fullpacdigi

• PT6 Engine Upgrade PT6. A Engine Upgrade. A engine operators around the world TRUST Standard. UxyTqVEg/0.jpg' alt='Pt6 Engine Price' title='Pt6 Engine Price' />Provide use of an FAA approved STC for an 8000 hour TBO extension, applicable to PT6A engines. The MORE Company STCs are patented and are.
• For a limited time, receive the first 400 hours at no charge when you enroll in P&WC's pay-per-hour maintenance program – a value of up to $50,000. It is the most attractive offer Pratt & Whitney Canada has made since launching its P&WCSMART King Air 200 operators can now upgrade their PT6A-41 engines to.

1. More Program Pt6 Stc

A discussion on PT6 engine STCs
By Joe Escobar

The Pratt & Whitney PT6 engine is in wide use today. Since its introduction in 1964, the PT6 family of engines has achieved more than 247 million flying hours. As with any engine, there are costs associated with scheduled and unscheduled maintenance of the engine. The most expensive part of PT6 engine ownership can be the engine overhaul. Because of this, some owners and operators are looking at ways to extend their overhaul intervals. We will look at one option available to do just that.
There are basically four choices when it comes to your PT6 engine overhaul:

• Overhaul the engines at the P&WC recommended hours
• Request a recommendation from P&WC to extend TBO
• Develop a maintenance program
• Use an FAA STC to extend TBO

In this article, we will focus on the fourth option - using an STC to extend the engine TBO.
Using an FAA STC to extend TBO
For mechanics that aren't familiar with a TBO extension STC, it can seem like an odd concept. Most STCs we are familiar with involve a change to the aircraft or engine - installing a Raisbeck wing locker on a King Air for example.
But a TBO extension STC is a little different. Maintenance On Reliable Engines (MORE) has developed an STC for an engine maintenance regimen designed for PT6 engines. It states that its STC is designed to extend life, reliability, safety, and reduce the cost of operation and ownership. But what is unique is that there are no actual changes to the engine. The program revolves around a change in inspection intervals and maintenance requirements.
How it works
In the most basic sense, the MORE STC is an aggressive inspection system. The STC increases the frequency and thoroughness of routine engine inspections. The purpose is to find problems in their early stages. These problems then can be corrected promptly. This early correction of engine problems leads to an increase in the engine overhaul interval. The five main elements of the MORE STC are:
Required inspections. An initial inspection is performed. This establishes an initial baseline and shows the present condition of the engine. An FAA Form 337 is required to incorporate the STC along with a notice to the FAA informing them that the engine will be using the STC for the maintenance of the engine per FAR 91.409. If the aircraft is transferred to another owner, a notice to the FAA is required at the same time the new owner registers the aircraft.

Engine performance information. Performed at regular intervals, engine performance monitoring allows you to remain informed if an engine needs a repair. It evaluates the efficiency of the engine on a scheduled basis and is able to detect gradual changes over that time that will help pinpoint problems while the corrective actions are small and less expensive.
Oil and oil filter analysis. These are performed at scheduled time intervals. Oil and filter analysis can help users detect excessive wear of components and can provide early warnings of impending failure of engine parts. Sampling and filter analysis is performed using the MORE company's filter analysis tool kit and oil sampling kit. Debris is removed from the oil filter and analyzed. The filter is then cleaned in accordance with the P&WC manual.
Engine vibration analysis. Propellers are balanced on a regular basis. Vibration analysis is performed and charted on cards. Specific speeds and RPMs are then reviewed and identified to the corresponding speeds of critical parts in the engine. Readings are compared from one inspection to the next and any changes are noted and corrected. This can help reduce deterioration or rotating parts that can be caused by excessive vibration.
Borescope inspections. Periodic borescope inspections of the internal parts of the engine hot section and compressor are used to identify engine problems in their early stages and to enable corrective action. Borescope inspection of internal parts without the need to disassemble the engine allows for the hot section to operate 'on condition.'
Modular techniques
PT6 engines that are maintained under the MORE Instructions for Continued Airworthiness are separated into modules for record keeping purposes. This is due to the fact that experience has shown that certain portions of the engine need inspection/repair more often than others. Separating the engine into modules allows each module to be repaired or overhauled when necessary. If the remainder of the engine is operating normally, this allows the remainder of the engine to remain in service until there is a reason for it to be repaired or overhauled. The modules in the MORE Instructions for Continued Airworthiness are:

Home STC Search Jobs; News. General News Upgrades Maintenance Training & Safety. Photos Videos Ask Raisbeck Logo; Resources. King Air Specs Events. About Advertise Contact Us Login Sign Up Logo Login Sign Up Home STC Search Jobs General News.

