In 1999, representatives of the US skydiving market approached Pacific Aerospace wanting an enlarged version of the Cresco aircraft. This aircraft stemmed from a remark that it was a pity that the Cresco couldn’t be used for sky-diving. With the Cresco as a starting point the 750 XL resulted. After the development programme, little of the original Cresco remained. Wings, ailerons, flaps, fuel system, etc. have been either replaced or modified. First flown on 5 September 2001, the ten seater utility received New Zealand type certification (NZ TC A-14) on 23 July 2003.
On March 10th, 2004, the US Federal Aviation Administration certified the PAC 750XL (since renamed the P-750 XSTOL) under the very latest revisions of Part 23. Taking the aircraft from initial drawings to FAA certification took about 52 months. The P-750 is Single Pilot IFR Certified (FAA) and in 2012 gained certification against ICAO Annex 6 for Single Engine IFR Passenger Transport Operations.
While initially developed for the skydiving market, the attributes of the P-750 XSTOL also made it ideal for other market segments for which it is in wide use around the world particularly freight, passenger and aerial survey work.
The P-750 XSTOL can take off and landing in less than 800 ft (244m), even when it is hot and high. Operate off semi-prepared airstrips in all types of terrain. Carry a load of more than 4,000 lb even in hot and high conditions. The rugged construction has a low 150-hour airframe/engine inspection interval and 39,000 hours before any scheduled airframe maintenance requirement.
The P-750 XSTOL Utility has a 240 cu ft cabin complemented by an optional 70 cu ft cargo pod and 18 cu ft rear storage compartment. It has the ability to carry passengers on one leg then in 30 minutes have the seats removed and stored in the rear compartment making the full cabin and cargo pod available for carrying freight on the return leg. The large single compartment cargo pod with 1,000 lb (454 kg) capacity has no impact on aircraft cruise speed and loading access is via three side doors and one large rear ramp.
For skydiving the P-750 XSTOL has the ability to climb rapidly to jump height (e.g. sea level to 12,000 ft in ten minutes) and then be back at the air strip ready for another load before the jumpers land, enabling the aircraft to average four loads per hour. Able to carry seventeen skydivers or six tandem teams, the wide centre of gravity range making it a very stable jump platform. Able to carry 17 skydivers to altitude and return to the point of departure in approximately 15 to 16 minutes. The climb and descent profile is about half the horizontal airspace of most other jump planes, assisting operation in noise-sensitive areas. Factory installed skydiving modification that can be operated by the pilot ensuring no open-door speed restrictions on descent.
For aerial survey factory-approved modifications support easy installation of camera holes in the floor of the aircraft and side wall mounted track for the attachment of equipment. The P-750 XSTOL is an electrically quiet aircraft with minimal electro-magnetic interference (EMI) and all major control systems mechanical rather than electric. The aircraft structure serves as an effective faraday cage blocking out external static electric fields and can be readily customer-modified for geophysical survey work.
For Crop Dusting, Spraying or Fire Fighting the P-750 XSTOL Agriculture is able to carry a 4,888lb (2,272 kg) hopper load. Operators commonly complete up to 17 cycles (load, take-off, dispense, land) per hour. The hopper can be removed without affecting the airframe, allowing versatility in the roles of the aircraft. The aircraft can be converted to another factory-approved configuration maximising its useful life and resale value.
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 conversion of a standard Fletch¬er to take a PT-6A-20 turbine of 500 shp was designed by Dennis Kemp of Air New Zealand for a James Aviation/Thames Aerial Topdressing/Robertson Air Service consortium. Development work began at Air NZ’s jet base at Mangere in 1966 and entailed considerable structural rede¬sign of the Fletcher’s nose section, a 12-inch fuselage stretch, two feet increase in wingspan, strengthened wing and rear fuselage, including vertical fin, a redesigned hop¬per – enabling it to take 24 cwt of super – and a dual main undercarriage. Technical substantiation was carried out by Air New Zealand and the model was type certificated by the CAA.
The 1060 was first flown in July 1967 and after 50 hours’ evaluation flying was put into operational service by James in the Gisborne area at the hands of Dennis Clarke.
The aircraft proved more than able to compete with Beavers in the steep east coast hill country once initial pro¬blems of ingestion of dirt, dust and grass were overcome by redesigning the cowling. The PT-6engine has provided only minor problems in operational flying, but the real problem involves spares backup. As the 1060 is a one-off type, maintaining it with an extensive spares inventory at Hamilton was too expensive, and all parts must come from the US, which lengthened overhauls considerably.
FU1060 ZK-CTZ s/n 1001 was first registered in July 1967, and was withdrawn from service and de-registered in December 1980. (Lou Forhecz in his book on the history of the FU24 states the aircraft had flown 5325 hours.)
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. (The top rib was deleted.) When the design was upgraded to the Cresco the same basic vertical fin was used. The fin was strengthened with the addition of a metal closing strip to the front vertical strip. In addition after static tests of the forward-biased case some doublers were added to the bottom rib.
