DASH 10 AT 315+ KNOTS, IS THIS THE FASTEST DASH 10 CONVERSION IN THE WORLD? MU-2K CONVERSION BY INTERCONTINENTAL JET CORPORATION

Transcription

1 Volume 1 Number 4 Fall 2000 DASH 10 AT 315+ KNOTS, IS THIS THE FASTEST DASH 10 CONVERSION IN THE WORLD? MU-2K CONVERSION BY INTERCONTINENTAL JET CORPORATION IN THIS ISSUE. DASH 10 CONVERSIONS TO THE CESSNA CONQUEST THE BEECH B100 AND VARIOUS MODELS OF THE MITSUBISHI MU-2.

2 WHAT A DASH 10 CONVERSION ON A TPE331 ENGINE CAN Do FOR YOUR CESSNA CONQUEST II, MITSUBISHI MU-2, OR BEECH KING AIR B100 (Ed. Note: Many thanks go to our friends at West Star Aviation, Intercontinental Jet Corporation (IJC), Honeywell, and GarrettAviation Services fortheirtime, photos, and recollections of the Dash 10 conversion story: (in alphabetical order) Doug Clarke, Sr. Customer Support Administrator, Garrett Aviation; Bob Kidd, now a consultant to IJC; Dave Milligan, General Manager, Sales, IJC; Jim Morrison, Marketing Manager, Honeywell; Jim Nordstrom, previously Manager Programs, TPE331 R&O, Honeywell, now retired; Russ Williams, VP Business Development, West Star. Thanks also to Steve Carmickle, Manager, TPE331/TFE731 Aftermarket Programs, Honeywell, for additional information and updates to the dash 10 story.) This particular story begins about ten years ago with the Cessna Conquest II, because it's the earliest of the three executive aircraft under consideration here to initiate a dash 10 conversion program and the one that started the current ball rolling. However, because the TPE331 engine is a Garrett engine and, as such, has a long and worthy history, this story actually begins a good deal earlier. The TPE331 engine made its debut in 1963, when Garrett was still Garrett and just before it merged with Signal Oil and Gas. (See Sidebar: The Evolution of Garrett.) It developed, according to Jim Morrison, out of work done for the military and was originally designed for helicopter use. The first TPE331 for commercial application was used to convert a Beechcraft Model 18 to turboprop power for Volpar Aviation in April In the same year, it was installed on Aero Commander and Mitsubishi executive aircraft. In 1969, the engine, in its dash 3 configuration, was chosen to power Swearingen' s Metro commuter airline. By 1970, according to Garrett' s official corporate chronicle, TPE331' s were powering 17 different models of civil aircraft and variations were being used on two helicopters. In 1973, ten years after it first appeared, Phoenix shipped the 3,000th TPE331. Over the next decade, the engine underwent a number of design modifications that took it to dash 10. By 1983, Metro operators were complaining about the lack of engine power they were experiencing, particularly on hot days and at higher altitudes. So Garrett came up with the idea of retrofitting the dash 10 engine to the Metro aircraft. Thermodynamically rated at 1000 SHP (versus 840 SHP for the dash 3), the dash 10 had considerably more power available for coping with hotter temperatures and higher altitudes. The experience Garrett gained with the Metro paid off in the next decade with a number of dash 10 conversions for corporate aircraft, sparked by the one that began in 1991 for the Conquest II. "Off to the Races..." West Star Aviation is a full-service FBO located in Colorado that specializes in a number of aircraft, including the Cessna Conquest I and II. As Russ Williams remembers it, Conquest operator conferences as early as 1987 were talking about dash 10 conversions, the concept then meaning to take the old engine off and install a new one. But it wasn't until late 1990 that Russ sat down with Dave Girard (now with Timberline Aviation) and Dale Long of West Star's turbine shop, looked at blueprints of the engine, and came up with the idea of replacing only the hot section of the TPE331-8 engine. Since Williams knew that the factory had already done a modification for the Metro aircraft, he made contact with Garrett Repair & Overhaul (at that point already part of AlliedSignal) in Phoenix. Jim Nordstrom and Leif Bendeke came north to discuss the possibility of an engine retrofit