The 1937 Aircraft Year Book

AIRCRAFT YEAR BOOK FOR 1937
Officia l U . S. Arm y Ph oto

THE AIR CORPS AT MARCH FIELD
Bombers and f1ghters over scores of oth er squadrons on th e ground a t the a nnu al
review of the West Coast contingent.
The
AIRCRAFT
YEAR BOOK
(R gi t r d . . Pat nt 0/fic )
For 1937
HO\' ~RD ::\liN GO

E itor
P ·ublished by the
AERONAUTICAL CHAMBER OF COMMERCE
OF AMERICA, INC.
30 Ro kefelle r Pl aza New York
Copy rig ht 1937 By
AERONAUTI CAL CHA?vfBER OF COM:tviEJ E
OF AMERI CA, L ·c.
E\V YORK, N. Y.
MANUFACTURED COMPLETE DY
THE COLON IAL PRESS INC ., CLINTON, MA S S ,
U4GRAVIN GS BY HARDING PHOTO-ENGRAVING COMPANY r IN C. • NEW YORK
TABLE OF CONTENTS
H PTER PAG E
I. ' ow T H oF . IR PowER . . . . . . . . . . . . II
ignifi anc of cienti fit.: De\· lopme.nt in Europ -~I a s Pro -
ducti o n of [il itary , ir raft Abr ad-I m po r tan of i\·i l
. v iation as h. en· Air Power.
II. ....
rman e Th reatened
za i n .
III. \ .tR 1 o wER s oF THE \ \ "aRLO . 37
E tim a ted om bat .'\ i r plan tr n!rt h f th e even P we r s-
T he B I·iti - h Emp ire P r o-ra m - De\·e l pm cnt · in F ran ce--
G rrnan ' trength and \•V eakn e s-Ita l) 's A ir Po w er-
Hus sia' s Huge Ai r l\Jachine--J a pa11 ·s Gro wing Ai r Fo rce.
I THE u. . AR:>.lY • lR oRP.s . . . . . . . . . . . s-
P rogre s in A ir F o r ce Deve lopment- ec r eta ry of \.Va r
\Vo Iring's Repo rt- ight Bomb ing Practice- Co ld v\ eath er
:Man u ve r --Ma j r Ge11eral ·e tove r · Desc ripti n of Air
Co rp ctivities-Fiy ing adet -Awa rd s fo r Herois m and
Effic iency-Co nq u r ing a "o lea n .
V. THE U. S. NAvY AIR FoR Es . . . . . . . 73
Rea r dmira l Cook's Descrip tio n of Nava l Av iati on-Th e
-avy's . ir Fo rce Prorr1·a m-A chievem ents in 1936--Ex pen -
d it ures-Need for More De elop ment F und s-Lighter- Than-
A ir-Recomme ndat io n s-Secreta ry of the Navy Swa n son 's
~epo r t-Awards fo r Ach ie\·ement-Status of Ai rcraft Car-
ners.
I. TEE U . S. CoA T G Jill . . . . . . . • 91
Expans ion o f Activities- "V. ide Range of Coast Guard Duties
-Development of New Eq uipment-Sto rm \ Va rnings-
Resc u es a t Sea-Mercy F li g hts.
V II. GovERi'\i"MENTAL A vr noN AcTIVITI ES . . . . . . 95
B urea u f Air Commerce-B ureau of Fisheries-Federal
Communi cat ions Co mmi ss ion-Fo r est S er vice-Geological
S ur vey-Hydrograp hic Office-In terdepa rtmental Committee
-Interstate Commer ce Com mi ss ion-Nationa l Advisory
Committee for Ae r o nautics- -a ti o na l B ureau of Standards
-Office of A nn s and M unitions Control-Public Health
Ser vice--Soil Conse r va ti o n S e r v ice-T ennessee Valley Au-
thority-D. S . Coast and G eodetic Survey-U. S. Weather
B ureau.
v
-~ -- -- -- - - - - - - - - -- - - - - - -- - - --
VI TABLE l~
CHAPTER
VIII. NOTA.llLE FLIGHTS OF 1936 . . . . . .
Swa in's h eco rd A lti tud e F lig ht-B j o r·b·a ll" A ttem pt lO
H.each Swed en- M rs. :Ma rkh am's Ad ve ntu re- Th e Rich man-
Menill H.o uncl Tr ip-Mo ll i on' Atlanti c H o p- H o wa rd
Hughes Makes Tran contin enta l Hec r 1- ~\ l a j o r E a ke r's
B lind F lig ht- Russia ns F ly to . rf . w.
I X. AIR LI NES OF THE Ul\" ITEO TA TE S . . . . . .
Growth of Traffic- P la ns f r La rge r T ra n p rt s- nul e
Transpo rt 1 il ots- Air E :q r Devel pm -nt- The
maste r Genera l's R eport- Domestic Op erat i ns of L
ompani es- T he Pa n A meri ca n A ir wavs . ystem- .
Opet·a ti ons. ·
X. GROWTH OF AER I AL ERV L ' E . . . . 1\)J
A ircraft fo r H it·c- A Day an 1 1 i•rht . ..: n •i..: - En1 cr ' ·n cy
vVor k- Ai rplane D istri butor - H rJ \\~ the Gove r n men t E m-
pl oys Ae ria l Se r vice- F li g hts o f the G-l\Icn .
XL PR IVATE F L YI N G 199
In crease f Li c~ n s ed . P i.l ot~-->r ,:ani c ·ontru l fo r !\II :h i a o rs
- New P lanes- 45 D iffe rent l\l odcls f o rth~ I ri \·a t · Ow n r-
Lig ht P la ne H.eco r Is- Th e Na ti ona l A ir J\ ac s- C lidi ng :.1 nd
Soaring .
XII. Tn AI N I NG A X D Enu ATJON :!07
Va ri ous K in ds o f T ra inin g 1n oll cgcs :.1 nd .1\ \·ia t ion choo ls
-Aeronauti ca l E ng in ee rs, P i lots, l'vJ cha nic - urse Ill
Management-Ap proved Fl yina Schools- ·o.- t of F li g ht
Training-P romin ent In s titu t i o~s G ivin g Ae ronau ti ca l E du -
cati on.
X III. Amw AYS AND Al i<PORT s . . . . . --.)
.,,
Developm ent of A irpo rt s- T raffic Contro l- . ir Na \·igat ion
A id s-G r·owth o f vVeath e1· B urea u S er vice- Tmrrovc ments in
A ir way I~a di o fo'a ciliti cs- \N .P .A . . ir port \V o rk- en ·ice
Charges at A irp ort s-"Fiig ht Su·i ps."
X I V. STAT I:: A v i AT ION Ac TI VITIE S . . . . . . 23 .)
The Nati ona l A ssoc ia ti on o f Sta te Av ia ti on OITi ·ials- JJ i ·c us-
sion of F uel T ax P roblems- Oth er L egi lat ion-A im s a nd
Reco mm endat ions of th e Nat iona l As soc ia ti on-New Eng -
land's Plan fo r Mo re Airway s-\V.P.A. P r oj ec ts and Oth e1·
Activities in Vari ous States.
XV. N Ew T HINGS I N T HE Am . . . . . . . . . 24I
Progress in A ircraft Construction-De velop ments in D e ig n
-Awards for Contributing to the Art-Work of th e A ircraft
Manufacturers-Builders of Aircr aft Eng in es-Ma nufac tu r-
ers of Accessories-Desig n Drawings of P lan es and Eng ines.
AIRCRAFT SPECIFICATIO N S T AllLE 242
AIRCRAFT AND E NGINE DESIGNS . . 246-382

AVIATION CITHON OLOGY AN D l<ECOHD S 409
FLYING FACTS A N D FIGURES 433
AERONAUTICAL DIRECTORY 47S
THADE INDEX SOI
INDEX SIS
- - - - - - - - - - - - -- - - - - - - - - - - - - - - - - - - - - - ____.
ILLU STRATIONS
Th A ir or p at i\fa rch F ield . Fron ti spiece
P. GE PAGE
Aerial Photo Dou Ia
coma . . 176 H mbe r 6o
Boulder Dam o lph in 93
an Fra nci co B r idge Flvin B at 49
\\a hington, !\a v-v T r p d -Bomber 4-
Yell w to n Par · 170 !\ a\·)· F ig hter 2 '
ronca I e r \'a ti n 69
-3 lee1 er 14 II- I , 1-3
l" . . . . Tra n p rt . - 9, 9-t, 1 6 2 ~ o
Lo - wing . Ea tem \ ir Line · r6-1
Engi ne EII]- 1\ ad io taii n 22
ir T 1·affi c nt ro l 99 Fairch ild
irplane Lab ra to ry 21 : "24 '' .
m r ican A irl ine . . . . . I "4 _., .
nd re\ ·s, 1\Jaj 1· G neral F rank ((9 1'
r. Fie twing ea Bird
rn o ld. rigadie r enera l H n ry F ly ino- nte lopes
H. . -; · rap hs
Beechc raf ir Expre s y -~
C I7P . . . . . '\i1·plan e P r oduction 20

Bend ix T rophy \ \ .in n r · ng ine Production 21
B u inc · P la ne . Ex ports . 2~
I O\··t. 1\Jail Paym ent r-6

Bella nca Lig ht d _ irway- - 2-
F la h f4 ~Jail Rou te rs -
F reight r 39f P asseno-e r Traffic ISO
ky rockct 40 1 P s ta l D o ll ar . 1.:-7
B ein P r du ti n and Exports 24
B omb er Tra n po rt M iles Flown 1~4
Facto ry 26 Grumma n
Pu r u i 34, 87 A I Wil liam s' Gulf Hawk 293
S hool f erona ut ic 2 10 Amph ibi a n . 47
T ran port so, 173 . 18 r, 1 3 I· actory . 27
Br· \ n Race r 344 F ig hter I37
asey J ones choo l f - ero- · avy Fighter 79
nautics 20 Ham ilton tanclard P ropell er 394
Ches ter an d Race1· 2!8 " Hin denb u rg ." Zeppeli n . . 125, 19 1
Con lida te I J acobs E ng in es . 347, 348
Facto ry 399 Ke llett A u too-iro . . 350
F lee t 10 147 Ki ng, Rear Ad miral Ernest J. 76
PB -r Patro l 72 362 K inner Engi nes 349
P ursui t . . . 40 L a mbert
ontin ental Eng ine . 346 Monocoach 296
Cook , l~ ear A dmi ra l rthur B. 74 Monocou pe 202, 354
Cro sby Racer I92 E n g ine 353
Curtiss L ockheed
A ttac k T9 E lectra . . ;12, 52, 89, r63 , 172, 397
P ur suit 43 " 12" . . 302
cout Bomber . Ss I n strument Pan el . 405
S cout O bser vation 77, 389 Li ncoln Flying S choo l 214
Cu r tiss- \N ri ght L indbergh, C. A ., and P lane 220
Basic T ra iner 38 I Lycomin g Engine 355
Coupe . . 356 Ma ps
Cur t iss -·wright Techn ica l In sti- A ir Lines in U. S. r6o
tute 209 A irports in U. S. 224
Vll
- - -- - - - - - - - - - - - - - - -------
--~--- -
· _. - - - - - -
Vlll
ILL . TRATI N
PAGE PAGE
Pan American Airways 187 cout-B o m b r '-1
Martin, Glenn L. \ ultce
Bomber 45, 64 A ttack-1 mb er :'I
Flying B_?at. . 185, 189, 232, 3 o •· La dy Peace'' 141
Menasco Engmes · · · . 358, 3·9 Taylo r ub 20 ' 32{)
National Advisory Committee fo r Taylorcra ft 33'
Aeronautics Tri-. tate li ege 2 17
Eight-I·oot vVind Tunnel . 17 T. \. A.
Free-Spinning \"'ind Tunn el 44 ?lfosqui t Contr I I I
11 P la nes I 3
Smoke Tunnel . .
Neumann and Racer . 203 TWA
North American Aviati on Exp r e s 177
Advanced Trainer i'vf a intena ncc If"
ve r G rand a ny n 10
Bo mber I
22
Obse rvatio n 62, 403 Radi Co n tr I
Northrop Tom! in son 4 . 174
U nited A ir Lines 2
Attack 63
Dive Bomber 83 Club P lan e
Gamma 145 U. S . A rmy A ir Co r ps
Parks Air College 2 11 Blind F lyin g 71
Bo mbing of Mau na L a 1-
Pitcairn Autogiro 3 6
Porterfield Monoplane 357 Eaker a nd Kep ner 146
Pratt & Whitney E ng in es 361, 367 Gu nn er 66
Ha milto n Field 3-
Ranger Engine 371 6-
Read, Captain Albert C. 75 rvfa neu ve r s
Rensselaer Polytechnic In stitute 219 Pa rac hute Packing 108
Ryan School o f Aeronautics 212 Ra nd olph Fi eld . 38, 67
Sever sky U. S. Coast G ua rd 90
Planes 54 U.S. Navy
Pursuit 61 Ca rri er s 6
Trainer Car rier Deck 8
33
Sikorsky Formati on F ly ing 78
"Lex in gton" . 136
S-42A
S-42B and S-43 320 Pensacola A ir S tat1 on 39
Radi o In structi on 2
S-43 . 171 , 186, 240, 408
Spartan School of Aeronautics 213 "Range r" 36
Stearman "Sa ratoga" 135
Fighter 322 \lv'aco
Primary Trainers So B usi ness Plane . 196
Stearman-Hammond "Y" 324 Cab in 205
Stinson C-6 237
22 D-6 22 1
Factory
Reliant 195, 200, 326 Factory 23
Transport 328 Sport B iplane 339
Vought Warner Engine 373
Corsairs Westover, Major Gener al O scar 56
Fighter Whitman and Racer. 3 -8
\"' ind Tunn el Expenm ent 21 6
Observation
Scout Wright Engines 375, 383
41
DESIGN DRAWINGS
Airplanes
PAGE
Aeronca LB and LC
C-3 246 Beechcraft
K. 247 CI7L.
lLLC. TJ . TJ :\ . IX
PAGE PA GE
Cr7R --t9 29
•. r " . _-o
Bellanca 299
A irc r ui er tra 301
Fl h .. 300
Pa emake r F r ei ht r
nior Paccmak r Tran por 304
Hoeing at 30
Fighter ncan '\ ,·ia t io n
P P ur uit
ttack 307
09
306
oat 310
3I I
6 . utogiro 31-
314
313
3' -
316
~ r7
c ut -7
a m ber - 69
ea ull 275 31
hr ik . 277 319
u rti -Wr ig h t tea rman
Ad ,·anc d T ra iner 279 Ad ,·an T t·a in cr
B a ic Tra iner 2 1 N -I P rirn a r v Train et·
peedwing . - So tea r man-Ha ni m o n cl Y -r
T rainer . 27 tiu on
Dougla M o de l A T ra n s port
ay- lee per Tra ns por t ? R eli ant
DF Fl ing B at T ay lo r
Fa irchild ub 330
C- -F V o ug ht
"24" . or satr ] U -r 334
'45 " . . . - 143 Figh te r 333
"9 1 ' - mp hibi n V u ltee
Fleetwings ea Bi rd \ -I r A ttack- B o mber 337
G rumman \ -I !\ T ra n spo rt 335
JF-2 . - 92 T r ans po rt 336
avy co ut 291 \ !\Taco
ke ll ett K D- r 294 -6 342
Lambert D -6 341
Monoc ach 297 JIA-6 340
Mo n ocoupe 296 F-6 338
Mo no pr ep 295 S-6 343
Engines
PAGE PAGE
Ae r onca . 345 P r a tt & vVhitney 362-369
Ki nner 349-35 2 Ra nge r 370-371
Lambert . 353 vVa rn er . 372
Lycom ing . . 354 \ iV ri g ht 374-382
Men asco . . 356-359
OVER THE GRAND CAN YON
Passengers on some TWA planes flyin g its transcontinental route view on e of th e
most remarkable scenic wonders in the world. For nearl y 2 0 0 mil es th ey ge t a
birdseye view of this great , radiantly -colorful , mil e-deep jagged gash in t he su r-
face of the earth. The plane is a Wright Cy clone-powered Douglas tra nsport:.
H .~\ TE J\.. I
GROWTH OF AIR POWER
• 1 nificanc f cien ti fic e' I 1m nt in E urot e- 1a P r duction

f :\.lilitary ir raft I r ad-Im r rta nc f i' il
viati n a R \.ir Pow r.
A ·E. l'-.a m n fa miliar"itha rona ut ic a erteclthat the real

i!!nifican e of th A inu machi n lie · in " ·hat it prom ise t o be
in the n ar fut ure. T h ac uracy of that pin ion i in ev idence
toda_ . I t ex i t in th ni t c1 tate ''h i h i maki11"· . teady p rogre ·s
in pri ·at fl yinu and air t ran or at ion. at the ·am tim mainta ining
the n ucl u f a n ai r fore for nat iona l lef n . .] ut rn st sig ni fica nt
o{ all, a nd a ·it uation that clefi any r t of r stra int in describing it.
is t he breakn k race of a ll th e the r large nat ion· for milita ry suprem-
a y in th air.
The American people ha' e taken r al pri de in the succes with
which t h y have deve lop d the a irplane as a ' eh icle of peacef ul trans-
portation. T hey a lway have preferred t hat k ind of development as
com a red t o making the fly ing machine an instrument of \·v ar; and
there i no indication that the national thought has changed. O n the
ther hand, the p resent activity abroad is predominantly military ; and
it i growing ·o rapidly that it no longer can be ignored.
Great B ritain, F r ance, Germany, Italy, R ussia and Japan are going
into rna s p r duction of military aircraft and other air force equipment
a rap idly as faci lities permit. Their factories are operating clay and
n ight. I n the laborat ories and clra ftin g rooms their scientists and
technicians are working secretly but none-the-less feverishly on new
t hings designed fo r ae ri al warfare.
II
!2 AIR R. FT YE \ R B OY
Official U. S. Arm y ph oto

THE BOMBING OF MAUNA LOA
When Army Air Corps machines attacked the Hawaiian volcano an d sto pped the
Java flow menacing the city of Hilo . The explosion of one of the 2 0 bombs dropped
by the planes can be seen through the clouds of smoke and sulphur fumes.
GRO\\'TII F .\II I \\ Eh. 13
ti c. uch
a
by
ann
O n of the . ir orps' new bo m bers deYel o ped by Bo ing . Its officia l title
YB- 17. It ha f ou r r, oo h.p . v\ rig ht G Cyclo ne eno-ines. It w eig h s 16 ton s.
The p wers abroad are . pe nd ino· unto ld amo unts of money on re-
·ear ch a nd dev lopment : but the ar not waiting for th e n ew things
to be created. They a re builclin o· quantitie · of those machines a lready
avai lable, models which in every country are bas d on A merican air-
craf t operated in the Un ited States d uri ng the last tv\ o or three years.
The laborato ry work in pr ogress, ho'' ever, surely will result in
m uch ori;::,·inaJ ity o f desig n and co nstru ction. T here lies the only pos-
ible 111.enace t~ Ameri can lead r shi p. T he only r eason that Europe
lack ai craft as effici ent and enduring as A meri can machines is that
other nations in the past have not carried on as much steady engi neer-
14 AIRCRAFT RB K
ing development a nd technical re ea rch as ha th e · ·nit d tate. 111c

the \i\ orld \ i\la r. E urope and Japan let r e ea rch Jar until th y sa w
war clouds tumbling ve rh ead. T hey now are ma kin cr u p fo r I
and whether they eventu a ll y pro luce th e I e ·t a ircraft d pend n th
future r esea rch and de velopm ent eff rt in th · nit I ·tate, . Tha t
is a m o t importa nt form of a ir p we r 1n war o r pea e .
The following chapters criv in I tail a n · t im ate
tive combat strenoth a nd con li ti n un de r whi ch a ir f r
established, th e pre ent tatus of \m e ri an av iat i n
on a desc ripti on of th e mo re important b ra nche
Ther e is more civil flying in th · ni ted tate. tha n in all oth er coun-
tri es combined. Ame ri ca n. use 111 re 1 la nes in p ri vat fl ying and air
transportati on than th ey have in th eir a ir force- . ·· · n Ie r 1 r e. n t con-
diti ons, thi s i. encourag ing in' iew f the fact that p r er r in p ri at e
flyin g, air tran spo rtati on, a progr es. ive ma nu fact u r ing ind u tr ·, a nd
sufficient r aw mate rial s, com bined with co nstant rc ear h a nd inven-
ti on, f orm th e rese rv e air power that a na t i n n eel s a a vi ta l part oi
its in sura nce f or lasting peace.
The discussion of for eig n a ir fo rce prog ra m in "ha J te r III. par-
ticularl y the es tim ates of th e numb er o f combat airp lan now po. -
sessed by th e oth e r power ·, neces:a ril y i bas d on un o ffic ia l rep rts .
The figures rnay be surpri sing, eve n to th ose fam iliar with aviati on.
To the layma n th ey may appea r exagge rat ed. B ut t ma ny xp r t
observers wh o vi ited th ese co untri es in 1936, th ·timates \vill ap-
pear too conservative.
A NEW NAVY VOUGHT SCOUT BOMBER

The SB2U-1, powered by a Pratt & Whitney Twin Wasp Junior, was built by tlJe
Chance Vought division of United Aircraft at East Hartford, Conn.
APTEI'- II
A V I ATION IN TH E UNITED STATES
A11 up ri r ity in ircraft P rf rmance Threate ned b) Re-

\broad- • ffici enc · f \rmy and N a y Air
r ·e -Re ord Export aJ -Th Indu try uppo rt
dm ini tra ti on' )Jeutrality Pol ic 1-Increa eel a le of
ommercia l Pl a n - r wth of ir L ine T raffic-
Increa e in Pi l t and P lane - r\cti itie of
chapt r i ,, ritten a rl y in :t 7 the n it d tates i · mak-

ub ta ntial 1 r u r · 111 many branch of av iation; but in
r -p ct it i n t a rap i I a that being made by other
pm r t r n m f r b th com mercial a nd mi li ta ry UJ rernac in the a ir.
ltho uo-h durino- th e Ia t L m nth ·, a hown in hapter III , the
united tates has d r pp d fr om fif th t ixth place a mong the e en
air p wer of th e w rld in number · o f c mbat plane available fo r an
emer en y ; t hat alan would n ot be s importa nt except f or th e
inten e re earch a nd d velopment work wh ich t he othe r · a re unde rtak-
ing a part f the.i r air fo rce p rogram · .
I ts ge o-raphi cal po ition a nd a inc re de ire to stay out of all in-
ternational quar rels in E urope a nd As ia comb ine t o keep the U nited
tate fre fro m t he u rge to build up the wo rld's largest fighting ma-
chine. Neve rtheless, th e foreig n activity now threatens to reduce by
progres ive ·tages the p resent . merican superiority in the per form-
ance of aircraft. Many a uthoriti es are co nv inced that the U nited States
is n o t spending enoug h mon ey on f undamental r esearch.
A ll the E uropean power s are devoting incr easingly large amounts
of rnoney to aeronau tical research a nd experiment. In certain phases of
their programs- such as the developm ent of faster military and com-
mercial plan es, huge lan d transpo rts, giant bombers and ocean flying
?ats, more powerf ul engines and machinery fo r mass production of
aircraft-the f unds m ade available for advanced technical knowledge
15
r6 IR h. F T Y [ A h. R
are p racti ca ll y unlimit d . T hu \\·hi! t il . u pe r io rity of . \ mer i a n

equi pment i: unqu st i ned a t 1 r se nt, it i:- b ·ing chal!c.' IWL'd hy the ·ien-
ti fi e effo rts o f th e oth er p O \\. ·rs.
A yea r ao· qu a lifi ed ob. en ·e rs r po rt ed that t · ·lmica ll y th ' l' ni tecl
tates was 18 month a head o f Europe, but t h ;~t this lc::HI \\·a. unl ~· ha l f
of wh at it had b ·en in form · r yea r . . At t he IJ e_;inn ing o i l <.JJ / the: L' nit -
ecl ' tates . till holds that t chni ca l lcacl . despite ma ny report.· to the co n-
tra ry . T he scienti fi c prog ra m a iJro::t cl ha \·c he n p r Kc ·din s- mo re
slowl y th a n was th owrht po. : iiJ I ·. The lag ha. IJce n ca u:cd. not by lack
WHILE THE PASSENGERS SLEEP

Am erican Airlines pilots on a sleeper plane using their Western Electric radio tele-
phon e to maintain contact with the surface.
of resources, but by lack of a sufficient number of t echnician s tra in ed

in advanced aeronautical research. On the other hand, th ey are being
trained with surprising rapidity and thoroughness; and there is little
doubt in the minds of informed persons that E urope in th e near future
will show the world some surpri sing results of thi s effort along scien-
tific lines.
As a matter of fact, many foreign missions visited the United
States during 1936, as they had in the past, to learn all that they could
\ I TIO - IN THE ITE D T . TE 17
t ti m in ma ny years the vi i-
augmented
The :\ tiona ! _ d\·i ory Co mmittee fo r er na utics' eig ht- fo ot high speed
tunnel a Langley Field is the laraest in t he world. It sim ulate conditi ons
fo r testing pla.nes up to " o m .p.h.
by the invaluable v,;ork of the Nati ona l '\dvi ory Committee for Aero-
nautics. T he Commi ttee ha carried on to the extent of fund s appro-
pr iated by Congress ; and a large part of its labor s has been devoted
to improvement of military equipment.
Constant research and development are absolutely essential in
av iation, because the science of aerodynamics is r elatively new. To
make progress the ae ronautical engineer first must know how to de-
sign a better machine, and secondly he must know in advance how
the completed machine will perform. Experimentation and engineer-
ing research have brought abo ut the steady improvements in air-
craft. Actually, the aircraft manufacturers for years have spent
on development work more money than the Government. In that
18 AIR R \ F~r .E R B
sense th e a ircraft indu try ha · bee n . ub th , '" r111n nt,

despite th e im po rta nt contributi on of th e 0 111-
mittee for Ae ronautics.
The funds app rop ri ated f r the ommitt e' act i\·iti . ha e n '" -
been extensive. For th e fi cal y a r 193 7 they tota l only ' -. :- -1--t-: -o.
of which $r,367,000 is ea rm a rk d fo r con t ru ti n of a new win d tun -
nel and the length enin cr of th . ap la ne tan k at th e ·omm itte '. lab -
ratori es at Langley F ie! I, \ a. It i. a v ry mall a1 pr 1 r iat ion inc! d.
,,v hen compared to the la rge um a n I oth er fac ili t ic plac d at the eli -
posal of foreign research orga ni zati n . T h n ed [ r a br ad nin ~r
of the N ational A dvi so ry ·omm ittee's duti es to incl u de all form 01
NORTH AMERICAN'S BOM BER

Built by North American Av iati on f o r the 1937 A ir Co r ps com pet1t10n, it
is powered by two twin-row Wasp eng in es, a nd is know n as the "Dragon."
research, taking in the specific needs of civil aviation, is more appa rent
because of the increasing speed and size of flyin g machines. The hu ge
planes which have been projected both in the U nited States a nd abroad
have cast up entirely new problems which await soluti on before the per-
formance of such craft can be assured.
That raises the question of whether other air power s vvi ll be th e
first to produce long range aircraft, both transports and bombers, la rg -
er than anything in the air at present. With that in mind the Engineers
Committee of the Aeronautical Chamber of Commerce of A merica late
in 1936 recommended that Congress provide approximately a half mil-
\I TIO. I - THE - ITED T .' TES
lion dolla r in additi onal appr pria i n wh i h would permit the

--ational . dv i or · om mitt e fo r . r nauti to carry on this impor-
rk
CURTISS TWIN-EN GINE ATTACK PLANE

Model Y1A - 18, a n a ll metal , m id -w ing monoplane for long range fl ying and low
a ltitude ra iding of enem y lines. It is powered by \¥right G Cy clone engines.
~936 reported that while it migh t be tr ue, as stated, that no foreign air
t or ce t hen as capabl e of carrying on a successful raid against the
U nited tates, ther e can be no such assurance for the future. The
p rospect of tra nsocean fl ying cra f t carrying la rge numbers of persons,
b m ing planes bearing tons of explosives and capable of fly ing the
oceans non-s t p and whole fl ets of small, fas t fighting machines which
also can cross oceans a r e n o longer the drea ms of enthusiasts and
20 AIR CR. I~ T YEAR B
visionaries, the expe rts ass rt. Th e) kn ow th at the t chn i a! knowled cre
already present in a vari ety of lifferent f rm . on will make th
United S tates as vuln erab le as any ther c un t ry in th world.
Americans returning from abroad a re conv inc cl that th nati na l
thought as to safety from inva ion mu t chan cre; an that wh th er
the people of the · nited tates like it or not, th y rnu t take ar ,
that foreign nati ons do not urpas th · m in th cl ev I pm nt of air
power.
Military Commercidl
600
400,000 400
200,000 200
Year '30 '31 '32 '33 '34 '35 '36 '30 '31 '32 '33 '34 '35 '36 Year
AIRPLANE PRODUCTION IN THE UNITED STATES
The air forces of the United States have been making a fair de-
gree of progress within the limitations established by Congress. Much
of the present development work cannot be described because it is a
military secret. Published reports by responsible officials, however,
show the trend toward increasing efficiency of both the Army and the
Navy air arms.
A year ago the Army Air Corps had in active service about r ,roo
socalled combat planes, but only 300 of that number were actually fit
for war duty. The rest were obsolete. The present procurement pro-
gram provides for approximately soo new combat planes a year; and
the!?e h?.v~ be~p ~ntering service at an increasingly rapid rate. At pres-
A IATION I THE -NITED T TES 21
ent 1t 1 believed . the _ ir orp ha ab ut r oo combat planes in

er vice at lea t halE o f that numb r u eh l in acti n a(J'ai n t a fi r t class
power.
The
' ill have been order d dl rin (T
M ilita ry C ommerc ial

DollarVolume 40,000
Units Produced -- - - + - - - - - -- - - - - t
400
200,000 200
Yea r '30 '3 1 '32 '3 3 '34 35 '36 '30 '31 '3 2 '33 '34 ' 35 '36 Year
AIRPLANE E 1 GI E PRODUCTIO - IN THE UNITED STATES
an hou r are enter ing service. B ut the A ir Corps actually has only 6o
per cent of the planes '\;vhich th e General Staff of the A rmy considers
necessary for ad equate peacetime strength. It has only half the num-
ber of fficers and men believed r equ isite t o an efficient corps main-
tained at fu ll peacetime strength. The A ir Corps agr ees with the Gen-
er~1 Staff in its belief that 8oo new planes a year a re required to main-
tam the service in a state that vvill permit efficient expansion in an
emergency. That number , t he officials assert, will give the A ir Corps
at all times a total strength of 2,5 00 machines.
22 AIR 'R A :I?T YF \ R :I 0 r-
A yea r ago th e N avy B ureau [ :\ ronaut ic: had 111 a tivc :- rv1ce
about 8oo combat a ir plane ·, with -1-- mac hin on ord r . :-\llo\\'i nrr
for replacements th e N avy 11 0 \\. ha . alJ ut 1 ,ooo c ml at plane . Th t:
program r equires a total o f I , 1 111achines of a ll typ ·s by !9-1--· f
that number, which al. includ . trainin g and tran s p rt plan the
N avy will have on hand a l out 1.70 by th en I of thi s year . \\" hen it
present p rog ram is com1 letecl the 0:avy wil l ha v' a total of -;o combat
sq uadrons attached to th e l~ l et 39 1uadron beinrr on shi] 2 - ba eel
A TEST FOR SAFETY'S SAKE

The Stinson company at Wayne, Mich . puts one of th e w in gs of its Model A
transport under tons of dead weight as a strength test o f d esign a n d con stru ction.
with tenders and nine attached to the Fl eet Marine Force.

Both branches of the service have been devoting considerabl e a tten-
tion to training of pilots and other personnel for aviation duty . M uch
progress has been made in blind flying. Hundreds of cadets have quali-
fied as pilots during the last I2 months. As the chapters on the A rmy
Air Corps and the Navy air forces will show, these services are not
lagging behind either in efficiency or the scope of th eir training
programs.
There is another branch of American aviation which eventually
must be influenced by the research and development programs abroad.
. \ ·r \ TJ - I~1 THE ?\ ITE T.TE
That i fine
BUILD! G COMMERCIAL AIRPLANES

The econd ass mbl r line at the Waco Aircraft Company's plant, Troy, 0 .
as compared to . s,o69,8 Io in I 93-. Parach utes and parts increased

from I 3,- 0I in 1935 to $29 , "5 in 1936.
~ otwithstanding the great demand for A meri can planes in Europe,
the increa.se in fo r eign trade co uld not be traced to that quarter of the
globe; quite the contrary. There was no apprec iable change in the trade
with E uropean nations, e..---::cepting R ussia and the Netherlands; and
~here in both ases exports dropped of£ to about a fourth of those dur-
mo- 1935 . The increased exports in gener al went to South America
and th e mainland of Asia .
D uring the last year A meri can manu facturers r epeatedly rejected
24 AIRCL FT l. E. R B
business with th e warrincr facti n in pain , 1 ur uin 6 a p

to that which had prevailed d urin o- the Itali an conqu es t , · thi pia.
That policy was ex pres. eel by Leio-hton \\ . R g rs, pr - icle nt
Aeronautical "hambcr o f ·omm erc f men ca, r pr · nt in o- th e in-
dustry, when in January, 1937 he tat d :
"American aircraft ma nufactu rer- a r opcra tin 6 wi th th G v-
ernment one hundred perce nt in · ing that th ir 1 r duct · are not · x-
Commercial -
Military D
Exports f!W1 I
1935
334
772
1934 437
490
591
466 COMMERCIAL AND MILITAR"\! AIRPLANE
396 PRODUCTION IN THE UNITED STATES ,
549 COMPARED WITH EXPORT OF AIRPLANES
593
280
1931
1930
321
ported abroad contrary to the spirit of neutrality exp re ssed by th e

present law and the policy of the administration . Our manufacturers
have had repeated opportunities to make huge profits selli ng their
products to foreign interests cleal in o- with the Spani sh facti ons, and in
b b .
every case they have decline'c! to engage in this kind o f u sm ess. It
should be borne in mind, of course, that the A merican manufacturers
IATIO IN THE ITED T ATE
0 Parts
S6,35S,84[
AERONAUTICAL EXPORTS FROM THE UNITED STATES
have no way of controlling resale of their products on the part of

private owner s. T hey -vvill continue, however , to cooperate with the
overnment to th e limit o f thei r ability in mainta ining th e spirit of
Am r ican neutra lity p olicy."
IR R FT . \R
Europea n ,•o,·c nl -
of th ir air raf to
n o ca. 10 11 .
of th '·a,·
another
to imp r mT
ry ·s he:-,t pe riod
1 ar . t tall cl
This is the engin eerin g depa rt ment of t he B oeing Ai rcraft Company. cat tle. W as h. ,
w hi ch em ploys an av erage o f a h un d red aeron autical en ginee rs .
$76,8o5,000. I t represented a n increase of 85 pe r cent ove r t h 193 5

total of $4 1,545,000.
The 1936 sales volume of $ 76,8o5,ooo wa 96.9 pe r ce nt o f th e
production value of planes, eng ines a nd par ts am ounting to 79 ,224,-
ooo manuf actured during the peak yea r of 1929. As more than r o
per cent of the 19 29 production was carried ove r a s in ventory, 1936
was the industry's banner yea r in point of a ctual sales deliveries .
Deliveries of commercial aircraft f or tl1 e f u ll calen dar year 1936
totalled 1,528 units valued at $ 12, 535 ,526, a s com pa red t o 1,046 un its,
valued at $g,66g,814, in 1935-an increase of 29 per cent ove r t h e
1935 value.
Private flying showed a very substanti a l g r owth in 1936 . Of the
VI \ T I - I - THh NITED .... T T E -7
tota l of r .-- c mm rcial ai rcraft d live · d Ia t year, 1,356 machi nes
, a compared to 914 of the ame
o f multi- n ine land plane and amphibia n in the air

ompa red t n - in 193 -. Of the 1936
" r. -P w red liYer d d urin o- th la t qua rte r, indicat-
rd r placed for air lin qui pm nt were ju t begin -
embly line late in th year, and -h ull conti nue, there-
mi litary air raft f r J t ta ll d I ,0- 4 mach in
I J IDE AN AIRPLANE PLANT

Assembly of _Javy in "le -seat fig ht ers at the facto ry o f th e Grumman Aircra ft
E ngin eer ing Corporatio n , Fa rmingdale, Lon•> I sland , N . Y.
v lued at $26,898,916, compared to 3-H· planes, valued at $8,876,303

111193--
Dehver ies of commercial aircraft engines in 1936 totalled 2,527
units valued a t $7,946,0 15 as compared to r ,8S6 engines, valued at
$ ,397,751, in 1935-an in crease o f 24 per cent over 1935 values.
Deliveri es of military aircraft engines in 1936 totalled 1,794
val ued at $14,619.45.., as compared to 894, valued at $5,906,358, in
1 93 5·
AU ai rcraft and aircraft eng·ine deliveries from American manu-

facturers t otalled $61,999,910, ~with spare parts adding $14,804,908
IR I FT . EAR B
wa tcr.
f mai l
SUNSET ABOVE THE CLO DS

Below th e clouds it was as black as night , b ut passen<Ye rs on th is nHed Air Lines
plane saw th eir silver lining on th e way into Cle ·eland.
G rowth of traffic on the lines is shown by th fo llow in tab le :

1934 I935 1936
Passengers ......... . 537,637 908,! 5 I,I46, 138
Express, pounds, . ... . 2,946,460 6,162,056 8 ,340,408
l\·fail, pounds, ....... . 7,155,281 13,538,952 17,737,097
The amazing increase in air mail pound age r eflect s t h e g rovvmg
popularity of the service among business houses.
The chapter on air lines of the Un ited States describes in detail
the improvements made during the y ear. The Pacific vvas de finitely
\ V I \ T ION I N T H E NITED T AT ES
rrula r pa senger, mail

a t a nd ManjJa . T he erv-
lines
AI R TRANSPORTS GRmV LARGER

There are 2I passengers on th is Cy cJ one-powered Douglas DC-3 transport, one of
t be America n Airlin es flee t.
gers by day or 20 per ons in berths at night. They were conducting

extensive tests seeking a p ractical means o f traversing the continent
in t he sub-stra tosp her e, above all bad weath er.
The U nite d States now has 2,342 airports and landing fields, 705
o_f t hem either partially or f ull y lighted. :Many of these airports are
either new or imp r oved throuo·h t he efforts of the \?I,Torks Prog ress
A dmini tration which has ca rried on an effective airport development
IR "1: \ F1 "YE R B K
with th e ass ista nce of the B ur a u o f \ir 0 111111 r .. ,. r-wate r flyin o-

is gaining in popularity becau c of th e 111 v m nt t e tabli . h marin e
air termin a ls in a ll waterfront cit i . .
Fo rty-fiv e cliff r nt m cl I f 1 ri vate fl y ing machin e. ar now o n
the ma rket, an I one can bu y a pla n p rec isely a. h would h uY a mot r
car. T he p ri ces rano·e fr om ab ut $1,30 q to $ r o . o and en·n
more. ne ·an pay a h r bu) n th in tall m nt plan.
T he num ber f licensed p il t ha in r <LC I duri ng th last 1 _
m onth., th e 1 rc cnt 15,9 52 p ilot · with !icc ns ·. om par ing \\·ith 1-J..-
Sos a yea r ag . T here a l. ha · h en a sli g ht inc rea: in the numb -r o f
licensed p la ne , 7,42 ~ a s cum] a rcd to 7,37r a y a r ago . That lo ,,- in -
A PRIVATE OWNER BEECHCRAFT

It is powered by a Wri ght Whirlwind en gine.
crease indica tes th at nearly all th e machin es sold in ' 93fi we re to ~- c

place obsolete equipment.
Training for commercial aviation, whether as a p ilot or a mechan ic.
is largely in the hands of private organization s of whi ch th ere a re
nearly sao in the United States, in contrast t o the very small numbe r
of private schools abroad .w!1ere stude ~ts are take_n in h ~nd by official
agencies and given the trammg for whtch the of-fietals b el1 eve each stu-
dent is adapted.
Among the Federa l departments ~ctively _conc: rned with avia tion
is the Coast Guard. Its valuable work ts descnbedm a chapter devoted
to that purpose. The a:riation activities of the Coast Guard we re in-
creased so per cent dunng the fiscal year 1936. It needs 76 airplanes
\YI \11 0 ~ L T THE -K ITED TAT E. 31
ometime thi year it wi ll

a t o why one of the
n ,,·hich
e i not
r~ me rican
'hamber of
cia ri n. ~ -;:ttional .~\ e ro na u t ic

ffi ial and the
~ EW FAIR HILD -4
It i powered by a R ange r eng ine.
Another national oro·a nization kee n!) int re ted in a' iati on is Th e
Am erican Leo-ion, which, throug h it A eronautics Comm ission, has
con istently advocated the de' Jopment of avia ti on a a third a rm of
the nati nal def ense. In 1936 th Legions \eronautics Commi ssion
advocated t hese policies :
I. A n increa e in 1'\a tional Guar d aviation fac ilities fr om t he pres-
ent 19 State to include all S tates and territori es . A n increase in the
flying ac 'vitie of the Army A ir Reserve, N avy A ir R ese rve and t he
U . S . Coast Gua rd .
::?. E liminat ion or revision downward of State aviation gasoli ne
tax e in tho e S tates wh er e a ref und, all or in part, is not now allowed.
3 · E liminat ion of all pole lines adjacent to airpor ts.
\IRCR FT YEAR J K
The . .merican f i\ l echa ni ca l L ng ine r . thro ug h it ae ro -

nautic ecti ons, held eve ral av iat i n ng in c rin g meet ings d uring
th e yea r. Acti v itie. of the N ationa l A soc iati n of ·ta te .:-\ \'ia t io n
O fficials are desc rib ed in th e chapte r n tat aY iati 11. The w rk
of th e othe r o rgan izati on lurin 7 1936 i urn ma r ize I here.
Aeronautical Chamber of Comm erce of Am erica
As the trade assoc iat i n f r th e a ircra ft rn an uf a turing indu t r y
the C hamb er rep res nted th a r up o piniun a nd · fTo rt o f th var i u
compa ni es in matters rela t 1 to their ma rk t at hom e and abr ·tel.
T hroug h its eng in ee rs comm ittee the C ha mb er s cu r d an ag ree ment
u pon des ired change in l· edera l a in,·o r thin c. requirem ent to be
work ed out in conf erence with th e B urea u o r 1\ i r C m m ercc , an c:w ree-
m ent on th e in d ustry's vie ws rega rd ing inc r ·a ·e d faciliti ·s requi r I
by th e B urea u, an 1 furt her , a prog ra m o f funcl a m · nta l re earch t be
WHAT A PILOT LOOKS AT

The instrument panel of a Lockheed Electra.
recommended to th e National Advisory Committee for Aerona utics

in order to assure continued progress in dev elopm ent during th e next
few years. The Chamber made available to educational institutions
and other organizations a fund of factual m a te rial on pri vate fl ying .
It cooperated with the Bureau of Air Commerce and the \t\Torks Prog-
ress Administration in the airports development program. Through
its marine air terminals committee, it interested many waterfront com-
YI TIO I T HE ·-NITED T'\T E S 33
,. r -wat r flyin (J' faci litie in t ho e

Control Board in the
Air Transport Association of Ame.rica

The i · T ran port .~\ cia ion of America ''"a e-tabli hed in
rg36 to c o ·d inate t h (J" ·oup a ri,·iti f the air line o f the U nited
A E \'E R K Y BA IC TRAI ER
O ne o f Lhe fa t training ships designed for t he Air Corps.
tates. I t r epre ented the line before ongressional committees and

other offici al bodie . Among oth r activities the Association re-
por ted the i suance and acceptance of universal scrip, coordination
of everalline in operating airway traffic control, later taken over by
the Bu reau of . ir Commerce, e.'Cchange of data on maintenance and
~oop eration of th e lines with Government approved schools for train-
mg mechani s.
Institute of the A eronautical Sciences

. The Institute of the Aeronautical Sciences conferred many honors
m 1 93 · T h ose elected Honorary Fellows of the Institute for contri-
34 AIR R \ I r YE R B K
buti ons t o the of ~ anta \lonica.

Cali f., Ge nera l race , o [ Italy; D r. l lugo h :l·ct cr . oi ( ;cr-
ma ny; P rofesso r \l b r t ·aqu t, o f Fran-c : a nd l 'roft:s. •r 1:.\1 ' h ·ill
J ones, of E ng la nd. :Ha rry :f. ;ug •e nheim was ·I ·cl ·d an J l o nora ry
l\IIem be r fo r hi . a id to aer na utica l cdu a ti on . T h ' . ·y h·anus :\l hcri"
R eed Awa rd was pre entcd to P rof · · r E . ·. T ay lo r , uf th' \[a - ~a
chu ett I nsti t ute o [ T echn ology, for d · vc lo pm ·nt a n I pra ·tical appli -
cati on of t he dynami c vibrat io n a l o r bcr f r a ir ra ft •ng in cs . Th '
Law r ence ' perry \ wa rd, c ·tab li : hcd lJy th ' bro th ers a tHI ·istn o i
Law rence B . Spe rry, was g ive n to \ V. ·. J.:.oc kd ·ll c r , f th e ·a li for-
TAILS UP BUT H E WI NS
An Air Corps pilot noses over as he ta xis his W asp-p owe red Boeing pursuit to th e
line during maneuvers at Miami , Fla. , b ut n o da m age resul ts.
nia Institute o f T echnology, f or the applicati on of aero dy nam ics a nd

m eteorology in determining the optimum flight pa th in air tra nspo rt
operation. A t a dinner whi ch the Institute gave in hi s h onor D r.
George 'vV. L ewi s, directo r of r esear ch of the Nationa l Adv iso ry
Committee fo r Ae ron auti cs, was presented w ith th e Dani el G uggen -
heim M edal. The In stitute r eported tha t the \ iVo rk s P rog ress A dmin-
istration had prepared f or it an ae r ona utical index whi ch conta in s
\ 'L \ T I< :\ 1. · TI-Il:. ' :\ IT·D "L \ T E
400 .000c a ificd card ~ . Th In ti aJ a nn un ed a ' \\.rio-ht

Br her - Lcctur .. an nually on l e mb r r - . c mmemoratin the
mwn ion o( the a ir plan I y )n ·illc an I \ \'i lb u1: \\' ri r.rht.
Manufactu.rers Aircraft Association

. th iati n entered
I : en in a A ree-
Officia l . Arm y Ph oto

A REAT FLEET F BOMBER
Thirty-fh·e yclon -powered M a rtin bombers a ~d a J?ou(T las am phi bian in the
Air o r p~ lin e-u p at H am ilt on F zeld.
operation of th e ag- re me nt to <.bte. Be au e {ewer than one- ix th o f

such patent have~ expi re 1. members f the \ ss ·iation at pr ese nt
have full man u f acturi ng r ig ht unde r 73 pat nts. inc lu ding many
ha ic inventi on >Yh ich ti ll ;n in effe t. n Janua ry I. 1937, the
As ociati n repo rted th at a total f 34-7 6 airplanes man u factured
ince July, 1917, have be n licen eel t u e the inv ntions covered by
all th ab ve paten ts .
The A sociati on a lso mainta in a Patent R esearch D ivision and
lib ar_ f or he use of its mem er . and publishes a dio·est of all cur-
rent Amer ican and B riti sh air plane paten t , including abstracts of the
patent pecification and official drawings . T he research library of
the -- s ociati on , which includ es copies of Ain erican and foreign air-
plan patents, a s well as books an d oth er publi cati ons, is considered
\I RCR FI YE \R B K
one of th e mo t comr rehen IV n the ncrm nn g and CI ntifi a -

pects of av iation.
National Aeron a utic Associ ation
oc ia ti n in r a~ e d it: member. hip.
n · d a .- th Ame ri -
rt ed
Society of Automotiv e Engineers

I n October, I9Jn, th ·- oc iety o f utomoti ve Eng ineer. pon. red
a t Los A ngeles its fi rst na ti ona l a ircraft pr nd u ti o11 meetin g. I: eca 1. e
o f the inten e inte rest created , a ~ imil a r thre -cia_,. me tin g . \\"ill b
held in Los A nge les, 0 t her 7-9, 193 7. Duri ng 1 ,/>. 1\~ pa p r. up n
ae rona uti ca l . ubj ects were I rese nted 1 cffJ rc 3< c~ . i( ns o f 1ational
a nd local meetin crs of the ociety. A number o ( a ir raft and a ircraft
eng ine r esearch a nd standardizati on pro jects we re co ntinu ed . tand -
ards on aircraft eng in e shaft end s and p ropell er hu b wer e r e\· i eel as
were other s appli cable to use in th e av iat ion in d u try.
Official Photo U . S. Navy

AIRCRAFT CARRIER "RANGER"
I-L PTER III
AIR POWERS OF THE WORLD
E t imated Coml at . .iq lane __-tr n ,. n Po wers-T he

rit i, h Empir Pro ra m- ev lo in France- erman · 's
,· tr n ~th an I \\' a kn -Italy ' Huge
.\ ir l\b hine-Japa n ·
T
I-IJ~ f lie\\ i11g- tabl 1 r , ent ~ th · es t imate I mbat airp la ne
·tren th of the \ en a ir 1 "·er a · th i i written ea rly in 1937.
lt i n ly an . timate. It uld n t b ot hen\ i e. beca u e of
the official crec 1 whi h n w I ak thi im1 rtan t ai r f r e de elop -
me nt thr ug-h ut the wo rl d . Th fi"·ur · a r ba ed n all t hat ha co m
t light duri n(T the Ia. t year, b th ffici·~ l and un official. Here the term
c mba t ai r plan - inclu de a ll arm cl 1 Ja ne -pur uit-fi o·hter , attack.
Ii~ht an d heavy bomb ·rs . a r111 cd co ut a nd observation. armed patrol
an d ra 11 por t plan . mac hin e· in acti' e en .ice, rese r es and secondary
re rve .
E ti mat ~ fo r January 19.:> 5 and 1936 are hO\~ n for p urp oses of
com a ri s n.
Estimated Combat Airplane Strength
J anuar) J anu ary January
193 5 1936 1 937
B r iti h Emr ire 0 2,8oo
••• • •• 0 •••• 3,6oo 4,000
France •• ••• ••• 3,6oo
• •• •• 0 •• • •• 3.400 3,6oo
Ru s1a • • 0 ••• 0 ••3,000 • •• ••••••• 3,300 3.400
Italy .. . .. . . . ...... .. . . .. . 2, 300 2,8oo - 3,200
e rmany ... . . . .. ... .. . ... 6oo 1,6oo 3,000
Uni t ed States . . ...... . . . . . 2,060 1,900 2,200
J ap an • 0 ••• •• • 1,8so
••••• •• •••• • 1,8oo 2,000
W hi le these fig ures show very lig ht increa ses during the last 12
montl1s, they d o not represent all the machines built in that period.
37
AIR .RAFT . E R B
In ever y country hun d r I o f new plan ok t h place of mach i11c t o

old fo r a ny kin d of er vice. D uri ncr 1936 e' er y a ir f r li ca rd d in -
creasing ly large num ber of ol !etc plan e an I ng inc :;. . In Franc ,
Italy, Ge rm any, R u sia a nd Japan , th e n umber f co m k1t plane de-
Offi cbl U. S. Arm y phot o

ARM Y AIR CORPS CADETS
Future officer-pilots stand retreat form a tion a t the end of th e day as th e flag 1s
taken down at th e Air Corps training center, R a ndolph Field , T ex as.
strayed through crashes increased prog ressively as novi ce pil ot s we re

supplied with the higher-powered machines for training. W ith that
in mind the present status of th e air force prog ram s, country by COut1-
try, is of interest.
AIR P \Y E R T H E \\- RLD ""9
The Britis h Em pire P r ogra m
OYer nment is
a rati on offici al
hat l1 d ia. t h
OEfl cia l Photo -_ S. -avy

_ EW I ILOT FOR THE NAVY
They are lined up at t he Capta.in ' inspection , a feat u re of t ra ining at t he P ensa-
cola aval Air ta ion.
e time in r ecen mo nt hs . no w conte mplates six different kinds of

actiVJty . a fo llow :
L Bombe r yu ad ro n , equ i1 peel f o r long ra nge operati ons.
2. Increa e in om bat sq uad ron to ser e "'i th the Fleet.
3- E -pan ion of t he H ome D efe nse, including fast pu rsuit sq uad-
r?'lS, a balloon ba r r age ove r each important center an d surface protec-
tl. again t air atta ck.
4- torage in the U ni ted K ingdom of reserve s uppl ies including
;::, saline.
40 AIRCRAFT Yl· \ R B
s. Development o f a ircra ft manufactu r ing fa iliti nama pr -

duction basis in the nited Kin gd m, a nada and .·\ u ·tralia.
6. Increase of tr a in ed a ir f rce 1 r nn ·I thr oug h ut the empire.
British air f rces poss · eel 3,6oo c mba t plane in J an ua ry, I 3 ).

During th e la st L2 111 nth th e number ha 111 r a d t a t ta l f
4,000. The H ome Defe n f rce n w have 1.4 c ml at 1lan n
active service with ap1 rox irnate ly . The . · avy till
has about sao machine , includin re e r e . Th · R yal .~-\ir F or e
units stationed outsid e th e U nit d I ingd m ha,· · c mba t plan e ,
including reserves. Th air fo rce. in Ind ia and th e domini n ha' e a
tota l o f sao plan es, inclu lin o· r ·scrv ·s .
The R oya l :\ir F orce now ha: a h()ul o : q1 Iadron s . a nd i h Jrt
Offi cial U. S . Army Photo

A HIGH ALTITUDE P URSUIT PL A!\E
The two-place Consolidated P-30 , Air Corps fi ghter powered b y a Cu rtiss Co n-
qu ero r supercha rged engin .
42 squadrons of the number which the A ir M ini t ry planned to have

available by March I, I937· Efforts are being made to organize and
equip 23 more squadrons by July I, I93 7·
The total air force personnel in the B ri tish Empire is appr oxim-
ately 52,000, with 4,500 pilots either in active service or quali fi ed for
such duties. About 2 , 500 student pilots have been accepted fo r a ir
force training within the last I 5 month s, and other s will be take n into
service as quickly as facilities are provided , mean ing school , instr uc-
tors and training equipment. Eleven a ir force flight training schools
are now filled to capacity.
Great ~ritain's aircraft indu~try has been badly disorganized by
the expanswn program. The pnvate manu fac turers were preparing
AIR P \\ ER OF T IE \ i\ ORlD 41
to a ke q uan ity rd r freedo m in

de vel pin n "- a nd mo re m d rn d i211 when the 10 ·ernment
epped in an d placed quant ity rodu tion ord r- wi th all the 12 plane
a n fo ur no-ine c m pa ni . on th e app o'e li t
ix teen th r ai rcraft c nc rn not on the a1 proved li t were try-
ina t o- t bu ine - wh en in 19 the \'ernm nt anno unced it
.- ha d w plan, f .- a ircraft and -no- ine prod uction a _cheme "·hereby
eve ral pla nt · w ul I be tabl i hed [ r the I purpo e of p rod ucing
in hu o- tuant tt t e tui pment level op d el ewhe re. The plan wa bit-
rly a ta cked. a nd soo n b carn e a p litica l f tbaiL The 10 \ ern ment
--
Official Photo U. S. Na\')

FROM SCOUTING Q ADRON O~TE
A Wa sp -powe red Vo ught SBU-r flown by members of one of the sq uadrons on

the carrier " Ran ger."
no w expects two S hadow fa ctori es to be in production by the end of

1937, one for the mass production of planes and th e other for engines.
T he o utput frorn es tabli shed plants has lagge d several months be-
h ind ex pectati ons, for seve ral reaso ns. Not since the vVorld Vvar has
ther e been any move toward quantity production. The management
un der estimated the difficulties and problems to be solved before mass
production was possible. There has been great difficulty in securing
skill ed labor and adequate tools. The manufacturers lack a sufficient
number of technicians and engineers to speed up new design. Produc-
42 A lh.. 'R Al~ T ':l. E R B
tion of new military models in qu a nt ity cann ot be a ·com pli he d in a

few m onths, wh en mo nth s are r 1uir d fo r I · vel o pmt:llt ,,. rk a l n .
O n th e o th er ha nd th e fact ri in prod ucti n ar e ,,. rk in a day
a nd ni g ht in three s hi ft s, and th e outpu t o t m ilita ry a ircraf t \\·ill in -
crease stead ily in 1937 . reat Brita in int nd t1 > h a ,· ~ ; n a ir fo rce
at lea t the eq ua l of Ge rmany ' .
The B riti sh ai r offi cia l beli eve that th ere will lJ no c · . at i n fai r
forc e develo]ment n th e c ntin ent, a nd t h y pla n to k ·c1 1 a wi th
that expa ns io n, even i f th ey mu t tri[ lc th e pre ent :t rc n .rth in fi r:- L
line planes f o r home de fense .
T he B ri t ish enco ura(re ment o f 1\tl ant ic a ir pla ne r vice a nd co n-
structi on o f th e la rae F mpir ' fl y in boats to be p · ra t d by I m p ri al
A ir ways is o nl y pa r t ly fo r co mm er ·i a l pu rp e . · ly ing b at pe ra-
O ff1 ·ia l P hoto . . avy

N EW AVY TORPE DO- BOMB E R
The TBD - r built by t h e D o uglas co mpan y .
tions on a transoceani c scale offer an other f or m of t ra n port f o r

necessary suppli es in case of war.
Appropriations for r esearch and experim ental wo r k at th e A ir
Ministry's labo ratori es at Farnbo r oug h have been increa sed on ever al
occasions; a nd the present flexibl e ai r ex pan sion budget affo rd s ample
funds for necessary developm ent o f eqwpm ent.
Developments In France
The French air forces, which at home and abroad ha d abo ut .400
3
combat planes in January, 1936, n ow have approximately 3,6oo such
.~\IR P O \\ ER OF T fE \V RLl 43
NEW C RTJ S ALL METAL P "RS 1T PLANE

Th e Y 1P-36 , a fast low-,,·in g monop la ne developed for military service. It has
a Wright G Cyclo ne eno-ine.
the 1 -avy r8o combat pl a nes some of th em new, and a similar number
in re erv . In th e possessions and mandated areas French squadrons
have 240 combat machin es, nea rly all ob-olete types, and useful only
in operations w here th ere is no a ir def ens e.
A year ago the l<rench a ir mini stry planned to have a total of 4,000
plane in I2 m onths, but th ere was much co nfu sion caused by the So-
cialist Gove rnm ent 's plan to either control the plants through of-
ficial inspecto rs or by outri g ht purchase and nationalization. A s in
Englan d there also developed considerable panic over the extent of
44 A IR R AFT Y LAR BO K
Ge rm a ny"s co n tructio n 1 rog ra m . French offic ial:-; dar d not \\·ait.

T hey o rd ered a ll pla nts t p I u p p rod ucti n o n plan . , ·ngtn e. a nd
accesso n e . .
The res ults a re that F ranc · is b g innitw to ac hi ,·e produ ti on
wh ich w ill materi a ll y a ug ment th · 1 r ·nt num e ri a! strength : but
with f ew exccpt i ns th perfo r man ce o f th m a h in ·. i. not w hat it
mi g ht be. Th y have neither t he p · ' d n r the r nnge whi ch Franc
wo ul d r eq uir e in many o f th e co ntin o-c n ·ie ·aga in t whi h th e :r ovc rn-
THE FREE- SPINNING WIND TU. TNEL

Ai rplane m o dels, lau nched in the vert ica l sha ft of a ir· in thi s Nat io na l Ad -
visory Committee for Aero nautics appa rat u s, spin f r eel y . A clock -wo rk
mechani sm a uto matically sets the controls for recoverin g h o m th e sp in. a nd
the result is recorded in motion pictures. Thu s t h e sci enti sts ca n dete rmin e
w hether a design will be controllable before a f ull- size plane is buil t.
ment is preparing. Like a majority of the present com bat machin es

throughout the world, including E ngla nd, the French bomb er a nd
armed scouts resemble the hi-motored and sing le-eng ine co mm erc ia l
planes produced in the U nited States three years ago; and m any lack
the speed of these American models which are now approaching ob-
solescence in the United States.
The 25 French aircraft and engine plants were being dece ntralized
slowly early in 1936, when the Government changed its p olicy to await
!\ IR P v\ ER OF THE \\. RLD 45
ible peed up production . For pur-

OYernmen t contr I the indu try i I ina d iYidecl into four
each unde r the di r ct manaa ment of GO\·ern-
nn I b) the end of r 37·

in the number of pursuit
\\"h i h t he Yernment hopes
ha b en placed on the ne\\" plan f r the air defen e
Official U. S. Arm y Photo

FEEDING AN ARMY BOMBER
Loa d ing 6oo-pou nd concrete bombs on a H ornct-po\ve red :rviartin B-r 2 for release
two mil es oYer JVI ur oc Dry La ke in C;~ lif o rni a.
of Pa ri s. It provides four zones. One nea rest the city will be a ring
of sound devices reported to be capable of detecting planes 1 2 miles
d i tant. Next, squadrons of scout planes v,rill patrol the air. Thirty
miles f r om Paris a ring of anti-aircraft guns will greet invaders.
Fourth, at intervals there will be established balloon barrages, bal-
loon s w ith cables between them to ensnare enemy planes. All told, the
plan provides for 30 such cables a few yards apart at various levels
and designed to make flying dangerous at all except the highest possible
alti tudes .
F or offensive warfare in the air the French are developing heavy
Ih. 'R \F1 \ E R B K.
bombers, equip p d with - 3 111111. ann a n li ri1 1g llllndrccl: of shell=- a

minute, a nd ca rry ing fr rn n to t\\' to ns o f h ig h 'xp lo;;i ,·e: .
T he h . ussia n pla n of cl rOJ ping i11ian t ry behin d enem y line: by
m ea ns o f parachutes al. n ha att ra t cl th F rench . and they a rc form -
ing h\ o reg im nts to te. t th 111 rit - £ th y ·tem.
Mo. t ·ecret f a ll th a ir f r in t itu l ion in Franc a rc th e g reat
r esearch labol"'lt ri es 'ha la i. -1\J: ' ucl on. H er · a n -lal>oratc p r ram
of re ea rch and cl evel 1m ·nt ha 1 c n gettin g un ch· ,,·ay f r Yeral
month s. ·Ma ny ob:' erv er . b li v that th res ul ts o i th ,,·o r! · at 'ha la is-
A NORTH AMERICAN ADVA N CED TR A l ~ "ER

A two-pl ace machine b uil t b y N or t h Am eri ca n Aviati on .
:M e udon will
. .
be apparent
. .
in th e g r eater
.
speed and :::,crener· cal e ffi1c1·ency o f·
F rench mt!Jtary machmes produceclm 1938.
Germany's Strength and Weakness
Germany's amazing air forc e d~ve l opment durin g th e last 12

m onths has increased the power and mflu ence of th e Bitler Gove rn-
ment in the chancellori es ?f Europ~ and As ia ; but it has brought into
prominence two weak pomts, the mfluence of wh ich onl v time w ill
show. First, Ge rmany's air _fore~ p_rog ram has aro used E~ro pe to th e
dangers of unpreparedness m aviatiOn. The result has been that E ng-
AIR P \\· l~ R . F THE \ V hLD 47
or t to
at pr nt that the
f mi lita ry :Ay ina machi nes.
Official Ph oto . S. Kavy

A GR MMAN AMPH I BION
One o f th e JF utility pbncs in th e. avy.
:\[any com petent obse r ver:· heli eYe that the Yarious official announce-
men t a to Ge rmany 's independence in war materi als ar e more p olitical
p r pao-anda th a n reality .
yea r ago th e German air fo rce were equipped with a few
hundred p ursuits and bombers an l several hundred arm ed machines
a ig ned fo r tra ining . The personnel o f the air force vvas just being
a sig ned to squadrons fo r which new fac ili ti e - had been created. But
Ger many actually had available a total of r,6oo com! at planes, includ-
incr many m achines which officials classi fi ed as transport ships.
I nte n se training act iviti es at sco res of new a ir stati ons depleted
t h roug h crashes the rapidly increasin o· uppl y of combat planes that
le ft t he f actori es in 1936. U nlike other E uropean governm ents, Ger-
AIRCRAFT -EAR B
many offered to sell planes abr ad in a ny qu ant ity d ir d, and at Ye r y

low prices. Japan and outh _ m rica ac ]Uircd Iar number f
German planes . O thers went to pa in.
The Ge rm a n a ir fore n \\ h<l\ e avai lab l imm cd iat u e ap-
proximately 3,000 combat Jl a n , a. fa ll w : avy iJ m l r , wi th
about r,ooo in rese rve; 300 li g ht boml er and c ut , with 400 in r -
serve; and 300 pursuit planes, with 400 in re
THE STYLE FOR SUBSTRATOSPHERE

D. W. Tomlinson , famous TWA expert, in th e h eadgear h e wea rs on substra t a -
sphere flights. Th e cockpit is glass-enclosecl, of co urse, but th e kn otted ha ndker-
chief is to protect his head from the sun . Th e microphone k ee ps him in ra dio
contact with the earth, and runnin g over his left shoulder and into his m outh is a
constant supply of oxygen .
According to usually reliable sources the air forc es on active duty

now number about 25,000, including 2,200 tho roug hly trained p il ot ~.
The of-ficial plan is eventually to have 20,000 qualified pilots eith er on
active duty or ready for immediate service.
The 17 aircraft factories, through m ergers, official or otherwise,
have been reduced to 12; but production capacity is being stepped up to
a point where it is adequate for any program that the Government may
AIR \\ ER OF 'rHE \\ ORLD 49
thou-
f cour e, r lati\ ely slow
THE "E\V DO GLA FL\:lN G BOAT

Design ed to ca rry 32 passenge rs aod a t on of frei ght or ma il , it is powe red by two
r ,ooo h.p . \.Y rin-ht G Cyclones. T he win« fl oa ts are ret racti blc.
wo rker in aviat ion to produ ce max 1muu1 r es ults. The next year or
two hould tell a different story.
Meanwhile, efforts are being made to apply to aircraft construction
t he vari ous compositions which have r esulted from experiments with
plastics in an effort to find substitutes for v\ ood and metals. Because
o f a sho rtage of high g rade gasoline efforts are being made to create
sub ti tut e fu els which will be available at home in case of war. De-
velopment o f the Diesel engine and its ·widespread use in military types
is based largely on necessity, because that type uses fuel which the
ermans can procure.
A notable development of the year in Germany was the perfection
o f heavy m achinery capable of speed ing up fabrication of metals in
so AIRCR FT E R B
airplane constructi on t a tarre permittin cr ma- p r ducti n, for th

first time anywhere. It makes po ible qu a nt ity prod u ti on f the m t
modern types of hi gh performance military pla ne· .
Italy's Air Power
The Italian air force have a ·a il ab l for imm · er n e ap-
proximately 3,200 combat airplane , o.. compa red t o in Janua ry,
1936. Four-ton bomber · an I 1 n :r ran e na va l flyin g 1 oat - a r inclu l-
ed in the program to place Italy on a pa rity with th r ai r 1 wer , if
possible. As a result of 1es ons 1 arned during th Eth iop ian cam -
paign, Italy has mad e many technica l im pr vem nts in th e 1arcre pla n ·
p rovidin g hi g her speed , better c1imbino- p w r and I nge r ra ng .
WILL IT BE AERIAL TRAINS?

United Air Lines sendin g three of its Wasp-powered Boein g transports on the sa me
schedule fr om Newark to Chicago.
As in other countries on the contin ent th e tra1nmg p rogram in

Italy provides for a rapid increase in the number of p ilots, both active
and reserve, until at least, 6,ooo are available. Th e 2,000 pi lots and
20,000 other personnel in the air forces in January, 1936, have been
increased to 3,6oo pilots and 43,000 personnel, vvith more pilot under-
going advanced training than at any time in the hi story of Italian
aviation.
The rs aircraft factories have been kept on a war bas i , operating
2 4 hours a clay, and new models of heavy and lig ht uomber s a re be-
ginning to leave the production lines in steadily increasing numbers .
The program provides for 2,000 new military aircraft in 1937, some
of them capable of carrying four tons of bombs.
AtR \Y E R F T HE \Y RLD SI
- tabli hed in
th
1. a o rc
Russia's Huge Air Machine
THE 'U LTEE ATTACK BOMBER

It is powered by a \o\ right Cyclone engine .
cheme f or expan sion does not appear too imp ractical. Official Russia
plans in terms o f tens of thousand of militar) aircraft and hundreds
o f t housands of men and women trained f or air for ce duty. A ctually,
R us ia is striving to equal th e combined air strength of Germany and
Japan .
The Red Air Fleet now has approximately 3AOO combat planes,
as compa red to the 3 , 300 available in J anuary, 1936. Some I ,200 of
t hat total are modern enough to be of real value against an efficient
enemy air force. The others are slow, and they lack the long range
a nd u seful load capacity of similar types in Germany, for example, and
a lso Japan.
A pproximately I ,300 combat planes are maintained in Eastern
Siberia where the Reel Air Fleet contingents are undergoing rigorous
AIRCRAFT YEAR B K
training for possible operations aoain st Japan. . I ut combat

planes are maintained with the qu a Irons in th e M · nw area, while
goo others are assigned to th e chai n of 35 military airdr me - e tab -
li shed near the \1\ e tern bor ler fr m Lenin o- rad to th e I lack . a .
The Navy aviation forces have ab ut 300 coml a t pla nes .
Some of Russia s I I aircraft pla nt a re pro lucing tw plane a day .
Others succeed in turning out fo ur machin es a lay fo r certa in peri od .
Many of the a ircraf t pl a nts build n new plan s, c nfinin u pe rat i n
to servicing and repairs, for whi ch th ere is a stead il y increa ing nee I
because of th e vast training proo- rams with r e ultant acc ide nt ·. T tal
production in 1936 is e timated at 1 , 700 combat machin es, of ''"hi ch
r,6oo went for r eplacements clue to losse or obsolescence and hi p-
ments to neighborin g tates a nd to pa 111 .
PASSENGERS ON BRANIFF AIRWAYS

This is the interior of a Lockheed Electra.
It is believed that Russia has approximately rs,ooo pilots trained

in varying degrees of ef-ficiency in air force flying. It is know n that
thousands of pilots are receiving some kind of training annually.
Characteristic of the huge scale with which aviation developments
are carried out, is the size of several new models of combat aircraft.
Giant bombers, much larger than machines as yet flovm anywhere, are
being built. They are equipped with several machine gun nests and
three cannon of the same model as that adopted by the French , from
whom Russia is said to have procured it. These super-bombers are
similar to the Doucrlas
b
transport in appearance; although
.
much larger
and they are credited with having a speed of r8o m!les an hour, with
a cruising range of 1,200 miles fully loaded.
Somewhat similar in design are the new troop planes built to
\I R P O \ VE R OF THE \\ RL
on
f which ha•·e made
r e ne w
ba ma
Th
to
an
THE FAIRCHlLD g r Ai\1PHIBIO

I t was designed for tra nsport use over combined land a nd \\·ater routes.
in a ny ta ctical maneuve r on the groun 1. O\ iet trategy is to strike

deeply in enemy territory, both b) ai r r aid , 'l.nd heavy bombing, t o be
fol 0\ ·ed immediately by surf ace troops fr m the air.
The Central Ae ro Hydrodynamics Institute at Moscow is the seat
o f R uss ian r esearch a nd development in militar) aviation . It is a
m ammoth affair, with scientific laboratories and practical shops com-
bined. S killed engineers are in charge, but they are handicapped at
present by numbers of inexperienced enthusiasts who lack the back-
ound required for productive research. There is too much haste for
technical progress which results only by slow degrees during the most
pai nstaking efforts. Once this obstacle is removed, when the techni-
54 n,__cR FT YE \R BO r
cians a re su f-fic iently tra ined, b erv r b li eve that Ru 1a will mak
in1 p res ive p rog re . in ae r nauti cs .
Japan's Growing Air Force
The Japa nese a ir fo rces are like th o e of th ni ted -·tates in that
th e army and the navy each ba it ow n av iat ion. Japan ' a rmy air
force ha about 940 c mbat tl a ne. , r p rese ntin g n in ·rea dur in th e
last I2 months. T he navy, h we \ r, ha 4 o c mbat 1 Ja ne with th
fle et and s8o at shor · tat ions- a ll in crea e f - 0. Japan ' tota l of
2,ooo combat plane · c mpa res with the r , oo on ha nd in Janua r), 19 6,
accordin g t o rece nt e. tim ate .
T he 2,300 1 il ots a nd 22,000 personn el a re a bou t eve nly d ivide I
betw ee n th e a rm y a n I navy .
Th e headquarters a ir force o f th e a rm y av iat ion er vice is cl se1y
patterned after the A merican A rm y .ir Co q s G . H. Q . ( rc . It is th e
strikin g fo rce of army av iat ion, a nd is char o·ecl with t he defe nse of
J apan's coasts a nd her outposts in ·Ma nchuri a . It i. cl ivided into three
bri gades, one at Gifu, th e second ba d at Kwa in e i, Ko r ea : a nd th e
third in Form osa .
I n Jul y th e navy la id th e kee l for its new a ircraft ca rri er .. H iryu,' '
of Jo,oso tons di splacement.
D uring r ecent months p rod ucti on of plan es and m oto rs f rom
Japan'. own a ircraf t facto ri es has been a ug mented by shipments from
Ge rmany, as a res ult of th e new treaty betwee n th e tw o powers .
T he 3 2 army squadrons a re to be increased to 38 a nd t he navy's 40
squadrons will be increased to 52 durin g t he nex t r8 month s. Japan 's
obj ective, of course, is to create an a ir force powerf ul eno ugh to wa rd
off poss ible a ir attacks from R ussia's Reel A ir F leet.
FOUR SEVERSKY MODELS

They are the amphibian, the land plane, Air Corps pursuit and basic train er.
1-L-\ P1 ER IY
THE U. S. ARMY AIR CORPS
o drin o-'
ctivi-
ti and Effi-
: -\
I
h.annua l repo rt f r the fi. cal y a r J ecr ta ry of \ Var
Ha rr~ F~. \?l,i ocl rin_ o-ave a ~11 t_ • mp~ h 11 iv ac ·otmt of h w
th e . . \.rmy ..-\ 11· oq 1 b 111o· bmlt up t a trenoth com-
men ll!·ate with it ·ita! im portan · a- an arm of the national clef n e.
He ta ted:
' ·During th e Ia t yea r it ha be n a . urce E a-ratificati on to th se
eepl · intere ted in a ouncl nati nal clef ' 11 1 !icy to note the p roo--
e- that ha been made in th pr ur -m ··nt f aircraft for the rm)
Ai r orps, both from a tanclp in t f quantit) of ai rcraft and in-
crea eel efficiency of type. Durino- thi p ri d th e speed and perform-
ance o f aircraft have shO\·\ n a marked acl \ ancement until at the present
· irne the later types have a speed appr aching ~oo mile per hour. The
new ys tem of development ha produced pla11es carrying greater loads
or lo nger distances and at greater sp eel than w r e dreamed of a few
years ago. These results, together with the greater ease of operation
and comfort for the personnel manning the planes, places them at the
ead of similar knm:vn aircraft of the world powers.
" vVhen the results of the lean yea rs which preceded the installation
of the present procurement system were felt, it was readily realized
hat the delivery of aircraft to the A'rmy A ir Corps had t o be speeded
up. Careful study and analysis resulted in the installation of the
p resent system of procurement. Since that policy has been put into
effe'C t the vVar Department has contracted fo r 849 airplanes, and of
his number, 181 have been delivered up to the end of the fiscal year.
I nasmuch as this delivery may at first glance seem small, it must be
55
Ail'- R . F T) E l\R D or-
r a li zed that th e g r a tc r l a rt f th · pe r iod \\·a . nee ·ss:uily taken up
· nt a nd in cx ha u tiv tc. ts of perf ormanc and des ign
wh i h are c entia] b fo re d li ver) of a ir planes c-an he a compli . heel
at an accc l · rated rat . Every effo rt ha bee n !JUt f r wa rd t redu
t he Ic n ot h o f tim e ela psing betw 'en the in- ·pt i n of th a iq Ian
d es ig n a nd th · cl cli v ry f t hi . fin i. hcd produ ct to the ta tica l unit
J[ t he G n ra l U caclqua rt r · A ir F or ·c. It i:- XJ cct d th at th e con-
trac t. fo r th pu rcha c o f nc\ ·1ir pl:l n ·s wi th the fun ds app ropr iat d
I y Co ng re. s [o r the fi . a l yc;t r T937 wi ll he mad ' . with nc ex cpt ion.
CHIEF OF THE ARMY AIR CORPS

Major Gen eral Oscar Westover and his new Northrop.
prior to January I, 1937. Furthermore, plans for the procurement

o f aircraft for 1938 have already been made and th e contracts for these
airplanes will be made shortly after the funds become available in
July of next y ear. During th e fiscal year 1937 it is contemplated that
orders will be placed for upwards of 6oo airplanes of various types .
"The tangible results of the procurement plan now in operation
may be seen on the several air fields in watching the maneuvers of the
various tactical units with their trim, fast, modern aircraft. It has
been possible to furnish the General Headquarters Air Force, the
T lE . .-\Rl\IY \IR ORP '7
hi a hly mobile .whting f he Air orp " ·ith a ub tantiaJ

numb r f th n w ta tical ·p o f ai rcraft. The e c n i t of medium
ran b mbardm nt plane \\·i th p rop rti nate number of in le and
t \\"o-place pu r uit and wift heavily arm d attack p lanes. New ob-
. rvati n pla n whi h tra\·el-t-0 mil an hour fa te r han any previou
ypes . arc I in o- s uppli I t th r p and army b rvat.ion unjt .
airplan capabl f carryino- h aYr l a ar now beino- deliv-
er d . T h y \\"i ll be abl t tran p rt pra tically a ll the upplie fo r the
ARMY'S ASSISTANT AIR CHIEF

Brigadier General H enry H. Arnold , Assistant Chi ef of th e Air Corps, and his
new No rthrop.
ai r fo rce, giving it a hi gh speed aeri al expres , which in an emergency

a 1 be used for the transportati on of perso nnel.
" The g reat increase in speed a nd range has not been overlooked by
those in charge of the trainin g schools, and the A ir Corps training
cen te 1· is n ow being rapidly supplied with new, fa st, and better per-
form ing tra ining planes than those heretofore provided . A ll the new-
type planes are of an all metal structure, which insures longer life,
g reater efficiency, and greater safety. It is a pleasure to note that air-
ss \ IR 'R \ J?T \ 'T :\ 1 n
craft 11·ocurement ha s bee n g radua ll y s li pped int(J h ig h .:;ca r \\'i th th
maximum aclvanta <Ye, b th t:o th !\ rm y A ir ·a r p. and t( t h a ircra ft
in d us try o f th e nati on.
"In th e event of a nat iona l em rgcn y it may read il y he . ccn tha t in
a ny calculati on of ve rnm ent nc d fo r a ir raft th IJm len of pro-
Official U. S. Army photo

COMMANDER OF ARMY'S GHQ FORCE
Major General Frank M . Andrews, Commanding Officer, General Headquarters
Air Force, (left) and his staff during winter maneuvers in N ew England.
duction, particularly in the first stages of the emergency, mu st be

borne by existing commercial plants and organizations. A n adequate
aircraft industry, th erefore, becomes the backbone of immediate na-
tional defense. The results of the past two years readily substantiate
the contention that sources of supply will increase rather than decrease
T.HE - .R l\1 y :·\.11.... RP 59
Th e Boe ing "' fl y in g fo r t r ess·· is Amer ica 's larg st la nd plan e. It ha s a vera ged
230 miles an h a ll!· o n a c r o s -country fli g ht, powe red by fou r \•V ri g ht Cyclone
en g ines.
propri etary de sig n ri ghts often cannot be covered by patents and can
be protected onl y by their recogniti on by th e Government and the
a doption of a protective policy based on uch recognition . The \i\ ar
Department agrees that the design rights of designers and manufac-
turers should be recognized, and such recognition is covered in the
present policy of procurement.
" \iVith our present vVar Department procurement system reaching
its full stride, our patriotic citizens interested in national defense can
now feel that our Army Air Corps is on its way tovvarcl taking its
proper place among those of the other nations of the world with respect
to both efficiency of fighting aircraft and numbers of planes. The
nation may rest assured that our aircraft industry is gradually being
6o A IRCRAFT "YE R B
built up to th e point wh ere it will be adequa tely p repa red for any
emergency that may a ri se.
"I am glad to be ab le to repo rt that c n idera ll 1 rog re i bein cr
made in th e coo rdin at ion betwee n th e v\ a r Depa r tm nt a nd the Navy
Department in regard to th e a llocati n of in du tria l plant t the re-
spective se rvices for use in a major mercrency. \ a n ex ·1mpl , thi
year an agreem ent wa. con umm ated betwee n th t\\"O, ettlin •r th e
question of the all ocati on of mach in · -tool rl a nt f r \\"artim e pr cure-
ment. This will permit contact and dir ct p la nnin rr in deta il f r pe ific
types of machine tool s. A similar a reement b t \\" ee n th e t\\" ervt c
Offi cia l U . S . Arm y Ph oto

NEW DOUGLAS AIR CORPS BOMBER
It is powered by two Wright G Cyclone engin es .
has been made on a substantial number of other im po rtant ma nu fa ctur-

ing establishments, including th ose engaged in th e prod ucti on of air-
craft-one of the industries mos t vital to national defense. U ntil
r ecently neither service had sufficient information concerning the r e-
quirements of the other to permit satisfactory progress, and it was only
during the past year that the real cooperati on necessary for effici ently
utilizing the nation's industrial faciliti es r eached the point where
gratifying results could be r eported."
Eight thousand f eet above southern California, over an area from
which all landmarks have been obliterated, a huge multi-engine bomber
roars through the night. Inside is the crew, and from the insignia on
1 HE C . . . Rl\IY \IR ORP - 61
· h ir mi fo rm ne mi a ht learn that they b I

ment r u p. :-\ 11 han I fr m pilot"' t ou nn r- and radio operator
are watc hin intentl y, a if th ey hould b abl to ee the urface below
th m im ply by p ri no- d ,,-n throtwh th inkT blackne . But ,,·ait .
low th b rn b" r and li htly ahead f it there comes a sudden
[ lia ht and in tan ly a i f me ne had t urned on an electri c
wi ch, th whole oun try ide i bath d in Ji aht actually more bril-
liant than day . It i_ a pa rachute Aa r " ·hi h ha be n re lea eel from
an a her hip flyin (Y wi thi n a half mil of th urface · and it ha pa eel
,. r th tar oet a few econd ah ad of the bomber. Pilot and bom-
SEVERSKY AIR CORPS PURSffiT

One of t he fa st two-pl ace fighters with w hich several squadrons a re being equipped .
I t is pow ered by a Pratt & Whitney Twin Wasp engine and H amilton Standard
co nsta nt speed p ropel ler.
bardier of this ship have carefully figu red the speed and wind drift,
and th eir brilliant illuminati on of th e target has been accurately
time d.
As the bomber speeds to wa rd th e target its bombardier is. tensely
ch ecking th e time until at the proper instant he trips his releases and
hundreds of pounds of high e...'\:plosive lunge straight for the spot
a t which it was aimed. Such is the practice fli ght of an Air Corps
bomber.
-But bombing with live bombs is expensive, and for that reason a
AIR CR Vf YE R BO K
substitute m eth od has bee n ad opted f r ge nera l targ t p r:1 ·t ice . F r

example, nearly tw o mil es ov · r ·M a rch F ield a li f. , a bomb er L
a course, and wh en th e ta rP"et app a rs in the bomb icrht th e bom-
bardier relea ses, not a bomb, bu t a rad io ig na l, and cl o wn below on
the field, th e fact as to wh eth er th e ta r::;·ct ha 1 n hit or mi s. eel is
accurately record ed by ca m ra ol scura . 1 hi · i. ho w it wo r k. . R ad io
truck and camera obscura a re place 1 in po. it i n on th e ed cre of th e
tarmac at IVIarch F ield. B ey n 1 the range o f vi ion t wa rd th e
Southwest th e bomber climbs f r a ltitude. T h rad i pcrat r in th e
truck call s t o th e ca mera o rator , a nn oun cin; th hi p " cour e .
The camera swin gs abo ut until th e lens in th e roo f f the ho x i
inclin ed sli ghtly towa rd the oncomin cr bomber.
FOR A R M Y SCOUTS
No t·th Am erica n A viati on's 0-47, a Cycl one-p owe r ed obse r vat ion p la ne fo r th e
A ir Corps . T h e o bserv e r 's post is in th e "bell y" o f th e pl a n e .
If you were in the bomber, you mi ght hea r th e bomba rdi er 's voice
droning into the interphone system: "Steady on course. Turn ri crht
- b '
steady, stop, right again, stop, turn left, stop-" until finall y the
cross-hairs on the bomb sight show th e target centered. Then the
bomber "clumps his eggs" but in this instance it is a radio sig nal, a
single impulse. At that instant the occupants of the camera obscura
box, which is not more than four feet square and lig ht-proof , catch
the signal; and they see at the same time the exact positi on of the
bomber, because the lens facing the plane infallibly proj ects its
shadow image on a chart; and there the scorer makes a mark, quickly,
for it is the spot where the bomb should have been releas ed had one
THE .. A Rl\I Y .AI " 01\.P
b en ai rn c I at the tarae t. P reci el y _ nd later the c rer marks

on the cha rt \\·h er the bomb hould land d in relation to the
rnin cr th a<Ye- ld n1 teries

f the ha za rdou high altitude
. th \ir orp i .in sta lling
ry' which can be
uum to im ulate actual con-
A ARMY ATTACK PL. iE

A Twin vVasp Juni or- powered plan e developed by t he Nor throp Corporation.
d itio ns at a ny heig ht up to o.ooo feet. It i sheathed in boiler plate

an d w hen completed \·\ ill co ntain sco res of lelicate scientific instru-
ments, and on occasion animal s and even men who have volunteered
to un dergo the ri gors of an alt itude flig ht by remaining in the cham-
ber fo r certain periods of tim e that their reaction to temperatures
and p ressures may be learned as well as the efficiency of new equip-
ment for high altitude work.
In weather ·which often sent th e thermometer below zero when it
was least expected, A ir Corps bomber, attack and pursui t squadrons,
w ith se rvice and cargo detachm ents, went into New England and
p ractised under conditions which could not be more rigorous in war-
time. It was the cold weather maneuvers of Major General Frank
AIRCRAFT Y £_ h . B K
M. A ndr ews a nd hi GHQ A ir l~ orce, and it ma rked an oth e r mil e to ne

in th e develop ment of the mili ta ry fl yin g se r vi e.
ummari zing the progre s mad e d urin g th e Ia t 1 2 m o nths :\Ia j o r
Ge neral Oscar \!Ves tove r, hieE o f the \ir r p , sa id: ". 1936
draws to a cl ose, th e A rmy , of which the A ir · r p fo rm o vi ta l a
part, ca n look with co nsid erabl e. at i. fa t ion on t he p rog re s made d ur -
ing th e la t year in th e dev · lor ment f it aerial a rm . T he la t on-
g ress was r espo nsibl e f o r three p ice of lcgi ·la ti n, whi h wh en put
f ully into effect, will have a deci led ly benefic ia l r a tio n in the \ir
Official U. S. Army Photo

A TEST OF MEN AND PLANES
One of the Cyclone-powered Martin bombers with which the Air Corps conducted
winter tests after a night out at Concord, N. H.
Corps; the Act authorizing an mcrease 111 airplanes, equipment and

accessories in such numbers as will permit the Secr etary of Vvar to
complete the equipment and organization and to maintain in the Army
Air Corps the General I-Ieadquarters Air Force and our overseas de-
fenses, together with a 25 per cen~ reserve for such forces, and to pro-
cure such other airplanes and equipment as are necessary for carrying
out the mission of the Air Corps; the Act authorizing the President
to call to active duty, with their consent, 1,350 Air Corps Reserve of-
ficers for periods of not more than five years, and in addition author-
TH · Ri\1 - AIR ORP
1zm intm ent to te mp ran· rank in th e gr ades of colonel,

lieu n I and m a jo r u h n m b r of officer of th e Reg ular
- r my A ir o q a th e ecr ta r- o i \ Var may determ in e necessa ry ;
\Y ilc x Dill a uth r izino- ad d itio nal trateg ic and in ter mediate
fo r th en ral H adq uarte r Air Force .

MAKING AN ENGINE COMFORTABLE
Captain Early and Lieut. Irvine , of the Army Air Corps, demonstrate a tent and
gasoline heater used in warming up an airplane engine before setting out on a flight
in sub-zero weather.
" There are in the Air Corps and National Guard squadrons approx-
imately 6o per cent of the number of planes deemed absolutely es-
ential by Congress, the vVar Department and the several Boards
w hich have from time to time been appointed to investigate the condi-
66 \IR 'R AFT YE . R B
tion of th e A ir Co rps. \ large numb er of th e pla nes nn w in -e rvice a r

of obsolete or obsolesce nt type. _. , \ ft r qu o tin g fr om th e II)Y report
of th e ec retary of \1\ ar recomm endin g a n e ff ec tive an d balanced
force of 2,500 planes with a . mall co mplem ent o f operat in g rese rv e,
and an annual procurement f oo c mpl etcl y e Juipped pl a ne . :.Iaj o r
General Vi es tover stated t hat du rin o- th e Ia t thr e fi sca l ;-ca r co n-
tracts had been let f or onlv one-third o f th e numb er reco mn 1 nd d
annually. The 1·easo ns we r~ ver-rec urrin cr lac k f fund . , incr a : cl
cost of material s for modern all metal a irci-aft a nd th e increa eel cost
of labor.
Recent development. beli eved to promi se r eli ef of th a t it uat ion
AN AERIAL MACHINE GUNNER

Dressed for zero weather flyin g, he is ready for bu siness in an Army a ttack plane
durin g cold weather maneuvers.
were listed, among them being th e progress made in development of

larger bombardment planes, machines of all metal construction capable
of carr_ying 2,ooo pound~ of bombs approximately 1,500 miles at
speeds m excess of 200 mdes an hour, and machines capable of flying
non-stop to reinforce the aerial defense of Panama, Hawaii or Alaska.
The Chief of the Air Corps added that at the time the service reaches
its authorized airplane strength it should have about 30,000 officers
and men, as compared to the "little ove r half that number in th e A ir
Corps today."
THE . ARM Y IR RP
ed ucat ional re-
r c 1\·e ; - a rn nth. a rat ion all wa nce f I a day

WHERE AIR CORPS CADET ARE TR AINED
Th e pr im a ry flying school of the Army 's a ir fo rces, Rand olph Fi eld , T e..'i:as.
a nd a clothin g all owance w hi ch keep them in uniform and equipment.

