Hey Mark, I work for Pratt & Whitney at the plant where you engine was assembled and tested in Lethbridge, Alberta. In fact there is a very good chance I actually spent some time assembling part of that engine. We take great pride and care when building the engines but rarely get to hear actual owners talk about their experiences of using our beautiful machines. The only thing better for your PC12 if it was available on an STC would be the PT6E-67P that is currently the rage and powering the PC12NGX aircraft. Another very beautiful machine. Thanks for sharing your experience.
@@otool the plant has been there since 1992, officially opening in Spring of 1993. I'm one of a few people left working there that were hired in the later part of 1992. Currently there are about 130 people working there.
I was about to say the same thing. I have learned so much from these two videos. I like to know all kinds of things that in no way impact me directly. This is very interesting stuff.
25 years ago I used to fly the Beech 1900D. Two PT6-67D’s with 1279 hp each. We would set max torque for takeoff, and climb like a homesick angel, and watch the torque drop off (because All turbine engines are normally aspirated). But we could advance the power levers to bring torque back up to max by adding more fuel to the fire which increases the ITT (interstage turbine temperature) until you reach the temperature limit (at around 16,000ft). Now you’re “temp’d out” or temperature limited and your torque continuously drops as you continue to climb. Man I miss that plane. It would haul 19 folks and all their bags (1700 pounds) straight to fl250, and cruise all day at 270-285 kts. All your points ring true-nice data Mark.
I’m not a pilot. You were wrong to talk everyone out of this one. Easy to track. Super interesting. The economy of the decisions on all the levels that you went over was enlightening. To see someone so pleased and happy about all the work and thought that went into this is really cool. Happy for you guys.
@@801pilot Full agreement with Ian and Lawrence Mark. Terrific descriptions, explanations, etc. I am not a pilot either but have always had fascination with flight. Be well Sir.
Mark is like the wonderful grandfather who taught me mechanics with the patients that only a grandfather could. Slowly and in terms I can understand. Mike is such a workaholic that you feel only facts are relayed and then moving on. But Mark is such a genuine soul!
I always find with the temperatures in Australia once you get the 780c (which is our climb limit unless you need the performance) you don't have to worry about it too much and can focus on other things. Running the NG at MTOW most of the time with around 2hr sectors trying to get to higher (above 240) is a struggle. Forgot to mention it would be interesting to see a 5 or 7 blade on the 45 with the rest of the mods.
@Matt, You sound like a pilot with the RFDS with whom Pilatus has had a long successful history: both the PC-12 and their PC-24. Very constructive comment.
@@billhart9832 good guess mate, the other problem we face is every pt6-67p has different total time so its amazing to see how much variance we get between a "good" motor (which for some reason is normally close to when they are needing a hot section inspection or they are approaching overhaul time!). The setting of the thermocouples and the vane class makes a big difference in some motors. The other thing I forgot to mention is takeoff temperatures (at temperatures above 42C) and ground handling is a lot different if you are a bit quick increasing to flight idle before take off it will easily get above 850c on the Temp spike just before the low pressure bleed closes. Marks got me interested in the numbers again!!
Thanks for the “boring” numbers video. I’m new to the PC-12 world and initially couldn’t wrap my head around the economics of the swap from your first video. Now that you broke it down, makes sense for the long game.
Thanks for geeking out on the numbers. I loved it. My first airline (as an aircraft dispatcher)sent me to a two week performance engineering class put on by Boeing. Way over my skill set but, awesome information. I totally get the trips to Texas. When I had my small business in the 90’s, my lowly PA-28-151 was an escape from work & the phones. Great reason to fly & get away. Your cost analysis on the “P” motor makes it a no brainer. Especially with the reduced workload. Thanks for sharing.
