A 4-12 place low wing monoplane with retractable undercarriage, the T-26 was intended to replace C-45s in Air Training Command. A batch of 195 aircraft was ordered, but canceled June 1953 when the first flight of the prototype was a matter of only hours away.
Two were built, as T-36A, but neither was flown.
Engines: two 2300hp P&W R-2800
Wingspan: 70’0″
Length: 52’2″
Est speed: 300+ mph
Gross wt: 25,000 lb approx.
In 1948 Beech built as a private venture a two-seat trainer developed from the V-tail civil Bonanza. Having tandem seating for pupil and instructor and a conventional tail unit, the aircraft was designated Beech Model 45 Mentor, and flew for the first time on 2 December 1948.
Beechcraft 45 / T-34 Mentor Article
USAF evaluated three examples of the Beech Model 45, two powered by the 153kW Continental E-185-8 engine and one by the 168kW Continental E-225-8; all three were designated YT-34 by the USAF. These three aircraft made their first flights in May, June and July 1950, and were tested extensively during a competition period, being flown not only by evaluation pilots, but also in the primary training role with pupils and instructors. On 4 March 1953, the USAF selected the Model 45 as its new primary trainer, under the designation T-34A Mentor, and ultimately 450 were built for that service, 350 by Beech and 100 by the Canadian Car & Foundry Company in Montreal, Canada. An initial order from the USAF for 34 aircraft was followed by one for 25 from the RCAF and yet another from the USAF for 66. RCAF plans were changed after only one training course and in 1955, 23 of its Mentors were donated to the Turkish Air Force. The last complete airframe to be built by Car Car was the T 34A Mentor.
US Navy evaluation of the Model 45 began soon after the USAF had placed its initial contract with Beech, and on 17 June 1954 the Navy ordered 290 under the designation T-34B. A total of 423 were acquired eventually. In July 1951 one of the original prototypes was modified to mount two 7.62mm machine-guns in the wings, with provision additionally for underwing racks capable of accepting six rockets or two 68kg bombs; this was evaluated by the USAF as a potential light close-support aircraft, but no orders materialised.
The US Navy decided in 1973 to investigate the possibility of retaining the Mentor in service, with its piston engine replaced by turbine powerplant. To evaluate this proposal, the USN instructed Beech to convert two T-34Bs to turbine power, under the designation YT-34C.
The powerplant chosen by Beech for the conversion was a Pratt & Whitney Aircraft of Canada PT6A-25. In this particular application it is provided with a torque limiter that restricts power output to some 56 per cent of maximum, ensuring constant performance over a wide range of altitude/temperature conditions, and also offering long engine life. The first YT-34C was flown on 21 September 1973, and following satisfactory evaluation of the two aircraft, Beech received contracts valued at approximately $72 million for the construction of 184 new aircraft. In addition to the installation of the new engine, the production aircraft were also given structural strengthening to ensure an airframe fatigue life of some 16,000 hours. The first T-34C Turbo-Mentor entered service with the USN’s Naval Air Training Command in November 1977, and student training with the type began during the following January. Since then production has reached 353, with six being transferred to the US Army.
The landing gear was designed to survive the hard simulated carrier landings practiced by student pilots and angle of attack indicators, a necessity for carrier approaches, are standard on the T-34C. Even though the Beeches are not operated on carriers, new Navy pilots become aware of the importance of angle of attack right from the beginning. Power off stall speed with gear and flaps down is 56 knots; the stall warning is a rudder shaker felt as a shudder in the pedals when approaching the stall.
On 24 June 1976, the US Navy replaced both its North American T 28 Trojan and Beech T 34B Mentor trainers by the improved Beech T 34C turboprop¬-powered version of the Mentor.
In 1981 the US Navy ordered an additional batch of 41 T-34C Turbo Mentors with FY81 funds. Previously a total of 155 T-34Cs had been delivered to the USN, and 81 had been exported to seven nations.
Beech developed a T-34C-1 version for armaments system training, equipped with four underwing hardpoints with a total weapons capacity of 544kg. Examples of this version have been supplied to the navies of Argentina, Ecuador, Peru and Uruguay, and to the air forces of Ecuador, Indonesia and Morocco. An export civil version, known as the Turbine Mentor 34C, has also been delivered for use in Algeria’s national pilot training school.
