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Aviation History
1982
1982 - 0575.PDF
International private aircraft directory A LPPJlliHITr compilation by General Aviation editor CLIFF BARNETT and IAN GOOLD FOLLOWING a year when general- aviation sales fell steeply, it conies as a surprise, perhaps, to discover that some 10 per cent of the almost- 250 aircraft, helicopter, sailplane, motor glider, and hot-air balloon types listed on these pages are new types. A similar proportion has disappeared from the Flight listing. The US General-Aviation Manufac turers Association (Gama) began 1981 estimating that it would deliver slightly more than the previous year's 11,877 aircraft. Within two months, shipments were down by more than 40 per cent, and a further two months saw the deterioration in sales firm ing at around 25 per cent below 1980 levels. Before May was out, Gama presi dent Ed Stimpson predicted that the year's total would be below earlier forecasts, and that deliveries might round out at about 10,000 (the lowest figure since 1972's 9,974). But even that figure proved too high an alti tude for the sales-starved GA manu facturers. The ceiling was reached at 9,457 units. Now Gama is looking for ward to just 8,200 shipments during 1982. But the days of the single-engined aircraft providing a large slice of GA's bread-and-butter are over. Some 1,220 of this year's deliveries are ex pected to be turbines; one seventh of the total GA sales are seen as bring ing in 75 per cent of the income. A few manufacturers have reduced their production rates, in addition to high interest rates and the recession reduc ing demand. In the past, a reduced US market has seen exports maintained at pre vious levels. Last year overseas deli veries accounted for 25 per cent of the business, compared with an historic proportion nearer 30 per cent. Gama forecasts about 22 per cent this year, and for the first time the US has seen GA imports overtake exports. Will the non-US manufacturers give the Ameri cans a run for their money when the market picks up? To qualify for inclusion in this Flight directory, aircraft listed are in production or stock or, in some cases, available to special order. Production of several aircraft has been suspen ded, pending better sales prospects. This applies to the Beech Duchess and light-singles range, and Piper's nor mally aspirated Seminole. Deletions include Cessna's Hawk XP and 180 Skywagon, Practavia Sprite, Robin 2000 range, two Aerostar variants, and two long-running twin workhorses, the Cessna 310 and Piper Aztec. Piper has also said farewell to the longest- running American light aeroplane— the Cub, which until last year was still available in Super Cub form. Additions include the Thorp T-211 and Cessna Crusader. The Hillman 360 helicopter has appeared along with new variants from Enstrom and Hiller. The Hoffmann Dimona and Valentin Taifun have joined a new generation of motor gliders and a once unimaginable glide ratio of 1:55 has arrived with the ASW22 and Nimbus 3. New types are to be found in the balloon section compiled by John Wilkinson. Ian Parker contri buted the light-helicopter section. Tabular data The tables have been entirely re vised this year. With the exception of balloons, all sections are now self-contained without the need to turn a page to make comparison between similar types. A number of types in the same family or series have com mon engines, dimensions or other similarities. This is made clear in the tables, in which the relevant figure is not repeated. Accordingly, where there is no entry in a particu lar column, the last figure to appear above in that column applies. Dimensions have been rounded up, as have other units. Basis for all statistics are the returns made by manufacturers or their specification sheets. Weights are ramp weights where these are given by the manu facturer, or otherwise the maximum take-off weight. Cruise speed is quoted at 75 per cent power—the highest practicable for most air craft—as far as possible and at true airspeed at best altitude (around 7,000ft for most normally aspirated engines and 20,000ft for turbo- charged). Range is usually at this speed, and allows for take-off, climb and descent, plus 45min reserve at reduced power. This international guide quotes manufacturers' ex-factory prices in the country of origin. Since basic standards, import, certification and delivery charges differ considerably these prices are not directly com parable. Local prices can be obtained from distributors via manufacturers (whose addresses appear on page 569 at the end of this directory). Typical recent exchange rates: £l = $l-85= Prl'1-11 — DM4-"5 -Yen 423-5 —Band 1-80; $1 = Frj • 85 — CM2- 30 ~ £ 1•89 = Yen 224 - 95 = Rand 0 • 9«6 FLIGHT International, 6 March 1982 549
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