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General Aviation Airworthiness Alerts AC No. 43-16 ALERT NO. 236 MARCH 1998 Improve Reliability- Interchange Service Experience ALERTS

March 1998 Alerts - Federal Aviation Administration · March 1998 FAA AC 43-16 3 During an inspection, the technician found defective power turbine governor flyweights and bushing

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Page 1: March 1998 Alerts - Federal Aviation Administration · March 1998 FAA AC 43-16 3 During an inspection, the technician found defective power turbine governor flyweights and bushing

General AviationAirworthinessAlerts

AC No. 43-16

ALERT NO. 236MARCH 1998

Improve Reliability-Interchange ServiceExperience

A LER TS

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Contents of this publication are informational only. Due to the need for extensive distribution of this publication,only one copy is provided to an addressee; however, this publication may be duplicated.

CONTENTS

AIRPLANES

AVIONS MARCEL ................................................................................................................ 1BEECH................................................................................................................................... 1CESSNA ................................................................................................................................. 3MOONEY ............................................................................................................................... 6PIPER .................................................................................................................................... 7

HELICOPTERS

AGUSTA............................................................................................................................... 10BELL .................................................................................................................................... 10EUROCOPTER.................................................................................................................... 11

AMATEUR, EXPERIMENTAL, AND SPORT AIRCRAFT

CHRISTIAN EAGLE .......................................................................................................... 12GLASAIR ............................................................................................................................. 12NORTH AMERICAN .......................................................................................................... 12QUESTAIR .......................................................................................................................... 12

PROPELLERS AND POWERPLANTS

TEXTRON LYCOMING ...................................................................................................... 13

AIR NOTES

UNAPPROVED PARTS NOTIFICATION......................................................................... 13AIRWORTHINESS DIRECTIVES (AD’S) ISSUED IN JANUARY 1998......................... 14ALERTS ONLINE ............................................................................................................... 14ELECTRONIC AVAILABILITY OF INFORMATION ..................................................... 15SUSPECTED UNAPPROVED PARTS SEMINAR ........................................................... 16FAA FORM 8010-4, MALFUNCTION OR DEFECT REPORT ........................................ 17SUBSCRIPTION REQUEST FORM .................................................................................. 17

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March 1998 FAA AC 43-16

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FLIGHT STANDARDS SERVICEMike Monroney Aeronautical Center

The General Aviation Airworthiness Alerts provide acommon communication channel through which the aviationcommunity can economically interchange service experienceand thereby cooperate in the improvement of aeronauticalproduct durability, reliability, and safety. This publication isprepared from information submitted by those of you whooperate and maintain civil aeronautical products. Thecontents include items that have been reported as significant,but which have not been evaluated fully by the time thematerial went to press. As additional facts such as cause andcorrective action are identified, the data will be published insubsequent issues of the Alerts. This procedure gives Alerts’readers prompt notice of conditions reported via Malfunctionor Defect Reports. Your comments and suggestions forimprovement are always welcome. Send to: FAA;ATTN: Designee Standardization Branch (AFS-640);P.O. Box 25082; Oklahoma City, OK 73125-5029.

U.S. DEPARTMENT OF TRANSPORTATION

FEDERAL AVIATION ADMINISTRATION

WASHINGTON, DC 20590

GENERAL AVIATION AIRWORTHINESS ALERTS

AIRPLANES

AVIONS MARCEL

Avions Marcel Flight CompartmentModel 20 Seat DefectFalcon 2510

The pilot reported that the inboard armrestwas “flexing excessively.”

The submitter removed the upholstery on theseat back and discovered a broken seat backframe (P/N 262.200) tube. The break waslocated approximately 4 inches below thearmrest attachment point. The breakoriginated at a “pop” rivet hole located in thesheet metal. After a replacement part wasreceived, the submitter stated reinforcementhad been added to the part. The submitter

recommended frequent inspections of the“old-style” seat frames.

Part total time-7,374 hours.

BEECH

Beech Wing Spar CorrosionModel A-23 5711Musketeer

During an annual inspection, the submitterdiscovered severe corrosion on the right wingspar (P/N 169-110000-605) adjacent and underthe spar bonding material. The submitterreplaced the spar and stated the corrosion mayhave been caused by bonding material, water,and other contaminants contacting the sparsurface.

During the past several years, the owner didnot operate the aircraft and parked it outside.

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With this fact in mind, be aware that even“low  time” aircraft may not be in a safeoperating condition!

Part total time-1,950 hours.

Beech Flight ControlModel 35 Series Surface BalanceBonanza 5540

The FAA Aircraft Certification Office, locatedin Wichita, Kansas, submitted this article afterthe issuance of Safety Recommendation 97.077.

After an aircraft has been repaired orrepainted (including the application of simplestripes), the ruddervators should be balancedin accordance with the Bonanza MaintenanceManual No. 35-590073. Additional informationmay be obtained from Airworthiness Directive(AD) 94-20-04.

Beech Navigation LightModel A-36 System FailureBonanza 3340

The pilot opened the circuit to the navigationlight system but could not reset the circuit.

An investigation disclosed the power wire forthe right navigation light was chafed and hadshorted to a rib. The submitter re-routed thewire through the wing and the channel locatedunder the top wing skin. The right wing didnot have chafe protection or support for thewire between the wing root and the wingtip.Apparently, the wing rib damage occurredwhen the wire came out of the channel, chafedagainst the wing rib, severed the wire, andproduced electrical arcing.

The submitter inspected the left wing wireand found no damage. The left wing did nothave chafe protection or support for thenavigation light wire. During requiredinspections, remove the wingtip to check forthis problem.

Part total time-1,272 hours.

Beech Defective MixtureModel 58 Control CableBaron 7602

During flight, the left engine mixture controldid not function. The pilot secured the engineand made a safe landing.

