View source for Bay Super V

{{short description|Utility aircraft}}
{{Lead rewrite|date=July 2010}}
{{Infobox aircraft
 | name=Bay Super V
 | image=Bay Super V.jpg
 | caption=A 1962 Bay Super V
 | type=utility aircraft
 | national_origin=[[United States of America]]
 | manufacturer=[[Bay Aviation]]
 | designer=David G. Peterson
 | first_flight=1956
 | introduction=1960
 | retired=
 | status=
 | primary_user=
 | more_users= <!--Limited to three in total; separate using <br /> -->
 | produced= <!--years in production-->
 | number_built=14
 | program cost= <!--Total program cost-->
 | unit cost= <!--Incremental or flyaway cost for military or retail price for commercial aircraft-->
 | developed_from=[[Beechcraft Bonanza]]
 | variants=
}}

Beginning in the late 1950s the [[United States]] aircraft company [[Bay Aviation]] (formerly Oakland Airmotive) produced nine twin-[[Piston engine|engine]] conversions of the [[Beechcraft Bonanza]] called the '''Super "V" Bonanza'''. After production was shifted to Canada in 1962, five more aircraft were built for a total production run of fourteen. The basis of the conversion was the early Model 35 Bonanza with the original small [[V-tail]] surfaces. The Super-V competed with [[Beechcraft]]'s own [[Beechcraft Travel Air|Travel Air]] twin-engine Bonanza derivative.

==History==
=== Development ===
The Super-V is an extensive conversion of the Beechcraft Model 35 Bonanza. Serial number records indicate the aircraft chosen for conversion range in production dates from 1947 to 1950.<ref>{{cite web|url=https://www.beechcraft.com/customer_support/technical_publications/docs/nontechnical/serializationList.pdf |title=Beechcraft Serialization List, 1945–2014 |date=August 2014 |website=beechcraft.com |publisher=Beechcraft |accessdate=October 9, 2014 |url-status=dead |archiveurl=https://web.archive.org/web/20141016115122/https://www.beechcraft.com/customer_support/technical_publications/docs/nontechnical/serializationList.pdf |archivedate=2014-10-16 }}</ref> The original conversion was developed by David Peterson as the "Skyline Super-V" in 1955–56, assisted by W.D. Johnson, and the rights to the conversion were acquired by Oakland Airmotive on July 2, 1958. Oakland Airmotive became Bay Aviation Services on July 8, 1960.<ref name=BayVSouthland>{{cite court |litigants=Bay Aviation Services Co. v Southland Aviation, Inc. |vol=211 |reporter=F.Supp. |opinion=125 |pinpoint=130 |court=United States District Court, W.D. Arkansas, Texarkana Division |date=December 4, 1962 |url=https://casetext.com/case/bay-aviation-serv-co-v-southland-aviation-inc |archive-url=https://web.archive.org/web/20141013073433/https://casetext.com/case/bay-aviation-serv-co-v-southland-aviation-inc |url-status=dead |archive-date=October 13, 2014 |accessdate=October 8, 2014 |quote=}}</ref> The wing spar was strengthened considerably in the process.<ref name=SVFlying>{{cite journal |last=Banfe |first=Chuck |date=October 1960 |title=Check Pilot Report: New Super-V |url=https://books.google.com/books?id=nnto98d-QNYC&pg=PA54|journal=[[Flying (magazine)|Flying]] |location=New York, New York |publisher=Ziff-Davis |pages=54–55, 124|accessdate=October 8, 2014 }}</ref> The airframe is so different from the original Bonanza that, rather than supplementing the original [[type certificate]], the US [[Federal Aviation Administration]] (FAA) issued a completely new certificate for the Super-V.<ref name=4A29>{{cite web |url=http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/c953ec81cc9e5376852567380065affc/$FILE/4a29.PDF |title=Type Certificate Data Sheet No. 4A29 |author=<!--Staff writer(s); no by-line.--> |date=October 23, 1978 |website=faa.gov |publisher=Federal Aviation Administration |accessdate=October 15, 2014 }}</ref>

[[File:Oakland Airmotive "Super-V" - Rear View (11616675086).jpg|thumbnail|Rear view of the Super V used in a 1960 global circumnavigation by Chuck Banfe.]]

