Beechcraft Model 18

Model 18
Ex RCAF Beech Expeditor 3TM, restored with
USAAC markings, in 2019
General information
TypeTrainer, transport aircraft and utility aircraft
National origin
United States
ManufacturerBeech Aircraft Corporation
StatusIn service
Primary usersUnited States Army Air Forces
Number built9,000+
History
Manufactured1937–1970
Introduction date
1937
First flight15 January 1937

The Beechcraft Model 18 (or "Twin Beech", as it is also known) is a 6- to 11-seat, twin-engined, low-wing, tailwheel light aircraft designed and manufactured by the Beech Aircraft Corporation of Wichita, Kansas. Continuously produced from 1937 to November 1969 (over 32 years, a world record at the time), over 9,000 aircraft were built, making the Model 18 one of the world's most widely used light aircraft. It was sold worldwide as a civilian executive, utility, cargo aircraft, and passenger airliner on tailwheels, nosewheels, skis, or floats, and also saw use as a military aircraft.

The Model 18 was developed during the mid-to-late 1930s, primarily as a compact business aircraft and regional airliner. The prototype made its maiden flight on 15 January 1937 and gained type certification only seven weeks later. During and after World War II, over 4,500 Beech 18s were used for various military purposes, including as a light transport, light bomber (for China), aircrew trainer (for bombing, navigation, and gunnery), photo reconnaissance, and "mother ship" for target drones—including United States Army Air Forces (USAAF) C-45 Expeditor, AT-7 Navigator, and AT-11 Kansan; and United States Navy (USN) UC-45J Navigator, SNB-1 Kansan, and others. In World War II, over 90 percent of USAAF bombardiers and navigators were trained in these aircraft.

Production of the type for military purposes ended shortly after the end of World War II, the company transitioning entirely onto civil production by October 1945. During the early post-war era, the Beech 18 was the pre-eminent "business aircraft" and "feeder airliner". Besides carrying passengers, its civilian applications included aerial spraying, sterile insect release, fish stocking, dry-ice cloud seeding, aerial firefighting, airmail delivery, ambulance service, numerous movie productions, skydiving, freight, weapon- and drug-smuggling, engine testbed, skywriting, banner towing, and stunt aircraft. Many Model 18s are privately owned, around the world, with 240 aircraft in the U.S. still on the Federal Aviation Administration Aircraft Registry in August 2017.

Design and development

Beech 18 on floats in Manitoba, 1986
Beechcraft AT-11 over the West Texas prairies, around 1944
Private Beech H18 with the optional tricycle undercarriage visiting Lannion, France

During the mid 1930s, Beechcraft management speculated that sufficient demand would exist for a new design, referred to as the Model 18. It was envisioned as a twin-engine transport aircraft, capable of seating between six and eight passengers dependent upon configuration, that would be suitable both as a business aircraft and a small regional airliner, the latter being viewed as a relatively small niche of the market due to few feeder lines existing at that time. Furthermore, the Model 18 would be designed so that it could be readily converted to be used for several military applications as well as to haul cargo. The decisions to proceed was issued in late 1935 and preliminary works commenced thereafter, which was headed by aeronautical engineer Theodore Wells. To accommodate the anticipated volume, the company's main production facilities were expanded around this time.[citation needed]

The design team investigated several different airfoils, which included a series of wind tunnel tests performed at Wichita State University, before selecting the 23000 series airfoil developed by the National Advisory Committee for Aeronautics, which possessed acceptable lift-drag profile when flying at low airspeeds and produced relatively safe stall characteristics. Furthermore, the wingroot featured an angle of incidence that progressively lessened toward the wingtips in combination with a gentle twist to the chord between the root and the wingtip that produced a smooth airflow over the ailerons (thereby retaining roll control during stalls), achieving acceptable aerodynamic performance during both landings and take-offs. The wings were furnished with electrically actuated flaps; the retraction mechanism for the undercarriage was also electrically actuated.

