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Beechcraft 35 Bonanza

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1948 A35 Bonanza

First flown on 22 December 1945, The test pilot claimed there was nothing unusual in flying the V-tail. Powered by a 185 hp Continental engine, the airplane cruises at 175 mph and can achieve a maximum speed of 184 mph. Its gross weight was 2550 lb and it could carry 40 USG of fuel. The pilot’s primary complaint was that it stalled with little warning. A situation that the company remedied by installing a stall warning light as standard. Beech expected to sell the Bonanza for $7345.

Beechcraft 35 Bonanza Article

In 1971 total sales were close to the 10,000.

The Bonanza was introduced as a production model in 1947 and was labeled the Model 35. The first Bonanza 35 was delivered in 1947. In 1947, 1,299 were built. Powered by a Continental 165 hp, the top speed was 184 mph and cruise 175 mph. Subsequent aircraft were designated A35, B35, C35, etc. until the S35, after which the letter V was placed in front of the model number and the lettering process began all over again. Early models were fitted with 185-hp engines and seated four persons. In 1952, the C-model appeared with enlarged tail surfaces and a 205-hp engine. The 225-hp Continental was first used in 1954 with the E35. The H35 utilized a 240-hp engine and the J through M models were fitted with 250-hp Continentals.

1960 35M

The 35M was distinguishable by squared and cambered wingtips and other small refinements.

By 1960 more than 6000 Bonanzas had been sold since the war.

The 260-hp engine was introduced in the N35, and the 285-hp engine first appeared in 1964 in the S35.

In 1965 the USAF conducted tests with a V-tail Bonanza (model S35) that had been modified with a conventional cruciform tail unit and six wing hardpoints with the inner pylons stressed for 600 lbs and the two outer pylons on each wing stressed to 300 lbs. Testing took place at Eglin AFB, Florida.

Early-model Bonanzas are still highly competitive on the used plane market and are highly prized as personal transportation aircraft. All were four seaters until the S35, after which all have accommodations for up to six. Like other Bonanzas, the V35B model benefits from the new 15-degree flap setting and the 28-volt electrical system to support optional propeller deicing equipment. The V35B Bonanza is certificated in the utility category. This provides a 4.4 G positive manoeuvring load factor compared with 3.8 Gs for the normal category.

V35B

From 1966 to 1970, Beech built a handful of airplanes labeled the V35TC, V35ATC and V35BTC. These were turbocharged versions of the V tail Bonanza. Unfortunately, the program was nipped in the bud by the 1969 70 recession. Beech had to cut back somewhere, and the blown Bonanza was it.
At the beginning of 1972 Model V35B Bonanza 9,288 had been built.
Early 1979, Beech re entered the turbo market with a new turbocharged Bonanza, the A36TC. During the nine years between the demise of the V35BTC and the introduction of the A36TC, the normally aspirated Model 36 became the best seller in the Bonanza line, so it was logical to turbocharge it rather than bring back the V35BTC.
The most obvious physical difference between the normally aspirated A36 and the A36TC is the presence of five sets of gills and louvers on the sides of the TC’s cowling. Also, the cowl flaps have been replaced with fixed lips, as on early Debonairs. By contrast, the V35TC had an intricate arrangement of four cowl flaps. Beech originally used cowl flaps on the A36TC, too, but found them to be ineffective under certain conditions.
With its gills and louvers, along with some baffle changes, tests showed the A36TC could climb out at 110 knots (best rate of-climb speed) on a 100 degree day without overheating. Under the demanding conditions of high altitude, maximum cruise power setting and high outside air temperature, the airplane will not exceed temperature limits, even at its maximum certificated altitude of 25,000 feet. The pilot never has to touch a cowl flap or install winter baffles, and sufficient cooling is not at the expense of an excessively rich mixture. In 1979 both the normally aspirated and turbo models have extended baggage areas behind the last row of seats that will accommodate 10 cubic feet and 70 pounds of bags, equalling the Baron 58’s cabin baggage capacity. The large double doors to the rear of the cabin facilitate loading and can be removed for flight.
Production of Bonanzas of all types amounts to about 15,000, production extended over 35 years.
The Bonanza also provided the foundation for the design of the conventional tailed T 34 Mentor, for many years a primary trainer for the US and foreign services.

Gallery

Prototype
Engine: 165 hp

A35
Initial 4 seat version
Engine: Continental E-185-1, 185 hp

B35
1950

C35
1951
Engine Continental E-185-11, 205-hp
Gross Wt. 2725 lbs.
Empty Wt.1675 lbs.
Fuel capacity 39-59 USG.
Top speed 190 mph.
Cruise 180 mph.
Stall 55 mph.
Initial climb rate 1100 fpm.
Ceiling 18,000 ft.
Range 775 sm.
Takeoff distance (50’) 1375 ft.
Landing distance (50’) 970 ft.
Seats 4.

D35
1953
Engine Continental E-185-11, 205-hp Seats 4.
Gross Wt. 2725 lbs.
Empty Wt.1675 lbs.
Fuel capacity 39-59 USG.
Top mph 190.
Cruise mph 180.
Stall mph 55.
Initial climb rate 1100 fpm.
Ceiling 18,000 ft.
Range 775 sm.
Takeoff distance (50’) 1375 ft.
Landing distance (50’) 970 ft.

E-35
1954
Engine Continental E-185-11, 205-hp
Gross Wt. 2775 lbs.
Empty Wt. 1722 lbs.
Fuel capacity 39 USG.
Top mph 194.
Cruise mph 184.
Stall mph 55.
Initial climb rate 1300 fpm.
Range 775 sm.
Ceiling 19,000 ft.
Takeoff distance (50’) 1300 ft.
Landing distance (50’) 970 ft.
Seats 4.

F35
1955
Engine: Continental E-225-8, 225 hp
Wingspan: 32 ft 10 in
Wing area: 177.6 sq.ft
Length: 25 ft 2 in
Height: 6 ft 6 in
Empty weight: 1697 lb
Loaded weight: 2750 lb
Max speed: 194 mph at SL
Cruise: 184 mph at 8000 ft
ROC: 1300 fpm
Seats: 4

F35
1955
Engine: Continental E185-11, 200 hp
Wingspan: 32 ft 10 in
Wing area: 177.6 sq.ft
Length: 25 ft 2 in
Height: 6 ft 6 in
Max speed: 190 mph at SL
Cruise: 180 mph at 6000 ft
ROC: 1100 fpm
Seats: 4

