Beech Model 18
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Peter McHardy, e-mail, 01.10.2020 06:15

Didi the same with SEMO airways and Stage to name a couple.
Cheers,
Peter


Bill Heaphy, e-mail, 15.09.2020 05:30

If you are still above ground John the d-18/ c-45 at Hickam Aero Club was 15 Victor. I was a member when we got that plane from the salvage yard at Hickam. Dick Pekrul and I flew sorority girls to the outer islands with it until the Honolulu air taxi outfits complained. Building time and maintaining a social life too. Should not have loaded the ladies on at Pacific Flight Services ramp at HNL. $16.00 an hour WET!!


Bill Heaphy, e-mail, 15.09.2020 05:21

A Mr. John Cummings mentioned the C-45/D-18 that was at the Hickam Aero Club at the then Wheeler AFB in Hawaii. My buddy and I used to fly that plane also in 1961-62. She was called 15 Victor. Many years later while working for an airline my FO mentioned that plane. He told me it somehow wound up in Northern California, privately owned, and while making a landing at the famous Mustang Ranch overshot the runway and was totaled!!


John M Fletcher, e-mail, 11.09.2020 11:23

I flew N73E in the early 60's out of the old Huntington, Wv ",Downtown Airport" which was across the Ohio River in Chesapeake, Ohio.

2800 × 40 ft long with a cemetary at the West end. It was operated as an "air taxi" under the regs now known as Part 135.

Now 86, I think the regs were known as CAR 29?
Operating single pilot ifr , I was flying Army Corps of Engineers & dignitarys such as Senator Robert Byyd, including the day John Kennedy was killed.


John A Garrison Jr, e-mail, 05.12.2017 08:14

I flew these aircraft for ~approximately 2200 hours in the late 70s and early '80s, flying freight out of MEM. Of all of the birds that I flew, the 18 was my favourite. I liked to fly the conventional gear the best, because it kept me sharp, and I also liked to train new pilots in them. I miss that sound of an idling dragster when taxiing.

Old Twin Beech Pilots Never Die, They Just Get Greasier!


Arthur E Bowen, e-mail, 09.10.2016 20:58

I was stationed at NAS Glynnco Brunswick GA. I flew many hours doing GCA approaches for radar operator training. After one long boring flight we were going about to land when we were unable to lower the main gear. we tried every thing including manually to no avail. Naturally after landing on the grassy area between the strip and taxiway to minamize damage, they raised the plane using airbags. A mechanic crawled in and sure enough the gear came down with no problems.


Bladecutter, e-mail, 01.05.2015 23:26

I worked with Gordon & Clayton Hamilton in 75, involved with the 18 conversions...low level...rebuilt a lot of Oleos, worked on paint crew. and did some parts replacing. using PT-6's on most of the Birds, but one that was Built for Connie Kallitta, the drag racer, for His shipping firm. 9 foot stretch, spilt evenly fore and aft of main spar, cabin raised 9", dubble cargo doors the exterior spar strap & had Garret dash 10's. Looking for a spec sheet on this particular Bird, if anyone knows where i may find


Richard Weber, e-mail, 17.03.2015 22:48

Bought a 1943 model which the log books indicated was used to ferry generals around during WWll purchased in 1973 to fly our mobile home dealers into the factory in Pa. and Me. Lebabon Homes I lost one engine coming into Reading Airport made a long down wind landed and while taxiing to North Side Aviation had to make two left hand turns after the first all I could do was 360's called for tow and ground said to call the tower when I got to the FBO when asked why I didn't declare and emergency I replied there wasn't any, was asked what if they had told me to go around then I said I would have declared an emergency. They thought I was practicing one engine landings. Was taught by an old pilot how to make smooth landings set it down on one wheel let it settle and roll out never had a bounce. Had to teach two pilots for Suburban Air Lines how to bring one in with out getting current in one landing.Now 89 and still miss flying the old bird


Ted Moss, e-mail, 07.11.2013 02:39

My first job in aviation (1972) was a mechanic for a civilian operation (Priority Air Dispatch, Tappahannock Virginia) hauling military explosives. We had three C-45's and three Piper Aztecs. Still remember installing the spar straps, 100 hour inspections etc. etc. Best aircraft Beechcraft ever built. It is worth a visit to Tullahoma Tennessee for a tour of the museum. My experience has led me from Regional Airlines, Corporate flight department, FBO, major airline and charter. By far the Twinbeech is still the love of my life...