In Japan, the Fuji company built 176 T-34s for their own and the Philippine military forces. The Canadian Car and Foundry produced 125 Mentors, and an additional 75 were assembled in Argentina.
T-34
Engine 225-hp Continental.
Gross Wt. 2950 lbs.
Empty Wt. 2156 lbs.
Fuel capacity 50 USG.
Top speed 189 mph.
Cruise 173 mph.
Stall 53 mph.
Initial climb rate 1120 fpm.
Range 975 sm.
Ceiling 20,000 ft.
Takeoff distance (50ft) 1200 ft.
Landing distance (50ft) 960 ft.
Seats 2.
T-34A
Engine: Continental O 470 13, 225 hp.
Max speed, 189 mph (304 kph)
Cruise, 173 mph (227 kph)
Initial climb, 1,230 fpm (6.24 m/sec)
Service ceiling, 20,000 ft (6096 m)
Range, 737 mls (1186 km)
Empty weight: 2,156 lb (978 kg)
Loaded weight: 2,950 lb (1338 kg)
Span, 32 ft 10 in (10 m)
Length, 25 ft 11 in (7.9 m)
Wing area, 177.6 sq.ft (16.49 sq.m)
T-34B
Engine 225-hp Continental O-470-13
Wingspan: 32 ft 10 in
Wing area: 177.6 sq.ft
Length: 25 ft 10 in
Height: 9 ft 7 in
Empty weight: 2055 lb
Loaded weight: 2750 lb
Fuel capacity 50 USG.
Max speed: 188 mph
Cruise: 167 mph
Vne: 280 mph IAS
Stall 53 mph.
ROC: 1210 fpm
Service ceiling: 21.200 ft
Max range: 975 mi
Takeoff distance (50ft) 1200 ft.
Landing distance (50ft) 960 ft.
Seats 2.
T-34C Turbo Mentor
Engine: Pratt & Whitney PT6A 25, 400 shp.
Prop: 3 blade, constant speed, reversible.
Length: 28 ft 8 in.
Height: 9 ft 11 in.
Wingspan: 33 ft 5 in.
Wing area: 179 sq.ft.
Max ramp weight: 4,325 lbs.
Max takeoff weight: 4,300 lbs.
Standard empty weight: 3,003 lbs.
Max useful load: 1,297 lbs.
Max landing weight: 4,300 lbs.
Wing loading: 23.9 lb/sq.ft.
Power loading: 10.8 lb/hp.
Max usable fuel: 130 USG/845 lbs.
Max rate of climb, sea level: 1,440 fpm.
Max rate of climb, 8,000 ft: 1,350 fpm.
Max operating attitude: 20,000 ft.
Max speed (17,500 ft): 214 kts.
Cruise, max power at 17,500 ft: 214 kts.
Cruise, max range at 20,000 ft: 186 kts.
Fuel flow at max cruise: 39 USGph.
Endurance at max cruise, no res: 3.3 hrs.
Stalling speed, clean: 74 kts.
Stalling speed, flaps down: 56 kts.
Range: 683 nm / 1265 km
Turbulent air penetration speed: 195 kts.
Crew: 2
T-34C-1
Engine: 1 x P&WAC PT6A, 300 kW.
Span: 10.2 m.
Length: 8.7 m.
Wing area: 16.7 sq.m
Empty wt: 1360 kg.
MTOW: 1950 kg.
Warload: 620 kg.
Max speed: 425 kph.
Initial ROC: 660 m / min.
Ceiling: 9150+ m.
T/O run (to 15m): 595 m.
Ldg run (from 15m): 470 m.
Fuel internal: 490 lt.
Range: 1390 km.
Combat radius: 555 km.
Allison AT-34 Mentor
Average conversion price: US$430,000
Engine: Allison 250B17F, 450 hp
TBO: 3500 hr
Fuel type: Jet A, Jet A1, JP 5, JP 8, limited AvGas
Propeller make/type: 90-inch CS three-blade full-feather reversing
Landing Gear type: Tri./Retr.
Gross weight: 3400 lb
Max landing weight: 3400 lb
Empty weight, std: 2020 lb
Useful load, std: 1380 lb
Fuel capacity, std: 114 USgal
Wingspan: 32 ft. 10 in.
Overall length: 27 ft. 8 in.
Height: 10 ft
Wing area: 177.6 sq. ft
Wing loading: 16.8 lbs./sq. ft
Power loading: 7.6 lbs./hp
Wheel track: 9 ft. 7 in.
