Today's Message Index:
----------------------
1. 09:09 PM - Re: Aero Commander For Sale (Ron)
2. 09:09 PM - Re: Continental engine notes (Ron)
3. 09:09 PM - Re: Continental engine notes (Ron)
4. 09:09 PM - Re: Aero Commander For Sale (Ron)
5. 09:10 PM - Re: Continental engine notes (Ron)
6. 09:56 PM - Re: Aero Commander For Sale (COMMANDER560@cs.com)
Message 1
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Subject: | Re: Aero Commander For Sale |
--> Commander-List message posted by: "Ron" <pakrak@charter.net>
----- Original Message -----
From: "jlyle" <jlyle@thomsonaviation.com>
Subject: Re: Commander-List: Aero Commander For Sale
> --> Commander-List message posted by: jlyle <jlyle@thomsonaviation.com>
>
> Hi all'
> I have dedcided to sell my Aero Commander after much work and restoration.
> Please look at the photo's to see results of several years of effort.
> I believe it to be the best example of a 520 available.
> 5838 TT
> 612 SMOH Left with New Top
> 196 SMOH Right-
> 125 since New Props and Hubs (no AD's)
> Great New Panel with Garmin 430, S-tec AutoPilot, Annnunciator lights and
much more.
> New paint and recent interior
> Compete spec sheet and photo's at www.thomsonaviation.com
> Will entertain any reasonable offer and consider partial trade for small
single engine.
> It flies great and will make someone a great aircraft.
> Thanks,
> James Lyle
> N11L
> 706-799-2602 cell
>
>
Message 2
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Subject: | Re: Continental engine notes |
--> Commander-List message posted by: "Ron" <pakrak@charter.net>
----- Original Message -----
From: "Chris Schuermann" <cschuerm@cox.net>
Subject: Commander-List: Continental engine notes
> --> Commander-List message posted by: Chris Schuermann <cschuerm@cox.net>
>
> Okay, several folks have asked me if there's any specific items that
> might help make decisions about when and how to overhaul Continental
> engines.
>
> Two BIG items are the case and crank.
> Most Continental owners (I hope) already know that the factory changed
> the method used to make cranks. They were having a bit of trouble with
> cranks breaking. The new process is refered to as VAR (vaccum arc
> remelt). If you have a non-VAR crank, it is required to be replaced
> with a VAR crank any time the case is split! This is an important note
> - if you have to open the case for any reason - even on a low time
> engine - the crank must be replaced. Did I mention that they're rather
> expensive? Keep that in mind if you're looking at buying an airplane
> that doesn't have the new crank - you never know what might happen that
> would require an early split. A minor prop strike requires an internal
> inspection for example.
>
> There have been four (I believe) revisions of the 6 cylinder Continental
> case assembly. If you have a first generation case, consider it a
> throw-away item at overhaul. They had a LOT of problems with those
> cases cracking. I've seen airplanes with cylinders laying in the bottom
> of the cowling with part of the case still attached. Only the absolute
> cheapest shops would consider re-using a phase I case at overhaul. THe
> phase III/VI cases can be identified by bumps along the upper spine of
> the case where the bolts go through. These are the heavier cases which
> are most desirable. They also have a Teledyne logo at the rear of the
> case - behind the right rear cylinder if memory serves.
>
> Here's where the decision making part comes in. IF you happen to have
> an engine with an early case and/or a non-VAR crank, you'll almost
> certainly want to send it in for a factory re-man. When Continental
> receives such an engine for overhaul, they toss the case and crank in
> the junk pile and you get a new case and crank at no additional cost
> (this will change as some point no doubt). Generally, going for a
> factory re-man is very cost effective in this case as a field overhauler
> would have to purchase a new or servicable crank and case. (and I
> personally hate getting "servicable" parts since I never know what
> happend to cause them to end up on the market and NOT in an engine).
>
>
> Hope I havn't make everyone paranoid now with all this engine talk! :-)
>
> Chris
>
>
Message 3
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Subject: | Re: Continental engine notes |
--> Commander-List message posted by: "Ron" <pakrak@charter.net>
----- Original Message -----
From: "Chris Schuermann" <cschuerm@cox.net>
Subject: Commander-List: Continental engine notes
> --> Commander-List message posted by: Chris Schuermann <cschuerm@cox.net>
>
> Okay, several folks have asked me if there's any specific items that
> might help make decisions about when and how to overhaul Continental
> engines.
>
> Two BIG items are the case and crank.
> Most Continental owners (I hope) already know that the factory changed
> the method used to make cranks. They were having a bit of trouble with
> cranks breaking. The new process is refered to as VAR (vaccum arc
> remelt). If you have a non-VAR crank, it is required to be replaced
> with a VAR crank any time the case is split! This is an important note
> - if you have to open the case for any reason - even on a low time
> engine - the crank must be replaced. Did I mention that they're rather
> expensive? Keep that in mind if you're looking at buying an airplane
> that doesn't have the new crank - you never know what might happen that
> would require an early split. A minor prop strike requires an internal
> inspection for example.
