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#1
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Turbine Duke or turbine Baron?
I got an email response from the guys at Rocket Engineering about their
PT6A conversion of a P-Baron. He mentioned they're finishing STC work for their turbine Duke conversion and I wondered which airplane might make the better platform for conversion. Their preliminary numbers for the -21 engined P-Baron are : Max climb rate 5000ft/min, useful load 2050, time to climb to 25,000 7min., high speed cruise of 300+ kts at FL250 @ 64gph, long range cruise 250+ kts at FL250 @ 46gph which sounds pretty impressive (to me, anyway) but I wonder if the Duke would be any faster with the same power? I've read here previously that the Duke is pretty draggy as airframes go and should/could be faster with its 380hp Lycs. With a stated cost of $767k for the Duke with new -21 engines it sounds like that a pretty cheap way to go fast (everything's relative, right?) Wooly |
#2
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Turbine Duke or turbine Baron?
The Duke would be the way I'd go. The Duke was designed for
high altitudes and has a better panel, and cabin. The Baron will be unstable at 300 TAS and twitchy... For the same money, as the conversion, you could probably buy a B or C90 King Air and have a real cabin class, but the Duke is a nice flying airframe and it is very strong and heavily built. I would be most interested in prop/ground clearance issuers, are they using 4 bladed props? -- James H. Macklin ATP,CFI,A&P wrote in message oups.com... |I got an email response from the guys at Rocket Engineering about their | PT6A conversion of a P-Baron. He mentioned they're finishing STC work | for their turbine Duke conversion and I wondered which airplane might | make the better platform for conversion. Their preliminary numbers for | the -21 engined P-Baron are : Max climb rate 5000ft/min, useful load | 2050, time to climb to 25,000 7min., high speed cruise of 300+ kts at | FL250 @ 64gph, long range cruise 250+ kts at FL250 @ 46gph which sounds | pretty impressive (to me, anyway) but I wonder if the Duke would be any | faster with the same power? I've read here previously that the Duke is | pretty draggy as airframes go and should/could be faster with its 380hp | Lycs. With a stated cost of $767k for the Duke with new -21 engines it | sounds like that a pretty cheap way to go fast (everything's relative, | right?) | | Wooly | |
#3
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Turbine Duke or turbine Baron?
The spec sheet he included said 4 blade Hartzells.
Interesting point about the Baron's behavior at 300kts - at approx 50-60kts faster than the piston engined plane's cruise speed I'm guessing trim might be a bit more critical. That alone might make the plane twitchy, as it was never designed to go that fast. A quick check on ASO found a bunch of C90 and E90s for the same dough, although they wouldn't have new engines as the converted Barons and Dukes. |
#4
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Turbine Duke or turbine Baron?
High altitude. thinner air, stability become more critical.
Higher speeds can actually get into Mach problems. The Duke is certified to 30,000 feet and the P58 Baron to only 25,000. -- James H. Macklin ATP,CFI,A&P wrote in message oups.com... | The spec sheet he included said 4 blade Hartzells. | | Interesting point about the Baron's behavior at 300kts - at approx | 50-60kts faster than the piston engined plane's cruise speed I'm | guessing trim might be a bit more critical. That alone might make the | plane twitchy, as it was never designed to go that fast. | | A quick check on ASO found a bunch of C90 and E90s for the same dough, | although they wouldn't have new engines as the converted Barons and | Dukes. | |
#5
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Turbine Duke or turbine Baron?
I guess that would explain why the speeds are quoted at FL250 for the
Baron. I assume then the ASI must be replaced with a unit with a Vmo indicator? If the Duke is cert up to 30k does that mean its cabin diff is higher than the P-Baron? |
#6
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Turbine Duke or turbine Baron?
I seem to remember they are all at about 5 PSI.
wrote in message oups.com... |I guess that would explain why the speeds are quoted at FL250 for the | Baron. I assume then the ASI must be replaced with a unit with a Vmo | indicator? If the Duke is cert up to 30k does that mean its cabin diff | is higher than the P-Baron? | |
#7
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Turbine Duke or turbine Baron?
wrote in message oups.com... I got an email response from the guys at Rocket Engineering about their PT6A conversion of a P-Baron. He mentioned they're finishing STC work for their turbine Duke conversion and I wondered which airplane might make the better platform for conversion. Their preliminary numbers for the -21 engined P-Baron are : Max climb rate 5000ft/min, useful load 2050, time to climb to 25,000 7min., high speed cruise of 300+ kts at FL250 @ 64gph, long range cruise 250+ kts at FL250 @ 46gph which sounds pretty impressive (to me, anyway) but I wonder if the Duke would be any faster with the same power? I've read here previously that the Duke is pretty draggy as airframes go and should/could be faster with its 380hp Lycs. With a stated cost of $767k for the Duke with new -21 engines it sounds like that a pretty cheap way to go fast (everything's relative, right?) Wooly For the same money, you could buy a Mitsubishi Solitaire and go faster with a larger cabin and (probably) more reliable systems. I did see the turbine Duke when it landed in Sandpoint and it looks great. Mike MU-2 |
#8
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Turbine Duke or turbine Baron?
"Mike Rapoport" wrote in message news:m5Zmf.2241 I did see the turbine Duke when it landed in Sandpoint and it looks great. Which Sandpoint? Alaska? |
#9
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Turbine Duke or turbine Baron?
John Gaquin wrote: "Mike Rapoport" wrote in message news:m5Zmf.2241 I did see the turbine Duke when it landed in Sandpoint and it looks great. Which Sandpoint? Alaska? There's a Sandpoint in Alaska? |
#10
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Turbine Duke or turbine Baron?
Idaho.
"John Gaquin" wrote in message . .. "Mike Rapoport" wrote in message news:m5Zmf.2241 I did see the turbine Duke when it landed in Sandpoint and it looks great. Which Sandpoint? Alaska? |
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