Beech King Air 300 ~ AFG

The King Air 300 is an updated version of the successful B200 series, and it itself was replaced by the further improved King Air 350, the latest model in this long running and successful line of corporate and utility transports.

Design of an improved development of the successful King Air B200 began in August 1981, the 14 month design effort culminating in the first flight of the modernised 300 model in October the following year. Improvements to the B200 were many, with the main change being the installation of more powerful PT6A60A turboprops in place of the 42s of the earlier model. Other changes included reprofiled and more aerodynamically clean engine cowls and exhausts and extended wing leading edges, plus minor internal changes. Both empty and max takeoff weights were also increased.

The max weight was reduced for the 300LW or `Light Weight', intended to minimise the effects of weight based airways user fees, particularly in Europe. The 300AT was an airline pilot trainer.

The King Air 300 has been replaced by the 350, its major improvements being a stretched fuselage lengthened by 86cm (2ft 10in) and the addition of winglets. The latest member of the King Air family, it had its first flight in 1988, and has been in production since late 1989. The King Air 350C features a builtin airstair and a 132 x 132cm (52 x 52in) freight door. The 350 is also available in a range of special missions and military variants.

The `Super' prefix was dropped from the King Air name in 1996.

 

Boeing 727-200 Adv - TDS

The 727-100 had been in service barely a year when Boeing began serious consideration of a stretched, greater capacity development.

This resulted in the 727-200, which Boeing announced it was developing in August 1965. The 727-200 was essentially a minimum change development of the 100, the only major change being the 6.10m (20ft) fuselage stretch, which increased maximum seating to 189 passengers. The 727-200's stretch consisted of two 3.05m (10ft) plugs, one forward and one rear of the wing. Otherwise the 727-100 and 200 shared common engines, fuel tank capacity and the same maximum takeoff weight.

The first flight of the 727-200 occurred on July 27 1967, with certification granted in late November that year. The -200 was placed into service by launch customer Northeast Airlines (this airline was later acquired by Delta) the following month, by which time total 727 orders for both models had exceeded 500.

The 727-200 helped broaden the sales appeal of the 727 considerably and snared significant sales. However the 200 was restricted by its relatively short range, due to it having the same fuel capacity as the 727-100, so Boeing developed the increased range Advanced 727-200. First flown in March 1972 changes introduced on the Advanced model included increased fuel capacity, and thus range, the option of more powerful engines, quieter engine nacelles and strengthened structure. The Advanced remained the primary 727-200 production model until production ceased in 1984.

The 727-200 remains popular with passengers and pilots but it does not meet Stage 3 noise requirements. To overcome this a number of hushkit programs are on offer while Valsan converted 23 727s to its Stage 3 compliant Quiet 727 standard (before the company collapsed). This retrofit included installing JT8D-217s on the outer pylons and acoustic treatment of the centre engine. Other 727s have been fitted with winglets for improved performance.

Boeing 727-200 QWRE ~ Vans

The 727-100 had been in service barely a year when Boeing began serious consideration of a stretched, greater capacity development.

This resulted in the 727-200, which Boeing announced it was developing in August 1965. The 727-200 was essentially a minimum change development of the 100, the only major change being the 6.10m (20ft) fuselage stretch, which increased maximum seating to 189 passengers. The 727-200's stretch consisted of two 3.05m (10ft) plugs, one forward and one rear of the wing. Otherwise the 727-100 and 200 shared common engines, fuel tank capacity and the same maximum takeoff weight.

The first flight of the 727-200 occurred on July 27 1967, with certification granted in late November that year. The -200 was placed into service by launch customer Northeast Airlines (this airline was later acquired by Delta) the following month, by which time total 727 orders for both models had exceeded 500.

The 727-200 helped broaden the sales appeal of the 727 considerably and snared significant sales. However the 200 was restricted by its relatively short range, due to it having the same fuel capacity as the 727-100, so Boeing developed the increased range Advanced 727-200. First flown in March 1972 changes introduced on the Advanced model included increased fuel capacity, and thus range, the option of more powerful engines, quieter engine nacelles and strengthened structure. The Advanced remained the primary 727-200 production model until production ceased in 1984.

