Cessna 337 Skymaster “Push Pull” / Reg. N991DM
Painted plumage is the trademark of the push-pull aircraft, making it stand out among its larger Flying Bull siblings in hangar 7. But on the runway, even non-aviation buffs recognize the Skymaster with their eyes closed, since the noise it makes exceeds even that of the DC-6B. The reason: The particularities of the Skymaster’s design, which are found in this form in only few flying machines.
The Cessna’s uniqueness is attributable to its center-line thrust, whereby the fuselage is designed as a nacelle. In the front is an engine with a counter-rotating propeller, and in the rear a second engine with a pusher propeller – an arrangement Cessna calls “push-pull.”
The advantage over a classic design of a push-pull configuration for the two 210 HP Continental engines, in terms of the wings, is that if one of the engines fails there is no torque around the vertical axis and thus the aircraft remains as controllable as if both engines were working.
But there’s also a drawback, namely that the rear engine often overheats.
But the noise is a far more serious problem. The air pushed by the front propeller meets the air from the rear propeller at a higher speed, thus generating almost supersonic noise peaks. This is undoubtedly the reason why this design was never very popular.
A number of civilian and military models of this six-seater aircraft (one pilot with five passengers) were manufactured from 1963 to 1982 – 2,993 units in all. The version made for the US Air Force was called the O-2, whereby “O” stands for observer, since the 337 was used for reconnaissance flights in Vietnam and elsewhere. The glass door on this model is highly useful for today’s safari tour operators. “The Skymaster is the very model of a bush aircraft,” says Hans Pallaske, the plane’s Flying Bulls pilot. “The aircraft is lightweight and thanks to its power can take off and land on Lilliputian airstrips.”
The Flying Bulls model was built in 1969, and on being delivered by the plant in Wichita, was sold to Chile. The aircraft, whose current registration no. is N991DM, spent nearly 15 years in a garage after having been owned by a series of amateur pilots, and in 2007 was restored down to the most minute detail. A three-blade propeller and a stall kit, which allows for slower airspeeds, are only two of the numerous changes that were made.
“The aircraft is in far better shape today than on its delivery in 1969. The instrumentation is 100 percent high-tech and the cabin is genuinely comfortable,” says Mr. Pallaske. “Plus,” he adds with a smile, “The new interior insulation is absolutely top notch.”