New Lycoming AD for connecting rod assemblies

After that silly "Moss Interpretation" it's great to see that the FAA stands behind Owner/Operator Maintenance. Normally it's regarded that only an A&P mechanic can do an oil screen/filter "Inspection".

This fresh off the press A.D. shows that a qualified Owner/Operator can read a service bulletin and do an Inspection.

(g) Required Actions
(1) At the next oil change or within 4 months after the effective date of this AD, whichever occurs
first, and thereafter at every oil change until the bushing replacement required by either paragraph
(g)(3) or (4) of this AD is done, perform a visual inspection of the engine oil filter, oil pressure
screen, and oil suction screen (depending on the engine configuration) for bronze metal
particulates. The actions required by this paragraph may be performed by the owner/operator
(pilot) holding at least a private pilot certificate and must be entered into the aircraft records
showing compliance with this AD in accordance with 14 CFR 43.9(a) and 91.417(a)(2)(v). The
record must be maintained as required by 14 CFR 91.417, 121.380, or 135.439.
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Klaus M said:
Normally it's regarded that only an A&P mechanic can do an oil screen/filter "Inspection".
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Interesting. I believe "screen and filter" is actually listed in the preventative mx listing. Don't see how pilot could legally perform a regular oil change without checking those items? Regardless, must be an issue to require check every 25-50 hours.
 
Bell206 said:
Interesting. I believe "screen and filter" is actually listed in the preventative mx listing. Don't see how pilot could legally perform a regular oil change without checking those items? Regardless, must be an issue to require check every 25-50 hours.
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I'm not sure I understand the "Moss Interpretation" but, it was taking 43.3(a) to the extreme. Including an A&P Student and Owner/Operator Preventive Maintenance privileges. The Savvy videos I watched, they said that only an A&P could do inspections in person as per the "Moss Interpretation". Don't ask me what's going on it seems like typical bureaucrat trying to justify their importance silliness. Maybe Mike Busch is just trying to make something from nothing?

43.3 Persons authorized to perform maintenance, preventive maintenance, rebuilding, and alterations.​

(d) A person working under the supervision of a holder of a mechanic or repairman certificate may perform the maintenance, preventive maintenance, and alterations that his supervisor is authorized to perform, if the supervisor personally observes the work being done to the extent necessary to ensure that it is being done properly and if the supervisor is readily available, in person, for consultation. However, this paragraph does not authorize the performance of any inspection required by Part 91 or Part 125 of this chapter or any inspection performed after a major repair or alteration.
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Appendix A just states:
(23) Cleaning or replacing fuel and oil strainers or filter elements.
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Yeah, looks like the connecting rod bushings have had more than their fair share of failures and we need to be vigilant about cutting open the oil filters and checking the screen for bronze particles.
Which we were already doing of course...
 
Klaus M said:
I'm not sure I understand the "Moss Interpretation"
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Moss LOI was rescinded so its moot.

Klaus M said:
the performance of any inspection required by Part 91
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Key part. For Part 91 this statement applies to inspections required under Subpart E. It does not apply to checking/inspecting the filter or screen during a pilot Part 43 authorized mx task. If he didn’t follow the OEM guidance to check the screen or filter then he would be in violation of Part 43.13.

And since the AD is also a regulation, it too authorizes the pilot to inspect the filter or screen regardless what other guidance may indicate.
 
So, as an owner of an O-360-A1D, how does one most easily inspect specifically for bronze particles in the filter?
 
Yes, that ^^.
I'll add that the procedure is nothing new or different. Cut open the filter and inspect the pleats for metal, just like you normally would. The Lycoming SB linked above is not specific to this AD either, but general advice about what you find, what is normal vs. abnormal, and how to handle it.
 
I’m gonna rely on my oil analysis as the primary indicator backed up by visual on the filter and screen, which is what I do anyway on all of my oil changes. I start to see a spike then I’m gonna call my engine builder, BPE, and get further advice.
 
Also watch the manufacture/delivery dates, which range from 2009 to 2017 depending on model. Outside that range, you're fine.
 
MRC01 said:
Also watch the manufacture/delivery dates, which range from 2009 to 2017 depending on model. Outside that range, you're fine.
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Absolutely—I just broke open my engine log to verify the part numbers and I’ve got affected parts in the date range on my IO-540.
 
tsts4 said:
Absolutely—I just broke open my engine log to verify the part numbers and I’ve got affected parts in the date range on my IO-540.
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How does that work? I had a new engine installed in March 2018, the engine build is dated 1/11/2018. The latest date in the AD is 2/14/2017 and my engine was built and delivered almost a year later, so mine is probably out of scope? I have no record of the part numbers for the con-rod bushings, or for any other internal parts. Is that something one gets from Lycoming by sending them your engine serial number?
PS: it's an O-360-A4M built by Penn Yan
 
MRC01 said:
How does that work? I had a new engine installed in March 2018, the engine build is dated 1/11/2018. The latest date in the AD is 2/14/2017 and this engine was built and delivered almost a year later, so mine is probably out of scope? I have no record of the part numbers for the con-rod bushings, or for any other internal parts. Is that something one gets from Lycoming by sending them your engine serial number?
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My engine builder provided me a list of the parts they used when they rebuilt my engine off an old core as part of my documentation packet. 4 of my 6 connecting rod assemblies fall squarely in the date range. 2 are outside the range as they were replaced later during a tear down after an overspeed incident and they discovered damage from a tappet that self destructed.
 
MRC01 said:
PS: it's an O-360-A4M built by Penn Yan
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Since your engine was overhauled by Penn, give them a call and see if they still have the workorder or build sheet for that engine. As there's only a requirement to keep CRS records for 2 years, some keep them and some don't. If you ever get an engine direct from Lycoming or TCM, you can give them your S/N and they will send you a copy of the build sheet. And as a note, there are only 2 regulatory terms when it comes to engine work: overhauled or rebuilt... and only the OEM (or their agent) can rebuild an engine.
 
Bell206 said:
Since your engine was overhauled by Penn, give them a call and see if they still have the workorder or build sheet for that engine. As there's only a requirement to keep CRS records for 2 years, some keep them and some don't. If you ever get an engine direct from Lycoming or TCM, you can give them your S/N and they will send you a copy of the build sheet. And as a note, there are only 2 regulatory terms when it comes to engine work: overhauled or rebuilt... and only the OEM (or their agent) can rebuild an engine.
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One exception—if you can fly with a non-certified, experimental engine (which I can) it can be rebuilt by a builder and zero timed with a new data tag.
 
tsts4 said:
One exception—if you can fly with a non-certified, experimental engine (which I can) it can be rebuilt by a builder and zero timed with a new data tag.
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True. But its not an exception as the Part 43.2 regulation doesn't apply either. :)
 
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