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43-16 ALERT No. 32

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See AC Cover
AIRCRAFT

AVIONS MARCEL DASSAULT

Avions MarcelDassault Model Falcon 10

Flap System Universal Joints

The flap warning light illuminated when the
flaps were extended for landing. The flap control circuit breaker
popped,
due to an assymetrical condition, when the flaps were retracted after landing.
An investigation
revealed the universal joints in the flap drive were broken.
No cause was evident or found which would
contribute to the universal joint
failures Total aircraft time - 800 hours.

Avions MarcelDassault Model Falcon 10

Terminal Assembly Fuselage Bulkhead

An investigation for case of hung start revealed
a loose bolt in the left fuselage terminal assembly for the left
engine pylon.
The bolt, lock tab and the generator B-lead were all fused together from the
heat caused by the
loose bolt. The bolt was found loose on another company-owned
Falcon 10. It is recommended all Falcon 10
owners/operators check this bolt
for proper torque.

BEECH
Beech Model 18 Series

Landing Gear Chain Bearings, P/N AN 200K6

It has been reported that the sealed bearings
have been found void of lubrication. It is recommended the
bearings be inspected
for lubrication and freedom of operation.

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Beech Model A35

Cracked Brackets, P/Ns 35-410385-8-9 and -11, and 35-415377

The engine mount support brackets were found
cracked during an inspection. Probable cause - severe out of
balance propeller.

Beech Models V35B, A36,E55 and 58

Emergency Exit
During inspection of one each of the listed
Beech models, it was found that the emergency exits failed to
open as per
placard instructions, (PULL PIN, PUSH WINDOW OUT). Further inspection found
the tab on
the back side of the handle assembly catches on the back of the
hooks on the window. The exit would
function properly if the window was opened
first, then the pin pulled and the window pushed out.

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A 2-year computer search of the service difficulty

data base found similar problems existed on another Beech
model A36, two D55s
and one 95-55 and one 95C55.

Beech Model 200

Exhaust Pipe, P/N 101-950016-43

There have been several reports of the right
outboard forward exhaust pipe mounting flange cracking and
then the exhaust
tube breaks. This improved part was found broken after 199 hours of operation.

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BELL
Bell Model 206B

Forging, P/N 206-030-446-001F

During an annual inspection, the forging
was found cracked at the mount hole for the tail rotor gear box.
Total aircraft
time - 602 hours.

CESSNA
CessnaSingle Engine Models

Adjustable Seat Assemblies

Numerous reports have been received which
indicate that difficulties continue to be encountered with seat
attachments,
structure, locking mechanisms, tracks, and stops. When required inspections
are made, it is
suggested the following items be examined:

1. Check the seat assembly for

structural integrity.

2. Inspect the roller brackets

for separation and wear.

3. Examine the locking mechanism

(actuating arm, linkage, locking pin) for wear and evidence of
impending failure.

4. Inspect the floor mounted seat

rails for condition and security, locking pin holes for wear, and rail
stops
for security.

5. Determine that the floor structure

in the vicinity of the seat rails is not cracked or distorted.

Defective or worn parts are a potential hazard

which should be given prompt attention. Accomplish
repair and/or replacement
of damaged components in accordance with the manufacturer's service
publications
or FAA Advisory Circular 43.13-1A, Aircraft
Inspection and Repair.

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Cessna Models 150and A150

Forward Elevator Bellcrank Assembly, P/N 0411288

There have been several reports of cracks
found in components of the forward elevator bellcrank assembly,
located under
the cabin floorboard near the lower end of the control column. Cracks have
occurred on both
high- and low-time airplanes.

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In one case, the cracks were found when investigating

the cause of stiff elevator control movement. In
another instance, popping
sounds were heard when the elevators were moved, and in at least one other
case,
the elevator system was reported as being extremely loose.

It is recommended that thìs area be

thoroughly inspected at each annual inspection and whenever any
peculiar elevator
control condition exists.

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Cessna Model 172RG

Heater Muff
The heater muff was found cracked and chafing
on the muffler during a routine inspection. Further
inspection revealed the
heater muff had chafed holes into the muffler which could allow carbon monoxide
to
enter the cabin. Improper installation of the heater muff contributed to
the problem. Part time - 354 hours.

