Time (years) SMOA

Paul Folbrecht wrote:

As for sitting for a long period - it doesn't appear to have done that.
Just below-average usage over the last two decades.

Hi Paul,

I bought a high time engine, below average used 1976 Beech Sundowner.
Plane had 1940 total time on the air frame and engine. Compressions
were high (78 / 79 on all cylinders), oil showed no metal, thought
everything was fine.

I bought it knowing overhaul was in my future. I figured to fly it and
get the hard learning curve on the engine (I was flying Cessnas). I
just didn't know how soon my overhaul was to be. At 2010, a cylinder
ate an exhaust valve in flight. Got the cylinder replaced, flew another
10 hours, couldn't get the engine to pass mag check, taxied back, and
got the overhaul. Reason for mag check failure was another cylinder,
both plugs were getting "wet".

I think I learned most, that you can't fully make a decision on good
compressions. To me, it's almost like too much emphasis is being placed
on compressions. The A&P figured that the exhaust valve probably rusted
/ corroded and failed due to the lack of usage. So, what's happening on
the bottom side of the engine is equally important.

So, knowing an under used plane is actually worse then a plane that has
been flown frequently, choose the frequently flown plane. My first
annual was just short of $4000.00 to get all the points that had grease,
lubrication back up to speed. My plane was only run 10 hours in the
prior two years before my purchase. From what I gather, some of this
time was ground runup time, so it probably was flown less!

The positive thing about this, now that I had the major overhaul, I know
how the engine is being run as I got to break in the engine. I ran it
full throttle, full rich for the first 25 hours.

I fly no less then once a week, unless of course I am out of town.

Allen

I got $13,000 set aside for a OH if needed I started with a $16,000
airplane that I figure if I get 250 hours out of it paid for it self on
rental fees, I know I will get a lot more than 250 hours out of my bird oil
came back clean but as BTIZ says you need to be ready for an OH at any time!
It is a machine and machines will break and ware out at anytime.


"BTIZ" wrote in message
news:AD_6c.19944$Nj.18283@fed1read01...
Paul... looks like your going to get the best price at $15K...

as stated before.. you could be lucky with the engine.. or not..
set up a deposit.. offer a free oil change and go get it checked
if it comes back clean... that's good for today..

as an owner.. you will always need to be prepared for a complete engine
overhaul

BT

"Paul Folbrecht" wrote in message
k.net...
I'm sure you will get responses saying not to worry. Those will be
from
others who have similar numbers and have not (yet) had a problem. Yes.
Engines can be run well past TBO IF they are "overflown". For example,
an engine run for 100 hours per MONTH (a.k.a. "trainer") can get 3000+
hours before going downhill. The one in question got 40 hours a YEAR.

I suspect the reason some consider a plane like this is because it is
close by, or because they don't have the cash to get one with better
numbers.

In part it's the former. Not the latter. He wants $15K for this '71
150 with 6200TT. And my mechanic says the first annual will run $4K -
$5K. That's how I got him down from the $18-$19K range he was in.

If the former, I would keep looking. If the latter, they are likely to
Trouble is, if you try to deduct the price of a major overhaul,
chances
are the seller will balk. And, someone with the cash who does not know
enough or care enough about the engine times will buy it up from under
you.

Deducting the price of a major puts the airplane at $2,000!!


Good Luck,
Mike


Paul Folbrecht wrote:

The 150 I had pre-buy'ed today has an O-200 with 940 SMOA but this
overhaul happened 24 years ago. Mechanic has pointed out that
Continental also specifies a time limit of 12 years on overhaul and
thus this engine is technically runout.

Do I have much cause for concern?? I know engines are quite
regularly
run well beyond that time interval. After all, to make that 1800
hours in 12 years you have to fly 150 hours/year.

Compression is good (all in the 70s) but there is no oil analysis
available. Engine sounds just fine and also has good oil pressure.

I basically need to make a decision on this quickly and am stuck on
this issue. I am leaning heavily towards buying it. My mechanic has
said it is pretty unlikely that this time factor will result in
serious problems now, but that there's really just no way to tell
without an oil analysis or by watching oil consumption.





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So? What's the problem with an oil analysis? $10-15 and a few days.
And if you ask nicely, they'll do it in a day or two.

Shell, Blackstone, etc.

Where has the plane spent its life? There is a huge difference between
sitting outside in a humid salty coastal climate and being hangered in the
Southwest. I suspect that you are looking for assurance and you aren't
going to find any. Until the engine is taken apart, knowing what is in
there is somewhat of a guess.

Mike
MU-2


"Paul Folbrecht" wrote in message
k.net...
The 150 I had pre-buy'ed today has an O-200 with 940 SMOA but this
overhaul happened 24 years ago. Mechanic has pointed out that
Continental also specifies a time limit of 12 years on overhaul and thus
this engine is technically runout.

Do I have much cause for concern?? I know engines are quite regularly
run well beyond that time interval. After all, to make that 1800 hours
in 12 years you have to fly 150 hours/year.

Compression is good (all in the 70s) but there is no oil analysis
available. Engine sounds just fine and also has good oil pressure.

I basically need to make a decision on this quickly and am stuck on this
issue. I am leaning heavily towards buying it. My mechanic has said it
is pretty unlikely that this time factor will result in serious problems
now, but that there's really just no way to tell without an oil analysis
or by watching oil consumption.

On Mon, 22 Mar 2004 17:48:25 -0500, "Gene Kearns"
wrote:

I hadn't heard anything that made me think that this A/C had any
problems, until you posted that your mechanic wants 4-5K to annual a
150. What has he found that may have issues?

A sucker!

I think it was mostly lubing everything & taking care of the shoddy
electrical job.

Gene Kearns wrote:

On Sat, 20 Mar 2004 15:29:16 GMT, Paul Folbrecht
wrote:



In part it's the former. Not the latter. He wants $15K for this '71
150 with 6200TT. And my mechanic says the first annual will run $4K -
$5K. That's how I got him down from the $18-$19K range he was in.



I hadn't heard anything that made me think that this A/C had any
problems, until you posted that your mechanic wants 4-5K to annual a
150. What has he found that may have issues?