Fsx P3d Alabeo C172rg Cut Class Ii Medical Device
Perhaps the most important contributor to Airbus Industrie's success as an airliner manufacturer, the four member A320 family is a significant sales success and a technological trailblazer. The 150 seat A320 is the foundation and best selling member of the family. The A320 is perhaps best known as the first airliner to introduce a fly-by-wire flight control system - where control inputs from the pilot are transmitted to the flying surfaces by electronic signals rather than mechanical means. Apart from a small weight saving, the advantage of Airbus' fly-by-wire is that as it is computer controlled, an inbuilt flight envelope protection makes it virtually impossible to exceed certain flight parameters such as G limits and the aircraft's maximum and minimum operating speeds and angle of attack limits.
This allows the A330-200 to seat 256 passengers in a three class configuration, or alternatively 293 in two classes. PJ-JDA - Tradewind BizJetz. PJ-JDD - Tradewind BizJetz. British Aerospace Jetstream 41 ~ PMDG. Tradewind Air Taxis PJ-CXC. For FSX-P3D ONLY. Beechcraft C90B King Air ~ Carenado.Missing. Hangar 9 p3 revolution manually iulmahd Sc.
Also integral to the A320 is the advanced electronic flightdeck, with six fully integrated EFIS colour displays and innovative sidestick controllers rather than conventional control columns. The A320 also employs a relatively high percentage of composite materials compared to earlier designs. Two engines are offered, the CFM56 and IAE V2500.
The A320 program was launched in March 1982, first flight occurred on February 22 1987, while certification was awarded on February 26 1988. Launch customer Air France took delivery of its first A320 in March that year.
The first V2500 engined A320 was delivered to Adria Airways in May 1989. The initial production version was the A320-100, which was built in only small numbers before being replaced by the definitive A320-200 (certificated in November 1988) with increased max takeoff weight, greater range and winglets.
The stretched A321 and shortened A319 and A318 are described separately. All four share a common pilot type rating. Mid 2000 A320 family production was at a monthly rate of 22, to be increased to 30 units a month by the end of 2002. Other Essential Files: The payware Repaint by JF PJ-TXC 'Cayman Islands' A320 PJ-TXL 'Eustatia Island' A321 Tradewind Caribbean N320TA 'Jack London' A320 N321TA 'Sydney Lawrence' A321 Tradewind Alaska PJ-CJA A320 Prestige Tradewind Executive Bizjetz For v1.16 For v1.30 VP-CCJ A319 Tradewind Executive Bizjetz M-RBUS A319 CJ Tradewind Executive Bizjetz A320/A321 ~ Aerosoft Airbus IAE NEO (Based on v1.16 and v1.30). Perhaps the most important contributor to Airbus Industrie's success as an airliner manufacturer, the four member A320 family is a significant sales success and a technological trailblazer.
The 150 seat A320 is the foundation and best selling member of the family. The A320 is perhaps best known as the first airliner to introduce a fly-by-wire flight control system - where control inputs from the pilot are transmitted to the flying surfaces by electronic signals rather than mechanical means. Finite Element Design Concrete Structures Rombach Pdf Files. Apart from a small weight saving, the advantage of Airbus' fly-by-wire is that as it is computer controlled, an inbuilt flight envelope protection makes it virtually impossible to exceed certain flight parameters such as G limits and the aircraft's maximum and minimum operating speeds and angle of attack limits. Kinnari Serial For Kannada.
Also integral to the A320 is the advanced electronic flightdeck, with six fully integrated EFIS colour displays and innovative sidestick controllers rather than conventional control columns. The A320 also employs a relatively high percentage of composite materials compared to earlier designs. Two engines are offered, the CFM56 and IAE V2500.
The A320 program was launched in March 1982, first flight occurred on February 22 1987, while certification was awarded on February 26 1988. Launch customer Air France took delivery of its first A320 in March that year. The first V2500 engined A320 was delivered to Adria Airways in May 1989. The initial production version was the A320-100, which was built in only small numbers before being replaced by the definitive A320-200 (certificated in November 1988) with increased max takeoff weight, greater range and winglets. The stretched A321 and shortened A319 and A318 are described separately. All four share a common pilot type rating.
