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Lycoming Prop-Strike AD question
There is a CRANKSHAFT GEAR RETAINING BOLT AD 2004-10-14 effective June 25
2004, pertaining to certain types of Lycoming engines, which redefines "prop-strike" and states: "(e) Compliance with this AD is required as indicated before further flight if the engine experiences a propeller strike after the effective date of this AD, as defined in paragraphs (i) and (j) of this AD. " Crazy as it appears, there is some disagreement amongst some of us whether this AD demands 1. replacement of the retaining bolt & lockplate after the effective date of the AD on ALL "prop-strikes" -as newly defined- occuring BEFORE&AFTER the AD or whether the AD demands only 2. replacement of the retaining bolt & lockplate ONLY on "prop-strikes"- as newly defined- occuring AFTER the effective date of the AD. Does anyone have experience or information to clarify this for me? My interpretation is (2). Thanks, Tien (Posted on rec.aviation.owning as well) |
#2
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Lycoming Prop-Strike AD question
"(e) Compliance with this AD is required as indicated before further flight
if the engine experiences a propeller strike after the effective date of this AD, as defined in paragraphs (i) and (j) of this AD. " To me, this parses as "if, after the effective date... a prop strike occurs... comply with this AD." To attempt to parse it the other way would require some violence to the sentence - to wit... "(e) Compliance with this AD is required { as indicated before further flight if the engine experiences a propeller strike } after the effective date of this AD, as defined in paragraphs (i) and (j) of this AD. " Jose -- He who laughs, lasts. for Email, make the obvious change in the address. |
#3
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Lycoming Prop-Strike AD question
AFTER the effective date..........when the more stringent elements of
sudden stoppage occur under this revised AD. AD 91-14-22 has been in effect for quite some time that required the replacement anyway, but under less defining conditions of sudden stoppage. AD 04-10-14C1 supersedes the old AD. 04-10-14 C1 2004-10-14 LYCOMING ENGINES (FORMERLY TEXTRON LYCOMING): ( c o r r e c t i o n ) Amendment 39-13644. Docket No. 89-ANE-10-AD. Supersedes AD 91-14-22, Amendment 39-6916. TDATA NOTE: The FAA issued a correction to this AD. Some corrections to engine models have been made by adding missing dashes, clarification to changes in requirements from the proposed rule are made, and some corrections are made for clarification in the compliance section. In all other respects, the original document remains the same. This copy reflects the correction. EFFECTIVE DATE (a) This AD becomes effective June 25, 2004. AFFECTED ADS (b) This AD supersedes AD 91-14-22. APPLICABILITY (c) This AD applies to Lycoming Engines (formerly Textron Lycoming), direct -drive reciprocating engines (except O-145, O-320-H, O-360-E, LO-360-E, LTO-360-E, TO-360-E, O-435, and TIO-541 series engines). UNSAFE CONDITION (d) This AD results from a change to the definition of a propeller strike or sudden stoppage. The actions specified in this AD are intended to prevent loosening or failure of the crankshaft gear retaining bolt, which may cause sudden engine failure. COMPLIANCE (e) Compliance with this AD is required as indicated before further flight if the engine experiences a propeller strike after the effective date of this AD, as defined in paragraphs (i) and (j) of this AD. (f) Inspect, and if necessary repair, the crankshaft counter bored recess, the alignment dowel, the bolt hole threads, and the crankshaft gear for wear, galling, corrosion, and fretting in accordance with steps 1 through 5 of Lycoming Mandatory Service Bulletin (MSB) No. 475C, dated January 30, 2003. (g) Remove the existing gear retaining bolt and lockplate from service, and install a new bolt and lockplate, in accordance with steps 6 and 7 of Lycoming MSB No. 475C, dated January 30, 2003. PROHIBITION OF RETAINING BOLT AND LOCKPLATE (h) Do not install the gear retaining bolt and lockplate that were removed in paragraph (g) of this AD, into any engine. 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. (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). This is not restricted to propeller strikes against the ground. (3) A sudden RPM drop while impacting water, tall grass, or similar yielding medium, where propeller damage is not normally incurred. (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 hanger door (or other object) strikes the propeller blade. These cases should be handled as sudden stoppages because of potentially severe side loading on the crankshaft flange, front bearing, and seal. ALTERNATIVE METHODS OF COMPLIANCE (k) The Manager, New York Aircraft Certification Office, has the authority to approve alternative methods of compliance for this AD if requested using the procedures found in 14 CFR . MATERIAL INCORPORATED BY REFERENCE (l) You must use Lycoming MSB No. 475C, dated January 30, 2003, to perform the inspections and repairs required by this AD. The Director of the Federal Register approved the incorporation by reference of this service bulletin in accordance with 5 U.S.C. 552(a) and 1 CFR part 51. You can get a copy from Lycoming Engines, 652 Oliver Street, Williamsport, PA 17701, U.S.A; telephone (570) 323-6181; fax (570) 327-7101. You can review copies at the FAA, New England Region, Office of the Regional Counsel, 12 New England Executive Park, Burlington, MA; or at the National Archives and Records Administration (NARA). For information on the availability of this material at NARA, call 202-741 -6030, or go to: http://www.archives.gov/federal_regi...egulations/ibr _locations.html. RELATED INFORMATION (m) None. Issued in Burlington, Massachusetts, on May 12, 2004. Peter A. White, Acting Manager, Engine and Propeller Directorate, Aircraft Certification Service. FOR FURTHER INFORMATION CONTACT: Norm Perenson, Aerospace Engineer, New York Aircraft Certification Office, FAA, 1600 Stewart Avenue, Suite 410, Westbury, NY 11590; telephone (516) 228-7337; fax (516) 794-5531. On Fri, 25 Nov 2005 21:47:29 -0500, "Tien Dao" wrote: There is a CRANKSHAFT GEAR RETAINING BOLT AD 2004-10-14 effective June 25 2004, pertaining to certain types of Lycoming engines, which redefines "prop-strike" and states: "(e) Compliance with this AD is required as indicated before further flight if the engine experiences a propeller strike after the effective date of this AD, as defined in paragraphs (i) and (j) of this AD. " Crazy as it appears, there is some disagreement amongst some of us whether this AD demands 1. replacement of the retaining bolt & lockplate after the effective date of the AD on ALL "prop-strikes" -as newly defined- occuring BEFORE&AFTER the AD or whether the AD demands only 2. replacement of the retaining bolt & lockplate ONLY on "prop-strikes"- as newly defined- occuring AFTER the effective date of the AD. Does anyone have experience or information to clarify this for me? My interpretation is (2). Thanks, Tien (Posted on rec.aviation.owning as well) |
#4
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Lycoming Prop-Strike AD question
just replace the dang bolt... it's an easy fix and well worth the effort..