During maintenance, the submitter discoveredwear on the engine mixture control cable(P/N 50-389010-19). The remainder of the cablewas thin and only stretched and/orcompressed during movement of the enginemixture control handle.

Operators should report any abnormal feel inthe engine mixture control, and the problemshould be investigated before the next flight.

Part total time not reported.

Beech Defective EngineModel 58 MountBaron 7120

The technician conducted a scheduledinspection and found a crack in the right lowerengine mount.

The crack was adjacent to the top outboardisolator attachment weld joint. AirworthinessDirective (AD) 95-03-14 addresses the lowerleft and right engine mount brackets(P/N 630695 and 630694). The submitter statedthe “improved design” brackets are currentlyinstalled in compliance with AD 95-03-14.However, even when an aircraft is incompliance with AD 95-03-14, this area shouldbe closely inspected during scheduledinspections and maintenance.

Part total time-1,010 hours.

Beech Engine Power LossModel A-90 7320King Air

The pilot reported that power to the rightengine dropped to approximately 50 percentduring flight. The pilot secured the engine andmade a safe landing.

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During an inspection, the technician founddefective power turbine governor flyweightsand bushing. These defective parts causedimproper operation of the fuel control.

Part time since overhaul-3,600 hours.

Beech Main Landing GearModel 200 “U-Joint” BearingKing Air Failure

3230

During a scheduled inspection, the submitterconducted a landing gear operational test andheard an abnormal “squealing” noiseemanating from the right main gear torquetube area.

The submitter found severe corrosion on thetorque tube universal joint bearing(P/N KP16BS). Apparently, the bearing “froze”in the support plate, and the shaft adapter(P/N 101-810021-9) began to turn on anonbearing surface. The submitter stated a“sealed-type” universal joint bearing had beeninstalled on this aircraft. The defect may havebeen caused by the high number of operatinghours. The submitter did not find any defectsin the left main gear. The bearings should beinspected at frequent intervals.

Part total time-10,900 hours.

Beech QuestionableModel 200 Elevator RepairsKing Air 5520

The aircraft received damage duringa “hangar-rash” incident.

The submitter removed the right elevator andthe fiberglass elevator tip and discoveredthree holes in the elevator’s(P/N 101-610000-606) outboard trailing edgeskin. The submitter stated these holesappeared to have been repaired at an earliertime with a material that appeared to be“automotive body filler.” The submitterremoved the “automotive body filler.”

Part total time-8,540 hours.

Beech Brake Deice ValveModel B-300 FailureKing Air 3000

When the pilot cycled the brake deice system,the deice indicator on the right brake did notilluminate.

An inspection of the system disclosed aninoperative valve assembly (BendixP/N 101-38012-5). The submitter stated: “Thisparticular valve is not very reliable. After thenew valves are installed, they only last6 months.”

The FAA Service Difficulty Program data basecontains 18 very similar reports on theModel B-300 Series King Air. The valve sticksin either the “open” or “closed” position andcauses the system to malfunction.

The submitter suggested that themanufacturer produce a “more reliable” valve.

Part total time-313 hours and 372 cycles.

CESSNA

Cessna Burning Odor in theModel 172R CockpitSkyhawk 3310

During a training flight, the pilot detected avery strong burning odor. As the pilotprepared to land, the odor partially subsided.The pilot made a safe landing.

An inspection revealed a severely burnedresistor. The resistor connects to the dimmerunit (P/N 1570301-4) of the instrumentlighting system. The submitter discoveredthat the feedback resistors had been installedincorrectly. Apparently, when the dimmerpots were set to “full bright,” the circuitbypassed the regulator which produced a highcurrent flow through the resistor. After adiscussion with a Cessna representative, thesubmitter disabled all the dimmers in thefleet.

Part total time-34 hours.

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Cessna Inoperative FuelModel 172R Quantity IndicationSkyhawk 2841

The pilot reported that the right fuel quantityindicator did not operate.

The submitter traced the problem to the fuelquantity transmitter (P/N S3331-1) which islocated in the right wing fuel tank.Apparently, the plastic float separated fromthe transmitter float arm and caused the armto sink. The submitter stated that the crimpfrom the float to the float arm was inadequate.This unit was in operation for a short time.

Before a unit is placed in service,a maintenance technician should conductthorough receiving inspections andpre-installation inspections.

Part total time-11 hours.

Cessna Steering ControlModel P210 FailureCenturion 3251

The pilot landed the aircraft on a grassrunway. While the pilot taxied the aircraft tothe parking ramp, the nosewheel began to“shimmy.” The aircraft veered to the left andstopped.

The submitter inspected the aircraft anddiscovered a broken upper torque link(P/N 1243426-2). The break occurred betweenthe attachment bolt holes. (Refer to thefollowing illustration.) In the past, thesubmitter found cracks in the upper torquelink; however, this is the first time thesubmitter has seen a crack cause a completefailure of the upper torque link.

If this failure occurred during flight, it couldhave caused loss of the lower strut or jammedthe gear in the nose wheel during retraction.

Part total time-3,615 hours.

Cessna Elevator StructureModel 210 DamageCenturion 5520

During a scheduled inspection, the submitterfound structural damage inside the rightelevator.

The submitter discovered seven damagedareas along the channel (P/N 1232622-26). Thedamaged areas were adjacent to a rivet whichsecured the channel.

Apparently, when the manufacturer installedthe rivets, the bucking bar slipped off the bucktail and caused the damage. This was thesecond like defect discovered by thissubmitter.

Part total time-3,303 hours.

Cessna Nose LandingModel 310 Gear Failure

3230

After takeoff, the pilot selected the “up”position on the landing gear. The pilot heard aloud thumping sound and felt a thud under thefloorboard.

