FSX Aircraft: Discover The FSX Fleet
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The Airbus A321 is a stretched version of Airbus' best-selling short- and
medium-range jetliner, the A320. The A321 has slightly increased wing area,
stronger landing gear with larger tires, and engines with increased thrust.
The A320 program was started in the early 1980s with the intention of
supplanting what was then the most popular medium-range jetliner, the Boeing
727. By the time the A321 entered service in 1988, its avant-garde
avionics—"glass cockpit" instrumentation, the first digital fly-by-wire control
system used in an airliner, and sidestick controllers—put it a generation ahead
of many others.
In less than 20 years Airbus has delivered more than 2,500 A320 Family
aircraft; more than 300 of them are A321s, capable of carrying up to 220
passengers, though the typical two-class configuration seats 186—practically
identical to the standard passenger load of the 737-800.
medium-range jetliner, the A320. The A321 has slightly increased wing area,
stronger landing gear with larger tires, and engines with increased thrust.
The A320 program was started in the early 1980s with the intention of
supplanting what was then the most popular medium-range jetliner, the Boeing
727. By the time the A321 entered service in 1988, its avant-garde
avionics—"glass cockpit" instrumentation, the first digital fly-by-wire control
system used in an airliner, and sidestick controllers—put it a generation ahead
of many others.
In less than 20 years Airbus has delivered more than 2,500 A320 Family
aircraft; more than 300 of them are A321s, capable of carrying up to 220
passengers, though the typical two-class configuration seats 186—practically
identical to the standard passenger load of the 737-800.
The Air Creation Buggy 582 SL is a tricycle-type, two-seater ultralight with
a three-wheeled fiberglass shell suspended beneath a hang glider-type wing. Its
streamlined cockpit fairing with windshield and finned wheel fairings reduce
drag and increase directional stability. As in a hang glider, the pilot
maneuvers the Buggy by pushing or pulling a horizontal control bar, which
shifts the weight of the pilot and passenger forward, aft, or to one side
relative to the wing. The main difference between this ultralight and other
aircraft in Microsoft Flight Simulator is that it provides a relatively easy
seat-of-the-pants flying experience, especially for first-time pilots.
Unlike a basic ultralight, the Buggy 582 SL provides minimal instrumentation
for monitoring engine rpm (revolutions per minute), altitude, airspeed, and
heading. This version of the 582 carries the "SL" designation; the "S" denotes
its comparatively silent two-stroke, liquid-cooled engine, and the "L" denotes
its lightness. The version you'll fly is equipped with the Kiss 450 wing, which
performs somewhere between a wing suited to basic flying and a truly
high-performance ultralight wing used for aerobatic flying. It provides fairly
forgiving stall characteristics, along with handling that lets you get more
playful and daring as you familiarize yourself with the Buggy and its many
capabilities.
a three-wheeled fiberglass shell suspended beneath a hang glider-type wing. Its
streamlined cockpit fairing with windshield and finned wheel fairings reduce
drag and increase directional stability. As in a hang glider, the pilot
maneuvers the Buggy by pushing or pulling a horizontal control bar, which
shifts the weight of the pilot and passenger forward, aft, or to one side
relative to the wing. The main difference between this ultralight and other
aircraft in Microsoft Flight Simulator is that it provides a relatively easy
seat-of-the-pants flying experience, especially for first-time pilots.
Unlike a basic ultralight, the Buggy 582 SL provides minimal instrumentation
for monitoring engine rpm (revolutions per minute), altitude, airspeed, and
heading. This version of the 582 carries the "SL" designation; the "S" denotes
its comparatively silent two-stroke, liquid-cooled engine, and the "L" denotes
its lightness. The version you'll fly is equipped with the Kiss 450 wing, which
performs somewhere between a wing suited to basic flying and a truly
high-performance ultralight wing used for aerobatic flying. It provides fairly
forgiving stall characteristics, along with handling that lets you get more
playful and daring as you familiarize yourself with the Buggy and its many
capabilities.
With the wonderful control harmony that is the hallmark of the Bonanza line,
the Beech Baron 58 is considered a classic light twin. The Baron 58 is a
spiffed-up version of a time-tested favorite made modern by its new Continental
Special engines. The Baron combines the attractiveness of Beechcraft design
with the reliability of twin engines, resulting in a gorgeous workhorse of an
aircraft.
When the first light twin appeared in the 1950s, aviation enthusiasts quickly
recognized it as the height of personal air transportation. More than 50 years
later, the Baron 58 serves as an excellent example of why that's still true.
The Baron 58 was beautifully designed with both comfort and safety in mind. But
it's not just another pretty plane—with full fuel, a Baron 58 can carry up to
931 pounds of people or cargo for 1,340 nautical miles with 45 minutes reserve.
Twin 300-hp TCM IO-550-C, six-cylinder, fuel-injected engines provide enough
power to take off with a scant 1,400 feet ground run and climb at over 1,700
feet per minute, even fully loaded. The Baron carries payload further and
faster than any other piston twin currently manufactured.
the Beech Baron 58 is considered a classic light twin. The Baron 58 is a
spiffed-up version of a time-tested favorite made modern by its new Continental
Special engines. The Baron combines the attractiveness of Beechcraft design
with the reliability of twin engines, resulting in a gorgeous workhorse of an
aircraft.
When the first light twin appeared in the 1950s, aviation enthusiasts quickly
recognized it as the height of personal air transportation. More than 50 years
later, the Baron 58 serves as an excellent example of why that's still true.
The Baron 58 was beautifully designed with both comfort and safety in mind. But
it's not just another pretty plane—with full fuel, a Baron 58 can carry up to
931 pounds of people or cargo for 1,340 nautical miles with 45 minutes reserve.
Twin 300-hp TCM IO-550-C, six-cylinder, fuel-injected engines provide enough
power to take off with a scant 1,400 feet ground run and climb at over 1,700
feet per minute, even fully loaded. The Baron carries payload further and
faster than any other piston twin currently manufactured.
With more than 5,000 delivered, there is no other turbine-powered business
aircraft that can match the success of the Beech King Air. At times, nearly 90
percent of the cabin-class turboprops in the world have been King Airs.
Designed as a turbine-powered alternative to the Queen Air, the King Air
eventually supplanted the Queen Air as the number one choice in executive
turboprops.
The King Air in all its variants is a beautiful airplane with classic styling
and graceful lines. Many of the improvements over the years have provided
better aerodynamic efficiency, increased muscle under the cowlings, greater
speed, upgraded avionics and electrical systems, and increased cabin luxury. In
addition to duties as a corporate shuttle, the plane is also available in cargo
configurations.
A significant design change that would set the tone for future models in the
line was the Model 200 Super King Air. A swept T-tail design was adopted,
allowing the stabilizer and elevator to operate in relatively smooth,
undisturbed air, out of the wing's downwash. It also gave the King Air a rakish
new look. The length, wingspan, and power were increased, resulting in a
greater useful load. The plane carried eight passengers in a pressurized cabin
altitude of 6,740 feet at 25,000 feet.
Along with other improvements, Beech experimented with putting turbofan
engines on the King Air. A test bed was flown with this modification, but the
idea was never put into production.
The latest derivative of the King Air is the Model 350. With the most
powerful engines on a King Air to date (1,050 shaft horsepower) and a fuselage
34 inches longer than the Model 300, the 350 sits at the pinnacle of a great
lineage. It can seat up to 11 passengers in double-club chair arrangements that
are standard in this plush airplane. A small galley and an in-flight
entertainment system provide a level of comfort King Air customers have come to
expect. Distinctive winglets are the most obvious external feature that make
the 350 easy to distinguish from its King Air siblings on the airport ramp.
