Be33 Aircraft Type

Be33 Aircraft Type - Flying her is a joy! The Bonanzas have always appealed to me because of their handling and speed. I fly a lot of hard instruments, and she performs beautifully. Cruise at 65 percent with 22.5 inches MP & 2300 RPM.

Since she is a straight tail there is no bothersome yaw in turbulence. Stalls are straightforward with a break that is expected and recovery is also predictable. Most first time owners fly her too fast on approach.

Be33 Aircraft Type

Using 90 knots downwind and 70 knots over the fence greases it (almost) every time. I like being able to put the gear down at a relatively fast speed. The IO-470K lives up to the performance book standards.

150 KTAS at 9000 feet on a standard day. Of course, in the south where I fly, I rarely see a standard day. But on those rare occasions when the air is standard, the numbers on the dials match the numbers in the book.

Early models had an odd fuel system, too. When the optional extended-range tanks were installed, fuel drawn from the auxiliaries goes to the fuel pressure regulator, and the excess is returned to the system...but it drains into the left main tank.

If there isn't enough room, it gets vented overboard, so it's important to run the left main down before switching to the auxiliaries. The older 33s also had a fuel gauge that would read only one tank at a time.

The C33 in 1965 got another boost in gross weight, but this was more than offset by an increase in empty weight. There were several other minor improvements as well. The earlier Debonairs had a bench seat in the back.

This was replaced by individual seats, and a fifth seat (practically useless) was offered as an option. Larger rear windows were made available, and the storage shelf was made larger. The C33 remained in production through 1967. 306 were built.

Fuel bum averages about 12 GPH. The engine seems to use one quart of oil per flight, whether I fly two hours or four hours. The 80 gallon fuel capacity (74 usable) will outlast my fluid storage capacity.

Most notable was the tail. The 35s distinctive V-tail was replaced by a well-proportioned conventional empennage. Less in evidence was the change in powerplant: The Bonanzas 250 HP Continental IO-470-C was replaced by a 225 HP IO-470-J.

Gross weight was somewhat less. 1966 saw a secondary model come out, the C33A. The big news here was the engine: The C33A was fitted with the V35 Bonanzas Continental 285 HP IO-520 B/BA, making it for all intents and purposes a straight-tailed Bonanza.

The C33A was built for two years, 1966 and 1967, with a total production run of 179. Beech responded by introducing a new airplane to compete directly with the Comanche, while retaining the upmarket Bonanza for those who still wanted the real thing.

It was dubbed the Model 33 Debonair, and made its debut in 1960. The Debonair didn't exactly take the market by storm. Some 233 were built that first year, compared to over 800 Comanche 250s and 400 35 Bonanzas.

Still, the airplane proved popular enough for Beech to continue with it. (It did not seem to hurt Bonanza sales: Beech had been building about 400 Bonanzas a year for a couple of years running.) I have owned a 1967 Beach C-33 serial CD-1099 for nearly eight years and use it in my avionics business for personal transport and as a demonstrator for items we sell.

Despite having to fit a TCM factory reman engine four years ago, and a top rear starboard bathtub fitting 18 months back, it has been quite economical to operate. A landing gear malfunction shortly after purchase was easily handled by the manual extension system and was found to be caused by a faulty strut switch.

Shortly after purchase, (which did include a pre-purchase inspection) she began to burn oil. The engine had about 1000 hours on it at purchase and coming back from Omaha over eastern Iowa it threw a rod.

Fortunately, I was seven miles from an airport at 7000 feet and made the field. The book was right- it does glide better with the prop in high pitch (low RPM)! I was fortunate enough to find a Penn-Yan rebuilt engine.

It has performed flawlessly through the last 950-plus hours, except for replacing one jug at about 300 hours because of a leaking exhaust seat. It burns about two quarts for every oil change (25-30 hours). The prop was rebuilt at the time of the engine change and again recently after five years time in service.

(McCauley two blade – $1600) 1968 was a big year for Beech. The six-place 36 Bonanza was introduced, and Beech made official what everybody already knew: that the Debonair was really just a Bonanza with a different tail and less elaborate equipment.

Although I have been tempted to upgrade and find something faster and bigger, the Debonair has served my needs well. Now that my kids are about grown and gone, I don't need all that extra room anyway!

HistoryBeech practically invented the modern retractable single just after WWII, when it introduced the original Bonanza. There was really no competition for it for years: in the late 1940s Cessna was putting out airplanes like the 120, 140 and 170, and Piper was building tube-and-fabric airplanes like the Cub and Super Cruiser.

By comparison, the Bonanza looked like a starship, if you'll pardon the pun. One characteristic of the 33 (and 35) Bonanzas is that the CG will shift as fuel is burned. Its important to do a weight and balance calculation for both ends of the flight.

The airplane does not like aft CGs, and in the words of one pilot it gets squirrely if the CG isnt kept forward. Its easy to get out of the aft CG limit, too. Of particular note was another 33 variant produced during this time, the E33C, which has the distinction of being certified for aerobatics.

(Were constantly getting calls asking about this airplane.) Major differences between the -C and the -A are a strengthened tail, positive-pressure fuel pump and a cabin door that can be jettisoned. Those wanting one will have to look hard, because aerobatic Bonanzas are rather rare.

Total production of the E33C for the two years they were made amounted to 25. There was also an F33C, total production of five aircraft. These airplanes command a hefty premium on the used marketplace. Expect to pay at least $25,000 extra for the privilege of flying beyond the limits of the Utility category.

For example, a 1970 V35B sold new with average equipment for a little over $54,000, while the F33A (same engine and airframe, different tail) went for about 10 percent less. Those same two airplanes have now reversed roles.

The 1970 V35B average retail is several thousand dollars less than the F33A. This F33A was my trusty steed while achieving my instrument rating this past fall. Im very pleased with how she flies, smooth, stable, and well behaved.

With the well damped, classic Beechcraft overbuilt landing gear, it is quite easy to perform smooth landings to impress your non-pilot passengers. This wonderful airplane has served my wife and me very well with quick personal transportation around California, and for several trips back to Wisconsin.

My wife likes the roomy interior, the excellent visibility, and the smooth ride that it gives in comparison to lighter and smaller aircraft. Complaints are few and nagging. There are plenty of maintenance folks out there with a lot of experience with Bonanzas.

There are also a lot who don't. Pick the right ones! Biggest complaint is the heater. It is great for the pilot, tolerable for the co-pilot/passenger, and downright frigid for the unfortunates in the back seat.

Here in the north land, winter is long and cold. More than two hours in the back seat to the Upper Peninsulas ski resorts can leave one with very numb feet. Installation of the STCd rear vent does help heat the cabin better, but the back seat floor still freezes.

I have an engine crankcase heater which is kept plugged in all winter. Cold starts are not a problem. For more than five decades, active and dedicated aircraft owners and pilots have turned to AVIATION CONSUMER to answer their most important buying questions.

This website contains many older reviews. Unless otherwise noted, these reviews carry product pricing from the time of the original review. One of the more notable mods is an engine swap to Continentals liquid-cooled IO-550 Voyager engine, available from Beryl DShannon and Colemill.

DShannon can also provide vortex generators, which are a very worthwhile mod for any airplane. Looking again at the competition, the Bonanza has held its value better, although its advantage is slipping. The 1970 Piper Comanche 260 brings about $10,000 less than a 1970 F33A and is about on par with the less-powerful 225 HP F33.

All in all, I really enjoy the airplane. It is a pleasure to fly. Quiet, comfortable and fast enough. It has been said that you can spot a Bonanza owner/pilot. They are the ones who always turn around and look back at their plane as they walk away.

But after a dozen years, the Bonanza was facing some real opposition. Airplanes like Pipers Comanche 250 offered comparable performance and styling for a lot less money – about two-thirds the price in the late 1950s.

The success of the 33 Bonanza is due in no small part to the 35 Bonanzas in-flight breakup problems, which dogged the V-tail through the early 1980s and eventually led to its demise. There was an AD to strengthen the tail, and it worked well;

nevertheless, the V-tails reputation was damaged to the point that it was pulled from production. Owner comments I own a 1965 Beech 35-C33 purchased in 1989. I wanted an airplane that was reasonably fast, reliable, had a good safety record and was cost-efficient to own.

