A little of both. The warranty is a Rotax thing. My O300 has an FAA STC to run mogas but I void the Continetal warranty if I do so.
You also void the FAA AWC on the plane if it is an SLSA and you do mx on it without Rotax training. SLSA rules require you to follow all manufacturer requirements. Since nearly all SLSA airframe manufacturers refer you to the engine manufacturer's requirements for how you must maintain the engine, you have to follow Rotax's rules to maintain that plane as airworthy.
Helen
On 2/24/2011 10:04 AM, Chop doc wrote:
A&P MUST have the proper training or experience and the credentials to
prove it.". As an A&P I am unaware of any FAA regs stipulating this. Rotax might say they will void the warrenty if this happens but my opinion of rotax is very low anyways. Is there any FAA reg about this or is it just rotax requirements?
From: Bill Holmes <billholmes@born-2-fly.com>
Subject: Light-Sport Aircraft Yahoo group Re: lease back
To: Sport_Aircraft@yahoogroups.com
Date: Thursday, February 24, 2011, 8:19 AM
Keep in mind that as an SLSA the maintenance and service requirements
are pretty strict. This is even more true when the aircraft is being
used for a commercial purpose. They, of course, require an annual
inspection. They will also need 100 hour inspections when used
commercially. One of these inspections does not preclude or negate the
other although the 100 hour time may be "reset" at the time of annual if
doing so is beneficial. These inspections, as laid out by most all
manufacturers, must be performed by a maintenance rated Light Sport
Repairman or an A&P. If the engine in the airplane is a Rotax then the
A&P MUST have the proper training or experience and the credentials to
prove it.
Also keep in mind that if the aircraft is being run on AVgas that some
of the maintenance requirements are at shorter intervals. Again, who can
perform these maintenance tasks depends on the manufacturers guidelines.
A colleague and I currently maintain a couple of SLSA trainers which are
used on leaseback agreements. These trainers are seeing approximately
100 hours of use per month. It doesnt take long to burn up a 1500 or
2000 hour TBO time on a Rotax engine this way. An overhaul with a
crankshaft can be almost as expensive as a new engine when you start
figuring labor along with the fact that there a limited # of places
allowed to split the engine case and do this work.
The biggest point I am trying to make here is not to sell the hourly use
cost to the instructors too low. The kind of rigorous activity a trainer
sees will require more maintenance than an aircraft for personal use.
If you need additional info on leaseback agreements contact Pat Brown at
info@houstonlsa.com
Bill Holmes SP PPCL
Light Sport Repairman - Maintenance (AP, WSC, PPC)
FAA rated Powerplant Mechanic
Independent ROTAX Repair Facility
Born To Fly & Just Plane Stuff
Huber Air Park (E70)
2475 Rudeloff Rd.
Hangar 1B
Seguin TX. 78155
210-831-7123 ph.
208-279-0283 fax
Billholmes@born-2-fly.com
http://www.born-2-fly.com
http://www.just-plane-stuff.com
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