Bay Super V

Last updated
Bay Super V
Bay Super V.jpg
A 1962 Bay Super V
General information
Typeutility aircraft
National origin United States of America
Manufacturer Bay Aviation
Designer
David G. Peterson
Number built14
History
Introduction date1960
First flight1956
Developed from Beechcraft Bonanza

Beginning in the late 1950s the United States aircraft company Bay Aviation (formerly Oakland Airmotive) produced nine twin-engine conversions of the Beechcraft Bonanza called the Super "V" Bonanza. After production was shifted to Canada in 1962, five more aircraft were built for a total production run of fourteen. The basis of the conversion was the early Model 35 Bonanza with the original small V-tail surfaces. The Super-V competed with Beechcraft's own Travel Air twin-engine Bonanza derivative.

Contents

History

Development

The Super-V is an extensive conversion of the Beechcraft Model 35 Bonanza. Serial number records indicate the aircraft chosen for conversion range in production dates from 1947 to 1950. [1] The original conversion was developed by David Peterson as the "Skyline Super-V" in 1955–56, assisted by W.D. Johnson, and the rights to the conversion were acquired by Oakland Airmotive on July 2, 1958. Oakland Airmotive became Bay Aviation Services on July 8, 1960. [2] The wing spar was strengthened considerably in the process. [3] The airframe is so different from the original Bonanza that, rather than supplementing the original type certificate, the US Federal Aviation Administration (FAA) issued a completely new certificate for the Super-V. [4]

Rear view of the Super V used in a 1960 global circumnavigation by Chuck Banfe. Oakland Airmotive "Super-V" - Rear View (11616675086).jpg
Rear view of the Super V used in a 1960 global circumnavigation by Chuck Banfe.

Oakland Airmotive intended to produce converted planes starting in 1960, but never progressed beyond manufacturing and installing Super-V conversion kits on customer-supplied Bonanzas. [2] Ed Gough was the President. [3] FAA type certification was granted in June 1960. [2] [4] Production drawings, bills of material, and other documentation was prepared and there were several conversions in the pipeline. Flying magazine published a story on the Super V in October 1960 [3] and the marketing efforts were reaching a peak, with a Super-V (Registration N617B) completing a successful circumnavigation of the globe. [5]

This Super-V was flown by Chuck Banfe around the world in 1960. Oakland Airmotive "Super-V" Twin Bonanza N617B (11541157485).jpg
This Super-V was flown by Chuck Banfe around the world in 1960.

The cost of a standard conversion was priced in 1960 at US$22,500(equivalent to $232,000 in 2023), not including the cost of the donor aircraft. [3]

The Super-V was initially certificated with the carburetor-equipped Lycoming O-360-A1A engines. [4] Although the engines were intended to be fuel-injected, as on David Peterson's developmental prototype, the engines on the prototype did not meet FAA approval. [2] As a preliminary first step towards true fuel injection, the O-360-A1C engine was adopted in August 1960, which eliminated the possibility of carburetor icing. [2] The type certificate was later revised to include the A1C engine variant, and flight testing with O-360-A1C engines was not completed until early 1961 at SFO. [4] [6]

The Insul-8 Corporation of San Carlos, California, organized a new aviation division that provided all parts (except engines) for the conversion to the Super-V Aircraft Corporation of San Francisco International Airport. Super-V conversion centers operated under franchise from the Super-V Aircraft Corporation. Tirey L. Ford, Jr., was president of both the Insul-8 Corporation and the Super-V Aircraft Corporation. [7] [8]

Early accidents

The sales manager, Kenneth Bellamy, was killed in a crash fifteen miles southeast of Brighton, Colorado, while demonstrating the Super V to a potential buyer, Don Vest, founder of Vest Aircraft Company on September 14, 1960. A crop-duster pilot, John Curry, was also killed in the crash. It was believed that Vest was at the controls of the Super-V at the time of the crash. [9] [10]

The Super-V belonging to Southland Corporation, a distributor for Bay Aviation Services, crashed on August 12, 1961, near Ardmore, Oklahoma, with at least one survivor. [2]

Shifting production

It is likely[ according to whom? ] the relatively high cost of the Super-V conversion and competition from the Beechcraft Travel Air, a factory-built twin-engine aircraft of comparable role and size, resulted in low demand for the Super-V. This, coupled with workmanship issues and early crashes, [2] led to the rapid dissolution of Bay Aviation. Bay Aviation became Lawrence Properties in 1962. [2]

Production was transferred to Fleet Aircraft in 1962 with some detail improvements to fulfill existing orders. [11] A separate type certificate was issued for planes manufactured by Fleet in Canada, this time with O-360-A1D engines. [12] The production rights were sold again to Mitchell Aircraft in 1963. [13] The current type certificate holder is KWAD Company. [4] [12]