rickharris392@live.com, 17.05.2013 04:58

I WORK ON BEECH 18 FOR EIGHT YEARS FOR MAIL OUTFIT IN SE MISSOURI,IT WAS GREAT,WE HAD 15 BEECH 18 MODELS D,E,G MODELS,WE HAULED MAIL AND FREIGHT.I MISS THE OLD BIRD


McCan, e-mail, 28.04.2013 23:41

Flew "Army 29646" while I commanded the Third Corps Flight Section in 1968-9. This was Lt. Gen. Powell's aircraft to commute between Ft. Hood, TX and Ft. Sill, OK. where the artillery was kept. Didn't like the restrictions the Air Force demanded we "Lowly" Army types fly below 12,000ft!


Mauro, e-mail, 12.04.2013 11:38

What versions were used during more than 40 years in Italy? TIA


Bill Riddell, 11.07.2012 01:39

When serving in a Navy Utility Squadron (VU7 North Island)during the Korean War we had one SNB which was used primarily for "junkets" with occasional "training" flights thrown in. It was a fun airplane loved by all. Wish I had one today.


TONY PETRULIO, e-mail, 05.06.2012 05:43

Many fond memories. Late fifties to mid sixties. Hard to imagine the spar problems.


scottb60, e-mail, 21.05.2012 07:16

The Queen Air was barely a departure, and the King-Air was pretty much the same. Why improve on perfection?

I was always a little leery of the bathtub wing bolts, but never had a problem. I flew Bonanzas, Barons, and King Airs and rode in an 18 once.


William S. Vaughn, e-mail, 21.05.2012 04:55

I flew SIC BE18S's in the mid-60s on nighttime "STAR" airmail routes between MAF and DAL about the time they were falling out of the sky because of spar failures. We were climbing out of Dallas when we hit some chop and there was a godawful "bang!" noise come from the center section. Don, my pilot, and I looked at each other with a plaintive "maybe now's a good time to kiss something or someone because this is it" look and held our breath. Obviously I'm still here and so is Don, so nothing happened but we sure had the mechs checking it out when we landed.


William S. Vaughn, e-mail, 21.05.2012 04:54

I flew SIC BE18S's in the mid-60s on nighttime "STAR" airmail routes between MAF and DAL about the time they were falling out of the sky because of spar failures. We were climbing out of Dallas when we hit some chop and there was a godawful "bang!" noise come from the center section. Don, my pilot, and I looked at each other with a plaintive "maybe now's a good time to kiss something or someone because this is it" look and held our breath. Obviously I'm still here and so is Don, so nothing happened but we sure had the mechs checking it out when we landed.


Mike Caughey, e-mail, 05.11.2011 07:54

Stationed at NAS Lemoore, CA 1962-1965 AMD had 3 of these SNB-5's. Each had a distinct personality. Got to fly a couple of times. Flew to Alameda once and landed 5 times in one pass, (Pilot was getting checked out in model). I am gueessing he flunked, I hope so.
Not wonderful landing in crosswind.


Hal Schedler, e-mail, 23.08.2011 03:06

I flew the C-45 at Smokey Hill AFB (Shilling), Base flight, while I served as Adjutant for Gen. Jim Wilson.....!!! I was a Lieutenant at the time and went on to fly the RC-121, at Otis, C-123. Saigon, C-47, DaNang, KC-135, Mather, etc. I also have 1000 hours in the B/A-26, Korea (K-8). I loved the C-45 and drool when I see one just sitting at the Museum at McClellan.


David Winer, e-mail, 13.08.2011 19:21

In 1957 I had a love/hate relationship with the SNB (Super Navy Bomber). Recently trained as a fighter pilot and eager to fly the sleek jets, I landed in an outfit that had an SNB for running errands up and down the east coast. I was soon required to operate this ancient PROPELLER craft with a TAILWHEEL. Arrgh. After I got over the disappointment I became quite proficient with this plane. I actually enjoyed it and had numerous adventures. (Once I made a gunnery run on a lumbering Air Force DC3 (C45?). The victim-pilot feathered an engine in response to the "virtual" damage.)


