Blackhawk Caravan IFR Certified

[esp803]

Cessna Caravan Blackhawk XP42A Upgrade – IFR Approval for Canadian Commercial Operators

Whitehorse, Yukon, Canada – February 8, 2013 -Alkan Air Ltd. is pleased to announce that the Cessna Caravan Blackhawk XP42A Engine Upgrade is now approved for Commercial IFR flight by Canadian Air Taxi Operators.

Alkan Air has been working with officials within Transport Canada since 2012 to allow the Commercial IFR use of the Blackhawk Modifications Inc. (BMI) Supplemental Type Certificate (STC). This STC replaces the original 675 SHP Pratt & Whitney PT6-114A with a factory new 850 SHP PT6-42A providing dramatic improvements in performance and margins of safety.

The current wording of the Regulations and associated Standards did not provide clear direction as to whether the STC would prohibit a Canadian Commercial Operator from transporting passengers during Night or Instrument conditions.

On February 7, 2013, Transport Canada approved and signed an exemption from Paragraph 703.22(2)(b) of the Canadian Aviation Regulations and Paragraphs 723.22(1)(a) and (b) of the Commercial Air Service Standards. This exemption will allow Canadian air operators and their flight crew members to operate Cessna Caravan Model C208 aeroplanes retrofitted with a PT6A-42A turboprop engine in accordance with the BMI Supplemental Type Certificate STC SA02357LA issued by the US Federal Aviation Administration.

Initial discussions regarding the STC focused on an operator specific exemption. Alkan Air is pleased that these efforts will now benefit all Canadian Commercial Operators who choose to invest in this STC. The company would like to thank those officials with Transport Canada that helped see this process through.

Good job guys and gals at Alkan. From my experience with this aircraft it will now be a vastly more capable IFR aircraft. It amazing the difference that extra 175hp makes on the aircraft for performance on all stages of flight. Look forward to seeing the newly converted one when I get back to that neck of the woods.

E

[jspitfire]

Great news! Do you have a link to the article?

[esp803]

http://alkanair.com/company-profile/news/

[Mr. North]

Would it make the Caravan more capable in ice?

[esp803]

No comparing the two in ice, It's a whole different airplane with the bigger engine and has enough speed to make the boots more efficient. Still not a King Air or Twin Otter, but infinitely better then a stock van.

[SeptRepair]

Does anyone know, or have some insight, into why they would go through this process for everyone to benefit from? Im sure there must be some serious costs and heartache to get this approval, so why share the rewards?

[Redneck_pilot86]

Well for one, it was not solely Alkan doing it, but Blackhawk itself. They want it approved Canada-wide to increase their customer base.

[esp803]

Heartache, I'm not sure, Headache yes, cost, I don't think a huge amount, more of a time commitment. It was a sort of grey area when I was there, it is the same kind of engine, just a slightly larger version. I think it was just a matter of pestering transport enough on the crazyness of not certifying a safer aircraft. Regardless of how much it cost, time invested or why do it for everyone (I'm not sure they would have a choice in the matter...) kudos to them doing it. It makes the "Scare-A-Van" a competent IFR machine (yes I know it still has one stove) and an excellent bush machine. I would go so far as it pushes it out of the "jack-of-all-trades-master-of-none" category into a very capable and I may regret saying this, but STOLy aircraft. No it's not an Otter or a Porter but I've taken one at gross out of Whitehorse: Airborne in 1000' level at 12,500 in 18 miles... compared to nearly double both those numbers in the stock van. This added performance makes it fantastic in the mountains and much less of a "pucker-factor" in short strips and light icing.

E

[Edo]

It was no grey area.
The SE IFR req requires a FACTORY installed turbine with a mean failure rate of....
Now with this exemption you can run this specific STC for a Pt6-42 while IFR A good change, who can argue with more power especially in icing conditions.

The bigger question, is the door now open for Supervan 900 HP Garrett STC to get such an exemption?

[esp803]

I really hope so, even more power, even safer

[Hornblower]

It was no grey area.
The SE IFR req requires a FACTORY installed turbine with a mean failure rate of....

Actually no gray area at all, but no for the reason you have stated, and not gray simply because the Van clearly meets the requirments no matter what engine it has in it
...
723.21(1) General

(a) only factory built, turbine-powered aeroplanes are permitted

... clearly the Van is a factory built turbine powered airplane, so why would they need an exemption at all ... maybe the engine model doesn't have enough time for the MTBF stats?? Otherwise it is just a case of TC being obstuctionist and abusive again.

Furthermore according to that description, even a turbine Otter meets the definition, they were after all "factory built" and are turbine powered. The way it reads only piston powered aircraft and turbine powered amateur built aircraft would be excluded ... just sayin' ...