Cessna Model 340

Torque Tube, P/N 5045010-19

The landing gear circuit breaker popped before
the gear fully extended during a landing approach. The
circuit breaker was
reset and the gear extended normally. An after-landing inspection revealed
the left
landing gear torque tube was cracked and split open in a spiral manner.
The inside of the torque tube was
rusty but the split appeared as a fresh
break. Total aircraft time - 4,150 hours.

There is a similar report on a Cessna 402A

(same part number tube) of a 360 degree spiral crack. The report
stated that
marks on a wing rib indicated that a maladjusted fork bolt had previously
contacted the wing rib.

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Cessna Model 340A

Emergency Gear Extension

It was reported the emergency gear extension
handle is blocked and cannot be used when the pilot's seat is in
the full
down position.

Cessna Model 404

Aileron Bracket, P/N 5815115-18

An unusual noise was heard when the ailerons
were moved. An inspection revealed the aileron cable rubbing
the edge of the
bracket assembly. Further examination disclosed the bracket was bent, cracked
and the cut-
outs on the face had been elongated. Total aircraft time - 5 hours.

Cessna Model 414A

Hose Assembly
The aircraft lost all hydraulic fluid during
flight. The landing gear was extended by the emergency system.
An investigation
revealed the left engine-driven hydraulic system pump pressure line had broken
off in the
fitting swaged ferrule. All the system hydraulic fluid was pumped
into the engine nacelle. Part total time -
230 hours.

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ENSTROM
Enstrom Model 280C

Output Shaft, P/N 28-13503

The pilot reported a "catch" during tail
rotor pitch change. An investigation revealed the set screws (which
ride in
a groove in the gear box output shaft to change tail rotor blade pitch) develop
a flat spot, and the
groove develops a worn spot on the torque side. This
condition causes a "catch" during tail rotor blade pitch
change, and can also
cause erratic movement of the pedals to a point of over controlling. It was
reported this
condition has been found on shafts with only 66 hours operating
time. Time on thìs reported shaft - 500
hours.

FAIRCHILD INDUSTRIES
Fairchild Hiller Model FH-1100

Cable Assembly, P/N SK24-7618-2

The cable, attached to the duct assembly,
P/N 24-76100-13, was found badly frayed after 200 hours of
operation. The
report advised that once the cable separates, the swaged ends and terminals
are ingested into
the engine. The cable was installed when Service Bulletin
FH1100-76-7, dated April 14, 1975, was
accomplished. The purpose of the service
bulletin was to prevent the possibility of engine ingestion of the
alternate
air door spring in the event a spring failure should occur. It is recommended
that aircraft
owners/operators inspect the cable for similar condition.

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Fairchild Hiller Model FH-1100

Tail Rotor Guard, P/N 24-89100-11

The tube assembly was found cracked (nearly
separated) during aircraft preflight. No cracks were found
during a 100-hour
inspection 2 days prior to finding the tube broken.

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GATES LEARJET
Learjet Model 25D

Tube-Auxiliary Pump Pressure

The hydraulic pressure dropped to zero during
cruise at 41,000 feet. The gear was extended by the
emergency system and a
landing was accomplished without incident. The auxiliary pump pressure tube
was
found broken. This tube is in the low point in the system and depleted
the normal and auxiliary or standby
hydraulic fluid. This was the second auxiliary
pump pressure tube to fail on this aircraft in 80 hours of
operation since
new.

Learjet Model 25

Flaps
The flaps leading edges were filled with
foam under STC SA-225NW. There has been a report of the foam
collecting moisture
and causing corrosion.

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GULFSTREAM AMERICAN
Gulfstream American Model G-164B

Propeller Bolts
The aircraft began to vibrate in a turn during
a dusting operation. The pilot cut engine power and made a
forced landing
in a field. An investigation revealed several propeller hub bolts were sheared
even with the
head. thìs was the third similar occurrence on this aircraft
with this engine/propeller combination. The
combination is the Pezetel PZL-3S
engine with the Dowty Rotol R289/3-110-F/1 propeller.

All parties concerned are working to solve

the problem.

HUGHES
Hughes Model 269A

Engine Hanger Assembly, P/N 269A8618

During a 200-hour inspection, the rear engine
mount was found broken. Cause or circumstances unknown at
time of report.

