Cessna Airmaster

Airmaster
Airmaster
	A C-165 Airmaster in May 2006
General information
Type	Civil aircraft
Manufacturer	Cessna
Number built	183
History
Introduction date	1930s
First flight	August 19, 1934

The Cessna Airmaster, is a family of single-engined aircraft manufactured by the Cessna Aircraft Company. The Airmaster played an important role in the revitalization of Cessna in the 1930s after the crash of the aviation industry during the Great Depression.

Development

Origins

In the mid-1930s, nearing the end of the Great Depression, the American economy began to slowly strengthen. Dwane Wallace (founder Clyde Cessna's nephew who was a recent college graduate in aeronautical engineering) decided to assist his uncle and cousin, Eldon Cessna (Clyde's son), in building more modern airplanes for Cessna Aircraft. On March 5, 1934, Clyde Cessna announced that the company’s next aircraft would be the C-34, which had been designated as such to mark the rebirth of the company that same year. Wallace worked closely with two newly-hired aeronautical engineers, Jerry Gerteis and Tom Salter, to quickly progress the detail design phase, permtting component fabrication to commence prior to the end of that same month. Before the start of summaer, the design of both the fuselage and cabin were nearing completion while the configuration of the aircraft's cantilever wing was close to being finalised as well.

The C-34's airframe drew upon the design of the Cessna Model AW. The AW's main landing gear comprised a mixture of welded steel tubing and elastic bungee cords was dispensed with in faovur of a fully-cantilevered arrangement. The wing used a NACA (National Advisory Committee on Aeronautics) 2412 airfoil section.

Due to a restricted number of available jigs and fixtures, the majority of the prototype had to be manufactured and assembled by hand; its construction was completed by August 9, 1934. One day later, it performed its maiden flight, which was reportedly uneventful. Not long after introduction of the C-34, Clyde Cessna retired from the aircraft industry, leaving the company to his nephew. By late 1935, Cessna was producing three C-34s each month nad, by the end of 1936, 42 C-34s had been delivered while demand for the type reportedly remained study despite the market being highly competitive at that time.

Further development

The original Airmaster, the C-34, evolved into more advanced versions of the Airmaster. Wallace and Salter had examined the design to indentify potential points of improvement; one conclusion was that the cabin's comfort level could be increased by redesigning the flaps along with refinements to the main landing gear. Accordingly, the C-37 had a wider cabin, improved landing gear and electrically-actuated flaps. The C-38 had a taller vertical tail, curved main gear legs and a landing flap under the fuselage. Changes common to both the C-37 and C-38 included wider fuselages and landing gear along with rubber engine mounts to hold the 145 hp (108 kW) Warner Super Scarab engine. The final revisions of the C-34 were the C-145 and the C-165, of which 80 were built. On these models, the belly flaps added on the C-38 were removed and the overall length of the fuselage was increased. The only difference between the C-145 and C-165 was the engine horsepower, with the latter having an upgraded 165 hp (123 kW) Warner engine.

It was with the beginning of World War II that the Airmaster line came to an end. The welded tubular fuselage, fabric-covered body, extensive woodwork, wooden wings and radial engines, all characteristic of 1930s-era aircraft technology, became too expensive and slow to produce. It proved to be a relatively labor intensive aircraft to produce. The Airmaster, along with similar contemporaries, were promptly replaced with aircraft constructed from aluminium with strut braced wings, first seen in the Cessna 120.^{[citation needed]}

Design

The design of the C-34 incorporates characteristics that were borrowed from previous models of Cessna Aircraft. These similarities include the high mounted cantilever wing and the narrow design of the cabin windows. The wings and tail surfaces were composed entirely of wood while the fuselage was structured with steel tubing coupled with wooden stringers and formers. Both C-145 and C-165 models were offered with floats. An unintended benefit of the flap actuation mechanism is that the flaps could not be extended at too great a speed, as the motor could not overcome the excessively high aerodynamic forces inherently present.

