Factory Reman
 

Has anyone had any experience with direct sales at Continental Motors? I am gearing up to change the front engine and open to all options.

Continental is quoting the IO360 B6B with a TBO of 1700 hours. Not sure of any differences yet but this is the factory replacement. Has anyone used this model?

I have a unique situation with my current engine. No tag, has been overhauled but no good records as for the case or crank. Continental says they will give me full core at $3,000.

I am tempted to buy a complete airplane for not much more and part it out. Just don't need another project right now.

Hi Herb,
With your 68 model, you need either a -C, -CB, -G or -GB engine. IO-360-B's are not eligible for installation on 337's.
Please refer to TCDS A6CE for details.

Dave

My TYPO Dave

It is actually a IO360CB6B. I forgot the C

FWIW, the CB6B has the 200 additional hours so TBO is 1700 and the real difference is the Main and Rod journals are larger than the previous C only model with out the B. 6B designates the accessories as a 24V 38 amp Alt and the Tach p/u on the mag

Cheers

Last Flight with an Icon
 

Well, yesterday was the last flight in my Skymaster with the original front engine from 1968. 47 years ago Continental Motors delivered this engine to Cessna in Wichita. Since then there was one major overhaul in 1980, before I started flying it, that dad had a shop do. We had to change a couple cylinders, a starter or two, throttle body and fuel control but other than that, maybe a vacuum pump or two, it's been amazing power plant. I can't complain as it has 2200 hours on it since the overhaul in 1980. Still operates good, has good compressions but is starting to leak some oil out the cylinder drains as the valve guides are very worn. I have very limited knowledge on the overhaul in 1980 so I am not even sure it has a VAR crankshaft. I am assuming it does but the log entry is lacking in that detail.

I am exchanging it for a FACTORY ZERO time reman from Continental. It is a IO360CB6B which has larger main journals and ups the TBO to 1700 hours from 1500. Continental has been great to work with and has gone out of their way to make this as transparent as possible. My hat is off to them so far, we will see how the rest of the program progresses. I am doing most of the work myself under the direction of my A&P at Griswold Aviation in Marshall, MI. Started today and have about 60% of the dis-assembly complete. Hope to see a new crate show up in 2-3 weeks.

I am having the propeller governor overhauled and the hydraulic pump as I don't think they have been done or at least for a long time. Of course new engine mounts and lots of cleaning, tidy up of wires. Anything else that you can think I should address let me know.

List price for the engine is $50,492.00 and with the core credit of $14,500.00 it makes the bottom line $35,992.00. It's a big hit but I think in my case I am better off with the reman for several reasons, especially not knowing if I have a VAR crank.

I'll post some results as it happens

Wow, quite a story Herb with the original engine. This is a very interesting thread to me as my factory reman engines from 1988 are at about 1490 hours each. I don't have any reason at the moment to overhaul but nevertheless it will be interesting to hear the final numbers. Where's the rear engine at in it's life cycle? Just curious.

Good Luck,

Ed

I don't think that the VAR cranks came into existence till sometime in the 90's. TCM has a special right now where you wont be penalized if your core has a non-VAR crank.

Thanks Dave, I was assured by TCM that I would receive my full core value.
Ed, rear engine is about 1000 hours

Congratulations Herb
You might consider a lightweight starter if that is an option.
Also if you are thinking of GAMI's now might be the time as you may be able to send the GAMI's to the company and save the cost of the original injectors on that engine.
Just a thought...

Thanks Jim

Did GAMI's several years ago so I will keep those and send the new TCM injectors back with the core

I really don't see the advantage of the lightweight starter. They really turn a lot faster and do not have the duty cycle like the originals, only my opinion

Cheers

You may have to get new paperwork for the GANI's from the company and maybe even trade them in for different ones depending on the induction and cylinder specifications on the new engine.
Do you have a link for comparing the starters? I am thinking about the lightweight one.

336 Tcds?
 

I find this thread interesting. So when I look at the tcds for 336 and the 337 they're several different engines approved for the 337, in regards to the 336, it only says IO-360-A , which has a listed tbo of 1500. Is there no variation of the IO 360-A that has similar improvements ie; increased TBO etc? Do any of the gurus on this website know of an stc or FORM 337 that has been accomplished on the 336?

the 336 was only made one year and I don't think anyone was going to spend any money for mods on a very limited supply of airframes. 1500 hour TBO is pretty much the norm for Skymasters but you can achieve a lot more hours at Part 91 so no worries with that engine

Hi Herb

My front engine is a factory io-360g reman from 1983 with 550hrs, it was still running strong when I purchased the project.

Recently we decided to conduct a bulk strip, the flange serial number indicateded a VAR crank but we remained unsure until some cylinders were removed. The engine will have the required inspection / test carried out, new bearings and all mandatory parts replaced. We also found some lifters just starting to show signs of wear as well as some gears. Besides one intake valve and two exhaust valves cylinder still show hone marks, so we will hone, install new rings as well as check all valve guides and reseat valves.

Fuel system o/h "ouch", 500 hourly on the mags as well as checking all other accessories.

By doing this we will be able to bring the engine back into calendar time, more
importantly we will now know what I have sitting in the front.

I did get a price on exchanging a non VAR late last year for a VAR just in case. It was $5,800 USD.

