RFDS and the PC-12....
Sprucegoose
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B200:
Max cruise speed: 289 ktas
Max range 1887 nm
Rate of climb (MTOW) 2,450 ft / min
Max cruise speed: 289 ktas
Max range 1887 nm
Rate of climb (MTOW) 2,450 ft / min
I don't think even a brand spanker is capable of those figures...
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HH. That was just a "grab" from the internet, probably sales figures? My recollection of the B200 was around 245 kts TAS and I think the PC12 may be a bees whisker faster? But the two aircraft are reasonably comparable.
The RFDS has limited financial resouces and if they are to continue providing the excellent service they do to Aussie rural communities, they must consider all possible capital and operating cost savings.
Wally, I know you don't like SE turbine aircraft, but the PC12 was designed to fill a market and operating gap and it does that exceedingly well. Indeed, Pilatus have an enviable record in building safe, successful SE turbine aircraft, particularly the PC6, PC9 and PC12.
The RFDS has limited financial resouces and if they are to continue providing the excellent service they do to Aussie rural communities, they must consider all possible capital and operating cost savings.
Wally, I know you don't like SE turbine aircraft, but the PC12 was designed to fill a market and operating gap and it does that exceedingly well. Indeed, Pilatus have an enviable record in building safe, successful SE turbine aircraft, particularly the PC6, PC9 and PC12.
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At FL260 the other night, running book settings, I got 282 KTAS out of a fairly new B200. About 3 knots off book figure of 285 KTAS. At FL220 you could expect around 287KTAS roughly I suppose with a book figure of 290 KTAS. At those power settings range would be around 1350 nm with basic reserves. Initial rate of climb is easily around the 2,500 ft/min mark.
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I got 282 KTAS out of a fairly new B200 ...
I am curious.
Were the "book figures" for "maximum cruise"? If so, what ITT (relative to the red line) do they result in?
Also, where did you get your TAS figure from? From an ADC, or calculated yourself via the prayer wheel?
If via the prayer wheel, were you using the IAS to CAS correction from the flight manual? And, could you have been using indicated OAT instead of true OAT in your calculation?
If via an ADC, then I will have another bunch of questions about the indications it gives (related to the accuracy of all the measurements it makes in order to arrive at a TAS figure).
Edited to add: What wind indications were you getting? Was it indicating a thumping head wind by any chance? Or, was the indicated wind roughly in agreement with the forecast? If the latter, then the ADC measurements and calculations would all have been pretty good.
Last edited by FGD135; 18th Apr 2011 at 07:52. Reason: Added question about winds
Range.
The other side that noone mentions.
I've flown the (pre NG) PC12 on a dark and stormy night from Kalgoorlie to Jamieson (out past Warburton) pick up patient, on to Laverton for another and back to KG still with reserves plus one hour's holding.
Not a snowball's chance in hell of doing that in the aeromed B200 (despite the aforementioned fantasy figures) - you'd have to land at YWBR for fuel on the way back. And you'd have to land there...
I was happier to have the range over the extra donk.
It's a few years ago now, but IIRC - old -200s with -41s were about the same TAS as the PC12 around the low 240s. Newer (then) -200s about 13 kts faster.
I've flown the (pre NG) PC12 on a dark and stormy night from Kalgoorlie to Jamieson (out past Warburton) pick up patient, on to Laverton for another and back to KG still with reserves plus one hour's holding.
Not a snowball's chance in hell of doing that in the aeromed B200 (despite the aforementioned fantasy figures) - you'd have to land at YWBR for fuel on the way back. And you'd have to land there...
I was happier to have the range over the extra donk.
It's a few years ago now, but IIRC - old -200s with -41s were about the same TAS as the PC12 around the low 240s. Newer (then) -200s about 13 kts faster.
Last edited by compressor stall; 18th Apr 2011 at 23:13. Reason: added pre NG
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What wind indications were you getting? Was it indicating a thumping head wind by any chance? Or, was the indicated wind roughly in agreement with the forecast? If the latter, then the ADC measurements and calculations would all have been pretty good.
No flash moves with the Whiz Wheel, just read it straight off the MFD. The range I gave was assuming full tanks at take off (both Aux and Main). At the weight we were at I'd estimate around 850 nautical mile range (Nil Wind and Full Mains).
The unequaled C441, the best aeromedical aeroplane built
Best cruise I've seen so far in a -12NG is 272 KTAS. Book settings. Winter. FL220.
In high summer there seemed to be little in cruise TAS between the NG and the classic (maybe 5-8kt at best).
NG cruise-climbs better, though.
I would guess the latest versions of the B200 are around 15-20kts faster, but don't quite have the payload / range of the PC-12.
Pity about the landing weight restriction of the NG though...
In high summer there seemed to be little in cruise TAS between the NG and the classic (maybe 5-8kt at best).
NG cruise-climbs better, though.
I would guess the latest versions of the B200 are around 15-20kts faster, but don't quite have the payload / range of the PC-12.
Pity about the landing weight restriction of the NG though...
Last edited by rcoight; 18th Apr 2011 at 14:56. Reason: Can't spell after a few scotches...
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Had around 50 knots on the tail for a GS of around 330. Close to forecast from memory. TQ was around 1830 with an ITT of 760 - 40 degrees below Max and 10 below company limit.
Those engines must be almost brand new for you to be getting TQ 1830 at FL260. This would have to be the principal reason for such a good TAS.
Does your aircraft have the Raisbeck RARS (inlet mod) and QTP (4 blade prop) mods?
You state the ITT limit as 800, but I figure your aircraft would have to be a B200, hence -42 engines with the ITT limit at 850 (not 800).
Seasonally Adjusted
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You state the ITT limit as 800, but I figure your aircraft would have to be a B200, hence -42 engines with the ITT limit at 850 (not 800).
Those engines must be almost brand new for you to be getting TQ 1830 at FL260
Sprucegoose
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but, when it comes time to actually load a patient...the PC12 is miles ahead
) to not have to push past patients...
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Originally Posted by Howard Hughes
I don't think even a brand spanker is capable of those figures.
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Just a little aside from the 1 donk vs 2 discussion...
how do you guys that operate both the Beech and the PC12 find each regarding field performance?
Numbers I've read indicate the PC12 has better, but how is it in the real world?
Cheers
how do you guys that operate both the Beech and the PC12 find each regarding field performance?
Numbers I've read indicate the PC12 has better, but how is it in the real world?
Cheers
