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 Post subject: P&W PT6-60A or Garrett TPE331-10 which would you prefer
PostPosted: 23 Oct 2011, 14:23 
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It's always fun for me to talk about jet-a burners, and have often wondered which engine has the edge. You know, just in case my ship comes in.

I scrolled through the dash numbers of the PT-6 turboprops and see that the 60A is probably the one that competes directly with Garrett's TPE 331-10. 60A is 1050 shp while the 331-10 is 1070 shp.

But for the purpose of comparison I know you can't get a -10 on any airframe you choose. I know you could put a -10 on a B100. I think you can go with a -10 on just about any airframe that has any TPE-331 on it. But if you look at an A100 for comparison I'm not sure what PT-6 upgrade options exist. There's a little known STC for an E90 with -10s, and you could also go with PT6-135 (but they produce 750 shp). Although that may be a good comparison despite the mismatch.

Anyway, for those with operational and ownership experience on both of these turbines which would you go with. Or for those simply with an opinion, what do you think?

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 Post subject: Re: P&W PT6-60A or Garrett TPE331-10 which would you prefer
PostPosted: 23 Oct 2011, 14:28 
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I know you can get two -10s OH'd for less than a PT6A-67B (Pilatus). Not sure about other PT6s.

I like the idea of direct drive, but the noise is......well, noisy.

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 Post subject: Re: P&W PT6-60A or Garrett TPE331-10 which would you prefer
PostPosted: 23 Oct 2011, 14:47 
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I like the idea of direct drive, but the noise is......well, noisy.


My usual hotel room faces the 'hangar city' of the airport about 200yards away. The one thing that kicks me out of bed at 6am is the local fuel dealers Mu2 firing up for an early morning departure.


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 Post subject: Re: P&W PT6-60A or Garrett TPE331-10 which would you prefer
PostPosted: 23 Oct 2011, 16:24 
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You can get up to 7000 hr TBO on the -10, they are a bit more fuel efficient. Cost much less to overhaul.
Our engine allowance for both sides on our -10 E90 is 56 per hour.
When you are ready you can buy our E90 get 275kts on 70gpm.
Of course on short trips you are gonna average 100gpm.
My bro has Pratts on his C90 and we out run him on less fuel.
You can land the sucker on less than the Tbone, but need a lot more for takeoff


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 Post subject: Re: P&W PT6-60A or Garrett TPE331-10 which would you prefer
PostPosted: 23 Oct 2011, 16:29 
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Username Protected wrote:
I like the idea of direct drive, but the noise is......well, noisy.


My usual hotel room faces the 'hangar city' of the airport about 200yards away. The one thing that kicks me out of bed at 6am is the local fuel dealers Mu2 firing up for an early morning departure.


It is normal to get the "GARRETT SALUTE" (a finger in each ear" whenever you are on the ramp.

I think the Garrett may be more efficient, both from a engine and aerodynamic standpoint. Generally the cowling is smaller and more streamlined with a Garrett.

That being said, I will take the dependability of a PT6 any day.

Rick
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 Post subject: Re: P&W PT6-60A or Garrett TPE331-10 which would you prefer
PostPosted: 23 Oct 2011, 16:34 
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Udoubtedly we Garret drivers are the loudest on the ramp.
But the day of the Garret grenade is long past, look at the TBO times you can get now.


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 Post subject: Re: P&W PT6-60A or Garrett TPE331-10 which would you prefer
PostPosted: 23 Oct 2011, 17:54 
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Hey Rocky that is a lot of fuel. Six minutes and you are out of fuel. Just kidding I know you mean gph. The PT6 is very expensive to overhaul especially if you use crooks like we did. $775K for two first run -61 engines that were running perfect. This seems to cycle back and forth as in the past the Garretts were more expensive. They are in the process of catching up. The free turbine is a little less eficient but, MUCH easier to start. The Garrett is trying to melt down every time it starts thus the pulsed fuel on start up. Your battery better be very good or have a power cart. Many of the Garretts have two stage compressors and run out of breath at a pretty low altitude, of course that is a factor of the flat rating also. They are both good engines.


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 Post subject: Re: P&W PT6-60A or Garrett TPE331-10 which would you prefer
PostPosted: 23 Oct 2011, 19:27 
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not much range but the accellaration is exhillerating


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 Post subject: Re: P&W PT6-60A or Garrett TPE331-10 which would you prefer
PostPosted: 23 Oct 2011, 22:36 
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Of course PT6 by Pratt & Whitney CANADA.

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 Post subject: Re: P&W PT6-60A or Garrett TPE331-10 which would you prefer
PostPosted: 23 Oct 2011, 22:52 
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I've heard the Garrett is slightly more efficient. Is this true pound for pound? If it is why don't we see a lot more of them?

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 Post subject: Re: P&W PT6-60A or Garrett TPE331-10 which would you prefer
PostPosted: 23 Oct 2011, 23:18 
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Username Protected wrote:
I've heard the Garrett is slightly more efficient. Is this true pound for pound? If it is why don't we see a lot more of them?

They have a complex linkage arrangement which has to be set up by someone who really knows what they are doing. A buddy had a Merlin and it was unbelievably noisy in cabin. It hauled butt though.

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 Post subject: Re: P&W PT6-60A or Garrett TPE331-10 which would you prefer
PostPosted: 24 Oct 2011, 00:31 
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I just love the sound of Garretts.

Rocky - is this the conversion you have?


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 Post subject: Re: P&W PT6-60A or Garrett TPE331-10 which would you prefer
PostPosted: 24 Oct 2011, 08:55 
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Yes that is ours
King Air E90 N290KA

It is not quite as fast at they say. The best cruise speed I have seen is 282kts,
270 to 275 is more typical.

Inside the plane you don't notice the Garret whistle, on the ramp is a different story.


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 Post subject: Re: P&W PT6-60A or Garrett TPE331-10 which would you prefer
PostPosted: 30 Oct 2011, 22:48 
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I have almost zero PT6 experience with which to compare it, but I flew Fairchild Metro- liners for 4000 hrs. Metro had dash 10s, 1000shp, 1100 with Continuous Alcohol Water Injection. As previously noted, thay make a lot of racket, but they work well. Never had one fail, in fact can't hardly remember ever having a maint. issue with one. But you know how it is with turboprops: Don't worry about engine failures; it's the propeller that'l kill you. By the way my favorite prop on the 331 is the Dowty Rotol.
Any of the dash 10 airplanes...690 Commander, MU2, C-441, Merlin3, they all haul the mail. Metro burned about 500lb/hr...90gals/hr. Burns less on the smaller airframes.


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