wrote...

wrote:

One idea we were throwing around is getting an old certified engine and
overhauling it ourselves. We're both mechanically inclined, and he's
done
quite a bit of work on engines, and I'm sure there are others we could
recruit on campus. It would be a great learning experience.


That's pretty common. That's exactly what we did for the RV-10
project. A runout O-540 was purchased and overhauled (and upgraded
from 235 to 250 hp) right there in the garage. As far as the FAA is
concerned it won't be a certified engine and will require the 40 hr.
flyoff.

Another option that worked for an old Cessna restoration is to find
an A&P that will inspect and sign off your work on the engine overhaul.
If you can swing that, you'll have a certified engine, assuming you
made no "expermental" modifications.

Either way is an excellent way to learn a lot about the powerplant
that you'll be maintaining once the plane is flying.
John Galban=====N4BQ (PA28-180)



The RV-10. Oh how I long for an RV-10....

It's good to know that this isn't an uncommon thing to do. As you say, it
would be a great way to learn about the powerplant for its operational life
and I'd personally love to do it. For some reason, I figured an A&P would
only sign off on work he did himself, or his organization or company did. It
seems like he's taking a fair amount of liability on himself otherwise.
Interesting to note.

Another question, as so often happens - where do you get runout engines, and
how do prices compare to, say, a midtime one? Is it even worth trying to
restore one pulled out of a junkyard (assuming it's not rusted through) or
should one stick to a more reputable source?


Much thanks!
-Tony