How Many Overhauls

[jax88]

Is there a limit to the number of overhauls you are comfortable with?  At some point, do you just replace an engine because of total hours?

[N601RX]

Quote: jax88

Is there a limit to the number of overhauls you are comfortable with?  At some point, do you just replace an engine because of total hours?

[WardHolbrook]

Quote: jax88

Is there a limit to the number of overhauls you are comfortable with?  At some point, do you just replace an engine because of total hours?

[Jerry 5TJ]

My 1964 "E" had about 5600 hours when I sold it, and had never had an engine overhaul.

It was, however, on its fourth factory-new engine when she flew off with her new owner.  

My current "C" has 600 hours on a factory-new engine.  

So, I my anwer on how many overhauls is -- zero.

 

[Kwixdraw]

There is a lot to be considered in this. Do you like to run your engine at max power or pull it back and go for endurance at LOP settings. Your engine have the doweled cases? If you like to fly it like you stole it you are more likely to need to have some case surfacing done. At a certain point this will get more complicated as the machining changes the spacing and therefore the backlash of the accessory case gears.  Lycon has an STC to install a strip of O-ring material on the case flange to seal it. They claim that this is better for long term engine life as the flanges don't have to be machined as much to allow for the silk thread and non hardening sealer to function. That also cuts down of having to line bore the main  and camshaft bearing bosses to maintain tolerances. Running past TBO can be a factor too as running things with loose tolerances can speed up wear at some points and just invites running until something breaks. 

[Kwixdraw]

There is always an unknown factor too, like Lycoming introducing the new roller tappets. How bad do you want those if at all? I don't hink we will know for a while yet if they are really better or just a marketing point. One thing is for sure they do run up the price of a prop strike or overhaul since the tappets are on the mandatory replacement list. How long will the old configuration be available?  Dual mags are history for right now so will it become necessary to convert to two single mags or not?  Hard to know what will come along. Changes in fuel could mean big changes in cylinder head configurations and serviceability.

[GeorgePerry]

Quote: jerry-N5911Q

My 1964 "E" had about 5600 hours when I sold it, and had never had an engine overhaul.

It was, however, on its fourth factory-new engine when she flew off with her new owner.  

My current "C" has 600 hours on a factory-new engine.  

So, I my anwer on how many overhauls is -- zero.

 

[John Pleisse]

Quote: GeorgePerry

 I think throwing money at the problem is a retorical answer....

[SteveSmithSEO]

Agreed, new is new. "It doesn't cost that much more to go first class."

Get details on each option and post them here, my bet is less than a $5K difference re-build vs new with core.

[jax88]

$44,000 for factory overhaul, $46,000 for factory "new limits", $32,000 field overhaul . . . labor not included

[flight2000]

Randy,

Just curious where you got your quotes from.  Air Power Inc. has Textron Rebuilt at $28,200 and Textron Factory Overhaul at $25,200.  I've seen other quotes for field overhauls at less than $20,000.  All of these are for the standard IO-360-A1A. 

Not offering any advice on this shop, but J.B Aircraft in Florida offers free labor for removal and installation if the aircraft is brought to their shop (just going off what is on their website) and the prices for overhaul are there too.  http://www.jbaircraftengines.com/

[jax88]

These prices are for TSIO-360 engines found in the 252.

[jackn]

Quote: jerry-N5911Q

My 1964 "E" had about 5600 hours when I sold it, and had never had an engine overhaul.

It was, however, on its fourth factory-new engine when she flew off with her new owner.  

My current "C" has 600 hours on a factory-new engine.  

So, I my anwer on how many overhauls is -- zero.

 

[DaV8or]

Sorry, the above post was actually me and not Jackn. Goofy software...

[flight2000]

Quote: jax88

These prices are for TSIO-360 engines found in the 252.

[jax88]

Well, that's part of my shopping equation for sure.  I want to have an idea of what I'm getting into before I take the plunge.  It looks as if the overhaul costs for the 6 cylinder TSIO-360-M* is roughly $5,000 more than that of the 4 cylinder IO-360.  I'm adding a top overhaul to the operating costs of the TSIO-360 as well.

[flyboy0681]

Just for curiosity sake, does anybody know of a Mooney owner that put in a IO-390 in place of a 360?

[KSMooniac]

There have been a few reported on the email lists...but no direct PIREPS from the owners as far as I know.

[jetdriven]

an extra 30 grand for an extra 3 knots.  No wonder nobody is taking them up on it.

[Kwixdraw]

There are a number of good reasons not to go with the Echelon STC. $3000.00 cylinders is one. According to sources who might not like to be named (a Lycoming service center) The 390 is a result of boring a 360 jug to the max. It's not being approved to recondition or chrome the cylinders and there are none in the system anyway since very few of these engines are in service. I'm told that 210 HP is not hard to get out of an IO-360 with good valve machining techniques and a very light touch in the ports. An O-360 in an experimental configuration is claimed to be easier to get up past 210 hp and is more reliable in that application because the flat topped pistons don't have the valve pockets that can get hot at the edges and cause detonation-pre-ignition.