History Brief, by Johan Visschedijk March 31, 2016

Thanks to Dave O'Malley, Ian Macdonald, Terry Judge, Tim Dubé and Walter van Tilborg for their assistance in preparing this History Brief.

Peterson / Skyline / Oakland Airmotive / Bay Aviation / Hammond / Pine Air Super V

The Super V was a light twin-engined conversion of the single-engined four-seat Beech 35 Bonanza. The conversion plan was originated by David 'Dave' G. Peterson, chief pilot for Sinclair Oil Company in Tulsa, Oklahoma, USA. His idea was to get an STC to turn the standard Beech Bonanza into a light twin. Design and engineering work was started in 1955, conversion of Peterson's own Model 35 Bonanza, registered N2811V (c/n D-212) was done by the Skyline Manufacturing Company, also in Tulsa. The single 165 hp Continental E165 six-cylinder horizontally-opposed air-cooled engine was removed from the nose and replaced by a streamlined fairing, while two 150 hp Lycoming O-320 engines were installed inverted in the wings and the oil tanks were mounted on the firewalls, reducing the frontal area of the engines. The Super V was first flown in August 1956 and received a CofA in May 1957. An improved version, converted from a Model A35 Bonanza (N617B c/n D-1640) made its first flight in March 1958, this had fuel injection added, raising the output from 150 to 170 hp. In 1958 Peterson needed funding for development and marketing the Super V conversion, but eventually sold the engineering, production rights and both prototypes to fixed base operator (FBO) Oakland Airmotive of Oakland, California, on July 2, 1958, leaving his only participation on a royalty basis. A separate operations company, the Super V Corporation, was formed on July 22, 1958, Tirey L. Ford became president. Although the structural details of the original Super V were generally similar to those of the Bonanza, the Oakland Airmotive Super V modifications were so extensive that the company decided to obtain a full Type Certificate (TC) for the Super V from the FAA rather than an STC, making it a much larger project. Work continued through part of 1958 and all of 1959. Initially Oakland Airmotive decided to revert back to the standard wet sump engines increasing their power to offset the increased frontal area and selected the Lycoming O-340-A1A. Later IO-360-A1A were proposed but the fuel injection system as developed and installed did not meet FAA approval. Hence the 170 hp O-360-A1A engines were selected, driving fully-feathering constant-speed Hartzell propellers, and with this configuration Oakland Airmotive obtained the FAA Type Certificate 4A29 on June 17, 1960, authorizing manufacture of the Super V as a new aircraft, and subsequently a regional distributorship for sales and conversions was set up. The Super V conversion could be made on any Model 35, A35 or B35 Bonanza. All Bonanzas converted under a type certificated Super V received a new c/n eligible SV-101 and up, plus the original Beech c/n eligible D-1 and up. As an example, the eighth certified Super V (SV-108) was converted from the 2250th Bonanza (D-2250), the new c/n was SV-108-D-2250, as stipulated by the type certificate. (However, there is not much consistency in the presentation of the c/n on converted aircraft.) Oakland Airmotive was renamed Bay Aviation Services on July 8, 1960. By September of 1960, the project was settled into Bay Aviation, production was moving, and two aircraft had been delivered to dealers in Arkansas (Southland Aviation became a dealer on August 10, 1960) and another in Wisconsin. On September 14, 1960, a Super V crashed 15 mls (24 km) southeast of Brighton (near Denver), Colorado, during a demonstration flight, killing Donald W. Vest, head of Super V-dealer Vest Aircraft of Englewood, Colorado; John Curry, a crop duster pilot of Aurora, Colorado; and Bay Aviation salesman Kenneth Bellamy. The