED, DRIED OUT AND LIGHTLY SPRAYED WITH METHYL ALCOHOL TO REMOVE ANY FURTHER MOISTURE.
CESSNA
CONT
MAGNETO
FAILED
01/15/2002
150F
O200*
441
ENGINE
2002FA0000411
INSTALLED NEW CONDENSER DURING MAGNETO INSPECTION. RUN-UP WAS NORMAL. FULL POWER DURING TAKE-OFF SHOWED ROUGH
RUNNINGENGINE. FURTHER INSPECTION OF MAGNETO REVEALED THAT NEW M3064 CONDENSER HAD FAILED.
CESSNA
CONT
CASTING
CORRODED
03/04/2002
150L
O200A
627307A
RT MAG OPENING
CA020307010
(CAN) WHILE REMOVING COMPONENTS OFF OF THE ACCESORIE CASE, (UN RELATED REPAIR) DISCOVERED VER DEEP PITTING AND
CORROSSION AROUND THE RIGHT MAGNETO OPENING.CASTING WAS REPLACED.
CESSNA
CONT
GEAR
BROKEN
03/04/2002
150L
O200A
22355
OIL PUMP
CA020307015
(CAN) PILOT RETURNED TO BLOCKS AND SHUT ENGINE DOWN AFTER NOTICING THAT THE RPM GAUGE WAS UNSERVICABLE. UPON
FURTHER INSPECTION FOUND THAT THE UPPER OIL PUMP GEAR, WHICH IS ALSO THE TACHOMETER DRIVE SHAFT. HAD SPLIT. THE PIECE
WAS RECOVERED. AND THE GEAR / SHAFT WAS REPLACED WITH NEW. THE RESULTING DEFECT MAY HAVE ALSO CAUSED SOME WEAR TO
THE BUSHING AND OIL PUMP HOUSING.
CESSNA
CONT
BUSHING
FAILED
04/12/2002
14
150M
O200A
SA24122
ROCKER ARMS
2002FA0000495
EIGHT BUSHINGS FAILED WITHIN 15 HOURS OF OPERATION. THE PROBLEM WAS INDICATED BY BRASS METALIC DUST IN THE OIL FILTER.
THIS LOOKED SIMILAR TO METALIC PAINT FLAKE SUSPENDED IN THE OIL. THE ROCKER ARMS WERE REMOVED AND BUSHING CLEARANCE
WAS MEASURED. THE WEAR WAS BETWEEN .006 AND .009. MANUFACTURERS NEW LIMIT IS .0025 AND SERVICE LIMIT IS .004.
PROBABLECAUSE MAY BE DEFECTIVE MATERIAL.
CESSNA
LYC
TORQUE TUBE
BROKEN
04/05/2002
5941
152
O235*
04115261
LT RUDDER PED
2002FA0000472
PILOT LEFT RUDDER PEDAL TORQUE TUBE BROKE AT WELD FOR PEDAL ARM. RESULTING IN PILOT HAVING REDUCED OR NO LEFT
RUDDER OR NOSE STEERING. POSSIBLY CAUSED BY A DEFECTIVE WELD.
CESSNA
LYC
CRANKCASE
DAMAGED
03/05/2002
152
O235L2C
LW13282
ENGINE
CA020312008
(CAN) DEFECT OBSERVED DURING ROUTINE MAINTENANCE. OIL LEAKING FROM CRANKCASE LT HALF NEAR CENTRE BOLTS THAT SECURE
CASES TOGETHER. FURTHER INSPECTION REVEALED A PIN HOLE THAT APPEARS TO ORIGINATE FROM WITHIN/INTERNAL TO THE
CRANKCASE. ENGINE REMOVED SENT TO APPROVED OVERHAUL STATION FOR INSPECTION AND POSSIBLE REPAIR.
CESSNA
LYC
BEARING
MISSING
02/04/2002
172M
O320E2D
PM1201
STARTER
CA020325003
(CAN) PILOT OF AIRCRAFT FOUND “A PART” BENEATH THE COWLING. COWLINGS WERE REMOVED & ENGINE INSPECTED FOR “MISSING
PARTS”. REAR SUPPORT BEARING (ROLLER TYPE) FOUND MISSING ON LAMAIR STARTER. PILOT REPORTED FURTHER THAT STARTER WAS
STILL ENGAGED TO FLYWHEEL AT THIS TIME. LOSS OF REAR BEARING CAUSED STARTER SHAFT TO DROP OUT OF ALIGNMENT WITH
CRANKSHAFT AND LOCKED BENDIX GEAR ONTO FLYWHEEL. SARTER REPLACED WITH SERVICEABLE UNIT. OLD UNIT B.E.R. SCRAP.
CESSNA
LYC
SPRING
BROKEN
02/13/2002
172M
O320E2D
03101965
RUDDER CONTROL
CA020213007
(CAN) RUDDER WAS ANGLED TO ONE SIDE UPON FURTHER INSPECTION FOUND THAT IT WOULD NOT RETURN TO NEUTRAL.RUDDER
SPRING WASFOUND HANGING IN POSITION DETACHED FROM ONE SIDE, THE END HAD BROKEN OFF. PART WAS REPALCED AND AIRCRAFT
WAS RETURNED TO SERVICE.
CESSNA
LYC
HOSE
SATURATED
04/03/2002
61
172N
O320H2AD
LW18101
INDUCTION SYS
2002FA0000505
THE RUBBER INDUCTION COUPLING HOSES ON THE ENGINE WERE FOUND TO BE SATURATED WITH FUEL. IT APPEARS THE FUEL WAS
PERMEATING RIGHT THROUGH THE HOSE. FOUND THEY WERE REPLACED AT 62 FLIGHT HOURS AND 9 MONTHS EARLIER. INSTALLED
LW18101 HOSESAT THIS TIME.
CESSNA
LYC
BENDIX
COIL
WRONG PART
02/24/2002
172N
O320H2AD
1068255514
10382588
MAGNETO
CA020308006
(CAN) NEW OVERHAUL ENGINE. ENGINE 25 HOURS. ENGINE VERY ROUGH BACKFIRE, NO POWER. POINTS DEEPLY PITTED, BRUSH
ASSEMBLY WORN AT 25 HOURS. CANADIAN AIRCRAFT COMPONENT CORD STRIP REPORT W/O 2244.4) WRONG PART NUMBER COIL FOR THIS
MAGNETO 10-382588 18 FOR 8 CYLINDERS ENGINE. 5) PARTS REQUIRED:COIL10-382790 QTY 2 BRUSH 10-160844 QTY 2 CONTACT ASSY10382585 QTY 2
CESSNA
LYC
SKIN
CRACKED
04/01/2002
590
172R
IO360A1A
LT WING
2002FA0000507
CRACKS DEVELOPED IN TOP T/E LT WING SKIN AT EXTREME IB END OF WING AROUND 4 OF AN426AD4 RIVETS WHICH JOIN T/E STIFFENERTO
UPPER AND LOWER WING SKINS JUST ABOVE FLAP. CRACKS RANGED FROM .500 INCH TO 1 INCH AND ONLY 1 PENETRATED A RIVET HOLE.
ONE OF RIVETS, JOINING EXTREME IB RIB TO UPPER SKIN HAD CRACK NEXT TO IT 1 INCH LONG. CAUSED BY THE EXTREME AFT WING ROOT
FAIRING SCREW CONTACTING THE UPPER SKIN (SCREW INSTALLED WAS TOO LONG). FLUSH PATCH APPROX 9 INCH X 4 INCH, WITH
DOUBLER, WAS INSTALLED AFTER REMOVING THE WING TO GAIN ACCESS TO AREA. WING REMOVAL NECESSARY DUE TO FILLET ASSY OF
THE FUSELAGE WHICH OVERLAPS WING AND COVER THE RIVET LINE OF EXTREME IB RIB.
CESSNA
LYC
MANIFOLD
DETACHED
03/26/2002
2921
172R
IO360L2A
1H525
VACUUM SYSTEM
2002FA0000399
THIS AIRCRAFT USES DUAL VACUUM PUMPS. THESE PUMPS ARE CONNECTED TO THE VACUUM SYSTEM VIA A MANIFOLD ASSEMBLY. THIS
MANIFOLD PERFORMS TWO IMPORTANT FUNCTIONS, ONE TO ALLOW FOR A COMBINED SOURCE OF VACUUM FROM THESE TWO PUMPS, AS
WELL AS PROVIDE AN ISOLATION FUNCTION SHOULD ONE PUMP FAIL. THIS MANIFOLD VALVE, IS ASSEMBLED USING SMALL ALUMINUM
RIVETS. THEY HAVE BEEN FAILING ALLOWING THE MANIFOLD VALVE TO SEPARATE WHILE MOUNTED ON THE FIREWALL. THIS RENDERS
THE ENTIRE VACUUM SYSTEM INNOPERATIVE, AND COMPLETELY DISCONNECTS THE TWO PUMPS FROM THE SYSTEM.

