CAP's T-34 Mentor
The entire rliEht ptogtam o, Amefica,s Civil Air Patrol got a tremendous boost through acquisition ot ttrese line cralt

"Lei's put flying back into the Civil Air Patroll" Piloting, of conlse, has alrvays been atr important function of the Patrol, but this plea *'as for even greater emphasis on aerial participation for.CAP. So it rvas rvith that clalion call that USAF Col. Joe L. XIason, top man in CAP, led his Ellington (Tex) stafi into action. Theit' aim: to transfer. 114 Beech-built single-engine 2-seat taudem t|ainer.s to the Civil Air Patrol from Air' !'orce surplus. These regular' A.F. omcers, along rvith civilian counterparts rvho serve as CAP's National Executive Committee, rvorked diligently to procure the Mentors. bild-dogged the aircraft through special service and maintenance programs, thel sarv them deliveled to various "Wings" (state gloups). Approximatel}' 80ii of the 52 Wings in the United States have had, or curl:eltly operate, one or more of these pl21nes. The tlemeldous boost in molale and the pleasure and plide that srrch aircraft create, not only for those qualified to pilot it, bnt also among younger CAP members, is be1'ond measure. That repays hundreds of CAP'ers of all rank, age, and experience, lvho labored to put these machines back onto active flying status.

The T-34 Mentor rvas designed and constructed by the Ailcraft Corporation to ser'\-e as a combination plimai'1. and basic tlainer. lt became the first step in teaching Air Force men to fly, The craft incolporated all the esseniial military cquipment to lead trainees from

introductory first flight, to solo, to instru- (See pg. 8)

Airto-alr photographs were made by Howard

Levy from CAP L 16 plan





.t. Col Tax (front seat) and Lt. col. Les De clue (rear) fly N6089V above Long lsland shoreline. Plane was acquired in bjts and piec6s.


Wt ftY

CAP'S T-34, Continued

ment training, then on to aerobatics. From the T-34, the prop-trained pilot took his next step up the aeronautical ladder (and dorvn the numerical scale) to the Lnckhccd T-33 pL,r'c-jet 2-.eat rrainer. \\rhen the pilot-trainee climbed into a T-33.iet he foltnd most of its controls and instruments just about like g hat he had first started out \rith in the T-34. And for- a very good reason. The striking similariiy in cockpit la]'olrt was part of a masier training plan to expedite the ne$ pilot's transition to jets $ith a minimum of reorientation. In the T-33 and T-34, the sensations of flying have a definite similar.ity. Although some might find it hard to eqlrate a jet \lith a prop job, the AF's tlaining command and the people at tseech did bring off an almost impossible task. It's a rvonder. the Mentor \rasn't designated T-331's since it handles so much like the "33". Your T-34 (you luckJ' CAP Squadlon, 1'ou!) has everything thc military wanted for its nolice pilot: single engine, tric]'cle landing gear, lorr lving, sliding canopv over the flont and lear cockpits. Each cockpit
seats one; both passengers shar.e a common gleenhouse. Rcith cockpits ale fully instrumented in identicai fashion. Okay, let's get this bird airbor.ne. Aftei a careful
u'alk-aroLrnd and visual chcck (don't fo|get, r.errerved and gttaranteed as thel' may be, some of these T-34's can be as much as li] yea|s old), $e step up onto the wing \\alk area along the fuselage's left side and climb into ihe front olice. This plane is flolvn solo only from the front seat. Ever.r''thing is neat, compact aDd in apple pie military pump, ignition su itch, fla1i ancil gear. controls, and land-

