The following information is derived from the FAAs Service Difficulty Reports and Aviation Maintenance Alerts.
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The FAA is advising operators of Cessna 310s to verify during preflight checks and maintenance inspections that the manual emergency gear extension handle is properly stowed.
Its possible for the handle not to be stowed correctly, which can present a danger in flight. If the handle is not properly seated, operating the primary gear motor may rotate the handle in such a way that it strikes the left engine fuel selector and drives the fuel selector to the off position. At the same time, the unseated handle will prevent the gear from retracting, leaving the pilot with extended landing gear, the inability to raise the gear and the left engine shut down.
Add a check of the emergency extension handle to the pre-takeoff check as well as to the post-shutdown check when leaving the aircraft.
American Champion 8KCAB Decathlon
Fuel Leak
The pilot reported that fuel was leaking from the inverted fuel system header tank.The technician performed a visual inspection of the inverted fuel system header tank fuel distribution lines and discovered six fuel leaks. He stated the fuel leaks occurred from improper flaring of the 3/8-inch aluminum lines.Part total time – 29 hours.
Beech A-36 Bonanza
Landing Gear
The pilot reported the landing gear warning horn was sounding in the cockpit as he taxied the aircraft.During a subsequent takeoff, the landing gear retracted as soon as the aircraft left the ground; however, the landing gear control switch was in the down position. He had difficulty getting the landing gear into the down-and-locked position.Investigation revealed the landing gear control switch was commanding gear retraction even though the switch was in the down position. The technician discovered the cam that actuates the microswitch to raise and lower the landing gear was loose. The cam is held in place with two setscrews that lock the cam to the gear selector handle shaft. He stated that one setscrew was not making contact with the shaft and the other setscrew was only making light contact.A search of the FAA Service Difficulty Reporting System database revealed one additional report on this subject.Part total time – 529 hours.
Beech King Air 200
Cracked Cabin Door
While pressurizing the cabin for a ground leak check, the technician noticed the cabin door would leak at 3 psi – with a target of 6 psi – and appeared to shift within the frame as pressure was applied. The technician adjusted the latching mechanism and got the door to hold 5.2 psi but the door was still shifting. The door was removed and the technician found the upper aft door end channel was cracked for six inches along the row of rivets that connect the hinge to the door.Part total time – 8276 hours.
Cessna 172M
Cracked Pushrod Tube Shroud
When the technician removed the cowling to replace the landing light, he noticed oil around the No. 3 cylinder.Investigation showed the pushrod tube shroud was broken approximately midway along the tube.
Cessna 180K
Bent Rudder Pedals
The aircraft was involved in an accident when the aircraft left the runway to the right despite the pilot applying full left rudder. The CFI was flying from the right seat.Inspection revealed the stowable left rudder pedal would unlock when firm pressure was applied. Further examination showed the bell crank was broken.Part total time – 2067
Cessna T-210M
Engine Air Intake Failure
The pilot reported that the engine turbocharger failed during the takeoff roll.The technician determined the steel strip for the induction alternate air door magnet wedged into the turbocharger inlet blades. All of the leading edges of the turbocharger inlet blades were damaged.The failure may have been due to corrosion between the steel strip and the aluminum attachment rivets. The steel strip separated and was drawn into the turbocharger inlet.Part total time – 3,063 hours.
Cessna 336/337 Skymaster
Asymmetric Flap Extension
This aircraft experienced an asymmetric flap extension as the result of a failed flap cable due to excessive wear at the right hand inboard bellcrank. The wear occurred at the tight radius of the bend and was not be noticeable until the cable was removed.The maintenance manual requires a 100-hour inspection of the flap cable system. It is recommended that maintenance personnel treat this bellcrank and all others in this system as a critical fatigue area as defined in AC 43.13-1B, These areas require a close visual inspection, which can only be accomplished by removing the cable from the bellcrank. Part total time – 2,893 hours.
Commander 114
Landing Gear Collapse
The pilot reported losing control of the aircraft during the landing. The left main landing gear collapsed, and the aircraft came to rest off the left side of the runway.The technician investigated and discovered the left main landing upper side brace had split in half.Part total time – 2,610 hours.
Diamond DA-20-A1
Cracked Canopy
During flight, a segment about 12 inches by 6 inches broke off the canopy and into the cockpit.Examination revealed a previous crack that originated just aft of the port canopy locking handle had been stop-drilled. During the flight, a crack originated from the stop-drill location and propagated to the upper portion of the canopy.There was no evidence the new crack was the result of a bird strike or turbulence.
Piper PA-31-350 Chieftain
Nose Gear Bracket Failure
During an inspection the technician discovered the upper support bracket for the nose landing gear actuator was cracked at the radius of the cutout that provides clearance for the powerpack actuating arm.The submitter suspects the failure occurred as a result of cyclic stress. The FAA, Service Difficulty Reporting System database contains eight additional reports of a cracked nose landing gear actuator attach bracket. The reported failure occurred at an average total time of 17,628 hours.Part total time – 21,714 hours.
Piper PA-31 Navajo
Engine Failure
The pilot was in cruise flight when he experienced a surge in the left engine, then a loss of RPM. He shut down the engine and landed safely.An attempt to restart the engine on the ground failed. Turning the prop by hand revealed no compression. Further investigation found the crankshaft gear bolt sheared and the gear teeth broken off. The engine had suffered a prop strike 400 hours earlier and had been opened for inspection.Part total time – 1,100 hours.
