Seven remarkable Lockheed Model 12s showed up for their diamond jubilee.
Turbine Conversions, Ltd. and Pratt & Whitney Canada (P&WC) have signed a long-term contract for the sale of PT6A-21 engines to power the recently announced Cessna 206 turbine conversion. P&WC is a subsidiary of United Technologies Corp.
Turbine Conversions has been converting aircraft using P&WC engines since 1990, but company president Bill Hatfield first encountered the PT6 engine when he installed a PT6A-34AG engine in his Grumman Ag Cat in 1975.
Bill Hatfield, of Turbine Conversions, one of Covington’s customers, continues to operate the #3 produced Turbo Cat he installed himself in 1978. The first Turbo Cat conversion to be produced in 20 years was installed on a PT6A-15AG during the summer of 2011 at the Covington Aircraft facility in Oklahoma.
“I still fly my Grumman Ag Cat, and that PT6A-34AG engine continues to serve me well after more than 40 years,” said Hatfield, one of the most respected and well-known pioneers of the agricultural industry. “The relationships I have built with P&WC employees over the years have likewise endured and helped empower our business and those of our own clients. We are delighted to have struck yet another arrangement with P&WC to power our Cessna 206 conversion.”
“Turbine Conversions has consistently demonstrated its understanding of the factors that drive successful conversion programs,” said Denis Parisien, vice-president, General Aviation, P&WC. “With the 206 turbine conversion program, our PT6A-21 engines will replace piston engines so operators of the converted aircraft will benefit from a considerable increase in power, better hot and high performance and a TBO [time between overhaul] of 3,600 hours. Combined with that is our OEM [original equipment manufacturer] warranty and a global customer support network that is second to none.”
The PT6A engine boasts powerful performance and unmatched versatility. PT6 technology has powered 125 different applications since its introduction. More than 46,000 PT6 engines have been manufactured, with 23,000 now in service. The engine has logged more than 375 million flight hours.
“Anyone can say they’re the best; we have the numbers to prove it,” said Parisien. “It’s more than an engine. The PT6A engine offers the best of both worlds: Its proven technology is built upon a remarkable body of engineering achievement that has written new chapters in aviation history in collaboration with our customers, and it’s also this technology that continues to make new aircraft applications possible. We’re already moving on to the next innovation.”
The PT6A engine’s flexible architecture and modular reverse-flow design simplify installation in both single- and twin-engine installations as well as tractor and pusher propeller configurations. Simple on-wing maintenance is possible for most tasks, whereas other engines might need a shop visit.
H/T Skies Magazine.
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Beechcraft today announced the introduction of the Pratt & Whitney Canada PT6A-67A engines to boost performance for its King Air 350HW and 350ER twin turboprops. The Textron subsidiary also is now offering an increased maximum takeoff weight of 17,500 pounds for the two models.
Both modifications are now approved by the U.S. FAA and EASA and are available as factory options for new aircraft, or as retrofits. The work can be done by any of Textron’s 19 company-owned authorized service centers.
“The King Air 350 platform is renowned as a worldwide mission enabler and these optional enhancements will offer customers added performance and payload for special mission operations,” said Bob Gibbs, Beechcraft’s vice president of special mission aircraft. “We have successfully modified a fleet of NATO air force-operated King Air 350ER aircraft with these upgrades, and we are excited to offer these options to provide more value to our special mission customers.”
The more powerful PT6A-67A engines provide superior takeoff and climb performance, including hot and high operations. With an outside air temperature of 50-deg C (122-deg F), the engine upgrade allows for a maximum takeoff gross weight increase of up to 2,700 pounds at sea level, compared to the standard aircraft. The increased gross weight option provides operators greater flexibility between payload and fuel, representing a potential increase in loiter time of two to three hours.
The 350HW is the heavyweight version of the King Air 350, providing increased load-carrying capability thanks to its larger and stronger main landing gear struts, wheels, tires and brakes. The 350ER is the extended-range version with more fuel capacity through the addition of low drag metal fuel tanks aft of the powerplant. With NBAAIFR fuel reserves, its max ferry range is 2,690 nautical miles (4,982 kilometers), and it can also offer an endurance time of 12 hours for surveillance missions.
Beechcraft (Stand A21) also is promoting its Grand Caravan turboprop single for special missions work, billing it as a sound value proposition for a variety of operators thanks to its low operating and acquisition costs. “In the Middle East at large we [Textron] have nearly 150 [Citation] business jets and 160 turboprops, and about half of the turboprops are being used for special missions work, including surveillance,” Gibbs told AIN.
The Caravan can carry between 10 and 12 passengers or a mix of equipment for multi-role operations including medical evacuation. It offers range of up to around 1,000 nm (1,852 km).