Gene Dudzik, e-mail, 30.05.2011 02:15

As a Navy Parachute Rigger stationed at Navyside Andrews AFB, Washington DC, we had I think about forty SNB-1. They were used for proficiency flying. I drew flightskins in them and had a chance on a few occasions to fly some. All those NC-3 parachutes were hell to keep up with every 90 days. Great site!


Mike Cloutier, e-mail, 17.05.2011 04:01

I flew airmail and freight in C-45's and D-18's for Buker Airways out of Springfield, Vt. I was based out of Portland Maine for the most part of my 11/2 years with Harold Buker flying nightly to LGA or JFK. Some of the most rewarding and memorable days of my life---in spite of the eight engine failures, catching fire three times, 20 degrees below outside and 18 below zero inside, frosted over windshields, along with flying 218 hours the first month I was there. (no maximums back then--- sleeping bag in the back of the plane). I do still cherish those days and the memories of all the guys I worked with. The best days of my life.


Roy W. Amburn Jr., e-mail, 06.05.2011 21:22

My Dad flew in and out from Birch Lake Alaska (near Fairbanks). His version of the C45 had pontoons of
course. His job was to fly VIPs from Birch Lake to
verious (outback) lakes for sport hunting & fishing.
This was back in 1950 (give or take a yr. or two) I
was too young to remember much....but I do remember
that aircraft! I helped him tie it up to the dock
when he made a return trip.


Chuck Teeters, e-mail, 05.05.2011 18:33

When my family got up to seven, traded a K-35 for a Beech C18S N6047V Flew it for 6 years, mostly family vaciations to FL. Always flew it under 8500 lbs and only lost one engine, at night sanford ma. so no problem. Usually got down to 45 gal/hr. Sure would like to fly it again


Bob Blouin, e-mail, 28.04.2011 04:54

Flying D18's for Island Airlines Hawaii in the late 70's taught me that airplane is a classic!


E.G. HICKAM, e-mail, 31.03.2011 05:12

I was pleasently surprised to here from one of the Parker"s of Parker Pen Company that was the original owner of my Beech D-18S LITTLE PRIVATE "aIRLINER" IS THERE ANYWHERE A PILOT WITH SOUL SO DEAD THAT A TWIN BEECH DOES NOTHING TO INSPIRE HIM? AFTER A TOTAL OF OVER 7500 HOURS IN THE AIR LOGGED IN EVERYTHING FROM A J-3, CLIPPED WING 85 HP CUB TO C-46'S AND C-123'S PLUS DIVERSE SHIPS SUCH AS A DE HAVILAND CARIBOU AND A P-51D. THIS IS STILL MY FAVORITE FLYER. IN SPITE OF THE SPAR STRAPS ETC.


Tim Olmsted, e-mail, 10.03.2011 19:44

I flew the mail in the Northeast and air freight for Tobey, Jim Dole and Tom Brennan. 2 hours shy of a 1,000 hours in them. Great flying bird, I still fly a tailwheel weekly


Vern Baisden, e-mail, 01.03.2011 18:00

Flew Beech 18s on mail routes in the early 70s. Had over 5000 hrs in them. The models that I flew were C-45, D-18,
E-18 and G-18. had quite a few engine failures over the 6 years that i flew them. We used 50% power for cruise, speed at this setting was 140kts or 160 mph. Burned about 45 gallons per hour. Like all beechcraft they handled very nicely. Though, at the high gross weights that we flew at.
they were not a high performer in climb. I,d still like to fly one today, even in this, my eightieth year.


Woody Weidemeyer, e-mail, 28.02.2011 18:18

Navy Sqd. VX 4 had one SNB at Pax River in 1952. The other Squadron Planes were six PB-1Ws and two WV-1s. After the squadron was redesignated VW 2, super Connies (WV-2s)started to replace existing inventoty.


John T. Moore, e-mail, 08.02.2011 19:36

I was able to get about 300 hours in E18 model flying jumpers in early 1990's in Atlanta, GA. This airplane is really fun to fly, and I would love to get the opportunity again someday. I will second a comment made previously, that it will really make you feel like if you are sitting back doing nothing that you have forgotten something. Beech has a real winner in this one!!


