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Navion with a Continental IO-520 engine.

Key Information

Navion with canopy opened
Ryan Navion at Delta Air Park 1988
Navion G Rangemaster registered in France with modified fin and other enhancements
A factory restored 1947 North American Navion[2]

The Ryan (originally North American) Navion is a single-engine, unpressurized, retractable gear, four-seat aircraft originally designed and built by North American Aviation in the 1940s. It was later built by Ryan Aeronautical Company and the Tubular Steel Corporation (TUSCO).

The Navion was envisioned as an aircraft that would perfectly match the expected postwar boom in civilian aviation. It was designed along the general lines of, and by the same company which produced the North American P-51 Mustang,[3] and North American T-28 Trojan.[4]

Design and development

[edit]

The Navion was originally designed at the end of World War II by North American Aviation as the NA-143 (but produced under the NA-145 designation).[5] North American built 1,109 Navions in 1946–47, initially selling them at a below cost US$3,995, which later increased to $6,100,[6] although the actual cost of construction was $9,000.[7] These included 83 L-17As for the US Army and National Guard.[8]

Ryan Aeronautical Company acquired the design in the summer of 1947, launching production at its San Diego factory in 1948.[9][8] Ryan built 1,240 Navions (powered by 205 hp (153 kW) Continental O-470 engines or 250 hp (190 kW) Lycoming O-435 engines), including 163 aircraft for the US armed forces, before production ended in 1951, with Ryan wanting to concentrate on defense production.[6][8][10]

Production rights passed to the TUSCO corporation, which flew a prototype of a revised version, the Navion Rangemaster G, on June 10, 1960, and set up the Navion Aircraft Company to build it. The Rangemaster G replaced the sliding canopy of the earlier Navions with a more conventional five seat cabin with access via car-type doors. Production began in 1961, and by mid-1962 was reported to be at a rate of 20 per month,[6][11] but Navion Aircraft Company went bankrupt,[12] and the rights to the Navion were picked up by the Navion Aircraft Corporation, set up by members of the American Navion Society in mid-1965.[13]

Operational history

[edit]
Ryan L-17B Navion on USS Leyte (CV-32), 1950.

While Republic offered an amphibious aircraft, the Seabee, Cessna offered the 195, and Beechcraft offered by far the most successful type Bonanza, which remains in production in 2020. All of these aircraft, including the Navion were significantly more advanced than prewar civilian aircraft and they set the stage for aircraft built from aluminum sheets riveted to aluminum formers. It was thought that wartime pilots would come home and continue flying with their families and friends under more peaceful conditions, but the postwar boom in civilian aviation did not materialize to the extent the manufacturers envisioned.[14]

The United States Army Air Force bought 83 L-17As from North American in 1946, as a liaison and staff transport aircraft, with 36 going to the Army and 47 to the National Guard. These were supplemented by 163 L-17Bs from 1948, which were ordered by the United States Air Force on behalf of the Army and National Guard, with 129 going to the Army and the rest to the National Guard.[8] During the Korean War, the US Army's Navions added casualty evacuation and forward air controller to the aircraft's liaison and light transport duties.[8][7] The Navion was phased out of front line service by 1957, with the aircraft handed over to the Civil Air Patrol or used as hacks.[8][7]

Present day

[edit]

As of 2010, many Navions are still flying and there is an active Navion owners community. On 18 March 2003 Sierra Hotel Aero Inc of South St. Paul, Minnesota purchased the type certificate,[15] design data, molds and tooling. The company stated in January 2013 that it was two to three years away from bringing the aircraft back into production.[16] In the meantime Sierra Hotel Aero is carrying out re-manufacturing and upgrading for some owners of Navions.[17]

