O-470Continental O-470

Parts most often named Cylinder (56) · Valve Guide (14) · Cylinder Head (11) · Valve (10)

CYLINDER NR 3 HEAD SEPARATED FROM BARREL. THE OPERATOR HAD PREVIOUSLY INSPECTED AN OIL LEAK ON OR AROUND CYLINDER NR 3. PRESENTATION OF OIL LEAK AND SEPARATION OF HEAD FROM BARREL IS THE SAME AS DESCRIBED IN AD 86-13-04 R3. THIS CYLINDER PN STAMPED ON THE FLANGE IS 658175B [S/N removed], NOT LISTED ON THE PREVIOUSLY MENTIONED AD.

SUPERIOR PISTON ASSY PART # SA640518 INSTALLED. WITHIN 40 HOURS OF INSTALLATION PISTON DISINTEGRATED RESULTING IN EXTREME VIBRATION. ENGINE WAS SHUTDOWN AND LANDING MADE IN FIELD WITHOUT INCIDENT.

CONTINENTAL (AIRBOSS) CYLINDER P/N 658598 [S/N removed] INSTALLED ON AUGUST 31, 2015 PER THE ENGINE LOG BOOK. COMPRESSION TEST IN JULY 2020 IDENTIFIED LOW COMPRESSION ON THIS CYLINDER, WITH A LEAK IN THE EXHAUST VALVE. THE EXHAUST VALVE WAS REMOVED AND THE VALVE SEAT FOUND TO BE MISALIGNED. MECHANIC BELIEVES THIS TO BE A MANUFACTURING DEFECT IN THE CYLINDER ASSEMBLY. PART WAS REPLACED WITH A NEW SUPERIOR MILLENNIUM CYLINDER ASSEMBLY.

Parts most often named Piston (10) · Camshaft (10) · Crankshaft (9) · Lifter (8)

DURING ROUTINE MAINTENANCE SEVERE DISTRESS OF CAMSHAFT LOBE AND LIFTERS WAS IDENTIFIED. THE MAINTENANCE WAS CARRIED OUT DURING INTERNATIONAL TRAVEL, IN AUSTRALIA. PLEASE CONTACT ME FOR PHOTOGRAPHS/ENGINE INSPECTION REPORT.

CRANKSHAFT GEAR CHIPPED ONE TOOTH OFF. PROB DUE TO STARTER KICKBACK (ENERGIZER STARTER). AROUND 05/20/2018 AT TACK 3175 OWNER REPORTED TICKING NOSE ON GROUND. SOUND WENT AWAY WITH INCREASE RPM. ABOUT 1500. EVENTUALLY FOUND ONE TOOTH MISSING FROM CRANKSHAFT GEAR PN 657175. THIS DID NOT CAUSE AN ENGINE SHUT DOWN OR FAILURE. PULLED ENGINE AND SENT TO OVERHAULER. CO 970-249-0232 INV NUMBER WO54555 DATE 08/30/2018.

REBARRELED CYL, ECI PISTONS. LOSS OF OIL PRESSURE, 260 STOH, 1043 SMOH. CAUSE, BROKEN NR 2 PISTON, PARTS BLOCKING OIL PICKUP SCREEN. POSSIBLE CAUSES. DEFECTIVE PISTON CASTING, DROPPED PISTON OR IMPROPERLY MACHINED NR 4 RING GROOVE, SQUARE CUT BOTTOM OF GROOVE. 50 PERCENT OF BOTTOM SKIRT BROKE OFF PISTON. PISTON RING BROKE INTO ABOUT 20 PIECES.

