What should Colin's next plane be?

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CFIDave
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Re: What should Colin's next plane be?

Post by CFIDave »

Lance Murray wrote:
Mon Sep 30, 2019 1:57 am
Honestly a turbine PT6 is as easy to operate as the engines on your DA42. Or even easier.
I have to totally disagree on this. I've been flying as a C90 King Air co-pilot, and the first time I was blown away by how complex and how many checklist steps are required just for engine start. It's also possible to "screw up" to where you over-temp and destroy a PT6. I really need to take a formal engine training course on PT6 engines to understand everything that's going on.

In contrast, a FADEC DA42 or DA62 is simplicity itself. The push-button start of my DA62 (or turn of the key on a DA42) is literally an order or magnitude easier, and there's virtually no potential for destroying an engine. When I give DA62 demo rides I always let the prospective customer start the engines (I simply talk them through it); there's NO WAY I'd do this on a King Air.
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Re: What should Colin's next plane be?

Post by ememic99 »

CFIDave wrote:
Tue Oct 01, 2019 2:01 pm
Lance Murray wrote:
Mon Sep 30, 2019 1:57 am
Honestly a turbine PT6 is as easy to operate as the engines on your DA42. Or even easier.
I really need to take a formal engine training course on PT6 engines to understand everything that's going on. In contrast, a FADEC DA42 or DA62 is simplicity itself.
Absolutely. Plus the forces experienced in sudden OEI event are non-comparable to what you have in DA42/62. Turbine twin is just different beast.
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Re: What should Colin's next plane be?

Post by Colin »

If I get a DA62 I want to add a few batteries because I want to start both engines at once.
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Re: What should Colin's next plane be?

Post by jb642DA »

Usually my start "sequence"" is dictated by my wife (when onboard!)

Start #1.......turn on Air conditioning alternator switch.....push Air Conditioning "on button".......start #2!
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Re: What should Colin's next plane be?

Post by Paul »

You can cut your PT-6 failure chance in half by looking at a Meridian or a TBM instead of a King Air. Also cuts your fuel use in half too. :D Happy to take you flying in an M600 if you ever want a test ride.

I only have about 20 DA42 hours but Lance isn’t far off. Start in the M600 is flip two switches and push a button and then add fuel. Not quite as easy as a DA42 but pretty close. And once that Pratt gets going, it just keeps making power. I add half a quart of oil about every 100 hours and that’s pretty much all there is to it until 1,800 hours.
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Re: What should Colin's next plane be?

Post by PeterK »

Paul wrote:
Thu Oct 03, 2019 5:00 am
...that’s pretty much all there is to it until 1,800 hours.
And at 1800 hours it is either HSI or a decent used DA40, correct?
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Re: What should Colin's next plane be?

Post by Paul »

PeterK wrote:
Fri Oct 04, 2019 2:44 pm
Paul wrote:
Thu Oct 03, 2019 5:00 am
...that’s pretty much all there is to it until 1,800 hours.
And at 1800 hours it is either HSI or a decent used DA40, correct?
No the 1,800 hour hot section for the PT6 in the Meridian and M600 seems to average between $20k - $30k. The overhaul at 3,600 hours costs a lot more.
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Re: What should Colin's next plane be?

Post by PeterK »

Really? That's bearable, quick initial research pointed at ~$200K. $20k-$30k is very comparable with piston overhaul.
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Re: What should Colin's next plane be?

Post by Paul »

I think the overhaul price at 3,600 hours might be $200k. I don’t know and I try not to think about it. I just hope I’m still flying something when I put that many more hours on a plane. The hot section at 1,800 hours is much less expensive and seems to be in the range I quoted unless something is very wrong with the engine.
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