IO-360Continental IO-360

Parts most often named Magneto (26) · Distributor Blk (4) · Shaft (4) · Spring (3)

REBUILT T WAS DETERMINED TO BE FAULTY OUT OF THE BOX BY THE SHOP TECHNICIAN PERFORMING INSTALL OF MAGNETO TO THE AIRCRAFT. TECHNICIAN TESTED AND VERIFIED REBUILT MAGNETO WAS FAULTY OUT OF THE BOX. TECHNICIAN REMOVED FAULTY OUT OF THE BOX MAGNETO FROM THE AIRCRAFT AFTER INSTALL AND TESTING AND INSTALLED A PROPER WORKING MAGNETO APPLICABLE TO THE AIRCRAFT WITH SUCCESSFUL OUTCOME OF NEW MAG BEING INSTALLED.

DURING 500 HOUR MAGNETO INSPECTION IT WAS NOTED THE IMPULSE COUPLING ON MAGNETO WAS NOT FUNCTIONING PROPERLY. UPON REMOVAL OF IMPULSE COUPLING IT WAS NOTED THAT THE DRIVE KEY WAS NOT INSTALLED IN DRIVE SHAFT PROPERLY AND WAS PROTRUDING AND JAMMING THE PROPER OPERATION OF THE IMPULSE COUPLING. 1 PROPERLY INSTALLED, IMPULSE COUPLING OPERATION WAS NORMAL. NO DAMAGE WAS NOTED TO IMPULSE COUPLING, 469 HOURS SINCE FACTORY REBUILD.

DURING MAGNETO 500 HOUR INSPECTION, DISCOVERED ROTOR SHAFT CRACKED AT KEYWAY FOR INTERNAL GEAR. THE KEY WAY AREA WAS ALSO CHIPPED FROM UNKNOWN REASONS. MAGNETO WAS 442 HOURS SINCE REBUILD.

Parts most often named Cylinder (12) · Exhaust Valve (8) · Piston (6) · Piston Pin (4)

PILOT REPORTED LOSS OF ENGINE POWER. BEGAN TO RUN ROUGH. MADE A PRECAUTIONARY NORMAL LANDING. MECHANIC REMOVED COWLING AND FOUND A CRACKED NR 4 CYLINDER. LB STATED NEW CYLINDERS WERE INSTALLED AT ENGINE OVERHAUL AT 1481.6 HOURS AGO. THE CYLINDER WAS REPLACED WITH OVERHAULDED ASSY. NR 1 CYLINDER WAS ALSO CRACKED PREVIOUSLY, RESULTING IN A SECOND PRECAUTIONARY LANDING.

STUCK EXHAUST VALVE IN THE OPEN POSITION HAS CAUSED THE NR 5 CYLINDER PISTON TO PUSH IT CLOSED AND BENDING THE PUSHROD IN THE PROCESS. CYL ASSY'S NR 3, 5 & 6 DID THE SAME SHORTLY AFTER. CMI WAS CONTACTED & PARTS WERE COVEREND UNDER WARRANTY. REASON THIS WAS FOUND IS CYLINDERS HOT FIRING & ENGINE RUNNING ROUGH RICH AFTER START UP. ACFT HAS ENGINE ANALYZER INSTALLED.

ACFT EXPERIENCED ENGINE OIL LOSS DURING CLIMB OUT, ACFT ALSO EXPERIENCED LOSS OF ENGINE OIL PRESSURE. ACFT LANDED SAFELY. UPON INSPECTION BY MAINTENANCE THE NR 5 CYLINDER HEAD WAS FOUND TO BE SEPARATED FROM THE CYLINDER BASE.

Parts most often named Crankcase (26) · Crankshaft (5) · Case (3) · Piston (2)

DURING 100 HR INSPECTION, A GEAR TOOTH WAS FOUND IN OIL SUMP. AFTER FURTHER INSPECTION IT WAS FOUND TO BE A TOOTH FROM THE TIMING GEAR ON THE CRANKSHAFT.