• Accessories
• Compressor Module
• Hot Section Module
• Power Section Module

The following example is given on how the modular technique works:
An engine with 4,000 hours time since overhaul (TSO) experiences a lightning strike. The power section module requires repair, but the owner decides to overhaul it instead. The power section module will then have 8,000 hours before overhaul is required again. In another 4,000 hours, the other three modules are removed for overhaul, but the power section module will not need overhaul since it has 4,000 hours to go before the next overhaul.

Taking an engine off of the MORE program
If for some reason, an owner wants to take his engine off of the MORE program, what would it entail? A logbook entry? Well, it is not that simple. Since the program is an STC, placing the engine on the program (or taking it off the program) requires an FAA Form 337.
Twin engines
In a twin engine aircraft, it is possible to place only one engine on the MORE program. However, it is not recommended. It is hard enough to keep up with maintenance requirements and inspection due items when both engines are on the same program. When engines are on different programs, this task becomes even more difficult. This can lead to an inadvertent overlook of an inspection item or maintenance requirement. If you are considering putting an engine on the MORE program, it is beneficial to put both engines on it to avoid any potential problems.

Become familiar with MORE
Under the MORE program, the inspections required and time between inspections can vary significantly from P&WC requirements, so it is important to be familiar with them to ensure that they are complied with.
Peter Boissonneault of Hyannis, MA-based Heritage Turbines explains the importance. 'If someone doesn't comply with a required inspection under the MORE program, the aircraft is basically unairworthy. We run into problems sometimes here at our shop. For example, an FBO may pull a set of nozzles off an aircraft and send them in to us. They just send them in for a maintenance manual flow check. But they don't tell us their engine is under the MORE program. Under the MORE program, the nozzles are required to be overhauled at set intervals. They are tracked. So we can send them a set of nozzles back that would be airworthy on another PT6 engine, but can't be installed on their MORE engine. Mechanics need to be aware of these things when sending components out to be inspected.'
Even if you don't have any aircraft on the MORE program, it is beneficial to learn about how it works in case you are faced with working on a MORE PT6 engine at your facility.
This has been a brief overview of the MORE program, one option for extending TBO on your engine. For more information, you can contact MORE at its address at right.

More on the MORE program
Heritage Turbines will be hosting a PT6A maintenance school in Hyannis, MA, on Nov. 5-6, 2003. The school is open to airlines, FBOs, mechanics, pilots, and government agencies. The school covers many aspects of PT6A engine maintenance including line maintenance, 100-hour checks, basic troubleshooting, and hot section inspections.
Included in the school, TBO extensions, escalating time extensions, the MORE program and P&WC on condition program will be discussed. For more information you can call Heritage at (888) 621-7788 or visit its website at www.heritageturbines.com.

Additional ReSource
Maintenance On Reliable Engines
1132B Airport Road
Minden, NV 89423
(775) 782-3346
www.morecompany.net

FAQs

FREQUENTLY ASKED QUESTIONS

FAQ 1: Can the MORE Supplemental Type Certificate(s) (STC) be used by Federal Aviation Regulations (FAR) Part 135 or Part 121 operators?

Answer: The MORE STC(s) may be used by FAR 135 (or FAR 121, FAR 91 or FAR 137) operators. In 1994 FAA Flight Standards (Washington) issued Flight Standards Information Bulletin number FSAW 94-48 to explain to BOTH operators and FAA Principal Maintenance Inspectors, how the MORE STC(s) should be used by FAR 135 operators. While 94-48 is still helpful information, the FAA allowed 94-48 to expire on May 31, 2001. A copy of 94-48 will be provided upon request.

FAQ 2: Is the engine is worn out after the 8,000 hours?

Answer: The engine is NOT worn out after 8,000 hours. Approximately one-half of the engines on the MORE STC have between 4,500 and 7,999 hours on them, AND ARE STILL FLYING. Many engines using the MORE STC have reached 8,000 hours and have gone to an overhaul facility. The condition of these engines were the same or better than if they would have been if the engines had gone to the overhaul facility at the P&WC recommended TBO interval (that is 3,000 to 4,000 hours). The reason for this excellent condition is because the engines were inspected at regular intervals in accordance with the MORE STC(s) and problems were corrected if and when they appeared. This “inspect and correct” technique maintains the engine in good, safe operating condition.

