On the drawing boards at the same time as the 401/402 develop¬ment, was a two seat, long range sprayer powered with a P&W PT6A-45R of 1100 hp, and fitted with a five bladed prop for quietness. The airframe was lengthened by fourteen inches and a 500 gallon hopper installed. The wingspan was 48 feet and, as the model AT-503, N7309X first flew on 25 April 1986. The machine was intended for use in the US State Department’s narcotics eradication programme. However the aircraft went to Spain in 1989 for use in the fire bombing and agricultural role.
Not far behind the AT-503, was the AT-501 and AT-502, both with a wingspan of 50 feet. The AT-501, was powered by a geared P&W 600 hp R-1340-53H1-G, driving a three blade propeller. The variant was thought to be an option for an increased hopper load but with the cheaper piston engine. The first example was first flown in January 1987 as N7314C, but only nine were subsequently sold, and the development was set aside for production of the AT-502. The first AT-502 Turbo, N4531K, flying in April 1987, powered by a 680shp P&W PT6 engine.
AT502B-0265
The Air Tractor AT-502, N7314D serial –0003, was first flown in April 1987. N7391L was first to enter service in February 1988. The aircraft were single seaters on quite long undercarriage legs. The same fuselage as the AT-501 from the firewall back, provision had to be made for the 11 foot diameter of the piston engine propeller. The engine for the AT-502 is the PT6A-15AG of 680HP, the same as the AT-402. The airframe has also been certified for installation of the PT6A-34AG of 750 hp, however very few examples have been fitted at the factory. The weights for the AT-502 are 4200 lbs empty and 9200 lbs operating. The AT-502A model was first flown in January 1992 and is powered by a PT6A-4S of 1100 HP. To compensate the big engine, it has the larger fin and rudder of the AT-802. The operating weight is 10400 lbs. N1558P was first flown in July 1992, the first AT-502B. Introduced in November 1993, it is the standard 502 with Hoerner wing tips extending the wing span by two more feet. The operating weight increases from 9200 to 9700 lbs. The engine is still the PT6A-15AG, but can easily fitted with -15, -27, -28, or -34AG variants as supplied by the customer. Up until January 1995, two hundred and seventy-six AT-500 series had been produced. The AT-503A was a two seat trainer which didn’t fly until September 1990 (N503CP). The AT-503A uses many fuselage parts of the AT¬502 and the same 50 foot wing but has the PT6A-34AG engine fitted. The rear cockpit has the same dimensions as an AT-401 and is set up exactly the same as the front cockpit, including hopper controls.
The first turbine version, the AT-302 aircraft was fitted with a 400 gallon hopper and a PT6A-15AG turbine and first flown in December 1979 as the AT-400. Eighty-six of the AT-400 were produced until 1987. These aircraft had a 45-ft wingspan, fitted with steel spar caps and reinforced leading edges. The fuselage initially remained the same. A 400 gallon hopper became the standard, and all metal elevators and rudder replaced the fabric covering. N8888S first flew in December 1986 and deliveries began the following June. The redesigned AT-301 wing received a redesigned fuselage and 600 hp to produce the AT-401 (R-1340). The AT-401A was also offered, powered by the Polish PZL R3S of 592 hp and first flew in October 1989. The turbine version, the AT-402, first flew in December 1988 as N1005V, powered by a PT6A-15AG of 680 hp, and the wingspan was increased to 49 ft, and then to 51 ft, for the later B models (incorporating Hoerner wingtips). Deliveries of the AT-402 commencing in March 1989. The operating weight for both the 401/402 models was 7800 lbs. A reduced horsepower version of the 402B, first flown in January 1990- N10189 – was introduced in June 1997, designated AT-402A, fitted with the smaller PT6A-20 of 550 hp and with a 320 gallon hopper. Eighty-six AT-400 and AT-400A aircraft were built between 1979 and 1987.
