Page 13 - Volume 18 Number 8

Specifications 1940 Cessna T-50Powerplants (2) SeatsFuelService ceilingSingle-engine ceilingMax. cruise speedStall speedTakeoff distance (50 ft. obstacle)Landing distance (50 ft. obstacle)Max. range (w/reserve) Climb rate-2 engines Climb rate-1 engineWeightsDimensionsWingspan Height Length Cabin length Cabin width Cabin height Baggage Price, 1940, f.a.f.Jacobs L-4MB, 245 hp5120 gal. std.18,000 feet 6,300 feet 170 mph 55 mph 2,000 ft.2,000 ft.850 s. mi. 1,200 fpm n/a5,100/5,700 lb. 3,500 lb. 1,600/2,200 lb.41 ft. 11 in. 9 ft. 4 in. 32 ft. 9 in. 116 in.57 in. 57 in. 300 lb. $29,675PerformanceMTOW Empty Useful loadare suspended from underpanel linkages. Eyebrow windows above the windscreen were added by the military to improve visibility. The massively-populated power quadrant was an introduction to engine management for future Lancaster, B-17 and B-24 pilots; mixture and carburetor heat levers are underslung, with throttle and propeller knobs in their usual location. The instrument panel arrangement, as was typical of the times, was a haphazard affair with various gauges and switches scattered wherever there was room. The artificial horizon was given a central position so it could be used by either pilot.Performancewise, Newberg says the T-50 takes off and climbs well, even with four large occupants and full fuel, cruising along at a surprisingly-fast 155 mph on just 19 inches m.p. and 1,900 rpm. His airplane is fitted with 275-hp Jacobs engines, providing a little extra oomph. The props do not feather, but can be slowed to 700 rpm in high pitch. While the airplane was not noted for itsability to hold altitude on one engine with a load, Newberg has found that, with an engine completely shut down and carrying one pilot with full fuel, a 500-fpm climb rate can be achieved. As was normal for the time, the pilot operating instructions call for lifting off as soon the airplane has flying speed, then holding it down to reach 90 mph, dubbed “single engine speed”, now termed Vmc. Below that number, pilots were cautioned to be ready to throttle both engines.Today, the few remaining Bamboo Bombers (no, there’s no bamboo anywhere in the structure) soldier on, providing an example of how America rose to the challenge of wartime necessity. Without its contribution, essential training of transport and bomber crews would have been hampered, and we certainly wouldn’t have seen the Cessna 310 appear a decade after T-50 production ceased. May there always be a Cessna T-50 preserved for pos•terity, just to remind us of how things were done 75 years ago. T&TAUGUST 2014TWIN & TURBINE • 11