Aircraft Engine Overhaul and Aircraft maintenance 

Call any time for free troubleshooting assistance 512-308-7057 or E mail


                                        "To be a good mechanic you have to keep your hands moving and your lips still"       Bob Vondersaar


 I prefer to remove and reinstall the engines ourselves as many problems can be detected during removal and thus be prevented during installation.  A good installation is just as important as a good overhaul. Many people will ship me their engine to be worked on.   If this is what you choose, please include the baffles and seals for replacement, we will then run your motor on our test stand after the overhaul and ship it back to you for installation. To get an engine to run smoothly all the cylinders need to be the same compression and the Engine / Propeller combination balanced together at cruse RPM. This is Dynamic balance using a balancing computer. We do this after overhaul and we will also need your propeller to run it.

   The best value for your aircraft engine overhaul can be found in a small experienced shop.  Our overhauls put more money in your engine and support your purchase with a quality product. You wont find a better running rebuilt aircraft engine than ours.  If you would like to learn more about what we do please continue reading this page!  Give us a call so we can get started on your engine today.

Call Bob Vondersaar

 Tel 512-308-7057 

image of aircraft engine overhaul services

nose art

Continental & Lycoming


This new limit or serviceable limit overhaul, includes mandatory replacement parts listed in the Manufactures Service Bulletin, also the removal and installation is included and or a test stand run.  A&E also includes the following

    • New exhaust valves, caps

    • Keepers, overhauled fuel system

    • Oil cooler cleaning

    • overhauled magnetos

    • New spark plugs


    • New silicone baffle seals

    • New alternator belt

    • Diaphragm fuel pump

    • All rubber hoses, split bearings, clips, locks, seals, rod bolts and nuts, magnaflux all steel components

    • NDT inspect engine case then alodyne prime and paint, polish crank shaft journals.

    • We inspect all the components for wear damage and corrosion then determine if they are within new or serviceable limits. If parts are worn to serviceable limit we will contact you before replacing them for your approval. 
    • Engine monitoring installation is free with an overhaul and with the purchasing of a new monitoring  unit.


The following accessory items are not included in our standard or economy overhaulThese prices are the approximate additional costs to have the accessory replaced or overhauled depending on the model and the vendor used.  If you require an accessory to be overhauled the price is in addition to the engine overhaul, we will remove and re-install the component and send it to your choice of over hauler, you might have to pay them directly and we will re install it at no charge.



Alternator $500.00
Starter $500.00
Teflon Hoses $700.00
Muffler $300.00
Baffle sheet metal repairs $300.00
Electroair/ electronic ignition $3,700.00
Roller lifter overhaul add $2,00.00
Chuck Ney camshaft oil spray nozzels $1,000.00
Engine case or other machine work $1,500.00



Consistant speed propeller overhaul


Fixed pitch propeller overhal $800.00
Vacuum Pump $500.00
Prop Governor $600.00
GAMI fuel inspectors $600.00
Nickle coating cylinders $750.00
D Shannon baffle kit $900.00







We are a small shop, we do not overhaul 40 engines per month like some large repair stations do.  We also do not have millions of dollars of liability insurance.  On the other hand if you are looking for someone who is personally responsible for how your engine is put together you have come to the right place.

Repair stations are not required to hire licensed A&P mechanics and some repair stations hire ASE certified mechanics and try to pass them off as Aircraft A&P.

ASE is an automotive certification, and is a good one for the automotive industry.  Repair Stations have FAA approved  procedures written in their repair station manual and cannot deviate from those guidelines.  Anyone off the street can be hired to follow their manual, but if you require repairs not listed in the manual they will not be able to do those types of repairs.                 Once a customer of A&E used a large repair station for an exchange engine and the crankshaft had a service bulletin against it.  SB are not mandatory, but the repair station manager told him it is their policy to require the SB compliance so they ended up charging him $5,000 for a new crankshaft and destroyed his old one before he got it back.  Repair stations are doing a field overhaul same as we do.  All engine overhauls that are not completed in the factory are called field overhauls. The factory is the only one who can rebuild an engine making it zero time. Our field overhaul requires the same parts and procedures as any one else.

