A&E Aircraft Engine Overhaul & Engine Monitors / Analyzers

fFree phone consultation to help solve your aircraft maintenance problems.

Angie 972-251-3141 0r Bob@lycomingoverhaul.com or mishellangiebaker@gmail.com

Call anytime


Here at A&E Aircraft Engines we prefer to remove and the engines ourselves as many problems can be detected during the removal and thus be prevented during installation.  A good installation is just as important as a good overhaul. Many people will ship me their engine to be worked on.   If this is what you choose to do please include the baffles and seals for replacement, we then will run your motor on our test stand and ship it back for installation.  The best value for your aircraft engine overhaul can be found in a small experienced shop.  Our overhauls put more money in your engine and support your purchase with quality product. Your wont find a better running rebuilt aircraft engine than ours.  If you would like to learn more about what we do please continue reading this page and give us a call so we can get started on your engine today.

  Angie (GM) - 972-251-3141 or Email Bob@lycomingoverhaul.com or mishellangiebaker@gmail.com

image of aircraft engine overhaul services

nose art

Standard Engine Overhaul Prices:

Continental & Lycoming

 

This new limit or serviceable limit overhaul, includes mandatory replacement parts listed in the Manufactures Service Bulletin, also the removal and installation is included and or a test stand run.  A&E also includes the following:

  •  A new cam shaft and resurfacing of lifters
  • New exhaust valves, caps
  • Keepers, overhauled fuel system
  • Oil cooler cleaning
  • New Slick magneto or overhauled Bendix magnetos
  • New spark plugs
  • Harness
  • New shock mounts
  • New silicone baffle seals
  • New alternator belt
  • Diaphragm fuel pump
  • All rubber hoses, split bearings, clips, locks, seals, rod bolts and nuts, magnaflux all steel components
  • NDT inspect engine case then alodyne prime and paint, polish crank shaft journals.
  • We inspect all the components for wear damage and corrosion then determine if they are within new or serviceable limits. If parts are worn to serviceable limit we will contact you before replacing them for your approval.

Dynamic propeller balancing

  • Engine monitoring installation is free with an overhaul and with the purchasing of a new monitoring  unit.
  • Engine overhaul includes a one year warranty.

4 cylinder engine prop stike inspection $6,000.00
4 cylinder with overhauled cylinders and fixed pitch propeller $14,500.00



4 cylinder with new cylinders and fixed pitch propeller $17,500.00
4 cylinder with overhauled, cylinders and constant speed propeller $15,500.00
4 cylinder with new cylinders and constand speed propellers $18,500.00
6 cylinder engine propeller strike inspection $8,000.00
6 cylinder with overhauled cylinders $17,500.00
6 cylinder with a new cylinders $23,500.00

6 cylinder with overhauled cylinders GTSIO engine

6 cylinder with new cylinders GTSIO engine

 

Prices updated November 31, 2014

$25,000.00

$31,000.00

 

 

Deluxe overhaul pricing

A&E Aircraft Engines Deluxe overhaul includes overhauling, repairing, reconditioning, or installing new parts forward from the firewall.   This includes the firewall being stripped, inspected and sound deadening insulation installed, then the engine mount will be removed.  Once this is done we will strip, inspect and paint with polyurethane then install the new engine with new bolts.  Anything rubber including all hoses, shock mounts and insulators will be replaced.  Once completed new Mags, harness, spark plugs, vac pump, fuel pump, muffler, cylinders and camshaft are replaced with new. A&E will overhaul the oil cooler, alternator, propeller, prop governer,  turbocharger exhaust system.  A&E will install new wiring harness, everything firewall forward is new or overhauled.  To Install a UBG 16 engine monitor -  Call for a price on this service.

Listed below are some prices from past jobs that were completed.  This overhaul has a warranty period of 3 years.

