Page 29 - Volume 12 Number 12

More than 80 years later no conclusive evidence has been found that NC58Y was preserved, in part or in whole. Walter Beech realized that the next generation of the Model 17, beginning with the B17L of 1934, was far more affordable, easier to fly, more economical and practical than the first generation Beechcrafts. The airplane’s demise, however, seems undignified for a flying machine of such grandeur and technical elegance. Despite having long since disappeared from history, NC58Y still holds the distinction of being the first airplane sold by Walter Beech and his airplane company.
During the time that the Loffland Brothers’ Model 17R-2 was in their service, the Model 17R-1 had soldiered on as the only company demonstrator. Prospects who flew in the airplane liked most of its features and were duly impressed by its sheer gusto and unequaled performance, pilots disliked the rigid tailwheel that acted more like an old-fashioned tailskid than a modern tailwheel. The installation did have the benefit of being simple and reliable, but it was damaging NC499N’s sales potential.
As a result, Walter Beech and Ted Wells decided to remove the rigid unit and replace it with a full-swiveling tailwheel. It seemed like an easy modification, but Ted soon found himself in a dilemma regarding what size wheel and tire to use. Wells wanted to use a Warner 10 x 3-inch wheel because it would not affect the landing angle of the wings. A wheel of larger diameter would raise
the empennage too high and result in a longer rollout after landing. Ted eventually decided to proceed with the Warner installation.
Because the modification would result in a technical change to the airplane that would take it out of compliance with the original Approved Type Certificate, Wells contacted Richard Gazley at the Aeronautics Branch. He agreed that the Warner setup could be approved but advised Ted that the Tire & Rim Association listed the wheel weight rating at not more than 400 pounds with the tire inflated to 55 psi. Despite Gazley’s comments that a larger wheel/tire combination would be better, Wells replied that, “...we do not want to hang anything outside of the airplane that is unnecessarily large, as everything counts a great deal in the speed of our plane.”
Late in July 1933, NC499N was rolled into the factory where the 16 x 7 rigid tailwheel and its mudguard were removed, and the aft fuselage rebuilt to comply with the configuration used on NC58Y. Gazley, however, approved the installation only for NC499N and did not require Ted to perform any drop tests of the new installation. Engineering inspector Fred Grieve perused the tailwheel, including the locking mechanism that held the tire straight when engaged. After flight testing, he approved the airplane for return to service.
After 18 months of operation, in September 1933 the Beech Aircraft Company had sold and delivered only one airplane – the 17R-2, NC58Y. The Model 17R-1, NC499N, had yet to find a buyer. It had become obvious to Beech
A photograph taken in 1933 reveals a number of changes to NC499N, including nal con guration of the empen- nage brace wires, installation of a full-swiveling tailwheel, and sets of louvers cut into the boot cowling to ventilate the engine compartment.
(Wichita State University Libraries, Special Collections and University Archives)
DECEMBER 2018
KING AIR MAGAZINE • 27