Following an agreement between the Polish and Soviet governments for the design and production of a new large agricultural aircraft, allocated the designation P.Z.L. Mielec M-15, design of this aircraft was initiated in late 1971 and the initial LLP-M15 prototype made its first flight on 30 May 1973. One M-15 prototype and five pre-production aircraft followed, and completion of the development programme was signified by the award of a full certificate of airworthiness on 4 April 1979.
The M-15 had unequal-span biplane wings, twin tailbooms extending aft to twin fins and rudders united by a high-set tailplane and elevator, and fixed tricycle landing gear. A central fuselage nacelle provided accommodation for the pilot and, to his rear, had a cabin to seat two ground crew during ferry flights between operating areas. The single turbofan power-plant was mounted above the fuselage nacelle, and two streamlined chemical hoppers occupied the full gap between each wing, mounted directly beneath the tailbooms, their combined chemical capacity 2900 litres.
Powered by a 3,300-1b thrust Ivehenko AI-25 turbofan, it was also fitted with an Ivehenko AI-9 APU, which provides power for engine starts, refuelling and pumping chemicals into the two 1460-litre hoppers located between the wings. The cockpit was air-conditioned and behind was space for two ground crew and their gear, tools, spares, etc. The upper wing was equipped with a variety of high-lift devices, while the lower wing had nozzles for the dispensing of granular or liquid chemicals.
The cabin normally housed a mechanic or two, but could carry up to 21 passengers for ferry purposes. Its usual working speed was 80 knots, but it could “dash” to the next job at over 140 knots.
Plans had been made to manufacture 3,000 M-15s, which had been given the name Belphegor during 1979, but production ended in 1981 after only 120 had been built because the aircraft was uneconomical in operation, P.Z.L. producing the turboprop An-3 instead.
Engine: 1 x Ivchenko AI-25 turbofan, 1500kg / 3307 lb Wing span: upper 72 ft (22 m); lower 49 ft (15 m) Wing area: 67.9 sq.m / 730.87 sq ft Length: 13.13 m / 43 ft 1 in Height: 5.34 m / 18 ft 6 in Max take off weight: 11686.5 lb / 5300.0 kg Max. speed: 200 km/h / 124 mph Cruise speed: 175 km/h / 109 mph Range: 480 km / 298 miles Crew: 1-2 Hopper cap: 2500kg
The Poullin JP.30 was a French single-seat agricultural aircraft designed and built by Jean Poullin. It was a single-seat high-wing monoplane with a fixed tailwheel undercarriage.
The powerplant was a Continental C-90 of 90 hp (67 kW).
One example (F-WGIR) was constructed and first flown on 15 August 1952.
After several years agricultural service, the aircraft, F-WGIR, was retired and used as an advertising feature for the former Bar de l’Escadrille at Guyancourt airfield to the west of Paris, where it was last noted in June 1963.
Engine: 1 × Continental C-90 , 67 kW (90 hp) Wingspan: 10.00 m (32 ft 10 in) Length: 6.06 m (19 ft 11 in) Height: 2.1 m (6 ft 11 in) Empty weight: 445 kg (981 lb) Gross weight: 695 kg (1,532 lb) Maximum speed: 140 km/h (87 mph, 76 kn) Crew: 1
Piper announced in 1972 a completely new version of the PA-25 Pawnee agricultural aircraft which introduced a more powerful Continental Tiara 6-285 flat-six engine of 213kW, a new cantilever wing, new safety features, filtration of the air entering the pilot’s ventilated and heated cockpit, and a larger standard chemical hopper of 0.85cu.m or, optionally, 1.08cu.m capacity. First introduced in Piper’s 1973 model year, over 350 were built up till 1977, all powered by a 285 hp Conti¬nental Tiara engine.
The Brave has a number of innovations to distinguish it from the earlier models of the type. One of the first differences evident is the lack of wing struts, fibreglass leading edges, and the fuel tanks are filled with a plastic foam like “infinite baffle” which is intended to reduce fuel movement and reduce the potential of fire. For the same reason the fuel lines are located behind the main spar. The rear fuselage is “pressurised” from a vent on the tail fin which acts to “push” the super out of the rear fuselage. The system is designed to keep 90% of the dust and dirt out of the fuselage and the easily removable panels make the remaining 10 per cent easy to get at.
A much larger ag aircraft than the original Pawnee, the Pawnee Brave was underpowered in its original 285 hp version. A 300 hp model was introduced in 1977. Designated Piper PA-36 Pawnee Brave, the new model began to enter service in 1973, and in 1977 an additional version with a 300 hp / 224kW Avco Lycoming IO-540-K1G5 engine became available, the designations of these two aircraft then becoming PA-36 Pawnee Brave 285 and PA-36 Pawnee Brave 300.
In 1978 the 300 hp aircraft became the standard model, and a new PA-36 Pawnee Brave 375 being introduced with a 280kW Avco Lycoming IO-720-D1CD flat-eight engine, equipped with the larger of the two chemical hoppers as standard. The engine was a detuned 400 hp Lycoming
These were to remain in production with Piper until rights for both versions of the PA-36 were acquired by WTA Inc. in 1981. This latter company was marketing this agricultural aircraft in two versions, the version with the 280kW engine now being the basic model and redesignated PA-36 New Brave 375. It was available optionally with a 298kW IO-720-D1C engine under the designation PA-36 New Brave 400.
WTA Inc received from Piper rights to PA-18-150 Super Cub lightplane and PA-36 Brave agricultural aircraft; 250 Super Cubs built before becoming once again Piper type, while PA-36 produced as New Brave.
