The Raytheon Beechcraft 1900 Airliner
Ok, ok, I've been neglecting the blog for quite some time now so I guess its time to write something. So for those of you who don't know, I now find myself in right seat of the Beech 1900 for Northern Thunderbird Airlines (or NT Air). My initial groundschool was early October here in Vancouver. The flight training was done around mid October out of Calgary (see earlier post) and my PPC ride done in the Vancouver area (actually into Abbotsford for all my approaches) on October 20th. So far, I've managed to amass a whopping 100 hours(ish) in the 1900. So now that I'm the expert (not) I'll tell you all about it.
The 1900 was Beechcraft's chosen model for entry into the regional airliner market in 1979. The main idea was to take the already popular Beechcraft King Air 200, stretch it out and soup it up, which is pretty much what Beech did. The 1900 first flew on September 3rd of 1982 and received FAA certification in November of 1983. Although there have been four different models of the 1900, only two have had commercial success, the 1900C, and the 1900D. The 1900C was introduced in February of 1984. Through the course of it's production it was also offered in a Military Transport, Maritime Patrol, and Electronic Surveillance version (Military Designation C-12).
Beech announced the improved 1900D in 1989 and switched production from the 'C' model to the 'D' model in 1991. According to Raytheon Airline Aviation Services, nearly 700 Beechcraft 1900's have been produced and are operating in over 50 countries. In Canada alone, there are 20 'C' models and 46 'D' models. In the United States, Mesa Air Group has ordered 118 1900D's. Production doesn't appear to be slowing any time soon (maybe we're in for an updated model??)
Of the 66 1900's in Canada, I fly three 'C' models and up to 15 'D' models, although it's usually one of two. The 1900C is a two crew, 19 passenger airplane. Seating is eight rows of two seats, single seat on each side and one bench seat of three at the last row. The over 57 foot long airplane is carried into the air by two Pratt & Whitney Canada PT6A-65Bs each generating 1100 Shaft Horsepower. Each PT6 spins a four-bladed, constant speed, fully reversing Hartzell composite propeller. Depending on the cruising altitude, the 1900C burns between 700 - 900 pounds of fuel per hour, which takes us through the air at around 255KTAS. In the wings we can take upwards of 4400 pounds of fuel. All this gives us a range of around 1400NM. The 'C' Model typically weighs 9500lbs empty and has a maximum take-off weight of 16,600lbs.
The 1900D, being the newest design, has a few added features compared to the 1900C. The most noticeable of which is a higher cabin, allowing more headroom and more comfort getting in and out of the airplane. Seating is similar to the 'C' with the addition of a lavatory. The 'D' also carries some extra jam, sporting a pair of PT6A-67D's each producing 1279 Shaft Horsepower. The larger engines do burn a little bit more fuel, typically around 100lbs more per hour. However, the 'D' also cruises slightly faster at 275KTAS so the range is comparable to the 'C'. With some more power comes a change in weights. The empty weight of the 1900D is around 10675lbs, with a max takeoff weight of 17120lbs. The panel is slightly more advanced then previous Beech models. In front of each pilot is two screens referred to in the biz as 'CRTs' which form an important part of the aircrafts EFIS system.
My crappy EFIS shot
The EFIS, or Electronic Flight Information System, basically replaces classic instrument gauges with computer screens that display the same information the gauge does in a more clear fashion, plus addition information to make the pilot's job a little easier. Almost all aircraft being built these days seem to have EFIS systems, even Cessna 172's. An EFIS system can consist of just one small screen replacing only one gauge, to six or more large screens replacing almost every gauge on an instrument panel.
Another feature of the 1900 series that is new to me is the pressurized cabin. The 1900, both 'C' and 'D', have a service ceiling of 25,000 feet. The aircraft is pressurized to allow us to climb to, cruise at, and descend from higher altitudes. Pressurization is very simple system. Basically, we take (or bleed) air from the aircrafts turbine engines and force it into the cabin. The cabin is designed in such a way as to allow minimum air to escape from inside the cabin. Depending on the design, each aircraft type has different pressurization limits. The 1900 can hold a sea level cabin till around 11,000 feet, meaning that we can climb from sea level, up to 11,000' and descend back down again, and you wouldn't feel it in your ears at all. From 11,000' up to 25,000', the cabin altitude slowly climbs to a maximum of around 9000'. So although the aircraft may be cruising at 25,000 where the air is quite thin , the air in the cabin has an density similar to the start of the highest ski runs at the Lake Louise Ski hill. We also have control over how fast the cabin altitude changes. So though the airplane could be descending at a rate of 2000 feet per minute, the cabin could, and normally does, descend at 500 feet per minute providing a much more comfortable decent for crew and passengers.
The 1900 is a very fun airplane to fly and offers a range of options and possibilities to pilots and operators. We routinely operate out of the Vancouver International Airport, or YVR, a busy, fast paced airport, up to numerous gravel strips in Northern BC, the Yukon and Northwest Territories. Should be fun times ahead....