pump, along lith gear indicator, and carb heat. Then lhere'" the pt|king brake contlol. With a slight prayer of thanks to the American taxpayer rvho plovided all this splendid equipment originall,v, rve fire up the 225-hp Continental (2600-r'pm at sea level). A 2S-volt battery system provides plenty of oomph to spin the prop easily. (iiving the Continental something to do js an 8,1-inch or an 88-inch diameter constant speed propeller. L)iameters can vary from one llentor to arother. With a satisfying throaty roar we become the vely picture and sourd of military power (to a modest degree, o'course). You find the aircraft taxis elToltlessly and tulns in a compact circle. Your outer \\'ing tip turns a 22-ft 81.,'2-in radius measured from the opposite rvheel. After follorving thlough the lengthy check list and being cleared to take off, $ e aclvance full throttle (2600-rpm) with prop contl ol in full lot' pitch and mixture control full rich. 'ltre ailplane accelerates smoothly. As the inciicatol leachcs iiO knots the nose wheel is rotated :rnd 1-oul T-34 is quickly irirborne. You keep the throttle tlide ofen until desiled altitude is leached. Holrever, the plop contlol is reduced to 2100-rpm after the geat is retracted and you have about 300 feet of altitude. Thc airspeed is kept at 100 knots during the climb to assure proper cooling. You note the excellent lisibility in aU (Se€ pg. 66)

are indicator lights for battery-generator and boost

ordel. Stalting from our left tle find in this ordel: trim tabs, thlottle ctuadrant. fuel selector knob. boost

ing light s$'itches. )iext $e check across the instnrment panel, then to the light side for batter). switch, electric plimer, direct<lrive starter and generator s\1,itch. llelow and farther around to your right: emergenc]' landing gear. cr.ank handles, r.adios, and light suitches. The invertel srvitch rvhich controls po*'er to the electlic compass and attitude gyro is on the r.ight rvall. In the front cockpit (only) a bit more aft and belorv is the circuit breaker panel. Staring back at us

There's a good, solid miliiary feeling about everything conrecied with the T-34, and that s only to be expecied stnce the craft was secured originally by the Air Force as a iratner and iransition plane for its buddins jet pilots. Navy still flies,em in q!antity.


[,,i, D,
$ l\


Ai Tax lfar lcli wnlks y.u around i!re l'1eni.r lr' dLr i.q p.e f qnt r\r F ro,-r. t s i !'

p' ,o ra.dlifo and :oLohcl ;ni i.rs. Ccckp is f.re and aft .re -qirac .us pcrnr it fg pllot to qo ihror!h hls: rwoii rn q! t-' comfo:l:rb e rr vc v cuici sr ourd :qs Not a CAP ": unlts $c;c rs foit!nale as thc Nodicasl Reqlon in hav .q so .n]ny nicrcslel menbe s

'".d, r '. 1|e '"

(A lpirotos by Howard Levy


Nlel'tor- ,l"r:cloprllent lreJt p.tge >


Aircrqff Rodio lingo , for lf on hour!
Any hour of the doy, Sftywoy VHt Converier3 give yo'J o direcr pipeline to your lo.ol <ontrol tower ond posring oircroft. Heorond leorh-lhe excir;ng longuqge ot oyins! Moke ony AM rodio on qirc.oft bond receiver- Just plo.e rhe portoble hodel nexl to your rodio or indoll the quto model in



oEWIY, Contirued


string." (Ryan recently bought out Continental MotoN.) Ray won the race over'PRPA p resident Bob

stock, but were permitted to polish the valve ports. One inspection group

"When I was racing we stayed

b1 a eonsiderablp margin (189.2-mph vs 184-mph). Upon engine inspection, it was Jound he was running with an illegal camshaft. His
compiete share of the purse including a $100 entry fee, $100 heat race pdze,

thought that
much and


had to put on a new set of


polished mine too


"You may not knou'it but during 1948-49 season. Herman "Fish" Salmon and I worked up an alcohol device that the FAA, the engine



wirh Port

l5 of FCC apeca., <orry l0-doy money-bo.k suorontee ond 60-doy worrqnty.
Podsble r,lodel (5-100)
$14.9s J24.95

Borh ore mode


U.S.A., comply

$2000 first place and $150 irom Champion spark plugs rvas canceled. He filed no protest and was not expeJled

. A',ioDcrh-fttounringrrlodol
sufiicient postase outside
t{o c.0.0.'s.)

