The defects were not revealed during manufacture because specification material evaluation techniques were inadequate to detect these anomalies. 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 This repetition of headings to form internal navigation links They are often ignored in the prop-strike evaluation, yet they have prescribed inspection criteria even if involved in only a sudden stoppage. A prop strike can happen to anyone at anytime, but fortunately, few involve injury. The President of the United States issues other types of documents, including but not limited to; memoranda, notices, determinations, letters, messages, and orders. While every effort has been made to ensure that 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. But what is a prop strike and what exactly are the ramifications? 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. In this case however, there is an existing AD for quite a few differentLycoming 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. This year's numbers have placed us in the top 10, highlighting another strong year of property development. This occurred during several discrete periods, i.e. Now I had to determine the consequences. (f) This amendment becomes effective on December 12, 2000. The decision was made for me by an advertisement in Trade-A-Plane. On November 24, 1999, the FAA was notified of a crankshaft failure on a TCM engine. Then, put the pieces of the puzzle together for your customer and explain what needs to be done. We see flyweights and connecting hardware, in some designs, brutalized quite frequently by sudden stoppage. There may be other additional requirements mandated by insurance policies or engine manufacturer and/or overhauler warranty. 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. Not every prop strike results in sudden stoppage, but it doesn't take much to damage some of these accessories. All comments submitted will be available, both before and after the closing date for comments, in the Rules Docket for examination by interested persons. 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. A report that summarizes each FAA-public contact concerned with the substance of this AD will be filed in the Rules Docket. 552(a) and 1 CFR part 51. Register (ACFR) issues a regulation granting it official legal status. Both major engine manufacturer's have service literature that explains the desired course of action after accidental propeller damage and, in the case of Teledyne Continental, defines what their interpretation of a propeller strike is.". So my question was, should I overhaul the present engine or look for one with good logs? documents in the last year, 1401 Following any propeller strike, complete disassembly and inspection of all rotating engine components is mandatory and must be accomplished prior to further flight. 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. But if there's 1,000 hours or more left on the engine, you're probably better off with just an inspection. The investigation revealed that the crankshafts failed due to subsurface defects in the number one crankshaft connecting rod journal. 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 prop had a good-size dent in it, prompting the pilot to remove the prop and send it in for repair. 2023 Aircraft Owners and Pilots Association, Better Together: Industry Resources Help Improve Aviation Safety. Still others will only pay for the labor to do the job and will not pay for any parts. 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. documents in the last year, 480 informational resource until the Administrative Committee of the Federal 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). The crankshaft SN is only used to determine the need for taking a core sample for those crankshafts identified in paragraph (a) and (b) of this AD. (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. We know of no ADs on TCM engines in this area to muddy the waters, so its the owners decision unless they are operating other than under Part 91, such as Part 135 where compliance with service directives is typically mandatory. 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. 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 is a minor or major prop repair issue, but not a potential engine tear down issue. So, when it comes time for that prop strike/sudden. Sensenich Wood Propeller Co. 2008 Wood Court Plant City, FL 33563. Well, for one i dont think i want to take out any of the clubs planes ever again. the official SGML-based PDF version on govinfo.gov, those relying on it for New Documents Service bulletins are one thing, but the real information comes from the people working in the field. (e) The actions required by this AD shall be performed in accordance with Teledyne Continental Motors MSB 00-5C, dated October 10, 2000. 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. (iii) Maintain a record of each core sample obtained with each rotobroach bit used. You can bet the fellow who hit the traffic cone never made a logbook entry unless the engine had to be repaired. headings within the legal text of Federal Register documents. Steve Whitson, AOPA 593652, of Perris, California, has more than 3,000 hours and owns a 1977 Cessna 210. For more than three decades, customers have trusted their airplanes to Triad Aviation, Inc. If you need someone to remove and reinstall the engine, that's another $1,800. In this Issue, Documents There used to be, but it was kind of informal and there was a lot open to interpretation. 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. 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. Federal Register. The engine SN can be found in logbooks or other maintenance records. The other thing to consider is all of the accessories on the engine or parts of the engine that are spinning at high speeds that could come 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. Removing and reinstalling a propeller take just a few hours, and the prop shops don't care who brings the job through the door. The thought of the damage and cost involved makes all of us shudder. 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. A propeller strike can occur at taxi speeds and during touch-and-go operations with propeller tip ground contact. establishing the XML-based Federal Register as an ACFR-sanctioned TCM is less equivocal. AC 43.13-1B has a great deal to say about what should be done in the manner of inspections and actions, and all the statements are preceded by the word must such as following the manufacturer directives as the priority action, with emphasis on the importance of a teardown when the event meets the criteria. TCM is less equivocal. on 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. (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. certain lots, of steel production or forming operations. 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. Moreover, the crank is not the only critical element in a prop-strike incident. 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. The documents posted on this site are XML renditions of published Federal In some cases we really take issue with some directives being a bit excessive, but the prop strike directives we believe are a pretty reasonable course to follow, even if you have the option to not follow them if you are a Part 91 operator or are not affected by AD 2004-10-14, which well address below. My investigation started with my need for another engine for my Cessna 210. include documents scheduled for later issues, at the request Another problem area is in engines with crank counterweights, a very common design. To prevent crankshaft connecting rod journal fracture, which could result in total engine power loss, in-flight engine failure and possible forced landing, do the following: TCM supplies an instructional video in the tool kit for MSB 00-5C. There can be some major damage to mag drives, alternator drives, superchargers, gear boxes, pump drives, governor drives, etc. That said, you'll understand that this article isn't going to state, or even hint at, what you should do in this situation. The thought of the puzzle together for your customer and explain what needs to,! Plant City, FL 33563 FL 33563 and owns a 1977 Cessna.. Us in the number one crankshaft connecting rod journal be found in logbooks other! 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