The International Cessna^® 170 Association

What are the paperwork/documentation requirements for installing an engine from a wrecked aircraft?

The O-300 I am buying for my airplane is coming off a 172 that made a forced landing post fuel exhaustion. Prop stopped horizontally so no damage to it. Aircraft itself basically totaled, but only damage to engine was the carb (damaged by nise gear collapse) which can be replaced with the one of my old engine.

I am buying this one from a private individual, not a salvage yard.

What do I need besides the engine logs?

delete

You need the engine logs. Your IA certifies the engine is airworthy after installation. The prop should also have a log but it's not likely to say anything.

Hopefully your buying the prop that was on the engine when the aircraft was totalled. You can see there is no damage to it or that it has been repaired covering up damage. If the prop was damaged in anyway requiring it's removal for repair, the engine should be torn down for a prop strike inspection. Even with no evidence of damage to the prop I'd want to check the prop flange for run out before buying it.

Bruce Fenstermacher wrote:You need the engine logs. Your IA certifies the engine is airworthy after installation. The prop should also have a log but it's not likely to say anything.

Hopefully your buying the prop that was on the engine when the aircraft was totalled. You can see there is no damage to it or that it has been repaired covering up damage. If the prop was damaged in anyway requiring it's removal for repair, the engine should be torn down for a prop strike inspection. Even with no evidence of damage to the prop I'd want to check the prop flange for run out before buying it.

Thanks Bruce.....yes, it does come with the prop and currently still attached to the airframe, so I should have a good idea if h is BSing me.

Andrew, Bruce is exactly correct.
The engine logs should have statements to the effect that "engine serial XXXXXXXXX (and prop, model XXXX, serial XXXX) removed undamaged from Cessna 172, N12345 this date (dated) at engine total hours XXXX.X, hours since last ovhl or repair is XXX.X."
If the prop operating times are known they should also be recorded.

The installation should include a 100 hour inspection of that engine.

After the engine is installed, the logs should be to the effect that " Engine/prop installed in Cessna (model), N54321 this date. Airframe time, XXXX hours, Tach XXXX hours. Engine inspected in accordance with 100 hour inspection and determined airworthy. Approved for return to service, etc etc."

In larger aircraft with constant speed propellers, the props almost always have seperate logbooks.
In small aircraft, fixed pitch props are usually given short-shrift and their mx-records are included in the engine logs.
This is clearly a problem when the two are seperated.

Ideally, a new and seperate logbook should be started all propellers. (Start a new logbook for the prop, copying all previous mx info into the new log, which is dated. Keep operating times and mx records with that prop in the future. Do the same with the prop you take off your present engine.)

bigrenna wrote:wouldn't be my first choice...

Yup....if it sounds too good to be true....probably is.

Here is the follow up:

Guy wanted $8k for the engine and all accessories plus prop. Advertised as 2550 TTSN. 450 SMOH. Airplane damaged 6-7 months ago in forced landing due to fuel starvation, but prop stopped horizontally (verified prop still installed - no damage) and only damage to engine was carb and small hole in oil pan. Seller said he had all the logs.

Here is what we found:

Engine looked okay, but exhaust stacks completely trashed both sides. Baffling destroyed. Mags looked like hell as did the ignition harness. Oil drained, but what was left on the dipstick was very black and dirty looking....no effort made to preserve/pickle it.

Only one logbook - first entry was MOH at 2100 TTSN....1988. Tach was 2550, so the engine had only run 450 hrs in the last 25 years. Last entry was the last annual....summer of 2010. Come to find out the accident happened in Dec 2011, 13 months ago and the airplane was out of annual when it occured. So it has been sitting outside in the lowlands of Eastern NC for 13 months with just a tarp over it. And to top it off, while it was sitting there, Hurrican Sandy flipped the airplane over on its back this past fall.

Ain't no WAY that engine is going on my airplane and hauling my family around!

Back to the drawing board.....

Sometimes even a blind squirrel finds an acorn. I bought a used 0-300 about four years ago for 3500 (2500 TT 1250 SMOH 800 STOH) It appears all parts were still standard dimensions. Engine was very clean inside, fairly new slick mags, carb, starter and generator (not used) in great condition. After installation compressions were all over 72. Engine took us to San Diego, Longmont and numerous other short trips and still running strong. At least it put off that 25K overhaul for a few more years.

edbooth wrote:Sometimes even a blind squirrel finds an acorn. I bought a used 0-300 about four years ago for 3500 (2500 TT 1250 SMOH 800 STOH) It appears all parts were still standard dimensions. Engine was very clean inside, fairly new slick mags, carb, starter and generator (not used) in great condition. After installation compressions were all over 72. Engine took us to San Diego, Longmont and numerous other short trips and still running strong. At least it put off that 25K overhaul for a few more years.

True....if the engine had been as advertised, I would have had no problem putting it on my airplane.

But it was clearly not as advertised.