Safety record in brief:1 NTSB accident (substantial damage, Feb 2005)4 ADs may apply6 service difficulty reports
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The pilot not maintaining airspeed leading to an excessive sink rate during a simulated emergency landing after takeoff. An additional cause was the certified flight instructor's inadequate supervision.
From NTSB records; matched by serial number.Read NTSB report (search CAROL for CHI05CA060)
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 (172RG) |
| 2008-10-02 | Cessna Aircraft Company 172, 175, 180, 182, 185, 206, 207, 208, 210, and 303 Series… | May 12, 2008 | Airframe (172RG)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. |
| 2001-23-03 | Cessna Aircraft Company Models 172N, 172P, R172K, 172RG, F172N, F172P, FR172J, and… | Dec 27, 2001 | Airframe (172RG)Certain serial numbers: 172N 17267585–17270049; 172N 17270051–17274009; 172N 17261445; 172N 17261578; 172N 17270050; 172P 17274010–17276654; … |
| 2001-06-06 | Cessna Aircraft Company Model 172RG Airplanes | May 14, 2001 | Airframe (172RG)Certain serial numbers: 172RG 691; 172RG 172RG0001–172RG1191 |
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.
WHILE ON CLIMB OUT AT 2500 RPM AND 25 INCHES, ENGINE RPM SUDDENLY WENT TO 3000 AND PILOT WAS UNABLE HAVE ANY EFFECT WITH PROPELLER CONTROL. AIRCRAFT RETURNED TO AIRPORT USING THROTTLE TO CONTROL RPM. ENGINE CONTROLS WERE ALL FOUND TO BE INTACT AND OPERATING NORMAL. UNIT REMOVED AND SENT TO PROP…
From FAA Service Difficulty Reports; matched by N-number and serial number.WHILE INSPECTING MUFFLER AND SHROUD IAW AD 83-14-04, A CRACK WAS FOUND AROUND A WELD ON THE AFT END OF THE CAN.
From FAA Service Difficulty Reports; matched by N-number and serial number.THE FUEL STRAINER ON THIS PARTICULAR AIRCRAFT IS NOT MOUNTED RIGIDLY TO THE AIRFRAME. THEREFORE IT IS SUPPORTED BY THE FUEL LINES ATTACHED TO IT. THE VIBRATIONS CAUSED THIS FITTING TO CRACK. MFG MM LATER MODELS USE BRACKET FOR MOUNTING.
From FAA Service Difficulty Reports; matched by N-number and serial number.BOTH ACTUATORS WERE INSPECTED IAW SB, CRACKS WERE FOUND IN THE AREA THAT ACCOMPLISHMENT INSTRUCTIONS INDICATED. PARTS WERE REMOVED FROM SERVICE.
From FAA Service Difficulty Reports; matched by N-number and serial number.DEFECT WAS DISCOVERED WHILE PERFORMING SB MAIN LANDING GEAR ACTUATOR INSPECTION. PART HAD CRACKED IN THE SUSPECTED AREA, THE SADDLE SHAPED HOLE AND CIRCUMFERENCE OF THE 2.28 INCH DIA. BORE AND STEP, NEAR THE ROLLER BEARING ASSEMBLY. THERE WAS NO EVIDENCE OF PILOT ERROR OR ABUSE. PART OTHERWISE…
From FAA Service Difficulty Reports; matched by N-number and serial number.DEFECT WAS DISCOVERED WHILE PERFORMING SB MAIN LANDING GEAR ACTUATOR INSPECTION. PART HAD CRACKED IN THE SUSPECTED AREA, THE SADDLE-SHAPED HOLE AND CIRCUMFERENCE OF THE 2.28 INCH DIA BORE AND STEP, NEAR THE ROLLER BEARING ASSY. THERE WAS NO EVIDENCE OF PILOT ERROR OR ABUSE. PART OTHERWISE…
From FAA Service Difficulty Reports; matched by N-number and serial number.