One atypical feature of the Airmaster was its use of heel brakes, which have to be carefully handled to actuate the aircraft's mechanical brakes via cables. Its tailwheel was not steerable but was full-swiveling and could be locked. It has a highly effective rudder; a typical turn in an Airmaster would be initiated with the rudders and augemented by the ailerons. The stick forces are relatively high even when flying at slow speeds, requiring fairly aggressive trimming to manage. The aircraft also possessed atypical stall characteristics that could easily and quickly lead into a spin. In flight, the Airmaster was relatively undemanding and stable, to the extent that the type proved to be well suited to aerial photography, although the controls were not particularly responsive.

The cabin of the Airmaster was relatively crampt and austere; the pilot's head was positioned directly ahead of the wing spar. The layout of this cabin comprised a pair of forward seats and a rear bench, the latter being capable of seating up to two occupants, permtting up to three passengers to be carried along with the pilot. Directly aft of this rear bench was a compact baggage compartment that could accommodate up to 64 pounds of personal possessions or small freight. The walls of the cabin were fitted with soundproofing materials along with air vents to cool the interior, heat could also be drawn from the exhaust manifold to warm the cabin during cold weather.

Fuel was stored across three tanks, accomidating 17.5 gallons in each of the wing tanks along with a further 10 gallons in the auxiliary tank within the ceiling of the cabin (which was gravity-fed into the left wing tank); time-consuming 'doorbell'-type fuel indicators were used to chekc their current levels during flight. The engine was limited to only one minute at full power and that was no direct propeller control. Later-built aircraft were fitted with rubber engine mounts that reduced vibration from the engine being conveyed across the airframe.

Variants

C-34: Four-seat light cabin aircraft, powered by a 145-hp (108-kW) Warner Super Scarab radial piston engine; 42 built.
C-37: Cabin widened by 12.7 cm (5 in), fitted with improved landing gear and electrically operated flaps; 46 built.
Cessna C-37 Airmaster, EAA fly-in, Denton, Texas, 1978.
C-38: Fitted with wide landing gear with curved legs, plus a taller vertical tail and a landing flap under the fuselage; 16 built.
C-39: Original designation of the Cessna C-145.
C-145: Powered by a 145-hp (108-kW) Warner Super Scarab radial piston engine.
C-165: Powered by a 165-hp (123-kW) Warner Super Scarab radial piston engine.
C-165D: Powered by a 175-hp (130-kW) Warner Super Scarab radial piston engine.
UC-77B: Two Cessna C-34s impressed into service with the United States Army Air Forces (USAAF) during World War II.
UC-77C: One Cessna C-37 impressed into service with the USAAF in 1942.
UC-77D: Four Cessna C-37s impressed into service with the USAAF in 1942.
UC-94: Three Cessna C-165s impressed into service with the USAAF in 1942.

Operators

Military operators

Australia

Royal Australian Air Force

Finland

Finnish Air Force

United States

United States Army Air Forces

Specifications

Data from American Aircraft Specifications

General characteristics

Crew: 1
Capacity: 3 passengers
Length: 24 ft 10 in (7.57 m)
Wingspan: 33 ft 10 in (10.31 m)
Height: 7 ft 3 in (2.21 m)
Wing area: 180 sq ft (17 m²)
Empty weight: 1,300 lb (590 kg)
Gross weight: 2,220 lb (1,007 kg)
Fuel capacity: 35 US gal (29 imp gal; 130 L)
Powerplant: 1 × Warner Super Scarab seven-cylinder radial engine, 145 hp (108 kW)

Performance

Maximum speed: 162 mph (261 km/h, 141 kn) at sea level
Cruise speed: 143 mph (230 km/h, 124 kn)
Stall speed: 47 mph (76 km/h, 41 kn)
Range: 550 mi (890 km, 480 nmi)
Service ceiling: 18,900 ft (5,800 m)
Rate of climb: 1,000 ft/min (5.1 m/s)

