Continental IO-470-K
Service difficulty reports · 16
Newest first. General aviation reporting is voluntary.
Query with SQL
duckdb -csv -c "SELECT sdr_id, difficulty_date, n_number, aircraft_make, aircraft_model, part_name, part_condition, jasc_code, discrepancy FROM 'https://openairdocs.org/data/latest/faa_service_difficulty_report.parquet' WHERE engine_model_key = 'IO470K' ORDER BY difficulty_date DESC"
Prints the whole list as CSV. It reads the release’s Parquet files over HTTPS, so there’s nothing to download first. Install DuckDB to run it.
SELECT sdr_id, difficulty_date, n_number, aircraft_make, aircraft_model, part_name, part_condition, jasc_code, discrepancy FROM 'https://openairdocs.org/data/latest/faa_service_difficulty_report.parquet' WHERE engine_model_key = 'IO470K' ORDER BY difficulty_date DESC
Run it at the DuckDB prompt, or in any tool that reads Parquet over HTTPS. More ways to query the release are on Use the data.
SDR 2019FA0000265Engine · failedLOST OIL PRESSURE INFLIGHT - ENGINE SEIZED.SDR V6TR2016FA0000369Case · crackedSOLO FLIGHT FOR PRIVATE LICENSE, DEPARTED, 13 MILES OUT THOUGHT HE HAD A PROPELLER FLUCTUATE. CLIMB TO 4,000 FT IN 3 MILES GOING TO DESTINATION. CHECK EVERYTHING AND ALL LOOKED NORMAL. 8 MILES OUT SAW PROPELLER FLUCTUATE AGAIN, LOOKED AT OIL PRESSURE INDICASDR 2016FA0000036Pickup · failedELECTRIC MAGNETO FAILED. TROUBLESHOOT FOUND MAGNETIC PIC-UP CIRCUIT OPEN. REPLACED WITH NEW AND RUN CHECK SATISFACTORY. REMOVED PART APPEARS TO HAVE DEBONDED FROM CYLINDER AND THERE IS EVEDENCE THAT IT CONTACTED THE CRANK TRIGGER. OAT TEMPERATURE WAS JUST SDR 2010FA0000935Fitting · mislocatedFUEL INJECTION SETUP IAW SID 97-3E, BUT ELECTRONIC FUEL FLOW COMPUTER SHOWED FLOW BELOW SPEC. UNABLE TO INCREASE FLOW SUFFICIENTLY BY INCREASING PRESSURE. DISCOVERED THAT INLET ELBOW FITTING PARTS (631658 AND 628437) HAD BEEN PREVIOUSLY REVERSED, PROBABLY 12 YSDR 2008FA0000907Cylinder · crackedANNUAL INSP REVEALED A LARGE QUANITY OF VERY BLACK OIL RUNNING DOWN THE ENGINE MOUNT LEG AND AIRFRAME STRUCTURE. FURTHER INVESTIGATION FOUND THE LEAK TO ORIGINATE AT THE HEAD TO BARREL CONNECTIONS OF CYLINDERS NR 1, AND NR 3. COMPRESSION CHECK USING AN INPUTSDR AUS20030676Spar · corroded(AUS) WING SPARS PN 35110061-1 (LT) AND PN 351100612 (RT) CONTAINED EXFOLIATION CORROSION IN THE UPPER AND LOWER SPAR CAPS.SDR AU001233Bearing · worn(AUS) NOSE LANDING GEAR BEARING WORN EXCESSIVELY. THE THICKNESS OF THEBEARING SURFACE WAS 1.143MM (0.045IN). WHEN NEW THE THICKNESS IS1.57MM (0.0625IN). TO COMPENSATE FOR WEAR A BRONZE SPACER RING2.74MM (0.108IN) WAS FITTED BETWEEN THE WORN BEARING AND THEBARRSDR AU000289Fuel Tank · contaminated(AUS) AIRCRAFT FUEL SYSTEM CONTAMINATED WITH ETHYLENE DIAMINE (EDA).SDR AU990714Spar · corroded(AUS) LEFT AND RIGHT WING UPPER SPARS CONTAINED SEVERE INTERGRANNULAR CORROSION. ON THE LT WING A SECTION OF THE REAR HINGE HAD BEEN REMOVED WITH NO MATERIAL REPLACED. ON THE RT WING A SUSPECT REPAIR HAD BEEN CARRIED OUT WITH A DOUBLER ADDED. SUBMITTER SUSPESDR AU990097Valve · faulty(AUS) NR 6 CYLINDER EXHAUST VALVE STEM BREAKING UP. STEM COULD BE MARKED EASILY INDICATING SOFT MATERIAL. VALVE STEM WAS FOUND TO BE WORN BY 0.1778 MM (0.007 INCH) IN THE VALVE GUIDE CONTACT AREA. THE ENGINE HAD BEEN FACTORY REMANUFACTURED 284 HOURS PREVIOUSDR 98ZZZX1456Bolt · brokeTHRU-BOLT BROKE AFTER 14 HOURS. ENGINE NEVER RAN BEFORE BOLT BROKE.SDR AU980158Valve · leaking(AUS) NO1 CYLINDER EXHAUST VALVE LEAKING AND VALVE GUIDE WORN (STILLWITHIN LIMITS). NO3 CYLINDER INLET VALVE LEAKING.SDR AU971466Hose · faulty(AUS) ALL FLUID HOSES IN ENGINE COMPARTMENT NOT PROTECTED BY FIRE SLEEVES. PERSONNEL/MAINTENANCE ERROR.SDR AU970375Spar · incorrect repair(AUS) LH WING SPAR INCORRECTLY REPAIRED IN AREA BETWEEN STA 136.188 ANDSTA 148.875 - CORROSION HAD BEEN REMOVED FROM THE SPAR CAP TO A DEPTH OF 2.6162MM BY 50.8MM WIDE BY 26.9MM LONG (0.103IN DEEP BY2.0IN WIDE BY 1.060IN LONG) - REPAIR HAD BEEN CARRIED OUT THRSDR 96ZZZX1472Line · chafedFUEL METERED PR LINE FROM FUEL CONTROL TO DIST BLOCK CHAFED AT CYL BAFFLE BETWEEN NR 3 AND NR 5 CYLINDERS. ADDED LEATHER TO LINE TO ADD PROTECTION. SUBMITTER STATED PRESENT METHOD ADOPTED BY BEECHCRAFT CORP USING FIRE SLEEVING IS NOT ADEQUATE ANTI-CHAFE PROTSDR 96ZZZX385Guide · wornINSTALLED 6 RECONDITIONED CHROME UNITS BY DIVCO. AFTER 110 HOURS, LOST COMPRESSION IN TWO CYLINDER GUIDES WORN BEYOND LIMITS.
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