Folks,
question to you engine experts, and thanks for the information you gave me earlier
How would you guys determine the actual state of an engine at any given time? Say, you come across some O320 or O360 engine at mid time (roughly 1000 hours SMOH), all AD's done and verified, oil analysis done and filter cut, all looks fine. What compressions should get one's attention? Below 75? 70?
At the same time, someone tells me that continentals (such as the E225 or similar) have generally less compressions at the checks than comparable Lycomings, can't really see any logic in that, is there one?
Finally, what does qualify as a Major overhaul? I was looking at a IO360 which had 4 cylinders and crankshaft bearings overhauled 100 hours ago, but this does not seem to qualify? What is a Top Overhaul and how does it affect TBO for a privately operated plane?
Let me run some engines I have been looking at (all in appropriate airframes) by you and tell me what you think.
Lycoming IO360, total time 1500 hours since new in '74, had the above overhaul (4 cylinders and crankshaft bearings done) at 1350 hrs 10 years ago... been locked up in a hangar since about a year.
Lycoming O360, 1600 hrs since overhaul but was converted from constant speed prop to fixed pitch prop at 700 hours into the current 1600. Does that mean the potential of this engine would be higher than 2000 hours for private ops?
Lycoming O320, 450 hrs since overhaul (date unknown) but obviously not used a lot. What to look for in such rarely used engines and how to bring them back into normal use without damaging them?
Finally, a continental E225 with about 1200 TSO and all compressions around the high 60ties (67 and higher, but none above 70), plane and engine in mint condition otherwise.
Thanks guys. For the usual perspective owner/pilot these things can become really confusing and your inputs have shown to be spot on in recent memory
Best regards
AN 2 driver