Mid 2000 A320 family production was at a monthly rate of 22, to be increased to 30 units a month by the end of 2002. Other Essential Files: The payware Airbus Prologue or Xtreme Repaint by JF PJ-CFC 'Starlight Trader' Tradewind Logistics N306TA 'Nikiski' Tradewind Alaska Cargo Airbus A300 ~ Simcheck. The Airbus A300 is significant not only for being a commercial success in its own right, but for being the first design of Europe's most successful postwar airliner manufacturer. Aerospatiale of France, CASA of Spain and the forerunners of Germany's DaimlerChrysler Aerospace and British Aerospace formed the Airbus Industrie consortium in the late 1960s specifically to develop a twin engined 300 seat widebody `air bus' to fill an identified market gap.
The original 300 seat airliner design matured into a smaller 250 seater, the A300 designation gaining a `B' suffix to denote the change. Two prototype A300B1s were built, the first of these flying from Toulouse, France on October 28 1972, the second on February 5 the next year. The General Electric CF6 was the powerplant choice for initial A300s. Following the prototype A300B1s was the 2.65m (8ft 8in) longer A300B2, the first production version which first flew in April 1974. The B2 entered service with Air France on May 23 1974. Subsequent versions included the B2-200 with Krueger leading edge flaps and different wheels and brakes; the B2-300 with increased weights for greater payload and multi stop capability; the B4-100 a longer range version of the B2 with Krueger flaps; and the increased max takeoff weight B4-200 which featured reinforced wings and fuselage, improved landing gear and optional rear cargo bay fuel tank.
A small number of A300C convertibles were also built, these featured a main deck freight door behind the wing on the left hand side. Late in the A300B4's production life an optional two crew flightdeck was offered as the A300-200FF (customers were Garuda, Tunis Air and VASP). Production of the A300B4 ceased in May 1984, with manufacture switching to the improved A300-600.
Older A300s are now finding a useful niche as freighters, with a number of companies, in particular DaimlerChrysler Aerospace Airbus, offering conversion programs. Other Essential Files: The payware package Repaint by JF Airbus A330-200 PW D-ALPA LTU Retro Code Share Airbus A330-200F RR N332TA Tradewind Alaska Cargo Airbus A330-200 RR N338TA 'Alaskan Treasure'. Airbus A330-200 - BlackBox Simulation The A330-200 is the newest member of Airbus' widebody twinjet family and is a long range, shortened development of the standard A330, developed in part as a replacement for the A300-600R and a competitor to the 767-300ER. Airbus launched development of the A330-200 in November 1995, followed by the first customer order, for 13 from ILFC, placed in February 1996.
First flight was on August 13 1997, with certification and first customer deliveries,to ILFC/Canada 3000, in April 1998. The A330-200 is based on the A330-300 and shares near identical systems, airframe, flightdeck and wings, the only major difference being the fuselage length. Compared with the 300 the A330-200 is 10 frames shorter, and so has an overall length of 59.00m (193ft 7in), compared with 63.70m (209ft 0in) for the standard length aircraft. This allows the A330-200 to seat 256 passengers in a three class configuration, or alternatively 293 in two classes. Because of its decreased length the A330-200 features enlarged horizontal and vertical tail services (to compensate for the loss of moment arm with the shorter fuselage). Another important change is the addition of a centre fuel tank, which increases the A330-200's fuel capacity over the 300's, and results in the 200's 11,850km (6400nm) range.
Like the A330, engine options are the GE CF6-80, Pratt & Whitney 4000 series and the RollsRoyce Trent 700. The A330-200 has sold quite strongly since its launch. Among the initial A330-200 customers are, apart from ILFC, Canada 3000, Korean Air, Austrian, Air Transat, Emirates, Swissair, Sabena, Monarch, Asiana, TAM, and Air Lanka.
Other Required Files: The payware Airbus A330 Prologue or Xtreme Repaint by JF ATR 72-500 ~ Flight 1 TDM PJ-GBG 'Petion-Ville'. The ATR-72 is a stretched development of the popular ATR-42 and was launched in January 1986.
