The Xfinity Vista is a very large (43,605 lbs empty, 92,246 lbs gross) multi-engine seaplane (MES) built for long range flights at high altitude carrying up to 85 passengers in first-class accommodations. The basic crew consists of a Captain, Copilot, Navigator and Flight Engineer, 4 stewards and 4 stewardesses. The moderate aspect ratio 128.5' wing is mid-mounted, unswept and slightly tapered. The most unique feature of this aircraft are the twelve Blade T2000 air-cooled turbosupercharged 24-cylinder radial engines, six on each side, each producing 2,000 hp. The engines, the arrangement of which reach to nearly the end of the wings, drive four-bladed constant speed props of an enormous 120 inch diameter. The props rotate counterclockwise on the left wing and clockwise on the right wing, so that neither side is critical when experiencing an engine failure. The long and slender fuselage (141.8') is of standard monocoque construction. This aircraft favors performance over accommodation, as requested by World Global Airlines in order to appeal to the globe-trotting executive set, as with the available power, the fuselage could have had a much larger cross-section at the cost of service ceiling and top speed. The tail, in a "T" configuration features a moderately-sized vertical stabilizer and rudder with a horizontal stabilizer incorporating two interconnected elevators capped in two additional vertical tail surfaces for lateral stability. Flotation is supported by three large pontoon floats, unusually arranged in a tricycle configuration.

The float arrangement greatly aids stability during both takeoffs and landings. Acceleration is prodigious for such a large and heavy aircraft and rotation (Vr) and takeoff occurs right at 200 mph with neutral trim. Power is exceptional, the aircraft quickly accelerates to 500 mph (Vx/y) during 20 degree nose high climbouts. Pitch stability, roll control and lateral control (with all engines operating) are satisfactory. The test flight profile consisted of a climb to 10,000' and a stall series. Stall with idle power came on at 150 mph, a moderate nose-down pitch was encountered, but unless the wings were absolutely neutral with no aileron input, stall was accompanied by a moderate roll off and accompanying yaw into the direction of the lowered wing, probably as a result of the fairly high 36.9 lb/sq ft wing loading. However, given the prodigious power available, the aircraft was able to power out of nearly any stall without releasing any back yoke.

For the minimum control airspeed (Vmc) evaluation, the left six engines (#1 - #6) were shutdown and full power was applied to #7 - #12. When commenced at 200 mph and 10,000', the aircraft rapidly departed into a violent roll and wingover into the dead engines and commenced an auto-rotation into a spin. Several thousand feet and the test crew's lunch was lost during the ensuing recovery. The recovery required the crew to retard the operating engines to idle to eliminate the adverse yaw effect. Subsequent Vmc maneuvers were all flown above 15,000'. Due to the prodigious power available from even half the engines, the test crew was required to enter the maneuver at 30 degrees nose high to prevent accelerating (vice decelerating) into the maneuver and discovered that 30 degrees of bank and full rudder and very heavy control pressures (100 lbs both rudders and 40 lbs bank) into the operating engines was required to maintain control at 260 mph. However, loss of control with accompanying severe roll off and spin entry occurred below 260 mph. Full opposite rudder and aileron with all engines at idle was required to recover and even then, the aircraft descended 5,000'. Given these characteristics, engine failures, should they occur immediately after takeoff, should prove to be particularly exciting for the crew and passengers.

For the airspeed and altitude evaluation, an airspeed of 710 mph was achieved at 38,000'--this is incredible performance, especially given the straight wing and piston engines driving conventional props. Unbelievably, zero compressibility effects were encountered. The test crew achieved a 58,000' service ceiling(!) during the evaluation and even with only 65% cruise power, the aircraft made an incredible 684 mph in level flight. Maximum range was not evaluated, but with the low fuel consumption at 65% power and 680+ mph should result in phenomenal range performance.

Descent and landing was uneventful, the approach best flown at 210 mph and approximately 23% power as the region of reverse command and rapid deceleration was encountered below 200 mph. Touchdown was uneventful and the Vista Mk2 was very stable throughout touchdown and deceleration. The fast approach speed should not present a problem, however, given the unlimited landing distance available in the ocean waters.

The Vista Mk2 team has achieved its stated goals of building a fast, exclusive passenger seaplane. The aircraft is in no way performance-limited, achieving new heights and speeds previously unachieved. Controllability, though, is marginal during engine failures. The only recommendation from the test crew for the production models would be to add rudder surfaces to the two smaller vertical stabilizers and attempt to tame the adverse yaw characteristics as engine failures, especially low to the water, prove to be particularly hazardous.