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peterz(at)zutrasoft.com
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 Posted: Wed Feb 22, 2012 5:11 am Post subject: TBO and Calendar life for earlier Rotax 912s, what options? |
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fwiw, there was a local FBO with certified 912 Kanata's that ran theirs *well* past 2000hrs "on condition".
Cheers,
Pete
A239
On Wed, Feb 22, 2012 at 7:54 AM, h&jeuropa <butcher43(at)att.net (butcher43(at)att.net)> wrote:
[quote]--> Europa-List message posted by: "h&jeuropa" <butcher43(at)att.net (butcher43(at)att.net)>
Hi Richard,
The Feb 2012 issue of Sport Aviation (EAA magazine) has a great article on this topic. �The author suggests that �"on condition" maintenance makes more sense than overhaul on a fixed timetable. �Let us know if you need a copy of the article.
Jim & Heather
N241BW
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Richard Lamprey
Joined: 15 Jul 2011
Posts: 95
Location: Kenya
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| Posted: Wed Feb 22, 2012 5:19 am Post subject: Re: TBO and Calendar life for earlier Rotax 912s, what opti |
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Hi Jim and Heather,
I would really appreciate a copy of that article.
Thanks
Richard
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rlborger(at)mac.com
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| Posted: Wed Feb 22, 2012 6:23 am Post subject: TBO and Calendar life for earlier Rotax 912s, what options? |
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Richard,
I don't know what the Regs are in Kenya or how they are enforced, but here in the States TBO is only a guide line, not a hard number. Folks are free to operate engines "on condition" for as long as the owner wishes IF they have been properly maintained, any A/D's applied and continue to meet proper specs with respect to compression, oil consumption, oil tests, etc. I recently read an excellent article by an A&P/IA on this exact subject. I don't remember if it was in Sport Aviation, AOPA Pilot or Flying. I'll see if I can locate it and provide the information therein. Better yet, I'll scan the article for your own reading.
Blue skies & tailwinds,
Bob Borger
Europa XS Tri, Rotax 914, Airmaster C/S Prop.
Little Toot Sport Biplane, Lycoming Thunderbolt AEIO-320 EXP
3705 Lynchburg Dr.
Corinth, TX 76208-5331
Cel: 817-992-1117
rlborger(at)mac.com
On Feb 22, 2012, at 6:23 AM, Richard Lamprey wrote:
| Quote: |
Greetings to all from Kenya,
My Rotax 912UL is of early serial number, and according to the Maintenance Manual the TBO is 1200 hrs (assuming all service bulletins have been complied with), and a calendar life of 15 years. From a factory-inhibited state in March 1999, it has now done 13 years, and 560 hours, so on hours alone it could go a lot further… it runs very sweetly and compressions are amazing. But, it looks like I am facing an overhaul in 2014, due to the calendar life.
According to the manual, the calendar life is 10-15 years, depending on engine type (912, 912S or 914), and serial number.
So, basically, and Rotax engined Europa that first flew between (roughly) 1996 and 2002 must be looking soon at a mandatory overhaul, regardless of hours flown. Looking at the Europa club register, this is at least 180 aircraft worldwide.
I am interested to know what others are doing, and what the options are. I imagine there are three possibilities:
1. Throw the engine away and buy another. The agents in UK alluded to this, and seemed to be reluctant to do any ‘overhaul’ to zero-time the engine, especially if they didn’t ‘know’ the engine.
2. Get a factory-approved agent somewhere to do an overhaul. My nearest agent is in South Africa, which is 3000 miles (and several country borders) away (where there are hundreds of 912s in operation), and I have had no replies from any company that purports to be an ‘agent’ regarding an overhaul of my engine.
3. Possibly? Return the ‘core’ to the Rotax factory in Austria, and they value it, send you a factory-re-manufactured engine, minus the value of your core. This is common practice in Continental and Lycoming engines.
It seems a pity to ditch a perfectly good Rotax 912 engine, and spend a fortune getting some new thing in that has the perpetual mandatory SBs that come up.
Again in UK, there is provision for Continental and Lycoming engines to be run ‘on-condition’ way beyond the standard TBO (eg 1700 hrs for a Continental 0-470). I know of some that have run up to 2600 hrs on condition.
So, it would be good to know what others are doing or planning in this regard.
Thanks
Richard
Kenya, 5Y-LRY, Europa Classic 168.
Read this topic online here:
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rlborger(at)mac.com
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| Posted: Wed Feb 22, 2012 6:30 am Post subject: TBO and Calendar life for earlier Rotax 912s, what options? |
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Richard,
Well, there you go� Thanks Jim & Heather!
I just found it, Sport Aviation, February 2012, page 52, "When to Overhaul" by Mike Busch/Commentary/SAVVY AVIATION.
I am scanning it right now and will post the scans in an album on my Europa Owners site. I'll let folks know when it has been posted.
