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 forth in Part 1, B of this Service Bulletin or (2) any incident while the engine is operating in which the propeller makes contact with any object that results in a loss of engine RPM. Nitride hardened cranks have a greater tendency to crack, since the nitride hardened materials resist bending. If you can imagine a loose rod banging around inside your engine, you know it's bad. What you see in the pictures is what you are getting. Their decision would involve the specific engine involved, the severity of the prop damage, the cost, the time on the engine, whether the prop was stopped or appreciably slowed, who was flying at the time, what else is going on in the shop, and maybe the time of year and their mother's maiden name. I spoke with several shop owners and asked their opinion. Contact TCM to obtain additional rotobroach bits. Federal Register. There may be other additional requirements mandated by insurance policies or engine manufacturer and/or overhauler warranty. #1. Following any propeller strike complete disassembly and inspection of all rotating engine components is mandatory and must be accomplished prior to further operation. offers a preview of documents scheduled to appear in the next day's This repetition of headings to form internal navigation links TCM's SB 97-6 specifies the mandatory items that must be replaced when the engine is torn down. That said, we did an article a few years ago where an owner of an old Bonanza bought an IO-520 engine from another Bonanza engine owner who upgraded to a factory IO-550. Document page views are updated periodically throughout the day and are cumulative counts for this document. Accessories can take quite a kinetic hit, and while it is specifically mot mentioned in the above AD, that is more of a focus issue. "It" 2023 Aviation Publishing Group. If you have only 100 hours left before TBO, paying for an inspection and then doing it over again in a year are silly. Now because of the extent of disassembly required to inspect the gear, you end up performing other maintenance as well. In the case of any accidental damage to a propeller installed on a aircraft operating under Part 91 of the FARs, it is ultimately up to the inspecting technician to determine if the engine should continue in service without total disassembly and inspection. To comply with AD 2004-10-14, if it applies to your engine, the engine does not need to be completely disassembled and access to the accessory gear train can be accomplished, in most cases, with the engine still installed in the aircraft. A prop strike-per the manufacturer and FAA definition is not often found to be minor other than the occasional small stone picked up causing minor blade damage but no rpm loss or prop removal is required for the repair, and those are key elements on the need for an engine tear-down-engine rpm loss or sudden stoppage from the strike. establishing the XML-based Federal Register as an ACFR-sanctioned I bought the engine and started my quest to determine what I absolutely had to do to get the airplane airworthy. are not part of the published document itself. Talking about whether to have the engine overhauled or just inspected, Tunnel said it can be penciled out. 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. The one that came with the airplane had passed TBO (time between overhauls) but its logbooks didn't go back to when it came from the factory. On Lycoming engines, which are not nitrided, the flange can be bent. New Documents Dye Penetrant test didn't show any cracks on the flange, runout is .001 which is well within tolerance. Engine inspection requirements after prop strikes can become complicated, however, and the regulations and recommendations seem to overlap and intertwine. continental prop strike ad. 2. How much liability insurance do you have? Most insurance carriers don't want to face the prospect of the engine or propeller leaving the aircraft due to a prop strike!". The President of the United States issues other types of documents, including but not limited to; memoranda, notices, determinations, letters, messages, and orders. The Lycoming information is more complicated and equivocating than the TCM directives in our opinion, as well explain. Its possible to do major engine/accessory damage without obviously damaging the prop by hitting water or heavy, tall grass that stops or slows the running engine. 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. This prototype edition of the And again, Chapter 8 of AC 43.13-1B is a good place to start gathering unbiased information. The FAA has determined that this regulation is an emergency regulation that must be issued immediately to correct an unsafe condition in aircraft, and is not a significant regulatory action under Executive Order No. The minor propeller repair must be accomplished in accordance with the propeller manufacturers published instructions (if it exists) for the minor damage preferentially over more general AC 43.13-1B with the exceptions we noted earlier). Forums. Interested persons are invited to comment on this rule by submitting such written data, views, or arguments as they may desire. (iv) Do not exceed the torque limits specified in TCM MSB 00-5C, dated October 10, 2000, when obtaining the core sample. CONTINENTAL TSIO-520-J $18,995 FOR SALE Engine with Accessories TSMO=488.2 No Prop Strike Photos, logs, details per request. 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. 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. Hopefully, your insurance will soften the financial blow, and the factory bulletins should certainly be used as rationale for the need to do the tear-down. 