“The aircraft is very maintainable; with no pressurization or hydraulics, it is a very simple aircraft and has a low fuel burn of around 65 gallons per hour at cruise. That’s about one-fifth of [the fuel burn] of a light helicopter,” Gibbs explained. “The basic aircraft, which has an endurance of around six to seven hours on station, costs under $3 million, or between $4 million and $6 million equipped.
Both the Caravan and the King Air 350 can operate from rough strips. The examples on display here at the MEBAA show are the Grand Caravan EX model and the King Air 350i.
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Quest Aircraft has secured an order from Japanese start-up operator Sky Trek for 20 Kodiak single-engined turboprops. The deal with the membership-based charter provider was announced on 15 November, and marks the largest single order to date for the high-wing, all-metal type.
The first Kodiak was shipped to the Toyko-based Sky Trek in late October and the remaining units will be delivered over the coming 12 months.
Quest – owned by Japanese companies Setouchi Holdings and Mitsui – says Sky Trek was launched on 7 November and plans to begin charter services in the first half of 2017, offering membership-based programmes to private individuals and corporations.
“The Kodiak is extremely well-suited for use in Japan, where the topography and private transportation infrastructure can be challenging,” says Quest, referring to the aircraft’s short take-off and landing performance and multi-mission capability.
“The Kodiak can take off in under 1,000ft [745m] at full gross take-off weight of 7,255lb [3,290kg] and climb at over 1,300 feet per minute,” the company adds. “With powerful [Pratt & Whitney Canada PT6A-34] turbine performance, the Kodiak has the ability to land and take-off from unimproved surfaces and is capable of working off floats without structural upgrades.”
Flight Fleets Analyzer records a global fleet of more than 190 Kodiaks, the first having entered service in 2007. The Sandpoint, Idaho-based company shipped 23 examples in the first nine months of 2016, and Quest says it will pass the 200-unit delivery milestone by the end of the year.
Heard thru Flightglobal.com.
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New Powerplants Raise the Bar for Performance and Efficiency
ORLANDO, FLORIDA–(Marketwired – Oct. 31, 2016) –
Editors Note: There is a photo associated with this release.
With its new PT6A-140A turboprop engine and PT6A-140AG variant, Pratt & Whitney Canada (P&WC) is a generation ahead of the rest. Setting new standards for performance, fuel efficiency and reliability, the PT6A-140 series is already firmly established as the powerplant of choice worldwide for original equipment manufacturers (OEMs) and converters in the utility and agricultural (ag) aviation segments. The series’ rapid success has enhanced the company’s standing as an established leader in the general aviation industry. P&WC is a subsidiary of United Technologies Corp. (NYSE:UTX).
From Nick Bunger who shared his photo with us. Thank you to all those great #AgPilots who work hard to support their families. #aviationphotography #aviationphoto #aviation #aviationlovers #aviationgeek #aviationdaily #AvNerd #AvGeek #AviationNerd #AviationGeek #PlaneSpotting #PlaneSpotter #aircraftmaintenance #aviationlove #aircraftenginemaintenance #instagramaviation #IGAviation #IGAircraft #avlove #pilot #privatepilot #pt6 #Pt6nation #pt6a #aircraft #planes
“The general aviation segment is key to our business,” says Nick Kanellias, Vice President, Marketing, responsible for General Aviation Programs. “We have continued to innovate and enhance our products and services to ensure that we offer powerful engines, cutting-edge features and unmatched versatility, backed by a proactive, seamless service and support network that puts customers at the heart of everything we do. For operators who want to propel not just their aircraft but also their business, our engines are the choice that makes sense.”
Over 350 PT6A-140 series engines have been produced to date, testifying to their popularity and remarkable record when it comes to performance and operating economics. That includes 15 percent more power and 5 percent better specific fuel consumption. With more than 230,000 flying hours accumulated and a perfect record of reliability, the series is the new benchmark in its class.
Since the PT6A-140AG was originally certified in 2012 to power the Cessna Grand Caravan EX, both of the ag aviation industry’s leading OEMs, Air Tractor and Thrush, have selected the engine for their 500-gallon aircraft. Certified by the Federal Aviation Administration in March, the Air Tractor 502XP agricultural spray plane is already helping to protect crops across the United States. A new version of Thrush’s 510P aircraft, whose certification is expected in 2017, will also be powered by the engine.
What’s more, PT6A-140 series engines have been selected by Blackhawk Modifications Inc., StandardAero and Aircraft Structures International Corp. (ASIC) for their Cessna Caravan conversion and upgrade programs.