EV HICKAM, e-mail, 27.01.2011 21:36

Bought a D-18 that had been converted into a Executive ship for the President of Parker Pen Company. It was a run out sitting for some time on the ramp. Many hours of labor later it was my private airliner. I have still a soft spot for all Beechcraft aircraft. I am 79 now 0ld & a bit bold still. Old AA pilot volpar18H. C-46B, C-123, DC-3, A-26K etc. I began with a J-3 runout at 16, new ceconite, 85hp converstion, Reed clipped wing w/metal spar. did all of this with crop duster help. He has folded his wings and left, but I am still going. I have time in numerous other types, but D-18 was my favorite for personal use.


Leroy McVay, e-mail, 13.01.2011 00:45

1953, North Island Naval air station. One man in our group had never flown. Assured him you had to fly to work on aircraft. Told him to take a Beech, noting ever goes wrong with a Beech. Wrong! Bi-cycle chain broke and the gear wouldn't come down. Got one gear down on grvety snap drop, ground looped on wing tip. He was pretty mad at us.


Leroy McVay, e-mail, 13.01.2011 00:37

As plane captain / crew chief I flew right hand seat to Litchfield Park AZ. Line crew put JP4 in our tanks. Luckily they caught it but not until all 4 tanks had it in them. Thenk goodness the fuel valves had NOT been opened. THEY de-fueled, refueled, defueled and refueled again. We did a full power runup for several seconds to be sure everything was okay. Last time I ever let anyone else fuel my plane!


Darrell Meldrum, e-mail, 05.01.2011 22:48

Worked on Conroe Avation's Beech in mid 60's Well cared for Bird Repl. wind shield & swing Windows no leaks my friends also put first Air Stair door in At Hobby air port Houston


John Cummings, e-mail, 31.12.2010 22:36

Hickam Aero Club, Wheeler AFB, Oahu. 1964. The clubs only twin. Dont remember the #.


oldmarine56, e-mail, 13.12.2010 19:05

In 1957-58 I flew as crew on the SNB-2P (I went to the Navy Photo-A school in '57) out of El Toro in the 3rd Marine Air wing. MABS-37, MWSG-37. It was a great plane!!! and a great photo platform.


Kurt J. Jaeger, e-mail, 10.12.2010 16:18

The D-18 remains at the top of my list as the sturdiest and toughest airplane ever. I flew a few thousand hours inall kind of versions up to the 10-2 and mostly in tropical Africa. The roughest dirt stripps didn't matter and even squall lines couldn't hurt this bird. I did my ATR with Bill Conrad at Fort Lauderdale in 1965 and he was amazed at my handling the D-18 when showing him a very short landing a la Africa.


Bill Diebels, Sr., e-mail, 22.11.2010 21:34

We used these for advanced instrument training at Corpus Christi, TX in 1953. Contrary to an earlier comment we always took off and landed ourselves. In fact, toward the end of the syllabus, we routinely took off 'under the hood".


Jeff Stump, e-mail, 22.10.2010 02:15

'flew Twin Beeches for TOLAIR in Puerto Rico during the mid 2000's. We used to fly frozen fish, etc, to Culebra and to the dirt runway at Virgin Gorda. San Juan to St Martin was a good route too. A hand held GPS strapped to your knee did wonders.


Bruce Oliver, e-mail, 19.10.2010 21:48

I flew the SNB "Secret Navy Bomber" in Corpus Christi, TX as a student aviator for beginning advanced instrument training. We didn't really learn to fly it because the instructor almost always took off and landed Nd we only did the insert
Ent


Jim Irvine, e-mail, 03.10.2010 21:47

I flew US Airmail for Great Western Airlines and for some other operators out Detroit flying automotive car parts in the early to mid 1970's. I have about 3500 hours in D,E,G and the H Models. Conrads,Volpars Piston and Turbine powered. I still fly professionally today and if I had to pick an aircraft that taught me the most about flying it would be the Beech 18! I saw one yesterday while I was flying and it brought back some great memories. Go figure it looks like I'll end my flying carrier in a Beechjet! Ha


Ken Robertson, e-mail, 26.08.2010 02:47

The closer you look at 18's the more differences you see. The trailing edge of the nacelles for example. Some short some long. Some with factory JATO. The various "spar strap" kits. Cowling modifications(mostly associated with gross weight increases). Low windshield(D-18 type) on the E-18S. High windshield on Converted E-18S, G-18S, H-18S and the Volpar C-45H's converted to quote H-18S standard tri gear. The conventional landing gear. High tail wheel or low tail wheel. Lots of variations on the tail wheel and tire assembly. The main gear legs can be built up tube, Bent tube or the "H" type half fork. Wheel brakes too many to try to break out. Rudder trim tabs. one or two? If it is the single, it needs the extension. QEC's, short stack or long stack. Cowl flaps one piece, three piece, fixed or top side electric. Most you find will have the P&W R-985-14B but by no means all. Propellers, half a dozen come to mind.
Does anyone remember 88, 93, 105, 119, dead foot dead engine!(Aeroproducts 10,100 Supers)
I,ll need to get back to this later.


