Textron Aviation Inc has announced new milestones in its Cessna SkyCourier twin utility turboprop development program, with assembly underway for the prototype aircraft and the additional five flight and ground test articles. Component testing also continues for the new propeller, nose landing gear, and fuel system.
“When we began designing and developing the Cessna SkyCourier, we engaged a number of mission-centric customers for technical input to best meet their unique needs in one platform,” said Chris Hearne, senior vice president, Engineering.
“We are building this aircraft with the flexibility and reliability needed for a variety of high-utilization operations including cargo, passenger or special missions and we are excited that the customers and the market are responding positively to its capabilities.”
Endurance and functional testing for the new McCauley 110-inch propeller consists of nearly 150 hours of operation and includes a variety of simulated flight profiles. The propeller is mated with the proven PWC PT6A-65B, 1100-shp engine, mounted on a test stand. Simultaneously, assembly of the fuel system test article and nose landing gear drop test article is underway, with testing to start later this month.
The Cessna SkyCourier is the latest clean-sheet design from Textron Aviation and will be offered in various configurations including cargo, passenger or a combination of both, all based on a common platform to meet the needs of a wide range of customers.
The cargo configuration is designed to accommodate three standard air cargo containers (LD3) with a payload of up to 6,000 pounds while the passenger version carries up to 19 passengers.
FedEx Express, the world’s largest express transportation company and longtime Textron Aviation customer, signed on as the launch customer in late 2017 for up to 100 aircraft, with an initial fleet order of 50 cargo aircraft and options for 50 more.
Olney, Texas aircraft manufacturer Air Tractor, Inc. passed a major production milestone with the recent delivery of the 800th aircraft in the AT-802 series. The 800-gallon capacity airplane, Air Tractor’s largest, took off from Air Tractor on a northeast heading toward its new home in Arkansas to work as a single engine air tanker.
What happens when you put the legendary Pratt & Whitney Canada PT6A on one of the most versatile of all bush planes? Mike Patey’s Draco, that’s what. And, woah, is it a BEAST!
The race-winning STOL aircraft is the winner of the 2018 High Sierra STOL Drag competition.
Brainchild of self-taught engineer and successful entrepreneur Mike Patey, Draco is the ultimate backcountry airplane. With its bright red skin, tall legs and heavy cloud of dust around it, Draco commands attention everywhere it lands. If you don’t happen to see it, you hear it; it’s one of the few bush planes with a turbine engine and reverse thrust, and the whine of the turboprop comes unexpectedly to unsuspecting observers.
Mike Patey put a PT6A-28 680 shaft horsepower and 102” four bladed prop on the front of the last Wilga ever built. With an empty weight of 2400 lbs and a typical flying weight of 3000 lbs, Mike can be off the ground in about 120 feet, pitch to 30 degrees and maintain 4,000 feet per minute… while accelerating 50+ mph by 1,000 feet! He designed a completely new airfoil that dropped the stall speed about 20 mph to about 37 mph.
What’s even crazier is he uses about 300 HP of reverse to bring it to a stop in 150 feet but says that number will decrease once he gets more than a week of flying it under his belt. Also, it has oxygen and can go to 28,000 feet at 200 knots TAS at 28 gph at half power for Vne constraints. (Source: @super_cubbin)
If you haven’t seen the Draco, we highly encourage you to check out this amazing video from Trent Palmer below.
With the AT-402B, Air Tractor’s goal was to combine turbine power with affordability. You get both and more. It’s quiet, powerful, and fun to fly, even at the end of a long day.
The Turbine Advantage
The AT-402B is Air Tractor’s entry-level turbine ag plane, ideal for first-time turbine owners. With its legendary PT6A-15AG turbine engine, the 402B offers the power and superb handling characteristics that make it a joy to fly and the productivity that makes profits. Quick turn times, superior visibility, faster ferry speeds, ultra-quiet engine, shorter loaded take-off distances, faster climb and cruise speeds, wider spray patterns, decreased fuel and maintenance costs — get it all with the 402B. It all adds up to a healthier bottom line for your business.