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MITSUBISHI
Mitsubishi Model MU-2B-20

Fitting, P/N 010A-61254

A spline drive in the flap drive system was
found broken. Fatigue may have been a factor as the aircraft was
approximately
10 years old and with 4,428 hours. It is recommended the flap drive system
be inspected for
similar condition.

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MOONEY
Mooney Model M-20

Oil Pressure Transmitter

The pilot made an emergency landing because
of engine failure. An investigation revealed a Hobbs oil
pressure transmitter
had been installed directly to the engine with a solid unrestricted oil line.
The line failed
at the engine attachment and allowed all engine oil to be
pumped overboard.

PIPER
Piper Model PA-28-180

Fuselage Channel, P/N 62411-00

The aft spar attach point at the right wing
fuselage channel was found deformed and cracked during an
annual inspection.
Cause for the condition is unknown. The area can be inspected by viewing forward
of the
baggage compartment floor. Total aircraft time - 3,380 hours.

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Piper Model PA-28R-200

Oil Drain Valve, P/N 756517

All engine oil was lost through a quick drain
valve immediately after takeoff. The valve was activated when
the nose landing
gear was retracted. Inspection disclosed that the drain valve installed was
not the correct
part. Piper Service Letter No. 534A covers the installation
of oil quick drain valves, and lists the correct part
as P/N 492172. In addition,
the maintenance record did not show that the quick drain valve had ever been
changed.

The above article was published in the General

Aviation Inspection Aids Summary, dated August 1976. The
following is based
on an accident which occurred in February 1978:

Engine failure resulted when engine oil was

lost through the quick drain valve soon after takeoff. The valve
was opened
by nose gear retraction. Subject valve1 prescribed for certain PA-28R-180's,
creates an
interference condition of a "booby trap" variety when installed
on PA-28R-200's. The proper oil quick drain
valve, P/N 492172, was provided
under Piper Service Letter 534A, dated January 7, 1970, for the
approximately
395 PA-28R-200's that had been sold with a crankcase drain plug prior to production
incorporation of the P/N 492172 valve. thìs is at least the second
time a PA-28R-200 has lost its engine oil
after takeoff in the same manner.

The above articles were published in the

General Aviation Airworthiness Alerts No. 7, February 1979.
Reports continue
to be received of loss of oil through incorrect part number engine oil quick
drain valves.

When an incorrect drain is installed, there

is insufficient clearance between the nose gear retraction assembly
and the
oil quick drain valve.

All persons involved with operating or maintaining

these aircraft should be aware that installing an incorrect
drain valve could
cause damage to the valve or to the engine sump. This damage may cause loss
of engine oil
and possible engine seizure.

The PA-28/28R and PA-28R-201/201T parts catalogs

indicate the correct drains for the various models and
serial numbers affected.

Any time a valve is changed and there is

any doubt as to the correct part number, it is recommended the
landing gear
be retracted to assure proper clearance between the gear retraction assembly
and the drain valve.

The above articles were published in the

General Aviation Airworthiness Alerts No. 19, February 1980.
There have been
additional reports of loss of engine oil through incorrect part number quick
drain valves.

A recent report was of a problem with a supposedly

correct part number oil quick drain valve installed.
During the first flight
in a PA-28R-201T, after installing an Aeroquip quick drain valve, P/N AE80664H,
in
the IO-360-C1C6 Lycoming engine, the landing gear would not extend by normal
or emergency methods.
The aircraft was landed with the nose landing gear in
the up position. An after landing investigation revealed
the nose gear stiff
knee was jammed against the oil quick drain valve, preventing gear extension.

A gear retraction check is recommended when

any valve, other than those specified in Piper parts catalogs
for the appropriate
model, is installed.

Piper Model PA-28R-200

Downlock Assembly, P/N 67150-03

During a maintenance retraction check the
nose gear downlock assembly broke and the gear fell free to the
down position.
Piper Service Bulletin 578B recommends replacing the part No. -03 with P/N
67150-06
downlock assembly on certain serial numbered aircraft. Submitter
recommends replacing the -03 castings in
service, regardless of aircraft serial
numbers, to help prevent this type failure.
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Piper Model PA-28R-200

Nose Gear Trunnion

The nose gear trunnion was found cracked.
Alter the trunnion was removed from the aircraft, further
inspection revealed
the downlock spring arm was also cracked. Cause unknown. Aircraft time - 151
hours.

