PA-20Pacer
piperEffective Sep 29, 2026Timetable 1997–2005
What mechanics have reported to the FAA on the Piper PA-20 Pacer, the airworthiness directives in force, and the NTSB accident record, on one sheet. PA-20 Pacer (115–135 hp) and PA-20S floatplanes, 1950–54.
Top six of ten systems. Counts reflect who reports, not how reliable the airplane is.
- Registered
- 322 in the U.S., FAA registry Sep 29, 2026
- Reports on file
- 11 since 1997
- 2016–2025
- 0, about 0 a year per 1,000 registered
- ADs in force
- 11 (6 airframe, 5 engine)
- Accidents
- 91 since 1995, 5 fatal
Airworthiness directives
11 in force · 3 superseded not shown
From Federal Register final rules since 1995. Whether an AD applies to a particular airplane depends on its serial number, engine and installed equipment; confirm against the FAA’s Dynamic Regulatory System.
AD2025-02-11Effective Mar 20, 2025FS 2001 Corp, FS 2002 Corporation, FS 2003 Corporation, Piper, and Piper Aircraft, Inc. AirplanesOne-time
Certain Piper and related aircraft have rudders with rudder posts made from carbon steel that can break. Owners must replace rudders with ones equipped with 4130N low-alloy steel rudder posts.
Read the AD in the Federal RegisterAD2020-16-08Effective Aug 17, 2020Aspen Avionics, Inc.One-time
The EFD1000 display units with software version 2.10 or 2.10.1 installed may automatically reset when the internal monitor detects a fault, causing intermittent loss of airspeed, attitude, and altitude information during flight. Operators must revise the airplane flight manual Limitations section to impose operating restrictions on these display systems.
Read the AD in the Federal RegisterAD2019-01-02Effective Feb 7, 2019Aspen Avionics, Inc., Evolution Flight Display UnitsOne-time
Certain Aspen Avionics Evolution Flight Display units repetitively reset when equipped with specific software and options, creating a potential flight safety hazard. The AD requires disabling the ADS-B In function and revising the Airplane Flight Manual Supplement.
Read the AD in the Federal RegisterAD2015-08-04Effective Jun 3, 2015Various Aircraft Equipped With Wing Lift StrutsRepetitive
Wing lift struts on certain aircraft have been found to develop corrosion and cracks that can compromise structural integrity. This AD requires repetitive inspections of wing lift struts for corrosion and of wing lift strut forks for cracks, with replacement of any corroded or cracked components.
Read the AD in the Federal RegisterAD2001-23-17Effective Dec 28, 2001GARMIN International GNS 430 UnitsOne-time
External electrical noise can cause inaccurate course deviation displays on GNS 430 units, potentially leading pilots to make unsafe flight decisions. This AD requires modification of affected GNS 430 units to incorporate circuitry changes that prevent external noise from degrading course deviation and flag outputs.
Read the AD in the Federal RegisterAD85-02-05Effective Nov 21, 1997The New Piper Aircraft, Inc. PA-20, PA- 22, PA-23, PA-24, PA-25, PA-30, PA-31P, PA-36, PA-39, and PA-44 Series AirplanesOne-time
Improper brake operations can cause controllability problems during ground operations. Install a parking brake placard (either Piper P/N 81090-02 or the superseding P/N 683-107) on the pilot's instrument panel.
Read the AD in the Federal RegisterAD2026-17-10Effective Sep 14, 2026Lycoming EnginesRepetitive
Certain Lycoming engines contain piston pins that have failed, causing metal contamination in engine oil and engine failure. This AD requires replacement of the affected piston pin, oil changes, and visual inspection of oil system components for metal particulates, and prohibits installation of the affected piston pin.
Engine models named O-235, O-235-A, O-235-AP, O-235-B, O-235-BP, O-235-C, O-235-C1, O-235-C1A, O-235-C1B, O-235-C1C, O-235-C2A, O-235-C2B
Read the AD in the Federal RegisterAD2026-04-11Effective Apr 8, 2026Lycoming EnginesRepetitive
Certain connecting rod assemblies and bushings installed in Lycoming engines may fail due to inadequate design, potentially causing engine failure. This AD requires repetitive oil inspections for bronze particulates and replacement of affected connecting rod bushings with eligible parts.
