Lyc(clone) Reliability

[Ironflight]

(I hope this is a good idea....but I occasionally have bad ones!)

OK, here's a question for folks that have considerable time flying behind Lycoming (and Lyclone) engines....how many folks have ever experienced an in flight engine stoppage that was directly caused by a failure in the "core engine". I'm not talking about running out of gas, or fuel starvation due to airframe fuel system failures - something that went wrong with the basic engine - Crank failures, case cracks, cam failure, lifters, rod breakage, sucking a valve....the intent of this thread is to see just how reliable/unreliable this power plant really is.

OK, I have my bias - I believe that the core engine is pretty much bomb proof, and I can't remember many stories of actual in-flight engine failures here on the forums in the past couple of years, so I think that belief is born out. But maybe we can learn a little bit (in a non-scientific, non-statistical way) about their reliability - at least anecdotally. And folks makign engine choices will ave a thread they can take a look at for some datapoints.

If you've had such a failure, please tell your story...but add in how many hours of flying time you have behind these engines in total...I expect someone with a lot more hours has just had more probability to experience a problem! It will also be more meaningful if you tell us how many hours were on the engine...

And to start things off....I have nothing to report.....(35 years worth)

Paul

[Transporter]

Two engine problems, both in Hawaii:

Lost one cylinder on a C-152 over the mountains on Oahu...but I don't fault the engine. Mechanic over-torqued the spark plugs during a 100 hr inspection; a chunk of spark plug bounced around the #2 cylinder, put a hole in the piston and screwed up the valves. Ruined my afternoon of flying, but I was able to maintain altitude and make it back to the field and land.

Also lost power in another C-152 a friend was flying (I was safety pilot) after takeoff on Kauai...again, I don't fault the engine. Mechanic failed to replace the plugs after a 100 hr inspection and the plugs were almost completely worn out; runup was good but we lost power on takeoff. Were able to climb and return to the field.

For what it's worth, both mechanics had their tickets suspended....don't know what the final outcomes were, but it made me rethink the rental aircraft fleet for a long time!

Also

Regards,
Mike

[Mike_ExpressCT]

I've been in one situation where a Lycoming O-360 in a fixed gear Cardinal had a situation where the exhaust valve on the number 1 cylinder froze in the open position while on climb out right after takeoff . Immediate effects were that the engine ran like ****(obviously), a lot of power was lost (obviously), but the pilot was able to circle around and land without problem. Thankfully, the end result was the overhaul of that cylinder and nothing more. At the time, I believe the engine had around 600-700 hours since new.

I also have a personal friend and fellow CFI who has had two partial engine failures, both while working on his Commercial in a Cessna 172RG (again, an O-360) where in both cases he had cracked cylinders. The engine was "mid-time" during both incidents, approximately 1000 hours since overhaul. Thankfully both times were right over an airport and he landed without problem.

[videobobk]

Closest I ever came was a rented 172 that lost a mag. I refused to fly it back to it's home base, and the owner came and picked it up and lost the second mag on his way back. Running rough is better than not running at all, I have heard. Another case of rental maintenance!

Two weeks ago a friend in the next hangar did lose a cylinder in a Colt. Stuck
valve that scrapped out the cyl. He was able to make a nearby field with enough power to hold altitude. Everything else I have been involved with was someone's fault.

Bob Kelly

[airguy]

Swallowed a valve in a rental 172, high time engine. Partial power, still in the pattern, normal landing, non-event. It went in for complete OH as a result, it was a training aircraft that was regularly abused, at an FBO that was known for horrible maintenance practices.

[Mel]

40 years and 5 months total experience behind Lycoming, Continental, Rotax and Jabiru. Nothing to report.

[DeltaRomeo]

While doing steep turns with the hood on (with CFI in right seat), the engine stopped turning.....NEAREST on the Garmin GPS 90 (it was a long time ago) and an uneventful landing on a grass runway that happened to be nearby (common in Texas). C-150 with Cont. engine. Crank had broken...yes, broken.

I didn't have to pay for that half hour .

dr

[Michael Burbidge]

My partner had a piston completely exist our C172 through the oil check door. It was a Continental 0-300. The piston ended up in a field. He was able to fly under partial power to a nearby airport. If I remember right, the engine had low time on it. Something like 200 hrs. I wasn't partners at that time. If I remember right, it was found to be caused by over torqued piston rod connecting bolts.

[cytoxin]

what are you smokin? you know real aircraft engines never quit or cause trouble in flight..... at least thats what we tell Ross just kidding Ross.
this should brighten your day. this is one on a twin .the owner/pilot was in the back while his very young son and freind (a pilot as well) were flying at night when it had an iron Hemorrhage this was the left engine and what was left of the engine.

[Ironflight]

Interesting responses so far....(and a great picture William!). If I count right, only one "the engine stopped making noise completely" case, and then some partial power cases. I intended the rules to be only cases that YOU have experienced YOURSELF, to keep the sample restricted to the 6,000 registered members here....otherwise, we could get every engine failure story ever told (and many of them get better and better with the telling - we all know that!). But it is interesting to see what happens when a rod tries to exit the case!