Tcm Bendix Magneto Service Manual

Maintenance Intervals for all TCM and Bendix Aircraft Magneto and Related Equipment. Replacement of Magneto Coils. This reference manual provides complete application data for Slick Magnetos and Ignition. For TCM/Bendix dual magnetos. Service Parts: For all Slick magnetos and harnesses. 0.2 AIRCRAFT MAGNETOS 0.2.1 DESCRIPTIVE PART NUMBER EXPLANATION Champion Aerospace utilizes a descriptive part numbering system for both Slick magnetos and Slick.

Q: Do TCM/CMI/Bendix Magnetos Come with a Gasket?A: Generally, all TCM/CMI/Bendix Magnetos come with the mounting gasket.Q: What is Covered Under the Overhaul of Aircraft Magnetos?A: A normal overhaul includes all parts required by the manual to issue an 8130 that states overhauled in box 12. These items can vary based on part number but normally this includes the points, carbon brush, condenser, oil seal, pinion gear and impulse spring if the aircraft magneto is impulse. They also completely disassemble the aircraft magneto, clean and paint the housings and install new bearings. The aircraft magnetos will then be tested and tagged with an overhauled 8130-3 that includes an EASA dual release.Q: Are 500 Hour Inspections Required for Aircraft Magnetos?A: An inspection of the magneto is required at 500 hour intervals under MSB645 (AD 2005-12-06) for some aircraft magnetos, specifically TCM/CMI/Bendix Magnetos.Q: Is a drive gear included in an exchange? Or will you put one on my TCM/CMI/Bendix Magneto if I send it to you?A: Drive gears are not included in any exchange for TCM/CMI/Bendix Magnetos.

No drive gear will be installed on a magneto sent to us unless it was originally shipped to us with one and we will just re-install the same drive gear back onto the TCM/CMI/Bendix Magneto after servicing. Q: Do TCM/CMI/Bendix Magnetos Come with a Gasket?A: Generally, all TCM/CMI/Bendix Magnetos come with the mounting gasket.Q: What is Covered Under the Overhaul of Aircraft Magnetos?A: A normal overhaul includes all parts required by the manual to issue an 8130 that states overhauled in box 12. These items can vary based on part number but normally this includes the points, carbon brush, condenser, oil seal, pinion gear and impulse spring if the aircraft magneto is impulse. They also completely disassemble the aircraft magneto, clean and paint the housings and install new bearings. The aircraft magnetos will then be tested and tagged with an overhauled 8130-3 that includes an EASA dual release.Q: Are 500 Hour Inspections Required for Aircraft Magnetos?A: An inspection of the magneto is required at 500 hour intervals under MSB645 (AD 2005-12-06) for some aircraft magnetos, specifically TCM/CMI/Bendix Magnetos.Q: Is a drive gear included in an exchange?

Or will you put one on my TCM/CMI/Bendix Magneto if I send it to you?A: Drive gears are not included in any exchange for TCM/CMI/Bendix Magnetos. No drive gear will be installed on a magneto sent to us unless it was originally shipped to us with one and we will just re-install the same drive gear back onto the TCM/CMI/Bendix Magneto after servicing.

Recently, my company SAMM was managing the annual inspection of a client’s Cirrus SR22 at a well-known maintenance facility in Texas. The inspection found very little wrong with the airplane, and it looked like the annual would be completed quickly and inexpensively. Then, quite unexpectedly, the IA responsible for the annual went to work for another shop, and a new IA was assigned to take over. Things quickly went downhill after that.

The new IA informed us that he would not be able to sign off the annual unless we agreed to have both TCM/Bendix S-20 magnetos overhauled or replaced, something that would add nearly $2,000 to the cost of the annual and delay its completion by at least a week. He stated that the magnetos were required to be replaced or overhauled because they had been in service for more than 4 years.

We told the IA we saw absolutely no reason to overhaul or replace the magnetos, and would not approve this work. The IA stubbornly refused to sign off the annual unless this work was done. After several back-and-forth iterations, it became obvious that we were at an impasse with the IA.

At that point, we took the only reasonble course of action available to us under the FARs: We directed the IA to sign off the annual with discrepancies, obtained a ferry permit from the local FSDO allowing the aircraft to be flown back to its home base, and then had a local A&P there make logbook entries clearing the “non-discrepancy discrepancy” that the IA had recorded, and approving the aircraft for return to service. (The local A&P saw no reason to overhaul or replace the mags, either.)

