PA-28Cherokee · Warrior · Archer

Parts most often named Cylinder (62) · Cylinder Head (60) · Exhaust Valve (26) · Valve (14)

DURING ROUTINE 100 HR INSPECTION FOUND COMPRESSION TO BE 40/80 ON CYLINDER #4 AND INSPECTED FURTHER. FOUND THAT VALVE WAS NOT SEATING PROPERLY. VALVE SEAT WAS BELL MOUTHED, VALVE PUSHES IN AN OUT ON A CURVE RATHER THAN STRAIGHT, WORN ONLY ON ONE SIDE. IMPROPER SEAL WAS ALLOWING BLOW BY AND CAUSING LOW COMPRESSIONS. TIME SOH ON ENGINE IS 385.6 AND TOTAL TIME IS12,634.5. ENGINE ORDERED FROM WESTERN SKYWAYS, DATE OF MANUFACTURING FEB 19 2025 UNDER WORK ORDER W062125.

DURING CLIMB OUT FROM RIGBY, ID, AIRCRAFT EXPERIENCED PARTIAL ENGINE POWER LOSS. POST INCIDENT INSPECTION REVEALED #3 CYLINDER EXHAUST VALVE WAS DAMAGED/MISSING.

FAILURE OF CYLINDER HEAD ALLOWING COOLANT TO ENTER THE CYLINDERS AND CRANKCASE. NO PRIOR WARNING FROM FADEC CONTROL AND WARNING SYSTEM.

Parts most often named Bracket (75) · Stiffener (44) · Support Bracket (31) · Fitting (5)

FLAP HANDLE FORWARD SUPPORT BRACKET FOUND CRACKED. NOTED AREA OF STRESS/CRACK A LACK OF RADIUS. REPLACED WITH FACTORY NEW BRACKET.

Parts most often named Skin (138) · Stiffener (17) · Channel (1) · Panel (1)

(CAN) FOUND LOWER HALF OF 62061-04 WING SKIN ASSEMBLY ON THE RIGHT HAND WING (DIMPLED STIFFENER THAT REINFORCES WING WALK AREA) CRACKED AT THE ENDS OF TWO DIMPLED STIFFENERS 7` AFT OF MAIN SPAR ON EITHER SIDE OF RIB P/N 66597-01 (STA 36.22). OWNER HAS REQUESTED NO PARTS REPLACEMENT/REPAIR AT THIS TIME. (TC# 20190416009)

DURING A SCHEDULED INSPECTION ON THE LEFT WING, FOUND A ONE INCH LONG CRACK IN THE WING SKIN, 14 INCHES AFT OF THE SPAR, 1 INCH OUTBOARD OF THE BUTT RIB.

DURING A SCHEDULED INSPECTION, FOUND THE INBOARD LOWER WING SKIN CRACKED, CRACK WAS LOCATED 4INCHES OUTBOARD OF THE BUTT RIB AND RUNNING PARALELL TO THE SPAR, 2INCHES FORWARD OF THE SPAR

Parts most often named Stiffener (94) · Channel (20) · Angle (6) · Doubler (2)

DURING A SCHEDULED INSPECTION, THE LT WING AFT HAT CHANNEL WAS FOUND TO BE CRACKED ON THE I/B END, THIS OPERATOR HAD A LARGE NUMBER OF THE SAME MODEL A/C AND THIS IS A COMMON OCCURANCE THAT MANUFACTURER KNOWS ABOUT.

AFTER PERFORMING A VISUAL INSPECTION ON RIGHT WING, VISUAL DAMAGE WAS NOTED ON PN 66761-XXX. TO THEREFORE DETERMINE ZERO LEAD/LAG PLAY ON OUR FLEET, A CHECK ON ALL AIRCRAFT WINGS WERE PERFORMED. AFTER INSPECTION, WE FOUND THAT WHEN THAT AIRCRAFT FUSELAGE IS FIXED THE RIGHT WING EXHIBITED LEAD/LAG PLAY ABOUT THE MAIN SPAR. THE AMOUNT OF PLAY EXCEEDS THAT OF THE OPPOSITE WING. IAW MM THE RIGHT WING WAS REMOVED AND REINSTALLED. ALL NEW WING ATTACH HARDWARE WAS REPLACED WITH NEW.

DURING A ROUTINE INSPECTION A CHANNEL IN THE RIGHT WING WAS FOUND CRACKED. THE CHANNEL IS THE AFT OF TWO CHANNELS RIVETED TO A SKIN ASSY LOCATED INBOARD ON THE RIGHT WING BETWEEN THE LEADING EDGE AND MAIN SPAR.

