Half-a-dozen new regional airlines are expected to start operations this year, despite a majority of the existing companies recording a combined loss of over Rs 10,000 crore.
Star Aviation, Zav Airways, King Airways, Sky King Aviation, Premier Airways and a cargo carrier have received permission to import aircraft and start operations in the country.
Chennai-based Star Aviation, promoted by Dubai-based real estate company ETA Star, is likely to be the first to fly.It will start operations in June with three Embraer 72-seater aircraft initially and provide connectivity to tier-II cities, mostly in south India. The airline will have a 10-aircraft fleet strength and will invest $300 million in the next 18 months. Star Aviation plans to connect Hyderabad, Madurai, Ahmedabad, Visakhapatnam, Bangalore and Kochi with Chennai, the airlines spokesperson said. It will be a full-service carrier with a single-class configuration like another Chennai-based carrier, Paramount Airways.
Kolkata-based Kishore Zaveri-owned Zav Airways is another regional carrier planning operations in the east and north-east, with two Bombardier 80-seater and 70-seater planes.
King Airways will focus on north India and Sky King Aviation on the north-east.
26 December 2009
MARKET SHARE OF INDIA AVIATION PLAYER
| Name of the players | Market Share |
| Kingfisher Airlines and Kingfisher Red (previously Air Deccan) | 28% |
| Jet Airways and Jet Lite (previously Air Sahara) | 25% |
| Air India and Indian (previously Indian Airlines) | 16% |
| IndiGo | 14% |
| SpiceJet | 12% |
| GoAir | 3% |
| Paramount Airways | 2% |
| MDLR Airlines | 0.004% |
indian aviation report
India is one of the fastest growing aviation markets in the world. With the liberalization of the Indian aviation sector, the industry had witnessed a transformation with the entry of the privately owned full service airlines and low cost carriers. As of May 2006, private carriers accounted for around 75% share of the domestic aviation market. The sector has also seen a significant increase in number of domestic air travel passengers. Some of the factors that have resulted in higher demand for air transport in India include the growing middle class and its purchasing power, low airfares offered by low cost carriers, the growth of the tourism industry in India, increasing outbound travel from India, and the overall economic growth of India.
In addition to these factors, the emphasis on modernization of non-metro airports, fleet expansion by airlines, service expansion by state owned carriers, development of the maintenance, repair and overhaul (MRO) industry in India, opening up of new international routes by the Indian government, establishment of new airports and renovation and restructuring of the existing airports have added to the growth of the industry.
However, in mid-2006, many airline operators announced large losses. Analysts opined that a combination of factors such as high aviation turbine fuel (ATF) prices, rising labor costs and shortage of skilled labor, rapid fleet expansion, and intense price competition among the players were responsible for the losses in this sector. The problem was also compounded by new players entering the industry even before the existing players could stabilize their operations. It was estimated that the industry as a whole could face losses of over Rs. 22 billion in 2006-07. Some experts expect the industry to consolidate in the near future. The government also was keen to restrict the losses in this sector by closer scrutiny of the business plans of new entrants, conducting quarterly financial audits, etc.
In addition to these factors, the emphasis on modernization of non-metro airports, fleet expansion by airlines, service expansion by state owned carriers, development of the maintenance, repair and overhaul (MRO) industry in India, opening up of new international routes by the Indian government, establishment of new airports and renovation and restructuring of the existing airports have added to the growth of the industry.
However, in mid-2006, many airline operators announced large losses. Analysts opined that a combination of factors such as high aviation turbine fuel (ATF) prices, rising labor costs and shortage of skilled labor, rapid fleet expansion, and intense price competition among the players were responsible for the losses in this sector. The problem was also compounded by new players entering the industry even before the existing players could stabilize their operations. It was estimated that the industry as a whole could face losses of over Rs. 22 billion in 2006-07. Some experts expect the industry to consolidate in the near future. The government also was keen to restrict the losses in this sector by closer scrutiny of the business plans of new entrants, conducting quarterly financial audits, etc.
19 May 2009
AIRCRAFT ENGINES
An aircraft engine is a propulsion system for an aircraft. Aircraft engines are almost always either lightweight piston engines or gas turbines. This article is an overview of the basic types of aircraft engines and the design concepts employed in engine development for aircraft.
Engine design considerations
The process of developing an engine is one of compromises. Engineers design specific attributes into engines to achieve specific goals. Aircraft are one of the most demanding applications for an engine, presenting multiple design requirements, many of which conflict with each other. An aircraft engine must be:
* reliable, as losing power in an airplane is a substantially greater problem than an automobile engine seizing. Aircraft engines operate at temperature, pressure, and speed extremes, and therefore need to operate reliably and safely under all these conditions.
* lightweight, as a heavy engine increases the empty weight of the aircraft & reduces its payload.
* powerful, to overcome the weight and drag of the aircraft.
* small and easily streamlined; large engines with substantial surface area, when installed, create too much drag, wasting fuel and reducing power output.
* repairable, to keep the cost of replacement down. Minor repairs should be relatively inexpensive.
* fuel efficient to give the aircraft the range the design requires.
* capable of operating at sufficient altitude for the aircraft
Unlike automobile engines, aircraft engines run at high power settings for extended periods of time. In general, the engine runs at maximum power for a few minutes during taking off, then power is slightly reduced for climb, and then spends the majority of its time at a cruise setting—typically 65% to 75% of full power. In contrast, a car engine might spend 20% of its time at 65% power accelerating, followed by 80% of its time at 20% power while cruising. The power of an internal combustion reciprocating or turbine aircraft engine is rated in units of power delivered to the propeller (typically horsepower) which is torque multiplied by crankshaft revolutions per minute (RPM). The propeller converts the engine power to thrust horsepower or thp in which the thrust is a function of the blade pitch of the propeller relative to the velocity of the aircraft. Jet engines are rated in terms of thrust, usually the maximum amount achieved during takeoff.
The design of aircraft engines tends to favor reliability over performance. Long engine operation times and high power settings, combined with the requirement for high-reliability means that engines must be constructed to support this type of operation with ease. Aircraft engines tend to use the simplest parts possible and include two sets of anything needed for reliability. Independence of function lessens the likelihood of a single malfunction causing an entire engine to fail. For example, reciprocating engines have two independent magneto ignition systems, and the engine's mechanical engine-driven fuel pump is always backed-up by an electric pump.
Aircraft spend the vast majority of their time travelling at high speed. This allows an aircraft engine to be air cooled, as opposed to requiring a radiator. In the absence of a radiator, aircraft engines can boast lower weight and less complexity. The amount of air flow an engine receives is usually carefully designed according to expected speed and altitude of the aircraft in order to maintain the engine at the optimal temperature.
Aircraft operate at higher altitudes where the air is less dense than at ground level. As engines need oxygen to burn fuel, a forced induction system such as turbocharger or supercharger is especially appropriate for aircraft use. This does bring along the usual drawbacks of additional cost, weight and complexity.
History of aircraft engines
* 1633: Lagari Hasan Çelebi took off with what was described to be a cone shaped rocket and then glided with wings into a successful landing
* 1848: John Stringfellow made a steam engine capable of powering a model, albeit with negligible payload
* 1903: The Wright brothers commissioned Charlie Taylor to build an inline aeroengine (12 horsepower) for the Wright Flyer
* 1906:Traian Vuia flew his first airplane "Vuia I" at Montesson on 18th of March, achieving the first ever "only by on-board means" flight, without any "outside assistance", be it an incline, rails, a catapult, etc.
* 1908: René Lorin patents a design for the ramjet engine
* 1909: Roger Ravaud' Gnôme rotary engine in Henry Farman's aircraft won the Grand Prix for the greatest non-stop distance flown - 180 kilometres (110 mi) - and created a world record for endurance flight
* 1910: Henri Coanda displays the first jet powered aircraft at the second International Aeronautic Salon in Paris; he also tries to pilot the jet aircraft however he crashlands.
* 1911: Adams-Farwell's rotary engines powered fixed-wing aircraft in the US
* 1916: Auguste Rateau suggests using exhaust-powered compressors to improve high-altitude performance, the first example of the turbocharger.
