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Monday, 25 March 2013

Piper PA-46


PIPER PA-46 MALIBU:
POONAM SINGH

PIPER PA-46 MALIBU:

The Piper PA-46 is a family of light aircraft manufactured by Piper Aircraft of the United States. The aircraft is powered by a single engine and has the capacity for one pilot and five passengers. Early Malibus were all piston-engined, but a turboprop version, the Malibu Meridian, is also available.

The PA-46 is the third single-engine piston aircraft with a pressurized cabin to ever reach the market, after the Mooney M22 and Cessna P210 Centurion. It is sold mainly to civilian customers.

HISTORY:  

According to Piper the all new PA-46 Malibu was the first pressurised cabin class piston single. It promised to be one of the first of a new generation of light aircraft introduced from the early 1980s before recession and oppressive liability laws in the USA strangled the GA industry. Nevertheless, the PA-46 has sold relatively strongly.

Announced in November 1982, the Malibu was intended to compete against Cessna's pressurised P210 Centurion, plus older light business twins. Designed with the aid of CAD/CAM (Computer Aided Design/Computer Aided Manufacture), an unpressurized experimental prototype, the PA-46-300T, flew for the first time on November 30, 1979. The prototype for the first production model, the pressurized PA-46-310P, first flew in August 1982. Certification was awarded in September 1983, with production deliveries from that November.
Features of the first production model PA-46-310P included the specially developed turbocharged 230kW (310hp) Continental TSIO-520, a high aspect ratio wing, a relatively roomy cabin with club seating for four behind the pilot, a rear airstair style door, IFR avionics as standard, and cabin pressurisation.

The improved PA-46-350P Malibu Mirage, first flight December 21, 1987, replaced the 310P Malibu in production from October 1988. The major change introduced on the Malibu Mirage was the 260kW (350hp) Textron Lycoming TIO-540-AE2A, while other changes included a new electrical system and revised interior.

Since 1994 New Piper has made a number of minor improvements to the Malibu Mirage including to the brakes, autopilot and air-conditioning. In 1999 the Mirages gained the strengthened wing of the turboprop Malibu Meridian development, allowing an 18kg (40lb) increase in max takeoff weight. The Mirage is also offered with conventional and EFIS avionics packages. Production ceased temporarily in 2001 to allow Piper to concentrate on introducing the Meridian to production, but was later resumed. Production is continuing alongside the turboprop PA-46-500TP Malibu Meridian (see separate entry).

A turboprop conversion is available from Jetprop as the DLX (see Malibu Meridian entry)










DEVELOPMENT:
Work on the PA-46 began in the late 1970s, with a prototype (the PA-46-300T) first flying on November 30, 1979. The type was announced in November 1982, apparently to compete with Cessna's newest creation of the era, the P210 Centurion. Like the Centurion, the Malibu was to feature cabin pressurization (5.5 psi), a feature not included on the prototype.

VARIANTS:

PA-46-310P MALIBU:
The first example of the initial production version flew in August 1982, and FAA certification was obtained in September 1983. Deliveries started one month later. 404 aircraft with Continental TSIO-520 engines were built before this model was replaced in production by the 350P.

The PA-46-310P is powered by a Teledyne Continental Motors TSIO-520BE engine rated at 310 hp (230 kW). The PA-46-310P has lower fuel consumption, greater range, and the ability to cruise at "lean-of-peak." The PA-46-310P has a maximum cruising range of 1,550 nautical miles (with reserves), while the PA-46-350P initially had a maximum cruising range of only 1,055 nautical miles (1,954 km), although now increased to 1,345 nautical miles (2,491 km).

The PA-46-310P Malibu has set several world speed records: Seattle to New York set November 23, 1987 at 259.27 mph; Detroit to Washington, DC set January 4, 1989 at 395.96 mph; and Chicago to Toronto set on January 8, 1989 at 439.13 mph. All 3 records were set by Steve Stout in his 1986 Malibu N9114B.