Pawnee Brave Engines: Continental 6-285-C, 285 hp Wingspan: 39 ft 0 in / 11.89 m Length: 27 ft 4.25 in / 8.34 m Empty weight standard: 2050 lb / 930 kg Empty weight sprayer: 2170 lb / 984 kg MTOW weight normal: 3900 lb / 1769 kg MTOW weight restricted: 4400 lb / 1996 kg Wing loading: 17.3 lb/sq.ft Pwr loading: 13.68 lb/hp Equipped useful load: 1803 lb Fuel cap: 522 lb Payload max fuel: 1281 lb Working speed: 117 kt / 135 mph / 217 kph 75% cruise: 128 kt Range max fuel 75% pwr: 531 nm/ 4.2 hr Service ceiling: 13,000 ft Working endurance: 5 hr Stall: 54-62 kt ROC: 790 fpm Min field length: 1650 ft Hopper cap: 225 USG / 30 cu.ft / 0.85 cu.m / 852 lt Opt hopper cap: 275 USG / 38 cu.ft / 1.08 cu.m / 1041 lt / 1900 lb / 862 kg Cockpit width: 3 ft 2 in / 0.97 m Seats: 1
PA36-300 Brave 300 Engine: Lycoming I0-540-KIGS, 300 hp / 224kW Wingspan: 11.89 m / 39 ft 0 in Length: 8.34 m / 27 ft 4 in Height: 2.29 m / 8 ft 6 in Wing area: 20.96 sq.m / 225.61 sq ft Hopper Cap: 30 or 38 cu.ft Wing loading: 17.3 lb/sq.ft Pwr loading: 13 lb/hp Max TO wt: 3900 lb Empty wt: 2180 lb Equipped useful load: 1673 lb Payload max fuel: 1157 lb Range max fuel/ 75% pwr: 480 nm/ 3.9 hr Service ceiling: 12,000 ft 75% cruise: 123 kt / 229 km/h / 142 mph Working speed: 103 kt Stall: 54-63 kt ROC: 770 fpm Min field length: 1650 ft Fuel cap: 516 lb Seats: 1
The rapid expansion of Piper’s operations in the 1950s meant that new facilities were soon required, and in 1957 the company opened a new aircraft development centre at Vero Beach, Florida, to be responsible for design, development and testing of new projects. The Vero Beach facility began its operations on a new specialised agricultural aircraft, designated Piper PA-25 Pawnee, for experience with the PA-18A configured for agricultural use had shown the active market for this category of aeroplane. Designed by Fred Weick and a development of a specialised ag-aeroplane called the AG-1, the Pawnee entered produc-tion in 1959 powered by the same 150 hp engine as in the Super Cub, Tri-Pacer and Apache.
A braced low-wing monoplane with fixed tailwheel landing gear, the PA-25 was powered initially by a 112kW Avco Lycoming O-320 flat-four engine, and this version was later redesignated PA-25-150 Pawnee. It had a glass-fibre chemical hopper installed forward of the cockpit, this having a volume of 0.57 cu.m, and the dust/spray distribution system was the same as that which had been proven on the PA-18A. Further forward of that again was a compartment for the loader driver that had a pop-up canopy. The passenger got in through the starboard side and sat in the compartment between the hopper and the firewall.
Advanced design features were intended to reduce the likelihood of an accident and to give the pilot a far better chance of survival in a crash; thus he was given a high sitting position to ensure an excellent all-round view, above average strength seat restraints, and a specially designed structure that was installed to leave the cockpit substantially undamaged in the usual type of low-speed crash associated with agricultural dusting/spraying operations.
PA25-160
In all, seven hundred and thirty one Pawnee 150s, plus two prototypes, were built between 1957 and 1963. To improve the 150 hp Pawnee’s performance Airwork installed the larger Lycoming 0 360 A2A engine of 180 horsepower. On the advice of Civil Aviation of New Zealand, the Pawnee fuel system was rede¬signed by Airwork and the fuel tanks situated far out in the wings. This mod proved to be excellent and no further troubles were encountered.
The 235 hp / 175kW Avco Lycoming O-540-B2B5 Pawnee with structural strengthening came on the market in 1962, including some with the more powerful 260 hp / 194kW O-540-E engine. Its hopper/ lank can carry 150 US gallons (568 litres) of liquid or 1,200 lb (544 kg) of dry chemi¬cal, and it can be changed over from dus¬ter to sprayer (or vice versa) in less than five minutes.
Some 235 hp models were converted by Airwork to have a 250 hp engine.
In 1965, Hazair at Orange modified a Pawnee 235 to incorporate side by side seating within he existing cockpit by widening the fuselage it several stations. A number of Pawnee 235s were converted in a similar fashion and other operators made comparable conversions.
The PA 25¬-235A/1 series was modified by widening the fuselage at the rear of the cockpit. Added to the top of the rear fuselage was the shaped turtledeck. The cockpit was fitted with dual controls and new side doors were “bulged” to provide more shoulder room. The hopper was removed and glider towing attachments and a release mecha¬nism were fitted. Air Express was responsible for the conversion and the company had the aircraft certified in 5 June 1970. VH KLA was then listed as a Piper PA 25 180A/1 and was re registered to the Gliding Club of Victoria and Benella, Australia.
A total of 5167 Pawnees of all types were built from 1959 to early 1982. PA-25-150 – 731 PA-25-235 – 2,906 PA-25-260 – 251 Certification for the PA-25, 25-3 to 25-731, and all PA-25-235 was under FAA 2A10.
In 1998 Laviasa acquired from the New Piper Aircraft Company of the USA the Type Certificates (CCTT’S) No. 2 A 8 and 2 A 10 issued by the Federal Aviation Administration of the USA (FAA) in 1998 and the Certificates of Type No. AV-0004, AV-9901 and Production Certificate No. A-0801 issued by the National Civil Aviation Administration of Argentina (ANAC). These documents gave Laviasa the exclusive rights for the manufacture of PA-25-235 / 260 (formerly called “Pawnee” and renamed “Puelche”) and its parts.