G35
1956

H35
1957
Engine: Continental O-470-G, 240 hp

J35
1958
Engine: Continental O-470-C, 250 hp

K35
1959
Engine: Continental IO-470, 250 hp
TBO hrs: 1500
Fuel type: 91/96
Propeller type/diameter: CS
Landing gear type: Tri./Retr.
Max ramp weight: 2950lb
Gross weight: 2950 lb
Landing weight, std: 2950lb
Empty weight, std: 1832 lb
Useful load, std: 1118 lb
Payload, full std. fuel: 818 lb
Usable fuel: 49 US gal
Wingspan: 33 ft. 5 in.
Overall length: 25 ft. 1 in.
Height: 6 ft. 5 in.
Wing area: 177.6 sq. ft
Wing loading: 16.6 lb/sq. ft
Power loading: 11.8 lb/hp
Wheel size: 6.00 x 6 in
Seating capacity: 4
Cabin doors: 1
Cabin width: 42 in
Cabin height: 50 in
Baggage capacity: 180lb
Cruise speed 75% power @ 10,000 ft.: 150 kt
Cruise speed 75% power @ 20,000 ft.: 164 kt
Cruise speed 65% power @ 10,000ft: 141 kt
Cruise speed 65% power @ 20,000 ft: 152 kt
Max range (w/ reserve) 75% power @ 10,000 ft.: 541 nm
Max range (w/ reserve) 75% power @ 20,000 ft.: 568 nm
Fuel consumption 75% power: 19.1 US gph
Fuel consumption 65% power: 16.7 US gph
Fuel consumption 55% power: 14.0 US gph
Vs: 62 kt
Vso : 54 kt
Best rate of climb (SL): 1050 fpm
Service ceiling: 27,000 ft
Takeoff ground roll: 910 ft
Takeoff over 50-ft. obstacle: 1740 ft
Landing ground roll: 735 ft
Landing over 50-ft. obstacle: 1395 ft
Optional fifth seat

M35
1960
Squared-off wingtips

N35
1961
Engine: Continental IO-470-H, 260 hp

1961 Bonanza “N” V35
Engine: Cont IO-470 N, 260 hp
TBO: 1500 hr
Fuel Type: 100
Propeller type: CS
Landing Gear type: Tri./Retr.
Max ramp weight: 3125 lb
Gross weight: 3125 lb
Max landing weight: 3125lb
Empty weight: 1855 lb
Useful load: 1270 lb
Payload (full fuel): 826 lb
Usable fuel: 74 US gal
Wingspan: 33 ft. 6 in.
Overall length: 25 ft. 2 in.
Height: 6 ft. 5 in.
Wing area: 181 sq. ft
Wing loading: 17.3 lbs./sq. ft
Power loading: 12.0 lbs./hp
Wheel size: 6.00 x 6 in
Seating capacity: 4
Cabin doors: 1
Cabin width: 42 in
Cabin height: 50 in
Baggage capacity: 270 lb
Cruise speed 75% power @ 24,000 ft.: 170 kt
Cruise speed 65% power: 162 kt
Max range (w/ reserve) 75% power: 800 nm
Stall speed (gear, flaps up): 58 kt
Stall speed (gear, flaps down): 52 kt
Best rate of climb (SL): 1150 fpm
Service ceiling: 19,200 ft
Takeoff ground roll: 1050 ft
Landing ground roll: 650 ft

P35
1962
Engine: Continental IO-470-C, 260 hp

N-P35
Engine 260-hp Continental.
Seats 4-5.
Gross Wt. 3125 lbs.
Empty Wt. 1855 lbs.
Fuel capacity 49-78 USG.
Top speed 205 mph.
Cruise 195 mph.
Stall 60 mph.
Initial climb rate 1150 fpm.
Ceiling 19,200 ft.
Range 690-1215 sm.
Takeoff distance (50’) 1050 ft.
Landing distance (50’) 840 ft.

S35
1964
Engine: Continental IO-520-B, 285 hp
Optional 6th seat, extra cabin window, redesigned wingtips

V35
1965

V35B
Engine: Continental IO 520 BA, 285 hp.
TBO: 1,500 hrs.
Prop: Constant speed, two blade 84 in. diameter (three blade opt.).
Length: 26 ft. 5 in. / 8.05 m
Height: 7 ft. 7 in.
Wingspan: 33 ft. 6 in. / 10.21 m
Wing area: 181 sq. ft.
Wing loading: 18.8 lbs./sq.ft.
Cabin length: 8 ft 1 in / 2.46 m
Cabin width: 3 ft 6 in / 1.07 m
Cabin height: 4 ft 2 in / 1.27 m
Seats: 4 6.
Empty wt: 2,204 lbs.
Useful load: 1,196 lbs.
Payload with full fuel: 752 lbs.
Gross wt: 3,400 lbs. / 1542 kg
Power loading: 11.9 lbs/hp.
Fuel capacity, opt: 74 USG/444 lbs.
Baggage compartment cap: 270 lb / 122.5 kg
Baggage compartment volume: 35 cu.ft. / 0.99 cu.m
Minimum runway requirement: 1,870 ft.
ROC: 1,136 fpm / 346 m/min
Service ceiling: 17,500 ft. / 5335 m
Max speed: 182 kts.
Cruise (75% power @ 6,500 ft/1980m): 176 kt / 203 mph / 327 kph
Economy cruise (45 % power @ 12, 000 ft.): 142 knots.
Range (75 % power @ 6,500 ft/ 1980m, 45 minute res): 710 nm / 816 mi / 1313 km
Range (45 % power @ 12,000 ft/3660m, 45 min res): 873 nm / 100mi / 1620 km
Duration at 75 % power, no res: 4.8 hrs.
Stall speed (clean): 64 kts.
Stall speed (gear and flaps down): 55 kts.

V35B
Engine: 1 x Continental IO-520-BB, 285 hp.
TBO: 1700 hrs.
Prop: McCauley 2 blade, constant speed 84 in.
Seats: 4/5.
Wingspan: 10.21 m / 33 ft 6 in
Length: 8.05 m / 26 ft 5 in
Height: 2.31 m / 7 ft 7 in
Wing area: 16.81 sq.m / 180.94 sq ft
Wing aspect ratio: 6.2.
Max ramp wt: 3412 lbs.
Max take off wt: 1542 kg / 3400 lbs.
Standard empty wt: 2110 lbs.
Max useful load: 1302 lbs.
Max landing wt: 3400 lbs.
Wing loading: 18.8 lbs/sq.ft.
Power loading: 11.9 lbs/hp.
Max useable fuel: 444 lbs.
Climb rate: 1167 fpm @ 96 kts.
Climb gradient: 729 ft/nm.
Rate of climb @ 8000 ft: 670 fpm.
Service ceiling: 17,858 ft.
Max speed: 182 kts.
Cruise @ 65% power @ 8,000ft: 163 kts.
Fuel flow @ 65% power @ 8,000ft: 80 pph.
Endurance @ 65% power @ 8,000ft: 5.3 hr.
Stalling speed clean: 64 kts.
Stall speed gear/flaps down: 51 kts.
Turbulent air penetration speed: 134 kts.
Retractable nose wheel undercarriage.

