STEWARD-DAVIS JET-PACKET

A Brief History of Steward-Davis Inc.
 
Steward-Davis Inc. was founded at Compton Airport, Gardena, California in 1946 by Herb Steward and
Stanley Davis for the purpose of testing and overhauling military surplus radial engines for re-sale into the
flourishing post-war airliner market. By 1950 Stan Davis had left the company which retained his name
and he was replaced by Dan Thompson whose forte was in promotion and advertising. Herb and Dan
then set about expanding the business through aircraft conversions.
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They acquired the Type Certificate (No.785), for the Consolidated PBY-5A Catalina and converted over
ten aircraft with upgraded Wright Cyclone R-2600 engines, modified tail fin, faired nose and other mods
as the Steward-Davis Super Catalina. The "cats" were popular and some overseas companies also
performed similar modifications under license. S-D gained Type Certificate AR-12, dated May 13, 1955,
for the Northrop F-15A Reporter which they converted for use in Mexico as a photographic aircraft.
Three Sikorsky S-51 Dragonfly helicopters were also serviced by S-D in 1955 for re-sale to Mexico.
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The Steward-Davis Jet-Packet saga (described in detail below), began in mid 1955 with the acquisition
of CAA Type Certificate AR-15. By 1962, Steward-Davis were located at Long Beach Airport and
actively marketing their product to US and Latin American operators, unfortunately without many solid
sales. Hollywood did however, rent four C-82A aircraft in 1965 for the filming of Elleston Trevor's novel
The Flight of the Phoenix. Flying for the film was done with S-D's workhorse - N6887C.
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In 1962, Steward-Davis won a big contract to supply the Indian Air Force with up to 27 Jet-Pak 3402
kits plus spares to increase the performance of their C-119G fleet. S-D crews flew to India to complete the
modifications. From 1970, Steward-Davis began supplying US C-119G operators with their Jet-Pak 3402
kits, up to 29 were eventually sold. One Jet-Pak C-119G prototype (N383S), was the STOLMASTER
which had a choice of 1, 2 or 3 quick-attach jet-pods. First flight was 9 May, 1967.
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Hollywood came knocking again in 1968 when Steward-Davis converted ten Vultee BT-13 / BT-15
Valiant trainers into Japanese Aichi D3A Val dive-bombers for the film Tora! Tora! Tora! (1970).
They also provided a flyable Catalina (N6108), and five hulks to be later destroyed on set.
100 torpedoes and 400 bombs were also manufactured from fibreglass.
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From the 1970's, Steward-Davis concentrated on smaller projects in support of larger aircraft companies.
Some of these include the retractable air-stairs and APU technologies for Boeing, jet engine research,
servicing the giant Aero-Spacelines Guppy aircraft and providing servicing for aircraft belonging to
Hollywood celebrities, one being Ray Charles' Vickers Viscount (N923RC).
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Steward-Davis Inc. closed it's doors in 1990, the APU technologies part of the business was brought by
Stan Epstein who continued on as Steward-Davis International Inc. in Van Nuys, California. Although
carrying the old name it was in fact, a completely new company. It finally closed in 2008.
 


The busy Steward-Davis ramp at Long Beach Airport, California on February 2, 1959.
33 C-82A Packets, 4 C-47 Dakotas, around three PBY-5A Catalinas and a few
other types can be seen, Steward-Davis demilitarised and serviced the C-82 before
they went out to owners and operators in the United States and South America.
This ramp is now occupied by a Boeing plant for building the C-17A Globemaster.
Photo: Ted Whaley Collection.