22

May 2002

FAA AC 43-16A

CESSNA
PIVOT
UNAPPROVED
03/18/2002
172RG
MLG
CA020325004
(CAN) INSTALLATION OF UNAPPROVED PARTS AS DEFINED BY APPENDIX D - REPORTING UNAPPROVED PARTS USING THE SDR SYSTEM.
PARAGRAPH (2)(C). LANDING GEAR PIVOTS DISCOVERED WHICH HAD MATERIAL REMOVED IN ORDER TO ADDRESS THE ISSUES RAISED BY
AD 2000-06-06 C IN CONTRAVENTION OF CESSNA APPROVED PRACTICES.
CESSNA
LYC
FUEL TANK
CRACKED
04/02/2001
613
172S
IO360A1A
051600918
FUSELAGE
2002FA0000345
DURING GROUND RUN, DETECTED FUEL SMELL IN COCKPIT. REMOVED FORWARD FLOOR PANS AND OBSERVED FUEL PUDDLE AND STAIN.
INSPECTION REVEALED STAINING ON RESERVOIR TANK. DEFUELED AIRCRAFT AND REMOVED RESERVOIR TANK. STRIPPED PAINT FROM
SUSPECTED CRACK AREA. DYE PEN INSPECTION REVEALED 1 INCH CRACK ON LOWER AFT WELD BEAD. REPLACED WITH NEW PART,
SUSPECTED CAUSE: STRESS DUE TO UPPER MOUNT HOLE NOT ALIGNED WITH NUT PLATE.
CESSNA
LYC
CESSNA
BULKHEAD
CRACKED
03/01/2002
172S
IO360L2A
055032111
055032111
SPINNER
CA020301004
(CAN) SPINNER WAS NOTICED DEFORMED DURING GROUND HANDLING.SPINNER BULKHEAD FOUND CRACKED AND FLANGE SEPERATED
CAUSING SPINNER DEFORMATION.
CESSNA
JACOBP
CYLINDER
SEPARATED
03/11/2002
195
R755A2
4300C
ENGINE
AUS20020283
271
(AUS) ENGINE CYLINDERS (2OFF) LEAKING PAST EXHAUST VALVE. DURING CYLINDER REMOVAL THE CYLINDER HOLD DOWN NUTS WERE
FOUND TO BE LOOSE. RED SILICONE SEALANT WAS ALSO FOUNDS AROUND THE BASE OF THE CYLINDERS AND STUCK TO THE CYLINDER
BASE O-RINGS.
CESSNA
CONT
LINK
FAILED
02/07/2002
210D
IO520*
NLG
2002FA0000437
NOSE GEAR FAILED TO EXTEND FOR LANDING, DAMAGING ENGINE, PROPELLER, GEAR DOORS AND NOSE TIRE. AFTER JACKING AIRCRAFT
IT WAS DISCOVERED THAT ROLLER ON MECHANICAL LINKAGE FOR NOSE GEAR DOORS HAD MOVED ON MECHANICAL LINKAGE FOR NOSE
GEAR DOORS HAD MOVED FORWARD AND LOCKED ITSELF UNDER NOSE GEAR FORK. THIS LINKAGE IS ALSO SPRING LOADED. IT WAS
ALSO FOUND THAT THIS LINKAGE HAD ANOTHER LINK ADDED TO IT WHICH LOWER ROLLER AND ALLOWED ROLLER TO CONTACT NOSE
GEAR FORK EARLY. EXTRA LINK WAS ATTACHED WITH ONLY ONE BOLT AND THIS ALLOWED LINK AND ROLLER TO MOVE FORWARD,
GETTING LOCKED UNDER NOSE GEAR FORK WHEN GEAR WAS RETRACTED.
CESSNA
CONT
RIB
CRACKED
02/26/2002
8825
310P
IO470*
082217569
LT WING
2002FA0000346
NR 8 RIB, LT WING SIDE BRACE LOCATION HAD CRACK THAT PROPAGATED THE FULL UPPER AREA OF THE SIDE BRACE. THE FORWARD
ATTACH BOLT WAS MISSING AND EVIDENCE OF SPINNING ON THE SURFACE OF THE RIB. AFT BOLT WAS HELD BY 2 THREADS. INSPECTED
AREA AT ANNUAL.
CESSNA
CONT
BOOT
DESTROYED
03/12/2002
479
310R
IO520*
6592SW
LT PROP BOOT
2002FA0000446
DURING FLIGHT, ONE PROP BOOT DEPARTED AIRCRAFT. UPON INSPECTION IT WAS DETERMINED THAT THE PAINT DID NOT ADHERE TO
THEBLADE PROPERLY AND THE BOOT CAME LOOSE.
CESSNA
CONT
CYLINDER
FAILED
03/22/2002
340A
TSIO520E
SA52000A1
LT ENGINE
2002FA0000452
IN FLIGHT, PILOT NOTICED REDUCTION IN MANIFOLD PRESSURE. PILOT DESCENDED WHEN COMPLETE FAILURE AND SEPARATION OF THE
NR 4 CYLINDER ON THE LEFT ENGINE OCCURRED. CYLINDER HEAD SEPARATED FROM BARREL. ENGINE WAS SECURED AND SHUT DOWN.
PROPWAS FEATHERED. THE AIR CRAFT LANDED SAFELY.
CESSNA
CONT
FUSEABLE PLUG
OPEN
03/17/2002
414A
TSIO520NB
EMER BLOWDOWN
CA020325006
(CAN) NORTHWEST OF CALGARY (CYYC)APPROX. 15 MINS AFTER TAKEOFF, A/C SUFFERED TOTAL ELECT. FAILURE: EMERG DESCENT
INITIATED. ATC INFORMED. EMERG DECLARED, & PILOT ALTERED COURSE FOR RED DEER, ALBERTS (CYQF). LDG GEAR COULD NOT BE
LOWERED INNORMAL MANNER BECAUSE ELECT. POWER IS REQD TO OPERATE UP/DOWN SELECTOR VALVE. EMERG GEAR EXTENSION NOT
SUCCESSFUL OWINGTO CIRCUMSTANCES STILL UNDER INVEST.. DECISION MADE TO CARRY ON TO EDMONTON INTERNATIONAL (CYEG)
BECAUSE OF SUPERIOR EMERG SRVCS. PILOT MADE CONTACT WITH MAINT PERSONNEL & AFTER DISCUSSION A/C COMMITTED TO LDG WHEELS UP - ALONGSIDE RWY 20, WHICH COMPLETED W/O SERIOUS DAMAGE TO A/C.
CESSNA
HYDRAULIC
CONTAMINATED
03/21/2002
421C
MLG
N421DG030102
EXTENDED THE MLG ON APPROACH AND ONLY THE LT LOCKED INTO PLACE. NOTIFIED TOWER OF THIS CONDITION AND MANEUVERED
WHILE WORKING ON THE PROBLEM. INITIATED THE APPROACH AGAIN AND EXECUTED EMERGENCY PROCEDURES, ONLY LT MAIN WAS
LOCKED, THE LANDING WAS INITIATED AND THE A/C TOUCHED DOWN WITH LT DOWN AND LOCKED, THE RT WAS PARTIALLY EXTENDED
BUT NOT LOCKED, THE NOSE GEAR WAS EXTENDED BUT IT WAS NOT LOCKED. NLG STAYED EXTENDED ON ROLL OUT AND THE RT WING,
AILERON, FLAP, AND PROP SUSTAINED DAMAGE. HYD MLG SYS WAS INSPECTED. FLUID WAS EXAMINED, AND A SMALL AMOUNT OF
WATER WAS FOUND. IN SHOP AT 60 DEG F THE MLG FUNCTIONED NORMALLY. IT APPEARS THAT MOISTURE IN THE HYD SYS
CESSNA
TUBE
MELTED
03/07/2002
425
CM36914
PNEUMATIC TUBE
2002FA0000406
RIGHT INSTRUMENT AIR PRESSURE WAS AT ZERO ON THE GROUND AND WOULD INCREASE AS CABIN PRESSURE INCREASED IN FLIGHT.
FOUND PNEUMATIC SUPPLY LINE FROM COMMON TEE TO FORWARD PRESSURE BULKHEAD MELTED. REPLACED TUBING.
CESSNA
PWA
HOSE
FAILED
04/18/2002
365
425
PT6A112
AE7013002K024
ENGINE OIL
2002FA0000503
HOSE WAS INSTALLED ON 10-15-99 1869.1TT. CURRENT AIRCRAFT TIME 2234.8 HRS. THIS HOSE LASTED 365.7 HRS. THIS HAS BEEN ANON
GOING PROBLEM WITH THIS AIRCRAFT. CESSNA SUPERSEEDED THE ORIGNAL HOSE P/N AS705976-1 TO THE AE7013002K024 WHICH IS
SLIGHTLY LONGER,IN HOPES TO CORRECT THE PROBLEM,BUT THE PROBLEM STILL EXIST. THESE HOSES ARE BLOWING OUT AT THE BEND
RADIOUS. THE HOSES NEED TO BE LONGER OR A DIFFERENT STYLE. THIS IS THE SECOND M&D REPORT ON THIS AIRCRAFT.
CESSNA
PWA
WINDOW
CRACKED
02/28/2002
425
PT6A60
5116052
FUSELAGE
2002FA0000364
WINDOW, LOCATED IN UPPER CABIN DOOR, WAS FOUND TO HAVE 4 CONSECUTIVE MOUNTING HOLES BROKEN ALONG LOWER EDGE. A
RETAINING RING, CALLED OUT IN PARTS BOOK, WAS NOT INSTALLED ON THIS WINDOW. THE INSTALLATION APPEARS TO HAVE BEEN
DONE AT THEFACTORY, DUE TO DATE ON WINDOW. NOTE: OTHER WINDOWS ON THIS AIRCRAFT USE RETAINING RINGS.
CESSNA
WIRE
CHAFED
03/01/2002
8332
441
57181061
BOOST PUMP
2002FA0000398
FOUND RT WING AUXILLARY BOOST PUMP WIRING, CHAFING ON BOOST PUMP HOUSING CAUSING AN ELECTRICAL ARCING INSIDE OF
FUEL BAY.

