We fly

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

BY Lf. COL. ALFRED H. TAX, CAP

"Lei's put flying back into the Civil Air Patroll"

Piloting, of conlse, has alrvays been atr important func-
tion 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 sin-
gle-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 pro-
cure the Mentors. bild-dogged the aircraft through spe-
cial 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
Beech 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

6
116t, AIR PROGRESS
 .Er>

.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.

SEPTE BER T966

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 aero-
nautical 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 mini-
mum of reorientation. In the T-33 and T-34, the sensa-
tions 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 gleen-
house. Rcith cockpits ale fully instrumented in identi-
cai 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), $e step up onto the
wing \\alk area along the fuselage's left side and climb
into ihe front olice. This plane is flolvn solo only from
the front seat.
Ever.r''thing is neat, compact aDd in apple pie military
ordel. Stalting from our left tle find in this ordel:
trim tabs, thlottle ctuadrant. fuel selector knob. boost
pump, ignition su itch, fla1i ancil gear. controls, and land-
ing light s$'itches. )iext $e check across the instnr-
ment 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: emer-
genc]' 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
are indicator lights for battery-generator and boost
pump, along lith gear indicator, and carb heat. Then
lhere'" the pt|king brake contlol.
With a slight prayer of thanks to the American tax-
payer rvho plovided all this splendid equipment orig-
inall,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 throt-
tle tlide ofen until desiled altitude is leached. Holr-
ever, the plop contlol is reduced to 2100-rpm after the
geat is retracted and you have about 300 feet of alti-
tude. Thc airspeed is kept at 100 knots during the
climb to assure proper cooling.
You note the excellent lisibility in aU (Se€ pg. 66)

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.
\1,
\;
'.i'-

[,,i,
D, r
'-'.-l

$
l\

Ai Tax lfar lcli wnlks y.u around i!re l'1eni.r

dLr i.q p.e f qnt r\r F ro,-r. t s i !' lr'
,o p'
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
": $c;c rs foit!nale as thc Nodicasl
unlts
Reqlon in hav .q so .n]ny nicrcslel menbe s
'".d, r '.
'" 1|e
(A lpirotos by Howard Levy l

