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#11
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Buying prop strike engine
no there is an AD note 2004 -10-14 i think that requires it
A few years back lycoming redefined what is a prop strike..... A manufactururer SB does not make anything mandatory for a part 91 operator. An AD note does....... Ron Natalie wrote: joe wrote: Then you need to tear it down.???? If its a lycoming you need to tear it down regardless..... AD NOTE joe It's only a service bulletin, not an AD. Both Continental and Lycoming consider a teardown mandatory after a prop strike. |
#12
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Buying prop strike engine
joe wrote:
no there is an AD note 2004 -10-14 i think that requires it A few years back lycoming redefined what is a prop strike..... A manufactururer SB does not make anything mandatory for a part 91 operator. An AD note does....... Ron Natalie wrote: joe wrote: Then you need to tear it down.???? If its a lycoming you need to tear it down regardless..... AD NOTE joe It's only a service bulletin, not an AD. Both Continental and Lycoming consider a teardown mandatory after a prop strike. Read the Lycoming AD/SB carefully. Just because you hit something does not mean you have to do a tear down. Michelle A&P (having read the thing more than once in the last year) |
#13
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Buying prop strike engine
abripl wrote: 1: The prop strike was with a wooden prop or... Some composite props, like IVO, break easy on impact. I had a prop strike with IVO and had the crank magnafluxed. No flange runout or cracks were found. I have a Franklin 6A350 engine (are they more solid?).. It's the aluminum rigid props that are crank killers. You're taking your chances either way. A few years ago I met a guy at a Montana backcountry strip that was taking his wings off and putting his Champ on a flatbed truck. Seems his crank snapped in flight and he was lucky enough to be within gliding distance of a usable strip. He had taxied his plane into a snowbank a few months earlier. It stopped the engine, but hadn't damaged the prop, so he assumed everything was OK. That assumption nearly killed him and his passenger a few months later. Prop damage or flange runout doesn't tell you anything about possible cracks in the crank. John Galban=====N4BQ (PA28-180) |
#14
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Buying prop strike engine
If he hadn't run into the snow bank is there a guarantee that the crank was OK? Aren't there faulty cranks for other reasons and it could have been a coincidence? Also did he have an aluminum prop? ...............................Seems his crank snapped in flight and he was lucky enough to be within gliding distance of a usable strip. He had taxied his plane into a snowbank a few months earlier. It stopped the engine, but hadn't damaged the prop, so he assumed everything was OK. That assumption nearly killed him and his passenger a few months later. ... |
#15
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Buying prop strike engine
abripl wrote: If he hadn't run into the snow bank is there a guarantee that the crank was OK? Aren't there faulty cranks for other reasons and it could have been a coincidence? Also did he have an aluminum prop? Wood prop. There is no guarantee that he didn't have a faulty crank. Then again, the engine had run fine for decades and the crankshaft snapped less than 25 hrs.after the snow bank stoppage. Feel free to assume that it was a coincidence. John Galban=====N4BQ (PA28-180) |
#16
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Buying prop strike engine
On 10 Aug 2006 06:46:08 -0700, "abripl"
wrote: If he hadn't run into the snow bank is there a guarantee that the crank was OK? Aren't there faulty cranks for other reasons and it could have been a coincidence? Also did he have an aluminum prop? As to the thread subject a prop strike now days is anything that requires more than a *minor* prop dressing. So technically a prop strike engine stretches the gauntlet from "so what" to the "don't go near it". We think of snow and snow banks as being soft. I live in Michigan and we have some snowbanks that'd support a truck and are as hard as rocks. Nor does the snow have to be packed to get that way. After a fresh snow I've driven *through* snow banks that were higher than the hood of my car without hardly slowing down. I've also hit some relatively small ones (before air bags) that resulted in me getting out to make sure the front end of the car was OK. Being much older and hopefully smarter, I now consider what might be hiding in those drifts. ...............................Seems his crank snapped in flight and he was lucky enough to be within gliding distance of a usable strip. He had taxied his plane into a snowbank a few months earlier. It stopped the engine, but hadn't damaged the prop, so he A sudden stoppage can be every