KALININ AVIATION, LLC

Operated by Kalinin Aviation, LLC (per NTSB report)

ON ENGINE 100 HOUR IT WAS FOUND THAT 4 OF THE 6 CYLINDERS WERE CRACKED. ALL WERE EMANATING FROM THE UPPER SPARK PLUG HOLE TO THE FUEL NOZZLE HOLE

DURING A ROUTINE 100 HOUR INSPECTION, THE OIL COOLER FORWARD DIAGONAL SUPPORT BAR WAS FOUND BROKEN IN TWO, WITH THE LOWER HALF LYING ON THE ENGINE BAFFLING. UPON REMOVAL OF THE COOLER, 2 OTHER CRACKS WERE FOUND NEAR THE MOUNTING BOLT HOLES. THE COOLER WAS REPLACED WITH NEW.

DURING A ROUTINE ANNUAL INSPECTION, THE RUDDER TORQUE TUBE WAS FOUND TO HAVE CORROSION ON MULTIPLE AREAS INSIDE THE RUDDER. RUDDER TORQUE TUBE CORROSION IS ADDRESSED IN CAB06-2, BUT THERE ARE 2 PROBLEMS WITH THAT CAB. FIRST, THERE IS NO INSTRUCTION IN THE CAB (OR IN THE CURRENT REVISION OF THE CESSNA MAINTENANCE MANUAL) TO DO REPEATING INSPECTIONS ON THE RUDDER TORQUE TUBE ESPECIALLY UP INSIDE THE RUDDER THROUGH THE ACCESS HOLE ADDED BY CAB06-2, JUST A ONE-TIME MODIFICATION, INSPECTION, AND IF NECESSARY REPLACEMENT OF THE RUDDER TORQUE TUBE. SECOND, THIS AIRCRAFT IS OUTSIDE OF THE APPLICABILITY RANGE OF CAB06-2. THE AIRCRAFT IS OPERATED ON FLOATS FROM SALT WATER. SUGGEST THAT THE MANUFACTURER'S MAINTENANCE MANUAL INCORPORATE A RECURRING INSPECTION AND APPLICATION OF CORROSION-PREVENTION COMPOUND TO THE RUDDER TORQUE TUBE AT LEAST FOR AIRCRAFT OPERATED ON FLOATS.

DURING ROUTINE INSPECTION, THE LEFT ELEVATOR TRIM ACTUATOR WAS FOUND TO HAVE MULTIPLE PARTS CORRODED BEYOND LIMITS. THE ACTUATOR HAD APPROXIMATELY 800 HOURS AND 12 MONTHS SINCE LAST DISASSEMBLY, INSPECTION, AND LUBRICATION.

ROUTINE SOAP SAMPLE WAS FLAGGED FOR M50 STEEL (BEARING MATERIAL) IN FILTER. ENGINE WAS REMOVED AND SENT TO A REPAIR STATION, WHERE IT WAS FOUND THAT THE COMPRESSOR BEARING WAS FAILING. THE ENGINE WAS REPAIRED AND REINSTALLED AND THE AIRCRAFT RETURNED TO SERVICE.

DURING A ROUTINE ANNUAL INSPECTION, AN ONGOING OIL LEAK WAS TRACED TO A CRACK IN THE RIGHT HALF OF THE CRANKCASE BETWEEN THE NR 5 CYLINDER AND THE ALTERNATOR MOUNTING BOSS. THE ENGINE WAS REPLACED.