I had been part owner/club member in several different aircraft including Cessna 150, 172, 182, & 310; Piper Comanche, Cherokee, & Arrow. I longed for a Beech A36, but this time I wanted to be sole owner, so I chose the Debbie.

It took almost two years of looking to find one. In six and a half years of ownership, I have put around 1200 hours on the airframe. It has been an excellent compromise of performance verses cost.

Owners love its flying qualities, performance, comfort and sturdy construction. However, they also have some words on the high cost of parts and maintenance, typical of Beech aircraft. Also, there are a few things to be careful of when operating a Bonanza.

One bugaboo that has always haunted Beech owners is the cost of parts. Paying high parts prices simply goes with the territory when flying a Bonanza. In that respect, its rather like an expensive luxury car;

once you get into this league, you have to expect to pay a lot. Example: a prop spinner back plate from Beech costs an astonishing $2000. Fortunately, parts are readily available. Parts are relatively plentiful but expensive.

Beware of replacing the spinner without the rubber bumper over the prop hub. I have had three back-plates cracked and one spinner cracked this way. A new back-plate is around $2000. Salvaged ones about $900. The wet vacuum pump has been bullet proof;

so has the landing gear. I have replaced two starters and an alternator. Cracked or missing flame cones in the mufflers had been a problem. Also cracked/blown exhaust gaskets. The new airplane was clearly based on the Bonanza, with the same wing, fuselage and landing gear.

However, by this time the Bonanza had built up a powerful brand image. The company did not want to hurt sales of its flagship by cheapening it, and so made considerable changes to the 33 to clearly distinguish it from its V-tailed sibling.

Mods A number of useful modifications are available for the 33 Bonanza, including TKS weeping-wing ice protection, Precise Flight speed brakes, various aerodynamic cleanups from Smith Speed ​​Conversions, electric rudder trim, long-range tanks, and turbochargers from TurboPlus and Rayjay.

To reduce the price down to the vicinity of the Comanche, Beech also removed much of the equipment that came with a typical Bonanza. Little things, like paint, vertical speed and turn-and-bank indicators and sun visors.

The result was a rather Spartan airplane, but one that did indeed sell for about what the competition was charging. Membership in the American Bonanza Society is a must! It has saved me countless hours and dollars looking for ways to repair or replace items.

Refresher training with the ABS is also a habit I've gotten into. It is particularly nice to fly with instructors who are as experienced with your airplane as you are! For those times when the technique does not work, and I kill the battery trying to start, I have had an external power receptacle installed and never leave home without my aux power plug /jumper cables.

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B407 Aircraft

B407 Aircraft - Other popular single-engine turbine helicopters that compete with the Bell 407 in the VIP/corporate market include the Airbus H125, which can be configured for four, five, or six passengers (usually four in business aviation), and has a range of 340nm.

. The H125 is powered by an Ariel 2D turboshaft engine. Various upgrades followed the original Bell 407 model, including the 407GX and 407GXP. The most modern variant, the 407GXi, offers a blend of power and world-class avionics (see below). With over 25 years of trading, AvBuyer is the primary marketplace for turbine helicopters offering the best new and pre-owned turbine helicopters for sale.

B407 Aircraft

. In the year 1993 Bell company started the design of the New Light Aircraft as a substitute for its Bell 206 series. This program led to the Bell 407, Bell's LongRanger development. A 206-3 LongRanger was adapted to serve as the demonstrator of the 407. The demonstrator utilized hardware for Bell 407 and put in molded fairings to embody the wider fuselage of the 407 then under expansion.

What Competes With The Bell ?

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High-Tech Display: See vital information as it is coming in. Due to the high resolution LED display, clarity, and readability is not an issue even in direct sunlight. Faster and newer processors enable for fast, responsive detail to prepare the pilot for each case.

The Bell 407 is a 4-blade, single-engine civil utility aircraft derived from the Bell 206L-4 LongRanger. This aircraft makes use of the 4-blade, soft in-plane style rotor with composite huge made for the US Army's OH-58D Kiowa Warrior rather than the dual-blade, semi-rigid, as well as a teetering rotor of the Bell 206L

-4. The Bell 407 costs between $1.2m for a 1996 model and $2.1m for a 2012 model, according to Aircraft Bluebook spring 2021 data. These values ​​represent the average retail price for the respective model years.

Design And Development

Individual Bell 407 models may sell for above or below the average, since the price of an aircraft is determined by several serial number-specific factors. These include its maintenance condition, the time remaining on the airframe and engine before a major inspection is due, enrollment (or not) on an engine maintenance program, damage history, and more.

The demonstrator was first flown on the 21st of April, 1994, and the 407 programs were announced publicly in Las Vegas at the Heli-Export in January 1995. The first prototype achieved its first flight on the 29th of June, 1995, and the flooring prototype followed on the 13th of July, 1995. After a brief development program, the initial production of 407 flew on the 10th of November 1995.

Precise Flight Pulselite: This lessens bird strikes and improves the external visibility of the helicopter while flying. As a standard feature in every Bell 407 and an aftermath offering, the technology alternately pulses landing as well as taxi lights to signal the presence of the helicopter to other air traffic as well as drive away birds.

The Bell 407 was permitted on the 9th of February, 1996 by Transport Canada, with the FAA following on the 23rd of February. The full production started in the year 1996 at the company's plant in Mirabel, Quebec, and in the year 1997, the company produced 140 airframes to fill the first orders.

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As mentioned, the Bell 407 derives from the long-running, successful Bell 206 family, which dates back to the 1960s. The last in a long line of helicopters in the Bell 206 line, the 206L-4 ended production in 2017, and the Bell 407 model now represents the line.

Compared to the Bell 407, the Bell 407GXi is powered by an upgraded Rolls-Royce 250-C47E/4 engine, and features modern Garmin G1000H NXi avionics, which provides a wide range of benefits to the pilot, including synthetic vision and terrain avoidance warning.

. The Bell 407 is perhaps one of the most reliable single-engine helicopters on the market. Passengers and transport cargo over long distances, most especially to higher altitudes. The 407 can be armed with a box, which is able to carry six pairs of skis or six golf bags.

As a first-time user of AvBuyer I was not sure of the exposure, or support I would receive with my listing. When I reached out to a former fellow Vermonter David Olcott, I knew I had made the right decision in choosing AvBuyer as our marketing platform.

How Much Does A Bell Cost?

It could not have been easier. The day the posting went up, there were so many people sending inquiries I couldn't believe it! Currently built in Canada, the 407 from Bell is based on the 206L-4 Long Ranger with a four-bladed composite main rotor driven by an 813 shp Rolls-Royce 250-C47B turboshafts.

The main cabin is wider than that of the 206L, seating five or six passengers in comfort and the 407 has better speed, range and useful load - and a higher service ceiling. To hide all ads and enable 50+ premium features, view our subscription options here.

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Best Aircraft Paint Remover

Best Aircraft Paint Remover - Click here to find a store . Check the status of your order . He had worked as a painter for more than a decade to serve the customers in areas such as Charleston, Mount Pleasant, Beaufort, Georgetown, SC (South Carolina).

Today in his free time, he likes to read and write about the newer techniques that are being implemented in his profession. You may read more about him here or get in touch with him here.

Best Aircraft Paint Remover

Learn more about our loyalty program . While the main active ingredient in many chemical-based paint removers is still Methylene chloride, aircraft paint remover is a safe non- methylene chloride powerful solvent that helps to break down the layers of paint very easily.

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Beluga Whale Aircraft

Beluga Whale Aircraft - There was one option—the American-built Super Guppy oversize transport, built by Aero Spacelines of California. As I previously wrote, the Super Guppy was an elongated, large-domed airframe that NASA had contracted to transport bulky parts for the Apollo program and other missions from the West Coast to Florida, for final assembly at Cape Canaveral.

Due to the decentralized nature of production, parts for Boeing airframes are shipped across Europe—a time-consuming and expensive process that was historically done by road transport, or rail when possible. Rail and road transport are not ideal—they're slow, and expensive.