PA25-235 Engine: Ly¬coming O 540 B2B5, 235 hp / 175kW Prop: 7 ft 0 in (2.13 m) dia 2 blade Wing span: 36 ft 2 in (11.02 m) Length: 24 ft 8.5in (7.53 m) Height: 2.21 m / 7 ft 3 in Wing area: 183 sq ft (17.0 sq.m) Gross weight: 2,900 lb (1,315 kg) Empty weight: 725 kg / 1598 lb Max cruising speed (duster/sprayer): 100/105 mph (161/169 kph) Max range (duster/sprayer): 255/270 miles (410/434 km) Accommodation: Crew 1
Pawnee B 1965 Improved -235 with larger hopper
Pawnee C 1966 Engine: optional Lycoming O-540-E from 1968 Oleo shock absorbers
PA25-235D Engines: Lycoming O-540-B2C5, 235 hp Wing loading: 15.8 lb/sq.ft Pwr loading: 12.3 lb/hp Max TO wt: 2900 lb Empty wt: 1420 lb Equipped useful load: 1433 lb Payload max fuel: 1202 lb Range max fuel/ 75% pwr: 203 nm/ 2.1 hr Service ceiling: 13,000 ft Hopper cap: 150 USG 75% cruise: 99 kt Working speed: 75 kt Working endurance: 2.8 hr Stall: 53 kt ROC: 700 fpm Min field length: 1350 ft Fuel cap: 231 lb Seats: 1
PA25-260 Pawnee C Engine: 260 hp Prop: CSU Hopper cap: 145 USG
PA25-260D Engines: Lycoming O-540-G1A, 260 hp Seats: 1 Wing loading: 15.8 lb/sq.ft Pwr loading: 11.2 lb/hp Max TO wt: 2900 lb Empty wt: 1472 lb Equipped useful load: 1381 lb Payload max fuel: 1150 lb Range max fuel/ 75% pwr: 195 nm/ 2.0 hr Service ceiling: 14,000 ft Hopper cap: 150 USG 75% cruise: 100 kt Working speed: 75 kt Working endurance: 2.7 hr Stall: 53 kt ROC: 755 fpm Min field length: 1250 ft Fuel cap: 231 lb
Design beginning in the mid 1970s to FAA FAR Part 23 the first Cresco, (Latin for “I grow”) flown, ZK-LTP, became airborne in February 1979. During development, feedback from operators of the Fletcher aircraft regarding areas in which the Fletcher was lacking was taken into account, however the strength of the original design was retained.
The new aircraft featured a longer fuselage, a massive hopper, enlarged fin and rudder, revised wing with integral fuel tanks (wet wing) and a 600 hp, Lycoming LTP 101 turbine. The Cresco retained all the good features of the Fletcher.
Although appearing very similar to the FU 24 Fletcher at first glance, the Cresco was actually a much bigger machine and improved in many ways. With its tricycle landing gear and rear mounted hopper the Cresco is unique in agricultural aircraft and, through this configuration, allows for safe operations off these sloping hill strips. The Cresco has the advantage of forward visibility and wind gust capabilities lacking in tail dragger aircraft with forward mounted hoppers.
All metal semi monocoque construction, comprising of frames and longerons covered by pre-formed aluminium alloy skins. Wing single spar cantilever construction with sheetmetal ribs covered by pre-formed aluminium alloy skins with the centre wing having no dihedral and outer with 8 degree dihedral. Dual side by side controls. Fixed tricycle landing gear with a wide track and long stroke oleos designed for rough fields and providing a soft ride. Rear mounted hopper independent of the fuselage. Three-blade Hartzell fully reversible prop. Superb visibility with the cockpit forward of the wing and hopper to the rear rather than in front. No handling vices. Cockpit environmental structure stressed to 25g.
After several years of design and construction ZK-LTP, the prototype 08-600 Cresco took to the air on the 28th February 1979 powered by a 600 shp Lycoming LTP101-600A-1A turbine engine. This was the first flight in the world of an aircraft designed from the outset as a turbine powered agricultural aircraft.
Configured as a dual control aircraft with a 62.5 cu. ft. hopper it differed from future examples by having a full flying tail-plane (much like the FU-24) and no dorsal fin.
After a bright start to the certification process trouble stuck on the 10th December 1979 when, after difficulties during a test flight, the pilot elected to parachute to safety and consequently ZK-LTP was completely destroyed as it impacted the ground.
It was June 1980 before the second prototype ZK-LTQ s/n 002 took to the air for the first time and the certification process continued. Significantly ZK-LTQ unlike s/n 001, sported a new fixed tail-plane and a dorsal fin.
By January 1981 the certification process was complete, NZ Certificate of Type Approval NZ CTA A-11 was granted as the 08-600 Cresco, and production had commenced with s/n 003 ZK-LTR first flying on the 19th January 1981.
In the steep New Zealand hill country, “operating” means operating from an unimproved landing strip; often on the side of a hill with a flat spot at the top to load. With GPS to help make accurate dispersal runs, the aircraft will often be back for another load in less than 4 minutes. From brakes on to brakes off, the loading operation is completed in around 7 seconds and power is applied for the takeoff run. One unforeseen problem arose with the introduction of the Cresco: the aircraft was dispersing material faster than the trucks could deliver it to the aircraft.
Production had no sooner commenced when it was slowed considerably over the next decade due to a downturn in the farming sector. Only six further examples were produced between 1982 and 1992.
S/n 004 ZK- JAD the first 700 hp and single control variant was produced in January 1983 followed by s/n 005 ZK-LTS in September 1987. There was some relief in 1990 when three examples were produced for the Department of Plant Protection in Bangladesh. Next off the line was s/n 009 the last LTP101 powered variant (ironically like the prototype also ZK-LTP) which first flew in October 1992.
In 1992 the customer for s/n 010 requested replacement of the Lycoming LTP101 Engine with a Pratt & Whitney Canada PT6A-34AG engine of 750 shp. First flown in November 1992 the modification was an outstanding success and the PWC powered Cresco became the standard aircraft that PAC produced as the Cresco 750.
When PAL changed ownership in late 1995 the first continuous Cresco 750 production commenced with s/n 012 ZK-TMO first flying on the 15th February 1996, and by the time the year was out four aircraft had been completed. A further five examples were completed in 1997 including several milestone aircraft:
S/n 019 the first aircraft with the “big” hopper mouth and gatebox, s/n 020 the first aircraft with the new extruded spar caps and s/n 021 the first utility version produced.
The next significant milestone was the production of the first utility parachuting variant s/n 024 in September 1999, which contributed to the subsequent development of the new P-750 XSTOL.
It is able to take a pilot and twelve skydivers to 14,000 ft (4,267m) in 12 minutes.
Modifications for the skydiving role include factory installed special steps, external jump door, grab rails and a large air scoop cowling to allow the engine to obtain full power at altitude.
