If the engine is being disassembled does the estimate include testing after reassembly? This Airworthiness Directive (AD) is applicable to Teledyne Continental Motors (TCM) IO-360, TSIO-360, LTSIO-360, O-470, IO-470, TSIO-470, IO-520, TSIO-520, LTSIO-520, IO-550, TSIO-550 and TSIOL-550 series reciprocating engines that were assembled, rebuilt, or overhauled using a crankshaft that was manufactured between April 1, 1998, and March 31, 2000, listed by engine and crankshaft serial number (SN) in TCM Mandatory Service Bulletin (MSB) 00-5C, dated October 10, 2000. Copies may be inspected at the FAA, New England Region, Office of the Regional Counsel, 12 New England Executive Park, Burlington, MA; or at the Office of the Federal Register, 800 North Capitol Street, NW, suite 700, Washington, DC. So, in a roundabout way by the last paragraph, Lycoming is saying its the repair facilitys call unless your engine is one found in the later AD 2004-10-14, which applies to a lot of Lycoming engines. Located in Burlington, North Carolina, we provide an array of aircraft maintenance services, including engine, cylinder, and propeller overhaul and repair. DeJoris says he is dealing with claims adjusters on a regular basis, and many adjusters today choose to have you go the extra mile and tear down the entire engine and propeller and do a thorough inspection." Moreover, the crank is not the only critical element in a prop-strike incident. It turned out to be a salvage shop and the owner confirmed that the logs for the engine were available, and the crank had been dialed, and found to be OK. Dialing checks the run-out, which is the amount of movement at the flange when the crank is rotated. As he approached the director of maintenance he asks, Pilot: "When does a prop strike require engine tear-down and inspection? And anyway, who needs NOTAMs? ", In addition to regulatory changes and manufacturer recommendations, insurance companies are also playing a major role in determining what you do to your engine and prop. I've heard that a Continental doesn't require a tear down and inspection as a Lycoming does, but looking at Continental's Service Bulletin SB96-11B it looks Home. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Atlanta ACO. regulatory information on FederalRegister.gov with the objective of There is also a measure of anecdotal evidence in the engine accident/incident statistics that engines that have a prop strike/sudden stoppage and owners who did not follow the manufacturer recommendations such as only checking the crankshaft run-out, have a higher incidence of broken cranks or other engine failures a number of flight hours later. by the Federal Energy Regulatory Commission on The engine SN can be found in logbooks or other maintenance records. One, "A sudden rpm drop while impacting water, tall grass, or similar yielding medium, where propeller damage is not normally incurred." This is a minor or major prop repair issue, but not a potential engine tear down issue. On severe prop strikes, the mounts can be easily twisted and loaded in a way that it was not designed to withstand," he says. Comments are specifically invited on the overall regulatory, economic, environmental, and energy aspects of the rule that might suggest a need to modify the rule. documents in the last year, 480 One of the issues that is particularly hard to quantify if you elect not to tear an engine down, post strike and choose to disregard the fairly specific diagnostic procedures that the engine makers put out is do you have the FAA legal option of ignoring the service directives? Putting the puzzle together headings within the legal text of Federal Register documents. My investigation started with my need for another engine for my Cessna 210. S/N: 217920-73J Contact Sales Staff - TEXAS AIR SALVAGE, - located Bloomburg, TX 75556 United States Telephone: 9032557878 Posted January 9, 2023 Show all Ads posted by this Advertiser Recommend This Ad to a Friend Compliance with this service bulletin is mandatory per AD 91-14-22. Any decision to operate an engine, which was involved in a sudden stoppage, propeller/rotor strike or loss of propeller/rotor blade or tip without such an inspection must be the responsibility of the agency returning the aircraft to service. "You naturally think of the crankshaft and things that are directly connected to the engine, but you don't think of other accessories. The general consensus is that at least some degree of tear-down is the only safe option under their definition, and largely follows manufacturer data in the general damage/repair evaluation techniques. the Federal Register. The rationale for this hub retirement criteria revolves around the fact that forces great enough to bend blades beyond their respective repair limits represent loads that are in excess of those that the hubs were designed to withstand, while providing sufficient structural safety margins.". The opinions differ with each individual, and what maintenance technicians would do personally is quite often at odds with their professional opinions. of the issuing agency. However, they have the caveat that the inspecting mechanic may override that position and return the engine to service without disassembly and inspection if he feels that it is the prudent and responsible thing to do. At least thats our goal. There is another FAA document with additional specifics for many Lycoming engines, and this is found in AD 2004-10-14, which defines and differentiates a prop strike and sudden prop stoppage and references Lycoming SB 475C, Jan 2003 as the supporting manufacturer document for the inspection and applicable engines. Factual information that supports the commenter's ideas and suggestions is extremely helpful in evaluating the effectiveness of the AD action and determining whether additional rulemaking action would be needed. Removing and reinstalling a propeller take just a few hours, and the prop shops don't care who brings the job through the door. has no substantive legal effect. The argument goes would you rather be paying for an in flight engine failure 100 hours from now. This site displays a prototype of a Web 2.0 version of the daily Lycoming also has a short, two-page separate, specific prop-strike bulletin, SB533A, which is dated in 1999, five years earlier than AD 2004-10-14, and four years earlier than SB 475C. Another thing to look for in the logs is a prolonged period of inactivity, such as years between annual inspections and oil changes. Be especially wary if this is some form of private cash sale that has to be done right away, unless you are planning to have it torn down and rebuilt by a shop with the right inspection equipment to inspect for crank and gear damage, and be prepared for costs potentially exceeding a factory reman engine i.e. Unfortunately, it may be the next owner who discovers any hidden damage. 