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Aviation History
1985
1985 - 0042.PDF
Marsh Aviation has produced some 80 Turbo Thrushes since 1976 AGRICULTURAL AVIATION CONVENTION Pezetel plans a "bigger M-18" Almost inevitably, the largest aircraft at the convention was the Polish Pezetel M-18 Dromader. Its 10ft 8in propeller towered over the Bell JetRanger III parked alongside. Some 320 Drom- aders are now in service worldwide, according to George Lundy, vice-president of PZL-owned subsidiary Melex USA (1200 Front Street, Suite 101, Raleigh, North Carolina 27609; tel (919) 828-7645). He says that the convention was "a really good show for us", with the possibility of three sales from contacts made at Las Vegas. Melex USA is responsible for support of about 120 M-18s in the Western Hemi sphere. About 60 examples fly in the USA, some 15 in Canada, and more than ten in Latin America. The company is co-operating with Turbines Inc (Hulman Field, Terre Haute, Indiana; tel (812) 877-2587) on a turbine M-18. Another development of the Dromader will be the PZL M-24. First metal for this even bigger machine will be cut in about six months' time, with a first flight scheduled for the first quarter of 1986. The M-24 is likely to sport a new wing and aerofoil section. Wing span is expected to have grown by some 12ft to about 70ft. Hopper capacity will be around 800 US gal, which should keep the all-up weight below 12,5001b. The existing ASz62-IR-M18 1,000 h.p. engine will be used initially, but Lundy expects that a turbine unit might be installed later. The machine, which will be known as the M-18-24, is expected to appeal particularly to forest- fire fighting and fertiliser- application operations. The smaller M-21 (so- called Mini Dromader) will arrive in the USA in mid- 1985, says Lundy. It will be marketed as M-18-21. Melex USA plans to take the aircraft around the US distributors and operators to "shake it down for a season and a half to gauge the demand. Marketing could follow next year. Dromaders sold in North America are assembled in Missouri. The company is considering the establishment of a line in California, and is also under stood to be contemplating the establishment of an inter national centre in North Carolina. Based initially upon a Pratt & Whitney PT6-45G, the 1,200 s.h.p. turbine conversion is seen as meeting a demand for turbine power from operators who want Dromader's 600gal (US) capacity. Turbine Inc's James Mills sees a requirement for three or four a year in the USA (three "immediately") and an international market for "many more". The two companies are aware of an immediate Mediterranean requirement for about 30 units. First flight is set for later this month. The aircraft will be somewhat longer than the piston model, with the Hartzell prop some 10ft ahead of the firewall. Overall weight is said to be down by about 8001b. Reduced drag is worth some 150 h.p., Mills suggests. Typical speeds are expected to be 135-140kt, compared with the 115-120kt. Cost is likely to be above $400,000. Another variation on the theme is an amphib ious Dromader development. Lundy says that a prototype could be flown in mid-1985, followed by certification in time for customer deliveries by the end of the year. Such aircraft could be employed as firebombers, replenishing their supplies of water via a scoop in the floats a la Specialty Aircraft's Sea Thrush conversion (Flight, September 1, 1984, page 274). Melex USA has not completed its selection of float for the conversion, but Lundy confesses: "The floats on the Cessna Caravan I look just lovely". Comparison in cockpit characteristics: the new Air Tractor AT-500, left, and the established PZL M-18 Dromader, right FLIGHT International, 5 January 1985
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