IO-550Continental IO-550

Parts most often named Cylinder (61) · Cylinder Head (17) · Lifter (8) · Exhaust Valve (7)

ENGINE COMPRESSION CHECK CYLINDER #5 WAS 10/80 PSI. REMOVED CYLINDER, PISTON WAS BURNED BADLY AROUND THE OUTSIDE EDGES. TOP SPARK PLUG PORCELAIN WAS BROKEN AND DAMAGED.

ENGINE SEIZED UP ON RUN UP. PISTON IN # 3 CYLINDER BROKE INTO TWO PARTS AT THE PISTON PIN BORE. CYLINDER ASSEMBLY P/N 658815A1 PISTON P/N 654726.

CYLINDERS 1, 3 AND 5 EXHIBIT CRACKS IDENTICAL TO SDR MSB09-1B, ALTHOUGH THEY ARE NOT INCLUDED IN THE [S/N removed] BULLETIN. CYLINDER PNS ARE UNREADABLE BUT SNS ARE AS FOLLOWS: • CYLINDER 1 - ACO6CA702, CYLINDER 2 - AC04HC272, CYLINDER 3 - AC05BB268, CYLINDER 4 - AC04HA939, CYLINDER 5 - AC04HC301,CYLINDER 6 - AC05A (UNREADABLE AFTER THAT POINT). HOURS ARE UNKNOWN, LOGS HAVE BEEN REQUESTED BUT NOT SUPPLIED. PICTURES AVAILABLE UPON REQUEST.

Parts most often named Impulse Coupling (15) · Magneto (15) · Distributor Gear (13) · Bearing (7)

PRESSURIZED MAGNETO AIR SOURCE FILTER MELTED/DEFORMED AFTER ONLY 79H AFTER INSTALLATION. BLOCKAGE OF AIR TO MAGNETO CAUSED LEFT MAGNETO FAILURE, WHICH WAS ALSO JUST 79H AFTER REPLACEMENT. PROBLEM SEEMS TO OCCUR FREQUENTLY WITH THAT FILTER INSTALLATION IN SR22 TURBO MODELS. [S/N removed] RISK FOR INFLIGHT ENGINE FAILURE. FILTER WITH THAT INSTALLATION OBVIOUSLY NOT FIT FOR PURPOSE AND NOT SAFE FOR OPERATION. SIL24-02 WITH ROBUST FILTER DOES UNFORTUNATELY NOT APPLY FOR TN MODELS.

LEFT MAGNETO INTERNAL GEAR FAILURE. LESS THAN 200 HRS SINCE LAST MAGNETO OVERHAUL. THIS IS THE THIRD TIME ON SAME AIRCRAFT THAT THE LEFT MAGNETO HAS FAILED PRIOR TO SCHEDULED 500 HR INSPECTION, DUE TO PLASTIC DISTRIBUTOR GEAR STRIPPING/BROKEN TEETH. MAGNETO FAILURE FOUND PRIOR TO FLIGHT DURING PREFLIGHT RUN-UP. (NOTE: AIR CONDITIONER DRIVE SHARED BY LEFT MAGNETO DRIVE ON ACCESSORY CASE GEAR TRAIN).

AIRCRAFT CAME IN WITH ONE DEAD MAGNETO. MAGNETO WOULD NOT TIME TO ENGINE, FOUND E GAP MISALIGNED WITH DISTRIBUTOR GEAR. OPENED MAGNETOS FOR INSPECTION AND FOUND MAGNET HOUSING CRACKED AND MAGNET HAD SHIFTED/ROTATED TO DRIVE SHAFT.

Parts most often named Lifter (16) · Crankshaft (12) · Crankcase (11) · Camshaft (9)

OIL LEAK, TROUBLESHOT AND FOUND CRANKSHAFT, PROPELLER FLANGE CRACKED 1/2 WAY AROUND CIRCUMFERENCE. ENGINE IS NEW WITH 13.6 HOURS ON IT.

DURING CRUISE POWER SETTINGS ALTERNATOR BELT WOULD BE THROWN OFF. AT RECOMMENDATION OF ENGINE SHOP, REMOVED CYLINDERS ONE AND TWO. REMOVED COUNTERWEIGHT AND FOUND PINS AND BUSHINGS TO BE WORN BEYOND LIMITS LIKELY CAUSING VIBRATION.

DURING MAINTENANCE TO TROUBLESHOOT A FAILED NR 2 ALTERNATOR, WE NOTICED A THRU-BOLT NUT MISSING FROM NR 4 TOP CYLINDER AND THE THRU-BOLT MIGRATED OUT ONTO THE NR 5 CYLINDER. THE NUT WAS FOUND IN THE BAFFLING BENEATH THE CYLINDER AND IT HAD FAILED BY CRACKING.

Parts most often named Exhaust Header (9) · Manifold (5) · Exhaust Pipe (5) · Exhaust Stack (4)

NR 1 CYLINDER EXHAUST STACK HAS AN ELONGATED BOLT HOLE THAT IS ALLOWING FOR THE BOLT HEAD TO REST ON THE STACK AND IS WEARING INTO THE SIDE WALL. (PHOTOS TO FOLLOW.)

