PT6A-67R Engine Profile: The Pilatus PC-12 NG Powerplant

The PT6A-67R produces 1,200 shaft horsepower and is the designated engine for the Pilatus PC-12 NG, the next-generation variant of the acclaimed PC-12 single-engine turboprop. The PC-12 NG represents a significant upgrade over the earlier PC-12/45 production series, featuring the Rockwell Collins Proline 21 avionics suite, enhanced cabin systems, a new five-blade composite propeller, and refinements to the airframe and systems architecture that build on decades of operational experience with the PC-12 platform.

The PC-12 NG entered production in the mid-2000s and continues in production as of the current date, making it a current-generation aircraft with active OEM manufacturing support, updated service documentation, and full parts supply from Pratt & Whitney Canada and the authorized Pilatus service network. This current-production status gives PT6A-67R operators access to the full range of manufacturer support resources that are not available for legacy variants.

As with the PT6A-67D that powers the PC-12/45, the PT6A-67R is the sole source of propulsion on a single-engine aircraft. The operational and maintenance planning considerations that apply to single-engine turboprops—proactive TBO planning, AOG response preparedness, and documentation quality standards—apply equally to PT6A-67R operators.

PT6A-67R vs PT6A-67D: Same Family, Different Platform Generations

The PT6A-67R and PT6A-67D are both PT6A-67 family variants producing approximately 1,200 shaft horsepower. They power different production generations of the Pilatus PC-12 and are not interchangeable. Understanding the relationship is essential for buyers active in the PC-12 market.

Specification	PT6A-67R	PT6A-67D
Shaft Horsepower	1,200 shp	1,200 shp
PC-12 Application	PC-12 NG (Next Generation)	PC-12/45 (earlier production)
Production Status	Current production	Legacy — no longer in new production
OEM Parts Support	Full current manufacturer support	Available; legacy supply chain
Secondary Market Age	Developing — newer fleet	Established — older fleet, more used units
Interchangeable?	No — STC required	No — STC required

Variant Verification Required: Installing a PT6A-67D in a PC-12 NG that requires a PT6A-67R, or vice versa, creates an immediate airworthiness finding. Always verify the exact designation against the aircraft TCDS and serial number before any purchase.

PT6A-67R Airframe Applications

The PT6A-67R is approved for the Pilatus PC-12 NG across all production variants, along with any additional configurations specified in the PT6A-67R Type Certificate Data Sheet. The PC-12 NG operates in the same broad range of roles as the PC-12/45, with the newer avionics and enhanced systems making it particularly well-suited to IFR and demanding all-weather operations.

PC-12 NG Operational Role	Operator Profile	Engine Sourcing Notes
Business aviation / corporate	Owner-flown and charter operators	Lower utilization; full factory records typically intact
Air ambulance / medevac	Medical transport, critical care flight	High utilization; AOG response capability essential
Cargo / freight	Regional and last-mile cargo operations	Higher cycle rates; cycle count documentation required
Government / special mission	ISR, law enforcement, border management	May have modifications; confirm STC and configuration docs
Flight training	Turbine transition and type rating programs	Higher cycle accumulation; verify cycle count vs TSO

PT6A-67R Secondary Market: A Developing Market with Strong Fundamentals

The PT6A-67R secondary market is in an earlier stage of development than the PT6A-67D market. Because the PC-12 NG entered production more recently, the fleet as a whole is newer—and fewer aircraft have yet reached their first TBO event. This has two practical implications for buyers:

First, the pool of used PT6A-67R units currently available is smaller than the PT6A-67D market. Mid-time serviceable engines with significant remaining TBO are less common because fewer engines have accumulated the hours that bring them into the secondary market. The majority of available secondary market PT6A-67R units in the current market are either recently overhauled engines or cores from early production PC-12 NG aircraft entering their first TBO event.

Second, as the PC-12 NG fleet continues to mature—with an installed base running into the thousands of aircraft globally—the PT6A-67R secondary market will grow substantially. Operators sourcing today are operating in a market with lower current supply but strong near-term growth trajectory. Establishing relationships with qualified sourcing partners now provides a competitive advantage as demand grows.

UTP maintains active PT6A-67R sourcing relationships with PC-12 NG operators, Pilatus authorized service centers, and overhaul facilities to access the available market and identify options that are not publicly listed.

PT6A-67R Warranty and Manufacturer Service Programs

PC-12 NG operators should be aware of warranty and manufacturer service program considerations before initiating any PT6A-67R transaction through the secondary market.

Original Equipment Warranty

New PC-12 NG aircraft delivered with PT6A-67R engines are covered under the original Pratt & Whitney Canada engine warranty for a defined period from delivery. Operators whose aircraft are still within this warranty window should confirm with Pratt & Whitney Canada or their authorized service center whether the warranty transfers to a replacement engine and what the implications are for a secondary market transaction versus a warranty-covered event.

Eagle Service Plan and Maintenance Programs

As a current-production variant, the PT6A-67R benefits from full OEM parts availability through Pratt & Whitney Canada and its authorized network. OEM new hot section components, fuel system parts, and accessory items are available through normal channels at current OEM pricing. This is a meaningful advantage over legacy variants where OEM new availability is increasingly limited. For PT6A-67R operators, parts sourcing for scheduled maintenance events is more predictable and typically faster than for operators of older variants.

