The manufacturer last week said it received a $10 million grant from the U.K. government through the Aerospace Technology Institute (ATI) program, its fourth grant award through that initiative. The award brings Vertical’s total U.K. government grant funding to $47 million and follows founder and CEO Stephen Fitzpatrick’s personal commitment to provide another $50 million.

The company will use the money to develop next-generation propellers for the VX4, its flagship, four-passenger eVTOL air taxi. The propellers will be featured on Aircraft Two, a full-scale prototype in production that will build on its Aircraft One model.

Aircraft One is the company’s inaugural prototype that suffered a crash during uncrewed testing at Cotswold Airport (EGBP) in August. The accident damaged the model’s right wing and landing gear, and rendered it unusable for further flight testing.

“This exciting sustainable propeller project is a fantastic example of our commitment to our world-leading aviation sector, supporting high-skilled, high-paid jobs across the U.K. while developing technologies of the future,” said Nusrat Ghani, U.K. minister of state for industry and economic security. “When government and industry collaborate like this, we help our aerospace sector soar to new heights, leading the charge towards net-zero air travel by 2050.”

Vertical will head a consortium of U.K. technology organizations and research institutions, including the University of Glasgow, University of Bristol, Cranfield University, and Helitune, a helicopter monitoring specialist.

Of the more than $25 million being poured into the propeller project, Vertical said it received more than $10 million, or about half of the company’s eligible development costs. Another $4.5 million will be awarded to other consortium members.

According to Vertical, the new propellers will be lower in weight, inertia, and noise than its existing propellers and will be “delivered to a higher safety standard than any model currently on the market.”

“The project will see advancements in rotor technologies vital to the success of eVTOL aircraft developed here in the U.K., growing knowledge, skills and capability in the process,” said Mark Scully, head of propulsion and advanced systems technology for ATI. “Through this investment the ATI Programme is enabling the development of ultra-efficient and cross-cutting technologies.”

The award follows Fitzpatrick’s commitment to support Vertical with $50 million out of his own pocket. The company last week confirmed it has entered into an investment agreement with its founder and CEO, putting the promise to paper.

By its own estimate, Vertical risked running out of cash by September amid the fallout from its August crash and delays to its certification timeline, which over the years has been pushed from 2024 to 2026. The company reportedly missed a target to raise funding by December. Its previous raise of $205 million closed more than two years ago.

However, Vertical said Fitzpatrick’s contribution will extend its cash runway into mid-2025, with more funding potentially lined up pending the completed flight test campaign of Aircraft Two. Last month, it said the full-scale prototype was nearing completion at partner GKN Aerospace’s Global Technology Center in the U.K.

Aircraft Two is expected to be Vertical’s certification aircraft that it will use in for-credit type certification testing with the U.K. Civil Aviation Authority (CAA). In addition to the next-generation propellers, the updated design adds a revamped powertrain, refined flight control system, and battery packs designed to meet thermal runaway safety requirements. It will feature components made by certification partners Honeywell, GKN, Hanwha, Solvay, and Leonardo.

Vertical intends for Aircraft Two to complete a flight campaign and several public demonstrations this year. These are expected to include an appearance at the Farnborough International Airshow at Farnborough Airport (EGLF) in July, as well as flights to and from London Heathrow Airport (EGLL).

In March, Vertical received CAA design organization approval (DOA), a required step in the regulator’s type certification process. Only a handful of air taxi firms, including Germany’s Volocopter and Lilium, have obtained DOA from the European Union Aviation Safety Agency (EASA).

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The post U.K. Government Allots $10M for Vertical Aerospace Electric Air Taxi Propeller Project appeared first on FLYING Magazine.

On Sunday, I found myself in the viewing area outside the fence to the ramp at a local nontowered airport. There is a picnic bench there and some signage to explain the airport to the muggles (the aviation challenged). A fence with a gate code keeps the uninitiated out of the aircraft movement area.

I was on the outside of the fence as I had finished with my learner that day and decided to take this opportunity to update my approach plate binder. I use both Foreflight on an iPad as well as the paper NOS publications for teaching as no one ever stole my NOS paper binder, and they never run out of battery life. In addition the paper they are printed on is absorbent, so if you get a nosebleed in the aircraft or that cup of coffee does an uncommanded gravity check, you have options. I prefer the loose-leaf pubs because I dislike having the big bound binder on my lap. But I have learned the plastic approach binders are just as awkward, so I divided the book in half, A-G and H-Z. 