The resulting aircraft was fairly conventional for the era, including twin radial engines and all-metal semimonocoque construction. The flight control surfaces, such as the ailerons, elevator and rudders, were composed of aluminum alloy but covered in cotton fabric. One of the less conventional features of the aircraft was its twin-tailfin configuration. While typically outfitted with a tailwheel undercarriage, it could be interchangeably equipped with either skis or float-landing gear. The Model 18 can be mistaken for the larger Lockheed Electra series of airliners, which closely resemble it.[citation needed]

On 5 January 1937, the Model 18 prototype made its maiden flight from the company's facility in Wichita, Kansas; its construction had begun 13 months earlier. For the subsequent flight test programme, experienced personnel were borrowed from the airline Transcontinental and Western Air. On 4 March of that same year, it received type certification, clearing the aircraft to enter civil service, although only six production standard aircraft would be produced that year and deliveries would not commence until 1938. Following the completion of flight testing, Walter Beech personally flew the prototype on numerous demonstration flights; it performed a tour across both the United States and Canada as part of publicity efforts with the goal of driving sales of the type.

Early orders for the type typically came from charter airlines, including those based overseas, as well as a few corporations seeking executive aircraft. Furthermore, as early as January 1939, the US government took an interest in the type, initially to perform photo reconnaissance. Throughout World War II, military orders for the type took precedence over the company's commercial activities. Shortly after the Surrender of Japan, which ended the conflict, military production ceased. Beechcraft transitioned back to full-rate commercial aircraft production by October 1945. Numerous refinements and improvements were incorporated around this time, including revised landing gear, brakes, and tires that, in conjunction with other structural modifications, increased the aircraft's maximum weight capacity.

Early production aircraft were powered either by a pair of 330-hp (250-kW) Jacobs L-6s or 350-hp (260-kW) Wright R-760Es; at the time, these were the only engines available that satisfied the designer's requirements. Many aircraft, such as the D18S variant, were powered by two 450-hp (336-kW) Pratt & Whitney R-985 "Wasp Junior" nine-cylinder radial engines, paired with Hamilton Standard constant speed propellers. The Model 18 has used a variety of engines and has been subject to a number of airframe modifications to increase both gross weight and speed. At least one aircraft was modified to use 600-hp (447-kW) Pratt & Whitney R-1340 "Wasp" powerplants. With the added weight of about 200 lb (91 kg) per engine, the concept of a Model 18 fitted with R-1340 engines was deemed unsatisfactory due to the weakest structural area of the aircraft being the engine mounts.

On 10 December 1953, the prototype of the improved Super 18 made its first flight. In 1955, deliveries of the Model E18S commenced; the E18S featured a fuselage that was extended 6 in (150 mm) higher for more headroom in the passenger cabin. All later Beech 18s (sometimes called Super 18s) featured this taller fuselage, and some earlier models (including one AT-11) have had this modification. The Model H18, introduced in 1963, featured optional tricycle undercarriage. Unusually, the undercarriage was developed for earlier-model aircraft under an supplemental type certificate by Volpar, and installed in H18s at the factory during manufacture. A total of 109 H18s was built with tricycle undercarriage, and another 240 earlier-model aircraft were modified with this.

In November 1969, production of the Model 18 came to an end; the final aircraft, a Model H18, was delivered to Miyazaki Aviation College, Japan, that same year. Through the years, 32 variations of the basic design had flown, over 200 improvement modification kits were developed, and almost 8,000 aircraft were built. In one case, the aircraft was modified to a triple tail, trigear, humpbacked configuration and appeared similar to a miniature Lockheed Constellation. Another distinctive conversion was carried out by Pacific Airmotive to become the PacAero Tradewind, which featured a lengthened nose to accommodate the tricycle nosewheel, and replaced the Model 18's twin tailfins with a single fin arrangement.

Operational history

Beechcraft 18 on floats

Production got an early boost when Nationalist China paid the company US$750,000 for six M18R light bombers, but by the time of the U.S. entry into World War II, only 39 Model 18s had been sold, of which 29 were for civilian customers. Work began in earnest on a variant specifically for training United States Army Air Forces (USAAF) military pilots, bombardiers, and navigators. The effort resulted in the Army AT-7. Further development led to the AT-11 navigation trainer, C-45 military transport, and F-2 (the "F" standing for "Fotorecon", short for "photographic reconnaissance"). The United States Navy (USN) first adopted the Beech 18 as the JRB-1, equivalent to the F-2, followed by the JRB-2 transport; the JRB was initially named the Voyager, but this name did not enter common use, and JRBs were generally called Expeditors like their USAAF counterparts. The first JRB-1 obtained by the USN, bureau number (BuNo) 09771, was converted from the last civilian Model 18 built before production was earmarked solely for the military for the duration of the war. The USN subsequently obtained more Model 18s as the JRB-3 (C-45B), JRB-4 (UC-45F), SNB-1 Kansan (AT-11), SNB-2 (AT-7), and SNB-2C (AT-7C). Existing naval Twin Beeches were subsequently modified into the SNB-2H air ambulance, SNB-2P reconnaissance trainer, and SNB-3Q electronic countermeasures trainer. The United States Coast Guard acquired seven JRB-4 and JRB-5 aircraft from the USN between 1943 and 1947; they were primarily used as utility transports, with one aircraft later converted for aerial mapping and another used for proficiency flying.