FAQ 3: After reaching 8000 hours on the MORE STC(s), is the overhaul cost higher than if the operator had overhauled the engine at the normal (P&WC recommended) interval (TBO)?

Answer: An engine maintained and operated in accordance with the P&WC recommendations will be in good, safe condition when it reaches the overhaul facility at the P&WC recommended overhaul interval. An engine maintained and operated in accordance with the MORE STC will be in good, safe condition when it reaches the overhaul facility at the 8,000 hour overhaul interval. Both engines will be in a similar condition and will cost a similar amount. HOWEVER, the life-limited disks in the engine on the MORE STC will have accumulated a larger number of cycles (flights). For this reason one or more of these disks may need replacement for expiration of its life limit. However, this is exactly the same situation the operator would have to face when an engine operated in accordance with the P&WC recommendation is inducted for its SECOND overhaul.

FAQ 4: Is it true that Part 91 Operators do not have to comply with the P&WC TBO limitations listed in the P&WC service bulletins (i.e. 1003, 1303, 1403, 1703, 1803, 3003, 3303, 12003, 12103)?

Answer: FAR 91.409 (f)(3) Requires Overhaul Inspections recommended by the manufacturer for turbo propeller engines. Additionally, FAA Type Certificate (T.C.) Number E4EA approves nearly all P&WC PT6A Engines. (Exception: PT6A-66, 67, 68 are approved under T.C. E26NE).

Note 14 of T.C. E4EA states “Permissible overhaul and inspection intervals are listed in P&WC Engine Service Bulletin Nos., 1003, 1303, 1403, 3003, 4003, 11002, 12002, 12102, 13002, and 13202 as revised.” Because these Service Bulletins are listed in Note 14 of T.C. E4EA, they are part of the Type Certificate and therefore become mandatory for all who operate these engines. The FAA defines Airworthiness’ as “an aircraft or one of its component parts meets its type design or properly altered condition and is in a condition for safe operation, and conforming and maintained according to the Type Certificate”. If a service bulletin required by the Type Certificate is not complied with, the Type Certificate is no longer valid, and the Engine is no longer airworthy.

The only exceptions to this note would be if the operator RECEIVED A WRITTEN EXEMPTION FROM THE FAA FLIGHT STANDARDS DISTRICT OFFICE (FAA FSDO) etc. (or foreign equivalent). The MORE STC is the easiest way to receive such an exemption (but not the only way). An exemption from the FAA FSDO may NOT be transferred when the engine (aircraft) is sold, BUT the MORE STC may be transferred when the engine (aircraft) is sold.

FAQ 5: Is it OK to go past the inspection intervals listed in the MORE STC, if the operator is taking the aircraft in for maintenance?

Answer: It is NOT permissible to go past the P&WC recommended inspection intervals, unless you receive a written exemption from your FAA FSDO. Likewise, it is NOT permissible to go past the MORE STC inspection intervals, unless you receive a written exemption from your FAA FSDO.

FAQ 6: Is it true that only maintenance facilities that are authorized by MORE Company may do the engine maintenance on engines using the MORE STC(s)?

Answer: Any maintenance facility or any person that is approved by the FAA (or foreign equivalent) to perform maintenance on PT6A engines, may perform maintenance on PT6A engines on the MORE STC(s), if that entity is permitted to perform that particular work task. However, MORE Company does reserve the right to use commercial avenues to discourage unscrupulous parties from working on engines using the MORE STC(s).

FAQ 7: To take the engine off of the MORE STC, can I just make a log book entry?

Answer: Since the MORE Instructions For Continued Airworthiness are Supplemental Type Certificate(s) approved by the FAA (and twenty foreign airworthiness regulatory authorities), it is necessary to complete and submit an FAA Form 337 (or foreign equivalent) in order to EITHER put an engine on the MORE STC or to remove an engine from the MORE STC in addition to a log book entry.

FAQ 8: If the operator purchases one of the MORE STC(s) and his engine does not qualify, then is the operator stuck with that MORE STC AND THE EXPENSE OF THAT MORE STC?

Answer: More than ninety eight percent of the engines which were subjected to the MORE STC initial entry inspection were in such a condition that it made better economic sense to repair as necessary (if and when needed) and then to place the PT6A engine on the MORE STC; than to overhaul that engine. MORE Company refund policy: It is our preference to only have satisfied customers. If for any reason you are unsatisfied with our product, you may return it within 30 days of purchase less a $1,000.00 fee once the materials are returned.

