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Makes me wonder why they didn’t include a fadec this time

Some variants yes, but it’s no longer in production. And neither are the 435 and 480 engine models. There are a lot of planes in the past that used geared engines. But I haven’t seen a new aircraft with a geared Lyco or Conti since the 80’s. I’m specifically avoiding mentioning the little...

I recently heard Tecnam is now building an STOL variant of the P2012. For this application they have selected the (375 hp) Continental GTSIO-520-S Instead of the (375 hp) Lycoming TEO-540. Does anyone know why they reverted to the use of a geared engine while every other manufacturer has...

I am curious though, what do you mean by schedule, something like the 12 year tbo?

Sure, check Service Letter 250A (https://www.lycoming.com/sites/default/files/Lycoming%20Engines%20Exchange%20Engine%20Core%20Policy.pdf)

I have to make a correction though. Those 36 years is since it last left the factory, in a rebuild, new or overhauled state. So if you had factory overhauls performed in the past, it’s still accepted. But generally if you’ve had it overhauled in shops, it’s not.

No, it’s a Lycoming limit, if your engine is over 36 years you have to get a rebuild, new or field overhaul. You cannot get a factory overhaul. It doesn’t mean you have a bad engine, just an old one.

Lycoming SL 250A says you have 120 days from the invoice date of the replacement engine before they need your core back.

Some shops actually do have factory new engines on the self, but only some of the most common ones. They are sold as factory new too. A factory rebuild is still being offered as a factory rebuild. You can also get a factory overhauled engine these days, but that’s only an option if your engine...

I meant 0 SMOH, it’s a reset of the timer. You don’t need a true 0 timed engine anyway, otherwise there’s no point in overhauling your own engine? I really don’t get what you are trying to say here?

If improper knowledge of the impulse coupling still leads to widespread problems, why don’t we all use retard breaker mags by now? Or an EIS system…

some shops offer ready to go engines that have been overhauled, you receive a zero timed engine immediately, and you have to pay based on the condition of the core you bring in. It’s more expensive than an overhaul of your own engine off course, but if you want the least possible downtime...

Lycoming has realized outsourcing isn’t the best way to go. It started with lots of quality issues, now they are trying to bring the entire manufacturing process in house again, that’s another reason for the huge delay on so many parts.

I don’t think so, I know Rotax is facing the same supply issues. The roots of this problem run deep, in fact, it’s not only general aviation, it’s every sector that requires a lot of raw materials.

Apologies, you are right, I’ve never heard about the Surefly ones but they look exactly the same.

It would be nice to have a comparison between the Electroair EIS and Lycoming’s EIS (electronic magneto) too. Anyone have any experience with the Lycoming system?

I heard all manufacturers have trouble with production, no exceptions. It’s caused by the pandemic’s aftereffects; raw material shortages, worker shortages. For Lycoming the biggest problem is cylinders, especially the ones for a O-235 and some of the 360’s. Many overhaul shops are trying to...

yeah that was kind off the whole point, so you would have another that would most likely be accepted.

You should contact the overhaul shop, I guess they gave you a warranty so they are obliged to either send you a new seal and pay for the work this has cost you. Or just pay for you buying a new seal + work involved. It’s not uncommon to have an oil leak on a freshly overhauled engine, this...

Wow, never heard of an alternator core that wasn’t accepted. Maybe you could try to find someone who is about to ship a core engine to a factory or overhaul shop and ask if you could swap alternators.