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BEECH 18 PRODUCTION LIST PART 2: BEECH D18S/ D18C & RCAF EXPEDITER Mk.3

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Last updated 1.7.16 BEECH 18 PRODUCTION LIST Compiled by Geoff Goodall PART 2: BEECH D18S/ D18C & RCAF EXPEDITER Mk.3 (Built at Wichita Kansas 1945 to 1957) Beech D18S VH-FID (A-458) of Flinders Island Airlines on a newspaper delivery run at Swan Hill, Victoria in March 1965/ Colour scheme was striking red and white with black trim. Photo by Geoff Goodall The D18S was the first new commercial Beechcraft to come off the production line after the end of World War II. It was the first of 1,800 civil models built for the post-war market (D18S, E18S, G18S & H18), all built by Beech at Wichita Kansas. The “S” suffix indicated it was powered by the reliable 450hp P&W Wasp Junior series. The first D18S c/n A-1 was first flown in October 1945 at Beech field, Wichita. On 5 December 1945 the D18S received CAA Approved Type Certificate No.757, the first to be issued to any postwar aircraft. The first delivery of a new model D18S to a customer departed Wichita the following day. From 1947 the D18C model was available as an executive version with more powerful 525hp Continental R-9A radials, also offered as the D18C-T passenger transport approved by CAA for feeder airlines. Beech assigned c/n prefix "A-" to D18S production, and "AA-" to the small number of D18Cs. Total production of the D18S and D18C models was 1,035 aircraft. A-1 D18S NX44592 Beech Aircraft Co, Wichita KS: prototype, ff Wichita 10.45/48 (FAA type certification flight test program until 11.45) NC44592 Beech Aircraft Co, Wichita KS 46/48 (prototype D18S, retained by Beech as demonstrator) N44592 Tobe Foster Productions, Lubbock TX 6.2.48 "out of service" by 3.52 further details see Beech 18 by Parmerter p.184 A-2 D18S NX44593 Beech Aircraft Co, Wichita KS: ff Wichita 11.45 NC44593 reg. N45T Jack Richards Aircraft Sales, Oklahoma City OK 63/64 crashed in water after takeoff, Ixcalak, Mexico 19.12.65 further details see Beech 18 by Parmerter p.184 A-3 D18S NC44594 Joy Manufacturing Co, PA 47 CF-IZQ reg. .56 McMurray Air Service, Uranium City SASK 65/66 Gateway Aviation Ltd, Edmonton ALTA 70 CF-IZQ noted Montreal-Dorval QUE 16.10.57 DoT; A-4 D18S NX44595 Beech Aircraft Corp, Wichita KS 14.11.45 (Experimental CofA for type certification flying) NC44595 Fred M. Manning Inc, Denver CO Hazel M 4.12.45/50 (dep. Beech Field, Wichita on del. 6.12.45, op. on survey with clear nose cap) N44595 R. L. Manning Co, Denver CO 12.1.53/56 Norman Larson Co/ Vegas Aircraft Co 23.2.56 Eaton Metal Products of Montana, Billings MT 20.4.56/63 (various mods., E18S wingtips, installed 1.60) Eaton Metal Products Co, Denver CO 6.8.63 N132E Eaton Metal Products Co, Denver CO 12.11.63/73 J. W. Duff Aircraft Co, Denver CO 20.11.73/74 William Martin 16.6.74 US Drug Enforcement Agency: seized 8.11.74/76 (seized 8.11.74 at Marana AZ transporting marijuana: aircraft in use by William Martin aka Bobby Dean Martin; N132E stored Davis-Monthan AFB AZ by 3.75) Ernest W. Michael/ Diamond M. Ranch, Willows CA: purchased ex General Services Admin., for $7777.77 9.1.76/84 Thomas A. Cannarozzo & Robert P. Nonini, Athol ID 27.4.84/91 crashed, dest. Lakeside MT 4.7.87 clear nose cap modification: see Beech 18 by Parmerter p.372; N132E noted Willows CA 7.81; N132E accident report 4.7.87: carried music group to Lakeside MT for a performance, after takeoff on return flight pilot made low pass over concert site, then climbing turn during which the aircraft dived into the ground, 10 killed. A-5 D18S NC44596 reg .45 N44596 Appliance Buyers Credit Corp, St Joseph