KDA-11

The KDA-11 is a turboprop-powered regional airliner and cargo aircraft with short take-off and landing (STOL) performance. Produced by Kândeaska Avjonjcă S.A., it first flew in 1999 and remains in production to this day.

Design and development
The KDA-11 was originally conceived by dying Kodrut Romanesku as the masterpiece of Kandeaska Avionics. Designed to be his ultimate creation, he envisioned it as the optimal aircraft for both cargo and passenger operations, while still embodying the spirit of Kandeaska's origins: rugged, simple, strong. It was designed to be able to operate out of high-traffic airports but also undeveloped, dirt/gravel/snow/ice runways. However, before the design could be completed, he died. The project was therefore put back into the filing cabinet with the start of the 99XNG program in 1994.

Three years later, Kodrut's son, Daniel, noticed that all the current STOL turboprop transports were aging, worn down airframes. Kandeaska already had a solid track record for a history of reliable aircraft, and Romanesku saw his father's design as an opportunity to quickly launch Kandeaska into that market segment. This, paired with a newly developed generation of turboprop engines, set the company on the path to finalize the dream of Kodrut. THe aircraft was quickly finalized and assembled, with its maiden flight taking place in 6 August 1999 and the KDA-11 entering service in 24 June 2001. The aircraft was extremely popular, and orders rapidly coming in. In particular, Pojački Međunarodne Zračne Linije (Poja) placed an order for 39 aircraft.

The KDA-11 is a robust aircraft well suited to its role of cargo and passenger operations. It features a boxy fuselage to cut down on wasted space when transporting containers. The large rear loading ramp and triple tail raised out of the way facilitates cargo loading. There are sets of rails on the cabin floor to allow Unit Load Devices to easily slide and lock in, which are also the points where seat modules (containing a pair of seats) may slide in. In passenger configuration, luggage storage, galley, and toilet modules are slid in. The aircraft can be converted between cargo and passenger operations within 30 minutes because of this.

The boxy fuselage also aids in maintenance. When the body panels are dented by gravel or other foreign object debris (FOD), they can be replaced with ease. The landing gear is also rugged, with the rear landing gear not fully retracting and the front gear having a hand crank to facilitate a gear down landing. The landing gear is overbuilt to allow for rougher landings and the tires are larger than required. The KDA-11 also comes with options for

The propellers are larger than normal in an effort to make the KDA-11 quieter. A majority of the sound produced by propellers is from the tips of the propeller almost reaching the speed of sound. This issue is negated by having larger blades and a geared engine, meaning no part of the propeller will rotate fast enough.

Both wings also feature a set of twin lights and the nose landing gear features a single light in order to allow for safe operation from poorly lit airfields.

The KDA-11 features two sets of roll spolers, or "", on each wing. The inboard roll spoilers operate at all speeds while the outboard roll spoilers only operate at speeds less than 130 KIAS to allow for better roll control at slower speeds. Upon touchdown, both the inboard and outboard roll spoilers simultaneously extend to aid in destroying the wing's lift. Each wing also includes two ground spoilers which only extend on touchdown. Most of the trailing edge is spanned by a complex, double for high lift at low speed. During a typical STOL landing, flaps are lowered to the 45° position at 70-85 knots to allow for steeper descents and slower approach speeds. On touchdown or during a the flaps automatically retract to the 25° position, reducing lift once on the runway and producing better braking performance. The four-engine layout aids lift at low speeds due to the wide span of the propellers blowing air over the wing ("propwash"). When is selected on landing, the props reverse pitch, pushing air forward and slowing the aircraft in tandem with the antiskid wheel brakes. More importantly, if an engine fails, the asymmetric thrust is less of a concern than on a twin-engine layout, increasing safety and allowing for a lower minimum control speed with an engine inoperative.

Variants

 * XKDA-11-1
 * Initial prototype, one built


 * XKDA-11-2
 * Final prototype, one built


 * KDA-11N
 * (SIGINT) platform developed for the Pojački National Air Force. Named the KDA-11SK "Хорус (Horus)" under Pojan designation. 7 KDA-11SK Хорус-As were originally delivered and then 5 KDA-11SKM Хорус-Bs and then 4 KDA-11SKM2 Хорус-Cs were delivered later ('SK' meaning Slušanje Komunikacije [Listening Communications],'M' denoting modernized).

Current airline and other operators


Mero-Curgovina Poja Modrovia Thuyiquakliq
 * Stratosteiga
 * Pojački Međunarodne Zračne Linije (Pojan International Airlines) (31 pax/8 cargo)
 * Logjstjca Marljn S.A.
 * Vikkiqa Thuyi (Wings Thuyi). The KDA-11s were delivered with retractable skis and rough operations gear. Rough operations gear include a plastic coating on the fuselage to protect against debris strikes (gravel), onboard deicing equipment, and reinforced landing gear.

Military operators
 Modrovia  Poja
 * Modrovian Air Force
 * Pojan Air Force (16 KDA-11N)