Oakland Airmotive intended to produce converted planes starting in 1960, but never progressed beyond manufacturing and installing Super-V conversion kits on customer-supplied Bonanzas.<ref name=BayVSouthland /> Ed Gough was the President.<ref name=SVFlying /> FAA type certification was granted in June 1960.<ref name=BayVSouthland /><ref name=4A29 /> Production drawings, bills of material, and other documentation was prepared and there were several conversions in the pipeline. [[Flying (magazine)|''Flying'' magazine]] published a story on the Super V in October 1960<ref name=SVFlying /> and the marketing efforts were reaching a peak, with a Super-V ([[Aircraft registration|Registration]] N617B) completing a successful circumnavigation of the globe.<ref name="8andahalf">{{cite journal |last=Banfe |first=Chuck |date=October 1961 |title=Around the World in 8½ Days |url=https://books.google.com/books?id=HVx0fZDGQckC&pg=PA50|journal=Flying |location=New York, New York |publisher=Ziff-Davis |pages=50–51, 109–112 |accessdate=October 8, 2014 }}</ref> [[File:Oakland Airmotive "Super-V" Twin Bonanza N617B (11541157485).jpg|thumbnail|This Super-V was flown by Chuck Banfe around the world in 1960.]] The cost of a standard conversion was priced in 1960 at {{US$|22500|1960|round=-3}}, not including the cost of the donor aircraft.<ref name=SVFlying />

The Super-V was initially certificated with the carburetor-equipped [[List of Lycoming O-360 variants|Lycoming O-360-A1A]] engines.<ref name=4A29 /> Although the engines were intended to be fuel-injected, as on David Peterson's developmental prototype, the engines on the prototype did not meet FAA approval.<ref name="BayVSouthland" /> As a preliminary first step towards true fuel injection, the O-360-A1C engine was adopted in August 1960, which eliminated the possibility of carburetor icing.<ref name="BayVSouthland" /> The type certificate was later revised to include the A1C engine variant, and flight testing with O-360-A1C engines was not completed until early 1961 at [[San Francisco International Airport|SFO]].<ref name=4A29 /><ref>{{cite journal |author=<!--Staff writer(s); no by-line.--> |date=June 1961 |title=Briefings . . . |url=https://books.google.com/books?id=DVEZ-_92lOIC&pg=PA114|journal=Flying |location=New York, New York |pages=114 |publisher=Ziff-Davis |accessdate=October 8, 2014 }}</ref>

The Insul-8 Corporation of [[San Carlos, California]], organized a new aviation division that provided all parts (except engines) for the conversion to the Super-V Aircraft Corporation of San Francisco International Airport. Super-V conversion centers operated under franchise from the Super-V Aircraft Corporation. Tirey L. Ford, Jr., was president of both the Insul-8 Corporation and the Super-V Aircraft Corporation.<ref>{{cite magazine |url=https://books.google.com/books?id=kU34FaElxmAC&pg=PA104|title=Insul-8 Corp. |page=104 |magazine=Flying |date=July 1961 |accessdate=10 January 2020}}</ref><ref>{{cite news |url=https://www.newspapers.com/image/458267434/?terms=%22Tirey%2BL.%2BFord%22%2B%22Super-V%2B%22 |title=Insul-8-Super-V Plane Project |page=63 |work=The San Francisco Examiner |place=an Francisco, California|date=1961-05-10|accessdate=24 September 2020}}</ref>

===Early accidents===
The sales manager, Kenneth Bellamy, was killed in a crash fifteen miles southeast of [[Brighton, Colorado]], while demonstrating the Super V to a potential buyer, Don Vest, founder of [[Univair Aircraft Corporation|Vest Aircraft Company]] on September 14, 1960. A crop-duster pilot, John Curry, was also killed in the crash. It was believed that Vest was at the controls of the Super-V at the time of the crash.<ref>{{cite court |litigants=Bay Aviation Services Co. v. District Court in and for the City and County of Denver, and Katherine L. Curry |vol=370 |reporter=P.2d |opinion=752 |pinpoint= |court=Supreme Court of Colorado |date=March 19, 1962 |url=http://law.justia.com/cases/colorado/supreme-court/1962/20108.html |accessdate=October 8, 2014 |quote=}}</ref><ref>{{cite news |author=<!--Staff writer(s); no by-line.--> |title=76 Persons Escape Injury as Another Plane Flips Over |url=https://newspaperarchive.com/us/michigan/marshall/marshall-evening-chronicle/1960/09-15/ |newspaper=Marshall Evening Chronicle |location=Marshall, Michigan |date=September 15, 1960 |accessdate=October 9, 2014 }}</ref>