Beluga Whale Aircraft

In the late 1980s and 1990s, Airbus needed something big enough to transport their components by air. While you might think the aircraft would run slower, “the drag is about the same,” says George. “What changes really is the behavior of the aircraft at the rear, at the bottom of the cargo bay.

Pilot Training

The Super Guppy airframes were based on 1940s-era passenger airline airframes. By the 1980s they had started showing their age. So, Airbus decided to drop the Guppies in favor of their own design, tailored to Airbus needs.

"The Beluga ST are only at 50% of their life. They have been designed for 30,000 flight cycles and currently have an average of 15,000," said Philippe Sabo, head of Airbus Transport International. A flight cycle is one take-off and landing.

The Beluga's transported one of its most unusual cargo items in 1999. A Beluga flew with Eugène Delacroix's iconic painting Liberty Leading the People, a stylized depiction of the French Revolution. The painting itself was nearly ten feet tall and twelve feet wide, and could not fit inside other commercial airliners, so the Beluga stepped in and flew it from Paris to Tokyo.

The facility has undergone special modifications for the arrival of the Beluga XL, such as creating two sets of doors for the Beluga Line Station – one to fit the Beluga and one to fit the Beluga XL.

Information You Can Trust

“This is why we have lifted the vertical tail plane by more than two meters to get it out of the flow behind the cargo bay and we also have the special acceleration on the horizontal tail plane to give stability to the aircraft.”

However, the design is functional as well as cute. The enormous cargo bay is large enough to carry two A350 wings at a time (the old Beluga could transport only one), and the whale-like nose improves the craft’s aerodynamic efficiency.

Analysts say demand for outsized positions that can be transported without dismantling them has been rising, partly on the back of weakened supply chains. Logistics managers turn to oversized airplanes when there is no time to use sea lanes.

The A300’s nose and cockpit were lowered slightly to give loading crews straight-in access to the cargo bay, which cut down loading and unloading times. The other advantage to a lowered immovable cockpit is that the Beluga does not have to disconnect electrical and flight systems between loads, which greatly reduces loading and unloading time.

So how does one go about steering a machine like this through the skies? Well, says George, despite the plane’s unusual appearance, “for the pilots this is really an A330. Our pilots will be trained on the A330 and then they will get a Delta qualification to enable them to fly the Beluga XL.”

It is one of the largest cargo planes in the world, with its nose shaped like a Beluga whale. It offers customers with large cargo transport solutions for a variety of sectors, including space, energy, military, aeronautics, maritime and humanitarian sectors.

Airbus cut average output by 40% when the pandemic hit and plans to restore and slightly increase output of single-aisle jets by summer 2023. But wide-body output is expected to remain around half levels foreseen when Beluga XL was launched in 2014.

Airbus also resurfaced the landing strip, erected blast fences (to safely redirect the engines’ high-energy exhaust) and installed new turn pads – necessary for when the Beluga XL turns around on Howarden’s relatively short runway of around 1,600 meters.

PARIS, Jan 25 (Reuters) - Airbus (AIR.PA) plans to charter out its whale-shaped Beluga transport planes -whose main job until now has been to ferry aircraft parts between its plants in Europe - to help other industries haul urgently- needed outsized machinery by air.

General Electric said on Thursday it plans to invest more than $450 million in its existing manufacturing facilities in the United States this year and hire more than 1,700 employees, in a bid to bolster its aerospace and energy businesses.

“This plane is, I would say, iconic for our company,” George tells CNN Travel. “This is the workhorse for Airbus. So it is more than a plane. It is what enables Airbus to build aircraft every day.”

The top of the fuselage was expanded to twenty-five feet in diameter, giving the Beluga its customary puffy look. Loading is done through the top of the expanded section. This section opens upwards, in contrast to the Super Guppies, which pivot outwards on hinges like a door.

The XL’s twinkly-eyed, smiling-faced livery capitalizes on this. The whimsical design was chosen by Airbus staff following a poll in which 20,000 employees were given six options and asked to choose their favorite. With 40% of the vote, it was the clear winner.

Airbus is a truly pan-European corporation, and as such has production facilities in Spain, France, Germany, the United Kingdom—not to mention the United States, Canada, and China. Final assembly of Airbus airframes generally takes place in various centers in Europe.

Super transporter Airbus Beluga landed at Mumbai's Mumbai Chhatrapati Shivaji Maharaj International Airport (CSMIA) on Tuesday, and instantly grabbed attention of the airport staff and passengers due to its sheer size. Also known as the A300-600ST Super Transporter, the Airbus Beluga offers a unique way to transport oversized air cargo.

According to the Airbus website, these transport planes have been operating for the company's own industrial airlift needs since the mid-1990s, and are progressively being replaced by a fleet of six new-generation BelugaXL versions. Reuters, the news and media division of Thomson Reuters, is the world's largest multimedia news provider, reaching billions of people worldwide every day.

Reuters provides business, financial, national and international news to professionals via desktop terminals, the world's media organizations, industry events and directly to consumers. At a time when jumbo passenger airliners such as the Airbus A380 and Boeing 747 are on their way out, the Beluga XL – the first of five – will be one of the biggest beasts in the skies.

You won't be able to travel in it, though. This is a super-transporter cargo plane, designed by Airbus to fly its aircraft components between European production sites and its final assembly lines in Toulouse, Hamburg and Tianjin.

Caleb Larson holds a Master of Public Policy degree from the Willy Brandt School of Public Policy. He lives in Berlin and writes on U.S. and Russian foreign and defense policy, German politics, and culture. This article first appeared earlier this year.

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Bearhawk Aircraft For Sale

Bearhawk Aircraft For Sale - The modified 4412 airfoil combined with big flaps and a long, all metal wing offers the best combination for short field take off and landings. Depending of course on the pilots skill, the Bearhawk can operate safely from most any field that is called an airport.

Some Bearhawk owners have put the big tundra tires on their airplanes, and operate on the remote landing spots used by bush pilots in Alaska. The two prototype Bearhawks (180 hp & 260 hp) have accumulated well over 1000 hours of flight time.

Bearhawk Aircraft For Sale

There are at least two Bearhawks built by builders with over 700 hours on them. Bearhawks have flown to Mexico, all around the bush up in Alaska, and into the rugged countryside of South Africa, Australia, and Brazil.

All Metal Wings With Lots Of Flaps

The back seat can be removed resulting in a HUGE cargo area with unobstructed access. Not only does the back seat have its own door, but the back door combines with the cargo door to allow a six foot loading area.

In addition, the back seat can be flipped around and mounted with the seat facing aft. This moves the CG of the rear seat passengers 8 or 9 inches forward. The Bearhawk a strut-braced high-wing, a four-seat enclosed cabin that is 42.5 in (108 cm) wide and accessed by doors, fixed conventional landing gear and a single engine in tractor configuration.

The aircraft fuselage is made from welded steel tubing covered in doped aircraft fabric, while the wings are made from aluminum sheet. Its 33 ft (10.1 m) span wing employs a NACA 4412 mod airfoil, has an area of ​​180 sq ft (17 m2) and mounts flaps.

The aircraft's recommended engine power range is 150 to 260 hp (112 to 194 kW) and standard engines used include the 180 hp (134 kW) Lycoming O-360 and 250 hp (186 kW) Lycoming O-540 four-stroke powerplants.

Over Hours Of Flight Time

Professional engineer Bob Barrows originally designed the Bearhawk to carry aircraft engines for his engine rebuilding business in 1995. He offered plans for sale and over 1400 sets of plans have been sold. There are over 100 Bearhawks now flying in the USA and around the world.

The time proven 4130 steel tube fuselage is the accepted standard for both longevity and crash survivability. For those thinking of serious bush operations, it is also the most easily repaired in the case of an accident.

The useful load (depending on engine and builder finish out) ranges from 1100-1500 lbs. The 50 gallon main fuel tanks can be filled and four full sized adults carried with room left over for 250 lbs of baggage or cargo.

