Monoplane

Beechcraft 23 / 24 / Super III / Custom III / Sport III / Sundowner / CT-134 / Musketeer / Sierra

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A23-24 Musketeer

The Musketeer family was developed by Beechcraft as a lower cost and lower performance four seater than the Bonanza, intended to compete with the Cessna 172 and Piper Cherokee. Flown for the first time on 23 October 1961, the first of Beech’s “Three Musketeers” was introduced to the flying public in 1962 as the four-place, fixed gear, Avco Lycoming O-320-D2B 160-hp Model 23. First production aircraft were delivered in autumn 1962 at an initial price of $13,300. The Musketeer wing introduced bonded honeycomb construction to the lightplane market. Only the first Musketeers had full-swiveling nose wheels, the rest are steerable 15 degrees each way.

Beechcraft 23 / 24 / Sport III / Sundowner / CT-134 / Musketeer / Sierra Article

More than 500 of these 23s had been sold when a redesigned model, the A-23, went into production in 1964.
Production, engineering and sales activities for the four-place Beech Musketeer were transferred from Wichita, Kan, to a plant in Liberal, Kan, in 1964.

The A-23, powered by a 165-hp fuel-injected Continental IO-346-A engine, had an increased landing flap angle and a restyled interior. This Musketeer became the Musketeer A23A Custom III in 1966 (Avco Lycoming O-360-A4J 180 bhp / 134kW) when it was joined by the two-seat (optional four-seat) Musketeer A23-24 Super III (Avco Lycoming 112kW) and the Musketeer A23-19 Sport III (Avco Lycoming 150 hp). The Beech 19 was introduced as a 1966 model year with a standard price of $11,500. Despite having a lower model number, it was a later variant and was a lower-powered trainer version of the Model 23. It lacked the 23’s third side window and had a Lycoming O-320-E2C powerplant of 150 bhp (110 kW). Along with the introduction of the lower-powered Model 19 in 1966, Beechcraft also introduced a higher-powered version of the Model 23 Musketeer and named it the Beechcraft 23-24 Musketeer Super III. This upgraded model had a Lycoming IO-360 fuel injected powerplant which produced 200 bhp (150 kW), 35 hp (26 kW) more than the standard Model 23 Musketeer of that year. This model initially sold for a price of $16,350 in 1966. The fixed-gear Model 23-24 was produced only between 1966 and 1969.

A total of 369 Musketeer Super IIIs were completed before it was superseded by the Model 24 Sierra. These were serial numbered MA-1 to MA-369 and were the only models to have a “MA” serial number, making them easier to distinguish than other members of the Musketeer line. In the last few airframes of the series a new instrument panel with the same “vertical tape” gauges that were used in the early Sierras was introduced. These models were known as the A24 and are not to be confused with the first Sierras, which were designated A24R models. Other than the instrument panel these aircraft were mechanically identical to the earlier A23-24 model. In 1966 a single demonstration Model 23-24 was equipped with a constant speed propeller. In succeeding years approximately one third of production aircraft were delivered with the constant speed propeller.

24 Sierra

The Super Musketeer typically has a useful load of 1050 to 1080 pounds – giving it one of the highest payloads of four-cylinder, fixed gear, simple single engined aircraft available. Most Model 23-24s were produced in a four-seat configuration. A very small number were produced with a 4+2 configuration with the baggage area convertible to seat two children. This configuration option was more common on the Sierra models that followed the Model 23-24.
One of the few weaknesses of the Model 23-24 is that it had a simple heat distribution system that provided warm air via the firewall to the area under the instrument panel only. This meant heat to the rear seat passengers was less than optimal. Later aircraft featured increasingly better ducting designs that provided heat to all four seating positions.
The Model 23-24 Musketeer Super III proved the utility of the 200 hp (150 kW) engine in the Musketeer airframe, with six seats optional, a constant speed prop, but the fixed gear configuration prevented using full advantage of the extra power of the injected Lycoming. The obvious solution was retracting the landing gear and this resulted in the Model 24.

In 1970, Beech redesigned the Musketeer fuselage, giving it a more rounded shape, and adding four and a-half inches across the front seats. Windows were re-shaped, with the 150-hp B 19 Sport retaining two on each side, the Custom and 200-hp Super with three. The 1970 and 1971 Supers were offered with a fourth cabin window as an extra-cost option, along with an additional bench seat in back, making them six-placers sort of. The Super was discontinued in 1972 (replaced by the retractable-gear Sierra).

Christened the “Sierra”, the first model year for the new retractable version was 1970. The initial A24-R Sierra Super R was powered by a Lycoming IO-360-A1B of 200 bhp (150 kW) and sold for a standard price of $24,950. The Model 24 completed the Beech line between the fixed gear Musketeers and the much larger, faster, more complex and expensive Beechcraft Bonanza. Both models were continued through 1971, when the fixed-gear model was dropped. As part of the Aero Center line, the 200-hp retractable version became known as the Sundowner. The name changes and the “cleaning up” of the Musketeer line was all part of a major corporate redirection by Beech management to devote more attention to the small airplanes. Beech Aero Centers were set up around the country, franchised just to sell the Sport, Sundowner and Sierra. More recent Sierras benefit from increased useful fuel, an optional autopilot, a larger diameter propeller, and wheel well fairings. The result is increased range, a greater rate of climb, and a higher cruise speed and service ceiling.

Sierra 200 Handing Notes

The Lycoming engine of 180 hp (130 kW) started with the B23 Musketeer Custom of 1968. Optional aerobatic kits were also available for the Musketeer Custom and Musketeer Sport when flown as two-seaters. A fourth version was introduced in late 1969: known as the Musketeer Super R, it was basically the same as the Musketeer Super but incorporated retractable tricycle landing gear. In 1970, Beech redesigned the Musketeer fuselage, giving it rounded sides and more cabin room. The panel was improved extensively and a third side window was added, and the models were renamed Musketeer B19 Sport, Musketeer C23 Custom and Musketeer A24 Super. The 1970 and 1971 Supers were offered with a fourth cabin window and a bench seat in the back for six seats.

1973 saw the introduction of the improved B24-R Sierra powered by the Lycoming IO-360-A1B6 engine variant. The improved C24-R was powered by the same engine and replaced the “B” model in 1977.
Sierra production ended at the same time as the Model 23 Musketeer assembly line was closed, during the aviation economic downturn of 1983. A total of 744 Sierras were delivered.

The Musketeer name was dropped in 1971 and a further renaming took place. The Custom became the Sundowner C23, the Super R became the Sierra A24R, and the Sport became the Sport R19 and production of the Musketeer Super was discontinued. Like other models, the Sundowner is also available with an autopilot and its useful fuel has been boosted to 57 gallons. This extra gasoline translates into greater range and 30 pounds of additional useful load. The Sundowner is equipped with a fixed-pitch propeller and nonretractable landing gear. An Aerobatic version is offered which is approved for rolls, Immelmann turns, loops, spins, chandelles, etc.
When properly equipped, the A19, B19, and M19 Sports are approved for limited aerobatics.

Beechcraft Sundowner Article
Feb 1974

The B19 Sport and C23 Sundowner, with 150 and 180-horsepower respectively, continued in production through 1976, with 1977 list prices of US$22,000 and US$26,450.

Sundowner

A total of 922 Model 19 were built over the 15 years of production which ended with the 1979 model year.
The Sierra was given a new cowling, quieter engine and more efficient prop in 1974, and various aerodynamic changes were made to the Musketeer family in 1977. Sport manufacture ended in 1978. The Sundowner 180 and Sierra 200 remained in production into the 1980s, with series production ceasing in 1983 after over 5,000 had been built.

A total of 2,331 Beechcraft 23s of all variants were manufactured by the time production was completed 20 years later in 1983.
The main difference between the Musketeer line and other similar light aircraft is the Musketeer’s undercarriage. While the competitive Cessna 172s use sprung steel main gear, the Piper PA-28 Cherokees use oleos and the Grumman American AA-5s use fibreglass sprung main gear, the Musketeer family use a trailing idler link gear system with a compressed rubber puck suspension system. This gives the aircraft quite different landing characteristics compared to the competition; light touchdowns are often accompanied by the idler links skipping and producing a less-graceful than anticipated landing.
The Musketeer design was further developed into a twin-engine aircraft, the Beechcraft Model 76 Duchess.
Used by the Canadian Armed Forces as the CT-134, Musketeers have been delivered for civil or military training use to Algeria, Indonesia and Mexico.

Late in 1973, an AD Note was issued by the FAA restricting spins in the acro version of the Sundowner. While there’s some question as to the legitimacy of those complaints, Beech added small fences or strakes on each side of the cowl and on the stabilator’s leading edge to disturb the airflow over the tail on the aerobatic versions of the Sundowner, and this presumably satisfied the FAA.
Another AD requires inspection of the forward wing attachment brackets (for possible cracks) on these airplanes.