1966 Beech V35TC Bonanza
Engine: TSIO-520D, 285hp 16,000 ft.
TBO: 1400 hr
Fuel Type: 100/100LL
Propeller type: CS
Landing Gear type: Tri./Retr.
Max ramp weight: 3400 lb
Gross weight: 3400 lb
Landing weight: 3400 lb
Empty weight, std: 2021 lb
Useful load, std: 1379 lb
Payload, full opt. fuel: 935 lb
Usable fuel: 74 US gals
Wingspan: 33 ft. 5 in.
Overall length: 25 ft. 5 in.
Height: 6 ft. 7 in.
Wing area: 181 sq. ft
Wing loading: 18.8 lb/sq. ft
Power loading: 11.9 lbs./hp
Wheel track: 9 ft. 7 in.
Wheel size: 6.00 x 6 in
Seating capacity: 4
Cabin doors: 1
Cabin width: 42 in
Cabin height: 50 in
Baggage capacity: 270 lb
Cruise speed 75% power @ 24,000 ft: 200 kt
Cruise speed 65% power @ 6,500 ft: 176 kt
Cruise speed 45% power @ 16,000 ft: 144 kt
Max range (w/ reserve) 75% power: 826 nm
Max range (w/ reserve) 65% power: 887 nm
Max range (w/ reserve) 45% power: 940 nm
Stall speed (gear, flaps up): 64 kt
Stall speed (gear, flaps down): 55 kt
Best rate of climb (SL): 1225 fpm
Service ceiling: 29,500 ft
Takeoff ground roll: 950 ft
Takeoff over 50-ft. obstacle: 1320 ft
Landing ground roll: 647 ft
Landing over 50-ft. obstacle: 1177 ft

Beechcraft 34 Twin Quad

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The Twin Quad was an unpressurized, 20-passenger entrant into the feeder-line market. The name ‘Twin Quad’ came from the two horizontally-opposed, 400hp (300kW) Lycoming GSO-580 engines buried transversely in each wing to drive a single propeller through a common gearbox. The Twin Quad also had a V-tail similar in shape to that of the Bonanza. The first flight of the prototype was on October 1, 1947, at Wichita, Kansas. Following more than a year of flight testing, it was damaged beyond economical repair in a forced landing. By then, Beech had learned that the feeder-line market could not support a new design. Even had there, the unique powerplant installation would have required considerable development to achieve the reliability needed for airline service.

Beechcraft 33 Debonair / Bonanza / U-22 / Parastu 14

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F33A

Despite large demand for the V-tailed Model 35, there were many potential buyers who considered this tail unit to be a gimmick that might present problems. To meet their needs, Beech introduced the Model 33 Debonair, following a first flight on 14 September 1959. With a conventional tail unit, and with a slightly lower-powered engine, the Debonair seated a pilot and three passengers. It represented a lower-cost version of the Bonanza, and was built and marketed in parallel until production of the Debonair, as such, ended in 1966, by when almost 1,200 had been built.

1960 33 Debonair

The Model 33 Debonair was produced in four-seat versions with a 225-hp Continental, six-cylinder engine. It had a simplified interior and less elaborate equipment than the Model 35. In 1961, the aileron and elevator trim tabs were improved; larger rear windows and a restyled cabin interior with bucket seats were featured.

Offered by Beechcraft in 1964 for European sale was a Debonair beefed up with a stronger empennage, horizontal stabiliser, rudder cables and vertical stabiliser to meet British requirements for a three-turn spin.

In 1966, the option of a 285-hp powerplant was added.

In 1967, the Debonair name was dropped and the subsequent aircraft, now a part of the Bonanza family, were simply designated E33, F33 and G33. During these years all model numbers ending in “A” featured the 285-hp Continental. All others retained the 225-hp engine.

The Debonair was replaced in 1967 by the Model E33 Bonanza, a four/five-seat version that was virtually identical to the V-tail Model 35, except for the provision of a conventional tail unit with sweptback vertical surfaces. This version, in F33A standard and F33C aerobatic/utility versions, remained available in late 1989, by which time production of Model 33 Debonairs/Bonanzas was approaching a total of 3,000. Examples of these aircraft have been used for civil or military training by organisations that include the air force of Iran, Lufthansa, the Mexican navy, the Netherlands government, Pacific Southwest Airlines, and the Spanish air ministry/air force.

F33A Bonanza

The Bonanza F33C is an aerobatic version of the Bonanza F33A.

Spains’s EdA used the F.33C Bonanza designated E.24.

In 1972, the G33 was introduced with a 260-hp Continental. In 1980 only the F-33A remained in production. Since its introduction as the Beechcraft Debonair, more than 2230 Model 33s have been produced. New standard features for all Bonanza models are a 15-degree approach flap setting and a 28-volt electrical system. The approach flaps are identical to the Baron models and will allow for a maximum extension speed of 175 mph. The new electrical system speeds up the landing gear cycle and allows Bonanzas to be equipped with propeller deicing. Also, all Bonanzas will offer increased oxygen capacity.

Around 1967 the US military used militarized, supercharged Debonair with increased wingspan and wingtip tanks adapted to surveillance duties in Vietnam, relaying information to tactical fighters and gunships as the U-22. Six, 68-10531/10536, were used as unmanned, radio-controlled drone version as QU-22A, and 69-7699, 70-1535/1548 as -22B.

Beech QU-22B 69-7699

The civil D33 N5847K was used in 1970 by USAF testing in the PAVE COIN program as ground-attack as the YAU-22A 70-7859.

The Islamic Republic of Iran Air Force staff of the logistic-support command repair centre developed the Parastu-14 (Persian: پرستو ۱۴‎) as a training aircraft for the Iranian Air Force from Beechcraft F33 Bonanza.

Parastu 14

Parastu-14 trainer aircraft was introduced during an unveiling ceremony in “Hunting base of Shahid Major General Pilot Hossein Lashgari” in September 2013, and was added to Iran’s military air-force.

Gallery

A33 Debonair
Engine: Continental IO 470-J, 225-hp.
Gross Wt. 2900 lb
Empty Wt. 1730 lb
Wing span: 33.5 ft (10.2m)
Fuel capacity 64 USG
Top speed: 195 mph.
Cruise speed: 185 mph.
Stall: 60 mph.
Initial climb rate: 930 fpm.
Range: 650 sm.
Ceiling: 17,800 ft.
Takeoff distance (50’) 1288 ft.
Landing distance (50’) 1298 ft.
Seats 4/5.