After the conflict, the USAAF was reorganised into the United States Air Force (USAF), and its Strategic Air Command had Model 18 variants (AT-11 Kansans, C-45 Expeditors, F-2 Expeditors, and UC-45 Expeditors) from 1946 until 1951. In 1950, the USN still had around 1,200 JRB and SNB aircraft in inventory. From 1951 to 1955, the USAF had many of its aircraft remanufactured with new fuselages, wing center sections, and undercarriages to take advantage of the improvements to the civilian models since the end of World War II. Eventually, 900 aircraft were remanufactured to be similar to the then-current Model D18S and given new designations, constructor's numbers, and USAF serial numbers. The USN had many of its surviving aircraft remanufactured, as well, resulting in the JRB-6, SNB-5, and SNB-5P. The Coast Guard retired its JRBs in 1956 and sold most of them as surplus in 1959, but one was retained by the United States Coast Guard Reserve until at least 1972. With the adoption of the 1962 United States Tri-Service aircraft designation system, the USN's SNB-5 and SNB-5P became the TC-45J and RC-45J, respectively, later becoming the UC-45J as their primary mission shifted from aircrew training to utility transport work. The C-45 flew in USAF service until 1963, the USN retired its last UC-45J in 1972, while the U.S. Army flew its C-45s until 1976. In later years, the military called these aircraft "bug smashers" in reference to their extensive use supplying mandatory flight hours for desk-bound aviators in the Pentagon.

Beech 18s were used extensively by Air America during the Vietnam War; initially more-or-less standard ex-military C-45 examples were used, but then the airline had 12 aircraft modified by Conrad Conversions in 1963 and 1964 to increase performance and payload. The modified aircraft were known as Conrad Ten-Twos, as the maximum takeoff weight (MTOW) was increased to 10,200 lb (4,600 kg). The increase was achieved by several airframe modifications, including increased horizontal stabilizer angle-of-incidence, redesigned undercarriage doors, and aerodynamically improved wingtips. Air America then had Volpar convert 14 aircraft to turboprop power, fitted with Garrett AiResearch TPE-331 engines; modified aircraft were called Volpar Turbo Beeches, and also had a further increase in MTOW to 10,286 lb (4,666 kg).

Spar problems

The wing spar of the Model 18 was fabricated by welding an assembly of tubular steel. The configuration of the tubes in combination with drilled holes from aftermarket supplemental type certificate (STC) modifications on some of these aircraft have allowed the spar to become susceptible to corrosion and cracking while in service. This prompted the FAA to issue an Airworthiness Directive in 1975, mandating the fitting of a spar strap to some Model 18s. This led, in turn, to the retirement of a large number of STC-modified Model 18s when owners determined the aircraft were worth less than the cost of the modifications. The corrosion on unmodified spars was not a problem; it occurred due to the additional exposed surface area created through the STC hole-drilling process. Further requirements have been mandated by the FAA and other national airworthiness authorities, including regular removal of the spar strap to allow the strap to be checked for cracks and corrosion and the spar to be X-rayed. In Australia, the airworthiness authority has placed a life limit on the airframe, beyond which aircraft are not allowed to fly.

Variants

Manufacturer models

Unless otherwise noted, the engines fitted are Pratt & Whitney R-985 radials.

