IO-320Lycoming IO-320

Parts most often named Cylinder (7) · Cylinder Head (1) · Piston (1) · Piston Pin (1)

#2 CYLINDER SEPARATED FROM CASE. APPEARS CONNECTING ROD OR WRIST PIN SEPARATED FROM PISTON WHICH CAUSED CYLINDER TO SEPARATE. ENGINE HAD APPROXIMATELY 6 QUARTS OF OIL WHEN IT TOOK OFF. THERE APPEARED TO BE OIL INSIDE THE SUMP AFTER LANDING WAS MADE.

(CAN) THE CORROSION ON THE PISTON PIN WAS FOUND WHEN CYLINDER NR 1 WAS REMOVED FOR AN INTAKE VALVE LEAK. THE PISTON PIN WAS CHECKED AND FOUND WITH DEEP CORROSION PITS ON THE PIN SURFACE. THE OTHER 3 CYLINDERS WERE THEN REMOVED TO CHECK THE REMAINING PISTON PINS FOR CORROSION. THESE PINS WERE FOUND WITH CORROSION THROUGH THE SURFACE ALSO. THE CAM SHAFT AND LIFTERS WERE INSPECTED FOR CORROSION AND NONE WAS FOUND. ALL 4 PISTON PINS WERE REPLACED.

CYLINDER HEAD FOUND CRACKED FROM UPPER TO LOWER SPARK PLUG HOLES. BEING FOWARDED FOR MECHANIC AS FAX NUMBER DOES NOT WORK AT AFS-640. POC J. SHAPIRO 201-556-6600 EXT 230.

Parts most often named Hub (7) · Screws (1) · Propeller (1) · Hub Bolts (1)

(CAN) UPON DISASSEMBLY AND VISUAL INSP OF THE ABOVE HUB, THE PRELOAD SHELFS WERE FOUND TO CONTAIN VISUAL DAMAGE FROM PREVIOUS IMPACT. ACCORDING TO PROP MANUAL 202A VOLUME 6 CHAPTER 1, SPECIAL INSTRUCTIONS,(CURRENT REVISION 29), ANY HUB CONTAINING SIGNS OF PRELOAD SHELF DAMAGE IS CAUSE FOR AUTOMATIC REJECTION OF THE HUB. (TC 20100217006)

PROPELLER REMOVED FROM AIRCRAFT FOR 10 YR O/H. UPON VISUAL INSPECTION OF HUB, CORROSION BEYOND REPAIRABLE LIMITS WAS FOUND IN THE BLADE 'O' RING GROOVES. MANUFACTURERS RECOMMENDED TBO IS 2000 HRS OR 72 MONTHS. THIS PROPELLER HAS EXCEEDED THE CALENDAR TBO BY 48 MONTHS.

(CAN) PROPELLER REMOVED FROM AC FOR 10 YR. O/H. UPON VISUAL INSPECTION OF THE HUB CORROSION WAS FOUND ON THE MOUNTING FLANGE AND O-RING GROOVE OF THE REAR HUB HALF. THIS CORROSION IS BEYOND REPAIRABLE LIMITS. MANUFACTURERS RECCOMENDED TBO IS 2000 HOURS OR 72 MONTHS. THIS PROPELLER HAS EXCEDED THE RECOMMENDED CALENDAR TBO BY 48 MONTHS.

Parts most often named Camshaft (2) · Crankcase (2) · Connecting Rod (1) · Bearing (1)

(CAN) DURING 100 HR INSPECTION FOUND ALTERNATOR MOUNTING BRACKET AND BOLTS WORN CAUSING A VIBRATION WHICH BROKE ALTERNATOR TIGHTENER MOUNTING BOLT AND CRACKED CRANKCASE BOSS AT THIS LOCATION. ALTERNATOR MOUNTING BOLTS AND ALTERNATOR MOUNTING ATTACH HOLES SEVERELY WORN AND FOUND ALTERNATOR LOOSE ON MOUNTING BRACKET.

