Loaders rolling dynamite kegs into a ski-equipped Beechcraft S18A-172, registered CF-BGY, in Hudson, Canada (located 166 miles northwest of Lake Superior) recognized the “twin-tailed wonder” as the first of its type working commercially beyond the U.S.-Canada border. No one on that frigid January day in 1938 could have known that lessons learned would one day be incorporated into the King Air aircraft family. A National Advisory Committee for Aeronautics (NACA) 23000 wing series became the general airfoil following through the years in commercial and corporate aviation.
Designed by former farm boy Walter H. Beech and Engineer T. A. Wells, prototype Model 18 NC 15810’s inaugural flight took place Jan. 15, 1937, with test pilot James N. Payton in Wichita, Kansas. In April, Beech’s personal demonstrations from Montreal, Ottawa, Toronto and other foreign locales attracted interest including a ground-breaking order from bush air service owner Robert Wright Starratt of Starratt Airways and Transportation who appreciated 55 mph landings and 167 mph cruise speeds. His stalwart fabric-covered Fairchilds, Fokkers and other aircraft types servicing high-pressure clients in gold mines and native communities functioned adequately and profitably enough. Still, Starratt despaired of ripped fabric surfaces and frequent engine failures. He and his four sons determined the parameters: twin-engine safety, durable coverings and long-range fuel tanks. “Bring it on!” one company pilot sputtered when told of electric flaps and insulated interiors.
The Model 18 concept satisfied the Starratts, but few of their boreal bush destinations offered airstrips or airports. Skis and seaplane floats needed to be part of the picture. The Beechcraft arrived with a reinforced one-piece welded steel tubing center section and multi-spar wings; even a seven-pound toilet, reading lights,and ashtrays came with the package. By the time Starratt signed agreements with Montreal distributor Aircraft Industries of Canada, technicians had arranged ski testing and seaplane float installation.
Wichita delivered NC18578 (s/n 169) to Edo’s College Point plant on Long Island. To Beech’s chagrin, his designated pilots lacked seaplane experience and soon spun the example of “airborne artistry” into Jamaica Bay. Thanks to Model 18 integrity, both men survived. A replacement later registered CF-BGY arrived and water trials continued, but this time, Starratt sent a pilot wise in handling license-built Edo 55-7170 seaplane floats.
With experimental flying completed, mechanics re-installed CF-BGY’s wheels Dec. 15, 1937, for customs clearance in Montreal. Ski flying trials commenced in 15 inches of snow in a 12-mph wind at nearby Cartierville with Vickers units assembled in Montreal. A federal inspector did not appear overwhelmed with the 47-foot, 8-inch wingspan and 123-inch cabin length.
“Owing to abrupt sides of these skis, short turns in heavy snow should not be made. In addition, these skis tend to stick when starting aircraft after standing in heavy snow,” said Department of Transport’s S. Graham. “Although they bear the warning ‘Do Not Walk,’ they would likely be battered in northern operations.”
Model 18 CF-BGY became the first twin-engine Beech type assigned to harsh hinterlands beyond the Kansas wheat fields. Starratt found himself with the fifth example produced and powered by 350hp Wright R-760-2 radial engines and Hamilton Standard propellers cruising at 1,900 rpm. Dive speeds reached 200 mph, and empty weight on skis came in at 4,626 pounds, including ski legs, forks and fittings.
Agreements signed and fuel tanks topped to 160 U.S. gallon capacity, Starratt pilots finally departed Montreal for a 906-mile journey to Hudson where advanced field tests showed 340-yard ski takeoffs and 35 U.S. gallons hourly fuel consumption with the seven-cylinder engine. By Jan. 4, 1938, line pilots reveled in cabin heaters and kapok-insulated walls; no more heavy mitts, parkas or exterior fabric coverings ripped on spruce branches or ice shards. With a robin egg-blue paint scheme, the “Wichita Wonder” and the appropriately dressed bush pilots took on the coniferous jungles.
On most flights, the passenger seats stayed behind as loaders pushed, rolled and towed freight from nearby railway boxcars. Plywood sheeting protected floors and goods such as ball bearings and roped kegs of applesauce, bacon or bread went aloft. Occasional medevac flights from Native American villages or trap lines broke routine. The “fastest (air)plane in Canada” began paying its way.
When seaplane season arrived, Starratt began encountering regulatory issues. Export documents specified two-crew operations for the airplane although all Hudson assignments occurred in VFR day-only conditions. A superfluous co-pilot meant 170 pounds of less payload. Aircraft Industries and W. H. Beech negotiated with aviation hierarchies in both countries and arranged a single pilot with a right front seat passenger.
