Well, I certainly found the most expensive way to get to Florida.

Jim K said:
Im insured through avemco. I called them and eventually got an adjuster who said there’s no claim. I asked specifically "what if it was the governor that took out the rest of the engine?", and he said that would be considered wear &tear. This contradicts @Fearless Tower 's experience with them. He said I could file a claim if I thought it should be covered, but I decided to wait and see what the mechanics say.
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For reference, my claim with Avemco was almost 10 years ago now.

In my case, it was a magneto that failed and a gear tooth broke off which then contaminated the engine with metal. Not sure if it makes a difference, but I didn't need an overhaul - just split the case, clean out and reassemble - I was told anything found during the inspection like wear and tear would not be covered.

When I called them, they went ahead and started the claim but said it would be up to the adjustor to determine if it would be covered, which it ultimately was, at least back then.
 
Jim K said:
Beats me. Stl fsdo told me they investigate every emergency like that. Atl fsdo said they always call, but hasn't asked for anything else yet. I'll update if they do. Might have to do with the level of disruption. At SUS I know they had to move a couple jets out of my way.
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When I declared my emergency in the T6 at CSG on a Friday, I got a call from ATL FSDO the following Monday.

It was under the auspices of investigating to see if it was an issue that could require an AD. Pleasant contact, but a bit annoying for the shop that was working on the airplane as they kept getting phone calls wanting more info on what mechanically went wrong before they could close out the file. I think the FSDO guy regretted starting the file because it took a while before the issue was resolved and he could close it out.
 
Jim K said:
This Atlanta guy seems much more sympathetic than the st Louis crew from my last one. He hasn't asked yet, but I'm assuming he'll want a narrative, record of required aircraft inspections, and my certificate, medical, etc. It's kind of the equivalent of a traffic stop.
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ATL FSDO asked me for a narrative of what happened, but I do not recall being asked for any other paperwork like copies of certificates or log entries.

After I provided that all further involvement was them calling the maintenance shop periodically to find out what caused my engine issue.
 
Echoing what many have said, I am thankful you and your family landed safely.
 
Mechanic called last night. They had an arrow in their shop they were finishing up hanging an engine on, and then they'd be able to get mine in today.

Talking on the beach yesterday, Teresa reminded me that about 20m before the incident I was talking about getting a Seneca so I wouldn't have to count on just one engine.

We also talked about if she was going to get back in the plane. She said she wasn't ready to give it up. She also said something that made me smile and I thought you all would like.... this is not verbatim, but it's pretty close:

"It's kind of like in a movie when they go through a door and discover another amazing world that's been there all along but nobody knows about. That's what it felt like when we started flying places"

So flying is like getting your letter to Hogwarts. She's not wrong.
 
Jim K said:
Mechanic called last night. They had an arrow in their shop they were finishing up hanging an engine on, and then they'd be able to get mine in today.

Talking on the beach yesterday, Teresa reminded me that about 20m before the incident I was talking about getting a Seneca so I wouldn't have to count on just one engine.

We also talked about if she was going to get back in the plane. She said she wasn't ready to give it up. She also said something that made me smile and I thought you all would like.... this is not verbatim, but it's pretty close:

"It's kind of like in a movie when they go through a door and discover another amazing world that's been there all along but nobody knows about. That's what it felt like when we started flying places"

So flying is like getting your letter to Hogwarts. She's not wrong.
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Nice. My wife sat in a plane yesterday which is good progress. She's getting excited about getting a new one. But she's not ready to fly just yet.
 
Jim K said:
We also talked about if she was going to get back in the plane. She said she wasn't ready to give it up. She also said something that made me smile and I thought you all would like.... this is not verbatim, but it's pretty close:

"It's kind of like in a movie when they go through a door and discover another amazing world that's been there all along but nobody knows about. That's what it felt like when we started flying places"

So flying is like getting your letter to Hogwarts. She's not wrong.
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This is 100% truth !!

Glad she's not ready to give up. My wife also enjoys flying as much as I do. I feel bad for guys that put in all the time and effort to get their license and then their wife absolutely hates every minute of it or wont get in that "tuna can" to start with.
 
Ya know, with a slight glimmer of hope of using the license as it should, I asked my wife at lunch today, after reading Jim’s wife’s response.

“Wouldn’t it be cool if instead of a planned 20 hour drive to spring break we had two 3.5 hr legs? No security TSA hassles, not worrying about getting the kids through the airport on time etc and, our current situation, no 20+ hour drive with potty breaks etc.

Or shorter trip to Destin, Nashville, wherever. Dream machine.

She immediately asked how much that would cost and how terrible for our parents if we all perished together.

So . . . Pipe dream for me. I guess I’m solo.
 