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The landing gear position indicator did notilluminate. The pilot checked the tiptankmirrors and confirmed that the nose gear hadonly partially retracted. Attempts to lower thelanding gear failed, and the pilot landed theaircraft in a “transit” position. The aircraftreceived minor damage.

An inspection disclosed the idler bellcrank(P/N 0842102) failed. The idler bellcrank ispart of the landing gear retraction system andis located under the floorboard just forward ofthe pilot’s seat. The bellcrank displayed noevidence of fatigue, corrosion, or a pre-existingcrack. The submitter speculated that animproper rigging may have caused thisproblem.

The maintenance manual states that the nosegear rigging procedure is complex anddetailed. Mechanics should adhere to themaintenance manual.

Part total time-4,130 hours.

Cessna Faulty CircuitModel 340A Breaker

3060

The pilot flew the aircraft through snowflurries. When the propeller deice system wasactivated, the cockpit filled with smoke. Thepilot immediately deactivated the system andmade a safe landing.

After an inspection, the submitter discoveredthe “pigtail” wires on the left propeller hub tothe spinner had “shorted.” Excessive heatburned the wire which runs from the circuitbreaker to the deice gauge, and the circuitbreaker failed to open the circuit.

Circuit breakers may go for long periods oftime without being used. Maintenancetechnicians should conduct electrical loadtests on new and old circuit breakers.

Part total time not reported.

Cessna Nose Landing GearModel 402B Well DamageBusinessliner 5343

During a scheduled inspection, the submitterfound a tear in the nose landing gear wheelwell structure.

The tear was located on the right side of thegear well skin under the down-lock hingebracket (P/N 0842105-2). Also, a doubler(P/N 5213045-2) which attaches to the hingebracket assembly was found broken. Thesubmitter stated that this problem iscommonly found on the left side since thebracket on the left side supports gearactuation. It is speculated this problem may beassociated with ice building up on the leadingedge of the gear doors. Ice in this locationcauses partial binding and stress when thegear is actuated.

Part total time-7,936 hours.

Cessna Defective Pilot’sModel 414A SeatChancellor 2510

The maintenance shop received a report ofexcessive movement in the pilot’s seat back.

The submitter discovered a break in the upperportion of the pivot arm (P/N 0812735-8) andremoved the pivot arm. This area is difficult toinspect because it is covered with upholstery.

The submitter stated this defect may havebeen caused by age-related metal fatigue or anexcessive amount of weight on the seat.

Part total time-3,061 hours.

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Cessna Nose Landing GearModel 750 Retraction DefectCitation 3230

Cessna recently issued the followinginformation, dated January 13, 1998, toowners, operators, and maintenancetechnicians concerned with this model ofaircraft.

“In the last 2 days we have encounteredfive instances where the landing gearhandle would not move to the “gear-up”position. Apparently, this issue tiesdirectly to the lower temperatures of thewinter season. Each time this condition hashappened, the outside air temperature(OAT) has been below freezing.

At this time, there are a number ofunanswered questions concerning thecause of this condition. The solenoid thatprevents the landing gear handle frombeing moved to the “gear-up” position iscontrolled by the squat switch. Theposition of the squat switch controls thesolenoid. In each case, the technicianverified integrity of the electrical systemincluding the squat switch rigging. Thenose gear squat switch may not beactivated because of the lack of completenose gear oleo extension after lift-off.Following two occurrences, the technicianconfirmed this theory by taking the aircraftto a hangar, “jacking up” the nose, andmeasuring the oleo barrel (chrome part)while the oleo was still cold. The oleobarrel should measure 9.75 inches in the“fully-extended” position; however, theoleo barrel of these two aircraft onlymeasured 9.25 and 9.5 inches.Measurements of 9.25 and 9.5 inches maybe enough to prevent the activation of thenose gear squat switch.

One possible explanation for thediscrepancy in the measurements may bewater entering and freezing in the lowerbarrel (lower gray casting that supportsthe wheel axle) below the bearing. Thedesign of the nose gear incorporates analuminum bearing surface inside the lower

barrel assembly. A wiper at the top of thelower barrel protects the bearing. Anotherpossible explanation for the discrepancymay be that the bearing surrounds a steelbarrel, and the aluminum bearing contractsfaster than the steel barrel.

The technician parked the aircraft in ahangar; the aircraft was allowed to warmup; and the gear reached the“fully-extended” position withoutadditional force.

Recently, two service bulletins werereleased by Cessna that improve the noselanding gear. A team, which consisted ofCessna technicians and engineers, wasdispatched to Minneapolis, Minnesota toaccomplish the requirements of the servicebulletins. The team will disassemble thenose gear and perform a completeinspection to determine the cause of thisissue.

You can expect new information to bereleased very soon which will improve thesituation.”

MOONEY

Mooney Engine Oil LeakModel M20K 7920Engine TeledyneContinentalModel TSIO-360-LB

Information for the following article wassubmitted by the FAA Aircraft CertificationOffice, ACE-115A, located in Atlanta, Georgia.

During flight, the pilot noticed oil coming fromthe cowling and made a safe, precautionarylanding.

The submitter discovered the turbocharger oilcheck valves, located in the oil supply lines,were the source of the oil. The oil check valvesare secured by an Adel-type clamp. Apparentlythe protective rubber antichafing material ofthe clamp was worn away due to vibration,

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age, and deterioration. The clamp loosenedand allowed metal-to-metal contact betweenthe clamp and one of the check valves. Bothcheck valves showed significant chafing;however, one check valve was worn enough toallow the oil to leak.

The FAA Service Difficulty Program data baserevealed four similar reports since 1974involving Mooney Model M20K aircraft.However, it should be kept in mind that theTSIO-360 series engines are also used on theturbocharged Cessna 337, Piper PA-28,PA-28R, and PA-34 series airplanes. Theseseries airplanes have similar installationfeatures and could also be susceptible to thistype of failure.

