22 Nov 2025, 16:48 [ UTC - 5; DST ]
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Post subject: Re: Conforming cirrus jet doesn't suck  Posted: 01 Aug 2016, 11:36 |
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Joined: 01/29/08
Posts: 26338
Post Likes: +13085
Location: Walterboro, SC. KRBW
Aircraft: PC12NG
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Username Protected wrote:
Ashame they can't figure out how to make a pc12 go 330knots. Be very difficult to justify any of the 400ish knot jets at that point. Though I guess that's the point of the pc24
I said that to the Cessna guys showing the Denali at Osh. "Why don't you make the wings a little thinner, lose some short field capability that 99% of Pilatus pilots never use and add see if you can get top end cruise to 330. That would almost put ever single pilot jet manufacturer out of business"
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Post subject: Re: Conforming cirrus jet doesn't suck Posted: 01 Aug 2016, 13:48 |
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Joined: 08/03/10
Posts: 1561
Post Likes: +1810
Company: D&M Leasing Houston
Location: Katy, TX (KTME)
Aircraft: CitationV/C180
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Username Protected wrote:
Ashame they can't figure out how to make a pc12 go 330knots. Be very difficult to justify any of the 400ish knot jets at that point. Though I guess that's the point of the pc24
I said that to the Cessna guys showing the Denali at Osh. "Why don't you make the wings a little thinner, lose some short field capability that 99% of Pilatus pilots never use and add see if you can get top end cruise to 330. That would almost put ever single pilot jet manufacturer out of business"
Pratt already makes the PW100/PW150 for regional airliners. The dimensions of the motors aren't that different than the PT6. Sure seems like that putting 2000 to 3000 HP upfront would get a lot of additional speed and with FADEC you could manage the excessive torque on take off. I'm no engineer but are there other factors that would prevent this from working? Imagine FL350 in a PC12 with 3000 shp.....
http://www.pwc.ca/en/engines/PW100%20%7C%20PW150
PW100 engines incorporate the latest advanced technologies in the drive to exceed our customers' expectations in performance, reliability, durability, fuel consumption and environmental friendliness. PW100-powered regional turboprop aircraft consume 25 to 40 percent less fuel and produce up to 50 percent lower CO2 emissions than similar sized jets, with correspondingly lower greenhouse gases. 38 PW100 models have been produced ranging in shaft horsepower power from 1,800 shp to 5,000 shp. The PW100 is a three-shaft, two-spool engine. Low pressure and high pressure compressors are powered independently by cooled turbine stages. A third shaft couples the power turbine to the propeller through a reduction gearbox, optimized to establish the best combination of engine and propeller efficiencies. The result is class-leading fuel consumption and low green house emissions. The latest materials, design technologies and advanced engine control have enabled PW100 engines to regularly achieve more than 10,000 hours on-wing without a shop visit, an impressive dispatch reliability record and provide the pilot and maintenance crew with easy engine operation and maintenance.
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