The entire King Air line is characterized by a great basic design that has
only improved over the decades. It is a legend that continues to be a top pick
for corporate flight operations. The King Air is a plane that richly deserves
its regal moniker.
The elegant King Air is a high-performance, pressurized-cabin, twin-engine,
turboprop airplane. Most often employed as a corporate transport, it usually
seats from 9 to 11 (although it's certified for up to 17 people). The structure
is distinguished by its efficient wing and NASA-designed winglets. The T-tail
on the Super King Airs was designed to provide improved aerodynamics, lighter
control forces, and a wider center-of-gravity range.
Many a young pilot has stepped up from more lowly positions to corporate
flying in the right seat of a King Air. Piloting the beautiful Beech is a good
transition toward the more complex world of turbine engines and larger
aircraft.
aircraft that can match the success of the Beech King Air. At times, nearly 90
percent of the cabin-class turboprops in the world have been King Airs.
Designed as a turbine-powered alternative to the Queen Air, the King Air
eventually supplanted the Queen Air as the number one choice in executive
turboprops.
The King Air in all its variants is a beautiful airplane with classic styling
and graceful lines. Many of the improvements over the years have provided
better aerodynamic efficiency, increased muscle under the cowlings, greater
speed, upgraded avionics and electrical systems, and increased cabin luxury. In
addition to duties as a corporate shuttle, the plane is also available in cargo
configurations.
A significant design change that would set the tone for future models in the
line was the Model 200 Super King Air. A swept T-tail design was adopted,
allowing the stabilizer and elevator to operate in relatively smooth,
undisturbed air, out of the wing's downwash. It also gave the King Air a rakish
new look. The length, wingspan, and power were increased, resulting in a
greater useful load. The plane carried eight passengers in a pressurized cabin
altitude of 6,740 feet at 25,000 feet.
Along with other improvements, Beech experimented with putting turbofan
engines on the King Air. A test bed was flown with this modification, but the
idea was never put into production.
The latest derivative of the King Air is the Model 350. With the most
powerful engines on a King Air to date (1,050 shaft horsepower) and a fuselage
34 inches longer than the Model 300, the 350 sits at the pinnacle of a great
lineage. It can seat up to 11 passengers in double-club chair arrangements that
are standard in this plush airplane. A small galley and an in-flight
entertainment system provide a level of comfort King Air customers have come to
expect. Distinctive winglets are the most obvious external feature that make
the 350 easy to distinguish from its King Air siblings on the airport ramp.
The entire King Air line is characterized by a great basic design that has
only improved over the decades. It is a legend that continues to be a top pick
for corporate flight operations. The King Air is a plane that richly deserves
its regal moniker.
The elegant King Air is a high-performance, pressurized-cabin, twin-engine,
turboprop airplane. Most often employed as a corporate transport, it usually
seats from 9 to 11 (although it's certified for up to 17 people). The structure
is distinguished by its efficient wing and NASA-designed winglets. The T-tail
on the Super King Airs was designed to provide improved aerodynamics, lighter
control forces, and a wider center-of-gravity range.
Many a young pilot has stepped up from more lowly positions to corporate
flying in the right seat of a King Air. Piloting the beautiful Beech is a good
transition toward the more complex world of turbine engines and larger
aircraft.
The Bell 206 series has accumulated an astounding array of impressive
statistics. More than 6,000 JetRangers are flying worldwide in roles as diverse
as corporate transportation, police surveillance, and United States Army
aviation training. The series has flown over 26 million flight hours, and a few
JetRangers are flying with more than 30,000 hours on their airframes.
The JetRanger design was derived from a Light Observation Helicopter (LOH)
proposal Bell submitted to the United States Army in the 1960s. Though it lost
out to a Hughes Aircraft Company design, Bell decided to develop the model as
the 206 for the civilian market.
Despite Bell's best efforts, the original LOH design was found unsuitable for
conversion to civilian use, primarily because of its limited carrying capacity.
Engineers started over with an entirely new fuselage, resulting in an elegant
teardrop-shaped aircraft that would seat five and carry their baggage, too.
Due to rising costs of the Hughes helicopter, the LOH competition was
reopened in 1967, and Bell's 206 won this round. The 206 was purchased by the
Army and put to work under the designation OH–58A. JetRangers are still serving
in the armed forces. The newest model in uniform is the TH–67 Creek primary
trainer. The United States Army credits a rise in student grades and a drop in
course failures to the use of the Creek in training programs.
It's as a civilian aircraft, however, that the JetRanger has seen its biggest
success. The original 206 has evolved into the JetRanger II and the JetRanger
III, both incorporating major upgrades to more powerful engines.
Although helicopters are inherently unstable and difficult to fly, testimony
to the JetRanger's ease of handling is the fact that it can be certified for
single-pilot IFR operation. In 1994, Texas businessman Ron Bower flew a Bell
206B JetRanger III solo around the world. Bower navigated across 21 countries
and 24 time zones in 24 days. By the end of the journey, he'd flown over 23,000
miles and had broken the previous around-the-world helicopter speed record by
nearly five days.
The JetRanger III costs less to operate and maintain than any other craft in
its class and has the highest resale value of any light helicopter. A winning
formula for safety and value has made the JetRanger the world's most popular
helicopter series.
statistics. More than 6,000 JetRangers are flying worldwide in roles as diverse
as corporate transportation, police surveillance, and United States Army
aviation training. The series has flown over 26 million flight hours, and a few
JetRangers are flying with more than 30,000 hours on their airframes.
The JetRanger design was derived from a Light Observation Helicopter (LOH)
proposal Bell submitted to the United States Army in the 1960s. Though it lost
out to a Hughes Aircraft Company design, Bell decided to develop the model as
the 206 for the civilian market.
Despite Bell's best efforts, the original LOH design was found unsuitable for
conversion to civilian use, primarily because of its limited carrying capacity.
Engineers started over with an entirely new fuselage, resulting in an elegant
teardrop-shaped aircraft that would seat five and carry their baggage, too.
Due to rising costs of the Hughes helicopter, the LOH competition was
reopened in 1967, and Bell's 206 won this round. The 206 was purchased by the
Army and put to work under the designation OH–58A. JetRangers are still serving
in the armed forces. The newest model in uniform is the TH–67 Creek primary
trainer. The United States Army credits a rise in student grades and a drop in
course failures to the use of the Creek in training programs.
It's as a civilian aircraft, however, that the JetRanger has seen its biggest
success. The original 206 has evolved into the JetRanger II and the JetRanger
III, both incorporating major upgrades to more powerful engines.
Although helicopters are inherently unstable and difficult to fly, testimony
to the JetRanger's ease of handling is the fact that it can be certified for
single-pilot IFR operation. In 1994, Texas businessman Ron Bower flew a Bell
206B JetRanger III solo around the world. Bower navigated across 21 countries
and 24 time zones in 24 days. By the end of the journey, he'd flown over 23,000
miles and had broken the previous around-the-world helicopter speed record by
nearly five days.
The JetRanger III costs less to operate and maintain than any other craft in
its class and has the highest resale value of any light helicopter. A winning
formula for safety and value has made the JetRanger the world's most popular
helicopter series.
The Boeing 737 is the world's most popular jetliner, and the 737-800 is one
of the latest and most advanced models. In service since 1967, the 737 became
the best-selling commercial jetliner worldwide after twenty years when orders
for it reached 1,831. After almost another twenty years, orders for this
long-lived family of aircraft are approaching 6,000 with, 5,000 delivered.