Wheel size: 6.00 x 6 in main; 5.00 x 5 in nose
Seating capacity: 2
Cabin doors: 2
Cabin width: 25 in
Cabin height: 42 in
Baggage capacity: 220lb
Cruise speed @12,000 ft.: 200 kt
Cruise speed @17,500 ft.: 212 kt
Cruise speed @23,000 ft.: 195 kt
Fuel consumption @12,000 ft.: 28 USgph
Fuel consumption @17,500 ft.: 25 USgph
Fuel consumption @23,000 ft.: 21 USgph
Stall speed (gear, flaps up) (kts.): 60
Stall speed (gear, flaps down): 55 kt
Best rate of climb (sea level): 2500 fpm
Service ceiling: 25,000 ft
Takeoff ground roll: 600 ft
Landing ground roll: 600 ft
Landing over 50 ft. obstacle: 670 ft
Success in testing the SCAT 1 led to the construction of the Model 2000 Starship 1. The Starship design has compound taper main wings, which mount the two pusher engines. Large endplate fins, known as tipsails, provide longitudinal stability, augmented by two small fins on the wing trailing edge. Additional keel area is provided by a ventral fin under the extreme rear of the slender fuselage. The large canard foreplanes of variable-geometry, sweeping forward by 4 degrees for low-speed flight and 30 degrees back in the cruise.
Beechcraft 2000 Starship 1 Article
The Starship is built entirely of composites such as carbon graphite, Kevlar and E-glass, which make for an exceptionally strong and light aircraft that isn’t subject to the same inherent long-term weaknesses found in aluminum airframes. The composite makeup of the airframe doesn’t transmit noise or vibration from its twin 1,200 shp Pratt & Whitney engines, thus keeping interior cabin sound levels extremely low. Because of its canard configuration, the design is virtually impossible to stall. Virtually the entire structure is made of Nomex honeycomb and graphite/epoxy composites, with titanium used in high-stress areas.
The prototype composite construction Starship rolled out at Wichita to begin its certification in 1985. The first of three flying pre-production Starship 1s flew on 15 February 1986. Another three airframes were produced for static, damage tolerance and pressure testing. Basic FAA certification followed on 14 June 1988, and the first production machine flew on 25 April 1989. This has been used for customer demonstration flights, resulting in 40 orders by June of that year.
The tandem wing, twin pusher corporate aircraft is capable of a maximum cruise of 352 knots and a 41,000 foot ceiling. The Starship is the first all-composite, pressurised aircraft to receive FAA type certification. Starship is constructed of layers of graphite fibre surrounding a core of honeycombed nomex, bonded with adhesive resin.
The unique Starship entered production in 1988 following first flight of a full-scale prototype on 15 February 1986. Seating eight passengers in a pressurised cabin, the aircraft is powered by two 1,200 shp (895 kW) P & W Canada PT6A-67A turboprops in “pusher” configuration giving a max cruising speed of 335 kts (621 km/h). Composites form a major portion of the Starship’s construction and among its aerodynamic features are variable-geometry foreplanes and large wingtip stabilisers called “tipsails”.
Production ceased approximately 10 years after its introduction.
Beech 2000 Starship 1
Engines: 2 x Pratt & Whitney Canada PT6A-67A turboprops, 1,200 shp / 895kW
Max take off weight : 14001.8 lb / 6350.0 kg
Weight empty : 8917.0 lb / 4044.0 kg
Max. weight carried : 5084.7 lb / 2306.0 kg
Fuel capacity: 534 US gal
Wingspan: 16.6 m / 54 ft 6 in
Length: 14.05 m / 46 ft 1 in
Height: 3.96 m / 12 ft 12 in
Wing area: 26.09 sq.m / 280.83 sq ft
Wing load : 49.82 lb/sq.ft / 243.0 kg/sq.m
Max. speed : 352 kt / 652 km/h
Landing speed : 84 kt / 156 km/h
Cruise speed: 621 km/h / 386 mph
Initial climb rate : 3346.46 ft/min / 17.0 m/s
Service ceiling: 12495 m / 41000 ft
Range: 3132 km / 1946 miles
Payload : 8-11pax
Takeoff distance, 50 ft.: 4,093 ft
Landing distance, 50 ft.: 2,630 ft.
