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Alaskan Bearhawk
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Date: 8-24-2008
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Number of Hours: 10.00
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Manual Reference:
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Brief Description: Getting an Engine Part 1
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Well, summer is coming to a close and it's time to start thinking about building again. Since the last time I posted, I bought an engine. I got a Lycoming IO-540 C4B5 from a guy in St. Louis. It came off a Piper Aztec. No logs, no problems, no trainer, no prop strike, 2000 hours SMOH and about 4000TT (second run). I really hated buying an engine long distance, but the possibility of getting a decent motor here in Alaska was very slim. I paid a fair price for the motor, $8K with all accessories, with the guarantee that the case and crank would check out ok. Half was to be paid up front and the other half when it checked out. If it didn't, it was up to me to decide what to do. I could either get the $4K back or have the owner come up with a suitable replacement part. I'm basically buying a core. After a LOT of back and forth about shipping, who would determine what was good on the motor and how it would be done, the engine wound up at Aircraft Specialties Services (ASS) in Tulsa, Oklahoma. There the engine was torn down and inspected. The case and sump went to Divco to be chesked out. The crank and case checked out good, so the other half was paid and the engine was finally mine. ASS checked out all the steel in the engine, reconditioned the crank, cam, lifter bodies, etc. The good part was the crank checked out the bottom end of new specs, so no grinding needed. The case got the full treatment at Divco with the addition of dowl pins in the case, o-ring grooves, etc. The cam went from Tulsa direct to Firewall Forward to have them do their "Centri-Lube " cam STC. Unfortunately, the cylinders were second run and I knew that going in. They will eventually end up on an airboat somwhere in Florida.For about $850 I could have had them redone, but for $1k I can get brand new, so the choice was easy.
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Diamond in the rough
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Ready to pack
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Front shot
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