12866. the most are "prop strike." Conditions which surround accidents are many and varied; therefore the circumstances of the accident can not, in our opinion, be used to predict the extent of the damage to the engine or assure its future reliability. Document Drafting Handbook On TCM engines with the geared alternators up front, he has seen the mounting flange and the gear drive bolts break during a prop strike. If you need someone to remove and reinstall the engine, that's another $1,800. This document has been published in the Federal Register. informational resource until the Administrative Committee of the Federal Actually they are fairly consistent. All rights reserved. Lycoming's Service Bulletin 475B requires that in the event that the engine has experienced a propeller strike, inspection and possible rework of the accessory gear train as well as the rear of the engine's crankshaft is required. Panagotacos recently paid $66 for the list of a 1956 Cessna 182, which is in his shop. SENSENICH WOOD PROPELLER COMPANY LOCATED IN PLANT CITY, FL. And what's a "solid object?" Are any of the engines accessories inspected as they should be, and if so to what extent? Disregard the letter R.. 01/17/2023, 284 For complete information about, and access to, our official publications Until the ACFR grants it official status, the XML I alluded to the potential of buying an airplane that suffered a prop strike without the required inspections being completed. "The result is that those flyweights that are hanging on by 1/8-inch pins can easily bend, twist, or damage those pins. Always rely on the FAA certified inspecting technician, applicable service data and the FARs to dictate how thorough an inspection is necessary to continue the engine in service. This could indicate a gear-up landing, or other source of damage that took time to fix. The thought of the damage and cost involved makes all of us shudder. If possible, he suggests, mark the flange somehow, or take a photo of the scratches and nicks so you can compare it to the "new" one later. The flange will break before it bends. 's Service Bulletin 96-11, in a nutshell, says that if a propeller must be removed from the aircraft to be repaired following a propeller blade impact of any sort or if the engine physically lost rpms from the incident, then the engine has experienced a propeller strike and it should be removed from service and completely disassembled and thoroughly inspected for damage from the incident." He also said prospective owners should review the logs to see if the propeller has been changed. Although many in the industry still like to interpret rules to their advantage, the mechanic is being faced with fewer and fewer "outs" to a sudden stop. 2. documents in the last year, 946 They all agreed that if it were their aircraft, they would think long and hard about doing a teardown and inspection. Propeller strikes against the ground or any object can cause engine and component damage even though the propeller may continue to rotate. Prior to any ground operation of the engine assure that the propeller flange and the crankshaft flange area are free of any crack indications in addition to the engine component inspection. on Unfortunately, it had experienced a prop strike. dont do it. Accordingly, pursuant to the authority delegated to me by the Administrator, the Federal Aviation Administration amends part 39 of the Code of Federal Regulations (14 CFR part 39) as follows: 1. The degree of difficulty of this action will bevaried, depending on the installation and location of accessories, turbos, intercoolers, etc. TCM-powered aircraft operating under Part 135 of the FARs that have to comply with all manufacturers service bulletins would have to comply with Service Bulletin 96-11B, dealing with prop strikes, dated July 2008, requiring total We can even see situations where a prop sustains a fairly nasty nick in a gravel strip, but no rpm loss occurs or serious blade damage occurs. These tools are designed to help you understand the official document The FAA has determined that all of the defects were due to unique material composition characteristics combined with process control variations that occurred during the material melt process. The alternator is turning 3000 rpm because of gearing. The documents posted on this site are XML renditions of published Federal Section 39.13 is amended by adding the following new airworthiness directive: 2000-23-21 Teledyne Continental Motors: Amendment 39-11994. And as we previously mentioned, the Lycoming 475C bulletin is broader than a prop strike; it is oriented to general engine overhaul crank inspections or crankshaft gear removal for inspection as well as prop strikes. legal research should verify their results against an official edition of John Schwaner, author of the Sky Ranch Engineering Manual, a must have for all those interested in aircraft engines, and owner of Sacramento Sky Ranch, in Sacramento, California, said the quandary is, "How do you know if something is good or not? The investigation revealed that the crankshafts failed due to subsurface defects in the number one crankshaft connecting rod journal. Studies have shown that a 100-amp alternator can impose a. MSB 005C lists additional serial numbers (SN's) of affected engines and suspect crankshafts that were manufactured between April 1, 1998, and March 31, 2000, inclusive. (ii) You may use each rotobroach bit to obtain up to six core samples. Others are not necessarily so forthcoming, so reliable conclusions are difficult to draw. The authority citation for part 39 continues to read as follows: Authority: Since an unsafe condition has been identified that is likely to exist or develop on other engines of this same type design, this airworthiness directive (AD) requires removing a core sample of material from the propeller mounting flange and sending the core sample to TCM for evaluation. as a result of sudden stoppage. 