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2016 Piston Twins - Aircraft and pilot magazine
Multiengine reciprocating aircraft were already very stylish in the seventies and eighties. Today Piper is building two, Beech is offering one and Cessna has given up all twin-engine pistons. In addition, even drivers are using the means to buy and run a twin to start challenging the security record of multi-engine reciprocating aircraft over single persons.
Sadly, the cliché in the business is that the only true value to the second engine when the other stops is to take you straight to the scene of your crash. There is no doubt that drivers operating above sea level or over mountain can profit from the second engine.
There is no doubt that a multi-engined aircraft that has been correctly operated after an engine breakdown can help your survival. Here is a look at the remainder half tens of twin pistons on the 2015/2016 aftermarket. The Seminole was created at a point in history when several firms offered new four-seater twin coaches. Beech launched the Duchess in the latter 1970s, Grumman American celebrated the premiere of the Cougar and Piper revealed the Seminole.
The three twin instructors were specifically developed to cover this need and create an economic flight-class room for training the next generations of flyers. The Seminole was the only one that lived. The PA-44 with its high, waisted and apparently unbreakable Lycoming O-360 thrusters has been in operation for 36 years, albeit only temporarily.
It has become a favourite with institutionally run flying colleges, but also sometimes sold to private persons and corporate pilots who benefit from the dual engine design and can survive on a 150-160 knots cruising trip. The Seminole, with a total of 3,800 lbs, is relatively light for a twin, and its counter-rotating blades help control the feared Vmcblem.
Basic price: $697,100. The Piper Senior V-PA-34-220T: The Senior is a very different aircraft than the Seminole. Although it can be used for multi-engine training, the turbocharger of the Seneca VB is quite naturally resistant to on-board shutdown and restart. Today's Seneca X is more of a luxury traveler. It took me three years and 700 hrs on a corporate plane from Seneca II, and it fulfilled every single assignment I could think of better than I had rightly expected.
Continental's 200 hp TSIO-360 Continental engine was turbo-charged, so I was never afraid of high-altitude flights (the plane took several missions in Leadville, Colorado, 9,927-foot MSL, without complaint), and the 123 gallon tank permitted simple four-hour jumps plus reserves of 700 nm valuable between box-stoppages. Like you might think, the Seneca X can do everything better.
Cruising in the hangars is better than 180 knot, and the inside is better than that of a baron, more resembling the Navajo cubicle than that of a lightweight twin. With a diameter of 48 inch, the Seneca V's cubic space is the same or better than that of another twin butt. Basic price: $1,031,550.
DA-42-VI Twin Star: Diamond Twin Star looks like something that Luke Skywalker could control, it is flying behind a couple of FADEC-controlled Austro diesels, has dramatic reversed wingtips at the tops and usually displays a contemporary - like future - behavior of motors. All in all, the 74-gallon long-range tank enables the Twin Star to fill 795 nm between refueling stopovers.
Basic price: $898,000. Bech G58 Baron: Teledyne Beechcraft's stately Baron is truly the top of the multi-engine family. Not only is it the most costly twin plunger on the open skies, it is also the most powerful and probably most flexible handle in the group. Once there were three barsons, but today the 2015 G58 is the most refined and demanding baron ever made.
Since time immemorial, book produce has been blest with a harmonious blend of building excellence and inspection that few other designs can achieve, and the latest Baron stands for the best. Featuring an unavoidable 300 hp Continental IO-550s wing couple, the Baron rises to a max 1,730mph. In some ways there may be better planes (there are certainly less costly ones), but don't ask a baron for one.
Basic price: $1,394,000. P2006T Tecnam: About eight years ago Tecnam, the incumbent LSA producer in Italy, came up with the novel concept of installing a 100 hp Rotax engine on the wing of a small Aero Commander and to offer the world's cheapest multi-engine coaches. Constructor Luigi Pascale (designer of the Partenavia P68 twin series) decided to pleat the wheel in the middle of the hull into cones, mount full-spring supports on the Rotax 912S, use gearbox and liquid-cooled motors, and wind a four-seater twin with a liveable twin for remarkable lowownership.
When both motors are turning, the 2006T will deliver 1,140 rpm gradient. Switching off the mains supply on one side will reduce it to 212 rpm, and the single-engine servicing blanket is 7000ft. Basic price: $440,000. Like in the 1980' the Vulcanair P68 is flying with perhaps the most long-lived Lycoming engine on the wing, the omnipresent 200 horsepower powerful 200 horsepower TBO designed 200 hour TBO engine around the world.
Servicing blanket for both power plants is specified at 20,000 ft; turn one engine off, and that is down to 5,000 ft. Basic price: $869,000.