This evaluation consolidated a review of the original aircraft, engine, and propeller logbooks; the maintenance-records package (recommissioning and annual work orders, the current AD compliance report, an ELT test record, and a recent oil-analysis report); a borescope and differential-compression review of all six cylinders; and a visual examination of the airframe, engine compartment, propeller, flight controls, landing gear, and avionics. Differential-compression and borescope assessments reference the Continental Standard Practice Maintenance Manual (publication M-0, which in 2016 superseded Service Bulletin SB03-3). General defect criteria reference FAA AC 43.13-1B. Findings below are observations and recommendations only.
The aircraft returned to service after an approximately six-year period of inactivity and has since received substantial recommissioning maintenance. The engine was overhauled at 1,702.0 hrs total time (field overhaul; all six cylinders nickel-plated); it has approximately 293 hours since major overhaul with all current compressions within Continental M-0 limits. The two most significant condition items are (1) localized flaking at the top of the Cylinder 3 bore and (2) the propeller's grossly-exceeded calendar TBO with no overhaul history and applicable AD 2007-26-09 unaddressed. Several documentation items also warrant attention.
Notable positives: the CAPS parachute, rocket, and line cutters are all newly replaced; the ELT was replaced at the most recent annual; pitot-static and transponder were tested current; and ADS-B Out (UAT) was installed and Form 337 filed.
| ID | System (ATA) | Finding | Severity | Reference |
|---|---|---|---|---|
| F-01 | Engine — Cyl 3 (85) | Discrete flake/blister at top of cylinder bore. Further investigation needed for definitive identification of defect. | Significant | Continental M-0; AC 43.13-1B |
| F-02 | Engine — Cylinders (85) | Inactivity-related surface corrosion and heavy leaded-fuel deposits throughout (worst crown corrosion cyl 5); exhaust-valve/seat corrosion (cyl 6). Compressions passing per M-0. | Monitor | Continental M-0; AC 43.13-1B |
| F-03 | Engine — Oil (79) | Oil analysis reports aluminum ≈2.4× universal average, consistent with inactivity corrosion. All other elements within or below normal. | Monitor | Lab report on file |
| F-04 | Engine — Time (72) | ≈13 yrs 11 mo since major overhaul; ≈292.7 hrs SMOH (within hour TBO; calendar TBO is a manufacturer recommendation). | Monitor | Continental SIL 98-9 |
| F-05 | Fuel System (73) | Fuel manifold valve plugged twice within ≈8 flight hours: replaced with overhauled unit, then flushed again at annual. Residual varnish/contamination suspected; recurrence risk. | Address | Continental M-0 |
| F-06 | Propeller (61) | Calendar TBO (2,400 hr / 72 mo) grossly exceeded; TSMOH unknown. Blade decals document a RESEAL ONLY event — a reseal, not an overhaul, does NOT reset TBO or discharge AD 2007-26-09. Blades show weathered finish hidden behind paint. | Significant | Hartzell HC-SL-61-61Y |
| F-07 | Propeller — AD (61) | AD 2007-26-09 (Y-shank aluminum blade one-time inspection / cold-roll rework) applies; no compliance documented. Terminating action accomplished at overhaul per HC-SB-61-118. | Records / AD | AD 2007-26-09 |
| F-08 | Flight Controls (27) | Both LH & RH flap connecting-linkage assemblies show active corrosion on AN bolts, castle nuts, cotter pins, and rod-ends (originally noted at recommissioning — "recommend replacement at annual"; only chafe tape was renewed at the annual; hardware NOT addressed). | Address | Cirrus SR20 AMM Ch.27 |
| F-09 | Flight Controls (27) | Flap-bay area cable shows possible frayed/corroded strands at the cable end (photo). Hands-on cable inspection per AC 43.13-1B Ch.7 required to disposition; corroded/broken strands are a replace condition. | Address | AC 43.13-1B Ch.7 |
