172RGCutlass RG

Parts most often named Actuator (63) · Housing (11) · Bushing (2) · Piston (2)

(CAN) PILOT REPORTED THAT HE HAD NO GREEN GEAR DOWN AND LOCKED LIGHT INDICATION. HE COULD SEE THAT THE MAIN GEAR WAS DOWN, AND HE FLEW BY THE TOWER TO GET A VISUAL REPORT FROM THE CONTROLLER. THEY REPORTED THAT THE GEAR APPEARED TO BE DOWN. UPON LANDING AFTER TOUCHDOWN, THE NOSE GEAR COLLAPSED AND THE AIRCRAFT SETTLED ON ITS NOSE DAMAGING THE PROPELLER AND NOSE GEAR DOORS. UPON INSPECTION IT WAS FOUND THAT THE NOSE GEAR ACTUATOR HAD BROKEN AT THE BASE OF THE THREADED AREA. (TC# 20190610008)

DURING SCHECULED INSPECTION. LT MAIN GEAR ACTUATOR BODY WAS FOUND TO BE CRACKED NEAR FORWARD ATTACH BOLT HOLE. ACTUATOR BODY REMOVED AND CRACK WAS VERIFIED BY METHOD OF DYE PENETRANT INSPECTION. ACTUATOR BODY HAD A DYE PENETRANT INSPECTION PREVIOUSLY PERFORMED 283.3 HRS PRIOR, WITH NO ANOMALIES NOTED.

DURING SCHECULED INSPECTION. RT MAIN GEAR ACTUATOR BODY FOUND TO BE CRACKED NEAR FORWARD ATTACH BOLT HOLE. ACTUATOR BODY WAS REMOVED AND CRACK VERIFIED BY DYE PENETRANT INSPECTION. ACTUATOR BODY HAD A DYE PENETRANT INSPECTION PREVIOUSLY PERFORMED 98.3 HRS PRIOR, WITH NO ANOMALIES NOTED.

Parts most often named Bulkhead (49) · Doubler (1)

(CAN) PARTS WERE CRACKED AT ATTACH POINTS OF WHEEL WELL COVER SKIN 2412011-1 AND BULKHEADS STATION 108 AND 124 AND CRACK ON WHEEL WELL COVER AT RT FRONT CORNER WHERE IT ATTACHES TO BULKHEAD STATION 108. TIEDOWN RINGS ALSO ATTACH IN THIS AREA. (TC NR 20070502005)

CRACKS WERE LOCATED AT LT AND RT RELIEF CUTS OF STATION 124.00 UPPER FUSELAGE BULKHEAD. PROBABLE CAUSE FOR LT SIDE IS AUX POWER RECEPTACLE AND RT SIDE COULD BE FROM LANDING STRESSES.

CRACKS IN LOWER LEFT BULKHEAD UNDER PILOT'S INBOARD RUDDER PEDAL TORQUE TUBE PILLOW BLOCK, ALLOWED ABNORMAL FORWARD/AFT MOVEMENT OF RUDDER PEDAL TORQUE TUBE. REPORTED TO MFG BY TELECON. (AL03200407996)

Parts most often named Pivot (7) · Pivot Assy (4) · Fitting (3) · Sector Gear (2)

(CAN) GEAR DID NOT GO DOWN ALL THE WAY WHEN PILOT SELECTED GEAR DOWN. PILOT USED HAND PUMP TO EXTEND LANDING GEAR THE REST OF WAY DOWN, GEAR LOCKED DOWN AND MADE NORMAL LANDING. ACFT WAS PUT ON JACKS AND FOUND THAT THE GEAR OPERATED INTERMITTENTLY, CAUSE OF THE INTERMITTENT OPS WAS FOUND TO BE AN INTERMITTENT RELAY, S1577A1 WHICH IS MOUNTED ON THE FIREWALL IN THE CABIN. RELAY WAS REPLACED AND GEAR OPERATED NORMALLY.

WHILE REPLACING A BROKEN GEAR ACTUATOR THE PIVOT WAS REMOVED AND INSPECTED. A CRACK WAS FOUND IN THE LOWER RADIUS AT THE BOTTOM OF THE GEAR SPLINES. TO PREVENT THIS PROBLEM IT IS SUGGESTED THAT THE MLG PIVOTS BE REMOVED FROM THE AIRCRAFT AND INSPECTED EVERY 1000 HOURS. IT IS ALSO SUGGESTED THAT THE MFG OF THIS PART REDESIGN THE PART OUT OF STEEL.