Parts most often named Impulse Coupling (14) · Magneto (12) · Contact (4) · Spring (3)

DURING RUN UP, MAGETO FAILED TEST. LESS THAN 1 HR OPERATION AFTER OVERHAULED MAGETOS INSTALLED. DURING INSPECTION FOUND THE CAPACITOR LOOSE IN HOUSING AND COIL WIRE LOOSE AND MAGETO SET IN E GAP. REMOVED OTHER MAG AS A PRECAUTION AND FOUND ITS COIL WIRE LOOSE AND ALSO SET IN E GAP. CORRECTED THE ISSUE AND REINSTALLED MAGS, OPS CHECKED OK.

(CAN) PILOT REPORTED EXCESSIVE LT MAG DROP DURING RUN-UP PROCEDURE, 200RPM. CONFIRMED MAG DROP. INVESTIGATION REVEALED LT MAG ONLY OPERATING INTERMITTENTLY. REMOVED MAG FOR RETURN TO O/H FACILITY FOR INSPECTION AND INSTALLED [S/N removed] O/H MAG. LT MAG TIME SINCE O/H= 115.4 HRS.

DURING A ROUTINE 500 HR INSPECTION OF THE MAGNETOS, FOUND BOTH IMPULSE COUPLINGS CRACKED AT HUB PLATE, NEAR FULL ADVANCE STOP NOTCH.

Parts most often named Carburetor (11) · Float (8) · Float Assembly (2) · Throttle (1)

(CAN) FUEL POURING OUT OF CARBURETOR THROAT, ACCELLERATOR PUMP NOZZLE, WHEN ENGINE OFF AND CARBURETOR AT IDLE CUTOFF. CARBURETOR DISSASSEMBLED AND FOUND ACCELLERATOR PUMP PLUNGER CUP SPLIT.

AT THE END OF THE FLIGHT, PILOT REPORTED THAT THE ENGINE WOULD NOT IDLE. DURING INSPECTION OF THE CARBURETOR, MECHANIC FOUND THE MIXTURE ADJUSTMENT NEEDLE VALVE MISSING. CARBURETOR WAS REMOVED AND SENT BACK FOR REPAIR.

PILOT REPORTED THAT AFTER A NORMAL START, HE WAS UNABLE TO ADVANCE THE THROTTLE CONTROL TO CRUISE OR TAKEOFF POWER. A PARTIAL DISASSEMBLY OF THE CARBURETOR REVEALED THAT THE AIR METERING PIN/AIR METERING JET WAS BLOCKING THE THROTTLE SHAFT TRAVEL. THE CARBURETOR WAS SENT FOR REPAIR. (K)

Parts most often named Hub (10) · Cylinder (2) · Spider (2) · Bearing (2)

PROPELLER WAS BROUGHT IN FOR REPAIR, DUE TO RED DYE LEAKAGE. DURING THE COURSE OF INSPECTION, A CRACK WAS FOUND. THE HUB IS CRACKED ON THE REAR SIDE OF BLADE SOCKET NR 1. ACFT ENG IS A O470-50 WITH A P PONK CONVERSION, STC SA02092SE, WHICH RAISES THE HORSEPOWER PRODUCED BY THE ENG, THE INCREASED HORSEPOWER COULD BE A PROBABLE CAUSE. DEFINITIVE CAUSE IS UNKNOWN. THE OWNER OF THE PROPELLER HAS BEEN NOTIFIED THAT THE HUB IS TO BE RETIRED AND REPLACED.

(CAN) PROP WAS TESTED DURING A ROUTINE INSPECTION FOR OPERATION. ROUGHNESS WAS NOTED IN CYCLING THE PROPELLER. INVESTIGATION DETERMINED THAT THE BEARINGS AND PRE-LOAD BEARINGS WERE ROUGH DUE TO PITTING. PROP REMOVED FOR O/H.

DUE TO SUSPECTED PROPELLER STRIKE OR ABNORMAL LOADS, THE PROPELLER HUB CRACKED NEAR THE BLADE RETENTION RADIUS. AS A RESULT OF THIS, INTERNAL PARTS WERE DAMAGED INCLUDING ONE BLADE THRUST WASHER. PROPELLER TO BE O/HD.