Terry M - 3CK (Chicago) said:
Ya know, with a slight glimmer of hope of using the license as it should, I asked my wife at lunch today, after reading Jim’s wife’s response.

“Wouldn’t it be cool if instead of a planned 20 hour drive to spring break we had two 3.5 hr legs? No security TSA hassles, not worrying about getting the kids through the airport on time etc and, our current situation, no 20+ hour drive with potty breaks etc.

Or shorter trip to Destin, Nashville, wherever. Dream machine.

She immediately asked how much that would cost and how terrible for our parents if we all perished together.

So . . . Pipe dream for me. I guess I’m solo.
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I started flying 10 years ago and that is how our conversations at home started. Doesn’t have to remain that way. Each family finds their happy place and that can change with the times.
 
Just got the call... gear and driveshaft came apart.... going to have to split it. They normally work with Don George who seems to have a good reputation. The engine they just hung was IRAN'd by DG and took 4 months.

I also spoke to Jimmy Brod, who gave about the same timeline. He seemed very knowledgeable about my engine, and said some things I liked, like that he would tear it down and make a parts list the week he gets it so it can be put together as soon as everything arrives.

If anybody has a spare IO-540-K1G5D laying around....
 
Jim K said:
Just got the call... gear and driveshaft came apart.... going to have to split it.
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I kind of assumed that would need to happen. What is the plan for the engine? If it's simply to disassemble the engine and fix what is wrong, is there any reason the shop it's sitting in can't or won't do it? Any idea if there is damage to the crankcase? Unfortunately, this isn't a good time to need major engine work. The engine shops are all backed up and parts aren't easy to get right now. I'm waiting for a 540 crankcase to come back from the machine shop that I sent in back in early November. I still need to find a set of connecting rods. Thankfully I had ordered a bunch of stuff anticipating this overhaul back in 2019 when parts were available. Finding any new cylinder right now is a challenge.

Another thing to consider investigating would be to switch to an engine that doesn't have the dual magneto on it if this engine needs substantial money spent on it.
 
mondtster said:
to happen. What is the plan for the engine?
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Going to an engine shop for IRAN

mondtster said:
If it's simply to disassemble the engine and fix what is wrong, is there any reason the shop it's sitting in can't or won't do it?
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He doesn't do engine work.

mondtster said:
Any idea if there is damage to the crankcase?
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Nothing that can be seen from the outside, but I'm assuming that those pieces had to have done some damage when they let go.

mondtster said:
Unfortunately, this isn't a good time to need major engine work.
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No doubt. Certainly wasn't the plan. JB mentioned that may be the hardest part if the case needs work.

mondtster said:
Another thing to consider investigating would be to switch to an engine that doesn't have the dual magneto on it if this engine needs substantial money spent on it.
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I would absolutely do that, but lycoming factory engines are somewhere between 6 months & a year.
 
I just showed your photos to my better half. She promised the next bottle of Gran Mariner is on us for your better half. Rough River you might need a ride :confused:
 
masloki said:
I just showed your photos to my better half. She promised the next bottle of Gran Mariner is on us for your better half. Rough River you might need a ride :confused:
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I reserved the 172 for that weekend today :(
 
Terry M - 3CK (Chicago) said:
What is Rough River? I know it’s a POA insider thing, but . . .
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A bunch of poaers getting together to drink, eat, fly, and talk about airplanes.
Not necessarily in that order.
Find the thread. Show up. Make fun of Eman for being late.

455 Bravo Uniform said:
Probably too early to know, but what caused it?
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Not sure if there'll be a smoking gun. There is an AD on the aerobatic versions of this engine for the set screw which holds the gear to the shaft falling out. It was issued after this engine was last OH, and obviously doesn't apply because it's not aerobatic, but it requires a specific type of loctite and peening the hole after it's tight. It's also possible the governor failed and caused the break from that side. It's going for OH too, so we'll see what they say. That might better explain the shaft getting shot out the front of the motor. The engine monitor data may be illuminating when I get it too.
 
Salty said:
You won’t involve insurance if there’s a crack?
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They will not. This is a mechanical failure, not an accident. When my IO550 engine case cracked (no in flight scary moment thankfully) it was the straw that broke the camel’s back - I was just tired of the poor quality and reliability of these piston GA engines. I sold the plane as is with a broken engine and went to two reliable turbofans. I now feel so much more confident in the equipment I fly (especially with all the simulated OEI work for the type rating).

Good luck on the next steps Jim - whatever they may be!
 
Jim, is there any STC that lets you ditch that dual mag for a proper two magneto setup? I really don’t like the dual mag, especially on a single…

For reference, “dual mag” = a single magneto that has the parts for two magnetos in it. Basically it’s still largely a single point of failure. To be avoided when possible.
 
