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O-540 / IO-540 Crank AD Excerpts
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pcondon(at)mitre.org
Guest

Posted: Tue Mar 21, 2006 6:11 am Post subject: O-540 / IO-540 Crank AD Excerpts

Front part of the AD. The next 60 pages are the list of S/N effected

engines.

DATE: February 21, 2006 Service Bulletin No. 569

SUBJECT: Crankshaft Retirement for Certain Lycoming Engines

MODELS AFFECTED: Any Lycoming engine model specified below

manufactured, rebuilt,

overhauled, or repaired after March 1, 1997:

Lycoming counterweighted (L)O-360, (L)IO-360, HIO-360 and AEIO-

360 engines described in Section 1.

Lycoming IO-390 and AEIO-390 engines described in Section 2.

Lycoming O-540, IO-540, AEIO-540 and (L)TIO-540 engines described

in Section 3.

Lycoming IO-580 and AEIO-580 engines described in Section 4.

Lycoming IO-720 engines described in Section 5.

Lycoming crankshafts with a crankshaft serial number listed in Table 5

shipped as a spare after March 1, 1997. These crankshafts may have been

installed in any of the engine models listed above.

NOTE

1. Engines that have complied with Service Bulletin No. 552,

Service Bulletin No. 553, Service Bulletin No. 566, or

Supplement No. 1 to Service Bulletin No. 566 that have not

had a crankshaft replaced in the field after compliance with

one of the above Service Bulletins, are not affected by this

Service Bulletin.

2. Any new, rebuilt, overhauled, or repaired (example: prop

strike) engines received from Lycoming after July 11, 2005

(logbook date of manufacture) that have not had a

crankshaft replaced in the field are not affected by this

Service Bulletin.

TIME OF COMPLIANCE: At the crankcase separation or at next overhaul,

whichever occurs first, not to

exceed three years from the date of this Service Bulletin; therefore

affected

crankshafts must be retired by February 21, 2009.

Lycoming has continued to analyze crankshafts in service. While there

have been no failures in the

crankshafts which are the subject of this Service Bulletin, as part of

our commitment to quality, Lycoming is

initiating a crankshaft retirement program. This crankshaft retirement

program requires the removal of the

subject crankshafts when the crankcase is separated or at overhaul,

whichever occurs first, not to exceed

three calendar years from the date of this Service Bulletin, no later

than February 21, 2009.

Page 1 of 56

(c)2006 by Lycoming "All Rights Reserved'

Service Bulletin No. 569

A crankshaft kit will be provided at a price of $2000 (US). The kit

includes the appropriate crankshaft and

the following additional parts:

Main bearings Piston ring sets Connecting rod bearings

Piston pin plugs Connecting rod bolts and nuts Counterweight washers

Crankshaft gear bolt Counterweight snap rings Seal and gasket set

Lockwashers

The crankshaft part number and serial number are marked on the O.D. of

the propeller mounting flange.

Both will be required to determine effectivity.

NOTE

1. The engine model, engine serial number, and date of engine

manufacture, can be found in

the engine logbook. This information will be required to determine if

your engine is

affected.

2. Lycoming crankshaft part number formats that are affected by this

Service Bulletin

include the following:

a. The number "13" followed by a letter, then by the number "27",

followed by 3 digits

(example: 13x27###).

b. The number "13" followed by a letter, then by the number "37",

followed by 3 digits

(example: 13x37###).

3. If your crankshaft part number is in the format shown in either Note

2.a. or 2.b., then go

to Table 5 to determine whether your crankshaft serial number is

affected by this Service

Bulletin. Lycoming crankshaft serial number formats that are affected

by this Service

Bulletin include the following:

a. "V5379" followed by 4 or 5 digits.

b. A "V" followed by 5 digits.

c. An "I" followed by 5 digits.

CAUTION

SOME AFFECTED SERIAL NUMBERS BEGIN WITH THE LETTER "I". THIS "I" MAY

BE MISINTERPRETED AS THE NUMBER ONE.

4. Some field repair stations mark their own identification (numbers

and/or letters) on the

propeller flange O.D. These numbers are not related to any Lycoming

information.

MODEL DESCRIPTIONS:

SECTION 1

Any Lycoming counterweighted (L)O-360, (L)IO-360, HIO-360 and AEIO-360

engines manufactured,

rebuilt, overhauled or repaired by Lycoming after March 1, 1997 and

with serial numbers listed in Table 1.