These clamps are used in various sizes and areconstructed of various materials for theturbocharger oil lines and check valves of mostTSIO-360 series engines. Most of the clampmaterials are low-carbon steel or aluminumbands with Nitrile or Clorophrene cushions,and the valve body is constructed fromaluminum. In this case, the valves should havebeen secured with a clamp having analuminum band and a Nitrile cushion. OnOctober 8, 1987, Teledyne Continental Motors(TCM) released Service Bulletin M87-14,Rev. l, which addressed the turbochargercheck valve clamp issue and announced newclamp part numbers for engine modelsTSIO-360-GB, -LB, and -MB. In addition, theTeledyne Continental Motors (TCM) OverhaulManual for the TSIO-360 series engines(P/N X30596A) contains a checklist for anannual or a 100-hour inspection which calls forthe inspection of fuel and oil hoses and linesfor deterioration, leaks, and chafing.

The purpose of this article is to remindmaintenance personnel to be diligent whenperforming maintenance. It is recommendedthat oil lines, hoses, valves, and clamps with500 or more hours time in service (TIS) beinspected for chafing within the next 25 hoursTIS (especially if they have not been inspectedwithin the last 100 hours). When inspecting

these parts, ensure that the correct clamp isinstalled.

PIPER

Piper Defective EngineModel PA 18-135 Induction AirhoseSuper Cub 7160

After poor engine performance, the pilotdelivered the aircraft to the maintenanceshop.

During an operational test, the engine ran“rough” through all power settings, and at fullthrottle was approximately 250 RPM belownormal. An investigation disclosed that theinduction airhose lining swelled and crackedaround the inside diameter circumference.Pieces of the hose lining were missing and mayhave passed through the combustionchambers. The swelling in the hose liningrestricted airflow to the engine.

Part total time not reported.

Piper Throttle CableModel PA 23-250 FailureAztec 7603

During an engine-starting procedure, throttlecontrol movement was very stiff. When thepilot pulled back on the throttle, the cablebroke.

The submitter removed the throttle cable(P/N 455-230). All but one of the cable strandswere broken. The submitter stated that thecable strands were broken before this incident.The submitter suggested that closer attentionbe given to the throttle assembly duringscheduled inspections and maintenance.Thoroughly investigate binding, stiffoperation, restricted movement, or any otheranomaly.

Part total time not reported.

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Piper Firewall DefectModel PA 28R-201T 5412Turbo Arrow

During replacement of the alternator, thesubmitter discovered a hole on the lowersection of the firewall just aft of theturbocharger.

Excessive heat from the turbocharger causedcorrosion, and the corrosion created the hole.This is the second like defect found by thissubmitter. The report did not mention thepresence of heat shields or firewall insulation.

At every opportunity, this area should bethoroughly inspected.

Part total time-3,049 hours.

Piper Engine MixtureModel PA 28RT-201T Control FailureEngine Teledyne 7602ContinentalModel TSIO-360-FBTurbo Arrow

Information for the following article wassubmitted by the FAA Aircraft CertificationOffice, ACE-115A, located in Atlanta, Georgia.

The pilot made a successful off-airport landingwithout injury to the pilot or damage to theaircraft.

An investigation revealed that when theaircraft reached cruising altitude, the pilotleaned the mixture control to the point ofengine roughness. When the pilot attemptedto enrich the mixture, the mixture controlwould not advance. The submitter discoveredthe mixture control mechanical stop pin cameloose in the retaining hole and migrated out ofposition. Also, the submitter stated there is apossibility that maintenance personnel may berepairing loose stop pins by using an epoxyfiller.

The FAA Service Difficulty Program data baserevealed no other reports of this nature. Aninvestigation by the FAA and Teledyne

Continental Motors (TCM) does not indicatethat this is a systemic problem. There are noother known reports of failures of this nature,and there is no indication that a design changeis needed. However, the reports ofmaintenance personnel repairing loose stoppins by using an epoxy filler does causeconcern. TCM does not have a procedure forthe repair of loose stop pins; therefore, FAAapproval is required after this type of repair.It should be noted that this problem couldoccur in TCM engine models other than thosepreviously listed which have the same orsimilar design.

If you experience this type of problem, pleasesubmit an FAA Form 8010-4, Malfunction orDefect Report. Your report will greatlyenhance safety. Also, please report anyinformation concerning the use of an epoxyfiller to repair loose stop pins. The FAA andthe manufacturer cannot fix this problemunless you complete and submit a report.

Piper Control YokeModel PA 30 DefectsTwin Comanche 2701

During routine maintenance, the submitterremoved the flight control yokes and foundcracks on both yokes.

The cracks ran from the attachment pin to theback of the control yoke. The submitter statedthat the location of the cracks is similar tothose described and pictured in AirworthinessDirective (AD) 64-06-06 and in Piper ServiceLetter (SL) 369. (Refer to the followingillustration.) AD 64-06-06 and SL 369 are notapplicable to this aircraft. The submittersuggested that the FAA issue an AD to includeall aircraft susceptible to cracks in the flightcontrol yoke.

The occurrence of this type of defect has beenpublished many times. If this defect occursduring a critical phase of flight, the resultcould be catastrophic. If the yoke isconstructed of plastic, the technician should

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inspect the assembly for signs of crazing,chipping, cracking, or any other defect whichmay lead to failure.

Part total time not reported.

Piper Flight ControlModel PA 31-310C Surface HingeNavajo Corrosion

5520 and 5540

During a scheduled inspection, the submitterdiscovered that the top rudder hinge bolt was

“seized” to the hinge bearing and could not befreed.