NR 4 EXHAUST STACK HAS AN ELONGATED BOLT HOLE WHICH IS ALLOWING THE BOLT HEAD TO REST ON AND WEAR INTO THE STACK SIDE WALL. (PHOTOS TO FOLLOW.)

DURING OIL CHANGE, WITH THE RIGHT HAND LOWER COWL PANEL REMOVED, NOTICED THE AERODUCT HAVING EXHAUST RESIDUE ON IT. INSPECTED THE EXHAUST STACK AND FOUND THE LOWER FORWARD SEAM OF THE STACK TO BE SPLIT ABOUT 5 INCHES ABOVE THE MUFFLER ASSEMBLY. THE AREA OF THE SPLIT WAS DISTORTED AND BULGED.

Parts most often named Engine (16) · Piston Pin (2) · Connecting Rod (1) · Screw (1)

TOTAL LOSS OF POWER AT 400 FEET AS I INITIATED MY LEFT PATTERN TURN OUT THE 2ND TIME. THE FIRST TIME WAS 2 WEEKS BEFORE, SAME THING EXCEPT I WAS AT 500 FEET. CONTACT INFORMATION IF MORE INFORMATION IS NEEDED .

#5 CYLINDER HEAD SEPARATED FROM THE CYLINDER BETWEEN THE 5TH AND 10TH COOLING FINS ON CLIMB OUT. THERE WAS EVIDENCE OF EXHAUST BLOWBY ON APPROXIMATELY 1/3 OF THE CIRCUMFERENCE OF THE CRACKED CASTING, PRIOR TO THE COMPLETE FAILURE OF THE CYLINDER. THE AIRCRAFT PERFORMED AN EMERGENCY LANDING. LAST ENGINE INSPECTION 7/7/2021 ETT 2261.1 COMPRESSION OF CYLINDER #5 76/80.

DURING A CYLINDER CHANGE FOUND THE PISTON PIN ALUMINUM END CAP PLUG WAS BROKEN IN TWO PIECES. THERE WAS NO ABNORMAL WEAR ON THE CONNECTING ROD PISTON PIN BUSHING, AND THE BUSHING DIMENSIONS ARE WITHIN SPEC. NO METAL CONTAMINATION WAS FOUND IN THE FILTER OR ENGINE OIL SUMP.

Parts most often named Dipstick (6) · Tube (5) · Oil Cooler (2) · Pan (2)

DURING A ROUTINE 100 HOUR INSPECTION, THE OIL COOLER FORWARD DIAGONAL SUPPORT BAR WAS FOUND BROKEN IN TWO, WITH THE LOWER HALF LYING ON THE ENGINE BAFFLING. UPON REMOVAL OF THE COOLER, 2 OTHER CRACKS WERE FOUND NEAR THE MOUNTING BOLT HOLES. THE COOLER WAS REPLACED WITH NEW.

ACFT WAS COMING OUT OF ANNUAL INSPECTION. LOW ALTITUDE FUNCTIONAL FLIGHT CHECK INDICATED NO ABNORMALITIES. HIGH ALTITUDE FUNCTIONAL FLIGHT CHECK INDICATED SMOKING EXHAUST PIPE AND LOSS OF TURBO SYSTEM. DECOWLING SHOWED OIL SPRAY. TRACED BACK TO FITTING ON SCAVENGE PUMP. FURTHER INSPECTION REVEALED FITTING WAS NOT TIGHTENED FOLLOWING REINSTALLATION FOLLOWING STARTER ADAPTER O/H.

ENGINE FAILURE DURING FLIGHT ON FACTORY REMANUFACTURED ENGINE WITH 406 HRS. INSPECTION FOUND MIS-MANUFACTURED OIL PAN/SUMP ASSOCIATED WITH STC 09319SC. SPECIFIC DEFECT CAUSES INTERFERENCE BETWEEN BOTTOM OF PAN AND OIL PICKUP. PART IS AVAILABLE FOR MEASUREMENT AND INSPECTION. AD REQUIRING IMMEDIATE REMOVAL OF STC 09319SC OR INSPECTION FOR CLEARANCE IN OIL PAN. REVIEW QC PROCESSES AT VENDOR AND THEIR SUB-CONTRACTED SUPPLIER. NEED TO INVESTIGATE HOW FAILURE WAS MISSED AT 2 FACILITIES.

Parts most often named Adapter (11) · Starter (7) · Bearing (1) · Pulley (1)

ATTEMPTED TO START THE AIRCRAFT, ON STARTER ENGAGEMENT A LOUD NOISE WAS HEARD AND THE ENGINE SEIZED. UPON INITIAL INSPECTION IT WAS FOUND THAT THE ENGINE WOULD NOT ROTATE EITHER DIRECTION. AFTER FURTHER INSPECTION IT WAS FOUND THAT MULTIPLE TEETH WERE MISSING FROM THE STARTER ADAPTER GEAR AND A COUPLE WERE STUCK IN THE CAM GEAR THUS NOT ALLOWING THE ENGINE TO ROTATE.