program, with Russ suggesting to them that Garrett certify the engine and that West Star obtain the STC. Both agreed it could be done, but the question was, could it be made financially attractive? On Jim Nordstrom's side, there was an additional hurdle to overcome: a company battle over how best to treat this particular engine, which, Jim says, was really like no other. If the problem at hand was how to increase engine performance, then a low-cost solution was to fix the combustor system to keep carbon buildup from deteriorating the hot section. Jim and his team pressed management on the alternative: the dash 10 conversion, which would not only fix OPSGROUPS FALL 2000 PAGE 10

3 the erosion problem, but would produce an engine less temperature-limited (by an increase in thermodynamic rating of 865 SHP to 1000 SHP), thereby giving the aircraft a much-to-be-desired performance margin, particularly for those flying hot and high. Not least, it would generate incremental engine sales for their company. Russ credits Jim for making the program work, praising his "great entrepreneurial spirit," and adding, "It was Jim's energy on the Garrett side that kept the program going." Garrett eventually came back with numbers for the modification that West Star thought would be attractive to customers. But, as Garrett refused to invest real money in the project without some hard data and solid market information, both the manufacturer and West Star agreed first to invest some of their own R&D money. With Garrett providing a pair of experimental dash 10 consignment engines, West Star tested their performance against that of dash 8 engines, using the same airplane under the same weight and temperature conditions. This resulted in some impressive comparative data. West Star then engineered a survey of Conquest II operators, offering $1000 off the conversion cost if they completed the survey and if West Star decided to go ahead with the conversion. The response rate was nearly 20% (an impressive figure in the direct marketing world) and "overwhelmingly positive." This information convinced both Garrett and West Star to proceed. As Russ puts it, "We had done our survey and off to the races we went." "Hey boys, we got ourselves a program!" airplanes he thought they'd convert, he estimated about 5-8 in the first year. Similarly, when West Star hired Flight Structures of Arlington, Washington, to develop the STC for them, they offered this firm a royalty payment, which the latter prudently declined much to their subsequent chagrin. For the Conquest II retrofit turned out to have the largest market penetration for any conversion. West Star wound up converting 19 Conquests in the first 10 months of the program and averaged two airplanes per month for the next seven years. One of the more dramatic tests the FAA required involved making sure the new engine could run on avgas as well as jet fuel. (The dash 8 engine had been certified for avgas in emergency situations.) So the agency asked West Star to put avgas in one tank and jet fuel in the other to ensure the engine couldn't vapor lock; to then heat the gas to 110 degrees Fahrenheit and taxi onto a runway at least 75 degrees Fahrenheit in temperature (a little difficult to comply with in December, but at last one was found in Borrego Springs, California); and finally, to do a maximum climb to the service ceiling. Although the requirements seemed ultra-stringent, West Star agreed to them, because they wanted a "no-apologies, very-highlyengineered conversion." The very first conversion was completed three days before the STC was granted, in February 1992, and the owner had to wait, airplane grounded, until it came through. To date, 175 airplanes have been converted. This represents about 60-70% of the U.S. fleet and about 53% of the fleet worldwide. Clearly, there are still big markets abroad, particularly in Australia and Colombia, the latter market being a uniquely difficult nut to crack. The Big Pluses The dash 10 conversion resulted in a Conquest II that could climb to 18,000 feet at 100% torque (an increase of 50% over the dash 8 engine). Furthermore, its