BEECHJET 4OOA

Authentic Beech is evident engineering throughout thissprite ond spocious light|et.

By JOHN W. OTCOTT
s C o m m e r c i oA 5 0 B u s i n e s& l viotionlJune l99l

Beechlet ovionics suiles come in three versions depending on the number of lorge-lube disploys in the ponel. In oll coses, the system is Collins Pro Line 4.

Models 400 and 400A can hold 320 KIAS to 11,000 feet before slowing to 264 KIAS by 8,000 feet. That flightenvelope expansion improved the aircraft's operational flexibility as well as accommodated an FAA requirement regarding bird strikes. Otherwise, there were no changes between the Diamond II and the Model 400 flight manuals. More significant differences exist between the Model 400 and 4004' flight manuals, however. The Model400 was fitted with a forward lavatory that could be used as an approved passenger seat and could be isolated from the passengerarea by door dividers rather than the curtain that was found in the Diamond II. Beech fabrics were employed throughout the cabin, and the Diamond II's optional fuselage fuel tank and aft baggage compartment became standard. Interior modifications on the Model 400A are far more reaching, as we will explain. in the United States, the Mitsubishi Diamond II design was purchased by Beech, renamed the Beechjet Model 400, and built and marketed exclusively by the Wichita manufacturer. Initially, major portions of the aircraft were constructed by bv Mitsubishi and shipped to Beech'.for assembly, ! but in 1988 Beech purchqsed all toolj ing from the Japanese'end began facilities place in part to ive in its e Tanker/ Air TI fleech finallv has its own business jet. Gone is the wtodel 400 (nee Diamond II), the product that the world's most prolific manufacturer of turboprops purchased from Mitsubishi Heavy Industries in 1985 to launch its third foray into the pure jet arena. Today's Model 400A Beechjet truly reflects Beech engineering, styling and manufacturing, and it is destined to be a proud contributor to the company's strong heritage of business aircraft. Unlike Beech's attempt in the very early 1960s to distribute the MoraneSaulnier MS 760 Paris, a four-place jet designed and manufactured in France, or its marketing arrangement with Hawker Siddeley in the 1970s to sell the Model 125-600 withcontract, which it won last year. By the secondquarter of 1991, each Model 400^{ was 100 percent Beech built; no parts ofJapanese manufacture are in aircraft after serial number 24. More than the place of assembly and manufacture changed as the Diamond II became the Beec\fet 400 and eventually evolved into the Model 400A. Today's Beecbjet differs markedly in performance, utility, avionics, accommodations, styling and finish from both the Diamond II and the Model400. Beech made only minor changes to the Diamond II when it introduced the aircraft as the Beechjet Model 400 in the spring of 1986. Whereas the Diamond II's Vuo of 320 knots could be maintained only to 17,000 feet before the aircraft, had to begin slowing to a Vtuo of 264 knots by 14,000 feet, r,Vith the decision to acquire and move all Beechjet production tooling to Wichita came the opportunity to significantly improve the Model 400 and prominently place the Beech stamp on what had been the Diamond IL During the nine months required to relocate heavy tooling from Japan, Beech engineers designed substantial changes that would make the aircraft a better business jet as well as more attractive to the Air Force. Avionics clearly differentiate the Model 400A from its predecessor(see accompanying article on page 57). Whereas the Model 400 employed an analog autopilot with conventional electronic flight instrumentation systems as optional equipment, the Model 4004, relies upon Collins ho Line 4 equipment incorporating.Collins' FCS-850 digital flight control system as well as pilot's side EFIS (Collins EFD-871) and a single multifunction display (Collins MFD-871) as standard equipment. Optional instrumentation encompassesthree- and fourtube EFIS configurations featuring the latest design by Collins in electronic primary flight displays (PFDs), which combine attitude, heading, altitude, rate and airspeed presentations in one CRT. Standard equipment also includes a single Collins FMS-850 flight management system, Collins WXR-840
Business & CommerciolAvioiionlJune l99l 5l

ilDW BEDCHJET

Beechcrqftsmonshlpls opporent In tfie 400ffs redeslgnedinierlor. New high-rechsound tropplng ponels hove quleted lhe possengercomporlmenl signlflcqnrly. entry to the TITS contract has singlepoint refuelling capability. (The program is now called the T-1A Tlaining System, and the aircraft is designated the T-1A Jayhawk.) Baggage capacity has been reduced slightly from 57.5 to 57.0 cubic feet and redistributed due to the fuel-tank redesign. The Model 400A's unpressurized baggage compartment in the fuselage contains 25 cubic feet ofvolume and holds 950 pounds, compared with the Model400's 33 cubic feet and 1,000 pounds ofcapacity. A hydraulic damper has been added to facilitate operation of the fuselage baggage door. The landing gear oleo struts were redesigned to allow an anticipated increase in maximum landing weight from the Beechjet's present value of t4,220 pounds (same as the Model 400) to 15,700 pounds. By adjusting the rate at which the fluid within the struts is metered, engineers were able to create landing loads at 15,700 pounds that are the same as now exist for a Beechjet landing at t4,220 pounds. Anti-skid logic has been reprogrammed and recalibrated to reflect the requirements of the Model 400A. Other structural changes are minor: The nose gear support has been reinforced with doublers, and the gauge of belly skins has been increased somewhat for added protection during gear-up landings. Emer-

