PURCHASE PLANNING HANDBOOK
For an aircraft to be listed in the Purchase Planning Handbook, a production-conforming article must have flown by June 1 of this year. The dimensions, weights and performance characteristics of each model listed are representative of the current production aircraft being built or for which a type certificate application has been filed. The basic operating weights are representative of actual production turboprop and turbofan aircraft because we've insisted upon manufacturers supplying us with the actual weights of delivered aircraft to commercial customers. The takeoff field length distances are based on maximum takeoff weight unless otherwise indicated in the tables. Please note that "all data preliminary" in the Remarks section indicates that actual aircraft weight, dimension and performance numbers may vary considerably after the model is certified and delivery of completed aircraft begins.
Manufacturer, Model and Type Designation There are three rows at the top of each column for a specific aircraft: The airplane manufacturer’s name, abbreviated in some cases; the commercial model name; and the type certificate data sheet model designation. BCA Equipped Price Price estimates are first quarter, current year dollars for the next available delivery. Some aircraft have long lead times; thus, the actual price will be higher than our published price. Note well, manufacturers may adjust prices without notification. *Piston-powered airplanes Computed retail price with at least the level of equipment specified in the “BCA Required Equipment List.” *Turbine-powered airplanes Average price of 10 of the last 12 commercial deliveries, if available. The aircraft serial numbers aren't necessarily consecutive because of variations in completion time and because some aircraft may be configured for non-commercial, special missions. Characteristics *Seating Capacity Crew + typical executive seating/maximum seating by certification. For example, 2+8/19 indicates that the aircraft requires two pilots, there are eight seats in the typical executive configuration and the aircraft is certified for up 19 passenger seats. A four-place single-engine aircraft is shown as 1+3/3, indicating that one pilot is required and there are three other seats available for passengers. We require two pilots for all FAR Part 25 transport-category certified turbofan airplanes. A single pilot is required for all Part 23 normal category airplanes, including turbine airplanes up to 19 occupants/19,000-lb. certified maximum takeoff weight, except where otherwise noted. Four crewmembers are specified for ultra-long-range aircraft—three pilots and one flight attendant. Each occupant of a turbine-powered airplane is assumed to weigh 200 lb., thus allowing for stowed luggage and carry-on items. In the case of piston-engine airplanes, we assume each occupant weighs 170 lb. There is no luggage allowance for piston-engine airplanes. *Wing Loading MTOW divided by total wing area. *Power Loading MTOW divided by total rated horsepower or total rated thrust. *FAR Part 36 Certified Noise Levels Flyover noise in A-weighted decibels (dBA) for small and turboprop aircraft. For turbofan-powered aircraft, we provide EPNdB (effective perceived noise levels) for Lateral, Flyover and Approach.
Dimensions *External Length, Height and Span dimensions are provided for use in determining hangar and/or tiedown space requirements. *Internal Length, Height and Width are based on a completed interior, including insulation, upholstery, carpet, carpet padding and fixtures. Note well: These dimensions are not based upon metal-to-metal or composite airframe gross interior measurements. They must reflect the actual net dimensions with all soft goods installed. For small airplanes other than “cabin-class” models, the length is measured from the forward bulkhead ahead of the rudder pedals to the back of the rearmost passenger seat in its normal, upright position. For so-called cabin-class and larger aircraft, we provide the net length of the cabin that may be occupied by passengers. It’s measured from the aft side of the forward cabin divider to an aft point defined by the rear of the cabin floor capable of supporting passenger seats, the rear wall of an aft galley or lavatory, an auxiliary pressure bulkhead or the front wall of the pressurized baggage compartment. Some aircraft have the same net and overall interior length because the manufacturer offers at least one interior configuration with the aft-most passenger seat located next to the front wall of the aft luggage compartment. For large aircraft, we also show the main seating area length, the prime section of the cabin occupied by passengers not including the galley, full-width lavatory(ies) or internal, inflight accessible baggage compartment. The overall length of the passenger cabin is measured from the aft side of the forward cabin divider to the aft-most bulkhead of the cabin pressure vessel. The aft-most point is defined by the rear side of a baggage compartment that is accessible to passengers in flight or the aft pressure bulkhead. The overall length is