type drew attention when Pan American World Airways pilot Charles 'Chuck' Banfe of Palo Alto, California, chose the certified prototype Super V to fly around the world to help promote the State of Hawaii's Aloha Week celebration of its August, 1959 new statehood. The only modifications to the Super V were the addition of a 50 gal (189 l) fuel tank in the nose, a 150 gal (568 l) tank in the rear seat and a Lear L2 autopilot. The extra fuel and the autopilot brought the gross weight from 3,300 to 5,200 lb (1,497 to 2,359 kg). Chuck Banfe planned an eastbound trip but first he flew the aircraft from Oakland to Honolulu just to start, this leg took thirteen hours. He started eastbound from Honolulu on October 15, 1960 and after some 21,000 mls (33,800 km) in 8 1/2 days, 216 hours of air time, 50 hours of IFR, two monsoons, tails of two typhoons, turbulence, ice, snow and other assorted weather phenomena, Chuck Banfe landed back at Honolulu on the 24th, with no snags reported. In the mean time, after a devastating fire, Bay Aviation had moved to San Francisco International Airport. In March, 1961 an STC was issued to Bay Aviation approving the installation of two 180 hp Lycoming O-360-A1C engines incorporating a Bendix pressure carburetor, de-rated to 170 hp for take off. This made it possible to eliminate the large air scoop formerly fitted under each nacelle, reducing the depth of the nacelle to 22 in (0.56 m). Subsequently Insul-8-Corporation of San Carlos, California, with Tirey L. Ford of the Super V Corporation as president, became engaged in the production of the Super V. Under the new setup Super V conversion centers operated under franchise from the Super V Corporation, which in turn obtained all parts but engines from Insul-8-Corp.'s aviation division. However, by January 1962 only ten Super Vs had been produced, of which a single one was produced by a franchise conversion center, Hammond Aircraft Company of San Carlos, California. In September 1960, Fleet Aircraft Co. Ltd. of Fort Erie, Ontario, Canada, became interested in the program and subsequently obtained the manufacturing and sales rights for Canada and the northeastern USA, and ordered a demonstrator which was delivered in early 1961, registered as N4530V. However, no sales were made and by summer the project seemed to stagnate. Subsequently George Clark, President of Fleet Aircraft, hired Toronto aviator Gordon Schwartz to rewind the project. On July 16, 1961 Schwartz became the project manager and started with evaluating the aircraft. Although it flew well, in his opinion the aircraft had a poor appearance and certain unserviceabilities as well as requiring some system changes to make it more acceptable in the market place. When Schwartz discussed the issues at Bay Aviation in San Francisco it became clear that Bay Aviation really was an FBO and not had the facilities for aircraft manufacturing, hence also there the project had stagnated. Subsequently Fleet bought the project, including the FAA Type Certificate, and in the winter of 1961-1962 equipment and tools were transferred to Erie. First two new companies were set up by Fleet: Pine Air Ltd. at Erie, and Fleet Aircraft Inc. in Buffalo, New York, USA. Pine Air owned the Type Certificate and was the manufacturing company in space rented from Fleet. Fleet produced the components needed for the project and sold them to Pine Air. The company in Buffalo became the sales firm through which the conversions were sold in the USA. Next the type was redesigned, including 170 hp Lycoming O-360-A1D engines, new cowlings, throttle quadrant, radio installation, as well as cosmetic changes were made on paint design and interior finish. The engineering changes were approved by the Canadian Department of Transport (DoT) so they could be implemented into a Canadian Type Approval based on the strength of