Flight, May 1934

COMFORTABLE SPEED
The "Beechcraft,” manufactured by the Beech Aircraft Co., of Wichita, Kansas

   THE design of high-speed single-engined aircraft in the United States has become stereotyped. Low cantilever wings, monocoque fuselages, retractable or cantilever undercarriages and radial engines with low drag cowling are prevalent. The design of the "Beechcraft" is refreshing, and apparently the machine loses nothing in the way of performance over the more conventional types. It can maintain a cruising speed of 170-180 m.p.h. for from 300 to 1,000 miles. To make this long rang practicable great comfort is necessary. The cabin is roomy; a large man may stretch his legs as far as he wishes, and has ample elbow and shoulder room. As the result of thorough sound proofing, conversation is easy. Either hot or cold air may be admitted to the cabin without opening the windows. In order that the front seats may be large and roomy and still be accessible, the right-hand seat is on slides and may be pushed back out of the way when passengers are entering the front seats.

Stopping that "Sinking Feeling"

   One objection against high-speed flying often made by passengers is that when flying through rough air the feeling is much the same as that when riding in a high-speed motor-boat on rough water. As a result of experiments, a new type of passenger seat has been developed for the "Beechcraft." The two individual rear seats are suspended in such a manner that they float on rubber and their movement is controlled by a double-acting hydraulic shock absorber which eliminates all jarring experienced while flying at high speed in rough air.
   Another problem to be contended with in the design of high-speed aircraft is that of vision. In many of the conventional low-wing monoplanes downward vision is distinctly poor. The negative stagger on the "Beechcraft" makes it possible to seat the pilots so that they may see back over the top wing while turning and have an excellent view downwards. In bad weather the windows beside the pilots may be lowered for better vision, but the slope of the wind shield is such that rain drops will not collect and the air flow is so straight and fast that rain is literally wiped off. Vision for landing or taxying is excellent, for when sitting in the front seats it is possible to see the ground directly ahead of the machine by looking down beside the engine instead of over it. The pilot's comfort has been very seriously studied. All instruments on the dashboard are literally at his finger-tip. The adjustable tail plane is electrically operated, and it is not necessary for the pilot to reach behind his head, under his seat or to pump, turn or pull anything while he is flying the machine. He merely touches a knob close by the throttle and an electric motor does the rest.

Ball Bearing Controls

   The controls are well co-ordinated and all hinges, pulleys and push-pull tubes have double-seal ball bearings. The wing loading is lower than that of conventional aircraft possessing similar performance characteristics. Differentially operated ailerons of high aspect ratio run the full length of the lower wings. The mechanism gives an upward travel of 45 deg. and a downward travel of 15 deg. This, together with the Frise balances, eliminates any tendency to yaw into a turn when the ailerons are used to bring the wing up at high angles of attack. There is no definite stalling point, for beyond the angle at which a normal aircraft would stall the "Beechcraft" stays in perfect control.
   In place of the normal trailing edge flaps a "decelerator" in the form of a split rudder is fitted. With the decelerator open little speed is gained when nosing down after coming in over high obstructions and the drag being well above and behind the centre of gravity helps to get the tail down and adds directional stability at low speeds. An interesting type of wing construction is employed which entails the use of chrome molybdenum steel tube spars of special shape with reinforcements forged on at points of greatest stress. The negative stagger puts the highest loads on the front spars which are deeper and stronger than those at the rear. By running the flying wires through the lower wing from the landing gear to the upper front spars, the loads in the wires and in the upper front spars are reduced, the landing gear is braced and the rigging may be changed by a simple adjustment at the rear spar without loosening any wires. The wing drag truss is made of tubular steel compression members and drawn steel tie rods.
   Many private owners have had the unpleasant experience of discovering after the purchase of an aircraft that on the addition of night flying equipment, wireless or extra fuel tanks, they have not only spent a great deal of money, but have seriously decreased the performance of their aircraft and have cut down the baggage and passenger allowance. In the "Beechcraft" such equipment is considered an integral part of the machine from the earliest stages of the design. The standard fuel capacity is 145 gallons, which is sufficient for a cruising range of about 1,000 miles in normal conditions. This fuel load may be carried without decreasing either the number of passengers or the amount of baggage, normally carried.
   As the result of co-operation between the Beech Aircraft Company and the Switlik Parachute & Equipment Company, seats as comfortable as the standard type, but with parachutes built in as part of the upholstery can be furnished.
   While the landing gear is not retractable, in flight, the wheels drop to the fully extended position of the hydraulic shock absorbers, but may be pulled up electrically to the normal taxying position. The mechanism effecting this operation is controlled by a lever beside the throttle and is so arranged that the throttle cannot be closed below cruising speed unless the landing gear lever is moved to the down position. Concealed in the rear of the large streamline fairings over the wheels are sumps for the fuel system. The fuel flows by gravity from the tanks into the sumps and is pumped thence by an engine driven fuel pump. The front sections of the wheel fairings are easily removed for inspection and the changing of tyres. For the latter operation it is necessary to remove only two bolts. When fitted with the 420-h.p. Wright "Whirlwind" the machine is known as the model 17R. A more powerful power plant may, however, be installed, and the aircraft is then known as the model 17J. In either case the engine is enclosed in an N.A.C.A. cowling, which is in two sections. In the front section are baffles which direct the air flow to the cylinders and other points, while the rear section is hinged to give access to the engine.
   The latest news from the manufacturers is that they are producing a small "Beechcraft" using a Jacobs 225-h.p. engine. The top speed is 175 m.p.h., cruising speed 155 m.p.h., and landing speed 45 m.p.h. This type is fitted with a retractable undercarriage. The original "Beechcraft" has completed a tour of America, during which it travelled approximately 25,000 miles at temperatures from 20 deg. below zero to the heat of the southern desert regions, and in every respect behaved admirably.