Any field overhauled or repaired Lycoming counterweighted (L)O-360,

(L)IO-360, HIO-360 or AEIO-360

series engine that has had a crankshaft replaced after March 1, 1997

with a crankshaft serial number listed in

Table 5.

NOTE

The counterweighted 360 engines can be identified by the numeral 6 as

the 4th suffix

character in the engine model (Example: IO-360-A1B6).

Page 2 of 56

Service Bulletin No. 569

SECTION 2

Any Lycoming IO-390 and AEIO-390 engines manufactured, rebuilt,

overhauled or repaired after April 1,

2002.

Any field overhauled or repaired Lycoming IO-390 or AEIO-390 series

engine that has had a crankshaft

replaced after April 1, 2002 with a crankshaft serial number listed in

Table 5.

SECTION 3

Any Lycoming O-540, IO-540, AEIO-540 and (L)TIO-540 engines

manufactured, rebuilt, overhauled or

repaired by Lycoming after March 1, 1997 and with serial numbers listed

in Table 2.

Any field overhauled or repaired Lycoming O-540, IO-540, AEIO-540 or

(L)TIO-540 series engine that has

a crankshaft replaced after March 1, 1997 with a crankshaft serial

number listed in Table 5.

SECTION 4

Any Lycoming IO-580 and AEIO-580 engines manufactured, rebuilt,

overhauled or repaired by Lycoming

after March 1, 1997 and with serial numbers listed in Table 3.

Any field overhauled or repaired Lycoming IO-580 or AEIO-580 series

engine that has had a crankshaft

replaced after March 1, 1997 with a crankshaft serial number listed in

Table 5.

SECTION 5

Any Lycoming IO-720 engines manufactured, rebuilt, overhauled or

repaired by Lycoming after March 1,

1997 and with serial numbers listed in Table 4.

Any field overhauled or repaired Lycoming IO-720 series engine that has

had a crankshaft replaced after

March 1, 1997 with a crankshaft serial number listed in Table 5.

INSTRUCTIONS FOR COMPLIANCE:

1. If your Lycoming engine serial number is listed in the Table for

your engine model (Table 1, 2, 3 or 4),

and the crankshaft serial number is in Table 5, then at next engine

overhaul, or when the crankcase is

separated or within three calendar years from the date of this Service

Bulletin, whichever occurs first,

contact Lycoming by phone at 570-323-6181 for information required to

obtain the appropriate

replacement crankshaft kit at a price of $2000 (US). This price is only

valid when complying with this

Service Bulletin and when the affected crankshaft is returned to

Lycoming.

2. If your engine model was overhauled, repaired, or had the crankshaft

replaced after March 1, 1997,

verify the crankshaft serial number through pertinent aircraft/engine

documentation or

overhaul/maintenance facility records. The engine logbook may contain

crankshaft replacement and

serial number information. If your crankshaft serial number is listed

in Table 5, contact Lycoming by

phone at 570-323-6181 to obtain the appropriate replacement crankshaft

kit at a price of $2000 (US).

This price is only valid when complying with this Service Bulletin and

when the affected crankshaft is

returned to Lycoming. If your crankshaft serial number cannot be

verified through engine records,

contact Lycoming.

3. Crankshafts listed in Table 5 must be returned to Lycoming and must

not be reused to assemble any

engine. Check any uninstalled crankshaft against Table 5. If a subject

crankshaft is found, contact

Lycoming by phone at 570-323-6181.

4. After you determine that your engine and crankshaft are not affected

by this Service Bulletin, make

appropriate logbook entries.

5. Factory replacement crankshaft kits can be determined from the Table

in Appendix 1.

Page 3 of 56

dlm46007(at)cox.net
Guest

Posted: Tue Mar 21, 2006 7:16 am Post subject: O-540 / IO-540 Crank AD Excerpts

I believe this is a Service Bulletin and is not an Airworthiness directive.

---

Kellym

Joined: 10 Jan 2006
Posts: 1700
Location: Sun Lakes AZ

Posted: Tue Mar 21, 2006 7:26 am Post subject: O-540 / IO-540 Crank AD Excerpts

You might want to reset your computer clock to the correct month.

Yes it is an SB. However, if you wait for it to be an AD, it will cost 

a lot more money, as Lyc. will have stopped any warranty consideration 

by then.



