1,800 Hr Inspection Costs
Moderators: Rick, Lance Murray
- VickersPilot
- 3 Diamonds Member
- Posts: 182
- Joined: Wed Oct 14, 2020 6:41 pm
- First Name: Dave
- Aircraft Type: DA62
- Aircraft Registration: N00TBC
- Airports:
- Has thanked: 51 times
- Been thanked: 80 times
1,800 Hr Inspection Costs
What inspections are due at 1,800hr on the DA62/AE330. Is it correct to say the the annual/200hr, 900hr and engine overhaul are due but not the 600hr LLPs? If to include the inspections due, what is the appropriate cost at overhaul time given the potential overlap between the 900hr and engine OH?
In respect of the 900hr inspection, is this likely to become a permanent feature of the higher HP Austros or is there an extension in the pipeline?
In respect of the 900hr inspection, is this likely to become a permanent feature of the higher HP Austros or is there an extension in the pipeline?
- CFIDave
- 5 Diamonds Member
- Posts: 2682
- Joined: Wed Nov 07, 2012 3:40 pm
- First Name: Dave
- Aircraft Type: OTHER
- Aircraft Registration: N333GX
- Airports: KJYO Leesburg VA
- Has thanked: 234 times
- Been thanked: 1480 times
Re: 1,800 Hr Inspection Costs
My understanding (since I've yet to own an Austro that reached TBO) it that the overhaul cost at 1800 hours TBO includes all of the "lesser" items that occur more frequently in the maintenance schedule. Assume about $30K+ for an Austro overhaul.
Where the AE330 (E4P-C) engine of the DA62 requires more frequent parts replacement than the AE300 (E4-A, E4-B, E4-C) engines of the DA40NG/DA42NG/DA42-VI, I always assumed that this was because Austro is still collecting engine history and experience with the fleet for the higher HP engines -- that have only been shipping since the DA62 was introduced in 2016. With only about 10 hp difference between AE330 and AE300, the slight additional stresses on the DA62 engines shouldn't make much difference in how they wear. I've been hoping that by the time my DA62 hits 900 hours that Austro will have changed the recommended AE330 maintenance to match that of the lower-powered AE300 units.
However, all of this is likely being affected by two related developments:
1. Austro ran out of genuine Mercedes-produced OM640 core engines and is now assembling its own virtually identical engines.
2. There's a new part number E4A-12-500-000 for E4P-C "Version 2" engine heads for the DA62. New Version 2 heads appear to be good for 1800 hours rather than only 900 hours for original Version 1 heads, according to a June 2020 revision made to the engine maintenance manual: MM-TR-MDC-E4-520a.
Where the AE330 (E4P-C) engine of the DA62 requires more frequent parts replacement than the AE300 (E4-A, E4-B, E4-C) engines of the DA40NG/DA42NG/DA42-VI, I always assumed that this was because Austro is still collecting engine history and experience with the fleet for the higher HP engines -- that have only been shipping since the DA62 was introduced in 2016. With only about 10 hp difference between AE330 and AE300, the slight additional stresses on the DA62 engines shouldn't make much difference in how they wear. I've been hoping that by the time my DA62 hits 900 hours that Austro will have changed the recommended AE330 maintenance to match that of the lower-powered AE300 units.
However, all of this is likely being affected by two related developments:
1. Austro ran out of genuine Mercedes-produced OM640 core engines and is now assembling its own virtually identical engines.
2. There's a new part number E4A-12-500-000 for E4P-C "Version 2" engine heads for the DA62. New Version 2 heads appear to be good for 1800 hours rather than only 900 hours for original Version 1 heads, according to a June 2020 revision made to the engine maintenance manual: MM-TR-MDC-E4-520a.
Epic Aircraft E1000 GX
Former DA40XLS, DA42-VI, and DA62 owner
ATP, CFI, CFI-I, MEI
Former DA40XLS, DA42-VI, and DA62 owner
ATP, CFI, CFI-I, MEI
- neema
- 4 Diamonds Member
- Posts: 295
- Joined: Fri Dec 05, 2014 5:43 am
- First Name: Neema
- Aircraft Type: DA62
- Aircraft Registration: N617DC
- Airports: KFAT
- Has thanked: 43 times
- Been thanked: 107 times
Re: 1,800 Hr Inspection Costs
If $30k per engine is an "all-in" cost, that's pretty good.
You still have risk of the gearboxes or TVDs not passing an inspection (adding 10k and 5k, respectively, to the overhaul). We've gone through a few TVDs and a couple gearboxes already at ~1250 hours on engines, so I'm already gearing up for a worst case of $45k/side. Still have a couple years to go.
You still have risk of the gearboxes or TVDs not passing an inspection (adding 10k and 5k, respectively, to the overhaul). We've gone through a few TVDs and a couple gearboxes already at ~1250 hours on engines, so I'm already gearing up for a worst case of $45k/side. Still have a couple years to go.