1963 Debonair B33
Engine: Continental IO-470-K, 225 hp
TBO hours: 1500
Fuel type: 80/87
Propeller type: CS
Landing Gear type: Tri./Retr.
Max ramp weight: 3000 lb
Gross weight: 3000 lb
Landing weight: 3000 lb
Empty weight, std: 1745lb
Useful load, std: 1255lb
Usable fuel, std: 74US gal
Payload, full std. fuel: 811 lb
Wingspan: 32 ft. 10 in.
Overall length: 25 ft. 6 in.
Height: 8 ft. 3 in.
Wing area: 177.5 sq. ft
Wing loading: 16.9 lb/sq. ft
Power loading: 13.3 lb/hp
Seating capacity: 4
Cabin doors: 1
Cabin width: 42 in
Cabin height: 50 in
Cruise speed, 6,500 ft 75% pwr: 161 kts
Max range (w/ res) 55% power: 991 nm
Stall speed (flaps up): 62kt
Stall speed (flaps down): 52kt
Best rate of climb, SL: 960 fpm
Service ceiling: 18,400 ft
Takeoff ground roll: 982 ft
Takeoff over 50 ft. obstacle: 1288 ft
Landing ground roll: 643 ft
Landing over 50 ft. obstacle: 1298 ft

1966 Debonair C33A
Engine: Continental IO-520-B, 285 hp
TBO: 1700 hours
Fuel type: 100
Propeller type: CS
Landing Gear type: Tri./Retr.
Max ramp weight: 3300 lb
Gross weight: 3300 lb
Landing weight: 3300 lb
Empty weight, std: 1888lb
Useful load, std: 1412lb
Payload, full std. fuel: 968lb
Usable fuel, std: 74 USgal
Wingspan: 32 ft. 10 in
Overall length: 27 ft. 6 in.
Height: 8 ft. 7 in
Wing area:181 sq. ft
Wing loading: 20.2 lbs./sq. ft
Power loading: 12.2 lbs./hp
Seating capacity: 6
Cabin doors: 2
Cabin width: 3 ft. 6 in.
Cabin height: 4 ft. 2 in.
Cruise speed @ 6,500 ft 75% power: 174 kt
Max range (w/ res) 55% power: 939 nm
Stall speed (flaps up): 63 kt
Stall speed (flaps down): 53kt
Best rate of climb: 1200 fpm
Service ceiling: 18,300 ft
Takeoff ground roll: 880 ft
Takeoff over 50 ft. obstacle: 1225 ft
Landing ground roll: 625 ft
Landing over 50 ft. obstacle: 1150 ft

1968 E33A Bonanza
Engine: Continental IO-520-B/-BA, 285 hp
TBO: 1700 hr
Fuel type: 100/100LL
Propeller type: Hartzell /CS
Landing gear type: Tri./Retr.
Max ramp weight: 3300 lb
Gross weight: 3300 lb
Landing weight: 3300 lb
Empty weight, std: 1915 lb
Useful load, std: 1385 lb
Useful fuel: 80 US gal
Payload, full std. fuel: 945 lb
Wingspan: 32 ft. 10 in.
Overall length: 25 ft. 6 in.
Height: 8 ft. 3 in.
Wing area: 177.6 sq. ft
Wing loading: 18.6 lbs./sq.ft
Power loading: 11.6 lbs./hp
Wheel size: 6.00 x 6 in
Seating capacity: 5
Cruise speed: 75% power: 174 kt
Vso: 53 kt
Best rate of climb, SL: 1200 fpm
Service ceiling: 18,300 ft
Takeoff ground roll: 880 ft
Takeoff over 50-ft. obstacle: 1225 ft
Landing ground roll: 625 ft
Landing over 50-ft. obstacle: 1150 ft

F33A
Engine: 1 x Continental IO-520-BB, 285 hp.
TBO: 1700 hrs.
Prop: McCauley 2 blade, constant speed 84 in.
Seats: 4/5.
Length: 26.7 ft.
Height: 8.3 ft.
Wingspan: 33.5 ft.
Wing area: 181sq.ft.
Wing aspect ratio: 6.2.
Max ramp wt: 3412 lb
Max take off wt: 3400 lb
Standard empty wt: 2125 lb
Max useful load: 1287 lb
Max landing wt: 3400 lb
Wing loading: 18.8 lbs/sq.ft.
Power loading: 11.9 lbs/hp.
Max useable fuel: 444 lb
Climb rate: 1167 fpm @ 96 kt
Climb gradient: 729 ft/nm.
Rate of climb @ 8000 ft: 670 fpm.
Service ceiling: 17,858 ft.
Max speed: 182 kts.
Cruise @ 65% power @ 8,000ft: 163 kts.
Fuel flow @ 65% power @ 8,000ft: 80 pph.
Endurance @ 65% power @ 8,000ft: 5.3 hr.
Cruise speed (75% power): 199mph.
Maximum range (75% power): 956mi.
Equipped payload (750 miles fuel, 75% pwr): 895 lb
Stalling speed clean: 64 kts.
Stall speed gear/flaps down: 51 kts
Turbulent air penetration speed: 134 kt
Retractable nose wheel undercarriage
Cabin width (elbow to elbow): 45.0in.

G33
1971
Shorter span wings
Engine: Continental IO-470-N, 260 hp

H33 Bonanza
Engine: Cont. O-470-G, 240hp
Propeller type/diameter: Beechcraft 278 CS/84 in.
Landing Gear type: Tri./Retr.
Gross weight: 2900 lb
Landing weight :2900 lb
Empty weight, std: 2046 lb
Useful load, std: 854lb
Wingspan: 32 ft. 10 in.
Overall length: 25 ft. 1 in.
Height: 6 ft. 6 in.
Wing area:177.6 sq. ft
Power loading: 12.1 lbs./hp
Wheel size, mains: 6.5 x 8 in
Seating capacity: 4
Cabin doors: 1
Baggage capacity: 270 lb
Cruise speed 75% power @ 7500 ft: 165 kt
Cruise speed 65% power @ 11.500 ft.: 160 kt
Cruise speed 55% power @ 12,500 ft.: 150 kt
Max range (w/ reserve) 75% power @ 7500 ft: 610 nm
Max range (w/ reserve) 65% power @ 11,500 ft: 621 nm
Max range (w/ reserve) 55% power @ 12,500 ft: 665 nm
Fuel consumption (gph @ .42 lbs./hp/hr. sfc) 75% power @ 7500 ft.:13.2
Fuel consumption (gph @ .42 lbs./hp/hr. sfc) 65% power @ 11,500 ft.:11.4
Fuel consumption (gph @ .42 lbs./hp/hr. sfc) 55% power @ 12,500 ft.:9.4
Estimated endurance (65% power with 1-hr. reserve): 3 hrs. 54 mins.
Stall speed (dirty): 50 kts
Best rate of climb: 1250 fpm
Service ceiling: 19,800 ft
Takeoff ground roll: 705 ft
Takeoff over 50 ft. obstacle: 1320 ft
Landing ground roll: 925 ft
Landing over 50 ft. obstacle: 1530 ft

QU-22
Engine: TCM GTSIO-520

A36
1968
Engine: Continental IO-520-BA, 285 hp
Wing span: 33 ft 6 in / 10.21m
Length: 27 ft 6 in / 8.38m
Cabin length: 10 ft 11 in / 3.39m
Cabin width: 3 ft 6 in / 1.07m
Cabin height: 4 ft 2 in / 1.27m
Empty equipped weight: 2096 lb / 951 kg
MTOW: 3600 lb / 1633 kg
Baggage capacity 400 lb / 181 kg
Max cruise 75% 6500ft/1980m: 170 kt / 196 mph / 315 kph
Max ROC SL: 1015 fpm / 309 m/min
Service ceiling: 16,000 ft / 4875 m
Range 55% at 12,000ft/3660m with opt fuel: 769 nm / 886 mi / 1425 km + res
Seats: 6

A36 Bonanza

Beechcraft XA-38 Destroyer / 28

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The XA-38 was a developmental twin-engine heavy fighter produced by Beech. Only two XA-38 prototypes were ever built with the project ultimately shelved at the end of the war.