2023 Endeavor Business Media, LLC. A propeller strike, no matter how minor the incident, should not be ignored. Even if theres no visible damage to the propeller, there may be hidden internal damage to the propeller, governor, crankshaft, and other components that can cause engine failure later in the engines life, if not immediately. 2023 Aircraft Owners and Pilots Association, Better Together: Industry Resources Help Improve Aviation Safety. ", DeJoris adds, "As a result, there is no real relationship today between the extent of damage of the prop and the type of inspection that has to be done to the engine. This AD, defines a propeller strike as follows: (i) For the purposes of this AD, a propeller strike is defined as follows: (1) Any incident, whether or not the engine is operating, that requires repair to the propeller other than minor blade dressing. Bending loads alone are not the only destructive element, and nondestructive testing of the entire crank and associated structures is the only reasonable way to check it out. Do we think the engine makers are overly eager to have you tear down or dig into your engine? "It" 2023 Aviation Publishing Group. documents in the last year, by the Transportation Security Administration documents in the last year, by the Fish and Wildlife Service Incidentally, I opted to overhaul the engine instead of just doing an inspection. I spoke with several shop owners and asked their opinion. Recently, a transient aircraft hit a rubber traffic cone with the prop and kept going, taking off and disappearing into the western sky. Schwaner made the point that more than a few people have been told their engine's crank is bad, but it just so happens that the shop has the one you need in stock. A propeller strike (according to this Lycoming bulletin) is defined as follows:(It has all the same definitions found in AD 2004-10-14 that we printed in italics but has additional information): Circumstances which surround accidents are many and varied; therefore, the circumstances of the accident can not, in our opinion, be used to predict the extent of the damage to the engine or assure its future reliability. Sure, some of these arguments are specious, but the point is, there's a lot of gray area, and this can cause many incidents to be ignored. Thread starter kevmor99; Start date Sep 28, 2016; K. kevmor99 on The President of the United States manages the operations of the Executive branch of Government through Executive orders. Its also important to point out that this is not the only Lycoming bulletinthat discusses prop strikes. documents in the last year, 675 The President of the United States issues other types of documents, including but not limited to; memoranda, notices, determinations, letters, messages, and orders. documents in the last year. These cases should be handled as sudden stoppages because of potentially severe side loading on the crankshaft flange, front bearing, and seal. I took the ad to an engine overhaul shop, Corona Cylinder and Engine Overhaul in Corona, California, and had the owner, Joe Anderson, call the person selling the engine. document.getElementById( "ak_js_1" ).setAttribute( "value", ( new Date() ).getTime() ); WORLD'S PREMIER INDEPENDENT AVIATION NEWS RESOURCE. continental prop strike ad 21 May. It is not an official legal edition of the Federal CONTINENTAL TSIO-520-J $18,995 FOR SALE Engine with Accessories TSMO=488.2 No Prop Strike Photos, logs, details per request. AC 43.13-1B has a great deal to say about what should be done in the manner of inspections and actions, and all the statements are preceded by the word must such as following the manufacturer directives as the priority action, with emphasis on the importance of a teardown when the event meets the criteria. The Lycoming information is more complicated and equivocating than the TCM directives in our opinion, as well explain. 2000-NE-16-AD, 12 New England Executive Park, Burlington, MA 01803-5299. Continental Motors states: A propeller strike is: (1) any incident, whether or not the engine is operating, that requires repair to the propeller other than minor dressing of the blades as set Any decision to operate an engine which was involved in a sudden stoppage, propeller/rotor strike or loss of propeller/rotor blade or tip without such an inspection must be the responsibility of the agency returning the aircraft to service. The request should include an assessment of the effect of the modification, alteration, or repair on the unsafe condition addressed by this AD; and, if the unsafe condition has not been eliminated, the request should include specific proposed actions to address it. This can cause major internal engine damage without visible prop damage. You can find the Service Bulletins for Continental Aerospace Technologies Type Certificated Gasoline Engines below. This year's numbers have placed us in the top 10, highlighting another strong year of property development. How much grass and how deep should the water be, and how sudden is "sudden," and what constitutes an rpm drop? Consider the accessories. Compliance with this service bulletin is mandatory per AD 91-14-22. The AD specifies the inspection at each engine overhaul, after a propeller strike, sudden stoppage, or whenever gear train repair is required. 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