Username Protected wrote:
-14s make a ton of power. A 300 knot pc12 on less fuel plus no ice door so no more piston speeds when you are in clouds is the ultimate turboprop imo
No doubt about it, was and still is a very good engine…
But I do not see how Honeywell would want to compete now with a new product? Have not heard that they would be in the process of developing one..
and now with GE, and they obviously had to invest tons of money in their new ATP Engine, taking Pratt by the horns, the marketplace could become crowded…
and somehow the new TP Designs like PC12, TBM and now the Denali by way of design lend themselves to the "reverse" concept of a PT6 design or similiar because it is easier to have those two exhaust stacks up front..also makes for a shorter more compact engine...
inertial separators, as cumbersome as they may appear at first sight still are a very effictive way to protect an engine, not only from ice but also from FOD of any sort..( the FOD protection part pretty handy on those TP designs when landing or taking off from unimproved strips or grass..)
and James Raisbeck has proven over and over again, that with a bit of aerodynamic and engineering finesse they can be optimized so as not to rob too much power..
P.S.: I may be wrong, please correct me, but if I remember correctly, Honeywell somehow "lost sight" of the GA market with their TP line, when they concentrated with the 331s in the 70s and 80s on the new commuter airlines and the Metros…
and let us not forget they have been highly successful with their 731 line with the bizjets and their APU programs..so the GA TP side got sort of overlooked..and even if they wanted now, they'd have to come back to the market with a new design..and I doubt that presently at least they are ready to invest what it would take to do that..they have enough other engine programs..for the higher end..