[iflyforpie]

The Otter is a factory built reciprocating engine aircraft that is modified by STC to a turbine. It might fly in the case of the Caravan, as they are just installing another engine, but definitely not the Otter.

In the case of the modified Caravan, I'm sure TCCA was all over the wording and I would be surprised if someone didn't already try that angle with them.

Of course, it's not just factory built turbine engine aircraft... to get a factory Turbo Beaver approved would require quite a bit of work since it doesn't meet many of the standards, like having an alternate fuel control.

[Hornblower]

Just telling how I read it, I think most grammar experts would agree that it could go either way. A factory built aircraft = Otter, turbine powered = Turbine Otter ... just sayin'

[Redneck_pilot86]

There is no factory built DHC-3T. Its as simple as that. If you really want to get into it:

723.22 Transport of Passengers in Single-Engined Aeroplanes

The standard for transport of passengers in a single-engined aeroplane under IFR or VFR at night is:

(1) General

(a) only factory built, turbine-powered aeroplanes are permitted;

(b) the turbine-engine of the aeroplane type must have a proven Mean Time Between Failure (MTBF) of .01/1000 or less established over 100,000 hours in service; and

(c) pilot training in accordance with subsection 723.98(24).
(amended 2000/12/01; previous version)

(2) Aeroplane Equipment Requirements

(a) two attitude indicators which are powered separately and independently from each other;

(b) two independent power generating sources, either of which is capable of sustaining essential flight instruments and electrical equipment;

(c) an auto-ignition system, or alternatively, the Company Operations Manual must specify that continuous ignition must be selected "ON" for take-off, landing and flight in heavy precipitation;

(d) a chip detector system to warn the pilot of excessive ferrous material in the entire engine lubrication system in all regimes of flight;
(amended 2003/06/01; previous version)

(e) a radar altimeter;

(f) a manual throttle which bypasses the governing section of the fuel control unit and permits continued unrestricted operation of the engine in the event of a fuel control unit failure;

(g) sufficient supplemental oxygen to allow for an optimal glide profile during an engine out let-down from 25,000 feet until a cabin altitude of 13,000 feet;
(amended 2003/06/01; no previous version)

(h) an electronic means of rapidly determining and navigating to the nearest suitable aerodrome for an emergency landing; and
(amended 2003/06/01; no previous version)

(i) sufficient emergency electrical supply to power essential electrical systems, including auto pilot flight instruments and navigation systems, following engine failure throughout the entirety of a descent at optimal glide speed and configuration from the aeroplane’s operating level to mean sea level.
(amended 2003/06/01; no previous version)

So, to sum it up, there is no sim training available, they don't have separate attitude indicators, they don't have a backup power generating source, they don'y have rad alts, they don't have autopilots.

[Brint]

For those who are interested:

(a) only factory built, turbine-powered aeroplanes are permitted;

It is a grey area in that this line in the standard does not provide a clear interpretation of what the intent was. All certified aircraft are built in factories. All turbines are built in factories. The Turbo Beaver was factory built. A rebuilt turbine Otter could be interpreted as "factory built". It can not mean factory installed as any AMO can swap out an engine on a Caravan. You can quickly see there is a lot of "grey" in this wording.

Clearly the intent of this line was an aircraft designed and purpose built for a turbine engine. To point is, you can not fly a Soloy 206 or Turbine Otter IFR with passengers. The standard goes on to provide a number of other technical requirements which would eliminate the Turbo Beaver from 703 IFR Passenger ops.

Does anyone know, or have some insight, into why they would go through this process for everyone to benefit from? Im sure there must be some serious costs and heartache to get this approval, so why share the rewards?

... clearly the Van is a factory built turbine powered airplane, so why would they need an exemption at all ...

This was my argument. Originally we tossed around the idea of just going to work and seeing what would happen. In the end we took the high road and started working on an exemption which would provide clarity. It started out as a "one off" for Alkan and then maybe for the PNR region. However, once Ottawa got wind of it, they took over and decided it should be a National thing. I am glad it went this way and that all operators can use it.

Otherwise it is just a case of TC being obstuctionist and abusive again.

Exactly, TC's mandate is to improve safety, not impede it. That is why this exemption made sense and was approved. It took a while to work it's way through the Bureaucracy, but was worth the wait.

Well for one, it was not solely Alkan doing it, but Blackhawk itself. They want it approved Canada-wide to increase their customer base.

Blackhawk has been very supportive obviously, but was unable to make any headway with TC directly. Other than making a great STC, they had nothing to do with this exemption. It seems it is easier to get traction with TC as a Canadian Operator, rather than an American Manufacturer.

maybe the engine model doesn't have enough time for the MTBF stats??

The -42 Series meets this standard. There are more engines in service, a higher fleet time and a lower Basic inflight shutdown rate when compared to the -114 (According to Blackhawk and P&W). The -42A is identical to the -42 with the additional of the Emergency Power Level for use in the event of a failure of the pneumatic section of the FCU.

