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Aviation History
1989
1989 - 0781.PDF
PRIVATE AIRCRAFT BUYERS' GUIDE. by an O-320 engine driving a contant-speed propeller is expected to be offered. (The four-seat Grob 116 follow-on has been shelved, while the West German manu facturer concentrates on other areas.) Design work continues on the Model GF.200, a mock-up of which was shown at Hanover last year. Should the RAF order the G109B for its motorglider requirement a batch will follow the next group of 115s. Gone from the Buyer's Guide after a short-lived resurrection is Taylorcraft. The name is long established in the annals of US light aircraft manufacture. A year ago the company spoke of struggling to keep a toe hold "when the outlook is not very bright". The company has gone under just as the US industry is talking of the market having turned the corner. Last year's shipments were not down for the first time since 1979. The jury is still out, however. The Federal Aviation Administration forecasts that the US general-aviation fleet will grow by less than 1 per cent over the next 12 years. The manufacturers say that it is "just another unrealistic off-the-wall forecast". If the French are listening, they may not be deter red. They have started the revolution on their own. Light twins New entrants to this Buyer's Guide begin in the very first section, with Piper's reintro- duction of the four-seat Seminole to complement its bigger-brother Seneca twin. Its price has not yet been determined, but presumably it will be less than the larger aircraft's near-quarter-million dollars. This gives the Seneca a large price advantage over the Beech Baron, which continues to lead the class of twins weighing less than 7,0001b. Apart from the Seminole, each offers six seats and all offer almost 200 m.p.h. The Partenavia P.68C and TC provide high-wing vision and rival the Seneca for speed, despite their fixed landing gears. It is arguable whether potential buyers of such expensive machinery will want to use them (or at least claim to use them) primarily for business operations. The arrival next year of the turboprop Aerospatiale/Mooney TBM.700 single (and perhaps a turbine Malibu conversion, with or without the blessing of M. Stuart Millar) might require a new section in this guide. Tabular data A number of types in the same family or series have common engines, dimensions, or performance characteristics. This is made clear in the tables, in which the rele vant figure is not duplicated. Accordingly, where there is no apparent entry, the last figure to appear higher in that column applies. We have retained our 7,0001b maximum-weight limit. This allows the inclusion of all types likely to be piloted by individual owners (although it does not take account of many heavier types which some private pilots are lucky enough to fly). The lightest of the twins normally associated with corporate or small commuter operations would qualify, but are excluded. Dimensions have been rounded up, as have other units. Bases for our statistics are returns made by manufacturers to our stan dard questionnaire, or their specification sheets. Where possible maximum take-off weights are quoted. Cruise TAS is quoted at 75 per cent power—the highest practical for most aircraft—at around 7,000ft for normally aspirated engines, and 20,000ft for turbocharged units. Range quoted is normally at the speci fied speed, and allows for take-off, climb, and descent, plus 45min reserve at reduced power. Some manufacturers quote dry-tank ranges and readers should check this against the relevant brochures. Where possible we quote manufacturers' ex-factory prices in the country of origin, as given by those companies or their repre sentatives. Since basic standards, import certification, and delivery charges differ considerably, these prices are not directly comparable. Local prices can be obtained from manufacturers whose addresses appear at the end of this survey. Avionics fits can increase prices considerably. Recent international currency exchange rates: £1 = $1-72 = FFrl0-83 = DM3-19 = Yen221-75. $1 = FFr6-29 = DM1-85 = Yenl28-8. Beech Baron 58 Light twins Type Beech Baron 58 Partenavia P.68C P.68C-TC Piper PA-34 Seneca III Seminole Power 300 h.p. Continental IO-550-C 200 h.p. Continental IO-360-A1B6 , 210 h.p. Lycoming TIO-360-C1A6D 220 h.p. Continental (L)TSIO-360-KB 180 h.p. Lycoming O-360-E1A6D Seats 4/6 6/7 6 4 Span/length (ft in) 37 10/29 10 39 4/31 4 38 11/28 7 Weights (lb) Gross/baggage 5,500/1,020 4,387/400 4,773/200 Fuel (Imp gal) Std/opt 113/138/161 118/162 82/107 Cruise 75% (kt) 192 166 172 193 167 Range (n.m.) 1,340 1,050 775 990 max 915 Price $435,900 — — $224,500 FLIGHT INTERNATIONAL, 25 March 1989 51
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