X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from elasmtp-galgo.atl.sa.earthlink.net ([209.86.89.61] verified) by logan.com (CommuniGate Pro SMTP 6.0.5) with ESMTP id 6382165 for lml@lancaironline.net; Mon, 22 Jul 2013 00:14:02 -0400 Received-SPF: none receiver=logan.com; client-ip=209.86.89.61; envelope-from=colyncase@earthlink.net DomainKey-Signature: a=rsa-sha1; q=dns; c=nofws; s=dk20050327; d=earthlink.net; b=k/F0KIGGU33Y+ifj2Ni76U8amjAEyt2L56ZlQPuPard9Vu54XVfIpp/YyLPgJVmt; h=Received:References:In-Reply-To:Mime-Version:Content-Type:Message-Id:Content-Transfer-Encoding:X-Mailer:From:Subject:Date:To:X-ELNK-Trace:X-Originating-IP; Received: from [70.105.254.146] (helo=[192.168.1.31]) by elasmtp-galgo.atl.sa.earthlink.net with esmtpsa (TLSv1:AES128-SHA:128) (Exim 4.67) (envelope-from ) id 1V17V1-0005jH-7B; Mon, 22 Jul 2013 00:13:28 -0400 References: In-Reply-To: Mime-Version: 1.0 (1.0) Content-Type: multipart/alternative; boundary=Apple-Mail-33BDCF5E-02A8-4A59-ADB4-A1C71E4E4B36 Message-Id: Content-Transfer-Encoding: 7bit X-Mailer: iPhone Mail (10A523) From: Colyn Case Subject: Re: [LML] Potential Problem-Engine Vibration Date: Mon, 22 Jul 2013 00:13:24 -0400 To: Lancair Mailing List X-ELNK-Trace: 63d5d3452847f8b1d6dd28457998182d7e972de0d01da94012a4c7fe806c6356b4f6dc13b227dfe3350badd9bab72f9c350badd9bab72f9c350badd9bab72f9c X-Originating-IP: 70.105.254.146 --Apple-Mail-33BDCF5E-02A8-4A59-ADB4-A1C71E4E4B36 Content-Type: text/plain; charset=utf-8 Content-Transfer-Encoding: quoted-printable Bob , Can you please specify the model number of the blades and hub? More= than one exist which match "78 inch Hartzell" Colyn Sent from my iPhone On Jul 21, 2013, at 11:54 PM, Robert R Pastusek wrote: > Gentlemen, > =20 > This is an alert for a potentially serious problem with the Continental IO= /TSIO-550 engine/Hartzell 78=E2=80=9D Scimitar propeller combination commonl= y used on Lancair aircraft. Please appreciate that this is from a very small= data sample, and analysis is on-going, but it=E2=80=99s important enough to= share what we now know.=20 > =20 > Lancair (N619SJ) owner Bob Rickard called last week to advise that he=E2=80= =99d discovered a major crack in his crankshaft at the propeller flange and w= anted to alert other owners flying the above engine/prop combination of his p= roblem.=20 > =20 > Bob has been chasing a random vibration in his airframe since he bought th= e aircraft three years/approximately 500 hours ago. The =E2=80=9Cstandard su= spects=E2=80=9D of prop balance/run-out, engine mount/isolators, engine cont= act with the cowling, etc. had been systematically ruled out over time. In f= rustration, and unwilling to just ignore it, Bob ordered a new MT 4-blade to= replace the Hartzell, remaining very uncomfortable with the vibration and u= nable to think of any other possible fixes. Part of Bob=E2=80=99s discomfort= was based on the fact that he=E2=80=99d talked extensively to Ed Smith who h= ad similar vibration issues with the same engine/propeller combination. (Ed=E2= =80=99s N9JE experienced an in-flight crankshaft failure/departure of the pr= op in 2010; Ed successfully dead-sticked the airplane onto a beach.) > =20 > Bob=E2=80=99s recent discovery of the cracked crankshaft was made when the= Hartzell was removed for replacement with a new MT prop. At the time of rem= oval/discovery, the engine had just more than 100 flight hours since major o= verhaul. The crankshaft had been checked for cracks at overhaul, and the act= ual eddy current test results were still available showing no cracks or irre= gularities at that time. Bob believes that the crack developed within the la= st 100 flight hours as a result of long-term exposure to harmonic vibration,= and that this vibration could be a result of an incompatibility between his= big-bore Continental and this specific Hartzell prop. He notes that althoug= h this is an =E2=80=9CFAA approved=E2=80=9D engine/propeller combination, he= has talked to other airplane owners flying this combination who have/are ex= periencing similar vibration issues.=20 > =20 > We understand that Continental and the FAA have been notified of this prob= lem, but we have no additional information at this time. LOBO expects to pub= lish a more detailed report on this in the next monthly newsletter, but both= Ed Smith and Bob Rickard felt this discovery was worth making immediate not= ification about. Specifically, any unusual or new engine vibration should be= cause for immediate attention. Bob considers himself very lucky to have cau= ght the crack before in-flight failure.=20 > =20 > We=E2=80=99ll devote a few minutes to share what we know/answer questions a= t our LOBO Safety Forum to be held at 1300 in Forum Pavilion 2, Monday, 29 A= ugust, at AirVenture. Bob Rickard won=E2=80=99t be available to discuss this= at our safety forum, but you can email him at r.rickard@rcginc-us.com. LOBO= would also appreciate an email or call (rpastusek@htii.com 757-286-4802) if= you are experiencing similar problems. > =20 > Thanks, > Bob Pastusek > For LOBO --Apple-Mail-33BDCF5E-02A8-4A59-ADB4-A1C71E4E4B36 Content-Type: text/html; charset=utf-8 Content-Transfer-Encoding: quoted-printable
Bob ,   Can you please specify th= e model number of the blades and hub?  More than one exist which match "= 78 inch Hartzell"

