There are currently seven calendar packages, each due in a staggered rotation based on your plane's original delivery month. The 12 Mo package is due every year, the 24 Mo package every other year, 36 Mo every three years etc. One oddity is the "T: 120 / I: 60M" package which is due when the plane turns 10 years old and every five years thereafter.
The below chart shows a rough estimate of the labor hours each Calendar driven Maintenance package entails. In addition to the above packages, labor hours for OOP tasks that have scheduled maintenance due on a 12 mo or 24 mo basis (such as pitot static checks) have also been added. Multiply the labor times your local shops hourly rate and you will have an estimate of the labor costs each year. These labor hour estimates do not include discrepancies (troubleshooting, removal, installation) so expect actual hours to be higher.
The way the packages stack, "heavy" scheduled maintenance occurs every 5 years. Odd years (except for year 5) have minimal scheduled maintenance.
In addition to the calendar-driven packages, scheduled maintenance is also due every 800 hrs. For a typical owner-operator, this is every three years. Depending on your usage you may be able to align these packages with your calendar-driven packages (see Tolerances below).
The Flight Hour packages tend to not be as intensive as the calendar packages. Labor hour estimates do not include discrepancies (troubleshooting, removal, installation), so expect actual hours to be higher.
There are a handful of components with their own maintenance schedules. Most will come due simultaneously with a Calendar or Flight Hour package, as long as the component has not been replaced off cycle.
For example, the Starter Generator is due for overhaul every 800 flight hours. If it fails at 710 hrs and you replace it with a freshly overhauled unit, the next overhaul is due at 1510 hrs while the rest of the Flight Hour package remains due at 1600 hrs. It is possible to sync up OOP tasks by overhauling early, but by doing so you will leave give up "useful" component life.
A common OOP task is the battery cap check. Capacity checks are due at 12 mo and 18 mo from the install date (batteries are discarded at 24 mo). Typically nothing else is due on that 18 mo interval.
Another gotcha is that a small number of components (Live Vests, ELT Battery etc) need to be replaced based on their expiry date, which may not align with any specifically scheduled maintenance.
All of this tracked in your
Maintenance Tracking Solution (CAMP, Traxxall, FlightDocs), which will list all upcoming maintenance events and let you group them in the most efficient manner.
Maintenance packages and many but not all OOP tasks have a tolerance window (Calendar Packages ± 1 MO, Flight Hours ± 30 FH) to allow for easier scheduling. For example. you can use the tolerance window to group more tasks into the same shop visit or to defer maintenance because you have an important trip. Note that FAA mandated checks such as ELT and Transponder checks typically do not have tolerances.
If a task is completed inside the accomplishment window, it is considered on time. The next due date is calculated based on the previous inspection date.
If a task is completed before the tolerance window, it is considered early. The next due date is now calculated based on this inspection's date. This can be leveraged to bring out sync inspections back in sync.
Finally, there are several major infrequent inspections not addressed above.
Every 10 years, the landing gear has to be overhauled regadrless of cycles. As of 2020 this overhaul costs $125k for the Phenom 100 and $145k for the Phenom 300, plus discrepenices. Read more on the
Landing Gear Overhaul wiki.
The engines have both Hot Sections (1750 hrs P100, 2500 hrs P300) and Overhauls (3500 hrs P100, 5000 hrs P300). Read more on the
Engine Maintenance wiki.
There is pretty substanital airframe maintenance at 17,500 Flight Hours, but most planes will never reach hours before being scrapped.