The Continental-powered Malibu was discontinued in 1986 following a series of incidents and accidents attributed to engine failures. One such accident resulted in a settlement in which Teledyne Continental Motors paid over US$32,000,000 to a pilot injured in the crash of a Malibu. Some attribute the poor record of the original Malibu to improper engine operation. Unlike virtually every other Continental engine in production at the time, the TSIO-520BE was designed to be operated with mixture set to the lean side of peak TIT ("Lean of Peak"). However, many pilots chose to operate with the mixture on the rich side of peak TIT ("Rich of Peak"), which is how most other airplane engines were operated at the time. On that engine, such operation caused excessively high engine temperatures and cylinder pressures, and led to premature failures.[citation needed]

PA-46-350P MALIBU MIRAGE:
Production of the Malibu Mirage commenced in October 1988. New features included a more powerful Textron Lycoming TIO-540-AE2A 350 hp (260 kW) engine and a new wing. This model remains in production as of 2011. Various changes have occurred over the model years. Earlier models had an all King panel and later this became largely Garmin. The Avidyne Entegra glass cockpit is now standard in the Mirage with the Garmin G1000 optional. In 1995, the pilot's windshield became a glass assembly (earlier it had been acrylic glass with a heat strip overlay). In 1996, numerous switches were moved to an overhead console. In 1999, the Mirage gained the strengthened wing designed for the turboprop Meridian. The base price for a 2011 Malibu Mirage is US$997,500.

PA-46-500TP MALIBU MERIDIAN:
In 1997, Piper announced its intention to market a turboprop-powered version of the Malibu, and flew a prototype the following year powered by a Pratt & Whitney Canada PT6A-42A of 500 shp (370 kW). Certification was achieved in September 2000 and deliveries began in November that year. Changes made to allow for turboprop power include larger wings and tail surfaces. In 2009, Piper began offering the Meridian with a three screen version of the Garmin G1000 including the Garmin GFC 700 autopilot as a replacement for the Avidyne Entegra system.
The Meridian's base price in 2012 was $2.13 million.

PA-46R-350T MATRIX:
In October 2007 Piper announced the Matrix, an unpressurized version of the Mirage. It seats six and its base price is $819,000 (2010 USD). The new model has been designated as the PA-46R-350T, indicating retractable landing gear, 350 horsepower (260 kW), and turbocharging.

Piper Aircraft is marketing the Matrix as a cabin-class aircraft for Cirrus SR-22 and Cessna 400 owners to step up to.
Standard equipment on the Matrix includes a built-in oxygen system, Avidyne Entegra glass cockpit, S-Tec 55X autopilot and air conditioning.

Major options on the Matrix are a de-ice system, an "Enhanced Situational Awareness Package", speed brakes, an avionics package featuring the Avidyne TAS610 dual antenna traffic advisory system, GWX-68 Weather Radar, and, beginning in 2010, the Garmin G1000 avionics system with twin 10" PFD's and a 15" MFD.

The Matrix's powerplant is a turbocharged Lycoming TI0-540-AE2A producing 350 hp (260 kW).[10] The aircraft's performance includes a cruise speed of 215 knots at 25,000 feet (7,600 m), 215 knots (398 km/h) at 17,500 feet (5,300 m) and 188 knots (348 km/h) at 12,000 feet (3,700 m).[9] Maximum take-off weight is 4,340 lb (1,970 kg) and an empty weight of 2,937 lb (1,332 kg) giving a standard useful load of 1,421 lb (645 kg).
Matrix deliveries began in early 2008.

JETPROP:
The JetPROP DLX is an aftermarket turbine engine conversion for the PA-46-310P Malibu and PA-46-350P Malibu Mirage. Originally certified in August 1998 with a Pratt & Whitney PT6A-34, conversions 90 and above used the P&W PT6A-35 when the -34 was discontinued. A lower cost JetPROP DL conversion became available in October 2003 utilizing the P&W PT6A-21. As of September 2008, 233 JetPROP conversions had been completed and delivered by Rocket Engineering of Spokane, WA. Twenty percent of the entire PA-46 fleet have been converted.