Now that is just the front, rear is original engine with 1950hrs TT. Looking at all options for this one, mid time, a reman or o/h. TCM have provided a number of options to consider, they have been very easy to deal with.

Just thought I would share my journey with the group.

Dave

Also getting a Factory Reman (rear eng.) direct from Continental.
Attached pictures of the engine mount (ready to be sent out for NDT) and the rear firewall. I have Gamis but will likely run the factory injectors for break-in/cylinder conditioning x at least 25 hours in case there are any problems.

What kind of NDI, x-Ray?

Looks good James.........are you concerned you will toast one of your GAMI injectors? Guess it's possible, I was going to put mine in the new engine for break in. Not a bad idea though to run the factory units for a couple flights. Just have to take the intakes back off to change em out :(

Herb that could happen but also concerned with if there is a generic issue with the engine under warranty I don't want any pushback if we started with the gami's. First 25 hours crucial for cylinder conditioning and I wanted to do it with their injectors.

Likely a good idea to use the factory injectors for break in but I do have another thought.

I don't have GAMI injectors but aren't GAMI's designed for one single engine? I thought when purchasing GAMI's injectors that you send them a bunch of data (EGT's, "GAMI spread", etc.) and then they try to send you injectors to "balance" (for lack of a better term) the cylinders. It may work the first time, may not, but they keep tweaking until they get it right. Pulling the same set of injectors off your old engine and putting them on the new one doesn't sound like the correct action to me. Opinions..?.?.?.... I'm thinking new data will need to be sent to GAMI and a new set of injectors built and installed. I suppose luck could make the old ones correct but for that matter, the factory injectors could get lucky and be perfect as well.

Wondering......

Ed Asmus

I am totally with you there Ed-my mechanic is checking with GAMI first to get the specs/serial numbers/paper work etc in order and verified before installing in the new CB6. There is a chance I will have to buy new ones but will see.

Ed
GAMI sends the injectors based on the engine and aircraft you have then you go fly and the numbers are sent to GAMI. GAMI will then send you injectors to fine tune the numbers. I only had to change 2 injectors from the original set they sent me based on the continental engine we all have........

Thanks for the info! If both of you can keep us posted on the progress, I know I would appreciate it, and I'm sure many others will too. Thanks guys!

Ed

6 cylinder egt / cht
 

James,

Hope I'm not butting in, I appreciate the photos, but do you have a 6 cylinder cht egt montitor on the rear engine? Not sure I see the probes. Most likely I just can't see them. :) Be that as it may, I would think that in order to get the best data for GAMI info, knowing what is going on in each cylinder would quite desirable.

Best

For sure - have the monitor but probe wires are just wrapped up. Have flown with the 960 on this acft ~ 1 1/2 yrs now.

re NDT
 

re NDT after the aircraft engine mount is stripped of paint and the welds are sandblasted, I believe the tubing is x-rayed and the welds are inspected with dye penetrant.

A thing of beauty has arrived...

Awesome, very nice! :o)

looks sweet James, mine is almost complete on the install. had to stop and head south for Sun N Fun but will finish when I get back in a week. No hurry just enjoying the build so far. It's amazing how much time it takes to prep everything. I pickup one part or component and I can't put back on until it's cleaned, degreased and painted. I took the lead from Continental and accented everything gloss black, so far it looks pretty good. Good luck on the project and if you have any problem with the Lord Mounts lining up with the block let me know :)

Looks great as well Herb. Looks like you have lots of helpers! Have fun!

Well we fired her up yesterday and everything went great. Flew it home last night and it did fine. Lotsa power, CHT stable, oil pres good and all vitals normal...........cheers

https://www.facebook.com/herb.harney

Awesome Herb! Great news!

Ed

Great job!
I'm about 7 to 10 days behind you as I am still waiting for the prop to come back. It needed a couple of parts that took a while to get.
What where your instructions for break in?
Happy flying!

The factory re-man's (like yours) are already run in the test cell for an hour at least. This is really a great advantage. Mine came out of the gate with all vitals stable on the maiden test flight.

I like to keep a close eye on CHT's (JPI 6 point) and put some cruise time for the first 5 or so hours. Nice 1 to 1.5 hour legs while varying RPM's every 30 minutes. Keep the CHT's hot but not close to red line. 325 to 350 max and at cruise 300 to 325.

Attached is a nice write up that a good friend did. He has an late model G riley conv

Thanks Herb - will send to my mechanic and see what he thinks. It seems like there are a few different recommendations out there eg. Continental suggests varying the power between 65 - 75 % every 15-30 mins, only in the second hour. I have attached one of the documents they sent.

Also attached an image of the engine hung on the mount. I asked again re the NDT on the mount - answer was: dye for the welds, x-ray for everything else, and ultrasound if there is surface corrosion to see how deep the corrosion is. If it is less than 10 % - no problem - it just gets resurfaced-mine had a small patch of it, luckily < 10%, so that it what they did, then powder coated the mount.

Also had the rear prop O/H'd as was getting the engine replaced - I didn't realized but it makes total sense that they performed NDT on the prop also.

Fresh prop installed - should be ready for ground runs tomorrow.

Looks good James, best to the test runs

Making adjustments still.
Some more photos below - beauty is in the eye of the 337 owner...

Exciting stuff Jim