Production continued through the early 2000s and in 2002, the highest production year to-date, seven examples were produced cumulating in s/n 036 ZK-TTS.
Of the last 10 airframes produced five have been agricultural variants and five utility parachuting variants.
PAL has upgraded four of the early Lycoming LTP101 powered aircraft to PWC PT6A-34AG 750 shp status.
This unique and special aircraft is no longer in production.
The Fletcher FU-24 was designed as a utility aircraft by John Thorp (as the Thorn T15) for the Fletcher Aircraft Corporation of El Monte, California, and N6505C (s/n 1) was built and first flown on 14 June 1954. As designed and produced by the Fletcher Aircraft Corporation, the first Fletcher FU-24 was of open cockpit design and access to the cargo section was achieved by lifting a large drop hatch on the right-hand side of the fuselage. Once the 30” x 45” hatch was opened, the cabin or cargo bay in this case, could hold a long item by sliding it into the rear fuselage or a half-tonne item placed and tied down directly behind the wing spar. The first FU24 aircraft had a 3500 lb maximum takeoff weight.
Prototype FU-24 s/n 001 (225-hp) flying in USA 1954.
The aircraft was sent to New Zealand and made its first flight as ZK-BDS on 24 September 1954. Further testing was carried out before it was placed in use with Robertson Air Service Ltd of Hamilton. The aircraft was powered by a 225 hp Continental O-470-E. The aircraft was an immediate success and, through the New Zealand Meat Board, an order was placed for 100 aircraft to be supplied in knock-down form and kitsets. The New Zealand agents, Cable-Price Corp of Wellington, contracted James Aviation Ltd of Hamilton to assemble the aircraft in the large wooden hangar now occupied by Pacific Aerospace Corporation.
Fletcher Aircraft Corporation actually only ever assembled 4 complete Aircraft: the prototype s/n 001, s/n 007, s/n 089 and the first FU-24A dual s/n 102 (although this was first built as a FU-24 single control). Of these four, three eventually came to New Zealand. S/n 089 went directly to Uruguay in 1963 and is the only Fletcher FU-24 ever built that has never been to New Zealand.
The first group of aircraft (s/n 2-52) were allocated the aircraft registrations ZK-BHA through ZK-BIZ in 1954. The first aircraft to he completed was ZK-BHE (#6), flown on 16 February 1955 and delivered to Wanganui Aero Work Ltd, which had placed an order for six aircraft. The second aircraft was ZK-BHA (#2), delivered to Aerial Agriculture of Hastings. The first thirteen aircraft were delivered partially completed and were basically the same as the New Zealand aircraft, except semi-flush rivets were used giving all metal-surfaces a near smooth appearance. The forward fuselage incorporated the engine exhausts within an augmentor tube on both sides of the cowling (similar to those fitted to the Auster Agricola). The ailerons were a similar pattern to the flaps. The bulged ailerons came in the late 1950s and the horn balanced conversions in the late 1960s. The last of the part-assembled aircraft was ZK-BHK, flown on 26 June 1955 and delivered to Southland and Otago Aerial Topdressing Co Ltd of Dunedin, while the first completely assembled aircraft was ZK-BHL (*44), which was flown on 10 August 955 and subsequently delivered to Aircraft Service (NZ) Ltd of Auckland. Of the original batch of aircraft, number 7 was retained by Fletcher Aircraft and this became N6506C first flown on 8 February 1955. Built as an agricultural aircraft, it was used as a test bed for engine and airframe upgrades until sold to James Aviation, fitted with a geared Continental GIO-470A developing 310 hp, becoming ZK-CQB in May 1966.
Production continued through 1956 and a further batch of registrations were allocated, ZK-BOA through ZK-BPZ. However, production slowed at the end of 1957 with the last aircraft, ZK-BOL (s/n 64), completed and flown on 26 November 1957.
As Fletcher had allocated 100 serial numbers to New Zealand assembly, number 102 was completed and flown in June 1955 as N6507C. In 1962 it was converted to a Utility version and fitted with dual controls. Two months later it was sold to New Zealand and became ZK-CCT.
Air Parts (NZ) Ltd was formed in 1957 by local operators and they took over the agency of the Fletcher FU-24 aircraft. The first aircraft registered was ZK-BVA (s/n 66) and was assembled at Mechanics Bay by TEAL, barged to the upper harbour and flown at Whenuapai on 1 December 1957.
The original design of the cowling was a round open design, but from ZK-BIJ onwards the front had been replaced by a simple flat panel manufactured in Hamilton with air intake holes on either side of the propeller. A larger air scoop on the top of the cowling had replaced the intake on earlier aircraft. At the end of 1956, Continental had introduced the 240 hp O-470N and this was fitted to the American registered aircraft in November 1950. The first aircraft in New Zealand fitted with this engine off the production line, ZK-BIX, was flown on 13 April 1957.
The 240 hp aircraft later became known as “Mark Ones” and some of the later TEAL aircraft (ZK-BPY, -BPZ, -BWD and -BWV) had been registered as FU-24Ns, meaning an O-470N was fitted. All earlier aircraft were progressively re-engined and modified to Mk I status at major inspections or overhauls. The 225 hp motors continued to be used as short-term spares.
James Aviation assembled the last Mk I, ZK-BYC (s/n 78), with an O-470E motor but soon changed to an O-470N. ZK-BYC first flew on 19 July 1961. The last aircraft known to have the O-470E was ZK-BIP and made its last flight, so powered, on 25 October 1963 before being converted to Mark II status (260 hp). The last flight of a Mk 1, 240 hp Fletcher was made by ZK-BHC on 12 January 1970 after being sold to Wanganui Aero Work.
When the first aircraft arrived in New Zea¬land in 1954 the Fletcher still had an open cockpit. The large hatchway was replaced with a smaller door located on the right-hand side, immediately behind the hopper, giving access to a bench seat for two passengers, or access for the engineers during maintenance. The small door was hinged at the top but aircraft assembled from kits brought in by Air Parts NZ Ltd (Cable-Price Corp) were fitted with a door hinged at the side and were only fitted to aircraft with the original 27-ft3 hopper. The aircraft kits were assembled by James Aviation at Hamilton, starting in 1955, and all were completed as topdressers, first flown on 24 September 1954.
