Page 17 - Sept 19 TNT

2019 issue). In talking with Paul Corkery, turboprop manager for GE Aviation, this manufacturing technique allows GE to reduce 855 parts that might have previously been manufactured using traditional processes to 12 by way of 3D printing. The resulting component is a single piece which not only reduces complexity and weight but can also in- crease cooling efficiency. In July, I had the opportunity to inspect a 3D printed model of the Catalyst engine as well as an actual Inconel 718 alloy component with an intricate internal design. The internal channels and structures would have been difficult, if not impossible, to duplicate using previous processes. I also discussed the design with Simone Castellani, systems manager at Avio Aero – a GE Aviation compa- ny. Avio Aero had the opportunity to optimize the operation of the Catalyst based on years of experience designing larger commercial turbine powerplants. In addition to a substantial reduction in the engine’s part count, GE will use innovative designs to eliminate the traditional propeller governor as well as incorporate a jet-like dual-channel FADEPC (Full Authority Digital Engine and Propeller Control). This feature will control virtually all aspects of the engine and propeller operation from start to cruise to descent. The pilot will move the single-power lever to idle position, press the start button, and the FADEPC will take over the start process. This system will offer pilots and owners ad- vantages in efficiency along with protec- tion from exceedance of temperature or torque limitations, reducing potential engine damage. The engine will turn a McCauley Blackmac five-blade composite propeller and provide 1,300 shaft horsepower. With the new design, GE is offering a 4,000-hour TBO with no fixed hot sec- tion inspections between overhauls. The engine also incorporates a sophisticat- ed trend monitoring capability. As GE gains operational experience with the engine, the TBO is planned to increase to 5,000 hours. As of this writing, the Catalyst has undergone more than 1,200 hours of operation in test cells and recently com- pleted high-altitude testing in a chamber that replicated a flight altitude of FL410 – extremely impressive for a turboprop. This fall, GE will mount the Catalyst on one wing of a Beechcraft King Air 350i for in-flight testing. Flight Deck The Cessna Denali will utilize the widely-implemented Garmin G3000 avi- onics suite. Textron Aviation has taken advantage of the integration features of the G3000 to integrate most of the sys- tems into the GTC (Garmin Touch Con- trollers). This will provide pilots a very clean cockpit, with fewer switches and controls than traditional flight decks. After spending time in the Cessna Denali mock-up, I found the flight deck to be very comfortable, even for tall pi- lots. It is easy to get into the seats, and once in them, you have ample room and excellent visibility. Textron Aviation is including AReS, their automated systems diagnostics capability, standard. If operators wish to have in-flight transmission of the data, they can opt for the Garmin GSR 56 Iridium transceiver. With this capability, maintenance staff would be prepared to address any in-f light anomalies before the pilot even lands. Airfleet Capital, Inc. An overhead close-up of the GE Aviation Catalyst mockup. September 2019 / TWIN & TURBINE • 15 PHOTO BY AUTHOR