Colyn

Sent from my i= Phone

On Jul 21, 2013, at 11:54 PM, Robert R Pastusek <rpastusek@htii.com> wrote:

<= /div>
= 
Gentlemen,
 
This is an alert for a potentially serious problem with the Continental I=
O/TSIO-550 engine/Hartzell 78=E2=80=9D Scimita=
r propeller combination commonly used on Lancair aircraft. Please appreciate=
 that this is from a very small data sample, and analysis is on-going, but i=
t=E2=80=99s important enough to share what we now know. 

 


Lancair (N619SJ) owner Bob Rickard called last week to advise that he=E2=
=80=99d discovered a major crack in his crankshaft at the propeller flange a=
nd wanted to alert other owners flying the above engine/prop combination of h=
is problem. 


 


Bob has been chasing a random vibration in his airframe since he bought t=
he aircraft three years/approximately 500 hours ago. The =E2=80=9Cstandard s=
uspects=E2=80=9D of prop balance/run-out, engine mount/isolators, engine con=
tact with the cowling, etc. had been systematically ruled out over time. In f=
rustration, and unwilling to just ignore it, Bob ordered a new MT 4-blade to=
 replace the Hartzell, remaining very uncomfor=
table with the vibration and unable to think of any other possible fixes. Pa=
rt of Bob=E2=80=99s discomfort was based on the fact that he=E2=80=99d talke=
d extensively to Ed Smith who had similar vibration issues with the same eng=
ine/propeller combination. (Ed=E2=80=99s N9JE experienced an in-flight crank=
shaft failure/departure of the prop in 2010; Ed successfully dead-sticked the airplane onto a beach.)

 


Bob=E2=80=99s recent discovery of the cracked crankshaft was made when t=
he Hartzell was removed for replacement with a=
 new MT prop. At the time of removal/discovery, the engine had just more tha=
n 100 flight hours since major overhaul. The crankshaft had been checked for=
 cracks at overhaul, and the actual eddy current test results were still ava=
ilable showing no cracks or irregularities at that time. Bob believes that t=
he crack developed within the last 100 flight hours as a result of long-term=
 exposure to harmonic vibration, and that this vibration could be a result o=
f an incompatibility between his big-bore Continental and this specific Hartzell prop. He notes that although this is an =E2=
=80=9CFAA approved=E2=80=9D engine/propeller combination, he has talked to o=
ther airplane owners flying this combination who have/are experiencing simil=
ar vibration issues. 


 


We understand that Continental and the FAA have been notified of this pr=
oblem, but we have no additional information at this time. LOBO expects to p=
ublish a more detailed report on this in the next monthly newsletter, but bo=
th Ed Smith and Bob Rickard felt this discovery was worth making immediate n=
otification about. Specifically, any unusual or new engine vibration should b=
e cause for immediate attention. Bob considers himself very lucky to have ca=
ught the crack before in-flight failure. 


 


We=E2=80=99ll devote a few minutes to share what we know/answer question=
s at our LOBO Safety Forum to be held at 1300 in Forum Pavilion 2, Monday, 2=
9 August, at AirVenture. Bob Rickard won=E2=80=
=99t be available to discuss this at our safety forum, but you can email him=
 at r.rickard@rcginc-us.com. L=
OBO would also appreciate an email or call (rpastusek@htii.com 757-286-4802) if you are experiencing similar p=
roblems.


 


Thanks,


Bob Pastusek


For LOBO
= --Apple-Mail-33BDCF5E-02A8-4A59-ADB4-A1C71E4E4B36--