Hal Cope, e-mail, 17.07.2010 21:03

I was operating a C-45 N21Z in my fleet at Safari Air Services Nairobi Kenya Wilson Aerodrom. General Doolittle came to Kenya for a ABC Sportsman TV series. I flew Jimmy to the camnp in the wasteland of the Northern Fronteir District. I had the honor and pleasure to spend several days with the General in the African bush. When it became time to leave from a makeshift dirt strip near camp I asked Jimmy if he want to fly us back to Wildon. Hell yes was the answer. I got in the right seat and said to Jimmy..."I should be the last person on this earth to tell you of all people how to fly a airplane but this wis waht I want you do do. See that bump in the runway? When you get to that bump I want you to drop ten degress of flap and jerk the gear out from under us as that is the only way we we are going to get out of here without crashing and burning." Away we went. I am probably one of the few people in the world to tell Jimnmy how to fly an airplane. Eaxh year after that until Jimmy's death I got a Xmas card from him asking when we were going back to the bush.


Charlie Evans, e-mail, 29.03.2010 18:12

It brings back memories of Sky King and the "Songbird."


Doug Rodrigues, e-mail, 13.03.2010 10:23

Told my wife that if I ever hit the lottery, that I'd buy myself a Beech 18. Something about that airplane that has always attracted me.


Keith Smith, e-mail, 27.02.2010 22:31

One of the great planes of all time, in my view, of course those who love to fly almost always say that!
Probably my most memorable flying experience, ever, was in the C-45H at Wright Field, probably about 1955. You are not apt to easily forget a double engine failure on takeoff!
I had logged about 100 hours in the C-45, but needed 10 landings with an Instructor Pilot (IP)to get checked out. I scheduled myself for a checkout and drew the Base Flying Safety Officer as an IP. The morning was barely VFR and my IP said,"We'll shoot touch and go landings to get your requirements. You keep your head out of the cockpit at all times and I'll take care of all the things in the cockpit." So off we went! The IP didn't like my takeoff technique complaining that I held the plane on the runway too long. The runway was bumpy and he wanted me to get it off ASAP for comfort's sake, so I complied. I made about 8 touch and goes and he cleaned up the cockpit every time. Once he had the flaps up, trim set, he would yell at me to take off.
For the rest of this to make sense, you have to understand the "H" model: it has five fuel tanks; two in each wing and one in the nose. It has only one fuel gauge with a five position selector switch. Both engines ran from the same tank all the time, but they each had shut off valves. As usual, we had taken off using fuel from the 25-gallon nose tank first. This allowed the CG to move back which was better, since we had no passengers on board.
On this fateful takeoff, the IP told me to go ahead and I gave it full throttle and at minimum airspeed, to satisfy my IP, I pulled the plane from the bumpy runway. I was gear up and probably at about 100 feet and nearly halfway down the runway when the left engine quit. I immediately knew that we had run out of fuel in the nose tank and yelled to the IP to change the tank. Instead of doing that, he began to rotate the fuel gauge switch through the five positions to see how much fuel we had in the tanks. I yelled that all tanks were full except the one we were on and that he should switch the tanks. Since the gear was up, I wondered, should I put down the gear and attempt a landing on what was left of a 5,000-foot runway? Or should I play the "come" line and keep it flying with the gear up. I knew I had very little time and very little runway. The end of the runway ahead ended with a patch of grass and a cyclone fence protecting a parking lot full of cars. I was now passing the tower and the right engine quit and I was committed to a wheels up landing straight ahead. Finally, the left engine caught and I could feel the yaw as it came alive. Then, a few seconds later, the right engine came to life and we climbed out without another word to each other. By this time, we were about 30 or so feet off the runway. I finished my 10 landings and the IP signed me off for my check ride. I don't recall ever having a conversation about the near miss we had that day.
What I learned that day was not so much about flying the C-45, but more about flying in general; when you are Pilot in Command, don't relay on someone else acting in your best interest. We used the old "GUMP" check in those days; Gas, Undercarriage, Mixture and Props. Obviously, you are supposed check the Gas on the landing and not on the takeoff of a touch and go! Another lesson; know your plane's systems and the status of fuel in the tanks so that you can make correct selection without the need to find out the status in critical situations.
The C-45 was fun to fly and the Air Force didn't require a copilot, so one wasn't tied down with a crew all the time. I made lots of cross country flights from Dayton to the West Coast in the C-45. It's short legs posed some problems when the weather was bad. The "H" was nice as it had feathering props, which earlier versions didn't have.