* 1930: in Frank Whittle submitted his first patent
* 1938: The German Heinkel HeS 3 turbojet propels the Heinkel He 118 into the air
* 1939-1942: The world's first turboprop-the Jendrassik Cs-1 is designed by the Hungarian mechanical engineer György Jendrassik
* 1944: Messerschmitt Me 163 Komet, the worlds first rocket propelled aircraft deployed
* 1947: Bell X-1 rocket propelled aircraft exceeds the sound barrier
* 1948: the first turboshaft engine, the 100 shp 782. In 1950 this work was used to develop the larger 280 shp (210 kW) Artouste
* 1949: The Leduc 010 the world's first ramjet powered aircraft flies
* 1950(late): Rolls-Royce Conway the worlds first production turbofan enters service
* 1960s: TF39 high bypass turbofan enters service delivering greater thrust and much better efficiency
* 1960s: X-15 rocket plane flys at more than 50 miles (80 km) altitude at more than 3,000 mph (4,800 km/h).
* 2002: HyShot scramjet flew in dive
* 2004: Hyper-X first scramjet to maintain altitude
Propellant
Fuel
All aviation fuel is produced to stringent quality standards to avoid fuel-related engine failures. Aviation standards for octane ratings and vapor pressure are much more strict than those for road vehicle fuel, because an aircraft engine must meet a strictly defined level of performance under known conditions. These high standards mean that aviation fuel costs much more than fuel used for road vehicles.
Aircraft piston engines are typically designed to run on Avgas. Avgas has a higher octane rating compared to automotive gasoline, allowing a higher compression ratio and thus more power out of an engine with the same engine displacement. Currently the most common Avgas is 100LL, which refers to the octane rating (100 octane) and the lead content (LL = Low Lead). Avgas uses tetraethyl lead (TEL) to achieve these high octane ratings, a practice banned in automobile fuel. The shrinking supply of TEL, and the possibility of environmental legislation banning its use, has made a search for replacement fuels for general aviation aircraft a priority for pilot's organizations.[1].
Turbine engines burn various grades of jet fuel, a relatively heavy and less volatile petroleum derivative similar to diesel fuel.
Shaft engines
In-line engine
This type of engine has cylinders lined up in one row. It typically has an even number of cylinders, but there are instances of three- and five- cylinder engines. The biggest advantage of an inline engine is that it allows the aircraft to be designed with a narrow frontal area for low drag. If the engine crankshaft is located above the cylinders, it is called an inverted inline engine, which allows the propeller to be mounted up high for ground clearance even with short landing gear. The disadvantages of an inline engine include a poor power-to-weight ratio, because the crankcase and crankshaft are long and thus heavy. An in-line engine may be either air cooled or liquid cooled, but liquid-cooling is more common because it is difficult to get enough air-flow to cool the rear cylinders directly. Inline engines were common in early aircraft, including the Wright Flyer, the aircraft that made the first powered flight. However, the inherent disadvantages of the design soon became apparent, and the inline design was abandoned, becoming a rarity in modern aviation.
Rotary engine
Le Rhone 9C rotary aircraft engine.
Early in World War I, when aircraft were first being used for military purposes, it became apparent that existing inline engines were too heavy for the amount of power needed. Aircraft designers needed an engine that was lightweight, powerful, cheap, and easy to manufacture in large quantities. The rotary engine filled these goals. Rotary engines have all the cylinders in a circle around the crankcase like a radial engine (see below), but the difference is that the crankshaft is bolted to the airframe, and the propeller is bolted to the engine case. The entire engine rotates with the propeller, providing plenty of airflow for cooling regardless of the aircraft's forward speed. Some of these engines were a two-stroke design, giving them a high specific power and power-to-weight ratio. Unfortunately, the severe gyroscopic effects from the heavy rotating engine made the aircraft very difficult to fly. The engines also consumed large amounts of castor oil, spreading it all over the airframe and creating fumes which were nauseating to the pilots. Engine designers had always been aware of the many limitations of the rotary engine. When the static style engines became more reliable, gave better specific weights and fuel consumption, the days of the rotary engine were numbered.
V-type engine
Cylinders in this engine are arranged in two in-line banks, tilted 30-60 degrees apart from each other. The vast majority of V engines are water-cooled. The V design provides a higher power-to-weight ratio than an inline engine, while still providing a small frontal area. Perhaps the most famous example of this design is the legendary Rolls Royce Merlin engine, a 27-litre (1649 in3) 60° V12 engine used in, among others, the Spitfires that drove the Luftwaffe from the skies over England during the Battle of Britain.
Radial engine
13 May 2009
BEECHCRAFT 1900
The Beechcraft 1900 is a 19-passenger, pressurized twin-engine turboprop airplane manufactured by the Beechcraft Division of the Raytheon Company (now Hawker Beechcraft). It was designed as and is primarily used as a regional airliner. It is also used as a freight aircraft, corporate transport, and by the
The aircraft is designed to carry passengers in all weather conditions from airports with relatively short runways. It is capable of flying well in excess of 600 miles (970 km), although few operators use its full fuel range. In terms of the number of aircraft built and its continued use by many passenger airlines and other users, it is one of the most popular
Development
The 1900 is Beechcraft's third regional airliner. The Beechcraft Model 18 was a 6 to 11 passenger utility aircraft produced from 1937 to 1970, used by the military, airlines, charter operations, corporations for executive transport, and freight carriers. The Beech 18, or "Twin Beech" as it was often called, was hugely successful, with a production run of over 30 years, more than 9,000 built and more approved modifications than any other airplane in history. It remains in common use in numerous roles including freight aircraft and skydivers' jump plane. The 15-passenger Beechcraft Model 99 Airliner was designed to replace the Beech 18, and was produced from 1966 to 1986. It was also commercially successful and remains in common use with freight airlines such as Ameriflight.
The Beechcraft 1900's design lineage began in 1949 with the Beechcraft Model 50 "Twin Bonanza", a 5 passenger, reciprocating engine utility aircraft designed for the U.S. Army. A larger passenger cabin was added to the Twin Bonanza's airframe, and called the Model 65 "Queen Air." This aircraft was, in turn, further modified by adding turboprop engines and cabin pressurization, and named the Model 90 "King Air." A stretched version of the King Air was later developed and designated the Model 200 "Super King Air". Beechcraft developed the Beechcraft 1900 directly from the Beechcraft Super King Air.
The 1900 first flew on September 3, 1982, with Federal Aviation Administration (FAA) certification awarded in November 1983 under Special Federal Aviation Regulation (SFAR) 41C airworthiness standards. Like the 1900, the 1900C was certified under SFAR 41C, but the later 1900D version was certified to FAR Part 23 "Commuter Category" standards.
The 1900 entered service in February 1984, with the first ExecLiner corporate version delivered in 1985. A total of 695 Beechcraft 1900 aircraft were built, making the airliner the best-selling 19-passenger airliner in history. With market trends favoring larger 50- to 90-seat regional jets, Raytheon ended production of the Beechcraft 1900 in October 2002. Many airlines continue to fly the 1900.
Design
A Sunwest Aviation Beechcraft 1900D at
Since the 1900 is derived from the King Air, all 1900s share certain characteristics with that aircraft. Cockpit controls and operations are similar to those of the King Air. While Federal Aviation Regulations require two pilots for airline operations, the 1900 is designed and certificated for single-pilot operation in corporate or cargo settings, as is the King Air.
Propulsion
The 1900 is powered by two Pratt & Whitney
The propellers are manufactured by Hartzell, with four blades on each propeller. The blades are made from composite materials.
Jet A is the recommended fuel; however the engines are also approved for limited operations on other types of jet fuel or aviation-grade gasoline
Performance
The 1900D cruises at about 285 knots (528 km/h) true airspeed (328 mph or 528 km/h). Ordinary trip lengths range from 100 to 600 miles (20 minutes to two hours), but with full fuel tanks, the aircraft is capable of flying well in excess of 1,000 nautical miles (1,900 km). Airlines often prefer the 1900 over jet aircraft for shorter routes due to its fuel efficiency, and because trip times are not significantly longer on distances up to 300 miles (480 km).
