Used Aircraft Guide: North American Navion Boasts Military Pedigree

In the world of general aviation, not many light aircraft can claim to have a genuine military pedigree, although a few have been spiffed up to look like warbirds. One of the few nonpretenders is the Navion, introduced by North American Aviation in 1946 and intended to capitalize on what everyone assumed would be a postwar flying boom.

With its rakish sliding turtle-shell canopy, tall stalky gear, and P-51-style tail, the four-seat retractable came from the same stable as the Mustang, whose production ended at the close of World War II. True to its heritage, the Navion (pronounced NAVY-on) did find a niche in military aviation as a liaison ride, and many are still painted in military livery.

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Although it came from the same company as the P-51, the Navion was no Mustang, at least in performance. Its cruising speed was a relatively leisurely 140 mph. So when Beechcraft appeared with the 175 mph V-tail Bonanza in 1947, the Navion faced a stiff sales challenge. Optional engine upgrades have caused the Navion to lose its reputation as a slug.

Although not many were made—about 2,700 total—the airplane lasted all the way to 1976, having been manufactured by different companies in various models and incarnations. Although it trailed the Bonanza in both production numbers and speed, the Navion had something the Bo lacked—a certain panache and a giant interior of the sort General Motors executive Ed Cole would have designed if he had gotten hold of the Bonanza.

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While owners concede the airplane is no Bendix racer, they prize it for its hell-for-strong construction. The Navion, one owner told us years ago, is built with the war-effort idea that if a quarter-inch bolt will work, a half-inch bolt has got to be better.

In fact, Navion engineers used a monocoque structure for the wings and fuselage, believing this reduced weight and eliminated the possibility of concealed structural weakness with age. They may have never imagined how long the airplanes would be around.

Navion History

One reason for the Navion’s beefy construction is that North American hoped to sell thousands to the military. But it didn’t happen. Only 250 were bought, but even at that, the services ordered enough spares to maintain these airplanes so that parts have generally not been a huge problem for owners.

The first Navion had a Continental 185 hp engine with a takeoff rating of 205 hp. After building 1,100 of these airplanes, North American sold its rights in 1948 to Ryan Aeronautical Co. of San Diego, the same company that built the Spirit of St. Louis for Charles Lindbergh. Ryan dubbed its Navion the A model and built another 1,200 before ceasing production three years later. Some of the later Ryan models had a 225 hp Continental E-225. The last B model, which used a 260 hp geared Lycoming GO-435 engine, was the last model of the original genuine Navion.

But that wasn’t to be the end of the Navion. It remained out of production until 1955, when rights were sold to Tubular Steel Corp. (TUSCO), which specialized in rebuilding and updating old Navions with Continental IO-470 engines of 240, 250 and 260 hp. These are known as the D, E, and F models, respectively. TUSCO resumed production in 1958 and introduced some refinements. The sliding canopy was replaced with a door, fuel capacity was greatly increased, and a 260 hp Continental was added. Thus, the so-called Rangemaster G model was born. About 50 were built before Hurricane Carla wiped out the factory in 1961.

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Still, the Navion endured, thanks to the American Navion Society. Some of its members bought the Navion rights and in 1967, they began building a handful of Rangemaster H models, which had a 285-hp Continental IO-520 engine. But that company folded, too. Twice in the mid-1970s, there were attempts to revive the Rangemaster. Only a half a dozen or so airplanes were built.

Today, the type certificate and manufacturing jigs are owned by Sierra Hotel Aero, which provides service and parts. There are also a number of well-regarded mod shops that support the Navion, and like a handful of other models, the type has an excellent owner organization mentioned. In short, the airplane is surprisingly well supported.

Performance

Early 205 hp Navions cruise at about 135 mph on 11 gph. The 225 hp versions add about 5 mph to that number in exchange for a gallon more of fuel burn. You’ll go about 170 mph or so in the 240, 250, and 260 hp second-generation D, E, and F Navions. In contrast, the 1951 B model, with the geared 260 hp Lycoming, ranks as the most inefficient Navion built. It can manage only about 153 mph on 13.1 gph. Other lower-priced used retractables, such as the Comanche 180 and early Mooneys, fly faster and use less fuel, but they’re also more expensive and lack the Navion’s larger (yet stark) cabin environment.

