Aircraft ownership in a specific sector has witnessed a price drop.

Aircraft ownership in a specific sector has witnessed a price drop.

In the world of general aviation, the cost of engine overhauls has been a topic of interest for many years. A recent investigation seeks to determine if the cost of overhauling a common 4-cylinder Continental or Lycoming engine today, which is equivalent to between half and three-quarters of the median U.S. salary, has always been this high, or if it was only the equivalent of a $5,000 purchase in the past.

To shed light on this question, the author is actively seeking leads for old engine shop records dating back several decades. These records will provide valuable insights into the cost of engine overhaul for various engine models over time. If you have access to such records, please contact editorial@our website or message through Instagram at @cessnateur.

During the 1960s and 1970s, engine overhaul costs were a substantial and growing expense that frequently outpaced inflation and the rise in full aircraft prices. Several factors contributed to this observation.

Firstly, engine technology in this era was largely based on piston engines, whose core structures remained similar to today’s designs, but with materials and manufacturing techniques evolving slowly. This resulted in overhaul costs being driven largely by labor intensity and the availability of parts rather than rapid technological enhancement.

Secondly, the cost of aircraft engines and overhauls in that era tended to be a large portion of the total aircraft value. For example, a typical Cessna 172—one of the most common GA aircraft—had a purchase price in the range of several thousand dollars in the 1960s to early 1970s, while overhaul costs for its Lycoming or Continental engines could amount to a significant fraction of this price.

When compared to inflation during the 1960s and 1970s, engine overhaul costs generally rose at a rate exceeding consumer price indexes. This was partly due to the specialized skills, scarce parts, and certified repair facilities required, which became more costly over time as production volumes for certain engine models declined.

In contrast, full aircraft prices tended to increase more steadily and often at rates closer to general inflation, especially for popular models like the Cessna 172. This meant the relative cost of engine overhauls as a percentage of aircraft price often increased, making engine maintenance a critical financial consideration for owners.

The dynamics of the GA market, including regulatory changes, technological stagnation in some engine components, and the niche nature of overhaul services, reinforced the trend of engine overhaul costs growing faster than inflation and relative to aircraft purchase prices.

In more recent times, the ever-increasing costs associated with certification and litigation are attributed to the massive increases in prices of aircraft parts. However, modern avionics are more affordable than their counterparts from the past, despite the general increase in aircraft prices.

For instance, a pilot in 1971 would have to spend twice as much for an audio panel, nav/com radio, and transponder as compared to today for the closest equivalents from Garmin. Today, these same components would cost significantly less, even though the price of a factory-new 172 has risen to up towards a half-million dollars.

Competitors like McCauley, which has not been acquired by private equity, are being watched to see if they continue to set their prices in a rational manner. The price increase observed in Hartzell's products after acquisition serves as a cautionary tale.

The goal of this investigation is to determine how the cost of engine overhaul has changed over the years compared to the increases in airplanes, parts, and avionics. The author is looking for old engine overhaul shop records with decades of records and invoices to analyse these changes in detail.

Used Cubs, Champs, and Luscombes were sold in 1964 for the equivalent of $10,000-$16,000 today, while in 1982, a Cessna 170 owner could purchase an 180 hp engine setup from Avcon for just under $50,000. In 2025, the same 180 hp setup from Avcon costs $123,000, more than doubling or tripling in price.

This investigation is an important step in understanding the historical trends of engine overhaul costs in general aviation and their impact on the industry. Stay tuned for more updates as the author continues to uncover the facts behind this fascinating topic.

1. The author is seeking old engine shop records to investigate the cost of engine overhauls in general aviation, especially for engines like the Continental or Lycoming, over several decades.
2. During the 1960s and 1970s, engine overhaul costs were a substantial and growing expense in the aviation industry, often outpacing inflation and the rise in the price of airplanes.
3. The cost of aircraft engines and overhauls in that era tended to be a large portion of the total aircraft value, making engine maintenance a critical financial consideration for owners.
4. Engine overhaul costs in the 1960s and 1970s generally rose at a rate exceeding consumer price indexes, partly due to the specialized skills, scarce parts, and certified repair facilities required.
5. Today, modern avionics are more affordable compared to their counterparts from the past, despite the general increase in aircraft prices, which could reach up towards half a million dollars for a factory-new Cessna 172.
6. The author is looking to determine how the cost of engine overhaul has changed over the years compared to the increases in airplanes, parts, and avionics, and how this has impacted the aviation industry.
7. Furthermore, the author is interested in observing the pricing strategies of aviation companies like McCauley and Hartzell, as their changes in prices may impact the overall cost trends in the aerospace and general aviation industry.

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