The 727-200 remains popular with passengers and pilots but it does not meet Stage 3 noise requirements. To overcome this a number of hushkit programs are on offer while Valsan converted 23 727s to its Stage 3 compliant Quiet 727 standard (before the company collapsed). This retrofit included installing JT8D-217s on the outer pylons and acoustic treatment of the centre engine. Other 727s have been fitted with winglets for improved performance.

Boeing 747SP Executive ~ Posky

Boeing developed the 747SP in the mid 1970s as a longer range, shortened 747, trading passenger seating for extra range. The 747SP is the only 747 model to feature a changed fuselage length compared with the 747-100.

The 747SP first flew on July 4 1975, certification was awarded on February 4 1976 and first delivery (to Pan American) was in March 1976.

The 747SP's fuselage is shortened by 14.35m (47ft 1in) compared to other 747 models, while the vertical tail was increased in height to compensate for the reduced moment arm with the shorter fuselage. Structurally the 747SP was lightened in some areas because of the significant reduction in gross weights. Overall though the 747SP retained 90% commonality of components with the 747-100 and 200. While shortening the 747's fuselage increased the fuel fraction and thus range, it also meant that seating capacity was reduced.

The SP suffix in 747SP stands for Special Performance, and points to the ultra long range abilities of this 747 variant that preceded the later 747-400 by 15 years. The 747SP's range is best illustrated by the spate of long range distance records it set in the mid 1970s. The most prominent of those was the delivery flight of a South African Airways SP, which over March 23/24 1976 flew nonstop with 50 passengers from Paine Field in Washington State to Cape Town, South Africa, a distance of 16,560km (8940nm). This world nonstop record for a commercial aircraft stood until 1989 when a Qantas 747-400 flew 17,945km (9688mn) nonstop from London to Sydney.

Sales of the 747SP were modest despite the increased range, as the SP had poorer operating economics per seat compared to the 747-200. However the 747SP did pioneer a number of long range nonstop services that are now commonly flown by the 747-400.

Notable SP customers included South African Airways (who found the SP's extended range a great asset in bypassing African nations that denied it landing rights while South Africa's apartheid policies were in place), Qantas and PanAm, the latter pioneering nonstop trans Pacific Los Angeles/Sydney services.

In early 2005 less than twenty SPs remain in airline or corporate service

WEIGHT DATA
Maximum Takeoff Weight (kg) ______ 317,515

CABIN DIMENSIONS
Maximum pax ______
Optimal pax ______
Cabin Length (m) ______
Cabin width (m) ______
Cabin height (m) ______
Cabin volume (ku m) ______

FLIGHT CAPACITY
Range (km) ______ 15,400
• ______
Normal Cruise Speed (kmph) ______
Normal Operating Altitude (FL) ______ 430

Maximum Operating Altitude (FL) ______ 450

TECHNICAL DATA
Length (m) ______ 56.31
Height overall (m) ______ 19.94
Wingspan (m) ______ 59.64
Wing area(m2) _______ 511

Boeing 787-800 ~ TDS

The Boeing 7E7 was announced on 29th January 2003 following the cancellation of the Sonic Cruiser. The aircraft was renamed the Boeing 787 in 2005.

This important design marked a major shift in technology for Boeing, which aimed for maximum fuel efficiency in a number of ways. Chief among these was a radical change of construction material, with much of the aircraft being built of carbon fibre reinforced plastic (CFRP). Additionally, the fuselage was produced as 'barrels' rather than sheets of material, reducing the number of fastenings required. This further increased the weight savings. Many of the aircraft's systems are now electrically operated, replacing the heavier hydraulic systems of earlier Boeing designs with lighter technology.

