Overhaul local or factory

Generally the best solution is to have YOUR engine overhauled to new standards, were ever you send it. My plane has the engine it was born with, and has 100% of the logs from birth.

A factory reman with 0 time log book, means you get a mishmash of parts from a variety of engines; crank case from one engine, crankshaft from another, etc. The reason it's a 0 time engine is no one knows the time in service of the core parts used. Want a case with 7000hrs or a crank the measured OK that was involved in a prop strike? Who knows what you get.
 
me?....I want all high time parts. They are proven and have positive history. These parts do not fatigue (cept the aluminum parts).....they wear. So, as long as they measure fine....they are great. 99.9999% of all failures are from manufacturing defects that bear themselves out in the infant mortality zone (early in the part's life). Again....I'll take a 7,000 hr crank any day over a brand new one.

Btw....factory remains get a 0 time because the manufacturer can determine the parts meet "new" specs....not because they are not able to determine the life of each part.
 
Checkout_my_Six said:
me?....I want all high time parts. They are proven and have positive history. These parts do not fatigue (cept the aluminum parts).....they wear. So, as long as they measure fine....they are great. 99.9999% of all failures are from manufacturing defects that bear themselves out in the infant mortality zone (early in the part's life). Again....I'll take a 7,000 hr crank any day over a brand new one.

Btw....factory remains get a 0 time because the manufacturer can determine the parts meet "new" specs....not because they are not able to determine the life of each part.
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When I pay $9,000 for a crank, I want a new one that will be used more than once.
Cases maybe not, but I don't want a set that has been milled many times either.
Cranks fail inspection for many reasons. they may measure fine but are corroded in the area forward of the nose seal, or on the back of the prop flange, When it can't be milled out, bye bye crank.
 
NordicDave said:
Want a case with 7000hrs or a crank the measured OK that was involved in a prop strike? Who knows what you get.
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If it has been inspected and passed I'm good with it. Because the testing it must pass is more than a new crank.
 
Checkout_my_Six said:
me?....I want all high time parts. They are proven and have positive history. These parts do not fatigue (cept the aluminum parts).....they wear. So, as long as they measure fine....they are great. 99.9999% of all failures are from manufacturing defects that bear themselves out in the infant mortality zone (early in the part's life). Again....I'll take a 7,000 hr crank any day over a brand new one.

Btw....factory remains get a 0 time because the manufacturer can determine the parts meet "new" specs....not because they are not able to determine the life of each part.
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Better read FAR 43.2 again. it can have over sized or undersized parts that meet manufacturer's limits. (manufacturers can set their own limits)
 
Whether there is any merit to it or not, factory re-manufactured engines are considered the holy grail of overhaul. There isn't much to putting an airplane engine back together. Most parts are overhauled by the same shops and just assembled by your local mechanic. That said, I will either do mine my self when the time comes, or send it to Barrett or the Factory versus any local shops around here.
 
Grum.Man said:
Whether there is any merit to it or not, factory re-manufactured engines are considered the holy grail of overhaul. There isn't much to putting an airplane engine back together. Most parts are overhauled by the same shops and just assembled by your local mechanic. That said, I will either do mine my self when the time comes, or send it to Barrett or the Factory versus any local shops around here.
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How would you like to pay umpteen thousand for a factory rebuilt engine only to be required to throw the crank, cam, rods, and cylinders away at next overhaul.??
 
Tom-D said:
When I pay $9,000 for a crank, I want a new one that will be used more than once.
Cases maybe not, but I don't want a set that has been milled many times either.
Cranks fail inspection for many reasons. they may measure fine but are corroded in the area forward of the nose seal, or on the back of the prop flange, When it can't be milled out, bye bye crank.
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you'll have no guarantee that it's defect free or AD free....mine will, by it's history. ;)


btw....Merry Christmas and Happy New Years Tom!o_O
 
Are ther actually any real numbers on the failure rate of a factory vs local rebuild?
 
Checkout_my_Six said:
me?....I want all high time parts. They are proven and have positive history. These parts do not fatigue (cept the aluminum parts).....they wear. So, as long as they measure fine....they are great. 99.9999% of all failures are from manufacturing defects that bear themselves out in the infant mortality zone (early in the part's life). Again....I'll take a 7,000 hr crank any day over a brand new one.

Btw....factory remains get a 0 time because the manufacturer can determine the parts meet "new" specs....not because they are not able to determine the life of each part.
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Like high time parts? I've got a few cars with 200k miles I'll sell you.
 
Checkout_my_Six said:
you'll have no guarantee that it's defect free or AD free....mine will, by it's history. ;)


btw....Merry Christmas and Happy New Years Tom!o_O
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Nothing is AD free forever. Just because it's old doesn't mean it will never suffer a AD.
 
Checkout_my_Six said:
yup....but your chances are greatly reduced.
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Not true,, lots of ADs on cranks that were reworked by certain shops.

I'll take my chances on a new one, at least it will have a warrantee to cover the off chance of a defect.
 
Tom-D said:
Not true,, lots of ADs on cranks that were reworked by certain shops.

I'll take my chances on a new one, at least it will have a warrantee to cover the off chance of a defect.
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yup....and we know what warrantees cover....:D
 
My history? Two Continental factory remans purchased. Both failed. The first one was to replace a 900 hour TTSN engine that had a rod break in flight. So much for the infant mortality comment! The new reman was sick from the start and was replaced under warranty at about 40 hours since new. I sold that plane. My next purchased reman had the crank condemned at 100 hours TT. Continental didn’t have a replacement crank in stock so I got them to give me a 520 crank and field converted the engine to a Pponk. Continental provided bearings and gaskets and paid all the labor. I paid to convert the case and bought new cylinders. It was a win-win. My history with Continental remas isn’t good but Continental was good to work with and did right by me both times.

My bottom line? If I know my engine history and major component life cycles are no greater than second run? I’d rather do a field overhaul to new limits. If the engine or components are beyond second run or have unknown history? I’d rather buy a reman to reset the clock. Subjective opinion, but it’s a pirep, not a make believe story.
 
brien23 said:
The PA-23 I bought years ago had the engines overhauled by a local A&P he did a great job as the engines went way over TBO without any problems. A good overhaul is just as good as the person doing it some good some not so good. Problem is how do I know you did a good job great job or poor overhaul, you don't and it does affect the resale price.
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It’s not just the shop. It’s how the pilots flying it treated the engine to make it way over TBO.
 
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