Piper Arrow IO360 $39,326.00
Beechcraft 36TC Bonanza $46,250.00
Cessna 182 0470R $32,600.00
Glass air IO540 $26,500.00
Cessna 340 IO520s $65,000.00



Economy 4 and 6 cylinder Overhaul

The FAA has required that we comply with the manditory parts and the replacements in the manufactures service bulletin to sign off an aircraft engine as overhauled.  This economy overhaul does not include those parts and it will be an IRAN inspect and repair as necessary and time continues.  It will not be a 0 since major overhaul. 

The FAA mandates: You as the owner are responsible for the maintenance of your aircraft, not the overhaul provider of your engine.  Aircraft engine overhauls  need not be expensive to get a well built good running engine.  This is not about cutting corners or lowering standards, it's  about you as a customer being able to afford  flying safely.  If your engine fails and you are over TBO it may be your fault, If you have had your engine overhauled it has a better chance of keeping you safe.  We at A&E believe it is more important to have a good running engine than to fly a weak, run out, leaking power plant.  This overhaul includes new bearings, seals and gaskets.  A&E will do a visual inspection of all components, strip engine case, NDT, repaint, regrinding camshaft.  New rings and cylinder re-surfacing , valve grinding, engine removal, installation, dynamic propeller balancing, new magneto points, and a new fuel pump.  This overhaul is recorded as a repair and time is continued it also has a 30 day warranty.

 Economy  4 and 6 cylinder engine overhaul pricing.

4 cylinder engine $6,500.00
6 cylinder engine $8,500.00


The following accessory items are not included in our standard or economy overhaulThese prices are the approximate additional costs to have the accessory replaced or overhauled depending on the model and the vendor used.  If you require an accessory to be overhauled the price is in addition to the engine overhaul, we will remove and re-install the component and send it to your choice of over hauler, you might have to pay them directly and we will re install it at no charge.


 

Alternator $500.00
Starter $500.00
Teflon Hoses $700.00
Muffler $300.00
New Magnetos $1,600.00
Baffle sheet metal repairs $300.00
Electroair/ electronic ignition $3,700.00
Roller lifter overhaul add $2,00.00
Chuck Ney camshaft oil spray nozzels $1,000.00
Engine case or other machine work $1,500.00

 

 

Turbocharger

2,500.00

Waste-gate $800.00
Consistant speed propeller overhaul

$1,200.00

Fixed pitch propeller overhal $800.00
Vacuum Pump $500.00
Prop Governor $600.00
Gear fuel pump $1,200.00
GAMI fuel inspectors $600.00
Nickle coating cylinders $750.00
D Shannon baffle kit $900.00

 

 


 

 

 

 

Here at A&E we are a small shop, we do not overhaul 40 engines per month like some large repair stations do.  We also do not have millions of dollars of liability insurance like they do either.   On the other hand if you are looking for someone who is personally responsible for how your engine is put together you have come to the right place.

Repair stations are not required to hire licensed A&P mechanics and some repair stations hire ASE certified mechanics and try to pass them off as Aircraft A&P. ASE is an automotive certification and a good one for the automotive industry.  They have FAA approved  procedures written in their repair station manual and cannot deviate from those guidelines.  Anyone off the street can be hired to follow their manual, but if you require repairs not listed in the manual they will not be able to do those types of repairs.  A customer of A&E used a large repair station for an exchange engine and the crankshaft had a service bulletin against it.  SB are not mandatory, but the repair station manager will tell you that it is their policy to require the SB compliance so they ended up charging him $5,000 for a new crankshaft and destroyed his old one before he got it back.  Repair stations are doing a field overhaul same as we do.  All engine overhauls that are not completed in the factory are called field overhauls.

Many of the repair stations do not take the time required to custom fit parts or perform extra services to make the engines  perform at their best.  It is only because they may or may not be allowed to.  When new piston rings come out of the box many fast build shops do not check the end gap or try to adjust it.  Our rings are adjusted to the minimum gap allowed by the overhaul manual  this gives better compression, more power and longer life.   Fortunately this is a good business to be in, because all of we all want the same result and that is to fly airplanes safely.                                                                                                                          