The reason for the 737's great success is its design flexibility. It has
always lent itself well to modifications that fit the market needs of its
customers, and it has undergone a remarkable evolution over the years. The
length of the original 737-100 was only eight inches more than its wingspan,
giving the airplane a stubby look that led to its nickname, "Fat Albert." It
could carry a maximum of 100 passengers, a suitable load at the time for
Boeing's then-smallest jet airliner. Derivative models were already on the
drawing board before the first 737-100 ever flew. The -200 grew in length and
was fitted with progressively more powerful engines. The -300 introduced a new
type of engine that made far less noise and provided better fuel economy. The
-400 was a stretched version tailored for charter and business airline
applications.
Since 1997, the Original (-100/-200) and Classic (-300/-400/-500) variants of
the 737 have been replaced on the production line by models in the
Next-Generation series (-600/-700/-800/-900). Today the latest, stretched
members of the 737 family (-800/-900) can carry up to 189 passengers, so the
little Boeing jet has grown up to equal the capacity of its four-engined big
brother, the venerable 707.
With updated engines, wings, and avionics, the Next-Generation 737 models
represent not just a stretch, but a major redesign of the original 737. Their
new features-including distinctive advanced-technology winglets (which enhance
fuel economy and performance during takeoff and climb-out, as well as range and
payload) and a modern "glass cockpit"-carry the Boeing 737 decisively into the
twenty-first century.
of the latest and most advanced models. In service since 1967, the 737 became
the best-selling commercial jetliner worldwide after twenty years when orders
for it reached 1,831. After almost another twenty years, orders for this
long-lived family of aircraft are approaching 6,000 with, 5,000 delivered.
The reason for the 737's great success is its design flexibility. It has
always lent itself well to modifications that fit the market needs of its
customers, and it has undergone a remarkable evolution over the years. The
length of the original 737-100 was only eight inches more than its wingspan,
giving the airplane a stubby look that led to its nickname, "Fat Albert." It
could carry a maximum of 100 passengers, a suitable load at the time for
Boeing's then-smallest jet airliner. Derivative models were already on the
drawing board before the first 737-100 ever flew. The -200 grew in length and
was fitted with progressively more powerful engines. The -300 introduced a new
type of engine that made far less noise and provided better fuel economy. The
-400 was a stretched version tailored for charter and business airline
applications.
Since 1997, the Original (-100/-200) and Classic (-300/-400/-500) variants of
the 737 have been replaced on the production line by models in the
Next-Generation series (-600/-700/-800/-900). Today the latest, stretched
members of the 737 family (-800/-900) can carry up to 189 passengers, so the
little Boeing jet has grown up to equal the capacity of its four-engined big
brother, the venerable 707.
With updated engines, wings, and avionics, the Next-Generation 737 models
represent not just a stretch, but a major redesign of the original 737. Their
new features-including distinctive advanced-technology winglets (which enhance
fuel economy and performance during takeoff and climb-out, as well as range and
payload) and a modern "glass cockpit"-carry the Boeing 737 decisively into the
twenty-first century.
More than 30 years ago, the 747 made its first trip from New York to London.
Since then, it's become the standard by which other large passenger jets are
judged. Its size, range, speed, and capacity were then, and are now, the best
in its class.
The 747–400 model was first introduced in 1985. The first –400 was delivered
to Northwest Airlines four years later. It was designed to extend the already
excellent capacity and range of the original 747, and, using lighter aluminum
alloys and hardware adapted from the 757 and 767, it met its goal. Beginning in
May 1990, the 747–400 became the only 747 currently in production, which has
been an ongoing testament to its success.
The 747 has also captured a number of records. Thanks in part to use of
advanced materials, like graphite, to replace heavy metals, and aluminum alloys
used in wing skins, stringers, and lower-spar chords, the 747 realized
considerable weight savings over the –300. As a result, on June 27, 1988,
Northwest Airlines set a new official weight record by reaching an altitude of
2,000 meters at a gross weight of 892,450 pounds.
Shortly afterwards, Qantas Airways set the world distance record for
commercial airliners by flying a 747–400 from London to Sydney nonstop, a
distance of 11,156 miles (18,000 kilometers) in 20 hours, 9 minutes.
The 747–400 can travel 8,430 statute miles (13,570 kilometers) without
refueling. That, in addition to its large seating capacity, makes it the lowest
cost per seat-mile of any twin-aisle airplane offered. It has a dispatch
reliability rate of 98.8 percent.
Since then, it's become the standard by which other large passenger jets are
judged. Its size, range, speed, and capacity were then, and are now, the best
in its class.
The 747–400 model was first introduced in 1985. The first –400 was delivered
to Northwest Airlines four years later. It was designed to extend the already
excellent capacity and range of the original 747, and, using lighter aluminum
alloys and hardware adapted from the 757 and 767, it met its goal. Beginning in
May 1990, the 747–400 became the only 747 currently in production, which has
been an ongoing testament to its success.
The 747 has also captured a number of records. Thanks in part to use of
advanced materials, like graphite, to replace heavy metals, and aluminum alloys
used in wing skins, stringers, and lower-spar chords, the 747 realized
considerable weight savings over the –300. As a result, on June 27, 1988,
Northwest Airlines set a new official weight record by reaching an altitude of
2,000 meters at a gross weight of 892,450 pounds.
Shortly afterwards, Qantas Airways set the world distance record for
commercial airliners by flying a 747–400 from London to Sydney nonstop, a
distance of 11,156 miles (18,000 kilometers) in 20 hours, 9 minutes.
The 747–400 can travel 8,430 statute miles (13,570 kilometers) without
refueling. That, in addition to its large seating capacity, makes it the lowest
cost per seat-mile of any twin-aisle airplane offered. It has a dispatch
reliability rate of 98.8 percent.
The Bombardier CRJ700, which entered service in 2001, is a stretched version
of the CRJ100/200 regional jet, with seating capacity increased from 50 to 70.
The CRJ (Canadair Regional Jet) family of aircraft was in turn derived from the
Canadair Challenger business jet, which began its operational life as the
LearStar 600.
In addition to an increase in length and upgraded landing gear, the CRJ700 features a wing with a longer span and leading edge slats that add additional lift. Like other members of the CRJ family, the CRJ700 cockpit features an electronic flight instrument system (EFIS) avionics suite and "glass cockpit" instrumentation.
of the CRJ100/200 regional jet, with seating capacity increased from 50 to 70.
The CRJ (Canadair Regional Jet) family of aircraft was in turn derived from the
Canadair Challenger business jet, which began its operational life as the
LearStar 600.
In addition to an increase in length and upgraded landing gear, the CRJ700 features a wing with a longer span and leading edge slats that add additional lift. Like other members of the CRJ family, the CRJ700 cockpit features an electronic flight instrument system (EFIS) avionics suite and "glass cockpit" instrumentation.
The Model 45 is Learjet's first all-new aircraft since Bill Lear's first
Model 23. Although it looks like a Learjet, it has only half the parts of a
Model 35, reflecting a significant design progression. The parameters set down
for the 45 called for it to have the performance of the Learjet 35, the
handling of the Learjet 31A, and greater cabin space than the competition.
This is Learjet's first paperless airplane, designed entirely on a computer
screen. In some cases, the computer design files are loaded directly into
production milling machines, which allows for an exceptional degree of
precision in manufacturing (especially important when major parts that have to
fit together are made on different continents!). This reduces not only time in
construction but also the rate of rejection of parts (inherent in any
manufacturing process).
Like so many ventures today, building Learjets is a cooperative arrangement
of various entities. Learjet is responsible for systems and final assembly in
the United States; the fuselage is built by Shorts in Ireland; and the wing
design and construction is handled by de Havilland in Canada (all Bombardier
subsidiaries).