The course embodies a year 's g round and fl ying instruction at the
prim a ry and advanced fl ying schools at Randolph and K elly Fields in
Texas, respectively, and those who are g rad uated then ser ve a yea r
with a tactical unit at some \ir Coq s fi eld in return for their free
education.
They are then eligible for commissions as second lieutenants in the
A ir Corps r eser ve, and get a year 's active duty in this status or retire
to civi I li fe if no openings exist.
A total of 6r m embers of th e class of 276 Cadets who g raduated
from the U nited States Military Academy on June 12, 1936, were, un-
68 A IRCR A FT YE AR BOOK
der recent orders of th e Vva r D epa rtm ent, lirected to proc eel upon
the expiration of their g radua ti on leave to Ra nd !ph F ield, T ex a , fo r
duty and flying trainin g .
These 6r students, or 22. 1 perc nt o f the nt ire o- ra luat itw cia s of
276 students, received commi sions in the va ri us bran che of t he
Army, except the A ir ·orps, a f !low : oq f E n ine r , 4 ; ·a, -
airy, 9 ; Signa l Co rps, I ; Coast . ·rtill ery, 4; F ie! I rtill ery. 13 ; I n -
fantry, 30. A yea r o f intensive fl ying training is a head o f t he \\ e t
P oint graduates to whom av ia ti on prese nts a specia l ap t ea l an eicrht
months primary and bas ic course at th e p rim a ry fl yin cr chool a t R a n-
dolph Fi eld, and a four months course a t th e adva nced fl y ing school
at K elly F ield. Those wh o succeed in completin g t he yea r ' cour e
will be g iven the ra tin g of " irplane P il ot" a nd trans fe rr d to th e A ir
Corps, while those fa iling t o make th e g rad e will return t t he bra nch
o f the A rmy in whi ch th ey we re comtTti ssioned upo n th ir cr radu at ion
from th e M ilitary Academy.
For r 5 years the army has assig ned W est Poin t g rad ua tes t o the
Air Corps flying schools fo r tra ining. During the peri od f rom 1922 to
1935, inclusive, 848 \ i\fest Pointers were accepted fo r flying trai n ing ,
of which number 401 were gradu ated from the \d' a nced F l) ing
School, or 4 7 per cent of the tota l. It appea rs f rom thi s th at sli a htl y
less than one-half of the young men mentally and phys ically qua li fied
to undergo flying tra ining at th e A ir Cor ps Tra ining Center a re able
to pass throu gh th e course successfully.
The Cheney A ward , bestowed annu all y by th e Chi ef of the Air
Corps for an act of valor , or of ex treme fortitud e, or self-sacri fi ce,
was awarded on J a nuary 2 0 , 1936, fo r th e year 1935, to First Lieu-
tenant R obert K . Giovannoli , A ir Cor ps, for extreme bravery in th e
r escue of two men from a burning bomber th at crashed at Wrig ht
Field on October 3, 1935 . H e was killed March 8, 1936.
The Mackay Trophy for 1935 was award ed ea rl y in 1936 to Maj or
Albert W. Stevens and Captain Orvil A nderson, Air Corps, f or their
feat in ascending 72,394 feet into th e stratosphere in the " Explorer
II ," during the National Geographic-A rmy Air Corps Stratospher e
Flight on November II, I935·
The Frank Luke, Jr. , M emorial Trophy, a trophy presented by the
American Legion o f Ari zona in hon or of Second Lieutenant Frank
Luke, Jr., one of the outstanding aerial heroes of the World War, has
been awarded annually since 1931 to the pursuit pilot of the Air Corps
stationed on the West Coast who made the highest gunnery score ;
but for 1936 the r ecipient of th e award was changed to the pursuit
organization having the highest aggr egate score in aerial gunnery for
the year. Accordingly, the award for th e year 1936 was made to the
T E U. RMY AIR CORP
79 h P ur u it quadra n. _oth ur ujt roup neral Headquarters

ir Force , tationed at Bark dale Field, hreveport, La.
Th Di tincru i h d Fly ino- ro , wh ich i awarded for acts of
h r i m r x trao r din a ry achicv m nt whi le parti ipatino- in an aerial
Ai u ht wa a warded po thum u ly to th widow of :\Iajor Hez McClel-
lan in r ec rrn it i n f hi ut tandin and meri to ri us ftirrhts to and
[r m and while in . . Ia ka du r ino- the ummer of I ., -_ rfajor ifcClel-
lan wa kill I in an airplan ac nt n a r \ Vright Field, before the
a wa d wa approved.
The ld ier l\IIedal , which i a \Y arded t members of the militar)
f orce f th -n ited tate wh d i tin!!l.ti h th m elve by heroism not
Official U . S. Army photo

-Ew ARMY O.BSER \ ATION PLA1 E
T he W asp-powered Douglas 0-4 ~ developed by t h Dourrlas. Aircraft Company,
San ta :Monica , Calif. The plane IS powered by a P ratt & \'\ lu tuey Wasp engine.
involv ing actual conflict with an enem) was awarded to Lieut. Gio-
vannoli and also to Lieut. L eona rd F . Harmon fo r thei r courageous
rescue work in freeing the occupants of th e burning bomber. .B oth
were badly burned.
Nobody ever faced a more gigantic and doubtful task than that
confronting the aviators of the 5th Composite Group, U. S. Army
A ir Corps. They had to go up and fight a volcano. On the island of
Hawaii vicious old Mauna L oa was indulging in an other rampage.
He ralding her outburst with nothing less than an ear thquake, Mauna
Loa started vomiting boiling rock which sprayed up in huge fountains
as high as 8oo feet, to form a plume-shaped cloud of sulphur gas and
vapor a half mile in the air. From the great vent at one side of her maw
AIRCh._ F1. Y J· \ R B
a river form ed, a rive r of win e-red ia\ a a tuarter of a mil e ,,·id e. n
it was ca cacl ing o ver the breast of :\Iauna L a a n a w ful churn ing fl o cl
o f fire ru shing clown on th e lo wl a n I · at ex prc.· tra in spe cl. Ju ·t ho w
awful it was may be imag ined by th e rock fl oat irw ni t ·urfac . Th y
were as big as houses a nd th ey bobbed u p a nd clo ,,·n like many co rk .
A half mil e clown th e slope per haps a fourth uf the ri ,·c r of ftr
slipped away from th e main str ea m a n I po ur d it. elf bac k in to a hu ge
crack, a v ritable N iao·ara tumblirw into a b ttoml ess p it. Th e re ·t f
th e molten lava splashed o n clo wn th e no rth ea t : lope o f :\f auna L a,
fed unceasing ly from th e main so urce above. F o r a mil e it k ' pt to th e
s urf ace, then it r an und e rg roun d thr uo·h tunn els for : me 20 yard ,
to emerge aga in a nd per sistentl y fl ow on , like some k in d o f a m n-
stro us flam e-spoutin g dr<wo n cr eping upon its victim. :\ nd th ere
were victim s here; f or in the path f th e lava strea m lay ran ch s, the
headwaters of the \;\ a iluku .Riv er a n I th e city f H il o wh re the
people were clamoring fo r somethin g to be don e-anything , to pre-
vent the catastrophe that threa tened . \ t\i hat co ul d be d ne to t p
fl ow ing lava pushed on by the stca ly 1 res. ure from t he \ olea no 's
mouth ?
As th e old lava cooled it form ed a g la sy cr u st un der w hi ch f re h
lava stream ed, like so mu ch liqui d fir e, w hi ch reached th e v icini ty of
Humuula S tati on , fanned out into a lake, burn d g rass a nd fo res t and
th en headed stra ight f or 1-Ii lo at a speed of a mile a clay . Six: days
later it was within 13 miles of H il o. T hen th e A ir o rp fl ew in. fir st
the 18th P ur suit Squad ron headed by th e wino· co mm ander , Col. Delo.
Emmon s, and foll o wed sho rtl y by the compos ite g roup und er L ieut.
Col. Asa D uncan .
After a scoutin g fli g ht by the pur suit ships, whi ch too k th e pil ot
throug h freezing a ir off the snow-capped peaks and strai g ht o n into
the hot , choking sulphur fumes ove r :\·1a un a Loa, th e officers went in to
confere nce with Dr. T. A. Jagge r, volcano expe rt fo r th e ?\at ional
Park Service. Now Dr. J agger had a theory. He was convinced that
even such puny things as men mi ght wage successf ul battle agai nst
volcanos when aided by flyin g machines. He believed th at th e Army
A ir Corp s could blast that lava stream into such shape that it would
halt in its course, fr eeze up in fact and form a huge breastwork aga in st
any fresh onslaught from Mauna Loa. It so unded fantastic, but the
men of the Air Corps are accustomed to fantastic assignments. They
took Dr. Jagger with them and soared over the molten tide, while he
explained just where he thought the enemy should be attacked .
Early next morning fiv e bombing planes went out from H ilo, each
carrying two 6oo-pound demolition bombs and two 300-pouncl prac-
tice bombs for sighting shots. Swinging a half-mile above th e source
1 I-lE .-\ RMY AIR R. 71
.R turnin <Y t H il o th born! r r I a led and return ed to the as-
Official U. S . Army photo

THE A IR CORPS TEACHES BLIND FLYING
T he instructor in the rea r phon directio ns to the cadet who is in the hood ed
cockpit lea rnin g to fl y by in truments a nd r adio.
a ult, first on the source and again on the tunnel. A nd that was
enou gh. They saved Hilo and th e surrounding countrys ide. Just
before the bombing the lava had been gliding toward Hilo at the rate
o f 8oo feet an hour. Just after the bombing it slO\,vecl down to 150 feet
an hour. Next day it had dropped to 40 feet, and a clay later it ceased
ntirely, leaving only clinker lava to spill out over the hardened rim,
a few feet a clay until that also stopped.
Explaining the bombing res ults from the viewpo int of a scientist
Dr. Jagger reported to the A ir Corps: "A lava slag tunnel-and-vent
system is in stabilized equilibrium. The physical chemistry of glassy
basaltic molt containing gases in solution, particularly hydrogen, in-
AI RCRA FT Y E h. B OI'-
volves nice adjustm ents o f p re . u re. \ ny fl ow fr m a hi g h o urc ,

a ft e r streaming so lo ng a to t hrea ten a pla c a. d ista nt a I--I ilo, wo u ld
b e in bala n ced ad justm en t. Boml ino- sho u ld lest r y t ha t acl ju t m ent
and stop the fl o w. T hi s is w ha t yo u hav e p rov cl by yo ur m ag n ifi cen t
expe rim ent. The A rmy in o ne cl ay's w o r k h a s to 1 p I a lava fl \\.
which mi g ht have con t inue l in le fi ni tely , a n I hav ca u eel inca l--
cul able da m age to f o r est , wate r r e urces a n d c ity ."
CONSOLIDATED PATROL SHIP WITH FLOATS UP

Flight-testing one of the new Twin Wasp-powered PBY -r long range Navy pa trol
boats near the plant of its builde·r, Conso lidated Aircra ft Corporation at San
Diego, Calif. The floats fold up to become wing tips durin g fli ght.
H PTER \
THE U. S. NAVY AIR FORCES
Rear elmira.! C ok s D e cri p ti on of NaYal viation-The N a -y'

_ 1r Force P rog ram-Achie\ ement in ! 9"' 6-Expe nditures-
eed for 1\II re D evelo1 ment Fund -Lio-hter-Than-A ir-
R ecommendati on - ecretary o f the a\ wanso n s
R eport- \.wa r I fo r chiev m nt - tatus of " ir-
craf t ar n r .
F O LL0 \1\ I N G in the foo t te1

and E rnest J. Kin o- a
f A dm iral \ illiam . 1o:ffett
hi f of the B ureau of Ae ronautics,
I"ear Admiral \ 'rthur Byron ook took O \ er command of the
B ureau in Jun e, 1936, to the general ati fac ti on f every bod. , because
dmiral Cook him self is a p ilot ' rith a lon o· a nd brilliant record of
achi evement. In hi s avi ation dut ies he erved fir st as commander of the
ca rri er Langley, th en chief of staff wi th the aircraf t battle squadrons,
then a. sistant chief of . th e B urea u of , eronautics, follow ed by com-
ma nd of the great carrier L exington from which he entered the Bureau
a Chief.
In a vivid description of the vari ous function s of aviation in the
N avy, A dmiral Cook placed it aircraft in three classes; first, the
patrol plane and flying boat; second, the seaplanes which are carried
on battleships and cruisers and are launched by means of the catapult;
and third, the land planes on the carriers. One of the N avy's major
tasks in war being to protect ocean commerce and give timely warning
of an enemy's approach toward the coasts, the patrol ship and patrol
plane perform vital duties. The N avy during 1936 was building up
strategically located bases and increasing the number of patrol planes.
By 1937 it was planned to have in readiness for any emergency an
a dequate force of patrol planes able to operate over great distances at
sea, to be self-sustaining, powerful as a defense weapon and equally
powerful if called upon to assume an offensive, and primarily capable
73
74 \lR .R \. FT \T \H 13 01'
o f j oining the 1~ lee t at any tim e o r plilce . re:-tdy t tak put 111 any
kind of acti on .
The obse rv at i n a nd s ·outin rr pla n · o f th .\"a\·y a r u. eel o n th e
battl es hir s and crui se rs of: th e F l et , and th eir j o b i to :1 . si t the
individual vess Is to which th ey a r a ttac ht:d . .. It i. o( paramo unt
im po rtance in thi s typ that th y h ab l tn land ;:~ ncl he picked u p at
sea in as rouo·h wa t r a: pos: ibl e," a id .\ lmira l ·c ok . .. Tt woul d be
r~ ·
'
I
CHIEF OF NAVY AIR FORCES

R ea r Admiral Arthur B . Cook, Chief of the Bureau of Aeronautics of th e Navy , on
a visit to an air station.
impossible to take full advantage of th e g reat ran ge of the g un s of

modern battleships and heavy cruisers unless aircraft were available
to direct and correct the fire of these g un s. Again , in th e case of
cruisers, the effective area which they can cover is vastly increased
by the use of planes, and at the same tim e they a re protected to a g reate r
degree from the possibility of encountering at destructive ranges
superior forc es of the enemy."
The third class of Navy plane was described as that belonging to
THE . ~- \ Y AIR F R E
th e a ircraft
th
NAVY'S ASSISTANT AIR CHIEF

Captain Albert C. Read, now As:.ista nt Chief, Bureau of Aeronautics of the Navy ,
in the 1916 seaplane in which he learned to fly.
fields from which the planes fly off and t o which they r eturn for re-
servicing. They are completely equipped with machine and overhaul
shops, elevators , repair facilities , ha ngar space, gas tankage, radio
beacon and control station , and in addition , barracks and living
quarters for 2,000 persons. In vvar the carriers, r emaining out of
\ IR R FT YEA R BOOJ
ran ge o £ th e nem y g u ns, co u ld launc h h u nd reds f fi g hti ng pla ne and

b om be r s again st th e en ·my' ship . .
In h is a nnu al r ep rt f r the fi -ca l yca t· 1936 R ca t· Adm ira l ook
m a d e these c mm cn t : "The in r a · of naval air -raf t a · authori z I
b y the V inson-Tramm el! !\ ·t ha 1 rog r ·s~c d ·ati . fa ·t or il y in ac rd-
a nce with apr o- ra m lrawn u p by th l ~u rca u o f .'\ cro nautic. in c n-
juncti n w ith th e O ffi ce o f th hi ·f o f :\ ;_l\·a l O p ra ti ons \\"hi c h
COMMAN D E R OF N AVY'S BASE FORCE

R ear Admiral Ern est J. Kin g, commander of the Aircraft Base Force, a nd his
Curtiss SOC-r fl agship.
provides an orderly expa nsion over a period of from five to seven yea rs
to make the eventual strength of the Naval Air Component comm en-
surate with the Treaty Navy. However, the provision of the support-
ing shore facilities f or th ese aircra ft ha s not kept pace with the
aircraft expa nsion progr a m. Thi s is creating cong esti on at ai rcraft
operating and r epair bases that is becoming increasing ly serious and
requires prompt provision fo r additi onal shore fac ilities, including
THE . ); A VY IR FORCE 77
'" r haul hop h u ina- fo r per onn 1. hano-a r and operating im-
pr o ,·em nt whi h haYe be 11 r ommend d by th i B ureau, if inter-
f r nc ,,·ith Fleet ope rati on i t be avoid d.
"Th B ureau ha mad ev ry
afl at in a co 11diti 11 f r adin f
atin F r P lan, and rd r t
Official photo U. S. Navy

CRUISER AIRCR..!\.FT \;1, I NG
A formation of N avy scout observation planes, -'lode! SOC-r built by the Curtiss
Aeroplane Division of the Curtiss-\Vright Corporation. They a re Wasp-powered.
may be judged by the highly sa tis factory manner in which fleet air-
craft have continued to carry out their duti es in the Fleet.
"Funds provided for experimental purposes have been used to
obtain a very marked improvement in airplanes and engines and the
best possible improvement in instruments, radio, armament, materials,
aerodynamics, carrier launching and arresting gear and seaplane
launching and recovery gear. Competition has been fostered in the
industry in bringing out advanced experimental models of aircraft and
at this time the Bureau has available for procurement in quantity one
or more models in each class with improved performance.
\IR RAFT YE R BO 1-
" In th e matte r of n w a nd r place ment a ircraft the :Bureau ha

u sed f un d. to p roc ur • a irc raft of a 1 proved ty ] c:- . a nd in acco rdan e
with a pproved ca mpi ' men ts whi ch cml Jocly the latest and mo: t im po r-
tant d e ve lop me nts in ae ronauti cs . Jn reas ·cl e ng in e pnw ers a,·a ilable
a nd improved ae rocl y na mi · de ·ig n have co n t riiJu t cl to th · mark ed
inc r ease in sp cl ra ng, o f n · w . e r vice ty pes. T hi s has been most
cv id ent in ne w sco u t-bom he r a ir plane: a nd patrol pia nes no w u ncler
proc u r m en t. ·'

PLANES FROM TI-IE NAVY CARRIERS
Wasp-powered Voughts and Grummans winging their w ay a long th e coast lin e.
Rear Admiral Cook li sted these important accompli shm ents durin g
th e fi scal year :
" ( a) P rovision of experimental aircraft and engi nes of decidedly
improved performance in connection with th e conduct of the expe ri-
mental d evelopment program of aircraft, engines a nd accessori es , and
of the r esearch activities connected ther ewith.
"(b) Procurement of new service aircraft of outstanding perform-
ance in accordance with the requirements of th e N aval A er onautic
Organization.
TH ; . K .-\YY AIR F R E 79
1r tation
p f rom · an F ran cisco,
ne w intern?tional el i tance rec rd -
f :\ Yi at ion ·ad un ler pr a-ram t

r .
f r th manu facture
n-Tram-
na,·al a ir ra ft an I eno-ine be
r by Exec ut iY rei r f R ckweH F ield, an Di err ·
Of-ficia l P hoto - S. 1 -avy
A NEv N.'\ \'Y FIGHTER

The F 3F - 2 buil t by th e G rum ma n Aircrait o rga nization fo r so me of th e ca rrier
sq ua dr on s. It is powe red by the r ,ooo h .p . V1lright G Cy clone engine.
L uke F ield, Pearl Har bo r and O ld Bolling F ield, nacosti a, D . C.,

fro m t he custody of the Vl a r Department to t he avy Departm ent and
o f the N aval A ir St ati on, S unnyvale, Calif. , from the custody of the
::-.lavy Depart m ent to the \ i\fa r D epartment.
"( g) Establi shm ent of aviat ion fi eld at St. T homas, V . I. , by
1\ lar ine Cor ps Av iati on by direction of the President .
" ( h ) A uthori zati on fo r acqui sition of site and fo r co nst ruction of
a I aval A ir S tati on at A lameda, Cali fo rnia .
" ( i) E x pansion and moderni zation of the Naval A ir Stati on, Pe n-
sacola , by replacem ent of old fac ili t ies and p rovisio n of new fac ilities
to prov ide fo r th e increased tra ining program.
8o AIRCRAFT YE. R B K
"(j) Launching of carri er 'Y rkto wn. '

"(k) Delivery of 370 a irp lan s and 46 ng mc inco r po ratin g a 1-
vanced performance.
"(I) Overhaul of 544 a i rplan c. an 1 1, r 3.5 en n- inc at na Ya l av ia-
tion overhaul bases, an increa e f 12 per c · nt in overhau l d aircraft
and 45 per cen t in ove rh au led eng in s a s com par d \\·ith th e fi scal
year 1935.
"( m) Increase in number of fl y ing hours bctwe c11 ro ut in e o ver -
Official Photo U. S. Navy

STEARMAN NAVY TRAINERS
Some of the 6r NS-r primary trainers delivered to the Navy air forces by }.he
Stearman Aircraft Company, Wichita, Kan.
hauls for both airplanes and engines as a result of improved operating

maintenance, better design features and improved quality of overhaul
work.
" ( n) Selection of 44 officers for A eronautical Engineering Duty
Only.
"The Bureau r ecommended that favorable action be taken by the
Navy Department on the following matters :
THE . N . . VY AIR FORCE 8r
" a ) Im p rovement f u n a i :factor ' hou ino- condition for fam-

ili e of naYa.l p r nn e! at the F leet_ . ir Ba e, co olo .
' b r vi i n f ade .JUa e t nd r fac.ilitie fo r patrol boats.
' (c) on truction :f Mar ar ita reakwater at oco Solo.
d E xpan ion and im1 r \·em n t o t bore fac.ilit:ies at the N aval
1r La ion and Fleet Air B a e to care f or the increa-e in number of
oaYal a ircraft ."
R ar . dm iral ok made the f llowio o- · port on e..-xpenditures
a nd number f aircraft du ri no- the Ia t tl~ re fi -ca.! y ars:
The :followino- am unt \\·er made avail abl f r obli o-ation during
th 1- al y ar 193 un der . \ .iati n, N avy . For th e purp ose of com-
pa ri n the am unt ma le avail abl fo r obligation dur ing the fiscal
year I 34 and 193'"", inclu lin o- allotm nt f r m emero-ency appropria-
t ion , a re tated together with th number of airc raft being operated
in th N ava l aeronautic organi zati on:
1934
_ av io-at iona l, 1 hotographi c,
aerolog ical and radi o equip-
me nt . . . . . . . . . . . . . . . . . . . $ 49 2oo $ 72,152 $ 971 ,006
l\ a intenance and operati on
ai rcraft and air stations .... 10, 34,277
E xperi ments and develop-
ment ..... .. ......... · · · 2, r88,ooo
A irc raft constructi on 3,300,000
T ota l fo r Av iati on, avy $r6,249,204
Em ergency Appropriations :
A irc raft construction ..... I - ,90- ,77- 7,500,000
E xpa n ion of aircraft fac-
t f) -.- . . . . . . . . . . . . . . . .
--:--::-::----
G rand Total ............ -
.:. ~ umb e r of operating air-
c ·af t ................. . 774 754
" Funds for maintenance and operation of aircraft and a1r sta-
t ions were not proportionate to the increase in number of operating
a irplanes and added burdens to air station facilities. The situation at
a ir stations was partially relieved through ·work done by employees of
t he Works Progress Administration, but it is anticipated that funds
m ust soon be appropriated directly under the appropriation out of .
wh ich these stations are normally sustained.
"The appropriation for the fiscal year 1936 authorized the pro-
curement of the second increment of airplanes in the program to pro-
AIR CR A FT YEA R BO K
vide a naval ae rona utic f o rce in number comn1 ·ns urat e \\·ith a T reaty
N avy. Thi s a uth o rizati o n will up ply the ca rri ers ' Y o rkto \\'n ' and
'Enterpri se' and s ix new crui se r , 'Q uin cy ,' '\ .in ce nn es,' 'B roo kl yn,'
'Phil adelphia,' ' a va nnah' an d 'l'\ashvill e' wi th a ircraf t.
" A marked increas in th e co t of expe rim enta l a ir pla n ha be -n
noted. This f acto r tog th r wi th co nsta nt im pr ov me nt and n w d -
velopments in a ll bra nch s of th e aerona utica l fi eld me ri t a . ulrtan t ial
increase in f und s fo r thi s 1 ur p . e.
Official Photo U . S . Navy

CADETS LEARNING RADIO
The Navy's cadet fliers at Pensacola at work in the radio laboratory . It will help
them in blind flyin g.
"The following construction work was assigned to th e Naval A ir-

craft Factory in accordance with the Treaty Navy A ct which specifies
that not less than t en per cent of th e airplanes and eng ines procured
by the Navy be manufactured in a Government plant: One experimen-
tal training plane, 85 service type training planes, one twelve cylinder
engine, roo engines for training planes, design high speed engine, de-
TJ-n : "C . . NA\ Y _ IR} R E
i n ,,.o y I encrine, Y ty pe a nd de i!!"n

6 the seY
A NEW . IAVY D I\ E BOMBER

O ne of t h e V,Tasp Juni o r-p owered fig ht ing planes built by ort.hr op Corporation.
appointed at request o f the Secreta ry. ma le a report in J anuary, 1936,

c nta ining its reco mm endati ons a to poli cy. which r ecomm endati ons
wer e favo rable t o a continuing program of airship constructi on.
" In 1\!Iay, 1936, th e Chief of .B urea u mad e recommendations to the
S ecretary with re ference to the Naval airship situation, and in keeping
w ith the Durand Committee's R epo rt, briefly as follows :
' ( a) No n-ri g id airships . Build the two airships for v,rhich funds
wer e included in 1937 estimates.
"( b ) lVIoderate-sized rigid airships. Obtain funds and beg in imme-
d iately construction of an airship of about 2,soo,ooo cubic f eet s1ze,
as recommended by the General Board in 1934.
A I RCRAFT YEAR BO K
" (c) Experimenta ti on a nd adva ncement of the a r t. O bta in fund·

and begin immed iate ly co nstru ction of a meta l-hu ll ed air. hip of abo ut
r ,soo,ooo cubi c fee t size.
" ( d ) La rge rig id a ir. hi p . I nclud e h rge a irs hi ps in th D epa rt -
m ent's p rog ram fo r a irshi p d cvelopm nt, but that \Yays and m an fo r
acquiring la rge a irs hir . be not fix l at thi s t im e p end in o- ·1 clar ifica -
tio n of acti vities in t he comm e rcia l a ir. hi p fi eld, in w hi ch comm ercia l
a irshi p acti v iti es t he D epa r tmen t houl cl cooperat w he reve r practi-
cabl e."
In hi s a nnu a l 1·epo rt fo r the fi sca l y a r 1936 S crcta ry o f t he av y
Cla ud e A . Swan so n stated :
Official Photo U. S . Navy

NEW NAVY OBSERVATION PLA N E
Developed by vought, it is known as the 04U - 2 .
"The high standard set by our naval avi a tion in the past has been
maintained. Distinct gains have been made during the year in material
and in the numbers and efficiency of personnel. Operations of aircraft
with the fleet have extended and their coordination vvith other elements
of fleet strength ha s been constantly advanced. The present outstand-
ing position of our naval aviation cou~d not have been_ reached w ithout
that unity of command and co mmur~.1t!' of _effort wh1ch characterizes
the existing system of 11 aval admrmstrat10n. Formulation of the
Navy's policy with regard to lighter-than-air craft awaits further
TH . ='!.\! . I R FORCE ss
tudy £ the pr
f th re1 rt pecial c rnmi t ience. dvi ory Board .
which ha be n maki na a n anal · ubj ct and ha ul mi tted
Official P hoto U . S. Navy

.'\ SCOUT BOMBER FOR THE -AVY
Tbe n ew Cur t iss SBC-3, T win \Vasp J unior-p owered , one of 83 buil t for the a\ y .
T ra in ing Squadron Two, commanded bv L ieut. Phil H aynes, at Pen-

~ a co l a , F la., out of 61 com peting quad rons. T he winning squadron
had flow n a t otal of 18,699 hours during the fis cal year 1935 . The E d-
win F ranci s Conway Memorial T rophy f or 1935, awa rded annually
to the Naval R eser ve Av iation Base "' ith the highest efficiency mark
f o r the year , was won by the base at M iami, F1a., commanded by
L ieut . A . K . JVIor ehouse. A new tTophy, named in honor of Rear
A dmiral \ iVilliam A . lVIoffett, fo r safest flying among battleship and
cruiser units, was to be avvarcl ed fo r the fi rst time in 1937.
Lie ut. Comdr. Knefl er McGinni s r eceived the Disting uished Flying
C r oss w ith the following citation: " For extraordinary achievement
in a r ecord breaking fli ght" from Norfolk, Va., to San Francisco,
86 .'\ TR I !\ l T 'l i·: J\ H ·1,
Calif., by way of Flee t A ir Base, Coc . olo, . Z., ctobe r 19r,

when in a new C nsoli clated patr I boa t he made th n6est non - t p
fli g ht by seaplane. A lton .l.· ran k. rec ived a p cia ! lette r f com-
m end ati on from th e ec reta ry f th ~avy f r h i hero i re cue f
h .. B . vo n tein, ae rog rap her, fr m a burnin o- a ir ph ne at .-\nacostia.
D. C., in December , 1935. late I r c cr ni ti n f a r markabl e
achievement cam e to L ieut. ol. .1.~ ra nci T. r: ,·ans f th e i\I a rin e
Co rps. He received th e D istin o-ui heel l· ly irw r for bcin o- the
fir st ma n in hi story to put a sea pla ne in to a I 1 -the- loop and pu ll it
Officia l Photo U . S. Navy

THREE CARRIERS I N A LI NE
The "Lexington" and "Ranger" from the deck of the " Saratoga."
out safely, thereby demonstrating a now common m ethod of recov-

ering from spin s caused by whip stalls. The Evans adventure im-
mediately increased the performance of seaplanes, and aided mater-
ially in the advancement of the science of naval aviation. Lieut.
Frank Akers r eceived the Distinguished Flying Cross for a most
hazardous experiment. In May, 1935, he took a new type plane off
from the runway at the San Diego air station, and landed it on board
the small carrier Langley. For their heroic work and wise judgment
while with the second Byrd Antarctic Expedition a number of Navy
1HE AVY _ IR F R E
ph recei' ed
mate. were
nt with the
A :tviAI,INE CORP SQUADRO

. l\far ine Co rps Fightin g tu adron 9-:M p r epa rin o- to take o ff m Boei ng
pu r suit planes.
ing th e fl oods that swept thro ugh Penn ) lvania in r..:ra rch. Naval
rese rv e planes h om Ni inneapoli s cooperated with the National Park
ervice in fighting forest fires in M ichigan during A ugu st. N early
'"OO r eserve cadets were on the program for pilot training, and 250
of th at number were to be assigned to duty ·w ith the Fleet by the end
of 1937- \ iV ith 1,300 aircraft in service the Navy planned to aug-
ment equipment until it reached the authorized strength of r ,gro
plan es in 1942.
The Navy's fleet of aircraft carriers is growi ng steadily in num-
ber, size and importance as an arm of the national defense. The
"Langley" no longer counts. It was small to begin with, a converted
88 AIRCR FT YE R B
collier of r r,soo tons, length 542 feet a nd p eed of only 15 kn t . It

has been used for experim en t , never a a n a rm o f the fl et wh en it
moved out over th e open eas on ri ou maneu \ e r . Th e " aratocra' '
and th e " L exington ," how ' cr, are g r at car ri er 8 f et in lencrth
ros .Yz feet wide a nd each hav ing a d is]lacement of 33,000 ton . The)
have a speed of 33 kn ots and th r f re can c rui e with th fl et on any
mission. Each of th e e ca rri ers i a rm ed w ith ig ht -inch and 1 2
s-inch a nti-a ircraft g un . . \ \ e r) la rge ha re of th e equipment on th
carriers is held secret; but the fo llow in rr officia l le r ipti n i of in te r-
est: A long fl ying deck extend s ov r th e ntirc top of th e e - hi p from
stem to stern and is fr e from a ll ob ·truct i ns with th e xccpti on of
Offtcial Photo U. S. _Tavy

A BUSY HOUR ON A CARRIER
Spotting pla nes on the de ck so they will be read y for take-off, one afte r a nother.
an "island" on th e starboard si de, where in a massive combined funnel

enclosure, the masts, uptakes, turrets and superstructure are located.
To make up for the preponderance of weight on the starboard side,
quantities of oil, gas and water are carried on the port side of the
vessel. When gas and oil are consumed in large quantities, water bal-
last can be substituted in their place.
The interior of the "Saratoga" and "Lexington" is quite different
from the space below decks on other naval vessels . There are storage
places for hundreds of planes as well as cranes a nd elevators with
which to hoist them to the flight deck.
THE 89
Th cre w
STAFF TRAN PORT FOR THE NAVY

It is a n Electra of the Une developed by Lockheed Aircraft Corporation , Burbank,
Calif.
rn es , issue room, clothing i- ue room and hip's store or " canteen."

These ships are floating a irplane :fields and electric generating
plants combined. The propulsion machinery comprises four 35,200
ki lowatt turbine generator sets which supply current to eight powerful
mo tor s. The generators are operated by steam from 16 oil-fired boil-
er s. The eight motors are connected in pairs to each of the four pro-
peller shafts. Each motor has a capacity of 22, 500 horsepower and
measures rs feet in diameter. A total of 45,000 horsepower is de-
livered to each shaft which drives the propeller blades at 317 revolu-
tions a minute.
The "Saratoga" and the "Lexington" ·were commissioned in 1927.
They were not laid down as carriers originally, their hulls having been
designed for battleships. The " Ranger " was the first ship to be orig-
inally designed as a carrier. The "Ranger" was commissioned in 1934,
A IRCRAFT YE 1( BOOK
the sixth Navy craf t to bear tha t name. The ftr st wa. com-
manded by Capt. J ohn Pa ul J one .
The present "Rang · r " has a el i. place ment of 14 .500 tons, i 7
f eet lonrr, ove r 8o feet'' ide, and ha a peed f - 9·- 5 kn ot .
Two new carri ers were laun ched in 1936. T h ya re th e si. te r hip
"Yo rktown " a nd "Enterp ri ." T hc_v have a li placem nt f 19,900
tons, are 761 f eet loner, more th a n 83 fe t wide, a nd t h ir . peed ' ·i ll be
fast er th an that of oth r carriers. Th ey wi ll enter a tiv rvic early
in 1937. A noth er carri er, th e " \'\ a p," i und er con t ru cti n. It will
have a d isplaceme nt of 14,200 tons.
END OF A MERCY FLIGHT

Removing a patient from the Coast Guard plane "Altair" after a long flight out
over the open sea to take him off a vessel.
H. PTER YI
THE U. S. COAST GUARD
Exj a n -io n f .-\ ctivit i - \\.i de 1\.a no-e a t .uard D uti es-De-
v I pm ent o f ::\ ew E qu i1 m ntat
. a-::.. r rc ·
T
HE ra1 i ll y increas ing value a\ iation
a ti \·i t ie is evidenced b. th e r w in o- table . hO\\ ing its work
d uring the fi ca l y a r 19") a rnpared to that of 1935 :
I 35 1936
.'q uar mil es o f area sea rche I ... ...... . ,6?'" ,7 2 8,371 212
l\Ti l - cr ui eel by oast uard plane .. . .. . ....00468 837,696
H ur spent in fli g ht . . . . .. ........... . .- ") -8
::J •..). 8,959
\. el · identifi ed .. . .... . ........ ... .. . I ,I [ 5I ,694
Ai rp la nes identified .. . ..... .. .. . .. .. . . . - ,OII 6,836
Re pa n es to req uests for search . . .. . . . . . 67 rr8
Pe rso ns a ss isted ... . .. . .. . . . .......... . _6 I ,013
es els a ssisted .. . ........ . . . . ...... . . 103 430
E m erge ncy m ed ical cases transr orted .. .. . 43 8s
As i tance to other Gov' t. deparbnents .. . . 185 2 33
For eig n sm uggling vessels located .... . . . . 6o 70
Ainerican sm uggling vessels located ..... . 40 34
uspicious airplanes sighted and reported .. 4 7
·muggling landing fi elds located . .. . .... . 28 8
S t ill s located , r eported and seized .. . . .. . . 131 402
T he A ct of 1916 authori zed the Secretary of the Treasury to es-
tabli sh, eq uip and m ainta in not to exceed ten air stations along th e
A tlantic, Pacific and Gulf coasts, and along the Great Lakes, to assist
per sons and vessels in distress and to a id in the nati onal def ense. Eight
o f th ese air stati ons were in commission at the beginning of 1937. The
number of airplanes that will ultimately be required for assignment to
these ten air stations is 76. U nder the Treasury Post Office Appropria-
91
AIRCRAFT YEAR BOOK
tion Act for the fiscal year 1937 funds were r eceived which \\ill enable
the Coast Guard to increase the num be r of a ircraft in se nice to 51.
Contracts were let for the procurement of six off. hore patrol pla nes
and five convertible landplanes.
In June, 1936, an Associated P res di spatch car ri ed th e fo l low in ~:
"The usually quiet V irg inia countrys ide was in an upr a r today while
the Coast Guard demonstrated a new a irplane device whi ch wi ll be
used in southern >vaters to sp read warn ings of ar pr aching h u rri-
canes. Residents listened for two hours to a boom ing v ice wh ich
came clown to them from a half-mile in the a ir, stating in clar ion tones
such messages as : 'This is the Coast Guard testin g a new inve nti on.·
The demonstration culminating a yea r 's in vestigati on was p ronou nced
successful by Coast Guard and Treasury Der a r tm ent offici a ls w ho
acted as observers on the g round at Fort H unt. In addition to provid-
ing a means of warning deep sea and spo nge fishe rm en and th e in-
habitants of the Florida K eys of approaching hurricanes th e device is
regarded as important fo r use in the directi on of rescue work fr om
the air. It can receive messages from th e commanding officer on the
ground or on shipboard and broadcast commands f rom rescue boats .
The device weighs only I ro pounds. It was perf ected by eng ineers of
Price Brothers Engineerin g Co mpany, F rederick , Mel., and by Com-
mander F. A. Zeusl er, chi ef of th e commu ni cati ons divi s ion o f t he
Coast Guard, C. T. Solt, chief radio el ectrici~n and vV. N. Durham, a
Coast Guard pilot."
That is an instance of the progressive policy in the U . S. Coast
Guard which has been steadily building up its aviation division when-
ever funds would permit. With about 50 pilots and 40 airplanes Coast
Guard aviation units at the beginning of 1937 were located at Salem,
Mass., Cape May, N. J., M iami, Fla., Biloxi, Miss., San A ntonio,
Tex ., San Diego, Calif., Port Angeles, vVash., Brooklyn, New York,
and Charleston, S. C. Planes from those stations cruised m ore than
8oo,ooo miles during 1936, over land and sea, clay and ni g ht, in all
kinds of weather, on hundreds of different mi ssions, the most notable
perhaps being the saving of human life.
Four Coast Guard amphibians cruised out over the Atlantic coastal
areas in September spreading ample warning of a hurricane blowing
up from the southern waters. Then they stood by awaiting emergency
calls from hurricane victims. As a result of their warning, however,
all small boats had put into port and the residents of isolated hamlets
along the coast had taken adequate precautions. There was plenty of
property damage but no loss of life reported.
Hundreds of messages were received at Coast Guard headquarters
during the year expressing gratitude for work done by the flying
THE OAT G -ARD 93
uar d men on patrol. There were torie of passengers saved from

burn ing mall craft far at ea children picked up from overturned
canoe and rowboats dri ft ina off hore, fi herm en drifting out to sea
afte r th ir moto r had d ied I aYing them derelict and at the mercy of
win d and curr nt . In F bru ar a oa t uard plane flew 200 miles
ut ov r the ea off Miami its pilot made a landing on the tossing
n ar the tank er ' atahoula and took off a seaman with a
br J.; n leg brina ing him t th e ho pita! for treatment. It was routine
bu ·ine , but it dramat ized the ever ·da) work performed by the twin
miracl of speed rad io and a ircraft, the one au idi ng the other through
th ni a ht wi thout a in a le landmark, tra iaht to it de tinati on on the
broad .\tlantic and returnin a it tTai htway to it ba eon shore. The
READY FOR A_ Y MISSION

Th e Coast Guard a mphibion " Canopus" poised on the runway at her home port,
Salem Harbor, Mass. It is a v ·asp-powered Douglas Dolphin .
human element must not be ignored here, however. Courage and

skill on the part of the Coast Guard personnel are responsible for the
invariable success of th e mercy fli ghts.
In June a Coast Guard amphibian sailed out of Salem, Mass., and
the pilot pointed her nose toward Highland Light. Somewhere out on
the Atlantic the trawler "Atlantic" was waiting for help. The skipper
lay low with acute appendicitis, and the shi p had wirelessed the bad
news ashore. The bad part of the fli ght was fog. It was thick and the
pilot could see less than a thousand feet ah ead. \ iVhen he felt that he
was approaching the trawler he f!e\v low, close to the surface for ten
minutes at a time, but the search appeared futile. Finally he went up
above the fog on another tack, and after several minutes was able to
94 AIRCRAFT Y E AR BOOK
peer down through a hol e in the mi st. T here below him lay th e tra wier.
Within a few minutes her captain was aboa rd th e pla ne les1 ite roug h
seas; and the machine again took th e air, alth oug h it r cei\ eel a terrifi c
bumping by hitting th e swells and crests of t he wa ve . .Ra d io ena bled
the ship to make the return fli ght entirely ab ove th e blan ket f f og .
Similar feats of heroism were perf orm ed by the fl y ing cr uarcl ia ns
of the coast off New J ersey, R hode I land, S t. Peter burg , l~ l a . , a n
Diego, Calif., and ew O rleans.
SPERRY GYRO PILOT TNST ALLATION

The bridge of one of American Airlines Doug las DC-3 tran sports sho wing
automatic flying equipm ent.
H \ PTER V II
GOVERNMENTAL AVIATION ACTIVITIES
B urea u of :. ir om m rce- B urea u of F i. heri es-Fede ral Communi-

ca ti on Commi ion-Fore t ervice-Geological ur ey-Hydr o-
crraphi c ffice--Interdepartmental ommittee-Interstate Com-
merce ommi sia n- National Ad vi ry ommittee fo r Ae ronautics
-Nationa l Burea u of ta ndard - ffice of '\rm and Munitions
ontrol-Publ ic Health - erv ice--C:. il onser> ation Service-Ten-
ne see Va ll ey \ ·uthori ty- oa t and Geodetic urvey- .
v eather B ureau .
I XTEEN burea us a nd othe r agencies of th e F ederal Government
S prov ided fo r thi s chapter ca ref ull v prepa red sum'maries of their
act ivities relat ing to aeronautics in 1936 and plan s fo r the new
yea r. T hey did not include th e va ri ous committees of Co ngress or the
judicial branches. T he Court of !aims, fo r e..--.;:ample, still had before
it a se ri es of aviat ion claims.
The ai r force activities of th e A rm y, the Navy and the Coast Guard
a re treated in individual chapters . T he ai r mail service of the Post
Office Department is descr ibed in the chapter on ai r lines . N ine other
general agencies embraced aviation among their routine duties.
The Department of Justice had the manifold responsibility of de-
fending the Government aga.i nst claims, instituting suits and at the
same time investigating innumerable aviation matters. The Office of
the Comptroller General handled aviation problems as a general ac-
counting office dealing with all fe deral expenditures. The Procurement
Division of the Treasury D epartment ''as charged with determination
of policies and methods of procurement with regard to everything
purchased by the Government. The Patent O ffice received an average
of three aeronautical patent applications daily. The Reconstruction
Finance Corporation made loans for aircraft manufacture. The
National Labor Relations .Board, under the legislation of 1935, was in-
tended to exercise considerable control over labor in the aircraft in-
95
96 AIRCRAFT YEAR BOOK
dustry. The Bureau of Foreign and Domestic Commerce, crea ted

under the law "to promote and develop the fore ig n and domestic com-
merce of the United States," included aeronautical w o rk a mong its
activities. The -Bureau of Customs examined passe nge rs and cargoes
of aircraft entering the United States.
There also was the Council of _ ati onal Defense, including six
members of the President's Cabinet. Acco rdin g to the Congressional
Directory of January, 1937, it "was charged by th e ct of A ug ust 29,
1916, among other things, with the 'coordinati on of industries and re-
sources for the national security and welfare' and with the 'creation
of relations which will render possible in tim e of need the immediate
concentration and utili zation of the r esources of the Nation.' o ap-
propriations have been made for nor any meetings held by the Coun-
cil since the fiscal year 192 r. The reco rds of the Co uncil of N a ti ona!
Defense, as well as those of the vVar Industries Board and the Com-
mittee of Public Information, are now und er th e jurisdiction of the
Assistant Secretary of 'vVar, who is charged by law (Act of June 4,
1920) with the 'assurance of adequate provision for the mobilization
of materiel and industrial organizations essential to war-time needs.' "
Bureau of Air Commerce

The Bureau of A ir Commerce, D epartment of Commerce, which
is the agency of th e Federal Government hav ing responsibility fo r
fostering and regulating air comm erce, during 1936 und ertook t o
exercise control over traffic along the airways. Advances in air naviga-
tion instruments, engine dependability and flying technique have made
it possible for airplanes to undertake blind flying on an extensive scale.
Can-cellations are necessary nowadays for airplanes with full radi o and
instrument equipment only when conditions are zero-zero, or nearly so,
at airports where takeoffs and landings have to be made. Bring ing
about a greater adherence to schedules, with benefits to the industry
and the flying public, blind flying as a routine operation also has
b:ought new difficulties. The pilot flyin g in the clouds cannot see other
airplanes, and there is the possibility under such conditions that air-
planes may get too close to each other for safety.
The obvious solution is a system of traffic control which gives the
positions of all aircraft flying an airway, and provides central authority
for some one to direct airplane movements so that the various craft
can be adequately separated. As such a task has to be carried out by
one agency, with authority and responsibility centered in one place, it is
logical that the -Bureau of Air Commerce undertake it.
Airway Traffic Control began on January I, 1936, as a cooperative
project in which the Bureau of Air Commerce had the assistance of the
V E Rl\r.1I EN T A L ~ ~L TIO N ~ CT ITIES 97
a ir lin wi th the fi r t control unit at ::\e,Yark ~ irpo rt ~ ewark , N .J.

The \rm; l\a vy, l\I a rin e orp , oa t Gua rd and miscellan eous
comm rcial a nd 1 riva te flye r a,re d to be aoyer ned by in tructions
i ued f r m t he cont r I tat ion. Lat r add itional tat ions were es-
tabli heel a t hi cago a nd Je, eland .
n J ul y 6 the ur a u t o k 0\ er f ull r po n ibility fo r ope ration
o £ a irway traffic control, a nd i ued r !!ulat ion cove ri ng airplane
m ' m nt in a rea wh re th y t m ' '"a in eff ct. D uring the latter
1 a r t f 193 add it i nal ta ti n wer in tailed at Detroit and P itts-
bur h, a n I unit w r beina raan ized f r \Va hi ngton D. C., Bur-
ba nk . al i f. , and akland, alit.
\1\ orki ng in clo e co perati on \\" ith the a.ir lines operating at the air-
po rt upon whi ch it i ba eel , and "ith t he m unici pall y operated air-
! rt t raffic cont rol t ower wh ich u per vi es act ual ta.k e-offs and land-
ina , an a irway traffic cont rol tati on recei' es departure, arrival and
1 o ition r epor t n all aircraft in it ar a. A pilot flying in or above the
clo ud , a nd unable t o ee th e g round, r ports hi passage over " radio
fix e " or check poin ts · t hat is, w hen he pa se over a radio m arker
beacon , th roua h the " cone o f sil ence' , ·hi ch indicates the location of
a rad io ra nge beac n tra nsmi tter or cro e a rad io range course which
inte r ect th e one he is fl ) ina . P rivately owned aircraft and airplanes
o £ th e rm y, 1\<:l \ y, 1\ll a rin e Co rp s and Coast Guard, when operating
along a ir ways also give their fl ight plans, and when so equi pped re-
por t by rad io so th at they can be accoun ted fo r in connection with
t raffic control.
For an outboun d airplane, an airway traffi c control station re-
ceives advance in fo rmation concerning the fli ght plan, incl ud ing alti-
t ude and approxim ate tim e when the a irplane ·will arri ve over the fir st
radi o check point, crui sing altitude to be maintained , estimated flying
t ime to destination , type of a irplane and any other necessary informa-
ti on. If this plan will involve any conflict w ith other traffic already in
the air, th e pilot is so adv ised and a new fli ght plan w orked out. This
is the plane's clearance. As soon as it has taken off, word is flashed to
the control r oom and an operator there puts an airplane marker on a
m ap to indicate its location. The marker is m oved every rs minutes t o
indicate the prog ress that the airplane should be making at its pre-
viously calculated cruising speed, allowances f or wind, weather and
other f actors having been made previously . A s positio6 reports are
received from the pilot the position shmvn by the marker is checked
against these r eports and corrected if necessary.
In the case of an incoming airplane, reports of. departure and
P b ess alon "'
roar a the airway are watched in the same careful manner , and
1
in addition its movements are coordinated with other cra ft approac 1mg
0
g8 A IRCRAFT YEAR B OOK
on the same or other a irways . 'v\ hen the first re por t on the inc mi ng
a irplane is received, the airway traffi c cont rol stat io n at the d e tina -
ti on computes its proba bl e a rri va l tim e, a nd com pa res thi w it h ex -
pected arrival times of oth er a irplanes . As th e minu te pa , the sta -
ti on may discover that some oth er airpla ne, whi ch took o A' late r, is
overtaking th e fir st one. If thi s occur w hen v i ibility is li m ited, :\ir-
ways Traffic Control will ass ig n a lowe r fli g ht a lt itude t o th e fi rst a ir-
plane.
If a possible conflict a ri ses becau. e two or m or li ffe rent a irp la ne
a re clue t o a rri ve at a pproxima tely the sa me tim e on d iffer ent a ir ways,
A irways Traffi c Control assig ns p recedence f or a1 p roachi ng the a ir-
port. T he ship whi ch is fi rst g ive n clea r a nce comes in f or a la nd ing .
and oth ers a re 1·equired to hold back by r educing peed or circli ng o ve r
specified check points. \iV hen th e fir st pla ne has estab li shed contact
with the control tower a nd la nd ed, th e second is broug h t in , a nd so on
until all are down on the g round .
A nother phase of the B urea u's wo rk w hi ch is closely r ela ted t o
airway traffic control is th e Federal A ir ways System, opera ted by t he
Bureau since its esta bli shm ent in 1926. T he Fede ra l A ir ways System
now compri ses more tha n 22,000 miles of route.· equi pped w ith beacon
li ghts, interm edi ate landing fi eld s, rad io ra nge beaco ns fo r d irectional
guidance, radi o broadcast stati ons fo r co nvey ing weather a nd oth e r in-
fo rm ation to airmen in fli bo·ht ' a nd a vveather r ej)O
.
rtin g serv ice on the
g round.
Constructi on work carried out last yea r included com r leti on of
certain faciliti es on the ne w ~ I ashv il le-vVashin gt on air way a nd mod-
ernization of aid s to a ir navigati on on va ri o us r outes. P la ns have
been made fo r continuing the mod ernizati on p r ogr am on a n eve n mo re
ex tensive scale during th e nex t two or three yea rs.
A system of r adio broadcastin g whi ch provides f or the simulta neo us
transmission of r adi o r ange beacon sig nals and vo ice on th e sa me fre-
quency, the pilot selecting one or the oth er or both with hi s r eceiving
equipment, was f urther developed a nd adopted f or the Nashville-
W ashington airway. Tra nsmission of teletypewriter communications
by radio , instead of over telephone circuits, was demonstrated at the
Bureau's ex perimental radio station at Silver I-Iills, Mel ., a nd plans
were made for installing the system on the N ashvill e-Washin gton air-
way. With this system, teletypewriter messages not only may be ex-
changed between crround station s but also may be r eceived in air-
planes if the neces:ary r eceiving e~uipment is provided in the aircra ft.
Although no material changes were effected in r egulat ory pro-
cedure, aside from the establishment of the airway traffic co ntrol al-
ready clescribecl, the r eguLatory burden became heavier a s a r esult of
G \- ER-:\-:\IE~T.-\L :-\YLTI :N A TIYITIE 99
incr a sed activ ity in he indu try . The Bur-au ha been encrao-ed in
r d rafting all it - r eo- ula ti n , larihin cr the t xt and makino- them
uni f rm in 1 re. entati o n . In c ation \\·i th the Army and -:\a'l) t he
Cur -·au ha been eno-ao·ed 11 a [ ta nda rdiz d de- icrn r equirement
anlte.t m eth cl fo rair-raft. Th la tt r w rk ha be n carried out I y
th
AIR TRAFFIC CON TROL

In th e Burea u o f Air Co mmerce Airways Traffic Control Station a t Chicago. The
m a n at th e ri ght is computing p robable a rrival times with the aid of a circular
sli de rule .
bee n placed on private ow ner types, but there also have been projects
the r es ults of which are applicable prima rily to scheduled air trans-
portation.
The Bureau's development program includes work on engines, pro-
pelle rs, blind landing devices, de-icing equipment and hi gh altitude
flying.
In November, the B ureau took delivery on a Lockheed rzA, a new
roo AIRCRAFT YEAR BOOK
all metal two-motor transport type airpl ane, built to the B ureau's
specifications. The L ockheed is fo r use by a ir line inspector in con-
nection with their checks of air line operations and pe r son nel, a nd
for development work on air nav igati on aids . A lso it is a type w hi ch
is considered to have possibilities fo r "feede r " a ir lin e se r vi ces.
The airport development p rog ram , in whi ch the B urea u of A ir
Commerce cooperates w ith the \iVorks P rogress Adm ini st rat ion, had
progressed to a point where expe nditure auth ori zations ha I been made
by the State A dmini strators for more than $s6,ooo,ooo, w hi ch is about
75 per cent of the project limitat ion of the program a uthor ized for
expenditure. The program included 6r6 proj ects at 446 a irpo rts. The
Bureau's role is that of technical adv iser. Bureau eng in ee rs pass upon
each project under considerati on for VV . P . A . assista nce, and th e
Bureau's approval is required by vV. P . A . before it will li st a p roj ect
as eligible for operation.
In passing upon airworthiness of a new airplane the B urea u of A ir
Commerce exaniines it first for type approval. If th e era ft passes
the thorough tests involved in this procedure, each a ir pla ne built in
accordance with the approved desig n is elig ible fo r lice nse. A fter th e
approval of a type for an airplane which is to be prod uced in qua nti t ies,
in a factory where the facilities meet the in spection req uirements of the
Bureau of Air Commerce, an approved type certifi cate is awar ded .
In some other cases the Burea u gives its app roval and iss ues approved
specifications, but not an approved type certificate. A n applicat ion fo r
type approval is addressed to the Secretary of Commerce and may be
submitted either to the Manufacturing Inspection Ser vice of the
Bureau of Air Commerce, Department of Commerce, vVashington,
D. C., or to the branch office of the Manufacturing In specti on Service
at Los Angeles Municipal A irport, Inglewood, California.
Accompanying the application there should be a complete se t of
drawings, stress analysis and other technical data showing compliance
with the airworthiness requirements. If the application and data a re
submitted to the branch office, they should be in duplicate; otherwise
single copies are sufficient except that one additional copy of a drawing
list is required in each case.
The drawings submitted for approval should be complete, well
dimensioned, and show the structure in sufficient detail. Assembly
drawings of the major structural units, such as wings, stabilizer and
elevator, will suffice if they are completely dimensioned and if they
show the cross sections of all wooden members or metal members of
special ·design and the sizes and material of connection bolts, standa rd
wires and tubes used in the assembly. The location and design of
hinges, control masts, joints, and points of attachment of all brace
0 \ ERKT\IE N 1 \L A V L TION CTI ITIES ror
trut r wire h uld be 1 a rl r ho \\"n. Draw in o- hould be made to a

ca le, th e cale b ing ind icated a nd a ll im po rtant dimen ion gi' en. A
tr a nalv- i co,· I-ing an inve ti o-a ti on t the tren2t.h of the primar)
m m be r E the wino- , f u ela e, Iand in o- o-ear , cont rol urfaces, engine
mount or nac lie , a nd c ntr I y t m , and of fittino-s connecting
1 art o f the primary tructure, i to ace m any the application. The
t re ana ly i a l o hould include an ana l i of econda ry mem-
b r car r in o- heavy load and an inY ti!!'ati on o f ma in members
ubj ct d to eccentric load . Fu r th er it hou.ld state by specification
number the mat ri a l u eel I r a h m mb r or o-roup of members ;
wh ther o r n t it i h at t r ·a te I, a nd " ·hat ph :oica.l propertie are
g ua rant eel I y the manufacturer. If meta l m mber of pec.ial de io-n
are u eel , t t data howi noth eir t r no-th pr per ti under loads similar
to th o e t which th ey will b ubj ct d in the structure should be
u bm itted to ub ta nti ate the values a umed in design . .B uoyancy
c mputation hould be ubmitt d f r hull and fl oat . The stress
ana ly i hou l I bear the io-natu re f th re poosible engi neer. If the
aj plicat ion i fo r a arlane, drawinb of the fl oats bowing their
lines, deta il con struction and general di m n ions and a layout of sizes
of truts and wire and mean of attachment to the f uselage hould be
included .
The materi al used in each f the members of the primary structure
o f an) ai rcraft, including .fittin g hould be clearl) indicated by spec-
ifi cati on number on the drawing . If heat-treated materials are used,
the ultimate t ensil e strength a nd other means of positive identification
should be sh ow n fo r each member. pon receipt of the foregoing
applicati on and s upporting material the Manufacturing Inspection
Ser vice r equests the Bureau upervising Ae ronautical Inspector of
the district in which the factory i located to arrange for inspection of
the f actory and preliminary inspecti on of the aircraft.
The factory insp ection includes an investigation of all the phases
of manufacturing which have a bearing on the reliability and airworth-
iness of the aircraft to be produced. It involves purchasing arrange-
ments of the plant, stock ro om, materials, factory equipment processes,
inspection organization, fli ght-testing arrangements and personnel. The
primary object of this inspection is to determine whether the factory
can produce aircraft in quantities in the same standard and quality as
that embodied in the aircraft submitted for inspection. The aircraft
can be approved as airworthy without having an approved type certi-
ficate, and when this is the case, factory facilities need not be approved
by the Bureau.
Static tests are required for some parts, and these are designed to
ascertain the strength of stationary surfaces and parts and the strength
102 A I RCRAFT YE \R BOOK
and ease of operation of mov ing parts of the ai rcraft in or le r to d ete r-

mine its ability to oper ate un der th e loadi ng co n li ti n: f r \\"hi ch it
was designed. Ma jor te. ts are co nducted by the manufacturer in th e
p resence of a B ureau of A ir Comm e rce in specto r. Ge ne rall y th e
tes ts include w ing-rib static tests, cont rol-surface tes t , cor.trol-. ystem
tests, and la nding gea r drop test: . FJ oweve r . th e D e1 a r tm e nt may r e-
quire additi onal tests on different part of th e a irc raft wh re the le-
sig n or data indicates th e necessity. 1\ s an illu stra ti on of th e p r cedure
followed in static tests, the wi no· ribs a re loaded with sand bag or lead
shot, the amount varying with th e a ircraft, in orde r to te t their
strength. T he strength of th e la nding gea r may be te ted. wh en it is
thought necessa ry, by actually d ropping the a ircraft to which it is at-
tached, f rom a p resc ribed heig ht. T he cont ro l surf aces, such a a il-
erons, rudder, elevato rs a nd stabilizer ·, a re tes ted both fo r strengt h
and ease of ope ratio n by p lac ing wei g hts on them and th en work ina the
controls. The control system, whi ch includes th e cable and leve r
which move the surfaces, is also tested fo r strength a nd ease o f ope ra-
tion, special a ttenti on being g ive n to asce rtain freedom from j amming,
excessive friction or defl ection.
Reports of these tes ts a re made by th e ma nu fact urer to the Bureau
and are sig ned by the in spector wh o w itnessed th em . The r suit of
the tests, as submitted to th e B ureau, descri be f ull y the method o f
loading, g ive load di stributi on cur ves, defl ectio n readings or curves ,
and include a log of th e tes t desc ribin g all fai lures o r r epa ir mad e
during the tests. P hotog raphs of all fa ilures in th e structure and
photographs of suitab le size show ing the test . et-up a nd th e points
from which deflecti ons were measu red a re enclosed.
Fo r the purpose of ex pediting eng in ee rin g in spections a nd fli ght
tests, the Bureau has establi shed a nd equipped fou r enr.rinee ring test
stations. However, it is not compulso ry that the man u fac turer take
hi s airplane to a Bureau of A ir Commerce test station if he prefers to
have it tested at hi s factory, and ca n furni sh suitable fac ili t ies f or con-
ducting the test. In such cases it is only necessary for the factory to
advise the test base that the inspection is desired at the factory , a nd
the engin ee ring inspector will proceed to th at point. If the plane is to
be tested at the factory, suitable scales are provided to obtain its empty
weight. The test bases are located at: Roosevelt Field, Long I sland ,
N . Y.; ·wayne County Ai rport, D etroit, M ich .; M uni cipal Ai rport ,
Kansas City, Mo . ; and M unicipal Airport, Los A ngeles, Calif.
In conducting the engineering inspection the inspector first deter-
mines the empty weight of the airplane. If this weight added to the
computed useful load does not exceed th e gross weight authorized
( detennined by the technical data submitted), the inspecti on a nd fli ght
1 \" ER-:\). f. E -:\T r\L _-\\T TI ~ :-\ T IYITIE 103
lc~t may c n inu , in " ·h ich event th man ufa turcr ,,·ill complete fo r
the in p ctor a man ufacture r· affidav it. tatino- that the a irpla ne is
identi ca l wi th that f r ,,·hich te hnical lata wer ubmittecl and ap-
pro Y d .
The a ir phn e then u nci rcr e Aio-ht te t f uch nature a to clem-
011 t ra t it I alanc . tab ili ty . man euYe rab ili ty. a nd gene ral fl yin o- and
taxiin o- ha ract ri tic . P ri or to, r at th tim f pre entat ion o f an
aiq la ne t th B ureau for Ai o-ht te , th manufacturer -ubmit to the
in. pe ·t r mak ino- th te t a cl tai l d r p r t f th e manuf acturer flight
te ·t n the a ir pla ne im·oh ·ed. The r 1 ort u mitt 1 i io-ned by th e
man u fact urer ' te t pilot, and it incl icat that th e aircraft ha been
full y te t fl own , includ in o- all the r qui recl man uvers, uch a te t fo r
long itudinal, la teral a nd d irecti na l balance a nd te t fo r tability, and
f un ci to comply with r equirements . If the Ai o·ht te ts g iven by the
D partment f om me rce in p ct r ar e ucce f ull) accompli heel, the
a ir pla ne i app r vee! fo r licen ·e. If, in ad li t ion, uitable manufactur-
ing fa iliti es a1·e in e,·iclence. a n I the manufactu r r so de ires, an ap-
proved type ce r tifi cate i. i ued .
\\ -hen a n a pprO\ ecl t_vp certi ficate i oTa nted one et of d ra wing
li sts i impre- eel '' ith the ea l f th B ur a u and return ed to th e manu-
fact urer. The th er data a r placed in the B ur a u · fi le . The D epa rt-
m nt in pectors may call f r, a nd houl d ha e access to, th e e appro' eel
dr awin g li sts. As fin i ·heel a irplanes a r r eady at the facto ry they a re
licensed u pon in pec ti on.
A n a ircraft is required to hold a D epa rtm ent f ommerce license,
if it is to ca rry th e l:'"n ited tat mail , or person or proper ty fo r hire
betw een tw o o r mor e tates or to or fr m foreig n countries . The
licensing r equirements also apply t ai rcraft ca rrying per ons or prop-
erty for hire betvveen two points in one tate, if a part of the flight is
over another State. F urther, a license is necessa ry if the aircraft is to
carry persons or property fo r hire between two points in one State, if
the fli o-h t is a part o£ a through carriage between points in different
S tates or countri es; within the air space over the D istrict of Columbia
or any T erritory or possession of th e U ni ted S tates, a nd where an
a irplane is fl ow n fr om one state to another for co mm ercial ope rati on
in the latter S tate. T hese requirements apply also to interstate fli ghts
in th e conduct ot a business such as fl ying ·with advertising matter
painted or displayed on the plane and the carrying of executives or
empl oyees of a company on interstate flights in behalf of the company's
business .
An aircraft used solely for pleasure or noncommercial purposes is
not r equired by the Federal Governm ent to be licensed, although en-
gaged in flying between States . However, such a license may be ob-
tained if the owner so desires, and most of th e States require aircraft

operating within their borders to be Federall y li censed. In th e eve nt
that the owner does obtain a Federal licen e, all the requ irements go ·-
erning licensed aircraft must be observed. \ i\i heth er li censed or not, all
aircraft must di splay identification marks assigned by the D epartm ent
of Commerce. The licensing requirements do not app ly to military
airplanes.
Aircraft licenses are issued fo r a period of not exceeding one yea r
and are granted subject to compliance w ith the A ir Commerce Reg u-
lations. Upon the expiration of an existing license the ai rcraft may
be relicensed for additional periods of not exceeding one year , upo n the
application of the recorded owner for relicensing and the finding of th e
Secretary of Commerce that the ai rcraf t is airwo rthy and is owned by
an eligible owner. It is the responsibility of the record ed ow ner to make
contact with an inspector of th e D epartment of Commerce prio r to
the expiration of the aircraft license for rein spection of his aircraft.
A licensed aircraft's identification mark consists of the license
number of the aircraft preceded by one of the following letters; the
Roman capital C for all commercially licensed aircraft except g liders ;
the Roman capital S ( meaning State) for aircraft used solely fo r gov-
ernmental purposes and belonging to Federal agenci es, States, Terri-
tories, possessions or political subdivisions; the R for aircraft which
are licensed only for restricted purposes, the X for aircraft engaged in
experimental work, and the G for gliders.
In addition to the above, the Roman capital letter N may be di s-
played, preceding the license letter and number, by all commercially
licensed aircraft of the U nited States, except those licensed for exper-
imental or restricted purposes. The letter N, which denotes that it is
an aircraft of the U nited States, is requ ired on licensed aircraft navi-
gated beyond the continental limits of the U nited States.
The identification mark for unlicensed aircraft is assigned upon
the application of the aircraft owner and is required to be permanently
affixed to the aircraft. The nationality mark may not be made a part
of it, nor may any other letter, design, symbol or description be pre-
fixed.
Bureau of Air Commerce airworthiness requirements stipulate that
the engine or engines used in a licensed airplane shall be of a type ap-
proved and assigned a power rating and speed rating by the Secretary
of Commerce. (Exception: Engines for light airplanes, as defined by
the regulations, need not be approved, but must have ratings assigned
by the Secretary. However, most airplane engines are manufactured
under type approvals.) The manufacturer with a new engine for which
he wishes to seek approval first mounts it on his own test stand and
GO\ ER i\IE T AL _ I A TION CTI ITIES ros
conduct a roo-hour test, including '"'O hour s at full throttle. Then, he

submit hi application fo r a n apprm eel type certificate a log of his
roo-hour te t a nd data de cri bincr the tatus of the engine. The next
step i the official so-hour endurance test.
T bi i conducted at the manufactur r' plant but be is required
to have th e te tin cr equipment which is li ted in ' _ irworthiness Re-
qu irement fo r Engine and Propellers" (- erona utics Bulletin N o.
7-G) , and befo re permitting the test to proceed the -B u reau's inspector
has the re pon ibilit of determinin cr that all th is test equipment is
a Ya ilable and that each item is suitable and adequate. The inspector
a l o ha to inspect the eng ine thoroucrhly before the beginning of the
test and pass on th e conditions under which the test will be made.
"hen th e engine is started, the manufacturer is required to keep it
operating in pe riods of at least fi., e hours each on consecutive working
days. It is permi s ible fo r him to make such adjustments as would be
g iven the eng ine und er normal serv ice c nd itions ; fo r example greas-
ing, oil changi ng tappet adjustment, cleaning and ad justing spark
plug , setting mag neto point and t icrhtening, but not major adjust-
ment . If there a re more than three fo rced stop during the s o hours,
the engine must be disapproved, and if t here is a fa ilure which would
cause an immediate f orced land ing in fli ght, thi s terminates the test.
"Forced stop" and " failur e" a re caref ull y de.fin ed in th e requirements
and in the instructi ons which have been is ued to inspectors, but if
there is doubt about any stop the matter is refe rred to the J\ll anufactur-
ing Inspection Serv ice in \ ashington.
\1\i hen the SO-hour test has been completed, there is another ro-
hour run for calibration , to determine hor epower rating. Only routine
adjustments, such as those permitted during the so-hour t est itself , are
permitted before the calibration run is started. The power rating de-
termined by thi s test is corrected to standard conditions of pressure,
temperature and humidity .
Finally, when the so-hour and IO-hour runs have been completed,
the eng ine is completely torn clow n and inspected with the inspector as
a witness. As a result of this inspection the Bureau may require re-
visions in design, or it may even be necessary to reject the engine, de-
pending upon the degree of wear or signs of failure in important parts.
Assuming that the engine has met all of these tests satisfactorily,
the manufacturer's next step is to submit his report of the test to the
Bureau, together with drawings, a parts list in duplicate and a detailed
report of a ro-hour flight test of the engine. It is not necessary for
this flight test to be witnessed by a Bureau inspector, but the report on
it must be supported by an affidavit. All this m aterial is checked in
Washington, and if it is satisfactory, the manufacturer receives ap-
I06 AIRCR itT Y E \R BO K
proval, and hi s eng ine is elig ibl e for use in an y lice n eel a irpl a ne which
has been approved for eng ines of thi. type and horsepower.
vor an engine which has pre\ iou ly bee n approved by the r\ rm y r
Navy, this detail ed testing procedure i · not required. T he manufactur -
er has only to apply for approval , suppl y ing a CO ] y o r re ference num-
ber of the· A rmy or Navy endurance te t repo rt properly. icrnecl by the
military representative and speci fyin cr th e approved ratin o·.
Propellers, like eng ines, may be approved upon th e basi of prev ious
approval by the A rmy or Navy. Fo r a propeller which has not bee n so
approved, it is necessa ry for th e manufacturer t o submit drawing a
repo rt on an endurance test and in so me cases a . tre. s analys is. Impo r-
tant tes ts, or tests wh ere unconventi onal features of de ig n a re involved
are witnessed by Bureau inspectors, ot herwi se th e ma nuf ac turer' test
report, accompanied by an affidavit, is acceptable. Po r propellers oth er
than fixed pitch wood propellers th e requirements call fo r a so-ho ur
test vvhich may be run with out stop, or may be broken up into run of
five hours or more each. It is accomplished with an eng ine o f the a me
general characteristics as th e eng ines upon which th e propell ers a re to
be used in service, and at th e proposed rate d speed and 1 o wer of th e
propeller. For a fLxecl pitch wood propeller , the test is a ro-h our en-
durance run on an eng ine block, or a so-hour flight test.
Following the test run th e propeller is minutely in spected and if
there has been a failure it cannot be approved . Failure o f a m etal
propeller is defined as actual breakage, cracking or permanent et of
any part of the blades, hub, bolts, lock nuts, splines, keyways, slip ping
of the blade in its clamping socket, seizing or pitting of the bearings
or jamming of the automatic or controllable pitch mechanism. Vl ood
propellers are considered to have failed if tipping pulls or cracks, g lue
joints open or if there is any local failure or crushing around hub or
bolts.
If the test is passed, the propeller is approved and eligible for use
on licensed airplanes powered by engines with ratings equal to or less
than the rating assigned the propeller.
There are type approvals also for certain important components
and accessories. In each case airworthiness requirements have been
drawn up, and the component or accessory, after satisfactorily meet-
ing these requirements, is approved for use in licensed airplanes.
Components and accessories approved under thi s procedure include
landing gear wheels, seaplane floats, skis, position lights, landing
flares, safety belts and certain structural and control units.
Parachutes also are eligible for type approval after meeting the
applicable airworthiness requirements, which include functional drop
tests with normal packs and also with twisted lines, strength drop tests
Y ER:.:':\I ·0:T.-\L . YL TI X:\ TIYITIE 107
" ·ith a o-p und ,,. icrht. and finaJI:· li Ye dr pte ·t- \\' ith a 170-pound
ma n.
It i
a id
the
om me r
,,·ork 0 11 li ensed a ir plane ·.
;r un ci \\'Ork r · licen-ed b · th Dur au in ·lud mechanic ,,-h
\\'ork on either ai rcraf t, aircraft eng in . or both , and pa rachute ri o·-
rr r wh r 1 ack a nd repa ir parach ute . T b Ji o- ible f r a licen e a
aiq Jan - o r airpla ne engin e mechani the candidat mu. t be at lea t I
yea r ld, able to r ad, \\'ri te. -~ 1 ak a nd un d r ta nd the E ng li -h lan-
g ua o-e, and demonst rate that he i qualifi I by trainin o·. expe ri ence and
aptitude. Fo r a license a a n rwin e m chanic, he mu t how that he
ha had t\YO Year experi ence on in te rnal-combusti n eno-ine , one
" a r of which shaJI have b en on maint nance of aircraft eno-ine .
E xp ri ence may _be ga ine I b) work in o- a a n ap1 r nti e unci r th e
upen ·ision of a li censed mechanic. C nlicen ·eel mechanics may as ist
on repa irs. maintenance or alteration f lice nsed airplane und er the
directi on o f a licensed mecha nic \\'ho i in cha ro·e of the job and re-
sp n ible fo r seeing that it is done · rrec tl y.
I-Iaving ga in d thi s e..-.;:p ri ence th e candi late ar pli e · to th e Super-
v ising Aerona uti cal In spect r f r the eli trict in \\·hi ch he resides fo r
an applicati on blank (o r contact an y in pector for in fo rmation ). Then.
when a B ureau inspector next vis its his aiq ort, he repo rts fo r hi · ex-
amination , presenting th e application blank. with all questi ons an-
swer ed, to the in specto r. T he inspector checks hi s kn owledge of en-
g ines in theo retical and p ractical tests to determine whether he is
suffici entl y conversant with engi nes and their accessorie , including
ignition systems, to in spect, maintain, repair and overhaul them. In
addition , the inspector examines the candidate on those regulati ons
vvith which he must be familiar. If he qualifies under these tests, he
r eceives an airplane engin e mechanic license which is valid for two
years, and which may be renewed if he renders servi ces under his
license during at least one-half of its term.
Fo r the airplane mechanic license the age and knowledge of Engli sh
requirements are the same as those for engine mechanics. The ex-
perience requirement is one year engaged in building, maintaining or
r epairing aircraft. Here again the candidate for license applies to the
Supervising Aeronautical Inspector for his application blank, and re-
ports to an inspector for examination. The practical and theoretical
ro8 AIRCRAFT YEAR BOOK
tests cover aircraft structure and ri gging, inclu d ing contro l system. ,
inspection, maintenance and overhaul, and the same reg ul ati ons th at
are included in the engine mechanic test.
The mechanic need not confine him self to a irpla nes or to eng ines.
He may be licensed for both types of work if he is qualifi ed, and many
mechanics are so licensed. It is possible also f or one to hoi I a li cense a
a pilot, or as a parachute rigge r.

HOW PARACHUTES ARE PACKED
The skill with which a parachute is packed determines the success or failure of a
jump when one has to use the aerial life preserver. On the principle that a "chute"
packed right will open right, only experts are permitted to h andle it. Here is the
Army Air Corps parachute division at Chanute Field, III.
Like the licensed mechanic, the candidate for a parachute rigger's

license must be at least r8 and read write speak and understand the
English language. To be considered 'for a license he is required to fur-
nish proof that he has packed 20 or more parachutes that were either
satisfactorily jumped or drop-tested. If he has had this experience,
he may apply for examination in the same way as for a mechanic's
examination.
GO ERN 1ENT_ L _ I TIO N ACTI -ITIES 109
Be fo re proceeding with the parach ute r io-ge r e..-xamination the in-

pector m ake ce rtain that the would-b e licen eel rigger has the
facilitie nece a ry for repacking and repai ri ng parach utes, including
housing pace, an a iring and dry ing rack a packing table at least three
by 40 fe et, tool and minor repai r equipment. It is not required that he
Ov\ n it but it i neces ·ary that it be avai lable f or hi s u e whene\ er he
\\ a rk on parach ute , as the r egulat ion do not permit repackino- para-
chu te without it. Assu red on thi point the in pecto r proceeds with
the xam ination. He g ive th candidate a written e..~am i nati on on the
regulations of the B urea u of _\ ir Commerce pertaining to parachutes
and another dealing with the repackin o- and care of parachutes. The
latter covers proced ure in repacking an 1 re1 airing 1 arach utes after' a-
rious kinds of erv ice.
In some circumstances it is there ponsibility of a parachute rigger
to refuse to repack a parachute. If major repa irs ar e required , he is
obligated to r ecommend that the owner - end th e chute back to the fac-
tory ; an d if the owner does not care to do o, the ri gge r must return it
to him without repacking it, keepin o- in hi s own fil e a record of the
parachute and hi s rea on for refu ing t repack it.
\long with the written examinat ion, there is a pract icaL examina-
tion w hi ch consi ts of the repacking fa 1 arachute. T he succe sful ap-
pli cant r eceives a lice nse that is va li d f or two years, and which may be
renewed if he renders service under it for at lea tone-half of the term ,
and packs at least 25 parachutes that have either been successf ully
jumped or drop-tested.
Only licensed parachute ri ggers may pack, repair, inspect and
maintain a pa rachute used in connecti on w ith licensed aircraft, except
that parachute packer s designated as such, and activel} engaged fo r the
A rmy or Navy may carry out this ·work fo r parachutes of ci\ ilian
airmen, and it is not necessary for A rmy or Navy riggers to hold civil-
ian licenses as ri gge rs.
Ground school instructors teaching in ground schools approved by
the Bureau of A ir Commerce are required to hold ground instructors '
licenses. The license is issued to a candidate after he passes an exam-
ination in the subject or subjects he is to teach, as, for example, engine
and plane mechanics and rigging, meteorology or air navigation. The
license is valid for one year, and may be renewed if the holder has
served as a ground instructor in an approved school during at least half
of the period covered by his license.
Bureau of Fisheries
As in the past the Bureau of Fisheries of the Department of Com-
merce maintained an aerial patrol of the fish eries in Alaska during the
I 10 A IRCRAFT YE_ R BOOK
seaso n of 1936. Planes were cha rtered from four compani es on 46

clays. During r 43 fl ying hours 14,413 miles we re fl ow n. A s imi la r
patrol was to be maintain ed during 1937.
Federal Communications Commission

The Communications Co mmi s ion in 1936 cont inue 1 to a ll ca te ad-
ditional fr equencies to th e av iation se rvi ce to ace mm date grO \\·th .
Provision was made for the use of rad io communicat ion by a ll dome tic
transport lines having mail contracts, three a ir tra n po rt lin e in
A laska holdin g mail contrac ts, the tra nspacilic a ir lin e. two competi tive
organizations holding contracts f or delivery o f mail to Ce ntra l a nd
South A merican countri es, and a propo. eel a ir ma il lin e aero the
A tl antic. In add ition to transpo rt a irc raft, in crea eel fac iliti s wer e
provided for itinerant a ircraft, a n additi ona l fr equency hav ing bee n
assign ed for use und er cond iti ons wh en th e frequ encies prev iou ly
allocated are un suitable. At the end of th e yea r th e pri vate fli e r could
be authorized to use th e frequenci es 3105 a nd 3r2o kil ocycles on a n
unlimited basis and 6210 kil ocycles for daytim e use only. A ll stati ons
of the Department of Comm erce a nd ma ny stati ons li cen sed by th e
Commi ssion mainta in a continuous watch on 3 ros kil ocycl s. T hese
same stati ons will anan rre for a watch on 62 ro kil ocycles, i f so re-
quested.
During 1937, it is ex pected that frequencies a bout 30,000 kilo-
cycles will be allocated to th e av iation se rvice. It is co ntem plated to use
these frequenci es fo r the control of air traffic in th e vi cinity o f air-
ports, for th e ma rking of obstructi ons a nd particular points, f or th e
prevention of collisi ons betwee n aircraft in th e a ir a nd fo r blind land -
ing facilities.
Forest Service
The Forest Service, U. S. D epartment of \griculture, during 1936
continued and increased its use of a ircraft in th e control o f fo r est fir es
and in aerial mapping . The yea r brought materi al progress in th e
development of new techniques of emergency tra nsportation of sup-
plies and equipment and in the retarding of forest fires from the air.
The Forest Service reported use of aircraft in fire control work in the
national forests to the extent of 1,382 flying hours during the fire
season of 1936. This figure totals activities in three fields; air patrol
and scouting, experimental and test flights, and the tran sportation of
men and supplies. A total of 139,007 pounds of supplies and equip-
ment were carried and 319 men were transported. Aircraft also were
used in surveys of fore st areas for map making, survey of timber and
grazing lands and for administrative purposes. The use of aircraft is
G VER:\i\1 · :.J TAL A \ L. TI ::\ A T IV ITIE II r
c nt ra ted fo r ,,-ith p riYat com pani -rvic O\n1 S no planes.

f a irc ra ft n for est fi r c nt r I cl ur ino- th fir e ea n f 1936
m ay b di ,·ided in th e f ll o\\'i ncr cia ifi a t i n :
D t ction o £ fo re t fi re : :-\ th e crroun I I ut y tem in national
f r . t i xte n I d , t h nee I f r ae r ial le t cti n f fore t fi re ha
I . en d . T h o-r un ci d tec ti n ·y t m i definit ly more accu rate than
d t ' Ct ion I y air plan e. A ir p lan ar u d f r d tect i n, however, on
n \\'l y ac tuir -cl na tiona l f re t unit \\'h re the I kout ,- tem ha not
b n f ull y cleYel I eel , d urin 1 -ri cl - of e..'i:t r mely I '" ~- i ibilit - O\ er
larg a r ea , u u all y ca u eel by hea yy m k a nd haze, a nd f ollowi ng
el ctric . t r m \\'hi ch. in ha zar I u - f1r ,,- a th r. may ca u e imulta -
n u ly a n umbe r f fi re _
T ra n p r tat i n o f m en : T hi pha f a ir -raft u - i x tremely im-
po rta nt in the ::\or thwest, \\'h e re fore- t fi r s may occur deep in back-
c un t ry d ifficult t tra ,·er e oYerl a nd . T faci li tate increa-ecl tran s-
po rtat ion f m en by a ir, the t tal num ber f mer cr ll C) la nd ing fields
in 1\ a t ional Fo re t during 1936 wa inc rea e I to 59- uperv i ors in
1 nta na a nd nor th I da ho wer e ordered to surve,- their fo re ts for
aclcl it i na l uitable locations f r fi lei _ -
T r a n po rtati on of upplies : T hrouo·hout the season of 1936,
o- rea ter use vvas made of aircra Et f r ca r r) in o- needed tool , equi pment
a nd p rovisions to fi re fi gh te rs. \ Vh re no la nd ing fi elds we re u eel,
uppli es wer e dropped f rom pla nes. D evel pment f ui table packag-
ing a nd techni ques o f dr opp ing ha been ne of the more im po rta nt
phase of exp rim ental acti vit ies . T ra n portation of upplies by air
com pa r es favo r ab ly in co t ' ·ith ove rl a nd tra nsr ortation in r ough,
back-co untry terra in , a nd is by fa r the fa tes t method.
Scouting : se of aircraft by for e t office r in reco nnaissance of
la rge go ing fir es has prO\ eel of increased value. T he development by
the F orest Ser vice of a special ha rt-wave r ad io set which operates
efficiently in a ny type a irplane has added to the value of scouting f rom
th e a ir, because the obser ve r ca n talk d irect with officials in charge of
fi re-flghting on th e g round. Sco utin g by plane enables fo res ters t o
determin e the pattern a nd scope of large fi r es, rate and directi on of
spread , locati on of certain topogr aphical f eatures, and oth er informa-
ti on o ften un obtainable fr om the gr ound , thu s fa cilitating the employ-
ment of effici ent control tacti cs.
Experimentation: The F orest Service has pioneered in many
phases of its u se o f aircraft, fo r no compar able p roblems exist with
oth er or gani zations. Investigation into the techniques of dropping
suppli es crystalli zed during 1936 into a definit e pr oject with fund s
set as ide f or that pur pose. Certain sta nda r d pr actices have thus been
determined in m ethods of packaging, use of pa rachutes or retarder s
II2 AIRCRAFT YEAR BOOK
and in free-droppin g . These expe rim ents a re being continued in 1937.