Once orders for hopper-fitted topdressing aircraft were fulfilled, the agents turned to thoughts of selling the aircraft as a utility version. The aircraft chosen was ZK-BIL (serial #39). Completed as a topdresser, it had the hopper removed at Hastings and modifications done by Temple Martin, modifications that included fitting a hatch with square windows in late 1956. As a passenger version, ZK-BIL was on display at Palmerston North in November 1956 during the Agricultural Aviation Airshow.
The next change in the development of the Fletcher FU-24 occurred in 1961 with the introduction of the Mark II model. The front of the cowling, which could he easily removed during checks, was redesigned to incorporate the new 260-hp Continental IO-470-D. The first Mark II FU-24 was ZK-CAY (#79), which first flew on 18 January 1962. Like ZK-CAZ, it was fitted with a 240 hp Continental and short airscoop on the top of the cowl.
ZK-CBA, fitted with the new 260-hp motor and, for the first time, without the airscoop (as were ZK-CBB, -CBC and -CBJ), first flew on 1 June 1962. The James Aviation aircraft that followed, ZK-CBD, -CBE, etc, with short scoops had 240 hp motors installed. The next new aircraft built, ZK-CDZ, was fitted with the 260-hp motor had a long airscoop on the top of the cowl which became the standard for this version. Within three years, other than ZK-BHC which was in storage, all remaining Mark I aircraft had the Mark II cowl¬ing fitted; primarily for ease of maintenance. The shortage of 260-hp motors saw some new aircraft fitted with 240-hp motors, or the O-470-M, an upgraded O-470-G, which delivered 250-hp. Around 1964 ZK-BXZ was fitted with a 310-hp geared Continental GIO-470A. ZK-COB (#7) arrived from the United States in 1966 with a 310 hp engine but this was removed in July 1967. In 1963 another batch of components was produced in California and one aircraft was retained, #89. This was completed as N9636Z and flown to Uruguay in April 1963.
By 1964 kitsets were in short supply, and James Aviation set about building “bitsers.” The first of these aircraft, ZK-CLA (#JAL/FU-1) first flew on 4 December 1964. Five more aircraft followed with the last being ZK-CPY, flown on 31 August 1960. ZK-CMG (#111) was the last to fly at Whenuapai as no. 112, ZK-CMH, first flown on 2 August 1965, was finished at the new Air New Zealand workshops in Auckland. The last aircraft to be assembled by Air New Zealand was ZK-CMO (#119), finished on 23 February 1966 and delivered to James Aviation Ltd. Among this batch of aircraft were two dual control FU-24As, ZK-CMI (#113) and ZK-CMK (#115), which were both completed in 1965.
A new Continental motor, the 285-hp IO-520-A, became available in 1965 and the first new aircraft such fitted was ZK-CML, flown on 16 December 1965. ZK-CMM was assembled by James Aviation Ltd for Air Parts (NZ) Ltd and it was delivered to Central Aviation Ltd. The James Aviation conversions with this motor had the aircraft fitted with three-blade propellers and James Aviation had also fitted three-blade propellers to some 260-hp Fletchers (identified by their long airscoop).
The first completely New Zealand built example built by Airparts (NZ) Ltd in 1966 was a 300-hp variant delivered to Wanganui Aerowork. Prior to that Aircraft were assembled from detail parts produced by Fletcher Aircraft Corporation in the USA.
In 1966, Air Parts began producing the Fletcher FU-24 with ZK-CRF (#121) being the first, flown on 24 June. This aircraft was fitted with a 285-hp Continental IO-520A and later, the 300-hp IO-520-F became available. These engines were also fit¬ted to older aircraft and could be identified by the short airscoop, the same fitted to the 240-hp air¬craft. The 300-hp version also had a pressing on the front of the cowl giving clearance to external parts at the front of the Continental IO-570-F.
The all-up weight (AUW) for the 225-hp Fletcher started out at 3,200 lbs and had increased to 3,500 lbs for the 240-hp conversions and then up to 3,910 lbs for the new 240-hp models. With introduction of the 285- and 300-hp aircraft the AUW had reached 4,470 lbs.
300 hp aircraft had a loader driver’s seat in the rear fuselage behind the hopper, facing rearwards. The was no second seat in the cockpit.
The last new 300-hp Fletcher FU-24, ZK-DAJ (#154), was test flown on 23 December 1969 and delivered to Australia becoming VH-SFL. One final change for 300-hp aircraft appeared in late 1970 when the oil cooler was removed from the front of the engine and mounted on the airframe below the engine cowling.
The conversion to 400 hp usually involved the pilot seat changed to a bench seat across the full width of the cockpit, with the pilot’s position moved to the left, allowing the passenger to sit along side. A passenger harness was fitted.
In August 1962, N6507C, in the United States, had the hopper removed and was fitted with dual controls, and also with four passenger seats and windows. When offered for sale it was bought by James Aviation Ltd and in February 1963 was in service as ZK-CCT, the first dual-controlled training Fletcher topdresser. All dual control models being designated FU-24A.
Air Parts (NZ) Ltd obtained the world manufacturing rights in 1965 and took over production in 1966 and was well under way at Hamilton when a Queensland rancher, Ewan MacKay, ordered a 300-hp Fletcher which was flown to Australia in September 1967. A talented Sydney engineer by the name of Bill Smith designed and converted the Fletcher into a real utility aircraft by fitting a three-foot by three-foot door on the left-hand side of the fuselage. The AeroSmith doors are recognised by being hinged at the top. To compensate for the removal of fuselage formers, an extra skin was added around the door and an angle section was riveted along the fuselage and under the door sill. As ZK-DCM, it was first flown in December 1967.
Several other door conversions were done in Australia and these were designated FU24A/ls by the Australian Department of Civil Aviation. In New Zealand, James Aviation also converted five surplus topdressing Fletchers in 1968 using the AeroSmith door.