The downside of the paper approach plates is they have to be physically replaced when they expire and that can be time consuming. It can be a challenge to install the new plates, so I do it a section at a time. On this day I was sitting at the picnic table and had just buttoned up the approach binders with the current plates when I heard a Cessna 172 approaching.

“I think I am about to be prop washed,” I thought, and I was right because the aircraft entered a turn, so its tail was pointed at the fence line, and those approach plates I had so carefully stacked on the table exploded. I was surrounded by a tornado of paper, most going over my shoulder like something out of a movie. I will admit I was a little amused, as well as annoyed. I threw myself on the approach plates like I was covering a grenade but couldn’t stop them all from escaping. 

When the aircraft shut down, I looked behind me—the binder had barfed. There was paper all over the lawn, in the bushes, in the parking lot, etc. 

Prop wash is never a good thing. Often it happens when the pilot experiences a loss of situational awareness, or the situation changes mid-process. Most airplanes don’t have rearview mirrors, so it’s a challenge to check your six. You didn’t see that person coming up behind you, or they might be a muggle and not be aware the activation of the rotating beacon is done just before engine start.

Blasting someone with prop wash can be construed as careless and reckless behavior in an aircraft, but I hope most of the time, if and when it happens, it is an accident. Apologize, clean up any mess made, and learn from the experience.

• READ MORE: Respect the Prop

Sadly, there are some pilots who will prop wash on purpose. An acquaintance of mine who flies floatplanes told me a story of how one pilot’s decision to intentionally prop wash the beach on a lake resulted in the seaplane community losing its beach location for its annual summer barbecue.

The event was held on a lake in Idaho. Most of the aircraft were a variety of Super Cubs and Cessnas on floats. The pilots were the type that flew floats for fun and told stories of landing on lakes where the fish normally die of old age. The pilots had been warned to stay away from the swimming area, which was cordoned off with rope and floats. There was ample signage warning boaters and seaplanes about the swimming area and a no-wake zone.

The party was going well until a multiengine seaplane showed up. Wake was generated. The pilot got close enough to the swimming area that the prop wash knocked down some children when he revved the engines to turn the aircraft for parking. The multiengine pilot was greeted by other pilots who were not happy with his arrival technique. Words were exchanged, and the multiengine seaplane pilot decided to leave, revving the engines again all the way to the middle of the lake. There was lots of wake generated and lots of prop wash. I am guessing the Flight Standards District Office received many complaints about that pilot. 

Intentionally prop washing someone is throwing the aviation finger. It’s a jerk move and most of us were raised better than that.

As for my experience, I spoke with the CFI after the event. The CFI in the airplane knew what happened. We have known each other for years. When she was a freshly minted instructor, she audited the private pilot ground school I taught at to get some teaching pointers. We locked eyes when she got out of the aircraft. She looked horrified and apologized profusely, quickly coming through the gate to help with the cleanup.

Another pilot who was on the ramp and witnessed the event came running to help pick up the mess. As we picked up 300-plus pieces of paper, the CFI said she tried to mitigate the prop wash as the aircraft was coasting with the power at idle and pulling into the transient parking area. When she finished with her learner, we talked about the event a bit more. And a few minutes later, I heard her telling a client about what had happened. It pleases me that learning took place.

The post Paper Chase: Beware of Prop Wash appeared first on FLYING Magazine.

MT said one of its goals in designing and manufacturing the propeller, called the MTV-4-1, is to help keep the vintage aircraft flying as airworthy parts for the original propellers are “becoming increasingly difficult” to find.

• READ MORE: Pilatus PC-12 Aircraft Meet European Noise Regs with 7-Blade Prop

The new propeller looks like the original, with a similar blade shape, but the blades are made of a natural composite and certified and tested for an unlimited lifespan, according to MT. The F-82 used for testing has helped demonstrate the propellers’ capabilities this year while flying to airshows across the U.S. The composite warbird propellers are moving through the FAA certification process.

