First annual for my 172 - need new engine!

The engine on the hoist looks far too fresh to be the old one. And judging by the rag in the crank nose, it's going on a constant-speed-prop airplane.
 
It is 19+ years old. I did have it off the airplane and split the case about 2 years ago for the prop governor idler shaft AD.
 
Hangontight said:
Whelp, we split the cases today. Cam failure, several lobes worn way down, pitting on tappet (sp?) faces. The guys in the shop took me through each piece and part of my engine which was really cool to see.

Also found out that my propeller is out of serviceable limits so it is junk. Will be getting a new one.

On the plus side, my wallet will be so light when I get my airplane back that I will have much more useful load for hauling gear & friends! See, there's a silver lining to every cloud.
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When this day comes, it's always a shock. When my engine started to show signs of senescence, not only were the cam lobes worn beyond limits and the lifters spalling, but the crank was not serviceable either. (On its second run already) In the end, the only serviceable piece of the engine was the case! The OH at PennYan was timely and awesome. I got a high-compression STC to get a power upgrade during OH at no cost other than the STC paperwork. Ultimately, I got an engine that will likely last the lifetime of my ownership, and has fewer problems than the prior, pre-owned, used, and abused engine had. When you are done, you will know that every part started from essentially brand-new condition, and you will know how the engine is treated on a daily basis. The upgrade of my engine to slightly higher power made a huge difference in climb capability, and I took the opportunity to replace the prop with a better matched STC prop at the same time. Since your prop is also out of spec, this might be a good opportunity to install both a HC STC and a better-matched prop "while you are at it." It's certainly cheaper (like free) to do the HC STC during OH.
 
chemgeek said:
When this day comes, it's always a shock. When my engine started to show signs of senescence, not only were the cam lobes worn beyond limits and the lifters spalling, but the crank was not serviceable either. (On its second run already) In the end, the only serviceable piece of the engine was the case! The OH at PennYan was timely and awesome. I got a high-compression STC to get a power upgrade during OH at no cost other than the STC paperwork. Ultimately, I got an engine that will likely last the lifetime of my ownership, and has fewer problems than the prior, pre-owned, used, and abused engine had. When you are done, you will know that every part started from essentially brand-new condition, and you will know how the engine is treated on a daily basis. The upgrade of my engine to slightly higher power made a huge difference in climb capability, and I took the opportunity to replace the prop with a better matched STC prop at the same time. Since your prop is also out of spec, this might be a good opportunity to install both a HC STC and a better-matched prop "while you are at it." It's certainly cheaper (like free) to do the HC STC during OH.
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Same. There is no charge for the STC other than the paperwork and I am getting a new prop while I’m at it. Glad to hear you’re happy with the result
 
Screw car gas....

Stinky Airplane!!!
Never not once rode in a auto fuel airplane that didn’t smell of that nasty poo!
 
Hangontight said:
Same. There is no charge for the STC other than the paperwork and I am getting a new prop while I’m at it. Glad to hear you’re happy with the result
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You will have a whole new airplane when you get it back! The extra few hp makes a huge difference in excess power for climb rate or driving a higher pitch prop. It's like the plane that snould have been designed from the start. Good luck a d good flying (soon).
 
Skymac said:
Screw car gas....

Stinky Airplane!!!
Never not once rode in a auto fuel airplane that didn’t smell of that nasty poo!
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A few years ago I stuck my head in an old airplane and got a whiff of 80/87. Took me back over 40 years to my student-pilot days. Odors are powerful memory-stimulators.
 
Dan Thomas said:
A few years ago I stuck my head in an old airplane and got a whiff of 80/87. Took me back over 40 years to my student-pilot days. Odors are powerful memory-stimulators.
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I used to own a 60s flatbottom v-drive with a 427 Ford. It had a 11.5/1 compression ratio, and I ran 105 octane leaded race gas in it. Starting it up was like inhaling perfume.
 
3393RP said:
I used to own a 60s flatbottom v-drive with a 427 Ford. It had a 11.5/1 compression ratio, and I ran 105 octane leaded race gas in it. Starting it up was like inhaling perfume.
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Yup. What will the young people of today have as memory-stimulators? Cars don't leak gasoline or gas fumes anymore, and the engines don't leak oil that gets hot and smokes a bit. Too many young people have never spent any time in the forest or on or in a natural body of water. For them, I suppose, it'll be the smell of new plastic when they open the box of a new phone or computer. Or a new car. Or a burning Tesla...:popcorn:
 
For what it's worth, I did a field (shop) overhaul on a O320-E2D back in 2003. Did the 160HP STC and added a powerflow exhaust. It dyno's out to 177HP - which was more than I expected. This was is a 1970 Cherokee 140. The engine proformed almost the same as a Cherokee 180 I had flown around the same time. More power and more fuel burn. I wish I could do a similar setup on a O-300.
 
unsafervguy said:
any good engine builder can build a better overhaul than lycoming. If you want new tolerances, ask for it. by the way, only a lycoming rebuilt engine will be to new factory tolerances. a overhaul will be built to "We measure against Lycoming Factory tolerances that exceed field requirements" notice they do not say "NEW" only that they exceed field tolerances. so their overhauls may be between new and field tolerances.

my builder built my last engine to new tolerances, new cyls, and anything else I wanted for a price a whole lot less than lycoming wanted.
just because they are the people that made it,doesn't mean that they rebuild them better.

to the OP. please tell your A&P to put a rag under that rod or secure it as per the overhaul manual. setting the rod on the case is a good way to put a nick on it that can cause a stress riser that can lead to rod failure. this is straight from the lycoming overhaul manual.

CAUTION
After the removal of a cylinder and piston the connecting rod must be supported to prevent damage to the rod and crankcase. This is drone by supporting each connecting rod with torque hold down plate ST-222, rubberbands, (discarded cylinder base on seal rings) looped around the cylinder base studs or using plates as shown in figure6-2
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Sounds like spinning a roulette wheel — maybe you'll get a worse job than Lycoming would do from someone who won't stand behind their work the same way, or maybe you'll get better one, but how can the average pilot know? "Not-Lycoming" is a pretty wide field, and it doesn't make sense to claim they're all better (even if one or two are).
 
Hangontight said:
Stopped by the shop to drop off my refinished yokes, and the mechanic said "hear that sound over in the testing area? That's your engine!" I scurried over to get some photos and video. If all goes well I might have a flying airplane by this weekend :)

View attachment 94636
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I like engine shops that run-up for an hour on a test stand. Gives me the woolies the thought of a first flight without a ground test stand.

Yes, it can be done on a plane on the ramp; but spitting small rocks around and annoying the neighbors seems less than ideal.
 
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My new Lycoming-rebuilt was run for 61 minutes on the test stand at Williamsport. Received a two page report of the various tests/phases that were run, engine parameters like RPM, CHT, MP, oil temp oil pressure, etc. Actually, the report looks like the test cell is computer-operated, with a supervisor just keeping an eye on the test run. It is (mostly) installed on the airplane - just torquing the exhaust nuts, mounting the prop, installing the battery and some Sceet ducting, and we'll be ready to prime and run it.
 
Whoa Baby! Thats what I'm talkin' 'bout! We got ourselves a runner! Not long now 'til we're soaring!

IMG_4486.jpeg
 
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