Parts most often named Blade (13) · Blades (1) · Prop Blade (1) · Bearing (1)

(CAN) PROPELLER, W/O T 64571, RECEIVED FOR 10 YEAR OVERHAUL. LAST OVERHAUL MAY 1996. NOW 667.9 HOUR SINCE OVERHAUL. FOUND BLADE S-90AT-2, [S/N removed], CRACKED IN BLADE THREADS, FOUND WITH EDDY CURRENT.

(AUS) INSPECTION OF PROPELLER WHEN RECEIVED FOR REPAIR FOUND THAT THE BLADE THREADS HAD BEEN TRUNCATED TO COMPLY WITH AD/PMC/24/3 BUT HAD NOT BEEN SHOT PEENED. THE RETENTION NUTS DID NOT HAVE THE O-RING GROOVE WIDENED AS LISTED IN SL 1990-2. AD/PMC/41HAD NOT BEEN INCORPORATED AT THE LAST OVERHAUL. THE [S/N removed] OF ONEBLADE WAS INCORRECT IN THE LOGBOOK. PERSONNEL/MAINTENANCE ERROR.

(CAN) PROPELLER RECEIVED FOR CORROSION INSPECTION. PROPELLER BLADES WERE FOUND WITH STONE DAMAGE. THE BLADES WERE TRIMMED.

Parts most often named Oil Filter (6) · Gasket (3) · Adapter (3) · Engine (1)

ON SHUT DOWN NOTICED POOL OF OIL ON RAMP AND THICK ALONG ENTIRE BELLY. MEASURED 5 QTS OIL REMAINING. INSPECTION REVEALED FIBER GASKET SHOWED NICK AND DEFORMATION OF OIL FILTER ADAPTER GASKET SWIFT PN FM-07. ON REMOVAL IT WAS CONFIRMED THAT GASKET ON OIL FILTER ADAPTER [F&N, NOW SWIFT] WAS DEFORMED EXACTLY LIKE EXAMPLES IN NTSB ASR-20-05 SAFETY RECOMMENDATION.

ON SHUTDOWN, NOTICED A POOL OF OIL ON THE RAMP, AND THICK ALONG THE ENTIRE BELLY. MEASURED 5 QTS OF OIL REMAINING. INSPETION REVEALED THE FIBER GASKET SHOWED A NICK AND DEFROMATION OF THE OIL FILTER ADAPTER. ON REMOVAL, CONFIRMED THE GASKET ON THE OIL FILTER ADAPTER WAS DEFORMED.

THE AIRCRAFT HAD A OIL LEAK. WE FOUND THE THREADS IN THE OIL PUMP HOUSING WERE GAULDED AND THE OIL FILTER ADAPTER THREADS WERE DAMAGED. MOST LIKELY FROM OVER TORQUE. THE PUMP BODY P/N 632563 WAS REPLACED AND AIR WOLF REMOTE OIL FILTER KIT INSTALLED.

Parts most often named Alternator (7) · Retainer (4) · Generator (1) · Nut (1)

(AUS) ALTERNATOR BRUSHES WORN UNEVENLY. GROUND BRUSH WORN COMPLETELY AWAY WHILE THE POSITIVE BRUSH APPEARED IN NEAR NEW CONDITION.

ALTERNATOR CHARGE, FAILURE DUE TO LOOSE PULLEY FAN AND SHROUD ASSEMBLY. UNDER ANY LOAD SLIPPAGE OCCRUED . HEATED NUT AND LOOSENED ASSEMBLY. KEYWAY INSTALLATION WOULD SOLVE POSSIBLE PROBLEM AND PULLEY SLIPAGE. AIRCRAFT WAS REPORTING INTO IMC PREFLIGHT RUN UP, CHARGING FAILED.

