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Just drop us a note. Tulsa, OK 74115They do not include rubber hoses (drain backs or intakes). Other Related Major Overhaul Gasket.They do not include rubber hoses (drain backs or intakes). Engine Applications: IO-540-A Series.Crankshaft seal is included in the gasket set. Engine Applications:O-540-A, B, E, F, G, HIO-540-C, D, J, N, R Conventional and Wide Deck.Crankshaft seal is included in the gasket set. Engine Applications: VO-540-A, B, C IVO-540-A1A VO-435-A series Other Gasket Sets.All specifications, illustrations, data and prices are subject to change without notice. http://tavio.ru/files/daihatsu-yrv-user-manual.xml schaums outline of mathematical handbook of formulas and tables 4th edition 2400 formulas tables sch. Applications and interchangeability information depicted on this website is strictly for reference only. Images represent attributes, not quantity. Application information is provided for reference only. 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V35B, F33A, F33C (Rajay Parts LLC SA2556WE) PA32-301T, Saratoga PA32RT-300T, Lance Seneca I PA-34-200 (Rajay Parts LLC SA2937WE) None Always consult FAA (or local airworthiness authority) Approved Data for installation eligibility. Preservation of Engines in these very sad times. We hold EASA Third Country Approval.We only send around 6 to 8 emails a year. Norvic are Lycoming specialists and by using genuine Lycoming parts will ensure your Piper Turbo Lance is back in the air with the minimum of fuss. With Norvic’s best TIO-540-S1AD warranty in the business, your chances of reaching the next scheduled TBO with the lowest cost of ownership are the best available. Our advanced Lycoming TIO-540-S1AD engine shop with experienced EASA Part 145-authorised engineers are the hub of our service-overhauling and repairing light aircraft engines such as Lycoming, TCM Teledyne Continental, Franklin and others for UK and international customers. The engine shop is fully equipped with sophisticated inspection tools and systems, including spraywash and ultrasonic cleaning tanks, and test bed facilities. In many cases, this can cut weeks off your turnaround time. Read More Lycoming fast exchange Why wait for a Lycoming overhaul, check our current stock list and your aircraft could be back in the air faster than you think. Read More The best Lycoming warranty Safeguard your aircraft investment with Norvic’s Lycoming warranty, the best in the light aircraft engine overhaul business. Read More Need a Lycoming fast. With smart procedures and quality control systems, we’re dedicated to providing the UK’s fastest turnaround for Lycoming engines. Minimise your aircraft ground time. Read More Highest quality Lycoming overhauls Our customers know that the cheapest Lycoming is not the one that is overhauled or repaired for the least money, but the one that provides the lowest cost per hour of flight or month of ownership. Read More Lycoming detailed quotations You need to know what exactly will be done to your Lycoming, so we provide a clear, itemised and detailed quotation and a GENUINE choice of new or overhauled parts to minimise your aircraft costs. Read More Trust your Lycoming to our experienced team We operate as a highly trained team, which for your Lycoming means quality work you can rely on. Read More EASA 145 regulated Lycoming TIO-540-S1AD services All our Lycoming engineers are fully trained and conform with EASA Part 145 requirements. The expertise and long service of Norvic people. To view this site, you must enable JavaScript or upgrade to a JavaScript-capable browser.Caveats Details Publications Back If you plan on accessing your ATP publications on a mobile device, you will need to download the ATP Aviation Hub mobile app. The Hub mobile app can be downloaded from the Apple, Google, or Windows stores, at no charge. State of Design ADs can be obtained directly from the FAA website at Service information at later approved revisions can be used to accomplish the requirements of these Airworthiness Directives. Repetitive inspections, if required, to be accomplished at intervals not to exceed the times specified in the FAA AD. Inspect the exhaust system for proper slip joint engagement by measuring distances between pipe end points of LW-16102 (RH) and LW-16103 (LH) per the diagram. If damage is found in the exhaust system or measurements which exceed allowable dimensions, repair or replace damaged parts with serviceable parts as necessary, before further flight. Thereafter at intervals not to exceed 25 hours TIS, until replacement per part 2. NB7R820J, Bedford, Massachusetts, USA. The maintenance records should contain the Return to Service (Yellow) tag for the crankshaft that will identify the company performing the repair. Also the work order number contained in Table 1 of this AD was etched on the crankshaft propeller flange, adjacent to the closest connecting rod journal. Because some etched numbers will be difficult to see, if necessary, use a 10X magnifying glass with an appropriate light source to view the work order number. In addition, the propeller spinner, if installed, will have to be removed in