The submitter discovered severe corrosion inthe hinge assembly and the vertical stabilizerhinge (P/N 48055-00), the rudder hinge(P/N 51108-04), the hinge bearing(P/N 452 386), and the bolt (P/N 400 438).

The submitter suggested that this area bethoroughly inspected during scheduledinspections and maintenance.

Part total time-3,572 hours.

Piper Main Landing GearModel PA 31T-620 DefectCheyenne II 3230

The pilot reported that the left main landinggear would not fully retract, lock, or extend.The pilot used emergency extensionprocedures to extend the gear and make a safelanding.

An inspection of the system revealed a crackin the left main gear-up lock support bracket.Due to the weakened bracket, the up-lockhook moved sideways and lodged between theroller and the gear leg. This is the second likedefect this submitter has discovered.

Part total time-3,700 hours.

Piper Wing StructureModel PA 34-200 DefectsSeneca 5711

During a scheduled inspection, the submitterdiscovered a broken false spar and a brokenwing rib at wing station 69.24 on the left wing.

The submitter speculated the damage wascaused by either a hard landing or ahigh-speed landing. Prior to this incident,a Piper kit (P/N 760-696V) had been installedon this aircraft. Airworthiness Directive(AD) 73-11-02 , which was issued to detectweakening of the main landing gear supportstructure, addresses this problem; however,the AD does not apply to aircraft having thisserial number.

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This area deserves close attention duringscheduled inspections and maintenance.

Part total time-5,500 hours.

Piper Nosewheel SteeringModel PA 34-220T FailureSeneca 3251

The pilot reported an inoperative nosewheelsteering system.

During an investigation the submitterdiscovered a broken bushing. Thelower-mounting tab, which is on the steeringarm (P/N 95395-00), was also found broken.Metal fatigue may have caused this failure.

The submitter stated technicians shouldconduct frequent and thorough inspections ofthe entire nosewheel steering assembly. Also,it is believed technicians should conducta dye-penetrant inspection of the critical areas(at least) annually.

Part total time-5,863 hours.

Piper Aileron Nose RibModel PA 44-180 CracksSeminole 5751

During replacement of the wing “skins,” theleft and right ailerons were removed. Thesubmitter discovered cracks adjacent to theattachment bolt holes in both aileron nose ribs(P/N’s 86562-03 and -02).

Piper Service Bulletins (SB) 702 and SB 725Aaddress this subject, and this aircraft was incompliance with both SB’s. The cause of thisdefect may be either operational load stressesor age-related metal fatigue.

If this type of defect is discovered, thetechnician should conduct a thoroughinspection of the remaining flight controlsurfaces.

Part total time-4,200 hours.

HELICOPTERS

AGUSTA

Agusta Chip LightModel A109C Illumination

6300

Approximately 5 minutes after takeoff, themain transmission chip light illuminated. Thepilot could not extinguish the chip light byusing the “zap-off” procedure. A safe landingwas made.

Both chip plugs were removed for inspection,and the top chip plug was clean; however, thebottom chip plug retained four large metalchips. The submitter removed thetransmission oil filter and discovered anexcessive amount of metal filings. Thesubmitter opened the transmission gear boxand discovered excessive “spalling” on theinput quill shaft (P/N 109-0403-06-105) and theGleason crown gear. A 200-hour oil and filterchange and nondestructive inspection wereaccomplished 23 hours prior to thisoccurrence; however, the nondestructiveinspection did not reveal any defects in theinput quill shaft teeth.

Part total time-1,178 hours.

BELL

Bell Improper SafetyModel 206 L4 Wire InstallationLong Ranger 6300

During a scheduled inspection, the submitterdiscovered that a safety wire “pig tail” was“turned” in the wrong direction, and the“pig tail” wore a groove in the face of the mainrotor drive shaft adapter

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(P/N 406-040-542-106). If this condition had notbeen discovered, the main rotor drive shaftcould have failed.

The submitter suspected “human error” duringmaintenance caused this damage.

Part total time-2,043 hours.

Bell Restricted MovementModel 407 of the Cyclic Control

6700

The pilot reported after takeoff from anoffshore platform that the cyclic control wouldnot move to the aft position. The pilot was ableto free the cyclic control by exerting anestimated 40 pounds of pressure. After thepilot made a safe landing, the cyclic controlmalfunctioned again.

An inspection revealed that the centeringswitch (P/N 407-076-502-119), which is locatedat the pilot’s seat compartment, wascontacting the target plate. The submitterstated the “lead seal” installed by themanufacturer was still intact. In accordancewith the manufacturer’s technical data, theswitch should have been repaired to between.030 and .070 inch of clearance. Extreme careshould be exercised during adjustment of thecentering switch to ensure that there is nointerference.

Part total time-42 hours.

Bell Fuel Pump CouplingModel 412 Failure

2822

The pilot reported that during an outboundflight to an offshore platform, the number 1engine “flamed out” and was secured. The pilotmade a safe landing at a shore base.

Maintenance technicians discovered that theinternal spline of the fuel pump(P/N 025277-300-06) drive coupling failed.The failure may have been caused by a highnumber of operating hours.

Part total time-8,164 hours. Part time sinceoverhaul-4,191 hours.

EUROCOPTER

Eurocopter Smoke in theModel AS 350 BA Cockpit

3400

During flight, the pilot detected an“electrical-type” burning odor and smoke inthe cockpit. The pilot made a precautionarylanding.

After an inspection, the submitter determinedthat the radar altimeter internal-power supplyhad shorted to ground, and the vent blowersdistributed the odor and smoke throughoutthe cockpit.

Part time since overhaul-10 hours.

Eurocopter Bearing FailureModel AS 350BA 6520Astar

During flight, the pilot experienced a loss ofyaw (pedal) control authority and made a saferun-on landing.