Overhauling your engine is not an FAA requirement unless you are using it to transport passengers or freight for hire.  The manufactures recommendations are not mandatory, although they are good guidelines  to follow.  Here at A&E we suggest an overhaul when the oil sample shows excessive metal, if the oil pressure drops and it is making noise.  It may be time for overhaul if you are just not confident in its reliability or If metal is found in the filter at an oil change (cutting open your filter after an oil change is your best defense against premature failure).  Doing an oil analysis at least once a year will allow you to track the rate that the engine is wearing by detecting microscopic metal particles that pass right through the filter.

cessna 421

aircraft engine camshaft

Engine overhauls can be completed to new limits or service limits. The manufacturer has established serviceable limits for parts that are worn but do not require replacement, the manufacturer offers a service limit overhaul themselves. The Manufacturer is the  only one who can offer a (zero time)  overhaul.  Service limits usually allow 1 to 3 thousandth of an inch wear beyond new limits. An $1,800 shaft may be worn .001 over new limit but it is still a perfectly good part.  For engines that meet new limits, we will sign off the engine as "overhauled engine to factory new limits" otherwise it is "overhauled IAW manufactures overhaul manual". Both are 0 SMOH, there is one more option, and that is to overhaul it to FAA minimum standards this one basically is bearings, gaskets and inspection, we call this an economy overhaul.

Aircraft engines where originally designed for frequent disasembly and inspection not a complete renewing of  all components to new limits.  If the engine is not overheated and the oil is changed regularly it will make it to TBO still looking brand new, as far as the lower end is concerned.  Cylinders have a hard life but should still reach TBO in operational condition if not overheated.  We consult with you the owner first before replacing any parts other than normal bearings and gaskets. The manufacturer has minimum requirements that must be met in order for Lycoming, Continental,  Pratt & Whitney and other aviation engines repairs to be considered an overhaul.


The manufacturer is the only one who can rebuild zero time your engine.  If I personally were the one paying a large amount of money for an engine overhaul, 75% of the cost of a new engine.  We would recommend a new or rebuilt zero time engine because it will give you paperwork that no one else can.  The cost of our engine overhauls with new cylinders are less than half the price of a rebuilt engine.  Metal fatigue is a real factor and a new engine is the only alternative to alleviate it.  You simply cannot make a new engine out of an old one, you can spend a lot of money trying to get it to meet the new limit clearances, but it will still have corrosion pits, fretting, heat damage, metal fatigue, and wear/tear.  A&E can order you a new or zero time factory rebuilt engine and install it at a great price. 


There are approved processes that can be added to improve your engine's longevity, reliability and to help control your costs. Although some procedures are just to stray others from people trying to promote a product or service, there are many that have value.  We have several of our own that mainly deal with high temperatures such as removing flashing or mold marks to allow them to have a better airflow through the cylinder.  Camshaft oil spray nozzles to keep it lubricated, ceramic coatings help or prevent heat transfer, good tight baffle seals and engine monitors to watch temperatures.  Also balancing the propeller and engine as an assembly to run smoothly, can help reduce vibration on avionics, air frames and passengers.


No engine can exceed TBO if it is overheated.  Oil will start to oxidize and coke up at 315 degrees F.  If CHT's exceeds 400F, oil dripping on the hot exhaust valve stem will burn, cause valve guide wear, sticking, as well as glaze the cylinder walls causing piston ring wear.  The way that a piston cools is by transmitting its heat through the rings to the cylinder wall.  When the piston overheats the rings stick in the piston ring groove then can no longer transfer heat to the cylinder.  The burnt oil starts to form an insulating layer on top of the ring that look like burnt oil on a frying pan. The rings then stick in the groove and then will break.  Hot gasses blow by the piston and cylinder wall even more contaminating the oil with black residue.  This hot gas will melt the side of the piston causing it to seize up.  That is not good.


Corrosive Acids form in the oil from combustion:

Have you ever noticed water dripping from the tailpipe of a car?  Well water is one of the byproducts of combustion and it is leaked into the engine case during "blow by" contaminating the oil.  Often when the engine has a bad oil leak the belly of the aircraft will be corroded from the acidic oil contacting it.  The best way to prevent this is to keep the oil from turning black and maintaining good ring seal (compression) and keep the oil changed.  Oil has to be warmed up to 215 degrees for a reasonable time to eliminate moisture from forming.                           