“I live in Florida and, though I am at sea level, I often see density altitudes of 1,500 to 2,000 feet,” Ken Hewes said of his Continental E-225-powered 1947 Navion. “I can climb out at 1,000 to 1,250 fpm. With full wing tanks and close to 1,000 pounds of people, I’ve easily climbed out at 750 fpm.”

Fuel capacity differs widely from one Navion to another, so it takes effort to pin down actual payload numbers. Although the basic fuel system has 40 gallons, many Navions have an extra 20-gallon tank under the rear seat or in the baggage compartment. Also, there are several different types of tip tanks available, which some owners report can yield a range of 1,000 miles.

Late-model Rangemasters had fuel capacities of up to 108 gallons, although that much fuel would limit payload. Generally, expect a still-air range of about 600 miles in an older Navion with 60-gallon tanks. This will be reduced somewhat as extra passengers and baggage are added.

Despite its beefy construction, the Navion weighs 1,900 to 2,000 pounds empty with a gross weight of either 2,750 or 2,850 pounds, giving it a useful load of around 800 pounds. With four people and 100 pounds of baggage, there isn’t a lot of room for fuel. The 260 hp version has a useful load just a little better than the A model. Unfortunately, it burns 20 percent more fuel, so on the same trip, the load would be more limited.

After working on our share of Navions, we agree with those who warn that almost every Navion has been on its belly at one point or another, but a gear-up landing typically doesn’t always inflict substantial damage other than taking out the flaps and prop. 

Since the Navion is a retrac, receive an insurance quote before making a deal on one—especially if you’ve done lots of upgrades that increase the hull value. Owners like 71-year-old Leo Langston feel the sting.

“My rates basically went up for the hull coverage I had last year,” Langston said. “After investing in a complete panel upgrade and autopilot installation, I had raised my hull coverage from $55,000 to $95,000, and I still had the $1 million liability coverage. That premium was just over $3,750. This year no underwriter would even give me a quote for the $95,000 hull, though I could get $85,000 for a premium north of $4,000.”

He finally settled for a $75,000 hull value and the $1 million liability coverage for that same $3,750 premium.

“Either the insurers are depreciating my plane for me, or since I am 71 now, the age factor is creeping into my rates and coverage,” Langston said.

Langston insures through the Texas-based Falcon Insurance Agency. If you’re happy with your coverage, we suggest sticking with the company for the long term.

Custom Navions

Like many old airplanes, annual inspections can either be easy or labor intensive, and we think having a shop with extensive Navion experience is the absolute best way to maintain one. We’re told that typical annuals could run $4,000, while others might be less or a lot more. Before doing any mods, get the airplane up to date on maintenance and repairs.

Navion Customs in California (navioncustoms.com) owns the supplemental type certificate (STC) for the big 300 hp IO-550B and is working on an STC (some have been installed with a field approval) for the 310 hp top-inducted Continental IO-55OR, an engine that’s done well on the Cirrus SR22. It requires a cowling change to a two-piece, and you’ll likely have to change the mount.

The prop being used in the STC is a three-blade composite MT propeller. Another respected source for mods, refurbishment work, avionics upgrades, and anything related to Navion support is type certificate holder Sierra Hotel Aero (navion.com) located in St. Paul, Minnesota.

J.L. Osborne Aviation (jlosborne.com), which is part of General Aviation Modifications Inc. (GAMI), has the 20-gallon wing tip tank mod for the Navion. The tank is all aluminum and has recessed LED strobe and nav lights, a flush filler neck, and a concealed drain. The tanks can improve lift, increase gross weight (250 pounds), and some report a few knots of increase in cruise speed. Osborne suggests that typical installations could take around 25 hours. 

