(2) Any incident during engine operation in which the propeller impacts a solid object that causes a drop in revolutions per minute (RPM) and also requires structural repair of the propeller (incidents requiring only paint touch-up are not included). 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. The opinions differ with each individual, and what maintenance technicians would do personally is quite often at odds with their professional opinions. 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. On the record, owners said that if someone came into their shop and said he or she had an aircraft with a prop strike, they would follow the procedures outlined above to the letter. Use the PDF linked in the document sidebar for the official electronic format. The argument goes would you rather be paying for an in flight engine failure 100 hours from now. Secure the airplane and figure that it will be out of commission for a few months. 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 How much grass and how deep should the water be, and how sudden is "sudden," and what constitutes an rpm drop? Commenters wishing the FAA to acknowledge receipt of their comments submitted in response to this notice must submit a self-addressed, stamped postcard on which the following statement is made: Comments to Docket Number 2000-NE-16-AD. The postcard will be date stamped and returned to the commenter. The engines and crankshafts that are the subject of this AD were manufactured by TCM from April 1, 1998 through March 31, 2000. All communications received on or before the closing date for comments will be considered, and this rule may be amended in light of the comments received. 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). Unfortunately, it had experienced a prop strike. the official SGML-based PDF version on govinfo.gov, those relying on it for This feature is not available for this document. Document Drafting Handbook FAA# JL4R288M | EASA.145.4115 | Toll Free: 800-282-3202 | 954-970-3200 Other Lycoming literature mentions the importance to check the accessories as does TCM. 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. These counterweights move on relatively soft bushings. If you've attended AirVenture or any of the other major airshows, you've heard it. 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 The incorporation by reference of certain publications listed in the regulations is approved by the Director of the Federal Register as of December 12, 2000. 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. 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. As for dialing the flange, he said TCM nitrides the crank so checking the run-out of the flange is a waste of time. Since a situation exists that requires the immediate adoption of this regulation, it is found that notice and opportunity for prior public comment hereon are impracticable, and that good cause exists for making this amendment effective in less than 30 days. Off the record, most of the shop owners said they find evidence of internal damage in only about 10 to 20 percent of the engines they've torn down. A special note to experimental aircraft builders or someone looking for an engine upgrade: Beware of that great deal on an engine with a less than stellar or unknown history. Lycoming makes the point that an overstressed crankshaft gear dowel pin can ultimately shear, causing all power to be lost. What you see in the pictures is what you are getting. Federal Register. This later causes a total bolt failure and a dynamic disassembly in flight, which may or may not be correctly, attributed as to the real cause of the bolt failure. stoppage inspection, we are your source for engine And anyway, who needs NOTAMs? informational resource until the Administrative Committee of the Federal 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." Register (ACFR) issues a regulation granting it official legal status. How about 50 rpm? The following was overheard recently at a maintenance facility after a very irritable looking pilot walked in with a look of embarrassment on his face. Both Lycoming and Continental express concerns about prop-strikes causing damage to the rear of the crank in the vicinity of the rear radius of the oil slinger, which can be shoved back into the case rear. The actions specified by this AD are intended to prevent fracture of the crankshaft connecting rod journal, which could result in total engine power loss, in-flight engine failure and possible forced landing. Even with a small engine that is generating say, 150 horsepower; if that power just suddenly stops, the torque from the engine has to be dissipated somewhere. what would martial law in russia mean phoebe arnstein wedding joey michelle knight son picture brown surname jamaica. He used a football analogy of a player who can be brutally tackled and get right up, then trip over a bucket and break his leg. (d) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Atlanta Aircraft Certification Office (ACO). 12866. DeJoris, who deals with propeller strike issues quite frequently says, "We recently had a customer with a prop strike who struck a steel stake that cut 1/4-inch of the tip off one blade of a three bladed prop. Some elbow room? that agencies use to create their documents. 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. My group also argued about the propeller hitting grass and water. Start dateSep 28, 2016. documents in the last year, by the Fish and Wildlife Service documents in the last year. Kiss the old days goodbye. After defining a prop strike, TCM's SB 96-11A states: "A. Propeller strike inspections. Following any propeller strike complete disassembly and inspection of all rotating engine components is mandatory and must be accomplished prior to further operation. Inspect all engine accessories in accordance with the manufacturer's instructions." 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. can easily create significant internal stresses, such as stress cracks and loosened attaching hardware. (e) The actions required by this AD shall be performed in accordance with Teledyne Continental Motors MSB 00-5C, dated October 10, 2000. Communications should identify the Rules Docket number and be submitted Start Printed Page 70655in triplicate to the address specified under the caption ADDRESSES. 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. 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). When a prop strike incident occured, standard industry accesptance was to have the mechanic remove the propeller and dial indicator, "or check the crankshaft flange for being out of limits." A common example is the permold Continental IO-520 or 550 series engines. About the Federal Register Docket 2000-NE-16-AD. Compliance with the requirements of this AD is required within the next 10 hours time-in-service from the effective date of this AD, unless already done. Service Bulletin 533A has the pertinent Lycoming prop-strike definitions for all Lycoming direct drive engines. He also said prospective owners should review the logs to see if the propeller has been changed. Another thing to look for in the logs is a prolonged period of inactivity, such as years between annual inspections and oil changes. Counts are subject to sampling, reprocessing and revision (up or down) throughout the day. 