Military operators
Algerian Air Force (4 x B24R Sierra)
Canadian Forces (48 x CT-134 and CT-134A)
Royal Hong Kong Auxiliary Air Force (2 x B23-19)
Mexican Air Force (20 x A23-19)
Royal Moroccan Air Force (1 x 23)

Variants

23 Musketeer
Four-seat light cabin aircraft
First certified 20 February 1962
Engine: 160 hp (119 kW) Lycoming O-320-D2B
Empty Weight: 1300 lbs
Gross weight: 2,300 lb (1,043 kg)
Fuel Capacity: 60.00 gal
Top Speed: 123 kts
Cruise Speed: 111 kts
Stall Speed (dirty): 52 kts
Range: 800 nm
Rate Of Climb: 720 fpm
Ceiling: 13500 ft
Takeoff Ground Roll: 925 ft
Landing Ground Roll 640 ft
Takeoff over 50 ft obstacle: 1275 ft
Landing over 50 ft obstacle: 1260 ft
Undercarriage: fixed tricycle

Musketeer I
Initial 4 seat version
Engine: Lycoming O-320-B2C, 160 hp

A23 Musketeer II
Four-seat light cabin aircraft
First certified 7 June 1963
Engine: 165 hp (123 kW) Continental IO-346-A
Gross weight: 2,350 lb (1,066 kg)
Empty Weight: 1325 lbs
Fuel Capacity: 60 USgal
Rate Of Climb: 880 fpm
Ceiling: 11870 ft
Top Speed: 127 kts
Cruise Speed: 120 kts
Stall Speed (dirty): 50 kts
Range: 565 nm
Takeoff Ground Roll: 990 ft
Landing Ground Roll 640 ft
Takeoff Over 50 ft obstacle: 1460 ft
Landing Over 50 ft obstacle: 1260 ft
Undercarriage: fixed tricycle

Musketeer II
1963 re-design
Extra windows, increased deflection flaps
Engine: Continental IO-346-A, 165 hp
Span: 32 ft 9 in.
Length: 25 ft.
Height: 8 ft 3 in.
Empty wt: 1398 lbs.
Gross wt: 2350 lbs.
Useful load: 952 lbs.
Wing loading: 15.87 lb/sq.ft.
Pwr loading: 14.12 lb/hp.
Baggage cap: 140 lbs.
Max speed: 127 kts / 146 mph.
Cruise 75% pwr: 118 kts / 137 mph.
Stall: 54 kts / 62 mph.
Initial ROC: 770 fpm.
Service ceiling: 12,550 ft.
Range: 570 sm.
Fuel cap: 40 USG.

A23A Musketeer Custom III
Four-seat light cabin aircraft
First certified 5 November 1965
Engine: 165 hp (123 kW) Continental IO-346-A
Propellers: 2-bladed fixed pitch
Length: 25 ft 8 in (7.82 m)
Wingspan: 32 ft 9 in (9.98 m)
Height: 8 ft 3 in (2.51 m)
Wing area: 146 sq ft (13.6 sq.m)
Airfoil: NACA 63A415
Empty weight: 1,375 lb (624 kg)
Max. takeoff weight: 2,400 lb / 1089 kg
Fuel Capacity: 60 US gal
Maximum speed: 127 kt (146 mph; 235 km/h)
Cruise speed: 102 kt (117 mph; 189 km/h) long range cruise speed
Stall speed: 63 kn (72 mph; 117 km/h)
Never exceed speed: 152 kn (175 mph; 282 km/h)
Range: 676 nm (778 mi; 1,252 km) with reserves
Service ceiling: 13,000 ft (4,000 m)
Rate of climb: 728 ft/min (3.70 m/s)
Takeoff Ground Roll: 990 ft
Landing Ground Roll 640 ft
Takeoff Over 50 ft obstacle: 1460 ft
Landing Over 50 ft obstacle: 1260 ft
Rate Of Climb: 880 fpm
Ceiling: 11870 ft
Undercarriage: fixed tricycle

Sport
1971 re-named Musketeer III Sport
Engine: Lycoming O-320-E2C later D, 150 hp
Seats: 2 / 4

Musketeer Sport II
Engine: Lycoming O-320-E3D, 150 hp@2700@SL
TBO: 2000 hr
Fuel type: 80
Propeller diameter: 74 in
Landing gear type: Tri./Fixed
Max ramp weight: 2155 lb
Gross weight: 2150 lb
Landing weight: 2150 lb
Empty weight, std: 1325 lb
Empty weight: 1416 lb
Useful load: 734 lb
Useful fuel, std: 57 US gal
Payload, full std. fuel: 422 lb
Wingspan: 32 ft. 9 in
Overall length: 25 ft. 9 in
Height: 8 ft. 3 in
Wing area: 145.96 sq. ft
Wing loading: 14.73 lbs./sq. ft
Power loading: 14.33 lbs./hp
Wheel base: 11 ft. 10 in.
Wheel base: 6 ft. 4 in.
Mains wheel size: 6.00 x 6 in
Seating capacity: 4
Cabin doors: 1
Cabin width: 44 in
Cabin height: 48 in
Baggage capacity: 340lb
Cruise Speed, 6,500 ft: 75% Power: 108 kt
Cruise Speed 65% Power: 96 kt
Cruise Speed 55% Power: 83 kt
Max Range, 6,500 ft (w/res) 75% power: 599 nm
Max Range, 6,500 ft (w/res) 65% power: 634 nm
Max Range, 6,500 ft (w/res) 55% power: 634 nm
Fuel burn 6500 ft 75% power: 9.0 US GPH
Fuel burn 6500 ft 65% power: 7.6 US GPH
Fuel burn 6500 ft 55% power: 6.6 US GPH
Estimated endurance, 65% power: 7.5 hr
Vs: 49 kt
Vso: 57 kt
Best rate of climb: 800 fpm
Best rate of climb, 8,000 ft: 300 fpm
Service ceiling: 14,900 ft
Takeoff ground roll: 840 ft
Takeoff over 50-ft obstacle: 1255 ft
Landing ground roll: 767 ft
Landing over 50-ft. obstacle: 1630 ft
Base price: $14,250 (orig. factory price)

A23-19 (Model 19) Sport III Musketeer
Two or four-seat light cabin aircraft
First certified 9 December 1965
Engine: 150 hp (112 kW) Lycoming O-320-E2B, E2C or E3D
Gross weight: 2,200 lb (998 kg)
Empty Weight: 1325 lbs
Fuel Capacity: 60.00 USgal
Top Speed: 122 kts
Cruise Speed: 114 kts
Stall Speed (dirty): 48 kts
Range: 800 nm
Takeoff Ground Roll: 840 ft
Landing Ground Roll 590 ft
Takeoff Over 50 ft obstacle: 1255 ft
Landing Over 50 ft obstacle: 1220 ft
Rate Of Climb: 900 fpm
Ceiling: 14900 ft
Undercarriage: fixed tricycle

A23-24 Super III Musketeer
Four or six-seat light cabin aircraft
First certified 7 March 1966
Engine: 200 hp (149 kW) Lycoming IO-360-A2B or A2D, or when equipped with a constant speed propeller a Lycoming IO-360-A1B or A1D
Empty Weight: 1410 lbs
Gross weight: 2,550 lb (1,157 kg)
Fuel Capacity: 60 US gal
Top Speed: 137 kts
Cruise Speed: 130 kts
Stall Speed (dirty): 52 kts
Range: 643 nm
Rate Of Climb: 880 fpm
Ceiling: 14850 ft
Takeoff Ground Roll: 950 ft
Landing Ground Roll 660 ft
Takeoff Over 50 ft obstacle: 1380 ft
Landing Over 50 ft obstacle: 1300 ft
Undercarriage: fixed tricycle

A24
Four or six-seat light cabin aircraft
First certified 5 February 1970
Engine: 200 hp (149 kW) Lycoming IO-360-A2B or A2D, or when equipped with a constant speed propeller a Lycoming IO-360-A1B or A1D
Gross weight: 2,550 lb (1,157 kg)
Undercarriage: fixed tricycle

19A
Two or four-seat light cabin aircraft
First certified 31 August 1967, approved in the aerobatic category 12 March 1968
Engine: 150 hp (112 kW) Lycoming O-320-E2B, E2C or E3D
Gross weight: 2,250 lb (1,021 kg)
Undercarriage: fixed tricycle

M19A
Two-seat light cabin aircraft
First certified 9 December 1969, including in the aerobatic category
Engine: 150 hp (112 kW) Lycoming O-320-E2B, E2C or E3D
Gross weight: 2,250 lb (1,021 kg)
Undercarriage: fixed tricycle

B19 Sport / Sport III / Sport 150
Two or four-seat light cabin aircraft
First certified 13 February 1970, including in the aerobatic category
Engine: 150 hp (112 kW) Lycoming O-320-E2B, E2C or E3D
Propeller: fixed pitch 2-blade
Wing span: 32 ft 9 in / 10.0 m
Length: 25 ft 9 in / 7.84 m
Height: 8 ft 3 in / 2.51 m
Gross weight: 2,250 lb (1,021 kg)
Undercarriage: fixed tricycle

Beech B 19 Sport 150 (prior to 1977)
Horsepower: 150
Gross Weight: 2150 lbs
Top Speed: 110 kts
Empty Weight: 1414 lbs
Cruise Speed: 107 kts
Fuel Capacity: 52 USG
Stall Speed (dirty): 50 kts
Range: 643 nm
Takeoff Ground Roll: 1030 ft
Landing Ground Roll 824 ft
Over 50 ft obstacle: 1635 ft
Landing Over 50 ft obstacle: 1693 ft
Rate Of Climb: 680 fpm
Ceiling: 11650 ft

Beech B 19 Sport 150 (1977 and later)
Horsepower: 150
Gross Weight: 2150 lbs
Top Speed: 110 kts
Empty Weight: 1414 lbs
Cruise Speed: 107 kts
Fuel Capacity: 57.00 gal
Stall Speed (dirty): 50 kts
Range: 643 nm
Takeoff
Ground Roll: 1030 ft
Landing Ground Roll 824 ft
Takeoff Over 50 ft obstacle: 1635 ft
Landing Over 50 ft obstacle: 1693 ft
Rate Of Climb: 680 fpm
Ceiling: 11650 ft

