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Piaggio P.180 Avanti

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Piaggio Aero
IndustryAerospace
Founded1884 in Italy
Headquarters
Italy
ProductsAircraft, including Piaggio P.180 Avanti


The Piaggio P.180 Avanti is a light executive transport aircraft developed and manufactured by Piaggio Aero in Italy. It is equipped with twin turboprop engines mounted on the wings in a pusher arrangement.[1] Designed to accommodate up to nine passengers within a pressurized cabin, the Avanti can be operated by either a single pilot or a two-pilot crew. Its distinctive three-surface layout incorporates a small forward wing (canard), a conventional tailplane, and the main wing, with the main wing spars located aft of the passenger compartment. The FAI recognizes it as the fastest propeller-driven aircraft, achieving speeds of 927.4 km/h (576.3 mph; 500.8 kn).[2]

Development

File:Piaggio P 180 Avanti (6742485361).jpg
Piaggio P.180 Avanti II tail assembly featuring delta fins (only one visible)
File:PiaggioAvanti II FlightDeck.jpg
Flight deck of the Avanti II
File:OKPIA.jpg
Aircraft in clean configuration

During the 1980s, a wave of innovative aircraft targeting Fortune 500 clientele emerged, including Piaggio’s Avanti and Beech Aircraft Corporation’s comparable Beechcraft Starship.[3][4] Initial engineering work on what would become the Avanti commenced in 1979, followed by wind tunnel testing in both Italy and the United States during 1980 and 1981. These tests were overseen by Professor Jan Roskam from the University of Kansas, utilizing facilities at Wichita State University and Boeing’s transonic wind tunnel in Seattle,[5] alongside Professor Gerald "Jerry" Gregorek at Ohio State University, who employed OSU's two-dimensional pressure wind tunnel.[6][7]

Alessandro Mazzoni, Piaggio’s chief engineer,[8] submitted a patent application for the three-lifting-surface configuration that defines the Avanti’s design in 1982.[9][10] Starting in 1983, Gates Learjet collaborated with Piaggio to develop the aircraft’s fuselage under the designation Gates Piaggio GP-180.[11][12] Gates Learjet's influence is evident in features such as the sharply angled windshield and twin large ventral delta fins beneath the tail.[13] These delta fins contribute to stability by generating a nose-down pitching moment at high angles of attack to prevent stalls,[14][15][16] while also damping yaw and reducing Dutch roll tendencies during flight.[1]

Following Gates Learjet’s financial difficulties ending their involvement in January 1986, Piaggio proceeded independently,[13] leading to the first flight of the prototype on 23 September 1986.[17] The P.180 Avanti obtained Italian certification on 7 March 1990,[18][19] followed by FAA certification on 2 October that same year.[20][21]

Initial production involved manufacturing twelve fuselages in Wichita, Kansas by H & H Parts and Plessey Midwest before shipping them to Italy for final assembly.[18] Financial difficulties caused Avanti Aviation Wichita to cease operations in 1994, stalling progress until investor interest led by Piero Ferrari revived the program in 1998. The milestone of the hundredth delivery was reached in October 2005, followed by the 150th in May 2008. By October 2010, Piaggio reported that combined flight hours for Avanti and Avanti II fleets exceeded half a million.[22]

The enhanced Avanti II model secured European and U.S. type certifications in November 2005. Six months later, orders had reached seventy units, including thirty-six from Avantair. Russian type certification was granted in 2011.[23] Upgrades included more powerful Pratt & Whitney Canada PT6A-66B turboprop engines delivering approximately an additional [convert: invalid number] speed increase along with improved fuel efficiency; an all-new Rockwell Collins glass cockpit reduced pilot workload through advanced avionics integration.[24][25] The avionics suite incorporated flat-panel color displays providing heading, attitude, navigation data plus collision avoidance (TCAS), terrain awareness (TAWS), and real-time graphical weather information.[26]