Do Not Archive



Quoting David McNeill <dlm46007(at)cox.net>:



 	  Quote: 	
		   



 I believe this is a Service Bulletin and is not an Airworthiness directive.

_________________
Kelly McMullen
A&P/IA, EAA Tech Counselor # 5286
KCHD

dlm46007(at)cox.net
Guest

Posted: Tue Mar 21, 2006 7:35 am Post subject: O-540 / IO-540 Crank AD Excerpts

It also depends whether you have a data plate on the engine. If so then 

certified and must comply with ADs

---

brinker(at)cox-internet.c
Guest

Posted: Tue Mar 21, 2006 11:06 am Post subject: O-540 / IO-540 Crank AD Excerpts

Even if it's an experimental aircraft ?



Randy



---

dlm46007(at)cox.net
Guest

Posted: Tue Mar 21, 2006 2:20 pm Post subject: O-540 / IO-540 Crank AD Excerpts

If the Lycoming data plate is there then it is still considered a certified 

engine and ADs must be performed; even if the aircraft itself is 

experimental. Of course if engine was experimental to start, then you can 

ignore the ADs.

---

Kellym

Joined: 10 Jan 2006
Posts: 1700
Location: Sun Lakes AZ

Posted: Tue Mar 21, 2006 2:48 pm Post subject: O-540 / IO-540 Crank AD Excerpts

Legalities aside, do you really want to fly behind an engine with a 

crankshaft with known flawed metalurgy? Several of these cranks have 

failed in six cyl Lycomings. How much do you really want to rationalize 

this away? Why not get Lycoming's assistance in replacing the suspect 

crank with a new crank?

Do not archive



Quoting David McNeill <dlm46007(at)cox.net>:



[quote] 



 If the Lycoming data plate is there then it is still considered a 

 certified engine and ADs must be performed; even if the aircraft 

 itself is experimental. Of course if engine was experimental to 

 start, then you can ignore the ADs.

 ---

_________________
Kelly McMullen
A&P/IA, EAA Tech Counselor # 5286
KCHD

pitts_pilot(at)bellsouth.
Guest

Posted: Tue Mar 21, 2006 2:50 pm Post subject: O-540 / IO-540 Crank AD Excerpts

Hey guys, this is getting scary.  If there's an AD on something (in this 

discussion, it's the crank) I think that ignoring it for any reason is 

not conducive to a long flying career.  It really doesn't matter whether 

the crank is in an experimental engine or in a certified engine when the 

sucker fails.  That crank doesn't take the time to look and see if 

there's a data plate or not because it doesn't really care!  Ignore the 

ADs????  Poor advice IMHO.

Linn  ...... two off-field landings already.

David McNeill wrote:



[quote] 



 If the Lycoming data plate is there then it is still considered a 

 certified engine and ADs must be performed; even if the aircraft 

 itself is experimental. Of course if engine was experimental to start, 

 then you can ignore the ADs.

 ---

dlm46007(at)cox.net
Guest

Posted: Tue Mar 21, 2006 3:03 pm Post subject: O-540 / IO-540 Crank AD Excerpts

I'm just the devils advocate as I have a Van's IO540 to which the SB does 

not apply.

---

speckter(at)comcast.net
Guest

Posted: Tue Mar 21, 2006 5:11 pm Post subject: O-540 / IO-540 Crank AD Excerpts

My understanding is that any engine or prop installed into an experimental

automatically decertifies it.  To be reinstalled into a certified aircraft

it would need to go through reinspection/certification by an authorized

repair station.

No I do not have the FAR's to back this up so don't flame me, I burn easily

Gary Specketer

Tech Councilor

40274



--

deej(at)deej.net
Guest

Posted: Tue Mar 21, 2006 5:33 pm Post subject: O-540 / IO-540 Crank AD Excerpts

Gary Specketer wrote:

 	  Quote: 	
		   

 

 My understanding is that any engine or prop installed into an experimental

 automatically decertifies it.  To be reinstalled into a certified aircraft

 it would need to go through reinspection/certification by an authorized

 repair station.


	


	I think it depends on which FSDO you ask.  We had a gentleman

from the Portland, ME FSDO give a presentation to our local EAA chapter.

According to him, if the engine started out as "certified", you had to

comply with ADs even if the data plate were removed and it was installed

in an experimental aircraft.  Go figure...



	It would be nice to get something in writing from the FAA about

this.  Anyone care to inquire to EAA if they have something like this?



