N830JB is a 1992 Cessna Citation V, S/N 560-0164, currently mid-refurb under B&N Transport. Total time at the start of the program: 11,493.1 hours. Cycles: 8,852. Both Pratt & Whitney JT15D-5A engines are coming due, so we're doing them as a paired event at TMS Aviation.
The point of this piece is to show what the inside of one of these programs actually looks like — for owners thinking about a similar refurb, for lenders evaluating airframe value, and for anyone who's about to write a check that has the word "overhaul" anywhere on it.
Why both engines, why now
The 5A doesn't have a hard TBO in the manufacturer's published schedule the way some piston engines do. What it has is a hot-section inspection interval and a lifetime list of life-limited parts (LLPs) on rotating components. When the LLPs come due, the engine effectively comes apart whether you call it an overhaul or not. We're at that window on both sides, plus the hot-section deltas tell us we're not going to get clean condition reports for much longer.
Doing them at the same time isn't a vanity move. It's the right operational call: matched cycles going forward, single inspection cadence, one downtime instead of two.
The numbers we're tracking
Per-side scope
- Hot-section overhaul, both sides
- LLP replacement to baseline cycles per Pratt schedule
- Compressor and turbine inspection, blade replacement as required
- Fuel control and accessory unit overhaul
- Test cell run, full data report
What lenders are asking for
- Current TT and cycles, per side
- LLP status by part number
- Last hot-section deltas (compressor and turbine)
- Vendor proposal — TMS Aviation, IWOV-ACTIVE.FID469668
- Logbook scans — held by Chad Crossen pending lien resolution
The single biggest delay in any engine program isn't the shop. It's the logbook. If you don't have clean, ordered, scanned logbooks before the engines come off the wing, you're going to be answering the same lender question for six weeks.
What this article will cover in the full version
This is the launch stub. The full piece will walk through:
- Step-by-step what TMS does with the cores once they arrive
- The lender appraisal data flow — what an aircraft appraiser actually wants and in what order
- Cost stack — where the per-side number comes from and what changes it
- The N818SE lien release as a paired workstream and why it's not separate from this
- What "0 SHSI / mid-time" means on a future buyer's data sheet
Updates will land here as the program moves.