Sort of begs the question as to what kind of annual was done during the seven years of grunge accumulation.
Wow.. bet the "repair" isn't in the logbookSorta makes me wonder whether the IA who did the annual was the moron who did the “repair”....
Doing it right means taking the engine off the mount, then removing the mount from the airplane, and getting it welded up by a trained and competent welder.That's not even a reasonable attempt at a proper repair. And it probably took longer than it would to do it right.
Based on the pictures, probably the exact type of annual the owner wanted and paid for.Sort of begs the question as to what kind of annual was done during the seven years of grunge accumulation.
Engine parting the fuselage results in total loss of controlDoing it right means taking the engine off the mount, then removing the mount from the airplane, and getting it welded up by a trained and competent welder.
Engine mounts are not something to take lightly. What would happen to your CG if that mount failed and the engine fell off the front of the airplane? Would the airplane be able to glide?
Every time!Engine parting the fuselage results in total loss of control
Fuel hoses and oil hoses could hold it on if not for the tornado of **** that would happen with the prop still spinning. Honestly I’d expect you have a good chance of not living long enough to worry about w&b.Doing it right means taking the engine off the mount, then removing the mount from the airplane, and getting it welded up by a trained and competent welder.
Engine mounts are not something to take lightly. What would happen to your CG if that mount failed and the engine fell off the front of the airplane? Would the airplane be able to glide?
In that regard, you should also be thankful they allow any owner to overrule the "true" certified mechanics as well.Thank goodness we mandate certified mechanics to work on these planes.
That’s terrifying. Any idea how long it had been that way?
Sort of begs the question as to what kind of annual was done during the seven years of grunge accumulation.
The pilot would have to instantly stuff the nose down steeply and keep it there with near full-down elevator. The firewall would cause lots of drag.My bud has a L-3 with documented history of having LOST its engine on its acceptance flight. Like fell right off, gone, very tail heavy. Engine recovered from a field some time later.
Pilot landed safely. There is no reason you can’t fly a plane that’s AFT cg. It’s just not stable and it’s prolly VERY difficult with ZERO margin for error. But it can be done, providing it does its disappearing act relatively benignly.
That’s terrifying.
if not for the tornado of **** that would happen with the prop still spinning.
The really bizarre thing is that it is not that hard to do this. I had to do a similar repair on my Lyc O-235. Four hours start to finish and the engine and motor mount are off. Then its just a matter of finding a competent welder and an hour of his time.Doing it right means taking the engine off the mount, then removing the mount from the airplane, and getting it welded up by a trained and competent welder.
JB Weld and wrapped in duct tape = better than new!!And no duct tape! Where's the duct tape? How can you call it a shade-tree repair without the freakin' duct tape?!
I believe so. I recall a Biplane, sport, or F1 (can’t recall which) landing at Reno with the engine hanging from cables.I believe some of the small racers that turn high rpm mandate chaining
the engine to the wing spar . W n B purposes if you lose a blade.
At this point I think the entire aircraft should be considered suspect not just the firewall forward. (There isn’t a 2x4 shoved into the wing to support a cracked spar? Type stuff).For bonus points, check out this safety wiring.
View attachment 134032
I'd wipe my fingerprints off of it too, for good measure.I think he should roll that plane onto a tie down and walk away. Nothing good will come from his signature in that logbook.
Well, at least he didn't use PVC pipe....
Aerobatic planes often have a safety cable between the engine and the airframe in case the engine mount failsI believe so. I recall a Biplane, sport, or F1 (can’t recall which) landing at Reno with the engine hanging from cables.
My Decathlon did when I got it. My A&P removed on the first annual.Aerobatic planes often have a safety cable between the engine and the airframe in case the engine mount fails
Why?My Decathlon did when I got it. My A&P removed on the first annual.
Dunno. He just said it was bogus. He had a lot of experience with D's, used to maintain Greg Koontz's airshow plane, so I didn't argue.Why?
Quoted for gratuitous effect so the chuckleheads in the back can hear ya.Thank goodness we mandate certified mechanics to work on these planes.
I believe that's exactly what Piper is gonna have to submit to the FAA as AMOC for their latest spar hole final AD revision.At this point I think the entire aircraft should be considered suspect not just the firewall forward. (There isn’t a 2x4 shoved into the wing to support a cracked spar? Type stuff).