-Dj

dmasys(at)cox.net
Guest

Posted: Tue Mar 21, 2006 5:44 pm Post subject: O-540 / IO-540 Crank AD Excerpts

 	  Quote: 	
		   

 

 

 My understanding is that any engine or prop installed into an experimental

 automatically decertifies it. 


	


Yep.  That's what the FSDO guy who signed off on my repairman's certificate paperwork said also.  Makes you think twice about the premium to be paid for using a new certified engine.



-Dan Masys

#40448 wings N104LD reserved

N747DL -7A flying with IO-360A1A with new ECI crankshaft in it.  Dodged that particular Lycoming SB bullet!

LloydDR(at)wernerco.com
Guest

Posted: Tue Mar 21, 2006 6:10 pm Post subject: O-540 / IO-540 Crank AD Excerpts

Well you can think about it this way, the only one who can do Annual

condition inspections on a certified aircraft is an A&P, and the only

one who can tear down and rebuild a certified engine, and return it to

service is an A&P or a certified repair facility, right?

So when we as the repairmen certificate holder for the aircraft we

built, tear down and rebuild an engine with a data plate that engine is

no longer certified, because we do not hold an A&P license to be able to

return that engine to service on anything other than our experimental

aircraft. That is not to say the engine can't be inspected by an A&P and

found to comply with all AD's, and returned to certified service, just

that you as a home builder are not authorized to do this. I am in the

Northern Pittsburgh area and our local FSDO was at Greenville, and we

had a discussion on this topic today. Seems to me there is not

consistency on this topic even from the Fed's.

By the way in my opinion it is a mute point to not comply with a

crankshaft AD.

Just my .02 and as usual it is worth what you paid.

Dan Lloyd

40269

Do not archive



--

LIKE2LOOP(at)aol.com
Guest

Posted: Tue Mar 21, 2006 6:48 pm Post subject: O-540 / IO-540 Crank AD Excerpts

If one owns a certified engine (in an experimental) and wishes to replace 

a cylinder or do any work (overhaul), what does it take to officially make the 

engine experimental?   As in, not needing an A&P sign off???



Do not archive   ....the question.

Steve



Port St. Lucie, FL

772-475-5556



Sent from my Treo 600

johnwcox(at)pacificnw.com
Guest

Posted: Tue Mar 21, 2006 7:31 pm Post subject: O-540 / IO-540 Crank AD Excerpts

In a vacuum the rumors can sure abound.  As it pertains to Experimental

Owner Built aircraft, one individual is entitled to declare themselves

as the builder.  The certificate issued is separate from the

Airworthiness issued by the DAR.  With a certified statement from the

one builder, the FAA will grant a Repairman Certificate for that one

individual to maintain that exact aircraft through its entire life.

Sell it and the next owner must seek out an A & P willing to stretch

their neck to complete a Conditional.  The "Repairman" builder has all

of the rights of an A & P with IA designation as it pertains to

maintaining said aircraft - An annual Condition Inspection. To that end,

every FSDO marches the same tune.  It is consistent as the sun setting

each day.



Certified Production Aircraft do not get Conditional Inspections.  They

get Annual Inspections some even get 100 hour inspections.  And only an

A & P with IA designation can do the annual inspection.  Period...



Any A & P and the Repairman (builder) of the specific Experimental

Amateur built aircraft they built, can do the Conditional.  It is not an

Annual.  It just has to be done each year.



John - KUAO



--

johnwcox(at)pacificnw.com
Guest

Posted: Tue Mar 21, 2006 7:51 pm Post subject: O-540 / IO-540 Crank AD Excerpts

Certificated engines when coupled with certificated propellers are most

often found in certificated mass produced civil production aircraft.

When that combination is installed in an Owner Built Amateur Aircraft

they do not loose their certification or the requirement for routine and

reoccurring maintenance just by being in the Kitplane.  The

Annual/Conditional, just needs to be done by a current A & P with IA

designation.



When said combination is used in an Experimental built RV-10 the DAR is

granted the latitude to reduce the initial built fly-off period from 40

to 25 hours around the home patch.  Change one of the two mated

certificated components or go with an esoteric auto conversion and the

rule reverts to 40 hours.  The perception is that the risk goes up.



A certificated engine and prop which was properly maintained in an

experimental can go right back into a certificated production aircraft

with just simple log book entries.  As long as the certificated

manufacturer approved the certificated engine and certificated propeller

in the first place.  Hence the reason for an aircraft TCDS.



