Yes, at Intercontinental Jet.

Nice article from 1991 so probably more accurate for the early models.

https://books.google.ca/books?id=mhbToF ... es&f=false

Finally edited together the video of my ride in Anthony's a few months back. Pay extra attention to the fuel flows, GS and mpg! What a machine!

[youtube]http://youtu.be/VxqRU7OAKUw[/youtube]

Nice video Adam. More!

I have to say, before my ride with Anthony and despite having had the POH for years, the one complaint I heard from operators is that it was short-legged. And with only 420gal capacity, you can see how that would appear to be correct. The long-wing Commanders have 480gal tanks with TPE331's that burn 20% less fuel, so a thirstier PT6 with less capacity doesn't look too promising on paper. But as you can probably see from video, this thing will make that fuel stretch much further than you can imagine because of its speed. We weren't even holding back much, and she still trued 350kts and averaged about 0.7nm/lb. The 1200nm range left was after we'd flown halfway to Denver from LA already. So, if you're willing to give up just a little bit more speed, this thing will go 1800nm.

And "giving up speed" in a P180 still means your just slowed down to Citation speeds.

I hope you did a little bit better than .7mpg, lol!

LOVED the video and the airplane.

Thanks for the ride along!

Can you imagine what kind of performance you would get with a TPE331 P180? Would it be feasible to mount the TPE backwards? Seems like I recall an air force drone that is TPE powered...

very cool video. It deserves a second and third watching.

Love the plane and the instrument panel!!!

Rgs,

Patrick

I hope you did a little bit better than .7mpg, lol!

LOVED the video and the airplane.

Thanks for the ride along!

A sweet ride!

Oh yeah, complete brain fart! It was 0.7nm/lb at 350TAS, which I'm not capable of converting right now to mpg as I'm cooking dinner. What does that translate to?

You'd have to some sort of reversal of airflow for intake, but shouldn't be impossible. After all, that's how every PT6 does it except on the P180. Yeah, if you could mount -10's or even -12's on it, it would probably be a great performer when it comes to efficiency. But maybe the thermodynamic rating isn't enough for FL410, not sure. The PT6's are flat rated at 850shp on the P180, I wonder what their true SL power is? Probably closer to 1600shp/side.

You'd have to some sort of reversal of airflow for intake, but shouldn't be impossible. After all, that's how every PT6 does it except on the P180. Yeah, if you could mount -10's or even -12's on it, it would probably be a great performer when it comes to efficiency. But maybe the thermodynamic rating isn't enough for FL410, not sure. The PT6's are flat rated at 850shp on the P180, I wonder what their true SL power is? Probably closer to 1600shp/side.

PW rates them at 950 but that’s a flat rating as well.

As for PT6 vs TPE-331, in the Piaggio, the PT6 may gain some efficiency not having to be reverse flow like it normally is, whereas the TPE would lose some, unless you could move the gear box and prop to the turbine end of the shaft. I think that would take considerable engineering effort, whereas that PT6 already had to have the prop on the “right” end.

A modern 21st century Garret pusher design engine would certainly be interesting. I doubt there is enough market for Honeywell to even give it a thought though.

Fantastic video Adam, you could go into the business!
Thanks for posting!