Newer Lycoming engines have Airworthiness Limitations

[PT20J]

We discussed Lycoming documentation in my factory class. It’s a mess because Lycoming has taken to using SBs, SIs and SLs to make changes that really should be incorporated into manuals. Worse yet, the website only includes the most common documents so it isn’t complete and documents are listed by date of issue order making it difficult to find things. Also, the overhaul manuals  are only available by paid subscription even though Lycoming hasn’t been updating them in favor of issuing SBs, SIs, and SLs.

Traditionally, Lycoming had three manuals: Overhaul, Operator’s, Parts Catalog. None of these included airworthiness limitations. However, engines certified after about 2008 now have a FAA-mandated Maintenance Manual which does include airworthiness limitations. This section is FAA approved and failure to comply is a violation of FAR 91.9. So, if for example you have an IO-390, you MUST comply with the 500 hour mag inspection and the 1000 hr exhaust valve wobble test as if these were ADs.

Skip

 

[N201MKTurbo]

The fuel line and magneto inspections were ADs. I haven’t seen the valve test as an AD. 
 

That being said, with the proper valve spring compressor, the valve test won’t take too long.

[alextstone]

1 hour ago, N201MKTurbo said:

The fuel line and magneto inspections were ADs. I haven’t seen the valve test as an AD. 
 

That being said, with the proper valve spring compressor, the valve test won’t take too long.

What valve spring compressor do you prefer?

[A64Pilot]

I think maybe his point is that that Lycoming is sort of following the FAA’s lead, used to be you went to the FAR’s to ensure compliance and with Lycoming the manuals, now they hide things in orders, AC’s and other pubs. Hide is I guess a strong word but it almost seems that way.

Used to be if you paid for the manuals they contained everything you needed to know, sure something new might come out in an SI first, but it was pretty quickly incorporated into the manuals.

I’m guessing that from a legal perspective FAR’s and I guess manuals have become very difficult to change.

But that’s purely a guess, as a min it has annoyed me for awhile and it’s my opinion it negatively affects safety, seems you have to have a pubs specialist on staff now to maintain currency?

[N201MKTurbo]

1 hour ago, alextstone said:

What valve spring compressor do you prefer?

I made one for my Cessna, and I used it to remove the valve springs on my new Continental cylinders on the Mooney, it didn't give very good access to the keepers. I know there are commercially available compressors They are expensive. If I had to do these inspections on a regular basis, I would buy a good one or build a better one.  

[alextstone]

1 hour ago, N201MKTurbo said:

I made one for my Cessna, and I used it to remove the valve springs on my new Continental cylinders on the Mooney, it didn't give very good access to the keepers. I know there are commercially available compressors They are expensive. If I had to do these inspections on a regular basis, I would buy a good one or build a better one.  

Thank you, Rich.  

[EricJ]

3 hours ago, alextstone said:

What valve spring compressor do you prefer?

FWIW, this works on straight-valve engines:

https://www.aircraftspruce.com/catalog/topages/compressor.php

This is supposed to work on anything:

https://www.aircraft-tool.com/shop/detail.aspx?id=3602

 

[EricJ]

5 hours ago, PT20J said:

We discussed Lycoming documentation in my factory class. It’s a mess because Lycoming has taken to using SBs, SIs and SLs to make changes that really should be incorporated into manuals. Worse yet, the website only includes the most common documents so it isn’t complete and documents are listed by date of issue order making it difficult to find things. Also, the overhaul manuals  are only available by paid subscription even though Lycoming hasn’t been updating them in favor of issuing SBs, SIs, and SLs.

Traditionally, Lycoming had three manuals: Overhaul, Operator’s, Parts Catalog. None of these included airworthiness limitations. However, engines certified after about 2008 now have a FAA-mandated Maintenance Manual which does include airworthiness limitations. This section is FAA approved and failure to comply is a violation of FAR 91.9. So, if for example you have an IO-390, you MUST comply with the 500 hour mag inspection and the 1000 hr exhaust valve wobble test as if these were ADs.

