AOPA Pilot Magazine - September 2022 - 52

" How do we make the Kodiak go faster? " he
stressed, as the airplane rocked in the wind. It's
never easy to make a well-designed airplane go
faster, especially a backcountry utility hauler
like the Kodiak 100, which hit the market 15
years ago and is a favorite of missionary and
relief organizations. With its short wing span
optimized for narrow jungle strips and its large,
plump tires designed for rough surfaces, " go
fast " wasn't an original design criterion. Yet,
at 175 knots true airspeed or so, the Kodiak
kept up with other single-engine utility turboprops,
such as the Cessna Caravan. In fact, with
its faired-in cargo pod, the 100 would best a
Caravan with a cargo pod every day.
Still, who doesn't want to go faster-at least
in your turbine-powered airplane? Especially
with the company now owned by Daher, a
French company that makes the speedy TBM
960 single-engine turboprops, among other
things. Planes, trains, or automobiles-the
French like to go fast.
Brown said the Kodiak revisions started
in 2016, well before Daher bought the former
Quest Aircraft in 2019. But the acquisition
brought with it extra engineering horsepower
that accelerated the project, so to speak.
However, like many a home-improvement
project, one thing leads to another and replacing
the sink soon leads to a whole new kitchen.
As they homed in on what was needed to make
the 100 faster, the marketing, manufacturing,
and engineering teams brought forward a
whole list of other nice-to-haves, such as more
space, more luxury, and easier maintenance.
A larger cabin would make the airplane
more competitive in the commercial and special
mission markets. However, the manufacturing
team understandably wanted to make as many
parts in common with the 100 as feasible to simplify
certification, production, and support.
The end product meets those design goals
through a faster, longer airplane that still has
plenty of backcountry capability, but a little
more citified inside for those seeking the latest
creature comforts. The new model was
expected to be under wraps until the official
unveiling, scheduled for July 25, the first day of
EAA AirVenture in Oshkosh, Wisconsin.
A primary part of the go-faster change is
the usual one: more horsepower. A 900-shafthorsepower
Pratt & Whitney PT6A-140
supplants the 700-shp PT6A-34 in the Kodiak
100-so no magic there. The PT6A-140 is the
52
AOPA PILOT / September 2022
Wheel fairings, five-blade propeller, flap track fairings (top
right), the completely faired in cargo pod and, of course,
longer fuselage are among the distinguishing features of
the new Kodiak 900 (right) compared to the original 100.
The cargo pod, now integral to the airframe, includes
easy access to the TKS fluid tank behind the false wall
in the forward compartment (top left). Inside the engine
compartment is the new auto fill controller for the TKS fluid
(above). The pilot selects the amount desired, connects
the hose to the controller, and puts the other end into a
container of fluid.
AOPA Pilot Magazine - September 2022

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