O-200 almost double TBO time. advice?

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Hawker rider

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Hawker rider
Hi all,

I am looking at an O-200-A with a build date of ‘65 that is coming up on about 3500hrs. From (screenshots of parts) the logbook it doesn’t seem to have gotten any major repairs done to it.
Last few annuals have only returned with “inspected as airworthy and good compressions”

It’s currently part of an estate as the owner passed away, and nobody with knowledge of the airplane/engine is part of dissolving of said estate. So they have no idea about oil analysis, borescopes etc.

I am expecting to price in a full overhaul, but what would you all consider? It seems to have flown about 60hrs/yr these last few years.
Fly it and check it with caution? Put new jugs on? Tear it down completely?

I would be new to ownership, normally I am just behind the controls, but also turned wenches under supervision.

Mark
 
Good compressions, not making metal, flying regularly, overhaul already priced in? I'd fly it and get it borescoped and start establishing an oil analysis baseline.

Also, say type airplane.

Also also, welcome to PoA!
 
With that much time on the crank, there's a very high likelihood that it would not pass inspection which would be a dramatic increase in price for the overhaul. The core should be priced accordingly for this unknown.
 
samiamPA said:
With that much time on the crank, there's a very high likelihood that it would not pass inspection which would be a dramatic increase in price for the overhaul. The core should be priced accordingly for this unknown.
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Maybe, maybe not. If it’s original it will probably turn 10 under.
 
Thanks for the replies.

It is on a Citabria 7ECA. There are a few more issues that I can’t get answers too (yet) short of doing the logbook search or a pre buy. I’m must trying to figure out a point for a purchase price. I have a guesstimate in my head for about 25K with a core value of about 5K. But internet research on these engines is not confidence inducing…
Engine and prop are the same hours, so that will add even more to it, but looks like this combo has given a few owners a good run.
 
If it's been flown consistently and isn't showing signs of wear, it could have plenty of life left in it. That said, overhaul costs should still be factored in.
 
I wouldn't fly it. We had an O-200 swallow a valve in flight. The student and instructor in the 150 barely made it back to the airport, losing altitude all the way.

Valve stems, especially on the exhaust valve, will erode, corrode, and can crack and fail. An engine with so much time, especially if it has never had valve work done, gets riskier as the hours mount. Those little Continentals often need such work at around mid-TBO, never mind thousands of hours beyond that.

Lycoming's valves are more robust and will last longer.
 
Dan Thomas said:
I wouldn't fly it. We had an O-200 swallow a valve in flight. The student and instructor in the 150 barely made it back to the airport, losing altitude all the way.

Valve stems, especially on the exhaust valve, will erode, corrode, and can crack and fail. An engine with so much time, especially if it has never had valve work done, gets riskier as the hours mount. Those little Continentals often need such work at around mid-TBO, never mind thousands of hours beyond that.

Lycoming's valves are more robust and will last longer.
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I'm sure the cylinders don't have 3500 hours on them.
 
How can anyone make any real determination based on looking at only

parts of the logbook?
 
Hawker rider said:
Thanks for the replies.

… I’m must trying to figure out a point for a purchase price….
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What’s the motivation for buying? How new are you to flying in general? How motivated are you to fund a project plane that may not fly because it’s waiting on parts?

One of the most expensive things you can buy is a cheap airplane you don’t know much about.
 
Dan Thomas said:
I wouldn't fly it. We had an O-200 swallow a valve in flight. The student and instructor in the 150 barely made it back to the airport, losing altitude all the way.

Valve stems, especially on the exhaust valve, will erode, corrode, and can crack and fail. An engine with so much time, especially if it has never had valve work done, gets riskier as the hours mount. Those little Continentals often need such work at around mid-TBO, never mind thousands of hours beyond that.

Lycoming's valves are more robust and will last longer.
Click to expand...
I had a 700 hour engine puke a rod through the case. Anecdotal failure stories aren’t guidance.
 
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