Specific aircraft

Pine Air Super V N3124V (SV109) at the Beechcraft Heritage Museum in Tullahoma, Tennessee N3124V.jpg
Pine Air Super V N3124V (SV109) at the Beechcraft Heritage Museum in Tullahoma, Tennessee

The complete Super-V serial number consists of the converted Super-V serial number (in the format SV###) accompanied by the Beech donor plane serial number (D####). [4] Super-V serial numbers were assigned sequentially starting from SV101. Serial numbers as high as SV117 are known to exist; SV101 was later rebuilt into SV116, and SV110 and SV111 were skipped, hence known production is fourteen aircraft. [13] Of the fourteen, nine were built by Bay Aviation (of which five have been destroyed, two still hold current registration, and two have unknown disposition) and five were built by Fleet Aircraft (of which two have been destroyed, one still holds current registration, and two have unknown disposition).

Bay Super V histories [14] [15] [16]
Super-V S/NBeech S/NBuiltConvertedDestroyedFinal RegistrationOther RegNotes
SV101D-1640June 1948January 1959July 5, 1966N617BThis plane model successfully circumnavigated the globe in 1960. [5] Subsequently, rebuilt into SV116. [13]
SV102D-19821949September 14, 1960N8409ADestroyed during a September 14, 1960 demonstration crash near Brighton, Colorado. [17]
SV103D-12491948August 12, 1961N4442VNC4442VRegistered to Southland Aviation (a Bay Aviation distributor). It subsequently crashed on August 12, 1961, near Ardmore, Oklahoma. [2] [18] Both SV102 and SV103 were known to be lost by the time production shifted to Fleet/Canada in 1962. [13]
SV104D-17311948July 1961April 28, 1968N104SVN104SSubstantially damaged in a nonfatal April 28, 1968 accident in California during a wheels-up landing due to mechanical failure of the nose gear. [19] Its FAA registration was cancelled in 2013. [20]
SV105D-1479April 1948N549BNC462B, N57WDamaged in a nonfatal April 11, 1964 accident in Maryland during a wheels-up landing due to pilot error. [21] In 1965, registry number N549B was issued to airframe serial number D-1479. Prior to the destruction of the aircraft it was operated by James William Bullock, Astro Inc. (Aeronautical Sales, Training, and Research Organization). There is some confusion about this airframe since there is photographic evidence that N549B is a Bay Super V, [15] but the FAA registry states N549B is an unmodified single-engine Bonanza. [22]
SV106D-13561948March 1961N4530VNC4530VUnder private ownership. [23] It sustained substantial damage during a hard landing on May 22, 1973. [24] As the airworthiness certificate is dated to March 1961, N4530V is likely to be one of the later certificated types.
SV107D-1538May 1948March 1961April 11, 1973N514BNC514BDestroyed in a fatal April 11, 1973 crash in Texas; after one engine failed, the pilot lost control while trying to avoid power lines. [25] [26] This aircraft was part of a three-way lawsuit between the plane's owner, Bay Aviation, and Bay's local distributor in 1962. [2]
SV108D-2250February 1950June 1961November 16, 1971N430MDN8723ADestroyed in a fatal November 16, 1971 crash in New Hampshire, when both engines failed upon fuel starvation. The crash was attributed to pilot error (not multi-engine rated, fuel mismanagement). [27] [28] The last registered owner was Don Yenko of Yenko Chevrolet fame. [29]
SV109D-549July 1947January 18, 1962N3124VNC3124VOwned by the Beechcraft Heritage Museum. [30] Harold Bost purchased N3124V from the Oregon Aviation Museum, in Cottage Grove, Oregon, and donated it to Bonanza Baron Museum in October, 2004. The FAA Registry lists it as manufactured by Pine Air, with an airworthiness certificate dated to 1970, well after the closure of Bay Aviation. [31] In photographs its airframe appears identical, except for larger tail control surfaces, to that of SV113 (N551B). The larger tail of SV109 may be because the aircraft was damaged in a hard landing on August 27, 1964 [32] and rebuilt by George Felt of Felt's Flying Services with parts from a 1958 J-35 Bonanza. [33]
SV110N/ANumber not used. [13]
SV111N/ANumber not used. [13]
SV112D-12431948February 19, 1976N2115KNC4438V, N4438V, N177M, N249C, N68JSDestroyed in a fatal February 19, 1976 crash in Mississippi precipitated by a stall during evasive maneuvers. [34] [13] [35]
SV113D-15691948September 1961N551BNC551BIt was profiled in EAA Sport Aviation [36] and may be the last Super-V to be converted in California, as this serial number is specifically excluded from the Fleet type certificate. [12] N551B is currently owned by the Warbirds of the World Flying Museum in New Mexico. [37]
SV114D-1388March 1948November 19631976?N4559VNC4559VPresumed not airworthy in 1976, [15] deregistered in 2013. Airframe sold in 2018 for restoration. [38]
SV115D-4221947March 1963May 30, 1975N772MDNC3018V, N1T, N9935R, N147VSustained substantial damage in a nonfatal February 26, 1964 crash in Maryland, caused by deflation of the nosewheel strut. [39] It was subsequently damaged in a nonfatal March 29, 1975 collision with fenceposts [40] and later that year destroyed in a fatal May 30, 1975 crash in Omak, Washington. [41] Both incidents were attributed to fuel starvation leading to engine flameout.
SV116D-1640June 1948October 1963July 5, 1966N174SVN617BRebuilt from SV101; [13] it was destroyed in a fatal July 5, 1966 crash in Pennsylvania, precipitated by a stall. [42] [43]
SV117D-14741948March 19631981?N457BNC457BDeregistered in 1981 and presumed scrapped. [13] [16] [44]