Inquiries into the feasibility and technique of direct aeria l attack
on fires have also been consolida ted into a di stinct p roj ect. V\/ork in
this field consist of exhaustive tests of va ri ous chemical mixtu res su it-
able for dropping on fires, development of chemical bom bs, use of
explosive bombs, and r elated problems . o stand ardi zed p ract ices
have been announced, because this work still is in a n exp erimental
stage. Foresters emphasize the point th at the obj ect of direct control
from the air is not necessaril y to exting ui sh forest fires, fo r that is in
most cases demonstrably impossible, but rather to retard th e sp read
and check the speed of a fire before the arrival of g round crews.
Geological Survey
The use of aerial photographs in connection w ith standard topo-
graphic mapping by th e U . S . Geological S urvey, Department of the
Interior, during the fiscal year 1936 con sis ted of th e cornpilat ion of
planimetric base maps of 43 quad rangles (7Yz -minute) and parts of
quadrangles in Louisiana, a total area of 2,749 sq uare miles, a nd the
compilation of planimetric base maps of 20 quadrangles (I 5-minute
and 70 -minute) and parts of quadrang les in other States covering
1,957 square miles. T,he total area covered by these maps compiled
from aerial photog raphs totalled 4,706 square miles . During the yea r
commercial firms under contract photographed 6,754 square miles for
the Survey. The total area in the United States covered by maps
compiled by the Geological Survey from aerial photographs, to June
30, 1936, was 90,250 square miles.
The Survey's Aerocartograph, an apparatus for stereoscopic m ap-
ping from aerial photographs, has been completely overhauled with
considerable remodeling and the addition of new parts, which w ill
enable the use of oblique negatives in the instrument, as well as vertical
negatives. Another stereoscopic instrument, the Multiplex Aero Pro-
jector, is in use by Survey personnel in mapping in the Tennessee River
Basin for the Tennessee Valley Authority.
Although the five-lens type of camera has continued to be used ex-
tensively, the wide-angle single-lens camera is gaining favor with the
Survey for the compilation of planimetric maps. One advantage in
the use of the wide-angle lens is that fewer photographs are required
to cover a quadrangle than with the old type long focal length camera.
In the case of the latter, 300 or 400 photographs had to be taken to
cover an area of approximately 230 square miles while, on the other
hand, with the short focal length camera the number required was
approximately 50 negatives. In addition, ratioed enlargements from
the negatives are adaptable to the radial line intersection method like
VERN1\IE ~T AL AYL TI N _ CTIVITIE 113
tho e take n with the fiv e-lens camer a while tho e of the long focal
I no-th a re not, with the ame a moun t f g round control.
ta nd ard pecificat ion fo r takincr ae ri al photographs ha ·e been
adopted by t he urvey fo r it u . T he e specification cover single-
len and fi ve-le n ae rial ph t g raphy fo r rad ial-line inter ection ' ·ork,
a nd al o ae rial p h tocr ra1 h) f r ter o copic map1 ing. Owi ng to more
ri o- id r equ irem nt. in th e accuracy of ae ri a l 1 h t o- raphic negati\ e
f or r ad ia l-line inte r,ecti n \\·ork a n I tere pic mappincr m ore par-
ticu larly the latter becau e of the incr a in o- u e of ster eoscopic in-
trum nts, th e de\ elopment of pr ci i n mapp in o- came ra is of para-
m unt im po rtance. Camera manufacturer . r ali zing th e demand by
Feder al mapp ing age nci es for g rea ter accu racv in negatives are work-
ing to prod uce came ras of preci ion character.
ome idea o f what w ill later be r qu ir d of a lens in a pr eci ion
camera is indica ted by the fo llowin o- t ntat ive nume rical values : No
lens shall be u sed which , at the propo d maximum top opening, fails
to resolve lines in a ny orienta ti on paced even to the millimeter and at
the center of th e shorter ide of th e necrati \ e; or which fa ils to r esolve
line in at least one ori entati on paced five to the millimeter at the
ang ul a r distance from the cen ter of th fi eld which is the multiple of
five degr ees falling near est th e corne r of the negative.
At the present time specification for ae rial photograph s in the
ste reoscopic plotting of contour map r equire that the came ra shall be
so constructed as to make it im possible to assembl e the focal plane,
cone, a nd lens , with a differ ence in r elati\ e position between the focal
rlane and the lens g reat er than plus or minus 0.002 inch ; that no lens,
or combination of lens and g las foca l pla ne plate, shall be u sed without
special permission of the cont racting agency unless th e distortion for
a ny part of the negative falls within the range plus or m inus o. r milli-
meter ; that between-the-lens shutters or louvr e shutters, such that
light is transmitted t o all parts of the photograph when the shutter is
open, shall be u sed ; that the efficiency of the shutters shall be at least
85 per cent at the fastest speed, with a tolerance in shutter speed of
not to exceed plus or minus 25 per cent at any speed; and that the
exposure interval shall be as short as light conditions will permit and
in no case shall it exceed r / 50 second.
Hydrographic Office
The H ydrographic Office, U. S. Navy, distributes Notice to Avi-
ators, l\'Iemoranda for Aviators, Pilots Charts of the Upper Air,
N aval A ir Pilots, Strip and S ectional Charts of coastal areas of North
A merica, Central America, Mex ico and the \ iVest Indies. The file of
fo r eign data on the principal airports and seaplane bases of the world,
AIRCRA FT YEA R BOOK
and the collection of for eig n aviati on charts was g rea tl y aug mented in
1936, and such information was suppli ed to pilots contem plat ing
foreign flights.
Interdepartmental Committee
The President of the United States on July 2 , 193 5, appointed a s
members of the Interdepartmental Committee on Civil Intern ati onal
Aviation, R. Walton Moore, Assistant Secretary of State ; Stephen B .
Gibbons, Assistant Secretary of th e Treasury; Harllee Branch, Sec-
ond Assistant Postmaster General ; and John J\!Ionroe Johnson, A s-
sistant Secretary of Commerce. The vVhite House announce d
their appointment was "for the purpose of making observati ons and
gathering information pertaining to civil international av iati on in all
its phases and submitting such recommendations as may seem caii ed
for ."
A t the meetings of the Interdepartmental Committee during 1936
a variety of problems affecting A merican civil aviation interests in
the international field were di scussed. O n va ri ous occasions th e Com-
mittee met with official air missions from F rance and fr om Ge rmany
and with a representative of commercial aviation interes ts in No r way.
These meetings were held for the purpose of discussing qu esti ons per-
taining to transatlantic air transport, and all interested A meri can
companies were invited to be present. The m eeting with the Ge rm an
mission facilitated the making of experimental fli ghts successf uiiy
completed by German aircra ft during the year. The Ge rman auth ori-
ties offered to accord r eciprocal faciliti es to American aircraft. The
growing interest in international air transport presages an active year
for the Committee in 1937. No definite program has been arranged,
however. The Committee meets only at irregular intervals as occa sion
may require.
Interstate Commerce Commission
At the beginning of 1937 many members of Congress were pre-
paring proposed legislation designed to give in one way or another the
I.C.C. more extensive jurisdiction of the domestic air transport opera-
tions in the United States. Following is the aviation section of the
Commission's annual report for the fiscal year 1936:
"Our work under the air mail laws proceeded during the year
responsive to the provisions of the amendatory act of August 14, 1935
( 49 Stat. 614), which materially expanded and increased our duties
as shown in our Forty-ninth Annual Report.
"Among those provisions was that of section 6 (e) requiring that,
not later than January I 5, 1936, and after having made a full and com-
plete examination in the premises, we should report to the Congress
GO V ER N iVIEN T L _ V I. TI ON . . CTI\ I TIES I r~
wh th er in our j udgment the f air and rea onable rate for eight speci-
fi d air mail route is in exce of 33 3 cents per airplane-mile, to-
g th r w ith a tatement o f th e fact - and rea on u pon which may be
ba ed an) recommendation made by u fo r or against claims for
incr a e . F or rea n stated in ou r c mmunication of January I I ,
1936, to th e Con a ress, '' e " ere .unable to ubmit this r eport by the date
p cifi d; but it wa adopted by u July 7 and forthwi th transmitted.
" O n February 21 , 1936, wei ued a report and orde r prescribing
the rates of com pe n ation fo r the tran po rtation of air mail O \ er
route no. 31 in F lorida, which connect t. Peter burg w ith Daytona
Beach , but which was temporar il • exten led to Jack onv ille, A-i·r .Ma:il
Rates for R o·ute N o. 3 I ( 214 I. C. C. 3 7) . L\ like determination was
made on Jun e 22 , 1936, in respect of uch t ran portation between
points in the Hawaiian I land , __lir M nil Rates f or Route i\ o. "3 (2 16
I. . c. 381).
" P ursuant to the petition of K orth we t A irlines, Inc., '' e reconsid-
ered our determinati on as to rates f or routes nos. 3 and 16, published
in A i?·- ~1ail Comp emation (206 L C. C. 675). R oute no. 3 e..xtends
f rom Fargo, N. Dak. , to eattJe, \1\i ash., and route no. 16 from Chi-
cago, 111., to P embina, N . Dak. , Yia Fargo. In our report on further
hearing, dated June 6, I936 216 I. C. . 166) , to meet changed con-
ditions we ordered increases in the rates theretofore fo und by us to
be reasonable for transportation of air mail over these routes.
" Our jurisd iction to entertain an application by Transcontinental
& \ i\ estern A ir, Inc., for permission to insti tute and maintain exclusive
passenger and expr ess schedules between A lbuquerque, N . 1\lle..x ., and
San Francisco, Calif. , in connection with p resent operations over its
transcontinental air m ail route no. 2 between Newa rk, N . ] ., and Los
A nge les, Cali f., was questioned by the Postmaster General and the
applicant joined him in seeking initial decision on the jurisdicti onal
question. In its repo rt of January ro, 1936, division 3 found that
section 15 of the Ai r Mail Act of 1934, as amended, conferred upon
u s jurisdiction to entertain the application , T ranscontinental & f;V . A i1·,
I n c., San Francisco Operation (213 L C. C. 55 I), and on reargument
befo re us the decision of the division was affirmed (2 14 I. C. C. 55 2 )·
Hearing on m erits of the application has been held and a proposed
report was served on the parties September 25, I936.
"On October I ' 1936, Transcontinental & vVestern Air also filed
an application for review of air-mail rates on route no. 2.
"Braniff Airways, Inc., operating routes nos. 9 and I 5, and Delta
A ir Corporation, th e operator of route no. 24, filed applications re-
questing a review of the rates fixed for those routes in Ai1·-Mail Com.-
pensat·ion, s·u.pra. Route no. 9 extends from Chicago to Dallas, Tex.,
r r6 AIRCRAFT YEAR BOOK
via Kansas City, Mo.; route no. 15 from \marill a to B rownsville,

Tex., via Fort Worth, with a branch from \Naco to C alve ton, T ex . ;
and route no. 24 from Charleston, S . C., to F ort \t\ orth , via '\tlanta,
Ga., and Birmingham, A la.
"On April 4, 1936, American A irlines, Inc ., inaug urated a nonmail
schedule between \iVashington, D. C., and New ). ork, . Y . Thi s
carrier transports air mail between Chicago and \1\ ashing ton O\ er
route no. 25, and between New York and Fort \1\ orth , via \1\ as hin g ton,
over route no. 23. O n May 9, 1936, North American Av iat ion, Inc.,
the contractor for th e transportati on of air ma il ove r r oute no. 6 be-
tween New York and l\!Iiami , Fla., via \1\lashing ton, fil ed a complaint
under section I 5 of the Air Mail A ct again st the ina uguration by
American of the nonmail schedule between \ 1\1 ashin gto n and New
York. The hearing in this case has been postponed at th e r equest of
the parties.
"A complaint filed by Central Airlines, Inc. , und er secti on I.)
against Pennsylvania Airlines & Transport Co., relating to th e latte r
company's off-line service between Detroit, M ich., a nd v\ ashin gton
was dismissed on April 20, 1936, upon r eq uest of th e compl a in ant.
"On March 9, 1936, A merican Airlines, Inc., filed a n app lication
for the review of air mail rates on the eight air ma il r outes for which
it holds contracts with the Postmaster Ge neral. Hearing have bee n
held, and our examiners are preparing a proposed r eport.
"On October 5, 1936, National Parks A irways, Inc. , fil ed a n appl i-
cation for adjustment of the base rate mileage fixed by us in A i1'-llfail
C om.pensation, supra, to conform to subsequent changes in se rvice re-
quirements for the transportation of air mail over its r oute no. 19
extending from Salt Lake City, Utah, to Great Falls, Mo nt.
"By order elated October 23, 1936, we instituted, on our ovvn mo-
tion, a proceeding of investigation to determine the method or methods
to be used for ascertaining the anticipated postal revenue from do-
mestic air mail, in order to enable us to comply with the provisions of
section 6 (e) of the Air Mail Act, approved June I 2, 1934. A hea rin g
in this matter was assigned for December 3, 1936.
"In our previous report we explained the delay occasioned by the
passage of the amendatory act of August q, 1935, in completing the
annual review of rates on all 33 domestic air mail routes for the cal-
endar year 1935. Since that time, the progress of thi s work has been
unsatisfactory due to the inadequacy of the appropriati on for air mail
work. Since this review is required to be made at least once in each
calendar year, we have consolidated the 1935 program with that for
the calendar year 1936. The review of rates for the current calendar
year will cover the period from the beginning of operations under
GO ERN 'lENT_-\L \\ \ TI N \. T I ITIE II7
each a ir mai l contract to the end or the r p ctive audit period for each
r ute.
" ection 6 (f) requi res air mail carrier t repOI-t to us semiaimu-
ally certa in da ta wi th r e pect to h ee tran p rtat ion furn ished by them.
Report coverina the last m nth f 19 - how that during that
peri d 43, 1 -1- pa enaer were accord d fr e transportation to the
xtent f 22,3 0,963 pa enger-mile , having a tar iff 'alue of $ 1,314,-
6 o, and that 467 pa enger were tran ported at r educed fa res. The
ta ri ff value f such re lucti n wa 9," .., and represented 173,386
pa . enger-mile . E xclu i,· of 1 vernment officials and employees
and persons travel ina on c mpany bu ine s, 20, - r4 pa engers \Vere
ace rd ed fr ee t ran po r tation ha \ inrr a tar iff equi ·alent of $689,084.
It i probable th at many of the e fr e pa enger \Y Oul d not have
trave led by air had the) not be n car ri ed wi th ut charge. It i just as
probable . howeve r, that man y of them w uld have tr aveled by air in
any eve nt. The ca rri er are required by their contracts to provide pa -
se nger serv ice on the th eo ry that as pa enger revenues increase the
rates of a ir m ail compensat ion may be reduced. fl.i e under tand that
the carriers are endeavoring to curtail th e amount of f ree transporta-
t ion .'
National Advisory Committee for Aeronautics
T he la \\ prO\ ides that the National dvisory Committee for Aero-
nautics (NACA) shall "supervi se and direct the scientific study of the
problems of fli ght, with a view to their practical solution, and to deter-
mine the problems which should be experim ental!) attac.k ed, and to dis-
cuss their solution and their application to practical questi ons." The
-ACA is also authori zed by law to "direct and conduct research and
experiment in aeronautics."
During the year 1936 the Committee continued its scientific studies
of the problems of fli ght and the development of research facilities at
Langley Field, V irg inia.
There was completed and placed in operation the largest high-
speed wind tunnel in the world. It has a throat eight feet in diameter ,
and has developed air speeds over soo miles an hour. This new type
of wind tunnel has more th an met its designed perfo rmance. Early
experience w ith its operation indicates that it will be a valuable addition
to the Committee's research facilities.
The Committee secured an appropriation from Congress for the
construction of a large pressure-type wind tunnel in which relatively
large models can, by increasing the pressure in the tunnel to three or
more atmospheres and thus increasing the Reynolds Number, be
t ested under conditions that will give results more nearly correspond-
II8 AIRCRAFT YEAR BOOK
ing to the actual perform ance o f la rge a irpla nes Ay in o· at hi a h peed

than it is possible to obtain in a ny wind tunn el in th e ' nited . tate at
this time. Work has been started on thi s tunn el a nd it is expec ted th at
it will be completed during 1937.
The large seaplane is becoming a n im porta nt fa cto r in th e develop-
ment of tran soceanic air tra nspo rta tion a nd of long -ra nge 1 aval
aircraft. To meet th e p roblems presented by thi s clevel pment, the
NACA also has secured during the la t yea r a suppl em nta l app rop ri a -
ti on to lengthen by app rox imately 900 fee t the p re ent. -apla ne tow in o·
basin. This extension , on whi ch work has been started, will make the
tank 2 ,900 feet long a nd will make it possible to study the hydro-
THE N. A. C. A. SMOKE TU NNEL

National Advisory Committee fo r Aeronauti cs expe rts can act ua lly see th e
nature of air flo\v a r ound airp la ne m odels. Sti·eamers of smoke are passed
into the air stream, and flow around the m odel und er obser vation .
dynamic characteristics of seaplane floats and flying-boat hulls at take-

off speeds up to at least 8o miles an hour.
The Committee's research staff was substantially increased during
the last year and it is planned to operate some of its activities on a two-
shift basis in order to meet the growing demands of th e A rmy, Navy,
and the aircraft industry for the solution of new fundamental problems
constantly arising in connection with the ever-increasing speed of air-
craft.
The continued improvement in the safety, efficiency, range, speed,
comfort, and capacity of American aircraft is largely the r esult of the
GGVERNNIENTAL \ \I TION TI ITIES II 9
w ork of the N A. The ucce or that rcran ization a a coo rdinating

acr ncy a nd a an agency t onduct in ne cent ral aer nautical lab-
rato r · the f u ndamental cientific r earch nece ar ; to meet the
need of both m ilitary and civ il a Yiation, ha - been made possible large!
by the ta tu o f the mmitt._e a an independent ove rnment e tab-
li hm ent a nd al l y th e fact that all Y rn.m enta agencies con-
cerned with the d \ el 1 ment of aer nautic a re rep re ented on the
mmittee and its subc mmittee .
National Bu.reau of Standards
T he National B ureau of tanclards, of the Department of Com-
m rce, in ve tigates the behav ior of materials used in aircraft construc-
t ion the strength of a ircraft tructures, the performa nce of eng ines,
in truments, f uel , lu bri cants, and icrnition systems . pecific investiga-
tio n a re u uall · und er tak en at the r eq uest of oth er Government units,
uch a the N a tiona! Ad ' i ory Committ e f or Aer onaut ics and the
B urea u o f \ e ronau tic of th e Navy D epa rtm ent. \ 1\ h en commerci al
te ting labo ra tori e a r e not e 1uipp d t do so, te ·t of mate ri als and
appa r atu s may be made f or ind ividual and or gani zations outside the
Governm ent upon payment fo r t h work. Fee schedules, avai lable
upon a pplicati on, in d icate the specific te ts \\ hich the .B ureau ordinarily
makes. A numb er o E the pecial in vesti gations and developments in
progress during 1936 are b ri e fly outlin ed her e.
\erody nam ics: F un dam ental studi es in aer odynamics are in prog-
r ess on wind tunnel turbul ence a nd boun da ry layers in cooperati on vvith
the National A dvi so ry Committee fo r Aeronautics. Investigatioi1s of
the nature of turbul ence a nd its eff ect have been extended to cover
th e scale of th e turbul ence, or "average eddy size'' , as well as the in-
tensity of the turbul ence, hitherto designated percentage turbulence.
In th e boundary layer investigati on the distribution of the air speed
a nd the intensity of turbul ence nea r a plate in the lam inar, transition,
and eddying regions was determined. The press ure distribution
around the central section of a n elliptic cylinder with the major axis
parallel t o the wind has been determined at higher air speeds than
previousl y reported.
Thermal expansion of copper-beryllium alloys: The thermal ex-
pansion of copper-beryllium alloys ( important in aircraft construc-
ti on) has been determined over the composition range I ·3 to 3.0 per-
cent beryllium and between 20 ° and 300°C.
vVeathering of light alloys: The study of weathering of light
alloys used in aircraft has been continued. The marked superiority
in corrosion resista nce of aluminum alloys containing magnesium as
the major alloying constituent over similar alloys containing copper
!20 A I RCI{AFT YEAR B OOK
has been definitely show n. However, no lig ht structural material has

been found which, for severe service, surpasses th e aluminum-coa ted
or "Alclad" materials. In the search for better protective trea tm ent
for magnesium alloys, an anodic treatment has bee n developed, a nd
used on a semi-comm ercial scale, which is comparab le to th e wid ely
. used anodizing treatment for the aluminum all oys .
Airplane propeller mate rial s : Studi es of propeller materi a l have
been continued, particularly to determine wheth er, in loner conti nu ed
service, involving repeated stressi nrr, th e properties of th e materi al
are deleteriously affected befo re " fatigu e" cracks occ ur.
Properties of metals and alloys at low temperatures : The im-
portant mechanical properties of most of the comm only u eel ai rcraft
structural materials have bee n determin ed at sub-ze ro temperatures,
simulating those which are encountered in service at hig h a lti tudes .
Examination of failed airplane parts: Metallurg ical exam inat ions
have been made of miscell aneous airplane parts which had f ail ed in
service, in order to determine any defects which may have been in-
strumental in causing failure. The information thus secured has, in
many cases, been used to good advantage in the redesign of th e pa rts.
Behavior of aircraft structures under load : Some of the invest iga-
tions relating to aircraft structures in progress are tho se on the ela tic
behavior of thin sheets of duralumin and alloy steels in tensi on and
compression, and on duralumin and chromium-moly bdenum tubin g
under both torsional loads and loads other than torsion. A report on
an experimental study of th e strength of welded j oints in tubular
members for aircraft has been prepared. The strength of riveted
joints in aluminum alloy, as a function of type of rivet heads, dri ving
stress and other factors, is being determined. A machine for deter-
mining the endurance of wing beams under longitudinally reversed
stress has been constructed.
In cooperation with other interested Government organizations,
studies on propeller vibration and airplane vibrations a re in progress.
It has been found that submultiple resonance probably has been an
unrecognized cause of a number of baffling cases of undue vibration in
engineering structures.
Combustion phenomena in aircraft engines: In the investigation
of combustion phenomena, which has been carried on for a number
of years in cooperation with the National Advisory Committee for
Aeronautics, a study has been made of the influence of humidity on
ignition lag in gaseous explosions, and a 9-inch spherical bomb with
central ignition, provided with means for recordi ng accurately both
flame travel and pressure development in the early stages of an explo-
sion, has been constructed.
0 \ ERN 1IE~T AL V I \. TIO N _ CT I ITIES rz r
T emperatur de veloped in air raft pO\Yer plants: P ower plant

t m pe ratu re ur vey ha,·e be n mad fo r the Bureau of Aeronautics on
ome r - types of airplane . both on the o-r unci and in flight. These
u r ·ey er ve to detect ' er heatin o- f th e engine or it accessori es and
to deter mine wh the r modifi ati n in the in tal lation have ove rcome
u h difficultie .
I g nit ion sy tem : T he maj r affecti no- the electrical
cha racter i t ic [ a irc raft ma o-n eto e of failu re in aviation
pa rk plug a re being studied . A r 1 rt n the de irrn o f mica spa rk
plu o- , ba eel on the a na ly is of heat fl ow, i in prepa rat ion.
E ng ine ind icator: promi ina- eno--ine p re ure ind icator ba eel on
the photo-ela t ic effect, whi ch g ive- o cillograph records of the cyclic
chang s in pre ure o r in rat of change of press ure, ha been de-
veloped fo r the Bureau of _ er nautic of the Nav} . Convenient
m ea n fo r the reli abl e detecti on of incipi nt detonation in f ulJ-scale
a ircraft eng ine is being ought.
I~ uels fo r a\ iati on eno-ines : T he Bureau has cooperated with the
Coope rat i\ e F uel R esea rch's ub- ommi ttee on Aviati on F uels in
the selecti on a nd specification of standard reference f uels with which
va ri ous tyr es of hi gh octane av iation fuels are to be com pared in air-
craf t eng ines of hi g h output. T he B urea u r ecently has been designated
as t he ao-ency to analyze the da ta obtained in a proposed survey of
vapo r lock in airplane f uel systems.
E ndurance tests of eng in es and propellers : E ndurance tests have
been made f or the B ureau o f A ir Comm erce on several engines of less
than roo horsepowe r. T he t) pe t est of a soli d steel propeller was
fo llowed by an analysis of the stre ses in the blades and a critical study
of the hub des ig n.
Lubricati on of a ircra ft eng ines : F urther investigation has been
made of the stab ility of aircraft engine lubricat ing oil in cooperation
w ith the Bureau of Aeronauti cs and the Nati onal Advisory Committee
for Aeronautics. A satisfactory correlati on has been found between
the data obtained by a selected laboratory method and the changes
w hich take place in the sam e oil s when operated in an aircraft engine
of m oderate power output. The investi gation is being extended to
cover the effect of engine design on oil stability both in service and in
dynam ometer tests. A new laboratory m ethod is being developed for
oil stability in which the oil is being subjected to heat under conditions
closely resembling those existent in the engine. E mphasis has been
placed thus f ar on sludge form ation in the engine, but a program has
been started involving the study of the effect of acid f ormation on
corrosion of aircraft eng ine bearings.
In a study of the influence of lubricati on on ·wear, precision weigh-
!22 AIRCRAFT YEAR BOOK
ings were made of aircraft engine parts before and after running for
definite periods under various conditions of lubrication.
Cotton parachutes: P arachutes are generally made of silk. Some
years ago an investigation was started at the Bureau to fin d out how
to make parachutes of cotton, in order to use a domestic rath er than
an imported raw material. The fir st step was a stud y of the silk fab ric,
to ascertain exactly the properties required : strength, we ig ht, air-
permeability and tearing resistance. Then, through expe rim ents in
the Bureau's mill, a method was developed for making a cotton fab ric
as nearly like the silk one as possible. Cotton manufacturers were per-
suaded to make thi s fabric on an experim ental scale and f rom this
some parachutes were constructed, and then tested by the Ta vy . The
manufacturers, however, insisted on using imported cotto n, claiming
that they could not get a sufficiently fine staple in thi s country . During
1936, a satisfactory cotton parachute fabric was produced on a com-
mercial scale, wholly from domestic cotton.
Weather resistance of dopes : A cotton wing fabric will absorb
water under clamp conditions and lose it under dry conditions. The
natural area of the fabric, and consequently its tautness, w ill vary
with the moisture content, and these changes in tautness will affect
the flying characteristics of the plane. The fabric is eloped to prevent,
or at least delay, these changes of water content. The dope used is
generally a solution of cellulose nitrate. To avoid the u se of such an
inflammable material, the Bureau has recommended that the fabric
be first fire-proofed and then doped with cellulose acetate. Panels with
and without fire-proofing, and eloped with cellulose nitrate and acetate,
have been exposed to the weather for about two years.
During 1936, these panels were tested for tautness and fire re-
sistance, and returned for further exposure. A new tautness meter
has been designed, because the present one can be used on hori zontal
surfaces only and is therefore not adapted to service tests at airports.
Permeability of aircraft finishes to moisture: Protective coatings
are used on the fabric, metal, and wooden parts of airplanes, as well as
on the gas-cells of dirigibles. One function of such coatings is to pre-
vent the penetration of water, which might cause corrosion, loss of
tautness, or increase of weight. These coatings are generally solu-
tions of organic plastics. An additional coat of wax may be applied
to the surface.
During 1936, films of some 25 coatings which are in commercial
use were prepared, and their permeabilities to water vapor, under a
wide range of conditions, were measured. The results are now being
prepared for publication.
Plastics for windshields: Glass has certain disadvantages when
GOV E R 1 MEN T AL A -rAT I O • ACTI ITIES 123
u eel fo r aiq lane wi ndshi elds. Fo r proper stream-li ning, the wind-
hield hould I e curved rather than plane, and a curved g la s w incl-
hi elcl would be d iffic ult to fi t into place and till more difficult to re-
place if broken. \ i\i hen the w indshi eld i broken b) impact from a bird
r hail-sto ne, the fl y in cr 1 ieces of o-Ja s may cau e a serious accident.
To overcome these diffic ulti es man y attempts ha e been made to use
orga ni c pia -t ic in teacl of o-Ja . e ·era! kin ds of plastics are suffi-
cient!; tran pa rent and fl ex ible and will not shatter ''hen broken. But
li ttle i kn own about their al ility to retain their transparency v.hen
expo eel to the weather, to re i-t cratching fr om blown sand, to resist
im pact , and several oth er impo rtan t prope rti es . The Bureau's fir st
p robl em , th erefo re, has been the de ·elopment of the necessary test-
methods to meas ure these p ropert ies.
\ paper enti tled " M eth ods of Testing P lasti cs," b) G. M . Kline,
was published in the October, 1936, n umber of the J ournal of Indus-
t ri al and E ngineering Chemist ry. _ t present, an intensi\ e study is
being made of th e abili ty of pia tics to resist im pact.
\ircra ft instrum ents : S tud ies of aircra ft instrument performance
have been continued fo r the B ureau of \ eronautics and the National
Ad vi ory Committee f or Ae ronauti cs . T,, o reports were published by
the N a ti ona! A d viso ry Committee for \ eronautics, one on "A ircraft
om pass Cha racteri stics" and the other on "Carbon M onoxide Indi-
cato r f or A ircraft." In vestigations ar e in p rogress on the pressure
d rop in tubing used to operate aircra ft gy roscopic instruments and to
co nn ect altimeters and air speed indicator s to the proper parts of pitot-
stati c tubes, and also on the effect of vibration on aircraft instruments.
Complete laboratory tests have been made of the new Sperry gy romag
compass .
A t the requ est of the Bureau of Aeronautics, development work
has been in prog ress on an apparatu s fo r calibrating in the fi eld the
pressure, temperature, and humidity reco rding elements of aerog raphs.
P recision weighings of aircraft instrum ents have been made in con-
nection with test flights .
A irport lighting: U tilizing eng inee ring data accumulated in the
past, the Bureau has furni shed the airport section of the Bureau of
Air Commerce with a technical basis for their " Standard Specifications
for the Installation of Airport Lighting E quipment and Materials"
and their "Performance Specifications for Airport Lighting Equip-
ment and Materials." Among the innovations represented in these
specifications is the reduction of boundary light lamps to two lamps
for series circuits and two lamps for multiple circuits, lamps of higher
candlepower beino- used in each case for reel and green units than are
required for the ~lear units. The threads for boundary light fittings
and glassware have been standardized a nd specifications for the color

and candlepower distributi on of the units adopted .
Analysis of the cost of in stalling se ri es and multi ple circu its indi-
cated that series circuits do not become eco nom ical exc pt in ve ry
large fields and a type of sso-volt or 460-volt multipl e circuit w ith in-
dividual transform ers at eac h individual boundary lig ht unit has been
worked out. The cost of the material for such a circuit is from ro to
so per cent less than th e material for either of th e co m;enti ona l cir-
cuits, except in the case of very small a irpo rts. Th e .sys tem is al ·o well
adapted to the existing 230-volt circuits. Two types of neo n trans-
mission line constructi on lights have been tested and found usable al-
though expensive to install. A new type of landing a rea illumination
has been developed in th e form of a one-way illuminato r which illumi-
nates the surface of the runway from an eleva ti on only slightl y above
it. F light tests indicate that the illuminati on is very sati sfactory f or
landing, and observations in fog indicate that this type of lightin g may
be used at times when the ordinary flood lighting is entirely im prac-
ticable because of the excessive g lare which results from th e scattering
of the light by the fog.
A irway lighting: An approach light to be install ed adjacent to
airports along the course followed in making instrument land ings has
been developed. These units utilize neo n lamps of the type ord ina rily
used for sign lighting, but their efficiency has been improved throu g h
selecting tubes and transformers on the basis of engineering te ts and
by addition of a properly designed reflector. In this way an a.x ial
candlepower of approximately rooo candles has been obtained.
Range test on the alternate frequ ency of beacon fla shes have in-
dicated that a flash frequency between one and tw o flashe s per second
gives the most conspicuous signal. This confirms the laboratory re-
sults found by Langmuir and W estendorp. A study is now being
made to develop a high speed low-cost beacon for airway use.
Aircraft lighting: In cooperation with the Bureau of Aeronautics
of the Navy, a study has been made of the cut-off angles for aircraft
position lights. The results to elate indicate that there will be a material
improvement in the safety afforded by such lights if the angle of
cut-off for the wing tip lights is increased from r I0° to 170°, measured
from dead-ahead, and the cut-off of the rear lights is increased from
70o to 90°, measured from dead-astern. Service tests are now being
made by the Navy on wing tip lights constructed in accordance with
these cut-offs. A type of landing light suitable for use in landing air-
craft on water has been developed sufficiently to permit of service
tests.
Airship fabrics: The work on fabrics during 1936 was a continua-
VERNi\fE -TA.L \ I \TI ON CTI -ITIES I2'"
ti n o f the tud) of the beha' ior of or o-artie film-f orming materials

wh n app li ed t clo ely-w ven cotton cloth. The pu rposes of this in-
vestigation a re t e' alu ate uch coating mat ri al in term s not only
of their perm eabili ty t inflating ga e , I ut a! th eir uitability from
the ta nd poin t of fl ex ibil ity, re i tanc · to weathering, ab ility to w ith-
stand hi g h and low tem pe rat ure , and ad a1 tab ility to technical prac-
t ice in coatin cr fabr ic a nd the a mbl y of a ir hip and o-a cell s. A
numb er of mate ri als of ·nthetic nat u re, hav ing rubb er-like proper-
ti have bee n fo und to po a much g reate r impedance to the
cliff u ion of era es than natural ru bber, an I in ad diti on have properties
wh ich present defi nite aclva ntao-es ove r mate ri als of hydrophilic
nat ure (gelat in , cellulo e) . .-\m ong uch rubber-like compounds may
be menti oned th ose wh o e ba sic in crr cl ients con ist of polychloro-
1 rene, po lysul phid e rubber , hi g h! r plas tici zed poly\ invl chloride, and
GREETING THE " HINDE- 1 BURG"

A Coa~t Gu ard amphibian escorts the Zeppelin into her berth at the Lakehurst
Naval Air Station.
a rubber-like plastic consisting of substantially saturated hydro-

carbons.
Aside from the fact that these materi als represent advantages over
natural rubber they also have strat egic value in that they may be pro-
duced from raw materials wholly ava ilable in adequate quantities in
this country .
Performance of stratosphere balloon: In connection with the
flight of the stratosphere balloon " Explorer II," on November I I,
1935, sponsored by the National Geographic Society and Army Air
Corps, a report has been prepared on the studies whi~h were made in
cooperation with the Goody ear Zeppelin Corporation on the perform-
ance of the balloon. This included the relation of superheat and ballast
in connection with its effect on the maximum altitude which could be
!26 AIRCRA F T YEAR B O OK
attained with complete safety. Excessive stres ses were fo un d to be

set up in the fabric when a rip panel of conventional desi g n was used.
The discovery of the stress concentration at the end of the panel led to
a modified design which functi oned safely.
Determination of altitude: During the flight of the "Explorer II "
data were obtained for determining th e altitude of the balloon by three
methods ; (a) by the barometric formula, upon which the calibrat ion
of altimeters is based, (b) by photographs at intervals of 90 seconds
taken vertically downvvard through a window in the go ndola, and ( c )
by observations from th e ground ( made by the Coast and Geodetic
Survey) of the position of the balloon. The percentage difference in
the altitudes so determined was small, a res ult which g ives confidence
in the barometric method of measuring aircraft altitudes in th e range
up to 72,000 feet.
Office of Arms and Munitions Control
J oint Resolution No. 67, Public, F irst Session, 74th Cong ress, ap-
proved August 31, 1935, commonly kn own as the Neutra lity A ct, was
amended and extended by Joint R esolution No. 74, P ublic, Second
Session, 74th Congress, approved February 29, 1936. The Joint
Resolution as extended and amended contained some tempora ry pro-
visions. The provision which requires the President when eve r he
shall find that there exists a state of war between or among two or
more foreign states to proclaim that fact, and that thereafte r th e
exportation of arms, ammunition, or implements of war to the bellig-
erents shall be prohibited , was valid only until l\!Iay r, 1937. In Januar},
1936, however, new legislation was passed, prohibiting shipments t o
either of the factions in the Spanish Civil \tVar.
Most of the other provisions of the Joint Resolution are of a per-
manent character. Among the most important of th ese permanent
provisions are those establishing a system of supervision and co ntrol
of the international traffic in arms. Under these provisions the N a-
tional Munitions Control Board was organized in September, 1935.
It includes the Secretary of State, who is Chairman and Executive
Officer of the Board, the Secretary of the Treasury, the Secretary of
War, the Secretary of the Navy and the Secretary of Commerce. In
order to carry out his functions as Executive Officer of the .Board and
the other duties devolving upon him in connection with the inter-
national traffic in arms, the Secretary of State created in September,
1935, an office within the Department known as the Office of Arms
and Munitions Control. ·
The Office of Arms an d Munitions Control is thus officially de-
scribed in the Congressional Directory: "Is charged with the registra-
GO\ ER NM E T ' L _ \ L TIO ACTIVITIES I27
t ion f manu facture r , exporter an d importers of articles proclaimed

by the P re ident to be arm ammunition and implements of war, the
export or im p r t of \\ hich without a licen e would be a Yiolation of any
law o f the nited tate::>; the is uance of licenses for the exportation
o r im po rtati n of anns, ammunition and im plements of war under
uch regulat i ns a ma) be I romulgated b) the ecretary of State;
s uch uper vi ion of int rn ational traffic in arms, ammunition and im-
p! ment of war a fall s within the juri diction of the ecretar · of
tate under treati e and statute ."
The Department of tate has is ued a pamphlet " Laws and Regu-
Iat i n dmini tered by the ecr tary of tate Gove rning the Inter-
nati onal Traffic in A rm , Amm uni tion, and Implements of \ ar and
Other 1\IIunitions of \ ' a r ' in which can be found in convenient form
th e texts of the laws and regul ati ns relating to the registrati on of
manufacturer , expo rters and importers and the issuance of export
and import licenses.
\mong the laws and reg ulati ons which relate to aviation, the
f ollowing are o f particular interest.
The enumeration of arms, ammunition and implements of war
proclaimed by the President on April IO, I936, with the advice of the
N ational Munitions Control Board, includes:
"Catego1·y Ill.
(I) Aircraft, assembled or di smantled, both heavier and lighter
than air, which are designed, adapted, and intended for aerial combat
by the use of machine g uns or of artillery or for the carrying and drop-
ping of bombs, or which are equipped with, or which by reason of
design or construction are prepared for, any of the appliances referred
to in paragraph ( 2) below :
( 2) Aerial gun mounts and frames, bomb racks, torpedo carriers,
and bomb or torpedo release mechani sms.
" Category V.
( I) Aircraft, assembled or di smantled, both heavier and lighter
than air, other than those included in Category III;
(2) Propellers or air screws, fuselages, hulls, wings, tail units,
and under-carriage units;
(3) Aircraft engines, assembled or unassembled."
Aircraft parts not mentioned in the proclamation and aircra~t
engine parts, unless they are expm:ted in such a n~ann~r as to consti-
tute in fact one of the units listed m these categones, 111 unassembled
form, do not r equire export or import licenses.
"The production for experimental or scientific ~urposes, when
such production is not followed by sale, of the apphances and sub-
stances included in Category VI, or of single units of other arms, am-
!28 AIRCRAFT YEAR BO OK
mumt10n, and implements of war, is not considered a manu fac ture

for the purposes of section 2 of th e j oint resoluti on. "
"The country designated on the applicat ion f or li ce nse to expo rt as
the country of destinati on should in each case be th e country to whi ch
the shipment is consigned, unl ess th e shipment is merely pass ing in
transit through the country to which it is consig ned. In thi s case, the
country designated on the bill of lading as th e co untry of ultim ate
destination should be given on the export license as th e country of
destination."
"Export licenses and expo rt decla rations coverin g arm s, a mmuni-
tion, and implements of wa r mu st be fil ed with the app rop ri a te collector
of customs at least 24 hours befo re th e proposed departure of th e
shipment from the United S tates, and , in the case of a shipm ent by a
sea-going vessel, 24 hours before the lading o f the vessel. "
"Airplanes flown or shipped from the U nited States will not be
considered as exported within the meaning of section 2 of the joint
resolution when it is the intenti on of th eir owners that they shall
remain under United States r egistry and shall be operated by a U nited
States licensed pilot during the entire period of their sojourn abroad,
and, further, when there is no intention on the part of their ow ners to
dispose of them or of any of their essential parts listed in the P r esi-
dent's proclamation of April ro, 1936, in any foreign country. S hould
the owners, after the departure of a plane flown or shipped from the
United States without an ex port license, propose to place th e plane
under foreign registry or to have it operated by a pilot not holding a
United States license, or to dispose of the plane or any of the esse ntial
parts referred to in any foreign country, the plane, or the part in
question, must be returned to the United States and a license obtained
for its export to the country concerned. Airplanes of American r eg-
istry returning to the United States from for eign countries and air-
planes of foreign registry entering the United States for a temporary
sojourn will not be considered as imported within the meaning of sec-
. tion 2 of the joint resolution."
Export licenses are valid for a period of one year. They are, ho-vv-
ever, subject to revocation without notice.
A provision of the regulations of particular importance reads as
follows:
"Title I of an act approved June r 5, 1917, reads in part as follows:
" 'Whoever, with intent or reason to believe that it is to be used to
the injury of the United States or to the advantage of a foreign na-
tion, communicates, delivers, or transmits, or attempts to, or aids or
induces another to, communicate, deliver, or transmit, to any foreign
government, or to any faction or party or military or naval force
GO ERN MENTAL A\ I ATIO N . CTIVITIES 129
' ·ithin a fo reign country, whether r ecognized or unrecognized by the

ni ted tates, or to any representative, offic er, agent, employee, sub-
j ect, or citizen therof, either d irect.!) or ind irectly, any document,
writing, code book, signal book, ketch, photograph, photographic neg-
at ive, blue print, plan, map, model , note, in stnm1ent appliance, or in-
formation relating to the national def en e, shall be puni bed by im-
1 ri on ment fo r not m ore tha n twent · ·ea r ......... '

U.S. MARINES IN THE AIR
Observation Squadron 8-M, oldest organized air unit of the Marine Corps, Captain
Thomas J. Cushman commanding. They are flying Wasp-powered Vought Corsairs.
"The Secretary of State will not issue an export license to cover

the shipment of any arms, ammunition, or implements of war con-
sidered by the Secretary of \ i\1 ar or by the Secretary of the Navy as
instruments or appliances included among the articles covered by
those terms as used in this act."
A provision of the Neutrality A ct of particular importance reads
as follows:
AIRCRAFT YEAR BOOK
"No purchase of arms, ammunition, and implements of wa r shall

be made o~ behalf of the U nited States by any officer, executive de-
partment, or independent establishment of the Gove rnm ent from any
person who shall have failed to register und er th e provisions of this
Act."
Public Health Service
In its quarantine work the U . S . Public Health Service continued
the inspection of airplan es and th eir passe nge rs and crew arriving
from foreign countries. During the fi scal yea r 1936, 3,823 airpl an es.
carrying 37,35 2 persons, arrived at U nited S tates airports from other
countries, as compared with 4,08I planes carrying 34,I35 persons in
1935-a much larger number of persons per plane in r936. Of those
arriving in I936, 2,28I planes carrying 3 I ,898 persons, were accorded
quarantine inspection by medical officers as required by law. The other
planes arrived at airports at which no med ical offic er s were available
for duty, and therefore did not undergo in spection.
With the inauguration of aerial transport se rvice across the Pacific,
exposing the Pacific Coast, the Territory of Hawaii, and the P hilip-
pine Islands to epidemic and endemic diseases in the Orient, it became
necessary for the Public Health Service to issue special inst m ct ions
regarding aerial quarantine activities at Pacific continental and in sula r
stations to prevent the introduction of di sease and to prevent the
bringing of mosquito vectors of malaria into the T erritory of Hawaii ,
where malaria does not now exist, owing to the absence of such insect
carriers. All aircraft are inspected and fumi gated both upon departure
for and arrival at Honolulu. Various species of insects have been re-
covered following fumigation at San Francisco and Honolulu on both
inbound and outbound planes.
Attention has been called to the fact that the international sanitary
conventions do not provide for the sanitary supervision of postal
packages mailed in international commerce which contain materia l
infectious to man involving actual or potential menace to th e public
health. This matter is to be given consideration by the International
Office of Public Health at future meetings of its Permanent Com-
mittee.
During the year Public Health Service quarantine officers at New
Orleans developed a mosquitocide for use on airplanes in flight. This
mosquitocide consists of carbon tetrachloride and pyrethrum extract
mixture; and laboratory t ests have resulted in roo per cent kill of
mosquitoes following 5 minutes exposure to as little as 5 cc. of this
mixture finely sprayed in I ,ooo cubic feet of space. As this mi x ture
is nonflammable and is apparently harmless to human beings in the
GOVER N lVIE T. L A \ L TION \ CT I V ITIES 131
c ncentration used, it approach more nea rl y the ideal mo quitocide

tha n any ther vet de' el p d for u e on aircraft in flight to prevent
th e tran sportati on of m o quito carri rs of hum an disease.
Soi.l Conservation Service
D uring the calendar yea r of 1936 the oil Conse r ation Service,
of th e Depar tme nt of Ag ricultur e, a \\ a rd ed contracts fo r approxi-
mate!) 240 ooo qua re mile of ae ri al ur ·eys . The large t unified
area 1 appr ximately 8,ooo quare mile , and i the largest aerial
TVA MOSQUITO CONTROL

A Stearman plane used in dusting poison over malaria mosquito in fested
areas near the r eser vo irs in th e T ennessee Valley.
survey ever attempted in the U nited States. The contracts for that
area were awarded to the followin g companies: Fairchild Aerial Sur-
veys, Aero Service Corporation, Aerial Explorations, Inc., Kargl
Aerial Surveys, Brubaker Aerial Surveys, Robinson Aerial Surveys,
Holmberg Air Mapping Company, Aero Exploration Company, Paci-
fic Aerial Surveys, Bowman-Park Aero Company, Standard Air Serv-
ice, Southwestern Aerial Surveys, and vVallace Aerial Surveys.
The following scales were used on the above-mentioned contracts:
AIRCRAFT Y E AR BOOK
I: I2 ,ooo ; I: I5 ,840 ; I :2o,ooo ; I :3r,68o. T he scale used on incl iviclual

areas depended entirely upon the terrain and th e pur pose for whi ch
the surveys were being made. T he majority o £ the photocr raphs were
at a scale of r :20,000.
O f the approximately 240,000 sq ua re mil es on wh ich c ntracts
were awarded for aerial surveys, rad ial controlled ae ri al photocr raphic
mosaics were required on app rox imately 41,000 squa re mil es. ingle
lens photographs were required on the remaining area and will be u eel
for compiling planimetric maps on th e scale of I : I s,84o . These plani-
metric maps will be used as a basis on which to compile erosion, slope,
land use, and related soils data.
Tennessee Valley Authority
During 1936 the Tennessee Valley A uthority operated three air-
planes, a Monocoach, a Bellanca, and a S tearman. T hese airplan es
were used in making maps, surveys, road relocat ion studies, and th e
control of malarial mosquitos. Charged with the long range develop-
ment of the Tennessee River watershed, embracing a n area of more
than 40,000 square miles, the A uthority has found that necessary in-
formation about the rivers, forest growth, soil, erosion, and oth er
physical features can be determined by plane in less tim e than that re-
quired by surface methods.
U. S. Coast and Geodetic Survey
During 1936 the U. S. Coast and Geodetic Survey completed ad-
justment and testing of the largest aerial camera in the world, th e
construction of which was described in the I 936 Ai rcraft Year Book.
One of the photographs simultaneottsly exposed from the nine lenses
of this camera takes the place of from eight to 20 of the usual type of
single-lens photographs. The Army Air Corps furni shed an airplane
for the flight tests and for a mapping proj ect at the head of 01esapeake
Bay. This project, which was just getting underway at the beginning
of 1937, was expected to demonstrate a marked increase in efficiency
in mapping from aerial photographs.
The coast of New Jersey was mapped on a scale of I :ro,ooo fr om
aerial photographs taken by a commercial company. Mapping is in
progress in Florida along the St. J alms River and the Florida Keys
with five-lens photographs taken by the Army Air Corps. The Port
of New York is being mapped on a scale of I :5,000.
Before I935 the Coast and Geodetic Survey had compiled and
printed for the Bureau of Air Commerce 3I strip airway maps and
27 sectional aeronautical charts. Owing to the need for sectional aero-
nautical charts covering the entire United States, a comprehensive
GO ERN iE T AL_ VL TIQ_ '\ CTI "ITIES
prog ram' a ini tiated in the fa ll of 1934 with the aid of a Public\ orks
a llotment to p ubli sh th e entir seri e of 87 ectional charts. nder
the enl a rge I p rog ram , 34 additional cha rt were printed b ' January I ,
1936, a nd the remainin o- 26 hart have ince been published. ·nder
thi p roj ec t th e ent ire · nited tate has f or the fir t tim e been prO\ided
\\ ith a eri e of chart at a unif orm - cale, e peciall) clesio-ned to meet
th e need of air nav igation. \ iV ith th e ava ilabili t; of th i seri es, the
·tri p map fo rm erly p ubli h d have bee n canceled.
T he publi cati on of thi eri e doe not mark the end of work on the
ecti nal charts. ome 25 ,000 miles of lighted a irways and more than
- ,000 a irport s a r e included n the cha rts. The many changes in these
a ids , in additi on to the completion f ne\\ urveys, necessitate fre-
quent rev i ion, as it is the intention of the Department to maintain
A Bellanca a nd a Lambert plane opera ted by the Tennessee Valley Authority.
these charts to show existing conditions accurately. During the year

136 new editions including new charts were produced. Nearly two
hundred thousand ·were issued during the year ending June 30, 1936
and the number to be issued during the next yea r will be appreciably
greater.
The sectional aeronautical charts were formerly known as airway
maps; however, since they are equally useful for navigation off the
airways, and are in every way comparable to the nautical charts so
essential for safety at sea, the new designation was adopted. The
series of sectional charts is printed at a scale of I : soo,ooo, or about
8 miles to the inch. To meet the need of high speed long distance
flying, there was started an additional series, known as regional aero-
nautical charts. This second series is at a scale of I :r ,ooo,ooo, or
134 AIRCRAFT YEAR B O OK
about r6 miles to the inch. Two regional charts (kno\vn as 9M and

roM) had been published by January 1936. These have been revised.
Chart No. 306oa "Aeronautical Planning Chart" of th e U nited
States, showing principal airports and broadcastin g stati ons at a
scale of r : s,ooo,ooo (about So miles to the inch ), has been well re-
ceived. In addition to its usefulness in planning long fli ghts, thi s
chart is peculiarly suitable for radio compass work, and will have
a wider distribution as this method of navigation becomes more
general.
The pamphlet of some 6o pages, entitled, "Practical Air avi gati on
and the use of the aeronautical charts of the D epartment of Co m-
merce", issued in 1936 has proved popular with pilots of all classes. It
has been adopted as a text at a number of schools, and is issued to
pilots by some of the leading transport companies. The larges t single
order of r,6so copies went to the Army Air Corps. The fir st edition of
7,ooo copies has been exhausted, and a second edition is now in prep-
aration. In addition to an extensive revision of the previous materi al
on navigation by piloting, dead reckoning, and radio, the new edition
will include a complete treatment of celestial navigation and a secti on
on meteorology.
U.S. Weather Bureau
The airway meteorological service is operated by the \ 1\T eather

Bureau in cooperation with the Bureau of Air Commerce, the latter
bureau furnishing teletype, rad"io, and other necessary communication
facilities. Ten airport stations of the 'vVeather .Bureau, located at
Atlanta, Ga., Burbank, Calif., 01icago, Ill., Cleveland, Ohio, Dallas,
Tex., Kansas City, Mo., Newark, N. J., Oakland, Calif., Portland,
Oreg., and Salt Lake City, Utah, supervise the service in their respec-
tive districts and issue regular and special airway weather forecasts
every six hours for the periods 4:30 a. m. to 12:30 p. m., ro :30 a. m.
to 6 :30 p. m., 4 :30 p. m. to 12 :30 a. m., and ro :30 p. m. to 6 :30 a. m.,
E. S. T. Weather maps, hourly airway weather reports, pilot balloon
observations and meteorological advice are available at 52 first-order
Weather Bureau airpor·t stations located at important airway termin-
als. In addition, there are r86 stations rendering hourly weather ob-
servations, 324 airway stations giving weather observations on call,
and 66 off-airway stations making weather reports every six hours in
the network, or a total of 628 weather reporting stations.
During 1936 arrangements were made to furnish two reports, an
hour apart, from "on call" stations so that airline operators might de-
termine weather trends for clearing planes on routes over which hourly
reports are not available by teletype or radio. Arrangements were also
GO\ ER NM E N T \.L \V I \ TION ACT I -ITIES 135
made to e. tabli h approx imately 100 new 6-hou rl weather repo rti ng
tati on in region wh ere ob ervations of this type were not heretofore
a ·ail able. Complete ets of m eteorological in struments we re install ed
at all ne\\' station incl ud ing mercu r ial barometers and barographs.
T he ba rog raph were f the latest ope n-scal e type to permit accurate
read ings of 3-hourly ba romet ric pressu re change and characteri stic
data whi ch are e ·entia! t air ma and f rontal anal) sis. The nev,
stat ion began r por ting n Ja nu ar) 15, 1937, and with thi s increase
in den ity of ob ervat ions, there was a marked imp rov ment in the
ana ly es of weather conditions as well as more accurate determina-
t ion of ve locities, trough · and w ind - hi ft line
Official Photo U. S. N avy

PLAN ES TAKI1 G OFF FROM T HE CARRIER " SARATOGA"
M eteorological and communication activities were consolidated at

35 airports during 1935 through the cooperati on of the Bureau of Air
Co mm erce and the 'vVeather Bureau. A dditional stations were con-
solidated during 1936. The plan, which provides f or utili zing both
B ureau of A ir Commerce and Vveather Bureau personnel in carrying
out the work of each Bureau , permits a reduction in personnel at each
station without loss of ser vice, and has proved to be a most efficient
and economical arrangement. It has, in large part, eliminated dual
r esponsibility of the employees, permitted certain economies to be ef-
fected, and has provided more ·time for maintenance of radio and tele-
AIRCRAFT YEAR BOOK
type aids by the Bureau of Air Commerce. The advantage of th e main-

tenance program at consolidated stations is refl ected by a marked drop
in the number of reports to that Burea u of in ope rative fac ilities at such
stations.
During the first half of th e year, there were in ope rati on in th e
United States and the I-:Tawaiian Islands, 23 airplane weather obsen a-
tion stations, where an instrument called an ae rometeo rograph is taken
aloft by an airplane to make an autographic reco rd of the barometric
pressure, temperature, and relative humidity of the free air, and the
pilot makes visual observations of such phenomena as clouds, precipi-
tation, icing conditi ons and turbul ences encountered during the fli ght.
These include the following: \.h,feath er Burea u stations; fli ghts made
by a private flyin g concern under contract: 1. B illings, Mont. , 2.

AIRCRAFT CARRIER "LEXINGTON"
Cheyenne, Wyo., 3· El Paso, Tex., 4· Fargo, N. Dale, 5· Murfrees-

boro, Tenn., 6. Oklahoma City, Okla., 7· Omaha, Nebr. and 8. Spo-
kane, Wash.
Army stations; flights made by the Army Air Corps, carrying an
aerometeorograph, the records of which are evaluated by personnel
of the Weather Bureau, which owns the instruments :
r. Barksdale Field, Shreveport, La., 2. Boston, Mass., 3· Kelly
Field, San Antonio, Tex., 4· Maxwell Field, Montgomery, Ala., 5·
Mitchel Field, Hempstead, L. I., N. Y., 6. Selfridge Field, Mount
Clemens, Mich., 7· Scott Field, Belleville, Ill. and 8. ·w right Field,
Dayton, Ohio.
Navy stations; flights made by the Navy Department, using Navy
equipment and personnel, while the data are furnished to the \Veather
Bureau:
/
GOVERNlVIENT. L AV I ATI N ACTIVITIES 137
I. Lakehur t, J ., 2 . Norfolk, a. , 3· Pea rl Harbor, Hawaii,

4· Pensacola, F la. , S· an Dieg , alif. , 6. eattle \ "-/a h. and 7· \A. ash-
ing ton, D. C.
D uring the last half of 1936 th e \i\ eather Bureau established four
add iti onal tat ions, at Oakland, Cali f., Niiami F la., Salt Lake City,
· ·tah, and ault S te. r.1Iarie Niich. where private fl ying concerns
make dail y fli o-ht und er co ntract.
A n inve ti gati on made to determine certain phy ical aspects of
pola r c ntin ental air which o- i ·es ri e to cold waves, indicated the ur-
o-e nt need f r one or more airpl ane wea ther ob ervat ion stations in
the r g ion ove r which the e air ma es acquire their intense coldness .
THE F 2F-r GRUMMAN FIGI-ITER

One of the new combat planes d~veloped !or
th e Tavy air forces. It is po we red
by a Pratt & Wh1tney T wm Wasp Junior engine.
Under the stimulus of this work, an allotm ent of funds under the
Bankhead-Jones Act was secured to establish such a station at Fair-
banks, Alaska, during the winter season 1936-1937. A lso, the Cana-
dian Ivieteorological Service establi shed an airplane weather obser-
vation station at Fort Smith, Canada, in order that sufficient data
should be available in conjunction vvith stations in the United States
for a complete investigation of cold waves.
In cooperation with the National Bureau of Standards, the \IVeath-
er Bureau has worked toward the perfection of a practical system
for radiometeorography, whereby knowledge of meteorological condi-
tions aloft can be made instantly available for forecasting and other
AIRCRAFT YEAR BOOK
purposes. Two types of in strum ents are being developed , one at the
Bureau of S tandard s, and the other at the \li/eath er Bureau. T he most
satisfactory one will be adopted, and it is expected th at it will be suit-
able for attaching to a hyd r oge n-filled so undin g ball oo n and be able
to tra nsmit by high- f requency radi o a r eco rd of th e temperature,
pressure, and humidity every fifteen seconds as the ball oo n a cend .
If the development proves successf ul, it will supplant the airplane
obse rva ti ons, and it is expec ted th at wo rk will be done in 1937 on th e
pr oblem of plotting th e cou rse of such balloons by rad io direction-
finding. If thi s problem is so lved, the \tVeather Burea u will have a
method of obtaining f ree air data, including wind aloft in fo rmati on,
regardless of weather conditions a nd , what is co nsidered very im-
portant, it will be possible to obtain meas urements of \v incl directions
and velocities within and above cloud laye rs.
Investigations to develop a more inten se beam of light for illumin-
ating a spot on a cloud laye r at ni ght as a means of determining
heights of cl oud laye rs, are also being carried on in coope rati on with
the Nati onal B ureau of Stand ard s. N ew ceiling li g ht projectors, de-
signed to measure cloud heights up to ro,ooo feet , are being install ed
at important. terminal airports. If these projectors prove satisfactory,
it is expected that additional projectors will be purchased later for
use at interm ediate airway weather reporting stations.
AN AMERICAN AIRLINES VIEW

The capitol at Washington, with Senate and House office buildings, the new
Supreme Court building and the Library of Congress--all at a glance from one
of the American Airlines flagships coming in from the West.
H P1ER VIII
NOTABLE FLIGHTS OF 1936
wam s Reco rd A ltitude F lig ht-Bjork-vaU's ttempt to l~each

wede n-l\l[ r . Ma rkham's \ dventure- T he R ichma n-i'vlerrill
l~o un d Trip-l\tlolli so n's A tlantic Hop-Howa rd H ughes
M akes Tran co ntin ental R ecord-Maj or Eaker ' Blind
F light-R us ians Fl \· to ::'vloscow.
A
D VENT -RE in one form or another awaited t_h ou ands of
pilots when they went up on their various missions during
1936. Sometimes it wa happy adventure, again it approached
the tragic; but always it was thrilling.
Describing one of the most thrilling high flights in the history of
av iatio n the New York Times carri ed the foll ow ing g raphic desc rip-
tion from its London co rrespond ent, dated September 29, 1936 :
"Squad ron L eade r F . R. D . Swain, Royal A ir Force test pilot, estab-
lished a new world altitude record for airplanes yesterday, the A ir
M inistry ann ounced tonight.
' ·Na rrowly escaping disaster, the 33-year-old ai rman reached an
altitude of 49,967 feet in an experimental high flying Bristol machine
powered by a special Pegasus engi ne, breaking by 1,269 feet the un-
official record of 48,698 feet set by the Frenchman, Georges Detra,
last m onth. Swain described hi s thrilling fli ght, wh ich las ted three
hours 20 minutes. A t one time when suffocated and weakened almost
to the point of unconsciousness he had managed to save his life by
slashing his helmet with an emergency knife t o let in air. He attribu-
ted the sensation of suffocation to exhaustion that usually follows
long periods at high altitudes with the oxygen supply at a lower pres-
sure than that of the ground level.
"His physical power progressively grew weaker and his predica-
ment was. made worse by his inability to open the sliding roof of the
cockpit. Svvain tri ed to get hold of the slide fastener of his airtight
suit, but, encumbered by hi s safety harness and parachute, was unable
139
!40 A IRCRAFT YEAR BOOK
to find it. He then applied hi s failing streng th to reaching for hi s

knife at the side of the cockpit and slitting a pa nel of hi s helmet.
Apart from the trouble the suit caused in thi s emergency, th e out-
fit, consisting of two pieces wholly enclosing the head, trunk and
limbs and joined with an airti g ht seam at th e wai st, appa rently worked
well. Oxygen was fed under pressure into one side of the helmet and
the used gases were carried through a purifier and put back into cir-
culation.
"The big airplane, a low-wing monoplane const ructed entirely of
wood, took off from the R. A . F. expe rim ental statio n at Farnborough
at 7 :30 in the mornin g and climbed in wide circles above th e air-
drome. A t 40,000 feet Swain turn ed southeast and climbed in a
straight line. vVhen at 45 ,ooo f eet, he was about ten miles north of
Brighton, flying in a heavy northwesterly wind. A t 46,ooo feet he
looked down and, although he found the light very dazzling, he could
see the whole coastlin e of E ngland from lVIargate to Lands E nd and
northward almost as f ar as The \Nash . Fo r th e rest of the climb he
kept his eyes glued to the instruments so that he mig ht not make the
mistake of assuming he was climbing when in fact he might be losing
height. The pressure in his suit th en began to troubl e him , because
in the suit's expanded condition he found movement difficult and be-
gan to have slight symptoms of cramp in his right arm. He had no
trouble in breathing.
"The airplane reached its climbing limit when the altimeter showed
sr,ooo feet, which Swain believed1·epresented a true altitude of so,ooo
feet. He decided to descend and throttling the engine, began t o glide.
After he had lost s,ooo feet in altitude the window of his helmet began
to collect mist and the cockpit cover was frosted over completely, so
that he was unable to see either the ground or his instruments. Noting
the glare of the sun through the mist he flew into the sun, guessing
he was going eastward and therefore homeward. Though still losing
height, Swain began to feel he was being suffocated and concluded he
was running short of oxygen.
" 'I pressed the release lever which should have opened the sliding
roof but it wouldn't work,' he said. 'Then I tried to get hold of the
zip cord fitted to my suit in the hope of opening it and so getting my
head clear of the helmet. I found I couldn't get at it because of my
pilot's harness. Gradually getting weaker, I thought the only thing
to do was to get hold of my knife and try to cut open the window of
the helmet. I had great difficulty doing this as by that time I was really
very weak. With a final effort I put the knife through and then tore
it out to enable me to get in some fresh air. I began to get better and
when I looked at the altimeter I was down to 14,000 feet.' "
NO T BLE FLIGHT OF 1936
Ea rly in the morning of O ctober 6, 1936 Kurt .Bjorkvall, a

wedi h pilot took off from Flo ·d Bennett Field, New York, in his
\i\ asp-powered Bellanca Pacemaker, on an attempt to fl y non-stop over
a g reat circle route of 3 .400 mil es to tockholm. The next afternoon
he ran shor t of fuel ab out 100 mile ea t of -alencia, Ireland, and
came dow n in the tlantic near the trawler Imbrin "hich picked up
pilot and plane. He had made a '1 ne eao-Je' fli o-ht of 2,400 miles non-
top, but headwind held him back and emptied th e a-as tanks with
a little more than tw -third of hi fli o-ht completed.
IT FLEW THE ATLANTIC AND BACK

This is the Cyclone-powered Vultee monoplane which Harry Richman and Henry T .
(Dick) M errill ca lled the " Lady P eace" before they alighted in a Newfoundland
bog after their not so peaceful round trip fli ght to England.
Two of the most adventurous flights of th e year were the A tlantic

trips, one by Mrs. Beryl Markham, English aviatrix, and the other
the round trip flight by Harry llichman and " Dick" Merrill. The
A tlantic still is a wide ocean whether you take it by boat or plane. At
one stage or another the crossing is bound to cast up for the aviator
hi gh winds or fog, and very often rain or sleet or snow. Invariably
the success or failure of a stunt flight over the ocean depends on winds
and whether they are strong enough to hold back a plane and deplete
its fuel supply before reaching port.
Mrs. Markham with a long string of" record flights to her credit
AIRCRAFT YEAR BOOK
climbed aboard her Gypsy-powered Percival Gull low-wi ng mono-

plane and flew out of A bingdo n, E ng land, shortly after noo n on Sep-
tember 4, 1936. She hoped to land in New Yo rk w ithin 24 hours, a
.daring plan in view of the fact that despite its ext ra .f uel load the
plane carried enough for only 26 hours in th e a ir un de r favorable
conditions. A nd th ey proved to be eve rything but favorable. Mrs.
lVlarkham was warned abo ut bad weather, but she discounted it. A
tail wind and a bright moon esco rted her out of E ng la nd. Ireland
greeted her with fog and rain. Bumpy air kept her working hard at
the controls. She had to fly high and nav igate solely by instruments.
This sort of thin g kept up for 20 hours, and it became tiresome for
the lone voyager wh ose hope of flying non-stop to New York g radu-
ally faded before the onslaught o f th e headwinds which, she kn ev\,
were draining th e tanks of valuable gasoline.
Then. a knock developed in the eng ine. It was only a littl e knock ,
but it bothered her considerably. S he strained her eyes pee ring
through the fog f or a sight of land. A few hours later she caught a
glimpse of Newfoundland, but it was only a g limpse because fog
obscured all landmarks, and she realized she would have great difficulty
locating a landing field. Yet land she must; her fuel supply was about
exhausted. But there was only one thing to do, that was to keep on
flying. Fatigue now began to t ell on the frail pilot. She had set out
with only a jug of coffee, some nuts and fruit, a nd the coffee had
been upset and spilled the first tim e she tri ed to take a drink. T hat
contributed to weariness, because a clay and a night without any stimu-
lant and a minimum of food will break clown the hardi est phys ique.
However, as expertly as though she were turning a curve on a
motor highway Mrs. Markham zipped across a corner of Newfound-
land, looked at her map and struck out for Nova Scotia. There she
was lucky. She sped over the shoreline and sighted Baleine. A hasty
check of the gas convinced her that she should land. Through the
mist she saw what appeared to be an open field , and reluctantly glided
into it. The field was nearly all swamp. Within 40 feet after touch-
ing the surface her wheels bogged down, stuck and tipped the plane
over on its nose, ripped out the engine and propeller, smashed a wing
and shattered the landing gear. When the natives ran up they found
the pilot, bruised and shaken, sitting in the mud alongside the wreck
yet grinning cheerfully.
Ten days later Richman and Merrill repeated Mrs. Markham's
performance when they set their Wri ght Cyclone-powered Vultee
plane down in a bog at Musgrave Harbor, Newfoundland, ending the
first round trip Atlantic fli ght in history. Richman, actor and private
pilot, wanted to be first to fly from New Y ark to London and return.
NO T AB LE FLI GHT OF 1936 143
He took with him Dick Merrill veteran tran po rt pilot for Eastern
\ir L ine . They a! o carr-ied the ble ing of Dicks bo s, Colonel
Eddie V . Rjd:enbacker, merican ace of ace in the Vv' orld \ ·ar and
head of the Eas tern ir Line ) tem. The) lef t F lo) cl Bennett Field,
ew Yo rk, late in the afternoon of eptember 2. They had named
their ship " Lad) Peace' and theirs was a r elati vely peaceful flight
ea tward . ne bump threw them out of their seat and let them down
3 ,000 fee t, but for the mo t pa rt they p d aero the ocean at a height
of two and a half mile , chee r d by th e knO\d edrre that their wings
contained some 40,000 tabl e tenni ball calculated to keep them on the
urface in case of a fo rced landing at ea . Fog and mi t cross winds
and rain g reeted them over Irela nd which they never saw. Some-
\\ here ove r th e Iri h ea they lost th eir 1 eari ngs . Tr) ing to get back
THE BELLANCA FLASH

A fas t plane powered by a twin-row vVasp Junior en g ine. Capt. J a mes 'Mol-
li son used this ship on his record Atlantic fli ght.
on the true course to London they exhausted their fuel supply. They
landed in a cow pasture near Llwyncelyn, Vvales. Still, they had
crossed the Atlantic in record time, 18 hours and 38 minutes at an
average speed of 210 miles an hour.
On September 14, they took off from Southport Beach, England,
in pitch darkness, facing a headwind of 25 miles an hour, which would
reduce their speed that much. They had ordered a steak dinner in
New York for the next evening; and they were happy in the thought
that they were the first aviators to demonstrate actually that one
crossing of the Atlantic was not enough for them, they were making a
return trip. And that, we may say here, spells the very acme of high
courage. The two aviators needed courage on the r eturn flight.
Half-way across the ocean the weather commenced venting its

spleen against these men who had dared its terrors twice. The wind
came at the "Lady Peace" with gale force, send ing the ship up and
down over one bump after anoth er. Rain, torrents of it, obliterated
the horizon and mad e water a nd sky one vast, impenetrable bank of
mist and fog. Richman had neve r encountered anything like this.
Merrill assured him that he had fl o\\ n throug h weather just as bad on
many occasions. He explai ned that he had come clown from their
normal flight path and was fl ying close to the water to prevent ice
forming on the wings. He then checked th e fuel supply. To hi s sur-
prise he found that the clump valve on the big fuel tank had been
opened, and some hundreds of gallons of gasoline lay spatte red over
the ocean. Then Merrill started looking for land in dead earnest. It
was midafternoon when the "Lady Peace" nosed down in a swamp
near Musgrave Harbor, 100 mil es north of St. Johns. O n September
2 r, Richman and Tvierrill flew the "Lady Peace" back to ew Yo rk
and the end of one of the most adventurous fli ghts of the year.
_ _ . . .A t 8 A4 on the mornin g of October 27, 1936, at F loyd Bennett
Field, New York, a sleek, st ream! ined Bellanca monoplane roared up
out of the morning mi st and pointed its nose for Harbor Grace, New-
foundland. At the controls sat Captain James Mollison, clad in a dinner
jacket beneath his heavy flyi ng suit. He was setting out to establi h a
new west-east record for the A tlantic crossing. His 700 horsepO \\ er
Pratt & Whitney Twin Wasp Junior engine whisked him the 1,100
miles to· Harbor Grace in six hours 41 minutes.
Taking off the next morning, in the face of icy gales and a blinding
snow storm, he flew at an altitude of 15,ooo feet. He soon found that
at this altitude his wings were becoming coated with ice, and was
forced to descend to a warmer stratum. This was easier to decide upon
than to do, as his path to the ocean level was blocked by a thi ck un-
broken layer of clouds. After about an hour of searching and wasting
precious time and fuel, he found a small hole through which he shot
down near the water. vVarmer air melted the ice from the wings·.
During the entire trip he sighted no ship and had to depend en-
tirely on his own calculations to determine his exact location. After
about ten hours over the lonely and desolate wastes of the gray At-
lantic, Mollison passed a light house off the coast of Ireland. H e was
nearing his goal. He landed at Croydon Airport, London, 13 hours and
17 minutes after leaving Harbor Grace; the first pilot ever to reach
London non-stop from America, the first pilot to fly the Atlantic
three times and the t~1ird man to fly the Atlantic solo and reach his
predetermined destination non-stop--the other two being Colonel
Charles A. Lindbergh and the late vViley Post.
NOT BLE F LIGHT OF 1936 145
ot content with holding the world peed record of 352 miles an

hour for land plane , made in hi pecial plane in 1935 Howard
l:. I ughes, fdm producer and one of the lead ing pi lots of the country,
decided to ma.ke the faste t trip e,·er mad e between the P acific and
·tl an tic coasts. On the afternoon of J an uar) 13, 1936, at the U nion
\.ir Terminal, Burbank , Cal if. he loaded 700 gallons of gasoline
aboard a 1 orthrop Gamma mail plane p wered wi th the new right
T Cyclone engine and a Hamilton con tant peed propeller. Saying
that he hoped hi s next stop woul d be Ne wark, N. J ., Hughes took off
and climbed to a height of I~ ooo fe t. T hi ck " eat her closed in around
him over the mountai n o he climbed to r8,ooo feet, fly ing by instru-
HOWARD HUGHES E I\TDS RECORD FLIGHT

L a nding his Wright G Cyclone-powered No rthrop Gamma a t Newa rk Airport
after m aking his 1936 record fli ght from Los Angeles.
ments only. H e could not use his radio because the antenna had
snapped during the t ake-off. \ i\T hen breathing became difficult in the
rare atmosphere he "smoked" oxygen from the tanks carried for that
purpose.
After more than two hours of flying through the impenetrable
murk he came out into clear weather over New Mexico. From there
on he had fairly clear sailing until north of \ i\Tichita, Kans., when a bad
bump knocked the compass off its pin, and thereafter it served only
as ~n approximate g uide. vVhen night fell, however, Hughes was able
to make out the cities by their lights, as he checked off one after an-
other on his map. A tail wind helped to increase his speed.
He spanned the 170 miles from Indianapolis to Columbus in 35
AIRCRAFT YEAR BOOK
minutes, the r6o miles from Columbu s to P ittsburg in 32 minutes.

Shortly before one o'clock that ni ght he r eached Ne wa rk irport.
He had been in the air only nine hours, 26 minutes a nd r o second s.
He had broken Col. Roscoe Turner's r ecord of 1934 by 35 minutes,
and he had establi shed a ·wo rld r ecord f or spee 1 ove r a co urse of th at
A TRANSCONTINENTAL BLIND FLIGHT

Major Ira C. Eaker (left) during a fuel stop in his New York-Los Angeles flight
in a Wasp-powered Boeing pursuit plane, discusses the route with Major William
E. Kepner, who acted as escort. The Army Air Corps and Navy air forces are be-
coming experts in flying by radio direction.
length. His average speed had been more than 259 miles an hour.
One has to look back only a few years to realize that the stunt flight
of today is the commonplace of tomorrow. Regular air transport
planes are keeping schedules from coast to coast in less time than the
NOT BLE FLI GH T OF 1936 147
reco rd fli g ht f ten yea r ago . Tim" " e may be sure that everybody
one da will be traveling back and fo r th across the continent in a
matter of nin e hours or o.
F l ·i ng by in tr um ent on! · is practi eel by all pilots of the A ir
or p , Navy and the air transpo rt lines. Skill in thi s kind of " blind"
flyino- will take a pil ot throug h any kind of \\eat her when he cam1ot
· e ut ide hi cockpit. J u t to p rove that the A ir Corps i good at that
a rt o( thin o- 1 aj or I ra E aker fl ew an rm) Vlasp-powered Boeing
pur uit hi p f rom New York to L os ' ngele in Jun e 1936, without
once ee ino- outside hi shi p while he wa in f ull fli aht. H e peeked out
A FLEET MODEL 10
One of t he Co nso]jda ted Aircraft Corporation's trainin g planes.
whe n land ing at airports fo r ga aline; that was all. The rest of th e
time he at un der the hood which made hi s cockpit like ni ght, ·watch-
in hi instruments, li teni ng attentively to the radio, which was
gu.idin o- him along a straight, if invisible, course, and fighting off that
draw y fee ling which comes f rom listening to the steady purr of en-
gine and pr opeller. Escorti ng E aker in another ship, just to make
sure that nothing went wrong, was Major V/illiam Kepner. Many
t imes when the weather was thick Kepner fell in behind the blind
flying machine and let it g uide him along the radio beam. The flight
w~s uneventful, proving that pilots can fly blind for long distances
wtthout too much fatigue.
AIRCRAFT YEAR BOOK
One of the adventurous flight s of 1936 ·was th e trip of two Rus-

sian pilots, Sigismund Levanevsky and V ictor L evch enk o, who took
delivery on a Vultee monoplane in Santa I\.J onica, Calif. , and set
out to fly it back to Moscow, Russia. They took off on Aug ust 5 and
flew by easy stages to Juneau and Nome, A laska, and then ero s eel
Bering Straits to Siberia, thereafter making a beeline flight across th e
continent to Moscow, a 10,000 mile journey by air which end ed on
September 13, and won for th em the plaudits of all 1\ussia and a purse
of $34,000. Soviet Russia makes heroes of all its good pilots.
BEDS FOR AIR TRAVELERS

An upper and a lower berth on one of the American Airlines Douglas sleepers
which carry 14 passengers.
CHAPTER I X
AIR LINES OF THE UNITED STATES
G ro wth of Traffic-Plan for Larger Transports-Rules for Trans-

po rt Pi lot - \ir Expr e s Development-The Postmaster Gen-
eral Report- Domestic Operation of L eading ompanies
-The Pan merican _-\.irways ) stem-Airship
Operations .
A
M_ N in Ho nolulu walk cl cl wn the street one cia and rea-
li zed tha t the ' ·eath r had become too sultry fo r comfort.
He stopped short h 1rnecl into an office and sent a message
t a ::--lew Yo rk tor a king that a hot w eath r suit be ru shed to him
immediately by air. That was F riday. O n Tuesday evening he wore
the uit at dinner. A four-pound package of pest-destroying insects,
all nice! - cooled by damp moss, wa shipped from Honolulu to the
<Tar cane fi elds in Kenya olony, \frica, all the vvay by air, rs ,ooo
mi l in r o d·1; s. A manu facturer in Peo ria Ill., shipped an So-pound
machine haft to h..hartoum, Africa, in a week. T he heaviest air ship-
ment of 1936 was r,82o pounds of machinery to repair a steamer at
Cristobal, Panama Canal Zone. It traveled from Newark, 1 . J., in
two days.
t the beginning of 1937 the air lines of the U nited States were
carry ing an average of 3 ,400 passengers, ro tons of express and 23
ton of mail every 24 hours, in a day and ni ght service without a
counterpart anywhere in the world . A ll p rivately-operated companies,
they were improving their service week by week, and actually setting
such a high standard of efficiency that foreign experts who came here
to see how it was clone admitted that foreign-owned lines were a long
way behind the Americans in the most remarkable form of transporta-
tion ye~ devised. Overnight flights from coast to coast or almost any-
where. m . the country offere d a striking e..x ample of the speed of the
new a1r lmers.
T here we re more than 6o,ooo miles of air routes over which air-
149
J
ISO A IRCRAFT YE \R BOOK
planes of American registry were in regular, sch edul ed operation.

Abo ut 28,ooo miles of routes were in the Un ited S tates, a nd 40,000
miles made up the total of extensions and other lines in fo reig n coun-
tri es and possessions, including the new Pa n A meri ca n A ir ways 8,ooo-
mile r oute across the Paci fie . The domestic tra nspo rts fl ew a bo ut 196,-
ooo miles daily and the fo reign line ships under the Ameri can fl ag
traversed about r6,ooo mil es da ily .
Of course a dail y flying sched ul e eq ual to more tha n seve n time
around the ear th or three-f ourth s the d istance to th e m oo n prov ided
experience and training, a nd paved th e way for still g reate r achieve-
ments tending to ass ure eve n g r eate r effici ency and sa fety in air travel.
A most comprehensive report prepared by the A ir Tran po rt Associa-
tion of America, rep resenting the air li ne oper ators, li sts as hi ghli g hts
increased schedu les, reducti on of trave l tim e betwee n im po r tan t cen-
ters, large r tran spo rts, improved so und-proofi ng, sleepe r planes w ith
r eal berths, better meals aloft, improved weather-repo rtin g facili t ies
1936 1.145.,138
1935 908,185
1934 537,637
1933 546,2351
PASSENGERS CARRIED
1932 504,575
BY AIR LINES OF THE
UNITED STATES
1931 457,7531
and service, more comf ortable passenge r accommodat ions at g r ound

stations and passenger and exp ress rates giv ing one a g reat deal more
for hi s money. As if that were not enough fo r the air lines to do f or th e
public in one year, the Air Transport Associati on described the new
system whereby one might buy an a ir travel card and make it avai lable
to all his empl oyees, thereby sav ing r 5 per cent over transi ent f ar es,
also describing the advantages of round trip tickets which saved 10 per
cent; and still further, giving an inkling of what the air transport of
the near future will look like, in these words :
"The most interesting and significant technical development of r e-
cent years in any form of transport has been the contract let by five
companies in 1936 for an experimental model of a four-engine, 40-pas-
senger transport. The lines joining in the financing and development
of this experimental plane are American Airlines, Eastern Air Lines
Pan American Airways, Transcontinental & W estern Air, Inc. and
United Air Lines. Specifications call for a plane weighing 25 tons
.-\ IR LI I\E F THE ' :-J I T E D T . TES
f ully load d, '' ith a top peed of 2 30 miles an hour and a crUlsmg
p eel of 193 mil e an hour u ing 6o per cent a\ ailable power. The
p lane wil l have a win o- pan of qo f ee t, an overall length of 95 fee t
a nd heicrht o f - 0 fe et. T here will be fo ur I ooo hor-epo\ ·er engines.
T he la nd ing 1 eed is not to exceed 65 miles an hour, and the plane is
to incorporate the late t f eature of de ig n con truction and nav iga-
ti on a i I . T he pas enge r cabin will be 40 fee t long and ro feet wide,
fi tted w ith _o UJ per and Jo, er berth , '' ith sepa rate dres ing rooms for
men and \\"Omen . T h machin e i to be capable of carrying 2 0 pas-
AN AM ERICA.t'J AIRLINES SLEE PER

P assengers going a board at G ra nd Central Air T erminal Los Angeles for an over-
nigh t ride t o N ew York in regu lar berths. This is a Cyclone-powered Douglas
D ST tra nspo rt.
encrers and two tons of express and mail on long-distance flights and
40 passengers with the same ca rgo on shorter trips. This type of
transport may be in service in 1938."
Rules for Transport Pilots
pecial Bureau of A ir Commerce regulations govern operation of
cheduled air lines. These regulations, which are the safety standards
for schedul ed air transportation, require that airplanes meet the Bu-
r eau's standards of airworthi ness, that airmen be competent and ex-
perienced, that operations methods be appropriate and adequate, that
AIRCRAFT YEAR BOOK
the type of operation engaged in be no more difficult than is wa rranted

by the existing air navi gation aids.
To be eligible for duty as first pilot on a sched ul ed plane carrying
passengers, a pilot is required to hold a Scheduled A ir Transport Rat-
ing. This is not a separate license, but a rating noted on hi s transport
pilot licen se. To qualify for it, he shall have had 1,200 hours of solo
flyin g time with in the eight years preceding the date o f applicati on for
rating, of which at least soo hours shall have been cross-country fl y-
ing. His flying experience also shall have included 75 solo hours of
night flying, at least half of thi s over lighted airways. Then he is re-
quired to pass a written test on the air line regulati ons, on the use of
radio and on meteorology. Finally, there is a fli ght test in which he
has to demonstrate his ability to operate an airplane, keep it on cour se
and find his destination entirely by in struments and radio.
Growth of Air Express
Through the A ir Exp ress Division of th e Railway l.'..xp ress Agency
this super-swift shipping fa cility reached directly a total population of
1936 . . . . . . . . . . . . . . . . . . . . . . . . . . ..:Jaj.JJ~4o~.40!!:!}
1935 • • • • • • • • • • • • • • • • • • •IJ6[I,1~62:2j.o56~
1934 • • • • • • • • :[l2.9~46[!.4E)60 ANNUAL GROWTH OF AIR EX-

PRESS TRAFFIC ON AIR LIN ES OF
1933 • • • •(1[].s2!s•.;E54[ls THE UNITED STATES
(Pounds Ca rried)
more than 4o,ooo,ooo and indirectly every other city and tow n of con-
sequence in the United States . This constituted by far the largest air
transport service in the world and, considered with rail express with
which it was intimately linked, the largest transportation system any-
where. An agreement between the A ir Express Division of the
Agency and the Pan American Airways spread this great aerial net-
work over most of the civilized globe.
But fast transportation of shipments necessarily required that it
be complete in every respect; that it should take a package speedily
from the sender and carry it directly into the hands of the receiver.
Because pick-up and delivery service had long been a characteristic ad-
vantage of express service, it had been indispensable with the air ex-
press. So the full resources of the express company, with 23 ,000 of-
fices in the United States, so,ooo experienced employees and the nearly
ro,ooo motor vehicles used in its local collection and delivery opera-
tions, likewise were made available to the air express division.
Particularly significant was the use of air express by shippers and
AIR LI NES OF THE N ITE D TATES r 53
r ecetvers at off-airline points. That was mad e po sible by a happ)

combination of rai l express with the air se rvice. Thus, a shipper who
mi rrht be located at a point away from the ai r line map could easil)
co nnect with it by fa st rail e.'Cpress ; similarly, if the consignee '~ere
located at a point beyond the nearest airport , fast rai l express sen ice
quicld) compl eted th e j ourn ey of the air ex pre s shipment addressed to
him. The reco rd bowed that one in thr e air expre s hipments orig-
inated at, or ' ·as deli vered to, off-line destinat ion.
MADE UP FOR DAY FLYING

The American Airlines' Cyclone-powered Douglas sleeper ready for a daylight trip.
Due to the better understanding which the public had gained of the
air express service and the increased speed and frequency of flying
sched ules, the air traffic had shown marked advances in variety as well
as volume. While the package business was still substantial, the weight
of air shipments rose rapidly, and consignments for air movement
were of a size and character which a few years ago were impractical.
The marked advances made in commercial aviation, which had
brought forth three-mile-a-minute air transports with large cargo ca-
154 A IRCRAFT YEAR BOOK
pacity operating on schedules maintained with perf ect reg ul ar ity and
often in unfavorable weather, speeded up a ll thi s air expres hi pping .
Less than five hours between New Yo rk and Chi cago an 1 betw een 16
and I 7 hours from New Yo rk to San F ra nci sco and Los A ngeles we re
commonplace speeds of air expre sat the berrinnin a- of 1937.
Many shipm ents were from industri es and profes ions in which
time-sav ing in tran sit was a .vital factor. News photog raphs, new reel
film, advertising elec tros, layo uts and printed matte r, ban k check ,
women's ready-to-wear goods, samples of manu factured a rticle , ma-
chine and automobile parts, cut fl ovve rs, newspape rs a nd pe ri od icals
were only a few of th e outsta nding items of th e air traffic whi ch ha I
shown marked increases in 1936.
The rapid tempo of A merican business ope rati ons created innu-
AVERAGE NUMBER OF MILES FLOWN DAILY BY THE AIR LINES OF

THE UNITED STATES
merable instances where the fastest medium of transpo rt was needed,

irrespective of cost. S uch a demand came from shippers who had
substantial shipments to send, as well as from those with packages
needed at a distance in a hurry. Heavy machine parts, for exampl e,
were commonplace in air express shipments. In July, 1936, 700
of such shipments were flown, and they incluclecl steam shovel parts.
mining machinery, gears, shaftings, bearings, couplings, gaskets, and
marine engine parts.
During the same month, 2,700 shipments of automobile parts and
tires and 700 of electrical supplies and equipment moved by express
through the skies and were handled with the same speed accorded to
packages that might be carried by hand. One day's business by. air
express out of New York, which produced more traffic of this kind
A IR LI NES OF THE -N ITE D STAT E S 155
than any other city, was more than that for the entire country during a
f ull yea r not so long ago.
Postmaster General's Report
In hi s repo rt fo r the fi scal vea r 1936 Postmaster General J ames A .
Farley mad e th ese comment :
" This fi. cal year is th e fir st a r und er the new air-mail system in
whi ch a ll ro utes were in operati on throughout the year. N o new
routes were established and no xte.nsions of routes \\ ere made.
T hree stops '' ere add ed during the yea r at A ll e ntO\~ n-Bethlehem ,
I a ., P rovidence, R . I., and Ve ro Beach F la. It was necessa r) to
u pend stops at Charlotte, N . C., Chattan ooga, Tenn., Columbia,
19 36
1935
1934
1933
1932
1931
1930
MILES OF AIR MAIL ROUTES IN THE UNITED STATES
. C., Glendive, lVIont., Grand Forks, N. D ak. , Greenwood Miss.,

J ackson, M iss., James town, N. Dak. , Kalamazoo :Mich., Macon, Ga. ,
Meridian, M iss ., .1\!I ontpelier-Barre, V t. and Ogden, U tah , on account
of un satisfacto ry airport conditions. During the current year all past
records have again been broken, not only in mail poundage trans-
port ed but in passenger and express traffic. Poundage transported in
every month of the fiscal year was well over I ,ooo,ooo pounds. A
record high was set several times during the fiscal year. Final reports
how that the month of Jun e set an all-time high with I,476,469 pounds
tr ansported. A total of I 5,377,993 pounds was transported during this
fiscal year as compared to I0,775,248 pounds in the fiscal year I935 ;
6,476,91 9 pounds in 1934; 6,741,788 pounds in 1933; and 8,845,967
AIRCRAFT YEAR BOOK
pounds in the fiscal year 1932, which vvas th e high po un dage record
set when the postage rate was 5 cents per ounce.
"Passenger traffic has shown a phenomenal increase und er the new
system, as will be seen by tables in the appendix. Ne w all-time reco rd s
were set several times during th e fi scal yea r. Compari son with previous
ANNUAL COST TO THE GOVERNMENT FOR EACH MILE FLOWN

