VansAirForceForums  
Home > VansAirForceForums

-POSTING RULES
-Advertise in here!
- Today's Posts | Insert Pics

Keep VAF Going
w/a Donation






VAF on Twitter:
@VansAirForceNet


Go Back   VAF Forums > Model Specific > RV-9/9A
Register FAQ Members List Calendar Search Today's Posts Mark Forums Read

Reply
 
Thread Tools Search this Thread Display Modes
  #1  
Old 01-30-2023, 01:27 AM
flyingcharl flyingcharl is offline
 
Join Date: Oct 2009
Location: Pakenham Australia
Posts: 34
Default 0/320 prop strike need re build price

Can some engine rebuilder in USA give me a estimate on 0/320 I think itís roller tappets type
In Australia there quoting $24000.00 Australia + tax
There saying governor and magneto have to be o/haul
Does that have to be done in a non certified engine fitted in rv9a
Thanks
Reply With Quote
  #2  
Old 01-30-2023, 07:47 AM
airguy's Avatar
airguy airguy is offline
 
Join Date: Oct 2006
Location: Garden City, Tx
Posts: 6,151
Default

As you pointed out, it's experimental. In the US (not sure about Australia) that means you don't HAVE to do ANYthing for that engine.

Having said that - there are some things that are just good common sense and "best practices" that should be followed. In the certified world, those become mandatory - which means that somewhere along the line people died because of it, or it wouldn't be mandatory.

At a minimum, assuming you are willing to take most of the risk upon yourself, you should dial the crank to see if it's bent. Next on the list would be a rebuild of the mags and governor, yes, because those are gear-driven and frequently are damaged by the sudden-stop of a prop strike.

Having said all that - I think the dollar cost you are being quoted is high.
__________________
Greg Niehues - SEL, IFR, Repairman Cert.
Garden City, TX VAF 2023 dues paid
N16GN flying 1,250 hrs and counting on 93E10; IO360, SDS, WWRV200, Dynon HDX, IFD440, G5
Built an off-plan RV9A with too much fuel and too much HP. Should drop dead any minute now.
Repeat Offender - 10 empennage in process.
Reply With Quote
  #3  
Old 01-30-2023, 08:06 AM
Low Pass's Avatar
Low Pass Low Pass is offline
 
Join Date: May 2006
Location: Texas
Posts: 2,230
Default

Quote:
Originally Posted by airguy View Post
As you pointed out, it's experimental. In the US (not sure about Australia) that means you don't HAVE to do ANYthing for that engine.

Having said that - there are some things that are just good common sense and "best practices" that should be followed. In the certified world, those become mandatory - which means that somewhere along the line people died because of it, or it wouldn't be mandatory.

At a minimum, assuming you are willing to take most of the risk upon yourself, you should dial the crank to see if it's bent. Next on the list would be a rebuild of the mags and governor, yes, because those are gear-driven and frequently are damaged by the sudden-stop of a prop strike.

Having said all that - I think the dollar cost you are being quoted is high.
My 2 cents from the other side of the planet... Is the engine close to run out (lots of new/reconditioning needed)? Low time (reuse most stuff as-is)? Do you want to upgrade/increase performance? These are part of the equation.
Disassemble, inspect, reassemble (only requiring new consumables). You could get out for $1,000-2,000 on the low side. With your labor. What would a shop charge you? I'm guessing 10X this figure.
__________________
Bryan

'00 RV-8, built & flying
'60 Bonanza, bought & flying
'25 RV-9, building
'46 Cub, bought & sold

Last edited by Low Pass : 01-30-2023 at 08:16 AM.
Reply With Quote
  #4  
Old 01-30-2023, 02:31 PM
Avanza Avanza is offline
 
Join Date: Jul 2020
Location: Vastervik Sweden
Posts: 296
Unhappy

Look at you prop manufacturers definition of a prop strike.
This will give some indication.
Having said that, a wood prop lightly touching a grass field at low rpm may not cause major damage to the engine, even though the prop need overhaul.
On the other hand a metal prop that is severely bent may require a new
crankshaft and other things on the engine.
If the prop had a "sudden stop" particularly at high rpm, then the magnetos and governor are damaged. This may risk the life of people if not repaired.


Good luck
Reply With Quote
  #5  
Old 01-30-2023, 03:51 PM
Ralph Inkster Ralph Inkster is offline
 
Join Date: Feb 2008
Location: Calgary, Alberta
Posts: 2,026
Default

Any reputable shop would have to perform all the steps laid out per Lycoming's Bulletin: & you retain value (& peace of mind) in the engine.

https://www.lycoming.com/sites/defau...%20%281%29.pdf

There is significant work involved in a prop strike inspection. These days at that estimated cost ($25k au), it probably wouldn't include other potential nasties like new crank, gears, oil pump, etc.