Piper Model PA-31-350

Combustion Heater Fan

Fan blades separated from the hub, causing
an unbalanced condition and separation of the hub from the
motor shaft. This
fan had 10 hours time in service. Other fans were found wìth cracks
around the hubs and
ready to break out. The air taxi operator who submitted
the report advised of five recent fan failures.

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Piper Model PA-32RT-300T

Retract Cylinder,P/N 35797-02

Reports continue to be received of the nose
gear retract actuator breaking at the airframe side attach bearing.
General
Aviation Airworthiness Alerts No. 22, May 1980, has an identical item from
a PA-28R. This item is
from a PA-32, and the picture is from another report
on a PA-44. Aircraft times were from 500 to 830 hours.

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Piper Model PA-34-200T

Fitting - Rudder Torque Tube,P/N 96319-00

During a gusty, windy day, a strange noise
was heard coming from the lower rudder area. An investigation
revealed both
bolts on the rudder torque tube at the base of the rudder were only finger
tight. The bolts were
removed, dye checked and reinstalled with proper torque.
Total aircraft time - 122 hours. Same condition
found on another aircraft
with 160 hours total time.

Piper Model PA-34-200T

Fitting - Rudder Torque Tube,P/N 96319-00

During an annual inspection, the bolts that
attach the rudder torque tube fitting to the rudder sector assembly
were found
loose. Removal of the bolts and further inspection revealed the holes had
enlarged and elongated
from a No. 10 to approximately one-fourth inch diameter.
Total aircraft time - 834 hours.

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Piper Model PA-38-112

Engine Mount - Lower Support Member, P/N 77651-002

The engine mount lower support tube has found
cracked at the nose gear strut attachment. The applicable
Airworthiness Directive
79-1-7, which requires a welded sleeve over the lower member, had been complied
with. Aircraft time - 636 hours.

Piper Model PA-38-112

Fuel Selector Valve, P/N 77413-02

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The fuel selector handle would turn but would

not operate the fuel selector valve. This situation contributed
to a landing
short of the runway because of fuel starvation. An investigation revealed
the plastic insert inside
the fuel selector valve had broken and pieces wedged
in the valve, preventing valve action. Total aircraft
time - 442 hours.

Piper Aerostar Model 600A

Propeller Boot Indicator

The pilot noticed that when the control yoke
was pulled full aft with a little left side pressure, an electrical
arcing
would occur behind the panel. An investigation revealed the propeller boot
indicator is mounted close
to the yoke and would arc between the terminal
and the control shaft. The problem was corrected by
insulating the boot indicator.

SIKORSKY
Sikorsky Model S-76A

Tail Rotor Servo, P/N 76650-05801-106

The pilot reported roughness in the anti-torque
pedals during hover. During the trouble-shooting process, it
was found that
when the No. 1 hydraulic system was turned off, the collective would go to
a slight down
position which the pilot could not over-ride. In addition, the
left anti-torque pedal would come out and could
not be overridden, and the
aircraft would go into a right descending turn whìch could not be corrected
until
the No. 1 hydraulic pump was turned back on.

Corrective Action: Replace tail rotor servo.

There have been five recent reports of replacing servos on five
aircraft with
times from 61 to 704 hours.

Submitter recommends making the tail rotor

servo check while the aircraft is in hover approximately 6
inches above the
ground. While in hover, deactivate the No. 1 hydraulic system to ascertain
if the tail rotor
servo is operating properly. If the servo is malfunctioning,
the aircraft will experience a collective down and
the left anti-torque pedal
will extend and the aircraft will then turn to the right. (Malfunctioning
servo units
were not detected when making check before liftoff.)

SWEARINGEN
Swearingen Model SA26T

Rod End Failure

The right nose gear door actuating rod failed
at the lower end, in the threaded portion, during takeoff. An
after-landing
investigation revealed the hollow shank type rod was rusty and had been cracked
over halfway
through prior to the failure. Further inspection revealed severe
corrosion of the nose gear "A" frame the "A"
frame lower attach points, the
inner strut outer housing, the nose gear steering hub assembly and a corroded
and frozen nose centering roller. According to the aircraft records, the nose
gear was last removed for
inspection in 1974. Total aircraft time - 8,202
hours.

It is recommended that owners/operators inspect

the nose gear and nose gear area for similar conditions.