23

FAA AC 43-16A

May 2002

CESSNA
WIRE
CHAFED
03/20/2002
6735
441
BOOST PUMP
441M032002
WIRING FOR FUEL BOOST PUMPS IN EACH WING WERE CHAFED THROUGH TO CONDUCTOR. WIRING HARNESS HAS TWO CONNECTOR
PLUGS, ONE TO EACH BOOST PUMP. CONNECTOR PLUGS ARE WIRED TO A THIRD, LARGER PLUG THAT CONNECTS TO BULKHEAD PLUG
THAT FEEDS THROUGHINBOARD MOST RIB IN WET WING AREA. BOOST PUMPS ARE MOUNTED TO PLATE AND SURROUNDED BY METAL BOX
SHAPED CAN WHICH WHEN INSTALLED, GETS INSERTED THROUGH HORIZONTAL PANEL WITH NEOPRENE SEALS, TO CREATE THE FUEL
HOPPER. BOX LIKE ENCLOSURE FORBOOST PUMPS IS VERY CLOSE TO WHERE THE WIRES EXIT LARGER OF THREE CONNECTOR PLUGS, SO
WIRES ARE PUSHING FIRMLY AGAINST THE BOOST PUMP BOX LIKE COVER AND ARE CHAFING ON IT. FOUND AT LEAST ONE WIRE IN EACH
WING THAT WAS CHAFED THROUGH.
CESSNA
GARRTT
WIRE HARNESS
CHAFED
03/15/2002
4209
441
TPE331*
BOOST PUMP
DEBA2624D
FUEL BOOST PUMP WIRING IN THE WET WING AREA OF EACH WING, WAS CHAFED THROUGH THE INSULATION TO THE CENTER
CONDUCTOR. THE WIRING, WHERE IT EXITS THE FEED THROUGH CONNETOR PLUG, INTO THE WET WING, AT THE INBOARD MOST RIB, IS
CHAFING ON THE BOX THAT SURROUNDS THE BOOST PUMPS.
CESSNA
GARRTT
PUSHROD
CRACKED
03/12/2002
441
TPE3318
57152801
AILERON TAB
AUS20020263
(AUS) LT AILERON TRIM TAB PUSH ROD AFT ROD END CRACKED ACROSS BEARING RETAINER. RODEND BEARING CORRODED. CRACK
FOUND WHEN PUSHROD WAS REMOVED FOR REPLACEMENT DUE TO WEAR.
CESSNA
COUPLING
LOOSE
03/27/2002
560CESSNA
MCB69738150
ACM
2002FA0000451
DURING CRUISE FLIGHT, AFTER PHASE INSPECTIONS WERE COMPLETED, FLIGHT CREW REPORTED A “BUMP” AT AN ALTITUDE OF 31,000 FT,
CABIN ALT STARTED TO CLIMB UNCONTROLLABLY, WARNING ANNUNCIATOR SHOWING “CABIN ALT. 10,000 FT.”. CREW PERFORMED AN
EMERGENCY DESCENT TO 15,000 FT. AND CONTINUED FLIGHT TO DESTINATION AIRPORT. AFTER LANDING, MECHANIC FOUND A COUPLING
LOOSEON THE REFRIGERATION PACK (ACM) WHICH SHOWED EVIDENCE OF LEAKING. ALSO, THE MECHANIC FOUND TWO AN737TW58
CLAMPS LOOSE ON THE ACM.
CESSNA
INDICATOR
MISREPAIRED
04/03/2002
R182
UMA33112
FUEL PRESSURE
2002FA0000506
A FUEL PRESSURE GAUGE WAS RETURNED TO MFG. FOR REPAIR. THEY SENT A REPLACEMENT GAUGE IN ITS PLACE. THE NEW GAUGE
CAMEWITH AN AN816-2D NIPPLE THREADED IN THE PRESSURE INLET PORT. THE PROBLEM IS THE TEFLON THREAD TAPE WAS
IMPROPERLY APPLIED. NOT ONLY DID IT COVER ALL THE THREADS, IT COVERED ABOUT 75 PERCENT OF THE HOLE IN THE END OF THE
FITTING. THERE WERE ALSO SMALL TORN PIECES THAT WOULD HAVE BROKEN OFF AND ENTERED THE GAUGE.
CESSNA
PRESSURE
FAILED
04/10/2002
S550
PO67L015
DEICE SYSTEM
2002FA0000464
TKS DEICE SYSTEM PRESSURE SWITCHES ARE FAILING IN THE OPEN POSTION. WHEN THE SWITCHES FAIL OPEN THEY CAN NOT
ILLUMINATETHE DEICE PRESSURE FAIL LIGHTS ON THE ANNUCIATOR. THE LIGHTS ILLUMINATE TO INDICATE LOW PRESSURE. THERE IS NO
WAY TO TELL LOW PRESSURE IN THE SYSTEM WITH THESE SWITCHES FAILED OPEN. WE HAVE REPLACED THREE SWITCHES IN THE ENGINE
DEICE SYSTEM, ALL FAILED IN THE OPEN POSITION ON CESSNA
AIR
FILTER
MISINSTALLED 04/08/2002
T210K
ASSY # BA2405
AIR INLET
2002FA0000457