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. Replace the rotobroach after the sixth core sample, or before if the rotobroach does not cut with the maximum torque applied. I won't list them all here, but some of the more expensive ones are: hydraulic valve lifters, connecting rod bearings, the crankshaft's main and thrust bearings, all needle, ball, and roller bearings, exhaust valves, valve springs, piston pins, pistons, crankcase through bolts, all the hardware, seals, gaskets, O-rings, and lots of other small stuff. The pressure from an owner to ignore the engine and fix the prop may be great, but it is certainly in the best interest of the mechanic's career to persuade the owner that any amount of damage to the propeller constitutes the need for a thorough inspection. The service information referenced in this AD may be obtained from Teledyne Continental Motors, PO Box 90, Mobile, AL 36601; telephone toll free 1-888-200-7565, or on This is not restricted to propeller strikes againstthe ground. They are often ignored in the prop-strike evaluation, yet they have prescribed inspection criteria even if involved in only a sudden stoppage. The decision was made for me by an advertisement in Trade-A-Plane. The engine makers seem to agree quite strongly as does the FAA. He's found that a major strike will probably stop an engine turning under 2,000 rpm, but over that speed the blades will usually bend. better and aid in comparing the online edition to the print edition. 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. Basically the fuel gauges in the center console are shorting out. We get e-mail from readers who have had what they often prefer to call prop incidents as to possibly avoid the term prop-strike, and its frequent need for a recommended or mandatory engine tear down. documents in the last year. [FR Doc. A propeller strike is dangerous, not only because it damages the propeller but also because it can The documents posted on this site are XML renditions of published Federal Textron Lycoming must take the position that in the case of a sudden engine stoppage, propeller/rotor strike or loss of propeller/rotor blade or tip, the safest procedure is to remove and disassemble the engine and completely inspect the reciprocating and rotating parts including crankshaft gear and dowel parts. continental prop strike ad 21 May. 533 called "Recommendations Regarding Accidental Engine Stoppage, Propeller/Rotor Strike or Loss of Propeller/Rotor Blade or Tip.". It defines a sudden engine stoppage as; stopping an engine in one revolution or less for any reason, be it from propeller impact or from an engine failure of some sort. documents in the last year, 1401 This proposed rule does not have federalism implications, as defined in Executive Order No. the Federal Register. It also does not equivocate to any degree on an engine tear down being the mandatory procedure, which is described in the bulletin. 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. 600-ft lb load on the crank gear on a sudden stop from 1000 engine rpm. 01/17/2023, 284 karen rietz baldwin; hidden valley high Even tip damage is considered cause for teardown TCM mandatory service bulletin (MSB) 005B, dated May 25, 2000, and MSB 005C, dated October 10, 2000, were issued to include the SN's of those additional suspect crankshafts. Many insurance companies will not pay for any inspection requirements unless damage from the incident is found during that inspection. Includes: Fuel Injection Spyder Starter Alternator Bendix Magnetos Gamijectors I will be more than happy to ship this engine to you. on Any incident while the engine is operating in which the propeller makes contact with any object that results in a loss of engine RPM, such as propeller strikes against the ground or any object can cause engine and component damage even though the propeller may continue to rotate. 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? The argument goes would you rather be paying for an in flight engine failure 100 hours from now. The flange will break before it bends. Well discuss that distinction and exempt engines later in this article. Phone: (813) 752-3711 For complete information about, and access to, our official publications Note 10: 2400 hours TBO may apply. (ii) If TCM notifies you that the crankshaft is serviceable, the propeller assembly may be reinstalled. And two, "The preceding definitions include situations where an aircraft is stationary and the landing gear collapses causing one or more blades to be substantially bent, or where a hangar door (or other object) strikes the propeller blade. 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. At what point after a prop strike do you need an engine teardown and inspection? 01/17/2023, 823 If it has, and there's no indication in the engine logs about a teardown and inspection, it's time for a long explanation from the seller. The answer is yes, you can ignore the directive to the same degree that any one who operates under Part 91 does with any other service directive without the force of an AD behind it. Counts are subject to sampling, reprocessing and revision (up or down) throughout the day. ", 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. Start dateSep 28, 2016. If you've attended AirVenture or any of the other major airshows, you've heard it. (e) The actions required by this AD shall be performed in accordance with Teledyne Continental Motors MSB 00-5C, dated October 10, 2000. Kennedy Airport Jetliner Aborts Takeoff To Avoid Another Jet Crossing Runway, FAA Says; Agency Investigating, FAA Releases Audio From Deadly Wings Over Dallas Air Show Crash Between Air Boss, Pilots, Year-End Surge Boosts Boeing, but Airbus Still No. continental prop strike ad continental prop strike ad. Compliance with this service bulletin is mandatory per AD 