BeechTalk - BT

Username Protected · **Posted:** 09 Oct 2025, 13:20

I am selling N5383, a 1964 Baron 55B model. The airplane needs two overhauled engines but is otherwise flyable. $39,000 OBO.

Logbooks and photos: https://drive.google.com/drive/folders/ ... share_link

I have digitized the logs going back to 1993 but they are available on paper back to 1964.

Location: Hayward, CA (KHWD)
Tail number N5383
Serial number: TC-755

TT: 6663.3

LE: TCM IO-470L, 1152 SMOH, CS-91591-4-L
RE: TCM IO-470L, 1152 SMOH, CS-91204-4-L

LP: PHC-A3VF-2B/V7636B, BR305, PSOH: 959
RP: PHC-A3VF-2B/V7636NB, CC305, PSOH: 959

King Silver Crown avionics package
KI-525
KMA-24
KFC-200 AP
GTX-345 Out/In
KLN 89b GPS
JPI 790
RCA weather radar (inoperative)

All ADs complied with

Overhauled gearbox and landing gear system 2024
Overhauled gear motor 2024
Overhauled flap motor 2024
Challenger remote oil filter STC
BAS shoulder harness STC
G100UL STC
New transponder antenna 2024
New position light 2024
Bruce's custom cover and cowl plugs
IRAN KFC 200 flight computer 2023
New Eagle fuel bladder right aux 2023
New FCIII main tires and brakes 2025
Overhauled left prop governor 2024
New left engine alternator 2025
Overhauled right engine starter 2024
New ignition harness both engines 2024
Overhauled fuel selector 2024
New spark plugs 2024

Username Protected · **Posted:** 09 Oct 2025, 13:23

What's wrong with your engines?

Username Protected · **Posted:** 09 Oct 2025, 13:39

Username Protected wrote:

What's wrong with your engines?

Spalled lifters were discovered at annual. The shop suggested repair was not recommended, due to being near TBO.

Username Protected · **Posted:** 09 Oct 2025, 14:37

How's the cam? lifters are easy if the cam is still good.

Username Protected · **Posted:** 09 Oct 2025, 15:30

Never do that, ever.

The cam and lifters should always be considered "one".

Like sprockets and a chain on a motorcycle.

Username Protected · **Posted:** 09 Oct 2025, 15:58

Username Protected wrote:

Never do that, ever.

The cam and lifters should always be considered "one".

Like sprockets and a chain on a motorcycle.

I did it 7 years ago on an N35 Bonanza (IO-470). It's still flying with 500+ hours since then. The engine had 1700 hours when I did it.

I'd do it again. Lifters are easy and not that expensive.

Username Protected · **Posted:** 09 Oct 2025, 16:01

David according to flightaware you've done a tremendous amount of flying hours/trips (many many hours) over the past several months in this amazing 55B, which tells me and everyone else that this plane is extremely capable of flying and very airworthy (outside of the engines). It seems strange that both engines would have the same exact problem at the same exact time, since I don't have a clue to which shop or A&P told you about the engines I would recommend a second opinion, if that's a possible option.

Just seems strange that both engines were noted as such at the same exact time, but I'm also not familiar with these engines. Is this something that these engines are known for?

Also you stated that since they are so close to TBO, you have them listed at TTSOH as 1152 hrs, what is TBO for these engines? I'm accustomed to flying planes with 1,700 to 2,000 hr TBO so typically for me 1,152 is barely past the "recommended" TBO but I've run some past 2,500 hrs and they were still ok even then but I personally chose to OH them, looking back I should have continued monitoring and waited until they indicated it was time.

So sorry you received this bad news because it appears you were really enjoying and using your plane alot.

I hope you can get this worked out or get a great buyer come along, good luck my friend and once again sorry you've received such bad news.

Todd

Username Protected · **Posted:** 09 Oct 2025, 18:02

Username Protected wrote:

David according to flightaware you've done a tremendous amount of flying hours/trips (many many hours) over the past several months in this amazing 55B, which tells me and everyone else that this plane is extremely capable of flying and very airworthy (outside of the engines). It seems strange that both engines would have the same exact problem at the same exact time, since I don't have a clue to which shop or A&P told you about the engines I would recommend a second opinion, if that's a possible option.

