Continental counterweight SB coming, all engines after 6-1-2021

[philiplane]

Continental has some problems with counterweights in the IO-550 series engines shipped since June 1, 2021. Cirrus has announced they are suspending deliveries pending a resolution. And they are not flying anything in their possession until further notice. This affects all IO-550 and TSIO-550K engines, which means it will also affect any 550/520/470/360 series engines produced or overhauled by Continental from that date, regardless of what plane it went into.

Word has it that the counterweight pin retaining clips were improperly assembled. They can be inspected and replaced without a tear down, by removing the back two cylinders.

Three failures apparently reported, in low time engines, and none were in Cirrus. So Mooney, Baron, Bonanza and Cessna owners with 550's and 360's should pay close attention as this develops.

Plane & Pilot - https://www.planeandpilotmag.com/news/the-latest/2023/02/09/cirrus-grounds-its-planes-continental-has-big-problem/ 42

[GeeBee]

Going to get expensive for CMI. These are late model engines.

 

[Pinecone]

Why would it effect 520/470/360 when the problem is limited to 550s?

[hais]

Begs the question whether field repaired engines could be improperly assembled 

[RoundTwo]

I hope it turns out to be a whole lot of something about nothing but this could be a lot of engines.

“Continental is taking an abundance of caution regarding a potential flight safety issue,” said a Continental representative in a statement to FLYING. “While we are currently working directly with the FAA regarding the affected aircraft, we are proactively making the decision to encourage all flights powered by a Continental 360, 470, 520, [or] 550 engine manufactured between June 1, 2021, through February 7, 2023, to pause flight until further information is available.”

[Guest]

8 hours ago, Pinecone said:

Why would it effect 520/470/360 when the problem is limited to 550s?

If there was someone on the assembly line making mistakes, or if the same counter weight pin parts are use across many models it makes sense to cover them all.

[Guest]

7 hours ago, hais said:

Begs the question whether field repaired engines could be improperly assembled 

It might if the issue is with the parts not the worker.

[Pinecone]

2 hours ago, M20Doc said:

If there was someone on the assembly line making mistakes, or if the same counter weight pin parts are use across many models it makes sense to cover them all.

But so far, the only engines to have issues are 550s.  

As I understand, 3 of them.  2 on the ground, one in flight.  One of the ground ones only had 25 hours.

[kortopates]

This MSB23-01A is about to become emergency AD 2023-04-08

And the FAA is taking the worst case scenario by removing the 200 hr exemption:

Differences Between this AD and the Service Information
The service information specifies compliance for engines with less than 200
operating hours, while this AD requires compliance for all affected engines, regardless of
the operating hours. The FAA has determined that this unsafe condition, of improperly
installed counterweight retaining rings, is likely to exist on affected engines. While the
manufacturer's service information excludes engines accumulating 200 or more operating
hours, the FAA has not, as of yet, been provided with adequate data to support that
exclusion. In the event the FAA receives data to support the exclusion of engines with
more than 200 operating hours, or make other changes to this AD, the FAA may consider
further rulemaking.

 

Sorry but I am traveling out of the country right now and can't post more helpful information.

[Guest]

I’m finishing reassembly of our first TSIO550K.  No issues found in it.  It is way more work than they suggest.

[Fly Boomer]

4 hours ago, M20Doc said:

I’m finishing reassembly of our first TSIO550K.  No issues found in it.  It is way more work than they suggest.

Isn't it always?

[Deb]

The AD is due to be published 2/23/2023 and is available here https://public-inspection.federalregister.gov/2023-03796.pdf.

As Paul (@kortopates) posted, there is no exception for engines with 200 or more hours; it appears that all affected aircraft will be grounded as of Thursday, February 23:

“Differences Between this AD and the Service Information
The service information specifies compliance for engines with less than 200 operating hours, while this AD requires compliance for all affected engines, regardless of the operating hours. The FAA has determined that this unsafe condition, of improperly installed counterweight retaining rings, is likely to exist on affected engines. While the manufacturer's service information excludes engines accumulating 200 or more operating hours, the FAA has not, as of yet, been provided with adequate data to support that exclusion. In the event the FAA receives data to support the exclusion of engines with more than 200 operating hours, or make other changes to this AD, the FAA may consider further rulemaking.   
[…]   
Due to the low operational hours on the known crankshaft assembly failures, the short-term risk to the fleet is such that expeditious action must be taken and therefore this AD is effective upon publication. The FAA is issuing this AD to address the unsafe condition on these products. As the affected crankshaft assembly must be inspected before further flight after the effective date of this AD, the compliance time for the required actions is shorter than the time necessary to allow for public comment and for the FAA to publish a final rule.”
[emphasis added]

[Guest]

Just wrapping up a second TSIO550K in a Cirrus, no issues on this one either.  Four more to go!

[Fly Boomer]

1 minute ago, M20Doc said:

Just wrapping up a second TSIO550K in a Cirrus, no issues on this one either.  Four more to go!

This thread has been running for a while, so I don't remember if you mentioned it before, but I'm wondering if you have to split the case to get into where you need to be?  If so, it sounds like a lot of hours!

[Guest]

11 hours ago, Fly Boomer said:

This thread has been running for a while, so I don't remember if you mentioned it before, but I'm wondering if you have to split the case to get into where you need to be?  If so, it sounds like a lot of hours!

Nothing that drastic.  Remove cylinders 1&3 to examine the weights.

[carusoam]

Savvy, Mike Busch, and Social Flight… discussing the AD, with pictures…

 

[Guest]

Six for six all good so far and one more to go.  Interesting that Mike thinks Continental is offering good warranty hours for this job.  Let’s boil it down to Continental’s lack of QA is now asking shops in the field to rush through this job further compromising the safety of the fleet.  How does this improve safety?

[Pinecone]

How long is each one taking you?

[Guest]

22-24 hours. Every one of the SR22’s that I’ve done have TKS, Tanis heaters etc. Cirrus cowls are not as easy to remove as Ovation to Acclaim cowls.

[philiplane]

The normally aspirated engines take 15 to 18 hours. The turbos take 18 to 25.

[Guest]

1 hour ago, philiplane said:

The normally aspirated engines take 15 to 18 hours. The turbos take 18 to 25.

I just got the special measuring tool from Continental three weeks after ordering it and after I’d already done six engines.  Have you done many ?

 

[jlunseth]

Mine is over nine months.

Edited March 10, 2023 by jlunseth

[Guest]

In case anyone was curious what the Continental tool looks like.  The modified Allen wrench is what I made.

[takair]

18 minutes ago, M20Doc said:

In case anyone was curious what the Continental tool looks like.  The modified Allen wrench is what I made.

Doc, Just curious, is the tool used for measurement or what is the basic function?

[Guest]

1 hour ago, takair said:

Doc, Just curious, is the tool used for measurement or what is the basic function?

Yes, meant to measure the gap between the snap ring ends.  If the tool doesn’t pass between the snap ring ends, the snap ring is not seated in the groove.