On May 8, 1938, an inspector confirmed CF-BGY’s 4,272-pound empty weight and reviewed the 7,7140-pound seaplane gross weight with nine people, including the pilot. Floats weighed 840 pounds, and takeoff across the water lasted 17 seconds. A ventral fin added surface area for stability and pullup water rudder cables eased steering when taxiing. Considered leaders in an expanding northern transportation industry, the Starratts rejoiced in what author Joseph P. Juptner described as an “odd concept” flagship.
Their smugness did not last. On June 2, 1938, a cracked elevator and rudder hinges appeared in a report and one month later, a snapped diagonal strut resulted in float damage and wrinkled skin panels. “The bottom crown of the left engine nacelle was stove in,” added pilot Humphrey O. Madden. A factory representative rushed from Wichita to oversee repair and within a few days, the fatigued Fairchilds and Fokkers welcomed their sister ship back.
Nightfall in sub-zero-degree winters meant canvas covers every evening to prevent icing. In the early morning, mechanics placed blowpots (similar to large blow torches) under nacelles to warm the engines. Ice crystal fog often brought zero visibility and snow squalls created white-out conditions when aircrew could not differentiate between snow and sky for safe landings. Despite mastering hardships and hazards, the Starratts never anticipated the tragic event, which became an unwelcome first in Beech’s history.
On Jan. 17, 1941, 24-year-old Bud Starratt, son of the founder, did not return from a routine trip. Search pilot-operations manager Dale S. Atkinson discovered the vaguely outlined wreckage in snow 32 miles southeast of the mining settlement of Red Lake. The pilot and passenger had lost their lives in Canada’s first Model 18 fatality. Investigators attributed the loss to carbon monoxide from a defective heater.
Shortly after, the Starratts returned to their wood-wing fleet.
Impressed with Beech demonstration tours, the Hudson Bay Company’s Air Transport Division purchased an S18D-224 version April 24, 1939, to reduce transportation times. The “bush-corporate” entity specialized in long-distance hauls above forest or tundra and anticipated reducing three-week dog team and canoe trip travel to three-hour flights. Sadly, the “top-notch backcountry bush airplane,” as Beechcraft historian Robert K. Parmerter called CF-BMI, met its demise within two years of delivery after an Aug. 12, 1941, water touchdown on Richmond Gulf of eastern Hudson Bay.
“I realized the landing would be hard on the aircraft and started to open the throttles to keep in the air when we collided with a second wave. I knew something had been damaged but did not know what it was,” said pilot Duncan McLaren. “The machine was beached as rapidly as possible on a very rocky shoreline.”
Within weeks, McLaren returned to Richmond Gulf for CF-BMI’s rescue. Four hours after arrival, the Model 18 floated, ready to go. Tides and 55-mph winds prevented takeoff and forced the three-person team into a pup tent but CF-BMI “… seemed to be weathering the blow safely.” When they awoke, the crew was mortified to find one wing standing vertically in the water, the other pointing up and one float completely submerged. For some reason, the float covers had not been re-attached.
“It is my opinion that the aircraft would be broken up very quickly by the combination of rough water, currents and tides and water,” concluded McLaren. Accordingly, Waco biplane removed him and his party, and the company ordered another Model 18 to be registered CF-BVM (s/n 18D-169).
During delivery from Long Island’s Roosevelt Field, the intense 37°C outside air temperature solidified breather lines and caused CF-BVM’s left engine failure November 27, 1941. Hardened summer lubricating grease – fine for Wichita but not for subzero cold – accounted for further damage when landing gear would not fully lower. Repairs completed, the crew anticipated departure for Winnipeg but mysterious flames during the night of Jan. 23, 1942, rendered a “Destroyed by Fire” verdict. Inspectors suggested a dropped cigarette may have been the cause. Twice bitten, the Hudson’s Bay Company moved on to other makes.
Nevertheless, the Model 18 matured through incredible hardships, and 8,980 went to military and civil users in 32 versions before production ceased November 26, 1969. The twin-tail silhouette and slender airframe spread the Beech reputation worldwide thanks to the basic design drafted by Beech and Wells. No one loading freight from snowbanks or boulder-covered shorelines could have envisioned the remarkable capacities, speeds and pressurized comfort of the future King Air line.
Robert S. Grant has published over 2,500 articles featured in magazines, journals and newspapers within six countries, as well as producing five books. He flies contract aircraft from his home near Ottawa, Canada, when possible and his logbook shows over 22,200 total flying hours which include 500 hours in the Beechcraft King Air 100A and King Air 200 models. Having worked worldwide in various aircraft types, Grant prefers flying in African countries, in addition to Canada.