In-Flight Engine Failure

I will double check the logs when I see them on Monday, but I do not
recall seeing such an entry when I read through it for the purchase.

My understanding is that any prop strike *requires* a major overhaul for
this very reason. Is that not the case?

-Sami

Aaron Coolidge wrote:
kage wrote:
: Did this engine ever have a prop strike?

: Karl

That was going to be my question! Even a prop strike on something "soft"
such as snow can lead to a later crank failure. Did you see any mention of
a prop overhaul/replacement in the logs?

"O. Sami Saydjari" wrote:

My understanding is that any prop strike *requires* a major overhaul for
this very reason. Is that not the case?

Don't think so. It requires that the engine be disassembled and checked for damage
but not overhauled. Many owners would take the opportunity to major the engine,
though.

George Patterson
If you don't tell lies, you never have to remember what you said.

In article ,
"G.R. Patterson III" wrote:

"O. Sami Saydjari" wrote:

My understanding is that any prop strike *requires* a major overhaul for
this very reason. Is that not the case?

Don't think so. It requires that the engine be disassembled and checked for
damage
but not overhauled. Many owners would take the opportunity to major the
engine,
though.

Once you've got the thing taken apart, why would you do anything else?

Roy Smith wrote:

Once you've got the thing taken apart, why would you do anything else?

If I had it overhauled a few hundred hours ago, I would not do it again. Teardown,
damage check, and reassembly is much cheaper than an overhaul.

George Patterson
If you don't tell lies, you never have to remember what you said.

Is there a way to test a crank after a prop strike to absolutely assure
that it has no micro-fractures or hidden fatigue points? That seems
like a pretty big gamble to me. -Sami

G.R. Patterson III wrote:

Roy Smith wrote:

Once you've got the thing taken apart, why would you do anything else?


If I had it overhauled a few hundred hours ago, I would not do it again. Teardown,
damage check, and reassembly is much cheaper than an overhaul.

George Patterson
If you don't tell lies, you never have to remember what you said.

"O. Sami Saydjari" wrote:

Is there a way to test a crank after a prop strike to absolutely assure
that it has no micro-fractures or hidden fatigue points?

Yes. IIRC, it's called magnafluxing.

George Patterson
If you don't tell lies, you never have to remember what you said.

"G.R. Patterson III" wrote in message ...
"O. Sami Saydjari" wrote:

Is there a way to test a crank after a prop strike to absolutely assure
that it has no micro-fractures or hidden fatigue points?

Yes. IIRC, it's called magnafluxing.

George Patterson
If you don't tell lies, you never have to remember what you said.

I've wondered about this. Mangnafluxing will detect cracks. Will it
positively detect damage from a prop strike that might cause a failure
much later?

I've always been nervous about this WRT factory re-man engines. How do
you know for sure that there was never a prop strike?

Incidentally, on the subject IO-360 engine, is there an improved crank
like there is for the IO520s that has the fillet at each cheek? On the
520s, those are the 520BBs; without the improved crank, they were -B or -BA.
I know there were failures with the older design.

In the Bonanza & Baron Proficiency courses, we've flown about 80,000 hours
and have had 7 engine failures AT THE CLINICS! These aren't doggy airplanes!
It's made me much more conservative. Fortunately, only one resulted in injury.

Bill Hale

"O. Sami Saydjari" wrote in message
...
I will double check the logs when I see them on Monday, but I do not
recall seeing such an entry when I read through it for the purchase.

My understanding is that any prop strike *requires* a major overhaul for
this very reason. Is that not the case?

-Sami

There is no such requirement. Even if there were such a requirement there
is no guarantee the engine teardown would be done. Just because there is no
prop strike in the log book does not mean it did not happen.

"Dave Stadt" wrote in message m...

There is no such requirement. Even if there were such a requirement there
is no guarantee the engine teardown would be done. Just because there is no
prop strike in the log book does not mean it did not happen.

There is no regulatory requirement, but both Lycoming and Continental "require"
a tear down inspection after any sort of prop strike. For us small operators, it's
just a very strong suggestion from the manufacturer. After my engine failure which
had a very small scuffing of the prop blades, the insurance company didn't even bat
an eye on paying for the teardown. Ran about $3K if I recall.