Engine overhaul time - Lycoming IO-360-M1A

[Steve]

Me and a buddy recently purchased a 2008 DA40 with a zero hour engine rebuilt by Penn Yann. Flown it 50 hours in two months with no issues so far. Replaced 2 quarts of mineral oil in that time and now running motor oil. Screens and filters all clean. IIRC, it was $37k but included all new hoses, lines, etc.

As far as I am aware, only the manufacturer can "zero-time" the engine during a rebuild. That was one of the reasons that I had mine done by Lycoming.

[Johnrschaefer]

Me and a buddy recently purchased a 2008 DA40 with a zero hour engine rebuilt by Penn Yann. Flown it 50 hours in two months with no issues so far. Replaced 2 quarts of mineral oil in that time and now running motor oil. Screens and filters all clean. IIRC, it was $37k but included all new hoses, lines, etc.

As far as I am aware, only the manufacturer can "zero-time" the engine during a rebuild. That was one of the reasons that I had mine done by Lycoming.

My understanding as well. I recently spoke with Penn Yann and others, and ended up going with a Lycoming factory rebuild through Air Power. Looking forward to December delivery.

[SLB_DA40]

Do you know if Penn Yan used new Lycoming cylinders or did they overhaul the old ones. They advertise that they are very good at cylinder overhaul. I’m wondering if new cylinders are becoming more available. The price seems good compared to a factory reman engine. Enjoy your new plane!

The cylinders were overhauled. And thanks! We are going at it pretty hard despite the NE weather. Can we get to Spring already?

[SLB_DA40]

Me and a buddy recently purchased a 2008 DA40 with a zero hour engine rebuilt by Penn Yann. Flown it 50 hours in two months with no issues so far. Replaced 2 quarts of mineral oil in that time and now running motor oil. Screens and filters all clean. IIRC, it was $37k but included all new hoses, lines, etc.

As far as I am aware, only the manufacturer can "zero-time" the engine during a rebuild. That was one of the reasons that I had mine done by Lycoming.

I will stand corrected then. Just got my ticket last Fall so a lot of new info coming at me. Is it more accurate to say "50 hrs SMOH"?

I am just glad that the break in seemed to go fine. Those first couple of test flights my nerves were jangled. Brought my Diamond trained CFII up with me, but still.

[steve_falconer]

Yes. 50 SMOH (Since Major Overhaul). Unless you had a factory reman then it’d be 50 SFRM (since factory remanufacute/exchange). http://www.aircraftassociates.com/l/und ... overhauls/

I’m working to get past TBO. My engine was overhauled in 2016 by Poplar Grove and it’s been great at over 1700 hours SMOH. Last annual compressions were 1. 78/80, 2. 73/80, 3. 76/80, 4. 76/80 not that it is a good test alone, but still going strong. With present flying rate I think I’ll be part TBO next year. But I’m prepared to overhaul when it’s time and am considering Victor Aviation (http://www.victor-aviation.com/) which is fairly close for me when it is time. Anybody have experience with them and if it’s worth it? If so, maybe spin off as a new post?

More info about compression tests relevancy: https://www.savvyaviation.com/unbelievable-compression/

[Charles]

Update on the overhaul. We just had the plane in for its first annual at 60SMOH following the overhaul last year and everything on the engine was fine except ALL 4 intake gaskets were leaking oil. The shop confirmed that they were replaced during the overhaul with the right part number so they're suspecting a bad batch?! Crossing my fingers that this will solve the rather large range in peak EGTs we were seeing and that LOP operation will improve.

On the topic of zero-time engines vs. overhauls, AvWeb published an interesting article a few years ago: https://www.avweb.com/ownership/the-zero-time-myth/

[Rich]

ALL 4 intake gaskets were leaking oil.

??? Trying to make sense of this. What gaskets are you referring to? The air intake pipes shouldn't have exposure to oil in the first place.

[Charles]

The issue was at the bottom end of the intake pipes near seal P/N 77569. Come to think of it, I have no idea why oil was visible on the bottom of the pipes on the induction housing. Could it have leaked from somewhere else and collected there? In any case, the seals were declared faulty and replaced under warranty.

[Rich]

The issue was at the bottom end of the intake pipes near seal P/N 77569. Come to think of it, I have no idea why oil was visible on the bottom of the pipes on the induction housing. Could it have leaked from somewhere else and collected there? In any case, the seals were declared faulty and replaced under warranty.

I think the source of the leak is elsewhere fly a few hours and check everywhere above: valve lifter tubes, cylinder bases and whatnot. One thing I would check right now is the tightness of the valve cover screws. Almost inevitably these need to be tightened at least a couple of times after the gaskets are replaced.

[Steve]

The issue was at the bottom end of the intake pipes near seal P/N 77569. Come to think of it, I have no idea why oil was visible on the bottom of the pipes on the induction housing. Could it have leaked from somewhere else and collected there? In any case, the seals were declared faulty and replaced under warranty.

I think the source of the leak is elsewhere fly a few hours and check everywhere above: valve lifter tubes, cylinder bases and whatnot. One thing I would check right now is the tightness of the valve cover screws. Almost inevitably these need to be tightened at least a couple of times after the gaskets are replaced.

That would be my guess as well, although I don't know why all four would be leaking. As Rich mentioned, these will need to be snugged up (not too tight though) after a few hours of operation. Maybe your shop didn't do this because the airplane was back home by then.