Ease of operation was a key design goal with the new Learjet. In addition to
fewer parts, the craft has a built-in maintenance tracking system. A technician
can plug a laptop computer into a panel and download a fault list from all of
the avionics, engines, and other systems.
The 45's glass cockpit makes for simplified in-flight system management. The
Primus 1000 integrated avionics system and engine instrument/crew advisory
system (EICAS) has a page for monitoring every major system as well as for
displaying primary flight instruments.
Power management usually creates a high workload when flying jets, thus
requiring new power settings with changes in weight and ambient conditions. The
Learjet 45 takes much of the power management off the pilots' hands by
computing it for them. For takeoff, for example, advance the thrust levers
three clicks to the takeoff position, feet off the brakes, and you're out of
here. During the climb, ease the levers back a notch to the max continuous
thrust (MCT) position, and let the digital electronic engine computer (DEEC)
worry about the rest.
At 45,000 feet and a weight of 17,000 pounds, the high-speed cruise number is
445 KIAS with a fuel flow of about 1,062 pounds per hour (pph). Back the power
down to a long-range cruise setting, and the speed decreases to 408 knots,
while fuel burn slows to 987 pounds per hour. The 45 has a maximum IFR range of
about 1,800 nautical miles. With a maximum operating altitude of 51,000 feet,
the 45 easily reaches and cruises at 45,000 feet, unlike some lighter jets that
are certified to 45,000 feet, but are rarely used at that altitude.
Learjet has shown once again its ability to adapt to the market and produce
what the customer wants. In the Model 45, they have crafted a machine that gets
the customer there on time and in comfort while keeping the pilots and the
corporate flight office happy.
Model 23. Although it looks like a Learjet, it has only half the parts of a
Model 35, reflecting a significant design progression. The parameters set down
for the 45 called for it to have the performance of the Learjet 35, the
handling of the Learjet 31A, and greater cabin space than the competition.
This is Learjet's first paperless airplane, designed entirely on a computer
screen. In some cases, the computer design files are loaded directly into
production milling machines, which allows for an exceptional degree of
precision in manufacturing (especially important when major parts that have to
fit together are made on different continents!). This reduces not only time in
construction but also the rate of rejection of parts (inherent in any
manufacturing process).
Like so many ventures today, building Learjets is a cooperative arrangement
of various entities. Learjet is responsible for systems and final assembly in
the United States; the fuselage is built by Shorts in Ireland; and the wing
design and construction is handled by de Havilland in Canada (all Bombardier
subsidiaries).
Ease of operation was a key design goal with the new Learjet. In addition to
fewer parts, the craft has a built-in maintenance tracking system. A technician
can plug a laptop computer into a panel and download a fault list from all of
the avionics, engines, and other systems.
The 45's glass cockpit makes for simplified in-flight system management. The
Primus 1000 integrated avionics system and engine instrument/crew advisory
system (EICAS) has a page for monitoring every major system as well as for
displaying primary flight instruments.
Power management usually creates a high workload when flying jets, thus
requiring new power settings with changes in weight and ambient conditions. The
Learjet 45 takes much of the power management off the pilots' hands by
computing it for them. For takeoff, for example, advance the thrust levers
three clicks to the takeoff position, feet off the brakes, and you're out of
here. During the climb, ease the levers back a notch to the max continuous
thrust (MCT) position, and let the digital electronic engine computer (DEEC)
worry about the rest.
At 45,000 feet and a weight of 17,000 pounds, the high-speed cruise number is
445 KIAS with a fuel flow of about 1,062 pounds per hour (pph). Back the power
down to a long-range cruise setting, and the speed decreases to 408 knots,
while fuel burn slows to 987 pounds per hour. The 45 has a maximum IFR range of
about 1,800 nautical miles. With a maximum operating altitude of 51,000 feet,
the 45 easily reaches and cruises at 45,000 feet, unlike some lighter jets that
are certified to 45,000 feet, but are rarely used at that altitude.
Learjet has shown once again its ability to adapt to the market and produce
what the customer wants. In the Model 45, they have crafted a machine that gets
the customer there on time and in comfort while keeping the pilots and the
corporate flight office happy.
This isn't the aviation equivalent of some cheap date you'll be taking out
for one wild, adventurous weekend. The Cessna 172 is more like the love of your
life—a steady, constant companion to fly with for a long time to come. A stable
and trustworthy plane, most pilots have logged at least a few hours in a Cessna
172, since it's the most widely available aircraft in the rental fleet and is
used by most flight schools. Since the first prototype was completed in 1955,
more than 35,000 C172s have been produced, making it the world's most popular
single-engine plane. One of Cessna's first tricycle-gear airplanes, the 172
quickly became the favorite of a growing class of business pilots. Its
reliability and easy handling (along with thoughtful engineering and structural
updates) have ensured its continued popularity for more than 35 years.
The differences between an original 1956 172 and today's version are many,
but there are a few similarities. The wing has the same NACA 2412 airfoil that
Cessna's been using since production of its 170, and the plane continues to use
the same flat-plate ailerons that 172s and 152s have always been known for,
making it a steady handler, if not exactly an exciting one.
Updates to the 172 have been carefully chosen and consistently well made. The
172 received its distinctive swept-back tail in 1960 and its helpful wraparound
rear window in 1962. In 1964, Cessna began using a 150-horsepower Lycoming
engine rather than the old six-cylinder, air-cooled Continental engines of the
original 172s. With the SP comes a further engine update providing an even
higher maximum takeoff weight. With its fuel-injected, 180-horsepower
Textron-Lycoming IO-360, the SP has 20 horsepower more than even a 172R and a
maximum takeoff weight of 2,550 pounds-250 pounds more than the 172R.
172s are famed for their stability. In the 1960s and '70s, Cessna vied for
attention and respectability by attempting to build a hardworking airplane that
could be easily flown by nearly anyone. With the 172, they undoubtedly
succeeded. When properly trimmed, this airplane will fly itself for hours at a
time, needing little to no physical guidance from the pilot. And like other
Cessnas, 172s don't like stalling, either.
Cessna temporarily stopped manufacturing the 172 in 1986, when market forces
and high product-liability premiums forced the company to implement serious
cutbacks. Pilots around the world breathed a sigh of relief when, 10 years
later, President Bill Clinton enacted the General Aviation Revitalization Act.
Cessna celebrated the good news with the completion of a new plant in
Independence, Kansas and immediately began production on a new version of the
172. If the new 172SP is any indication, things have only gotten better since
then.
for one wild, adventurous weekend. The Cessna 172 is more like the love of your
life—a steady, constant companion to fly with for a long time to come. A stable
and trustworthy plane, most pilots have logged at least a few hours in a Cessna
172, since it's the most widely available aircraft in the rental fleet and is
used by most flight schools. Since the first prototype was completed in 1955,
more than 35,000 C172s have been produced, making it the world's most popular
single-engine plane. One of Cessna's first tricycle-gear airplanes, the 172
quickly became the favorite of a growing class of business pilots. Its
reliability and easy handling (along with thoughtful engineering and structural
updates) have ensured its continued popularity for more than 35 years.
The differences between an original 1956 172 and today's version are many,
but there are a few similarities. The wing has the same NACA 2412 airfoil that
Cessna's been using since production of its 170, and the plane continues to use
the same flat-plate ailerons that 172s and 152s have always been known for,
making it a steady handler, if not exactly an exciting one.
