TSIO-520Continental TSIO-520 and GTSIO-520

Parts most often named Cylinder (310) · Exhaust Valve (227) · Cylinder Head (80) · Lifter (17)

THE PILOT REPORTED A LOSS OF MANIFOLD PRESSURE IN FLIGHT ALONG WITH A REDUCTION IN POWER AND CRUISE SPEED. THE AIRCRAFT SAT UNTIL THE 28TH OF MARCH AWAITING MAINTENANCE. UPON INVESTIGATION, THE CYLINDER HEAD WAS FOUND TO HAVE SEPARATED FROM THE CYLINDER BODY AROUND THE ENTIRE CIRCUMFERENCE. THE CYLINDER IS IN QUARANTINE. TOTAL TIME IS NOT KNOWN, NO LOGS ARE AVAILABLE AT THIS TIME.

THE PILOT REPORTED ENGINE SURGING AND MANIFOLD PRESSURE DROP IN FLIGHT, AND THEN SHUT DOWN ENGINE IN-FLIGHT ACCORDING TO THE QRH. DURING THE INITIAL INSPECTION, FOUND SHINY PARTICLES IN THE OIL FILTER, AND SPARK PLUG DAMAGED, AND PARTICLES IN THE PROPELLER GOVERNOR. MAINTENANCE CONFIRMED PREIGNITION OCCURRED ON THE NUMBER LEFT ENGINE #6 CYLINDER. ENGINE CHANGE IN PROGRESS.

PILOT REPORTED ROUGH RUNNING RIGHT ENGINE ON CLIMB OUT. MAINTENANCE INSPECTED AND FOUND THE NUMBER 6 CYLINDER EXHAUST VALVE TO BE BROKEN AND THE NUMBER 4 CYLINDER DAMAGED. REPLACED BOTH CYLINDERS AND RELEASED TO [S/N removed].

Parts most often named Crankcase (60) · Connecting Rod (37) · Crankshaft (36) · Lifter (20)

REMOVED ALL HYDRAULIC LIFTERS TO INSPECT FOR SPALLING, DISCOVERED BADLY SPALLED EXHAUST LIFTER ON CYLINDER #4. INSPECTED CAM IN ACCORDANCE WITH CONTINENTAL [S/N removed] DIRECTIVE SID05-1B, INSTALLED NEW LIFTER AND WILL INSPECT CAM AGAIN IN 100 HOURS. IT IS DOUBTFUL THAT THIS 1900 HOUR ENGINE WILL MAKE TBO BEFORE NEEDING A NEW CAM. WE ARE NOW INSPECTING LIFTERS EVERY 200 HOURS.

DURING ROUTINE INSPECTION AND REPLACEMENT OF THE RIGHT ENGINE CYLINDER #6 IT WAS DISCOVERED THAT THE CONNECTING ROD BUSHING OF THE #6 CYLINDER WAS FOUND TO BE LOOSE AND MIGRATING. THE CONNECTING ROD AND CYLINDER WILL BE REPLACED.

FOUND EXCESSIVE AMOUNT OF FERROUS METAL IN OIL FILTER DURING NORMAL MAINTENANCE. UPON INSPECTION FOUND 5/6 CAM LOB SPALLED. THIS IS THE SECOND WORN CAM IN THIS ENGINE IN THREE YEARS.

Parts most often named Magneto (46) · Distributor Gear (18) · Distributor Blk (7) · Points (6)

HAD ONE ROUGH MAG CHECK AND 2 GOOD MAG CHECKS PRIOR TO FLIGHT. REDUCED POWER IN CLIMB AND MAG CHECK REVEALED NO SPARK ON LT MAGNETO. RETURNED TO AIRPORT. REMOVED IGNITION HARNESS FROM MAG AND NOTICED LOTS OF METAL FLAKES UNDER THE COVER OF THE MAG. THIS ENGINE WAS OVERHAULED WITH LESS THAN 100 HOURS TIME IN [S/N removed]. BEARING ON DISTRIBUTOR BLOCK END OF THE MAG APPEARS TO HAVE FAILED. THE SHAFT CAN BE MOVED AROUND ABOUT 1/8 OF AN INCH SIDE-TO-SIDE. CONTACTED MANUFACTURER AND THEY SENT ME A WARRANTY REPLACEMENT.