SPECIFICATIONS (PA-46-310P MALIBU):

GENERAL CHARACTERISTICS:
Crew:                   one
Capacity:             five passengers
Length:                28 ft 4 3⁄4 in (8.655 m)
Wingspan:            43 ft 0 in (13.11 m)
Height:                 11 ft 3 1⁄2 in (3.442 m)
Wing area:           175 sq ft (16.3 m2)
Empty weight:      2,354 lb (1,068 kg)
Gross weight:       4,100 lb (1,860 kg)
Fuel capacity:      120 U.S. gallons (450 L; 100 imp gal)
Powerplant:         1 × Continental TSIO-520-BE 6-cylinder, turbocharged, fuel-injected, horizontally opposed aircraft engine, 310 hp (230 kW)

PERFORMANCE:
Maximum speed:    234 kn (269 mph; 433 km/h)
Cruise speed:          196 kn (226 mph; 363 km/h) at 55% power
Stall speed:             58 kn (67 mph; 107 km/h)
Range:                     1,555 nmi (1,789 mi; 2,880 km)
Service ceiling:        25,000 ft (7,600 m)
Rate of climb:          1,143 ft/min (5.81 m/s)
Wing loading:          24.3 lb/sq ft (119 kg/m²)

POWERPLANTS:  

PA-46-310P -        One 230kW (310hp) Continental TSIO-520-BE turbocharged and fuel injected flat six piston engine driving a two blade                               constant speed Hartzell propeller. 
PA-46-350P -        One 260kW (350hp) Textron Lycoming TIO-540-AE2A.

DIMENSIONS:  

PA-46-310P -        Wing span 13.11m (43ft 0in), length 8.66m (28ft 5in), height 3.44m (11ft 4in). Wing area 16.3m2 (175sq ft). 

PA-46-350P -         Same except for length 8.81m (28ft 11in).

CAPACITY:  
Typical seating for pilot and five passengers.

PRODUCTION:  
PA-46-300T - 1
PA-46-310P - 404
PA-46-350P - 645 by mid 2004




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at 1 comment:

Piper PA-46


PIPER PA-46 MALIBU:
POONAM SINGH

PIPER PA-46 MALIBU:

The Piper PA-46 is a family of light aircraft manufactured by Piper Aircraft of the United States. The aircraft is powered by a single engine and has the capacity for one pilot and five passengers. Early Malibus were all piston-engined, but a turboprop version, the Malibu Meridian, is also available.

The PA-46 is the third single-engine piston aircraft with a pressurized cabin to ever reach the market, after the Mooney M22 and Cessna P210 Centurion. It is sold mainly to civilian customers.

HISTORY:  

According to Piper the all new PA-46 Malibu was the first pressurised cabin class piston single. It promised to be one of the first of a new generation of light aircraft introduced from the early 1980s before recession and oppressive liability laws in the USA strangled the GA industry. Nevertheless, the PA-46 has sold relatively strongly.

Announced in November 1982, the Malibu was intended to compete against Cessna's pressurised P210 Centurion, plus older light business twins. Designed with the aid of CAD/CAM (Computer Aided Design/Computer Aided Manufacture), an unpressurized experimental prototype, the PA-46-300T, flew for the first time on November 30, 1979. The prototype for the first production model, the pressurized PA-46-310P, first flew in August 1982. Certification was awarded in September 1983, with production deliveries from that November.
Features of the first production model PA-46-310P included the specially developed turbocharged 230kW (310hp) Continental TSIO-520, a high aspect ratio wing, a relatively roomy cabin with club seating for four behind the pilot, a rear airstair style door, IFR avionics as standard, and cabin pressurisation.

The improved PA-46-350P Malibu Mirage, first flight December 21, 1987, replaced the 310P Malibu in production from October 1988. The major change introduced on the Malibu Mirage was the 260kW (350hp) Textron Lycoming TIO-540-AE2A, while other changes included a new electrical system and revised interior.

Since 1994 New Piper has made a number of minor improvements to the Malibu Mirage including to the brakes, autopilot and air-conditioning. In 1999 the Mirages gained the strengthened wing of the turboprop Malibu Meridian development, allowing an 18kg (40lb) increase in max takeoff weight. The Mirage is also offered with conventional and EFIS avionics packages. Production ceased temporarily in 2001 to allow Piper to concentrate on introducing the Meridian to production, but was later resumed. Production is continuing alongside the turboprop PA-46-500TP Malibu Meridian (see separate entry).