The United States Army Air Force entered into a contractual agreement with Beech Aircraft in December of 1942 after considering the company’s Beechcraft Model 28. The contract called for two initial prototypes to be built as the XA-38 to fulfill a requirement replacing the Douglas A-20 Havocs then in service. This new aircraft would have to exceed in all areas the A-20. The XA-38 achieved first flight on May 7th, 1944 with Beech test pilot Vern Carstens at the controls, from the Beech airfield in Wichita, Kansas. It was then flown to Elgin Field in Florida to undergo testing with the US Army.

Beech XA-38 Destroyer Article

Design of the XA-38 centered around the large 75mm cannon armament mounted in the nose. The cannon was positioned as such that the barrel protruded from the nose cone assembly of the all-metal airframe. The fuselage was of a conventional design featuring a forward cockpit area and a rear gunner station and fit together as four main sections for ease of maintenance and repairs. Wings were mid-mounted monoplane airfoil of NACA-2300 series, joining the fuselage to each side of the cockpit and designed with a heated leading edge and surfaces. On the wings were twin Wright R-3350-53 radial engines of 2,700 horsepower each, driving three-bladed, constant speed Hamilton Standard propellers. Cooling was provided for through circular cowlings and controlled via automatic flaps. The engine nacelles were fitted to the wing leading edges. The empennage was conventional and featured a horizontal tailplane with two vertical tail fins. The undercarriage was a typical “tail dragger”, with two forward single-wheeled landing gears and a single-wheeled tail system – all fully retractable via hydraulics with a backup pneumatic emergency system. Crew accommodations was the pilot and a gunner under separate glazed canopies. The gunner sat in a dorsal position on the empennage.

While the primary armament of the XA-38 was its nose-mounted 75mm cannon (the entire forward nose section was hinged to open upwards for easy access to the cannon), this was augmented by 6 x .50 caliber Browning air-cooled heavy machine guns. Two were fitted to the lower forward nose section in a forward-firing fixed position while the remaining four were placed in dorsal and ventral General Electric remote-controlled turrets (two machine guns to a turret). These turrets were tracked via periscope sights by the gunner in his rear cabin. Additional external stores could be carried. With its accessible hinged nose assembly, the XA-38 was envisioned to fit other adaptable armament systems.

The XA-38 posted stable flight characteristics but was most notable for her top speed. Her speed was comparable to the single-engine fighters of her day. The XA-38 fell by the wayside as the B-29’s took her engines, the need for dedicated attack craft dwindles and the war came to its inevitable close a year later. It is known that one of the XA-38 prototypes fell the way of the scrap yard while the whereabouts of the other prototype are unknown.

Beechcraft XA-38 Destroyer (Model 28)
Engines: 2 x Wright GR-3350-43 Cyclone radial, 2,300 hp each.
Length: 15.76 m / 51 ft 8 in
Wingspan: 20.45 m / 67 ft 1 in
Height: 5.33 m / 17 ft 6 in
Maximum Speed: 370mph (595kmh; 321kts)
Maximum Range: 1,625miles (2,615km)
Service Ceiling: 27,800 ft
Armament: 1 x 75mm T15E1, 6 x 12.7mm Browning machine guns
External stores: 2,000lbs
Crew: 2
Hardpoints: 2
Empty Weight: 22,481lbs (10,197kg)
Maximum Take-Off Weight: 36,330lbs (16,479kg)

Beechcraft 26 / AT-10 Wichita

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The expansion of US training facilities in 1941 created a need for trainer aircraft to conserve raw materials, notably aluminium and magnesium alloys, would have to be needed for first-line types.

Built as the model 25 prototype, Beech’s T.A. Wells engineering team evolved the Beech Model 26, which was the first all-wood trainer to be accepted by the US Army Air Force, designated AT-10 Wichita. The design avoided the use of compound curves and of hot moulding processes for the structure’s sub-assemblies, allowing them to be sub-contracted to non-specialist wood-working firms: 85 per cent of the airframe was manufactured on this basis, with final assembly by Beech.

Metal airframe parts were limited to engine nacelles and cowlings, and panelling around the cockpit section. The wooden fuel tanks were lined with synthetic rubber. For operation as a multi-engined conversion trainer, the Wichita was equipped with dual controls and an autopilot, and entry to the cockpit was via rearward-sliding side windows.

The AT-10 was powered by two 220kW Lycoming R-680-9 engines, and by 1943 Beech had completed four contracts, for 150, 191, 1,080 and 350 aircraft respectively, bringing the total built at Wichita to 1,771. The last of these was delivered on 15 September 1943. Beech then supplied engineering and production data to the Globe Aircraft Corporation of Dallas, Texas, so that an additional 600 could be manufactured.

Engines: 2 x Lycoming R-680-9 radial, 295 hp /220kW
Take-off weight: 2781 kg / 6131 lb
Loaded weight: 2155 kg / 4751 lb
Wingspan: 13.41 m / 43 ft 12 in
Length: 10.46 m / 34 ft 4 in
Wing area: 27.68 sq.m / 297.94 sq ft
Max. speed: 319 km/h / 198 mph
Ceiling: 5150 m / 16900 ft
Range: 1239 km / 770 miles

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     

TerryLeave a comment
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

TerryLeave a comment
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 17 Staggerwing

TerryLeave a comment
Beechcraft D17S

By 1931 Beech resurrected a cabin biplane design started by engineer Ted Wells at Travel Air but rejected by that company’s Curtiss-Wright owners. Aimed at the business executive end of the private owner market — a bold move at the height of the Depression — was the Beech Model 17, continuing the by now-defunct Travel Air series numbers which had ended at CW-16. Apart from its compact dimensions, the four-to-five-seat radial-engine biplane had the unusual layout of its top wing set behind the bottom. This negative or backward stagger arrangement offered several advantages over the more common forward stagger, providing an elegant solution to such problems as pilot visibility and undercarriage location, as well as providing good stall and recovery characteristics.

Beechcraft 17 Staggerwing Article

On paper, the 17 promised to be an airplane of outstanding performance for any category, let alone a four-place commercial biplane. A top speed of 200 mph and landing speed of 60 was what they were looking for. The powerplant would be a 420 hp Wright R-975-E2 radial with a Smith controllable prop. While the narrow landing gear was basically fixed, it has enormous streamlined fairings that al¬lowed room for the wheels themselves to retract 0.15m (6in) in flight. The basic structure was welded steel tube, largely fabric-covered; the braced tail unit was conventional; but with a non-swivelling tail-wheel.

Rather than having a neutral stagger the upper wing stacked directly above the lower wing or a positive stagger, with the upper wing leading, as it did on most biplanes, the 17 had a negative stagger: the lower wing was almost 26 inches farther forward than the upper one. The unique wing configuration had three immediate advantages. Visibility had always been a problem with biplanes and high wing monoplanes, but with the upper lead¬ing edge so far back, the pilot had an excellent view. There was an aerodynamic benefit, too: the center of lift of the upper wing was behind the center of gravity, and that of the lower wing was in front of the CG. The lower wing let go first in an approach to a stall, and since the upper wing was still flying, the rearward cen¬ter of lift would automatically bob the nose down, the plane would pick up speed, and the lower wing would be flying again. At the time, this docile stall was an unusual feature for an airplane of such high performance.