FOUND (BRACKETT) AIR FILTER ASSEMBLY (NR-BA-2405) INSTALLED BACKWARDS. THE MESH SAFTEY SCREEN WAS AT THE FRONT OF THE
FOAM FILTER, AND THE INLET GRID WAS INSTALLED AT THE BACK OF THE ASSEMBLY. INSPECTED ONE OTHER FILTER ASSEMBLY ON
LIKEAIRCRAFT AND FOUND IT WAS ALSO MISINSTALLED.
CESSNA
CONT
FITTING
SHEARED
03/12/2002
TU206C
TSIO520C
07326012
HORIZONTAL STAB
CA020322004
(CAN) RIVETS THAT ATTACH FITTING TO FORWARD SPAR WERE SHEARED. MOST RIVETS, 10 IN ALL, SHOWED SIGNS OF RINGS AROUND
SHANKS AT FITTING/SKIN SEAM. ONE RIVETS WAS SHEARED IN HALF. THERE WERE NO EXTERNAL SIGNS OF ANY PROBLEMS. THE
STABILIZER IN QUESTION CAME IN FOR SKINS TO BE REPLACED. HAVING RECOLLECTED A PREVIOUS SDR ON THIS MATTER, WE DECIDED TO
CHANGE ALL THE RIVETS ‘JUST CAUSE’ IN CASE THERE WAS A PROBLEM. THE RINGS AROUND THE SHANKS OF THE NON-SHEARED RIVETS
MAY BE FROM WHEN THE RIVETS WERE ORIGINALLY INSTALLED. THEY MAY HAVE SOME STRESSES IMPOSED ON THEM. I CAN’T TELL JUST
BY LOOKING AT
CESSNA
SEAL
FAILED
02/06/2002
TU206F
MS28775329
NOSE/TAIL LANDIN
AUS20020172
(AUS) NOSE LANDING GEAR OLEO LEG MAIN SEAL PNO MS28775-329 ROLLED AND SPLIT IN THREE PLACES.
CESSNA
CONT
IMPULSE
DEFECTIVE
02/21/2002
483
U206F
IO520*
M3050
MAGNETOR
2002FA0000413
THE WOODRUFF KEY (M2536) THAT LOCKS THE IMPULSE COUPLING ON THE SHAFT WAS FOUND LODGED UNDERNEATH THE IMPULSE
COUPLING PAWL, RENDERING ONE OF THE TWO PAWLS IMMOBILE. THE PIN ATTACHING THE PAWL WAS BENT AND THE GAP BETWEEN
THE PAWL BOSS AND PLATE WAS NEAR LIMITS. A POSSIBLE CAUSE WAS THAT WOODRUFF KEY WAS NOT PROPERLY SEATED, AND
INSTALLATION OF IMPULSE COUPLING DISLODGED THE WOODRUFF KEY. EVENTUALLY THE WOODRUFF KEY LODGE ITSELF UNDER THE
PAWL.
CESSNA
CONT
CESSNA
ROLL PIN
SHEARED
02/20/2002
U206F
IO520F
12161061
NAS561P36
YOKE
CA020226008
(CAN) FUEL SELECTOR WOULD NOT ROTATE VALVE. DISASSEMBLED AND FOUND PIN SECTION MISSING ALLOWING HOUSING YOKE TO
ROTATE ON SHAFT. PIN REPLACED.
CIRRUS
BOLT
SHEARED
04/18/2002
SR22
AN37A
RUDDER PEDLE
R377W
PILOT NOTICED RUDDER PEDALS STIFF DURING TAXI. PILOT FELT RUDDER PEDALS GIVE WAY. DURING INSPECTION, FOUND COPILOT’SRUDDER PEDAL TORQUE TUBE INBOARD AFT MOUNTING BRACKET BOLT PN AN3-7A SHEARED. FOUND CO-PILOT’S INBOARD
MOUNTING BRACKET BENT PN 11478-001 AND BUSHING PN 11504-001 DAMAGED. BOLT APPEARS TO HAVE BEEN OVERTORQUED WHICH
WEAKENED ITS SHEAR STRENGTH. REPLACED BRACKET, BUSHING AND ALL HARDWARE. SENT DAMAGE PARTS TO CIRRUS FOR ANALYSIS.
DHAV
PWA
FITTING
CRACKED
03/12/2002
DHC2MK1
R985AN14B
4930
901230602
STRUT
CA020312001
(CAN) RIGHT FLOAT WAS REMOVED FROM AIRCRAFT FOR REPAIRS TO BOTTOM SKIN. UPON REMOVAL, THE FRONT STRUT ATTACH FITTING
WAS FOUND CRACKED AT HOLE FOR TAPER PIN. PART IS BEING REPLACED WITH NEW.
DHAV
PWA
CYLINDER
CRACKED
03/18/2002
DHC3
S3H1G
399359
ENGINE
CA020326005
(CAN) ENGINE CYLINDER CRACKED ON TOP OF HEAD.
DHAV
PWA
STRUT
CRACKED
02/11/2002
18089
DHC3
S3H1G
C3UF1085
FLOAT
CA020211016
(CAN) FLOAT STRUTS REMOVED TO PERFORM ANNUAL INSPECTION AS PER DEHAVILLAND SERVICE BULLETIN 3/30. SIX INCH LONG CRACK
FOUND VISUALLY THROUGHOUT CENTER OF THE BASE OF THE STRUT CASTING.