Marketed as outperforming many turboprops and midsize jets in speed while offering up to forty percent better operating cost efficiency due to reduced drag and lower fuel consumption,[27][28] powered by engines identical to those on the Beech Super King Air 200 but achieving speeds about [convert: invalid number] higher,[29] Flying magazine recognized it as the "Fastest Civilian Turboprop Twin" in 2014, noting its speed rivals that of Cessna's M2 jet while providing greater cabin space at reduced operating costs.[30]

The unmanned P.1HH UAV prototype made its maiden flight in 2013 but crashed near Sicily after accumulating around one hundred flight hours during testing in May 2016; subsequent prototypes flew starting July 2017 with additional units joining later.[31] Production of the Avanti EVO commenced at a new $150 million facility at Albenga Airport, with first delivery occurring in 2016 following relocation from Genoa Cristoforo Colombo Airport.[32]

On 22 November 2018, Piaggio Aerospace entered receivership after insolvency declarations amid unsuccessful restructuring efforts. Following setbacks triggered by post-2008 financial crisis impacts—including bankruptcy of a major US fractional ownership client—P.180 Evo deliveries plummeted from thirty units at peak to only three by 2018. By late 2018 no P.1HH UAVs had been delivered to UAE customers; concurrently, Italian Ministry of Defence funding totaling €766 million for the P.2HH program was suspended due to political shifts prioritizing social spending over defense.[31]

On 21 June 2019, Italy’s government pledged approximately €716 million across multiple contracts aimed at enhancing business viability ahead of prospective sale negotiations: €260 million allocated for nine new Avanti Evos plus upgrades on nineteen earlier aircraft; €200 million dedicated to engine maintenance; €160 million for completion of P1HH HammerHead certification plus acquisition of at least one system (two airframes and one ground station); and €96 million for logistics support. Two aircraft had been delivered during that year with two more pending orders.[33]

Expressions of interest submitted included three non-binding bids for acquisition of the aircraft division, ten for engine operations, and twenty-six concerning purchase of the entire company. Official tendering procedures were scheduled post-summer of 2019.[33]

By December 2020, total fleet flight hours surpassed one million across all operational aircraft. Production reached a total of two hundred forty-six units with two hundred thirteen active globally: ninety-six located within Europe; ninety-five across the Americas; eighteen throughout Asia-Pacific; and four distributed between Africa and the Middle East.[34]

Design

The Avanti features counter-rotating turboprop engines mounted on a mid-positioned, high-aspect-ratio wing situated just aft of the cabin. Its distinctive three-lifting-surface layout includes a T-tail, complemented by two small, fixed forewings with slight anhedral and equipped with landing flaps. In the Avanti II model, these forewing flaps automatically extend simultaneously with the main wing flaps, which helps to lessen the tailplane load by counteracting the pitch-down moment caused by the main flaps’ deployment. This design innovation permits a reduction in size for both the tailplane and main wing.[35][9]

File:LotniczePogotowieGDN.jpg
The forward wing flaps on the Avanti deploy in unison with the main wing flaps to maintain neutral pitch trim.

The forward wing is set at a slightly higher incidence angle than the main wing, ensuring it stalls first and induces an automatic nose-down response before the main wing stalls. Its five-degree anhedral (negative dihedral) configuration keeps airflow disturbances away from the engine intakes, main wing, and tailplane.[35]

File:Piaggio P180.jpg
Illustration of the fuselage's continuously varying cross-sectional curve alongside the forward wing

The fuselage’s cross-section gradually changes along its length, resembling an NACA airfoil shape. This smooth transition aids in extending laminar flow over the front fuselage. Piaggio asserts that up to 20% of the lift generated by the Avanti comes from its fuselage, with the remaining 80% produced by the front and rear wings. Due to this unique fuselage form, the mid-cabin offers significantly more width compared to the narrower cockpit area. The front and rear airfoils were specially designed by Jerry Gregorek of Ohio State University’s Aeronautical and Astronautical Research Laboratory to achieve approximately 50% laminar flow during cruise, thereby reducing drag.[36] The overall configuration allows the P.180 Avanti II’s wing area to be 34% smaller than that found on traditional aircraft.[37]