The first of three ATR-72 development aircraft flew for the first time on October 27 1988, followed by the awarding of French and then US certification in late 1989. Entry into service was on October 27 1989 with Kar Air of Finland. Some other early operators are Foshing Airlines, NFD (later Eurowings), CSA, American Eagle, TAT, Air Littoral, LOT, and Olympic Aviation. Significant differences between the ATR-72 and the smaller and older ATR-42 include a 4.50m (14ft 9in) fuselage stretch and reworked wings. The ATR-72's wings are new outboard of the engine nacelles and with 30% of it made up of composite materials, comprising composite spars and skin panels and a carbon fibre wing box. Aside from the baseline ATR-72-200, two developments have been offered, the ATR-72-210, and the ATR-72-500 (previously ATR-72-210A).
The ATR-72-210 is optimised for operations in hot and high conditions. It has more powerful PW-127 engines for better takeoff performance.
The ATR-72-500 (renamed from ATR-72-210A on May 18, 1998) further improved hot and high model was certificated in early 1997. It features PW-127Fs driving six blade composite Hamilton Sundstrand propellers. The ATR-52C is an as yet unlaunched derivative with a redesigned tail to incorporate a rear loading ramp, intended for military and commercial operators. As with the ATR-42, a military maritime patrol version, known as the Petrel 72, has also been offered.
The ATR-72 would have formed the basis for the ATR-82, a 78 seat stretched development. The ATR-82 would have been powered by two Allison AE-2100 turboprops (ATR studied turbofans for a time) and would have a cruising speed as high as 610km/h (330kt). The ATR-82 was suspended when AI(R) was formed in early 1996 Other Essential Files: The payware package Repaint by JF PJ-AWI - Tradewind Executive Helicopters.
The Robin DR-400 series of light aircraft owes its origins to the Jodel series of wooden construction light aircraft. Avions Pierre Robin was formed by Pierre Robin and the principle designer of Jodel Aircraft, Jean Delemontez, in October 1957 as Centre Est Aeronautique. The company's initial production was of developments of the basic Jodel series of tail draggers, and it was these aircraft that evolved into the DR-400 series. Initial production was of the DR-100 and the DR-1050/1051, while the DR-220, DR-221 and DR-250 featured the Jodel's basic wing with a four seat fuselage. The final links between the Jodels and the DR-400 were the DR-253 and DR-300 series, tricycle developments of the DR-220 series. First flight of the DR-400 occurred during June 1972, both a DR-400-125 and a DR-400-180 taking flight that month. Essentially, the DR-400 was an improved DR-300 with a forward-sliding canopy replacing the doors of the previous model.
Since that time a number of developments have been offered. The least powerful version is the DR 400-120, and it remains in production today as the DR-400-120 Dauphin 2+2. Powered by an 84kW (112hp) O-235, the DR-400-120 is really a two seater, although it can seat two children on a rear bench seat.
The DR-400-125I has a 93kW (125hp) fuel injected IO-240 and was revealed in 1995. The DR-400-140 Dauphin is powered by a 120kW (160hp) O-320 and is a full four seater. The four seat DR-400-160 Chevalier meanwhile also features a 120kW (160hp) Lycoming O-320 and seats four. It first flew in June 1972. With a different prop, more fuel capacity and slightly different wing it became the DR-400-160 Major from 1980. The four/five seat DR 400-180 Regent and DR-400-180R Remo 180 are powered by the 135kW (180hp) (Textron) Lycoming O-360, the Remo being optimised for glider towing. Also optimised for glider tug work is the DR-400-200R Remo 200, the most powerful DR-400 model (powered by a 150kW/200hp IO-360, driving a constant speed prop).
The DR-500 President was unveiled at the 1997 Paris Airshow as the DR-400-200I. It features a 150kW (200hp) IO-360 driving a constant-speed prop and widened and taller cabin. Deliveries began in 1998. Other Essential Files: The payware package Repaint by JF PJ-TQQ 'Guardalavaca' Tradewind Caribbean PJ-TQC 'Whisper' Tradewind logistics N100TA 'Pakadlangitok' Tradewind Alaska PJ-RAZ Tradewind BizJetz FSX ONLY. Avro Regional Jet 100 ~ QualityWings The Avro RJ series are upgraded developments of the BAe-146 family (see separate entry), and like the 146 was built in three fuselage length variants, the RJ70, RJ85 and RJ100.
