Narrative:

On an IFR flight plan; I had been cleared to climb to enroute altitude of FL210. Power was set to cruise climb: 35 inches; 35GPH; 2400 RPM. At approximately xa:35 local (flight time approx 20 min) the aircraft experienced a significant but partial loss of power (mp (manifold pressure) dropped from 35 inches to 18 inches)I immediately lowered the nose to level flight and requested vectors to the nearest airport; center provided this for me. I went through the 'lost power' checklist including boost pump on; switch tanks; switch mags; throttle & mixture adjustments. Turbocharger failure seemed to be the most likely cause; I then followed the piper checklist for turbo failure including mixture to lean. Nothing raised mp above current level (18-19 inches).approximately 7-8 minutes after power loss I saw an obvious drop in oil pressure. At this time I calculated we would arrive with plenty of altitude; and reduced power to near-idle in the hopes of saving the engine for use during landing if needed.as I approached the airport; the center controller asked me to [request priority handling] due to proximity to restricted airspace. I initially declined knowing I could stay clear of the airspace and maintain a direct heading to my preferred airport. I did [request priority handling] a few moments later based on the controller's request.center cleared me to land. Within 3-4 miles of the airport our altitude was over 6;000 feet; I initiated a right 360 and began a more rapid descent. Upon rollout to our original heading; the airport was visible off our left wing. I proceeded to the airport and an uneventful landing. At no time after power reduction did oil pressure drop below normal (green) operating range. An aircraft on the ground notified me of a heavy smoke plume coming from the exhaust.after shutdown I visually inspected the aircraft; found large amounts of oil in the belly and dripping from the right exhaust stacks.the following day I returned to with a replacement turbocharger and the mechanic who has always serviced the aircraft. His inspection confirmed catastrophic failure of the right side turbocharger. It was replaced; the aircraft was returned to service same day.

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Original NASA ASRS Text

Title: A general aviation pilot reported the loss of engine power during climb in a Piper PA-46 due to a failed turbo charger.

Narrative: On an IFR flight plan; I had been cleared to climb to enroute altitude of FL210. Power was set to cruise climb: 35 inches; 35GPH; 2400 RPM. At approximately XA:35 local (flight time approx 20 min) the aircraft experienced a significant but partial loss of power (MP (Manifold Pressure) dropped from 35 inches to 18 inches)I immediately lowered the nose to level flight and requested vectors to the nearest airport; Center provided this for me. I went through the 'Lost Power' checklist including boost pump on; switch tanks; switch mags; throttle & mixture adjustments. Turbocharger failure seemed to be the most likely cause; I then followed the Piper checklist for turbo failure including mixture to lean. Nothing raised MP above current level (18-19 inches).Approximately 7-8 minutes after power loss I saw an obvious drop in oil pressure. At this time I calculated we would arrive with plenty of altitude; and reduced power to near-idle in the hopes of saving the engine for use during landing if needed.As I approached the airport; the Center controller asked me to [request priority handling] due to proximity to restricted airspace. I initially declined knowing I could stay clear of the airspace and maintain a direct heading to my preferred airport. I did [request priority handling] a few moments later based on the controller's request.Center cleared me to land. Within 3-4 miles of the airport our altitude was over 6;000 feet; I initiated a right 360 and began a more rapid descent. Upon rollout to our original heading; the airport was visible off our left wing. I proceeded to the airport and an uneventful landing. At no time after power reduction did oil pressure drop below normal (green) operating range. An aircraft on the ground notified me of a heavy smoke plume coming from the exhaust.After shutdown I visually inspected the aircraft; found large amounts of oil in the belly and dripping from the right exhaust stacks.The following day I returned to with a replacement turbocharger and the mechanic who has always serviced the aircraft. His inspection confirmed catastrophic failure of the right side turbocharger. It was replaced; the aircraft was returned to service same day.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.