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. In fact it is a very insidious situation since there is often no obvious damage-no harm, no foul so to speak. Dealing with them on this issue is fodder for another article, however. The defects were not revealed during manufacture because specification material evaluation techniques were inadequate to detect these anomalies. The engine for sale was the model I needed, with about 1,000 hours since a factory overhaul. continental prop strike ad. This prototype edition of the Incidentally, I opted to overhaul the engine instead of just doing an inspection. I bought the engine and started my quest to determine what I absolutely had to do to get the airplane airworthy. Start with all relative ADs, collect all service bulletins and service letters offered by the particular engine manufacturer, and sit with the insurance adjuster. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. Now that I had a definition, what would I have to do about such an event? This occurred during several discrete periods, i.e. 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. This amendment supersedes emergency airworthiness directive (AD) 2000-08-51. 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. documents in the last year, 1401 In fact, the customers were sold their own crank. Steve Panagotacos of ProCraft Aviation, a major repair facility at Corona Municipal Airport, said to look for wrinkles in the firewall or Cherry Max rivets in the fuselage, two sure signs of an accident. 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. #1. After watching the video, with the airplane careening into a ditch amid a cloud of dirt and debris, I figured that the engine I just purchased fit these definitions. The prop had a good-size dent in it, prompting the pilot to remove the prop and send it in for repair. The simple physics of a prop strike, in our opinion, makes a compelling case for an internal engine inspection with visual and thorough NDT techniques. The FAA has reviewed and approved the technical contents of TCM Mandatory Service Bulletin (MSB) 005C, dated October 10, 2000. The pins are more than adequate for running loads, but they are totally inadequate when you subject them to sudden stoppage. Crankshafts with this type of subsurface defect will fail. Either may require additional inspection but neither may negate the inspections required by the FARs. "You naturally think of the crankshaft and things that are directly connected to the engine, but you don't think of other accessories. This table of contents is a navigational tool, processed from the 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 According to John DeJoris, president of Aircraft Propeller Service Inc., in Wheeling, IL, "The FAA has embraced the policy that any type of propeller strike is a cause for teardown and engine manufacturers are quickly jumping on board. Register, and does not replace the official print version or the official In short, all accessories become suspect to damage under either a prop strike or sudden stoppage incident. Service Bulletin 533A has the pertinent Lycoming prop-strike definitions for all Lycoming direct drive engines. Many insurance companies will not pay for any inspection requirements unless damage from the incident is found during that inspection. Factory New & Factory Rebuilt Gasoline Engines +1.251.436.8101 08:00 - 17:00 Gasoline Engine Overhauls & MRO +1.251.990.5080 08:00 - 17:00 Technical Support (AvGas & 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). Lycoming engines that specifically mentions prop strikes and mandates some degree of tear down, but not necessarily a full tear down, and only if it is a prop strike as opposed to a sudden stoppage. 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). documents in the last year, 37 That engine may be a time bomb, and an illegal one if the data plate is still on the engine, as after some mods it no longer qualifies as a certified engine, and may not be economically able to be recertified, depending on what was done to it. on We see flyweights and connecting hardware, in some designs, brutalized quite frequently by sudden stoppage. 600-ft lb load on the crank gear on a sudden stop from 1000 engine rpm. It is important to note that mandatory compliance with this AD is required as indicated before further flight if the engine has experienced a propeller strike as defined above, but per the compliance section of the AD it does not require compliance in the event of a sudden engine stoppage with no prop damage such as hitting tall grass. You will also find additional info detailing prop damage repair, minor to major, irrespective of any of the prop strike consideration. 00-29496 Filed 11-24-00; 8:45 am], updated on 4:15 PM on Tuesday, January 17, 2023, updated on 8:45 AM on Tuesday, January 17, 2023, 142 documents on A prop-strike also imposes terrific jamming forces backward on the rear of the case-where the gearing is located and easily damaged. The President of the United States issues other types of documents, including but not limited to; memoranda, notices, determinations, letters, messages, and orders. My investigation started with my need for another engine for my Cessna 210. Propeller strikes against the ground or any object can cause engine and component damage even though the propeller may continue to rotate. documents in the last year, 946 For example, how much propeller filing constitutes "minor dressing?" 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. the Federal Register. 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. Interested persons are invited to comment on this rule by submitting such written data, views, or arguments as they may desire. The decision was made for me by an advertisement in Trade-A-Plane. 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. for the aircraft owner. 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 disassembly and inspection after any incident that requires removal of the propeller for repairs or if the engine physically lost any rpms during the incident. 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 actions are required to be accomplished in accordance with the service bulletin described previously. 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. Is the engine being completely disassembled and inspected? What this all boils down to is that in the case of any accidental damage to a propeller installed on a aircraft operating under Part 91 of the FARs, it is up to the inspecting mechanic to determine if the engine should continue in service without total disassembly and inspection, or only the SB 475C level of inspection if a Lycoming engine falls into that category. I spoke with several shop owners and asked their opinion. Dialing in the flange is worthless for this. 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. 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