B23
Four-seat light cabin aircraft
First certified 13 December 1967 and in the aerobatic category 22 November 1968
Engine: 180 hp (134 kW) Lycoming O-360-A2G
Gross weight: 2,450 lb (1,111 kg),
Undercarriage: fixed tricycle

C23
Four-seat light cabin aircraft
First certified 13 February 1970 including in the aerobatic category
Engine: 180 hp (134 kW) Lycoming O-360-A4G, A2G, A4J or A4K
Gross weight: 2,450 lb (1,111 kg)
Undercarriage: fixed tricycle

Beech C 23 Sundowner (prior to 1976)
Horsepower: 180
Propeller: fixed pitch 2-blade
Wing span: 32 ft 9 in / 10.0 m
Length: 25 ft 9 in / 7.84 m
Height: 8 ft 3 in / 2.51 m
Gross Weight: 2450 lbs
Top Speed: 128 kts
Empty Weight: 1494 lbs
Cruise Speed: 116 kts
Fuel Capacity: 52 US gal
Stall Speed (dirty): 51 kts
Range: 565 nm
Takeoff Ground Roll: 1130 ft
Landing Ground Roll 703 ft
Takeoff Over 50 ft obstacle: 1955 ft
Landing Over 50 ft obstacle: 1484 ft
Rate Of Climb: 792 fpm
Ceiling: 12600 ft

1975 C23 Sundowner
Engine: Lyc. O-360-A4J, 180 hp
TBO: 2000 hr
Propeller: Fixed
Landing Gear type: Tri/Fixed
Gross weight: 2450 lb
Empty weight: 1494 lb
Useful load: 956 lb
Fuel: 52 US gal
Wingspan: 32 ft. 9 in.
Overall length: 25 ft. 9 in.
Height: 8 ft. 3 in.
Wing area:146 sq. ft
Seating capacity: 4
Cabin width: 44 in
Cabin height: 48 in
Baggage capacity:270 lb
Cruise speed 75% power: 118 kt
Cruise speed 65% power: 110 kt
Max range (w/ res) 75% power: 470 nm
Max range (w/ res) 65% power: 508 nm
Fuel consumption 75% power: 9.5 US gph
Fuel consumption 65% power: 8.2 US gph
Estimated endurance (65% power with 1-hr. res): 5 hr 54 min
Stall speed (gear, flaps down): 51 kt
Best rate of climb: 792 fpm
Service ceiling (.): 12,600 ft
Takeoff ground roll: 1130
Landing ground roll: 703 ft

1977 Sundowner
Engine: Lycoming O-360-A4K, 180 hp@2700 rpm @SL
TBO 2000 hr
Fuel type: 100/100LL
Propeller: Sensenich/76 in
Landing Gear: Tri/Fixed
Max ramp weight: 2450 lb
Gross weight, normal category: 2450 lb
Gross weight, utility category: 2030 lb
Landing weight: 2450 lb
Empty weight, std: 1500 lb
Useful load, std: 950 lb
Payload, full std. fuel: 638 lb
Usable fuel, std: 52 USgal
Wingspan: 32 ft. 9 in.
Overall length: 25 ft. 9 in.
Height: 8 ft. 2 in.
Wing area:146 sq. ft
Wing loading: 16.7 lbs./sq. ft
Power loading: 14.1 lbs./hp
Wheel base: 6 ft. 4 in.
Wheel track: 11 ft. 10 in.
Wheel size: 6.00 x 6 in
Seating capacity: 4
Cabin doors: 2
Cabin width: 44 in
Cabin height: 49 in
Baggage capacity:270 lb
Cruise speed @ 8,000 ft. 75% power: 118 kt
Cruise speed @ 8,000 ft. 65% power: 111 kt
Cruise speed @ 8,000 ft. 55% power: 93 kt
Max range (w/ res): 75% power: 459 nm
Fuel consumption 75% power: 9.5 US gph
Fuel consumption 65% power: 8.2 US gph
Fuel consumption 55% power: 6.9 US gph
Estimated endurance (65%): 5.0 hr
Stall speed (flaps up): 57kt
Stall speed (flaps down): 52kt
Best rate of climb (SL): 792 fpm
Best rate of climb, 8,000 ft: 405 fpm
Service ceiling: 12,600 ft
Takeoff ground roll: 1130 ft
Takeoff over 50 ft. obstacle: 1955 ft
Landing ground roll: 703 ft
Landing over 50 ft. obstacle: 1484 ft

Beech C 23 Sundowner (1977 and later)
Horsepower: 180
Propeller: fixed pitch 2-blade
Wing span: 32 ft 9 in / 10.0 m
Length: 25 ft 9 in / 7.84 m
Height: 8 ft 3 in / 2.51 m
Gross Weight: 2450 lbs
Top Speed: 128 kts
Empty Weight: 1494 lbs
Cruise Speed: 116 kts
Fuel Capacity: 57.00 gal
Stall Speed (dirty): 51 kts
Range: 565 nm
Takeoff Ground Roll: 1130 ft
Landing Ground Roll 703 ft
Takeoff Over 50 ft obstacle: 1955 ft
Landing Over 50 ft obstacle: 1484 ft
Rate Of Climb: 792 fpm
Ceiling: 12600 ft

Custom III / Sundowner C23 / Sundowner 180
Engine: Avco Lycoming 134kW / 180-hp
Wing span: 32 ft 9 in
Length: 25 ft
Height: 8 ft 3 in
Gross wt. 2,450 lb
Empty wt. 1,505 lb
Fuel capacity Std: 40 USG
Fuel capacity opt: 57 USG.
Useful load: 1085 lb
Baggage cap: 140 lb
Wing loading: 16.78 lb/sq.ft
Pwr loading: 13.61 lb/hp
Top speed: 141 mph.
Cruise 75% pwr: 124 kts / 143 mph
Stall: 52 kts / 59 mph.
Initial climb rate 792 fpm.
Ceiling 12,600 ft
Range 670 miles.
Takeoff distance (50′) 1,955 ft
Landing distance (50′) 1,484 ft
Seats 4.

C23 Sundowner
Engine 180-hp Lycoming O-360-A4G.
Prop; Fixed pitch.
Gross Wt. 2450 lbs.
Empty Wt. 1425 lbs.
Useful load; 1025 lbs.
Baggage cap: 270 lbs.
Fuel capacity 57 USG.
Wing span: 32 ft 9 in.
Length: 25 ft 9 in.
Height: 8 ft 3 in.
Fuel flow 65% power: 7.6 US Gal/hr.
Power loading; 12.25 lbs / hp.
Wing Loading; 16.08 lbs / sq.ft.
Max Level Speed; 131 kts / 151 mph.
Cruise 75% power; 125 kts / 143 mph.
Stall: 52 kts / 60 mph.
Initial climb rate 820 fpm.
Service Ceiling 13,650 ft
Max Range; 641 nm / 737 sm
Takeoff distance (50’) 1130 ft.
Landing distance (50’) 1484 ft.
Undercarriage; Fixed tricycle.
Wheel base: 6.3 ft.
Wheel tread: 11.8 ft.
Seats 4

A24R Sierra 200
Four or six-seat light cabin aircraft
First certified 23 December 1969
Engine: 200 hp (149 kW) Lycoming IO-360-A1B or A1D
Gross weight: 2,750 lb (1,247 kg)
Undercarriage: retractable tricycle

B24R Sierra 200
Four or six-seat light cabin aircraft
First certified 18 June 1973
Engine: 200 hp (149 kW) Lycoming IO-360-A1B6
Wingspan: 32 ft 9 in / 9.98 m
Length: 25 ft 8 .5 in / 7.84 m
Cabin length: 7 ft 11 in / 2.41 m
Cabin max width: 3 ft 8 in / 1.18 m
Cabin volume: 103.2 cu.ft / 2.92 cu.m
MTOW: 2,750 lb / 1,247 kg
Empty Weight: 1711 lb / 776 kg
Fuel Capacity: 52.00 gal
Useful load: 1047 lb
Baggage capacity: 270 lb / 122 kg
Top Speed: 140 kts
Max cruise 7000 ft / 2135 m, 2600 lb / 1179 kg: 131 kts / 151 mph / 243 kph
Cruise (75% pwr): 151 mph.
Stall Speed (dirty): 55 kts
Range (52 USG fuel, 75% pwr, 7000ft / 2135m. 45 min res): 561 nm / 646 mi / 1040 km
Range (52 USG fuel, 55% pwr, 10,000ft / 3050m. 45 min res): 592 nm / 682 mi / 1097 km
Rate of climb SL: 893 fpm / 272 m/min
Service ceiling: 14,350 ft / 4375 m
Takeoff Ground Roll: 1169 ft
Landing Ground Roll 803 ft
Takeoff Over 50 ft obstacle: 1804 ft
Landing Over 50 ft obstacle: 1519 ft
Undercarriage: retractable tricycle