MT is a renowned manufacturer of a range of composite propellers, including hydraulically controlled models with two to seven blades designed for engines of up to 5,000 hp and electrically controlled props with two to four blades for engines up to 350 hp. The company also makes two-blade, fixed-pitch propellers.

• READ MORE: MT Flight-Tests Propeller With 11 Blades On A Piper Cheyenne

MT said its props—30 models in all—are designed for traditional piston- and turbine-powered aircraft, ranging from motor gliders to regional airliners. They are also made for airships, hovercraft, and for use in wind tunnels.

MT holds more than 220 supplemental type certificates (STCs) and is an OEM supplier for more than 90 percent of the European aircraft industry and about 30 percent of the U.S. aircraft industry. The company said it has more than 28,000 propeller systems delivered, with more than 100,000 installations in service.

The post MT-Propeller Builds Composite Warbird Props for North American P-51, F-82 appeared first on FLYING Magazine.

He double checked that the magnetos were off before moving to the front of the aircraft. The propeller of the Cessna 172 was in the horizontal position so he did not have a clear view of the engine compartment, nor could he see the alternator belt in order to inspect it. He was reluctant to get too close to the propeller as he had been reading about propeller safety—but how was he to finish the inspection without getting close to the prop? This led to a discussion about how to treat a propeller—I submit it should be treated like a big dog that you do not know—it could do something unexpected that could hurt you, so give it the respect it deserves.

Hazards of a Still Propeller

Although you shouldn’t be afraid of the propeller, you should understand what it is capable of doing—and never ever become complacent. There is a reason it is called a ‘propeller blade’—it can have sharp edges. I learned this one the hard way as a fledgling pilot. 

I knew enough to make sure the magnetos were off and the key was out of the ignition before I approached the prop to inspect for “blade erosion, nicks, cracks, pitting, corrosion, and security” per the checklist. I positioned myself in such a fashion you would have thought I was about to have a knife fight with the prop—I was ready to dive away if the propeller moved. I reached out my right hand and (foolishly) ran my fingers over the top of the horizontal blade. There was a sharp pain in my right index finger and a lot of blood followed by a lecture from my instructor about being more careful. That was the day I learned how to use my thumbnail to check the edge of the propeller. I also learned how an A&P mechanic can file down the prop to remove a nick, then file the other side so that the propeller remains balanced.

It is not just sharp edges that can hurt you when the engine is off. If the magnetos are still engaged—if someone didn’t turn off the ignition properly, or there is a broken ignition wire and the spark is not grounded to the airframe, bad things can happen. If there is fuel left in a cylinder, moving the propeller in the direction of rotation—such as what’s done when one is hand propping an aircraft—can result in the propeller “kicking,” that is, moving with more force than you are expecting.

For this reason, if you need to reposition the propeller on the Lycoming or Continental engine—say to get a better view of the engine compartment and alternator belt during the preflight inspection—take care to rotate the propeller opposite the direction of normal travel as viewed from the cockpit. I learned this from Art Wegner, an A&P [airframe and powerplant mechanic] with more than 40 years of experience. Art advised, “Always best to be clear of prop when messing with it whatsoever.”

Richard Scarbrough, A&P mechanic and FLYING Magazine contributor, confirmed that the technique of rotating the propeller backward when it needs to be repositioned is safer than moving it forward in the normal direction of travel. However, he said he heard some complaints that this practice is bad for the vacuum pump, “but that has never been substantiated.” And many airplanes of recent vintage no longer have a vacuum pump in any case.

Hand Propping Takes Training

There are some times when you have to be close to the propeller—such as when you are hand propping an aircraft. This is common practice with aircraft that lack an electrical system, but as aircraft with electrical systems have become commonplace, the knowledge of how to safely hand prop an airplane has become very much like driving a five-speed. It can be a challenge to find someone who knows how to do it, and is comfortable doing it.

You will find instructions on hand propping in Chapter 2 of the FAA’s Airplane Flying Handbook, beginning with the warning: “Hand propping requires a team of two properly trained people. Both individuals should be familiar with the airplane and hand propping techniques. The first person is responsible for directing the procedure, including pulling the propeller blades through. The second person sits in the airplane to ensure that the brakes are set and to exercise controls as directed by the person pulling the propeller. When hand propping occurs, a person unfamiliar with the controls should never occupy the pilot’s seat.”

