BeechTalk - BT

Username Protected · **Posted:** 25 Jul 2016, 13:23

Username Protected wrote:

Nope. You sum it up well. SETP= SLOOOOOOWWW TURBINE

My next step up is 450 or bust

Was at a friends birthday last night here in T-Ride and we were talking 450 knots and what it takes. There are a number of options that will get you there. Phenom 300 is a very good choice to haul all the mail. It's a fair bit more on a per mile basis than the PC12NG, and it's also a little more limited in the available runway options.

Where the PC12 excels is it's load carrying and it's ability to fit into pretty much any single airport. The latest NG does 285, which is inching up there to 300 knots. You can also fly an approach/final at 85knots

The SETP market is really strong because of operating costs and simplicity.......they're very appealing. I just did some serious engine out training out at Montrose with Shane Jordan and what the airplane is able to do is pretty much jaw dropping.....

Username Protected · **Posted:** 25 Jul 2016, 13:26

Username Protected wrote:

Where the PC12 excels is it's load carrying and it's ability to fit into pretty much any single airport. The latest NG does 285, which is inching up there to 300 knots. You can also fly an approach/final at 85knots

Love the PC-12NG, but I rarely see faster than 260. Maybe the one I fly is slower. Been a hot summer though and usually temp limited.

Username Protected · **Posted:** 25 Jul 2016, 13:36

Username Protected wrote:

Where the PC12 excels is it's load carrying and it's ability to fit into pretty much any single airport. The latest NG does 285, which is inching up there to 300 knots. You can also fly an approach/final at 85knots

Love the PC-12NG, but I rarely see faster than 260. Maybe the one I fly is slower. Been a hot summer though and usually temp limited.

Username Protected · **Posted:** 25 Jul 2016, 13:52

Username Protected wrote:

Adam, do you run book/torque numbers or if temp limited less than 780?

Keeping temps just under 780 at FL230 or 240. Trues out at 260-265.

Username Protected · **Posted:** 25 Jul 2016, 14:08

Username Protected wrote:

[
Love the PC-12NG, but I rarely see faster than 260. Maybe the one I fly is slower. Been a hot summer though and usually temp limited.

Yours' must be broken. In this heat yesterday with a full boat and full fuel I was 268. In the winter I'm 280. Light I've seen 287.

The newest NG's are 5-7 knots faster.

Username Protected · **Posted:** 25 Jul 2016, 14:18

Username Protected wrote:

[
Love the PC-12NG, but I rarely see faster than 260. Maybe the one I fly is slower. Been a hot summer though and usually temp limited.

Yours' must be broken. In this heat yesterday with a full boat and full fuel I was 268. In the winter I'm 280. Light I've seen 287.

The newest NG's are 5-7 knots faster.

Username Protected · **Posted:** 25 Jul 2016, 14:19

I know it's a PC-12 copy, but I'm excited for this airplane. Mainly because I think there is a good chance Cessna is going to one-up the PC-12 at every design decision. They pretty much have to. You know the sales literature is going to be of the "us vs them" type.

Username Protected · **Posted:** 25 Jul 2016, 14:23

Username Protected wrote:

I know it's a PC-12 copy, but I'm excited for this airplane. Mainly because I think there is a good chance Cessna is going to one-up the PC-12 at every design decision. They pretty much have to. You know the sales literature is going to be of the "us vs them" type.

I bet they take a page out of Apple's playbook and go on with their "clean-sheet", never-seen-before propaganda. The competition? What competition? This is a revolution!

Username Protected · **Posted:** 25 Jul 2016, 14:35

Username Protected wrote:

I bet they take a page out of Apple's playbook ....

Probably. If they can. Building a quality product with features that people want in a way they can use and being able to charge a premium seems like a good business plan to me. Apple figured how to stay away from the spec sheet war and just make something the market wanted. I suspect Cessna would like some of that secret sauce.

Username Protected · **Posted:** 25 Jul 2016, 14:38

Username Protected wrote:

I know it's a PC-12 copy, but I'm excited for this airplane. Mainly because I think there is a good chance Cessna is going to one-up the PC-12 at every design decision. They pretty much have to. You know the sales literature is going to be of the "us vs them" type.

Agreed. Not one bad thing about this, except a bit of sentimental pain it doesn't carry a Beech name. Chances are Cessna sees the step up from this a Citation, not a King Air, so it makes sense. I'm an aspiring SETP owner, so any competition has to be a good thing.

Username Protected · **Posted:** 25 Jul 2016, 14:43

Username Protected wrote:

I know it's a PC-12 copy, but I'm excited for this airplane. Mainly because I think there is a good chance Cessna is going to one-up the PC-12 at every design decision. They pretty much have to. You know the sales literature is going to be of the "us vs them" type.

I agree, they have the advantage of being able to adopt all new tech. So the electronics, will be better, the ergonomics better, the reliability better with new tech although TP's already enjoy phenomenal operating reliability. But if it holds true for Cessna... They will market a 285 knot plane that will go 300, whereas the competition will market a 285 knot plane that will do as in this post 268 :duck:

Some airframers like to let the marketing folks write the performance charts.

I have never seen a Mooney, TBM, or Cirrus hit the marketing numbers in routine flight. Whereas the Mustang, M2, Mirage, Meridian, and even Diamond products I have flown will usually nail book or better performance in the real world.

Username Protected · **Posted:** 25 Jul 2016, 14:59

Username Protected wrote:

[
Love the PC-12NG, but I rarely see faster than 260. Maybe the one I fly is slower. Been a hot summer though and usually temp limited.

Yours' must be broken. In this heat yesterday with a full boat and full fuel I was 268. In the winter I'm 280. Light I've seen 287.

The newest NG's are 5-7 knots faster.

Username Protected · **Posted:** 25 Jul 2016, 15:00

Username Protected wrote:

Nope. You sum it up well. SETP= SLOOOOOOWWW TURBINE

My next step up is 450 or bust

Was at a friends birthday last night here in T-Ride and we were talking 450 knots and what it takes. There are a number of options that will get you there. Phenom 300 is a very good choice to haul all the mail. It's a fair bit more on a per mile basis than the PC12NG, and it's also a little more limited in the available runway options.

Where the PC12 excels is it's load carrying and it's ability to fit into pretty much any single airport. The latest NG does 285, which is inching up there to 300 knots. You can also fly an approach/final at 85knots

The SETP market is really strong because of operating costs and simplicity.......they're very appealing. I just did some serious engine out training out at Montrose with Shane Jordan and what the airplane is able to do is pretty much jaw dropping.....

Username Protected · **Posted:** 25 Jul 2016, 15:07

Username Protected wrote:

Don't get me wrong. I absolutely love the Pilatus and what it can do. It's just not want I want to do.

Agreed and perfectly understood. Phenom 300 or Sovereign it is, or hell, go with the g450

Username Protected · **Posted:** 25 Jul 2016, 15:19

It's nice to see they went with something else than the PT6. The segment needs another engine player. Probably will burn less fuel, as the PT6 isn't the most modern or fuel efficient design.

CESSNA DENALI SINGLE ENGINE TURBOPROP