engine shop pireps wanted

"DL" wrote in message news:...

"Stephen N Mills" wrote in message
...
Vicky, our '75 Cardinal RG, is sick. We changed the oil and got a
report of iron in the oil analysis (from Blackstone) and iron
particles in the filter (from Second OilPinion). Hmmm... 26 tach hours
later, same thing. Pulled a cylinder: yep, cam spalling. (Assume
wailing, rending of garments, gnashing of teeth here)

The engine is a Lycoming IO-360-A1B6D, 750 hours since first major in
Aug 2001

Other factors: 9000 hours on the airframe. Fresh paint, poor (not
'bad') interior. Decent IFR avionics: GX60, KX155 w/ GS, GTX327,
JPI-700, no autopilot. 750 (+?) hours on the dry vacuum pump; this
will be replaced at this time. Also will be replacing with the
lightweight starter.

Human factors: myself and two partners; one of whom is inactive and
has been looking to sell out. We fly about 200 hours a year. With a
new partner, we expect to increase that.

Options: Our A&P is leaning towards a major overhaul rather than just
a cam replacement. I am concerned about possible other damage to the
engine from those iron particles riding around in the oil. But our
inactive partner (I haven't talked to him yet) will probably want to
get out for minimum bucks. Active partner and I are looking at
long-term value. We plan on owning this plane for a long time.

Costs: Our A&P has recommended three engine shops: America's Aircraft
(OK), Airmark Engines (FL), and Graham Engines (GA). I have talked to
all three. Each advised cam replacement, not major overhaul. The price
seems to be about $2000 for our A&P to r&r the engine, ?? for
shipping, and $5000 to $6000 to the engine shop. Time frame of about 3
to 4 weeks at the shop. All of this assumes no additional problems
are found when they open it up.

Wither? While active partner and I would love to get a factory reman'd
non-D engine, that does not seem reasonable. And we don't even want to
think about the cost of that. And even doing a major would move our
current bill from about $8000 to $17000 or more.

Advice? Any advice about the path to take, and any pireps on the three
engine shops mentioned (or any others) will be most humbly and
gratefully received.


N2679V, 'Vicky' '75 RG @ PDK, Atlanta
Steve Mills, in major bummed-out mode

(Sorry for previous blank posts. Too fast of a finger.)

Wrt America's Aircraft Engines - I got a Continental engine from them 3
years ago and I can't say enough nice about them. Quality of workmanship
seemed very high and break-in was wonderful. After almost 3 years there was
a starter drive problem - in my opinion most likely caused by a lightweight
starter that, by design, would not freewheel, which it apparently needed to
do with that style of Continental starter drive. (Certainly not an issue
with your Lycoming.) In discussing the drive problem with America's
Aircraft Engines they simply said "send it back and we'll fix it" which they
did - same day they got it - and at no charge. This was without any
question of exactly when they'd overhauled my engine, how many hours, none
of that at all. THAT is customer service in my book, for a problem that
they, most likely, could have easily and reasonably pointed the finger
elsewhere on.

If they're still there the next time I get an engine, I doubt I'll even get
other bids. I'd be inclined to take their advice on your Lycoming.

DL

"DL" wrote in message news:...

"DL" wrote in message news:...

"Stephen N Mills" wrote in message
...
Vicky, our '75 Cardinal RG, is sick. We changed the oil and got a
report of iron in the oil analysis (from Blackstone) and iron
particles in the filter (from Second OilPinion). Hmmm... 26 tach hours
later, same thing. Pulled a cylinder: yep, cam spalling. (Assume
wailing, rending of garments, gnashing of teeth here)

The engine is a Lycoming IO-360-A1B6D, 750 hours since first major in
Aug 2001

Other factors: 9000 hours on the airframe. Fresh paint, poor (not
'bad') interior. Decent IFR avionics: GX60, KX155 w/ GS, GTX327,
JPI-700, no autopilot. 750 (+?) hours on the dry vacuum pump; this
will be replaced at this time. Also will be replacing with the
lightweight starter.

Human factors: myself and two partners; one of whom is inactive and
has been looking to sell out. We fly about 200 hours a year. With a
new partner, we expect to increase that.

Options: Our A&P is leaning towards a major overhaul rather than just
a cam replacement. I am concerned about possible other damage to the
engine from those iron particles riding around in the oil. But our
inactive partner (I haven't talked to him yet) will probably want to
get out for minimum bucks. Active partner and I are looking at
long-term value. We plan on owning this plane for a long time.

Costs: Our A&P has recommended three engine shops: America's Aircraft
(OK), Airmark Engines (FL), and Graham Engines (GA). I have talked to
all three. Each advised cam replacement, not major overhaul. The price
seems to be about $2000 for our A&P to r&r the engine, ?? for
shipping, and $5000 to $6000 to the engine shop. Time frame of about 3
to 4 weeks at the shop. All of this assumes no additional problems
are found when they open it up.

Wither? While active partner and I would love to get a factory reman'd
non-D engine, that does not seem reasonable. And we don't even want to
think about the cost of that. And even doing a major would move our
current bill from about $8000 to $17000 or more.

Advice? Any advice about the path to take, and any pireps on the three
engine shops mentioned (or any others) will be most humbly and
gratefully received.


N2679V, 'Vicky' '75 RG @ PDK, Atlanta
Steve Mills, in major bummed-out mode