Variants

[edit]
North American L-17A, flown by the Commemorative Air Force, Camarillo Airport
A twin Navion conversion
North American NA-143
Two prototypes.[18]
North American NA-145 Navion
North-American-built production aircraft, 1,027 built.[18]
North American NA-154 Navion
Military version for the United States Army as the L-17A, 83 built.[18]
Ryan Navion
Ryan-built production aircraft, 600 built.[18]
1947 Navion A
Ryan Navion A
Improved Navion with a 205hp Continental E-185-9 engine, 602 built.[18]
Ryan Navion B
Modified for the higher powered 260hp Lycoming GO-435-C2 engine, also known as the Super Navion 260, 222 built.[18]
Tusco Navion D
Conversion by Tulsa Manufacturing Company with a 240hp Continental IO-470-P engine and tip tanks.[18]
Tusco Navion E
Conversion Tulsa Manufacturing Company with a 250hp Continental IO-470-C engine and tip tanks.[18]
Tusco Navion F
Conversion Tulsa Manufacturing Company with a 260hp Continental IO-470-H engine and tip tanks.[18]
Navion G Rangemaster
Redesigned aircraft by Navion Aircraft Company with 260hp Continental IO-470H engine, integral cabin and tip tanks, 121, some built as the Rangemaster G-1 with a modified fin.[18]
Navion H Rangemaster
Navion G with a 285hp Continental IO-520B engine, 60 built, an additional aircraft was built by the Navion Rangemaster Aircraft Company in 1974.[18]
Ryan Model 72
One Navion B was modified as two-seat trainer for a United States Navy competition with the Temco Model 33 Plebe.[18]
Camair Twin Navion
twin engine conversion Camair 480, 2 Continental O-470-B, 240 hp each. Camair 480C, 2 Continental IO-470- 260 hp each. 25+- built.
X-16 Bi-Navion
One twin-engined (130hp Lycomings) prototype designed and built by Dauby Equipment Company in 1952, production by Riley and later by Temco.[18]
Temco Riley 55
Initial version of the twin engined Navion conversion.[citation needed]
D-16 Twin Navion
Production version of the X-16 with two 150hp Lycoming O-320 engines and strengthened wings, 19 conversions by Riley and 46 by Temco.[18]
Temco D-16A
Improved D-16 conversion with two 170hp Lycoming O-340-A1A engines, nacelle tanks and 20 gallon each tip tanks, 144 gallons fuel total. 45 conversions.[18]

Military

[edit]
L-17A
Military designation for NA-154s delivered to the United States Army, 83 built, re-designated U-18A in 1962.[18]
QL-17A
Six L-17As modified by TEMCO as remote-controlled drones for the United States Air Force.[18]
L-17B
Military designation for Ryan-built Navion As delivered to the U.S.Army, 163 built, re-designated U-18B in 1962.[18]
L-17C
L-17As modified by Ryan with improved brakes and increased fuel capacity, 35 modified, re-designated U-18C in 1962.[18]
XL-17D
Three former XL-22As for evaluation.[18]
XL-22A
Two Ryan-built Navion Bs for the U.S.Army, re-designated XL-17D.[18]
U-18A
Former L-17As re-designated in 1962.[18]
U-18B
Former L-17Bs re-designated in 1962.[18]
U-18C
Former L-17Cs re-designated in 1962.[18]

Operators

[edit]

Civil

[edit]

The Navion is popular with private individuals and companies.

Military

[edit]
 Greece
 United States

 Uruguay

Specifications (Super 260 Navion)

[edit]
3-view line drawing of the Ryan L-17
3-view line drawing of the Ryan L-17

Data from Jane's All The World's Aircraft 1951–52[9]

General characteristics

  • Crew: 1
  • Capacity: 3 passengers
  • Length: 27 ft 6 in (8.38 m)
  • Wingspan: 33 ft 5 in (10.19 m)
  • Height: 8 ft 8 in (2.64 m)
  • Wing area: 184 sq ft (17.1 m2)
  • Empty weight: 1,930 lb (875 kg)
  • Gross weight: 2,850 lb (1,293 kg)
  • Fuel capacity: 40 US gal (33 imp gal; 150 L)
  • Powerplant: 1 × Lycoming GO-435-C2 air-cooled flat-six engine, 260 hp (190 kW) (take-off power)

Performance

  • Maximum speed: 174 mph (280 km/h, 151 kn)
  • Cruise speed: 170 mph (270 km/h, 150 kn)
  • Range: 595 mi (958 km, 517 nmi)
  • Service ceiling: 18,000 ft (5,500 m)
  • Rate of climb: 1,250 ft/min (6.4 m/s)
  • Take-off run: 400 ft (120 m)
  • Landing run: 468 ft (143 m)

See also

[edit]

