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Aviation History
1983
1983 - 0966.PDF
PARIS SPECIAL Beech's new Lightning is based on the Bonanza and Baron, but uses a Garrett TPE331 which is said to allow a neater engine installation Turbines are the single trend The two years since the last Paris Show have been marked by the emergence of the turboprop in the single-engined market. Cliff Barnett, Ian Goold, and Ian Parker review the new trend. During a period that has seen probably ) the worst general-aviation recession for 30 years, single- engined turboprops have emerged as the new trend in design and development since the last Paris Show. Single turboprops for the high-flying business or private pilot have been talked about for some time: the last year has seen new projects from Beech and Mike Smith, the Omac pusher design, and Riley's conversion of the Cessna P210 Pressur ised Centurion take to the air. The pres surised Piper Malibu and Mooney M30 are piston-engined, but it seems only a matter of time before turboprop versions are developed. The utility wood-fetchers and water-carriers market has seen the arrival of the Cessna Caravan, such inno vative types as GAF Hawk and Spectrum One, and Soloy's turbine 206 conversion. In aviation's conservative world there is plenty of scepticism about how big the market is for sophisticated and expensive aircraft with only one engine. Reserva tions are at their highest in terms of single-engine IFR or night operations (single-engined public transport is a restricted operation in several countries). By selling some 800 P210s in five years, Cessna has proved that there is a market. The P210 had its early in-service Swiss manufacturer Pilatus has sold one of its PC-7 Turbo Trainers to flag-carrier Swissair troubles, some of which highlighted a vital consideration for single-engined IPR work—systems reliability (especially in vacuum and electrical supply). Given good reliability and some standby systems capability, there is undoubtedly a market for single-turboprop six-seaters. They will fly above most of the weather at 250-300kl for perhaps half the operating cost of s turboprop twin. Nor should it be forgotter that in Learjet's early days few expectec that business jets would find the big inter national market they occupy today. While turbine fuel is cheaper thar avgas, consumption by jet engines i* higher than by piston units. Indeed, 't turboprop six-seat single is likely to us< about twice as much fuel in the cruise as i light piston twin. Yet a turbine-engine time-between overhaul is generally a, least double that for a reciprocatini engine. Operating costs are similar, bu turboprop owners can expect substantiall; higher climb rates and cruise speeds—plu turbine smoothness and reliability—to b' offset by much greater initial costs. Utility models In the hard-working utility market Cessna's Caravan is not, surprisingly, ' P210 follow-on. It is a brand-new desig for a sector in which previous turbopro aircraft, such as the Pilatus Turbo-Porte are long-established. Avgas scarcity i many areas is a big motivation for this soi of turboprop single. The "flying pick-up truck" concept also pursued by the GAF Hawk, Spectrui One, and Soloy 206 developments. Each ( these promises good performance, whe compared with previous piston-engine cargo carriers. To anyone wanting to hai freight, the hourly cost of feeding or instead of two thirsty engines will t increasingly attractive since fu prices—unlike aeroplanes—tend only to up. This reason alone should ensure promising, if challenging, future J turboprop singles. 1536 FLIGHT International, 28 May
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