At the risk of opening a can of worms - as owners have strong, differing opinions: I'm in the market for an overhauled or Lycoming factory rebuilt for my '69 260C. (Lots of ferrous metal in the cut oil filter after 20 hours on this oil and pretty large chunks in the pan oil strainer. Probably a cam lobe coming apart, but have not taken cylinders off to have a look. 1400 hours since major overhaul, but that was in 1990. Engine was field overhauled that one time and has a total of approx 2830 hours.)

There is a good engine shop on the field that I have always intended to use should the need arise, but now I find myself questioning that course of action and perhaps going with a Lycoming factory rebuilt. The zero time factory rebuilt looks attractive, but not if the cost differential in huge.
Your thoughts? And, is my engine eligible for core value trade-in with Lycoming? If not, that would pretty much make the decision. For the novice engine buyer, it's difficult to tell from their website. I will overhaul the prop and governor, alternator. Oil cooler professionally flushed recently and brand new Skytec starter. Anything else I should think about?

Thanks all for your thoughts!

c

Hi TB,

I'm sure everyone one has had different experiences. I have bought 3 engines for two different aircraft all from Lycoming. For me downtime is the big issue and it seems to me even if all goes well a field overhaul just takes longer. Much quicker to buy an off the shelf engine. Further I don't trust the field overhaulers. The first engine I bought was an overhaul from Lycoming and it was excellent. Unfortunately we were sold some tainted gas and the FAA deemed the engine junk although it was running perfectly. Chevron paid for a factory reman which in my opinion was not quite the equal of the previous engine although it produces book #'s and is running strong with 1500 hrs and has needed nothing in that time. Both these engines are/were in an Archer.

The 3rd engine is a reman in our 260B and it has 1500 hrs as well. It has also been trouble free. We did have to replace the front crankshaft seal twice but that's it. All compressions are at 78 or above and it is smooth without any extraordinary balancing. I'm sure a field overhaul could be just as good but my sense is the factory produces a higher percentage of good engines and they have the financial resources to cover the bad ones.

Good luck, Don

Dating back to when I was running a charter operation, have have had occasion to use factory O/H and field overhauls. I am leery of field overhauls save for ones from the top shops, and I only count a handful as top shops. I have had good luck with Lycoming overhauls on Navajos. Pretty much just put gas and oil in them until TBO.

Before we starting running Navajos, I went to factory school. I asked one of the Lycoming people what the difference was between the factory Reman and the O/H, other than the zero time log book. He thought about it a bit and said: "I don't think that we would put a .010 undersize crank in a reman, but I would have to check that to be sure." Other than that, he could really name a difference.

Practically, it might depend on their core policy. I have heard that they are more relaxed about the core on a reman, though I don't have direct experience.

I would call and ask. I am sure that they will have a ready answer.

I think Lyc says 2000 hours or 10 years whichever comes first for overhaul.

As said well by others above, depends upon your own sensitivity as to what path works best. Ditto Kristin on using an experienced shop.

Hate downtime but did choose to overhaul because we had been very happy with the engines. Chose Zephyr, Charlie Melot's shop as I knew he knew counter-rotated well. We have been very happy. Here's the link to the article I wrote on our experience. Hope it helps. http://www.comancheflyer.com/NS/tech_ar ... erhaul.pdf

Also in addition to the gov and prop overhaul, do a reflush of the oil cooler, just to be sure.

Gary

The only problem with the factory reman is that you get zero time logbooks, but not zero time parts. Your case and crank will likely be used, but you will not know how many hours that they have been run or by who.

I overhauled a couple of years ago, and since this was the first overhaul on engines that had been installed new (albeit 20 years earlier) and that had never leaked oil, I wanted to keep my cases so I went with a "name" overhaul shop. The engines now run great, although I did have to "re-overhaul" the engine driven fuel pumps and fuel servos.

Jay

There is usually a time and cost advantage at a facility where you can leave the airplane and all the work is done there. Look for a reputable operation that will overhaul to new limits and support the results. Apart from R&R of accessories that 'one stop' overhaul could be in the $25K range. If you have to spend to get to and from the location that may negate the cost saving. I note from the Pathfinder that you are in Prescott AZ. so Pat Barry (SoCal) might advise you where to go. A consideration about 'how much to pay for' is how long you will fly after the work is done. An overhaul loses some of its resale advantage in a few hundred hours.

Good advice by all above - would add that you should choose your remove and install shop with as much care as the overhaul . We thought we could trust the shop that did ours and we were wrong - lost nearly all the engine accessories in a short period - including double vacuum pump failure due in a single flight - thank goodness we were VFR. All problems were due to sub-standard work.

By sharing this I hope to help you avoid a similar experience.

Thank you all for your inputs - if others would like to respond, please don't hesitate.