The Super-V belonging to Southland Corporation, a distributor for Bay Aviation Services, crashed on August 12, 1961, near [[Ardmore, Oklahoma]], with at least one survivor.<ref name=BayVSouthland />

===Shifting production===
It is likely{{according to whom|date=September 2020}} the relatively high cost of the Super-V conversion and competition from the Beechcraft Travel Air, a factory-built twin-engine aircraft of comparable role and size, resulted in low demand for the Super-V. This, coupled with workmanship issues and early crashes,<ref name=BayVSouthland /> led to the rapid dissolution of Bay Aviation. Bay Aviation became Lawrence Properties in 1962.<ref name=BayVSouthland />

Production was transferred to [[Fleet Aircraft]] in 1962 with some detail improvements to fulfill existing orders.<ref>{{cite journal |author=<!--Staff writer(s); no by-line.--> |date=November 1962 |title=Fixed-Wing Aircraft |url=https://books.google.com/books?id=S-45uoS-v04C&pg=PA106|journal=Flying |location=New York, New York |pages=106 |publisher=Ziff-Davis |accessdate=October 8, 2014 }}</ref> A separate type certificate was issued for planes manufactured by Fleet in Canada, this time with O-360-A1D engines.<ref name=A5IN>{{cite web |url=http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/c65fb38c8432ceca8525673800659be1/$FILE/a5in.pdf |title=Type Certificate Data Sheet No. A5IN |author=<!--Staff writer(s); no by-line.--> |date=October 13, 1978 |website=faa.gov |publisher=Federal Aviation Administration |accessdate=October 15, 2014 }}</ref> The production rights were sold again to Mitchell Aircraft in 1963.<ref name=TwinNavion>{{cite web |last1=McTavish |first1=Ken |last2=McTavish |first2=Trevor |url=http://www.twinnavion.com/oddballs.htm |title=Oddballs |date=2013 |website=twinnavion.com |publisher=Ken & Trevor McTavish |accessdate=October 9, 2014 }}</ref> The current type certificate holder is KWAD Company.<ref name=4A29 /><ref name=A5IN />

==Specific aircraft==
{{Overly detailed|section|date=July 2019}}
[[File:N3124V.jpg|thumb|right|Pine Air Super V N3124V (SV109) at the Beechcraft Heritage Museum in Tullahoma, Tennessee]]
The complete Super-V serial number consists of the converted Super-V serial number (in the format SV###) accompanied by the Beech donor plane serial number (D####).<ref name=4A29 /> Super-V serial numbers were assigned sequentially starting from SV101. Serial numbers as high as SV117 are known to exist; SV101 was later rebuilt into SV116, and SV110 and SV111 were skipped, hence known production is fourteen aircraft.<ref name="TwinNavion" /> Of the fourteen, nine were built by Bay Aviation (of which five have been destroyed, two still hold current registration, and two have unknown disposition) and five were built by Fleet Aircraft (of which two have been destroyed, one still holds current registration, and two have unknown disposition).