DURING 100 HR INSPECTION, FOUND BOTH LT AND RT MLG PIVOT BUSHINGS SPLIT AND LEAKING GREASE. THESE BUSHINGS ARE REQUIRED TO BE INSTALLED IAW AD2001-06-06, SB 90-1, SK 172-151. THE SRM HAS NOT BEEN UPDATED TO SHOW ANY DETAIL OF THIS STYLE BUSHING. NO INSPECTION PROCEDURES FOR THIS STYLE BUSHING. PARTS MANUAL ALSO HAS NOT BEE UPDATED. MUCH CONFUSION ABOUNDS CONCERNING THESE BUSHINGS. (NM09200412026)

Parts most often named Pivot (15) · Pivot Assy (6) · Fitting (3) · Bushing (1)

FOUND CRACK IN RIGHT MAIN GEAR PIVOT ASSEMBLY AT CASTING SEAM. AIRPLANE SAT FOR 8 YEARS ON THE COAST OF FLORIDA. CORROSION WAS A MAJOR FACTOR IN THIS CRACK. PLANE WAS REPAINTED AND CRACK WAS COVERED. PAINT WAS SPLITTING IN AREA. STRIPPED PAINT AND THE CRACK APPEARED. IT WAS CRACKED ALL THE WAY THROUGH HOUSING DOWN TO GEAR LEG AND EXTENDED IN TOWARDS PIVOT 4 INCHES.

FITTING CRACKED ON IB SIDE. DISCOVERED ON 100 HOUR INSPECTION. NO RECOMMENDATION, EXCEPT, CLOSE INSPECTION, ONE TIME INSPECTION ANNUALLY.

(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.

Parts most often named Cylinder (4) · Piston Ring (2) · Cylinder Head (2) · Retainer (1)

BOLTS USED FOR THE NUMBER TWO CONNECTING ROD AND END CAP. ONE OF THE BOLTS SHOWED SIGNS OF A 45 DEGREE FRACTURE AND SIGNS OF BEING STRETCHED AND BENDING CAUSING THE BOLT TO BREAK. THE END CAP ALSO SHOWED SIGNS OF BEING DEFORMED FROM ONE OF THE TWO BOLTS FAILING CAUSING THE REMAINING BOLT TO CARRY THE LOAD OF TWO. THE OTHER BOLT HAD FRACTURED AT THE LOWER THREADED AREA WITH SIGNS OF STRESS FATIGUE AND IS BELIEVED TO BE THE FIRST BOLT TO FAIL. THIS APPEARS TO BE THE REASON FOR THE NUMBER TWO CONNECTING ROD FAILURE.

ON JULY 8, 2008, MADE AN EMERGENCY LANDING IN DESSERT TERRAIN AFTER THE ENGINE BEGAN TO EXHIBIT SEVERE VIBRATIONS, LOSS OF POWER AND SMOKE. THE NR 2 CYLINDER WAS FOUND TO HAVE SEPARATED FROM THE CASE, SEVEN OF THE EIGHT HOLD STUDS WERE FOUND TO HAVE SHEARED. ONLY ONE HOLD DOWN STUD WAS LT INTACT. THERE WAS NO HISTORY IN THE AC LOGS TO INDICATE IF THE HOLD DOWN STUDS HAD BEEN REPLACED. (K)

(CAN) AIRCRAFT WAS IN A CRUISE CONFIGURATION WHEN THE PILOT NOTICED A VIBRATION FROM THE ENGINE. REDUCED POWER AND CAME BACK TO LAND AT THE DEPARTING AIRPORT WITHOUT INCIDENT. AIRCRAFT WAS BROUGHT INTO THE HANGER AND THE COWLINGS WERE REMOVED. IT WAS DISCOVERED THAT THE NR 2 CYLINDER HAD CRACKED FROM THE UPPER SPARK PLUG HOLE TO THE LOWER SPARK PLUG HOLE. NEW CYLINDER WAS ORDERED FROM MFG.

