What if the Denali typically cruises at 285 kts and has a DOC that's 70% of a PC12? Will that help its appeal?

In my opinion, what is really new about this engine is the variable stators. That should allow the engine to maintain HP while reducing mass airflow at lower altitudes which has the possibility to save a lot of fuel without sacrificing high altitude performance. The inability of the PT-6 to do this is one of the reasons that its SFC can't compare with a Garrett.

I understand that this may not be new technology, but it is new for this class of engine.

I think the Denali will cruise at 300+, have Garmin 3000 and lower operating costs..... Otherwise, what's the point in building it?

This part seems unlikely...

IMHO, the main point is for Textron to make sure that Pilatus doesn't eat all of its turboprop lunch (i.e. they're worried about the King Air line more than anything else...).

This part seems unlikely...

IMHO, the main point is for Textron to make sure that Pilatus doesn't eat all of its turboprop lunch (i.e. they're worried about the King Air line more than anything else...).

And what I wrote doesn't insure that? There's a lot of room to clean up the Pilatus airframe and eek more speed out of it. It's dirty as hell right now.

Who cares about the KA line? Even if a twin turboprop did remain, the KA needs an overhaul. It's a 1950's airplane.

It will be a lady named Margaret’ (long E) Luc. She’s made so many TBM crossings I doubt she knows the total anymore.....

Last week Scott Ernest told us the Denali will cruise at 285 kts. at 70% of the PC12 DOC.

Finally...

http://aviationweek.com/nbaa-2017/pwc-o ... 69019c00aa

PWC OPENS UP ON NEW PT6 GROWTH ENGINE

After five years of heavy hints but precious few details, Pratt & Whitney Canada has unveiled the first significant information and images about research and development tests of electronic engine controls and an integrated propeller controller for a new 2,000-shp-rated PT6.

The move, which comes as General Electric prepares to make the first run of its competing Advanced Turboprop (ATP) for Cessna’s Denali, is aimed at bolstering the PT6’s market position, particularly in the high-power sector. “Electronic engine controls aren’t just there to start the engine – the PT6 already starts easily. It will enable us to integrate the propeller, the engine and the entire propulsion system in a way we’ve never seen before,” says P&WC general aviation marketing VP Nicholas Kanellias.

“It is something we have been working on for a while and been running in a test cell. I can’t tell you where it is going to go – but we are very happy with the progress so far,” Kanellias adds. According to industry sources, however, the engine is targeted at several next-generation turboprop applications, including a larger Pilatus PC-12NG follow-on and a more powerful derivative of the Daher TBM900 family. Commenting earlier this year at the Heli-Expo event in Texas, P&WC president John Saabas also said a “Super PC-12 or a bigger King Air” would benefit from such an engine.

The availability of the new large turboshaft “is going to create a new market. It is not about just replacing what we do, it is about creating the ability for aircraft manufacturers to build on our vision of more power and better efficiency and leveraging that electronic controller to enable a propulsion system that frankly has never been done before,” says Kanellias.

The new 2,000-shp engine “will likely take the same approach as we do with PT6 today – we have PT6Cs that fly as turboshafts and we have large PT6 turboprops,” says Kanellias. P&WC had said earlier this year that it has identified a gap in its product range between the 1,750-shp PT6C-67C/E and the 2,300-shp PW100 family of engines, and would likely fill that with a further development of the PT6C core. A series of demonstrators of new elements of the engine are running today, and a full demonstrator is expected to run by year-end.

The upgraded control feature “is not only going to simplify how the pilot operates the engine – it will connect all of our digital systems and our network to enable that customers anywhere in the world know what is going on with their engine and how it is integrated with the maintenance plan,” says Kanellias.

Do I get to sit in the front and push buttons, or just sit in the back and make engine sounds??

Put me on the wait list Marc!!

But that new PT6 will have to be either a highly stressed version of the one they got now (which would increase failure rates), or a big bore development which in effect is a new engine. So, no guarantee it will be any more reliable than the GE engine just because it wears the name PT6.

Do I get to sit in the front and push buttons, or just sit in the back and make engine sounds??

This is just my theory but...

Why would they show their hand? Why waste time re-inventing the wheel? If that's all you want just go buy Pilatus.

A 300+ knot Pilatus is a single pilot jet killer. If I were Textron, that's what I would be building with a clean sheet design and no I wouldn't tell anyone because then your competition will be ready to answer.... I'm sure Pilatus has been ready to answer for years but no need when you have no competition.

The same concept as in the 1920's when everyone was competing to build the worlds tallest building. Publicly the Chrysler building wasn't supposed to be the tallest building in the world. Then, in the last hour of construction.....

I think you misspelled "TBM".

No SETP is a "jet killer" any more than a Chevy is a Lexus killer.

Mike C.