Hi Mark! Not a pilot, just an old USAF crew chief and mechanic on old KC-135’s! I am a numbers person as far as performance is concerned. Wise choice of money spent for what you gained! Great video and keep putting them out. Thanks
Unless something extraordinary happens, I might never see the inside of an aeroplane again. Still I love to hear these tales from aviation. It is just downright interesting. It help me to dream with improved detail. (daydream and sometimes even at night) For years, Pilatus planes feature from time to time as wallpaper on my PC or phone. (Mostly a red PC 21, somewhere over snow covered mountains.) The dreams don't stop. Back in time, around the world in a Zeppelin. Or new tech. - The Namibian coast line... See "Wild landings : Namibia" on RUclips, under Sling aircraft. - Building a small plane, from rugged plastics. With a Neander Diesel engine. - Antarctica by something that fly... - Dieter Morszeck's Junkers F13 (Rimova replica) Thanks Mark 👌🏻
Mark, it’s been awesome to see you’re enthusiasm in the install and the talking about flying it. “Cause it just makes sense” is giving “back to work” a run for it’s money! :)
I love the intro recommendations. I love the analysis. I love the numbers. I love the enthusiasm. Who wouldn’t make the change for $350K? Those that didn’t take the time or have the opportunity to analyze the benefits. What a great story/video.
Really enjoyed the numbers, since I'm a newbie Epic E1000 owner flying behind the "Alpha" PT6A-67A engine. Same 1200 hp, but like your old Bravo engine we're limited to full power for only 5 minutes after takeoff -- then we have to throttle back to 1000 hp (83.3% torque). We climb at 150 KIAS until the mid-20s altitude, where we become ITT limited just like your new Papa engine. We also have a max ITT limit of 840degC, but typically don't exceed 760-770degC during the climb -- all the way up to FL340. Because the carbon fiber Epic is lighter (8000 lbs max gross, 6 people) and slightly smaller than your PC-12, we can get up to FL340 in about 18 minutes -- where we typically cruise 310-315 KTAS burning 49 gph (@760degC ITT).
Great content! And yes TAS is all I care about. Always annoys me when others discuss groundspeed. I'm sure we've plied the same airspace as I routinely fly beach patrol down the Galveston area in my Tiger :)
I love these video's, his enthusiasm is infectious and I love learning from these video's. If I had teachers like Mark, I may not have bunked school when I did. Who else looked at Mark's watch? 0247, man doesn't sleep. Keep it up.
Great, informative video Mark! Thank you. You were discussing the cost of the new Papa engine compared to overhauling the Bravo, with a delta of around $350k and down to about $200k with the cheaper 3,500 hour overhaul. Something you didn’t mention, what is that “old” Bravo engine worth? I suspect it is worth more than the $350k delta previously mentioned, perhaps even covering the costs associated with this upgrade.
Excellent video, great to see the real numbers as a contrast to marketing and wishful thinking. Can't wait to see what you get out of Perry in terns of time to height once the weight reduction is done on top of the engine swap
Constantly pushing the power up isn't critical at all if you're busy. Let the torque decay, figure out what you're working on and adjust the power up when you have a chance.
Thanks for an excellent explanation of the rationale behind replacement over maintenance. The overall decision making process is a lot more inclusive than most people think of. There’s no way I would tune out when you or Mike have something to say. You guys are like E. F. Hutton… when you talk, people listen! (I may be dating myself.)
You can check any time you want, but you can never leave! $600,000 for overhauling a previously overhauled engine versus $950,000 for a new, more powerful engine? At the level of aviation you're living, that's a no-brainer. I still sweat out the cost of a new set of truck tires.
Awesome stats. Another great video Mark.I hope our paths cross someday I would like to shake your hand. By the way you can have this video ending. Peace Out
Thanks sharing. One thing is clear. I need to start my own company. That is the only way to have the money to get serious into aviation. So Mark, will you please start a series on starting, running, growing and selling companies? Everyone: Please repeat this request. Maybe list in replies what resources you know about.
Man, that was interesting! Very cool explanation. And being able to land that gorgeous airplane on a grass strip, in the mountains, with E bikes in the back, holy Toledo, that is the definition of adventure
I appreciate the info and the effort to compile such an informative video. I missed the reason for the substantial pilot workload reduction of the "P". How was that accomplished?
People talk about wanting to own a jet, but ignore the benefits of owning a turboprop that can land at almost any airport. The P-12NG with the papa motor makes owning a jet superfluous!
I absolutely love this video. Totally different identical twins have totally different identical explanations, it’s perfect. I hope to meet both of you this coming EAA Oshkosh adventure.
@@BeechSportBill problem is I already have a decent career and bills. Not going to start at the bottom making $12/hr never moving up. Trying to find a job in aviation with my skills.