The engines are new designs with increased fuel efficiency. Both the General Electric GEnx and Rolls-Royce Trent 1000 designs are available. Boeing decided to use bleedless designs, another major change for aircraft of this class. Interestingly, Airbus decided not to use bleedless technology on its competing Airbus A350 design and it remains to be seen which approach offers the greatest benefits over the other. The rear engine nacelle has a distinctive rippled look which reduces noise as the engine exhaust and external air mix.

For passengers, there have been a number of technology improvements. Most noticeably, the windows are amongst the largest in a civil airliner and are lower on the fuselage than is usual, so that passengers have a better view downwards. The lighting system use LED technology allowing each customer great flexibility on the lighting schemes it can use. The pressurisation system features a lower cabin altitude than normal and allows increased humidity, both factors which will contribute to passenger comfort during a long flight.

With all these technology advances and a distributed manufacturing program that was very new to Boeing, it is not suprising that the program encountered a number of delays. However, the first aircraft was delivered to a customer, All Nippon Airways, in September 2011.

Bombardier Challenger 604 ~ Premier

The Challenger 601 addressed the original CL-600 Challenger's weight problems and replaced the troubled ALF-502 turbofans, creating a highly successful full size corporate jet.

Troubles with the Avco Lycoming powered Challenger 600 led Canadair (now a division of Bombardier) to develop a vastly improved variant in the form of the General Electric CF-34 powered Challenger 601. Another important change was the addition of winglets, which are also offered as a retrofit to earlier aircraft. The 601 first flew on April 10 1982 and for a time was offered alongside the 600. The 600 was dropped from the model line in 1983.

Subsequent development of the Challenger led to the 601-3A. First flying in 1987, this variant introduced an EFIS glass flightdeck and upgraded engines. Available from 1989, the 601-3R was an extended range model with higher weights (the range increase modifications can also be retrofitted to earlier 601-3As).

Further improvements to the basic design led to the Challenger 604. Improvements include an advanced Collins ProLine IV EFIS avionics system with colour displays, higher weights, CF-34-3B turbofans and increased fuel tankage. Many other minor changes were incorporated based on Bombardier's experience with the Canadair Regional Jet. First flight with CF-34-3A engines was in September 1994, first flight with the CF-34-3B engines was on March 17 1995, with Transport Canada certification granted that September. First delivery was in January 1996.

 

Bombardier Learjet 60 ~ Premier

The Learjet 55 and its followon successor, the Learjet 60, are the largest members of the Learjet family, and date back to development work undertaken in the late 1970s.

In designing the 55, Learjet (or Gates Learjet as the company was then known as) took the wing of the earlier Longhorn 28/29 series and married it to an all new larger 10 seat fuselage. The original Model 55 Longhorn prototype first flew on November 15 1979. The first production aircraft meanwhile flew on August 11 1980, with the first delivered in late April 1981 (after FAA certification was granted in March that year).

Development of the 55 led to a number of sub variants, including the 55B which introduced a digital flightdeck, modified wings, improved interior, and most importantly, the previous optional higher takeoff weights becoming standard. The 55C introduced `Delta Fins' which gave a number of performance and handling advantages, the 55C/ER is an extended range version with additional fuel in the tail cone (the additional tank can be retrofitted to earlier aircraft), while the 55C/LR introduced more fuel capacity.

The improved Learjet 60 first flew in its basic definitive form in June 1991 (the modified Learjet 55 prototype earlier served as a proof of concept aircraft for the 60 with Garrett engines). It differs from the 55 in having a 1.09m (43in) fuselage stretch and new Pratt & Whitney Canada PW305 turbofans. Certification of the 60 was awarded in January 1993, with first deliveries following shortly afterwards.

