Anyone know where I can find one?

I've been through this twice and found that good used ones are rare. What's wrong with yours?

Heard today that they might be able to save it. They are going to turn it down to .020. It will probably take a month or so because it has to be shipped down to the lower 48 for the work.

good news... I'm sure new ones are not cheap.

They're about $3,000. Ask me how I know....

Its amazing how much we get ripped-off for certificated parts.

Why are you getting ripped off?

Im not yet, but $3k+ for a O-200 crankshaft is ridiculous.

$3K is a deal, buy it.
This is the usual going rate...
http://www.aircraft-specialties.com/o-200-crankshaft-653012/

Cylinders are around $800 each X4
Magnetos are new $900 EACH, rebuilt $700...you need two
a carb runs about $700 factory reman, plus you give up your core
Alternator, carb heat box, mufflers, a propeller....all these components cost hundreds if not thousands.
Even spark plugs are over $25 each now, X 8...yup $200 just for plugs that wear out, and most likely you will buy 3 or 4 sets as the clock runs towards TBO.
Aviation is expensive, especially when almost everything has to be certified and blessed by the FAA.

I know a crankshaft for a car engine runs a couple hundred bucks or so, but they make millions of them so the cost is far less expensive.
They don't make so many airplane crankshafts....
It is what it is. An 0-200 crank can easily operate through several TBO cycles unless damaged, or corroded because the plane was inactive. Perhaps some day you won't be able to buy a new one at any price...

be happy it's not an O-300 crank!! [aircraft-specialties.com]


The neighbor who owns the strip where I'm opperating JBN out of right now has a messed up crank - deep groove where the thrust bearing is. Among other issues... he's looking at $50K (CAD) or more to overhaul the engine. I'm not really sure why he's even considering it - conversion to an O-360 would be not much more - relatively speaking.

here you go - one O-200 crankshaft.

CONTINENTAL CAMSHAFT O-200 • $400 • GREAT BUY • continental camshaft # 626608 yellow tag c-90 / 0-200 and also have taged #530851 lifter bodies • Contact Gary L. Thurman, Owner - located Lake Placid, FL USA • Telephone: 863-699-2311 • Posted August 17, 2016



Never mind... this is not the c-shaft you are looking for.

Apples and oranges.

Last time I had to acquire a crankshaft, it came out of a GPU and was modified to go in an O-200 by STC. It was so low time in the GPU that it measured within new limits.

DUH... I feel dumb.






Read it too fast - cam... crank... hey. they both start with C and end with shaft...

Steve,

Thanks for trying to help a brother out, however.

I'm hoping that once I get it back together I'll get years of reliable service. It's going to cost me, but it will be done right.

I've got one. 1st run w/2114 TT on it....Camshaft too. I guess I need to send them off for inspection, 8130s and offer them for sale.

Got my crank back today it was turned down to .020 per a newer stc. Keep this in mind if anyone has crank issues, this stc saved mine and cost about $1k which is much better than a new crank. Time to build this engine so I can get 11367 back in the air!

Any info on the STC would be greatly appreciated

The STC to turn a O-200 crankshaft rod and main journals down to .020 is SE09002SC, the work was done by aircraft specialties in Tulsa Oklahoma.

Jason Calloway

Can anyone explain to me how this STC would work with an already OH'd (ground to .020) but 0 SMOH engine? Is it just a paperwork process or is additional disassembly and/or parts necessary?

Thanks.
Jim

The TCM limits are 0.010.
That company has a STC to turn down to 0.020, and uses undersize bearings.
Once the crank goes beyond that, its junk.If someone was overhauling an engine, and the crank measured 0.020, they could use the STC to continue service, but why you would spend all that money on an overhaul with a crank essentially almost gone is not something I would do. That's like reusing EVERYTHING in your "overhaul" so long as it met the maximum limits.

Agreed, Brian and I hope people understand your statement.

While that's legal, it's also unwise.....very unwise.



Jim

The hangar neighbor next to me has a Luscombe with an 0-200 on it. They just experienced 2 stuck valves, did the rope trick, and the valves stuck again. Also the engine has been on at least 3 other airplanes ( including a homebuilt) before it found it's way to the Luscombe. They have now sent the engine to LYCON for an overhaul.
They told me the cost is going to be around $18K, and does NOT include new cylinders. I guess that is the going rate these days.
So, why you would invest in an engine with a crank DOUBLE the limits of TCM just seems unwise.

20 under is fine...the bearing cost about $800.00 is the main difference. But...if you can find a standard or 10 under crank...that is more better. Superior does good work and you should get good service from a 20 under crank...but it will likely be the last overhaul for that crank. 20 under may seem unwise...but in reality it is a serviceable crank and the structural integrity of the crank is all there and there is no compromise to safety

Interesting discussion, thanks for the info guys. This was more of an educational inquiry for me, not something that I am personally considering. I saw a freshly OH'd O-200 advertised as "experimental only" and was curious as to why it would carry this limitation with the STC available. I presume that the owner had intentions of hanging it on an experimental airframe and didn't need/want the extra cost of the STC.