(Soth items shipped postpaid in U.S.A. Please add



From a "{andpoint, it is interesting to note that "Shoestring" 'was the same midget that won at Palm Springs and turned in a *'orld's record qualifying lap of 210.28 on the desert course. It's quite possible that ne\!'comer Ray Cote didn't know beforehand that there *'ere non-standpersona)

from PRPA.

manufacturer and the technical people all agreed was completely legal. It was a damned ingenious device and made the Cosmic Wind go like a bomb. However, we didn't want to feel like a bunch of rats, so we took it off and
never used

"Actually, one of the reasons that I got out o{ air racing was the con-



ard parts in his engine. This $'ould thpn have been a mighty exlpnsi\.p
and embarrassing discovery. $hen asked by Air Progress abo'Jt this Fox Field disqualiflcation, PRPA

prcsident Bob Ilowney commented, "It's already cost him (Cote) enough. He flew a good race and is a good competitor. He didn't make a protest
and we didn't refund his entry fee." Tony LeVier, Chief of Flight Oper ations for Lockheed Aircraft Corp., veteran lacjng pilot and one of the founders of PRPA, was asked by Air Pr,,9rc.... tor his commpnls on this

tinuous bickering. Naturally, everyone wants to Nin, but let's stick to the rules, whatever they may be." So that's the Mike De$'ey story. Perhaps the next time you vatch the midgets compete you'll see some new airplanes in the uinner's circie. PerIaps the same old ships $'ill keep right on vvinning, but you cal be fairly sure

on even it took a court suit to finally brine this to a that they']] be

terms. It's just too bad that



From a personal standpoint, I'd to race again, but I firmly believe thai it was worth the
certainly like
price I'm paying to heip keep this fine


sport alive and honest. what next for me? I sell Citabrias

be stock, thcy've gotta be stock,"
stated bluntly.


the damn things are supposed to

should be caught. Pcrsonaliy, I'cl rather see the class be allowed to do certain things and check the powerplants mereiy for displ:rcement and



anyone cheats, he

and teach aerobatics. I'd like to help design and build a new tyPe of coml,prilion aprobalic airplanp for thc Incould do with a small turbo-prcp, dif' ierential spoilers and the latest knowho*' of modern engineering: Then I'd be back in aviation competition again.

ternationals. Just think what



compression ratio. This can be checked quickly without a complete engine

PTA '64


(Continued from page 8)

feel you're part of the plane, rather than just something extra being carried along. Next item on the agenda are stalls. Surprisingly, our Mentor

positivc you tind them not too sensitive to the touch. They lequire little movement and respond instantly to coordination of the stick and rudder'. attachment to provide the same feel as a T-3ji jet moving th|ough thc air at much highel speeds.
The ailerons have a rubber shock cord

directions. While the controls are very

tlisplay" no nasty lra;ls .'ither in pow'er-on (55-kt) or power'-olf (60kt) stalls with gear and flaps up. There is a gentle bufiet and then the nose drops. With gear and flaps down and power ofr, she stalls at 48 knots.

He's one ol the more than 7,000 young men who have met the challenge of aviation through training at PlA. Today he enjoys high pay, career opportunity, and job security as an FAA licensed airframe and powerplant mechanic. For complete de, tails on the lifetime of satisfaction and excitement that awaits you as an aircraft mechanic, mail this coupon today!

hlttt,,"r' Indilut! : Pltttbu4h r"'r'r"t

rsz36-1 ! ms immediately P.l.A. school catatos I Ple.se send ms rhmediately the P.l A.;chool catato! | snd pl.cem€nt booll* on saduates. I am inte.ested in: bootlel on Craduates. rnhrested in: I I

iii;gft;l; c;:li;;;,i; i.o: bliiiirsii, isr'., r". "r

of A.ronaulic! A?.18


- --

At cruise rve set the power at 2100rpm and 23" of nanifold pressure. This provides a speed of 125 to 130 knots. The seats in both front and rear cockpits are adjustable up and down, forward and back. So get con1fortable. Safety belts and shoulder harncss, a milita'_y standard, are a must hele. The airplane is fully aer'obatic with the exception of inverted
spins, The T-34 is Iimired to a positive

Folward stick movement and applicatiun of powq is all you need to regain contlol. However, too lapid pullback on the stick aftel a stall will ploduce a secondary stall rvhich is more violent and creates a heavier buffeting. So handle the contlois smoothly and

make all movements gentle and

i . ..Gen. Avrat,on Maintenance | ...Cort. ! ...Corp. Aircralt M.'nlenance


...Rosearch &

| (Print) Name......



A,rlin0 Maintenance I A,rc,6tt Manuhctu,inp ! A,rcr6lt Manuhcru,ine.