A turboprop conversion is available from Jetprop as the DLX (see Malibu Meridian entry)

DEVELOPMENT:
Work on the PA-46 began in the late 1970s, with a prototype (the PA-46-300T) first flying on November 30, 1979. The type was announced in November 1982, apparently to compete with Cessna's newest creation of the era, the P210 Centurion. Like the Centurion, the Malibu was to feature cabin pressurization (5.5 psi), a feature not included on the prototype.

VARIANTS:

PA-46-310P MALIBU:
The first example of the initial production version flew in August 1982, and FAA certification was obtained in September 1983. Deliveries started one month later. 404 aircraft with Continental TSIO-520 engines were built before this model was replaced in production by the 350P.

The PA-46-310P is powered by a Teledyne Continental Motors TSIO-520BE engine rated at 310 hp (230 kW). The PA-46-310P has lower fuel consumption, greater range, and the ability to cruise at "lean-of-peak." The PA-46-310P has a maximum cruising range of 1,550 nautical miles (with reserves), while the PA-46-350P initially had a maximum cruising range of only 1,055 nautical miles (1,954 km), although now increased to 1,345 nautical miles (2,491 km).

The PA-46-310P Malibu has set several world speed records: Seattle to New York set November 23, 1987 at 259.27 mph; Detroit to Washington, DC set January 4, 1989 at 395.96 mph; and Chicago to Toronto set on January 8, 1989 at 439.13 mph. All 3 records were set by Steve Stout in his 1986 Malibu N9114B.

The Continental-powered Malibu was discontinued in 1986 following a series of incidents and accidents attributed to engine failures. One such accident resulted in a settlement in which Teledyne Continental Motors paid over US$32,000,000 to a pilot injured in the crash of a Malibu. Some attribute the poor record of the original Malibu to improper engine operation. Unlike virtually every other Continental engine in production at the time, the TSIO-520BE was designed to be operated with mixture set to the lean side of peak TIT ("Lean of Peak"). However, many pilots chose to operate with the mixture on the rich side of peak TIT ("Rich of Peak"), which is how most other airplane engines were operated at the time. On that engine, such operation caused excessively high engine temperatures and cylinder pressures, and led to premature failures.[citation needed]

PA-46-350P MALIBU MIRAGE:
Production of the Malibu Mirage commenced in October 1988. New features included a more powerful Textron Lycoming TIO-540-AE2A 350 hp (260 kW) engine and a new wing. This model remains in production as of 2011. Various changes have occurred over the model years. Earlier models had an all King panel and later this became largely Garmin. The Avidyne Entegra glass cockpit is now standard in the Mirage with the Garmin G1000 optional. In 1995, the pilot's windshield became a glass assembly (earlier it had been acrylic glass with a heat strip overlay). In 1996, numerous switches were moved to an overhead console. In 1999, the Mirage gained the strengthened wing designed for the turboprop Meridian. The base price for a 2011 Malibu Mirage is US$997,500.

PA-46-500TP MALIBU MERIDIAN:
In 1997, Piper announced its intention to market a turboprop-powered version of the Malibu, and flew a prototype the following year powered by a Pratt & Whitney Canada PT6A-42A of 500 shp (370 kW). Certification was achieved in September 2000 and deliveries began in November that year. Changes made to allow for turboprop power include larger wings and tail surfaces. In 2009, Piper began offering the Meridian with a three screen version of the Garmin G1000 including the Garmin GFC 700 autopilot as a replacement for the Avidyne Entegra system.
The Meridian's base price in 2012 was $2.13 million.

PA-46R-350T MATRIX:
In October 2007 Piper announced the Matrix, an unpressurized version of the Mirage. It seats six and its base price is $819,000 (2010 USD). The new model has been designated as the PA-46R-350T, indicating retractable landing gear, 350 horsepower (260 kW), and turbocharging.

Piper Aircraft is marketing the Matrix as a cabin-class aircraft for Cirrus SR-22 and Cessna 400 owners to step up to.
Standard equipment on the Matrix includes a built-in oxygen system, Avidyne Entegra glass cockpit, S-Tec 55X autopilot and air conditioning.

Major options on the Matrix are a de-ice system, an "Enhanced Situational Awareness Package", speed brakes, an avionics package featuring the Avidyne TAS610 dual antenna traffic advisory system, GWX-68 Weather Radar, and, beginning in 2010, the Garmin G1000 avionics system with twin 10" PFD's and a 15" MFD.