AT-400 Engine: PT6A-15AG, 680 shp Hopper cap: 400 USG Max Op weight: 7800 lb
AT-400A Engine: PT6A-15AG, 680 shp Wingspan: 45 ft
AT-401 1986 Engine: R-1340, 600 hp Wingspan: 49 ft MAUW: 7860 lb Hopper cap: 400 USG
AT-401A 1991 Engine: PZL-3S
AT-401B Engine: R-1340, 600 hp Wingspan: 51 ft
AT-402 Engine: PT6A-15AG, 500 shp Wingspan: 49 ft
AT-402A Engine: Pratt & Whitney PT6A-11AG, 550 hp Wing span: 49 ft Length: 29 ft 6 in Empty wt: 3739 lb Operating wt: 7860 lb
AT-402B Engine: PT6A-15AG, 680 shp Wingspan: 51 ft 6 in Length: 29 ft 6 in
Leland Snow moved to Wichita Falls, Texas, and started design work on a new cropduster, derived from the S2B he had designed and built in the fifties. In 1972 he obtained a small business loan, rented a building back in Olney and started to build jigs and tooling for what was to become the Air Tractor AT-300 – a conventional layout crop-duster powered by a Pratt and Whitney R-985-AN1 of 450hp. A 320 US gallon hopper was installed in a fuselage made of tube construction and included a sealed enclosed cockpit. The aircraft had a conventional tail but with fabric covered control surfaces. The vertical portion incorporated a dorsal fin giving the tail a round shape, unlike later aircraft. The cantilever 45 foot span wing is of all metal construction and incorporates large Fowler type trailing edge flaps. The prototype took seven months to build and Snow first flew the aircraft, N44200, in Septertiber 1973. FAA Certification took fifty-nine days and the first production Air Tractor was sold in March 1974. Seven more were delivered that year including the first Air Tractor AT-301, N4327S, the same aircraft but fitted with a P&W R-1340-AN1 of 600 hp and with an operating weight of 7300 lbs. Twenty aircraft were built during 1975 and, at the end of the year, a new hangar was erected to house the expanding company. In June 1977, N44415, a turbine version of the AT-301, was flown. Known as the AT-302, it was powered by the then new Avco Lycoming LTP101-A1A of 600 hp. Fourteen were built, followed by the AT-302A in 1980 which had a 400 gallon hopper installed. With an operating weight of 7700 lbs, the aircraft had a wider hopper box and was designed for dry fertilisers. By the end of 1979, some 229 AT-301 had been built. In 1986 the AT-301 design was improved, including redesigning the wing. Before being superseded by the 401 in 1988, 863 AT-301s were built.
AT-300 Engine: Pratt and Whitney R-985-AN1, 450 hp Wing span: 45 ft MAUW: 7300 lb Hopper cap: 300 USG
AT-301 Engine: Pratt & Whitney R-1340, 600 hp
AT-302 Engine: LTP-101-A1A, 600 hp Hopper cap: 320 USG
AT-302A Engine: LTP-101-A1A, 600 hp Hopper cap: 400 USG
Developed by CASA of Spain and IPTN of Indonesia, and marketed by the joint company of Aircraft Technology Industries (AirTech), the CASA/IPTN-designed, General Electric CT7-powered CN-235 first flew in I November 1983. In military configuration a 15,000kg payload may be carried, comprising 48 passengers, 41 paratroops, or 24 stretchers.
Orders to 1990 were nearing 200, with a majority for military operators, including the air arms of Spain Indonesia and those of France, Saudi Arabia, Ecuador, Botswana, Panama, Morocco and Turkey – where the CN-235 will also be assembled. Export deliveries began in February 1987, when the Royal Saudi Air Force received the first of four aircraft. Jordan ordered two in 1985, while the Indonesian armed forces will receive 50, comprising 32 for the Air Force and 18 for the Navy. At least six of the latter will be of the maritime surveillance version, with equipment including a 360 degree-scan search radar, AM.39 Exocet anti-shipping missiles, and Mk.46 torpedoes.
CN.235-100 Engine: 2 x GE CT7-9C turboprops, 1,870 shp (1 394 kW) Installed pwr: 2536 kW Span: 25.8 m Length: 21.3 m Wing area: 73 sq.m Empty wt: 8600 kg MTOW: 14,400 kg Payload: 5000 kg Cruise speed: 454 kph Initial ROC: 540 m / min Ceiling: 8110 m T/O run: 554 m Ldg run: 585 m Fuel internal: 5268 lt Range/payload: 600 km with 5000 kg Capacity: 38/40 pax
Founded 1980 to develop turboprop amphibians. Proof-of- concept Avalon 680 first flew 1983, but anticipated seven-seat Avalon Twin Star 1000 and military A-1200 Guardian were never flown.