WITH MAIL IN THE UN ITED STATES
12,900,000
1937
~~~:§;0.?c::~m~J
~2,454!
P a y m e Hl
F~·scnlY ca1·s pe1· M ·ile Fl o7""
1930 1937 $ .3 2
1936 .3 1
19 35 .28
1934 .42
1933 . 54
1929 1932 .62
I 931 .7 9
1930 .98
1929 1.09
This graph shows, in white bars, Post Office payments and, in shaded bars, the
number of miles of air mail flying by domestic lines in the United States b y fiscal
years. During the fiscal year 193 7 the average rate of payment per mile of flying
with mail is 32 cents.
years shows that even during the inclement weather months air pas-
senger travel is steadily increasing. Express is also increasing rapidly .
Despite the express poundage transported, express revenues to the air-
mail contractors are still a minor factor.
"The tables show that 4,639,424 pounds of express were trans-
'\IR LINES OF THE "CN ITE D ST AT ES 157
ported by a ir-mai l contractor du ring th e fi ca.! yea r fo r \vhich they

r eceived a revenu e of only $796,I71.08, wherea_ I -,377,993 po unds of
a ir mail were tran spo rted, from which they received a revenue of
: 12,034,953·89.
' Increased ra te fix ed bv th e Inter tate Com merce Commission
CLERKS CITY AND VILLAGE

IN CARRIERS
POST OFFICES
24.7C
POST OFFICE
SERVICE
POSTMASTERS 52.
ASST. P.M.
THE POSTAL DOLLAR

During the fiscal year 1936 only 1.6 cents out of every dollar of expenditures by
the U. S. P ost Office Department were spent for flying the mail in the United
States.
became effective on 24 routes. A s of the service in effect at the end of

the fi scal year, the increases amounted to $I,539,229.45 per annum.
T hese increases account for the greater portion of the increase in ex-
penditures for air-mail service. Tables published in the appendix show
AIRCRAFT YEAR BOOK
the bid rates and the rates prescribed by th e Interstate Commerce

Commission; also the schedul ed mil es in effect a t th e close o f th e
fi seal year. .J
"In connection with investigati ons of th e mail contract and as a
A VIEW OF BOULDER DAM

From a passenger plane on the Western Air Express route between Los Angeles
and Salt Lake City.
result of extended negotiations with the contractors, agreements were

reached during the fiscal year for material reductions in compensation
for service on the foreign air-mail routes, effective October r , 1935 ;
also other adjustments of service were made, effecting savings in ex-
A I R L I N ES OF THE 1 ITE D ST A T E S !59
pend itu res. T he total an nual avings amoun t to approxi mately

: r ,o38 700.
' \m ateri a lly exped ited ser vice ha been p ut into operati on on the
a ir- ma il r outes to Central \ meri ca, outh A merica, and the \ 1 -est
I nclie . . F lig ht · a re now made from Ni iami , Fla. , via Cuba and J am aica
to olom bia in less th an 10 hour ; to the Canal Zone in 24 hours ; to
. rgent ina in 40 clays; and to Ri o de Ja neiro and other points in
. ra.zil in 5 clays. erv ice t the oth r c untri e has bee n correspond-
in a ] · exped ite l.
" T here has been a mat rial increa e in the amount of air mails car-
r ied on the routes to the Latin- merican coun tri es. The increase over
the amo un t ca rr ied in th e previou yea r of th e mails di spatched f rom
thi s coun try wa 26.6 percent, and t he increase in the mails recei\ eel
wa 2-. s percent.
" contract fo r tr ans-Pacific ai r-m ail ervice from San F rancisco,
Ca li f. , by H onolLtlu, H awaii , Guam and Manila, P . I., to Canton,
hina (o r other ad jacent point ) , an d return, once a week, was let
ctober 25, 1935 , fo r a 10-year term t o begin at a date optional w ith
the contractor but not later than October 25, 1936. Serv ice was in-
a ugu rated N ovem be r 22, 1935, on that part of the route from San
F ranc isco , by Honolulu and Guam , to ·rvrani la and return, service
beyond M an ila to a point in As ia bei ng deferred under a provision
of t he contract until sati sfactory operating arrangements are com-
pleted. Fourteen fli g hts vvere made to June 30, 1936, and regul ar
weekly fli ghts ava ilable to passengers are now being made."
R egar d ing internati onal air mail poundage the Postmaster General
submitted th is table for the fi scal year 1936 :
P ounds I ncrease
over 1935
On United States foreign a ir-ma il routes : P ercen t
United S t a t es origin . ....... .. . .. . . . . . .. .... . .. . I 4S.782 29
Canal Zon e origin . .. . ... . . . . . . .. . .. . .... .... .. . I I ,86S 25·5
F oreign origin . . . . .. . ... .. ... . .... . .. . . . . . . . . . I 26,6 I I I9
T ot a l . . . . ... . . .. . ... . . .. . .. . ... .. . . . .... . 284,258 24·35
On Unit ed Sta t es domestic rout es only :
F oreign origin (does n ot include mail from Mexico
a n d Ca n a da , figures on wh ich a re not availa ble) .. 22,281 47
On foreign rou tes oth er tha n those of Ca n a da , Cuba ,
and M exico:
nited S t ates ori gin .. . . . . . . ... . . . . .. . . . ... ... . . 30,094 53
Following are some of the air line operations as reported by the

companies.
r6o AIRCI\.AFT YEAR BOOK
American Airlines
Anticipating an increasing market f<Jr fastn and m:Jre cot~li?r~~
able services on its nation-wide transport system, -~~~1l'I"Ican J\trl!tH:~
observed its tenth anniversary during 193(> by acq:nnng a_f1~:et of 20
<<iant Uou«las DC-3 and DST Flagships for appn ,:-;ttnatdy ::>~. IOO,o?o,
~rdering- Gve additional Flagships for $j2j,OOO and thus mcreasmg
the cost~ uf its gigantic re-cquipment program of the last two years tu
. t! a $ 1 -~o ooo . The wisdom
111Ul e 1< 11 ' -t•/.) ' .
of this J>r<Wram
b
was demonstrated
when American Airlines claimed that it had tran~ported m~>re pas-
sengers over its routes during a given period than any other ;ur trans-
port system in the world. . .
American's first Flagship, delivered 111 :-lay, promptly pertonm:d
up to all advance notices. The largest and fastest land tran~port ever
built in the united States, this new plane flew the 9IO-mt!e stretch
from Dallas to Chicago, non-stop, in four hours 22 minutes. an average
of 208.2 miles an h~ur. It further demonstrated its cruising range
by flying from Chicago to X ew York and hack to Chicago ,~-i~hout
stopping or refueling, and later flying from Los Angeles to lhtcago
without stopping.
These performances paved the way for the new non-stop schedules
between New York and Chicago, including double daily non-stop ser-
vices, as well as non-stop on seven of the 10 round trips daily between
New York and Boston.
Having pioneered sleeper services on its southern transcontinental
route in I934. American Airlines replaced its Condor Sleepers with
q-passenger Flagship sleeper planes and on September r8 launched
the ".-\merican Mercury," a through, over-night, coast-to-coast ser-
vice in either direction between New York and Los Angeles, stopping
only at l\I emphis, Dallas and Tucson hut without any change in planes.
That new service enabled a traveler to leave Los Angeles late in the
aftemoon, enjoy a comfortable night's sleep in Pullman style and ar-
rive in New York the following morning, all within a period of I 5
hours and 50 minutes. The westbound flight of the "American 1Ier-
cury'' requires I7 hours and 41 minutes. Another through, overnight,
transcontinental schedule, "The Southerner", making but four inter-
mediate stops, was started in both directions on October I.
A word about the Flagships in their sleeper and club plane ver-
sions which made possible these non-stop and through sleeper services.
Both marked the Douglas Aircraft Company's latest and greatest
achievement in the air transport manufacturing field. \Vhereas the
Flagship club plane on the non-stop Boston-New York and New Y ark-
Chicago routes accommodated 21 passengers and a crew of three, the
Flagship sleeper planes in transcontinental service were equipped with
u.s
AIRWAY
"? I
tK..."NS--
i
}!lt!!_~o___ l
i----
L?~----·
; TEX
WICJ
AS I.
BIG SFRING
'·,,,
\
\ /'-- ......
··,,_; '\ SAN ·
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\...
. DEPARTMENT OF COMMERCE
BUREAU o~· AIR COMMERCE
\1AP OF THE UNITED STATFS

-SCHEDULED AIRWAY OPERATIONS
January 1, 1937
Route Rof:'(e . Class of

No. Operator Routes Operated Mileage Semce
I American Airlines, New York to Boston .................... 192 l\WE
Inc. :Boston to Cleveland via Albany & Buffalo 673 1\lPE
New York to Chicago via Buffalo & Detroit · 77Q li!PE
Detroit to Chicago via Kalamazoo ........ 26! l\!PE
Detroitto Chlcago (direct) .............. 245 PE
Chicago toFt. Worth via St. Louis& Tulsa 940 l\!PE
Cleveland to Nashville .................. 469 :MPE
Washington to Chicago via Cincinnati. ... 684 li!PE
New York to Los Angeles via Washington,
Nashville & Dallas ................... 2,649 MPE
New Yark to Montreal. ................. 332 l\IPE
2 Braniff Airways, :J:nc. Chicago to Dallas via Kansas City & Wicb-
ita .................................. 965 l\IPE
Amarillo to Dallas to Galveston .......... 6r8 l\IPE
Dallas to Houston ...................... 225 li!PE
Dallas to :Brownsville ................... 546 l\!PE
Houston to Corpus Christi ............... r86 l\IPE
3 Capital Airlines, Inc. Pocatello to Boise. . .. . .. .. . .. . .. . . .. .. . 2.1<) PE
4 Chicago & Southern Chicago to New Orleans ................. 892 MPE
Air Lines, Inc.
5 Condor Air Lines San Francisco to Salanias................ roo PE
Alameda to Sacramento ................. So PE
6 Delta Air Corpora- Charleston to Dallas .................... r,o6s MPE
tion
7 Grand Canyon Air- Boulder City to Grand Canyon .......... 26Q PE
lines, Inc.
8 Hanford Airlines, TulSll to Omaha ........................ 38:~ MPE
Inc. Minneapolis to Omaha via. Sioux City ..... J20 MPE
Sioux City to Bismarck ................. 391 MPE
Q Na.tional Air Line SL Petersburg to Jacksonville via Daytona
System Beach............................... 237 MPE
IO NationiLI Airways, Boston to :Bangor ...................... 21,) MPE
Inc. Boston to :Burlington ...........·....... 188 MPE
II National Parks Air- Salt Lake City to Great Falls ............ 483 MPE
ways, Inc.
l2 NorthAmericanAvi- New York to l\1iami. ................... 1,209 MPE
ation, Inc., (East- New York to New Orleans via. Atlanta .... r,:n8 MPE
ern Air Lines Divi- ·Chicago to Miami via Atlanta & Jackson-
sion) ville ......................... , ...... 1,267 MPE
New Orleans to Houston ................ 329 MPE
13 Northwest Airlines, Chicago to St. Paul via :Milwaukee ....... 405 MPE
Inc. Chicago to St. Paul (direct) .............. J64 MPE
St. Paul to Pembina via Fargo ........... a6r MPE
Fargo to Seattle........................ 1,264 MPE
Pembina to Winnipeg ................... 65 MPE
l4 Palm Springs Airlines Los Angeles to Palm Springs............. 100 PE
15 Pan American Air- Miami to Havana ...................... 229 MPE
ways, Inc. Miami to San Juan ..................... 1,161 MPE
San Juan to Rio de] aneiro .............. 4.571 MPE
Rio de Janeiro to Buenos Aires ........... 1,471 MPE
Miami to Cristobal via. Kingston & Bar-
ranquilla.·........................... 1,713 MPE
Barranquilla to Port of Spain ............ 1,021 MPE
Miami to Nassau ....................... ,gg MPE
Brownsville to Mexico City ,1a Tampico .. 466 MPE
San Francisco to :Manila, P. I. via Hono-
lulu, Midway, Wake and Guam ........ 7,<)!)0 MPE
Belern, :Brazil to Fortaleza, Brazil ........ 8ro PE
Fortaleza to Rio de] aneiro .............. 1,764 PE
Rio de ] aneiro to Porto Alegre, Bra2il. .... 817 PE
Me>cico City to Cristobal via Guatemala ... 1,76-l MPE
See next colum11

Ro1llr Rouu Class of
No. Operator Routts Operated Mil, age Sen>ice
Mexico Cit}' to San Jose, C. R. ......... . 1,304 l"E

1\·liami to 1\lerida .................•..... 742 PE
Merida to Me:xico City ...... _ .....•..... 7J6 PE
Kingston to Port au Prince ............. . 304 PE
Port· au Prince to Santo Domingo ....... . I6X PE
Pan Airterican Air- Los Angeles to l\fexico City ............. . 1,684· PE
wa.ys, Inc. (Aero-
vias Centrales)
I7 Pan American-Grace Cristobal, Canal Zone to Montevideo, Uru-
Airways, Inc. guay ·via Santiago, Chile • . . . .......•.. MPE
t8 Pennsylvania-Ceo tral \Vashington to Detroit 'V-ia Pittsburgh &
Airlines Corp. Cleveland ....•..........•........... MPE
Detroit to :Milwaukee.................. . MPE
Cleveland to Detroit (Direct) ........... . MPE
19 Seattle-Victoria Air Seattle to victoria ..•................... l\·1
Mail, Inc.
20 Transcontinental & New York to Los Angeles "1.-i.a St. Louis .. . 2,555 MPE
Western Air, Inc. New York to Los Angeles via. Chicago ... . 2,583 PE
2X United Air Lines New York to San Francisco ............. . 2,647 MPE
Transport Corpo- Salt Lake City to Seattle ............... . 8x() MPE
ration Pendleton to Spokane..•................ 160 MPE
San Diego to Seattle ... _ ..•............. I,IQ8 MPE
Seattle to Vancouver ................... . 123 PE
22 Varney Air Trans- Pueblo to El Paso ..•................... 510 MPE
port, Inc.
23 \Vestern Air Express San Diego to Salt Lak~ City ............ . 702 MPE
Corp.
24 Wilmington-Catalina Wilmington to A'lralon .•..•.....•....... PE
Airline, Ltd.
Wyoming Air Serv- Billings to Cheyenne ................... . MPE
ice, Inc. Cheyenne to Pueblo ..................... . MPE
P-Passenger E-Express
AIR LIXES OF THE 1:::\ITED STATES 161
berths for 12 and a "sky room .. or private drawing room. All berths
were convertible for day flight, providing seats for as many as 28.
These planes were powered with two 1.000 horsepower \ Vright
Cyclone engines, \vith a cruising speed of 190 miles an hour, and were
alike in design e..xcept for their interiors.
~ ot content with providing berths six feet five inches long and
wide as a twin bed, and separate dressing rooms and toilets for men
and women, American Airlines' sales department introduced through-
out the Flagship in both its sleeper and club plane versions many of
the air transport world's most unique innovations. Noiseless type-
\\-riters, electric razors. cigarette lighters, meals served on tables with
silverware, real china. linen. and even monophone communication be-
tween the pilots' compartment and the cabin as well as other devices
not previously available on the air lines became standard equipment
on these giant planes. Air conditioning at terminals and aloft, as well
as soundproofing were some of the attractions.
\ Vith the subsequent delivery of its entire fleet of 20 Flagships,
American Airlines had eight q-passenger Flagship sleeper planes in
through. transcontinental sen·ice and 12 21-passenger Flagship club
planes in non-stop sen·ice from Xew York to Boston and Chicago.
This development made available the re-distribution of fifteen q-pas-
senger Douglas DC-2 transports as welJ as a number of multi-motor
Stinson A. transports for the improvement of service on other of its
routes. All Curtiss Condors and V ultees were retired from service late
in 1936.
Anticipating also the day when globe-encircling air service would
b~ common. the Company entered into an exclusive air line agreement
With the Deutsche Zeppelin-Reederei for flying its passengers between
New,~ ork and Lakehurst, and on ":\lay 9 with the Zeppelin "Hinden-
b;trg s first arrival at Lakehurst flew 3 I of its 5 I passengers to New
~ ork. Flagship club planes were subsequently employed in connect-
mg at Lakehurst with all arrivals and departures of the "Hindenburg."
. Supplementing the non-stop and sleeper services, American Air-
lmes made numerous improvements in schedules during 1936. Stin-
son :'\'s were put into operation between Boston and Cleveland and
a~so Introduced in local service between \Vashington, D. C. and Nash-
VIlle, serving Lynchburg, Roanoke, Bristol and Knoxville. Direct pas-
senger service between New York and Cincinnati via Washington, D.
C. was resumed with Douglas DC-2 planes, and a round-trip service
between Chicago and East St. Louis, non-stop, was started. Flight
sche?ules were speeded on other routes. Douglas DC-2 ships we:e
put In service on the Chicago-Ft. \Vorth division, serving St. Lotlls,
AIRCh.AFT y E A R B OOK
Tulsa, Oklahoma C ity ; and al so between Clevela nd a nd N a shville;

and Stinson A transports betw een Boston and New Yo rk on local run s
serving Providence, R. I. , H artford a nd Ne w Yo rk.
The company continued its school o f in structi on fo r hostesses and
members of the sales department. H av ing ori g ina ted the idea o f air
line scrip about three years ago, the A merica n A irlin e· ale depa rt-
ment coope rated with the nati onal orga nizati on o ( 2 0 air lines in
selling air transportation by this pla n; and la te in 1936 r epo rted th at
more than I ,900 companies were pa rticipating in it a n I that o ve r
27,000 individuals w er e identifi ed with it.
Continuing its acti on of 1935 in esta bli shing m eteo rological sta-
tions at its key cities, Chicago, Newark, Cincinnati, Nashville, F t.
\ 1\f orth and Glendale, from which individual w eath er fo r ecasts were
issued prior to each fli ght, th e compan y's m eteo rolog y department dur-
ing 1936 began cooperating with the sales department by provi d ing it
with complete weath er informa ti on f or prospective passenge rs, a t six
hour intervals.
The maintenance departm ent, which earlier in 1936 devel oped a
system of automatic valve lubrication , perfected brake-test equipment
suitable for all types and also de signed hydraulic jacks permitting a
Flagship to be lowered with landing gea r r etracted, thu s making it m or e
accessible for mechanical servicin g . This department al so had under
consideration an improved type of ignition harness with whi ch it ex-
pected to obtain greater performance and more economy of operation
at higher altitudes.
After ex periments with de-icing equipm ent during th e winter of
1935-36, the operations department late in 1936 began installing de-
icers on all the Flagships. It also compl eted the construction a t Chicago
of a new instrument overhaul ba se featuring the latest faciliti es, in-
cluding air conditioning as an additional as surance against du st . Com-
plete facilities for overhauling the Sperry automatic pilots, with which
all Flagships were equipped, were installed at the Chicago base.
A~ the beginning of 1937, American Airlines was operating clay
and mght schedules over 6,714 miles of airways. With never less than
five planes in the air day and night, and often represented with a max-
imum of 32 planes aloft, American A irlines schedules called for flying
48,525 miles every 24 hours. The company employed 1,565 persons ,
including I r8 pilots, 78 co-pilots and 77 stewardesses. Am erican Air-
lines divisions included Ft. Worth-Dallas-Los Angeles, Newark-Chi-
cago, Boston-Newark, Boston-Cleveland, Cleveland-Nashville, N ew-
ark-Ft. Worth, Washington-Chicago, Chicago-Ft. ·worth and New-
ark-Albany.
Further improvements in service with still more and faster sched-
. IR LL ES Oft THE ":"-l iTE D T \TES 163
ules were im portant items of A meri can Air line proo-ram f or 1937.
Thi s was indicated in it order, placed late in eptember, fo r five ad-
d iti onal F lao-ships at a total co t of $'"2- ooo, fo r delivery early in
1 937·
Chicago & Southern Air Lines
Ea rly in 1936 it became apparent that larger and fa ter ships would
be required to accom modate the increasing num ber of pa eno-e rs fl·ing
the " \ ail e · Level R oute' bet\Yeen hica o-o and New Orlea ns. A c-
co rdin gly, Chicago a nd outh ern .-\i r Lin e ~ I laced an order for a fleet
TH E CHICAGO AN D SOUTHERN
A \Yr i~bt W hirl wind-power ed L ockheed E lect ra tra nsport bound for New
Orlean s.
of Lod · 1eed Elect ras, power ed with \ 1\ ri ght eng ines, and these ships
were delive red during April. E lectra service replaced the former
equipment between Chicago and St. Louis on April 20 . Eleven days
later the E lectras were continued on dovvn to New Orleans by way of
Memphis and Jackson, Miss. Passenger business immediately im-
pr oved and increased in volume from m onth to month.
A pecial speed fli o-ht was made betvveen Chicago and New Orleans
on April 28, w ith MaJor J ames H. D oolittle as guest pilot at the con-
trol and senior line-pilot, \ 1\T. J. Fry, acting as co-pilot. The pas-
senger s consisted of representatives of the press accompanied by com-
AIRCRAFT YEAR BOOK
pany officials. The sleek Lockheed cove red the 903 mil es of airways,
with a 15 minute stop at :Memphis, in five hou rs 45 minutes, despite
adverse weather conditions , establishing a new speed reco rd betwee n
the terminals.
Chicago and Southern was granted a Certificate of Conveni ence
and Necessity by the Illinois Commerce Commi ssion pe rmitting the
company to transport passengers intrastate in Illinois. Thi s resulted
in Peoria and Springfield receiving, for th e first tim e, se rvice pro-
vided by all metal , multi-motor airplanes.
SUPPER ON A NIGHT FLIGHT

Passengers on this Eastern Air Lines transport are enjoying a meal while flying
through space at three miles a minute speed.
With the purchase of Lockheed Electras a complete Western Elec-

tric radio communications system was installed. Newest type com-
pany transmitters were placed in the five principal line cities. Ships
were equipped with the conventional type of duplicate receivers and
transmitters. A m eteorological department was instituted, to become
an outstanding aid to operations. Shop and maintenance facilities in
the company headquarters at Lambert Airport, St. Louis, were im-
proved during the year. Additions included the erection of hydraulic
AIR LI~ES OF THE UNITED STATES 165
hoists for lifting and lowering the new ships and a new department
for complete overhaul of propellers. In ::\ew Orleans it was necessary
to move into larger quarters at Shushan Airport, at which time the
mechanical personnel of the station was increased. During July, Chi-
cago operations at the :'If unicipal Airport moved into additional space.
The traffic department was augmented by additional traffic solicitors
and the remodeling of the company's district offices. l\Iore accounting
personnel was also added.
The outstanding improvements in connection with this central
valley service so stimulated travel that the company planned additional
schedules for 1937. During 1936 it made two flights a day each \Vay.
on a six hours and 25 minute schedule. permitting early evening de-
partures with arrivals at the opposite terminal before midnight.
Eastern Air Lines
Continuing the expansion which led Eastern Air Lines into a fore-
most position in domestic air transportation, the company at the begin-
ning of 1937 was operating 3.143 miles of passenger, mail, and express
routes under the personal supervision of Colonel E. V. Rickenbacker.
America's ace of aces. A total of r8.9r8 miles daily flying were sched-
uled during 1936 as against the 13.106 scheduled daily miles in 1935.
A 25 per cent increase in revenue passenger traffic was noted for the
year. Part of this increase was attributed to the I 5 daily round trip
service between Newark Airport and \Vashington, D. C.
That service, expanded on 1\Jay 15 from 12 daily round trips, was
the most frequent service between any two cities in the world. Col-
loquially termed the ''Merry-Go-Round,'' this schedule used only
Douglas 14-place transports, and most trips were on So-minute sched-
ules. Interspersed among these So-minute schedules were slightly
longer flights which served Philadelphia, via Camden, Baltimore, and
Richmond, as well as vvashington. In addition to this celebrated
Washington run, Eastern Air Lines operated two round trips daily
from Newark to Miami and two round trips from Newark to New
Orleans. The Miami schedule called for stops at Washington, Raleigh,
Charleston Savannah and Tacksonville. The New Orleans schedule
provided ~tops at Washington, Richmond, Greensboro, Charlotte,
Spartanburg, Atlanta, Montgomery and Mobile.
From Chicago, the northwestern terminus of the Great Silver Fleet
system, planes stopped at Indianapolis, Louisville, Nashville, Chatta-
nooga and Atlanta on their daily round trips to Miami and New Or-
leans. Eight and one half hour schedules prevailed on the New York-
Miami and the New York-New Orleans runs, while approximate
ro-hour ·schedules were operated between Chicago-Miami and Chi-
cago-New Orleans. Th e addition of two Douglas 21 -passenge r DC-3

ships to Eastern A ir Lines' fl ee t of five Lockheed E lectras a nd 14
Douglas DC-2 tran sports gave it a delu xe express se r vice to M iami
with less-than-eig ht hour schedules.
A ddition of 40 fli g ht-stewa rds to th e pe rso nn el of Easte rn A ir
Lines marked a r evoluti ona ry cha nge from th e usual hos tess se rvi ce.
Proceeding on th e th eo ry that tra ined se rva nts were best equipped to
ON EASTERN AIR LINES

One of its Cyclone-powered Douglas transports speeding over th e line between
Chicago and Atlanta.
attend and anticipate the needs of its passengers. Eastern Air Lines on
December I put flight-stewards on all New York-Miami schedules.
Stewards later were to be placed on all other runs.
Recruited from the ranks of the best-trained servants available the
flight-stewards had expanded tremendously the original conception of
aviation passenger service. They numbered among their duties the
handling of incidental luggage brought into the passenger cabin, care
\ 1R LIK E OF THE -KITED ST_ TES 167
of throuuh passengers in top along the li n . handling 0\ er-e..-xuberant

pa. en ue r with tact and _kill. and manifold the r functions.
}·a te rn \ir Line- reported a one hundred per cent increase in the
numb r of air exp re shipment .
Experim en tal work through the early part of 1936 fi nally led to
the in stallation on all Ea tern \ ir Line plane and in all E \L ground
tat ion equipm en t for tran mittin u me aue f rom plane to g round
an d vice-versa on a rad io chann 1 of the ir own to supplement the reg-
ula r point-to-point rad io en ice. I n thi '·ay there was no possibility
f confusion between th e t\\ O tn e of radio mes ages. Planes could
talk to th eir gr ound station on an entirely different wave-length. At
the beginning of 1937 the company r ported 32 million mil es of
ched uled fl ying since it organization in 19- 7·
O n December 29, 1936 As i tant ecretar) of Commerce J. ion-
roe John son made public letter between hi m elf and Col. E. \ . Ricken-
backer, general manage r of Ea tern \ir Line , relative to increasing
. afeuua rd for regular ai r transpo rt. "ol. Rickenbacker wrote:
" 1:) dear Col. Johnson:
" you know Eastern \ir Lines has been ex treme!) fortunate in
it recent difficulty through the forc ed landing of our pilot, Dick I fer-
rill. at Po rt Jervi s, N . Y .
" Fo rtunate in th e fact th at not one of the pa sengers was injured,
and t he crew only slightly, permitti ng a detailed description of what
actuall y took place and an oppo rtunity to benefit accordingly.
" T he causes of thi s accident have brought to surface, more vividly,
th e nece sit) fo r the following improvements :
" ( a) That the Department of Commerce make every effort to mod-
ernize and raise to the highest standard of efficiency, all of its
present air aids, as soon as Congress appropriates the necessary
money.
" ( b) That all modern air transports be equipped with radio com-
passes qualified to operate both clay and night with antennas
shi elded against rain, sleet and snow static.
" ( c ) That the Department of Commerce equip all of its ground sta-
tions with T -L antennas offering the transport ships in the air
a twenty-four hour a clay service, with special identification for
each city or airport, where the facilities of the Department are
located, eliminating the necessity, as at present, of using com-
rnercial stations which are not consistent in announcing their
designations, or on the air twenty-four hours a day.
" ( d ) T hat all Department of Commerce radio stations be equipped
with radio direction finders on special H eqnencies, with per-
sonnel qualified to man them twenty-four hours a clay, that may
r68 AIRCRAFT YEAR BOOK
be trained on any operator's ship which may be temporarily lost

due to unusual circumstances or conditions, giYing them their
exact location through the triangulation system. and directing
them to the nearest airport that is open.
"It is my opinion that all of the operators have been sincere and
diligent toward developing aids of this nature. the same as Eastern
Air Lines has for the past two years, but progress has not been as rapid
in the development of these aids as the progress of the art demands.
"The above recommendations are in no way a reflection on the
pilot personnel of the American air transport industry who, in my
opinion, are the finest body of self-disciplined men in existence.
"Neither are they a reflection on the operators or the executives of
the respective air transport companies, who have been consistent in
their watchfulness and effort toward greater safety and reliability and
which, in a great measure, is responsible for America leading the world
today in every branch of the art.
"Neither are they a reflection on your high office or any members
of the Department of Commerce, but it is essential that Congress re-
alize more fully the necessity of these aids and appropriate the neces-
sary money as soon as possible.
"It must be realized by your Department and organization as it is
by the air transport operators of this country that several of the acci-
dents of the last three weeks were due to a most unusual combination
of weather conditions unknown to any of us.
"These conditions may never occur again, and yet they may occur
only one or two clays a year, but if life and property are saved on these
one or two days a year, the expenditure would be well merited.
"In my opinion, such aids as recommended above, in conjunction
with those now in use, will eliminate 75 per cent of the possibility of
such accidents as occurred to Dick Merrill of Eastern Air Lines.
"The public acceptance of air transport service recommends the
serious consideration and support that your high office holds, and I am
certain that you can rely on the hearty cooperation of those of us inter-
ested in the industry."
In his reply to Col. Rickenbacker's letter Col. Johnson stated:
"My dear Colonel Rickenbacker:
"I am in receipt of your very interesting letter of December 28th,
and appreciate the fine spirit of cooperation evidenced therein.
"The lessons learned from the recent crash of the EAL ship flown
by Dick Merrill are of particular interest and I am glad to advise that
your recommendations are generally in accord with what we have had
under consideration for some time and intend to carry through as soon
as sufficient funds are available, and the new facilities, such as the air-
. IR LINES OF THE N ITE D T TES r6g
plane rad io compas and rad io d irection finder for g round stations, are
proven to have been developed to a point\\ here they are free from rain
and snow static interference, and oth er wi e sufficient! - reliable.
''The D epa rt ment recocrni zes the fac t tl1at all r esponsible operators
are genuinely intere ted in the development of air navigation aids
which may eliminate ome of the type of accide nt which ha\ e re-
cently occurred and \\ e will bend ' ery effo rt tO\·\ ard the continued
de, elopment and im1 rO\ ement of our ~ro un d facilities. But, in addi-
tion thereto, all air line who are not already doing so hould,
" (a) lVIake constant effort to im prO\ e th ei r own radio equipment,
both cr round and plane in tallations. ( There has been such
rapid progress in the impro ·ement of radi o during the past
two yea rs that much f the equipm ent now installed on some
air line planes and on the ground i obsolete.);
"( b) Expedite th e in stallation of approved de-icing equipment
both for carburetors and for plane structures;
' (c) A nd, th ose a ir line who are authorized to do instrument,
over-the-top, or ni ght fl ying hould take immediate steps to
give all their pilots and co-pilots a thorough course under
competent in structors on the Link Trainer, in addition to in-
creasing the faciliti e for instrument training and check in
a ir line type airplanes.
''T he Department very confiden tly expects to secure adequate
fun ds t o make all the improvements in its air na\ igati on faciliti es that
you have suggested in your letter, plus several additional improvements.
" ·e have made definite plans to call into conference, at an early
date, r ep resentatives of all air line operators, the Arm_-, Navy, Coast
Guard, and -a ti ona! Advisor) ommittee for Aeronautics, for the
pu rpo e of studying the records of all of the recent air line accidents
and of ways and means which may be adopted to improve existing con-
d itions and prevent another seri es of similar accidents. I will com-
municate with you further as soon as the date for thi s conference has
been set.
" The Department of Commerce will not let up for one moment in
its efforts to secure the necessary funds and facilities for improving
the services which it provides for the air traveler, but it is essential to
Ame rican aeronautics that all operators, commercial and military, and
all Federal agencies interested in aeronautics cooperate to the fullest
extent in order to maintain world leadership in air transportation.
T here has been a tremendous improvement in the safety of travel on
sch~~~led air lines since 1930 but we feel confident that as funds and
fa~hhes are made available for the improvements we already have in
mmd fo r our navigation fa.cilities, it will be possible to eliminate at
AIRCRAFT YEAR BOOK
least 75 percent of th e type of acc idents whi ch we have experi enced in

th e past and it is our determinati on to bring abo ut th ese im prove ments
as rapidl y as possible."
Hanford Airlines
A fl eet of Lockheed Elect ra a ir lin ers was purchased to supplant
the old Ford equipm ent form erly used by Hanf ord A irlines. As a re-
sult of thi s new equi pment, flyin g tim e was red uced materially between
points on th e Ha nford line. A sav ing of one and one ha lf hou rs of
THE YELLOWSTONE'S GRAND CANYON

United Air Lines passengers can transfer to a National Parks Airways Boeing
transport and see this scenic wonder in a tour of an hour and a half.
AIR LI NE S OF THE N ITED T TES 171
fl ·ing time bet\\ een I'-ansas City and Minneapolis was effected and
al o a av ing of half-an-hour between Omaha and Kansas City.
O n eptember I, Ha nf ord irlines e...-.;:tended its sen ice from Kan-
sa City to Tul sa, O kla. This marked a re umption of er vice between
tho e two cities which had been offered b) another line, and supplied
the O klahoma oil market with a north outlet by air.
Inter-Island Airways
In ter-I sland irway - , of I-Ja,,·aii , completed even years of opera-
tion No ·ember I r, 1936, with a record of catTYing o ooo pas engers
a nd fl y ing 2.000 ooo mile over wat r without accident to either pas-
enger or employees .
INTER-ISLA "D AIRWAYS

Passenge rs boarding Sikor sky S-43 a mphibia ns at Honolulu, T. H.
D uring 1936, passenger traffic increased 40 per cent over the pre-
iou s year. Starting service with two S-38 Sikorsky amphibians, the
fleet has been increased to four S-38s and two · S-43s, the latter the
fi rst of their type built. A third S-43 Sikorsky vvas delivered in Jan-
uary, 1937.
Daily scheduled round trips are operated among the Islands.
P lanes operate out of Honolulu on a 235-mile route to the southeast,
t ouching the islands of Lanai, Molokai, lVIaui and Hawaii. To the
northwest, planes travel 135 miles to the island of Kauai. Head-
172 AIRCRAFT YEAR BO O K
quarters are maintained at John Rodge rs A ir port in H onolulu, t en

minutes from th e hea rt of the city . A ll flying is done from land bases .
E mergency calls for chartered planes a re frequ ent. The 3 8 0 ,000 per-
sons living in the T erritory are divided am ong six inhabited islands,
some of which have but t wice-a -week steam er se rvice. \1\i ith th e
S ikorsky planes it is poss ible to reach Ho nolulu from any island in
a n hour and a half. P lanes a re equ ipped with two-way rad io and hom-
ing compasses and a re in constant communicati on with th e main ba ·e
in Honolulu.
During 1937, Territorial and F ederal go vernm ents p lan exp em li -
tures of $r,ooo,ooo to enlarge a nd improve fields on a ll island s. P lan s
ALOFT WITH NORTHWEST AIRLINES

One o f its twi n- engin e \Vhirlwind-pow ered Lockh eed E lectra transports flying
west from Chicago.
have been tentatively approved for a $2,ooo,ooo " internati onal base''
adjoining the Inter-I sland Airways port at Honolulu.
National Airlines System
The following interesting report was received from G. T . .Baker,
of National Airlines :
"While our route is one of the shortest in the country, being 262
miles long, it is over some interesting terrain. Leaving Jacksonville,
we fly down the beach of the Atlantic Ocean to Daytona Beach. From
Daytona Beach we fly overland to Orlando, crossing numerous swamps,
forests, and lakes. From Lakeland to Orlando the air traveler is im-
I R LI NES O F THE N !TE D ST A T E S I-,.,
/ .)
pressed with th e number and symmetr; of the citrus g roves below.

F rom Lakeland t o T am pa we fl over some of the largest phosphate
mines, as ell as ove r Plant Cit; , which is known as the Strawberry
C ity. T am pa is, as you k-n ow t he Ciga r City of th e country, as ·well as
a n impor ta nt seapo r t. A t thi s city they are building a beautiful new
a irport which is nearly comr leted on D a ri s I sland within a mile and
a half of the post office . F rom T am pa we fl y 0\ er beauti f ul Tampa
Bay, th e rend ezvo us of pirates in ea rlier da ·s, to St. P etersburg, vvit.b
its clO\v nto\\ n airport. O ur pas enger and express business in 1936
ha. increased fr om three to f our h undred per cent over I935 · O ur
MEETI N G THE 5: 15
P asse nge r s leaY ing t h e Boein g transport of P enn sy lvani a- Central Ai rlin es at
Pittsb urgh, Pa.
ma il poundage has more than doubled, and we look for additional big
increases during the coming w inter season, at which time we contem-
plate operating new all m etal multi-engine planes."
National Parks Airways
O n A ug ust I , 1936, National Parks A irways commenced its eighth
yea r of successful air line operations between Salt Lake City, Ogden,
Pocatello, B utte, Helena and Great F alls. A feature of the service was
the tourist travel to Yellowstone Park. A11 fonns of traffic increased
and passenger revenues gained 65 per cent.
174 AIRCRAFT YEA R BOOK
Pennsylvania-Central Airlines
The Pennsylvania-Central A irlines Co rpo rati on resulted from th e
consolidation of two rival lines in November 1936. Operatin cr throucrh
the very hea rt of th e industri a l East, Pennsylva ni a-Central suppli es
the equivalent of the se rvice previously rendered by the two individual
companies, on schedules desig ned to better se r ve the public. E ig ht
round trips daily on non-overlapping sch ed ul es are fl ow n between
\iVashing ton, D. C., Pittsburgh, \kron , Cleveland, Detroit, Lan in cr,
G rand Rapids, M uskegon, and M ilwaukee. However, the line is by
no means purely local in character because it conn ects with many oth er
trunkline systems, th ereby ser ving th e entire country. A t present th e
combined operations of the t wo concern s show a monthl y ave rage of
243,000 sched uled mil es being fl ow n a nd more than 6.ooo passe nge rs,
TOMLINSON AND HIS STRATOSPHERE PLA N E

D. W. Tomlinson a nd his TWA fl ying laboratory eq uipped for transcon t inental
fl ying at a height of 35,ooo feet. The plane is a Northrop Gamma po we red by a
Wright G Cyclone engine with Hamilton Standa rd consta nt speed propeller.
30,000 pounds of air express, and 45 ,000 pound s of air ma il bei ng

transported over a route 727 miles in leng th.
Transcontinental & Western Air
TWA cut the flyin g time and reduced passenger fares on its coast-
to-coast system in 1936. Reductions in flying time of from half an
hour to more than an hour were made in the schedules. Matching
TWA's eastbound Sky Chief schedule of 15 hours and 23 minutes, a
new and faster westbound Sky Chief schedule of r6 hours and 59
minutes was set up. The difference in the time allowed to make the
flights, which were the fastest coast-to-coast schedules, was attributed
to prevailing winds.
The elimination of some stops on the express runs and quicker
handling of planes on the ground permitted speeding up of TWA
schedules.
. IR LI NE OF THE . NITED STATES 175
At th e sam e time T\• \ announced the ' ky Century, ' an after-

noon non-stop fli ght to hicarro. T his ope rated on a fo ur hours 45
minute we tb oun cl ched ul e and a three hours 55 minute eastbound
checlul e. T he special w inte r pa enger rates which "' ent i.nto effect
N ove mb er I, cut the co- t of air travel on the T\i\ A system below rates
o n extra fare trains. The New York to L o \ngeles fare was cut from
$r6o to · I39·95· ing cri p, the co. t of the coast-to-coast flight was
: r r8.96. Ne,, Yo rk to Chicago fa re wa r ed uced fr om $47·95 to
$39.95 or $33.96 fi gured on the scri1 ba i . Thi was $6.79 less than
KEEPIN G AIR LIN ERS IN TRIM

Exper t go ove r eve ry pa rt of th e s.hip after it has been in the air a certain number
of hours.
the fare on crack trains betwee n the two points and 71 cents more
than the regular train fare of rail plus Pullman. Time in transit to
Chicago was four hours 45 minutes as against r8 hours by rail. The
reductions were in line with standard transportation practice of other
carrier s .which found that special winter rates stimulate travel at a
time when tra ffic ordinarily falls off.
A n innovation in transportation vvas introduced on October rg
when TvVA opened the first air freight service using "flying box cars."
A IRCRAF T Y E A R BOOK
They we re th e compa ny's old For d a irp la nes w ith a pay load capaci ty
of 3,500 pounds. O pera ti ons we re sta rted betw ee n Ne w Yo rk and
C hicago, vvith interm edi a te stops at I hil ade lphi a, P ittsburg h, Co lum-
bu s a nd India napo li s. M id nig ht to daw n fr eig ht se r vice was offe red in
each directi on , with departures fro m New Yo rk a nd Chi cago a t mid-
nig ht and arrival a t the oth er termin a l befo r e the ope ning of business.
A ssig nm ent o f th e For d equi pment to th e tra nspo r tat ion of a ir
freig ht in no way confli cted w ith the ope rat ion of th e r eg ul a r Ge neral
THE OLD AND THE NEW

Sixty miles west of Albuquerque, N. Mex., is the Sky City of Acom a, b elieved
to be the oldest continuously inhabited Indian village in America. H ere it is
viewed from a TWA plane on the New York-Los An geles rout e.
Air Express service. The latter service was continued as before and,
of course, commanded a higher rate than air freight, as the express
consignments were carried from coast-to-coast on the r egula r TWA
Skyliners with frequent departures. Rates for the new air frei ght ser-
vice were reduced to 57 per cent of the regular tariffs charged on the
General Air Express system.
Other innovations by TWA included changes in its entire fleet of
Douglas Skyliners to make the seats convertible for sleeping. Another
\IR LIK E OF THE .N ITED TATE 177
fo rwa rd tep in passe nger comfo rt \\·a air-condi-

ti o nin o- unit at T \\ "" principal tation . These units pre-cool or
pre-heat cond iti ne l air and f o rce it int the cabins of kyliners be-
f r e flight , supplementirw the naturall ; cool air aloft in summer
m nth o r th steam -heated ai r in win ter. _-\ Jl passenger planes were
ompletely equipped with de-ic.incr faci lit:i s, inc.luding the recently per-
f cted d e-i cing equ ipment f or pr peU r - . N ew in trument fo r aiding
th e pi lot were in stall ed in T \\ hi ps, with other mechanical improve-
ment as rapi d ly a· th e e were perfecte I an l proved .
Bourke-White Photo
MAIL AND EXPRESS BY AIR
St owing a cargo in a TWA Cyclone-powered Douglas for the transcontinental run.
TV\ A reported for the calendar year 1936 that nearly 23,000 more
revenue passengers were transported than in 1935, and that the
r evenue passenger miles flown increased by nearly r 5 million. Mail
pouJ1d miles jumped by more than 66o million, while air express, car-
ri ed by General Air Express, increased by more than 135 million
pou nd miles. The actual number of revenue passengers transported by
TvVA in 1936 was 88,85 r. The total pounds of air mail flown in 1936
was 2, I20, I82 as compared ·with 1,587,884 in 1935. Air express in-
AIRCRAFT YEAR BOOK
creased to 368,671 pounds in 1936 f rom the 1935 to ta l of 254,971

p ounds. In addition to th e cargoes ha ndl ed by Ge ne ra l A ir Exp ress,
T\tV A planes also t1·anspo rted 28,882 pound s of a ir fre ig ht. T\i\ A re-
ported that its planes operated a tota l of m o r e tha n nin e milli o n mil es
and completed over 95 per cent of scheduled fli g ht s. Early in 1937 the
company ordered from the Boe ing A ircraft Co m pany six fou r-eng ine
transpo rts f o r delivery in 1938.
UNITED AIR LINES LOUNGE

Aboard o ne of the Douglas DC-3 club transp o rts in United Air Lin es se rvice.
Flying at an altitude of 35,000 feet, well above the strata of

weather, D. W. "Tommy" Tomlinson, assistant to the president of
TWA, in 1936 conducted the first of a series of tests in high altitude
or "overweather" flying.
Tomlinson used a Cyclone-powered Northrop Gamma on his high
altitude flights. He was sent aloft to study conditions encountered in
the "overweather" belt and to chart the problems which must be solved
before passengers can be carried at those levels. His findings on the
first series of flights were applied to designs and plans being made by
. IR LI NE OF THE . NITED T ATE S 179
T \ . offi cial s f or th e de' elopment of an "over>veath er transport."

H igh altitude flight offe red great potenti alities f or maintaining
chedul , mooth fli ght and safety in t ravel thr ugh the ai r, and T\ A
offici a.l di sclosed plans fo r the de ·elopment f g reat aircraft of so-
pa se nge r· capaci ty and with \\" in o- r .-o f et from ti p to tip . They
SAN FRANCISCO'S TRANS-BAY BRIDGE

k '--iewed by passengers on a United Air Lines Boeing transport over San
Francisco.
~oped o have such ships in service on the T\IVA route in two years.
he r esearch work carried on by Tomlinson was directed toward the
development of these giant high altitude ships.
:r'rimarily, the work of the laboratory plane was directed toward
engme research. Supercharging equipment was tested under all condi-
r8o AIRCRAFT "YEAR BOOK
tions, fuel consumption had to he determined, speed differentials had

to be known. Tomlinson was accompanied by James Heistand. devel-
opment engineer for T\VA. A special set oi instn1ments were instal-
led in the observer's compartment of the Gamma. l n order that their
readings might be recorded permanently a photograph of the entire
panel was taken as the machine ascended each 1 .ooo feet of altitude. A
camera, suspended at the rear of the compartment on a fixed mounting
took the pictures as special lights were turned on hy the observer to
illuminate the instruments for these pictures. These instruments, 36 in
all, told the story of the engine's functioning. \Vhen the plane reached
an altitude of 35,000 feet obviously oxygen had to he provided for the
pilot and the observe!'. Special heating equipment also was carried
because 30 degrees below zero might be encountered.
On the high altitude flights heat was provided through a special
heater operating from the exhaust of the plane's engine. Although
both pilot and observer wore light summer clothing each was comfort-
able. The oxygen used hy Tomlinson and Heistand also was heated
before it was taken into their lungs. The degree of heating could be
regulated separately by pilot and observer that each might suit his in-
dividual ideas.
Throughout each flight the plane was in touch by radio with one or
more TWA ground stations. So that Tomlinson might have both
hands free to manipulate the many controlling devices in his compart-
ment, a special microphone frame was devised which also held the
oxygen tube in one corner of his mouth. Thus he was able to inhale
oxygen or talk by radio to the ground without the necessity of using
his hands to hold the tube or the microphone.
United Air Lines
At the beginning of 1937 United Air Lines reported the last 12
months to have been the most successful in its history. It carried more
traffic, maintaining its position of flying more passenger miles than
any other line in the world. United Air Lines also completed conver-
sion of its fleet of twin-engine vVasp-powered Boeing transports to
model 247-Ds, making them faster, quieter and more comfortable than
ever before; completed the flying of roo-million miles, becoming the
first air line in the world to attain this tremendous total: observed its
tenth anniversary of operations on April 6, 1936; cooperated in the
preliminary engineering and joint action of five air lines in ordering
the new type four-engine 40-passenger plane; and placed in service a
fleet of twenty Douglas DC-3 21-passenger and 14-passenger super-
transports.
In 1936 the company substantially bettered its volume of traffic
Alh_ LI NES OF riHE ITED T_ TES r8r
O\er the previou year,' ·h n, in 193-, nited carried I77A ~'"7 revenue-
passenge rs and fie\\ r- ,ooo,ooo a irplane miles. Total re\ enue-passen-
ge r s for 1936 number ed ab ut - I - .ooo, with the company fl ying ap-
proximately 17,500 ooo aiq lane mile .
MEDITATION AT 3 MILES A MI~"TDTE
And it tak es smooth flying to keep these checkers in place. Aboard a United Air
Lines ¥/asp-powered Boeing transport over the Middle West.
Air eXpress continued to establish a new record, the company car-

rying approximately fifty per cent more express than in 1935, when a
t otal of r,723,000 pounds was transported. Air mail, too, continued to
show substantial gains, and it was indicated that 1936 would total ap-
r82 AIRCH.AFT YEAR BOOK
proximately 20 per cent more mail p oun dage than tb e s,ooo,ooo

pounds flown on United's routes during 1935.
United, in order to accommodate thi s intensely increased passenger
and mail traffic, fl ew g rea ter scheduled mileage th an eve r before,
establishing a world reco rd for total miles fl ow n in a sirw le month on
one air line, by completing I,724,102 miles in August, 1936. So heavy
was United's traffic that extra sections we re f req uently flown in addi-
tion to the regularly scheduled seve n round trip flights daily between
New York and the West, I I betwee n Chicago and Ne w York, I I be-
tween San Francisco and Los, Angeles, ftve between eattle and Po rt-
land and three along the entire length of the Pacifi c Coast.
United entered 1936 with its entire fl eet of twin-engined Boei ngs
in virtually brand new condition. New series SrHr gea red vVasp en-
gines had been installed and th e planes equipped with three-bl aded
constant speed propellers , th e ftrst installation of a constant speed
propeller on an air line in the U nited States . Installati on of the new
power plants resulted in rai sing th e cruising speed of the 247-D Boe-
ings to 189 miles an hour at the most efficient cruising elevation, and
enabled United to substantially speed up its schedules coast-to-coast
and between principal cities. U nited had also completely so undproofed
the interior of its fl eet and in stalled new ventilating-heating systems
and a new decoration scheme, to increase the popularity of the Boeings
with the air traveling public.
A survey showed, first, that U nited needed immediate delivery of
additional planes to amplify its fleet of Boeings, and, secondly, that the
potential future volume of traffic justifi ed plans for a super a ir liner
considerably larger than any land planes previously used. U nited en-
g inee rs took an active part in developing specifications for thi s super
liner and were joined by engineers of four other principal air lines, in
a contract for an experimental four-engined 40-passenger transpo rt
from the Douglas company for delivery of the experimental plane first
to United Air Lines in 1937 for test purposes.
To solve its more immediate equipment problem, United ordered
twenty DC-3s from Douglas. Of this fleet, ro were 21-passenger and
the balance of the fleet a deluxe model with accommodations for only
14 passengers in the 21 -passenger cabin. Henry Dreyfuss , leading in-
terior decorator and industrial designer, who had just completed the
design on the interior of New York Central's crack speed train, the
"Mercury," was commissioned by United to design the interiors of its
DC-3 ships to provide greater luxury.
The company's plans for service with these ships called for placing
them on coast-to-coast and Chicago-New York flights, faster than
those formerly in operation. The majority of United's fleet of Boe-
IR L I NE OF TH E ITE D ST AT E S
ings were to contin ue in ope ration on coast-to -coast sched ul es with

mo re freq uent stops and fo r more fr quent inte rmed i_a te and local
types of ser vice.
O n June 1 7, 1936, nited passed one of the most signi ficant mile-
! ost in a' iat ion hi story- it roo-m illi onth mile of fl ying becoming
the fir st air line in th e worl d to reach that coveted goal in flyi ng e.x-
pe ri ence. O n th at date, only hartly aft r the celebration of the com-
pany's tenth anni versa ry of operati n , nited's record included the
ca rry ing d uring the pa t ten ) ear of r- ,ooo passengers, 1 7,000 ton s
of a ir m ail and 2,400 tons of ai r e.xpres .
mong the im porta nt contri bution " hich nited had made to the
de' elopment of a ir tran. portati n were the e tablishm ent of the first
UN ITED Al R LINES BIRTH DAY

Pas enge rs boardin g a 'Nasp -powc red Boei ng t ra nspo r t to begin th e seco nd hun -
d red milli on m iles of fly ing w it h ni ted Air L ines .
coast-to-coast service ; th e fi r st long-distance night fly ing of passenge rs

on regular schedules; the fir st multi-motored t ransport plane capable
f a speed of over three miles a minute ; the fir st two -way radi o-tele-
phone communication between planes and the ground and the first in-
st r ument radi o landing system.
On April 6 , 1936, the company offi cially observed its tenth anni-
versary, w hich stamped it as the oldest organi zation now engaged in
the transportati on of passengers, mail and express by air. On April 6,
1926, \ arney A ir Lines, predecesso r division of U nited on its Pacific
orthwest r oute, inaugurated mail schedules to fly U nited's first mile.
Faced w ith statistics which showed that 75 per cent, or more, of its
A IRCR \J: T Y E . R BOOK
passengers were business men traveling on 1 usin ess, L; nited turn ed to

an im po rt a n ~ travel ft eld to whi ch a ir lin es had hith er to pa id li tt le at -
tenti on. T hi s neld was t hat o f the vacati on a ir t raveler. a nd to att ract
him to air tra nsportati on , ·n ited la un ched a far -reac hin g sales pro -
g r am. The key note of thi s p romotion was that speed of a ir t ravel lite r-
ally added days to vacati ons and enabl ed eas tern ers, f or in sta nce, to
visit western vacati on wond erl a nd s whi ch p reviou ly had bee n in acces -
sible during the orth odox two weeks holi day .
S tellar attractions offer ed b) U nited inclu ded a hoo k-up at Salt
A SIKORSKY OCEAN TRANSPORT

Th e S-42 A, one of the four-engine Hornet-powered clipper ships developed for
Pan American Airways. It carries from 32 to 40 p ersons.
Lake City with National Parks A irways for a short side trip fli ght to
and over Yellowstone National Park, and a hook-up with \iVestem A ir
Express and Grand Canyon Airlines for short air tours ove r Boulder
Dam and the G rand Canyon. United found these major att ractions
were popular not only with vacationists but also with persons traveling
from the East to the Pacific Coast on business, adding a few hours to
their trip to include the Yellowstone and the Grand Canyon.
United pointed with pride to its outstanding r ecord of scheduled
performance which, for 1936, promised to lift the company's year
AIR Ll::\E T TE r8s
a r un d averaae to 9 p r c nt an un pa rallel d fie-ttre in previous re-

cord . Re 1 on ible f r thi \\"Orld ' record f r long-eli tance operations
wa th r markabl e r eco rd of -.- per cent c mpletion of all scheduled
mile d urin a th e five "· inter m nth , of the I --36 eason, buttressed
with TOO 1 er cent performance durina the 19 ummer ea on. From
'\pr il to pte mber · nited' m nthly av raae of cheduled mile com-
plet l did not d rop bel w th Yirtuall · perf ct mark of 99 per cent.
1-.htch of th e credit f or the hi a h re ord of completed miles was at-
trihut d to L.' n ited s fa r-rea hi na ) tem of weather r eporti ng, weather
AN AIR LINER'S STATEROOM

One of the compartments on a M a rtin clipper ship operated by Pan American
Airways.
analys is and dispatching developed over the last tw o years . U nited

had systematically trained in meteorology 6oo pilots, second pilots,
dispatchers and passenger agents, and was giving an advanced course
in meteorology to 400 pilots, second pilots and dispatchers.
Dming the summer of 1936 United reached a new high in the
number of stewardesses employed, when I 53 stewardesses were on the
company's payroll. In May the stewardesses celebrated their sixth an-
niversary, for it was in 1930 that U nited created the innovation of
ste\vardesses on the planes.
r86 AIRCRAFT YEAR B OOK
To increase comfort on its planes in addition to the reappointments

of the interiors, U nited placed at principal a irports mobiie air condi-
tioners for pre-cooling and pre-heating its transpo rts. During the
sweltering summer months these ai r conditi oners poured cold air into
the cabin before passengers were allowed into the planes. In winter
hot air was being introduced into the cab in in the same fashion.
United placed a contract with the S tandard Oil compani es of ew
Jersey, Ohio, Indiana and California for a three-yea r gasoline supply,
calling for a minimum of 27 million gallons of aviation fuel during the
next three years, equivalent to 3,375 tank cars of gasoline. This was
the largest single order for gasoline ever placed by an air line.
Pan American Airways
Commercial air passenger service ove r the transpacific route tn the
THE SIKORSKY S-43 AMPHIBION

One of the two-engine Hornet-powered transports operated by Pan American
Airways and other land and water lines. It was developed by the Sikorsky division
of United Aircraft at Bridgeport, Conn.
Orient, beginning October 21, 1936--the world's first transocean air-

plane service for passengers-climaxed nearly six years of intensive
preparation by the Pan American Airways System.
Of that six years, 18 months represented actual transpacific
flying, dating from the first transport crossing by the pioneer "Pan
American Clipper" from San Francisco to Honolulu, April r6-r7,
1935. Pan American clipper ships and their crews made 51 crossings
of the 2,410 mile sector between San Francisco and Honolulu, the long-
A I R LI "ES OF THE "N I TED ST AT E S 187
est ope n-sea stretch on the wo rlds t rade routes. T hey completed 23
round tr ips bet\ ·een California and the P hiLippines . D uring this pe-
ri od, un der rigid ly cont rolled tran port routi ne, the ocean-flying clip-
pers logged nea rly soo,ooo mi le of tran ocean fl ying.
E \ en behind th at achi evement Ia · more than fo ur yea rs of inten-
s i' e 1 repa rat ion, dat ing back to 1930, \\hen ai rplane des igners fi rst
ROUTES OF THE PAN AiVlERICAN AIRWAYS SYSTEM
undertook to construct for P an A merican A irways the ocean-flying

clipper ships which, although accepted today as the most efficient ma-
rine tran sport aircraft in the world, were then considered almost im-
possible. After long m onths of research and de sign work, keels were
laid in the Sikorsky plant at Bridgeport f or the rg-ton four-engined
flyi ng boats, one of which was destined t o pioneer America's first ocean
188 A IH.Ch~A FT YEAR BOOK
air route. Later, work began in the :\Iartin plant at Baltimore on three
26-ton giants, the first of which was to carry :\merica's first air mail
across the Pacific.
An ocean-flying laboratory was set up in ).Jiami. marine operating
headquarters for l'an American's inter-American airways. There, pi-
lots, mechanics, radio operators, airport managers, weather men and
flight engineers were put through intensive courses in seamanship. en-
gineering, meteorology, astronomy. radio, international law, naviga-
tion, blind flying, celestial and radio-compass navigation. After they
had passed successfully, class hy class, through the theory of this new
formula for transport flying they were graduated into the practice
class, into the ''ocean laboratory," Pan American's 6oo-mile over-sea
airway that spans the Caribbean between )J orth and South America.
On that run, under strict transport routine, men, methods and mate-
rials were given every conceivable test.
When, in 1934, the first of the ocean-type clipper ships arrived
from the Sikorsky plant, it was fitted smoothly into the groove of long
range operation for which the flying personnel had prepared them-
selves. The second of the Sikorskys was fitted out as a laboratory ship,
made practice "Pacific crossings" over the Caribbean and Atlantic.
Then, early in the spring of 1935, the ''Pan American Clipper" swung
across the Gulf of Mexico to the Pacific and followed up the coast to
Alameda, ready for the Pacific test.
Meanwhile, once ships were assured and men had proved their
ability to fly them, work was begun on the air bases on far-flung, little-
known- islands stretched across the broad Pacific. In three months
pioneer colonies were transported and established on l'vlidway Island,
s,ooo miles out in the Pacific, and on vVake Island, a tiny atoll 1,200
miles further westward, which had never before been inhabited. Radio
stations, piers, clocks, channels, quarters for airport staffs, and all the
necessities of life were installed at these outposts. Complete operating
bases were set up in Honolulu, Guam and the Philippines. The first
ocean-weather service for airplanes was established. A spectacular
new ocean-spanning radio guide for the clippers was perfected and in-
stalled.
While the air base constructors were still at Midway Island, their
first mid-ocean base site, the "Pan American Clipper" was blazing an
air trail between California and the Hawaiian Islands. Step by step
the construction forces moved toward the Philippines. Behind them, in
successive flights, the air trail was pushed further westward. Before
the expedition, their first task completed, returned to the mainland in
July, the clipper had pushed the trail as far as Midway Island. In
August, the "Pan American Clipper" made the first through flight
AIR L i t\E OF THE "K ITED T.- TES 189
from th e -nited tate t \\ ake Island and return. In October, the

t ra il blazer went throuo-h again. thi time to Guam, 6,6oo miles from
th e Cali fo rni a base, and retu rned . repor tino- the ain,·ay ready to the
Ia t st retch. Then , on November --, r 3: . the' hina Clipper" took
aboa rd the fir st nited tate ocea n air mail and made a tr iumphal
fli o-ht ae ro the 8,200-mil e c ur e to 11a_njl a and return.
\ i\ hjl e the 1 ul lie ha ile l the e fl io-ht as the 'conque t" of the Paci-
fic O cean th e Pan L\merican men adm itted no uch achie ·ement.
Rath et·, they et fo r them lve a o-oal f a half million miles of flying
experi ence. exhaust ive proof of men and method and materials be-
fore pas engers houl d be ca rri ed ver thi aerial bridge across the
b roadest ocea n. T hey w c r fac ino- the fi r t ocean transport fl ying ever
CLOSE-UP OF " CHINA CLIPPER."

\Varming up the four Pratt & W'hitney T wi n \\Tasps on the Pan American Airways
Martin fl ying boat fo r t ranspacific service.
a ttempt ed through winter weather conditi ons. The gr eat Martin clip-
per ·were new to the ser vice. Other flight crews , 35 men, were to be
g raduated into this, the most advanced fl ying t ask the world had ever
een. On training schedules, and the survey fli ghts of the pioneer
" Pan A merican Clipper ," th ey had logged better than roo,ooo miles of
actu al ocean transport fl ying. Now a fli ght program was set up to add
another 400,000 miles of additional flying experience over the route
itself_
It could not be expected that such a program could be accomplished
w ithout setbacks. For the initial stage, two flights each month were to
be made through to the Philippines and return, the three clippers al-
AIRCRAFT Y EAR BOOK
ternating appro x imately every 15 days. But th e third clipper, due for
delivery late in December, did not reach th e Pacific coast until late
spring. Then, after her successful inaugural fli g ht, the "China Clip-
per," preparing to take off for Honolulu, struck a subm erged obj ect in
the breakwater pass and damaged her hull. t! eantim e, the " Philip-
pine Clipper" was undergoing an eng ine change. Late delivery of the
"Hawaii Clipper," necessary work on eng in e in stallati ons and repair
to the "China Clipper," held up the ca re full y pl ann ed progress. Twice,
too, during the early period, and at th e heig ht o f winter weather condi-
tions, the Clippers set out f or Hawa ii only to turn back at th e half-
way mark when headwinds, reaching a s hi g h as 56 miles an hour, in-
dicated that they would not be able to reach H onolulu with the fu el
reserve prescribed on their flight plan .
But these troubles all came within six ·weeks. In February, th e
Clippers were plying back and forth across the ocean again . In July,
schedules were stepped up to three flights for the month. In A ug ust
four flights were made. In September, the Clir pers were arriving and
departing from th e San Franci sco terminal at seven-day interval s.
After the clippers carried the fir st mail over the 8,200-mile route
to the Orient in November, 1935, they operated as mail and cargo
ships, transporting tons of equipm ent and supplies to the mid-ocean
air stations on Midway, vVake and Guam Islands in addition to mount-
ing commercial loads of air mail and express. On 43 flights a s cargo
planes during this time, more than 85 tons were carried, with an aver-
age load of nearly two tons, in addition to the standard crew and fuel ,
taken in or out of San Francisco on each flight . West of Honolulu ,
the clippers carried- loads as high as five tons. The management of
Pan American Airways announced that it had invested $5,000,000
in the transpacific operations before starting to carry passengers in
October, 1936.
The map of Pan American Airways presented a vivid picture of
this great system which embraced more than 40,000 miles of land
and water airways in North and South America, the Pacific and the
Orient.
Atlantic Air Transport
While very much alone in the Pacific, Pan American at the be-
ginning of 1937 was confronted with plenty of competition on the
Atlantic where the American system had been projecting trans-
oceanic service for several years. The British, French and Germans
want a share of the Atlantic air transport business. Representatives of
the three nations have been discussing it with American officials and
others for two years. All three European interests are building huge
I R LI NES OF THE N I TED ST A T E S r9r
fl ying boat fo r \ tla ntic servic . .Britain Lnpe rial A irways plans to
sh ar e a -nited S tate -E ng land route "itb P an American Airways,
fl ying th e zo res r oute in winter and the m ore n orthern course by
\Va) of ewfoundl and when ummer weather permits.
feanwhile, th e Germ an Zeppeli n Company and Lufthansa, the
a irplane transpo rt company, ha e pooled oper ations, and intend to have
a transatl anti c se rv ice of their own, if arrange ments can be made in
th e ni ted tates, possibly wi th P an \ merican. The Zeppelin " Hin-
den burg"' ga ·e a pe rf ec t demon tration in 1936, making many round
THE " HI"N""DEl\TBURG " LEAVES HOME

Mo re th an 803 feet long, 146 feet high an d carrying a payload of 2 I tons, Ger-
many's new Zeppelin leaves her han ga r a t Friedrichshafen.
t rip scheduled flights with passengers, on one fli ght cruising from
Lakehurst, N. J., to Frankfort, Germany, in less than 43 hours. The
normal cruising speed of the " Hindenburg" is 78 miles an hour.
Lufthansa late in 1936 experimented w ith a mother ship in the
Nor th A tlantic, launching two flying boats by catapult from a sur-
face vessel near the A zores. A fter they had flown to New York
the mother ship came on, and a few days later the planes were cata-
pulted out on their homeward journey, stopping enroute at the ·
Azores.
A IR CR \ FT YE \R BO K
The A tlantic ocean will he th e next sce ne of t rium p h for ched ulcd
a ir tran spo rt. The rest o f t he wo rld is fa irl y co ve red. Thi s was
dramatically show n in Oc to be r , 1936, ,,·hen t hree ::\e\v \"u rk new -
paper r epo rter s se t o ut to m a ke a trip a r o und th e wo rl d in - I clay .
They were L eo Ki e ran of the Times, I-I. n.. E kin s o f th e \'\ odd-
T e leg ra m and :M iss Do rothy Kilgall e n of the J ourn a l. \II three
left Ne w Yo rk on th e ''Binclenburg" Oc tober I. E kin s cho e to
rid e K-L- i\ I, th e Dutch air line thro ug h th e O ri ent. Tvii ss Ki1 ga ll en
and Kieran picked the B ritish Imperial A irway . Act ua lly a ll three
had planned to boa rd the Pa n A m erican "China Cl ippe r " lea ving
Man ila o n O ctobe r r6.
O n Octobe r ro E kins land ed in iVIanila before breakfast. The
fast A m e rican Doug las tran sports o perated by the D utch lin e had
sped him to within a short boat ride distance o f ·M a nil a a t a cruising
speed of three miles a minute, twice as fa st as the s lo wer s hi ps of Im-
perial A irvvays unde r th e bes t co nditi ons. nut co nditi on s were not
the best for M iss K ilga ll en and 1'-ieran. Th eir . hi ps ran behind
sched ul e. They we1·e a t Calcutta, India, 5 ,000 mil es behind Ekins,
when he r eached Manila.
T heir trip called public attenti o n t o the fac t tha t th e only stretch
imposs ible t o co ver by a ir was the water between th e m a inl a nd of
Asia and Manila; a nd Pan A m erica n A irways expected to fill in th a t
gap in 1937.
E kin s managed t o get aboard th e Pan A m erican "Hawaiian Clip-
per " three days after reaching iVIanila. l-I e land ed in Sa n Franci co on
October 18, and next clay a T\IVA plane from Los A ngeles set him
down in New York befo r e n oon, th e very clay on which hi s two riva ls
were leaving Manila on th e "China Clipper." Ekins had traveled abo ut
25,000 mil es around the ea rth in r8 cl ays.
READY TO GO PLACES
Harry Crosby and his Menasco -powered Crosby race r.
CH. PTER X
GROWTH OF AERIAL SERVICE
ir cra ft for H ire- \ Day and N ight Ser ice-Emergenc \ 1 ork-

\irplane D istributor s-EO\\ th e Go, ernm ent Emplo; Aerial
Service- F lights of the -Men.
HEY are scattered throughout the coLmtr. ~' these aerial service
T operators, r ead · to fly anybod) or a nythmg anywhere at any

hour of the clay or night. They sleep near a telephone, with
their pla nes nea rb) , r eady fo r instant departure. It may be a case
f dire eme rgency, ru shing a dying person across miles of barren
co untry or open water to get him into a hospital , or it may be a football
playe r who has to cr oss half a dozen States during the ne..'<t few
ho urs in order to be on ha nd for a gam e next day. The Bureau of
A ir Comm erce lists nea r!) 6oo firms and indi viduals operating aerial
ervice in the nited States: and there ar e scores '~ ho have not re-
po rted fo r listing . Some zoo operators do aerial photography, 25
have machines especially equipped with hoppers for crop-dusting,
94 a r e doing exhibition and sightseeing 'NO r!<. A ll will fly on any
kind of a mission that is within the law. It is a rapidly grow ing busi-
ness. '!any of the leading aerial service organi zations a re distributors
fo r a irplane manufacturers; and they w ill rent you a plane or sell
) ou one, yes, and even teach you how to fly it ; acquiring an airplane
is p r actically the same simple process as buyi ng an automobile.
Scor es o f aircraft were impressed into service during the floods
hat swept over P ennsylvania in March . T he air lines supplied ad-
d itional service for the emergency. Planes went into areas which
could not be approached on the surface. They carried tons of food ,
lathing, medicines and a variety of other emergency supplies. \ iVhen
Redowl, Twilight, Stoneville and Fairpoint, all in South Dakota,
were snowed under and isolated by A rctic blasts that sent the mercury
to ;;6 below zero, planes sped overhead with food and fuel, saving
w hole communities from starvati on and disease. In April a chartered
193
194 A IRCRAFT YE \ R BOOK
plane flew out over the lof ty \ 1\iasatch mounta in s in U ta h and d ropped
400 pounds of f ood to 2 0 hung ry min er s w ho had been sno\ ·bound
in their camp 9,000 fee t above sea leve l. T hree fi sher me n caught
in an open boat on L ake M ichiga n in J anu a ry foun d that slush ice
would prevent them fr om reachin g shore fo r weeks. T hey had eate n
the last of th eir f ood and we re on the ve rge of coll apse when an air-
plane, chartered by a nx ious fri ends, soa red out of a fog ba nk, dropped
clown to within a f ew f eet of th em and let go a huge bag of su ppli es,
repeating the operati on until the three men had enoug h of eve rythin g
WHEN ANTELOPES FLY

That is right. Bill Monday delivered a plane full of baby prong-horn antelopes
to various zoos in the United States.
they needed. When cold weather threatened to starve all the birds
in isolated sections of northern New Jersey planes loaded with small
bags of grain hovered overhead and dropped the bags one by one.
They burst open as they struck the hard snow, and a later survey
revealed that no flock of game birds had suffered from lack of food.
On Nantucket Island 3,6oo persons were cut off from the Massa-
chusetts mainland for days, when winter brought an ice barrier of
Arctic proportions. A chain store received an order by telephone
for sao loaves of bread, 200 pounds of meat and 200 pounds of but-
GRO \ VTH F AE RL L ER ICE 195
ter. A noth er store wa a ked to end 3-0 loaves, roo dozen eggs,
7 00 pound of meat a nd 200 pounds of coffee . A ll orders were de-
li vered b ·airp lane, as were 1 ay roll checks for the 174 P. vV. A . work-
er on th e island . \t the ame tim e Tano-ier and Smith islands in
h e apeak e Ba- were cut off f r m hare a~1d m ore than roo families
fed b plan e, a half t n of 1 rO\ i ions being carried out to the
island each tim e.
To observ e the c nce ntrat ion a nd mi 0 rator habits of wild ducks
th e . . B ioloo-ical ur\ e mpl oyecl plane in a survey along the
" tlantic coast. The D utch elm di sea. e which threatened to destro;
all elm in ew Yo rk a nd Ne w J ersey was successf ully fo ught from
A RELIANT 0 - EDO FLOATS

This Stinson multi-purpose cabin plane is powered by a Lycoming or Wright
Whirlwind engine.
the ai r , pilots charting the affected trees on sectional maps and ma:<-
ing them available to workers on the ground. Long Island's 10 tml-
lion dollar potato crop was threatened by bugs, and planes were sent
up to dust vast areas when the plants were wet with dew. The cam-
paign proved wholly successful, and the work was done far less ex-
pensively than had it been attempted by hand-dusting on the ground. _
Herbert Wright ·was aroused from sleep one night at his h~me 111
Cambridge, l\!I d. A baby had been lost in the woods, and tt was
~bought that he might be able to help find it from the air. J:Ie was
m the air at dawn, and circling over the woodlands in the netghbor-
A IRCR \l<T YEAR BOOK
h ood. vVithin a few minutes he spotted th e baby. ·l'\us ing hi s pla ne

downward , he directed th e g round party o f search ers directly to th e
child whom th ey found unha rm ed . \ Vhen a man and t\\"O d o-s
sta rted driftin g out to sea off New Yo r·k in a cli sabl ecl motorboa t
a n aerial service pilot summ oned by the man 's famil y located th em
within an hour. S even men trapped by a brush fire in Rhode I land
were saved by a plane when a pil ot fo und th em and directed a pa rty
of re cuers to th e exact spot in the wo ods.
Huge fortune s in cash and ecuriti es were Aown across co untr)
A WACO BUSINESS PLANE

Operated by the Bridgeport Machine Company on business throu ghout the country.
on innumerable occasions during the year, all in cases of emergency

where time saved meant money saved. Charles ]. Belden, who owns
the Pitch Fork ranch in Wyoming, hires Bill Monday and his air-
plane to fly whole cargoes of young prong-horned antelope to zoos
which have purchased th em . I-Ie says it is the only sure way of havin g
the animals reach their destinations in good health.
For years the airplane was a natural vehicle for outlaws, gang-
sters and other criminals who desired to mask their coming and go-
ing by taking to the sky lanes where they would leave no tracks
Gh. \\ TH OF .-\ERI. L ER\ I CE 197
fo r officer s of the Ia"" to f llo w. .-\ t tim t he customs officials

had I- p la n - \\"hich had been c nfi,cate I d uring sm uggling raid s .
T he n ca m e J. E dgar H ver and hi f am u corps of G-men wag ing
r le ntl e w a r n th e cri minal w rid. oo n the lea ler of gangs the
c untry ove r r ea li zed that ' methin rr ,,-a \H ng \\"i th their gam e.
Kn \\"in rr t hat G -men ,,-ho ''" re on their t rail migh t catch up
with th em at a ny m ment. the a an o--t r wo uld lea e to wn q uietly
by twos a nd three . flyi rw t n '" hide-out in ther tate- ' here
th y r ela x ed . cam out in the tr et d urin, dayl ig ht hours, ecure
in the kn o wl eclrre that the v rnment aaent \ ·er e hun dreds of
mile- away . B ut no \\" methin rr ha har pen d to change all their
icl a of af ety in Ai rrht. The -men ha' e tak n to the air: and t hey
are able to get a r ound by plane fa r m r qu ickly than the outlaws,
f r the impl e r eason th at it i ea i r fo r a G ·ernm ent agent to make
q ui ck conn ections, comma nd emerg ncy se r ice if n ece sar y, than it
j for an o utl aw to n ak out a nd negotiate airplane tr ips wi thout
leaving hi s tra il \\ide ope n. T hat i one f the principal r ea ons
wh y the G -men have been o ucce fu l in th ir campaio-n ao·a in t the
kn wn crimi na l elements of the countr ·. T hey ' ·ork ecretl y. and t hey
c1 n ot p ubli h the facts abo ut tl1eir m thods; but they fl ... up and
dO\Yn and aero s the nited '-- tate- . n air line when ched ul es make
it p r acticabl e. a nd in charte red a r ial se r vice pla ne when occasion de-
mand .
The airplane smugglin o- bu ine r ecei\ e l one blow after another
in 1936 when G-men , Coast G uard m en. A rmy and N avy pilots and
ae r ia l se rv ice operators coope rated in hundreds of quick cross-country
fl io-hts t o catch an outlaw of the a ir. O nce caug ht, the s muggl e~· s,
and o th er ga ng leader s like \l vi n K arpis, \\"ho was fl own from N ew
O rlea ns to S t . Paul , 1\llinn .. after hi s capture in the southern me-
o poli s . learned tha t hun d reds of ae ri al se rvice operators make able
a xiliaries fo r th e agents of law and order.
A n other fo rm of aerial ser vice activity that will expand in fut ure
that of helping the Gove rnm ent w eather foreca sters. The pilots
nd their planes are engaged to make routine fli ghts daily, carrying
\Veathe r r eco rding in strum ent s. During the hot w eather when the
e arth lay melting under torrid heat these pilots would climb into
hei r planes at four o'clock in the m orning and fly to great h eights.
The fly ing r outine was carried on in 27 different centers throughout
h e 'l' n ited S tates . a nd invariably the pilots encountered drastic drops
in empera ture. It seem s funny to see a pilot climbing into heavy fur-
lined la thing with people about him gasping for breath in heat of
1 0 0 d egr ee o r m or e. Over Vlashington the pilots one day found
the a ir to be fiv e degrees below freezing ·when it wa s So degrees
AIRCRAFT YEAR B OOK
above zero on the ground. One day when O mah a siz zled in a heat
wave the weather pilot went up and found a snow storn l swinging
merrily across the skies. At .B illings, Mont., wh en th e th ermometer
recorded summer heat the pilot found the air fi ve degr ees below zero.
All the facts on temperature, pressure, humidity, wind direction and
velocity are computed and reduced to a code by the weather exp erts
on the surface; and that is put on a teletype system linking all fore-
casting centers. From such reports the daily wea th er ma p o f the
country is drawn, with a forecast of what it should be in va rious
localities during the next 24 hours.
More than 300 new airplanes were add ed to aerial se rvi ce ope ra-
tions in the United States during 1936, and there was every promise
that this branch of fl ying would expand more rapidly during the
future.
LOUISE THADEN AND HER BEECHCRAFT

They won the Bendix Trophy Race from New York to Los Angeles in 1936.
The plane was built by the Beech Aircraft Co., Wichita, Kans., and. was pow-
ered by a 450 h.p. Wright Whirlwind engine.
CH PTER XI
PRIVATE FLYING
Increase o f Licensed P ilots-Traffic Control f or A ll viators- ew

P lanes-45 Different Models for the Private Owner-Light
Plane R ec01·ds-The Nati onal _\..ir Races-Gliding and
Soaring.
A
T the beginning of 1937 the . S. Bureau of A ir Commerce
reported that in the nited tates there were IS 952 licensed
pilots and 7,424 licensed aircraft as compared to I4,805 li-
censed pilots and 7,371 licensed aircraft in January, 1936. In January,
1937, there also were I ,8o5 unlicensed but identified aircraft, the
B ureau reported. A mong the I5 ,952 persons holding pilot licenses as
of January r, 1937, were 7,-so transport, 88o limited commercial,
7 I 4 private and 668 amateur. The licensed pilots included 444
w omen classified as f ollows : transport 71 ; limited commercial 23;
p rivate 295 and amateur 55·
More pilots in private planes were using equipment which enabled
them to abide by the traffic rules at the leading airports of the country,
wh ere traffic r egulations for private craft were found to be as necessary
as those f or regular transport planes operated by the air lines.
This is how the system works: Imagine Smith, a sportsman pilot,
flyi ng in from the \iV est toward Newark Airport, where he intends
to land. The control tower operator at Newark is listening in on the
radio loudspeaker which is tuned to 3,105 kilocycles for communica-
tion from all itinerant or private machines.
"~ mith in a Stinson R eliant calling \iVREE, Newark. Hello
ewark."
" 0 K Smith in Reliant. Go ahead."
" mith calling. I am over Morristown on my way from Chicago.
Over Morristown on my way from Chicago. Go ahead Newark."
"0 K Smith in Reliant over Morristown. Come on in to Newark.
The wind is southeast 8, wind southeast 8, construction work at
199
2 00 AIRCH.AFT YEAR BOOK
northeast end of run way. \ Vatch con t ruction work at nort heast end
of run way. I t is clea r fo r yo u to come in . Give me a nother call be-
fo r e yo u Janel . Go a head S mith. "
"0 K N ewa rk , win d so uth ea t 8, constru ction work at nor theast
end of run way . I will call yo u. "
A f ew minutes later ·mi th call s th e co nt rol tower again , and is
told to circle th e a ir po rt once whil e a n a ir line r is com pletirw its land -
ing; th en he is instructed to la nd. Equi pped with tw O-\\·ay rad io and
A PRIVATE OWNER PLA N E

Looking inside a Stinson R eliant.
a full set of flight instrum ents the private machine is capable of th e

same kind of flying that the air transport compa ni es do , including
blind flyin g along the airways. Of course, there a re th ousa nds of
planes which have f ew instruments and no radio, and that limits th eir
owners to fair weather flyin g, unless they want to take chances . The
majority of accidents are traced to pilots who have taken up their
pl a nes on work that th ey are not equipped to do.
More than 45 differ ent mod els of private fl ying craft were on the
PRI\ _ TE. FL E\G 201
market in the ·c nited tate at th b cr innin £ I9" - . They ranged

{ r m the lirrht tw -plac mach ine··. n ur thr u h the th ree-place and
( ur-r lace model., the fi ·e-place and ix-place machine to luxurious
a ir yacht accomm odatin cr a man a_ 1- and 14 p r sons. ome of the
ery li crht plan e old £ r a little a ~I."OO . ~ nd one micrht pa) as
much a - $6o,ooo f ran ae rial c ach . O ne c uld bu) a plane for ca h
r he mi crht pay for it on the in tallment plan. He could have a
m achin criv in o- him - 5 mil e t a o-allon o f cra oline r he could ac-
q uire a bi o· hip \Yi th t\\' or m r e m t r . He c ul d buy planes with
r et ractible Iand in o· o-ea r. amphibi n arable of Iandin o- on or taking off
from la nd or water. machines \\' ith 1 onto n fo r a\\ over-water fl ) ing,
THE AERONCA LOW-WING PLANE

It can be procur ed with en«ines ranging from 70 to roo h .p. It ca rries two per-o ns
side-b_· -sidc.
or ordinary land planes with a pair of wh eels. I-:Te could buy a machine
to fl y at 65 miles a n h our and he could pick oth ers with speeds ranging
up to 250 miles an hour. Buy ing an air plane. like th e purchase of a
m otor car or boat, had become a r elatively simple proposition io
1937·
A n attempt to li st , much less describe. the activities of private
pil ots, vvoulc\ be precisely like narrating all the varied e.."'<periences
of motorists. Some pilots, however , went off the beaten path in thei r
search for n ew thrills by way of the ai r. Robert Buck and his cousin,
Lee Bellingrath, of \ iV es tfielcl, N . J., took their light Lambert 1\IIono-
coupe, with Lambert engine, to Burbank, Calif. , fitted it so they could
drop the wheels after a take-off, and then on May 5 set out to
beat the light plane distance record. T hey dropped their wheels over
the Union A ir Terminal at Burbank, and wh en th ey ca me to earth
again, they had fl ow n 1,987 mil es in ten minutes less than 18 hours
non-stop, a world record fo r machin es weighing less than 1,232
pounds. They land ed at Columbus, 0., g liding into the a irport on th e