91-14-22. The service information referenced in this AD may be obtained from Teledyne Continental Motors, PO Box 90, Mobile, AL 36601; telephone toll free 1-888-200-7565, or on the TCM internet site www.tcmlink.com. This information may be examined 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. For those engines that were overhauled in the field with factory new crankshafts, the crankshaft SN should be shown in work orders, log books or other maintenance records. Definition of Propeller Strike (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 dressing of the blades. (iii) Maintain a record of each core sample obtained with each rotobroach bit used. provide legal notice to the public or judicial notice to the courts. The Public Inspection page may also As for dialing the flange, he said TCM nitrides the crank so checking the run-out of the flange is a waste of time. 552(a) and 1 CFR part 51. on NARA's archives.gov. Prop strike on Continental. Now I had to determine the consequences. The manufacturer directives are more specific as well as more restrictive in that any rpm loss on a prop strike is sufficient for the engine makers to call for an engine tear-down inspection. 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. This is a minor or major prop repair issue, but not a potential engine tear down issue. 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. Service Bulletin 533A has the pertinent Lycoming prop-strike definitions for all Lycoming direct drive engines. Service Bulletin 533A has the pertinent Lycoming prop-strike definitions for all Lycoming direct drive engines. As he approached the director of maintenance he asks, Pilot: "When does a prop strike require engine tear-down and inspection? After finding out the answer to these questions, its time to discuss with your insurance company what it will pay for and what it wont, before its a big surprise after the inspection is done. Unless, of course, you're not concerned about regulations or insurance issues, the general approach to how to handle a prop strike situation for the average maintenance shop has become quite, shall we say, conservative. A Rule by the Federal Aviation Administration on 11/27/2000. Besides the engine, some other areas that might suffer damage from a prop strike are the magneto drive shafts or the TCM starter drive adapters. On April 28, 2000, the Federal Aviation Administration (FAA) issued emergency airworthiness directive (AD) 2000-08-51 that is applicable to Teledyne Continental Motors 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. documents in the last year, by the Federal Communications Commission The Lycoming information is more complicated and equivocating than the TCM directives in our opinion, as well explain. They were legitimate, having been initiated after an inspection, but that doesn't help when selling the airplane. Propeller strike inspections. documents in the last year, 973 Incidentally, the airplane's original equipment list showing the serial numbers of everything on the plane when it was built is available from the manufacturer. This may seem to contradict itself since sudden stoppage is mentioned earlier in the AD in the prop strike-definitions section, but thats the way it is written with an orientation to certain types of direct drive Lycoming engines, with only Lycoming O-145, O-320H, O-360E, LO-360E, LTO-360E,O-435, and TIO-541 series engines being exempt. The engine SN can be found in logbooks or other maintenance records. Engines that have been rebuilt by TCM will have a letter R at the end of the six digit numerical portion. Lycoming's new SB seems to generalize the term propeller strike and sudden stoppage to be quite inclusive. A Textron Lycoming engine, that is being operated on a Part 91 aircraft, that had a sudden engine stoppage, not a propeller strike, must comply with AD 91-14-22 and Service Bulletin 475B at a minimum. The opinions differ with each individual, and what maintenance technicians would do personally is quite often at odds with their professional opinions. Per the Lycoming website it is still an active bulletin, which we quote in part as follows: (It has all the same definitions found in AD 2004-10-14 that we printed in italics but has additional information): FAA Partners With Korea On Advanced Air Mobility, Guest Blog: Why Aircraft Engines Should Be Hard To Start, Southwest: The Ghost Of Jack Welch Part II, And Now, A ChatBot For All Your Aviation Questions, Best Of The Web: How The Rolls-Royce Merlin Became A World, Best Of The Web: Why Wingsuits Are Flight As Pure As, General Aviation Accident Bulletin, January 16, 2023, Top Letters And Comments, January 13, 2023, National Museum Of The U.S. Air Force Celebrates 100 Years, WAI Announces 2023 International Pioneer Hall of Fame Inductees, FAA To Expand Safety Management Systems Requirements, $10 Million Approved For Unleaded Avgas Evaluation, Garmin Wins FAA Nod For GFC 500 Autopilot Trim-Issue Fix, FAA Deletes Foreign Information From Sectionals, Ligado Facing Bankruptcy According To Lawsuit. Open for Comment, Interstate Electric Transmission Facilities, Economic Sanctions & Foreign Assets Control, U.S. At Unlimited Aero Engines we know that things happen, and happen fast. 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. Lycoming's Service Bulletin 533 would also have to be complied with without question. Fish and Wildlife Service Headquarters, Fora Area Brasileira FAB Comando da Aeronutica (Brazilian Air Force), Establishing the President's Advisory Council on African Diaspora Engagement in the United States, https://www.federalregister.gov/d/00-29496, MODS: Government Publishing Office metadata. 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. 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