1980: Airmaster Inc pres: Lawrence Matanski, Renton WA. USA
The Airbus A400M, also known as the Atlas, is a multi-national four-engine turboprop military transport aircraft. It was designed by Airbus Military as a tactical airlifter with strategic capabilities. The aircraft’s maiden flight, originally planned for 2008, took place on 11 December 2009 in Seville, Spain.
Engines: 4 x 8250kW Europrop TP400-D6 turboprops Wingspan: 42.4 m / 139 ft 1 in Length: 45.1 m / 148 ft 12 in Height: 14.7 m / 48 ft 3 in Max Take-off weight: 141000 kg / 310853 lb Empty weight: 76500 kg / 168655 lb Payload: 37000kg / 81571 lb Ceiling: 11300 m / 37050 ft Range w30 tonne: 2450 nm Range w20 tonne: 3550 nm Crew: 3-4
A400M Engines: 4 x Europrop TP400-D6 turboprops, 11,060 hp / 8250kW Wingspan: 42.4 m / 139 ft 1 in Length: 45.1 m / 148 ft 12 in Height: 14.7 m / 48 ft 3 in Max Take-off weight: 141000 kg / 310853 lb Empty weight: 76500 kg / 168655 lb Payload: 37000kg / 81571 lb Maximum Speed: 485mph (780kmh; 421kts) Ceiling: 11300 m / 37050 ft Range w30 tonne: 2450 nm Range w20 tonne: 3550 nm Maximum Range: 5,412miles (8,710km) Crew: 3-4
Ahrens developed AR 404 twin-turboprop 30 passenger or cargo transport, intended to be simple to maintain and having a constant square-section fuselage to provide maximum volume.
Designed by Peter Ahrens in Cali¬fornia for production in Puerto Rico
The prototype N404AR first flew on 1 December 1976, piloted by Herman “Fish” Salmon, followed by the first production-standard aircraft built in Puerto Rico in October 1979, but program halted through lack of funding.
The Ahrens 404 is designed for simple manufacture, harsh conditions, easy repair, the four turboprop utiliplane featured an aft loading ramp.
One other was built, N1028G.
AH 404 Engines: 4 x 420hp GMC-Allison 250-B17B Wingspan: 65’0″ Length: 48’4″ Useful load: 9400 lb Max speed: 210 mph Cruise: 160 mph Range: 1380 mi Seats: 31
The AeroVolga LA-8 8 seat amphibious aircraft has its origin with the Chaika L-6, first flown in 2000, and its immediate successor the L-6M, promoted by AeroVolga and first flown in 2001. Both of these were twin engine, V-tailed amphibious aircraft, the latter differing in its hull design, undercarriage and maximum take-off weight. Chaika developed the L-6M into the L-4 and AeroVolga developed it into the LA-8. These are very different designs: the LA-8 has a T-tail and is some 25% longer than the L-4, with tricycle gear.
The LA-8 is largely built from plastic foam and PVC filled glass fibre sandwich. Its wing is divided into watertight compartments. The amphibian is a cantilever high wing monoplane with straight tapered wings; most of the sweep is on the trailing edge. First flown on 20 November 2004, the prototype originally had downturned wing tips but these were replaced with extended upturned tips by 2006 and by early 2011 a later aircraft had winglets which extended both above and below the tips. There is no dihedral. Its twin engines are placed above and ahead of the wing leading edge, as close to the centre-line as the clearance between propeller and fuselage allows. The prototype was powered by two LOM M337AK air-cooled six-cylinder supercharged inverted inline engines.
The basic version of the power plant (C-version) is two piston engines LOM PRAHA M337C-AV with take off power 235 HP. The engines are equipped with supercharge and timing fuel injection system. Time between scheduled maintenance of engines is 100 hours, motor oil replacing time is 200 hours.
The LA-8L variants have 175 kW (235 hp) Lycoming IO-540 air-cooled flat-sixes. Turboprop engines are TP-100 (250 HP) or АI-450 (300 HP).