Other warnings include these: Have secure footing and never curl your fingers over the propeller because you could be pulled into it. Be sure there are chocks in front of the main wheels, and if this is not possible, the airplane’s tail should be securely tied down.

Also, (puts on Chief CFI cap) if the aircraft is a rental, you should be sure that hand propping is an approved procedure at the flight school or flying club, because many schools and clubs do not allow it for insurance reasons—and unauthorized hand propping can get you kicked out.

And, you have probably heard stories about hand propping that went bad—perhaps the pilot tried to do it themselves and the aircraft got away from them, coming to a stop after it collided with another parked aircraft or a hangar; or the person was run over by the aircraft; or worse yet, the person in the cockpit was not “qualified” and didn’t know how to shut down the engine and was injured in the subsequent crash. Sadly, these things still happen.

Hot Loading/Unloading

All pilots and mechanics know the greatest risk comes from the propeller when it’s turning, and the FAA tells us all about it in Advisory Circular (AC) 91-42D: “Hazards of Rotating Propeller and Helicopter Rotor Blades.” The AC notes that a propeller under power, even at slow idling speed, has sufficient force to inflict injuries. For this reason, special care has to be taken during so-called “hot loading,” which is when the aircraft engine is still in operation; therefore, the propeller is turning when people are loaded or unloaded.

The AC cautions against this practice, noting “the engine should be shut down before boarding or deplaning passengers,” however, sometimes this is not done.

In these cases, if there is no option but to hot-load, it’s a good idea for each passenger to be escorted to and from the aircraft by someone familiar with propeller safety, with the understanding that departure from an airplane with a propeller ahead of the cockpit be toward the rear of the aircraft, and when loading an airplane with the propeller turning, the passengers and their escorts should approach from the rear and depart to the rear.

When no escorts are available, pilots warn the passengers to approach from the tail and depart toward the tail. Never walk toward the front of the airplane, because when operating, the propeller disappears in a blur.

Sadly, even when the pilot instructs the passengers to disembark to the rear, they can fail to follow directions. Such was the case on October 16 in Georgia when a 21-year-old college student was killed when he was struck by the moving propeller of a Cessna 172. According to the Statesboro Herald, the student and a woman had been passengers on board the airplane. They had returned from a date at night, and according to authorities, after the airplane landed safely, the woman got off the airplane and walked toward the tail of the aircraft. The man disembarked and walked toward the front and into the propeller.

Even pilots are not immune to this kind of mistake. In 2008, a 26-year-old student pilot flying a Cessna 152 out of Atwater, California, was killed when he walked into a spinning prop at night. The airplane was being flown by another student pilot. Incidentally, the flight was operated in violation of FAR 61.89, which prohibits student pilots from acting as pilot in command of an aircraft carrying a passenger. According to the NTSB report, the students knew they were breaking the rules. They waited for the flight instructor, who had signed off the one pilot for what was presumed to be a solo flight, to leave the airport, then the second student climbed aboard. Upon returning after dark and worried about being caught, the student in the right seat hurriedly climbed out of the airplane— and into the propeller.

Avoid the ‘Hanging on the Prop’ Picture

Several aviation publications, organizations, and flight schools have rules against publishing photographs of people who are either standing in the prop arc or posing with their hand on the prop. The reason? It sends a bad message to the aviation-challenged who don’t know anything about propellers—it can be compared to checking to see if a gun is loaded by looking down the barrel. You’d never do that, would you? 

So please, no hand-on-the-prop pictures. It doesn’t matter if you have Amelia Earhart standing on one side of you and Jimmy Hoffa on the other and Bigfoot is photo bombing—please don’t take that picture. Instead, go with the 3/4 shot of the subjects standing in front of the wing of the aircraft—it’s much more effective—it shows more of the airplane.

The post Prop Safety: Treat Spinning Blades With Respect appeared first on FLYING Magazine.

It began with the announcement that McCauley’s newest unmanned aerial vehicle (UAV) propeller for General Atomics Aeronautical Systems Inc., a subsidiary of Textron, has achieved certification from the FAA. 

