The following information is derived from the FAAs Service Difficulty Reports and Aviation Maintenance Alerts.
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Cessna Model T210M
Alternate Air Door Magnet
The engine alternate air door is held closed with a magnetic latch (P/N 1250938-8). The magnetic latch has two small plates bonded to the magnet that make contact with the alternate air door. One of the steel plates debonded due to age and vibration. The plate was ingested into the turbocharger. The turbo was destroyed causing a total loss of boost and a return landing. Metal from the turbo passed through the induction and oil systems causing major damage. The submitter stated they have found two other T210s with latches ready to fail. Cessna has designed a new latch (P/N C100200) that will not allow any parts to fall into the induction system.Part total time: 2304 hours.
Cessna Model 340
Wing Attach Fitting
The operator found two aircraft with intergranular corrosion on the wing attach fittings. One of the aircraft needed both wing forward fittings replaced. The second aircraft needed the left fitting replaced. Part of the wing root fairing can be removed. The wing root panel that covers the fittings is riveted on; therefore, the panel needs to be lifted/pried up a little to get a good look during inspection. The intergranular corrosion actually lifted a chunk of metal from the fitting. The submitter stated that it appears water is getting trapped in the recess on top of the fittings. This area deserves special emphasis during inspections.Aircraft total time: approximately 5500 hours.
Cessna Model 404
Rear Spar Cap
During an initial inspection, the technician discovered severe intergranular corrosion on the upper and lower rear spar caps. The corrosion was located in the main landing gear wheel wells of both the left and right wings.Part total (estimated) time: 8000 hours.
Learjet Model 24D
Brake Assemblies
The pilot reported the aircraft lost hydraulic pressure after the flaps failed to deploy. The technician found hydraulic fluid flowing from the left hand brake assembly (P/N 9550273C). He removed the brakes and discovered both brake assemblies were cracked. The cracks were in identical locations and radiated from the trunnion blocks towards the outer edges. The submitter stated cracks could be attributed to a possible error in the installation.Part total time: unknown.
Various Tiger Aircraft Models
Skin Panel Delamination
An owner/operator found fuselage skin panel delamination on his AA-5 Traveler at each of the following locations: Left and right sides, in the tail cone area, at interface between lower and side panels; left and right side panels in area of main wing spar carry-through fitting; right side panel below forward edge of aft window; left side panel forward of main wing spar carry-through fitting. Some of the delamination can only be seen from inside the fuselage looking outboard. During the annual inspections and bond-line inspections, the submitter recommended giving extra attention to the fuselage panels for delamination and all other areas. Significant delamination should be reported to your local FSDO as well as to John Rock, Chief Engineer at Tiger Aircraft LLC. Telephone: 304-260-4513.Part total time: unknown.
Teledyne Continental motors IO-470-L
Rocker Arm
During the takeoff roll, the pilot lost power in the left engine. The technician discovered the number five cylinder exhaust valve rocker arm was broken (P/N 652130). He also found damage on the number five push rod and housing and on the hydraulic lifter assembly. The submitter stated the engine was manufactured on July 23, 2001.Part total time: 110.6 hours.
Textron Lycoming IO-540-K1A5
Crankcase
The technician discovered the crankcase was cracked just below the number three cylinder between the bottom cylinder inner holddown studs and rocker drain nipples. The crack was approximately 2.5 inches long. A search of the FAA Service Difficulty Reporting Program data base revealed four additional reports concerning cracked crankcases on the IO-540-K engines.Time since overhaul: 800 hours.
Cessna 100-, 200- and 300-series airplanes
Shoulder Harnesses
New AD 2004-19-01 supersedes existing AD 86-26-04 involving shoulder harnesses, adds additional airplanes and incorporates revised service information. In addition to the steps required under the previous AD, owners must: Inspect the upper shoulder harness adjuster for the presence of a retainer spring; remove the spring if found, and stamp out the -401 identification number. The new AD is effective on November 1, 2004.