The Matrix's powerplant is a turbocharged Lycoming TI0-540-AE2A producing 350 hp (260 kW).[10] The aircraft's performance includes a cruise speed of 215 knots at 25,000 feet (7,600 m), 215 knots (398 km/h) at 17,500 feet (5,300 m) and 188 knots (348 km/h) at 12,000 feet (3,700 m).[9] Maximum take-off weight is 4,340 lb (1,970 kg) and an empty weight of 2,937 lb (1,332 kg) giving a standard useful load of 1,421 lb (645 kg).
Matrix deliveries began in early 2008.

JETPROP:
The JetPROP DLX is an aftermarket turbine engine conversion for the PA-46-310P Malibu and PA-46-350P Malibu Mirage. Originally certified in August 1998 with a Pratt & Whitney PT6A-34, conversions 90 and above used the P&W PT6A-35 when the -34 was discontinued. A lower cost JetPROP DL conversion became available in October 2003 utilizing the P&W PT6A-21. As of September 2008, 233 JetPROP conversions had been completed and delivered by Rocket Engineering of Spokane, WA. Twenty percent of the entire PA-46 fleet have been converted.

SPECIFICATIONS (PA-46-310P MALIBU):

GENERAL CHARACTERISTICS:
Crew:                   one
Capacity:             five passengers
Length:                28 ft 4 3⁄4 in (8.655 m)
Wingspan:            43 ft 0 in (13.11 m)
Height:                 11 ft 3 1⁄2 in (3.442 m)
Wing area:           175 sq ft (16.3 m2)
Empty weight:      2,354 lb (1,068 kg)
Gross weight:       4,100 lb (1,860 kg)
Fuel capacity:      120 U.S. gallons (450 L; 100 imp gal)
Powerplant:         1 × Continental TSIO-520-BE 6-cylinder, turbocharged, fuel-injected, horizontally opposed aircraft engine, 310 hp (230 kW)

PERFORMANCE:
Maximum speed:    234 kn (269 mph; 433 km/h)
Cruise speed:          196 kn (226 mph; 363 km/h) at 55% power
Stall speed:             58 kn (67 mph; 107 km/h)
Range:                     1,555 nmi (1,789 mi; 2,880 km)
Service ceiling:        25,000 ft (7,600 m)
Rate of climb:          1,143 ft/min (5.81 m/s)
Wing loading:          24.3 lb/sq ft (119 kg/m²)

POWERPLANTS:  

PA-46-310P -        One 230kW (310hp) Continental TSIO-520-BE turbocharged and fuel injected flat six piston engine driving a two blade                               constant speed Hartzell propeller. 
PA-46-350P -        One 260kW (350hp) Textron Lycoming TIO-540-AE2A.

DIMENSIONS:  

PA-46-310P -        Wing span 13.11m (43ft 0in), length 8.66m (28ft 5in), height 3.44m (11ft 4in). Wing area 16.3m2 (175sq ft). 

PA-46-350P -         Same except for length 8.81m (28ft 11in).

CAPACITY:  
Typical seating for pilot and five passengers.

PRODUCTION:  
PA-46-300T - 1
PA-46-310P - 404
PA-46-350P - 645 by mid 2004


,



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Rearwin Airplanes


REARWIN CLOUDSTER:
POONAM SINGH



REARWIN AIRPLANES INC. :

Rearwin Airplanes was a US airplane-manufacturing enterprise founded by Andrew ("Rae") Rearwin in 1928.[1] Rae Rearwin was an American businessman who had developed several successful business ventures in the Salina, Kansas area in the early 20th century. Although he had no experience with aircraft manufacturing (and no pilot training), he felt that he could succeed with his solid business acumen. With his two sons, Ken and Royce, he hired some engineers and built the Ken-Royce in a garage in Salina.
The factory was moved to the Fairfax Airport in Kansas City, KS.

The LeBlond Aircraft Engine Corporation was purchased in 1937 and gave Rearwin a direct source of 5- and 7-cylinder radial engines.
Rearwin Airplanes was sold to Commonwealth Aircraft in 1942, and Commonwealth continued production of the Rearwin-designed Skyranger for one year (through 1946).

