I learned this the hard way but was told and shown the regulations by the FAA inspector himself that I did not necessarily need to report the gear up landing (however the local city airport manager said he had to if I did not....) but the FAA inspector said I did have to report it to the NTSB...! And the cheap skates who don't do what obviously needs to be done bring regulation down on the rest of us. Or taxi in a 30mph wind that's white-capping the water. What are you guys hearing from the engine shops/mechanics that tear these "prop challenged" engines down? The Blueprint report provided aircraft owners with the proper financial support from their insurance company and a peice of mind in having their engine and aircraft properly inspected before return to service.

Paste as plain text instead, ×

Blueprint prepared a detailed report on internal stresses which can develp from a propstrike incident and submitted this report to the insurance industry. It’s recommend that you thoroughly review and understand Part 830. Complete FAA-Certified Repair Station for Lycoming & Continental Aircraft / Helicopter Engine Overhauls, Dyno facilities, Prop Strikes and Repairs. FAA-CERTIFIED AIRCRAFT & HELICOPTER ENGINE SHOP / REPAIR STATION.   Your link has been automatically embedded.

The straight floats don't seem to do it near as bad. By They also (in my opinion) made the definition of "prop strike" very loose, and to include any loss of rpm caused by grass, water, etc. Gear up landings, especially, do not seem to benefit from additional training. I haven't, but if I was churning enough of either, this AD would be the least of my concerns. applicable “Inspection Checklist After a Propeller Strike” included in this Service Bulletin as the corrective action for a propeller strike. Calling the FAA or even the NTSB unnecessarily, however, will likely expose you to an investigation that can lead to FAA action. Why is this not requisite for PP, but instead, not introduced until commercial? Try a river that's got strong current, standing waves, and sandbars. ×

*Members that donate $10 or more do not see advertisements*, Good to know!! Check Gear!”  The frantic warnings continue until you either drop the gear or increase the speed. A non-event. Ya know, I had nearly precisely the same experience some years ago. If you can get it off the runway quick don't close it. Many were idling and the prop was repaired by a prop shop. The Blueprint report LOWERED LIABILITY EXPOSURE for BOTH the aircraft owner and the insurance industry, benifiting both you, the owner, as well as lowered future safety concernce in an unfortunate an forseen event. (ii) Experiences a runway incursion that requires the operator or the crew of another aircraft or vehicle to take immediate corrective action to avoid a collision.

The term “aircraft accident” is specifically defined in this part of the regulations and basically hinges on the existence of death, serious injury, or substantial damage to the aircraft. Those that have and.... Jamie, I do not have a “little radar thingy” either, but I do have a P2 Audio Advisory System. I think the AD is less restrictive than my personal standards. I have torn down several engines that were prop strikes. This practice prohibited possible hidden damage from being discovered, but was only the procedure insurance companies would pay for. Anybody with a Lycoming Engine just received an AD notice from the FAA concering grounding the aircraft until an inspection has been made of the crankshaft bolts and gears on aircraft that have had a prop strike. This is awesome. In any case I told the truth did not elaborate, did not hold anything back just the facts and treated him and his office as I would hope to be treated if I were on his side of the fence. NOT a club you ever want to join. Re-inforced need to continue to touch gear light and grab J-bar on short final...I like the audible alarm as it tells you your landing right with a "STALL-STALL" alert while in the flare. And certainly, not every mishap qualifies for a report. The answers are "no" and "probably not." One checklist applies specifically to Lycoming geared engines (GO-435, GO-480, GSO-480, IGO-480, IGO-540, IGSO-540, and TIGO-541) while the other checklist is for all other Lycoming aircraft engines. The relevant reporting rules are contained in 49 CFR Part 830 and they specify what needs to be reported to the NTSB, not the FAA. Blueprint Aircraft Engines began investigating internal amage created from prop strike stresses, particularly in crankshaft an counterweight locations. Water is pretty hard on the prop. That advice is appropriate if you fly on and off of lakes on calm days. Oh and I was with a CFI training an emergency simulated engine fire decent to land maneuver at the time of the incident!! Part 91—General Operating and Flight Rules . It is lycoming covering their a$$. Insurance companies don't generally sue themselves...I will always keep the "charactor is challenged by events" in my mind as instructor literally RAN from the plane and asked me to say "I was the sole pilot in the aircraft at time of incident". You can adjust your cookie settings, otherwise we'll assume you're okay to continue. Actually, the fed was standing alongside the runway. You mean I have to put the gear down every time?". Let’s say you inadvertently land gear-up at an airport without an operating control tower and the damage is limited to a prop strike and skin damage.

Knock on wood.... My CFI who gave me my BFR early this month just burst out laughing when I did the P2 audio ground test (on my pre-taxi check list). It’s one of the first upgrades I did upon purchasing my J a few years ago. The incident was on June 1 of this year so far I have heard nothing and I am told that there is a limited time they have to reply.