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Maintenance Corner

  • 03/10/2015 11:27 AM
    Message # 3246268
    Christophe Masiero (Administrator)

    Thread to discuss maintenance and annual related topics

    Last modified: 01/08/2016 8:26 PM | CAC Administrator (Administrator)
  • 03/10/2015 11:35 AM
    Reply # 3246282 on 3246268
    Christophe Masiero (Administrator)

    ECI cylinder

    John Shearer, CAC board member, shared valuable information regarding his Aztec's ECI cylinders:

    "I purchased my 1970 Piper Aztec about a month ago and knew it had twelve ECi nickel plated cylinders with less than 300 hours since new which were installed on the majored engines in 2004. They are subject to the AD2009-26-12 as Group “A” cylinders which places them under a unreasonable continuing 50 hour inspection schedule AND if any fall below 70/80 psi they are to be discarded forthwith. I approached ECi and found them to be receptive to my request for consideration. Mr. Richard Johns, Warranty Manager at (210) 820-8133 sent me a Warranty Application which asks all the particulars of the cylinder(s), engine(s) and aircraft involved. ECi has agreed to rebarrel and reserialize these cylinders thus lifting the AD based on an FAA approved AMOC (Alternate Methods of Compliance) which I have copied under separate email for distribution. In light of their low time since new, they will also inspect and replace any parts found defective since these cylinders were purchased as complete assemblies when new. They will return with yellow Continued Serviceability tags. ECi is charging me about $320.00/cylinder (for steel barrels - more for nickel plating) including shipping and the turn around time is about two weeks plus shipping time.

    Naturally, each Warranty claim will be handled on it’s own merit. This morning I called Mr. Johns to ask if he and ECi would support wider distribution of their warranty policy through the CAC website. He replied that they were very supportive and suggested that the more claims they are able to satisfy, the better overall results will be for all parties. I agree and feel they have been very fair in their handling of this unfortunate situation which has been brought by overreaching FAA mandate which even the NTSB regards as onerous and leading to less safety rather than more. One word of caution to our members would be to make sure that the crankcase halves are kept torqued together during any cylinder removal and that proper break-in procedures are used when putting the repaired cylinders back in service.

    Please put this information up on our website for the interest of our members.

    With best and continued regards,

    John Shearer
    Member of the BO"

    - Alternate Method of Compliance (AMOC):
    AMOC Letter.pdf
    - Lastest from AOPA:

    For information only, please consult your A&P/IA regarding your own situation.
  • 10/24/2017 9:18 AM
    Reply # 5334892 on 3246268
    CAC Administrator (Administrator)

    Crisis Averted

    Earlier this year Continental Motors issued MSB05-8B intended to compel owners of Continental 520- and 550-series engines (and a few IO-470s) to pre-emptively replace the older-style camshaft gears with a newer-style gear that is .06” thicker. It looked like thousands of low-time-since-overhaul engines would need to be torn down within 100 hours, and that any engine overhauled more than 12 years ago would need to be torn down before further flight.

    Savvy Aviation joined a group of stakeholder representatives including AOPA, American Bonanza Society, Cirrus Owners and Pilots Association, and Twin Cessna Flyer, and eventually persuaded the FAA to not issue an AD for these gears. In this month's column for AOPA Pilot, Mike Busch explains how the crisis was averted.


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