Hello
TBO is for a production engine installed ain a "Standard" specification and run at a specified manner The reason most engines dont meet TBO is down to useage or the lack of it Most engines don run that way As there is really no auto conversion as a production item there is no TBO Auto engines that reach high miles tend to be driven regularly and clock up lost of miles each time they are started from cold (Taxi cops couriers )
Peter
From: Marc <averys_98550@comcast.net>
To: Sport_Aircraft@yahoogroups.com
Sent: Saturday, December 31, 2011 8:33 AM
Subject: Re: Light-Sport Aircraft Yahoo group Military Rotax 912/914 with fuel injection..
I keep reading of TBO on auto engine conversions. Where do we find a TBO published for an auto conversion. I know that modern auto engines properly cared for with routine maintanence are lasting 500,000 miles + these days. It's usualy the stuff that's hung on around the engine that gives up first. Aero engines are given a TBO after many hours of documented test runs, and later modified as real life field experiances show better or worse lifetimes than initially expected.
Many Continental engines list TBO as 1200 for the E-165 to 1800 hours for the IO-420, while Lycoming run from 1200 in the case of the TSIO 540 up to 2400 hours for the O 235. Field experiances and improvements has allowed the TBO for some Continentals to move up to the 2000 hour mark now.
Who certifying, testing, the auto engines for XX hours to wear limit? And what are those wear limits??
--- In Sport_Aircraft@yahoogroups.com, "apollonorthamerica" <apollonorthamerica@...> wrote:
>
> Hi Peter,
> Having done hands on about a dozen car engine conversions (Suzuki and Subaru) on aircraft, I think you have got this wrong:
> "A late model car engine in a plane would likely reach a TBO of 2000 hours with only oil filters plugs and timing belts"
>
> I don't think that will happen quite like that :).
> Auto engine conversions can reach the TBO in isolated cases. Sometimes a certain combination of parts makes a system that will reach TBO but they are rare.
>
> Rotax reaches its TBO and beyond because it -IS- designed from the get-go as an aircraft engine. Just not the 1950's tractor technology aircraft engine.
> Abid
>
>
Many Continental engines list TBO as 1200 for the E-165 to 1800 hours for the IO-420, while Lycoming run from 1200 in the case of the TSIO 540 up to 2400 hours for the O 235. Field experiances and improvements has allowed the TBO for some Continentals to move up to the 2000 hour mark now.
Who certifying, testing, the auto engines for XX hours to wear limit? And what are those wear limits??
--- In Sport_Aircraft@yahoogroups.com, "apollonorthamerica" <apollonorthamerica@...> wrote:
>
> Hi Peter,
> Having done hands on about a dozen car engine conversions (Suzuki and Subaru) on aircraft, I think you have got this wrong:
> "A late model car engine in a plane would likely reach a TBO of 2000 hours with only oil filters plugs and timing belts"
>
> I don't think that will happen quite like that :).
> Auto engine conversions can reach the TBO in isolated cases. Sometimes a certain combination of parts makes a system that will reach TBO but they are rare.
>
> Rotax reaches its TBO and beyond because it -IS- designed from the get-go as an aircraft engine. Just not the 1950's tractor technology aircraft engine.
> Abid
>
>
__._,_.___
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