Updates to the 172 have been carefully chosen and consistently well made. The
172 received its distinctive swept-back tail in 1960 and its helpful wraparound
rear window in 1962. In 1964, Cessna began using a 150-horsepower Lycoming
engine rather than the old six-cylinder, air-cooled Continental engines of the
original 172s. With the SP comes a further engine update providing an even
higher maximum takeoff weight. With its fuel-injected, 180-horsepower
Textron-Lycoming IO-360, the SP has 20 horsepower more than even a 172R and a
maximum takeoff weight of 2,550 pounds-250 pounds more than the 172R.
172s are famed for their stability. In the 1960s and '70s, Cessna vied for
attention and respectability by attempting to build a hardworking airplane that
could be easily flown by nearly anyone. With the 172, they undoubtedly
succeeded. When properly trimmed, this airplane will fly itself for hours at a
time, needing little to no physical guidance from the pilot. And like other
Cessnas, 172s don't like stalling, either.
Cessna temporarily stopped manufacturing the 172 in 1986, when market forces
and high product-liability premiums forced the company to implement serious
cutbacks. Pilots around the world breathed a sigh of relief when, 10 years
later, President Bill Clinton enacted the General Aviation Revitalization Act.
Cessna celebrated the good news with the completion of a new plant in
Independence, Kansas and immediately began production on a new version of the
172. If the new 172SP is any indication, things have only gotten better since
then.
Wherever you want to go, the Cessna Caravan can get you there. First
introduced by Cessna in 1985, the Caravan was designed to land nearly anywhere,
on land or water. Undoubtedly, it has lived up to its creators' intentions.
Whether supplies need to be brought to a flooded village in the mountains of
Peru, an injured person needs to be flown out from a remote lake in Alaska, or
an archaeologist wants access to a tiny site in the African desert, the Caravan
has what's needed to do the job.
In the initial design of the Caravan, Cessna took the fuselage of a Model 207
Stationair and enlarged it. However, it didn't take Cessna long to realize that
in order to create a plane that provided enough cargo and fuel-carrying space,
they'd have to start from close to scratch. They used sections of the 207 in
the first prototype, but the ultimate design of the Caravan had no real
predecessor.
Caravans have large fuel tanks and tough, sturdy landing gear to ensure the
aircraft's reliability on rough, unpaved airstrips. (And that landing gear can
easily be replaced with floats in order to handle water landings.) Caravans
also sport large wings for quick liftoffs on short, rough runways. One hundred
and seventy-four square feet of wing area provide 335 gallons of fuel capacity.
The oil-only strut in the nose gear acts as a shock absorber, cushioning the
engine from large loads placed onto it by the engine mounts as the airplane
rolls over rocks and potholes.
The first amphibious Caravan was certified in March 1986 and was officially
rolled out two months later. In the Amphibians, two large floats replace the
landing gear. However, each float contains retractable landing gear, making the
airplane truly amphibious. Each float can carry 200 pounds of gear inside
watertight bulkhead compartments. The Amphibian also has retractable water
rudders that provide maneuverability on the water and vertical fins on its
horizontal stabilizer that balance the large float surface and provide more
control.
The first Caravans were made-to-order for Federal Express. FedEx has
continued to depend on the Caravans' reliability, flexibility, and strength to
provide hundreds of small communities around the world with access to overnight
delivery service.
As of 2005, more than 1500 Caravans worldwide log more than 71,000 hours per
month—more than half a billion miles since the Caravan first took off.
As
for the Amphibians, one of the earliest customers of the floating flyers was
the Royal Canadian Mounted Police. These amphibious planes gave the RCMP access
to miles of rivers and lakes throughout the provinces for both law enforcement
and rescue missions.
introduced by Cessna in 1985, the Caravan was designed to land nearly anywhere,
on land or water. Undoubtedly, it has lived up to its creators' intentions.
Whether supplies need to be brought to a flooded village in the mountains of
Peru, an injured person needs to be flown out from a remote lake in Alaska, or
an archaeologist wants access to a tiny site in the African desert, the Caravan
has what's needed to do the job.
In the initial design of the Caravan, Cessna took the fuselage of a Model 207
Stationair and enlarged it. However, it didn't take Cessna long to realize that
in order to create a plane that provided enough cargo and fuel-carrying space,
they'd have to start from close to scratch. They used sections of the 207 in
the first prototype, but the ultimate design of the Caravan had no real
predecessor.
Caravans have large fuel tanks and tough, sturdy landing gear to ensure the
aircraft's reliability on rough, unpaved airstrips. (And that landing gear can
easily be replaced with floats in order to handle water landings.) Caravans
also sport large wings for quick liftoffs on short, rough runways. One hundred
and seventy-four square feet of wing area provide 335 gallons of fuel capacity.
The oil-only strut in the nose gear acts as a shock absorber, cushioning the
engine from large loads placed onto it by the engine mounts as the airplane
rolls over rocks and potholes.
The first amphibious Caravan was certified in March 1986 and was officially
rolled out two months later. In the Amphibians, two large floats replace the
landing gear. However, each float contains retractable landing gear, making the
airplane truly amphibious. Each float can carry 200 pounds of gear inside
watertight bulkhead compartments. The Amphibian also has retractable water
rudders that provide maneuverability on the water and vertical fins on its
horizontal stabilizer that balance the large float surface and provide more
control.
The first Caravans were made-to-order for Federal Express. FedEx has
continued to depend on the Caravans' reliability, flexibility, and strength to
provide hundreds of small communities around the world with access to overnight
delivery service.
As of 2005, more than 1500 Caravans worldwide log more than 71,000 hours per
month—more than half a billion miles since the Caravan first took off.
As
for the Amphibians, one of the earliest customers of the floating flyers was
the Royal Canadian Mounted Police. These amphibious planes gave the RCMP access
to miles of rivers and lakes throughout the provinces for both law enforcement
and rescue missions.
When pilots and flight enthusiasts talk about the de Havilland Beaver, the
word that inevitably comes up is "workhorse." For more than 50 years this
sturdy radial-engined aircraft has gotten people into and out of remote
locations, aided by its power, all-metal ruggedness, and short takeoff and
landing (STOL) capability.
Whether fitted with wheels, skis, or pontoons, the Beaver is a can-do
airplane. Often referred to as a "flying half-ton truck," the Beaver is more
versatile-and probably tougher-than any light truck. The Beaver's immediate
acceptance and long-term success owe a lot to the fact that it was designed
from the beginning to meet the needs of Canadian bush pilots.; after World War
II, de Havilland Aircraft of Canada polled pilots to learn what their ideal
aircraft for rugged duty would be like. The DHC-2 Beaver was the result.
Almost 2,000 Beavers were manufactured between 1947 and 1967, and refurbished
or remanufactured examples remain among the most sought-after aircraft for
pilots and businesses that take people to remote destinations. No better plane
for the purpose has come along, because the aircraft qualities bush pilots
asked for in the '40s are what they still need today: sturdy construction, wide
stance, the ability to haul heavy loads, short takeoff and landing capability,
excellent reliability, and simple maintenance.
The Beaver's design was so successful that almost half of the entire
production was purchased by the U.S. armed forces for liaison, light transport,
and ambulance duties, under the designation L-20 (later U-6). This unusual
purchase by the U.S. government of foreign-built aircraft underlines the
superiority of de Havilland's design. Many of these military Beavers survived
their service to lead a second, equally active civilian life, some as
remanufactured aircraft. These newly-minted versions carry on the Beaver's long
tradition as the thoroughbred of workhorse aircraft.
word that inevitably comes up is "workhorse." For more than 50 years this
sturdy radial-engined aircraft has gotten people into and out of remote
locations, aided by its power, all-metal ruggedness, and short takeoff and
landing (STOL) capability.
