Cessna 336 | 337 Skymaster

The Cessna 336 and 337 Skymaster hold a unique place in aviation history as distinctive twin-engine aircraft with a push-pull configuration. Their design addressed the challenges of asymmetric thrust inherent in traditional twin-engine aircraft, with both engines mounted along the centerline—one in the nose as a tractor and the other in the tail as a pusher. Development began in the late 1950s, led by Cessna engineers under the leadership of company president Dwane Wallace. By February 1961, the first prototype of the Cessna 336 took to the skies, featuring a fixed landing gear design. Production of the 336 began in 1963, but it faced limitations in market success due to its performance constraints and non-retractable gear.

The Cessna 337 Skymaster was introduced in 1964 as an improved version of the 336, featuring retractable landing gear, more powerful engines, and better aerodynamics. This version quickly gained popularity among civilian pilots and government operators. The Skymaster family continued to evolve over the next two decades, with notable variants including the turbocharged T337 and the military O-2 Skymaster, which served in observation and reconnaissance roles. Civilian production ended in 1980, with approximately 2,993 aircraft built across all variants, including military models. The Skymaster was also produced under license by Reims Aviation in France, where the F337 series was developed.

Testing and certification of the Skymaster addressed several challenges unique to its design. The push-pull configuration successfully eliminated the asymmetric thrust issues common to conventional twins, making single-engine operation safer and easier. However, the rear engine presented persistent cooling challenges, particularly during prolonged taxiing, climbs, and operations in hot climates. Stall characteristics also required careful aerodynamic refinements due to the interaction of engine airflow with the wing. The addition of retractable landing gear in the 337 introduced new mechanical complexities but significantly improved performance.

The Skymaster's specifications highlight its versatility. The aircraft has a wingspan of 38 feet, 2 inches, and a length of 29 feet, 9 inches. It is powered by two Continental IO-360 engines, capable of driving two-blade or three-blade constant-speed propellers. Its service ceiling is approximately 19,500 feet for standard models and up to 25,000 feet for turbocharged versions. The rate of climb is around 1,200 feet per minute for the standard version, with the turbocharged T337 achieving approximately 1,800 feet per minute. The Skymaster's payload ranges between 1,200 and 1,500 pounds, and it can seat a pilot and up to five passengers. Stall speed with flaps deployed is about 61 knots, and the aircraft requires roughly 1,500 feet of runway for takeoff or landing under standard conditions. The wing employs a NACA 2412 airfoil, contributing to its stable flight characteristics.

Flight performance of the Skymaster is notable for its centerline thrust, which improves safety during single-engine operation. While praised for its stability and redundancy, the Skymaster has drawbacks, including higher noise levels from the rear engine and limited single-engine performance compared to conventional twins. Maintenance costs are higher due to the dual-engine configuration and challenges with rear-engine access, making it less appealing to some owners. Despite these limitations, the aircraft remains popular for its unique capabilities and ease of handling in emergencies.

The Skymaster's price reflected its advanced design and versatility. The original Cessna 336 was introduced at a cost of $29,950 in the early 1960s, while the more capable Cessna 337 was priced around $45,000. Fully equipped models and later variants commanded higher prices as features and capabilities were expanded. The aircraft found success in both civilian and government roles, and its military versions, such as the O-2, were highly regarded for their reliability and versatility.

Kirt Blattenberger does not own a Skymaster, possibly due to the significant costs associated with operating and maintaining the aircraft. The push-pull design, while innovative, presents challenges in terms of maintenance, particularly with the rear engine. The noise levels and operational quirks of the Skymaster may also be factors. Additionally, simpler and more cost-effective single-engine models might better align with his aviation goals or budget. These considerations, combined with the practical demands of aircraft ownership, could explain the absence of a Skymaster in his fleet.

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