About Blackhawk
Transform your operation with world-class engine upgrade programs from the global performance experts. Blackhawk.
Blackhawk is a recognized leader in providing engine performance solutions to the global turboprop fleet. With the largest installed fleet of STC twin-engine turboprop upgrades, Blackhawk is the world’s largest non-OEM buyer of new Pratt & Whitney (P&W) turboprop engines. Trust the experts.
Why Blackhawk? 10 Great Reasons
- The value of product support, product branding, and resale value. A lower-valued or inferior product must offer a lower price to compete.
- Listed in Jetnet and AMSTAT as an added feature.
- Blackhawk engine upgrades are listed in Aircraft Bluebook and Vref – and performance and savings have been independently studied and validated by Conklin & de Decker.
- 300+ very happy customers.
- Our products are exclusively endorsed by Hawker Beechcraft Corporation, which has changed its assembly line to incorporate the same engine on production aircraft, creating the C90GT.
- Customer support that is second-to-none, with on-staff technical support technicians, customer service representatives, and worldwide distribution and service center network.
- Our own Blackhawk Owner’s Group.
- The strongest resale value of any engine upgrade on the market.
- Multiple certifications and approvals from the FAA, EASA and ANAC.
- An ongoing commitment to improve the performance of legacy aircraft, most recently with a new FAA-certified upgrade package for the Cessna Caravan
Did you know?
Blackhawk is the world’s largest non-OEM buyer of new Pratt & Whitney (P&W) turboprop engines...and Blackhawk Upgrades are exclusively endorsed by Hawker Beechcraft Corporation.
'A Far Better Airplane'
“When I decided to get the PT6-135A engines I was 141 hours (approximately 1 year flying) from a hot section. After a hot section I would still have 25-year-old engines. At least in theory, the airplane would increase in value, raising hope that the cost would be recovered, at least partially with the upgraded engines. Although the engines are still derated to 450 HP, their higher thermal limits make all the difference in the world. Critical altitude went from 17,000 to 24,000 feet, giving better climb performance up to the 24.000 foot level. At 24,000 feet, true airspeed went from about 256 to around 280 nm with a fuel flow increase from 75 to 80 gph. To me, the extra fuel flow has been worth it. Overall, I am very happy with the 135A engines, now that I have 366 hours on them. I have no regrets and am glad I made the switch to the new engines. I think that the Conquest I is a far better airplane with these engines than with the original PT6-112.”