The Beechcraft 1900 can operate safely on relatively short airstrips. It can take off and land on grass and rough runways.
The airplane is certified to fly up to an altitude of 25,000 feet (7,600 m) above mean sea level. The cabin is pressurized, and the aircraft is equipped with emergency oxygen masks for the pilots and passengers in the event the cabin loses pressure.
It is designed to operate in most weather conditions, including icing conditions, and it is usually equipped with weather radar to help pilots avoid severe weather.
Raytheon offers the option of configuring the aircraft with a lavatory, using space otherwise available for passenger seating and cargo storage. Because most flights are less than two hours' duration, most airlines choose to configure the aircraft with the additional seating and cargo space, forgoing the lavatory.
The Beechcraft 1900 is used by the FAA for its Airline Transport Pilot knowledge test section on operating and performance data. Pilots are tested on center of gravity calculations, takeoff and landing performance and en route fuel burn.
Specifications (Beechcraft 1900D)
General characteristics
* Crew: 1 (2 in U.S. airline operations)
* Capacity: 19 passengers + 2 crew
* Length: 57 ft 10 in (17.63 m)
* Wingspan: 58 ft 0 in (17.67 m)
* Height: 15 ft 6 in (4.72 m)
* Empty weight: 10,650 lb (4,831 kg)
* Max takeoff weight: 17,120 lb (7,668 kg)
* Powerplant: 2× Pratt & Whitney Canada PT6A-67D turboprops, 1,279 shaft horsepower (955 kW) each
* *Fuel Capacity: 4,484 lb.
* Fuel Type: Jet A recommended, others usable.
Performance
* Maximum speed: Maximum operating speed 248 knots (459 km/h) IAS (285 mph, 459 km/h) to 13,200 ft (4,020 m)
* Cruise speed: 260 knots (True Airspeed) (300 mph, 480 km/h)
* Stall speed: 84 knots (IAS) (97 mph, 156 km/h)
* Range: 1,498 NM (1,724 mi, 2,776 km)
* Service ceiling: 25,000 ft (maximum certificated altitude) (7,600 m)
* Rate of climb: ~2,000 ft/min (~10 m/s)
Avionics
* Rockwell Collins EFIS-84 Electronic Flight Instrument System.
Variants
1900
The original design is known simply as the Beechcraft 1900. It features two "airstair" passenger boarding doors: one near the tail of the aircraft much like the smaller King Airs, and a second at the front just behind the cockpit. It has a small cargo door near the tail for access to the baggage compartment, which is behind the passenger compartment. Only three airframes were built, with "UA" serial numbers of UA-1, UA-2, and UA-3. UA-1 and UA-2 are stored at a Beechcraft facility in Wichita, Kansas. As of September 2006, UA-3 is in service with Bolivia's Ministry of National Defence in La Paz.
1900C
It immediately became clear that two airstair doors were redundant on an aircraft holding only 19 passengers. Beechcraft kept the front airstair, but eliminated the aft airstair door, installing an enlarged cargo door in its place. The changed aircraft was renamed 1900C. Other than the redesigned door layout, the early 1900Cs were substantially similar to the original 1900s. These were assigned serial numbers starting with the letters UB. A total of 74 UB version were built, many of which remain in service.
Aircraft in the UA and UB series employ a bladder-type fuel tank system in the wings. Later 1900Cs use a "wet wing" fuel system: entire sections of the wing are sealed off for use as fuel tanks. This design change allowed more fuel to be stored, substantially increasing the 1900C's range. The wet wing 1900Cs were assigned serial numbers beginning with "UC." These aircraft are also referred to as 1900C-1s. The wet wings proved popular, and the UC is the most common version of the low-ceiling 1900, with 174 UC airframes built.
Raytheon also manufactured six 1900C aircraft for use by the U.S. military. These were assigned "UD" serial numbers, UD-1 through UD-6.
1900D
Facing forward in the passenger cabin of a CommutAir Airlines Beechcraft 1900D
While the 1900C had become a popular regional airliner, Beechcraft undertook a substantial redesign of the aircraft, and in 1991 introduced a new version called the 1900D.
The 1900 and 1900C, like most 19-passenger airliners and business jets, have fairly small passenger cabins, with ceilings so low that passengers cannot walk through the interior without bending forward. The 1900D was designed to remedy this by providing a "stand-up cabin," which would allow most passengers to walk upright. It is the only 19-seat airliner with this feature.
Because the taller passenger cabin adds both weight and drag to the airplane, other elements of the 1900D were also changed. More powerful engines and modified propellers were installed, winglets were added to reduce drag and increase the wings' efficiency, and the tail was made larger in response to the more powerful engines. The cockpit was updated with an Electronic Flight Instrument System (EFIS). The 1900D was certified under the then-new FAR Part 23 "Commuter Category" standards, which had replaced the earlier SFAR 41C. Since the UD serial numbers were already in use by the military 1900s, the 1900D airplanes have serial numbers beginning with UE. The 1900D is the most popular version of the airliner, with 438 of the 1900D built.
BEECHCRAFT 300
The Beechcraft Super King Air family is part of a line of twin-turboprop aircraft produced by the Beech Aircraft Corporation (now the Beechcraft Division of Hawker Beechcraft). The King Air line comprises a number of model series that fall into two families: the Model 90 series, Model 100 series (these models comprising the King Air family), Model 200 series and Model 300 series. The latter two models were originally marketed as the "Super King Air" family, but the "Super" was dropped in 1996.
The Super King Air family has been in continuous production since 1974, the longest production run of any civilian turboprop aircraft in its class. It has outlasted all of its previous competitors and as of 2007 the only other aircraft in its class is the Piaggio Avanti. As of December 2008, the B200, B200GT and the larger B300 are the production models. Special mission derivative versions of these models are also available for order.
Model 300/350 Super King Air
King Air 350 operated by AeroPearl, used for checking navaids in Australia on behalf of Airservices Australia
Beechcraft Super King Air 350 at Meadows Field Airport, Bakersfield, California
One of eight King Air 350s in service with No. 32 Squadron RAAF
B200 modified as Air Ambulance with large B200C-style door, stretcher lifter and wing lockers
The 200 series proved so popular that Beechcraft began work on a successor, with the Beechcraft designation Model 300 and marketed as the "Super King Air 300". The B200's airframe was 'cleaned up' and even more powerful engines (PT6A-60A, rated at 1050 shp) installed in redesigned cowlings (known as "pitot cowlings" due to the reshaped engine air intakes), with MTOW increased to 14,000 lb (6,300 kg). A Model 200 (c/no. BB-343) was modified to develop the updated systems to be used on the new model and flew in this configuration on 6 October 1981. The first flight of the prototype Model 300 took place on 3 September 1983 and deliveries commenced the following year. Because not all nations would then allow an aircraft of this type to be certified at an MTOW greater than 12,500 lb (5,700 kg), the Model 300LW was also developed at the same time, limited to the lower MTOW. Nineteen examples of a special version of the Model 300 were delivered to the FAA in 1987 and 1988. The first two were conversions of standard Model 300s, while the remaining 17 were purpose-built; since they were delivered the FAA has used the fleet to check the extensive network of navaids in the USA. 200 and 300 Series King Airs are or have been used for similar duties in several other countries, including Australia, Germany, Hong Kong (a B200C used for navaid calibration was the first aircraft to land at the then-new Chek Lap Kok Airport in 1996), Sweden and Taiwan.
By 1988, Beechcraft had begun work on the replacement for the 300. The fuselage of the 300 was stretched by nearly three feet with two extra cabin windows on each side and winglets added to the wingtips to create the Model B300, introduced in 1990 and initially marketed as the "Super King Air 350". MTOW was increased again to 15,000 lb (6,750 kg); as the same regulatory situation that led to the development of the 300LW still existed, that model continued to be produced until 1994. Like the 200 and B200 before it, a version with a large cargo door was developed, the Model B300C marketed as the "Super King Air 350C". The first deliveries of this model also took place in 1990. In 1998 the UltraQuiet Active Noise Cancelling made by Ultra Electronics was added as standard equipment on all B300s. In October 2003 Beechcraft announced that it would deliver future B300 and B300C King Airs with the Rockwell Collins Proline 21 avionics suite.
