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912 Service interval - how to determine?

in 912 / 914 Technical Questions 9 years ago

  • Re: 912 Service interval - how to determine?

    by » 9 years ago

    Ronald, Instruments like the Rotax Flydat provide engine total run time.
    A solution might be to have your hobbs meter connected to the master/ignition switch or even have it switched by an oil pressure sensor. It really depends on the type of aircraft you are flying as to how easy it will be to fit something that will record engine run time.
    Failing that you are going to have to revert to the old fashioned way of recording your engine start & stop times.
    They way Rotax require the engine hours to be recorded is a bit unusual and I hope you fine a suitable solution.
      
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  • Re: 912 Service interval - how to determine?

    by » 9 years ago

    Conrad, a million thanks, you've been really helpful, especially in the light of http://foxbatpilot.com/2015/03/10/rotax-engine-scheduled-service-intervals/comment-page-1/#comment-2462. Thanks again.
      
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  • Re: 912 Service interval - how to determine?

    by » 9 years ago

    Rotax has a different opinion; they say all engine operating hours. See Line maintenance manual 05-10-00 sec 1.2 Operating hours. (I do not agree with this section and have been trying to convince Rotax to change it in accordance with FAA guidelines)
    If you are in the UK then I am not familiar with your regulations but if they copied the FAA then I would for sure use flight time instead of engine run time.
    My opinion: The engine does not wear appreciably during idle/run-up (it has no load, not working hard like in flight)
    The engine is only one part of a simple aircraft; you cannot have one component dictating the maintenance schedule (until you get into big complicated aircraft: airliners, helicopters..)


    Rob, you are right, I'm in the UK, seems like we do things differently here :blink:
      
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  • Re: 912 Service interval - how to determine?

    by » 9 years ago

    This I'm sure is one of those discussions that has a fence that some fall on one side or the other. Is either right or wrong. Not to me, just a difference of opinion. One of those personal preference items.

    I kind of fall on the other side of the fence. I prefer Hobbs time and anytime the engine is running. I just look at it that way because many have long idle times with low engine temps and any fuel that burns produces abrasive carbon and other contaminates regardless of rpm. So for me any run time is contaminating the oil and if using 100LL long low rpm times may cause more lead build up at those low rpms?

    Roger Lee
    LSRM-A & Rotax Instructor & Rotax IRC
    Tucson, AZ Ryan Airfield (KRYN)
    520-349-7056 Cell

      
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  • Re: 912 Service interval - how to determine?

    by » 9 years ago

    Scenario:
    A busy flight school cannot ground an aircraft because the engine is due for its 100hr inspection at 98hrs (because of ground running engine for whatever reason), and then its grounded again at 100hrs when the airframe is due. Nor can they "give away" 2 hours and perform the 100hr check at 98hrs. It is a huge cost in a very challenging industry.
    The FAA is correct: airtime is the only proper, consistent way to measure hours, in respect to maintenance intervals.
    OK, most owners are not flying schools but here we have a simple rule that makes sense and works for most situations. Why not keep it consistent across all general aviation?
      
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