The thing to watch for is that many well maintained engines will run
beeyond TBO.
But if you rebuild them at TBO you will pay a typical TBO cost.
But if you let them go way beyond that, parts that would have passed
will now fail and will need replacing. So nothing was saved. If you buy
passed TBO - expect to pay a lot more.

Tony

In article ,
(Dave) wrote:

I am considering going to take a look at a 152. I need something to
fly while doing th efabric on the Taylorcraft and the kids need
something to learn in. Student pilot solo insurance in a taildragger
might just be spectacular.

The plane has about 7500 TT which may or may not be OK depending on
the maint. The part that makes me wonder is that the engine has 3000
(not a typo) since a factory remanufacture in 1994. No top overhaul
or anything else. Compressions are still in the 70's at a recent
annual. I haven't looked at the books to see if they were 70 and
where they have been for the last few years. The owner claims that
there was no metal in the oil filter when they cut it.

Given the hours on the plane I am guessing that it was a school plane
for at least part of its life.

How likely are the lycos to go that far past TBO and not be making
metal? What parts are likely to be toast at this point?

I am guessing that engine life is better with a filter than with the
oil screen in my A65 Taylorcraft but is this thing an immediate money
pit or will I get 200-300 hours before it sucks down my kid's college
money?

Dave
N36078 '41 BC-12-65




--

Tony Roberts
PP-ASEL
VFR OTT
Night
Almost Instrument
Cessna 172H C-GICE