This ****ing airplane.
Had a small oil leak behind the prop. Decided to wait for annual, assuming it was a crank seal. Mechanic pulled the prop and found the plug over the governor shaft loose & leaking. Same exact failure as 2.5 years ago. I was *n* hours from having a windshield full of oil again. If you don't know what I'm taking about, see here: https://www.pilotsofamerica.com/com...-most-expensive-way-to-get-to-florida.136647/
Governor shaft was grinding away at plug:
So the engine has to come off again. 375 hours after the last repair.
Thought maybe Chris at Airworx might be curious to see why his repair failed so quickly. He basically told me to **** off in not so many words:
So I gave him 20 grand and got 375 hours. Did he do it wrong? Is the case somehow ****ed? Is lyco's new shaft retention design flawed? Who knows, but i have my guess. Of course it's impossible to tell without tearing the engine down. Which makes it unusable as a core. With the above response, devoid of any curiosity or offer to help, I don't think I want him touching it again anyways.
Now I have zero confidence in this engine, and it's over a year and 70k to get another one out of lycoming.
If i was smart I'd @hindsight2020 this POS.
Trying to decide my next move. Strongly considering buying a used engine and overhauling it myself this winter with my a&p's supervision (if I can talk him into it). Certainly faster than getting into an engine shop these days.
I've gotten more satisfaction out of flying than any thing else I've ever done, but **** like this is really hard to push through.
Had a small oil leak behind the prop. Decided to wait for annual, assuming it was a crank seal. Mechanic pulled the prop and found the plug over the governor shaft loose & leaking. Same exact failure as 2.5 years ago. I was *n* hours from having a windshield full of oil again. If you don't know what I'm taking about, see here: https://www.pilotsofamerica.com/com...-most-expensive-way-to-get-to-florida.136647/
Governor shaft was grinding away at plug:
So the engine has to come off again. 375 hours after the last repair.
Thought maybe Chris at Airworx might be curious to see why his repair failed so quickly. He basically told me to **** off in not so many words:
That is very strange that the shaft would try to move again. We don’t do SI’s unless specifically requested but do the AD required. Our warranty is only 100 hrs for the work performed on an IRAN. There are so many variables that unless we do a full overhaul we have no control over the other parts in the engine.. I’m wondering if there is case anomaly causing the issue. Sounds to me like a new case might be needed.
Sincerely,
Chris Collum
COO
Airworx LLC.
251-809-2959
So I gave him 20 grand and got 375 hours. Did he do it wrong? Is the case somehow ****ed? Is lyco's new shaft retention design flawed? Who knows, but i have my guess. Of course it's impossible to tell without tearing the engine down. Which makes it unusable as a core. With the above response, devoid of any curiosity or offer to help, I don't think I want him touching it again anyways.
Now I have zero confidence in this engine, and it's over a year and 70k to get another one out of lycoming.
If i was smart I'd @hindsight2020 this POS.
Trying to decide my next move. Strongly considering buying a used engine and overhauling it myself this winter with my a&p's supervision (if I can talk him into it). Certainly faster than getting into an engine shop these days.
I've gotten more satisfaction out of flying than any thing else I've ever done, but **** like this is really hard to push through.