... Aee.......



Seryicing Aviation ,ot 37 Yearc


factor of six G's "clean" and two G's with flaps down. Level flight in good weather is really smooth. TIim controls are available for elevator, ailerons and luddcr, In trying out our turns, glide and climb, ve lind it quite pleasant to ride along

vis.,l in lhis area. Unll an experi. enced aerobatic-trained pilot should bc al th, (ontIols. Pr'ecise speeJs for ea(h nrxnpuver ar'e esscntial to theil' proper execution. Even the simple loop can bc tr'oublcsomc in this airplane. You could rvind up in an invelted stall, or spin, with excessive G

coordinated. While a natulal tendency is to want to try some aerobatics, cauLion is ad-

on the cenlpI linc

of thc ship. You

forces building up lapidly. Those pilots who have gotten the ofrcial oliay to fly this plane agree that the

check list is a very impoltant feature; the info in the tech manual helPs to make your flyilrg easier and a lot

more pleasant.

to 96-kts before'vou lower the landing gear and flaps.'You use 90-krs downwind, 80kti on base leg, ?5-kts on final aPairsDeed mus! be slowed

During a letdown for landing Your

Pr0tuscly illustlated, Ivritten by Experts

is 60-kts. Your nroach. -Beech Landing sleed is easv to landi on final at a steady airspeed you have only to level ofr iust above the runway about a foot ot iwo and lhe crafr will settle gently and softly on its main gear' The nose wheel can be held ofi the ground wilhoqt too much effort around 50-kts and until the ship slows down to somewhere around 40-kts. Fuel consumption is fairly economi_ cal, depending upon the type of fiying you're doing, of course. The engine will burn as little as 9% gallons per hour (657 up to 7500-fl), or uP to 12-EDh lf'rll out and aerobatic). r['. bear in mind that this is "t'""ta a complex type aircraft compared to most aimilar sized civvie jobs with a fixed gear and ProP, therefore the

MIIDERI{ AIRCRAFT SERIES n Yo'rr Pilol't Lic.n.. Chrirty & Johnron ii cld$i. Militotv Biplonc. P. Bow'rr fi ri'r'u..nt rlvins nobe'r t' Smirh fi B"-b.r Akclch Pocl.lbook R Crorr Fi lviorlon lcdic for Piloir '.. Jin Holchon

Mentor requires

flaps, controllable prop and radios.

practice in handling retractable gear.

a Pilot with


F Aoricullurol Aviolion ........ A. Hofisonm'r fi cila. to Hom.builtr P€l.r Bowt'r Fi U'.a mn. Buvins G'rid. Jlm Trigs3 F porochuring Foi Sporl lim Grccnwood Kri'r fr Mod.rn a.roborict F a"riasc Plonc Guid. P.l.r Bow.rl wi'dtn -n r.lohr'olon. Enein. Guid. Don Downi' E N;vilorion Gvld€ rrrgs' Tl Tho Pieor Cub Siorv ts cb*ii gl"ton. G',id. .... R. t. snilh L. Bovcr ts Piloft w;olh.r Guid. Thomcron F c.*no Guldc Joc Chri3ly F r."chcrofi Guid€ "n lri r-m" conlrol . . .. R. l. snilh fi co.outr. Guido Front xins3ton smirh Jo. Chrirrv i n".i." pton. Guido -n riet'rJ. pt"n"' Poct.lbook R' C'or' I.. ....... ... S.nd n. boo&3 .h..l.d pr.psid. liton.Y ?.fund.d if nol .ditfi.d.

This experience is not difficult to attain and an average pilot should be able ro pick up the necessary techniorres within 5 to 10 hours dual pro-

East l{orwalk, Conn., Dept. AP'23

niiin" ft"

has been flving regularly and r'eally applies himself Lo a thor-

ough study of the tech manual and gets weil acquainted with the check list. The T-34 N6089V we flew belongs io the Northeasi Region Hq Staf CAP lNasoau County. N.Y.r and is a

flying testimonial to how
lhe salvage yard at an





work togethe! for the common cause' Col. Paut Halstead, the DePutY Commander, encountered the luselage in

He found that this, together with a pair of wings and seven boxes of mis-


Force base.