color radar with a 14-inch antenna, Collins ALT-5SB radio altimeter and Rosemount air data probe. Unlike the Model 400, which employed a separate rudder-like surface for yaw damping and disabled the system at speedsabove 286.5 knots, the Model 400,{ uses a conventional yaw damper contained within the autopilot and is operational at all speeds. Rudder boost is also part of the 400A's rudder system, thereby reducing force requirements during single-engine operations to about 80 pounds from 180 to 200 pounds. (Rudder boost is also found in the Diamond II and Model400 Beechjet.) Structural changes in the fuel system and landing gear give the Model 400A a maximum ramp weight of 16,300 pounds, 450 pounds heavier
& CommerciolAviotionlJune l99l 52 Business

than the Model 400. Maximum takeoffweight has been increased 320 pounds to 16,100 pounds, and zero fuel weight is 13,000, up 530 pounds from that of the Model 400. Tankage, which holds a maximum of 4,911 pounds offuel, has been redesigned in such a manner that fuselage capacity is consumed frrst, thereby allowing the weight of the wing fuel to reduce the bending moment at the wing root. (All the wing fuel had to be used before the Model 400's fuselage tank was tapped.) Currently, the Model 400A's fuel system does not allow for single-point refuelling. Three ports, one for each wing and one for the fuselage, provide access to the aircraft's tankage. Watch for possible changes in this area, however, since Beech's winning

BlCAANATYSIS

SPECIFICATIONS BEECHJET 4OOA

B/CA Equipped Price Seoting Engines Model Power TBO PSI $5,008,916 2 + 7/9

BEECHJET 4OOA

Heof Leod Edge Flow Fence Avionics

/ Ponel

2 P&WJTI5D-5 2,900lb eo. 3,000 9.5 | 6,300 /7 ,394 | 6,too/7,3o3 14,220/6,450 t3,ooo/5,897 to,620/4,817 2,380/t,O8O 5,680/2,576 4,912/2,228 768/348 3,300/1,497 o.785 200 124 112
(see chorts) {see chorts) (see three-views)

F:":p.

weighrs (lb,/kg)
Mox romp Mox tokeoff Mox londing Zero fuel BOW Mox poylood Useful lood Mox fuel Poylood w/mox fuel Fuelw/mox poylood Limirs/Speeds Mmo (Moch) VFE(opp.| (KlASl Vz (KlAs) Vner(KIAS) Airport Pe#ormqnce Ronge Performonce Dimensions

\\=Sa6lo aa---ts Avionics Access Ponel Spoilers (Roll Control'ond Approoch)

Ir
\
, HorizontolStobilizer \, Pivolsfor PilchTrim

gency egress has been moved forward one window compared with the Model 400, thereby adding to the flexibility of interior options, and a pneumatic cylinder is now incorporated within the cabin airstair for easier door operation. These structural changesadded only eight poundsto the Model 400A's empty weight.

ENHANCED INTERIOR
Considerablecare has been taken to provide classic Beech finish and styling and to offer more flexibility in cabin options. Seven passenger seats-four in an aft club arrangement, two facing in the forward cabin area and a belted seat in the aft-

9.3' (2.8m)-r

B u s i n e s& s C o m m e r c i oA l viotionlJune l99l 53

B/CA CO}TPARISONPROFILE@ (7" Relofive to Averoge)

o o o > a
j

o 6 3 o o

Designers o-liem_pt to give oircrofl exceplioncl copobiliries in oll oreos, including price, but the lows of physics do not ollow one oircrqft !o do oll missions wirh equol efficiency. Trqde-offs ore o reclity of oircrofi design. In order to obtoin o feeling for the strengths ond compromises of o porticulor oircrofi, B/CA compcres the subiect oircrqft,s performonce lo the composile chorocteristics of qircroff in its closs. We overoge porometers of in|erist for the vehicler thqt ore most likely to be considercd qi compefitive with rhe subiect of our onclysis, ond then we compute the percent differences between the poromelers of the subie<t oircraft ond tlre composite numbers for the competitive group o! o whole. Those dif{ere-nces ore presented obove in bor.groplr form, ond the obsolute volue of the poroheter under-considerotion, olong with ifs rqnk with respect to the composife, ore given. For this Comporison Profile@, we pnesenl selected pqrometers of rhe Beechier 4OOA in relqfion to o competitive group consisting of the Cessno Citotion ll, Cessnq Citotion V, Leoriet 3|A/ER ond the leorier 35A. lr should be un<ierstood rhot rhis Comporison Prof_ileois meonl to illuctrqne relative strcngths ond compromises of the subiect oircrafg it is not o meons of comporing specific qircroff to eoch other.