An investigation disclosed that the tail rotorcontrol spider bearing (P/N 6010-2RS1MT33A)failed. This bearing is common in two tail rotorcontrol spiders (P/N’s 350A33-2004-03 and -05),and all Eurocopter AS 350/355 serieshelicopters use the bearing. The submitterreviewed the maintenance records (datingback to 1992) of 22 like helicopters that wereflown in Hawaii. Maintenance records indicatetechnicians removed 72 percent of thebearings before the 3,000-hour replacementinterval. The defective bearings will be foundduring maintenance by following theEurocopter maintenance recommendations.In the past, a routine maintenance inspectionhas been successful in finding and eliminatinga defective part before a problem occurs.

The FAA has asked Eurocopter to review theservice history of these bearings, determinethe cause of the high rate of earlyreplacements, and propose a solution.

Part total time-466 hours.

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AMATEUR, EXPERIMENTAL, ANDSPORT AIRCRAFT

CHRISTIAN EAGLE

Christian Eagle Defective Flying WireModel II Attachment

5744

During a scheduled inspection, the submitterdiscovered a wrinkle in the wing-coveringfabric.

The wrinkle was located on the inboardtrailing edge of the top wing. The“drag/antidrag” wire rear attachment blockwas found broken. The block attaches the wireto the rear wing spar. Also, the trailingedge-to-center hoop attachment block failed.The submitter speculated the hoop attachmentblock failure was the result of the wireattachment block failure.

Part total time not reported.

GLASAIR

Glasair Defective RudderModel II Trim System

2721

During a takeoff roll, the rudder went to thefull-left position, and the pilot decided to abortthe takeoff. The pilot appliedmaximum-braking action; the brakes failed; abrake line ruptured; and the escaping brakefluid caught on fire. The extent of the damagewas not reported.

An investigation of the rudder systemrevealed that the rudder trim switch wasstuck in the left position which caused full-leftrudder deflection. During troubleshooting, theswitch (rocker type) only failed approximately10 percent of the time. Operators andmaintenance personnel should be aware of thisanomaly and conduct a thorough inspection ofthe system at every opportunity.

Part total time-100 hours.

NORTH AMERICAN

North American Defective Tail ConeModel AT-6C AttachmentTexan 5500

During a scheduled inspection, the submitterdiscovered severe chafing at the point wherethe tail cone attaches to the empennage.

The lower right tail cone attachment pointdisplayed signs of extreme metal wear. Twobolts (P/N AN5) attach the aluminum tail conestructure to the steel empennage structuraltube. The washers, which are installed underthe nuts of these two bolts, were wornapproximately two-thirds through thethickness of the aluminum attachment angles.A groove was worn into each of the bolts, andthe bolt holes were elongated toapproximately .25 inch by .4375 inch. Thesubmitter stated this damage was caused bythe use of very long bolts that “bottomed out”before the two structures were secure.

Part total time-7,000 hours.

QUESTAIR

Questair Landing Gear FailureModel Venture 3230

The pilot reported that the landing gear wouldnot extend. In order to use the emergencysystem, the pilot opened the bypass valve, andthe landing gear fell toward the “down”position. All attempts to secure the gear in the“down-and-locked” position failed, and agear-up landing was made. There were nopersonal injuries; however, the aircraftsustained extensive damage.

This aircraft was originally equipped withelectric landing gear motors. The aircraft wasmodified to include a hydraulic landing gearsystem which uses an electrically-operatedhydraulic pump and actuation cylinders. Theemergency system uses a hand pump,reservoir, and a separate pair of cylinders forgear actuation. A bypass valve allows fluid toflow through the main system when the hand

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pump is operating the emergency system. Inthis case, the emergency system developed aleak in the lines and fittings at the hand pump,which depleted the emergency system fluid.When the emergency system was activated, airwas introduced into both systems andprevented the gear from extending to the“down-and-locked” position.

Part total time not reported.

PROPELLERS ANDPOWERPLANTS

TEXTRON LYCOMING

Textron Lycoming Crankshaft FailureModel O-320-D3G 8520

This engine was installed in a Piper ModelPA 28-161 aircraft. While attempting takeoff,the pilot heard a loud knocking sound andaborted the takeoff. After the removal ofcylinders and connecting rods, the technicianfound a broken crankshaft at the No. 4connecting rod journal. The submitter did notoffer a cause for this failure.

Part total time-6,600 hours. Time sinceoverhaul-180 hours.

AIR NOTES

UNAPPROVED PARTS NOTIFICATION

The following Unapproved Parts Notificationwas accepted and published by the SuspectedUnapproved Parts Program Office, AVR-20.Telephone (703) 661-0581, FAX (703) 661-0113.

UNAPPROVED PARTS NOTIFICATION

NO. 97-272 January 20, 1998

AFFECTED ENGINE: Pratt & Whitneymodel JT8D, series -1 through -17.

PURPOSE: The purpose of thisUnapproved Parts Notification is to adviseall owners, operators and maintenanceentities that a large number of combustionchambers have been improperly repaired.

BACKGROUND: During a receivinginspection by a major internationaloperator, it was discovered that improperrepairs were accomplished on 18 JT8Dengine combustion chambers. Theaccompanying documents stated that themount lug positioning pin hole bushings,P&W part number 787409, were replacedwith new bushings when in fact the newbushings showed signs of wear on theinside diameter. The subsequentsuspected unapproved parts investigationrevealed that International Jet Repairs,Inc. (IJR), Repair Station XQ4R657M,located at 2358 West 8th Lane, Hialeah,Florida 33010, accomplished theunapproved repairs. The investigationfurther determined that IJR obtained atotal of over 2,000 new bushings from anunapproved source since February 1994.These bushings may have been installed incombustion chambers during overhaul;however, some or all lacked a hardcoatprocess on the inside surface which wasstated to have been accomplished on theaccompanying documentation. Thehardcoat process is detailed in P&WService Bulletin number 4421. Thishardcoat process was also lacking on someof the used, reinstalled bushings and wasdifficult to detect due to a covering of a“molycoat” lubricant. Dimensionalinspections were also conducted on fivecombustion chambers overhauled by IJR.All were out of Pratt & Whitney limitationsin one or more dimensions.

