Today's Message Index:
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1. 02:30 PM - GSO-480 TBO (Todd Hindmarsh)
2. 02:33 PM - AvBlend FYI (Todd Hindmarsh)
3. 02:58 PM - Re: GSO-480 TBO (Chris Schuermann)
4. 03:07 PM - Re: GSO-480 TBO (MOEMILLS@aol.com)
5. 03:21 PM - Re: GSO-480 TBO (Tylor Hall)
6. 03:41 PM - Re: GSO-480 TBO (CloudCraft@aol.com)
7. 10:46 PM - Re: AvBlend FYI (CloudCraft@aol.com)
Message 1
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--> Commander-List message posted by: "Todd Hindmarsh" <todd@inpnet.org>
TBO chat again. What actually determines when you have to overhaul these
engines? Is based on the results of the annual inspection? Compression? Oil
analysis?
JB flew that 560F with nearly 1700/1900 and said it was still running
strong. Can we go 2000 if we take good care of the engines?
Thanks,
Todd
Message 2
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--> Commander-List message posted by: "Todd Hindmarsh" <todd@inpnet.org>
I just ordered some AvBlend for the oil change next week and came to find
out that it's made by the ZMax company. I know that stuff works well in
automobiles so I'm feeling optimistic about its performance in the
GSO-480's.
The other nice thing - this stuff costs the same as the automotive stuff.
Message 3
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--> Commander-List message posted by: Chris Schuermann <cschuerm@cox.net>
Todd Hindmarsh wrote:
> What actually determines when you have to overhaul these
> engines? Is based on the results of the annual inspection? Compression? Oil
> analysis?
In a nutshell, yes. For part91 use, most components are operated "on
condition". This means that as long as an A&P/IA will sign the engines
off as "airworthy" that you can continue running them. Especially on
the smaller, low power engines, you can get well past TBO assuming that
you started the run with a high-quality engine. One thing to note,
however, is that the likelyhood of an expensive overhaul begins to go up
as you run well past TBO. Basicly, if you wait until something really
breaks, it's gonna be more expensive to fix. (ie: when a bearing
finally fails, it could trash a VERY expensive crank or cam which
otherwise would have just been inspected and returned to service).
If you're running a commercial op, TBO's are mandatory. There may also
be a number of other "life limited" items for part 135 which can be
ignored for us GA types.
Not a thing wrong with running an engine past TBO, but I'd suggest
looking at things with more detail as the hours tick by. Might begin
doing those oil analysis every oil change, doing a more carefull look at
exhaust systems during pre-flight (look for flange blow by), and general
engine condition.
happy flying
chris
Message 4
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--> Commander-List message posted by: MOEMILLS@aol.com
Todd:
If you fly as a private pilot (not for hire or profit) you do not have to
overhaul the engines, by law, just because they have reached TBO. Some
Lycoming 032E2D engines run well past 3,000 hours with a 2,000 TBO. Your AP
mechanic or IA is usually the one who gives the thumbs up or thumbs down at
annual inspection time. His decision will most likely me made on a
compression test, and oil pressure.
Please note that some of us have an insurance requirement that the engines
must be overhauled at TBO. We just pulled the engines in my 680F(p) which
have IGSO540-B1A engines. These engines have the shortest TBO of all the
engines at only 1,100 hrs. They were within 20 hours of TBO, with a top
overhaul at about 600 hrs. This is pretty good, considering that the major
overhaul was in 1981, and the plane set idle a lot before I purchased it.
Several of the cylinders had been replaced, one at a time in the last three
years.
Moe Mills
N680RR
Message 5
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--> Commander-List message posted by: "Tylor Hall" <winddancer@centurytel.net>
Moe,
Another component of TBO is years. If you are flying for hire, Part 135,
you must overhaul the engines at 12 years regardless of time on the engines.
It is a which ever comes first.
Regards,
Tylor Hall
Wind Dancer Aviation Services, Inc.
2V1, Pagosa Springs, CO
970-731-2127
This is pretty good, considering that the major
overhaul was in 1981, and the plane set idle a lot before I purchased it.
Several of the cylinders had been replaced, one at a time in the last three
years.
Moe Mills
N680RR
Message 6
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--> Commander-List message posted by: CloudCraft@aol.com
In a message dated 02/12/03 15:21:40 Pacific Standard Time,
winddancer@centurytel.net writes:
> If you are flying for hire, Part 135,
> you must overhaul the engines at 12 years regardless of time on the
> engines.
> It is a which ever comes first.
>
I operated Part 135 since 1995, but back then, that particular requirement
was because Lycoming has a mandatory service bulletin saying o/h at 12 years
if the TBO is not up yet.
Air Carriers must comply with ALL mandatory SBs. Not sure if Continental
has the same requirement, but I'd be shocked if they didn't.
Wing Commander Gordon
Message 7
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--> Commander-List message posted by: CloudCraft@aol.com
In a message dated 02/12/03 15:49:03 Pacific Standard Time, todd@inpnet.org
writes:
> The other nice thing - this stuff costs the same as the automotive stuff.
>
If Dennis Polito is lurking, he may surface and tell you about meeting the
AvABlend guys at Oshkosh one year.
If I remember the story correctly, they copped to the fact that it was the
automotive stuff but because it went into airplanes, well, you know ...
Wing Commander Gordon
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