the FAA Type Certificate. The conversion was described to potential customers as: "The airframe enters our plant at which time it is completely dismantled for inspection. The first operation is to bring all components back to zero time, not just repair... The aircraft then proceeds down the assembly line in the normal accepted manner. Well over 1,000 components are built into the aircraft to support the new requirements of a high performing twin. New engines, propellers, bearings, cowlings, accessories, electrical system, vacuum system, engine controls, etc. are added as the aircraft proceeds towards finish. Upon completion and factory flight checks, the aircraft is painted, sound proofed and upholstered." The Fleet demonstrator N4530V was the first aircraft to be modified by Pine Air and it was flown by Schwartz in early June 1962. Subsequently it underwent extensively test flying, followed by refinishing and in August by the acceptance test flight. The Canadian Aircraft Type Approval No. 59 was issued on September 6, 1962. By the end of the year two USA dealers were contracted, Buffalo Aeronautical Corporation at Buffalo and another, company name not known, at Pittsburgh, Pennsylvania, the latter also bought an aircraft. The second conversion was sold to Joseph B. "Doc" Hartranft, President of AOPA (Aircraft Owners and Pilots Association) in Washington, D.C., who owned a 1947 Model 35 Bonanza (c/n 422). The first was delivered in February, the second in March 1963. By late 1963 it became clear that Pine Air would have to set up a production line for fifty aircraft to return a profit on the investment by Fleet. With the Beech Travel Air selling well and the new Piper Twin Comanche well accepted, it was felt that Pine Air was a little too late to warrant a large investment. By the time the last Super V was delivered in November 1963, it was decided to sell the project and on February 18, 1964, Paul Mitchell of Mitchell Tri-Motor Aircraft Corporation, Savannah, Georgia, USA, became the new owner of the Super V program, including two aircraft, N4530V and N4559V. However, no further Super V aircraft were produced. Data is available that over the years fifteen Bonanzas were converted to Super V aircraft, two by Skyline, nine by Californian companies, and four by Pine Air. All Bonanzas converted under a type certificated Super V received a new c/n eligible SV-101 and up, plus the original Beech c/n eligible D-1 and up. As an example, the eighth certified Super V (SV-108) was converted from the 2250th Bonanza (D-2250), the new c/n was SV-108-D-2250, as stipulated by the type certificate. (However, there is not much consistency in the presentation of the c/n on converted aircraft.) Gordon Schwartz stated that Pine Air converted five Bonanzas and furthermore modified two Super Vs. However, available registration and c/n data confirms four conversions, of the two modifications only one received a new c/n, SV-101-D-1640 (Oakland Airmotive Super V) became SV-116-D-1640. The Fleet Super V demonstrator (N4530V, c/n SV-106-D-1356) did not receive a new c/n after being modified by Pine Air. It is assumed that the c/n SV-110 and SV-111 were not used.

Individual aircraft histories

D-212. Model 35 Bonanza, built 1947, registered NC2811V to David G. Peterson, Tulsa, Oklahoma; 'C' was dropped from registration 1949. In 1956 converted by Skyline to Super V, first flown as such in August 1956, CofA May 1957. Sold with Super V program to Oakland Airmotive, later registered to Super V Corporation, used for development of type by Oakland Airmotive. Registration was cancelled May 7, 1964. SV-101-D-1640. Model A35 Bonanza, built June 1948, registered NC617B (c/n D-1640) to Beech. Subsequently registered to:      Rent-A-Plane Inc., Dallas, Texas (July 15, 1948);      Richard B Ames, Wichita, Kansas (September 7, 1950);      Sky Taxi