r#'i;;i"di iiil tiriiiiii
y0ur "GRASS ROoIS" AvllTlotl. lf vou enjoy snort flying 0r would lite t0 design or build : :-,: i--ir-- tAA own allltane...rnenrA is tailor made lor you! airllane .lhen ... r-'.^x-.--'-r; ..r ;nnl . Frl inrrndlnrs v0u t0 Educational and Rerreati Rerieati0nal lleasures eYeryone can enj0y EAI infoduces you to flters . . home'builders dedicat€d e"*yoni cin inord.'Meet the nalion'si dedicatrd aircraft home.builders and flyers...'


cellaneous T-34 odds and ends were about to be disposed of as surPlus. Paul got the parts earmarked for the Northeast Regio4, then had them


flown into the Long Island Ailport at

Islip, N.Y., via a USAF-ANG Fairchild C-119 Flying Box Car. The bodv

will iri[ siiii o-rsii izitio n iioii wtrictr tutur'i advances ir light aircralt' deYelopmentrlar' trans;in. tM-has 0ver 230 actiye chtDtsrs, wlite tot tht name and addless 0f one iii i6i'.-im'i monttrty est you. EAA'S monthly publicatior, SPO.R? /vIATIoN, opens lhe d00r t0 a w0nder'

oa.ircralt as Dicturrd hrrc. tind out how yor t00 can enj0l

flll new world ol plrisirt ayiation lul ;eyr norld 0t [l!al

and educallor experienc8s.

and associated Parts were met bY a distinguished group of staff members who sweated everything onto a flat bed truck. Next stop for the motley

A Mt ST for every sport Plane

collection (pa*s, not peoplel) was
Zahn's Airport

fan is



everything was stoled in a hangar belonging to the Aircraftsmen repair service. That outfit's generous owners, were

in Amityville There

cr6ft plans, materials
draw inas, FAA 6tc. oNLY 11.50.

Book. Under on€ cover the most asked questions 6bout homebuilts. Wher€ to get air

Page Data

photos, 3.viows, cut-awaY

Paul Nyholm and Walter Sawatzky, of considerable help during the


year that it took to reassernble 89V. Yup, homebuilders aren't the only aircraft con.tructors who have to earn a living 9-to-5. Hence the 12 rnonth
gestatiou period.


vEtT IHE tttiERttAitottAt

a graduate aeronautical engineer, a very large amount of credit must go to Lt. Col. B. L. "Les" De Clue, another dedicated CAP member who beSEPTEMBER 1966

Together with Col. Halstead, who holds an A&P Mechanic rating and is

rri,li" r.i'rirr-ritt. EM brochure and coiy of FM regulations for homebuilt €ircraft' 'diiriD'iri.';;it'firt,'' tri,i eiptini. spj,i2o lt. 85 to-l25.hp.-Detailed shop drawinss 'ina iull slze winr rib drawing all l0r 0nly $10 00'


ii.'riilla i;m;


Aie., ltlilwaukee, wis.-Phone 414'42+48-60

tttloQulnrrRs Al{tl AIR MUSEUM ---

m"ntor-$lo'itiii ir. ...-.'' -


tr{NuAt mlMllRslllP Dlrll crnbcr-to rhs'! de' l9-$5'00

Wrile to p,

EXPERIMENTAT AIRCRAFT ASSN., INC' o. rox 229 - l{Alrs coRNl$, wlgcoNslN l3l3o


tlE T0R, Continued
came so engrossed in putting this T-34 together that most of us wondered how he ever maintained his dental practice. Doc really became an experts' expert on this palticular craft, spending some 500 hours of his spare time working on it. Col. Edwin Lyons,

