BeechTalk - BT

Username Protected · **Posted:** 18 Nov 2015, 02:38

And I'm well aware of the gearing.

In the case of the T-56-427 it's 14000ish down to 1106.

Username Protected · **Posted:** 18 Nov 2015, 09:47

Username Protected wrote:

Props are more complicated on direct drive motors, and once you get into the larger sizes they have some prop failure modes that can kill you way faster than a PT6 or a Garrett with a similar prop design.

Garrett is a fixed shaft engine, is that what you mean by "direct drive"? There is still gearing involved.

Quote:

Pitch lock, Pitch Rate Decay mode, loss of pump flow, etc.

I'm not aware of my engine having failure modes of those names.

What are they?

Mike C.

Username Protected · **Posted:** 18 Nov 2015, 16:36

Basically in the 4 blade E2, you looked at what rpm you had after a pitchlock vs current airspeed and it gave you its opinion on if you were better off letting it run at lower rpm, using the power to try to keep it near 100%, or killing it and letting it windmill, or kill it and pray it decoupled. (worst case scenario)

Basically in the higher power engines you have to use a separate prop oil supply, it holds the pitchlock jaws open, and uses oil to both increase and decrease prop pitch. Since there is no spring, when oil pressure in the hub drops too low, jaws engaged the teeth on the blade root inside the hub, locking the prop at the current pitch.

Worst common failure was a prop control pump failure.

Username Protected · **Posted:** 18 Nov 2015, 16:53

Pilatus announces 2016 PC12 with new Hartzell 5 blade prop and aero enhancements.

285 knot cruise
1864 NM range
shorter runways
faster climb

http://www.aopa.org/News-and-Video/All- ... s-PC-12-NG

Username Protected · **Posted:** 18 Nov 2015, 17:17

That's impressive. Jason - is there some sort of aftermarket aux tank upgrade for the PC12? Seems like if it could go 2000nm+, it would be able to do transcontinental both ways.

Username Protected · **Posted:** 30 Nov 2015, 09:35

http://www.avweb.com/videos/Video-GEs-N ... 290-1.html

Username Protected · **Posted:** 30 Nov 2015, 09:42

Fuel slinger instead of nozzles. This means no hot spots and no fuel nozzle overhauls and spray checks ever. That's good. Also, the H75 will have 4000hr TBO, no hot section. If the price is lower than the PT6, it's a deal.

Username Protected · **Posted:** 30 Nov 2015, 11:05

Username Protected wrote:

That's impressive. Jason - is there some sort of aftermarket aux tank upgrade for the PC12? Seems like if it could go 2000nm+, it would be able to do transcontinental both ways.

I've done coast to coast many times non stop. Some days the headwinds going west are too much and I can't make it but that's the case for jets too.

Username Protected · **Posted:** 30 Nov 2015, 11:46

Username Protected wrote:

That's impressive. Jason - is there some sort of aftermarket aux tank upgrade for the PC12? Seems like if it could go 2000nm+, it would be able to do transcontinental both ways.

I've done coast to coast many times non stop. Some days the headwinds going west are too much and I can't make it but that's the case for jets too.

Username Protected · **Posted:** 30 Nov 2015, 11:50

Just can't have enough range in my opinion. The PC12 is certainly one of the best in this department.

Username Protected · **Posted:** 30 Nov 2015, 11:51

Username Protected wrote:

the way the PC12 climbs, who cares if you have to stop and get some lunch, stretch your legs, top the tanks and get back up

at least that's what my simple mind thinks, i've never flown in a PC12 but hope to some day

Yeah you can fly it how you want.

It has the legs though. Once I put it up high I like to leave it there. It's a comfortable airplane. Being in it for 6 hours doesn't bother me at all. It's faster than doing the same flight commercial.

I flew back from Grand Cayman yesterday non stop wth 8 on board plus bags. NO big deal.

Username Protected · **Posted:** 30 Nov 2015, 11:57

Username Protected wrote:

the way the PC12 climbs, who cares if you have to stop and get some lunch, stretch your legs, top the tanks and get back up

at least that's what my simple mind thinks, i've never flown in a PC12 but hope to some day

Yeah you can fly it how you want.

It has the legs though. Once I put it up high I like to leave it there. It's a comfortable airplane. Being in it for 6 hours doesn't bother me at all. It's faster than doing the same flight commercial.

I flew back from Grand Cayman yesterday non stop wth 8 on board plus bags. NO big deal.

Username Protected · **Posted:** 30 Nov 2015, 12:20

Username Protected wrote:

What was your route to and from the Caymans?

Pretty much the same both ways.

This is coming back
GCM UCL UG448 TADPO G448 MTH ORL VQQ DBN JRAMS3

https://flightaware.com/live/flight/N80 ... /MWCR/KPDK

Username Protected · **Posted:** 30 Nov 2015, 14:17

Who did you use for the overflight permit? I'm looking to go to the Cayman's this winter.

Username Protected · **Posted:** 01 Dec 2015, 23:13

Username Protected wrote:

I've done coast to coast many times non stop.

The PC-12 is not a truly reliable transcontinental aircraft. It doesn't have that much range even in zero wind.

PC-12NG has about 1600 nm NBAA IFR range. The closest the Atlantic and Pacific get across the USA is over 1800 nm, and that's San Diego to the shores of Georgia. JFK to LAX is 2150 nm, the flight that has come to define "transcontinental".

http://www.synerjet.com/assets/pc-12-factsheet.pdf

Mike C.

New Turbo Prop Option