BLUF: What am I getting myself into tackling an IRAN on a salvage motor?
I touched on this in my thread on planning for engine work but I feel this deserves its own thread. I'm looking very closely at an O-320-B that was removed from an Apache that was totaled in a forced landing. I'm told this particular engine was secured prior to impact (engine shut down, prop feathered). The engine was overhauled in 2009 and then IRAN'd in 2018. Although the logs do not state the reason for IRAN, presumably it was for corrosion as the TSMOH is listed as 10.5 hours in that nine year period.
After the wreck in 2019 the engine was removed and stored in a warehouse in Texas. The salvage company does not consider it to have a prop strike, but does state the cylinders are rusty. The TSMOH is estimated at approximately 20 hours.
Obviously the cylinders would need to come off and at minimum have the corrosion cleaned up in an IRAN style service. They were new at OH so other than corrosion I'm not sure a full OH or new cylinders would be warranted. Am I missing anything in that calculus?
I've requested pictures of the wreckage to see if I can determine if the prop hit the ground, despite not being under power. Is it justified to assume a full teardown and sending the crank to get magnafluxed is necessary? Or would a visual inspection and checking the flange runout be sufficient IF the pictures do not show any apparent prop damage? Even if it is deemed unnecessary to send everything out for inspection, would it worthwhile to split the case anyway and change over to DLC lifters and replace the cam, since the engine has been sitting since removed?
What parts are necessary to replace in an IRAN besides seals? I know rod bolts are single use; are there any other single-use fasteners?
For the record, I haven't purchased the engine yet. The salvage company states they will guarantee all the bottom end parts and will guarantee the cylinders as "overhaul-able." On it's face this seems like a good candidate engine for cleaning up and hanging, BWTHDIK?
I touched on this in my thread on planning for engine work but I feel this deserves its own thread. I'm looking very closely at an O-320-B that was removed from an Apache that was totaled in a forced landing. I'm told this particular engine was secured prior to impact (engine shut down, prop feathered). The engine was overhauled in 2009 and then IRAN'd in 2018. Although the logs do not state the reason for IRAN, presumably it was for corrosion as the TSMOH is listed as 10.5 hours in that nine year period.
After the wreck in 2019 the engine was removed and stored in a warehouse in Texas. The salvage company does not consider it to have a prop strike, but does state the cylinders are rusty. The TSMOH is estimated at approximately 20 hours.
Obviously the cylinders would need to come off and at minimum have the corrosion cleaned up in an IRAN style service. They were new at OH so other than corrosion I'm not sure a full OH or new cylinders would be warranted. Am I missing anything in that calculus?
I've requested pictures of the wreckage to see if I can determine if the prop hit the ground, despite not being under power. Is it justified to assume a full teardown and sending the crank to get magnafluxed is necessary? Or would a visual inspection and checking the flange runout be sufficient IF the pictures do not show any apparent prop damage? Even if it is deemed unnecessary to send everything out for inspection, would it worthwhile to split the case anyway and change over to DLC lifters and replace the cam, since the engine has been sitting since removed?
What parts are necessary to replace in an IRAN besides seals? I know rod bolts are single use; are there any other single-use fasteners?
For the record, I haven't purchased the engine yet. The salvage company states they will guarantee all the bottom end parts and will guarantee the cylinders as "overhaul-able." On it's face this seems like a good candidate engine for cleaning up and hanging, BWTHDIK?