Air Parts (NZ) Ltd completed a brand new Fletcher FU-24, ZK-CVW (serial #139) as a utility version and was first flown on 12 July 1968. This aircraft was fitted with a door hinged on the left-hand side. In November 1968, ZK-CXZ (serial #143), another Fletcher, flew designated an FU-24-872. This was a utility with a hopper. This aircraft was flown to Australia and was eventually sold as a topdresser.
The first number of the code was to indicate the engine fitted: 1XX for the O-470E, 2XX for the O-470M or O-470N, 3XX for the O-470G, etc. The second number, XOX indicated the basic production, X1X was referred to the 240-hp Mk.I, X2X the Mk.II, X3X indicated an AUW of 4,470 lbs, X4X and X5X were projected versions and X6X was allocated to the turbines of 6,000 lbs AUW (but which, in fact, reached 5,450 lbs). The third set of numbers was to represent versions of each model, XX 1: NZ agricultural, XX2: NZ utility, XX3: Australian agricultural and XX4: Australian utility.
The next major development in the early 1970s was the introduction of the FU24-950 Series, using the 400 hp Lycoming IO-720 engine. (This engine change was first carried out and approved in Australia by Pays Air Service, using Space Development drawing number 5090.) The MAUW was also increased for the FU24-950 variant to 4860 lbs in accordance with Air Parts Service Bulletin AP55 (Parts A, B and C).
The 400-hp FU-24 known as the “950” was actually first developed in Australia by Airparts (NZ) Ltd’s Sydney branch. This prototype was then abandoned in favour of another being developed by Pay’s Air Service in Scone NSW. The PAS 400 was converted from 300-hp variant s/n 136 and first flew as a 400-hp in February 1970.
400-hp FU-24s were operating in Australia, all modified from 300 hp variants when the first factory example s/n 155 named FU-24-950 was produced in 1970.
This variant was very successful and became the standard production aircraft. In addition most existing FU24 aircraft were upgraded to this configuration under Supplemental Certificate of Type Approval Number SA-3 and re-designated FU24-950M.
In April 1970, Air Parts (NZ) Ltd produced the first 400-hp Fletcher, ZK-DBF. By using the unused number 9XX for the Lycoming IO-720A, and the unused X4X for an AUW of 5,430 lbs.
Air Parts (NZ) Ltd continued building the 400-hp Fletcher FU-24-950s fitted with the 37-ft3 fibreglass hopper. Ten aircraft were built with no access door except a removable panel under the fuselage.
In November 1971 ZK-DGE was registered as an FU-24-954, an agricultural model with an Air Parts door. This fuselage was set aside and another assembled along with three other kits. ZK-DHD (serial #169) was the first to be completed and it was fitted with a “half-size” door at 30” x 17.5” hinged at the top. This aircraft first flew on 17 February 1972. ZK-DGE was completed as a normal FU-24-950 and flew in June 1972.
The airframe with the large door became ZK-DHO (serial #171) flew on 26 September 1972 and was registered as a FU-24-950. In August the following year, the aircraft was damaged beyond repair near Stoke. The title FU-24-954 would have required another type certification process, so any aircraft produced, with small or large doors, were FU-24-950s but in-house the large door variety were known as -954s.
The model name 954 has two variations: firstly, an in-house type upgrade by NZ Aerospace Industries of all additions and modifications to the airframe and wing to include the door modification within the type certificate and, secondly, the post-954, the customer production model “954” with major additions to the airframe and wing. The FU-24-954 (post-954) production model first appeared in 1978, featuring a number of new additions. Externally, a new more streamlined cowling, a cargo door built into the airframe, thus reducing the empty weight, and the wing had modified aileron tips and vortex generators on the outer wing panels. The first Cresco was nearing completion at the same time and both aircraft shared the outer wing panel and cargo door modifications. The major change in the cockpit was the rudder pedals and these are only fitted to “production -954s.” The -954 was also fitted with a 43-cu.ft fibreglass hopper.
In 1973 Air Parts (NZ) Ltd and Aero Engines Services Ltd merged and a new factory was built at Hamilton airport. The new company became NZ Aerospace Industries Ltd. Production of the Fletcher FU-24-950 continued with the original factory being used for component manufacture. When Aerospace Industries completed the upgrade of the Fletcher modifications both factories had completed a total of 89 400-hp FU-24-950 topdressers including 14 aircraft fitted with the large cargo door. In 1977 the Fletcher FU-24-950 ZK-USA (serial #240) was flown to the United States. A company called Frontier Aerospace at Long Beach, California, was set up to assemble aircraft, while at home NZ Aerospace Industries set about upgrading all modifications into one certificate, and this became the FU-24-954, although the aircraft being built were still physically FU-24-950s. ZK-EGY (serial #247) was the first to be registered as a basic FU-24A-954, a dual control aircraft with a large cargo door. The aircraft was assembled to knock-down standard and was sent to the United States. Several aircraft followed, both as kits and knocked down aircraft. A new series of kitsets were allocated #3001 onwards and four were completed and sent to the USA. These were basic FU-24-954s with large cargo doors. They all returned to New Zealand and two were assembled by Aerospace, ZK-EUB (#3002) and ZK-EUE (#3003) and were fitted with post-954 engine cowlings and outer wing panels. ZK-EUB went to Australia and became VH-EUO.
Production of the FU-24-950 continued until s/n 248 in 1978 when it was replaced by the FU-24-954. The prototype FU-24-954 was actually s/n 247 and it was exported to the USA where it languished unassembled for some years until it was returned to New Zealand and flew for the first time in 1988 at Wanganui Aerowork. The first FU-24-954 to be completed and fly in New Zealand was s/n 250, which first flew in May 1978. Aircraft were being built out of s/n sequence at this time, as s/n 249 did not fly until May 1979.
The last FU-24-954 was s/n 257 so numerically it was the smallest variant built with the exception of the sole FU-24-872, and the three turbine variants built in the late 1960s.
Next came the final factory variant named FU-24 post 954 with s/n 258. Production of the post 954 continued, albeit sporadically, until s/n 297, which flew in May 1992 when production was halted in favour of the 08-600 Cresco, (which itself had been in sporadic production for some 10 years). Of the final 10 FU-24 post 954s built the first five went to Thailand and the final five to Syria.