reduced by the length of any permanent mounted system or structure that is installed in the fuselage ahead of the aft bulkhead. For example, some aircraft have full-fuselage cross-section fuel tanks mounted ahead of the aft pressure bulkhead. Interior height is measured at the center of the cross section. It may be based on an aisle that is dropped several inches below the main cabin floor that supports the passenger seats. Some aircraft have dropped aisles of varying depths, resulting in less available interior height in certain sections of the cabin, such as the floor sections below the passenger seats. Two width dimensions are shown for multiengine turbine airplanes—one at the widest part of the cabin and the other at floor level. The dimensions, however, are not completely indicative of the usable space in a specific aircraft because of individual variances in interior furnishings. Power Number of engines, if greater than one, and the abbreviated name of the manufacturer: CFE--ASE/GE joint venture; CFMI--CFM International; Cont--Teledyne Continental; GE; GE Honda; Hon--Honeywell Aerospace; IAE--International Aero Engines; Lyc--Textron Lycoming; PW--Pratt & Whitney; P&WC--Pratt & Whitney Canada; RR--Rolls-Royce; Wms Intl--Williams International. *Output Takeoff rated horsepower for propeller-driven aircraft or pounds thrust for turbofan aircraft. If an engine is flat rated, enabling it to produce takeoff rated output at a higher than ISA (standard day) ambient temperature, the flat rating limit is shown as ISA+XXC. Highly flat-rated engines, i.e., engines that can produce takeoff rated thrust at a much-higher-than-standard ambient temperature, typically provide substantially improved high-density-altitude takeoff and climb, and high-altitude cruise performance. *Inspection Interval is the longest, scheduled hourly major maintenance interval for the engine, either "t" for TBO or "c" for compressor zone inspection. OC is shown only for engines that have “on condition” repair or replace parts maintenance. Weights (lb.) Weight categories are listed as appropriate to each class of aircraft. *Max Ramp Maximum ramp weight for taxi. *Max Takeoff Maximum takeoff weight as determined by structural limits. *Max Landing Maximum landing weight as determined by structural limits. *Zero Fuel Maximum zero fuel weight, shown by "c," indicating the certified MZFW, or "b," a BCA-computed weight based on MTOW minus the weight of fuel required to fly 1.5 hr. at high-speed cruise. Max ramp, max takeoff and max landing weights may be the same for light aircraft that may only have a certified max takeoff weight. *EOW/BOW Empty operating weight is shown for piston-powered airplanes. Basic operating weight, which essentially is EOW plus required flight crew, is shown for turbine-powered airplanes. EOW is based on the factory standard weight, plus items specified in the “BCA Required Equipment List,” less fuel and oil. BOW, in contrast, is based on the average EOW weight of the last 10 commercial deliveries, plus 200 lb. for each required crewmember. We require four 200-lb. crewmembers, three flight crew and one cabin attendant for ultra-long-range aircraft. There is no requirement to add in the weight of cabin stores, but some manufacturers choose to include galley stores and passenger supplies as part of the BOW build-up. Life vests, life rafts and appropriate deep-water survival equipment are included in the weight build-up of the 80,000+ lb., ultra-long-range aircraft. *Max Payload Zero fuel weight minus EOW or BOW, as appropriate. For piston-engine airplanes, max payload frequently is a computed value because it is based on the BCA ("b") computed maximum ZFW. *Max Fuel Usable fuel weight based on 6.0 lb. per U.S. gallon for avgas or 6.7 lb. per U.S. gallon for jet fuel. Fuel capacity includes optional, auxiliary and long-range tanks, unless otherwise noted. *Available Payload With Full Fuel Max ramp weight minus the tanks-full weight, not to exceed zero fuel weight minus EOW or BOW. *Available Fuel With Maximum Payload Max ramp weight minus zero fuel weight, not to exceed maximum fuel capacity. Limits BCA lists V speeds and other limits as appropriate to the class of airplane. These are the abbreviations used on the charts: *Vne Never exceed speed (redline for piston-engine airplanes). *Vno Normal operating speed (top of the green arc for piston-engine airplanes). *Vmo Maximum operating speed (redline for turbine-powered airplanes). *Mmo Maximum operating Mach number (redline for turbofan-powered airplanes and a few turboprop airplanes). *FL/Vmo Transition altitude at which Vmo equals Mmo (large turboprop and turbofan aircraft). *Va Maneuvering speed (except for certain large turboprop and all turbofan aircraft). *Vdec Accelerate/stop decision speed (multiengine piston and light multiengine turboprop airplanes). *Vmca Minimum control airspeed--airborne (multiengine piston and light multiengine turboprop airplanes). *Vso Maximum stalling speed, landing configuration (single-engine airplanes). *Vx Best angle-of-climb speed (single-engine airplanes). *Vxse Best angle-of-climb speed, one-engine