LEVEL AT 2000', HEARD LOUD BANG AND ENGINE QUIT. MADE OFF AIRPORT LANDING. VISUAL INSPECTION OF ENGINE CRANK CASE REVEILED THAT A CONNECTING ROD HAD PENETRATED THE CRANKCASE HOUSING.

WHILE CLIMBING OUT OF 4,000 FT, RT ENGINE (2-23-05) SHUTTERED AND BEGAN VIBRATING EXCESSIVELY. RETURNED TO AIRPORT. INSPECTION REVEALED THE CAMSHAFT HAD BROKEN COMPLETELY INTO 2 PIECES, ENGINE REMOVED AND SENT TO REPAIR FACILITY FOR FURTHER EVALUATION. ENGINE TT SINCE O/H 100 HOURS. AUTHORISED RELEASE FORM SHOWED NEW PART RELEASED ON APRIL 25, 2002. (K)

Parts most often named Points (1) · Rotor (1) · Impulse Coupling (1) · Coil (1)

(CAN) WHEN TESTING MAGNETO OPERATION ON GROUND RUN UP, THE RT MAG ON THE RT ENGINE WAS FOUND INOPERATIVE. WHEN THE MAG WAS REMOVED AND EXAMINED, WE FOUND THE INTERNAL MAGNET ROTOR HAD A CRACK IN ITS COLLAR.

DURING ENGINE RUN AND MAGNETO CHECK, MAGNETO WOULD RUN. FOUND POINTS BURNED, PITTED AND WORN. TOTAL HOURS ON ITEM: 195.0, REPLACED BREAKER POINTS. (SW15200210915)

Parts most often named Servo (1) · Carburetor (1) · Servo Screen (1) · Fuel Control (1)

DURING ANNUAL INSPECTION NOTICED DARK STAIN BETWEEN FLOAT BOWL AND TOP OF CARB (BUT NO FUEL STAIN). WIGGLED AIR BOX AND DISCOVERED THE FLOAT BOWL WAS LOOSE EVEN THOUGH BOWL SCREWS AND LOCK TABS WERE STILL IN PLACE. THERE APPEARS TO BE SIGNIFICANT PLAY IN THE SCREW TO BOWL AREA WHICH IS LIKELY DUE TO SCREWS/VIBRATION WALLOWING OUT SCREW HOLES. WILL REMOVE CARB AND SEND IN FOR OH.

PILOT DECLARED AN EMERGENCY DUE TO ENGINE FAILURE. EXPERIMENTAL FUEL SERVO, PN 2524307-10 HAD THE MID-RANGE AND HIGH RANGE TEST POINTS OUT OF LIMITS WITH EXCESSIVELY RICH FLOW. DUE TO SERVO MODIFIED WITH COMPONENTS THAT WERE NOT PART OF THE ORIGINAL DESIGN. THIS SERVO IS NOT A TC`D PART AND IS FOR USE ON EXPERIMENTAL AIRCRAFT ONLY. RECOMMENDATION IS TO REPAIR/ O/H/ MAINTAIN WITH ORIGINALLY DESIGN COMPONENTS

AIRCRAFT LOST POWER. POWER LOSS WAS DUE TO VERY FINE FIBERGLASS PARTICLES IN THE ENGINE'S FUEL SERVO FUEL SCREEN. RECOMMEND REMOVING SAID SCREEN AND CLEANING WITH COMPRESSED AIR AND SOLVENT EVERY 25 HOURS IN [S/N removed]. INSPECT FOR ANY REMAINING DEBRIS, THEN REPLACE - TEST FOR FULL FUEL FLOW.

Parts most often named Blade (3)

DURING INSPECTION, MAINTENANCE WAS UNABLE TO DETERMINE COMPLIANCE WITH AD. DUE TO INADEQUATE RECORDS, PROPELLER WAS SUBMITTED FOR OVERHAUL AND ALSO TO REPLACE THE HUB IAW AD. AT DISASSEMBLY, PROP WAS FOUND TO HAVE COLD COMPRESSION ROLLED SHANKS. HOWEVER, DURING PENETRANT INSPECTION OF THE BLADES AS REQUIRED BY O/H MANUAL, BLADE WAS FOUND CRACKED IN THE COMPRESSION ROLLED RADIUS. BLADE WAS SUBMITTED TO MFG FOR EVALUATION. BLADE IS CRACKED.