THE PILOT OF THE FLOAT-EQUIPPED ACFT DEPARTED ON A VFR CROSS COUNTRY FLIGHT. AS THE REAR TANK APPROACHED EMPTY, MOVED THE FUEL SELECTOR TO THE FRONT TANK POSITION. APPROXIMATELY 5 MINUTES LATER, THE FUEL PRESSURE LOW LIGHT ILLUMINATED, THE ENGINE LOST POWER, AND THE FUEL PRESSURE GAUGE DROPPED OUT OF THE GREEN ARC. THE PILOT ATTEMPTED TO SWITCH TANKS AGAIN BUT THE FUEL SELECTOR DID NOT FEEL RIGHT AND THERE WAS NO CHANGE IN FUEL PRESSURE. HE EXECUTED A POWEROFF LANDING ON THE WATER. CLOSER EXAMINATION REVEALED THAT THE FUEL SELECTOR CONTROL ASSY C2CE781A HAD BROKEN IN THE SHAFT C2CE780 AT 1 OF THE RIVETS SECURING THE HANDLE C2CE481 TO THE SHAFT, PREVENTING THE SELECTOR HANDLE FROM MOVING THE VALVE. THE CONTROL ASSEMBLY WAS REPLACED WITH SERVICEABLE. THE TIME ON THE CONTROL ASSY COULD NOT BE DETERMINED AND OUR INVESTIGATION IS ONGOING.

DURING ROUTINE MX, THE RT OTBD AILERON HINGE BRACKET, PN 1220052-18, WAS FOUND TO BE CRACKED THROUGH THE BEND RADIUS OF THE LOWER INBD FLANGE. THE PART WAS REPLACED WITH NEW. THIS IS THE 2ND HINGE BRACKET WE HAVE FOUND CRACKED ON THIS ACFT & THE 4TH IN OUR FLEET. BELIEVE THAT IN THIS CASE THAT THE CRACKING IS A RESULT OF SIMPLE FATIGUE DUE TO THE HIGH NR OF HOURS, EXTENSIVE LOW LEVEL OPERATION & HIGH CYCLES PER HOUR. WE HAVE INSTITUTED A REPEATING DETAILED VISUAL INSPECTION OF ALL AILERON HINGE BRACKETS ON OUR 206 & 207 FLEET FOR ACFT OVER 10000 HOURS TOTAL TIME.

PILOT REPORTED ENG DIED WHEN IGNITION SWITCH MOVED TO LT POSITION. TROUBLESHOOTING REVEALED LT MAGNETO INOPERATIVE. REPLACED LT MAGNETO WITH SERVICEABLE, ALL CHECKED SATISFACTORY. PRELIMINARY INSPECTION SHOWED LT MAGNETO POINTS NOT OPENING, POSSIBLY DUE TO EXCESSIVE CAM FOLLOWER WEAR. THE MAGNETO ONLY HAD 107.6 HOURS SINCE 500 HOUR INSPECTION.

THE ACFT WAS WRITTEN UP & INVESTIGATED MULTIPLE TIMES DUE TO FUEL SMELL IN THE CABIN. AFTER SEVERAL ATTEMPTS TO FIX THE PROBLEM, PROCESS OF ELIMINATION LED TO THE RT WING TANK LEAKING. BECAUSE THE ACFT HAD A FIBERGLASS TANK INSTALLED, THE WING & BUTT RIB HAD TO BE REMOVED TO VERIFY THIS. ON REMOVAL OF THE TANK, 3 AREAS WERE FOUND WITH EVIDENCE OF SUBSTANTIAL LEAKAGE & 3 OR 4 OTHER SMALL SEEPS. BECAUSE OF THE DIFFICULTIES INVOLVED WITH INSPECTING & ACCESSING THE FIBERGLASS TANK FOR REPAIR, IT WILL BE REPLACED WITH THE OEM STYLE FUEL BLADDERS. SUSPECT LEAKS WERE DUE TO THE AGE OF THE TANK & OR POOR QUALITY CONTROL FROM THE MFG LEADING TO POROUS SPOTS IN THE RESIN, BECAUSE THERE WAS NO VISIBLE INDICATION OF CRACKS AT THE LEAK LOCATIONS.