 

WEIGHT DATA
Maximum Takeoff Weight (kg) ______ 10659

CABIN DIMENSIONS
Maximum pax ______ 8
Optimal pax ______ 6
Cabin Length (m) ______ 5.39
Cabin width (m) ______ 1.81
Cabin height (m) ______ 1.74
Cabin volume (ku m) ______ 12.83

FLIGHT CAPACITY
Range (km) ______
• ______ 4617
Normal Cruise Speed (kmph) ______ 846
Maximum Operating Altitude (m) ______ 15550

TECHNICAL DATA
Length (m) ______ 17.89
Height overall (m) ______ 4.44
Wingspan (m) ______ 13.35

Embraer ERJ135LR ~ Posky

The ERJ-135 and more recent ERJ-140 are shortened developments of the 50 seat ERJ-145

Embraer launched the ERJ-135 on September 16 1997. Just nine and a half months passed before first flight on July 4 1998 (following rollout on May 12 that year). A second prototype first flew in October 1998

Few new airliners have sold as quickly from their launch as the ERJ-135. Building on the success of the 145, the 135's order book stood at 145 at late 1998, barely a year after launch

Meanwhile at Farborough 2000 Embraer launched development of the ERJ-135 based Legacy corporate jet. First flight (of a converted ERJ-135) was on March 2001. The Legacy features additional fuel giving a range with 10 passengers of 5930km (3200nm).

Although the marketing designations are ERJ-135, ERJ-140 and Legacy, the certification designations remain as EMB-135ER/LR for the ERJ-135ER/LR, EMB-135KL for the ERJ-140LR and EMB-135BJ for the Legacy.

 

WEIGHT DATA
Maximum Takeoff Weight (kg) ______ 22500

CABIN DIMENSIONS
Maximum pax ______ 16
Optimal pax ______ 13
Cabin Length (m) ______ 12.94
Cabin width (m) ______ 2.11
Cabin height (m) ______ 1.83
Cabin volume (ku m) ______ 40

FLIGHT CAPACITY
Range (km) ______
• 8 passengers ______ 6019
• 4 pax and full fuel ______ 6302
Normal Cruise Speed (kmph) ______ 790
Maximum Operating Altitude (m) ______ 12500

TECHNICAL DATA
Length (m) ______ 26.33
Height overall (m) ______ 6.76
Wingspan (m) ______ 21.17

Embraer Legacy ~ Dreamwings

The ERJ-135 and more recent ERJ-140 are shortened developments of the 50 seat ERJ-145

Embraer launched the ERJ-135 on September 16 1997. Just nine and a half months passed before first flight on July 4 1998 (following rollout on May 12 that year). A second prototype first flew in October 1998

Few new airliners have sold as quickly from their launch as the ERJ-135. Building on the success of the 145, the 135's order book stood at 145 at late 1998, barely a year after launch

Meanwhile at Farborough 2000 Embraer launched development of the ERJ-135 based Legacy corporate jet. First flight (of a converted ERJ-135) was on March 2001. The Legacy features additional fuel giving a range with 10 passengers of 5930km (3200nm).

Although the marketing designations are ERJ-135, ERJ-140 and Legacy, the certification designations remain as EMB-135ER/LR for the ERJ-135ER/LR, EMB-135KL for the ERJ-140LR and EMB-135BJ for the Legacy.

 

WEIGHT DATA
Maximum Takeoff Weight (kg) ______ 22500

CABIN DIMENSIONS
Maximum pax ______ 16
Optimal pax ______ 13
Cabin Length (m) ______ 12.94
Cabin width (m) ______ 2.11
Cabin height (m) ______ 1.83
Cabin volume (ku m) ______ 40

FLIGHT CAPACITY
Range (km) ______
• 8 passengers ______ 6019
• 4 pax and full fuel ______ 6302
Normal Cruise Speed (kmph) ______ 790
Maximum Operating Altitude (m) ______ 12500

TECHNICAL DATA
Length (m) ______ 26.33
Height overall (m) ______ 6.76
Wingspan (m) ______ 21.17

Embraer Phenom 100 & 300 ~ CamSim

The Embraer Phenom 100 has a capacity for 4 passengers in its normal configuration, but it can carry up to 6-7 passengers with a single crew, optional side facing seat and belted toilet. It has a maximum flying range of 1,178 nautical miles with 4 occupants and NBAA IFR Reserves.

