Before America entered World War II, the Beech company introduced a medium sized twin, with 450 hp radial engines, featured with counter-rotating, variable pitched propellers, twin rudder and retractable main landing gear.
This taildragger known affectionately as the "Twin Beech", Model 18 created by marketing as a business transport and commuter airliner providing comfort for 6 to 11 passengers but feeder service was non-existent in the U.S. in 1937. Eventually marketed to Europe, Africa, Pacific and Island nation destinations and became a resounding success.
When America entered the war, procured as trainer and utility aircraft by the U.S. Army, Marines and Navy officially designated as the C45, and was also built for over 40 nations world-wide. Production from 1937 to 1970, more than 9,000 of 32 variants were built. The Beech 18 was the most modified U.S. certified aircraft designed, with over 200 FAA approved STCs on record. Major modifications from a tricycle under-carriage, a few altered to a single rudder. Other modifications included floats or skis for bush flying, aerial spraying, fish seeding, dry ice cloud seeding, aerial firefighting, airborne mail pick up and drop, ambulance service, numerous movie productions platforms, skydiving, freight, engine test bed, skywriting and banner towing.
Many novice and non-pilots alike often mistakenly referred this plane as the Lockheed 11, the craft Amelia Earhart famously flew in her quest around-the-world attempt.
Early 1950 unit costs hovered at USD $78,000 for the model D18 Super. Later optional on most models Pratt and Whitney R-985 engines with 450 hp each for higher operating altitudes.
During the growing '50's era, many companies ordered various versions as corporate aircraft, while individual pilots converted and maintained initially as privately owned, often updating with the latest avionics available. Today, eventually became "Collector" series, many priced ranging from $150,000 and to $200,000 upwards, As current research reveals there are 68 registered Model 18's in the U.S.
Choosing this aircraft I was gladly challenged by the taildragger as I knew that visibility forward taxiing and on the runway was my biggest obstacle to overcome, albeit the latter only temporary, worst I did not have the advantage of the fellow sitting on my right aiding me along. Fond of the old adage, one has to learn to walk before one can run, was deeply pleased that ground handling was excellent, at not only high taxi speeds, but preferred best slow movements, could track at a walking pace, easily. The solution to the visibility issue can be taught, intuitively as I gathered, their are many ways, dare I say, real world pilots solved it more than a half century ago. Consider Navy and Marine pilots, why they flew an approach to a carrier hard wide left, with a 25' snout (Corsair F4U) landing? All he had was the Landing Signal Officer on the port stern guiding him in - totally. Now that's trust. And grand traditions have never changed, nor should they.
Encouraged, we begin with the FS2004 and approach FSX in time, both models in either are excellent but again we must start to walk first. Most aircraft are not equipped with radial engines these days. These two the sound is terrific, music to my ears, in living stereo, and should one engine sputter and quit, you noticed it about the same time the plane yaws severely but add a little power, kick the rudder, she gives you the respect the plane deserves, but, horrors, now you're down one engine. All the way to landing, rate of decent is heavy at first, less flaps and the twin rudders restores your confidence, even in moderate crosswinds. At most altitude, she will hold just fine, but don't forget to feather the offending propeller, bricks are no fun to fly.
Landing requires 'cat-like' promptness, as the speed bleeds off to stall, bouncing can be an addiction that must be averted, less you wish to be busier than a one-legged man in an butt kicking contest. The boys at the local FBO will have a field day of your efforts. The plane handles nicely on a hard surface, but this rugged plane is equally at home on dirt and grass fields. Takes practice and if you like confrontations this will do it. Take offs and the roll outs require about equal measure, 1600 feet demonstrates your skill, unless a 50' tree ahead, environmentalist refuses permission to allow it be cut down at the perimeter's edge, banking softly would be a excellent alternative.
Suddenly landing, sweating but relieved, as the plane slows, your view suddenly disappears, quash the panic and revert to your training, watch the edges of the runway is one clue I relinquish fairly, mind you, that's what fellow pilots should do. Delve into the manuals, secrets are kindly provided, and so much more, being well informed is the pilot's best friend.
Instrumentation is a nice blend, gauges are typically hard to read, but experience prevails with familiarity. Reflective qualities of the exterior aircraft are superb, the author/developer and his team should be extended a standing ovation. Many manuals are included, and are excellently written to capture your interests, right down to checklists, depth of other subjects related, a definite must read. Updates though none are available (or needed as yet) at the site referenced in the handbook.
Discover United States of America, some 70 missions are included, thankfully most are relatively short, but in regions most of us may have never experienced in this great vast country we call home. Just as exciting for our bordered and overseas fellow enthusiasts, will appreciate how beautiful it is fly VFR, and those who have advanced to GPS, will find it has been pre-programed, and fly IFR at the whims of avionics.
Provided in a attractively packaged box, with a CD, license key within, at least 1/2 a GB required, and runs well on Windows XP, Vista and Windows 7, and priced to make an excellent gift for a family member or great friend, but get one for yourself too, multi-player would be the epitome of enjoyment, as seven variants of this highly detailed plane is included.
| PURCHASE FEATURES | |
|---|---|
| Instant download from the Pilot Shop | NO |
| Installation program | YES |
| License key required | YES |
| Copyright acknowledgment required | YES |
| Manuals (3) included | YES |
| Checklists & reference included | YES |
| Uninstall program included | YES |
Test flight performed on a PC Intel® Pentium D CPU 2.66 GHz X2, 4 GB RAM, 32-bit Win7, nVidia 260 GTX, PFC Cirrus II with Jet Yoke and rudder Pedals, throttles for single, dual engines and turboprops, and three engined, B-727. DC-10 and MD11.
N. L. "Peter" McMains has extensive flight simulation experience dating back to Bruce Artwick's Sublogic" version 1.0 for Amiga series (1986) followed by IBM, Jr. and all subsequent releases to current FSX including Acceleration. Beta tested for general aviation aircraft virtual models and input to authors and developers in the early years. Contributed information and direction to "newbie" enthusiasts for virtual piloting on various forums aiding in their desire for enjoyment and advancement.
Learned to fly a Cessna 182 (modified) in the Colorado Rockies with a certified instructor (12 flights, 5 landings and 6 takeoff's), but only to ascertain ability to sustain the physical rigors amd coordination of flight itself and aspire advancement for the required training in a student environment.
Alas, his family Doctor, an FAA medical examiner, could not approve his medical certificate due to a physical disability, hearing, tests would not qualify him for such. Years later he flew in gliders, he states: "With gliders at least a radio is optional but not required, further, coming in on final: "Everyone, clear the deck, aborting is clearly not within the realm of possibilities."
As a young child, my father taught me about aviation from his left seat, a Piper Tri-Pacer. Great way to begin!
Peter enjoys simple go-arounds with his CLS DC10 Series on 7,000 foot runways and then calls it a night, "As long as I paint the numbers, with less than the required flare of 125 fpm decents on this aging but graceful craft, as mandated by the current FAA guidelines, that concludes another great night."
N.L. "Peter" McMains
flyingbackwards@hotmail.com
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