REARWIN CLOUDSTER:

The Rearwin Cloudster was a civil utility aircraft produced in the United States in 1939. It was a strut-braced, high-wing monoplane of conventional design with an enclosed cabin and fixed, tailskid undercarriage.
It was a larger and more powerful derivative of the Rearwin Sportster with the 8090 and 8125 models having side-by-side seating instead of the Sportster's tandem seating. The 8135 Cloudster had three seats.
Twenty examples were produced with tandem seating for Pan Am to use as trainers, and another 25 Cloudsters were exported as trainers to Iran.











VARIENTS:


Cloudster 8090:
Version with Ken-Royce 5F 90 h.p. engine - two seat

Cloudster 8125:
Version with Ken-Royce 7F 125 h.p. engine - two seat

Cloudster 8135:
Version with Ken-Royce 7G 125 h.p engine - three seat

Cloudster 8135T:
Tandem version of Cloudster 8135 for Pan Am

Rearwin C-102:
A Cloudster 8135 impressed by the US Army Air Force as the UC-102A.


SPECIFICATIONS:

General characteristics:
Crew: One pilot
Capacity: 1–2 passengers
Length: 21 ft 6 in (6.55 m)
Wingspan: 34 ft 2 in (10.41 m)
Height: 7 ft 4 in (2.23 m)
Wing area: 162 ft2 (15.0 m2)
Empty weight: 1,140 lb (520 kg)
Gross weight: 1,900 lb (860 kg)
Powerplant: 1 × Ken-Royce 7G, 125 hp (93 kW)

Performance:
Maximum speed: 135 mph (216 km/h)
Range: 600 miles (960 km)
Service ceiling: 16,000 ft (4,900 m)
Rate of climb: 860 ft/min (4.4 m/s)

STANDARD EQUIPMENT:
Airspeed Indicator, Altimeter, Tachometer, Oil Pressure Gauge, Oil Temperature Gauge, Compass, Switch, Two Fuel Gauges, Exhaust Manifold, Carburetor Heater, NACA Cowling, Pressure Baffling, Carburetor Air Cleaner, Altitude Mixture Control, Plexiglas Windshield, Brakes, Parking Brake, Tail Wheel - 8 inch, Navigation Lights, Battery, Ball Bearing Controls Throughout, Two Cabin Doors with Yale Type Locks, Dual Controls, Luggage Compartment (size 8 cu feet 50 lbs capacity), Complete Cabin Upholstery, Air Foam Cushions and Seat Backs, Fire Extinguisher, Tool Kit, Engine Manual, First Aid Kit, Safety Belts, and Log Books.

SPECIAL EQUIPMENT:
Cabin Heater, Generator, Landing Lights, Radio, Electric Starter, Flares, Float Fittings, Special Instruments, Wheel Pants, Metal Propellor, Skis, Floats.

COLORS:
Stearman Vermilion with Insignia Blue Trim, Insignia Blue with Red Trim.

REARWIN CLOUDSTER LANDS AT EAA:
 An extremely rare aircraft that's been donated to EAA landed at Pioneer Airport last Saturday, November 17. The 1940 Rearwin Cloudster, now a part of the EAA AirVenture Museum collection, was donated to EAA by Ed McKeown, EAA 212386/Vintage 32087, Village of Lakewood, Illinois.

Only 125 Cloudsters were built, and Ed says his (S/N 828) is the only known airworthy example. The Rearwin Model 8135 Cloudster is powered by a 125-hp, seven-cylinder Ken-Royce 7G engine. Dubbed a "baby Howard DGA" in promotional materials, it's a three-seater, with the single rear seat facing sideways. Top speed is 135 mph, with a range of 600 miles from its twin 17-gallon fuel tanks.

It took seven years - from 2003 to 2010 - for Ed and Roger Shadick, owner of Noble Aviation in Eagle River, Wisconsin, to restore the airplane. Most of the parts come from of Nisswa, Minnesota's Frank Hay, from whom Ed acquired the airplane. "It's a very original aircraft, perhaps not the 100 percent best workmanship," Ed described.

After completing the restoration, the first test flight was done by former EAA staffer and Vintage Aircraft Association director Joe Norris of Oshkosh. (Joe also flew the plane's final flight to Oshkosh on November 17.) Once the bugs were worked out, Ed flew it to the Antique Aircraft Association's 2010 fly-in at Blakesburg, Iowa, where he won a first place classic award.