What was the shop thinking?

In subsequent correspondence with the manager of the Texas shop, we learned more about why the new IA had decided to take the action he did. The shop manager wrote:

We had an honest difference of interpretation of the maintenance regulations with respect to TCM magneto time/life. Please allow me to outline our view. To be clear, there are two very different TCM magneto inspection and overhaul/replace criteria to be met.

First, there is a 500 hours-of-use inspection. This is commonly done at any full service maintenance facility, and there has been no debate about this requirement. It is nothing new, and it is common industry practice to perform this inspection at 500 hr intervals. In fact, to complete an annual any shop must perform this inspection if due. I think anyone in the industry would agree.

Second, there is a relatively new 4 years time-in-service or 5 years since-date-of-manufacture requirement to either overhaul or replace TCM magnetos. This fairly recent change was published by TCM as a revision to SB643B. (http://www.tcmlink.com/pdf2/SB643B.pdf) Our three very experienced and well-respected IAs on staff here have concluded that TCM magnetos must be overhauled or replaced on a 4-year time-in-service schedule, and that neither we nor any other maintenance facility has any leeway with respect to this requirement.

The key points in the revised Service Bulletin SB643B are in the first and the last paragraphs. The first paragraph says, “The following information constitutes the manufacturer’s Instructions for Continued Airworthiness [emphasis added] ..” While this is a service bulletin and is therefore by definition optional, TCM chose to add the language “Instructions for Continued Airworthiness” or ICA.

This language—highly unusual for a Service Bulletin—led to our interpretation that the 4yr/5yr requirement is not optional based on FAR 43.16 “Airworthiness Limitations” which states, “Each person performing an inspection or other maintenance specified in an Airworthiness Limitations section of a manufacturer's maintenance manual or Instructions for Continued Airworthiness shall perform the inspection or other maintenance in accordance with that section..”

Section 4.C of SB643B then spells out the ICA requirement that “..magnetos must be overhauled or replaced at the expiration of five years since the date of original manufacture or last overhaul, or four years since the date the magneto was placed in service..”

Our own opinion based on experience is that the 4-year overhaul/replace requirement is too aggressive and does very little to enhance the safety of these aircraft. But until we can obtain some written guidance to the contrary, we feel that we have no option but to abide by the regulatory requirement as stated in SB643B.

Why the shop was wrong

It is apparent from this correspondence that the IA at the shop in Texas did not arrive at his decision lightly. His position was thoughtful and logical. Unfortunately, it was also wrong.

I decided to write this article because I think it’s important for aircraft owners and mechanics alike to understand precisely why the IA was wrong, and why the 4-year magneto overhaul/replacement is not required. The same logic used by this IA to conclude that the magnetos had to be replaced is also used by many other mechanics and shops to justify all sorts of other maintenance “requirements” that aren’t actually required.

The Texas IA’s principal mistake was misunderstanding the meaning of FAR 43.16:

§43.16. Airworthiness Limitations.
Each person performing an inspection or other maintenance specified in an Airworthiness Limitations section of a manufacturer's maintenance manual or Instructions for Continued Airworthiness shall perform the inspection or other maintenance in accordance with that section..

The critical point that the IA missed is that TCM SB643 (which he is relying upon for authority on the 4/5-year “requirement”) does not contain an “Airworthiness Limitations” section. In fact, according to TCM’s Loren Lemen (who is the person responsible for writing TCM’s maintenance manuals and ICAs), no current TCM maintenance document contains an “Airworthiness Limitations” section. Likewise, very few Beech, Cessna, Mooney or Piper maintenance manuals contain an “Airworthiness Limitations” section.

So long as a maintenance manual or ICA does not contain an “Airworthiness Limitations” section (and most do not), FAR 43.16 does not apply.

As it happens, the approved maintenance manual for the Cirrus SR22 does contain an Airworthiness Limitations section. It covers such things as the airframe life limit, and 10-year mandatory parachute repack interval, and the 6-year mandatory replacement of the parachute reefing line cutters. (All of those items are therefore required by regulation.) But it doesn't say a word about magnetos.

The Texas IA also seemed to ignore the fact that TCM SB643 is a manufacturer’s service bulletin and therefore ipso facto non-compulsory. We have an official Letter of Interpretation from the FAA Office of General Counsel that states unequivocally that compliance is never required by regulation with any manufacturer's service bulletin.