located potty-constitute the standard cabin arrangement. Head and shoulder room is ample for a light jet, in part becauseofthe Beechjet'srelatively large volume for this class of business jet and partly due to the fuselage's oval design. Leg room is
5 4 B u s i n e s& s C o m m e r c i oA l violionlJune l99l

also good, and the aircraft's flat floor adds to passengercomfort. A carry-on baggage area and a refreshment cabinet are positioned fore and aft, respectively, of the entrance area in this configuration. Optional Beechjet interiors include

nine belted seats in a double-club grouping with pyramid cabinets separating the forward and aft areas, and an eight-passenger arrangement where the spacethat is utilized for the double club's left forward chair is filled by a combination carry-on bag-

DISTANCE TI}IE AND FUEL VERSUS

2,OOO
zero wir Conditions: 80Glb pqylood;NBM reserves {lOOnmolternote); qt Ft 430; high-speed cruise ot F[ 3 I 0 ISA;long-ronge cruise

BEECHJET 4OOA
T h e s el h r e e g r o p h s o r e d e s i g n e dt o b e u s e d together to give you o brood picture of oircroft performonce. For o compleleoperolionolonolysis, consult ihe monufoclurer's performonce chorts. lime ond Fuel Versur Distonce-This groph showsthe plot of hro missions, one flown ot highspeed cruise,the olher ot moximum-ronge cruise. The numbers ot the lime hocks oresentcumulolive miles flown ond fuel burned. While the inlermediote poinlson theselinesore occurote only for lhe full trip, theycon give lhe usero rough ideo of time ond fuel for kips of intermediote length. S p e c i f i c R o n g e - T h e s p e c i f i cr o n g e o f o n oircroft,o meosure of its fuel efficiency,is o rolio of nouticolmilesflown per pound of fuel burned. R e l o t i v e l ly o r g e s p e c i f i cr o n g e n u m b e r si n d i c o l e h i g h m i l e o g ey i e l d o n t h e f u e l i n v e s t m e n t s;m o l l specific ronge numberssuggestless-efficient fuel burns.This groph shows specificronge voluesol five oltitudes for the Beechjet 4004. For exomple, hos o high-speed ot FL27O the Beechjet cruiseof obout 465 knots,for o specificronge of 0.259. At F L 3 2 0 , t h e B e e c h i ew t i l l d e l i v e r4 4 9 k n o f s ,b u t fuel specifics will increoseto oboul 0.345 nm,/lb ruet. Ronge/Poylood Profiles-This groph is intendedto enoble you to moke gross simulotions of trips undero vorieiyof poylood ond oirport conditions. For this reoortwe electedto use Moch 0 . 2 3 c r u i s ep o w e r s e t t i n g sT . he poyloodlinesintendedonly for gross evoluotionpurposes-ore generoted from the endpoints. Time ond fuel burns ore plotied only for the longestmission.Keeping t h e s el i m i t o t i o n i sn m i n d , t h e c h o r t c o n h e l p y o u g e l o " f e e l " f o r t h e o i r p l o n e ' sc o p o b i l i t y .F o r exomplei ,f y o u w o n t f o s i m u l o i e o 1,000 nm kip ond o 600-pound poylood you con opproximote the lime required ot 2 + 30, the fuel needed os runwoy obout 2,850 lbs ond the stondord-doy required os oboul 3,400 feet. You olso con see l h o l l h e m o x i m u mr o n g e , n o - w i n d ,l e r r y t r i p w i l l toke obout four hours ond burn 4,041 poundsof fuel. Tokeofffield length will be iust over 3,600
TEEI. Note-The numbers ond plots presenled on lhese grophs ore opproximote. No ottempt hos been mode to opfimize ihe climb or descenl profiles. Do nol use lhese doto for flight plonning purposes.