Aircraft of comparable role, configuration, and era

Related lists

References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Ryan Navion

View on Grokipedia
from Grokipedia
The Ryan Navion is a single-engine, low-wing, all-metal designed for four occupants, featuring retractable tricycle landing gear and a distinctive reminiscent of . Originally developed by in the mid-1940s as a civilian successor to military designs like the P-51 , it transitioned to production under Company after , with approximately 2,600 to 2,900 units built through 1976 across multiple manufacturers. North American Aviation initiated the Navion project in 1944, aiming to create a versatile general aviation aircraft for the postwar market, with the prototype (NA-143/NA-145) first flying on January 15, 1946. Production began in 1947 at North American's facilities in Inglewood, California, yielding about 1,100 aircraft before financial pressures led to the sale of rights to Ryan Aeronautical in July 1947 for $8 million; Ryan then produced around 1,200 units at its San Diego plant until 1951. Efforts to revive production occurred in the late 1950s under Tubular Steel Corporation (TUSCO), which built about 50 Rangemaster G models from 1958 to 1961, marking the end of major manufacturing. The Navion's design emphasized performance and durability, with early models powered by a 185- to 205-horsepower Continental E-185 engine, later variants upgraded to engines like the 225-hp Continental E-225, 260-hp Lycoming GO-435, or 240- to 285-hp Continental IO-470/IO-550 series. Typical specifications include a of 33 feet 5 inches, length of 27 feet 4 inches, maximum speed of 163 mph, cruise speeds of 135 to 170 mph, a range of 600 to 1,000 miles (with optional tip tanks), and a service ceiling of 11,000 to 15,000 feet. Its robust construction supported a useful load of around 800 pounds, though complex fuel and hydraulic systems required diligent maintenance. In , the Air Forces procured 83 L-17A Navions in 1947 for liaison, reconnaissance, light cargo, and duties, with Ryan building 164 improved L-17B models and 35 L-17As modified to L-17C standard for enhanced brakes and fuel capacity. These aircraft served from the late through the early , including as platforms during the , before redesignation as U-18s in 1962; six were converted to target drones. Today, the Navion maintains a dedicated owner community through organizations like the American Navion Society, with airframes valued between $50,000 and $200,000 depending on condition and modifications; annual operating costs average $4,000 for inspections, though accident data highlights risks from engine failures if lapses. Its blend of speed, handling, and heritage continues to attract enthusiasts seeking a high-performance four-seater.

Development

Origins

The Ryan Navion originated from a design effort by (NAA) at the close of , aimed at transitioning the company's expertise in —such as the P-51 Mustang—into the burgeoning civilian market. Anticipating a postwar surge in private flying among returning veterans, NAA developed the aircraft under the NA-143/NA-145 designations as a high-performance, four-seat, single-engine model with retractable , blending rugged with comfort for personal and business use. First flown in 1946 from NAA's facility, the Navion was introduced commercially as the NA-154, powered initially by a 185-horsepower Continental E-185 engine, though military variants were also pursued for liaison and training roles. Production commenced in 1947, with NAA manufacturing approximately 1,100 units by 1948, during which the aircraft saw limited military adoption, including an order for 83 L-17A versions by the U.S. Army Air Forces for observation and light transport duties. However, facing stiff competition from established civilian designs like the Beechcraft Bonanza and rising development costs, NAA ceased production and sold the rights in 1948 to Ryan Aeronautical Company in San Diego, California—the same firm behind the Ryan ST trainer and the Spirit of St. Louis. Ryan, seeking to expand its portfolio beyond military contracts, rebranded the aircraft as the Ryan Navion and invested in refinements, such as optional more powerful engines, to better suit civilian demands. Under Ryan's stewardship, the Navion's origins evolved from a military-civilian hybrid into a dedicated staple, with early production emphasizing durability for cross-country flights while maintaining the original all-metal, low-wing configuration. This shift underscored the aircraft's foundational role in , where manufacturers grappled with demilitarization and market uncertainties, ultimately positioning the Navion as a versatile performer in both sectors.

Production

The North American Navion, originally designed by (NAA) for postwar civilian and military use, entered production in 1947. NAA manufactured approximately 1,100 aircraft total by 1948, including 83 L-17A delivered to the U.S. military for liaison and observation roles. Due to shifting market demands and the end of military contracts, NAA sold the production rights to Company in 1948. Under Ryan, production ramped up in , , with the company rebranding the aircraft as the Ryan Navion and focusing on civilian models while fulfilling some military orders. Ryan built around 1,200 Navions between 1948 and 1951, primarily the Navion A variant powered by a 185-hp Continental E-185 engine, later upgrading to the 225-hp E-225 in subsequent batches for improved performance. This included 163 military L-17B models and 35 modified L-17C versions adapted from earlier NAA airframes. Ryan's efforts emphasized refinements such as better and optional features like belly fuel tanks to appeal to private owners. Production at Ryan halted in 1951 amid economic challenges and competition from lighter aircraft like the , resulting in a combined NAA-Ryan total of about 2,300 Navions. Subsequent limited manufacturing occurred in the late through the Tubular Steel Corporation (TUSCO), which produced around 50 enhanced D, E, and F models with 240-260 hp engines and tip tanks until 1961, followed by small-batch revivals in the 1960s and 1970s that added roughly 200-300 more units, for an overall series total approaching 2,600.

