Just to let you know that the certified manufacturers (lycoming and continental) now require a tear down after a prop strike. They no longer discriminate between sudden stoppage and sudden reduction in speed and a simple runout check doesn't suffice. These manufactures no longer publish runout tolerances exactly for this reason even. Now I know that some of this is being fueled by insurance costs but it also is good practice. I'm an A&P and have worked GA "spam cans" for many years as well as the big airline "tin" and I'm aware of the costs involved in a tear down. But when you look at the costs of a lycoming/continental tear down and inspection, even if you're doing it yourself, it surely is a major expense. But anyone flying a vw conversion or corvair ect.. doesn't have a leg to stand on when you are trying to complain about the cost. You could REPLACE your crank for the cost of having a certified crank INSPECTED. There are many ways to save a buck but ignoring a tear down after a prop strike SURE ISN'T ONE OF THEM! Most of us will think nothing of dropping a few hundred bucks (or who knows maybe even a thousand these days) on the latest handheld GPS or headset to make our flight that much easier. But when that crank inspection expense that you traded for your new electronic gizmo comes back to bite you it surely isn't a fair trade. Remember there is no shoulder to pull over into. Flying brings inherent risks and responsibilities. As pilots we all have a responsibility to maintain safe aircraft and safe flying practices. If you can't afford to maintain you aircraft properly THEN YOU SHOULDN'T BE FLYING IT!
>> "Standard procedure in certified engines >> is a complete teardown after ANY prop strike." > > Not true although most certified engine have a AD that must be complied > with > after a prop strike,they do not require a complete tear down.And remember > there is a difference between a prop strike and hitting the prop hard > enough > to completely stop the engine...
