Today’s Top Pick is a 1984 Cessna 650 Citation III.

Cessna’s first Citation jets broke new ground in the early 1970s with their forgiving flight characteristics, easy handling, passenger comfort, and economical operation. The only thing the straight-winged machines lacked, some critics said, was speed. Unflattering nicknames, such as “NearJet” and “Slow-Tation,” proliferated. The 650 Citation II put a stop to that with a new swept-wing design and record-setting performance.  

With the 650 Cessna focused its efforts on integrating high-end features that could give the new Citation the feel of bigger and more expensive airplanes. These ranged from a comfortable, surprisingly roomy cabin to trailing link landing gear known for smoothing out even fairly rough landings.

This 1984 Citation III has 9,931 hours on the airframe with 1,939 hours on the left engine and 1,741 hours on the right. The Honeywell TFE731-3C-100S engines are managed under the MSP Gold program. The aircraft is equipped with a Sundstrand T62T-40C7A1 APU and has made a total of 7,336 landings.

The panel features a PS Engineering PMA-8000E audio panel, dual Garmin GTN 750 GPS/Nav/Comms, Bendix/King KTR-953 radio, Garmin GWX 70 radar, Garmin TAWS B, Bendix/King TCAS, Goodrich WX500 Stormscope, Fairchild GA-100 cockpit voice recorder, and GTX 345R transponder with ADS-B In and Out.

Pilots who are interested in a jet with more cabin space and longer range than many light jets should consider this 1984 Cessna 650 Citation III, which is available for $1.2 million on Aircraft For Sale.

You can arrange financing of the aircraft through FLYING Finance. For more information, email info@flyingfinance.com.

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Today’s Top Pick is a 1990 Embraer EMB-312 Tucano.

Military training aircraft have been popular among aviation enthusiasts, with steady strong demand for types ranging from World War II Stearman PT-17s to North American AT-6s and T-28s. Much of the appeal has to do with power and handling. Because many of these airplanes were designed to train pilots for combat maneuvers, their performance tended to outstrip the typical civilian aircraft of the period.

Trainers have evolved considerably since the 1940s, though, and today’s models for beginners are high-powered turboprops designed to exhibit flight characteristics of jets. The Embraer Tucano for sale here arguably is the airplane that kicked off the modern era of military flight training. When it first flew in 1980 its looks were strikingly different from the trainers we were used to seeing. Today, many basic military trainers look a lot like the Tucano.

The attraction for private pilots is clear. With 1,100 hp the Tucano’s climb rate and cruise speed are well beyond most GA airplanes while its maneuverability can easily spark Top Gun dreams for everyday civilian aviators.    

This EMB-312 Tucano has 3,488 hours on the airframe, 2,360 hours on its Honeywell TR 331-12B engine since new, and 496 hours on its Hartzell propeller since overhaul.

The forward cockpit panel features a Garmin G500 avionics suite with GTN 750 GPS, Garmin SL 40 Nav/Com, L-3 Trilogy electronic standby instrument, TruTrak Sorcerer autopilot, GTX33ES transponder, GMA 35 audio panel, and  Electronics International MVP50 engine analyzer. The rear cockpit pane includes G500 avionics, GTN 750, GDL 69A, Sirius XM weather, L-3 Trilogy, and MVP50 engine analyzer.

Pilots interested in getting a taste of modern military flight training for future jet drivers should consider this 1990 Embraer EMB-312 Tucano, which is available for $1.35 million on AircraftForSale.

You can arrange financing of the aircraft through FLYING Finance. For more information, email info@flyingfinance.com.

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Today’s Top Pick is a 1991 Antonov An-2 Turbine Amphibian.

The Antonov An-2, a Russian design dating to 1947, has been a common sight in Soviet and former Soviet countries for decades. Pilots in the U.S. have been fascinated by these utility aircraft for their load-carrying and slow-flight capability, short-field performance, and versatility.