Model 18A
First production model with seating for two pilots and seven or eight passengers, fitted with Wright R-760E-2 engines of 350 horsepower (260 kW), MTOW: 6,700 lb (3,000 kg) Four built.
  • Model S18A
Version of Model 18A capable of being fitted with skis or Edo 55-7170 floats; MTOW: 7,200 lb (3,300 kg)
Model A18A
Version fitted with Wright R-760E-2 engines, MTOW: 7,500 lb (3,400 kg)
  • Model SA18A
Seaplane version of Model A18A, MTOW: 7,170 lb (3,250 kg)
Model 18B
Version powered with 285 hp (213 kW) Jacobs L-5 engines. Four built.
  • Model S18B
Version of Model 18B capable of being fitted with skis or floats.
Model 18D
Variant with seating for two pilots and nine passengers, fitted with Jacobs L-6 engines of 330 horsepower (250 kW), MTOW: 7,200 lb (3,300 kg). Twelve aircraft built.
  • Model S18D
Version of Model 18D capable of being fitted with skis or Edo 55-7170 floats[citation needed], MTOW: 7,170 lb (3,250 kg)[failed verification]
Model A18D
Variant of 18D with MTOW increased by 300 lb (140 kg) to 7,500 lb (3,400 kg).
  • Model SA18D
Seaplane version of Model A18D, but same MTOW as S18D
Model 18R
Model with Pratt and Whitney R-985-A1 engines with dual-stage blower for increased power at higher operating altitudes[citation needed], 420 horsepower (310 kW), seven built, one to Sweden as an air ambulance, six to Nationalist China as M18R light bombers
Model 18S
Nine-passenger pre-World War II civil variant, powered by 450 hp (340 kW) served as basis for USAAF C-45C
Model B18S
Nine-passenger pre-World War II civil variant, served as basis for USAAF F-2
Model C18S
Variant of B18S with seating for eight passengers, and equipment and minor structural changes
Model D18S
First post-World War II variant introduced in 1945, with seating for eight passengers and MTOW of 8,750 lb (3,970 kg), 1,035 built
Model D18C
Variant with Continental R9-A engines of 525 horsepower (391 kW) and MTOW of 9,000 lb (4,100 kg), introduced in 1947, 31 built.
Model E18S
A 3-view line drawing of a Model E18S
Variant with redesigned wing and MTOW of 9,300 lb (4,200 kg); 403 built
Model E18S-9700
Variant of E18S with MTOW of 9,700 lb (4,400 kg); 57 built
Model G18S
A Model G18S arriving at the 2016 RIAT, England
Superseded E18S, MTOW of 9,700 lb (4,400 kg); 155 built
Model G18S-9150
Lightweight version of G18, MTOW of 9,150 lb (4,150 kg); one built
Model H18
Last production version, fitted with optional tricycle undercarriage developed by Volpar and MTOW of 9,900 lb (4,500 kg); 149 built, of which 109 were manufactured with tricycle undercarriage

Military versions

USAAC/USAAF designations

C-45
Six-seat staff transport based on C18S; 11 built
C-45A
Eight-seat utility transport based on C18S; 20 built
RC-45A
Redesignation of all surviving F-2, F-2A, and F-2B aircraft by the USAF in 1948
C-45B
Based on C18S, but with modified internal layout; 223 ordered, redesignated UC-45B in 1943 Equipped with a hatch in the cabin door for aerial photography.
C-45C
Two Model 18S aircraft impressed into the USAAF, redesignated UC-45C in January 1943
C-45D
Designation given to two AT-7 aircraft converted as passenger transports during manufacture, redesignated UC-45D in January 1943
C-45F at the Barksdale Global Power Museum
C-45H/AT-7 CAF, Platte Valley Airpark, Hudson, Colorado, June 2007
A cutaway view of a C-45H
C-45E
Designation given to two AT-7 and four AT-7B aircraft converted as passenger transports during manufacture, redesignated UC-45E in January 1943
C-45F
Standardized seven-seat version based on C18S, with longer nose than preceding models; 1,137 ordered, redesignated UC-45F
C-45G
AT-7s and AT-11s remanufactured in the early 1950s for the USAF to similar standard as civil D18S with autopilot and R-985-AN-3 engines; 372 aircraft rebuilt
TC-45G
Multiengine crew trainer variant of C-45G; AT-7s and AT-11s remanufactured in the early 1950s for the USAF to similar standard as civil D18S, 96 aircraft rebuilt
C-45H
AT-7s and AT-11s remanufactured in the early 1950s for the USAF to similar standard as civil D18S, with no autopilot and R-985-AN-14B engines; 432 aircraft rebuilt
TC-45H
RC-45J
In 1962, all surviving U.S. Navy SNB-5Ps were redesignated RC-45J
TC-45J
In 1962 all surviving U.S. Navy SNB-5s were redesignated TC-45J
UC-45J
Subsequent redesignation of RC-45J and TC-45J
AT-11 at the Barksdale Global Power Museum
A 3-view line drawing of an AT-11
AT-7 Navigator
Navigation trainer based on C18S, with an astrodome and positions for three students, powered by 450-hp Pratt & Whitney R-985-25 engines; 577 built
AT-7A
Floatplane version of AT-7; six built
AT-7B
Winterised AT-7; nine built
AT-7C
Based on C18S with R-985-AN3 engines; 549 built
AT-11 Kansan
Bombing and gunnery trainer for USAAF derived from AT-7, fuselage had small, circular cabin windows, bombardier position in nose, and bomb bay; gunnery trainers were also fitted with two or three .30-caliber machine guns, early models (the first 150 built) had a single .30-cal AN-M2 in a Beechcraft-manufactured top turret, later models used a Crocker Wheeler twin .30-cal top turret, a bottom tunnel gun was used for tail gunner training, 1,582 built for USAAF orders, with 24 ordered by Netherlands repossessed by USAAF and used by the Royal Netherlands Military Flying School at Jackson, Mississippi.
AT-11A
Conversion of AT-11 as navigation trainer; 36 converted
CQ-3
Conversion of UC-45F, modified to act as drone control aircraft, redesignated as DC-45F in June 1948[citation needed]
F-2s in Alaska, 1941
F-2
Photo-reconnaissance version based on B18
F-2A
Improved version
F-2B