Inc., Wichita, Kansas (April 14, 1953);      David G. Peterson, Tulsa, Oklahoma (August 18, 1953). Converted by Skyline to Super V, first flown as such in March 1958. Sold with Super V program to Oakland Airmotive, registered to Super V Corporation on January 30, 1959, used by Oakland Airmotive for research and development. Ownership transferred to Oakland Airmotive November 12, 1959, underwent further modifications (new c/n SV-101-D-1640). Upon completion registered to Oakland Airmotive April 15, 1960. Became instrumental in obtaining type certificate. Registered back to Super V Corporation, used for demonstration and exhibiting work. October 1960 used by 'Chuck' Banfe for round-the-world promotion tour. Sold to Banfe (by then President of Banfe Aviation, San Francisco) (January 11, 1962). Sold to Fleet Manufacturing Ltd. of Toronto, Canada, April 27, 1962, Canadian registration CF-FAC (allocated March 23, 1962, most likely not applied). Re-modified to Pine Air Super V, reregistered N174SV (new c/n SV-116-D-1640), used for demonstration and exhibiting work by US dealer Buffalo Aeronautical Corporation, Buffalo, New York. Returned to Fleet. Sold with Super V program to Mitchell Tri-Motor Aircraft Corporation, Savannah, Georgia, February 18, 1964. Sold to Ralph L. White, Leroy, New York, June 17, 1964. Aircraft destroyed July 5, 1966, while in traffic pattern at Buffalo Municipal Airport, New York, pilot failed to maintain flying speed and crashed, both occupants killed. SV-102-D-1982. Model 35 Bonanza, built 1949, registered N8409A (c/n D-1982). Converted by Bay Aviation to Super V (c/n SV-102-D-1982), 1960. Crashed prior to 1962. SV-103-D-1249. Model 35 Bonanza, built 1948, registered NC4442V (c/n D-1249). Converted by Bay Aviation to Super V (c/n SV-103-D-1249), 1960. Registered to Corn Belt Hatcheries, Hope, Arkansas. Crashed prior to 1963. SV-104-D-1731. Model A35 Bonanza, built 1948, registered NC724B (c/n D-1731) to Rent-A-Plane Inc., Dallas, Texas, March 1948. Converted by Bay Aviation to Super V (c/n SV-104-D-1731), CofA July 7, 1961. Registered N104S to D. Wayne Cox, Hayward, California. Aircraft substantially damaged April 24, 1968; after nose wheel actuating arm failed, pilot made wheels-up landing at Hayward Airport, Hayward, California, pilot received minor injuries. Registered to Vernon Baim, Walnut Creek, California by 1974. Registered to John P. Sanders and Clifford A. Ricker, Knoxville, Tennessee (October 22, 1974). Registration cancelled April 10, 2013 by FAA as 'Certificate Expired'. SV-105-D-1567. Model A35 Bonanza, built 1948, registered NC549B (c/n D-1567). Converted by Bay Aviation to Super V (c/n SV-105-D-1567). Registered to Astro Inc., Champaign, Illinois. Crashed at Frederick County Airport, Maryland, April 11, 1964. Student failed to lower landing gear, inadequate supervision of flight instructor resulted in wheels-up landing; post-impact fire, aircraft destroyed, crew escaped serious injuries. SV-106-D-1356. Model 35 Bonanza, built 1948, registered NC4530V (c/n D-1356). Converted by Bay Aviation to Super V (c/n SV-106-D-1356). CofA March 16, 1961. Sold to Fleet Aircraft Co. Ltd. of Fort Erie, Ontario, Canada, used for demonstration and exhibiting work. Re-modified to Pine Air Super V, first flown as such June 1962. Became instrumental in obtaining Canadian type certificate. No Pine Air c/n allotted. Sold with Super V program to Mitchell Tri-Motor Aircraft Corporation, Savannah, Georgia, February 18, 1964. Sold to William Heffron, Phelps, New York. Substantial damaged in hard landing in gusting crosswind at Berea Airport, Richmond, Kentucky, May 22, 1973, both occupants escaped serious injuries. Registered to James A Vermillion, Oak Ridge, Tennessee, January 5, 1976 and still is as of this day. SV-107-D-1538. Model A35 Bonanza, built 1948. As NC514B (c/n D-1538) registered to Beech (May 19, 1948), subsequently to:      Art Schreck Aviation Service, Galion, Ohio (May 21, 1948);      Myron S. Reed and M.C. Oakes, Mansfield, Ohio (September 3, 1948);      Southard Production Co., Dayton, Ohio (November 10, 1950);      W.D. Johnson, Corpus Christi, Texas (President of Southard Production Co., Dayton) (December 28, 1951);      W.D. Johnson, Dayton (August 23, 1956);      W.D. Johnson, Corpus Christi (February 8, 1957);      Southard Production Co., Dayton (May 29, 1957). Converted by Bay Aviation to Super V (c/n SV-107-D-1538). CofA April 5, 1961. Registered back to Southard Production Co. (November 13, 1961). Crashed near Sinton, Texas, April 11, 1973, after left engine failure lost control avoiding power lines; aircraft destroyed in post-impact fire, pilot (sole occupant) was killed. SV-108-D-1538. Model B35 Bonanza, subsequently registered N8723A (c/n D-2250) to Beech (February 3, 1950). Subsequently registered to:      R.L. Harrison Company Inc., Albuquerque, New Mexico (April 27, 1950);      Cutter-Carr Flying Service Inc., Albuquerque (February 7, 1955);      Jim L. Ferguson, Artesia, New Mexico (February 14, 1955);      Cutter-Carr Flying Service Inc., Albuquerque (February 21, 1956);      Carey Allen, Phoenix, Arizona (September 21, 1956);      Western Builders Inc., Scottsdale, Arizona (January 30, 1960). Sold to Bay Aviation August 18, 1960, converted to Super V (c/n SV-108-D-2250). Subsequently registered N430MD to:      Super V Corporation (June 15, 1961);      James T. Harkness, Berkeley, California (July 24, 1961);      Don F. Yenko, Canonsburg, Pennsylvania (September 23, 1969). Sold to Air Service Caravan Co. Inc., New Bedford, Massachusetts (July 17, 1971). Aircraft destroyed November 16, 1971. On final approach to Dillant Hopkins Airport, Keene, New Hamshire, both engines failed due to fuel starvation, aircraft stalled during forced landing off airport. Pilot (sole occupant) was killed. SV-109-D-549. Read the remarks on page 3315. SV-110. No data available. SV-111. No data available. SV-112-D-1243. Read the remarks on page 12819. SV-113-D-1569. Model A35 Bonanza, built 1948. As NC551B (c/n D-1569) registered to Beech (June 2, 1948), subsequently to:      Robert S. Boswell, Philadelphia, Pennsylvania (June 21, 1948);      Frederick Parks, Philadelphia, Pennsylvania (March 21, 1949);      The Pennsylvania Company for Banking & Trusts, Philadelphia, Pennsylvania (August 8, 1950);      Atlantic Aviation Services, Wilmington, Delaware (August 22, 1950);      Davenport Airlines Inc., Richmond, Virginia (November 1, 1950);      Graubart Aviation Inc., Chicago, Illinois (March 27, 1957);      Southwestern Skyways Inc., Ogden, Utah (April 10, 1957);      N.O.L. Flying Club c/o M.L. Gidden, Washington, D.C. (October 31, 1957);      C.S. Cleveland, Collinsville, Illinois (October 6, 1959);      Charles H. Updike, Jerseyville, Illinois (December 14, 1959);      Walston Aviation Inc., East Alton, Illinois (June 9, 1961). Sold to Bay Aviation, converted to Super V (c/n SV-113-D-1569). CofA issued September 15, 1961. Sold back to Walston Aviation (September 22, 1961). Subsequently registered to:      Cecil Duane Knotts, Alexandria, Indiana (February 2, 1962);      John D. Goeken, Washington, D.C. (December 30, 1967);      National Aircraft Sales Inc., College Park, Maryland (October 12, 1973);      Certified Food Buyers Service Inc., Manassas, Virginia (November 23. 