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This paper describes a fixed base engineering flight simulator that has been built and tested at Beech Aircraft Corp. The computer portion is general purpose analog so that any aircraft may be defined. Comments concerning the equations of motion and those used to describe airplane aerodynamics and power effects are included. The aircraft cockpit used for the simulation is described in the paper as well as the computer and its contribution to the system. A three axis control force feel system has been developed at relatively low cost to provide control forces.

Current methods of predicting lateral-directional dynamic stability using closed form small perturbation equations are often inaccurate. Flight test data usually shows Dutch-roll characteristics; in particular, to be poorer than estimates. Two assumptions are inherent in these current methods that are inappropriate to General Aviation-type aircraft: First, that the control surfaces are fixed and, secondly, that the rate-of-change in sideslip (beta dot) stability derivatives are insignificant. These assumptions are discarded in this new method, and the system of equations describing the aircraft motion are expanded. Solution of the eigenvalues and eigenvectors of this system of partial differential equations yield the characteristics of the airplane and control system motions. Comparison of the predictions with the new method to that of the old show significant differences. Particularly noteworthy is the strong influence of the beta-dot terms on the damping of the Dutch-roll mode.

Each of the BEECHCRAFT family of airplanes now requires a Reliability Program Plan. A typical program with requirements similar to existing Military reliability programs is discussed. Emphasis is given to design considerations, testing, design reviews, data feedback, vendor data and management. Examples of recent reliability activities are included for subject clarification. Implementation methods including reliability training programs for both management and design personnel are also reviewed.

New criteria were developed in coordination with the Federal Aviation Administration for the certification of adhesively bonded composite structure. The published FAA Special Condition requires residual strength and stiffness capability of bonded composite structure in the event of failure of critical bondlines. Methods available for meeting the requirements are discussed including: non-destructive investigation of joint strength, multiple load path design, mechanical fastening, and production unit proof testing. No single method has proven applicable for all designs. Examples of the different methods are given.

Airworthiness became a national concern with the Air Commerce Act in 1926. Continuing airworthiness has become increasingly important because airplanes tend to have long lives. This certainly includes, but goes far beyond the airframe, to include power plant and every essential system: everything needed for safe flying. The designer begins by anticipating and providing for continuing flight safety against the wear and tear of use and the ravages of time and environment. He will provide owners with all the guidance and instructions he knows to keep the airplane airworthy. But the operator is the final and most vital link in this chain – to follow instructions and to feed back to the manufacturer anything unanticipated. As airplanes get older they just need more tender care. Continuing airworthiness is essential.

The Model 77 Skipper is the result of an intensive development program to develop an economical and efficient two-place general aviation trainer. The program was initiated as a flying test bed program which allowed great freedom for Engineering evaluation of various aerodynamic, structural and mechanical concepts. This included the evaluation of different types of tail surfaces, high lift and lateral control devices, engines, propellers, etc. Along with the test bed, other tests were run with radio-controlled free flight and spin tunnel models. The test bed program was followed by the production engineering, testing and certification of the chosen production configuration.

Fatigue analysis of the Beech Super King Air empennage was performed in compliance with the Australian and British certification requirements. The empennage fatigue loads for this analysis were evaluated with the use of an engineering flight simulator. The empennage balance, maneuvering, and gust loads for both the horizontal and vertical tail were determined for various flight conditions. These loads were used for analytical prediction of safe life of the empennage structure.

A fatigue meter data acquisition and processing program has been set up to take advantage of the operational nature of commuter airlines, with the purpose of defining the fatigue life of an aircraft on an individual airline basis. Commuter airlines operate in a confined geographical area with its particular weather and turbulence characteristics. The result was that in most cases, a substantial increase in the aircraft's fatigue life could be justified in comparison with the one estimated by using a unified turbulence model, which was conservatively established from V-G/VGH recordings from aircraft flying all over the country.

The Super King Air Model 200 is Beech Aircraft's latest entry into the executive turboprop airplane market. Principal design features include a T-tail empennage and 850 SHP PT6A-41 powerplants widely spaced on a high-aspect-ratio wing. This paper presents a discussion of the preliminary studies of the T-tail and the results of preliminary wind tunnel tests. The rationale and design philosophy for satisfactory stall characteristics are discussed; and the development wind tunnel tests, the flight simulator tests, and the development flight-test program are reviewed.