airspeed improved significantly, on average, by knots, with operators reporting an 8-10% reduction in total trip time, most efficiently in the 26,000-33,000-foot altitude range. This meant that although the airplane was more powerful, total fuel consumption over any given trip was almost equivalent to that of the dash 8-powered Conquest II. At the same time, with the time between overhaul (TB 0) for the engine increasing from 3,000 hours to 5,000, and for the hot section, from 1,500 to 2,500, the hourly heavy maintenance cost and the direct operating costs were reduced. (See Even as Garrett and West Star congratulated themselves on having a viable program beneficial for both of them, no one imagined the conversion would tap a very large market, When Russ's boss asked him how many Russ Williams and the-cdrquest Dash 10 conversion OPSGROUPS FALL 2000 PAGE 11

4 charts for sample dash 10 conversion figures.) But, perhaps, the most compelling reason for the program's popularity was that the Aircraft Bluebook raised the value of a converted Conquest II by $250,000, enabling the customer to recoup the cost of conversion that is, the cost over and above that of normal overhaul almost immediately. And the benefits for West Star? At 175 modifications completed, allowing for increases in average cost over eight years and different modification options offered, Russ came up with a rough estimate of $50 million in sales as well as spin-off work that brought in an extra $8-9 million. This, for an investment of probably less than $500,000. How's that for an ROI? Beech Drags Its Feet As more and more Conquest II engines were brought in for conversion, AlliedSignal recognized the potential for dash 10 conversions with other models. In 1994, targeting the Beech King Air B- 100, it made the decision to offer the conversion work to Garrett Aviation Services, the hangar facilities which were soon to buy their way out of AlliedSignal and eventually become part of General Electric. More specifically, AlliedSignal approached the Springfield, Illinois, facility, which had originally been dedicated under its name of AiResearch Aviation to supply maintenance for, among other things, the TPE331 and TFE731 engines. As it turns out, Beechcraft wasn't all that keen on having a conversion done on the B-100, afraid that its increased performance benefits would compromise KA200 sales. However, Allied pushed for it, indicating to both Beech and Garrett that it wanted to upgrade the 840 series engine (the dash 3, 5, and 6) and convert all those remaining to dash 10. Garrett Aviation agreed to take on the B-100 (which used dash 6 engines) if Allied would provide support and if the numbers were favorable. However reluctantly, Beech also participated, not only because Garrett needed technical data to do the work but because Beech thought one of their service centers could be authorized to do the conversions as well an eventuality that never materialized, although it is currently under review. One way AlliedSignal helped in this endeavor was by alerting Garrett to a customer willing to relinquish the airplane for an extended period of time. Enticed by some incentives, NASCAR (National Association for Stock Car Auto Racing) provided one of its corporate airplanes. In 1996, Garrett Springfield obtained the STC. According to Clarke, the conversion was a very smooth one, not requiring special airframe work. With the dash 6 engine thermodynamically rated at 840 SHP, the conversion produced a performance margin which enabled the aircraft to climb to 15,000 feet at 100% torque, an increase in climb power over the original engine of 150%. The B-100 could also deliver more airspeed, on average knots more, most efficiently at the 20,000-25,000-foot altitude range. Doug also points out that, as part of the conversion, the TPE331-6 (and subsequently -5) engines were changed from an ITT (Interstage Turbine Temperature) system to an EGT (Exhaust Gas Temperature) system. The latter was not only less susceptible to failure but easier and less costly to replace. By Doug's calculation, about 137 B- 100' s exist worldwide. Of