A difficult post

After the last oil change which we did at about 13 hours, the oil analysis showed that the amount of iron had decreased further and it was looking like it was a "one and done" incident. Per my mechanic's recommendation, I flew it for 25 hours before the next oil change.

That oil change was just performed... and the news is not good at all. This time, a considerable amount of metal was found in the suction filter screen and the oil filter. There was enough there that my mechanic grounded the plane. The decision has been made: the engine is coming off and will likely need to be overhauled. While it is possible that the engine only has to be repaired (e.g. if the metal is from the camshaft and everything else, like the bearings, looks good), I'm acting on the assumption that an overhaul will happen.

My emotional state with respect to this development is complex. On one hand, I feel kind of sick to my stomach when I contemplate the cost I'm about to pay both in money and in down time. On the other hand, I'm kind of looking forward to the process and to breaking in a freshly overhauled engine. As with pretty much everything that has happened since I bought this plane, it will be a learning experience. I'm relieved in a way that there is no more ambiguity as to the condition of the engine. The process we followed worked as intended. It gave us the answer, even though it wasn't the one I wanted, and did so before the engine's operation was affected.

I'm in the process of obtaining quotes from several service centers. Preston, the shop manager, is getting a quote from his preferred overhaul shop. While price is a primary consideration, time is as well and I'd be willing to pay a bit more if it means getting back in the air sooner. I just need to temper my expectations around how long it will take. I'm looking at probably three months minimum.

In the meantime, I need to practice my skills. I'll be doing some desk-flying in Microsoft Flight Simulator and X-Plane for sure. I'll probably go back to renting for the time being. I need to get signed off in the 172 again with an instructor as well. Although the FAA is fine with me just jumping into the plane and taking off, the rental firm isn't. I may get signed off in the 152 as well. This also means getting renter's insurance again.

Another option would be to get my taildragger endorsement, even if I end up never using it. It'll give me something to do and could come in handy in the future. I expect it will make me a better pilot if only because it'll be done in a plane that is probably more challenging to fly.

So now this blog will effectively transform from an account of flying my plane into an account of having my engine overhauled. I suspect I'm going to have a lot to write about.