Charles, you dont have the bug block in the M500 G1000?

Is 1180 your max torque on the -42? I see your Ng and ITT are low.

It's almost comical how often this statement is wrong. I'm not picking on Pratt, in fact, the statement becomes even more true if you substitute Lycoming or Continental.

1313 is max torque. More often than not, in the Meridian if you disregard the recommended settings you'll be temp limited before reaching 1313. Max temp I think is 760 on the Meridian.

Speed difference between recommended settings and max temp is about 10kts on average.

Chip-

You can't use the smallest, simplest, PT6A as the example of how you should run the entire fleet. The motors get more complex as they get larger.

See Jason Talleys comment above about sulfidation on the blades caused by running too cool. That can be the result.

So we agree cooler is not better.

And if you back off the ITT limits and run the -60s too cool you are likely have sulfidation problems over time.

Probably bigger margin before too cool with a -60 then a -21. But hard to know where that threshold is with all the different PT6A variants.

Chip kind of answered, but you run torque limits on the Meridian. My understanding is that doing that pretty much guarantees that you can make book numbers up to the TBO of 3600 hrs, without temping out. I do know some meridian drivers that run by ITT's, and can get an additional 10 KTAS out of the bird. 10 knots is not worth it to me especially if it increases my HSI costs, or decreases my resale when someone looks over the trend monitoring, and sees that the bird was not run per the POH. Certainly the -42 in the Meridian lives an easy life.

It's almost comical how often this statement is wrong. I'm not picking on Pratt, in fact, the statement becomes even more true if you substitute Lycoming or Continental.

This all sounds too complicated with charts and what not. In a dash 10 Garett with an SRL computer, you fly at 100% torque till egt gauge (which is compensated by the SRL computer) shows 640, then adjust power to hold that for the rest of the flight. The limit is 650 but I like 640 so if I have to turn on the intake heat at any point I don't have to touch anything.

Only reason I have found to run lower is if I am chasing range.

So we agree cooler is not better.

And if you back off the ITT limits and run the -60s too cool you are likely have sulfidation problems over time.

Probably bigger margin before too cool with a -60 then a -21. But hard to know where that threshold is with all the different PT6A variants.