order to see this number. If the cause is found to be the failure of the nose bearing, notify the CAA. These engines are used on, but not limited to Piper PA 31, PA 31-350, and PA 31-325, Piper PA 32-301T, PA 32R-301T, Piper PA 60-700P, Piper PA 46-350P, Piper PA 31P-350, Appalachian Aircraft Corporation Gavilan (EL-1), and Cessna T-206 aircraft. If the crankshaft fails the material testing, remove the crankshaft before further flight. If the crankshaft passes the material testing, the crankshaft may be returned to service. If the crankshaft fails the material testing, remove the crankshaft before further flight. If the crankshaft passes the material testing, the crankshaft may be returned to service. Number 54 is the lot number and 6 is the serial number. The turbocharger data plates might include manufacturer's information other than KAPS information, such as: Take care not to move the exhaust tube and tailpipe assembly. Use a feeler gauge at the split line between the turbine housing flange and the exhaust tube flange all around the circumference. The maximum gap must not exceed 0.005 inch. This article will detail the expenses and some dos and don’ts for this type of job. If you own or are in the market for this aircraft or an early style Saratoga and the engine is near TBO, you’ll want to read this article very carefully. I believe you will be as surprised as I was at the costs involved. This is true for this series and especially for the turbocharged versions. Close attention to heat control and management is the watchword here - close attention. Their TIO540 S1AD engine has a manual waste gate linked directly to the throttle via a cable. As the throttle is advanced, the waste gate for the turbo system is closed. There is a specific rigging ratio between the throttle and the waste gate.Cooling air comes in the front of the cowling at the bottom on the engine, is then forced up through the cylinders, past the intake tubes and over the top of the engine to where the exhaust system is installed. The cooling air then goes across the exhaust stacks (which are above the cylinders), over the back of the top of the engine and down through all the accessories (magneto, fuel pump, and vacuum pump) and exits aft via the cowl flaps. This routing generates a tremendous amount of heat on these accessories. That is why the magneto has a heat blanket wrapped around it and the vacuum pump has a shroud with fresh air hoses to keep it cool. The fuel pump also has its own heat shroud and fresh air hoses. Heat radiates from the turbocharger, the waste gate collector pipes and the exhaust system. The engine mount and tubular turbocharger mount corrode easily with the resulting high surface temperatures. The horseshoe assembly that attaches the turbo to the engine was also so worn down from exhaust erosion that it had to be replaced along with three tubes of the engine mount. However, one solution seems to work reliably. They recommend a powder coating used on Indy car exhaust systems, which is made to continuously withstand 2000? F. After the engine mount was repaired and the turbocharger horseshoe was replaced, everything was coated with this special powder (which is available in any color, as long as it is flat black).I only recommend 124H Stratoflex Teflon fire sleeved hoses. They are expensive but will give you long service life and peace of mind. The most critical hose supplies oil to the turbocharger and runs between the waste gate collector inlets for the right and left exhaust banks. Again, that does not include your mechanic’s labor. Another expensive item is the cable rod end that attaches to the waste gate. It becomes worn out from the intense heat in proximity of the waste gate.These field coil type starters are obsolete; just install a new Sky Tech permanent magnet starter. Not only will you save 8 to 10 pounds at the front of the engine, but your engine will turn over twice as fast as with the Prestolite. I never ever install rebuilt vacuum pumps on any of my customers’ planes. I don’t believe they are worth the money saved. Most of these Pipers run both gyros from the single vacuum pump, so it is important that it be reliable, i.e. new. Wrapped around it is a heat blanket, which must be in good condition. If any portion is missing, replace it. Make sure that the magneto is overhauled by a reputable shop and not one that does assembly line mass overhauls. I have used Aero Mag in Southern California for over twenty years; they do magnetos one at a time. Because of the heat that the accessories are exposed to, this magneto must be removed every 500 hours and sent in for a 500-hour service and inspection. If your engine is a first-run, you may have a reputable overhaul shop do the overhaul. I only recommend new Lycoming cylinder assemblies for this engine. Don’t use Cerminil or chromed cylinders. New Lycoming cylinders are the best for oil consumption during break-in and longevity of your engine and they will run the coolest. Cerminil or Cermichrome cylinders will run hotter, so I don’t recommended them for any turbocharged engine. In 1996, Lycoming decided that all turbocharged engines should be broken in with detergent oil, not