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TELEDYNE CONTINENTAL AIRCRAFT ENGINE CATEGORY 3

SERVICE BULLETIN SB96-11B
Compliance Will Enhance Safety FAA APPROVED
Supersedes SB96-11A,
SB96-11, M84-16
SUBJECT: PROPELLER STRIKES AND HYDRAULIC
LOCKS.

PURPOSE: PURPOSE: PART I: PROPELLER STRIKE INCIDENTS:

Provides definition of propeller strike and foreign object damage (FOD),
possible resulting damage that can occur from such incidents and
required inspections and corrective actions mandated by TCM to return
the engine to service.
PART II: HYDRAULIC LOCK:
Provides definition of hydraulic lock, the conditions that can lead to a
hydraulic lock event, how to prevent it, and the inspection and
corrective actions mandated by TCM to return the engine to service.

COMPLIANCE: PART I: Anytime a propeller strike incident occurs, perform the

inspections set forth in this Service Bulletin prior to further engine
operation.
PART II: As set forth in the instructions contained in PART II.

MODELS
AFFECTED: All Teledyne Continental Motors (TCM) engine models.

PART I - PROPELLER STRIKE INCIDENTS

A propeller strike is: (1) any incident, whether or not the engine is operating, that requires repair
to the propeller other than minor dressing of the blades as set forth in Part I, B of this Service
Bulletin or (2) any incident while the engine is operating in which the propeller makes contact
with any object that results in a loss of engine RPM. Propeller strikes against the ground or any
object, can cause engine and component damage even though the propeller may continue to
rotate. This damage can result in catastrophic engine failure.
A. PROPELLER STRIKE INSPECTIONS.
Following any propeller strike, complete disassembly and inspection of all rotating engine
components is mandatory and must be accomplished prior to further flight. Inspect all engine
driven accessories in accordance with the manufacturer’s maintenance instructions.
Prior to any ground operation of the engine assure that the propeller flange and the crankshaft
flange area are free of any crack indications. In addition to the engine component inspection
ISSUED REVISED PAGE NO REVISION
MO DAY YEAR MO DAY YEAR 1 of 5 B
09 10 96 07 07 2008 SB96-11
P.O. Box 90 Mobile Alabama • 251-438-3411
© 2008 TELEDYNE CONTINENTAL MOTORS, INC.
requirements set forth in the appropriate overhaul manual, the following inspection procedures
must be accomplished:
1. The crankshaft must be inspected by magnetic particle inspection. All crankshaft
surfaces must be cleaned free of sludge, paint or any other substance that could mask
reliable magnetic particle inspection indications.
2. Connecting rods, gears, and all other steel internal engine parts must be magnetic
particle inspected.
3. The crankcase must be stripped and fluorescent penetrant inspection performed, paying
particular attention to the forward crankcase bearing support and adjacent structure.
4. Connecting rod bolts and nuts must be replaced regardless of condition.
5. On counterweight equipped engines, replacement of all counterweight pins, bushings,
end plates and snap rings is required regardless of their condition. Counterweight
bushing bores in both counterweights and crankshaft must be inspected in accordance
with the criteria contained in the latest revision of SB00-3.
6. Inspect all engine-driven accessories in accordance with the accessory manufacturer's
instructions.

B. MINOR FOREIGN OBJECT DAMAGE (FOD) INSPECTION.

For instances where the propeller is damaged by a small foreign object during operation, such
as a small stone, inspection and repair must be accomplished in accordance with the propeller
manufacturer's published instructions. Any time foreign object damage requires propeller
removal for repairs other than minor dressing of the blades the incident is considered a
propeller strike and must be inspected as outlined in paragraph “A” above.

ISSUED REVISED PAGE NO REVISION

MO DAY YEAR MO DAY YEAR 2 of 5 B
09 10 96 07 07 2008 SB96-11
P.O. Box 90 Mobile Alabama • 251-438-3411
PART II - HYDRAULIC LOCK

WARNING

OVER PRIMING CAN CAUSE A FLOODED INTAKE

RESULTING IN A "HYDRAULIC LOCK" EVENT AND
SUBSEQUENT ENGINE MALFUNCTION OR FAILURE. IF
YOU OVER PRIME, OR FLOOD YOUR ENGINE, MAKE
CERTAIN THAT ALL FUEL HAS DRAINED FROM THE
INTAKE MANIFOLD AND/OR CYLINDER PRIOR TO
ATTEMPTING ENGINE STARTING.

WARNING
MODIFICATION OF OR DEVIATION FROM THE ORIGINAL
INTAKE MANIFOLD DESIGN MAY RESULT IN INSUFFICIENT
DRAINAGE OF THE INTAKE MANIFOLD, RESULTING IN AN
INCREASED POTENTIAL FOR HYDRAULIC LOCK. ALL
INTAKE MANIFOLD DRAINS MUST BE PROPERLY PLACED,
AND OPERATIONAL.
A. GENERAL INFORMATION
Hydraulic lock is defined as a condition in which a volume of liquid, equal to or greater than the
clearance volume of the combustion chamber, is drawn into the cylinder during starting. This
liquid, being incompressible, restricts piston travel during the compression stroke. Damage only
occurs after the preceding cylinder or cylinders in the firing order have fired, thereby providing
the required force to drive the piston of the fluid filled cylinder through the compression stroke.
Most hydraulic lock events in horizontally opposed aircraft engines are due to fuel accumulation
in the induction system and/or cylinder assembly and usually occur in one of the forward
cylinders. Over priming prior to or during engine starting will allow fuel to accumulate in the
induction system or cylinder faster than the system drains can evacuate it. Other causes of
hydraulic lock can be attributed to:
1. Restricted or clogged induction system drains or cylinder intake port drain(s).
2. Extended operation of the electric boost pump:
a. During failed engine start.
b. Following loss of power during ground operation.
c. Following momentary engine shutdown.
d. During single engine operation for training purposes on twin engine aircraft.
3. Over priming and attempting engine start with the aircraft parked on an incline that negates
the effective operation of the drain system.
4. A failure to drain oil from cylinders that have been preserved.

