The following information is derived from the FAAs Service Difficulty Reports and Aviation Maintenance Alerts.
Various Cessna single-engine pistons
A new Airworthiness Directive, AD 2004-15-19, supercedes AD 2003-24-13, which applies to certain Cessna Models 172R, 172S, 182S, 182T, T182T, 206H, and T206H airplanes equipped with a certain Honeywell KAP 140 autopilot computer system installed on the center instrument control panel near the throttle. The superceded AD (2003-24-13) requires, among other actions, installing an update to the operating software of certain KAP 140 autopilot computer systems. The new AD (2004-15-19) results from the FAA omitting four affected Honeywell KAP 140 autopilot computer system part numbers and an affected airplane serial number from the applicability section of AD 2003-24-13. AD 2004-15-19 retains the actions required in AD 2003-24-13, corrects the applicability section, and incorporates a revised installation bulletin issued by Honeywell. It is effective on September 12, 2004.
The New Piper Aircraft PA-46-500TP
Oxygen Generator Covers
Another new AD, 2004-15-19, was adopted by the FAA against certain the New Piper Aircraft, Inc. (Piper) Model PA-46-500TP airplanes. The AD requires a one-time inspection for any protective cover over the percussion caps or silicon tube installed over the end of the trigger mechanism pin of the oxygen generators. Any protective cover or silicon tube found must be removed to prevent failure of the emrgency oxygen system. AD 2004-15-19 is effective on September 13, 2004.
Cessna Model 208 and 208B Airplanes
Still another new AD, 2004-17-01, supersedes AD 2002-22-17, against all Cessna Models 208 and 208B airplanes and AD 2003-21-04, which applies only to certain Cessna Models 208 and 208B airplanes. The newest AD requires you to repetitively inspect the flap bellcranks for cracks and eventually replace these bellcranks. The installation of a newly designed bellcrank to increase the life limits is terminating action for the repetitive inspections. Since the FAA issued ADs 2002-22-17 and 2003-21-04, Cessna has designed a new flap bell crank with a life limit of 40,000 landings instead of 7000 landings. Also, the FAA has done more analysis and examination of cracks and missing/incomplete welds in all of the bell cranks. This failure could lead to damage to the flap system and surrounding structure and result in reduced or loss of control of the airplane. This latest AD is on September 26, 2004.
Most Cessna 100- and 200-Series Airplanes
A Special Airworthiness Information Bulletin (SAIB) informs owners and operators of Cessna models 150, 172, 177, 180, 182, 185, 188, 206, 207, 210 series airplanes equipped with a VR600A voltage regulator (VR) that Cessna has issued Owner Advisory SEB03-3A and Service Bulletin SEB03-3 regarding voltage regulator replacement. Cessna received reports of undetected over-voltage conditions caused by internal failure of the VR installed in a Cessna Model 172N airplane. The airplane had a replacement VR installed, part number (P/N) VR600A, which Electrosystems, Inc., manufactured as an FAA-approved parts manufacturer approval (PMA). The VR is a replacement for Cessna P/N C6611001-0201 and is eligible for installation on Cessna airplanes equipped with a 14-volt system. Installation instructions of the VR600A VR specify to remove the Cessna-installed over-voltage sensor and to modify the aircraft wiring. The VR600A drawing, dated 6/11/97, specifies that the VR600A is a solid-state VR containing internal over-voltage protection. After installation of a VR600A, the regulator is the only over-voltage protection on the airplane. If the regulator fails, the airplane electrical system is no longer protected. Cessna recommends compliance within 12 months or 100 hours, whichever occurs first. Cessna Service Kit SK210-170 is available and replaces voltage regulator P/N VR600A with Electrosystems VR600 voltage regulator. It also specifies reinstalling the over-voltage sensor; and, if the airplane wiring had been modified, install the VR600A voltage regulator and return the wiring to its original configuration.
Another SAIB addresses TCM (formerly Bendix) S20, S200 and S1200 series magnetos and service documents on inspecting the capacitor P/N 10-400615 used in them. In addition to attempting to resolve confusion over the magnetos part numbering system, the SAIB directs attention to TCM P/N 10-400615 capacitors installed in new and rebuilt S20, S200 and S1200 series magnetos. These capacitors were produced between October 1, 2003 and June 18, 2004, and have date codes of 03-44 through 04-17 stamped on them. According to the FAA, the capacitors may have ground stud (also referred to as the P-lead stud) threads that do not meet specification. TCM has issued Critical Service Bulletins CSB 04-5 and CSB 665, both dated June 18, 2004. CSB 04-5 announces the issuance of CSB 665 and requires compliance with CSB 665 on receipt. CSB 665 specifies the inspection criteria to determine if the capacitor, P/N 10-400615, was manufactured correctly or must be replaced.
Autopilot Harness Chafing
The pilot reported the aircrafts flight controls were stiff and very hard to move during a control-movement check prior to departure. The pilot elected to return to the ramp for maintenance. The technician found a wire harness chafing on the throttle mount, causing a short to ground. This caused an uncommanded engagement of the autopilot.Part total time: Unknown
Worn Throttle Stop
The carburetor was sticking at full throttle due to wear of the full-throttle stop. It was actually going past full throttle. The pump lever assembly would turn past the air metering pin and hang up the throttle shaft in wide-open position.Part total time: Unknown
Cracked Propeller Spacer
The propeller spacer was discovered to have cracks emanating from its dowel pin holes. One crack progressed completely through the spacer; the second was 90 percent through. Additionally, the propellers dowel pin holes were elongated and oversized. The propeller was bent severely at one time and improperly repaired with blade angles well out-of-spec, some by as much as one degree. Technician suspects severe vibration from propeller or previous impact damage caused the spacer to crack. Propeller and spacer are scrap.Part total time: Unknown
Flap Track Bolts
Mechanic heard noises when flaps were extended or retracted. Found the upper flap-track hardware was hitting the flap well cutouts. The bolts were installed at the factory facing outboard. The technician reversed installation of the hardware, which resolved the problem.Part total time: Unknown
Engine-driven Fuel Pump
The engine-driven fuel pump produced no metered or unmetered fuel pressure with the engine running. The overhauled fuel pump was recently installed. Installed newly overhauled pump. Ops check good. Probable cause of pump failure is unknown.Part total time: 2.7 hours
Cracked Seat Frame
Pilots seat frame found cracked through at least 270 degrees circumference on both upper tubes at forward connecting brackets. Separation of the seat frame and possible loss of control could result. These discrepancies were found during an interior replacement and seat reupholstery project and are probably not discovered during routine inspections.Part total time: Unknown
Fuselage bulkhead found corroded in area beneath vertical stabilizer front attachment plate and stringer assembly attachment area.Part total time: Unknown
Wing Spar Corrosion
The wing spar was found corroded following removal of fuel tank for structural defect repair. Corrosion was severe enough to have compromised structural integrity.Part total time: Unknown