Swearingen Model SA226T

Collapsed Fuel Tank

Approximately 20 minutes after takeoff the
left wing fuel tank collapsed. The wing leading edge skin was
buckled and
collapsed. Fuel was gushing out of the damaged area. An investigation (after
a successful
landing) revealed the left tank vent tube, located adjacent to
the outer wing spar cap, had been plugged
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during a recent tank sealing operation.

Fuel leaks are more prevalent during the cold winter months. Extreme
care
should be taken when sealing fuel tanks to prevent similar problems.

ACCESSORIES

AIRBORNE MECHANISM
AirborneVacuum Pump Model 441 CC-7

Pump Shafts Sheared

While climbing through 8,000 feet in freezing
conditions in a PA-34-200T, the left vacuum pump failed. A
few minutes later
the right vacuum pump failed. The vacuum pumps operate the deice boots. An
after-
landing investigation revealed the vacuum pumps had sheared shafts.
The operator advised of two prior
vacuum pump failures on this aircraft. Total
time on these failed pumps - 419 hours.

AIR MAZE
Air MazeAir Filter

Air Intake Filter, P/N 13219

The rear side of the engine air intake filter
in a Mooney M-20A was found breaking apart. The front side of
the filter showed
evidence of repeated blows by small rocks or gravel. Frequent inspection of
the filter is
recommended, especially if operating from unpaved surfaces.

BENDIX
BendixMagneto Model S6RN-1201

Distribution Block,P/N 10-391319

The right engine lost power durìng
departure climb and the aircraft was returned and landed without further
incident.
An investigation disclosed the left magneto on the right engine had a loose
bushing in the
distributor block. Inspection of the three remaining magnetos
on this Cessna 414 aircraft revealed the same
condition - loose distributor
block bushings. Total time - 110 hours.

MARVEL SCHEBLER
Marvel ScheblerCarburetor Model MA-4SPA

Float, P/N A30-759

There have been three recent reports of the
float becoming fuel-soaked and sinking in the carburetor bowl.
One new float
was reported to weigh 28.8 ounces, which was approximately 10 ounces more
than it should
have weighed. Please submit a Malfunction or Defect Report
if fuel soaked or heavy floats are found.

SLICK
SlickMagneto Model 4151

Cracked Flange
An inspection for cause of a rough-running
engine revealed a broken magneto mounting flange. The
magneto had not been
removed but had been retimed each 100 hours. Part total time - 802 hours.
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COMMUNICATION/NAVIGATION EQUIPMENT

COLLINS
CollinsOBS Indicator Models 350 and 351

Block Assembly
There have been two recent reports of the
section attach points on the block being found broken; five broken
on one
report, three broken on the other report. The broken attach points cause resolver
misalignment, needle
drag and course error.

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ENGINES

ALLISON
AllisonDetroit Diesel Model 250-C30

Engine Fuel Filter Element,P/N 6896845

The fuel filter came apart and caused the
fuel control to go to flight idle. The operator checked another filter
element
in a Sikorsky S76 and found evidence of fuzzy-like material in the finger
screens. Total time on the
part - 174 hours.

CONTINENTAL
Continental Model TSIO-520-H

Crankshaft
The pilot landed the aircraft because of
a rough-running engine. During taxi to the maintenance hangar the
propeller
fell off. An investigation revealed the crankshaft had broken near the oil
plug area at the forward
portion of the crankshaft. Cause unknown. Engine
time - 750 hours.

LYCOMING
Lycoming Model O-360-E1A6D

Fuel Pump Spring

A piece of spring was found in the left engine
oil screen on a PA-44-180. Lycoming advised the mechanic to
remove the AC
engine-driven fuel pump and check the fuel pump rocker arm spring. The spring
was found
broken in three pieces. The right fuel pump was removed and the
spring was also found broken. Total time
on the engines - 266 hours.

Lycoming Model IO-540-K1J5

Oil Screen
During a routine first time oil change on
a new engine, the oil suction screen was found 4 1/2 inches in
length when
the manual specifies a screen 5 3/8 inches long. The screen was replaced with
one of the proper
length.

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PRATT & WHITNEY OF CANADA

Pratt and Whitney Model PT6A-20

Broken Bolt, P/N MS9714-07

The head of one bolt, which secures the compressor
turbine vane support clamp, was found broken during a
hot section inspection.
The bolt head had been rubbing on the turbine wheel disc and had worn a one-fourth
inch wide by .010 thousandths deep groove in the turbine wheel.

