RedHawk Training Aircraft
The RedHawk is an affordable, rebuilt training aircraft, equipped with a diesel engine, upgraded avionics, new interior, and fresh paint.
- We find an M, N, or P model C172 SkyHawk.
- The airframe is taken down to bare metal and rebuilt with new parts.
- The panel is equipped with updated avionics designed for flight training.
- A new, Jet-A burning, Continental Motors Centurion turbo diesel engine is installed.
- The result is a like new, flight training aircraft for $289,000 … total.
Built for the Rest of Us
Running a flight school has been pretty painful lately. Itâ€™s a pain weâ€™ve experienced firsthand at our training operation, Redbird Skyport. The RedHawk is a product of this pain. When a new TRAINING airplane costs over $440,000 it gets pretty difficult to run a viable business. So we set out to rebuild a used Skyhawk with a new, Jet-A burning, diesel engine, upgraded avionics, new interior, and fresh paint. The result was the first RedHawk and it’s been making Skyport’s flight training business better everyday … now it’s time to share.
Lower acquisition cost compared to a new Cessna 172SP
Gallons of Jet-A per hour in real world flight training.
Lower direct operating cost vs a standard Lycoming IO-360
Start with the Best, Make it Better
The Cessna Skyhawk is the most stable, rugged, and reliable training platform built to date. So we don’t need to reinvent the wheel, just improve on it. Every RedHawk is taken down to bare metal and the airframe is rebuilt with new parts with special attention paid to the known weaknesses of the C172.
- Replacing the firewall if it shows any signs of abuse (most do)
- Adding a firewall doubler to every airframe
- X-raying the wing attach points and correcting any issues
- Replacing all control cables
- Installing all new exterior lights
- Completely rewiring the full electrical system
Flight Training is Hard on Engines
One week might equal 100 takeoff cycles, 30 power-on stalls, and 20 missed approaches, all at low altitude and almost never at ISA. To meet the requirements of this demanding environment the RedHawk comes equipped with the ultra-efficient and reliable Continental Motors Centurion 2.0 turbo diesel engine. Built on a proven Mercedes-Benz core, this Jet-A burning engine is ideally suited to the demands of Flight Training offering operators both low direct operating costs and peace of mind.
Engine Control – Simplified
Sure, diesels are reliable and efficient, but a flight training aircraft needs to be simple to operate for even the greenest student pilot. Enter the RedHawkâ€™s FADEC (Full Authority Digital Engine Control) system. A single lever is all thatâ€™s needed to set the desired power and the RedHawk takes care of fuel flow, propeller RPM, manifold pressure, and turbo boost to guarantee the best possible mix of efficiency and performance in any atmospheric condition.
Advanced Propeller Technology
To get the most from any engine, youâ€™ll need a robust, well-designed propeller and the RedHawk comes with one of the best: The Hartzell Bantam. This lightweight propeller has three carbon fiber composite blades featuring a high performance, swept airfoil design. The lightness and superior strength of carbon fiber allows the blades to be built with wider chords and thinner airfoils, improving the RedHawkâ€™s performance and efficiency.
Performance often comes at the cost of durability, but with the Bantam thatâ€™s a tradeoff you donâ€™t have to make. Hartzellâ€™s battle proven, durable carbon fiber monocoque construction and electroformed hard nickel erosion shields gives it maximum damage tolerance and field repairability.
The RedHawk comes equipped with the Garmin G500 putting both Primary Flight Display (PFD) and Multifunction Display (MFD) capabilities directly in your students field of view. In place of sensitive gyro instruments, the RedHawk uses Garminâ€™s super-reliable GRS 77 Attitude and Heading Reference System (AHRS). Combining inputs from GPS, magnetometer and air data computer, the Garmin AHRS provides an accurate digital referencing of the aircraftâ€™s dynamic orientation in space.
Garmin GTN 650
To complement the G500, weâ€™ve added a panel-mount Garmin GTN 650. It has GPS/NAV/COM capabilities and features intuitive touchscreen operation, graphical flight planning, and built-in terrain, mapping, and obstacle databases. Since itâ€™s WAAS equipped, the GTN 650 lets students fly GPS-guided LPV glidepath approaches down to ILS-like minimums.
|Service Ceiling||14,000 ft.|
|Takeoff Distance S.L. (Ground Roll)||889 ft.|
|Takeoff Distance S.L. (To Clear 50ft. Obstacle)||1,750 ft.|
|Max Climb Rate S.L.||602 fpm|
|Max Speed S.L.||126 kts /145 mph|
|Max Range and Endurance||1,001 nm/10.0 hrs|
|Cruise Speed (75% pwr at 8,000 ft.)||111 kts /128 mph|
|Cruise Range and Endurance (75% pwr at 8,000 ft.)||811 nm/7.3 hrs|
|Landing Distance (Ground Roll)||610 ft.|
|Landing Distance (To Clear 50 ft. Obstacle)||1,390 ft.|
|Garmin 500 PFD/MFD|
|GMA-340 Digital Audio Panel with Marker Beacon/Intercom|
|GTX-330-ES Transponder with ADS/B Out|
|STEC-55X Autopilot** (not included in base price)|
|Alpha Systems Lift Indicator|
|CED-125 Compact Engine Display|
|AED-125 Auxiliary Engine Display|
|Backup Attitude Gyro, Altimeter, Airspeed and Turn Coordinator|
|Continental Centurion/Thielert TAE 125-02-99|
|Certified for Jet A and Jet A-1 (ASTM 1655)|
|Diesel Injection System|
|Full Authority Digital Engine Control (FADEC)|
|Tubular Steel Engine Mount|
|Shock Mounted Cowling|
|Push Button Electric Self Starter|
|Engine Exhaust Muffler|
|Hartzell Constant Speed Bantam 3-Blade Composite Propeller|
|Hartzell Composite Propeller Spinner|
|Normal Category||Utility Category|
|Ramp Weight||2,402 lbs. (1,090 kg)||2,102 lbs. (954 kg)|
|Takeoff Weight||2,400 lbs. (1,089 kg)||2,100 lbs. (953 kg)|
|Landing Weight||2,100 lbs. (953 kg)||2,100 lbs. (953 kg)|
|Standard Empty Weight||1,622 lbs. (736 kg)||1,622 lbs. (736 kg)|
|Maximum Useful Load||778 lbs. (353 kg)||478 lbs. (217 kg)|
|Baggage Allowance||120 lbs. (54 kg)||N/A|