RECOMMENDATION: Regulationsrequire that type certificated productsconform to their type design. Aircraftowners, operators, maintenanceorganizations, manufacturers, and partssuppliers should inspect their aircraftand/or aircraft parts inventory forcombustion chambers approved for returnto service or overhauled by International

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Jet Repairs, Inc. If these items areinstalled in an engine, appropriate actionshould be taken. If found in existingaircraft parts stock, it is recommendedthey be quarantined to prevent installationin aircraft until such time they can beinspected for conformity and/or approvedfor return to service.

FURTHER INFORMATION: Furtherinformation may be obtained from theFederal Aviation Administration (FAA),Flight Standards District Office (FSDO)shown below. The FAA would appreciateany information concerning these parts,the discovery of the above referencedunapproved parts from any source, themeans used to identify the source, and theaction taken to remove them from serviceor stock. Also, the FAA would appreciateinformation concerning premature enginefailures attributed to the above referencedrepairs.

This notice originated from: FAA;Dallas FSDO; 3300 Love Field Drive;Dallas, TX 75235; telephone (214) 902-1800;FAX (214) 902-1862.

AIRWORTHINESS DIRECTIVES (AD’S)ISSUED IN JANUARY 1998

98-01-01 Cessna Models 172R and 182Srequire installation of placardsto prohibit operation in IFRconditions.

98-01-10 Empressa Models EMB-110P1and EMB-110P2 requireinspection of fillet area of MLG.

98-01-14 Cessna Model 182S requiresreplacement of Aeroquip engineexhaust mufflers.

98-02-05 A priority letter for CessnaModel 172R requires inspectionof Aeroquip mufflers.

98-02-07 Hartzell HC-E4A-3propellers require replacementof propeller blade counterweightclamp bolts.

98-02-08 Textron Lycoming 320 and 360reciprocating engines requireinspection of inside diameter ofcrankshaft.

97-25-07 GE Aircraft Engines CT7-seriesturboprop engines requireeddy-current inspection of diskholes.

98-01-06 Precision Airmotive Corporationcarburetors require inspectionof carburetors with two-pieceventuri.

98-02-09 Allison AE 3007A and AE 3007Cseries turbofan engines requireinspection of No. 4 bearingdeterioration.

ALERTS ONLINE

This publication is now available through theFedWorld Bulletin Board System (BBS), viathe Internet.

You may directly access the FedWorld BBS attelephone number (703) 321-3339. To accessAC 43-16, General Aviation AirworthinessAlerts, through the Internet, use the followingaddress: “http://www.fedworld.gov/ftp.htm”.This will open the “FedWorld File TransferProtocol Search And Retrieve Service” screen.Page down to the heading “Federal AviationAdministration” and select “FAA-ASI”. The filenames will begin with “ALT”, followed bythree characters for the month, followed bytwo digits for the year (e.g. “ALTJUN96.PDF”).

Also available at this location are the ServiceDifficulty Reports (SDR’s) for the past2 months, which may be of interest.

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The Regulatory Support Division (AFS-600)has established a “HomePage” on the Internet,through which the same information isavailable. The Internet address for theAFS-600 “HomePage” is:

“http://www.mmac.jccbi.gov/afs/afs600”

Also, this address has a large quantity of otherinformation available. There are “hot buttons”to take you to other locations and sites whereFAA Flight Standards Service information isavailable. If problems are encountered, youcan “E-mail” us at the following address.

If you wish to contact the staff of thispublication, you may do so by any of the meanslisted below.

Editor: Phil Lomax, AFS-640Telephone No.: (405) 954-6487FAX No.: (405) 954-4570 or (405) 954-4748

Internet E-mail address: [email protected]

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

We welcome the submission of aircraftmaintenance information via any form orformat. This publication provides anopportunity for you to inform the generalaviation community of problems you haveencountered as well as bringing them to theattention of those who can resolve theseproblems. Your participation in the ServiceDifficulty Program reporting process is vital toensure accurate maintenance information isavailable to the general aviation community.

ELECTRONIC AVAILABILITY OFINFORMATION

In light of the previous article, we solicit yourinput and ideas for the future of thispublication. The electronic information mediahas made available a vast amount ofinformation in a more expedient and efficientmanner. We believe the expanded use of thismedia can bring about the conveyance of safetyinformation in a more efficient and timelymanner.

We are currently distributing approximately28,000 printed copies of this publication eachmonth, and the distribution number continuesto increase. The cost for publishing, printing,and mailing this publication has alsoincreased, and there has been a substantialnegative impact on our budget allotment.

In an effort to save tax dollars and make betteruse of the electronic media, we encourage ourreaders to cancel their printed copysubscription to this publication and use thecomputer to download the monthly issues.(The instructions for downloading the Alertswere given in the preceding article.) We willbe happy to help you if you require furtherassistance. Some of you may not yet have theequipment necessary to receive theinformation electronically, and you arewelcome to continue receiving it in the printedform.

There have been some efforts to charge anannual subscription fee for this publication.So far, these efforts have not been given muchcredence. We will make every effort to keepthis a free-of-charge publication. However, weneed your input and ideas. Would you bewilling to pay a nominal subscription chargefor this publication?

We appreciate your interest in this publicationand the opportunity to serve you. Please offer

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any comments, questions, or suggestions to usvia any of the means listed in the precedingarticle.