these, twelve have been converted. In a step that eliminates the need for engines to be sent to the Phoenix facility for conversion, Garrett Aviation Services was licensed to do the actual dash 10 engine conversions by AlliedSignal or, as it is now called, Honeywell. (See Sidebar: What's In A Name?) When asked about the value of converted B-100's, Doug said he could think specifically of three airplanes which had been bought at a cost that ranged from $800,000 to $850,000. They sold, after conversion, for between $1.3 and $1.4 million: an increase in value to the customer of over 60%. Although the OPZGROUPS FALL 2000 PAGE 12

5 In the tortuous history we've traversed, it's interesting to note that you can't always tell who bought whom by the name that came out on top, nor exactly what the relationship is between companies. When GE acquired Garrett Aviation, it made the decision for Garrett to keep its name, since it recognized that "the name Garrett is synonymous with the corporate engine world," as Doug. puts it. WHAT'S IN A NAME? making it West Star's sister company. IJI, which was owned by Bob Kidd, is now called IJC, Intercontinental Jet Corp. Its President is Mike McClain, and Wayne O'Hara is Vice President of Operations. Bob Kidd is a consultant to the corporation. The Evolution of Garrett Similarly, AlliedSignal took Honeywell as its corporate name, upon their merger in December 1999, because of the latter's worldwide reputation. Then, as noted above, Honeywell made a licensing agreement with its former family member, Garrett. Not surprisingly, this has proven confusing to some, who have concluded erroneously that because Garrett owns the STC for the converted B100, GE must be the engine manufacturer. Of course, all the Type Certificates (TC) for the converted engines belong to Honeywell. Finally, in yet another corporate twist, the Buescher Family Limited Partnership, which owns West Star Aviation, also bought Intercontinental Jet, Inc. in June of 1999, May 1936 Cliff Garrett forms Aircraft Tool & Supply Company in Los Angeles, California. July 1936 At the first official meeting of the Board of Directors, the name of the company is changed to Garrett Supply Company. Sept 1937 Airsupply Company is formed to focus on the aircraft side of the business, with Garrett Supply handling the tools for the oil business. Aug 1938 The company is reorganized as The Garrett Corporation, indicating a change in strategy to include the manufacture and sale of patented products. Airsupply and Garrett Supply continue as its two operating divisions. Fall 1938 Airesearch Manufacturing Company is formed to develop, design, and manufacture equipment for high-altitude flight. May 1942 This name is changed to AiResearch (capital R) Manufacturing Company. In the summer of 1942, in order to move defense production away from the coast, the AiResearch Manufacturing Company of Arizona is established as a whollyowned subsidiary of Garrett AiResearch Aviation Service Company is formed to handle modifications and customizations for aircraft. March AiResearch Aviation diversifies, entering aircraft sales. AiResearch 1952 Manufacturing Company of Arizona expands and begins to take on increasing importance. April 1954 Garrett acquires Air Cruisers Company, a manufacturer of rubberized fabric products that include aviation rescue equipment. Sept 1954 AiResearch Industrial Division is created for the development and production of turbochargers. June 1963 Cliff Garrett dies. July 1963 Signal Oil & Gas Company invests money to prevent an unfriendly takeover by Curtiss-Wright. Curtiss-Wright continues the pressure, and Signal suggests a merger. Jan 1964 Signal and Garrett merge, with Signal Oil & Gas the parent company Signal Oil & Gas becomes The Signal Companies AiResearch Aviation dedicates a new service facility in Springfield, Illinois that provides, among other things, maintenance for TPE331 & TFE731 engines Allied Corporation and The Signal Companies merge to form AlliedSignal, Inc. The company is divided into 5 sectors: aerospace, automotive, chemical, electronics, and instrumentation. The majority