First prototype in 2008, with upturned tips
The two step hull is also subdivided into watertight compartments. Two fixed underwing stepped floats at about 75% span stabilize the aircraft on water. The cabin is under the wing, with two long continuous transparencies, one on each side plus two shorter panels in the main entry hatch in the rear roof behind the trailing edge. There is seating for eight, including one or two pilots. The LA-8’s T-tail has a slightly tapered, straight edged, swept fin with a sub-fin extension; both the rudder and the single piece, externally mass balanced elevator have electrically actuated trim tabs.
The LA-8 has a tricycle undercarriage with mainwheels retracting into the fuselage sides and the nosewheel retracting rearwards. A ballistic parachute is an option.
The aircraft has a composite high wing, with T-shaped stabilizer. The main fuel tanks with a capacity of 455 liters (for RS-version – 1 400 liters) are located in the wing of the aircraft. For C-version and L-version it is possible to install the additional fuel tanks in winglets, with total capacity 100 liters.
Two mooring rings are located on the lower surface of the wing, one – in the nose part, one – on the aft. Two cleats are located near the hatch. The cleats can be either fixed or retractable into frame.
There are four knots on the top of the aircraft, for which the aircraft can be lifted by crane onto the deck of the ship and the dock with using a standard four-point brace. The aircraft can be equipped with lifting eye bolts and two sling-adapters.
Ground power unit (GPU) is plugged to the standard onboard socket and allows starting the engines and charging on-board batteries.
The landing/taxi LED lights cluster is installed in the left wing. The quad xenon land light is installed in the right wing. The navigation lights (left and right) are located in the winglets, in the tail part of the fuselage the tail light and anti-collision light are installed, on the fin tip is located the parking light switched on in the water.
Landing gear is tricycle type, with the nose strut. Wheel suspension is wishbone, with gas-fluid absorbers. For manufacture of landing gear it is used special high-quality stainless steel and special coverings with high resistance to seawater. The specially designed landing gear allows to land on unpaved ground. The landing gear retraction/extension is performed by hydraulic drive; emergency main struts extension is performed under its own weight, the nose strut extension is performed by backup pneumosystem.
The emergency extension of all struts is performed under their own weight in RS-version. The working of hydraulic system and emergency pneumosystem is controlled by two pressure gauges mounted on the pilot’s instrument panel.
Indication of the landing gear position is designed specifically for amphibian aircraft, when landing on the water surface is performed with retracted landing gear. So the position of retracted landing gear is displayed as bright-blue color, extended – as yellow color. The additional visual control of position of the landing gear can be made by using panoramic mirrors located on the floats.
For controlling the aircraft when moving on water the different engine thrust or reverse thrust is used, for controlling the aircraft movement on land – separate braking wheels. The brakes are hydraulic, on control pedals. Both main wheels can be stopped by parking brake.
Control of the aircraft is possible from the right or left pilot’s seats which are equipped with control columns and pedals. For locking the elevators and ailerons when standing the safety pin with red marker is inserted into the control column support.
Autopilot is controlled from the central instrument panel and the button of autopilot emergency cutoff is on the control wheel. Control of engines, propellers and trimmers are located on the centre console between pilots.
Engine control levers allow operate as straight thrust as reverse thrust. In order to prevent the propellers transition to reverse mode during flight engine, control console is equipped with computer controlled reverse lever lock disabling reverse activation at speed over 100 km/h and more than 1 400 RPM.
Flaps are controlled by electric drive. The flaps position is controlled by indicator or visually. RS-version of the aircraft normally (other versions – optional) is equipped with automatic follower-up control system of the flaps, where required flap angle from 0 to 40 degrees is set by flap position selector, after that automatic equipment set the flaps into appointed position.
Pilot’s seats have a system of longitudinal movement which provides comfortable seating and adjustment for pilots which are from 160 to 200 cm in height. For convenient seat adjustment the handrail is mounted in the cabin. The design of the seat pan allows using individual anatomic cushion.
The main access door is located in the top tail part of fuselage and designed to provide boarding the aircraft as well on land as in water. The hatch opens up. The dimensions of hatch allow to load long-measuring freight and as well a patient on special stretcher. Gas jacks provide easy hatch opening and closing and locking device – fixing the hatch opened. Hatch lock mechanism provides a two-level protection against accidental opening, allowing, at the same time, almost instantaneous opening hatch, both inside and outside. To access to the cabin is used embedded folding ladder, the design of which allows, if necessary, to climb back on board for swimmers.