The aircraft for sale here is set up for adventure, like a recreational vehicle that happens to fly. The An-2 has a roomy cabin that historically has been used for hauling cargo but is easily adaptable for passengers. With the addition of amphibian floats, there are few places that this aircraft cannot access. The turbine conversion promises to boost the aircraft’s load capacity significantly and add a few knots of cruising speed as well. Just imagine the reaction when you taxi to the dock in this machine.

This 1991 Antonov AN-2 has 19,089 hours on the airframe and was converted from its original Shvetsov 9-cylinder radial engine to a Garrett/Honeywell TFE-331-12 turbine engine and a Hartzell five-blade propeller. Its panel includes a three-screen Garmin G3X Touch, L-3 Avionics Skywatch 497 active traffic, Electronics International FP5L fuel totalizer, and  remote camera system for confirmation of gear position. The aircraft is equipped with carbon fiber floats and comes with a Honda generator for remote power and charging.

Pilots who have always wanted an RV with wings for exploring far beyond the nearest runway should consider this 1991 Antonov AN-2 amphibian, which  is available for $1.8 million on AircraftForSale.

You can arrange financing of the aircraft through FLYING Finance. For more information, email info@flyingfinance.com.

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Corporate aviation had existed for decades, but the post-war environment rekindled the segment. A handful of companies converted larger, former military types into executive aircraft, but most new models under development—such as the Aero Commander 500 series and Beechcraft Queen Air—had relatively small cabins. Others, like the Twin Beech, were relatively slow and lacked pressurization. Cessna saw an opportunity.

Launching a massive market research project, Cessna interviewed several hundred executives and corporate pilots who either operated or were interested in purchasing a new corporate aircraft. As Cessna’s marketing team categorized and studied the responses, they identified six very consistent concerns: safety, all-weather capability, comfort, speed, economy, and general utility. Using these themes as guidance, the engineers got to work.

In 1956, the Cessna 620 emerged. Its name derived from having twice as many engines as the 310, the four-engine pressurized corporate aircraft was something altogether different for Cessna as well as for the market as a whole. With a wingspan of 55 feet, a fuel capacity of 535 gallons, and a maximum takeoff weight of 15,000 pounds, it was by far the largest civilian Cessna model to date.

The 620s design and performance reflected the marketing study perfectly. The four-engine configuration was regarded as a significant safety feature compared to existing twins. It was equipped with a Garret turbine auxiliary power unit (APU) that pressurized the cabin, and supercharged, 350 horsepower Continental GSO-526 engines that enabled a service ceiling of 25,000 feet and provided a means of flying above inclement weather.

The 620’s tall cabin enabled comfortable movement within. [Credit: Textron Aviation, Inc, all rights reserved]

Compared to existing 6- to 8-place cabins, the 620’s cabin was massive. The oval cross section provided six feet of height, various seating configurations could be utilized, and niceties such as a lavatory and baggage area were installed for long-distance comfort. Comfort was important, as achieving the maximum 1,700 miles of range at a cruising speed of 260 mph would mean long stints aloft.

The cruise speed was reportedly considered acceptable by the focus group, however. This was fortunate, as it enabled the use of smaller piston engines as opposed to turboprops, which Cessna reasoned would have resulted in an unacceptably high purchase price. Cessna also touted the piston engines as more easily serviceable at out-of-the-way locations than turbines.

Convinced the 620 had a bright future, Cessna constructed a full-size cabin mockup and sent it to trade shows, where it was showcased alongside existing aircraft. Smaller mockups and technical displays accompanied the cabin mockup, touting the 620’s ability to utilize its APU where ground power wasn’t available. The marketing team also displayed individual technical components of the aircraft such as an engine and a propeller.

Cessna’s marketing effort for the 620 was strong, utilizing both miniature and full-sized cabin mockups. [Credit: Textron Aviation, Inc, all rights reserved]

In August 1956, the 620 made its maiden flight. Test pilots reported great handling characteristics, and Cessna began collecting refundable deposits. The price of the 620 had increased substantially above the original target price, however, and had reached $375,000—the equivalent of $3.9 million today.

