---------------------------------------------------------- Commander-List Digest Archive --- Total Messages Posted Wed 08/24/05: 6 ---------------------------------------------------------- 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 _____________________________________ Time: 09:09:43 PM PST US From: "Ron" Subject: Re: Commander-List: Aero Commander For Sale --> Commander-List message posted by: "Ron" ----- Original Message ----- From: "jlyle" Subject: Re: Commander-List: Aero Commander For Sale > --> Commander-List message posted by: jlyle > > 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 _____________________________________ Time: 09:09:43 PM PST US From: "Ron" Subject: Re: Commander-List: Continental engine notes --> Commander-List message posted by: "Ron" ----- Original Message ----- From: "Chris Schuermann" Subject: Commander-List: Continental engine notes > --> Commander-List message posted by: Chris Schuermann > > 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 _____________________________________ Time: 09:09:43 PM PST US From: "Ron" Subject: Re: Commander-List: Continental engine notes --> Commander-List message posted by: "Ron" ----- Original Message ----- From: "Chris Schuermann" Subject: Commander-List: Continental engine notes > --> Commander-List message posted by: Chris Schuermann > > 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 _____________________________________ Time: 09:09:43 PM PST US From: "Ron" Subject: Re: Commander-List: Aero Commander For Sale --> Commander-List message posted by: "Ron" ----- Original Message ----- From: "jlyle" Subject: Re: Commander-List: Aero Commander For Sale > --> Commander-List message posted by: jlyle > > 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 _____________________________________ Time: 09:10:02 PM PST US From: "Ron" Subject: Re: Commander-List: Continental engine notes --> Commander-List message posted by: "Ron" ----- Original Message ----- From: "Chris Schuermann" Subject: Commander-List: Continental engine notes > --> Commander-List message posted by: Chris Schuermann > > 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 _____________________________________ Time: 09:56:35 PM PST US From: COMMANDER560@cs.com Subject: Re: Commander-List: Aero Commander For Sale --> Commander-List message posted by: COMMANDER560@cs.com says no aircraft for sale at your website