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The M-309 CarbonAero technology demonstrator on display at Wings Over the Rockies Museum in May 2007.

Key Information

Adam A500 during flight test at the Mojave Spaceport
Adam A500
The M-309 CarbonAero technology demonstrator at Mojave

The Adam A500 is an American six-seat civil utility aircraft that was produced by Adam Aircraft Industries. The aircraft is of pod-and-boom, push-pull configuration with its two Continental TSIO-550-E piston engines mounted to provide centerline thrust.

Design and development

[edit]

The A500 was developed from the M-309 CarbonAero technology demonstrator designed by Burt Rutan and built by Scaled Composites at the Mojave Airport. The "309" designation refers to this being Rutan's 309th aircraft design. The 309 first flew in March 2000, but the aircraft has since been gutted and was used as a static display outside the Adam Aircraft Industries headquarters.[1] In 2006 the 309 was loaned to the Wings Over the Rockies Air and Space Museum and is now on display.

Compared to conventional twin-engine installations, the centerline thrust arrangement reduces drag and maximizes the controllability of the aircraft should one engine malfunction or fail. This engine configuration was used by the similar Cessna Skymaster. The A500 airframe is largely built of carbon fiber epoxy composite materials with a Nomex honeycomb core. Other features include cabin pressurization.

The prototype A500 first flew on July 11, 2002, and was FAA certified in May 2005.

Adam Aircraft ceased operations on 11 February 2008,[2] and filed for Chapter 7 bankruptcy on 19 February 2008,[3] having delivered seven A500s.

In April 2008 Adam Aircraft was purchased from bankruptcy by AAI Acquisition Inc. At the time of purchase this new company indicated that they would pursue certification of the A700 jet as a priority and that the A500 would not be produced due to the continuing poor market for piston-engined aircraft. AAI went out of business in April 2009 without producing any aircraft.[4][5][6]

In July 2009 there was an indication that a new buyer, Thomas Hsueh of Triton America based at Skagit Regional Airport in Burlington, Washington, was interested in purchasing the A500 design and returning the aircraft to production.[7]

In April 2011 Triton Aerospace announced that they had acquired the assets of Adam Aircraft including the aircraft type certificate and intend to return the A500 to production.[8][9]

In April 2011 Triton Aerospace announced that they will redesign the aircraft using what Thomas Hsueh, owner of Triton Aerospace, termed "proper engineering" to shed 1,000 lb (454 kg) of empty weight and recertify it with the intention of putting it back into production. The aircraft will also be changed to a turboprop, with twin engined and rear-engined-only versions. A new prototype was expected in 2013 with re-certification to follow. Hsueh indicated that for now production is planned for the US, but costs may require moving the assembly line to China or even a lower cost country such as Mexico.[10][11]

By 2013 the Triton website had been taken down and the URL sold. It is likely that the company has gone out of business.[12]

A500 payload issues

[edit]

In evaluation flights conducted in 2007 the A500 was noted as being over the projected empty weight by 1,260 lb (570 kg) or 30%.[13]

The initial design empty weight publicized in 2003 was 4,200 lb (1,910 kg), while the actual empty weight of the serial number 7 A500 was 5,460 lb (2,480 kg). Initial gross weight was to be 6,300 lb (2,860 kg), which was increased to 7,000 lb (3,180 kg). This resulted in a change of useful load from a forecast 2,100 to 1,540 lb (950 to 700 kg).[13]

With the 230 US gal (870 L) fuel tanks full, the available payload for crew, passengers and baggage is 160 lb (73 kg), down from a projected 720 lb (327 kg). This means that the A500 cannot carry full fuel and one standard weight adult male or female pilot.[13][14]

Adam Aircraft had intended to address the lack of useful load by demonstrating that the current 30 US gal (110 L) of unusable fuel is actually 10 US gal (40 L). This would have increased the useful load by 120 lb (50 kg) and allowed a full fuel crew weight of 280 lb (127 kg).[13]

Support and aircraft type club formation

[edit]

The five A500s in private service have run into problems obtaining parts and at least one was reported as grounded due to parts issues in August 2008.[15]

The aircraft owners organized an aircraft type club, the A500 Owners Association, with the goal of convincing the new owners of the design at that time, AAI Acquisitions to provide parts support for the existing aircraft.[15]

AAI's head of customer support, Jan D'Angelo, responded in August 2008, saying:[15]

There's no economic model that justifies setting up a support team to support just five planes in the field. There's no critical mass to make it economically viable.