Crew: one Capacity: three passengers Length: 23.5 ft (7.2 m) Wingspan: 33 ft (10 m) Wing area: 180 sq ft (17 m2) Airfoil: NACA 4412 mod Empty weight: 1,400 lb (635 kg) Gross weight: 2,700 lb (1,225 kg)

Cargo Bay With Large Doors

Fuel capacity: 50 U.S. gallons (190 L; 42 imp gal) Powerplant: 1 × Lycoming O-540 six cylinder, air-cooled, four stroke aircraft engine, 250 hp (190 kW) Propellers: 2-bladed constant speed Performance: Cruise speed: 155 mph (249 km/h; 135 kn)

Stall speed: 40 mph (64 km/h; 35 kn) Range: 625 mi (543 nmi; 1,006 km) Rate of climb: 1,700 ft/min (8.6 m/s) Wing loading: 15 lb/sq ft (73 kg/m2)

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Avelo Aircraft

Avelo Aircraft - LA's Best Airport Avelo has selected Hollywood Burbank Airport as its first base. BUR's convenience to Greater Los Angeles, Customer-friendly compact size and lower costs were all important considerations. In fact, Fodor's Travel named BUR the "Best U.S. Airport" in 2019.

"Avelo has a simple purpose — to inspire travel," said Avelo Founder, Chairman and CEO Andrew Levy. "People are ready to reconnect with family and friends and explore new places. Avelo is a different and better kind of airline, built from scratch to offer an affordable, convenient and caring travel experience."

Avelo Aircraft

Avelo Fligt 101, a Boeing 737-800, pictured before takeoff at Hollywood Burbank Airport, April 28, ... [+] 2021. The first flight of the first new American airline in 15 years departed at 1030AM for Sonoma, CA.MICHAEL

Avelo Successfully Raises $ Million

GOLDSTEIN * $19 fares may be unavailable or less available over Memorial Day weekend, May 28-31, 2021. $19 is a one-way fare only – additional fees for carry-on and checked bags, assigned seats and other modestly-priced optional services apply

. See aveloair.com. The leisure traveler is clearly a key target for Avelo. STS is the gateway to California's fabled Napa and Sonoma wine country, fine dining, and outdoor recreation. The largest airport in the Southeastern Washington and Northeastern Oregon region, PSC is in Washington's scenic wine country.

As for tourists, Bozeman Yellowstone International Airport (BZN) is near Yellowstone National Park and Montana's Big Sky Country. Fly with ConfidenceAvelo takes every precaution to protect Customer health at the airport and during their flight. Avelo airplanes are regularly cleaned and disinfected.

Tray tables, galleys, lavatories and all other touch surfaces are sanitized every evening with Calla 1452 (hospital-grade) disinfectant. In addition to disinfecting and cleaning daily, Avelo treats the entire airplane regularly with an advanced antimicrobial protectant that kills viruses, germs and bacteria on all surfaces.

Avelo Looks Ahead After Launching In

This Zoono treatment forms a colorless, odorless protective shield and is safe to human contact. Whether Customers are departing or arriving, BUR promises a refreshingly hassle-free experience. BUR offers seamless curbside pickup and drop-off, smaller crowds, shorter walking distances from curb to gate, unrivaled speed for plane-to-carousel bag delivery, and shorter TSA security lines.

Customers will be at their gate in a flash while also saving on parking and ground transportation traveling to and from the airport. For Sarah, a key driver was convenience. It is more than 65 miles, or an hour and 20 minutes by car, from Santa Rosa to Oakland, the closest major airport with low-cost non-stop service to Burbank.

Considering drive time plus parking plus COVID airport time, she had previously just given up and driven the seven hours from Santa Rosa to LA. Avelo will fly 11 of what it calls such 'unserved routes" between Hollywood Burbank Airport and underserved destinations across the Western United States.

Its first three destinations, with flights beginning at the end of April, include Sonoma, the Tri-Cities Airport (PSC) in Pasco, Washington (PSC), and Bozeman Yellowstone International Airport (BZN). "Hollywood Burbank Airport exemplifies the convenient, caring and smooth experience that distinguishes Avelo," said Levy.

Our Commitment To Transparency

"We're grateful for the enthusiastic partnership that BUR Executive Director Frank Miller, the airport's commissioners and staff have welcomed us with. It's not surprising why BUR is LA's favorite airport." This was my own first flight in 15 months.

Wearing two masks, (no one asked for my vaccination card), I handed my license and boarding pass to 'the man in the glass booth' that protected TSA workers from COVID. I handed my boarding pass to the smiling gate attendant.

I climbed the air stairs to board a 737 painted in gleaming Avelo white and purple. As a passenger on Avelo Flight 101, I can confirm there was considerable activity at Burbank. Traffic was picking up outside, as personal cars, rideshare vehicles and taxis dropped off passengers, and inside, as a stream of passengers moved through the terminal.

COLORADO SPRINGS, Colo.; February 23, 2023 – Avelo Airlines announced today exclusive nonstop service to Los Angeles via Hollywood-Burbank Airport (BUR) from Colorado Springs Airport (COS). The new flights will offer Colorado Springs the only nonstop flights to LA.

Where To Sit On Avelo’s -

The plane was comfortable as were the seats (I'm 6' 1), with snacks served by Avelo's attentive flight attendants. The crowd, including a good number of airline hobbyists (affectionately known as 'avgeeks') loved the first flight and the enthusiasm from the pilots, flight attendants, employees and Avelo's founder and CEO Andrew Levy, who was onboard.

Ending the year with six Boeing 737 Next Generation jets, the airline touted it flew 345,000 passengers on 3,000 flights. It also delivered a completion factor of 99.8%, only canceling seven flights since its inaugural departure.

Passengers seemed to like it, too. A quick check of Avelo's 'low-fare' calendar reveals a handful of dates with promotional $19 one-way flights between Burbank and Sonoma through June 2021. My seatmate Sarah was still delighted with her discovery of Avelo and her $83 roundtrip (plus $10 for

a checked bags) fare. On take-off, I said a little prayer, as I always do. Soon, I was turning off my phone and relaxing on-board. After a brief flight over scenic California, we arrived in Sonoma to cheers, waving signs and applause.

Avelo Plans To Grow In Size

The fledgling airline will face tough competition. This new route will begin on May 3 and operate three times weekly on Tuesdays, Thursdays and Sundays on Boeing Next-Generation 737 aircraft. Introductory one-way fares between Colorado Springs and BUR start at $49*.

Customers can make reservations at AveloAir.com. About Avelo AirlinesAvelo Airlines was founded with a simple purpose — to Inspire Travel. The airline offers customers time and money-saving convenience, low everyday fares, and a refreshingly smooth and caring experience through its Soul of Service culture.

Operating a fleet of Boeing Next-Generation 737 aircraft, Avelo serves 35 popular destinations across the U.S., including its five bases at Los Angeles' Hollywood Burbank Airport (BUR), Southern Connecticut's Tweed-New Haven Airport (HVN), Orlando International Airport (

MCO), the Delaware Valley's Wilmington Airport (ILG) and Raleigh-Durham International Airport (RDU). For more information visit AveloAir.com or the Avelo Newsroom at AveloAir.com/Newsroom. If you're looking for some more space, there are 60 extra-legroom seats located in the forward section of the cabin, spanning rows 1 to 8 and 22 to 24, as well as the exit rows 20 and 21.

Hollywood Burbank Airport Executive Director Frank Miller said, "I am very pleased with the announcement of service from Burbank to Colorado Springs as Avelo continues to provide our region with convenient non-stop air service to new markets."

Recreational Destinations Avelo will initially serve a collection of beautiful and relaxing destinations that are currently unserved from BUR. Avelo's inaugural routes focus on outdoor recreation, national parks, and coastal and mountain terrain – as well as providing air service for an increasing population of remote workers:

Avelo will serve LA's most popular airport – Hollywood-Burbank Airport (BUR), introducing a more convenient, affordable and reliable option for visiting Southern California. At the same time, Colorado Springs Airport offers a refreshingly fast, smooth and welcoming hometown airport experience.

The airport's adjacency to major highways and other large cities makes it the region's most convenient, comfortable and travel-friendly airport. America's Affordable and Convenient AirlineAvelo was founded with a vision to help its Customers save money and time.

Since taking flight on April 28, 2021, Avelo has flown more than 1.7 million Customers on more than 14,000 flights. Flight 101 of Avelo Airlines, a Boeing 737-800, took off on the morning of April 28 from Burbank (BUR.) It landed about an hour later at Charles M. Schulz–Sonoma County Airport (STS) in California wine country.