Engine models named O-235 series, O-290 series
Read the AD in the Federal RegisterAD2022-16-03Effective Aug 15, 2022Continental Aerospace Technologies, Inc., Lycoming Engines, and Textron Lycoming/Subsidiary of Textron, Inc. Reciprocating EnginesOne-time
Improperly lubricated roller bearings in certain S-1200 series magnetos may cause overheating and magneto seizure. This AD requires replacement of affected magnetos or inspection and component replacement if no white grease is detected.
Engine models named O-235
Read the AD in the Federal RegisterAD2004-10-14Effective Jun 25, 2004Lycoming Engines (Formerly Textron Lycoming), Direct-Drive Reciprocating EnginesRepetitive
Crankshaft gear retaining bolts may loosen or fail on certain Lycoming direct-drive reciprocating engines, potentially causing sudden engine failure. The AD requires removal of existing gear retaining bolts and lockplates from service, installation of new hardware, and inspection of crankshaft gear installation after propeller strikes, sudden stoppages, or overhaul.
Engine models named O-235, O-290
Read the AD in the Federal RegisterAD98-01-06Effective Feb 13, 1998Precision Airmotive Corporation CarburetorsRepetitive
Precision Airmotive carburetors with two-piece venturis may have loose or missing primary venturis, or fuel flow disruption when a one-piece venturi is installed, causing loss of power or forced landings. Owners must either perform repetitive inspections of two-piece venturis annually, or optionally install a one-piece venturi with a new fuel nozzle as a terminating action.
Engine models named O-235, O-290
Read the AD in the Federal RegisterEngine ADs name an engine model family used on some Pacers; check the exact model and serial. 4 more apply by part number only and are not listed.
Accident history
91 U.S. accidents involving the Pacer since 1995, 5 of them fatal, with 7 fatalities. Homebuilt aircraft excluded. Counts, not rates: they follow fleet size, hours flown and how the airplane is used.
- Ground30
- Takeoff and climb142
- Cruise83
- Maneuvering10
- Approach and descent30
- Landing610
- Other or unknown10
Phase of the event the NTSB recorded as defining the accident.
- 1995–1999161
- 2000–2004220
- 2005–2009180
- 2010–2014111
- 2015–201980
- 2020–2024112
- 2025–202651
2026 is year to date. Investigations can take a year or more to reach the data.
NTSB cause findings, 2008–2026 · share of 42 accidents with findings
- 64% Personnel issues
- 48% Aircraft performance and control
- 14% Environmental issues
- 9.5% Aircraft systems, powerplant and structure
Most frequent cause findings
- Aircraft controlPersonnel issues18
- Directional control: not attained/maintainedAircraft performance and control14
- Decision making/judgmentPersonnel issues5
- Incorrect action performancePersonnel issues2
- Landing flare: not attained/maintainedAircraft performance and control2
- Crosswind: response/compensationEnvironmental issues2
- Main gear strut/axle/truck: capability exceededAircraft systems, powerplant and structure1
- Wet/muddy terrain: decision related to conditionEnvironmental issues1
- Monitoring environmentPersonnel issues1
- Monitoring other aircraftPersonnel issues1
Findings about systems and powerplant
- Main gear strut/axle/truck: capability exceededLanding gear system1
- Brake: unintentional use/operationLanding gear system1
- Fuel: fluid levelFluids1
- Main landing gear: failureLanding gear system1
Wording is the NTSB’s. An accident can carry findings in several categories. Read individual investigations in the NTSB’s CAROL database.
What gets written up
11 reports · 1997–2005
The ten systems with the most service difficulty reports, by FAA system code (JASC). Fewer than 200 reports were filed on the Pacer in 2016–2025, so read these as long-run patterns.
85Reciprocating Engine Cylinder Section436%0
Parts most often named Cylinder (3) · Valve (1)
DURING THE ANUAL INSPECTION, DISCOVERED CRACKS IN THREE OF FOUR CYLINDERS. THE CRACKS WERE LOCATED IN THE EXHAUST PORT. A CYLINDER COMPRESSION CHECK DID NOT REVEAL THE CRACKS. THE CRACKS ARE ONLY DETECTED BY VISUAL INSPECTION. SUBMITTER RECOMMENDED VISUAL INSPECTION OF EXHAUST PARTS AT 100 HR/ANNUAL INSPECTIONS, AND ANYTIME THE EXHAUST SYSTEM IS REMOVED.