Just seems strange that both engines were noted as such at the same exact time, but I'm also not familiar with these engines. Is this something that these engines are known for?

Also you stated that since they are so close to TBO, you have them listed at TTSOH as 1152 hrs, what is TBO for these engines? I'm accustomed to flying planes with 1,700 to 2,000 hr TBO so typically for me 1,152 is barely past the "recommended" TBO but I've run some past 2,500 hrs and they were still ok even then but I personally chose to OH them, looking back I should have continued monitoring and waited until they indicated it was time.

So sorry you received this bad news because it appears you were really enjoying and using your plane alot.

I hope you can get this worked out or get a great buyer come along, good luck my friend and once again sorry you've received such bad news.

Todd

Thanks Todd. It has been a been a hard, bitter pill to swallow especially since I have been an involved, conscientious and caring owner and definitely not starved the airplane of maintenance or money.

You’re correct in that I have flown quite a bit with this airplane in the 3 years I’ve flown it, about 300 hours. In fact, I took it to Oshkosh this summer from California. It is capable and airworthy outside the engine problems. Savvy has recommended that I replace the lifters and keep on flying however, the shop disagrees and we’re at an impasse. The engines haven’t been overhauled since 1993, so even though they’re mid-time, they aren’t calendar wise. The cylinders aren’t new either.

Username Protected · **Posted:** 09 Oct 2025, 18:13

Username Protected wrote:

Never do that, ever.

The cam and lifters should always be considered "one".

Like sprockets and a chain on a motorcycle.

Not in my experience with airplane engines. I’ve saved several motors that all went past TBO after replacing some spalled lifters.

Username Protected · **Posted:** 09 Oct 2025, 18:29

I would get the annual signed off with a discrepancy list and take it to someone who will put new lifters in it.

Username Protected · **Posted:** 09 Oct 2025, 18:38

How were the lifters discovered? Metal in filter?

Any pics?

Username Protected · **Posted:** 09 Oct 2025, 18:56

Username Protected wrote:

Never do that, ever.

The cam and lifters should always be considered "one".

Like sprockets and a chain on a motorcycle.

Yeah, no. If the cam is good run it.

Username Protected · **Posted:** 09 Oct 2025, 19:55

I've saved more than one airplane from an overzealous IA. I'm not claiming thats what's going on here, but definitely get someone else's eyes on it before throwing the towel in.

Not knowing what your current IA is seeing, I have a hard time thinking you have junk motors if you flew it in there. Get a second opinion please.

All else fails, give me a shout and I might be crazy enough to save her

Username Protected · **Posted:** 09 Oct 2025, 20:25

Username Protected wrote:

David according to flightaware you've done a tremendous amount of flying hours/trips (many many hours) over the past several months in this amazing 55B, which tells me and everyone else that this plane is extremely capable of flying and very airworthy (outside of the engines). It seems strange that both engines would have the same exact problem at the same exact time, since I don't have a clue to which shop or A&P told you about the engines I would recommend a second opinion, if that's a possible option.

Just seems strange that both engines were noted as such at the same exact time, but I'm also not familiar with these engines. Is this something that these engines are known for?

Also you stated that since they are so close to TBO, you have them listed at TTSOH as 1152 hrs, what is TBO for these engines? I'm accustomed to flying planes with 1,700 to 2,000 hr TBO so typically for me 1,152 is barely past the "recommended" TBO but I've run some past 2,500 hrs and they were still ok even then but I personally chose to OH them, looking back I should have continued monitoring and waited until they indicated it was time.

So sorry you received this bad news because it appears you were really enjoying and using your plane alot.

I hope you can get this worked out or get a great buyer come along, good luck my friend and once again sorry you've received such bad news.

Todd

Thanks Todd. It has been a been a hard, bitter pill to swallow especially since I have been an involved, conscientious and caring owner and definitely not starved the airplane of maintenance or money.

You’re correct in that I have flown quite a bit with this airplane in the 3 years I’ve flown it, about 300 hours. In fact, I took it to Oshkosh this summer from California. It is capable and airworthy outside the engine problems. Savvy has recommended that I replace the lifters and keep on flying however, the shop disagrees and we’re at an impasse. The engines haven’t been overhauled since 1993, so even though they’re mid-time, they aren’t calendar wise. The cylinders aren’t new either.

FS: 1964 Baron 55B $39,000