Aircraft on display

[edit]

Specifications (A500)

[edit]

Data from Adam Aircraft[17] and The Incomplete Guide to Airfoil Usage[18]

General characteristics

  • Crew: one
  • Capacity: five passengers
  • Length: 37 ft 6 in (11.43 m)
  • Wingspan: 44 ft 0 in (13.41 m)
  • Height: 9 ft 7 in (2.92 m)
  • Airfoil: NASA LS(1)-0417
  • Empty weight: 5,350 lb (2,427 kg)
  • Gross weight: 7,000 lb (3,175 kg)
  • Fuel capacity: 230 gal (872 litres)
  • Powerplant: 2 × Teledyne Continental TSIO-550E , 350 hp (260 kW) each

Performance

  • Maximum speed: 225 kn (259 mph, 417 km/h)
  • Cruise speed: 220 kn (250 mph, 410 km/h)
  • Stall speed: 75 kn (86 mph, 139 km/h) in landing configuration with gear and flaps down
  • Range: 892 nmi (1,026 mi, 1,652 km) at 75% power
  • Ferry range: 1,286 nmi (1,480 mi, 2,382 km) at 45% power
  • Service ceiling: 25,000 ft (7,600 m) maximum certified ceiling, 14900 feet on one engine

See also

[edit]

Related development

Aircraft of comparable role, configuration, and era

References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Adam A500

View on Grokipedia
from Grokipedia
The Adam A500 is a modern American six-seat, twin-engine push-pull civil utility aircraft developed in the early 2000s by Adam Aircraft Industries for the general aviation market, featuring a distinctive pod-and-boom configuration with centerline thrust from two turbocharged Continental TSIO-550-E engines mounted in tandem—similar to the Cessna Skymaster—for enhanced efficiency, single-engine safety, and handling characteristics. Originating from a technology demonstrator designed by and built by , the A500's development began in 1998 under founder Rick Adam, with the first flight occurring in July 2002 and FAA certification achieved in 2005 after addressing challenges such as weight overruns that reduced payload capacity. The aircraft's carbon-fiber composite construction allowed for a spacious, pressurized cabin accommodating one pilot and five passengers in club seating, with dimensions including a 44-foot , 37-foot-6-inch length, and a of approximately 7,000 pounds. Performance highlights include a maximum cruise speed of 230 knots (265 mph) at 22,000 feet, a service ceiling of 25,000 feet, and a range of up to 1,286 miles on its 230-gallon capacity, making it suitable for personal and business travel with a single-engine climb rate of around 400 feet per minute. Equipped with advanced such as the Avidyne Entegra and an S-TEC , the A500 emphasized ease of operation for pilots transitioning from single-engine while providing twin-engine . Production was limited, with only seven aircraft completed between 2005 and 2008 before Adam Aircraft Industries filed for in 2008, halting further manufacturing and leaving the A500 as a rare example of innovative design. As of 2025, several remain airworthy.

Development history

Origins

Adam Aircraft Industries was founded in 1998 by George F. "Rick" Adam Jr. and John C. Knudsen at in . Rick Adam, a longtime private pilot and former U.S. Air Force officer with a background in , was motivated by his personal aviation experiences and frustration with the stagnation in innovation since the 1960s. He sought to develop advanced using modern materials and designs to improve safety, performance, and affordability for personal and business use. The initial concept for the A500 emerged as a pressurized, all-composite, push-pull twin-engine aircraft capable of seating four to six passengers. This design aimed to provide centerline thrust for enhanced safety and handling, similar to the Cessna Skymaster, drawing inspiration from earlier push-pull configurations while incorporating lightweight carbon fiber construction to reduce weight and operating costs. The A500 was envisioned as the company's flagship piston-powered model, with plans to develop the A700, a turbofan-powered very light jet derivative sharing the same core airframe philosophy, to offer an upgrade path for owners. The A500's development derived directly from the M-309 CarbonAero, a technology demonstrator designed by and built by . The M-309, Rutan's 309th aircraft design, served as a proof-of-concept for composite pusher-propeller structures and first flew in March 2000 from Mojave Airport, validating key aerodynamic and material innovations that informed the A500's pod-and-boom configuration. Early efforts faced funding challenges, with Rick Adam investing approximately $26 million of personal capital to initiate development before attracting outside investors. Partnerships, including the collaboration with for the prototype, helped advance the project, though securing sufficient capital for parallel A500 and A700 programs proved ongoing hurdles in the nascent stages. Over the following years, the company raised around $300 million in total funding to support these initiatives.

