The one engine Mark posted. What’s your guess Allen?

Interesting read here - https://www.justanswer.com/business-law/1te2i-involves-internal-damage-pratt-whitney-jt15d-1a-engine.html One post claims 15% of all hot sections require HT blade replacements.

You may be thinking of PT6A nickel guide vanes.

Mark how many hours on the disks and did they borescope prior to splitting the case? Usually with the borescope you can see if the tips on the HT blades are starting to curl up and if you going to have to dig deeper in your pockets. That will give you a good indication of how they have been treated.

Gary

If you have not spoken with Allan, I would get in contact with him.

He is totally independent and very knowledgable.

Alan Depauw
Founder
Alan@OverhaulBids.com
8500 E 116th St #57 | Fishers, IN 46038 | (317) 550-0030

Not certain on hours. It wasn’t borescoped. They spent $5k to remove hot section parts which were taken back for inspection. At least several hsi’s. I will find out.

Mark, I understand you are only leasing these aircraft and the decisions are not yours to make regarding MX. I simply don’t understand how these HNWI are riding around in jets where the pennies are being pinched to avoid overhauls and keep running engines past TBO. There is no way I would do that with me and my family never mind paying pax that likely have little understanding for what they are flying in. I keep looking back at all the aviation mishaps in the music biz and just get a bad vibe about avoiding overhauls on old jets running these guys around. Just a voice from the aviation wilderness here.

You’ll feel better when you hear the rest of the story..

The FAA just relented by allowing Part 91 ops to go over TBO. HSI are mandatory. Turns out the aircraft arrived at TBO coincident with HSI and phase I-V. Any airplane that goes though all that should work pretty well. Not really concerned with safety as much as economic viability. In theory everything could be just fine with the motors. We will noscope and do oil analysis. Post TBO is a bit virgin territory. Hate to drop 100-300 in borschop hots only to fine the motor needs to be build. I am not worried losing pax as much as am making a bad economic choice based on ignorance. Pretty sure we will,get answers soon.

If you get thru the hots I'm sure it will be safe, if there's a show stopper hopefully you figure that out before getting in too deep financially. Then what would be the move? Look for an engine to buy with some time remaining?

How many of those were due to deferred maintenance or operation beyond TBO?

The FAA clarified what has ALWAYS been the case for part 91, that overhaul (the adding of service life) is not mandatory.

Inspections (checking for airworthiness) are mandatory.

This is not a change in policy.

They further clarified that an inspection program that contained overhaul requirements written into it, you only had to do the inspection parts and disregard the overhaul parts.

Now, part 135 op specs often require overhaul, which is different than part 91.

Mike C.

In mountainous terrain, at night, SP, towered closed, cleared the visual (3). I program using the new visual approach feature and....


[youtube]https://youtu.be/K0mRqdRMMrg[/youtube]

... that's enough to piss a guy off!

That new visual approach feature on the 750 seems like nothin but trouble.

I assume you chose the visual to 21?

If so, it looks like you were off to the right of the extended centerline, was the 750 going to turn you left to intercept the centerline?

So what did you end up doing, just flying it in visually without using the vis appch on the 750?

Kind of seems like it's more trouble that it's worth?