Vulcanair last month delivered the first P68 Observer 2 in China soon after the Civil Aviation Administration of China granted type certificate validation for the high-wing piston twin, in addition to its P68C and Vr (P68R) siblings. According to the Italian manufacturer, the P68 Observer 2’s entire front fuselage is made of clear plexiglass, giving occupants “excellent helicopter-like visibility” needed for mapping, survey, and surveillance missions. Meanwhile, the more conventional-nosed, fixed-gear P68C and retractable-gear Vr are aimed at the training and private aircraft markets.
Vulcanair delivered the first P68 Observer 2 in China yesterday, less than two weeks after the Chinese Civil Aviation Authority (CAAC) granted type certificate validation for the twin turboprop. The aircraft was delivered to Vulcanair’s Chinese distributor, Tianjin-based China Aero Supply, which will in turn hand over the turboprop to its undisclosed customer. Vulcanair said this Observer 2 will be used for aerial photo missions. China Aero Supply also has “a number” of P68 Observer 2s on order, which will be delivered to China “soon.”
Italian manufacturer Vulcanair, along with sales agent Linford Aviation (Stand 5019), is promoting the P68R high-wing twin, which is making its Brazilian debut here at LABACE. The P68R is the executive version of the aircraft, with retractable undercarriage for high-speed passenger transport. Vulcanair also produces the P68C with fixed undercarriage that is aimed at a variety of utility applications, such as air taxi and aeromedical services, general transport (including cargo) and even for farmers and farm companies operating in sparsely populated regions.
Three popular unpressurized twin turboprops from the past have or will soon re-enter production.
British Columbia-based Viking Air Ltd. acquired the type certificate and production rights to the DHC-6 Twin Otter from Bombardier in 2006 and could start customer deliveries by next year. Viking already owns the type certificates for seven other deHavilland aircraft, including the DHC-3 Otter and the four-engine DHC-7 Dash 7.
Italy’s Vulcanair expects to begin flying its single-turboprop VF600W by the end of this month, according to Remo De Feo, president of the company’s Manassas, Va.-based distributor. The fuselage of the nine-seat, 8,600-lb-mtow airplane was derived from the Vulcanair SF600A Canguro and its high wing from the Vulcanair 600 Viator. The airplane is powered by a Walter M601F-11 turboprop engine.
Italy’s Vulcanair expects to begin flying its single-turboprop VF600W by the end of next month. The fuselage of the nine-seat airplane was derived from the Vulcanair SF600A Canguro and its high wing from the Vulcanair 600 Viator. The company plans to build four or five pre-production aircraft to join the first prototype in the flight-test program.
Italy’s Vulcanair last month completed the first series of flights of its single-turboprop, unpressurized VF600W turboprop single. The 10- to 16-passenger, 8,700-lb-mtow airplane is powered by a 777-shp Walter (Czech) turboprop engine. The airplane, which Vulcanair hopes to price starting at $1 million (IFR), would compete most directly with the $1.5 million Cessna Caravan.
Naples, Italy-based Vulcanair recently started certification flight testing of its 10- to 16-passenger VF600W Mission turboprop single. The airplane, an 8,650-pound would-be competitor to the Cessna Caravan, is powered by a 775-shp Walter turbine turning a five-blade Avia propeller. Vulcanair said the Mission, with a maximum range of 1,100 nm, will be able to carry 3,000 pounds 400 nm. The company hopes to keep the IFR price below $1 million.
Accommodating the requests of potential customers, Vulcanair of Italy decided in January to make a number of design changes to the fuselage of its 11-passenger VF600W Mission turboprop single.
Vulcanair’s display of its P68C Jet could confuse visitors until they realize that the installation of 227-hp SMA diesel engines enables the popular twin to use jet fuel. Shortages of avgas are directly affecting demand for aircraft fitted with standard piston engines. Indeed in the Middle East, where avgas is not refined, availability is so limited that sales of the standard P68 in the region are unknown.
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