1973);      Manassas Ice & Fuel Company Incorporated, Manassas, Virginia October 2, 1979);      Barron Thomas Aviation Inc., Dallas, Texas (November 27, 1982);      Jay Potsdam, Stuart, Florida (January 3, 1984);      Barron Thomas Aviation Inc., Dallas, Texas (August 7, 1984);      West Texas Air Museum, El Paso, Texas (August 28, 1985);      Billie R. Kirkwood, El Paso, Texas (April 30, 1991);      West Texas Air Museum, El Paso, Texas (February 8, 1995);      Warbirds Of The World Museum, Los Lunas, New Mexico (October 30, 1998, and still is as of this day). SV-114-D-1388. Model 35 Bonanza, built March 1948. As NC4559V (c/n D-1569) registered to Beech (March 8, 1948), subsequently to:      F.E. Machesney, Rockford, Illinois (April 2, 1948);      Alexander Braze, Rockford, Illinois (April 23, 1948);      Cooks Radio & Television, Muncie, Indiana (September 4, 1952);      Greater Rockford Airport Authority, Rockford, Illinois (September 12, 1952);      Jordan Stave Mills (Co.), Rushville, Illinois (August 1, 1955);      William E Asel, Jefferson City, Missouri (September 22., 1955);      Phillip D Keister, Waynesville, Missouri (October 22, 1958);      C.S. Cleveland, Collinsville, Illinois (February 3, 1961). Sold to Fleet Aircraft Inc., Buffalo, New York (May 24, 1962), converted by Pine Air to Super V (c/n SV-114-D-1388). Used for demonstration and exhibiting by US dealer Buffalo Aeronautical Corporation, Buffalo, New York, eventually bought by the dealer (November 29, 1963). Sold back to Fleet Aircraft Inc. and sold with Super V program to Mitchell Tri-Motor Aircraft Corporation, Savannah, Georgia (February 18, 1964). The aircraft was revoked June 16, 1971. Sold to Bernard P. Risley, Damariscotta, Maine (July 30, 1976), probably unairworthy. SV-115-D-422. Model 35 Bonanza, built June 1947. As NC3018V (c/n D-422) registered to Beech, subsequently to Carleton Putnam, Memphis, Tennessee (July 11, 1947). Reregistered as N1T to Joseph B Hartranft Jnr., Chevy Chase, Maryland (January 7, 1954). Sold to Fleet Aircraft Inc., Buffalo, New York (November 28, 1962), converted by Pine Air to Super V (c/n SV-115-D-422). Sold back to Joseph B Hartranft Jnr. (March 25, 1963). Substantially damaged at Mitchellville, Maryland, February 26, 1964. Pilot took off with known deflated nose wheel strut, aircraft ground-looped and nosed-down. Pilot (sole occupant) received minor injuries. Sold to Omni Investment Corporation, Washington, D.C. (October 7, 1964), reregistered N147V (October 19, 1964). Registered to Universal Southern Life Insurance Co., Montgomery, Alabama (October 1964), subsequently to Oscar M. Wilbur, Lewiston, New York (August 23, 1965), reregistered N772MD (February 20, 1967). Sold to Dan Futrell, Nashville, Arkansas (July 26, 1967), subsequently to Benn A. and Priscilla D. Griffin, Bend, Oregon (November 20, 1967). Sold to 99 Pop Inc., Oak Harbor, Washington (May 23, 1970). Destroyed at Omak Airport, Omak, Washington, May 30, 1975. On final approach engines failed due to fuel starvation, aircraft crashed 75 yard ( 69 m) short of runway, pilot (sole occupant) was killed. SV-116-D-1640. See SV-101-D-1640 above. SV-117-D-1474. Model 35 Bonanza, built April 1948. As NC457B (c/n D-1474) registered to Beech, subsequently to:      Leland C. Roskay, Niles, Michigan (April 30, 1948);      Deans Dairy Inc., Berrien Springs, Michigan (June 29, 1953)      J.E. Basso, J.L. Genaro, C. Genaro, T. Muns (dba Spinco), Indianapolis, Indiana (August 2, 1955)      Leland C. Roskay, Niles, Michigan (October 30, 1956)      R.C. Kauffman, Niles, Michigan (September 13, 1957)      Pinellas Aircraft Inc., St. Petersburg, Florida (February 7, 1958)      Herbert L. and Agnes E. Roberts, Clearwater, Florida (May 19, 1958)      Wiles Holloway Inc., Baton Rouge, Louisiana (December 1, 1961)      Lester F Alexander, New Orleans, Louisiana (January 10, 1961). Sold to Fleet Aircraft Inc., Buffalo, New York (March 13, 1963), converted by Pine Air to Super V (SV-117-D-1474). Registered to William O. Compton, Binghamton, New York (October 1, 1963), subsequently to:      Steri-Clean Corp., Willoughby, Ohio (April 1968);      Air Florence Inc., Florence, South Carolina (October 25, 1979). Aircraft sold for salvage March 21, 1981, registration cancelled April 28, 1981.