References

Citations

1 2 Phillips 1985, ^{[page needed]}
1 2 3 4 5 6 7 "Cessna 165 Airmaster Aircraft performance and specifications". pilotfriend.com. Retrieved 23 August 2016.
↑ "CESSNA "AIRMASTER"". planeandpilotmag.com. 16 December 2008. Retrieved 8 November 2026.
1 2 3 4 5 6 7 8 9 Phillips, Edward (12 December 2019). "Airmaster! (Part One)". King Air. Retrieved 8 November 2026.
1 2 Simpson, 2001, p. 132.
1 2 3 Phillips, Edward (10 January 2020). "Airmaster! – Part Two". King Air. Retrieved 8 November 2026.
1 2 3 4 5 6 7 8 9 Marsh, Alton K. (5 November 2002). "Cessna Airmaster: Classic Wanderer". Aircraft Owners and Pilots Association. Retrieved 8 November 2026.
↑ Wilson 1994, p. 216.
↑ Aviation March 1936, pp. 84–85.

Bibliography

"American Airplane Specifications". Aviation. Vol. 35, no. 3. March 1936. pp. 82–85.
Simpson, Rod (2001). Airlife's World Aircraft. Airlife Publishing Ltd. ISBN 1-84037-115-3.
Phillips, Edward H. (1985). Cessna - A Master's Expression. Flying Books International. ISBN 978-0-911139-04-4.
Wilson, Stewart (1994). Military Aircraft of Australia. Weston Creek, Australia: Aerospace Publications. ISBN 1-8756-7108-0.

External links

"Cessna C-165 Airmaster". russellw.com. Retrieved 8 November 2026.
Groves, Patricia T. (May 1974). "Cessna's Past 'Masters". American Aircraft Modeler. Retrieved 8 November 2026.

[Phillips-Master-1] 1 2 Phillips 1985, ^{[page needed]}

[pilot-friend-2] 1 2 3 4 5 6 7 "Cessna 165 Airmaster Aircraft performance and specifications". pilotfriend.com. Retrieved 23 August 2016.

[3] "CESSNA "AIRMASTER"". planeandpilotmag.com. 16 December 2008. Retrieved 8 November 2026.

[kingair_one-4] 1 2 3 4 5 6 7 8 9 Phillips, Edward (12 December 2019). "Airmaster! (Part One)". King Air. Retrieved 8 November 2026.

[Simpson,_2001,_p._132-5] 1 2 Simpson, 2001, p. 132.

[kingair_two-6] 1 2 3 Phillips, Edward (10 January 2020). "Airmaster! – Part Two". King Air. Retrieved 8 November 2026.

[aopa_2002-7] 1 2 3 4 5 6 7 8 9 Marsh, Alton K. (5 November 2002). "Cessna Airmaster: Classic Wanderer". Aircraft Owners and Pilots Association. Retrieved 8 November 2026.

[Wilson-8] Wilson 1994, p. 216.

[9] Aviation March 1936, pp. 84–85.

