They seem to be doing zero marketing or trying to attract new customers. They missed the whole SETP wave.

They seem to be doing zero marketing or trying to attract new customers. They missed the whole SETP wave.

Some of the Turbo Thrushes have Garretts, but that's not a very mainstream airplane. A few Caravan conversions too... other than those two I think it comes down to odds and ends around aviationdom. I can't think of any really popular examples.

Basically everything, GE says. Lower fuel burn (higher pressure ratio, more efficient compressor), longer TBO, no HSI, lower cost of ownership.

Basically everything, GE says. Lower fuel burn (higher pressure ratio, more efficient compressor), longer TBO, no HSI, lower cost of ownership.

So it appears that the rear exhaust layout is a problem that can be addressed. They just route the exhaust out of one side of the nose. I wonder how much that affects performance? It seems to be available as a conversion only, so I wonder if it's one they came up with to hit a price point that they couldn't hit with a Pratt, or something like that?

https://farm4.staticflickr.com/3933/154 ... 30aa_b.jpg

The Caravan conversion also solved the exhaust issue. I think it's a combination of things, roughly in order of importance:

1. PWC has the market locked up, their engines are reliable, the service network is well established, and aviation favors the low risk solution.
2. Garrets are super loud on the ground.
3. Garrets take longer to start and are more susceptible to hot/hung starts if the batteries are not in top condition.
4. Garret installations usually require two batteries for a series start. That adds about 90 lbs to the installation.
5. I am not sure about this one but maybe the NTS system is more complex and expensive than the PT6 auto feather system which is very simple, and not even required for some airframes.

FWIW, the NTS system is a mechanical valve/gear gizmo which uses centrifugal/helical force to position a small valve. It's about the size of 2/3s of a tennis ball canister. There's not much complexity there. Electrical power is only required to run the oil pump to test the Beta indicator lights during preflight/runup, it's not required for the NTS system to operate. That's maybe slightly oversimplified, but it's a pretty clever and simple system.

Those one side exhaust stacks on those low and slow birds are pretty ugly. Looks like someone duct taped then on. Woof.

If you note the ceramic coated stacks on the Meridian are quite symmetric, look really fast and never lose their shine.

Ceramic coated what’s?

Ceramic coated stainless. They do it on car exhaust. http://specializedcoating.com/ceramic-coating/2018337

Could you do that on a turbine exhaust stack with just a log book entry?

FWIW, the NTS system is a mechanical valve/gear gizmo which uses centrifugal/helical force to position a small valve. It's about the size of 2/3s of a tennis ball canister. There's not much complexity there. Electrical power is only required to run the oil pump to test the Beta indicator lights during preflight/runup, it's not required for the NTS system to operate. That's maybe slightly oversimplified, but it's a pretty clever and simple system.

Sounds like the only thing that would make the system better is if it completely feathered the prop with no action by the pilot like the PT6 system does

Just teasing, it sounds like an ingenious and simple device. The PT6 pressure switches do occasionally need adjustment. I just like how there's nothing to do engine wise with the PT6 system after a failure.

I don't see any ceramics.......coated or otherwise.