24

May 2002

FAA AC 43-16A

DHAV
FORK
MISMANUFACTURE
02/25/2002
DHC6
C3FF3143
SEAT BELT
CA020304003
(CAN) PART NOT MANUFACTURED AS PER DEHAVILLAND/BOMBARDIER SPEC. FOUR FORKS FROM INVENTORY FOUND NOT FILLET RADIUS
TO O.031 INCH. SEVEN OF EIGHT ON AIRCRAFT SEATS NOT FILLET RADIUS TO O.031 INCH. THIS MAY PUT UNDUE STRESS ON HEAD OF BOLT
LEADING TO SEAT BELT RETENTION FAILURE. THESE FORK ARE USED ON ALL POST MOD 6/1601 OR S.O.O.6104 SEATS
DIAMON
ROTAX
LINE
LEAKING
03/06/2002
DA20A1
ROTAX912
2072000002
ENG COOLING
CA020312004
(CAN) SMELL OF ANTI-FREEZE IN COCKPIT. INVESTIGTION REVEALED THAT COOLANT PIPE HAD MOVED AND RUBBED ON HEAT SHROUD,
CAUSING SMALL HOLE ALLOWING ANTI-FREEZE TO LEAK OUT.
DOUG
STABILIZER
CRACKED
04/04/2002
2348
600N
600N38001
2002FA0000447
DURING A ROUTINE INSPECTION WE FOUND THE UPPER AND LOWER VERTICAL STABILIZERS TO HAVE CRACKS IN THE MOUNTING BORE
EMANATING FROM THE BOLT HOLES THAT ATTACH THE STABILIZER TO THE TORQUE TUBE.THE BORE HAS A CASTED LOOKING FITTING FOR
EACH OFTHE TWO MOUNTING BOLTS AND APPEARS TO BE A PLASTIC OR COMPOSITE TYPE MATERIAL. IT IS THIS CASTING THAT IS
CRACKED, AND BOTH UPPER AND LOWER CASTINGS IN SOME CASES.WE HAVE ORDERED 4 EACH REPLACEMENT STABILIZERS AND
NOTIFIED MDHI.
DOUG
STABILIZER
CRACKED
04/04/2002
2193
600N
600N38001
TAIL
2002FA0000449
DURING A ROUTINE INSPECTION WE FOUND THE UPPER AND LOWER VERTICAL STABILIZERS TO HAVE CRACKS IN THE MOUNTING BORE
EMANATING FROM THE BOLT HOLES THAT ATTACH THE STABILIZERS TO THE TORQUE TUBE.THE BORE HAS A CASTED LOOKING FITTING
FOR EACH OF THE TWO MOUNTING BOLTS AND APPEARS TO BE A PLASTIC OR COMPOSITE TYPE MATERIAL. IT IS THIS CASTING THAT IS
CRACKED, BOTH UPPER AND LOWER IN SOME CASES. WE HAVE NOTIFIED MDHI AND HAVE ORDERED REPLACEMENT STABS.
GROB
LYC
SERVO
STICKING
04/01/2002
59
G102ASTIR
AEIO540D4A5
G1204105
AILERON TRIM
2002FA0000480
TRIM SERVO STICKING IN OPERATION AND FAILS TO MOVE THE AILERON TRIM TAB. REMOVED AND INSTALLED NEW TRIM SERVO
ASSEMBLY. PART SENT IN FOR WARRANTY.
GROB
LYC
ACTUATOR
FAILED
04/02/2002
59
G102ASTIR
AEIO540D4A5
1145
MLG
2002FA0000481
NOSE LANDING GEAR HYDRAULIC ACTUATOR BOTTOM SEAL AROUND SHAFT BLOW OUT AND LEAKING FLUID FROM CYLINDER.
ACTUATOR REMOVED AND A NEW ACTUATOR INSTALLED. ACTUATOR SENT IN FOR WARRANTY.
GULSTM
LYC
TORQUE TUBE
WORN
03/15/2002
6247
560
GO480*
5420014157
RUDDER
2002FA0000400
DURING AN ANNUAL INSPECTION, WHILE MEASURING RUDDER TRAVELS IT WAS FOUND THAT IF A LITTLE EXTRA PRESSURE WAS APPLIED
TOTHE RUDDER TRAILING EDGE, ONCE IT HAD REACHED ITS STOP, THE RUDDER TRAVELED AN EXTRA INCH PAST THE SPECIFIED TRAVELS.
WHILE THE STOP REMAINED STATIONARY UPON INSPECTION, IT WAS FOUND THAT ALL THE RIVETS ON THE TOP AND BOTTOM OF THE
RUDDERTORQUE TUBE WERE LOOSE AND WORN. THE CAUSE IS MORE THAN LIKELY FROM WIND DAMAGE. RECOMMENDATIONS: MAKE
SURE THAT THERUDDER GUST LOCK IS INSTALLED AFTER A FLIGHT.
HUGHES
ALLSN
COMPRESSOR
FAILED
03/20/2002
12288
369D
250C20B
6890550
ENGINE
CA020319003
(CAN) ON THE 3RD START OF THE DAY THE PILOT COULD NOT MOTOR THE ENGINE TO START THE AIRCRAFT. PULLED THE STARTER AND
TRIED TO TURN N1 GEARTRAIN AND WAS UNABLE TO TURN. TRIED TO TURN THE COMPRESSOR THRU THE BYPASS DOOR BY HAND AND
