This document has been published in the Federal Register. 01/17/2023, 159 Even tip damage is considered cause for teardown continental prop strike ad 21 May. 12866. 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). As he approached the director of maintenance he asks, Pilot: "When does a prop strike require engine tear-down and inspection? Dealing with them on this issue is fodder for another article, however. ", 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. But what is a prop strike and what exactly are the ramifications? (iv) Do not exceed the torque limits specified in TCM MSB 00-5C, dated October 10, 2000, when obtaining the core sample. 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. Just a few short months ago, Textron Lycoming's Service Letter L-163C recommended taking the engine apart for inspection following any incident involving propeller blade damage. documents in the last year, 830 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. (2) After obtaining the results of the core sample evaluation, disposition the crankshaft as follows: (i) If TCM notifies you that the crankshaft is not serviceable, replace the crankshaft with a serviceable crankshaft of the same part number before further flight. ", Airworthiness Directive 2004-10-14 is applicable to Lycoming engines that experienced a prop strike. This is one failure no one wants to experience. 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. 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. Basically anything that moves is subject to visual and other forms of nondestructive testing. 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. document.getElementById( "ak_js_1" ).setAttribute( "value", ( new Date() ).getTime() ); WORLD'S PREMIER INDEPENDENT AVIATION NEWS RESOURCE. Below are three important links from the FAA, Lycoming, and Teledyne Continental regarding the definition of a Prop Strike and sudden stoppage. 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. Other Lycoming literature mentions the importance to check the accessories as does TCM. Plus, unless you were watching the tach, how would you know? 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. for better understanding how a document is structured but 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. Inspect all engine accessories in accordance with the manufacturer's instructions.". 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. If you've attended AirVenture or any of the other major airshows, you've heard it. No more filing blades a bit shorter after a tip strike, or performing a run-up and signing off on an engine after the runway lights have been mowed a bit shorter. Contact TCM to obtain additional rotobroach bits. 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. Also, on prop strikes involving frontal impact, the crank can be pushed back into the engine, cracking the case at the slinger ring, and this may not be visible. Click here for the Diesel Engines service bulletins. "It" 2023 Aviation Publishing Group. All comments submitted will be available, both before and after the closing date for comments, in the Rules Docket for examination by interested persons. Use the PDF linked in the document sidebar for the official electronic format. The thought of the damage and cost involved makes all of us shudder. 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. He also said prospective owners should review the logs to see if the propeller has been changed. This proposed rule does not have federalism implications, as defined in Executive Order No. The investigation revealed that the crankshafts failed due to subsurface defects in the number one crankshaft connecting rod journal. Copies 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. There are other things that have to be checked, including the magnetos, propeller governor, and fuel system. It is not an official legal edition of the Federal Maybe it is and maybe it isn't." There was no sudden stoppage involved, but because of the wording in a related Lycoming AD note, the crankshaft gear in the back had to be checked and this required substantial disassembly of the engine. dont do it. 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. '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." "The result is that those flyweights that are hanging on by 1/8-inch pins can easily bend, twist, or damage those pins. 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 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. Note the recurring theme of the loss of rpm or sudden stoppage of the engine runs as a key criteria for an internal inspection among the makers as well as the FAA. on One, "A sudden rpm drop while impacting water, tall grass, or similar yielding medium, where propeller damage is not normally incurred." documents in the last year, 84 This is a minor or major prop repair issue, but not a potential engine tear down issue. documents in the last year, 534 This occurred during several discrete periods, i.e. 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. (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. It pretty much echoes the TCM service bulletin but adds two other situations. 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. 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. 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. 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. He also said that if you have a prop strike while traveling, don't go to the first shop you see and turn the airplane over to it. Secure the airplane and figure that it will be out of commission for a few months. 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). (2) Any incident during engine operation in which the propeller impacts a solid object that causes a Prop strike. These two words are guaranteed to make any pilot wince. There's a tremendous amount of energy stored in the rotating flyweight, and when all of a sudden you stop the prop and engine, that energy has to be dissipated somewhere.". Type of operator/engine makes a difference I've heard that a Continental doesn't require a tear This can cause major internal engine damage without visible prop damage. On Lycoming engines, which are not nitrided, the flange can be bent. 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. (b) After the effective date of this AD, do not install a crankshaft with a SN that is Start Printed Page 70656listed in MSB 00-5C, dated October 10, 2000, unless core samples have been taken and TCM has approved it for return to service. 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. documents in the last year, 274 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. (e) The actions required by this AD shall be performed in accordance with Teledyne Continental Motors MSB 00-5C, dated October 10, 2000. 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. Although many in the industry still like to interpret rules to their advantage, the mechanic is being faced with fewer and fewer "outs" The pins are more than adequate for running loads, but they are totally inadequate when you subject them to sudden stoppage. A copy of it, if filed, may be obtained from the Rules Docket at the location provided under the caption ADDRESSES. Do we think the engine makers are overly eager to have you tear down or dig into your engine? 