So I need to find some paper work, STC or field approval to put a IO-520, where a IO-470 or 0-470 came out of on a Cessna Preferably a 210 but anything would work right now!! Thanks!!
I have a perfectly good engine in the 210! But FAA has changed what is acceptable in the logs!!
When rebuilt A&I stated all AD's complied with at this time!!
Worked for a lot of years, now not legal!!
Different FSDO!
Have looked at 3 different engines to replace and found the same wording! 1 with 13 hours on it!
All would have to be torn down and all AD's noted and signed off individually.
Will have an IO-470 with 400 hrs since rebuild available for experimental! Runs well, strong, uses no oil.
Thanks for the help.
GT

M6RV6, so I was setting here in northern Michigan looking at the fog (warm air over snow) doing airplane paper work and though I would look at your situation. Working on the assumption that it is either a -E or a -S (I looked it up on the Type Certificate) there are only a couple of AD's which would require splitting the case to verify and those may not apply depending on the date of overhaul and/or how good the records are for the parts installed. A couple would require replacement of the lifters or cylinders at worse. One on the oil pickup tube would require removal of the oil pan but you would be pulling the engine to replace it if converting to a 520 so there would be no additional cost either way. If it were me I would schedule an appointment with the mechanic to get an estimate one by one to verify compliance with the AD's as it will be far less costly than a conversion. Typically prop strike inspections requiring tear down are $6,000 to 7,000. Unless of course you are just looking for a reason to upgrade to a 520. Remember you will probably need a new prop also.

You might check with the local FSDO as the policy may go for current log entries not those from the past. I do know that currently you are required to enter the method of compliance for all applicable AD's and when next due for those which are recurring. Your current IA may not be comfortable with that blanket AD sign off done at the time of overhaul and does not want to be responsible for their compliance when he signs off the annual.

Tim

Ok - for the rest of us that are curious. Shed some light what precipitated this airworthy engine all of sudden becoming non-airworthy? Is this some over picky IA or is there some major ordeal going on with the Feds? Wondering if this is going to be a potential showstopper on future aircraft purchases?

RockHopper wrote:Ok - for the rest of us that are curious. Shed some light what precipitated this airworthy engine all of sudden becoming non-airworthy? Is this some over picky IA or is there some major ordeal going on with the Feds? Wondering if this is going to be a potential showstopper on future aircraft purchases?

207 field overhaul! Entry at this time, installed rebuilt engine, all AD's complied with at this time!
Needs magnetic inspection of crank!
Can replace with timed out 135 IO-520 way cheaper than rearing down the 470!

bat443 wrote:M6RV6, so I was setting here in northern Michigan looking at the fog (warm air over snow) doing airplane paper work and though I would look at your situation. Working on the assumption that it is either a -E or a -S (I looked it up on the Type Certificate) there are only a couple of AD's which would require splitting the case to verify and those may not apply depending on the date of overhaul and/or how good the records are for the parts installed. A couple would require replacement of the lifters or cylinders at worse. One on the oil pickup tube would require removal of the oil pan but you would be pulling the engine to replace it if converting to a 520 so there would be no additional cost either way. If it were me I would schedule an appointment with the mechanic to get an estimate one by one to verify compliance with the AD's as it will be far less costly than a conversion. Typically prop strike inspections requiring tear down are $6,000 to 7,000. Unless of course you are just looking for a reason to upgrade to a 520. Remember you will probably need a new prop also.

You might check with the local FSDO as the policy may go for current log entries not those from the past. I do know that currently you are required to enter the method of compliance for all applicable AD's and when next due for those which are recurring. Your current IA may not be comfortable with that blanket AD sign off done at the time of overhaul and does not want to be responsible for their compliance when he signs off the annual.

Tim

Local FSDO told the A&I would not be able to sign and or take responsibility for prior AD's sign off and right now not even able to get ferry permit from FSDO, A&I did not want to also!

Main problem is magnetic inspection of crank!

Thanks, I would expect the STC alone to cost between $2500 and $5000 but just a guess. Pponk paper work for a 180 was $2500 a couple of years ago. Sorry you are in such a tough spot.

Tim

bat443 wrote:Thanks, I would expect the STC alone to cost between $2500 and $5000 but just a guess. Pponk paper work for a 180 was $2500 a couple of years ago. Sorry you are in such a tough spot.

Tim

Yes if they had just done a top, no problem, but had to split case!! requires testing of the crank!!