PT6A-52 Engine Profile: The King Air 350 Powerplant

The PT6A-52 produces 1,100 shaft horsepower and is the designated powerplant for the Beechcraft King Air 350, the most successful large-cabin turboprop in business aviation history. The King Air 350 has been in continuous production since 1990 and operates in business aviation, cargo, special mission, and government roles worldwide, generating a consistent and active secondary market for PT6A-52 engines.

The PT6A-52 operates in the high-power tier of the PT6A family, sharing the 1,050 to 1,100 shp power band with the PT6A-60A—which powers the King Air 200 and Beechcraft 1900—but the two variants are not interchangeable. Each is approved only for its designated airframes and carries distinct Part Numbers, gearbox configurations, and installation specifications. Buyers must verify the correct variant against the aircraft TCDS and serial number before initiating any sourcing process.

As a twin-engine aircraft, the King Air 350 presents unique engine sourcing considerations that do not apply to single-engine platforms. Operators replacing one engine of a matched pair must assess the impact on maintenance scheduling for the remaining engine. Operators replacing both engines simultaneously can benefit from matched pair sourcing that aligns TSN, TSO, and overhaul history across both powerplants.

PT6A-52 Airframe Applications

The PT6A-52 is approved for Beechcraft King Air 350 and King Air 350i aircraft, along with select related King Air platform configurations. The table below summarizes primary applications.

Aircraft	Role	Configuration Notes
Beechcraft King Air 350	Business twin, charter, cargo, medical transport	Primary application; confirm PT6A-52 designation against aircraft S/N and TCDS
Beechcraft King Air 350i	Enhanced avionics business twin	Verify variant designation for specific production year and serial number range
King Air 350 special mission variants	ISR, air ambulance, government roles	Some configurations may have modified engine parameters; confirm TCDS applicability

TCDS Verification: Always verify the PT6A-52 designation against your specific King Air 350 serial number and Type Certificate Data Sheet before sourcing. UTP confirms applicability before presenting any options.

PT6A-52 vs PT6A-60A: Same Power Band, Different Engines

The PT6A-52 and PT6A-60A occupy the same broad power class,1,050 to 1,100 shp, and are frequently discussed together in the context of the King Air product family. They are not interchangeable, and understanding the distinction is essential for any buyer active in the King Air market.

PT6A-52 vs PT6A-60A Direct Comparison

Specification	PT6A-52	PT6A-60A
Shaft Horsepower	1,100 shp	1,050 shp
TBO	3,600 hours	3,500 hours
Primary Airframes	King Air 350, King Air 350i	King Air 200, Beechcraft 1900 series
Engine Configuration	Variant-specific gearbox and AGB	Variant-specific gearbox and AGB
Secondary Market Depth	Active — King Air 350 fleet	Strong — larger King Air 200 fleet
Interchangeable?	No — STC required	No — STC required

The PT6A-60A benefits from slightly higher secondary market volume due to the larger King Air 200 installed fleet globally. The PT6A-52 market is active but more concentrated around the King Air 350 platform. Pricing for both variants is comparable within the same condition class, with the PT6A-52 occasionally carrying a modest premium due to the King Air 350 platform popularity in the business aviation segment.

PT6A-52 Sourcing for Twin-Engine King Air 350 Operations

The twin-engine configuration of the King Air 350 creates engine sourcing considerations that differ significantly from single-engine platforms. Every PT6A-52 sourcing inquiry should begin with a review of both engines on the aircraft—not just the one being replaced.

Single Engine Replacement

When replacing one PT6A-52 on an in-service King Air 350, the TSN and TSO of the remaining engine should be documented before sourcing begins. If the remaining engine has 800 hours to its next TBO event, sourcing a freshly overhauled replacement that will not be due for overhaul for 3,600 hours creates a significant maintenance schedule misalignment. Buyers in this situation often find better total cost outcomes with a serviceable mid-time engine whose remaining TBO more closely tracks the existing powerplant.

Matched Pair Sourcing

Operators replacing both PT6A-52 engines simultaneously—at a scheduled dual overhaul event, an aircraft sale, or a major maintenance interval—have the opportunity to source a matched pair that aligns TSN, TSO, overhaul history, and condition class across both powerplants. Matched pairs simplify maintenance scheduling, reduce the administrative complexity of tracking two engines at different service life points, and can improve aircraft resale value by presenting consistent engine records to prospective buyers.

UTP coordinates matched PT6A-52 pair sourcing by identifying two units from compatible sources with closely aligned documentation profiles. This process takes longer than single-unit sourcing and requires additional lead time, typically 15 to 30 business days, but delivers operational and financial benefits that outweigh the additional coordination effort for most operators.

How UTP Sources PT6A-52 Engines

UTP sources PT6A-52 engines through its established relationships with overhaul facilities, King Air operators, aircraft dealers, fleet transition programs, and engine brokers active in the business aviation market. The King Air 350 platform has a well-developed maintenance ecosystem with multiple FAA-certificated repair stations holding PT6A-52 overhaul ratings.

