Buying prop strike engine

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.

Flange runout means absolutely nothing. Especially on Lycomings.
Because of the meatllurgy involved they don't bend, they break.

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.

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?


The higher the runout number, the more damage there is to either the
crank or the case. It depends on the exact engine series as to how bad
a number you can tolorate before the repair costs are closing in on
replacement costs.

For me, it's not worth dealing with an engine that has had a prop
strike unless one of two things are known:

1: The prop strike was with a wooden prop or

2: The case has already been through a complete inspection and the shop
is able to guarantee that the case has no damage, visable or hidden,
and that the case will meet or beat the table of limitations the
manufacturer has for that engine.

Craig C.

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

Great site, I especially like the 8 cylinder Contential:

http://www.airboattrader.com/PartsF1420.jpg



"Lou" wrote in message
ups.com...
If your going to rebuild anyway, take a look at these.
http://www.airboattrader.com/PartsForSale.htm
Lou

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

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?

--

FF

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.

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.

1: The prop strike was with a wooden prop or...

Some composite props, like IVO, break easy on impact. I had a prop
strike with IVO and had the crank magnafluxed. No flange runout or
cracks were found. I have a Franklin 6A350 engine (are they more
solid?).. It's the aluminum rigid props that are crank killers.
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