 
The Jet-Packet Saga
 
When the US Navy's McDonnell FH-1 Phantom fighter was declared surplus and retired in 1953, Herb
acquired the Type Certificate, all spares and manufacturing rights to that aircraft's power plant - the
Westinghouse J30-W turbojet. Westinghouse itself had left the jet engine business by 1953, leaving S-D
to also buy the rights to the J34-WE-34, -36, W-340 and -24C-4D-1 turbojet engines. S-D began selling
and overhauling these engines for various military and civil operators worldwide including Australia, France,
India, Japan and The Netherlands. They also manufactured from new various engine components as well.
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In 1955, the C-82A Packet was retired by the USAF and many began too appear on the civil market
as cargo transports, particularly in Latin America. Herb saw the amazing potential his turbojet engines
could have in overcoming the Packets greatest weakness - single engine performance. A C-82A
losses 78 ft./min. with the loss of an engine while fully loaded, even at full power on the good engine,
level flight is unable to be maintained. Steward-Davis applied for and was awarded CAA Type
Certificate AR-15 on July 7, 1955 for the C-82 aircraft. The CAA Data Sheets stated that the aircraft
could only operate over congested areas up to a weight of 43,560 lbs. which restricted payloads.
With congested (populated) areas building up around the flight paths into airports it became fairly
important to get an auxiliary jet-powered Packet up and running. The jet-pak design offered operators
not only the safety of engine-out performance but also enabled the take-off run to be greatly
reduced. With the auxiliary jet running take-off distance was reduced by up to 50% in some cases.
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The J30-W engine was installed in a pod (jet-pak) mounted on a pylon which was bolted to the wing
center section, mid-fuselage on a C-82A. Plumbing refinements were made to the fuel system which
luckily still used the same 100/130 Octane gasoline to power the J30-W, so no additional fuel tanks
were required. Although there was provision for added tankage of up to 800 US Gal. (3028 litres)
in the outer wings, as an alternative for all internal tankage. The jet-pak oil capacity was 5 US Gal.
(19 litres). Controls for the turbojet were also installed in the cockpit with jet-pak start up
accomplished via modifications to the hydraulic system connecting a jet-starter unit.
It was noted during flight tests that there was some vibrations coming from jet-wash over the
horizontal stabilizer. To remedy this, the outer stabilizer tips were removed plus small stream-
lined coned-extensions were added onto the ends of the booms below the tails.
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Marketing of the C-82A conversions saw them branded as the Jet-Packet 1600, the "1600" coming
from the 1,600 lbst. thrust generated by the J30-W. The first flight took place in November, 1956 and
operational services began in June, 1958. A single prototype was also converted as the Jet-Packet
3200 which had a twin J30-W jet-pak arrangement, logically the "3200" coming from the combined
thrust output of the 1,600 lbst. engines. It first flew in 1957 and went on to become one of the longest
serving Packets on the civil market, only one was built however due to the introduction of the J34-WE.
The FAA Type Certificate was amended on May 12, 1961 for full weight C-82 operations over
congested areas. In August, 1961 Steward-Davis began work on the improved Jet-Packet II, more
widely known as the Jet-Packet 3400. The "3400", named after the 3400 lbst. thrust Westinghouse
J34-WE turbojet, now occupying the jet-pod position on the dorsal fuselage spine. A conversion was
started in March, 1962 and it flew for the first time in October that same year. The FAA Type
Certificate was amended 23 July, 1963 for 3400 operations.
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In 1962, Steward-Davis had shifted to better facilities at Long Beach Airport, California, at about
the same time creating a holding company known as New Frontier Airlift Corp. to look after the
anticipated influx of C-82 airframes for jet-pak conversion. New Frontier were headquarted in
Phoenix, Arizona with the company president being Henry A. Smith. Some stocks of C-82 aircraft
began to accumulate at Long Beach and in a field in Phoenix. S-D had also become the largest
owner and supplier of C-82 spare parts in the USA. Many spares were brand-new ex-military and
still crated, sales were made to US and Latin American operators. The first Jet-Packet 3400A
customer was TWA Airlines which upgraded it's C-82A (N9701F) in 1964. The "A" sub-variant involve
modifying some of the aircraft systems, namely the engines, flaps and fuel systems. The landing gear
was replaced by lighter Douglas DC-4 sets with the hydraulic system modified to raise and lower them.
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J34-WE engines were later developed to incorporate intake duct doors which stopped the engine
windmilling during periods of non-operation. This was known as the J3402 Jet-Pak. Like the C-82
conversions themselves, the turbojet auxiliary engine options were also re-named for marketing
purposes by Steward-Davis as outlined below:
 
