Terms and Conditions of Service work

Price- The price for the service will be as listed or estimated unless further work is found to be required during the course of the service. If no limit has been specified by the customer, the budget will be considered to be unlimited.

Service Bulletins/Modifications – As it would greatly increase the cost of every job to investigate compliance to all the relevant service bulletins and modifications, Eccleston Aviation Ltd will only implement bulletins or modifications as requested by the customer.

Engine installations in aircraft – It is the purchaser’s responsibility to ensure that any work carried out or any items fitted or installed by Eccleston Aviation Ltd are in accordance with the aircraft manufacturers or approval requirements. Eccleston Aviation Ltd is unable to investigate all variants of installations of Rotax engines, and will generally follow instructions issued by the engine manufacturer.

Service checklist – Not all items in the Service Checklist overleaf are included in all services. For example changing of the cross gear lubricant is included as part of a 100 hour service but not in a 50 hour service and some items are particular only to certain engines.

Non engine service items – Please note that. Due to the variation in systems used between aircraft types, the following items that appear in the Rotax service schedule are not included as part of our normal service work as it would not be economical for us to do so: a) Lubricate control cables; b)Balance & track propeller; c) Clean and oil air filter(s) d) Check fuel filter.

Checks after engine service – Following all service work involving the removal of the cylinder head(s) and exhaust manifold(s), were new gaskets have been fitted, the cylinder head and exhaust manifold nuts or bolts should be checked for correct torque after the first 2 hours running. Where the engine is installed in a manner giving access to these nuts or bolts, then we recommend the procedure is carried out. Some installations require major dismantling work to gain access to these nuts and bolts and in these circumstances it is not practical to complete check. Without the check, it is possible for an oil leak to develop, although a minor seep of oil from the exhaust gasket is not significant to the state of airworthiness of the aircraft. A larger leak from the exhaust manifold or a leak from the cylinder head must be dealt with.

Checks after engine service – Following service work involving the renewal of gearbox components (other than the shims or halve rings) the gearbox oil must be changed after 10 hours of running time.

Checks after engine service – Following renewal of contact breaker sets the contact breaker gaps and ignition timing should be checked, and where necessary adjusted, after 10 hours of running time.

Re-connection of controls – If the engine is re-installed on the aircraft by others, then particular attention must be paid to the throttle controls, to ensure correct assembly at the carburettors. Twin carburettors must be synchronised at idle and throughout their full operating movement. Idle adjustment is carried out with the idle screw(s), cable adjusters screw used to synchronise the slides or butterflies. Carburettor security, rubber manifold security and cable grommets must be checked. Carburettors must be fitted at 90 degrees to the engine in plan view and in vertical alignment with the cylinder. If carburettors were not supplied with the engine for service, they must be checked for wear.

Duel control inspection – It is a legal requirement to carry out a duel inspection prior to flight, of any aircraft primary control system (including throttle controls) after disconnection and re-assembly. The inspection can be completed and signed off by yourself (as PPL licence holder) and your local inspector (all our services involve disconnection and reconnection of the throttle controls).

After service ground run – Following service work and prior to running the engine, a though inspection must be carried out. We recommend that the Rotax service information sheet 3.UL.91.E “daily inspection and pre-flight Checks” is followed for the inspection of 2-stroke engines. For 4-stroke engines consult the latest version of the operators manual for the engine type. The engine must be ground run, over the full range of power settings, for a minimum of 20 minutes prior to flight. Where it is not possible or it would cause damage to the aircraft or engine if it were to be run over the full range, consult your Eccleston Aviation service engineer for further advice. During this running period, checks should be made for: abnormal temperatures, excessive vibration, correct full throttle RPM, cable/fuel hose abrasion, unusual noises and abnormal mag drop (duel ignition units). Afterwards the engine and mounts must be thoroughly checked for loose fixings and signs of abrasion of harnesses, controls and bolt on accsesories. Following work involving honing re-boring cylinders or crankshaft removal, the full Rotax running in procedure must be carried out. Engines must be run within 14 days of service work being carried out in order to distribute the lubricants thourghly. Were this may not be possible you should consult Eccleston Aviation for further advice. If you know that the engine is not going to be run for at least 14 days after the service work has been carried out, inform the service engineer so that the necessary actions can be taken to protect the engine. Were Eccleston Aviation engineers are required to carry out ground running, the aircraft should be provided sufficiently fuelled (with correct fuel) for all necessary running. If the aircraft is required to be empty, an engineer will request that the aircraft is emptied of fuel in advance.

Regular engine runs and corrosion inhibition – To prevent corrosion within the engine and serious reduction in the engine life the engine should be run, until normal operating temperatures are reached, at least every two weeks. If this is not possible, then we recommend the use of an oil with good inhibiting properties and the propeller should be turned a few revolutions every couple of weeks. If it is anticipated that the engine will not be run for a period of more than a month, then full corrosion inhibition treatment must be followed as per your engine manual.

On going maintenance – for continued reliability of your engine, it is necessary for periodic maintenance to be conducted. The latest engine manufacturer’s maintenance schedule, daily inspection and pre-flight checks should be followed. For 2-stroke engines it is also essential that conrod bearing clearance measurements are carried out and recorded every 10 hours in order to predict big end failure. If you are unsure how to carry out conrod clearance checks please consult an Eccleston Aviation Ltd engineer.

Warranty – Service work on Rotax engines is warranted against defective parts or workmanship by Eccleston Aviation Ltd for a period of 3 months or 50 hours engine operation. Liability shall be limited to that given by the engine manufacturer. Eccleston Aviation Ltd shall not be liable if the engine is installed or operated in a manner other than that specified by the engine manufacturer. A completed engine operation log must be presented with any claim for warranty by the purchaser of the service work. Eccleston Aviation Ltd’s liability in respect of any defect or faulty workmanship is limited to making good by replacement or repair, at its option, the defective item(s). Warranty work will be carried out in our workshop, carriage paid by the purchaser. The engine presented to Eccleston Aviation Ltd for a warranty claim must be in the same form as presented for the original job (e.g. removed from the airframe) unless and until full payment for the services has been made.

Consequential loss – Eccleston Aviation Ltd shall not under any circumstances be held liable for loss, injury or damages to the purchaser or any third party or their property in respect to any claims arising from work carried out by the company. This includes any parts fitted by Eccleston Aviation Ltd that were “free issue” from the purchaser or any third party. Engine service work is only accepted by Eccleston Aviation Ltd on the basis that the aircraft to which the engine is fitted is of a type suitable to land safely without damage in the event of engine failure, and that a forced landing site is available through all stages of flight.