Jerry was very much on the right track with a single critical part change. SO you could say with a new crank and case that it is a 3000 hour engine with the following new parts.

This particular engine is a legacy of Fletchair Flight school. At 1346 hours a student was using engine power to try and get on the taxi way out of a small sloping grass area near a ditch. He ended up having a prop strike. Fletchair got an overhauled engine replacement that came with 1088.97 hour total time and 0.0 SMOH. No parts list was provided with the engine just the date, hours and repair station ID (10-29-1980 at Central Texas Engines, Repair Station 210-50). The engine then flew over the next 25 years a total of 2052.12 additional hours when it lost oil pressure in flight, the pilot sacrificing the engine to make a good landing on a road and save the airframe.

Now with the connecting rod sticking through the case, the crank bad, cylinders shot, all that was useable at this point was the sump and a few of the gears.

So began the job of pricing parts to fix this. ECI at that time was offering complete engine replacement kit (all new PMA’ed parts) to make one engine. They did not make a A4K, but they did a A4M which differs in the intake tubes and sump. It quickly became clear it was cheaper to buy all the parts instead of trying to reuse a few of them. So the old intake tubes and sump with dataplate) was rebuilt using every new part except the tubes and sump. SO there you have a 3232.55 hour engine, 91.46 SNEW with a 3232.55 set of intake tubes and sump.

Congratulation to the 5 or 6 folks who saw around this issue.