Design

Airframe and structure

The Ryan Navion is an all-metal, low-wing with a designed for structural integrity and ease of maintenance. The structure utilizes skin-stressed construction throughout, where the aluminum skin contributes significantly to load-bearing, including in the engine compartment via keel- and skin-stressed lower panels. This approach, derived from North American Aviation's engineering principles similar to those in the P-51 Mustang, results in a robust "beefy" capable of withstanding operational stresses without reported in-flight structural failures. The primary construction material is aluminum in alloys such as 2S0, 3S0, 24ST, and 52S0, selected for their corrosion resistance and strength; certain high-stress areas employ 24ST aluminum without cladding. Assembly relies on riveting, with A17ST flat-head rivets (100-degree countersunk) and modified brazier-head types for skin panels, while Hi-shear rivets secure critical joints. The is divided into a main section—encompassing the firewall, cabin, and tail—and a forward nose section for the engine mount and cowling, supported by four longerons, formers, and stringers covered in sheet. Lap joints in the skin enhance durability, and post-weld is applied to arc-welded components for optimal material properties. The wings adopt a full-cantilever , consisting of two panels bolted at the centerline with detachable metal tips secured by screws. Each wing features a single main spar, multiple , and stringers, skinned in aluminum to form a structure with a of 33 feet 5 inches and an area of 184 square feet. The airfoil sections are at the root tapering to at the tip, incorporating 7 degrees 30 minutes of dihedral for stability; tanks, constructed from welded aluminum alloy without internal baffles, are integral to the wing structure and beaded for added rigidity. Ailerons and flaps are also all-metal, with hinges on ailerons providing tiedown points in lieu of rings on some models. The is fully cantilevered and all-metal, with the horizontal stabilizer constructed from sheet over a full-span spar and , set at -3 degrees incidence. The employs a single spar, , and stringers, offset 2 degrees to the left of centerline for trim. and surfaces are framed with aluminum and spars, covered in , and interconnected via a bungee system to the ailerons for coordinated control. Many variants include a tail skid to protect the rear tiedown ring during ground operations. The retractable tricycle landing gear integrates into the with hydraulic actuation, featuring a forward-retracting and inward-retracting main gears housed in the thickened roots, contributing to the overall low-drag profile without compromising structural strength.

Powerplant and systems

The Ryan Navion aircraft was powered by a variety of air-cooled, horizontally opposed piston engines across its production models, reflecting evolutionary upgrades in performance and reliability. Initial Navion and Navion A models utilized the Continental E-185 series engine, rated at 185 horsepower at 2,300 rpm normally, with a one-minute takeoff rating of 205 hp at 2,600 rpm for the A variant. Later Ryan-built models, such as the Navion B, shifted to the geared Lycoming GO-435-C2, delivering 260 hp at 3,400 rpm for takeoff, which improved climb rates but introduced challenges with oil cooling due to its updraft design. Subsequent models returned to Continental powerplants: the Navion D used the carbureted O-470-P (240 hp at 2,600 rpm), while the E through H models featured fuel-injected engines, progressing from the IO-470-C (250 hp at 2,600 rpm in the E) to the IO-470-H (260 hp at 2,600 rpm in the F and G) and IO-520-B (285 hp at 2,700 rpm in the H). These engines featured direct-drive configurations in most cases, with a time between overhaul typically around 1,800–2,000 hours, though the geared Lycoming required more frequent inspections for gear wear. The system in the Navion was designed for simplicity and range, with a standard usable capacity of 39.5 gallons in two wing tanks, fed through a selector to support approximately 521 nautical miles (600 miles) of range at cruise. Optional auxiliary tanks or wingtip extensions, approved via supplemental type certificates, increased capacity to 68 gallons or more in Rangemaster variants, using 91/96-octane for injected engines to prevent at higher altitudes. Gravity-fed from the wings, the system included a gascolator for debris filtration, but issues such as cracking rubber hoses and selector leaks have been noted as common points, often requiring wing disassembly for repairs. gauges, located on the overhead panel, relied on mechanical senders, with modern upgrades to digital indicators recommended for accuracy. Electrical systems employed a 14- or 28-volt DC setup, powered by a generator or rated from 25 to 70 amps depending on the model and modifications, charging a single battery (typically 24-volt, 20-35 capacity). The system supported basic instrumentation, lights, and accessories via circuit breakers on the overhead panel, with no standard inverter in early models—later owners often add solid-state inverters for modern compatibility. Hydraulic systems, powered by an electrically driven pump, actuated the retractable and brakes, using MIL-H-5606 fluid; however, aging pumps and bushings necessitate regular overhauls to prevent gear-up landings. systems for gyro instruments were engine-driven in stock configurations, though electric backups are common retrofits.
Model SeriesEngineHorsepower (Takeoff)Key Features
Navion/AContinental E-185185–205 hpDirect-drive, carbureted
Navion BLycoming GO-435-C2260 hpGeared, updraft cooling
Navion DContinental O-470-P240 hpCarbureted
Navion EContinental IO-470-C250 hpFuel-injected
Navion FContinental IO-470-H260 hpFuel-injected
Navion GContinental IO-470-H260 hpFuel-injected, 5 seats
Navion HContinental IO-520-B285 hpFuel-injected, high-compression