DUE TO LEAKAGE OF THE RT WING TANK, THE LT WING WAS REMOVED TO ACCESS & INSPECT IT'S FIBERGLASS TANK. ON TANK REMOVAL, IT WAS FOUND TO HAVE ONE LOCATION OF APPARENT CRACKING & LEAKAGE. DUE TO THE DIFFICULTIES INVOLVED IN ACCESSING THESE TANKS FOR INSPECTION OR REPAIR, THIS TANK WILL BE REPLACED WITH AN OEM STYLE FUEL BLADDER.

DURING A ROUTINE ELT INSPECTION IAW 14 CFR 91.207, THE G SWITCH WAS FOUND TO BE INOPERATIVE. THIS IS A RECURRING PROBLEM WITH THESE BEACONS.

DURING A ROUTINE ELT INSPECTION IAW 14 CFR 91.207, THE ELT G SWITCH WAS FOUND TO BE INOPERATIVE. THIS IS A RECURRING PROBLEM WITH THESE BEACONS.

DURING A ROUTINE ELT INSPECTION IAW 14 CFR 91.207, THE ELT G SWITCH WAS FOUND TO BE INTERMITTENT. THIS IS A RECURRING PROBLEM WITH THESE UNITS.

PILOT REPORTED ENG OIL DOWN BELLY OF ACFT. FIRST TROUBLESHOOTING WAS TIGHTENING AN OIL FLEX HOSE THAT WAS SLIGHTLY LOOSE, NO CHANGE. FURTHER INSPECTION REVEALED OIL LEAKING AT BASE OF PROPELLER GOVERNOR. GOVERNOR WAS REMOVED & GOVERNOR BASE GASKET CHANGED, STILL LEAKING OIL. FINALLY A THOROUGH CLEANING & INSPECTION WITH A BLACK LIGHT REVEALED THAT THE GOVERNOR ITSELF WAS LEAKING. THE GOVERNOR WAS REPLACED WITH AN OVERHAULED UNIT WITH NO FURTHER LEAKAGE NOTED.

DURING A PREFLIGHT RUN UP, THE GOVERNOR WOULD NOT CYCLE THE PROPELLER EVEN WHEN LT IN THE LOW RPM POSITION FOR 10+ SECONDS. THE PROPELLER GOVERNOR WAS REPLACED WITH SERVICEABLE & OPERATIONS WERE NORMAL. THE GOVERNOR ONLY HAD 29.5 HOURS SINCE OVERHAUL & THE REPAIR STATION WAS UNABLE TO DUPLICATE THE ISSUE WHEN THE GOVERNOR WAS RETURNED TO THEM. SUSPECT INTERMITTENT TEMP RELATED PROBLEM WITH GOVERNOR.

DURING A ROUTINE ELT INSPECTION IAW 14 CFR 91.207, THE ELT G SWITCH WAS FOUND TO BE NON-FUNCTIONAL. THIS IS A RECURRING PROBLEM WITH THESE BEACONS.

NEITHER GPS WOULD ACQUIRE POSITION. TROUBLESHOOTING REVEALED THAT THE NR 2 GPS ANTENNA WAS FAILED & RADIATING ON GPS FREQUENCY, CAUSING INTERFERENCE FOR NR 1 GPS. IT IS APPARENT THAT THIS ANTENNA FAILURE MODE IS NOT UNCOMMON. CONSIDERING THAT THE EFFECTED GPS UNITS ARE CERTIFIED AS SOLE MEANS OF NAVIGATION, A KNOWN PROBLEM OF THIS TYPE IS VERY CONCERNING. THE NR 2 GPS ANTENNA WAS REPLACED WITH NEW WITH NO ABNORMALITIES NOTED.

