PC12 on condition?

[Dronepiper]

Can you operate a commercially registered PC12’s PT6 past TBO?

[groncher]

What does your MSA say?
You would have to follow the recommendations in the applicable Pratt SB for engine TBO. You might be able to extend 50 hours, and if the overhaul shows nothing abnormal, you MIGHT be able to apply to add some time to your next overhaul. This is how it typically works for twins...
Short answer, no i dont believe you can go past TBO, except for perhaps a short extension.
Either way you need to follow your TC approved maintenance schedule.

[nine sixteenths]

In addition to Groncher’s comment on the MSA, you can apply for TBO extensions on most Pratt’s, again, find the SB for your engine model’s TBO information, and you’ll find the information there that you need for any engine overhaul limitations. Regardless of TBO, however, the engine has non-negotiable cycle limitations on many of the rotable components within (compressor wheels, turbine wheels and blades, etc.). Even for PT6 engines running extended overhaul or any type of on condition program (they did exist), the cycle limits trumped the overhaul limits. These are also published in a service bulletin format, so you need to find both SB’s and the MSA for your answer to this.

[valleyboy]

The one big draw back of the PC12 is that the maintenance cost will bring you to your knees. Cost of parts is over the top.

Originally they were not designed as a commercial aircraft. If you use it commercially you will pay for the high cycles.

Pilots might like them but bean counters sure don't.

[Heliian]

Can you operate a commercially registered PC12’s PT6 past TBO?

Like said above, life limited parts are the hard stop.

I assume you're asking like a small private piston on condition and the answer is NO. Your maintenance schedule is what dictates the maintenance requirements and even though you can be granted extensions for certain things you still wouldn't be able to operate it indefintely.

The one big draw back of the PC12 is that the maintenance cost will bring you to your knees. Cost of parts is over the top.

Originally they were not designed as a commercial aircraft. If you use it commercially you will pay for the high cycles.

Pilots might like them but bean counters sure don't.

Okay, compared to a piston single yes they are expensive. Compared to a pressurized single turbine, they're great. Maintenance is pretty easy on the pc-12, the pt6 is near bulletproof.

https://blog.wepushtin.com/blog/5-cheap ... s-operate/

[valleyboy]

Compared to a pressurized single turbine, they're great. Maintenance is pretty easy on the pc-12, the pt6 is near bulletproof.

Not the engine I was referring to but the airframe. I know carriers who have dumped the aircraft because of this.

[goingnowherefast]

There's a reason they're not popular outside Ontario. King Airs burn more fuel, have two engines to maintain, but are actually comparable on operating cost. This is due to the PC12's maintenance costs and parts cost.

The PC12 is popular in Ontario because of politics and a rigged system to specifically exclude the King Air from medevac. Meaning it's all PC12s and Metros doing medevacs. The other big PC12 operator also owns a big PC12 factory supported maintenance facility. Maintenance costs go down when you're paying yourself to maintain the planes. The profit margin for your parts goes back into your pocket.

[Flight94]

The PC12 is popular in Ontario because of politics and a rigged system to specifically exclude the King Air from medevac.

Can you elaborate on that? I have no skin in the game, just curious.

Sorry for thread drift.

[valleyboy]

The other big PC12 operator also owns a big PC12 factory supported maintenance facility.

This is not a entirely true statement since about 2018. The 2 companies and in particular the original boss man, have parted company and he was only involved in the airline and in fact there was a bit of a rift and maintenance was subcontracted out.

Back to the other part I think just google "ornge" and in particular the sandal around the doctor first involved.

here is a start: https://www.huffingtonpost.ca/news/ornge-scandal/

As far as drift I don't think it's actual much of a drift. The moral of the story is that what an aircraft looks like on paper might not be a true indicator of real costs and problems. It's an on going issue in aviation, also it has been always difficult to operate "just one" of a type and then the cost takes on a whole new direction. You need the ability to back that type up if for some reason you can't fly it on that particular day, usually due to maintenance.


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