  Westinghouse Engine Steward-Davis Designation  
  J30-W J1600 Jet-Pak  
  J34-WE-34 J3400 Jet-Pak  
  J34-WE-36 J3402 Jet-Pak  
 

J34-WE-34
 
Two last Steward-Davis C-82 conversions were the Skytruck Mk. I and Skypallet, the latter
was a one-off conversion with detachable cargo deck for palletised cargoes. The Skytruck was
designed to decrease aircraft empty weight, hence increase payload weight all the while increasing
range. The prototype first flew on February 26, 1964 but no FAA Type Certificate amendment would
be made. Apart from the aircraft crashing in Mexico that November, killing two S-D pilots, the Jet-Packet
market was shrinking away before it had even got off the ground. By 1965, more and more operators
were opting for the J34-WE jet-pak version of the Packets more capable descendant, the C-119
Flying Boxcar. Also, there were enough of the more reliable ex-1950's Douglas DC-6, DC-7 and
Lockheed Constellation airliners appearing on the civil cargo market as to make buying an older
WWII-era C-82 Packet seem like a higher and more expensive risk.
By 1970, New Frontier Airlift Corp. was in Bankruptcy, all 30 plus C-82 airframes in Phoenix, AZ.
were scrapped with the final handful of Packets at Long Beach scrapped in 1972. Steward-Davis
continued on in a customer support role, now supplying J34-WE "Jet-Pak Kits" to C-119 Type Cert.
holders and operators, namely Aero Union Corp., Hawkins & Powers Aviation Inc. and Hemet
Valley Flying Service.
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The C-82 Jet-Packet saga was a bitter-sweet one, Steward-Davis had made an admirable job in
creating and marketing what was a well-performing aircraft for companies wanting a STOL-capable,
specialist cargo freighter. But there just wasn't enough demand for such an aircraft to make it a
viable venture. Time had caught up with them, as it now has with all the piston-engined cargo giants.
 

Steward-Davis employees Charles Hall (left) and Leo Dorney inspect
the twin jet-pak arrangement on the prototype Jet-Packet 3200.
Photo: Steward-Davis.
 

 

JET-PACKET VARIANTS
   
Jet-Packet 1600
The first flight was in November, 1956 and regular service
began in June, 1958. The 1600 was the main marketing
variant until the 3400 came into service some years later.
There were three sub-variants available:
Jet-Packet 1600
Standard C-82A with single J30-W jet-pak fitted on the
dorsal wing center section.
Jet-Packet 1600A

As 1600, modifications to engines, fuel, hydraulic, flap,
landing gear, brake and emergency systems.
Jet-Packet 1600B
As 1600A, with P&W R-2800-CB16 engine upgrade.



N6887C at Long Beach in 1963.
Photo: Eddie Coates.
Jet-Packet 3200
A single prototype was developed in 1957 by combining
two Westinghouse J30-W engines into a single jet-pak on
the fuselage dorsal spine, the total thrust generated was
of course 3200 lbst (x2 1600 lbst). Although a success, the
design was more or less rendered obsolete by the use of the
more powerful J34-WE engine which evolved into the
Jet-Packet II series.










N5095V at Torrance Municipal Airport circa 1960.

Photo: Eddie Coates.
Jet-Packet 3400 (Jet-Packet II)
Design work began in August, 1961, first flight in October,
1962. This version became the main variant marketed by
Steward-Davis. There were three sub-variants available:
Jet-Packet 3400
Standard C-82A with single J34-WE jet-pak fitted on the
dorsal wing center section.
Jet-Packet 3400A

As 3400, modifications to engines, fuel, hydraulic, flap,
landing gear, brake and emergency systems.
Jet-Packet 3400B
As 3400A, with P&W R-2800-CB16 engine upgrade.



