SPEED and sturdiness are suggested by the new Beechcraft offered by the Beech Aircraft Co. of Wichita, Kans. The suggestion of speed is backed by a guaranteed high speed of 200 miles per hour. On November 11 the top speed was clocked at 201.2 miles per hour.

Structurally the negative stagger also has advantages-the highest loads are carried by the upper front spar which is deeper; flying wires pass through the lower wing and are fastened at the bottom of the landing gear; this results in a rigid structure as the wires make a large angle with the spars. Flying wires are fastened only to front spars and the rigging can be changed without loosening any wires. All tie rod terminals are inside and accessible through inspection covers. Wing root and other fairings are constructed as part of the cover. The fuselage is metal covered and the portion to the rear of the cabin in insulated. Haskelite plywood is used extensively throughout.

The length of roll on the ground is reduced by the use of the di-celerator and is further shortened by an efficient brake system. The large groend angle of 18 degrees is approximately three degrees greater than the angle of maximum lift, and therefore once the tail is on the ground, there is little chance of the ship's rebounding into the air.

The two-unit type landing gear, with oleo type shock absorbers having an eight-inch travel and 9.50 by 12 low pressure tires, is covered with fairing that extends up to the lower wing. Landing lights are faired into the intersection of the fairing with the wing. Wheels may he pulled up into the pants after take-off by means of an electrically operated mechanism. Safe landings can be made with wheels retracted because approximately six inches of the wheel projects below the pants and the lull shock-absorber spring travel is always available. The rigid, non-swiveling 16 by 7 tail wheel makes it practically impossible to ground loop.

Wings have steel spars, ribs spaced six inches apart, fabric-covered, and are externally braced with true streamline wires. Long, tapered elliptical tips are removable. The resistance of the heattreated I struts is much less than that of the customary N struts.
The tail, an integral unit, is fastened to the fuselage with ball bearings. There are no swivels in the wires or masts in the fin. The electrically operated stabilizer control moves the whole tail about ball-hearing hinges.

Cable controls are used throughout, and all movable parts are mounted on double-seal ball bearings. Each aileron, on the lower wing only, is controlled by an independent system requiring no balance cables. Double elevator cables are used, each cable capable of carrying full design load. The control column hinges on heavy roller bearings.

Two heat-treated trusses below the fuselage lower longerons eliminate the necessity for cross tubes in the passenger and luggage compartments. Trusses carry all large loads, from the landing gear, fuel tanks, pilot and passengers, control column and control column stops. The interior of the cabin is furnished with all the necessities for luxurious air travel-adjustable front seats, deep, wide rear seats and cushions; full-vision windows, ventilators,- heaters and radio equipment. Unusually large doors on each side of the cabin allow easy entrance to front and rear seats and provide good emergency exits. The bent laminated glass windshield, made in two halves, conforms to the shape of the fuselage and provides the pilot with full-range vision.

Fuel is fed the carburetor by an engine driven fuel pump. An emergency hand fuel pump below the floor, operated by remote control, insures its being primed at all times.
All wheels have roller bearings. The tail wheel has no shock absorbers or swivel joints and should require little attention. Landing-gear joints have large, easily removable steel alloy bushings lubricated from oil reservoirs holding enough oil to last a year. All wheels may be removed without touching the fairing around them. For engine servicing, the rear section of the N.A.C.A. cowl can he opened easily; the nose section does not have to be removed.

Standard equipment includes a Smith controllable-pitch propeller, radio receiving set, five parachute flares, landing lights, starter, generator, battery, electric fuel gauges, cylinder-head temperature gauge, oil-pressure, oil-temperature and fuel-pressure gauges, tachometer, airspeed, rate-of-climb, compass, bank-andturn, altimeter, primer pump, booster coil, ammeter, clock, fire extinguisher and first aid kit.

For the owner who desires full parachute equipment, seats as comfortable as the standard seats can be furnished with the chutes built in as part of the upholstery. The development of these seats was made possible through the cooperation of the Switlik Parachute & Equipment Co.