John Dandurand, vice president and general manager of McCauley Propeller Systems said, “This exciting milestone and the success of our UAV propeller program are the result of a decades-long relationship and collaboration between the McCauley and GA-ASI teams. Together, we worked on the design and development to ensure the highest quality propeller.”

The specially-designed propeller supports multi-mission possibilities. McCauley company officials noted the two UAVs—the GA-ASI’s MQ-9B SkyGuardian and SeaGuardian—are equipped with McCauley’s four-blade propeller and are designed to deliver intelligence, surveillance, and reconnaissance. The missions range from the battlefield environment to humanitarian efforts.

“Through investments in the latest technologies and engineering, we are propelling the next generation of McCauley products and aftermarket solutions,” Dandurand said. “This is a continuation of our commitment to innovation in the general aviation, special missions, and UAV markets, in addition to new emerging technologies, including both hybrid-electric and electrical vertical takeoff and landing (eVTOL).”

Aftermarket Beechcraft Propeller

On the subject of propellers, McCauley Propeller, a subsidiary of Textron, gave an update on the development of its new 105-inch-diameter propeller designed for Beechcraft King Air 300-series turboprops. The propeller has four aluminum swept blades.

The design is undergoing performance testing and progressing well, said Dandurand. “Not only will customers receive a propeller with a modern swept appearance, but will also benefit from reduced noise in the cabin and cockpit. Customers will also recognize a propeller weight savings of more than 50 pounds per aircraft, thereby increasing overall useful load for the operator. The result of the work we are doing now with our test program will help us move through certification, ultimately bringing a high-performance King Air B300 series propeller to the market.”

McCauley company officials note the new design has an extended time between overhaul (TBO) of 5,000 or 72 months and Textron Aviation’s 4,000 hours or 36-month limited propeller warranty.

In addition, installment of the McCauley propeller does not require changes to existing aircraft operating procedures or additional aircraft modifications. Certification of the propeller is expected in 2022, and advanced orders are now being accepted through McCauley Propeller Systems or an authorized McCauley service facility.

McCauley is one of the world’s largest full-line propeller manufacturers, with more that 80 years of experience and more than 500 models available.

Textron’s Simulation Division

Propellers aren’t the only products coming from Textron, TRU Simulation + Training—an affiliate of Textron Aviation Inc.—has announced its Cessna Citation M2 Full-Flight Simulator (FFS) has successfully achieved Level D qualification from the Civil Aviation Administration of China. In a media release, Textron noted, “This is the first Level D Citation M2 Full-Flight Simulator in operation outside of the United States.”

“The success of the Cessna Citation M2 simulator program in China is the result of a long-standing relationship between the TRU and CAFUC teams,” said Jerry Messaris, vice president and general manager of TRU Simulation + Training. “TRU’s innovative and customized design, production and support, in addition to the collaboration with CAFUC on the installation and qualification process, ensured the highest quality training device.”

The full flight simulator is located at the Civil Aviation Flight University of China training center in Guanghan City. It will support the university’s fleet of four Citation M2 aircraft. CAFUC is the largest pilot training school in China.

The qualification of the M2 simulator marks one of the latest achievements for TRU. In April, TRU’s full flight simulator for the Cessna SkyCourier received Level D qualification from the FAA. Additional qualifications for other training devices are expected in 2022.

The simulator is equipped with the latest Garmin G3000 avionics, and is designed to represent the cockpit and flight profile of the Citation M2. The company notes TRU’s design incorporates the company’s third-generation control loading system that produces a highly realistic flight experience, as the full-flight motion of the simulator integrates TRU’s REALCue system, utilizing an electric motion base with 60-inch-stroke actuators, while the visual system is equipped with high-definition projectors on a 200-by-40 degree display designed to create an immersive training environment.

The full-motion simulator joins CAFUC’s fleet of Cessna aircraft, which includes 159 Cessna Skyhawk pistons, the largest fleet of Skyhawks in China, and seven Cessna Citation CJ1/CJ1+ light jets.

The post New Products From McCauley, Textron Unveiled During EAA AirVenture appeared first on FLYING Magazine.

In a statement, James W. Brown III, president of Tailwind Technologies, said the new structure would build on the historic brand and allow the company to continue innovating and improving the GA sector.