Here's the key point that every aircraft owner and mechanic needs to understand: No manufacturer can mandate any maintenance requirement on a Part 91 aircraft owner; only the FAA can do so. The FAA may mandate a maintenance requirement in three different ways:

1. In the Type Certificate Data Sheet (TCDS) for the aircraft, engine or propeller.

2. In an FAA-approved “Airworthiness Limitations” section of a manufacturer's maintenance manual or Instructions for Continuing Airworthiness.

3. In an Airworthiness Directive.

If a maintenance requirement is not mandated by the FAA in one of these three ways, then it is not required by regulation for a Part 91 operator.

Recommendation vs. requirement

The manager of the Texas shop also spoke about a 500-hour time-in-service inspection “requirement” for mags. This disassembly inspection is not a regulatory requirement, either, only a manufacturer recommendation. It happens to be a good recommendation, and one that I agree with wholeheartedly. I do this 500-hour inspection on my own aircraft, always advise my clients to do it, and believe that it is important to ensure continued reliable operation of the magnetos.

However, I never refer to the 500-hour mag inspection as a “requirement” because it is not. It's simply a recommendation, and a good one. Many operators go far beyond 500 hours without opening up their magnetos for inspection, and while they may be imprudent in doing so, they are not in contravention of any FAA regulation.

Now, it’s very likely that the Texas shop works on multiengine turbine aircraft and/or large aircraft above 12,500 pounds gross weight. The rules for those aircraft are completely different; they are required to be maintained in accordance with the manufacturer's recommended maintenance program. Thus, for such aircraft, a manufacturer’s recommendation does become a regulatory requirement.

But small piston or single-engine turbine aircraft are maintained under a far less exacting set of rules, the requirements for which are set forth in Part 43 Appendix D. Those aircraft are not required to be maintained in accordance with manufacturer recommendations. For such aircraft, manufacturer’s recommendations are only that: recommendations.

When I maintain my own airplane, or advise my clients on how to maintain their aircraft, I advise following manufacturer’s recommendations when they make sense, and to disregard them when they do not make sense. The Texas IA and I seem to agree that arbitrarily replacing or overhauling magnetos every four years does not make sense. The difference is that he believed it was required, while I know it is not.

Methods, techniques and practices

Another much misunderstood regulation is FAR 43.13, which states in part:

§43.13 - Performance rules (general).
(a) Each person performing maintenance, alteration, or preventive maintenance on an aircraft, engine, propeller, or appliance shall use the methods, techniques, and practices prescribed in the current manufacturer's maintenance manual or Instructions for Continued Airworthiness prepared by its manufacturer, or other methods, techniques, and practices acceptable to the Administrator, except as noted in §43.16. …

This regulation is often misinterpreted by mechanics to mean “if it’s in the maintenance manual, then you have to do it.” But that’s not what it means, at least for Part 91 operators of small piston or single-engine turbine aircraft. The key to understanding FAR 43.13 is the phrase “methods, techniques and practices.” That phrase refers to how to do something, not when to do something.

In other words, if the manufacturer’s maintenance manual or ICAs tells us to do some maintenance task every 500 hours or 4 years or 2500 landings (or whatever), that’s simply a recommended interval and we (as Part 91 operators) aren’t required to comply with those times if we don’t want to. However, if we ultimately decide to perform the task at some point, then we are obligated to do it in precisely the fashion spelled out by the manufacturer in the maintenance manual or ICAs. The manufacturer’s “how-to” instructions are compulsory, but the manufacturer’s “when-to” instructions are not.

For example, suppose the maintenance manual tells us to remove, clean, gap, rotate and reinstall spark plugs every 100 hours. This is merely a recommended interval, and we’re not required to do it every 100 hours if we don’t want to. However, if the maintenance manual tells us to torque the spark plugs to 330 ±30 inch-pounds, then whenever we decide to do spark plug maintenance, we are required to install the plugs to the manufacturer-prescribed torque. The 100-hour interval is a “when-to” (and therefore not mandatory), while the 330 ±30 inch-pound torque is a “how-to” (and therefore mandatory).

The exception is that a “when-to” becomes mandatory if it is prescribed in (1) the aircraft, engine or propeller TCDS, (2) in an “Airworthiness Limitations” section of the maintenance manual or ICA, or (3) in an Airworthiness Directive.

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