OIL ON WINDSCREEN. ON CLEANING ENGINE, A CRACK WAS FOUND ABOUT 4 INCHES IN LENGTH FROM THE ALTERNATOR BRACKET ACROSS THE RT UPPER SECTION OF THE CASE.

DURING AN OIL CHANGE, ENGINE WAS NOTED TO HAVE LARGE AMOUNT OF OIL IN THE COWLING AND ON THE ENGINE. AFTER CLEANING ENGINE, A CRACK WAS FOUND ABOUT 3 INCHES IN LENGTH FROM THE ALTERNATOR BRACKET ACROSS THE RT UPPER SECTION OF THE CASE.

Parts most often named Pump (38) · Stop Pin (1) · Fuel Pump (1) · O-Ring (1)

MECHANICAL ENGINE DRIVEN FUEL PUMP FAILED IMMEDIATELY AFTER ENGINE WAS OVERHAULED. WE HAVE FOUND INTERNAL COMPONENTS OF THIS ITEM FAIL WITHIN A FEW HOURS OF [S/N removed].

(B-9749) WHEN CHECKED, THE FUNCTION BOOST AND PRIME OF THE ENGINE DRIVEN FUEL PUMP, THERE WAS A LITTLE FUEL LEAKING FROM MIXTURE SEAT.

PILOT REPORTED LOW FUEL FLOW ON CLIMB OUT IN THE RANGE OF 13.4 TO 13.6 GALLON PER HOUR. WE HAVE ESTABLISHED AN OPERATIONAL MINIMUM FUEL FLOW OF 16.0 GALLONS PER HOUR DUE TO OUR EXPERIENCE WITH THESE ENGINE DRIVEN FUEL PUMP ANEROID FAILURES. WHEN THE ALTITUDE COMPENSATING ANEROID FAILS IN THE FUEL PUMP, THE FUEL FLOW WILL DROP FROM THE NORMAL 16.5 TO 17.5 GALLONS PER HOUR TO THE 12 TO 14 GALLONS PER HOUR RANGE. EXTENDED OPERATIONS WITH LOW FUEL FLOW CAN LEAD TO ENGINE DAMAGE BASED ON OUR OPERATING EXPERIENCE.

Parts most often named Alternator (13) · Bracket (3) · Bolt (3) · Housing (2)

GEAR PORTION OF COUPLER SLIPS INSIDE METAL/RUBBER HOUSING, CAUSING ALTERNATOR #2 TO REMAIN OFFLINE. A SECOND ALTERNATOR EXISTS WITHIN THE SYSTEM, SO NO INITIAL SAFETY OF FLIGHT ISSUES WITH LOSS OF POWER IF LANDING IS ACCOMPLISHED IN A TIMELY MANNER. THIS IS THE 14TH COUPLER TO FAIL IN A YEAR'S TIME ACROSS THE FLEET OF 24 AIRCRAFT MAINTAINED AT THE USAFA. THIS SPECIFIC PART HAS BECOME A HIGH FAILURE ITEM AS MOST FAILED AT OR NEAR 200 HOURS OF RUN TIME.

DURING A PHASE 2 INSPECTION, TECH NOTED A BROKEN ALTERNATOR CASE BOLT. THE CASE HALVES HAD NOT LOOSENED UP AND NO FURTHER DAMAGE TO ALTERNATOR WAS NOTED. ALL THE CASE BOLTS WERE REPLACED WITH NEW. ALTERNATOR ES-4024LP.

DURING A PHASE 2 INSPECTION, THE TECH NOTED A BROKEN ALTERNATOR CASE BOLT. THE CASE HALVES HAD NOT LOOSENED UP AND NO FURTHER DAMAGE TO ALTERNATOR WAS NOTED. ALL THE CASE BOLTS WERE REPLACED WITH NEW. ALTERNATOR ES-4024LP.

