how much to repair?

[DonMuncy]

1 minute ago, Bob_Belville said:

And Lycoming had an AD issued mandating IRAN on their engines. But in the opinion of some (most?) FSDOs that does not preclude ferrying the plane to a qualified repair facility.

Sent from my XT1254 using Tapatalk
 

And if you have the mechanic's sign off that it is safe for the flight.

[Jerry 5TJ]

1 hour ago, Bob_Belville said:

And Lycoming had an AD issued mandating IRAN on their engines. But in the opinion of some (most?) FSDOs that does not preclude ferrying the plane to a qualified repair facility.
 

Glad to hear it.   In our case, the answer was No Way.   

 

 

[Guest]

Transport Canada says no ferry permit with an outstanding AD.

Clarence

 

[flyntgr1]

There is some mis-information out there on Prop Strikes.  The AD note applies to Lycomings only and it does not mandate an IRAN.  It mandates replacement of the Mag Drive gear and its attach bolt.  The IRAN requirement comes from the Lycoming and Continental Service Bulletin.  Which are not required by the FAA, but the Insurance company will pay for it.

As far as Ferry Permits are concerned it's become increasingly difficult to get one from the FAA.  It costs a little money, but a DAR is your best bet on getting one.  Just keep in mind that it has to be a DAR from the area the aircraft takes off from.  Also, if you are buying an aircraft that needs a Ferry Permit, you can't get the permit until you get the registration changed.  This shouldn't be a problem if you are buying an aircraft out of license from the owner.  Just keep in mind that it may sit a few months until the FAA gets around to sending you the new registration.  Salvage from an insurance company is a whole other ball game.  Some insurance companies are deregistering the aircraft they sell.  Problem is that there is only one box to check on the old registration and that is that the aircraft has been destroyed.  So from the FAA's stand point, the aircraft doesn't exist anymore.  The only way to get it back is to provide many pictures proving that it is an airworthy aircraft.  That has to happen after it is fixed.  So you get stuck in a catch 22.  You can't get the registration and the Ferry Permit until it's fixed, but you can't fix it without getting it to location to fix it.  So you basically have to disassemble them  and truck it now.  If you are looking at buying salvage, verify that the registration hasn't been canceled. 

[Jerry Pressley]

If you will read the Lycoming prop strike AD you will see at the end that Boston has authorized ferry to repair facility without iran   And it is corrct that a full teardown is not needed or required. Only accessory case removal.  And continental doesn't preclude ferry.  Possibly I missed the IRAN AD  remember the number of the AD?

[Jerry Pressley]

sorry flyntgr1   didn't see your post before I answered.  You have it all correct.  Since I do lots of ferrying of that kind of plane this is a sticking point for me as most FSDOs are not familiar with the entire AD.  Takes lots of phone calls to get the permit sometimes.

[Guest]

3 hours ago, flyntgr1 said:

There is some mis-information out there on Prop Strikes.  The AD note applies to Lycomings only and it does not mandate an IRAN.  It mandates replacement of the Mag Drive gear and its attach bolt.  The IRAN requirement comes from the Lycoming and Continental Service Bulletin.  Which are not required by the FAA, but the Insurance company will pay for it.

As far as Ferry Permits are concerned it's become increasingly difficult to get one from the FAA.  It costs a little money, but a DAR is your best bet on getting one.  Just keep in mind that it has to be a DAR from the area the aircraft takes off from.  Also, if you are buying an aircraft that needs a Ferry Permit, you can't get the permit until you get the registration changed.  This shouldn't be a problem if you are buying an aircraft out of license from the owner.  Just keep in mind that it may sit a few months until the FAA gets around to sending you the new registration.  Salvage from an insurance company is a whole other ball game.  Some insurance companies are deregistering the aircraft they sell.  Problem is that there is only one box to check on the old registration and that is that the aircraft has been destroyed.  So from the FAA's stand point, the aircraft doesn't exist anymore.  The only way to get it back is to provide many pictures proving that it is an airworthy aircraft.  That has to happen after it is fixed.  So you get stuck in a catch 22.  You can't get the registration and the Ferry Permit until it's fixed, but you can't fix it without getting it to location to fix it.  So you basically have to disassemble them  and truck it now.  If you are looking at buying salvage, verify that the registration hasn't been canceled. 

To avoid further mis information, the AD affecting Lycoming engines is 2004-10-14, which defines a prop strike and drives compliance with Lycoming S/b 475c.  This requires replacement of the crankshaft gear retaining bolt and lock plate as well as inspection of the gear, crankshaft bore and dowel pin.

http://wwwapps3.tc.gc.ca/Saf-Sec-Sur/2/AWD-CN/documents/US2004-10-14.htm

https://www.lycoming.com/sites/default/files/Crankshaft Gear Modification and Assembly Procedures.pdf

 

Clarence