There is confusion as to what is an FU-24-954 and what is a FU-24 post 954. The FU-24-954 is identical to an FU-24-950 but with a large Cargo Door. An FU-24 post 954 had a revised appearance including new Cowlings, Aileron fences, changed Rudder Pedals and many other refinements over an FU-24-954. What is generally accepted as an FU-24-954 is actually an FU-24 post 954.
To save weigh the oleo suspension ram didn’t have a heavy metal stop to prevent the ram falling out when airborne. The designers relied on a lighter scissor bracket. It wasn’t unheard of for the bolt to break in these, resulting in the wheel assembly falling right out. If it was a side wheel, this required the pilot to land on one wheel. Sometimes the wheel strut handled the force of the wheel-less landing, and once the wheel was found, a new bolt fitted, the plane was back in business. Later, safety wires were added to retain the wheel should the scissor bracket fail.
The cabin heat system for the Fletcher 400 was taken from a small oil cooler about 4 inches square. Less chance of carbon monoxide fumes in the cockpit but it took about five minutes of flying to work effectively.
In February 1996 VR-EUO flew as the first Garrett-powered Stallion, or FU-24A/6, which was approved in New Zealand under CAA STC 98/21E/13. At Scone, New South Wales, AirPasture flew the Stallion – the turbine Fletcher FU-24A16 VH-EUO. This aircraft was fitted with the Garrett TPE331-6 and first flew on 21 February 1996. The addition of two extra fuel tanks located in the leading-edge of both wings now gives a total Jet A-1 fuel capacity of 500 litres (123 usable litres per tank), which compliments a safe operational en¬durance of the standard two hours, thus the turbine burns about 200 litres per hour. Fuel distribution is from the four wing tanks into a header tank positioned between the main tanks, just forward of the hopper box, and then to the power plant via an emergency cut-off valve. The cutoff valve is operated by the pilot and instantly deprives the engine of fuel and feathers the propeller. This conversion used the standard FU24-950 vertical fin but with the addition of a dorsal fin. As part of the CAA approval the design substantiation was reviewed. The designer of the Stallion, Auto Avia Design, stated that “The dorsal fin was solely to improve directional stability – with the longer nose for the turbine engine, the weathercock stability was lacking.”
The Fletcher FU24 has a unique type of vertical fin construction. It is made up of strips of vertical sections with integral edge-stiffeners. There is a substantial rear spar, which the whole fin structure effectively cantilevers off. The front fin attachment is a single pin-joint.
In the original FU24 fin design there was one internal rib. When the aircraft was first converted to turbine power as the FU1060, with increased speeds and operating weights (and hence design loads), the vertical fin had to be strengthened. This was done by fitting additional internal ribs and associated external straps. This fin design was carried over to the FU24-950, with some minor detail changes.
Serial #270 was a kit sold to Australia and was registered VH-UJP as an FU-24A/4. In 1994 the very last 300-hp Continental IO-520-F Fletcher FU-24 was converted to a 300-hp Lycoming IO-540S1A5. VH-SFL is designated an FU24A/5.
Fletcher FU24 A/4 ZK-CTS
Late in 1993 two North Island ag compa¬nies, Fieldair and SuperAir, took different paths with the installation of a V8 motorsport engine on an FU-24. Fieldair chose a small-block 402 Chev engine, with turbo-charging, to develop 550-hp. The engine was fitted to the FU-24A-954 ZK-EMO and ran in late 1994, designated an FFU-24. Two years later the project was abandoned. At Hamilton, Super Air embarked on the motorsport engine path with a 640-cubic-inch 500 hp V-8 Ford engine. Super Air Ltd was the first applicant and established the principle that the CAA would accept a significant increase in power (37%) for the take-off condition with a 5 minute limitation, with no changes required to the aircraft flight envelope. This was running in ZK-BHG in 1995. The project has been beset with a number of problems; nothing major and but the company has proceeded with development on a low-key basis. A locally manufactured gearbox allowing reverse pitch was installed and the aircraft first flew on 23 January 2000. Neither project was taken forward to the certification phase.
The first modern New Zealand turbine conversion was by Super Air Ltd as the Walter Fletcher, using the Czech Walter M601D-11NZ engine. This (ZK-EUF) first flew on 4 October 1998 and some 23 conversions have since been completed comprising FU-24-950, -950M and -954 airframes. The standard FU24-950 vertical fin is used.
Super Air then produced a Pratt and Whitney Canada PT6 powered version with a stretched fuselage, which resulted in a configuration externally very similar to the Cresco. Again there was no change to the vertical fin.
A very similar stretched PT6 turbine conversion was produced by Flightcare Limited in 2005, as the FU24-550 Crusader. This aircraft also used the standard FU24-950 vertical fin, but with the addition of a dorsal fin.
2000 saw Wanganui Aero Work modify an FU-24-950 with a Cresco centre wing section and added a Lycoming LTP-101-A1A 550 shp engine, with a Hartzell HCB3TN 8 ft 6 in prop out of a Cresco, with the “Fletcher Falcon,” ZK-LTF, first flying on 6 April.
Factory assembled examples were serial numbered 001 through to 297, 2001 and 3001 through 3003.
All re-powered conversions of the FU24-950 have continued to use the standard FU24-950 vertical fin Part Number 240340, with no changes other than in some cases the addition of a dorsal fin. This fin was originally approved for the FU1060, which had a similar engine power to the modern turbine conversions. Two of the three original turbine conversions using the Part Number 242341 vertical fin had successful service lives of up to thirteen years, with no reported structural problems.
Superair Turbine Fletcher FU 24-950 ZK-DZO (c/n 212) at their base at Hamilton airport in the current fleet colours. This aircraft was first registered in January 1976 and then went overseas to fly in Pakistan and Sudan before returning to New Zealand for Superair in July 1993. It was then rebuilt with the extended fuselage and large hopper and re-powered with a Pratt and Whitney PT6A-34AG turbine engine. It first flew in this configuration on 4-10-06 and was marked as a Fletcher 2000EX.
Piston engines have not been forgotten though. To get high altitude performance, Advanced Aero Engineering Ltd converted a dual FU-24A-954 with a 350-hp turbo-charged Lycoming TIO-540. Known as the “Magnum,” ZK-EMK first flew at Masterton on 19 June.
