continental prop strike ad

Prop strike on Continental. Emergency AD 2000-08-51 was sent to all known U.S. owners and operators of 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 by individual letters. Start dateSep 28, 2016. Are any of the engines accessories inspected as they should be, and if so to what extent? TCM's SB 97-6 specifies the mandatory items that must be replaced when the engine is torn down. Now that I had a definition, what would I have to do about such an event? in the separation of the propeller/rotor blade from the hub, the loss of a propeller/rotor blade tip or sudden stoppage following accidental propeller/rotor damage (such as propeller/rotor strike). Maybe it is and maybe it isn't." 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. What looks like light damage may sometimes result in something broken or highly stressed inside, while a major collision shows nothing wrong after it's been torn down." Re: O-360 propeller indexing (noticeable slight vibration) Lycoming O-360 A-1As (and every other O-360 Ive met) propellers should be indexed such that the propeller stops at the 10 and 4 o'clock position (viewed from the front facing aft) when the engine shuts down. ", Case in point Although many in the industry still like to interpret rules to their advantage, the mechanic is being faced with fewer and fewer "outs" As for dialing the flange, he said TCM nitrides the crank so checking the run-out of the flange is a waste of time. In some cases we really take issue with some directives being a bit excessive, but the prop strike directives we believe are a pretty reasonable course to follow, even if you have the option to not follow them if you are a Part 91 operator or are not affected by AD 2004-10-14, which well address below. TCM is less equivocal. Putting the puzzle together Propeller inspections are fairly clear cut damage on the blades is typically quite apparent, and the existence of damage beyond field repair limits dictates that the unit is disassembled and given a searching internal inspection, and in some cases, complete overhaul. Removing and reinstalling a propeller take just a few hours, and the prop shops don't care who brings the job through the door. for the aircraft owner. Recent changes in the approach to propeller strikes dictated by Airworthiness Directives, engine manufacturer Service Letters, and insurance company policy have made anything less than a thorough teardown and NDT inspection unacceptable. are not part of the published document itself. Still others will only pay for the labor to do the job and will not pay for any parts. This damage can result in catastrophic engine failure. the Federal Register. Document page views are updated periodically throughout the day and are cumulative counts for this document. In short, all accessories become suspect to damage under either a prop strike or sudden stoppage incident. They all agreed that if it were their aircraft, they would think long and hard about doing a teardown and inspection. The engine for sale was the model I needed, with about 1,000 hours since a factory overhaul. AD/PROP/1 Amdt 2 (continued) Page 6 of 9 HOFFMAN (continued) Continental IO-346 engines 1000 All other Fixed Pitch Types 2000 Flottorp storage, overspeed, ground strike or aerobatic requirements refer mt-propeller Service Bulletin 1 Revision X. "You naturally think of the crankshaft and things that are directly connected to the engine, but you don't think of other accessories. Finding out what needs to be done and whether that agrees with what you feel should be done, whos going to do it and who is going to pay for it, should help make the experience of a prop strike/sudden stoppage as painless as possible. Located in Burlington, North Carolina, we provide an array of aircraft maintenance services, including engine, cylinder, and propeller overhaul and repair. 13132, because it would not have a substantial direct effect on the States, on the relationship between the national government and the States, or on the distribution of power and responsibilities among the various levels of government. Consider the accessories. TCM is less equivocal. As he approached the director of maintenance he asks, Pilot: "When does a prop strike require engine tear-down and inspection? As for whether the inspection should be done, Anderson said he couldn't answer for anyone but himself; however, he wouldn't hesitate if it were his engine. In addition, propeller strikes also include situations where an aircraft is 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 Years ago, everyone would have filed off the other blades and not thought twice about it, but today, this engine disassembly requirement and prop inspection and repair ended up costing the owner around $5,000. Does 500 rpm fit that bill? A full overhaul will cost about $12,500 plus accessories. Nitride hardened cranks have a greater tendency to crack, since the nitride hardened materials resist bending. PROPELLER STRIKE INSPECTIONS. FIND A DEALER. 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. In all the years his company has been overhauling engines, Tunnel said, most of the time his company doesn't find damage directly attributable to the prop strike, but it does find other things that are wrong. Per the Lycoming website it is still an active bulletin, which we quote in part as follows: On numerous occasions Textron Lycoming has been consulted about recommendations on whether to continue using an aircraft engine that has been involved in the separation of the propeller/rotor blade from the hub, the loss of a propeller/rotor blade tip or sudden stoppage following accidental propeller/rotor damage (such as propeller/rotor strike). (ii) You may use each rotobroach bit to obtain up to six core samples. A Rule by the Federal Aviation Administration on 11/27/2000. documents in the last year, 274 Sun Sep 23, 2018 8:02 pm. The other thing to consider is all of the accessories on the engine or parts of the engine that are spinning at high speeds that could come 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. 01/17/2023, 159 include documents scheduled for later issues, at the request Sensenich Wood Propeller Co. 2008 Wood Court Plant City, FL 33563. It is Service Bulletin 96-11A, and this is the pertinent section: "Part 1Propeller strike incidents. Thread starterkevmor99. 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. After the extent of the inspection has been determined, it is important, as with any major repairs that are accomplished on your aircraft, to find out exactly what is included in the estimate to repair your engine following a prop strike. Also, some engines with a gear-driven alternator have a large, relatively thin and very vulnerable gear bolted to the forward end of the crankshaft. 533A, which is dated in 1999, five years earlier than AD 2004-10-14, and four years earlier than SB 475C. We have personally seen an instance where a plane lost the entire prop in flight following a so called minor prior strike of hitting a runway light while taxing, but the crank on the IO-520 was only checked for run-out and prop repaired (and this was a Part 135 operated plane). Think of it as the equivalent of a high-speed twist drill, with great resistance to bending-it tends to snap or develop cracks from damage and fails suddenly. 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. This is one failure no one wants to experience. The thought of the damage and cost involved makes all of us shudder. New posts Search forums. Contact TCM to obtain additional rotobroach bits. The authority citation for part 39 continues to read as follows: Authority: provide legal notice to the public or judicial notice to the courts. 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. documents in the last year, 12 For more than three decades, customers have trusted their airplanes to Triad Aviation, Inc. Replace the rotobroach after the sixth core sample, or before if the rotobroach does not cut with the maximum torque applied. Moreover, 43.13-1B mandates the use of approved manufacturer data (providing it exists) rather than 43.13-1B data as the required source of both inspection and repair information (Manufacturer data will be more current with more detail and part specific is the thinking). We will not be discussing damage to the prop in this article since there is so much information on prop damage that does not involve engine tear downs. This feature is not available for this document. documents in the last year. If the engine was assembled new, rebuilt, or overhauled on or before March 31, 1998, or on or after April 1, 2000, no action is required. Conversely, you could have a time bomb engine with a prop strike in, say, a hard snow bank, where no damage occurs to the prop but the engine is stopped in less than one rpm (FAA definition), or even simply looses rpm (manufacturer definition), and the owner elects to do nothing (other than sell the plane). on has no substantive legal effect. Prop strike. These two words are guaranteed to make any pilot wince. Unfortunately, disassembly and nondestructive testing procedures are the only way to provide a reasonable level of assurance that the engine is truly fit for continued service. 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