US Navy designations

SNB-1 Kansan
SNB-2 Navigator
JRB-1
Photographic aircraft, based on the C18S, fitted with fairing over cockpit for improved visibility, 11 obtained, at least one conversion from impressed civil B18S
JRB-2
Light transport, based on the C18S; 15 obtained, at least one conversion from JRB-1, some transferred from USAAF C-45A stocks
JRB-3
Photographic version, similar to C-45B; 23 obtained, some transferred from USAAF C-45B stocks
JRB-4
Utility transport version, equivalent to UC-45F; 328 obtained from USAAF
JRB-6
Remanufactured JRB
SNB-1
Similar to AT-11; 110 built
SNB-2
Navigation trainer similar to AT-7, 299 built
SNB-2C
Navigation trainer similar to AT-7C, 375 built
SNB-2H
Ambulance conversion
SNB-2P
Photo-reconnaissance trainer conversion
SNB-3Q
Electronic countermeasures trainer conversion
SNB-5
Remanufactured SNB or JRB
SNB-5P
Remanufactured SNB-2P

RAF/RCAF Lend-lease designations

Expeditor I
C-45Bs supplied to the Royal Air Force (RAF) under Lend-Lease
Expeditor II
C-45Fs supplied to the RAF and Royal Navy under Lend-Lease
RAF C-45 Expeditor HB260 of the Allied Control Commission, Bulgaria, 1945.
Expeditor III
C-45Fs supplied to the Royal Canadian Air Force (RCAF) under Lend-Lease

Post-war RCAF designations

C-45Ds delivered between 1951 and 1952

Expeditor 3N
navigation trainer – 88 built
Expeditor 3NM
navigational trainer that could be converted to a transport – 59 built
Expeditor 3NMT
3NM converted to a transport aircraft – 67 built
Expeditor 3NMT(Special)
navigation trainer/personnel transport – 19 built
Expeditor 3TM
transport with fittings so it could be converted to a navigation trainer – 44 built
Expeditor 3TM(Special)
modified RCAF Expeditors used overseas in conjunction with Project WPB6 – three built

Canadian Armed Forces

CT-128 Expeditor
1968 redesignation of existing RCAF aircraft upon unification of the Canadian Armed Forces

Brazilian Air Force designations

U-45
Designation for the C-45.

Royal Thai Air Force designations

B.L.1
(Thai: บ.ล.๑) designation for the C-45B and C-45F.