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

9

TEARN .. .
oEWIY, Contirued
Aircrqff Rodio lingo string." (Ryan recently bought out
Continental MotoN.) Ray won the
, for lf on hour! race over'PRPA p resident Bob
Any hour of the doy, Sftywoy VHt Converi- Downel b1 a eonsiderablp margin
er3 give yo'J o direcr pipeline to your lo.ol (189.2-mph vs 184-mph). Upon engine
<ontrol tower ond posring oircroft. Heor- inspection, it was Jound he was run-
ond leorh-lhe excir;ng longuqge ot oyins! ning with an illegal camshaft. His
Moke ony AM rodio on qirc.oft bond
receiver- Just plo.e rhe portoble hodel nexl
compiete share of the purse including
to your rodio or indoll the quto model in a $100 entry fee, $100 heat race pdze,
you.or. Borh ore mode in U.S.A., comply $2000 first place and $150 irom Cham-
wirh Port l5 of FCC apeca., <orry l0-doy pion spark plugs rvas canceled. He
money-bo.k suorontee ond 60-doy worrqnty. filed no protest and was not expeJled
.
Podsble r,lodel (5-100) from PRPA.
$14.9s
From a "{andpoint, it is
persona)
A',ioDcrh-fttounringrrlodol J24.95 interesting to note that "Shoestring"
(Soth items shipped postpaid in U.S.A. Please add 'was the same midget that won at
sufiicient postase outside of
t{o c.0.0.'s.)
continental U.S.A.
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 be-
forehand that there *'ere non-stand-
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.,
ORDER TODAY FROM veteran lacjng pilot and one of the
founders of PRPA, was asked by Air
Pr,,9rc.... tor his commpnls on this
@il",i*,1][fi*?'H'"- controvers-J".
"If the damn things are supposed to
be stock, thcy've gotta be stock," he
stated bluntly. "If anyone cheats, he
should be caught. Pcrsonaliy, I'cl
rather see the class be allowed to do
certain things and check the power-
plants mereiy for displ:rcement and
compression ratio. This can be checked
quickly without a complete engine
BRUCE
ROWLAND MENTOR
(Continued from page 8)
PTA '64 directions. While the controls are very
positivc you tind them not too sensi-
tive to the touch. They lequire little
movement and respond instantly to
coordination of the stick and rudder'.
The ailerons have a rubber shock cord
attachment to provide the same feel
as a T-3ji jet moving th|ough thc air
at much highel speeds.
He's one ol the more than 7,000 young At cruise rve set the power at 2100-
men who have met the challenge of avia- rpm and 23" of nanifold pressure.
tion through training at PlA. Today he en- This provides a speed of 125 to 130
joys high pay, career opportunity, and job knots. The seats in both front and
security as an FAA licensed airframe and rear cockpits are adjustable up and
powerplant mechanic. For complete de, down, forward and back. So get con1-
tails on the lifetime of satisfaction and fortable. Safety belts and shoulder
harncss, a milita'_y standard, are a
excitement that awaits you as an aircraft
must hele. The airplane is fully aer'o-
mechanic, mail this coupon today!
batic with the exception of inverted
:hlttt,,"r' r"'r'r"t
Pltttbu4h Indilut! 1."*u-"llEi6'-
of A.ronaulic! A?.18 - -- spins, The T-34 is Iimired to a positive
I rsz36-1!
iii;gft;l; c;:li;;;,i;"r i.o: bliiiirsii, isr'., r". factor of six G's "clean" and two G's
I Ple.se send ms P.l A.;chool
rhmediately the P.l.A.
ms immediately catato! |
school catatos with flaps down.
I snd pl.cem€nt bootlel
booll* on saduates.
Craduates. I am rnhrested
inte.ested in:
in: I
i . ..Gen. Avrat,on Maintenance A,rlin0 Maintenance I Level flight in good weather is really
!| ...Cort.
...Corp. Aircralt M.'nlenance A,rc,6tt Manuhcru,ine
A,rcr6lt Manuhctu,inp- ! smooth. TIim controls are available
| ...Rosearch & Developm€it olher | for elevator, ailerons and luddcr, In
| (Print) Name...... . . ... Aee....... . I trying out our turns, glide and climb,
ve lind it quite pleasant to ride along
Li----- on the cenlpI linc of thc ship. You
-----:-----l
Seryicing Aviation ,ot 37 Yearc
teardown.
"When I was racing we stayed
stock, but were permitted to polish
the valve ports. One inspection group
thought that I'd polished mine too
much and I had to put on a new set of
cylindeis.
"You may not knou'it but during
the 1948-49 season. Herman "Fish"
Salmon and I worked up an alcohol
device that the FAA, the engine
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 it again.
"Actually, one of the reasons that I
got out o{ air racing was the con-
tinuous bickering. Naturally, every-
one 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. Per-