For perspective, the Learjet 23, which was only about five years away, would initially sell for $489,000. While still a significant premium above the 620, it would be a sign that smaller corporate jets were poised to take over. Additionally, sales numbers of corporate piston aircraft such as the Howard 250 were relatively small, further suggesting the segment’s future would burn jet fuel. 

Cessna President Dwane L. Wallace (left) poses with the 620. [Credit: Textron Aviation, Inc, all rights reserved]

Just over a year later, Cessna made the decision to cancel the 620 program entirely. The single prototype was scrapped, and the company’s largest corporate aviation offerings would be limited to the 400-series twins until 1968, when the Fanjet 500 would make its debut. This, of course, would evolve into the wildly successful Citation series of business jets. 

Whether the 620 would have captured a significant share of the market during that ten-year gap is arguable. It’s possible Cessna could have sold enough of them to create a notable chapter in corporate aviation history. But it’s also possible the development, launch, and manufacture of the unusual four-engine airplane might have robbed critical resources from the development of what would become the Citation, thus hobbling the company for decades to come.

The 620, therefore, is relegated to a curious and unique footnote in the history of corporate aviation, demonstrating what can be accomplished with outside-the-box thinking…and also what can be accomplished by instead opting to pursue more viable alternatives.

The post The Four-Engined Cessna and Its Corporate Mission appeared first on FLYING Magazine.

While the follow-on models of the L-39 rank high in popularity—in their demilitarized versions—among civilian pilots in the U.S., current L-39 manufacturer Aero Vodochody recently announced the unrestricted certification under European Union/NATO EMAR 21 standards of its revamped model, the L-39NG. 

In partnership with Williams International (powerplant) and Genesys Aerosystems (avionics), the “next generation” single-engine turbofan training platform is already seeing interest from militaries outside of the Czech Republic.

Staged Development

The L-39NG program came to fruition in two segments. Stage 1 offered an upgrade path for existing L-39 models, with an engine change to the Williams FJ44-4M and an optional avionics update. Stage 2 introduced newly built NG models with additional design improvements, including:

• Williams FJ44-4M powerplant
• Genesys Aerosystems avionics suite
• Wet wing fuel tanks
• Digital fuel management system
• Flight control system with enhanced maneuverability characteristics
• Pylons with options for six hard points, with two for external fuel tanks 
• Martin-Baker CZ16H ejection seat
• 15,000-hour airframe life

First flight of the L-39NG took place on December 22, 2018.

First Military Customers

So far, the L-39NG has proven popular in its launch with uptake by several military customers worldwide for inclusion into their training fleets. These include:

• Vietnam, the launch customer
• Hungary
• U.S. company Patriots Global Training, to use in partner-nation training

The Civilian Side?

To get a feel for the impression that the new L-39NG is making in the U.S. civilian market, FLYING talked with Zach McNeill, founding member of the American Honor Foundation, FAA liaison for the Classic Jet Aircraft Association, and a designated pilot examiner with a long list of experimental aircraft type ratings, including the L-39 and its predecessor, the L-29 Delfin.

The L-39, in his estimation, is “the best jet trainer ever made” for several reasons, but essentially because it “underperforms at the right times and overperforms at the right times.” For a swept-wing jet, it has very good stall characteristics, and an overall ruggedness that is legendary among operators. This is balanced by the fact that the original L-39 models (as engined with the Ivchenko AI-25TL) retain significant lag when brought from idle power to full power rapidly—such as during a go-around—teaching conservative power management to new jet pilots.

The modern cockpit layout also makes for a smooth transition for personal jet pilots who want to move up the food chain to the MiG17 or MiG21, in McNeill’s estimation. “Same or similar cockpit, some of the gauges are the same,” he said, demonstrating a thoughtfulness in design.

Because the current asking price for the new L-39NG ranges from $15 million to $20 million per unit (with associated high engine replacement costs), and a mid-1970s to ’80s L-39 on the used market fetches between $400,000 to $1 million, McNeill doesn’t see new private buyers lining up for the NG. “You could get a lot more jet for the price.”  

Aero L-39NG

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