"Let's see, what number can we use for PT blade life that is A) seemingly long life, but B) isn't really due to OH/HSI timing so we get the maximum money?"

We all know that 5250 hours is within the uncertainty of the process. Obviously they let King Airs go that long.


For all those who have died in King Air engine failures, so what.

Mike C.

Buddy has a TBM near overhaul, we’ve been making some phone calls too.
His is an early model, value priced airplane he bought for price reflective of time remaining on the engine which was about 200 hours. He needed an airplane promptly to replace a Mirage that he’d sold. The c2 or 850 preferred he couldn’t find one he liked in time frame needed so he bought this one to fly and build time in type which reduces his insurance cost on the next one (we hope). It’s now 30 past TBO and HSI due soon. Owner is contemplating a HSI and flying another 100-200 hours while he keeps shopping. Part 91 ops.

Spoke to Covington and their salesman insisted Overhaul mandatory. Showed them their own blog post about the topic

http://blog.covingtonaircraft.com/2020/ ... -overhaul/

and their sales guy was completely mystified. Asked if borescope could get us an estimate of what we would find at HSI. Then we received back info about the smart flat rate overhaul program.

Finally some acknowledgment that HSI without overhaul was possible with lots of disclaimers about Pratt service bulletins regarding planetary gear replacements and PT blade replacements at overhaul time.

Now-
Those PT blade limit came out as a service bulletin Soooo if it’s not incorporated as an AD? Not binding to part 91?
Are the PT blades really life limited or not then?




Excerpted from their email.

“Commercial support is also available on the 2nd stage power turbine blades. Service Bulletin No. 14603 calls for the blade to be replaced at 5,000 hours. 2021 cost is $64,947.20, which is list less 50%. List price is $129,894.40.


The CSP program is list less 50%, Pratt had a 7% price increase for 2021 parts. If the 7% annual price increase continues, the PT2 blades cost to the customer will increase annually.”

Well the obvious answer is HSI at 3500 and OH when the blades are due

Sounds like a GREAT project for POPA or whatever to hire a DER and post-mortem some 3500hr blades and/or some 5000 hr KA blades

Curious as to who this was?
You can pm me if you prefer.

I don't see any PT blade limits. There is a recommended replacement of the PT blades for those models at 5000 hours, but it is not a limitation. See P&W SB 14603 rev 29.

If you know of any blade limits please post the reference.

I would expect at the first HSI after O/H is where this would come up.

Like I said, a complete cowboy business.

Sales guy's got a boat payment...

I don't see any PT blade limits. There is a recommended replacement of the PT blades for those models at 5000 hours, but it is not a limitation. See P&W SB 14603 rev 29.

If you know of any blade limits please post the reference.

I would expect at the first HSI after O/H is where this would come up.

Our educated layman interpretation was that the PT limits was not binding on part 91 either not being incorporated in an AD.

We were concerned about our dealer/socata service center signing off on annual also with it past TBO also but they did it last fall and we were just barely over TBO but not yet due on the HSI as they are not in sync from prior owners.

With these older TBMS and what not service centers and dealers are going to have come to grips with value of the airplane not matching the overhaul price for part 91 guys.

Mike I’ll be in touch

Michael, I have read every post in this long thread, great information here.
The one thing that is missing, is what you eventually bought, and how do you like it?

Going to arise this from the dead to prompt modern answers and thoughts!

We’d like a turbo prop, next 24 months or so & the options are similar to this post. Really love the 850, PC-12 seems like an awesome upgrade for a lot of cost, but a Meridian seems more affordable and comparable(ish) to an 850.

Current market, what are your thoughts?

Still the cheapest to acquire and to operate factory certified turbine still in production. But they are commanding an eye opening price, or are going to have history. The plane is a pretty simple, much of the maintenance on them outside of the PT6, and windscreen are piston like prices. Brakes are like $800, had one of our main gear refurbished under 1K. In most turbines you are looking at 4-5 figure bills for those services. The Meridian/M500 does exactly what the advertising crap and POH says it will do, and do it well, with good reliability. For a single operator flying under 200 hours a year are usually annual to annual without maintenance. The only real criticisms which are well known. Vmo is 188 KIAS, so down below 12,000 feet and in the descent need to back out the power. Range and payload is what it is. It is a day in and day out 750 nm with IFR reserve airplane. You can go 1000 nm but it will require some combination of lower power settings or winds. Getting into the cockpit requires an easy to learn technique, but gets people the first time, as to how best to get in. Once in, quite comfortable for most. I would say the same of almost any cabin class aircraft. They are almost all made for the paying pax in the back. The cabin of the Meridian is delightful for pax. I loved my Meridian and M500. Would probably still be in one if the M600 wasn't born.

That M600 of yours is bound to be getting worn out by now, and the M700 was just born . . . just sayin’

That M600 of yours is bound to be getting worn out by now, and the M700 was just born . . . just sayin’

6 seat turboprop ... yes

Not really comparable. bigger, faster, higher, more expensive parts. Higher Useful load. Greater Range.


Trying to think of a piston comparison ... maybe a Warrior and a Cirrus.