Parts most often named Magneto (35) · Rotor (18) · Impulse Coupling (16) · Shaft (9)

ENGINE WAS INSTALLED JULY 2025. TIME SINCE OVERHAUL IS 100 HOURS. FOUND ENGINE DAMAGE DUE TO LEFT MAG BEING ADVANCED 15 DEGREES. PULLED ENGINE AND SHIPPED BACK TO AVIAN AERONAUTICS FOR REPAIR.

MAGNETO FOUND TO HAVE A LOOSE IMPULSE COUPLING STOP PIN. THERE IS A [S/N removed] BULLETIN SB1-19A THAT ADDRESSES THIS BUT IT IS FOR [S/N removed] MAGNETOS OLDER THAN [S/N removed] . THIS IS OUTSIDE OF THAT GROUP AND THE PROBLEM SHOULD HAVE BEEN CORRECT BY THIS SN#.

OWNER COMPLAINED OF A ROUGH RUNNING ENGINE. DIAGNOSIS FOUND THE BEARING CAP ASSEMBLY MOUNTING SCREWS HAS COME LOOSE ON THE RH MAGNETO.ONE SCREW AND RETAINER HAS FALLEN COMPLETELY OUT. THE BEARING CAP ASSEMBLY WAS FREELY ROTATING 5-10 DEGREES ALLOWING THE MAGNETO TIMING TO CHANGE--CAUSING ENGINE STUMBLING AND ROUGHNESS.

Parts most often named Carburetor (73) · Float (15) · Bowl (4) · Throttle (2)

NOTED THAT THE FUEL INJECTOR SERVO WOULD NOT HOLD AN IDLE MIXTURE SETTING. MIXTURE SETTING WOULD NEED TO BE ADJUSTED FREQUENTLY. MIXTURE SETTING WAS NOTED TO CHANGE FROM BEGINNING TO END OF A FLIGHT. MIXTURE CONTROL SETTING KNOB ON THE FUEL INJECTOR SERVO WOULD ALWAYS REMAIN WHERE IT WAS SET, HOWEVER, ACTUAL FUEL DELIVERY WOULD BE INCONSISTENT DUE TO A SUSPECTED INTERNAL COMPONENT FAILURE OF THE FUEL INJECTOR SERVO.

FARGO, ND (FAR): [tail no. removed], P28A, FAR-FAR, DECLARED AN EMERGENCY DUE TO A ROUGH RUNNING ENGINE. ACFT RETURNED TO FAR ARPT, LANDED, AND TAXIED TO THE RAMP WITHOUT FURTHER INCIDENT. 11/15/2024 2238Z. OVERHAULED CARBURETOR INSTALLED ON NOVEMBER 8TH, 2024.

WHERE THE 2 HALVES MEET AND MATE. THE SCREWS HOLDING THEM TOGETHER WERE STILL LOCKED INTO POSITION BY SPECIAL DEVICES. BUT THE HALVES HAD SOME SLIGHT MOVEMENT THAT ALLOWED A SMALL AMOUNT OF FUEL TO LEAK OUT OF THIS POINT. I DID NOT DISASSEMBLE THIS UNIT, BUT I SUSPECT THAT THE THREADS IN THE UNIT OR ON THE BOLTS HAD STRIPPED SLIGHTLY TO ALLOW THIS MOVEMENT.

Parts most often named Crankshaft (21) · Crankcase (9) · Camshaft (8) · Bolt (4)

ON CLIMB TO CRUISING ALTITUDE PIC FELT AN ENGINE VIBRATION AND DECIDED TO TURN BACK TO KARG. ON TURN BACK TO DEPARTURE AIRPORT OIL PRESSURE DROPPED TO "0" AND ENGINE SEIZED. POST EMERGENCY LANDING, ENGINE COWLING WAS REMOVED, HOLE IN CRANKCASE FOUND ON FORWARD TOP PORTION OF ENGINE CASE AT THE NUMBER 1 CYLINDER PUSHROD LOCATION. THE HOLE IN THE ENGINE CRANKCASE CONTRIBUTED TO THE LOSS OF ENGINE OIL PRESSURE AND SUBSEQUENT ENGINE SEIZURE.

FORWARD MOST THROUGH CASE BOLT BEHIND CRANKSHAFT SEAL AND #1 MAIN BEARING, TOP STUD AND NUT MISSING. BOTTOM BOLT AND NUT LOOSE. LYCOMING WANTED ENGINE BACK IN CASE MAIN BEARING SPUN.

