Page 28 - Volume 12 Number 12

wires, three compression members and one aileron. The left panel needed nothing more than a new wingtip bow, but upon inspection workmen discovered more damage to the structure adjacent to the left interplane strut. They also found damage to the left horizontal stabilizer leading edge. When repairs were completed, engineering inspector George Gay approved the work and the ship was returned to service October 12, 1933.
Ross continued to fly the Beechcraft and by June 1934 he had accumulated more than 400 hours flying NC58Y. During an annual inspection that month, the Smith controllable-pitch propeller was removed and
returned to the Beech factory in exchange for a Hamilton Standard ground-adjustable unit. After nearly two years of thundering through the skies in the bullish biplane, in April 1935, Tom Loffland traded in NC58Y for a new Beechcraft Model B17E.
The final disposition of Model 17R-2 remains a mystery. It is known to have been dismantled at the factory (almost certainly at the order of Walter Beech) and permanently retired from service. Company records state that the ship was disassembled soon after being accepted in trade for the B17E. Given the Model 17R-2’s brute power and high level of performance, Walter may have ensured that the airplane never flew again.
NC499N was photo- graphed after a second brace wire was installed
on the empennage. The biplane was own extensively on demon- stration ights across the United States, often piloted by Walter Beech. The air- plane impressed everyone who ew in it, but no sales were forthcoming.
(Wichita State University Libraries, Spe- cial Collections and University Archives)
26 • KING AIR MAGAZINE DECEMBER 2018