On Apr 5, 8:34 am, " wrote:
On Apr 4, 8:36 pm, "Johnny Google" wrote:





Hi all,

I've been looking at the possibilty of buying and owning a 1977 Hawk
XP that is very near its 1500 TBO.

As I understand it, starting in 1979, the engine TBO went to 2000.

What is the difference and can the 2000 TBO engine be put in the 1977
Hawk XP?
Or can the changes that make it a 2000 TBO vs 1500 TBO be applied to
the enginer during a rebuild?

What costs are involved in making this change?

What other differences are there between a 1979-1981 Hawk XP and a
1977?

Thanks,

John

Real question is: How is it running? Probability of going past TBO
depends a lot on the condition of the cylinders which depends a lot
on how often it's been flown and other factors.

The other thing that blows the whistle on these IO360 engines is
something
cracked on the case. I've seen this on turbo Skymasters especially.

If it's running OK, who cares where it is relative to TBO? Could
easily
go past 1500.

If it's not running OK, doesn't matter whether it's a KB or not. If
you
are up in the yellow arc of tbo, you will find that it won't be
economical
to fix a few bad cylinders and you will be facing TBO when cylinders
start to wheeze.

I have a hunch it won't make it much past 1500 in any event.
You should buy it as if it's run out and you have to major it
tommorrow.
And then you would upgrade it to a KB.

FWIW.

Bill Hale A&P- Hide quoted text -

- Show quoted text -
Bill,

Actually, that is exactly what I was trying to make sure I *could* do
- my question was geared towards determining if it was possible, how
the change works - must you purchase a entirely different engine, or
does a particular modification change the engine from a K to a KB, and
what costs are involved in going from a K to a KB. (or is it the same
costs assuming it is time to overhaul anyway)

Thanks,

John