inoperative (multiengine piston and multiengine turboprop airplanes under 12,500 lb.). *Vy Best rate-of-climb speed (single-engine airplanes). *Vyse Best rate-of-climb speed, one-engine inoperative (multiengine piston and multiengine turboprop airplanes under 12,500 lb.). *V2 Takeoff safety speed (large turboprops and turbofan airplanes). *Vref Reference landing approach speed (large turboprops and turbofan airplanes, four passengers, NBAA IFR reserves; eight passengers for ultra-long-range aircraft). *PSI Cabin pressure differential (all pressurized airplanes). Airport Performance Airplane Flight Manual takeoff runway performance is shown for sea-level, standard-day and 5,000ft, elevation/25C day, density altitude. All-engine takeoff distance (TO) is shown for single-engine and multiengine piston, and turboprop airplanes with an MTOW of less than 12,500 lb. Takeoff distances and speeds assume MTOW, unless otherwise noted, such as when takeoff weight is limited because of density altitude. *Accelerate/Stop (A/S) distance is shown for small multiengine piston and small turboprop airplanes. *Takeoff Field Length (TOFL), the greater of the one-engine inoperative (OEI) takeoff distance or the accelerate/stop distance, is shown for FAR Part 23 Commuter category and Part 25 airplanes. If the distances are equal, the TOFL is the balanced field length. *Landing Distance is shown for Part 23 Commuter category and Part 25 Transport category airplanes. The landing weight is EOW plus three passengers or BOW plus four passengers as applicable. Fuel reserves on landing are based on 100-nm NBAA IFR reserves for Part 23 aircraft and 200-nm NBAA IFR reserves for Part 25 aircraft. We assume that 80,000+ lb. ultra-long-range aircraft will have eight passengers on board. *V2 and Vref speeds are useful for reference when comparing the TOFL and landing distance numbers because they provide an indication of potential minimum-length runway performance when low RCR or runway gradient is a factor. BCA lists two additional numbers for large turboprop- and turbofan-powered airplanes. First, we publish the Mission Weight, which is the lower of: (1) the actual takeoff weight with four passengers (eight passengers for ultra-long-range aircraft) and full fuel when departing from a 5,000-ft./25C airport, or (2) the maximum allowable takeoff weight when departing with the same passenger load and at the same density altitude. For two-engine aircraft, the mission weight, when departing from a 5,000-ft., ISA+20C airport, may be less than the MTOW because of Part 25 second-segment, one-engine-inoperative, climb performance requirements. Aircraft with highly flat-rated engines are less likely to have a mission weight that is performance limited when departing from hot-and-high airports. For three-engine aircraft, the mission weight usually is based on full tanks and the actual number of passengers, rather than being performance limited. Second, we publish the NBAA IFR Range for the 5,000-ft. elevation, ISA+20C departure, assuming a transition into standard day, ISA flight conditions after takeoff. For purposes of computing NBAA IFR range, the aircraft is flown at the long-range cruise speed shown in the “Cruise” block or at the same speed as shown in the “Range” block. Missions assume four passengers and full tanks, unless otherwise noted. Thus, some aircraft, not weight limited when departing such hot-and-high airports, have longer ranges than when departing sea-level facilities because they start their climbs 5,000 ft. higher on their way up to initial cruise altitude.
Climb The all-engine time-to-climb provides an indication of overall climb performance, especially if the aircraft has an all-engine service ceiling well above our sample top-of-climb altitudes. We provide the all-engine time to climb to one of three specific altitudes, based on type of aircraft departing at MTOW from a sea-level, standard-day airport: (1) FL 100 (10,000 ft.) for normally aspirated, single-engine and multiengine piston aircraft, plus pressurized single-engine piston aircraft and unpressurized turboprop aircraft; (2) FL 250 for pressurized single-engine and multiengine turboprop aircraft; or (3) FL 370 for turbofan-powered aircraft. The data is published as time-to-climb in minutes/climb altitude. For example, if a non-pressurized twin-engine piston aircraft can depart from a sea-level airport at MTOW and climb to 10,000 ft. in 8 min., the time to climb is expressed as 8/FL 100. We also publish the initial all-engine climb feet-per-nautical-mile gradient, plus initial engine-out climb rate and gradient, for single-engine and multiengine pistons and turboprops with MTOWs of 12,500 lb. or less. The one-engine-inoperative (OEI) climb rate for multiengine aircraft at MTOW is derived from the Airplane Flight Manual. OEI climb rate and gradient is based on landing gear retracted and wing flaps in the takeoff configuration used to compute the published takeoff distance. The climb gradient for such airplanes is obtained by dividing the product of the climb rate (fpm) in the AFM times 60 by the Vy or Vyse climb speed, as appropriate.