@3:44 ...so is it 820 degrees or 840? 😁 I almost checked out when you told me too do so, but I'm glad I didn't. As others mentioned here your passion comes through strong. That made a video about "boring" info quite interesting. 🤙
Sounds to me like the only difference between the the two engines is the hot section on P model is ceramic coated for heat protection. Could have done this to the old engine for thousands, many thousands less, then still have money left over to get the planetary gear set protection coated also, which drastically extends the TBO on the gearbox. Did you get that done?
Hearing about the sad and tragic accident involving N273SM (covered on Broncolirio's channel) I am wondering, given the upcoming second overhaul, if timing was such that your Pilatus has had a thorough structural inspection... now that you are achieving more airspeed and performance.
It would be interesting to know how much time you save on the flight that averages 5 hours? Not only would it save you time but it is saving hours you would be putting on the engine.
Thank you Mark Very useful information PC-12 Awaresome Airplane Now even more Awaresome PC -12 on steroids Are there any more modifications you can to make the PC-12 even better overall ?
After extensive time in both, yes the NG (because of the papa motor and well the glass avionics package as well) is that much better and you nailed every reason why. Now, the question we’ve been kicking around is do we upgrade to the X? Yes they have some cool gadgets and very capable and nice avionics with the new HW Epic. However, it still is not Garmin and I really believe that is a drawback. Love the data and appreciate you sharing. Question....Is your engine the pt6a-67p or the newest pt6e-67xp like the new X model? Thanks again!
Thank you Mark! You are so wrong about our not caring about you and your interests. Now, if we can only get Mike to share some more of the real world Scrappy data!?! MIKE!!! HELLO!!!
Dudes Travolta needs to do a movie with you guys. About a billionaire who is phobic of land and is flying permanently with engine swaps in mid air on a 737 Bbj with comedic near death jokes and adventure........ DOO IT DO IT!!!!
I know I am about to ask you to compare apples to oranges here but stick with me. I love these types of real world numbers videos and great job on this one! My internal dream plane shoot out is Epic Vs PC12. I believe you and Mike have both. I realize the mission of each plane is different but for comparison sake could you do a video like this comparing the two. Maybe pick a mission profile you have flown in both to compare. Ie You and your wife and one other couple from UT to Galveston and back... I for one would love to see that video.
How much can you sell the Bravo motor as is? Is that not a significant number to mention? Even needing a MOH its gotta be worth the extra you spent on the papa motor.
Iirc from the last video the old motor was very close to it's overhaul time anyway. They may have gotten a core credit for the remaining hours from P&W
@@801pilot Only problem with that plane is relatively low production numbers and therefore spare parts aren't readily available. That is the plane I want if I had the money.
It’s much easier than it used to be. FAA doc on their website and a verification flight. Instructions on the FAA site as well. Search for new RVSM requirements on FAA.gov
In addition to the boosts in performance, by switching to the "Papa" you go from an engine with a 3500 recommended TBO with a 1750 midpoint, to a 5,000 hour engine that requires no midpoint inspection. So, paying to overhaul an old "Bravo" makes absolutely NO sense.
What became of your old engine? Wondering if you sold it to make up for some of the $350k delta or if you have to turn it in to Finoff sort of like a core.
Hey Mark, I work for Pratt & Whitney at the plant where you engine was assembled and tested in Lethbridge, Alberta. In fact there is a very good chance I actually spent some time assembling part of that engine. We take great pride and care when building the engines but rarely get to hear actual owners talk about their experiences of using our beautiful machines. The only thing better for your PC12 if it was available on an STC would be the PT6E-67P that is currently the rage and powering the PC12NGX aircraft. Another very beautiful machine. Thanks for sharing your experience.
I’m from sylvan and had no idea there’s a Pratt & Whitney plant in Lethbridge. Too cool!
@@otool the plant has been there since 1992, officially opening in Spring of 1993. I'm one of a few people left working there that were hired in the later part of 1992. Currently there are about 130 people working there.
My family is from lethbridge. The Jenson’s and Danards.
How about a factory tour.... Pretty please. I know you guys can make this happen:)
@@801pilot That's cool. So do you come to Lethbridge to visit?
I don’t have a platypus and I’m not a pilot.
I watched the whole thing and I understood all of it.
I appreciate your enthusiasm and analysis.
I was about to say the same thing. I have learned so much from these two videos. I like to know all kinds of things that in no way impact me directly. This is very interesting stuff.