To provide a new generation of corporate transports, Beech looked to Burt Rutan’s Scaled Composites Inc. to design and produce the SCAT 1, an 85% scale technology demonstrator of a canard-configured aircraft. Success in testing led to the construction of the Model 2000 Starship 1.
Raytheon developed the composite Premier I entry-level jet with a composite fuselage, empennage and control surfaces built of graphite and epoxy laminates with honeycomb construction, totaling more than a million miles of carbon-fiber filaments. The wings are aluminum.
First flying in December 1998, the Premier offers typical jet speed and altitudes. The Premier I is also certified for single-pilot operation.
Premier 1
Engines: two 2,300 lb Williams FJ44-2A
Seats: 2+6
Gross weight: 12,500 lb
Empty weight: 8,470 lb
Fuel capacity: 548 USgals
Max cruise: 451 kts
Range: 826-1,502 nm
Ceiling: 41,000 nm
Takeoff distance: 3,792 ft.
Landing distance: 3,170 ft.
Premier 1A
Engines: (2) Williams FJ44-2A
Max Cruise Speed: 451 kt @FL330
Max Range: 1460 nm
Max Certified Altitude: 41,000 ft
Takeoff Distance: 3792 ft
New Price 2009: US$6.4 million
In 1977 Mitsubishi designed and built two prototypes of a twin-turbofan business aircraft designated the MU-300, the first flying on 29 August 1978; a one hour flight. A cantilever low-wing monoplane with a pressurised fuselage and retractable tricycle landing gear, the MU-300 was powered by two JT15D-4 turbofan engines, pod-mounted one on each side of the rear fuselage. Its twin turbofans are rated at 2,500 lbs. s.t. for takeoff and 2,375 lbs. s.t. for maximum continuous operation. Standard accommodation was provided for a crew of two and seven passengers. At the end of the development programme the prototypes were dismantled and shipped to the USA, where they were reassembled by the company’s US subsidiary Mitsubishi Aircraft International Inc. The two Diamond I prototypes underwent 350 hours of test flying in Japan before their arrival in the United States for FAA certification. Redesignated the Diamond I, the two aircraft were used in the US certification programme, which was granted on 6 November 1981. Initial customer deliveries began in July 1982 and 62 were built. The Diamond I wing design, with its advanced flight control system of full-span flaps, wing spoilers, and T-tail empennage, is built for optimum performance.
Beechjet 400 / Hawker 400 / Mitsubishi MU-300 Diamond Article
Mitsubishi developed an improved Model MU300-10 Diamond II, which was approved under FAA type certificate A14SW. Eleven examples were produced before the program was taken over by Beech and the aircraft re-certificated as the Beech Model 400 under new FAA type certificate A16SW. All the MU300-10 were subsequently converted to the Model 400 under Beech Service Bulletin Number 2140.
An improved version, the Diamond IA, fitted with uprated JT15D-4D engines giving overall performance increases, an EFIS cockpit and with maximum take-off weight increased to 7361kg, was announced in 1983 and the first of 27 built, distinguished by the extra port side window, was delivered in 1984. With an MTOW reduced to 7157kg, but with extra fuel, and more powerful JT15D-5 engines, a further eight aircraft were produced as the Diamond II.
Model 400 comprised serial numbers RJ-12 through RJ-65.
However, in December 1985, Mitsubishi sold the Diamond II design rights to Beech, together with components for 64 aircraft. These were assembled at Wichita and marketed as the Beechjet 400. Beech then initiated full manufacture of the type in 1989. The first Beech-assembled aircraft was rolled out on 19 May 1986 and deliveries began in June. By the beginning of 1989 46 Beechjets had been delivered. Beech is also providing support for previous Mitsubishi products, including the MU-2 and earlier Diamond versions.
The Beechjet 400A first flew on 22 September 1989.
The commercial Model 400A Beechjet was certificated on 20 June 1990, featuring increases in payload and ceiling, greater cabin volume, a rear lavatory and improved soundproofing. A Collins Pro Line 4 EFIS is fitted as standard. Deliveries of this version began in early 1990. By the beginning of 1991 beech had received orders for 113 slightly modified Model 400As In February 1990 the US Air Force chose the type as the airframe element of the Tanker/Transport Training System under the designation Beech 400T T-1A Jayhawk. Powerplants are 2,900 lb st (12.9 kN) P&W Canada JT15D-5 turbofans. The USAF requirement was for 211 aircraft and the first of these was delivered in July 1991 and entered service in March 1992, training KC-135, C-5, KC-10 and C-17 crews.