“The independent operating companies and products under the Hartzell Aviation banner will carry on a strong and rich tradition, with a history dating back to the Wright brothers when Orville encouraged his neighbor Robert N. Hartzell to begin manufacturing airplane propellers,” Brown said.

Hartzell Propeller

Under the new structure, Hartzell Propeller—headquartered in Piqua, Ohio—will continue developing, manufacturing, and innovating its propellers for its customers in the business, commercial, and government sectors. The company said it would also focus on creating next-generation propellers with blended airfoil technology. They would also look to improve manufacturing through more modern machining centers, robotics, and molding stations. JJ Frigge, promoted to president of Hartzell Propeller in January 2020, will continue in his role.

Hartzell Aerospace Welding

Meanwhile, Hartzell Aerospace Welding will house Tailwind Technologies’ 2020 acquisition of Aerospace Welding Minneapolis. The division focuses on general aviation aircraft exhaust systems and engine-mount repair. It specializes in certified welding, precision machining, and sheet metal fabrication. The division will be located in Eagan, Minneapolis, and will be led by Ryan Latham serving as president. Moreover, the company also announced at AirVenture that it was expanding its reach through the acquisition of Acorn Welding in Edmonton, Canada.

Hartzell Engine Tech

Finally, Hartzell Engine Tech, the third division, will focus on providing engine accessories and heating solutions for the general aviation industry. The company is a portfolio of five companies: Janitrol Aero, Fuelcraft, Plane-Power, Sky-Tec, and AeroForce Turbocharger Systems. Hartzell said combining the brands would allow them to provide more comprehensive customer solutions. This division will be headquartered in Montgomery, Alabama, and will be led by Keith Bagley as president.

Tailwind Technologies’ chief operating officer and chairman of Hartzell Propeller,Joseph Brown, said the new umbrella organization would allow Hartzell to build on its brand and bring together an array of firewall-forward products.

“This newly christened organization, with its iconic Hartzell companies and brand names, is guided by the overriding principle of ‘built on honor,’ which reflects our commitment to quality, performance, and support in everything we do,” Brown said. 

The post Hartzell Aviation Makes a Home for Firewall-Forward Brands appeared first on FLYING Magazine.

Hartzell Propellers said in a news release that its new Navigator three-blade, advanced composite scimitar propeller, has been approved for the Beechcraft Bonanza single-engine line, including most 35-C33A, E33A, E33C, F33A, F33C, S35, V35, V35A, V35B, 36 and A36 aircraft. The company says the Navigator will deliver an increase in true airspeed of three to seven knots, depending on the power setting, while reducing airframe vibration.

“The low-inertia Navigator consists of a unique monocoque structure, with carbon-fiber laminates integrated into a co-molded stainless-steel shank,” said the company in the release. “The outboard half of the leading edge is protected from foreign object damage (FOD) with an electroformed nickel-cobalt erosion shield. The carbon-fiber Navigator weighs approximately 65 pounds and is approved at a diameter of 82 inches.” The Navigator is also available with electro-thermal de-ice on existing three-blade, 28-volt systems, and is also fully compatible with existing fluid anti-ice installations from CAV Ice Protection Inc. A new Hartzell S-1-35 prop governor is also an option under the STC.

Propeller time between overhauls (TBO) is six years or 2,400 hours, whichever comes first. When combined with Hartzell Propeller’s Top Prop warranty program, the Navigator is covered through the first overhaul. The basic kit is available for $27,870.

The post Hartzell Earns STC for Three-Blade Bonanza Propeller appeared first on FLYING Magazine.

What could possibly make an Extra 300L take off faster, climb better, and become even more fun to fly? How about a new prop? Hartzell Propeller has been awarded a supplemental type certificate for its Talon propeller for installation on the 300L, the company announced on January 25. The three-blade, high-performance 78-inch-diameter prop replaces the stock wood-core, three-blade prop with its advanced aerodynamic design.

The Talon prop gives the 300L a 2.5-percent increase in takeoff performance, according to the company, with a 5-percent decrease in takeoff distance and climb performance. Hartzell also projects higher durability and reduced life-cycle costs, owing to the lighter weight, low-inertia design. The advanced composite construction of the Talon integrates a “co-molded stainless-steel shank,” according to a Hartzell press release. “The outboard half of the leading edge is protected with a co-molded electroformed nickel erosion shield.”