The Embraer Phenom 300 is a light jet aircraft can carry 8 or 9 occupants with a flying range of 1,971 nautical miles.

 

N.B. There is NO VC in this aircraft

 

Gates Learjet 25D ~ Lars Roennig

One of the world's largest, fastest, best selling and well known series of business jets, the Learjet family began with the original six to eight seat Lear Jet 23 which first flew on October 7 1963.

The 23 originated in Switzerland, where William P. Lear had formed the Swiss-American Aviation Corporation (SAAC) in 1960 to manufacture a twin-jet high-speed executive aircraft, the SAAC-23. This aircraft was designed and conceived by Dr.eng. Hans-Luzius Studer, who previously had developed the FFA P-16 fighter. The aerodynamics and many other characteristics of the 23 were taken over from the P-16. Although it was originally planned to manufacture at least the first 25 Lear Jets in Switzerland, production was transferred to the United States, where Lear had founded Lear Jet Corporation.

The diminutive Model 23 pioneered an entirely new market segment for the light business jets, and proved very successful. The first production 23 was delivered in October 1964, but was replaced by the improved Model 24 in 1966 after 105 had been built. The 24, which introduced uprated engines and a number of detail changes, first flew in February 1966 and was delivered from the middle of that year. Developments of the 24 included the 24D, E and F, introducing improvements such as increased weights, thrusts, and range.

The Learjet 25 introduced a 1.27m (4ft 2in) fuselage stretch allowing seating for up to eight passengers and was first flown on August 12 1966, and, like the 24, a number of subsequent developments were built, including the B, C, and D.

In 1966 the name of the manufacturer changed to Lear Jet Industries, and in January 1970 Gates Rubber Company, who had bought a controlling interest, changed the name again, to Gates Learjet Corporation.

The unsuccessful Gates Learjet 28 and 29 Longhorns are based on the 25 but introduced a new increased span wing fitted with winglets, which improved fuel efficiency and overall performance, particularly payload range and fuel economy. The Longhorn 28 seats up to eight passengers, the similar dimensions Longhorn 29 sacrifices two seats for extra range. Production of the family ceased in 1982.

Learjets are known for their tight accomodation. Max internal cabin width is just 1.50m (4ft 11in), max height 1.32m (4ft 4in)

 

Powerplants

23 - Two 12.7kN (2850lb) General Electric CJ610-4 turbojets.
25D/29 - Two 13.1kN (2950lb) CJ610-8As.

Performance

23 - Max speed 860km/h (465kt), max cruising speed 850km/h (460kt), economical cruising speed 817km/h (440kt). Range with max fuel and reserves 2660km (1436nm).
25D - Cruising speed 860km/h (465kt). Range with four passengers and reserves 2663km (1438nm).
29 - Max speed 883km/h (477kt), max cruising speed 836km/h (452kt), economical cruising speed 756km/h (408kt). Service ceiling 51,000ft. Range with four passengers, max fuel and reserves 2550km (1376nm).

Weights

23 - Empty 2974kg (6550lb), max takeoff 5675kg (12,500lb).
25D - Empty equipped 3465kg (7640lb), max takeoff 6805kg (15,000lb).
29 - Empty 3730kg (8224lb), max takeoff 6805kg (15,000lb).

Dimensions

23 - Wing span 10.84m (35ft 8in), length 13.18m (43ft 3in), height 3.73m (12ft 3in). Wing area 21.5m2 (231.77sq ft).
25D - Same except for length 14.50m (47ft 7in).
29 - Same as 25 except for wing span 13.35m (43ft 10in). Wing area 24.6m2 (264.5sq ft).

Capacity

23/24 - Flightcrew of two. Max seating in main cabin for six, typical seating for four.
25/28 - Flightcrew of two. Main cabin seating for up to eight passengers.
29 - Flightcrew of two and seating for six passengers

McDonnell Douglas DC-8-72 ~ HJG

The successful DC-8 Super 60 airliners are stretched developments of the DC-8 Series 50. The Super 70s in turn have been re-engined with CFM56 high bypass turbofans.