In 1990 British Aerospace first offered the improved RJ70 and RJ80, both of which were based on the 146-100. They would have seated 70 and 80 passengers respectively, but these two designs matured in the Avro RJ70 (officially Avro 146-RJ70) with improved FADEC equipped LF-507 engines and digital avionics. The 146-200 based Avro RJ85 was the first member of the new family to fly, on March 23 1992. The biggest member of the family, the 146-300 based RJ100, first flew on May 13 1992. The 146-100 based RJ70 was delivered from late 1993 but due to low customer interest, only 12 were sold. RJ improvements over the 146 include more reliable and efficient FADEC equipped AlliedSignal (now Honeywell) LF-507 engines, new 'Spaceliner' cabin interior and a digital flightdeck. Weight and drag savings were introduced in 1996.
The RJ100 was also offered as the RJ115 with extra emergency exits to seat 116 to 128 in a high density six abreast configuration. None were built however. The RJ was also offered as the Avro Business Jet, but also none of these were built. The RJ series was originally manufactured and marketed by Avro International Aerospace, a separate British Aerospace company, so named as RJ production was undertaken at the former Avro factory near Manchester (most 146s were built at Hatfield).
Subsequent plans for a partnership with Taiwan Aerospace, which would have seen the RJ series built in Taiwan fell through and Avro subsequently became part of AI(R) to handle marketing, sales and support of British Aerospace (Avro and Jetstream) and ATR commercial aircraft. However, AI(R) disbanded in mid 1998 and the Avro RJ range became again a British Aerospace (later BAE Systems) product. The last RJ was delivered in 2002. A modernised development became the Avro RJX, for which see the separate entry.
Other Suggested Files: Repaint by JF PJ-JDA - Tradewind BizJetz PJ-JDD - Tradewind BizJetz. The Jetstream 41 is a stretched and modernised development of the 19 seat Jetstream 31, designed to compete in the 29 seat commuter airliner class alongside such types as the Brasilia, Dornier 328 and Saab 340. The Jetstream 41 (or J41) is based on the J31, but features a 4.88m (16ft) fuselage stretch, consisting of a 2.51m (8ft 3in) plug forward of the wing and a 2.36m (7ft 9in) stretch rear. The increased span wing (with reworked ailerons and flaps) is mounted lower on the fuselage so that it does not carry through the fuselage and interrupt the interior cabin aisle, unlike on the Jetstream 31. Other airframe modifications included a new reprofiled six piece windscreen and extended wing root fairing with greater baggage capacity.
More powerful AlliedSignal TPE331 turboprops, mounted in new nacelles with increased ground clearance, drive advanced five blade McCauley propellers. The flightdeck has modern EFIS glass displays. Development work on the J41 was announced in mid 1989, resulting in the type's first flight on September 25 1991.
Three further aircraft were also used in the flight test program, with European JAA certification being awarded on November 23 1992. The first delivery occurred two days later on November 25. From mid 1994, all aircraft delivered benefited from various payload and range performance improvements, resulting from uprated engines and a higher maximum takeoff weight. The J41 was initially known as the BAe Jetstream 41, but BAe's establishment of a separate Jetstream Aircraft division in mid 1993 saw the name simplified to just Jetstream 41. From January 1996 the J41 became part of the Aero International (Regional) stable, but in May 1997 BAe announced that it was terminating J41 production. Field Aircraft of the UK and Pilatus of Switzerland were risk sharing partners, while Gulfstream was to build 200 wingsets.
Other Essential Files: The payware package Repaints by JF PJ-CCB - Tradewind Executive Helicopters. Europe's most successful civil helicopter, the Ecureuil (= Squirrel) is in extensive civil and military use worldwide undertaking a variety of wide ranging missions. Aerospatiale's development of the AS-350 Ecureuil in the early 1970s culminated in the first flights of the Avco Lycoming LTS-101 powered prototype on June 27 1974 and the Turbomeca Arriel powered prototype on February 14 1975. These aircraft were followed by eight preproduction examples, the first of which flew in late 1977.
Customer deliveries began in April 1978. Initial models offered were the Arriel powered AS-350B, which was marketed outside North America, and the LTS-101 powered AS-350C AStar sold in the USA.