Parts most often named Hub (11) · Insert (1) · Seal (1) · Pin Base Assembl (1)

DURING ANNUAL INSP, 2 OF THE 6 PROPELLER MOUNTING STUDS WERE FOUND TO BE [S/N removed] OFF ON THE LT PROP AND LYING IN THE BOTTOM COWL. THESE STUDS ARE SET INTO THE PROP HUB ITSELF AND SECURED TO THE CRANKSHAFT FLANGE WITH NUTS. BOTH PROPS WERE REMOVED AND SENT TO MFG FOR OVERHAUL/REPAIR AND A CONDITION REPORT REQUESTED. MFG SAID THAT THEY HAD MAGNAFLUXED THE REMAINING STUDS AND FOUND THEM SATISFACTORY. (K)

PROPELLER RECEIVED FOR REPAIR, RED DYE OIL LEAK. PROPELLER WAS DISASSEMBLED AND BLADE RETENSION THREADS EDDY CURRENT INSPECTED. NR2 BLADE RETENTION THREAD, 4 THREADS IN AT APPROXIMATELY 7 O`CLOCK POSITION FOUND CRACKED. HUB REMOVED FROM [S/N removed]. (K)

PROPELLER RECEIVED FOR 60 MONTH OVERHAUL. PROPELLER WAS DISASSEMBLED AND BLADE RETENTION THREADS EDDY CURRENT INSPECTED. NR1 BLADE RETENTION THREAD, 4 THREADS IN AT APPROX 7 TO 8 OCLOCK POSITION FOUND CRACKED. HUB REMOVED FROM [S/N removed]. (K)

Parts most often named Filter (3) · Pump (2) · Oil System (1) · Adapter Assy (1)

(CAN) OIL PUMP DRIVE GEAR FOUND CRACKED AT RADIUS BETWEEN GEAR FACE AND SHAFT. CRACK LENGTH IS APPROXIMATELY 1/3 THE CIRCUMFERENCE OF SHAFT. NO PREVIOUS HISTORY OF PROP-STRIKE. SUSPECTED OVER-TORQUE OF THE OIL PUMP DRIVE GEAR NUT OF 23.3-25.0 FT LBS.

AFTER A GROUND RUN UP, THE PILOT HAS NOTICED LARGE AMOUNTS OF OIL UNDER THE ACFT ON THE RAMP. FINDINGS WERE THAT THE OIL HAD COME OUT OF THE ENGINE BREATHER TUBE. UPON FURTHER INVESTIGATION, FOUND THAT THE BREATHER LINE WAS ROUTED SO THAT THERE WAS A "TRAP" IN THE LINE, COLLECTING WATER AND FREEZING CAUSING THE CRANKCASE TO PRESSURIZE AND BLOW THE OIL OVERBOARD.

(AUS) AFTER FIVE MINUTES OF AEROBATICS A LOW OIL PRESSURE INDICATIONWAS NOTED. GROUND CHECK FOUND THE ENGINE OIL QUANTITY OK. ONREMOVAL OF THE AEROBATIC OIL SYSTEM VALVE ASSEMBLY BOTTOM PLUG A1/4IN UNC SCREW WITH ATTACHED LOCKWASHER WAS FOUND. SUSPECT SCREW WAS A LYCOMING ROCKER HAT SCREW. PERSONNEL/MAINTENANCE ERROR. FOD

Parts most often named Warning Light (3) · Line (3) · Fuel Line (2) · Warning Message (2)

(CAN) DURING THE CRUISE PORTION OF AN FLOAT INSTRUCTION FLIGHT, THE INSTRUCTOR NOTICED AN ODOR OF FUEL AND A REDUCTION IN ENGINE POWER. THE CREW DECIDED TO MAKE A PRECAUTINARY LANDING AT A NEAR-BY FLOAT BASE. THE LANDING WAS EXECUTED WITHOUT FURTHER ISSUE. MAINTENANCE DISCOVERED A BROKEN FUEL SUPPLY LINE TO THE ENGINE`S RT MIDDLE CYLINDER. LINE REPLACED AND ACFT RETURNED TO [S/N removed].