Conversions

PacAero Tradewind
Conrad 9800
Modification increasing the gross weight to 9,800 pounds with a single piece windshield
Dumod I
Executive conversion with Volpar tricycle landing gear, new wing tips, enlarged fight deck and refurbished 6–7 seat cabin with larger windows. Originally named Infinité I. 37 converted by 1966.
Dumod Liner
Stretched airliner conversion. Similar to Dumod I but with forward fuselage stretched by 6 feet 3 inches (1.91 m), allowing up to 15 passengers to be carried. Originally named Infinité II.
Hamilton HA-1
conversion of a TC-45J aircraft
Hamilton Little Liner
Modification of D18S with aerodynamic improvements and new, retractable tailwheel, capable of carrying 11 seats
Hamilton Westwind
Turboprop conversions with various engines
Hamilton Westwind III conversion at an airfield in Tennessee
Hamilton Westwind II STD
Stretched conversion powered by two 840-hp PT6As, and with accommodation for up to 17 passengers
Hamilton Westwind III
two 579-hp PT6A-20s or 630-hp PT6A-27s or 630-hp Lycoming LTS101s.
Hamilton Westwind IV
two 570-hp Lycoming LTP101s or 680-hp PT6A-28s or 750-hp PT6A-34s or 1020-hp PT6A-45s
PacAero Tradewind
Conversion of Beech D18S/C-45 to five- to 11-seat executive transport with single fin by Pacific Airmotive
Rausch Star 250
Built as C-45F 44-47231, this aircraft was re-manufactured at Wichita by Beech in 1952, to become TC-45G 51-11544. From 1959 Rausch Engineering Inc. of South San Francisco, California, converted N8186H to tricycle undercarriage, using forward retracting main gear from a P-51 and rearward-retracting nose-leg from a T-28, adding a 3 ft (0.91 m) nose extension, 4 ft (1.22 m) rear fuselage extension, re-roofed fuselage for increased headroom and enlarged cabin windows. The modifications did not obtain FAA certification despite 58 hours of flight testing, with the aircraft eventually being broken up at Antioch, CA, in 1978.
SFERMA-Beechcraft PD.18S
Modification of Beech 18S powered by two Turboméca Bastan turboprops
Volpar (Beechcraft) Model 18
Conversion of Model 18 with nosewheel undercarriage
Volpar (Beechcraft) Super 18
Volpar (Beechcraft) Turbo 18
Beech Model 18s fitted with the Volpar MkIV tricycle undercarriage and powered by two 705-hp Garrett TPE331-1-101B turboprop engines, flat-rated to 605 hp (451 kW), driving Hartzell HC-B3TN-5 three-bladed, reversible-pitch, constant-speed feathering propellers
Volpar (Beechcraft) Super Turbo 18
2x 705 hp (526 kW) Garrett TPE331
Volpar (Beechcraft) C-45G
C-45G aircraft modified with tricycle undercarriage
Volpar (Beechcraft) Turboliner
15-passenger version of the Turbo 18 with extended fuselage, powered by 2 705-hp Garrett TPE331-1-101Bs
Volpar (Beechcraft) Turboliner II
Turboliners modified to meet SFAR 23

Operators

Civil

As of 2012, the Beechcraft Model 18 remains popular with air charter companies and small feeder airlines worldwide.

Military

Military Model 18 operators
Argentine Navy C-45
Beechcraft C-45 Expeditor in RCAF Air Transport Command markings
C-45 as used by the Swiss Air Force for civilian aerial photography missions
Beechcraft Model D18S of the Indonesian National Police
UC-45J BuNo.89484 of the now defunct Military Air Transport Service
ROC Air Force AT-11
Beech 18/C-45 at the National Museum of the United States Air Force
Beechcraft UC-45F in flight
Japan Maritime Self-Defense Force SNB-4
Argentina
Bolivia
Brazil
Canada
Chile
Colombia
Costa Rica
Côte d'Ivoire
Cuba
  • Cuban Air Force - received two AT-7s, two AT-11s, a F-2B and a UC-45F in 1947
Dominican Republic
Ecuador
El Salvador
France
Guatemala
Haiti
Honduras
Indonesia
Iran
Italy
Japan
Mexico
Netherlands
Nicaragua
Niger
Nigeria
Paraguay
Peru
Philippines
Portugal
Somalia
South Africa
South Vietnam
Spain
Sri Lanka
Sweden
 Switzerland
Taiwan
Thailand
Tonga
Turkey
United Kingdom
United States
Uruguay
Venezuela
 Zaire

Accidents and incidents

The Beechcraft Model 18 family has been involved in the following notable accidents and incidents:

Aircraft on display

Argentina

Australia

Belgium

Brazil

Canada

Chile

India

Italy

Japan

  • 'JA5174' – H18 the final Beech 18 produced (c/n BA-765), delivered January 1970 to Miyazaki Aviation College, Japan. In use until 1988, now preserved at the College, Miyazaki Airport.

