I have purchased an IO-360-A3B6D. The engine is an angle valve Lycoming with 200HP originally out of a Mooney. It has 0 hours since major overhaul, and 1400TT. I hadn’t originally wanted an angle valve version of the 360. I’d have preferred a parallel valve engine. The angle valve is about 30 lbs heavier, and this increases the already forward CG of the RV-8. I can compensate with a composite prop and EI, but its still a bit of a weight and balance penalty. However, I believe for the price and horsepower I’ve made a good decision. 200HP with an EI should get me close to 205HP. With that, this thing is going to climb like a raped ape!
There are a few downsides. First, the engine has been in long term storage since its overhaul. 17 years to be exact. Second, the -D on the end of the model indicates a dual mag setup – which isn’t ideal. The dual magneto (as opposed to dual magnetos) is essentially two magnetos in one housing sharing one drive. This increases the likelihood of failure slightly and increases the repair and replacement cost due to its unique nature. However, its not all bad in this regard. There are ways to pair with an electronic ignition like the Lightspeed. Unfortunately an EI like the PMAG isn’t feasible.
17 years is a very long time to be in storage. The engine was pickled, coated with lubriplate during the overhaul, and stored in a finished California basement. It has never been rotated. I had a local A&P inspect the engine. He removed a valve cover and inserted a borescope in the cylinders and a few other locations. We couldn’t find any evidence of corrosion whatsoever. The engine appears pristine. Additionally, review of the logs and overhaul records indicate that the work was done thoroughly and properly.
Ultimately, I offered the seller a good bit less than he was asking – and he accepted. My thought process was simply that with the amount of time in storage there is a fair amount of risk involved in the purchase. Despite the pre-purchase inspection – we may still find issues when we remove the cylinders and get further down the road towards engine start. Ultimately, I think I offered a fair and reasonable price. Its quite costly to get the engine inspected, crated, and shipped across the country. If the engine doesn’t need any work then I will wind up with an incredible deal. If the engine does need work – I should avoid completely losing my shirt but it might not be such a good deal. Time will tell. For now, here are some photos from the inspection as well as the engine details.
Our local engine guy is going to help me pull the cylinders etc and I will post more when the engine arrives.
Details:
- Engine was overhauled by Aircraft Engine Resources, Brighton, IA.
- Zero hours since major overhaul.
- Full record of overhaul and rebuild is available along with extensive list of new parts and yellow tag certifications. The original engine log is also available (the engine came out of a Mooney, I believe).
- The engine has not been rotated since the rebuild, so all the assembly lubrication (Lubriplate) is still in place for long-term storage.
- Engine has been stored in the basement of my house (low humidity and California temperatures).
- New parts include:
- OEM cylinders.
- Rocker arms and covers.
- Crankshaft gear retaining bolt.
- Crankshaft bearings.
- Counterweight rollers.
- Air Tec piston pins and plugs.
- Lycoming fuel pump.
- High-strength connecting rod bolts.
- Connecting rod nuts.
- Connecting rod bearings.
- Lycoming oil pump body.
- Hardened oil-pump impeller kit.
- Thermostatic Oil Cooler Bypass Valve.
Engine has one new magneto (I planned to install a Lightspeed electronic ignition system in place of the second magneto). The engine comes with all of the Bendix fuel injection parts, etc., but these have not been installed on the engine itself.
Other major engine components have been certified by:
- Engine Components (the crankcase).
- Aircraft Specialties Services (the crankshaft, tappets, connecting rods, crankshaft gear).
- Rock Aviation (the camshaft).
