210Centurion

Parts most often named Cylinder (67) · Cylinder Head (22) · Lifter (6) · Valve (5)

THE PILOT REPORTED A LOSS OF MANIFOLD PRESSURE IN FLIGHT ALONG WITH A REDUCTION IN POWER AND CRUISE SPEED. THE AIRCRAFT SAT UNTIL THE 28TH OF MARCH AWAITING MAINTENANCE. UPON INVESTIGATION, THE CYLINDER HEAD WAS FOUND TO HAVE SEPARATED FROM THE CYLINDER BODY AROUND THE ENTIRE CIRCUMFERENCE. THE CYLINDER IS IN QUARANTINE. TOTAL TIME IS NOT KNOWN, NO LOGS ARE AVAILABLE AT THIS TIME.

(CAN) OIL NOTED ON LOWER COWLING, INSPECTION SHOWED OIL LEAKING FROM PUSHROD HOUSING ON NR 1 CYLINDER. PART REMOVED AND FOUND TO BE CRACKED AROUND 50% OF ITS CIRCUMFERENCE AT THE SPRING RETENTION FERRULE.

NR 3 CYCLINDER BARREL CRACKED AT APPROXIMATELY 1" BELOW TOP DEAD CENTER. CRACK IS .75 PERCENT OF WAY AROUND AND DID NOT SEPARATE BARREL FROM HEAD.

Parts most often named Switch (6) · Actuator (5) · Landing Gear (5) · Downlock (4)

UPON GEAR RETRACTION THE PISTON HOUSING FOR THE PISTON RACK ON THE ROTARY ACTUATOR CRACKED AT THE THREADED END CAP. ONCE HOUSING CRACKED FLUID ESCAPED CAUSING THE MAIN LANDING GEAR TO BE UNSECURED. PILOT MOVED GEAR HANDLE TO THE DOWN POSITION AND WAS ABLE TO SECURE THE NOSE GEAR DOWN AND LOCKED WITH THE HAND PUMP. MAIN LANDING GEAR STILL UNSECURED AT MID TRAVEL.

THE SHAPE OF THE FORWARD NOSE GEAR DOOR HINGES DO NOT ALLOW THE DOORS TO OPEN WITH THE BARREL LINKAGE DISCONNECTED. IF THE BARREL LINKAGE BREAKS, THE NOSE GEAR WILL NOT PUSH THE GEAR DOORS OPEN. IF THE HINGES WERE SHAPED SLIGHTLY DIFFERENT, THIS PROBLEM WOULD BE ELIMINATED. THE "C" SHAPE OF THE HINGES COULD BE OPENED UP TO ALLOW THE DOORS TO OPEN BY GRAVITY IF THE BARREL LINKAGE BREAKS OR BECOMES DISCONNECTED. (BARREL CONNECTOR ROD END TYPE BOLTS ARE A DIFFERENT DIAMETER. THE SMALLER DIAMETER SIDE BROKE OFF)

IMMEDIATELY UPON ROTATION DEPARTING MQY THE GREEN GEAR INDICATOR LIGHT WENT OFF. ONCE AIRBORNE, THE PILOT TRIED TO RETRACT THE GEAR, BUT NOTHING HAPPENED. HE THEN PUT THE GEAR HANDLE IN THE DOWN POSITION BUT HE DID NOT GET A SAFE GEAR INDICATION. HE MADE A LOW APPROACH TO ALLOW THE TOWER TO CONFIRM HIS GEAR APPEARED TO BE DOWN. THEN HE PUMPED THE GEAR 2-3 TIMES AND FINALLY GOT A GREEN LIGHT. HE ALSO STATED HE HAD CHECKED THE CIRCUIT BREAKERS. PILOT LANDED WITHOUT FURTHER INCIDENT.

