Piaggio P180 Avanti

PILOT REPORT
O
perator Survey:
Piaggio P180 Avanti
Turbofan-like performance, miserly fuel
consumption and excellent passenger comfort
don’t guarantee initial sales success.
By FRED GEORGE
June 1994, Document No. 3000 (4 pages)
Rinaldo Piaggio S.p.A. is the builder of an airplane that
is legitimately ranked among the most technically
advanced turboprop business aircraft in the world. If
there were any doubt as to this reality, one needs only
to pick up B/CA’s Planning & Purchasing Handbook
and thumb through the business aircraft charts.
The numbers in those tables tell the story. The Piaggio
P180 Avanti’s 392 KTAS maximum cruise speed is
more than 50 knots faster than the closest turboprop
competitor, and it’s 100 knots faster than many others.
The Avanti’s speed and altitude performance are more
comparable to the Cessna Citation II’s numbers than to
any other turboprop’s. The Avanti, however, offers passengers
a cabin with a cross section that’s nearly identical
to the Dassault Falcon 50’s, and interior sound levels
that are among the lowest ever achieved in business aircraft
regardless of engine design. It also weighs thousands
of pounds less than any other business aircraft with
comparable interior space.
The Avanti might seem to be more in the league of
turbofan business aircraft than it is in the turboprop
class; that is, until the fuel truck finishes topping off the
tanks. At that point the P180 is in a league of its own,
because it burns less than half the fuel of many fanjet
competitors—especially those having comparable
cabin volume. Indeed, no other twin turboprop listed in
our May Handbook can beat the Avanti’s fuel miserliness,
except for the 214-knot Partenavia Victor.
Piaggio didn’t achieve this excellent blend of performance,
comfort and economy by using exotic materials
or unproven engines, or by cutting corners on systems.
Instead, the firm launched an all-out assault on airframe
drag and weight, using some of the most advanced
design computers and wind tunnels in the aerodynamic
engineering arsenal. Piaggio deliberately chose lowrisk,
proven-technology engines, avionics and composite
applications to make the aircraft a model of
dependability.
P180 DEVELOPMENT HISTORY
The research and development campaign began in
1979, long before Rinaldo Piaggio announced the
P180 program at the October 1983 NBAA Convention.
By the time the aircraft received type certification
from the Registro Aeronautico Italiano and the FAA in
1990, the firm had invested $150 million and 11 years
in the program, including more than 4,600 hours of
wind-tunnel testing.
Piaggio’s P180 sales record, however, has been less
than spectacular.
A U.S. customer took delivery of the first production
aircraft, Serial Number 1004, in October 1990.
Buoyed by the initial excitement of the business aircraft
market, the firm started building one aircraft per month.
By mid 1992, however, sales slowed and the production
rate fell. Serial Numbers 1029 and 1030 will roll
off the assembly line in the middle of this year.
Here is an aircraft that the trade press loves to praise.
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Virtually every aviation publication has raved about the
Avanti’s performance, efficiency and docile handling
characteristics, as well as its cabin accommodations,
lack of vibration and exceptionally low noise levels.
So, why have so few Avantis been sold? It is logical
to wonder if Piaggio will ever recoup its investment, let
alone make a profit on the P180 venture.
In an attempt to discover why more customers haven’t
signed sales contracts (among other things), we decided
to ask U.S. and European operators about their
experiences with the aircraft.
OPERATORS’ COMMENTS
With only 14 aircraft in service worldwide, including
the North American factory demonstrator, we had to be
careful not to jump to hasty conclusions based on our
small sample size. Patterns to the responses did emerge
as the interviews progressed, however.
The North American operators—all but one of whom
are successful entrepreneurs—wanted to be at what
they perceived as the cutting edge of turboprop business
aircraft technology. “Someone had to buy the first
CD player, and someone had to buy the first Avanti,”
explained one operator. We heard similar comments
from other North American operators, most of whom
operate the Avanti as their sole business aircraft.
One North American buyer sold his Sabreliner 65
when he acquired the P180. Another operator, upgrading
from a Beech Super King Air 200, briefly eyed the
Beech Starship 2000A but then opted for the Avanti—
partly because of its 57-knot maximum speed advantage.
In contrast, the Europeans had somewhat more pragmatic
reasons for buying the Avanti P180. They are
mainly multiple aircraft operators with fleets of charter aircraft,
and for them, overall operating economy vies with
advanced technology as the top attraction to the aircraft.
Performance and quality were high on the list of priorities
expressed by all Avanti operators. We heard plenty
of praise for Piaggio’s high standards of fit and finish
from both sides of the Atlantic. They frequently mentioned
the Citation II, the Beechjet 400A and the Learjet
35A as their second choice. A few also considered
Beech Super King Air 200s, 300s and 350s prior to
deciding on the Avanti.
Pilots commended the Avanti for its stability, lithe handling
qualities and exceptionally low cockpit noise
level. They specifically mentioned the aircraft’s avionics
and engine reliability.