Valve springs are uniquely manufactured and hardened, stresses occur during the coiling process that make them the most likely item in the engine to rust, a small pit from rust can cause them to break from flexing  in as little as ten hours.


 

OEM parts wear the best


At A&E we prefer a method  of overhaul is to replace all cylinders with new ones using OEM (Original Equipment Manufactured) parts.  New cylinders do not cost much more than many of the overhauled ones.  Manufacturers do not support or recognize engines that use after market parts.  Warranty and insurance claims could be ignored when after market parts are used. Lycoming representatives have told us that engines with other than Lycoming pistons are no longer a Lycoming engine.

Steel Nitrite, hardened cylinders, and chrome rings wear the best.  Piston rings have a small surface area and the most movement, thus the piston rings need the hard chrome coating for wear.  Combining the hardened surface of a wear resistant nitrite cylinders and chrome rings will consistently give good compression all the way past TBO.

AFTER MARKET PISTON


This piston is showing abnormal wear on the skirt.  Lycoming pistons do not wear like this in this area that is shown.

Advantages for using new cylinders:

Good warranty, no metal fatigue and less down time during overhaul.

Advantages for us to overhaul your cylinders are as follows:

New cylinder purchases not not always required, proven reliability, fins can be blended for better cooling, rings can be gaped tighter for better compression, the head can be stripped bare for better cooling and painted with heat transfer ceramics, barrel exterior can be coated for better corrosion resistance, cylinder wall depressions can be honed out for better ring sealing, valves can be lapped for tighter fit,  and mold marks/ flashing can be blended for better cooling.

To prevent rust buildup, you should run the engine every week and heat the oil to 210F to burn off any condensation in the oil and re-coat the parts with a thin film of oil.  Heating the oil too only 150 degrees will not remove the moisture, but will cause it to worsen by creating humidity, we can build you an easily installed desiccant water removal system to remove moisture that has formed from condensation during periods of extended storage or you can find them at Aircraft Spruce.  Condensation on the inside of the engine acts the same as it does on the surface of a cold glass of ice tea, condensation forms on the colder surface of the iced tea, compared to hot cup of coffee which never forms condensation.  When the engine sits overnight and cools then the next day the air warms up, water forms on the cool inside surfaces of the engine and is trapped in its interior.  If you use an engine heater to maintain the temperature a few degrees above ambient temperature condensation will not form in the first place.  Unfortunately corrosion is worse in warm and humid areas so a heater thermostat will be needed.

 

 

If you feel the need to coat your cylinders in chrome, cermanill or nickel in order to keep them from rusting, you should also be aware that there are many other parts that can rust as well, like in the camshaft, lifters, gears, and springs.

 

During an engine overhaul we at A&E NDT the case, we alodine and prime it with corrosion resistant primer before reassembly, then again after assembly repaint the entire engine sealing out moisture with a ceramic heat transfer coating or heat resistant enamel.  All hardware is thoroughly cleaned and inspected all  plated steel washers that contact aluminum are replaced with new to prevent dissimilar metal corrosion.  We magnaflux all steel parts, assemble the main bearings and double check clearances by using plastigage. We replace the camshaft with new, regrinding the camshaft is approved but the thin hardened layer is reduced so I prefer new. The propeller is dynamically balanced to  the engine using  a Chadwick Helmuth balancer.  We run the engine on the ground for at least two hours with EGT and CHT monitoring, then drain the oil, check the oil screen & cut open the filter. Rubber hoses are fabricated with new or replaced with Teflon Hoses, accessories can all be  overhauled if desired. We use sealant on all gaskets, clean the oil cooler,  replace all baffle seals to provide optimum cooling, tie up all wiring to prevent chaffing and breakage, change magneto points and inspect Magneto, this should be done every 600 hours new mags or not. And if you really want to do it up right, install a complete engine EGT and CHT monitoring system. You get 25% off retail listed prices on new engine monitor when purchased through me.