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. documents in the last year, 37 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. So, when it comes time for that prop strike/sudden. As mentioned earlier, Advisory Circular 43.13-1B, Chapter 8 defines a sudden engine stoppage as stopping an operating engine in one revolution or less for any reason, period, and includes prop-strike damage as a subset of the of sudden stoppage definition (at least the way we interpret the way it is written). Textron Lycoming must take the position that in the case of a sudden 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. Some reports are quite specific about a recent prop strike in the engines history. How about 50 rpm? publication in the future. (iii) Maintain a record of each core sample obtained with each rotobroach bit used. You could identify its sound with your eyes closed. After defining a prop strike, TCM's SB 96-11A states: "A. 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. To start my investigation, I wanted the official definition of a prop strike. Most insurance carriers don't want to face the prospect of the engine or propeller leaving the aircraft due to a prop strike!". 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. Refer McCauley Service Bulletin 137W. Now that I had a definition, what would I have to do about such an event? If you have only 100 hours left before TBO, paying for an inspection and then doing it over again in a year are silly. Continental Properties has earned a spot on the National Multifamily Housing Council's (NMHC) list of the Top 10 developers in the country. This amendment is prompted by reports of crankshaft failures, and by the addition of additional crankshaft serial numbers (SN) that have been added to the suspect population. by the Federal Energy Regulatory Commission Sticking with a certified repair facility possessing all the skills and tools will probably reduce the extra shipping costs and time involved to get individual parts examined seems most efficient to us. Over the years, Continental has built a service offering for aircraft operators and owners These services include engine overhauls at the Continental factory service center for Continental, Titan, and LYCOMING engines, factory overhauls for Continental AvGas engines, sudden stoppage/propeller strikes, shock inspections, fleet overhaul programs, Jet-A burning engine The defects were not revealed during manufacture because specification material evaluation techniques were inadequate to detect these anomalies. Communications should identify the Rules Docket number and be submitted Start Printed Page 70655in triplicate to the address specified under the caption ADDRESSES. Start with all relative ADs, collect all service bulletins and service letters offered by the particular engine manufacturer, and sit with the insurance adjuster. DeJoris explains, "Take for example the prop governor drive the rotating mass in the prop governor, mainly the flyweight assembly can really be problem if suddenly stopped. PROPELLER STRIKE INSPECTIONS. In light of the preceding information, would you be comfortable doing that? Putting the puzzle together 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. O-435, and TIO-541 series engines being exempt. The Public Inspection page may also Our designation as a Cessna Service Center and authorization as a parts and engine distributor for both Lycoming and Continental Federal Register. 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. from 54 agencies. 1 in 2022, Southwest To Build Aircraft Hangar, Create 100 Jobs at Reid Airport, Boeing, United Airlines Finalize 737 MAX and 787 Order, Including Record Purchase for 100 Dreamliners. How much grass and how deep should the water be, and how sudden is "sudden," and what constitutes an rpm drop? But if there's 1,000 hours or more left on the engine, you're probably better off with just an inspection. Nitride hardened cranks have a greater tendency to crack, since the nitride hardened materials resist bending. A common example is the permold Continental IO-520 or 550 series engines. So carefully consider all factors related to propeller strikes. And anyway, who needs NOTAMs? developer tools pages. the most are "prop strike." TCM's SB 97-6 specifies the mandatory items that must be replaced when the engine is torn down. Recently, a transient aircraft hit a rubber traffic cone with the prop and kept going, taking off and disappearing into the western sky. Are there any hidden costs? 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. the official SGML-based PDF version on govinfo.gov, those relying on it for ", 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. The Lycoming information is more complicated and equivocating than the TCM directives in our opinion, as well explain. continental prop strike ad. Propeller strike inspections. 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. documents in the last year, 28 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. Following any propeller strike, complete disassembly and inspection of all rotating engine components is mandatory and must be accomplished prior to The engine SN can be found in logbooks or other maintenance records. 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. 01/17/2023, 284 The documents posted on this site are XML renditions of published Federal legal research should verify their results against an official edition of corresponding official PDF file on govinfo.gov. AC 43.13-1B has lots of general information in Chapter 8 on prop strikes. The authority citation for part 39 continues to read as follows: Authority: Includes: Fuel Injection Spyder Starter Alternator Bendix Magnetos Gamijectors I will be more than happy to ship this engine to you. 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. Following any propeller strike, complete disassembly and inspection of all rotating engine components is mandatory and must be accomplished prior to Lycoming is particularly concerned with this area and outlines specific inspection criteria with the force of AD 2004-10-14 to support their bulletin SB 475C depending on engine model. Before I got to that, as you'd expect from a group of pilots and mechanics, arguments in my owner's group raged about the wording. 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. In fact it is a very insidious situation since there is often no obvious damage-no harm, no foul so to speak. This site displays a prototype of a Web 2.0 version of the daily The opinions differ with each individual, and what maintenance technicians would do personally is quite often at odds with their professional opinions. Register documents. 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. Its also important to point out that this is not the only Lycoming bulletinthat discusses prop strikes. 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. There used to be, but it was kind of informal and there was a lot open to interpretation. 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. 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