Parts most often named Lifter (10) · Crankshaft (9) · Crankcase (9) · Connecting Rod (3)

NR 4 PISTON CONNECTING ROD FAILED AT CONNECTING ROD CAP BEARING AREA CAUSING SEPARATION OF CRANK SHAFT TO CONNECTING ROD. CRANKSHAFT REMAINED AS 1 PIECE WITH PISTON AND ROD BEING PUSHED INTO CYLINDER OUT OF WAY OF SPINNING CRANKSHAFT. NO OTHER INFORMATION AVAILABLE AT THIS TIME AS ENGINE WAS SENT TO ENGINE SHOP FOR TEARDOWN AND DISPOSAL.

AT CRUISE 6500 FT, NR 3 PISTON PIN ALUMINUM END PLUG BROKE OFF THE STEEL PIN. THIS CAUSED DAMAGE TO THE PISTON, RINGS, CYLINDER AND ULTIMATELY STOPPED THE ENGINE, SEIZED.

DURING GROUND OPERATION, CAM SHAFT GEAR BROKE TWO TEETH. MOTOR AND DIRECTLY RELATED ACCESSORIES WERE REMOVED AND O/H. IT WAS UNDETERMINED BY THE O/H SHOP, THE CAUSE OF THE GEAR FAILURE.

Parts most often named Cylinder (7) · Dowel (4) · Propeller Assy (3) · Retain Bearing (3)

EXTREME CORROSION FOUND ON PARTS INSIDE PROP HUB POST OVERHAUL WITH LESS THAN 40 HOURS FROM OVERHAUL. OPERATOR SUSPECTS UNAPPROVED PARTS MAY HAVE BEEN USED AND REPLACEMENT KIT PARTS NOT REPLACED IAW MANDATORY REPLACEMENT KIT MANUAL PROCEDURES.

DURING DISASSEMBLY FOR OVERHAUL, BLADE RETENTION FERRULE C4451 FOUND CRACKED IN BEARING FLANGE ON NR 2 BLADE. THE CRACK APPEARS TO HAVE STARTED AT AN OLD ACTUATING PIN HOLE AND IS OVER THREE INCHES LONG. S/B 196B HAD NOT BEEN ACCOMPLISHED ON THIS PROPELLER.

PROPELLER WAS ASSEMBLED USING U 8833 [tail no. removed] BLADES THAT ARE NOT ELIGIBLE FOR INSTALLATION ON HCA2XF-1 HUB. STEEL HUB TUBES CAUSED EXTREME WEAR ON THE INTERNAL BLADE BORE BECAUSE THE INSTALLING AGENCY REMOVED THE BLADE BOXINGS AND BEARINGS TO FACILITATE INSTALLATION OF BLADES ON HUB (X)

Parts most often named Actuator (29) · Bolt (5) · Housing (2) · O-Ring (1)

THE RETAINING RING DISLODGED FROM THE RETAINING RING GROVE, WHICH ALLOWED THE PISTON AND ROD AND MAIN GEAR ACTUATOR GLAND TO SEPARATE FROM THE MAIN GEAR ACTUATOR CYLINDER PREVENT HYDRAULIC PRESSURE FROM BUILDING WHICH IS NECESSARY TO OPEN THE MAIN.

ACTUATOR FAILED TO PROVIDE FUNCTION, GEAR UNLOCK FAILED AND WAS FORCED OVER LOCK, INCORRECT PARTS FOUND INSTALLED IN ACTUATOR, ACTUATOR RECEIVED BY INSTALLING AGENCY FOLLOWING O/H BY REPAIR STATION.

AFTER TAKEOFF, PUMP CONTINUED TO RUN AFTER GEAR RETRACTION. PILOT RETURNED AND LANDED SAFELY WITHOUT INCIDENT. MX ADJUSTED GEAR ACTUATOR, OPS CHECK NORMAL.