The first new US airline in 15 years had taken flight with paying customers. Avelo Airlines launched operations in 2021. As it starts 2022, it has announced it raised $42 million in Series B funding. This second round of funding increases the airline's invested capital base to over $160 million.

The money will help the airline continue to invest in the airline as it plans to more than double its fleet and network in 2022. Avelo will offer everyday low fares coupled with a smooth and convenient travel experience, flying non-stop unserved routes between BUR and 11 destinations across the Western U.S.

Flights are open for booking at aveloair.com starting today at 8 a.m. PDT / 11 a.m. EDT, taking flight starting April 28, 2021 with current availability through Sept. 15, 2021. Whether travelers are departing or arriving, BUR offers a refreshingly convenient and hassle-free experience.

Named the 2019 “Best U.S. Airport” by Fodor's Travel, BUR features include seamless curbside pickup and drop-off, smaller crowds, unrivaled speed for plane-to-carousel bag delivery, faster TSA security lines, and short walking distances between the terminal and ground transportation, parking, and

rental cars (instead of the time-consuming shuttle buses required at LA's much larger airport). All of this makes BUR the ultra-convenient, stress-free gateway to LA. Pay Less. Travel More The airline will initially operate single-class, fuel-efficient 189-seat Boeing 737-800 aircraft – offering a more comfortable experience than the regional aircraft often utilized by the airports Avelo serves.

Avelo's surprisingly low everyday fares include no change fees or call center fees for customers who choose to make reservations by phone. Avelo's employees have been working remotely from Florida, Texas, California, New York, and other locations to launch the new carrier.

Many have years of airline experience, like the former People Express employee who talked about carrying a briefcase on board to collect the thousands of dollars customers paid the cash-only airline for food, drinks and fees.

The fledgling airline has grabbed attention with one-way fares starting at $19, but even non-promotional fares for the 385-mile flight currently top out around $60. Routes like Burbank to Sonoma will be served by 189-seat Boeing 737-800 aircraft that can presumably be packed with leisure travelers, although the middle seats were blocked on Flight 101. Charles M. Schulz–Sonoma County Airport, for example, (named

for the local cartoonist and 'father' of Snoopy) is within minutes of dozens of wineries, half an hour away from towering redwoods and views of 50 miles of Pacific coast. Sitting inside a Boeing Co. 737 before the inaugural flight of Avelo Airlines from Hollywood Burbank ... [+] Airport (BUR) to Charles M. Schulz-Sonoma County Airport in Santa Rosa (STS) on April 28, 2021 in Burbank, California.

- Avelo Airlines begins low-cost carrier service with a fleet of Boeing Co. 737 aircraft as leisure travel resumes after the Covid-19 pandemic stunned the global airline industry. (Photo by Patrick T. FALLON / AFP) (Photo by PATRICK T. FALLON / AFP via Getty Images)

There's a single mesh seat-back pocket that's quite flimsy, so don't expect to store more than a magazine or water bottle there. Instead, you could put a laptop or iPad in the seat's built-in literature pocket.

Avelo has announced it raised $42 million in Series B funding. The Series A funding raised approximately $125 million and closed in January 2020, helping give the airline the initial base to acquire aircraft and start operations.

The $42 million from Series B provides the carrier an added cushion to continue investing in the airline. Avelo officially launched services on April 28th, 2021. The airline chose Hollywood Burbank Airport (BUR) in the Los Angeles area as its first base and has maintained a sizable presence at the airport.

On November 3rd, the airline turned its eyes to the East Coast, with its second base at Tweed-New Haven Airport (HVN), connecting Connecticut to top leisure gateways in Florida.

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Attritable Aircraft

Attritable Aircraft - Overall, Fendley said at the Air, Space, Cyber conference that he believes Kratos’ core business philosophies will provide advantages and different opportunities over its competitors in the future. This would be especially true if U.S. defense spending flatlines or even contracts in the coming years, as there have been many indications that it will. He added that much of how Kratos, a relatively small company, operates has been driven over the years by the need to maximize what it can do with its own internal funding, rather than relying on U.S. government contracts.

"So you have to design to cost, which is one piece, then you look at it and say, okay, we're designing to cost here, but we just figured out that for one more dollar we can add 20 percent to this part of [the] performance, we should do that," he added. "And, oh, by the way, we can subtract two percent on this performance parameter and save 20 percent of the cost of this production item, so we should do that."

Attritable Aircraft

At the same time, at the Air Force Association conference, representatives from another aviation company had told The War Zone that they were seeing a shift in the Air Force's language away from attritable and toward affordable. When asked about this, Fendley said he had not observed this trend himself, but that it was his opinion that it made good sense to focus on providing certain capabilities affordably, rather than putting the primary emphasis on the total service life of a low-cost platform.

About The Insider

No pictures or artwork related to the OBSS program has publicly emerged so far. At the Air Force Association's annual Air, Space, and Cyber Conference in September, Steve Fendley, President of Kratos' Unmanned Systems Division, confirmed to The War Zone that it is not related to any of its existing designs, but could not provide any additional details. This would make sense given that we now know that this new unmanned aircraft can take off and land conventionally, unlike Kratos public offerings, all of which are launched via catapults and have parachute recovery systems.

The War Zone has previously raised many similar questions with regard to the Air Force's proposed Digital Century Series concept, which had envisioned the rapid development and acquisition of small batches of combat aircraft with relatively short expected service lives. Public discussion of this idea, including by the Air Force itself, has dropped off significantly since the departure of its chief advocate, former Assistant Secretary of the Air Force for Acquisition, Technology, and Logistics Will Roper, in January.

Meanwhile, the Air Force imagines future variants deriving from a common, government-owned system architecture, enabling the service to quickly evolve in response to changing requirements. This vision demands an efficient acquisition model that allows different aircraft to use the same hardware and software components, which AFRL already explored under the low-cost attritable platform sharing program.

The OBSS vehicle is intended to be an affordable, highly modular conventional takeoff and landing jet-powered UAS [unmanned aircraft system]. The Kratos OBSS solution incorporates innovative manufacturing techniques that enhance its ability not only to provide significant performance for sensor extension missions for manned jet aircraft, but also will accommodate significant offensive weapons volume to also act as a weapons bay extension for manned aircraft. OBSS is a new addition to the Kratos family of low-cost Autonomous Collaborative Platforms (ACP) designed to employ weapons, sensors, and other effects that generate affordable, force multiplier combat power with a forward force posture.

As AFRL's Doug Meador noted earlier this month with regards to the DMAAPS program, the Air Force has, at least in the past, viewed attritable designs as critical to allow for the acquisition of advanced aircraft and munitions in the kinds of volumes that would be necessary to sustain future conflicts, especially high-end fights against near-peer competitors, such as Russia or China. Otherwise, attempting to do so, especially during a crisis, could be cost-prohibitive and overly time-consuming. OBSS, like DMAAPS, appears to be, at least in part, about crafting new and improved design and manufacturing processes with an eye toward high-volume production, as well as developing the unmanned aircraft itself.

AFRL already showed the ability to achieve affordability and swift production in this class of air vehicles under the low-cost attritable strike demonstration program, according to a statement of objectives. That effort informed the Skyborg manned-unmanned teaming experiments the Air Force is planning with prototypes from Boeing, General Atomics and Kratos.

has typically defined attritable as a platform — whether a drone or something else — designed to balance capabilities and low cost in such a way that commanders would be comfortable employing it in higher-risk scenarios that might otherwise preclude the use of something more costly and technologically advanced.

This understanding would fit well with the Air Force's unexpected decision to send its first XQ-58A Valkryie to the National Museum of the U.S. Air Force at Wright-Patterson Air Force Base earlier this year after just a handful of flights. Kratos had originally developed the Valkryie for the Air Force under the Low Cost Attritable Aircraft Technology (LCAAT) program. Novel design and manufacturing concepts were important components of the LCAAT effort, in addition to flight testing an attritable design.