The B300 model is still in production today (now marketed simply as the "King Air 350", the "Super" being dropped in 1996 as mentioned earlier), while the B300C is available for order; four were built in 2007 and Hawker Beechcraft announced on 11 November 2007 that it would deliver five to Saudi Arabia in 2008 for use as Air Ambulances.
On 13 June 2005 Beechcraft announced at the Paris Air Show that it was developing the "King Air 350ER" version of the B300, an equivalent to the earlier Model 200T and B200Ts of the 200 series. Changes include an increase of MTOW to 16,500 lb (7,430 kg), provision for surveillance equipment in a belly pod, the landing gear of the Beechcraft 1900 to handle the increased weight and provide ground clearance for the belly pod, and extra fuel capacity in the engine nacelles to increase (because of the B300s winglets it was unfeasible to fit wingtip fuel tanks as found on the 200T and B200T). On 11 November 2007 Hawker Beechcraft announced that the 350ER had been certified by the FAA.
In October 2008 Beechcraft announced the "King Air 350i", an updated version with improvements to the passenger cabin. The manufacturer claims that its noise level and overall comfort are now competitive with those of light jets.
VARIOUS MODELS
Model 300
Two versions, the standard Model 300 with increased MTOW of 14,000 lb (6,300 kg) and the Model 300LW with MTOW limited to 12,500 lb (5,700 kg) to meet the aviation regulatory requirements of various countries. 247 built (c/nos. FA-1 to FA-230 and FF-1 to FF-19; FA-126 and FA-129 converted to FF-1 and FF-2), of which 35 were Model 300LWs.
* C/nos. FF-1 to FF-19 were built specifically for the FAA for use in navaid calibration.
Model B300
Stretched model with two extra cabin windows each side of forward fuselage and winglets on wingtips; in production as King Air 350 and King Air 350ER. About 630 built as of December 2008 (c/nos. FL-1 and after).
* C/nos. FL-381, FL-383 and after fitted with Proline 21 avionics
* C/no. FL-424 modified as King Air 350ER prototype, c/nos. FL-546, FL-568, FL-599, FL-618, FL-623 to FL-626, FL-628 and FL-629 built as 350ERs.
Model B300C
Version of B300 with cargo door; available for order. 26 built as of the end of 2008 (c/nos. FM-1 to FM-25 and FN-1).
* C/nos. FN-1 built for the Swiss Air Force with modifications for aerial surveillance.
* C/nos. FM-12 and after fitted with Proline 21 avionics
* C/nos. FM-14, FM-16 to FM-18 and FM-21 modified prior to delivery with underwing hardpoints and delivered as B300CERs.
Model B200GT
Updated version of B200; current civil production model. About 80 built as of December 2008 (c/nos BY-1 and after).
Model B200CGT
Updated version of B200C; available for order but none built as of December 2008 (c/nos BZ-1 and after).
The ICAO designator, such as might be used in a PIREP or a flight plan, for the various Super King Airs are BE20 (model 200), BE30 (model 300), and B350 (model 350).
BEECHCRAFT 200
The Beechcraft Super King Air family is part of a line of twin-turboprop aircraft produced by the Beech Aircraft Corporation (now the Beechcraft Division of Hawker Beechcraft). The King Air line comprises a number of model series that fall into two families: the Model 90 series, Model 100 series (these models comprising the King Air family), Model 200 series and Model 300 series. The latter two models were originally marketed as the "Super King Air" family, but the "Super" was dropped in 1996.
The Super King Air family has been in continuous production since 1974, the longest production run of any civilian turboprop aircraft in its class. It has outlasted all of its previous competitors and as of 2007 the only other aircraft in its class is the Piaggio Avanti. As of December 2008, the B200, B200GT and the larger B300 are the production models. Special mission derivative versions of these models are also available for order.
The Beechcraft 1900 regional airliner was derived from the Model 200 King Air.
Development
Model 200 Super King Air
1980-built Beechcraft 200 Super King Air
The Model 200 was originally conceived as the Model 101 in 1969, and was a development of the Model 100 King Air. The Model 200 had essentially the same fuselage as the Model 100, with changes to the rear fuselage to accommodate a new T-tail (in place of the 100's conventional tail with all-moving trimmable horizontal stabiliser) and structural changes to allow higher maximum pressurisation. Apart from the T-tail, other changes included Pratt & Whitney Canada PT6A-41 engines rated at 850 shp (630 kW) instead of the 680 shp (510 kW) engines of the Model A100 then in production, and a wing of increased span and extra fuel capacity. Overall, the 200 was 3 ft 10 in (1.17 m) longer than the A100, with wingspan 4 ft 3 in (1.29 m) greater, containing 60 US gallons (230 l) more fuel. Maximum Take-Off Weight (MTOW) was increased by 1,000 lb (450 kg). After protracted development including extensive wind tunnel testing of the design (especially of the T-tail which was tunnel-tested for 375 hours), the first prototype flew for the first time on 27 October 1972; a second prototype took to the air on 15 December the same year. Three production aircraft were also built in 1972 and delivered to the US Army; these three were designated Model A100-1s by Beechcraft and were given the military designation RU-21J; the first of some 400 T-tail King Airs to be ordered by the US armed forces. The 200 received civil certification in December 1973 and the first civil delivery took place in February 1974.
Super King Air 200 (built 1979) lands at Bristol International Airport, England
In 1976 Beechcraft developed the Model 200T, a version configured for aerial surveying or reconnaissance. The prototype was created by modifiying a Model 200 aircraft, constructor's number (c/no.) BB-186; the modifications included changes to the belly aft of the wing to allow photography with a vertical camera, provision for a surveillance radar in a pod under the fuselage, dome-shaped windows on the sides of the rear fuselage to allow observation directly below the aircraft by occupants, and a 50 US gallon (170 litre) usable capacity fuel tank on each wingtip to increase the aircraft's range. Customers could specify any combination of these modifications when ordering a 200T; all 200Ts were Model 200s modified at the factory and given new constructor's numbers.
The next model to appear was the Model 200C in 1979; this version had a large cargo door on the LH side of the rear fuselage with an airstair door similar to the Model 200's door built into it. The door opening was 4 ft 4 in (1.33 m) high and 4 ft 4 in (1.33 m) wide, allowing a large range of items to be loaded into the cabin. The Model 200C found favour with many operators who fitted them out internally as Air Ambulances. The 200C was built from scratch rather than as a modification of the Model 200. The Model A200C military version was developed concurrently. In 1981 a Model 200C (c/no. BL-24) was modified as the Model 200CT, fitted with the same wingtip fuel tanks as installed on Model 200Ts; there was only one 200CT, but it led to other aircraft after an updated version of the Model 200 entered production.
Beechcraft B200T Super King Air
This updated and improved version was the Model B200, which entered production in 1981. It was fitted with PT6A-42 engines, still rated at 850 shp (630 kW) but with improvements that resulted in greater aircraft performance. Other changes included increased maximum pressurisation (to 6.5 psi differential) and changes to the cockpit layout. The Model 200C gave way to the Model B200C the same year, with the first Model B200T and Model B200CT being modified from a B200 and B200C respectively the following year. Commencing in 1984 the B200, B200C and their derivatives were fitted with a revised landing gear retraction mechanism, actuated by hydraulic rams powered by an electric pump installed in the LH wing. This replaced the earlier electro-mechanical retraction system of gearboxes, driveshafts and chains and sprockets that was a throwback to the Twin Bonanza. At the same time the propellers fitted were changed from 3-bladed Hartzells to 3-bladed McCauleys. 47 B200Cs built that year were delivered to the US military, with dozens more of a similar standard ordered in subsequent years but not given official civil model designations.
A total of 14 B200s were produced in 1989 and 1990 in a 13-seat high density configuration with a belly cargo pod; these were marketed by Beechcraft as a commuter airliner under the designation Model 1300. Customers for this version included Mesa Airlines. The propeller installation changed again in 1992, when Beechcraft started offering the option of having 4-bladed Hartzell or McCauley props, or 3-bladed Hartzell props; the 3-bladed McCauleys were no longer available. From October 1995 Beechcraft offered an updated B200 with Electronic Flight Instrument System (EFIS) avionics, this was marketed as the "B200SE Super King Air" (for Special Edition). The following year the "Super" name was dropped from all marketing and advertising. In October 2003 Beechcraft announced another avionics upgrade for the B200,Rockwell Collins Proline 21 suite.
