The following information is derived from the FAAs Service Difficulty Reports and Aviation Maintenance Alerts.
Nose Gear Steering Rod-End
A mechanic describes finding the rod-end (p/n 35-820045) loose on the nose gear steering push-pull tube (p/n 35-825044-6). This connecting terminal slides into the tubes end and is mechanically fastened by two 5/32-inch solid rivets clocked at 90 degrees. (The) rivets were not properly driven due to (compression) inside the hollow portion of the tube, instead of (compressing) at the shop head, allowing the rod-end to come loose. Separation would cause loss of nose steering control. I recommend replacement of the solid rivets with four CR3213-5-2 CherryMax Rivets in the original holes.Part Total Time: 7457.0 hours.
Defective New Fuel Tank
A mechanic writes, During installation of a new tank (p/n 0526000-58), it was discovered the bungs for installing the fuel strainer assemblies have been brazed to the tank inversely. The bung that should have been brazed at the aft location was brazed in the forward mount, and the bung that should have brazed in the forward mount was brazed into the aft mount.Part Total Time: 0.0 hours.
Nose Gear Steering Cables
An inspection of this aircraft revealed the r/h nose steering cable (p/n 500000-124) …blended and frayed. This operator states, New Cessna cables (stainless steel) last only a fraction of the time as the old style cables. (This defect) has become a much more common occurrence.Part Total Time: (unknown).
Chafed Engine Mount
A technician writes, During a normal event inspection, the air shield was found chafing against the upper r/h engine mount leg where it passes through the baffle shield (p/n 102403-053) for the plenum assembly.This type of problem has been discovered on other model aircraft, and it is recommended close inspection be given to the area where baffling could be cutting into the engine mount. Both times this (defect) was found, the engine mounts had to be repaired by approved welding methods and authorized repair facilities. (The SDR data base reflects another, very similar chafing discrepancy.)Part Total Time: 747.4 hours.
Main Gear Strut Cracks
(The following is a composite description of three submissions from the same mechanic for two aircraft: a PA600 and a PA601.)The left main landing gear strut bottom collar is …separating from the tube due to insufficient penetration when the part was furnace brazed or silver-soldered together. The working cylinder (p/n 400054-01) collar caused the part to work and crack the boss. (I) recommend inspection of the collar at the bottom of the gear strut for any movement or working between the collar and the strut cylinder assembly. Dye check the collar where the part is machined for clearance on the torque links.Part Total Times: 3968.5 and 4148.0 hours (respectively).