In 2003 its name changed once again to the Hawker 400XP (for ‘extended performance’) for a better fit into the Raytheon family of bizjets.
The Model 400A, serial number RK-1 and on, was a further development. The primary change was the introduction of the Rockwell Collins Proline IV EFIS system, plus other improvements including greater cabin volume, increased max takeoff weight and higher operating ceiling. (From 2003 and serial number RK-354 the aircraft was marketed as the Hawker 400XP.) Production ceased in 2010 with serial number RK-604.
Variation:
Nextant 400
Specifications:
MU-300 Diamond I
First built: 1981.
Engines: 2 x P&W JT15D-4, 2,500 lbs thrust.
Seats: 11.
Length: 48.3 ft.
Height: 13.8 ft.
Wingspan: 43.4 ft.
Wing area: 241 sq.ft.
Wing aspect ratio: 7.5.
Maximum ramp weight: 14,200 lbs.
Maximum takeoff weight: 14,100 lbs.
Standard empty weight: 8600 lbs.
Maximum useful load: 5200 lbs.
Zero-fuel weight: 10,800 lbs.
Maximum landing weight: 13,200 lbs.
Wing loading: 58.4 lbs/sq.ft.
Power loading: 2.8 lbs/lb.
Maximum usable fuel: 4200 lbs.
Best rate of climb: 3000 fpm.
Certificated ceiling: 41,000 ft.
Max pressurisation differential: 9 psi.
8000 ft cabin alt @: 41,000 ft.
Maximum single-engine rate of climb: 810 fpm.
Single-engine ceiling: 26,500 ft.
Maximum speed: 434 kts.
Normal cruise @ 37,000ft: 424 kts.
Fuel flow @ normal cruise: 1098 pph.
Stalling speed clean: 104 kts.
Stalling speed gear/flaps down: 91 kts.
Turbulent-air penetration speed: 208 kts.
Beechjet 400A
Engines: 2 x Pratt & Whitney Canada JT15D-5 turbofans, 1315kg / 2,900 lb st (s/n RK-1 through RK-507) / Pratt & Whitney Canada JT15D-5R (s/n RK-508 and after)
MCTOW: 16,100 lb / 16,300 lb. (serial number RK-347 and after, and aircraft with Kit
128-5202-0001 Increased Gross Takeoff Weight.)
Weight empty: 10116.5 lbs / 4588.0 kg
Wingspan: 13.25 m / 43 ft 6 in
Length: 14.75 m / 48 ft 5 in
Height: 4.19 m / 13 ft 9 in
Wing area: 22.43 sq.m / 241.43 sq ft
Wing load: 65.60 lbs/sq.ft / 320.0 kg/sq.m
Max. speed: 854 km/h / 531 mph
Cruise speed: 828 km/h / 515 mph
Landing speed: 87 kts / 161 km/h
Ceiling: 13715 m / 45000 ft
Service ceiling: 41011 ft / 12500 m
Initial climb rate: 4330.71 ft/min / 22.0 m/s
Range: 5375 km / 3340 miles
Noise Standard: FAR Part 36 Amendment 36-17
Max. No. of Seats: 11
Hawker 400XP
Engines two 2,965-lb. Pratt & Whitney JT15D-5 turbofans.
Seats 7-9.
Gross wt. 16,500 lb.
Empty wt. 10,550 lb
Fuel capacity 733 US gal.
Max cruise 450 kts.
Long range cruise 414 kts.
Range 874-1,687 nm.
Ceiling 45,000 ft
Takeoff distance 3,906 ft
Landing distance 3,514 ft
In 1975 a decision was made to develop what was to be the model 1900. This was to be a pressurised, high density 19-seater aircraft based on the model 200 Super King Air. Using the model 200 cockpit, tail section, a longer fuselage and a new continuous spar wing was developed. A slightly unusual feature of these aircraft was the “taillets” attached beneath the horizontal tailplane for improved directional stability and an auxiliary horizontal tail (stabilon) on each side of the rear fuselage to extend the aft centre of gravity limits. The first of the three 1900C development aircraft flew (under SFAR part 41C) on 13 September 1982 powered with the PT-6A-65 which was up rated to the 1000-shp -65A on production aircraft. Its type certificate was achieved on 22 November 1983. Production deliveries, fitted with 52-inch by 52-inch cargo doors, began in February 1984 but were phased out in October 1991 when the SFAR part 41 C regulation expired. Some 72 “C” models had been built, followed by around 175 1900C-1 versions with their “wet wings”.