Operational history

Military service

The Ryan Navion entered military service primarily through the military following its initial design by [North American Aviation](/page/North American Aviation) in 1946. The U.S. Army Air Forces ordered 83 examples as the L-17A in 1947, featuring minor such as military radios and provisions for external loads, though it retained much of its configuration. These were used for general utility roles, including personnel transport and light cargo hauling. In 1948, after North American transferred production rights to , the U.S. Air Force contracted for 158 improved L-17B variants, with an additional five built in 1949 specifically for the under U.S. aid, bringing the total Ryan-built military Navions to 163. The L-17B incorporated enhancements like a 205-horsepower Continental E-185 engine, improved brakes, and increased fuel capacity, making it suitable for more demanding operational environments. Additionally, 35 early L-17As were upgraded to L-17C standard by with Ryan features, while three experimental L-17D (also known as XL-22A/D) prototypes were produced in 1951 for ski-equipped cold-weather testing under Project SOIAS. Six L-17s were further modified as QL-17 radio-controlled target drones. All L-17 variants were redesignated U-18 in 1962 before retirement in the early 1960s. The L-17 saw versatile service in the U.S. Air Force and , primarily as a for command transport, , and light utility duties, including ROTC training programs. During the , L-17Bs and L-17Cs performed (FAC) missions early in the conflict, operating from austere forward bases and even escort carriers like the and USS Sicily to ferry personnel and cargo. Notable examples include aircraft used by high-ranking officers such as Generals and , and one L-17B (48-944) that transported during her 1954 USO tour to Korea. Documented Korean War service includes L-17B 48-978, which supported liaison operations. Beyond the U.S., the received its five L-17Bs (serial numbers 49-1961 to 49-1965) in 1949 for staff transport and artillery observation, with two initially planned for U.S. markings and crews supported by Greek technicians; they served until 1957. One L-17 was also supplied to the for similar liaison roles during the era. The operated surplus L-17s for training and auxiliary missions post-war.

Civilian operations

The Ryan Navion entered civilian production in 1946 as North American Aviation's first foray into the general aviation market, designed to capitalize on the anticipated surge in personal and business flying with its advanced features like retractable and a robust all-metal airframe. Approximately 1,100 units were manufactured by North American between 1946 and 1947, priced at around $6,100 each, targeting private owners and small operators seeking reliable four-seat transport capable of short takeoffs and rough-field operations. However, competition from faster contemporaries like the limited initial sales, leading North American to sell the design rights to in 1948. Under Ryan, civilian production resumed with refinements aimed at improving performance and appeal, including the introduction of the Super Navion B model in 1950, which featured a more powerful 260-horsepower Lycoming engine for a cruising speed of up to 170 mph. Ryan built approximately 1,200 Navions through 1951, with the majority destined for civilian buyers, emphasizing its versatility for personal travel, light cargo hauling—such as transporting livestock—and cross-country flights. Production briefly restarted in the late 1950s by the Tubular Steel Corporation (TUSCO), which produced a limited number of Rangemaster variants with ceiling-mounted doors and five-seat configurations for enhanced utility in civilian roles. Overall, approximately 2,600 Navions were completed across all manufacturers, establishing it as a niche but enduring option in the postwar civilian fleet. In civilian hands, the Navion gained a reputation for exceptional stability, low-speed handling, and durability, often described by owners as a "poor man's " for its fighter-like responsiveness despite modest speeds. Pilots valued its ability to operate from short runways (as little as 400-500 feet) and unprepared strips, making it suitable for rural or remote access in personal and business applications. Common aftermarket modifications, such as added baggage doors, tip tanks for extended range, and engine upgrades to 300-310 horsepower (e.g., Lycoming IO-550), further adapted it for modern civilian needs, with specialists like Navion Customs offering comprehensive retrofits. The aircraft's civilian legacy persists today, with an estimated 500 to 600 airworthy examples maintained by dedicated enthusiasts for recreational flying, commuting, and regional travel—some owners logging 250-300 hours ly across the U.S. The American Navion Society, founded in 1960 by owner S. Dan Brodie to foster community among pilots, plays a central role in sustaining operations through , parts sourcing, and events like its fly-in convention, which began in 1961 and continues to draw hundreds of members. The society's publications, including the bi-monthly Navioneer since 1960 and buyer guides, aid in preservation and safe operation, while inspections and gatherings—such as those in —ensure ongoing viability for civilian use. Market values for well-maintained civilian Navions range from $55,000 to $95,000 (as of 2021), reflecting their appeal to a select group of pilots who prioritize handling and ruggedness over raw speed.