SUSPECTED UNAPPROVED PART (SUP)SEMINAR

As announced in previous editions of theAlerts, the Designee Standardization Branch,AFS-640, is once again presenting theSuspected Unapproved Part (SUP) seminar.A schedule of the seminars and information forrequesting a SUP seminar in your area can befound below.

Seminar dates will be announced in the Alerts,the Designee Update Newsletter, and on theInternet under FedWorld.gov. You may accessthe FedWorld BBS directly at (703) 321-3339.You may access the Alerts through theInternet, using the Regulatory SupportDivision, AFS-600, “HomePage” at thefollowing address.

http://www.mmac.jccbi.gov/afs/afs600

The seminar will discuss the following:

1. Introduction to the policy of theSuspected Unapproved Part ProgramOffice, AVR-20.

2. What is an approved part/unapprovedpart? How can approved parts beproduced?

3. What is a suspected unapproved part? 4. How is a suspected unapproved part

reported in accordance with FAAOrder 8120.10A, SuspectedUnapproved Parts Program, andutilizing FAA Form 8120-11, SuspectedUnapproved Parts Notification?

5. How do you determine the status ofparts?

6. What is the procurement process? 7. How do you use the Internet and

FedWorld to find a list of unapprovedparts?

The cost of this 8-hour seminar will be $60.The seminar may be used for the InspectionAuthorization (IA) renewal trainingrequirement contained in Title 14 of the Codeof Federal Regulations (14 CFR) part 65,section 65.93(a)(4).

The seminar is open to the aviation industry.Anyone wishing to attend may telephone(405) 954-0138. Payment is required in advanceby using VISA, MasterCard, or a check. Whenscheduling attendance, please reference“AFS-75.”

SCHEDULE FORSUSPECTED UNAPPROVED PART (SUP)

SEMINAR

Seminar No. 1998 Location 759804 Apr 22 Charleston, WV 759805 May 13 Cleveland, OH 759806 Jul 15 Seattle, WA 759807 Jul 17 Anchorage, AK 759808 Aug 5 Ft. Lauderdale, FL 759809 Sep 16 Springfield, IL 759901 Oct 21 Rochester, NY 759902 Nov 18 Wichita, KS

If you require additional or special SUPseminars, please write to: FAA;ATTN: Mr. Elmer Hunter (AFS-640);P.O. Box 25082; Oklahoma City, OK 73125.Depending on manpower and the availabilityof AFS-640 personnel, the requests foradditional SUP seminars may be authorized.The cost for the additional SUP seminars is$60 per person. We would like a minimum of40 attendees for a 1-day seminar and no morethan 60 attendees. When the number ofattendees is greater than 70, we will conducttwo 1-day seminars. The registration processis the same as previously discussed in thisarticle. Additional SUP seminars will be madeavailable to the public regardless of location. Ifyou have specific questions regarding anadditional SUP seminar, please contactMr. Elmer Hunter at (405) 954-4099.

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FAA FORM 8010-4, MALFUNCTION ORDEFECT REPORT

For your convenience, FAA Form 8010-4,Malfunction or Defect Report, will be printedin every issue of this publication.

You may complete the form, fold, staple, andreturn it to the address printed on the form.(No postage is required.)

SUBSCRIPTION REQUEST FORM

For your convenience, a Subscription RequestForm for AC 43-16, General AviationAirworthiness Alerts, is printed in everyissue.

If you wish to be placed on the distributionlist, complete the form, and return it, in astamped envelope, to the address shown onthe form.

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

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

U.S. Departmentof Transpor tationFederal AviationAdministration

Flight Standards ServiceDesignee Standardization BranchP.O. Box 25082Oklahoma City, OK 73125-5029

Official BusinessPenalty for PrIvate Use $300

AFS-640

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SUBSCRIPTION REQUEST FORMADVISORY CIRCULAR (AC) 43-16, GENERAL AVIATION AIRWORTHINESS

ALERTS

Please use this request to subscribe to AC 43-16 or to change your address if you are presently on the mailinglist. Once your name has been entered, you will continue to receive this publication until you request your namebe removed or a copy is returned because of an incorrect address.

Because this mailing list is independent of other FAA mailing lists, it is necessary that you notify us when youraddress changes. (Our address is on the following subscription request.) If you are presently receiving thispublication it is NOT necessary to send another subscription request. The following subscription request may beduplicated, as necessary. TELEPHONE REQUESTS WILL ALSO BE ACCEPTED; THE TELEPHONENUMBER IS (405) 954-6487. THE FAX NUMBERS ARE: (405) 954-4748 and/or (405) 954-4570.

AC 43-16 SUBSCRIPTION REQUEST

If you would like to BEGIN receiving AC 43-16, orCHANGE your address, please complete the following:

PLEASE PRINT INFORMATION LEGIBLY,INCLUDE YOUR ZIP CODE, AND THE DATEOF YOUR REQUEST.

NAME:

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ZIP CODE

DATE:

CIRCLE ONE OF THE FOLLOWING:

1. This is a NEW subscription.

2. This is an ADDRESS CHANGE.

SEND ONLY ONE SUBSCRIPTION REQUEST TOTHE FOLLOWING ADDRESS:

FAA, Regulatory Support DivisionATTN: AFS-640 (Phil Lomax)P.O. Box 25082Oklahoma City, OK 73125-5029

If you require more than one copy of AC 43-16, it may be reproduced.

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U.S.Departmentof Transportation

Federal AviationAdministration

Designee Standardization BranchATTN: ALERTS, AFS-640P.O. Box 25082Oklahoma City, OK 73125-5029

AFS-640

Official BusinessPenalty for Private Use $300

BULK MAILPOSTAGE & FEES PAID

Federal AviationAdministration

PERMIT No. G44