Blue skies & tailwinds,
Bob Borger
Europa XS Tri, Rotax 914, Airmaster C/S Prop.
Little Toot Sport Biplane, Lycoming Thunderbolt AEIO-320 EXP
3705 Lynchburg Dr.
Corinth, TX 76208-5331
Cel: 817-992-1117
rlborger(at)mac.com
On Feb 22, 2012, at 6:54 AM, h&jeuropa wrote:
| Quote: |
Hi Richard,
The Feb 2012 issue of Sport Aviation (EAA magazine) has a great article on this topic. The author suggests that "on condition" maintenance makes more sense than overhaul on a fixed timetable. Let us know if you need a copy of the article.
Jim & Heather
N241BW
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=366959#366959
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rlborger(at)mac.com
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| Posted: Wed Feb 22, 2012 7:04 am Post subject: TBO and Calendar life for earlier Rotax 912s, what options? |
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Richard & others,
I have posted the scans of the article: Sport Aviation, February 2012, page 52, "When to Overhaul" by Mike Busch/Commentary/SAVVY AVIATION.
You can find the album "Aviation Articles of Interest" on the last page of my gallery on EuropaOwners.org
When you get to the scanned pages, you can select the full scan size in the upper right. I probably should have reduced the size before uploading, but I was in a hurry to get it posted. I can do some size reduction later today and upload the resized images then. Till now, this should help.
Blue skies & tailwinds,
Bob Borger
Europa XS Tri, Rotax 914, Airmaster C/S Prop.
Little Toot Sport Biplane, Lycoming Thunderbolt AEIO-320 EXP
3705 Lynchburg Dr.
Corinth, TX 76208-5331
Cel: 817-992-1117
rlborger(at)mac.com
On Feb 22, 2012, at 7:19 AM, Richard Lamprey wrote:
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tennant
Joined: 19 Apr 2011
Posts: 121
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| Posted: Wed Feb 22, 2012 9:51 am Post subject: Re: TBO and Calendar life for earlier Rotax 912s, what opti |
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Richard,
I will be one of the 180 as I had first flight in Sept. 1997.
Also about 650 hrs with full oil pressure, no oil usage from one change to the next and full & even compression.
There is no way that I am dumping a perfectly good engine, and it is not necessary in Germany.
Regards
Barry Tennant
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Barry Tennant
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At EDLM - Germany |
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h&jeuropa
Joined: 07 Nov 2006
Posts: 645
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| Posted: Thu Feb 23, 2012 5:01 am Post subject: Re: TBO and Calendar life for earlier Rotax 912s, what opti |
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Richard,
Here's a .pdf of the article.
Jim & Heather
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Richard Lamprey
Joined: 15 Jul 2011
Posts: 95
Location: Kenya
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| Posted: Mon Feb 27, 2012 12:32 am Post subject: Re: TBO and Calendar life for earlier Rotax 912s, what opti |
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Thanks Bob, Jim and Heather,
The article is very useful, many thanks for posting it. Great guidelines for assessing engine condition.
I was a little surprised that so few responses came in regarding overhauls, given that about 180 Europas are due for them, according to the Rotax 'book'. But this might be encouraging, since other aviation authorities across the world might have less issue with it than we have in Kenya.
In Kenya we have a very inflexible aviation authority, that now applies normal Certificate of Airworthiness procedures (what you would call an FAA ‘annual’ in USA) to experimental planes. In spite of this thoroughness, there is a blanket ban on experimentals leaving the country to fly abroad in the region, because we might become un-airworthy once we have crossed the border.
Part of the problem is that there are few of us around, and we don’t have a unified body to represent us, and to set our own guidelines that would be accepted by the authority. Another part is that all forms of general aviation are seen as a rich mans recreation, to be regulated into the ground, with fee structures that literally double every year. I now have to pay USD 600/year as a blanket amount for landing fees at major airfields, even if I operate only out of farm strips. They wont give me a CofA unless I show that I have paid.
So we have to go through the same inspection procedures as certified aircraft… an impossible situation. Therefore, at annual inspection, they look at the engine log, and tell us that we have to abide by ‘the book’.
This approach affects everyone, we find that private Cessna owners will now have to overhaul their Continentals every 12 years, regardless of hours flown, because there is a ‘recommendation’ from Continental that this is done. “Aah, everyone points out, this is for engines on the commercial register, not private planes”. “Doesn’t matter, says the authority, even if you did just 50 hours/year, and accumulated just 600 hours over the 12, it must come out and be stripped down and overhauled” (cost about USD 40,000). The owners of privately-registered certified aircraft are obviously battling this one, and the jury is still out, but this is what we have to deal with here.
Consequently, many owners of experimental aircraft, who keep them on outlying wildlife and cattle ranches and never come to the big airfields, have opted out, meaning ... forget about annual inspections, just keep flying and away from the authority’s eye.
Sounds like the ‘on condition’ system elsewhere is so much better!!
All best
Richard
Kenya
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