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.
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.
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.
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.
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).
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.