{|class="wikitable sortable" style="text-align:center;"
|+ Bay Super V histories<ref name=ab-ix-d1>{{cite web |url=http://www.ab-ix.co.uk/d-1_to_d-999.pdf |title=Beech 35 Bonanza (V-Tail) Production List, D-1 to D-999 |author=<!--Staff writer(s); no by-line.--> |date=22 August 2015 |website=Air Britain |accessdate=29 February 2016 |archive-url=https://web.archive.org/web/20151224080646/http://www.ab-ix.co.uk/d-1_to_d-999.pdf |archive-date=24 December 2015 |url-status=dead }}</ref><ref name=ab-ix-d1k /><ref name=ab-ix-d2k>{{cite web |url=http://www.ab-ix.co.uk/d-2000_to_d-2999.pdf |title=Beech 35 Bonanza (V-Tail) Production List, D-2000 to D-2999 |author=<!--Staff writer(s); no by-line.--> |date=22 August 2015 |website=Air Britain |accessdate=29 February 2016 |archive-url=https://web.archive.org/web/20170516211158/http://ab-ix.co.uk/d-2000_to_d-2999.pdf |archive-date=16 May 2017 |url-status=dead }}</ref>
|-
! scope="col" class="text" |Super-V S/N
! scope="col" class="number" |Beech S/N
! scope="col" class="date" |Built
! scope="col" class="date" |Converted
! scope="col" class="date" |Destroyed
! scope="col" class="text" |Final Registration
! scope="col" class="text" |Other Reg
! scope="col" class="unsortable" |Notes
|-
! SV101
| data-sort-value=1640 |D-1640
| {{dts|1948-06}}
| {{dts|1959-01}}
| {{dts|1966-07-05}}
| N617B
|
| style="text-align:left;font-size: 80%;" |This plane model successfully circumnavigated the globe in 1960.<ref name="8andahalf" /> Subsequently, rebuilt into '''SV116'''.<ref name=TwinNavion />
|-
! SV102
| data-sort-value=1982 |D-1982
| {{dts|1949}}
|
| {{dts|1960-09-14}}
| N8409A
|
| style="text-align:left;font-size: 80%;" |Destroyed during a September 14, 1960 demonstration crash near Brighton, Colorado.<ref>{{cite web |url=https://aviation-safety.net/wikibase/wiki.php?id=190822 |title=ASN Wikibase Occurrence # 190822 |author= |date=14 September 1960 |publisher=Aviation Safety Network |accessdate=28 July 2017}}</ref>
|-
! SV103
| data-sort-value=1249 |D-1249
| {{dts|1948}}
|
| {{dts|1961-08-12}}
| N4442V
| NC4442V
| style="text-align:left;font-size: 80%;" |Registered to Southland Aviation (a Bay Aviation distributor). It subsequently crashed on August 12, 1961, near Ardmore, Oklahoma.<ref name=BayVSouthland /><ref>{{cite web |url=https://aviation-safety.net/wikibase/wiki.php?id=190827 |title=ASN Wikibase Occurrence # 190827 |author= |date=12 August 1961 |publisher=Aviation Safety Network |accessdate=28 July 2017}}</ref> Both SV102 and SV103 were known to be lost by the time production shifted to Fleet/Canada in 1962.<ref name="TwinNavion" />
|-
! SV104
| data-sort-value=1731 |D-1731
| {{dts|1948}}
| {{dts|1961-07}}
| {{dts|1968-04-28}}
| N104SV
| N104S
| style="text-align:left;font-size: 80%;" |Substantially damaged in a nonfatal April 28, 1968 accident in California during a wheels-up landing due to mechanical failure of the nose gear.<ref>{{cite web |url=https://www.ntsb.gov/aviationquery/brief.aspx?ev_id=13731&key=0 |title=NTSB Incident Report OAK68D0351 |author=<!--Staff writer(s); no by-line.--> |date=April 28, 1968 |website=ntsb.gov |publisher=National Transportation Safety Board |accessdate=October 9, 2014 }}</ref> Its FAA registration was cancelled in 2013.<ref>{{cite web |url=http://registry.faa.gov/AircraftInquiry/NNum_results.aspx?NNumbertxt=104SV |title=FAA Registry Inquiry (N104SV) |author=<!--Staff writer(s); no by-line.--> |date=9 October 2014 |website=registry.faa.gov |publisher=Federal Aviation Administration |accessdate=9 October 2014 }}</ref>
|-
! SV105
| data-sort-value=1479 |D-1479
| {{dts|1948-04}}
|
| 
| N549B
| NC462B, N57W
