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. 0000018430 00000 n 0000007131 00000 n
The worst have rapt audiences equipped with cameras. :�L0��G�&�jr��o�">ӝ~>��W-���>U>�!>&�}�/eR[/� P�t��|�L~@r���s���r�� ��!MR�%>�j"��r�����L�@��5���)W��h>[ݯ���l~m4�G u��� ���:X����[������g@��^^����. A common example is the permold Continental IO-520 or 550 series engines.
The Orange County Board of Supervisors has awarded Clay Lacy Aviation a 35-year lease at John Wayne Airport to build and operate a FBO that will serve as a business gateway for Orange County. A prop that hits so hard as to bend the crank flange is only one of several considerations. This article originally appeared in the December 2012 issue of Light Plane Maintenance. This is a minor or major prop repair issue, but not a potential engine tear down issue. So - question: part 91, is it still legal to do that on Continentals? The very best ones are never seen by anyone else.
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 or she feels that it is the prudent and responsible thing to do. 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. The oil pump on the Continental IO-360 is driven by a very small shaft, for instance, and can be easily sheared as a result of a strike," says DeJoris. 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. 0000002797 00000 n A special note to experimental aircraft builders or someone looking for an engine upgrade: Beware of that great deal on an engine with a less than stellar or unknown history. Even tip damage is considered cause for teardown
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.
He adds, "This limits their liability exposure. 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. Some reports are quite specific about a recent prop strike in the engines history. 0000015761 00000 n Others will pay for all costs for the inspection and for any parts needed due to 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. 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. 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.
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