Douglas announced the DC-8 Super Sixty in April 1965. The first, a DC-8-61, took to the skies for the first time on March 14 1966, followed by the first flights of the DC-8-62 on August 29 1966 and the DC-8-63 on April 10 1967. The DC-8-61 differed from the earlier DC-8-50 in having two fuselage plugs which increased length by 11.18m (36ft 8in), increasing max seating capacity to 259 (the largest of any single aisle airliner prior to the 757-300) and underfloor freight capacity by 80%. Intended for domestic operations, its max takeoff weight was identical to the DC-8-50. The Super 62 was intended for long range operations and featured only a modest 2.04m (6ft 8in) stretch compared to the Series 50, greater wing span, revised engine nacelles and pylons and significantly increased fuel capacity. The Super 63 meanwhile combined the DC-8-61's fuselage with the DC-8-62's wings. It was the final DC-8 variant in production, and the last was delivered in May 1972.

McDonnell Douglas initiated a reengining program of Super 60 series aircraft with CFM International CFM56 engines in the early 1980s, known as the Super 70 Series. The first converted airframe flew in August 1981. The Super 70 aircraft are considerably quieter than their predecessors, with better fuel economy and greater range.

It should be mentioned that a considerable amount of DC-8 Super series have reached over 100.000 flight hours. Only very few aircraft have achieved this

 

Rockwell Turbo Commander 690B

with winglets ~ Veneaviones

The origins of this prolific series of twins lies with two former Douglas employees (one of whom was Ted Smith) who formed the Aero Design and Engineering Corporation in December 1944 after failing to interest their employer in a design they were working on.

Their original design was the six to seven seat L-3805, which first flew on April 23 1948. This aircraft formed the basis for the first Aero Commander production model, the 520, which seated five to seven people and was powered by two 195kW (260hp) Lycoming GO-435s. Production began in late 1951.

A total of 150 Aero 520 Commanders were built through to 1954. Subsequent development led to the more powerful 560 series (1954) with geared engines, the 680 series (1955) with supercharged engines, and the direct drive normally aspirated 500 series (1958). Variants, apart from the experimental 360, include the 560A which introduced the 25cm (10in) stretched fuselage that became the standard short fuselage length, the 560E which introduced the definitive wing span, the 720 Alti Cruiser pressurised development of the 680 and the later pressurised 680PF.

The 560 and 680 were joined by the stretched 680FL Grand Commander from 1962. The 500 was introduced to production in 1958 and was originally intended as a low cost model.

In 1967 North American Rockwell took over Aero Commander and the Grand Commander became the Courser Commander and the 500 became the Shrike Commander (gaining its distinctive pointed nose at the same time). The Shrike Commander was the last Commander to remain in production, manufacture ending in 1980.

The final piston powered model to appear was the Rockwell 685 Commander, which was a piston powered Turbo Commander.

In US military service, the designation for the aircraft was originally L-26, in 1962 renamed to U-4 (Air Force) and U-9 (Army). Two U-4Bs (ex L-26Cs), an Air Force version of the 680, were ordered by the USAF as presidential aircraft for President Dwight D. Eisenhower. They were used from 1956 to 1960 for short trips. They had the distinction of being the smallest "Air Force One", the first Presidential aircraft to have only two engines, and the first Presidential aircraft to carry the familiar blue and white colors.

Socata TBM700 A ~ Various see file

The TBM-700 is a high performance single engine turboprop powered light business and corporate transport.

The TBM-700 is mainly optimised as a business transport in competition with established twin turboprops, mainly Beech's C90 King Air series. Unlike the similarly sized C90 King Airs though, the TBM-700's single engine layout is a major conceptual difference. With its single PT6 turboprop, rather than two on the King Air, the TBM-700 offers significantly lower operating costs yet comparable performance.

