Country of origin:

United Kingdom

Description:

Light business and executive aircraft

Power Plant:

Two 254 kw (340 hp) Continental GTSIO-520-C six-cylinder horizontally-opposed air-cooled engines

Specifications:

History:

The Beagle 206 series of aircraft was manufactured in the United Kingdom during the 1960s for both civil and military use, and was known as the Basset CC-1 in service with the Royal Air Force, having beaten the de Havilland Dove for the RAF order.

Beagle Aircraft Ltd was formed in September 1960 by a merger of the Auster and Miles aircraft companies, with the Pressed Steel Company, to build a series of light aircraft at the old Auster facility at Rearsby in Leicestershire, UK. It was hoped the series would turn the British aircraft industry’s fortunes around but this did not take place. Beagle soon found itself in financial difficulties and was taken over by the British Government.

In the early days Beagle was producing the Pup and was delivering some 15 examples a month, having delivered 130 against orders for 276. The Bulldog version was in production for the RAF and an order had been received for the type from Sweden, the production of this type being taken over by Scottish Aviation, which later became British Aerospace.

The largest aircraft in the series was the B.206. The prototype, known as the B.206X (G-ARRM), flew for the first time on 15 August 1961 powered by two 194 kw (260 hp) Continental IO-470-A engines. This was followed on 12 August 1962 by an enlarged prototype, known as the B.206Y (G-ARXM), powered by 231 kw (310 hp) Rolls Royce/Continental GIO-470A engines. The wingspan had been increased from 11.6 m (38 ft) to 13.1 m (43 ft). By 1968 production of the Model 206 was effectively concluded, it being found that aircraft were being sold for less than their production cost.

In May 1963 the RAF ordered twenty B.206 aircraft to replace Avro Ansons still in service, and, because of the smallness of the order [which was expected to be 80 aircraft], Beagle proceeded with developing a civil version to increase the numbers produced.

Two evaluation aircraft for the RAF were built and were known as the B.206Z, flying in 1964.

However, although the normally aspirated B.206 showed adequate performance for northern European conditions, it lacked the necessary requirements for hotter climates. The new civil version, which became known as the B.206S, was fitted with 254 kw (340 hp) Continental TSIO-520-C supercharged engines, and had a side entrance door rather than the previous over-wing-style door.

The first civil B.206C was flown on 17 July 1964, and limited production began. The B.206S entered production in April 1966. The wings were built by Boulton & Paul Aircraft and, after static testing by that company, the airframe was given a guaranteed life of 15,000 hours. The last B.206C was flown in October 1966. Two pre-production aircraft known as the B.206A were produced for the British Ministry of Aviation.

The aircraft was aimed at a number of roles, including aerial ambulance, survey, navigation and pilot training; and a VIP variant seated five, with a toilet and better sound proofing. The type was aimed in the market to compete against the Cessna 411 series.

Pilots praised the handling qualities, spacious cabin, range, speed and strength of the aircraft but, as noted, it was not particularly successful in hot climates where hot-and-high performance was important. Maximum seating was for eight in four rows of two with an aisle but most aircraft were fitted out as six-seaters. In the event, the type was not a sales success against the Cessna 400 and Piper Navajo series.

Eventually a number were obtained by South Florida Aviation in Miami and refurbished with a number of improvements, including installation of 280 kw (375 hp) GTSIO-520-M engines, and a new cockpit panel.

A total of 43 examples of the B.206S was completed.

Two Beagle 206 aircraft (G-ASOP and G-ATDD) were demonstrated by the manufacturer in Australia. Subsequently six examples appeared on the Australian register. VH-UNC (c/n B.023 – ex G-ATLF) operated with the Royal Flying Doctor Service on lease in October 1966, Westernair, and Airfast, crashed at Port Moresby on 19 February 1959.

VH-UNL (c/n B.047 – ex G-ATZR) operated with Helicopter Utilities, Groupair, Western Air Navigation and other operators and is still extant, eventually being obtained by The Queensland Air Museum at Caloundra and being placed on display.

VH-KCA (c/n B.075 – ex G-35-29) was operated by Groupair Ltd from 2 January 1970 but was sold to Safari Air in Indonesia on 23 November that year and became PK-OAS.

VH-FDA ‘John Flynn’ (c/n B.050 – ex G-AVAN), VH-FDB ‘The Inlander’ (c/n B.052 – ex G-AVCH), and VH–FDF ‘Willyama’ (c/n B.061 – ex G-35-15) replaced Australian-built de Havilland Drovers and gave many years of sterling service with the New South Wales section of the Royal Flying Doctor Service of NSW from Broken Hill until replaced by GAF N-22 Nomads. They were later exported to the United Kingdom in 1978. One (VH-FDA) was lost on the delivery flight in the Ionian Sea, a bay in the Meditteranean, when it hit seagulls on take-off on 6 December 1978.