SDRs and MXAlerts

BEECH 1900C: An inner windshield pane shattered during cruise at FL 250. There was an outside air temperature of -35 degrees C, and the windshield heater was operating normally. Cracks suddenly appeared all over with a loud "bang!" The manufacturer is noted as PPG (P/N 114-38920-5). Appended research from the local FAA airworthiness safety inspector notes this operator has had four such failures in 14 months. The SDR database records 12 similar failures over the last 12 months.

CIRRUS SR 22: This aircraft has had an oil cooler (NDM:10281A) replaced for the same defect at less than 300 hours. The new oil cooler is cracked again at the lower L/H flange area. The submitter notes Cirrus provides a six-point engine mount option to help with vibration control. It was installed on this aircraft at the same time of the first oil cooler replacement. The owner reported a noticeable difference in vibration levels, but the oil cooler still cracked. Cirrus provides discussion of this issue on its web site at www.cirrusdesign.com/body.asp. Part total time: 474.9 hours.

EMBRAER 145LR AND ROLLS-ROYCE AE 3007A: Moments after aircraft takeoff, climbing past 500 feet, the air crew reported a fire indication on number 1 engine. A minute later the firewarning bell rang. The crew managed a quick and safe landing. Inspection revealed the air turbine starter (P/N 35059105) broken off the mounting pad. This action severed adjacent fluid lines, which likely caused the fire. The engine was changed due to heat damage to the outer bypass duct. No data or speculation was provided for the starter/mount breakage. Part total time (since overhaul): 55 hours.

PIPER PA28-161 AND LYCOMING O-320-D3G: This aircraft is used in a training environment. Its pilot describes suddenly losing engine power in flight. He immediately applied carburetor heat then switched fuel feed to the opposite tank. Neither action produced a positive engine response. After a precautionary landing, the pilot did a magneto check. Selecting right magneto killed the engine. Disassembly of the Slick magneto revealed the rotor unit (M3548) broken off at the base of the machined fork and the plastic distributor drive gear (M3827). Fragments of the fork were found, but no other discrepancies were noted. The reporting mechanic describes never having seen a like failure or any indications of mechanical degradation during earlier inspections of the same unit. A rotor time limit was suggested as a potential hedge against future failures. Part total time: 1284.1 hours.