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Engine overhaul / repair shop recommendation

From Roeder you’d be home in a couple of hours …

That’s the firm which told me they deal only with Germans, basically… maybe one “loose guy” but still…

Also no way can you fly from Germany to the UK while complying with the procedure for running in the engine, unless the wx is absolutely CAVOK all the way. And would you risk the water crossing with a brand new engine? No way. You have to go through at least the initial run-in procedure, followed by oil filter + strainer examination, before doing any normal flying.

Administrator
Shoreham EGKA, United Kingdom

Peter wrote:

Nobody in Europe would touch balancing – other than simple weight matching. The only firms approved for balancing (removing metal) are in the USA. Barrett Precision is one of the very few, but they don’t have an EASA 145 approval AFAIK.

European overhaul shops do the whole balancing. A crankshaft balancer has been in every engine workshop for tractors and stationary engines since the 1950s. It’s a totally standard job. I have even done that in Egypt not too long ago, although on a much more sophisticated engine than a Lycoming!

Peter wrote:

Pistons normally come in fairly well matched sets, you can’t remove any metal from conrods, which leaves you with not many options and it’s a skilled job.

A “skilled job”. It’s standard technique really and has been for over 60 years.

European overhaul shops do the whole balancing. A crankshaft balancer has been in every engine workshop for tractors and stationary engines since the 1950s.

For tractors, sure.

What aircraft is that photo from?

Administrator
Shoreham EGKA, United Kingdom

That’s the firm which told me they deal only with Germans, basically… maybe one “loose guy” but still…

I know that you like to repeat that, Peter, but it is really not the case. This company has customers from all over the world!

Also no way can you fly from Germany to the UK while complying with the procedure for running in the engine, unless the wx is absolutely CAVOK all the way. And would you risk the water crossing with a brand new engine? No way. You have to go through at least the initial run-in procedure, followed by oil filter + strainer examination, before doing any normal flying.

Of course I would cross the Channel with an engine overhauled by Roeder. You’d be in the Air for an hor before you REACH the water. Also you could make a test flight in Germany, no?

It’s not an aircraft crankshaft, just an illustration what a crankshaft balancing setup looks like.

And yes, European aircraft engine overhaul shops do balance crankshafts. It looks like Barrett did an excellent sales job on you

Peter wrote:

That’s the firm which told me they deal only with Germans, basically… maybe one “loose guy” but still…

Röder are huge, 300 staff and do work for customers from all places. Their web page appears to be in good English. I don’t think there is any overhaul shop in Europe that is even remotely comparable in terms of size. This is the reason I personally don’t use them, I like smaller firms where I can have a more personal relationship and follow the work progress.

Peter wrote:

Also no way can you fly from Germany to the UK while complying with the procedure for running in the engine, unless the wx is absolutely CAVOK all the way.

I would probably drive the engine down in a car. An overhaul takes at least a month and the plane would be sitting somewhere.

Which European engine shops have approvals for removing metal? (rather than match up parts, which is obviously legal).

Last time I checked this it was zero.

But being N-reg I would need an FAA 145 company, or an EASA outfit where the job can be done by or under the supervision of an A&P. One guy I sort of know got caught by this recently, N-reg but got the engine done by an EASA 145 shop. I don’t know what happened later… last I heard he was unable to sell the plane.

BPA didn’t do any sales job on me. They don’t have anybody in Sales. They came highly recommended by a number of customers, and even Lycoming told me, on the phone, they use them. Continental use them too for some specialised work.

Of course I would cross the Channel with an engine overhauled by…

A significant difference to attitude to risk there, but that’s a very personal thing

Anyway, it looks like I will be doing this next year (2000hrs TT). Oil burn is back on target.

I wrote up that procedure to help others who choose to ship the engine using a means other than driving in a van.

Administrator
Shoreham EGKA, United Kingdom

There are a fair number of European engine overhaul shops with full FAA credentials, Röder is one of them, LOMA in Belgium as well.

Sure they are FAA 145 but that isn’t the Q I asked though

Administrator
Shoreham EGKA, United Kingdom

A significant difference to attitude to risk there, but that’s a very personal thing

To fly 30 miles across the Channel with an overhauled engine that worked well for an hour before I reach The Channel? Now we know why you like FL210 :-))

Peter wrote:

Anyway, it looks like I will be doing this next year (2000hrs TT).

One thing I do not understand. Your TB20 is N-reg. Why wouldn’t you continue to operate the engine on condition?

LFPT, LFPN
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