🇧🇸 DHC-3T TURBO OTTER | N443CB | LAKE CUNNINGHAM - FLAMINGO CAY LODGE ANDROS

[@tim3less._tae486]

Nice Close up!!!

[@orthopraxis235]

This aircraft is a very special configuration of the Otter. This particular aircraft, from the long nose, to the side exhaust, to the high pitched airy whine of the engine isn't even the most "typical" turboprop, which is generally a pratt and whitney pt6 variant. The engine here is a Garrett/AirResearch/Honeywell TPE 331 variant, a single shaft turboprop with compressor, turbine and prop speed reduction gear all on the same shaft. It uses less fuel and has more power than a comparable PW PT6. In addition, the engine responds to power increases with increases in torque much more quickly than the free turbine PT6 engine configuration. The long nose looks peculiar, but it serves to provide a correct center of gravity for the very light but very powerful TPE 331 engine, moving it more forward is necessary. Think of the traditional otter with its original radial engine, that engine basically as close to the cockpit as possible, because it's so heavy. This engine is lighter and more powerful than the others, and that's why the nose must be longer. So this aircraft will climb faster, with less takeoff distance needed, overcome vertical obstacles that are taller or closer, use less fuel than the other radial pistons or free turbine turboprop versions. It is loud though, and must generally have very strong batteries for startup because the prop rotates in direct proportions to the turbine and compressor at all torque levels. With similar power characteristics but prop in reverse pitch, this strong engine can dramatically decrease the landing roll distance as well, increasing safety of and possibly increasing the available options for landing and takeoff because it enables the aircraft to do both in a shorter distance.

[@bobcaminha]

Thank you for posting. I dreamed while watching! Such beautiful plane

[@scotabot7826]

Emergency AD just came out on the whole elevator and components in the tail on this aircraft. The FAA is finally going to do something about it since there have been four crashes because of corrosion and fatigue. I guess enough souls were finally lost!!!!

[@nakinajay]

My good friend just repainted this plane in Geraldton Ontario Canada. Recon air. I have photos of the new paint scheme. Beauty

[@cameronmd80]

I wondered why I haven't seen him on the lake recently.

[@nakinajay]

facebook.com/recon.aircorp Let me know if it works

[@FourSeasonsHD]

It looks brilliant. However, amphibious 700 hp turbo-prop probably annoys the fish quite a bit.

[@kenhurley4441]

Bank of Utah Trustee? Well they have the money.

[@Agwings1960]

Some of these turbine otters have Garrett engines, some have Pratt & Whitney, I know the Garrett's use less fuel, but I wonder how else the performance differs between the two.

[@stejac51]

I believe the Garrett is more responsive to power demands ... where the Pratt is just a little slower ...

[@orthopraxis235]

This is the Garret version, you can tell by the long nose and if we could see the front the characteristic "smile" air intake. Also the PWs vent exhaust typically directly to the side of the engine cowling on each side, Garrets exhaust out the side in this single engine example, or when on the wing directly out the back of the engine. Generally the Garrets are more efficient at a given power level. These are by far the best performing turbines, but they need very strong batteries to start and on hot days, generally the engines should be run a bit after landing or the props turned by hand to make sure the engines hot sections are cooled before turning off. Being on a single shaft, the Garrett is more responsive to power demands, and when properly managed can increase both performance and safety compared to free turbines. A Free turbine engine, like the Pratt and Whitney PT6A, works like the torque converter in an automatic transmission, or, more simply, two household table fans facing each other. If you plugged one in and turned it on, soon the non-powered fan would move, you would lose some energy in the space between the fans. Can you picture that? This configuration in a turboprop allows the compressor and turbine to spool up without the initial drag of the propellar gear unit and shaft, so starts are easier. However, there is an obvious loss of energy in this type of engine. With the Garrett, its all on the same shaft, so no energy lost. That's most likely why the Garrett provide more power at the same fuel burn, or less fuel burn at the same power, and also why they are more responsive to power inputs from the pilot. Incidentally, ina car with an automatic transmission configuration, the torque converter has some of the part functions of a turbine aircraft engine: a turbine, stator etc. But with the car, at a certain speed, that input and output shaft "lock" together, resulting in increasing efficiency. It's like if the two fans from the example above became attached to each other at some speed level, then the second non powered fan would be spinning as fast as the powered fan. The Garret is like a permanently "locked" transmission, while the PT6 is like the two fans separated but one pushed the other with air. I might be wrong on some of these items, but it looks ok. I am right now just a wanna be pilot with a crush on the TPE turbo props. Piper LS 400, this version of the turbo otter, Basically anything garrett honeywell when it comes to turboprops. Oh yes and the Pilatus PC6, with the Garrett configuration. If I had a kite, I would want it to have a Garrett turboprop on it.

[@tamikotaylor2735]

i pass this plane everyday as i go to school

[@comander402]

genial el video gracias y saludos

[@seangreene64]

This is the Bethell’s