In 2001, Turbine Conversions approached Pacific Aerospace Corporation with the idea of using the “08” Cresco plug for an extended Fletcher (TOFURA). The Fletcher selected for the conversion was #277, a 1980-built FU24-954 registered ZK-EMW. The aircraft was completely stripped at the end of 2001, and overhaul and re-assembly began on 8 January 2002. The wing was overhauled and extra fuel tanks installed the same modification made to the Walter conversions. Once the forward and aft fuselage sections were overhauled, the 18-inch “08” Cresco panels were inserted. An all-new, one-piece 60 ft3 hopper manufactured by Profession Fibreglass arrived about the same time as the wing was mated with the new fuselage. The engine mount is the same as the Walter conversion except for a few modifications as the PT6A-11AG engine is positioned two inches further forward. The same air filtration and induction system are used and the cowling, also made by Professional Fibreglass comes from the same mould as the Walter but has minor modifications for exhaust outlets and air filtration scoop. Although the PT6A engine sits two inches further forward on longer engine mounts, the cowling is exactly the same length as the Walter configuration. The fuel system is also identical to the Walter version. The undercarriage remains unchanged with the exception of an extension block on the nose wheel piston and the fitting of heavy-wall Cresco cylinders to the main undercarriage. ZK-EMW was test flown by Kevin Young at Hamilton on Thursday, 23 January 2003.
FU24-820 Engine: Continental IO-520-F, 300 hp AUW 3,910 lbs or mods to 4,000 lbs Wing area: 294 sq.ft Wingspan: 42 ft 0 in (12.8 m) Length: 31 ft 10 in (9.7 m) Maximum speed: 230 mph (370 kph) Maximum range: 441 miles (710 km) Service Ceiling: 17,000 ft (5200 m) Type certificate: FAA 4A12 / NZCAA A-3 Certificate issued: 22 Jul 55 Vne: 143 kt Va: 116 kt
FU-24-950 Engine: Lycoming IO-720-A1A, 400 hp Wingspan: 42 ft 0 in / 12.81 m Length: 32 ft 9 in / 9.98 m Cabin length: 10 ft 5 in / 3.18 m Max cabin width: 4 ft 0 in / 1.22 m Empty weight equipped: 2616 lb / 1186 kg Max payload (ag): 2320 lb / 1052 kg Normal max TO weight: 4860 lb / 2204 kg Special TO weight: 5430 lb / 2463 kg Max cruise: 106 kt / 122 mph / 196 kph ROC SL: 630 fpm / 192 m/min Service ceiling: 16,000 ft / 4875 m Range max fuel: 382 nm / 440 mi / 708 km Accommodation norm: 1 pilot, 5 pax Accommodation norm: 1 pilot, 1 pax
FU24-950 Engine: Lycoming IO-720-A1B, 400 hp cruise 110 kts Max load 1.0t. Spray cap: 900 lt Empty wt: 2620 lb Equipped useful load: 2244 lb Payload max fuel: 1478 lb MTOW std: 4860 lb MTOW ag: 5430 lb Vne: 143 kts Wing area: 294 sq.ft Wing loading: 16.5 lb/sq.ft Pwr loading: 12.2 lb/hp Range max fuel/ 75% pwr: 683 nm/ 6.5 hr Service ceiling: 16,000 ft Hopper cap: 277 USG 75% cruise: 106 kt ROC: 630 fpm Min field length: 1610 ft Fuel cap: 405/766 lb Type certificate: NZCAA A-3 Pt 2 Certificate issued: 11 Dec 70 Va: 116 kt
First flown in 1981, the turboprop Fieldmaster agricultural aircraft features a built in ferry tank and a titanium hopper that forms an integral part of the fuselage structure.
THK bought up all rights to the NAC-6 Fieldmaster/Firemaster agricultural and firefighting aircraft, and tried to sell the aircraft on the market under the new name TAYSU (Tarimsal Havacilik ve Yangin Söndürme Uçagi). After producing only two airworthy and two completely assembled, but engineless aircraft during 1997-1999, the production was stopped because of the general economic crisis and particularly because of internal association difficulties. Since these difficulties were apparently insurmountable, and new agricultural and firefighting aircraft were urgently needed, at the end of 2001 five Polish Pezetel M-18B Dromader were bought.
THK – TAYSU c/n 6002 / TC-ZBD at the Ankara IDEF 1999
NAC 6 Fieldmaster Engine : PT 6 A 34AG, 552 shp Length: 36.089 ft / 11.0 m Height: 13.451 ft / 4.1 m Wingspan: 53.15 ft / 16.2 m Wing area: 357.365 sq.ft / 33.2 sq.m Max take off weight: 8500.3 lb / 3855.0 kg Weight empty: 4996.5 lb / 2266.0 kg Max. weight carried: 3503.7 lb / 1589.0 kg Hopper cap: 2642 lt Max. speed: 143 kts / 265 km/h Landing speed: 60 kts / 111 km/h Ldg dist: 300 ft Cruising speed: 126 kts / 233 km/h Manoeuvring speed: 135 kt Initial climb rate: 964.57 ft/min / 4.9 m/s Service ceiling: 18209 ft / 5550 m Wing load: 23.78 lb/sq.ft / 116.0 kg/sq.m Range: 999 nm / 1850 km Seats: 2 Crew: 1
National Aircraft Division Of American Airmotive Corp was established in 1956 to remanufacture Boeing-Stearman PT-13/17 Kaydet trainers as the NA-75 agricultural aircraft. Modifications included new high-lift wings of all metal construction and metal-panelled fuselage sides. The NA-75 was offered either in completed form or as a conversion.
Various engine options from 220hp Continental to 450hp P&W were offered.
In 1988 Textron was contracted to supply three 400hp IO-720-D1B engines for the N-5. The contract provided for three specially equipped engines to be supplied for the N-5 prototypes, with an option on production engines from late-1990.
Nanchang developed the N-5A agricultural aircraft, first flown on 26 December 1989. The N5A received its CAAC production certificate in the 1990s. By 1995, eight had been built.
All Aero 