C24R Sierra 200
Four or six-seat light cabin aircraft
First certified 1 October 1976
Engine: 200 hp (149 kW) Lycoming IO-360-A1B6
TBO: 1800 hrs.
Prop: Hartzell 2 blade, constant speed 76 in.
Wing span: 32 ft 9 in / 10.0 m
Length: 25 ft 9 in / 7.84 m
Height: 8 ft 3 in / 2.51 m
Wing area: 146 sq.ft.
Wing aspect ratio: 7.4.
Max ramp wt: 2758 lbs.
Max take off weight: 2,750 lb (1,247 kg)
Empty Weight: 1696 lbs
Max landing wt: 2750 lbs.
Wing loading: 18.8 lbs/sq.ft.
Power loading: 13.8 lbs/hp.
Fuel Capacity: 57 US gal
Max useable fuel: 343 lbs.
Max speed: 145 kts
Cruise speed 75% power: 131kt
Cruise @ 65% power @ 8,000ft: 125 kts
Fuel flow @ 65% power @ 8,000ft: 54 pph.
Endurance @ 65% power @ 8,000ft: 6.1 hr.
Stall Speed (dirty): 60 kts
Stalling speed clean: 65 kts
Turbulent air penetration speed: 125 kts
Max range (w/ res) 75% pwr: 561 nm
Rate Of Climb: 927 fpm @ 80 kts
Climb gradient: 695 ft/nm.
Rate of climb @ 8000 ft: 500 fpm.
Service Ceiling: 15385 ft
Takeoff Ground Roll: 1063 ft
Landing Ground Roll 816 ft
Takeoff Over 50 ft obstacle: 1561 ft
Landing Over 50 ft obstacle: 1462 ft
Cabin width: 44 in
Cabin height: 49 in
Baggage capacity:270 lb
Undercarriage: retractable tricycle

Sierra

Beechcraft 19     

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Sport 150

Primarily designed as a two-place trainer, the Sport III was introduced in 1966 as a complement to the existing Musketeer A23/Custom III. It was powered by a 150-hp Lycoming engine turning a fixed-pitch prop and could be outfitted with an optional rear seat for two additional passengers — but not without a loss in maximum range. With four adults (and no baggage aboard) the range was reduced by more than half due to fuel weight limitations. The Sport III was also available in an aerobatic version. Like all Musketeers, the Sport made use of a honeycomb wing structure and bonded skins which reduce rivet-head drag and add to the plane’s sleek appearance. Also, two doors are standard on all Musketeer models. In 1972, Beech changed the names of their other Musketeers but retained the Sport. The term Musketeer was dropped and the line of light Beechcrafts was known as the Aero Center line. Later, fuel capacity in all models was increased by five gallons and, for the first time, all three Aero Center models could be equipped with Edo-Aire Mitchell Century III autopilots. In 1979, this 150-hp version of the original Musketeer design was replaced by the Skipper 77 as Beechcraft’s trainer model in it’s Aero Center line.

Sport
Engine 150-hp Lycoming
Gross Wt. 2150 lb
Empty Wt. 1423 lb
Fuel capacity 57 USG
Top speed: 127 mph
Cruise: 123 mph
Stall: 57 mph
In¬itial climb rate: 680 fpm
Ceiling 11,650 ft
Range 622 sm
Takeoff distance (50’) 1635 ft
Landing distance (50’) 1693 ft
Seats 2-4

Sport III
Engine 150-hp Lycoming
Seats 2
Gross Wt. 2350 lb
Empty Wt. 1365 lb
Fuel capacity 60 USG
Top speed: 140 mph.
Cruise: 131 mph.
Stall: 55 mph.
In¬itial climb rate 740 fpm.
Ceiling 11,900 ft.
Range 883 sm.
Takeoff distance (50’) 1255 ft.
Landing distance (50’) 1220 ft.

B19 Sport 150
Engine: 1 x Lycoming O-320-E3D, 150 hp
Wing loading: 14.73 lb/sq.ft
Pwr loading: 14.33 lb/hp
Gross wt: 2155 lb
Empty wt: 1399 lb
Equipped useful load: 731 lb
Payload max fuel: 389 lb
Range max fuel/75% pwr: 601 nm/5.4 hr
Range max fuel / 55% pwr: 658 nm/ 7.8 hr
Service ceiling: 11,650 ft
75% cruise: 109 kt
55% cruise: 85 kt
Stall: 50-59 kt.
1.3 Vso: 65 kt
ROC: 680 fpm
Min field length: 1693 ft
Fuel cap: 342 lb
Undercarriage: Fixed nose
Seats: 4

Beechcraft 18 / C-45 Expeditor / AT-11 Kansan

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H18

Beech began in 1935 the development of a six/eight-seat commercial transport identified as the Beech Model 18. Designed by Ted Wells, this was a a low-wing monoplane of all-metal construction, with a semi-monocoque fuselage of light alloy, a cantilever tail unit incorporating twin end-plate fins and rudders, and electrically retractable tailwheel landing gear. Float or ski landing gear later became optional. The initial engine installation was two 239kW Wright R-760-E2 radial engines mounted in wing leading-edge nacelles, and accommodation for two crew and six passengers.

Beechcraft 18 / C-45 Article

The initial 1937 Model 18A (ATC 630) was first flown on 15 January 1937 (certified on 4 March 1937) and the first one, NC15810, was delivered to the Ethyl Corporation in that year at an equipped price of $32,752. It was later converted to a model 18B. About five were built, the rest going to Canada.

An improved Model 18B (ATC 656) with lower-powered 285hp Jacobs engines also sold in small numbers in 1937 for $33,500. Four were built; NC15810, NC18567, NC18569, and NC18583.

By the time war had broken out in Europe, only 39 Model 18 had been sold, even with five versions powered by Wright, Pratt & Whitney and Jacobs engines had been manufactured.

The ability to operate on skis and floats was an advantage in Canada.

A-18A CF-BQQ

The Model D18-C Expeditor could be converted to a Model E18-S if Pratt & Whitney engines replaced the original Continentals.

The Model 18D (ATC 684) of 1939 had 200hp / 246kW Jacobs L-6 engines, giving improved performance. Only 34 of these were sold in 1940, for $37,000 but the wartime demand for these aircraft was to total more than 4,000. A18D also amended under this ATC issued in 1940.

Beech 18G N6B

The first military version was supplied to the Philippine Army Air Corps. Dwight D. Eisenhower, as Chief of Staff of the American mission to the Philipines, selected the Beech 18 for service with the Army Air Corps.

In total the US forces used purchase-built and impressed Model 18s as light transports under the overall designations C-45 (1,401 USAAF aircraft) and JRB (377 US Navy aircraft), the same basic airframe was used in larger numbers as a trainer.

A total of 5,200 1939 18S model (ATC 710) were built going to the Army Air Corp as AT-7, AT-11, C-45, and F-2; and to USN as JRB-1 and SNB-1.

Beech 18-S NC19452

The 1938 A18D (ATC 684) was powered by 330hp Jacobs and sold for $37,000. Sixty-six were built, including SA18D float version under an ATC amendment in 1940.

The first US Army Air Corps order, placed during 1940, was for 11 aircraft under the designation C-45, for use as staff transports. These were similar to the civil Model B18S. Subsequent procurement covered 20 C-45As for use in a utility transport role, with interior and equipment changes being made in the 223 C-45Bs that followed. Some of these aircraft were supplied to the UK under Lend-Lease, being designated Expediter I in RAF service. The USAAF designations C-45C, C-45D and C-45E were applied respectively to two impressed B18S civil aircraft, two AT-7s completed for transport duties, and six AT-7Bs similarly modified. Major and final production version for the USAAF was the seven-seat C-45F, with a slightly longer nose and of which at least 1,137 were built. Lend-Lease deliveries served with the Royal Navy and RAF as Expediter Iis, and with the Royal Canadian Air Force as Expediter IIIs. All of the C-45 designations were changed to a new UC-45 category in January 1943.

The RCAF received its first Expeditors in 1939 and flew them until the Services were unified in 1968. Retirement from the Canadian Forces came in 1970.

In 1940 six were delivered to the Nationalist Chinese government as M18R (or AT18R) with bomb racks, machineguns and a bombardier position in the nose, and one delivered to Sweden equipped as a flying hospital. Sixty-one were built with six M-18R appearing on the US civil register (NX25474 to 25479), possibly the Chinese airplanes.

In 1941, the Beech AT-7 Navigator was introduced to provide navigation training, equipped with three positions for trainee navigators, plus a dorsal astrodome and 336-kW (450-hp) R-985-25 radials. A total of 577 were built, being followed by six AT-7As with float landing gear and a large ventral fin. Nine AT-7Bs, basically winterized AT-7s were built to USAAF order: five were supplied to the UK, one being used by Prince Bernard of the Netherlands during his wartime exile. The AT-7C final version of the Navigator had R-985-AN-3 engines, production totalling 549.

The AT (advanced trainer) version of the Model 18 appeared during 1941. The AT-11 Kansan (originally named Kansas) with R-985-AN-1 engines, for the USAAF was a bombing and gunnery trainer. It incorporated a small bomb bay capable of holding up to 1000 lb of light bombs, had small circular portholes in place of the standard rectangular cabin windows, a redesigned nose to provide a bomb aiming position, and two 7.62mm machine-guns, one in the nose, the other in a dorsal turret.

AT-11 Kansan

The AT-11 was the standard WW II bombing trainer; about 90 percent of the more than 45,000 AAF bombardiers trained in AT-11s. Student bombardiers normally dropped 100-lb. sand-filled practice bombs. In 1943, the AAF established a minimum proficiency standard of 22 percent hits on target for trainees. Combat training missions were flown taking continuous evasive action within a ten-mile radius of the target and final target approaches had to be straight and level and no longer than 60 seconds. After September 30, 1943, these missions were generally flown using the Norden Bombsight and the C-1 automatic pilot, the aircraft being guided by the bombardier student during the bombing run.