| style="text-align:left;font-size: 80%;" |Damaged in a nonfatal April 11, 1964 accident in Maryland during a wheels-up landing due to pilot error.<ref>{{cite web |url=https://www.ntsb.gov/aviationquery/brief.aspx?ev_id=81372&key=0 |title=NTSB Incident Report |author=<!--Staff writer(s); no by-line.--> |date=April 11, 1964 |website=ntsb.gov |publisher=National Transportation Safety Board |accessdate=October 9, 2014 }}</ref> In 1965, registry number N549B was issued to airframe serial number D-1479. Prior to the destruction of the aircraft it was operated by James William Bullock, Astro Inc. (Aeronautical Sales, Training, and Research Organization). There is some confusion about this airframe since there is photographic evidence that N549B is a Bay Super V,<ref name=ab-ix-d1k>{{cite web |url=http://www.ab-ix.co.uk/d-1000_to_d-1999.pdf |title=Beech 35 Bonanza (V-Tail) Production List, D-1000 to D-1999 |author=<!--Staff writer(s); no by-line.--> |date=22 August 2015 |website=Air Britain |accessdate=29 February 2016 |archive-url=https://web.archive.org/web/20160306035119/http://www.ab-ix.co.uk/d-1000_to_d-1999.pdf |archive-date=6 March 2016 |url-status=dead }}</ref> but the FAA registry states N549B is an unmodified single-engine Bonanza.<ref>{{cite web |url=http://registry.faa.gov/aircraftinquiry/NNum_Results.aspx?NNumbertxt=N549B |title=FAA Registry Inquiry (N549B) |author=<!--Staff writer(s); no by-line.--> |date=29 February 2016 |website=registry.faa.gov |publisher=Federal Aviation Administration |accessdate=29 February 2016 }}</ref>
|-
! SV106
| data-sort-value=1356 |D-1356
| {{dts|1948}}
| {{dts|1961-03}}
| 
| N4530V
| NC4530V
| style="text-align:left;font-size: 80%;" |Under private ownership.<ref>{{cite web |url=http://registry.faa.gov/aircraftinquiry/NNum_Results.aspx?NNumbertxt=4530V |title=FAA Registry Inquiry (N4530V) |author=<!--Staff writer(s); no by-line.--> |date=9 October 2014 |website=registry.faa.gov |publisher=Federal Aviation Administration |accessdate=October 9, 2014 }}</ref> It sustained substantial damage during a hard landing on May 22, 1973.<ref>{{cite web |url=https://www.ntsb.gov/aviationquery/brief.aspx?ev_id=86666&key=0 |title=NTSB Incident Report IAD73FLQ31 |author=<!--Staff writer(s); no by-line.--> |date=May 22, 1973 |website=ntsb.gov |publisher=National Transportation Safety Board |accessdate=October 9, 2014 }}</ref> As the airworthiness certificate is dated to March 1961, N4530V is likely to be one of the later certificated types.
|-
! SV107
| data-sort-value=1538 |D-1538
| {{dts|1948-05}}
| {{dts|1961-03}}
| {{dts|1973-04-11}}
| N514B
| NC514B
| style="text-align:left;font-size: 80%;" |Destroyed in a fatal April 11, 1973 crash in Texas; after one engine failed, the pilot lost control while trying to avoid power lines.<ref>{{cite web |url=https://www.ntsb.gov/aviationquery/brief.aspx?ev_id=68294&key=0 |title=NTSB Incident Report FTW73AF060 |author=<!--Staff writer(s); no by-line.--> |date=April 11, 1973 |website=ntsb.gov |publisher=National Transportation Safety Board |accessdate=October 9, 2014 }}</ref><ref>{{cite web |url=http://aviation-safety.net/wikibase/wiki.php?id=3302 |title=Incident 3302 |author=<!--Staff writer(s); no by-line.--> |date=April 11, 1973 |website=aviation-safety.net |publisher=Aviation Safety Network |accessdate=October 9, 2014 }}</ref> This aircraft was part of a three-way lawsuit between the plane's owner, Bay Aviation, and Bay's local distributor in 1962.<ref name=BayVSouthland />
|-
! SV108
| data-sort-value=2250 |D-2250
| {{dts|1950-02}}
| {{dts|1961-06}}
| {{dts|1971-11-16}}
| N430MD
| N8723A
| style="text-align:left;font-size: 80%;" |Destroyed in a fatal November 16, 1971 crash in New Hampshire, when both engines failed upon fuel starvation. The crash was attributed to pilot error (not multi-engine rated, fuel mismanagement).<ref>{{cite web |url=https://www.ntsb.gov/aviationquery/brief.aspx?ev_id=62864&key=0 |title=NTSB Incident Report NYC72AN067 |author=<!--Staff writer(s); no by-line.--> |date=November 16, 1971 |website=ntsb.gov |publisher=National Transportation Safety Board |accessdate=October 9, 2014 }}</ref><ref>{{cite web |url=http://aviation-safety.net/wikibase/wiki.php?id=3301 |title=Incident 3301 |author=<!--Staff writer(s); no by-line.--> |date=November 16, 1971 |website=aviation-safety.net |publisher=Aviation Safety Network |accessdate=October 9, 2014 }}</ref> The last registered owner was [[Don Yenko]] of [[Yenko Chevrolet]] fame.<ref>{{cite web |url=http://registry.faa.gov/AircraftInquiry/NNum_results.aspx?NNumbertxt=430MD |title=FAA Registry Inquiry (N430MD) |author=<!--Staff writer(s); no by-line.--> |date=9 October 2014 |website=registry.faa.gov |publisher=Federal Aviation Administration |accessdate=9 October 2014 }}</ref>