Design and testing

The prototype construction of the Adam A500 commenced in 2001, employing advanced carbon fiber epoxy composite materials with a honeycomb core to achieve a lightweight pod-and-boom configuration. This design featured twin booms supporting the , with the fuselage pod housing the cabin and engines aligned along the centerline for balanced thrust. Derived briefly from the earlier M-309 demonstrator, the A500's structure utilized pre-impregnated carbon fiber layup techniques, which optimized weight savings while maintaining structural integrity through sandwich construction in critical areas like the tail and booms. The first flight of the A500 prototype (N500AX) occurred on July 11, 2002, at near , , lasting approximately 40 minutes and reaching an altitude of 12,500 feet. Piloted by chief Glenn Maben and flight test DER Bruce Barrett, the inaugural included evaluations of basic handling characteristics, engine performance, and flap system operation, with the aircraft demonstrating stable and responsive behavior during takeoff, climb, and a picture-perfect landing monitored by a . The flight testing program was extensive, accumulating over 100 hours by early 2003 on the initial alone and continuing through 2004 to validate key performance aspects. Testing emphasized , benign behavior—meeting preliminary regulatory standards for —and single-engine climb performance, which benefited from the centerline arrangement that minimized asymmetric yaw forces in engine-out scenarios. By this phase, the program's data confirmed effective integration of the composite structure, with the pod-and-boom layout contributing to favorable and reduced drag during single-engine operations.

Certification and production

The (FAA) granted type certification to the Adam A500 on May 11, 2005, following flight testing that confirmed compliance with structural integrity and systems requirements under FAR Part 23. This approval enabled the transition from prototype development to limited production, though initial certification included operational limitations that were later amended in 2006 to allow unrestricted use. Production began at Adam Aircraft Industries' facility in , near , where the company assembled the carbon fiber airframes and integrated systems. The first customer delivery occurred in November 2005, with serial number 005 handed over to a buyer in Colorado Springs. By this time, the aircraft was priced at approximately $1.5 million per unit, reflecting its advanced composite construction and avionics suite. In total, seven Adam A500 were constructed, encompassing serial numbers 0001 through 0007, which included prototypes and production models completed before manufacturing ceased in 2008. Despite a robust order backlog of 85 by the end of 2005, only a fraction of these commitments were fulfilled due to rising production costs that strained resources.

Bankruptcy and aftermath

Adam Aircraft Industries filed for Chapter 7 bankruptcy on February 15, 2008, following the suspension of operations four days earlier, primarily due to escalating development costs that consumed over $159 million in , minimal sales revenue from the newly certified A500, and the resource strain of simultaneously advancing both the piston-powered A500 and the jet variant A700 programs. The filing disclosed assets valued at up to $10 million against liabilities ranging from $50 million to $100 million, leading to the of the company. Only seven A500 had been produced by this point. In April 2008, AAI Acquisition Inc., a firm supported by Russian investors, acquired the company's assets for $10 million through a court-approved sale, with the explicit goal of completing FAA certification for the A700 while expressing no intention to restart A500 production. However, facing ongoing funding challenges amid the global , AAI Acquisition shut down its operations at in April 2009, effectively ending any immediate revival prospects for the Adam programs. Triton Aerospace acquired the remaining assets, including the A500 type certificate, in April 2011 and outlined plans to reengineer the aircraft into an A500T turboprop variant, incorporating a lighter composite airframe to reduce empty weight by approximately 1,000 pounds and enable single- and multiengine configurations. Despite these ambitions, the project did not advance to production, and by 2013, development had ceased without any new aircraft emerging from the effort. Despite the program's abrupt end, the A500 contributed to advancements in technology by showcasing the practical application of carbon fiber composites in a pressurized, six-seat twin, which helped influence subsequent designs in emphasizing reduced weight and enhanced structural integrity.

Design features

Airframe and structure

The Adam A500 employs an all-composite airframe constructed primarily from carbon fiber reinforced polymer (CFRP), encompassing the pod, booms, and . This material choice utilizes pre-impregnated carbon fiber sheets from Toray, combined with a honeycomb core in select areas, to achieve a structure that is both lighter and stronger than equivalent aluminum designs while reducing the total parts count significantly—for instance, the assembly requires about one-tenth as many parts as a traditional metal . The enables precise aerodynamic shaping with smooth surfaces, contributing to the aircraft's overall dimensions of 37 feet 6 inches in length and a 44-foot . The airframe adopts a pod-and-boom configuration, with the central fuselage pod serving as the pressurized cabin that seats the pilot and co-pilot side-by-side up front, along with space for up to four passengers in the rear. The twin booms extend aft from the wings to support the empennage, providing structural protection for the cabin in the event of a gear-up landing and facilitating efficient load distribution. This layout optimizes space utilization and aerodynamics, with the cabin measuring 13 feet 7 inches long, 4 feet 6 inches wide, and 4 feet 4 inches high. The pressurization system is integrated into the pod structure, maintaining a 5.5 psi differential to deliver a sea-level cabin altitude up to 12,500 feet and an 8,000-foot cabin altitude at the 25,000-foot cruise ceiling. Air for pressurization is sourced solely from the forward engine's turbochargers, with the system designed for low leak rates to ensure safety and efficiency during operations. The consists of a retractable arrangement with trailing-link main struts mounted on the booms for a wide track of approximately 15 feet, enhancing ground handling stability and absorbing landing impacts effectively. Hydraulic actuation via dual independent pumps retracts the gear in under seven seconds, with a nitrogen blow-down backup for emergencies, and the design incorporates clean lines to minimize drag.

