Aviation Alerts

PLEASE NOTE: The Cessna Flyer Association posts Airworthiness Directives, Alerts and Service Bulletins as a courtesy for our members and for information only. This listing in not complete and should not be used as the official source of this information. It is up to you to do proper research on what ADs and SBs are appropriate for your aircraft. You are encouraged to contact your licensed A&P mechanic and to reference the official FAA website for correct information. http://www.faa.gov/aircraft/safety/alerts/

FAA-2006-24785 Lycoming Engines Reciprocating Engines

We are superseding an existing airworthiness directive (AD) for certain Lycoming Engines (L)O-360, (L)IO-360, AEIO-360, O-540, IO-540, AEIO-540, (L)TIO-540, IO-580, and IO-720 series reciprocating engines.

That AD currently requires replacing certain crankshafts in the affected engines.

This AD continues to require replacing certain crankshafts, corrects the start date of affected engine models in Lycoming Mandatory Service Bulletin (MSB) No. 569A to the start date in Supplement No. 1 to Lycoming MSB No. 569A, dated May 27, 2009, and includes additional (formerly experimental) IO-390, AEIO-390, and AEIO-580 series engine models having affected crankshafts.

This AD was prompted by Lycoming Engines discovering that the start date of affected engine models in MSB No. 569A is incorrect and the need to include additional engine models having the affected crankshafts.

We are issuing this AD to prevent failure of the crankshaft, which will result in total engine power loss, in-flight engine failure, and possible loss of the aircraft.

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FAA-2011-0139 B/E Aerospace, Continuous Flow Passenger Oxygen Mask Assembly

We are adopting a new airworthiness directive (AD) for the products listed above, except for those that are currently affected by similar action through any of five ADs applicable to Boeing products. This AD requires an inspection/records check to determine the manufacturer and part number of the oxygen mask assemblies installed, an inspection to determine the manufacturing date and modification status if certain oxygen mask assemblies are installed, and corrective action for certain oxygen mask assemblies. This AD was prompted by a report that several oxygen mask assemblies with broken in-line flow indicators were found following a mask deployment. We are issuing this AD to prevent the in-line flow indicators of the oxygen mask assembly from fracturing and separating, which could inhibit oxygen flow to the masks. This condition could consequently result in occupants developing hypoxia following a depressurization event.

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FAA-2011-0126 Lycoming Engines and Teledyne Continental Motors (TCM) Turbocharged Reciprocating Engines

We are adopting a new airworthiness directive (AD) for the products listed above. This AD requires inspecting certain Lycoming and TCM reciprocating engines with certain Hartzell Engine Technologies, LLC (HET) turbochargers installed, and disassembly and cleaning of the turbocharger center housing and rotating assembly (CHRA) cavities of affected turbochargers. This AD was prompted by a turbocharger failure due to machining debris left in the cavities of the CHRA during manufacture. We are issuing this AD to prevent seizure of the turbocharger turbine, which could result in damage to the engine, and smoke in the airplane cabin.

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FAA-2010-0820 Thielert Aircraft Engines GmbH Models TAE 125-01, TAE 125-02-99, and TAE 125-02-114 Reciprocating Engines

We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: Service experience has shown that a case of FADEC channel B manifold air pressure (MAP) sensor hose permeability is not always recognized as fault by the FADEC. The MAP value measured by the sensor may be lower than the actual pressure value in the engine manifold, and limits the amount of fuel injected into the combustion chamber and thus the available power of the engine. A change in FADEC software version 2.91 will change the logic in failure detection and in switching to channel B (no automatic switch to channel B if MAP difference between channel A and B is detected and lower MAP is at channel B). In addition, previous software versions allow–under certain conditions and on DA 42 aircraft only–the initiation of a FADEC self test during flight that causes an engine in-flight shutdown. We are issuing this AD to prevent engine in-flight shutdown or power loss, possibly resulting in reduced control of the airplane.

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FAA-2011-0157 Chemical oxygen generators in the lavatory

This document publishes in the Federal Register an amendment adopting airworthiness directive (AD) 2011-04-09 that was sent previously by individual notices to the known U.S. owners and operators of affected airplanes identified above.

