Lance Murray wrote: ↑Mon Sep 30, 2019 1:57 amHonestly 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.
Epic Aircraft E1000 GX
Former DA40XLS, DA42-VI, and DA62 owner
ATP, CFI, CFI-I, MEI
Lance Murray wrote: ↑Mon Sep 30, 2019 1:57 amHonestly 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.
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. 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.
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.