A second version, the FU1160, was essentially the same as the FU1060 except a 530 shp Garrett TPE331 engine was fitted. FU1160 ZK-BHQ s/n 2001 (previously FU24 s/n 19) was converted to turbine power in May 1967. The aircraft crashed fatally on 13 August 1968 after 376 hours in service, possibly from a partial power loss due to fuel starvation. (See NZCAA Aircraft Accident Report No.1837)
The third was the FU1284, which installed a 665 shp Garrett TPE331 turbine engine. This aircraft had major changes from the standard FU24 airframe. However, the vertical fin was the same part number. (It is reported that after a failure during testing, some doublers were added to the fin front attachment bulkhead. This change was subsequently retrofitted to all FU24 aircraft.)
FU1284 ZK-CYY s/n 2002 with a TPE331-l0l was first registered in November 1969, flew at Auckland on April 16 1970, and was de-registered in March 1977.
No further examples were produced, because the Type Certificate holder at the time, Airparts (NZ) Ltd, decided to proceed with a new turbine aircraft development which eventually became the 08-600 Cresco.
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
OMAC Inc. was founded in 1977 in Reno, Nevada, by Carl Parise and Larry Heuberger. The name stood for “Old Man’s Aircraft Company”.
The OMAC-1 was a 6-8 seat canard pusher business aircraft introduced in 1981. Two prototypes were built: the first one (apparently unregistered) was powered by a 700 hp Avco Lycoming LTP 101-700A-1 pusher engine and first flew on Dec. 11, 1981.
The second prototype N81PH served as testbed for improved Laser 300 version. used a 700 hp Garrett TPE331-9 and flew on February 19, 1983. It was 30 ft. long and had a wingspan of 35 ft.
OMAC-1
The OMAC company moved in 1985 to Albany in Georgia and worked an improved production version, the Laser 300 [N301L] which first flew on July 29, 1988 (pictures showing an aircraft registered “N300L” are only promotional artist’s views).
The aircraft apparently failed to attract any orders and was no longer heard of. Further development halted soon after owing to funding difficulties.
Ten MH260 with its rectangular section fuselage were built by Nord Aviation as the Nord 260. In 1961 started a significant redesign of the Nord 260. This resulted in the Nord 262 that had a redesigned fuselage with a circular cross section, pressurisation and more powerful powerplants. On 24 December 1962, this pressurised Nord 262 made its first flight.
The first production aircraft, F WKVA, flew in time to be exhibited at the Paris Aero Show in June 1963.
Air Inter, the French domestic airline, was expected to be the first operator of the Nord 262 pressurized version of the Nord 260.
The first Nord 262 for Climber Air – 1967
On 1 January 1970, the main three French nationalised aircraft companies – Sud-Aviation, Nord Aviation and the missile manufacturing company, SEREB – were merged into Aérospatiale. As a result of this merger the Nord 262 became a product of Aérospatiale. The Nord 262 became the Aerospatiale Fregate turboprop.
The 262A was powered by two Turbomeca Bastan VIC. The 262B designation was for the first four production aircraft. Aerospatiale developed the improved 262C Fregate, with more powerful Bastan VII engines and new wingtips that increased wingspan by 2 ft 3.5 in (0.70m). The generally similar military 262D Fregate or Frigate D was produced.
In 1964 Lake Central Airlines was buying eight Nord 262 to replace DC-3s in its fleet, with an option of eight additional.
When production ended in 1976, a total of 110 Nord 262 were built.
Mohawk Air Services, a subsidiary of Allegheny Airlines Inc., Washington D.C., was formed to control a conversion program for the Mohawk 298, UACL PT-6A-45-powered Nord 262 airliner, being undertaken by Frakes Aviation Inc. The first example flew on January 7,1975.
N.262A Engines: 2 x Turbomeca Bastan VIC, 1080 shp / 805 ekW Wingspan: 71 ft 10.25 in / 21.90 m Wing area: 592.03 sq.ft / 55.00 sq.m Length: 63 ft 3 in / 19.28 m Height: 20 ft 4 in / 6.20 m Empty operating weight: 15,498 lb / 7030 kg MTOW: 23,369 lb / 16,600 kg Max speed: 239 mph / 385 kph Cruise: 233 mph / 375 kph Service ceiling: 23.500 ft / 7165 m Range no res: 864 mi / 1390 km Crew: 2 Passenger capacity: 29
Nord N 262 D Frégate Engine: 2 x Turboméca Bastan VIII A, 1341 shp Length: 63.255 ft / 19.28 m Height: 20.374 ft / 6.21 m Wingspan: 71.85 ft / 21.9 m Max take off weight: 23373.0 lb / 10600.0 kg Max. speed: 226 kts / 418 km/h Service ceiling: 26247 ft / 8000 m Range: 567 nm / 1050 km Crew: 2 Payload: 29 pax
Fregate Engines: 1045shp Max cruise: 225 mph Econ cruise: 192mph Stall: 80mph Fuel cap: 3530lb Service ceiling: 25,750 ft SE service ceiling: 13,500ft ROC: 1160fpm SE ROC: 500fpm Min field length: 2575ft Payload with full fuel: 4209 lb Max range: 965sm Max payload: 5867 lb Pressurisation diff: 4.2psi Seats: 29 Gross wt: 22,100 lb Equipped empty wt: 14,555 lb Useful load: 7545 lb
Development of a 17-seat light commuter airliner, known as the M.H.250 Super Broussard started in 1957. The prototype of the MH250, powered by two Pratt & Whitney Wasp-1830 piston engines, flew first on 20 May 1959. It was soon realised that turboprops should be employed and further development resulted in the MH260 with enlarged fuselage and powered by Turboméca Bastan turboprops. In October 1959, Avions Max Holste entered into a co-production arrangement with Nord Aviation so that the new aircraft could be manufactured. The prototype of the M.H.260, the F-WJDV, flew on 29 July 1960. Ten MH260 with its rectangular section fuselage were built by Nord Aviation as the Nord 260. In 1961 started a significant redesign of the Nord 260. This resulted in the Nord 262.
