Buying prop strike engine

Bret Ludwig wrote:
wrote:
Lou wrote:
If your going to rebuild anyway, take a look at these.
http://www.airboattrader.com/PartsForSale.htm


OK, if you're not going to buy a certiifed engine, then
what are the pros and cons of buying an airboat
engine vs a VW or Corvair conversion?


One, the airboaters are getting rid of the LyCon aircraft engines in
droves. That should tell you something.

Two, VWs are too small to be used as a direct drive airboat plant. A
direct drive VW is good only for motorgliders, drones, and the very
minimal single seat aircraft. Geared (or belted) VWs might be okay but
none are ever seen. Corvairs are proving crank breakers when operated
(direct drive) at power levels much over that of the old Pietenpol
conversions.

The stock VW cranks break too. 'Conversion' implies modification
which, at a minimum for VW and Corvair engines would include
replacing the crank. That doesn't address any other problems.


In my opinion there are only two ways to fly unless you have warbird
money: a certified aircraft engine in a certified airframe or a
homebuilt with an en-bloc-construction, liquid cooled general purpose
engine with belt or gear reduction. VWs, two strokes and the like are
just not powerful or dependable enough, noncertified "aircraft" designs
like the Jabiru are a worst of both worlds and vastly overpriced scam,
and LyCon aircraft engines are overpriced museum pieces if you don't
need a certificated engine.

Intersting, are there many en-bloc-construction, liquid cooled
general purpose engine powered homebuilts flying? (Aircampers
for one, right?).

--

FF

Simple, More runout means that the crankshaft is bent more. Bent
more means it is more likely to be cracked and the prop fly off some
day.

On 6 Aug 2006 16:53:15 -0700, "
wrote:

http://www.whiteindustries.com/

White Industries lists engines with flange runout. What does flange
runout tell about the engine?

It seems some prop strike engines have a larger flange runout reading
than others, and the larger the flange runout, the lower the price.
Why?

Thanks.

wrote:
http://www.whiteindustries.com/

White Industries lists engines with flange runout. What does flange
runout tell about the engine?

It seems some prop strike engines have a larger flange runout reading
than others, and the larger the flange runout, the lower the price.
Why?

Thanks.

The run out will tell you how badly the flange is bent. Thats it. In
order to tell how much damaged there was you need to know several
things: What was the power setting when the engine had it's strike?,
What kind of prop?, What did it hit? Was it a sudden stop or a slow down?
Then you need to tear it down. Throw away the crank. have the case
throughly inspected, have all of the other moving parts throughly inspected.

Personally I would only buy one as a core exchange if the manufacturer
will take it.

Michelle

Then you need to tear it down.????
If its a lycoming you need to tear it down regardless..... AD NOTE
joe




Michelle P wrote:
wrote:
http://www.whiteindustries.com/

White Industries lists engines with flange runout. What does flange
runout tell about the engine?

It seems some prop strike engines have a larger flange runout reading
than others, and the larger the flange runout, the lower the price.
Why?

Thanks.

The run out will tell you how badly the flange is bent. Thats it. In
order to tell how much damaged there was you need to know several
things: What was the power setting when the engine had it's strike?,
What kind of prop?, What did it hit? Was it a sudden stop or a slow down?
Then you need to tear it down. Throw away the crank. have the case
throughly inspected, have all of the other moving parts throughly inspected.

Personally I would only buy one as a core exchange if the manufacturer
will take it.

Michelle

joe wrote:
Then you need to tear it down.????
If its a lycoming you need to tear it down regardless..... AD NOTE
joe

It's only a service bulletin, not an AD.
Both Continental and Lycoming consider a teardown
mandatory after a prop strike.

no there is an AD note 2004 -10-14 i think that requires it

A few years back lycoming redefined what is a prop strike.....
A manufactururer SB does not make anything mandatory for a part 91
operator. An AD note does.......


Ron Natalie wrote:
joe wrote:
Then you need to tear it down.????
If its a lycoming you need to tear it down regardless..... AD NOTE
joe

It's only a service bulletin, not an AD.
Both Continental and Lycoming consider a teardown
mandatory after a prop strike.

joe wrote:
no there is an AD note 2004 -10-14 i think that requires it

A few years back lycoming redefined what is a prop strike.....
A manufactururer SB does not make anything mandatory for a part 91
operator. An AD note does.......


Ron Natalie wrote:

joe wrote:

Then you need to tear it down.????
If its a lycoming you need to tear it down regardless..... AD NOTE
joe


It's only a service bulletin, not an AD.
Both Continental and Lycoming consider a teardown
mandatory after a prop strike.


Read the Lycoming AD/SB carefully. Just because you hit something does
not mean you have to do a tear down.

Michelle A&P (having read the thing more than once in the last year)

On 8 Aug 2006 18:04:34 -0700, "joe" wrote:

no there is an AD note 2004 -10-14 i think that requires it

A few years back lycoming redefined what is a prop strike.....
A manufactururer SB does not make anything mandatory for a part 91
operator. An AD note does.......

Even if it were only and SB which is not "officially" mandatory, let's
say you have a prop strike. Every thing looks good, you replace or
straighten the prop and the thing runs well. Even the run out looks
good. About 50 or 100 hours later the crank lets go and you shred the
thing in an off field landing although no one gets hurt. What does
your insurance company say if they find out you have not complied with
that particular SB?

Will they pay and say nothing? Will they pay and complain? Will they
raise your rates? Will they let your renew at renewal time?

Who knows?

Roger Halstead (K8RI & ARRL life member)
(N833R, S# CD-2 Worlds oldest Debonair)
www.rogerhalstead.com



Ron Natalie wrote:
joe wrote:
Then you need to tear it down.????
If its a lycoming you need to tear it down regardless..... AD NOTE
joe

It's only a service bulletin, not an AD.
Both Continental and Lycoming consider a teardown
mandatory after a prop strike.
Roger Halstead (K8RI & ARRL life member)
(N833R, S# CD-2 Worlds oldest Debonair)
www.rogerhalstead.com