WHILE PERFORMING A ROUTINE OIL & FILTER CHANGE, MECHANIC SAW LARGE AMOUNTS OF LEAKED OIL & A CRANKCASE THROUGH BOLT NUT IN THE COWLING. FURTHER INVESTIGATION REVEALED THAT THE LOWER FWD THROUGH BOLT HAD BROKEN AT THE NR 6 CYLINDER. UPON REMOVING THE REMAINS OF THE THROUGH BOLT, IT WAS FOUND TO BE QUITE RUSTED AT THE NR 6 CYLINDER END & RUST PITTING WAS OBSERVED WHERE THE CRACK HAD STARTED. THE UPPER THROUGH BOLT SHOWED NO SIGNS OF SIMILAR CORROSION. ACCORDING TO THE LOGBOOKS, BOTH THROUGH BOLTS HAD BEEN REPLACED WITH NEW PARTS AT THE LAST OVERHAUL 8 YEARS AGO. BOTH THROUGH BOLTS WERE REPLACED WITH NEW PARTS & THE ACFT WAS RETURNED TO SERVICE.

DURING A ROUTINE 100 HOUR INSPECTION, A COMPANY MECHANIC FOUND THE CANTED BULKHEAD, PN 2612060-5, CRACKED AT THE CUT OUT FOR THE ELEVATOR PUSHROD. THE BULKHEAD WAS REPAIRED IAW THE APPLICABLE PORTIONS OF THE MANUFACTURER'S STRUCTURAL REPAIR MANUAL. POSSIBLE CONTRIBUTING FACTORS INCLUDE THE AIRCRAFT'S HIGH TOTAL TIME & HIGH CYCLES, AS WELL AS 2 INCIDENTS OF TAIL DAMAGE, A TAIL CONE STRIKE DURING LOADING & A HORIZONTAL STABILIZER STRIKE DURING ACFT REPOSITIONING UNDER TOW.

DURING ROUTINE MX, THE RT INBD AILERON HINGE, PN 1220053-12, WAS FOUND TO BE CRACKED IN THE VERTICAL WEB OF THE OTBD BRACKET THAT ATTACHES THE HINGE ASSEMBLY TO THE AFT WING SPAR. THE AILERON HINGE BRACKET WAS REPLACED WITH NEW. THE ACFT HAS HIGH TOTAL TIME & THOUGH CYCLES ARE NOT TRACKED, THIS ACFT HAS A HIGH NR OF CYCLES IAW FLIGHT HOUR, IS OPERATED SEASONALLY ON FLOATS & HAS FREQUENT TURBULENCE ENCOUNTERS. THIS ACFT IS ALSO EQUIPPED WITH A STOL KIT THAT INVOLVES DROOPING THE AILERONS WITH THE FLAPS & SUSPECT THAT THIS INCREASES THE STRESSES ON THE AILERON HINGE POINTS. AS THIS IS ONE OF SEVERAL SIMILAR BRACKETS THAT HAVE BEEN FOUND CRACKED ON OUR FLEET, CONDUCT A VISUAL & TACTILE INSPECTION OF THE INTEGRITY OF THE AILERON HINGE BRACKETS ON THESE ACFT AT REGULAR INTERVALS.

DURING A ROUTINE 100 HOUR INSPECTION, THE LT OTBD AILERON HINGE PN 1220052-17 WAS FOUND TO BE CRACKED IN THE VERTICAL WEB OF THE OTBD BRACKET THAT ATTACHES THE HINGE ASSEMBLY TO THE AFT WING SPAR. FURTHERMORE, UPON REMOVAL OF THE HINGE BRACKET ASSEMBLY THE AFT WING SPAR CHANNEL PN 1222106-13 WAS FOUND TO BE CRACKED ADJACENT TO ONE OF THE AILERON HINGE ASSEMBLY ATTACHING RIVETS. BOTH THE WING SPAR CHANNEL & THE AILERON HINGE BRACKET WERE REPLACED WITH NEW PARTS. THE ACFT HAS HIGH TOTAL TIME & THOUGH CYCLES ARE NOT TRACKED, THIS OPERATION HAS A HIGH NR OF CYCLES PER FLIGHT HOUR AS WELL AS FREQUENT TURBULENCE ENCOUNTERS. ALSO THE TWO RIVETS THAT ATTACH THE LOWER FLANGE OF THE AILERON HINGE BRACKET TO THE LOWER FLANGE OF THE SPAR CHANNEL HAD EVIDENTLY BEEN LOOSE FOR QUITE SOME TIME. I SUSPECT THAT THIS LOOSENESS CONTRIBUTED TO THE CRACKS IN THE BRACKET & THE SPAR CHANNEL. THIS IS ONE OF SEVERAL SIMILAR BRACKETS THAT HAVE BEEN FOUND CRACKED ON OUR FLEET, I RECOMMEND THAT OPERATORS OF HIGH TIME & HIGH FATIGUE ENVIRONMENT ACFT CONDUCT A VISUAL & TACTILE INSPECTION OF THE INTEGRITY OF THE AILERON HINGE BRACKETS ON THESE ACFT AT REGULAR INTERVALS.