The following year the Cloudster made its first and only visit to AirVenture Oshkosh. Now, with between 50 and 60 hours flown since being restored, it's back for good and is now parked at one of Pioneer's grand Golden Age hangars.

Ed says that he had an opportunity to sell the plane, but after some consideration ultimately opted to donate it to the EAA AirVenture Museum to ensure others could experience it for years to come. Doing so preserves "a good representation of the species," he said.

Although the Cloudster flies beautifully in the air, Ed said, it's a little different animal at low speeds or on the ground due to minimal rudder authority. "It's not as easy (to fly) as a Cub or a Champ," he said.

The plane will be on display this winter in the AirVenture Museum, but long-range plans are for it to be a part of the Pioneer collection.




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Piper PA-36


Piper PA-36
-Pratibha Mishra

Role-Agricultural aircraft
Manufacturer-Piper Aircraft
First flight-5 December 1969
Introduction-1973
Produced-1973-1981
Number built-938 (Piper-built)



Piper announced in 1972 a completely new version of the PA-25 Pawnee agricultural aircraft which introduced a more powerful Continental Tiara 6-285 flat-six engine of 213kW, a new cantilever wing, new safety features, filtration of the air entering the pilot's ventilated and heated cockpit, and a larger standard chemical hopper of 0.85m3 or, optionally, 1.08m3 capacity. Designated Piper PA-36 Pawnee Brave, the new model began to enter service in 1973, and in 1977 an additional version with a 224kW Avco Lycoming IO-540-K1G5 engine became available, the designations of these two aircraft then becoming PA-36 Pawnee Brave 285 and PA-36 Pawnee Brave 300. In 1978 this latter aircraft became the standard model, a new PA-36 Pawnee Brave 375 being introduced with a 280kW Avco Lycoming IO-720-D1CD flat-eight engine, and equipped with the larger of the two chemical hoppers as standard. These were to remain in production with Piper until rights for both versions of the PA-36 were acquired by WTA Inc. in 1981. This latter company was marketing this agricultural aircraft in two versions, the version with the 280kW engine now being the basic model and redesignated PA-36 New Brave 375. It was available optionally with a 298kW IO-720-D1C engine under the designation PA-36 New Brave 400.



Type-  
Agricultural aircraft


History-  

The PA-36 Pawnee Brave was designed in the late 60s at the company's Vero Beach facility as a larger aircraft than Piper's first purpose-designed agricultural aircraft, the PA-25 Pawnee, although of the same overall configuration.
The result of Piper research on PA-25 Pawnee operations, the first PA-36 prototype, the PA-36-260 Pawnee II, was powered by a 195kW (260hp) Lycoming O-540-E engine, and made the first flight on November 17, 1969. The Lycoming engine was later in the development program replaced by a 210kw (285hp) Continental Tiara 6-285 engine, and the aircraft became the PA-36-285. A second prototype had the same engine, and Piper decided to use this engine for the series production.
The PA-36 has a welded chrome-molybdenum steel tube fuselage structure with metal underskins and plastics side panels, and a sturdy overturn pylon is part of the structure. The wings have a conventional two-spar structure, with light alloy laminated spars, and light alloy covering, except for glassfibre leading-edges and wingtips. A hopper with a capacity of 30 or 38 cu.ft is in front of the pilot.
In mid 1972 the PA-36-285 received FAA approval, and in 1973 production got under way, while at the same time the name was changed from Pawnee II to Pawnee Brave.


DESIGN AND DEVELOPMENT-

The PA-36 was first announced in 1972 as a new version of the PA-25 Pawnee with a more powerful 285 hp Continental Tiara 6-285 flat six engine. The aircraft had a new wing, improved ventilation and heating system, and a larger standard hopper of 30 ft³ (0.85m³). An optional 38 ft³ (1.08 m³) hopper was also available. The type entered service in 1973.
In 1977 a new version the PA-36 Pawnee Brave 300 became available with a 300 hp (224 kW) Avco Lycoming IO-540-K1G5 engine. The original aircraft was redesignated the PA-36 Pawnee Brave 285. In 1978 the Brave 300 became the standard model and another more powerful model was introduced, the PA-36 Brave 375 with a 375 hp (280 kW) Avco Lycoming IO-720-D1CD flat-eight engine.
In 1981 Piper sold the rights in the design to WTA Incorporated, who marketed two versions from 1982 with 375 hp and 400 hp (298 kW) engines as the New Brave 375 and New Brave 400 respectively. It had built a total of 150 New Braves by 1987.


