Page 12 - March 2015 Volume 9, Number 3

well-documented conclusion from our peers in the industry.
I have come to find that this is a debate that has been ongoing for well over 50 years with different views, different opinions, and different conclusions. One conclusion that I am sure everyone will agree on is that every FSDO is apparently “individually owned and operated.” Even though we have the same set of standard rules, the interpretation of these rules seems to never be the same.
During all of the discussions after the article, a very important document came to light submitted by E90 owner/operator Steve Wagner. Steve brought to the surface FAA Order 8620.2A (page one* shown in Figure 1), effective 11/05/07, which really takes the weight out of a lot of documents that I personally believed carried mandatory guidance for the industry. I have now come to find that these documents carry very little weight. I had not seen the FAA Order prior to receiving it. I now totally agree that this is a very important game-changing bit of information.
After digesting order 8620.2A, I can see where I was wrong in my interpretation of the power that a Type Certificate Data Sheet (TCDS) carried. It makes me wonder what other documents are out there floating around that negatively impact the credibility of what we were taught in class as students and as we progressed into the industry.
I now must reverse my conclusion and opinions voiced in the original article and agree with Tom Clements, Jack Braly, Steve Wagner, and others, that you can indeed run a PT6 past the manufacturer’s recommended TBO as a Part 91 operator. (Wouldn’t it be nice if our government would make a simple, solid statement like this?)
With that being said, there is another issue that I want to address. Several of the calls that I received after the December issue were from various maintenance facilities and some individual A&P mechanics. The concern that was voiced is that while you may be perfectly legal in running an engine past TBO, there is a very high degree of uncertainty as to how you now maintain that engine. There is nothing published in any of the manuals for a maintenance facility to continue to abide by after the TBO is exceeded. If you’re on the MORE program, then you have established criteria to go by. But what do we do at the 3,600 hour mark? Do we perform another hot section?
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10 • KING AIR MAGAZINE
MARCH 2015