The B200 remains in production, with the B200C available for order; in January 2009 a B200 and two B200Cs were delivered to the Royal Flying Doctor Service of Australia (RFDS). two B200Cs were the first examples delivered in about three years (the most recent B200Cs prior to this were two delivered in early 2006 for use as air ambulances in Scotland).[6][7] On 21 May 2007, during the 7th Annual European Business Aviation Convention & Exhibition in Geneva, Hawker Beechcraft (as the company was now known) introduced the Model B200GT updated version of the B200. The B200GT is fitted with a new model of PT6 engine developed specifically for it by Pratt & Whitney Canada; while still rated at 850 shp (630 kW) the new PT6A-52 develops maximum power to an even higher altitude than the -42 it replaces, thus further improving aircraft performance. The B200GT and B200CGT with large cargo door were certified by the Federal Aviation Administration (FAA) on 16 November 2007 and by the end of the year 27 B200GTs had been delivered. Hawker Beechcraft has elected to use new constructor's number prefixes for the B200GT and B200CGT; B200GTs are being built with the prefix "BY" and while no B200CGTs had been built as of December 2008, they will be delivered with the prefix
Specifications (King Air B200)
Beechcraft King Air B200
General characteristics
* Crew: 1-2
* Capacity: 13 passengers
* Length: 43 ft 9 in (13.34 m)
* Wingspan: 54 ft 6 in (16.61 m)
* Height: 15 ft 0 in (4.57 m)
* Wing area: 303 ft² (28.2 m²)
* Empty weight: 7,755 lb (3,520 kg)
* Max takeoff weight: 12,500 lb (5,670 kg)
* Powerplant: 2× Pratt & Whitney Canada PT6A-42 turboprops, 850 shp (635 kW) each
Performance
* Maximum speed: 339 mph (294 knots, 545 km/h) at 25,000 ft (7,600m)
* Cruise speed: 333 mph (289 knots ,536 km/h) at 25,000 ft (max cruise)
* Stall speed: 86 mph (75 knots, 139 km/h) IAS (flaps down)
* Range: 2,075 mi (1,800 nm, 3,338 km) with maximum fuel and 45 minute reserve
* Service ceiling: 35,000 ft (10,700 m)
* Rate of climb: 2,450 ft/min (12.5 m/s)
* Wing loading: 41.3 lb/ft² (201.6 kg/m²)
* Power/mass: 0.14 hp/lb (220 W/kg)
BEECHCRAFT TWIN BONANZA
Development
The single-engine Bonanza is one of history's most successful civil aircraft, in production since 1947. Like many light aircraft, a twin-engine derivative was developed in an effort to improve performance, but this was the Model 95 Travel Air (and later the Model 95-55 Baron, its descendant still in production in late 2007 as the Model G58). The Twin Bonanza is not a true twin-engined derivative of the Bonanza, however it superficially resembles the Travel Air (which was designed later).
The Twin Bonanza first flew on 15 November 1949 after a rapid development, only begun in April. The Model 50's type certificate was awarded in 1952, and production began the same year. The United States Army adopted the Twin Bonanza as the L-23 Seminole utility transport, making it the largest fixed-wing aircraft in the inventory at that time. During an initial demonstration flight for the Army, a Twin Bonanza crashed while trying to take off over a 50-foot (15 m) tree line while full of soldiers and sandbags. Everyone on board walked away from the crash. The Army was impressed with the structural strength of the Twin Bonanza, eventually purchasing 216 of the 994 examples produced. It was also the first twin-engine aircraft in its class to be offered to the business market, but the Korean War was raging in the early 1950s and the US Army took almost the entire production for 1952 and 1953.
The Beechcraft Model 65 Queen Air and Model 90 King Air are both direct descendents of the Model 50 Twin Bonanza. All three aircraft share the same basic wing design, as well as landing gear, flaps, instrument panels, fuel cells, and more. The Queen Air added a larger cabin to the design, while the later King Air added turbine power and pressurization. Twin Bonanza production ended in while the King Air was under development.
Variants Beechcraft J50 Twin Bonanza
Model 50
Initial production version powered by two Lycoming GO-435-C2 engines, 66 built (mostly for the US Army).
Model B50
Upgraded Model 50 with increased take-off weight, extra cabin windows and improved cabin heating, 139 built (40 for the US Army).
Model C50
Superseded the B50; fitted with 275 hp (205 kW) Lycoming GO-480-F1A6 engines, 155 built (one to United States Air Force).
Model D50
Superseded the C50; fitted with 295 hp (220 kW) Lycoming GO-480-G2C6 engines, 154 built (six to US Army).
Model D50A
Upgraded D50 fitted with GO-480-G2D6 engines, 44 built.
Model D50B
Upgraded D50A with new passenger steps and improved baggage area, 38 built.
Model D50C
Upgraded D50B with starboard airstair entry door, three rows of seats, improved air conditioning, larger baggage area, 64 built.
Model D50E
Upgraded D50C with extra port side window, squared-off rear starbord window, pointed nose and 295 hp (220 kW) Lycoming GO-480-G2F6 engines, 47 built.
Model E50
Superseded the D50; with increased take-off weight and 340 hp (250 kW) super-charged GSO-480-B1B6 engines, 181 built (mostly for the US Army).
Model F50
Superseded the D50A with GSO-480-B1B6 engines, 26 built including one converted to G50 standard.
Model G50
Superseded the D50B with 340 hp (250 kW) IGSO-480-A1A6 engines, increased fuel capacity and increased take-off weight, one conversion from F50 plus 23 built.
Model H50
Superseded the D50C with increased take-off weight and IGSO-480-A1A6 engines, 30 built.
Model J50
Superseded the D50E with 340 hp (250 kW) IGSO-480-A1B6 engines and increased take-off weight, 27 built.
Excalibur 800
A modification designed originally by Swearingen Aircraft and taken over by the Excalibur Aviation Company which re-engines the Twin Bonanza with two 400hp (298kW) Avco Lycoming IO-720-A1A flat-eight engines in a new cowling and revised exhaust system. Other optional improvements were also available.
Specifications (E50) General characteristics
* Crew: 1-2 pilots
* Capacity: 5 passengers
* Length: 31 ft 6 in (9.61 m)
* Wingspan: 45 ft 3 in (13.78 m)
* Height: 11 ft 6 in (3.51 m)
* Wing area: 277 ft² (25.7 m²)
* Empty weight: 5,010 lb (2,270 kg)
* Max takeoff weight: 7300 lbs (3311 kg)
* Powerplant: 2× Lycoming GSO-480-B1B6, 340 hp (253 kW) each
Performance
* Maximum speed: 229 mph (199 knots, 366 km/h)
* Range: 1,000 mi (870 nm, 1,600 km)
* Service ceiling: 30,000 ft (9144 m)
* Rate of climb: 1,614 ft/min (8.2 m/s)
BEECHCRAFT KING AIR
The Beechcraft King Air family is part of a line of twin-turboprop aircraft produced by the Beech Aircraft Corporation (now Beechcraft Division of Hawker Beechcraft). The King Air line comprises a number of models that have been divided into two families; the Model 90 and 100 series are known as King Airs, while the Model 200 and 300 series were originally marketed as Super King Airs, with "Super" being dropped by Beechcraft in 1996 (although it is still often used to differentiate the 200 and 300 series King Airs from their smaller stablemates).
The King Air was the first aircraft in its class and has been in continuous production since 1964. It has outsold all of its turboprop competitors combined and is the only small twin-turboprop business aircraft in production. It now faces competition from jet aircraft such as the Beechcraft Premier I and Cessna Citation Mustang.