mineral oil. For over thirty years, Lycoming said break-in for turbo engines was to be done with mineral oil. My question to Lycoming is “why change now?” Were they wrong for the last thirty years. Their reasoning is that detergent oil will suspend the particles of metal, dirt, and what ever else may be running around in the engine during break-in, get them to the filter and not get stuck in the turbo bearing. For over twenty years, every turbocharged Lycoming engine break-in with mineral oil has worked for me with no problems as long as new Lycoming cylinders are used. Moreover, oil consumption over the life of the cylinders is significantly reduced. So take service instruction 1014M with a grain of salt and don’t believe every thing that the manufacture writes. Send your prop out to have it flushed and cleaned if it has less than 500 hours since overhaul. If more than 500 hours or five years since overhaul, bite the bullet and get the prop overhauled. One last item, remember to replace the entire rubber engine baffling and always install new rubber engine mounts. This makes a huge difference on this installation. Be careful when dynamic balancing this propeller; only utilize the placement for existing Hartzell weights. If washers need to be added for fine-tuning, install them where the Hartzell weights would normally be. You can use the flywheel, it has holes drilled all the way around it to install washers, but be certain that any bolt installed does not catch the starter. Never, never, never drill a hole in the back plate of the spinner to install a screw, nut and washers to balance these engines. The hole will eventually crack out due to centrifugal force requiring purchase of a new spinner bulkhead and possibly a new spinner. Always install weights at the locations the manufacturers have established or use a good secure location such as the flywheel. If you have any question or comments on this article, e-mail me or contact me at my aircraft repair shop at: 307-789-6866. Until then, enjoy flying your Piper. Something went wrong. All Rights Reserved. User Agreement, Privacy, Cookies, and AdChoice Norton Secured - powered by Verisign. Is this your domain?Disclaimer: Sedo maintains no relationship with third party advertisers. Reference to any specific service or trade mark is not controlled by Sedo nor does it constitute or imply its association, endorsement or recommendation. LO-360 Series Except A1G6D. VO-435 Series TVO-435 Series O-540 Series Except J1C5D, J3C5D, L3C5D, F1B5 VO-540 Series) Franklin Engine Co. (6A4-150 Series 4A-235 Series 6V-350 Series GA-6A350 6AS-350) R6130-80166, Rev. R First Release, Apr. 20, 1993 Our customer satisfaction levels are at an all-time high!”. The main and rod journals are joined by cheeks, which are an integral part of the forged crankshaft. Then the oil leaked out of the drain tank tube, depleting the engine of oil. Lycoming also moves to exclude the testimony of the Peases' liability experts, Colin A. Sommer and Douglas R. Herlihy. (Docs. 65, 66). Each of these motions is ripe for disposition. By memorandum and order dated March 11, 2011, the court concluded that Tennessee law applies to the Peases' claims. (Doc. 107). II. Applicable Standards of Review A. Motion to Exclude Expert Witness Admissibility of expert testimony is a question of law governed by Federal Rule of Evidence 702. Pappas, 331 F. Supp. 2d at 315. III. Discussion The court will first address the motions to exclude the expert testimony of Colin Sommer and Douglas Herlihy. (Docs. 65, 66). Then the court will address Lycoming's motions for summary judgment (Docs. 52, 67). For the reasons that follow, the court will deny the motions to exclude expert testimony, grant in part and deny in part Lycoming's motion for summary judgment on federal preemption grounds, and deny Lycoming's motion for summary judgment pursuant to the TPLA. A. Motions to Exclude Expert Testimony Neither party has requested an evidentiary hearing on Lycoming's motions to exclude expert testimony. A trial court need not hold an evidentiary hearing in order to meet the dictates of Daubert. See Oddi v. Ford Motor Co., 234 F.3d 136, 151-55 (3d Cir. 2000). In the instant case, the court finds that there is an ample factual record upon which to determine the reliability of the experts. The parties have thoroughly briefed the issues of admissibility and the experts have explained in detail their methodologies in their deposition testimony, Rule 26 Reports and other court filings. Lycoming contends that the expert testimony of both Sommer and Herlihy should be excluded. ( See Docs. 65, 66). For the reasons stated below, the court holds that the expert testimony of Sommer and Herlihy is admissible. 