On our Pawnee, O-540 we did not even have to lift the engine off the mounts. It is easier than telling a widow.. we chose not to replace a $200 bolt that holds the crankshaft in place because the "prop strike" was before the date of the AD. But seriously... if there was a prop strike 5 years before and you complied with previous instructions (before this AD) and all is well.. then why worry. IT is a 2004 AD so you've been flying on that bolt at least a year.. unless this engine has been sitting idle the whole year. Also, there was an earlier AD that required inspection and replacement of this same bolt "just in case" your engine had one of the "bad batch" of bolts that was out in the marketplace. BT "Tien Dao" wrote in message . .. There is a CRANKSHAFT GEAR RETAINING BOLT AD 2004-10-14 effective June 25 2004, pertaining to certain types of Lycoming engines, which redefines "prop-strike" and states: "(e) Compliance with this AD is required as indicated before further flight if the engine experiences a propeller strike after the effective date of this AD, as defined in paragraphs (i) and (j) of this AD. " Crazy as it appears, there is some disagreement amongst some of us whether this AD demands 1. replacement of the retaining bolt & lockplate after the effective date of the AD on ALL "prop-strikes" -as newly defined- occuring BEFORE&AFTER the AD or whether the AD demands only 2. replacement of the retaining bolt & lockplate ONLY on "prop-strikes"- as newly defined- occuring AFTER the effective date of the AD. Does anyone have experience or information to clarify this for me? My interpretation is (2). Thanks, Tien (Posted on rec.aviation.owning as well) |
#5
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Lycoming Prop-Strike AD question
"BTIZ" wrote in message news:wiShf.4943$pF.3133@fed1read04... just replace the dang bolt... it's an easy fix and well worth the effort.. On our Pawnee, O-540 we did not even have to lift the engine off the mounts. Really? What the f--- do I know. The 2 mechanics at the pre-purchase inspection told me the 0-320-E2D engine on a Cardinal 177 1968 would have to be removed and shipped to an engine shop to have the bolt and plate removed and replaced. Tien |
#6
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Lycoming Prop-Strike AD question
Tien Dao wrote:
/snip/ The 2 mechanics at the pre-purchase inspection told me the 0-320-E2D engine on a Cardinal 177 1968 would have to be removed and shipped to an engine shop to have the bolt and plate removed and replaced. Tien Tien, Run, don't walk, away from that shop! Not only is it blatantly obvious that the AD does NOT apply to that engine, in this case, but even if you did want to go ahead and replace the bolt, it's a rudimentary procedure. Any *competent* mechanic can accomplish this on the plane, in about a day. I recommend you find a different mechanic/shop for your future needs. Happy Flying! Scott Skylane |
#7
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Lycoming Prop-Strike AD question
"Scott Skylane" wrote in message ... Run, don't walk, away from that shop! I`m gone! Thanks for the validation! Tien |
#8
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Lycoming Prop-Strike AD question
it needs to be replaced because the cardinal had a prop strike?
"Tien Dao" wrote in message ... "BTIZ" wrote in message news:wiShf.4943$pF.3133@fed1read04... just replace the dang bolt... it's an easy fix and well worth the effort.. On our Pawnee, O-540 we did not even have to lift the engine off the mounts. Really? What the f--- do I know. The 2 mechanics at the pre-purchase inspection told me the 0-320-E2D engine on a Cardinal 177 1968 would have to be removed and shipped to an engine shop to have the bolt and plate removed and replaced. Tien |
#9
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Lycoming Prop-Strike AD question
"BTIZ" wrote in message news:PV8if.5029$pF.1981@fed1read04... it needs to be replaced because the cardinal had a prop strike? Yup. So bad that they trashed the prop and got a new one but didn`t tear down the engine to check the crankshaft, gears bolts and all. No wonder. It is due to guys like this that we read of engine failures, "accidents" and fatalities giving the companies and FAA more reason to pile on more AD`s that punish the guys who did a good job and followed the previous AD`s in the first place. |
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