The French aircraft manufacturer Daher presented the next iteration of high-speed single-engine turboprop aircraft of the business class of the popular line TBM 900. 28 years after the start of production of the first generation of airplanes – the TBM 700, the aircraft family was replenished with a new member – the TBM 940.
A Daher TBM 930 turboprop single piloted by Dierk Reuter and Phil Bozek completed a record-setting flight from New York to Paris on Saturday in an attempt to break a speed record held since 1985 by famed test pilot Chuck Yeager.
The Blackhawk-upgraded King Air 350 features Pratt & Whitney Canada PT6A-67A engines, producing 1,050 SHP up to 25,000 feet, while stock King Air 350 engines begin losing horsepower at 15,000 feet. Paired with two 5-blade natural composite MT Propellers with spinners, the complete upgrade transforms your Super King Air into a real Super Hero.
“This truly is the Greatest King Air that I have yet had the pleasure to operate.” – Renowned flight instructor and author of “The King Air Book” Tom Clements after flying an XP67A-powered King Air 350.
G1000 NXi compatibility is approved and a number of installations are underway!
Going to the King Air Gathering in Fredericksburg, Tx September 27-29? We’ll be there along with an upgraded 350! More info can be found here: http://www.kingairgathering.com/
EAA Airventure at Oshkosh was a great success with the launch of the King Air 300 program and strong interest in the 350 we had on display which is now sold.
Want to hear directly from operators that are flying the XP67A? Contact me and I can provide you a full contact list for the aircraft that are flying it!
Wondering about resale value? 7 of our first 20 conversions have been done by aircraft brokers upgrading because it increased the value of the aircraft!
Pratt & Whitney was recently able to accelerate deliveries so we currently have engines available, contact us to ensure we have engines available to meet your schedule.
This blog is republished with the permission of Jim Savage. His website, VintageSpartanAircraft.com which features his 1939 Spartan Executive, is a must visit.
What do you do to make your Spartan so shiny? That’s a question I am
often asked and the answer may be easier than you expect. Obviously, it
takes quite a bit of polishing, using quality polishing supplies and
good polishing techniques. Most experienced metal polishers with bare
metal airplanes already know that. The missing piece has to do with how
light behaves when it reaches the airplane. Specifically, it is either
reflected or it is absorbed. The more light that is reflected, the
shinier the airplane appears to be. The trick is to eliminate anything
that absorbs the light. In the case of Spartan NC17634, it has minimal
paint trim, so there is more surface available to reflect light. Of
course, that holds true for many bare metal airplanes. The other source
of light absorption is the tiny black rings around each of the rivet
heads. Although often unnoticed unless you are specifically looking for
them, almost every bare metal has these light absorbing rings,
including ones that have been judged as Grand Champions. They originate
during the normal polishing process and over time and many polishings,
they slowly accumulate. With the passage of time, these rings become
extraordinarily difficult to eliminate.
While a tiny black ring around a single rivet doesn’t seem like much,
consider what the cumulative amount is if you have 9000+ polished
rivets, as is the case with NC17634. To the best of my knowledge, there
is no magic potion that easily removes the black residue. It is simply a
matter of finding a process that works best for you and then
proceeding, one rivet at a time. While the removal of all traces of
black from every rivet of an entire airplane is a daunting task, the
results are clearly noticeable.
Here are some close-up pictures rivets on a 1939 Spartan Executive. The first nine pictures show examples of what domed rivets with black rings look like on a highly polished airplane.
The next nine pictures show similar views of the same Spartan, after removal of the black rings.
For those of you who are really, really curious about how long it took to remove all traces of black from the 9000 rivets on the Spartan, it is probably far more than you can imagine and likely far more than you will believe. It took approximately 800 hours of effort but as the following picture shows, the final results can be stunning.