Hello Bonanza/Baron folks...I've owned my 1989 F-33A, N1566G (CE-1346) for 3 years now and love it. It was in good shape when I bought it through Carolina Aircraft in Greensboro, NC, but during my first annual I brought it up to my standards for about $16,000 additional...including the GNS-530 upgrade to WAAS and a new JPI EDM-700 F/F and several other enhancements. As soon as I figure out how to post a photo of it, I'll do that.

Well, my engine is the original with 1,537 hours since new on it now, and I am researching my options for engine change. I know it will go all the way to TBO but I want to change it, the prop and the governor now so I can enjoy it while I can.

I have a question for all of you. Although I intend to keep 66G for several more years, I do want to make the right decision regarding the engine change from a resale or marketability standpoint. So, here's my question. If you were in the market for a Bonanza right now, would you be more interested in one with a Factory Rebuild with "zero" time (given it is not really "zero time" as many of the major components such as the crank and the case may have significant time and fatigue on them before they go in to the "zero" time Rebuild) and a 1-year warranty, or would you be more interested in a Bonanza with a "remanufactured" to new limits overhaul of the original engine by a reputable shop such as Western Skyways or RAM with a known history in the logbooks and a 5-year transferrable warranty that has maybe 2 or 3 years remaining on that warranty?

Which would you be more inclined to buy? I would very much appreciate your thoughts on this as well as any experiences with either of the shops I mentioned or with TCM and their distributors or with any other shops.

I would also like to have your thoughts on the ECi Titan cylinders with the nickle-carbide bores.

I'm looking forward to hearing from you and sharing my experiences as well.

First, welcome to BT. Great to have you.

second, without a doubt, I would prefer "a "remanufactured" to new limits overhaul of the original engine by a reputable shop such as Western Skyways or RAM with a known history in the logbooks and a 5-year transferrable warranty that has maybe 2 or 3 years remaining on that warranty."

with regard to cylinders, there's been a recent thread on this topic. I will look for it and link it here. My feeling is that I would lean toward the ECi Nickel plated cylinders, but kind of depends on how much you will be using the aircraft.

....found it: viewtopic.php?f=2&t=48857

Thanks for the quick reply Tyler. I'll look for that ECi Titan Cylinder thread but your posting the link to it would be appreciated. By the way, do you have any experience with either Western Skyways or RAM?

Welcome to Beechtalk, Al. As we discussed on the phone, this is a very informed group with many varied opinions. I will reserve mine about the engine idea, because...well... I am bias. You might want to ask also about Pirep's for the PCU5000 you are interested in.

Welcome to Beechtalk. I flew over Va yesterday in my now almost 1 year old to me V35. I love the experience. Watch out though,folks here are Happy to help you spend money. Most all is good advice.

Glad your enjoying your aircraft.

Al, welcome to BT. You will get all sorts of opinions on this subject, and we will surely help you spend those green backs. Opinions will vary, and here's mine. I have a 1992 F33A that I just upgraded the entire drive train in the last month or so. TCM IO550B Factory Reman, D'Shannon Baffle System, Hartzell Super Scimitar Prop. I couldn't be happier with this combination. Runs incredably smooth at idle, ROP & LOP at cruise, 13 Kts faster than my IO520BB w/ McCauley C406 prop, climbs better, and best of all, runs smooth and cool LOP with the TCM tuned injectors that come standard with IO550B's. I have noticed that at higher altitudes is where this package really shines. I used to usually fly between 6-8000 feet, now I have been cruising mostly at 8-11,000 feet running LOP, burning less fuel and yet getting way better speeds than I used to. As I tell others, It's a whole different airplane now.
I'm just one voice, so let's here some more opinions and success stories from others.
As far as resale value, the only thing better would be a TCM factory "New" IO550B for about $5000 more, and/or the Atlantic Aero IO550R Conversion, but, that's going to set you back close to $100,000 between the kit price, accys, exhaust, labor, etc. I did get a quote from Atlantic Aero, great product, just a little too rich for my blood.
My $.02 worth.
Best regards,

Next time you fly over Virginia, stop in to CJR and give me a call...(540) 729-0536. I'll head over to meet you.

Will Do Al. Looking at that for a Fuel stop. My cousin owns the NAPA store there (or A I have no idea how many are in town. )

Just some food for thought. Why are we thinking of touching a perfectly sound engine that is not giving us any indication that it wants to go to the bone yard? Lots of BT talk here about leaving a good engine alone and monitoring with bore scope, engine monitor and oil analysis. TBO is a number in a book for 91 flying.

My prior airplane IO520BA is at 2100+ hours and still going and going.

Oh yes, welcome from the heartland.

Perfectly sound advice Tom. However, I fly mine about 50 hours per year...so reaching TBO or beyond for me is a multi-year evolution. I will "retire" from Bonanza flying a few years down the road and will need to sell her then. I have already found that "marketability" is pathetic with a near "runout" engine...and I still have 160 hours before I get there.

To sell it at an acceptable price when I do retire will require that I change the engine then. So I'm thinking...why give someone else a new engine then when I could give myself that new engine now, with a new prop and govenor and new baffling, etc. and enjoy it now...for a few years anyway until I more easily sell what would then be a more marketable airplane.

I want to switch to the new Hartzell Scimitar prop for smoothness and to regain about half of the 5-10 kias I lose at LOP...plus I'm suspecting I'm developing problems with my McCauley governor holding RPM at or below redline of 2700 rpm. So I'm thinking if I'm going to make those changes there, I'd prefer to do it all at once...including the engine.

I like your advice Tom...thanks for it...but that's my rationale.

Actually, I like the way you think. We all spend too much time thinking, but if I do this or that it is going to cost another $14.60/hr over the next 20 years. Enjoy.

As it turns out Tom, I do think my engine is in basically good shape. That is why I decided to send it in for rebuild verses getting an exchange. I am the second owner of this airplane and original engine, and I'm fairly confident the case, crank and rods have not been abused. If I got an excahnge, I'd have no idea which engine I'd get back, how many overhaul cycles it would have been through and how much fatigue was in those parts even though they might mic out to within new limits.

Blue skies,

Al

Hello Al and also welcome to BT. It sounds like you have real nice aircraft.

If you want a realy smooth running engine take it to Bill Cunningham at Power Master Engines in Tulsa, bil@powermasterengines.com 918 299-0269, and have him convert it to a 550. I did that and with over 400 hours on it now, it is the most smooth running piston engine I have ever flown behind.

Tailwinds,
Joe Sasser

Thanks for that advice Joe. I have concerns about future unleaded fuels and their effect on higher horsepower engines. Because of that I inclined to stick with my IO520 and maybe at turbo mormalizing to it.

I sure appreciate your input.

Al Aitken