Modern usage

In contemporary , the Ryan Navion remains in active service among private owners, primarily for recreational flying, cross-country trips, and personal commuting, with cruise speeds of 155-165 mph in upgraded models enabling ranges up to 1,000 miles when fitted with tip tanks. Owners such as Rusty Herrington log 250-300 hours annually on their Navions for domestic travel across the , while others, like Ken Hewes, employ the for efficient short- to medium-haul journeys with climb rates of 750-1,250 feet per minute. The American Navion Society sustains this usage through a robust owner network, offering technical resources, parts sourcing, and pilot training; the organization hosts annual conventions, including the 2025 event at Meadow Lake Airport in Colorado Springs from June 8-14, fostering community engagement and preservation. With approximately 2,600 Navions produced historically, a dedicated base of long-term owners—some holding for over 25 years—ensures ongoing airworthiness, supported by specialized maintenance providers like Sierra Hotel Aero and Navion Customs. Common modern modifications include engine upgrades to the 300 hp series via supplemental type certificates (STCs), along with contemporary installations and wingtip fuel tanks that increase gross weight by up to 250 pounds, enhancing utility without compromising the original design's retractable-gear handling. Maintenance demands expertise due to age-related issues like fuel system leaks and , with typical annual costs around $4,000, though community expertise mitigates challenges and prevents obsolescence. Market values for well-maintained examples range from $50,000 for basic E-series models to 125,000−125,000-200,000 for high-performance variants (as of 2025), reflecting sustained demand among enthusiasts.

Variants

Civilian models

The Ryan Navion was initially designed by (NAA) in the mid-1940s as a civilian aircraft to capitalize on the anticipated postwar boom in , featuring a low-wing, retractable-gear configuration with a four-seat cabin and a Continental E-185 rated at 185 hp for takeoff (205 hp maximum). NAA produced approximately 1,100 units under designations like NA-143 and NA-145 before shifting focus to military contracts, with the basic Model Navion approved by the Civil Aeronautics Authority on January 28, 1947, for normal and utility categories supporting up to four passengers. In 1948, Company acquired manufacturing rights and produced about 1,200 additional aircraft, introducing the Navion A model with the same Continental E-185-3 or -9 engine and refinements such as improved and options; it received FAA approval on February 3, 1949, maintaining the four-place normal category certification at a gross weight of 2,750 pounds. The Navion B, or Super Navion 260, followed in 1950 with a more powerful 260 hp Lycoming GO-435-C2 geared engine, enhancing cruise speed to around 165 mph and climb rate, and was approved on March 13, 1950, for both normal (four seats) and limited operations; Ryan built roughly 300 of these before ceasing production in 1951 due to market challenges. Production resumed in the late under the Tubular Steel Corporation (TUSCO), which focused on upgrades for better performance and range, starting with the Navion D approved on April 2, 1958, powered by a 240 hp Continental O-470-P engine and incorporating flush riveting for reduced drag. Subsequent models included the Navion E with a 250 hp IO-470-C (approved May 22, 1959) and Navion F with a 260 hp IO-470-H (approved September 23, 1959), both certified for four- or five-place operations at gross weights of 3,150 pounds, featuring optional tip tanks for extended fuel capacity up to 107 gallons. TUSCO built fewer than 100 of these D, E, and F models through , emphasizing civilian utility with enhancements like improved compatibility. Later developments under TUSCO and the American Navion Society introduced the Rangemaster series, with the Navion G (approved May 5, 1961) using the 260 hp IO-470-H , a side-hinged replacing the sliding canopy for easier access, and standard five-seat configuration with auxiliary fuel options for ranges exceeding 800 miles. Approximately 50 Navion G units were produced until 1961. The final model, Navion H, featured a 285 hp Continental IO-520-B for improved takeoff performance, approved on June 5, 1967, in the five-place normal category; only a handful (around six) were built in the mid-1970s by society members before production ended, marking the close of Navion manufacturing with a total civilian output of about 2,400 aircraft across all builders.