belly of their little ship.
On Jul y 4, 1936, Rudolph A. K ling in hi s Menasco-powered
Keith-Reider m onoplane went up at Denvet·, Colo., a nd made a world
r ecord speed for lig ht planes. His ave rage was nea rly 228 mil es an
hour. For ex tra lig ht planes Robert F . Turner and Geo rge L. Craig,
in th e Ae ronca-powered Ae ronca C-3 monoplane won a world dis -
tanc e record wh en on l\llay 20. 1936. they fl ew from Ra leig h. N . C., to
A LAMBERT ON EDO FLOATS

This Lambert Monocoupe is powered by a go h .p . Lambert engine.
Boca Raton, Fla., more than 653 miles non-stop. Seven days later
their record was broken by Wilson L. Mills and Constance R ighte r
in the same model airplane, flying non-stop 717 miles from M iami ,
Fla., to Winston-Salem , N. C. On August 23, 1936, Miss Irene Crum
in her little Aeronca C-2 monoplane with its 36 horsepower Aeronca
engine, went up over Galliopolis, 0., and broke the world altitude
record for planes in that class, reaching a height of 19,425 feet. In
the same model plane .Benjamin King made the world speed record
for the class when he averaged 74.8 miles an hour over a course at
Hampton Roads , Va.
The seventh annual soaring and gliding meet held in Elmira,
N. Y., June 20-July 5, 1936, was the greatest meet ever held in the
Ph.I _ T E F L I G 203
-ni ted tate- , according to Li eut . Comdr. R alph . Barnaby, fam ous
N av) pilot an d president of The oari ng ociety of . merica. The
co nte t last d I S days and soarin::, flight were made on 14 of them.
P il ot were in the a ir about 3 -4 hour . . . total of 145 fli ghts were
made abo' e soo feet. A t tal of r8- fli ght - lasted 30 minutes or more,
a nd 52 of the fli ght ca rri ed their pilots five miles or more. Two
wo rl d a nd three nati onal record s were made by the 82 glider pilots
wh o were using a total of 23 machines. Che ter J. D ecker made th e
A SENSATION AL TEAM
H a rold N eumann and his M enasco-powered Folkerts Special in which he won
many prizes at the 1936 National Air Races.
longest flight, 146 miles from Elmira to Ottisville, Pa., on July 5,

and he also won the greatest number of points during the meet.
E mer son Mehlhose made the national altitude record of 6,516 feet on
June 29. Five pilots qualified for the international Silver C award,
meaning that they had performed the remarkable achievements of
motorless flight at least 3 I miles across country, had soared to a
height of at least 3,280 feet and had made a duration flight of at
204 A IRC.h.AF T YEAR B OOK
least fiv e hours, all in m torl ess craft. The fi ve w inn e rs were S ta nl e)
\ A/ . S mith, o f H.oches ter ,
. Y., E mil I ehec ka, Ne w Yo rk. hester].
D ecker , o f Glen R ock. K . J., E me r on :vi ehlh ose, o f \ Vya nd otte,
M ich. , and He nry \ Vig htm a n. pper .M ontcla ir, ?\ . J. T hree oth er
A merican pil ots had won th e a wa rd in fo rm e r year s. Th ey were
Richard C. du Po nt, o f \/1/ ilmin crton, Del. , Lew in B . Ba rringe r , o f
P hil adelphia, and J. K. 0':\ leara . \'e w Yo rk. 1<:trtin Schem pp won
the award in the U nited S ta tes whil e co mpetin g as a Ge rm a n cit ize n.
The 1936 a ti onal \ir H.aces sta rting late in A ug ust a t L os
A nge les provided more than th e usual quota o f thrillin g epi sode .
A m ong th e new des io·n s were th e Caudron-l\e na ult race r w hich the
F re nchman , M ichel De troyat, broug ht ove r to Ay in th e ~ a t iona l
THE FAIRCHILD 24
Powered by a Warner engine.
Air Races. I-Ie took fir st place in the Greve Trophy Race at 247·3
miles an hour again st five unsuspecting A merican competitors, and
then won the Thompson Trophy Race at a speed of 264.I3 miles an
hour against a field of five American pilots. His exploit was enough
to spur American racing pilots to acquire faster ships another year.
One of the heroes of the meet was Harold Neumann flying a Menasco-
powered Folkerts Special. He took first place in two Shell Trophy
contests, second prizes in the Greve and the Shell Cup races and
fourth place in the Thompson race. Then there were H.oger Don Rae,
winning the Shell Cup race, and David Elmendorf, both in their
RI \ _ T E FLY I.:\
::\I na c -po wered r eith-R eider racer-, and Harry Cro by in his
·imi la rl y-r o \\·erecl ro by all metal racer. The little planes made
peed u p to - 70 mil e. an h ur. The Bendix tran continental free-
f t·- all ,,-a w n by two women when L oui e Thaden and Blanche
N y p d from ~e w York t L o Angele in their \ Vhirhvind-
1 '" reel Beechcraft, - ,6oo mile in 14 hour , -4 minutes and 46 sec-
ncl bea tin o· uch notabl es a Laura Ino-all . \ . Gulick , George
P m er ; and m eli a Ea rhart, all f wh m fmi heel , and Roscoe
Turne r, Benn) Howard and J oe Jac b n. wh did not fin i h . Tur-
ner cracked u p on the '' ay Ea t for th e ta rt. Benny HO\\ ard and his
wi f era heel in Ne w Mex ico while they were ah ead of all others
A WACO CABIN PLAi'J E

H enry King, motion picture director, and his pri va te machine.
in th e race, and Jacobso n bailed out over the :M iddle \Vest when his
racer got out of controL l-Ie landed safely. The winners, incidentally,
set up a new feminine r ecord for east-to-west speed. Frank Spreckels
in hi s \ Varner-pow ered Luscombe won the Ruth Chatterton race and
Betty Browning in her \ i\ arner-powered Cessna won the \IVomen's
A.T.C. race. Al \ i\fi lliams, Milo Burcham. Harold Johnson, Gerd
chgeli s of Germany, A lex Papana of Roumania, Dick Granere of
Canada and A rmy , Navy and Marine Corps pilots gave thrilling
demo nstrations of stunt, acrobatic or formation flying .
The National Intercoll egiate F lying Club banded together in April,
2o6 AIRCRAFT YEAR BOOK
1935, as a chapter of the National Ae ronautic As oci at ion. The club

holds an intercollegiate flying conference and an intercoll egiate air
meet. More than a score of individual clubs are rep resented in th e
group. Since its inception, through the effo rts of th e national organi-
zation, many students have taken up fl ying . A pproximately one hun-
dred delegates gathered for the second annual National Intercoll egiate
Flying Conference at Washington, D. C., March 30 and April r ,
1936. Experience in various methods of club operati on were di scus eel.
Standardization of all types of eve nts sched uled on . I. F . C. meet
programs was accepted, thereby enabling comparison of a ll reco rd s
made in different meets. The four standardized events were pot
landing from soo feet, from r,soo feet, bomb dropping and pape r
strafing. An interesting sidelight on intercollegiate flyin g was th e at-
tendance at the conference of eight g irls as delega tes.
The Loening Intercollegiate Trophy, established in 1929 to en-
courage college students to learn to fly, was presented to the U niversity
of Minnesota Flying Club for the second consecutive yea r. Award of
the Trophy is based in part on general activity of individual clubs dur-
ing the curricular year and in part on points won dur ing the annual
intercollegiate meet.
Two Stanford University pilots won for their club the second an-
nual National Intercollegiate F lying Meet at Detroit in June, scoring
r6 points in four events. Minnesota followed closely with 14 points.
Harvard was third with ro. In the glider events on the opening clay
the glider club of the Lawrence Institute of T echnology, Detroit, was
victorious with r 3 points. A total of 53 club m embers participated in
the meet.
TAYLOR CUB SEAPLANE

It is mounted on Edo floats.
CH_ PTER X II
TRAINING AND EDUCATION
-a ri ous Kinds of Training in Colleges a nd A ·iation chools-Aero-

nautical E ng inee rs, P ilots, Niechanics- Courses in Ma nagement
- \ pproved Flying chools-Co t of F light Training-
P rominent Institutions Giving .-\eronautical Education.
H EN the \71. ri g ht brothers invented the airplane the) taught
W themselves to fl y. In fact they learned to fly before the)

invented the fly ing machine. \ Vhile they were risking their
neck gliding off the sand dunes at Kitty Ha,~ k they discovered the
principal laws governing aerodynamics, and with high courage, pa-
t ience and incalculable genius reduced their knowledge to a precise
cientific formula, after which they incorporated it in the world's
fi r st powered fl yer capable of sustained flight with its operator. The
VIi r ight brothers t aug ht others to fly, and some of the country's
f amou s pioneers ta ught themselves to fly by corresponding with the
brothers, asking them questions and receiving the answers which they
a ppli ed in actual practice. Other schools sprang up, some to train
pilots a nd others to teach mechanics. The colleges broadened their
cou rses in mechanical engineering so that one might become an aero-
nautical engineer. A well equipped airplane factory today employs
scor es of engineers.
The Bureau of Air Commerce lists 497 organizations and indi-
viduals offering flight instruction and ground school training, and I 10
universities, colleges and technical schools offering some kind of aero-
nautical education. There are many of the so-called "one man flying
schools" where one veteran pilot operates an aerial taxi service and
trains students. Many of these are excellent teachers, and they turn
out good pilots. The organi zed flying school is much like any other
college, with formal courses of study, specialists in all subjects of
ground instruction, pilot instructors who teach beginners and others
who handle the advanced students. Some of these flying schools
207
teach draftin g a nd eng inee ring, a nd th eir co urses a re as thoroug h as

could be taught in a ny collecre, the g rad uates r eccivi ncr deg rees a nd
other honors similar to th ose conf erred by the la rge r uni ve rsiti es. In
so me colleges of th e a ir the work a nd disc iplin e a re as st ri ct a one
would find at West Po int or A nn apoli s.
As an aid to th e prospective student pilot, and to a sist the fl ying
schools in es tabli shin g a nd ma inta ining sta nda rd s by whi ch the public
can judge their work , the B urea u of A ir Co mm erce has r egul ati ons
applying to fl ying sch ools and a p rocedure for app rov ing a n in stitu-
ti on a nd r ating its in structors. These offi cial school ap proval. a re not
ma nd ator y. T hey a re volunta ry . A schoo l does not have to be ap-
proved in ord er to operate ; but i f it does apply fo r app roval, meets
LEARNING A GREAT TRADE

Future engine ex perts at the Casey Jones School of Aeronautics.
the requirements and is awarded a certificate, that is evidence that it

has met the standards set up by the Bureau. As to those schools
lacking the certificate of the B ureau the student must judge for him-
self. Many of those schools not on the approved li st are in fact ex-
cellent; but many are equipped to give only limited instruction in
many courses. There are 22 approved flying schools located in I I
States, California, Colorado, Illinois, Indiana, Maryland, Massachu-
setts, Nebraska, New York, O klahoma, Oregon and Texas.
In one's choice of a school the important consideration is the ob-
jective of the student. What does he want to be, a professional pilot
or an amateur, a mechanic, a draftsman or a scientific engineer?
m ED C TION 209
Fo r th e neophyte the fir t tep in becoming an airplane pilot is to

repo rt to a Bureau of ir Commerce medical e..,-..;:arn iner for a physical
test. There a re 6oo medical exa miners in the nited States, each
q ualifi ed to determine phys ical fitne s for fl ying. The examination is
thorough, and include test of the eye-, ears, heart, lungs, nervous
) tern and dige ti ·e system.
The applicant pays · 10 fo r thi exam ination ; that and a subsequent
fee of · 6 wh en the student has become a pilot and comes up to renew
his licen e are the only cost im ol ·ed . They are paid to the physicians
CURTISS-WRIGHT TECHNICAL INSTITUTE

t udent body of the noted school a t Grand Centra l Ai r Terminal, Glendale,
Calif.
for professional se rvices, and are not paid to the Bureau. Having
qualified as a student the prospective pilot is ready for instruction.
The time required and the cost vary considerably . It is true that he
who devotes all his time to fli ght instruction will advance more rapidly
than he who puts into it only his evenings and week-ends. The aver-
age course leading to an amateur license requires 10 weeks and costs
about $276. The average for a private license is I7 weeks and $505.
For a limited commercial license the average is 20 weeks and the
cost $553· To get a transport pilot's license the average course re-
qui res a student to put in 46 weeks and spend $1,777.
2 10 A I RCR AF T YEAR BOOK
A student is elig ible t o apply to the Bureau of A ir Commerce for

a n am ateur license a fter 25 hours of solo fl ying . A t so hours he may
come up f or either a pri vate or li m ited comme rcial license. After
200 hours he may apply fo r th e tra nspo rt g rade, a lthoug h the air
lines actually r equire conside rab ly more tim e before they w iU even
consider an applicant fo r a j ob as tr anspo rt pi lot. T hen some of the
lines ad d a g reat deal o f traini ng befo re lettin g th e pil ot take th e con-
trols of a sched ul ed air liner. T here are w ritten examinat ions and
fli ght t est s fo r each g rade, and th ey a re co nd ucted by the 8o inspec-
tor s em ployed by th e B urea u of A ir Comm erce. They fly about th e
POWER PLANT I NSTRUCTION

Students receiving practical training at the Boeing School of Aerona utics, w hich
is operated by United Air Lines.
country VlSltmg airports and carrying on department business, and

they are always available within reasonable time. There were nearly
30,000 active student pilot licenses at the beginning of 1937.
Airplane and mechanics schools are sometimes connected with
flight training institutions, but many are individual organizations.
The Bureau of Air Commerce lists 78 schools training aircraft me-
chanics. There were more than 8,500 active mechanic licenses in th e
United States at the beginning of 1937.
Hundreds of high schools and elementary grades were teaching
TR. IN I N G _ ND EDUCATION 2II
some fo rm of aeronautics. tu dents '·ere either building their own

m dels or work ing on fu U- ized shi ps, some of which they had pro-
lr d fro m various sources and were r emodelling or repa.i ring. Hun-
d r I o r hi g h school tudent were learn ing to fl y.
The av iation school makino- report fo r thi s book are described
111 the follow in cr paragraph .
Th eronautical -ni er ity, Chicao-o offer course for aeronau-
tica l eno-ineers, pilot and mechanic . It reported that all graduates
111 ngi neering and licen ed mechanic· course had been successf ul
m bta ining desirable positions in the indu try. The Boeing School
o f A er nautics, at Oakland. Cali f.. a eli, ; ion o f -nited A ir Lines,
STUDENTS MAKING WINGS

On e of the d epartments at P a rks A ir College which is organized like any other
insti t ution of higher education .
a dded two new co urses to its curriculum in 1936, a dispatching and

meteorology course and a sheet metal course. The former is designed
to teach a t udent the routin e of air line operations, so that he can
become a dispatch er, and with the advanced knowledge in meteor-
ology, including air mass analysis, make each dispatcher a meteorolo-
o-ist. hortage of sheet m etal workers in aircraft factories led to
the latter course, requiring three months to make a student compe-
t n t to become a sheet metal apprentice in a factory. The one year
c~u r e in air line m echanics gives a basic foundation during the first
n m e m onths, \"'i th three months specialization in a major phase; or
t he st udent may take a 24-months course, which would include four
I
212 A IRCRA!<T Y E AR B OOK
maj or subj ec ts d urin g hi s . econcl yea r. T he a ir lin t: pi! t course ,

tra ining co-pilots, a ives 250 hours of fl y in g a nd one o r two yea r s
of g ro un d in structio n. In 1935 th e B ein cr Sch oo l sta r ted instru-
m ent a nd rad io beam fli g ht in structi on a t th e beg inning of the stud ent's
fli g ht trainin g; a nd th e r es ults we r e so croo cl that st udent s are now
A FLIGHT FROM SCHOOL

Students from the R yan School of Aeronautics practising formation fl ying in
Ryan S-T low-wing monoplanes.
put under a hood and taught instrument flying at the start. After a
few hours in the open cockpit they are soloed, then put back under
the hood for more advanced instrument flying. Boeing School, with
32 full time instructors, had about 200 students in school eight hours
a day.
TR \IN I G ED C. TIQ_- 213
I arks _-\ir a ll ege, Ea t t . L ouis, Ill., \vith a faculty of 33 had a

tudent enrollment of - 76, includi ng 41 in t he professional flight
e...'\:ecutive s hool, 16 in the a\ iation operations and executive school,
IO - in the ma ter mechan ics' flig ht school and 103 in the eng ineering
chool. Fourteen '' ere taking the ai rplane and eno-ine mechanic course,
a three-term introductor· · cour e prepa ri ng them for continuation in
one of he four chool . T he ma jor cou r es requi red a total of 96
' eek , the grad uate receiving th e college diploma and the appropriate
Bache! r of cience deo-ree. Pa rk s ir allege prepares fo r air trans-
port erv ice, 6_ per c nt of its t ude nts entering that fie ld, the others
aoin into manuf acturing or mi cellaneo u ope ration . T he students
liYe in dorm ito r ies a t th e college, and those in a major course are
el"gible for flight in truction . T he coll eo-e u e a fl et of ten planes
for t rainin a .
The Curti -\ right Tech nical In titute at Gra nd Central Air
f I
READY FOR CROSS- COUNTRY

parta n t ud en ts line up for a mass fl ight out of Tulsa .
T erminal , Glendale, Calif ., specializes in t raining expe rt artisans

f or t he industry; and its hundreds of graduates every year are im-
mediately placed in j obs among impor tant un its of the industry . The
Gran d Central Flying cbool, at the same airpor t, speciali zes in blind
flyino· training, and for this purpose t he stu dents are taught in two
plane e peciaUy equipped for t eaching instrument and radi o flight ,
and also seven other shi ps for r egular fli ght training, including cross-
country and nigh t flying.
Th Ca ey Jones School of Aeronautics . Newark, N . J. , special-
izes in training aeronautical engineer s an d master m echanics, with a
capacity emollment of 4 00 students. Others are accepted to replace
t~ose who have graduated . O ne of the entrance requirements is a
hwh school diploma. T here are 22 instru ctor s. The school reports
2I4 AIRCRAFT YEAR BOOK
that every graduate has immediately secured a position in the indus-

try. The courses include aerona utica l eng inee rin g, two years straight
through winter and summer, tuiti on $950 ; ma te r mechanic, 14
months straight through winter a nd summ er, tuiti on $525.
The Ryan School of Ae rona utics, San D iego, ·ali f., reports IOO
students including those takin g transpo rt pil ot a nd ma ter mechanic
courses. The advanced courses embrace blind , eros -country and
nig ht flyin g. Students also have the privilege of purcha ing a Ryan
plane at the beginning of their training a nd thu s, using their ow n shi p,
receive a tran sport pilot cour e fo r about $300 above the co t o f th e
plane. The school repo rted I 5 m emb ers on its faculty. Safair Flying
School, at Roosevelt F ield , L ong I sland , N . Y., provided courses for
all pilot grades, with g round school cia ses at N ew Yo rk U nive rsity .
Lincoln Airplane & Flying School, "where Lindberg h learned to
FUTURE PILOTS
Students in th e lin e-up at Lincoln Fl y ing School.
fly," at Lincoln, Nebr., repo rted an annual enrollment of 300 stud ents
in its pilot and mecha nic courses. S tudents were offered flight train-
ing on four types included in the school's fleet of r I machines . Pilots
were given complete courses, including instrument, rad io and night
flying. The student body represented seven countries besides the
United States.
The Spartan School of Aeronautics, Tulsa, Okla., with I8 planes
in its training fl eet and 12 instructors, offered courses for special
transport pilot, with 66 weeks of ground school work and 225 hours
of flying; courses for regular transport license taking I2 months,
a six months limited commercial course with so
hours flying time, a
six months private course with 40 hours flight training, and a six or
I2 months mechanic course with I 5 hours flight training, if desired.
A special radio operator's course is also offered. The students live in
TR \ I L G \ NJ) E D C TIQ_ 2 15
the chool ba rrack . The chool repor ts more than 100 g raduates
an 1ually. The te\\"a r t T echnical Trade chool, N e' ·York City, re-
p rted fo ur a' iati on c ur es, including aeronautical engineering r e-
qu iring tw yea r a \ iati n rn a ter mechanics requi ring 14 months,
Die el en ·in ee rin rr requiring one yea r and D iesel mechanics fo ur
month .
mono- th o e c lleo-e o-t Ym rr a ·iati on cour e. \\·as R ens elaer
Pol "t chn ic In t itute Tro) Y., which repo rt ed that its ne\.·est
. '*'1
~·.
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. -
I
.
,...,. . . . . . . . . . . , ....
~·
.. -
~
- .
A N A I R P LANE L ABORATORY
tndent m ae ro na ut ica l eng in eeri ng at the Un iver sity of M innesota.
depar tment , aeronautical engineering, was also its fas test g rowing at
the beginning of I937· T he n umber of students in that course had
increased 20 per cent. T hey also had a glider club. Gra duates of the
In -ti tute received engineering degrees. vVorcester P olytechnic In-
stitute, Worcester , Mass., r epor ted that it had g raduated 50 students
in aer onautical engineering, all having first completed the three
year mechanica l engineering course before specializing in aeronau-
tics.
The U niversity of vVashingt on, Seattle, vVash ., reported an in-
crease in the num be r o f st udents enrolled for th e cour se in aeronautical

eng inee rin g. The U niversity of \ ira ini a, Charl ottes vill e, Va ., pro-
vided a basic eng inee rin g tra ining with optional cour ses in aeronau-
tics. It al so repo rted increased enrollment in t hat branch . T he ni-
versity of O kl ahoma, No rm a n, O kla. , gave aero nautics a an or t iona!
cour se in the school of mec han ical eng inee rin g, vvith special empha-
sis on f uel and lubricant laboratory stud y and experim entation, and
also regular deg rees in aeronautical eng inee rin g. That uni versity
founded the ae ronau tics f raternity, T au O mega. T he U nive rsity of
F lorida, Gain esville, F la., offe red an aeronautical eng ineerin g deg ree
course in its mechani cal eng inee rin a departm ent. The U ni versity of
FIGURING IT OUT
University of Detroit se niors making calculations during a wind tunnel experiment.
California, Berkeley, Calif., was one of the first t o offer reg ular aero-
nautical deg ree courses, and it has a large alumni prominent in the in-
dustry, with an average of 70 new students each semester. The Uni-
versity of Detroit, D etroit, Mich., enrolled roo aeronautical engineer-
ing students for the 1936 school year. Tri-State College, A ngola,
Ind., in June, 1936, gr aduated 30 men with the deg ree of Bachelor
of Science in Aeronautical Engineering. The Ohio State University,
Columbus, 0., r eported about 20 students enrolled in its elementary
aeronautics courses in the mechanical engineering department. Car-
negie Institute of Technology, Pittsburgh, Pa., offered aeronautical
engineering as an optional course, and reported an increasing num-
ber of graduates entering the aircraft industry. Lehigh University,
TR.AI NI NG AND ED TATION 217
Bethlehem, Pa., r eported a number of ae ronautical courses in its

ariou enginee ri ng deparbnents. New Y a rk mve rsity ew York
ity, reported the acq ui sit ion of ne\\ equipment for its aeronautical
encrin ering cour e notably a towing basin f or testing seaplane and
ftyincr boat hull a nd po nto n , thi aucrmenting the equipment in the
engineerincr college which ha a wind tunnel a nd other research facil-
itie .
The eo rg ia chool of T echn logy, \.tlanta, Ga., in its Daniel
uagenheim cho 1 of _.·eronautics, ga\ e courses lead ing to degrees
in aeronaut ica l en in ee ring w ith one additional year of study after the
regular fou r ars eng inee ring cour es . e\ era! research p rojects were
under wav at thi scho 1. Iowa tate a llege, \.mes, Ia., gave seve ral
F T "RE AIRPL "E DESIGNERS

Engineering stud ents at Tri-State College testing a model in th e wind tunnel.
aero.nau ·cal cour es leading to degrees in mechanical engineering, and

assigned a new buildino· for aviabon \VOrk. The Kansas State College,
M anhattan, I a n ., offered co urses in aero dynamics and airplane de-
sian, and bad a g lider club us ing machines of its own design and
manu f acture.
An e..,-..;:cellent descrip6on of aeronautical work at Massachusetts
Institute of Technology, Cambridge, Mass., was prepared for this
book by Dr. R. H. Smith, the senior professor of aeronautical engi-
neer ino-. He wrote as follows :
"The primary obj ective of the undergraduate course in aeronautical
engineerit1g at ::VI. I.T. which leads to the S.B. degree is to provide
a sound general t raining in subj ects f undamental to the practice of
218 AIRCRA FT Y E AR B OOK
engineering, and then to famili a rize the student with the general prin-
ciples of fli g ht of all types of aircraf t and w ith some of the detail of
desi g n and constructi on as appli ed to the air plane. To thi s end, th e
greater part of the fir st three years of stu dy is devoted to fun damental
subjects, most of the strictly professional wo rk being defe rred un til th e
fourth year. During the course, lectures a nd recitati on a re sup ple-
mented by labo ratory and drafting room work.
" In general, th e professional subj ects a re directed particul a rly
toward airplane de ign, but in order that the stu dent may ga in some
knowl edge of oth er branches of aeronautical activity, he is allowed t o
elect in the fo urth year certain subjects in some r elated p rofessional
fi eld, such as intern al combustion eng ines and meteo rology.
BEHOLD THE JEEP!

Art Chester a nd his sp ecia l M enasco-power ed r a cer.
"On account of the la rge number of students who wi sh to t ake the

course in Aeronautical E ng inee ring, and on account of the limited
facilities available, it has been found necessary to limit the number of
men who may transfer into it from other institution s or fr om other
courses at the Institute, and to r estrict the total enrollment in each
year's class to 30.
"The Department facilities consist of a large four- story building,
the 'Guggenheim Aeronautical Laboratory', which contains ample
drafting rooms, lecture rooms and offices, two large wind tunnel rooms ,
a departmental library, a well equipped shop and several special lab-
oratories for aeronautical instruments and meteorology. Additional
•
TRAIN ! G N D EDU CA TIO N 219
qui pment of which m uch use is made b the Department, is the Sloan
\.utomoti\ e L aboratory, a nd the Testing fateri als and the Metallurgy
Labo ratories of the D epa rtments o f M echanical Eno-inee ring and Ni in-
ing . se is also made of th e muni cipal airport and of the equipment
ther e in g iving the seni or class a cer tain hourage of fli ght instruction
as a pa rt of the reg ul ar curricula of studi es in airplane design.
"T here is a ve ry acti\ e eng ineering societ) in t he Department
whose chief activity is gli d ing . T hey maintain several gliders fo r in-
st ruction purposes and compete a m1l!all · in the Glider meets.
" T he Graduate chool offers courses leading to the Masters and
Doctors degrees in both aeronautical engineeri ng an d meteorology.
T he g raduate enrollment thi s yea r is app roximately 50.
HOW TO STUDY AN AIRPLANE

Th ese stu dents in th e laboratory of R ensselaer Polytechnic Institute are taking
measurements of a real machine.
"T he aeronautical and meteorological staffs number 1 I men of

faculty rank, nine men of non-faculty rank and several men fo r special
work, including a machinist and two radio operators.
" The Department of Aeronautical E ngineering and Meteorology
at lVI. I. T. is administered with the Department of M echanical E ngi-
neering. Both are under the direction of Dr. J. C. Hunsaker."
P rof: J ohn D. Akerman, head of the. aeronautical engineering de-
partment at t he U niversity of M innesota, M inneapolis, contributed
the following account of activities at that institution :
" The total enrollment of aeronautical students at the end of 1936
was 237, exclusive of extension work. Two faculty members and

three research assistants were added. The L oening Intercollegiate
Flying Club Trophy was won for the second consecuti ve yea r by the
University of Minnesota Flying Club, for outstandin g aeronautical
activities. At the Intercollegiate Flying Club Meet in D etroit in June,
1936, the University of l\ll innesota Flying Club won second place in
the total number of points. During th e year th e stud ent branch of th e
LINDBERGH AND HIS NEW PLANE

Col. Charles A. Lindberg h in spects the America n Menasco engine in hi s Eng -
lish-built Miles Mohawk monoplane.
Institute of the Aeronautical Sciences was organized with a total of

35 members.
"An important step in aeronautical education was taken by the
University of Minnesota in establishing a chair for special study of
questions pertaining to the stratosphere. Dr. Jean Piccard, outstanding
scientist and stratosphere explorer, was secured for this work. A
grant from the National Advisory Committee for Aeronautics was
given to experiment with cellophane stratosphere sounding balloons,
TR.A. I I NG AND ED C TIO 221
and automatic r ad io reporting appa ratus to investigate pressure, tem-

p ra ture, humidity and cosmic ray . Ele ·en a-censions of sounding
ball oons were made from M inneapoli , Minn esota and the St. Cloud,
M inn. , airpo rt. O ne of th e balloon remained in th e air for 80 hours
a nd traveled 6 13 mil es at app roximately 1 2 mile altitude. During the
p r e ent chool yea r experimentati on in the tratosphere will be
c ntinu ed.
"In the airplane laboratori es, de ign and con tructi on of two ex-
perim ental airplane were uncl et·taken. n e..~pe rim ental tailless air-
THE \\ ACO D-6 MILITARY PLANE

It is powered by a Pratt & Whitne · W asp Junior or a Wright Whirlwind, and it
is full y eq uipp ed for rad io, blind and night fl ying.
p la ne for investi gation of slot and fl ap action on this type of airplane

has been completed, and is undergoing r esearch tests. Plans are under
way fo r a new large wind tunnel, which will be completed by the sum-
mer of 1937. The throat of this wind tunnel is ro feet by seven feet
w ith w ind velocities of approximately roo to 120 miles. An internal
combustion engine laboratory will be located in the same building,
which will be devoted to the testing and research of aircraft engines.
During the year 1936, enough consultation wo rk for industry was car-
ri ed on by the faculty members to employ all available senior and
gra duate students on actual aeron autical work, thus giving them better
222 AIRCR A FT YEA R BOOK
preparation for positions in industry. In 1936 a course in A irway

Meteorology, which had been carried on a small scal e fo r fo ur years,
was developed to such a status that a complete course in Airway
Meteorology is now available. "
Among other colleges giving ae ronautical courses leadin g to eng i-
neering degrees were the U niversity of N orth Carolina, R aleigh, N .C.,
the University of Nebraska, Lincoln, Neb., the U niversity of New
Hampshire at Durham, N. H., and the Polytechnic Institute of B ro ok-
lyn , Brooklyn, N. Y.
Western Electric Co. photo

AIR TRANSPORT RADIO
The Eastern Air Lines radio ground station at Candler Airport, Atlanta, Ga.
CHAPTER XIII
AIRWAYS AND AII~.PORTS
Development of A irpo rts-Traffic Control-Air Navigation A ids-

Grow th of Weather -B ureau Ser ·ice-Improvements in A irway
Radio Faciliti es-\i\ .P.A . A irport \1-ork-Senice Charges
at A irports- "Fiight Strips."
HERE v.rere 2,342 airports and landing fields in the United
T
night u se.
States on Janua ry I, I937, according to the Bureau of Air
Commerce. Of these 705 were partia!Jy or fully lighted for
The total included 738 municipal and 45 I commercial airports, 296

Department of Comm erce intermediate landing fields, 622 auxiliary
fie lds, 26 Taval air stati ons, 6 r A rmy airdromes and I48 miscellaneous
Govern ment, private and State airports and land ing fields. On Jan-
ua ry I , 1936, there were 2,369 airports and landing fields.
Si,'C states had roo or more airports and landing fi elds each on
January r , I937, California I8I; T exas 134; M ichigan 123; Florida
r r6 ; Pennsylva nia I r I a nd O hio Io6. The report by States is in the
appendix.
The sh.7 ways have become so crowded that an aiP..vays traffic con-
trol ystem is necessary. It is now being instilled throughout the
Federal A irways System by the Bureau of Air Commerce which is
charged by law with r egulating all civil flying ahd safeguarding
t ravel through the air. The fir st units of the traffic control system thus
far estabjjshed, with the cooperation of the air lines, are at Newark,
N. ]., Chicago, Ill., and Cleveland, 0.
v -or king closely with the air line officials at the local airport
and with the municipally operated airport traffic control tower which
supervises · actual take-offs and landings, the Airways Traffic Con-
t~ol tation receives arrival, departure and position reports on all
:urcraft flying in its area. A pilot flying in or above the clouds and
unable to see the ground r epo rts his passage over "radio fixes" or
223
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224
AIRWAYS _ D _ IRPORTS 225
check points. \ i\i hen he pa ses over a raclio marker beacon through
the "cone of silence" which indicates the exact location of a raclio
range beacon transmitter or ''hen he crosses a radio range course
which intersects th e one he is flying, he is passing over one of these
check points.
A ll air line planes, private machine and Government service craft,
vvhen equipped with radio, submit their flight plans, and report their
position by radio so they can be accounted for in connection with air
traffic control. For an outb ound plane the control station receives
altitude and approximate time wh en the machine should pass over
the first radi o check point, cruising altitude to be maintained and
other data. If this plan will conflict with that of other traffic alread)
MILES OF LIGHTED AIRWAYS IN THE UNITED STATES
in the air, the pilot is advised and a new plan is given him, after
which the plane is cleared.
A s quickly as the plane takes off, word is flashed to the control
room and an operator there puts an airplane marker on the map to
· ndicate its position. The marker is moved every IS minutes to in-
dicate the progress of the plane, with allowances for wind, weather
and other factors that have been considered before departure. As
epor t s are received from the machine by radio the marker on the
map is corrected accordingly. In the case of an incoming plane its
pr og ress is watched in the same careful manner and the pilot is
guided into the airport at a certain altitude so that -he will not collide
with other traffic. The traffic control station undertakes to keep traf-
226 AIRCRAFT Y E AR BO O K
fie moving at diffe r ent altitudes from beginning to end o f a ny fli ght.
F or example, th e control operator com putes the speed a nd location of
one airpla ne with th at w hich to ok off la ter on the sam e route. If the
second plane is faster a nd proves to be overta kin g the fi rst m achine,
and the visibility is limited, the ope rator w ill ass ig n a lowe r altitude
which th e fir st plane mu st take in or de r to pr event the second machine
from possibly colliding vv ith it. O n eve ry r oute of the Federal A ir-
ways System the pla nes a re ass ig ned d iffe rent altitudes a nd positions
to the right of the course f or each directi on th at a p la ne may fl y . Fo r
example, eastbound planes m ay take altitudes of odd numbers of
thou sands of feet, say three or fi ve, w hil e th e wes tbound pl ane m ay
take fo ur or six, and so for th. That is w hy ther e is sli g ht da nger of
pla nes colliding in mid-air.
A ir nav iga ti on aids along t he 22, 000 miles o f the Federal A ir-
ways System provi de m a rkin gs to in d icate the r outes for pil ots fl ying
in dayli ght and clear weath er, lights to keep them on their co urse at
ni ght, and radi o directional sig nals to g uide th em w hen they ca nn ot
see outside th eir plane. As ide f rom the routine duti es of th e air-
way s pe r sonnel it provides a ny num be r of miscell aneo us se rvices
some of th em of the utm ost valu e in emergenci es.
A pilot started to fly from A kron to Columbus, 0 ., a nd as his
machine left the fi eld, one of th e m en on the g r ound saw that th e
right wheel o f the lan ding gea r was dan g lin g from a broken strut.
The pilot of th e ship, of course, was un aware of the accident, a nd it
spelled di saster fo r him if he should a ttempt to land at Columbu s
without knowing o f it, and tak ing necessary preca utions . A good pilot
can land a shi p on one w heel if he kn ows wha t the conditi ons a r e.
The head o f a flying se r vice at the A kron airport lost no time in try-
ing to save th e airm an from troubl e. He das hed fo r a telephone,
called the A ir Commerce radi o stati on at Clevela nd , explained the
situation and hung up. The Cleveland official immediately sta rted
sendi ng an emergency message to th e machine in the air, w hi ch had
no transmitter, and therefore could only r eceive m essages a nd not
send them. The Cleveland operator kept calling, however, telling
the pilot what was wrong with his ship, and he kept it up at intervals
of five minutes, until he received a thankful phone call from A kron
saying that the pilot had heard his message and had returned to the
airport, making a safe landing on his one good wheel.
Similar services are being rendered almost daily by each of the
hundred Bureau stations which are equipped to talk with pilots in
fli ght. The I ,8oo employees in th e navigation division of the Bureau
of Air Commerce take care of the aids to flying. They include about
200 officials and headquarters assistants. The others a re eng ineers,
A IR'v -AY S ND _ I RP ORT S 227
r adi o ope rato r , airways keeper caretakers of interm ediate fi elds,
rad io elect ri cia ns and air way s mechan icians in the fie ld . Ci-v-il en-
rrinee rs super vise co nst r uction of the emerg nc) fie lds and sites f or
ra d io a nd teletypewriter stati ns; wh ile radio engineers handle the
co nstructi on a nd im provement of rad io aids. The radio opera tors
br oadcast the '' eather r po rt each hour, '' atch the operation of the
rad io ra nge beacons and receive and t ran mit '~ eather r eports b)
teletypewriter or p oint-to-poin t ra di o co nn ecting stations on the
ground. A t key points the Bureau of A ir Com merce and U . S.
\\ eather -B ureau stati ons occup adj oini ng offices, and they cooper-
a te in caring f or the sen ice. At some points a Bureau staff handles
the w ork, at others the \1\ eather B ureau taff does it. They e..x change
info r mation and, working together at places where both are repre-
ented , p r ovide an unceasing flO\· of valuable in fo rmation.
The U . S . V\ eather B urea u of th e Department o f . griculture
is charged w ith the responsibility of upplying an adequate meteor-
a og ical se rv ice fo r aviati on. As weather is one of the main prob-
lems in air travel th e data supplied cannot be too ' aluminous or ac-
curate. Mo re than sao stati ons have been e tablished at intervals of
-o to roo mil es on the F ederal irways Sy tem in the U nited States ,
Alaska and H awaii. A lso there a re more than 6o stations off the air-
ways, with about roo m ore in p r ocess of construction at the beginning
of r937. The \ i\Teather Bureau maintai ns fi rst-ord er stations at 52 im-
po rtant airway termin als, airpo rts. Here skilled meteorologists are on
d uty throughout the 24 hour s, charting r epo rts on maps, di scussing
t hem w ith pilot s a nd making up complete data. A t 72 other stations
they take upper air observati ons by means of small balloons a nd
in tr um ents, and at 27 stati ons pilots are engaged t o fly up into the
higher altitudes and r ecord actual conditions on sensitive instrum ent .
T he airway weather service is controlled by ten general super-
vi ~ ing stati ons located at A tlanta, Ga., Burbank, Calif. , Chicago, Ill. ,
O eveland, 0., D allas, T ex., Kansas Ci ty, :rvio., Newa rk, N. J., Oak-
land, Calif. , Salt L ake City, ·tah, and Portland, O re. The weather
observations include ceiling ( height of cloud layer above th e g round )
in feet, sky conditions, visibility in miles, weather conditions (includ-
ing p r ecipitation and squalls) obstructions to vision, (dense fog and
haze) t emperature, dew point, wind direction and velocity, baro-
metric pr essure and amount and direction of cloud types. The
tations- on the airways rep ort in symbols on teletype and radio cir-
cuits, while off-airway stati ons, including stations in A laska and
Canada repo rt their observati ons in a word code. A ll \IV eather
B ureau fir st-order stations at airway t erminals and a number of sta-
t ions off t he airways are equipped t o take six -hourly observations
228 AIRCRAFT YEA R BOOK
of directions and velocities of upper air winds. The obser vati ons a re
made by means of so-called pilot balloons, light-we ight ball oon·s in-
flated vvith hydrogen gas to a diam eter of approximately 26 inches.
When r eleased th ey ascend a t a fairly unif orm rate of appr oxi-
mately 6oo feet a minute. In taking a n obser vati on the obse r ver f ol-
lows the balloon s with a theodolite, an instrum ent simil a r to a sur-
veyor 's transit, and ang ul a r r eadin gs a r e made each minute. From
these data a nd th e ascensional data, wind d i1·ection a nd velocity a t the
height of th e balloon are readily computed fo r each minute o f a:scent.
Special forecasts are issued when conditi ons change r apidly. In
add iti on, f or ecast s f or advance peri ods up to 30 hour s a re pr epa r ed
TWA RADIO CONTROL ROOM

Constant communication with planes in flight on its entire system is maintained
by the radio staff at the company headquarters in Kansas City.
on request for long cross-country flights. The following is given as

an example of a regional airway forecast issued by the supervising
stations: "Wa rm front ex tending Springfield to Tarkio to North
Platte to Dickinson with warm moist air to south and west over-run-
ning cold surface air to north and east will advance slowly north and
eastward causing scattered to broken clouds with ceiling 8,ooo feet or
more ahead of it and overcast s,ooo feet or more in few mild thun-
dershowers. Visibility six miles or more all stations except in rain
areas and smoke at Chicago where visibilities of three miles or more
will be experienced. Increasing high scattered to broken clouds and
AIRVV YS 1 D A IRPORTS 229
increasing lo\\ er clouds becoming overcast during afternoon in mild

to 1oderate thundershower '' ithin warm air mass in I owa and
outhern l\!Iinnesota. Ceiling 3 ,000 feet and YisibiEty very low at
times during afternoon in sho\ ·er areas, otherwise visibiLity more than
six miles.'
!Lhe Bureau of Air Commerce has done much research on ne·w
developments in air navigation aid . One such development is simul-
taneous transmission of radio range beacon signals and voice, on a
single frequ ency . It was about ready for general use at the begin-
ninq of 1937. Because of the limited number of frequency channels
a ·ailable for these broadcasts, and to a\ oid the necessity of frequent
retuning of the radio receive r bv the pilot, radio range signals and
voice broadcasts are tran smitted b) a given station on one frequency.
The range signals are on the air continuously until it is time for a
wea 1er broadcast, and then the) are silenced for a period not to
exceed three minutes while the announcer gi' es the weather report.
Tpat procedure has disad\ antages. The radio range beacon sig-
1
nals may be silenced just when a pilot needs them most, as for ex-
ample, when he is approaching an airport '" hile fl ying blind. This
has been partially corrected by keeping the directional signals on the
air without interruption when pilots r equest it, postponing the broad-
ca ts until later or giving thern on the alternate frequency of 236
kilocycles, but the best solution is a system which puts all transmis-
sions on one frequency yet still gives the pilot an opportunity to make
his o;-vn choice as to whether he ·will receive directional signals or
weather information. The simultaneous system, ·which has been ex -
tens ively tested at Pittsburgh, provides f or transmission of both voice
and dir ectional signals on the same carri er frequency, but with dif-
f e eU:t modulations . Filters in the transmitters and in the airplane
receiver make it possible for the pilot to plug in his earphones for
radio range signals alone, voice alone, or both. Flying along by radio
QUidance he will have his headset plugged in to receive both sets of
ignals. Most of the time the range signals only will be heard. Then
there w ill be a scheduled broadcast or special communication, and the
pilot will hear it along with the range. If he wants to pay close atten-
tion to the voice broadcast, he will plug in his earphones to hear it
and sh ut out the directional signals. On the other hand, if he wants
directional brruidance , he will plug in his earphones to hear the ranO'e
b
signals only. Then after a few minutes, he will return his headset
plug to the jack which brings in both voice and range, so that he can
follow the range signals and still have notice of any voice broadcast.
Radio guidance for blind landings-to aid pilots in getting to the
ground when clouds, fog, haze or smoke obscure the landing area-
is another project which has the attenti on o f the Gove rnm ent. Two
types of radio installations for blind la ndin g are und er tes t at India n-
apolis. One utilizes a runway localizer which is a r adi o range beacon
on a small scale to g uide the airplane to th e runway, a la nd ing beam
to bring it down in the proper glid e path , and ma rk er beaco ns to
show how far the airplane has prog ressed towa rd th e point at whi ch
the wheels are to touch. The oth er, which is a n adap ta ti on of the
A rmy A ir Corps blind landing sys tem , u ses two radi o tra nsmittin g
station s to which the pilot g uides hi s plane with a radi o co111 pas ·. He
flie s between th e two tran smittin g stations, which are 0 11 a line with
ALL ABOARD FOR POINTS NORTH

One of Eastern Air Lines' Cyclon e"powered Douglas air liners tak es on passengers
at New Orleans.
the airport runway, lines up his course for the approach to the run-
way, and then lands with the aid of a sensitive altim eter. A long with
these radio aids, the Bureau of Air Commerce plans for the use of a
chain of lights leading to and along the runway. Even in very bad
weather the pilot can almost always see the ground during the final
few minutes, and the lights will aid him in completing the landing
after he has descended close to the landing space with radio aid.
Continuing to foster development and improvement of airports
throughout the country, the Bureau of Air Commerce during the past
year has been cooperating with the Works Progress Administration
in a nationwide airport development program. Airports owned by
AIR\i\ AY TD AIRPO RTS 231
cities, counti es and state were eli gible fo r a i tance in thi s p rogram.
ur au of ir Co mm erce technical repre entatives checked all appli-
cati ons to make sure that the proposal will achieve the desired re-
ults and will be valuabl e from the aeronautical point of view. \1 hen
the B ureau approved a pr ject the \ . P . A . considered it, and if it
also approved , fund s were made ava ilable fo r empl o ment of r elief
labor in constructing runwa) an d han rrar , i11 talling lighting equip-
ment or radi o, or otherwi e makin rr the airpo rt a more efficient base
fo r fl ying operations. R eportin rr on acti' ities to June 30, 1936, the
v\ ork s Prog ress A dmini strati on an nounced that more than $4o,ooo,-
ooo had been auth ori zed for e..'\:1 enditure at 43 locati ons.
Provision of roo f markin rr for guidance of airmen was a supple-
m enta ry part of thi s progr am. The v\ . P. ·. reported that work was
in p rog ress in 30 States wi th authori zation of $4oo,ooo f or air mark-
tnrr .
The Bureau of _ ir Commerce in 1936 started a surve) of airport
th rou rrhout the -nited States, seekin rr to find rate charged for storage
and r epair se rv ice, and fo r serv ices to checluled ope rators fix ed base
operator s, schools and itinerant airmen. Although results were far
from compl ete, some indicati ons o f tr end s were available at the be-
rrinning of 1937. F or eleven airports repor ting on storage fees, repre-
ntat ive fi gures were $ I 5 a month for a small airplan e, $30 a month
for a craft o f medium size, and $ "'o a month for a large airplane. A
few r eported that th ey reduced thi r ate fo r dead storage-the average
rate for dead storage being 6o per cent of the rate for active storage.
O ne airport charges $ 5 a month fo r open fi eld storage, another $ IS a
month fo r the same ser\ ice. O ne airport reported that its regular
torage rate was 75 cents a fo ot, per month, vv ith one-f ourth off for
dead storage.
F our airports r eported that they charged a f ee f or turning on
landing lights, the r ates being from so cents to $ I a landing. Some
ai rports have an hourly rate for air lines. Charges for r epair service
are $ r.6s an hour f or the se rvices of a mechanic and $ I an hour for
a mechanic's helper. Charges to fi xed base operators for the privilege
of ca rrying passengers average $8.75 a month for a one-passenger
plane. $ 13.30 a month for a t\\ a-passenger plane, $20 a month for a
f our-passenrrerb
plane and $31.67 a. month for an airplane carrying six
or more passengers. Representative charges to schools are $5 to $r 5
monthly an airplane.
A t the beginning of 1937 Colonel Steelman Shumway Hanks was
making considerable progress in attracting to his plan for "flight
t rips" the interest of Federal, State and County officials. The Hanks
plan fo r "flight strips" was described by its creator as follows:
AIRCRAFT YEAR BOOK
"Flight strips, originally conceived in my plan for ground facili-

ties, are flat areas at intervals, adjacent to the highways, in highway
rights-of-way or freeways, of sufficient width and length for the land-
ing, servicing and taking-off of aircraft. Parts of such areas may be
adaptable for rest places, picnic grounds or r estricted parking spaces
for automobiles, trailers or aircraft, when the faciliti es at such areas
are properly planned and developed.
"The laws in some States permit the state road department to plan
as well as construct and maintain 'airports', 'landing strips' and
'emergency landing fields' with highway funds , outside of highway
rights-of-way and freeways. In such States the highway or road de-
partments should continue to con struct and maintain these ground
facilities but in order to avoid con fusion , should not call areas 'flight
strips' unless they are adjacent to the highvvay, in highway rights-of-
way or fre eways."
THE BRIDGE OF A CLIPPER PLANE

A Pan American Airways Martin flying boat, showing the Sperry gyropilot.
The control ~nits mounted at the center of the instrument panel provide con-
stant visual knowledge of the attitude of the ship during flight.
CHAPTER XI\
STATE AVIATION ACTIVITIES
The National Association of State _\vi ation Officials-Discussion of

Fuel Tax Problems-Other Legislation-Aims and Recommen-
dations of the National Association-New England's Plan
for More Airways-W. P. A . Projects and O ther Ac-
tiviti es in Various States.
T
HE relation of State governments to aviation and the activities
of officials handling S t~te aeronautics during 1936 are sum-
mari zed here from reports submitted by the officials themselves.
Gill Robb \ i\Til son, president of the National \ ssociation of State
Aviation Officials, made the following report for his organization:
" During the year there was noted steady development in State
aviation ; and it was more apparent than ever before that any State
can profit by having in its go' ernmental establislm1ent officials repre-
senting the various forms of aeronautical activity that States must
handle. The National Association of State Aviation Officials vvas suc-
cessf ul in having an additional number of States develop some form
of aviation authority to provide channels for presenting the principles
o f the national association.
"At the same time the organizati on made clear its oft-repeated
statement that it urges no State to set up official aviation boards or
other authority beyond its own particular needs and r equirements.
The _Tational Association of State Aviation Officials carried on a
steady campaign against the abu se of tCL'<ation in relation to aviation
facilities and fuels. It was found that airports, being in the nature of
public utilities and occupying large areas, are particularly -susceptible
to attacks which often render it impossible for them to stay in business
as private commercial enterprises. But the taxation on aviation fuels
on the same basis as that governing fuel tax for surface transportation
is not only destructive to progress but patently inequitable.
" The consumption of fuels is so large in aviation and the price is
233
234 AIRCRA l<T YEAR B OOK
so much higher basicall y that when the usual surface tran spo rtati on
fuel tax is added , it wreaks a g rave injustice to th e continued develop-
ment of air transportati on and private fl ying. If fuel tax proves to be
the only method by which aviation can bear its share of th e re spo nsibil-
ity to State governments, then new ra ti os mu st be worked out, rat ios
which are determined by the technical characteristics of aviation fuels.
iVIeanwhile, none can deny th e inju stice of hav ing av iati on fu el taxe
diverted to non-aeronautical purposes, as is th e case in some S tates at
the present time. Here the . tate aeronautics board or simil a r organ i-
zation can function in the interests of the S tate and its people, by
securing for that State its fair apportionment of industrial and com-
mercial aviation activity.
"Since curtailment of th e in specti on se rvices of the U. S. Bureau
of Air Commerce there has developed a trend towa rd having th e State
as sume responsibility for such functions. The national associati on
opposes this trend, and stands for a strong central regulations and in-
spection establishment in th e Federal Governm ent.
"The organization of the N ational Association of State Av iation
Officials is divided in seven regional areas, each headed by a r egional
vice president. During the year regional meetings are held, and the
programs of these meetings are based on developments in the national
convention. Standing committees carry on project phases of the asso-
ciation. Thus th e national body performs a real se r vice by makin g
available to State bodi es the res ults of thi s constant exchange of ex-
perience and uniformity of purpose.
" The principles for which the nati onal association stands may be
summarized as follows :
I. Uniformity of regulation.
2. Protection of aviation from exploitation and unjust taxati on.
3· The establishment of standing committees on aviation in th e
U nited States Congress.
4· Centralizing of the various phases of aeronautics in some one
Government agency.
5· Development of a Federally-planned airport system with rela-
tion to air transportation and the national defense. No State airport
program can be planned logically without taking into consideration a
national program.
6. A national budget providing for adequate airway navigational
aids.
"Standing committees operating in the national association are es-
tablished to study such subjects as compulsory insurance for intra-
state operators, the development of highway landing strips in sparsely
settled country, the development of airport traffic control, the promo-
TATE A L TI N ACTI ITIE 235
tion of bases for water-borne era ft, relation with other aeronautic
orga ni zat ion and num erous uch practical problems.
".A sec reta ry of the organi zat ion i in charge of the general offices
at 357 East Chicago r\ venue, Chi cago, Ill."
Col. Porter~ clam , chirman of the aviation committee of the New
Enrrland Regional P lann ing ommis ion, late in 1936, i sued a report
r ecomm ending the fo llowin rr eAi:ension of ai rwav- in the five States:
Boston-A lbany (No rthern Route) -Impro -~ment of th is a.i rway
1
woul d p rovide a m ore direct route to Alban· and by way of the

Mohawk\ alley to B uffa lo and the \ 1\ie t. \ bile the l\IIohawk Valley
i one of the g reat rail r outes from th e \~ e t to New York City, from
the tandpoi nt of air tran spo rtation, it logical Eastern terminus is
Bo ton.
P r ov ide nce-Ne w Haven-This airway in con nection ,.·ith a season-
al a irway from Providence to N e" Bedford and H; ann is, would fur-
ni sh a r oute f r om New Yo rk a nd the South to the Cape Cod recreation
area.
Connecticut Valley _-\_in' ay (Ha r tford to \i\ hite River Junction)-
T his a irway wo uld p rovide a fe fl) ing fr om Connecticut \ alley points
a nd New York. In co nn ecti on with the uggested seasonal airwa · up
the valley from \ i\i hite R ive r Juncti on, it " ould serve the \ Vhite
l\.Iountain and l\o rth ern New Hampshire \ acation a rea.
Bangor- Calais, Maritime P ro ·inces, Bango r- Caribou-Th ese are
nat ural extensions of the Boston- Bangor A ir way and are closely related
to Canadian developments in adjacent areas. D ue to the close relation-
shi p of air ways in thi s par t of New England and those of the adjoin ing
Canadian Provinces, the comm i sion has contacted the Canadian av ia-
tion authoriti es and obtained information relative to existing conditions
a nd pla ns which might affect N ew England. A route f rom ·Montreal to
th e Maritime P rovinces is contemplated as a li11k in the projected
Trans-Canada A irway. A irways are under construction from Mon-
treal to Megantic, Q ue., and from U pper Brockway, N. B., to Monc-
ton. The exact route across Maine to be followed by this airway has
not as yet been decid ed.
A irways suggested for seasonal use include : Albany-Rutland-Bur-
li ngton A irway.
Albany-Portland Airway.
Portland-Bar Harbor-Calai s Ai rway.
A ug usta-Rangeley-Jackman A irway, \ 1\i aterville-Greenville Air-
way, Bangor-Jackman Airway.
In conjunction with thi s study, the commission prepared an analysis
of e.."'C isting aeronautical legislation r elating to New E ngland.
Colorado improved five airports during 1936, and started a new air-
AIRCRAFT YEAR BOOK
port with 'vV. P. A. funds at Glenwood Springs. In two of the six

Vv. P. A. districts the air-marking program progressed satisfactorily.
It was planned to establish a State Aviation Commission in 1937.
Connecticut's Department of Aeronautics, as reported by Com-
missioner Charles L. Morris, had a vigorous program for the ad-
vancement of aviation and the reduction of air accidents during 1936.
During the year 85 new airmarking signs were painted, and 45 old
signs repainted, averaging 12 feet in height. Aviation ground school
courses, of a not-too-technical nature, were organized under the
Vl. P. A. educational program. In nine localities over 1.200 persons
attended the opening nights, and 878 enrolled for the courses. Acci-
dents in 1936 totalled 29, as compared to 52 in 1930. The State legis-
lature was to be asked to approve a plan for "flight strip" landing
fields along the highways.
Florida's ten-year program of aviation development, started in
1935, made progress during I936, when 14 new airports were complet-
ed under the direction of A . .B. McMullen. Other airports were en-
larged, and improved with paved runways, lights, hangars and other
facilities. Seven radio stations were established for disseminating
weather information. The air-marking program was completed, 430
communities being adequately marked. During the year 2,J4I students
in I I cities received some form of aviation education under the direc-
tion of the Aviation Division of the State Road Department.
Idaho's plan of improving 25 airports did not materialize, accord-
ing to Director of Aeronautics W. R. Graham, because of lack of
W. P. A. funds. Only two were improved. It was hoped to complete
the project in 1937, as well as build a new airport at Boise, to cost
$450,000.
The Illinois Aeronautics Commission, through its secretary, El-
wood B. Cole, reported that six municipal airports had been improved.
Maine's aviation projects, according to Capt. Burtis F. Fowler,
chief inspector of aeronautics, included completion of night flying fa-
cilities at the Portland airport, completion of the airport at Augusta, a
radio beam station near that city, and construction work on eight other
airports in the State.
Maryland's State Aviation Commission reported I27 towns air-
marked with W. P. A. funds during 1936.
The Massachusetts Committee for Aeronautics reported that air-
ports at Hyannis, Westfield, Turners Falls and East Boston had been
improved during the year.
Michigan's State Department of Aeronautics reported considerable
progress in its aviation development program. Eighty-two airport and
landing field projects were approved for W. P. A. development, and
STATE AVIATION ACTIVITIES 237
57 we re placed under construction. Four of 13 hangars projected had
been completed at the end of the year. \ mm ement was started to
eliminate all trees, pole lines and other hazard adjacent to airports.
E ight new landing fields were to be constructed, u ing C. C. C. labor.
f the 570 town-marking projects, 476 were completed. The depart-
ment also maintained 14 beacons on t>'> o tate ai n ·ays. Improvement
of a number of airports, construction of ne\\ fields and four marine
a ir terminals were among the projects for 1937·
~\[i sissippi's plan for an aviati~n b~arcl ' ·as to come ~efore the
tate leo-i Jature for the second ttme m 1937. 11Ieanwhtle, under
. P. A. supervision landing fields in 21 citie and tow_ns were being
eithe r con tructecl or improved. Te1: ne\ · fields\~ ere bemg com~leted.
:.I onta na ·5 .L\ eronauti c ·ommi ss ton headed b · Freel B. Shenff re-
A WACO C-6 MODEL

It is powered by a Continental, Jacobs or Wright Whirlwind engine.
ported 75 landing fields improved with Vv. P. A. funds. Efforts were

being made at the end of 1936 to close the gap in regular air service be-
tween Lethridge, Canada, and Great Falls, Mont., completing the serv-
ice behveen Edmonton and Salt Lake City.
Nebraska's Aeronautics Commission made this report: "Air Com-
merce Regulations were adopted by the State to broaden the scope of
regulatory jurisdiction, and to increase regulatory controL All air-
craft and all airmen were licensed and registered by the Commission.
A current history of both aircraft and airmen is maintained by the
Commission. All law enforcement officers are educated in the nature
of air laws, and their cooperation in the enforcement of regulations is
constantly solicited. · The results are gratifying.
A IRCRAF T YEAR B OOK
"Airport development ·work with VV. P. A . fund s was st ressed and ·

a very active part taken in coordinating the effort s of th e community,
the \ t\Torks P rogres s Adm ini st rati on, and the B urea u of A ir Com-
merce. Thi s Commission cooperated with th e technical spec iali sts of
the B ureau of A ir Commerce in ironin g out difficulti es a ri sing in a ir-
port work. B ureau officials and \ t\ . P . A . offic ia ls vve re tran spo rted
in the State plane to points of difficulty, m eetin o-s of all interested
parties arranged and th e trouble corrected by a mi cable ag ree ment be-
tween parties. A State-wide air-marking project was spo nso red by
the Commission , and is now developing rapidl y und er Commi ssion
supervision. This is being achi eved with VI . P . A . funds. \t\Then com-
pleted 300 towns will be a ir-marked. \ iVith th e assistance of the State
Planning Board, a fil e of plans for each existing airport is being pre-
pared with a view to the future developmen t of such fac iliti es. These
plans include a drawin g of existing facilities, a drawing of the airport
and all adjacent terrain within six mil es, ail hi ghways tran sm ission
lines and obstructi ons and all neighb oring airport s, a cross-secti on o f
adjacent land for scrutiny in contemplated expansion and zoning
procedure, a general map of Neb ra ska and adj oining States for use in
determining the situ ati on o f th e f uture needs in airport s faciliti es,
with a view to interstate travel.
"Plans for 1937 include : I. Co ntinu ed cl ose r egul ato ry control of
aircraft and airmen. 2. P romoti on of airport development needed at
strategic points on travelled routes , and the install ati on of nav igati on
aids. 3· Educational progr am to create public confidence in air tran s-
portation; to educate both the public a nd the law enforcement office rs
in the nature of air-laws; to educate airmen in the necessity of safe
operations to procure and retain public confidence. 4. Continu ed close
cooperation with all sections of the Bureau of A ir Commerce."
New Hampshire's Public Service Commission in 1936 cooperated
with theW. P. A . in improvement of airports in the State.
New Jersey's Director of A viation , G ill Robb Wilson, submitted
this report: "New Jersey has the most heavily travelled airways in
aviation, yet it is more than five years since the life of any commercial
passenger was lost in any type of fl ying, from barnstorming to sched-
uled air transport in the State. Constituting as they do a laboratory for
air traffic, it is on the se airways that the problem of traffic control, the
requirements for two-way radio, the inauguration of the flight plan
for Federal airways and other such measures have first been tried and
brought into practice. The airports in the State have been protected
from destructive competition of outside miscellaneous barnstorming
which takes the cream of the profits without making any capital in-
vestment and which leaves the fixed-base operator 'holding the bag.'
ST. T E A \ L TIO N ACTIV ITIES 2 39
· Barnst rming is permitted but not ' ·here it wil l injure fixed -base
operation . afety in the tate has b en pre erved by the r egulati on of
a irport a nd oper ato r the devel pment of na igational ai ds, preven-
ti on of the e rection of haza rds a nd obstacles· but most of all by the
constant cooperation of the fi.xed-ba e operators them elves . The De-
l a rt ment of 'iation O \\ ns no aircraft or motor vehi cles and operates
on a n extremely limited budget whicl1 i paid out of the general State
tax f unci. There is no taxation on a' iation in an form in e'' Jersey,
the fue l tax bein o· ref unded · and there is no fee of any kind fo r any
erv ice rendered."
r egan's S ta te Board of \ 'e ronautics, through its secretar , Web-
te r A . J ones, submitted a comprehensive report of its activities, of
which the following is a summary: "Oregon has the largest airport
co n t ruction progra m o f a ny of the P acific No rth'~ est States. By the
nd of the coming year at lea t $3, -oo,ooo ''ill have been expended by
va ri ous fede ral agenci es on the con truction of airports in O regon.
Fr m all indicatio ns, thi s airport pr ogram ''ill be continued for some
ti me to come. The S ta te Board has fo llowed closely the airport pro-
a r am , has presented its pr oblems to the agencies and has demanded
recogniti on. The Board is happy to state that tho e in charge of the
aO'enc ies have cooperated to th e full t extent to support the program.
E. ]. G riffith, State VI/ . P. _ . administrator, has recogni zed our prob-
lem a nd has been generous in designating money for airport con-
tructi on. S uch fine work will bring forth the praise of ail in the flying
industry. The State Board was an important factor in obtaining for
Po rtland its new maj or airport de\elopment on the Columbia river.
It \vas necessary fo r a bond iss ue to be voted, e..-..;:ceeding $300,000 be-
fo re the Federal funds could be obtained . During the past 12 months
the tate Board of Aeronauti cs cooperated with th e State Board of
H igher Education in sponsoring a series of ground aviation schools
through the use of VI/. P. A. fund s, in ·which approximately 2 50
- udents, adults, have enrolled to receive instruction in aviation sub-
. ect . A year ago an air-marking program was outlined by the Board
o ecure adequate marking for all cities in Oregon. This program has
been completed as sponsored by the Board through help from Federal
a encies. A pproximately 200 signs have been painted, adequately
marking every city and town in Oregon so that visiting fli ers will know
their exact location."
Rho de Island, according to Willard M . Fletcher, in charge of the
ate airport division, completed its first State-owned airport in 1936-
tba t at \tVarwick-and started work on a second, at \tVesterly. A third
is to be located on Block Island.
South Dakota's Aeronautics Commission, according to its chair-
AIRCRAFT YEAR BOOK
man, T. B. Roberts, Jr., planned to develop revenue-making projects

in 1937, to provide funds for the maintenance o{ airports.
Tennessee's Aeronautics Commission, through its director, R. 0.
Lindsay, issued a 23-page report g ivi ng in detail plans for aviation
development in that State.
Utah acquired 20 new landing fields under vV. P . A . projects
in 1936, and at the end of th e year was completing extensive improve-
ments to the airport at Salt Lake City.
Vermont increased its licensed aircraft in 1936 from 37 to 57 and
pilots from 70 to 91.
Virginia licensed ro new airports in 1936, and also granted licenses
to an increasing number of pilots and student pilots.
VVyoming, under the direction of its State-treasurer, J. Kirk Bald-
win, completed air-marking of I ro localities in 1936. A n effort to
pass a uniform regulatory law was to be made during the 1937 legisla-
tive session.
The gas tax summary and table on State r egulatory bod ies vvill be
found in the appendix.
A HIGH-FLYING BOAT
The Hornet-powered Sikorsky S-43 amphibian on a record-breaking flight.
CHAPTER XV
NEW THINGS IN THE AIR
Progress in Aircraft Construction-Developments in Design-

Awards for Contributing to the .-\rt-\York of the Aircraft
:Manufacturers-Builders of Aircraft Engines-:.Ianufac-
turers of Accessories-Design Drawings of Planes
and Engines.
G IANT air liners, flying boats and bombing planes, faster

racers, fighters and attack planes, more powerful aircraft
engines and an amazing array of improved navigational in-
struments, not forgetting a very rapid gro\Yth in the popularity of light
planes-those are some of the most recent developments in American
aviation. And in the making are still greater things, still larger trans-
ports, flying boats twice the size of anything yet built, bombers pro-
mising to dwarf the present aerial fortresses, far more powerful
engines and more efficient instruments, radio, metals and other gadgets
that enter into the construction of new flying craft.
::\Iany of the developments, either in existence or in sight at the
beginning of 1937, were calculated to make aircraft faster, more
comfortable, safer and more economical for the operator. Thousands
of persons in one way or another were contributing to this onward
march toward the complete conquest of the air. vVhile many re-
mained in the background others received merited rewards and re-
nown; as, for example, Dr. George vV. Lewis, director of research
of the National Advisory Committee for Aeronautics, who was
awarded the Daniel Guggenheim Medal for 1936 for "outstanding
success in the direction of aeronautical research and for the develop-
ment of original equipment and methods." And also Donald W.
Douglas, builder of the famous ships by that name, who received
the coveted Collier Trophy for the year's (1935) outstanding achieve-
ment in aeronautics, the Douglas transport. There were scores of
other honors, but none more fitting than that bestowed on Richard H.
241
AIRCRAFT SPECIFICATIONS N
From all official company reports received at t ime of going to press. +>-
N
Total Wing Gross Pay lliglz Cru isiug

Name of M: anufacturer Model Places ATC Make of Engiu c No . of Rated Area Weight Load Speed Speed
No. Enghzes H.P. Sq . Ft. Lbs. Lbs. M .P.H. M.P.H.
- -- ------ ---- ---- - - - ---
Aeronca .... .. . . .. . .. . . LC 2 614 Warner Scarab Jr. I 90 ISO 16SO 28S 123 108
Aeronca ...... . . ....... LCS 2 614 Warner Scarab Jr. I 90 ISO 1852 272 116 100
Aeronca ....... . .. . .. . . K 2 P end . Aeronca E-113C I 36 ISO 1040 214 93 85
Arrow ... F 2 613 Arrow 1 82 180 1675 503 100 95
Beech ............... C17L 4 or 5 602 jacobs L-4 1 225 273 3 150 175 166
Beech .. . .... C 17B 4 or 5 602 Jacobs L-5 1 285 2i3 3 150 185 177
Beech .................
Beech ... . . . ... .. ..... .
C 17R
18
4 or 5
8
604
Pend.
Wright R-975-E3
Wright R-760-E
1
2
450
640
267
3•17
3900
6500
211
200
202
190 >-
H
Bellanca ...... . . ..... . 28-7 0 2 P & W Geared Twin W as p Jr. 1 700 279 8350
Bellanca .. .. . .... 31-42 6 578 Wright R-975-E3 I 420 359 5600
3800 275 250 ~
Bellanca .. . . . . . . . . .. 31-42 I Wright R-975-E2 I 420 311 5600
11 98
2000
165
160
145
1<15 n
Bellanca ............... 66-85 2 Wright GR-1 82 0-G3 1 850 11 ,400 402 1 178 161 ~
Bell anca ...............
Boeing .... .. ... . . . . ..
31-55
247-D
6
13
565
558
P & W Wasp S3Hl
P & W Wasps
1
2
550
1100
359
83 6
5600
13.650
1096
2582
190
202
180
189
>->-rj
Boeing .. . .. . ... . ... . . 28 1 1 P & W Wasp I 500 ISO 3380 1026 235 210
Boeing ..... . . . . .. • . • .. 299 variable Wright G Cyclones 4 4000 32,000 >-l
(YB-17) (approx)
Curtiss .. . ... . •• . ..... A- 18 Wright Cyclone 2 2000 ~
Curtiss .... . . .... . ..... SBC-3 2 P & W Twin Wasp I t:rJ
Curtiss ...... . • •• •. . •.
Curtiss .... . . ... . .• . . ..
Y1P-36
SOC-!
I
2
Wright Cyclone
P & W Wasp
I
I
1000
550
>
~
Curtiss ..... .. .. .. . . ... Hawk III 1 l'.' righ t Cyclone I 750 262 43 17 240 .2 202.9
Curtiss ... . . .. ..... . ... Hawk 75 1 Wright Cyclone I 840 236 5172 273.-1 23 •1.3 b:J
Curtiss ... . ... ... .. . . . A-12 2 Wright Cyclone 1 775 285 5925 202 171
Curtiss .. ........ . .. . . . Seagull 2 P & W Wasp I 550 342 5192 168 137 .3
0
Curtiss . ... . .. . ........ Hawk IV I Wright Cyclone 1 745 262 4598 24 8.5 2 11.3 0
Curtiss-Wright ......... Condor Wright Cyclone
F airch ild ........ . . .... 45 5 603 Wright R-760-E2
2
1
1520
320
1328
248
18,500
4000 733
18 1
170
16•l
165
7-1
Fairchild . .. . .... . . .•.. C-8-E 3 600 l'.'arner Super Scarab 1 145 173 2400 440 120 11 6
Fairchild ...... . . . ..• .. C-8-F 3 610 R ange r 639-D-3 I 150 173 2400 390 120 11 6
Fl eetwin gs . .. . .... .. .. FS 4 P end. jacobs L-5 1 285 235 .3450 780 150 133
Grumman .. .... .. . . . . FF-1 2 Wright F-52 1 77 5 3 10 4650 1550 220 200
Grumman . . .......... ]F-2 2-4 Wright F-52 1 775 409 5760 1650 180 160
Grumman ... .. . . ... . .. F2F-1 I P & W R -15 35 I 650 230 3790 1160 2•10 210
Grumman .... . ...... . . G-21 6-8 P & W R-985 2 800 375 7500 11 20 180 170
K ellett ..... .. . . .. • .... KD -1 A 2 jacobs 1 225 55.2 22 00 2 10 120 100
Lockheed .......•..•... Electra 12 551 P & W Wasp ] r. SB 2 800 458.3 10, 100 v'ble 2 10 195
Lockheed .. . 12 8 6 18 P & W Wasp I r. SB 2 800 352 84 00 v'bl e 226 2 13
Lockheed .... : : : : : : : : : . Super
E lectra 14 Wright Cyclone GR-1 820-GJ 2 1680 55 1 15,000 v 'blc 265 240
Luscombe ..... . ..... .. Phantom 2 55 2 \Varner 1 145 142 1950 630
Martin . .. ... . . . . . ... 160 145
130 52 585 P & W Twin Wasp 4· 3400 2170 52,000 27, 389 180 1•10
Total Hliug GI'OSS Pa y ll ig!z Cruis,:ug
l-'lar.cs JITC M akl; of Eugi11 e No . of !?ated A rea IVeiRizt !.oad Stmd Speed
Nom e of M'o11uja ct.urer Mod el l_.bs. Lbs. MY.l l . M.P./I
/l.11 giucs fl . P. Sq . Fl .
No .
--- --- - - - --- ---
- - -5280
Martin .. . . ... . , .. ... . 139 W 5 Wri gh t G Cycl one 2 1700 67 8 111, 780 235 200
52 Pend. Wrigh t G Cyclone -~ 3400 229 0 62,000 32,643 190 165
Martin ....... 156 115 95
Mercury ......... . . .. T -2 2 235 LeBlond l 90 192 935 578
NA- 16 2 2-5 17 P&W l .1 50 2·18 1\.)00 1350 2 16 202
North American .... , . . 2 12
North American .... , . .. NA-16- l 2 P&W l 550 248 4500 1355 2 18
NA-1 6-2 2 P&W l 500 248 4500 1355 22 4 2 18
North America n . . .. . . .. 2 1.3
Nor th America n . .. . . . .. NA- 16-3 2 P& W l 500 262 5.300 2 100 220
NA- 16-<l 2 Wright l 440 248 3860 1035 188 17 8
North American . .... ... 260
North American ... . . , .. NA- 16-5 l Wright l 835 225 •1550 111 0 270
2 567 L eBlo nd 5-E l 70 14 7 13 10 200 115 105
Porterfield . . . . . .... . ...
Porterfield .. .. ... .. . , ..
35-70
35 -V 2 606 Velie M-5 l
l
65
90
l •l-7
14-7
13 10
1326
200
200
11 2
125
103
110
z
Porterfield .. . . . .. ..• . . 35 -W 2
2
61 1
Pend .
Warner Scarab Jr.
Continental A- •10 I 40 169 1040 220 80 70 tr1
......
Porterfield. . . . .... .. CP-40
Rearwin . .. ... .. . . . . . .. 7000 2 574- LeBlond I 70 166 1460 22 0 li S 103
Rearwin . . .. .. . ..... .. . 8500 2 5<) 1 LeBlond l 90 166 1460 220 123 11 0
Rearwin ..... , . ....• , . 9000 2 2-523 Warn er 1 90 166 1460 22 0 120 107 f--3
2 Cirru s l 95 145 1700 220 1•10 120
Rearwin . . . . .. .. .... , ..
Rearwin .. . . .. . . . ......
6000
6000M 2 Menasco I 125 145 1700 22 0 160 1•10 ::r::
J.-;
R earwin . . . .. . . . . . . , , ..
6000MS 2 Menasco I 150 14 5 1700 220 200 165
Ryan . ..... . .• . . . .. , . . S-T 2 5"1 Menasco 134- l 95 124 157 5 2 10 1·10 120
Ryan ......... , . . S-T-A 2 571 Menasco C4 l 125 1 2 ·~ 15 75 2 10 150 J27 ('J
Ryan . . . .. . .. • . . ..... S-T -A {/)
Special l Pend. Menasco C4S l 1. 50 1. 24 15 75 2 10 160 1:Js
3000 1340 42,000 <N95 188 163 J.-;
Sikorsky .. .. . . . S-42 -13 37 592 P & W S lEG H orne t ·~ 780.6 18.500 32 43 190 1.66
,....,.
Sikorsky ... . ....... S-43 18 593 P & W S LE G Horn e t 2 ISOO .<:.,
Stearman-I-Iammond .... Y- 1 2 Pend . Menasco C4 l 125 2 10 2 150 290 120 l\ 0
Stearma n-Hammond .. _. Y - 1-S 2 Pend. Menasco C4 S l 150 2 10 2 17 5 290 135 120 f--3
Taylor .. .. ....... . 2 595 Continenta l A-40- •~ l 40 178 97 0 175 85 72
Chance Vought . . .. .
J-2
SBU- 1 2 P & W Tw in W as p Jr I 700 53 18 205 ~
Chance Vought . . , . , . . SB2U - l 2 P & W Twin Wasp Jr. l 700 tr1
Chance Vought. . . .. . V-142 2 P & W Twin Was p Jr. l 700 32 7 5445 205
Chance Vought .. . . . , .. V-143
Vultee.. .. . .. .. . V- IA
l
10 5'f5
P & W Twin Wasp Jr.
Wri ght Cyclone SR-l820-F5 2
l
l
700
775
187
38<1-
4300
8500
280
23 0 2 10 >
f-(
Vultee ...... . . . .. . . , . V- IA lO 545 Wri ght Cyclo ne SR- l 82 0-G 2 l 85 0 384 85 00 235 2 15 :::0
Vultee .. . . . . . . . ..... V- IA 10 545 Wrigh t Cyclone SR- l 820-G5 l 85 0 3M 85 00 240 22 0
Vultee .... . , .. . . . . .. . . V-l l GB 2 or 3 Wright Cyclone SGR-1820- J 850 .384- 88 5.3 236 2 17
G2
Vultee .....•.. V- l i GB 2 or 3 Wright Cyclone SGR-1820- l 850 384 II , 150 225 203
G2
Waco .. . .. . . , . .. VKS-7 5 528 Continental W670M l I 2.50 21\0 .nso 739 1•18 1.31
Waco . . .. . . . .. .. .. . ... UKS-7 5 528 Cont inental W670K l 22 5 240 3250 783 147 130
Waco . . .. ...• . . ...... . ZKS-7 5 533 Jacobs L-5 l 28 5 2•10 325 0 718 1.) .3 136
Waco .......• . .. YKS- 7 5 533 J acobs L-4 l 225 24 0 325 0 7.16 l •].7 130
Waco ..... . .• . ....... YGC-7 5 P end. Jacobs L-4 l 22 5 2•16 3650 892 158 140
Waco .... .. . • .. .. .. , . ZG C-7 5 F encl. Jacobs L-5 I 285 246 3650 852 164 150 [\)
Waco . .... . .. . ... . . .. UGC-7 5 Pend . Continental W6 70K l 22 5 2•16 3650 922 158 140 ..j:>..
Waco . VGC-7 5 Pend. Contin enta l W670M 1 1 250 2•16 .3650 872 159 141 (.,H.
Waco ... ::::: :: :::::: . DGC-7 5 P end. Wr igh t R-760-E l l 285 246 3650 822 167 15 1
Waco .... . .. . . . . . . . . . . EGC-7 5 P end. Wri gh t R-760-E 2 l 320 24 6 3650 772 l 'N 156
Depew, Jr., and .Beckwith Havens, partners and airpla ne dealers with
headquarters at Roosevelt Field, Long I sland , 1 . Y . O ne day scores
of their friends gathered at the field and cong ratulat ed th em on their
anniversary. -B oth had been flying steadily f or 25 years, a record
held by few, if any, others and an accompli shm ent of which anyon e
might be proud-flying since rgr r.
"It is becoming easi er every year" was all th e two veteran s had to
say.
Commemorating the 33cl birthday of the airplan e on D ecember 17.
1936, Leighton vV. Rogers, president of th e Ae ronautical Chamber o f
Commerce o f A merica, representing th e aviati on manufacturers of th e
U nited States, sent a telegram to O rvill e \\i ri g ht pointing out th e
amazing development in a radically new vehicle during th e compara-
tively brief period o f 33 years. The teleg ra m 1·ead s :
" On behalf o f th e members of th e .-\ eronautical Chamber of Com-
THE AERONCA MODEL K

This side-by-side, two-place monoplane has the 40 h. p. Aeronca engine.
merce of America and the aircraft manufacturing industry which it

represents we felicitate you on this the thirty-third anniversary of
human flight, a date which Americans will ever commemorate as
marking the invention of the airplane by Orville and ·wilbur \i\Tri ght.
Those who design and construct airplanes are especially mindful of
your epochal achievement because the increasingly rapid progress in
aircraft design and construction is based on the same natural laws
which you were first to reduce to the aerodynamic science that gave
wings to the world. It has permitted the steady increase in speed.
Beginning with the 40 miles an hour speed of the first plane, our fight-
ing planes today approach 300 miles an hour, an increase of 650 per
cent in speed, and are capable of active service six miles above sea level.
Your first airplane engine possessed only r6 horsepower. Our air-
craft engines now range as high as r,ooo and 1,200 horsepower.
NE\V THINGS IN THE AIR 245
Throughout the world great industries have grown from the \Vright
invention. The American aircraft manufacturing industry alone em-
ploys approximately 30,000 persons. and represents several hundred
million dollars of invested capital.
"\Vorking throughout on the same scientific principles established
by you and your brother our aircraft industry has produced upward
of 40,000 airplanes. Your first plane carried one person. New trans-
port aircraft carry as many as fifty. and fly at more than three miles a
minute. There is every promise that aviation will make even more
rapid strides in the future.''
Rapid strides in aircraft manufacturing were made during 1936, as
the following account of company acth·ities will show.
Manufacturers of Aircraft
Aeronautical Corporation of America, Cincinnati, 0., produced
three new models, the Aeronca K, replacing the former C-3 ; the
.-\.eronca LC landplane and the Aeronca LCS seaplane. 1\Iodel K is a
two-place side-by-side high-wing strut-braced cabin monoplane, pow-
ered by an Aeronca E-1 13C 40 h.p. engine. It has a stated cruising
speed of 85 m.p.h., range of 250 miles, weight empty 590 pounds,
useful load 450 pounds, length 20 feet 7 inches, span 9 feet and wing
area q.6.35 square feet. Model LC is a low-wing cabin monoplane seat-
ing two persons, powered by LeBlond or \Varner engines. \Vith the
\Varner Scarab Jr. 90 h.p. engine the LC has a stated high speed of
123 m.p.h., cruising at 108 m.p.h .. range 535 miles, length 22 feet
30 inches, span 36 feet, wing area I 50 square feet, weight empty
1,0j4 pounds, and useful load 646 pounds. The LCS seaplane with a
Warner Scarab Jr. go h.p. engine is equipped with Edo floats, and has
a stated cruising speed of 1oo m.p.h., range 450 miles, weight empty
1,193 pounds, useful load 659 pounds, span 36 feet, length 23 feet
90 inches and wing area of 150 square feet.
Air Transport Manufacturing Company, Ltd., Glendale, Calif.,
produced a high-wing six-place cabin plane powered with three Kinner
K-5 engines. It had a stated high speed of 140 m.p.h.
The Arrow Aircraft Motor Corporation, Lincoln, Neb., was de-
veloping a two-seater, side-by-side light sport plane, Arrow Sport, a
low-wing, open cockpit monoplane, 36 feet nine inches wing span, 21
feet four inches in length, stated cruising speed 90 m.p.h., powered
with the 82 h.p. Arrow V-8 motor, a conversion of the Ford V-8
automobile engine.
The Autogiro Company of America, Willow Grove, Pa., was
continuing its intensive experimental work seeking further develop-
ments of rotor blade type aircraft. Three objectives were being
A IRCRAFT YEAR BOOK
THE AERON CA MASTER C-3

This side-by-side, two-seat high-wing mon oplane has the 40 b .p. Aeronca engin e.
AERONCA C-3
This two-place cabin plane is powered with an Aeronca E-1 13C eng ine.
NE\ THING I N THE \IR 247
r eached, expe rim entall y-a perfected means of direct control wholly
independe nt of m oto r power and forward peed· direct take-off with-
out any forward run ; and third, development of an au togiro >·v ith
cha racte ri stics of a motor car o that it might be operated on high-
ways when not in fli ght. A model of that design \··as completed for
the Bu r eau of A ir Comm erce. Experimental models of military de-
ign showed top speeds approaching r '"O m.p.h., an increase of 2 0 per
cen t over the speed of fEed-wing models u ing the same engine
horsepower.
Direct control was accomplished by mounting the rotor head on
bearings so that the movement of the pilots control stick simultane-
ous!) m o' eel the r otor, tilting it, a nd thu di splacing the di r ection of
rotor li ft in r espect to the center of g ravity and thereby giving a
defi nitely r elated controllin cr force durin cr any fli ght speed, even in
_,....