A third benefit of the lower wing’s for¬ward position was that it allowed the gear to be wing mounted rather than attached to the fuselage with drag producing struts and brac¬es. This foresight led to the complete retrac¬tion of the gear into the wing and belly, begin¬ning with the B17 model in 1934.

The nickname Staggerwing was soon coined and shows no signs of going away after almost 65 years. The airframe broke no new structural grounds, having wooden wings and steel tube load-bearing fuselage with wooden formers to carry the aerodynamic shape, all but the forward fuselage covered in fabric. Cessna let his old partner use part of the Cessna plant, temporarily closed by the Depression, to begin building Beechcrafts. Careful attention to streamlining achieved Walter Beech’s specifications of 200 mph top speed while landing at 60 mph, a speed range unknown in 1932, on the 420 hp of a Wright R-975 Whirlwind. On 4 November 1932, six months after the factory opened, test pilot W H “Pete” Hill flew the number one Model 17R, NC499N, at a top speed clocked at 201.2 mph.

Beech 17R NC499N

NC499N was destroyed in a crash on 10 December 1936. In its first two years, the Beech Aircraft Company sold just one airplane, NC58Y. Beech demonstrated the 17R to Tom Loffland who ran a Tulsa oil drilling outfit and had shown an interest during the construction stage. He paid a large deposit and also paid the Beech payrolls while it was being constructed. Work started on the second Model 17 early in 1933, and by July that year the finished aircraft was delivered to its new owner. For his first hundred hours in the airplane, the pilot reported laconically, he had very little idea where it was going during takeoff or landing. It was returned to Beech Co as a trade in mid-1935 and reportedly dismantled

The airplane would have to be improved. As a first step just to see what would happen, he advertised the plane, which already had 420 hp, as available also with the 700 hp Wright Cyclone engine. What happened was an order for one such model from a worsted mill in Maine. Beech built the airplane, but just running up the engine shook the airframe so badly that it continually broke weld joints. In the air it was smoother, and could hit 250 mph, which was faster than any fighter of the time. The pilot who flew it for the customer was given one hundred days to live by his friends, but he confounded them by flying it safely for a year. Thereafter it was sold to Howard Hughes, in whose service it was cracked up on takeoff in the 1937 Bendix Race.

The preproduction model, the A17F with fixed undercarriage, was fitted with a 690-hp Wright R-1820-F11 Cyclone, but although the basic design would appear to give stable flight characteristics, the horsepower was excessive, resulting in “porpoising” due to the short fuselage. There were four fixed gear 17s built – ¬the two 17Rs, an A17F and an A17FS. The A17FS powered with an SR-1820-F3 super-charged Cyclone engine of 710 hp. All stood on tall, stiff, narrow gear and had short coupled fuselages. It was a beautiful airplane in the air but it was very touchy taking off and landing If you were just a second off your timing on the use of the rudder, you were in trouble.

The word on the plane’s high speed spread quickly, and it got a reputation as a hot ship. This notoriety, plus its ground handling characteristics, didn’t help sales. You might also note that the A17F and A17FS had modest little Wright Cyclone engines of 690 and 710 hp, respectively. They went 250 mph, though faster than many military ships and in the air were said to be just as sweet as all models of the Staggerwing were. The A17F, incidentally, was owned at one time by a well known pilot named Howard Hughes.

Meanwhile, Waiter Beech reversed direction, and designed a lightweight, low powered Staggerwing, the B model.

The first production model, built from March 1934 to 1936, was the B17 powered by a 285-hp JacobsR-830-1 L-5 (B17B), a 285-hp Wright R-760-E1 Whirlwind (B17E), a 225-hp Jacobs R-755 L-4 (B17L) or a 420-hp Wright R-975-E2 or 450 hp E3 (B17R). Wingspan was reduced to 32 feet and electrically operated flaps replaced the split rudder for landing drag, but the biggest change was to the undercarriage; a wider, shorter and which now retracted, again by electrical means but with hand-crank backup, folding inwards to house the wheels under the forward fuselage. Other changes included the use of wooden wing spars instead of metal, and a different airfoil. This machine was much more accurately tuned to the market in those still depressed times, and Beech at last began to sell Staggerwings: 18 in 1934 and twice that in 1935 when business began to pick up, as it did for everyone. The Staggerwing had finally achieved commercial success. Commercial success was helped when B17R G-ADLE piloted by H.L.Farquhar completed a 21,332 mile around the world flight in 1935.

Structurally, the Staggerwing uses a mixture of materials and methods. The fuselage has a basic framework of welded steel tube over which is a web of wooden formers and stringers to shape the fabric covering. The wings are all wood: wood spars, wood truss ribs, and, again, fabric skin. The landing gear em¬ploys big metal springs instead of oleos, and is electrically operated. The structure proved strong, except for an era of flutter failures of the top wing, which Beech cured by aileron balancing and plywood stiffening for the wing tips.

The 1936 C model Staggerwing gained a shorter landing gear and had the flaps on the lower wing to improve ground handling which was still a little hairy. A negative four degree angle of incidence was introduced to the tailplane to keep the tail down while landing. Other than these changes, the C17 was identical to the B17, including the choice of engines (with the C17B, E, L and R having the same engines as the respective B17s). Walter Beech never lost an opportunity to market his airplane.

Staggerwings were regularly seen at air shows and did well in racing. The 1936 New York to Los Angeles Bendix cross country race was won by Louise Thaden and copilot Blanche Noyes in a C17R, in 14 hours 44 minutes.

Introduced in 1936 (to 1937), more than 60 C17 were made, but the following year the D17 brought in a number of changes. The most obvious was a rear fuselage extension of 18 inches, while the windscreen profile was altered and the tailplane made a cantilever unit. By now the peripatetic flaps had migrated to their final place on the bottom wing and the ailerons, of similar shape and length, were on the top, while the wings had a new NACA 23012 section and plywood covering outboard of the I-struts. Toe brakes replaced the unloved Johnson bar.

The D17 was built with a range of engines starting with the D17A with 350 hp Wright R-975-E2, followed by the D17R with a 420 hp Wright R-975-E2.

D17S

The most popular model was the D17S introduced in 1937, with a 420-hp Pratt & Whitney R-985 Wasp Junior nine-cylinder, air-cooled radial engine, built from 1937 to 1945. The D-17-S obtained its type certificate on 16 July 1937. 66 of the D-17-S had been sold by the time the US entered WW2.

Wartime production of USAAF UC-43 Traveller (based on the D-17S) and USN GB-1s and GB-2s amounted to 412.

When in 1939 the US Army Air Corps needed a small communications aircraft, the excellent performance of the Model 17 resulted in the procurement of three Model D17s for evaluation under the designation YC-43.