File:Interior of Piaggio P180 Avanti cabin facing aft.jpg
Cabin interior

When compared to small turbojets operating at similar speeds and altitudes, the P.180 demonstrates notable fuel efficiency. Flight International observed:

"The Avanti has no direct turboprop competitors; its nearest jet alternatives are the Raytheon Premier I and Cessna Citation CJ2+... Piaggio maintains that low-drag laminar flow is preserved over roughly 50% of the wing chord length, versus about 20–25% for conventional tractor turboprops where propeller wash disrupts airflow... The specific air range at high altitude is 3.4 km/kg (0.83 nmi/lb), compared to approximately 2 km/kg (0.49 nmi/lb) for current jets or 2.7 km/kg (0.66 nmi/lb) for other turboprops."[38]

This suggests a fuel efficiency improvement of roughly 70% over comparable jet aircraft; however, this advantage is realized primarily at a moderate cruise speed near 315 KTAS and flight level 410.[39] More recent specifications for the P.180 Avanti II indicate a slightly reduced specific range of about 3.1 km/kg (0.76 nmi/lb).

Cabin noise levels are lower than those typical of conventional turboprops since both propellers and engine exhausts are positioned behind the passenger compartment. Piaggio reports interior noise around 68 dBA. Conversely, external noise is elevated due to turbulent airflow affecting the pusher propellers. Studies attribute this higher-pitched exterior sound primarily to interactions between turbine exhaust flows and five-bladed pusher propellers, resulting in an estimated +9 dB increase.[40] During takeoff, sideline noise measurements for the Avanti have recorded 81.9 dBA—slightly quieter than a Beechcraft King Air at 82.8 dBA—and well below FAA stage-3 noise limits, which cap takeoff noise at 89 EPNdB.[41][42]</ref> Nonetheless, noise complaints have been lodged at airports such as Aspen–Pitkin County Airport in Colorado,[43] and Naples Municipal Airport, Florida,[44] where local authorities have identified it as one of the loudest aircraft operating there. Alan Parker, chair of Naples Municipal Airport Authority’s technical committee, described its sound as "irritating loud," likening the high-frequency tone to "fingernails on a chalkboard."[45]

The Piaggio P.180 Avanti has a maximum takeoff weight sea-level standard-day takeoff distance of 869 m (2,851 ft) and requires a landing roll distance of 872 m (2,861 ft).[46]

Delivery volumes peaked at 30 units in 2008 but declined sharply to just two aircraft in 2013.

In 2014, Piaggio announced plans for an enhanced variant named EVO.[47] This model incorporates new Hartzell composite scimitar-shaped propeller blades along with redesigned wings featuring updated winglets. Aerodynamic refinements were introduced alongside an optional additional fuel tank holding 60 gallons (400 pounds), extending maximum range to approximately 1,770 nautical miles (3,280 km; 2,040 mi).[48][49]</ref> The company forecasts improved climb rates, an increase in range by 250 nautical miles, and a 3% reduction in fuel consumption. The redesigned propeller geometry combined with reduced engine RPMs aims to cut external noise emissions by 68%. Certification for the Avanti EVO was granted by EASA on 28 November 2014,[50] followed by approval from the Federal Aviation Administration on 6 July 2015.Cite error: The opening <ref> tag is malformed or has a bad name</ref> In 2014, its projected purchase price was $7.4 million,Cite error: The opening <ref> tag is malformed or has a bad name rising to $7.695 million by 2021.Cite error: The opening <ref> tag is malformed or has a bad name The first EVO was delivered in April 2015, with five additional units delivered within that year.Cite error: The opening <ref> tag is malformed or has a bad name