FOUND BAD CONDENSOR ON MAGNETO, [S/N removed] IN JULY 2014. PART TT APPROXIMATELY 16 HOURS. ON OCTOBER 9, 2015 FOUND BAD CONDENSOR ON WARRANTY REPLACEMENT MAGNETO, [S/N removed], PART TT 184. FAILURES AT 16 AND 184 HOURS ARE UNUSUAL. BECAUSE MAGNETOS ARE OFTEN SOLD IN PAIRS. IT IS POSSIBLE THAT 2 MAGNETOS WITH BAD CONDENSORS COULD BE INSTALLED ON THE SAME AIRPLANE. WITH THIS FAILURE RATE IT IS POSSIBLE THAT BOTH MAGS COULD FAIL ON THE SAME FLIGHT.

MAGNETO, [S/N removed] FAILED IN FLIGHT IN JULY 2014. PART TT APPROXIMATELY 16 HOURS. FOUND BAD CONDENSOR ON WARRANTY REPLACEMENT MAGNETO, [S/N removed], PART TT 184. FAILURES AT 16 AND 184 HOURS ARE UNUSUAL. BECAUSE MAGNETOS ARE OFTEN SOLD IN PAIRS IT IS POSSIBLE THAT TWO MAGNETOS WITH BAD CONDENSERS COULD BE INSTALLED ON THE SAME AIRPLANE. WITH THIS FAILURE RATE IT IS POSSIBLE THAT BOTH MAGS COULD FAIL ON THE SAME FLIGHT.

Parts most often named Turbocharger (29) · Bearing (9) · Clamp (7) · Wastegate Valve (6)

DURING DESCENT INTO KANE AIRPORT PILOT COULD SEE OIL STREAKING BACK FROM TOP COWL LOUVERS. AFTER A FEW MINUTES HE ALSO NOTICED OIL PRESSURE DROPPING. PILOT PRECAUTIONARY SHUT DOWN ENGINE AND FEATHERED PROPELLER. SINCE KANE AIRPORT WAS THE CLOSEST AIRPORT AND ALSO HIS DESTINATION CONTINUED DESCENT AND LANDED WITHOUT ISSUE. MAINTENANCE REMOVED COWLING AND FOUND OIL AFT OF THE ACCESSORY GEARBOX AND APPEARED TO BE COMING FROM AROUND THE TURBO AREA. UPON FURTHER INVESTIGATION FOUND OIL BYPASSING THE SEALS ON THE TURBO.

ENGINE WAS IN OVERHAUL, A REBUILT TURBOCHARGER WAS INSTALLED ON THE ENGINE AT THAT TIME. THE ENGINE WAS INSTALLED, THE TURBOCHARGER WAS REMOVED DUE TO AN OIL LEAK AND RETURNED. TURBOCHARGER WAS REPAIRED AND REINSTALLED ON THE ENGINE. THE TURBOCHARGER WAS REMOVED DUE TO CONTINUED OIL LEAKAGE. A 2.7500" CRACK WAS FOUND IN THE TURBOCHARGER BACK PLATE.

THE LOCKNUT ON THE TURBO COMPRESSOR SHAFT CAME OFF. THE NUT CAUSED DAMAGE TO THE COMPRESSOR FAN BLADES. THE INTER-COOLER WAS REPLACED AS A PRECAUTIONARY MEASURE AFTER IT INGESTED FRAGMENTS FROM THE FAN BLADE AND NUT.

Parts most often named Filter (12) · Hose (6) · Filter Adapter (4) · Adapter (3)

THE PILOTS REPORTED THAT HE SET TAKEOFF POWER, ENGINE PARAMETERS READ NORMAL AND UPON REACHING 40 KNOTS HE SAW A ROLL BACK. HE EXECUTED AN ABORTED TAKEOFF AND HEARD SOME ENGINE SPUTTERING FOLLOWED BY THE ENGING SHUTTING OFF. MAINTENANCE FOUND NO ABNORMAL PROBLEMS ON THE FIRST FEW RUN UPS, BUT UPON FUTURE INSPECTION THEY DID FIND AN OIL LEAK APPEARING TO COME FROM THE TURBO CHARGER. HOWEVER, IT IS NOT CONFIRMED THAT THE TURBO CHARGER IS THE ISSUE. AT THIS TIME WE DO NOT KNOW THE CAUSE OF THIS ENGINE FAILURE.

