Wasn't my experience in the least with a IO-360-C1C last Fall. In fairness I didn't ask about exchange lead times, which is the route the OP appears to be going; I'm non-revenue and couldn't justify such a premium anyways. Hope 2024 gets better on that front for ya.Love hearing these stories, hope it translates to my Arrow
O-320 vs IO-360. I’ve also seen an IO-360 not make TBO, but others do… YMMV.
When I sold the Mooney this summer its Lycoming IO360A3B6D was at its 2,000 TBO with original cylinders and no indication of being tired at all. Low oil consumption, high 70 diff pressure in all 4 and good looking boroscope pix. New owner has been flying it plenty since and has no current plans to change it out. Fly LOP and fly often.
To what to you attribute this enviable feat?
I was going to ask if you fly LOP, but I didn't think that was much of an option with a carburetted engine. How do you determine LOP?
No it burned nothing but 100LL. We tried to change oil and filter every 50 hours. Sometimes we made it. We have no CHT or EGT gauges, but I impress on all my students to lean in cruise to a slight power loss and then turn the mixture in one full turn. Aggressively lean on the ground. Biggest thing is probably that the plane flys a lot.
?????
Interesting, that seems counterintuitive. How could that pricing parity account for cams, cases and cranks from your core not passing?Exchange and OH-yours are the same price at Western Skyways, no added premium. For your next OH decision.
Humble bragging.
Same old thing. The ones that don't make TBO flew too little, and often on short flights that weren't long enough to get the oil temp up, and to make matters worse, much worse, some get ground-run in the mistaken belief that it's doing some good to the engine. It's not. It's wrecking it.
Your world must be fun to live in.
I never understood why a privately owned airplane doesn't fly at least 300 hours a year.
Just speaking for me, the reasons were work and weather
Definitely worth a peek, I really like the idea of exchanging for a built motor instead of suffering some of the downtimes I see reported out there.
Flying the Bonanza 300 hours/year would cost me about $25k in fuel/oil. Add in hangar, insurance, Foreflight/Jeppesen, annual, plus misc maintenance and all those other little things (that cost an AMU each) and pretty soon you are starting to talk about real money. I might have enough money to last me the rest of my life, but what if Iive longer than that?
In my experience, all things equal, engine life is directly proportional to regular weekly/monthly usage, never exceeding its operational limits, running only 100LL, and proper mx which includes oil changes and other OEM preventative/monitoring measures.
Depends on the shop but any exchange simply goes into the system to maintain stock. For example, if you're exchanging a number of engines per month any parts that don't pass inspection are absorbed in the big picture costs. For those shops offering same price for exchange as OH its usually a shop workflow or volume requirement. The money is in the outflow and not the inflow in those cases.
I would really like to know the condition of the crank and camshaft upon teardown. Is this something you can find out and would you post the results here? The flight school I used to work for felt that exceeding the recommended overhaul period would result in the need to buy a new crankshaft rather than turn the old one, costing more money than it's worth. I wonder if your results will disprove that theory.
So, how do they run-in AGE equipment with aircraft engines installed? Just sayin'...
When I got out of the service I got a job with an AI who was in the process of overhauling a Continental from a Bonanza. Every day, he'd walk over to the split case and study it rather than assemble the thing. "Something just don't look right," he said. Finally, he figures it out — "The webbing for the crankshaft's main bearings is missing!" Now, I don't remember what the final verdict was regarding the serviceability of that engine, but the point is he spotted a potentially unserviceable condition. The webbing had been ground out from a different model case and he refused to reassemble it as is. Perhaps it was a legal repair or maybe became one since then, IDK. With exchange engines you don't know what you don't know.
I know what you're saying, but I'd be pretty disappointed if I only got 157,000 miles out of a modern car engine. Of course, those aren't run nearly as continuously hard as airplane engines.
Even with new engines, you don’t know what you don’t know. Bought a brand new Wellcraft in 1998 with the marine 4.3L Vortec. Within 10hrs, I was in with a motor that wouldn’t run. Turns out one of the pushrods was about .005” too short and got shot up and captured by the rocker arm, seizing the motor and bending a few more pushrods along the way.