THE HORIZONTAL STABILIZER WAS REMOVED AS PART OF A ROUTINE ANNUAL INSPECTION. DURING INSPECTION THE LT HORIZONTAL STABILIZER ATTACH BRACKET PN 1212128-1 WAS FOUND CRACKED JUST ABOVE THE BOLT HOLE. THE PART WAS REPLACED WITH NEW. NEITHER THE TOTAL TIME NOR THE TOTAL CYCLES ON THE BRACKET COULD BE DETERMINED. SUSPECT EITHER POOR PART FIT, ABUSE OF ACFT BY PUSHING ON THE HORIZONTAL STABILIZER TO MOVE & LIFT THE ACFT OR SIMPLE FATIGUE AS FACTORS IN THIS FAILURE. THIS STRUCTURE IS THE SAME AS FOUND ON THE 206, 207 & 210, SIMILAR TO THE 180 & 185. CRACKS IN SIMILAR PARTS ON THE 180 & 185 ARE A KNOWN ISSUE & THIS IS THE SECOND 207 IN OUR FLEET ON WHICH WE HAVE FOUND THESE CRACKS. RECOMMEND PERIODIC INSPECTION OF THE HORIZONTAL STABILIZER ATTACH STRUCTURE, TO INCLUDE DISASSEMBLY AS NECESSARY ESPECIALLY IN ACFT OPERATED IN HIGH FATIGUE OPERATIONS SUCH AS FREQUENT TURBULENCE ENCOUNTERS, HIGH CYCLES PER HOUR & HIGH GROSS WEIGHT OPERATION.

THE HORIZONTAL STABILIZER WAS REMOVED AS PART OF A ROUTINE ANNUAL INSPECTION. DURING INSPECTION THE RT HORIZONTAL STABILIZER ATTACH BRACKET PN 1212128-2 WAS FOUND CRACKED JUST ABOVE THE BOLT HOLE. THE PART WAS REPLACED WITH NEW. NEITHER THE TOTAL TIME NOR THE TOTAL CYCLES ON THE BRACKET COULD BE DETERMINED. SUSPECT EITHER POOR PART FIT, ABUSE OF ACFT BY PUSHING ON THE HORIZONTAL STABILIZER TO MOVE & LIFT THE ACFT OR SIMPLE FATIGUE AS FACTORS IN THIS FAILURE. THIS STRUCTURE IS THE SAME AS FOUND ON THE 206, 207, 210 & SIMILAR TO THE 180 & 185. CRACKS IN SIMILAR PARTS ON THE 180 & 185 ARE A KNOWN ISSUE & THIS IS THE SECOND 207 IN OUR FLEET ON WHICH WE HAVE FOUND THESE CRACKS. RECOMMEND PERIODIC INSPECTION OF THE HORIZONTAL STABILIZER ATTACH STRUCTURE, TO INCLUDE DISASSEMBLY AS NECESSARY ESPECIALLY IN ACFT OPERATED IN HIGH FATIGUE OPERATIONS SUCH AS FREQUENT TURBULENCE ENCOUNTERS, HIGH CYCLES PER HOUR & HIGH GROSS WEIGHT OPERATION.