4,0r 0 tb1,500

1 , 5 6 7n n

E g o 1,000 c

4,o1oy ///
( ,ise High-Speed

1 , 0 9 6n m

1 , 1 9 7n m

3,30r tb
Lol

'5
5

3,475lb

tt
,/

//

-Ronge Cruise

500

429 nm

. 7 8 4n m 2,376lb

1,9s0 lb
371 nm 1 , 4 5 1t b

Time (hr)

RANGE SPECIFIC
0.500
14,000 lb; *i"djl-NA lConditions:

0.450 4 E
c o o c 0

0.400

^sg

Qo
, L J ] N

.c 0.350
o c vt

1-

!z>o
0.300

N
=\.-400

iwt "t
l i

t
\

o.250
320 350 KIAS

4so 460 470

RANGE/PAYLOADPROFITE
BoloncedField Length

ISA
4,142

st

5,000 ft llSA+20'C

Gross Tokeoff Weight (lbl

Fuel Burn (lbl Time (hd

t,460 I

2,404 2

s,348

6,68 r

16,000

t5,000

4,212

13,000
Condiilons:four possengers; NBM reserves {i OGnmolternotel; zero wind; ISA:Moch O.73 cruise

2.832

r 2,000 1.000 Rongc {nm)

B u s i n e s& s C o m m e r c i oA l violionlJune 1991 55

BlCL ANATYSN

Raw numbers fail to describe the identity of Beech's Model 400A Beechjet. As shown in the B/CA Comparison Profile@ on page 54, which positions the Model 400A against a hypothetical aircraft that possesses - the average performance and size of five lightjets in its market, speedand cabin space are the aircraft's strong points. Not shown is the added benefit of the Beechjet's oval shape and flat floor, which add to headroom and cabin usefulness. For typical trips of three to four people flying 500 to 700 miles, the Beechjet's assets of passenger comfort and speed make it competitive and may be more representaThe Beechler 4OOAis powered by two tive than our Comparison, which is JTI5D-5 tufiofons roted ot 2,900 based upon maximum payload and pounds eoch. missions of 1,000 nm. tention to detail resulted in the deciNothing in the Comparison Profile@ sion to replace lead-vinyl noise-sup- reflects the aircraft's very attractive pression material used in the Model handling qualities. In spite of its 400 with newly designed, high-tech speed, Beechjet Model 4004, in our noise absorption panels in the Model opinion is docile and relatively easy to fly. Ground tracking using the rud400.4' and to use higher density fiber glass between interior panels and the ders and their linkage to the nosesidewall. Engines were specially balwheel is easily achieved with minimum compensation, even in the quaranced to lower vibration levels within the passenger cabin. As a result of tering headwind that existed during these changes, which did not materiour evaluation flights at Beech Field. Rotation forces are comfortable durally change the Beechjet's empty weight, cabin sound levels (as meas- ing liftoff, and the aircraft exhibits ured by B/CA (at FL 410,0.78 Mach, very good pitch stability after takeoff 447 KTAS) averaged 79 dBA in the and in the climb. passenger cabin and 84 dBA in the At altitude, we were impressed cockpit. with the natural damping of the aircraft when exposed to conditions that normally excite Dutch roll. With the yaw damper off, the Model 4004, suppressed the rolUyaw motion of Dutch roll within less than six cycles. Spiral stability, the tendency for the aircraft to roll in the direction of the low wing when left unattended, was neutral, which means that the aircraft maintains whatever bank it has when the pilot releases the controls. Such a favorable characteristic is excellent for hand-flying an aircraft on instruments. Speed stability on approach was also very good. Like its predecessors, the Model 400A trims nicely on approach and gives the pilot a steady platform for a stabilized approach, even in gusty conditions. For the company considering a light jet with a highly competitive combination of size and speed as well as very good handling, the Beechjet Strucfurol chonges In the fuel syslem ond londlng geor give the 4lXlA o mox romp welgl* of l6,3dl pounds, some 400 pounds heovier thon eorller rnodels. Model400.4' should be seen. BlGA
AviofiontJune 56 Business & Commerciol l99l

gage compartment and refreshment cabinet. Beech's desire to provide a doubleclub arrangement and an aft lavatory was the driving factor in the relocation of the emergency exit and the redesign of the fuselage fuel tanks. Air distribution was also redesigned to provide more head room, the main electrical junction box was moved to the aft fuselage for space considerations, and there were minor relocations ofcontrol and hydraulic lines to accommodate the Model 400A's aftlavatory. Interior design and overall workmanship are Beech throughout-solid and reflective of the company's reputation as a leading provider of business aircraft. Silk screening rather than decals are used for signage. Chairs rest on solid bases,thus there are no exposedchair rails. Longitudinal and lateral tracking is standard, and canting is optional. Pullout tables between the aft club seats are sufficiently sturdy to support 120-pound loads, and they are functional and easy to operate. (Cabinetry is done for Beech by Precision Pattern of Wichita.) The Model 400.{ Beechjet uses an oxygen cylinder rather than generating breathing oxygen from solid chemicals, as is done in the Diamond II and Model400, thereby giving the newer Beechjet a greater supply. Considerable sound testing and at-

IIGHT.JET COMPAnISOil