Optimized for “hot and high” environments, the PT6A-140A and -140AG engines offer full-load takeoff at maximum power available at 111º F (44º C), effectively helping operators to increase their productivity. The PT6A-140AG engine has 867 mechanical shaft horsepower (SHP) and 1,075 thermal SHP. With no mandatory time requirements for warm-up or cool-down, the engine enables operators to maximize their productivity and efficiency.
The PT6A-140AG is also the easiest engine in the ag segment to access and maintain, thanks to its modular design and externally mounted fuel nozzles. The time between overhauls (TBO) can be extended up to 8,000 hours or 12 years, depending on the operation, and is independent of engine cycles. Simple routine engine inspections can be done while still on-wing, in the field or in the hangar. More time on-wing and a predictable and planned maintenance environment can result in more revenue for operators.
Designed and built to outlast others in the same class, the PT6A-140AG has a minimum component life limit which is 50 percent higher than competing engines. That means it will continue to be a productive asset for any operator long after similar engines have been sent in for overhaul.
With more than 10,000 engines already enrolled in its pay-per-hour maintenance plans, P&WC is once again raising the bar with the introduction of a leading-edge Eagle Service Plan™ (ESP®) maintenance program tailored to PT6A customers, as well as a major enhancement to its current ESP plan offering. Each maintenance plan optimizes aircraft availability and performance while protecting and enhancing the value of the aircraft investment. Details can be found here: http://www.pwc.ca/en/service-support/especially-for-your-pt6.
P&WC helped build the general aviation industry with the original PT6A turboprop engine more than five decades ago. It has continued to raise the bar since then; as a result, the PT6A family remains the world’s most popular turboprop family today. Including the -140A and -140AG, there are more than 70 PT6A engine models powering over 125 different aircraft applications around the world.
P&WC will be at NBAA BACE 2016 at booth #3239. Interested operators are invited to drop by the booth to speak with a marketing or customer service representative.
Note to editors
For more information, visit our media page at www.pwc.ca/nbaa-media.
About Pratt & Whitney Canada
Founded in 1928, P&WC is a global leader in aerospace that is shaping the future of aviation with dependable, high-technology engines. Based in Longueuil, Quebec (Canada), P&WC is a subsidiary of United Technologies Corp. United Technologies Corp., based in Farmington, Connecticut, provides high-technology systems and services to the global aerospace and building systems industries.
This press release contains forward-looking statements concerning future business opportunities. Actual results may differ materially from those projected as a result of certain risks and uncertainties, including but not limited to changes in levels of demand in the aerospace industry, in levels of air travel, and in the number of aircraft to be built; challenges in the design, development, production support, performance and realization of the anticipated benefits of advanced technologies; as well as other risks and uncertainties, including but not limited to those detailed from time to time in United Technologies Corp.’s Securities and Exchange Commission filings.
To view the photo associated with this release, please visit the following link:
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The Lancair experimental aircraft: beautiful, fast and having what the FAA calls a “disproportionate” number of fatal accidents. There seem to be a higher number of fatal accidents involving Lancairs, which can be powered by the PT6APT6A. We want you to be aware of some statistics and information.
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Since it was first produced in 1937, the T-6 Texan and its offshoots have filled many roles for many different institutions in dozens of countries. It proved to be one of the more enduring, durable, and useful aircraft ever designed, and that’s further evidenced by the evolution in the 1990’s of the Beechcraft T-6 Texan II, which is a modern version of the original WWII trainer.
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The Epic E1000 is drawing attention for its sleek carbon-fiber design and intelligent engineering, producing the fastest turboprop available. Emerging from roughly a decade of perfecting its kit-plane predecessor (The Epic LT Dynasty), the E1000 promises to build on the devoted following growing around Epic Aircraft with exhilarating speed, fuel efficiency, and plenty of space.
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An Airworthiness Directive (A.D.) is a directive issued when the FAA realizes that a perilous condition exists in a product (aircraft engine, airframe, appliance or propeller). They notify aircraft operators and owners of potentially unsafe conditions that need special inspections, alterations, or repairs.
A Service Bulletin (S.B.) is a notice to an aircraft operator from a manufacturer informing him/her of a product improvement. An alert service bulletin is issued when an unsafe condition shows up that the manufacturer believes to be a safety related as opposed to a mere improvement of a product.
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If you are interested in aviation, even on the most casual level, then you’ve no doubt heard time and again that composite materials are both lighter and more flexible than aluminum, with a much higher elasticity.
Yet, people still build airframes using aluminum, don’t they? So it can’t be all that bad, right? The truth is that each serve their own purpose, one isn’t “better” than the other, just better depending on your goals. For instance, aluminum still tends to be cheaper than composite alloy. That is shifting, with the cost of composite materials coming down all the time, but as it stands, here and now, aluminum is still the choice for many budget-minded aviators around the world.