MI 63/64 Walston Aviation, East Alton IL 66 Florida Aircraft Leasing Corp, Ft Lauderdale FL 4.4.67 op: Mikal Corp 67 crashed destroyed on takeoff, Baltimore MD 2.5.67 accident report 2.5.67: Mikal Corp, above gross weight, exceeded aft CofG limit, cargo not tied down, 1k; A-6 D18S NX1500 Beech Aircraft Co, Wichita KS: ff Wichita 11.45 (used in FAA type certification flight test program 11.45) NC1500 Continental Can Co, New York NY .45/47 N1500 Continental Can Co, New York NY N1500M Southern California Petroleum Corp, Los Angeles CA 14.4.55/57 struck-off USCR 22.7.57 further details see Beech 18 by Parmerter p.184 N1500M noted Prestwick, Scotland 28.4.55 A-7 D18S NC44597 Burlington Mills Corp, NC: del. 12.45/47 Remmert (modified c55 to Remmert Werner Custom 18 Werner including oversize cabin windows) Custom 18 CF-KDR Gardner Ltd, Noranda ONT .57 N952Z George A. Tinnerman, Cleveland OH 63 Robert Cozart Corp, Tampa FL 64 Jack Richards Aircraft Co, Oklahoma City OK 66 Georgia Carolina Cartage Inc, Baldwin GA 69/70 George E. Ballan, Las Vegas NV 71/72 Jack P. Mullen, Phoenix AZ 79 sale reported: USCR 91 Aerospace Products Inc, North Hollywood CA 95 Richard Oldham/ Desert Gardens Park/ WASP Aviation Museum, Quartzsite AZ 13.6.95/16 (open storage derelict, Quartzsite AZ 96/06) N952Z noted Las Vegas NV 9.8.71; N952Z noted Quartzsite AZ 10.96 for WASP Aviation Museum, open storage poor condition, all metallic, N952Z in cockpit, CF-KDR on plate on door; still there unchanged condition 8.03, in RV park 10 miles east of Blythe on I10; still there 10.04 all silver, dismantled; unchanged 3.06; A-8 D18S NC44598 National Motor Bearing Co, CA 47 N44598 Calzona Inc, Glendale CA 63/64 N332R Malcolm Jacobs Co, St Louis MO 66 Delaware Air Freight Co/ Del-Air, Wilmington DE 69 Frank Cannaco/ Aero Taxi, Lester PA 28.5.69/70 crashed in water, Manitou Beach MI 27.7.70 accident report 27.7.70: flight Rockford IL to Detroit, pilot had been on duty 28 hours, became disorientated, pilot & pax k; crash time 12.45am A-9 D18S NC44599 Byron Jackson Co, CA: delivered new 6.12.45/47 (departed Beech Field, Wichita on del. 6.12.45) crashed A-9 was the first peacetime delivery of a new model D18S, a day after the new D18S model received its CAA Approved Type Certificate. Further details Beech 18 by Parmerter p.184; A-10 D18S NX44602 Beech Aircraft Corp, Wichita KS 1.12.45/46 (experimental CofA replaced by Standard CofA 12.45) NC44602 Timkin Roller Bearing Co, OH 5.12.46/53 N44602 Falls Stamping and Welding Co, Cuyahoga Falls OH 2.6.53/74 Ronald W. Smith/ Smithair, Sharpsburg GA 21.6.74/84 (Aerospace Products cargo door installed 4.75) badly dam. by windstorm, Atlanta GA 19.11.81 DFW Airfreight Inc, Dallas-Fort Worth TX 1.11.84 John R. Gorman, Fort Worth TX 2.12.84/86 Majestic Airlines, Salt Lake City UT 3.7.86/13 (stripped airframe, no paint, Globe-San Carlos AZ 97/11) struck-off USCR 11.3.13 N44602 (A-10) noted at Globe-San Carlos AZ 5.97 (with E18S N203C stripped) D18S type, no paint, all metal, stripped airframe at Globe-San Carlos AZ 1.8.11 alongside stripped E18S N203C. Metallic aircraft assumed to be N44602; A-11 D18S NC44603 Superior Oil Co, TX 5.12.45/47 N44603 Eastern States Petroleum Co 22.8.47/55 (Howard DGA pilot & copilot seats fitted 10.49) Vest Aircraft & Finance Co, Denver CO 18.1.55 Remmert Werner Co/ Beldex Corp 26.5.55 R-W N43F Remmert Werner Co/ Beldex Corp 11.7.55 Custom 18 (mods. to Remmert Werner Custom 18) N4216 Remmert Werner Co/ Beldex Corp 9.9.55 Lake Aircraft Co 14.10.55/62 Conrad (mods to Conrad 9800 2.58, 9800 further mods to Airline Training STC 3.62) Sunny-K Corp 5.3.62/63 N127LR E. Lonnie Russell/ Russell-Vaughn Ford Inc, Birmingham AL 