Skip

 

Definitely an interesting consideration when thinking about an IO-390.   Fingers crossed I'm a long way from that point, but this kind of thing is definitely good to know.

They seem to sell a lot of these to the experimental market.   It's essentially the standard engine in an RV-14.

[jetdriven]

The valve wizard is the best thing I’ve ever seen for angle valve engines. Check that out

[carusoam]

https://valvewizard.com/lycoming.html
 

Select the engine manufacturer and size….

-a-

[Guest]

11 hours ago, PT20J said:

We discussed Lycoming documentation in my factory class. It’s a mess because Lycoming has taken to using SBs, SIs and SLs to make changes that really should be incorporated into manuals. Worse yet, the website only includes the most common documents so it isn’t complete and documents are listed by date of issue order making it difficult to find things. Also, the overhaul manuals  are only available by paid subscription even though Lycoming hasn’t been updating them in favor of issuing SBs, SIs, and SLs.

Traditionally, Lycoming had three manuals: Overhaul, Operator’s, Parts Catalog. None of these included airworthiness limitations. However, engines certified after about 2008 now have a FAA-mandated Maintenance Manual which does include airworthiness limitations. This section is FAA approved and failure to comply is a violation of FAR 91.9. So, if for example you have an IO-390, you MUST comply with the 500 hour mag inspection and the 1000 hr exhaust valve wobble test as if these were ADs.

Skip

 

It’s interesting to compare what Lycoming calls a manual compared to what Continental did to their manuals.

[kortopates]

FWIW, this works on straight-valve engines:

https://www.aircraftspruce.com/catalog/topages/compressor.php
This is supposed to work on anything:

https://www.aircraft-tool.com/shop/detail.aspx?id=3602
 

I use the ATS tool on my Continental and it works great and easily after properly being set up.


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[JimB]

The newer certificated engines are going to have a Chapter 4 with Airworthiness Limitations Items (ALI). We have them on the Austro diesels on the Diamonds. You have to be a little careful with these because they aren't always readily apparent but they are mandated by regulation just not a Part 43 Maintenance regulation. They are actually in Part 91. So it is actually the responsibility of the owner/operator/pilot. And you can find them for the craziest things. The AMSAFE inflatable belts used to have a ALIs mandating the replacement of the seatbelt attaching bolts but thankfully they revised that out of the manual. 

§ 91.403 General.

(a) The owner or operator of an aircraft is primarily responsible for maintaining that aircraft in an airworthy condition, including compliance with part 39 of this chapter.

(b) No person may perform maintenance, preventive maintenance, or alterations on an aircraft other than as prescribed in this subpart and other applicable regulations, including part 43 of this chapter.

(c) No person may operate an aircraft for which a manufacturer's maintenance manual or instructions for continued airworthiness has been issued that contains an airworthiness limitations section unless the mandatory replacement times, inspection intervals, and related procedures specified in that section or alternative inspection intervals and related procedures set forth in an operations specification approved by the Administrator under part 121 or 135 of this chapter or in accordance with an inspection program approved under § 91.409(e) have been complied with.

(d) A person must not alter an aircraft based on a supplemental type certificate unless the owner or operator of the aircraft is the holder of the supplemental type certificate, or has written permission from the holder.

Part 43 basically just says that if the mechanic is performing an ALI, they have to follow the manufacturers instructions.

§ 43.16 Airworthiness limitations.

Each person performing an inspection or other maintenance specified in an Airworthiness Limitations section of a manufacturer's maintenance manual or Instructions for Continued Airworthiness shall perform the inspection or other maintenance in accordance with that section, or in accordance with operations specifications approved by the Administrator under part 121 or 135, or an inspection program approved under § 91.409(e).