Malta

Mexico

Netherlands

New Zealand

Portugal

Spain

Turkey

United Kingdom

United States

Specifications (UC-45 Expeditor)

3-view line drawing of the Beechcraft SNB-2 Navigator
3-view line drawing of the Beechcraft SNB-2 Navigator

Data from Jane's Fighting Aircraft of World War II.

General characteristics

Performance

See also

Aircraft of comparable role, configuration, and era

Related lists

References

Citations

  1. 1 2 3 4 5 "Type Certification Data Sheet No. 710: 18S, B18S, Rev 3" (PDF). Federal Aviation Administration. 12 October 2016. Archived from the original (PDF) on 9 September 2022. Retrieved 9 September 2022.
  2. 1 2 3 4 5 6 7 8 9 10 11 12 13 "Beechcraft D18S Twin Beech". National Air and Space Museum, Smithsonian Institution. Washington, D.C. Archived from the original on 30 June 2016. Retrieved 17 December 2014.
  3. 1 2 "Fact Sheet: Beech C-45H Expeditor". National Museum of the United States Air Force. Wright-Patterson Air Force Base, Dayton, Ohio. Retrieved 5 August 2017.
  4. 1 2 "Twin Beech: The 1930s airplane that set Beech Aircraft Corporation on a course towards 50 years of success". Flying Magazine. February 1982. pp. 26–30. Retrieved 5 August 2017.
  5. ↑ "Fact Sheet: Beech AT-11 Kansan". National Museum of the United States Air Force. Wright-Patterson Air Force Base, Dayton, Ohio. Retrieved 5 August 2017.
  6. ↑ Bauschspies, James S. and William E. Simpson, "Research and Technology Program Perspectives for General Aviation and Commuter Aircraft", NASA Contract NASW-3554 for NASA, Sept. 1982, N83-17454#. Retrieved: 18 December 2014. (In particular, see: Table 2.4 "COMMUTER CARGO FLEET IN 1981 - TOP TEN AIRCRAFT MODELS - NUMBER IN FLEET," which notes Beech 18 units are more than the next two aircraft combined (Convair 500/680 and Douglas DC-3), and more than the next three general aviation aircraft combined.
  7. ↑ "Beech 18". Federal Aviation Administration. Archived from the original on 3 July 2018. Retrieved 5 August 2017.
  8. 1 2 3 "Carenados D18S: Life's a Beech". key.aero. 18 October 2018.
  9. 1 2 3 4 5 6 7 8 9 10 Phillips, Edward (4 November 2015). "Ted's Twin – Part One". kingairmagazine.com.
  10. ↑ Pelletier 1995, p. 66
  11. 1 2 Phillips, Edward (12 December 2015). "Ted's Twin – Part Two". kingairmagazine.com.
  12. 1 2 3 "Model 18 Specifications". Beechcraft Heritage Museum. Archived from the original on 1 May 2008. Retrieved 24 August 2008.
  13. ↑ "Some of the Differences Between the Models and Modifications of the Beech 18". twinbeech.com. 30 September 2006. Retrieved 5 August 2017.
  14. 1 2 "Beech H18 JA5174". flyteam.jp. 7 August 2019. Retrieved 18 April 2024.
  15. 1 2 3 Taylor 1967, p. 250
  16. ↑ "Beechcraft 3NMT Expeditor". Canadian Museum of Flight. Retrieved 13 August 2012.
  17. 1 2 "Beechcraft page." Aerofiles. Retrieved: 12 August 2008.
  18. 1 2 "S18D." Archived 24 May 2008 at the Wayback Machine Beechcraft Heritage Museum. Retrieved: 12 August 2008.
  19. 1 2 Swanborough & Bowers 1976, p. 41.
  20. 1 2 3 Baugher, Joe (16 August 2022). "US Navy and US Marine Corps BuNos, Third Series (00001 to 10316)". joebaugher.com. Retrieved 23 August 2022.
  21. ↑ Swanborough & Bowers 1976, pp. 41–42.
  22. 1 2 3 4 5 6 7 8 Swanborough & Bowers 1976, p. 42.
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Further reading

  • Parmenter, R. K. (2004). Beech 18: A Civil and Military History. USA: The Staggerwing Museum Foundation.