There are two emergency exits on left and right sides. Sliding transparent vents are embedded in windshield of hatches. At the top of the cabin there is the access hatch. The windscreen of the cabin is made from acrylic (PMMA) plastics, with improved athermical properties. The windshield is able to stand standard bird strike. The left windscreen of pilot can be equipped with electrical defrost heating for deicing and besides the left windscreen can be equipped with washer which feed water to remove salt stains.
In the cabin up to eight seats can be installed with two pilot seats included. The rear seats have fold-back and lockers under the seat pan. Each seat is equipped with a mandatory safety belt system.
Above each seat individual lighting, adjustable air ball vent and intercom are installed.
For baggage there are two storage compartments – in the nose of the aircraft and in the rear part of the cabin. For small items there are special pockets and niches. The aircraft LA-8C-RS can be equipped with lockable luggage racks.
The aircraft is equipped with two bilge pumps. De-icing system includes electric system of heating the pitot tube, the stall warning indicator, the left pilot windshield, the propeller and the leading edges of wing and tail. Using the M337C-AV engines with compressors and dispersed fuel injection allows eliminating such a dangerous effect as icing the intake system of the engine.
The aircraft is equipped with a speed computer-analyzer which prevents the reverse activation at speed exceeding 100 km/h, as well as the landing gear retraction at speed below 100 km/h. If necessary to retract or extend the landing gear at slow speed (for example on the water or at maintenance works) the lock should be turned off by special switch.
Each propeller is equipped with a centrifugal lock, making it impossible to shift the propeller blades to reverse at 1,400 RPM. Thus to prevent accidental reverse activation in flight there is backup locking system.
Basic power plant is based on the two engines LOM PRAHA M337C-AV with take-off power 235 HP and continuous power of 210 HP each. Each engine has six cylinders in line (capacity of 6 liters, 366 cubic inches). The engines are invert. Such design of the engine provides the minimum aerodynamic resistance of power plant. The engines are equipped with mechanical superchargers and keep power to altitude of 1 200 m. Also the engines are equipped with timing fuel injection which provides record low fuel consumption up to 0,195 kg (kw/h) and have automatic altitude fuel-air mixture correction
The German propeller MTV-12-D-C-F-R(M)/CFR190-53 with constant speed, hydraulic control, reverse and feathering are installed.
The aircraft can be equipped with LYCOMING 540 of 235HP to 300HP, as well as turboprop TP-100 or AI-450 engines with propellers “AVIA” or MT.
In case of using LYCOMING engines it is possible to install HOFFMAN V-123 propellers with increased starting thrust.
The aircraft can be equipped with auxiliary power unit with generator of 1 500W to increase the independency of the aircraft.
The main electrical network of the aircraft is DC 27V. Energy supply is DC generators. Basic battery of 24V/16 Ah or also the battery of 24V/20 ah can be installed.
Power supply of power-consuming devices such as de-icing devices is performed by AC 42V from the additional generators mounted on the engines. To be able to connect devices with a voltage of 12V can be installed static converter with power up to 250 W.
The main flight instrument is GARMIN G500 avionics display system certified for multiengine piston aircrafts with take off weight up to 5 700 kg and flight altitude up to 6 000 m. The display consists of two monitors.
For better maneuverability of the aircraft on the water is provided the small boat engine installation.
The design of the aircraft allows its quick (within 15 minutes) transformation from a passenger (main) version into cargo version. On the rails of the floor are installed strapping shoes for mooring cargo or cargo mash. Re-equipment of the aircraft is performed from passenger modification into air ambulance less than 30 minutes.
The design of the wing (version RS) allows to mount two underwing containers weighing up to 150 kg each.
It is possible to deliver LA-8 as hydroplane with fast mounted undercarriage (mounting and dismantling take not more 10 minutes) and removable ski set for winter operation. The useful load of LA-8H is 1180 kg (1215 kg for RS-version).