Propulsion and systems

The Adam A500 features a unique push-pull centerline thrust configuration powered by two Teledyne Continental Motors TSIO-550-E turbocharged and intercooled piston engines, each rated at 350 horsepower. The forward engine drives a three-blade, 78-inch Hartzell scimitar-tipped tractor propeller, while the aft engine powers a similar pusher propeller, providing balanced thrust and enhanced single-engine handling characteristics. This arrangement minimizes asymmetric yaw during engine-out scenarios and contributes to the aircraft's stability. The system consists of 230 US gallons of usable capacity stored in integral wet wing tanks, with the left tank feeding the forward engine and the right tank supplying the aft engine. A transfer allows balancing between tanks, and an interconnect system enables cross-feeding in the event of an engine failure, ensuring operational flexibility. For environmental control and safety, the A500 incorporates a cabin pressurization system that maintains sea-level pressure up to 12,500 feet cabin altitude, with certification for operations up to 25,000 feet. An onboard oxygen system supports high-altitude flights, providing masks for crew and passengers as required. All-weather capability is enhanced by an optional anti-icing system, which includes fluid dispersion on the wing leading edges, propellers, and , with pre-installed wiring and for easy . Redundancy is emphasized in the supporting systems for reliability. The hydraulic system features dual independent pumps—one driven by each engine—for landing gear retraction and extension, backed by a nitrogen blow-down system. The electrical system includes 100-amp alternators on each engine with cross-charging capability, an load-shedding function, and an all-electric eliminating the need for a system, thereby reducing potential failure points.

Avionics and cabin

The Adam A500 features an Avidyne FlightMax Entegra integrated as standard equipment, consisting of two 10.4-inch diagonal primary flight displays (PFDs) serving as pilot and copilot instruments, each incorporating an air data attitude heading reference system (ADAHRS), along with a central 10.4-inch (MFD) for navigation, engine monitoring, and system status. The suite integrates with dual GNS 530 GPS/NAV/COM/ILS units, a GTX 327 Mode S , and a GMA 340 audio panel, enabling full IFR operations including GPS approaches. An optional S-TEC 55X provides altitude hold, heading mode, and GPS coupling for enhanced workload reduction during flight. The cabin accommodates a pilot and five passengers in a club seating arrangement, with two forward seats and four aft, arranged in facing pairs for conversational comfort; leather-upholstered seats meet 26G forward impact and 18G downward crash standards. Cabin dimensions measure 13 feet 7 inches in length, 4 feet 6 inches in width, and 4 feet 4 inches in height, providing a pressurized environment equivalent to 8,000 feet at the aircraft's 25,000-foot service ceiling, as referenced in the airframe design. Baggage capacity includes space aft of the rear seats, with an optional integrated ventral pod for additional storage. Composite construction and insulation contribute to low cabin noise, with the design meeting FAA flyover noise certification limits of 87.8 dB(A), resulting in a quieter interior compared to contemporary piston twins during testing. Safety enhancements include factory integration of traffic advisory and terrain avoidance systems via the Entegra MFD, though automatic dependent surveillance-broadcast (ADS-B) compliance requires post-production upgrades to the existing transponder for modern rules. A single plug-type door on the port side, supplemented by two overwing emergency exits, facilitates secure access and evacuation.

Operational history

Introduction and usage

The Adam A500 entered service in late 2005, with the first customer delivery occurring on November 11, 2005, to a private owner in . Primarily targeted at private owners and small operations in the United States, the was marketed for its pressurized cabin and efficient performance suitable for regional travel. By early 2008, approximately four A500s had been delivered to customers, contributing to a total production fleet of seven . Notable early usages included its appearance in the 2006 film , where serial number 0002 (registration N501AX), one of the initial production examples, was featured in key scenes transporting fictional cargo. The aircraft also participated in flight demonstrations at various airshows, such as the 2006 Airshow, showcasing its centerline twin-engine design and handling characteristics to potential buyers and enthusiasts. Intended for personal transport and business travel missions, the A500 offered a maximum cruise speed of 230 knots at 25,000 feet, enabling ranges exceeding 1,000 nautical miles with reserves, which supported efficient operations for owner-pilots and small operators covering continental U.S. routes. However, the limited production run resulted in low overall utilization hours across the fleet, as the small number of restricted widespread operational experience.

