Emeroid Eng, if you are a light aircraft engineer perhaps you can help. EASA as always stimulates more questions than answers. The CAA advice and explanation is still not complete while they themselves grapple with all the changes that took place in March. It seems to me from the reading that is available that Part M light gives far greater discretion than the current Part 24 rules which is why part 24 is no longer part of it. Just the same it can be used as useful guidance for the owner operator if they so wish. EASA have emphasised that the manufacturers engine TBO is only a recommendation and should not be considered the end of its useful life. For those whose aircraft will continue subject to Part 24 the rules are now much clearer.
It appears to me that it has become possible for an engine beyond the 20% extension figures to be used by flying clubs because they are not 'commercial carriers' within the meaning of this phrase. As some have commented: they would rather fly behind a 3000 hours flying club engine which has been used daily and unlikely to be more than 3-5 years since major overhaul. Many privately operated aircraft may tale 12 years to reach half those hours and presumably will have had long periods of inactivity. Part ML allows the aircraft history to be part of the consideration for ongoing use.
Last edited by Fl1ingfrog; 4th Aug 2020 at 15:32.