PT6A-42 Engine Profile: The 850 shp Mid-Utility Class

The PT6A-42 occupies the 850 shaft horsepower tier of the PT6A family, positioned between the widely deployed 750 shp PT6A-34 and the commuter/corporate-class PT6A-52 and PT6A-60A variants above it. This power class serves operators who need meaningfully more output than the PT6A-34 delivers, without the greater size, weight, and cost of moving to the mid-range class engines.

The PT6A-42 is a free-turbine turboprop engine sharing the same fundamental design architecture as the broader PT6A family: a reverse-flow gas generator driving a two-stage power turbine, which in turn drives the propeller through a reduction gearbox. The variant has accumulated a solid installed base across business, utility, and single-engine turboprop applications where the 850 shp class provides the right performance envelope.

Both the PT6A-42 and its derivative PT6A-42A are active in the secondary market. Buyers must confirm the exact variant designation required by their aircraft Type Certificate Data Sheet before initiating any sourcing process — the two variants are distinct Part Numbers with different approved applications and are not interchangeable without an FAA-approved STC or engineering order.

PT6A-42 Airframe Applications

The PT6A-42 is approved for a range of certified aircraft. Primary applications include:

Aircraft	Role	Notes
Pilatus PC-12 (early configurations)	Single-engine business/utility	Confirm exact PT6A variant against aircraft serial number and TCDS
Cessna 425 Conquest	Twin-engine business	Verify PT6A-42 vs PT6A-42A designation for specific serial number range
Additional platforms per TCDS	Varies by application	Confirm required designation via aircraft TCDS before sourcing

PT6A-42 vs PT6A-42A: Key Distinctions

The PT6A-42A is a derivative variant of the PT6A-42 with modified performance specifications and distinct approved airframe applications. While both variants operate within the same general power class and share core design elements, they carry different Part Numbers and are approved for different aircraft installations.

Installing a PT6A-42 in an airframe that requires a PT6A-42A — or vice versa — creates an airworthiness finding that cannot be resolved without a specific FAA-approved STC or engineering authorization. This is the same interchangeability limitation that applies across the entire PT6A family. Buyers should confirm the correct designation from the aircraft TCDS and provide this to UTP at the start of the sourcing process. UTP cross-references the required variant against aircraft serial number before presenting any options.

PT6A-42 in the PT6A Power Class: How It Compares

Understanding where the PT6A-42 sits in the broader PT6A family helps operators and buyers make informed sourcing and upgrade decisions. The table below provides a direct comparison of the PT6A-42 against the adjacent variants in the 680 to 1,100 shp power band.

PT6A-42 Power Class Comparison — Adjacent Variants

Variant	SHP	TBO	Market Depth	Notes
PT6A-34	750 shp	3,600	Very High	Entry to this power band; largest installed fleet in class
PT6A-42	850 shp	3,600	Moderate	Mid-utility; smaller installed fleet than PT6A-34
PT6A-42A	850 shp	3,600	Moderate	Derivative variant; distinct Part Number and applications
PT6A-52	1,100 shp	M3,600	Moderate	King Air 350 engine; step up to corporate/commuter class
PT6A-60A	1,050 shp	3,500	High	Deepest market at mid-power; King Air 200 dominant

The PT6A-42 secondary market volume is lower than the PT6A-34 or PT6A-60A due to the smaller installed fleet. This means fewer engines enter the market at any given time, but also means less competition when qualified units are available. Lead times for PT6A-42 sourcing typically run 10 to 20 business days depending on required condition and specific variant designation.

How UTP Sources PT6A-42 Engines

UTP sources PT6A-42 and PT6A-42A engines through its established relationships with overhaul facilities, aircraft dealers, fleet operators, and engine brokers active in the business aviation and utility turboprop markets. The PT6A-42 trades regularly through these networks despite its smaller installed fleet relative to higher-volume variants.

When sourcing begins, UTP confirms the exact variant designation required (PT6A-42 or PT6A-42A), the aircraft serial number and configuration, the preferred condition class, and any operational history preferences. Options are presented with full documentation details after a preliminary documentation review. AOG situations receive priority handling — contact UTP directly with your specific variant and timeline for expedited response.

PT6A-42 Engine Condition Guide

New / Zero-Time

Factory-new PT6A-42 and PT6A-42A engines are available on a limited basis as new surplus stock. OEM new production of the PT6A-42 has largely wound down as later variants replaced it in current-production aircraft. New surplus units require storage records verification before installation. Highest acquisition cost and lowest near-term maintenance exposure.

