(j) 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. All comments submitted will be available, both before and after the closing date for comments, in the Rules Docket for examination by interested persons. by the Federal Energy Regulatory Commission 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. 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." How much liability insurance do you have? 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. Russell says, it should be noted that to comply with A.D. note 91-14-22, the engine does not need to be completely disassembled and that access to the accessory gear train can be accomplished, in most cases, with the engine still installed in the aircraft. Teledyne Continental Motors has a slightly different approach, but not much different in practice. A tear down of most direct drive engines isnt a major repair but we recommend using a certified repair station or the factory for that action as well as the level of NDT testing will be significant and required to be done by certified people for such critical NDT inspections. 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. Although not a guarantee of any kind, the lack of movement showed that utter destruction had not occurred. 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). But let me start this section with a caveat: There is no black and white, and the subject under discussion is the grayest of the gray areas. 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. Moreover, the crank is not the only critical element in a prop-strike incident. on These cases should be handled as sudden stoppages because of potentially severe side loading on the crankshaft flange, front bearing, and seal.". Lycoming, in their prop-strike Service Bulletin 533A, takes the approach that the safest procedure is to take the engine apart for inspection following any incident involving propeller blade damage. In this Issue, Documents 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. documents in the last year, by the Federal Communications Commission 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. The Public Inspection page A prop that hits so hard as to bend the crank flange is only one of several considerations. 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. Its not a smoking gun, but perusing the accident reports makes one wonder about such coincidences. has no substantive legal effect. How much grass and how deep should the water be, and how sudden is "sudden," and what constitutes an rpm drop? This amendment supersedes emergency airworthiness directive (AD) 2000-08-51. 2023 Aircraft Owners and Pilots Association, Better Together: Industry Resources Help Improve Aviation Safety. 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. 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. Its also important to point out that this is not the only Lycoming bulletinthat discusses prop strikes. 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." This damage can result in catastrophic engine failure. AC 43.13-1B has lots of general information in Chapter 8 on prop strikes. The engine SN can be found in logbooks or other maintenance records. 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? documents in the last year, 973 How much more time before overhaul is remaining on the engine? About the Federal Register 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. 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. Jerry Robinette, Senior Engineer, Propulsion, Atlanta Aircraft Certification Office, FAA, Small Airplane Directorate, One Crown Center, 1895 Phoenix Blvd., Suite 450, Atlanta, GA 30349; telephone: (770) 703-6096, fax: (770) 703-6097. This feature is not available for this document. How about 50 rpm? 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. continental prop strike ad 21 May. PROP STRIKE. documents in the last year, 876 All rights reserved. Register documents. It also does not equivocate to any degree on an engine tear down being the mandatory procedure, which is described in the bulletin. Includes: Fuel Injection Spyder Starter Alternator Bendix Magnetos Gamijectors I will be more than happy to ship this engine to you. Aircraft was involved in a prop strike. Inspect all engine driven accessories in accordance with the manufacturers maintenance instructions. Got a nick on your prop? Thread starter kevmor99; Start date Sep 28, 2016; K. kevmor99 The engines and crankshafts that are the subject of this AD were manufactured by TCM from April 1, 1998 through March 31, 2000. Steve Whitson, AOPA 593652, of Perris, California, has more than 3,000 hours and owns a 1977 Cessna 210. Second, any time foreign object damage requires propeller removal for repairs other than the minor dressing of the blades as mentioned above, the incident is considered a propeller strike and must be inspected as outlined in SB 96-11B. Following any propeller strike, complete disassembly and inspection of all rotating engine components is mandatory and must be accomplished prior to "It" 2023 Aviation Publishing Group. Mahlon Russell, production manager for Mattituck Aviation Corporation, an engine overhauler in Mattituck, NY, says, "The only pertinent FAA definition that I have been able to find for sudden stoppage' is in Advisory Circular 43.13-1A. Should he also have performed the obligatory engine inspections? Use the PDF linked in the document sidebar for the official electronic format. He also said prospective owners should review the logs to see if the propeller has been changed. 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. Thread starterkevmor99. At what point after a prop strike do you need an engine teardown and inspection? 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. 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. Lycoming has reports of ground strikes, which have resulted in overstressed connecting rod bolts, that failed later. I took the other SR20 this time and it was also broken, to the point where it shouldn't have been flown. Document page views are updated periodically throughout the day and are cumulative counts for this document. 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. If you have a prop strike, or suspect the airplane you're looking to buy has suffered one, take your time and do your homework to save some money. ", 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. 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. Comments for inclusion in the Rules Docket must be received on or before January 26, 2001. TCM's SB 97-6 specifies the mandatory items that must be replaced when the engine is torn down. The engine for sale was the model I needed, with about 1,000 hours since a factory overhaul. corresponding official PDF file on govinfo.gov. On November 24, 1999, the FAA was notified of a crankshaft failure on a TCM engine. 01/17/2023, 202 New Documents 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. It still could end up at a prop repair station if inspection deems it a prop major repair requirement depending on manufacturer inspection criteria of the prop. certain lots, of steel production or forming operations. Prop strike on Continental. 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. Below are three important links from the FAA, Lycoming, and Teledyne Continental regarding the definition of a Prop Strike and sudden stoppage. 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. This condition, if not corrected, could result in crankshaft connecting rod journal fracture, which could result in total engine power loss, in-flight engine failure and possible forced landing. Dealing with them on this issue is fodder for another article, however. I wouldn't skimp on safety, but if I could save a few dollars on cosmetics, I sure would. 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 My group also argued about the propeller hitting grass and water. Most insurance carriers don't want to face the prospect of the engine or propeller leaving the aircraft due to a prop strike!". Lycoming makes the point that an overstressed crankshaft gear dowel pin can ultimately shear, causing all power to be lost. In our response to readers we quote the latest manufacturer directives and FAA guidance, and add our perspectives and experience to hopefully help the owner feel his or her ultimate decision is the right and legal one. 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 In addition, propeller strikes also include situations where an aircraft is Pre-Flight. 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. 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. All of the fractures have been grouped around certain manufacturing dates between April 1, 1998, and March 31, 2000, inclusive. But what is a prop strike and what exactly are the ramifications? The pins are more than adequate for running loads, but they are totally inadequate when you subject them to sudden stoppage. Others will pay for all costs for the inspection and for any parts needed due to the incident. 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. Talking about whether to have the engine overhauled or just inspected, Tunnel said it can be penciled out. 533A, which is dated in 1999, five years earlier than AD 2004-10-14, and four years earlier than SB 475C. So my question was, should I overhaul the present engine or look for one with good logs? 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. 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. Now that I had a definition, what would I have to do about such an event? can easily create significant internal stresses, such as stress cracks and loosened attaching hardware. 49 U.S.C. This dream price just may be the cast off of a prop-strike incident that has been covered up or minimized in some way-or a prop with blades that are out of spec from metal removed from previous overhauls. 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. TCM is less equivocal. 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. 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. Contact TCM to obtain additional rotobroach bits. 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. 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. Are there any hidden costs? On numerous occasions, Textron Lycoming has been consulted about recommendations on whether to continue using an aircraft engine that has been involved 600-ft lb load on the crank gear on a sudden stop from 1000 engine rpm. Either may require additional inspection but neither may negate the inspections required by the FARs. 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