A certified product is one where someone makes a statement - "I

certify", nothing more.  That will not be enough to remain certificated.

Each component has its own Engine/Prop/Accessory TCDS.  Repairmen are

not authorized to work on certificated engines or propellers unless

under the color of their respective approved repair station.  Home

builders with a repairman certificate maintain their own equipment but

it will not comply with maintaining airworthiness for certificated

purposes. To do so revokes the FAA authorization granting certification.

Once the data plate is removed, they can sure be put into OAMA and they

get a 40 hour fly off for being non certificated.



Repair stations are not the only approved means for recertification.

Don't forget the engine/prop/accessory factory and a properly trained

and tooled A & P with IA.  Clearly everyone needs to have a better

understanding of the rights and responsibilities of maintenance.  I

think the EAA does a pretty good job.  If you find dissimilarities with

FSDOs let me know and I will show you the path to their boss's boss.



John - $00.02



--

dlm46007(at)cox.net
Guest

Posted: Tue Mar 21, 2006 8:11 pm Post subject: O-540 / IO-540 Crank AD Excerpts

One comment the 100 hour engine inspection can be done by an A&P. Certified 

airplanes require an annual inspection for the airframe by an IA and a 100 

hour engine inspection of the powerplant by at least an A&P.

---

Kellym

Joined: 10 Jan 2006
Posts: 1700
Location: Sun Lakes AZ

Posted: Tue Mar 21, 2006 8:18 pm Post subject: O-540 / IO-540 Crank AD Excerpts

Not true. On certified aircraft the entire aircraft including the prop 

and engine MUST be inspected by A&P WITH IA. Discrepancies can be fixed 

by any A&P. The IA is certifying that he inspected the entire aircraft, 

not just the airframe. Read the reg..it says each AIRCRAFT shall be 

inspected annually.

KM

A&P

do not archive

David McNeill wrote:

 	  Quote: 	
		   

 

 One comment the 100 hour engine inspection can be done by an A&P. 

 Certified airplanes require an annual inspection for the airframe by an 

 IA and a 100 hour engine inspection of the powerplant by at least an A&P.

_________________
Kelly McMullen
A&P/IA, EAA Tech Counselor # 5286
KCHD

LIKE2LOOP(at)aol.com
Guest

Posted: Tue Mar 21, 2006 9:14 pm Post subject: O-540 / IO-540 Crank AD Excerpts

Annual inspections are required for certified aircraft. 100 hour 

inspections are only required if the plane is for hire.   Many do both entries at 

the annual if they coincide.



Steve



Port St. Lucie, FL

772-475-5556



Sent from my Treo 600

deruiteraircraftservices(
Guest

Posted: Wed Mar 22, 2006 1:33 am Post subject: O-540 / IO-540 Crank AD Excerpts

hi,



Can anyone explain why an AD or SB does not have to complied with because 

the engine is experimental? It is not the certified status of the engine 

that dictates issue of an AD or SB, but the parts that have been used to 

built the particular engine which dictate the issue of an AD or SB.

I do not believe that Lycoming does this as a money spinner, whomever has 

read the SB569 knows that the Crankshaft kit is made available for $2000, 

this is not even half the normal list price of a four cylinder crankshaft, 

let alone the price for a six cylinder crankshaft. In addition to the 

crankshaft itself, the kit comes with bearings, nuts, bolts, etc.



In an ideal world engines are built and run 1000hours past their TBO with 

nothing more than a regular oil change. This is fantasy. This little 

exercise is costing Lycoming quite a few $$$, and therefore should be 

treated a bit more serious than some people seem to suggest on this forum. 

The reality is that a lot of the 500 odd builders haven't even got an 

engine, and that those who do, have not got to the stage where the engine is 

actually mounted. It is not that much work to split the crankcase in the 

overall scheme of building a RV10, and the $2000 for a new shaft doesn't 

really compare to the investment for the a/c kit and all bits and bobs to be 

got to complete the project.

Another thing to consider, in particular for those who haven't got their 

engine yet, is to take the SB569 with them when they go and look at an 

engine, you know what the pitfalls are when you buy one that's on the list!



Oh, and yes, our engine is effected and the crankkit is on order, good deal 

if you ask me, 0 hour overhauled bottom end for $2000..........

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