GENERAL AVIATION

the aircraft to be certificated to the higher

weights allowed for a twin-turboprop. "This is
a twin-engined aircraft," says Ayres.
The original plan had been to power the
Loadmaster with a single Pratt & Whitney
Canada PW127 turboprop. Two options were
considered for the dual-engine propulsion unit:
a P&WC/ Sol ov PT6 Dual Pac and the
LHTEC CTP800 - a turboprop derivative of
the T800 turboshaft powering the Boeing/
Sikorsky RAH-66 Comanche helicopter.
FedEx chose the engine, and picked the rela-
tively unproven CTP800. Ayres believes that
the decision was based on this engine's later
technology, lighter weight and lower fuel-con-
sumption dian those of the PT6.
LHTEC, an AlliedSignal/Allison joint ven-
ture, is responsible for delivering a certificated
propulsion system to Ayres. The CTP800- 4T
twin-barrel powerplant is rated at 2,000k\Y
(2,7()()shp) and consists of two turboshaft
power-sections and a GKX Westland-devel-
oped combining gearbox, driving a Hamilton
Standard six-bade propeller. Propulsion-sys-
tem tests will begin in the second quarter of
1998, leading to first production deliveries in
the second quarter of 1999. FedEx has con-
tracted directly with LHTEC for engines to
power the 50 Loadmasters it has on firm order.
Ayres, meanwhile, has placed a separate con-
tract for 100 shipsets for aircraft sold to other
customers. Ayres says that he will "...let the
market dictate" whether the PT6 Dual Pac is
also certificated eventually on die Loadmaster.
ENGINE EVOLUTION
Evolution of the powcrplant has influenced the
Loadmaster's shape, which is a classic example
of form following function. As propeller diam-
eter was increased to almost 4m, Ayres explains,
the nose was moved up, resulting in a profile
where die cockpit sits "747-style" atop the fuse-
lage. The constant section of the fuselage is
sized to accommodate four demi or LD3 con-
tainers, and there is additional storage space
under the cockpit and in die aft fuselage. "There
are more cubic feet in the Loadmaster than in
the Douglas DC-3 or Fokker F27," Ayres says.
One design goal was for an empty weight less
than 50% of the gross weight. "Empty weight is
47%, " says Ayres, despite the Loadmaster hav-
ing an all-metal airframe designed to US Part 25
transport-category rules, rather than the Part
23 commuter-category regulations which usu-
ally apply to an aircraft of this size. Ayres
believes that the use of Part 25 design require-
ments will enable the company, at some later
stage, to apply for an exemption to operate at
take-off weights some 1,300- 1,600kg higher.
The high-set wing is all new, with a 20%
thickness-to-chord ratio at the roots allowing
deep spars to reduce weight. Large translating
Fowler flaps allowed Ayres to reduce wing area
by over 9nr from that of a conventional wing.
The 70kt(l 30km/h)stall speed is a design point,
while the 205kt maximum cruise "fell out",
FLIGHT
radier than being a requirement, says Ayres. The
power available gives a 365m take-off distance at
maximum weight, while the single-engine per-
formance will be "incredible", he claims.
The design of the Loadmaster has been dri-
ven by FedEx's requirements, but the resulting
aircraft is not limited in its applications to just
package carrying. The fuselage has been sized
to accommodate containers, but is "...perfect
for four-abreast seating as comfortable as in any
commuter", says Ayres. The aircraft will be
certificated to carry 19 passengers, plus 2,200-
2,700kg of cargo in the rear cabin, and Ayres
expects most non-FedEx Loadmasters to be
sold in this combi configuration.
The basic freighter version will have aft cargo
and forward entry doors, but no windows. The
combi version will have windows, emergency
exits, seat tracks and air vents. An optional cabin
liner will include overhead baggage bins. The
cargo version will be certificated first, followed
by the combi, then Ayres expects to develop a
variant with clamshell rear-ftiselage doors. Thi s
would allow die Loadmaster to carry a pick-up
truck and a minivan, to meet demand for such an
aircraft in the Alaskan market, Ayres says.
Ot her versions being planned include the
Tourmaster, for the Grand Canyon tour mar-
ket, with 19 side-facing seats and bigger win-
Designsfor a floatplane variant are already on
the drawing board
dows. The Searchmaster is a proposed surveil-
lance variant, with equipment which could be
rolled on and off through the aft cargo door.
Ther e is a floatplane version on the drawing
board and Ayres has already offered a military-
transport derivative. The military LM2 50, with
a 2,500kW CTP800-50 powerplant, was
offered to Australia as a possible de Havilland
Caribou replacement, but was "...kicked out".
DERIVATIVES
The development of derivatives will be made
easier as die Loadmaster's fuselage is to be built
in sections, with most changes restricted to the
aft portion, allowing variants to be assembled on
a common line. Ayres plans to produce the air-
craft at a factory to be established widiin 160km
of the company's Albany, Georgia, plant. Plans
call for the Albany factory to produce detail parts
for shipment to "two or three" major subcon-
tractors, which will fabricate airframe sections,
dien deliver them to Ayres' new plant for final
assembly. The "firewall-forward" section hous-
ing the powerplant will be produced at Albany.
LHTEC will provide complete propulsion
systems, while Honeywell will supply SPZ-
5000 avionics suites ready be plugged in. Ayres
is close to naming suppliers of integrated fuel,
electric and landing-gear systems. Thi s risk-
sharing approach will limit the cost to Ayres of
certificating the Loadmaster to $25 million.
The company expects to break even after 100
aircraft, and already holds firm orders for more
than 70, including those for the FedEx contract.
Two certification-test aircraft will be built at
Albany, with the first to be flown in mid-1998.
Certification is planned for the third quarter of
1999 and deliveries to FedEx are to begin with
the eleventh Loadmaster, in December 1999.
Thereafter, four aircraft a month will be pro-
duced, two of them for FedEx. "We have a lot to
do in die next two years, but I feel pretty good
about it," says Avres.
30
FLIGHT INTERNATIONAL 3 - 9 September 1997