BeechTalk - BT - Pilatus PC-12 October Announcement????

Username Protected · **Posted:** 22 Oct 2019, 11:14

Username Protected wrote:

Brochure is up. PC-12 no longer needs Prist
https://pilatus-aircraft.com/data/docum ... ochure.pdf

290tas
5000 tbo

Add that new cowling above and it’s a 308 knot airplane.

The new cowling would allow the same torque about twenty five hundred feet higher.

Username Protected · **Posted:** 22 Oct 2019, 11:18

Username Protected wrote:

The new cowling would allow the same torque about twenty five hundred feet higher.

Nice. So the new 290TAS is quoted at FL220. You're saying the cowling would deliver that at FL240?

Username Protected · **Posted:** 22 Oct 2019, 11:18

Quick question just asking, does the PC12 have anti-skid?

Username Protected · **Posted:** 22 Oct 2019, 11:28

Username Protected wrote:

The new cowling would allow the same torque about twenty five hundred feet higher.

Nice. So the new 290TAS is quoted at FL220. You're saying the cowling would deliver that at FL240?

Username Protected · **Posted:** 22 Oct 2019, 13:11

Username Protected wrote:

Nice. So the new 290TAS is quoted at FL220. You're saying the cowling would deliver that at FL240?

Yes but on this new model it would require a software change from Pratt or Pilatus. leaving for the convention hall now.

Username Protected · **Posted:** 22 Oct 2019, 13:14

Username Protected wrote:

Now, if only it had a G3000

Garmin is way, way, way, way, way more reliable.

That being said, in the air, single pilot IFR in busy airspace, I'll take the Apex system!!!

Username Protected · **Posted:** 22 Oct 2019, 13:17

Username Protected wrote:

Now, if only it had a G3000

Garmin is way, way, way, way, way more reliable.

That being said, in the air, single pilot IFR in busy airspace, I'll take the Apex system!!!

Username Protected · **Posted:** 22 Oct 2019, 13:20

Username Protected wrote:

Which proves that it was just simple greed and their complete monopoly in the market place that dictated that all along. Never had anything to do with safety whatsoever. I actually find it complete shameful and despicable. Hope GE wipes their asses with their engine.

:crazy:

I think a little of everything. The metalurgy is getting better, the actual manufacturing has gotten better. It's incremental improvements all the time.

Now they just have to get their fuel burn to tpe standards.

Username Protected · **Posted:** 22 Oct 2019, 13:21

Username Protected wrote:

Garmin is way, way, way, way, way more reliable.

That being said, in the air, single pilot IFR in busy airspace, I'll take the Apex system!!!

I disagree. The Apex has been rock solid and we've had major issues with the G3000 in the Honda. Grounded twice and had to replace one of the computers in < 2 yrs. Apex with the touch controller is everything the G3000 is. I like what I see in the Pilatus better because I don't have to dig through 3 menus just to turn the light cabin light on.

Username Protected · **Posted:** 22 Oct 2019, 13:23

Username Protected wrote:

Pratt playing pre-emptive defense against the new GECatalyst engine.

Think about what the
5k TBO
No HSI*
On condition Hots*
and
290 kts,

does to further improve the already stellar DOCs of that airplane...

Maybe they are saving +300 kts changes as a hole card?

*I assume "no HSI" and "on condition hots" means the engine gets scoped regularly and thats how the decision to open her up is made?
Is any data collection used as part of the decision?
Historically, if nothing has materially changed, what is the likelihood of making it 5k without being opened up?
(Educate me, please)

I am sure the hot section will still get done, in fact I would plan to do two hots after the first and before the second overhaul.

I have a lot more experience with -60A's than -67's but all of the big Pratts seem to deteriorate at a pretty high rate. I wonder if Pratt is lowering the temps in the manual? This would protect the engine and justify the 5000 hr TBO.

Username Protected · **Posted:** 22 Oct 2019, 13:28

Username Protected wrote:

I have a lot more experience with -60A's than -67's but all of the big Pratts seem to deteriorate at a pretty high rate. I wonder if Pratt is lowering the temps in the manual? This would protect the engine and justify the 5000 hr TBO.

My first HSI had nothing wrong with it. I think that the -67P is a different metalurgy than the other engines.

Username Protected · **Posted:** 22 Oct 2019, 13:49

Username Protected wrote:

I wonder if Pratt is lowering the temps in the manual?

But then where would the extra power come from? The PW page linked earlier says "Latest-generation Single Crystal Compressor Turbine blades" and "Optimized turbine cooling" so I expect that enables it to tolerate higher temps, for more power, and still improve longevity.