Planning for the First PT6A-67R TBO Event

For PC-12 NG operators approaching their first PT6A-67R TBO event, the 3,600-hour interval that marks the engine end of its initial operating life, the planning decision involves evaluating three options:

Option A: Direct Overhaul

Send the existing PT6A-67R to a certificated overhaul facility with PT6A-67R ratings. The engine is disassembled, inspected, restored to new-limits or serviceable condition, and returned. This approach maintains uninterrupted knowledge of the engine history and avoids the due diligence required for a secondary market purchase. Disadvantage: the aircraft is grounded for the duration of the overhaul event, typically four to eight weeks depending on shop scheduling and parts availability.

Option B: Exchange Program

Trade the run-out PT6A-67R engine for a serviceable or overhauled replacement unit through an exchange program. The replacement engine is installed and the aircraft is returned to service; the run-out core is sent to overhaul separately. This approach minimizes aircraft ground time. UTP facilitates PT6A-67R exchange programs by sourcing qualified replacement units and coordinating the core exchange transaction. The replacement engine requires the same due diligence as any secondary market purchase.

Option C: Replacement Engine Purchase

Purchase a serviceable mid-time or overhauled PT6A-67R on the secondary market, install it, and either retain the run-out engine as a core for a future event or enter it into an exchange program. This approach provides the most flexibility for operators who want to retain an engine asset or manage the overhaul timeline independently. Lead time planning of 60 to 90 days is recommended given the developing state of the PT6A-67R secondary market.

PT6A-67R Engine Condition Guide

New / Zero-Time

Factory-new PT6A-67R engines are available through Pratt & Whitney Canada authorized channels. As a current-production variant, new units are more readily accessible than legacy variants where new production has ended. 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-67R engines with documented TSN and TSO remaining. The relatively newer PC-12 NG fleet means mid-time units currently available tend to have been removed early due to damage, fleet transitions, or aircraft sales rather than approaching TBO. This can work in buyers favor — a mid-time PT6A-67R from an early PC-12 NG fleet sale may have substantial remaining TBO at a lower price point than a new unit. Standard due diligence: complete logbook from delivery, AD compliance record, and borescope inspection.

Overhauled / Zero-Time Since Overhaul

PT6A-67R engines restored to serviceable or new-limits condition by an FAA-certificated repair station with PT6A-67R ratings. As the PC-12 NG fleet matures and more engines reach TBO, the supply of recently overhauled PT6A-67R units in the secondary market will grow. Confirm the facility holds current FAA repair station certification and specific PT6A-67R authorization.

Run-Out / Core

PT6A-67R cores from first TBO events are entering the market as the PC-12 NG fleet matures. Core value depends on TSN/TSO, logbook completeness from delivery, and hot section condition. UTP accepts PT6A-67R cores as trade-in toward serviceable or overhauled replacement units.

PT6A-67R Engine Buying Checklist

• Confirm exact PT6A-67R designation, not PT6A-67D, against aircraft TCDS and serial number
• Verify complete logbook records from delivery date with no missing entries
• Confirm full AD compliance record including all recent service bulletins for current-production variant
• Verify warranty transfer documentation if engine is within original warranty period
• Request current borescope inspection report from an independent A&P mechanic
• Confirm any manufacturer service program enrollment documents transfer with the engine
• Verify FAA Form 8130-3 is present, current, and matches the engine serial number exactly

PT6A-67R Engine Pricing: Market Overview

PT6A-67R engines trade at a premium to PT6A-67D units at equivalent condition levels, reflecting the current-production status, stronger OEM parts support, and the relative scarcity of used units in the developing secondary market. Pricing is influenced by condition class, remaining TBO, aircraft vintage, and current PC-12 NG market activity.

Market pricing as of Q2 2026. PT6A-67R typically carries a 10–20% premium over equivalent PT6A-67D units due to current-production status and parts support advantage.

Condition	Typical Price Range	Notes
Run-out / Core	$120,000 – $220,000	Growing supply as PC-12 NG fleet matures; value supported by active overhaul demand
Serviceable Mid-Time	$300,000 – $500,000	Premium for newer aircraft history; verify full records from delivery date
Overhauled / Zero-Time	$480,000 – $700,000	Current-production parts at overhaul; confirm PT6A-67R specific facility authorization
New / Factory New	Market on request	Available through authorized channels; verify program eligibility first

PC-12 NG operators considering a secondary market purchase should compare total cost—including any remaining warranty value, service program credits, and OEM overhaul channel pricing—against the secondary market acquisition cost before making a sourcing decision. The current-production support advantage of the PT6A-67R makes this analysis more important than for legacy variants where OEM channels are not a competitive option.

How to Buy a PT6A-67R Engine from UTP

Start with a direct inquiry. Provide your aircraft make, model, serial number, any active warranty or service program details, the confirmed PT6A-67R designation, operational role, preferred condition, and timeline. UTP confirms variant applicability, reviews any warranty or program considerations, and presents qualified options with full documentation details.

Support includes:

• PT6A-67R variant confirmation against PC-12 NG serial number and TCDS
• Warranty and service program review before presenting secondary market options
• Full logbook and documentation review from delivery date on every option
• Pre-purchase borescope inspection coordination
• Core exchange programs for PT6A-67R run-out units at first TBO event
• AOG expedite for unplanned PC-12 NG engine removals

All PT6A-67R 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-67R Engines for Sale