You must maintain positive deck pressure (ram air pressure on top of the engine) to force air through the cooling vanes. This is done with good tight baffle seals. Baffle seals do not just deflect air through the engine, they have to seal in ram air pressure and force it to go inbetween the thin cooling vanes, this is done by sealing any leaks larger than a pencil. Your engine cowling air inlet has a limited size opening to decrease drag, this limited air supply has to sufficiently pressurize the top of the entire engine in order to keep CHT's low, leaks in the baffle seals deplete this pressure.  Additional cooling can also be provided by using a rich fuel mixture, thus running at 100F cooler (richer than) peak Exhaust Gas Temperature. This brings up the question: do you want to cool your cylinders with good tight baffle seals or extra fuel?

LOP or lean of peak. Is when you keep leaning the fuel mixture after reaching peak EGT, you  lose a little power due to the leaner fuel mixture (approximately 300 rpm), you also loose the added cooling effect that the extra fuel provides. Monitoring all the cylinder temperatures closely is important because they have to be  closer together than when on the rich side of Peak. All cylinders need to peak at the same time to realize much benefit from LOP, if one cylinder starts to peak 50 degrees before the others you will have to stop leaning early. For an engine that uses a carburetor it is harder provide this balance, although with injected engines we can adjust peak EGT to be within 30 degrees of each other by using Gami injectors or sometimes re positioning your current injectors to raise the temperature on a richer cylinder and lower it on a leaner one. When operating LOP you are only using air to cool the cylinders not fuel, requiring constant CHT monitoring. You should not operate most engines over 85% power  lean of peak, but you can save 30% on fuel using this procedure.

The FAA mandates the manufactures to keep engines from operating near the detonation range. The most dangerous area for detonation is peak EGT. Detonation is the auto ignition of fuel due to high heat or pressure, it can slam 4 or 5 tons of additional force on top of the piston and blow holes in it. The pinging sound you hear in a car when using low octane gas is detonation, you cannot hear it in your aircraft due to the propeller noise. An indication of aircraft detonation is a reduction in EGT and power with an increase in CHT. The highest risk of detonation is at peak EGT, you do not want to operate closer than  50 degrees of peak EGT without an engine monitor, individual cylinders can drift into this danger zone if they are not all monitored. That is why the FAA designates 100deg ROP as a standard leaning point on most unmonitored engines. Operating 100 degrees ROP provides this margin and best power. With a good engine monitor you can operate closer to peak EGT without an unmonitored cylinder drifting into the dangerous detonation zone. Additionally if you have fuel injectors they can become restricted from a small piece of rubber or dirt and and the leaner mixture they create unnoticed will burn up your piston in as little as ten minutes, you can spot this early by the peaked bar graph, and preset alarm provided on your sophisticated engine monitoring equipment such as the UBG 16.

 



 


PMA CERTIFIED VOLTAGE REGULATORS
PMA certified solid-state Voltage Regulators with  protection, field short (over current) protection, reverse battery protection, precision load sharing and support either 14 or 28 volt applications with the simple change of two jumpers.

 

R1224
PMA certified  Voltage Regulator, Replaces many (Ford), Electrodelta, Prestolite, Interav, Wico, and FVR voltage regulators.

R1224B
PMA certified solid-state Voltage Regulator,  Replaces voltage regulators on twin Cessnas, Beechcraft, and Vulcanair .

 

Voltage on a twin engine aircraft is hard to control. There is always an in-balance between the two alternators: if voltage on one is slightly higher it can dominate and  cause the other  to drop off line. This can cause a field short and burn up the regulator. Installing engine monitors like the MVP 50 allows you to  monitor amperage of both engines and the battery, many times you do not know the outputs of either. All you have are the two fail lights, one Alternator may be putting out 35 amps and the other only 2 while the fail light remains out or intermittently flickers. Installing the Plane Power voltage regulators with load sharing ties the two voltage regulators together extending the life of the regulator and the alternator, and costs under $500. for both. We can Install them free with your next twin engine overhaul. Or for a minimal charge at Annual .