THE HORIZONTAL STABILIZER WAS REMOVED AS PART OF A ROUTINE ANNUAL INSPECTION. DURING INSPECTION THE LT HORIZONTAL STABILIZER ATTACH BRACKET PN 1212128-1 WAS FOUND CRACKED JUST ABOVE THE BOLT HOLE. THE PART WAS REPLACED WITH NEW. ACCORDING TO THE ACFT LOGS THE PART WAS REPLACED APPROX 1500 FLIGHT HOURS & AN UNDETERMINED NR OF CYCLES AGO. SUSPECT EITHER POOR PART FIT, ABUSE OF ACFT BY PUSHING ON THE HORIZONTAL STABILIZER TO MOVE & LIFT THE ACFT OR SIMPLE FATIGUE AS FACTORS IN THIS FAILURE. THIS STRUCTURE IS THE SAME AS FOUND ON THE 206, 207, 210 & SIMILAR TO THE 180 & 185. CRACKS IN SIMILAR PARTS ON THE 180 & 185 ARE A KNOWN ISSUE. RECOMMEND PERIODIC INSPECTION OF THE HORIZONTAL STABILIZER ATTACH STRUCTURE, TO INCLUDE DISASSEMBLY AS NECESSARY ESPECIALLY IN ACFT OPERATED IN HIGH FATIGUE OPERATIONS SUCH AS FREQUENT TURBULENCE ENCOUNTERS, HIGH CYCLES PER HOUR & HIGH GROSS WEIGHT OPERATION.

THE HORIZONTAL STABILIZER WAS REMOVED AS PART OF A ROUTINE ANNUAL INSPECTION. DURING INSPECTION THE RT HORIZONTAL STABILIZER ATTACH BRACKET PN 1212128-2 WAS FOUND CRACKED JUST ABOVE THE BOLT HOLE. THE PART WAS REPLACED WITH NEW. ACCORDING TO THE ACFT LOGS THE PART WAS REPLACED APPROX 1500 FLIGHT HOURS & AN UNDETERMINED NR OF CYCLES AGO. SUSPECT EITHER POOR PART FIT, ABUSE OF ACFT BY PUSHING ON THE HORIZONTAL STABILIZER TO MOVE & LIFT THE ACFT OR SIMPLE FATIGUE AS FACTORS IN THIS FAILURE. THIS STRUCTURE IS THE SAME AS FOUND ON THE 206, 207 & 210, SIMILAR TO THE 180 & 185. CRACKS IN SIMILAR PARTS ON THE 180 & 185 ARE A KNOWN ISSUE. RECOMMEND PERIODIC INSPECTION OF THE HORIZONTAL STABILIZER ATTACH STRUCTURE, TO INCLUDE DISASSEMBLY AS NECESSARY ESPECIALLY IN ACFT OPERATED IN HIGH FATIGUE OPERATIONS SUCH AS FREQUENT TURBULENCE ENCOUNTERS, HIGH CYCLES PER HOUR & HIGH GROSS WEIGHT OPERATION.

AS THE AMPHIBIOUS FLOAT EQUIPPED ACFT CONDUCTED ITS LANDING APPROACH, THE PILOT ATTEMPTED TO EXTEND THE LG. BOTH MLG EXTENDED & BOTH NLG REMAINED RETRACTED. THE PILOT THEN ATTEMPTED TO RETRACT THE MLG & THEY REMAINED EXTENDED. THE ACFT LANDED ON THE RUNWAY ON BOTH MLG & THE FLOATS. THE ACFT SUSTAINED DAMAGE TO THE RUB STRIP & THE OUTER SKIN ON THE LT FLOAT. INSPECTION REVEALED THAT THE SHAFT SEAL O RING ON THE RT MLG ACTUATOR WAS DAMAGED, ALLOWING LOSS OF HYD FLUID. THE PLUG THAT HOLDS SAID O RING WAS CORRODED, WHICH MAY HAVE CONTRIBUTED TO THE DAMAGED O RING. NEITHER THE TOTAL TIME IN SERVICE OF THE ACTUATOR NOR THE TOTAL TIME SINCE DISASSEMBLY & RE SEAL OF THE ACTUATOR COULD BE DETERMINED.

