LONGUEUIL, Quebec, December 7, 2021 – Pratt & Whitney Canada, a business unit of Pratt & Whitney, today announced that Amphibian Aerospace Industries Pty Ltd. has selected the PT6A-67F turboprop engine to power its iconic twin-engine G-111T amphibious aircraft as part of a supplemental type certificate (STC) upgrade.Continue reading Pratt & Whitney Canada’s PT6A-67F Engines to Power the G-111T Amphibious Aircraft as Part of Aircraft Modernization Program
Gene McNeely started flying airshows in 1986 and has been a stalwart presence on the AeroShell aerobatic team, flying a Wasp-powered North American T-6. He can only guess at his total flying time behind the engine: “I would say 15,000 hours…probably more than that.” He does remember exactly how he got there, though. “I got out of the Navy and…started cropdusting, and the first engine I sat behind was the [Pratt &Whitney] R-985, which we’d adapted to the Stearman,” he recalls.
BEND, Ore. (KTVZ) — The Epic Aircraft E1000 has been selected to receive Flying Magazine’s prestigious 2020 Flying Innovation Award, which recognizes the most innovative product to have reached the general aviation market in the previous year.
According to Flying, the new turboprop combines power with passion to earn Flying’s highest honor, among a strong field of 2020 Editors’ Choice Award winners.
“The team at Epic can be honestly and deeply proud of the accomplishment they’ve made with the E1000. Certified in November 2019 and delivered to its first customers this past spring, the E1000 is a true beauty. And it’s truly deserving of Flying’s 2020 Innovation Award,” said Julie Boatman, Editor-in-Chief of Flying.
“We are honored to receive the 2020 Flying Innovation Award,” said Epic CEO Doug King. “This is true validation of the incredible effort of our entire team to bring this phenomenal aircraft to market. It recognizes our unwavering commitment to a pilot-driven design process where performance, function and form are all priorities. This balance of design with engineering has allowed us to elevate industry standards and offer our customers tremendous safety, ease of operation and fun.”
Despite the challenges posed by COVID-19, Epic said it “continues to complete customer deliveries, with strong support from its employees, suppliers and the FAA, and expects to further accelerate production schedules in coming months.”
Powered by the Pratt & Whitney 1200-horsepower PT6A-67A engine, the all carbon fiber single-engine turboprop, the E1000 flies at max cruise speeds of 333 knots, climbs at 4,000 feet per minute, operates up to 34,000 feet, and offers a full fuel payload of 1,100 pounds. Normally, presentation of the Flying Innovation Award would take place at EAA AirVenture, but instead it will be presented to the entire Epic Aircraft team at an event this fall.
ABOUT EPIC AIRCRAFT: Epic Aircraft, LLC specializes in the design and manufacture of high performance, all composite, six-seat single-engine, turboprop aircraft. Epic is a privately held, design-driven aviation company that conducts all of its engineering, manufacturing and administrative operations at its Bend, Oregon headquarters. For more information about Epic Aircraft, please visit www.epicaircraft.com.
Eleven years after bringing a new single-engine utility turboprop to market certified to the latest FAA Part 23 standards, Quest Aircraft has unveiled an upgraded version of its Kodiak, the new Series II. Features range from Series II paint schemes to Garmin G1000 NXi avionics, airframe improvements, and a free two-year subscription to the Garmin Pilot EFB app. The Kodiak Series II is priced at $2.15 million.
New Zealand’s Pacific Aerospace has launched a new variant of its P-750 XSTOL single-engined turboprop, featuring more power, range, and a faster rate of climb.
Pratt & Whitney Canada reached a significant milestone in April of this year, when it produced its 100,000th engine, a testament to the company’s longevity and leadership in the global aerospace market.
Dornier Seawings has rolled out the first new-generation Seastar amphibian and is preparing the twin-engined turboprop for its maiden sortie in the first half of 2019.
An engine upgrade for the King Air 350 by Blackhawk Modifications, based in Waco, Texas, is now certified by the FAA, the company announced this week.
Pilatus has delivered its 1,500th PC-12, around 23 years after the first example of the single-engined turboprop entered service.
Viking Air celebrated the production of its 100th Series 400 Twin Otter in Calgary this past summer, and is showing the aircraft, replete with seaplane floats and executive interior, on the NBAA 2016 static line.
Viking showed the prototype Series 400 here in Orlando in 2008. “It’s been a long tradition,” Viking Air president and CEO David Curtis told ShowNews. “We like to put it in front of all those white jets and show off something different.”
The 100th, s.n. 944, is operated as a factory demonstrator by Viking’s sister company, Victoria, B.C.-based Pacific Sky Aviation. Pacific Sky also provides Twin Otter training, in support of which it’s installed a new Level D simulator, also in Calgary. The new unit by-owned TRU Simulation + Training (Montreal) is the first in the world to feature a seaplane configuration, Viking says.
Viking holds the type certificates for all out-of-production de Havilland Canada aircraft, from the DHC-1 Chipmunk through the DHC-7 Dash-7 50-passenger STOL regional airliner. The Twin Otter was introduced as the DHC-6 in 1965.
Viking acquired the de Havilland type certificates in February 2006. The decision to launch the Series 400, the company says, “was made after a market study, supported by the worldwide Twin Otter operator group, revealed a strong demand for the new platform to replace the aging legacy fleet.” The Series 400 was formally launched in March 2007, and the first production aircraft flew in February 2010.issued the Series 400 type certificate that June. Aircraft have since been delivered in nearly 30 countries.
“The Series 400 is an all-new airplane,” says Curtis. Viking collaborator (and competitor) Ikhana, he notes, continues to convert legacy Twin Otters. Ikhana provides service and support for Viking-built aircraft too, and in fact did the VIP interior for the aircraft on display here today.
Viking’s Series 400 Twin Otter is available with standard landing gear, straight or amphibious floats, skis, wheel skis, or IFG/intermediate flotation gear – with multiple quick-change interior configurations available. “The Series 400 Twin Otter is a versatile aircraft that can be utilized for multiple roles, such as regional commuter, environmental monitoring, parachute operations, cargo and infrastructure support, corporate shuttle, and personal use,” the company says.
“We build a new Twin Otter every 15 days,” Curtis notes, adding that the current backlog is about 15 months. He says the number flying passengers is difficult to pinpoint, as interiors can be readily changed to suit the mission – an attraction for numerous customers.
“When I take a moment to reflect on the Series 400 program from the original launch to completion of our 100th aircraft, and all the challenges we have overcome in between, I am truly amazed at what the Viking team has accomplished,” Curtis said this past summer. “While there was doubt that a relatively unknown aerospace manufacturing company on the west coast of Canada would be up to the task, here we are, 100 production aircraft later.”
The $6.9 million Series 400 Twin Otter is powered by upgraded Pratt & Whitney Canada PT6A-34 engines, and features a fully integratedPrimus Apex digital avionics suite. Viking has fitted its modernized Twin Otter with internal and external LED lighting, “and approximately 800 other modifications incorporated to improve upon the original production model.”
Viking is now offering a “Phase II” avionics upgrade including Honeywell digital autopilot, TCAS II, and ADS/B capabilities.
And, for operators flying shorter VFR missions, Viking is promoting 400S (with floats) and 400L (with wheels) aircraft, priced at $5.995 million with PT6A-27 engines. They are about 400 pounds lighter than the standard Series 400 Twin Otter. Bleed air heating and cooling is absent, and there is a more modest avionics package.
“They don’t need a full suite in what to them is a pick-up truck,” Curtis says.
H/T Aviation Week.