mirror of
https://github.com/nhammer514/textfiles-politics.git
synced 2024-12-18 04:04:34 -05:00
105 lines
5.2 KiB
Plaintext
105 lines
5.2 KiB
Plaintext
SPY PLANE USED AT WACO
|
||
|
||
The Islander was conceived in the early 1960s by the original
|
||
Britten-Norman company founded by John Britten and Desmond Norman,
|
||
in an effort to produce a very simple, light twin-engined transport
|
||
for third-level and commuter airlines. The company had a 25 per
|
||
cent interest in Cameroon Air Transport and the BN-2, as the new
|
||
twin was designated, was designed specifically to meet the needs
|
||
of that company, which was regarded as typical of many through t
|
||
the world which needed an aircraft with 6-10 seats, good take-off
|
||
performance, low purchase cost, low operating costs and easy
|
||
maintenance. Featuring a high-mounted, untapered and strutted
|
||
wing, fixed landing gear and unusual 'wall-to-wall' seating in the
|
||
fuselage, with three access doors (two to port and one to
|
||
starboard), the BN-2 prototype was powered by a pair of 210hp
|
||
(157kW) Continental IO-360-B engines and flew on 13 June 1865.
|
||
With a span of 45ft (13.7m) and gross weight of 4,750lb (2,155kg),
|
||
it was later fitted with 260hp (194kW) Lycoming )-540-E engines,
|
||
with which it flew on 17 December 1965, the span then being
|
||
increased to 49ft (14.9m) and gross weight to 5,700lb (2,585kg).
|
||
A production prototype to similar specification flew on 20 August
|
||
1966. After it had encountered financial difficulties in 1972, the
|
||
Britten-Norman company was acquired by the Fairey Group, but the
|
||
latter also went into receivership in 1977, whereafter the Britten-
|
||
Norman designs and facilities at Bembridge in the Isle of Wight
|
||
were acquired by Pilatus, part of the Swiss Oerlikon-B hrle
|
||
manufacturing group.
|
||
|
||
|
||
VARIANTS
|
||
|
||
The first production standard of Islander, as the BN-2, was
|
||
similar to the prototype in its modified form, the first aircraft
|
||
flying on 24 April 1967. In June 1969, the production standard
|
||
became the BN-2A, with a number of product improvements, a further
|
||
change to BN-2B being made in 1978 with higher landing weight and
|
||
improved interior design. Both the BN-2A and BN-2B were made
|
||
available in a number of subvariants, the most significant options
|
||
being [one line missing] flown on 30 April 1970): Riley-Rajay
|
||
superchargers on standard O-540 engines; extended-span wing tips
|
||
containing extra fuel tankage; and a long-nosed BN-2S with two more
|
||
seats in the cabin, replacing baggage stowage space that was
|
||
provided, instead, in the nose (first flown 22 August 1972). A
|
||
series of suffix numbers added to the Bn-2A and BN-2B designations
|
||
indicated these and other options, such as revised wing leading-
|
||
edge camber to meet US certification requirements, drooped flaps
|
||
for better single-engined climb, and (the -20 series) a higher
|
||
gross weight. On 6 April 1977, the BN-2A-40 prototype flew with
|
||
600shp (448kW) Lycoming LTP [one line missing] Islander. The BN-
|
||
2T prototype first flew on 2 August 1950 and many of the previously
|
||
described options are also available on this model. Specifically
|
||
military versions are known as Defenders.
|
||
|
||
|
||
SERVICE USE
|
||
|
||
The BN-2 Islander received British certification on 10 August
|
||
1967 and first deliveries were made on 13 and 15 August
|
||
respectively, to Glosair and Loganair. FAA approval on 19 December
|
||
1967 was followed by first deliveries to the USA in January 1968.
|
||
The BN-2T Turbine Islander obtained UK certification in May 1981
|
||
and US approval (to FAR Pt 23) on 15 July 1982.
|
||
|
||
|
||
[Box}
|
||
SPECIFICATION
|
||
(BN-2T Turbine Islander)
|
||
|
||
Power Plant: Two Allison 250-B17C turboprops each rated at 400shp
|
||
(298kW) thermal capacity and flat-rated at 320 shp (238.5kW) with
|
||
Hartzell three-blade constant-speed, fully-feathering propellers
|
||
of 6ft 8in (2.03m) diameter. Fuel capacity, standard, 108 Imp gal
|
||
(492l).
|
||
|
||
Performance: MAx operating speed, 152kts (315km/h) at 10,000ft
|
||
(3,050m) and 154kts (285km/h) at sea level; cruising speed at 72
|
||
per cent power, 150kts (278km/h) at 10,000ft (3,050m) and 142kts
|
||
(283km/h) at 5,000ft (1,525m); Initial rate of climb, 1,050 ft/min
|
||
(5.3m/sec); service ceiling, over 25,000ft (7,620m); take-off
|
||
distance to 50ft (15.2m), 1,250ft (380m); landing distance from
|
||
50ft (15.2m), 1,115ft (340m); range with max payload, no reserves,
|
||
141 naut mls (261km); range with max fuel, IFR reservers, 590 naut
|
||
mls.
|
||
|
||
Weights: Empty equipped weight, 4,040lb (1,832kg); max payload,
|
||
2,454lb (1,113kg); payload with max fuel, 1,340lb (608kg); max
|
||
take-off weight, 7,000lb (3,175kg); max landing weight, 6,800lb
|
||
(3,084kg); max zero-fuel weight, 6,200lb (2,857kg).
|
||
|
||
Dimensions: Span, standard tips, 49ft 0in (14.9m) or, extended
|
||
tips with fuel tankage 53ft 0in (16.15m); overall length, standard
|
||
nose, 35ft 7 3/4 in (10.87m) or, with weather radar nose, 36ft 3
|
||
3/4 in (11.07m); overall height, 13ft 8 3/4in (4.18m); sweepback,
|
||
nil; wing area, standard tips, 325.0 sq ft (30.19sq m) or, with
|
||
extended tips, 337.0sq ft (31.31 sq m).
|
||
|
||
Accommodation: Cabin length, 10ft 0in (3.05m), max width 3 ft 7in
|
||
(1.09m); max height, 4ft 2in (1.27m). Accommodation for up to 10
|
||
occupants (including pilot), on two individual side-by-side seats
|
||
and four bench-type seats, with no aisle. Access to seat row
|
||
through individual doors. Up to 49cu ft (1.39 cu m) of baggage
|
||
volume, plus optional nose compartment with 22 cu ft (0.62cu m)
|
||
capacity; maximum cabin freight capacity (no passenger seats), 166
|
||
cu ft (4.70cu m).
|
||
|