“You really have a blank canvas because there’s so much that you can do to these airplanes,” said Ryan Douthitt, co-owner of Navion Customs.

Pre-Buy Checklist

We highly recommend buyers new to the Navion find a shop familiar with the airplane to perform a thorough pre-buy evaluation. Although cheap to purchase, a poorly maintained example can easily offset any initial cost-of-entry advantage. Here are some hot spots to pay attention to:

Landing gear: These are hydraulic systems, with the usual headaches with retrac links, hoses, and pumps. Some older airplanes may still have the original single-piston hydraulic pumps, which should be replaced with new versions. Check for loose trunnions in the gear pivots and for play in the nose gear, causing shimmy.

Corrosion: Like other military airplanes, Navions built by North American were lavishly zinc chromated. But Ryan Aeronautical cut back on chromating, and that may allow some corrosion to creep in. “Remove the seats, side upholstery panels, and wing root fairings,” wrote one owner, “and check for corrosion where the fuselage mounts to the top of the wing.”

Cooling: Although most examples have probably been cured of this, early Navions had inefficient updraft cooling. The B model with the 260 hp Lycoming has oil temperature problems easily fixed with a larger aluminum oil cooler.

Propeller: The old Hartzell diaphragm-type props used on original Navions will leak. They must be replaced and adjusted regularly, if parts are available, or the prop replaced with an STC-approved upgrade. Hartzell and McCauley offer upgrades, but not for all engines. There’s also an STC for the monstrous MT composite scimitar for big-engined Navions.

Continental E-225: Later Ryan Aeronautical models had these engines, which have a reputation for being somewhat temperamental, tend to leak oil, and are relatively expensive to overhaul. Owners and shops we talked with recommended upgrades instead.

Fuel tanks: The Navion was built a lot like the P-51 where the two wings were bolted together and then bolted to the fuselage. The wings house aluminum fuel tanks, coupled by rubber hoses. Those hoses get dry and ultimately crack. We’re told the only real way to get the tanks out is by pulling the wings off the airplane and separating the wings from each other—a big job. Navion pros suggest finding an airplane that’s had this so-called wing de-mate in the past 25 or so years. It can be a $10,000 job. 

Damage and paperwork: As with many old airplanes, paperwork might be light and missing some maintenance entries. We suggest having the airplane weighed after major upgrades, or even if it hasn’t been weighed in the past few years. You can tell a lot about the care of the airplane by its paperwork.  

Owner Feedback

From Russell “Rusty” Herrington, vice president of the American Navion Society:

“I am very active in the type club, and as an A&P mechanic, I also maintain several Navions. I am very fortunate to have earned my private pilot [certificate] in my dad’s Navion H Rangemaster in 1974.

“I have owned and flown my Navion for 18 years and have traveled across the country in [it]. Also, I commute an hour each way a couple of times each week in my Navion and am now flying around 250 to 300 hours a year. 

“My family currently owns a combined five Navions. Each Navion is unique due to modifications made over the years, so no two are identical. Horsepower can range from 185 up to 310, and there is even one modified with a turbine engine. 

“I have flown a couple of dozen different Navions, and my personal Navion over 4,000 hours. When I bought this Navion, she had a tired E-225 engine and looked sad but flew well and like most Navions was still a very solid airplane due to very large flaps and excellent low-speed handling [so] an experienced Navion pilot can land in around 500 feet. Very steep descents are possible when the landing gear and full flaps are deployed with no tendency to build airspeed. In clean configuration, glide is very respectable.

“I recommend getting instruction from an experienced Navion pilot before venturing out on your own. The American Navion Society has a list of experienced Navion pilots…willing to give demonstration rides and help prospective and new owners.

“Maintenance is not a problem unless you buy a Navion that has been neglected for too long and use a shop that is unfamiliar with the type. An owner can spend a lot of money getting any neglected airplane into good condition. Once in good condition, annual maintenance costs for your Navion should be less than the average high-performance complex airplane.”

This feature first appeared in the September Issue 962 of the FLYING print edition.