I’m so happy to hear 🤠👍
As an old Air Force navigator and Tripacer owner back in the day - I was not in the least bored, Mark! Great video!
25 years ago I used to fly the Beech 1900D. Two PT6-67D’s with 1279 hp each. We would set max torque for takeoff, and climb like a homesick angel, and watch the torque drop off (because All turbine engines are normally aspirated). But we could advance the power levers to bring torque back up to max by adding more fuel to the fire which increases the ITT (interstage turbine temperature) until you reach the temperature limit (at around 16,000ft). Now you’re “temp’d out” or temperature limited and your torque continuously drops as you continue to climb. Man I miss that plane. It would haul 19 folks and all their bags (1700 pounds) straight to fl250, and cruise all day at 270-285 kts. All your points ring true-nice data Mark.
Growing up my friends had a PC-12 and they took me several times a year to baja from SLC. Such great memories on the ultimate family plane.
I’m not a pilot.
You were wrong to talk everyone out of this one. Easy to track. Super interesting. The economy of the decisions on all the levels that you went over was enlightening. To see someone so pleased and happy about all the work and thought that went into this is really cool.
Happy for you guys.
I think he likes reverse psychology
Thanks so much for the kind words 🤠👍. I just don’t want to waist people’s time. I’m SO glad you enjoyed it.
@@801pilot Full agreement with Ian and Lawrence Mark. Terrific descriptions, explanations, etc. I am not a pilot either but have always had fascination with flight. Be well Sir.
Mark is like the wonderful grandfather who taught me mechanics with the patients that only a grandfather could. Slowly and in terms I can understand. Mike is such a workaholic that you feel only facts are relayed and then moving on. But Mark is such a genuine soul!
Ahhhh ❤
I always find with the temperatures in Australia once you get the 780c (which is our climb limit unless you need the performance) you don't have to worry about it too much and can focus on other things. Running the NG at MTOW most of the time with around 2hr sectors trying to get to higher (above 240) is a struggle. Forgot to mention it would be interesting to see a 5 or 7 blade on the 45 with the rest of the mods.
@Matt, You sound like a pilot with the RFDS with whom Pilatus has had a long successful history: both the PC-12 and their PC-24. Very constructive comment.
@@billhart9832 good guess mate, the other problem we face is every pt6-67p has different total time so its amazing to see how much variance we get between a "good" motor (which for some reason is normally close to when they are needing a hot section inspection or they are approaching overhaul time!). The setting of the thermocouples and the vane class makes a big difference in some motors. The other thing I forgot to mention is takeoff temperatures (at temperatures above 42C) and ground handling is a lot different if you are a bit quick increasing to flight idle before take off it will easily get above 850c on the Temp spike just before the low pressure bleed closes.
Marks got me interested in the numbers again!!
Thanks for the “boring” numbers video. I’m new to the PC-12 world and initially couldn’t wrap my head around the economics of the swap from your first video. Now that you broke it down, makes sense for the long game.
Thanks for geeking out on the numbers. I loved it. My first airline (as an aircraft dispatcher)sent me to a two week performance engineering class put on by Boeing. Way over my skill set but, awesome information. I totally get the trips to Texas. When I had my small business in the 90’s, my lowly PA-28-151 was an escape from work & the phones. Great reason to fly & get away. Your cost analysis on the “P” motor makes it a no brainer. Especially with the reduced workload. Thanks for sharing.
Good morning from Minnesota!! Wow alot of work went into all that data analysis!! But it's totally worth it!! Now you know, you're not just guessing!!
Mark, great breakdown on all aspects of the conversion of one motor to the other; speeds, fuel burn, workload and costs. Nicely done.
Glad you liked it!
Higher, faster, farther. What's not to love.
Thanks for the numbers. Keeps us geeks happy.
Those numbers are WAY better than I thought they would be. Good update.
Sounds like everything about this engine is a win 👍
Hi Mark! Not a pilot, just an old USAF crew chief and mechanic on old KC-135’s! I am a numbers person as far as performance is concerned. Wise choice of money spent for what you gained! Great video and keep putting them out. Thanks
Unless something extraordinary happens, I might never see the inside of an aeroplane again. Still I love to hear these tales from aviation. It is just downright interesting.