PILOT REPORTED RIGHT ENGINE LOW OIL PRESSURE ON GROUND RUN-UP. INITIAL INSPECTION FOUND THE STARTER ADAPTER NEEDLE BEARING DAMAGED. THE ENGINE IS BEING REPLACED. FURTHER DETAILS CAN BE PROVIDED UPON TEAR-DOWN INSPECTION.

OIL LINE, FROM EXHAUST BYPASS VALVE TO VARIBLE ABSOLUTE PRESSURE CONTROLLER CRACKED AT ATTACHMENT FLARE. THIS CAUSED OIL LEAK THAT GOT WORSE DURING FLIGHT. DUE TO OIL LOSS, NR 4 PISTON CONNECTING ROD FAILED FROM OIL STARVATION DURNG TAXI.

Parts most often named Engine (66) · Case (4) · Bolt (3) · Stud (2)

ON APPROACH PILOT NOTICED A SUDDEN "BANG" ACCOMPANIED BY SLIGHT POWER & RPM LOSS ON THE LEFT ENGINE. SMOKE AND OIL BEGAN COMING FROM LEFT ENGINE. OIL PRESSURE DROPPED AND PILOT SECURED THE ENGINE PER COMPANY PROCEDURES. INITIAL INSPECTION FOUND THE NUMBER 6 CYLINDER TO HAVE SEPARATED FROM THE ENGINE BUT STILL REMAINED WITHIN THE COWLING, AND THE ENGINE CRANK CASE TO BE DAMAGED. THE ENGINE HAS BEEN REPLACED AND WILL BE SENT TO CONTINENTAL FOR ANALYSIS.

THE PILOT REPORTED THE LEFT ENGINE HAD A LOSS OF POWER IN AND THE OIL PRESSURE FELL TO ZERO. MAINTENANCE INSPECTED AND FOUND METAL PARTICLES IN THE OIL FILTER. AN ENGINE HAS BEEN ORDERED TO REPLACE THIS ENGINE. FURTHER DETAILS ARE TO BE PROVIDED UPON ENGINE TEARDOWN INVESTIGATION.

ENGINE FAILED IN FLIGHT. NUMBER 1 CONNECTING ROD AND (CRANK END) PROTRUDING THROUGH TOP OF ENGINE CASE. RIGHT MAGNETO BROKEN OFF ITS MOUNT. THE ENGINE HAS BEEN IN [S/N removed] SINCE 05/2017. IT IS A FACTORY REBUILT ENGINE. THIS IS THE SECOND ENGINE IN OUR FLEET TO HAVE THIS TYPE OF FAILURE.

Parts most often named Adapter (9) · Shaft (8) · Bearing (7) · Gear (4)

DURING PRE-FLIGHT INSPECTION PROPELLER WAS ROTATED BACKWARDS BY HAND TO CHECK COMPRESSION OF CYLINDERS. PROPELLER PHYSICALLY STOPPED BY SOMETHING INTERNAL IN ENGINE. AFTER INSPECTION BY REMOVING THE STARTER ADAPTER ASSEMBLY, THE CRANKSHAFT GEAR WAS FOUND TO BE MISSING ONE TOOTH FROM THE GEAR.

(AUS) STARTER SHAFT BEARING BROKEN UP. BEARING DEBRIS LOCATED IN SUMP.CRANKCASE DAMAGED IN AREA OF BEARING SUPPORT. STARTER SHAFT AND CRANK GEARS EXHIBITED DEFORMATION OF PROFILE. THE ENGINE WASFITTED WITH PNO EQ6642 ADAPTER KIT AS PER AD/CON/71.

RIGHT ENGINE RAN ROUGH AND VIBRATED BADLY IN FLIGHT, SHUT DOWN. VISUAL INSPECTION FOUND OPEN HOLE IN BACK OF CRANKCASE. IDLER GEAR SUPPORT PIN MISSING. FOUND PIN ON ENGINE NACELLE FLOOR UNDER ENGINE. NO VISUAL DAMAGE NOTED TO PIN. ENGINE NEEDS PIN TO HOLD IDLER GEAR INSIDE OF CRANKCASE TO RUN ACCESSORIES. PIN FALLS OUT, GEAR WAS LOOSE WITH NO SUPPORT INSIDE BACK OF CRANKCASE.