The bigger question, is the door now open for Supervan 900 HP Garrett STC to get such an exemption?

The impression I have is that the Garrett does not meet the reliability standard:

(b) the turbine-engine of the aeroplane type must have a proven Mean Time Between Failure (MTBF) of .01/1000 or less established over 100,000 hours in service; and

I am under the impression that this line was basically written to mean: PT6 only. However, I have not seen any hard stats to prove that one way or another.

Hope that answers some questions. If you want a demo, swing by the Whitehorse airport and look for the 9060 lbs Caravan climbing out at 1200+ fpm.


MV

[Redneck_pilot86]

Well for one, it was not solely Alkan doing it, but Blackhawk itself. They want it approved Canada-wide to increase their customer base.

Blackhawk has been very supportive obviously, but was unable to make any headway with TC directly. Other than making a great STC, they had nothing to do with this exemption. It seems it is easier to get traction with TC as a Canadian Operator, rather than an American Manufacturer.
MV

Ah, I stand corrected. I am sure Blackhawk is happy you have succeeded in getting this exemption. Congrats.

[Edo]

Brint, thanks for the clarification and congratulations on the approval. No small feat and an awesome safety improvement.

Blackhawk,should give you a break on the next STC. You just opened their customer base up substantially!

[Hornblower]

... clearly the Van is a factory built turbine powered airplane, so why would they need an exemption at all ...

This was my argument. Originally we tossed around the idea of just going to work and seeing what would happen. In the end we took the high road and started working on an exemption which would provide clarity. It started out as a "one off" for Alkan and then maybe for the PNR region. However, once Ottawa got wind of it, they took over and decided it should be a National thing. I am glad it went this way and that all operators can use it.

Still say there is no way that reg could be interpreted to exclude a Van with turbine engine in it. However I understand why you didn't balk. It's usually easier to go with the TC flow — even when they're wrong. In this case the exemption probably didn't cost too much right? And the perception of TC buy-in would perhaps enhance sales. Still, for them to indicate an exemption is required is gross misrepresentaion at best and tacit abuse of authority otherwise ... IMO

[SeptRepair]

Thanks brint for the explanation.

[ragbagflyer]

I believe the TPE331-12 meets the standard set for Mean Time Between Failure. As to the section of the standard that requires " a manual throttle which bypasses the governing section of the fuel control unit and permits continued unrestricted operation of the engine in the event of a fuel control unit failure;", it was written to address a failure in the pneumatic control of the PT6 FCU where it would roll back to flight idle. The Garrett does not suffer from this issue.

[CamAero]

Of course, it's not just factory built turbine engine aircraft... to get a factory Turbo Beaver approved would require quite a bit of work since it doesn't meet many of the standards, like having an alternate fuel control.

The only T-Beave' I've ever been in had the standby throttle.

[shimmydampner]

^ ^ ^ What he said.

[Redneck_pilot86]

I have linked the CAR in a previous post, even if the turbo beaver has an EPL/standby throttle, there are several other requirements that it doesn't meet.

[shimmydampner]

Wasn't suggesting otherwise; simply that it does indeed have a standby throttle.
The secondary power generation would be the big holdup. Things like rad alts and second Al, not so much; some even have them.
But of course, why bother. The -2T was built to be great at other things.

[Redneck_pilot86]

The bigger question, is the door now open for Supervan 900 HP Garrett STC to get such an exemption?

Apparently, yes. Texas Turbines

Supervan 900 - Receives blessing from Canadian officials, for Commercial IFR Flight operations.
For Immediate Release

Texas Turbine Conversions is pleased to announce that its Supervan 900 engine conversion, has received approval from Transport Canada officials, to conduct commercial IFR flight operations within Canada. With additional details to follow shortly, this latest approval will obviously now allow operators to conduct operations without additional restrictions which might normally accompany such an aircraft engine modification.

Texas Turbine Conversions, which has sold over 45 of its 900 SHP Cessna Caravan engine upgrades to date - has just completed one of its most recent conversions for Black Sheep Aviation, up in Whitehorse, Canada earlier this month. With several Supervan 900s already flying within Canada, this recent accolade will no doubt add to the long list of advantages as to why Texas Turbines 900 shaft-horse power engine upgrade, is becoming more and more popular within the Cessna Caravan community.

Located in Denison Texas, Texas Turbine Conversions, Inc. has modified aircraft with the Honeywell (Garrett) TPE331 engines for over 20 years. The company holds multiple STC's for engine modifications on numerous aircraft platforms. Currently specializing in DeHavilland DHC-3 Otter and the Cessna 208/208B Caravan’s, the company has modified and delivered over 80 aircraft all over the world.