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In the immediate post-war period, most of the major aircraft manufacturers began production on a host of different aircraft, all aimed at capturing part of the expected boom of pilots returning from the war. Although sales were brisk, the majority of young men returning from overseas were more interested in families, cars and careers than flying. Soon the boom turned bust.

But in that time, many of the larger aircraft manufacturers turned out planes that continued to sell as the expected sales dropped off. Partly because of the company's reputation and partly because of each plane's merits, these planes would eventually produced by the thousands.

As competition for a modern, all-metal plane such as the Navion, tube and fabric planes manufactured by companies that included Aeronca, Taylorcraft and Piper were of little competition. This was a market for America's bigger aircraft manufacturers.

Although the Twin Navion shared most of the same components and performance figures as the original North American and Ryan built Navions, they were none-the-less direct competitors for the Twin Navion. Although many people had a need for modern four seat aircraft only those customers needing more than one engine became Twin Navion customers. Introductory price for a basic Navions was $6,999 and they produced sporadically into the late 1960s.

Almost 2,500 Navions were assembled by
no fewer than five manufacturers. (Ryan)

There was really only Beech's Model 35 Bonanza in direct competition with the Navion. Single engine, all metal, tricycle geared, the Bonanza was introduced in 1947 with a sale price of $7,975 and V-tail production ran until 1982. Truly an aviation success story, production continued on Bonanza derivatives more than 50 years later.

Beech V-tail Bonanza production exceeded 10,400
examples, spanning 1947 to 1982. (Beechcraft)

Indirectly, there were a number of other light singles, each with features that took them further away from being in the same category as the Navion or Bonanza.

For five years the Cessna Aircraft Company produced the 190 and 195 Businessliner. Differentiated by the choice of Continental (190) or Jacobs (195) radial engines, these planes were all metal in construction, but featured a tail wheel. The 3,350 lb plane cost nearly double most light planes, at $12,750 (190) or $13,750 (195). Like the Navion, the US Air Force acquired 15 examples of the 195 for service as light transports in Alaska and designated LC-126. Typically the LC-126s operated on floats.

From 1947 to 1953, 1,100 Businessliners were sold.
(1000aircraftphotos.com)

Differing the most from the Navion, the Republic Aviation Corp. offered the 3,150 lb RC-3 Seabee. Although it featured all metal construction, the Seabee was an amphibian with a pusher engine and tail wheel landing gear. Sold at $3,995 (almost half the price of a Navion or Bonanza), Republic lost substantial amounts of money with each Seabee sold. In the early 1980s the STOL Aircraft Co. modified 24 Seabees into UC-1 Twin Bees, using much of the same process as the Twin Navion's conversion.

From 1945 to 1947, Republic built 1,060 of the
unconventional looking Seabees. (Republic)

The grandfather of small twins, Beech's Model 18 was originally introduced in 1937 as a small airliner. Following a booming wartime production of more than 5,000 Beech reintroduced the D18S in 1945, the D18 in 1946 and the Super E18 in 1955. Although it weighed more than 5,000 lbs the Beech 18 was the only twin in the marketplace until the D-16's introduction.

Beech 18 production exceeded 9,000 with more than
2,000 being delivered post-war. (Beechcraft)

Although not in production after World War 2, Cessna's T-50, UC-78 and AT-17 were still available in large numbers on the surplus market. For businesses needing a twin engine plane that was smaller than the Beech 18, this 5,700 lb former trainer was the solution.

None of Cessna's fabric twins were manufactured after the war.
(William T. Larkins)

In 1955, the Piper Aircraft Corp. debuted its $32,500 PA-23-150 Apache, a 3,500 lb direct competitor to the Twin Navion. Although it was lighter built than the D-16A the Apache had an immediate, negative effect on Twin Navion sales.

Apparently the Navion wasn't the only light plane to have production problems. Read an interesting history about the Piper Apache from 'SA Flyer Magazine.'

Piper sold 2,047 examples of the PA-23.
(Piper)

In much the same way as Riley turned the Navion into the D-16, Bay Aviation of Oakland, CA converted a small number of Beech Bonanzas into the Super-V twin Bonanza. Based on the 1953 model C35, the airframe was reinforced and equipped with a pair of Lycoming O-360-A1A engines. Although faster than the Twin Navions at 210 mph, only 14 of the 3,400 lb Super-Vs were produced with five aircraft produced in Canada by Fleet Aircraft during 1962-63.

Re-entering the twin engine market in 1953, Cessna's 310 weighed in at 4,830 lbs and easily flew 50 knots faster than the Riley Twin Navions. The large cabin cruiser carried four and saw service with the US Air Force as the L-27A/B (later U-3A/B). Although the 310 was in a different class from the Riley Twin Navions, it did compete for sales with the Camair 480.

5,438 Cessna 310s were delivered between 1954 and 1980.
(Cessna)

In 1956, Beech took their successful Bonanza and modified it into the Model 95 Travel Air. The Travel Air was faster than the Riley Twin Navions that was ceasing production. With the entry of industry-giant Beech into the light twin market, the Twin Navion's days were numbered. Evolving from the Travel Air, Beech's Model 55 Baron was introduced in 1960.

Beech manufactured Travel Airs between 1956 and 1968.
(Beechcraft)

Competing against the higher power Camair 480s, Piper's 5,200 lb PA-23-250 Aztec outclassed the Camair when it entered production in 1960.

Piper sold 4,930 Aztecs before production ended in 1982.
(Piper)