How does a Mooney fly if the prop comes off?

[WardHolbrook]

IF the loading isn't so far aft that the loss of nose weight puts you too tail heavy.

IF there is no significant other damage to the nose.

IF the engine isn't torn loose from vibration.

IF you shut the engine down immediately.

I would say, when the prop comes off in flight, all single-engine aircraft will fly poorly if at all.

If the prop comes off "cleanly" then the airplane would be flyable - as shown by the Malibu incident in Aspen. I've got to wonder what shape the engine would be in if the prop comes off during high-power operations? I've got to believe that the resulting engine overspeed would render the engine trash.

[Smiles201]

Plane would fly poorly, easy to stall, hard to recover. It would be difficult to keep nose down. Check accident reports, some have survived by sliding seats forward and/or having passenger move into footwell !

[kmyfm20s]

How does the prop fly when the Mooney comes off?

[carusoam]

My prop IS off for maintenance. Plane won't seem to budge, never mind fly without it.

As for the old prop flying without the plane...

Best regards,

-a-

[Awful_Charlie]

The centrifugal force from a single prop blade is in the region of 30 tons, hence the reason for those AD's on hubs and so on - the engine mounts don't stand a chance to put up with that sort of abuse

A quick play with Bravo W&B figures show that losing the complete prop and spinner would move the CofG aft by about 3", so should be survivable as long as you weren't at the aft limit already. Losing the engine as well however moves the CofG aft by another 20" or so, and that moves it well aft of even 100% MAC, so you've got no chance

[David Mazer]

And for those who are interested in the specifics of the accident: http://www.ntsb.gov/...C99LA202&akey=1

This doesn't appear to be the correct incident. I believe the incident to which this thread refers happened more recently.

[David Mazer]

This may be a better link:

http://www.wbtv.com/story/15196616/report-propeller-separated-from-plane-in-deadly-crash-killing-doctor

This isn't an NTSB report but it is about the particular incident.

[carusoam]

According to the paper...

Prop separation after take-off on a ferry flight, a month after prop strike/prop replacement.

Ferry flights like this are an increased risk, and require specific thought/training for what to do In the event...

I would be uncomfortable with taking that ferry flight until the engine was demonstrated to be in proper condition. It would be difficult to push the nose down in a timely manner without fully expecting it or preparing for it.

Other people that are better trained, with more recent experience, probably don't have this problem.

I'm not at that level. In the event of a ground strike, the engine gets pulled and sent out. Call that an expensive day. Hope it doesn't happen twice.

Best regards,

-a-

[carusoam]

FAA training I received in the mail today...

FAA Safety Team | Safer Skies Through Education

Maintenance Safety Tip

Notice Number: NOTC4510

Stressed Out Propellers

Are you operating your propeller under stress? Are you damaging your propeller? Will your propeller suddenly fail? You will likely respond with a confident - NO! But wait! How do you know for sure?

If you want to be sure, obtain and read FAA Special Airworthiness Information Bulletin SAIB NE-08-21, dated May 14, 2008. Yikes! 2008! Yes, it is dated, but the information could save your life; because what you don’t know can hurt you! Consider the following.

Does the piston engine aircraft you work on or operate have a range of restricted propeller RPMs? Does it have a maximum propeller RPM indicated on the tachometer? Many aircraft models do. Some aircraft may require a placard or marking that states, for example, “Avoid continuous operation between 2,000 and 2,250 RPM”.

Such limitations typically result from certification testing when increased propeller stresses are observed during certain operating conditions. Operating in these ranges can result in some very significant vibration. Prolonged violation of such restrictions could result in structural damage to a propeller, leading to propeller failure or internal engine component failure, such as the crankshaft.

Ask yourself the following:

When was the last time you had your tachometer accuracy checked? It might be out of calibration resulting in propellers being operated in a restricted RPM operating range or causing propellers to exceed their maximum propeller RPM without your knowledge.

Is it possible the restriction placards in the aircraft are no longer correct? If so, there is an increased risk of exposing the propeller to damaging vibratory stresses.

If a tachometer was replaced or modified, does it have the proper markings, such as redlines, yellow arcs, red arcs, green arcs, or other noted limitations?

Are instrument panel placards for RPM restrictions incorrect, illegible, or missing?

If a propeller and/or an engine was replaced or modified, are the propeller RPM restrictions or placards still providing correct information?

Ponder this: On June 18, 2012, a Piper PA-28-200, lost about 6” of the tip of one propeller blade while still in flight! It can happen - and does happen! (BTW, although the pilot described “a violent vibration,” he made a successful precautionary landing at a nearby airport.)

If you keep the stress off the propeller, you will remove stress from yourself.

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