Clarification of Oil Pump AD for older engines

Clarification of Oil Pump AD for older engines

<HTML>The FAA has issued a clarification for AD96-09-10 stating that engines which incorperate oil pumps having a fixed, cotterpinned shaft are *not* affected by the requirements of AD96-09-10.

It is available at http://av-info.faa.gov/data/alerts/2001_06.pdf starting on page 20.

As a mechanic I am appalled at the way this AD is being handled by the FAA.
We are expected to uphold the airworthiness of the aircraft we maintain.

The determination of airworthiness by the requirements of an Airworthiness Directive should be laid out in the body of the AD.  Not the in the summary, Not by some letter of clarification quickly issued New York Aircraft Certification Office (because they're being harangued daily).

The body of AD96-09-10 paragraph "c" states "replace any aluminum oil pump impeller and shaft assembly...in accordance with Textron Lycoming SB524"

Textron Lycoming SB524 states both types of aluminum impellers are to be replaced.

The course of action, as shown in the text provided in the bodies of these documents, quite plainly suggests replacement of any aluminum oil pump impeller.

I know this clarification will seem like a blessing from above to many affected owners. 
I also know many maintenance facilities will have to refund the work they have done to the conscientious owners who decided to attend to this AD before it became critically imperative.

An Airworthiness Directive is a decision by the FAA made with deadly importance.  The withholding and contradiction of information critical to the determination of airworthiness defies the purpose for the existence the FAA.

Cheers to the lucky ones,
RH</HTML>

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Re: Clarification of Oil Pump AD for older engines

<HTML>cheers roger houston,I have just done a pump change for a friend of mine on his tripacer engine. He baught the kit for the replacement,and I PULLED THE ENGINE,and installed the new pump,shaft,and housing.THEN,we heard about the cotter pin.He had a cotter pinned shaft.That had to be the most inept,and confusing AD I have ever heard of.nobody knew how to interpret it.Untill new york got into the picture.In a way I'm glad we did change the pump,because the alluminum gear was worn,and had scored the pump housing.I have been an A&E for forty five years,and never saw a more confusing AD as that one. You know if that had been an auto industry problem,the company would have had to recall the engines.I wonder how the aircraft,and engine companies get around this ???  regards, willy owens.</HTML>

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Re: Clarification of Oil Pump AD for older engines

I have a 414A with RAM IV conversion.  Just completed annual after major avionics upgrade (G600, JPI 960, WAAS 430s etc) have always had lower oil pressure on left engine, only barely coming into the green on run up, take off and cruise.  the right engine is perfect with 50-60 psi at all phases of flight.  The left engine also seems to run hotter with CHT but oil temps is stable and equal.  I have never felt comfortable with it and contantly worry that I am slowly damaging the egine to cost more for overhaul than needed or worse - suffer a lost cylendar in flight. 

The mechanic has adjusted a "screw" and even replaced it - no change.  Now after about 6 mos of down time and after annual it is lower and basically will hardly enter into the green.  We finally discussed changing the oil pump.  It is external- on the back of the engine.  Thoughts of any with experience is greatly appreciated?

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