|-
! SV109
| data-sort-value=549 |D-549
| {{dts|1947-07}}
| {{dts|1962-01-18}}
| 
| N3124V
| NC3124V
| style="text-align:left;font-size: 80%;" |Owned by the [[Beechcraft Heritage Museum]].<ref>{{cite web |url=http://www.beechcraftheritagemuseum.org/collection/N3124V.html |title=Beechcraft Heritage Museum – Super V Bonanza, c/n SV-109D-549, N3124V |date=October 9, 2014 |website=beechcraftheritagemuseum.org |publisher=Beechcraft Heritage Museum |accessdate=October 9, 2014 |url-status=dead |archiveurl=https://web.archive.org/web/20141007043553/http://www.beechcraftheritagemuseum.org/collection/N3124V.html |archivedate=2014-10-07 }}</ref> Harold Bost purchased N3124V from the [[Oregon Aviation Museum]], in [[Cottage Grove, Oregon|Cottage Grove]], [[Oregon]], and donated it to Bonanza Baron Museum in October, 2004. The FAA Registry lists it as manufactured by [[Pine Air]], with an airworthiness certificate dated to 1970, well after the closure of Bay Aviation.<ref>{{cite web |url=http://registry.faa.gov/aircraftinquiry/NNum_Results.aspx?NNumbertxt=3124V |title=FAA Registry Inquiry (N3124V) |author=<!--Staff writer(s); no by-line.--> |date=October 9, 2014 |website=registry.faa.gov |publisher=Federal Aviation Administration |accessdate=October 9, 2014 }}</ref> In photographs its airframe appears identical, except for larger tail control surfaces, to that of '''SV113''' (N551B). The larger tail of '''SV109''' may be because the aircraft was damaged in a hard landing on August 27, 1964<ref>{{cite web |url=https://www.ntsb.gov/aviationquery/brief.aspx?ev_id=78526&key=0 |title=NTSB Incident Report IAD73FLQ31 |author=<!--Staff writer(s); no by-line.--> |date=August 27, 1964 |website=ntsb.gov |publisher=National Transportation Safety Board |accessdate=October 9, 2014 }}</ref> and rebuilt by George Felt of Felt's Flying Services with parts from a 1958 J-35 Bonanza.<ref>{{cite web |last=Gove |first=Claron |url=http://1000aircraftphotos.com/Contributions/3315.htm |title=CLARON GOVE COLLECTION No. 3315. Pine Air Super V (N3124V c/n SV-109-D549) |date=February 23, 2004 |website=1000aircraftphotos.com |publisher=Ron Dupas & Johan Visschedijk |accessdate=October 9, 2014 }}</ref> 
|-
! SV110
| colspan=6 | N/A
| style="text-align:left;font-size: 80%;" |Number not used.<ref name="TwinNavion" />
|-
! SV111
| colspan=6 | N/A
| style="text-align:left;font-size: 80%;" |Number not used.<ref name="TwinNavion" />
|-
! SV112
| data-sort-value=1243 |D-1243
| {{dts|1948}}
|
| {{dts|1976-02-19}}
| N2115K
| NC4438V, N4438V, N177M, N249C, N68JS
| style="text-align:left;font-size: 80%;" | Destroyed in a fatal February 19, 1976 crash in Mississippi precipitated by a stall during evasive maneuvers.<ref>{{cite web |url=https://www.ntsb.gov/aviationquery/brief.aspx?ev_id=51462&key=0 |title=NTSB Incident Report MIA76AM063 |author=<!--Staff writer(s); no by-line.--> |date=February 19, 1976 |website=ntsb.gov |publisher=National Transportation Safety Board |accessdate=October 9, 2014 }}</ref><ref name="TwinNavion" /><ref>{{cite web |url=http://aviation-safety.net/wikibase/wiki.php?id=10727 |title=Incident 10727 |author=<!--Staff writer(s); no by-line.--> |date=February 19, 1976 |website=aviation-safety.net |publisher=Aviation Safety Network |accessdate=October 9, 2014 }}</ref>
|-
! SV113
| data-sort-value=1569 |D-1569
| {{dts|1948}}
| {{dts|1961-09}}
| 
| N551B
| NC551B
