jetdriven Posted January 17, 2015 Report Posted January 17, 2015 Ney nozzles and centrilube cam won't help with spalling. That is caused by crappy metallurgy and rust forming on lifters. FWIW our entire was built in 2001 with aircraft service specialties reground lifters and a new cam. 3 lifters spalled at 1300 hr. The cam still looked pretty good. Regardless of cams and lifters, I'd take the overhaul sans mags and put some real Bendix mags on there. At 950/850$ now for Slicks, the overhauled Bendix mags and core charge are cheaper than slick. And they will run 500hrs. 2 Quote
N601RX Posted January 17, 2015 Report Posted January 17, 2015 The centri lub cost me $500 a couple of years ago and the Ney nozzels were about $300 at the time. I chose the centri lub as something extra I could do to help with cam and lifter problems. Their literature makes a good argument that it does help. The extra oil and lower surface temps can't hurt. http://www.centri-lube.com/technologies.html Quote
ryoder Posted January 18, 2015 Report Posted January 18, 2015 Ney nozzles and centrilube cam won't help with spalling. That is caused by crappy metallurgy and rust forming on lifters. FWIW our entire was built in 2001 with aircraft service specialties reground lifters and a new cam. 3 lifters spalled at 1300 hr. The cam still looked pretty good. Regardless of cams and lifters, I'd take the overhaul sans mags and put some real Bendix mags on there. At 950/850$ now for Slicks, the overhauled Bendix mags and core charge are cheaper than slick. And they will run 500hrs. I was thinking of asking him to take a look at the mags and do a IRAN on them since they seem to be working fine. Is that a bad idea? He is pulling them off anyway so how much work would it be to check me out? Quote
aaronk25 Posted January 18, 2015 Author Report Posted January 18, 2015 Can't count it as a overhaul unless you overhaul the mags.....I would have done the same thing..... Quote
ryoder Posted January 18, 2015 Report Posted January 18, 2015 Aaron are you sure about that and do you have a reference? I want it to be considered a major but just think that 3500 for mags and carb sounds high by about double what I would expect. Quote
aaronk25 Posted January 18, 2015 Author Report Posted January 18, 2015 I wanted to do the same thing and Iran or reuse the same mags since they only had 200 hours on them and Sam said it was part of the over haul. If you don't want them done he would have to specifically site that in the logs, which if you were to attempt to sell the plane a buyer would think "if he cut corners on a overhaul what else did he cut corners on"......the other problem concern my MN based mechanic said was you can't log it as a SMOH unless the mags were overhauled. Sam seemed to disagree with him.....who knows? Not me. My plane will be on the market in the next year so I had to go with the overhaul mags. Quote
aviatoreb Posted January 18, 2015 Report Posted January 18, 2015 Wow - Jewell's prices are dramatically lower than any other I have seen. $16k to overhaul a TSIO520?! I have had quotes from $35k-$45k from top shops such as Zephr and Pen Yann, etc. How can Jewell be this much lower? It is so much lower that I am having a hard time thinking it is not too good to be true - although its wonderful if it is.  Comments? Quote
aaronk25 Posted January 18, 2015 Author Report Posted January 18, 2015 Give him a call....not sure if that includes new cylinders or not....I'm pretty sure not. David answers the phone Sam's son, also s mechanic. Even without cylinders its a great buy. I started doing business with them after Neil our fellow Mooneyspacers and another friend who flys turbo conti 360s on a 337 gave glowing reviews. The 337 guy has taken 2 of his overhauls to TBO. I wanted a shop that does a lot of engines (with lower overhead) and that's pretty much all Sam does. Quote
ryoder Posted January 19, 2015 Report Posted January 19, 2015 From the quote Basic engine parts replaced IAW SB240U: main bearings, rod bearings, rod bolts, rod nuts, camshaft and lifter assemblies, crankshaft seal, crankshaft gear bolt, oil pump impeller kit, intake and exhaust guides, intake and exhaust valves, valve springs, roto coils, rocker shafts, pistons, piston pin assemblies, piston rings, and engine driven fuel pump. This engine has 2500 total hours in it so I doubt I'll need new cylinders crank or cam. I'll call him today to get clarification on the mags. Quote
N601RX Posted January 19, 2015 Report Posted January 19, 2015 It looks like he is covering most of the basics. I looked back through the list of stuff we replaced in my engine 2 years ago saw a few other things in addition to the ones you mentioned that I needed. Some of them were due to corrosion, others were just worn. I had mags with less than 100 hrs on them and just reused them and the fuel servo. As mentioned before the rotating internals were balanced by aircraft specialties and flow matched lifters were used. My only regret is that I didn't go ahead and have the cylinders ported and flow matched. After doing my engine we did my IA's cessna and another friend who both has similar cessna 172's. One used flow matched cylinders and the other one didn't. There is a noticeable difference in the two.  Crank Gear Accessory Idler Gears tach shaft oil pump housing oil pump shaft oil pressure ball and spring Vernathern Fuel pump pushrod Intercylinder baffels oil drain back tubes rebushed and reground rockers hydraulic internals for the lifters pushrod cups for lifters new pushords- length incorrect on old ones after engine overhaul through bolts new cylinder nuts new hoses- lasar oil cooler relocation kit is a good option here if you don't already have it. Quote
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