(CAN) PROPELLER WAS RECEIVED FOR CORROSION INSPECTION. SUBMITTER STATED INSPECTION FOUND THE PROPELLER BLADES SHOULD HAVE BEEN RETIRED FROM [S/N removed] AS PER [S/N removed] BULLETIN 61-69A. THE BLADES WERE RE-INSTALLED AT THE CUSTOMER'S REQUEST.

(CAN) PROPELLER RECEIVED FOR CORROSION INSPECTION. THERE WERE MACHINING MARKS FOUND ON THE BEARING BORES. THE BEARING BORES WERE POLISHED.

Parts most often named Wire (1) · Bearing (1) · Rotor (1)

LT ENGINE ALTERNATOR DRIVE END BEARING SPINNING IN HOUSING. ALTERNATOR ROTOR RUBBING ON STATOR. LOSS OF BEARING GREASE.

(AUS) LEFT ALTERNATOR SHORT CIRCUITED. COMPLETE ELECTRICAL FAILURE. A PROBLEM LOWERING THE LANDING GEAR RESULTED IN A GEAR UP LANDING CAUSING DAMAGE TO THE AIRCRAFT. SEE SDR AU000404 FOR ADDITIONAL INFORMATION.

Parts most often named B-Nut (1) · Pick-Up Tube (1) · Diversion Plate (1)

ENGINE OIL PRESSURE LINE B-NUT AT GEAR CASE LOST TORQUE AND THE ENGINE LOST ALL OIL. LACK OF LUBRICATION CAUSED FAILURE OF THE NR2 CONNECTING ROD BEARING. (K)

AFTER REMOVAL OF OIL PAN AND ACCESSORY SECTION TO COMPLY WITH 'AD' OF OIL PUMP ASSY, FOUND INVERTED FLIGHT OIL DIVERATING PAN (PART UNK) CRACKED AND BROKEN FROM FLEX STRESS, SEVERAL PIECES BROKEN WERE FOUND LAYING IN OIL PAN. THIS SYSTEM INSTALLED AT CHAMP FACTORY AS ORIGINAL EQUIP. FOR INVERTED FLIGHT OIL SYSTEM. DATE OF A/C MFG 1-7-67.

THE OIL PICK-UP TUBE, PN 2-1932, WHICH IS PART OF THE INVERTED OIL SYSTEM OF STC 3E7CE, IS CRACKED THROUGH THREE-FOURTHS OF ITS CIRCUMFERENCE ABOUT 1.50 INCHES FROM THE END TO WHICH THE SWINGING PICK-UP IS ATTACHED. CRACK WAS FOUND WHEN THE STC REQUIRED INSPECTION WAS PERFORMED (EVERY 400 HOURS). SUBMITTER HAD CHECKED THIS STC AT 525 HOURS TT AND 925 HOURS TT AND NO CRACKS WERE FOUND. NO OTHER PROBLEMS EXISTED ON THIS STC AT THAT TIME (1250 HOURS TT).

Parts most often named Drive Unit (1) · Commutator (1) · Starter (1)

A SEGMENT OF THE COMMUTATOR CAME OFF DURING STARTING, COMPLETELY DISTROYING THE BRUSES AND THE INSIDE OF THE STARTER. (K)

Parts most often named Throttle Cable (1) · Control Cable (1) · Line (1)

(CAN) THROTTLE CONTROL CABLE BROKE AT ENGINE END RESULTING IN LOSS OF ENGINE POWER SELECTION CAPABILITY. SUBSEQUENTLY, ALL ENGINE CONTROL /CABLES ON BOTH ENGINES WERE REPLACED.

(CAN) PILOT DISCOVERED LT MANIFOLD PRESSURE GAUGE NOT RESPONDING APPROPRIATELY TO THROTTLE SETTINGS. MAINTENANCE DISCOVERED A CRACK IN THE LT ENGINE SENSE LINE ABOUT 2 INCH FORWARD OF THE FIREWALL.