Science Foundation

News Bureau, Washington, D.C. Science news for non-scientific audierrces

for Mccraw-Hill
magazines or

write for radio, TV,

requires special know-how. Do you

Region, assisted (he reconstruction plan through his interest and by au-

CAP Commander of the Northeast


Are you a publie relations official for an industrial corporation or government agency? A freelance writer? A science editor for a
Publishing Co. (Box 2608, Houston,
Tex. ?7001).
183 pgs., refelences, index. $4.95; GuU

or research center? This will help you. Hardcover,

of several thousand dollars. Many members donated time, energy and their own
thorizing the expenditure
money. Col. Halstead,

ing program, paid for a major overhaul on the engine. Major Roy Arrotl donated Narco Mark 5 and Mark 6

of the leading'angets" on the lebuild-

fol instance,


radio sets, Of such people is the Patrol composed. Thr,ough their cooperative efforts a valuable flying machine rvas r'ccovered flom the salvage pile and restored to flying status. It now stands

writers include Gavin Lyall. His fourrh book i' our and it's Srool;rg Scri?rt, an adventure story. In all Gav's books aviation has played a part. EX-RAF pilot Arthur Hailey, author of the successful I{olel, lives
his npxt novel, ,4;r.purt. fL s about ground aviation, control-tower life,
in California, where
he is resparchinE

EX-RAF types who now pilot type-

rcady to serve through the CAP's
Search and Rescue work.

airports, probably the birds and bees, tool Two new reference books for sciene c htto o g y-1 00 -p ages wiih annotated listings of 8000 books in all scientific and technological Iields. Mcc-HBOSAT gives title, author, publisher, date of


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builder, and student of aviation hislory. Delailed description and vital
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The British, with a I'bomber obsession," sought to buy time through what was not altogethel rightly callecl "appeasemenl." Polil ical and Ds\culogi, al .horrsightednc.s of Alli.s and Cermans alike relative to air power are woven into this history, and fas, cinatingly documented. Those Ger.man "Gianl 'bonrbers ol W\\-/1 whjnh had a wing span only 3 fept less rharr tie B-29 Superfortress of WW/2 Jropped 2200-poundp|s on London in

fact, memories r.emained clear.) Thus. the Cprman" built a diffelenr Lind of air force for $rW/2, one rebuilt lvith no four-engined bombers and geared prinarily to suppod ground forces.

effort ( WW/l Blitz of Britain) not substantial, the end not justifying the means. (The British, on the other hanJ. nevpr lorgor the aiI raids: in

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4-page Tech Order No. 01-258-1, dated June 21, 1937 with flight and operating instructions and systems
Hanrlbook ol Instnlctions for P-p6A, thc Boeing pursuit airptane. A reprint of the main 40 pages from oriEinal U.S. Army Air Corps Tech Order No. 01-20D of February 1, 1934, re.!,ised May 1, 1935. Size 8%,,x 11,,; operating and flight instructions, S systems ,Jiagrams. jn(luding 'liquid oxygen '


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x 83/a", 140 pgs,, 93. For lou rvriters, Wr;ling Seie cr -\erus /or lhe Moss Medio by David

estimated 2;00 military and 12,54t civil craf! delivered in 1965. Soft-

Warren Burkett who covers National



More Than l9OO Mentors Were Turned Out By Beech
trusted servant of Greek mythology-ffrst flew as a ptototype in late 1948. Since that tirne the Mentor has sewed as a training airplane for thousands of United States Air Force and United States Naly pilots and continues in use at some military installations even today.

The Beechcraft model 45-named Mentot aftet


Approximately 100 of the Wichita-built trainers are still in operation at the PensacoLa Naval Air Station. The Mentor was designed and privately financed by Beechcraft as a primary and basic trainer for the military services. And so well did it filt the design requirements that over one thousand units were produced by Beechcraft for domestic and expo sale. The airctaft was also produced under license to Beech by Japanese, Canadian and
Argentine ffrms. The Mentor, a single-engine, all-hetal two-place trainer, was built around the then-new Beechcraft Bonanza design to assure high performance while retaining economical operation and low fuel consumption. The prototype aircraft was test flown Decernber 2, 1948, by Vetn Cantens, now retired, who was then Beechcraft,s chief test pilot. The prototype Model 45 was powered by a Continental E-185 engine. It had a cruise speed of 160-mph at 10,000 feet and a top speed of 176 mph. Service ceiling was 18,000 feet and gross weight 2,650 pourrds. The Mentor was stressed for 10 positive and 4.5 negative "G's" and was fully aerobatic-a feature demonstrated in exhibitions at the Cleveland and Miami air races in 1949 and 1950 by the noted aerobatic pilot Beverly E. ',Bevo', Howard. Betty Skelton also flew demonstration dights in the early Mentor. Additional demonstrations were flown in the United States and overseas by Beechcraft and guest military pilots thlough 1949 and 1950, winning every evaluation competition eotered. First production model of the Mentor was delivered to the U.S. Air Force October 1953 at Edwards Air Folce Baee. There it underwent evaluation in training conditions similar to those it would encounter in actual use. At one time during the evaluation, one Mento! waa flown 23 houre and 20 minutes continuously with only seven brief ground stops for refueling and crew change. In August 1950 two YT-34 Mentors were delivered to Randolph Field, Texas, to mark initial delivery of the aircraft to the USAF Air Training Command. The late Walter H. Beech, founder of Beechcraft, was present at the cerenonies at Randolph. The aircraft were accepted by Air Material Command Major Clarence W. Brown. production of the Ait Force version, the T-34A, began the week of October 1, 1953, while evaluation tests by the United States Navy got underway at Pen-6acola. In June 1953 a Chilean government conttact in excess of $1 million was announced. The Chilean vercion of the Mentor-called the Model B45-difrered only in accessory items. The planes were flown from Wichita 6,000 miles to bases in Chile by Chitean pilots trained at the Beechcraft factory. The Mentor also was sold to Argentina, Coturnbia, El Salvador, Mexico, Spain, Turkey and Venezuela for