Parts most often named Magneto (15) · Impulse Coupling (5) · Bearing (3) · Distributor Gear (3)

FOUND BAD CONDENSOR ON MAGNETO, [S/N removed] IN JULY 2014. PART TT APPROXIMATELY 16 HOURS. ON OCTOBER 9, 2015 FOUND BAD CONDENSOR ON WARRANTY REPLACEMENT MAGNETO, [S/N removed], PART TT 184. FAILURES AT 16 AND 184 HOURS ARE UNUSUAL. BECAUSE MAGNETOS ARE OFTEN SOLD IN PAIRS. IT IS POSSIBLE THAT 2 MAGNETOS WITH BAD CONDENSORS COULD BE INSTALLED ON THE SAME AIRPLANE. WITH THIS FAILURE RATE IT IS POSSIBLE THAT BOTH MAGS COULD FAIL ON THE SAME FLIGHT.

MAGNETO, [S/N removed] FAILED IN FLIGHT IN JULY 2014. PART TT APPROXIMATELY 16 HOURS. FOUND BAD CONDENSOR ON WARRANTY REPLACEMENT MAGNETO, [S/N removed], PART TT 184. FAILURES AT 16 AND 184 HOURS ARE UNUSUAL. BECAUSE MAGNETOS ARE OFTEN SOLD IN PAIRS IT IS POSSIBLE THAT TWO MAGNETOS WITH BAD CONDENSERS COULD BE INSTALLED ON THE SAME AIRPLANE. WITH THIS FAILURE RATE IT IS POSSIBLE THAT BOTH MAGS COULD FAIL ON THE SAME FLIGHT.

DURING INVESTIGATIONOF REPORTED MAGNETO FAIL, REMOVED LT & RT MAGS AND FOUND LT MAGNETO IMPULSE COUPLING DRIVE PADS AND CAGE WERE BROKEN. DISASSEMBLED LT MAG AND FOUND ROTOR GEAR STRIPPED AND THE BREAKER END ROLLER BEARING HAD FAILED AND COME APART AND JAMED THE MAGNET AND STOPPED THE MAG 300 HRS AFTER 500 HR INSP.

Parts most often named Alternator (23) · Wire (2) · Tie Bolt (2) · Bearing (1)

WHILE INBOUND TO SNA THE AIRCRAFT RADIOS WENT DEAD AND THE BATTERY WENT DEAD. THE PILOT CONTACTED SNA TOWER USING HIS CELL PHONE AND WAS CLEARED TO LAND. AFTER LANDING IT WAS DISCOVERED THE ALTERNATOR DRIVE BELT FAILED AND THE AIRCRAFT WAS RUNNING ON BATTERY POWER UNTIL THE BATTERY WAS DRAINED.

EN ROUT FROM MLS TO BIL, PILOT EXPERIENCED ALTERNATOR FAILURE APPROXIMATELY 20 MINUTES AFTER DEPARTING. ATC WAS NOTIFIED AND PILOT PROCEEDED TO BIL AND LANDED SAFELY WITHOUT INCIDENT. MAINTENANCE IS INSPECTING.

AFTER TAKEOFF, PILOT NOTICED ALTERNATOR CYCLING ON AND OFF. PILOT NOTIFIED TOWER OF ISSUE AND RETURNED AND LANDED SAFELY WITHOUT INCIDENT. MX IS INSPECTING.

Parts most often named Blade (24) · Link (1) · Blade Pin (1) · Snap Ring (1)

PROPELLER VIBRATING AFTER RECENT OVERHAUL. DYNAMIC BALANCING HELPED. FOUND 7 AN 97-3 WASHERS FOR DYNAMIC BALANCE ADDED 6 MORE TO BRING BALANCE TO A 1 IPS. ALSO FOUND 6 STATIC WEIGHTS IN SAME LOCATION. REMOVED PROP FROM AIRCRAFT TO CHECK STATIC BALANCE. COULD NOT. MEASURED BLADES AT 30.25 INCHES, 33.25 INCHES, AND 36.25 INCHES STA. FOUND ALL 3 BLADES UNDER MINIMUM WIDTH AT 30.25 INCHES STA. BLADE NR 1, 5,803, NR 2 5,775, NR 3, 5,820 (MIN AT 30.25 INCHES IS 5.825. (X)

(CAN) PROPELLER RECEIVED FOR CORROSION INSPECTION. INSPECTION FOUND ALL THREE BLADES HAD BEEN FIELD MODIFIED BELOW MINIMUM WIDTH.