Technical Specifications-


MODEL:-PA-36 Pawnee Brave 300 Type
 CREW:-1
 ENGINE:-1 x Avco Lycoming IO-540-K1G5 flat-six piston engine, 224kW
 WEIGHTS:-
    Take-off weight 1996 kg 4400 lb
    Loaded weight 989 kg 2180 lb
 DIMENSIONS:-
    Wingspan 11.89 m 39 ft 0 in
    Length 8.34 m 27 ft 4 in
    Height 2.29 m 8 ft 6 in
    Wing area 20.96 m2 225.61 sq ft
 PERFORMANCE:-
    Cruise speed 229 km/h 142 mph
    Ceiling 1950 m 6400 ft
    Range 740 km 460 miles


VARIANTS-

PA-36 Pawnee II
Prototype powered by a 260hp Lycoming engine

PA-36-285 Pawnee Brave
Production version, powered by a 285 hp Continental Tiara 6-285 piston engine.

PA-36-300 Pawnee Brave 300
Pawnee Brave with a 300 hp Avco Lycoming IO-540-K1G5 engine, from 1978 named the Brave 300.

PA-36-375 Brave 375
Variant with a 375 hp Avco Lycoming IO-720-D1CD engine.

PA-36 New Brave 375
WTA-built variant powered by a 375 hp piston engine.

PA-36 New Brave 400
WTA-built variant powered by a 400 hp piston enigne.

The PA-36 Pawnee Brave was designed in the late 60s at the company's Vero Beach facility as a larger aircraft than Piper's first purpose-designed agricultural aircraft, the PA-25 Pawnee, although of the same overall configuration.

The result of Piper research on PA-25 Pawnee operations, the first PA-36 prototype, the PA-36-260 Pawnee II, was powered by a 195kW (260hp) Lycoming O-540-E engine, and made the first flight on November 17, 1969. The Lycoming engine was later in the development program replaced by a 210kw (285hp) Continental Tiara 6-285 engine, and the aircraft became the PA-36-285. A second prototype had the same engine, and Piper decided to use this engine for the series production.















The PA-36 has a welded chrome-molybdenum steel tube fuselage structure with metal underskins and plastics side panels, and a sturdy overturn pylon is part of the structure. The wings have a conventional two-spar structure, with light alloy laminated spars, and light alloy covering, except for glassfibre leading-edges and wingtips. A hopper with a capacity of 30 or 38 cu.ft is in front of the pilot.

In mid 1972 the PA-36-285 received FAA approval, and in 1973 production got under way, while at the same time the name was changed from Pawnee II to Pawnee Brave.

As the Continental Tiara engine was quite problematic, Piper certificated a 225kW (300hp) Lycoming IO-540 powered version, the PA-36-300, which replaced the Tiara engined version on the production line from the 1977 model year. From the 1978 model year, the name Pawnee Brave was changed to Brave 300.

A more powerful version was available from 1978, powered by a 280kW (375hp) Lycoming IO-720 in a restyled cowling, as the Brave 375, and from 1982 the 300kW (400hp) IO-720 powered Brave 400 followed.

Pawnee Brave production ceased in January 1983.


POWERPLANTS:-  

PA-36-285 - One 210kW (285hp) Continental Tiara 6-285 flat-six, driving a Hartzell two blade (optional three blade) constant speed prop. 
PA-36-300 - One 225kw (300hp) Lycoming IO-540-K1G5 fuel injected flat-six, driving a Hartzell two blade (optional three blade) constant speed prop. 
PA-36-375 - One 280kW (375hp) Lycoming IO-720-DICD fuel injected flat-eight driving a three blade constant speed Hartzell prop.

PRODUCTION  

Total PA-36 production 926.






Regards,

Pratibha Mishra [B.Tech ] 
Web Developer / Blog Master 


 
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