The AS-350C was soon replaced by the D, with a more powerful engine. Subsequent developments include the hot and high AS-350B-1 with a 510kW (684shp) Arriel 1D; the AS-350BA which was certificated in 1991 and was in production through to 1998 and is fitted with the larger main rotors of the AS-350B-2 (AS-350Bs can be retrofitted to BA standard); and the AS-350B-2 (marketed in North America as the SuperStar) with a more powerful Arriel 1D1 turboshaft, and the main and tail rotors developed for the twin engine AS-355F Ecureuil 2 (described separately) and certificated in April 1989. The AS-350B-3 first flew on March 4 1997 and is a hot and high optimised model. Its most important change is a more powerful Arriel 2D engine. Deliveries began in January 1998.
In January 1992, Aerospatiale's helicopter division was integrated into Eurocopter. Later production military Ecureuils are marketed as the AS-550 Fennec. The Ecureuil is also built under licence in Brazil as the HB-350 Esquilo, and a look-a-like is built in China as the Changhe Z-11. Other Essential Files: The payware package Repaint by JF PJ-ATB - Tradewind Executive Helicopters. The EC130 is a wide body variant of the AS350 B3 and was first flown on 24 June 1999 by Australian test pilot, Steven Page. The EC130 features an enclosed tail fan rather than the traditional tail rotor found on the older AS350.
This Fenestron has unevenly spaced blades which has the advantage of reducing outside noise by 50% compared to a tail rotor, resulting in an FAA Appendix H fly-over noise signature of 84.3 EPNdB, 8.5 dB below stage two limits. The EC130 was designed in close cooperation with tour operators, Blue Hawaiian Helicopters being the launch operator, and features a spacious cockpit with excellent external visibility, capable of accommodating seven tourists. The EC130 entered service with Blue Hawaiian Helicopters in 2001, and is now a common sight in Hawaii and the Grand Canyon. The EC130 is also quickly becoming popular within the air medical services (AMS) community, due to its large cabin (capable of accommodating one or two stretchers), wide side door and enclosed Fenestron anti-torque device. In 2012, Eurocopter received orders for 50 EC130T2 from Maverick Helicopters, and other customers such as Papillon and Blue Hawaiian took the total to 105. Other Essential Files: The payware package Repaint by JF PJ-ACE - Tradewind Executive Helicopters PJ-ACF - Tradewind Executive Helicopters N135TA - Alaskan AirMed op by Tradewind Helicopters. The EC-135 is intended as a replacement for Eurocopter's successful BO-105 light twin, and is developed from the BO-108 technology demonstrator.
The original MBB BO-108 was intended as a high technology helicopter demonstrator, and as such incorporated a range of high technology features including a hingeless main rotor (Sikorsky and Boeing adopted this design for their military RAH-66 Comanche), all composite bearingless tail rotor, shallow transmission (allowing greater cabin height) with special vibration absorbers, composite structures, improved aerodynamics, modern avionics and EFIS instrumentation. The first BO-108 was powered by Allison 250-C20R3 turboshafts and flew on October 15 1988. The success of the BO-108 test program led to MBB's announcement in January 1991 that it would develop a production 108 with Arrius or PW-206 engines as a replacement for the BO-105, with certification planned for 1994 and deliveries in 1995. However the formation of Eurocopter (in January 1992) gave the program access to Aerospatiale's Fenestron shrouded tail rotor technology which was then incorporated into the design.
The combination of the BO-108 and the Fenestron led to the definitive EC-135 flying for the first time on February 15 1994. German certification was granted on June 14 1996, while US approval was given on July 31 that year, the same day as the first customer delivery. The PW-206 powered model is designated EC-135P-1, the EC-135T-1 has the Arrius 2B1. The designation for dedicated military versions is EC-635. Other Essential Files: The payware package Repaint by JF PJ-AEE - Tradewind Executive Helicopters.
Europe's most successful civil helicopter, the Ecureuil (= Squirrel) is in extensive civil and military use worldwide undertaking a variety of wide ranging missions. Aerospatiale's development of the AS-350 Ecureuil in the early 1970s culminated in the first flights of the Avco Lycoming LTS-101 powered prototype on June 27 1974 and the Turbomeca Arriel powered prototype on February 14 1975. These aircraft were followed by eight preproduction examples, the first of which flew in late 1977. Customer deliveries began in April 1978. Initial models offered were the Arriel powered AS-350B, which was marketed outside North America, and the LTS-101 powered AS-350C AStar sold in the USA.
