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105 lines
5.2 KiB
Plaintext
105 lines
5.2 KiB
Plaintext
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SPY PLANE USED AT WACO
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The Islander was conceived in the early 1960s by the original
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Britten-Norman company founded by John Britten and Desmond Norman,
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in an effort to produce a very simple, light twin-engined transport
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for third-level and commuter airlines. The company had a 25 per
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cent interest in Cameroon Air Transport and the BN-2, as the new
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twin was designated, was designed specifically to meet the needs
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of that company, which was regarded as typical of many through t
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the world which needed an aircraft with 6-10 seats, good take-off
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performance, low purchase cost, low operating costs and easy
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maintenance. Featuring a high-mounted, untapered and strutted
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wing, fixed landing gear and unusual 'wall-to-wall' seating in the
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fuselage, with three access doors (two to port and one to
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starboard), the BN-2 prototype was powered by a pair of 210hp
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(157kW) Continental IO-360-B engines and flew on 13 June 1865.
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With a span of 45ft (13.7m) and gross weight of 4,750lb (2,155kg),
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it was later fitted with 260hp (194kW) Lycoming )-540-E engines,
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with which it flew on 17 December 1965, the span then being
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increased to 49ft (14.9m) and gross weight to 5,700lb (2,585kg).
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A production prototype to similar specification flew on 20 August
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1966. After it had encountered financial difficulties in 1972, the
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Britten-Norman company was acquired by the Fairey Group, but the
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latter also went into receivership in 1977, whereafter the Britten-
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Norman designs and facilities at Bembridge in the Isle of Wight
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were acquired by Pilatus, part of the Swiss Oerlikon-B hrle
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manufacturing group.
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VARIANTS
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The first production standard of Islander, as the BN-2, was
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similar to the prototype in its modified form, the first aircraft
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flying on 24 April 1967. In June 1969, the production standard
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became the BN-2A, with a number of product improvements, a further
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change to BN-2B being made in 1978 with higher landing weight and
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improved interior design. Both the BN-2A and BN-2B were made
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available in a number of subvariants, the most significant options
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being [one line missing] flown on 30 April 1970): Riley-Rajay
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superchargers on standard O-540 engines; extended-span wing tips
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containing extra fuel tankage; and a long-nosed BN-2S with two more
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seats in the cabin, replacing baggage stowage space that was
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provided, instead, in the nose (first flown 22 August 1972). A
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series of suffix numbers added to the Bn-2A and BN-2B designations
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indicated these and other options, such as revised wing leading-
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edge camber to meet US certification requirements, drooped flaps
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for better single-engined climb, and (the -20 series) a higher
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gross weight. On 6 April 1977, the BN-2A-40 prototype flew with
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600shp (448kW) Lycoming LTP [one line missing] Islander. The BN-
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2T prototype first flew on 2 August 1950 and many of the previously
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described options are also available on this model. Specifically
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military versions are known as Defenders.
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SERVICE USE
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The BN-2 Islander received British certification on 10 August
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1967 and first deliveries were made on 13 and 15 August
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respectively, to Glosair and Loganair. FAA approval on 19 December
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1967 was followed by first deliveries to the USA in January 1968.
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The BN-2T Turbine Islander obtained UK certification in May 1981
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and US approval (to FAR Pt 23) on 15 July 1982.
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[Box}
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SPECIFICATION
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(BN-2T Turbine Islander)
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Power Plant: Two Allison 250-B17C turboprops each rated at 400shp
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(298kW) thermal capacity and flat-rated at 320 shp (238.5kW) with
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Hartzell three-blade constant-speed, fully-feathering propellers
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of 6ft 8in (2.03m) diameter. Fuel capacity, standard, 108 Imp gal
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(492l).
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Performance: MAx operating speed, 152kts (315km/h) at 10,000ft
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(3,050m) and 154kts (285km/h) at sea level; cruising speed at 72
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per cent power, 150kts (278km/h) at 10,000ft (3,050m) and 142kts
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(283km/h) at 5,000ft (1,525m); Initial rate of climb, 1,050 ft/min
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(5.3m/sec); service ceiling, over 25,000ft (7,620m); take-off
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distance to 50ft (15.2m), 1,250ft (380m); landing distance from
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50ft (15.2m), 1,115ft (340m); range with max payload, no reserves,
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141 naut mls (261km); range with max fuel, IFR reservers, 590 naut
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mls.
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Weights: Empty equipped weight, 4,040lb (1,832kg); max payload,
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2,454lb (1,113kg); payload with max fuel, 1,340lb (608kg); max
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take-off weight, 7,000lb (3,175kg); max landing weight, 6,800lb
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(3,084kg); max zero-fuel weight, 6,200lb (2,857kg).
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Dimensions: Span, standard tips, 49ft 0in (14.9m) or, extended
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tips with fuel tankage 53ft 0in (16.15m); overall length, standard
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nose, 35ft 7 3/4 in (10.87m) or, with weather radar nose, 36ft 3
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3/4 in (11.07m); overall height, 13ft 8 3/4in (4.18m); sweepback,
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nil; wing area, standard tips, 325.0 sq ft (30.19sq m) or, with
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extended tips, 337.0sq ft (31.31 sq m).
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Accommodation: Cabin length, 10ft 0in (3.05m), max width 3 ft 7in
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(1.09m); max height, 4ft 2in (1.27m). Accommodation for up to 10
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occupants (including pilot), on two individual side-by-side seats
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and four bench-type seats, with no aisle. Access to seat row
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through individual doors. Up to 49cu ft (1.39 cu m) of baggage
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volume, plus optional nose compartment with 22 cu ft (0.62cu m)
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capacity; maximum cabin freight capacity (no passenger seats), 166
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cu ft (4.70cu m).
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