bit as damaging as one that kills the prop. Sometimes even worse. assumed everything was OK. That assumption nearly killed him and his passenger a few months later. I've had a sudden and complete engine failure in the Deb. I was able to put it down on the airport. I never considered that being nearly killed even though had it quit 10 seconds later I'd have ended up in the woods. I might consider an engine failure followed by an uneventful forced landing as an expensive inconvenience and ahead of time I'd have considered it *possibly* life threatening, but if all goes well I'd not say they were nearly killed. Certainly he put them in what might have been a life threatening situation un-necessarily. Most off field landings are uneventful. Exciting, but uneventful. OTOH you never know until the dust settles. Roger Halstead (K8RI & ARRL life member) (N833R, S# CD-2 Worlds oldest Debonair) www.rogerhalstead.com ... Roger Halstead (K8RI & ARRL life member) (N833R, S# CD-2 Worlds oldest Debonair) www.rogerhalstead.com |
#17
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Buying prop strike engine
Michelle: I agree with your assessment. Nose gear failure with "power
off" with consequence of minor prop bend may not require a tear down. Contact surface (scrape)on the prop will help determine what stresses were on the crank per my mechanic. Larry Michelle P wrote: joe wrote: no there is an AD note 2004 -10-14 i think that requires it A few years back lycoming redefined what is a prop strike..... A manufactururer SB does not make anything mandatory for a part 91 operator. An AD note does....... Ron Natalie wrote: joe wrote: Then you need to tear it down.???? If its a lycoming you need to tear it down regardless..... AD NOTE joe It's only a service bulletin, not an AD. Both Continental and Lycoming consider a teardown mandatory after a prop strike. Read the Lycoming AD/SB carefully. Just because you hit something does not mean you have to do a tear down. Michelle A&P (having read the thing more than once in the last year) |
#18
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Buying prop strike engine
On 8 Aug 2006 18:04:34 -0700, "joe" wrote:
no there is an AD note 2004 -10-14 i think that requires it A few years back lycoming redefined what is a prop strike..... A manufactururer SB does not make anything mandatory for a part 91 operator. An AD note does....... Even if it were only and SB which is not "officially" mandatory, let's say you have a prop strike. Every thing looks good, you replace or straighten the prop and the thing runs well. Even the run out looks good. About 50 or 100 hours later the crank lets go and you shred the thing in an off field landing although no one gets hurt. What does your insurance company say if they find out you have not complied with that particular SB? Will they pay and say nothing? Will they pay and complain? Will they raise your rates? Will they let your renew at renewal time? Who knows? Roger Halstead (K8RI & ARRL life member) (N833R, S# CD-2 Worlds oldest Debonair) www.rogerhalstead.com Ron Natalie wrote: joe wrote: Then you need to tear it down.???? If its a lycoming you need to tear it down regardless..... AD NOTE joe It's only a service bulletin, not an AD. Both Continental and Lycoming consider a teardown mandatory after a prop strike. Roger Halstead (K8RI & ARRL life member) (N833R, S# CD-2 Worlds oldest Debonair) www.rogerhalstead.com |
#19
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Buying prop strike engine
"Roger" wrote in message ... On 8 Aug 2006 18:04:34 -0700, "joe" wrote: no there is an AD note 2004 -10-14 i think that requires it A few years back lycoming redefined what is a prop strike..... A manufactururer SB does not make anything mandatory for a part 91 operator. An AD note does....... Even if it were only and SB which is not "officially" mandatory, let's say you have a prop strike. Every thing looks good, you replace or straighten the prop and the thing runs well. Even the run out looks good. About 50 or 100 hours later the crank lets go and you shred the thing in an off field landing although no one gets hurt. What does your insurance company say if they find out you have not complied with that particular SB? Will they pay and say nothing? Will they pay and complain? Will they raise your rates? Will they let your renew at renewal time? Who knows? They will pay. Happened to a Cherokee around here and no questions were asked. Roger Halstead (K8RI & ARRL life member) (N833R, S# CD-2 Worlds oldest Debonair) www.rogerhalstead.com Ron Natalie wrote: joe wrote: Then you need to tear it down.???? If its a lycoming you need to tear it down regardless..... AD NOTE joe It's only a service bulletin, not an AD. Both Continental and Lycoming consider a teardown mandatory after a prop strike. Roger Halstead (K8RI & ARRL life member) (N833R, S# CD-2 Worlds oldest Debonair) www.rogerhalstead.com |
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