Development
Model 90 series
The Model 90 King Air was conceived as the Model 120 in 1961. In May 1963, Beechcraft began test flights of the proof-of-concept Model 87, a modified Queen Air with Pratt & Whitney Canada PT6A-6 engines. On 14 July, Beech announced a new type, and a month later began accepting orders for the "King Air", with deliveries to commence in Autumn 1964. After 10 months of test flying, in 1964 the Model 87 was delivered to the United States Army as the NU-8F. On 24 January, the first definitive prototype, by now designated Model 65-90 and also fitted with PT6A-6 engines, flew for the first time. The first production aircraft was delivered on 8 October, and by the end of the month ,152 aircraft had been ordered; year's end, seven had been built.
In 1966, after 112 65-90s were completed, production switched to the Model 65-A90 with PT6A-20 engines. As a measure of the type's popularity, 206 65-A90s were built in less than two years when production switched to the Model B90, the first of these rolling off the production line in 1968. Military versions built during these years included the 65-A90-1, 65-A90-2, 65-A90-3, and 65-A90-4, all being unpressurised models based on the Model 87. These were produced for the US Army which designated them U-21s of various sub-models; many were fitted out for electronic battlefield surveillance. A total of 162 of these were built between 1967 and 1971.
A total of 184 B90 models were produced before the Model C90 was introduced in 1971, with wingspan increased over earlier models by 4 ft 11 in (1.5 m) to 50 ft 3 in (15.32 m), Maximum Take-Off Weight (MTOW) increased by 350 lb (160 kg) to 9,650 lb (4,378 kg), and PT6A-20A engines. The broadly similar Model E90 was introduced the following year, with PT6A-28 engines; the two were produced in parallel. Further refinement of the 90 series resulted in the Model F90 and follow-on Model F90-1. The F-models featured the T-tail of the Model 200 King Air mated to the fuselage and wings of the E90, with PT6A-135 engines of 750 shp (560 kW) driving four-bladed propellers. The F90 prototype flew on 16 January 1978 and 203 production versions followed between 1979 and 1983, when the F90 was superseded by the F90-1. The F90 prototype was re-engined with Garrett AiResearch TPE-331 engines to test the feasibility of a Model G90, but this model was not put into production.
The Model C90-1 entered production in 1982 after 507 C90s and 347 E90s had been built, featured PT6A-21 engines and improvements to the pressurisation system. 54 were built. following year the F90-1 was put into production with redesigned engine cowlings, upgraded PT6A-135A engines, hydraulic landing gear, and triple-fed electrical bus; only 33 were built by the time production terminated in 1985. The C90-1 was soon followed by the Model C90A, which featured the redesigned engine cowlings of the F90-1. The C90A received an increase in MTOW in 1987, being certified to 10,100 lb (4,580 kg). The C90A model was in production until 1992, by which time 235 had been built, all but 74 with the increased MTOW.
Only two C90As were built in 1992, the Model C90B followed that year with airframe improvements, four-bladed propellers, and propeller synchrophasing, all in an effort to reduce cabin noise. This model also had PT6A-21s; the first production C90B was fitted with the 10,000th PT6 engine delivered to Beechcraft. In 1994 a cheaper version was introduced as the C90SE (Special Edition), with three-bladed propellers, standardised interior and mechanical instruments instead of the Electronic Flight Instrument System (EFIS) fitted to the C90B. A total of 456 C90Bs and C90SEs were delivered by the time production of these models ended in late 2005.
In July 2005, during the Oshkosh Airshow, Beechcraft introduced the C90GT. The C90GT was fitted with 750 shp (560 kW) PT6A-135As, flat rated to the same 550 shp (410 kW) as the earlier King Airs. This engine change increased performance due to lower operating temperatures, improving both cruise speed and climb rate. With a 275 kt (509 km/h, 316 mph) cruise speed, the C90GT was highly competitive with the new generation of Very Light Jets over short to medium distances, while providing a larger and more luxurious cabin. C90GT deliveries commenced at the beginning of 2006. On 21 May 2007, during the 7th Annual European Business Aviation Convention & Exhibition in Geneva, Beechcraft announced the Model C90GTi updated version of the C90GT, featuring the Rockwell Collins Proline 21 avionics package previously only offered for the B200 and B300 King Airs. Deliveries commenced in 2008 after 97 C90GTs were delilvered to customers over the previous two years.
Model 100 series
A Model B100 King Air with Garrett engines
The Model 100 is a stretched derivative of the Model 90 featuring five cabin windows instead of the Model 90's three; MTOW increased by 1,300 lb (590 kg) over the 90, to 10,600 lb (4,810 kg). The 100 used the wings, tail, and engines (two PT6A-28 engines rated at 620 shp) from the Model 99 airline, itself a development of the Queen Air (as was the Model 90).
The Model 100 was flown for the first time on 17 March 1969 and unveiled to the public in May. 89 Model 100s were built before it was superseded by the Model A100 in 1972, with a further increase in MTOW to 11,500 lb (5,220 kg), fuel capacity increased by 94 US Gallons (357 litres), and four-bladed propellers. A total of 157 A100s were built by the time production of this model ceased in 1979. The next in the series was the B100, which featured 715 shp (533 kW) Garrett AiResearch TPE-331 engines as an alternative to the Pratt & Whitneys offered on other King Airs, and another increase in MTOW to 11,800 lb (5,350 kg). The B100 was introduced in 1976 and was produced concurrently with the A100 for several years; manufacture ceased in 1983 after 137 were built. The Model 200 Super King Air was developed from the Model 100, with the same fuselage design (with some differences, mainly associated with the different tails) being used for both models. The Model 200 had different wings and a T-tail and entered service in 1974.
Specifications
King Air C90GTi
General characteristics
* Crew: 1-2
* Capacity: 7 passengers maximum, depending on cabin configuration
* Length: 35 ft 6 in (10.82 m)
* Wingspan: 50 ft 3 in (15.32 m)
* Height: 14 ft 3 in (4.34 m)
* Wing area: 294 ft² (27 m²)
* Empty weight: 6,950 lb (3,150 kg)
* Max takeoff weight: 10,100 lb (4,580 kg)
* Powerplant: 2× Pratt & Whitney Canada PT6A-135A turboprops, driving Hartzell HC-E4N-3N propellers, 550 shp (410 kW) each
Performance
* Maximum speed: 311 mph True Air Speed (TAS) (270 knots TAS, 500 km/h TAS)
* Cruise speed: 260 mph Indicated Air Speed (IAS) (226 kts IAS, 416 km/h IAS)
* Stall speed: 90 mph (78 knots, 145 km/h) IAS (flaps down)
* Range: 1,530 miles (1,321 nm, 2,446 km)
* Service ceiling: 30,000ft (9,144 m)
* Rate of climb: 2,003 ft/min (10.2 m/s)
* Wing loading: 34.3 lb/ft² (170 kg/m²)
* Power/mass: 0.099 hp/lb (179 W/kg)
King Air B100
General characteristics
* Crew: 1-2
* Capacity: 13 passengers maximum, depending on cabin configuration
* Length: 39 ft 11 in (12.17 m)
* Wingspan: 45 ft 11 in (14.0 m)
* Height: 15 ft 5 in (4.7 m)
* Wing area: 279.7 ft² (26.0 m²)
* Empty weight: 7,092 lb (3,212 kg)
* Max takeoff weight: 11,800 lb (5,352 kg)
* Powerplant: 2× Garrett TPE-331-6-251B or -252 turboprops, driving 3-bladed propellers, 840 shp, flat-rated to 715 shp (533 kW) each
Performance
* Maximum speed: 307 mph Indicated Air Speed (IAS) (265 kts IAS, 491 km/h IAS)
* Range: 1,525 mi (1,325 nm, 2,455 km)
* Service ceiling: 24,850 ft (7,574 m)
* Rate of climb: 2,140 ft/min (10.87 m/s)
* Wing loading: 42.2 lb/ft² (205.84 kg/m²)
* Power/mass: 0.121 hp/lb (199.17 W/kg)
BEECHCRAFT BARON
The Beechcraft Baron is a light, twin-engined piston aircraft originally developed by Beech Aircraft Corporation and currently manufactured by the Hawker Beechcraft Corporation, an Onex Corporationg Holding. The Baron is a variant of the Beechcraft Bonanza, and was introduced in 1961. Beech also offered a Twin Bonanza line, which featured some design commonality with the Bonanza but in all respects were entirely different airplanes and could not be considered to be true "twin bonanzas".
