To the safety of my friends and fellow OKLAHOMA jumpers(please reply)..

[jumperjustin 0]

I know first hand that there has been several fellow jumpers and friends that have been concerned with a local dropzones propeller strike incident that occured in northern oklahoma.Explained:"the aircraft was taxing into the hanger after a nite demo when the pilot heard a sound. the prop had struck a poll and airplane tire that holds windblades in place during normal opperation hours, resulting in a half dollar size chunk missing in the prop",Staff member explained.. Some say that a prop strike requires a full engine tear down if prop mhas to be removed for repair ,which it did.. So for the safety and knowledge of my friends, I did some research on this to better explain the precautions that may need to be taken into cosideration if the engine is not torn down and inspected,which some say that these precautions are not being followed....

T.C.M.'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 R.P.M.'s 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.

Teledyne Continental powered aircraft operating under Part 135 of the F.A.R.'s, that have to comply with all manufacturers service bulletins, 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 R.P.M.'s during the incident. An aircraft, operating under the same regulations, that is powered by a Textron Lycoming engine, would have to comply with Service Bulletin 475B after a propeller strike of any kind and would also have to comply with A.D.note 91-14-22 if the propeller strike was deemed a sudden engine stoppage. On these Textron Lycoming powered aircraft, it is the responsibility of the inspecting technician to determine if the engine should be removed from service for disassembly and inspection.



PROPELLER STRIKES AND SUDDEN STOPPAGES OF EPI AIRCRAFT ENGINES AND PSRU's

Document Number 260002

REVISION HISTORY

ID Date Description
A 08/22/01 Initial Release.
B 01/29/02 Added specific standard NDT references to Section 3.1.
C 04/05/02 Expanded Section 3.1

1.0 ABSTRACT

This document specifies the required procedures to be followed with regard to any EPI aircraft engine or PSRU involved in a propeller strike or sudden stoppage event. The requirements specified herein are similar to those specified by Lycoming (SB 533-A), Continental (SB96-11), Woodward Prop Governors (SB 33574B), McCauley Prop Governors (SB 215B), and the Slick Magneto Overhaul Manual (Page 4-1) for their respective aircraft products following a prop strike or sudden stoppage event.

2.0 DEFINITIONS

The following definition of PROPELLER STRIKE is taken from Lycoming Service Bulletin SB 533-A and Continental Service Bulletin SB96-11, which are, for all intents and purposes, identical.

A propeller strike is defined as follows:

(a) Any incident, whether or not the engine is operating, that requires repair to the propeller other than minor dressing of the blades;

(b) Any incident during engine operation in which the propeller impacts a solid object which causes a drop in 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, and although the propeller may continue to rotate, damage to the engine may result, possibly progressing to engine failure.

(c) A sudden RPM drop while impacting water, tall grass, or similar non-solid medium, where propeller damage is not normally incurred.

The above definitions encompass any propeller strike occurring at taxi speeds and during touch-and-go operations, involving propeller tip ground contact. In addition, they also include situations where an aircraft is stationary and the landing gear collapses causing one or more blades to be bent or substantially damaged, or where a hangar door (or other object) strikes the propeller blade. These cases should be handled as a sudden engine stoppage because of potentially severe side loadings on the propshaft flange, front bearing, and seal.

3.0 COMPLIANCE

Circumstances which surround accidents are many and varied. Therefore, the circumstances of the accident cannot, in EPI's opinion, be used to predict the extent of the damage to the engine or the PSRU, or to assure the future reliability of either the engine or the PSRU.

3.1 Engines and PSRU's

As the designer and manufacturer of the subject engines and/or PSRU's, EPI, Inc. takes the position that in the case of a sudden engine stoppage, propeller strike, or the loss of a propeller blade or tip, that the affected engine(s) and/or PSRU(s) shall not be returned to service before being removed and returned to EPI, Inc. for a complete disassembly and inspection of:

(a) all the rotating and reciprocating parts,

(b) the accessory drive components,

(c) any devices installed on the accessory drive at the time of the incident (including, but not limited to: rotating fuel pumps, oil pressure and scavenge pumps, ignition distributors and/or magnetos, hydraulic pumps, vacuum pumps)

(d) all propeller drive and governor drive components, bearings, seals and housings.

Any of the above parts which are covered by a manufacturer's document defining inspection after such incidents shall be inspected in accordance with the applicable documents.

Any parts not so covered are to be completely inspected for conformity to original design drawings with respect to concentricity, straightness and runout, followed by complete inspection by accepted NDT methodology and declared, as a result of those inspections, to be undamaged.

For ferromagnetic parts, the inspection standard is ASTM E-1444. For non-ferromagnetic parts, the inspection standard is ASTM E-1417.

This research has not been directed at anyone to mean harm or cause problems but, to notify fellow friends to use caution when boarding the unknown.."most problems occur during take off, where the use of a reserve is no good,especially with a heavely loaded cessna". Think about the safety of you and your fellow jumpers were family we should stick together and stay alive.. blues skies..

[diverdriver 7]

So you are saying that they DID do a full tear down on the engine?

Chris Schindler
www.diverdriver.com
ATP/D-19012
FB #4125

[windcatcher 0]

Hi Justin, was so disappointed not to see you or Victoria at the Casa boogie yesterday!!!

Hope all is well with you guys!
Sarah

Mother to the cutest little thing in the world...

[jumperjustin 0]

No its not being done, its only the prop and bulkhead to the best of my knowledge thats being changed, the engine is not being looked at..

[skydiva1998 0]

Quote

This research has not been directed at anyone to mean harm or cause problems but, to notify fellow friends to use caution when boarding the unknown.."most problems occur during take off, where the use of a reserve is no good,especially with a heavely loaded cessna". Think about the safety of you and your fellow jumpers were family we should stick together and stay alive.. blues skies..

Kudos to you for speaking up for the safety of others! It takes guts as there can some times be repercussions.

More people need to speak up when they have knowledge of safety concerns with dropzone planes.

Skydiving is dangerous enough without having to put an unsafe plane into the mix.

[Beerlight 0]

Quote

No its not being done, its only the prop and bulkhead to the best of my knowledge thats being changed, the engine is not being looked at..

Evidently you have some knowledge of aircraft and FAA regs. You say a "staff" member made the comment? Anyone that writes the checks?

Guess all you need to do now is forward your fact finding investigation/dig to the FAA.