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01-13-2010, 05:06 PM
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Join Date: Nov 2009
Location: Las Vegas, NV
Posts: 6
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Lycoming 12 year TBO
Hi all,
I'm looking at puchasing an rv-4. It has an AEIO-360 (180hp) that was last overhauled in 1998. There are about 375 hours on the engine SMOH. It's low time, but about to run into Lycoming's 12 calendar year recommended TBO. How big of a deal is this really? I know some people run their engines way past the calendar year TBO, but do I really want to pay full price for a low time, 12 year old engine? Any thoughts?
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01-13-2010, 05:55 PM
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Join Date: Jan 2005
Location: SC
Posts: 12,887
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Quote:
Originally Posted by Carbin
Hi all,
I'm looking at puchasing an rv-4. It has an AEIO-360 (180hp) that was last overhauled in 1998. There are about 375 hours on the engine SMOH. It's low time, but about to run into Lycoming's 12 calendar year recommended TBO. How big of a deal is this really? I know some people run their engines way past the calendar year TBO, but do I really want to pay full price for a low time, 12 year old engine? Any thoughts?
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These are recommended TBO's, not required. My O-290 was last overhauled in 1959 and put in storage. When I got it home, I pulled the cylinders, inspected it, and replaced all the seals and went flying.
This doesn't mean that engine is fine. You want to check for rust on the inside.
As they say, "you pays your money and takes your chances."
__________________
Bill R.
RV-9 (Yes, it's a dragon tail)
O-360 w/ dual P-mags
Build the plane you want, not the plane others want you to build!
SC86 - Easley, SC
www.repucci.com/bill/baf.html
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01-13-2010, 06:41 PM
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Join Date: Jan 2006
Posts: 307
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12 years
You have a barganing chip. Bill is correct in his quote..."you take your chances". The pilots who's planes go TBO use the engine often, at least 150 hours a year and this needs to include 4 oil changes as Lycoming also recommends changing it every 3 months or 50 hours which ever comes first. I personally discount an engine when looking for time and hours. It comes down to corrosion and seals that become brittle. Nothing lasts forever and inactivity is a killer. If the owner changed the oil more often by the calander rather than the hour meter you may have a shot. I would perform a compression check and oil analysis and then decide if the price reflects a new engine. The airframe is in great shape but the engine is assumed to be at 2000 hours.
Make a deal.
Tad
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01-13-2010, 07:21 PM
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Join Date: Jan 2005
Location: Mtns of N.E. Georgia
Posts: 1,322
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TBO
I see that you're in Lost Wages but I don't know where the plane has been the last 12 years.
Technically you have a run out engine and your offer should reflect that.
If, by chance it has been in the desert all that time, you could be a winner. I would have a mechanic pull a couple of cyls. to check for rust on the cam and followers. Then borescope the cyls. If all is clean then you could up your offer by XX amount.
Otherwise, "you pays your money and you takes your chances".
__________________
LAUS DEO
Mannan J.Thomason, MSGT. USAF (RET)
VAF788
"Bucket List" checkoff in progress!
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01-13-2010, 08:13 PM
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Join Date: Nov 2009
Location: Las Vegas, NV
Posts: 6
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Thanks, for the responses guys! I can see how if I already had the engine, getting it inspected would give me piece of mind. But I don't think I want to throw down money for an iffy engine even if it is a good deal, not when there are so many other choices out there.
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12-10-2010, 09:05 PM
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Join Date: Apr 2005
Posts: 129
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I just came across this thread while searching for the 12 year deal. I have an opportunity to buy a factory new Lycoming IO-360 B1E that has been on a pallet and wrapped in plastic. Never run, never pickled. Problem is, it was delivered in 1993. The guy wants $22k for the engine. I feel I should have a tear down completed on the engine. Should this engine be considered a run out core now that 17 years (with no oil) is on the engine?
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12-10-2010, 09:56 PM
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Join Date: Nov 2006
Location: Perham, MN
Posts: 350
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I would definitely consider it a run out core. Why even consider an engine that's been stored for 17 years without being pickled when you can buy a new engine with a new warranty for essentially the same price from Aerosport Power or Mattituck?
__________________
Paul Winkels
RV7 Standard Build - First flight 4/16/2016 - Now Flying!
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12-10-2010, 10:03 PM
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Join Date: Jan 2005
Location: Round Rock, TX
Posts: 3,778
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Scrap parts unless he wants to 100% guarantee everything... 20% deposit, 100% refundable if the engine can not be cleaned, with all components tags yellow. With AD's, that propbably will not happen.
__________________
Reiley
Retired N622DR - Serial #V7A1467
VAF# 671
Repeat Offender / Race 007
Friend of the RV-1
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12-10-2010, 10:49 PM
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Join Date: Oct 2006
Location: Seattle, wa
Posts: 679
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The AEIO has a 1600 or 12 years not 2000. Also note 5 on the Lyc time in service letter states aerobatic engine limits are considered maximum and it is up to the operator to set a lower limit.
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12-10-2010, 11:09 PM
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Join Date: Jan 2005
Location: Round Rock, TX
Posts: 3,778
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This person selling the engine would do more justice for himself having the engine taken down and inspected, re-assembled and could bring a good price for the engine... with docs and tags.
__________________
Reiley
Retired N622DR - Serial #V7A1467
VAF# 671
Repeat Offender / Race 007
Friend of the RV-1
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