Going past 2000 hour TBO - what to look for

Do the right thing and don't cut corners.

Strive to be a cut above and not just average or below. Way too many of those out there already.

P.S

RW you made me this way and I'm better off for it. 😁

Prepare for tomorrow, next week, next month and next year. Today is already gone. Protect yourself, your passengers and the people on the ground.

I have always since I was legal as a mechanic use the Rotax maint. checklist and fill it out for every customer and annotate anything I touch, tweak, torque or change in the margins. I use the aircraft Mfg's maint. checklist and do the same. These are given to the customer hole punched to put in a binder. I also give each client a discrepancy list. A standard normal logbook label from me is a full page long typed in #9 font. I want everyone to know what I did, why I did it and to show trends for the owner and me, the next owner, the next mechanic and or in case of any legal action. I do about 30 - 35 annuals and rubber changes a year and these folks come from all over the US. 

I change oil every 50 hrs or 25 hrs depending on the aircraft's use.

I DO AN OIL SAMPLE EVERY ANNUAL AFTER APPROX. 300 hours or so DEPENDING AGAIN ON ITS USE. Follow the maint. manual for time limited parts and inspections like the gearbox inspections, ect...

Now when the owner / operator gets into high time hours or the years have passed by there is a documented recorded from the first time I see it. Those three liner logbook labels are a sin and you can't inspect something like an SLSA using FAA part 43 (very generic) when the Mfg has a published checklist. Unfortunately I'm seeing way too much of these and usually from an A&P and not an LSRM that was trained towards the Light Aircraft group..

Bottom line is do the right thing. Don't use aftermarket parts, use good documentation (it protects the owner and mechanic) and don't alter things and make the aircraft illegal. If you don't know how it goes don't alter it, put it back the way you found it. Make phone calls to figure out the right way to do things and READ THE MANUALS.

Howdy RW,

"As Roger knows experimental can do anything they like as they are generally owner maintained and not certified. "

Actually I learned this isn't 100% true. Times like when an SLSA in the US goes down to an ELSA. The Dar's here must put in certain language, but I found some items can be added into the new operating limitations or left out. Here are two sentences I found and heard of in some of the new operating limitations that owners didn't know were there.

1. All time limited parts and schedules from the aircraft MFG MUST be followed.

2. Any alterations to the aircraft must be approved by the FSDO.

Two sentences I wouldn't necessarily like.

AeCI (Aero Club D'Italia) published an information note on the use of engines after TBO on 17.03.2025, paving the way for post-TBO use in Italy.

https://www.aeci.it/upload/files/Nota%20informativa%202025__01.pdf

A machine translation into English is attached.

Hi Ismet

That will not work for most other countries as an Aero Club is not a regulatory body.  For the US each individual owner would have to show the FAA their plan and have it approved for any certified or SLSA.  The manufacturer or record (who signed the 8130-15) could do something for a fleet within its own aircraft design (whomever is listed as the manufacturer or record for the SLSA) and may issue some guidance.  Again this would be on that company or person as there is no guidance from Rotax to follow other than the TBO.

Cheers