100 hour inspection for frequent flyers.

[jeckford]

Question for you frequent flyers.

 

We have a 1982 M20J that we purchased 4 months ago.

Annual was 2 months ago and we have already put 100 hours on her.  Most of this was transition training and I just finished 40 hrs last month getting my IR.

I just attended Jerry Manthey's maintenance course in Little Rock several week ago.  He recommended getting everything lubricated at 100 hrs.

My question is... we will probably average about 200 hrs per year though it will obviously be more this year.

Other than the annual do you guys get a 100 hr inspection in between?  Is it full 100hr inspection(ie. same as annual) or abreviated.

I know that there are a couple of 100hr AD's like the mag switch which I can check myself.  The other is the fuel cap O rings.  Is this annual AND 100 hrs OR 100 hrs?

 

Thanks,

John

[danb35]

The fuel cap AD does not mandate any recurring inspection or other action; it requires only one-time compliance.  The service bulletin (m20-229) "requires" recurring action, but the AD does not (I put "requires" in quotes because, of course, no SB is mandatory under Part 91).

I don't know if it applies to your J, but my F has a 100-hour recurring AD that requires lubrication of all rod end bearings in the flight control and landing gear systems, and checking the landing gear preloads.  You'll also have a 100-hour recurring AD to inspect the fuel injection lines.

I don't do a 100-hour inspection as such.

[231flyer]

First congratulations on your new plane and getting to fly 100 hrs in 2 months!!

100 hr inspections are normally mandated "for hire" a/c such as flight schools etc.  For most of us Part 91 owner operators the annual sufficies for the FAA.  However most a/c have recommended MX at 50hrs, 100 hrs etc.  Your 201 maintenance manual will have a great check-list for recommended items such as lube, inspect etc.  The maintenance manual checklist should be used as the basis for your own MX program.  If you are flying that often you probably are already getting the oil changed at 50 hrs.  Its good practice to incorporate a "progressive maintenance" philosophy during the oil change when the plane is opened up anyways. While lubing the wheel bearings every quarter maybe too much, its always a good idea to check the mags, vaccum pump, and alternators etc.  Personally i replace/IRAN these items at 500 hrs religiously. I would recommend you work with your trusted mechanic to build a custom mantenance schedule based on the 201 maintenance maunual.

[1964-M20E]

Remember you as the owner can do most if not all lubrication and you open things up, remove inspection panels, cowling etc do your own inspection for loose parts, wear etc while you are lubrication all rod ends and pivot points.  As stated above 100 hour inspections other than ADs are not required for part 91 operations as I understand it.  That is why if you have the time to do an owner assisted annual you should it helps you to know what needs looking at and what needs lubrication.

I have averaged in the neighborhood of 100 hours a year on my plane and other than occasionally spraying some LPS-2 around hinges and other readily accessible moving parts that is about all I do.  I do occasionally give the plane a better look over every couple of months from the outside.

[KSMooniac]

At a minimum I would lube the "easily accessible" points at 100 hour intervals or even more frequently if flying that much, especially when it is HOT outside and lube will disappear.  The rod-ends at the flight controls and gear doors, for example, are easy to hit with Tri-Flow.  Ditto for the baggage and entry door hinges and sliders.  The control surface hinges are easy to hit with oil (I use a general purpose oil by LPS, can't remember the number).  The control yoke shaft is easy with Tri-Flow, and the rod-ends under/behind the panel aren't very easy unless you're a contortionist.  You can hit the exterior points I mentioned in 15 minutes easily.  You'll notice a much nicer control "feel" after a fresh lube, too.

I'm not sure I'd worry about the grease more frequently than annually.

O-rings in the fuel caps are cheap and easy to replace, but I wouldn't change them more frequently unless you get water in your fuel.  They can be lubed with Tri-Flow, though, to extend their life.

[Immelman]

Your 100-hour ADs wil require opening most of the airframe that wold be opened to do an annual. Its a good opportunity to get a trained set of eyes on things, though I have only gone over 100 hrs slighty and as such just did the required AD work and was done with it when I did go past 100 hrs in a calendar year.

I like to give the firewall-forward components a once over at each oil change. Perhaps having a professional set of eyes once you hit 100 hrs at mid-year is a good idea there too. Catch stuff when its small, before it turns into a more significant failure (I have seen exhaust hardware just dissapear over time, little metal hoses break off, etc. The failures in themselves did not cause anything bad to happen but if they were left for an extended time they could).

It would be a good idea to clean, gap, and rotate your spark plugs as they are wear items and tend to be pretty nasty after 100 hrs.

The fuel cap o-rings... think about it: Are they subject to a lot more wear and tear by flying more? Not really.

 

[Kwixdraw]

If you feel uncertain about the 100 hour service items it might be money well spent to have an A&P walk you through it all and discuss the things you can do as "preventative maintenance" and how to do them correctly and safely. He should be able to show you the best way to enter them in the log books so it doesn't cause suspicion when it's inspection or sale time. Some things you may not want to do because of the cost of tools or equipment required. Just some things to consider.  I always did my oil and filter changes and bought the tools to cut the filter early on.  You may want to do that or not. The tools out now are much better and less expensive than back in '92 when I started picking up stuff I wanted/needed. Get on the FAA website and download the mechanics textbooks and the AC43.13s. Be sure you have your service manuals and instructions present and that should go a long way toward keeping you out of hot water with the FAA if an inspector should happen by while you are preening your bird on a fine day at the airport.