>
> There have been four (I believe) revisions of the 6 cylinder Continental
> case assembly. If you have a first generation case, consider it a
> throw-away item at overhaul. They had a LOT of problems with those
> cases cracking. I've seen airplanes with cylinders laying in the bottom
> of the cowling with part of the case still attached. Only the absolute
> cheapest shops would consider re-using a phase I case at overhaul. THe
> phase III/VI cases can be identified by bumps along the upper spine of
> the case where the bolts go through. These are the heavier cases which
> are most desirable. They also have a Teledyne logo at the rear of the
> case - behind the right rear cylinder if memory serves.
>
> Here's where the decision making part comes in. IF you happen to have
> an engine with an early case and/or a non-VAR crank, you'll almost
> certainly want to send it in for a factory re-man. When Continental
> receives such an engine for overhaul, they toss the case and crank in
> the junk pile and you get a new case and crank at no additional cost
> (this will change as some point no doubt). Generally, going for a
> factory re-man is very cost effective in this case as a field overhauler
> would have to purchase a new or servicable crank and case. (and I
> personally hate getting "servicable" parts since I never know what
> happend to cause them to end up on the market and NOT in an engine).
>
>
> Hope I havn't make everyone paranoid now with all this engine talk! :-)
>
> Chris
>
>
Message 4
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Subject: | Re: Aero Commander For Sale |
--> Commander-List message posted by: "Ron" <pakrak@charter.net>
----- Original Message -----
From: "jlyle" <jlyle@thomsonaviation.com>
Subject: Re: Commander-List: Aero Commander For Sale
> --> Commander-List message posted by: jlyle <jlyle@thomsonaviation.com>
>
> Hi all'
> I have dedcided to sell my Aero Commander after much work and restoration.
> Please look at the photo's to see results of several years of effort.
> I believe it to be the best example of a 520 available.
> 5838 TT
> 612 SMOH Left with New Top
> 196 SMOH Right-
> 125 since New Props and Hubs (no AD's)
> Great New Panel with Garmin 430, S-tec AutoPilot, Annnunciator lights and
much more.
> New paint and recent interior
> Compete spec sheet and photo's at www.thomsonaviation.com
> Will entertain any reasonable offer and consider partial trade for small
single engine.
> It flies great and will make someone a great aircraft.
> Thanks,
> James Lyle
> N11L
> 706-799-2602 cell
>
>
Message 5
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Subject: | Re: Continental engine notes |
--> Commander-List message posted by: "Ron" <pakrak@charter.net>
----- Original Message -----
From: "Chris Schuermann" <cschuerm@cox.net>
Subject: Commander-List: Continental engine notes
> --> Commander-List message posted by: Chris Schuermann <cschuerm@cox.net>
>
> Okay, several folks have asked me if there's any specific items that
> might help make decisions about when and how to overhaul Continental
> engines.
>
> Two BIG items are the case and crank.
> Most Continental owners (I hope) already know that the factory changed
> the method used to make cranks. They were having a bit of trouble with
> cranks breaking. The new process is refered to as VAR (vaccum arc
> remelt). If you have a non-VAR crank, it is required to be replaced
> with a VAR crank any time the case is split! This is an important note
> - if you have to open the case for any reason - even on a low time
> engine - the crank must be replaced. Did I mention that they're rather
> expensive? Keep that in mind if you're looking at buying an airplane
> that doesn't have the new crank - you never know what might happen that
> would require an early split. A minor prop strike requires an internal
> inspection for example.
>
> There have been four (I believe) revisions of the 6 cylinder Continental
> case assembly. If you have a first generation case, consider it a
> throw-away item at overhaul. They had a LOT of problems with those
> cases cracking. I've seen airplanes with cylinders laying in the bottom
> of the cowling with part of the case still attached. Only the absolute
> cheapest shops would consider re-using a phase I case at overhaul. THe
> phase III/VI cases can be identified by bumps along the upper spine of
> the case where the bolts go through. These are the heavier cases which
> are most desirable. They also have a Teledyne logo at the rear of the
> case - behind the right rear cylinder if memory serves.
>
> Here's where the decision making part comes in. IF you happen to have
> an engine with an early case and/or a non-VAR crank, you'll almost
> certainly want to send it in for a factory re-man. When Continental
> receives such an engine for overhaul, they toss the case and crank in
> the junk pile and you get a new case and crank at no additional cost
> (this will change as some point no doubt). Generally, going for a
> factory re-man is very cost effective in this case as a field overhauler
> would have to purchase a new or servicable crank and case. (and I
> personally hate getting "servicable" parts since I never know what
> happend to cause them to end up on the market and NOT in an engine).
>
>
> Hope I havn't make everyone paranoid now with all this engine talk! :-)
>
> Chris
>
>
Message 6
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Subject: | Re: Aero Commander For Sale |
--> Commander-List message posted by: COMMANDER560@cs.com
says no aircraft for sale at your website
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