22.2.63/66 Conrad (mods to Conrad 10200, Volpar Mk.IV trigear 10200 installed 7.63) trigear Connector Products Corp, Birmingham AL 15.5.70 N99CP Connector Products Corp, Birmingham AL 23.7.70/72 Crystal Petroleum Corp 21.4.72 Harold K. Quinn 17.11.72/75 Sam Vires/ Mid-Town Aircraft Sales 6.2.75/76 (Aerospace Products cargo door installed 11.75) Kodiak Western Airlines, Kodiak AK 14.2.76/79 forced landing on road, struck earth bank, Riverside CA 10.7.87 N99CP noted Long Beach CA 6.11.79 & 26.7.81; accident report 10.7.87: ferry flight to another location (no airports quoted) after not having flown for several years, forced landing on road near Riverside CA struck earth bank; Parmerter also lists N99EP for A-11, but agrees it is a misprint A-12 D18S NC44604 Briarcliff Inc, GA .46/47 N44604 rereg YV-… reg N25A McMillan Air Charter Corp, St Louis MO 63/64 Green Acres Trailer Sales, Union City TN 66/70 Domingo Aeroflite Systems Inc, Lawrence NY 26.7.72/91 derelict Herrera, Santo Domingo 78 N25A noted Ft Lauderdale FL 13.6.71; A-13 D18S NC44605 Tennessee Gas & Transmission Co, TX 46 N44605 rereg N86X Heavy Equipment Finance Corp, Cleveland OH 63/64 Wesco Contracting Corp, Evanston IL 66 Quanama West Indies Co/ Ortner Air Service Inc, Wakeman OH 11.2.69/81 (stored Wakeman OH 5.76 “wreck”) struck-off USCR 15.5.81 retired, stripped at Wakeman OH 97/07 N86X noted Wakeman-Ortner airfield OH 25.5.76 “wreck”; N86X noted Wakeman OH 8.97 & 8.98: both stored, N86X noted Wakeman 9.8.99 stored poor condition with no engines, rudders or flaps; N86X noted Wakeman 8.07, very faded red/white scheme, tailwheel, derelict stripped; Don Paolucci of Mohican Air Services has owned Wakeman OH airfield since 1981, still owns it in 2007: he said in 8.07 that N86X is still owned by the Ortner Estate.
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    Agecon-Ctrf-0020.Pdf

    J[kt"l C (il -� CANADIAN TRANSPORTATION RESEARCH FOR UM )l., ::- LE GROUPE DE RECHERCHES SUR LES TRANSPORTS AU CANADA PROCEEDINGS OF SEVENTEENI'H ANNUAL MEEI'ING CANADIAN TRANSPORTATION RESEARCH FORUM Volume 1 MONTREAL, WEB&:: MAY 26, 27 & 28, 1982 Compiled by: R. Lande & K. Tansey .... VI-22 • VI-2 1 Introduction Weather and population are frequently cited as reasons why U.S.-style airline deregulation is not a feasible policy for Canada. The argument is that Canada's more severe winter weather and its small and dispersed population result in unique oper- ating problems that require the continuation of the extensive regulation that has 1 characterized Canadian air transportation since 1938. At the same time, while these differences between Canada and the United States are relied upon to oppose the imple- WEATHER, POPULATION AND CANADIAN AIRLINE REGULATORY POLICY mentation of deregulation, no explanation is given as to why these differences did not serve to prevent Canada's adoption of airline regulation back in 1938 when regulation was also adopted by the United States.2 This raises the question of why is the argument asymmetrical? Why should weather and population constitute reasons for differentiating between Canadian and U.S. policies since 1978 while not providing a basis for doing so between 1938 and 1978 when regulation was the common policy of both countries? If weather and population have important differentiating effects on William A. Jordan airline per- Professor of Economics formance, it seems reasonable to expect that those concerned with airline operations Faculty of Administrative Studies and regulation would have studies that York University sponsored or been aware of measured the effects of those factors so that specific adjustments could have been made to reflect their impact.