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