Continental IO-550 Grounding.
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Continental IO-550 Grounding.
Sad news for those with IO550's installed in place of the IO520.
(Hope that's not you Doc)
Apparently as per the letter from the CEO of Teledyne Continental, there is a serious issue with the engines that has GROUNDED all aircraft fitted with these donks.
In the case of the engines that have done some hours, it looks like a lengthy downtime and more than likely an engine replacement.
(Hope that's not you Doc)
Apparently as per the letter from the CEO of Teledyne Continental, there is a serious issue with the engines that has GROUNDED all aircraft fitted with these donks.
In the case of the engines that have done some hours, it looks like a lengthy downtime and more than likely an engine replacement.
Teledyne Continental Motors (TCM) announced yesterday a limited recall of Hydraulic Lifters used in TCM engine valve trains. TCM has determined that these lifters are subject to early wear.
These parts are designed and supplied by an outside vendor, which is working aggressively to identify the root cause and to deliver good parts.
These parts were first used in late June of 2009 and affect only a small percentage of the flying fleet.
I am writing to let you know not only that we have identified an issue, but that we are taking aggressive action to retire these hydraulic lifters with minimal impact to our many customers. Specifically, TCM
Identified alternative sources of lifters.
Established dedicated Customer Service representatives to handle replacement scheduling and customer questions.
Developed a plan and series of priorities to restore internal engine production.
Will provide replacement lifters affected by this issue at TCM expense. It is our goal to manage this program responsibly and quickly.
I appreciate your effort and support as we work through this issue.
Sincerely,
Rhett Ross
President
These parts are designed and supplied by an outside vendor, which is working aggressively to identify the root cause and to deliver good parts.
These parts were first used in late June of 2009 and affect only a small percentage of the flying fleet.
I am writing to let you know not only that we have identified an issue, but that we are taking aggressive action to retire these hydraulic lifters with minimal impact to our many customers. Specifically, TCM
Identified alternative sources of lifters.
Established dedicated Customer Service representatives to handle replacement scheduling and customer questions.
Developed a plan and series of priorities to restore internal engine production.
Will provide replacement lifters affected by this issue at TCM expense. It is our goal to manage this program responsibly and quickly.
I appreciate your effort and support as we work through this issue.
Sincerely,
Rhett Ross
President
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Its under the customer support tab, Hydraulic lifters.
I dont think its ALL 550s, Just those installed after June ?? Which would be a small percentage in service.... Plus the website doesn't specify just the 550, perhaps the rest may be affected too ?
Sure hope not
I dont think its ALL 550s, Just those installed after June ?? Which would be a small percentage in service.... Plus the website doesn't specify just the 550, perhaps the rest may be affected too ?
Sure hope not
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The below was emailed to me over the weekend; I have a Baron with 2 x just installed factory re-mans that are affected.
Excessive wear has been identified on 3 lifters out of about 400 engines. Two of the lifters failed in operation at 40hrs and one at 10hrs! It is a material problem. TCM has suggested that the oil filters be cut open and inspected for debris and an oil sample kept for analysis. I do think that this is good insurance in case of engine problems later in their life. SEB’s engines are part of the suspect batch.
TCM also said that lifters were now being sourced from an alternative suppler with some being shipped this weekend. However, initial production of lifters will be a trickle compared with what is required. He assured that that new lifters for SEB would be shipped in about two weeks, however this will require follow up calls to achieve – everyone wants lifters.
This was posted on the Beech talk forum
TCM Hydraulic Lifters in 360, 470, 520 and 550 Series Engines
CPA has been made aware of an issue with intake and exhaust hydraulic lifters PN 657913, 657915, or 657916 used in the above referenced engines. CPA sources indicate that these lifters were manufactured starting in June of 2009, but this has not been confirmed.
TCM currently is working on a Service Bulletin to address this issue, but has posted some information on their website, http://www.genuinecontinental.aero.
Hydraulic Lifters
TCM has identified an issue with a vendor component that makes it necessary for aircraft with certain recently installed engines to be grounded effective immediately. The component is a hydraulic lifter and TCM has confirmed instances of rapid wear of PN 657915. This has occurred in both TCM engines and field overhauled engines using the 657915 lifter.
