Call Wentworth in MN. I bought my 540 core there and they guarantee all bottom end components to be serviceable. They also sent me logbook scans of a couple different engines so I could decide.

I rolled the dice on a first run propstrike core and lost. Crankshaft cracked. They supplied another crank.

Bugger.... that is not a good sign!

640 hours in about 20 years, i.e. 32 hours a year, is a low time for a big engine. Possibly little corrosion happening between flights, depending on where the plane was living? I look forward to hearing more about the possible causes.

Sorry man, 640 hours isn’t a lot but it was way past the calendar year TBO so just try to make the best of it and use it as an opportunity to put together the engine of your dreams.

Aryana wrote:Sorry man, 640 hours isn’t a lot but it was way past the calendar year TBO so just try to make the best of it and use it as an opportunity to put together the engine of your dreams.

I used to fly a 1000 hr engine that was 50 years past it's overhaul date. Used no oil, made no metal, ran perfectly.

TBO limits are a joke. It's all about condition.

akaviator wrote:

Aryana wrote:Sorry man, 640 hours isn’t a lot but it was way past the calendar year TBO so just try to make the best of it and use it as an opportunity to put together the engine of your dreams.

I used to fly a 1000 hr engine that was 50 years past it's overhaul date. Used no oil, made no metal, ran perfectly.

TBO limits are a joke. It's all about condition.

All about condition, ok...letting a brand new engine sit for years on end with little use doesn’t exactly enhance it’s condition.

I just sold a 1961 182 with an O-470 that had never been overhauled since new. That’s just one example out of the 52 planes that have come and gone for me and my family.

An O-300 in our 170B has more than 30 years since overhaul, and it’s still going too. I’m very familiar with the many ways a Continental with a very old overhaul but low hours can fail or have problems.

To completely dismiss the calendar years TBO published by Continental is bit overboard, don’t you agree?

Lycoming allows higher hours between TBO on some engines if they fly more than 40 hours a month. Is that BS too?

Ok well that escalated quickly... finalizing on a Texas Skyways O520 for my new engine... then this happened. The old "well why we are doing that we might as well do this..."

Aryana wrote:

akaviator wrote:

Aryana wrote:Sorry man, 640 hours isn’t a lot but it was way past the calendar year TBO so just try to make the best of it and use it as an opportunity to put together the engine of your dreams.

I used to fly a 1000 hr engine that was 50 years past it's overhaul date. Used no oil, made no metal, ran perfectly.

TBO limits are a joke. It's all about condition.

To completely dismiss the calendar years TBO published by Continental is bit overboard, don’t you agree?

Lycoming allows higher hours between TBO on some engines if they fly more than 40 hours a month. Is that BS too?

What Lycoming is doing is what I would say is a step in the right direction.

The calendar year TBO is a number that the manufacturers had to pull out of the air when the Feds said they had to have one.

Texas Skyways has a 2500 hr TBO on their motor just because they asked.

Don't get me wrong, I'm ALL about preventative maintenance and won't fly junk. But the fear of hitting TBO and having problems coincide with it are just not proven.

corefile wrote:Ok well that escalated quickly... finalizing on a Texas Skyways O520 for my new engine... then this happened. The old "well why we are doing that we might as well do this..."

Nice, you've stepped off the ledge and onto the slippery slope. Next picture you'll be gutting the insulation and replacing gear boxes

Battson wrote:

corefile wrote:Ok well that escalated quickly... finalizing on a Texas Skyways O520 for my new engine... then this happened. The old "well why we are doing that we might as well do this..."

Nice, you've stepped off the ledge and onto the slippery slope. Next picture you'll be gutting the insulation and replacing gear boxes

Pretty soon, it'll be a whole new airplane!

Cary

Cary wrote:

Battson wrote:

corefile wrote:Ok well that escalated quickly... finalizing on a Texas Skyways O520 for my new engine... then this happened. The old "well why we are doing that we might as well do this..."

Nice, you've stepped off the ledge and onto the slippery slope. Next picture you'll be gutting the insulation and replacing gear boxes

Pretty soon, it'll be a whole new airplane!

Cary

Do you mean something like this

New modern doors from a 2001 Cessna 172 - much better latching mechanism - dual mechanism - door latch and rod that goes up into the upper door frame.


Everything stripped out, primed and painted - added BAS seatbelts (you can see the additional window I added too)


Well Hell.. lets paint it too


And the other big one - add the second window, enlarge the orginal window, and add the additional bulkheads to strengthen everything up.


yeah... I went off the slippery slope head first into the deep end - but its gonna be like a new plane to me.

corefile wrote:Ok well that escalated quickly... finalizing on a Texas Skyways O520 for my new engine... then this happened. The old "well why we are doing that we might as well do this..."

Awesome! You're going to love the TS motor.

Dannnggg. I would say I'm sorry but I feel like a congrats is more in line. She is going to be sweet when she's done! Keep the updates and pics coming.

Nushi wrote:Dannnggg. I would say I'm sorry but I feel like a congrats is more in line. She is going to be sweet when she's done! Keep the updates and pics coming.

What he said, that’s going to be a sweet plane!

Corefile - where are you finding all the Cessna airframe parts to do this? I would love to incorporate some of the later model improvements, but parts are scarce. I have been trying to find mid-1960s seats to replace my 1957 seats without much luck for years now.

C180_guy wrote:Corefile - where are you finding all the Cessna airframe parts to do this? I would love to incorporate some of the later model improvements, but parts are scarce. I have been trying to find mid-1960s seats to replace my 1957 seats without much luck for years now.

For the parts - once I have the part numbers or the description of the parts - I just email (if not in a hurry) or call mostly two places; Mack up at Skywagon City or BAS Part Sales in Greeley CO, with an occasional trip over the Faeth Airparts, near me in Sacramento, where I've walked around and scavenged for parts. Between those two I was able to find all the parts. I had been planning for a few years so I was collecting the parts in spurts. If you are not in a hurry - it's actually pretty easy.

As for the seats - I have an extra set - not sure if they are what you are looking for. I wanted to have the height adjusting one's for my last plane - kept them but my 62 came with height adjusting seats so I have an extra pair.

Ah, the usual (but pricey) suspects. Yes, I would be interested. PM sent. Thanks Corefile

corefile wrote:…. BAS Part Sales in Greeley CO....

Thanks for posting this info.
Most 180/185 owners have already heard of Skywagon City,
but I'd never heard of BAS Parts Sales before.
They are apparently part of Beegle's operation.
Beegles is one of the premier Cessna airframe repair shops in the nation--
It stands to reason that they'd have access to a lot of Cessna parts,
and people knowledgeable about same.

Hotrod - BAS has an ebay store where they put all their 180 'takeoffs'. Kind of pricey. Probably even more than the post-Peter Skywagon City.

This whole project turned into a pretty extensive rebuild - amazing how many things you can find when you really dig into your plane.

This is not the approved way to save on fuel burn - this is where the fuel line turns to run down the door post - both side were like this:

Holy shit! That’s an eye opener. Looks like the engine thing was a blessing in disguise.