SPU “AeroVolga” offers a unique modification of the fire-monitoring aircraft LA-8 FF (2 person crew) with the possibility of taking onboard 1000 liters of water in the planing mode, water drop (foam-water mixture) during 2 sec from the altitude up to 5 m at speed of 180 km/h and duration for fire monitoring up to 5 hours.
The patrol modification of the aircraft based on LA-8C-RS with radio and video monitoring set of surrounding area can stay in the air up to 14 hours with crew of 4 people. The crew is provided by dry closet, galley and a place for rest for one person as well as multi-channel communication protected system
The first-aid modification of the aircraft based on LA-8C-RS with medical equipment weighing up to 180 kg allows two doctors to resuscitate a patient (injured) during the flight up to 5 hours (1000 km).
In 2013 the aircraft are delivered with airworthiness certificate under FAP-118 Russian Federation at the moment.
The LA-8 first prototype flew for the first time on 20 November 2004 with test pilot M.M. Emanov. The first production aircraft flew in August 2006 and the first Lycoming powered machine was completed in mid-2010.
In 2006 the aircraft was modified with series 37 engines: М-337C with power increased by 25%, and specific fuel consumption reduced by 15%. In 2008 the Lycoming 540 (235 h.p.) engine was integrated.
The first flight tests of the LA-8 were carried out successfully. Takeoff from water showed good characteristics: exit to the glideslope is 45 km/h, take-off is 90 km/h, the length of takeoff of an empty plane is 200 meters. Prototyprs 1 and 2 conducted more than 200 hours of factory flight tests.
Certification works are carried out according to Russian aviation rules (АR-23,21) correspondent to international FAR; JAR.
By mid-2012 six LA-8s had been produced for customers as well as the three prototypes. Two were with Russian operators, one flying around Lake Baikal and the other on Lake Seliger. Two went to an operator in Montenegro. Another five have been sold to Rimos Ltd for work in the Persian Gulf; by July 2012 two of these had been delivered.
Seagoing ability allows operating with wave height up to 0,6 m. Minimum length of runway is 400 m. Runway absolute altitude up to 1 500 m for piston version and 2 500 m for turboprop version.
Variants:
LA-8C Baseline version powered by 2x 175 kW (235 hp) LOM Praha M-337C-AV01.
LA-8C-RS Long range version of LA-8C, powered by 2x 175 kW (235 hp) LOM Praha M-337C-AV01.
LA-8L-RS Long range version of LA-8L, 2x 175 kW (235 hp) Lycoming IO-540B4B5 engines.
LA-8HC Flying boat / Hydroplane / skis based on the LA-8C
LA-8HL Flying boat / Hydroplane / skis based on the LA-8L
LA-8LDM High specification variant.
LA-8FF Fire-fighting variant.
Specifications:
LA-8 Length: 36,42 ft Wing length: 46 ft Ramp height: 11,15 ft Maximum width of fuselage: 6,56 ft Track of landing gear: 6 ft Wheelbase of landing gear: 11,23 ft Wing area: 217,4 sq.ft Maximum takeoff weight: 5997 lb Maximum useful comercial load: 1764 lb Maximum fuel capacity (ferrying): 396,3 gal Maximum altitude: 14760 ft Maximum allowable speed: 189,5 ktas Maximum speed of horizontal flight: 170,9 ktas Cruise speed (economy): 146 ktas Range (payload 1764 lb): nm (max) Range max: 2160 nm Endurance (max tow): 5,6 hr Rate of climb: 787-1181 ft/min Runway length land (max t.o.w.): 1148 ft Runway length water level (max t.o.w.): 1476 ft Landing speed (at maximum weight): 53 ktas Maximum overload: +3,8 -1,9G Passenger Cabin length: 11,32 ft Passenger Cabin width: 5,381 ft Passenger Cabin height: 4,068 ft Cabin capacity: 130,7 cu.ft Maximum length of cargo: 14,53 ft Front upper access door: 1,47 х 1,90 ft Rear upper access door: 5,545 x 4,232 ft Emergency doors (left, right): 2,23 х 2,23 ft
LA-8C Empty weight: 1 685 kg Maximum take-off weight: 2 720 kg Maximum useful load: 1 035 kg Range 630 kg payload opt tip tanks: 1 400 km
LA-8C-RS Engines: 2x 175 kW (235 hp) LOM Praha M-337C-AV01. Empty weight: 1 650 kg Maximum take-off weight: 2 720 kg Maximum useful load: 1 070 kg Maximum range: 4 000 km
LA-8L-RS Engines: 2 × Lycoming IO-540B4B5 air-colled flat six, 175 kW (235 hp) each Propellers: 3-bladed Hoffman HO-V123K, 1.95 m (6 ft 5 in) diameter Length: 10.80 m (35 ft 5 in) Wingspan: 15.00 m (49 ft 3 in) Height: 3.14 m (10 ft 4 in) Wing area: 22.10 sq.m (237.9 sq ft) Airfoil: P-lll-15 Empty weight: 2,000 kg (4,409 lb) Gross weight: 2,720 kg (5,997 lb) Maximum speed: 259 km/h (161 mph; 140 kn) Cruising speed: 220 km/h (137 mph; 119 kn) normal Stall speed: 86 km/h (53 mph; 46 kn) power off, flaps down Service ceiling: 5,000 m (16,404 ft) g limits: +3.8/-1.9 Take-off run, land: 350 m (1,149 ft) Take-off run, water: 450 m (1,477 ft) Crew: One or two Capacity: max 7 passengers.