Iaps the same old ships $'ill keep right
on vvinning, but you cal be fairly sure
that they']] be on even
competing
terms. It's just too bad thatit took a
court suit to finally brine this to a
head.
From a personal standpoint, I'd
certainly like to race again, but I
firmly believe thai it was worth the
price I'm paying to heip keep this fine
sport alive and honest.
what next for me? I sell Citabrias
and teach aerobatics. I'd like to help
design and build a new tyPe of com-
l,prilion aprobalic airplanp for thc In-
ternationals. Just think what You
could do with a small turbo-prcp, dif'
ierential spoilers and the latest know-
ho*' of modern engineering: Then
I'd be back in aviation competition
again.
feel you're part of the plane, rather
than just something extra being car-
ried along. Next item on the agenda
are stalls. Surprisingly, our Mentor
tlisplay" no nasty lra;ls .'ither in
pow'er-on (55-kt) or power'-olf (60-
kt) 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.
Folward stick movement and applica-
tiun 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 vio-
lent and creates a heavier buffeting.
So handle the contlois smoothly and
make all movements gentle and
coordinated.
While a natulal tendency is to want
to try some aerobatics, cauLion is ad-
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 air-
plane. You could rvind up in an in-
velted stall, or spin, with excessive G
forces building up lapidly. Those
pilots who have gotten the ofrcial
oliay to fly this plane agree that the
AIR PROGRESS
check list is a very impoltant feature;
the info in the tech manual helPs to
make your flyilrg easier and a lot
more pleasant.
During a letdown for landing Your
airsDeed mus! be slowed to 96-kts be-
fore'vou lower the landing gear and
flaps.'You use 90-krs downwind, 80-
kti on base leg, ?5-kts on final aP- Pr0tuscly illustlated, Ivritten by Experts
nroach. Landing sleed is 60-kts. Your
-Beech MIIDERI{ AIRCRAFT SERIES
is easv to landi on final at a
steady airspeed you have only to level n Yo'rr Pilol't Lic.n.. Chrirty & Johnron
ofr iust above the runway about a foot
ii cld$i. Militotv Biplonc. P. Bow'rr
ot iwo and lhe crafr will settle gently
fi ri'r'u..nt rlvins nobe'r t'R Smirh
fi B"-b.r Akclch Pocl.lbook Crorr
and softly on its main gear' The nose Fi lviorlon lcdic for Piloir '.. Jin Holchon
wheel can be held ofi the ground wilh- F Aoricullurol Aviolion ........ A. Hofisonm'r
oqt too much effort around 50-kts and fi cila. to Hom.builtr P€l.r Bowt'r
until the ship slows down to some- Fi U'.a mn. Buvins G'rid. Jlm Trigs3
where around 40-kts. F porochuring Foi Sporl lim Grccnwood
Fuel consumption is fairly economi_ fr Mod.rn a.roborict Kri'r
cal, depending upon the type of fiying F a"riasc Plonc Guid. P.l.r Bow.rl
you're doing, of course. The engine -n r.lohr'olon. Enein. Guid. wi'dtn
will burn as little as 9% gallons per E N;vilorion Gvld€ Don Downi'
Tl Tho Pieor Cub Siorv rrrgs'
hour (657 up to 7500-fl), or uP to ts cb*ii gl"ton. G',id. .... R. t. snilh
12-EDh lf'rll out and aerobatic). ts Piloft w;olh.r Guid. L. Bovcr
r['. bear in mind that this is F c.*no Guldc Thomcron
"t'""tatype aircraft compared to
a complex F r."chcrofi Guid€ Joc Chri3ly
most aimilar sized civvie jobs with a "n lri r-m" conlrol . . .. R. l. snilh
fixed gear and ProP, therefore the fi co.outr. Guido Front xins3ton smirh
Mentor requires a Pilot with some i n".i." pton. Guido Jo. Chrirrv
practice in handling retractable gear. -n riet'rJ. pt"n"' Poct.lbook R' C'or'
flaps, controllable prop and radios. Enrlord I.. ....... ... S.nd n. SPORIS CAR PRESS
This experience is not difficult to at- boo&3 .h..l.d pr.psid. liton.Y
?.fund.d if nol .ditfi.d. East l{orwalk, Conn., Dept. AP'23
tain and an average pilot should be
able ro pick up the necessary tech-
niorres within 5 to 10 hours dual pro-
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
JoIN EAA HOWI
flying testimonial to how CAP'ers READ
work togethe! for the common cause'
Col. Paut Halstead, the DePutY Com-
mander, encountered the luselage in
lhe salvage yard at an Air Force base.
SPORT AVIATION
He found that this, together with a "GRASS ROoIS" AvllTlotl. lf vou enjoy snort flying 0r would lite t0 design or build
: :-,: i--- ir-- ... r-'.^x-.--'-r; ..r you!
;nnl
y0ur
pair of wings and seven boxes of mis- airllane ..
own allltane...rnenrA
.lhen tAA is tailor made lor
.
cellaneous T-34 odds and ends were Frl
EAI inrrndlnrs v0u t0
infoduces you to Educational and Rerieati0nal
Rerreati lleasures eYeryone can enj0y .

