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I am sure it will be different. In this case the specific cause was identified up front and rectified. This is why it got first run overhauled cylinders / a factory new case during the IRAN. Watson Aero is well known to Savvy and came highly recommended. As I am sure you know, Savvy tracks shop performance over time and only deals with those shops that do good work and stand behind it.

Also open to getting a couple partners. Currently based at KEQY.

I disagree about the practical impact of this (people can think what they want of course). During the IRAN all parts are thoroughly checked, and anything out of spec from new got replaced. Watson has a great reputation. It's a Savvy shop. I may just fly it a while it if becomes an issue.

Jewell Aviation did the overhaul. Found missing stud bolts after it's last flight. It's with Watson Aero now getting an IRAN to new limits. It's getting a new case, first run overhauled cylinders, overhauled crank in addition to the rest of the usual parts.

Do you have a link?

What do you guys think it's worth?

Sure, will definitely be finetuning the price based upon the feedback. But to be clear. It had an Overhaul 100 hours ago and an IRAN now.

Engine was overhauled ~100 hours ago.

Still finishing the VREF on it, but preliminarily looks to be worth $240k. What do you think?

Coming out of an extensive Annual and IRAN with (South Tec Aero and Watson Aero). All discrepancies are fixed (even non airworthy). ~2200 hours TTAF 1046 useful load ~100SMOH - 0 since IRAN - currently coming back from an engine IRAN (Watson Aero) to new limits (getting a new case + cylinders + overhauled crank + new pistons, etc) - Overhauled mag - Overhauled alternator -Overhauled prop governor -Overhauled oil cooler -New oil lines -Overhauled voltage regulator ~100 hours on the prop since new New Avionics Panel (2023) -Dual G3x Touch (EIS and traffic on both displays) -Garmin GNX375 with ADSB-in/out - Garmin GFC500 AP -Garmin G5 -Garmin EIS with a full sensor suite -Garmin GMA-245R Remote audio panel -Dual GTR 20 remote comm -Dual Bose LEMO Plugs -Dual USB charging built in (USB-C + USB-A) -Garmin GAP-26 AOA sensor -CIES Digital Fuel senders -Replaced rocker switches Mods / STCs -Precise flight speed brakes -Whelen LED taxi and landing lights -GAMI fuel injectors Paint is 5/10. Shiny, but chipping mostly around rivet heads Interior is 6/10. New carpets just installed with annual. Seats need recovering Full set of covers in good shape (Bruce) Extensive misc maintenance -New brake pads and rotors (black metal) + flushed / replaced brake fluid -Master + slave brake cylinders completely rebuilt -New cabin and baggage door seals -New Battery (2022) -New Engine mounts (2022) More pictures and info to come. I am sure I am missing something. I plan on finishing the engine and flying a bit before selling.

My last quote for around the same hull value was almost $6k, but I am significantly lower time than you. Never had an accident. Insurance is just expensive.

In my case there was not any oil leaking. If it’s been 200 hours I wonder if that eliminates that as a potential problem for you. 5/8 failed on mine within 87hours tach.

I can't tell from the photo. But if it is a crack, it appears to be stop-drilled. The engine is coming off for an IRAN shortly, so all of that is going to get looked at.

More the oil analysis showing aluminum doubling up. I also hadn’t seen flakes like that in prior oil changes. So it’s different at least.

Not entirely sure on this one. My guess is the lack of bolts changing spacing between something critical while it’s running. If the cylinder pulled away from the case a couple mm that could be a couple mm less the valves open. I don’t know enough about this engine to know if that would happen. Also, we found some metal in the oil filter. Looks like aluminum. Oil analysis confirmed aluminum doubled up.

Another thing my mechanic mentioned was the color of the broken studs. He noted some of them were darker than others (you can see this in the picture) indicating one failed first followed by the rest over a longer period of time. He thought likely months. If that is true then this didn't happen all at once.

Given it's #3 with the EGTs and #3 with the studs, I'd wager they are related causes. But perhaps one caused the other.

I think you are right. Might even have more than one coat of paint. You can see in this photo it looks like one layer is flaking off and another is still under it. Perhaps a new coat was even applied over a layer of flaking paint.

These are amazing in the summer highly recommend.

I heard about that, really unfortunate. I hope thats not the case here.

Needless to say I was a little shook up by it. There is someone watching over me up there for sure.

We will find out when they inspect it. They already told me I will need a new crankcase based on the number of fixes mine has had. 3x total and 3800 hours on the case. Luckily my chosen shop has as new one in stock. It's an IO-360-A3B6D.

Not recently, but engine has 1.5 years + 87 hours tach SMOH.

Engine monitor picture. % power shows higher than reality there. POH shows that MAP as a full inch below 65% power. I am probably closer to 60% power in that photo.

Hey all. I had a near miss with my engine this past week. I was doing some training with my instructor for IFR currency (I like to get with an instructor every couple months to make sure I am on top of my game) and at some point during the flight I noticed that #3 EGT was consistently ~100 degrees cooler than the rest. I'll give some more details about this later, but this was different than what I observed on prior flights. EGTs were usually within 50 degrees of each other. I submitted the engine logs to Savvy for analysis. They recommended mixture sweeps be done at WOT with reduced RPM (to limit power) to eliminate induction leaks as a contributing factor. Luckily I didn't do this. I instead flew the airplane 15 minutes to the next airport for it's annual inspection. Once they started the inspection they immediately found 5/8 cylinder studs sheered off on the #3 cylinder. As in #3 was only being held on by 3 studs. I obviously feel really stupid for flying the airplane to the annual at all, as based upon the engine data it's clear this failure was in full swing on my prior flight. Currently prepping to get the engine sent off for an IRAN. I'm avoiding placing blame about this until the engine is torn down and inspected. Lots of factors here.