Production from 1941 to USAAF orders totalled 1,582 and of them, 36 were converted for navigation training as AT-11As. Twenty-four AT-11s ordered by the Netherlands for service in the Netherlands East Indies were, instead, taken on charge by the USAAF. They were delivered to the Royal Netherlands Military Flying School at Jackson, Mississippi, in early 1942.

The 1942 B18S featured an upgrade interior and electric system. Fourteen went to USAAF as C-45.

The last of the US Army Air Force’s wartime versions of the Beech Model 18 were photographic reconnaissance F-2s. 14 civil Model B18S were purchased and converted with cabin-mounted mapping cameras and oxygen equipment. They were supplemented later by 13 F-2As with four cameras, converted from C-45As, and by 42 F-2Bs, which were conversions from UC-45Fs: these had additional camera ports in both sides of the fuselage.

The 1944 C18S Expediter (ATC 757) sold from $63,000, going to USAAF as C-45/AT-7 and to USN as JRB/SNB.

Beech built a total of 4,526 C-45 military version for the Army Air Forces between 1939 and 1945 in four versions, the AT-7 “Navigator” navigation trainer, the AT-11 “Kansan” bombing-gunnery trainer, the C-45 “Expeditor” utility transport anf the F-2 for aerial photography and mapping. The AT-7 and AT-11 versions were well-known to WW II navigators and bombardiers, for most of these men received their training in these aircraft. Thousands of AAF pilot cadets also were given advanced training in twin-engine Beech airplanes.

The 1947 D18C Feeder Twin (ATC 770) was designed as a short-route air carrier. Powered by 525hp Continental engines, four were built, priced at $64,250. The D18CT Feeder Twin had added equipment, and increased baggage area. Sixteen sold at $64,890.

In June 1948, under a general revision of the USAF designation system, all of the surviving F-2 photo/reconnaissance aircraft were redesignated RC-45A. Similarly, AT-7, AT-7C and AT-11 s dropped their A prefix: at the same time a small number of drone-directors converted from UC-45Fs and given the designation CQ-3 became instead, DC-45Fs.

The US Navy and US Marine Corps used more than 1,500 Model 18s. Initial versions were similar to the US Army’s F-2, this being designated JRB-1, and followed by a JRB-2 transport, and JRB-3s and JRB-4s equivalent to the C-45B and UC-45F respectively. The designations SNB-1 (320 aircraft), SNB-2 (509 aircraft and 376 SNB-2C) and SNB-3 were applied respectively to aircraft that were equivalent to the USAAF’s AT-11, AT-7, and AT-7C. US Navy ambulance and photographic versions were the SNB-2H and SNB-2P respectively; the SNB-3Q was an electronic counter-measures trainer.

During 1951-2, about 900 in-service USAF UC-45E, T-7 and T-11 aircraft were re-manufactured to zero-time condition and modernised, and given the new designations C-45G and C-45H. The C-45G had an autopilot and R-985-AN-3 engines, the C-45H no autopilot and R-985-AN-14B engines. At the same time, US Navy SNB-2s, SNB-2Cs, and SNB-2Ps were remanufactured under the designations SNB-5 and SNB-5P. Later, with introduction of the tri-service unified designation scheme in 1962, in-service SNB aircraft were redesignated TC-45J and RC-45J respectively in the training and photographic roles.

Post war Beech resumed manufacture of the civil Model 18, and in 1953 introduced a larger and improved version of the D18S.

Beech D18S NC80048

Known as the Super 18 (E18S), the prototype was flown for the first time on 10 December 1953. Structural improvements included external refinements to reduce drag, Geisse safety landing gear for cross-wind operations, a separate flight deck, and improved soundproofing. Wingspan was increased and integral steps fitted. All-up weight was increased with the cabin accommodating five to seven passengers. Some were supplied to the French Armee de l’Air.

The 1946 D18S Executive (ATC 765) sold from $63,550 with around 1,000 by 1953. USAF version was the C-45G.

E18S Super 18

The 1953 E18S Executive Super Twin, or Super 18 (ATC 765) first flew on 10 December 1953. Selling for $61,500, 464 were built before replaced in 1962 by the H18. Powered by 450hp P&W R-985 Wasp Jr engines they were nine-place.

The 1959 G18S were an improved E18S with two-piece windshield and a large center cabin window. One hundred and fifty-six were built.

The last of the model 18 were the 1962 H18 ten-place. One hundred and forty-nine were built, priced at $179.500.

Beech H18 Panel

Progressive improvements continued throughout the production of 754 Super 18s, the last examples of the final Model H18 version being built during 1969. The H18 Super-Liner is an advanced version with more engineering improvements than any previous model, including electric cowl flaps, a redesigned exhaust system, lightweight props, and automatic oil coolers.

In September 1963 Beech introduced optional factory-installed retractable tricycle landing gear which had been developed by Volpar Inc. of Los Angeles, California. Some other options include fuel injection, air conditioning, an autopilot and weather radar.
Post-war production of the Model 18 finally come to an end in with the tri-gear H18S Super 18 leaving the factory in 1969. In 1969, the last 10 planes were sold to Japan, ending a 32-year production cycle.

In total, the Beech 18 line had 32 variants, and more than 9,000 civil and military planes had been built when the last one (a Super 18H) rolled off the assembly line on 26 November 1969, accounting for the longest production run in aviation history.

Beech D18S Rausch “headroom” conversion N8186H
Pacific Airmotive Super 18S N36068

In 1940 Volpar offered conversion of Beechcraft 18 to executive light transport with tricycle or conventional gear, redesigned nose, custom interior etc.

Volpar 18 NC19452
C-45G N8823Z

Volpar also offered conversions of standard Beech 18s to Volpar Turbo 18 standard, with tricycle landing gear and TPE331 turboprop engines kits, and also the lengthened turboprop-powered 15-passenger Volpar Turboliner, first flying in December 1964. Conversions offered by other manufacturers have included the nine-passenger Dumod I and 15-passenger Dumod Liner retaining the original Pratt & Whitney R 985 radial piston engines, offered by Dumod Corporation with larger windows and glass-fiber control surfaces; and Pacific Airmotive Corporation’’ 10-passenger PAC Tradewind and turboprop-powered PAC Turbo Tradewind. The Tradewind, a re-manufactured D-18, offering tricycle gear, new windscreen, increased fuel capacity and other updated equipment.

Volpar Super 18 NC343V
Pacific Airmotive Tradewind

Available from Hamilton Aviation in late 1981 were the Hamilton Westwind II STD and Westwind III turboprop-powered conversion of 17-and eight-passenger capacity respectively. The Westwind III was powered by 579 ehp United Aircraft of Canada turboprops.
In production for over 32 years, more than 9100 airplanes in 32 variants were built.

Around 1960 Rausch Engineering modified Beech 18 with a tricycle undercarriage and extended nose. The cabin windows were altered in shape and the fuselage deepened.

Rausch Engineering modified Beech 18

In 1964 Conrad International Corp offer an FAA certified re-worked C-18S, Certified at 10,200 MTOW, modifications at Ft. Lauderdale included tricycle gear, oval passenger windows, airstair door, cargo door and executive interior for nine passengers.

Gallery

18
Engines: two 320hp Wright
Wingspan: 47’8″
Length: 31’11”
Seats: 4-11

18A
Engines: 2 x Wright R-760-E2, 320 hp / 239kW
Useful load: 2400 lb
Max speed: 202 mph
Cruise: 167 mph
Cruise: 55 mph
Range: 800 mi
Crew: 2
Passengers: 6

Beechcraft A-18A
1940
Engines: 2 x Wright Whirlwind, 350 hp
Wingspan: 47 ft 8 in
Length: 34 ft 3 in
Height: 9 ft 5 in
Empty weight: 4600 lb
MAUW: 7500 lb
Cruise: 205 mph
Range: 1200 mi
Crew: 1-2
Max passengers: 9

18B
Engines: 285hp Jacobs
Useful load: 2580 lb
Max speed: 190 mph
Cruise: 180 mph
Stall: 56 mph
Range: 900 mi
Seats: 8

B18S / C-45C / F-2 / RC-45A / UC-45 / JRB-1

JRB-2

D18C Expeditor
Engines: 2 x Continental

A18D / SA18D
Engines: 330hp Jacobs
Length: 31’11”
Useful load: 2864 lb
Max speed: 205 mph
Cruise: 195 mph
Stall: 59 mph
Range: 800 mi
Seats: 8-10

C18S Expediter
1944 (ATC 757)
Engines: 450hp P&W Wasp
Wing span: 47’8″
Length: 34’6″
Useful load: 2900 lb
Max speed: 230 mph
Cruise: 210 mph
Stall: 65 mph
Range: 1000 mi
Seats: 7-10

18R
Engines: 2 x 420hp Wright R-975

18S
Engines: 450hp P&W Wasp
Length: 34’3″
Useful load: 2450 lb
Max speed: 240 mph
Cruise: 220 mph
Stall: 60 mph
Range: 1000 mi
Seats: 8

D18C Feeder Twin
Engines: 525hp Continental
Length: 34’2″
Useful load: 3450 lb
Max speed: 240 mph
Cruise: 224 mph
Stall: 68 mph
Range: 900 mi
Seats: 9

18D
1938
Engines: 2 x Jacobs L-6, 300 hp / 246kW
Wingspan: 47 ft 8 in
Length: 31 ft 11 in
Height: 9 ft 5 in
Empty weight: 4336 lb
MAUW: 7200 lb
Cruise: 195 mph
Range: 800 mi
Crew: 1-2
Max passengers: 9

D18S
Engines two 450-hp Pratt & Whitney R-985-AN-14B Wasp Junior.
Gross Wt. 8750 lbs.
Empty Wt. 5770 lbs.
Fuel capacity 206-286 USG.
Wing Span: 47ft 7in (14.5m)
Length: 32ft (9.74m)
Height: 9ft 8in (2.95m)
Top speed: 230 mph.
Cruise: 211 mph.
Stall: 77 mph.
Initial climb rate 1190 fpm.
Range 985 sm.
Ceiling 20,500 ft.
Takeoff distance (50’) 1760 ft.
Landing distance (50’) 1460 ft.
Seats 5-7.

