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Aviation History
1960
1960 - 0410.PDF
FLIGHT; 25 March I960 Beecbcraft Travel Air Cessna 310D Piper Aztec Sport and Business Buminemm Fining i* the USA ... still high—price. These facts tend to dim the attractiveness of theConvairs for business operators, although the engine change cer- tainly produces worthwhile benefits for the airlines. Additionalcompetition for new turbine sales occasionally arises in the shape of used Vickers Viscounts. A few of these are being utilized forexecutive transport in America, the most recent acquisition being an 810 model by the Tennessee Gas & Transmission Co. Half-a-million dollars was the price recently quoted for a used Viscount. Another possible contender for heavy-twin sales is the Avro 748,which will probably be available at a price less than that of the Gulfstream or F-27. Occasionally one can read of the purchase of amodified bomber—a B-26, for example, but not much interest is now evinced in such projects. Some converted Lockheed Lode-stars still find their way into the executive market. Most popular of these are the PacAero Learstar and the Howard 500. Approxi-mately 43 Learstars are now in service. The Medium Twins Although not strictly deserving a class oftheir own, several twin-engined aircraft intended for the business world are really not large enough to be called a heavy twin norlight enough to be called a light twin. Foremost in this medium category is the Beech Model 18, offered in 1960 as the Super G18.No fewer than 89 Model 18s were sold last year. Following auto- motive practice, most aircraft manufacturers now offer annualimprovements in their products. A slightly roomier and larger cockpit is the most notable difference in the new Twin Beech.Costing $126,000, the G18 is fitted with P&W R.985 engines (pro- ducing 450 h.p. each) to give a cruise speed of 214 m.pJi. Stand-byrocket power, in the form of Aerojet solid-propellant charges, can be installed at the buyer's option to produce emergency thrust. Fewpeople, however, currently show interest in such devices. Heaviest of the 1960 Beech fleet at 9,7001b, the G18 has been equipped thisyear with a two-piece glass windshield for improved visibility. A favourite topic of conversation among owners of TwinBeeches is the question of if and when some engine manufacturer will develop a small turbine (preferably a turboprop) which willbe sufficiently cheap to permit its installation in a medium-cost aircraft. A great potential market exists for a firm which can offeran eight-place aircraft with turbine power for a price of less than half-a-million dollars. The New York Herald Tribune reportedin February that Beech would introduce in 1961 an eight- to ten- place, 400 m.p.h. turboprop-powered aircraft selling for exactlythat price. Aviation Week echoed this view recently. Whether or not these reports prove true is conjectural, but there is no ques-tion but that Beech, for one, would dearly love to see the statr- ments come true. A possible candidate for eventual application in a medium twinis the Canadian P&W PT-6 turboprop. Producing 500 e.s.h.p. and weighing less than 2501b, this engine is "intended for use in lightand medium single-engine aeroplanes" in addition to the medium twins. Minimum expected time between engine overhauls is pro-mised to be ljOOOhr, a figure which would be welcomed with open arms by the business world. Also on the plus side for this Canadianproduct is a good s.f.c. value of 0.69. Studies of the PT-6 began only as recently as October 1958, but development testing is nowwefl under way and prototype engines should be available by 1961. If, as rumoured by some, the engine can be marketed for $15,000,it would not be at all surprising to see the earlier prognostications come true. Another engine possibility is the Allison 250 h.p. turbo-prop with its s.f.c. of 0.76 and weight of 1101b. For the business aircraft operator anxious to own a medium-sized jet transport there is a possibility that the North American Sahreliner, a twin JT-12-powered aeroplane, will be available inearly 1962. North American was recently awarded a contract by the Air Force for 35 more aircraft, bringing to 42 the number ofSabrelincrs now on order. Bearing the designation T-39, the Sabrelincr is basically a four-passenger, 500 m.pJi. aeroplane which will be used by the Air Force for training and high-speedtransportation. But no really substantial executive sales are en- visaged for the T-39, because of what will probably be a pricetag in the vicinity of one million dollars. The aeroplane is perhaps too small to attract substantial customers. Not to be overlooked,though, would be a stretched version seating seven or eight people. Another interesting aircraft in the over-$ 100,000 medium-twinclass is the Aero Design Model 720 Alti-Cruiser. Unusual among the piston-powered twins in that it has full cabin pressurization—the only existing new production business twin so fitted—the 720 sells for $183,750 fully equipped. Twin Lycoming GSO-480-BA16 engines rated at 320 h.p. push the 720 along at the respect- able speed of 227 m.p.h. at altitudes as high as 16,500ft. Only a fewAlti-Cruisers are yet in customers' hands and it is difficult to speculate on what total sales which eventually materialize. Itmight be, however, that the price, being twice that of the unpres- surized but otherwise similar 680E Aero Commander, is a littlesteep in relation to the benefits obtained. Only six model 720s were sold in 1959. The businessman who wants an aircraft which approaches beinga small airliner will find considerable interest in the Beech 65 Queen Air, introduced for the first time in 1960. Although fabri-cated from major components of the familiar Twin-Bonanza, the Queen Air is for all practical purposes a brand new design. At aprice of approximately $120,000 it has a tremendous sales potential, according to Beech, who foresee ultimate sales of close on 1,000aircraft. Substantial growth potential has been built into the Queen Air, and it would not be surprising if it ultimately became a turbo-prop-powered aeroplane. Present powerplants of the Model 65 are supercharged Lycoming IGSO-480-AlA6s, which yield 214 m.p.h.and ranges up to 1,500 miles. The future indeed appears bright for this Beech product. The Light Twins Rounding out the twin-engine field are avariety of interesting and well-selling aeroplanes. The Aero Design company, in addition to its 720 Alti-Cruiser, offers a line of AeroCommanders which range from the Model 500 (at $64,750), the 560E ($78,400), the 680 (at $89,500) to the 680E (at $94,500).Powerplants for the aircraft are the 0-540-Al A in the Model 500, the GO-480-G1B6 in the 560E, and the GSO-480-B1A6 in the680 series and the Alti-Cruiser. The Model 500, introduced only a short while ago instilled new interest in the Aero Commanderline and is now the company's best seller. Fifty-eight model 500s were sold in 1959. A total of 148 Commanders of all types werebuilt last year, bringing total sales of this basic type to a number in excess of 800. This is quite a remarkable effort for a companywhich is competing for sales among the big three (Beech, Cessna and Piper) of the lightplane industry. Of particular appeal tocustomers has been the Commander's excellent cabin visibility, made possible by the high wing and the clean external configura-tion. Radar has been installed in many instances, and the Com- manders have good all-weather capabilities when so fitted. Two models of Beech aircraft are properly listed in the medium-twin class. These are the model H50 Twin Bonanza and the Model B95 Travel Air. The Twin Bonanza (66 of which were built in1958) is priced at $95,500 and can carry six to seven passengers over 1,000 miles. IGSO^SO-AlAe engines, each rated at 340 h.p.produce 213 m.p.h. cruise speeds. With auxiliary fuel tanks the H50 can achieve ranges up to 1,600 miles. New this year in theTwin Bonanza is a rear stair door, which eliminates the nuisance of climbing over die wing for entry. This feature should greatly Frederick B. Ayer treatment of a Conyair A Phillips Petrolm
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