This AD requires modifying the chemical oxygen generators in the lavatory.

This AD was prompted by reports that the current design of these oxygen generators presents a hazard that could jeopardize flight safety.

We are issuing this AD to eliminate this hazard.

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FAA-2005-22690 McCauley Propeller Systems Five-Blade Propeller Assemblies

We are superseding an existing airworthiness directive (AD) for the products listed above. That AD currently requires removing certain propeller hubs from service at new, reduced life limits and eddy current inspections (ECIs) of the propeller hub. This new AD requires removing certain propeller hubs from service before they exceed 6,000 hours time-since-new (TSN). This AD was prompted by a report of a crack in a propeller hub. We are issuing this AD to prevent cracked propeller hubs, which could cause failure of the propeller hub, blade separation, and loss of control of the airplane.

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FAA-2010-0683 Thielert Aircraft Engines GmbH (TAE) Models TAE 125-01 and TAE 125-02-99 Reciprocating Engines

We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as:

In-flight shutdown incidents have been reported on airplanes equipped with TAE 125 engines. Preliminary investigations showed that it was mainly the result of nonconforming disc springs (improper heat treatment) used in a certain production batch of the clutch.

We are issuing this AD to prevent engine in-flight shutdown leading to loss of control of the airplane.

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FAA-2010-0308 Thielert Aircraft Engines GmbH Model TAE 125-01 Reciprocating Engines

We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as:

Service has shown that the small outlet of the blow-by oil separators, part number 02-7250-18100R1; 02-7250-18100R2; 02-7250-18100R3; 02-7250-18100R4; 02-7250-18300R1; 02-7250-18300R2; 02-7250-18300R3; 02-7250-18300R4; or 02-7250-18300R5, may cause a blow-by gas pressure increase inside the crankcase of the engine in excess of the oil seal design pressure limits. Leaking engine oil may adversely affect the gearbox clutch or the engine lubrication system. This condition, if not corrected, could lead to in-flight cases of engine power loss or ultimately, shutdown.

We are issuing this AD to prevent loss of engine power or uncommanded engine shutdown during flight due to excessive crankcase blow-by gas pressure.

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FAA-2007-29176 McCauley Propeller Systems Model 4HFR34C653/L106FA Propellers

The FAA is adopting a new airworthiness directive (AD) for McCauley Propeller Systems model 4HFR34C653/L106FA propellers. This AD requires a onetime fluorescent penetrant inspection (FPI) and eddy current inspection (ECI) of the propeller hub for cracks. This AD results from reports of 10 hubs found cracked during propeller overhaul. We are issuing this AD to prevent failure of the propeller hub, which could cause blade separation, damage to the airplane, and loss of control of the airplane.

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FAA-2009-0201 Correction: Thielert Aircraft Engines GmbH (TAE) Models TAE 125-01 and TAE 125-02-99 Reciprocating Engines Installed

The FAA is correcting airworthiness directive (AD) 2010-11-09, which published in the Federal Register. That AD applies to TAE models TAE 125-01 and TAE 125-02-99 reciprocating engines, installed in, but not limited to, Diamond Aircraft Industries model DA 42 airplanes. The part number for engine model TAE 125-01 is missing a digit in paragraph (c) and in paragraph (e)(3). This document corrects those part numbers. In all other respects, the original document remains the same.

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FAA-2009-0201 Thielert Aircraft Engines GmbH (TAE) Models TAE 125-01 and TAE 125-02-99 Reciprocating Engines Installed

We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as:

Engine in-flight shutdown incidents have been reported on Diamond Aircraft Industries DA 42 airplanes equipped with TAE 125 engines. The investigations showed that it was mainly the result of failure of the Proportional Pressure Reducing Valve (PPRV) (also known as Propeller Control Valve) due to high vibrations. This condition, if not corrected, could lead to further cases of engine in-flight shutdown, possibly resulting in reduced control of the aircraft.

Since the release of European Aviation Safety Agency (EASA) AD 2008-0145, the engine gearbox has been identified as the primary source of vibrations for the PPRV, and it has also been determined that failure of the electrical connection to the PPRV could have contributed to some power loss events or in-flight shutdowns.