- ememic99
- 5 Diamonds Member
- Posts: 1086
- Joined: Wed Apr 09, 2014 10:31 am
- First Name: Emir
- Aircraft Type: DA42
- Aircraft Registration: SEMAD
- Airports: LDZA LDVA
- Has thanked: 205 times
- Been thanked: 393 times
- neema
- 4 Diamonds Member
- Posts: 295
- Joined: Fri Dec 05, 2014 5:43 am
- First Name: Neema
- Aircraft Type: DA62
- Aircraft Registration: N617DC
- Airports: KFAT
- Has thanked: 43 times
- Been thanked: 107 times
Re: 1,800 Hr Inspection Costs
It'd be worst case: two failed TVDs and two failed gearboxes.
Makes you want to fly around everywhere at max continuous power!
- VickersPilot
- 3 Diamonds Member
- Posts: 182
- Joined: Wed Oct 14, 2020 6:41 pm
- First Name: Dave
- Aircraft Type: DA62
- Aircraft Registration: N00TBC
- Airports:
- Has thanked: 51 times
- Been thanked: 80 times
Re: 1,800 Hr Inspection Costs
Are you suggesting we SHOULD fly at MCT given the TVDs and Gearboxes are effectively considered disposable at inspection? CFIDave helpfully pointed to a new part number for the cylinder head that should fix their issue. Is there a design update pending for TVDs or Gearboxes so they are more likely to pass inspection?
Also, the Fuel Injectors have become an 900hr LLP since Diamond published their overhaul pricing. Are new injectors included in the published OH price or do we need to add them to the overhaul as well as 900hr cost?
- neema
- 4 Diamonds Member
- Posts: 295
- Joined: Fri Dec 05, 2014 5:43 am
- First Name: Neema
- Aircraft Type: DA62
- Aircraft Registration: N617DC
- Airports: KFAT
- Has thanked: 43 times
- Been thanked: 107 times
Re: 1,800 Hr Inspection Costs
I think fuel injectors are included in the OH, but I don't have the Austro mx manual handy to check. Not sure about any TVD or gearbox improvements.VickersPilot wrote: ↑Fri Oct 30, 2020 7:56 pmAre you suggesting we SHOULD fly at MCT given the TVDs and Gearboxes are effectively considered disposable at inspection? CFIDave helpfully pointed to a new part number for the cylinder head that should fix their issue. Is there a design update pending for TVDs or Gearboxes so they are more likely to pass inspection?
Also, the Fuel Injectors have become an 900hr LLP since Diamond published their overhaul pricing. Are new injectors included in the published OH price or do we need to add them to the overhaul as well as 900hr cost?
My point on flying at MCP is that it doesn't cost much more per mile. For a 10k gearbox every 600 hours, you'd spend 4% more per mile in fuel and "hourly" gearbox costs between 75% and 92% power, but you'd also travel around 14 knots or 8% faster. For some, a worthwhile marginal gain
And that's not including any failed TVDs
- ememic99
- 5 Diamonds Member
- Posts: 1086
- Joined: Wed Apr 09, 2014 10:31 am
- First Name: Emir
- Aircraft Type: DA42
- Aircraft Registration: SEMAD
- Airports: LDZA LDVA
- Has thanked: 205 times
- Been thanked: 393 times
Re: 1,800 Hr Inspection Costs
Same as with CD engines - every calculation shows that the cheapest is to run them at MCP. However, that's not always convenient due to possible unnecessary fuel stop needed on longer flight.neema wrote: ↑Sat Oct 31, 2020 6:58 amI think fuel injectors are included in the OH, but I don't have the Austro mx manual handy to check. Not sure about any TVD or gearbox improvements.VickersPilot wrote: ↑Fri Oct 30, 2020 7:56 pmAre you suggesting we SHOULD fly at MCT given the TVDs and Gearboxes are effectively considered disposable at inspection? CFIDave helpfully pointed to a new part number for the cylinder head that should fix their issue. Is there a design update pending for TVDs or Gearboxes so they are more likely to pass inspection?
Also, the Fuel Injectors have become an 900hr LLP since Diamond published their overhaul pricing. Are new injectors included in the published OH price or do we need to add them to the overhaul as well as 900hr cost?
My point on flying at MCP is that it doesn't cost much more per mile. For a 10k gearbox every 600 hours, you'd spend 4% more per mile in fuel and "hourly" gearbox costs between 75% and 92% power, but you'd also travel around 14 knots or 8% faster. For some, a worthwhile marginal gain
And that's not including any failed TVDs
- Davestation
- 4 Diamonds Member
- Posts: 250
- Joined: Tue Mar 12, 2019 7:49 pm
- First Name: David
- Aircraft Type: D-JET
- Aircraft Registration: NDJET
- Airports: KFTW
- Has thanked: 103 times
- Been thanked: 100 times
Re: 1,800 Hr Inspection Costs
The engines are replaced in entirety, LEPs and all, so the entire engine clock resets at 1800 - no additional flywheel inspections etc.
- Boatguy
- 5 Diamonds Member
- Posts: 1866
- Joined: Mon Jan 22, 2018 4:48 am
- First Name: Russ
- Aircraft Type: DA62
- Aircraft Registration: N962M
- Airports: KSTS
- Has thanked: 1365 times
- Been thanked: 1196 times
Re: 1,800 Hr Inspection Costs
Are you referring to TDIs or Austro?Davestation wrote: ↑Sat Jan 16, 2021 6:12 am The engines are replaced in entirety, LEPs and all, so the entire engine clock resets at 1800 - no additional flywheel inspections etc.