Parts most often named Pivot (3) · Powerpack (3) · Hydraulic Line (2) · Pipe (2)

NOSE GEAR UP HOSE P/N S2178-4-0105 PULLED OUT OF ITS CRIMPED FERRULE ON LANDING GEAR UP CYCLE DURING FLIGHT. ALL HYDRAULIC FLUID LOST FROM HYDRAULIC POWER PACK. EMERGENCY GEAR DOWN SYSTEM WAS INOPERABLE DUE TO NO HYDRAULIC FLUID.

HOSE ASSY FROM GEAR MOTOR TO NOSE GEAR ACTUATOR FAILED AT THE HOSE FITTING. REPLACES ASSY WITH BRAIDED STAINLESS STEEL HOSE. GEAR SWINGS CHECKED GOOD. NO LEAKS. MANUAL GEAR EXTENSION SYS FUNCTION CHECKED GOOD. ACFT TEST FLOWN, CHECKED GOOD. LANDING GEAR CYCLED SEVERAL TIMES UP/DOWN DURING FLIGHT. FUNCTIONED GOOD.

INSTALLED A NEWLY OVERHAULED COMPLETE HYDRAULIC POWER PACK UNIT AS RECEIVED. AFTER INSTALLING THE UNIT IN THE AIRCRAFT AND PERFORMING A RETRACT TEST THE NEW OVERHAULED GEAR MOTOR WAS JERKY AND ACTING LIKE IT WAS SHORTING OUT. REMOVED MOTOR AND INSTALLED ANOTHER NEW OVERHAULED MOTOR AND SYSTEM WORKED FINE. (K)

Parts most often named Torque Tube (6) · Rudder Pedal (2) · Rudder Bar (1)

PILOT''S LEFT RUDDER PEDAL REPORTED AS ''NOT WORKING''. FOUND RUDDER PEDAL SUPPPORT POST BROKEN OFF RUDDER PEDAL TORQUE TUBE. MAINTENANCE REMOVED AND REPLACED ENTIRE TORQUE TUBE ASSEMBLY, LINKAGES, BEARING BLOCKS, AND HARDWARE (BOTH SIDES). (X)

THE LT FOOT AND BRAKE PEDAL WELD ASSY FAILED DURING ROUTINE LOCAL FLIGHT. INSP OF RUDDER BAR REVEALED A BROKEN PILOT SIDE LT RUDDER PEDAL ATTACH TUBE AT WELD LINE. THE TUBE BROKE COMPLETELY AWAY FROM RUDDER BAR AT THE WELD. POSSIBLE CAUSE MAY BE METAL FATIGUE ON RUDDER BAR DUE TO STRESS APPLIED ON WELD THROUGH NORMAL RUDDER PEDAL OPERATION OVER A LONG PERIOD OF TIME. SUBMITTER SUGGESTED INSPECTION CRITERIA BE OUTLINED TO PREVENT FAILURE OF PART.

PILOT REPORTED LOSS OF RUDDER CONTROL IN-FLIGHT ALTHOUGH HE WAS ABLE TO MAINTAIN CONTROL OF THE AIRCRAFT AND MADE AN UNEVENTFUL LANDING. FOUND THE AFT (RIGHT HAND) RUDDER PEDAL TORQUE TUBE WAS BROKEN APPROXIMATELY 7/8 OF THE WAY AROUND THE TUBE JUST TO THE LEFT SIDE OF THE SECTOR GEAR. THIS ALLOWED THE TWO SECTOR GEARS TO DISENGAGE WHICH UNSYNCHRONIZED THE TWO TORQUE TUBES. BECAUSE OF THIS, THE RUDDER CABLE TENSION WAS UNABLE TO BE MAINTAINED.

Parts most often named Axle (2) · Bearing (2) · Fitting (2) · Pivot (1)

AIRCRAFT WOULD NOT STEER ON TAKEOFF ROLL. BRAKES INEFFECTIVE TO TURN. DISASSEMBLED NOSE GEAR TRUNNION AND FOUND UPPER AND LOWER NACELLE BEARINGS RUSTED AND FROZEN. NO PROVISIONS FOR LUBRICATION AT THESE POINTS. AIRCRAFT MANUFACTURED 1982.