e"*yoni cin inord.'Meet the nalion'si dedicatrd flyers...

home.builders and flters
dedicat€d aircraft home'builders ..'
about to be disposed of as surPlus. r#'i;;i"di iiil tiriiiiii oa.ircralt as Dicturrd hrrc. tind out how yor t00 can enj0l
Paul got the parts earmarked for the -
iri[ siiii o-rsii izitio n iioii wtrictr tutur'i advances ir light aircralt' deYelopmentrlar'
will
Northeast Regio4, then had them trans;in. tM-has 0ver 230 actiye chtDtsrs, wlite tot tht name and addless 0f one
flown into the Long Island Ailport at iii you.
est i6i'.-im'i monthly publicatior, SPO.R? /vIATIoN, opens lhe d00r t0 a w0nder'
EAA'S monttrty
Islip, N.Y., via a USAF-ANG Fair- flll ;eyr
lul ol plrisirt
world 0t
new norld [l!al ayiation and educallor experienc8s.
child C-119 Flying Box Car. The bodv
and associated Parts were met bY a
distinguished group of staff members DATA BOOK
who sweated everything onto a flat A Mt ST for every sport Plane
bed truck. Next stop for the motley fan is EAA'S 56 Page Data
collection (pa*s, not peoplel) was Book. Under on€ cover the
Zahn's Airport in Amityville There most asked questions 6bout
everything was stoled in a hangar be- homebuilts. Wher€ to get air
longing to the Aircraftsmen repair cr6ft plans, materials See
service. That outfit's generous owners, photos, 3.viows, cut-awaY
Paul Nyholm and Walter Sawatzky, draw inas, FAA p roced u res
6tc. oNLY 11.50.
were of considerable help during the
year that it took to reassernble 89V.
Yup, homebuilders aren't the only air- vEtT IHE tttiERttAitottAt tLl tttloQulnrrRs Al{tl AIR MUSEUM ---
craft con.tructors who have to earn
a living 9-to-5. Hence the 12 rnonth
rrni'ii. iii ii.'riilla i;m; Aie., ltlilwaukee, wis.-Phone 414'42+48-60
rri,li" r.i'rirr-ritt. EM brochure and coiy of FM regulations for homebuilt
'diiriD'iri.';;it'firt,''
€ircraft'
gestatiou period. tri,i eiptini. spj,i2o lt. 85 to-l25.hp.-Detailed shop drawinss
Together with Col. Halstead, who 'ina iull slze winr rib drawing all l0r 0nly $10 00'
holds an A&P Mechanic rating and is tr{NuAt mlMllRslllP Dlrll
m"ntor-$lo'itiii
...-.'' - ir. crnbcr-to rhs'! de' l9-$5'00
a graduate aeronautical engineer, a INbLUDES SPORT AVIATION
very large amount of credit must go EXPERIMENTAT AIRCRAFT ASSN., INC'
to Lt. Col. B. L. "Les" De Clue, an- Wrile to -
other dedicated CAP member who be-
p, o. rox 229 - l{Alrs coRNl$, wlgcoNslN l3l3o
SEPTEMBER 1966
 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 ex-
perts' expert on this palticular craft,
spending some 500 hours of his spare
time working on it. Col. Edwin Lyons,
CAP Commander of the Northeast
Region, assisted (he reconstruction
plan through his interest and by au-
thorizing the expenditureof several
thousand dollars. Many members do-
nated time, energy and their own
money. Col. Halstead, fol instance,
of the leading'angets" on the lebuild-
ing program, paid for a major over-
haul on the engine. Major Roy Arrotl
donated Narco Mark 5 and Mark 6
radio sets,
Of such people is the Patrol com-
posed. Thr,ough their cooperative ef-
forts a valuable flying machine rvas
r'ccovered flom the salvage pile and
restored to flying status. It now stands
rcady to serve through the CAP's
Search and Rescue work.
BOOKSHELF
IContin ?tl fran page 49\
unquestionably had first deveioped the
concept of independent' ait opera-
tions. (Baldwin, rhey decmed their
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
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.
Att NOW READY FOR The British, with a I'bomber obses-
sion," sought to buy time through
IMMEDIATE SHIPNENT what was not altogethel rightly callecl
F,lt pue" ,"plli iiiare phoros "appeasemenl." Polil ical and Ds\cu-
logi, al .horrsightednc.s of Alli.s and
of war pianes. Mosl have never before Cermans alike relative to air power
been available anywhere. Printed with are woven into this history, and fas,
cinatingly documented. Those Ger.-
painstaking care on slick white paper.
man "Gianl 'bonrbers ol W\\-/1 whjnh
A MUST for every colleclor, model had a wing span only 3 fept less rharr
builder, and student of aviation his- tie B-29 Superfortress of WW/2
Jropped 2200-poundp|s on London in
lory. Delailed description and vital
1918.
inlormalion accompanies each pholo. Sir John Slessor ends his afterrvord
_l \\ith a po-er: Who can
| -_.;
n.r rolr" , wJa w", o."- "at for cettain
that air powel alone rvould-or could
"r
D H'2 WW2 Ourstanding & Odd Aircratr ended WW/2 two or three
I H-s 60 Be't Planee of WWI -have
years earlier?
n H'?0
AERO ADDENDUM ... 1e06 Ed.itiott,
German Teenage Ace
J H-21 Cdpr. Arlhur Ray Srooks Aerospace Fcrcls etld, Figttres. com-
piled by rhe Aelo5pace Indu.rlies
America's Quiet A.e
Assoc.of America, Inc.; published by
a H-22 Capt. Georses Guynemer
Aelo Publishers. Details the perfolm-
Eagle ol France
I H.23 Lr. Col. wrlliam
anca of the aerospacp indusrr't dur-
Barker
ing 19C5, Key elemenrs: .ales
Canada's All-Around Ac€
incleased to 920.9 billion; employ-
I 6n en.losine Si.50 {cash or honey order)
nent up to 1,154,000; exports to post-
Ior each .opy.
Please send the bools ch€cted
lV\\'/2 high of 91.4?4 bittion; aircraft