Variants

File:Piaggio P-180 Avanti II at LIMJ.jpg
Two Avantis departing the assembly line for testing
File:Piaggio comparison.jpg
Side-by-side comparison of Avanti, P180 MPA, and P1HH
P.180 Avanti
The original production model.
P180 M
A military adaptation featuring a combined passenger and cargo layout, designed for VIP transport and light utility missions.
P.180 RM
Configured specifically for radio calibration tasks.
P.180 AMB
An air ambulance model.[51]
P.180 APH
Designed for aerial mapping and cartography.
P.180 Avanti II
A version upgraded with enhanced avionics and more powerful engines.[19]
P-180 EVO+
This variant offers a true airspeed of 400 knots along with an increased payload capacity.[52]
Multirole Patrol Aircraft (MPA)
Originally named Maritime Patrol Aircraft, this Avanti II derivative features an extended wingspan and enlarged fuel tanks.[53] Like the EVO, it is powered by Pratt & Whitney Canada PT6A-66B engines coupled with Hartzell five-blade scimitar propellers.[54] Its mission systems include Saab Group’s Albatros and Rockwell Collins’ Pro Line Fusion avionics suite.[55]
File:Piaggio P.1HH HammerHead at Paris Air Show 2013 2.jpg
P.1HH HammerHead displayed at Paris Air Show 2013
Piaggio-Selex P.1HH Hammerhead
A medium-altitude long-endurance UAV based on the Avanti II platform, featuring an increased wingspan and capable of carrying up to 1,100 pounds (500 kg) of armament.[56] The mission management system integrates Selex ES (now Leonardo S.p.A.)’s skyISTAR technology.[57][58] Its maiden flight occurred in December 2013 from the Trapani–Birgi Italian Air Force base.[59][60][61] The Italian Air Force contracted Piaggio Aerospace to acquire three Unmanned Aerial System P.1HH HammerHead units (totaling six aircraft and three ground control stations), with deliveries commencing in early 2016.[62][59][60] The United Arab Emirates Air Force placed an order for eight P.1HH platforms.[63][64] On 31 May 2016, the initial P.1HH prototype crashed off Sicily’s coast,[65][66] causing a thirteen-month delay in flight testing while a second prototype was constructed. Flight testing resumed with the second prototype at Trapani–Birgi on 5 July 2017.[67] Although six units were scheduled for delivery to the UAE in 2018 and two more in 2019,[68] by November 2018 no aircraft had been delivered as Piaggio Aerospace entered receivership.[31]
P.2HH
Developed jointly by Piaggio and Leonardo for the Italian and UAE Armed Forces as a successor to the P.1HH, this UAV features a redesigned wing, increased use of composite materials, and updated systems, targeting entry into service in 2023.[68] Its larger airframe extends maximum endurance to 30 hours; however, following Italy’s 2018 election, the €766 million contract for 20 aircraft and 10 control stations was suspended.[31]
B.TL.20
The Royal Thai Armed Forces’ designation for the Avanti EVO model (Thai: บ.ตล.๒๐).[69]

Civil

The Avanti is utilized by charter services and smaller regional airlines, as well as serving in the role of a corporate aircraft. Among Piaggio's clientele, the fractional ownership operator Avantair was the largest, maintaining a fleet of 57 Avanti planes before declaring bankruptcy and subsequently having its fleet sold off.

As of May 2017, there were approximately 220 Avanti aircraft actively flying worldwide. This total included 89 first-generation Avantis, 126 units of the second-generation Avanti II, and 6 examples of the Avanti EVO model.

In 2003, a Piaggio Avanti flight from San Diego to Charleston, South Carolina, piloted by Joe Ritchie with co-pilot Steve Fossett, established new transcontinental speed records recognized by both the National Aeronautic Association and the Fédération Aéronautique Internationale. The aircraft achieved an average speed of 475.2 knots, surpassing the previous turboprop speed record for the Los Angeles to New York route of 395.21 knots set by Chuck Yeager in 1986 flying a Piper Cheyenne 400LS. The coast-to-coast journey was completed in 3 hours, 51 minutes, and 52 seconds.