Technical data Pine Air Super V

Type: Twin-engined light aircraft. Wings: Basically similar to Beech Bonanza, with addition of main spar shear web to strengthen the wing, reinforcement at rear spar, flap attachment and wing root. addition of clips and formers throughout structure. Optional aileron trim tabs and high-speed wing tips incorporating navigation lights and radio antennae. Fuselage: Basically similar to Bonanza. Spar attachments reinforced and gussets, plates and formers added throughout entire fuselage structure. Original engine bay replaced with glass fiber nose fairing. Tail unit: Basically similar to Bonanza. Tail plane and elevator tabs reinforced. Landing gear: Similar to Bonanza. Tire pressures: main wheels 28 lb/sq.in (1.97 kg/sq.cm), nose wheel 35 lb/sq.in (2.46 kg/sq.cm). Optional nose wheel steering. Power plant: Two 180 hp Lycoming O-360-A1D four-cylinder horizontally-opposed air-cooled engines, each driving a Hartzell two-blade constant-speed fully-feathering airscrew. Low-drag glass fiber cowlings. Each wing leading edge was removed and sealed to become an integral fuel tank of 30 gal (114 l) capacity, giving total capacity in four wing tanks of 100 gal (379 l). Total oil capacity 4 gal (15 l). Accommodation: Basically similar to Bonanza, with four seats in pairs in enclosed cabin. Additional luggage compartment in nose, with capacity of 150 lb (68 kg). Total luggage capacity 34 cu.ft (0.96 cu.m) or 270 lb (122 kg). Optional third window at rear of cabin on each side. single-engine instruments replaced by dual-reading type. Engine controls replaced by specially-built quadrant. Original cabin heater replaced by 20,000 BTU combustion type. Optional extras included air-conditioning; dual control wheels and brakes; King, Narco, ARC or Collins radio; and oxygen system. Blind-flying instrumentation was standard.

Specifications

A Span: Length: Height: Wing area: Empty weight: Max payload: Loaded weight: Wing loading: Power loading: Max speed: Max cruise speed: Econ cruise speed: Stall speed: Climb: Service ceiling: Take off run: Take off to 50 ft (15 m): Landing run from 50 ft (15 m): Landing run: Range: Oakland Airmotive 32 ft 10 in (10.00 m) 24 ft 9 in (7.55 m) 6 ft 6.5 in (2.00 m) 177.6 sq.ft (16.50 sq.m) 2,020 lb (916 kg) 1,210 lb (549 kg) 3,400 lb (1,542 kg) 19 lb/sq.ft (92.8 kg/sq.m) 10 lb/hp (4.54 kg/hp) 218 mph (351 kmh) 206 mph (331 kmh) 196 mph (315 kmh) 65 mph (105 kmh) 1,550 ft (473 m)/min 23,000 ft (7,100 m) 750 ft (230 m) 1,110 ft (338 m) 1,170 ft (357 m) 710 ft (216 m) 1,400 mls (2,250 km) Bay Aviation 32 ft 9.5 in (10.00 m) 25 ft 0 in (7.62 m) 6 ft 6.5 in (2.00 m) 177.6 sq.ft (16.50 sq.m) 2,120 lb (962 kg) 1,250 lb (567 kg) 3,400 lb (1,542 kg) 19 lb/sq.ft (92.8 kg/sq.m) 10 lb/hp (4.54 kg/hp) 218 mph (351 kmh) 206 mph (331 kmh) 196 mph (315 kmh) 65 mph (105 kmh) 1,550 ft (473 m)/min 23,000 ft (7,100 m) 750 ft (230 m) 1,110 ft (338 m) 1,170 ft (357 m) 710 ft (216 m) 1,400 mls (2,250 km) Pine Air 32 ft 10 in (10.00 m) 25 ft 1 in (7.65 m) 7 ft 1 in (2.16 m) 177.6 sq.ft (16.50 sq.m) 2,200 lb (998 kg) - 3,400 lb (1,542 kg) - - 210 mph (338 kmh) 190 mph (306 kmh) - 68 mph (109 kmh) 1,550 ft (473 m)/min 20,000 ft (6,100 m) 650 ft (198 m) 1,350 ft (410 m) 700 ft (213 m) 600 ft (183 m) 1,200 mls (1,930 km)