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#1
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Compressions is good all around and so far no signs of debris in the oil. AME concerned due to low recent flight hours. He says as soon as the engines start being used more regularly they could start to eat themselves up quickly...
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#2
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fly it like you own it
with engine time since overhaul is so high (in number of years), negotiate as if they are full overhaul immediately
then once you have them, fly it like you own it...just keep close watch on compressions and oil at each change. |
#3
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Quote:
If you do end up owning it, fly it hard and fast for 10 hours then dump the oil and do another borescope.
__________________
_________ John K 1977 337G CNC3 |
#4
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So you are telling me this kind of thing can"go away"...?
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#5
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Yes. The key word here is *MINOR*.
Option 1 is that there's minor pitting on the cylinder walls it can be scraped off by the rings with no ill effect. (This is more likely if you pull the plugs, pre-oil the engine and turn it over by hand until your arms and back ache.) Option 2 is that the cylinders need to be be rehoned but not overbored and you reuse all the parts. Option 3 is that the cylinders need to be overbored and you essentially require a top overhaul. Option 4 is that the engines are severely corroded internally and you need complete overhauls. Do you have detailed borescope pictures of each cylinder? Edit: That's why I asked you which airplane it is...we're a very small community and somebody is probably familiar with it.
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_________ John K 1977 337G CNC3 Last edited by kilr4d : 09-26-17 at 07:05 PM. |
#6
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These engines had a top end overhaul less than 50 hours ago but that was also something like 10 years ago. Keep in mind - these are original engines with 1440 hours on them. It is kind of a unique situation. |
#7
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Quote On Remanufactured Engines
Got a rough quote from Brant Aero. They are a very well known shop based at the airport I fly out of in Brantford Ontario. I have seen them mentioned a few times on this forum as well.
Tomorrow we will get the results from cutting the filters and checking the oil from the last two oil changes. That will tell us more about the current state of the engines. I was loosely quoted $38,000 USD plus $1000 shipping and then $7,500 $CAD per engine PLUS whatever else is needed (belts, hoses, whatever). WOW! This airplane thing really is a whole new ballgame and, oh yeah, I need TWO BLOODY ENGINES!!! I was told if the engine analysis comes back clean I can 1) fly with these up to and and past TBO (obviously) or 2) replace an engine at a time as time and budgets allow. It is frustrating because everything else we looked at on this plane was in great shape. It just didn't get flown enough and now it is barely worth anything because it needs two engines. Any other options that I am not seeing here..? Perhaps it is just time to walk away... |
#8
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Welcome the to world of 40 - 50 year old piston twins. Doesn't matter if it's a Seminole or a C421...not uncommon for runout engines to signal the end of the airplane.
__________________
_________ John K 1977 337G CNC3 |
#9
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Engines and/or cylinders are commodity items 😀 Nothing is cheap but they are replaceable. The airframe is not. If this thing is so clean as you say then go for it! Buy the damn thing like you know the engines need replaced. They are at TBO right? If you end up getting 600 hours out of them then bonus. There is no guarantee if you bought one with new engines. When you buy these old planes you need to plan for $20,000 a year for the first couple years before they stabilize and stop bleeding. Airplanes that sit with no use will need some real,serious maintenance for the first couple years. The Skymasters are not 172's with two engines. They are complex airplanes that need continuous TLC.
Good luck Tom
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Herb R Harney 1968 337C Flying the same Skymaster for 47 years |
#10
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Quote:
That's always a REALLY tough call. Those engines can clean up right after 10 hours or they can start making metal. It's a crapshoot.
__________________
_________ John K 1977 337G CNC3 |