"If we develop, and let's just pick Valkyrie, we develop an attritable aircraft, that means that after some number of missions or flights they would accept if the airplane didn't come back," he explained. "I can't design an airplane to be good for five flights, right?"

Leveraging new digital engineering capabilities, a growing general trend in the military aerospace industry, to help accelerate design and production processes, while also keeping costs low, is another part of this puzzle. "Kratos’ industry-leading digital engineering (DE) framework for high-performance jet UAS will be used to develop, mature, leverage, and integrate system-ready technologies and supplement its DE framework with prudent early ground and flight demonstrations and experiments," the company's OBSS press release said. Fendley had previously told The War Zone that there was still a critical need to balance work in the virtual space with real-world prototyping, something that other companies have espoused, as well.

"Expendable means, and I think this is consistent between the Air Force and industry, expendable means I'm going to fire it one time or launch it one time and it's going to do one mission, its finished," Kratos' Fendley told The War Zone in September. "Attritable means it's going to have some limited life or limited number of missions, whether that's one or 10 or a hundred, I don't know. Exquisite means I really want it to be around forever."

"I would say that the programs we've been on and the requirements we've seen, there typically is a desire, at least, that says we would like this to be good for x number of hours or x number of missions," he continued. "So, kind of a threshold, it's that it needs to be able to support this many missions or this many hours."

"The design and manufacturing of OBSS will incorporate scalable and responsive manufacturing technologies," the notice states. "This program will continue to validate low-cost design and manufacturing approaches for the attritable class of aircraft through flight demonstration."

Fendley also called into question whether you'd ever want to design aircraft with these kinds of parameters in mind. "So, over time, this, let's just use attritable, let's say bring an attritable system that's good for 50 missions. Guess what happens over time? Boy, budgets are getting tighter and tighter, we want it to last for 75 missions now. Darnit, we didn't design it for that," he said.

All told, we will hopefully continue to learn more about OBSS and Kratos' new drone design as time goes on now that this contract has been awarded. In the meantime, it is increasingly apparent that this program is indicative of emerging discussion within the Air Force about affordability and what that means, especially for advanced unmanned aircraft.

The Pentagon first announced that the Air Force Research Laboratory (AFRL) had awarded Kratos the OBSS contract late yesterday in a daily contracting notice. The deal has a base value of just under $17.7 million, with an additional option that, if exercised, would add another $31.4 million. That option would also extend the contract's period of performance from 12 months to 27 months. The existence of the OBSS project — and that Kratos was among the contenders — first emerged in August, and you can read more about what could be gleaned about this project at that time in the War Zone's initial reporting. It's not clear how many other companies submitted proposals or if any of them will also receive contracts.

Separately, earlier this month, the Air Force announced a test of "a low-cost attritable aircraft fuselage and wings design" that "aimed to compare the structural strength and stiffness ... using novel manufacturing processes versus a traditional aerospace M&P [Materials and Manufacturing Processes] approach." Kratos is involved in that program, which is called the Design for Manufacture of Attritable Aircraft Primary Structure (DMAAPS), together with A&P Technology, Hawthorn Composites, and the University of Dayton Research Institute (UDRI). The Air Force Research Laboratory is in charge of DMAAPS and has said it is related to the ACP effort.

“Autonomous Collaborative Platforms (ACPs) will play an increasingly important role in various air force missions,” Doug Meador, the ACP Air Vehicles Portfolio manager within AFRL's Aerospace Systems Directorate, said in a statement. “The main tenets of ACPs are autonomy, affordability, speed of design and build, and mission effectiveness. DMAAPS directly addresses affordability and speed of design and build, which are critical to our ability to develop these systems in large numbers and present a military challenge to peer adversaries.”

Fendley made clear that the performance per cost metric is something Kratos' design and manufacturing teams are "laser-focused on." Though the company has described many of its products, such as the Valkyrie, as attritable, its statements have often focused on how it is keeping actual unit costs low. For instance, it has said in the past that one of its goals has been to drive the price of a single XQ-58A down to around $2 million as production of those drones ramps up. Low-cost, but still very capable jet engines produced by Technical Directions Inc. (TDI), a division of Kratos, a been a major part of the company's efforts to reduce the price points of its products.

The U.S. Air Force has awarded drone maker Kratos a contract to develop and flight test an unmanned aircraft as part of the secretive Off-Board Sensing Station program, or OBSS. Details about the OBSS project remain limited, but the effort has a clear, overarching focus on affordability. There are indications that this reflects a broader shift in how the Air Force views so-called "attritable" platforms, something Kratos has previously told The War Zone that it is already well prepared for on the design and manufacturing fronts.

Inside Defense, from the award-winning Inside the Pentagon family of newsletters, is the nation's best online news service for defense and aerospace professionals. We specialize in exclusive, hard-hitting news on Defense Department programs, procurement and policymaking.

Though we still have much to learn about OBSS and its goals, as well as Kratos' submitted design, it is obvious that affordability is a key consideration for the program. Beyond that, interestingly, both the Pentagon's contracting announcement and Kratos' press release do not use the word "attritable," despite the Air Force and this company using that term to describe OBSS in the past.

AFRL now wants to flight test an "off board sensing station" (OBSS) attritable aircraft variant that's "designed for limited life in terms of years, not decades, with no depot maintenance and limited field maintenance considerations," according to the notice.

AFRL expects to award $18 million contracts in August to two companies for a one-year base effort, according to the solicitation. Both deals will include a $31.5 million, 15-month option effort, but the lab only plans to exercise this additional work on one of the contracts.

In December 2020, the Air Force announced that it had hired Kratos, along with Boeing and General Atomics, to build unmanned aircraft to carry the Skyborg suite of systems. At least one modified Kratos UTAP-22 Mako unmanned aircraft, a loyal wingman-type design, has already been employed in Skyborg-related testing. The service has been experimenting with Kratos' stealthy XQ-58A drones in other capacities, including as aerial communications gateways, as well. The War Zone has reached out to Kratos to see what, if any, relationship OBSS may have to its work under Skyborg.

As with Kratos' deal, GA-ASI's contract is "for the design, development, and flight demonstration in an open architecture aircraft concept to achieve the goals of rapid time-to-market and low acquisition cost." Steve Trimble, Aviation Week's Defense Editor, has also reported that the Air Force plans to pick one company to advance to a follow-on flight demonstration phase after the initial contract period.

This description is well in line with various publicly known projects the Air Force is working on with regard to advanced manned-unmanned teaming capabilities. The best known of those efforts is AFRL's Skyborg program. The central goal of that effort is to develop an artificial intelligence (AI) driven "computer brain," along with a suite of associated systems, which will be able to fly semi-autonomous "loyal wingman" type drones networked with manned aircraft, and potentially fully autonomous unmanned combat air vehicles (UCAV).

Today's daily contracting announcement from the Pentagon includes an entry showing that General Atomics Aeronautical Systems, Inc. (GA-ASI) has now also received a contract as part of the OBSS program. Its initial award for the first 12 months of work is valued at nearly $17.8 million, with its potential 15-month-long option period being worth almost $32 million.

"Affordable is dependent on the application, but that kind of makes more sense," Fendley said on the sidelines of the Air Force Association conference. "If the requirement is affordable, I would say it's very clearly then the government is stating there must be a design that costs" a certain amount and that "they would have to define what that number is."

A press release from Kratos, which says that OBSS has a focus on manned-unmanned teaming and that AFRL is conducting the project as part of its "Autonomous Collaborative Platforms (ACP) technology maturation portfolio," describes its design as follows:

The INSIDER is a daily news digest from Inside Defense. Every business day, the INSIDER delivers news and notes on the Defense Department, Congress and the defense industry. And every day, we send you highlights via email.

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Be 95 Aircraft

Be 95 Aircraft - Aircraft Bluebook values ​​all aircraft assuming all engines are at midtime; the number in this box is 1/2 of TBO. Enter the actual number of hours since overhaul to calculate and addition or deduction on a specific engine.