TWO OF FOUR NEW COMPLETE CYLINDER ASSEMBLIES WERE DEFECTIVE. ONE CYLINDER HAD BEAT ROCKER SHAFT BOSSES, THE OTHER HAD A CRACK IN THE EXHAUST PORT.
FOUND ENGINE EXHAUST VALVE STICKING. AIRCRAFT HAD BEEN OPERATED ON AVIA GAS. VALVE REQUIRED DISSASSEMBLY, CLEANING, AND LAPPING IN. SMOH: 525 HOURS.
27TE Flap Control System19.1%0
Parts most often named Bellcrank (1)
61Propeller Blade Section19.1%0
Parts most often named Blade (1)
(CAN) DEEP CORROSION ON PROPELLER THRUST FACE. EXTRA WORK WAS REQUIRED TO REMOVE CORROSION IAW SENSENICH MANUAL SPRM 590.
32Landing Gear Steering System19.1%0
Parts most often named Arm (1)
UPON LANDING, PILOT REPORTED NO CONTROL OF TAIL WHEEL STEERING AND SUBSEQUENT LOSS OF CONTROL. VISUAL INSPECTION REVEALED RUDDER TO TAIL WHEEL STEERING ARM HAD BROKEN JUST OB OF A PREVIOUS WELD/BRAZE REPAIR.
11Placards And Markings19.1%0
Parts most often named Placard (1)
DURING ANNUAL INSPECTION IT WAS DISCOVERED THAT THE ORIGIONAL MFG DATA TAG WAS NOT ON THE AIRCRAFT. USUALLY LOCATED ON THE FLOORBOARD NEAR THE BATTERY BOX. A HANDMADE TAG WAS FOUND RIVETED TO THE FIREWALL. MFG RECORDS INDICATE THAT THE CORRECT FUSELAGE [S/N removed] NR MATCHES THE LOGBOOK AND HANDMADE TAG. A NEW TAG WILL BE ORDERED FROM MFG AT AN INFLATED PRICE.
27Rudder Control System19.1%0
Parts most often named Spring (1)
DURING TAXI TO POSITION FOR TAKEOFF, THE RIGHT RUDDER RETURN SPRING FAILED AT THE ATTACHMENT HOOK TO THE CABLE BELLCRACK. THE PILOT HEARD A NOISE BUT DID NOT REALIZE THE SPRING HAD FAILED UNTIL LATE IN THE ROLLOUT. THE FLIGHT CYCLE WAS COMPLETED WITHOUT EVENT. ABOVE NORMAL RIGHT RUDDER PRESSURE WAS REQUIRED TO CORRECT YAW. PART FAILURE APPEARS TO BE THE RESULT OF FATIGUE.
57Wing, Attach Fittings19.1%0
Parts most often named Lift Strut (1)
(CAN) DURING ROUTINE ANNUAL INSPECTION TO ACCOMPLISH AWD 99-01-05, FRONT STRUT WAS FOUND CORRODED THROUGH NEW [tail no. removed] FILLED STRUTS AND FORK ENDS ORDERED FROM UNIVAIR.
28Aircraft Fuel Distribution System19.1%0
Parts most often named Hose Fitting (1)
THIS AIRCRAFT WAS INVOLVED IN AN ACCIDENT. ON CLIMB-OUT, AIRCRAFT LOST POWER. LANDED ON LAST 100 FEET OF RUNWAY. AIRCRAFT NOSE-OVER, AND CAME TO A STOP INVERTED. AFTER REPAIR, NEW OWNER WAS INSPECTING FUEL SYSTEM AND FOUND RT FUEL TANK AFT OUTLET FITTING COMPLETELY PLUGGED WITH WHAT APPEARS TO BE DIRT.
Open a row to read what mechanics wrote. Tail and serial numbers are removed.
At the pre-buy
My pre-buy card · Pacer
0 of 0 looked at
The components written up most often since 2011. Take this to the pre-buy and ask your inspector about each one; tap a mark to record what they found. Saved on this device only.
A starting point for the conversation with your inspector, not maintenance advice.
What buyers get caught by
The expensive surprises on any used airplane are missing logbooks, corrosion under paint, outstanding ADs, an engine near overhaul, and the same squawk written up again and again. The card lists where the Pacer gets written up; the AD timetable below lists what the FAA requires.
Ask for the logbook entries that match each item. A repeated entry is a pattern, not a coincidence.
Alerts for the Pacer
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