Surviving Ike

“The FlightBlog” has been quiet for a while not only because of the Cheetah’s continuing mechanical problems but because of damage suffered from Hurricane Ike. The airplane rode out the storm using two sets of tie downs, one rope and one strap type, under a tin-roofed area we call “the Carports”. Upon first blush, the airplane seemed to have weathered the storm rather well, much better than airplanes and hangars adjacent to and behind it that laid in metal strips strewn across the ground. A green Citabria was on its back amidst the debris; a Cessna 172 I had flown for many years in a local flying club laid with twisted wings and a broken nose gear, totally destroyed when its hangar disintegrated around it and exposing it to the ravages of the hurricane. In fact, one of the lessons I learned from Hurricane Ike is that the standard belief that an airplane is always better off in a hangar just ain’t true. The condition of the hangar MUST be considered. If the hangar is strong enough to withstand the rigors of the storm with little or no damage, then storing an airplane there is a good idea. Even so, a better idea still, is to store the airplane in a hangar with the control lock in place and with strong tie-downs holding it to the earth. Without those additional safeguards, once the hangar begins disintegrating, the airplane will try to fly while the remaining parts of the hangar provide material for the airplane to collide with.

In our case, I had secured the airplane with the ropes provided by the airport as well as with a set of high-strength tie-down straps with large metal hooks bought from Sporty’s Pilot Shop. When I returned after the storm, the airplane did not appear to have been moved though the small rope holding wheel chocks together had somehow lodged itself under the left wheel and one chock was slightly out of place. The only damage I initially spotted was to the passenger side of the windscreen. The canopy cover had rubbed scratches into the plexiglass, making for what looked like a spilled milk streak about eight inches long.

Luckily (I guess), the airplane went down for an annual a few weeks later. My mechanic spotted damage to the elevator trim tabs. They were slightly krinkled from ground impact and some paint also was missing, suggesting that the winds had wrestled the airplane back onto its tail despite the tie-downs. He also found five of the six wheel bearings were full of water, suggesting that the area had flooded to a water level about six inches deep. I have filed a claim with my insurance company and the adjuster has been here. I’m still waiting to see what they’re going to pay for.
My mechanic also discovered that the new magnetos we have on here (bought from Aircraft Spruce) are affected by Unison Service Bulletins 02-08A and 03-08A issued this year demanding inspection for advanced wear, which we have. There are supposed to be overhaul kits available to deal with this problem, but where they all are, nobody seems to know. So, here I am, having spent $1500 with both Aircraft Spruce and Unison for new mags that have put me on the ground and given me more problems than the old mags I replaced.

The long and short of it is I have no idea when my airplane will be airworthy again.