digital tire kicking

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It says "call for price." Hmmmm.....
 
Itchy said:
http://www.controller.com/listingsd...HCRAFT-E18S/1957-BEECHCRAFT-E18S/1221021.htm?

That ad is bringing back a lot of memories. Absolutely gorgeous. IIRC, about 48 to 52 gph and 1gph oil. Talk em down 30K and put a G600 in it!
Flying at night IMC was always fun with the exhaust. It would reflect against the clouds and make you think you always on fire. Set the mixture by adjusting the foot long flame by fine tuning the grey cone in the middle.
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48 to 52 is good for a pair of R-985s. Especially if that is for both engines. The E model I flew tended to burn about 60 gph total when working down low at a full rich, high MP setting.

I understand that with a good fuel flow meter (something like a Shadin), you can get consumption rates down in the 30-35 gph range (total used).

With the oil consumption... find a better mechanic :)
After our maintenance program was rebooted and we had mechanics that really cared for the airplanes and understood radial engines, the one I flew burned about 1 quart per engine every 3-4 hours.



The $215K for a '57 Volpar conversion is a little high though.
 
ctab5060X said:
48 to 52 is good for a pair of R-985s. Especially if that is for both engines. The E model I flew tended to burn about 60 gph total when working down low at a full rich, high MP setting.

I understand that with a good fuel flow meter (something like a Shadin), you can get consumption rates down in the 30-35 gph range (total used).

With the oil consumption... find a better mechanic :)
After our maintenance program was rebooted and we had mechanics that really cared for the airplanes and understood radial engines, the one I flew burned about 1 quart per engine every 3-4 hours.



The $215K for a '57 Volpar conversion is a little high though.
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I was just guessing on the oil. That may have been what I found on the ground after the weekend. :)
That is a oskosh award winning airplane, so it is priced accordingly. Ours were freight dogs, and H models with the volpar. IIRC last one sold in ready to 135 fly the next day, for 60k back in the late 80's. Insurance is a BEAR for them, I don't think ANY are flying anymore in 135 work in the lower 48, and I am willing to bet for insurance reasons (well that, and 135 on demand freight is basically dead.). It would be an interesting plane to own, but I sure as hell would not want to be the one to feed it. I love the volpar conversion, could turn that on a dime on the ramp.
 
In doing a quick search I had found a number of small companies that are using the B 18 for pax only and cargo only ops here in the states. The idea is to use it for personal pleasure and also for pax sightseeing tours like to Catalina, sunset ocean cruises and trips to the wine country, SBA and a few other places. Still dreaming about it.
 
Itchy said:
I was just guessing on the oil. That may have been what I found on the ground after the weekend. :)
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The ramp under the R-1340 on the AT-301 was like that before it was sold. I found that only running 7 gallons in the R-985 worked better than a full 8. It really liked to get rid of that extra gallon.

Itchy said:
That is a oskosh award winning airplane, so it is priced accordingly.
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I must have missed that. Oskosh awards always inflate the price of an airplane.

Itchy said:
Ours were freight dogs, and H models with the volpar. IIRC last one sold in ready to 135 fly the next day, for 60k back in the late 80's. Insurance is a BEAR for them, I don't think ANY are flying anymore in 135 work in the lower 48, and I am willing to bet for insurance reasons (well that, and 135 on demand freight is basically dead.). It would be an interesting plane to own, but I sure as hell would not want to be the one to feed it.
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Our insurance wasn't too bad. Only had to have plenty of multi and tailwheel time, preferred radial experience. Of course, it is getting harder and harder to find pilots that have that combination of time. :)


Itchy said:
I love the volpar conversion, could turn that on a dime on the ramp.
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But could you hold one brake and do donuts during engine runups? :D
(I didn't but know someone who did)
 
ctab5060X said:
Our insurance wasn't too bad. Only had to have plenty of multi and tailwheel time, preferred radial experience. Of course, it is getting harder and harder to find pilots that have that combination of time. :)
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Finally, something pays off for being an old fart pilot. lmao
 
Free castering all the time. The only time I ever had a problem with the setup was loss of brakes on one side. Or the time I smoked the gear motor, but that was another thing.....
 
JordanD said:
The "turbine military aircraft" section. If you're going to fantasize, go big or go home.
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Hence my vote for the Polish MiG-21 for sale on Controller.com!
 
Itchy said:
Free castering all the time. The only time I ever had a problem with the setup was loss of brakes on one side. Or the time I smoked the gear motor, but that was another thing.....
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I can see where that could get 'entertaining'.

I had the option to lock the tailwheel (non-steerable). IIRC the book recommended locking the tailwheel during the final turn onto the runway, but it was not required. Thankfully, the one I primarily flew had a great acting tailwheel (no leans, tracked straight and true), so you could fly the airplane all day without locking the tailwheel if you really wanted to. One of the others had a nasty acting tailwheel that would send you for a wild ride if you didn't have it locked.

With the free castering nosewheel, it sounds like the Volpar and the tailwheel handled very similar on the ground... differential power and lots of brake!
 
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