The aircraft needs to remain grounded until an inspection is completed to determine if your engine has been affected. If your engine has PN 657913 (Exhaust), 657915 (Intake), or 657916 (Either), it is affected and must remain grounded until the lifters are replaced. Upon inspection, if your engine has either PN please contact TCM's customer service department at 1 888-826-5465 for additional instructions. A listing of potentially affected engines will be on our website (http://www.genuinecontinental.aero/) as soon as possible. Additionally, a Service Bulletin with more detail is in the works with the FAA and will be released as soon as possible.
TCM and the lifter vendor are working to identify and correct this issue.
FAQ's:
Is the FAA involved?
Yes, TCM is working in conjunction with the FAA at this time.
Am I going to be compensated for any financial losses?
TCM will replace all affected engine components under warranty. In addition, TCM will reimburse reasonable travel expenses for pilots and passengers stranded away from their home airports as a result of this grounding. We are actively working this issue and will keep you advised through our website as more information becomes available.
What is wrong with my lifter?
We have confirmed a few instances of rapid wear of lifter PN 657915 in both TCM engines and field overhauled engines. We are continuing to work with our supplier to identify the root cause and the corrective action.
What are the symptoms of this issue?
The instances to date have been detected by a rough engine in flight.
Should I be concerned about flying my aircraft?
At this time we believe there may be a potential safety of flight issue, which is why we have decided to ground involved aircraft.
What is TCM going to do about my lifters?
TCM will replace all affected lifters.
What will the lifter replacement cost me?
TCM will replace all engine components affected under warranty.
When can I anticipate the replacement lifters to be delivered?
TCM is working with the supplier to obtain the necessary replacement lifters as quickly as possible. Please review our website for status of this issue.
Excessive wear has been identified on 3 lifters out of about 400 engines. Two of the lifters failed in operation at 40hrs and one at 10hrs! It is a material problem. TCM has suggested that the oil filters be cut open and inspected for debris and an oil sample kept for analysis. I do think that this is good insurance in case of engine problems later in their life. SEB’s engines are part of the suspect batch.
TCM also said that lifters were now being sourced from an alternative suppler with some being shipped this weekend. However, initial production of lifters will be a trickle compared with what is required. He assured that that new lifters for SEB would be shipped in about two weeks, however this will require follow up calls to achieve – everyone wants lifters.
This was posted on the Beech talk forum
TCM Hydraulic Lifters in 360, 470, 520 and 550 Series Engines
CPA has been made aware of an issue with intake and exhaust hydraulic lifters PN 657913, 657915, or 657916 used in the above referenced engines. CPA sources indicate that these lifters were manufactured starting in June of 2009, but this has not been confirmed.
TCM currently is working on a Service Bulletin to address this issue, but has posted some information on their website, http://www.genuinecontinental.aero.
Hydraulic Lifters
TCM has identified an issue with a vendor component that makes it necessary for aircraft with certain recently installed engines to be grounded effective immediately. The component is a hydraulic lifter and TCM has confirmed instances of rapid wear of PN 657915. This has occurred in both TCM engines and field overhauled engines using the 657915 lifter.
The aircraft needs to remain grounded until an inspection is completed to determine if your engine has been affected. If your engine has PN 657913 (Exhaust), 657915 (Intake), or 657916 (Either), it is affected and must remain grounded until the lifters are replaced. Upon inspection, if your engine has either PN please contact TCM's customer service department at 1 888-826-5465 for additional instructions. A listing of potentially affected engines will be on our website (http://www.genuinecontinental.aero/) as soon as possible. Additionally, a Service Bulletin with more detail is in the works with the FAA and will be released as soon as possible.
TCM and the lifter vendor are working to identify and correct this issue.
FAQ's:
Is the FAA involved?
Yes, TCM is working in conjunction with the FAA at this time.
Am I going to be compensated for any financial losses?
TCM will replace all affected engine components under warranty. In addition, TCM will reimburse reasonable travel expenses for pilots and passengers stranded away from their home airports as a result of this grounding. We are actively working this issue and will keep you advised through our website as more information becomes available.