Parts most often named Clamp (18) · Exhaust Pipe (7) · Flange (3) · Slip Joint (3)

PILOT REPORTED ON PREFLIGHT: RIGHT ENGINE MAIN EXHAUST STACK LOOSE. UPON INSPECTION MAINTENANCE FOUND THE RIGHT OVERBOARD EXHAUST PIPE CRACKED. REPLACED OVERBOARD EXHAUST PIPE.

DURING COMPLIANCE WITH AD 2000-01-16 THE TAIL PIPE ON THE RT ENGINE WAS FOUND WITH A 6 INCH CRACK. THE LAST INSPECTION WAS 40 HRS PRIOR.

PN 2274-50 (ALSO PN NH1000897-50) CLAMP HOLDING TAILPIPE TO THE TURBO CRACKED LENGTHWISE ALONG THE CIRCUMFERENCE OF THE CLAMP. TOTAL LENGTH OF THE CRACK IS 3 INCHES.

Parts most often named Pump (32) · Fuel Pump (2) · Spring (1) · Seal (1)

LEFT ENGINE DRIVEN FUEL PUMP FAILED DURING GROUND TRIM RUN UP. UNABLE TO ADJUST FUEL FLOW FOR STABLE FLOW. FUEL FLOW WAS FLUCTUATING AT MID RANGE AND MAX POWER SETTINGS. FAILED ON MAX POWER DROPPING DOWN TO BELOW MID POWER SETTING.

FLIGHT CREW REPORTED THAT PRIOR TO TAKEOFF ALL INDICATIONS WERE NORMAL. SHORTLY AFTER TAKEOFF WHILE CLIMBING, THE CREW REPORTED THAT THE RT ENGINE SURGED AND THEN BEGAN TO LOSE POWER, AT WHICH POINT THE CREW NOTICED A SPIKE IN FUEL FLOW (295 PPH). CREW SHUTOFF RT ENGINE AUX FUEL PUMP AND THE ENGINE REGAINED POWER. ELECTED TO RETURN TO THE DEPARTURE AIRPORT. ON MX INSPECTION, RT AUXILIARY FUEL PUMP, LT AND RT FUEL TANK CAPS, AND RT VAPC WERE ALL REPLACED. POST MX FUNCTIONAL CHECK FLIGHT WAS SATISFACTORY.

AFTER FUELING, PILOT NOTICED FUEL DRIPPING FROM GANG DRAIN BENEATH ENGINE. DISCOVERED FUEL WAS DRIPPING FROM ENGINE DRIVEN FUEL PUMP AT A RATE OF A DROP EVERY THREE SECONDS.

Parts most often named Adapter (8) · Starter (5) · Gear (4) · Clutch Spring (4)

PILOT REPORTED OIL LEAK IN FLIGHT AND OIL PRESSURE DECREASING ON THE RIGHT ENGINE. UPON INSPECTION MAINTENANCE DISCOVERED ONE STARTER MOUNT BOLT NUT MISSING. STARTER HAD BEEN REMOVED FOR OTHER MAINTENANCE 99.5 HOURS PRIOR. AIRCRAFT HAD GONE THROUGH ROUTINE INSPECTION 38.1 HOURS PRIOR. STARTER AND ADAPTER WERE REPLACED WITH NO FURTHER LEAKS NOTED.

PILOT REPORTED THE LEFT ENGINE HAD LOW OIL PRESSURE, BELOW GREEN ARC AT 1700 RPM. DEBRIS WAS FOUND IN THE OIL FILTER, FURTHER INSPECTION DISCOVERED THE STARTER ADAPTER SHAFT NEEDLE BEARING TO BE SEVERELY DAMAGED. THE ENGINE WAS REPLACED.

AFTER LANDING, PILOT REPORTED SUBSTANTIAL OIL LEAK. FOUND STARTER DRIVE/ SCAVENGE PUMP ASSY PN R-642085A17 HAD A SHEARED DRIVE SHAFT. THIS CAUSED EXCESSIVE OIL TO GO TO AIR OIL SEPERATOR AND OVERBOARD DUE TO SEPERATOR COULD NOT RETURN THE VOLUME OF OIL COMING TO IT TO RETURN TO ENGINE SUMP. DISCOVERED SHEARED SHAFT AT REMOVAL OF SCAVENGE PUMP STARTER DRIVE ASSY. REPLACED AND FUNCTIONAL CHECKS GOOD. STARTER DRIVE HAD 101.1 TSOH