N69RP
Registered owner: CIRRUS DESIGN CORP, MN (owner ≠ operator)
Operators of this aircraft
Who operated this tail, and how firmly we know it.
No operator established for this aircraft.
Accident & incident history
No NTSB accidents or incidents on file for this aircraft.
Maintenance disclosures
Service Difficulty Reports filed with the FAA for this airframe. Filing is largely voluntary — the number of reports is not a measure of reliability. To verify a report, search its control number at the FAA SDRS site.
15 reports on file, 1995-01-19 – 2007-11-13.
Part: CYLINDER HEAD — CRACKED (ENGINE)
CRACKED CYLINDER HEAD BEHIND INJECTOR BETWEEN FIN NR 1, NR 3. DEFECTIVE MFG PROCESS. (K)
Part: CYLINDER HEAD — CRACKED (ENGINE)
CRACKED CYLINDER HEAD BEHIND INJECTOR BETWEEN FIN NR 1, NR 3. DEFECTIVE MFG PROCESS. (K)
Part: CYLINDER HEAD — CRACKED (NR 3)
CRACKED CYLINDER HEAD BEHIND INJECTOR BETWEEN FIN NR 1, NR 3. DEFECTIVE MFG PROCESS. (K)
Part: CYLINDER HEAD — CRACKED (ENGINE)
CRACKED CYL HEAD BEHIND INJECTOR BETWEEN FIN NR 12, NR 3. DEFECTIVE MFG PROCESS. (K)
Part: CYLINDER HEAD — CRACKED (ENGINE)
CRACKED CYLINDER HEAD BEHIND INJECTOR BETWEEN FIN NR 1, NR 3. DEFECTIVE MFG PROCESS. (K)
Part: CYLINDER HEAD — CRACKED (ENGINE)
CRACKED CYLINDER HEAD BEHIND INJECTOR BETWEEN FIN NR 1, NR 3. DEFECTIVE MFG PROCESS. (K)
Part: CYLINDER — CRACKED (6TH)
NR 6 CYLINDER WAS NEW, REV 3, E SERIES, CRACKED BETWEEN FINS 1-3 BEHIND FUEL INJECTOR. THIS IS 6TH REV 3, E SERIES TO CRACK IN THE SAME LOCATION. (K)
Part: CYLINDER — CRACKED (NR 6)
NR 6 CYLINDER WAS NEW ECI REV 3 E SERIES CRACKED BETWEEN FINS 1-3 BEHIND FUEL INJECTOR. THIS IS 6TH ECI REV 3 E SERIES TO CARCK IN THE SAME LOCATION. (K)
Part: CYLINDER HEAD — CRACKED (NR 6 CYLINDER)
NR 6 CYLINDER WAS NEW ECI, REV 3, E SERIES, CRACKED BETWEEN FINS 1-3 BEHIND FUEL INJECTOR. THIS IS 6TH ECI, REV 3, E SERIES, TO CRACK IN THE SAME LOCATION. (K)
Earlier reports · 1995–2003 · 6 reports
2003
Part: CAMSHAFT — BROKEN (ENGINE)
AIRCRAFT WAS ENROUTE, PIC NOTICED THE AIRCRAFT YAWING WAY TO THE RIGHT. THERE WAS NOT ANY LOSS OF OIL OR FUEL PRESSURE NOR ANY VIBRATION. THE PILOT SHUT THE ENGINE DOWN AND LANDED. THE OIL PAN WAS REMOVED AND FOUND THE CAMSHAFT WAS BROKEN. HAVE NO IDEA WHAT CAUSED THE FAILURE. (SW05200403504)
2001
Part: CRANKCASE — CRACKED (ENGINE)
HALF CIRCLE CRACKED AT NR 6 CYLINDER PAD. CRACK RUNS FROM UPPER PART OF CRANKCASE FROM CYLINDER BASE STUD AT 2 OCLOCK POSITION TO CYLINDER BASE STUD AT 10 OCLOCK POSITION. WITH SEVERAL CRACK RADIATING FROM THE HALF CIRCLE CAUSING A SMALL TRIANGULAR PIECE TO FALL OUT. THERE WAS NO OTHER DAMAGE TO ENGINE. CRANKCASE WILL NOT BE REPAIRABLE.
Part: COUNTERWEIGHT — SEPARATED (PROPELLER)
COUNTERWEIGHT DEPARTED LEFT PROP ON TAKEOFF ROLL. SPINNER AND BACKING PLATE WERE DESTROYED. PROP HUB WAS CRACKED IN TWO PLACES. NO OTHER DAMAGE TO AIRCRAFT OR ENGINE. ROTOR COUNTERWEIGHT WAS NOT FOUND.
1995
Part: FLAP — FAILED (RT ACT ATTACH)
UPON EXITING THE AIRCRAFT, THE WEIGHT OF THE PILOT STANDING ON THE RT FLAP, TORE THE ACTUATOR ATTACH BRACKET, RIPPED THE SKIN AND PULLED THE RIB ATTACHMENT OUT OF THE FLAP. THIS CONDITION ALLOWED THE FLAP TO GO TO THE EXTENDED POSTION. IN-FLIGHT, AN UNNOTICED CRACK IN THE AREA COULD RESULT IN FLAP RETRACTION UNDER THE EXTREME AIR LOADS IN THIS AREA. SUSPECT CAUSE, OVER-STRESS OF ACTUATOR ATTACH AREA. WEAK AREA. PREVENTION, MODIFY, BEEF-UP, MORE FREQUENT INSPECTIONS.
Part: OIL PAN — CRACKED (UNDER 2-4 CYLS)
DURING FLIGHT, PILOT NOTICED OIL STREAMING FROM RT COWLING. INSPECTION BY MAINTENANCE PERSONNEL REVEALED A 2 INCH CRACK IN THE OIL PAN AT LOWER RADIUS. SUSPECT FATIGUE, POOR STAMPING, DURING MANUFACTURING.
Part: CYLINDER — CRACKED (EXHAUST PORT)
DURING A 200-HOUR INSPECTION ALL CYLINDERS OF LT ENGINE PASSED A DIFFERENTIAL COMPRESSION TEST. CLOSER INSPECTION OF CLYLINDER ASSYS REVEALED CRACKS BETWEEN COOLING FINS OF SEVERAL CYLINDERS IN THE EXHAUST PORT AREA. NOTE: CRACKS ORIGINATING IN THIS AREA ARE NOT CHECKED DURING COMPRESSION TEST AND WILL LEAD TO CYLINDER HEAD SEPARATION IN 100 HOURS OR LESS. SUSPECT FATIGUE/SHOCK COOLING.