by Pete Schoeninger
© Copyright 2024. All rights reserved!
Published in Midwest Flyer Magazine June/July 2024 Digital Issue
Q) Why would anyone consider buying a used engine? How do they become available and are they safe?
A) If someone needs to get their airplane back to flying status quickly, considering a ready-to-install used engine may be a quick solution. Another reason for considering a used engine might be projected use/cost. Buying a $50,000 freshly overhauled engine with an expected 2000-hour/12-year expected life might be overkill if you expect to fly 100 hours a year. In that situation, an engine with “half-life” remaining, at about half the price, might be something to consider.
When faced with an engine replacement, an owner has choices: 1) Have his current engine overhauled, which may take months waiting for a few parts, especially if an older model engine. 2) Buy a new engine. New engines are available for some models, but usually only for newer airplanes, and are very expensive. 3) Buy an overhauled/rebuilt engine that is sitting on a shelf waiting for a buyer. An overhauled or rebuilt engine is sometimes available from reputable engine rebuilders, but not all models can be found “on the shelf.”
Used engines are often available after an unfortunate incident, such as a hangar collapse, a moving accident where the engine does sustain damage, or when the owner decides to part out an old airplane, rather than recover/repair as necessary. An internet search for used aircraft engines will find them available from salvage companies, individuals, eBay, etc. Because of some risk of getting a dud, I think it is MANDATORY that an owner involve his mechanic in the selection and installation of the used engine.
Q) A charter pilot told me that his boss at his former place of employment called his pilots “Seagulls,” which my friend felt was derogatory? What does being called a “Seagull” imply?
A) A “Seagull” is a derogatory description for a lazy pilot. The idea came from the fact that when Seagulls sometimes occupy a runway or taxiway, you sometimes had to yell at them or even throw rocks at them to get them to fly.
Q) A friend owns a 1975 Cherokee 140, and I own a 1975 Cessna 172. My friend’s prop got some stone damage and is at the prop shop getting overhauled. My friend needs to make a trip and asked me if he could borrow the prop from my airplane. Since both airplanes have the same 150 hp Lycoming engine, would this be OK, or legal?
A) NO! At a glance, you would think so, but that is not the case. If you do an internet search for type certificates for each airplane (somewhat hard to find on the internet, but it is there), you will find the only prop approved by the respective manufacturers for your Cessna 172 is either a McCauley 1C160CTM 7553 or a McCauley 1C160DTM7553, and the only prop approved for your friend’s Cherokee 140 is a Sensenich model 74DM or 76DM. There may be a Supplemental Type Certificate (STC) owned by prop shops or others allowing changes, but paperwork is needed to document these changes. Without appropriate paperwork, you would be illegal, even though it may work. You should also note that while both airplanes were born with a 150 hp Lycoming engine, the engines are not exactly the same. The Cessna model is 0-320-E2D, while Piper’s model is
0-320-E2A.
Q) My friend is having his annual inspection done at a new facility. The manager there has declined to sign off on the annual inspection because the propeller installed is not legal, as it is not listed as an approved prop on the airplane’s type certificate. How can this issue be resolved?
A) The quickest answer is to remove the illegal prop and install a prop approved by the manufacturer, or a prop allowed by an STC from a current STC holder. You are probably looking at an expensive ($5,000-$15,000) switch. (See question above for details about props.)
Q) What are maintenance hazards of buying an airplane with some missing maintenance paperwork?
A) If the airplane has been modified by STC or other paperwork, that paperwork needs to be noted and available in maintenance records. For instance, you may have a 1975 Cessna 172 with a non-original engine, such as a 180 hp Lycoming. If that installation is in the maintenance record, you’re OK. But if it’s not there, indicating the engine change was done during the period of time that records are missing, you’re walking for a little while. (See the above question about the Cessna 172 and Piper Cherokee 140, and note the only engine approved by Cessna for the 1975 Cessna 172 is the Lycoming 0-320-E2D.) There are several firms that have a STC allowing and detailing the installation of a larger engine. If nothing can be found in maintenance records indicating the engine change in accordance with an STC or other form of paperwork, the airplane cannot be legally flown. I am familiar with a few cases of this nature and the owner may face months and months of grief from the FAA getting this mess straightened out. The search can get very difficult if the STC owner no longer exists. It may get very expensive as well.
Q) Charles Lindbergh has been mentioned a few times by you as one of your heroes. What do you like about him?
A) Thousands of very brave men and women have made historic flights. Lindbergh stands out in my mind because he did most of the legwork himself. He raised $10,000 (almost 100 years ago) to buy the airplane. He helped talented and under recognized engineer Donald Hall modify an existing airplane to get an unheard of 3500-mile range. His pilot skills were fantastic, as he had to fly an unstable, grossly overloaded airplane many hours over water in IFR weather, with only a ball and needle, airspeed indicators, and a magnetic compass, while sitting in a one-seat cockpit with but a periscope for forward visibility.
Do an internet search for SPIRIT OF ST LOUIS INSTRUMENT PANEL, and note its instruments. Imagine the bravery required to takeoff with such minimal equipment for a 33-hour flight, mostly over water, eventually looking for and finding Paris with no electronic aids.
Also, do an internet search for SPIRIT OF ST LOUIS TAKEOFF, and you will find a black and white video on YouTube of the original takeoff. Note after a very long takeoff roll, the airplane lifts off a couple of times in ground effect, but Lindbergh put it back down to accelerate a little more. His power loading was 24 pounds per horsepower, which is roughly twice the power loading of Skyhawks, Bonanzas, etc. And yes, some luck was involved as well.
EDITOR’S NOTE: Pete Schoeninger is a 40-year general aviation veteran, starting out as a line technician as a teenager, advancing through the ranks to become the co-owner and manager of a fixed base operation, and manager of an airport in a major metropolitan community. Pete welcomes questions and comments about aircraft ownership via email at
PeterSchoeningerLLC@gmail.com
DISCLAIMER: The information contained in this column is the expressed opinion of the author. Readers are urged to seek the advice of others, including flight instructors, licensed aircraft technicians, airport managers, fixed base operators, and state and federal officials. Neither the author, Midwest Flyer Magazine, Flyer Publications, Inc., their staffs, employees or advertisers assume any liability for the accuracy or content of this column or any other column or article in this publication.