FAQ 9: Does the operator have to comply with everything in the MORE STC?

Answer: An operator using P&WC’s maintenance program must comply with everything in P&WC’s maintenance program. An operator using MORE Company’s STC(s) must comply with everything in the MORE Company’s STC. An operator using the operator’s own FAA approved maintenance program must comply with everything in the operator’s own FAA approved maintenance program. The FAA (or foreign equivalent) is very strict about this.

FAQ 10: Once the MORE STC is purchased, does MORE Company no longer care about the engine or the operator?

Answer: MORE Company does care about the operator and the engine(s) after the engine has been placed on the MORE STC. Since the fall of 1993, MORE Company has spent tens of thousands of hours providing technical and administrative support to our customers. MORE Company has provided help with nearly every request. MORE Company has worked diligently to refine and improve the MORE STC(s). MORE Company works with Aviation Laboratories to make sure operators are informed promptly, if the results of an oil sample or oil filter debris sample are abnormal.

FAQ 11: Does the operator have to put both engines on the MORE STC at the same time?

More Program Pt6 Stc

Answer: It is NOT NECESSARY to place both engines on the MORE STC at the same time, BUT IT IS A VERY PRUDENT THING TO DO. It requires care and diligence to maintain any turbine aircraft engine and its’ records properly. It doubles the work load and it doubles the opportunities for mistakes; if one engine is on one maintenance program (schedule) and the other engine is on a different maintenance program (schedule). MORE Company is aware of several operators, who had one engine on the MORE STC and the other engine on another program (schedule), who made mistakes with respect to engine maintenance or engine maintenance records and who subsequently got in trouble with the FAA.

FAQ 12: Should the operator wait until his engine nears the overhaul interval expiration before he places his engine on the MORE STC?

Answer: FIRST, the MORE STC is intended to be an enhanced form of engine maintenance that allows the operator to become aware of problems in their early stages and to correct them promptly, thereby improving reliability, durability and safety. SECOND, the MORE STC is intended to provide an extension to the engine time between overhauls. IF the operator is interested in obtaining a TBO extension and IF the operator is interested in IMPROVING reliability, durability and safety; then the operator should NOT wait until the engine approaches TBO expiration before placing the engine(s) on the MORE STC.

FAQ 13: Is the overhaul interval provided by the MORE STC(s) transferable to another owner if the sale of the aircraft occurs?

Answer: The MORE Instructions For Continued Airworthiness are FAA approved Supplemental Type Certificate(s) and the increase in TBO is transferable with the engine (aircraft) to a new owner, exactly the same way that any other STC placed on either the engine or aircraft is transferable with the engine (aircraft) when the engine (aircraft) is sold.

FAQ 14: If the operator’s engine has gone past the P&WC recommended overhaul interval, can the engine still be placed on the MORE STC?

Answer: As long as the engine has accumulated less than 8,000 hours since the previous overhaul and as long as the engine can be repaired (if necessary) to make it eligible to pass the MORE STC initial entry inspection requirements, without exceeding economically prudent limits; the engine may be placed on the MORE STC.

FAQ 15: Does a FAR, Part 91 operator still have to comply with P&WC Service Bulletins even if they are listed on the MORE STC?

Answer: An FAA Part 91 (or Part 135 or Part 137) operator must comply with ALL P&WC Service Bulletins that are listed in the MORE STC, as well as with all the other requirements that are specified in the MORE STC, UNLESS HE HAS RECEIVED A WRITTEN EXEMPTION FROM HIS FAA FSDO. Likewise, an FAA Part 91 (or Part 135 or Part 137) operator using the P&WC maintenance manual (program) must comply with all the requirements that are specified in the P&WC maintenance manual (program), UNLESS HE HAS RECEIVED A WRITTEN EXEMPTION FROM HIS FAA FSDO.

FAQ 16: Does the MORE STC(s) require more detailed engine records be maintained?

Answer: The record keeping requirements of the MORE STC(s) are in compliance with what the FAA FSDO(s) expect operators to keep. If it seems as if the MORE STC(s) require more detailed engine records than the operator is now keeping, it is likely that the operators records are not up to the FAA’s desired standard. Whether the engine is on the MORE STC or not, better, more detailed engine records will significantly enhance the value of the engines and the airplane they are installed on. Anyone who has spent sufficient time in the aviation industry has seen aircraft that can not be sold except for scrap, because the records are so poor or incomplete.