David Johnson
Well Known Member
All,
I have the chance to get a 2000 TTSN IO-360-L2A (180 HP) from a friend's 172SP. He's changing it out for a new one right at TBO, even though it's still running fine and oil and filter analysis are clean. He has flown it as much as 300 hours a year since new, so it's had plenty of exercise. I have a few of questions for the group.
First, is there any reason why the L2A variant would not be desirable, other than not being set up for a constant speed prop? I was planning to go with a fixed pitch prop anyway. Any problems with the sump arrangement or accessory mounting that would prove difficult for an RV-7A on this engine?
Second, Lycoming charges a $10,000 core charge with his new engine until they get the old one back. I am considering offering him the $10,000, plus a little bit, in lieu of getting his core charge back from Lycoming so I can get it. Are there any obvious problems with this scheme? Seems like a reasonable deal for a good engine.
Third, I plan to overhaul it before I hang it on the plane, with the help of a trusted A&P with lots of engine experience. I'll send all components out for inspection, replacing items as required. I'll send the cylinders out for overhaul at a well regarded shop in the area as well. The purpose is not to save money, but to learn that engine inside and out. Any guesstimates as to the cost of the inspections and cylinder overhauls, assuming all parts check out OK?
Thanks for the help!
Dave
I have the chance to get a 2000 TTSN IO-360-L2A (180 HP) from a friend's 172SP. He's changing it out for a new one right at TBO, even though it's still running fine and oil and filter analysis are clean. He has flown it as much as 300 hours a year since new, so it's had plenty of exercise. I have a few of questions for the group.
First, is there any reason why the L2A variant would not be desirable, other than not being set up for a constant speed prop? I was planning to go with a fixed pitch prop anyway. Any problems with the sump arrangement or accessory mounting that would prove difficult for an RV-7A on this engine?
Second, Lycoming charges a $10,000 core charge with his new engine until they get the old one back. I am considering offering him the $10,000, plus a little bit, in lieu of getting his core charge back from Lycoming so I can get it. Are there any obvious problems with this scheme? Seems like a reasonable deal for a good engine.
Third, I plan to overhaul it before I hang it on the plane, with the help of a trusted A&P with lots of engine experience. I'll send all components out for inspection, replacing items as required. I'll send the cylinders out for overhaul at a well regarded shop in the area as well. The purpose is not to save money, but to learn that engine inside and out. Any guesstimates as to the cost of the inspections and cylinder overhauls, assuming all parts check out OK?
Thanks for the help!
Dave