In the picture you posted it shows 100.2% torque.

I don't remember much about the PT-6 but most of the turboprops I flew required the pilot to keep torque below a value that varied with temp/altitude.

Actually, Jon, it shows 100.2% N1 speed; the torque is 30.8 psi, well below the limit. (And the N1 speed limit is either 101.5% or 104.0%, epending on the PT6 model.)

Hi Tim-
I was referring to the aviation insurance carriers specifically when I suggested they don't differentiate between single vs twin turbines (for purposes of the pilot's insurability). Your's and Luc's comments are correct in that for purposes of key man and oftentimes a company's governing body - they may have an issue with single vs twin aircraft in terms of being a passenger on. I have many charter operators as clients who utilize single-engine turbine aircraft and they do often lose a charter over this issue due to insurance reasons.

My plane has 11 seats. 3 are in my garage. It has 8 seats on board "pimp style".

OK, a 350 does 295 knots...... That's not a "step up". I want 450 knots for that fuel burn.

Well, I'm the key man for my life insurance policy and I went through all this. "singles" has nothing to do with anything. They don't want me doing anything involving airplanes, motorcycles or skiing etc. It was a big negotiation.

As for "singles are cheaper" etc....... Maybe you guys should look up what a Pilatus costs.

A KA90 has 2 500HP engines.
A KA250 has 2 850 HP engines
A KA350 has 2 1000 hp engines.
A PIlatus has 1 1600 hp engine.

How does the PC12 not "add up"? Please be specific. I gotta see this "risk matrix". Sounds official and complex

Did you know there's a PC12 flying around the world right now?

C90 has PT6a-21s rated at 550 each. Maybe the older -20s had 500.
Twins don't normally cruise at a much higher speed, but they climb quite a bit better. May have better short field departure characteristics.

Best,

Dave

I have been told that the Pilatus is now the plane of choice for a lot of the Air Ambulance operators. The winds are a changing regarding SETP acceptance. I would not be surprised if the Life Insurance companies didn't drop that exclusion soon.

You are correct in that - I have a customer operating 10 of them doing med transport work - it is their aircraft of choice due to operating cost, size of cabin primarily the ease of loading the patient through the massive cargo door. I agree on the life insurance comment - it makes no sense given the exemplary safety record of the PC12.

if you survive the trip to the airport, the SETP should get you on to your destination safely.

Need to stir the pot here.
You guys know that a TBM 900 does 330 Kts on 60 gph at FL280?

Not sure on the KA climbs better than a single, I don't know many C90 flying at FL270/280. Then the cabin is way up there, the TBM as 6.2 PSI so an 8000 ft cabin at FL280.

Marc: If you'd be kind enough to provide non-recourse, 95% financing, I'm in

That is definitely impressive. You are right about the cabin on the C-90's being high due to the 4.7/5.0 PSI differential. The newer 90's will be burning close to that (75ish gph) doing 260ish.

C90 has PT6a-21s rated at 550 each. Maybe the older -20s had 500.
Twins don't normally cruise at a much higher speed, but they climb quite a bit better. May have better short field departure characteristics.

Best,

Dave