I agree that using a US shop is a hassle and takes longer, but the job is generally much better.
What makes you say that? I have no reason to believe that a good overhaul shop in Europe is in any way worse than a good overhaul shop in the US. The only difference is size. The most important factor is the skill level and experience of the people doing the work and I would argue that good shops here are competitive in that regard. I know overhaul shops that go back to pre WW II, family run businesses (and they still overhaul engines from back then).
Sure one discovers "other stuff" but that is part of the general maintenance cost, I think.
There are a lot of things that do not need immediate attention, are expensive to replace but while the engine is removed, they get replaced because one day they will need replacement and it won't ever be as cheap as when the engine is removed.
Do you envision waking up one morning and deciding you want to NDT your engine mount, have your engine removed, the mount inspected and everything assembled back? Costs you 5000 € I would estimate.
The overhaul costs that Urs quoted are very realistic in my opinion. You cannot compare a 2002 airplane to the typical 1970s aircraft that make up 90% of the GA fleet.
Do you envision waking up one morning and deciding you want to NDT your engine mount, have your engine removed, the mount inspected and everything assembled back? Costs you 5000 € I would estimate.
One should inspect the engine mount at the 50hr check. If it is painted white, any obvious cracks will be obvious.
I think the costs posted earlier are realistic on some old planes but not for the reasons given which were the costs of engine overhauls. I know of someone who used to run a syndicate around a C150 whose annuals were £7000. They were doing perhaps 150hrs/year so reaching 2k hrs in approx 12 years. (They had >20 shareholders so had to maintain on the UK Transport CofA regime, on which I think the 12 year engine life is mandatory). £7k x 12 = £84k so by the time the engine had to come out they had spent 84k maintaining (actually "constantly repairing" would be a much more correct term) the plane. Actually, adding in the cost of 50hr checks, you are closer to £100k. Against that huge figure, the overhaul of the O200 (?) engine is hardly overwhelming.
I do think many owners are poorly served by their maintenance companies.
Some of that reply does not make sense (to me)
because I visit the aircraft with the calendar limit (EASA) and and not in time as in US (FAA).Meaningless.
Perhaps he is referring to the fact that an FAA annual is good until the last day of the month vs EASA being the same date (less one)
Thanks for all the advice in this thread. I've decided against this P210 and agreed to buy my old A36 back (G-ZLOJ).
May we ask what made you decide against the P210? Was something non kosher about this particular aircraft or did you decide against the P210 airframe in general?
P210 airframe in general. "Fragile" engine, too many systems to fail, high maintenance costs, high fuel consumption.
The seller came back to me with a new price: €8500 lower or new paint scheme, but I decided to "revise" my mission and accept that with a non-turbo aircraft there will be times when I'll cancel, especially in the winter.
I'm retiring in a couple of years and want an aircraft I can afford to run when I'm not earning!
€8500 lower or new paint scheme,
Again, that is dodgy. An acceptable paint job on a P210 is 13-15k€.