THE "BEECHCRAFT"
Performance with full load at sea level
   Model 17R Model 17J
   Top speed 200 m.p.h. 235 m.p.h.
   Cruising speed (87 per cent, full r.p.m.) 170 m.p.h. 200 m.p.h.
   Landing speed 60 m.p.h. 62 m.p.h.
   Cruising range 1,000 miles 750 miles
   Rate of climb 1,500 ft./min. 2,300 ft./min.
   Service ceiling 20,000 ft. 27,000 ft.
   Span 34 ft. 4 in. 34 ft. 4 in.
   Length 24 ft. 2 1/2 in. 23 ft. 11 in.
   Height 8 ft. 7 1/2 in. 8 ft. 7 1/2 in.
   Wing area 323 sq. ft.
   Weight (empty) 2,700 lb. 3,000 lb.
   Useful load 1,800 lb. 1,750 lb.
   Gross weight 4,500 lb. 4,750 lb.
   Wing loading 13-9 lb./sq. ft. 14-7 lb./sq. ft.
   Power loading 10-7 lb./h.p. 7-3 lb./h.p.

Flight, August 1934

FLYING AMERICA'S LATEST
A 170 m.p.h. Four Place Biplane

   WALTER BEECH, who used to be the power behind the Travelair concern, has produced a most interesting machine in his "Beechcraft" (Flight, May 17, 1934). Though carrying four people in a comfortable cabin, it has a better performance for only 225 h.p. (Jacobs engine) than the machines of other American designers.
   The model we flew recently has been brought to Europe by Mr. W. Faust and Mr. H. J. White, of the Socony-Vacuum Oil Co., Inc., and it impressed us most favourably. It has not the lateral or longitudinal stability of most American aeroplanes, in fact it is almost neutral on these axes, but its manoeuvrability is excellent. Directionally it is perfectly stable although the rudder is heavier to operate than the ailerons or elevators.
   With a cruising speed of 150 m.p.h. the outlook is very important, but we did not find the extreme slope of the one-piece curved safety-glass windscreen detrimental at all. Even when flying at night there was no reflection except when the dashboard was too brightly lighted. Once the machine is flying, the pilot has a very wide field of view, but the nose is too large for comfort when taxying.
   The undercarriage folds up quickly, inwards into the middle of the fuselage beneath the cabin floor, being operated by compressed air from the Heywood engine starter system. When lowered it steepens the glide and slows up the machine, but flaps, controlled by a hand lever, and hinged to the rear bottom spar, are also fitted so that landings can be made in confined areas.
   Being a biplane and having a pronounced back-stagger, the "Beechcraft" looks unusual for an American machine, but this arrangement certainly results in an excellent view for the pilot and his passengers and an uncommonly high performance.

Flight, April 1936

MODERN LIGHT AIRCRAFT REVIEW

FOREIGN MACHINES on the BRITISH MARKET

BEECHCRAFT

   THE aerodynamic and structural efficiency of the American Beechcraft Model B-17-L (probably the best-selling Beechcraft type) can be conveniently expressed as: Four seats, 225 h.p., cruising speed 152 m.p.h. It is probably the most unorthodox machine on the market so far as lay-out is concerned and might appear to the uninitiated to be a real "handful" in the air.
   Actually it is quite docile and is in wide, every-day employment. A flying trial by Flight some time ago revealed less lateral and longitudinal stability than is found in most American machines, but excellent manoeuvrability, as might be expected from the compact biplane arrangement. The wide undercarriage retracts quickly into a space beneath the cabin floor, being actuated by compressed air from the Heywood starter system. The drag of the lowered undercarriage in conjunction with the split flaps confer a steep gliding angle and a normal landing speed. Comfort and good outlook are further qualities.
   Structurally the machine exhibits few abnormal features; the wing framework is of wood and the fuselage of steel tubing.
   In this country the agent is Mrs. Amy Mollison, who keeps a demonstration machine, mounting a Wright Whirlwind engine, at Croydon. There are various other attractive Beechcraft "lines," including the B-17-R (420 h.p. Wright; maximum speed 201 m.p.h.) and the A-17-R (700 h.p. Wright; maximum speed 250 m.p.h.).
   The main data applying to the B-17-L are: Weight empty, 1,600 lb.; disposable load, 1,550 lb.; span, 32ft.; length, 24ft. 5in.; maximum speed, 175 m.p.h.; landing speed, 45 m.p.h.