What is wrong with my lifter?
We have confirmed a few instances of rapid wear of lifter PN 657915 in both TCM engines and field overhauled engines. We are continuing to work with our supplier to identify the root cause and the corrective action.
What are the symptoms of this issue?
The instances to date have been detected by a rough engine in flight.
Should I be concerned about flying my aircraft?
At this time we believe there may be a potential safety of flight issue, which is why we have decided to ground involved aircraft.
What is TCM going to do about my lifters?
TCM will replace all affected lifters.
What will the lifter replacement cost me?
TCM will replace all engine components affected under warranty.
When can I anticipate the replacement lifters to be delivered?
TCM is working with the supplier to obtain the necessary replacement lifters as quickly as possible. Please review our website for status of this issue.
Warbo's engine had been hanging around Scone since at least mid-last year
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This was posted on the Cessna Pilot Owner's website.
--------------
I was in the shop that does my maintenance today as my 210 was having a turbo check valve replaced. I started chatting with the mechanics as I know most of them on a first name basis, I stop in every so often. This is how the conversations went.
A few weeks ago they got a P210 in there for a prop strike teardown and the owner of it opted to pony up the difference for a brand new ram engine. It was there on the floor last week. Very nice looking. I wished I had it, then.
Today that beautiful new ram engine was in that P210 and the guys said they were almost done. They were ready to hang the prop when ram called yesterday to tell them about all this mess with the lifters. A little poking around and they find the engine is full of metal, lifters and cam chewed up. What a shame. A beautiful new engine and install, it sure looked pretty in there with all those new shiny parts. Long story short - New engine is on the way.
Whatever the issue is – it is serious. This engine only had the test run done and was never even flown and it is shot. If they say park it immediately. Do it!
--------------
I was in the shop that does my maintenance today as my 210 was having a turbo check valve replaced. I started chatting with the mechanics as I know most of them on a first name basis, I stop in every so often. This is how the conversations went.
A few weeks ago they got a P210 in there for a prop strike teardown and the owner of it opted to pony up the difference for a brand new ram engine. It was there on the floor last week. Very nice looking. I wished I had it, then.
Today that beautiful new ram engine was in that P210 and the guys said they were almost done. They were ready to hang the prop when ram called yesterday to tell them about all this mess with the lifters. A little poking around and they find the engine is full of metal, lifters and cam chewed up. What a shame. A beautiful new engine and install, it sure looked pretty in there with all those new shiny parts. Long story short - New engine is on the way.
Whatever the issue is – it is serious. This engine only had the test run done and was never even flown and it is shot. If they say park it immediately. Do it!
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Yeah, the engine in the 185 was certainly pre-June. I was affected by the cylinder recall though, so it would seem that TCM are going through a little bit of a bumpy ride at present.
I have been told by a few people that the continental motors are not built with the tapered bore anymore, and then some have told me that this is no longer true. What most people seem to agree on though is that 520s and 550s are unlikely to go through their life without a top overhaul at some point.
Are they an inferior product to what they were 10-15 years ago or more?
Most operators I speak to have multiple pilots and harsh operating conditions so maybe it is not a fair judgement.
I have been told by a few people that the continental motors are not built with the tapered bore anymore, and then some have told me that this is no longer true. What most people seem to agree on though is that 520s and 550s are unlikely to go through their life without a top overhaul at some point.
Are they an inferior product to what they were 10-15 years ago or more?
Most operators I speak to have multiple pilots and harsh operating conditions so maybe it is not a fair judgement.
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Nothing quite like the "balt blat blat" of the 550 in the small airplane world...
yeah i know spit fire this spit fire that but for a ga pilot the 550 has a bloody nice ring to it. 550 in a 200 series empty, no seats, min fuel UNreal.
yeah i know spit fire this spit fire that but for a ga pilot the 550 has a bloody nice ring to it. 550 in a 200 series empty, no seats, min fuel UNreal.
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Warbo
If you read some articles by John Deakin you will see that your thoughts are not alone!
So when are we going to play!
PS....Email coming your way!
If you read some articles by John Deakin you will see that your thoughts are not alone!
So when are we going to play!
PS....Email coming your way!
