Textron Aviation Unveils the Cessna SkyCourier

by HPA · November 28, 2017

Textron Aviation Unveils the Cessna SkyCourier

WICHITA, Kan. (Nov. 28, 2017) – Textron Aviation Inc. today announced its new twin-engine, high-wing, large-utility turboprop – the Cessna SkyCourier 408. FedEx Express, the world’s largest express transportation company and longtime Textron Aviation customer, has signed on as the launch customer for up to 100 aircraft, with an initial fleet order of 50 cargo aircraft and options for 50 more. Entry into service for the clean-sheet design Cessna SkyCourier is planned for 2020.

2017.11.28 04.44 Flyhpa 5a1d928362c69 600x338

“With our depth of expertise and proven success in new product development, we were eager to work directly with a world-class company like FedEx Express to jointly develop the Cessna SkyCourier,” said Scott Ernest, president and CEO of Textron Aviation. “The aircraft will fulfill a gap in this market segment with its superior performance and low operating costs in combination with the cabin flexibility, payload capability and efficiency only a clean-sheet design can offer.”

About the Cessna SkyCourier

Built for high utilization operations, the Cessna SkyCourier 408 will be offered in cargo and passenger variants. The cargo variant will feature a large cargo door and a flat floor cabin that is sized to handle up to three LD3 shipping containers with an impressive 6,000 pounds of maximum payload capability. The aircraft will also afford a maximum cruise speed of up to 200 ktas and a 900 nautical-mile maximum range.

2017.11.28 04.44 Flyhpa 5a1d926fdcb75 600x338

The efficient 19-passenger variant will include crew and passenger doors for smooth boarding, as well as large cabin windows for great natural light and views. Both configurations will offer single-point pressure refueling to enable faster turnarounds.
2017.11.28 04.44 Flyhpa 5a1d92668dca3 600x338

 

The Cessna Caravan platform has set the standard in the single-engine utility category for decades. The Cessna SkyCourier will build on that proven success in the large-utility category, offering even greater capability and mission flexibility.

FedEx Express order

Textron Aviation has built a strong relationship with FedEx Express, which has utilized the Cessna Caravan platform in its feeder aircraft fleet for over 30 years.

2017.11.28 04.44 Flyhpa 5a1d92793adf0 600x400

“FedEx Express has had a great relationship with Textron Aviation over the years, and this new, advanced aircraft will play a key role in our feeder aircraft modernization strategy,” said David L. Cunningham, president and CEO of FedEx Express. “The Cessna SkyCourier 408 offers a number of significant features that will enhance our long-term feeder strategy.”

2017.11.28 04.45 Flyhpa 5a1d928e434f1 600x400

Textron Aviation and FedEx leadership at signing ceremony (from left to right: David L. Cunningham, president and CEO, FedEx Express; David J. Bronczek, president and COO, FedEx Corp.; Scott Donnelly, chairman, president and CEO, Textron Inc.; Scott Ernest, president and CEO, Textron Aviation)

Visit the Cessna SkyCourier website to learn more about the company’s newest product.

 

How it Started

One of my best friends in high school, (Doug Gray) was a private pilot. He offered to take me up for a flight in a 1967 Cessna 150, N6228S. We took off from Calhoun, Georgia, and he took me on a scenic tour of the area, I was hooked. I later found out that my English teacher, (Jan Haluska) was also a flight instructor and the school was offering a ground school course the next year, which he taught, along with flight training with the goal of becoming a private pilot. I managed to talk my dad into funding the training, at the time the total cost was right around $500. Cessna 150 rental rates where $12 an hour, and the 172 we used for cross country was $15 an hour including fuel.

Training Begins

It started August of 1977. The fall semester rolls around, and I am enrolled in ground school, and if memory serves me, we met twice a week. First came the paperwork for my student pilot certificate, which at the time was included with the 3rd class medical. I loved ground school, especially learning navigation, plotting courses on the sectional, again this was before iPads and GPS, so we did a lot of dead reckoning and VOR navigation for cross countries. At the end of the course, I made an 83% on the Private Pilot written exam, remember this was before we had the question-and-answer books that on future test I would consume before taking a written.

2022.06.09 11.19 Flyhpa 62a27fea7716a

Flying

The fun really began on August 22, 1977, it was my first flight. To my surprise we used the same Cessna 150, N6228S that my friend Doug Gray had taken me for a ride in. The Cessna 150 had a standard VFR instrument panel, with one NAV/COM, and one VOR CDI. No intercom, so no headset, at the time I didn’t know what I was missing. I didn’t get my first headset until I started my instrument training in 2003. I was a big guy, I was 6’ 4” and weighed 245 lbs. but I do not remember being uncomfortable in the 150 even with the instructor in the right seat.

First flight lasted .8 hours, and we accomplished orentation, shallow turns, stability, and effects of flight controls. Over the next few months we added steep 720’s, slow flight, stalls, turns around a point, S-turns, emergencies, landings, (short field, soft field and normal).

Learning

At this point I want to talk about a training experience that still stands out. We were close to solo and were practicing takeoffs and landings. Turning base to final Jan got very upset at the way I was cross controlling the aircraft. Cross control is when you are in, say a left turn, and use opposite rudder to line the nose up with the runway. So, he had me depart the pattern and head east to the practice area, and climbing up to 5500 feet MSL, he had me slow down to just above stalling speed, start a left shallow turn and add right rudder. As the airplane stalled I had the strangest sensation, no roller coaster has ever come close, instead of blue sky in the windscreen I was looking at brown ground, and as far as I could tell we were upside down, through the terror of the moment Jan talked me out of the spin, controls neutral, oposite rudder, pull slowly out of the dive. As we leveled off he asked me what altitude we were at, as I remember it was around 2,800 feet MSL. Then he asked me what would happen if I experenced this on base to final in the traffic pattern. The answer was obvious, I would be a pile of wreckage off the end of the runway with a very short-lived aviation career. Needless to say this cured my cross-control tendencies.

Another training event the sticks out in my mind was the first time we did takeoffs and landings at the High School runway. The runway was 1,500 feet long, not sure of the width, but it seems like we had about 5 feet on each side of the wheels when on the center line of the runway. Landing from the south you also had to go between a cutout in the trees to be able to stop in time on the runway. After getting confortable landing here every runway since seemed huge. I remember landing at Chattanooga (KCHA) on a night cross country and commenting to Jan, that I felt like I could of landed sideways on the runway, it felt that large.

Very soon after this I started wearing old shirts to all my flight lessons, the reason for this occurred on February 8, 1978. The lesson that day was stalls, takeoffs and Landing. As we were taxing back in Jan told me it was time for my first solo. I was very excited, and after some last minute advice from Jan, including watch for floating on landing the plane will be light with him not in the right seat, complete 3 takeoffs and landings to a full stop. It was a blast, and at the end of my shirt was shorter in the back because Jan cut the tail out of it signed and dated my solo [an aviation tradition]. Total flight time accumulated on the day of my solo was 18.1 hours. I was now officially a pilot with solo priveleges.

In my next article I start cross country training, when Jan decided that it would be best accomplished this in the 172. Checking out in N5970R was like moving into a 747, this started a love affair with one of my faviriote planes to date. Since this time I have flown over 900 hours in many different models of the 172 and feel like I am stepping into an old friend every time.

More about Randy here: https://www.flyhpa.com/team/randy-delong/

 

Would you like more information?

Send us a message below.

8 + 14 =

Comments