Any Suggestions on Disposal of a 1,200 hour io550-G model core?

[glenn reynolds]

I am the embarrassed owner of an io550G core.  The engine has 1,200 hours and one tiny little its bitsy prop strike on sunday.  I couldn't wait for a rebuild so I bought a new engine and am now left with my old core.  I'm told that the crankcase and the crankshaft are worth real money if undamaged, which is likely given the prop strike was at idle.  Apparently this is due to the same reason it would have taken so long to get my engine done, there is a six month lead time to get 550 tcm parts.   The bendix magnetos had a 500 hour inspection at the last annual.  The oil cooler, starter, fuel pump etc are all 1,200 hour old.  The cylinders, well who wants cylinders with 1,200 hours on them?  The 65 amp alternator is brand new and never run as I swapped it for my 100 amp alternator.  Do I keep the mags so i can swap them out at the next 500 hour inspection?  As the new engine has a 2,000 hour tbo it seems silly to have this engine rebuilt, pickled and stored for ten years when I'll need another engine?  One suggestions is have an engine shop inspect crank and case and if yellow tagged then sell as single components. which I would assume means all the other parts just get lost as salvage?  It seems like so many things like injector fuel lines, or the like would make much simpler and lower cost parts for an io550 owner who needed a part?  Any suggestions?  

[carusoam]

Yikes!

In 2011, TCM had factory OH’d IO550s on the shelf waiting for final build instructions… two weeks later, ready to ship….

Times have changed…

 

An interesting method of selling pre flown parts around here is to contact @Alan Fox… Alan has sold engines and props from other unfortunate Mooneys….

This one may only need a successful inspection to be ready to fly again…

 

Last question… did you go with the 310hp upgrade for that?

 

Best regards,

-a-

[GeeBee]

Don't count on the crank. I've seen many cranks fractured with idle prop strikes. I even saw one fractured after the strike hit a man, not the ground. You never know. I would call around to engine rebuilders to see if they want to buy it. You could also advertise it with home builders on the EAA sites. Alternatively you could IRAN it and sell it which might be the most profitable. Home builders are always hungry for engines.

 

[thinwing]

glen...didnt continental price the factory new depending on return of core.....back in 1999 ,I purchased 2 factory new io520s for 32 k per engine with core return..things changed?

[LANCECASPER]

14 hours ago, glenn reynolds said:

I am the embarrassed owner of an io550G core.  The engine has 1,200 hours and one tiny little its bitsy prop strike on sunday.  I couldn't wait for a rebuild so I bought a new engine and am now left with my old core.  I'm told that the crankcase and the crankshaft are worth real money if undamaged, which is likely given the prop strike was at idle.  Apparently this is due to the same reason it would have taken so long to get my engine done, there is a six month lead time to get 550 tcm parts.   The bendix magnetos had a 500 hour inspection at the last annual.  The oil cooler, starter, fuel pump etc are all 1,200 hour old.  The cylinders, well who wants cylinders with 1,200 hours on them?  The 65 amp alternator is brand new and never run as I swapped it for my 100 amp alternator.  Do I keep the mags so i can swap them out at the next 500 hour inspection?  As the new engine has a 2,000 hour tbo it seems silly to have this engine rebuilt, pickled and stored for ten years when I'll need another engine?  One suggestions is have an engine shop inspect crank and case and if yellow tagged then sell as single components. which I would assume means all the other parts just get lost as salvage?  It seems like so many things like injector fuel lines, or the like would make much simpler and lower cost parts for an io550 owner who needed a part?  Any suggestions?  

This guy needs an IO-550 core for a Bonanza. Might be worth checking out:

https://www.beechtalk.com/forums/viewtopic.php?f=45&t=205074

 

[glenn reynolds]

I ended up buying a new old stock.  long story but it will come to me with zero hours and a yellow tag as a rebuilt and NO core.  My ovation already had the midwest stc for 310 hp and the stc is attached to the airframe NOT the engine so my mechanic is ok with installing the new model G as per the stc for 310 hp.  My Tach is already redlined at 2,700 rpm, the prop governor same (and yes the governor is being overhauled) and so we need to adjust the fuel flow and change the data plate.  It turns out it's the data plate modification that is hanging up the engine shop!   They want to see the stc instructions on how to mark up the data plate.  My STC paperwork says that I'm authorized for the avpower stc SE 02930AT by conversion from a IO-550-G engine to a model IO-550-G-AP in accordance with av power report ap1003-7 assembly instruction rev B dated 9/30/04.  I've not found in my records a copy of the assembly instruction from AVpower.  I just got off the phone with Bob Minnis at AVpower and he explained that it's just a conversion to an N model so supplemental data plate, redline and governor mod so it looks like we are good to go.  

