TBO considerations - Revision history

Jbowman90: Removed superfluous introductory heading, simplified link to valve wobble test

2008-03-01T07:36:39Z

Removed superfluous introductory heading, simplified link to valve wobble test

← Older revision		Revision as of 07:36, 1 March 2008
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	~~'''TBO and the OH decision'''~~

	All discussions about TBO should start by referring to [http://www.lycoming.textron.com/support/publications/maintenancePublications/serviceInstructions/SI1009AR.pdf Lycoming's SI 1009AR], the factory definitions and table of recommended TBO hours for each engine model.		All discussions about TBO should start by referring to [http://www.lycoming.textron.com/support/publications/maintenancePublications/serviceInstructions/SI1009AR.pdf Lycoming's SI 1009AR], the factory definitions and table of recommended TBO hours for each engine model.

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	Lycoming says that the engine has a TBO of 2000 hours on the models we use on our Grummans, except the O-235 in the AA-1x, if it has been modified with a different part number piston, and if only genuine Lycoming parts are used. They also state that there is a CALENDAR limit of 12 years since new or the most recent Major OH.		Lycoming says that the engine has a TBO of 2000 hours on the models we use on our Grummans, except the O-235 in the AA-1x, if it has been modified with a different part number piston, and if only genuine Lycoming parts are used. They also state that there is a CALENDAR limit of 12 years since new or the most recent Major OH.

	Another important test of the engine's readiness to fly past the TBO is the [~~http://www.bondline.org/index.php/~~Valve_Wobble_Testing [Valve Wobble Test]] as explained in SB388C. We know what causes stuck valves, and we know what causes valve breakage, so there is no point in ignoring the test that will tell you if either condition is occurring in the engine.		Another important test of the engine's readiness to fly past the TBO is the [[Valve_Wobble_Testing\|Valve Wobble Test]] as explained in SB388C. We know what causes stuck valves, and we know what causes valve breakage, so there is no point in ignoring the test that will tell you if either condition is occurring in the engine.

Bob Steward: Added link to VWT page

2007-01-13T19:19:36Z

Added link to VWT page

← Older revision		Revision as of 19:19, 13 January 2007
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	Lycoming says that the engine has a TBO of 2000 hours on the models we use on our Grummans, except the O-235 in the AA-1x, if it has been modified with a different part number piston, and if only genuine Lycoming parts are used. They also state that there is a CALENDAR limit of 12 years since new or the most recent Major OH.		Lycoming says that the engine has a TBO of 2000 hours on the models we use on our Grummans, except the O-235 in the AA-1x, if it has been modified with a different part number piston, and if only genuine Lycoming parts are used. They also state that there is a CALENDAR limit of 12 years since new or the most recent Major OH.

	Another important test of the engine's readiness to fly past the TBO is the Valve Wobble Test as explained in SB388C. We know what causes stuck valves, and we know what causes valve breakage, so there is no point in ignoring the test that will tell you if either condition is occurring in the engine.		Another important test of the engine's readiness to fly past the TBO is the [http://www.bondline.org/index.php/Valve_Wobble_Testing [Valve Wobble Test]] as explained in SB388C. We know what causes stuck valves, and we know what causes valve breakage, so there is no point in ignoring the test that will tell you if either condition is occurring in the engine.

Bob Steward: Added more details about deciding if an engine is ready for OH

2007-01-13T19:15:30Z

Added more details about deciding if an engine is ready for OH

← Older revision		Revision as of 19:15, 13 January 2007
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	This is good news for the private owners. We can take good care of our engines and try to extend the life past an arbitrary "average" that Lycoming has published. This doesn't come without some possible problems. The first one is that most of us don't fly enough to reach the TBO in hours in service before the Lycoming recommended TBO in calendar years.		This is good news for the private owners. We can take good care of our engines and try to extend the life past an arbitrary "average" that Lycoming has published. This doesn't come without some possible problems. The first one is that most of us don't fly enough to reach the TBO in hours in service before the Lycoming recommended TBO in calendar years.

			The means to determine the condition of the engine, and whether it is time for an OH are usually based on maintenance checks like Compression Tests, or upon pilot experience with items like oil consumption or making rated static RPM during a run-up.