It help me to dream with improved detail. (daydream and sometimes even at night)
For years, Pilatus planes feature from time to time as wallpaper on my PC or phone.
(Mostly a red PC 21, somewhere over snow covered mountains.)
The dreams don't stop.
Back in time, around the world in a Zeppelin. Or new tech.
- The Namibian coast line... See "Wild landings : Namibia" on RUclips, under Sling aircraft.
- Building a small plane, from rugged plastics. With a Neander Diesel engine.
- Antarctica by something that fly...
- Dieter Morszeck's Junkers F13 (Rimova replica)
Thanks Mark 👌🏻
Mark, it’s been awesome to see you’re enthusiasm in the install and the talking about flying it. “Cause it just makes sense” is giving “back to work” a run for it’s money! :)
I love the intro recommendations. I love the analysis. I love the numbers. I love the enthusiasm. Who wouldn’t make the change for $350K? Those that didn’t take the time or have the opportunity to analyze the benefits. What a great story/video.
Saw the new paint today at out home field.. looks great!
WOW! Outstanding presentation on the numbers. Not boring at all. Always wonderful videos to watch and learn from. Thanks!
Your new engine is a no brainer, have no regrets. Thanks for the knowledge
The plane geek trigger warning is awesome!
Really enjoyed the numbers, since I'm a newbie Epic E1000 owner flying behind the "Alpha" PT6A-67A engine. Same 1200 hp, but like your old Bravo engine we're limited to full power for only 5 minutes after takeoff -- then we have to throttle back to 1000 hp (83.3% torque). We climb at 150 KIAS until the mid-20s altitude, where we become ITT limited just like your new Papa engine. We also have a max ITT limit of 840degC, but typically don't exceed 760-770degC during the climb -- all the way up to FL340. Because the carbon fiber Epic is lighter (8000 lbs max gross, 6 people) and slightly smaller than your PC-12, we can get up to FL340 in about 18 minutes -- where we typically cruise 310-315 KTAS burning 49 gph (@760degC ITT).
We have an Epic as well, love it!!!
Nice! Always Interesting Videos. I’m always blown away how expensive it is to overhaul the engines.
Same here!
Interesting numbers and a beautiful airplane. 👍
Great content! And yes TAS is all I care about. Always annoys me when others discuss groundspeed. I'm sure we've plied the same airspace as I routinely fly beach patrol down the Galveston area in my Tiger :)
I love these video's, his enthusiasm is infectious and I love learning from these video's. If I had teachers like Mark, I may not have bunked school when I did. Who else looked at Mark's watch? 0247, man doesn't sleep. Keep it up.
I'm not really a numbers man, more the mechanics, but you knocked this one out of the park. A great video with lots of easy to digest stats
Much appreciated! At
Your numbers make sense. A very nice airplane made better. Thank you for sharing. Have a great day and stay safe.😀😀
Great breakdown on all the points!
Love the flying data/money side of these projects!
That was excellent, Mark! Amazing numbers! Sounds like a real treat to pilot! #IntoTheWildBlueYonder! Thanks for the content!
Glad you enjoyed it!
Great, informative video Mark! Thank you.
You were discussing the cost of the new Papa engine compared to overhauling the Bravo, with a delta of around $350k and down to about $200k with the cheaper 3,500 hour overhaul. Something you didn’t mention, what is that “old” Bravo engine worth? I suspect it is worth more than the $350k delta previously mentioned, perhaps even covering the costs associated with this upgrade.
Going on Scrappy!
Are you capable of shooting down balloons???? Asking for a friend
😂😂😂
Really enjoyed hearing the rules of thumb. We find we can save 10 lbs/hr per thousand feet for an equivalent ITT power setting on a -B engine.
I’m seeing that same rule of thumb on the P
Excellent video, great to see the real numbers as a contrast to marketing and wishful thinking. Can't wait to see what you get out of Perry in terns of time to height once the weight reduction is done on top of the engine swap
Awesome data! Thanks for sharing
Constantly pushing the power up isn't critical at all if you're busy. Let the torque decay, figure out what you're working on and adjust the power up when you have a chance.
I totally agree, but when I’m punching through an Ice layer I want all power available to get on top. 🤠👍
@@801pilot that's true!
Thanks for an excellent explanation of the rationale behind replacement over maintenance. The overall decision making process is a lot more inclusive than most people think of.
