Looking for info on the difference in maintenance cost between the -10 and -14 engines. I've been told the average cost to overhaul the -14 at 3000 TBO averages 400K, while then-10 is closer to 200-250K at 5000 TBO. Anyone in the know, please chime in. I'm aware of all the performance differences etc.. Please share any MSP info as well.
Thanks!

Those numbers are reasonable from the field reports I've seen. The -14 might get into the middle 400s and the -10 might squeak under 200 depending.

As for MSP/power by the hour, those numbers are all over the place. For the -14, I've seen numbers from $180 to $260 per hour per engine. For the -10, from $42 to $96 per hour. The -10 is quite a bit cheaper, so the -14 comes at a premium.

The programs vary with what they cover, terms, vary with engine history, and some of the price differences could be to locations (the highest -14 price was overseas).

Might call these folks:

http://www.propulsioninternational.com/

Seem to have competitive engine programs for TPE331 and they offer various pricing/coverage options.

Mike C.

MSP on my -10 engines is around $117 per hour, per engine. They have been on contract a long time, so they have been subject to the Honeywell yearly increases many times.

The prop OH on the 400LS is also something to look into. I have heard they can make a grown man cry.

That's a cost factor one needs to be aware of. Initial pricing on engine programs can be low (I've heard of around $45 in some cases) but you are a captured customer after you start, so you absorb yearly increases. Once in, you have to keep paying to preserve the value of what you already spent.

The other aspect is that when you are on a program, suddenly your engine can have a 7000 TBO. How does it know it can last longer because you write a check? There is not one iota of difference in how it is maintained. This clearly shows the 5000 TBO is punishment for those who aren't on a program and not actually related to engine health.


If you have the original Dowty Rotol props, prepare to cry at overhaul time. MT has a prop upgrade which many 400LS owner move to when prop overhaul time comes.

Mike C.

The -14 rotable pool is mostly at Garrett Augusta (GA). Haven't dealt with them in some time, but all of the rental engines were there also. Don't know if this has changed. At one time, there were adequate numbers of rental engines while yours were down. The support was mostly for the Jetstream 41 as there aren't that many -14's in total. They (Garrett Augusta) did a very good job supporting the -14 at that time. If you have -14's, it's kinda like the 731's, in that you definitely want MSP. Potential costs can be staggering without MSP. The -14 is unique, and doesn't share any commonality with the other Garrett TP engines. With the -10's, MSP isn't much of a concern as the likely costs associated with operation will probably not exceed MSP costs, typically.

One other concern regarding the 400LS is the low number of aircraft. There are probably less than 30 examples left flying, and support could be tough. Quite an impressive airplane, but performance isn't the only concern. Dispatch reliability due to parts availability of those parts unique to the type should be considered.

Support for the Dowty-Rotol prop is marginal at best. Waiting several months for blades is not uncommon. Just waiting for Dowty to complete the "blade survey" during o/h can be very frustrating. If I remember correctly, no other type aircraft uses that particular Dowty.

Thanks for the tips guys. Many things to consider for sure.
I wonder if the engine Kestrel is using(TPE1 33-14GR) has any commonality with the TPE 331-14 A/B used in the 400LS?

TCDS for -14 series:

http://rgl.faa.gov/Regulatory_and_Guida ... /E18ne.pdf

A/B are lower power than GR, also has different turbine to prop gear ratios. Suggests some substantive internal differences do exist.

Mike C.