Announced by Raytheon at the US Airlines Association meeting in March 1989 was the Model 1900D, Beech’s answer to the 19-passenger, stand-up, pressurised aircraft for the commuter and regional airline operators. Power chosen was the 1600-shp PT6A-67D flat rated at 1279 shp. Wingspan and area were increased with winglets added. The fuselage was some 28.5% larger, which gives the aircraft the “high forehead” look and “stand-up head room” (of 5 ft 11 in) in the cabin. The aircraft introduced the twin ventral strakes designed to improve the directional stability and turbulence penetration. The wet wing is design fabricated and assembled as a one-piece unit. It is able to hold 2,517 litres in two integral fuel tanks in each wing (the main tanks hold 1621 lbs and the smaller auxiliary tank 621 lbs). The primary controls are mechanically linked and the landing gear is hydraulically actuated with dual main wheels and a single nose wheel. The prototype 1900D (N5584D), a converted 1900C, first flew on 1 March 1990 with FAA certification being achieved in March 1991. Production switched to the 1900D in 1991 and first deliveries began in November 1991.
1900C
Engines: 2 x Pratt & Whitney Canada PT6A-65B turboprop.
1900D
Engines: 2 x Pratt & Whitney Canada PT6A-67D turboprop, 1279-shp.
Props: Hartzell four-blade composite.
Wingspan: 57 ft 10 in (17.65rn).
Wing area: 303 sq.ft (28.l5sq.m).
Length: 57 ft 10 in (17.63m).
Height: 14 ft 10 in. (4.54m).
Empty weight: 10,400 lb (4,717 kg).
MTOW: 16,950 lb (7,688 kg).
Wing loading: 54.7 lb/sq.ft (267 kg/sq.m).
Power loading: 6.62 lb/hp (3 kg/hp).
Max cruise speed 334 mph (537 kph) at 13,000 ft (3,960m).
Rate of climb: 2,625 ft/min (800m/min) at sea level.
Service ceiling: 25,000 ft (7,620m).
SE service ceiling (MTOW): 17,500-ft.
Range high cruise power 45 min res: 794 miles (1,278km) at 25,000 ft (7,620m).
Pax cap: 19.
The success of the Beech King Air 200 design prompted Beech to explore a jet-powered version. This was the PD.290 Fan Jet 400. The first prototype King Air 200 was re-engined with Pratt & Whitney Canada JT15D-4 turbofans in similar nacelles to the PT6A turboprops.
The aircraft was flown in this configuration for the first time on March 12, 1975. The jet-powered aircraft did not warrant production, and Beech later purchased the Mitsubishi Diamond design.
The last flight was made on September 30, 1977.
Based on the King Air 300, the Super King Air 350 incorporates a wing of increased span with winglets, and interior changes that increase max seating to 11 plus two crew. The fuselage has been lengthened although the engines remain two 1,050 shp (783 kW) P & W Canada PT6A-60A turboprops. Certificated in 1990, the first King Air 350 was delivered on 6 March 1990.
In 2004—the King Air’s 40th anniversary— Raytheon added two 16-cubic-foot wing lockers in the aft portion of the engine nacelles to increase loading flexibilities.
Raytheon Super King Air 350
Engines: Two Pratt and Whitney PT6A-60A turboprops (1050 / 783 kW horsepower each)
Propellers: 4-blade
Crew: Two pilots, or pilot and navigator/observer, or various crews in training roles
Length: 46.654 ft / 14.22m
Height: 14.337 ft / 4.40m
Wingspan: 57.907 ft / 17.65m
Wing area : 310.003 sq.ft / 28.8 sq.m
Wing load : 48.38 lb/sq.ft / 236.0 kg/sq.m
Max cert TO wt: 6804 kg / 15,100 lb.
Max cert ldg wt: 6804 kg.
Empty weight: 9,326 lb
Payload: 1600kg
Fuel capacity: 539 USgals
Max. speed : 315 kts / 583 kph
Top cruise: 359 kts
Initial climb rate: 2,731 fpm
Range: 3400km
Ceiling: 35,000 feet
Takeoff distance: 3,300 ft
Landing distance: 2,692 ft
Accommodation: Up to six passengers