We are issuing this AD to prevent engine in-flight shutdown, possibly resulting in reduced control of the aircraft.

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FAA-2010-0272 AVOX Systems and B/E Aerospace oxygen cylinders

We are adopting a new airworthiness directive (AD) for certain AVOX Systems and B/E Aerospace oxygen cylinders, as installed on various 14 CFR part 23 or CAR 3 airplanes. This AD requires you to inspect for and remove substandard oxygen cylinders from the airplane. This AD was prompted by the reported rupture of a high-pressure gaseous oxygen cylinder, which had insufficient strength characteristics due to improper heat treatment. We are issuing this AD to prevent an oxygen cylinder from rupturing, which, depending on the location, could result in structural damage and rapid decompression of the airplane, damage to adjacent essential flight equipment, deprivation of the necessary oxygen supply for the flightcrew, and injury to cabin occupants or other support personnel.

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FAA-2009-1156 Teledyne Continental Motors (TCM) 240, 346, 360, 470, 520, and 550 Series and Rolls-Royce Motors, Ltd. (R-RM) IO-240-A Reciprocating Engines

The FAA is superseding an existing emergency airworthiness directive (AD) 2009-24-52 that was sent previously to all known U.S. owners and operators of TCM 240, 360, 470, 520, and 550 series reciprocating engines. That AD requires before further flight, replacing certain part number (P/N) hydraulic lifters. This AD results from TCM reporting another occurrence of rapid wear on the face of hydraulic lifters, P/Ns 657913, 657915, and 657916, and from the need to expand the applicability of this AD to include the TCM 346 series reciprocating engines and the R-RM IO-240-A reciprocating engines. We are issuing this AD to prevent excessive hydraulic lifter wear, which can result in loss of engine power and loss of control of the airplane.

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SAIB: CE-11-08 Actual fuel quantity in the aircraft

This Special Airworthiness Information Bulletin (SAIB) alerts you, owners, or operators of Cessna Aircraft Company Models 206 and 207 Aircraft that have installed auxiliary fuel tank bladders in accordance with Sierra Industries, Ltd. Supplemental Type Certificates (STC) SA3634SW or SA3853SW, of a potential airworthiness concern where operators may not be aware of the actual fuel quantity in the aircraft. This may be caused by not allowing enough time to let the fuel to settle through the bladders following the refueling process.

At this time, the Federal Aviation Administration (FAA) has determined that this airworthiness concern is not an unsafe condition that would warrant airworthiness directive action under Title 14 of the Code of Federal Regulations (14 CFR) part 39.

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SAIB: CE-11-36 Cessna 172S Frayed Aileron Cables

This Special Airworthiness Information Bulletin advises owners, operators, and maintenance personnel of an airworthiness concern, specifically the possibility of frayed aileron cables on Cessna Model 172S airplanes.

At this time, this airworthiness concern is not considered an unsafe condition that would warrant an airworthiness directive action under Title 14 of the Code of Federal Regulations (14 CFR), part 39.

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SAIB: CE-11-29 Flight Control System

This Special Airworthiness Information Bulletin (SAIB) informs registered owners/operators of Cessna Aircraft Company (Cessna) 414A and 421C aircraft with S-TEC Corporation (S-TEC) Supplemental Type Certificate (STC) SA08996AC-D (system 55/55X) with optional Trim installed, Cessna 414A and 421C aircraft with S-TEC STC SA7787SW-D (system 65) with optional Trim installed, and Cessna 414A and 421C aircraft with S-TEC STC SA7790SW-D (system 60) with optional Trim installed, of an airworthiness concern.

Specifically, this SAIB provides guidance on procedures for inspection of the rudder trim tab blocks which were relocated during the installation of the STC. This SAIB also provides guidance on inspecting phenolic blocks for wear along the flight control system.

At this time, this airworthiness concern has not been determined to be an unsafe condition that would warrant airworthiness directive (AD) action under Title 14 of the Code of Federal Regulations (14 CFR) part 39.