The TBM-700 was originally developed in partnership between Socata (Aerospatiale's General Aviation division) in France and Mooney in the USA, hence the TBM designation. The two companies formed TBM SA to build and market the TBM-700, with development responsibility for the project divided on a 70/30 basis between Socata and Mooney respectively.

The first of three TBM-700 prototypes first flew on July 14 1988. French certification was granted in January 1990. Shortly after the delivery of the first production aircraft in December 1990, Mooney withdrew from the program, leaving Socata with full responsibility for the aircraft.

The pressurised TBM-700 is of conventional design and construction, with a small amount of composite materials used in some areas. Flight controls, flaps and most of the empennage and fin are made from Nomex honeycomb and metal sheets. Leading edges and undercarriage doors meanwhile are made from a carbon and fibreglass composite. Entry to the cabin is through a split upward/downward opening door in the rear port fuselage.

Apart from the base aircraft the TBM-700 is offered as the TBM-700C freighter with a freight door and separate port side cockpit door. Development of the stretched TBM-700S ceased in 1995.

 

Socata TBM 700C2
Aircraft certified to FAR Part 23 Amendment 44
Only available for N registered aircraft or countries wherever applicable.
Applicability to be checked prior to sale with EADS Socata Sales & Marketing Department
Certified ceiling 31.000ft (Caution: Depending upon the country, restrictions may apply which limit tho operational ceiling.

Loading:
Basic empty weight: 4,685 lbs 2.125 kg
Maximum zero fuel weight: 6,032 lbs 2.736 kg
Maximum ramp weight: 7,430 lbs 3.370 kg
Maximum takeoff weight: 7,394 lbs 3.354 kg
Maximum payload: 1,347 lbs 611 kg
Maximum payload with maximum fuel: 804 lbs 365 kg
Maximum luggage capacity in storage areas: 297 lbs 135 kg
Maximum landing weight: 7,024 lbs 3.186 kg

Performance:
Time to climb to 26.000ft at MTOW: 24 min
Time to climb to 31.000ft at MTOW: 27 min 30
Maximum cruise speed at 26.000ft: 300 KTAS 555 km/h
Economy cruise speed at 31.000ft: 255 KTAS 472 km/h
Certified ceiling: 31.000ft 9.468m

Distances:
Take-off: 2,832ft 865m
Landing without reverse: 2,427ft 741m

Ranges:
Maximum range (ISA conditions, max. take-off weight NBAA IFR Reserve)
With full fuel economical cruise speed: 1,565 Nm 2.898 km
With full fuel maximum cruise: 1,315 Nm 2.435 km
With max. passengers economical cruise speed: 1,074 Nm 1.989 km
With max. passengers maximum cruise: 917 Nm 1.698 km

Sikorsky S76A

~ Nemeth Designs

Sikorsky's S76 is a popular mid size corporate and oil rig support helicopter.

Sikorsky began development work on the S76 (for a time named Spirit) in the mid 1970s and used technologies and experience gained from the military S70 Black Hawk program. The resulting S-76A was powered by two Allison 250C30S turboshafts and could seat 12. First flight was on March 13 1977 and FAA certification was awarded in November 1978.

The first improved model was the S76 Mark II (introduced in March 1982) with more powerful Allison engines and 40 detail refinements. The S76B is powered by two Pratt & Whitney Canada PT6B36s (the 101st and last B was due to be delivered in December 1998), while the S76C is powered by two Turboméca Arriel 1S1 engines. The S76A+ designation covers undelivered S76As subsequently fitted and delivered with Arriel engines, and S76As converted to Arriel power.

Current production is of the S76C+ with 18% more powerful FADEC equipped Arriel 2S1 engines. Certification of the C+ was awarded in mid 1996. Forthcoming improvements include composite blades, a quiet tail rotor with curved blades, an active noise and vibration control system, and an advanced health and usage monitoring system. A three LCD screen integrated instrument display system (IIDS) for engine and rotor information is now standard, supplementing the four screen Honeywell EFIS suite.