"Carl Orton" wrote in message ...
I'm getting conflicting information, so pitch in to set me straight.

In the archives, I've seen several instances where owners have claimed
taking their O-200's over 3000 hrs before overhaul. I believe that with
regular oil analysis, this could probably be true. HOWEVER, I've seen other
posts hinting that, at annual, the AI may not sign off as airworthy if it's
more than 200 hrs over TBO. What's realistic? (I'm looking at a plane with
good compressions and good oil analysis, but it's right at TBO).

I have knowledge of a few clubs that took their O-200s to 2500-3000
hrs. Major factors were that the planes were flown several hours per
day and used autogas (no lead problems with valves).

A few years ago there was one insurance underwriter that would not
renew with an engine past TBO. I've heard of some AIs that wouldn't
sign off a past TBO engine that otherwise had no problems. In both
cases the solution is to find a different underwriter/AI. The engine
is going to wear out eventually, so it'll be up to you to determine
what you're comfortable with. There's no regulatory reason to overhaul
at TBO.

My AI recommends that I continue to run past TBO with oil analysis.
1st time anything expensive comes up, overhaul it.

Also, at what year was O-200 TBO increased from 1800 hrs to 2000 hrs? And,
does that increased TBO apply to all the older engines?

As far as I know, the O-200 TBO is still 1800 hrs.

John Galban=====N4BQ (PA28-180)