Serviceable MID-TIME

Operated PT6A-42 engines with documented TSN and TSO remaining. Mid-time units offer strong value for operators managing near-term budget constraints. Standard due diligence applies: complete logbook review, current AD compliance verification, and a borescope inspection from an independent A&P mechanic. The moderate secondary market depth means mid-time PT6A-42 units are regularly available but may require slightly longer lead times than high-volume variants.

Overhauled / Zero-Time Since Overhaul

PT6A-42 engines restored to serviceable or new-limits condition by an FAA-certificated repair station holding appropriate PT6A ratings. A zero-time overhaul resets both TSN and TSO and ships with a new FAA Form 8130-3. The PT6A-42 is supported by the same overhaul network that services the broader PT6A family, with multiple qualified repair stations available. Confirm the facility holds current FAA repair station certification and specific PT6A-42 authorization.

Run-Out / Core

PT6A-42 cores are available from scheduled overhaul events and fleet transitions. Core value depends on variant (PT6A-42 vs PT6A-42A), TSN/TSO, logbook completeness, and physical condition of the hot section and gearbox. UTP accepts PT6A-42 and PT6A-42A cores as trade-in toward serviceable or overhauled replacement units. Contact UTP with variant, serial number, TSN, and TSO for a core evaluation.

What Most PT6A-42 Buyers Get Wrong

The most common mistake in PT6A-42 transactions is failing to confirm the PT6A-42 vs PT6A-42A distinction before beginning a sourcing process. Buyers who request a PT6A-42 without specifying the exact variant designation risk being matched with a PT6A-42A that is not approved for their airframe — or vice versa. Unlike the higher-volume variants where the single designation is clear, the existence of the PT6A-42A creates an applicability question that must be answered against the aircraft TCDS before any purchase discussion begins.

The second common issue is underestimating PT6A-42 lead times relative to the PT6A-34 or PT6A-60A. Buyers accustomed to the deep secondary market supply of those variants occasionally assume comparable availability for the PT6A-42. The smaller installed fleet means fewer units come to market at any given time, and buyers with rigid timelines should initiate sourcing earlier than they would for higher-volume variants. AOG situations are handled on a priority basis, but proactive planning reduces cost and timeline pressure.

PT6A-42 Engine Buying Checklist

• Confirm exact variant designation — PT6A-42 or PT6A-42A — against aircraft TCDS and serial number
• Verify complete and continuous logbook records from new with no missing entries
• Confirm full AD compliance record with all applicable directives addressed
• Request current borescope inspection report from an independent A&P mechanic
• Confirm overhaul facility holds current FAA repair station certificate with PT6A ratings
• Verify FAA Form 8130-3 is present, current, and matches the engine serial number
• Confirm all STC and modification documentation transfers with the engine at closing

PT6A-42 Engine Pricing: Market Overview

PT6A-42 engines trade at a premium to the PT6A-34 due to the higher power output, smaller available supply, and the higher overhaul cost associated with the 850 shp class. Pricing is influenced by condition, remaining TBO, variant designation, and current secondary market availability.

Market pricing as of Q2 2026. Prices reflect the PT6A-42 power class premium versus lower-horsepower variants.

Condition	Typical Price Range	Notes
Run-out / Core	$50,000 – $110,000	Premium to PT6A-34 cores; reflects 850 shp class and overhaul cost
Serviceable Mid-Time	$120,000 – $240,000	Evaluate remaining TBO, logbook integrity, and hot section condition
Overhauled / Zero-Time	$200,000 – $350,000	Full overhaul with PT6A-42 ratings required from certificated facility
New / Factory New	Market on request	Limited availability; storage verification required

The PT6A-42 carries a price premium of approximately 15 to 30 percent over comparable PT6A-34 units at equivalent condition levels. This reflects the genuine market difference between the two power classes and should be factored into total cost of ownership analysis when evaluating whether to source a PT6A-42 or to pursue an STC upgrade path to a different variant.

How to Buy a PT6A-42 Engine from UTP

Start with a direct inquiry. Provide your aircraft make, model, and serial number, the exact required variant designation (PT6A-42 or PT6A-42A), preferred condition, and timeline. UTP confirms the variant designation, initiates sourcing through its global network, and presents qualified options with full documentation details.

Support includes:

• Exact variant designation confirmation — PT6A-42 or PT6A-42A — against aircraft TCDS
• Logbook and documentation review on every option before presentation
• Pre-purchase borescope inspection coordination when required
• Core exchange valuation for PT6A-42 and PT6A-42A run-out units
• AOG expedite handling for time-critical requirements

All PT6A-42 engines ship with complete logbook copies, current FAA Form 8130-3, and an AD compliance summary. Export documentation and EASA Form 1 equivalency paperwork available for international buyers.

Frequently Asked Questions—PT6A-42 Engines for Sale