PILOTS REPORTED THAT THE AIRCRAFT STARTED RUNNING ROUGH, VIBRATING, LOSS POWER, THEN STOPED. THEY MADE EMERGENCY PERCIEDURES AND LANDED, IN A NEARBY EMPTY CORN FIELD. UPON REMOVAL AND INSPECTION OF THE ENGINE, AFTER REMOVING THE NUMBER FOUR CYLINDER WE DISCOVERED THAT THE CRANKSHAFT BROKE JUST FORWARD OF THE NUMBER FOUR PISTON ARM.

Parts most often named Cylinder (21) · Strut (13) · Housing (13) · Axle (9)

THE RIGHT MAIN LANDING GEAR CYLINDER WAS FOUND TO BE LOOSE DURING A FLAT TIRE REPAIR. FOUR LOWER ATTACH BOLTS ARE LOOSE, THE BOLT HOLES IN THE LOWER ATTACH FLANGE OF THE CYLINDER ARE ELONGATED, AND THE HEADS OF THE BOLTS APPEAR TO HAVE BECOME PARTIALLY RECESSED. THIS AIRCRAFT, REPORTEDLY, HAD BEEN USED BY A FLIGHT SCHOOL AND MAINTAINED BY A PREVIOUS OWNER WITH IA ASSISTANCE. THE CYLINDER ASSY SHOULD BE REMOVED FOR INSPECTION OF THE MAIN SPAR. THIS SHOULD HAVE BEEN NOTED AND ADDRESSED DURING A ROUTINE INSPECTION.

AFTER LANDING, THE AIRCRAFT WAS ON ROLLOUT AND SLOWING WHEN THE AIRCRAFT LOST DIRECTIONAL CONTROL DUE TO THE RH MLG TURNING AFTER TORQUE LINK BOLT HAD BROKEN.

LEFT MAIN LANDING GEAR STRUT CYLINDER TORQUE LUGS SHEARED AFTER CENTER TORQUE LINK BOLT AN310-8 NUT HAD LOOSEN UP, CAUSING EXCESSIVE SIDE MOVEMENT. LOWER STRUT/AXLE WHEEL ASSEMBLY DEPARTED UPPER CYLINDER.

Parts most often named Spar (48) · Spar Cap (8) · Spar Plate (2) · Doubler (2)

EXFOLIATION CORROSION WAS FOUND ON THE AFT SIDE OF THE UPPER SPAR ON THE LEFT WING AFTER THE WING HAD BEEN REMOVED FROM THE FUSELAGE. SEVERAL RIVED HEADS WERE FOUND TO BE SHEARED OFF ON THE SPAR WEBS IN BOTH LEFT AND RIGHT WINGS. THE WING WAS REMOVED IN EFFORT TO INSTALL THE SPAR REINFORCEMENT KIT FROM PIPER. THIS REINFORCEMENT KIT IS AN ALTERNATIVE TO RETIREMENT OF THE WING SPAR AS DISCUSSED IN THE PROPOSED AD DOCUMENT NUMBER 2024-21652.

DEFECT WAS DISCOVERED WHILE CONDUCTING A 100HR/ANNUAL INSP. R/H WING INBOARD LOWER AFT SPAR CAP HAS INTERGRANULAR/ EXFOLIATION CORROSION. DEFECT IS APPROXIMATELY LOCATED AT RWS 30.0" AND MEASURES APPROX. 3.00" LONG, WHERE EXFOLIATION HAS OCCURRED. AIRCRAFT IS UNAIRWORTHY. FAILURE OF THE WING STRUCTURE WAS EMINENT. REF: AD 2020-24-05, PIPER SB 1304B.

WE REMOVED THE RH FUEL TANK TO REPLACE A FLEXIBLE FUEL LINE. UPON REMOVING THE FUEL TANK WE SAW EXTENSIVE EXFOLIATION CORROSION ON THE UPPER WING SPAR BEHIND THE FUEL TANK. THE AREA OF CORROSION EXTENDED 16 INCHES ALONG THE UPPER FORWARD SPAR I BEAM. AFTER REMOVING THE FLAKING MATERIAL, WE DETERMINED TO BE .060 INCH MATERIAL REMOVED. WE REMOVED THE WING FROM [S/N removed].

Parts most often named Stiffener (38) · Stringer (20) · Skin (1)