The AS-350C was soon replaced by the D, with a more powerful engine. Subsequent developments include the hot and high AS-350B-1 with a 510kW (684shp) Arriel 1D; the AS-350BA which was certificated in 1991 and was in production through to 1998 and is fitted with the larger main rotors of the AS-350B-2 (AS-350Bs can be retrofitted to BA standard); and the AS-350B-2 (marketed in North America as the SuperStar) with a more powerful Arriel 1D1 turboshaft, and the main and tail rotors developed for the twin engine AS-355F Ecureuil 2 (described separately) and certificated in April 1989. The AS-350B-3 first flew on March 4 1997 and is a hot and high optimised model. Its most important change is a more powerful Arriel 2D engine.
Deliveries began in January 1998. In January 1992, Aerospatiale's helicopter division was integrated into Eurocopter. Later production military Ecureuils are marketed as the AS-550 Fennec. The Ecureuil is also built under licence in Brazil as the HB-350 Esquilo, and a look-a-like is built in China as the Changhe Z-11. Other Essential Files: The payware package Repaint by JF PJ-LCI - 'Caribbean FunJet' Tradewind Fying Club Aero Vodochody L-39 Single Engine Jet Trainer ~ Lotus Simulation for FSX.
History: The Czechoslovakian L-39 was built as the successor to their earlier trainer, the L-29 Delfin. Design work began in 1966, and the first prototype made its initial flight on 4 November 1968. The idea of the design was to marry an efficient, powerful turbofan engine to a sleek, streamlined fuselage, resulting in a strong, economical performer which would become the next standard jet trainer for the Warsaw Pact. Full-scale production was delayed until late 1972 due to apparent problems with the design of the air intakes, but these difficulties were overcome and the type went on to be a great success with the Soviet, Czech and East German air forces, among others. Four variations of the L-39 Albatros were produced: • L-39C Aircraft for basic and advanced jet training • L-39V Single-seat aircraft for target towing • L-39ZO Training aircraft with extended weapon practice capabilities-four underwing hardpoints • L-39ZA Training and multipurpose light attack aircraft with underfuselage gun pod with four underwing hardpoints. L-39 features: • Excellent handling characteristics within the whole flight envelope • Operation capability on grass strips and semi-prepared airstrips • Excellent visibility from both cockpits • Easy to maintain and service • Low operational cost • High reliability • The practical suitability of L-39 aircraft for training tasks is demonstrated daily in military service of more than 30 Air Forces in Europe, Asia, Africa and America. The entire L-39 fleet, covering more than 2,800 delivered L-39 aircraft worldwide, has accumulated over 4,000,000 flying hours.
Specifications: • Engine: One 3,792-lb thrust Ivchenko AI-25-TL • Weight: Empty 7,340 lbs., Max Takeoff 11,618 lbs. (L-39ZO with four rocket pods) • Wing Span: 31ft. Length: 40ft. Height: 15ft. • Performance: • Maximum Speed at 19,600 ft: 485 mph (Trainer version, clean) • Maximum Speed at Sea Level: 435 mph • Ceiling: 37,730 ft.
(Trainer, clean) • Range: 528 miles with internal fuel; 995 miles with external tanks • Armament (L-39ZO): Up to 2,425 pounds of weapons on four underwing hardpoints, including bombs, 57- or 130-mm rocket pods, gun pods, a five-camera reconnaissance pod, or two fuel drop-tanks. Centerline point carried a pod-mounted 23-mm twin-barrel GSh-23 cannon with 180 rounds. Number Built: 2800+ Number Still Airworthy: Unknown number in military service. Approximately 300 flying in private ownership. * Note: Another variant of the L-39, known as the L-39MS, was produced in very limited numbers and served as a development platform for the L-59. Although it appears externally like an L-39, the airframe, engine, aircraft control, APU and other equipment is different than the L-39. L-39MS models can be recognized by a “4″ in the second digit of the 6-digit aircraft serial number.