...Any inspection/repair process less than that & you basically have a core, of questionable valve.
__________________
Ralph
built a few RVs, rebuilt a few more, hot rodded more, & maintained/updated a big bunch more
Reply With Quote
  #6  
Old 01-30-2023, 05:15 PM
Tankerpilot75's Avatar
Tankerpilot75 Tankerpilot75 is offline
 
Join Date: Jan 2015
Location: Oklahoma City, OK
Posts: 855
Default

Quote:
Originally Posted by flyingcharl View Post
Can some engine rebuilder in USA give me a estimate on 0/320 I think itís roller tappets type
In Australia there quoting $24000.00 Australia + tax
There saying governor and magneto have to be o/haul
Does that have to be done in a non certified engine fitted in rv9a
Thanks
Given the US to Australian conversion rate of $1 US to $1.43 Australian, the price youíre quoting is similar to the price for the tear down/rebuild inspection from my prop strike last summer. The prop governor was also overhauled but I decided to upgrade to PMags instead of replacing the slick magnetos per Lycoming guidelines. The PMag upgrade added a little to the total cost.

Thank goodness for insurance.
__________________
Jim Harris ATP, 2008 RV7A, 2nd owner, N523RM (2015) Superior XPIO-360 B1AA2, MT9 CS prop, Two PMags, Dual GRT Horizon EX with ARINC, EIS, Garmin 340, 335 w/WAAS gps, Dual 430s (non-WAAS), TruTrak 385 A/P with auto level & trim, Tosten 6 button Military Grips, FlightBox wired to EX, Dynon D10A w/battery backup, 406 MHz ELT, Mountain High O2, CO2 monitor, Custom Interior, TS Flightline hoses, ETX900 Battery, Bruce Cover

Retired - Living the dream - going broke!
Reply With Quote
  #7  
Old 01-30-2023, 05:58 PM
Marc Bourget Marc Bourget is offline
 
Join Date: Apr 2009
Location: Stockton, California
Posts: 414
Default

I believe I have raised this point before.

You did not describe how the strike occurred but the gamut of methods is adequately covered in the Lycoming advisory circular.

As stated by Lycoming, crank replacement is mandatory if the flange run out limits are exceeded.

The inconsistent history of the degree of crank damage from prop strikes, (from nothing to total crank failure on next start up) depends on the "timing" of the strike in relation to a power pulse. If contact occurs just as a cylinder fires, the loads "go to Valhalla" and you can suffer internal fracture planes more than .375" below the surface of the flange, beyond detection from a good magna flux machine.

The only diligent test is an industrial X-ray.

They're a lot more strict in OZ than here in the USA.

Good Luck!
Reply With Quote
  #8  
Old 02-22-2023, 10:48 PM
flyingcharl flyingcharl is offline
 
Join Date: Oct 2009
Location: Pakenham Australia
Posts: 34
Default Prop strike

I had a nose wheel collapsed and tip over I have dialed the crankshaft with zero run out prop did get damaged but is on idle
Reply With Quote
  #9  
Old 02-23-2023, 07:38 AM
lr172 lr172 is offline
 
Join Date: Oct 2013
Location: Schaumburg, IL
Posts: 8,236
Default

Quote:
Originally Posted by flyingcharl View Post
I had a nose wheel collapsed and tip over I have dialed the crankshaft with zero run out prop did get damaged but is on idle
While some amateurs seem to use that as an acid test, sadly a flange with 0 run out IS NOT a definitive indicator that no internal damage exists. While we each must develop our own risk tolerance level, this individual data point alone should not provide a great deal of comfort to you. It is the stress from excessive decelleration forces that can cause problems and do not believe that this will bend the flange in EVERY case. Think concussion. You can have significant trauma to your brain, eventhough you have no external signs of injury. On the flipside, a good deal of run out is not a death sentence either. I bought a prop strike core for my 10. Crank dialed out at .010" ASI bent it back to 0 and found no other damage on the crank or gears. Never looked at the governor or mags, as they went to the recycle bin. Was told that one of the most common failures from a prop strike is the cank gear or the pin that indexes it.
__________________
N64LR - RV-6A / IO-320, Flying as of 8/2015
N11LR - RV-10, Flying as of 12/2019

Last edited by lr172 : 02-23-2023 at 08:13 AM.
Reply With Quote
Reply


Thread Tools Search this Thread
Search this Thread:

Advanced Search
Display Modes

Posting Rules
You may not post new threads
You may not post replies
You may not post attachments
You may not edit your posts

vB code is On
Smilies are On
[IMG] code is On
HTML code is Off
Forum Jump


All times are GMT -6. The time now is 05:10 AM.


The VAFForums come to you courtesy Delta Romeo, LLC. By viewing and participating in them you agree to build your plane using standardized methods and practices and to fly it safely and in accordance with the laws governing the country you are located in.