“Collins in the panel; Pratt & Whitney on the
engines,” one pilot said concisely, as if to imply he
could ask for no more.
The average trip profile flown by most North American
operators—300 to 350 miles—closely resembles
the typical turboprop flight. In contrast to other turboprops,
though, such trips take only 50 minutes to one
hour. One operator quipped, “My chairman complains
now he doesn’t have time to open his briefcase
between takeoff and landing.”
On longer trips, North American operators report the
aircraft cruises at 365 to 385 knots. The European
respondents reported cruise speeds of 340 to 360
KTAS, with some saying they push the aircraft up to
380 knots on longer flights.
Most operators told us that distances of 1,000 to
1,100 miles are the longest they are comfortable flying,
mainly because of the need to carry enough fuel for
prolonged low altitude cruising mandated by ATC, and
also for IFR weather reserves. Under optimum conditions,
however, they would stretch the flight plan to
1,250 to 1,400 miles, operators said, while cruising at
FL 370 to FL 390—data which confirm the manufacturer’s
advertised performance numbers.
“The Avanti meets or exceeds our performance
expectations,” proclaimed one chief pilot in the United
States, essentially summing up the comments we heard
from other Avanti operators.
The aircraft’s high-speed, high-altitude performance is
accompanied by excellent fuel efficiency. Operators
report fuel flows of 550 pph at 350 knots and 600 pph
at 360 to 385 knots. Even at its maximum cruise speed
of 392 KTAS at FL 280, the Avanti burns less than 800
pph, according to the aircraft flight manual. Fuel efficiency
is more than a laudable technical achievement
to Europeans and others outside of the United States.
It’s a matter of economic necessity.
Avanti operators fly 400 to 500 hours per year on
average, although there is plenty of spread from the
median. Most fly the aircraft with two pilots, but some
non-commercial operators occasionally use the copilot’s
seat to accommodate an extra passenger.
The average passenger load is four to five people,
but it is not unusual for Avanti operators to fill all the
seats in the cabin because of the ample space. One
North American FAR Part 91 operator, for example,
said that his firm seldom flies the aircraft with less than
six passengers on board.
Operators also like the aircraft’s 44-cubic-foot, aft
external luggage compartment with its left side rear
door. This configuration permits baggage to be loaded
and unloaded with the right engine operating, a great
benefit during quick turnarounds.
Some Europeans also considered the Avanti’s greenplanet
ecological appeal one of its best features, particularly
in the charter market. The P180 simply consumes
far less fossil fuel and emits a fraction of the combustion
pollutants of most other business aircraft, giving it a
competitive edge in the increasingly environmentally
aware European air taxi market.
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Passengers like the P180’s interior spaciousness, lack
of vibration and low sound level. Many operators said
that the Avanti is at least as quiet as most turbofan business
aircraft and clearly without equal among turboprops.
One claimed that the P180 is “the quietest
aircraft we’ve ever flown.”
When comparing the Avanti to other aircraft, one
East European charter operator said, “Our competition
operates a [conventional turboprop], but our P180 is
the aircraft that 80 percent of the clients prefer.”
NEEDED IMPROVEMENTS
Almost every clean-sheet design aircraft goes through
some growing pains, and the Avanti is no exception.
Piaggio, though, has established an overall superb reputation
for P180 product support in North America and
Europe, according to operator comments. One German
operator singled out Fritz Winkler of Winair in
Flughafen, Germany, commending him for his outstanding
after-sales support.
Specifically, operators griped about the lack of
range/payload flexibility in early models. Those aircraft
could carry people or fuel, but not as much as was
needed of both on the same trip. The P180 originally
was certified with a 10,900-pound maximum ramp
weight and a MGTOW of 10,810 pounds. With a
BOW of 7,700 pounds, the payload with a 2,650-
pound maximum fuel load was a scant 550 pounds,
equivalent to approximately three passengers with light
baggage.
Later, a paperwork change bumped the MGTOW up
390 pounds. Piaggio now offers Service Bulletin 80-
0023, which beefs up the landing gear structure and
attachment points, among other changes, thereby
allowing the MGTOW to be increased to 11,550
pounds. This change more than doubles the payload
with maximum fuel as compared to the original
MGTOW. The aircraft can now accommodate six passengers,
each with a baggage allowance of more than
30 pounds. The range/payload flexibility of SB 80-
0023 should put an end to operator complaints about
this problem.
Many operators told B/CA that they are becoming
impatient waiting for the anti-lock brake system (ABS) to
be certified. ABS brakes are scheduled to be part of SB
80-0023, and Piaggio plans to have the system certified
by the end of this year.
Earlier models also experienced frequent nosewheel
steering malfunctions. Piaggio responded by redesigning
a nosewheel steering printed circuit board that,
according to the firm, solves the problem.
Pilots also complained that at high altitudes, when the
cabin temperature is comfortable, the cockpit is cold. If
they increase the heat, the pilots are toasty but the passengers
are roasted. Piaggio now offers SB 80-0047, an
improved cabin air duct distribution system, that helps to
stabilize the temperature throughout the pressure vessel.