0
N
AERONCA K
A two-place plane for the private fl yer with an Aeronca E-rr3C engine.
AIRCRAFT YEAR BOOK
·.,.
I
AERONCA LB AND LC
This two-seater cabin monoplane for private flyers is powered with a Le Blond
85 h.p. engine or a 90 h.p. Warner Junior.
vertical descent. Elimination of wings and movable control surfaces

enhanced the simplicity of the autogiro. Direct take-off was ob-
tained by a control permitting the pilot to flatten the blades. The
pilot started his blades through the conventional rotor clutch and
steer mechanism, then brought them, with blades flattened and not
exerting lift, to a speed considerably greater than normal rotating
speed. He then released the starter clutch, permitting the blades to
assume normal flight incidence. The excess kinetic energy repre-
sented in the excess speed of the rotor was then converted into a
direct lifting force sufficient to lift the machine directly off the
ground. Individual designs developed by the Company's licensees,
NE'W THINGS IX THE AIR 249
Kellett Autogiro Corporation and Pitcairn Autogiro Company, are

described in the sections devoted to those concerns.
Barkley-Grow .-\ircraft Corporation, Detroit. Mich., reported
that it had designed an all metal, low-wing, twin-engine, eight place
transport, incorporating in the wing a multi-spar type of construction
- a multiplicity of full spanwise members of thin sheet metal having
their web sections lightened by blanked and flanged holes and their
"',.'
f\1
''
c~ :::. -=--=--_-_-_-=--_-:..-..J
~-------------------
1 ,..,
L--------------.1 ',,
1---1•--32.·~.:=::::=:::::======~-------~
BEECHCRAFT CI7R
This five-place cabin model is powered with a Wright Whirlwind 450 h.p. engine.
AIRCRAFT YEAR BOOK
flanges made of separate pieces of heavier gauged metal. The com-

pany was also planning to manufacture hollow , steel-bl aded propel-
lers.
The Beech Aircraft Company, \N ichita, Kans. , wa s producing
four different Beechcraft models, all hi gh speed five-place cabin bi-
planes. Two were powered with Jacobs engin es . Two carried \i\Tri g ht
engines. The Beechcraft CqB, with a 285 h.p. Jacobs L-5 engin e,
had a stated cruising speed of 177 m.p.h., landing at 45 m. p .h. , and
range of 700 miles. The Cr7L with a 225 h.p. Ja cobs L -4, had a
stated cruising speed of r66 m.p.h. and range of Soo miles. The
--- ----- -- --~------------
,-,
''
,-.
-t: . ··----=rl;
12-10~
BEECHCRAFT MODEL 18
A new model powered either with two Wright seven-cylinder engines or two Jacobs
of 285 h.p . each.
NEV THINGS I . THE . IR
Cr7R w ith 450 h.p. \\ri ght \1\i hirh\ ind had a stated cruising speed
f 2 02 m .p.h. , and th e same model with 420 h.p. v\ hirlwind had a
cru ising speed of 177 m .p.h. L oui e Thaden and Blanche Noyes flew
a \ righ t- powered Beechcraft when they won the Bendi.,x Trophy
race in 1936, a\ erag ing more than eight miles a gallon of gasoline
aa a in st head w inds. The Beechcraft models we re used extensively
by oil \\ ell drilling contractors. A new product of the company for
1937 was Beechcraft Model 18, a h\ in-eng ine lO\\ \\ ing cabin mono-
p la ne fo r ix passengers and two pilot· , a stated cruising speed of 192
m .1 .h. at ro ,ooo f eet, range 1 ,0 7 0 n"tile with full load, g ross ''eight
6 '"OO poun ds, empty weight 3,9- 0 pounds, span 47 f eet eight inches,
length 3 I fee t r I inches, height nine f eet five inches and \\ mg area
THE TWO ENGINE BEECHCRAFT

Th is eight-pa ssenge r tran sport, M o del 18, is powered by two 285 h.p. Jacobs
o r two 350 h .p. \ •V r ig ht \ i\ i hirl wind engi nes .
347 square feet. It was furth er described by the company as follows:

'·Po wer ed w ith two Wright 350 h.p . motors it shows a climbing rate
o f 1250 feet for first minute of climb. The take-off run is extremely
hort; this ship getting off with full load in less than four hundred
feet. The slow landing speed permits the ship to be landed in fields
much smaller than usually required for ships of similar capacity and
speed. The Model r8 Beechcraft is also designed for installation of
J acobs 285 h.p. motors which increase the economy in operation with
little loss in performance. For a swift, economical and luxurious plane
fo r use as a 'flying office' or in feeder line operation, the Model 18
-B eechcraft has a spacious cabin completely insulated to exclude noise
an d equipped with unique and effective ventilation and cabin tempera-
AIRCRAFT YEAR BOOK
·-w
~
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• I
BEECHCRAFT Cr7L
This four-five place cabin plane for the private flyer is powered with a Jacobs
225 h.p. engine.
ture control, which provides an ample, draftless, cabin atmosphere

under all weather conditions. The seating arrangement is optional
and may include a lounge or desk or both. In every case the upholstery
is luxurious and designed for comfort. The large baggage compart-
ment and toilet facilities are available from the cabin. Dual controls
and two-way radio are features that appeal to executives."
KE\ ' THI G I N THE IR 2 53
A BUSINESS BEECHCRAFT
This Jacobs p owered Beech product h as taken its owner to the Texas oil fields.
Bell A ircraft Corpor atio n, B uffalo, N . Y., was incorporated under

the laws of the State of New Yo rk in July, 1935, with Lawrence D.
Bell president and ge neral manager, Ray P. \ iV hitman vice president
and treasurer, Robert J. V\ oods chief engineer and Charles L. Beard
secretary and assistant trea urer. A ll were formerly connected with
the Consolidated A ircraft Corporation . Bell A ircraft Corporation
de cribed its 1936 activities as follow s: "Since the first of the year ·we
have taken over additional fl oor space, bringing our total square foot-
age now up to approximately I so,ooo square feet with additional space
u nder option. 'vVe have enter ed into two sub-contracts ·w ith Consolidat-
ed A ircraft Corporation cove ring ou r construction for it of all of t he
outboa rd wing panels for the PBY F lying Boats which Consolidated
i building for the Navy. 'Ne started deliveries in June and will com-
plete the total orders about the middle of 1938. In addition to this
production business, which has brought our total personnel up to more
than 6oo, we have a number of small spare orders 'vhich we are filling
i or the Army and Navy. Included among these are some for parts for
the G reat Lakes Aircraft Corporation BG-r Dive Bomber. In this
connection we bought at public auction last October all rights to the
manufacture and sale of the BG-1 Dive Bomber, including tools and
fixtures ."
254 A IRCRAFT YEA R BOOK
Bellanca Aircraft Corporation, New Castle, D el. , pr-:xluced its

Senior Pacemaker, with a 420 h.p. \1\!hirl wind eng ine, ca rrying a one
ton payload. That model was in use in Canada, ~ T o rway and A laska .
Senior Skyrocket models vvere sold to private o·wne rs in the U nited
States, another was used for aerial mappin g \·vo rk in A rabia. Capt.
James Mollison, British pilot, bought a Bellanca 28-70. It was nam ed
Flash and was designed f or record fli rrhts over long di sta nces, its 700
h.p. Pratt & Whitney Twin ·wasp Juni or g iving it a stated speed of
260 m.p.h. at g,ooo fe et. Late in 1936 Molli son fl ew th e F lash to Lon-
don, averaging 227 m.p.h. from land to land, 2,1 00 miles in nine hours
15 minutes. The Flash has a wing span of 46 f eet 2 inches, length 26
feet, height 7 feet and wing area of 279 square feet, weighs empty
4,074 pounds useful load 4,276 pounds and gross weig ht 8 ,350 pounds.
----- 16'-.o~··_- - - - - - i
·'..."'
r
BELLANCA SENIOR PACEMAKER
Powered with eith~r a P~att &_Whitney Wasp or a Wright Whirlwind engine,
this 6-place plane IS available m the Executive or Skyrocket DeLuxe models.
NE\i\ THL GS I N THE _ IR 255
It was a low-wing braced m noplan e, with tapered '·ing of braced,
two- pa r const ructi on, fabric-cO\ er cL Kurt B jorJ,:vall S'" edish avia-
tor, chose a -Bella nca Pacemaker monoplane and equipped it with
special fue l tanks for his attempted fli ght from New York to Sweden_
The company planned to market a low-price airplane in I937-
BELLANCA PACEMAKER
T his fr eighter is powered with either a Pratt• & Whitney \ 'Vasp 550 h.p. en-
gine or a 420 h.p. ·wright \ 'V hirlwind_
AIRCRA FT Y E A R BOOK
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BELLANCA AIRCRUISER
An all purpose transport-bomber powered with a Pratt & Whitney Horn et
750 h.p. engine.
Boeing Aircraft Company, Seattle, Wash., produced a fleet of the

world's fastest bombers, the four-engined YB-r7's, for the Army Air
Corps. Thirteen of these giant planes were being built, to provide a
formidable new addition to the nation's aerial defense equipment. In
appearance they were similar to the original experimental model of
this type plane, the Boeing 299, an all metal, low-wing monoplane,
. with retractible landing gear and tail wheel, and with five gun em-
placements, four of them in the form of streamlined "blisters". On
its initial flight from Seattle to Dayton, 0., the 299 covered the 2,100
miles non-stop in nine hours, offering a striking example of the
N E\i\ T H I NG I N THE ~ IR 257
THE BELLAN CA FLA SH

T hi s tw o-place plan e is powered with a 7 00 h. p. Pratt & vVhitney vVasp Junior
engine.
plane's performance. The Y B-r 7's were equipped with the new
\ iVright "G" Cyclone engines and H amilton Standard three-bladed
constant speed propellers. They rank as the largest land planes in
America, with a wing span of ros feet, length 70 feet, height rs
f eet , and gross weight r6 ton s. Their construction is of the typical
Boeing semi-monocoque type, consisting of longerons, skin stiffen-
er s, bulkheads and smooth outer skin covering of alclad aluminum
alloy. The planes carry the latest in fli ght and engine instruments.
I ncluded among them are automatic pilot, two-way radio equipment
and a radio "homing" device. Air-operated wheel brakes, which were
for the first time applied to aircraft in the original Boeing 299, are
another feature.
L ate in 1936 the Boeing Aircraft Company started production of a
AIRCRA FT YE A R BOOK
A CLOSE-UP OF THE BOEING BOMBER
BOEING 247-D
A 12-place transport powered with two Pratt & Whitney Wasps.
N L\Y THI N If\ THE ' IR 2 59
t------27~ 1 (----J·\
BOEING P z6 -A PURSUIT
This single-seater is powered with a Pratt & Whitney Wasp.
A I RCRAFT Y E AR BOOK
fleet o f six mammoth flying boats o rder ed by Pan A m eri can A ir ways
for tra nsoceanic service. Com plete deta ils of these g ia nt cli ppe r shi ps
w er e not made known. I t was a nn oun ced, however, t hat t he pla nes
would be trem end o us in size and passe nge r capacity, car ry ing m or e
tha n 6o p assenge rs, p r ov id ing sleepe r accomm odatio ns fo r 40 pas-
-W
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1 - - - - - - - - - 30"- o " " - - - - - - - - - - - - - - - - - - - - - ;
BOEING F IGHTER
This model F4B4 is powered with a Pratt & Whitney Wasp engine.
FOR AIR CORPS SERVICE
Pu tting fina l touches on one of the Boei ng bombers. It is 70 feet long, has a
wingsp read of 105 feet a nd is powered by fo ur 1 ,000 h.p. \1·right G Cyclone
engines.
enge r s and having a g ross weight of more than 8_,ooo pound s. It vvas
repo rted they would have a wing spread of 152 feet, a length of 109
fee t, a nd an over-all height of 28 feet. Their speed was expected to
range up to 200 m.p.h. These m arine g iants, described as ocean liners
of the air, will be internally braced, high-wing monoplane flyi ng boats
o f all-metal construction, riding the water during take-off and landing
on sh ort stub-wing hydro-stabili zers in teacl of the conventional wing
tip floats, Boeing officials ann ounced. They will be the first flying
boat s t o contain two full decks , an upper deck housing an elaborate
co ntrol cabin, crew's quarters and baggage compa rtment, and a lower
ec.k containing luxurious clay and night passenger accommodations,
a alley, lavatories, and dressing rooms. Exquisitely upholstered seats,
thor ough soundproofing, heating and ventilati on, reading lamps, and
wide v ision windows are among the features to be provided for a
superlative degr ee of passenger comfort and enj oyment during long
ocean flights. An interesting detail in the construction of these huge
planes is the provision of passage ways through the wings to the engine
nacelles to permit inspection and servicing of engines during flight.
The clipper ship proj ect ma rked the Boeing Company's re-entrance
into the civil flying boat field after a period of strictly military
p roduction. The company had not been in that field since 1929 when
it made final deliveries of its Model 204 single engine flying boats and
turned to other types. One of the most famous Boeing flying bo.ats
A IRC R Al~ T YEAR BOOK
was the P B-1 of 192 5, a la rge twin- eng ined Navy patrol boat w hich
held r ecords as a weig ht ca rrier. T he earli es t Boeing fl ying boat t o
achieve f ame was the Boeing B-r built in 1919 d urin g th e Company's
early years and used by the la te E dward H ubbar d beginning in 1920
when he bega n this country's fi rst p ri vately contr ac ted airma il se rvi ce
and the first internati onal air ma il se rvice, fly ing betwee n Seattl e,
..Washington and V ictori a, B . C. The fir st of the new Boeing cli ppe rs
was to be ready for the air in the late f all of 1937.
In 1936, the Boeing Company com pleted anoth er milita ry proj ect
involving a total of 136 P26-type fi ghte rs fo r the Air Corps, deliv-
ering 23 P26-C's, differing in minor details from the orig inal
P26-A's. These P ratt & vV hitney vVasp-powered pla nes we re single-
seaters of the all metal, low-w ing m onoplane type, with w ire-braced
wings and landing gear. A fleet of 10 sing le-seater pursuits known
as the Boeing 281, an ex port version of the P 26-A, was delivered to
the Cantonese air force in China. The 281 had a stated hi gh speed
of 235 m.p.h.; cruising speed 210 m.p.h. ; landing speed 68 m .p .h.;
service ceiling, 28,200 feet; crui sing r ange 745 to 1,115 miles. The
plane may be operated as a fighter with two machine guns or as a
fighter-bomber carrying either five 30-pound bombs or two 122-
pound bombs.
Boeing 247-D twin-eng ine all metal low-wing transport planes
during 1936 were being flown an average of more than 6o,ooo miles
daily, equivalent to twice the distance around the world, in the service
of United Air Lines, Pennsylvania Airlines, Western Air Express,
National Parks Airways, and Wyoming A ir Service. A Boeing trans-
port was in regular use by Marshal Chang Hsueh Liang in China,
and another, with special deluxe features, was used by executives of
the Phillips Petroleum Company.
Carrying out a sizable plant expansion program during the year,
the Boeing Aircraft Company purchased a 28-acre tract adjacent to
Boeing Field, Seattle, on which was constructed a new assembly plant
large enough to accommodate nine of the four-engined Boeing
bombers, fully assembled, at one time. This new plant unit, along
with a new hammer shop building increased the Boeing plant area to
a total of 408,550 square feet.
The Boeing Company observed its twentieth anniversary in 1936.
Since July, 1916, when it began operations with a handful of em-
ployees in a one-room shop on Lake Union, Seattle, it had produced
2,000 airplanes of 62 different types.
Lawrence W. Brown Aircraft Company, Los Angeles, Calif.,
produced the Brown B-3 and B-3-R, for sport, racing or training.
The B-3 had a 250 h.p. Menasco engine and the B-3-R had a Wright
N E \ N T H I NGS I N THE AIR
i\i hirlw ind fro m 28 - to 350 h.p . The plane had a wing span of 32
feet, length 26 feet , stated top speed of 20 5 m.p.h., crui sing at 190,
a nd r a nge of 6oo mil es. T he company built a new racer f or Col. Ros-
coe T urn er with whi ch he hoped to break records in 1937.
Consolidated A ircraft Corporation, San Diego, Calif., with 3,000
em ployees , ex panded its plant 8o per cent in 1936, and planned to
ha' e 440 ooo squa r e f eet in serv ice in 1937. The mai11 factory, 1,000
fee t long a nd 300 feet v, ide, pe rm itted straight line production of the
larue N av) patrol boats built by Consolidated. The company pro-
duced 50 PB-2 two -place pursui t planes for the Air Corps. They
- l H~
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\1-(___ "~s" _ __ :-l\(

CONSOLIDATED PB z-A
A Curtiss Conqueror-powered two-place pursuit ship.
AIRCRAFT YEAR BOOK
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CONSOLIDATED FLEET 21
This two-place sport plane is available powered with either a Pratt & ·whit-
ney Wasp Junior, or a Lycoming engine.
..
.
?\EW THIKGS IX THE AIR
were powered with Curtiss Conqueror engines. Details of their high

performance were military secrets. The company was working on
orders from the Xavy for a total of no twin-engine long range pa-
trol flying boats and spare parts equiYalent to 22 additional machines.
The orders included 6o planes of the PRY- 1 type. contracted for in
1935, and 50 of the PBY -2, latest of a long and distinguished line of
flying boats designed by Consolidated. In 1937 the company planned
to finish development work on an eYen more adYanced design for the
Xavy. Consolidated was also completing an order of six P2Y-3 fly-
ing boats for the Argentine ~avy. The company also produced the
Fleet model sport and l\Iodel 21 trainer at the plant of its subsidiary,
Fleet Aircraft of Canada, Fort Erie, Ontario.
'
E:::
CONSOLIDATED P2Y-3
A Navy long-range patrol bomber powered with two geared \Vright Cyclone
engines.
266 A IRCR AF T Y E A R BO O K
r------------------- -------- 10'- --------------------------~
CONSOLIDATED PBY-r
Navy patrol flying boat powered with two Pratt & Whitney Twin Wasps.
Curtiss Aeroplane Division of the Curtiss-Wright Corporation,

Buffalo, N . Y. , completed 135 SOC-I scout observation planes
for the N avy and started work on 40 more of the same type.
Eighty-five Navy scout bombers were to be delivered in 1937 as
were a number of Wright Cyclone-powered Y1A-18 twin-engine
attack planes for the Army Air Corps. Other developments in-
cluded production of YIP-36 single-seat pursuit, the SBC-3 two-
seat scout bomber and Curtiss Hawk Type IV single-seat fighter. Sev-
eral order s were filled for foreign governments. The YIA-18 was
believed to be the only two-engine attack plane in the world. It was
NE\1. THI1 I THE AIR
I I
I 1
1 1
1 1
- --------------~ ~
1
I
CURTISS HAWK P URSUIT

This T ype IV is a single-place pla ne Wright Cyclone-powered.
I I
I I
I I
----------: 1-----------
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I I
I I
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CURTISS HAWK PURSUIT P-6E

It is powered with a Curtiss Conqueror engine.
::\EW THINGS I::\ THE AIR
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CURTISS SBC-3 SCOUT BOMBER
A two-place scouting plane, powered with a Pratt & Whitney Twin Wasp Junior.
AIRCRAF T YE A R B OOK
I I I I
I I I I
~ I
i: 14 -4 -------=:::r-
CURTISS ARMY ATTACK-BOMBER
This model A-r8 is powered with two Wright Cyclones of r,ooo b.p. each.
an all metal, mid-wing monoplane with retractible landing gear. The

pilot and the gunner were sheltered in cockpits with transparent
hoods. Performance was a military secret, but the Y1A-18 was ad-
mitted to be one of the fastest two-engine machines ever built, with
an exceptionally long range and capable of attack work close to the
surface. The Curtiss Aeroplane Division has been carrying on
production of its electric controllable pitch propeller, designed
to make possible setting the angles of the blades at any pitch,
N E \i\ THI NG I N THE AIR 271
eve n to th e extent of f eathering the blades on one engine in case the

oth r eng ine fai ls on a twin-eng ine pla ne. These propellers we re in
se rv ice in the _ ir Co r ps, th e Navy and on commercial planes .
L ate in the yea r the Curti ss ·er oplane cl ivi ion prod uced the Sea-
rr ull , a n expo rt version o£ the -r. T he eagull i a single pontoon
CURTISS HAWK 75
A sin gle-seat pursuit powered w ith a Wright r,ooo-horsepower engme.
272
AIRCRAFT YEAR BOOK
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- - - - - - - - - - - - - ... 1
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CURTISS HAWK BF2C-I

This Navy fighter is Wright Cyclone powered.
seaplane. It is 32 feet long, has a span of 36 feet, and is powered by

a Pratt & Whitney 550 h.p. vVasp engine.
St. Louis Airplane Division of the Curtiss-Wright Corpo-
ration, Robertson, Mo., entered the field of all metal cantilever
monoplanes with its development of the Coupe, Model 19vV, a
XE\Y TI-II~GS IX THE AIR 2i3
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--- ... -----------------'

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CURTISS HAWK PURSUIT TYPE III

A one-place pursuit powered with a \V right Cycl~ne 780 h.p. engine.
two- and three-place commercial cabin plane, and the Model 19R, a
two-place enclosed cockpit, advanced military trainer for use as a
trainer, two-place pursuit or observation ship. The company contin-
ued development of its Model 14 advanced trainer, a two-place ad-
vanced military training plane with full armament equipment, includ-
,-..
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---¥- "'
r---a-1~ -+
CURTISS ARMY PURSUIT P-36
This one-place military plane is powered with a Wright Cyclone I,ooo h.p. engine.
ing synchronized and flexible machine guns, bomb racks, radio and
camera. Curtiss-Wright also produced a number of its Model r6 train-
ers, a primary military training machine. The Coupe 19W had a wing
spread of 35 feet, 70 per cent of which carried flaps, which with slots
and an ingenious aileron control, rendered it practically stall-proof
and spin-proof, according to the builders. It had a cruising range of
580 miles, and a stated speed of 131 m.p.h. powered with a Lambert
EW THI NGS I THE AIR 275
90 h .p. engine. The Model 19R trainer was powered by a ·wright

v\ hirlw ind engine, ranging fro m 250 to 420 h.p. Flaps on 55 per cent
of the 35-foot ·wing reduced the landi ng speed ro miles an hour. It
had a service ceiling of from 19,000 to 25,000 feet, stated cruising
speed of from 169 to 201 m .p.h ., depending on eng ine power and
load, and a range o f f rom 570 to 602 miles.
- - - - - - 36 1_ _ _ _..,
CURT ISS SEAGULL

A Pratt & Whitney vVasp-powered seaplane carrying two.
AIRCRAFT YEAR BOOK
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----- ---- I :
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CURTISS OBSERVATION SCOUT

Model SOC-1, powered with a Pratt & Whitney Wasp.
::\E\V THI::\GS I::\ THE AIR 2 77
~-----------44~0·~·-----------
CURTISS SHRIKE
An attack plane powered with a \Yright Cyclone 775 h.p. engine.
A IRCRA FT YEAR BOOK
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CURTISS-WRIGHT TRAINER
A vailable as either a land or seaplane, it is powered with a choice of a \il/arner
Scarab or a Wright Whirlwind engine.
N EVV' THI GS I N THE AIR 2i9
CURTISS-WRIGHT ADVANCED TRAINER

This military trainer is powered wi th a w·right 'Whir lwi nd engine.
-:: ----~-- ·-
'_,..,
..,
CURTISS-WRIGHT SPEEDWING
A one to three-place plane for the private flyer, powered with a \Vright Whirl-
wind engine, available in ratings of 285, 330, or 420 h.p.
XE\Y THIXGS IX THE AIR
CURTISS-WRIGHT BASIC TRAINER

Wright Whirlwind-powered, this model 19-R is a two-place plane.
282 AIRCRA FT YEA R BOOK
-
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6 4 -S z - -
J
DOUGLAS DAY-SLEEPER TRANSPORT

Available either as a 21-passenger day plane (DC-3) or a 14-place sleeper (DS-T)
these planes are powered with two Pratt & Whitney Twin Wasps or Wright G-2
Cyclone engines.
Douglas Aircraft Company, Inc., Santa Monica, Calif., employ-

ing 400 engineers and 4,000 others, at the beginning of 1937 had built
and sold 150 DC-2, 14-passenger day transports, including r8 cargo
transports for the Army Air Corps. These transports made their ap-
pearance in air line service early in 1935, and became popular through-
out the world. The company produced a new model in 1936, the
DC-3, a daylight transport carrying from 14 to 21 passengers.
Equipped for 14 passengers the DC-3 was virtually a club plane, with
individual lounge chairs much larger and more comfortable than or-
E \ iV THI GS I N THE AIR
dinary seats in regular planes . The cabin of the DC-3 ·was seven feet
eig ht inches wide, 27 feet eig ht inches long and 63/z feet high, not in-
clud ing other compartments on the ship. Carrying 21 passengers the
cabin h ad a wide aisle, with two rows of seven chairs on one side and
one row of seven on th e other. The DST was the sleepe r version of
t he D C-3. It was the first air-liner to be designed and built primarily
as a sleeper. Two berths, a lower and an upper in each of six sections
accom modated 12 of the 14 passengers in the main cabin. fade up
0 0 0 0
DOUGLAS DF FLYING BOAT

Powered with two Wright G Cyclones, this commercial flying boat carries 2
passengers and crew of four. 3
AIRCRAFT YEAR BOOK
for day flying the sections would seat 24 passengers. The Sky Room,
a private compartment, offe red both day a nd night accommodations
for two passengers. The DST and DC-3 had a wing span of 95 feet,
wing area of 987 squa re feet, overall length s 64,0 feet and height
I6 feet II inches in three-poi nt positi on. These ships, powered by
either two Pratt & \Vhitn ey Tw in \ t\ asp or two \ tV ri g ht G-2 Cyclone
e11gines, had a stated hi g h speed o f 2I2 m .p.h., cruising at r8o m.p.h. ,
land ing at 64 m.p.h. , se rvi ce ceiling o f 22,000 feet, and could opera te
on one engine. They carried gross loads of about r2 ton . . A.t th e be-
A NEW NAVY FIGHTER

Experimental FD-1 two-place fighter developed for the Navy by Douglas. It is
powered by a Pratt & Whitney Twin Wasp engine.
ginning of 1937 Douglas had sold 20 DC-3 planes to U nited Air

Lines, I7 to American A irlines, two to Eastern Air Lines, eight to
TWA and eight to Dutch A irlines; and eight DST sleepers had been
delivered to American Airlines. The latest developm ent of the Doug-
las company was the DF flying boat carrying 32 passengers and a crew
of four. It was a twin-engine center-wing monoplane, powered with
two Wright G Cyclone motors, wing span 95 feet, overall length 69
feet Io% 6 inches, height I7 feet 97~ inches. The company was
also completing an order of twin-engine bombers for the Air Corps.
NE\V THI~GS IX THE AIR
-----re· -===+------r
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FAIRCHILD AMPHIBION MODEL 91

A 10-place transport powered with either a Pratt & Whitney 750 h.p. Wasp or
Wright Cyclone 760 h.p. engine.
FAIRCHILD MODEL 24
Ranger-powered three-place plane for the private flyer.
Fairchild Aircraft Corporation, Hagerstown, Md., was supplying

planes to several different classes of users at the beginning of 1937.
The company produced the Fairchild 24 for sportsman pilots, the
Fairchild 45 for executive and private transport and the Fairchild 91
amphibian for air line use and for those private owners desiring
something in a class with a yacht. The 24 model was powered with
either the Ranger 150 h.p. inverted in-line engine, with motor-driven
generator and electric starter equipment, or the Warner Super-Sea-
NE THINGS I T THE AIR
r ab 14.3 h.p. radial engine. Both models carr ied flaps, safety glass
win d hi eld , wheel brakes, balanced a.ilerons and other modern equip-
ment. The 24 ''as a three-passenge r plane. The Fairchild 45 was a
fi >e-place monoplane with 320 h.p. \1\iright \1\ih.irlwind engine and a
tated crui sing speed of 173 m.p.h. at s ,ooo feet. The Fairchild 91
amphibi a n was a tapered vving, two-spar type, full cantilever metal
A. in.,=; boat with r etractible wheels. Powered with either a 750 h.p.
P ratt & \ hitn ey Hornet or 760 h.p. \1\ right Cyclone it was a ro-place
hip with add itional capacity fo r I ooo pounds of cargo. It was 46
FAIRCHILD C-8-F
A three-place plane for the private flyer powered with a Ranger engine.
t="_ _
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---- -----~ --- ------------------------

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FAIRCHILD MODEL 45
A five-place plane for the private owner, Wright Whirlwind-po wered.
feet long, had a wing span of 56 feet and a stated cruising speed of
152 m.p.h. The company reported that it planned to develop the
model as a twin-engine ship in 1937.
Fleetwings, Inc., Bristol, Pa., brought out a four-passenger cabin
amphibian, the Sea Bird, the first stainless steel airplane built for
commerci al use. It was fabricated by the "shot-weld" process, fuse-
lage and wing making one unit, with new features in streamlining
and light weight. The Sea Bird weighed 2,285 pounds empty, had a
fuel capacity of 52 gallons, Ioo-pound baggage capacity, and a rated
N E Vv THI NGS I N THE A IR
hi gh speed of I S O m.p.h. , with a 283 h.p. Jacobs engine. It had a

sen ice ceiling of I 5,000 feet and a range of 450 miles. It was
equ ipped with flaps a nd drooping a ilerons, and had a landing speed
of 47 m.p.h. The retr actible land ing gear was operated hydraulically.
ll fitting wer e placed well above th e \Vater line. The tail wheel was
al o r etractible. The machine was f ully eqttipped with blind flying
faci lities. The cabin \·\ as soundproo fed to So decibels. The mono-
FLEETWINGS SEA BIRD

This four-passen ger amphibian is powered with a Jacobs 285 h .p. engine.
AIRCRAFT YEAR BOOK
AN AIRPLANE OF STAINLESS STEEL

The new Jacobs-powered Seabird amphibian developed by Flec twin gs, Inc., at its
Bristol, Pa. , plant. The hull is of shot-welded stainless steel, and it has accommo-
dations for four persons.
plane wing was cloth covered. The Sea Bird had a wing spread of
40;/z feet, length 31 feet 50 inches and wing area of 235 square
feet. Its height was less than 13 feet.
The Goodyear Tire and Rubber Company, Inc., Akron, 0 ., oper-
ated its fleet of non-rigid airships, the "Reliance" and the "Puritan"
at Cleveland all summer, the "Puritan," "Resolute" and "Reliance"
in Miami and St. Petersburg in winter, the "Enterprise" continuously
at Washington and the "Volunteer" at Los Angeles. The "Enter-
prise" performed a great feat in taking food and Red Cross supplies
to ice-bound residents of Tangier Island. Frank Trotter, of the Good-
year staff, won the 1936 National Balloon Race out of Denver. He
landed at Presho, S. D ., having drifted a di stance of 385 miles.
Grumman Aircraft Engineering Corporation, Farmingdale, N.
Y., continued to build single-seat fighters and utility amphibians for
the Navy. The single-seat fighters, model F3F-1, are similar to the
F2F-1 but carry a heavier armament load with better performance.
Fifty-four F3F-1 airplanes were delivered during 1936. The utility
amphibians, model }2F-1, are a development of the JF-1, JF-2, and
JF-3 planes previously built for the Navy and the Coast Guard. This
type of airplane held the world's speed record for amphibians, and
the altitude record carrying a soo kilogram load in the same classifi-
cation. Both these records were made by Coast Guard personnel fly-
ing one of their standard JF -2 Grumman amphibians. More than
NE i\ T H I G I N THE AIR
seventy-five of that type were built fo r the avy and th e Coast

G u ard. Dur ing 1936 an e.,"\:perimental scout-bomber an d an experi-
me ntal single-seater were deli vered t o the Navy. A nother ex peri-
men tal sing le-seat airplane of advanced desio-n 'vas to be delivered
ea rly in 1937. Several of the compan) 's military models were re-
leased f or e.,-xport during the yea r. The Scout, fo rmer! known as the
SF-I airpla ne, is a t wo-seater equipped with a \ iVright Cyclone of
GRUMMAN NAVY SCOUT

A military two-place plane, powered w ith a 7 00 h.p. Wright Cyclone'.
AIRCRAFT YEAR BOOK
- - - - ..,·-)~-------
'I
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'
·~
GRUMMAN JF -2
A two to four-place military plane powered with a Wright Cyclone 775 h.p.
engine.
NE\i\ THI GS I N THE IR 293
A GRUl\HIA 1 FOR AL \VILLL . IS

It powered by a \\' right G Cyclone engi ne. ca rri es radio and IS built for
both cross -country and exhibitio n flight .
700 h.p. It has a stated top speed of -07 m.p .h. and a range of Soo
miles . It is equipped to carry a fixed and fl ex ible gun as ·well as
bombs. The amphibion, identical with the Coast Guard JF-z model ,
is basically a two- seat airplane but has a la rger lower compartment
fo r a cameraman, radio operator, re cue l personnel, or stowage
s pace. This plane is normally equipped with a \1\ right Cyclone of
750 h.p. but is adaptable to any similar power plant. It has a normal
top speed of 175 m.p.h . and lands at 63 m.p.h. It is equipped with
the typical Grumman landing gea r that completely retracts into the
ide of the hull. Eight of those planes were built for the Argentine
Government. A twin-engin ed, six-place amphibian vvas designed for
p rivate owners, and ten were being built for 1937 delivery. The plane
is a high-wing, full cantilever monoplan e with two Pratt and \1\Thit-
ney \ iVasp Junior 400 h.p. engines mounted in the leading edge of the
wing. The estimated top speed is 180 m.p.h. with cruising range up
to 750 miles. A special single-seat airplane with a \1\1 right Cyclone
"G" engine was built to order for Major A l \ iVilliams. This plane is
specially designed for acrobatics as. well as being exceptionally clean
for appearance and high speed. \1\1 1th the \ iVright G-5 Cyclone it has
a stated top speed of 290 m.p.h. at altitude and a cruising radius of
......
!'!
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DIAM. ---t---
KELLETT KD-1
A two-place autogiro for private operations powered with Jacobs engine.
1,000 miles at 220 m.p.h. It was built to withstand a terminal velocity

dive followed by an 8 "g" pull-out.
Kellett Autogiro Corporation, Philadelphia, Pa., at the beginning
of 1937 was continuing to develop its YG-r direct control wingless
machine, one of which was acquired by the Air Corps. Development
work on the KD-1 for commercial use also was continued.
Lambert Aircraft Corporation, Robertson, Mo., reported 1936
the best sales year in its history, with four models in production-
E\i\ THI GS IN THE AIR 295
the De Lu.xe JVIonocoach, 1\ll onosport, Monoprep and twin-engine

1\ilonocoach. The De Luxe ionocoupe model 90A, ''as powered with
the Lambert 90 h. p. engine and had a stated cruising speed of rro
m.p.h., and more than 32 were sold in 1936. The Monoprep and the
M onos port were two new de ·elopments, t\ ·o-place side-b) -side mono-
planes. They had a stated cruising speed of roo and IIO m.p.h. re-
pecti' eh. The Lambert H twin-engine Ivionocoach ' as powered
with two Lambert 90 h.p. engine . It was a low-wing, cantilever
m onoplane, its cabin seating four and fi ·e persons. The \\ ing span
·.,
_,.,
\ - - - - -- - - z_g'- 6··-----~
LAMBERT MONOPREP
A two-place plane for the private flye r, powered with a Lambert engine.
A IRCRAFT YE. R BOOK
THE LAMBERT MONOCOACH

A four-place cabin ship po wer ed by two go b .p. Lamber t engin es.
"'
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~------------------------------------32~·-----------------1
LAMBERT MONOCOUPE
This deluxe cabin plane is powered with a Lambert R-266, go h.p. engine.
NE \ i THI G. I N THE \ Il~ 297
LAMBERT MONOCOACH
This twin-engine, Lambert-powered deluxe cabin plane for the private owner
ca rries fo ur.
was 36 feet, length 24~0 feet. a stated high speed of ISS m.p.h. ,
crui sinrr at r 35 and 142 m .p.h. The company planned to develop a
h i gher~owered twin-engine shi~ in I937·
Lockheed Aircraft CorporatiOn, Burbank, Calif., in 1936 discon-
tinued production of its streamli ne Vega, Orion and Altair models
devoting the major part of its activity to the production of the fast:
twin-engined Lockheed E lectra, a IO-passenger, all metal transport
which was being used by Delta A ir Lines, Braniff Airways, .01icago
AIRCRAFT YEAR BOOK
LAMBERT MONOSPORT
A Lambert-powered plane for the sportsman pilot, seating two.
and Southern, Eastern Air Lines, Northwest Airlines, Hanford Air

Lines, Boston Maine-Central Vermont Airways, Pan American Air-
ways, Canadian Airways, Guinea Airways, L. 0. T. ( Polish) Air
Lines and many independent corporations and private flyers. Expe-
riencing the most active year in its colorful hi story, Lockheed was em-
ploying 850 men and had added several hangars to its factory. A
production schedule of six planes a month was being followed. Orders
totalling more than $I,25o,ooo were recorded at the end of August,
1936. Two new transport models were developed during the early
part of the year, a small, six-passenger, hi-motor plane known as the
NE\V THINGS IN THE AIR
Lockheed 12, and a large, q.-place hi-motor to be called the Super-

Electra. Both of these transports followed the familiar design of
the 10-passenger Electra and were of all metal construction. The
twin-rudder-and-fin type of empennage which identifies the Electra
both here and abroad was carried over into the new models. Model
12. powered by \Vasp Junior engines. was a fast commercial hi-motor
airplane. It had a stated cruising speed of 213 m.p.h. and a top of
nearly 230 m.p.h. Orders for the 12 were being filled at the rate of
two planes each month. The Super Electra was to be produced in
1937. Pre-test figures showed that it would be even faster than the
LOCKHEED ELECTRA
A 12-place, twin-engine transport, powered with either two Pratt & Whitney Wasp
Junior engines or two Wright Whirlwinds.
300 A IRCR AFT Y E AR BOOK
··-·,
...
~-
LOCKHEED 12
An eight-place, t\yin-~ngine transport with a choice i~ power plants including
Wnght Whirlwmds, Pratt & Whitney Wasp Jumors and Menascos.
Lockheed 12, carrying heavier loads. Lockheed entered two f oreign

fields in 1936, sending planes to Australia for Guinea Airways and to
Canada for Canadian Airways. The latter line used its Electras to do
experimental flying for the news trans-Canada air mail route.
Other purchasers of Lockheed transports were Continental Oil
Company, U. S. Department of Commerce, U. S. Army Air Corps,
Bata Shoe Company of Zlin, Czechoslovakia, the world's largest shoe
~E\V THINGS I~ THE AIR 301
company, and many priYate owners. For the first time since the com-
pany was organized in 1932, Lockheed signed three separate con-
tracts with the Army Air Corps in 1936. A special Electra was built
for Amelia Earhart. Equipped with special tankage for a capacity
of I .250 gallons of fuel and fully supplied with all modern aircraft
instruments. the Electra, a Yeritable "flying laboratory." was to be
used by :r..Iiss Earhart for a series of flights under the sponsorship of
Purdue University. Lockheed employment was more than doubled
..
.
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LOCKHEED SUPER-ELECTRA
transport is powered with two \Vright Cyclone engines,
This 14-passenger rated at 840 h.p. each.
SIDE VIEW OF THE LOCKHEED 12

An eight-place twin-engine transport for business or air line use.
at the beginning of I937, and prospective contracts were the largest

in its history.
The Glenn L. Martin Company, Baltimore, Md., completed an
order of Model B-ro-B twin-engine bombers for the Army Air
Corps, and continued export of the same type as Model I39-W, with
Wright Cyclone G engines, a stated high speed of 239 m.p.h. at q ,ooo
feet, service ceiling 29,000 feet and endurance range nearly eight
hours.
Following completion of the first three Martin I30 flying clipper
boats for the Pan American Airways the Martin Company continued
development work on huge ocean flying craft model IS6. The new
series flying boat had a gross weight of 62,000 pounds, I 57 feet wing
span, length overall 90 feet seven inches, height 26 feet four inches.
\i\Tith four Wright Cyclone G-2 engines it had a stated high speed of
I90 m.p.h., cruising at I56 m.p.h., and as an IS-passenger sleeper the
stated payload totaled IO,ooo pounds over a non-stop range of 2,400
miles against a 35-mile headwind. Several new models were on the
Martin experimental list.
NE\ 1 THI N GS I N THE AIR
Me rcury Airc raft, Inc., Hammondsport, . Y . produced a two-

at hi gh-wing monoplane with the '·i.ng supported abo e the fuselage
1 y means of ee struts. The wing and fuselage tructures '' ere of
teel tubing . Powered with a 90 h.p. LeBlond engine, the T-2 had a
<YrO s \\ eight of 935 pounds, a stated top speed of II5 m.p.h. and
landed at 40 m.p.h. The \\ ing span was 35 feet eight inches, the length
-3 feet, and the cru.ising range 375 mil es.
orth A merican Aviation, Inc., ianufacturing Di ision, Ingle-
wood, Calif. , transferred ope ratiow from its previously operated
ea te rn plants, B/J A ircraft and General viation, to a newly con-
t ructed modern airplane factory, directly on the Los Angeles Muni-
cipal A irport. Production on 95 . S. Army basic trainers was start-
r-------------------~------1 30·--------------------------~
MARTIN I30
A so-place commercial flying boat powered with four Pratt & Whitney Twin Wasps.
-~
:-\IRCRAFT YEAR BOOK
·'.,"'
.
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~~~~~~~=~~~~~~~
1
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MARTIN 139
A Wright Cyclone-powered twin-engine bomber.
ed early in 1936 in this west coast factory of 175,000 square feet and
the entire order was delivered during the year. The Army designa-
tion of this basic trainer was BT-9. Features include low-wing, all
metal, full cantilever construction, welded steel tube fuselage with
quickly removable fabric covered side panels and wide tread landing
gear with single leg fork and air and oleo shock absorbers. The en-
tire power plant and accessories were removable as a unit and could
be changed in less than an hour. It was powered with a 400 h.p.
Wright Whirlwind and had a stated high speed of 175 m.p.h., land-
ing at 56 m.p.h.
For export trade, North American produced five models, all low-
wing monoplanes, known as the NA-r6. Basicaiiy it was the same as
the U. S. Army BT -9 and was converted into the several models by
.'
KE\V THINGS IX THE AIR
.
substituting different wing panels or changing cockpit arrangement.
These five models were two-seat general purpose, two-seat fighter.
two-place bomber, two-place advanced trainer. and single-seat fighter.
Power plants from 225 h.p. to 850 h.p. could be used. as tl}e airplane
had been designed and constructed to accommodate these types. A
stated high speed of 270 m.p.h. was obtained on the single seat fighter
with \Vright Cyclone G-37 engine. Xorth American also delivered
to the Air Corps a modern. mid-wing, all metal monoplane obsenra-
tion ship. the XO-..J.f. This is a new design 3-place mid-wing mono-
, .
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al
NORTH AMERICAN BOMBER

A two-place military plane, available with of a choice of power plants.
AIRCRA FT YE A R BOOK
,-,
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NORTH AMERICAN PURSUIT

This single-seat versi o n of the N A-16 is powered with a Wright G Cyclone
engine.
I E\~ THI NGS I N THE AIR
.
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NORTH A:lviERICAN OBSERVATION-ATTACK

Powered with a \iV right Cyclone engi11e this military plane seats two.
plane with observer's station in the fuselage "belly," being the first of
the type designed especially for the observer. Crew consists of pilot,
gunner and observer. Construction is all metal with fabric covered
control surfaces. A specially designed and thoroughly tested hydrau-
lically operated retractible landing gear is installed on this plane;
wing flaps are also hydraulically operated; and has a wirig area of
349 square feet. Powered with an 850 h.p. Wright Cyclone engine its
A IRCRAF T Y E A R BOOK
NORTH AMERICAN BT9

An Army Air Co rps trainer, powered with a \i\Trig ht Whirlwind 400 h.p.
engine.
maximum speed is 238 m.p.h. North American also built a two engine
bomber, the "Dragon," for the Army Air Corps competition in 1937.
Details, of course, were a secret.
The Northrop Corporation, Inglewood, Calif., at the beginning of
1937 was working on production orders for Air Corps attack planes,
and dive bombers for the Navy. The Army attack plane model A-17
was a low-wing metal monoplane, and r ro were being built for the
1 EvV THI G I N THE A IR
A ir Co rps. The dive bomber, XBT-r \"\aS also a low-wing metal

monoplane, a nd 54 were being built for the -avy. .r orthrop also
p roduced the Delta tran port, a five to seven-place low-wing metal
monopla ne with 71 0 h.p. \A/right Cyclone engine, stated speed of 205
m.p .h. crui sing, and ran ge of r ,goo miles. The Northrop Gamma
bombe r , another product, wa p wered with a A. right Cyclone had a
tated cruising speed of 194 m. p .h. and range of I, oo mil es carr ·ing
r o bombs halfway.
P itcairn A utogiro Co mpa1w, \• illow GrO\ e, Pa. continued the
de' elopment of a utogiros and deli\ ered to th e B ureau of 1r Com -
merce a machine ca pable of ha ing its wings folded back and then
>---- - 1 3~o ·'-----;
N ORTH AJviERICAN PRIMARY TRAINER

This is ava ila ble with a choice of power plants in various ho1·sepower r~tings.
ll
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NORTH AMERICAN X0-47
A U. S. Air Corps observation plane.
operating as a motor car. The Pitcairn model AC-35 is a two-place

cabin autogiro with folding blades and road drive mechanism. The
company reported that it had a high speed in the air of approximately
roo m.p.h. and 30 m.p.h. on the road, with cruising range of about
three and one half hours with 90 h.p. engine.
Porterfield Aircraft Corporation, Kansas City, Mo., reported that
it was in production on five models of light planes, powered with War-
NE\i\ THI NGS I N THE A IR 311
ner 90 h.p. , elie 6 5 h.p. and L e Blond 70 h.p. respectively. The com-
pa ny repo rted that it had completed sati facto r · fli ght tests on its new
Zephyr, powered with the Continental - 4 0 engine.
Rearw in A irplanes, Kansa City, TVIo., produced the Sportster
7,ooo, with 70 h.p. Le B lond , the , -oo with 85 h.p. Le Blond, or the
, with 90 h.p. \iVa rner ena ine. It ha a wing span of 35 feet ,
9 000
length 22 .3 feet , stated sp~e d of 98 m.p.h. , cruising ra1:ge 475 miles.
The R ea rwin peedster w1th I -5 h. p. ~~lena co had a wmg span of 32
fee t and a stated speed of 140 rn .p.h. crui ing .
4
.
7-6~
. _______,I
NORTHROP A-17
U . S. Air Corps attack plane powered with Pratt & Whitney Twin. Wasp Junior
550 h .p. engine.
JI2 AIRCRAFT YEAR BOOK
t----1.- - 2 6 ' - - -
PITCAIRN ROADABLE AUTOGIRO

A two-place cabin autogiro with 90 h.p. engine.
E\• . THI NG L THE AIR
=..,
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1 - - - - - - - - 33'-o"-------------------~
REA RW IN SPORT STER

A plane fo r the private flye r , LeE la nd or \oVarn er powered.
The Ryan Aeronautical Company, San Diego, Calif., reported that

it vvas building one R yan S-T plane a week, and planned to increase
p r oduction to I s6 planes a year. Three models of the S-T were avail-
able, the main difference being the horsepower of their lVIenasco en-
gine, 95, 125, and ISO h.p. supercharged. The S-T was a two-place
machine with stated high speed of 148 m.p.h., cruising at I38 m.p.h. ,
landing at 42 m.p.h., with range of 4 00 miles and service ceiling as
h igh as 2 I,ooo feet.
AIRCRAFT YE AR BOOK
REARWIN HIGH-WING CABIN PLANE
----- - ___ __ ___ ___ __ j
REARWIN SPEEDSTER
A two-place sport plane, Menasco-powered.
_ E\IV THI G I THE AIR
SEVERSKY AMPHIBION
A two-place fighter powered with a Wright 440 h.p. engine.
AIRCRAFT YEAR BOOK
SEVERSKY EXPERIMENTAL BASIC TRAINER

A two-place trainer powered with a 550 h .p. Pratt & Whitney Wasp engine.
St. Louis Aircraft Corporation, St. Louis, Mo., specialized in the

design and production of parts for .the Air Corps engineering section
at Wright Field. At the beginning of I937 the engineering depart-
ment had on hand a number of experimental projects for both the
Army and the Navy, including airplanes. The company's policy was
to maintain advanced engineering to meet the requirements of the
military and naval services with regard to technical improvements in
_ E i\ THI GS I N THE AIR
planes and auxiliaries. The company built and submitted a primary

trainer for the Air Corps.
Seversky Aircraft Corporation Farmingdale, 1 Y ., completed
I
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SEVERSKY BTS
A two-place basic trainer powered by a Pratt & Whitney Wasp 450 h.p. engine.
AIRCRAFT YEAR BOOK
its first order for the A ir Co rps in 1936, deli vering the last of 30
basic training planes.
\iV ork was under way on an order for 77 A rm y pursuit planes
with spare parts equal to eight mor e. This plane, of th e familiar
Seversky type and design, won th e competiti on at Dayton ove r three
competitors, and, while no definite performance figur es have been
releas:d by the A ir Corps, th e company beli eved it to be the !astest
pursmt plane in th e world. It was powered with the latest twm-row
Wasp radial eng ine and a Hamilton S tanda r d co nstant speed p ro-
peller. S eversky also developed a basic train er fitted to ta ke two sets
of outer wing panels, t o have fixed or r et ractible la nding gea r, and _to
use part or all of th e r ated powe r of the eng ine, acco rdin g to the mi s-
H=jtR
r--..----'-~ 1
SIKORSKY S-42B
With four Pratt & Whitney Hornets, this flying boat carries 32-40 passengers .
NE\ 1 THI ~G I N THE IR
ion being perfo rm ed . \\ ith r etractible gear and larger panels, it is

an ad ·anced traini ng plane, equi pped fo r blind fl ·i.ng training. \ iVhen
the small panels a re u ed in connection ·with retractible gear, the
pla ne i suitable fo r training in actual combat work. The company
deli' ered three amphi bian fig hters to the Colombian Gm ernment, and
th e planes have been in se r ·ice for some time on the narrow rivers
and hi gh altitude fi elds of that country . Ma jor J ames Doolittle, di~
recto r of the Av iation D ivision of th e Shell Oil Corporation, pur~
chased a eversky la nd plane, a commercial version of the new pur-
suit ship. He w ill use it fo r ~xper im e nta l flying and for routine ex-
ecutive travel.
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SIKORSKY S~43
A 15 _25 place amphibian, powered with two Pratt & Whitney Hornets.
TWO SIKORSKY M OD ELS

The twin-engine S-43 a mphibi a n and th e fo ur eng ine S-42B flyin g boat.
Both machines are powered by Pratt & vVhitney Hornet moto rs.
Sikorsky Aircraft, Bridgeport, Conn., a division of United Aircraft

Corporation, continued with production of S-42 seaplanes and S-43
amphibians during 1936. Construction was also started on a long-
range patrol boat for the United States Navy, with trial flight s sched-
uled for the late spring of 1937. A further change was made in the
S-42 seaplane. The new model, the S-42-B, having a gross weight of
42,000 pounds, an increase of 2,000 pounds over the previous model
S-42-A. The S-42-B also incorporates a few minor changes in hull
lines, oil cooling, flaps and cowl, but to all outward appearances is simi-
lar to previous S-42 models. Two S-42-B's were delivered to Pan
American Airways during 1936 and a third under construction, will
swell Pan American 's total to ten type S-42 seaplanes in service in 1937.
The stated high speed of the S-42-B is 188 m.p.h. and the cruising
speed 163 m.p.h. Wing loading is 31.3 lbs.jsq. ft.; and power loading
14 lbs./h.p. The S-42-B is powered by four Pratt & \iVhitney Hornet
engines of 750 h.p. each, and is equipped with Hamilton Standard
constant speed propellers. It has a span of I 18 feet 2 inches; an overall
length of 68 feet; and a wing area of 1,340 square feet. Fully equipped
and with a standard range of 1,200 miles, the S-42-B has the feature of
being convertible from a 32-passenger clay plane into a 14-passenger
sleeper. Twenty S-43 amphibians for commercial service were de-
livered to operators in various parts of the world during 1936. Four
NE\ iV T H I NGS I 1- THE A IR 321
-
-'.,
"'
STEARMAN NS-r
A two-place primary trainer for the Navy powered with a vVright vVhirlwind
220 h.p. engine.
world altitude records were established by this airplane during the

year. The S-43 is a Hornet-powered twin-engine amphibian with ac-
commodations for 15 passengers and three in a crew. The gross
weight is 19,500 pounds, and the useful load 6,930 lbs. The span is
86 feet; vving area 780.6 square feet; length 51.2 feet; wing loading
322 AIRCRAFT YEA R B OOK
25 lbs./sq. ft . ; and the power loading is 13 lbs./h.p. ·with a top speed

of 190 m.p.h.; a cruising speed of 166 m.p.h. ; th e S -4 3 has speeded up
and modernized many se rvices which hereto for e operated th e older
model S-38 amphibians. The S-43 al so inaug urated new air line
services in Norway , .A frica, and Chile during 1936. Production of
the S-43 amphibian will continue in 1937 for both comm ercial and
military service.
The Spartan A ircraft Company, Tul sa, Okla ., had on the market
two types, one a 55 h .p. Jacobs-powered sport trainer, a hvo-place,
side-by-side, low-wing monoplane with a win g spread of 40 f eet ;
and the other a five-place hig h-wing cabin monoplane with a wing
A STEARMAN FIGHTER AND TRAINER

It is Model 76 D d ·
- r, an It carries a machine gunn er in the rear cockpit.
spread of 50 feet and powered by a 335 h.p. Pratt & ·w hitney \iVasp
engine.
~team:an Aircraft Company, Wichita, Kans., a subsidiary of the
Bo~t~g Atrplane Company, at the beginning of 1937 was producing
trammg planes for the Army, Navy and for export. The delivery of
39 Stearman Model NS-1 primary trainers to the Navy early in the
year made a total of So of these planes built for the Navy in two
yea~s. !he N~-1 was a two-place biplane, powered by a Wright
Whtdwmd engme, rated at 220 h.p. at 1,8oo r.p.m. It had a wing
spread of 32 feet two inches, empty weight of 2,007 pounds, useful
load of 693 pounds and gross weight 2,700 pounds. It had a fuselage
:\E\V TI-ll~GS I:\ THE :\IR
of welded steel tube frame, fabric covered. wings of spruce spars,

spruce ribs and aluminum alloy channel drag struts, all fabric cov-
ered, inter-plane and cabane struts of streamline steel tubing and
ailerons of riveted aluminum alloy construction, fabric covered. The
tail group was of welded steel tube construction. with fixed stabilizer
-~
STEARMAN ADVANCE TRAINER

This model 76D, powered with a Pratt & Whitney Wasp Junior engine, can also
be used as a bombing, scouting or observation plane.
A IRCRAFT YEAR BOOK
and horizontal trimming, provided by an elevat or tab. The full canti-

lever type landing gear and tai l wheel we re oleo eq ui pped. Several
Stearman Model 73L3 planes similar to the ~ S -1 , but powered by
Lycoming R-68o-Cr eng ines, were delivered to the Ph ilippine Gov-
ernment. Twenty-six Stearman PT-13 prima ry trainers for th e A rmy
Air Corps were deliver ed and wer e supplemented by a subsequent
Air Corps order for 50 m or e of th ese planes. This new A rm y con-
tract brought the total to 190 Stearm an train ers for the A ir Corps a nd
the Navy in two years. The S tearman P T-13 was ge nerally similar
THE STEARMAN-HAMMOND "Y"

One of the models being developed by the new Stearman-Harnmond company.
in design and dimensions to the NS-r. Powered by a Lycoming

R-680-5 engine developing 225 h.p. at 2,100 r.p.m. it had a stated
high speed of 125 m.p.h., cruising at 105 m .p.h., range 400 miles,
climbing to ro,ooo feet altitude with a full load in 18 minutes.
A fleet of Stearman Model 76D1 advance trainer and expedition-
ary planes was delivered to the Argentine Naval Aviation Service.
They were two-place biplanes, designed for advanced training, light
attack bombing, scouting or observation. In type of construction,
they were basically similar to the NS-r and PT-13. Landing gear, of
NE ~r THl ·Gs l N 1'H£ AIR
the can tile\ er type, was equipped w ith oil-spring shock absorbers and
wheel brakes . The ta il ·wh eel '' a steerable and equipped with an
oleo shock abso rber strut. Provision is made in this model for the in-
stallation of t'' o .30 caliber ' ·ing-type machine guns, one fl exible ma-
chin e gun in the r ea r cockpit a nd one bomb rack carrying 2 10 pow1ds
of bomb . The plane had a \\ in g pr ead of 32 feet tvvo inches, empty
w eio·ht -·- SI po unds, useful load r,rgo pound s, and gross \\eight
,~1 pound . It wars, equi pp~d with a 3-0 h.p. Pratt & N" hitney
3\ Vasp Juni or Model I rB engm e and Hamilton Standard ad justable
STEARMAN-HAMMOND Y-I
T his two -place plane for the private flyer is powered with a choice of two
Menasco engines, rated at I25 h.p. and ISO h.p. respectively.
pitch propellers. The fleet of th ese planes delivered to A rgentina was

partly equipped with twin seaplane flotati on gea r of E do A ircraft
Company design. A feature of the m odel is interchangeability of al l
main parts, including th e complete engine in stallation and engine
mount which can be r emoved as a unit. It had a stated high speed at
sea level of 151 m.p.h. , absolute ceiling 19,000 feet, service ceiling
17,200 feet, rate of climb at sea level 1,040 f ee t a minute and crui sing
range of 470 miles. Stearman also was bu il ding a fl eet of \iVrig ht
Whirlwind-powered Model 76 advanced train ers for th e .B razilian
Army A ir Corps. A successful obse rva tion- scout desig n vvas devel-
oped fo r the U. S. Navy Bureau of Aeronaut ics.
Stearman-Hammond A ircraft Corporation, South San F rancisco,
Calif., grew out of the Hammond A ircraft Corporation, a nd at th e
beginning of 1937 started to develop the model Y, a two-place, side-
by-side, enclosed low-wing, cantilever monoplane with pusher power
plant and three wheel landing gear, the third wheel being under the
nose. With Menasco C-4 engine the plane had a stated cruising speed
of I IO m.p.h., landing with flaps at 39 m.p.h. The gross weight was
2,150 pounds.
Stinson Aircraft Corporation, vVayne, Mich., a division of A via-
tion Manufacturing Corporation, at the beginning of 1937 was in
production on the Stinson tri-motor iVI odel A air-liner and the Model
A for private executive use, both Lycoming-powered. Four mod els
of the Stinson Reliant single-engine high-wing, all metal cabin mono-
plane were also being produced. Model SR-8A was powered by th e
A FIVE-PLACE STINSON
This Reliant SR-SC is powered by a z6o h.p. Lycoming engine.
:\TE\V THI:\TGS IX THE AIR
225 h.p. Lycoming R-680-4 engine and was a four-place machine.

~1odel SR-8B was powered by the 245 h.p. Lycoming R-68o-6 motor
and was a five-place machine. ~'lodel SR-8C was powered by the 26o
h.p. Lycoming R-68o-5 engine and was a five-place machine. Model
SR-SDS, also five-place, had a 285 h.p. \Vright \Vhirlwind engine.
The last three were equipped with Hamilton Standard controllable
propellers. The Reliant models had a stated cruising speed of 140
m.p.h. The standard equipment included full cantilever landing gear,
dual controls. brakes, safety glass. and motor car width cabin. The
cabin, as a freighter, was metal-lined.
Stinson expanded its distributor system. adding many prominent
STINSON RELIANT
This four-five place plane has either a Lycoming or Wright Whirlwind engine.
AIRCRAFT YEAR BOOK
- ----- -- - - -
THE STINSON AIR LINER
17" ---~
STINSON MODEL A
This Io-place transport is powered with three Lycoming engines.
NE\ THI N GS I N THE A I R
nxm s as sale r ep rese ntatives. R eport howecl that a n increasing

n umber of pri' ate owners want controllable propellers, t\\ o-way radio,
gy ro in strum ents a nd fl aps . G rO\\ th of f oreign sales throughout the
'·ori el was r epo rted by the company.
Swallow _\irplane Compan ·, \ iichi ta, Y ans ., at the beginn ing of
1937 was developing a small hi gh-wing cabin monoplane seating two,
side-by-side, w ith a ·w ing span of 36 feet eight inches . T he fir st model
was power ed by a 125 !Vle nasco C-4 and had a stated t op speed of
140 m .p.h.
T a) lor A ircra ft Com pany, Bradford, Pa., repo rted 700 Taylor
Cubs fl ying in th e U nited State and f ore ign countr ies, 32 of whi ch
had Taylor distri butors. A ircrah _ ssociates, L ong Beach, Cali f. , or-
ga nized a bra nch to manu fac tu re Cubs fo r the Pacifi c coast. A dis-
tributor placed a n or der fo r 62 Cubs at one ti me. The factory at
B r adfo r d was expanded to triple floor space and the number of em-
ployees do ubled. Early in 1936 the company placed one or der for
400 Continental A40 -3 m otors tor Cub power plants; and then in
J uly ordered 1,050 Continental A 40-4 fo ur-cylinder engines, rated 40
h.p. at 2,575 r.p .m. T he company r epor ted that standardization and
mass pr oduction were the twin secrets of Cub sales. The machine sold
THE TAYLOR CUB

It is powered by a Continental motor.
~
II
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c::::::
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TAYLOR CUB
A two-place plane for the private owner with a Continental 40 h.p. engine.
for $1.470 and used only two gallons of gasoline an hour, it was stated.
It had a stated high speed of So m.p.h., cruising at 65 m.p.h. and land-
ing at 30 m.p.h.
Taylorcraft Aviation Company, Alliance, 0., in 1936 produced its
first model Taylorcraft under the supervision of C. G. Taylor. The
new model was placed in production for 10 planes a week beginning in
April, 1937. It was a two-place, dual control, high-wing cabin mono-
plane, powered with a Continental A-40-4 engine, a stated cruising
speed of So m.p.h., climb of 400 feet a minute, take-off run 425 feet
and landing speed of 35 m.p.h.
Chance Vought Aircraft, East Hartford, Conn., a division of
United Aircraft Corporation, completed 19 years as a manufacturer
NE \1 THI N :r I N THE _ IR 331
of hi g h performa nce milita r · a ir raft fo r the nited tates Govern-

m ent a nd ma ny for eign c un t ri e . It continued to produce the SBU -I
co ut-bomber, 84 E which \\·er e del ive red to the N avy for service
aboa rd the aircraft ca rri e rs. Two ne\\ m dels \Vere de' eloped. Both,
in contrast to former Vo ught p ractice, " ere low-wing monoplanes,
model X B _ -I being a scout-bomber land plane to r carrier deck
operati on and m odel \ -I 43 a n all metal single- eat fighter.
The SB --I ought Co rsair ' ·a a two-seat scout-bomber, fi tt ed
\ ·ith a 700 h.p. P ratt & \ Vhitn e) Twin \Va p Juni or geared engine,
the flapp ed N. A. C. \ . cowl developed b) · nited "ircraft, and a
two -blade H amilton tandard controllable propeller. It was of metal
const ruction ' ith fa bric co' ering on wing f uselage, and movable
ta il surfaces. It had tapered wings equi pped with split fl aps under
the lower panel and was des ig ned to combine th e scouting and bomb-
ing f uncti ons hith erto carri ed out by two di stinct types of aircraft.
T he \ ought m odel XSB _ -I vvas a low-wing scout-bomber land
pla ne, powered b) a Pratt & \ 1 "hitne) Twin \A. asp Juni or engine and
a Hamilton Standard controllable propeller. Its structure was com-
posed of metal, with fabric covering on the 1110\ able tail surfaces and
THE T A YLORCRAFT
A li g ht plane d eveloped by the Taylorcraft company a t Alliance, 0. It IS
powe red by a Continental A-40-4 eng ine.
332 AIRCRAFT YE A R DO O K
A SINGLE-SEAT FIGHTER
One of the latest Vought combat machines, Model V-143 is an all metal, low-wing
monoplane, powered by either a 525 h.p. Wasp Junior or a iOO h.p . Twin \Vasp
J umor engine.
on the after portions of wing and fuselage. The landing gear was re-
tractile, with the wheels folding into recesses in the '"' ings. Following
tests of the experimental airplane, the U. S. Navy ordered 54 air-
planes of that type.
The Vought Model V- 143 was a low-wing single-seat fighter of
all metal construction and high performance, developed from orig-
inal designs of the Northrop Corporation. As tested by the Materiel
Division, U. S. Army Air Corps, it was equipped with the 14-cylinder
750 h.p. Twin vVasp Junior engine. An alternative power plant in-
stallation of the new nine-cylinder vVasp Junior engine developing
525 h.p. at 8,ooo feet was also available. With that engine, the airplane
was designated model V-150 with a stated top speed of 250 m.p.h.,
landing at 6o m.p.h., and range of 1,070 miles, cruising at 186 m.p.h.
Vultee Aircraft Division of the Aviation Manufacturing Corpora-
tion, Glendale, Calif., in 1936, made deliveries on its single-engine
transport plane, with a stated cruising speed of 205 m.p.h. carrying
eight passengers and two pilots. The Vultee V-1A was an all metal
single-engine low-wing cantilever monoplane with split trailing edge
type wing flaps, and was designed as a high speed transport for regu-
lar service or as an executive's plane. It was equipped with the Wright
Cyclone engine, and had fuel capacity for I,ooo miles of cruising. It
N E\•- THL GS I N THE AIR 333
was fl ow n at a hi gh speed of 2-5 m.p.h., landing at 63 m.p .h. As an

air-liner the ultee seated eight pa sengers two abreast, with a wide
ais le between, each chair with indi vi dual venti lato r s, heaters, reading
li ghts, ash trays and foot rests. The cabin contained running ice water.
r ear compa rtment held a f ull ·equipped lavatory . The baggage room
a nd rad io in stallation were in the rear. The cantilever wing was fa.i red
into th e fuselage. The wheel r etracted flu sh with the bottom surface
of th e w ing. The fus elage was of monocoque type, without longi-
VOUGHT V-143
A single-seat fighter with a 750 h.p. Pratt & Whitney Twin Wasp Junior engine.
VOUGHT CORSAIR SBU-1

A two-seat scout-bomber with a Pratt & Whitney Twin Wasp Junior engine.
NEW THINGS IK THE AIR 335
•.,
-~
...
VULTEE V-rAS TRANSPORT

This single-engine transport carries ten, and is powered with a vVright Cy-
clone engine.
AIRCRAFT YEAR BOOK
()
-----so'--------
VUL TEE TRANSPORT

This nine or ten-place plane is powered with a Wright Cyclone engine.
tudinals. The tail surfaces and wing were of shell construction, with
fin and stabilizer built solidly into the fuselage. The plane had a
length of 37 feet, wing span of 50 feet and height of ro feet two
inches. Its weight empty was I ,236 pounds, its full fuel load 5.457
pounds, payload I ,8ro pounds and gross weight 8,500 pounds, with
an absolute ceiling of 20,ooo feet. Another model was the V ultee
attack bomber, V-I I, an all metal, low-wing monoplane, with retrac-
r ::\E\V THINGS IX THE AIR 337
tible landing gear, for high performance military sen·ice. Tandem
cockpits under a transparent canopy provided good vision and protec-
tion for the pilot and the gunner. _-\rmament included four fixed
machine guns. a flexible gun and both internal and external bomb
racks for a total bomb load of 1.135 pounds. The fuselage was of
monocoque construction without longitudinals. It was 37 feet 10
inches long. The wing span was 50 feet, height 10 feet, weight empty
5,512 pounds. gross weight 8.500 pounds and useful load as an attack
VULTEE ATTACK BOMBER V-n

This two-place attack bomber is powered with a Wright Cyclone F-53 engine.
AIRCRAFT YEAR BOOK
-..,
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WACO F-6
A three-place plane for the private flyer powered with a Jacobs engine.
N L\\ T l-IT N G I N T H E \IR 339
WACO SPORT BIPLANE

This open or closed two-place machine is powered with a Continental, Jacobs or
Wri ght V,Thirl wind engine.
plane 2,988 pounds . As a bomber the gross weight was Io,Soo pounds,
useful load 5,288 pounds. Powered with a single \i\Tright Cyclone F-53
eng ine the ·M odel V-I I had a stated high speed of 230 m.p.h. at I I ,ooo
fee t , cruising at 210 m.p.h. at 20,700 feet , service ceiling 24,000 feet ,
absolute ceiling 26,ooo fe et, range as an attack plane 900 miles, as a
bomber 2,200 miles; landing speed 65 m .p.h.
Waco Aircraft Company, Troy, 0., in reporting on 1936 activities
comments on the addition of three new foreign fields, making a total
o f 31 countries abroad where the \ i\Taco models are in commercial or
military use, or both. An increase in domestic sales was reported.
They were divided between sportsman pilots and industrial and com-
mercial firms in other lines using airplanes for executive and sales
travel. Vlaco produced two series of cabins and two series of open
planes. Both of the cabins were four-five place and represented two
di stinct price ranges. The lower-priced cabin plane was offered with
either the 225 h.p. or the 285 h.p. Jacobs engine. It was designed to
appeal to charter operators and business concerns interested in low
first cost and low operating costs. The other cabin plane was classi-
fied as the deluxe member of the line, offering greater comfort, speed
and refinement, every effort being made to build appeal for the sports-
man pilot class. It had a selection of the two Jacobs power plants,
the Continental 225-240 h.p. engine, or the Wright seven-cylinder
W hirlwind series in 250, 285, or 320 h.p.
In its open line the company produced a three-place model, the
...
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' ........ ____ ______________ ,I ~---------------

I 1
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WACO DA-6
This two-place military plane is powered with either a \Vright Whirlwind or
a Pratt & Whitney Wasp Junior.
XE\V THINGS I:\" THE AIR 341
- - - - - 12·-4·------1
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WACO D-6
This two-place sport plane is powered with either a Wright Whirlwind or a Pratt
& Whitney Wasp Junior.
--·~"
342 AIRCH.AFT YEAR BOOK
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WACO C-6
This four-five place cabin plane offers a choice of power plants including Jacobs,
Continental and Wright Whirlwind engines.
F -6 open-closed biplane. The front cockpit was open when occupied,

but could be provided with a removable windshield and flush-type
cover for pilot operation. The rear pilot's cockpit had a sliding type
enclosure for open or closed position during flight. It had the same
selection of power plant as the higher-priced cabin plane with the ex-
ception of the 320 h.p. Whirlwind.
-E\ i\ THING I THE A IR 343
The fourth 'Naco model was the D-6, a two-place super-sport bi-
pla ne in the hi gher power clas likewise of the open-closed t ype.
P ilot and passenge r were sea ted in tandem. both cockpits enclosed;
and both encl osures could be le£t ope n in fli ght. It bad the nine-cyl-
inder \ t ·ri ght \ i\i hirh\ ind engine, either 330 or 42 0 h.p. and the nine-
,---,r:; _______________ .,...,'

I
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I
1 - - - - - -- - 33' -3''---'- -- - -- - - - - - - - - - - - - - - - - 1
WACO S-6
A Jacobs-powered cabin plane designed to carry either four or five persons.
344 AIRCRAFT YE \R BOOK
cylinder Pratt & \i\fhitney Wasp Junior engine in comparable power

ranges. The DA-6 was a military ver sion of the D-6 .
In the lower-priced cabin , th e S-6, crui sing speeds ran ged at best
altitude from 130 to 140 m.p.h. In th e C-6, the deluxe model, cruising
speed ranged from 140 to 171 m.p.h. In the F -6, crui sing speeds were
from 131 to 152 m.p.h. , and in th e D-6 fr om 152 to 184 m.p.h.
Both cabin models were offered with a specially designed ambu-
lance equipment to permit carry ing a patient and two attendants in
addition to the pilot. The C-6 was also offered with an interesting
variation as a freighter. So equipped, it was metal and wood-lined to
the window line. The rear seat cushi ons were quickly removable, the
rear seat-back could be flattened to th e floor , and the customary bag-
gage compartment was eliminated , so that the entire rear seat com-
partment, plus the baggage compartment, combined to make a sizable
freight compartment. An especially large loading door was provided.
The freighter model in ambulance service carried pilot, attendant and
two patients on litters.
For 1937 the Waco Aircraft Company produced several new
models of its single-eng ine cabin biplane types for private owners.
Their specifications are listed in the table at the front of this chapter.
\Naterman Arrowplane Corporation, Santa Monica, Calif. , re-
ported that it was developing a new ship to the design of \i\faldo D.
\A/ a terman.
THEY DESIGNED THIS SHIP

Leon A. Atwood and Leland S. Miles with their Menasco-powered racer which
was built by Lawrence W. Brown.
;-JE\V THINGS I:\ THE AIR 345
Manufacturers of Engines
Aeronautical Corporation of America, Cincinnati, 0., manufac-

tured the Aeronca E-1 13C engine, a two-cylinder, horizontally op-
posed motor with a piston displacement of I 13.5 cubic inches, bore
-t-.2.) inches and stroke four inches. The compression ratio was 5·4
and the weight. including hub, was 121 pounds. Its official rating was
36 h.p. at 2,400 r.p.m.
Allison Engineering Company, Indianapolis, Ind., a division of
General lVIotors Corporation. continued development work on a series
of high-powered, liquid-cooled 12-cylinder V-type engines.
Continental l.Iotors Corporation, Detroit. l\Iich., produced two
models of aircraft engines. ::\Iodel A-40 was produced in four series-
2. 3· -t and 5· The first two were rated 37 h.p. at 2.550 r.p.m. The
latter two were ratecl40 h.p. at 2,575 r.p.m. :\lode! \V-670 \Yas a seven-
AERONCA C-I I3E

This is a two-cylinder, opposed, aircooled engine rated at 36 h.p.
cylinder radial with ratings of from 225 h.p. at 2,175 r.p.m. to 250 h.p.
at 2,2oo r.p.m. 1vioclel A-4.0 could be supplied with single or dual igni-
tion. Model \V -670 was offered with carburetor or fuel injector.
Jacobs Aircraft Engine Company, Pottstown, Pa., continued the
production of its Models L-4 and L-4~\I, seven-cylinder, aircooled
radial engines, rated at 225 h.p. at 2.000 r.p.m. at sea level, and intro-
duced a new series, Models L-5 and L-si\I, rated at 285 h.p. at 2,ooo
r.p.m. at sea level. Production during the year was about evenly
divided between the two series, which powered the majority of Waco
and Beechcraft four- and five-place cabin planes sold during the year;
and which were standard equipment in several new designs introduced
by other companies in 1936. The L-4MA, a special adaptation of the
AIRCRAFT YEAR BOOK
L-4M model, powered the K ellett autogiros, purchased by the U. S.

Army. The Jacobs L-5 was a seven-cylinder, aircooled radial type,
similar in design to the L-4, except for the main crank case, which was
of the two-piece type, bolted at the center line of the cylinders, carry ing
the front intermediate bearing in the front half. The front half o f the
THE CONTINENTAL W-670

A seven-cylinder r adial aircooled engine rated 225 h.p. at 2,175 r .p.m. and
250 h.p. at 2,200 r.p.m.
NE - THI G I N THE AIR 347
case was a n aluminum casting, \\bil e the rear half '~as of magnesium
alloy. Compression rati o was six to one, using ordinary aviation grade
gasoline of 73 octane rating . cintilla or Bosch double battery ignition
a nd an E clipse 15 ampere generator wer e standard equipment on the
L-5 model. The dry weight of the L-5 was 475 pounds with complete
equipment, including generator, gi\ ing the unusually low ratio for that
pO\ ·er class of 1.66 pounds per h.p. The L-sM '~ ith Scintilla mag-
THE JACOBS L-4

A seven-cylinder, radial, aircooled engine rated at 225 h.p.
A IRCRAFT YEAR BOOK
THE JACO BS L-5

This seven-cylinder radial engine is rated a t 285 h .p.
neto ignition, was slightly heavier. All Jacobs engines had forged
aluminum pistons and sodium filled Thompson exhaust valves, and
magnesium castings were used wherever practicable. A ll models
were equipped for installation of direct electric starter, Breeze radio
shielding and all types of propellers, including hydraulic controllable
pitch.
Kinner Airplane & Motor Corporation, Ltd ., Glendale, Calif. , at
the beginning of 1937 was producing its series 2 R-5 radial to give
NE\ THI N G I N THE AIR 349
KINNER ENGINES
Kinner K-s , 100 horsepower (left) ; Kinner B-5 , 1 25 horsepower (right).
r6o h.p. at 1,850 r.p.m . at a ·w eight of 315 pounds. Kinner had com-
pleted supercharging its m odel C-7, normally 300 h.p., to develop 350
h.p. at I ,8oo r.p .m. at 5,000 feet, 420 h.p. at 2,200 r.p.m. at 5,000
feet and 460 h. p . at 2,400 r.p.m. at 5,000 feet. The supercharger was
of Ge ner al E lectric centrifugal blower t) pe with diffuser plate, driven
by a train gear equali zed for tooth load and balanced to eliminate
radial load on impeller bearings, with sprmgs to relieve stress on
} - - - - -- 45 .£.
8 32 fs approx. -----<
KINNER B-5
This is a five-cylinder aircooled radial which is rated at 125 h .p.
THE KELLETT AUTOGIRO

This wingless, direct control autogiro, the YG-r, is powered with a 225 h.p. Jacobs
engine. It was built for the Air Corps.
gear train. Auxiliary drives were provided for two magnetos, electric
starter, electric generator, fuel pump, vacuum pump, two gun syn-
chronizers and tachometer. Accessories were not run through the
supercharger chamber but were driven from an extension of the
crankshaft. Among other Kinner products were the B-5, five cylin-
ders, weighing 295 pounds dry with rated 125 h.p. at 1,925 r.p.m.,
had special bronze valve seats shrunk and rolled into place, with two
Scintilla magnetos as standard accessories. The rear exhaust type
cylinder head had much closer and longer fins than those formerly
used, and increased angle between valves. Battery ignition could be
used on the B-5. The C-7, seven cylinders with rated 300 h.p. at
r ,Soo r.p.m., providing for battery ignition if desired, was designed
to meet the demand for an all-purpose motor in that power class.
It was suitable for military planes or four- to six-place transports
for any use. The C-5, five cylinders, had a rated 2ro h.p. at r,900
r.p.m., weighed 420 pounds, or two pounds per horsepower, and also
1 E \iV THI N GS I THE A IR 35I
r -- - 50 2.8 d i a. approx. ---~
KINNER C-7
This seven- cylinder airco oled radia l engine is ra ted at 3 00 h .p.
pro\ ided fo r battery ig niti on. The K -5, fi ve cylinders, had an im-
proved type of front ex haust cylinder head designed so that nose
or front type collector ring coul d be used if desired. It al so had im-
proved exhaust valves and completely encl osed push rods and valve
mechani sm . It had a rated roo h.p. at r ,Sro r.p.m. , weighing 275
po und s. The R- 5, fiv e cylinde rs, was also equipped with rear ex-
haust cylinder head, provided fo r battery igniti on and had a rated
r-----so dil'l.aoorox.---~
KINNER C-s
This five-cylinder aircooled radial engine is rated at 210 h.p.
32 .§.
+ - - --46 j dia. approx.~----i Jf---~1 16 aEProx._·
~168 I ~-l
16 16
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I
KINNER R-5
This five-cylinder aircooled radial engine is rated at r6o h.p.
16o h.p. at 1,975 r.p.m. A new Kinner engine was the SC-7, a seven-
cylinder radial aircooled motor developing 370 h.p. at 1,900 r.p.m.
at s,ooo feet altitude. It weighed 650 pounds.
Lambert Engine & Machine Company, Moline, Ill., was produc-
ing the Lambert R-266-A radial aircooled engine rated at 90 h.p.
at 2,375 r.p.m., and planned to increase the horsepower in 1937, pos-
die.. approx----i
KINNER K-5
This five-cylinder aircooled radial engine delivers roo h.p.
NE\iV THI NG I N THE r IR 353
LAMBERT R- z66
A f1ve-c ylinder aircooled radi al engine rated at go h.p.
AERONCA AND LAMBERT ENGINES

Aeronca Eu3-C, 36 horsepower (left) ; Lambert R-266, go horsepower (right).
THE LAMBERT MONOCOUPE

A two-place cabin ship powered by a go h .p . Lambert engine.
t-----32 ~
32.
'_'----~
LYCOMING R-68o
This radial, aircooled engine is rated at 200-260 h.p.
NE\i\ THI GS I N THE AIR 355
sibly by supercharging and gearing f or the purpose of obtaining
greater power output \\ ithout too much increase in weight.
L awrance E ngineering & R e ea rch Corporati on, Linden, N . J.,
continued its experim ental development work on aircraft motors.
Lycoming divi sion, A viation Manu facturing Co rporation, v\ il-
liamsport , P a. , made thi s announcement : " O n January I , 1936, the
assets and manufacturing rights of the a iation division of the L ycom-
ing M anufacturin g Company, \ i\ illiam port, Pa., \\ ere acquired by the
Av iation Manufacturing Corpo ration, Chicago, Illinois. The \A. il-
li a m s p o rt , Pa . p la n t i. kn o w n a s the Lye m ing D i vision of the A·via-
ti on ·M anufacturing Corporation , and the manu facture an d sale o f
THE LYCOMING R-68o ENGINE

This nine-cylinder model has ratings of from
2 00 to 2 60 horsepower.
AIRCRAFT YEAR BOOK
MENASCO B6 BUCCANEER
A six-cylinder inverted in-line aircooled engine developing 160 b.p.
the Lycoming aircraft engine and Lycoming-Smith controllable pro-

peller is being conducted by the Lycoming Divi sion, Williamsport,
Pa. Production on the R-68o series radial engines was continued. The
model designation, however, was changed to the R-68o-B series en-
gines. Lycoming engines, which range from 225 to 260 horsepower,
are available with fuel pump, vacuum pump, generator drives and
tachometer drive connection, hydro propeller control and individual
radio shielding as optional equipment. Lycoming engines are being
THE CURTISS-WRIGHT COUPE

A two-place cabin low-wing monoplane, powered by a 90 h.p. Lambert engine.
N E\1\ THINGS I N THE AIR 357
1----------- ~
.
4 7 32
MENASCO C4S PIRATE

This JS a four-c ylinder inverted in-line a ircooled supercharged engine rated at
ISO h.p .
u eel commerciall y in private planes, on the air lines and in military

tra ining planes ."
Menasco Manufact uring Company, Los A ngeles, Calif. , with
eig ht year s of practice building engines under the personal super-
vision of A . S. Ivlenasco, one of the pioneers in inverted, in-line
engine designing, at the beginning of 1937 was producing its line of
inverted , in-line aircooled engines, ranging from four to six cylin-
der s, supercharged and unsupercharged, and from 95 to 290 h.p.
'Ioclels in prod ucti on included the P irate B4, four cylinder s, 95 h.p. ;
PORTERFIELD CABIN MONOPLANE

AIRCRAFT YEAR BOOK
MENASCO ENGINES
Menasco B6S Buccaneer, 160 horsepower (left) ; B4 Pirate, 95 horsepower (right).
the Pirate C4, four cylinders, 125 h.p.; the Pirate C4S supercharged,
150 h.p.; the Buccaneer B6, six cylinder, 160 h.p.; the Buccaneer
B6S supercharged, 200 h.p., and the new Super-Buccanee r C6S-4,
250 h.p. with 290 h.p. allowable maximum take-off rating.
The Menasco Company reported that its engine models were in
conm1on use throughout the world, and in England used as power
plants in different Miles planes, one of which, the J.VIiles l\!Iohawk,
was delivered to Col. Charles A. Lindbergh in 1936. Ryan , Stear-
man-Hammond, Swallow, Aero Engineering, Ben Jones and A rgo-
naut were among the American types powered vvith :rvienasco en-
gines. The company doubled its plant capacity and had a production
schedule of 25 engines a month for 1937.
Menasco engines were popular in special light racing planes whose
owners used them at power outbursts far in excess of their standard
ANOTHER LIGHT RACER

S. J. Whitman and his Menasco-powered monoplane.
E\i\ THI N GS I N THE AIR 359
~--------------------60~"--------------~
B
MENASCO C6S-4 S PER BUCCANEER

Thi six- cylinder in verted aircooled in-line type engine is rated at 250 h .p. with a
max imum take-off rating of 290 h.p.
ratings. R. A. Kling made a light plane speed record over roo k-ilo-
meters with a Menasco -powerecl Rider racer at a speed of 228 m.p.h.
Du ring th e 1936 Nati onal ir Race at Los r . ngeles 1enasco-pow-
er ed r acers won 30 out of 35 prizes in free-fo r-all closed course rac-
ing. H arold Neumann, the 1936 race champion in his Menasco-
powered Folkerts special racer, won six pri zes in four clays, includ-
ing three fir st, two second and one fourth.
MENASCO C6S-4 SUPER-BUCCANEER ENGINE

A six-cylinder inverted, in-line model supercharged and developing 290 horsepower
for take-off.
AIRCRAFT YEAR BOOK
IN REGULAR PASSENGER SERVICE

One of the Twin Wasp-powered Martin flying boats with which Pan American
Airwa ys started regular passenger ~e rvice across the Pacific in 1936, the "China
Clipper."
Pratt & Vvhitney Aircraft, East Hartford, Conn., the eng ine
manufacturing division of the U nited A ircraft Co rporati on, pro-
duced and delivered approximately 1,300 engines during 1936. A ll
were in the higher horsepower classification, ranging from the 420
h.p. Wasp· Junior to the r,ooo h.p. Twin Wasp. The total number
of engines produced since the organization of the company in 1925
exceeded 1 1,ooo.
Basically, two types of Pratt & Whitney radial aircooled engines
were in current production, at the beginning of 1937-the nine-cylin-
der single-row type and the 14-cylinder double-row type. Included
in the first group are the Wasp Junior, the \"1 asp and the Horn et,
and in the second, the Twin Wasp Junior and the Twin \ 1\T asp. Im-
provements in all those models made possible higher horsepower
ratings both for take-off and for cruising.
Considerable development in the double-row engine type was
announced during the year at the time when the I ,ooo h.p. Twin
Wasp was offered for service. This development period extended back
NE\\ THI G I N THE .IR
to 1929 when the company first began its double-row engine experi-
mentation. M uch interest for both comm ercial and military service
has been shown in Pratt & hitn ey 's two double-row engines, and
mo re than I ,ooo of them have gone into se rvice to date. The company
tated that "advantages o f th e double·-rO\V power plant for aircraft
a re evident. Large di splacement i possible with no increase, but
actually a substantial decrease, in frontal area. This lends itself to
plane design whether it be multi-engine or single-engine. The use
of smaller C) linders permits g reater crankspeeds which in turn con-
tribute to smooth operation and the maller, more frequent power
impulses further contribute to smoothnes and long life.''
Distinctive and exclusi ·e de ign features of current Pratt &
\ A/ hitney eng ines included compl etely automatic valve gear lubrica-
ti on. automatic mi x ture co ntml , and improved cylinder head fin-
ning . which together with patented pressure baffles, provided maxi-
PRATT & WHITNEY TWIN WASP ENGINE