of Garrett comes under the Aerospace Sector. AiResearch Aviation is renamed Garrett General Aviation Services Company, part of a larger division known as GGASD The Springfield, Illinois facility doubles in size Garrett Aviation Services is established as an independent entity with management buyout of hangar operations from AlliedSignal UNC purchases Garrett Aviation General Electric purchases UNC; Garrett Aviation Services becomes part of GE Engine Services but keeps its own name Allied-Signal buys Honeywell but keeps the Honeywell name; Honeywell licenses Garrett to be the servicing agent for the dash 10 conversion. - Chart derive4 in he main, from "Out of Thin Air," Garrett's corporate chronicle of its first 50 years, and from Garrett Aviation's website. OPSGROUPS FALL 2000 PAGE 13

6 Aircraft Bluebook has not yet assigned an added value for the dash 10 conversion, Doug estimates that it will average around $250,000. A more precise number will only be available when more conversions on the B-100 have been accomplished. Obviously, the market is not waiting for official acknowledgment of the value increase but has already given its own emphatic nod. "Rejuvenating the Product" As Bob Kidd tells it, around 1997, when he was President of Intercontinental Jet, Inc., a service center specializing in Mitsubishi and Learjet aircraft, he approached AlliedSignal (when it was still AlliedSignal) suggesting that his firm develop and obtain the STC for the dash 10 conversion on the Mitsubishi MU-2, with AlliedSignal providing the support and engine certification. The fact that AlliedSignal, as we've already seen, very much wanted the dash 10 conversion program to grow probably made this not too hard a deal to clinch. Moreover, IJI had experience with the dash 10 engines, since the newer Mitsubishi models already had them. However, two sets of aircraft had to be dealt with. The MU-2 N and P models used dash 5 engines; these would take on the designation dash 10T. The MU- 2 J, K, L, and M models used dash 6 engines; these assumed the designation dash 10AV. In April 1998, IJI received the STC for the dash 10T conversion. In July 1999, they received the STC for the dash 10AV. According to Kidd, eight dash 10T conversions have been done so far and three dash 10AV, with firm orders for four more. He estimates the company will do airplanes per year over the next five to six years, representing 75-80% of the N/P fleet and 50% of the J/K/ L/M fleet. As expected, the performance improvement was exciting, "a real shot in the arm," as Dave Milligan puts it. What he particularly liked was the extra power at takeoff in hot weather, even with full fuel and passenger load, that provided a welcome margin of safety. As with the other conversions, the climb Kidd recognized that the conversion would put new life into the Mitsubishi MU-2 models and that it would also significantly improve maintenance costs. In -A/Ms:Sr - -Dave Milligan and the MU-2 Dash 10 conversion OVERHAUL AND MAJOR MAINTENANCE ACTIONS INSPECTION INTERVAL OPTIONS OPTION A OPTION B Hot Section Inspection 1,800 hours 2,500 hours Hot Section Inspection and Gearbox Inspection 3,600 hours _ Overhaul 5,400 hours 5,000 hours Note: The operator must declare the desired overhaul option at the time of -10 engine conversion to allow for the appropriate log book entries to be made. - Chart derived from Intercontinental Jet Corp.'s "MU-2 Dash 10 Engine Conversion Information Package" OPSGROUPS FALL 2000 PAGE 14

7 rate improved significantly but what was really dramatic was the increase in airspeed. The long models (N/J/L) increased, on average, from 260 knots to 298 knots. The short models (P/K/M) went from an average of 270 knots to an average of 310 knots, with the "K" model hitting a whopping 315+ knots, perhaps the fastest speed of all the dash 10 conversions. With all the improvements, Dave estimates that the conversion extended the life of these Mitsubishi models by 10 years: money in the bank for any owner, specifically, $273,000 more in Aircraft Bluebook value. Maintenance Options for the Dash 10 Conversion According to information released