Many repair stations do not take the time required to custom fit parts or perform extra services to make the engines  perform at their best.  It is because they are not allowed to by the repair station manual.  When new piston rings come out of the box many fast build shops do not check the end gap or try to adjust it.  Our rings are adjusted to the minimum gap allowed by the overhaul manual  this gives better compression, more power and longer life.                                                                                                                         

Overhauling your engine is not an FAA requirement unless you are using it to transport passengers or freight for hire.  The manufactures recommendations are not mandatory, although they are good guidelines  to follow.  Here at A&E we suggest an overhaul when the oil sample shows excessive metal, if the oil pressure drops and or it is making noise.  It may be time for overhaul if you are just not confident in its reliability / or If metal is found in the filter at an oil change (cutting open your filter after an oil change is your best defense against premature failure).  Doing an oil analysis at least once a year will allow you to track the rate that the engine is wearing by detecting microscopic metal particles that pass right through the filter. But it is best to do an analysis every oil change to establish a trend for better evaluation.

cessna 421

aircraft engine camshaft

Engine overhauls can be completed to new limits or service limits. The manufacturer has established serviceable limits for parts that are worn but do not require replacement, the manufacturer offers a service limit overhaul themselves. The Manufacturer is the  only entity who can offer a (zero time)  overhaul, this is referred to as a Rebuilt engine. Every one else can  be a 0 SMOH (since major overhaul) but total time on that engine will continue. Service limits usually allow 1 to 3 thousandth of an inch wear beyond new limits. An $1,800 shaft may be worn .001 over new limit but it is still a perfectly good part.  For engines that meet new limits, we will sign off the engine as "overhauled engine to factory new limits" otherwise it is "overhauled IAW manufactures overhaul manual". Both are 0 SMOH, Both Continental and Lycoming now have a long list of mandatory replacement Items. The only way you can not meet the new limits requirement is if the cylinders are worn and you do not want to replace them with new.

 There is only one more option, IRAN and that is Inspect And Repair As Necessary, This engine is not able to be logged as an Overhaul . We call it refurbished .  TSMOH continues. It is better to have a good strong running  engine than a weak leaky power plant.

Aircraft engines where originally designed for frequent disassemble and inspection not a complete renewing of  all components to new limits.  If the engine is not overheated and   the oil is changed regularly it will make it to TBO still looking brand new inside, as far as the lower end is concerned.  Cylinders     have a hard life but should still reach TBO in operational   condition if not overheated. Occasionally they need removal for repairs, many times we can clean up a leaky valve while it is still on the aircraft. We consult with you the owner first before replacing any parts other than normal bearings and gaskets. The manufacturer has minimum requirements that     must be met in order for   Lycoming, Continental,  Pratt &     Whitney and other aviation engines repairs to be considered an overhaul.

The engine manufacturer is the only entity  who can rebuild your engine to zero time.  If I personally were the one paying a large amount of money for an engine overhaul, 75% of the cost of a new engine.  I  would recommend a new or rebuilt zero time engine because it will give you paperwork that no one else can, including a brand new log book with no time in it. The cost of our engine overhauls are  half the price of a rebuilt engine.  Metal fatigue is a real factor and a new engine is the only alternative to alleviate it.  You simply cannot make a new engine out of an old one, you can spend a lot of money trying to get it to meet the new limit clearances, but it will still have corrosion pits, fretting, heat damage, metal fatigue, and wear.  A&E can order you a new or zero time factory rebuilt engine and install it at a great price. 

Lycoming engine camshafts are located at the top of the engine, they do not have any provision for providing oil to the cam or the lifters until the crankshaft throws some oil up to it. So if you start your engine after sitting a long time the oil will have all ran off. Especially if you use thin multigrade oil. Multigrade oil starts out as 20 Weight oil and they use additives to make it thicken up as it warms , theise additives break down as you use it. If you put a drop of Aeroshell 100W on the wall and a drop of 20W50 next to it, you will find the !00W remains in place much longer. I have found a high icidence of wear when using the multigrades, i do not know if it is because the additive broke down or because of lack of protection at start up. I have also found oil additives provide no additional protection against wear, I have seen new cams destroyd at 700 hours using additives as well as ones that do not, But definatley more using multigrades. One large flight school i serviced switched to multigrade to save some money and lost 7 camshafts that winter. I have had problems getting Superior rings to seat, Lycoming stopped selling the oversize  rings i need to tighten up the ring gaps. I use 100 mineroil for breakin and i think it provides too much lubrication for the rings to wear in. I have switched to multigrade for breakin and it seems to me working better.