| style="text-align:left;font-size: 80%;" | It was profiled in [[Sport Aviation (magazine)|EAA Sport Aviation]]<ref>{{cite journal |last=Davisson |first=Budd |date=February 1999 |title=The ''Other'' Twin Bonanza: Bay Aviation Super "V" |url=http://www.airbum.com/articles/ArticleSuperVTwinBonanza.html |journal=EAA Sport Aviation |location=Milwaukee, Wisconsin |publisher=[[Experimental Aircraft Association]] |accessdate=October 9, 2014 }}</ref> and may be the last Super-V to be converted in California, as this serial number is specifically excluded from the Fleet type certificate.<ref name=A5IN /> N551B is currently owned by the [[Warbirds of the World Flying Museum]] in [[New Mexico]].<ref>{{cite web |url=http://registry.faa.gov/aircraftinquiry/NNum_Results.aspx?NNumbertxt=N551B |title=FAA Registry Inquiry (N551B) |author=<!--Staff writer(s); no by-line.--> |date=October 9, 2014 |website=registry.faa.gov |publisher=Federal Aviation Administration |accessdate=October 9, 2014 }}</ref>
|-
! SV114
| data-sort-value=1388 |D-1388
| {{dts|1948-03}}
| {{dts|1963-11}}
|
| N4559V
| NC4559V
| style="text-align:left;font-size: 80%;" | Presumed not airworthy in 1976,<ref name=ab-ix-d1k /> deregistered in 2013. Airframe sold in 2018 for restoration.<ref>{{cite web |url=http://registry.faa.gov/AircraftInquiry/NNum_results.aspx?NNumbertxt=4559V |title=FAA Registry Inquiry (N4559V) |author=<!--Staff writer(s); no by-line.--> |date=9 October 2014 |website=registry.faa.gov |publisher=Federal Aviation Administration |accessdate=October 9, 2014 }}</ref>
|-
! SV115
| data-sort-value=422 |D-422
| {{dts|1947}}
| {{dts|1963-03}}
| {{dts|1975-05-30}}
| N772MD
| NC3018V, N1T, N9935R, N147V
| style="text-align:left;font-size: 80%;" | Sustained substantial damage in a nonfatal February 26, 1964 crash in Maryland, caused by deflation of the nosewheel strut.<ref>{{cite web |url=https://www.ntsb.gov/aviationquery/brief.aspx?ev_id=81892&key=0 |title=NTSB Incident Report |author=<!--Staff writer(s); no by-line.--> |date=February 26, 1964 |website=ntsb.gov |publisher=National Transportation Safety Board |accessdate=October 9, 2014 }}</ref> It was subsequently damaged in a nonfatal March 29, 1975 collision with fenceposts<ref>{{cite web |url=https://www.ntsb.gov/aviationquery/brief.aspx?ev_id=46555&key=0 |title=NTSB Incident Report SEA75FYE37 |author=<!--Staff writer(s); no by-line.--> |date=March 29, 1975 |website=ntsb.gov |publisher=National Transportation Safety Board |accessdate=October 9, 2014 }}</ref> and later that year destroyed in a fatal May 30, 1975 crash in Omak, Washington.<ref>{{cite web |url=https://www.ntsb.gov/aviationquery/brief.aspx?ev_id=48701&key=0 |title=NTSB Incident Report SEA7KAS043 |author=<!--Staff writer(s); no by-line.--> |date=May 30, 1975 |website=ntsb.gov |publisher=National Transportation Safety Board |accessdate=October 9, 2014 }}</ref> Both incidents were attributed to fuel starvation leading to engine flameout.
|-
! SV116
| data-sort-value=1640 |D-1640
| {{dts|1948-06}}
| {{dts|1963-10}}
| {{dts|1966-07-05}}
| N174SV
| N617B
| style="text-align:left;font-size: 80%;" | Rebuilt from '''SV101''';<ref name="TwinNavion" /> it was destroyed in a fatal July 5, 1966 crash in Pennsylvania, precipitated by a stall.<ref>{{cite web |url=https://www.ntsb.gov/aviationquery/brief.aspx?ev_id=69509&key=0 |title=NTSB Incident Report NYC67A0004 |author=<!--Staff writer(s); no by-line.--> |date=July 5, 1966 |website=ntsb.gov |publisher=National Transportation Safety Board |accessdate=October 9, 2014 }}</ref><ref>{{cite web |url=http://registry.faa.gov/AircraftInquiry/NNum_results.aspx?NNumbertxt=174SV |title=FAA Registry Inquiry (N174SV) |author=<!--Staff writer(s); no by-line.--> |date=9 October 2014 |website=registry.faa.gov |publisher=Federal Aviation Administration |accessdate=October 9, 2014 }}</ref>
|-
! SV117
| data-sort-value=1474 |D-1474
| {{dts|1948}}
| {{dts|1963-03}}
| {{dts|1981}}?
| N457B
| NC457B
| style="text-align:left;font-size: 80%;" | Deregistered in 1981 and presumed scrapped.<ref name="TwinNavion" /><ref name=ab-ix-d2k /><ref>{{cite web |url=http://registry.faa.gov/AircraftInquiry/NNum_results.aspx?NNumbertxt=N457B |title=FAA Registry Inquiry (N457B) |author=<!--Staff writer(s); no by-line.--> |date=9 October 2014 |website=registry.faa.gov |publisher=Federal Aviation Administration |accessdate=October 9, 2014 }}</ref>
|}

