A while back we were talking about Rotax 912's over 3000 hours with no overhaul.
Yesterday a new owner brought in a 1960's 172 L with a Continental O-300 (same cylinders as the O-200 but 6 cylinder) for annual. It has 3700+ hours since new and no overhaul. I had flown this airplane last fall with the owner. It was doggy but flew and ran ok. I was not aware of the engine time. Neither was the new owner. Seems a mechanic was entering some TBO numbers which were made up. The logs have no gaps or missing pages and there are no indications of any overhaul. Mechanic is in federal prison now for other things and the new owner did not get a prebuy when he purchased the airplane.
Some engine history excluding oil changes, spark plug changes and annuals with no repairs.
9-19-67 480 TT Rocker shafts inspected for SL 67-21
2-18-69 935 TT changed right mag points and condenser
12-15-70 1280 TT changed generator drive seal and brushes
8-8-73 1613 TT replaced rocker box gaskets and three exhaust gaskets
8-19-73 1715 TT Replaced #1 cylinder exhaust gasket
6-13-77 1805 TT Rebult #2 and #4 cylinders
7-25-79 1885 TT replaced throttle arm bolt
6-12-89 2376 TT replaced #3 exhaust gasket
11-6-90 2554 TT removed #2 cylinder for exhaust and intake valve seat replacement
6-19-92 2698 TT Replaced starter brushes
9-2-92 2726 TT rebuilt carb, installed one piece venturi and brass float
6-17-93 2798 TT both mags overhauled by Columbia aircraft
5-5-94 2854 TT replaced gascolator to carb fuel line
1-26-95 2918 TT replaced starter solenoid
8-4-95 3012 TT Replaced #2 exhaust valve
11-29-95 3076TT Left mag repaired by Columbia Aircraft, installed alternator.
6-21-96 3122 TT Replaced both mags and harness with Slick 6364
8-13-96 3144.5 #2 cylinder repaired by Columbia aircraft
6-9-97 3235 TT Replaced starter solenoid with W-R/RBM
9-18-97 3283 TT removed #2 cylinder for overhaul by Columbia Aircraft
New piston, and rings
9-22-98 3390 TT installed Auto Gas STC
10-12-00 3490 Replaced #1 and #3 exhaust gaskets. Replaced #6 cylinder pushrod gaskets
2-1-03 3554TT Replaced 6 rocker box gaskets
6-15-06 3602 TT replaced all intake tube hoses and gaskets, replaced valve cover gaskets
7-18-07 3666 TT replaced all valve cover gaskets
1-12-08 3666 Replaced all valve cover gaskets, replaced right exhaust clamp.
1-5-09 3696 TT All compressions over 71/80 No metal in screen. Oil pressure ok. Replaced 2 studs on #3 cylinder and replaced exhaust hardware on #1,3,5 cylinders.
So there is a plain Continental running 3696 hours with no particular care. 40+ years of calendar time and no oil filter, only a metal screen. Some auto gas and six or seven different brands of oil.
Continental way past TBO
Moderator: drseti
I haven't gotten in touch with him yet. I'm not signing it off. He knew it was over TBO but not TBO X 2.
It's interesting to track the #2 cylinder. That is left rear on the Continental. Probably the hottest.
Also the valve cover gasket replacements are odd.
Mag rebuild was not too successful.
Airplane had a rough life. Left wing was replaced twice. Right wing once. Stabilizer replaced, right gear leg replaced, right gear casting. Fuselage had some skins replaced, Prop replaced, Elevator reskinned, firewall crinkled.
Not a lot of real expensive problems on the engine over that time period.
No major AD notes to comply with.
It flies pretty good and there are no wrinkles in the skin anywhere. No patches or visible repairs so I was surprised looking at the log books. Repairs were well done.
The closest high time I knew of was a Piper arrow from Michigan with 3100 hours. I pulled that one out of a field with a broken exhaust valve.
The teardown report will be very interesting.
It's interesting to track the #2 cylinder. That is left rear on the Continental. Probably the hottest.
Also the valve cover gasket replacements are odd.
Mag rebuild was not too successful.
Airplane had a rough life. Left wing was replaced twice. Right wing once. Stabilizer replaced, right gear leg replaced, right gear casting. Fuselage had some skins replaced, Prop replaced, Elevator reskinned, firewall crinkled.
Not a lot of real expensive problems on the engine over that time period.
No major AD notes to comply with.
It flies pretty good and there are no wrinkles in the skin anywhere. No patches or visible repairs so I was surprised looking at the log books. Repairs were well done.
The closest high time I knew of was a Piper arrow from Michigan with 3100 hours. I pulled that one out of a field with a broken exhaust valve.
The teardown report will be very interesting.
There are no indications it is getting ready to fail. My main concern is the very long calendar time. Corrosion internally.
There is a guy in Arkansas who will exchange and install a 0 time engine on the airplane for $9,000. Reusing the accessories. Also might have found one for $5,500. I'd like to take this engine apart to see what is worn but they might do an exchange and would have to send the core.
Also found the main fuel line worn paper thin by the nosewheel steering pushrod. The nosewheel casting is loose from the fuselage. Fuel selector off function does not work. Valve overhaul is $1000. O ring kit is $27
We'll try the O rings.
If anyone buys an older airplane get a prebuy inspection. Take a look at the fuel line below the copilot rudder pedals on a 172.
There is a guy in Arkansas who will exchange and install a 0 time engine on the airplane for $9,000. Reusing the accessories. Also might have found one for $5,500. I'd like to take this engine apart to see what is worn but they might do an exchange and would have to send the core.
Also found the main fuel line worn paper thin by the nosewheel steering pushrod. The nosewheel casting is loose from the fuselage. Fuel selector off function does not work. Valve overhaul is $1000. O ring kit is $27
We'll try the O rings.
If anyone buys an older airplane get a prebuy inspection. Take a look at the fuel line below the copilot rudder pedals on a 172.
-
Skyview Aviation
- Posts: 10
- Joined: Mon Apr 28, 2008 10:31 pm
- Location: Tracy, CA