Whether fitted with wheels, skis, or pontoons, the Beaver is a can-do
airplane. Often referred to as a "flying half-ton truck," the Beaver is more
versatile-and probably tougher-than any light truck. The Beaver's immediate
acceptance and long-term success owe a lot to the fact that it was designed
from the beginning to meet the needs of Canadian bush pilots.; after World War
II, de Havilland Aircraft of Canada polled pilots to learn what their ideal
aircraft for rugged duty would be like. The DHC-2 Beaver was the result.
Almost 2,000 Beavers were manufactured between 1947 and 1967, and refurbished
or remanufactured examples remain among the most sought-after aircraft for
pilots and businesses that take people to remote destinations. No better plane
for the purpose has come along, because the aircraft qualities bush pilots
asked for in the '40s are what they still need today: sturdy construction, wide
stance, the ability to haul heavy loads, short takeoff and landing capability,
excellent reliability, and simple maintenance.
The Beaver's design was so successful that almost half of the entire
production was purchased by the U.S. armed forces for liaison, light transport,
and ambulance duties, under the designation L-20 (later U-6). This unusual
purchase by the U.S. government of foreign-built aircraft underlines the
superiority of de Havilland's design. Many of these military Beavers survived
their service to lead a second, equally active civilian life, some as
remanufactured aircraft. These newly-minted versions carry on the Beaver's long
tradition as the thoroughbred of workhorse aircraft.
The DG-808S Competition is a lightweight, high-performance sailplane
constructed with composite materials. Manufactured by DG Flugzeugbau GmbH in
Bruchsal, Germany, it is the latest in a line of gliders built over the last
thirty years. It features a sophisticated water ballast system that allows the
pilot to tailor wing loading to prevailing weather conditions.
In weak thermals, the large surface area of the sailplane's 59-foot
(18-meter) wingspan makes for high lift and good climb performance without
ballast. In heavier weather, the DG-808S Competition's combination of low
weight and high strength allows it to take off at more than twice its empty
weight with enough ballast to soar in strong thermals. In all conditions, its
upswept winglets increase the sailplane's already excellent glide ratio. These
advanced features make the DG-808S Competition a winning performer under a
larger variety of conditions than most of its competitors.
constructed with composite materials. Manufactured by DG Flugzeugbau GmbH in
Bruchsal, Germany, it is the latest in a line of gliders built over the last
thirty years. It features a sophisticated water ballast system that allows the
pilot to tailor wing loading to prevailing weather conditions.
In weak thermals, the large surface area of the sailplane's 59-foot
(18-meter) wingspan makes for high lift and good climb performance without
ballast. In heavier weather, the DG-808S Competition's combination of low
weight and high strength allows it to take off at more than twice its empty
weight with enough ballast to soar in strong thermals. In all conditions, its
upswept winglets increase the sailplane's already excellent glide ratio. These
advanced features make the DG-808S Competition a winning performer under a
larger variety of conditions than most of its competitors.
Since its introduction in 1935, the DC–3 has been one of the most reliable
and economical aircraft in commercial aviation history. General Dwight
Eisenhower cited the DC–3, or "Gooneybird" as the military version was often
called, as one of the most important factors in the Allied victory in World War
II. Amazingly, even today, nearly 70 years after the first launch, DC–3s are
still in service around the world hauling cargo and passengers.
The Douglas DC–3 defined the birth of the era of modern commercial aviation.
Airlines finally had an airplane they could operate within expense limits that
allowed ticket pricing available to the average person. Passenger travel by air
across continents was possible day or night. Some versions of the DC–3 were
equipped with sleeping berths.
Almost as remarkable as the revolution the DC–3 fostered in air travel is the
fact that DC–3s are still flying for revenue. Some are used for scenic
nostalgia flights and others are still hauling cargo. Donald Douglas would
undoubtedly be proud to know that the venerable twin-engine bird is still
earning money.
The DC–3 is about as easy an airliner as there is to fly. Like most
taildraggers it needs some attention on the ground. The DC–3, however, is very
stable to fly, easy to handle, and very forgiving of less-than-perfect
landings.
and economical aircraft in commercial aviation history. General Dwight
Eisenhower cited the DC–3, or "Gooneybird" as the military version was often
called, as one of the most important factors in the Allied victory in World War
II. Amazingly, even today, nearly 70 years after the first launch, DC–3s are
still in service around the world hauling cargo and passengers.
The Douglas DC–3 defined the birth of the era of modern commercial aviation.
Airlines finally had an airplane they could operate within expense limits that
allowed ticket pricing available to the average person. Passenger travel by air
across continents was possible day or night. Some versions of the DC–3 were
equipped with sleeping berths.
Almost as remarkable as the revolution the DC–3 fostered in air travel is the
fact that DC–3s are still flying for revenue. Some are used for scenic
nostalgia flights and others are still hauling cargo. Donald Douglas would
undoubtedly be proud to know that the venerable twin-engine bird is still
earning money.
The DC–3 is about as easy an airliner as there is to fly. Like most
taildraggers it needs some attention on the ground. The DC–3, however, is very
stable to fly, easy to handle, and very forgiving of less-than-perfect
landings.
If airplanes were horses, the Extra 300S would be a champion thoroughbred. It
is, in fact, designed to be a champion in Unlimited class aerobatic
competitions. The 300S combines light weight, a 300-horsepower engine, and
exquisite control harmony in an aircraft that has won several World Aerobatic
Championships.
A derivative of the two-place model 300, the wing of the single-place 300S
was lowered eight inches to provide better ground visibility and improve the
general appearance of the aircraft. After this anxiously awaited model was
introduced in March 1992, three of the four existing production aircraft were
flown in the World Championship that July.
The Extra 300S has an incredible roll-rate: 400 degrees per second. Just as
impressive is how precisely maneuvers can be executed in the hands of an expert
pilot like Patty Wagstaff. Attend one of her airshows, and you'll see a 300S
carve paths through the sky like it's on a rail. Most aircraft require the
pilot to drive downhill a bit to gather enough inertia for a loop. With the
Extra 300S, just pull the stick back in level flight at high cruise power, and
it leaps through the vertical, headed for the opposite horizon. This airplane
is at home in a roll, loop, tail slide, hammerhead, Cuban Eight, or any other
extreme attitude you want to put it into.
A hint of the control sensitivity of the 300S comes with the first movement
of the stick. There is no slack or resistance in the control circuit. When you
move the controls, the airplane follows instantly. Long ailerons provide the
aerial equivalent of power-assisted rack-and-pinion steering, and fingertip
control is all that's needed. Even at steep bank angles, the controls are
surprisingly light. Electrically adjustable rudder pedals customize the plane's
fit to any pilot, and the bubble canopy provides a roomy, panoramic view of the
world whether right-side up or upside down.
As with many taildragger aircraft, visibility over the nose of the 300S is
not terrific when on the ground. The standard technique while taxiing is to
perform S-turns to see where you're going. When you apply the power for the
takeoff run, the tail comes up quickly, followed by the rest of the plane
shortly thereafter.
Most 300Ss are purchased by pilots who just want a fast, sporty plane that
they can turn upside down on occasion. The rest go to buyers who employ them in
competition or for entertaining the crowds at airshows. Whatever motivates them
to buy it, owners of the Extra 300S love this high-spirited and well-mannered
stallion for its legendary performance.
is, in fact, designed to be a champion in Unlimited class aerobatic
competitions. The 300S combines light weight, a 300-horsepower engine, and
exquisite control harmony in an aircraft that has won several World Aerobatic
Championships.