(CAN) ALTERNATOR WENT OFF LINE. UPON REMOVAL OF THE ALTERNATOR WAS NOTICED THAT THE SPLINE GEAR WAS SHEARED. THE DRIVE SHAFT WAS ALSO SHEARED IN THE THREADED PORTION, JUST BELOW THE CASTLE NUT. THE CASTLE NUT WAS STILL INTACT ON THE TIP OF THE THREADED SHAFT WITH THE COTTER PIN INTACT. THIS PARTICULAR UNIT HAS BEEN SENT TO DND TEST FACILITIES TO DETERMINE THE EXACT CAUSE OF FAILURE.

Parts most often named Mount (13) · Tube (1)

THE DISSIMILAR METAL TAPE SUPPLIED IN STC SA00496SE (U-LINE ELECTRICAL TAPE) IS CAUSING CORROSION ON THE ENGINE MOUNT TO THE POINT OF REPLACING THE ENGINE MOUNT WITH IN 500-100HRS AFTER INSTALLING THE STC. THIS HAS HAPPENED ON THREE OF OUR FLEET AIRCRAFT IN THE LAST 2 WEEKS. I BELIEVE THE ADHESIVE ON THE TAPE IS CAUSING THE POWDER COAT AND CORROSION ON THE THE CHROMOLY ENGINE MOUNT. THE CORROSION ONLY OCCURS WHERE THE TAPE IS APPLIED. ALL ENGINE MOUNTS WERE PURCHASED NEW FROM AWI DURING THE NEW ENGINE INSTALL.

(CAN) A CRACK, APPROXIMATELY 1 INCH LONG, WAS DISCOVERED AT A CLUSTER WELD LOCATED UNDER THE RT REAR MOUNTING PAD. THE WELD THAT FAILED WAS ON THE LOWER REAR TUBING THAT RUNS LT TO RT ON THE AIRCRAFT, AND JOINS INTO THE MAIN FRAME OF THE MOUNT (WHICH RUNS FORE AND AFT).

(CAN) A SMALL CRACK (LESS THAN 2MM) WAS DISCOVERED ON THE ENGINE MOUNT DURING [S/N removed]. THE CRACK IS LOCATED ON THE LT SIDE, ON THE UPPER TUBING WHICH RUNS FORE AND AFT IN BETWEEN THE FORWARD AND REAR ENGINE MOUNT PADS. THE EXACT LOCATION IS ONE INCH FORWARD OF THE GUSSET PLATE FOR THE REAR MOUNT PAD.

Parts most often named Alternator (5) · Connector (1) · Bracket (1)

(CAN) ALTERNATOR WS REMOVE TO CHECK FOR INSTALLATION OF NUT AND SPLINE DRIVE. COTTER PINE WAS BROKEN AND NUT WAS BACKED OFF ON SPLINE. BOTH THE NUT AND COTTER PIN WS FOUND INSIDE THE ENGINE SPLINE GEAR. ALTERNATOR WAS SENT TO MANUFACTURER FOR OBSERVATIONS.

(CAN) ALTERNATOR WENT OFF LINE AND WOULD NO LONGER SUPPLY POWER. THE ALTERNATOR WAS REMOVED FOR REPLACEMENT. THE ALTERNATOR WAS RETURNED TO THE MANUFACTURER FOR WARRANTY CONDSIDERATION. THE MANUFACTURER 9SKYTRONICS) CONTACTED ME AND INFORMED ME THAT THE ROTORS AND STATORS WERE FRIED. THE REASON WAS UNKNOWN. RAM AIR WAS CONNECTED AND FUNCTIONING.

(CAN) ALTERNATOR WAS REMOVED TO CHECK FOR INSTALLATION OF NUT ON SPLINE DRIVE. COTTOR PIN WAS BROKEN AND NUT WAS BACKED OFF THE SPLINE. BOTH THE NUT AND COTTER PIN WAS FOUND INSIDE THE ENGINE SPLINE GEAR. ALTERNATOR WAS SENT TO MANUFACTURER FOR OBSERVATIONS.