lycoming camshaft

lycoming cam shaft


Lycoming camshafts need additional lubrication to prevent premature wear. The Lycoming regional Tech rep came to visit once and i asked, what can i do about the cam wear problem? He said they do not have a problem. So i asked, why did they come out with roller lifters then? Roller cam is the ultimate fix but they add $500. per cylinder to the overhaul cost. Chuck Ney had a great fix for the cam wear problem. He installs a spray nozzle to spray oil on the camshaft as soon as the engine starts up, they are called Ney nozzles, Chuck has passed now, rest in peace. ECI had a similar nozzle that uses pressure regulated nozzle , They are gone also. Lycoming came out with Hyperbolic Lifters as standard replacement. they are pear shape and allow the lifter body to ossilate in the bore. This Reduces the load on the cam shaft by 40% they say. (The tip of the camshaft has the highest load in the entire engine) Also i beleive the increased oil coming off this lifter body gets on the camshaft and provides better lubrication. I have been using theise in all my engines and have not had any wear problem. Although many customers complain about low oil pressure at Idle, Lycoming says this is normal at Idle and it is ok to drop to 10 PSI. I once installed Ney nozzles and Hyperbolics in the same engine but the Oil pressure was so low I had to remove the Ney nozzle. Click here HYPERBOLICS for a link to hyperbolics. The latest fix is a Centri-Lube cam shaft with holes drilled in the cam to provide direct lubrication, as pictured here to the left. i do not know how it will affect oil pressure yet, but i am sure it will provide good lubrication at startup. see the link Below. Every Lycoming engine I do has a new Camshaft (not resurfaced) drilled with theise Lubrication holes, CENTRI-LUBE I do not warranty engines without suplimental camshaft lubrication. One great thing about this type of lube is you do not have to fly it as often because it provides good lubrication by cranking the starter or even hand turning it, Just keep the oil clean.

No engine can exceed TBO if it is overheated.  Oil will start to oxidize and coke up at 315 degrees F.  If CHT's exceeds 400F, oil dripping on the hot exhaust valve stem will burn, causing valve guide wear, sticking, as well as glaze the cylinder walls causing piston ring wear.  The way that a piston cools is by transmitting its heat through the rings to the cylinder wall.  When the piston overheats the rings stick in the piston ring groove then can no longer transfer heat to the cylinder.  The burnt oil starts to form an insulating layer on top of the ring that look like burnt oil on a frying pan. The rings then stick in the groove and will break.  Hot gasses  then blow by the piston and cylinder wall contaminating the oil with black residue.  This hot gas will melt the side of the piston causing it to seize up. 

Corrosive Acids form in the oil from combustion:

Have you ever noticed water dripping from the tailpipe of a car?  Water is one   of the byproducts of combustion and it is leaked into the engine case during "blow by" contaminating the oil.  Often when the engine has a bad oil leak the belly of the aircraft will be corroded from the acidic oil contacting it.  The best way to prevent this is to keep the oil from turning black and maintaining good ring seal (compression) and keep the oil changed.  Oil has to be warmed up to 215 degrees for a reasonable time to eliminate moisture from forming.                           

Valve springs are uniquely manufactured and hardened, stresses occur during the coiling process that make them the most likely item in the engine to rust, a small pit from rust can cause them to break from flexing  in as little as ten hours.

continental engine overhaul

lycoming engine

There are approved processes that can be added to improve your engine's longevity, reliability and to help control your costs. Although some other repair shop procedures are created just to promote a product or service, there are many that have value. We have several of our own that mainly deal with high temperatures such as removing flashing or mold marks as seen to the left allowing the cyinder cooling fins to have  better airflow through the cylinder. Camshaft oil spray nozzles to keep it lubricated, ceramic coatings help or prevent heat transfer, good tight baffle seals and engine monitors to watch temperatures. Also balancing the propeller   and crankshaft together with a dynamic balancer at rated RPM This can help reduce vibration on avionics, air frames and passengers. Port and polish intake ports to help engine breathe better. Power flow headers are bolt on power.

We coat the Overhauled cylinders, the oil pan and the oil cooler  with ceracoat' A ceramic coating to help transfer heat  from the engine. CERAKOTE  

Exhaust systems can be coated with Artic black to help prolong life and reduce heat transfer into the cowling area, by preventing heat from escaping through the header insulating it from the rest of the engine.