Select a company from the Manufacturer menu above. Find and check the appropriate mod(s) that need to be added and enter the appropriate price and select the 'Adjust Cost' button below. The checked mods and corresponding values ​​will be entered

Be 95 Aircraft

on the appraisal sheet where they can also be deleted if needed. Multiple mods from multiple manufacturers can be added as required by repeating the steps. In order to deliver a personalized, responsive service and to improve the site, we remember and store

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To find out more about the way Informa uses cookies please go to our Cookie Policy page. The Aircraft Bluebook is designed and developed as a service for the purchasers thereof to assist them in arriving at the fair market value of listed aircraft

herein, but is intended only as a guide and is not to be considered to reflect all factors involved in the appraisal process of any particular aircraft. All prices in the Digest are considered a representative average.

STC modifications that are not issued or engineered by the manufacturer (OEM) may not be supported by the OEM. Aircraft owners having aircraft with such STC modifications installed that are not approved by the OEM may find limited service, or no service availability

through the OEM's service providers to that portion of the aircraft modified. In addition, certain support, in the way of original parts, may not be applicable as a result of such STC modifications. Check with the OEM regarding support of STCs that may fall into this category.

The information here is prepared from many sources, is edited, and believed to be correct. The publishers do not warrant the accuracy of the source material and assume no responsibility to any person or persons in connection

with the use of this guide. In case of error or omission, the liability of the company, if any, is limited and many not, in any event, exceed the amount paid for the service during the period covered by the guide in which the error or

omission occurred. Ultimately, it is left to the discretion of the Bluebook user to adjust an aircraft's value using the PCA definition. Real time market conditions must always be considered. In the final analysis, a conclusion of value should always be supported by a consensus among parties involved in the transaction of a PCA aircraft.

The Aircraft Bluebook – Price Digest classifies as PCA an aircraft based on its superior characteristics when compared to an identical aircraft with normal wear and tear. PCA factors may include but are not limited to: brand new, high quality paint and interior, significant airframe and avionics upgrades/modifications, a high level restoration if older than 35 years, and an unblemished history with excellent (and complete) records.

A PCA will have extraordinary attributes that will contribute to its reliability, comfort, appearance and performance.

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Beech Aircraft Models

Beech Aircraft Models - Beech D17A [NC582] (K O Eckland) D17A 1939 (ATC 713) = 4pCB rg; 350hp Wright R-975-3; span: 32'0" length: 26'11" load: 1733# v: 180/170/50 range: 850. First of the lengthened fuselage models (D-17 through E-17). $16,350;

POP: 8, of which 1 to USAAF as UC-43F. D17R 1937 (ATC 638) = 4pCB rg; 420hp Wright; span: 32'0" length: 26'11" load: 1680# w: 211/202/60 range: 825. $18,870; POP: 28, of which 13 to USAAF as UC-43A, plus 2 conversions from D17W [NC17081, NR18562].

Beech Aircraft Models

The Denali turboprop's flight deck takes full advantage of today's technology: Garmin G3000 touchscreen controls and optional wireless connectivity. Add in the Denali turboprop's Full Authority Digital Engine and Propeller Control along with the Garmin integrated autothrottle and single-power lever, you have an easy flying experience unlike anything else.

An Aircraft As Intuitive As The People Who Fly It

Roger that? List of all Beechcraft airplanes and aircraft types, with images, specs, and other information. These active and retired Beechcraft planes are listed in alphabetical order, but if you're looking for a particular aircraft you can look for it using the "search" bar.

The Beechcraft aircraft on this list include all planes, jets, helicopters, and other flying vehicles ever made by Beechcraft. Unless you're an aviation expert you probably can't think of every aircraft made by Beechcraft, so use this list to find a few popular Beechcraft planes and helicopters that have been used a lot in the course of history.

Since its incorporation in 1932, Beech Aircraft was a successful builder of civil and military aircraft. After Walter Beech's death in 1950, his wife and co-founder, Olive Ann, became president and chairman of Beech, and she continued the profitable aircraft production lines while also diversifying into other aerospace endeavours.

In 1959, Beech Aircraft introduced the Model 65 Queen Air to fill the gap between the six-seat twin-Bonanza, a derivative of the single-engine Bonanza introduced in 1947, and the Super 18, a deluxe version of the classic Beech 18.

Beechcraft Denali

The Queen Air featured the low-wing, all-metal, tricycle design typical of Beech's post-war aircraft, carried seven to nine passengers, and featured two horizontally-opposed 340-hp Lycoming engines. Subsequent improvements included a swept tail and a pressurized fuselage, but when turboprop engines were added to a Queen Air 88 in 1964, it was re-designated the King Air 90.

Length - 48 ft 9 in (14.9 m) Height - 15 ft 2 in (4.6 m) Beech B17R [NC15815] (Dan Shumaker coll) B17R 1935 (ATC 579) = Similar to B17E with 420hp Wright R-975-E3; load: 1362# v: 211/202/55 range: 760 ceiling: 22,000'.

$14,500; POP: 16, of which 3 to USAAF as C-43H; 1 converted from B17E [NC14413]. B17B, SB17B 1934 (ATC 560) = 4-5pCB rg; 285hp Jacobs R-830-1 (L-5); span: 32'0" length: 24'6" load: 1300# w: 185/173/45 range: 500 ceiling: 18,000'.

$9,000; POP: 2 [NC14408, CZ116], the latter converted to B17L. First of the folding-gear Staggerwings. SB17B was the twin-float designation. Rather than investing in new and expensive technology, Beech built an improved and marketable business aircraft from its existing production line.

Beechcraft King Air

The aircraft displayed here, LJ-34, began as a Queen Air that was upgraded with Pratt and Whitney PT6A-6 turboprop engines, a design that soon became the C-90. Several companies operated it for a total of more than 7,000 hours of service.

Beech C-45G [51-11897] (USAF Museum) Beech C-45G Volpar post-war mod [N8823Z] (Ed Coates) C-45G 1951 = 6p with autopilot, remanufactured and upgraded from existing stock of RC-45A, C-45F, AT-7, and AT-11, and assigned new serial numbers.

POP: 468. 18R 1940 = Two 420hp Wright R-975. POP: 6 delivered to the Nationalist Chinese government as M18R (aka AT18R) with bomb racks, machineguns and a bombardier position in the nose, 1 delivered to Sweden equipped as a flying hospital.

Six M-18R appeared on the US civil register [NX25474/25479], possibly the Chinese airplanes. B17E 1935 (ATC 566) = 4-5pCB rg; 285hp Wright R-760-E1; span: 32'0" length: 24'5" load: 1263# w: 185/165/50 range: 680 ceiling: 18,000'. $12,980;

POP: 4 [NC12593, NC14413, NC14458, NC15412], the second of which was converted to B17R. Beech E17L [N41663] (K O Eckland coll) E17B, SE17B 1937 (ATC 641) = 4-5pCB rg; 285hp Jacobs L-5; span: 32'0" length: 25'11" load: 1270# v: 188/177/50 range: 700. $10,490, $12,380 in 1939;

POP: about 52, of which 31 to USAAF as UC-43D. Beech C17E Japanese assembly (R M Bueschel via R T Smith) C17E 1936 (ATC 615) = 4pCB rg; 285hp Wright R-760-E1; load: 1550# v: 185/165/48 range: 865. POP: 1 [NC15487], plus 2 exported to Japan [NC15836=JBAOI, x] in 1937, resulting in Japanese construction under license of 20 C17Es from 1938-40

. Preliminary design work was done in Japan on a proposed gold-wing biplane fighter as A17J, based on A17F, but nothing ever came of it. Beech A17F [NC12583] (Dan Shumaker coll) A17F, A17J 1934 (ATC 548) = 4pCB;

650hp Wright R-1820-F11 Cyclone; span: 34'6" length: 24'2" load: 1915# v: 240/212/65 range: 780 ceiling: 18,500'. $24,500; POP: 1, purchased by Howard Hughes for 1937-38 Bendix races [NX/NC/NR12583] (p: Bob Perlick)—it did not compete and soon disappeared into his collection, but persistent rumors have it as still stored somewhere.

The BEECHCRAFT DENALI turboprop is a breath of fresh air; it's a brand-new, high-performance, single-engine turboprop that changes everything. Designed with more performance, more versatility, lower operating costs, smarter cabin space and a superior service network, the Beechcraft Denali turboprop is the culmination of 90 years of innovation.

