BeechTalk - BT - Upcoming PC-12 upgrades

Username Protected · **Posted:** 07 Jun 2019, 12:45

Username Protected wrote:

It's more than 15 knots as I never see 285 in my Pilatus. I get 275 in the winter. 265 in the summer.

But if they started advertising 300 that would mean 285. so you're back to 15 kts.

Username Protected · **Posted:** 07 Jun 2019, 12:51

Username Protected wrote:

It's more than 15 knots as I never see 285 in my Pilatus. I get 275 in the winter. 265 in the summer.

But if they started advertising 300 that would mean 285. so you're back to 15 kts.

Username Protected · **Posted:** 07 Jun 2019, 13:25

Username Protected wrote:

Textron will bring the Denali, but people are going to be very, very leery of the engine......

Yeah after getting the F%#$ around investing in new technology (Tamaracks) I’d be cautious too.

Lesson learnt.

Andrew

Username Protected · **Posted:** 07 Jun 2019, 13:26

300 kts in a single engine aircraft the size of a PC-12 or Denali is a huge hurdle.

Username Protected · **Posted:** 07 Jun 2019, 13:35

Daher went from 310ish to 325ish by changing the shape and flow of the intake, distance from prop to intake, cleaning up airframe, and adding winglets, and inner gear doors.

Pilatus could follow suit. only makes sense. we would have looked more closely had it been a 300+ airplane.

and i second the 7 bladed prop "problem." our 5-blade Hartzell is freakishly close to the lektro when being towed.

Username Protected · **Posted:** 07 Jun 2019, 13:41

Username Protected wrote:

300 kts in a single engine aircraft the size of a PC-12 or Denali is a huge hurdle.

There's no problem a really big engine can't fix.

How about 1330nm range, 330kts top speed, with a 6200lb useful load?

https://en.wikipedia.org/wiki/Grumman_F6F_Hellcat

:duck:

Username Protected · **Posted:** 07 Jun 2019, 15:50

Username Protected wrote:

and over 1,000 NM, that 15 kts saves you all of what... 13 minutes?

It's more than 15 knots as I never see 285 in my Pilatus. I get 275 in the winter. 265 in the summer.

I'm fine with 265 until I get myself into an 80 knot headwind. Getting 300+ TAS would really help the westbound in winter flying. All other missions 265-275 doesn't bother me at all.

Username Protected · **Posted:** 07 Jun 2019, 16:18

Username Protected wrote:

The real difference is GE has TONS of experience building engines... I don't know if this engine will be a larger version of the H80 but if it is it's a design that is not only very well proven, it is so much simpler than the Pratt PT-6A that reliability won't even be a question.

Even if it's a clean sheet, GE knows what they are doing. We don't see their name in GA a lot... but their engines are literally everywhere.

Agreed in part. The new GE9X has pushed back boeing testing because of an anomaly and GE's stock has taken a hit because of reliability/durability issues in some of it's commercial engines.

That being said, I think it's a very good thing that they are bringing this engine to market. Remember that they're investing 400MM in this engine and Denali is not the only one going to be using it. If Pratt takes the same hit to it's GA engines that they are taking in the commercial side with their new engine, it bodes very well for innovation from both sides. I welcome that.

I'm a fan of additive engineering too.