Edited September 16, 2022 by JimB

[N201MKTurbo]

1 hour ago, JimB said:

The newer certificated engines are going to have a Chapter 4 with Airworthiness Limitations Items (ALI). We have them on the Austro diesels on the Diamonds. You have to be a little careful with these because they aren't always readily apparent but they are mandated by regulation just not a Part 43 Maintenance regulation. They are actually in Part 91. So it is actually the responsibility of the owner/operator/pilot. And you can find them for the craziest things. The AMSAFE inflatable belts used to have a ALIs mandating the replacement of the seatbelt attaching bolts but thankfully they revised that out of the manual. 

§ 91.403 General.

(a) The owner or operator of an aircraft is primarily responsible for maintaining that aircraft in an airworthy condition, including compliance with part 39 of this chapter.

(b) No person may perform maintenance, preventive maintenance, or alterations on an aircraft other than as prescribed in this subpart and other applicable regulations, including part 43 of this chapter.

(c) No person may operate an aircraft for which a manufacturer's maintenance manual or instructions for continued airworthiness has been issued that contains an airworthiness limitations section unless the mandatory replacement times, inspection intervals, and related procedures specified in that section or alternative inspection intervals and related procedures set forth in an operations specification approved by the Administrator under part 121 or 135 of this chapter or in accordance with an inspection program approved under § 91.409(e) have been complied with.

(d) A person must not alter an aircraft based on a supplemental type certificate unless the owner or operator of the aircraft is the holder of the supplemental type certificate, or has written permission from the holder.

Part 43 basically just says that if the mechanic is performing an ALI, they have to follow the manufacturers instructions.

§ 43.16 Airworthiness limitations.

Each person performing an inspection or other maintenance specified in an Airworthiness Limitations section of a manufacturer's maintenance manual or Instructions for Continued Airworthiness shall perform the inspection or other maintenance in accordance with that section, or in accordance with operations specifications approved by the Administrator under part 121 or 135, or an inspection program approved under § 91.409(e).

I have my Mooney under an approved maintenance program. It looks like I could re-write this stuff as long as I can get the FAA to sign off on my revision.

[EricJ]

Can the C series go on a Mooney, or do the same limitations apply to the A?

 

[OR75]

On 9/15/2022 at 4:02 AM, PT20J said:

We discussed Lycoming documentation in my factory class. It’s a mess because Lycoming has taken to using SBs, SIs and SLs to make changes that really should be incorporated into manuals. Worse yet, the website only includes the most common documents so it isn’t complete and documents are listed by date of issue order making it difficult to find things. Also, the overhaul manuals  are only available by paid subscription even though Lycoming hasn’t been updating them in favor of issuing SBs, SIs, and SLs.

Traditionally, Lycoming had three manuals: Overhaul, Operator’s, Parts Catalog. None of these included airworthiness limitations. However, engines certified after about 2008 now have a FAA-mandated Maintenance Manual which does include airworthiness limitations. This section is FAA approved and failure to comply is a violation of FAR 91.9. So, if for example you have an IO-390, you MUST comply with the 500 hour mag inspection and the 1000 hr exhaust valve wobble test as if these were ADs.

Skip

 

did you do this training just to learn ? for an IA renewal ? worth the $$ ?

just curious 

[PT20J]

42 minutes ago, OR75 said:

did you do this training just to learn ? for an IA renewal ? worth the $$ ?

just curious 

The course does qualify for IA renewal, but I’m not a mechanic. I just took it out of interest. It was well worth the $1690 I paid. We spent 5 mornings and one afternoon in class going over all the details of the engine and accessories and we spent one afternoon getting a tour of the factory and one afternoon in teams of two taking O-320s apart and then two afternoons putting them back together. It was a great learning experience. 

An added bonus was that three of the attendees were NTSB investigators and they had great stories that you just couldn’t make up if you tried.like the toxicology report that was two pages long and read like a pharmacy inventory.

Skip

[carusoam]

Today’s dedicated to aviation award goes to Skip!

And a big thanks for sharing the details here on MS!

Thanks and best regards,

-a-