A derivative of the two-place model 300, the wing of the single-place 300S
was lowered eight inches to provide better ground visibility and improve the
general appearance of the aircraft. After this anxiously awaited model was
introduced in March 1992, three of the four existing production aircraft were
flown in the World Championship that July.
The Extra 300S has an incredible roll-rate: 400 degrees per second. Just as
impressive is how precisely maneuvers can be executed in the hands of an expert
pilot like Patty Wagstaff. Attend one of her airshows, and you'll see a 300S
carve paths through the sky like it's on a rail. Most aircraft require the
pilot to drive downhill a bit to gather enough inertia for a loop. With the
Extra 300S, just pull the stick back in level flight at high cruise power, and
it leaps through the vertical, headed for the opposite horizon. This airplane
is at home in a roll, loop, tail slide, hammerhead, Cuban Eight, or any other
extreme attitude you want to put it into.
A hint of the control sensitivity of the 300S comes with the first movement
of the stick. There is no slack or resistance in the control circuit. When you
move the controls, the airplane follows instantly. Long ailerons provide the
aerial equivalent of power-assisted rack-and-pinion steering, and fingertip
control is all that's needed. Even at steep bank angles, the controls are
surprisingly light. Electrically adjustable rudder pedals customize the plane's
fit to any pilot, and the bubble canopy provides a roomy, panoramic view of the
world whether right-side up or upside down.
As with many taildragger aircraft, visibility over the nose of the 300S is
not terrific when on the ground. The standard technique while taxiing is to
perform S-turns to see where you're going. When you apply the power for the
takeoff run, the tail comes up quickly, followed by the rest of the plane
shortly thereafter.
Most 300Ss are purchased by pilots who just want a fast, sporty plane that
they can turn upside down on occasion. The rest go to buyers who employ them in
competition or for entertaining the crowds at airshows. Whatever motivates them
to buy it, owners of the Extra 300S love this high-spirited and well-mannered
stallion for its legendary performance.
Sometimes an aircraft design is so right, so attuned to a special set of
tasks that it flies on long after the production line shuts down. The Grumman
Goose is that kind of plane, and the story of aviation in Alaska and western
Canada would not be the same if this sturdy flying boat had never gotten off
Grumman's drawing board.
Rugged, roomy, powerful, and above all amphibian, the Goose can go anywhere.
Its boat hull and retractable landing gear provide the ability to take off from
and land on a runway or the water, so the Goose can get to places most aircraft
can't. Manufactured by Grumman Aeronautical Engineering Co., whose sturdy World
War II combat aircraft earned the company its "Grumman Iron Works" reputation,
the Goose is built like a battleship-or a tank. It can handle heavy loads, take
a lot of punishment, and still operate economically. Its twin radial engines,
mounted high on the wing to keep them relatively dry while maneuvering on the
water, give it the kind of reliability that made naval aviators feel safe
flying over the vast expanses of the Pacific Ocean.
The Goose was designed during the heyday of the flying boat in the late
1930s, when big, luxurious four-engined Boeing, Sikorsky, and Martin "Clippers"
provided the well-heeled a glamorous means of travel to exotic locales. The
more modestly scaled Goose-initially intended as a transport for wealthy Long
Island businessmen-first flew in 1937. It soon caught the eye of the U.S. Navy,
which eventually acquired two-thirds of its entire production. Originally
designed to carry six passengers in luxury comparable to the big Clippers, the
Goose became a Navy utility transport-a workhorse that could get people and
equipment into and out of remote areas. From people and parts hauling to target
towing to antisubmarine patrol with bombs and depth charges, the Goose did it
all.
With the end of World War II, the big flying boats vanished from the world
aviation scene. The biggest of them-Howard Hughes' gigantic eight-engined
"Spruce Goose"-flew just one mile before disappearing from public view in 1947.
The Grumman Goose, on the other hand, has never fallen out of favor wherever
people need transport to coastal and island locations. Forty of the 345 Gooses
built by Grumman between 1937 and 1945 are still flying; some have even been
converted from piston to turbine power. Thirty-four more are in museum
collections, or being rebuilt or restored.
In this era of mass transit air travel, the Goose is an honest, old-fashioned
aircraft that's easy to love, and one that, after seventy years of service,
still transports people and goods to places few modern aircraft can.
tasks that it flies on long after the production line shuts down. The Grumman
Goose is that kind of plane, and the story of aviation in Alaska and western
Canada would not be the same if this sturdy flying boat had never gotten off
Grumman's drawing board.
Rugged, roomy, powerful, and above all amphibian, the Goose can go anywhere.
Its boat hull and retractable landing gear provide the ability to take off from
and land on a runway or the water, so the Goose can get to places most aircraft
can't. Manufactured by Grumman Aeronautical Engineering Co., whose sturdy World
War II combat aircraft earned the company its "Grumman Iron Works" reputation,
the Goose is built like a battleship-or a tank. It can handle heavy loads, take
a lot of punishment, and still operate economically. Its twin radial engines,
mounted high on the wing to keep them relatively dry while maneuvering on the
water, give it the kind of reliability that made naval aviators feel safe
flying over the vast expanses of the Pacific Ocean.
The Goose was designed during the heyday of the flying boat in the late
1930s, when big, luxurious four-engined Boeing, Sikorsky, and Martin "Clippers"
provided the well-heeled a glamorous means of travel to exotic locales. The
more modestly scaled Goose-initially intended as a transport for wealthy Long
Island businessmen-first flew in 1937. It soon caught the eye of the U.S. Navy,
which eventually acquired two-thirds of its entire production. Originally
designed to carry six passengers in luxury comparable to the big Clippers, the
Goose became a Navy utility transport-a workhorse that could get people and
equipment into and out of remote areas. From people and parts hauling to target
towing to antisubmarine patrol with bombs and depth charges, the Goose did it
all.
With the end of World War II, the big flying boats vanished from the world
aviation scene. The biggest of them-Howard Hughes' gigantic eight-engined
"Spruce Goose"-flew just one mile before disappearing from public view in 1947.
The Grumman Goose, on the other hand, has never fallen out of favor wherever
people need transport to coastal and island locations. Forty of the 345 Gooses
built by Grumman between 1937 and 1945 are still flying; some have even been
converted from piston to turbine power. Thirty-four more are in museum
collections, or being rebuilt or restored.
In this era of mass transit air travel, the Goose is an honest, old-fashioned
aircraft that's easy to love, and one that, after seventy years of service,
still transports people and goods to places few modern aircraft can.
The Maule M-7-260C Orion is a product of a family business that has been
building light aircraft for more than forty years. Maules are known for their
ruggedness and simplicity. These traits, along with their STOL (short takeoff
or landing) capability, make them a popular aircraft among bush pilots and
people who want to fly into remote areas. Their roominess, power, and
load-carrying ability add up to a lot of airplane at a comparatively affordable
price.
The 260C is a taildragger with spring-aluminum landing gear and a wide
stance, suitable for taking off from and landing on rough, unprepared surfaces.
Its 260-horsepower Lycoming engine provides power to transport up to five
people at a relatively fast cruise speed. Ease of handling (with the usual
caveats about landing taildraggers in a crosswind) and economical operation
round out this plane's sturdy virtues. Float and ski options add to the 260C's
versatility, and its ability to land just about anywhere.
building light aircraft for more than forty years. Maules are known for their
ruggedness and simplicity. These traits, along with their STOL (short takeoff
or landing) capability, make them a popular aircraft among bush pilots and
people who want to fly into remote areas. Their roominess, power, and
load-carrying ability add up to a lot of airplane at a comparatively affordable
price.
The 260C is a taildragger with spring-aluminum landing gear and a wide
stance, suitable for taking off from and landing on rough, unprepared surfaces.
