Cessna Denali V PC12
Cessna Denali V PC12
Are Cessna being deliberately conservative with the performance specs of the up comming Denali.
It has an engine claimed to use 30% less than the "nearest competitor", yet the Denali has less range with the same fuel as the PC12.
Speeds, weights, dimensions etc all seem very close to identical as the PC12.
So what's the supposed advantage, why would somone put up money for an aircraft that they wont get for a couple more years when the PC12 can do it now.
It has an engine claimed to use 30% less than the "nearest competitor", yet the Denali has less range with the same fuel as the PC12.
Speeds, weights, dimensions etc all seem very close to identical as the PC12.
So what's the supposed advantage, why would somone put up money for an aircraft that they wont get for a couple more years when the PC12 can do it now.
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Are Cessna being deliberately conservative with the performance specs of the up comming Denali.
It has an engine claimed to use 30% less than the "nearest competitor", yet the Denali has less range with the same fuel as the PC12.
Speeds, weights, dimensions etc all seem very close to identical as the PC12.
So what's the supposed advantage, why would somone put up money for an aircraft that they wont get for a couple more years when the PC12 can do it now.
It has an engine claimed to use 30% less than the "nearest competitor", yet the Denali has less range with the same fuel as the PC12.
Speeds, weights, dimensions etc all seem very close to identical as the PC12.
So what's the supposed advantage, why would somone put up money for an aircraft that they wont get for a couple more years when the PC12 can do it now.
As it is now, after training in a Cessna, the wealthy owner/pilot hops into a TBM or PC-12 and Cessna becomes a mere after thought.
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The most logical theory I've heard is that Cessna wants to keep customers their product family. - Initial training in a C-172/182, maybe Caravan time, and then into the Denali and onto a Mustang.
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I believe the figure of 30% is the longer TBO of GE engine of the Denali (vs PT-6) and not the fuel burn. What is missed in comparison was the plentiful TBM's of variety of sizes, horse-powers,speed, and weight category. which are another family of working single engine Turbo Props.
I am not quite sure if these category of aircraft (S.E.Turbo Props) are allowed to operate as in Part-135 in USA and specially IFR at night as they maybe allowed in Europe, and would like to know for sure. If not, then their use will be limited to private and corporate owners only and not as charter service. Just curious. Thanks.
I am not quite sure if these category of aircraft (S.E.Turbo Props) are allowed to operate as in Part-135 in USA and specially IFR at night as they maybe allowed in Europe, and would like to know for sure. If not, then their use will be limited to private and corporate owners only and not as charter service. Just curious. Thanks.
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I believe the figure of 30% is the longer TBO of GE engine of the Denali (vs PT-6) and not the fuel burn. What is missed in comparison was the plentiful TBM's of variety of sizes, horse-powers,speed, and weight category. which are another family of working single engine Turbo Props.
I am not quite sure if these category of aircraft (S.E.Turbo Props) are allowed to operate as in Part-135 in USA and specially IFR at night as they maybe allowed in Europe, and would like to know for sure. If not, then their use will be limited to private and corporate owners only and not as charter service. Just curious. Thanks.
I am not quite sure if these category of aircraft (S.E.Turbo Props) are allowed to operate as in Part-135 in USA and specially IFR at night as they maybe allowed in Europe, and would like to know for sure. If not, then their use will be limited to private and corporate owners only and not as charter service. Just curious. Thanks.
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