DURING A ROUTINE 100 HOUR INSPECTION, CRACKS WERE NOTED IN THE NLG FORK. THE CRACKS EXTENDED FROM THE FWD 2 BOLT HOLES FWD TO THE EDGE OF THE PART & AFT APPROXIMATELY 1/2 INCH ON EACH SIDE. DISASSEMBLY REVEALED SEVERAL MORE CRACKS THAT DID NOT EXTEND PAST THE WASHERS UNDER THE BOLT HEADS. THE PART IS A VERY EARLY MODEL STC'D PART WHICH THE MANUFACTURER HAS LONG SINCE BEEFED UP. THE PART TOTAL TIME & TOTAL CYCLES COULD NOT BE DETERMINED.

DURING A ROUTINE 100 HOUR INSPECTION, THE NR 2 CYLINDER WAS FOUND TO HAVE COMPRESSION OF 30/80 WITH LEAKAGE OUT THE INTAKE VLV. THIS IS THE THIRD OCCURRENCE OF THE SAME PROBLEM ON THIS FACTORY OVERHAULED ENG IN LESS THAN 500 HOURS SINCE OVERHAUL. THE FIRST TWO WERE THE NR 3 CYLINDER AT 294 HOURS SINCE OVERHAUL, FOLLOWED BY NR 5 AT 384 HOURS SINCE OVERHAUL. FOR COMPARISON, PRIOR TO THIS IN OVER 10,000 HOURS OF ENG OPERATION WITH IO540K SERIES WE HAD NOT HAD TO PULL A CYLINDER DUE TO LOW COMPRESSION.

DURING A CYLINDER CHANGE, THE SMALL END BUSHING IN THE CONNECTING ROD WAS FOUND SHIFTED & ROTATED IN ITS BORE IN THE NR 1 CONNECTING ROD. THE ENG WAS REBUILT TO ZERO TIME, 1290 OPERATING HOURS AGO.

EDO AMPHIBIOUS 4580 FLOATS, FOUND NOSE GEAR CONTROL QUADRANT, LOWER END WHERE THE CABLE ROUTS AROUND THE QUADRANT A CRACK THAT FORMED AT THE CABLE END AND RAN THROUGH TO THE INSIDE OF THE LIGHTNING HOLE THEN IN THE DIRECTION OF CABLE RUN ABOUT 1" LONG THE CRACK WAS SEPARATING THE QUADRANT INTO HALF'S AND COMPLETE FAILURE OF THE PART WOULD HAVE HAPPENED SOON THERE AFTER.

ON ENGINE SHUTDOWN A SUCKING SOUND WAS HEARD AS ENGINE DIED. CYLINDER COMPRESSION CHECK WAS 0/80. AFTER STAKING THE VALVE THE COMPRESSION WAS STILL 0/80. AIR WAS HEARD COMING FROM THE EXHAUST PIPE. AFTER REMOVING THE EXHAUST STACK FROM THE CYLINDER, A CRACK AROUND THE VALVE STEM WAS NOTICED BY THE MX. CYLINDER WAS REMOVED FROM THE ACFT AND A SERVICEABLE CYLINDER WAS INSTALLED. VALVE WAS REMOVED FROM CYLINDER AND A CRACK WAS SEEN AROUND ABOUT 2/3 OF THE VALVE FACE. THE VALVE REMAINED INTACT.

CYLINDER CRACKED IN THE AREA OF EXHAUST VALVE.