WAS UNABLE TO TURN. REMOVED THE ENGINE FROM THE AIRFRAME. TOOK THE COMPRESSOR OF THE GEARBOX AND WAS STILL UNABLE
TO TURN THE COMPRESSOR. NO DAMAGE TO THE FIRST STAGES WAS FOUND ON THE COMPRESSOR. SUSPECTED THAT THE IMPELLAR
CLEARANCES ARE TO TIGHT AND HAVE CONTACTED. COMPRESSOR OUT FOR EVALUATION.
HUGHES
ALLSN
ENGINE
FOD
02/12/2002
369D
250C20B
NAS697A3
ENGINE BAY
CA020321001
(CAN) UNUSUAL SOUND HEARD FROM THE A/C ON COOL DOWN COMING FROM THE ENGINE INLET AREA. UPON FURTHER INVESTIGATION
THE COMPRESSOR HAD FOD. A NUTPLATE ON THE FORWARD SIDE OF THE PARTICLE SEPERATOR, THAT FASTEN THE FOWARD INLET
COWLS ON, HAD SPLIT AND HALF OF THE NUT PLATE WENT THRU THE PARTICLE SEPERATOR AND WAS INGESTED BY THE ENGINE. THE
NUT PLATE MADE IT THRU THRU THE ENTIRE LEAR
GARRTT
CONNECTOR
DAMAGED
01/30/2001
35LEAR
TFE73122B
ANTI-SKID SYSTEM
CA020227008
(CAN) ON A BASE INSPECTION IT WAS NOTED THAT THE NR 1 AND NR 2 TIRES HAD FLAT SPOTS FROM SKIDDING. THERE WAS NO REPORTED
ANTI-SKID FAILURE LIGHT ILLUMINATION. INVESTIGATION REVEALED THAT THE LT ANTI-SKID CONTROL VALVE WAS NOT RELEASING THE
PRESSURE TO THE SKIDDING WHEEL. CONNECTOR PIN “G” ON THE CONTROL VALVE WAS FOUND TO HAVE CORRODED TO THE POINT THAT
ITBROKEN OFF INSIDE THE CONNECTOR PLUG. THIS CIRCUIT CONTROLS THE RETURN SHUT-OFF SOLENOID IN THE VALVE. THE FAILURE
LOGIC IN THE ANTI-SKID CONTROL BOX CHECKS THE OPERATION OF THE WHEEL TRANSDUCERS BUT DOES NOT INDICATE A FAILURE OF
THE VALVE. THE CONTROL VALVE IS LOCATED IN THE WHEEL WELL WHERE IT IS SUBJECT TO WATER
LEAR
THRUST
MISINSTALLED
02/21/2002
7052
55LEAR
4510000501
ENGINE
2002FA0000439
DOOR POSITION INDICATOR WIRING HARNESS WAS CUT AT RECEPTACLE. DOOR POSITION INDICATOR RECEPTACLE INSTALLED UPSIDE
DOWN, CAUSING DAMAGE TO MALE PINS IN RECEPTACLE. DOOR POSITION INDICATOR WIRING HARNESS RETAINING CLAMP RIVET
REPLACED WITHSCREW AND NUT. DISCREPANCIES DISCOVERED DURING 1400 HOUR
MOONEY
CONT
COTTER PIN
BROKEN
03/13/2002
207
M20K
TSIO360LB
639292
CONNECTING ROD
2002FA0000393
DURING ANNUAL INSPECTION FOUND COTTER PIN IN THE OIL SUCTION SCREEN. THE COTTER PIN WAS BROKEN INTO THREE PIECES.
FURTHER INSPECTION OF THE ENGINE FOUND THE COTTER PIN MISSING FROM CYLINDER NUMBER FOURS LOWER CONNECTING ROD BOLT.
I BELIEVE THE COTTER PIN WAS IMPROPERLY INSTALLED DURING A PROPELLER STRIKE INSPECTION WHICH ALLOWED THE COTTER PIN
TO MOVE WEARING THE PIN TO THE POINT OF
PIPER
LYC
ACTUATOR
BROKEN
03/11/2002
1572
PA23160
O320*
3503002
NLG
2002FA0000402
PILOT WAS TAXIING OFF OF RUNWAY ON AN UNIMPROVED AREA. THE NOSE GEAR DOWN LOCK WAS RELEASED DUE TO ROUGH TERRAIN
AND THE NOSE GEAR ACTUATOR ROD WAS BENT APPROXIMATELY 60 DEGREES.
PIPER
HOUSING
BROKEN
06/26/2000
11437
PA28161
65313004
MLG STRUT
2002FA0000425
ATTACH EAR BROKE OFF AT WHERE THE UPPER END OF THE TORQUE LINK ATTACHES TO THE STRUT HOUSING. NOT ORIGINALLY
REMORTED, AS IT WAS THOUGHT TO BE A FLUKE, CAUSED BY A STUDENT CROSS LOADING THE GEAR ON LANDING, THUS CAUSING IT TO
BREAK.
PIPER
HOUSING
CRACKED
06/29/2000
7841
PA28161
65319004
STRUT
2002FA0000427
FOUND CRACKED DURING NORMAL MAINTENANCE. NOTED WHILE DYE CHECKING THE AREA INVOLVED, HAVING FOUND 2 PRIOR STRUTS
CRACKED.