ON TAKEOFF ROLL, NOTICED AN EXCESSIVE FUEL FLOW INDICATION AND ABORTED TAKEOFF. ON INSPECTION OF THE DISCREPANCY THE MECHANIC WAS ABLE TO DUPLICATE THE HIGH FUEL FLOW READING. AFTER SHUTTING DOWN THE ENGINE AND REMOVING THE ENGINE COWL, A SPLIT IN THE NR 1 CYLINDER FUEL INJECTION LINE WAS NOTED AND WAS DUMPING RAW FUEL IN THE ENGINE COMPARTMENT CAUSING THE HIGH FUEL FLOW INDICATION.

PILOT REPORTED REAR ENGINE RUNNING TO LEAN CONDITION. NO MIXTURE ADJUSTMENT AVAILABLE. FOUND A CRACK IN THE NR 6 CYLINDER FUEL SUPPLY LINE TO NR 6 CYLINDER. REPLACED LINE WITH NEW LINE PN 630662, LEAK TESTED AND TEST FLIGHT PERFORMED, SATISFACTORY.

Parts most often named Adapter (7) · Commutator (1) · Spring (1) · Bearing (1)

DISCOVERED FERROUS METAL FLAKES IN OIL FILTER. DURING INVESTIGATION DETERMINED SOURCE WAS THE DRIVE SHAFT WITHIN THE STARTER ADAPTER. APPEARS THE DRIVE CLUTCH SPRING WAS DRAGGING ON THE DRUM AREA OF THE SHAFT REMOVING METAL FLAKES.

PILOT REPORTED DURING ATTEMPTED ENGINE START, A GRINDING NOISE WAS HEARD AND PROPELLER DIDN'T TURN. DISCOVERED CLUTCH SPRING IN STARTER ADAPTER HAD BROKEN.

BURNED ODOR OF ELECTRICAL COMPONENTS AFTER ENGINE START UP. SELECTED ACFT MASTER SWITCH OFF AND SHUTDOWN ENGINE. INSP REVEALED STARTER MOTOR HAD OVERHEATED. FURTHER EXAMINATION REVEALED STARTER SOLENOID HAD STUCK IN THE CLOSED POSITION DURING ENGINE START ALLOWING STARTER MOTOR TO RUN CONTINUOUSLY EXCEEDING STARTER DUTY CYCLE LIMITS.

Parts most often named Cooling Fan (3) · Alternator (2) · Keyway (2) · Coupling (1)

DURING AN ACFT PROGRESSIVE 50 HOUR INSPECTION, DISCOVERED ALTERNATOR NR 2 COOLING FAN LOOSE ON ALTERNATOR SHAFT. THE FAN IS PART OF ALTERNATOR. THE KEY WAY OF THE FAN HUB WEARS PREMATURELY ALLOWING ROTATIONAL MOVEMENT OF THE FAN ON THE SHAFT. WE HAVE SEEN THIS CONDITION ON SEVERAL OF THESE ALTERNATORS RECENTLY.

DURING A PROGRESSIVE INSPECTION PROGRAM, PHASE 2 INSPECTION DISCOVERED ALTERNATOR NR 2 COOLING FAN LOOSE ON ALTERNATOR SHAFT. FAN PN: ES4137 IS PART OF ALTERNATOR PN: 653344. THE KEY WAY OF THE FAN HUB WEARS PREMATURELY ALLOWING ROTATIONAL MOVEMENT OF THE FAN ON THE SHAFT.

DURING A MFG PROGRESSIVE INSPECTION PROGRAM 50 HOUR INSPECTION, DISCOVERED THE NR 1 ALTERNATOR MOUNTING BRACKET CRACKED IN THE FORWARD ALTERNATOR MOUNTING HOLE. WE HAVE SEEN MANY OF THESE CRACK IN THIS SAME LOCATION.