However, it was not until expansion of the USAAF began during 1941-2 that an initial production order for 27 was received, this leading to a total procurement of 207 Beech 17s under the designation UC-43, these being powered by the 336kW Pratt & Whitney R-985-AN-1 engine. After the United States became involved in World War II, an additional 118 civil Model 17s were impressed for military service, and comprising D17R, D17S, F17D, E17B, C17R, D17A, C17B, B17R, C17L, and D17W variants under the respective designations of UC-43A, UC-43B, UC-43C, UC-43D, UC-43E, UC-43F, UC-43G, UC-43H, UC-43J and UC-43K.

The US Navy had acquired a single example of the Staggerwing as early as 1939. This was a 1937 civil C17R which became designated JB-1 [0801]. The designation GB-1 applied to 10 more, equivalent to the civil D17, acquired in 1939 and, later, to eight civil D17s impressed for military service, plus 63 from USAAF inventory [1589/1595, 1897]. Wartime procurement totalled 342 GB-2s (first flying in 1941), of which 105 were supplied to the UK under Lend-Lease, used primarily by the Royal Navy which named them Traveller, a name adopted also by the US Navy, and the RAF. Some went to Brazil.

Beech 17R assembly line

The E17, built from 1937 to 1944, and the F17, built for the military from 1938 to 1944, were cheaper versions powered by Jacobs with strut-braced tailplane. A 1940 price list shows that an E17B went for $12,380, while the higher ¬powered D17S listed at $18,870. The price in 1936 was $14,500.

The last in the series was the G17 built from 1946 to 1948. The postwar model was the G17S. Based on the D17S with Pratt & Whitney R-985 Wasp Junior, it was fitted with enclosed gear fairings, cowl flaps, a longer windshield, larger vertical fin, and the engine was moved forward 12 inches with a longer, low-drag engine cowl and more modern disc brakes. At 9700 feet, pulling 65 per cent power, the G17 exceeds 200 mph. Most of the time it cruises at 53 per cent power and 185 mph, burning around 22 gph, with its 450-hp radial. Six fuel tanks (one in each wing, one forward fuselage tank, and one rear fuselage tank) carry 170 gallons to yield a seven-hour endurance or 1300-mile range. Approximately 20 G17 models were built and sold new for $29,000.
Its labour-intensive production methods worked against it, especially when Beechcraft introduced its Model 35 Bonanza at only $8,000. Only 20 of the final model were made in 1946, but were not assembled and sold until orders were received over the next two years. The last G17S, serial number B20, assembled from parts in Texas, flew in 1949.

Beech G17 NC21934

In all, a total of 781 Staggerwings were built, of which 353 were commercial and 105 to USAF and 320 to USN, excluding 20 built in Japan as C17E.

Gallery

Beech 17
Wingspan: 32ft 10in
Wing area: 273 sq.ft.
Empty wt: 1600 lb
Normal useful load: 1130 lb.
Normal MAUW: 2730 lb
Max speed: 175 mph.
Cruise: 152 mph
Landing speed: 45 mph.
Climb with full load: 1100 fpm
Service ceiling: 15,000 ft.
Power loading: 14 lb/hp.

17R / 17A
1932 ATC 496
Engine: Wright R-975 Whirlwind, 420 hp.
Wing span: 34’4″
Length: 24’2″
Useful load: 1800 lb
Max speed: 201 mph
Cruise speed: 180 mph
Stall speed: 60 mph
ROC: 1,600 fpm
Ceiling: 21,500 ft.
Range: 960 mi
First flight: 4 Nov 32
Price: $19,000

A17F / A17J
1934 (ATC 548)
Engine: Wright R-1820-F11 Cyclone, 690 hp.
Wingspan: 34’6″
Length: 24’2″
Max speed: 240 mph
Cruise speed: 212 mph
Stall speed: 65 mph
Useful load: 1915 lb
Range: 780 mi
Ceiling: 18,500′
U/C: fixed.
Price $24,500
No. built: 1 NX/NC/NR12583
purchased by Howard Hughes

Beech A17F NC12583

A17FS
1935 (ATC 577)
Engine: Wright SR-1820-F3 Cyclone, 710 hp.
Wingspan: 34’6″
Length: 24’3″
Max speed: 235 mph
Cruise speed: 215 mph
Stall speed: 65 mph
Range: 750 mi
Ceiling: 20,000′
U/C: fixed.
Price: $30,000
No built: 1 registered by Beech NR12569
transferred to the Bureau of Commerce as NS68
Dismantled c.1937

Beech A17FS NS68

B17B / SB17B
1934 (ATC 560)
Engine: Jacobs R-830-1 (L-5), 285-hp
Wingspan: 32 ft
Length: 24’6″
Useful load: 1300 lb
Max speed: 185 mph
Cruise speed: 173 mph
Stall speed: 45 mph
Range: 500 mi
Ceiling: 18,000′
U/C: retractable.
Price: $9,000
No built: 2 NC14408, CZ116
CZ116 converted to B17L
SB17B was the twin-float designation

B17E
1935 (ATC 566)
Engine: Wright R-760-E1 Whirlwind, 285-hp
Wingspan: 32 ft
Length: 24’5″
Useful load: 1263 lb
Max speed: 185 mph
Cruise speed: 165 mph
Stall speed: 50 mph
Range: 680 mi
Ceiling: 18,000′
U/C: retractable.
Price: $12,980
No built: 4, NC12593, NC14413, NC14458, NC15412
NC14413 converted to B17R

B17L / SB17L
1934 (ATC 560)
Engine: Jacobs R-755 L-4, 225-hp.
Wingspan: 32 ft.
Useful load: 1350 lb
Max speed: 166 mph / 282 kph
Cruise: 130 kt / 150 mph.
Stall speed: 39 kt / 45 mph / 72 kph
Range: 560 mi
Ceiling: 15,500′
U/C: retractable.
Price: $8,000-8,550
No built: 45
the first Staggerwing on floats, SB17L

Beech SB17L NC15402

B17R / UC-43H
1935 (ATC 579)
Engine: Wright R-975-E3 Whirlwind, 420-hp.
Wingspan: 32 ft.
Useful load: 1362 lb
Max speed: 211 mph
Cruise speed: 202 mph
Stall speed: 55 mph
Range: 760 mi
Ceiling: 22,000′
U/C: retractable.
Price: $14,500
No built: 16
3 to USAAF as C-43H
1 converted from B17E, NC14413

Beech B17R NC15815

C17B / SC17B / UC-43G
1936 (ATC 602)
Engine: Jacobs L-5, 285 hp
Wing span: 32’0″
Length: 24’5″
Max speed: 185 mph
Cruise speed: 165 mph
Stall speed: 45 mph
Range: 480-680 mi
Price: $9,250
No built: 39, including conversions to C17L, of which 10 to USAAF as UC-43G
1 built as experimental amphibian NC16440
SC17B was twin-float version