RudyP said:
When my IO550 engine case cracked (no in flight scary moment thankfully) it was the straw that broke the camel’s back - I was just tired of the poor quality and reliability of these piston GA engines. I sold the plane as is with a broken engine and went to two reliable turbofans. I now feel so much more confident in the equipment I fly (especially with all the simulated OEI work for the type rating).
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My lancair has been down since October for a top overhaul. Agree these motors lack the reliability of a modern powerplant. Twin turbofans would solve a number of my current limitations, but I suspect that I lack the resources and or ability to justify renting cessna's (as much as I would like to...).
 
Ted said:
Jim, is there any STC that lets you ditch that dual mag for a proper two magneto setup? I really don’t like the dual mag, especially on a single…

For reference, “dual mag” = a single magneto that has the parts for two magnetos in it. Basically it’s still largely a single point of failure. To be avoided when possible.
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There is, but the stc is to replace the k1g5d with a k1g5, which is a surprisingly different engine. The engine case and accessory case are different part numbers, and the engine builder said even the crank is different. If you're doing a factory exchange, lycoming will accept the-5d as a core for the -5, and it's actually a couple k's cheaper. That WAS my plan for when my engine started getting tired. Unfortunately I've heard 6 months-1 year to get an engine out of lycoming right now.
 
Jim K said:
There is, but the stc is to replace the k1g5d with a k1g5, which is a surprisingly different engine. The engine case and accessory case are different part numbers, and the engine builder said even the crank is different. If you're doing a factory exchange, lycoming will accept the-5d as a core for the -5, and it's actually a couple k's cheaper. That WAS my plan for when my engine started getting tired. Unfortunately I've heard 6 months-1 year to get an engine out of lycoming right now.
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A few more months of being patient right now would be far more valuable than a lifetime of being miserable just to speed up the repair.

The main reason I would advocate getting rid of the dual magneto is that parts for them aren’t getting easier to find as the number of them in service dwindles. They are also more needy than the two separate magnetos - regular service is very important.
 
Jim K said:
Not sure if there'll be a smoking gun. There is an AD on the aerobatic versions of this engine for the set screw which holds the gear to the shaft falling out. It was issued after this engine was last OH, and obviously doesn't apply because it's not aerobatic, but it requires a specific type of loctite and peening the hole after it's tight. It's also possible the governor failed and caused the break from that side. It's going for OH too, so we'll see what they say. That might better explain the shaft getting shot out the front of the motor. The engine monitor data may be illuminating when I get it too.
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Unless the dual magneto version of the engine is different, there is no set screw holding the gear on the shaft. There’s just a woodruff key connecting one to the other, and the retaining cap to keep the shaft from sliding out.
 
mondtster said:
Unless the dual magneto version of the engine is different, there is no set screw holding the gear on the shaft. There’s just a woodruff key connecting one to the other, and the retaining cap to keep the shaft from sliding out.
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Screenshot_20220208-172053_Drive.jpg
 
mondtster said:
Interesting. None of the 540s I’ve overhauled have that setup. Wonder when it changed.
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I was assuming it's a wide-deck thing. My mechanic friend who did his own o-540 was telling me about the key setup. I can't understand why they want that shaft to turn. Seems like the gear spinning on the shaft would make more sense. Why have a steel shaft turning in an aluminum block?
 
Jim K said:
I was assuming it's a wide-deck thing. My mechanic friend who did his own o-540 was telling me about the key setup. I can't understand why they want that shaft to turn. Seems like the gear spinning on the shaft would make more sense. Why have a steel shaft turning in an aluminum block?
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That’s what I’m guessing on the changeover too. All the ones I’ve done were standard flange.

As far as spinning in the case goes, I guess I don’t get too concerned about it. I’ve never seen any problems in that area of a case that would make me think it’s a bad idea. Although not exactly the same, all the cams run against the case in these engines too and don’t cause trouble.
 
mondtster said:
Another thing to consider investigating would be to switch to an engine that doesn't have the dual magneto on it if this engine needs substantial money spent on it.
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STC SA01820WI.

STC to allow the k1g5. Might be easier to find someone with that engine
 
Good news, I think. Mechanic knows Chris from Airworx as they built a Franklin for his plane. Chris seems to think he can IRAN it and have it back in about 6-8 weeks. The prop shop says they can OH the prop & governor in about the same timeframe, so we might actually be able to make our June trip.
 
Jim K said:
Good news, I think. Mechanic knows Chris from Airworx as they built a Franklin for his plane. Chris seems to think he can IRAN it and have it back in about 6-8 weeks. The prop shop says they can OH the prop & governor in about the same timeframe, so we might actually be able to make our June trip.
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That is awesome news!
 
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