Its 260-horsepower Lycoming engine provides power to transport up to five
people at a relatively fast cruise speed. Ease of handling (with the usual
caveats about landing taildraggers in a crosswind) and economical operation
round out this plane's sturdy virtues. Float and ski options add to the 260C's
versatility, and its ability to land just about anywhere.
Mooneys are built to go fast. A focus on speed seems natural for a company
that at one time offered a plane powered by a Porsche engine. Although the
partnership with the Germans didn't last, Mooney's commitment to speed
certainly has. In keeping with this idea, Mooney has experimented with a number
of "big engine" models. The Bravo is Mooney's fastest; with 270 horsepwer all
the way to 25,000 feet, the Bravo can attain speeds up to 220 KTAS, making it
the fastest single-engine airplane currently produced.
In 1989, the M-20M TLS (Turbocharged Lycoming Sabre) was introduced. It
married the fuselage of the Porsche-powered Mooney PFM to a turbocharged and
intercooled Textron Lycoming TIO-540-AF1A six-cylinder engine. Capable of
producing 350 horsepower (hp), Mooney limited the M-20M to 270 horsepower to
provide a quieter cabin and longer time between engine overhauls. It also had a
three-bladed prop, which added ground clearance. (Besides, pilots find
three-bladed props sexy.)
Electronically operated Precise Flight speed brakes became standard equipment
on the TLS. With its high cruise speeds and high-altitude performance, the
speed brakes were a welcome addition. Coming down from altitude, the pilot can
leave the power at higher settings to avoid shock-cooling the engine and use
the speed brakes to stay at the desired airspeed. Electric rudder trim was also
added to compensate for the high torque forces with the big engine. Only minor
engineering changes were incorporated into the plane from 1989 to
1996—testament to a solid initial design.
In mid-1996, Mooney introduced a new version of the TLS. The most significant
change in this model was an engine upgrade. Engineers decided that additional
cooling lubrication was needed, so the airplane was fitted with the Lycoming
TIO-540-AF1B. The engine's "B" designation gave the new Mooney its name:
Bravo.
Although turbocharging an engine adds cost and complexity, it gives the
airplane more flexibility as a vehicle. You can get higher and go faster when
the turbocharger is feeding the engine denser air than it would normally find
at higher altitudes. And this is what the Bravo is all about; the ability to
get above the bulk of the nasty weather and still achieve 220-knot cruise
speeds. At low to medium altitudes, the only thing that will outrun the Bravo
is Mooney's own Ovation. Above 10,000 feet, the Bravo will outrun virtually any
new production piston single or twin, even challenging such accepted
twin-engine speed demons as the out-of-production Baron 58P and Aerostar
601P.
That's what defines this aircraft's appeal: it's about getting there fast.
And in that department, the Bravo stands alone.
that at one time offered a plane powered by a Porsche engine. Although the
partnership with the Germans didn't last, Mooney's commitment to speed
certainly has. In keeping with this idea, Mooney has experimented with a number
of "big engine" models. The Bravo is Mooney's fastest; with 270 horsepwer all
the way to 25,000 feet, the Bravo can attain speeds up to 220 KTAS, making it
the fastest single-engine airplane currently produced.
In 1989, the M-20M TLS (Turbocharged Lycoming Sabre) was introduced. It
married the fuselage of the Porsche-powered Mooney PFM to a turbocharged and
intercooled Textron Lycoming TIO-540-AF1A six-cylinder engine. Capable of
producing 350 horsepower (hp), Mooney limited the M-20M to 270 horsepower to
provide a quieter cabin and longer time between engine overhauls. It also had a
three-bladed prop, which added ground clearance. (Besides, pilots find
three-bladed props sexy.)
Electronically operated Precise Flight speed brakes became standard equipment
on the TLS. With its high cruise speeds and high-altitude performance, the
speed brakes were a welcome addition. Coming down from altitude, the pilot can
leave the power at higher settings to avoid shock-cooling the engine and use
the speed brakes to stay at the desired airspeed. Electric rudder trim was also
added to compensate for the high torque forces with the big engine. Only minor
engineering changes were incorporated into the plane from 1989 to
1996—testament to a solid initial design.
In mid-1996, Mooney introduced a new version of the TLS. The most significant
change in this model was an engine upgrade. Engineers decided that additional
cooling lubrication was needed, so the airplane was fitted with the Lycoming
TIO-540-AF1B. The engine's "B" designation gave the new Mooney its name:
Bravo.
Although turbocharging an engine adds cost and complexity, it gives the
airplane more flexibility as a vehicle. You can get higher and go faster when
the turbocharger is feeding the engine denser air than it would normally find
at higher altitudes. And this is what the Bravo is all about; the ability to
get above the bulk of the nasty weather and still achieve 220-knot cruise
speeds. At low to medium altitudes, the only thing that will outrun the Bravo
is Mooney's own Ovation. Above 10,000 feet, the Bravo will outrun virtually any
new production piston single or twin, even challenging such accepted
twin-engine speed demons as the out-of-production Baron 58P and Aerostar
601P.
That's what defines this aircraft's appeal: it's about getting there fast.
And in that department, the Bravo stands alone.
The Cub is an airplane much beloved by those who fly it. Introduced in 1938,
the J3 made learning to fly accessible to many more people. One estimate states
that 75% of American aviators in World War II learned to fly in the Cub. Still
popular after more than 60 years, nostalgia and the fact that the airplane is
fun to fly have driven J3 prices beyond what could have been imagined in 1938.
The next time you attend an air show, look for a row of small yellow airplanes
and note the look of pride on the owner's faces; you'll know you've found the
Cubs.
The Piper J3 Cub is basic flying: simple airframe, simple panel, and simple
engine. A P–51 Mustang it is not, but that doesn't mean you can be complacent
when flying the Cub. Like all taildraggers it offers challenges to your skills
during takeoff and landing, and it is not the tamest airplane in a stall.
the J3 made learning to fly accessible to many more people. One estimate states
that 75% of American aviators in World War II learned to fly in the Cub. Still
popular after more than 60 years, nostalgia and the fact that the airplane is
fun to fly have driven J3 prices beyond what could have been imagined in 1938.
The next time you attend an air show, look for a row of small yellow airplanes
and note the look of pride on the owner's faces; you'll know you've found the
Cubs.
The Piper J3 Cub is basic flying: simple airframe, simple panel, and simple
engine. A P–51 Mustang it is not, but that doesn't mean you can be complacent
when flying the Cub. Like all taildraggers it offers challenges to your skills
during takeoff and landing, and it is not the tamest airplane in a stall.
Performance, price, and low cost of operation have made the Robinson R22 the
helicopter of choice in its class. Speaking of class, it's also a popular
training helicopter for the same reasons.
Some pilots say the Robinson feels like a small Bell 206 in flight, with
similar lateral instability. With a fuel burn of around 8 gallons (30.27
liters) per hour, the Robinson doesn't cost much to operate. It has one of the
best records of reliability for all helicopters. This is a fun aircraft to fly
and there's nothing particularly tricky about flying it. That's the hallmark of
a good trainer.
helicopter of choice in its class. Speaking of class, it's also a popular
training helicopter for the same reasons.
Some pilots say the Robinson feels like a small Bell 206 in flight, with
similar lateral instability. With a fuel burn of around 8 gallons (30.27
liters) per hour, the Robinson doesn't cost much to operate. It has one of the
best records of reliability for all helicopters. This is a fun aircraft to fly
and there's nothing particularly tricky about flying it. That's the hallmark of
a good trainer.
Information Courtesy Of Microsoft Flight Simulator X