25

FAA AC 43-16A

May 2002

PIPER
LYC
HOUSING
CRACKED
06/29/2000
7414
PA28161
O320*
65313004
MLG STRUT
2002FA0000426
CRACKS IN RADIUS OF SCISSORS EARS. POSSIBLE CAUSE FATIGUE ON HIGH TIME AIRCRAFT.
PIPER
LYC
HOUSING
CRACKED
06/26/2000
11761
PA28161
O320*
65319004
RT MLG
2002FA0000428
CRACK WAS FOUND DURING NORMAL 100 HOUR MAINTENANCE, SINCE WE HAD ENCOUNTERED ONE BREAKING OFF EARLIER, WE WERE
MORE MINDFUL OF CHECKING THEM CLOSER. DYE CHECK SHOWED THE CRACK IN THE EAR RADIUS AREA. ALL THE STRUTS ARE THOUGHT
TO BE ORIGINAL EQUIPMENT.
PIPER
SPAR
CORRODED
03/28/2002
5277
PA28180
6205400, 62054
WING
2002FA0000409
REAR SPAR SEVERELY CORRODED UNDER STEEL ATTACH PLATES, P/N 66762-00. DAMAGE WAS FOUND WITH A FLASHLIGHT AND MIRROR,
LOOKING AT THE FORWARD SIDE OF THE SPAR THROUGH THE INBOARD RIB LIGHTENING HOLES AND WAS SO FAR PROGRESSED THAT THE
EXFOLITATION PROCESS HAD BULDGED AND SPLIT THE SPAR MAKING IT VISIBLE FROM INSIDE THE WING. NO EXTERNAL CORROSION WAS
NOTED DUETO A SIX YEAR OLD PAINT JOB. STEEL PLATES ON FUSELAGE CARRY-THROUGH STRUCTURE ALSO REMOVED TO REVEAL
SIMILAR CORROSION WHICH WAS LESS
PIPER
LYC
VOLT
MISSING
02/23/2002
PA28180
O360*
ELECTRICAL
2002FA0000412
OWNER COMPLAINED OF OVERVOLTAGE. FOUND REGULATOR HAD BEEN REMOVED FROM SYSTEM. ALTERNATOR RECENTLY REPLACED.
OLD ALTERNATOR MAY HAVE BEEN AUTOMOTIVE WITH INTERNAL REGULATOR. PREVIOUS OWNER PERFORMED MUCH OF THE
MAINTENANCE. SUGGEST VERIFYING AIRCRAFT, COMPLETE CHARGING SYSTEM WHEN REPLACING COMPONENTS.
PIPER
LYC
BALANCE
CORRODED
03/21/2002
PA28180
O360A4A
LT & RT AILERON
CA020327005
(CAN) AILERON LEFT AND RIGHT BALANCE WEIGHT ASSY FOUND BADLY CORRODED. PART REMOVED SANDBLASTED STEEL PART
INSPECTED FOUND SERVICEABLE.ADEQUATE TREATMENT PRFORMED BEFORE REASSEMBLED.THIS IS CONSIDERED VERY IMPORTANT IF
NO ACTION TAKEN WILLCAUSE LOST OF CONTROLS FLUTTERING AILERON.SUGGEST THAT PIPER OWNER’S OF PA28 SERIES BE ADVISED AS
SOON AS POSSIBLE DUE TO THE FACT OF OLD AGE OF THE AIRCRAFT.AWD WILL SUPPORT THIS SITUATION.
PIPER
LYC
CABLE
WORN
02/27/2002
2592
PA28181
O360*
62701114
FWD STABILATOR
2002FA0000373
DURING A ROUTINE INSPECTION THE RIGHT AND LEFT FORWARD STABILATOR CABLES WERE FOUND WORN. THE LEFT AILERON BALANCE
CABLE WAS ALSO FOUND IN A SIMILAR CONDITION. THE WORN PARTS OF THE CABLE WERE FOUND AT PULLEYS, FAIRLEADS. PROBABLE
CAUSE: SUBSTANDARD CABLE AND IMPROPER ALIGNMENT BY
PIPER
LYC
FRAME
CRACKED
02/22/2002
PA28R200
IO360C1C
ASABOVE
SEAT
CA020227011
(CAN) BOTH LT AND RT UPPER FORWARD WELD JOINTS FAILED ON SEAT FRAME ASSEMBLY. THE SEAT ASSEMBLY IS VERY DIFFICULT TO
INSPECT IN THIS AREA AS IT IS COVERED WITH UPHOLSTERY.
PIPER
LYC
HINGE
BENT
03/26/2002
98
PA28R201
IO360A1A
INDUCTION
2002FA0000453
DURING 100 HOUR INSPECTION NOTED ALTERNATE AIR DOOR AND HINGE BENT AND ALLOWING UNFILTERED AIR TO ENTER THE INTAKE
SYSTEM.
PIPER
LYC
ADAPTER
BENT
03/26/2002
513
PA28R201
IO360A1A
99047000
ALT AIR DOOR
2002FA0000431
INSPECTED AND FOUND AIR DOOR AND HINGE BENT AND ALLOWING UNFILTERED AIR TO ENTER THE INTAKE
PIPER
LYC
DRIVE UNIT
BROKEN
04/01/2002
PA31
TIO540A2B
PROP GOVERNOR
CA020403005
(CAN) A/C DEPARTED AT APPROX 02:00 ZULU ON APR 2 ON IFR FLT TO VANCOUVER. DURING INITIAL STAGE OF CLIMB, RT ENGINE RPM
BEGAN TO FLUCTUATE & OVERSPEED. PILOTS TRIED TO CONTROL IT WITH THROTTLE & PROPELLER CONTROLS BUT WHERE
UNSUCCESSFUL & CHOOSE TO FEATHER ENGINE & RETURN TO PENTICTON. UPON INSPECTION MAINT CREW DISCOVERED THAT DRIVE ON
PROP GOVERNOR BROKEN.GOVERNOR HAS APPROX 800 HRS SINCE OVERHAUL. GOVERNOR REMOVED FROM ENGINE & OVERHAULED
GOVERNOR INSTALLED. A/C GROUND RUN & FOUND ACCEPTABLE FOR RETURN TO SERVICE.
PIPER
LYC
PIPER
SPAR
CRACKED
02/21/2002
PA31
TIO540A2C
SPAR
4007514
ELEVATOR, SPAR/R
AUS20020148
(AUS) LH AND RH ELEVATOR SPARS CRACKED AT OUTBOARD ENDS. LH ELEVATORSPAR PNO 40075-14. RH ELEVATOR SPAR PNO 40075-16.
PIPER
LYC
CAMSHAFT
WORN
03/05/2002
PA31350
LTIO540J2BD
LW12201
ENGINE
CA020313005
(CAN) DURING ENGINE ROCKER VALVES INSPECTION, NR 4 CYLINDER INTAKE VALVE LIFT WAS FOUND VERY LOW. THE CYLINDER WAS
REMOVED AND CAMSHAFT INTAKE VALVE LOBE WAS FOUND WORN. THE ENGINE WAS REMOVED FROM THE AIRCRAFT AND SENT FOR
REPAIR.
PIPER
LYC
FITTING
CRACKED
02/27/2002
16370
PA31350
TIO540J2BD
4029400
WING
CA020304001
16370
(CAN) INSPECTION REVEALED A SMALL CRACK IN THE WEB WHERE IT JOINS THE LOWER RIGHT BOLT HOLE.THE CRACK RUNS
PERPENDICULAR TO THE WEB.PART TIME IS UNKNOWN, TIME GIVEN IS AIRFRAME TIME.
PIPER
LYC
CONNECTING
FAILED
03/01/2002
PA31350
TIO540J2BD
LT ENGINE
CA020304005
(CAN) DURING A SHORT FLIGHT APPROXIMATLY 5 MINUTES. AFTER T/O, PILOTS NOTICED A FAINT CLICKING NOISE FOLLOWED
IMMEDIATLY BY A SLIGHT VIBRATION THEN SMOKE FROM THE LT ENGINE. THE ENGINE WAS SHUT DOWN AND FEATHERED IMMEDIATLY.
AFTER LANDINGVISUAL INSPECTION CONFIRMED THE NR 6 CONNECTING ROD HAD PENETRATED THE CRANKCASE ABOUT 2-3 INCHES
OUTBOARD OF THE CASE SPINE.
PIPER
PWA
SHAFT
STRIPPED
03/11/2002
PA31T2
PT6A135
FUEL PUMP
CA020313006
(CAN) FCU AND FUEL PUMP WAS REMOVED FROM ENGINE. FUEL PUMP TO ENGINE SHAFT WAS FOUND STRIPPED, RESULTING IN FUEL
STARVATION.
PIPER
LYC
STUD
CRACKED
03/26/2002
PA32R300
IO540K1G5
95299
LANDING GEAR
AUS20020285
(AUS) MAIN LANDING GEAR SIDE BRACE STUDS (2OFF) CRACKED IN RADIUS.FOUND DURING MPI INSPECTION IAW
PIPER
CONT
PUMP
LEAKING
03/20/2002
PA34220T
TSIO360KB
84251003
HEATER
CA020403004
(CAN) WHILE CARRYING AT AD 2001-17-13 (JANAERO SOLENOID/SHUTOFF VALVE LEAK CHECK) THE HEATER FUEL PUMP WAS FOUND TO
BE LEAKING OUT OF THE POWER WIRE GROMMET. THIS PUMP IS UNDER THE CENTRE FLOOR BOARD IN THE CABIN AND ALTHOUGH THERE
IS A DRAIN UNDER THE PUMP FUEL WAS RUNNING ALONG THE BELLY