In 2004 Evektor announced its plan to design and construct a two-engined utility aircraft that would carry up to 14 passengers or 4000 lb (1800 kg) of cargo, and operate from unimproved fields and at high-altitude airports.
The EV-55 is of conventional high-wing utility design with a T-tail. The prototype aircraft is powered by Pratt & Whitney PT6A-21 turboprop engines (535 shaft horsepower), driving four-blade propellers. The wing is mounted atop a nearly-square fuselage, which has five windows per side. The trailing-link tricycle landing gear retracts into the nose section or pods on the lower fuselage. Expected maximum cruise speed is 220 knots (407 km/h).
The 5.02m x 1.61m cabin standard layout is five and four seats with a cargo compartment separated by a semi bulkhead and an L-410 sized double door at the rear. It is equipped with a full glass cockpit, Czech firm Avia makes the four-blade propellers and Aero Vodochody the landing gear.
The first prototype, an EV-55M (military version), flew from Kunovice Airport in June 2011, with company pilot Josef Charvat and military pilot Maj. Jiri Hana at the controls. It was estimated at $2.1 to $2.2 million in 2012. The first production-conforming aircraft flew from Kunovice in April 2016.
In June 2018, its price was $4 million and two aircraft should finish development flights with 200 hours in 2016, for 500 total hours. Evektor secured enough investment to complete the certification process scheduled for 2017, with a minority investment from a Malaysian company backed by the country’s former premier Mahathir bin Mohamad, but not to begin full production.
With nine passengers, range is 800nm (1,480km), it can take-off in 410m and land in 520m and with more speed, range and short take-off and landing capability, it can replace ageing piston-twins.
The project’s development was suspended on 16 March 2017 due to “some uncertainties” with Evektor’s Malaysian investor.
By December 2018, it was touted as a basis for an EVE-55 hybrid electric aircraft conversion to fly in 2020, with only one PT6A-21 running a 400 kW (540 hp) generator in the rear compartment, for much lower noise, an 18% fuel saving and the same payload and performance: a 3 hours endurance and 40 minutes from electric power only.
EV-55 Engines: 2 × Pratt & Whitney Canada PT6A-21 turboprop, 399 kW (535 hp) each Propellers: 4-bladed AVIA AV-844, 2.082 m (6 ft 10 in) diameter Wingspan: 16.10 m (52.82 ft) Length: 14.35 m (47 ft 1 in) Height: 4.66 m (15.28 ft) Empty weight: 2,597 kg (5,725 lb) Max takeoff weight: 4,600 kg (10,141 lb) Fuel capacity: 1,656 kg (3,651 lb) Maximum speed: 410 km/h (250 mph, 220 kn) 10 000 ft Stall speed: 119 km/h (74 mph, 64 kn) with flaps, 77 knots without Range: 1,713 km (1,064 mi, 925 nmi) , 2,000 lb (907 kg) payload Capacity: 1 776 kg / 3 915 lb payload, 14 pax Crew: 2
All Aero 