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Aviation History
1963
1963 - 0591.PDF
^67a ^ ; atonal, HI 1963 asijaSa:;. ••:.•/ :«;mMM IN THE AIR PIAGGIO P.I66B PORTOFINO (Two Lycoming IGSO-540-AIC giving 380 h.p. each) Span 46ft 9in; length, 39ft; wing area, 286 sq ft; empty weight, 5,4721b; typical optional equipment (radio, de-icing, oxygen, autopilot), 3281b; fuel capacity, 184.8 Imp gal; maximum seating capacity, 10; gross weight, 8,3781b; wing loading, 29.31 Ib/sq ft; power loading, I l.02lb/h.p. Performance Max speed at I 1,300ft, 246 m.p.h.; cruising speed at 75 per cent power at 13,700ft, 223 m.p.h,; cruising speed at 55 per cent power at 14,700ft, 196 m.p.h.; stalling speed with flaps and gear down, 75 m.p.h.; twin-engined sea-level climb, 1,4l5ft/min; single-engined sea-level climb, 287ft/ mtn; climb to 15,000ft, llmin 55sec, twin-engined service ceiling, 29,100ft; single-engined service ceiling, 13,500ft; take-off distance to 50ft, 1,610ft; landing distance from 50ft, 1,515ft; range, with full allowances, at 45 per cent power, 1.453 miles. By Mark Lambert: No 165 of the series Piaggio P.166B Portofino IT is now nearly four years since I flew the Piaggio P. 166 (Flight for May 1, 1959) and some 70 examples have now been built for executive, airline and military customers. Last year, Piaggio introduced the P.166B Portofino, an optional higher- powered, much more potent version, which they can now offer alongside the standard P. 166. Apart from a completely reworked nosewheel assembly, slightly lengthened nose giving greater radio accommodation, and increased weights, the main difference is in replacing the 340 h.p. Lycoming GSO-480 engines with the IGSO- 540 giving 380 h.p. at take-off. Cowlings have been cleaned-up and in some subtle way the aircraft looks even more purposeful. All the traditional flexibility of seating, loading and equipment is retained, but performance has been considerably improved. Stalling speeds are increased by 2 m.p.h., wing loading by 0.631b/ sq ft, power loading by 0.711b/h.p. and empty weight by 2911b, but weight of de-icing equipment and oxygen installation is down by 511b and gross weight has been increased by 2651b. Fuel tank age remains unchanged but, by virtue of considerably higher cruis ing speeds, range for given pay load is significantly increased; and the additional power has also greatly improved take-off and single- engined performance. The P.166B costs rather more than the present batch of P. 166s, but the next batch of the earlier model, now being laid down, will be rather more expensive, reducing the apparent price difference. It is really for the customer to decide whether the higher speed and better power margin is worth the extra cost for his particular type of operation. The Portofrno, incidentally, offers single-engined safety adequate for flight across the Alps, having a single-engined veiling (50ft/min climb) of 13,500ft at gross weight. The Ansett Group in Australia already has three P. 166s operated by Man dated Airlines, and Airlines of South Australia, a member of the same group, have just taken delivery of the second P.166B built by Piaggio. On the relative merits of the two versions they will prob ably decide which version to reorder. Northrop are operating three P. 166s for their own executive fleet in the USA and are re ported to be highly impressed with the type. Patair are operating several in New Guinea and there are about half a dozen in Britain. The Italian Air Force has already received a score of P.166Ms and have ordered a further batch. The military P. 166, incidentally, has a different electrical system, a third door next to the captain's seat, shoulder harness, different radio and an autopilot. I have always had a soft spot for the P. 166. It has great character, can be flown like a fighter or airliner, has superb field performance on grass and concrete alike and offers a walk-around cabin in which a man of average height can all but stand erect. During a recent visit to Piaggio's airfield at Villanova d'Albenga (it lies in a bottled- in valley reached through a gateway in the coastal hills near the French frontier) I jumped at the chance of a flight in the company's P. 166B demonstrator I-PIAS. We did the thing properly. Piaggio's new chief test pilot A. Ferretto, a flight engineer, myself, Bruno Mori the company's commercial director, and their Press officer installed ourselves in the comfortable seats. This machine weighed 5,9501b in operating trim, with pretty extensive radio and accessory equipment; and we carried 621b of oil and 9701b of fuel, bringing us to a weight of 7,8501b. Certified gross is 8,3781b. The e.g. was nominally at an average 27 per cent s.m.c, but people crowded well forward during the flight and shifted the e.g. accordingly. Tempera ture was 10°C, pressure l,012mb, wind nil, sky clear and air calm over the sea. Rapidly forming cloud was producing some turbulence In the heading: a Portofino for Airlines of South Australia taking off from Piaggio's airfield at Villanova d'Albenga on its delivery fight
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