| F-10 | Avionics (34) | Both nav databases display an expired date; lower unit also missing basemap/terrain/obstacle. Units are non-WAAS (permanent capability limitation — no LPV). ADS-B Out compliance is separate and was installed. | Monitor | 14 CFR 91 IFR currency |
| F-11 | Vacuum (29) | Standby (electric) vacuum pump runs continuously with master power on. Engine-driven pump was replaced at annual — issue is the AUXILIARY/standby pump. C/B pulled and placarded inoperative pending repair. | Address | AC 43.13-1B |
| F-12 | Avionics (34) | Upper nav/comm had prior comm-transmit anomaly (unit powered up when reseated; suspected internal failure). Customer-supplied unit installed in lower tray. Functional check of both units recommended. | Monitor | Annual work order |
| F-13 | Ignition (74) | Spark plugs removed for borescope access (one per cylinder) show varying minor-to-moderate lead/carbon fouling — serviceable. Opposite plug at each cylinder was not removed during this evaluation. | Monitor | Continental M-0 |
| F-14 | Landing Gear (32) | Nose-gear spindle rebuilt using a machine-shop Heli-Coil for the set screw. Verify torque/security and check for play at next inspection. | Monitor | Cirrus SR20 AMM Ch.32 |
| F-15 | Records (00) | Owner-installed battery was noted without a 14 CFR 43.9 entry. Current battery identity and 43.9 documentation status should be confirmed in records. | Records / AD | 14 CFR 43.9 |
| F-16 | Records — Prop (61) | Prop-log entry states "propeller has not been removed for repair, overhaul, or servicing and is original to the aircraft" — blade decals contradict this with a documented prior reseal. Reconstruct propeller service history; obtain 8130-3 or shop record for the reseal event. | Records / AD | Prop log vs. blade decals |
The engine was overhauled at 1,702.0 hrs total time (field overhaul). Per the engine log, rods, crankshaft, and camshaft were inspected; the crankcase was overhauled; all six cylinders were overhauled and nickel-plated; the fuel system was overhauled. The engine has approximately 292.7 hours since major overhaul. Differential-compression results are within Continental M-0 limits (cylinder reading at or above the recorded master-orifice value):
| Test | Master | #1 | #2 | #3 | #4 | #5 | #6 |
|---|---|---|---|---|---|---|---|
| Prior annual | 48 | 70 | 70 | 74 | 74 | 74 | 70 |
| This evaluation | 52 | 72 | 63 | 74 | 76 | 74 | 69 |
M-0 requires borescope inspection together with the compression test; compression alone does not assess bore condition. Borescope observations: Cylinder 3 exhibits a discrete flake/blister at the top of the bore with exposed base substrate and an adjacent corrosion halo — consistent with localized nickel-plating / scale separation. The liberated material is hard FOD that can score the bore and contaminate the oil system; Cylinder 3 should be removed for inspection and repair or replacement, and the remaining bore tops should be examined for the same condition.
Per Hartzell HC-SL-61-61Y (TBO Service Letter), the overhaul limit for this model is 2,400 hours / 72 calendar months, whichever first. The calendar clock starts at first installation and is not extended by hangaring. Recurring AD 2007-26-09 (one-time cold-roll rework / inspection of Y-shank aluminum blade shanks) applies and has no documented compliance; terminating action is accomplished at overhaul per HC-SB-61-118.
Both LH and RH flap connecting-linkage assemblies show active corrosion on the AN bolts, castle nuts, cotter pins, and rod-ends. This condition was first noted at recommissioning as "moderate corrosion — recommend replacement at annual." At the subsequent annual the chafe tape was renewed but the connecting-linkage hardware was not replaced. Replace the corroded hardware and inspect pivot fittings per Cirrus SR20 AMM Ch.27. Separately, the flap bay shows what appears to be frayed/corroded strands at the end of a control cable; per AC 43.13-1B Ch.7, a cable with broken or corroded strands must be replaced — hands-on inspection is required to disposition.