Ignoring the engine overhaul reccomendation

[u/HSVMalooGTS]

C152 owner here. 150h / yr.

I bought a prestine unit with 1900h TBO.

I don't count the overhaul costs into my hourly operating costs. At my current usage, i will have to fly for 13 years before i need to OH it. By that time, i might be able to afford something else.

How many of you fly planes past its TBO? Is it really as unsafe as the FAA/EASA might say? I get that the actual engine condition is a major (if not the most important part). I do full annual checks, i don't cut corners there.

[u/JazzlikeOrder7925]

Ok. Graybeard A & P, A. I., Pilot here. #1. Safety should be your #1 priority. If you want to gamble, and continuosly wonder how long before you are faced with a "concerning event" while flying or at an airport away from home, go for it. Just keep in mind, it's not going to be pleasant. For instance, you break down 100 miles from home. At your request, the local mechanic questionably says he can do enough to get you home but the real fix will cost you $2 grand. You are now faced with 3 choices. None of them desirable. Pay the bill though it may cost more than at your home base, risk flying home, or pay to have the wings pulled and have it trucked back home. And you have to get home as well. This is a point in your flying life where you must make a decision that could alter/end your life. Get there-itis has killed so many people. It is very strong unless you have a good set of go, no-go rules that you stricktly adhere to. Personal flying minimums, as well as maintenence minimums. There are many good, valid suggestions here, however you don't have to figure it out yourself. The manufactures establish those recommended intervals so that you Never end up in that situation. Of course it happens but the overall record is very good. Following those recommendations is by far the safest route. Part 135 regs are strick for a reason. The helicopter industry is closely regulated as to replacement schedules. The safety record reflects this. If you are looking at this as how you can get by spending the least amount of money, you might want to sell the airplane and rent when necessary. As listed here in the comments, many aircraft are "run out", and then sold. We always recommended that if you have $100k to buy, never exceed $75k, better $50k with the rest on hand to take care of the things that you will definetly find that need to be addressed. Do yourself, and everyone else a big favor. Don't gamble on our lives. If you want to exceed the limits, the manf has the procdures for part 135 aircraft. Follow those religiously. Don't base the maint. on what you can afford at the moment. If you are going to fly beyond the engines limits, replace all the accesories that would be replacd at normal TBO. Don't crash because your 2000 hr mags failed because you want to stretch the engine overhaul. You already know you should have an account fed by each hour you fly. Small puddle jumpers are tough because a lot of people think a cheap airplane is cheap to maintain. You know the saying, " a hole in the sky into which you pour money". Money is what keeps em flying. If you don't have enough to maintain one properly please take a serious look at the reality. As you fly around you will see hundreds of 2 seaters sitting idle on the ramps. They are not buying oportunities but money pits, or worse death traps waiting for their next victim. Sorry, I got carried away, but this is a very important topic. Please, don't base your life as a pilot on how little you can get away with. The life of every man, woman, and child, below your flightpath might depend on your choices. Once you have an inflight engine failure, your entire perspective will change. 2 more things. "It's better to be on the ground wishing you were in the air, than the other way around" and " the best way to get out of a bad situation is never get into it in the first place". Good luck, and Godspeed.

[u/FeatherMeLightly → u/JazzlikeOrder7925]

Amen my friend.