NorthFlyer wrote:Hoping someone can refresh my memory. Saw a pic not long ago of a Turbo Otter and I can't remember where i saw the pic and i didn't save it. I believe it was in BC and it was White with a blue belly and a thin red stripe just above the blue. I don't recall any company name on the side, It looked like a fresh paint job. If anyone knows which operator or where I might have seen this pic i'd appreciate it.

Chimo wrote:The time has come to seriously consider a turbine conversion for our Otter and I am looking for input on the various engines - Pratt (-135 or 34), Walter, or Garrett. Yes, Ive done a search on here and have spoken to both pilots and operators of each type. I am looking for an update specifically from those who have flown more than one of the conversions as to pluses and minuses and preference. We run summer only on floats, short trips, relatively low hours but high cycles.
To summarize what I gather so far:
Garrett seems to be the favorite but we would have an issue with high noise at idle at our "downtown " base. Everybody loves 900 hp, instant power, lower fuel burn, maybe touchier to start and some issues docking?, best power response - goofy turn the blades through by hand so the shaft won't warp.
Pratt seems to be the "Rolls-Royce", most expensive, higher life cycle cost with hot sections, higher fuel burn over the Garrett - 400pph.
Walter - cheaper, possibly temp out on hot days, highest fuel burn but possibly lowest life cycle cost, more lag in throttle response, may suffer from "not invented here syndrome", lowest maintenance.
Comments? I'm tired of finding bits of R1340 in the cowling every morning!

Chimo wrote:It's official!
PT6A-34 conversion on order.
Thanks for all the input.
Dave

Midnight Sun Flyer wrote:

Chimo wrote:The time has come to seriously consider a turbine conversion for our Otter and I am looking for input on the various engines - Pratt (-135 or 34), Walter, or Garrett. Yes, Ive done a search on here and have spoken to both pilots and operators of each type. I am looking for an update specifically from those who have flown more than one of the conversions as to pluses and minuses and preference. We run summer only on floats, short trips, relatively low hours but high cycles.
To summarize what I gather so far:
Garrett seems to be the favorite but we would have an issue with high noise at idle at our "downtown " base. Everybody loves 900 hp, instant power, lower fuel burn, maybe touchier to start and some issues docking?, best power response - goofy turn the blades through by hand so the shaft won't warp.
Pratt seems to be the "Rolls-Royce", most expensive, higher life cycle cost with hot sections, higher fuel burn over the Garrett - 400pph.
Walter - cheaper, possibly temp out on hot days, highest fuel burn but possibly lowest life cycle cost, more lag in throttle response, may suffer from "not invented here syndrome", lowest maintenance.
Comments? I'm tired of finding bits of R1340 in the cowling every morning!

Personally I like the P & W PT6A-34 nice and quite but the DHC-3 Super otter with Garrett flat rated at 900 h.p. is one awesome Aircraft take of on floats in about 10 seconds and cruise @ 145 kts. Climb out at 1600 fpm as per specs.
Big Improvements from the ole R1340's.

Just another canuck wrote:So you must be referring to its true airspeed... I've never heard anyone refer to TAS as an aircrafts cruise speed, but okay. Yes, it trues out quite nicely up high, as does every aircraft.