v t e United States military transport aircraft designations, Army/Air Force and Tri-Service systems
Army/Air Force sequence (1925–1962)	C-1 C-2 C-3 C-4 C-5 C-6 C-7 C-8 C-9 C-10 C-11 C-12 C-13¹ C-14 C-15 C-16 C-17 C-18 C-19 C-20 C-21 C-22 C-23 C-24 C-25 C-26 C-27 C-28 C-29 C-30 C-31 C-32 C-33 C-34 C-35 C-36 C-37 C-38 C-39 C-40 C-41 C-41A C-42 C-43 C-44 C-45 C-46 C-47 C-47F C-47T AC-47 C-48 C-49 C-50 C-51 C-52 C-53 C-54 C-55 C-56 C-57 C-58 C-59 C-60 C-61 C-62 C-63 C-64 C-65 C-66 C-67 C-68 C-69 C-70 C-70B C-71 C-72 C-73 C-74 C-75 C-76 C-77 C-77B–D C-78 C-79 C-80 C-81 C-82 C-83 C-83A C-83B C-84 C-85 C-86 C-87 C-88 C-89 C-90 C-91 C-92 C-93 C-94 C-95 C-96 C-97 KC-97 C-98 C-99 C-100 C-101 C-102 C-103 C-104 C-105 C-106 C-107 C-108 C-109 C-110 C-111 C-112 C-113 C-114 C-115 C-116 C-117 C-117D C-118 C-119 AC-119 C-120 C-121 C-121F EC-121 C-122 C-123 C-123A C-124 C-125 C-126 C-127² DHC C-127 Douglas C-127 C-128 C-129 C-130 C-130J AC-130 DC-130 EC-130/H HC-130 KC-130 LC-130 MC-130 WC-130 C-131 NC-131H C-132 C-133 C-134 C-135 KC-135 C-136 C-137² Boeing YC-137 DHC YC-137 C-137 C-138¹ C-139¹ C-140 C-141 C-142
Tri-service sequence (1962–present)	C-1 C-2 C-3 C-4 C-5 C-6 C-7² C-7 RC-7 C-8 C-9 C-10² C-10 KC-10 C-11 C-12 RC-12 C-13¹ C-14 C-15 C-16¹ C-17 C-18 C-19 C-20² C-20A–D C-20F–J C-21 C-22 C-23 C-24 C-25 C-25B Bridge C-26 C-27 C-27J C-28 C-29 C-30¹ C-31 C-32 C-33 C-34¹ C-35 C-36³ C-37 C-37B C-38 C-39¹ C-40 C-41 C-42¹ C-43¹ C-44¹ C-45 C-46
Revived original sequence (2005–present)	C-143 C-144 C-145 C-146 C-147
Non-sequential designations	C-767 C-880
Related designations	CT-39 CT-43 CV-2 CV-7
¹ Not assigned ² Assigned to multiple types ³ Unconfirmed

v t e Australian Defence Force aircraft serial-number prefixes
Italics indicate prefixes not used.
RAAF Series One 1921–34	A1 A2 A3 A4 A5 A6 A7 A8 A9 A10 A11 A12
RAAF Series Two 1935–63	A1 A2 A3 A4 A5 A6 A7 A8 A9 A10 A11 A12 A13 A14 A15 A16 A17 A18 A19 A20 A21 A22 A23 A24 A25 A26 A27 A28 A29 A30 A30 A31 A32 A33 A34 A35 A36 A37 A37 A37 A38 A39 A40 A41 A42 A43 A44 A44 A45 A46 A47 A48 A49 A50 A51 A52 A53 A54 A55 A56 A57 A58 A59 A60 A61 A62 A63 A64 A65 A66 A67 A68 1–200 500–1001 A69 A70 A71 A72 A73 A74 A75 A76 A77 A78 A79 A80 A81 A82 A83 A84 A85 A86 A87 A88 A89 A90 A91 A92 A93 A94 A95 A96 A97 A98 A99 A100
RAN Series¹	N1 N2 N3 N4 N5 N6 N7 N8 N9 N10 N11 N12 N13 N14 N15 N16
RAAF Series Three Tri-Service series 1964–present	A1 A2 A3 A4 A5 A6 A7 A8 A9 A10 A11 A12 A13 A14 A15 A16 A17/N17 A18 A19 A20 A21 A22/N22 A23 N24 A25 A26 A27 N28 N29 A30 A31 A32 A33 A34 A35 A36 A37 A38 A39 A40/N40 A41 N42 A43 A44 A45 A46 A47 N48 N49 A51 N52 A53 A54 A55 A56 A69
Lists	Aircraft of the RAAF Aircraft of the RAN Aircraft of the Australian Army
¹ Prior to adoption of Tri-Service prefixes.