For single units in serviceable or overhauled condition, UTP typically identifies qualified options within 10 to 20 business days. Matched pair sourcing requires additional coordination and lead time. AOG situations receive priority handling—contact UTP directly with your aircraft serial number, current engine serial numbers, required condition, and timeline for expedited response.

PT6A-52 Engine Condition Guide

New / Zero-Time

Factory-new PT6A-52 engines are available on a limited basis. OEM new production of this variant continues to support new King Air 350 deliveries, but new surplus units for the secondary market are infrequent. New units carry the full 3,600-hour TBO, complete manufacturer documentation, and the lowest near-term maintenance exposure. Highest acquisition cost.

Serviceable Mid-Time

Operated PT6A-52 engines with documented TSN and TSO remaining. For twin-engine operators, a mid-time unit with remaining TBO that aligns with the opposite engine can deliver better total cost outcomes than a zero-time overhaul. Standard due diligence applies: complete logbook review, AD compliance verification, and a current borescope inspection from an independent A&P mechanic.

Overhauled / Zero-Time Since Overhaul

PT6A-52 engines restored to serviceable or new-limits condition by a FAA-certificated repair station with PT6A-52 ratings. A zero-time overhaul ships with a new FAA Form 8130-3 and resets both TSN and TSO. The King Air 350 overhaul infrastructure is well-established with multiple qualified facilities. Confirm the facility holds current FAA repair station certification and specific PT6A-52 authorization before accepting any overhauled unit.

Run-Out / Core

PT6A-52 cores are available from scheduled King Air 350 overhaul events and fleet transitions. Core value depends on TSN/TSO, logbook completeness, and hot section condition. UTP accepts PT6A-52 cores as trade-in toward serviceable or overhauled replacement units—including as part of a matched pair exchange program. Contact UTP with engine serial numbers, TSN, and TSO for a core evaluation.

What Most PT6A-52 Buyers Get Wrong

The most common mistake in PT6A-52 transactions is treating a single-engine replacement as an isolated purchase without assessing the maintenance implications for the remaining engine. A King Air 350 operator who replaces one PT6A-52 with a freshly overhauled zero-time unit while the opposite engine has 1,200 hours remaining to TBO will face a dual overhaul event within the next three to five years, at significantly higher cost than if both overhauls had been coordinated. The time to plan for this is at the point of the first engine replacement, not when the second TBO event arrives.

The second common mistake is assuming PT6A-52 and PT6A-60A interchangeability because both power the King Air product family. The two variants are approved for different airframes, carry different Part Numbers, and are not interchangeable without an FAA-approved STC. A PT6A-60A removed from a King Air 200 cannot be installed in a King Air 350 without engineering authorization. UTP verifies variant applicability against aircraft serial number before presenting any sourcing options to prevent this error.

PT6A-52 Engine Buying Checklist

• Confirm PT6A-52 variant designation against King Air 350 serial number and TCDS
• Document TSN and TSO of opposite engine before sourcing—assess maintenance schedule alignment
• 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-52 ratings
• Verify FAA Form 8130-3 is present, current, and matches the engine serial number exactly

PT6A-52 Engine Pricing: Market Overview

PT6A-52 engines trade at the high-end of the PT6A price spectrum, reflecting the 1,100 shp power class, the business aviation buyer profile, and the higher overhaul cost associated with high-power turboprops. Pricing is influenced by condition, remaining TBO, overhaul facility reputation, and current King Air 350 market activity.

Market pricing as of Q2 2026. Prices reflect the PT6A-52 high-power class positioning in the business aviation market.

Condition	Typical Price Range	Notes
Run-out / Core	$80,000 – $140,000	Higher floor than lower-power variants due to overhaul cost and King Air 350 demand
Serviceable Mid-Time	$180,000 – $350,000	Evaluate TSO alignment with opposite engine for twin-engine operations
Overhauled / Zero-Time	$300,000 – $450,000	Confirm PT6A-52 ratings and overhaul scope at certificated facility
New / Factory New	Market on request	Limited secondary market availability; primarily through authorized channels

For King Air 350 twin-engine operations, total engine acquisition cost should be evaluated on a per-aircraft basis: two serviceable mid-time PT6A-52 engines represent a combined acquisition cost of $360,000 to $700,000 before maintenance exposure is factored. Total cost of ownership—including TBO alignment, overhaul timing, and scheduled maintenance—is the correct metric for evaluating PT6A-52 sourcing options in twin-engine operations.

How to Buy a PT6A-52 Engine from UTP

Start with a direct inquiry. Provide your aircraft make, model, serial number, current engine serial numbers and TSN/TSO for both engines, required condition, and timeline. UTP confirms variant applicability, assesses maintenance schedule implications for the opposite engine, and presents qualified options with full documentation details.

Support includes:

• PT6A-52 variant confirmation against King Air 350 serial number and TCDS
• Maintenance schedule alignment review for single-engine replacements
• Matched pair sourcing for simultaneous dual-engine replacement
• Logbook and documentation review on every option before presentation
• Pre-purchase borescope inspection coordination
• Core exchange valuation for run-out PT6A-52 units

All PT6A-52 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-52 Engines for Sale