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. Continued evaluation of crankshafts lots with serial numbers (SN's) other than those that were listed in AD 2000-08-51, has detected the same condition in those crankshaft lots. Steve Whitson, AOPA 593652, of Perris, California, has more than 3,000 hours and owns a 1977 Cessna 210. Submit comments in triplicate to the Federal Aviation Administration (FAA), New England Region, Office of the Regional Counsel, Attention: Rules Docket No. 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. 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. 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." 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. ", Airworthiness Directive 2004-10-14 is applicable to Lycoming engines that experienced a prop strike. A Rule by the Federal Aviation Administration on 11/27/2000. "You naturally think of the crankshaft and things that are directly connected to the engine, but you don't think of other accessories. on 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. 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 In light of the preceding information, would you be comfortable doing that? 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. 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. Plus, unless you were watching the tach, how would you know? 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. 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. Now I had to determine the consequences. #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. documents in the last year, 90 We like to think that those we deal with are honest, however, there's a chance of impropiety by a seller, so when buying an airplane, be careful. of the issuing agency. dont do it. 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. According to DeJoris, "Hartzell requires hub replacement if any blade in the assembly is bent beyond repair limits due to impact damage. For 2023 Endeavor Business Media, LLC. 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 AD, defines a propeller strike as follows: (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 blade dressing. The $8,500 differential is not insignificant. 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. 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. In short, all accessories become suspect to damage under either a prop strike or sudden stoppage incident. 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. This airworthiness directive (AD) applies to each engine identified in the preceding applicability provision, regardless of whether it has been modified, altered, or repaired in the area subject to the requirements of this AD. They are often ignored in the prop-strike evaluation, yet they have prescribed inspection criteria even if involved in only a sudden stoppage. (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). In fact it is a very insidious situation since there is often no obvious damage-no harm, no foul so to speak. This feature is not available for this document. A. from 54 agencies. This amendment requires removing a core sample of material from the propeller mounting flange of certain crankshafts, and sending the core sample to TCM for evaluation. The alternator is turning 3000 rpm because of gearing. 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). 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. documents in the last year, 1487 At what point after a prop strike do you need an engine teardown and inspection? Russell explains, "Aircraft operating under Part 135 of the FARs must comply with all manufacturer's service bulletins, and would have to comply with Service Bulletin 96-11 requiring total disassembly and inspection after any incident that required removal of the propeller for repairs or if the engine physically lost rpms during the incident. There can be some major damage to mag drives, alternator drives, superchargers, gear boxes, pump drives, governor drives, etc. Its entirely possible after a sudden engine stoppage for there to be severe internal damage and yet the prop looks perfectly OK even if the prop was either totally stopped or the rpm dropped by the incident. 600-ft lb load on the crank gear on a sudden stop from 1000 engine rpm. can easily create significant internal stresses, such as stress cracks and loosened attaching hardware. 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. On Lycoming engines, which are not nitrided, the flange can be bent. 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. It also does not equivocate to any degree on an engine tear down being the mandatory procedure, which is described in the bulletin. You will note TCM does not get into the concept of sudden stoppages possibly being handled differently as Lycoming does. Effective December 12, 2000. Although not a guarantee of any kind, the lack of movement showed that utter destruction had not occurred. by the Federal Energy Regulatory Commission We can even see situations where a prop sustains a fairly nasty nick in a gravel strip, but no rpm loss occurs or serious blade damage occurs. 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. 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. Replace the rotobroach after the sixth core sample, or before if the rotobroach does not cut with the maximum torque applied. ", 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. Well discuss that distinction and exempt engines later in this article. Prop strike on Continental. How much more time before overhaul is remaining on the engine? Assistant Manager, Engine and Propeller Directorate, Aircraft Certification Service. What other services or inspections are being performed at the same time as the inspection? AC 43.13-1B has lots of general information in Chapter 8 on prop strikes. More than the prop and crankshaft What you see in the pictures is what you are getting. continental prop strike ad continental prop strike ad. developer tools pages. These are the requirements as we see them. Many insurance companies will not pay for any inspection requirements unless damage from the incident is found during that inspection. And anyway, who needs NOTAMs? Thread starterkevmor99. documents in the last year, 830 Are there any hidden costs? For engines that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must request approval for an alternative method of compliance in accordance with paragraph (d) of this AD. 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. PROPELLER STRIKE INSPECTIONS. 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. Posted at 11:12h in don franklin oil change somerset ky by royal O-435, and TIO-541 series engines being exempt. (a) For those engines and crankshafts listed by SN in TCM MSB 00-5C, dated October 10, 2000, do the crankshaft material inspection (crankshaft propeller flange core sample) as follows: The engine SN's listed in TCM MSB 00-5C contain only the numerical portion of the SN. Forums. 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. 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. Airmark Overhaul, Inc. 6001 NW 29th Avenue Fort Lauderdale, FL 33309. 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. Some reports are quite specific about a recent prop strike in the engines history. The documents posted on this site are XML renditions of published Federal as a result of sudden stoppage. Note 10: 2400 hours TBO may apply. 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. documents in the last year, by the Transportation Security Administration 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. 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. 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. 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. 552(a) and 1 CFR part 51. 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. 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