Coating your exhaust with ceramic can reduce the cowling heat dramatically. click on the blue links in this Paragraph to see how a header works to help scavenge exhaust from your cylinders and free up more horsepower.

Headers On your engine are one of the best performance enhancements you can do to your aircraft.Also the Collector is Important to assist scavenging. see this link POWERFLOW EXHAUST

aircraft engine paint

We can paint your engine any color you like. cylinders are usually black if we overhaul them because we use a black high temp heat transfer coating. New cylinders come Lycoming Grey from the factory, we would void the warranty to change that. But ours cool better! We can have valve covers powder coated, also available in metal flake to match your plane or your preference.

To Chrome or not to Chrome

Steel Nitrided cylinders, and chrome rings wear the best.  Piston rings have a small surface area and the most movement, thus the piston rings need the hard chrome coating for wear.  Combining the corrosion resistant surface of a wear resistant nitrided steel cylinders and chrome rings will consistently give good compression all the way past TBO. I have had flight schools run them to 4000 hours and still have high compressions. Although they tend to rust if not used very often.

The other option is to chrome the cylinder wall making the cylinder wall the hard surface and then the rings  must be softer  cast material. Chrome comes in 2 flavors one is channel chrome, it forms small channels in the surface to hold oil, and takes about 6 weeks to complete this process has been around for a long time and is well proven. Next is new chrome it takes 4 weeks and is supposed to allow the rings to seat better. If the cylinder wall is damaged both can be be rechromed to new wear limits. Chrome cylinders do not rust.

Nickel  Silicon Carbide (NiC3) coating is now also availiable it is even harder than chrome. It too does not rust, but if damaged it cannot be repaired and the cylinder is trash. click here for RAM info. Also they scratch easily from dirt or if they are overheated around 400 degrees. Personally I do not choose to use them, I have destroyed new chrome style of cylinders overheating them on my test stand around 400 degrees. They cost me $250.00 each to repair. Had they been Nickel $2400.00 each. I do not use New Chrome either it is just too soft.

types of oil to use

I like mineral oil. If you feel it between your fingers it is the best for lubrication. Alas it is not ashless and leaves some black deposits when overheated, and it does not have dispersants so any metal particles in the oil collect in the bottom of the pan and not in the filter. That is why it is used as break in oil.   to make it better they have additives that make it ash less dispersant and then put a W in front of the viscosity rating that stands for winter, making it, W100 Aeroshell ads more additives for anti wear and is W100+ and i belive it is the best aircraft engine oil available. Several additive manufactures produce products to do this also. I overhauled all the engines for American Flyers for 5 years and they used 1 pint of additive every oil change, we never had a engine failure but I also did not notice any difference in cam wear although the engines where spotless inside at overhaul time so that product must be an excellent dispersant. One winter they switched to multigrade oil, (against my recommendation!) and we had seven cams wear out prematurely that year, they decided to switch back. Multi grade oils are made of synthetic, it starts out as thin oil and has additives to make it thick when it gets hot. Additives break down as it operates and the oil soon  becomes thin again. Mineral oils never breaks down they only become dirty. After you shut down the engine the thin oil drips off the camshaft and when it starts next time there is no lubrication until the engine has ran for a while and it spashes up that high. Thick 100 weight mineral oil sticks to the cam much longer and provides corrosion and wear protection a lot longer. We resolved the cam wear issue finally, by installing cam spray nozzles and never had another premature cam failure after that.

Oil Analysis

Cutting open your Oil filter at every oil change is your first line of defence against inflight engine failure, image you make a forced landing in a field and crash your plane, while you  have several unopened oil filters back at the hangar full of metal. Your second chance is Oil analysis , it can tell who when it is time to overhaul the engine as well as warn you of an inpending failure. If you show high lead it can mean your bearings are starting to wear and it is time for an overhaul. If then the high  lead stabilizes and you have high steel now it will be time for a new crankshaft. I have seen high silicone and the intake tube was torn pulling in sand and dust. Oil analysis is micromic all the materials they are looking at pass right through the filter, i have seen engines that do not show any problem on oil analysis and the filter is full of metal chips. I have seen camshafts go bad worn to a nub and they show high iorn on analysis but find nothing in the filter, Oil analysis looks at the rate of increase of many particular metals, so the more times you take a samle, the better picture you have of what is going on. It is not a perfect system but it is the only one we have. Ther is a remote filter STC (mod) that uses a 10 micron filter screen and when the filter is restricted gives you a light on the panel indicating a problem, this gives you excellent filtration pus indication, Also we can install a magnetic chip detector that gives you a warning light if magnetic steel particles are detected in the oil. 


