New Parts, Old Problems

The FAA is encouraging owners and maintainers of Cessna T303, 336, 337 and all legacy, pre-1986 single-engine models to adhere to AD 87-20-03R2. The AD was issued because of pilot/copilot seat slippage due to the latch pin not properly engaging in the seat rail/track. The FAA states, "Compliance with AD 87-20-03R2 should have eliminated accidents and Service Difficulty Reports (SDRs). However, in the past decade we have seen a resurgence in the number of accidents [which] may indicate the inspections of the seat tracks are not being adequately performed or existing problems are not being corrected." The FAA strongly suggests reviewing AD 87-2-03R2. Cessna SEB07-5R1 or MEB07-1R1 covers secondary seat stop installation.

Editorial Staff

Tuesday, December 30, 2008 at 12:00 AM ET

Verified

Key Takeaways:

The FAA notes a resurgence in pilot/copilot seat slippage accidents in multiple Cessna models (T303, 336, 337, pre-1986 single-engine), indicating that AD 87-20-03R2 inspections and corrections are often inadequate.
New flap follow-up cables for the Cessna T210L are consistently reported as operating roughly and intermittently, particularly when subject to required multiple bends, despite manufacturer claims of meeting QC standards for specific bend radii.
Reports detail significant component failures, including a broken distributor/points camshaft in a Slick 4370 magneto and an approximate 70% warranty failure rate for overhauled Kelly Aerospace DOFF10300 alternators within 50 hours due to various defects.

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Multiple Cessna Models

Pilot And Copilot Seat Tracks

The FAA states, “Compliance with AD 87-20-03R2 should have eliminated accidents and Service Difficulty Reports (SDRs). However, in the past decade we have seen a resurgence in the number of accidents [which] may indicate the inspections of the seat tracks are not being adequately performed or existing problems are not being

corrected.”

The FAA strongly suggests reviewing AD 87-2-03R2. Cessna SEB07-5R1 or MEB07-1R1 covers secondary seat stop installation.

Part Total Time: (n/a).

Cessna T210L

Flap Follow-Up Cable

While installing a new flap follow-up cable (p/n 9860058-1), a technician found its operation “very rough and intermittent.” However, Cessna assured the technician the cable was manufactured to original specifications and “must meet a QC standard of operating smoothly with a four-inch radius around a 90-degree bend.”

After installation, the new cables operation was stiff, with catches in its travel, when in a six-to-eight-inch radius bend. Multiple bends are required. Each additional bend compounds roughness, which causes an inability to set limit switches. Cessna could provide no other options or advice, indicating all new cables will perform in this same manner.

Part Total Time: 0.00 hours.

Slick 4370 Magneto

Broken Distributor/Points Camshaft

A technician inspected a Slick 4370 magneto installed on a Lycoming IO-360-C1C and powering a Piper PA-28R-200 sporting a Lycoming IO-360-C1C. The distributor/points camshaft was found broken flush with the upper magneto gear inner race, causing total magneto failure.

Part Total Time: Unknown.

Kelly Aerospace

Overhauled DOFF10300 Alternator

This alternator operated less than 50 hours, then failed. The stud holding the diode plate in the alternator was broken, and the second stud was loose. This has been an ongoing problem; we are a small shop, yet we have had many failures with this product in the past two years. Approximately 70 percent of the overhauls we have installed have gone back under warranty. Problems include loose drive pulleys, loose hardware, short circuits, dead field windings and defective brushes.

Time Since Overhaul: 46.0 hours.