ISSUED REVISED PAGE NO REVISION

MO DAY YEAR MO DAY YEAR 3 of 5 B
09 10 96 07 07 2008 SB96-11
P.O. Box 90 Mobile Alabama • 251-438-3411
Damage from a hydraulic lock can be extensive. Engine components such as connecting rods,
cylinder assemblies, pistons, piston pins, crankcase and crankshaft can be damaged due to the
extreme stress. Subsequent failure of these components can occur if the instructions set forth
in this service bulletin are not followed.

B. PRECAUTIONS PRIOR TO AND DURING STARTING

1. Owners, operators and maintenance personnel must become familiar with the type,
operation, total number and location(s) of the fuel drain(s). This information is provided in
the Aircraft Manufacturer's or STC holder's Maintenance and/or Flight Manual.
NOTE: Verify that the boost pump switch(es) are in the "OFF"
position prior to turning the master switch on.
Each time the engine is manually primed, or the electric boost pump is energized for fuel system
leak check or for priming before or during engine start, observe the following precautions:
a. Fuel priming must be accomplished in accordance with the instructions specified by the
Aircraft Manufacturer or STC holder and only with a properly functioning drain system.
b. Prime and start engine(s) while the aircraft is positioned on a level surface.
c. Prime only as long as required to achieve a stabilized fuel flow or pressure indication
and in no case exceed the Aircraft Manufacturer or STC holder's limitations.
d. If prolonged priming or inadvertent operation of the boost pump has occurred, verify
visually that fuel is running from the system drains. Starting must not be attempted until
all fuel has drained from the induction system.
e. If fuel draining is not noticed during priming, discontinue priming and remove, repair or
replace drain(s), associated hoses and hardware in accordance with the Aircraft
Manufacturer's instructions. Make certain that the system drains are functioning
properly and that fuel drains from the system prior to engaging the starter.
2. If the engine has been in storage and/or preserved, drain all preservative oil in accordance
with the latest revision of the TCM Service Bulletin concerning engine preservation prior to
engine operation.

C. SYSTEM DRAIN INSPECTION

At each scheduled maintenance interval, perform the following inspection to ensure that the
drain(s) function properly:

WARNING
DO NOT ROTATE THE PROPELLER OR ALLOW ANY
PERSONNEL TO STAND IN THE AREA OF THE PROPELLER
ARC WHILE PERFORMING THE FOLLOWING INSPECTION.
1. Perform a normal engine start priming sequence in accordance with the Aircraft
Manufacturer or STC holder's instructions.

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MO DAY YEAR MO DAY YEAR 4 of 5 B
09 10 96 07 07 2008 SB96-11
P.O. Box 90 Mobile Alabama • 251-438-3411
2. Observe the drain location(s) in the engine cowling and make certain that fuel drains from
each.
NOTE: On some installations, drains are located in the induction
system where fuel draining will not be observed during
priming. In this case, the drain must be inspected as
necessary to determine that it is functioning properly.
3. Remove, clean or replace any drain that does not function properly.
D. INDICATIONS OF POSSIBLE HYDRAULIC LOCK
In the event the operator starts an over-primed/flooded engine, hydraulic lock may result.
Indications of hydraulic lock are difficult to detect since the engine will not normally exhibit any
unusual operation once the fuel-air mixture stabilizes. Therefore, the operator must be
cognizant of the fact that a hydraulic lock can occur anytime an attempt to start an over-
primed/flooded engine occurs. In the event that the operator starts an over-primed/flooded
engine or suspects a hydraulic lock has occurred, he must make certain that the inspection
procedures in Section E are followed.

E. INSPECTION PROCEDURES FOR SUSPECTED HYDRAULIC LOCK.

In the event of a suspected hydraulic lock, perform the following inspection:
1. Remove all cylinders and connecting rods in accordance with the applicable TCM Overhaul
Manual. Inspect the connecting rods in accordance with applicable TCM Overhaul Manual.
2. If all rods meet the criteria specified by TCM, reassemble the engine in accordance with the
overhaul manual.
3. If any connecting rod does not meet TCM acceptance criteria, remove and disassemble the
engine to allow inspection of the crankcase and crankshaft in accordance with the
applicable TCM Overhaul Manual. Replace any part that does not meet Overhaul Manual
inspection criteria. Replace each non-conforming connecting rod and its associated piston,
piston pin and cylinder assembly.
NOTE: Any parts that require replacement must be destroyed to
prevent future installation.
4. Reassemble the engine in accordance with the applicable TCM Overhaul Manual and return
the aircraft to service.

ISSUED REVISED PAGE NO REVISION

MO DAY YEAR MO DAY YEAR 5 of 5 B
09 10 96 07 07 2008 SB96-11
P.O. Box 90 Mobile Alabama • 251-438-3411