100 hour inspection 10+ rule

The 100 hour inspection rule is if the airplane is for hire in an operation specifically requiring 100 hour inspections. If someone buys an airplane for their children to learn to fly in, it is NOT being used for hire, thus no requirement for 100 hour inspections, even though it is being used for training.

I see no need for a 100 hour inspection on a repositioning flight. This is not an operation requiring 100 hour inspections.

As mentioned the 10 hours over to get the aircraft to a suitable site for the next inspection is subtracted from the next 100 hours. This is common for remote site operations (such as Alaska). If the aircraft receives an ANNUAL inspection (rather than a 100 hour inspection) then you would have the full 100 hours.

I have heard of a lease-back plane being taken off the rental line at the 100 hour mark and the airplane's owner taking it on a week long trip (not for hire - private owner) and then the next inspection being done and the plane put back on the rental line. This seems to meet the requirements of the regulation.

If you disagree with my take on this - feel free to correct me: The right answer belongs to No-One.
 
Stoneage said:
The 100 hour inspection rule is if the airplane is for hire in an operation specifically requiring 100 hour inspections. If someone buys an airplane for their children to learn to fly in, it is NOT being used for hire, thus no requirement for 100 hour inspections, even though it is being used for training.
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Actually, 91.409(b) gives two separate requirements.

1) If the aircraft is being used for hire it has to have a 100hr
2) If the aircraft is being used for flight instruction and the instructor is providing the aircraft the aircraft has to have a 100hr.

Separate requirements.
 
trafficinsight said:
Just looked through Part 119 and Ferry flights are excluded so you're not for hire.

Also:

100hrs are not required unless you, the flight instructor, own the airplane.
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Not necessarily. The facility in question needs to "provide" both. I know of some places that get around this by telling students that they must get their own instructor and they have a list of names they can call. I don't agree with it, but they do it.
 
Also with the 10 hour exemption the next hundred hour is based of the previous hundred hour due time. So if the aircraft is due at 500.1 and is flown 2 hours to the shop (502.1), the next hundred hour would be due at 600.1 NOT 602.1
 
If aircraft is flown past the 100 hour inspection, then have your mechanic sign it off as an annual. Then it will be starting from zero again.:dunno:
 
proheff said:
If aircraft is flown past the 100 hour inspection, then have your mechanic sign it off as an annual. Then it will be starting from zero again.:dunno:
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Unless your mechanic is "just" an A&P. If this is the case you will need an IA to sign off on the annual which will cost more.
 
Sounds like you DO NOT need a 100 hour inspection.

91.409 only requires a hundred hour inspection if you are carrying a person for hire or giving instruction for hire. (A required crew member is not considered a person being carried for hire, its in the reg).

HOWEVER, often times ADs are due. ADs MAY NOT BE OVERFLOWN.

Edit (woops I meant 91.409) So In other words, you can fly a package for hire or banner tow for hire or whatever just so long as you don't carry a PERSON for hire.
 
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