Other Essential Files: The payware Lotus Simulation package Repaint by JF Tradewind Air Taxis PJ-BEH For FSX ONLY Beech B58 Baron ~ Carenado. The Beechcraft Baron is a light-medium twin-engine piston aircraft originally developed by Beech Aircraft Corporation and currently manufactured by the Beechcraft Division of Raytheon Aircraft. The Baron is a variant of the Beechcraft Bonanza, and was first introduced in 1961. Oddly, Beech also offered a Twin Bonanza line of airplanes which featured some design commonality with the Bonanza but in all respects were entirely different airplanes and could not be considered to be true 'twin bonanzas'. As of 2006, a new Baron costs over $1.2 million. Since its inception, the Baron has always been near the top of the light airplane hierarchy.
Expensive as it is to buy and to operate, the 'next step up' from a Baron is a very big one. Faster aircraft, with greater range and more load-carrying capability are generally turbine-powered and far more expensive. Barons come in two basic types: the Baron 55 (short body) and Baron 58 (long body), with several subtypes. Introduced in 1970, the more powerful Baron 58 has club seating, double aft doors, and a gross weight of 5400–5500 lb (2450–2500 kg), and is fitted with either the Continental IO520 or IO550 300 hp (224 kW) engine.
The Baron 58 can cruise at 200 knots (370 km/h) at 7000 ft (2100 m), and is equipped with either 166 or 190 US gallon (628 or 719 L) fuel tanks. In 1976, the turbocharged Baron 58TC and pressurized Baron 58P were introduced. These variants were powered by Continental TIO520 turbocharged engines of 310–325 hp (230–240 kW) and had an increased 6100–6200 lb (about 2800 kg) gross weight, and were certified under FAR23 with a new type certificate. The Baron 58P/58TC models were capable of cruising at 200 knots (370 km/h) at 8000 ft (2400 m) and 220 knots (410 km/h) at 20000 ft (6100 m), and were typically equipped with 190 US gallon (719 L) fuel tanks. A big change in panel/system layout on 58/58TC/58P occurred in 1984, including relocating throttle, gear, flap, propeller and mixture controls to industry-standard positions. Although the turbocharged 58TC/58P variants were discontinued in 1985, the normally aspirated Baron 58 is still in production as of 2006 Other Essential Files: The payware Repaints by JF Tradewind Air Taxis PJ-CEB For FSX ONLY Beech V35B Bonanza ~ Carenado.
The distinctive Model 35 Bonanza is one of general aviation's most famous and prolific types, and enjoyed a production life spanning four decades. The Bonanza first flew on December 22 1945.
Featuring metal construction, retractable undercarriage and high performance, it heralded a new class of high performance GA aircraft. The design also featured the distinctive Vtail, incorporated for aerodynamic efficiency and reduced weight. Deliveries of production aircraft began in 1947. Subsequent development led to a significant family of subtypes. Briefly these are the A35 of 1949 with a greater max takeoff weight; the B35 with a 146kW (196hp) E1858 engine; the 153kW (205hp) E18511 powered C, D and E models through to 1954; the F and G35 with third cabin window and 170kW (225hp) E2258 of the mid fifties; the 180kW (240hp) Continental O470G powered H35 of 1957; the fuel injected 187kW (250hp) powered J35; 1960's M35 with larger rear windows; and the N35 and P35 with a 195kW (260hp) IO470N and greater max takeoff weight.
Then followed the redeveloped S35 of 1964 with six seats and redesigned rear cabin, optional three blade prop, 215kW (285hp) IO520B engine and yet greater weights; the heavier V35 of 1966; and turbocharged V35TC; V35A and V35ATC of 1968 with more raked windscreen; and the V35B and V35BTC (just seven built) from 1970. The V35B remained in production until 1982 and underwent a number of detail changes in that time.
Other Essential Files: The payware Repaints by JF Tradewind Air Taxis PJ-CXC For FSX-P3D ONLY Beechcraft C90B King Air ~ Carenado. The Beechcraft King Air family is part of a line of twin- produced by the (now Beechcraft Division of ). The King Air line comprises a number of models that have been divided into two families; the Model 90 and 100 series are known as King Airs, while the Model 200 and 300 series were originally as, with 'Super' being dropped by Beechcraft in 1996 (although it is still often used to differentiate the 200 and 300 series King Airs from their smaller stablemates). The King Air was the first aircraft in its class and has been in continuous production since 1964.
It has outsold all of its turboprop competitors combined. It now faces competition from jet aircraft such as the and as well as newer turboprop aircraft including the, and single-engine and.