Safety record in brief:2 NTSB accidents (substantial damage at worst, latest Mar 2013)3 ADs may apply4 service difficulty reports
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Total time and engine hours aren't public. They appear here once the owner adds logbooks.
Individual owners are shown by city and state only.
The failure of the engine’s No. 1 piston connecting rod retaining bolts due to fatigue fracturing, which resulted in a loss of engine power during cruise flight.
From NTSB records; matched by serial number.Read NTSB report (search CAROL for ANC13LA029)
THE PILOT STATED THAT DURING THE APPROACH TO LANDING, THE AIRCRAFT STRUCK A TREE STUMP SHORT OF THE APPROACH END OF THE RUNWAY.
From NTSB records; matched by serial number.Read NTSB report (search CAROL for ANC86LA106)
These match the airframe or engine model. Whether each one applies, and whether it's been complied with, depends on serial numbers, equipment and logbook entries. Applicability must be confirmed by a mechanic against the aircraft's records.
| AD | Subject | Effective | Applies to |
|---|---|---|---|
| 2011-10-09 | Cessna Aircraft Company Models 150, 152, 170, 172, 175, 177, 180, 182, 185, 188, 190… | Jun 17, 2011 | Airframe (207) |
| 2009-16-03 | Teledyne Continental Motors (TCM) IO-520, TSIO-520, and IO-550 Series Reciprocating… | Sep 9, 2009 | Engine (IO 520 SERIES)Only with: SAP investment cast cylinder assemblies P/Ns SA52000-A1, SA52000-A20P, SA52000-A21P, SA52000-A22P, SA52000-A23P, SA55000-A1, or SA55000-A20P installed. |
| 2008-10-02 | Cessna Aircraft Company 172, 175, 180, 182, 185, 206, 207, 208, 210, and 303 Series… | May 12, 2008 | Airframe (207)Certain serial numbers: 172S 172S10672–172S10674; 172S 172S10676; 172S 172S10678–172S10680; 172S 172S10682; 172S 172S10683; 172S 172S10685; …. Only with: Applies only to airplanes that have a P/N 2013142-18 alternate static air source selector valve installed after November 19, 2007. |
AI-extracted — verify against original. Matched from each AD's applicability section; ADs replaced by a later AD are left out.
Reports of failures and defects that operators and repair stations sent to the FAA since 1995. A report describes one finding; it is not an accident.
DURING 100HR INSPECTION BORESCOPING ENG, FOUND NR 2 CYLINDER CRACKED FROM LOWER SPARK PLUG BOSS PROCEEDING TOWARDS EXHAUST VLV. CRACK WAS APPROX 1/2 INCH LONG.
From FAA Service Difficulty Reports; matched by N-number and serial number.DURING 100HR INSPECTION BORESCOPING ENG, FOUND NR 5 CYLINDER CRACKED FROM LOWER SPARK PLUG BOSS PROCEEDING TO CYLINDER TO EXHAUST VLV. CRACK WAS 1/2 INCH LONG.
From FAA Service Difficulty Reports; matched by N-number and serial number.NUMBER 1 PISTON WAS FRACTURED AT THE PISTON PIN BORE, RELEASING THE NR 1 ROD AND PISTON PIN ASSY AT THE SMALL END. THE UNSUPPORTED NR 1 ROD AND PISTON ASSY CAUSED EXTREME MECHANICAL DAMAGE TO THE REAR SECTION OF THE CRANKCASE AND CAMSHAFT.
From FAA Service Difficulty Reports; matched by N-number and serial number.FAILURE OF CAMSHAFT AT NR 3 AND NR 4 INTAKE LOBE. DESTROYED LIFTER BODIES, METAL IN ENGINE, ETC. TIME SINCE OVERHAUL 486.1 HOURS.
From FAA Service Difficulty Reports; matched by N-number and serial number.