TonyPynes

To close out this thread. Ended up having a strip and seal done locally. On my last flight the fumes in the cockpit were too strong to even ferry it somewhere else. Had inboard sending units taken care of too. Had one of the big boys who work on jets strip and deal. Went through my FBO and it was cheap and fast. No leaks. Woohoo.

Congrats to all. I completed my written last fall and am only now ready to work on hours required and preparing for checkride. For those of you who just finished the IR what program, book, study process did you use? I have only had the requisite weekend course to pass the written. Now I need to start real studying for thr fundamentals and understanding.

I am just gettin my M20F back from a teardown and inspection as a result of taxiing into a small hole(didnt see it) on the tarmac. Prop only needed dressing but A&Ps and Insurance wanted it torn down. (Lets not got there) So the only thing I missed is the belly scrape (mine is one piece due to previous owner gear up) and of course the excitement of landing without the gear. My insurance company did a great job. I am low hour and this is my first plane, bought four months ago too. I suspect my premium may inch up some but I have nothing but praise for the insurance company involved. Starr. So, you will get past it and as others have said, shows a lot of courage to post it here. I know when I taxied to a very lightly scraped prop and had to have it torn down I felt pretty dumb. Human beings...we make mistakes and miss things.

They joys of new airplane ownership. I bet the insurance company has now taken the gold star off my name.

Quote: jetdriven If the prop only required minor dressing it's not classified as a prop strike. Says so right there in the service bulletins.

Quote: Seth Tony- So glad to hear the leak has been taken care of. I've been watching this thread for a while. Must be a load of your shoulders. Take care, -Seth

Maybe it is time to check out the ACER A100 since it is 7 inches and may mount better. I have the IPAD 1 and an IPhone 4s. I plan on mounting the Iphone and use it for Wingx or Foreflight there. For me the IPAD is just too much real estate. But a 7 inch screen might be doable. Anyone using an ACER 100 with the 3.2 Android OS?

I have talked to Wingologists, Wilmar and agree these guys are great for strip and seals. I also have communicated with Don M about patching and if I lived near there I would definitely use Don. I dont disagree with those getting bladders as I can see those work well too. I think I could go either way strip and seal or bladders. No additional debate needed. But this post was to follow up on a company I heard about but wondered if anyone else had here. Sounds like no one has. They do patches for Hawkers Gulfstream, Lear, Citation and I understand Mooneys too. They do not do strip and seals only patches. I did finally call them and there rates are reasonable and if you needed to they would come to you...with actual travel expenses of course. So anyway they are another possibility for a patch. I have not heard of a place closer to NC that would do a patch.

Wilmar's next availability is January.

Quote: rbridges I have nothing useful to say about Seal, but this is my two cents about reseals. The guy doing my bladders said he charged $1K/side to patch leaks, and this came with no guarantees. Since both wings were weeping, I didn't want to throw $2K for something I felt was less than dependable. There is a place in Ft Lauderdale that does complete strip/reseals. Personally, I would go that route or bladders.

A pilot here in GSO mentioned that Seal Aviation in Florida fixes leaks in tanks for several aircraft types and brands including Mooneys. They do not do complete reseals - only patches. Anyone ever heard of them?

I am just starting to study for my IR. Congrats!

Quote: rbridges It's a work in progress. My plane is currently at Cole Aviation in Rome, Ga. I've been working with Joey, and he's been great so far. Explained a lot of it to me and took time to meet me on a Saturday to drop off the plane.

Quote: Shadrach Tony, I think you've gotten ahead of yourself here. Your plane should have at least 8" of clearence. I did not see any mention of a ground scar. Pull the plane back to the hole and put the front tire in the hole and check for clearance. I find it hard to beleive that the tie-down holes are more than a few inches deep. So... 1) Either the hole is way deeper than it looks. 2) Your nose gear shock discs are shot and or the engine is drooping signicantly. 3) You did not really strike the ground, but rather picked up a stone at that or some other time during the operation. It is concievable that when you droped into the hole the reduced clearance caused you to pick up some FOD which blemished the prop. Verify that you had a strike before letting a shop tear into what might be a perfectly good engine and needlessly submitting the aviation economy to more liability related "make work"...

