Ok so reading the money is no option thread, I saw Adam's post about the Extra 500. So I went to their website and started looking around. This thing seems pretty cool. Like the perfect entry into the turbine world. Whats the catch here? Why no certification in the US? I think it would sell pretty well to people that want to step up to turbine, but not quite all the way to the TBM or so. What do yall think?

http://www.youtube.com/watch?v=OvzNhyz2 ... e=youtu.be

I sat in one at Osh several years ago, and the cockpit was very uncomfortable for me. I'm 6'3" or so and I can squeeze into the Malibu cockpit but not comfortably - The Extra cockpit was worse for me and, as I recall, my shins were hitting something with my feet on the rudders.

Otherwise, it seemed expensive for what it delivered on, but that's from memory.

I don't think there was much, if any, cargo space either. If they could fix a couple of issues and make it speed/payload/range comparable with the PA46 but priced more attractively, it might do OK.

Robert

It's a little odd looking, but I could get past that quickly considering all it offers. 20gph and 200+ knots in pressurized turbine powered comfort.

I flew one a few years ago. I posted here about it.

It had a good AC. I liked it in general. I would certainly consider it but I think the new M600 is probably better (but more $$ too I imagine).

Too slow for the flight levels.
Put in a PT6-21 then your talking. Does tires are way too small.
Buy something that the company will support.

At $3m for a M600, I would buy a used 3-4 year old TBM 850.

I can see how everyone wants to start comparing this plane to the M600 and TBM, but I think it is a notch below these birds, both in capital and operating costs. Thats why I think it would be a great starter turbine for someone who wants to burn Jet-A, but not outlay millions for the above named aircraft. Living in Texas I think about planes that let you travel around the state because driving across Texas takes forever. This is a good candidate for that.

Why would you need a starter turbine? This probably cost around $2m.
Thats a lot of money for 200 kts.

Their web site shows a graph that appears to show a price of $1.3MM. Still not chump change, but maybe the guy that would have bought a new Baron now buys this.

I guess what I'm thinking is that it's a way to get away from 100LL without having to make such a large jump. The transition from 100LL to jet A is a huge jump in purchase price and operating costs and I'm thinking an airplane like this could help bridge the gap that's all. And I think their website says 234 kts cruise which isn't too shabby.

Their web site shows a graph that appears to show a price of $1.3MM. Still not chump change, but maybe the guy that would have bought a new Baron now buys this.

The Extra 500 line has been sold to a Chinese mfg. Walter Extra has concentrated on his aerobatic airplanes, which are very successful. I think developing the 500 put a strain on the companies finances. They were going to build them in Montrose, CO, a few years back, but it fell through. Plane has full EASA certification, so FAA certification is probably just a formality if they want to reintroduce it.

The RR250 is pretty bulletproof engine - it's in pretty much every turbine helicopter ever made. Cheap, too. But it's not flat rated, so it loses some steam up high. I agree this could, priced right, be the perfect step up for someone wanting a simple turbine. They should probably stick a G1000 in it though.

Flat rating, or derating, is something the airframe maker decides upon. All you do is simply decide the engine maximum power is less than what it can do at sea level. Presto, the engine is now derated and can make "sea level power" to some altitude higher than sea level.

Sometimes the engine maker uses a weaker gear box that won't allow full sea level thermodynamic horsepower be delivered to the prop. In that case, the engine must be derated from the thermodynamic limit to at least the gear box limit, but airframe makers can further derate below that if they wish.

If you put the RR250 in an airframe and limit it to about 250 HP at the prop, then it will be able to make sea level power up to about FL180. If you want 450 HP from the RR250, then you only get that at sea level. If you want 450 HP at FL180, then you need to start with an engine that makes about 840 THP, say a TPE331-6, and derate that to 450 HP.

Mike C.

What's the price tag on one of these?

Other than this airplane, I still think the PT6-21 powered B36TC is a great step in airplane to turboprops. Especially if Rocket gets their pressure system going.

No clue on the price tag. I imagine would be around 1.5MM target and increase a little from there.

The only problem I have with the PT6-21 B36TC is that it isn't pressurized. If you get it pressurized its a great airplane, but people don't want to wear oxygen every flight.