Two aircraft were contracted for the Army Air Corps, but only one aircraft was built and tested. A flight test comparison was made with the Waco CG-13A at Wright Field, and the following figures show the XCG-16's superior performance.

    XCG-16A
    CG-13A
    H.p required to tow each glider
    at design gross weight at 100 m.p.h
    390
    520
    H.p. required to tow at 200 m.p.h.
    1050
    1630
    Full gross landing speed (m.p.h.)
    52
    80
    Max permissible speed (m.p.h.)
    220
    195
    Stalling speed (flaps up) (m.p.h.)
    55
    84
    Manoeuvrability at slow speeds
    Excellent
    Poor

    Towing distance: The XCG-16A could be towed 25 per cent farther
    than the CO-13A at same h.p. required and at comparable weights.

Burnelli's last bid to put his lifting fuselage principle into production came immediately after World War Two. The Canadian Car & Foundry Company's subsidiary, the Cancargo Aircraft Manufacturing Company in Montreal, built and tested the CBY-3 Loadmaster in 1945. Designed specifically for bush and jungle operation, the Loadmaster owed much to the UB-14, described in the May issue.

As with earlier Burnelli designs, the outstanding feature of the Loadmaster was its aerofoil-shaped centre-section capable of carrying large concentrated loads. In addition to carrying 22 passengers and a crew of three there was 700 cu. ft. of space available for cargo. Two large freight doors, one each side of the fuselage, enabled loads of up to 20ft in length to be accommodated, and the designer claimed that with minor modification the Loadmaster could take a car with ease. It was claimed that the aerofoil section centre section contributed up to 30 per cent of the total lift, and it comprised nearly 50 per cent of the total lifting surface.

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