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The Beechcraft "Twin Beech"
Development of the Beech 18 began in 1935, and the prototype first flew on January 15, 1937. The aircraft continued in production from 1937 to 1969. Upon introduction to the market in 1937, the
Beechcraft model 18 series sold for $37,000.00 and the production line ran until the last 3 Super H18s left for Japan in 1970 at a cost of $179,500.00 plus extras per copy. This is one of the longest
production runs in the history of aircraft manufacturing.
Wartime production of the C-45 utility transport (or JRB in USN service) amounted to 5204 aircraft. These aircraft were known as Expeditors, Navigators, Kansans and Bug Smashers, depending on the
branch of service or use. Variants for training navigators, bomb-aimers and gunners were known as AT-7, AT-11, and SNB in USN service, and 1582 were built. Post-war, production of the C18 and D18
models continued until the E18 'Super 18' was introduced in 1953. This was succeeded by G and H models, which after 1963 included tricycle undercarriage versions, and other engineering and comfort
improvements. Many of these aircraft were used in military and executive roles. Turboprop conversions were provided by '3rd party' companies.
The C-45 or Twin Beech is 33', 11 1/2'' long, 9', 2 1/2' high, and spans 47', 3/4' from wing tip to wing tip. It has a gross weight of 8,750lbs, allowing it to carry six people and 330lbs of baggage at a top
speed of 230mph at 5,000ft. It has a range of 910 nautical miles plus a 45 min. reserve. It will climb 1,200 feet per minute at gross weight and has a service ceiling of 21,200 ft. Later modifications made to
the spar and wing tips provided gross weight capacities to 10,500lbs. It uses two Pratt & Whitney R-985 Wasp engines and was most commonly fitted with the 2-Bladed Hamilton Standard Hydromatic propeller.
The military used the "Twin Beech" in many ways. Of which, training was probably the greatest. The aircraft was one of the most versatile training aircraft ever to fly. It was used for multi-engine and
instrument pilot training in its original form. Bomb bay doors, a glass nose, and an upper gun turret were added for bombing and gunnery training. Up to three astro-lobes in the roof of the cabin were added
with matching navigation stations inside the cabin for navigation training. The aircraft was also used for light cargo transport and general transportation duties, among which VIP transport was high on the list.
The AT-11, “Kansan”, was the standard WW II bombing trainer. About 90 percent of the more than 45
,000 AAF bombardiers trained in AT-11s. Like the C-45 transport and the AT-7 navigation trainer, the Kansan was a military version of the Beechcraft Model 18 commercial transport. Modifications included
a transparent nose, a bomb bay, internal bomb racks, and provisions for flexible guns for gunnery training.
Student bombardiers normally dropped 100-lb. sand-filled practice bombs. In 1943, the AAF established a minimum proficiency standard of 22 percent hits on target for trainees. Combat training
missions were flown taking continuous evasive action within a ten-mile radius of the target and final target approaches had to be straight and level and no longer than 60 seconds. After September 30, 1943,
these missions were generally flown using the Norden Bombsight and the C-1 automatic pilot, the aircraft being guided by the bombardier student during the bombing run.
The C-45, Expeditor, was another WW II military version of the popular Beechcraft Model 18
commercial light transport. Beech built a total of 4,526 of these aircraft for the Army Air Forces between 1939 and 1945. Thousands of AAF pilot cadets also were given advanced training in twin-engine Beech
airplanes.
Ordered by the Navy in 1940, the intended use of the C–45, designated as SNB-5 or RC-45J, as a
photography platform, was expanded to include administrative and logistic support, the transport of patrol aircraft crews, and as a training aircraft for photo reconnaissance crews. Pilots not assigned to
operational squadrons relied on the SNB, or "Bugsmasher" as it was affectionately named, to maintain
flying proficiency for the purpose of collecting "hazardous duty" pay. As a result, "Bugsmasher" time
appears in the logbooks of most Naval Aviators during the course of the aircraft's thirty years service.
During the early 1950s, Beech completely rebuilt 900 C-45s for the Air Force. They received new serial numbers and were designated C-45Gs and C-45Hs, remaining in service until 1963 for administrative
and light cargo duties.
A number of military C-45 variants passed through New Zealand during the WWII period as transports in the service of the USAAF.
The museums RC-45J is owned by Bill Johnson and currently undergoing restoration.
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