The OEI climb gradients we show for FAR Part 23 Category C and Part 25 Transport category aircraft are the second-segment net climb performance numbers published in the AFMs. Please note: The AFM net second-segment climb performance numbers are adjusted downward by 0.8% to compensate for variations in pilot technique and ambient conditions. The OEI climb gradient is computed at the same flap configuration used to calculate the takeoff field length. Ceilings (ft.) *Maximum Certificated Altitude Maximum allowable operating altitude determined by airworthiness authorities. *All-Engine Service Ceiling Maximum altitude at which at least a 100-fpm rate of climb can be attained, assuming the aircraft departed a sea-level, standard-day airport at MTOW and climbed directly to altitude. *OEI (Engine-Out) Service Ceiling Maximum altitude at which a 50-fpm rate of climb can be attained, assuming the aircraft departed a sea-level, standard-day airport at MTOW and climbed directly to altitude. *Sea-Level Cabin (SLC) Altitude Maximum cruise altitude at which a 14.7-psia, sea-level cabin altitude can be maintained in a pressurized airplane. Note: Some aircraft equipped with digital pressurization systems have altitude-proportionate cabin pressurization scheduling that limits sea-level cabin altitude to relatively low cruise altitudes. Cruise Cruise performance is computed using EOW with four occupants or BOW with four passengers and one-half fuel load. Ultra-long-range aircraft carry eight passengers for purposes of computing cruise performance. Assume 170 lb. for each occupant of a piston-engine airplane and 200 lb. for each occupant of a turbine-powered aircraft. *Long Range True airspeed (TAS), fuel flow in pounds/hour, flight level (FL) cruise altitude and specific range for long-range cruise by the manufacturer. *Recommended (Piston-Engine Airplanes) TAS, fuel flow in pounds/hour, FL cruise altitude and specific range for normal cruise performance specified by the manufacturer. *High Speed TAS, fuel flow in pounds/hour, FL cruise altitude and specific range for short-range, high-speed performance specified by the manufacturer. Speed, fuel flow, specific range and altitude in each category are based on one mid-weight cruise point, and these data reflect standard-day conditions. They are not an average for the overall mission, and they are not representative of the above standard-day temperatures at cruise altitudes commonly encountered in everyday operations. BCA imposes a 12,000-ft. maximum cabin altitude requirement on CAR3/FAR Part 23 normally aspirated aircraft. Non-pressurized, turbine-powered or turbocharged airplanes are limited to FL 250, providing they are fitted with supplemental oxygen systems having sufficient capacity for all occupants for the duration of the mission. Pressurized CAR 3/FAR Part 23 aircraft are limited to a maximum cruise altitude at which cabin altitude can be maintained at 10,000 ft. or below. For FAR Part 23 Category C and Part 25 aircraft, the maximum cabin altitude for computing cruise performance is 8,000 ft. To conserve space, we use flight levels (FL) for all cruise altitudes, which is appropriate considering that we assume standard-day ambient temperature and pressure conditions. Cruise performance is subject to BCA’s verification. Range BCA shows various paper missions for each aircraft that illustrate range versus payload tradeoffs, runway and cruise performance, plus fuel efficiency. Similar to the cruise profile calculations, BCA limits the maximum altitude to 12,000 ft. for normally aspirated, non-pressurized CAR3/FAR Part 23 aircraft, 25,000 ft. for non-pressurized turbocharged or turbine airplanes with supplemental oxygen, 10,000-ft. cabin altitude for pressurized CAR 3/FAR Part 23 airplanes and 8,000-ft. cabin altitude for FAR Part 23 Category C or FAR Part 25 aircraft. *Seats-Full Range (Single-Engine Piston Airplanes) Based on typical executive configuration with all seats filled with 170-lb. occupants, with maximum available fuel less 45-min. IFR fuel reserves. We use the lower of seats full or maximum payload. *Tanks-Full Range (Single-Engine Piston Airplanes) Based on one 170-lb. pilot, with full fuel less 45-min. IFR fuel reserves. *Maximum Fuel With Available Payload (Single-Engine Turboprops) Based on BOW, plus full fuel and the maximum available payload up to maximum ramp weight. Range is based on arriving at destination with NBAA IFR fuel reserves, but only a 100-mi. alternate is required. *Ferry (CAR 3/FAR Part 23 Category A and B) Based on one 170-lb. pilot, with maximum fuel less 45-min. IFR fuel reserves. Please note: None of the missions for piston-engine aircraft include fuel for diverting to an alternate. However, single-engine turboprops