by Honeywell Engines and Systems, counting all models of aircraft, over 1,100 engines have been converted to the dash 10 configuration as of August Since the retrofitted engines all share a commonality of parts, this allows both Honeywell and the customer to benefit: the former in terms of inventory and support of fleet and the latter in terms of lower maintenance costs. Two conversion options are offered, one called "Overhaul Conversion" and the other "Continued Time Conversion." The first is attractive for those operators whose aircraft are approaching an overhaul deadline. The second speaks to those whose engines have a significant amount of time left before overhaul or who are eager to take immediate advantage of the dash 10 engine's benefits. While it makes sense to select this second option at a time when the old engine is due for some type of heavy maintenance, the continued time conversion can be done at any time in the life of the engine. Whichever primary option is chosen, there is a secondary option for the customer to choose, namely, the engine ENGINE SPECIFICATION COMPARISON Conditions: Gross Weight, 96%, 20,000 ft Cessna Conquest II Beech King Air B-100 TPE331-8 TPE TPE331-6 TPE TPE331-5/6 Mitsubishi MU-2 TPE AV Thermodynamic Shaft HP 865 Min Min. 840 Min Min. 840 Min Min. Fiat Rate Torque To: 12,000 ft 18,000 ft 6,000 ft 15,000 ft 6,000 ft 11,000 ft Cruise Speed (KTAS) * Based on MU-2 "P" and "K" Model Aircraft Testing TIME TO CLIMB Conditions: Gross Weight, 100% Cessna Conquest II Beech King Air B-100 TPE331-8 TPE TPE331-6 TPE TPE331-5/6 Mitsubishi MU-2 TPE331-10T/10AV Minutes: To 15,000 ft * To 25,000 ft * To 35,000 ft n/a n/a n/a n/a Based on MU-2 "P" and "K" Model Aircraft Testing - Charts derived from promotional and sales materials supplied by West Star, Garrett Aviation, and Intercontinental Jet. OPSGROUPS FALL 2000 PAGE 15

8 A. HEAVY MAINTENANCE COSTS INTERVAL COST -5/-6 Engine -10 Engine -5/-6 Engine -10 Engine 1,800 Hours Hot Section Inspection $55, ,500 Hours Hot Section Inspection $45, ,600 Hours TBO Ext. Inspection $81, ,600 Hours TBO Ext. inspection (with 5,000-hr TBO option) -0-5,400 Hour Overhaul $185, ,000 Hour Overhaul $182, Total Est. Heavy Maintenance Cost for 2 Engines ($322,093 x2) = $644, Total Est. Heavy Maintenance Cost for 2 Engines ($228,150 x2) = $456, Total Hrs Covered 5400 Total Hrs Covered 5000 Total Est. Heavy Maint. Cost Per Hr (Both Engines) $ Total Est. Heavy Maint. Cost Per Hr (Both Engines) $91.26 Note: Because newer-technology components are installed in the engine, the amount of maintenance as well as its cost is reduced over the life of the engine. OPSGROUPS FALL 2000 PAGE 16

9 B. DIRECT OPERATING COSTS EXPENSE Fuel -5/-6 MU-2 (80 gal/hr 0 $2/gal) = $ MU-2 (85 $2/gal = $ Est. Airframe Maintenance/Hr $ $ Est. Heavy Engine Maintenance/Hr (from Chart A) $ $91.26 Total Est. Direct Operating Cost/Hour $ $ Note: The additional fuel required for extra performance is compensated for In reduced travel time (see Chart C below). C. TOTAL SAVINGS -5/-6 MU-2-10 MU-2 Total Miles Traveled 100, ,000 Hours to Fly 100,000 Miles Total Est. Direct Operating Cost/11r (from Chart B) $ $ Total Est. $ to Fly 100,000 Miles $140, $116, ($140, $116,506.35) = Total Est. -10 Savings Over 100,000 Miles $23, Total Est. -10 Savingslfir Flown $74.24 ($23, I hrs).-", Note: Short model MU-2 numbers were used for this comparison. Cruise speeds of 270 knots were used for the powered MU-2 and 310 knots for the -10 MU-2. The comparison did not consider the improved rate of climb, which would add to the time savings. - Charts A, B, and C derived from Intercontinental Jet Corporation's "MU-2 Dash 10 Engine Conversion Information Package" OPSGROUPS FALL 2000 PAGE 17