Interiors are now being installed so that the right air duct
isn’t pinched by the cabinetry. The change improves the
air flow throughout the cabin, thereby lessening the temperature
differential from front to rear. Still, some operators
would like dual-zone temperature controls.
Some Avanti owners remarked that the fuel filters clog
frequently, requiring replacement. Piaggio claims that
with the exception of the first production aircraft, fuel filter
clogging is related to fuel contamination rather than
a design or manufacturing problem.
Some European operators didn’t like having to use an
anti-icing additive with the fuel. One pointed out that
single-point refueling is only possible when using fuel
that’s pre-blended with anti-icing additive. Otherwise, it
must be blended into the fuel at the refilling port using
an aerosol can.
Late in the interview process, we uncovered a major,
long-term maintenance challenge for operators. Piaggio
has determined through accelerated fatigue testing that
the Avanti’s wings must be removed at 1,750 hours to
inspect the forward spar attachment for cracks. The firm
recommends installing a reinforcing plate during the
wing-spar inspection to increase the inspection interval
to 3,500 hours.
Here’s the problem: Piaggio requires that the aircraft
be returned to its Genoa factory for the wing inspection—a
mandate that at least one North American
operator finds untenable. Piaggio is currently negotiating
this requirement with operators, and may change its
policy to allow the inspection to be done locally. The
matter had not been resolved at press time, however.
Some operators say that even without the 1,750-hour
factory wing-attachment inspection, the aircraft has an
otherwise relatively high maintenance cost per flight
hour. Piaggio, on the other hand, claims that the Avanti’s
maintenance costs are no higher than those for a
Super King Air 200.
Operators brought up a few other, comparatively
minor complaints: cabin door too small; too many fasteners
in the engine cowls; difficult cowl removal; and
poor quality flight and maintenance manuals. (This last
has been greatly improved through desktop publishing
advances).
THE AVANTI’S FUTURE
“Building a better mousetrap doesn’t mean people will
beat a path to your door,” reflected one Piaggio executive
regarding the checkered sales history of the Avanti
in North America. If performance, fuel economy, passenger
comfort and technological innovation were the
only factors involved in the business aircraft purchase
COPYRIGHT 1995 THE MCGRAW-HILL COMPANIES, INC. ALL RIGHTS RESERVED

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decision, Avanti sales figures might be expected to be
higher than they are.
North American Avanti operators, though, told us that
most business aircraft operators also place great importance
on the extent and scope of a manufacturer’s support
infrastructure, plus the size and history of the
model fleet. The operators said that many people don’t
want to risk a lapse in product support because there
are so few Avantis in the field and comparatively few
service centers.
There is a second factor inhibiting Avanti sales. Some
people hesitate to be the first to own what some might
view as a radically new aircraft design that instantly
identifies the owner to their business competitors and
the local aviation cognoscenti. Many buyers prefer the
anonymity of a Beech, Citation, Hawker or Learjet—aircraft
whose large numbers help cloak an operator’s
identity. Finally, many U.S. operators with a “Buy American”
mentality view the Avanti as being an “Italian”
aircraft. In truth, North American firms manufacture 80
percent of the aircraft—including its engines, propellers,
avionics and composite secondary structure.
One key to the future of the Avanti may be large fleet
contracts, such as the one Piaggio is currently negotiating
with the U.S. Air National Guard. The firm already
has had some limited success with fleet sales, with deliveries
of six aircraft to the Italian government scheduled
for this year and five more to a French charter operator.
Since other manufacturers’ corporate aircraft sales to
individual business and commercial operators have
been boosted by government fleet contracts, a large
fleet buy would assure potential buyers that Piaggio has
a long-term commitment to the aircraft.
Another key to the P180’s future success could be a
large escalation in the price of jet fuel. A hike in fuel costs
might curb the appeal of competitively priced, used business
jets and cause buyers to reassess their priorities.
Dr. Rinaldo Piaggio, president and chief executive officer
of the firm bearing his name, told B/CA in 1993 that
the “Avanti fleet has yet to achieve critical mass,” referring
to the P180’s lack of sales momentum and sparse
numbers in the business aircraft community. Undoubtedly,
this is the toughest obstacle the Avanti faces in the
market. If Piaggio succeeds in selling sizable blocks of
aircraft to fleet operators, then market synergy could spur
sales activity. Once that happens, Piaggio may build the
brand loyalty that seems to be an essential element in the
formula for sales success enjoyed by some of the other
business aircraft manufacturers.
Until then, the Piaggio P180 Avanti will have to struggle
in the market by singing the praises of its own merits:
exceptional turboprop performance, a capacious and
quiet cabin, and virtually unmatched fuel efficiency.
B/CA
COPYRIGHT 1995 THE MCGRAW-HILL COMPANIES, INC. ALL RIGHTS RESERVED