Bob Franklin, e-mail, 10.02.2010 00:04

I flew Beech 18s during the late 60s and 70s for a total af about 16oo hours. After being intimidated by it for a while, I learned to love it. My favorite was the E-18. It was my first extended experience in twins, and when flying one I felt that if I wasn't doing something, I was forgetting something. Great airplanes!


Max T. Hansen, e-mail, 01.02.2010 06:18

Worked on C-45H's at Donaldson AFB when I ended up with Headquarters Squadron Base Flight to replace their instrument man who went to pitch for the base ball teasm . Little airplane with vacuum for several instruments that always seemed to need setting . Came from a jet fighter squadron to a prop outfit . Scared the "H" out of me standing behind the running engine with my arm up in the acessory section adjusting vacuum regulators at 1800 RPM. Had a run up & taxie licence for them to swing compasses , thought I was a hot dog ! Fun & Games back then in the late 50's.


Jock Williams Yogi 13, e-mail, 05.08.2009 15:00

In the RCAF it was known affectionalely as the "Bugsmasher" and it trained several generations of multi-engine drivers while we who were lucky enough to be single-engine jocks flew the T33 before moving on to the high speed metal.

Nonetheless -the Smasher was a challenge to fly well -and particularly to land.

Eventually I scrounged several hundred hours in this classic -which was useful in learning to handle the C47/DC3 -and loads of fun to boot. I made several low level flights from Portage la Prairie to Toronto (Downsview) and return -and really got to see and appreciate the country which previously I had only seen from 30,000 feet or more!

Highly different perspective -and the roar of the engines was satisfying. You could imagine yourself flying a Lancaster -which I eventually did with the Canadian Warplane Heritage!

Great aerodyne!

Jock Williams Yogi 13


Jan Baumgardner MD, e-mail, 19.06.2009 08:17

Live still flying C-45 USAF D-18 at Boulder, Colo airport extravaganza concert and airshow 06-13-2009. Also featured a staggerwing, A b-25 Mitchell model G- flyby and landing then a runup of the engines right in front of the hanger- all lights out for the blue flame effect, during the 1940s musical part of the show with Dance swing band live playing- then My barbershop group the BoulderTimberliners singing.Accompanying projected movie on wall of hanger wall with Robt Mitchum, Van Johnson, many other stars

BUT amazing feature was Boulder's own retired Col Bill Bowen
and old patient of mine- who is Last Surviving actual pilot of the Doolittle Raid. Hurrah for him! 92 yrs old and feeling his age but god bless him still interested in people and his country!


Amazed to see the D-18a first flew 3 days after I was boprn.. and I'm still working, singing barbershop; and whatall


Jay Ray, e-mail, 03.06.2009 13:20

While a college student living in Ft. Lauderdale in the early 60's I worked for Bill Conrad several years on Twin Beech conversions. We installed new angle of incidence stab kits, new one-piece windshields and wing tips with antennas, new carb kits and exhaust stacks and engine cooling baffles, improved cowling installation, stall strips, etc. A great time to be alive around airplanes. Conrad was an old friend of my dad with PAA.


Joe Moore, e-mail, 07.01.2009 02:16

I flew the C-18 , D-18 and The Conrad 9800 conversion [N9800}
One piece windshield , Hartzell props, Airstair door. My favorite was the E-18 [N54K]

Joe Moore


Jack Thompson, e-mail, 02.05.2008 20:40

One of the GREATEST air-craft I've ever had tthe pleasure to fly under any conditions............Jack Thompson




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