# AD 69-09-03 R3: Engine Tachometer - Type: Airworthiness directive - Status: Current - Products: Sensenich Propeller Manufacturing 76E Series - Effective: June 13, 1996 - Published: May 9, 1996, 61 FR 21071–21073 - Issued as: Final rule - Superseded by: Nothing supersedes this AD - Product type: Propeller - Amendment: 39-9583 - Docket: 95-ANE-03 - Official PDF: https://openairdocs.org/files/sha256/0a/10/0a1076c4d39f4950c2b4e9c5532cf399538499eb202355e1539768ddc0cd21ed (from https://www.govinfo.gov/content/pkg/FR-1996-05-09/pdf/96-11257.pdf) - Federal Register: https://www.federalregister.gov/documents/1996/05/09/96-11257/airworthiness-directives-sensenich-propeller-manufacturing-company-inc-models-m76emm-m76emms-76em8 - FAA DRS: https://drs.faa.gov/browse/excelExternalWindow/BF791430F5C6116086256966006D11FE.0001 - DRS record last changed: May 30, 2024 - Page: https://openairdocs.org/ad/69-09-03-R3 ## The airworthiness directive 69-09-03 R3 SENSENICH PROPELLER MANUFACTURING COMPANY INC.: Amendment 39-9583. Docket 95-ANE-03. Revises AD 69-09-03 R2, Amendment 39-1102. Applicability: Sensenich Propeller Manufacturing Company Inc. Models M76EMM, M76EMMS, 76EM8, and 76EM8S( ) metal propellers. Paragraphs (a) and (b) of this airworthiness directive (AD) do not apply to those propellers installed on the following solid crankshaft Textron Lycoming O-360 series reciprocating engines: O-360-A4A, -A4D, -A4G, -A4J, -A4K, -A4M, -A4N, -A4P, and -A5AD, or additional engines identified by suffixes having a digit "4" or higher in the second position. These propellers are installed on but not limited to the following aircraft: Piper PA-28-180, PA-28-181, American General Aircraft Holding Co. Inc. (formerly Gulfstream American) AA-5 series, Beech B23 and C23, Cessna 172Q, Avions Pierre Robin R-3000/160, and aircraft modified under various Supplemental Type Certificates (STC's). NOTE: This AD applies to each propeller identified in the preceding applicability provision, regardless of whether it has been modified, altered, or repaired in the area subject to the requirements of this AD. For propellers that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must use the authority provided in paragraph (f) to request approval from the Federal Aviation Administration (FAA). This approval may address either no action, if the current configuration eliminates the unsafe condition, or different actions necessary to address the unsafe condition described in this AD. Such a request should include an assessment of the effect of the changed configuration on the unsafe condition addressed by this AD. In no case does the presence of any modification, alteration, or repair remove any propeller from the applicability of this AD. Compliance: Required as indicated, unless accomplished previously. To prevent propeller blade tip fatigue failure, which can result in loss of control of the aircraft, accomplish the following: (a) Commencing with the next flight after the effective date of this AD, do not operate the engine in continuous operation between 2,150 and 2,350 RPM. (b) Within the next 25 hours time in service (TIS) after the effective date of this AD, mark engine tachometer with a red arc from 2150 RPM to 2350 RPM. (c) For propellers with 500 or more total hours TIS, or unknown TIS on the effective date of this AD, inspect and rework, within the next 50 hours TIS after the effective date of this AD, in accordance with Sensenich Propeller SB No. R-14A, dated July 28, 1995. Remove from service those propellers that do not meet the inspection and rework requirements of Sensenich Propeller SB No. R-14A, dated July 28, 1995. (d) For propellers with less than 500 total hours TIS on the effective date of this AD, inspect, and rework or replace, as necessary, prior to accumulating 550 total hours TIS, in accordance with Sensenich Propeller SB No. R-14A, dated July 28, 1995. Remove from service those propellers that do not meet the inspection and rework requirements of Sensenich Propeller SB No. R-14A, dated July 28, 1995. (e) Mark with a suffix letter "K" propellers that have been inspected and, reworked in accordance with Sensenich Propeller SB No. R-14A, dated July 28, 1995, and found satisfactory. (f) An alternative method of compliance or adjustment of the initial compliance time that provides an acceptable level of safety may be used if approved by the Manager, New York Aircraft Certification Office. The request should be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, New York Aircraft Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the New York Aircraft Certification Office.(g) Special flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the aircraft to a location where the requirements of this AD can be accomplished. (h) The actions required by this AD shall be done in accordance with the following Sensenich Propeller SB's: Document No. Pages Revision Date No. R-13 A7 Original April 11, 1969. Total pages: 1. No. R-14A 1 Original July 28, 1995. Total pages: 1. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR part 51. Copies may be obtained from Sensenich Propeller Manufacturing Company Inc., 519 Airport Road, Lititz, PA 17543; telephone (717) 569-0435, fax (717) 560-3725. Copies may be inspected at the FAA, New England Region, Office of the Assistant Chief Counsel, 12 New England Executive Park, Burlington, MA; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (i) This amendment becomes effective on June 13, 1996. ## Affected data sheets (1) (OpenAirDocs) The type certificate data sheets whose models the AD names. - [TCDS P4EA](https://openairdocs.org/tcds/P4EA): Sensenich Propeller Company; names 1 of 1 models: 76E Series ## Registered aircraft it may apply to (OpenAirDocs) No registered aircraft matched the models it names. ## Related documents - [Proposed rule 95-ANE-03](https://openairdocs.org/proposed/95-ANE-03): Notice of proposed rulemaking (NPRM), published Dec 7, 1995 Its text cites no advisory circulars or STCs. ## NTSB investigations that cite this AD (5) From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. - [NTSB CEN11LA555](https://openairdocs.org/ntsb/CEN11LA555), Aug 7, 2011: Piper PA-28-180 (N7689W), Millsap, TX, substantial damage. Probable cause: A sudden loss of engine thrust due to the separation of a propeller blade in cruise flight due to high cycle fatigue. - [NTSB CEN09LA132](https://openairdocs.org/ntsb/CEN09LA132), Jan 5, 2009: Grumman American Avn. AA-5B (N28862), Milford, IN, substantial damage. Probable cause: A loss of engine thrust due to the separation of a section of one of the propeller blades as a result of fatigue failure of the propeller because of corrosion. Contributing to the accident was the… - [NTSB DFW08LA094](https://openairdocs.org/ntsb/DFW08LA094), Apr 7, 2008: Piper PA-28-180 (N5300L), Paducah, TX, substantial damage. Probable cause: Fatigue failure and separation of the propeller during cruise flight. Contributing to the accident was the owner's failure to comply with a long standing Airworthiness Directive. - [NTSB BFO96LA015](https://openairdocs.org/ntsb/BFO96LA015), Oct 30, 1995: Piper PA-28-180 (N477SP), Lebanon, VA, destroyed. Probable cause: failure of the propeller blade due to fatigue cracking originating from corrosion damage. A related factor was the soft terrain encountered during the forced landing. - [NTSB ANC95LA160](https://openairdocs.org/ntsb/ANC95LA160), Sep 8, 1995: Cessna 172N (N737SP), Glennallen, AK, substantial damage. Probable cause: Improper planning/decision by the pilot, which resulted in fuel exhaustion, due to an inadequate supply of fuel. A factor relating to the accident was: the lack of suitable terrain for an emergency… --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.