Model SB-Geared, 14 cylinders in two rows, with a rating of r,ooo horsepower at
2,6oo r.p .m. for take-off.
AIRCRAFT YEAR BOOK
PRATT & WHITNEY TWIN WASP SB-G

A 14-cylinder aircooled radial engine developing r ,ooo h.p.

A FAMOUS NAVY PATROL SHIP
The Consolidated PBY-r long range patrol flying boat, latest of such craft built
for the Navy, which soon will have more than a hundred in service. Each ship is
powered by two Pratt & Whitney Twin Wasp engines.
NE\V TI-II~GS IN THE AIR
I
!
---------44f--------~.l
PRATT & WHITNEY TWIX WASP JUNIOR S2A4-G
This is a 14-cylinder, aircooled radial engine rated at 700 h.p.
~---------54~·---------~
1----------45 t" - - - - - - - l
PRATT & WHITNEY HORNET SsE

A 700h.p. nine-cylinder aircooled radial engine.
AIRCRAFT YEAR BOOK
I
I
I
I
I
-----54~. -~------j
1 - - - - - - 51"------1
PRATT & WHITNEY HORNET S1E-G

An 8oo h.p. nine-cylinder aircooled radial engine.
7.
54jij -
~-----51"------~
PRATT & WHITNEY HORNET S2E-G

This nine-cylinder aircooled radial engine develops 8oo l..p.
KE\V THIXGS IX THE AIR
PRATT & WHITNEY WASP S3Hr

A sso h.p.
nine-cylinder radial aircooled engine.
mum cooling and minimum fuel consumption. The policy of the com-
pany was based on the belief that future requirements for both
military and commercial service will call for more horsepower than
was available in 1936. Pratt & \Vhitney announced that the two-row
type has the same possibilities for future development as the single-
row engine had a decade ago : and company engmeers were working
on the development and test of larger models of the two-row eno-ine.
Basically, Pratt & \i\Thitney engines were divided into five di~inct
groups: The \i\Tasp Junior. \Vasp. Hornet, Twin vVasp and Twin
\Vasp Junior. In each engine group there were a number of different
engines, each with a separate ra~ing .. but the ~eneral specifications
of all engines in each group \Vere JdentJcal. vVhtle Pratt & Whitney's
available engine list contained a large number of units not referred
to here, nevertheless. those which are discussed were the latest
models appearing on their current production list at the beginning
of 1937·
The Wasp Junior had a displacement of 985 cubic inches, an over-
all diameter of 46~ inches, and a bore and stroke of 57{ 6 inches.
It could be had with either a geared or direct drive, the former weigh-
ing 8oo pounds bare and the latter 596 pounds bare. The geared
form, Model SC-G, the company reported, produced for take-off
6oo h.p. at 2,850 r.p.m. and delivered 525 h.p. at 2,700 r.p.m. at
I_
AIRCRAFT YEAR BOOK
1------ 51~-------~
PRATT & WHITNEY WASP SrHr-G

This is a nine-cylinder, radial aircooled engine developing 6oo h.p.
8,ooo feet as a maximum power for continuous crmsmg. It had an

overall length of 45 ~4 inches, a compression ratio of 6.7 :I, and a
blower ratio of I I :I, and 87-octane fuel is specified. Model SB was a
direct drive Wasp Junior delivering 450 h.p. at 2,300 r.p.m. for take-
off. Its maximum power for continuous operation was 400 h.p. at
2,200 r.p.m. at 5,000 feet . Its overall length was 4278 inches, com-
pression ratio 6 :I, blower ratio IO :I and fuel specification 87-oc-
tane. Model T B was r ated at 420 h .p. at 2,200 r.p.m. at sea level
and operated on So-octane fuel, with a compression ratio of 6 : I and
a blower ratio of 8 :I.
The Wasp group had a displacement of I,344 cubic inches and
an overall diameter of 51~ 6 inches. Its bore and stroke were 5 ~
inches and it also could be procured in either the direct drive or
geared form . The bare weight of the former was 798 pounds, and of
the latter, 883 pounds. Model SIHI-G provided 6oo horsepower at
2,250 r.p.m. for take-off. Its compression ratio was 6 :I, blower
gear ratio, I2 :I and 87-octane fuel was specified. Model S3HI, a
direct drive engine, was rated at 550 h.p. at 5,000 feet. It operated
on So-octane fuel, had a compression ratio of 6 :I and a blower ratio
of IO :I.
NE ~; THINGS I N THE A lR
Three engines in the Hornet group in current production had a

displacement of r ,6go cubic inches, a bore of 6Ys inches and stroke
of 6Ys inches. The bare weight of the geared versions was I,OI5
pounds and of the direct drive, 920 pounds. O verall diameter was
54 ~ 6 inches. 1odel SrE-G permitted 8oo h.p. at 2,300 r.p.m. for
take-off, and its maximum power for continuous operation was 750
h.p. at 2,250 r.p.m. at 7 ooo f eet. It had a compression ratio of 6.5 :r,
blower ratio of 12 :I and operated on 87-octane fuel. 1odel S2E-G
had a similar take-off rating but its power for continuous opera-
PRATT & WHITNEY S1H1-G WASP

A nin e-cylinder geared model, developing 6oo horsepower at 2,250 r .p.m. for
take-off.
AIRCRAFT YEAR BOOK
r---------- 4St --------·~

l
I - - 27-..- --~.•B 1
r--------- 42~c-------~
,.
14, 2
PRATT & WHITNEY WASP JUNIOR MODEL TB

A nine-cylinder, aircooled radial developing 420 h .p.
tion was 750 h.p. at 2,250 r.p.m. at 2,500 feet. It had a compression
ratio of 6:I, a blower ratio of IO:I and also operated on 87-octane
fuel. Model SsE was a direct drive Hornet rated at 700 h .p. at 2,050
r.p.m. at 6,ooo feet. It had a compression ratio of 6.5: I , blower
ratio of IJ :I and a fuel specification of 87-octane.
The Wasp Junior, Wasp and the Hornet were nine-cylinder sin-
gle-row radials, while the Twin \tV asp Junior and the Twin Wasp
~--------- 42&c-------~
PRATT & WHITNEY WASP JUNIOR MODEL SB

A 450 h.p. nine-cylinder, radial, aircooled engine.
NE\V THINGS I:\ THE AIR
PRATT & WHITNEY WASP JUNIOR MODEL SC-G

This nine-cylinder, radial, aircooled engine is rated at 6oo h.p.
were 14-cylinder radial aircooled power-plants of two-row design.

The cylinders of these latter engines were arranged in two banks of
seven cylinders each and were staggered for the purpose of adequate
cooling. The Twin ·wasp Junior had a displacement of L535 cubic
inches while the Twin \\7asp"s displacement was 1,830 cubic inches.
Twin \Vasp Junior 'Model S2.\-t-G was rated at 700 h.p. at 2,500
r.p.m. at 8,500 feet. Its oYerall diameter was 4-J.Ys inches and its
overall length 53?4 inches. It was a geared engine weighing I,070
pounds and operating on 87-octane fuel: compression ratio, 6.7 :I,
blower gear ratio. 10 :I.
Twin \iVasp Model SD-G also was a geared engine with a bare
weight of I,265 pounds. It produced I,ooo horsepower at 2,6oo r.p.m.
for take-off and 950 horsepower at 2,250 r.p.m. at s,ooo feet as a
maximum for continuous cruising. Its bore and stroke were 50
inches and its overall diameter was 48 inches. Its compression ratio
was 6.7 :I and its blower ratio, I2 :1 while its fuel specification was
87-octane.
Ranger Engineering Corporation, Farmingdale, N. Y., a division
of the Fairchild Aviation Corporation, continued development of in-
verted, in-line, aircooled engines. At the beginning of I937 the com-
pany was in production on the six-cylinder 6-390-D with a stated
horsepower of 150 at 2,350 r.p.m., and the V-770, direct drive, un-
supercharged, I2 cylinders, 290 h.p. at 2,300 r.p.m. The six-cylinder
model was installed in the Fairchild 2-J. type plane. Five of the V -770
~-r>
rf!'
·¥!\
1:~-IY--~~
.. .11/
~
\ I £3:::!====~
_ , __
RANGER SGV-77o
This 12-cylinder, V-ty pe, gea red, supercharged aircooled engine is rated at 420 h.p.
at 1,870 r.p.rn.
were exported. The model SGV -no, 12 cylinders, geared a nd super-

charged, was being developed for military use, and the basic model
was available for commercial use , with a rated 420 h.p. at 1,870
r.p.m. It was also available as a geared unsupercharged engine,
V-no-G, with a rated 320 h.p. at 1,750 r.p .m. and as a direct drive
supercharged engine, V -no-S , with 350 h.p. at 2,400 r.p.m.
- I
RANGER V-770
This is a direct drive, unsupercharged 12-cylinder engine rated at 290 h.p. at
2,300 r.p.m.
N E\iV THI GS I THE AIR 37I
RANGER 6-39o-D
This six-cylinder aircooled inverted in-line engine is rated at 150 h .p. at 2,350 r.p.m.
THE RANGER 6-390-D ENGINE

An inverted in-line model with six cylinders, developing 150 horsepower at 2,350
r.p.m.
372 AIRCRAFT YE AR BOOK
1----- - -- J•n - - - - -- -J
WARNER SCARAB JUNIOR

A five-cylinder aircooled radial engine rated at go h .p. at 2,050 r.p.m .
WARNER SCARAB
A seven-cylinder aircooled radial engine rated at 125 h.p. at 2,050 r.p .m.
NE \ THI?\G IN THE _ IR 373
THE WARNER go E N GINE

A seven-cylinder model developing go ho rsepower.
The \!Varner A ircraft Co rporation , Detroit, Mich., at the be-

g inning of 1937 was producing its series 50 \!Varner Scarab and
Super Scarab engines. Four different manu facture rs had developed
models around the 90 h.p. \ 1\Tarner engines, which the company re-
ported to embody refinement s of the basic design, including re-design
of the induction housing to bring the carburetor and its intake valve
within the overall diameter of the engine, and also stronger master
r od and crankshaft to equali ze stresses.
r-----------53~-----------,
4 ,____ 31
I 2432
I
I
I~
WRIGHT CYCLONE R-r82o-G 2 GEARED

This engine, a nine-cylinder aircooled radial which is geared r6 : rr, delivers r ,ooo
h .p. for take-off and 850 h .p. at s,soo feet.
Wright Aeronautical Corporation, Paterson, N . J., the aircraft

engine manufacturing division of the Curtiss-Wright Corporation,
announced that during the first six months of 1936 more than I , JOO
of their Wright Whirlwinds and Cyclones had been sold to aircraft
manufacturers, air line operating companies and military services
throughout the world. These orders represented the sale of more
than r,077,000 h.p. More than r,ooo of the I,JOO engines sold were
of the Wright Cyclone type, used extensively in large air transports
and military aircraft. The orders for r,ooo Cyclones were believed
to represent a new peace time sales r ecord for high-powered aircraft
engines over a six months period. Of this number over 700 were
Cyclones of the r,ooo h.p. type which was released for domestic and
commercial sale during the summer. Designated as the Wright Series
G Cyclone, the r,ooo h.p. model was introduced to the commercial
market on the roth anniversary of the Cyclone Series. To date the
Wright Aeronautical Corporation has produced over 25 ,000 engines
of which over r 1 ,ooo were of the radial aircooled type.
Over 6oo of the r,ooo h.p. Cyclones on order were scheduled for
delivery to the U. S. Army for installation in the new Douglas twin-
engine and Boeing four-engine bombers. Others were used to power
the Douglas DST transports placed in service by American Airlines.
During 1936 the Wright Aeronautical Corporation produced five
NEvV THI GS I N THE AIR 375
distinct series of aircraft engines. The) ·were the i\Tright Cyclones
F a nd F- 50 and the \iVright Cyclone G Series high-powered, nine-
cylinder radial aircooled engines ; the single-row \ iVhirlwind series of
THE WRIGHT G CYCLONE ENGINE

This version of the nine-cylinder G Cyclone, R-182o-G 2, has a rating of I,Ioo
horsepo wer for take-off.
AIRCRAFT YEAR BOOK
r----------ssQ------------~
4
WRIGHT CYCLONE GR-r82o-52 GEARED

With a gear ratio of r6: II, this nine-cylinder aircooled radial engine, of which
there are several models, has a take-off rating of 8go h.p. and an altitude rating
of 775 h.p.
five, seven and nine cylinders: the q-cylinder \\Tright double-row

\Vhirlwind Series, and the Curtiss Conquerors.
The ·wright G Cyclone Series represented the latest ai rcooled
aircraft engine developed by the company. Although of the same
displacement ( r,82o cubic inches) as the F and the F-50, the G
Series engines incorporated many refinements and improvements in
design principal. Among them was a new cylinder which has a cooling
fin area of 2,8oo square inches against 1 ,ooo square inches in other
Cyclone models. Advancement in foundry technique in the \i\T right
Aeronautical foundry, made possible the casting of cooling fins on
the G cylinder head as closely spaced as the teeth on a comb and nearly
two inches in depth over the combustion chamber. Cylinder barrels
were of Nitralloy steel, nitrided to obtain a cylinder bore with a sur-
face with three times the wear resistance of ordinary heat-treated
cylinder barrels. Five large nitriding furnaces were installed to ac-
commodate the daily output of Cyclone G cylinders. More accurate
fuel control and the improved cylinder heads on the G Cyclone en-
gine permitted a rating of r,ooo h.p. at take-off with a weight in cer-
tain models of r .07 pounds per horsepower and fuel consumption
of ·43 pounds per horsepower at cruising speed.
Other features of the design and construction of the G Series
l\E\V THINGS I:\ THE AIR 377
Cyclones were automatic lubrication of the valve gear from a built-in

system devoid of all external lines or tubes, mechanism for the opera-
tion of two-position hydro-control and constant speed propellers, an
accessory section provided \Yith the drh·ing mechanism necessary to
meet all of the requirements of modern military and civil transport
sen-ice, the dynamic damper counterweight which counteracts tor-
sional vibration at all crankshaft speeds and removes all restrictions
in the operating range, full pressure baffling of the cylinders, im-
proved oil seals and refinements in the supercharger and induction
systems to increase altitude performance.
The G Cyclone was produced in four geared models and their
direct drive counterparts. These \\"ere the Cyclone GR-I82o-GI
rated at 940 h.p. for take-off. 825 h.p. at sea Je,·el. and 850 h.p. at
3,000 feet; the Cyclone GR-182o-G2 rated at I,ooo h.p. for take-
off, 810 h.p. at sea level, and Sso h.p. at s.soo feet: the Cyclone
GR-1820-G3 rated at 875 h.p. for take-off. and 840 h.p. at 8,700
feet; and the Cyclone GR-182o-G6 rated at 820 h.p. for take-off and
815 h.p. at Io ..:;oo feet.
The various G Cyclone models differ only with respect to the
amount of supercharging applied. The G-I has a blower gear ratio
of S-95 to I : the G-2 a blower ratio of 7 to I ; the G-3 a blO\ver ratio
5 ----------~
-------------55.~
4
WRIGHT CYCLONE R-r8zoF-z GEARED

A ~so h.p. nine-cylinder aircooled radial engine with a gear ratio of r6:rr. This
engme, known as the GR-r820-3, has a take-off rating of 712 h.p. and an altitude
rating of 697 h.p. at 7,400 feet.
AIRCRAFT YEAR BOOK
THIS IS THE SHRIKE

A Curtiss A-12 Army a ttack low-wing monoplane powe red by a 775 b .p . Wri ght
Cyclone engine.
of 8 .31 to I and the G-6 a blower ratio of 8.83 to I. A ll the G Seri es

engines are of the nin e-cylinder radi al aircooled type and have the
following characteri sti cs: bore, 6.1 25 inches; stroke, 6.875 inches;
compression rati o, 6 -45 to I ; di ameter, S4.Y<i inches ; length , 4334
inches; dry weight (gea red ) 1, 163 poun ds, ( direct dri ve ) 1,068
pounds.
,----------- 53~------------~
4
WRIGHT CYCLONE R -182oF -2

A nine-cylinder aircooled radial engine rated at 768 b .p . This engine also has rat-
ings of 715 h .p. at 7,400 feet and 768 h .p . at 2,6oo feet.
NEW THI::\GS IN THE AIR 379
The F-50 Series Cyclone was produced in four direct drive models
and their geared counterparts. These were the Cyclone R-1820-F52
rated at Sgo h.p. for take-off, 745 h.p. at sea level, and 775 h.p. at
5,8oo feet; the Cyclone R-I82o-F53 rated at 785 h.p. for take-off,
685 h.p. at sea level, and 745 h.p. at 9,6oo feet; the Cyclone R-182o-
F54 rated at 655 h.p. for take-off, 6os h.p. at sea level, and 6go h.p.
at I5,300 feet; and the Cyclone R-182o-F56 rated at 785 h.p. for
take-off, 695 h.p. at sea level, and 755 h.p. at I 1,300 feet.
Like the engines of the G Cyclone Series, the models of the F-50
Series are identical except for the amount of supercharging applied.
All are nine-cylinder radial, aircooled engines. The F-52 has a blower
gear ratio of 7 to I; the F-53, a blower gear ratio of 8.31 to I; the
F-54 a blower gear ratio of IO to I, and the F-56, a blower gear ratio
of 8.83 to I. Characteristics common to all F -so models are: bore,
6.125 inches; stroke, 6.875 inches; compression ratio, 6.40 to I;
diameter, 543/s inches; dry weight, (geared) I ,070 pounds, (direct
drive) 975 pounds.
The single-row vVhirlwind models of five, seven, and nine cylin-
ders, which have been under development for over 16 years, were
also refined during I936. The ratings of the series were: five-cylinder
175 h.p.; seven-cylinder 235 h.p.; 250 h.p., 285 h.p. and 320-350 h.p.
The nine-cylinder \iVhirlwinds of 330 h.p., 365 h.p., and 420-450 h.p.
were characterized as "de luxe equipped'' vVhirlwinds due to their
~------45------------~
WRIGHT WHIRLWIND DOUBLE ROW

A q-cylinder aircooled radial engine rated at 705 h.p.
AIRCRAFT YEAR BOOK
WRIGHT WHIRLWIND R-975-E

A nine-cylinder, aircooled radial engine rated at 330, 365, 420 and 450 h.p.
r---------45"~----------~
WRIGHT WHIRLWIND DOUBLE ROW GEARED

With a gear ratio of 4:3 this I4-cylinder aircooled radial engine develops 765 h.p.
When geared r6: I I this I4-cylinder aircooled radial engine delivers goo h.p. for
take-off and Boo h.p. at 6,ooo feet.
1\E\' . TI-U NG I N THE. IR
.-------------7-13 ________________~
.132
CURTISS CONQUEROR V-157oF-2

This 12-cylinder, \-type liquid-cooled engine, gea red 7:5, is rated at 675 h .p.
many standard and special features. These engines were provided

with automatic valve gear lubrication , a new t} pe of nose exhaust
collector ring with built-in carburetor intake and air heater, dynamic
damper counterweight, mechani sm for the operation of the two-posi-
tion hydro-control propeller, a three-way drive for the operation of
a vacuum pump, a fuel pump, and a constant speed propeller gover-
nor, full pressure baffles provided with blast tubes for the cooling
of the accessories and ventilation of the engine compartment and
CURTISS-WRIGHT 19-R BASIC TRAINER

It is powered with a Wright Whirlwind engine.
AIRCRAFT YEAR BOOK
,-----45 Dia . -- - - - - - - - - ,
WRIGHT WHIRLWIND R-76o-E

Versions of this seven-cylinder aircooled radial engine are rated at 235, 250, 285,
320 and 350 h.p.
heating or cooling and ventilation of the cabin of the airplane; two

mounting diameters provided by two sets of mounting lugs, the larger
of which, corresponding with that of the Cyclone, provides greater
accessibility in installations where the engine is mounted in rubber;
complete radio shielding for ignition wiring, spark plugs, and mag-
netos, and the dynamic damper.
Some of these features are also provided in the Whirlwinds of
250 h.p., 285 h.p., 330 h.p. and 365 h.p. The following specifications
are common to all Whirlwinds, parts of which are over 90 per cent
interchangeable: bore, 5 inches; stroke, 5·5 inches and diameter, 45
inches. Weights, compression and blower ratios vary with individual
models.
Development was continued in the higher horsepower categories
with the double row Whirlwinds designed for military service. These
engines now have ratings as high as 900 h.p. for take-off and 8oo
h.p. at 6,ooo feet.
The Curtiss Conq1;1eror, a 12-cylinder V -type engine, used by the
Army Air Corps for installation in high speed combat planes, was
offered as a geared engine rated at 655 h.p. and 675 h.p. The Con-
queror is the only liquid-cooled engine built on a production basis
in the United States. It may be operated with either water or Pres-
tone as the coolant.
NE\iV THI NGS I THE AIR
The factory and foundry of the \1 right Aeronautical Corpora-

tion at Paterson, N . J., comprises more than 650 ooo square feet of
floor space. During 1936 the \iV right Company pioneered in the in-
stallation of 1tlagnaflux testing equipment for the inspection of steel
THE WRIGHT WHIRLWIND ENGINE

This seven-cylinder model has ratings of 235, 250, 285, 320 and 350 h.p.
AIRCRAFT YEAR BOOK
NEW FAIR CHILD 45

A five-place low-wing monoplane with retractible undercarriage and trailing edge
flaps . It is powered by a Wri ght Whirlwind.
parts, nitriding equipment and furnaces to provide a super-hard

bore in Cyclone cylinder barrels and machinery for the grinding of
studs. All steel parts of \i\T right engines are subjected to the Magna-
flux test which shows up defects which might not be discernible
under microscopes of 10 to 20 diameter enlargement strengths. The
Wright installation of Magnafl.ux equipment, like its installation of
nitriding equipment, was the first to be made in thi s country.
During 1936 th e ·wright Aeronautical Corporation also set up
a modern experimental testing laboratory which is equipped to make
endurance tests on engines of outputs up to 2,500 h.p.
Late in the year Wright Aeronautical announced the development
of the G-100 Cyclone which represented the latest of the G Cyclone
Series. Based on the former G Cyclones and rated at 1,100 h.p. for
take-off, this engine incorporated all the special features which had
been tested as units on former Cyclones together with several new de-
sign features. New developments included a steel main crankcase, re-
placing the aluminum alloy formerly used, longer pistons for better
cooling, and a new type carburetor which resulted in a fuel consump-
1 E \ iV THI GS I N THE A IR
ti on of -43 pound per horsepower hour at crui ing speeds. The en-
g ine, complete with all accessori es, was reported to weigh only r. 12
pounds per horsepower.
Manufacturers of Accessories
Aero Supply Ivianufacturing Company, Inc., Corr), Pa., con-

tinued to produce a full line of accessories for the industry.
Air Associates, Inc., Garden City, N. Y., manufactured a line of
flying clothes and special aircraft accessories and also acted as foreign
distributor for many manufacturers of machines, engines and acces-
sones.
Air Transport Equipment, Inc., Garden City, N. Y., supplied a
line of accessories to the industry and private owners.
Aircraft Radio Corporation, Boonton, N. ]., produced aircraft
radio equipment, and at the beginning of 1936 was expanding its
facilities for a new line of radio parts.
A luminum Company of A merica, Pittsburgh, P a., continued to pro-
duce its line of aluminum and aluminum alloy materials for aircraft
construction. Corrosion resistant and high strength alloys were di strib-
uted throughout the industry. \iVider application of Alclad materials
was developed, Alclad being highly corrosion resistant sheet aluminum
alloy products of the heat-treated variety having a high strength core
to which were integrally bonded thin coatings of high purity alum-
inum. The electrolytic production afforded by the high purity coat-
ing effectively prevented structural deterioration of the high strength
core under ordinary corrosive conditions, including salt water action.
The company also produced highly corrosive resistant alloys of the
cold rolled variety. Forged aluminum alloy propellers, castings and
forgings for engine and fuselage construction advanced in quality
in 1936. Other advances noted at the beginning of 1937 were the
progress made in spot welding technique, permitting it to be applied
to structural members of aircraft. The company expanded its facil-
ities for technical advice and consultation with the industry.
American Telephone and Telegraph Company, Inc., New York,
continued to supply the Government and air transport industry with
teletypewriter circuits. More than 25,000 miles of the Bell system
wires were in use by the Bureau of Air Commerce for dissemination
of weather information.
Bendix Products Corporation, South Bend, Ind., produced the
dual brake wheels which became standard equipment on the Douglas
transport planes, and made a number of detail improvements in other
types manufactured by Bendix. At the beginning of 1937 it had
AIRCRAFT YEAR B OOK
available a full line of hyd raulic brakes for all wheels produced by
the company, toge ther with master cylinders and parking locks. The
Bendix pilot seat met with increasing pop ularity during th e year. It
conformed to the lates t A rmy and Navy stand a rd s requiring difficult
strength tests. The seat, weighing less tha n seve n pounds and con-
structed of electric spot welded high grade aluminum alloy sheet,
placed it among the unique developments of the year. Bendix oleo
pneumatic struts were continued in production for a number of
commercial and military planes, particularly the heavier transport
class. The design of the struts was individual to each airplane model,
thus there were many variations, including the use of internal sub-
merged splines. One of the most important developments was the
A NEW PITCAIRN AUTOGIRO

Built for the Bureau of Air Commerce it fli es at 100 miles a n hour , lands and fo lds
its wings over its tail. Th en it is rea dy to be a motor car and roll up the road at
30 miles an hou r.
increasing use of magnesium for wheels on land planes, although it

had not reached a practical state of development to warrant use on
amphibians. The dual brake wheels were produced in magnesium
for a number of transports but aluminum was still used for wheels
equipping planes in tropical or seacoast service.
The Bendix Radio Corporation, Chicago, Ill., was organized by
Vincent Bendix at the beginning of 1937, to develop and market aero-
nautical radio equipment. It was to have a staff of more than a hun-
dred engineers and technicians, with plants and laboratories in Chicago,
Dayton and Washington, D. C., and Oakland, Calif. Four companies
were absorbed in the new corporation, including Radio Research Com-
NE \". THI NG I N THE A IR
1 a ny, Inc. of \\ ashington, Radio Product Compan) of Dayton, and

the \ 1\. P . Hi llia rd Company and J enkin s and Adair, both of Chicago.
-Be rry B r others, Inc. , Detroi t, ·M ich. in 1936 conducted consider-
able development work in the perfection of dopes to eliminate blush-
ing, and it was found possible to produce dopes with far greater blush
resistance and longer life th an was believed possible a few years ago,
) et at no increase in cost. In the pigmented dope line various pig-
ments were perfected, enabling Berry Brothers to produce colored
dopes that ' 'vould retain color and lustre without fading or chalking.
A new zinc chromate primer fo r all types of metal surfaces was devel-
oped, filling the e---.;:pos ure and non-corrosion requirements of naval
aircraft. N ew types of fl exible synthetic aircraft lacquers were de-
veloped and were under severe serv ice tests. Large quantities of air-
craft finishes were supplied to go' ernments abroad.
The B. G. Corporation, New York, produced a new line of spark
plugs for the latest aviation engines. The; were made of special
materials and were so constructed that they would maintain proper
temperatures under all conditions. They were also characterized by
cooling fins as an aid in maintaining even temperatures and to elim-
inate electrode burning. That served to materially lengthen the periods
between removals for cleaning and adjustment of the electrodes.
The E. K. Bishop Lumber Company, Aberdeen, ·wash., continued
to produce airplane spruce, which it supplied to leading aircraft fac-
tories in the United States and several other countries.
Breeze Corporations, Newark, N . J., produced aircraft parts and
accessories for civil and military equipment, including radio ignition
shielding, aeroflex fuel an d oil lines, ti e rods, ammunition rounds
counters, elevator tab controls, fl exible shafting and casing and flexible
tubincr.o
Breeze radio shielding ·was recognized
. . .
as standard. It elim-
inated electrical interference from the 1gmtwn system to the radio set
a nd also protected the entire ignition system against oil and moisture.
The Breeze shielding conduit and fixtures saved the manufacturer the
trouble of making special parts .. The tie rods were designed to save
t ime in installation. Two nevv Items were developed in 1936; the
B r eeze multiple circuit electric connectors and the B reeze exhaust gas
analyze r, the latter an instrument which determines accurately the mi x -
ture r atio which the carburetor delivers to an airplane encrine b
durincrb
flight.
Champion Spark Plug Comp~ny, Toledo, 0 ., continued to produce
a full line of spark plugs fo r aircraft engines, using the Champion
Sillment powder to insure absolute tightness and eliminate corona
action. The company also was developing new plugs made entirely of
A merican materials, including a nevv insulation material.
I_
Cities Service Company, New York, during 1936 operated a fl eet

of three planes, including a Douglas DC-2, a W ri ght-powered Beech-
craft and a Lycoming-powered S tin so n. These planes were used for
sales promotion within the industry and exec utive tran spo rtati on.
The company planned to prod uce an in strum ent designed to increase
fuel economy. It was to be known as the Power P rove r, an ex haust
gas analyzer weighing approximately 10 pound s, to analyze the exhaust
gasses by burning them. The results of thi s analys is would be record-
ed on a dial located on the instrument panel, allowi ng the p ilot to make
corrections through th e mixture control, spark control and mani fo ld
pressure. A timing elise for checking ig niti on timing and magneto
synchronization while t he motor is running, a compression leakage
gauge, a Neon timing lamp and an accurate top-dead-center indicator
were to be produced in 1937, in additi on to Cities Service special avia-
tion fuels and lubricants.
The Cleveland Pneumatic Tool Co., Cleveland, 0., developed the
principle of its Aero! strut so that in landing the impact was taken
by the strut on oil immediately upon reaching the ground, then in
taxiing the impacts were taken on the air. The company developed
a cantilever shock absorber for large planes, such as the Lockheed,
Consolidated and Kreider-Reisner amphibian. The pneumatic type
Aero! strut was used on the Lockheed Orion, and Kingsford-Smith's
Lockheed was equipped with it on his transpacific flight. The com-
pany also developed a pneumatic B type riveter for dural rivets an
eighth of an inch in size for airplane fabrication, and a pneumatic
drill with right angle attachment of one-fourth inch for special use
in construction.
Curtiss Aeroplane Division of the C urtiss-Wright Corpora-
tion, Buffalo, N. Y., during 1936 delivered Curtiss electric
controllable pitch propellers for airplanes operating in the
United States, South America and China. The testing laboratory was
constructed for service testing of various sizes of controllable pitch
propellers on actual engines. Development in the actuating controls of
the propeller permitted automatic operation for constant engine speeds
and constant manifold pressure. Or the pilot might manually adjust
the pitch indicator to a desired setting, and the propeller would auto-
matically assume the indicated pitch. The Curtiss electric control-
lable pitch propeller could be feathered for improved flight on
multi-engine airplanes in case one engine was out of operation. N ega-
tive pitch was also possible, lending assistance for maneuvering sea-
planes while on the water. Production was also continued on the
Curtiss anti-drag ring.
The Dow Chemical Company, Midland, Mich., at the end of 1936
NE \1. THI GS I THE AIR
repor·ted the aircraft manufacturing industry among its largest users

of Dowmetal, the t rade name fo r the group of magnesium-base alloys
prod uced b · t hat companv. The aUoys contained between 85 and 99
per cent magnes ium, and \vere particularly desirable because of their
light weights, machinability and re i tance to corrosion-qualities
' ·hich made them increasingly popular in t he manufacture of aircraft,
engines and accessories.
E clipse Av iation Corporation, East O range, N. J., a subsidiary of
Officia./ U. S. Navy Photo
A NEW SCOUT FOR THE NAVY

One of the Curtiss SOC-I observation-scouting biplanes delivered to the Navy
in 1936.
Bendix Av iation Corporation, developed several nevv types of acces-

sories in 1936, foremo st among them being hydraulic pumps providing
a reliable oil pressure source for control of retractible landing gear,
wing flaps , automatic pilots and other auxiliaries. The pumps were
made in various capacities, and were of both engine and electric motor
drive types. Reversible electric motors for operating landing gear and
wing flaps, hydraulic remote control units, remote reading flowmeters ,
which let the pilot know at a glance his fuel consumption, and the
I._
390 AIRCRAf-T yEAR BOOK
engine synchroscope wer e among import ant E cli pse developments. The
synchroscope was designed to positi ve ly synchroni ze all the eng ines on
a plane, ther eby red ucing vibrati on. Eclipse de-icer eq ui pmen t \·as
made for freeing or preve ntin g ice fo rm ati ons on propell ers, '~ ings,
windshields and control surfaces. The E clipse pumps are designed to
operate Goodrich de-ice rs. The motor-dri ve n de-icer di stributing
valve distributes air p ressure to the de-icers in th e proper rotati on, and
has been des ig ned to incorpora te an integral valve, whi ch when opened
closes the motor circuit an d pe rmits air to enter th e de-icers. A suction
regulating valve is used in conjuncti on with the vacuum instrum ent
pumps for maintaining a sub stantially con stant sucti on at th e instru-
ments. The propeller anti-icer pump with remote control rheostat pro-
vides for the application of ice removing fluid s to the p ropell er hub
and slinger ring . The use of the supercha rger r egul ator or automatic
mixture control relieves the pilot of fr equent manual mixture and
throttle adjustments necessary to prevent the exceeding of specified
maximum manifold pressures. A uxilia ry A. C. power supply systems
have been manufactured for various types of large long ra nge aircraft,
wherein the power supply and accessory drives available are not suffi-
cient to meet the r equirements of large long range aircraf t construc-
tion. The development and manufacture of new a nd imp roved types
of aircraft engine starters in various capacities, including hand inertia,
electric inertia, direct cranking electric, combustion, air inj ection and
hand turning gears, completed the line of E clipse starting equipment
for all types of installations.
Edo Aircraft Corporation, College Point, N.Y. , in 1936 developed
a standardized amphibious float gear, ther eby throwing open to the
whole field of land plane private ownership the opportunity to p rocure
practical land and water operating equipment at a minimum of trouble
and expense. Owners of private land planes could acquire Edo am-
phibious float gear and have an amphibian without the expense of buy-
ing another machine. During 1936 a marked increase in interest
toward water flying has been noted especially in the private owner
field, and as manufacturers of all metal float gear for the r eady con-
version of standard land planes into seaplanes, Edo continued co-
operating with the leading aircraft manufacturers in developing fl oat
gear for their new ships, and getting them A TC' d as seaplanes. N ew
models of planes built by fourteen diffe r ent companies were installed
and test flown on Edo floats during the year giving the consumer a
very wide range of choice in new seaplane types. The result of this
has been greatly increased sales by the aircraft manufacturers of com-
plete seaplane units. The private owner has realized the sport and con-
venience of water flying where he is not limited by man-made air-
NE W THI N I N TH E AIR 391
po rts, and ma ny are now regularly commuting from their Smnmer

homes direct to th eir city office uti li zing seaplane bases in waterfront
citi es . \t the end of 1936 more than 170 different types of ships had
bee n equipped and fl own on Edo float . everal new designs were in-
clud ed in the 16 fl oa t model regula rly supplied b Edo \Vhich are suit-
a ble on hips r a ng ing from light port planes of r ,ooo pounds gross
wei o-ht up to la rge tran sports wei ghing r8,ooo pounds.
The Egyptian Lacquer I fa nuf acturing Company, New York, con-
tinued to supply th e aircraft industry vv ith its line of clear and pig-
A cargo and executive transport powe red by a \Vright \Vhirlwind engine.
mented dopes, solvents, thinners, lacquer enamels, undercoats and

other finishes for fabric, metal and wood parts, including special
g rades made to Government an d other specifications. New develop-
ments included refinements in technical points such as covering, ease
of working qualities, durability and flexibility.
The Fairchild Aerial Camera Corporation, Vvoodside, Long Island,
N . Y., a division of the Fairchild Engine and Airplane Corporation,
expanded its organization and plant equipment during 1936, and added
several navigating devices to its large line of instruments, including
refin ement and production of military and commercial cameras for all
purposes. Its new navigating instruments included the Hagner posi-

tion finder, for marine as well as aeronautical use, the ~I axson naviga-
tion computer and the commercial models of the Kruesi radio compass,
several hundred of which were delivered to the Army Air Corps in
r936. Fairchild developed the world's largest aerial camera, the Fair-
child Tandem ro-Lens, for the specific purpose of minimizing the con-
trol work required in the course of the Rio Grande Survey in New
Mexico for the Soil Conservation Service of the Department of Agri-
culture. The ro-lens camera consisted of two Fairchild T -3A five-lens
cameras coordinated on a special high precision mount of aluminum
alloy, highly machined and carefully heat-treated to assure accuracy.
General Electric Company, Inc., Schenectady, N. Y., continued
its development program on superchargers, its test set-up measuring
the power required and the exact amount of pressure rise obtained
from a gear-driven supercharger at various engine speeds. Develop-
ment was also continued on different types of two-stage superchargers
for high altitude operation.
General Tire & Rubber Company, Akron, 0., carried a full line of
its patented General Streamline Airplane tires, designed to reduce
parasitic drag and increase stability and the shock-absorbing qualities
of the landing gear. The tire was produced in sizes of from 2r to 65
inches. The company also was developing a new line of Smooth Con-
tour Streamline tires in sizes from 27 to 65 inches. A new line of aero-
nautical mechanical rubber goods was being manufactured in the new
plant at Wabash, Ind.
The R F. Goodrich Company, Akron, 0., developed new rubber
products for aviation use, continued refinements in its aircraft tires,
and at the beginning of r936 was manufacturing 50 different things
for the aeronautical industry. Working with transport line technicians
Goodrich engineers improved the Goodrich de-icers, particularly in
the method of fastening them to aircraft surfaces where ice forms
during flight. Blind riveting, made possible by a special tool for in-
serting the rivets, took the place of the former cement process. The
company developed the "Rivnut," a hollow, threaded rivet which can
be applied entirely from one side of a metal surface, and it is now in
use for the mechanical installation of de-icer equipment. The Good-
rich "Rivnut" can be obtained with a key underneath the head to pre-
vent turning, and two special tools, also devised and developed by Good-
rich, are available, the first to cut a seat for the key and the second, a
heading tool with a threaded mandrel which engages all the threads
and heads the "Rivnut" on the inaccessible side of the work. "Rivnuts"
are also made with closed ends for use in sealed compartments. The
Goodrich "Slinger Ring" was generally adopted for air line use. It is
NE\V THINGS IN THE AIR 393
a system of keeping the propeller free of ice by means of a spinner
over the propeller hub, which feeds an anti-freeze solution along the
surfaces of the blades. The flow is controlled by an Eclipse special
metering pump. The Goodrich airplane tire and brake testing depart-
ment, where ''laboratory landings" can be made, reproducing with ac-
curacy what happens to tires, wheels and brakes when an airplane tire
hits an airport under load, was in use consistently under the direction
of tire engineers. This testing equipment was designed to record the
''split second" of tire impact and to duplicate almost exactly the actual
landing of an airplane in service so that causes and effects can be an-
alyzed and construction changes recommended to improve perform-
ances and increase safety. Augmenting this test Goodrich also used
the so-called "guillotine'' in which tires are subjected to the impacts
of a metal plunger dropping down a g6 foot shaft, the drive test in
which tires are revolved at high speeds against a dynamometer and the
"torture chamber" where tires are inflated with water until they burst.
The Goodrich refrigerated wind tunnel, largest of its kind, in which
much of the preliminary study of ice was conducted while "de-icers"
were being developed, was also in use during 1936 on a number of pro-
jects of interest to commercial and military aviation. This tunnel is
capable of producing a laboratory blizzard.
Goodyear Tire & Rubber Company, Akron, 0., continued its de-
velopment of airplane tires, tubes, wheels, brakes and brake controls
to meet the constantly changing requirements of the industry. Good-
year's most important contribution in 1936 was the development of
the airbrake for the huge Boeing bombers. The hydraulic brake
seemed to have limitations on the larger wheels so Goodyear resorted
to the use of compressed air, a feature of which was an ingenious
metering device which permitted the pilot to exert the exact degree of
braking power required. The Goodyear tires for the Boeing bombers
were 55 inches in diameter and 19 inches wide on a 23-inch wheel.
Goodyear continued producing its line of Airwheel tires in sizes from
12 by 5 by 3 inches to 45 by 20 by 10 inches, as well as special sizes for
military use. The Goodyear fleet of blimps continued to make annual
records for operations without an accident, at the end of 1936 having
carried 236,203 passengers without injury in 2,437,413 miles of flying.
Gulf Refining Company, Inc., Pittsburgh, Pa., developed a grow-
ing market for its aviation gasoline and lubricants, and through its
aviation department carried on a number of important projects in co-
operation with various branches of the aviation industry.
Hamilton Standard Propellers, East Hartford, Conn., a division
of United Aircraft Manufacturing Corporation, reported that its two-
position controllable pitch propellers were becoming standard equip-
394 A IRCR A l?T YEAR B OOK
ment on many air lines in the U nited States and oth er countries.
Licensees for the Hamilton Standard propellers included compani es
in England, France, Italy, Germany a nd J apa n. The Ham ilton Stan-
dard consta nt speed propell er wa s a deve lopment o f th e tw o-positi on
controllable pitch propell e r: I nstead of being limited to two positi ons,
THE CONSTANT SPEED PROPELLER

Cu ta way v iew of th e Hamilton Standard controllable pitch propeller and con-
stant speed control unit.
l\E\ . TJ·II)! I i'\ THE . IR 395
low p1tch and hi gh pitch , the con tant peed pr opeller prm ides an
infini te num ber of pitch etti ng and a utomatically selects them as
needed with ut atte nti on fro m the pilot. It pe rmi ts the engine to
develop full powe r at any tim e ,,·ithout over peeding, and automatic-
a lly main tai n con tant eno· ine r. p. m. reo·ard le-s o·f al titude or th e for -
wa r d speed o f the airplane. Thus, f ull po·wer can be de\ eloped con-
tinuously t hrOlwhout th e tak off and can be r egul ated a de ired by
the p il ot at all tim es during fli ght.
T he co nstant peed pr or ell r is in effect the combi.nation of the
co nt r lla ble p rop ller with an automati c uni t kn wn a the constant
peed co ntrol. A ll the a£ ety feature of the c ntrollable pitch pro-
p ller a re r etain ed o that the p siti ve hi gh pitch and positi e low pitch
may be ad j u ted to ·a £e va lue which cannot be exceeded in flight.
In its ope ra ti on th e co nsta nt peed ntrol acts as a go erno r fo r
t he eng in e. holding it to wh ate' er r. p.m . the pilot may select. An y
tende ncy of the eng ine to speed up or slO\•.r clown i immed iately coun-
teracted by the automatic change of propeller pitch o as to pre\ ent any
variati on from the r.p.m. whi ch ha - been elected .
Power is controlled by means of the engine thr ottl e in the con-
venti onal mann er , but without chang ing r.p.m. Consequentl y fo r any
se tting of the constant speed control, change of power by opening or
closing th e eng ine throttle is manifested only by a co rres ponding
change in the eng ine mani fo ld p ressure and not r.p.m. except of course
when throttling th e power to such an ~...;: t e nt that the engin e can no
lo nger perform at the r.p.m. fo r whi ch tl1 e constant speed is set, as
w hen idling. A ny combin at ion of man ifo ld pressure and r.p.m. may be
obtained, within the operating limitati ons of the engine, by independ eqt
adjustment of the throttle and the con tant speed control.
The control unit for the co nstant speed pr opeller is a self-contained
gove rnor which is m ounted on one of t he engine accessory pads or on a
special pad built in the nose of the eng ine and driven by the engine. In
it is incorpo rated a small gear pump . T his pump takes oil from the
en bo-ine lubricatino·b
svs
.I
tem and raises its pressure to approximately two
hundred pounds per square inch. A built-in reli ef valve regulates the
pressure and r eturns all oil to the gear pump ~-x cept what is actually
r equired to shift the propeller pitch. Consequently only a very small
quantity of oil is actually drawn from the engine, inasmuch as the pro-
peller demands oil only when going to lower pitch settings.
The Stewart Hartshorn Company, Inc., New York, continued to
supply the industry with streamline wire tie rods for external bracings
manufactured by the cold reverse rolling method, the wires being
drawn and cold rolled from electric furnace carbon rod, special heat-
treating processes creating high tensile strength.
AIRCRAFT YEAR BOOK
International Flare-Signal Company, Tippecanoe City, 0., com-

pleted an important development program involving major improve-
ments in its line of parachute flares which represent unusual features
of economy, flexiblity of installation, safe and positive operation, and
outstanding service efficiency. There is an "approved" International
flare specially designed to meet each classification requirement of the
Department of Commerce.
The J. V. W. Corporation, Newark, N.J., was organized to handle
purchases of aviation equipment for foreign countries, and at the same
time became sole distributor for the Link Trainer, used for instrument
and radio beam flying training.
Kendall Refining Company, Inc., Bradford, Pa., continued to
supply the air line and private flying trade with its line of lubricants,
specializing in its Kendall 30-Hour oil.
Walter Kidde & Company, Inc., New York, announced that over
go per cent of modern transport planes were equipped with their Lux
fire control system, which is a cylinder of liquid carbon dioxide under
850 pounds of pressure released through a perforated duralumin ring
surrounding the engine. The system can be arranged to operate either
manually or automatically. The cylinder may be placed at any con-
venient point in the fuselage with the control knob on the instrument
panel. When released, the carbon dioxide forms a white blanket. re-
sembling snow, which smothers the fire. The company also manufac-
tures portable extinguishers for airplanes and airports, life vests, life
rafts, inflatable flotation systems and crash trucks.
Kollsman Instrument Company, Inc., of Brooklyn, New York.
again expanded its personnel and plant facilities to keep pace with the
continuing growth of its foreign, domestic, and Government business.
Many improvements were made in instruments, and many new prod-
ucts released, resulting in a complete line of flight and engine instru-
ments. One of the outstanding improvements was the development of
a new vertical speed indicator (rate of climb) of the self-contained
type. The usual separate air chamber was eliminated. Development
work was continued on the Kollsman rim lighting system of lighting
instruments for night flying. Among the new products released were
a remote-reading magnetic tachometer, a standard magnetic tachom-
eter, an electrically heated Pitot static tube, a remote indicating system
called "Telegon", and an aperiodic compass.
Leece-Neville Company, Cleveland, 0., supplied the industry with
three sizes of 12-volt, voltage-regulated engine-driven generators
and three sizes of two-voltage generators to supply a high voltage for
aircraft radio, at the same time making available the normal voltage
t).'pes.
~~-------- -----------
E THI NGS I THE AIR 397
Lycoming Division of the vrat10n 1anufacturing Corporation,

V\ illiamsport, Pa., was the sole licen ee for the manufacture and sale
of the Lycoming-Smith controllable propeller, desi(Tned to permit air-
craft engines to develop rated power for all flight conditions, at most
efficient blade angles and for readj ustment to particular power and
atmospheric conditions at any altitude. The L ycoming-Smith pro-
peller was produced in ten model s, five _-blades aDd five 3-blades, in
diameter sizes ranging from eight feet six inches to 13 feet, covering a
complete range of direct and geared engine sizes from 200 to 8oo h.p.
The change in blade angle was accomplished mechanically from engine
power. The blades were turned about their longitudinal axis through a
,..
A NEW coAST GUARD TRANSPORT

Lockheed built this Electra for the fl ying guardians of our coasts.
series of gears operated by the rotation of the propeller s_haft. To

change the blade angle the propeller gears wer: engaged ?r drsengaged
by means of a manual control or by an electncal solen01d control. A
blade pitch indicator showing constantly the exact blade angle at which
the propeller is ope:ating, was available as special equipment with the
electric solenoid control.
Macwhyte Company, Kenosha, Wis., produced a line of streamline
sections, showing improvements over the older oval or lenticular
sections. Stainless steel rods with better corrosion resisting properties
were produced during the year.
\IRCRAFT YE \R B OOK
The McCa uley \via ti on Co rporat ion, Dayto n, 0., as exclu sive
licensee fo r the McCaul ey solid tee! airp lane propell e r a nd of solid
steel blades for controllab le hubs, plann ed to sta rt r egul a r p roduction
early in 1937. Th e solid steel p r opell e r blade has bee n un d er d evelop-
m ent, with th e cooper ati on of th e . S . A rm y A ir Co rps at \\rig h t
F ield, since 1932. Solid stee l propelle rs have bee n in fl ying use for two
years. Propeller s have bee n made in s izes from 7 f eet to J 2 f ee t,
and the I\.tJ:cCaul ey Cor po ra ti on is now buil ding blad es fo r an ex pe ri-
m ental 13 foot propell er. T he probl em of weig ht a nd rig idity in u in cr
steel has been met by use o f a slig htl y a rched blade section , ' ·ith thicke1·
di stributi on of metal just behind the cutting edge. The company now
ma kes blades for propell e rs up to 9 feet in diam eter, a nd expects
even tually to produce blad es comm erciall y for all sizes up to I 2 feet.
The Merrimac Chemical Company, Boston, Mass., in 1935, sup-
plied the aircraft industry and the Gove rnment with its line o f acetate
fire resistant finishes, dopes, thinners, lacquers, surfacers, primers a nd
synthetics.
Norma-Hoffmann Bearings Co rporation, ta m fo rd , Co nn .. in r936
developed a number of new types of aircr af t control ball bea rings, in-
cluding several new se ri es of compl etely encl osed fe lt seal ty pes with
r emovable seals, and al so extra lig ht type ball bearings for co nt rols.
Pacific Airmotive Corporation, Ltd., Burbank, Calif., continued
to supply the market with parts and special apparatus.
Parker Appliance Company, Cleveland, 0., produced its special
Parker aircraft piping equipment in brass and aluminum alloys. The
connections were based on flanges on each of the tube ends to be
joined. The flanges were wedged between the two parts of the pipe
fitting screwed together.
Pioneer Instrument Company, Inc., Brooklyn, N. Y., a subsidia ry
of Bendix Aviation Corporation, developed several new instrum ents
in addition to production of its conventional line of indicators and
gauges . The new Pioneer ra te of climb indicator is more sen itive to
changes in bar ometric press ure. Consequently, th ese ins trum ents r e-
spond about three times faster than th e conventional instrum en t. T he
P ioneer sensitive altimeter, in all ranges, is compensated fo r tempe ra-
ture and altitude changes . The special feature of this instrument li es in
the direct r eading barometric setting which is in no way connected
with the altitude scale. The barom etric r eading appears in th e face of
the Veeder counter which enables th e operator to make precise settings
with ease. The Autosyn system of remote indication a nd tran smi ssion
has been expedited for all engine functi ons as well as position of fl aps,
wheels and doors. The A utosyn system has been specified for all four-
m otored aircraft to be built during 1937. This system eliminates the
1\E\\ THIN I:-.l THE_ IR 399
necc sity of long tac hometer hafting and pipino- between th instru-
ment and the ource to be mea ured. .Beside eli minating thi s sub-
·tantia l weight, '\.utosyn era e the reco nized fi.J"e ha za rd in that no
fuel or oil is carried into the operator' compartment. onsol idation
o f the indicator makes pos ible the ace mmodation of the required
in. t rum ents on the standa rd in trument panel. The I ioneer compass,
typ 9..J. I , r e-olve the uni que feature of the periodic compass to meet
A MODER AIR PLANE FACTORY

The g rea t Co nsolidated Aircraft plant at San Diego, Calif.
the strict requirements for an accurate and stable piloting compass.

This unit is indirectly lighted and carries the new universal com-
pensator. The compensating magnets revolve only in a hori zontal
plane, thus the vertical component remains constant. Compass 941
may be conveniently mounted on the panel within the AN standard
d imensions.
Pittsburgh Screw & Bolt Corporation, Pittsburgh, Pa., produced
seven different designs of its Dicks hollow steel propeller blades as

standard equipment for the Army and Navy, using both adjustable
and the latest type of controllable pitch hubs. In diameter the designs
ranged between seven feet nine inches for 200 h.p. engines to 13 feet
for the 8oo h.p. geared engines. All seven designs incorporated
results of the latest Government research in resonant vibration fre-
quencies in propeller blades. They were of the welded type, made
of special electric furnace chrome vanadium steel and heat-treated
after fabrication. During fabrication they were tested by the mag-
naflux method, which unfailingly reveals any serious defect in the
steel or weld of a blade. Constructed of materials which resist cor-
rosion and abrasion the Dick blades were adapted to the new hub
designs, because bearing races might be located directly on the blade
shank and the buttress threads carrying the centrifugal loads could be
cut directly on the shank. At the beginning of 1937, they were being
used by the Army, Navy and air lines.
The Pyle-National Company, Chicago, continued to supply the in-
dustry with airport and aircraft lighting apparatus, which was stand-
ard equipment on several air lines.
RCA Manufacturing Company, Inc., Camden, N. J., a subsidiary
of Radio Corporation of America, through its aviation radio section at
the beginning of 1937 was developing and improving radio apparatus
to reduce the cost of radio communication equipment for air lines,
airports and private owners. RCA airport radio traffic control appar-
atus was supplied to many leading airports in 1936. A new line of
equipment for the private owner was produced in the forms of A VR-
7 aircraft weather-entertainment receiver and AVR-7-A weather
communications receiver and A VT -3-A transmitter. Multi-frequency
air line point-to-point and ground-to-ship transmitter equipment was
supplied to many air transport companies, including ship receivers
types A VR-3 communications, A VR-2 weather and A VR-5 all wave
ground station receiver. Crossed loop runway localizers forming an
attachment to the standard AVT-1-A airport traffic control transmit-
ter, superseding the AVT-1, were installed at Floyd Bennett Field,
New York, and Cleveland Municipal Airport. The trend of the RCA
development was to produce non-obsolescent equipment capable of use
with improved apparatus year after year. Among developments under
way at the beginning of 1937 were equipment for applying facsimile
transmitter apparatus to existing point-to-point circuits on the surface,
thereby speeding up transmission of that traffic and placing it definitely
in a secrecy band. That equipment also was intended to materially
reduce interference caused by closely allied frequencies as well as to
permit a reduction in personnel at certain outlying point-to-point
NE\\ THING I~ THE AIR 401
stations. Modifications of the facsimi le equipment were to be devel-

oped for m ounting in aircraft, as a means of providing t) ped, written
or drafted instructi ons directly to the pilot \\ ithout any necessity for
decoding.
John A . Roebling's Sons Compan ·, Trenton, N .J., continued to
supply the ind ust ry w ith special control cables, '·elding wire and
other wire r ope accessories.
Scintilla 'fagneto Company, Inc., Sidney, N . Y., a subsidiary of
Bendi x \' iation Co rporation, p roduced the follow ing products for
the ai rcraft industry ; sing le magnetos double magnetos, battery igni-
tion ets, switche , spa rk plugs and rad io shi elded wiring harness.
BELLAN CA SEJ\TIOR SKYROCKET

Built fo r the Mexican Natio na l Co nstruction Compan y for executive and per-
sonnel transpo rt.
Scintilla magnetos differ from conventional types in having the magnet

r otating vvith coil, breaker and condenser stationary. The coil wind-
ings are sealed into hard rubber casings which makes them moisture-
proof. Both the magnet shaft and the distributor shaft run on ball
bearings which have sealed-in lubricant. The platinum breaker con-
tacts are mounted in patented pivotless breakers which are unaffected
by vibration. The maj ority of present day aircraft magnetos are radio
shi elded in order to prevent igniti on noises from interfering with
radio reception. Double Scintilla magnetos have one drive shaft and
one rotating magnet but two coils and two breakers. They generate
402 A IR CR.AFT YEAR BOOK
two simultaneo us sets of spa rks fo r each cylinde r of the eno- ine, di s-
tributi on being through separate di stributor heads mounted independ-
ently on the engine. These mag netos generate fo ur spark s per rota-
tion of the magn et shaft, which is driven at whateve r rat io is needed
to produce the required number o f sparks . The di stributor head s are
driven at one-half crankshaft speed in all cases. \ new type of mag -
neto fo r light aircraft engin es of 2 to 6 cylinders was ]laced on the
market durin g 1936. Scintilla battery ig niti on types differ f rom a uto-
motive timers in many respects. Ball bearings a re used throughout,
with lubricant sealed in so that it needs no replenishin g fo r many hun-
dreds of hours of operation. Both tim ers and co il s a re radio shi elded
and a re supplied for either six or twe lve volts. As with magneto
systems, two independent sets a re used per engin e, each timer spa rki ng
a sepa rate set of plugs. Scintilla ig niti on sw itches are available in
practically eve ry poss ible combinati on whi ch may be r equired. E ither
two magnetos per eng ine or two battery ig nition set or one magneto
with one battery ig niti on set can be used . Switches are suppli ed fo r
use with r, 2 , 3 or 4 engines per plane . O n any of these switches, all
ignition circuits may be made instantly inoperative by pulling a ingle
emergency button. Bendix H-T spark plugs a re made in a vari ety of
type s, both shielded and un shi elded. Bendix shi elded w iring ha rn ess
sets have been desi gned with sim pli city, li ght weight and ease o f in-
stallation partic ularly in view.
Shell Petroleum Corporation, S t. Loui s, Mo. , the hell O il
Company in the west and Shell U ni on Oi l Co rporat ion, Nevv
York, in 1936 sponsored the introduction of two types of fu el ; first,
high octane unl eaded gasoline, and, secondly, hi gh octane fu els with
minimum lead content. To thi s end, the following special f uels were
produced: 1. Shell aviation gasoline, 8o octane ( C.F.R. Motor IVI eth-
od) unleaded; 2. Shell aviation gasoline, 92 octane (U.S. A ir Co rps
Method) unleaded; 3· Shell ethyl aviation gasoline, 87 oc tane ( C.F.R.
Motor Method) of low lead content; approximately 0 cc of tetraethyl
lead per gallon; 4· Shell ethyl aviation gasoline, roo octane (U. S. A ir
Corps Method). This fuel contains a max imum of 3 cc's of tetra-
ethyllead t o a gallon. The unleaded and low lead content fu els wer e
developed to eliminate or reduce the corrosive effects of lead on the
engine parts, thereby materially r educing the mai ntenance expense.
Shell roo octane Aviation Gasoline enables the operator to obtain the
max imum horsepower from his powerplant and will permit more
economical fuel consumption, as well as inct·eased output in engines
especially designed for this fuel. In 1936 the Shell Union Oil Corpora-
tion of New York purchased a new model Stin son Reliant powered
with a Lycoming engi ne and fitted wi th a Lycoming-Smith controllable
:-JE \V THI NG I ::-1 THE A IR
pitch p ropeller. A n orde r wa placed with the e'> er ky Aircraft Cor-

poration fo r a m odified Sever ky mo noplane to be powered by a
\IV right G- '" Cyclone and fi tted \\ ith a Hami lton Standard constant
peed pr opeller. T hi s air plane, was fo r the personal t ransportation of
Nla j r J. H . Doolittl e, th e head of hell' a\ iation activities in the
.. ni tecl tates . It wa fully eq uipped with a two-wa) radi o system,
a uxiliary t\\'0-\\ ay r ad i , racl i d irection fi nder, perry gy ro-pilot,
cl · -i ce rs, propel! r de-i cin o- dev ice ox. yo-en equ ipment, and the usual
fli a ht instrum ents. l\Ia ny ext ra encrine and temperature r ecording in-
trum ents we re p rov ided. a· the plan wa to be u eel as a flv ing lab-
o rato ry fo r the te ·ting of hell a\ iation 1 roducts under actual flight
co nditions.
S inclair Refining Company, New York, developed the Si11clair
N ORTH ;\...l\1ERIC A.t~ OBSERVATION

A fast Cycl one-powered ship b uilt for t he Arm y Air Corps by No rth American
Aviation.
Hamilton Propeller Lubricant 228 , to maintain a film at all times be-

tween the spider arm and the bushing inside the blades of Hamilton
Standard controllable pitch propellers. Engineers of the Sinclair
Bureau of Standards developed a special lubricant designed to eli-
minate difficulties in rocker arm lubrication, known as Sinclair Penn-
sylvania Gear Oil S AE 250. They also developed the Sinclair Penn-
sylvania Aircraft Motor Oil as an engine lubricant meeting the re-
quirements of the new motors used in air transportation. Sinclair air-
craft products were used by the U. S. Navy and leading air lines.
Socony-Vacuum Corporation, New York, marketed its products
developed for aviation, including lubricants and a fuel refined especi-
AIRCRAFT YE AR BO OK
ally for aircraft engines and possessing ex clusive climatic control

characteristics.
Solar Aircraft Company, Ltd., San Diego, Calif., continued manu-
facture of exhaust collector manifolds and other aircraft parts and
accessories. The company had specialized for a number of years on the
design and construction of stainless steel exhaust rings, and manu-
facturers throughout the country made use of the serv ices offered.
Among the prominent new ships built during 1936 f or which the com-
pany supplied collector rings vve re the Doug las DC-3, No rthrop Del-
tas and .Gammas, L ockheed E lectra, ikorsky S -42, Ma rtin fl ying
boats and many sing le expe rimental planes bui lt f or comm ercial or
military use. \iV hil e stainless steel was used on the bulk of the ri ngs
manuf actured, r ema rkable success was attained with a special iron
alloy. Experiments we re condu cted on th e co rrosion r esista nce of
nickel-chromium all oy.
Sperry Gyroscope Compa ny, Inc. , Brooklyn, _ . Y ., developed the
gyro-magnetic compass, a fli ght in strument whi ch ind icates the mag-
netic com pass course. It combin es th e p rinci ples of the ca rd type mag-
netic compass and the directional gyro w ithin a single instrument.
Bring ing togeth er the north indicating fac ility of the magnetic com-
pass and the virtual fix ity of plane of spin of the gy roscope, th e gy ro-
magnetic compass is capable of seekin g and maintaining an accurate
and steady indication of compass course during straight fli ght or any
normal maneuver of the airpl ane. This is accompli shed by utili zing the
stability of the gyro to maintain the double pi voted ax is of the magnet-
ic element always ve rti cal. The magnetic element in the gy ro-magneti c
compass performs the double function of pointing north and causing
precessional forces to be imposed upon th e gyro through th e medium of
air jets . The effect of these jets is to ori ent the gyr o and its compass
card until all forces are balanced, at which time th e in strument r eads
the magnetic heading .
Production was started on a new se ri es of gyropilots, incorpo rating,
among other r efinements, a new level fli ght control capable of main-
taining aircraft at a set altitude with but slight vari ation. The new
gyropilot is also equipped with a valve which, when turned right or
left, automatically sets a fixed rate of turn until th e valve is again cen-
tralized. A new type gyro-horizon has been developed f or airplanes
frequently flown in aerobatics or other extreme maneuve rs beyond the
limits of the standard instrument. This instrument is known as the
caging type, and incorporates a device by which the gyro may be locked
in a central position during the maneuver and r eleased immediately af-
ter normal flight is resumed. The face of the gyro-horizon has been re-
vised to provide a solid black background with two parallel lines form-
NE\i . THI NG I THE A IR
ing th e hori zon indication in place of the blue and black background
with sing le w ide rad ium hori zon ba r on pre ious n1odels. This makes
the gy ro-hori zon simila r in appea ra nce and identical to the gyropilot
in relat ive movement. The company ounclp roofecl many air liners for
A ir F ra nce in 1936.
Stanavo Specification Board, Inc., N ew York, organized in 1929
by the Standard Oil companies of Californ.ia, Indiana and New Jer-
sey, continued its research and de\ elopment work directed tovvard the
p rogressive improvement of aviation fuels and lubricants. A new roo
eta ne fuel wa developed a nd placed on the market. It \\ as the result
of special r efinin g proce se which made po sibl e that high anti-
kn ock quality with a minimum quantity of lead. The new aviation
AN EASTERN A IR LINES LOCKHEED

Instrument panel showing Sperry gyro-horizon and directional gyro.
..j.06 AIRCRAFT YE!-\R .IJOO K
gasoline, roo octane, was named Stanavo Ethyl Gasoline roo. It was
supplied to the Army Air Corps for use in high-speed military planes,
to engine manufacturers and air lines for special tests and to others
for record flights and racing purposes. The increased power made
possible by that fuel, as demonstrated by actual tests in Army planes,
was from 25 to 33 per cent. The advantage gained in air transport
operations, for take-off purposes, was clearly recogni zed. N ine grades
of aviation fuels were marketed by the Stanavo distributors, including
leaded and unleaded gasoline covering all kinds of aircraft operations.
Five grades of aviation oil, ranging from 6o to r4o Salbolt viscosity,
were made available to the industry, in add ition to the regular line of
rocker arm greases, two new rocker arm lubricants of 3,000 and 300
seconds viscosity respectively, and specialty products, including mag-
neto oil, compass fluid and utility oil. The Board continued its policy
of expanding its distribution facilities to include all points of aviation
interest throughout the world, and a large majority of the important
flights of the year were serviced by the Stanavo distributing system.
The Standard Oil Company of California, a member of the Sta-
novo Specification Board, announced appo intment of Richard F.
Bradley as manager of the aviation department, and continued to sup-
ply fuels and lubricants to air lines and other aeronautical interests on
the West Coast, maintaining a close contact with the industry there
and in the Territories of A laska and Fiawaii. Of particular interest
was their close association with Pan American A irways in the supply-
ing of petroleum products necessary for the developm ent and main-
tenance of this company's new trans- Pacific airmail and passenger
service to the Orient.
The Steel Products Engineering Company, Springfield, 0., was
among the active concerns supplying the industry with special machin-
ery, tools and aircraft parts, including fuel level signal devices, auto-
matic fuel valves and gasoline segregators which positively removed
water and other impurities from the fuel supply.
Superior Tube Company, Norristown, Pa., manufact~1red fuel
line tubing for aircraft engines and also other specialties for the avia-
tion industry. Much of its development work has had to do with heat-
treating stainless steels. The management of the company is under
S. L. Gabel, one of the pioneers in the field of aircraft tubing.
The Texas Company, New York, continued to supply the Govern-
ment, industry and other users of aircraft with its full line of Texaco
aviation fuels, including gasoline, marfak grease and airplane oils in
grades suitable for every engine and type of service. An improved lu-
bricant was marketed in 1936. The company operated a fleet of three
planes.
~EW THING I TH E . IR 407
Thompson Products, Inc. , Cleveland, 0., produced for the aircraft

eng ine trade valves of several types, incl uding tungsten, cobalt-chrome
and s ilchrome in both solid and hollow stem forms; also valve insert
sea ts , piston pin s a nd va lve stem locks. The Thompson latest sodium-
cooled va lve had a holl ow head as ' ell as a hollow stem. It was made
of TPA steel a lloy, inlaid on seat and stem tip with Steelite. The sod-
ium in th e stem beca me liqui d at 200 deo-rees, splashing and cooling
th e entire in side surf ace as the 'ah e operated.
Thurston Cutting Co rporation, New Yo rk, marketed its special
line of Dartmouth T ex ai r plane fab ric and other accessories.
nited A ircraf t P rod uct , Inc., Dayto n, 0 .. continued their line
o f \ ::\1" ta nda rd a ircraft 1 art and acce ori es, oil temperature regula-
to rs. g un a nd bomb control . elect ri cal cond ui t boxes and electrical
fitt in o·:. T he compa ny specializes in aircraft fue l system and po\\er
pla nt equ ipmen t.
] he Vellumoid Company, \ i\ orcester. Mass., marketed its new
K o. I/O \ elvestos sheet, compressed a besto material for use on
mag nesium or aluminum castings \\h ere co rro ion is a factor. It also
suppli ed the industry with va rious pack ing and gaskets for oil, gaso-
li ne, ai r and water application.
Vvestern Electric Com pan), Inc. , New York, provided the indus-
try a nd private owners with radio communication facil ities, including
the 20A aviation radi o receiver, wh ich in a single unit embodies super-
heterodyne r ecepti on on fo ur fr equency bands. The first band is for
beacon and weather stations from 200 to 400 kilocycles . The second
band is for commercial broadcast stations fro m 550 to r,soo kilocycles.
The third band is for aircraft, police and amateur communications
from r,soo to 4,000 kil ocycles . The fourth band is for ai rcraft and
amateu r communications and foreign broadcast stations f rom 4,000
to ro,ooo kil ocycles. In this model the controls are mounted directly
on the front panel of th e receiver case. T he 20B receiver is similar
in all respects except t hat it is arranged fo r r emote control, so that the
receiver may be installed in some recess of the plane, with the small
control unit mounted either on the instrument panel before the pilot or
anywhere within conveni ent reach of his position. A two-frequency
crystal control unit may be had as an accessory to either of these re-
ceivers fo r definite clay and ni ght communication frequencies between
planes a nd ground stations, avoiding the "tuning" operation vvhen it is
desired to use these chann els. The new r3C transmitter is an improved
radio telephone- telegraph unit for use in planes, with an output of 50
watts, and is the type used by Harry Richman and Dick Merrill in
their tra ns-A tlantic plane "Lady Peace", which enabled them to main-
tain direct communication with Newark A irport up to 2,roo miles, at
A IRCRAFT YEA R BOOK
which time they continued th eir communi cati ons via L ondon . The
new 63 I.B microphone desig ned for use w ith airplane radio equi p-
ment has special cha racteristics which make it ideal fo r voice opera-
ti on in thi s service. The 14A beaco n receive r is designed fo r in stalla-
ti on in planes, so that the pilot may foll ow rad io beams when poo r
visibility makes "blind" flyin g necessa ry. It is very light a nd compact
in constructi on, and has been des ig ned for maximum r eliability. The
new 14C airport transmitter has an output of 400 watts, can be used
fo r both telegraph a nd telephone communi cati on and has facilities fo r
crystal controlled transmission on I O diffe rent freq uenci es . The shift
from one fr equency to a nother is quickly a nd conveni entl y accom-
pli shed by m eans of a dial of th e familia r telephone type.
INTERIOR OF THE SIKORSKY S-43

Looking forward in the multi-engine land and w at er amphibi a n transport. It seats
16 passengers.
Aviation Chronology and Records
SUBJECT PAGE
Chronology for 1936 . 4!0
Official Air Records . 414

410 AVIATIO N CHRO JOL OGY AND RECORDS
CHRONOLOGY FOR 1936

Jan. Io-Feb . 14 Li eut. Anto ni o Me nendez fli es from Hava na , Cub"-, to Sev ill e, Spa.i n, by
way of So uth Ameri ca. (Lo ck heed Sirius, P ratt & W hi t ney Was p engine .)
Jan. 13-1 4 Howard H ughes fli es from B urbank, Ca li f. , to Newa rk , N . J. , in 9 hrs. 26

min. 10 sec., mak ing wes t-ea st reco rd and non -stop transco ntinenta l rec-
ord. (No rthrop Gam ma, W rig ht Cyclone engine. )
Jan. 16 W rig ht B rothers Tvfeda l fo r I 935 a wa rded by Society of Automo ti ve E n-
gineers to Willi a m L ittlewood fo r pape r on "Operati ng R eq uiremen ts of
Tra nspo rt Airpla nes."
J a n. I6 Guy E . Bea rdsley rece ives Man ly M emori a l lVIeda l from 'ociety of Auto-
mot ive E ngin eers for paper on engines.
Jan . 20 C heney Award for 1935 p resented to Li eut . Rober t K . Giovannoli , U . S.
A.rm y Air Co rps, fo r " extreme bravery in rescuin g t wo m en from a
wrecked a nd burni ng air plane at \Vrig ht F ield , on Octobe r 30, 1935 ."
Jan . 22 Herb er t Schi ff Memori al T rophy for t he fi sca l yea r 193 5 presented to T rain -
in g Sq uadro n VN2D S, U. S. Naval Air St:tti o n, Pensacola , F la.
J a n. 30 Sylva nu s Alber t Reed Awa rd fo r 193 5 presented to F ra nk \V. Cald well by
I nstitute of t he Aerona ut ica l Sciences fo r his wo rk on propell ers.
F eb. I Twe nty -two a ir lin es consoli da te t hei r express bu siness under t he R ai lway
Express Agency.
F eb. I T erri s C. Moore ma kes wo rl d a lt itude record for lig ht sea pla nes in t he tbi.rcl
catego ry of 11,558.364 fee t a t Boston, Mass. (Aeronautica l Corp oratio n
Aeron ca C-3, Ae ronca E rr 3-B engin e.)
Feb. r Helen R ichey makes wome n's wo rl d speed record for roo km s. for ligh t
airpla nes in the fourth category of 72.224 m. p.h. at Hampton Road s, Va .
(Ae ronau ti cal Corpora ti on Aero nca C-2, Aeronca E -r 13-A engine.)
F eb. r-9 N ati onal Paciftc Aircra ft a nd Boa t Show held at Los Angeles, Cali f.
F eb. 6-9 Thomas R ose fl ies from Ly mpne, Engla nd, to Capetow n, South Af rica, in
3 clays, 17 hrs. 38 min., ma kin g new speed reco rd. (Mi les F alcon, De
Havilland Gy psy engine.)
F eb. I I I ona Coppedge and J osephin e Garri gus se t wo men's world alti t ud e record
for li ght a irpla nes in t he third catego ry of 15,25 2.579 fee t. (Aeronautica l
Co rporation Aeronca , Ae ronca E-rr 3-A eng in e.)
Feb . I 6 New D ouglas D ST sleeper pl a nes enter a ir li ne se rvi ce.
Feb. I S J ack Frye flies from C hi cago, Ill., to Washin gto n, D . C., in 4 hrs. 22 min .,
making new intercity speed reco rd for t ra nsport a.crplanes. (Northrop
Ga mm a, Wrig ht Cyclone engin e.)
Mar. 3-9 Thomas Rose fli es from Capetown , So uth Afri ca, to Croy don , En gla nd, in
6 cl ays, 7 hrs. 5 min., ma king new reco rd . (M iles Fa.lcon, DeHavill ancl
Gy psy engine.)
Mar. 3 I -Apr. 10 Airship " H ind enburg" ma kes round tri p fli ght bet ween Fri ed rich shafe n,
Germa ny, a nd R io de Janeiro, Brazil.
Apr. 14 Boris Sergievsky makes amphi bioo world altitude reco rd of 24,950. 712 feet
a t Stratford, Conn. , also makin g record for a mp h.i bions with payload of
sao kgs. (Sikorsky S-43 , 2 P ratt & Whit ney Horne t engines.)
Apr. IS Hubba rd Gol d Medal awarded by National Geographi c Socie ty to L incoln
E llswo rth for "his heroic a nd extraordina ry achi evement s in Ar ctic and
Antarctic explora tion 1925-1936.
Apr. I7 Ca ptain Ed win C. Musick is award ed Harmon Trophy for 1935 for pioneer-
ing work in establishing P an America n's air line across the P acific .
\ VI \.TIO:\i CHRONOLOGY D RECORDS
\pr. r 7 Ameli a Ea rhart and J ean Ba tten share award of Harmon Trophy for women.
Ap r. 21 Howard H ughes flies from l\Iia mi, F la., to .F loyd Bennett Field, N. Y., in
4 hrs. 2 r min. 32 sec., making in tercity speed record. (Northrop Gamma
Wright Cyclone eng ine.) '
Ap r. 24 Benjamin King makes \YO rld a.ltitude record fo r light airplanes in the fourth
catego ry of r 7,939.57 feet a t L angley F ield, \ a. (Aeronauti cal Corpo-
ratio n Al'ron ca C-3, \ eronca E-II J -A engine.)
\ pr. 25 Bori s ergiev:;ky makes amphibian world altitude record of 19,62 5.925 feet
wi th pay load of 2,000 kgs. making record a.l o in r ,ooo kgs. payload
cb ssiti cation , at "tratford, Conn. (Sikorsky -43, 2 Pratt & Whitney
H orne t engin es.)
Apr. 26 B en ja min King makes \\·orld speed re ord for airplanes in the fourth cate-
"Ory fo r soo km . of 7-l· 17 m.p.h. at Hampton Roads, a . (Aeronau tical
Co rporatio n Aeron ca _ eron ca eng ine.)
Ap r. 26 Annette Gipso n. wit.l1 l\l rs. J ohn Buckman as passenger, sets women's
Ameri can altitud e reco rd fo r light airplan es in the first category of
12,627 .9 15 feet a t F ort Lauderdale, Fla . (Lambert Monocoupe, L am bert
en •inc.)
. p r. 29 Orvill e Wright elected a member of Na tiona.l Academy of Science.
f ay 4-7 Amy M ollison flies from Lympne, Engbnd , to Capetown, South Africa, in
3 days, 6 hrs . 26 min. , maki ng a ne\Y speed record . (Percival Gnll, De-
Havill and Gypsy engine.)
:-.ray s-6 Robert D . Buck and L ee Belli.ograth make world ai rline distance record
for light airplanes in the first category of r 986.942 miles from Burbank,
Calif. , to Co lumbus, Ohio. (Lambert Monocoupe, Lambert engine.)
~'fay 6-0ct. 10 Ai rship " Hind enburg"' makes ten round trip cross ings of the Atlantic be-
tween fri edri chs.bafen, Germany, a nd Lakehurst , N. J ., carrying passen-
gers, n1 ail and express.
May 9 Hel en Richey makes women's world altitud e record for light airplanes in
the fourth category of r8,448.ro7 feet at Hampton Roads, Va. (Aero-
nauti cal Corpora tion Aeronc-1., Aeronca E-rr 3-A engine.)
l\Iay ro Daniel Gu""enheim l\Ieda.l for 1936 awa rded to Dr. George IV. Lewis,
Nationat'Xdvisory Committee for Aeronauti cs, for "outstanding success
in th e direction of aeronautical resea rch and fo r t he development of
orig inal equipment and methods."
May ro-rs Amy Mollison fli es from Capetown, South Afri ca, to Croydon, England, in
4 days, r 6 hrs. r6 min., making a new speed record, and also making a
new speed record for the round trip of 7 days, 22 brs. 43 min. (Percival
Gull , D eHadllaud Gy1Jsy engine.)
l\Iay r 2 The world 's largest hi " h speed wind tunnel is ope ned at the Langley Field
Laboratori es of t he National Adv iso ry Committee for Aeronautics.
M ay r 4 Howard I-Iu cr hes fli es from Chicago, Ill. , t o Glendale, Calif. , in 8 hrs. ro
min. 25 s~c., setting new intercity speed reco rd. (Northrop Gamma,
Wright Cyclone engine.)
May 23 Empire Air Day celebrated a t R oyal Air force stations in England.
May 27 Wilson L . Mi lls and Constan ce Righter make American airline distance
record for light airpl anes in the third category of 717.o6r miles from
Miami Fla., to Winston-Salem, N. C. (Aeronauti cal Corporation Aeron-
ca, Ae;onca engine.)
Jun e r2 Rear Admiral Arthur B. Cook is appointed Chief of the Bureau of Aero-
nautics, U. S. Navy.
412 AVIATION CHRONOLOGY AND RECORDS
June 2o-July 5 Soaring Society of America holds seventh annual meet at Elmira, N. Y.
June 23 Mackay Trophy presented to Major Albert W. Stevens and Captain Orvil
Anderson, U. S. Air Corps, for their stratosphere flight of 72,394 feet in
the National Geographic-Army Air Corps stratosphere balloon "Explorer
II" on November 1 I, 1935.
June 23 :Maryse Hilsz sets women's world altitude record of 46,948.725 feet at
Villacoublay, France. (Potez so6 biplane, Gnome-Rhone engine.)
June 25 Helen 1\facCioskey, pilot, and :1\Jrs. Monro l\IacCloskey, passenger; set
women's world distance record for light airplanes in the first category of
52.p26 miles from Chicago, Ill., to Endless Caverns, Va. (Lambert
Monocoupe, Lambert engine.)
June 27 U. S. Post Office Department settles air mail suits for S6ox,su.o8, with
Northwest Airways, Western Air Express, Transcontinental & \\"estern
Air and American Airways.
June 27 Seventeenth Annual Royal Air Force Display held at Hendon, England.
June 29 Major General Frank l\L Andrews and Major John Whiteley set world's
distance record for amphibians, flying non-stop 1,429.685 miles from San
Juan, Puerto H.ico, to Langley Field, Va. (Douglas YOA-s, 2 Wright
Cyclone engines.)
June 3o-July 2 Airship "Hindenburg" makes record east-west crossing of the Atlantic from
Friedrichshafen, Germany, to Lakehurst, N.J., in 52 hrs. 49 min.
July 2 Collier Trophy for 1935 presented to Donald \V. Douglas for the develop-
ment of the Douglas DC-2 transport airplane.
July 3 Henry Ford buys for Greenfield Village exhibit, Dearborn, l\Iich., the old
shop in Dayton, 0., where the Wright brothers invented the airplane.
July 3-5 National Balloon Races held at Denver, Colo.
July 4 R. A. Kling sets world speed record for 100 kms. of 227.793 m.p.h. for light
airplanes in the second category at Denver, Colo. (Keith-Ryder "Special,"
Menasco engine.)
July II Kings Cup Race won by Charles C. Gardner at 164.5 m.p.h. in England.
(Percival Gull, DeHavilland Gypsy engine.)
July 30 Annette Gipson sets women's world speed record for 100 kms. of 123.247
m.p.h. for light airplanes in the second category at Newark,~- J. (Lam-
bert Monocoupe, Lambert engine.)
Aug. I Louis Bleriot, one of the pioneers in aviation and the first man to fly across
the English Channel, dies in Paris, France.
Aug. I Fritz Sterling sets South American speed record for transport planes flying
from Mendoza, Argentina, to Buenos Aires, Argentina, average speed of
188 m.p.h. (Douglas DC-2, 2 Wright Cyclone engines.)
Aug. 8 Margaret Tanner makes women's world speed record for 100 kms. of 66.672
m.p.h. for seaplanes in the second category. (Aeronautical Corporation
Aeronca, Aeronca engine.)
Aug. 9-II Airship "Hindenburg" makes record west-east crossing of the Atlantic from
Lakehurst, N.J., to Friedrichshafen, Germany, in 42 hrs. 53 min.
Sept. 2-3 Harry Richman and Henry T. (Dick) Merrill fly from Floyd Bennett Field,
New York, to Llwyncelyn, 'Vales, in I8 hrs. 38 min. on an attempted
flig~t to London. (Airplane Development Vultee, Wright G Cyclone
engme.)
Sept. 4 Louise Thaden and Blanche Noyes make women's east-west transcontinen-
tal speed record flying from Floyd Bennett Field, New York, to Los
Angeles, Calif., in I4 hrs. 55 min. I sec. (Beecbcraft, Wright Whirlwind
engine.)
AVIATION CHRONOLOGY AND RECORDS 413
Sept. 4-5 ~frs.Beryl Markham flies from Abingdon, England, to Baleine, Nova Scotia
on an attempted flight to New York, in 24 hrs. 30 min. (Percival Veg~
Gull, DeHavilland Gypsy engine.)
Sept. 4-8 ::'\ational Air Races held at Los Angeles, Calif.
Sept. 13 Deutsch de Ia ~[eurthe Cup Race won by Yves Lacombe at an average
speed of 243 m.p.h. at Etampes Aerodrome, France. (Caudron, Renault
engine.)
Sept. q-rs Harry Richman and Henry T. (Dick) ~ferrill fly from Southport Beach,
England, to ~fusgrave Harbor, Kewfoundland, on attempt to reach New
York non-stop. (Airplane Development Vultee, Wright G Cyclone
engine.)
Sept. 28 Squadron Leader F. R. D. Swain makes world altitude record of 49.944.I2I
feet at Farnborough, England. (Bristol ·'Special," Bristol Pegasus en-
gine.)
Sept. 29-0ct. I England-to-Johannesburg, South Africa, air race won by Charles W. A.
Scott and Giles Guthrie in 52 hrs. 56 min. (Percival Gull, DeHavilland
Gypsy engine.)
Oct. I-I9 H. R. Ekins, Xew York World-Telegram, completes round-the-world trip
in 18 days, q hrs. 56 min., tra\·eling the 25,000 miles by air.
Oct. s-u Jean Batten flies solo from Lympne, England, to Port Darwin, Australia,
in a record time of 5 days, 21 hrs. 3 min. (Percival Gull, DeHavilland
Gypsy engine.)
Oct. 5-16 Jean Batten makes first solo flight from England to New Zealand in II days,
I hr. 2S min. (Percival Gull, DeHavilland Gypsy engine.)
Oct. 6-7 Kurt Bjorkvall flies from Floyd Be~nett Field, Ne~· York, on p_rojected
flight to Stockholm, Sweden, but Is forced down m the Atlantic ocean
off the Irish coast and is picked up by a fishing boat. (Bellanca Pace-
maker, Pratt & Whitney Wasp engine.)
