Oh!

Well, in that case, I totally agree! He might even be a bit optimistic, I'd budget $250K/each and be happy if it is under.

Mike C.

I meant for both engines. Sorry for the confusion. I would also budget north of 200K/engine for the OH.

Ok. The turbine proponents have me thinking about it. I know the PT6 powered Cheyenne is not as thrifty as the TPE331 powered Commanders and MU2s, but I know it's a simple bird to fly and PT6 ops are easy too. Some of the ones with the lower acquisition prices have engines near or over TBO and sellers stating doesn't matter for part 91 ops. Is that right? For some reason I thought turbines were different. I can't find it in a quick look at part 91.

From what I understand the PT6's are just now in the recent 5-10 years starting to tout automated starts and FADEC-light. Most of them still have to be manually started and fuel introduced at the right moment etc etc. 50 year old Garrett's, like in my old 1966 680V, you Just turn the knob and the whole sequence is automatic.

Plus ça change…

I have expended a very considerable amount of time on this very topic in the last two months. I was told the same by a seller and yet the mx shops and engine shops disagreed. I solicited advice from three different specialist shops as well as three different Garrett engine shops. They indicated the overhaul was mandatory per manufacturer's recommendation. I also went to my FSDO and here was his response:

"Overhaul/Replacement items for CFR 91 operators are only required if a) replacement/overhaul are listed in the Type Certificate Data Sheet or b) it is listed in Chapter 4 of the Manufacture’s Maintenance Manual. Inspections are required for Part 91 operators, reference CFR 91.409 for these requirements. Your insurance provider may require you to comply with TBO items for coverage to be in effect."

In general, it seems like inspections (like an HSI) are mandatory. TBO has the potential to be just a recommendation, but the manufacturer's manual dictates this. For the turboprops I was looking at, the manual requires overhaul. This also covers life/cycle limits.

You can solicit an exception from the manufacturer called a "No Technical Objection", but are unlikely to receive this (I checked with Honeywell and they politely declined). Even if you do get this, the local FSDO still needs to approve the exception with the letter from the manufacturer. My FSDO said he would be happy to review anything I sent him but was highly unlikely to agree to an exception.

What I finally concluded was that TBO was effectively required. Regardless of whether TBO is mandatory or recommended for Part 91, the vast majority of the market treats TBO on turboprops as mandatory and I would have a tough time convincing a buyer in the future that TBO was just a recommendation.

Wish I could have seen them fall out of their chairs laughing at that one.

Keep your 421C?

No, closed on a 441 but the learning curve has been painful! Seller reduced price to reflect what I discovered during the TBO research and I am having engines overhauled by National Flight.

It pays to do your homework and you can't believe everything on the internet.

Nice work.

Dang it !!! Please don't tell me there's no Santa Clause.

Clarifying, CFR 91.409 specifies this only for multi-engine turbines, not SETPs like PC-12s and TBMs.