are required to have NBAA IFR fuel reserves, but only a 100-mi. alternate is required. NBAA IFR range format cruise profiles, having a 200-mi. alternate, are used for FAR Part 25 Transport category turbine-powered aircraft. In the case of Part 23 turboprops, including those certified in Category B and C, and Part 23 turbofan aircraft, only a 100-mi. alternate is needed. The difference in alternate requirements should be kept in mind when comparing range performance of various classes of aircraft. *Available Fuel With Maximum Payload (Multiengine Turbine Airplanes) Based on aircraft loaded to maximum ZFW, with maximum available fuel up to maximum ramp weight, less NBAA IFR fuel reserves at destination. *Available Payload With Maximum Fuel (Multiengine Turbine Airplanes) Based on BOW plus full fuel and maximum available payload up to maximum ramp weight. Range based on NBAA IFR reserves at destination. *Full/Maximum Fuel With Four Passengers (Multiengine Turbine Airplanes) Based on BOW plus four 200-lb. passengers and the lesser of full fuel or maximum available fuel up to maximum ramp weight. Ultra-long-range aircraft must have eight passengers on board. *Ferry (Multiengine Turbine Airplanes) Based on BOW, required crew and full fuel, arriving at destination with NBAA IFR fuel reserves. We allow 2,000-ft.-increment step climbs above the initial cruise altitude to improve specific range performance. The altitude shown in the range section is the highest cruise altitude for the trip—not the initial cruise or mid-mission altitude. The range profiles are in nautical miles, and the average speed is computed by dividing that distance by the total flight time or weight-off-wheels time en route. The Fuel Used or Trip Fuel includes the fuel consumed for start, taxi, takeoff, cruise, descent and landing approach, but not after-landing taxi or reserves. The Specific Range is obtained by dividing the distance flown by the total fuel burn. The Altitude is the highest cruise altitude achieved on the specific mission profile shown. Missions Various paper missions are computed to illustrate the runway requirements, speeds, fuel burns and specific range, plus cruise altitudes. The mission ranges are chosen to be representative for the airplane category. All fixed-distance missions are flown with four passengers on board, except for ultra-long-range airplanes, which have eight passengers on board. The pilot is counted as a passenger on board piston-engine airplanes. If an airplane cannot complete a specific fixed-distance mission with the appropriate payload, BCA shows a reduction of payload in the Remarks section or marks the fields NP (not possible) at our option. Runway performance is obtained from the Airplane Flight Manual. Takeoff distance is listed for single-engine airplanes; accelerate/stop distance is listed for piston-twins and light turboprops; and takeoff field length, which often corresponds to balanced field length, is used for FAR Part 23 Category C and Part 25 large Transport category airplanes. Flight Time (takeoff to touchdown, or weight-off-wheels, time) is shown for turbine airplanes. Some piston-engine manufacturers also include taxi time, resulting in a chock-to-chock, Block Time measurement. Fuel Used, though, is the actual block fuel burn for each type of aircraft, but it does not include fuel reserves. The cruise altitude shown is that which is specified by the manufacturer for fixed-distance missions. *200 nm (piston-engine airplanes). *500 nm (piston-engine airplanes). *300 nm (turbine-engine airplanes, except ultra-long-range). *600 nm (turbine-engine airplanes, except ultra-long-range). *1,000 nm (all turbine-engine airplanes). *3,000 nm (ultra-long-range turbine-engine airplanes). *6,000 nm (ultra-long-range turbine-engine airplanes). Remarks In this section, BCA generally includes the base price, if it is available or applicable; the certification basis and year; and any notes about estimations, limitations or qualifications regarding specifications, performance or price. All prices are in 2022 dollars, FOB at a U.S. delivery point, unless otherwise noted. The certification basis includes the regulation under which the airplane was originally type certified, the year in which it was originally certified and, if applicable, subsequent years during which the airplane was re-certified. General The following abbreviations are used throughout the tables: “NA" means not available; “--” indicates the information is not applicable; and “NP” signifies that specific performance is not possible.
—Fred George is former chief pilot and senior editor for BCA and former chief aircraft evaluation editor for Aviation Week & Space Technology. He now operates his own consulting company.
