Damage to your equipment isn't automatically covered by your property insurance policy.

Somebody I know had a prop strike with a nick in the prop (it might have hit a rock in the soft dirt). The control tower told me the current winds were 14 gusting to 20. Life is full of little adventures and lessons learned. We opened the hangar door and did a run-up. Good insurance helps me (and I think other pilots) make good decisions. Be aware that the majority of Continentals these days (even low time late model engines) will have cam problems, or starter adapter problems, that can add $4-5K to the bill, and it will not be covered by insurance. A week later I fixed the tailwheel.The blessing of a VW engine is how easy it is to remove, repair and reinstall, not to mention the low cost of parts and ownership. As we did that I noticed the rudder was very close to the tail wheel. Did you have a gear-up landing or prop strike? We had already planned to spend the night on Nantucket, so this would just mean a late start and working into the evening.We spent the next 3 hours looking for things to do in Hyannis on Cape Cod, including walking the local mall for an early lunch, then going to the Cape Code Potato Chip factory for the self-guided tour of the plant. What are your thoughts? with all my tools and my home-made engine hoist (made of 2x4s and a 2×8 cross member with a light-weight chain hoist from Harbor Freight). A prop strike will require your mechanic to remove and replace the engine and prop on the aircraft and this job can be a lengthy experience. Many A&Ps will not touch a prop, but in many cases they could save their customers a lot of bucks. Only the cowl doors, and prop were damaged, and the engine is being removed and torn down for inspection. As for propeller all an A&P can do is remove small nick and stuff as long as the propeller is still with in the service limits length, cord and damage limits.If you have a constant-speed propeller I would recommend having it removed and inspected by a propeller Repair Station. The insurance agent couldn’t believe it. The 3-bladed hartzel was installed in 2003 and has 250 hours on it. The owner opted to ship it off.That was actually discussed. Share your experience on any aspect of GA transportation flying, whether for business or pleasure. This list of popular articles is a great place to get started.Perfect points, Steve! Continental says split the case halves and perform an inspection.

We cleaned up and left the hangar just after midnight, then headed back to the hotel.In the morning we arrived at the hangar, added oil, did a final gapping of the valve rockers, and gave everything the once over. Either option would require tearing down the engine.With that decision made I finished my meetings and took the ferry to the mainland, which is 2 hours from my home. For Lycoming engines, see Lycoming Service Letter L163C, an unofficial copy of which you can find at.So was it a nick from a rock that was thrown up, or a stone that was in dirt that the prop impacted? Early in 2016 I got another taste of both.I have a homebuilt Sonex with a tailwheel, an AeroVee (WV conversion) engine, and a composite propeller. Tell your friend to be carefull fo what the Mechanic places in their log book. The hub of the prop is seperated from the prop itself by rubber so that when you hit something real hard the rubber gives. But the winds were from 31 and I was landing on 33, so not bad.I made a perfect wheel landing and rolled to the crossing runway 24, where I was told to take a left turn on the crossing runway to taxi to parking. I do not recall if that SB is incorporated in the AD.If it went into the dirt, I'd expect a pretty noticable drop in RPM. using the guidance from AC 43,13.2B.Continental does not Have an AD for prop strike, They leave it to the mechanic in the field. From market changes and M&A activity to new coverages, the insurance industry is ever-evolving. The weather for the next day looked like it was going to be good soon after sunrise, and so I got another room for the night. Good insurance helps me (and I think other pilots) make good decisions. The prop will be sent off.

The other blade was still attached to the hub, but the tip was cracked through.I pulled the airplane to the tie-downs so I could at least get to my morning meeting. I know of of a few engines running past TBO and they run perfectly. The engine started right up and all the numbers looked good.

Since it was operable I decided I’d leave that until a future date.We left the island and took the engine home.

Over time the rubber will harden and it will break loose easier than when new and can even break loose from the torque of the driveshaft on hard acceleration.

Lycoming must take the position that in the case of sudden engine stoppage, propeller strike or loss of a blade tip, the only safe procedure is to remove and disassemble the engine and completely inspect the reciprocating and rotating parts. Whether or not extra work is called up for a shockload inspection on a Bendix magneto over a standard overhaul, I’m not sure.

Are there regs or guidelines about the need to tear the engine down in a case like this?Diana, the FAA issues a revised AD for certain Lycoming engines and prop strikes last year.The engine manufacturers provide guidelines, but there are no FAA regs on the subject, other than those which make the guidelines mandatory for 135 and 121 operators. By the time the weather broke on Nantucket (7 hours after forecast!)