No engine problems had been reported. Total

engine time since overhaul - 1,035 hours.

SOMETHING TO THINK ABOUT

SOMETHING TO THINK ABOUT

COLD WEATHER MAINTENANCE
We can expect the seasonal hazards associated
with aircraft maintenance during the winter months.
Personnel working on aircraft
during extremely cold days are often tempted to hurry because of the cold.
Don't! Take time to do the job right, and stay aware of hazards associated
with cold weather. Remember that
aircraft skin becomes slippery when it has
set in the cold, so be careful about your footing. Accumulation of
water on
or around control surfaces can freeze and bind control linkages.

Advisory Circular
91-13C provides background and guidelines relating to operation of
aircraft in the colder
climates where wide temperature changes may occur.

MAINTENANCE NOTES

MAINTENANCE NOTES
"MURPHY" DID IT AGAIN
The Lycoming O-235-L2C engine, installed
in a C-152, lost RPM and oil pressure soon after takeoff. The
engine seized
just after the aircraft landed. An investigation disclosed the oil filter
adapter gasket, P/N LW-
12795, had been installed backwards. The oil return
passage was blocked and the filter was forced off of the
base plate, causing
loss of oil. The adapter had been pulled to investigate an oil leak when the
oil filter was
changed. Murphy's Law - which, in effect, states: Whenever
an item can be installed wrong, someone will do
it, has prevailed again.

VOLCANIC ASH PROBLEM

While cruising at 9,000 feet in a Helio H-295,
the Lycoming O-540-A1A5 engine began running rough and
an unscheduled landing
was made at Rochester, N.Y. The aircraft was enroute from California to Eastern
Canada. A maintenance inspection revealed the spark plugs were contaminated
with heavy material deposits.
The spark plugs were changed and the engine
continued to run rough with heavy black smoke and fuel
droplets emitting from
the exhaust.

Further investigation revealed the diaphragm

in the carburetor leaking and the carburetor was contaminated
wìth
foreign material that was determined to be volcanic ash. The same foreign
material was found in the
carburetor air intake and on external parts of the
engine. This material became hard when dampened.

It was not known at the time of the report

if the aircraft had flown through the ash or had been at an airport
where
the as had accumulated on the taxi and runways.

CAUTION
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CAUTION
OFF-COLOR FUEL
The Boron Oil Company is producing 100 octane
avgas in the Cleveland, Ohio, area with a pinkish-bronze
color instead of
the normal green. The fuel should not be confused with LL 100 octane (low
lead, normally
blue in color) or 80 octane which is distinctively red. The
pinkish-bronze Boron 100 octane becomes
colorless or nearly colorness when
mixed with 80 octane.

Boron expects the off-color fuel to be short

run; however, owners, operators, fuel handlers, mechanics and
pilots should
be aware of the fuel and take extra precautions to prevent errors in fueling
aircraft.

The General Aviation Airworthiness Alerts

provide as common communication channel through which the
aviation community
can economically interchange service experience and thereby cooperate in the
improvement of aeronautical product durability, reliability, and safety. This publication is prepared from
information submitted by those of you who
operate and maintain civil aeronautical products. The contents
include items
that have been reported to be significant, but which have not been evaluated
fully by the time
the material went to press. As additional facts such as
cause and corrective action are identified, the data will
be published in
subsequent issues of the Alerts. This procedure gives Alerts readers prompt
notice of
conditions reported via Malfunction or Defect Reports. Your comments
and suggestions for improvement are
always welcome. Send to: Flight Standards
National Field Office, Attn: AFO-580, P.O. Box 25082,
Oklahoma City, Oklahoma
73125.

WHEN EVEN THE SLIGHTEST DOUBT EXIST - VERIFY!

The General Aviation Airworthiness Alerts

are prepared from information submitted into the FAA Aviation
Safety Information
Program. You, who are actively engaged in operating or maintaining aircraft
for return to
service, are the major source of thìs information. Your
comments and suggestions for improvement of the
ALERTS are solicited. Address
correspondence to the Flight Standards National Field Office, Attention:
Safety
Data Branch, AFO-580, Post Office Box 25082, Oklahoma City, Oklahoma 73125.

AN OUNCE OF PREVENTION IS WORTH TONS OF FIRE

EQUIPMENT.

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