Specifications

Data from Jane's All The World's Aircraft 1961–62 [45] & Flying (October 1961) [46]

General characteristics

Performance

See also

Related development

Aircraft of comparable role, configuration, and era

Related lists

Related Research Articles

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References

  1. ↑ "Beechcraft Serialization List, 1945–2014" (PDF). beechcraft.com. Beechcraft. August 2014. Archived from the original (PDF) on 2014-10-16. Retrieved October 9, 2014.
  2. 1 2 3 4 5 6 7 8 9 10 Bay Aviation Services Co. v Southland Aviation, Inc., 211F.Supp.125 , 130(United States District Court, W.D. Arkansas, Texarkana DivisionDecember 4, 1962).
  3. 1 2 3 4 Banfe, Chuck (October 1960). "Check Pilot Report: New Super-V". Flying . New York, New York: Ziff-Davis: 54–55, 124. Retrieved October 8, 2014.
  4. 1 2 3 4 5 6 "Type Certificate Data Sheet No. 4A29" (PDF). faa.gov. Federal Aviation Administration. October 23, 1978. Retrieved October 15, 2014.
  5. 1 2 Banfe, Chuck (October 1961). "Around the World in 8½ Days". Flying. New York, New York: Ziff-Davis: 50–51, 109–112. Retrieved October 8, 2014.
  6. ↑ "Briefings . . ". Flying. New York, New York: Ziff-Davis: 114. June 1961. Retrieved October 8, 2014.
  7. ↑ "Insul-8 Corp". Flying. July 1961. p. 104. Retrieved 10 January 2020.
  8. ↑ "Insul-8-Super-V Plane Project". The San Francisco Examiner. an Francisco, California. 1961-05-10. p. 63. Retrieved 24 September 2020.
  9. ↑ Bay Aviation Services Co. v. District Court in and for the City and County of Denver, and Katherine L. Curry, 370P.2d752 (Supreme Court of ColoradoMarch 19, 1962).
  10. ↑ "76 Persons Escape Injury as Another Plane Flips Over". Marshall Evening Chronicle. Marshall, Michigan. September 15, 1960. Retrieved October 9, 2014.
  11. ↑ "Fixed-Wing Aircraft". Flying. New York, New York: Ziff-Davis: 106. November 1962. Retrieved October 8, 2014.
  12. 1 2 3 "Type Certificate Data Sheet No. A5IN" (PDF). faa.gov. Federal Aviation Administration. October 13, 1978. Retrieved October 15, 2014.
  13. 1 2 3 4 5 6 7 8 9 McTavish, Ken; McTavish, Trevor (2013). "Oddballs". twinnavion.com. Ken & Trevor McTavish. Retrieved October 9, 2014.
  14. ↑ "Beech 35 Bonanza (V-Tail) Production List, D-1 to D-999" (PDF). Air Britain. 22 August 2015. Archived from the original (PDF) on 24 December 2015. Retrieved 29 February 2016.
  15. 1 2 3 "Beech 35 Bonanza (V-Tail) Production List, D-1000 to D-1999" (PDF). Air Britain. 22 August 2015. Archived from the original (PDF) on 6 March 2016. Retrieved 29 February 2016.
  16. 1 2 "Beech 35 Bonanza (V-Tail) Production List, D-2000 to D-2999" (PDF). Air Britain. 22 August 2015. Archived from the original (PDF) on 16 May 2017. Retrieved 29 February 2016.
  17. ↑ "ASN Wikibase Occurrence # 190822". Aviation Safety Network. 14 September 1960. Retrieved 28 July 2017.
  18. ↑ "ASN Wikibase Occurrence # 190827". Aviation Safety Network. 12 August 1961. Retrieved 28 July 2017.
  19. ↑ "NTSB Incident Report OAK68D0351". ntsb.gov. National Transportation Safety Board. April 28, 1968. Retrieved October 9, 2014.
  20. ↑ "FAA Registry Inquiry (N104SV)". registry.faa.gov. Federal Aviation Administration. 9 October 2014. Retrieved 9 October 2014.
  21. ↑ "NTSB Incident Report". ntsb.gov. National Transportation Safety Board. April 11, 1964. Retrieved October 9, 2014.
  22. ↑ "FAA Registry Inquiry (N549B)". registry.faa.gov. Federal Aviation Administration. 29 February 2016. Retrieved 29 February 2016.