Edited February 16, 2022 by glenn reynolds

[carusoam]

Apparently Bob Minnis is AvPower…

Bob is the author of the 310hp STC…

Bob can be really helpful getting people up to speed with his work…

I got to spend some time with him while trying to spec out the replacement engine for my O a decade ago…

I was adding the TopProp which has a few extra pounds…

I ended up going with the (n) instead of the (g)… because the (n) cylinders weigh about two pounds less…

Every pound counts….  
 

If you need anything technical translated…. Find @StevenL757 he knows Mr. Minnis pretty well…

PP thoughts only,

-a-

[Niko182]

On 2/16/2022 at 2:13 PM, glenn reynolds said:

I ended up buying a new old stock.  long story but it will come to me with zero hours and a yellow tag as a rebuilt and NO core.  My ovation already had the midwest stc for 310 hp and the stc is attached to the airframe NOT the engine so my mechanic is ok with installing the new model G as per the stc for 310 hp.  My Tach is already redlined at 2,700 rpm, the prop governor same (and yes the governor is being overhauled) and so we need to adjust the fuel flow and change the data plate.  It turns out it's the data plate modification that is hanging up the engine shop!   They want to see the stc instructions on how to mark up the data plate.  My STC paperwork says that I'm authorized for the avpower stc SE 02930AT by conversion from a IO-550-G engine to a model IO-550-G-AP in accordance with av power report ap1003-7 assembly instruction rev B dated 9/30/04.  I've not found in my records a copy of the assembly instruction from AVpower.  I just got off the phone with Bob Minnis at AVpower and he explained that it's just a conversion to an N model so supplemental data plate, redline and governor mod so it looks like we are good to go.  

Do you mean 550N? The G comes stock on the ovation and eagles and the stc doesnt play into those. If youre talking about the STC for the 310HP. I presume you mean the IO550N.

[EarthboundMisfit]

At the risk of further embarrassment to you, what "itsy bitsy" thing did your prop hit? 

[glenn reynolds]

Well, my psychi is recovering enough to sort of talk about it but I could also sell you the remains of an electric tug.....  In fairness, I serviced a sticky brake caliper and pulled the plane from the hanger and removed the tug and pulled the tug far enough forward that I thought I could see the tug from the pilots seat.  What I had missed was that my last flight was heavy turbulence so I'd lowered the seat.  About an hour later, doing different stuff, the plane was started, the brakes tested a couple of times and in those creeps, I struck the tug.  Tug was totaled, prop was totaled and engine got replaced.  Bottom line, never leave anything in front of the plane.  As hanger neighbors come by to commiserate, I keep hearing the professional pilots talk about pilots hitting the traffic cones that FBOs put out, so I've learned to be vigilant about those as well.  

[Ragsf15e]

10 hours ago, glenn reynolds said:

Well, my psychi is recovering enough to sort of talk about it but I could also sell you the remains of an electric tug.....  In fairness, I serviced a sticky brake caliper and pulled the plane from the hanger and removed the tug and pulled the tug far enough forward that I thought I could see the tug from the pilots seat.  What I had missed was that my last flight was heavy turbulence so I'd lowered the seat.  About an hour later, doing different stuff, the plane was started, the brakes tested a couple of times and in those creeps, I struck the tug.  Tug was totaled, prop was totaled and engine got replaced.  Bottom line, never leave anything in front of the plane.  As hanger neighbors come by to commiserate, I keep hearing the professional pilots talk about pilots hitting the traffic cones that FBOs put out, so I've learned to be vigilant about those as well.  

When I was running an Air Force T-6 squadron, two of my instructors took a Texan (the airplane) on a lunch run (training both ways of course) in South Texas.  They were both very good instructors and somehow they missed seeing the dreaded FBO cone.  It can happen to anyone.

As they sat in my office and told me the story and awaited their fate, I could tell that they had learned a valuable lesson about vigilance.  I had to punish them in some way, but I kept it relatively minimal and off their record.  The front seat instructor is now a U2 pilot overseas.  Learn from it, but don’t beat yourself up too badly, again, it can happen to anyone.

[glenn reynolds]

It's been hard as I use the plane for work and so it gets really complicated fast.  Clients want to know that my flying is safe and reliable and so at age sixty one my maturity has had to go up a notch.  There have been a few silver linings: a crack in the firewall where the right hand side exhaust hanger attached is getting fixed this weekend, The exhaust system failed it's inspection (not by the a&p, but I sent it off to knisley welding, an aircraft exhaust system shop) so it's getting rebuilt and then it turned out my standby alternator had a crack in the case so B&C rebuilt that unit.  All of the repairs have done a lot to make the project more valuable.