N6985C (but without jet-pak) at Long Beach circa 1962.
Photo: John P. Stewart.
Skytruck Mk. I (Jet-Packet III)
The Skytruck marketing term applied to a single prototype
which was intended to reduce the aircraft's empty weight,
increase it's payload weight and increase range with a max
payload weight. Design work started on January 1, 1962
with a conversion started on June 1, 1963 and a first flight
on February 26, 1964. The aircraft also featured a hot-air
de-icing system for the wing and tail leading edges plus
alcohol propeller de-icing.




Skytruck Mk. II
As the Mk. I but with refinements to improve short-field
payload.

N74127 at Long Beach circa 1964.
Photo: Eddie Coates.
Skypallet
The Skypallet was designed to be the ultimate cargo aircraft.
One C-82A (N4828V), was converted in 1963, the basic floor
of the fuselage was removed enabling the carriage of large
palliated cargoes loaded directly off truck-flatbeds into the
aircraft via an internally fitted hoist. With the floor removed,
loads of up to 30,000 lbs. could be accommodated. A powered
steerable nose-wheel was made so the two-man crew could
manoeuvre the aircraft over a load without ever having to
leave the cockpit, speeding turn-around times. The Skypallet
features could be incorporated into existing C-82 Skytruck
aircraft. A first flight was to be in 1965 but theres no evidence
it ever flew.



N4828V at Long Beach circa 1965.
Photo: Andre van Loon Collection.

 

JET-PACKET CONVERSIONS
     
Although there were a larger number of C-82A aircraft on the civil market only
nine so far are known to have been converted to Jet-Packet standards. For a full
list of Steward-Davis owned Packets see under: US Owners & Registrations.
     
Registration s/n / msn Remarks
Jet-Packet 1600
N5102B 45-57782 / 10152 Had eventful life mainly in Alaska / later to Jet-Packet 1600A.
N6989C 44-23015 / 10059 Later to N6887C, Steward-Davis lease aircraft / later to Jet-Packet 1600A.
N6990C 44-23001 / 10045 Sold overseas to Chile.
PP-CEK 45-57777 / 10147 Flew with Cruzeiro do Sul, Brazil.
Jet-Packet 3200
N5095V 44-23027 / 10071 Later to N8009E, had eventful life mainly in Alaska.
JET-PACKET II
Jet-Packet 3400
N4829V 44-23029 / 10073 Became a pesticide sprayer / to Jet-Packet 3400A.
N6985C 44-23046 / 10090 Steward-Davis demonstrator aircraft.
N9701F 45-57814 / 10184 Had eventful life in Europe with TWA and later in Alaska.
Later to Jet-Packet 3400B.
JET-PACKET III
Skytruck Mk. I
N74127 45-57807 / 10177 Development cut short due to crash in Mexico in 1964.

Skypallet
N4828V 44-23041 / 10085 Prototype conversion completed but never flew.


Steward-Davis' C-82A N74127 was used in 1964 to make a Ford pick-up truck TV commercial.
Photo: Ted Whaley Collection.

STEWARD-DAVIS PILOTS & CREW
 
The following lists all known people who at some point served on or flew a Steward-Davis
Jet-Packet. Some were full time employees and some were free-lance pilots. Please
e-mail me via the home-page with additional names or updates.
   
Earl Bellotte Ex-USAF C-82 pilot, flew N6887C, pilot on The Flight of the Phoenix (1965).
Lester Coan Pilot on test flights for N5095V.
Don Dinoff Flew N6887C, co-pilot on Hermosillo Incident.
Leo Dorney S-D Vice President & Chief Pilot.
Ian James Flew N6887C 1964-1965.
Cecil Johns Pilot killed flying N74127 in Mexico, late 1964.
Tim Mulligan Flight Engineer on Hermosillo Incident.
Ambrose Pardue C-82A Pilot.
Jim Springer Co-pilot killed flying N74127 in Mexico, late 1964.
Bob Thayer Flew on N6887C, FAA rep. on The Flight of the Phoenix (1965).
Ted Whaley Flew N6887C, co-pilot on The Flight of the Phoenix (1965),
pilot on Hermosillo Incident.
Hank Whipple Pilot, involved in C-119 Jet-Pak development for Indian Air Force.

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