Military designations

The military versions of the Ryan Navion were primarily designated under the L-17 series by the (USAAF), with subsequent redesignations to the U-18 series in as part of a broader Tri-Service aircraft designation standardization effort. These designations applied to liaison and roles, emphasizing the Navion's adaptability for , , and missions. A total of 249 L-17 variants were produced or modified between 1947 and 1951. The initial production run consisted of 83 L-17A aircraft built by in 1947, based on the standard NA-154 Navion design without significant modifications beyond military adaptations for instrumentation and equipment. These were delivered directly to the USAAF for evaluation and service. In 1948–1949, , having acquired the Navion design and tooling from , produced 163 L-17B aircraft: 158 for the U.S. Air Force and 5 for the . The L-17B incorporated Ryan's production refinements, including improved manufacturing processes, while retaining the core 205 hp Continental E-185 engine and four-seat configuration suited for liaison duties. Further variants included the L-17C, with 35 North American-built L-17A airframes upgraded by to incorporate Ryan-specific features such as enhanced wing fillets and structural reinforcements for better performance. In 1951, three experimental L-17D (also designated XL-22A and XL-22D) evaluation aircraft were ordered, derived from the Ryan Navion Model B with a more powerful 260 hp Lycoming GO-435-C2 engine and other modifications to test potential upgrades for military utility roles. Additionally, three L-17A and L-17C airframes were converted by Temco Aircraft into QL-17 radio-controlled target drones in the early , featuring strengthened structures and remote-control systems for gunnery practice. In 1962, all surviving L-17 variants were redesignated under the U-18 utility category to align with unified U.S. nomenclature: L-17A became U-18A, L-17B became U-18B, L-17C became U-18C, and the experimental L-17D transitioned to related utility evaluations without a direct U-18 subvariant. This redesignation did not alter the aircraft's operational roles but facilitated inventory management across services. The U-18 series saw limited continued use into the late , primarily for training and auxiliary functions, before retirement.
DesignationBuilder/ModifierQuantityKey Features/Notes
L-17A (later U-18A)83Standard military adaptation; 1947 production.
L-17B (later U-18B)163Ryan production model; 158 for USAF, 5 for ; 1948–1949.
L-17C (later U-18C)Schweizer (from L-17A)35Upgraded with Ryan features; post-1949 conversions.
L-17D (XL-22A/D)Ryan (Navion B base)3Experimental with 260 hp engine; 1951 evaluation.
QL-17Temco (from L-17A/C)3Radio-controlled drones; early modifications.
These designations reflect the Navion's transition from civilian roots to military utility, with the L-17/U-18 series representing its primary service under U.S. and allied forces. Approximately 45 examples survive today, many in civilian hands.

Operators

Military operators

The Ryan Navion served primarily with the United States military in its L-17 variants, functioning as a liaison, observation, and light transport aircraft from the late 1940s through the early 1960s. The U.S. Army Air Forces initially ordered 83 L-17A models from North American Aviation in 1947 for use in reconnaissance, forward air control, and general utility roles, including during the Korean War where some were employed for artillery spotting and command transport. Following the transfer of production to Ryan Aeronautical in 1948, the U.S. Air Force procured 158 L-17B aircraft on behalf of the U.S. Army and National Guard, with these upgraded models featuring improved engines and avionics for similar missions, such as staff transport and light cargo operations; a portion were later redesignated U-18A/B in 1962. These L-17Bs saw service across various Army units, including in Europe and during Cold War exercises, before being phased out in favor of more modern designs like the Cessna L-19 Bird Dog. Outside the United States, military operators included the of , which acquired five L-17B Navions in 1949 under a U.S. program for liaison and training purposes. These , powered by engines, were based at airfields in mainland and operated until 1957, supporting post-World War II reconstruction efforts and border patrols before retirement. The also operated at least one L-17B for missions.

Civilian operators

The Ryan Navion was originally designed and produced primarily for civilian use as a four-seat , with manufacturing 1,109 units for private buyers between 1946 and 1947. Company continued civilian production from 1948 to 1951, adding 1,266 more to meet demand from individual pilots and small operators seeking a versatile touring plane capable of short takeoffs and rough-field operations. These were marketed for personal transportation, , and recreational flying, priced affordably at around $6,100 for early models, appealing to post-World War II enthusiasts transitioning from . Following releases in the , many additional Navions entered civilian hands, expanding the fleet to private owners globally. Exports included distribution in through agents like Salvador Mariscal, who promoted the aircraft's ruggedness for regional operations on unprepared airstrips. In the United States, private individuals formed the backbone of operators, with examples including Bob Swanzy of , who flew his 1947 Navion for over 5,000 hours starting in 1960, and Dick McSpadden of Canon, Georgia, who utilized its payload capacity for practical missions. As of 2024, an estimated 750 Navions remain airworthy, sustained by a vibrant community of private owners through the American Navion Society, which provides , parts sourcing, and annual fly-ins to preserve the type. Owners value the aircraft's stability and performance, often upgrading engines for modern use, while smaller numbers operate in and other regions via enthusiast groups.

Specifications

General characteristics

The Ryan Navion is an all-metal, low-wing, single-engine designed for , featuring a retractable tricycle and a spacious four-seat cabin with a sliding for enhanced visibility. It was produced by starting in 1948, building on the original design, with the initial Ryan Navion A model emphasizing durability, comfort, and performance for personal and business use. The aircraft's construction includes a fuselage and all-metal control surfaces, contributing to its robust yet lightweight structure suitable for short-field operations. Key general characteristics vary slightly by model, but the Ryan Navion A serves as the baseline, with later variants like the B and Super 260 incorporating more powerful engines and minor modifications for improved and range.
CharacteristicRyan Navion A Specification
1
Capacity3 passengers (4 seats total)
Length27 ft 6 in (8.38 m)
Wingspan33 ft 5 in (10.19 m)
Height8 ft 8 in (2.64 m)
Wing area184 sq ft (17.1 m²)
Empty weight1,930 lb (875 kg) approximately
Gross weight2,750 lb (1,247 kg)
Fuel capacity40 gal (151 L) standard; optional tip tanks
Powerplant1 × Continental E-185 flat-six piston engine, 205 hp (153 kW) at takeoff
These dimensions and weights reflect the aircraft's design for efficient cruising and load-carrying, with the powerplant providing reliable performance in diverse conditions.