Quote: Piloto If you are trying to make the FBO responsible make sure you can prove that there was an actual prop strike at the location in question. In general taxiway maintenance is a responsibility of the city or county. FBOs are only responsible for their ramp space. The prop picture you posted does not show enough damage for a prop strike on concete or even on gravel surface. They may question your claim for an engine teardown when the prop does not show enough damage. José

Any suggestions on who to send the engine out to for teardown and inspection?

Quote: N601RX A teardown inspection runs around $7000 plus the prop assuming nothing else is wrong. Since the engine is only 50 SMOH most of the parts are going to be reused except the mandatory replacement items If you do it now the insurance company picks up the tab. If you fly it for a couple of years and something happens its on your checkbook. Remember the Lancair that lost the prop in flight around Hilton Head SC about a year ago and killed the jogger on the beach. The NTSB determined that the engine had been involved in a prop strike several years earlier and was returned to service without any log entry or teardown inspection. The prop strike started the crack and it spead around the crank until the end of the crank seperated at a later time.

With 50 hours SMOH I guess I dont have much prorating to worry about.

Quote: fantom

At some point you have to decide if a complete teardown is required. I mean the SB mentioned tall grass. Really? Maybe a really strong gust. (I know silly right) So if you land on turf at all and a patch of tall grass is in the way, a teardown?? Anyway we all have our comfort level with risk and budget and common sense (not common I know) has to be used. In the case of props, the FAA, engine mfg and licensed mechanics from my limited experience, say anything hits the prop running or not - teardown the engine. As for insurance from what I have read, yes, prop strikes are covered and in many cases the insurance companies require the teardown, in others it is the decision of the owner with the licensed mechanic. This is just what I have read. Tomorrow I will know what my insurance covers if the FBO isnt helping. Quote: GeorgePerry An earlier post mentioned insurance. My question to the group is: With full flight coverage, are prop strikes covered? Anyway you look at it, the best way to handle a prop strike (even a minor one) is a complete teardown and overhaul by a reputable shop, which is $20-35K, so it's not cheap. I find it hard to believe insurance companies are going to pay the bill. Someone please enlighten me on what "full flight coverage" actually covers.

I like your question but mechanics I talk to and there are not that many in this case, two, both say and believe the same thing. Prop hits something, prop strike, means tear down to avoid risk for the pilot...and as business men I am sure risk avoided for them too if they were to dress and sign it back to service. The FAA in the AD and the engine maker in the SB have both chose to avoid risk and be conservative on the issue in my opinion and the industry seems to follow suit. At least that is my experience. As a newbie owner without the legal staffers and financial backing that Lycoming has or the FAA for that matter I have to make decisions based on finite cost versus risk and try to make reasonable decisions. Since I have two mechanics now saying teardown and inspect if I move forward (knowing lycoming is going to say the same as the mechanics) and do not do it I am in essence setting myself up for additional legal and financial risks I don't want to take. But let me be clear I do not believe this is a mechanical risk. Quote: jetdriven I actually think I fall into the category of just needs dressing but my independent and the FAA Repair Station both are calling for teardown.

Quote: jetdriven Lycoming SB 533C deals with propeller strikes. This is different than "sudden stoppage" which is one revolution or less. Take a look. http://www.lycoming.textron.com/support/publications/service-bulletins/pdfs/SB533A.pdf

Quote: jetdriven I would take detailed photos and send them to Lycoming and ask them.

Quote: N4352H Boy...that just stinks.....you should discuss the matter with your airport manager or municipality. I was recently sent off a runway and my prop ran through weeds. If your require significant prop dressing (other than minor filing), it might end up being a T-D. Hang in there with it.

Quote: Piloto I don't think you need to tear down the engine since it was not stopped by the incident. As far for the prop I have seen worst scratches from taxing on gravel or high grass. Just sanding off the edge with fine sand paper will make it look like new. José