In August 1963, Beech Aircraft announced the King Air design to meet the requirements of executive and corporate business travel for six to nine passengers, using turboprop engines to bridge the gap between piston-power and jet aircraft.

The first King Air, powered by Pratt & Whitney Canada PT6A-6 engines, flew on January 20, 1964 and, after the prototype completed a 230-hour test program, the design received its type certificate on May 27, 1964. The first production

aircraft deliveries began in late 1964. Beech B17L [N12592] (Larry DiRicco) Beech SB17L [NC15402] B17L, SB17L 1934 (ATC 560) = Low-end version of B17 series with 225hp Jacobs L-4; load: 1350# w: 166/152/45 range: 560 ceiling: 15,500'.

$8,000-8,550; POP: 45. SB17L was the first Staggerwing on floats. The Beechcraft King Air is the world's most popular turboprop aircraft. Beech Aircraft developed the King Air in 1964 as a compromise between piston-engine and jet aircraft;

it could fly farther and higher than piston-engine aircraft yet land on the short runways of most small airports. The design remains the primary business aircraft for small to mid-size companies and part of the flight inventories of larger corporations.

Beech 18-S [NC19452] (John Myers) 18S 1939 (ATC 710) = 8p with 450hp P&W Wasp; length: 34'3" load: 2450# v: 240/220/60 range: 1000. POP: total 5,200. To AAC/AAF as AT-7, AT-11, C-45, and F-2; to USN

as JRB-1 and SNB-1. In total, the Beech 18 line had 32 variants, and more than 9,000 civil and military planes had been built when the last one (a Super 18H) rolled off the assembly line on 11/26/

69, accounting for the longest production run in aviation history! Beech D50 [N295DE] (William T Larkins) D50 1956 = 6p with two 295hp GO-480-G206; span: 45'4" length: 31'7" load: 2200# v: 214/203/71 range: 1650 ceiling: 20,000'.

POP: 154. Subclasses through 1961 were D50A with 285hp GO-480-Gs (POP: 44), D50B (POP: 38), D50C (POP: 64), and D50E (POP: 47). Beech C17L [NC15846] (Dan Shumaker coll) C17L 1936 (ATC 602) = 4pCB rg; 225hp Jacobs L-4;

load: 1340# w: 175/166/45 range: range: 560. $8,550; POP: 5, of which 3 to USAAF as UC-43J, 1 converted to C17B [NC16441]. Rather than investing in a completely new and expensive technology, Beech built a vastly improved and marketable business aircraft from its existing production line.

After the King Air's initial success, Beech concentrated on continuous upgrades to appeal to a range of executive and corporate needs. Sophisticated electronics packages, increased cabin space, and finer interior amenities in Models 90, 100, 200, 300, and 350 provide comfortable working and transport environments for business travelers.

Newer models are longer and sport T-tails, but the basic configuration remains the same and continues to appeal as a new or previously owned medium-range aircraft. In addition to the airframe, the Pratt & Whitney Canada PT6A turboprop engine family consistently provides a high level of performance and reliability.

Nearly 40 years since its introduction, the King Air series is still the king of the turboprops and fills a significant niche in the business aviation marketplace. The Beech King Air is the world's most popular turboprop aircraft.

Beech Aircraft Corporation developed the King Air in 1964 as a compromise between piston-engine and jet aircraft and the design quickly found success. The King Air can fly farther and higher than piston-engine aircraft, and, unlike many jets, it can land on the short runways of most small airports.

With the three different models, including the C90B, still in production in 2001, this aircraft remains the primary business aircraft for small to mid-size companies, and it is an integral part of the flight inventories of many larger corporations.

Beech D17S Ross Hadley entertains crowd at Tex Rankin Air Show, Alameda 1939 [NC18776] (William T Larkins) Beech SD17S [NC18562] (Gene Palmer coll) D17S, SD17S 1937 (ATC 649) = 4pCB rg; 450hp P&W R-985 Wasp; span: 32'0" length: 25'11" load: 1680# w: 212/202/55 range: 800. $18,870;

POP: about 50, of which 13 to USAAF as UC-43/UC-43B, 11 to USN as GB-1. SD17S was float plane. The last D17S [NC34R] became the prototype for the G17S. 1925: Travel Air Corp formed by Walter H Beech, Clyde Cessna, and Lloyd Stearman.

Apr 1932: Beech Aircraft Co, Wichita KS. 1936: Beech Aircraft Corp. Olive Ann Beech as president after the death of Walter Beech on 11/29/50. 1979: Acquired by Raytheon Corp as Raytheon-Beech Aircraft Co. 1993: Raytheon Aircraft Co.

1998: Raytheon Aerospace. 3/26/07: Hawker Beechcraft Corp. Beech E18S (Eric Paslick) E18S Executive Super Twin aka Super 18 1953 (ATC 765) = 9p with 450hp P&W R-985 Wasp Jr; span: 49'8" length: 35'3" load: 3330# w: 234/215/70 range: 1500;

ff: 12/10/53. $61,500; POP: 464. Replaced in 1962 by H18. Beech C17B [NC47024] (Dan Shumaker coll) Beech SC17B [NC17078] (Ralph Nortell) C17B, SC17B 1936 (ATC 602) = 4pCB rg; 285hp Jacobs L-5; span: 32'0" length: 24'5" w: 185/165/45 range: 480-680.

$9,250; POP: 39, including conversions to C17L, of which 10 to USAAF as UC-43G. SC17B was twin-float version, with 1 built as experimental amphibian [NC16440]. Beech King Air C90B (Raytheon-Beech) C90B 1991 = 6-12p with two 550hp P&W-Canada PT6A-21;

span: 50'3" length: 35'6" load: 3290# v: 283 range: 1512. Four-blade props, reduced cabin noise level. POP: unc. In March 1992, Beechcraft's 50,000th aircraft delivery was a C-90B. Beech H18 Panel H18 1962 = 10p with two 450hp P&W R-985 Wasp Jr.

$179,500; POP: 149. The last of the "Twin 18s." Tricycle gear version by Pacific Airmotive Corp in 1963 as Tradewind; other conversions were Hamilton Westwind and Volpar Turboliner. The BEECHCRAFT family is growing once more as the Beechcraft DENALI single-engine turboprop joins the legendary line-up.

This high-performance aircraft exemplifies the luxury, durability, and class that is found in our Beechcraft products. Designed with more range, more efficiency, less maintenance, lower operating costs, advanced flight deck, smarter cabin space and a superior service network, the Beechcraft Denali turboprop will rise above the competition.

Beech D17W [NC18562] (Dan Shumaker coll) D17W 1937 = Experimental with 525-600hp supercharged P&W R-985-SC-G Wasp. POP: 2; 1 for Jacqueline Cochran to set speed and altitude records in 1937-38 [NX/NR18562], and 1 for Frank Hawks [NC17081], later repowered with 420hp Wright R-975.

Both converted to D17R, with the former serving in the USAAF as UC-43K, and the latter in the USN as GB-1. L-23F, U-8F (Queen Air) (TC 3A20) 1962 = Military 65/70. POP: -- [58-1354/1356, 60-3453/3463, -5386/5390, 61-2426/2430, 62-3832/3875, 63-12902 (also as YU-21), -13636/13637,

66-15365], 1 for Pakistan [63-7975], and 3 impounded drug-runners [81-13658/13659, 83-24370], the latter returned to service as QA-65. Beech SNB-5 [09771] (Natl Museum of Naval Aviation) SNB-5 Expeditor, TC-45J 1951 (ATC 765) = SNB-2 modified to USAF C-45G standards with two R-985-AN-3s and constant-speed, full-feathering props;

new gear struts, wheels and brakes; heavier wing center section; autopilot, new instrument panel. Redesignated TC-45J in 1962. Staggerwing with OX-5? SIDE-VIEW COMPARISONS 17 - 4-5pCB. Start of the distinctive "Staggerwing" production that would continue until 1949. Why the "17" designation?

Since "16" was the design number of the last Travel Air, Walter Beech thought it logical to continue this sequence in his new endeavours. POP total all 17s: 781, including 105 to USAF and 320 to USN, excluding 20 built in Japan as C17E.

SEE Staggerwings in the USAAF.

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