Lycoming O-290-D options

[Gene Z. Ragan]

Hi,

I am in the process of restoring a Pazmany PL-1. It has an O-290-D
with about 1800 hours on it.
The original logs go back to 1951 and the engine has never been
overhauled. At some point in the
60s some top end work was done but the exact nature is not listed.
The engine technically has 200 hours left before TBO but one cylinder
is at 60 compression and the thought of flying it as is scares me.

Parts seems to be scarce for this engine, but they can be found. I
could embark on an adventure and get guidance from an A&P and attempt
a rebuild. I could find someone to do a rebuild or I could sell
the runout engine and put a O-320 in, which seems to have a stable
parts supply.

Could I get some advice from the group?

Thanks!

Gene

[Orval Fairbairn]

In article >,
(Gene Z. Ragan) wrote:

> Hi,
>
> I am in the process of restoring a Pazmany PL-1. It has an O-290-D
> with about 1800 hours on it.
> The original logs go back to 1951 and the engine has never been
> overhauled. At some point in the
> 60s some top end work was done but the exact nature is not listed.
> The engine technically has 200 hours left before TBO but one cylinder
> is at 60 compression and the thought of flying it as is scares me.
>
> Parts seems to be scarce for this engine, but they can be found. I
> could embark on an adventure and get guidance from an A&P and attempt
> a rebuild. I could find someone to do a rebuild or I could sell
> the runout engine and put a O-320 in, which seems to have a stable
> parts supply.
>
> Could I get some advice from the group?
>
> Thanks!
>
> Gene

I would overhaul it, pronto! It is very likely that the cam and tappets
are worn, due to the hihg mounting of Lycoming cams.

El Reno Aviation has plenty of parts available -- the tappets and
lifters are tha same as O-540/O-360, etc.

Cylinders, pistons, rods are the same as O-435, of which Lycoming built
thousands for WW-II Stinson L-5s.

You can get another 10 hp by converting to an O-290 D2, which entails
using 7.5:1 instead of 6.5:1 compression ratio pistons.

[RU ok]

>I am in the process of restoring a Pazmany PL-1. It has an O-290-D
>with about 1800 hours on it.
>The original logs go back to 1951 and the engine has never been
>overhauled. At some point in the
>60s some top end work was done but the exact nature is not listed.
>The engine technically has 200 hours left before TBO but one cylinder
>is at 60 compression and the thought of flying it as is scares me.
>
>Parts seems to be scarce for this engine, but they can be found. I
>could embark on an adventure and get guidance from an A&P and attempt
>a rebuild. I could find someone to do a rebuild or I could sell
>the runout engine and put a O-320 in, which seems to have a stable
>parts supply.
>
>Could I get some advice from the group?
>
>Thanks!
>
>Gene
++++++++++++++++++++++++++++++

Parts are available, but pricey.
Weight is close to an 0-320.

Depending on your circumstances, you might find an
0-320 to be a cheaper and more powerful replacement.


Barnyard BOb -

[Gene Z. Ragan]

David and all,

Thanks for the good input.

I have rebuilt several engines including performance racing Porsche
engines, but I know that doesn't make me an expert aviation powerplant
mechanic. I did expect it to be an adventure for sure.

Because the engine is an O-290-D, I wasn't aware that ECI had new
cyclinders for it. I will yank the sad jug and see what is going on
inside.

I expect whatever I do to be expensive, I was just trying to deterine
what to do with the 300 lbs of metal bolted to the plane right now.
Perhaps I can find a midtime 320 and let an excited 290 owner buy this
one for parts.

Gene

[David O]

(Gene Z. Ragan) wrote:

>David and all,
>
>Thanks for the good input.
>
>I have rebuilt several engines including performance racing Porsche
>engines, but I know that doesn't make me an expert aviation powerplant
>mechanic. I did expect it to be an adventure for sure.
>
>Because the engine is an O-290-D, I wasn't aware that ECI had new
>cyclinders for it. I will yank the sad jug and see what is going on
>inside.
>
>I expect whatever I do to be expensive, I was just trying to deterine
>what to do with the 300 lbs of metal bolted to the plane right now.
>Perhaps I can find a midtime 320 and let an excited 290 owner buy this
>one for parts.
>
>Gene

Gene,

ECI replaced much of their "Classic Cast" cylinder line with their new
Titan series. I'm believe that they continue to manufacture Classic
Cast cylinders for the types not replaced by the Titan series, but I'm
not certain. I agree that the O-320 route might be better for you.

David O -- http://www.AirplaneZone.com

[Richard Lamb]

David O wrote:
>
> (Gene Z. Ragan) wrote:
>
> >David and all,
> >
> >Thanks for the good input.
> >
> >I have rebuilt several engines including performance racing Porsche
> >engines, but I know that doesn't make me an expert aviation powerplant
> >mechanic. I did expect it to be an adventure for sure.
> >
> >Because the engine is an O-290-D, I wasn't aware that ECI had new
> >cyclinders for it. I will yank the sad jug and see what is going on
> >inside.
> >
> >I expect whatever I do to be expensive, I was just trying to deterine
> >what to do with the 300 lbs of metal bolted to the plane right now.
> >Perhaps I can find a midtime 320 and let an excited 290 owner buy this
> >one for parts.
> >
> >Gene
>
> Gene,
>
> ECI replaced much of their "Classic Cast" cylinder line with their new
> Titan series. I'm believe that they continue to manufacture Classic
> Cast cylinders for the types not replaced by the Titan series, but I'm
> not certain. I agree that the O-320 route might be better for you.
>
> David O -- http://www.AirplaneZone.com

If I'm not mistaken, the O-290 has a solid crank.
Not hollow like the O-320?

Richard

[David O]

Richard Lamb > wrote:


>If I'm not mistaken, the O-290 has a solid crank.
>Not hollow like the O-320?
>
>Richard

I'm pretty sure that all Lyc O-235, O-290, and O-320 engines have
hollow crankshafts. Some Lyc O-360 engines have solid cranks. The
original "corrosion pits" AD proposal included all O-235, O-290, and
O-320 engines plus the O-360 engines with hollow cranks. After
lobbying by AOPA and others, the scope of the AD was reduced to
include fewer engine models. Lycoming's crankshaft inspection SB
(505, 505A, 505B) never included O-235 or O-290 engines. Lycoming's
protective coating SB (530, 530A) includes all O-235, O-290, and O-320
engines plus the O-360 engines with hollow cranks.

David O -- http://www.AirplaneZone.com