Beech C17B NC47024
Beech SC17B NC17078

C17E
1936 (ATC 615)
Engine: Wright R-760-E1, 285 hp
Useful load: 1550 lb
Max speed: 185 mph
Cruise speed: 165 mph
Stall speed: 48 mph
Range: 865 mi
Seats: 4
No built: 3, NC15487 plus 2 exported to Japan in 1937, incl. NC15836/J-BAOI
Japanese construction under license of 20 C17Es from 1938-40

Beech C17E Japanese assembly

C17L / UC-43J
1936 (ATC 602)
Engine: Jacobs L-4, 225hp
Wing span 32ft
MAUW 3165lbs
Useful load: 1340 lb
Max speed: 175mph.
Cruise speed: 166 mph
Stall speed: 45 mph
Range: 560 mi
Price: $8,550
Seats: 4
U/C: retractable
No built: 5, of which 3 to USAAF as UC-43J, 1 converted to C17B, NC16441

Beech C17L NC15846

C17R / UC-43E / JB-1
1936 (ATC 604)
Engine: Wright R-975-E2, 420 hp
Wingspan: 32’0″
Length: 24’5″
Useful load: 1650 lb
Max speed: 211 mph
Cruise speed: 185 mph
Stall speed: 59 mph
Range: 800 mi
Seats: 4
U/C: retractable
Price: $14,500
No built: 17 of which 1 to USN as JB-1, and five to USAAF as UC-43E
Winner of 1936 Bendix Trophy [NC15835] (p: Louise Thaden & Blanche Noyes)
SC17R with Edo ponyoons.

Beech C17R N15835

D17 / GB-1

D17A / UC-43F
1939 (ATC 713)
Engine: Wright R-975-3, 350 hp
Wingspan: 32’0″
Length: 26’11”
Useful load: 1733 lb
Max speed: 180 mph
Cruise speed: 170 mph
Stall speed: 50 mph
Range: 850 mi
Price: $16,350
Seats: 4
U/C: retractable
No built: 8, of which 1 to USAAF as UC-43F
First of the lengthened fuselage models (D-17 through E-17)

Beech D17A NC582

D17R / UC-43A
1937 (ATC 638)
Engine: Wright, 420 hp
Wingspan: 32’0″
Length: 26’11”
Useful load: 1680 lb
Max speed: 211 mph
Cruise speed: 202 mph
Stall speed: 60 mph
Range: 825 mi
Seats: 4
U/C: retractable
Price: $18,870
No built: 28, of which 13 to USAAF as UC-43A, plus 2 conversions from D17W – NC17081, NR18562

D17S / UC-43B / SD17S / GB-1
1937 (ATC 649)
Engine: Pratt &Whitney R 985-AN-1 Wasp Junior, 424 hp
Span: 32ft (9.75m)
Wing area: 296.01 sq.ft / 27.5 sq.m
Wing load: 15.79 lb/sq.ft / 77.0 kg/sq.m
Length: 25ft 9in (7.85m)
Height: 10.236 ft / 3.12 m
Max take off weight: 4681.2 lb / 2123.0 kg
Weight empty: 3084.8 lb / 1399.0 kg
Max speed: 212mph (341kmh)
Cruising speed 65%: 148 kt / 274 km/h / 202 mph
Vne: 256mph.
Stall: 61 mph.
Service ceiling: 19997 ft / 6095 m
Range: 840 miles (1350 km)
Seats: 4
U/C: retractable
Price: $18,870
No built: about 50, of which 13 to USAAF as UC-43/UC-43B, 11 to USN as GB-1
SD17S was floatplane
The last D17S NC34R became prototype for G17S

Beech SD17S NC18562

D17W / UC-43K / GB-1
1937
Engine: supercharged P&W R-985-SC-G Wasp, 525-600 hp
Seats: 4
U/C: retractable
No built: 2
1 for Jacqueline Cochran to set speed and altitude records in 1937-38 – NX/NR18562
1 for Frank Hawks, NC17081, later repowered with 420hp Wright R-975
Both converted to D17R, the NX/NR18562 serving in USAAF as UC-43K, NC17081 serving in USN as GB-1

Beech D17W NC18562

E17B / UC-43D / SE17B
1937 (ATC 641)
Engine: Jacobs L-5, 285 hp
Wingspan: 32’0″
Length: 25’11”
Useful load: 1270 lb
Max speed: 188 mph
Cruise speed: 177 mph
Stall speed: 50 mph
Range: 700 mi
Seats: 4-5
U/C: retractable
Price 1937: $10,490
Price 1939: $12,380
No built: about 52, of which 31 to USAAF as UC-43D

E17L
1937 (ATC 641)
Engine: Jacobs L-4, 225 hp
Useful load: 1335 lb
Max speed: 175 mph
Cruise speed: 166 mph
Stall speed: 50 mph
Seats: 4
U/C: retractable
No built: about 3 – CF-BHA, NC17071, NC18785
Similar to E17B

Beech E17L N41663

F17D / UC-43C
1938 (ATC 689)
Engine make/model: 915-cu Jacobs L6MB, 330 hp
Wingspan: 32 ft
Length: 25 ft 11.5 in.
Height: 8 ft
Wing area: 296.5 sq. ft
Max gross weight: 3550–3590lb
Empty weight, std: 2155lb
Fuel capacity: 125 USgals
Wing loading: 10.75 lbs./hp
Seating capacity: 6
Cruise speed: 182 kts
Max speed: 195 mph
Cruise speed: 18 mph
Stall speed: 50 mph
Range: 600 sm
Rate of climb: 1300 fpm
Service ceiling: 18,000 ft
U/C: retractable
Upper-wing ailerons, lower-wing flaps
Price: $13,980
No built: about 60, of which 38 to USAAF as UC-43C

Beech F17D NC50256

G-17S
1946 (ATC 779)
Engine: 1 x Pratt & Whitney R-985-AN-4 Wasp Junior, 336kW / 450 hp
Max Take-off weight: 1928 kg / 4251 lb
Empty weight: 1270 kg / 2800 lb
Useful load: 1,450 lbs.
Wingspan: 9.75 m / 32 ft 0 in
Length: 8.15 m / 26 ft 9 in
Height: 2.44 m / 8 ft 0 in
Wing area: 27.65 sq.m / 297.62 sq ft
Max. speed: 341 km/h / 212 mph
Max cruise (65% @ 9,700ft.): 175 kts.
Cruise speed: 298 km/h / 185 mph
Normal cruise (53% @ 9,500 ft.): 161 kts.
Stall: 60 mph
Fuel consumption @ normal cruise: 22 USG/hr.
Range @ normal cruise, no res: 1,242 nm.
Seats: 4-5
Fuel capacity: 170 USgals
Initial climb rate: 1,500 fpm
Service ceiling: 20,000 ft
Takeoff distance, 50 ft.: 1,130 ft
Landing distance, 50 ft.: 980 ft
Baggage capacity: 125 lbs.
Endurance: 7 hour
Range: 1300 sm
Price: $29,000
U/C: retractable
No built: 17 to 20
Post-war model, and last of the “Staggerwings,” the final one built in 1949 – NC80321

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.