Design and development
The progenitor of the Baron was the Beechcraft 95 Travel Air, which incorporated the fuselage of the Bonanza and the tail control surfaces of the T-34 Mentor military trainer. To create the new airplane, Beech replaced the Travel Air's tail with that of the Beechcraft Debonair, streamlined the engine nacelles and rechristened the aircraft as the Baron.
In 2008 a new Baron costs roughly $1,000,000.[citation needed] Since its inception, the Baron has always been near the top of the light airplane hierarchy. As expensive to operate as it is to buy, the 'next step up' from a Baron is a very big one. Faster aircraft, with greater range and more load-carrying capability are generally turbine-powered and far more expensive.
Variants
Barons come in two basic types: the Baron 55 (short body), Baron 56 (short body) and Baron 58 (long body), with several subtypes.
Baron 55
The early Baron 55, 55A and 55B were fitted with 260 hp (194 kW) Continental IO-470 engines and had gross weights of 4880 to 5100 lb (2,200 to 2,300 kg). These had a typical cruise speed of 190 knots (350 km/h) at 7000 ft (2100 m), and came with 116 or 136 US gallon (440 or 515 L) fuel tanks.
The 55C, 55D and 55E models had an increased cruise speed of 200 knots (370 km/h) due to the 285 hp (213 kW) Continental IO520s. The gross weights of these later models increased to 5300 lb (2400 kg). They were about a foot (0.3 m) longer than the 55B Barons, and came with 136 or 166 US gallon (515 or 628 L) fuel tanks.
Model 55 Barons were produced from 1961 to 1983, and some 3155 were produced.
Baron 56
Beech produced in limited quantities, a 56 model Baron, which featured the short fuselage of the 55 series Baron with Lycoming TIO-541 engines which were turbocharged and produced 380 hp each. At the time, it was the fastest Beech aircraft, rivaling even the early King Airs offered by Beech at the time.
Baron 58
1980 Baron 58PA of BMI
Introduced in 1970, the more powerful Baron 58 has club seating, double aft doors, and a gross weight of 5400–5500 lb (2450–2500 kg), and is fitted with either the Continental IO-520 or IO-550 300 hp (224 kW) engine. The Baron 58 can cruise at 200 knots (370 km/h) at 7000 ft (2100 m), and is equipped with either 166 or 190 US gallon (628 or 719 L) fuel tanks.
In 1976, the turbocharged Baron 58TC and pressurized Baron 58P were introduced. These variants were powered by turbocharged Continental TIO-520s of 310–325 hp (230–240 kW), had an increased 6100–6200 lb (about 2800 kg) gross weight, and were certified under FAR23 with a new type certificate. The Baron 58P/58TC models were capable of cruising at 200 knots (370 km/h) at 8000 ft (2400 m) and 220 knots (410 km/h) at 20000 ft (6100 m), and were typically equipped with 190 US gallon (719 L) fuel tanks.
A big change in panel/system layout on 58/58TC/58P occurred in 1984, including relocating throttle, gear, flap, propeller and mixture controls to industry-standard positions.
Although the turbocharged 58TC/58P variants were discontinued in 1985, the normally aspirated Baron 58 was still in production as of 2008.
A common complaint is that there is very limited room for the pilot and co-pilot. The main wing spar goes under the pilot's seat thus preventing any ability to lower the seat. Indeed, the seats immediately behind the pilot's can be seen to be noticeably lower by about six inches. Any pilot over 5 ft 5 in height will have very restricted headroom.
BEECHCRAFT
After the war, the Staggerwing was replaced by the revolutionary Beechcraft Bonanza with a distinctive V-tail. Perhaps the best known Beech aircraft, the single-engine Bonanza has been manufactured in various models since 1947. The Bonanza has had the longest production run of any airplane, past or present, in the world. Other important Beech planes are the King Air/Super King Air line of twin-engine turboprops, in production since 1964, the Baron, a twin-engine variant of the Bonanza and the Beech 18, originally a business transport and commuter airliner in the 1950s and 1960s, which remains in active service as a cargo transport.
In 1950, Olive Ann Beech was installed as president and CEO of the company, after the sudden death of her husband from a heart attack on November 29 of that year. She continued as CEO until Beech was purchased by Raytheon Company on 8 February 1980. Ted Wells had been replaced as Chief Engineer by Herbert Rawdon, who remained at the post until his retirement in the early 1960s (he continued as a part-time consultant to Cessna President Dwane Wallace in Wichita until shortly before his death).
In 1994, Raytheon merged Beechcraft with the Hawker product line it had acquired in 1993 from British Aerospace, forming Raytheon Aircraft Company. In 2002, the Beechcraft brand was revived to again designate the Wichita-produced aircraft. In 2007, Raytheon sold Raytheon Aircraft to Hawker Beechcraft. Since its inception Beechcraft has resided in Wichita, Kansas, also the home of chief competitor Cessna Aircraft Company, and the birthplace of the Learjet.
Aircraft products
1943 Beech D.17S Staggerwing.
Beechcraft 1900D.
Civilian
* Model 16 Single-engine, all-metal training aircraft. Designed and flight tested in Liberal, KS in 1970. The wings and tail section were two feet shorter than the Model 19. It had a Lycoming O-235 engine rated at 125 hp (93 kW). Only one was ever built because Mrs. Beech did not like the aircraft.
* Model 17 Staggerwing Single-radial-engine fabric-covered biplane utility aircraft, tailwheel landing gear
* Model 18 Twin Beech Two-radial-engine all-metal utility aircraft, tailwheel landing gear
* Model 19 Sport Single-engine, all metal training aircraft, tricycle landing gear
* Model 23 Musketeer and Sundowner Single-engine all-metal training aircraft, nosewheel landing gear
* Model 24 Sierra Development of the Musketeer
* Model 34 Twin-Quad Prototype small airliner; the largest aircraft ever built by Beechcraft
* Model 33 Debonair Development of the Bonanza, with conventional empennage
* Model 35 Bonanza Single-engine utility aircraft, nosewheel landing gear, V-tail
* Model 36 Bonanza Single-engine utility aircraft, nosewheel landing gear, conventional tail
* Model 50 Twin Bonanza Two-engine utility aircraft; despite its name was not a development of the Bonanza
* Models 55, 56 and 58 Baron Two-engine high-performance utility aircraft; derived from the Model 95 Travel Air, Model 58 with fuselage derived from the Model 36 Bonanza
* Model 60 Duke Two-engine high-performance utility aircraft
* Models 65, 70, 80 and 88 Queen Air Two-engine transport aircraft; derived from the Model 50 Twin Bonanza
* Model 76 Duchess Two-engine development of the Musketeer
* Model 77 Skipper Single-engine two-seat primary trainer with fixed nosewheel landing gear
* Models 90 and 100 King Air Two-turboprop-engine transport aircraft, developed from the Queen Air
* Models 200 and 300 (Super) King Air Development of the King Air
* Model 95 Travel Air Two-engine development of the Model 33 Bonanza
* Model 99 Airliner Two-turboprop-engine small airliner; derived from the Queen Air
* Model 390 Premier Two-turbofan-engine utility aircraft (Entry Level Jet)
* Model 400 Beechjet Two-turbofan-engine utility aircraft, originally designed and manufactured by Mitsubishi
* Model 1900 Airliner Two-turboprop-engine airliner development of Model 200 Super King Air
* Model 2000 Starship Two-turboprop-engine utility aircraft with canard configuration and pusher propellers.
PIPER TOMHAWK
Development
The Tomahawk was Piper's attempt at creating an affordable two-place trainer. Before designing the aircraft, Piper widely surveyed flight instructors for their input into the design. Instructors requested a more spinnable aircraft for training purposes, since other two-place trainers such as the Cessna 150 or Cessna 152 were designed to spontaneously fly out of a spin. The Tomahawk's NASA GA(W)-1 Whitcomb airfoil addresses this requirement by requiring specific pilot input in recovering from spins, thus allowing pilots to develop proficiency in dealing with spin recovery.