10 TB 0 preferred, either 5,000 or 5,400 hours as summarized in the Overhaul and Major Inspection Interval chart on Page 14. While, on the face of it, Option A would appear to be the more expensive one, there are valid reasons an operator might choose it. For example, faced with an expensive TBO extension inspection (hot section and gearbox combined) on the old engine at 3,600 hours, he or she might select Option A on a continued time conversion, because the engines could then be run for 1,800 hours before overhaul. At overhaul, the operator could then switch to Option B, the less expensive TBO schedule to choose when starting at zero hours. The turbine section, under either the overhaulor continued time conversion, is warranted for 24 months from the date of initial operation. Savings In both heavy maintenance costs and in aircraft direct operating costs, savings accrue from the dash 10 conversion. (See charts Page 16/17.) Based on the calculations supplied by Intercontinental Jet for the MU-2 shown in Charts A, B, and C, the firm estimates that annual savings of $29,600 can be realized, if you fly 400 hours per year, and of $44,400 if you fly 600 hours yearly. Similar savings can be expected for other aircraft. Cost Some basic conversion costs (as of the writing of this article) are shown below, intended only to give ballpark figures. They do not include, for example, the cost of propeller overhaul or AD compliance, if needed, or the cost of modifications found to be necessary. A good estimate for the time required to do the conversion is days. For more exact quotes, bring the airplane in, or get in touch with the appropriate person listed under "Contacts". CONVERSION PRICING MITSUBISHI MU-2 BEECH KING AIR CESSNA B-100 CONQUEST II Models Models N, P J, K, L, M Overhaul Conversion $429,150 $429,150 $511,222 $497,500 Continued Time $307,984 $307,984 $362,360 $338,000 Conversion Prop Blade Replacement n/a $20,020 n/a n/a Completely New Props n/a $29,876 See Note 2. See Note 3. Note 1: Because the J, K, L, and M propellers are called upon to handle maximum torque for longer periods of time, these models require a propeller upgrade at the time of conversion: the installation of either "N"-style blades or completely new propellers, whichever the operator prefers. Note 2: Two brand-new, out-of-the-box four-bladed Hartzell propellers are included in the above costs for the B-100. Note 3: Four-bladed McCauley and Hartzell propellers are approved on the converted Conquest IL While not required, they are available, on request, at an added cost. - Figures obtained from promotional and sales materials provided by Intercontinental Jet, Garrett Aviation, and West Star. OPSGROUPS FALL 2000 PAGE 18

11 lar tft. of vn irk ml >st y. to or n, Lte If these prices make you hesitate, then take some time to calculate the "over-and-above" cost between the normal overhaul price on your old engines and the dash 10 conversion price, and compare that to the increased resale value of your aircraft. You might find that the dash 10 conversion pays for itself immediately. Add to that real dollar savings in operation, enhanced performance, and a healthy safety margin, and you might come to the conclusion that the dash 10 conversion is a bargain! AAOG RECENT DEVELOPMENTS By now, the reliability and enhanced performance that the dash 10 engines can provide have been solidly demonstrated. Based on that, Kilo Alpha (a Florida corporation formed from an alliance between National Flight Services and Murray Aviation) came up with a different take on the conversion idea. With Honeywell's cooperation, Kilo Alpha obtained an STC for the King Air C90, with new production TPE engines replacing the original Pratt & Whitney 28 series engines: an arresting development directly arising out of the success of the dash 10 conversion program. CONTACTS For the Cessna Conquest II Russ Williams West Star Aviation, Inc. 796 Heritage Way Grand Junction, CO fax russwilliams@weststaraviation.com website: For the Beech King Air B-100 Doug Clarke Garrett Aviation Services Capital Airport 2 North Airport Drive Springfield, IL fax doug.clarke@ae.ge.com website: For the Mitsubishi MU-2 Wayne O'Hara or Kenny Morgan Intercontinental Jet Corp N. 74th E. Avenue Hangar 27 Tulsa, OK fax ijc@webzone.net (to the attention of Wayne O'Hara or Kenny Morgan) website: For Honeywell Engines and Systems Steve Carmickle TPE331 Aftermarket Program Manager 111 S. 34th Street Phoenix, AZ fax steve.carmickle@honeywell.com OPSGROUPS FALL 2000 PAGE 19