If this is your first visit, be sure to check out the FAQ by clicking the link above. You may have to register before you can post: click the register link above to proceed. To start viewing messages, select the forum that you want to visit from the selection below. |
|
|
Thread Tools | Display Modes |
#1
|
|||
|
|||
TBO Questions O-200
I'm getting conflicting information, so pitch in to set me straight.
In the archives, I've seen several instances where owners have claimed taking their O-200's over 3000 hrs before overhaul. I believe that with regular oil analysis, this could probably be true. HOWEVER, I've seen other posts hinting that, at annual, the AI may not sign off as airworthy if it's more than 200 hrs over TBO. What's realistic? (I'm looking at a plane with good compressions and good oil analysis, but it's right at TBO). Also, at what year was O-200 TBO increased from 1800 hrs to 2000 hrs? And, does that increased TBO apply to all the older engines? Thanks; Carl |
#2
|
|||
|
|||
Engine hours is not a factor for an annual inspection on a part 91 aircraft!
If the IA will not sigh it off, get a new IA Good compressions, oil pressure and your comfort determine how long an engine should stay on the aircraft. Dave Carl Orton wrote: I'm getting conflicting information, so pitch in to set me straight. In the archives, I've seen several instances where owners have claimed taking their O-200's over 3000 hrs before overhaul. I believe that with regular oil analysis, this could probably be true. HOWEVER, I've seen other posts hinting that, at annual, the AI may not sign off as airworthy if it's more than 200 hrs over TBO. What's realistic? (I'm looking at a plane with good compressions and good oil analysis, but it's right at TBO). Also, at what year was O-200 TBO increased from 1800 hrs to 2000 hrs? And, does that increased TBO apply to all the older engines? Thanks; Carl |
#3
|
|||
|
|||
Carl Orton wrote: Also, at what year was O-200 TBO increased from 1800 hrs to 2000 hrs? I don't think it was. George Patterson God grant me the senility to forget the people I never liked anyway, the good fortune to run into the ones I like, and the eyesight to tell the difference. |
#4
|
|||
|
|||
"Carl Orton" wrote in message ...
I'm getting conflicting information, so pitch in to set me straight. In the archives, I've seen several instances where owners have claimed taking their O-200's over 3000 hrs before overhaul. I believe that with regular oil analysis, this could probably be true. HOWEVER, I've seen other posts hinting that, at annual, the AI may not sign off as airworthy if it's more than 200 hrs over TBO. What's realistic? (I'm looking at a plane with good compressions and good oil analysis, but it's right at TBO). I have knowledge of a few clubs that took their O-200s to 2500-3000 hrs. Major factors were that the planes were flown several hours per day and used autogas (no lead problems with valves). A few years ago there was one insurance underwriter that would not renew with an engine past TBO. I've heard of some AIs that wouldn't sign off a past TBO engine that otherwise had no problems. In both cases the solution is to find a different underwriter/AI. The engine is going to wear out eventually, so it'll be up to you to determine what you're comfortable with. There's no regulatory reason to overhaul at TBO. My AI recommends that I continue to run past TBO with oil analysis. 1st time anything expensive comes up, overhaul it. Also, at what year was O-200 TBO increased from 1800 hrs to 2000 hrs? And, does that increased TBO apply to all the older engines? As far as I know, the O-200 TBO is still 1800 hrs. John Galban=====N4BQ (PA28-180) |
#5
|
|||
|
|||
Hmmm... I was wondering about that 2000 hr figure. I saw a few C-150's for
sale that said something like "1750 SMOH, 2000 TBO". I've been unable to find anything on the aviation sites about the alleged increase in TBO, so I thought I'd ask the collective experts here. Thanks for setting me straight! Carl "Carl Orton" wrote in message ... I'm getting conflicting information, so pitch in to set me straight. In the archives, I've seen several instances where owners have claimed taking their O-200's over 3000 hrs before overhaul. I believe that with regular oil analysis, this could probably be true. HOWEVER, I've seen other posts hinting that, at annual, the AI may not sign off as airworthy if it's more than 200 hrs over TBO. What's realistic? (I'm looking at a plane with good compressions and good oil analysis, but it's right at TBO). Also, at what year was O-200 TBO increased from 1800 hrs to 2000 hrs? And, does that increased TBO apply to all the older engines? Thanks; Carl |
#6
|
|||
|
|||
Carl Orton wrote: Hmmm... I was wondering about that 2000 hr figure. I saw a few C-150's for sale that said something like "1750 SMOH, 2000 TBO". The Cessna 152 has a 2000 hour TBO on the O-235. Perhaps that's what you saw. George Patterson God grant me the senility to forget the people I never liked anyway, the good fortune to run into the ones I like, and the eyesight to tell the difference. |
#7
|
|||
|
|||
"G.R. Patterson III" wrote in message ... Carl Orton wrote: Hmmm... I was wondering about that 2000 hr figure. I saw a few C-150's for sale that said something like "1750 SMOH, 2000 TBO". The Cessna 152 has a 2000 hour TBO on the O-235. Perhaps that's what you saw. And if the O235-L2C on the 152 or 'Tommyhawk' is rebuilt with the right parts it then gets a 2400 hour TBO. O200 is still 1800 to my recollection. John Severyn @LVK |
#8
|
|||
|
|||
On Tue, 30 Sep 2003 20:35:22 -0500, Carl Orton wrote:
Hmmm... I was wondering about that 2000 hr figure. I saw a few C-150's for sale that said something like "1750 SMOH, 2000 TBO". The TBO is 1800 hours. There are many people who do get more than that out of them, but many more do not. From what I can gather, most assume 1500 hours before a major needs to be done, and if you go beyond it's good. The biggest factor in reaching or exceeding TBO is how often you fly it, so fly it all the time and you'll make TBO, fly it once a month and you may not. Environment also affects TBO as well, so that's one of the other reasons you'll see some listed as being so far beyond TBO. But, no matter how you dice it, TBO is 1800 hours max. The 152 could have at most 2400 hours, but you had to do something to the engine to gain the additional hours. I'm not sure, but I think it had to have different pistons? Somebody would know for sure, I don't since I fly behind an o-200 myself and am only familar with it. |
#9
|
|||
|
|||
C152 has a Lycoming O-235 which has a longer TBO
snip But, no matter how you dice it, TBO is 1800 hours max. The 152 could have at most 2400 hours, but you had to do something to the engine to gain the additional hours. I'm not sure, but I think it had to have different pistons? Somebody would know for sure, I don't since I fly behind an o-200 myself and am only familar with it. |
Thread Tools | |
Display Modes | |
|
|
Similar Threads | ||||
Thread | Thread Starter | Forum | Replies | Last Post |
Homebuilt Aircraft Frequently Asked Questions List (FAQ) | Ron Wanttaja | Home Built | 0 | December 2nd 04 07:00 AM |
Homebuilt Aircraft Frequently Asked Questions (FAQ) | Ron Wanttaja | Home Built | 0 | October 1st 04 02:31 PM |
Homebuilt Aircraft Frequently Asked Questions List (FAQ) | Ron Wanttaja | Home Built | 0 | September 2nd 04 05:15 AM |
Homebuilt Aircraft Frequently Asked Questions (FAQ) | Ron Wanttaja | Home Built | 4 | August 7th 03 05:12 AM |
Homebuilt Aircraft Frequently-Asked Questions (FAQ) | Ron Wanttaja | Home Built | 0 | July 4th 03 04:50 PM |