The 1900 was Beechcraft's chosen model for entry into the regional airliner market in 1979. The main idea was to take the already popular Beechcraft King Air 200, stretch it out and soup it up, which is pretty much what Beech did. The 1900 first flew on September 3rd of 1982 and received FAA certification in November of 1983. Although there have been four different models of the 1900, only two have had commercial success, the 1900C, and the 1900D. The 1900C was introduced in February of 1984. Through the course of it's production it was also offered in a Military Transport, Maritime Patrol, and Electronic Surveillance version (Military Designation C-12).
Beech announced the improved 1900D in 1989 and switched production from the 'C' model to the 'D' model in 1991. According to Raytheon Airline Aviation Services, nearly 700 Beechcraft 1900's have been produced and are operating in over 50 countries. In Canada alone, there are 20 'C' models and 46 'D' models. In the United States, Mesa Air Group has ordered 118 1900D's. Production doesn't appear to be slowing any time soon (maybe we're in for an updated model??)
Of the 66 1900's in Canada, I fly three 'C' models and up to 15 'D' models, although it's usually one of two. The 1900C is a two crew, 19 passenger airplane. Seating is eight rows of two seats, single seat on each side and one bench seat of three at the last row. The over 57 foot long airplane is carried into the air by two Pratt & Whitney Canada PT6A-65Bs each generating 1100 Shaft Horsepower. Each PT6 spins a four-bladed, constant speed, fully reversing Hartzell composite propeller. Depending on the cruising altitude, the 1900C burns between 700 - 900 pounds of fuel per hour, which takes us through the air at around 255KTAS. In the wings we can take upwards of 4400 pounds of fuel. All this gives us a range of around 1400NM. The 'C' Model typically weighs 9500lbs empty and has a maximum take-off weight of 16,600lbs.
The 1900D, being the newest design, has a few added features compared to the 1900C. The most noticeable of which is a higher cabin, allowing more headroom and more comfort getting in and out of the airplane. Seating is similar to the 'C' with the addition of a lavatory. The 'D' also carries some extra jam, sporting a pair of PT6A-67D's each producing 1279 Shaft Horsepower. The larger engines do burn a little bit more fuel, typically around 100lbs more per hour. However, the 'D' also cruises slightly faster at 275KTAS so the range is comparable to the 'C'. With some more power comes a change in weights. The empty weight of the 1900D is around 10675lbs, with a max takeoff weight of 17120lbs. The panel is slightly more advanced then previous Beech models. In front of each pilot is two screens referred to in the biz as 'CRTs' which form an important part of the aircrafts EFIS system.
My crappy EFIS shot- Newer Model 747-400/ER with modern EFIS system
- Brand new Airbus A380 cockpit with nine CRT screens
- Beechcraft 1900D panel with the regular four screens
- Beechcraft 1900C panel
Another feature of the 1900 series that is new to me is the pressurized cabin. The 1900, both 'C' and 'D', have a service ceiling of 25,000 feet. The aircraft is pressurized to allow us to climb to, cruise at, and descend from higher altitudes. Pressurization is very simple system. Basically, we take (or bleed) air from the aircrafts turbine engines and force it into the cabin. The cabin is designed in such a way as to allow minimum air to escape from inside the cabin. Depending on the design, each aircraft type has different pressurization limits. The 1900 can hold a sea level cabin till around 11,000 feet, meaning that we can climb from sea level, up to 11,000' and descend back down again, and you wouldn't feel it in your ears at all. From 11,000' up to 25,000', the cabin altitude slowly climbs to a maximum of around 9000'. So although the aircraft may be cruising at 25,000 where the air is quite thin , the air in the cabin has an density similar to the start of the highest ski runs at the Lake Louise Ski hill. We also have control over how fast the cabin altitude changes. So though the airplane could be descending at a rate of 2000 feet per minute, the cabin could, and normally does, descend at 500 feet per minute providing a much more comfortable decent for crew and passengers.
The 1900 is a very fun airplane to fly and offers a range of options and possibilities to pilots and operators. We routinely operate out of the Vancouver International Airport, or YVR, a busy, fast paced airport, up to numerous gravel strips in Northern BC, the Yukon and Northwest Territories. Should be fun times ahead....
7 comments:
Well congratulations Shawn, you're one lucky dude, I can't wait till I can write a blog and say the same thing ;-)
About time nice pics !
Spent some time reading this blog thing...not sure how I got here. Great stories, excellent pics! You have and are putting in your time, BUT it'll be well worth it. Captain, last week, while waiting for "numbers to come into the computer" there in XS, asked "who's NT Air?"....so I explained some. Its great experience and hope to see you here on the Boeing, soon enough!
Just being picky, but the first picture is of a 1900c not a 1900d as per the caption. These are great aircraft, I have over 1000hrs on them, good luck with everything
Ya, flying the airplane you think I would know the difference eh?, thanks :)
I'm sorry, but at what speed did you say the 1900D cruises at? the Vmo is 248 IAS. Anyway, great blog. Best of luck
As one's Altitude increase, the gap between their indicated airspeed and their true airspeed increases. So in the 1900D, @ 20,000', One might be indicating 190 knots on their airspeed indicator, while their true airspeed, or actual speed through the air, is closer to 280 knots.
This Yahoo answer describes it pretty good
http://answers.yahoo.com/question/index?qid=20070731112153AA3giRC
Cheers
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