AIRCRAFT WOULD NOT STEER ON TAKEOFF ROLL. BRAKES INEFFECTIVE TO TURN. DISASSEMBLED NOSE GEAR TRUNNION AND FOUND UPPER ANDFROZEN. NO PROVISIONS FOR LUBRICATION AT THESE POINTS. AIRCRAFT MANUFACTURED 1982.

DURING INSTRUCTIONAL FLIGHT INVOLVING TAKEOFF AND LANDINGS, THE PILOT WAS INFORMED VIA RADIO FROM ANOTHER AIRCRAFT THAT THE ACFT NOSE WHEEL HAD FALLEN OFF. HE PROCEEDED TO SEE WHERE HE MADE A SUCCESSFUL EMERGENCY LANDING. INSPECTION OF THE ACFT NLG ASSY INDICATED THE NLG AXLE BOLT, AN 5-47, HAD FAILED. NOTE: THE REMAINS OF THIS BOLT WERE STILL IN THE RT HAND SIDE OF THE NLG FORK ASSY. CLOSER INSPECTION OF THIS BOLT INDICATED IT HAD BEEN PREVIOUSLY FRACTURED/CRACKED. TOTAL TIME ON THIS BOLT IS UNKNOWN.

Parts most often named Blade (4) · Bearing (2) · Snap Ring (1)

(CAN) PROPELLER RECEIVED FOR TBO OVERHAUL. UPON DISMANTLE INSPECTION, THE BLADE THRUST BEARINGS WERE FOUND CORRODED. THE BEARINGS WERE REPLACED WITH NEW BEARINGS.

PILOT NOTICED SCRATCHES ON PROPELLER DURING POST-FLIGHT INSPECTION FOLLOWING COMPLETION OF A BREAK-IN FLIGHT FOR NEWLY OVERHAULED ENGINE AND PROPELLER. INSPECTION FOUND SPINNER AND SPINNER BULKHEAD DAMAGED AND REQUIRED REPLACEMENT. PROP TT: 1,887.8 HOURS. PROP TSO: 2.2 HOURS.

PROPELLER WAS NOT CYCLING PROPERLY. REMOVED TO BENCH TEST. BLADES WERE BINDING WHEN TESTED. DISASSEMBLED AND FOUND BLADE BEARINGS DRY AND BROKEN, BALL BEARINGS PITTED, AND PITCH CHANGE LINKS AND ACTUATING PINS WORN BADLY. SUBMITTER STATED PROP MAY NOT HAVE BEEN LUBRICATED PROPERLY AT ASSEMBLY. THE PROPELLER SHOULD HAVE BEEN REMOVED AND REPAIRED WHEN PROBLEMS WITH CYCLING FIRST STARTED.

Parts most often named Carburetor (2) · Float (2) · Carburetor Valve (1) · Valve Tang (1)

PILOTS REPORT EXCESS MAGNETO DROPS OF GREATER THAN 300 RPM'S AND SEVERE ENGINE ROUGHNESS. THE FLOAT IN THE CARBURETOR WAS REMOVED AND FOUND THAT THE REAR-MOST CHAMBER WAS FILLED WITH FUEL. FLOAT IS A PLASTIC DESIGN WITH 3 VISABLE CHAMBERS. THE CHAMBER THAT WAS FULL OF FUEL WAS THE ONE CLOSEST TO THE NEEDLE VALVE. UPON INSTALLING A [S/N removed] FLOAT, ENGINE OPERATED NORMALLY.

PILOT REPORTED ENGINE QUIT ON FINAL APPROACH OVER RUNWAY. DELIVERED TO MAINTEANCE, UNABLE TO GET GOOD RUN-UP. DISCOVERED CARBURETOR FLOAT FULL OF FUEL. REPLACED WITH [S/N removed] FLOAT. ENGINE OPS CHECK GOOD.

FULL THROTTLE STOP WORN CAUSING A LEAN MIXTURE. WHEN THE PART IS FULL RICH WITH THE SCREW TYPE MIX CONTROL, PRESSURE IS PUT ON THE FULL RICH STOP. STOP IS BEHIND A COVER PLATE WHICH HAMPERS VISABILITY. WEAR CAUSES THE METER HOLE ON MIXTURE TO OVER-CENTER CAUSING A MORE LEAN MIXTURE.