A REBUILT STARTER ADAPTER, WAS INSTALLED AT 336.8 HRS. AT 818 HRS, STARTER ADAPTER BEGAN SLIPPING DURING START, REPAIRED.

PILOT STATED THAT ENG WOULD NOT START & STARTER WOULD NOT ENGAGE. ALSO STATED THAT THERE WAS ONLY A CLICKING SOUND WHEN START WAS SELECTED.

Parts most often named Alternator (8) · Nut (2) · Stator (1) · Brush Block (1)

FACTORY NEW ALTERNATOR SUDDENLY FAILED AFTER ONE MONTH AND 52 FLIGHT HOURS SINCE INSTALLATION. FAILURE OCCURRED IN CRUISE FLIGHT RESULTING IN A TOTAL ELECTRICAL POWER LOSS TO THE MAIN AIRCRAFT BATTERY. THIS NECESSITATED A PROMPT DIVERSION AND UNSCHEDULED LANDING.

DURING AN ANNUAL INSPECTION THE ALTERNATOR WAS FOUND TO BE LOOSE BUT STILL WEDGED IN THE MOUNT, AND THE FAN BLADES RUBBING ON THE ENGINE/ALTERNATOR MOUNT. THE ALTERNATOR MOUNTING BOLT WAS FOUND IN THE LOWER COWLING, THE NUT AND WASHER WERE NOT FOUND. IT IS BELIEVED THAT THE NUT VIBRATED LOOSED DURING OPERATION, ALLOWING THE BOLT TO WORK ITS WAY FREE. THE ALTERNATOR AND THE MOUNT WERE BOTH DAMAGED AND REPLACED.

ALTERNATOR WOULD INTERMITTENTLY GO OFF-LINE. ULTIMATELY HIGH FIELD RESISTANCE WAS DETERMINED TO BE A FACTOR....VOLTAGE REGULATOR AND ALTERNATOR WERE REPLACED. CONTINENTAL SB23-4 WAS COMPLIED WITH IN CONJUNCTION

Parts most often named Spark Plug (19)

REPLACED ALL FINE WIRE SPARK PLUGS RHB32S WITH NEW RHB32E MASSIVE ELECTRODE PLUGS. TWO SPARK PLUGS HAD CRACKED INSULATION WITH SOME INSULATION MISSING.

ENGINE START NORMAL. MAGNETO CHECK ON RUNUP REVEALED ROUGH RUNNING AND MAG CHECK FAILED ON SEVERAL CYLINDERS. REMOVED THE PLUGS - CRACKS FOUND ALL AROUND THE INSULATOR. RHB32S IS CURRENTLY IN THE ENGINE. HAVE BEEN FINDING SEVERAL OF THESE ON MULTIPLE AIRCRAFT - BOTH NA AND TURBO. THE ISSUE IS ISOLATED TO THE BRAND.

DURING NORMAL ENGINE OPERATION WAS NOT ABLE TO RUN ENGINE LOP CONTINUOUSLY. REMOVED SPARK PLUGS, RHB32S, MEASURED RESISTANCE AND FOUND: 1 WAS ABOUT 820 OHMS, 1 WAS 2.3M OHMS, 2 WERE ABOUT 2K AND 8 PC WERE BETWEEN 30 AND 40 KHOM. REPLACED RHB32S WITH URHB32S SPARK PLUGS AND EVERYTHING RETURNED BACK TO NORMAL.

Parts most often named Alternator (9) · Bearing (2) · Shaft (1) · Drive Coupling (1)

(CAN) ALTERNATOR ARMATURE REAR SUPPORT BEARING DISINTEGRATED IN 2.7 HOURS SINCE INSTALL. UNIT TO BE RETURNED TO OVERHAUL SHOP FOR WARRANTY INSPECTION.

(CAN) DURING INTERNAL, 500 HR INSPECTION OF THE ALTERNATOR THE MAIN SHAFT WAS FOUND TO BE BENT AND THE CASE HALF HAD A SMALL CRACK. ALTERNATOR WAS R & R WITH AN O/H SPARE.

GEAR DRIVEN ALTERNATOR, DRIVE END MAIN SHAFT BEARING RETAINER EARS TORN OFF ALLOWING EXCESSIVE MAIN SHAFT END PLAY IN EXCESS OF .100 . EXCESSIVE END PLAY OF SHAFT CAUSED ALTERNATOR DRIVE END BEARING TO BADLY GAUL THE ALTERNATOR CASE AND ALTERNATOR BRUSHES TO WANDER ON THE SLIP RINGS INTERMITTENTLY TRIPPING THE OVERVOLTAGE RELAY. ALTERNATOR WAS ON THE VERGE OF A CATASTOPHIC FAILURE WHEN REMOVED.