26

May 2002

FAA AC 43-16A

PIPER
CONT
FITTING
CRACKED
02/03/2002
PA36285
6285C
FUSELAGE, WING A
AUS20020278
(AUS) LH WING ATTACHMENT LUG BROKEN. SUSPECT DAMAGED DURING A PREVIOUSCRASH.
PIPER
PLATE
SHEARED
04/01/2002
990
PA46350P
83515002
RT ELEVATOR
5124
ELEVATOR CONTROL PLATE ASSEMBLY HAD 4 OUT OF 7 AN4 RIVETS SHEARED. NO PREVIOUS DAMAGE HISTORY WAS NOTED IN THE
LOGBOOK.
ROBSIN
BELT
STRETCHED
04/09/2002
3
R22
A1902
ENG TO ROTOR
IVSA078430
BELTS WERE REPLACED DURING 100HR INSPECTION AFTER 693.3 HOURS TSI. FAN WHEEL WAS BALANCED AND RUNUP WAS NORMAL.
FIRST FLIGHT OF APPROXIMATELY 2 HOURS WAS UNEVENTFUL. DURING SECOND FLIGHT PILOT REPORTED CLUTCH LIGHT FLICKERED ON
AND OFFSEVERAL TIMES. ON INSPECTION AFTER PRECAUTIONARY LANDING, BELTS WERE FOUND STRETCHED TO THE POINT THAT OVER
LIMIT SWITCH DEACTIVATED THE SYSTEM. SYSTEM INSPECTED WITH NO FAULTS FOUND OTHER THAN BELT STRETCH BEYOND LIMITS. NEW
BELTS WERE INSTALLED AND ADJUSTED. FAN WHEEL BALANCE CHECKED.
ROBSIN
LYC
WHEEL
CRACKED
02/01/2002
3646
R22BETA
O320B2C
B1741
ENGINE FAN
2002FA0000355
DURING REMOVAL OF FAN ASSEMBLY WHICH IS MOUNTED ON A TAPERED SHAFT, THE FAN MOUNTING WAS FOUND TO BE CRACKED
THROUGH. ALSO THE REINFORCEMENT PLATE WHICH IS USED TO STRENGTHEN THE FAN ASSEMBLY WAS FOUND TO BE SEVERELY
CRACKED. THIS SIDE OF THE FAN ASSEMBLY MOUNTS TO THE FAN NUT WAS OVER TORQUED CAUSING UNDUE STRESS ON THE TAPERED
SHAFT CAUSING THE FAILURE. THIS AREA IS HARD TO INSPECT WITHOUT FAN REMOVAL, THEREFORE IT WENT UNDETECTED WHICH
EVENTUALLY LEAD TO THE REINFORCEMENT PLATE CRACKING. SUGGEST USING APPROPRIATE TORQUE ON RETENTION NUT.
ROBSIN
LYC
ACTUATOR
UNSERVICEABLE
03/08/2002
R22BETA
O360J2A
405H
ENGINE/TRANSMISS
AUS20020276
6
(AUS) CLUTCH ACTUATOR UNSERVICEABLE. ACTUATOR UP LIMIT SWITCH STUCK INOPEN CIRCUIT POSITION PREVENTING RETENSIONING
OF DRIVE BELTS.
SCWZER
LYC
PRECISION
CHECK VALVE
BACKED OUT
03/29/2002
927
269D
HIO360C1A
HA6
36596
CARBURETOR
2002FA0000419
AIRCRAFT EXPERIENCED A PARTIAL POWER FAILURE ALONG WITH A SUDDEN VIBRATION. DURING THE SUBSEQUENT INSPECTION, THE
ACCELERATOR PUMP DISCHARGE CHECK VALVE IN THE CARBURETOR WAS FOUND TO HAVE BACKED OUT OF ITS CHAMBER. RECOMMEND
REDESIGNINGALL THE CHECK-VALVES AND JETS IN THE CARBURETOR TO INCORPORATE A PERMANENT NYLON THREAD LOCK IN THE
THREADS.
SKRSKY
SKRSKY
HOUSING
CRACKED
03/26/2002
23186
S61A
S613520600
S613520670042
M/R GEARBOX
CA020326008
(CAN) 6 CRACKS WERE NOTED ON AFT END OF OUTER FLANGE UNDERNEATH STUD HOLES. 2 OF CRACKS ARE UNDER STUD HOLES, WHICH
WERE NOT INST WITH STUDS (PRE-TAPPED FOR HEAVY RING GEAR; CURRENTLY PLUGGED). CRACKS ARE ABOUT 0.18-0.27 INCHES LONG
MEASURED FROM CRACK CENTER.IT APPEARED THAT CRACKS RESULTED FROM OVER TAPPING OF STUD HOLES. EXAMINATION OF OF
STUD HOLES SHOWED THAT THREADS ARE TAPPED BEYOND DRXXL DEPTH, WITH 4 FLUTE MARKS (WHICH APPEARS TO BE FROM TAPPING
TOOL) SHOWN AT BOTTOM OF STUD HOLES. ALL 6 HOLES WITH CRACKS HAVE SAME FLUTE MARKS.THE DEPTH OF TAPPED HOLES HAVE
AVERAGE READING OF 1.33 IN. ACCORDING TO SIKORSKY B/P, STUD HOLE IS TAPPED 0.375-16 UNC-3B X 1.18 DEEP PER
SOCATA
PWA
INSERT
LOOSE
02/13/2002
TBM700
PT6A6A
T700A575000001
TE FLAPS
CA020220011
(CAN) DURING 100 HOUR INSPECTION NOTICED THAT FLAP CARRIAGE INBOARD IS MOVING AT ATTACHMENT. REMOVED FLAP AND
CARRIAGE AND FOUND POTTED INSERTS THAT SECURE THE CARRIAGE TO FLAP WERE LOOSE CAUSING DAMAGE TO COMPOSITE RIB,
HONEYCOMB (INTERNALLY). ONE OF THE INSERTS WAS FREE TO SPIN. BOND ON INSERT WAS NOT RETAINING. FLAP REMOVED FOR REPAIR.
WTHRLY
PWA
BULKHEAD
CRACKED
03/25/2002
1015
620B
R985*
50351101
FUSELAGE
2002FA0000421
DURING ANNUAL INSPECTION FOUND FUSELAGE BELLY PAN BULKHEAD (PN 50351-101) CRACKED UPPER LEFT AND RIGHT CORNER. THIS
AREA IS HARD TO SEE WITHOUT FLASHLIGHT AND MIRROR. ALSO FOUND TAIL CONE BULKHEADS (PN 50351-105) AND (PN 50351-133)
CRACKED AND TABS WHERE BULKHEAD IS RIVETED TO THE BELLY SKIN BROKEN. SUGGEST A THROUGH INSPECTION OF THIS AREA USING
A FLASHLIGHT AND MIRROR.

27

FEDERAL AVIATION ADMINISTRATION
ATA Code

Enter pertinent data

MANUFACTURER

1.

A/C Reg. No.

MODEL/SERIES

NCOMMUTER OTHER

MALFUNCTION OR DEFECT REPORT

OPERATOR
DESIGNATOR

8. Comments (Describe the malfunction or defect and the circumstances under which
it occurred. State probable cause and recommendations to prevent recurrence.)

OPER. Control No.

DISTRICT
OFFICE

OMB No. 2120-0003
DEPARTMENT OF TRANSPORTATION

SERIAL NUMBER

2.

AIRCRAFT
3.

FAA

POWERPLANT
4.

MFG.

PROPELLER
5. SPECIFIC PART (of component) CAUSING TROUBLE
Serial No.

Part/Defect Location.

Part TSO

Part Condition

7. Date Sub.

Optional Information:
Check a box below, if this report is related to an aircraft
Accident; Date

FAA Form 8010-4 (10-92) SUPERSEDES PREVIOUS EDITIONS

Use this space for continuation of Block 8 (if required).

Incident; Date

)
(

Serial Number

OPER.

Model or Part No.

SUBMITTED BY:

Part TT

Manufacturer

REP. STA.

Comp/Appl Name

MECH.

6. APPLIANCE/COMPONENT (Assembly that includes part)

TELEPHONE NUMBER:

MFG. Model or Part No.

AIR TAXI

Part Name

U.S. Department
U.S.
Department
of Transportation
of Transportation
Federal Aviation
Administration
Federal
Aviation
Administration

NO POSTAGE
NECESSARY
IF MAILED
IN THE
UNITED STATES

Flight Standards Service
Designee
Standardization
Flight
Standards
Service Branch
P.O. Box 25082
Maintenance
Support Branch
Oklahoma
City, OK 73125-5029
P.O.
Box 25082
Oklahoma
AFS-640 City, OK 73125
AFS-640
Official Business
Official Business
Penaltyforfor
PrIvate
Use $300
Penalty
Private
Use $300

BUSINESS REPLY MAIL
FIRST CLASS

PERMIT NO. 12438

Federal Aviation Administration
AFS-640 (Alerts)
P.O. Box 25082
Oklahoma City, OK 73125-5029

WASHINGTON, D.C.



---

Source Exif Data:

File Type                       : PDF
File Type Extension             : pdf
MIME Type                       : application/pdf
PDF Version                     : 1.4
Linearized                      : No
Create Date                     : 2002:05:03 13:34:23Z
Modify Date                     : 2002:05:06 09:56:32-05:00
Subject                         : FAA AC 43-16A Alert Number 286, Aviation Maintenance Alerts
Keywords                        : Airplanes, Helicopters, Powerplants, Propellers, Special Airworthiness Informaiton Bulletins (SAIB), Unapproved Parts Notification, Accessories, Air Notes
Page Count                      : 31
Creation Date                   : 2002:05:03 13:34:23Z
Producer                        : Acrobat Distiller 4.0 for Windows
Mod Date                        : 2002:05:06 09:56:32-05:00
Author                          : Phil Lomax
Metadata Date                   : 2002:05:06 09:56:32-05:00
Title                           : May 2002 Alerts
Description                     : FAA AC 43-16A Alert Number 286, Aviation Maintenance Alerts
Creator                         : Phil Lomax

EXIF Metadata provided by EXIF.tools