E18S
Engines: 2 x Pratt & Whitney R-985, 450 hp.
Prop: Hamilton Standard Constant speed 95 in.
Pwr loading: 17.7 lbs/hp.
Wing span: 49 ft 8 in.
Wing area: 310 sq.ft.
Wing loading: 31.2 lbs/sq.ft.
Length: 35 ft 2.5 in.
Height: 10 ft 5 in.
Seats: 5 pax.
Crew: 2.
MTOW: 9700 lbs.
Max ldg wt: 9400 lbs.
Empty wt: 5910 lbs.
Fuel cap: (Std) 198 USG, (with aux.) 318 USG.
Max cruise: 214 mph.
Maneuvering speed: 153 mph.
Stall, clean: 93 mph, Flap & U/c: 84 mph.
Vmc: 94 mph.
T/o dist: 1455 ft, (50 ft) 1980 ft.
Ldg dist: 1036 ft, (50 ft) 1850 ft.
ROC S/L: 1410 fpm.
SE ROC: 255 fpm.
Service ceiling: 21,000 ft.
SE Service ceiling: 7750 ft.
Max endurance @ 155 mph, std fuel, no res: 4.2 hr, 651 sm.
Max range with aux fuel, no res: 6.7 hr, 1038 sm.

C-45 Expeditor / 18S
Engines: 2 x 450 h.p. Pratt & Whitney R985-AN-1
Wingspan: 47 ft. 8 in.
Length: 33 ft. 11.5 in.
Loaded weight: 8,727 lb.
Max. Speed: 218 m.p.h.
Ceiling: 26,000 ft.
Typical range: 1,200 miles at 160 m.p.h. at 5,000 ft. with normal load.
Seats: 2 plus 6 passengers.

E18S Super 18
Engines: 2 x Pratt & Whitney R-985-14-ANB
Empty weight: 6150 lb
Loaded weight: 9300 lb
Max speed: 234 mph at 5000 ft
Cruise: 207 mph at 5000 ft
ROC: 1250 fpm
Wingspan: 49 ft 8 in
Length: 35 ft 2.5 in
Height: 9 ft 6 in
Wing area: 361 sq.ft

H18S Super 18
Engines: 2 x Pratt & Whitney R-985-AN-14B, 336kW
Take-off weight: 4491 kg / 9901 lb
Empty weight: 2651 kg / 5844 lb
Fuel capacity: 198-318 USG
Wingspan: 15.15 m / 49 ft 8 in
Length: 10.73 m / 35 ft 2 in
Height: 2.84 m / 9 ft 4 in
Wing area: 33.51 sq.m / 360.70 sq ft
Max. speed: 354 km/h / 220 mph
Cruise speed: 298 km/h / 185 mph
Stall: 87 mph
Initial climb rate: 1400 fpm
Ceiling: 6525 m / 21400 ft
Range: 3060 km / 1901 miles
Takeoff distance (50’) 2072 ft.
Landing distance (50’) 1850 ft.
Seats 9-10
Undercarriage: tri-gear

Beechcraft UC-45 Expeditor
Engines: 2 x Pratt & Whitney R-985-AN-1 Wasp Junior radial, 450hp each.
Length: 34.15ft (10.41m)
Width: 47.67ft (14.53m)
Height: 9.68ft (2.95m)
Maximum Speed: 224mph (360kmh; 194kts)
Maximum Range: 1,181miles (1,900km)
Rate-of-Climb: 1,850ft/min (564m/min)
Service Ceiling: 26,017ft (7,930m)
Accommodation: 2 + 8
Empty Weight: 6,173lbs (2,800kg)
Maximum Take-Off Weight: 7,496lbs (3,400kg)

C-45A / F-2A / RC-45A / UC-45A
Range: 850 mile (with 2,500 pounds of cargo or six pax).

C-45B Expediter I / UC-45B / JRB-3

C-45F Expediter II / Expediter III / F-2B / RC-45A / UC-45F / JRB-4
Seats: 7

AT-7 Navigator / T-7 / C-45D / SNB-2
Navigation trainer.
Engines: 2 x 336-kW (450-hp) R-985-25
Seats: 3.

AT-7A / T-7A
Engines: 2 x 336-kW (450-hp) R-985-25
Undercarriage: floats

AT-7B / T-7B / C-45E
Number built: 9

AT-7C Navigator / T-7C / SNB-3
Engines: 2 x R-985-AN-3

AT-11
Engine: 2 x Pratt & Whitney R-985-14B

AT-11 Kansan / Kansas / T-11 / SNB-1
six/seven-seat bombing and gunnery trainer
Engines: 2 x Pratt & Whitney R-985-AN-1, 336kW (450 hp)
Span: 14.50m (47ft 8in).
Length: 10.41 m (34ft 2in).
Height: 9 ft. 7 3/4 in
Max T/O weight: 3959 kg (8,727 lb).
Max speed: 215 mph at sea level.
Cruising speed: 150 mph
Operational range: 850 miles
Service Ceiling: 20,000 ft
Bomb load: 1000 lb
Armament: 2 x 7.62mm (0.3-in) machine-guns
Original Cost: $67,000

AT-11A / T-11A
Navigation training conversion of AT-11.
Engines: 2 x R-985-AN-1

C-45G
Engines: 2 x R-985-AN-3, 450 hp
Empty weight: 5,785 lb (2624 kg)
Loaded weight: 9,000 lb (4082 kg)
Span: 47 ft 7 in (14.5 m)
Length: 33 ft 11 in (10.3 m)
Height: 9 ft 3 in (2.8 m)
Wing Area: 349 sq ft (32.4 sq m)
Undercarriage: tailwheel.

C-45H Expeditor
Engines: Two Pratt & Whitney R-985, 450 hp
Span: 47 ft 8 in
Length: 34 ft 2 in
Height: 9 ft 2 in
Max weight: 9,300 lb
Maximum speed: 219 mph
Cruising speed: 150 mph
Range: 1,140 miles
Service Ceiling: 18,200 ft
Original Cost: $57,838

UC 45J
Undercarriage: tricycle

CQ-3 / DC-45F
Drone-directors converted from UC-45Fs

SNB-2

SNB-2C

SNB-2H

SNB-2P

SNB-3Q

SNB-5

SNB-5P

TC-45J
Trainer

RC-45J Expediter
Photographic role

Volpar Turboliner II / Beechcraft 18
Engines: 2 x Garrett TPE 331-1-101B, 705 shp.
Seats: 17
Wing loading: 30.75 lb/sq.ft.
Pwr loading: 8.15 lb/hp.
Max TO wt: 11,500 lb.
Empty wt: 6820 lb.
Equipped useful load: 4442 lb.
Payload max fuel: 206 lb.
Range max fuel/cruise: 2041 nm/7.7 hr.
Service ceiling: 24,000 ft.
Max cruise: 243 kt.
Vmc: 84 kt.
Stall: 80-84 kt.
1.3 Vso: 104 kt.
ROC: 1500 fpm.
SE ROC: 225 fpm @ 111 kt.
SE ceiling: 13,000 ft.
Min field length: 3245 ft.
Fuel cap: 2025/3654 lb.

Volpar Turbo 18 / Beechcraft 18
Engines: 2 x Garrett TPE 331-1-101B, 705 shp.
Seats: 9.
Wing loading: 27.51 lb/sq.ft.
Power loading: 7.3 lb/hp.
Max TO wt: 10,286 lb.
Empty wt: 6200 lb.
Equipped useful load: 3844 lb.
Payload max fuel: 190 lb.
Range max fuel/cruise: 1822 nm/6.5 hr.
Service ceiling: 26,000 ft.
Max cruise: 253 kt.
Vmc: 85 kt.
Stall: 77-80 kt.
1.3 Vso: 100 kt.
ROC: 1700 fpm.
SE ROC: 560 fpm @ 109 kt.
SE ceiling: 14,000 ft.
Min field length: 2380 ft.
Fuel cap: 2025/3654 lb.
Undercarriage: tricycle

Dumod I
Engines: Pratt & Whitney R 985 radial
Passenger capacity: 15

Dumod Liner
Engines: Pratt & Whitney R 985 radial
Passenger capacity: 15

Hamilton Westwind II STD
Engines: 2 x 579 ehp United Aircraft of Canada turboprops
Passenger capacity: 17

Hamilton Westwind III
Engines: 2 x 579 ehp United Aircraft of Canada turboprops
Passenger capacity: 8

Pacific Airmotive Corp Tradewind
Engines Two 450hp P&W R-985-AN-4
Wingspan: 47’3″
Length: 37’9″
Useful load: 2200 lb
Max speed: 240 mph
Cruise speed: 219 mph
Stall sped: 78
Range: 1110-2000 mi
Ceiling: 17,000′
Passenger capacity: 10
Undercarriage: tricycle

Pacific Airmotive Corp Turbo Tradewind
Engine: 2 x turboprop
Undercarriage: tricycle

E18S Super 18

Beechcraft 16     

TerryLeave a comment

The Beech model 16 was an experimental all-metal low-wing light trainer produced around 1945/1946(?).

