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Aviation History
1983
1983 - 0970.PDF
PARIS SPECIAL 1,583ft, and an initial climb rate of 2,000ft/min. Landing over a 50ft obstacle should be possible in 1,600ft. Target maximum-cruise speed is around 300 m.p.h., 250 m.p.h. being expected for long- range cruise. Stalling speed is put at 61 m.p.h. Certificated ceiling should be 25,000ft, and maximum range 2,981 miles (with useful load of 3,1001b and lhr reserve). Power is supplied by a 700 s.h.p. Avco Lycoming LTP101-700A-1 engine turning a 90in, three-bladed Hartzell Q-tip propeller with Beta and reverse pitch. A few changes have been made, some after flying a radio-controlled model. The rudders were to have been mounted on the upper winglet, but are found to be much more effective on the lower units. Each deflects outward (only) to 25°. The top winglets are 50in high, canted out 15° from the vertical, and with 2° toe-out on each side. Lower winglets are now vertical, 24in deep, and both have a 2° toe-in. The first prototype made its maiden flight on December 11, 1981, but minor delays were caused by a ground accident (which damaged the canard), and then by a nosewheel collapse in August last year, which was caused by a locking-pin failure. Damage was suffered to the foreplane, lower winglets, and landing gear. An electrically driven hydraulic system operates the landing gear, and flaps (which are fitted to the inboard trailing edge, and outboard leading edge). Half- span ailerons are cable actuated, and the rudders are connected directly to the cock pit pedals, which also provide nosewheel steering. A new steering system is being installed. Wing aerofoil section is a Nasa 64212 (12 per cent thickness) with modification B, which gives a good take-off, climb, and cruise performance with small trim changes. The flight envelope has been extended from 75kt to 160kt, and stall trials should be underway by next month. Maximum altitude reached is 14,000ft, and a TAS of loOkt has been recorded at 12,000ft with the engine producing a mere 206 s.h.p. (maximum continuous is 700 s.h.p.) A rate of climb of 2,800ft/min has been demonstrated at a gross weight of 4,5001b with less than full power. The $550,000 should be good for some time. Perhaps the most unconventional design among the new types is the Omac 1. Certification is expected by the end of next year Cessna Caravan Many a musical on New York's Broadway or in London's West End has closed after a few performances because the world was not, shall we say, ready for it. The flying pick-up truck market, however, is more than ready for the Cessna Caravan utility aircraft. Announced shortly after its first flight last December, Caravan develop ment and production have been brought forward several months. October 1984 is the new target for certification of land- and seaplane versions, and for first deliveries to customers. The cognoscenti were half-expecting a turboprop P210 as rumours of a turbine single from Cessna gathered momentum. But that job was left to Jack Riley (see above). Is the Caravan more than a single- engined successor to the hundreds of military-surplus workhorses that have been the staple carrier of people and parcels, luggage and livestock, cabbages and crates? Cessna president Russ Meyer says that it will open up a completely new market for the company, "filling a world wide need not served by any other (type)". At first glance the result of a 206 shunted by an Islander, the Caravan is a big beast by any standard. Wing span is almost 52ft, midway between that of Islander and Trislander. Length is not far short of the long-nosed Islander at 37ft 7in. Gross weight (6,6501b) puts it in the Navajo league—and all this time on a single P&W PT6A-114 engine. The 600 h.p. powerplant (flat-rated from more than 850 h.p.) is derived from that used in the Conquest I twin. First visual impression is that the engine is the Garrett TPE331, so conspicuous by their absence are the high exhaust ports found on other PT6-powered machines. Cessna has so much space in the engine room that it can direct the efflux to a point beneath' the fuselage, where there is less danger of gases getting into the cabin. Air for the engine is taken in on the left side of the wide cowling and on the right for cooling. Cessna has experimented with different propellers. Little advantage is found in four-bladed props over three-bladed units. A propeller especially tailored for Caravan by McCauley will be available in July. Seaplane versions may sport different- diameter, four-bladers. With so much tricycle landing gear experience—especially from many years' bush flying by a host of 206 operators- Cessna has resisted the temptation to go. down the tail-wheel path. Instead it made The GAF Hawk 125 is moving from R&D into full production, according to its designer. Aircraft size is deceptive, as this illustration of a pick-up truck being loaded indicates FLIGHT International, 28 May 198L
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