Top airshow performers have already signed on for the new prop. Michael Goulian has started flying with the Talon, and he gives this review: “My flights with Hartzell’s Talon showed an increase in performance, while also contributing to crisper execution of the aerobatic maneuvers that are the hallmark of my show. The smoothness and responsiveness of this propeller is second to none.”

Kevin Coleman is also impressed with the results so far. “Climbing out, it felt really smooth, which those of you who’ve flown a big pumped-up motor know that they’re not always smooth. This is definitely the future of aerobatic airplanes right here,” Coleman said. “It is beautiful the way Hartzell designed these blades. Going into aerobatics, it definitely has more pull. It just goes harder. It gets out of the hole faster which is really good for aerobatics. It has good braking.”

The Hartzell Talon is available from propeller shops, FBOs, or directly from Hartzell. List price for the propeller, spinner, and STC paperwork is $29,301. Time between overhauls (TBO) is six years or 1,000 hours, whichever comes first.

The post Hartzell Puts Talon Prop on Extra 300L appeared first on FLYING Magazine.

Just in time for NBAA in Las Vegas, Raisbeck Engineering, Inc., plans to debut a new composite 5-blade swept propeller for the Beechcraft King Air 200 series aircraft at its booth (C-11443). The company has already begun taking orders for the new propeller.

Designed by Hartzell Propeller specifically for King Air 200, B200, and B200GT aircraft, the new propeller was STC’d by Raisbeck Engineering for a 30% reduction in noise throughout the aircraft. With over 30 years of experience in the design, manufacturing, and certification of structural composite propellers, Hartzell and Raisbeck have a long-standing relationship in developing swept blade technology for the entire King Air line.

Constructed of structural carbon fiber composite with nickel cobalt leading edges to protect against foreign object damage, the new 5-blade propellers optimize airfoil efficiency allowing for a larger 96-inch diameter propeller with less blade tip noise. The propeller also features unlimited blade life, thereby lowering maintenance and overhaul costs.

King Air operators who chose the 5-blade propeller will enjoy an average total weight savings of 48 pounds versus OEM installed propellers, a 16.5 percent performance boost in runway acceleration, a 48 % more effective prop in reverse and 25.8% performance improvement during engine-out climb scenarios with flaps up. The company also offers King Air 200 aircraft owners and operators the option of an aluminum 4-blade swept propeller.

The post Raisbeck Unveils Composite 5-Blade Swept Propeller for King Air 200s appeared first on FLYING Magazine.

In 1986, I flew a Beechcraft Baron 58 each night carrying canceled bank checks from Baltimore to Richmond, Virginia; Charlotte, North Carolina; Philadelphia and back to BWI, departing at about 10 p.m. and returning by 6 a.m. the next morning. I was part of a network of check-carrying general aviation aircraft that crisscrossed the nation each night.

On one particular mid-September night, the flight from BWI to RIC was uneventful. I taxied in and unloaded the checks into a waiting truck and headed to the FBO to await the bags of checks for the leg to Charlotte.

Once loaded up, I got my IFR ­clearance and taxied to Runway 20. A few minutes later the Baron lifted into the cool September air with a right turn that headed me toward the South Boston VOR at 6,000 feet. The route took me southwest past Greensboro, North Carolina, and then into Charlotte. I flicked on the autopilot and tuned the number two comm radio to 123.45 to see what the other freight dogs were chattering about. Hearing no one, I pulled out the World War II paperback I had been reading called Fly for Your Life. Operationally, the engines sounded ­normal except for a propeller that occasionally demanded I use a quick knuckle twist to put the props back in sync.

At about 1:30 a.m. ATC told me to expect a visual approach to 18 Left at Charlotte. The approach controller descended me from 6,000 feet to 3,000 feet and then to 2,300 feet for the visual. I of course used the normal check-runner profile, power-on high-speed descent, keeping the speed at redline, until I heard a strange sound: One of the props out of sync again—but which one? I moved the right prop ­control back, but nothing changed.

I tossed the book over my ­shoulder and turned out the overhead light to give the Baron my full attention. I pulled the propeller control back a little more, but still no change. I’d never experienced anything like this. Then I noticed the right tachometer needle was past redline.

