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28 Mar 2024, 16:18 [ UTC - 5; DST ]


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 Post subject: C421 converted to single PT6
PostPosted: Today, 11:42 
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Joined: 03/07/18
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Location: Woburn, MA
Saw this as I was looking at LinkedIn earlier from a flight test facility in Canada.

I'm in a mixed bag of "well that's cool" and "but why?" but wanted to share in case someone had more insight into the project. A quick read through some comments and it looks like this has been an ongoing project for somebody over the past several years.

If I understand this correctly, they've converted a 421 airframe into a SETP.

https://www.linkedin.com/posts/lgraviat ... 48576-ciVG

https://www.linkedin.com/posts/lgraviat ... 71488-tcAX


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 Post subject: Re: C421 converted to single PT6
PostPosted: Today, 12:31 
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Joined: 08/14/13
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I don't know, it seems like they could make it longer


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 Post subject: Re: C421 converted to single PT6
PostPosted: Today, 12:42 
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Joined: 07/19/10
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Company: Keller Williams Realty
Location: Madison, WI (91C)
Aircraft: 1967 Bonanza V35
Converting prop twin to SETP is probably the best possible choice -> it already should have big enough fuel tanks to give you decent range.

You might need to make it way too long though to keep it within GC if you're replacing to bulky IOs with one skinny turbine.


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 Post subject: Re: C421 converted to single PT6
PostPosted: Today, 13:04 
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Company: Skyhaven Airport Inc
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Tricky parts is the turbine is not supposed to switch fuel tanks. When O&N converted a couple 340s to twin Allison turbines they modified the aux tanks to continually refill the tips (mains) or the tips drain into the aux always I forget which it was.
Then if you have locker tanks you can refill the tips but not feed directly from them like normal. The tricky part is tip tank Cessnas usually feed directly from the mains or aux tanks when selected.

Then there is the left right tank issue for a single turbine. Maybe header tank in the nose supplying the engine?

I wonder if the engine beam torque on the wing structure was figured into twisting moment during a High positive G event. Without the engines twisting the wing leading edge down is the spar strong enough?

Makes me wonder about the prop blade pulse frequency on the horizontal tail and the Conquest having dihedral horizontal tail vs the 421 does not. 441 having debonding issues of the tail also.

There are a lot of things to consider beyond bolting it on.


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 Post subject: Re: C421 converted to single PT6
PostPosted: Today, 13:09 
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Joined: 11/03/08
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Location: Peachtree City GA / Stoke-On-Trent UK
Aircraft: A33
there has also been a 340 converted to SETP. In fact, I have a notion (maybe misplaced) that a member here owns it, or owned it


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 Post subject: Re: C421 converted to single PT6
PostPosted: Today, 13:12 
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Joined: 01/19/16
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Location: 13FA Earle Airpark FL/0A7 Hville NC
Aircraft: E33/152A
Cessna did a proof of Concept 340 with a single PT-6 in the 80s. The aircraft went to a scrap yard and was then salvaged. It was subsequently converted with a 750 HP Walter 601D.

It performed well.


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Last edited on 28 Mar 2024, 13:23, edited 1 time in total.

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 Post subject: Re: C421 converted to single PT6
PostPosted: Today, 13:21 
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Joined: 01/19/16
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Location: 13FA Earle Airpark FL/0A7 Hville NC
Aircraft: E33/152A
Username Protected wrote:
Tricky parts is the turbine is not supposed to switch fuel tanks. When O&N converted a couple 340s to twin Allison turbines they modified the aux tanks to continually refill the tips (mains) or the tips drain into the aux always I forget which it was.
Then if you have locker tanks you can refill the tips but not feed directly from them like normal. The tricky part is tip tank Cessnas usually feed directly from the mains or aux tanks when selected.

Then there is the left right tank issue for a single turbine. Maybe header tank in the nose supplying the engine?

I wonder if the engine beam torque on the wing structure was figured into twisting moment during a High positive G event. Without the engines twisting the wing leading edge down is the spar strong enough?

Makes me wonder about the prop blade pulse frequency on the horizontal tail and the Conquest having dihedral horizontal tail vs the 421 does not. 441 having debonding issues of the tail also.

There are a lot of things to consider beyond bolting it on.


I solved the fuel selection issue on my single turbine (converted 58TC Baron) by utilizing the in tank submerged pumps. Take off-both on (with inline check valves) after climb then turn one off. When wing gets heavy select to transfer (reconfigured factory valve to utilize crossfeed port and line to transfer to other side). When pressure switch triggers annunciator light (no flow) then turn that pump off. This way all of the remaining useable fuel is in one tank. Worked perfectly and never had to worry about unporting fuel. Entire fuel system is under positive pressure so no chance of drawing in air.

https://motoplaneparts.com/czechmate/

I utilized that configuration on this aircraft too.

https://www.facebook.com/beechcraftheri ... 155373026/


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 Post subject: Re: C421 converted to single PT6
PostPosted: 57 minutes ago 
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Joined: 08/24/13
Posts: 8407
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Company: Aviation Tools / CCX
Location: KSMQ New Jersey
Aircraft: TBM700C2
Username Protected wrote:
Tricky parts is the turbine is not supposed to switch fuel tanks.


TBMs do it


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