TBO considerations: Difference between revisions
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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 | 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. | ||
Revision as of 02:25, 4 February 2006
TBO and the OH decision
All discussions about TBO should start by referring to 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 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.
<more coming soon>