I reduced power to slow down when the entire plane started to shake—not vibrate, but violently shake. I reduced the throttle to idle and pulled the prop lever back more to no effect.

My airspeed was so high that I raised the nose gently to slow down while simultaneously going through my mental engine-shutdown checklist. Then I performed it, slow and direct. As I moved the right propeller lever to feather, it stopped about halfway and would not feather. By now, the airplane was shaking so badly I couldn’t even read the flight instruments.

Then, strangely, time slowed down, with everything moving in perpetual slow motion. I saw my life flash in front of me. I was a baby, a toddler, grade schooler, college student. I saw my parents, a coffin. At 2,500 feet I wasn’t sure I could make it to the airport. I called ATC.

“Uh…Congressional 100. We have a problem, sir.”

I started slamming the prop control up and down, but it stopped half way. I did it harder, finally all the way back to feather. Wham! The plane shuddered, then got smooth and quiet as the shaking stopped. That’s when I realized the right propeller had ripped through the nose of the Baron.

“Ah, Congressional 100. We just lost a prop!”

I could see only half of one blade of the right propeller. The spinner was gone. I also saw metal sticking up around the nose of the airplane through the windshield. The sound of the left engine was now calming, and I knew I could make it to the airport, even though half the propeller and counterweights on the right had gone through the Baron’s nose.

I remember telling Charlotte Approach that I was the only person aboard along with about 50 gallons of fuel. The controller asked if I had Runway 23 in sight. I got a little confused and forgot which runway I was headed for since I always landed on 18L at CLT. I’d never landed on 23 and couldn’t pick it out from the city lights. I could see 18L, but not 23.

“You want us on 18 Left?” I asked.

“I have you set up for Runway 23 straight in,” the controller responded. I told him I didn’t see it yet. “OK, turn 5 degrees left. Five miles from the runway. Are you able to maintain your altitude?”

“Yes, sir,” I said. “We’re doing all right, but could you turn the runway lights up all the way, sir?”

“Sure will. And I’ll vector you to the runway, Congressional 100.”

Once I saw the runway, the ­controller said, “Cleared visual approach Runway 23. There’s an Aerostar landing Runway 36 Right that will hold short of your runway.”

“Congressional 100, contact the tower now on 118.1. The equipment is standing by for you. Good night.”

When I was certain I had the runway made, I lowered the first 15 degrees of flaps and then the landing gear. That’s when I heard a strange kerklunk sound from the front of the airplane.

“Can you tell Congressional 100 if you see a light in the nose?” I asked the tower controller. “I’m not sure if the nose wheel is going to make it down because it’s torn up.”

This Baron had a taxi light on the nose gear. I had checked it during prefight, and it had worked during the taxi out at Richmond. The controller said he’d look for the light. He saw a light but couldn’t be sure if it was on the nose gear, so I wasn’t sure the nosewheel was down.

I continued the approach and touched down on the main wheels holding the nose up as long as I could. I brought the left engine to idle and the mixture to cut off. The nose wheel touched down the way it was supposed to and the airplane quietly rolled to a stop. The runway edge lights were the only lights I saw.

I sat for a moment in the dark, and then found my flashlight and opened the door. I stood on the right wing shining my light on the half propeller and all the jagged metal in the nose. Suddenly I heard a terrifying noise and shined my light toward the back end of the Baron.

Out of the darkness rushing toward me were alien spacemen—actually, they were airport firefighters in their silver suits. They took off their hoods to reveal earthly humans, asking, “Are you OK?” “Yeah, I’m fine,” I said. Suddenly my mind snapped back to business. “My checks!” Without asking, I opened the Baron’s back door and started heaving my check bags onto the nearest fire truck. “Take these checks over to my courier, and can you hurry?” They took the bags and we made the cut off time.

A little later I learned the right ­propeller was due for an overhaul. The propeller’s broken counterweight band that stuck in the nose had an ­oxidized section followed by a clean break. During the overspeed, the band had broken loose and lodged itself between the propeller and the spinner, which is why I couldn’t feather the prop. The violent shaking had broken the motor mount in two places, leaving the engine ­hanging down. Just an inch aft of where the propeller blade had entered the fuselage was a fully charged oxygen bottle. I guess it just wasn’t my night to go.

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