Air Inter, the French domestic airline, was expected to be the first operator of the Nord 262 pressurized version of the Nord 260, formerly known as the Super Broussard. Four Nord 262s were ordered by Air Inter.
Production of the Nord 260 was virtually complete in 1963, having totalled ten in addition to the prototype F WJDV. The first eight of the production batch were registered as follows: No. 1 F-WJSN trials aircraft No. 2 F BKRB Nord demonstrator No. 3 F BKRH Air Inter trials, 1963 No. 4 F BKSS Air Inter trials, 1963 No. 5 LN LMB Leased to Wideroe No. 6 F BLGP No. 7 F BLHN No. 8 LN LME Leased to Wideroe
The Nord 500 was a single seat, company funded research aircraft. Its mission was to evaluate principles of the Tilt Duct propulsion concept for VTOL aircraft. The enclosed cabin contained an ejection seat. Two 317hp Allison T63-A-5A (or Allison T63-A5T, or 250-C18, depending on the source) turboshaft engines were located side by side in the rear part of the fuselage. They drove two 1.5m diameter props through interconnected shafts. Moveable vanes in the propeller slipstream controlled the duct positions aerodynamically. There were no other mechanical controls for rotating the ducts. The ducts tilted, along with a short section of wing. During hover, control in roll was by differential thrust, while control in pitch was by collective tilting of the ducts. There was no provision for attitude control of the fuselage because the ducts pivoted freely. The intended top speed was 218 miles per hour.
The first prototype was completed in Spring 1967 and was used for mechanical and ground tests. The second prototype made its first tethered flight during July 1968.
Nord merged with the Aerospatiale Corporation in about 1970, and the aircraft became known as the Aerospatiale N 500. Although a more sophisticated and more powerful version was in planning, all efforts on the Nord 500 appear to have stopped by 1971.
Nord-500 Engine: 2 x Allison T-63-A-5A turboshaft, 233kW Wingspan: 6.1m Length: 6.6m Height: 3.1m Max take-off weight: 1200kg Max speed: 350km/h
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
Designed by N.D. Norman, formerly of the Britten Norman Company, the prototype of the NDN 1 Fire-cracker (G NDNI) two seat civil and military training and sports aircraft made its maiden flight on 26 May 1977.
Desmond Norman designed, built and flew the prototype of a high performance piston single, the NDN1 Firecracker. Its origin can be traced to the day a friend of his thought he’d buy a Siai-Marchetti SF.260; Norman decided to build you a better airplane. Norman aimed to neither build nor market the Firecracker himself but to sell the whole manufacturing project to a smaller country that perhaps had never even built aircraft before. Intended as a primary military trainer, the Firecracker is designed to + 9 and -6 Gs, and the prototype has full inverted fuel and oil, controllable three blade Hoffrnan prop, pushrod ailerons and elevators and a rate of roll that should exceed 200 degrees a second. Range is 1,390 nautical miles to dry tanks, 75 percent cruise 175 knots on a 260 horsepower Lycoming. Gross is 2,650 pounds, or 2,150 pounds for advanced aerobatics. It can operate to 50 feet inside 1,200 feet of run. The tall gear is designed to allow under wing weapon pods, and there is an under fuselage air brake to steady the machine on a diving at-tack run, and to keep it below Vne.
The cabin is wide and deep, to allow occupants to wear full military flying gear, and its layout is very military. The rear seat is substantially raised above the front one, to give the observer/instructor a remarkable view of what is happening. That straight, low aspect ratio wing looks odd on such a high performance design, but it is easier to build than a tapered wing.
From this aircraft has been developed the turboprop powered NDN-1T Turbo Firecracker, the first flown on 1 September 1983.
Norman NDN-1T Turbo Firecracker
NDN-1T Turbo-Firecracker Engine: 1 x P&WAC PT6A turboprop, 410 kW Span: 7.9 m Length: 8.3 m Wing area: 11.9 sq.m Empty wt: 1210 kg MTOW: 1830 kg Max speed: 375 kph Initial ROC: 628 m / min Ceiling: 8260 m T/O run (to 15m): 530 m Ldg run (from 15m): 760 m Fuel internal: 405 lt Range: 1120 miles
All Aero 