Described as a low wing light training aircraft with all-metal construction.

Certificate of airworthiness for N9716Q (16, MD-1) was issued 3 August 1970.

The prototype, registered N9716Q MSN MD-1 to Beech Aircraft Corp, Wichita, KS, first flew on June 12, 1970 and was the only one built.

The civil registration, N9716Q, cancelled on 5 November 1980.

Bee Aviation Honey Bee

TerryLeave a comment

The Wee Bee of 1949 was followed by the larger V-tailed Honey Bee, which first flew on 12 July 1952.

The all-metal Honey Bee features a cantilever wing and a V-tail with combined elevators and rudder.

First flying on 12 June 1952, an Approved Type Certificate was issued on 17 December 1953.

Engine: Continental A65, 65 hp
Wingspan: 28 ft
Length: 16 ft 10 in
Height: 7 ft 8 in
Empty weight: 610 lb
Loaded weight: 860 lb
Max speed: 120 mph
Cruise: 110 mph

Bee Aviation Wee Bee

TerryLeave a comment

The Wee Bee was built in 1949, with the pilot in a prone position. Designed by Ken S. Howard, the Wee Bee had three instruments in front of the pilot. The control stick is reached by armholes in the fuselage and the rudder pedals are operated by feet.

In 1948 test pilot William Bouck flew it to 25 ft during take off tests at Gillespie Field, San Diego. By December 1948, about 12 flights had been made.

Initially it had a tail wheel gear. The original WeeBee had a Righter S-2-45 (military O-45) engine while a replica is quoted as having a Kiekhafer engine.

This aircraft was destroyed in a fire that also destroyed the San Diego Aerospace Museum in 1978.

Engine: Righter S-2-45 (military O-45), 18 hp
Wingspan: 15 ft
Length: 13 ft
Empty weight: 170 lb
Fuel cap: 2 Imp.Gal
Range: 90 mi

Bedunkovich LK-4 / NIAI-4

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LK-4-3

Among the light aircraft created in the early years of the Second Five Year Plan of the USSR stands a small airplane built by a group of engineers from the Fleet Civil Aviation of Leningrad. The Bedunkovich LK-4 (Leningrad Combined – 4) / NIAI-4 (Russian: Бедункович ЛК-4 (НИАИ-4)) training aircraft designed and built in Leningrad in 1934 at the GVF Air Science-Research Institute in Leningrad (later Academy of Civil Aviation).

The aircraft could, depending on its wing configuration, be used for the different stages of pilot training, lowering production and operating costs.

The designer was the 30-year-old engineer Anatoli Georgevich Bedunkovich and, by keeping the same fuselage and exchanging the wing configuration, the LK-4 could be converted into four aircraft with different performance and behaviour. This made it an ideal model for the preparation of pilots, since with a single aircraft the entire course program could be covered, thus saving not only the number of aircraft, but also the costs related to maintenance.

The LK-4 was designed as a tandem two-seater with basically wood construction with fabric covering in the rear region of the fuselage, wings and tail.

The wings were conceived in the form of easily removable individual fixed rope consoles, with a double wooden stringer structure. The upper wing was supported by a cabin-like structure located in the forward part of the fuselage, in front of the cockpit and featured two rigid struts located parallel to each side. The upper plane featured louvered ailerons. Removable plywood flaps designed to reduce landing speed were included in the basic version. A little later on the lower planes, adjustable louver flaps were installed.

The tail unit was of the conventional monoplane type with the horizontal stabilizers braced by struts.

The LK-4 was powered by a 100 hp M-11 radial engine fitted with a Townend ring and driving a two-bladed propeller.

The landing gear was of a fixed type with rubber shock absorbers. The main landers were linked by a bar and featured single wheels with aerodynamic drop-shaped fairings. A fixed skid was located in the tail.

The crew members were in tandem, with the student in the front seat. The cabin equipment was similar to that of the U-21 training aircraft.

LK-4 / LK-4-1
The main or basic version was known simply as LK-4, although in many sources it is named LK-4-1. This sesquiplane device was extremely easy to pilot and was designed for basic training. The upper wing featured large offset and the addition of flaps. This wing was located in a sunshade composition on a cabin-type structure and was braced to the fuselage structure by a pair of parallel rigid struts. The lower wing had a cantilever configuration.

The LK-4-1 was characterized by its great stability in the air and did not go into a spin or stall even in the face of the grossest errors of the students. The empty weight reached 565 kg, while the take-off weight was 790 kg.

Version LK-4-2

LK-4-2

This version was also conceived for basic training, but its piloting was slightly more demanding than that of the LK-4-1 model. The model maintained the sesquiplan configuration but the upper plane lacked offset and did not present the flaps. To achieve this, the upper plane was moved backwards and the lower plane was fixed in an advanced position.

This model was characterized by the ease in the exit of the bit and was able to carry out almost all the high school piloting figures, except the Inmelman due to the lack of motor power

Version LK-4-3

LK-4-3

This third version was configured in the form of a high-wing monoplane with a sunshade braced by uprights. The lower wing was removed.

This model was much more demanding in piloting and only those students who had passed the basic preparation stages qualified for its flight. Cruising speed was also higher as a result of decreased aerodynamic drag.

Version LK-4-4
The fourth version was designed for advanced training and featured a monoplane configuration with a low-set wing. In this configuration, the aircraft, both visually and due to its behaviour, was close to the new models of monoplane fighters. This version was quite demanding in the flight technique and for this reason it was only intended for the final stage of the preparation program.

All the transformations were designed to be carried out by the technical personnel of operational aerodromes.

The LK-4 was a collaboration between the LARM (Leningradskie Avioremontnie Masterskie or Leningrad Aviation Repair Shops) and the NIAI. The model was built and successfully tested in 1934 at the NII GVF facilities. During the tests in which 40,000 km were covered, a maximum speed between 150 and 180 km / h was obtained depending on the configuration and a ceiling between 3300 and 4500 meters. These results led the GVF to request serial production of the model.

The LK-4 in a parasol wing monoplane version successfully participated in two competitive flights for light aircraft. Between 1934 and 1936 the aircraft was widely used in the GVF system but the long-awaited series production never materialized.

LK-4-1 – Basic Training Version
Powerplant: 100 hp М-11
Upper plane span: 9.0 m
Lower plane span: 5.7 m
Length: 7.0 m
Wing area: 20.0 m²
Empty weight: 565 kg
Maximum takeoff weight: 790 kg
Fuel + oil weight: 45 kg
Maximum load capacity: 225 kg
Wing loading: 39.5 kg / m²
Power load: 7.9 kg / hp
Weight delivery: 28.45%
Maximum speed: 157 km / h
Landing speed 60 km / h
Ascent time to 1000 m: 6 min
Ascent time to 2000 m: 15.1 min
Ascent time to 3000 m: 30 min
Practical ceiling: 3300 m
Endurance: 2 h
Range: 250 km
Spin time: 21s
Take-off run: 70 m
Landing run: 100 m
Accommodation: 2

LK-4-2 – Sesquiplan version
Powerplant: 100 hp М-11
Upper plane span: 9.0 m
Lower plane span: 5.7 m
Length: 7.0 m
Wing area: 20.0 m²
Empty weight: 558 kg
Maximum takeoff weight: 783 kg
Fuel + oil weight: 45 kg
Maximum load capacity: 225 kg
Wing loading: 39.2 kg / m²
Power load: 7.83 kg / hp
Weight delivery: 28.72%
Maximum speed: 168 km / h
Landing speed 70 km / h
Ascent time to 1000 m: 6 min
Ascent time to 2000 m: 15.3 min
Ascent time to 3000 m: 30 min
Practical ceiling: 3300 m
Endurance: 2 h
Range: 280 km
Spin time: 20s
Take-off run: 80 m
Landing run: 150 m
Accommodation: 2

LK-4-3 – High wing version
Powerplant: 100 hp М-11
Wingspan: 9 m
Wing area: 13 m²
Length: 7 m
Empty weight: 517 kg
Maximum takeoff weight: 742 kg
Fuel + oil weight: 45 kg
Maximum load capacity: 225 kg
Wing loading: 57 kg / m²
Power load: 7.42 kg / hp
Delivery weight:% 30.3
Maximum speed: 177 km / h
Landing speed 80 km / h
Ascent time to 1000 m: 5 min
Ascent time to 2000 m: 13 min
Ascent time to 3000 m: 21.5 min
Practical ceiling: 4500 m
Endurance: 2 h
Range: 300 km
Spin time: 18s
Take-off run: 90 m
Landing run: 170 m
Accommodation: 2

LK-4-4 – Low wing version
Powerplant: 100 hp М-11
Wingspan: 9.7 m
Wing area: 13 m
Length: 7 m
Empty weight: 510 kg
Maximum takeoff weight: 735 kg
Fuel + oil weight 45 kg
Maximum load capacity: 225 kg
Wing loading: 56.6 kg / m²
Power load: 7.35 kg / hp
Delivery weight: 30.6%
Maximum speed: 180 km / h
Landing speed: 90 km / h
Ascent time to: 1000 m: 4.6 min
Ascent time to: 2000 m: 10 min
Ascent time to: 3000 m: 20.2 min
Practical ceiling: 3,815 m
Endurance: 2 h
Range: 300 km
Spin time: 24s
Take-off run: 130 m
Landing run: 220 m
Accommodation: 2

Bedunkovich P-3 / LIG-5

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Bedunkovich P-3 (LIG-5) (Russian: Бедункович П-3 (ЛИГ-5)) light training aircraft was designed in 1936 as a development of the LK-4. The aim was to build a single model destined for aviation schools and which would be capable of covering all the stages of preparation of young military pilots in reconnaissance aircraft, biplane fighters and monoplanes. This was intended to lower operating and maintenance costs and reduce the number needed for training. This model was also known as LIG-5 according to the internal numbering of the Leningrad Civil Aviation Fleet Institute.

