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 delivered to retail customers, or manufacturers’ estimates for aircraft that have yet to enter service. The takeoff field length distances are based on Maximum Take- off 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 DesignationThere are three rows at the top of each column for a specific aircraft: The manufacturer’s name, abbreviated in some cases; the commercial model name; and the type certificate data sheet model designation.
BCA Equipped PricePrice estimates are first-quarter, current-year dollars for the next available delivery. Some aircraft have long lead times, thus the actual price for future- year deliveries will be higher than our published price. Also note that manufacturers may adjust prices without notification.
Piston-powered aircraft—Computed retail price with at least the level of equipment specified in the “BCA Required Equipment List.”
Turbine-powered aircraft—Average price of ten 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 FAR Part 23 normal categoryaircraft, including Level 4 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 (ULR) aircraft—three pilots and one flight attendant.
Each occupant of a turbine-powered aircraft 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 30-lb. 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—Fly- over 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 tie-down 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, unless noted by the airframe manufacturer. They must reflect the actual net dimensions with all soft goods installed. BCA reserves the right to verify interior dimensions with on-site inspections.
As shown in the Cabin Interior Dimensions illustration, for small aircraft 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 show three interior lengths: (1) Main Seating Length, the prime section of the cabin occupied by passengers not including the galley, full-width lavatory[ies] or internal, inflight accessible baggage compartment; (2) Net Interior Length, main seating length plus galley, lavatory[ies] and inflight accessible baggage compartment[s]; and (3) Gross Interior Length, the overall length of the passenger cabin, measured from the aft side of the forward cabin divider to the aft-most bulkhead of the cabin pressure vessel.
The aft-most point of the gross interior length 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.
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 multi-engine 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: CFMI—CFM International, Cont—Teledyne Continental, GE, GE Honda, Hon—Honeywell Aerospace, IAE—International Aero Engines, Lyc—Textron Lycoming, PW—Pratt & Whitney, PWC—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+XX°C. 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 (MZFW), 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 aircraft. 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 ten commercial deliveries, plus 200 lb. for each required crew member. 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 vest, life rafts and appropriate deep-water survival equipment are included in the weight build-up of the 80,000-lb.-plus, ultra-long-range aircraft.
Max Payload—Zero-Fuel weight (ZFW)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 Max Fuel — Max Ramp weight minus the tanks-full weight, not to exceed Zero-Fuel weight minus EOW or BOW.
Available Fuel With Max 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 aircraft. These are the abbreviations used on the charts:
Vne—Never-exceed speed (red line for piston-engine airplanes)
Vno—Normal operating speed (top of the green arc for piston-engine airplanes)
Vmo—Maximum operating speed (red line for turbine-powered airplanes)
Mmo—Maximum operating Mach number (red line 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 (multi-engine piston and light multi-engine turboprop airplanes)
Vmca—Minimum control airspeed while airborne (multi-engine piston and light multi-engine 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 (multi-engine piston and multi-engine turboprop airplanes under 12,500 lb.)
Vy—Best rate-of-climb speed (single-engine airplanes)
Vyse—Best rate-of-climb speed, one-engine inoperative (multi-engine piston and multi-engine 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 ULR aircraft)
PSI—Cabin-pressure differential (all pressurized airplanes)
Airport Performance
Approved Flight Manual takeoff runway performance is shown for sea-level, standard day and for 5,000-ft. elevation/25C (77F) day, density altitude. All-engine takeoff distance (TO) is shown for single- and multi-engine piston, and turboprop airplanes with an MTOW of less than 12,500 lb. Takeoff distances and speeds assume Maximum Takeoff Weight, unless otherwise noted, such as when takeoff weight is limited because of density altitude.
Accelerate/Stop distance (A/S) is shown for small multi-engine 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/Level 4 and FAR Part 25 aircraft. If the accelerate/stop and accelerate/stop distances are equal, the TOFL is the balanced field length.
Landing Distance (LD) is shown for FAR Part 23 Commuter Category/Level 4 and FAR Part 25 Transport Category aircraft. The landing weight is EOW plus 3 passengers or BOW plus 4 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 FAR 25 aircraft. We assume that 80,000+ lb. ULR aircraft will have eight passengers on board.
V2 and Vref speeds are useful for reference when comparing the TOFL and LD numbers because they provide an indication of potential minimum-length runway performance when low RCR (runway condition report) or runway gradient is a factor.
BCA lists two additional numbers for large turboprop- and turbofan-powered aircraft. First, we published the Mission Weight, which is the lower of: (1) the actual takeoff weight with four passengers (eight passengers for ULR 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 FAR 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.
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, actually 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- and multi-engine piston aircraft, plus pressurized single-engine piston aircraft and unpressurized turboprop aircraft; (2) FL 250 for pressurized single- and multi-engine 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- and multi-engine piston and turboprops with MTOWs of 12,500 lb. or less.
The one-engine-inoperative (OEI) climb rate for multi-engine aircraft at MTOW is derived from the Airplane Flight Manual (AFM). 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 aircraft is obtained by dividing the product of the climb rate (fpm) in the Airplane Flight Manual times 60 by the Vy or Vyse climb speed, as appropriate.
The OEI climb gradients we show for FAR Part 23 Level 4 and FAR 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 systems that limit the 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 lb./hour, (FL) flight-level cruise altitude and specific range for long-range cruise by the manufacturer.
Recommended (Piston-Engine Airplanes) True Air Speed (TAS), fuel flow in lb./hour, (FL) flight-level cruise altitude and specific range for normal cruise performance specified by the manufacturer.
High Speed—True Air Speed (TAS), fuel flow in lb./hour, (FL) flight-level cruise altitude and specific range for shorter-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 piston-engine 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 FAR 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, 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, 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, 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 FAR Part 23 turboprops, including those certified in the Categories B and C, and FAR 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 Max Payload (Multi-engine Turbine Airplanes)—Based on aircraft loaded to Maximum Zero-Fuel Weight with maximum available fuel up to Maximum Ramp Weight, less NBAA IFR fuel reserves at destination.
Available Payload With Max Fuel (Multi-engine 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/Max Fuel With Four Passengers (Multi-engine 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 (Multi-engine 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 aircraft 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 Approved 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 FAR Part 25 large Transport Category aircraft.
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 mission.
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 2023 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.