Performance

The Ryan Navion demonstrated solid performance as a four-seat, low-wing monoplane designed for general aviation and utility roles, offering a balance of speed, range, and climb capability suitable for cross-country flights in the post-World War II era. Early models, such as the Navion A equipped with a 205-hp Continental E-185 engine, achieved a maximum structural cruising speed of approximately 155 mph and a never-exceed speed of 190 mph, while later variants like the Navion H with a 285-hp Continental IO-520B pushed these limits higher to 169 mph cruising and 203 mph never-exceed. Climb performance varied by engine power and weight, with the standard 205-hp Continental-powered Navion reaching an initial rate of 1,110 ft/min, improving to 1,250 ft/min in the 260-hp Lycoming Super Navion variant, enabling efficient operations from shorter runways. Takeoff distances were typically around 1,100 ft over a 50-ft obstacle for base models, reducing to under 500 ft in higher-powered versions, while landing rolls averaged 1,110 ft, aided by large flaps and a low stall speed of 75 mph. Service ceilings ranged from 15,600 ft in early configurations to 18,000 ft in upgraded models, providing adequate altitude for en route weather avoidance. Range capabilities supported practical utility missions, with the Navion's 40-gallon fuel capacity (expandable to 68 gallons in later models) yielding approximately in standard setups and up to 750 miles in military L-17B variants optimized for liaison duties. Fuel consumption averaged 11-13 gph at cruise, reflecting efficient operation for its class, though performance was sensitive to weight and configuration, with utility category limits reducing gross weight to 2,350 lb for aerobatic use.
ModelEngineMax Cruise Speed (mph)Initial Climb (ft/min)Range (miles)Service Ceiling (ft)Citation
Navion A205-hp Continental E-1851551,11050015,600
Super Navion (e.g., B, D)260-hp Lycoming GO-435 or Continental IO-4701701,25064018,000
Navion H285-hp Continental IO-520B169N/A415-640N/A

References

  1. https://aviationconsumer.com/used-aircraft-guide/navion/
  2. https://mapsairmuseum.org/wp-content/uploads/2024/02/L-17-Navion.pdf
  3. https://navionaircraftforum.groups.io/g/main/message/75761
  4. http://www.l-17.org/
  5. https://www.nationalmuseum.af.mil/Visit/Museum-Exhibits/Fact-Sheets/Display/Article/196106/north-american-l-17a-navion/
  6. https://aviationconsumer.com/used-aircraft-guide/north-american-navion-2/
  7. https://www.esscoaircraft.com/blogs/news-1/number-83-of-100-in-100-the-navion
  8. https://www.flyingmag.com/this-1976-north-american-navion-is-a-handsome-postwar-aircraftforsale-top-pick/
  9. http://www.twinnavion.com/navionhistory.htm
  10. http://www.navioneer.org/riprelay/The%20Navion%20Files/Service_Manual.pdf
  11. https://www.aeroresourcesinc.com/uploads/197810-1947%20Navion.pdf
  12. http://www.navion.com/uploads/5/8/8/9/58891029/type_certificate.pdf
  13. https://planesoffame.org/aircraft/plane-L-17A
  14. https://www.haf.gr/en/history/historical-aircraft/ryan-l-17b-navion/
  15. https://www.smithsonianmag.com/air-space-magazine/accidental-classic-10259152/
  16. https://www.aopa.org/news-and-media/all-news/1999/june/pilot/navion
  17. https://www.flyingmag.com/used-aircraft-guide-north-american-navion-boasts-military-pedigree/
  18. https://www.navionsociety.org/content.aspx?page_id=22&club_id=189132&module_id=510546
  19. https://www.navionsociety.org/
  20. https://aerialvisuals.ca/AirframeDossier.php?Serial=36591
  21. http://www.twinnavion.com/specificationsl17.htm
  22. https://www.cap.news/silvered-wings-north-american--ryan-l-17a-navion/
  23. https://airpressman.com/uruguayan-air-force-rotary-wings-escuadron-aereo-no-5/
  24. https://vintageaviationnews.com/airshow-news/2022-american-navion-society-national-fly-in.html
  25. http://www.aviastar.org/air/usa/ryan_navion.php
  26. https://planeandpilotmag.com/ryan-navion-2/
  27. http://www.navion.com/uploads/5/8/8/9/58891029/facts_about_the_ryan_navion_l-17.pdf
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