training and, in some instances, for fighter aircraft aiLaptation. November 1953 saw the signing of a license agreement between Fuji Healy Industries, Inc., Tokyo, for fiIst production oI the Mentor overseas. It was the first step of any major American aircraft manufacturer to aid Japan following WW-2 in an attempt to establish defense forces for the free world in the Far East. Japan production totaled 137 units. T-M trainers for the R.C.A.F. were manufactured by the Canadian Car and Foundry Co., Ltd., Fort William, Ontario. The Argentine government also assembled the T-34 trainer under an agreement with Beechcraft, becoming the third foreign nation to hold a license for manufacture of

the Mentor. A total of 75 Mentors were assembled in

States. However, some still are in operation with military based flying clubs, Civil Air Patrol squadrons, Forestry

According to Beechcralt records, few Mentors have found their way into civilian ownership in the United

sewice units and agricultural operations. First civilian buyer of record for the Mentor was the International Training Center for Civil Aviation, Mexico City, Mexico. Representatives of the flight school took delivery of four Model 45 aircraft in ceremonies at Beechcraft, Wichita, in April 1958.

from October 1954 to mid 1957 with 423 units delivered. Beech also produced 318 units of the Model 45 for export. The YT-34 was powered by the Continental F,-225-g engine rated aI 220-hp. It had a top speed of 188-mph, ctuising speed of 167, ceiling of 21,200 feet and grcss weight oI 2,750 pounds. The T-34A was powered by the Continental 0-470-13, rated at 225-hp, had a top speed of 189-mph, cruising speed of 173, seNice ceiling of 20,000 feet and a gross weight of 2,950 pounds. The T-34B carried the same Continental engine as the T-34A, but performance fgutes list a high speed of 188mph, cruising speed of 170,mph, service ceiling of 19,500 feet and gross weight of 2,985 pounds. The Navy Mentor was digtinguished from its Air Force counterpart by p!esence of a notch at the trailing edge base of the tail. Beechcraft received CAA type ce{ifcate 5A3 for the Mentor design in October 1943. The aircraft contained many parts enterchangeable with Bonanza models of the civilian market. Specifications. Two-place tandem seating single-engine traioer with full cantilever, low-wing design and retractable tricycle landing gear. Wingspan 32 feet, 10 inches; Length 25 ft-, 11 in.; Height 9 ft., 7 in.; Wing Loading 16.03 lbe/per sq. ft.; Power Loading 12.89 lbs/per sq. ft,

Navy version-the T-34B-was in production

A total of 1,904 Mentors were manufactured by Beechcraft from December 1948 through 1958. These included 353 of the YT-34 and T-34 models produced from March 1950 to October 1, 1956 for the U.S. Air Force. The U.S.

the same vintage but the Beechcraft Pa s and Service organization does not supply pats fot the Mentor on

Ki6sin' cousin to the Mentor is latest Beechcraft Bonanza, allmetal,4-place lurbocharged Model V3STC; 28b-hp; 240-mph fi:p.

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