There’s no way I would tune out when you or Mike have something to say. You guys are like E. F. Hutton… when you talk, people listen! (I may be dating myself.)
It’s worth it if you got it. Congratulations.
A true aviation junky, love both you Pateys so much.
The enthusiasm and zest for life is magnificent and inspiring!
Thats insane. The numbers are absolutely Outstanding.... And its a safer airplane.
Great video Mark 👍
Keen to know how much weight the new engine adds?… at least it’s at the front as they can get a bit rear heavy!
35 lbs
cool clips and clever thoughts. Thanks for sharing, very interesting to watch.
You can check any time you want, but you can never leave! $600,000 for overhauling a previously overhauled engine versus $950,000 for a new, more powerful engine? At the level of aviation you're living, that's a no-brainer. I still sweat out the cost of a new set of truck tires.
Thanks for your airplane vids and getting me to go back and re watch the office 👍
As a non aviator the numbers are mind numbing but what I do know she is a beautiful aircraft
Appreciate you and your videos Mark! Thanks bro.
you and your brother are the defination of Fly boys ,,, wheels up and cruse your awesome
Thank you for the good presentation and, thank you for the good sound.
Thanks for listening
Awesome stats. Another great video Mark.I hope our paths cross someday I would like to shake your hand.
By the way you can have this video ending. Peace Out
Thanks sharing. One thing is clear. I need to start my own company. That is the only way to have the money to get serious into aviation.
So Mark, will you please start a series on starting, running, growing and selling companies?
Everyone: Please repeat this request. Maybe list in replies what resources you know about.
That was a great video, and the numbers do not lie. What I would want to see is a -14 TPE331 on a Pilates to see what it would do.
Wow,thanks Mark!
Yow Mark, thanks for the video with the numbers.
Advancing technology is great.
Man, that was interesting! Very cool explanation. And being able to land that gorgeous airplane on a grass strip, in the mountains, with E bikes in the back, holy Toledo, that is the definition of adventure
I appreciate the info and the effort to compile such an informative video.
I missed the reason for the substantial pilot workload reduction of the "P". How was that accomplished?
I completely enjoyed nerding out with you Mark. Oh and by the way you look at least 10 years younger than Mike.😂😂🤣🤣
Nice, down to earth engieering
People talk about wanting to own a jet, but ignore the benefits of owning a turboprop that can land at almost any airport. The P-12NG with the papa motor makes owning a jet superfluous!
So true. We’ve owned three jets. Each one brought us back to reality. The PC12 simply checks too many boxes to leave out of the front running for us.
Very interesting and thanks for sharing!
Glad you enjoyed it!
That was way more interesting than you think, enjoyed the rundown on the new engine.
Thanks as always.
The stat breakdown was cool, i liked it. 👍
Glad you liked it!
Great video, always enjoy talking the numbers and learning new ways to view them.
I absolutely love this video. Totally different identical twins have totally different identical explanations, it’s perfect. I hope to meet both of you this coming EAA Oshkosh adventure.
I'm so glad!
Thanks for sharing all very interesting information.
Thanks for watching!
Thanks for the video. As a non pilot I found it interesting. I wish I could some how get into the Aviation business.
Get thee to an airport and pick up a sponge…
@@BeechSportBill problem is I already have a decent career and bills. Not going to start at the bottom making $12/hr never moving up. Trying to find a job in aviation with my skills.
I absolutely LOVE the P-12!
@3:44 ...so is it 820 degrees or 840? 😁
I almost checked out when you told me too do so, but I'm glad I didn't. As others mentioned here your passion comes through strong. That made a video about "boring" info quite interesting. 🤙
Sounds to me like the only difference between the the two engines is the hot section on P model is ceramic coated for heat protection. Could have done this to the old engine for thousands, many thousands less, then still have money left over to get the planetary gear set protection coated also, which drastically extends the TBO on the gearbox. Did you get that done?
The challenge is there is no legal way to make that happen. FAA regulations
Hearing about the sad and tragic accident involving N273SM (covered on Broncolirio's channel) I am wondering, given the upcoming second overhaul, if timing was such that your Pilatus has had a thorough structural inspection... now that you are achieving more airspeed and performance.