==Specifications==
{{Aircraft specs
|ref=Jane's All The World's Aircraft 1961–62<ref name="JAWA61 p205">{{cite book |editor-last=Taylor |editor-first= John W.R. |date=1961 |title=Jane's All the World's Aircraft 1961–62 |location=London, England |publisher=[[Sampson Low|Sampson Low, Marston & Co.]] |page=205 }}</ref> & ''Flying'' (October 1961)<ref>{{cite magazine |date=October 1960 |title=Personal & Business Fixed-Wing Aircraft |url=https://books.google.com/books?id=nnto98d-QNYC&pg=PA22|magazine=[[Flying (magazine)|Flying]] |location=New York, New York |publisher=Ziff-Davis |pages=22 |accessdate=October 8, 2014 }}</ref><!-- the reference for the data given -->
|prime units?=imp
<!--General characteristics-->
|genhide=
|crew=one
|capacity=three passengers
|length m=
|length ft=25
|length in=
|span m=
|span ft=32
|span in=9.5
|height m=
|height ft=6
|height in=6.5
|wing area sqm=
|wing area sqft=178
|empty weight kg=
|empty weight lb=2120
|gross weight kg=
|gross weight lb=3400
|fuel capacity=100 US Gallons (379 L)
<!--Powerplant-->
|eng1 number=2
|eng1 name=[[Lycoming O-360]]-A1C
|eng1 type=air-cooled [[flat-four]] engines
|eng1 kw=<!-- prop engines -->
|eng1 hp=180<!-- prop engines -->
<!--Performance-->
|max speed kmh=
|max speed mph=218
|max speed kts=
|max speed mach=<!-- supersonic aircraft -->
|cruise speed kmh=<!-- if max speed unknown -->
|cruise speed mph=196<!-- if max speed unknown -->
|cruise speed kts=
|cruise speed note=(65% power)
|stall speed mph=65
|stall speed note=flaps down
|range km=
|range miles=1400
|range nmi=
|ceiling m=
|ceiling ft=23000
|climb rate ms=
|climb rate ftmin=1550
|more performance=
|avionics=
}}

==See also==
{{aircontent
|related=
* [[Beechcraft Baron]]
|similar aircraft=
* [[Beechcraft Twin Bonanza]]
* [[Camair Twin Navion]]
* [[Cessna 310]]
* [[Let L-200 Morava]]
* [[Piper PA-23]]
* [[Piper PA-34 Seneca]]
* [[Temco D-16]]
|lists=
* [[List of civil aircraft]]
|see also=
}}

==References==
{{Reflist}}

== External links ==
{{commons category|Bay Super V}}

{{Bonanza family}}

[[Category:Bay aircraft|Super V]]
[[Category:1950s United States civil utility aircraft]]
[[Category:Low-wing aircraft]]
[[Category:V-tail aircraft]]
[[Category:Aircraft first flown in 1956]]
[[Category:Twin piston-engined tractor aircraft]]
[[Category:Aircraft with retractable tricycle landing gear]]