DURING A DISASSEMBLY INSPECTION OF PROPELLER LINK, THE BLADE ACTUATING ON THE NR 2 BLADE WAS BROKEN AT THE .4375 INCH BLADE BUTT ATTACH POINT AND THE CHROME PLATING ON THE BLADE PITCH FITTING WAS DETERIORATED AND SHOWED EXTENSIVE PITTING. SUSPECT POSSIBLE FAILURE TO REPLACE OR REWORK COMPONENTS DURING OVERHAUL. PHOTOS AVAILABLE UPON REQUEST.

Parts most often named Switch (14) · Downlock Switch (3) · Bracket (3) · Indication Sys (1)

ON FINAL INTO ORL, PILOT WAS NOT GETTING GREEN DOWN & LOCK INDICATION AFTER GEAR WAS SELECTED DOWN. PILOT RECYCLED GEAR & HAND PUMPED, NO HELP. PILOT DID A FLY BY THE TOWER TO VERIFY GEAR WAS DOWN. PILOT PROCEEDED TO LAND AT ORL, GREEN DOWN & LOCK INDICATION CAME ON UPON TOUCHDOWN. MAINTENANCE IS INSPECTING.

GEAR WARNING HORN WAS INOPERATIVE. AC LANDED WITH LANDING GEAR UP. SUBSEQUENT INVESTIGATION DETERMINED THROTTLE MICROSWITCH WAS MAKING INTERMITTENT CONTACT WHEN ENGAGED AND GROUND CONNECTION WAS INSUFFICIENT. CORRECTED BY REPLACING SWITCH AND REPAIRING GROUND CONNECTION. HORN OPERATION SHOULD BE CHECKED VIA TEST FEATURE DURING PREFLIGHT. (K)

EXAMINATION OF THE LANDING GEAR SYSTEM REVEALED THAT THE LT LDG DOWN LIMIT SWITCH PLUNGER WAS DAMAGED AND STUCK IN THE DEPRESSED POSITION WITH APPROX .012 INCH AIRGAP BETWEEN PLUNGER TIP AND STRIKER PLATE. WITH SIMULATED AIR LOADS APPLIED TO THE LT MAIN GEAR THE LANDING GEAR PUMP WOULD SHUT OFF PRIOR TO THE LT MAIN GEAR LOCKING IN THE DOWN LOCK. THE GEAR POSITION INDICATOR IN THE COCKPIT INDICATED GREEN AND THE UNSAFE HORN DID NOT SOUND WHEN THE THROTTLE WAS RETARDED. (K)

Parts most often named Hub (19) · Piston (1) · Bearing (1) · Cylinder (1)

DURING ROUTINE INSPECTION, CRACKS WERE DISCOVERED IN THE HUB AT AFT EDGE, MATING SURFACE TO ENGINE CRANK FLANGE. THE MOST PROMINENT CRACK IS ABOUT .5" LONG. THERE IS NO DAMAGE HISTORY FOR THIS PROP. THE PROP IS INSTALLED UNDER STC SA3104SO TO AN ENGINE INSTALLED ON THE ACFT UNDER THE SAME STC. NO ISSUES HAD BEEN REPORTED BY THE FLIGHT CREWS PRIOR TO THIS FINDING.

(CAN) ACFT RETURNED AFTER FLIGHT WITH ENGINE OIL SPATTERED ON WINDSCREEN. REMOVED PROPELLER DOME TO DISCOVER ENGINE OIL ON FRONT OF PROPELLOR HUB. PROP SHOP SAYS THERE IS NOT SUPPOSED TO BE ENGINE OIL IN THIS LOCATION. REMOVED PROPELLER AND SENT TO SHOP FOR REPAIR.

(AUS) PROPELLER HUB CRACKED IN AREA OF FOURTH THREAD AT THE 2 O'CLOCK POSITION. CRACK LENGTH APPROXIMATELY 25.4MM (1IN).