Government

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Accidents and incidents

On 21 October 2022, Gold's Gym founder Rainer Schaller, along with his spouse, their two children, and two additional individuals, tragically lost their lives when a German-registered Avanti crashed into the ocean near Limón, Costa Rica. The aircraft had originated from Palenque, Mexico.

Specifications (P180 Avanti EVO)

File:2010-04-11 14 28 33 Switzerland Kloten Kaserne (cropped).jpg
Planform perspective of the Avanti emphasizing its distinctive design
File:P180 Avanti.jpg
Three-view schematic and cross-sectional illustration

Template:Aircraft specs

See also

References

Notes
  1. ↑ 1.0 1.1 Cite error: Invalid <ref> tag; no text was provided for refs named Flying30Dec08
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  3. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  4. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  5. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  6. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  7. ↑ Template:Cite conference
  8. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  9. ↑ 9.0 9.1 Cite error: Invalid <ref> tag; no text was provided for refs named Patent
  10. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Design
  11. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  12. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  13. ↑ 13.0 13.1 Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  14. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Gerzanics
  15. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Hodgkins
  16. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named AirportJournals
  17. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Janes 88 p163
  18. ↑ 18.0 18.1 Cite error: Invalid <ref> tag; no text was provided for refs named FltInt1990
  19. ↑ 19.0 19.1 Cite error: Invalid <ref> tag; no text was provided for refs named tcds
  20. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Brasseys 99 p438
  21. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  22. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named FG19Oct10
  23. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Morrison
  24. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named George2010
  25. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Goyer
  26. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Berlin
  27. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Fogelson
  28. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Reeves
  29. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Barnard
  30. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Fastest
  31. ↑ 31.0 31.1 31.2 31.3 Cite error: Invalid <ref> tag; no text was provided for refs named Flight29nov2018
  32. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  33. ↑ 33.0 33.1 Cite error: Invalid <ref> tag; no text was provided for refs named Flight24jun2019
  34. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Piaggio1dec2020
  35. ↑ 35.0 35.1 Cite error: Invalid <ref> tag; no text was provided for refs named P180_Avanti-Specification
  36. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Gregorek
  37. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  38. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  39. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  40. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named P180noise
  41. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named FAAStageClassifications
  42. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named FAANoise
  43. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  44. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  45. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named AVweb27Apr10
  46. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  47. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  48. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named George
  49. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Dedicated
  50. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named TCDS
  51. ↑ Mark Jones refers to his company’s newest ambulance, the Piaggio P180, as "a turboprop that thinks it’s a jet."
  52. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
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  55. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Tomkins
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  59. ↑ 59.0 59.1 Cite error: Invalid <ref> tag; no text was provided for refs named Eshel
  60. ↑ 60.0 60.1 Cite error: Invalid <ref> tag; no text was provided for refs named Kington
  61. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  62. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  63. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Chong
  64. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Stevenson
  65. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  66. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Murdo
  67. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Murdo2017
  68. ↑ 68.0 68.1 Cite error: Invalid <ref> tag; no text was provided for refs named Flight6jun2018
  69. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  70. ↑ Aboulafia, Richard. Jane's Civil Aircraft, 1996, Harper Collins, p. 197
  71. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  72. ↑ 72.0 72.1 Taylor 1999, pp. 438–39.
  73. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  74. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  75. ↑ Flight International 15–21 December 2009, p. 43
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  81. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  82. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  83. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  84. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  85. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
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Bibliography
  • Taylor, John W.R. (editor) Jane's All The World's Aircraft 1988–89. Coulsdon, UK: Jane's Defence Data, 1988. ISBN 0-7106-0867-5.
  • Taylor, Michael J.H. (editor) Brassey's World Aircraft & Systems Directory 1999/2000 Edition. London: Brassey's, 1999. ISBN 1-85753-245-7.
  • "World Air Forces Directory 2009". Flight International, 15–21 December 2009, pp. 33–53.

External links

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