Leaning forward here but want to have the right thought process when the time comes. New RV-6A owner, plane has a O-320, 150HP Lycoming with 1550 time on engine. Previous owner was a vintage Porsche engine builder and knew his stuff. Currently starting and running great. Compression all in high 70’s. My son is building hours with it and when the time comes, what should I be ready for… overhaul or replace? I’d consider an upgrade to an IO-360 and would appreciate your perspective, opinions and knowing how much both these avenues might cost? No info too basic for the new guy, Lemmy have it!
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Overhaul or replace?
- Thread starter b1skooter
- Start date
If it runs great, and you are willing to do oil analysis, I think you could plan on the possibility of running it another thousand hours at least.
Congrats on your purchase of the best bang for the buck in two-seat GA: a good used RV-6A.
Continue flying behind that glorious engine in that stupendous aircraft for another 1,000 hours or so, then when the time comes: overhaul with cylinders that will get you to 160hp (usually doable), leave the fuel system as is, and go fly for another 3,000 hours, all while enjoying easy carbureted hot starts!
sansoneservices
Well Known Member
No worries, 1500hrs just means the break-in period is over
She does, G3X touch w/lean assist, nothing easier for dialing in 30 LOP. Thanks for the reply sir.
Will do!
For Oil analysis, who does it? What’s it cost and how/when do you capture a sample for analysis? Great info, thank you.
I agree that that can be reliable information as well, but it is a bit beyond some DIY airplane maintainers. Oil analysis takes most of the guest work out of the process.
All of the common Aircraft part and accessory outlets sell analysis kits.
They come with instructions how to take the sample and then you mail it into the lab and they provide you with a report.
Blackstone. It costs about $35, takes about a week or so. https://www.blackstone-labs.com/free-test-kits/
It is a procedure required during your annual inspection. I respect oil analysis but they have a hard time drawing your attention to a cotter pin or lock washer caught in the lower (before oil pump) screen.....
I’m not sure what I said that implied that it could replace the inspection of a suction screen and oil filter mediaIt is a procedure required during your annual inspection. I respect oil analysis but they have a hard time drawing your attention to a cotter pin or lock washer caught in the lower (before oil pump) screen.....
+1 for Blackstone. Sign up for Savy Aviation and their podcasts. It might be under Mike Bush.
Under part 91 as long as it’s making power, and not making metal, you can fly it forever.
Buy the oil analysis, have it checked every oil change. That should warn you in advance of a failure.
Mike bush has a twin engine aircraft and both engines are coming up on 5k hours.
Under part 91 as long as it’s making power, and not making metal, you can fly it forever.
Buy the oil analysis, have it checked every oil change. That should warn you in advance of a failure.
Mike bush has a twin engine aircraft and both engines are coming up on 5k hours.
Anti splat also sells a magnetic oil plug. Good back up to oil filter cutting, oil screen inspection and oil analysis.
Blackstone will also analyze your oil filter for more money (as well as your oil sample) if you don’t feel confident doing it yourself. Definitely something you might want to consider if you find metal in your finger screen. Helps to analyze where that metal is coming from.
rvbuilder2002 said:I’m not sure what I said that implied that it could replace the inspection of a suction screen and oil filter media
I agree that that can be reliable information as well, but it is a bit beyond some DIY airplane maintainers.
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I just want new owners to understand that the screen in the sump and the filter is as important as a leak down test, and
not above them to learn if they want to maintain their RV.....
Did not know they did that but it is quite a bit more than the oil analysis ($175), but as you said if you find metal then that is cheap.
I’ve lived this situation. Bought a used RV6A and the engine blowed up at 385 hours. It was a 320 based on a E2D and it was built by a supposedly reputable shop. The engine swallowed an intake valve which the piston pushed to the top of the cylinder and punched a big hole in the cylinder head. I could have replaced the piston and cylinder but decided to go thru the entire engine and ended up with a new top end from superior. I felt this was better than reusing old lycoming cylinders with who knows how many hours. Besides, a new lyc cylinder was unavailable during COVID. Plus, when you hold the Superior up next to a Lyc cylinder the better casting and porting of the Superior is obvious.
I did the removal and installation myself (and learned a lot) and the engine has been completely trouble free since. The 6 is used almost exclusively for XC cruising with some occasional cranking and banking. I live in Utah and 3 times last summer I took off at density altitude above 9K with 2 people on board and the performance was fine. I don’t think a 0-360 is necessary. One advantage to purchasing an engine to swap out would be less downtime.
Lastly, and I gotta mention this, When I was a kid building time as a CFI we didn’t have fancy engine analyzers or even egt gauges and no STCed oil filters (just the wire screen) and the and the 152s and 172s went 2500 to 3000 hours between overhauling. Not a big deal at all. And that was at 50 hour oil change intervals. Talk to a mechanic at a busy flight school or watch some Mike Busch videos on YT.
Kirk
I did the removal and installation myself (and learned a lot) and the engine has been completely trouble free since. The 6 is used almost exclusively for XC cruising with some occasional cranking and banking. I live in Utah and 3 times last summer I took off at density altitude above 9K with 2 people on board and the performance was fine. I don’t think a 0-360 is necessary. One advantage to purchasing an engine to swap out would be less downtime.
Lastly, and I gotta mention this, When I was a kid building time as a CFI we didn’t have fancy engine analyzers or even egt gauges and no STCed oil filters (just the wire screen) and the and the 152s and 172s went 2500 to 3000 hours between overhauling. Not a big deal at all. And that was at 50 hour oil change intervals. Talk to a mechanic at a busy flight school or watch some Mike Busch videos on YT.
Kirk
+1 Blackstone. I like their detailed summary that explains any anomalies. +1 on Mike Busch book - "Manifesto" although my local A&P/IA doesn't approve. I have nothing to add to all of the great comments above - good stuff. What caught my attention was the consideration to move to an IO-360. I have a 6A with an O-360 and a constant speed prop and have been thinking that I wished I had a 320 with a lighter weight prop (fixed pitch maybe?). There is too much weight up front and the cruise speed is nearly the same since they are both capable of serving the airframe equally well. You would lose some initial climb performance with a 320 but with the O-360 I'm pulling the power back at 600 AGL and climbing out at 110 anyway to keep the CHTs out of the yellow. So cruise climb vertical speed (lighter weight) and cooling might be better with the 320. Also, a heavier nose may limit aerobatic potential.
>1300 hrs on my O-320-E3D, about 700 on the cylinders. All 76/80 or better, uses maybe 1 qt every 8-10 hours. I have no intention of an overhaul unless and until the engine tells me it's time. A well-monitored and maintained 2500 hour engine is way safer than a 50 hour SMOH engine, in my opinion, and also as evidenced by failure rates. Keep an overhaul fund if able, and fly the heck out of it.