Another characteristic of the Piper Tomahawk that favors its suitability as a primary trainer is that the flight control forces mimic those of a much heavier aircraft. As a result, student pilots that learn to fly in a Tomahawk transition much more successfully to larger aircraft, hence the popularity of the Tomahawk with U.S. Air Force flying clubs.
Production
The Tomahawk was introduced in 1977 as a 1978 model. The aircraft was in continuous production until 1982 when production was completed, with 2,484 aircraft built.
The 1981 and 1982 models were designated as the Tomahawk II. They incorporated improved cabin heating and windshield defroster performance, an improved elevator trim system, improved engine thrust vector, 100% airframe zirconium anti-corrosion treatment, better cockpit soundproofing, larger 6" wheels and tires for greater propeller ground clearance and improved performance on grass and dirt runways, among other enhancements.
Specifications (PA-38-112 Tomahawk)
General characteristics
* Crew: 1 pilot
* Capacity: 2
* Length: 7.04 m (23 ft 1 in)
* Wingspan: 10.36 m (34 ft 0 in)
* Height: 2.77 m (9 ft 1 in)
* Wing area: 11.6 m² (125 ft²)
* Empty weight: 512 kg (1,128 lb)
* Max takeoff weight: 757 kg (1,670 lb)
* Powerplant: 1× Avco Lycoming O-235-L2A (Bendix magnetos) & O-235-L2C (Slick magnetos) Sensenich (72CK-0-56), 112 hp (85 kW)
Performance
* Never exceed speed: 138 knot (256km/h) (159 mph)
* Maximum speed: 202 km/h (110 knots, 126 mph)
* Range: 542 miles (471 nm, 867 km)
* Service ceiling: 4000 m (13000 ft)
* Rate of climb: 219 m/min (718 ft/min)
* Wing loading: 65.38 kg/m² (13.39 lb/ft²)
Piper PA-38-112
PA-32R
Development
Until 1972, when the assembly line was destroyed in a flood, the Comanche was Piper's luxury high-performance single. Afterwards, Piper began modifying its heavy lifting single engine PA-32 Cherokee Six, adding retractable landing gear and designating the type as the "PA-32R".The PA-32 was also built under licence in Brazil as the Embraer EMB-720 Minuano, and the PA-32R as the EMB-721 Sertanejo, while Chincul in Argentina built the PA-32 as PA-A-32, the PA-32R as PA-A-32R, and the PA-32RT as the PA-A-32RT.[citation needed]
Variants
PA-32R-300 (1976-1978) - called the Piper Cherokee Lance. Initial version of the retractable PA-32 line, with a standard tail in the 1976 . The 1977 and 1978 models featured a tail modified to a "T" design with the stabilator (horizontal stabilizer/elevator) moved to the top of the vertical tail. This design placed the stabilator outside of the prop wash compared to the low tail design.
PA-32RT-300 (1978-1979) - Beginning with this model, the Cherokee name was officially dropped and the model was designated the Lance II. The "T" tail arrangement was continued on the Lance II.
PA-32RT-300T (1978-1979) - Also in 1978 a turbocharged version, designated the Turbo Lance II, was introduced.. The Turbo Lance II has a service ceiling of 20,000 ft with a rate of climb of 1050 ft/min. It can cruise at 10,000 ft at 175kts true airspeed at 75% power burning 20 g/h. Fuel capacity is 94 usable gallons.
PA-32R-301 (1980-2007) - The 1980 models reverted back to a standard tail design, and were designated as the Saratoga SP. In 1993 the airplane received several cosmetic and systems updates and was redesignated as the Saratoga II HP
PA-32R-301T (1980-Present) - The 1980 Turbocharged model was given the name Turbo Saratoga SP. The name and model designation stayed the same through the 1996 model year, despite several updates to the airplane during that time. Starting with the 1997 model year the airplane received a new designation, the Saratoga II TC, and a new Lycoming TIO-540-AH1A engine. Externally the biggest difference was the new LoPresti-designed cowl, with much smaller, round air inlets. 1997-1998 Saratoga II TC's featured a King avionics suite, which was switched to dual Garmin GNS-430's and a GTX-320 transponder with the 1999 models. In mid-2000 model year the avionics were again updated, with one Garmin GNS-430 and one GNS-530 and a GTX-327 transponder as standard equipment. Beginning in 2004 the Saratoga models were available with an Avidyne Entegra "Glass Panel" avionics system, which was replaced by the Garmin G1000 in 2007.
For the 2008 model year, the Saratoga II HP (normally aspirated) model was eliminated, along with the 6X and 6XT (fixed-gear versions of the Saratoga), leaving the turbocharged Saratoga II TC as the only current production model in the PA-32 line
General characteristics
* Crew: One
* Capacity: five passengers (optional additional seat on some)
* Length: 27 ft 9 in (8.44 m)
* Wingspan: 32 ft 10 in (9.99 m)
* Height: 9 ft 6 in (2.9 m)
* Wing area: 174.5 ft² (16.2 m²)
* Wing profile: NACA 65-415
* Empty weight: 2011 lb (912 kg)
* Gross weight: 3600 lb (1633 kg)
* Powerplant: One × Lycoming IO-540-K1G5, 300 hp (225 kW) each
Performance
* Maximum speed: 190 mph (306 km/h)
* Cruise speed: 160 mph (258 km/h)
* Range: 1000 miles (1600 km)
* Service ceiling: 14600 ft (4450 m)
* Rate of climb: 1050 ft/min (5.3 m/s)
PIPER CHEROKEE
Development
The PA-32 series began life in 1965 as the 260 horsepower (190 kW) PA32-260 Cherokee Six, a significantly modified six (or seven) seat development of the PA-28 Cherokee.The Cherokee Six and its successors feature a baggage compartment in the nose between the cockpit and the engine compartment as well as a large double door in the back for easy loading of passengers and cargo.
PA-32-300
Many pilots thought the original 260 hp (190 kW) Cherokee Six was under-powered so in 1970 Piper offered an optional 300 hp (220 kW) version, known as the PA-32-300.
PA-32R
The 1975 addition of retractable landing gear resulted in the first of the PA-32R series, the Piper Lance. This was the earliest aircraft in the Piper Saratoga family, Piper's luxury high-performance single line.
Piper's transition to tapered wings for the Cherokee series resulted in a new wing for the PA-32 series as well. The tapered-wing version of the Cherokee Six was named the Saratoga and debuted in 1980. Due to product liability concerns and economic conditions, the general aviation industry went into decline in the early 1980s and Saratoga production ceased in 1985.
Piper 6X
After the General Aviation Revitalization Act of 1994, production of the retractable-gear Saratoga resumed in 1995. A fixed-gear PA32 was re-introduced in 2003 as the Piper 6X and the turbocharged 6XT. Sales of the 6X and 6XT models did not meet expections and production ceased in late 2007.
PA-34 prototype
Piper built a prototype PA32-260 with IO-360 engines mounted on the wings. The tri-motor aircraft was the proof-of-concept aircraft for the twin engined, retractable gear version of the Cherokee 6, the Piper PA-34 Seneca.
Operational use
The Cherokee Six is commonly used for small air cargo operations.
Specifications (1972 model PA-32-300)
Data from 1972 Piper Cherokee Six 300 "E" Owner's Handbook
General characteristics
* Crew: One
* Capacity: five passengers (or six with optional seat)
* Length: 27.7 ft in (8.4 m)
* Wingspan: 32.8 ft in (10.0 m)
* Height: 7.9 ft in (2.4 m)
* Wing area: 174.5 ft² (16.5 m²)
* Wing profile: NACA 65-415
* Empty weight: 1788 lb (811 kg)
* Gross weight: 3400 lb (1542 kg)
* Powerplant: One × Lycoming IO-540-K1A5, 300 hp (225 kW) each
Performance
* Maximum speed: 174 mph (280 km/h)
* Cruise speed: 168 mph (272 km/h)
* Range: 840 miles (1361 km)
* Service ceiling: 16250 ft (4950 m)
* Rate of climb: 1050 ft/min (5.3 m/s)
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