flyntgr1

You may want to check with your prop shop, but I think hartzell recomends to scrap the hub if a blade is damaged beyond repair.

I’m assuming that the 30k to 40k number is assuming most of the internals are scraped. That number seams a bit high. With that said, overhauls include more than just the inside if the engine. They also include overhaul of the fuel injection, other accessories, and often new mags. You could always opt for an IRAN. I had a tear down inspection done at Triad in NC for 16.5k. That basically is a top and bottom overhaul without the accessories. It included repairing the crankcase, regrinding the cam for rust and replacing the cranckshaft with a servicable unit. I like you had a mid time engine and didn’t want to fork out an extra 15-20k to claim 0 SMOH. I would suggest that route before replacing with an unknown engine of the same times. Also, if there trully is a lot of metal, make sure to have anything with metal in it properly flushed. This includes oil cooler, lines, and prop. If you do opt for a used engine, check for a prop strike. Most of the engines available will be from salvaged aircraft and i would say majority of those will have prop strikes.

If he was replacing cylinders every annual, he probably wasn’t running it correctly. With that said, continental 6 cyl engines do require more maintenance than lycoming 4 cyl engines. Airframe to airframe isn’t much difference between a J and a Baron, but 2 6cyl continentals cost 3 times to overhaul than 1 4 cyl lycoming. I’m surprised no one has mentioned the Twin Comanche. An IO320 powered one is about 10 knots faster than a J on 75% more fuel. It has some more room and a little more payload and later year models have 6 seats. Overhaul costs of 2 parallel valve 4cyl lycomings is only 50% more than 1 angle valve 4cyl lycoming. From a Cheap Bastard stand point, I think it is the logical step up into a Twin.

They would have to mount the same, but the LASAR tips do not have a straight edge on the inboard side like these seem to have. LASARs are notched. I think it's funny that they say theirs are lighter and stonger than the factory tips. How is that when we really don't have tips a all. Just a flush end cap.

You are correct about overhaul. They grind the blades. Funny thing about the calender requirement is that it's from the time the prop is installed, not manufacture. It could be sitting in a box for 10 years, but not need overhaul due the calender. However, if you install the prop and let it the aircraft sit for 10 years, it does.

Have been able to go out and check your plane?

That's my point. The factory is crazy to put calender year limits on the core exchange. You could have someone who bought a brand new mooney in 1977 and flew 1 hour every weekend around Arizona. You can take another person who installed a factory overhaul in 1987, flew 2000 hours in the first ten years, then let it sit outside in Miami, FL tell now. Which engine would you rather have as a donor for your factory overhaul?

So lets pose a hypothetical here. Let's say you fly 200 hrs a year and trade in for a zero time factory overhaul every 10 years for 40 years. My understanding is that they use some parts from cores they recieve, but you get a new log book every time as it's a Zero time engine. Lets assume there are many people that do thr same as you. You could potentially have a component in your engine that is 40 years old, but there is no way to know that.

I'm sure it is worth it to the buyer, but i doubt the seller will allow it. I myself would not.

Can you see the Cam without pulling a cylinder?

You know, it's kind of crappy of Lycoming to not pay for labor for engines that have these installed at an engine shop. They caused this issue and that's not an easy SB to comply with. Looks like i dodged the bullet as my engine was IRAN'ed during this time period. I confirmed from Triad that my bushings were not replaced and that their supplier uses Superior bushings if they had.

The STEC 40 is a rate based autopilot. I don't believe there is a conversion for any rate based autopilot to convert to an attitude based autopilot which would use the G5 AI. Garmin did just announce (today) an interface box for there G5 DG/HSI for STECs and other autopilots for heading information.

Am i reading that right $1800 for the kit to be ADSB out complient?

https://www.avweb.com/avwebflash/news/Garmin-Announces-New-Retrofit-Autopilots-229297-1.html here you go!!!!

Thanks. My brother has the VFR PFD in his Swift, but doesn't want to spend the 6k for the upgrade to pro as he does not fly ifr in it. 1.5k for this upgrade sounds like a smoking deal!