This guy said $600K and that it used to be what you said, around $450K. But I also spoke to a PT6 turbine overhaul broker, actually before the pandemic, and he said the 66's and 67's often get into the $750K range. I interpolated that to $800K accounting for inflation now.

But not sure at all - does anyone have recent experience?

Did anyone look at the 8000 Hour TBO STC for the PT6A engine from More Company?

Brad has it right. If it's not on a 135 cert, why overhaul? A P180 is an apex plane for most people - what more do you need? The only engine costs to factor in are props and HSIs.

But even if you are planning to upgrade in the near future, not doing it can't hurt the value as much as the cost. A quick look on Controller shows a 2000 model w/ 5,650TT (all Garmin) for $1.8M. Engines are 967 since HSI and 2,759 since OH. Who would dump $1.6M in engine work into that plane? Are you telling me that the day that those engines go over TBO it's only going to be worth $200K? I think the answer is no so in that case it's better to take the value hit than to OH the engines.

When I purchased my plane it was fully paid up on PWC engine program - ESP. I have continued it.

I am at 2500 hours on the engines. So, 1100 hours until OH. At current dollars that's about $400k more to pay in to get overhauls + warranty.

Feels like it makes sense to continue the program through overhaul? $400k to get $1 - $1.2 mill of overhaul value, + whatever warranty value that comes with it. At minimum that $400k investment avoids at least $400k of depreciation?

Any contrary thoughts?

I did. And we floated it with our FSDO, who didn't want to hear anything about it. Others may have better luck. Morecompany did not have any other PT6A-66 under the program to reference for me. They offered a 30 day return but that wasn't very useful when it would take months to hear back from the FAA.

Brad has it right. If it's not on a 135 cert, why overhaul? A P180 is an apex plane for most people - what more do you need? The only engine costs to factor in are props and HSIs.

But even if you are planning to upgrade in the near future, not doing it can't hurt the value as much as the cost. A quick look on Controller shows a 2000 model w/ 5,650TT (all Garmin) for $1.8M. Engines are 967 since HSI and 2,759 since OH. Who would dump $1.6M in engine work into that plane? Are you telling me that the day that those engines go over TBO it's only going to be worth $200K? I think the answer is no so in that case it's better to take the value hit than to OH the engines.

Matt B.,
I plan to pass 3600 and keep flying.
In your situation I think I would keep paying the dues and get overhaul at 3600 and then drop the “protection”
With inflation my ball park comes to $450 per hour until overhaul for you.

For full calculation’s sake how much more did you pay for your airplane vs an identical bird not on engine program? Probably hard to figure but amount more than zero.

For More program my understanding is official More STC engines on part 135 aircraft (think King Airs) can continue flying past overhaul and possibly up to 8,000 hours.

My understanding is More program is essentially bore scope, vibration analysis and soaps?

I had borescope about 300 hours ago in Tunica, Ms.
Mechanic said my engines look great with only tiny amount of ceramic wear as expected per engine times.
I asked how long they would last before NEEDING to be overhauled.
He shrugged shoulders a bit and said: “Meh, 10-12,000 hours.”

I would make sure that PWC will do the overhauls at 3600, so you can plan accordingly on your calculations to keep paying. I thought someone said, on another thread, that "magically" the engines were ok to run past 3600 if PWC was paying the bill....?

Great point Mike!!

I read that on another thread but just now sinking in.
Paying the engine time fees expecting overhaul to be fully covered at 3600 hours only to be told...nah, you're good for another 600 hours, keep paying in the fees

I know Williams does that with the FJ44, but does Pratt? Do they extend engines on programs at their whim?

If they do, this tells you all you need to know about who really sets the inspection and overhaul intervals. Hint, it isn't the engineers.

Mike C.

I did. And we floated it with our FSDO, who didn't want to hear anything about it. Others may have better luck. Morecompany did not have any other PT6A-66 under the program to reference for me. They offered a 30 day return but that wasn't very useful when it would take months to hear back from the FAA.

I did. And we floated it with our FSDO, who didn't want to hear anything about it.

Guys, I don't think the MORE program is approved for any big block PT6, like the -66 and -67 models. At least that was the case last I looked a few years ago.

Ah, that makes more sense. If it's not approved for the make and model, it's a dead end. You might as well ask to put a new Mooney cowling on the P180 - you'll get the same response.

UPDATED: with DOCS

More has 2 processes. They have an stc for the ones listed on the site and then a ICA for the -60 engines which requires FAA approval.

Attached has cost estimates, log entries, inspection items etc.