Challenges and support

The Adam A500 encountered significant operational challenges due to a substantial empty weight overrun during development, with the actual empty weight reaching 5,460 pounds for the seventh aircraft, compared to the initial projection of 4,200 pounds—a 30% increase attributed to added systems and structural reinforcements. This overrun reduced the useful load from a forecasted 2,100 pounds to approximately 1,540 pounds, severely limiting payload capacity and preventing full-fuel operations with multiple passengers plus baggage. In practice, when fully fueled, the was unable to carry a pilot (no passengers), compromising its intended utility as a six-seat cabin-class twin. Following the of Adam Aircraft Industries, owners faced acute parts scarcity, as the liquidation of assets left no ongoing manufacturer support for the limited production run of seven . This scarcity resulted in several A500s being grounded due to unavailable time-limited components, while maintenance costs escalated for remaining operators who resorted to custom fabrication or scavenging from surplus airframes. High costs and logistical hurdles further strained operations, with owners reporting difficulties in obtaining even basic serviceable parts like seals and fasteners essential for airworthiness. In response, a group of A500 owners formed the Adam A500 Owners Association in to coordinate collective parts sourcing, share technical knowledge, and advocate for support from the type certificate holder. The association facilitated bulk purchases of remaining inventory and developed workarounds for maintenance, enabling a few to remain airworthy through owner-funded initiatives and collaboration with independent mechanics. By pooling resources, the group mitigated some isolation effects of the low production numbers, though challenges persisted due to the lack of official engineering drawings. Early testing revealed flight control issues, including tendencies to during conditions, particularly in accelerated maneuvers, which were addressed through adjustments but underscored the pressures of a compressed timeline. These problems, resolved prior to full , highlighted developmental haste amid simultaneous design and production efforts.

Preservation

One Adam A500, registration N504AX (serial number 0004), has been on static display at the in , since its acquisition in October 2018 and reassembly in April 2019. As of 2024, approximately three airworthy examples remain in service, owned and operated by private individuals who maintain them using imported or salvaged parts due to the lack of original manufacturer support following Adam Aircraft Industries' 2008 bankruptcy. Enthusiast efforts to preserve the type include documentation through aviation and flight , as well as limited restoration work on grounded airframes, such as one example reportedly used for maintenance training. No active production exists, and support networks are confined to informal owner groups without formal type club development beyond early initiatives like the A500 Owners Association.

Technical specifications

General characteristics

The Adam A500 is certified for operation by a single pilot with capacity for up to five passengers in its six-seat cabin. Its principal dimensions comprise a fuselage length of 37 ft 6 in (11.43 m), a of 44 ft 0 in (13.41 m), and an overall height of 9 ft 7 in (2.92 m). The basic empty weight is 5,350 lb (2,427 kg), while the stands at 7,000 lb (3,175 kg), yielding a useful load of 1,650 lb. Fuel capacity totals 230 US gal (871 L). All figures pertain to the FAA-certified configuration under No. A00009DE. The all-composite contributes to the favorable weight distribution and useful load.

Performance

The Adam A500 achieves a maximum speed of 220 kn (253 mph, 407 km/h) at 22,000 ft during certified flight tests. Its cruise speed reaches 207 kn (238 mph, 383 km/h) at 75% power, enabling efficient long-distance travel while maintaining the 's pusher-puller engine configuration advantages. With maximum fuel capacity, the offers a range of 1,100 nmi (1,265 mi, 2,037 km), suitable for cross-country operations in the very light twin category. The service ceiling stands at 25,000 ft, providing access to higher altitudes for improved and weather avoidance. In climb , it attains a rate of 1,800 ft/min (9.1 m/s) with both engines operational at , dropping to a single-engine climb rate of 400 ft/min under certified conditions. Takeoff requires 2,200 ft (670 m) over a 50 ft obstacle, reflecting the 's balanced design for short-field capabilities despite its six-seat configuration. These parameters, derived from FAA-certified tests, highlight the A500's role as a high-performance piston twin, with brief reference to its dual 350 hp Continental TSIO-550-E engines contributing to these metrics at rated power.

References

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