The Hidden Dangers of Airplanes Sitting Idle and Why Regular Flights Matter, rather are actually MANDATORY for Warranties.. more!
- troyemmett1
- Sep 12
- 3 min read
The Hidden Cost of Inactivity
Small aircraft are built to fly. Whether you own a Piper Cherokee, a Cessna 172, or a Beechcraft Bonanza, your engine’s health — and your aircraft’s market value — depend on regular use. Owners often think they’re saving money by letting their airplanes sit, but in reality, more engines rust out than wear out.
When Lycoming and Continental engines sit inactive, internal corrosion starts fast — especially on the camshaft, lifters, and valve train. This can take thousands off your aircraft’s resale value and shorten TBO dramatically.
Why Lycoming Engines Are Especially Vulnerable
Lycoming engines place the camshaft high in the engine case. When the engine is shut down, oil drains away from the cam lobes and followers, leaving them unprotected. Moisture condenses on the bare metal, causing rust. Once pitting begins, wear accelerates rapidly — and the only fix may be a costly camshaft replacement or even a premature overhaul.
Continental Engines Aren’t Immune
Continental engines keep more parts bathed in oil, but moisture still builds up in the oil and crankcase if the engine sits. Cylinder walls can rust, bearings can corrode, and lifter faces can pit. The result is reduced reliability, lower resale value, and an engine that won’t make its published TBO.
Ground Runs Don’t Count
Many owners think they can “protect” their engines by pulling the prop through or running the engine for a few minutes. This doesn’t get the oil hot enough to boil off water and acids. In some cases, it actually makes things worse by adding more moisture to the crankcase.
Manufacturer Recommendations
Lycoming: Fly at least every 30 days, long enough to get oil temperature above 165°F.
Continental: Recommends weekly flights if possible, especially for new or overhauled engines.
Both: If you can’t fly, use preservative oil, seal openings, and use desiccant plugs to keep moisture out.
The Financial Impact: Piper, Cessna, and Beechcraft Values
If you plan to sell, buyers and appraisers look closely at how the aircraft has been flown. A Piper Archer or Cessna 182 that has sat for a year with minimal flying almost always gets a lower valuation. Pre-buy inspections often reveal cam lobe pitting or cylinder wall rust, which can knock $15,000–$30,000 off the selling price.
Even if you keep the airplane, inactivity means:
More expensive oil changes
Premature top-end or full overhauls
A lower chance of reaching full TBO
Best Practices to Protect Your Engine and Value
Fly Monthly (Ideally Weekly) Keep oil circulating, drive out moisture, and protect the cam and lifters.
Change Oil by Calendar (Every 4 Months)Even with low hours, oil accumulates acids that can damage parts.
Use Preservation Oil and Desiccant Plugs If you know the airplane will sit 30+ days, take action to prevent rust.
Avoid “Token” Ground Runs They don’t get hot enough and can make corrosion worse.
Do Proper Pre-Buys When buying a Cessna, Piper, or Beechcraft, check logs, do oil analysis, and borescope the cylinders to avoid hidden corrosion costs.
Example: Real-World Value Drop
A Beechcraft Debonair with only 80 hours flown in five years showed cylinder wall rust and cam pitting on inspection. The pre-buy shop estimated a $35,000 teardown within 50 hours — instantly dropping the plane’s market value far below its book price. Engine costs have gone up about 35% in the year..
We see this all the time. Airplanes are built and designed to fly not sit in a hangar and especially not on a ramp.
Bottom Line
Flying is maintenance. Whether you own a Piper, Cessna, or Beechcraft, keeping your Lycoming or Continental engine flying regularly protects TBO, improves reliability, and preserves resale value.
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