The change from one version to another was achieved by modifying the wing composition and quantity. The P-3 could be converted into three different versions of the trainer:

P-3 two-seater sesquiplane
Designed as a reconnaissance trainer, this version, due to its characteristics, was quite close to the Polikarpov R-5 reconnaissance biplane. A synchronized firing machine gun was installed on the aircraft through the propeller, an annular mount in the rear cockpit, and underwing mounts for four practice bombs. The cabin equipment included a radio station and a camera.

P-3 single-seat biplane
Designed as a biplane hunting trainer. This version was obtained by disassembling the upper center plane section together with the braces. The consoles of the upper wing were fixed one to the other and the braces were tensioned. A biplane box was obtained with the upper wing type parasol braced and the lower cantilever. The rear cabin was closing.

P-3 single-seater monoplane
Conceived as a monoplane hunting trainer. This model was obtained by eliminating the upper wing in the biplane configuration and replacing the tail empennage. You got an aircraft somewhat similar to the Polikarpov I-16.

The P-3 was designed as a two-seater tandem aircraft built primarily of wood. The powerplant selected was the 330 hp MG-31F engine.

The wing composition varied depending on the version. The wings were constructed of wood with a fabric covering. The cantilever-type lower plane featured trailing edge mechanization and was fixed in all versions. The upper wing was made up of a centroplane and two consoles braced by uprights that were shaped depending on the type of training.

With a detachable monoplane tail structure, it featured conventional type landing gear with tail skid and fixed main landings with aerodynamic fairings.

The construction of the prototype was developed in the workshops of the LII GVF. The aircraft was ready by the summer of 1936 and by February 1937 it had successfully passed factory tests. It was decided to carry out the state tests in Moscow, and airlift it to Moscow. During the flight and due to a pilot error, the plane had an accident in which it was destroyed. It was decided not to rebuild it.

P-3 in sesquiplan configuration
Powerplant: 330 hp MG-31F
Wingspan: 10.6 m
Wing area: 30 m²
Length: 7.5 m
Empty weight: 1100 kg
Maximum takeoff weight: 1560 kg
Fuel + oil weight: 220 kg
Maximum load capacity: 460 kg
Wing loading: 52 kg / m²
Power load: 4.73
Delivery weight: 29.5%
Maximum speed: 210 km / h
Landing speed 80 km / h
Autonomy: 3 h
Range: 500 km
Accommodation: 2

P-3 in biplane configuration
Powerplant: 330 hp MG-31F
Wingspan: 9 m
Wing area: 26 m²
Length: 7.5 m
Empty weight: 960 kg
Maximum takeoff weight: 1260 kg
Fuel + oil weight: 110 kg
Maximum load capacity: 300 kg
Wing loading: 48.4 kg / m²
Power load: 3.82
Delivery weight: 23.8%
Maximum speed: 220 km / h
Landing speed 75 km / h
Autonomy: 1.5 h
Range: 280 km
Accommodation: 1

P-3 in low wing monoplane version
Powerplant: 330 hp MG-31F
Wingspan: 9 m
Wing area: 14 m²
Length: 7.5 m
Empty weight: 850 kg
Maximum takeoff weight: 1150 kg
Fuel + oil weight: 110 kg
Maximum load capacity: 300 kg
Wing loading: 82 kg / m²
Power load: 3.49 kg / hp
Delivery weight: 26%
Maximum speed: 280 km / h
Landing speed 100 km / h
Autonomy: 1.5 h
Range: 300 km
Accommodation: 1

Bedson Resurgam

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Mk.II

Designed by Gordon Bedson in Australia, the Resurgam is a strut braced high wing pusher, with a fully enclosed cockpit. A true home builders aircraft, the builder has the option of building from the plans up or by purchasing pre-molded fibre glass compo¬nents and the manufactured spar, ribs and undercarriage, by which he can almost half construction time. The Resurgam has been updated and improved over the years.
The Resurgam was originally designed in 1948 to accommodate the JAP engine. A single-seat single-engined high-wing monoplane with conventional three-axis control. Wing has unswept leading and trailing edges, and constant chord; conventional tail. Pitch control by elevator on tail; yaw control by fin-mounted rudder; roll control by 58% -span spoilers (half-span ailerons optional); control inputs through stick for pitch/rod and pedals for yaw. Wing braced from below by struts; wing profile 4415; 100% double-surface. Undercarriage has three wheels in tricycle formation; suspension type wood/glass-fibre suspension on main wheels. Push-right go-right nosewheel steering connected to yaw control. Wood/aluminium-tube fuselage, partially enclosed. Engine mounted at wing height driving pusher propeller.
The front half of the two-part structure is made of spruce and plywood, while the other half consists of a triangulated structure of aluminium-alloy tubes, which supports the engine and extends rearwards to form the empennage. The centre section of the wing is attached to the front fuselage, while the remainder of the wings are attached by six pip pins to facilitate derigging, which can be achieved without breaking any control cables. Wing design consists of a single spruce-and plywood spar, to which plywood-and-foam composite ribs are attached by epoxy, with the joints strengthened by use of glass-fibre. Foam is used for leading and trailing edges, the former being glass-fibre covered and the latter by plywood.
An unusual feature of the Resurgam is that it is designed to accommodate two different roll-control systems. Spoilers are the normal fitment, operated by an aluminium-alloy torque tube which spring loads the spoiler into the closed position, but as you can see from our picture, ailerons can be incorporated instead, operated by the same torque tubes.
In the 1982 London-Paris, when a Konig-engined Resurgam tied with the Huntair Pathfinder as winner of the speed event. The Konig SC430 is a popular fitment to this aircraft, the main alternative being the Skylark MkII.
The Mk.1 and Mk.2 differ in rear fuselage construction with the Mk.2 having a single tube boom.

Engine: Skylark MkII, 24 hp/4800 rpm.
Propeller dia x pitch: 39 x 15 inch, 0.99 x 0.39 m.
Reduction: None
Max static thrust: 135 lb, 61 kg.
Power/area: 0.21 hp/sq.ft, 2.3 hp/sq.m.
Fuel capacity: 4.8 US gal, 4.0 Imp gal, 18.2 litre.
Wing span: 28.0 ft, 8.53 m.
Constant chord: 4.0 ft, 1.22 m.
Sweepback: 0 deg
Tailplane span: 8.0 ft, 2.44 m.
Total wing area: 112 sq.ft, 10.4 sq.m.
Wing aspect ratio: 7.0/1.
Nosewheel dia: 11 inch, 28 cm.
Main wheels dia: 11 inch, 28 cm.
Empty weight: 208 lb, 94 kg.
Max take-off weight: 400 lb, 181 kg.
Payload: 192 lb, 87 kg.
Max wing loading: 3.57 lb/sq.ft, 17.4 kg/sq.m
Max pwr load: 16.7 lb/hp, 7.5 kg/hp.
Load factors design: +3.8
Max level speed: 67 mph, 108 kph.
Cruising speed: 45 mph, 72kph.
Stalling speed: 30 mph, 48 kph.
Max climb rate SL: 460 ft/min, 2.3m/s.
Take-off distance 250ft, 75 m.

Engine: Konig SC430, 30 hp at 4500 rpm.
Propeller: three-blade
Reduction: Belt.
Power per unit area: 0.27 hp/sq.ft, 2.9 hp/sq.m
Wing span: 28.0 ft, 8.53 m.
Fuel capacity: 4.8 US gal, 4.0 Imp gal, 18.2 lt
Constant chord: 4.0 ft, 1.22 m.
Sweepback: 0 deg
Tailplane span: 8.0 ft, 2.44 m.
Total wing area: 112 sq.ft, 10.4 sq.m
Wing aspect ratio: 7.0/1.
Nosewheel diameter: 11 inch, 28 cm
Main wheels diameter: 11 inch, 28 cm.
Empty weight: 205 lb, 93 kg
Max take-off weight: 400 lb, 181 kg.
Payload: 195 lb, 88 kg
Max wing loading: 3.57 lb/sq.ft, 17.4 kg/sq.m.
Max power loading: 13.3 lb/hp, 6.0 kg/hp
Load factors design: +3.8.

Mk.I
Engine: Konig SD570 28hp
Wing span: 9.14m.
Length: 5.94m
Empty wt: 100kg.
MAUW: 200kg
Range: 241 km.

Mk.II
Engine: Konig 430cc-570cc 30 hp. Prop: 132cm 3-blade adj.
Wing span: 8.53 m
Wing area: 10.68 sq m.
Length: 5.64m
Empty wt: 99kg.
Fuel capacity: 19 ltr
Cruise speed: 48-55 kts.
Stall: 27 kts
Construction time: 200-350 hrs.