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I seem to remember reading SOMEwhere that Rotax (or perhaps a maker of some standard category SLSA with a Rotax 912) allows an on-condition inspection in place of a mandatory rebuild at the official TBO hours.

If I remember right it was a serious inspection, not at all cheap, but still much cheaper than a total overhaul or engine replacement.

Can anyone confirm this and/or get or point to details on this? If it's true, when it applies, what's involved, what this on-condition inspection might cost? And would it have to be done, for example, again every year or at some stated interval?

Reason for asking is, it's well known that there are many Rotax 912s which if well maintained, not abused, are far from actually needing an overhaul at 2000 hours. In experimentals where they are not required to overhaul at any particular hours it is not unusual, IIRR for many to go 4000 hours of more.
So to an owner, or potential buyer, of a SLSA with a 1000 or 1500 hour 912 in it, it would be very useful to know if an on-condition inspection could even potentially be done instead of an overhaul when it hits 2000 hours.

Al
  • Re: "on condition inspection" instead of rebuild TBO?

    by » 11 years ago


    Maybe you are thinking of TCCA Airworthiness Notice (AN) BO-41 ED4 On-condition for piston engines?
    http://www.tc.gc.ca/eng/civilaviation/standards/maintenance-aarpc-ans-menu-2658.htm
    An excellent reference document that is used by most flt schools in Canada.
    I recommend that they submit some exceptions such as not removing or crack testing the cylinders as corrosion and cylinder cracking is not a problem in the Rotax 912.
    If you have well trained Techs AND just as important, well trained pilots/instructors you can go well past TBO.

  • Re: "on condition inspection" instead of rebuild TBO?

    by » 11 years ago


    Hi Al,

    Depending on the aircraft's use the TBO may not be mandatory and an on condition inspection is okay. If you do your maintenance over the life of the engine you may go well past the published TBO of
    1500-2000 hrs. The key to saving big money in the future is to spend a little along the way. This helps from unwanted and premature maintenance before TBO too.

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


    Thank you said by: Al C

  • Re: "on condition inspection" instead of rebuild TBO?

    by » 11 years ago


    "......Depending on the aircraft's use the TBO may not be mandatory and an on condition inspection is okay...."

    Hi Rodger,

    Can you be more specific regarding the "depending?"
    And/or tell me ballpark cost of an on condition inspection in those cases where it might take the place of a 1500hr overhaul ?
    Or direct me to who might be able to answered those two questions in SOME more detail?

    Me and two co-owners are looking at buying a very nice 2006 CTSW in great condition perfectly maintained.
    But it's got a 912uls that TBO's officially at 1500 hrs and is at 900+ now.
    We would run up about 300 hours per year ...meaning only two years before facing an expensive likely unnecessary overhaul....if on-condition is NOT an option.

    Our uses would be strictly personal , largely recreational totally VFR flying. No rental if the air craft or carrying passengers for hire, or use as a flight school aircraft.

    Al

  • Re: "on condition inspection" instead of rebuild TBO?

    by » 11 years ago


    Hi Al,

    I too own a 2006 CTSW and it has 1000 hrs.of fun times. :)
    If you have questions about the CT feel free to give me a call.
    Sometimes the problem here on the forum is that people come from all around the world so some regs are different. Some use their planes differently like for hire, rentals or private use. This makes some answers a little tougher and sometimes out and out wrong. When I or we post at times it may be generic because of this or a tech question is answered in general terms many times due to lack of info when someone ask a question or a very specific answer would be like writing a book so the answer may be short on details or a little basic. Once more info comes out then more on target answers are easier to give.

    The answer to your question is:
    In the US and speaking only for a private owner and for no commercial use, here is the short answer. Rotax wants the TBO's done more or less on time. The FAA says Rotax can't make rules above what is already in place. No LSA Mfg can make policy or give away the farm, but must stay within the FAA rules and regs. So the FAA allows on condition inspections beyond TBO. Much of what the FAA has in experience has come from Continental's and Lycoming's which are air cooled, loose tolerances, most use 100LL and very few go beyond TBO without something major needing to be done. I'm speaking in generalities here. Certainly some do go past TBO. Now the Rotax comes into a major playing field with major distribution and large numbers and many think it's like one of the above, but think of it like a nice Honda motorcycle engine and it just keeps on going when you treat it nice. I have a Honda too. ;) Rotax is getting to have a long history of extended use. Most don't use 100LL (they use unleaded), they have tight tolerances and better building materials, they are water cooled and now with more people trained on the Rotax engine and higher levels of education and maint. and better stricter rules for maintaining them then longevity should be even better.


    Here is one of my sayings:
    The worst thing that ever happened to a Rotax is its owner.
    That may be a hard pill for some to swallow, but has been true way too often.
    Until someone got it and started to treat it the way they wanted and not follow the Rotax procedures it was a good machine and of course if you take care of it like it like it was intended then it stays that way. Don't do what is necessary and you will have problems that many blame on Rotax, but can usually be traced back to the owner. Some things that are done to a Rotax show up right away and some don't show up for years, but eventually they show up and when it's months or years down the road everyone wants to point a finger at Rotax.

    It is usually cheaper in the long run to do the right maint. and not cut corners. It's the pay now or pay a lot more later and toss in the frustration factor later and it's almost always easier to do it right to start with.
    Do the scheduled maint. the right way and you should have a CTSW that runs for many years.


    p.s.
    For the people that have had issues (I am one) along the way I realize that some have had bad parts through not fault of the owner even with proper maint., but like any machine it was built by man and parts can fail just like any other item we purchase in life and no one is immune, but there is no reason to help that along if you don't need to.


    Darn, it's X-Mas and I'm up on my soapbox. Time to hop down and get with the family.


    Merry Christmas to all of you and I hope you have a good New Year.

    Fly often and stay safe and help your fellow aviator. Pay your good deeds forward and feel good about helping.



    Ho-Ho-Ho :silly: :lol:

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


    Thank you said by: Al C, Chester Bias

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