Thanks mark
I must be a specs geek because without the technical information particularly the real life comparison the swap is meaningless. Very interesting post
I don't own any airplane but not boring at all, great video, tnx for all the insights! 💪
Glad you enjoyed it!
Fascinating info!
It would be interesting to know how much time you save on the flight that averages 5 hours? Not only would it save you time but it is saving hours you would be putting on the engine.
That’s such a powerful point!!!
Did you also say you can go longer between over hauls? If so you might actually be saving money in the long run.
I guess I'm a boring numbers guy, loved it.
Thank you Mark
Very useful information
PC-12 Awaresome Airplane
Now even more Awaresome PC -12 on steroids
Are there any more modifications you can to make the PC-12 even better overall ?
Avionics video coming, paint, interior, and I’m trying to make a final choice in prop upgrade. Also trying to decide if I do the I take upgrade.
After extensive time in both, yes the NG (because of the papa motor and well the glass avionics package as well) is that much better and you nailed every reason why. Now, the question we’ve been kicking around is do we upgrade to the X? Yes they have some cool gadgets and very capable and nice avionics with the new HW Epic. However, it still is not Garmin and I really believe that is a drawback. Love the data and appreciate you sharing. Question....Is your engine the pt6a-67p or the newest pt6e-67xp like the new X model? Thanks again!
67p
@@801pilot Fantastic, you’re going to love it more and more every you push the power up!
Thank you Mark! You are so wrong about our not caring about you and your interests. Now, if we can only get Mike to share some more of the real world Scrappy data!?! MIKE!!! HELLO!!!
Dudes Travolta needs to do a movie with you guys. About a billionaire who is phobic of land and is flying permanently with engine swaps in mid air on a 737 Bbj with comedic near death jokes and adventure........ DOO IT DO IT!!!!
Travolta is not replying.. so we'd need a new billionaire maybe the president or something...
Love the nerdy stuff 😎😎😎
I don't fly (cept flight sim) and don't have a plane or pilatus but the numbers made sense ;)
Hey Mark, the price you quoted for the new engine, does that include trading in the old one or is that yours to sell on?.
I know I am about to ask you to compare apples to oranges here but stick with me. I love these types of real world numbers videos and great job on this one! My internal dream plane shoot out is Epic Vs PC12. I believe you and Mike have both. I realize the mission of each plane is different but for comparison sake could you do a video like this comparing the two. Maybe pick a mission profile you have flown in both to compare. Ie You and your wife and one other couple from UT to Galveston and back... I for one would love to see that video.
Great idea!
Interesting. Nice video.
How much can you sell the Bravo motor as is? Is that not a significant number to mention? Even needing a MOH its gotta be worth the extra you spent on the papa motor.
Love the video Mark
Numbers Numbers GIMME NUMBERS!!!
What I'm wondering is: what's your old engine worth now? Is there an aftermarket for it that's active enough to sell it easily?
It could be sold assuming Mike doesn’t find something to bolt it into ………
Iirc from the last video the old motor was very close to it's overhaul time anyway. They may have gotten a core credit for the remaining hours from P&W
It’s normally traded in. Old engine plus $950,000. We worked a deal to keep the engine for one of Mikes future projects.
Do you know the Piaggio Avanti EVO P180? That's a twin-engine pusher with P&W engines.
Beautiful plane
@@801pilot Only problem with that plane is relatively low production numbers and therefore spare parts aren't readily available.
That is the plane I want if I had the money.
woohoo, nitty gritty power numbers :D
Hey @Mark Patey I saw this video and was wondering why you guys didn't go with the newest PT-6E (I think)? The one with the fadec and autothrottles ?
How much of a hassle was it to get RVSM so you could fly at 30,00'?
It’s much easier than it used to be. FAA doc on their website and a verification flight. Instructions on the FAA site as well. Search for new RVSM requirements on FAA.gov
Brothers we were waiting
You trade in the old one
In addition to the boosts in performance, by switching to the "Papa" you go from an engine with a 3500 recommended TBO with a 1750 midpoint, to a 5,000 hour engine that requires no midpoint inspection. So, paying to overhaul an old "Bravo" makes absolutely NO sense.
Yay
What became of your old engine? Wondering if you sold it to make up for some of the $350k delta or if you have to turn it in to Finoff sort of like a core.
Mike will probably put it in the Draco 2.0
The engine is normally traded in for those rates.