OEM parts wear the best

 We prefer to replace all cylinders with new ones using OEM (Original Equipment Manufactured) parts.  New cylinders do not cost much more than many of the overhauled ones.  Manufacturers do not support or recognize engines that use after market parts.  Warranty and insurance claims could be ignored when after market parts are used. Lycoming representatives have told us that engines with other than Lycoming pistons are no longer a Lycoming engine. 

Steel Nitrite, hardened cylinders, and chrome rings wear the best.  Piston rings have a small surface area and the most movement, thus the piston rings need the hard chrome coating for wear.  Combining the hardened surface of a wear resistant nitrite cylinders and chrome rings will consistently give good compression all the way past TBO. Unfortunately if you do not run the engine Once a week the steel cylinders will  rust and cause you problems, the best solution is to Channel chrome the cylinder so it will not rust, Other methods such as New Chrome and Nickel carbide are damaged easily by Dirt and Heat.


This piston is showing abnormal wear on the skirt.  Lycoming pistons do not wear like this in this area that is shown.

Advantages for using new cylinders:

Good warranty, no metal fatigue and less down time during overhaul.

Advantages for us to overhaul your cylinders are as follows:

No new cylinder purchase required, proven reliability, fins can be blended for better cooling, rings can be gapped   tighter for better compression, the head can be stripped bare and painted with heat transfer ceramics, barrel exterior  can be coated for better corrosion resistance, cylinder wall depressions can be honed out for better ring sealing,    valves can be lapped for tighter fit,  and mold marks/ flashing can be blended for better cooling.

To prevent rust buildup, you should run the engine every week and heat the oil to 210F to burn off any condensation      in the oil and re-coat the parts with a thin film of oil.  Heating the oil only to 150 degrees will not remove the moisture, but will cause it to worsen by creating humidity, we can build you an easily installed desiccant water removal system    to remove moisture that has formed from condensation during periods of extended storage or you can find them at Aircraft Spruce.  Condensation on the inside of the engine acts the same as it does on the surface of a cold glass of    ice tea, condensation forms on the colder surface of the iced tea, compared to hot cup of coffee which never forms condensation.  When the engine sits overnight and cools then the next day the air warms up, water forms on the cool inside surfaces of the engine and is trapped in its interior.  If you use an engine heater to maintain the temperature a   few degrees above ambient temperature condensation will not form in the first place.  Unfortunately corrosion is      worse in warm and humid areas so a heater thermostat will be needed.



If you feel the need to coat your cylinders in chrome, cermanill or nickel in order to keep them from rusting, you should also be aware that there are many other parts that can rust as well, like in the camshaft, lifters, gears, and springs.


During an engine overhaul we  NDT the case to detect any cracks, we alodine and prime it with corrosion resistant primer before reassembly, then again after assembly, & repaint the entire engine sealing out moisture with a ceramic heat transfer coating or heat resistant enamel.  All hardware is thoroughly cleaned and inspected, all  plated steel washers that contact aluminum are replaced with new to prevent dissimilar metal corrosion.  We magnaflux all steel parts,     assemble the main bearings and double check clearances by using plastigage. We replace the camshaft with new, regrinding the camshaft is approved but the thin hardened layer is reduced so I prefer new. The propeller is dynamically balanced to  the engine using  a Chadwick Helmuth balancer.  We run the engine on the ground for at least two hours with EGT and CHT monitoring, then drain the oil, check the oil screen & cut open the filter. Rubber hoses are fabricated with new or replaced with Teflon Hoses, accessories can all be  overhauled if desired. We use sealant on all gaskets, clean the oil cooler,  replace all baffle seals to provide optimum cooling, tie up all wiring to prevent chaffing and breakage, change magneto points and inspect Magneto, this should be done every 500 hours new mags or not. And if you really want to do it up right, install a complete engine EGT and CHT monitoring system. You get 25% off retail    listed prices on new engine monitor when purchased through us.

