stevelwardau
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1976 PIPER AIRCRAFT CORP PA-32R-300 serial number 32R-7680123 Operates in Outback Australia.
ENGINE IO-540 K1G5D has had 5 overhauls since new, and a bulk strip due to Cam Shaft failure (Metal detected in filter) Total time approaching 8,000 hours – original engine.
In retrospect the bulk strip has turned out to be a BIG mistake. It turned out costing 3 times the quote due to crank case problems, and recommendations to replace many components.
We could have had a brand-new engine for less than the end price.
Our problems started with the bulk strip. The prop balance has never been any better than “Good” (on the machine) and it is definitely not a “smooth “ engine now. Dual Mag was a Superior exchange with the bulk strip – it failed at 80 hours and was rebuilt by the Engine Shop.
30 hours after that first of 3 impulse spring failure occurred – we now carry a spare impulse spring in the plane tool kit.
The rebuilt mag nearly made 100 hour and failed (away from home). A Helicopter maintenance facility had a rebuilt spare – and let us have it…. That Mag made 61 hours and the gears failed.
SO In 400 hours we have had 3 complete exchange units (from 3 different shops) PLUS
3 Impulse springs
One exchange impulse coupling
2 Gear sets
New coils and new condensers
according to the logbooks the previously D3000 went over 1000 hours on one mag (500 hour inspection got missed)
SO something changed at the Bulk Strip – causing continuing Mag Failures…….
Our Engineer met a Lycoming technical person at an Air show in New Zealand last month and told him about the “Horror run” we are having with D3000 Mags.
The Lycoming man said “They are aware” of “some” high time engines suffering multiple Mag failures – and there are several theories circulating.
He mentioned some of the possibilities as being
De Tuned crank shaft counterweights
Engine Line Bored to many times.
I thought there was a thread on Dual Mag Failures – but I couldn’t locate it
ENGINE IO-540 K1G5D has had 5 overhauls since new, and a bulk strip due to Cam Shaft failure (Metal detected in filter) Total time approaching 8,000 hours – original engine.
In retrospect the bulk strip has turned out to be a BIG mistake. It turned out costing 3 times the quote due to crank case problems, and recommendations to replace many components.
We could have had a brand-new engine for less than the end price.
Our problems started with the bulk strip. The prop balance has never been any better than “Good” (on the machine) and it is definitely not a “smooth “ engine now. Dual Mag was a Superior exchange with the bulk strip – it failed at 80 hours and was rebuilt by the Engine Shop.
30 hours after that first of 3 impulse spring failure occurred – we now carry a spare impulse spring in the plane tool kit.
The rebuilt mag nearly made 100 hour and failed (away from home). A Helicopter maintenance facility had a rebuilt spare – and let us have it…. That Mag made 61 hours and the gears failed.
SO In 400 hours we have had 3 complete exchange units (from 3 different shops) PLUS
3 Impulse springs
One exchange impulse coupling
2 Gear sets
New coils and new condensers
according to the logbooks the previously D3000 went over 1000 hours on one mag (500 hour inspection got missed)
SO something changed at the Bulk Strip – causing continuing Mag Failures…….
Our Engineer met a Lycoming technical person at an Air show in New Zealand last month and told him about the “Horror run” we are having with D3000 Mags.
The Lycoming man said “They are aware” of “some” high time engines suffering multiple Mag failures – and there are several theories circulating.
He mentioned some of the possibilities as being
De Tuned crank shaft counterweights
Engine Line Bored to many times.
I thought there was a thread on Dual Mag Failures – but I couldn’t locate it