production highest since 194?, with an
estimated 2;00 military and 12,54t
civil craf! delivered in 1965. Soft-
cover,53/a" x 83/a", 140 pgs,, 93.
For lou rvriters, Wr;ling Seie cr
-\erus /or lhe Moss Medio by David
Warren Burkett who covers National
Science Foundation for Mccraw-Hill
News Bureau, Washington, D.C. Sci-
ence news for non-scientific audierrces
requires special know-how. Do you
write for radio, TV, magazines or
newspapers? Are you a publie rela-
tions official for an industrial corpora-
tion or government agency? A free-
lance writer? A science editor for a
laboratory or research center? This
handbook will help you. Hardcover,
183 pgs., refelences, index. $4.95; GuU
Publishing Co. (Box 2608, Houston,
Tex. ?7001).
EX-RAF types who now pilot type-
one 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
in California, where he is resparchinE
his npxt novel, ,4;r.purt. fL s about
ground aviation, control-tower life,
airports, probably the birds and bees,
tool
Two new reference books for scien-
tists and engineers: Mccral!-Hil|
Basic Bibliagraph! of Science ancl
T e c htto o g y-1 00 -p ages wiih annotated
I
listings of 8000 books in all scientific
and technological Iields. Mcc-HBOSAT
gives title, author, publisher, date of
publi.ation. plu. concise description
of the book, contents and Ieve\. Mc-
G) qu-Hilt Moder Men ol Saience-
a 600-page volume of lively, authorita-
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contempolary scientists throughout
the rvorld, includes ,15 (count 'eml)
Nobel Prize rvinners. Each book,
$19.50, McGr.arv-Hill Book Co.
Hangar Flying (Box 195, Rantoul,
Ill.) has collectors' items from the
golden age of the Air Corps, the
1930's: Prelimi.tatA Flight Instruc-
tions nLenudl lor Cloti:is Y1A-18 j.s a
4-page Tech Order No. 01-258-1,
dated June 21, 1937 with flight and
operating instructions and systems
descriptions, No illustraiions. 40y'.
Hanrlbook ol Instnlctions for P-p6A,
thc Boeing pursuit airptane. A reprint
of the main 40 pages from oriEinal
U.S. Army Air Corps Tech Order No.
01-20D of February 1, 1934, re.!,ised
May 1, 1935. Size 8%,,x 11,,; operat-
ing and flight instructions, S systems
,Jiagrams. jn(luding 'liquid oxygen '
.tor breathir.g: (Holl bloodsrream:)
Three halftone pictures of difierent
vie$s. Each, 92.95; buy both and
price is $3.
Latest Intetaxi@ ABC, a $,orld direc-
tory of aviarion and astronaulics, has
1400 pages, in.fo f|om 18S counlries
with 68 classifications,
50,000 individ.
ual addlesses. 37,000 personaliries
named "Who-is-Where,' section; g%,,
x 12", indexed. Available from InteF
avia's USA's rep or dir'ect lrom
AIR PROGRESS
More Than l9OO Mentors Were Turned Out By Beech
The Beechcraft model 45-named Mentot aftet l;rle
trusted servant of Greek mythology-ffrst flew as a ptoto-
type 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.
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 pro-
duced 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 air-
craft 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. pro-
duction 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
Ki6sin' cousin to the Mentor is latest Beechcraft Bonanza, all-
metal,4-place lurbocharged Model V3STC; 28b-hp; 240-mph fi:p.
training and, in some instances, for fighter aircraft aiLap-
tation.
November 1953 saw the signing of a license agreement
between Fuji Healy Industries, Inc., Tokyo, for fiIst pro-
duction oI the Mentor overseas. It was the first step of any
major American aircraft manufacturer to aid Japan fol-
lowing 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, On-
tario. 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
Argentina.
According to Beechcralt records, few Mentors have
found their way into civilian ownership in the United
States. However, some still are in operation with military
based flying clubs, Civil Air Patrol squadrons, Forestry
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.
A total of 1,904 Mentors were manufactured by Beech-
craft 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.
Navy version-the T-34B-was in production 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 188-
mph, 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!es-
ence 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 same vintage but the Beechcraft Pa s and Service
organization does not supply pats fot the Mentor on
the civilian market.
Specifications. Two-place tandem seating single-engine
traioer with full cantilever, low-wing design and retract-
able 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,
 IIAVY T-3IB
Notch at trailing edge base of
tail marks plan€ as USN Th€
M€ntor chalked up many fi6ts
for tho military services in ntim-
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civil Air Patrol offers challenging opponunities for youth 12-20 years old, chaplains,
aerospace education enthusiasts and adults with an interest in homeland security, search
and rescue, disaster relief and humanitarian
missions. Leadership training, technical
education and an opportunity to pafticipate
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