	~~<more coming soon>~~		Lycoming says that the engine has a TBO of 2000 hours on the models we use on our Grummans, except the O-235 in the AA-1x, if it has been modified with a different part number piston, and if only genuine Lycoming parts are used. They also state that there is a CALENDAR limit of 12 years since new or the most recent Major OH.

			Another important test of the engine's readiness to fly past the TBO is the Valve Wobble Test as explained in SB388C. We know what causes stuck valves, and we know what causes valve breakage, so there is no point in ignoring the test that will tell you if either condition is occurring in the engine.

Bob Steward at 02:25, 4 February 2006

2006-02-04T02:25:12Z

← Older revision		Revision as of 02:25, 4 February 2006
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	All discussions about TBO should start by referring to [http://www.lycoming.textron.com/support/publications/maintenancePublications/serviceInstructions/SI1009AR.pdf Lycoming's SI 1009AR], the factory definitions and table of recommended TBO hours for each engine model.		All discussions about TBO should start by referring to [http://www.lycoming.textron.com/support/publications/maintenancePublications/serviceInstructions/SI1009AR.pdf Lycoming's SI 1009AR], the factory definitions and table of recommended TBO hours for each engine model.

	As Lycoming is quick to point out, there is no guarantee that a particular engine will make it to TBO. These are just recommendations that they have made based on the extensive experience with the engines that come back for OH. Part 91 operators are not required to adhere to the TBO, unlike Part 121 ~~Sheduled~~ Airlines and Part 135 Air Taxi operators, that are required to pull engines from service at TBO unless special permission is granted by their FSDO.		As Lycoming is quick to point out, there is no guarantee that a particular engine will make it to TBO. These are just recommendations that they have made based on the extensive experience with the engines that come back for OH. Part 91 operators are not required to adhere to the TBO, unlike Part 121 Scheduled Airlines and Part 135 Air Taxi operators, that are required to pull engines from service at TBO unless special permission is granted by their FSDO.

	This is good news for the private owners. We can take good care of our engines and try to extend the life past an arbitrary "average" that Lycoming has published. This doesn't come without some possible problems. The first one is that most of us don't fly enough to reach the TBO in hours in service before the Lycoming recommended TBO in calendar years.		This is good news for the private owners. We can take good care of our engines and try to extend the life past an arbitrary "average" that Lycoming has published. This doesn't come without some possible problems. The first one is that most of us don't fly enough to reach the TBO in hours in service before the Lycoming recommended TBO in calendar years.

Bob Steward at 05:55, 20 January 2006

2006-01-20T05:55:29Z

← Older revision		Revision as of 05:55, 20 January 2006
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	All discussions about TBO should start by referring to [http://www.lycoming.textron.com/support/publications/maintenancePublications/serviceInstructions/SI1009AR.pdf Lycoming's SI 1009AR], the factory definitions and table of recommended TBO hours for each engine model.		All discussions about TBO should start by referring to [http://www.lycoming.textron.com/support/publications/maintenancePublications/serviceInstructions/SI1009AR.pdf Lycoming's SI 1009AR], the factory definitions and table of recommended TBO hours for each engine model.

	<coming soon>		As Lycoming is quick to point out, there is no guarantee that a particular engine will make it to TBO. These are just recommendations that they have made based on the extensive experience with the engines that come back for OH. Part 91 operators are not required to adhere to the TBO, unlike Part 121 Sheduled Airlines and Part 135 Air Taxi operators, that are required to pull engines from service at TBO unless special permission is granted by their FSDO.

			This is good news for the private owners. We can take good care of our engines and try to extend the life past an arbitrary "average" that Lycoming has published. This doesn't come without some possible problems. The first one is that most of us don't fly enough to reach the TBO in hours in service before the Lycoming recommended TBO in calendar years.


			<more coming soon>

Bob Steward at 00:53, 20 January 2006

2006-01-20T00:53:12Z

← Older revision		Revision as of 00:53, 20 January 2006
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	'''TBO and the OH decision'''		'''TBO and the OH decision'''

			All discussions about TBO should start by referring to [http://www.lycoming.textron.com/support/publications/maintenancePublications/serviceInstructions/SI1009AR.pdf Lycoming's SI 1009AR], the factory definitions and table of recommended TBO hours for each engine model.

	<coming soon>		<coming soon>

Bob Steward: Create page

2006-01-20T00:30:12Z

Create page

New page

'''TBO and the OH decision'''

<coming soon>