Another Lycoming Crankshaft SB

[Doug]

Thankfully, no Aviat Huskies are affected. They are not the balanced
crankshaft models (which end in 6). Mine is 1996 anyway. This if going
to affect a lot of planes.

[Jim Burns]

Has anybody else looked up your engine serial numbers on Lycomings latest
crankshaft service bulletin #566? This one adds about 1000 engines/cranks
to a previous SB for mainly 540cu in engines putting out over 300hp. Ours
ducked the bullet once again.

Details on Avweb and find the SB on Lycomings site. It sounds like they'll
make this one an AD soon.

Jim

[Paul kgyy]

Fortunately, my last OH was in 1987 :-)

[[email protected]]

On 14-Jul-2005, "Jim Burns" > wrote:

> Has anybody else looked up your engine serial numbers on Lycomings latest
> crankshaft service bulletin #566? This one adds about 1000 engines/cranks
> to a previous SB for mainly 540cu in engines putting out over 300hp. Ours
> ducked the bullet once again.


There are also a few -360 (4 cyl) series engines affected, specifically
those with counterweighted cranks. The IO-360-C1C6 in our Arrow IV falls in
this category, and since we installed a factory reman last year I was very
worried until I looked up the list of affected SNs and crankshafts.
Fortunately, they used a refurbished, older crank (originally manufactured
before the March 1, 1999 cutoff) on our engine, so we dodged the bullet.

--
-Elliott Drucker

[Jim N.]

I got burned by this one- have to have the engine yanked on my Extra and
sent away for who knows how long.

[[email protected]]

On 18-Jul-2005, "Jim N." > wrote:

> I got burned by this one- have to have the engine yanked on my Extra and
> sent away for who knows how long.


A pretty long time, I'll wager. According to the "Dear Valued Lycoming
Customer" letter accompanying the SB, engines from planes used in Part 91
operations (including flight training) will be given LOWEST priority for
crankshaft replacement. So unless your Extra is government operated
(unlikely), used in Part 121 scheduled ops (exceedingly unlikely), or Part
135 commuter and/or charter ops (still pretty damn unlikely), I'm afraid you
are at the end of the line.

Lycoming will do the repair for free and will reimburse
removal/reinstallation and shipping costs, but they say nothing about the
cost and frustration of extended AOG time. Bummer.

--
-Elliott Drucker

[Jim Burns]

There are about a dozen IO540C4B5's in the list and since one of ours was
overhauled in 2001, I had to contact Penn Yan to get the serial number of
the crank. No problem, it wasn't on the list.
Jim

> wrote in message
news:tVUCe.12159$ph1.8216@trnddc06...
>
> On 14-Jul-2005, "Jim Burns" > wrote:
>
> > Has anybody else looked up your engine serial numbers on Lycomings
latest
> > crankshaft service bulletin #566? This one adds about 1000
engines/cranks
> > to a previous SB for mainly 540cu in engines putting out over 300hp.
Ours
> > ducked the bullet once again.
>
>
> There are also a few -360 (4 cyl) series engines affected, specifically
> those with counterweighted cranks. The IO-360-C1C6 in our Arrow IV falls
in
> this category, and since we installed a factory reman last year I was very
> worried until I looked up the list of affected SNs and crankshafts.
> Fortunately, they used a refurbished, older crank (originally manufactured
> before the March 1, 1999 cutoff) on our engine, so we dodged the bullet.
>
> --
> -Elliott Drucker

[Jay Honeck]

>I got burned by this one- have to have the engine yanked on my Extra and
>sent away for who knows how long.

Oh, man, Jim -- that really sucks.

On the other hand, if Lycoming is REALLY having trouble with crankshafts
failing, I would think that an Extra would be the LAST plane you would want
to fly with a weak link behind the propeller.

Please keep us posted. I'd be curious to know how Lycoming handles this.
--
Jay Honeck
Iowa City, IA
Pathfinder N56993
www.AlexisParkInn.com
"Your Aviation Destination"

[Jay Honeck]

>> Has anybody else looked up your engine serial numbers on Lycomings latest
>> crankshaft service bulletin #566?

Just checked yesterday. We dodged this bullet again, thanks to being able
to re-use our crankshaft during our overhaul in 2002.

For once, it's paid NOT to buy new.
--
Jay Honeck
Iowa City, IA
Pathfinder N56993
www.AlexisParkInn.com
"Your Aviation Destination"

[Jim Burns]

Man that sucks Jim. Sorry to hear it.
Jim

"Jim N." > wrote in message
...
> I got burned by this one- have to have the engine yanked on my Extra and
> sent away for who knows how long.
>
>

[Jon Kraus]

That bites the big one Jim... Sorry to hear that... Our IO-360-A3B6D was
rebuilt in 03/01 but doesn't match any of the serial numbers.... Praise
the Lord!! :-)

Jon Kraus
'79 Mooney 201

Jim N. wrote:
> I got burned by this one- have to have the engine yanked on my Extra and
> sent away for who knows how long.
>
>

[Jim N.]

Also, the Extra has an MT composite prop, which has to be pulled and
overhauled every 6 years.

I plan on having the engine pulled this coming January when it's too cold to
fly the Extra anyway, but the next question is whether to do the prop a the
same time (claimed downtime is three weeks and around $3,500) or wait until
next year when the prop is actually due. (which means another month of
downtime again)

The worst part is that the engine has been running well- it never even needs
a quart between every 25 hour oil change, the compressions are solid, and it
idles and starts well. All this is on an engine that has no air filter and
is asked to go from 2700 rpm to idle and back again many times during a
practice session.

The prop is also clean and has no nicks, and doesn't leak any grease.
However, it has to be pulled every six years, crated, and sent to Florida
for overhall, then returned, remounted, and rebalanced.

Oh well, it's just a toy and there doesn't seem to be much choice in the
matter.

[Dave Butler]

wrote:

> Lycoming will do the repair for free and will reimburse
> removal/reinstallation and shipping costs, but they say nothing about the
> cost and frustration of extended AOG time. Bummer.

....but for one of the earlier ADs a few years ago my friend was able to
negotiate a settlement with Lyc for the lost time. I think he was AOG for almost
a year. Just complain loud and long and see what happens.

Dave

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[[email protected]]

On 19-Jul-2005, "Jim N." > wrote:

> Oh well, it's just a toy and there doesn't seem to be much choice in the
> matter.


Man, I really feel for you. What a dismal set of choices. Of course, as of
now the SB is just that, and legally you aren't required to do anything.
But everybody seems to feel that an AD is on the way.

The SB calls for pulling affected engines within 50 hours or 6 months,
whichever occurs first. At least you have a few ours to "burn" during the
good summer and fall acro weather. The folks I REALLY feel for are owners
of affected planes that rely on them regularly for business use and/or
rental revenues. I think Lycoming ought to give some consideration to those
cases

--
-Elliott Drucker