1. Mr. Colin Sommer The opinions Sommer intends to offer at trial can be found on pages nineteen and twenty of his deposition. ( See Doc. 109, Ex. 2, at 19-20). Lycoming seeks to prevent the admission of Sommer's testimony on two grounds. Sommer's academic background and real-world experiences as a trained engineer and accident investigator render him more than qualified to testify as an expert on good manufacturing practices, the nature of the fracture, and the design, certification and manufacture of aircraft engines. b. Reliability Expert testimony is considered reliable when it is based upon sound methodology and technique. See id. at 247; In re Paoli, 35 F.3d at 744 (noting that a court's proper focus is not the conclusions of the expert but the principles and methodology utilized). Daubert counsels a flexible approach based upon an analysis of factors that are neither exhaustive nor definitive. In re Paoli, 35 F.3d at 742 n.8 (listing the factors deemed important by the Third Circuit and Supreme Court). A review of Sommer's deposition clearly indicates that he stands by his Rule 26 report. Lycoming provides no legal or scientific support for the proposition that Sommer's failure to conduct its suggested testing of his opinions requires exclusion of Sommer's expert testimony. The fact that Sommer could have bolstered his conclusions through scientific testing impacts the weight, but not the admissibility of his testimony. Lycoming will have ample opportunity to challenge the validity of Sommer's conclusions through vigorous cross-examination. Accordingly, Lycoming's motion to exclude Sommer's expert testimony is denied. The Third Circuit squarely addressed this question in the context of an expert applying the differential diagnosis approach in the medical context. See Heller v. Shaw Indus., Inc., 167 F.3d 146, 155 (3d Cir. 1999). The Heller court held that the proffer of independent, peer-reviewed studies in support of an expert's opinion is not the sine qua non of reliability. Id. 2. Mr. Douglas Herlihy The opinions Herlihy intends to offer at trial can be found on pages seven through nine of his deposition. ( See Doc. 111, Ex. 2, at 7-9). Lycoming seeks to prevent the admission of Herlihy's testimony on three grounds. See Surace v. Caterpillar, Inc., 111 F.3d 1039, 1056 (3d Cir. 1997). The court finds that Herlihy has unassailable qualifications and is more than qualified to testify on the issues of engine design, certification, manufacture, and federal standards of care. Herlihy's qualifications are as follows. That Herlihy is not a licensed engineer may provide fodder for cross-examination at trial, but this fact certainly does not disqualify him as an expert, particularly in light of his years of experience as an accident investigator, pilot, and graduate level instructor. The court finds that Herlihy is qualified to provide expert testimony on engine design, manufacture, certification and federal standards of care. Armed with the imprimatur of congressional authorization, NTSB investigators must endeavor to ascertain the cause and origin of aircraft accidents. See Folsom v. Kawasaki Motors Corp. U.S.A., 509 F. Supp. 2d 1364, 1372 n.7 (M.D. Ga. 2007) (citation omitted). Document 161 contains a full list of the materials considered by Herlihy in forming his opinions. In addition, the record clearly demonstrates that Herlihy considered alternative causes. Herlihy testified in detail about causes he considered but ultimately determined were not responsible for the crash. ( Id. at 71-72 (noting that he considered weather, fire, and airframe failure as possible causes of the crash)). Contrary to Lycoming's assertion, Herlihy ruled out pilot error as the cause of the crash. ( Id. at 9, 70-71). Thus, Herlihy reasonably employed his standard investigative methodology in this case, a methodology well-accepted in the field of aircraft accident investigation. Finally, the absence of testing does not warrant exclusion of Herlihy's expert testimony. See supra Section III.A.1.b. Herlihy employed the same level of intellectual rigor that characterizes the investigations of plane crashes by the NTSB and private investigators. Kumho Tire Co., 526 U.S. at 152. Herlihy carefully ruled out possible alternative causes and supported his final conclusions with objective evidence, tapping into his experience of investigating hundreds of plane crashes. This satisfies the reliability requirement of Rule 702 and Daubert. Herlihy's conclusion that the crash was caused by a fatigue fracture at the weld of the flange directly relates to the ultimate fact at issue in this case, i.e. why Mr. Pease's plane crashed on June 5, 2005. See infra Section IV. Williamson is inapposite when state law is preempted by federal law. The court finds that Wyeth and Williamson do not affect the continued validity of Abdullah. See Sikkelee, 731 F. Supp. 2d at 438-39. Federal standards of care apply to the Peases' state law claims. Deference to the overarching concern of improving aviation safety would seem to favor a restrictive interpretation of Abdullah. The sweeping language of Abdullah simply does not permit a restrictive interpretation limiting the decision's application to operational aviation cases. Closer examination of Abdullah is critical to the court's analysis. Abdullah stands only for the proposition that the FAA has sole authority to promulgate regulations relating to the field of in-air safety. There is simply no textual support in either the Abdullah decision or the Aviation Act that Congress intended the FAA to act as the sole arbiter of whether manufacturers have complied with its own regulations.