Back to Vref's posts.....
UK allow private operation of the engine beyond TBO but not propeller(?), not even fixed pitch (plenty of maintainers calling up 6 year overhaul on fixed pitch McCauley). The old 3 year CAA variable pitch propeller inspections cost as much as an overhaul over a 6 year period for less maintenance than an overhaul.
Germany allow props and engines on condition but, as I understand, it must be written into the aircraft's Standardized Maintenance Programme with regular inspections.
Do the CAA still require the aircraft to have been on the UK register for a minimum of 6 months before you can allow your engine to be put on extension ?
From CAA's CAP 747: The engine must have been installed and operated in a UK-registered aircraft, or in an aircraft whilst previously registered in another Member State for a period of 200 hours immediately prior to completion of the engine manufacturer's recommended overhaul period. For engines on aircraft transferring to the UK from operation on another Member State's register, where an engine manufacturer's recommended overhaul limit has already been exceeded, shall be subject to further assessment to determine GR 24 eligibility. Under such circumstances, engines will only qualify under this requirement where it can be demonstrated that the previous continued in service operation was in accordance with maintenance programme instructions issued by the Competent Authority of the exporting Member State.
No engine on condition in France .... at least not for my Limbach engine which has to be overhauled at 1000 hours. The wood prop however has no TBO or calender life, so presumably can continue indefinitely on condition.
does anyone know if it is allowed in Switzerland? Prop and Engine?
Since Switzerland is an EASA member they should adopt part-ML. So if your maintenance program under part ML allows it, there is not much the Swiss CAA can say about that. It is more a matter of finding a maintenance organisation that wants to maintain your acft as per your maintenance program.
There are too many owners who write in their maintenance programs (read: Have others write their maintenance program and sign it w/o reading) that they stick to TBOs and overhaul intervals and then complain that they have to stick to TBOs and maintenance intervals.
One of the more tricky questions is, if a maintenance program can be changed to allow on condition even after the TBO is reached and based on the old maintenance program an overhaul is required?
Hmm, will talk to the responsible person later today, but there might potentially be a problem: we are using the plane not only for private flights, but also commercially (it’s part of an ATO, flight instructors do schoolflights with it, we also rent it out to third parties).
So it might be that we cannot deviate from the TBOs/overhaul intervals?
That might be a showstopper, yes
EASA say flying instruction isn’t a commercial operation. However some NAA ignore this and say it is.