Ben,
I rebuilt my A65, with no logbooks at all. I built it under the supervision
of an IA, but he didn't turn a wrench on it, and didn't sign anything off.
I made a new log for it, with the following notation:
"Recording Tach time: 0.00 Hours; Total Time in Service: Unknown;
Overhauled engine in accordance with Continental Overhaul Manual to "New"
limits. Installed the following overhauled components: Crankcase,
overhauled by Divco, Inc. "Yellow Tag" WDC#79640. Crankshaft, S/N
S111199-2, overhauled by Aircraft Specialties, Connecting rods S111199-2,
overhauled by Aircraft Specialties, Rocker Arms P/N 639615, overhauled by
Triad Aviation. The following parts were magnafluxed by Triad Aviation:
Crankshaft Gear, Camshaft Gear, Oil Pump Impellers. Installed the following
new parts: Camshaft (P/N 4546) - Fresno Air Parts; Cam Followers (8) (P/N
21608) - Fresno Air Parts; Millennium Cylinders (S/N 65A01988/89/90/91 -
Superior Air Parts; Magnetos (Slick 4333), new Unison ignition harness,
UREM40E Sparkplugs. Overhauled Stromberg NAS3-A1 Carburetor with stainless
steel needle valve. Installed Brackett air filter, BA-4106. Installed new
stainless steel intake pipes."
I dated that notation July 8, 2002, which was when I built the engine.
Then, when the FAA came out to inspect the airplane (I used the local FSDO,
rather than a DAR. The DAR wanted $500 to inspect it. The FAA was free,
but I had to wait a week for them to come out.), the inspector asked me to
make the following notation in the log:
Date 10/5/2004; Recording Tach Time 00.77 hours;
"I certify that I have inspected this engine and propeller in accordance
with the scope and details of Appendix D to Part 43 and found it to be in a
condition for safe operation"
Signed: J.C. Phillips (Repairman- Pending)
That was all there was to it. The inspector was aware that I had rebuilt
the engine, and that it had a certificated prop. He signed off the airplane
with a 25 hour phase 1 test period. I think the FAA Inspectors are actually
quite a bit more lenient than the DAR's are (probably because they don't
worry about the FAA breathing over their shoulders like the DARs do).
Good luck,
Jack Phillips
NX899JP
Raleigh, NC
-----Original Message-----
From: owner-pietenpol-list-server@matronics.com
[mailto:owner-pietenpol-list-server@matronics.com] On Behalf Of Ben Charvet
Sent: Sunday, November 15, 2009 3:40 PM
To: Pietenpol list; continental-list@matronics.com
Subject: Certified Engine question
I had installed a used Continental A-65 on my recently finished
project. In the process of getting ready for my airworthiness
inspection with the FAA we did a compression test and found one cylinder
to be low(35/80). The engine ran great but did have a lot of blow-by.
Oil pressure was appx 25 at idle and mid 30's above 1200 rpm. I pulled
the weak cylinder and found that the #1 rod bearing has excessive wear.
I mean like you can do the push pull thing and feel slop. The engine
came with log books, was 1500 SMOH, but I was hoping to get through
phase 1 flight testing, since the logbook compressions were all good.
Basically I understand now the engine needs a total rebuild.
So here is my question.. I am no an A&P, but have lots of experience
rebuilding engines of both air cooled and water cooled all in
automobiles. I'm confident I can do this myself. I already had started
overhauling parts prior to finding this engine and have a rebuilt case,
crank, and cam. I've been told that to call my engine a Continental
A-65 and leave the data plate on, that all this work would need to be
signed off by an A&P. I have a certified Sensenich wood prop installed
and was hoping for a 25 hr Phase 1. All the paperwork is already sent
in the the FAA and the inspection is scheduled for Dec 4. So if I do
this work myself , do I call it a Ben Charvet 65 HP? Bet that would
drive the insurance folks nuts.
I also have one other option. I have my trusty old Baby Ace that is in
bad need of a restoration, but has a 350 SMOH A-75 with a McCaulley
metal prop (would help my W&B). I was really hoping to keep flying the
Baby Ace right up till my first flight in the Piet, but I could just
swap that engine on, change the paperwork with the FAA, and rebuild the
A-65 at my convenience while restoring the Baby Ace at some later date.
I was really hoping to sell the Baby Ace, but its not worth more than
its engine/prop anyway.
This is without a doubt the longest post I've ever made, but this is a
tough choice.
My main question is: If a non-certified mechanic rebuilds a certified
engine, can you legally leave the data plate on? Is it still a
Continental A-65 legally as far as the FAA/Insurance companies are
concerned?
Thanks
Ben Charvet