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SAIB: CE-10-48 Cessna Model 402C Addition to Aicraft Maintenance Manual

This Special Airworthiness Information Bulletin informs owners, operators, and maintenance personnel of Cessna Model 402C airplanes of caution statements that will be added to the aircraft maintenance manual. These caution statements address making sure the correct washers are tagged during removal to ensure proper location at reinstallation and to make sure the same washers are properly located under the bolt head and nut when re-connecting the torque links.

At this time, the airworthiness concern is not an unsafe condition that would warrant Airworthiness Directive (AD) action under Title 14 of the Code of Federal Regulations (14 CFR) part 39.

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SAIB: CE-10-44 Cessna Model 402C “HYD PRESS” indication

Six minutes after takeoff from a busy airport, a pilot reported smoke in the cockpit and declared an emergency. The aircraft landed without incident and all passengers and crew deplaned successfully. Maintenance determined that the hydraulic pressure did not relieve due to the nose gear not fully retracting. The nose strut did not extend completely, which prevented the nose gear from going in the up and locked position. This caused the hydraulic system to remain pressurized, which caused the fluid to heat up enough to melt the hydraulic reservoir sight tube. The hot hydraulic fluid then spilled out into the nose baggage compartment, releasing fumes into the cockpit and causing the perceived smoke.

The Model 402C uses a hydraulically actuated landing gear system. When the landing gear is locked Up or Down, the hydraulic fluid is continually circulated through the system by the engine driven hydraulic pumps at a nominal pressure up to 50 psi. When the gear is selected from one position to another, the pressure varies but can reach as high as 1750 psi. When the system is pressurized above 150-175 psi, a pressure switch in the system activates an annunciator light (“HYD PRESS”). This light indicates that hydraulic pressure is flowing to the landing gear system. Any time the landing gear is in transit, the HYD PRESS annunciator should be illuminated.

Although we were unable to verify this, the HYD PRESS light in the above incident should have been illuminated starting at the time when the pilot selected gear Up, and should have remained illuminated for an extended time because the nose gear did not fully retract.

Cessna has since released temporary revisions (TRs) to the pilots operating handbook (POH) for this aircraft with the following information:

1.    To make it easier for pilots to find the correct procedures, the procedures for “Hyd Pressure Light Illuminated After Gear Cycle” were moved from Landing Gear Emergency Procedures to Hydraulic System Emergency Procedures (this new section was created by the TR).

2.    A Caution statement was added to the Amplified Procedures to emphasize that if the hydraulic system remains pressurized for an extended period of time, the sight tube could rupture. (Previously, the POH stated without a Caution statement that damage to the system was possible).

3.    The Emergency Procedures, both the Abbreviated and the Amplified procedures, for “Hyd Pressure Light Illuminated After Gear Cycle” were enclosed in a box, making them immediate action items that are to be committed to the pilot’s memory. This point is especially important because this issue is most likely to occur shortly after takeoff, when the pilot is busy. If this were to occur, the pilot should not have to look through the POH in an attempt to find the correct procedure to address the indication; the pilot should already understand the issue and know how to resolve it.

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SAIB: CE-10-40R1 Revision from SAIB CE-10-40

This SAIB revises SAIB CE-10-40, dated July 27, 2010 as a result of comments received from an organization and other airworthiness authorities. It adds to the list of models potentially affected.

Recent safety information on Cessna 150, 170, and 172 series airplanes caused us to re-examine our efforts on preventing accidents and incidents due to water contaminated fuel. Water may enter the fuel tank system via any penetration in the wing fuel tank. Water in the fuel may come out of solution, settle and make its way to a drain location in the form of a blob, pea, or BB-shaped translucent mass found at the bottom of the sampler cup. Water suspended in the fuel may lead to a cloudy or hazy appearance in the sampler cup. Water may have dissolved in the fuel, but the conditions have not yet occurred to cause the water to come out of solution and perhaps adhere to the dry tank upper surface or walls (similar to condensation). Understanding this, all pilots, owners, operators, maintenance, and service personnel of these type airplanes should assume some water exists in the fuel tank system on the airplane.

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