  23. ↑ "FAA Registry Inquiry (N4530V)". registry.faa.gov. Federal Aviation Administration. 9 October 2014. Retrieved October 9, 2014.
  24. ↑ "NTSB Incident Report IAD73FLQ31". ntsb.gov. National Transportation Safety Board. May 22, 1973. Retrieved October 9, 2014.
  25. ↑ "NTSB Incident Report FTW73AF060". ntsb.gov. National Transportation Safety Board. April 11, 1973. Retrieved October 9, 2014.
  26. ↑ "Incident 3302". aviation-safety.net. Aviation Safety Network. April 11, 1973. Retrieved October 9, 2014.
  27. ↑ "NTSB Incident Report NYC72AN067". ntsb.gov. National Transportation Safety Board. November 16, 1971. Retrieved October 9, 2014.
  28. ↑ "Incident 3301". aviation-safety.net. Aviation Safety Network. November 16, 1971. Retrieved October 9, 2014.
  29. ↑ "FAA Registry Inquiry (N430MD)". registry.faa.gov. Federal Aviation Administration. 9 October 2014. Retrieved 9 October 2014.
  30. ↑ "Beechcraft Heritage Museum – Super V Bonanza, c/n SV-109D-549, N3124V". beechcraftheritagemuseum.org. Beechcraft Heritage Museum. October 9, 2014. Archived from the original on 2014-10-07. Retrieved October 9, 2014.
  31. ↑ "FAA Registry Inquiry (N3124V)". registry.faa.gov. Federal Aviation Administration. October 9, 2014. Retrieved October 9, 2014.
  32. ↑ "NTSB Incident Report IAD73FLQ31". ntsb.gov. National Transportation Safety Board. August 27, 1964. Retrieved October 9, 2014.
  33. ↑ Gove, Claron (February 23, 2004). "CLARON GOVE COLLECTION No. 3315. Pine Air Super V (N3124V c/n SV-109-D549)". 1000aircraftphotos.com. Ron Dupas & Johan Visschedijk. Retrieved October 9, 2014.
  34. ↑ "NTSB Incident Report MIA76AM063". ntsb.gov. National Transportation Safety Board. February 19, 1976. Retrieved October 9, 2014.
  35. ↑ "Incident 10727". aviation-safety.net. Aviation Safety Network. February 19, 1976. Retrieved October 9, 2014.
  36. ↑ Davisson, Budd (February 1999). "The Other Twin Bonanza: Bay Aviation Super "V"". EAA Sport Aviation. Milwaukee, Wisconsin: Experimental Aircraft Association . Retrieved October 9, 2014.
  37. ↑ "FAA Registry Inquiry (N551B)". registry.faa.gov. Federal Aviation Administration. October 9, 2014. Retrieved October 9, 2014.
  38. ↑ "FAA Registry Inquiry (N4559V)". registry.faa.gov. Federal Aviation Administration. 9 October 2014. Retrieved October 9, 2014.
  39. ↑ "NTSB Incident Report". ntsb.gov. National Transportation Safety Board. February 26, 1964. Retrieved October 9, 2014.
  40. ↑ "NTSB Incident Report SEA75FYE37". ntsb.gov. National Transportation Safety Board. March 29, 1975. Retrieved October 9, 2014.
  41. ↑ "NTSB Incident Report SEA7KAS043". ntsb.gov. National Transportation Safety Board. May 30, 1975. Retrieved October 9, 2014.
  42. ↑ "NTSB Incident Report NYC67A0004". ntsb.gov. National Transportation Safety Board. July 5, 1966. Retrieved October 9, 2014.
  43. ↑ "FAA Registry Inquiry (N174SV)". registry.faa.gov. Federal Aviation Administration. 9 October 2014. Retrieved October 9, 2014.
  44. ↑ "FAA Registry Inquiry (N457B)". registry.faa.gov. Federal Aviation Administration. 9 October 2014. Retrieved October 9, 2014.
  45. ↑ Taylor, John W.R., ed. (1961). Jane's All the World's Aircraft 1961–62. London, England: Sampson Low, Marston & Co. p. 205.
  46. ↑ "Personal & Business Fixed-Wing Aircraft". Flying . New York, New York: Ziff-Davis. October 1960. p. 22. Retrieved October 8, 2014.
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