You must maintain positive deck pressure (ram air pressure on top of the engine) to force air through the cooling   vanes. This is done with good tight baffle seals. Baffle seals do not just deflect air through the engine, they have to    seal in ram air pressure and force it to go inbetween the thin cooling vanes, this is done by sealing any leaks larger  than a pencil. Your engine cowling air inlet has a limited size opening to decrease drag, this limited air supply has to sufficiently pressurize the top of the entire engine in order to keep CHT's low, leaks in the baffle seals deplete this pressure.  Additional cooling can also be provided by using a rich fuel mixture, thus running at 100F richer  than peak Exhaust Gas Temperature. This brings up the question: do you want to cool your cylinders with good tight baffle seals or extra fuel? Also see this Link about Cowlsaver Baffle seals.

LOP or lean of peak. Is when you keep leaning the fuel mixture after reaching peak EGT, you  lose a little power due to the leaner fuel mixture (approximately 300 rpm), you also loose the added cooling effect that the extra fuel provides. Monitoring all the cylinder temperatures closely is important because they have to be  closer together than when on    the rich side of Peak. All cylinders need to peak at the same time to realize much benefit from LOP, if one cylinder    starts to peak 50 degrees before the others you will have to stop leaning early. For an engine that uses a carburetor it    is harder provide this balance, although with injected engines we can adjust peak EGT to be within 30 degrees of      each other by using Gami injectors or sometimes re positioning your current injectors to raise the temperature on a richer cylinder and lower it on a leaner one. When operating LOP you are only using air to cool the cylinders not fuel, requiring constant CHT monitoring. You should not operate most engines over 85% power  lean of peak, but you can save 30% on fuel using this procedure. This engine operating guide is excellent From Electronics international click here LEANING GUIDE

The FAA mandates the manufactures to keep engines from operating near the detonation range. The most dangerous area for detonation is peak EGT. Detonation is the auto ignition of fuel due to high heat or pressure, it can slam 4 or 5 tons of additional force on top of the piston and blow holes in it. The pinging sound you hear in a car when using low octane gas is detonation, you cannot hear it in your aircraft due to the propeller noise. An indication of aircraft detonation is a reduction in EGT and power with an increase in CHT. The highest risk of detonation is at peak EGT,      you do not want to operate closer than  50 degrees of peak EGT without an engine monitor, individual cylinders can   drift into this danger zone if they are not all monitored. That is why the FAA designates 100 degrees ROP as a      standard leaning point on most unmonitored engines. Operating 100 degrees ROP provides this margin and best  power. With a good engine monitor you can operate closer to peak EGT without an unmonitored cylinder drifting into the dangerous detonation zone. Additionally if you have fuel injectors they can become restricted from a small piece     of rubber or dirt and create a leaner mixture in that one cylinder, this can burn up your piston in a matter of minutes,  you can    spot this early by the peaked bar graph, and preset alarm provided on your sophisticated engine monitoring    equipment such as the UBG 16.





PMA certified solid-state Voltage Regulators with  protection, field short (over current) protection, reverse battery protection, precision load sharing and support either 14 or 28 volt applications with the simple change of two jumpers.


PMA certified  Voltage Regulator, Replaces many (Ford), Electrodelta, Prestolite, Interav, Wico, and FVR voltage regulators.

PMA certified solid-state Voltage Regulator,  Replaces voltage regulators on twin Cessnas, Beechcraft, and Vulcanair .


Voltage on a twin engine aircraft is hard to control. There is always an in-balance between the two alternators: if voltage on one is slightly higher it can dominate and  cause the other  to drop off line. This can cause a field short and burn up the regulator. Installing engine monitors like the MVP 50 allows you to  monitor amperage of both engines and the battery, many times you do not know the outputs of either. All you have are the two fail lights, one Alternator may be putting out 35 amps and the other only 2 while the fail light remains out or intermittently flickers. Installing the Plane Power voltage regulators with load sharing ties the two voltage regulators together extending the life of the regulator and the alternator, and costs under $500. for both. We can Install them free with your next twin engine overhaul. Or for a minimal charge at Annual .

FYI   Do not run up your engine on the grass, there are rocks hiding in there and may not be a problem at idle, But if you power up it is going to eat one, This one cost me 10K and only took 5 seconds. Have your plane towed to the clear taxi way.

prop strike inspection