Oct. 7-24 Pan American Airways System opens new passenger service across Pacific
to Manila carrying five newspaper men on a round trip flight.
Oct. 17 Mitchell Trophy Race won by Lieut. John 1·+

Ster~ing, U .. S. Army Air
Corps, at a spe~d of 2I?.546 m.p.h. at Selfndge F1eld, l\I1ch. (Consoli-
dated PB-2, \\"nght engme.)
Oct. 2I Pan American Airways System opens regular commercial passenger sen;ce
across the Pacific from California to :Manila.
Oct. 23 The "Philippine Clipper" lands at ~facao on survey flight from Manila to
complete Pan American Airways route across the Pacific from California
to the Orient.
Oct. 28-30 Capt. James A. Mollison flies_ from Flo_yd Bennett Field, New York, to
Croydon Airport, London, England, VIa Newfoundland ma~ing a record
for the flight from Newfoundland t? Croydon of 13 hrs. 17 mm. (Bellanca
Flash, Pratt & \Vhitney \\"asp engme.)
Nov. 2 John H. Shobe makes new speed record from New York to Boston flying
the 190 miles in so m~n. 30 sec. at an average speed of 227.5 m.p.h.
(Beechcraft, Jacobs engme.)
Nov. 4 "Hawaiian Clipper" arrives at Alameda, Calif., completing first regular

passenger flight to Manila and return.
Nov. I8 Andre J apy flies from Paris, France, to Hanoi, China, in so hrs. 59 min.
49 sec. making world record. (Caudron Simoun, Renault engine.)
1-
4I4 AVI ATION CHRONOL OGY AND RECORDS
Nov. 29-D ec. 4 Captain James A. Mo lliso n a nd Eclouarcl Corn igli on-Mo li nier fly from
Croydon, E ngla nd , to \Veisclrift, So uth Africa, in an attempt to brea k
the speed reco rd to Capetown . (Be ll anca Flas h, Pratt & Whitney Wa sp
engine.)
Dec. 9 Columbi a n T rophy presented to the thi rd attack group, U . S. Arm y Air
Corps, at Barksda le F ield, La ., for best safety reco rd in flyin g for t he yea r.
Dec. 10-12 N in th a nnu al All-Ameri can Air Ivian euvers held at :Mia mi, F la.
Dec. 14 :Major Alexa nder P . cleSeversky fli es from Floyd Bennett F ield , New Yo rk,
to Miami, F la ., in 5 Ius. 46 min. 30 sec. ma kin g new speed reco rd. (Se v-
ersky Sev 3, \Vright G Cyclone engin e.)
Dec. 17 The t hirty-th ird anni ve rsa ry of th e W right B roth ers fust fli ght a t Kitty
Hawk, N. C. , celeb rated in a nat iona l av iation clay.
Dec. 19 l'viajor Alexand er P. cleSeve rsky mak es a new world 's amph ibion speed
record for roo km s. of 209.40 m.p.h. at Ivl iami, F la. (Seversky Sev 3,
Wright G Cyclone.)
Dec. 30 Tvlaryse Bastie mak es solo fl ight from Daka r, Senegal , to _-ata l, Braz il , in
12 hrs. s min., a new reco rd. (Caud ron Simoun ai rpl ane , R enau lt eng ine.)
OFFICIAL AIR RECORDS
Established under Rules and Re g ulations of th e
FEDERATION AERONAUTIQUE INTERNATIONALE
Translated and Compiled by the Contest Committee, The N ational

Aeronautic Association, Washington, D . C.
J a nu a ry 23, T937
OFFICIAL .WORLD AIR RECORDS

World records are defined as maximum p erformance re gard les s of the
class or type of aircraft used.
MAXIMUM SPEED OVER A 3 KILOMETER COURSE

709.209 km.p.h. (440.681 m .p.h.)
Francesco Agello, Italy, October 23, 1934.
AIRLINE DISTANCE ....... .• .......... . ...... 9,104.700 kilometers (5, 65 7.3 87 miles)
M. Rossi and P. Codos, France, August 5, 6, and 7, 1933.
DISTANCE, CLOSED CIRCUIT ............. . .. 10,601.480 kilome te rs (6 ,58 7.4 41 mil es)
Bossoutrot and Rossi, France, March 23, 24, 25 and 26, 193 2.
ALTITUDE : .... . ...... . .................. . ... . .... . 22,066 meters (72 ,394.795 feet )
Capt. Orvtl A. Anderson and Capt. Albert W. Stevens, U. S. Army Air Co r ps, U nited
States, November 11, 1935.
CIRCUIT OF WORLD .. . . • ...••..... • ...••.•....•. • .. ... ... (No record established)
AIRLINE DISTANCE WITH REFUELING .................... (No record established)
A\ I \TIO N I-IR NOLOGY N D RE CORDS
OFFICIAL INTERNATIONAL AND NATIONAL "CLASS"

RECORDS
AIRPLANES-CLASS C
DI STAN CE , CLOSED CIRCUIT

I n te rn a tion al Reco rd ............ . ........ . .. . . 10.601. 48 0 k ilomet e rs (6,5 87.441 miles)
Bossou trot and Ross i, France , Dleriot 110 Mono plane, Hi spano -Sui za 500 HP engine
i\l a rch 23-26 , 1932. '
Na ti on a l_ (U.S.) Record ....•....... .. ...... . . ...... 4,0 50 kil ometers (2,516.55 miles)
Lts . h.elly and 1\!acready, USA, T-2 airplan e, L ibe rty 375 HP engine, Day ton, Ohio,
Apri l 16 a nd 17, 1923.
DISTANCE, AIRLINE
Internat ional Record ............... . . . . .. ...... 9,104.700 kilometers (5,657.387 miles)
l\1. Rossi and P. Codos , France, Ble riot-Z apala m onopla ne, "Joseph Le Brix," His·
. pa.no-Sui za 500 HP en gine, from Floyd B en nett Field, Brooklyn, New York, U. S. A.
to Rayack, Syria, Augu st 5, 6, and 7, 1933. '
Nation al (U.S.) Record . .. . . . . .................. 8,0 65.736 kil ometers (5,011.800 miles)
Ru ssell N. Boardman a nd John Polando, Bell anca monoplane, Wright J·6 300 HP
engine, from Brooklyn, New York, to Istanbul, Turkey, July 28, 29, and 30, 1931.
DISTANCE , BROKEN LI NE
lnternatjonal Record ................. . .... . . . •.. 9,106.330 ki lometers (5,658.400 miles)
M. Rossi and P. Codos, Fra nce, Bleriot-Za pala monoplane, "Joseph Le Brix," His·
pano-Suiza 500 HP en g ine, fr om Fl oyd Bennett Field, Brooklyn, New York, U. S. A .,
to Rayack, S y ri a, Augu st 5, 6, and 7, 1933.
' a tional (U.S.) Record ................................... . . ...... . None established.
ALTITUDE
Inte rna ti ona l Recot·d . . . .. . ..... ..... . . ..... . ..... . .... 15,223 meters (49,944 .121 fee t)
S qu adron Leade r S . R. D . Swa in , Great B ri taj n, B ri stol " S pecial" Monoplane, Bristol
•· P egas us" P . E . 65 490 HP e ng ine, at S ou th Fa rn borough. September 28, 1936.
N a tional (U .S. ) R ecord .. . ..... . .. . . . . : . . ........ _13,157 meters (43, 165.880 feet)
Lt. Apollo Soucek, \~f ri g ht "Apache," Pratt and W1utney 450 HP engl!1e, at Ana·
costia, D. C., june 4, 1930.
~1 \XIi\IUM SPEED
Internal ion al Record ... ... .. . .. . .. ........ .. Speed, 567. 115 km.p.h . (3 52.388 m.p.h.)
Howa rd Hughes , United S tates , Hu g h ~ "S peci!':l" m onopl a.',le, P,ratt & \~1 hitney \¥asp
Junior 1000 HP en g ine, S a nt a A na, Ca hfornta , ::Oeptember lo, 19o5.
Na tion al (U.S.) Record .. ... ......... ... . . .. .. . ··· . . ·· · · ·· · · · ·· . .. . Sa me as a bove.
SPEEDS FOR SPECIFIED DISTANCES WITHOUT PAY LOAD
SPEED FOR 100 KILOMETERS (62. 137 MILES)

Inte rnational Record ... . ..... . .... · · · · · · · · · ···S pe ed, 476.316 km. p. h. (295.969 m.p.h. )
Maurice Arnoux, France, Caudron C.~60 monopl ane, R enault 360 HP engine , Chartres·
· Bonce-Etampes course, August 10, !9oS.
Nat ional (U.S.) Record ........ ... • ·•···•······ Speed, ~28.138 km .p.h. (266.032 m.p.h.)
]. R. Wedell, vVedell-Williams monoplane, Pratt & Wlutney Wasp 800 HP engine, New
Orleans, Louisiana, February 17, 1934. '
S PEED FOR 1000 KILOMETERS ( 62 1.3 69 M ILES)

Inte rn a tional Recot·d ... .. •.... .. . · · · · · · ·······Speed, 450.371 km.p.h. (279.847 m.p.h.)
R ay mond Delmotte, France, Caudron C.4 60 monoplane, 1\enault 360 HP engine, I stres.
A ug ust 24 , 1935.
National (U.S.) Record .......... ·· • · · · · ···· ·.· .S peed , 308.470 km .p.h. (191.674 m.p.h. )
D. \¥. Tomlinson, pilot; J . S. B a rtle>, C<?·P tlot; Douglas DC· ! monoplane , 2 vVright
Cyclone 710 HP eng ines, Floyd Bennett Field-Polling Field-Willoughby Spit-Floyd
Bennett Field course, :May_ IS, 1935.
SPEED FOR 2000 KILOMETERS (1242.739 1\IILES)
International Record •••••••••••••••••••••••• Speed, 380.952 km.p.h. (236.712 m.p.h.)
Attileo Biseo and Gori Castellani, Italy, S-79 I-:'lfAGO airplane, 3 Alfa-Romeo 125
engines, Monte-Cavo, Monte Nerone, Ansedonia course, September 23, 1935.
National (U.S.) Record ••••••••••••••••••••••••• Speed, 307.234 km.p.h. (190.906 m.p.h.)
D. W. Tomlinson, pilot; ]. S. Bartles, co-pilot; Douglas DC-I monoplane, 2 \Vright
Cyclone 710 HP engines, Floyd Bennett Field-Dolling Field-Willoughby Spit-Floyd
Bennett Field course, May 18, 1935.
SPEED FOR 5000 KILOMETERS (3106.849 MILES)

International Record •.•••••••••••••••••••••• ,, .Speed, 272.030 km.p.h. (169.031 m.p.h.)
D. W. Tomlinson, pilot; j. S. Bartles, co-pilot; United States, Douglas DC-I monoplane,
2 Wright Cyclone 710 HP engines, Floyd Bennett Field-llolling Field-Willoughby
Spit-Floyd Bennett Field Course, May 16-17, 1935.
National (U.S.) Record •••••••• , ••••••.••••••••••••••••••••••..•.•.•.. Same as above.
SPEED FOR 10,000 KILOMETERS (6213.698 MILES)

International Record •.••• , ••••••. ,,,.,, ••..•••• Speed, 149.853 km.p.h. (93.114 m.p.h.)
]. Le Brix and M. Doret, France, Dewoitine airplane, Hispano·Sutza 650 HP engine,
Istres, June 7, 8, 9, and 10, 1931.
National (U.S.) Record ••..•.•••• ,, ••••.. , •.•.•.•••..... ,, •.•••••• None established.
CLASS C-WITH PAY LOAD OF 500 KILOGRAMS

(1102.311 lbs.)
ALTITUDE
International Record ....•..........•............•••••. 13,178 meters (43,234.817 feet)
Vladimir Kokkinaki, Russia, C.K.B. 26 monoplane, 2 l\1.85 800 HP engines, at :'lloscow,
August 3, 1936.
National (U.S.) Record ..•••••.•••..•.....•..•..•••.•••••. 8,578 meters (28,143 feet)
Lieut. H. R. Harris, U.S.A.S., USA-TP-1, Liberty 400 HP engine, at Wright Field,
Dayton, Ohio, May 21, 1924.
SPEED FOR 1000 KILOMETERS

International Record ..•..••.•••.••••...••....•. Speed, 390.371 km.p.h. (242.565 m.p.h. l
Attileo Biseo and Gori Castellani, Italy, S-79 1-.MAGO airplane, 3 Alfa-Romeo 125
engines, Monte Cavo-Monte Nerone-Ansedonia course, September 23, 1935.
National (U.S.) Record •••••.••.• , ••••• , ••••••• Speed, 308.470 km.p.h. (191.674 m.p.h.)
D. W. Tomlinson, pilot; J. S. tlartles, co-pilot; Douglas DC·1 monoplane, 2 \Vright
Cyclone 710 HP engines, Floyd Bennett Field-Dolling Field-Willoughby Spit-Floyd

International Record ••••••••••••••. , •.•••••.••• Speed, 380.952 km.p.h. (236.712 m.p.h.)
Attileo Biseo and Gori Castellani, Italy, S-79 I-MAGO airplane, 3 Alfa·Romeo 125
engines, Monte Cavo-Monte Nerone·Ansedonia course, September 23, 1935.
National (U.S.) Record •••••••••••• , ••••••• , .••• Speed, 307.234 km.p.h. (190.906 m.p.h.)
D. W. Tomlinson, pilot; ]. S. Bartles, co-pilot; Douglas DC-1 monoplane, 2 Wright
Cyclone 710 HP engines, Floyd Bennett Field-Boiling Field-Willoughby Spit-Floyd
Eennett Field course, May 18, 1935.

International Record •••••••••••••••.•••••• , ••• ,. Speed, 272.030 km.p.h. (169.031 m.p.h.)
D. W. Tomlinson, pilot; J. S. Bartles, co-pilot; United States, Douglas DC-1 monoplane,
2 Wright Cyclone 710 HP engines, Floyd Bennett Field-Dolling Field-Willoughby
Spit-Floyd Bennett Field course, May 16-17, 1935.
NatiOnal (U.S.) Record ••••••••••.••••• , •••..••••••••••••••.•.••.•.•.• Same as above.
A. VIATIO:\ CHROXOLOGY AXD RECORDS 417
(2204.622 lbs.)
ALTITUDE
International Record .................................. 12.101 meter> (39,701.364 feet)
Kokkinaki. Hussia. C.K.r. 26 monoplane, 2 ~1.85 800 HI' engines, at Tchelcovo, August
21, 1936.
National (U.S.) Record ..••.•••••••.....••...•••••••••.•• ,6,346 meter• (20,820 feet)
\Valdo \Vaterman, Bach airplane, \\'right J·6 engine, Los AngeJeg Airport, Lo• An·
geles, California, July 26, 1929.
SPEED FOR 1000 KILO~!ETERS

International Record ..•.••..•...•.•............ Speed, 390.371 km.p.h. (242.565 m.p.h.)
Attileo Disco and Gori Castellani, Italy, S-79 I-~!AGO airplane, 3 AHa-Romeo 125
engines, ~lonte Cavo-~lonte Nerone-An•edonia course, September 23, 1935.
National (U.S.) Record ....................••.... Speed, 308.470 km.p.h. (191.674 m.p.h.)
D. \\'. Tomlimon, pilot; J. S. Bartles, co-pilot: Douglas DC-1 monoplane, 2 \Vright
Cyclone 710 HP engines, Floyd Bennett Field-Boiling Field-Willoughby Spit-Floyd
Bennett Field course, :\lay 18, 1935.
SPEED FOR 2000 KILO~IETERS

International Record ......•..•...•••......•.••.. Speed, 380.952 km.p.h. (236.712 m.p.h.)
Attileo Eiseo and Gori Castellani, Itah•. S-79 I-:'11AGO airplane, 3 AHa-Romeo 125
engines, l\fonte Cavo-:\lonte Nerone-Anse'donia course, September 23, 1935.
National (U.S.) Record ....•.••.........•.•.••.• Speed, 307.234 km.p.h. (190.906 m.p.h.)
D. \V. Tomlinson, pilot; T. S. Bartles, co-pilot: Douglas DC-1 monoplane, 2 \Vright
Cyclone 710 HP en~ines, JO!oyd Rennet! Field-Bolling Field-Willoughby Spit-Floyd
Bennett Field course, )fay 18, 1935.
SPEED FOR 5000 KILOi\IETERS

International Record ......•.•.•.....•.....•••.. Speed, 272.030 km.p.h. (169.031 m.p.h.)
D. \V. Tomlinson, pilot; T. S. Bartles, co-pilot; United States, Douglas DC-! monoplane,
2 \Vright Cyclone 710 I'IP engines, Floyd Bennett Field-Boiling Field-Willoughby
Spit-Floyd Bennett Field course, ~lay 16-17, 1935.
National (U.S.) Record ....................................... ··.· .... Same as above.

( 4409.244 lbs.)
ALTITUDE
International Record ............................. ···· .11.005 meter> (36,105.567 feet)
\'ladimir Kokkinaki, Russia. C. K. B. 26 monoplane, 2 ~1.85 800 l!P engines, at
Tchelcm·o. September 7, 1936.
National (U.S.) Record ......••.........•.•• • •• ····.··:· .2,049 meters (6,722.420 feet)
Lieut. H. R. Harris, U.S.A.S .• Barling Bomber, 6 Ltberty 400 HP engines, \Vright
Field, Dayton, Ohio, October 25, 1923.
SPEED FOR 1000 KILO~IETERS

International Record ..........•........ ·.······Speed, 390.3?1 km.p.h. (242.565 m.p.h.)
Attileo Riseo and Gori Castellani, Italy, ~-79 1-:'IIAGO atrplane, 3 Alfa-Romeo 125
engines, Monte Cava-Monte Ncrone-Ansedoma course, September 23, 1935.
National (U.S.) Record .................. · ... _.. Speed, 308.470 km.p.h. (191.6i4 m.p.h.)
D. \V. Tomlim:on, pilot; .T. S. Bartles, C<;'·P•lot: D~mgla_~ DC-1 !"onoplane, 2 Wright
Cyclone 710 HP engines, Floyd Bennett Fteld-Bollmg held-\Vtlloughby Spit-Floyd
Bennett Field course, l\Iay 18, 1935.
SPEED FOR 2000 KILO}IETERS

International Record ..•.•.•.•••.•• :.·········-· .Speed, 380.9?2 km.p.h. (236.712 m.p.h.)
Attileo Riseo and Gori Castellam, Italy. S-/9 I-::\L\GO au·plane, 3 Alfa-Romeo 125
engines. i\lontc Cavo-:\Ionte Nerone-Ansedonia course, September 23, 1935.
National (U.S.) Record ................... • ..... Speed, 307.234 km.p.h. (190.906 m.p.h.)
D. W. Tomlinson, pilot; J. S. Bartles, C?·Ptlot: D~mgla~ DC-1 ?"1Dnoplane, 2 \Vright
Cyclone 710 HP engines, I• loyd Bennett Fteld-Bollmg Fteld-\Vtlloughby Spit-Floyd

Neither International nor National (U.S.) Record has been established.
CLASS C-WITH PAY LO A D OF 5000 KILOGRAMS

(11,023 lbs.)
ALTITUDE
Inte rnational Record ... . . ....... . . . ....... . ............ 8, !! 6 meters (26,62 7. 24 1 feet)
1Vla jor Youmacheff, pil ot; 1\{ r. I<a lachnikoff, mechani c ; J"{uss ia, ANT-6 monoplane, 4 A~l -
800 HP e ng in es , at Tch elcovo, Septembe r II , 1936 .
National (U.S.) Record .•• .. . . . .. . ....• . . . .. .... . .. .•.. .... .. . . . . . . None established .
Neithe r International no r Nation al (U. S . ) Record has been es tablished.
SPEED FOR 2000 K I LOMETERS
Neither I nterna tional no r Nat ional (U. S.) R eco rd has been established.
SPEED FOR 5000 KILO?viET ERS
Nei th er I nternational nor Nat ion al (U.S.) R ecord ha s bee n es tablishe d.
CLASS C-WITH PAY LOAD OF 10,000 KILOGRAMS

(22,046 lbs.)
ALTIT U D E
Internation al Record ..... . ....... . ... . . . ... . ... ... ..... 6,605 me ters (2 1,669 .902 fe e t )
M ajor Youmacheff, pi lot ; M r. Kalachnikoff, mecha nic; Hu ss ia, ANT-6 monopl a ne, 4
Al\1-34 800 HP eng ines, a t Tchelcovo, Septem ber I G, 1936.
National (U.S.) Record .... . . .. . . .• ..•. . . . . . .. . . . .. • . . . . .. . . . ... . .. None established.
SPEED FOR 1000 KILO MET ERS
Neither I nternational nor N a tiona l (U.S.) Record has been establi shed.
SPEED FOR 2000 KILO ll rETERS
Neither I nte rnational nor National (U.S.) Record has been establi shed.
Neither I nternational nor Nation al (U.S . ) Record has been es tablished.
CLASS C-GREA TEST PAY L OAD CA RRIED TO AN

ALTITUDE OF 2000 METERS
(6,561.66 f eet )
International Record . ............ . .... . ..... ... ... . . 12,000 kilogram s (26,455.464 lbs.)
Major Yournacheff, pilot; Mr. Cheverdinsky, mechanic, Russia, ANT-6 monopla ne, 4
AM-34 80 0 HP engines, a t Tch elcovo, September 20, 1936.
National (U.S.) Record .. .. . . .. . .. ........... . .. . ..... 2,000 kilo g ra ms (4,409.244 lbs.)
Lt. H . R . Har ris, U .S.A.S., Barling Bomber, 6 L iberty 400 HP engines, at W r ight
Field, D ayton, Oh io, October 25, 1923.
CLASS C-REFUELING IN FLIGHT
AIRLINE DISTANCE W I TH REFUELING

N either I nternational nor National (U.S.) Record has been establish ed.
BROKEN LINE DISTAN CE W I TH REFUELING
Neither International nor National (U.S.) Record has been establi shed.
\ L TIO N CHRON OLOG"Y ~ D RECORD S
LIGHT AIRPLANES-CLASS C-FIRST CATEGORY
lVIulti -scaters weight empty less t.han 560 kgs. (1,234.576 lbs.)
AIRLINE D I STANCE
Int e rnati onal Hecord . . .. . . . ..... . ... ... .. ... . ... 3,19 7.679 kil ometers (1 986.942 mi les)
Robe rt D. B;'ck an d Lee B elli~grath . nited States, i\lonocoupe monopl,.;,e, Lambert 90
HP e n g m e. trom Burba n k, allfornia to Columbu s, Ohio, i\fay 5-6 ! 936
1\ational ( ·.S. ) Hecord .. . ...... . . .. ... . .. . . . . . .. . ........... .' . . .. :Same as a bove
ALT ITUDE
Intern a tional Record • .•. . • .. •. . •• . .. .. .. . ... .. .. . . . .•• . •.. 9,282 meters (3 0,45 3 f ee t )
Comm. Renata Dona t i, pilot, M. L a.n cia.n i, passenger, It aly, Fiat A .S. I .c.n. a. airplane,
C.N.A.c. 7 engine, Littor io airpo rt , Decembe r 30. 1932.
N a t iona! (U.S . ) Record . . .. . .. ....• . . . .......... ... . . ..... 5,6 52 meters (18,54 3 fe et)
\.Yillfred G . l'd oore, Inland Sp or t monoplane, \'V arner 110 HP engine, Kansas City,
1\•Ii ssouri, September 30, 1929.
I nterna tiona l Record .. .. ... . . . ... . . ... . . . ..... . S p~ ed , 453 .743 km. p.h. (28!.942 m.p.h.)
lllaur ice Arnoux a nd i\'[me. Becker, France, Caudron C.45 0 monoplane, Renau lt engine,
• Charlre s-Bonce-Etampes course, A u gust 8, 1935.
Nationa l ( U.S.) Record ..... . .. . ....... . .. .. .. .. Speed, 277 .169 km.p.h. (1 72.225 m .p.h.)
Jo hn H . \ ¥righ t , pi lot; Ka rl E . oelter, passenger; Monocoupe monoplane, \>Varner
Supe r Scarab 145 HP engine, Mi am i, Fl orida , J a nuary 15. 193 5.
PE!z:D FOR 1000 KILOMETERS
In te rn at ional Reco rd ... . . . . .. . ... .. .. . . ..... . .. Sp eed, 292.825 km.p.h. (181.95 3 m.p.h. )
Maurice Arnoux and Mme. Becker . . France, Caudron "Rafale" C.660, Renault-Ben gali
1 ~0 HP en g ine, Angers, Jul y 7, 1935 .
attOnal (U.S.) Record .. . ... .. . .. . . . ..•..... .. . . .. .••....• .•... • • . None established.
SPEED FOR 2000 K I LOMET ERS

N ei ther I nternat ional no r National (U.S.) Reco rd has been establ ished.
LIGHT AIRPLANES-CLASS C-SECOND CATEGORY

S ingle-seaters wei ght empty less tha n 450 kgs. (992.070 l bs.)
A I RLIN E DISTANCE
I nte rnational Record ... . .. . .. ..•... ... . . . .... . . . ... . 3,582 kilometers (2,225. 747 mi les)
Capta in Skerz inski , Pola nd , R. vV. D . 5-2 . monoplane, Gipsy Major 130 HP engine,
f~o m S t. Louis, Senega l, to Maceio, Bra zi l, May 7, 1933. . .
N att onal (U.S.) Record . . . . ... .. . ......... . ..... . ... .. . 2,655 ~IIometers (1!650 mtles)
D . S. Zimmer l y, Barling NB -3 ai rplane, 60 HP LeBlond engme, Brownsvtlle, Texas,
to vVinnipeg, Canada, Jul y 17, 1929.
ALTI T U DE
Inte rn a tional Record . . . . .. . ...•....• .. . . . .... . ... . ... 10,008 meters (32,834.546 feet)
F';' r io N iclot, Ital y, E.T.A ., C.N .A. airplane, C.N.A.C. 7, 160 HP engine, Littori o
A_Irport, December 24, 1933.
N a tiona! (U.S.) Record .... . .. .. ... .. .... . . .. .. .. . .. . . . 7,338 meters (24,074 .730 feet)
J?· _S . Zimmerly, Barli n g NB -3 ~onoplane, Lambert R2 66 90 HP engine, Forest Parle
Fly mg Field, S t . Loui s, Missoun, February 16, 1930.
SPE ED FOR 100 KILOMETERS
lnt;rnatio;'al R ecord . .. . .. .. . . . . . . ... . ... ;( . .. ?P~,Cd, 366.599 km.p.h. ( 2~;.793 m.p:h.)
h.. A. h .Img , United States. Keith Ryder Specml monoplane, Menasco 2t- HP engme,
Denver, Colorado, Ju! v 4, ! 936.
N at10na! (U .S. ) R ecord: . . ... .. .... . . . . ... . . . .. .. ....... ..•. . . . . . .• . • Same as above.
SPEED F OR 1000 KILOMETERS

I n\.~rnat i on a! Record .. . .. . .. ... .... .. .. .. .. . . . Speed , 332.883 km.p.h .. (206.843 m.p:h.)
· Delmotte, France, Caudron monoplane, type 362, Rena ult-Bengah 150 HP engme,
at_t Istr es, D ecember ?6 1933
N a tonal (U.S.) Reco;d: . . . . : . . . • • . . . .. . .. .. • ... .. . ..•.• . •• .. ..•• .. None established.
SPE~D FOR 200 0 K I LOMET ER S

Neither I nterna t ional nor Nat ional (U.S.) Record has been established.
420 AVIATIOX CHROXOLOG\r :\XD RECORDS
LIGHT AIRPLANES-CLASS C-THIRD CATEGORY

Multi-seaters weight empty less than 280 kgs. (617.288 lbs.)
AIRLINE DISTANCE
International Record ..•...•....•..............•. 1,654.750 kilometers (1,0.:?1'!.212 miles)
Captain Jaroslav Polma and Lt. Frantisek Zeleny, Czechoslovakia. Praga E.114 airplane.
Praga B 29, 36 HP engine, from l'rague, Czecho>lovakia to :.\lo<cow, Hu,;sia. August
30·31, 1936.
National (U.S.) Record ••...•..•••.........••..... 1,154.000 kilometers (717.061 miles)
\Vilson L. :.\Hils and Constance Rif.(hter, Aeronca monoplan<=. Acronca 36 Ill' engine,
from :\Iiami, Fla., to \Vinston-Salem, X. l". • .\lay 27, 1936.
ALTITUDE
International Record ••.••.••••••••.••••••••••..••••••• 6,951 meters (22,805.049 feet)
Giovanni Zappetta, pilot; Ragusa Francesco, passenger, Italy, N5 monoplane, Pobjoy
75 HP engine, Montecelio, December, 1933.
National (U.S.) Record •••..••••..•••••••••••••••••... 4,244 meters (13,923.843 feet)
Edna Rudolph, pilot, Thornton Waggoner, passenger, Curtiss Wright Junior airplane,
Szekely 43 HP engine, East St. Louis, ltlinois, May 31, 1931.
International Record •••• , •••••••••••••••••••••• Speed, 222.579 krn.p.h. (138.304 m.p.h.)
Sebastiane Bedendo, pilot; l{inaldo Stenico, passenger; Italy, N-5 airplane, Pobjoy 75
HP engine, Ruderi od lnfernaccio temporary cour,-c. Fchruan- 17, 1935.
National (U.S.) Record ••..••••••••••••..••••••.•••..... : ••.•••••• None established.
International Record .••.•••••.•••.•••••••••••.• Speed, 213.676 krn.p.h. (132.772 m.p.h.)
Sebastiane Bedendo, pilot; Rinaldo Stenico, passenger; ltaly, N-5 airplane, Pobjoy 75
HP engine, Ruderi od Infcrnaccio temporary cour:<e, February 16, 1935.
National (U.S.) Record •.•••••••••••••••••••••••.••.••••••••.•••.• None established.
International Record .......................... Speed, 195.760 km.p.h. (121.639 m.p.h.)
Bailly and Reginensi, France, Farman 239 airplane, Pobjoy 75 HP engine, Ville-
sauvage-La Marmogne course, October 6, 1933.
National (U.S.) Record ••.••.•••••••••....•..•••.••••••••••••...••• None established.
LIGHT AIRPLANES-CLASS C-FOURTH CATEGORY

Single-seaters weight empty less than 200 kgs. (440.920 lbs.)
AIRLINE DISTANCE
International Record ••••••••••••••...••••••••••..• 852.100 kilometers (529.469 miles)
G. Fauvel, France, :\Iauhaussin Peyret Type I 0. Xo. I airplane, ,\.B.C. Scorpion
engine. Saint·Inglebert to Pau, September 10, 1929.
National (U.S.) Record ................................... 723.401 kms. (449.5 miles)
Edward W. Sti~t~ Aeronca C-2 airplane, Aeronca 107./\ engine, Toledo, Ohio, to Laurence·
ville, Virginia, .November 24, 1935.
ALTITUDE
International Record ..•...•.....•.......••............. 5,921 meters (19,425.814 feet)
Miss Irene I. Crum, United States, Aeronca C·3 Scout monoplane, Aeronca E113C 36
I-!P engine, Gallipolis, Ohio, August 23, 1936.
National (U.S.) Record ........••......•••.•......•...............•.. Same as above.
International Record ........................... Speed, 221.307 km.p.h. (137.513 m.p.h.)
S. ]. Whitman, United States, "Whitman Special," Pobjoy "R" 95· HP engine, New
Orleans, Louisiana, February 14, 1934.
National (U.S.) Record ............................................. Same as above.
International Record ...••.•...•.•...........•. Speed, 120.406 km.p.h. (74.817 m.p.h.)
Benjamin King, United States, Aeronca C-2 Scout monoplane, Aeronca E113A 36 HP
Engine, Hampton Roads, Virginia, permanent speed course, "\pril 26, 1936.
National (U.S.) Record .............................................. Same as above.
A YL\TIO:\ CHRO:\OLOGY A~D RECORDS 42I
SEAPLANES-CLASS C2
AIRLIXE DISTA?\CE
International Record •.••••.••.••••..••••.•••••••• 5,280.015 kilometers (3,281.402 miles)
Lt. Comdr. Kneller :\lcGinnis. l:SX. Lt. ]. K. ~\verill, l'S)I, XAP T. P. \Vilkinson,
USN, pilots; C. S. Bolka, A. E. ]. Dionne and E. V. Sizer, crew; United States, Navy
XP3Y·1 seaplane, 2 Pratt & \Vbitney 825 HP engines, from Cristobal Harbor, Canal
Zone, to San Francisco llay, Alameda, California, October 14-15, 1935.
Xational (U.S.) Hccord •••.•...•••.•••••••••••.••.•••••••••• , •••.•. , .• Same as abo,·e.
llROKE~ LINE DISTAKCE

International Record ..................... , ....... 5,5-11.392 kilometers (3,443.255 miles)
Lt. Comdr. Knefler McGinnis, USN, Lt. J. K. Averill, USN, NAP T. P. Wilkinson,
USN, pilots; C. S. Bolka, A. E. J. Dionne' and E. V. Sizer, crew; United States, Navy
XP3Y-1 seaplane, 2 Pratt & Whitney 825 HP engines, from Cristobal Harbor. Canal
Zone, to San Francisco Bay, Alameda, California, October 1-1·15, 1935.
Xational (U.S.) l~ccord., ................... , ......................... Same as above.
ALTITUDE
International Record ..•..•••• , • , • , .................... 11,753 meters (38,559.594 feet)
Lieut. Apollo Soucek, U.S.N., United States, "Apache," Pratt and \Vhitney 425 HP
engine, supercharged, at \Vashington, D. C., June 4, 1929. ,
National (U.S.) Record .. , ...... , ................................... Same as above.
~IAXDIU!\f SPEED
International Record ....... , .•••• ,., ........... Speed, 709.209 km.p.h. (440.681 m.p.h.)
Francesco Agello, Italy, l\fC i2 seaplane, Fiat A.S. 6 engine at de Desenzano-Garda,
October 23, 1934,
National (U.S.) Record ........................ Speed, 395.439 km.p.h. (245.713 m.p.h.)
Lieut. James H. Doolittle, U.S.A.S., Curtiss R3C·2 Curtiss V-1400, 600 HP engine,
Bay Shore, Baltimore, Maryland, October 27, 1925.
SPEEDS FOR SPECIFIED DISTANCES WITHOUT PAY LOAD
SPEED FOR 100 KILOl\fETERS (62.137 MILES)

International Record .•• , .•••.••••••••••.•••••. Speed, 629.370 km.p,h, (391.072 m.p.h.)
Guglielmo Cassinelli, Italy, Macchi C.72 seaplane, 2-100 HP Fiat AS 6 engine,
Falconara·Pesaro permanent course, October 8, 1933.
Nat~onal (U.S.) Record ...................... Speed, 338.944 km.p.h. (241.679 m.p.h.)
l:.t.eu~ .. G. T. Cuddihy, U.S.N., Curtiss R3C-2 Curtiss V-1500, 700 HP, at Norfolk,
\ trg'lma, November 13, 1926.

Intern~tional Record ........................... Speed, 313.261 km.p.h. (19-1.651 m.p.h.)
:\lano Stoppani and Amelio )iovclli, pilots; ~!area Luzzatti and Remigio \'isintin, pas-
N s~ngers; Italy, Cant z. 506 seaplane 3 Fiat A/59 R engines, July 7, 1936.
• a~•ona! <U.S.) Record ............. : ........•. Speed, 265.606 km.p.h. (165.0-10 m.p.h.)
~~aJo;-Gen. F. ~I. Andrews. ]'ilnt; T. t~. ~loran and II. 0. Johnson, crew; United States,
• arttn B-12-A seaplane, 2 p & \\'''Hornet" 700 HP engines, ,\ngust 24, 1935,
SPEED FOR 2000 KILO:\IETERS (1242.739 MILES)

In~1rn~tional Record ....•..................... Speed, 307.311 km.p.h. (190.95-l m.p.h.)
- ano Stoppani and .\melio Novelli pilots· ~!area Luzzatti and Remigio \'isintin, pas·
t\' s~nger;;; Italy, Cant Z. 506 seaplane' 3 Fiat "\/59 R engines, July 7, 1936.
• a~d".~l (U.S.) Record ............ .'..... , .... Speec.l, 253.18] ..~m.p.h. (15~.319 m.p.h.)
p "m ~ltlSick, Boris Sergievskv and Charles .A. Lmdbergh, Stkorsky S-4- seaplane, -1
ratt and \\'hitney 670 HP "Hornet" engines. ,\ugust I, 193-l.
SPEED F~)R 5000 KILOMETERS (3106.849 MILES)

In~irnatJOnal R!'cord, •• , •.••... , , ••..• , • , • , .••• Speed,
139.567 km.p.h. (86.723 l!l·P·h.)
o;ut. de Vatsseau Paris and M Gonord France, Latecoere 28-3 seaplane, Htspano-
S utza 600 HP ' · •
National (US engine, at Arcachon, June 4 and 5, 1931. .
· ·) Record ..................................... , , ...... None estab!tshed
SPE~D FOR 10,000 KILOMETERS (6213.698 MILES)

Netther International nor National (U.S.) Record has been established.
422 AVIATIO N CHRON OLOGY A:0l D RECORDS
CLASS C2-WITH PAY LOAD OF 500 KILOGRAMS

(1102.311 lbs.)
ALTITUDE
International Record .. ...... ... . ... .. . . . ....... ... . ... . 9,532 meters (31,272.871 feet)
M. Bourdin, France, Liore and Olivier sea pl a ne, 2 I-Ii s pa n o- Sui za 500 HP en g ines , a t
Antibes, January 26, 1934.
National (U.S.) Record . . ..... . . . ... . . .. . .... ... • .. . . . .. 8,208 meters (26,929.080 feet)
Boris Sergievsky, Sikorsky S-38 seaplane, 2 Pratt and Whitne y "Was p" 420 l-IP en gine s ,
supercharged, Bridgeport, Connecticut, J ul y 21, 1930.
SPEED FOR 1000 KILOMETERS (621.369 MILE S)

Inte rnational R eco rd . . .... ... . ... .... . . .... .... Speed, 3 13.26 1 km .p.h. ( 194. 651 m .p.h. )
Mario Stoppa n i a nd A meli o Novelli , pil ots; :Ma rco Luzza tti a nd R emi g io Vi s intin , pas -
se nge r s ; Italy, Cant Z. 506 sea pl a n e, 3 Fi at A / 59 R e ng in es, Jul y 7, 1936 .
National (U.S. ) R ecord . .. .. . . . . . ........... . S peed , 26 5.606 km.p.h. ( 165 .040 m .p.h.)
Ma j or-G en. F . M. A ndrews, pil ot; J. G. i\lor a u a nd H. 0 . J ohnson, c r ew ; l\!art in B- 12 -A
seaplane, 2 Pra tt and vVl1 itn ey "Hornet" 700 HP e ng in es , A u gu s t 24 , 1935.
SPEED FOR 2000 KILO i'viETERS ( 1242 .7 39 MILES)

International Record . .. .. . . . . . . . . . ... .... .... . Speed , 307. 3 11 km.p.h. ( 190.95 4 m.p.h . )
JVIario Stoppan i and Ameli o Novelli, pilots; M a rco Lu zza tti a nd Rerni g io \i is intin , pas-
sengers; Italy, Cant Z. 50 6 sea pl a ne, 3 F iat A / 59 1{ en g in es, .Ju ly 7, 1936 .
National (U.S. ) R ecord ... . . . .... .. ..... . ...... S peed , 253. 182 km.p.h . ( 157. 319 m.p .h. )
Edwin Mu s ick, B ori s Se rg ievsky a nd Charl es i\. Lind be r gh , Sikors ky S -42 seaplane, 4
Pratt and \.Yhitney 6 70 l-IP "Horn et" eng ines , Au g ust I , I 9 34.
SPEED FOR 5000 KILO M ETERS (3 106. 849 l\IILE S)

Neither Interna tional nor National (U. S. ) Record has been es tab li s hed.

(2204.622 lbs.)
ALTITU DE
Intern a tional Re cord .. . . . ... . . . . . . .... ...... . .. ... ... . 8 ,8 64 m ete rs ( 29,0 8 1. 2 77 fee t )
M . Bourdin, Fra n ce, Liore and Olivier seapla ne , 2 His pa no-Sui za 690 HP en g ines,
at Antibes, December 26, 1933.
National (U.S . ) Record ............... . .. .. . .•.... .••.. 8 ,208 meters (26,929.080 feet)
Boris Sergievsky, Sikorsky S-38 seaplane, 2 Pratt and Whitney Hornets, 575 l-IP
each, a t Bridgeport, Connecticut, Jul y 21, 1930.
SPEED FOR 1000 KILOMETERS (621.369 l'viiLES)

Internati onal R ecord . . . .... . ... . . . ... ... . ... .. Speed, 313,26 1 km .p.h. ( 194 .65 1 m.p.h.)
Mario Stoppani and Am elio N ovelli , pi lots; M arco Luzzatti and R emi g io V isintin, pas ·
sengers ; Italy, Cant. Z, 506 seaplane, 3 Fiat A /59 R el'lg ines, July 7, 1936.
Nation a l (U.S.) Record ....................... Speed, 265.606 km.p.h. (165.040 m.p.h.)
iVIajor-Gen. F. M. A ndrews, pilot; J. G. Moran a nd I-I. 0. Johnson, crew; Martin B-1 2- A
seap lane, 2 Pratt and Whitney "Hornet" 700 HP engines, August 24, 1935 .
SPEED FOR 2000 KILOMETERS (1242 . 739 M ILES)

International Record .. . . . . . . . . . ... . . . . . . ...... Speed, 307.31 1 km .p.h. (190.954 m.p.h.)
Mario Stoppani and Amelio Novelli, pilots; Marco Luzzatt i a nd Remigio V isintin , pas·
seng ers; Ita ly, Cant Z. 506 sea pla n e, 3 Fiat A /5 9 R en g ines, Jul y 7, 1936.
N a tiona l (U.S.) Record . ........... . . . ........ . Speed, 2 53. 182 km.p.h. (157.319 m.p.h. )
Edwin Musick, Boris S er g ievs ky and Charles A. Lindbe rgh, Sikorsky S-42 seaplane , 4
Pratt and vVhitney 670 I-IP "Hornet" engines, Augu s t 1, 1934.
S PEED FOR 5000 KILOMETERS (3106.849 JVIILES)

Neither Internati onal n o1· National (U.S .) Record has been es ta blish ed .
_ \I TI ON CHRONOLOGY _ D RECORDS
( 4409.244 lbs.)
L TIT 'DE
Inte rnat ional Record ........ . . .. ... . . . .... . ..... . .. . ... 7, 83 1 Meters (25,692 .203 feet)
- l a no toppani and \'i cenzo Ealdini. I taly. a nt Z 506 seaplane, 3 Alfa Romeo type 126
R 68 0 1-LP e ng in es . at ~l o nfalc one , N o,·ember 29 . 1936.
::\' a t iona l ( .S.) Reco.r d . . . .. . . .. . . . .. ... . .. .... ·...... .. 6,074 Meters (19,709.259 f eet)
llori s Sergievsky, ikorsky -3 ea pla11 e. 2 Pratt and \ Vhitney 42~ HP " \~i asp" engines,
a t tratford , Connecticut , Augus t 11, 19" 0.
PEED FOR 1000 KILOMETER (621.369 ) fiLE
Inte rnational R ecord . ... . . . . . . . ...... . ..... . .. Speed , 313 .261 km.p.h. (194.651 m.p.h.)
i\ lario toppani a nd Ameli o Novelli, p il ots ; Marco Luzzatti and Remigio Visinti.n, pas·
_ scng ers; Italy, Cant Z. 506 seapbne, 3 Fiat r 9 R engines, July 7, 1936.
i'\ ation a l ( .S.) h ccord . .. . .... .... ... . ... . . . . Speed, 253 .601 km.p.h. (157.580 m .p.h.)
Edwi n i\Iu s ick , Boris Serg ieYs lry and ha rles \. Lindbergh, Sikors ky S-42 seapla ne, 4
Pratt a nd \Vh itney 670 HP " H ornet" eng ines, \ugust 1, 1934.
PEED FOR 20 00 KILO)IETERS (1242 .739 MILE )
In te rnational Record ... . .............. . ... . .. peed, 307.3 11 km. p.h. (190.954 m.p.h.)
1\l a.r io Stoppa ni and Amelio Novelli, pil ots : i\larco Luzzatti and He.m igio \ isintin, pas-
-se n gers; I ta ly, Cant Z. 506 seaplane, 3 Fi at A / 59 R engin es , July 7, 1936.
National (U.S.) Record ...... . . .... .. ..... .. .. peed, 253. 182 km.p.h. (157.319 m.p.h.)
Edw in Mu s ick, Boris Ser g ievsky and Charle A. Lindbergh, Sikors ky -42 seaplane, 4
Pratt and \ Vh itney 670 HP "Hornet" engi nes, Augus t 1, 1934 .
PEED FOR 5000 KILO)!ETERS (3 106 .849 l\IILES
e ither International nor National (U.S . ) Record has been establi shed.

( 11,023.11 lbs.)
ALTI TUDE
I nternational Record .... . . .. ... . . . ... .. ...... .. .. . . . ... 6,727 meters (22,070.164 feet)
i\Iario Stoppa ni . Italy, Ca n t Z 506 seapbne, 3 Alfa Romeo type 126 RC 680 H P engi nes,
a t i\Ionfalcon e, bece mber 1, 1936.
::\'ational (U .S.) Record . . . . . ...... .. .................... 6,220 meters (20,406.762 feet)
Boris Serg- ievsky and Raym ond B. Quick, Sik~rsl-.-y S-42 seaplane, 4 P ratt and \\ httney
6 70 HP "H orn e t" en g in es, Bridgeport, Connecti cu t, May 17, 1934.
Neither Intern atio n al nor National (U.S.) Reco rd has been established.
SPE ED FOR 2000 KILOMETERS
Neithe r Interna t ion al nor National (U.S.) Record has been established.
Neithe r I nternationa l nor National (U .S . ) Record has been established.
CLASS C2-WITH PAY LOAD OF 10,000 KILOGRAMS

(22,046.22 lbs.)
A LTITUDE
Neit her In temational nor Nation al (U .S.) Record has been established.
S PEED FOR 100 0 K IL OMET E RS
Neither International no r Nation al (U. S .) Record has been established.
SPEED FOR 2000 K I LOMET ER S
Neither International no r Natjonal (U.S.) Record h as been established.
Neithe r Internation a l no r N ational (U. S. ) Record has been establish ed.
424 AVIATION CI-IRONOLOGY .\~D H.ECOH.DS
CLASS C2-GREATEST PAY LOAD CARRIED TO AN

ALTITUDE OF 2000 METERS
(6,561.660 feet)
International Record ......•...•••••••...••••••••••...• \Veigh!, 7,533 kgs. (16,608 lbs.)

Boris Scrgievsky, United States, Sikorsky S-42 seaplane, 4 Pratt and \Vhitney "Hornet"
650 HP engines, Bridgeport, Connecticut, April 26, 1934.
National (U.S.) Record ••.•••••..••.••..••••..••••••••.•...•..•.....• Same as above.
LIGHT SEAPLANES-CLASS C2-FIRST CATEGORY

Multi-seaters weight empty less than 680 kgs. (1,499.128 lbs.)
AIRLINE DISTANCE
International Record ................................ 5C.S.S71 kilometer> (.13.1.479 miles)
]. \i. Pisscmenny, pilot; V. P. Kusnct~tJV, p;I:-.,cnger: 1\u:..;~ia, .·\I 1~-tl monoplane sea-
plane, i\1.11 100 Ill' engine, from Eisk to Tcheskany, Octnhcr l'l, 19.16.
National (U.S.) l{ecord ..............................l88.97il kilometers (2-11.699 miles)
Borntracgcr and Stafford. Kitty Jlawk seapl:11w, Kinner 1.!5 H P engine, front ~lianti to
Daytona I:Cach, Florida, March 23, 1935.
ALTITUDE
International Record ...•••..••..•.•...•....•••.•••..•.. 7,362 meters (2~,1 53.470 feet)
Ingenieur Furio Niclot, pilot; Mariano Lanciani, passenger; Italy, Fiat A.S.I.C.N.A.
seaplane, C.N.A. C-7 engine, Littorio airport, December 28, 1932.
National (U.S.) Record ............................................ None established.
SPEED FOR 100 KILOMETERS (62.137 l\IILES)
International Record ••••..•••.•.•••....••.••.•• Speed, 189.433 km.p.h. (117.708 m.p.h.)
Lallouette and Boulanger, France, Farman 231 seaplane, Renault 95 UP engine,
Draveil-Montereau course, March 28, 1931.
National (U.S.) Record ..•••••••••••.•..••••••••••.•••••..•••....•• None established.
LIGHT SEAPLANES-CLASS C2-SECOND CATEGORY

Single-seaters weight empty less than 570 kgs. (1,256.622 lbs.)
AIRLINE DISTANCE
International Record •.•.•.•....••...•.•....•...•.•.•. 355.988 kilometers (221.20 miles)
Benjamin King, United States, Aeronca C-3 seaplane. Aeronca E113A 36 UP engine,
from Port Washington, L.l., N. r ., to Naval Air Station, Anacostia, D. C .• June 25, 1935.
National (U.S.) Record •.••....•..•..••...............•..........•.... Same as above.
ALTITUDE
International Record ..•••..•..••••••••••.....••••...•• 8,411 meters (27,595.061 feet)
Furio Niclot, Italy, ETA-CN A seaplane, CN A C7 160 HP engine, Littorio airport,
Rome, Italy, November 6, 1933.
National (U.S.) Record ••.••.••••••.••....•..•.•.•••••.••••••••.••. None established.
International Record .....•..•••.•..•••••..•... Speed, 165.004 km.p.h. (102.554 m.p.h.)
Alfred Grundke, Germany, Junkers J SO-W seaplane, Armstrong Sideley Genet 85
HP engine, at Dessau, June 13, 1930.
National (U.S.) Record ••.••.•••••••••....•..•••.••••••••••••••.••• None established.
AV I f\ TI ~ CHR :\iOL G"Y . ND RECORD 425
LIGHT SEAPLANES-CLASS C2-THIRD CATEGORY

Multi-sea ters wei gh t empty less than 350 kgs. (771.610 lbs. )
A I R LI N E DISTANCE
International Record ...... .. . ... . . . . . .... . ........ .. .. 298 .373 kilometers (185.4 mi les)
Ben ja min King , pilot; D an ie l Brimm, co-oi lot; U nited States, Ae ronca C-3 sea plane,
i\ cronca El 13 A 36 HP e.n g ine, from N orth Beach , L.I., . . , to \ · hitney's Landing,
.. \ n n e \rundel Cou nty. :'- !d. , June 16, 193 -.
Na ti o nal (U.S.) Rccord . .. ... .. .. . . .. .. .. . ....... . .... .. .. ... .... . ... . Same asabove.
A LTITUDE
I n~c_rn ati o na l R cco ~d . . .. ........ . ..... .. . .. . . .......... 3,5_3 meters (11.558.3 64 feet)
J e rn s ~f oo re. ptlot: :'-frs . T e rri :'-! oore. passenger : nited ta es, Aeronca C-3 mono-
- pla ne . . \ cronca I 13-13 36 H P e ngin e, B o ton, ~[a ss . , F ebruat:· 1, 193 6.
?\ at tona l ( . . ) Record .. ............ .......... . ........ .. ... .... .. .. ame as abo\·e.
SPEED FOR 100 KILOi\1ETERS (62.137 .IlLES)
Int e rn ational Record .... . . .. . ... . .. ....... .. ... . Speed, 14 3.54 0 kru.p.h. (89 .191 m .p.h.)
De V isca ya and Chaudet, Fra nce, Farm an 230 seaplane, Salmson 40 HP engine,
Le Pecq-13onnieres-Le Rhoule, June 26 193 1.
N a t ional ( U.S.) Record .. . . , . ........ .. '. ... . . ... . ..... ... ... . .... . . None established.
SPEED FOR 500 K ILO METERS (310 .685 M ILES )
N either International nor National (U.S.) Record has been established.
SPEED FOR 1000 KILOMETERS ( 62 1.369 MILES)
Neithe r International nor Natio nal (U.S . ) Record has been established.
LIGHT SEAPLANES-CLASS C2-FOURTH CATEGORY

Single-seate rs weigh t empty less than 250 kgs. ( 551.150 lbs.)
AIRLINE DI S TANCE
I nternat ional Hecord ........................... . .... 370.656 kil ometers (230 .314 miles)
Benj a min King, United States , A e ro nca C-2 seap bne, Aeronca E113 . 36 HP engine,
from An a costia, D. C., to Cro ton Hay , Ossining, New York, S eptember 26, 193 5.
Na ti on a l ( U .S.) l{ecord ............. . ..... . ... .. .. ..... . ... . ... . . . .... Same as above.
ALTITUDE
I nternationa l Record ... . . ...... . ... . ....... .. ......... .. 4,597 meters (15 ,081.976 feet)
Eenjamin Kin g , United Sta te s, Ae ronca C-2 seapbn e, f\ eronca E113 A 36 H'P engine,
Anacostta, D . C., September 24, 1935.
National (U.S.) Record ..... . •. ............... ... .. ........ . .. . ..... Same as above.
SPEED FOR 100 K I LOMETERS (62 .1 37 MILE S)
In ternational Record . . ... .. .. ...... . ... . ...... . - . . . . . .. - .. . .. · ... . . . ... 80.931 m.p.h.
Benjmnin !:Zing, United States, Aeronca C-2 seaplane, Aeronca Ell3A engine, l\1 iami,
F lorid a, December II, 193 5.
Nationa l (U .S.) Record . . .. ... . .. .. .. _........... .. .. . . . . . . . . . . . . . S ame as above.
SPEED FOR 500 KILOMETERS ( 310.685 MILES)
In ternational Record ... . ......... . . . . .... . . ... ..... . ... . ... . ... . .. . ... . 70.49 9 m.p.h .
Benjamin King, Un ited States, Aeronca C-2 seaplane, Aeronca E113A engine, Miami,
Florida, December 11, 1935.
Nationa l (U .S.) R ecord . . . . . ... .. ... ... . .. ....... . . . . ... · ... . . .. . . . . . . Sa me as above.
SPEED FOR 1000 K I LOMETERS (62 1.369 MILES)
Neithe r International no r National (U.S.) Re cord has been established.
AM'PHIBIONS-CLASS C3
AIRLINE DISTAN CE
International R ecord . . . .. . . ... . .. ... .. .. . . . . .... 2,300. 860 kilometers (1,4 29.685 mil es)
Major Gen eral F. M . Andre'."~· pilot ; ~1aj or)ohn W,I;iteley, c,o-p ilot; and crew, U nited
S tates, Dou glas YOA-5 amplubtan , 2 W' n ght Cyclone 800 H I engmes, from San Juan ,
T Puerto Rico, to Lan g ley Field , V irg inia , June 29 , 1936.
Nation al (U.S.) H.ecord ................. ................... ...... .... Same as above.
AVIATION CHRONOLOGY A N D RECORDS
BROKEN LINE DISTANCE
_' either Intern a tional n or Nati onal ( U. S.) Reco rd has been es ta bli s hed.
ALTITUDE
International Record . ..... . . .. .. . ....... . . ........... 7,6 0 5 m ete rs ( 2 ~ , 9 5 0.71 2 fee t )
Boris Serg ievsky, United Sta tes , S iko rsky S -43 a mphibi a n , 2 Pra tt & \.Vhiln ey 750 HP
"Hornet" eng in es , Stratford , Conn ec ti cut, A pril 14, 1936.
National (U .S . ) R eco rd .. . ... . . .. .. . ........ . ........ .. .... . .. .. ... . . S am e a s a bove.
i'viAXIMUM SPEED
International Record ......... . ...•... . ... ... .. . Speed, 370.814 !<m.p.h. (2 30.4 13 m.p.h . )
Major Alexander P. de Seversky, United States , Se ve r s ky A mphibi a n, Wright "Cyclone"
710 HP engine, Detroit, Michiga n, September 15, 1935.
National (U.S.) Record ... .. ...•..... .. . ...................... . . . . . . . . S a me a s a bov e.
SPEED FOR 100 KILOMETERS (62.137 MILES) WITHOUT PAY LOAD
Intern ational Record .. .. ... . •............ . .. ... Speed, 279.938 km.p.h. (173 .945 m.p.h . )
Lt . R. L. Burke. USCG. United States. U. S. Coast Guard (Grumman) Am phi bia n
-No. 167, Wright Cyclone 710 HP en g ine, Ca pe l\•I a y , New J e r sey, June 25. 1935 .
National (U.S.) Record ... .. ........ ... .. ....... .. . .. . ... ..... .. . . .. . . S a me as above.
Intern ational Record ....... • •...•............... Speed, 160. 85 4 km . p.h . (9 9.9 50 m.p.h. )
Harry Richman and George Daufkirch , United. States, Sikorsky S-39 Am phib ia n, Pra tt
and Whitney 300 HP engine, Miami, Florida, February 10, 1935.
Nationa l (U.S.) Record ....... . ................................. . . . . . . S a me a s a bove.
Neither Internation al nor N a tiona l (U.S.) Record has been establ ished.
Neither Intern ational nor National (U.S.) Record h a s been e stabli shed.
SPEED FOR 10,000 KILOMETERS ( 6213 .698 NilLE S ) WITHOUT PAY LO A D

(1102.311 lbs.)
ALTITUDE
International Record ... . ..... .... ....... ... ... ...... ... 7,605 mete rs (24 ,950. 712 f ee t)
B oris Sergievsky, United States, Sikorsky S-43 a mphibian , 2 Pra tt & "Whi tn ey 750 HP
"Hornet" eng ines, Stratford , Conn ecticut, April 14 , 1936.
N a tiona! (U .S . ) Record . . ... . ...... . ....... . . . .... . .. . ........ . . .. . . . Same as above.
Neither International nor National (U. S.) Record has been es tabli shed .
Neither Internatio nal nor National (U.S.) Record has been established.
Neither International nor National (U.S.) Record has been establi shed .
CLASS C3- WITH PAY LOAD OF 1000 KILOGRA M S

( 2204.622 lbs .)
ALTITUDE
Internationa l Record .... .. ... .. . ... ... . ........ ... . . ... 5,982 meter s (19 ,625.925 f eet)
Boris Sergievsky, United States, Sikorsky S-43 amphibian, 2 Pratt & Whitn ey 750 HP
"Hornet" engines , Stratford, Connecticut, April 25, 1936.
National (U .S.) Record . ........ . .... .. ...... . ............... .. ... . . . Same as a bove.
Speed Records not established.
CLASS C3- WITH PAY LOAD OF 2000 KILOGRAMS

(4409.244 lbs.)
ALTITUDE
International Record ............... . . ...... ..... .. .. ... 5,982 meters (19,625 .92 5 f eet)
Boris Sergievsky, United States , Sikorsky S-43 amphibian, 2 Pratt & Whitney 750 HP
"Hornet" engines, Stratford, Conn ec ticut, April 25, 1936.
National (U.S.) Record .............................................. Same as above.
Speed Records not established.
VIATI ON CI-IRON OLO GY 1 D RECORDS
LIGHT AMPHIBIONS- CLASS C3

l\f ult i-sea ters we ight em pty less than 750 kgs. (1 ,653.450 Ibs. )
AI RLI N E D I STAN CE
Neit her I nternat ion al nor Nati onal (U.S .) Record has been established.
ALT ITUDE
"eithe r Internationa l nor Nat ional (U.S.) Record has been established.
SPEED FOR 100 K ILO M ETERS (62.137 MILES)
Ne ith er Intern at ion al nor Nation al (U.S .) Record has been established.
SP E ED F O R 1000 KILOM ETERS (62 1.3 69 !\fiLES )
Ne it he r I nternation al no r Nat ional (U.S.) Record has been established.
P EED F O R 2000 KILO METE RS (1 242.739 :MI LES)
Neithe r I nternat ional nor Nation al (U. S.) Record has been establi shed.
BALLOONS-CLASS A
frRST C AT EGOR Y(600 c11 bi c mete r s)
DURATION
I nte rnat ion al Record .. . . .. .. . •. ... ... . . . . .. . •.. . ... . . . .. ... • . .. .... .. 22 brs. 34 min .
G_co rges Cormier, France, August 10 and II , 1924.
National (U.S. ) Record ..... . . . ... . . . . . .. . . • .. . ..... . . . • . .. None has been established.
DI STANCE
I ntern ational Record • ..• • •.... •. .. .. .. .. . ... ... . .. •. . 804.1 73 kilometers (499.69 miles)
Georges Cormier, France, July I , 1922.
National (U.S .) Record . . . . . .. .. . . . . . .. . . . . .. .. .. . . . ... . . .. None has been establ ished.
ALTITUDE
Neither In te rnational nor National (U.S .) Reco rd has been established.
S E CO N D C AT EGOR Y (601-90 0 cubic m ete rs)
DURATION
I nternational Record .. •. ... •.. .. ..... . . . •. . . • .. . . . .• . . .. .. . ..... . . .. . 23 hrs. 28 min.
Jules Dubois, France, May 14 and 15, 1922.
National (U.S.) Recor d . ... . .. .. .. .. . .. .. . . . . . . . . · • · .·· · · . · • . ·••· · • •• ·· .. .. 19 hours.
'vV. C. Naylor and K. W. 'N arren, "Skyla rk, " Little Rock, Arkansas, to Crawford,
Ten ne ssee, April 29-30, 1926.
DI S T AN CE
I nternation al Record . . . . .. •. . . ... . . . . . .... .. . . .. . ... . . . . 1,203 .600 kms . ( 747.88 1 mil es)
Eug . Stuber, pilot: \ Verner Scha fe r, passenge r; Germany, "Leipziger Messe 11" balloon ,
f~o m Bitterfeld, Ge rmany, to P aza riche. Ru ssia, March 25 and 26, 1935. .
N atwnal (U. S.) Reco rd . .. _. . . .. .. . ...... ..... . . . .... . . . .. 66 0 kdometers (410 mt!es)
W. C. Naylor an d K. W. W arren, "Skylark," L ittle Rock, Arkansas, to Crawford,
Tennessee , April 29-30, 1926.
A LT ITUD E
Neither International no r National (U.S.) Record has been established.
THIRD C AT EGOR Y (901-1 200 Cll bic meters)
DURATIO N
I nternational Record ..... • . .• . . . • ... . · . . · · · · · · · · · · • • · · · · : · · · · · · · · · .. • 26 hrs. 46 mi n.
E. J. Hi ll and A . G. Schlosser, United States, Ford A trport to Montvale, Virginia,
July 4-5 , 192 7.
Nal'ional ( U.S.) Record . . .• • . •. .. . . • . .. . · · • · • · • • · · · • · • · · · · • · • · ·· · • .. . Sa me as above.
DISTANCE
I nternational Record . . . •.•. ... •... . .. . •• · .. . · · · . . . · · · .1,238 kilometers (769.256 miles)
Georges Ravaine, F rance, from Basle, Switzerland, to Tokary, Poland, September 25
and 26, 1932.
National (U.S.) Recor d .. . ..• .. . .. . .. . . ... . . . . .. . . . . 920.348 _k ilometers (571.877 miles)
S. A. U . Rasmu ssen, Ford Airport to Hookerton, North Carolma, July 4·5, 1927.
ALTITU D E •
Neither I nte rnational no r Nati onal (U.S .) Record has been established.
428 AVIATION CI-IRO OLOGY AND RECOh.DS
FouRTH CATEGO R Y (120 1-! 600 c11bic me ters)
D UR ATIO N
Internation al Recor d ..... . .. .... . .... . ... . .. .. . . .. . . . . . .... . . . . 26 hrs. 46 min .
E. ] . H ill and A . G. Sch losse r, United States, Ford Airport to Montva le, Virgini a,
J uly 4-5, 1927.
DI S T ANCE
International Recor d ... . . .. . . . .. . . .. .. . ... . . . . . .. . .... 1,238 kilo me ter s (769 .256 mi leo)
Georges Ravaine, France, fro m B asle, Swit zer la n d , to Toka r y, Pola nd, September 25
a n d 26 , 1932. ·
Na t ional (U. S . ) Reco r d . . ... ... . .. . . . . • .. .. ... .. . . . . 920.348 kilometers (571.877 mi les)
S. A. U. Ra smu sse n, Ford Airpor t to H ooke rton, North Carolina, Jn ly 4-5 , 1927.
A LTITUD E
Ne ither In ternational no r National (U.S.) Record ha s been established.
FIFTH C AT E GORY (160 1·2200 Cllbic meters)

DURATION
Inte r national Recor d . .... ..... .... . . ... ... . . ... .. .. . ... . ... . . . .. . . . . . . 57 h r s. 54 min.
Z. ] . Burzyn ski a nd W. \'Vi socki, Pol a nd , Gordon-Bennett Balloon Race, Se ptem be r
15-18, 1935.
Na ti onal (U.S.) Record . . .. .. .. ... .. . .. .. . . .. ..... .. .... . ... .. ... . . . . . . . . 51 hou r s.
T. G . \'V. Settle and C. H . K e ndall , Gordon-Benn ett B a ll oo n Haec. Chicago, Ill inoi s,
Se ptember 2-4, 1933 .
DISTANCE
I n ternation al Record . .. . . ... . . ........ . . ..... . .. I ,650.474 ki lometers (1,025.5 55 miles)
Z . ] . B u r zyn ski a n d 'vV. 'vVi soc ki. Poland , from \ 'Varsaw to Ti szk ino, Se ptember 15-I S,
1935.
Nationa l (U.S.) Record . .. ... . . . .. . .. ...... ... . . ...... 1,5 50 kilom eters ( 963 .1 23 mil es)
T. G. W. Sett le and \ 'Vil fred Bu shnell, from Basle, Sw itze rl and , to D aug ieli ski, P oland,
Sept. 25-27, 1932.
ALTI TUD E
Ne ither I n t ernation al no r National (U.S . ) Record has bee n established.
SIXTH CATEGORY (220 1-3000 cubic meters)

DURATION
I n ternat iona l R ecord .... . .. .. . . . ........ . .... . . ... .. .... . . . ..... . . ... 57 hrs. 54 m in.
Z. ] . Burzyn ski a nd W. 'vVi socki, Poland Gordon-Bennett Balloon Race, Septe mber
15-18, 1935. '
National (U.S . ) Record . .. . . ..... ... . ..... .. . .. . . •. .. ..... .. . .. . . . . .. ... . .. 51 hours.
T. G. W. S ettle and C. H . Ke n da ll, Gordon-B e nn e tt Ba lloon Race, Chicago, Ill ino is,
September 2-4, 1933.
D I STANCE
I n ternational Record . ..... . .. .. . . ... ....... . .. . . . ! ,6 50.474 ki lometers (1,025.555 mi les)
Z. ]. Burzynsk i and W . Wi sock i, Pofand, from \'Varsaw to Ti szk ino, S e ptem be r 15-1 8,
1935.
N a t iona l (U.S.) Record ... . ..... . ...... ... ....... .. .. . 1,550 kil ometers (963.123 m iles)
T. G. W . Settle and Wilfred Bushnell, from B asle, S witzerla nd, to D augieli ski , Pol a nd ,
Sept. 25-27, 1932.
A LTITUDE
Internation al Record ..... . ... .. . . .... . .. ..... .... . .... 8,690 m eters (28,508.413 f eet)
C apt. H awthorne C. Gr ay, United States, Scott Field, Bellev ille, Illinois, March 9 ,
1927.
Nati on al (U. S . ) R ecord .. .. . .. •.• .. • . . ..•...•. • .•.• •• ••.. . . . . .... .•• . Sam e as a bove.
S EVEN T H CA T EGORY (3001-4000 cubic meters)

D U RATION
Internatio nal Record . • ... . .. .... . . . . . . ... .... .. . •..•... .. . . ... ...... . 57 hrs. 54 min.
Z. ]. B urzynski and W. Wi socki, Poland, Gordon-Bennett Ba lloon Race, Septembe r
15 -1 8, 1935.
Nation al (U.S.) R ecord .. .. ...... ....... .. ... . .. .. ... .... ..... ... . . . .. .. .. 51 hours .
T. G. W. Set tle and C. H . Kenda ll, Gordon-Bennett Ba lloon Race, September 2-4, 1933.
AVIATIO.:\ CHROXOLOGY A)JD RECORDS 429
DISTANCE
International Record ••.•.....•••••••••••••.••••. 1,650.474 kilometers (1 025.555 miles)
Z. J. Burzynski and \V. \Visocki, Poland, from \Varsaw to Tiszkino, S;ptember-15-18
1935. •
National (U.S.) Record .••••••••••••••••••.•.••••..•.. 1,550 kilometers (963.123 miles)
~- G. \V. Settle and \Vilfred Bushnell, from Basle, Switzerland, to Daugieliski, Poland,
Sept. 25-27, 1932.
ALTITUDE
International Record •••••••••••••••••••••••••••••••... 9,437 meters (30,961.193 feet)
Z. J. Burzinski, Poland, at Legjonowo, March 28, 1935.
National (U.S.) Record •••••••.•••.•.••..•.••••••..•... 8,690 meters (28,508.413 feet)
Capt. Hawthorne C. Gray, at Scott Field, Belleville, Illinois, March 9, 1927.
EIGHTH CATEGORY (4001 Cflbic meters o• more)
DURATION
International Record ..•••.••.••••..••.••••••••••••••••..•••••••••••••••..• 87 hours.
H. Kaulen. Germany. December 13 to 17, 1913.
National (U.S.) Record •..••••••..•••••••••••.•.•••..••••••••.•••.••.••••.. 51 hours.
Lt. Comdr. T. G. \V. Settle and Lt. Charles H. Kendall, Gordon·Eennett Balloon Race,
Chicago, Illinois, September 2, 3, and 4, 1933.
DISTANCE
International Record •••••.•••...••.•••••••••.•••••• 3,05Z.7 kilometers (1,896.856 miles)
Berliner, Germany, February 8, 9, and 10, 1914.
National (U.S.) Record •••..••.••.•..••••••.••••..• 1,887.6 kilometers (1,172.898 miles)
A. R. Hawley, St. Louis, Missouri, to Lake Tschotogama, Canada, October 17-19, 1910.
ALTITUDE
International Record •.••..•..•...•.••..•.••.....•••••• 22,066 meters (72,394.795 feet)
Capt. Orvil A. Anderson and Capt. Albert \V. Ste\·ens, U. S. Army Air Corps, United
States, take-off 11 miles southwest of Rapid City, S. D., bnding 12 miles south of
\Vhite Lake, S. D., November 11, 1935.
National (U.S.) Record ............................................. Same as above.
AIRSHIPS-CLASS B
AIRLINE DISTANCE
International Record ............................. 6,384.500 kilometers (3,967.137 miles)
Dr. Hugo Eckener, Germany, L.Z. 127, "Graf Zeppelin," 5 Maybach 450-550 HP
engines, from Lakehurst, N. J., U.S.A., to Friedrichshafen, Germany, October 29, 30,
31, and November 1, 1928.
National (U.S.) Record ............................................ None established.
GLIDERS-CLASS D
DISTANCE, AIRLINE
International Record ..................................... 504_.200 kms. (313.295 miles)
Rudolf Oeltzschner, Germany, "D·Leuna" glider, from the \'iasserkuppe to Brunn air-
P?rt, Czechoslovakia, July 29, 1935. . .
National (U.S.) Record •.••.•••.••..••••••••••..•••. 254.~59 ktlon~c;ters (158.299 mtles)
Richard C. du Pont, United States, du Pont-Bowlus satlplane, Albatross II" from
Elmira, New York to Basking Ridge, New Jersey, June 25, 1934.
DISTANCE WITH RETURN TO POINT OF DEPARTURE
DURATION WITH RETURN TO POINT OF DEPARTURE
International Record .• ,., ••• , ••..•.•••••••....•...•.•..••• ;; .••• ·•• .. 36 hrs., 35 min.
Ku.rt Schmidt, Germany, Grunau Eaby glider, "D·Loerzer at Korschenruh, Prusse
N O_nentale, August 3 and 4, 1933. •
at~onal (U.S.) Record ............................. : ................ 21 ~.rs., 34 mm.
Lteut. \Villiam A. Cocke, Jr., Cocke "Ni!!hthawk" ghder, Honolulu, Hawan, December
17 and 18, 193 1.
ALTITUDE ABOVE STARTING POINT
lnten;tat!onal Record •••••. , ••••.•••.•••••••••••••.•••..• 4,325 meters (14,189.590 feet)
Hemnch Dittmar Germany "D-Condor" glider, at Campo dos Affonsos, Brazil, Febru-
ary 17, 1934 ' '
Nati.onal (U.s:) Record •••••••..••••••...••••• , ••••••. 1,897 m~ters (6,223.734 feet)
Rtchard C. du Pont d;, Pont-Bowlus sailplane, Albatross I, Elmtra, New York, June
30, 1934. •
430 AVIATIO N CHRONOLOGY AND RECORDS
HELICOPTERS-CLASS G
DURATION, CLOSED CIRCUIT
Inte rnati onal Record.................. . ... . . ........ .. . .. I hr., 2 mins ., 50 second s .
Maurice C lai sse, F r a nce, B r eguet he li copter -gy r o pla 11 e, H ispan o Su iza 300 l-IP e n g in e, a t
V ill aco uhl ay, November 24, 1936.
Nation a l (U.S.) Record . . ... . ..... . ......•................. None h as been establi s hed.
AIRLINE DISTANCE
International Record ...•..•..•.........• • ....... . .... . . 1,0 78.6 0 m e te rs (3S38.706 feet)
Marinello Nelli, Italy, Ascanio helicopter, Fiat A SO en gi ne, Oc tober 10, 1930, a t Rome.
National (U.S.) Record ..•..•. . •............•........ .. .... No n e has been es tabli s hed.
DISTANCE, CLOSED CIRCUIT
Internati on a l Reco rd .. ..... . ... . . . . . ...... .. .. ...... . . _ .. 44 kil ome te r s (27 .3 40 mil es)
i\1a uri ce C la isse, F r a n ce, Breguet heli copte r -gyropl:.lne, Hi s pa no-Su iza 300 l-I P e ng in e, a t
V ill acoub la>', Nove mber 24 , 1936.
National (U.S.) R ecord . ..... . . . . ....... . __ ................ .. . .. .. . None es tab li s hed .
ALTITUDE
Inte rnational Record ... .... .. . ... .. ... .. .... .. .. .... . ... . IS S m eter s. (5 18 ..372 feet)
1Vl a u rice Cla isse, Ft·a nce, Breguet hc li coptc r-gy ro plan e , li is pano-Su iza e ng in e, at V ill a-
coublay, S eptember 22 , 193 6.
National (U.S.) Record .............. . .... .. ..... .. . .. . .... .. ... .. . ' on e es tablis hed .
International Record . ... . ...... .. .. ..... ...... . . Speed , 44 .692 km .p .h. (2 7. 770 m.p.h. )
Maurice C lai sse , France, Bregu et heli copte r- gy r opl::! n e, J-1 is pan o-Su iza 300 J-IP eng i11 e, a t
V illacoublay, November 24, 1936.
National (U.S.) Record . .... . ..... ... . . .. . ... ... . .. . ...... . ... . ... . Non e establi s hed .
FEMININE RECORDS
AIRPLANES-CLASS C
AIRLINE DISTANCE
International Record ........ _.......•.•..... .... 3,939.24S kilom ete rs (2,447.728 mile•)
Miss Amelia Earhart, United States, Lockheed Vega monoplane, Wasp 450 HP engine,
from Los Angeles, Calif. , to Newark, New Jersey, August 24 and 25, 1932.
National (U.S . ) Record ...•.....•.. . ...•......... . ....... •. . .. ..... .. Same as a bove .
ALTITUDE
Inte rnational Record ............. . ................. . . .. 14 ,310 m ete rs (46 ,9 48. 725 feet )
Mrs . Maryse Hilsz , France , Potez S06 biplane, Gnom e & Rhone 900 I-IP engine, at V illa-
coublay, June 23 , 193 6.
National (U.S.) Record ............ . ..... .... ..... .. .... 8,761 meters (28,743.3S2 feet)
Miss Ruth Nichols, Lockheed Vega monoplane, Pratt and Whitney 420 l-IP "\'Vasp "
engine, at Jersey City Airport, New Jersey, March 6, 1931.
MAXIMUM SPEED
International Record .......... • ...... .. . . ...... Spee d, 44S.028 km.p.h. (276.S 27 m.p.h.)
Miss Helene Boucher, France, Caudron C. 450 airplane, Renault-Bengali 31S HP engine,
at Istres, August 11, 1934.
National (U.S.) Record ...... . ...••....••.•..... Speed, 405.92 km.p.h. (2S2. 226 m .p.h.)
Mrs. May Haizlip, Wedeli-Willi a ms monoplane, Pratt and Whitney S40 HP super-
charged "Wasp Jr." engine, Cleveland, Ohio, Septe mber 5, 1932.
International Record ....... .. ......•..•.•..•••. Speed, 412.371 km.p.h . (2S6. 23S m.p.h.)
Miss Helene Boucher, France, Caudron C. 450 airplane, R enault 300 HP en g ine, at
Istres, August 8, 1934.
National (U.S.) Record .....••..••.•••••••.•..• Speed, 281.470 km.p.h. (174.897 m.p.h.)
Amlia Earhart, Lockheed Vega monoplane Pratt and Whitney "Wasp" 420 HP engine ,
Detroit, Michigan, June 25, 1930. '
International Record . . .................. ... . . .. Speed, 409.184 km.p.h. (254.255 m.p.h.)
Miss Helene Boucher, France, Caudron C. 450 a irplane, Renault 300 l-IP en gi ne, at
Istres, August 8, 1934.
National (U.S . ) Record .. . ....•••.•.•••.•. .• •..••••••..• • . • •• .. .... None established .
\ ·r \ TI ON CHR N OLOGY ND RECORDS 431
LIGHT AIRPLANES-CLASS C
Firs t Category-Multi -sea te rs weight empty less than 560 kgs . (1 ,234 .576 bs.)
AJR LINE DISTANCE
Inte rnat iona l Record .... . .. . . ...... . .. . ... .. . . .. . . . . ... . 843. 500 kms. ( 524. 126 miles)
.\hss Helen i\lacC loskey, pi lot ; J\!rs . M onro MacCloskey, passenger ; Un ited tales ,
:"l lon ocoupe m on opla n e, L ambert 90 HP e ng-i.o e, from Chicago, ILlinois to Endless Caverns,
\ "irg ini a . June 25 , 19 36.
Xation al ( ·. s.) Record ..... . . . . ...... . .......... . .... ... .. .......... Same as aboYe.
:\LTIT D E (r:JRST CATEGORY)
In terna t iona l Record .. . . .... ..... ... ..... . ... . .... . ... . . 6, 11 5 meters (20,062.295 f eet)
~ Ir s . i\bdele ine Charnanx and Miss Ciarck, Fran ce, Farman 357 monoplane, Renault 120
H I e ng ine, at Orly, January 29, 193 ".
Kat ional .S .) J~ ec o rd ..... . .. . ....... . .. .. . .. ...... .. 3,849 meters (12 .62 7.9 15 feet)
\nnette .i pson. pi lot; Mrs . J oh n F . Buckm a n, pa . en ger; l\[onocoupe monoplane, Lam-
be rt 90 HP e ng in e, Ft. Lauderdale, Fl or ida , Apr il 26, 1936.
SPEED FOR 100 KILOMETERS (6 2. 137 M I LES)
International Record .... .. . .. .. .. . .... . ..... . .. Spee d, 268 .169 km .p.h. (166.632 m .p.h .)
Miss Helen MacCloskey, United States, Monocoupe monoplane , \Varner Su per S carab
. 14 5 HP engine , a t Miamt , F lori d a, J a.nuar y 15, 1935.
a tt on a l (U.S. ) Recor d . ... . . . . . ... . .................. ... .. . ... . . . . . . . Same as above.
SP EE D FOR 1000 KILOMETERS (621.369 MILES)
I nternat ion a l Record . . . . . . . . . . . . . . . . . . . . . . . . . . . peed, 250 .086 km .p.h. (155.396 m.p.h.)
M iss H elen e Boucher. France. Caudron "Rafale" ai rplane . Renault-Bengali 145 HP
engine, I stres, July 8. 1934 .
Nationa l ( U.S.) Record . . . . . .... . . . . .. . ... . ... .. ..... . ... .. ....... None estabEshed.
::.P E ED F OR 2000 KILOMETERS (1 ,242. 739 MILES)
Neither In ternat iona l n or Natio na l (U.S.) Record has been establi shed .
Second Category- Single-seaters weight empty less tha n 450 kgs. (992.07 0 lbs.)
AIR LINE DISTANCE
Internation al Record .. .. .. ... .... .. .. .. . ... .. . ... 2,976.910 k ilometers (1,849 .763 m iles )
Madame Mary Bastie, Fran ce , Klemm monoplane, S almson 40 HP engine, from Le
Bour get to Urino, Rus sia, June 28 and 29, 1931.
National (U.S.) Record . . .. .. . . . . ..... . . .. . .. ... ..... .. .. .. .... . . . . None estabEshed.
ALTIT U DE
I nternat ional Record . .... . . . . . .. . ... . . .. .. .... . . ... .. ... 7,338 meters (24, 074 .73 1 feet)
:t-1lle. Maryse Hil sz , France. Maubouss in M22 monoplane, "Corsaire," Salm son 9 A2R3
75 HP en g in e, \ ' ill acoubl ay, September 24, 193 5.
Nat ional (U .S.) Record .... . ...... . .. ..... . .. . .. . • . .. . .. 5,516 meters _(18,097.058 fee_t)
Mrs. May Haizlip Buhl "Bull Pup" monoplane, Szekely 85 HP engme, at St. C!atr,
Michigan, June 13: 193 1.
SPEED FOR 100 KILOMETERS (6 2. 137 MILES)
I nternation al Record . .. . . ..... .. ... ............ peed, 198.347 km.p.h . (1 23.247 m.p.h.)
Ann ette G ipson , United States, i'donocoupe monoplan e, Lambe rt 90 HP en gine, Newark,
~ e w _T et·s ey, J u ly 30, 1936.
N acton al (U .S.) Record .............. . .... . ... ..... ........ . ..... . . . . Sam e as above.
LIGHT AI RPLANES-CLASS C
Third Catego ry- Mul t i-seaters weight empty less than 28 0 kgs.
(617 .288 lbs .)
_"JRLIN E D ISTANCE
etther International nor National (U. S .) Record has been established.
A LTITUDE
In\\,['na tional Record ....... . . . ... . . . .. . . . .... . · : . .. . . . . 4,649 meter s (15,25 2.579 feet)
tss Ion a Coppedge, pil ot ; Mrs. Josephine Garngus, p~sse 1~ge r; Umted States, Aeronca
N n~ onoplan e , Ae ron ca E l 13A 36 HP engine Dayton , Oltto, }ebruar y 11, 1936.
attonal (U .S.) Record . . . .............. . .' ........... .. . ... .... .. .... Same as above.
S PEE D F9R 100 KILOMETERS (62 .1 37 M ILES )
l n ter_nattOnal Record ..... . ... . . . .. . . . . .. ... . . .. Speed , 119.403 km .p. h. (74. 193 m.p.h .)
M tss Helen Frigo, pilot ; M iss Haniett Sackett, passenger ; U mted States, A~ronca C·3
N mon oplane, Acronca E l! 3 '\ 36 HP en «i ne College P ark, Maryland, June 12, 19o6.
a t10na l (U. S. ) Rec~r d . . . : . .. . . . .. .. b • • • : • • • • • • • • • • • • • • • • • • • • • • • • • • • • Same as above.
432 AVIATION CHRO~OLOGY A~D RECORDS
Fourth Category--Single-seaters wt"ight empty (<-,.; than .!(lO kw<.
(440.!1.?0 l11.;. I
AIRLI:'IIE DISTANCE
:'~/either International nor ::'1/ational (l'.S.) l~econl ha,; ll<'cn cstahlish<·cl.
M.TITUDE
International Record ................................... 5,921 meters (19,425.814 feet)
.\!iss Irene I. Crum, United States, ,\crPnca C-2 Scout monoplane, Acronca Ell3C 36
HP engine, at l.allipolis, Ohio, ,\ugust 23, 1936.
National (U.S. Record) ••..••.••....•.•.••......•... , .... , .•.•..••... Same as above.
SPEED FOR 100 KILO:\IETERS (62.137 :\riLES)
International Record ...•....•.................. Speed, 116.234 km.p.h. (72.2.?4 m.p.h.)
:\!iss Helen Riclu:y, Gnitecl States, Aeronca C-2 Scout monoplane, Aeronca E113.\ 36
HP engine, at Hampton Roads, Virginia, February I, 1931i.
National (U.S.) Record .••...•.••....•.•.•••..•..............•....... Same as above.
SEAPLANES-CLASS C2
AIRLINE DISTANCE
Neither International nor. National (U.S.) Record has been established.
BROKEN LINE DISTANCE
ALTITUDE
International Record ••.••••••••••••••••••••..•••••••••. 5,554 meters (18,221.729 feet)
Marquise Carina Negrone, Italy, Breda 15 seaplane, Isotta-Fraschini-Asso 80 engine, at
Genes, May 5, 1934.
National (U.S.) Record ••••••••••••••••••••••••••.••••• 4,103 meters (13,461.259 feet)
Mrs. Marion Eddy Conrad, Savoia-Marchetti seaplane, Kinner 125 HP engine, Port
Washington, Long Island, New York, October 20, 1930.
MAXIMUM SPEED
LIGHT SEAPLANES-CLASS C2
Second Category-Single-seaters weight empty less than 570 kgs. (1,256.622 lbs.)
AIRLINE DISTANCE
ALTITUDE
Internati~nalRecord ••••••••••••••••••••..•..••••••.••. 5,554 meters (18,221.729 feet)
Marqutse Carina Negrone, Italy, Breda 15 seaplane, Isotta-Fraschini-Asso 80 engine, at
Genes, May 5, 1934.
National (U.S.) Record ............................................ None establishetf.
International Record ..•..••..•...•...•.......•. Speed, 107.299 km.p.h. (66.672 m.p.h.)
.\largaret Bain Tanner, United States, Aeronca seaplane, Aeronca Ell3A 36 HP engine,
Hampton Roads, Virginia, August 8, 1936.
National (U.S.) Record ..•.........•.•..........•.•......•...•.•..... Same as above.
Flying Facts and Figures
SUB JECf PAGE
Am eri ca n F ly ing Activiti e ~ . . 434

1\Ionthl y Air Tran port Operations . 435
. S . . ir Mai l Service . 436-44T
• Ii lit ary and Comm ercia l Production by ears . . 442
Sa les o f Spare Pa r ts 442
Mo nthl y A ircraft Producti on a nd a les 443
Monthl y E ng ine Production a nd Sa les . 444
A ircraft P roducti on and Sa les by T y pes 445
Engine Production and Sa les by Types . 446
P rogr ess of Civil Aeronau tics in th e nited States 447-450
Expo rts 45I-455
Pu rcha ses by M ilitary Ser ·ices 456--457
Airpo rts a nd L anding Fields . . 458
U. S . A ircraft Ap propriation 459-46I
U. S. Foreign A ir Mai l . 461
A ircr af t Licenses . 462
P ilots Licenses 463
Gasoline T ax Summary . 464
A ircraft Acc idents . 465- 469
U. S. A rmy Air Cor ps Training 470-471
U. S. Foreign A ir Ma il Routes . . 472
U. S. Foreig n Ai r Mail Contracts . . 473
F lying S ch ools Gran ted Approved Certi ficates . 474
434 FLYI NG FACTS AND F I GURES
AMERICAN FLYING ACTIVITIES

Ca lendar Ycars
Summary of Air Transport Operations
Air L in es of th e United S ta te s
(Co rrected by U. S. 13urcau of Air Commerce)
Pla.ues in M ·iles Passengers Passenger E"press M ail

Yea.r Operu lors Service Flown Mil es Pounds P ounds
1926 IJ .. 4, 3 18 ,o 87 5 , 78 2 ( ') 3, 555 3 77,206

1927 19 128 5,87 o ,489 8 ,679 ( ') 45, 8 59 1,2 70, 29 9
1928 36 J25 10 1 27J ,450 49 , 71 3 (') 2 16,644 4 ,0 63, I 7 3
1929 39" 525 25,141, 499 173 .405 (') 25 i ,443 7, 77 2, 014
1930 43 2 6oo 36,945,203 417,505 10 3 ,747,249 468, 571 s, s 13 ,6 7 5
193 1 36' 590 47, 3 85,987 522,345 1 !9,968, 577 1, 151 ,3 48 9,64-3, 211
1932 36 2 564 50 ,932,967 54o ,68r 146,552 ,587 r , 6oo, 82 1 7,90 8, 7 23
1933 28 2 50 4 54 ,642 ,545 568,940 19 8 ,8oo ,o 79 2 1 452 ,8 12 7, 8 r 6, 53 2
1934 3 252 5r8 48,786,55' 561,370 225,267 , 55 9 3 ,44 9 ,6 7 5 7, 8 71, 884
1935 3 272 459 63,542,2 3 3 86o, 76r 360,569,43 1 S,SII,7 3 7 13, 77 9,60 8
1936 3 23' 412 73,J71 , I6I I , 146,138 491,523,180 8, 3 40, 4 0 8 17 , 73 7,097
1 No t req uested prior to 1930 .

2 I n several cases the same compa ny operates both domestic aud foreign serv ices.
3 Does not include terri torial opera tions.
FLYI NG F CT S AN FI G RES 435
Monthly Air Transport Operations
Air Lines of t h e Un ited S tates 1
(Correct ed ta bles compiled by . Burea u of Ai r Commerce)
M ·iles P assrmger Mail Express

1934 F l ml'n P asse11gers M ·iles Pounds P ounds
]a nu:uy. 4,05- ,2 77 3 5,6 73 I3 ,S91 ,9D - 643 ,278 263,4 72

Feb ru a. ry . ... . . "' ,552,255 36,6 79 1J t542,2 75 5- ,903 252,618
Ma r ch . . . 3,07 3, 198 3 '"\ 0 23 12 : ~2"1,5 9 0 19 .49 2 240,5 93
ApriL .. . .. . J,O 3)53 1 40 ,19' 15,418, 7· I 24 .1 ,Ss 6 257 , 577
l\Iay . . . . . . 3 .462 97 45 ,9 14 I , OQI , OQ4 389, / 2 [ 27 1 ,32 0
Jun e . .. . .. . 4 ,29,3 ,500 50. 290 20 , 705 . ; o 544,'290 287,4-34
july . . . . 4, 769 , 0 54.-1 5" -0, 75 6,388 682, 520 2 71 , 114
August . . .. . .. . . . . .t,95 2, 599 62,65 o 24,694,0 62 77 6, 173 298.546
ep tem ber. .... . 4.441,672 52,.)66 2 .1 , 91 ... , ~ So 7.) 6, .!93 3 10,480
ctober . .. . ... . . ... . 4,83 7,419 SQ, 2 LS 24 ,295 !252 9 t 6,,p6 338, 717
1\ovember. 4 . 197 ,6 10 47 , 70 20,6 6,030 823, 73 7 3 13 ,555
De emb er. 4,0 69, 785 -1.),244 19,338 ,97 5 93 .1,425 344,249
Total ... . 56I,3 70
I 9J5
J an_ua ry . . . . . .. . 3,90 3 :009 3 7.364 17,2Sr ,Ssr 8 zo,zS6 29I,483

February . ... . . . 4,0 24 ,541 45 ,464 2 0 ,2 00 , S I Ss8, 299 290,2 00
l'I'Iarch. 4,833,3 53 66,8 Is 29,0 83,998 1 : 00 2,269 393.99 9
ApriL . . . . . . .. . 4 ,S7·,so 8 7 I , -70 3o,6o6,39 7 1 ,036, 796 378,645
May ... .. . . . 5,4.2 T,4 73 73,89 5 30, 709, 768 r ,ro S,s rs 404 ,185
June .. .... . .. ..... . . s ,673.244 82,53 I 34.. 97 5,88 1 J ,o82 ,8 19 462, 501
July ... . . 6,290 ,606 94,888 3 7, 789,828 I , 169,737 4 70, 634
. ugust.. 6,493,280 99, 274 39, 576,33 6 1 , 224 : 6 ~ 3 53 7.950
eptember . . 5.990,328 5 , 753 35 ,57 s,638 I , I/2 ,26 5 s 68,2 76
ctobe.r . .. . ..... . 5,952 ,43 5 79,694 3z, sSo,8 7r I ,293,869 6 r 8,828
ovember. . .... .. . 4 ,9 15,268 59.365 24, 707,065 1,18 1,678 52 0 ,00 3
December .. 5,169, I8 64 ,+48 27,480 ,947 1,3 17, 774 57 5,0.) 3
T otaL . S6o, 761 360,569,43 I
T!)J6
J anua.ry .. .. 4 .945.909 53,6 I 5 22, 572,842 T,I 77 , 75 3 443,278
Febr uary . . . .. . . 4 .6 72,63 5 52, 796 22, 6]',983 r , 167,635 447 ,962
March . .. . . s ,62 7, 723 84,0 19 ;;6,92 9,86 6 1,39 6,9 77 669, 785
ApriL . ... . . ... ... .. 5.63 2,339 2,1I6 34, 755 .907 I, J SS ,2 00 578,s8z
1a:y .. 6,25 1 ,0 1 0 105,260 43, 707 ,6 18 1,444, 01 3 589,969
J une. . ... . .. . . .. . . . 6 •.393 .45 9 105,906 43 ,86 r ,408 1,476,469 8o9,499
J uly . ... .. .. . .. 6,853.9 76 !2 0 , 549 4 8 ,40 3,2 55 I ,616, I9 I 7 2 1,325
.. llglrt. . .... 6,86?,100 rr 6, o5 7 4 7,895,432 1 ,623 , 239 674,173
s ptemb r. .. ' 6,s6o,s zg JI I,269 48.148. 98 1,55 9 .88o 784,804
October . ... . .. ... . . . 6, 746,223 Il 2,689 49,3 06, 143 r ,629, 7 1 l 920 ,792
ovembe.r . 6.490, 739 10 6, 759 48,399,9I9 r,srr , ti7 872,QOI
December. 6 .329, 5 19 94.903 44.867,90 9 1,778,9 r 2 827 ,33 8
Total. .. . . 73,37 I ,I6 I I,146,r38 49I, 523 , r 8o 17 , 737 ,0 97 8.3 40,408
1 Does n ot include territorial operations, but does incl ude Canad ian and Latin America11
extensions.
FLYING FACTS AND FIGURES
U. S. AIR MAIL SERVICE
From report of the Postmaster General for fiscal year 1936.
~Iileage and cost of service on Government-operated and contract air mail routes for the
fiscal years 1918 to 1<136, inclusive
.\
Fiscal year Mi/csjlow11 Cost of ser~icc A rerage cos/
per mile
Government operation:
I9I8, .•.......• · · · · · · · · · · · · · · I6,oOQ S13,6o4.00 $o.85o
I9I9 ........................ . I6o,o66 717,177.00 4·481
I920 .•......•................ 549,244 1,264.495-00 2.302
I92I ........•................ I,554.985 2,653,882.00 1.707
I922 ........................ . 1,537.927 r,.p8,q6.oo -922
I923 .•.....••................ 1,590,637 r,897,151.00 I.IQ3
1924 .••...................... 1,522,763 1,498,674•00 ·984
1925 ........................ . 2,076,764 2,743.7$0.00 I.32I
I926 .........•............... 2,256,137 2,782,422.00 1.233
I927 ..........•.............. 2,329,553 2,255.919.00 -968
I928 ........................ . I 73,987 166,314.00 .956
Contract Air Mail Service:
I926 •........................ 396,345 89.753-71 .226
I927 .•....................... 2,8o5,78I 1,363,227.82 -486
I928 ........................ . 5,585,224 4,0.p,777•16 -724
1929 ......•...... · .. · · · · · · · · · I0,212,5II II,169,0I5.13 1.094
1930 ..........•.............. !4.939.468 q,618,231.50 .Q78
193I ........................ . 21,381,852 16,943,605.56 -792
1932 •.••.•.•................. 32,202,I70 I9,938,I22.61 .619
I933· • • • • • • • • • • • • • .... • .. •. •. 35,909,8II I9,400,264.81 -540
I934· .•...................... 29,III,474 I I 2, I 29,959.64 -4I7
1935· •••..................... 31,143,853 I 8,813,270.2I .283
I936 ..•...... · · .... · · · · · · · · · · 38,699.449 I 12,034,953·89 .3II
(1) Final adjustment pending.
Statistical report showing the miles of service scheduled and actually flown, weight of mails
dispatched and the amount paid air mail carriers during the fiscal years I926-36
lof ilcs of service Total weight of

Fiscal year lofiles of route mails
dispatched
Sclzedt1led Actually flown (pounds)
1926 ..................... 3.597 4II,070 396,345 13,000
I927 .........•........... 5,551 3,092,016 2,8o5,781 473,102
1928 .................•... I0,932. 5.999.948 5,585,224 I,86I,8oo
1929 .................•... 14,406 II,032,508 I0,2I2,511 5,635,68o
I930 ............. , ... , ... 14,907 !6,228,453 I4,939.468 7,719,698
1931. ........•........... 23,488 22,907,169 21,381,852 8,579.422
1932 ......... , ...... , .... 26,745 34.509,483 32,202,I70 8,845.967
1933· • • • • • • • • • • • • • • • • .... 27,679 38,II4,425 35,909,8I1 6,74I,788
1934· ............•....... 2 28,820 31,223,641 29,III,474 6,476,9I9
1935· ...•...••........... 28,884 33.770,091 3I,143,853 I0,775,248
1936 .......... , .......... 29,198 40,795.338 38,699.449 15,377.993
Total. ............. .............. 238,084,142 222,387,938 72,490,6I7
(r) Routes 6 and 7 were on a net-weight basis and poundage shown is for these 2 routes
only. All other routes were on a count-of-postage basis.
(2) Advertised mileage of new system.
F LYIKG FACT A-D FIGURES 437
U. S. AIR MAIL SERVICE
From report of the Postmaster General for fis cal ye3r 1936.
tntistical report showing the pounds of domestic air mail dispatched, by months, during the
fisca l years 1933-36
1933 1934 1935

Jul y .. . ........ .. . . . . 54s,o6o 644 ,172 682,5 20 1,169, 737
August. .. . . .. . . ... . . . s68,88; 6go, rn 776,1 73 1, 224, 623
eptemb er. .... .. . .. . . ss s, 66r 64-3, 62! 736,193 1, 1 7 2,265
Octob er. . . . . .. .. . .. . . s67,006 66 5,45 gr 6,4 r6 I , 293,S6g
Novemb er. . .. . .... . . . 533,047 631,748 823, 737 I , I 81,678
D ecem ber . .. .. . ..... . 54-2,3 26 65; ,203 93 1,42 5 1,3 17 , 7 74
January .. . .. . . . . . .. . . 524,721 64 . ,27 20 , 2 6 1,177,753
F ebruary . . .... . . . 493,4-16 s> 6,9o3 Ss ,299 1,167 ,63 5
M [lrch . .. ...... . .. .. . 5 6,8 2- 19 ,492 1,002,'269 1,396,977
April .. . . ........ . 568, 740 2.p,856 1,036,796 1,355 ,200
M[ly . . . . . .. . . . . .. .. . . 6 I 2,653 3 9,721 I,I o 8,3 15 1,444,0 13
J une . .. . .. . ... . . 64-3.4-19 544,290 r ,o82,819 1,476,469
Totn.l . . 15,377,993
N o:rn.- T h e a bove pounda"e ftgu.res were determined by ascertaining t he weight of mail

dispatched montltly on each route, and then consoli dating the rou te tota.ls to obtain monthly
t o ta.ls fo r [lU ro utes combined. A the same mail was freq uently carried over 2 or more routes,
th e fig ures s hown do no t , in any sense, r present the weights of originating air m aiL
Statistical report show ing t he domestic a ir mail pound-miles performed, by months, fo r the
fiscal yea rs 1933-36
1933 1934 1935 1936

July . . . 4II ,257,389 455,598,rsr 4 54,192,862 728, 599,7 15
Angust. . . . . . 427 ,098, 755 476,472,388 5II,005 ,729 76 1,384,770
ep t embe.r . 408,683,293 443,3 27,0 2 i 487. 700,543 732,874,7 51
Oct ob er . . . ..... . .. . 4o6,17 s ,844 463,825, I48 s8o,238,792 807.459,824
N ov ember. 3 3.38 16 2 2 43 1, 3 71,3 94- sr 6,zo4 ,8; o 7 I 7, 264,459
D ecember . .. .. . ... . . 383,8so,83o 451, 217,496 s81 ,405 ,o62 8s8,o99,895
J an uary .. . . 361 ,ss 9,8 23 4-36 ,385,848 so8,8o4, 263 761 ,833,426
February . . . . . . . . . . . . . 347, 1151! 28 348,386,704 528,397,869 745,844.995
March. 4 15,78o, r 82 13 6 ,922 ,593 643,043,623 902, 748,8 76
April. . . . 402 ,069, 837 r88,4so,zz 2 632 ,506,692 885,274,141
May ... . . . . .. ... . . . . . 4-3 1,638,3 54 307 ,332 ,754 669,748,719 gzo,6 28 ,971
Jnne .. . . . . . .. . ... . . . 455 ,92 2,4 78 374, 590,801 677,231,608 949,827.992
T o tal. . . ... . . .. 4.834,540,5 35 4, 5I3 ,88o,s z6 6, 790,486,63 2 9,77 I, S4I,8I5

U. S. AIR MAIL SERVICE ~
w
00
From rep ort of the Postm a st er Gen-eral for fi scal year 1936.
Statist ical report showing by r outes the miles of serv ice scheduled a nd a ct ually fl own, poun d-miles performed, a nd t he a mou nt paid a ir ma il cont ra ctors
fo r servi ce by a irpla nes d uring th e fisca l year ended J u ne 30, 1936
M i les of service P ound- miles perfo rm ed P aym ents to corrtractors '
~I Contractor
I T ermini
I S cheduled I Aflctually Percent T otal Percent T ot.:l P erce nt
'Tj
r--<
own flown of w hole of whole ~
- - - -- >---;
United Air L ines T ra nsport Corp . .. N ewark-Oakland . . . .. ... . 6,057 ,088 5,939,1 39 98. 05 J, 1 53 ,3 35,88 ! J2.27 S2 .J.34,S56· 59 I9-4 0 z
0
~~ I ::: : ~~ : : ::: : :::: :: : :: ::::: : :: : :
Sea ttle-San D iego . . . . ... 1,644.560 I ,626,395 g8 .9o 396,3o8. 75S 4-06 464,484 -4 2 3.86
Sa l ~ Lake City -Seattle . .. 1,2 54,284 I 1 2J6, 790 98.6 1 225,488,65.1 2 .J J 4 12,229 -35 3-43 >:rj
- --
T otal .. . . . . . .. .. . . . . . .. . . .. . . . . . . .. .. . . .. . . . . .. . . 3,955,93 2 8,802,324 98.28 J, 775, IJJ,29J 38.64 3,2 11 ,27 0. 36 26.69 >-
()
4 American Airlines, Inc . . . . . .. .. . . . Forth Wort h-Los Angeles . 1, 945,068 I ,928,623 99 -I 5 36 I,975,1 83 3 -70 501 ,33 2.98 4-1 7 r--1
. .. . do . . .. . .... . ..... . . . .. .... . N ewark- Chicago . . ... . . . . 1,26 7,92 1 430 ,7 20 , t66 (f}
7 I , 183, 1 12 93 -3 I 4-41 43S,2 19.94 3·64
r8 .. .. do ... . ...... . . . . . . ..... . . . . Boston-Newark . .. . .. . . .. 45 1,590 86.44
2I . .. . do ... . .. .... .. . . .. .. . . .. . . . Boston-Cleveland . . ..... . 578,672
390 ,3 4 3
4/)4,6 70 80. 30
46,247.529
16, 185,654
.-If
.I7
I 28, 529.34
141),602.39
1.0 7
I .24 >-
z
22 . . . . do . . . . .. . . .. ..... .. . .. . . . . . Cleveland -Nashvi lle ...... . 694,803 639. 59 1 92 .05 10 ! ' 194,74 3 1.04 17 5,,197 -24 1. 46
23 ... . do . .. .. . . ..... .. . • . . .. . . . . . N ewark-Fort Worth . . . . .. I,92 S, I 24 1,779,370 92 -43 269, 1 o6,4 73 2. 7S •\<19, 736.25 3-711 v
25 .. .. do . ..... .... . . . ..•.. .. . ... . Washington-Chicago . .. .. 623 ,16 4 55 4,2 0 5 88.93 53,850,495 · 55 180,613.03 1. 50
. . . . do .... . . . . ..... .. • . . .. .. . . . Chicago-Fort W orth . . . ... f-rj
30 8 q , I33 762,864 93- 70 107,4 76,94 3 1.10 21 3 , 563 .92 !. 77 1-+
- - - -- - -- GJ
Total . . . . .. ..... .. . .. .. .. ... .... .. . . . . . .. .. . .. .. .. 8,3 00,4 75 7, 70 2, 7i 8 92 .80 T,386, 757 , 186 I4.1 9 2,23 7, 095-01) I8.so Ci.
--- ~
1 gI NortS~~~s·t· ~~~1~~~~· -~~c.: : F argo -Sea t t le . . .. . .. . ....
: : : : : : : : Chicago-Pemb ina . . ..... .
I, 905,344
1,2 46, 094
I ,823 ,993
1, 175 , 169
95 -73
94 ·3 I
27R,422,83 r
2!6,946,876
2.85
2. 2::::!
" 583,456.52
2 34 1.0 22 .56
4.8s
2.83
[rj
fJl
To ta l . . .. . .. . . . . . . . . . .. . . ... ... .. .. . ... ... .... .. . . 3, 151,438 2,999, T62 95 -17 495. 361),707 s .of 924,4 79-08 7.68
5 1 North Ameri can Aviation , Inc ... .. N ewark-New Orleans . . . .. I , 786 ,84 4 I ,628,822 9 1.1 6 2J .) ,476, IJ5 2.4 ! 4 19,886.3 0 3-48
I~ : :J~ : : :: : : : : : : : : ::::: : :: : : :::
N ewark-M iami .. ... . . . .. . I , 750,944 I ,6 72, 226 95 -50 457.45 4, 24 ! 4.68 463,194 -61 3.85
Chi cago-Jacksonvill e . . . . . . I ,362,3 34 I, 296,8oo 95 -19 r82,887 ,!) Il 1. 8 7 343, 765 .03 2.90
Total .. . . . .. . . . ... . .. . .. . .. .. . . .... ... · · · ·· ·· · . .. . 4 , 9 00 , 1 22 4.59 7,848 93-83 87 5,8 18, 287 8.96 I , 23 I ,845.94 I0. 23
----
U. S. AIR MAIL SERVIC E CCo 111.
Braniff Airways, ln c . . ... ..... . . Chi cago-Da ll as . 994,862 !) 18,542 92-33 2J4,47J ,2J 6 -40 s 256,8 14 .36 2 . 1J
r. 7 r
9 762,24 I <JJ.89 92,263,455 205,7 I 5.07
15 . do . . Ama ri ll o Brow nsvill e . . ... . 8 r 1,!l t 2 -94 _, 1- -
.t ,8o6,6 74J1 ,68o,783 J <)J .03 1 J26,73 6,69.t I 3·34 40 2,5 29- 43 3·84
Tota l ...
!7 .555. 770 .18 6(),0J 6.J8 -57
Cheye nn e-Pu eblo . . 23 1,35 6 22J,503 1 g6 .o r
~§ 1 Wyod~ng_ ~ir _Scr v.ice,_In~:. Bi lli ngs -Cheye nn e. 305,97 6 280,8 28 93-74 .>. 600,5 75 .o6 83.593-92 -70 7j
- - - -1- - - - 1 l'
Total. .... 537,.332 5 IO,JJ I
==
I 94-97 I 2J,2 4Cl,345 I= -24 I l <: 2.63 0.30
-.
I=
1. 27
r<
......
Transcontinental & Western Air, J ,66s , 754 -82 I J .8 4. ~
5,463. 22 7 05 -97 2,.33 •1, 122,764 2J .89
Inc..... ... ... . . . . . . ... .. . Newark-Los Angeles. s,692, 913
1, !07 ,82 5 9 !. 62 62.940,009 .64 33 1,355 -57 2. 75 0
8 Chicago & So uthern Air Lin es, Inc .. Chi cago-New Orl ean s . T 209 ,.' 43
I
2.66
Salt La ke City -San Diego. 9 79,3 I8 974,3 17 99 -49 212,674, 050 2. I8 3 1(),634-48 7j
13 Western Air Exp ress Corpo ration ..
14 Central Airlines, Inc.... Washin gton-D etroit. .. 950, 892 856,9 15
6og, 628
go. t 2 99, 00 1,644
26, 794,3 77
l.OI
.27
28s ,s 6s ..34
202 ,094· 19
2.J 7
r.68 >
rg
20
Nationa l Parks Ai rways, Inc . . . .
Wedell-\Villi a ms Air Service Co r-
Great Fall s-Salt Lake City. 63 7' 205 95·67
.[ 2 74 ,82 0.7 9 .62
[]
New Orl eans-Houston . . 24 7, 392 2,39,909 96-98 I2 ,02J ,93
poration . . ... . .. . . . . 77 , I07,908 -79 31.4, 365 .92 2.6.r
24 D elta Air Corporation .. . Cha rleston -F ort W ort h .. . 1,255, 71I 1, I 23, H 8 89-44
700,!)40 l/4 -40 29 ,953.4 13 .J I 224 ,262 .68 1.86
26 Hanford T ri S tate Airl ines, In c .. St. P<tu l-Kansas C ity ... . 742,54·5 .87
B oston-Bangor-Bu.d ingto n. 367,g86 .3 14.,0 l4 85-.33 4, 115,()58 .04 104.,659·3 r
27 Nat ional Air ways, Inc .. . . .. . 12,437,3 0 .13 11 2,4A0- 98 -94
29 Varney A ir T ransr ort, In c . .. . . . P ueblo-E I Paso .. 396.479 387,962 97- 85
191, 784 1. 8 7,or o 97-52 ro, 185,399 . 10 5DA73 ·! 3 -42
31 G. T . B aker ... . . J a cksonvillc-SI'. Petersburg
1-:rj
32 P enn sylvani a Airlines & Tran spo rt
268,961 239,203 88.94 4,31 .),945 .05 79,142 .23 .66 ......
Co. . . . . .... . .. .. . D etroit-Mi lwaukee .
33 Inter-Island Ai rways, Ltd . . I-Ionolulu-H il o-Lihue .. 203,036 20 2, 137 99-56 2,609,Ci02
94 -39 12, 8R8, 78o, 3 o6

.o
29.56 1
3 50,5 34-25
3 .8r s,103.69 1
.<f2
31.70
8?:J
Total. ... l 3,1 43,36S II2,406, 223
['Ij
94-86 19, 77I ,84 1,8 15 .1. 00.00 I 12 ,034,95 3·89 roo.oo U'J
Gra nd total. .. . . .. .. .. . . . . . . . . . . . . . . . . . ... . ,4o, 795,338 I3S ,699,449
(r) Final adj ustment pend ing.

( ~)Included in these amo unts a re items of $42,5r6.25 for route 3 and S3o,8g6.32 for route r6 to be pa id from a dc 6cicncy a pp ropri ation .
(3) Included in this amount is an item of Srr,II7 -S3, representin g a n in crease in rates of pay ordered by the I nterstate Comm erce Comm ission, whi ch
is being withheld pending an appeal by the Post Office Depar tm ent.
NoTE.-Payments for t he transportation of mai l by automobil e a nd tru ck a moun t in g to $gr o.8I were mad e to a ir-mail con t ra ctors du ring t he frsca l
year ended June 30, 1936, making a total expe ndi ture of $r2, 035,864.70 for a ir-m a il t ranspo rtatio n. +:o
w
\0
440 FLYING F.'\CTS AND FIGURES
DOMESTIC AIR MAIL CONTRACTS

January 1, 1937
A. 1\I. !-Newark, N. J, to Oakland, Calif.
Date service started: May 8, 1934--United Air Lines. Inc.
Contract transferred to United Air Lines Transport Corp. Dec. 2S, 193·1.
A. M. 2-Newark, N.J. to Los Angeles, Calif.
Date service started: 1\Iay 13, 1934--T \V A. Inc.
Contract transferred to Transcontinental & Western Air, Inc. Jan. 1, 193i).
A.M. 3-Fargo, N.D. to Seattle, Wash.
Date service started: May 26, 1934--Northwest Airlines, Inc.
A. M. 4--Fort Worth, Tex. to Los Angeles, Calif.
Date service started: May 13, 1934--American Airlines, Inc.
A.M . .<;-Newark, N. J, to New Orleans, La.
Date service started: May 16, 1934 (Newark to Atlanta).
May 28, 1934 (Atlanta to New Orleans)-
Eastern Air Lin~s. Inc.
Contract transferred to North American Aviation, Inc. Jan. 1, 1935.
A. M. 6--Newark, N.J. to Miami, Fla.
Date service started: May 16, 1!J34--Eastern Air Lines, Inc.
Contract transferred to North American Aviation, Inc., Jan. 1, Hl3i).
A. M. 7-Newark, N.J. to Chicago, Ill.
Date service started: May 13, 1934-American Airlines, Inc.
A. 1\[. 8-Chicago, Ill. to New Orleans, La.
Date service started: June 3, 1!J34--Pacific Seaboard Airlines, Inc. _
Name of contractor changed to Chicago and Southern Air Lines, Inc. Feb. 1, 193.,.
A. 1\1. 9-Chicago, Ill. to Dallas, Te".
Date service started: MaY. 17, 19:l4--BranifT Airways, Inc.
A. M. 10-Chicago, Ill. to Jacksonville, Fla.
Date service started: June 1, 19:34--Eastern Air Lines, Inc.
Contract transferred to North American Aviation, Inc., Jan. 1, 1935.
A.M. 11-Seattle, Wash. to San Diego, Calif.
Date service started: May 8, 1934--United Air Lines, Inc.
Contract transferred to United Air Lines Transport Corp. Dec. 28, 1934.
A. M. 12-Salt Lake City, Utah to Seattle, Wash.
Date service started: May 8, 1934--Uniterl Air Lines, Inc.
Contract transferred to United Air Lines Transport Corp. Dec. 2S, 1934.
A.M. 13-8alt Lake City, Utah to San Diego, Calif.
Service started May 8, 1934--General Air Lines, Inc.
Contract transferred to Western Air Express Corp., Jan. 1, 1!135.
A.M. 14--Washington, D. C. to Detroit, Mich.
Service started: May 17, 1934-Central Airlines, Inc.
A.M. 15-Amarillo to Brownsville, Tex.
Service started: June 1, 1934--Long & Harman, Inc.
Contract transferred to Braniff Airways, Inc., Jan. 1, 193;).
A.M. 16-Chicago, Ill. to Pembina, N. D.
Service started: June 1, 1934.
Contract transferred to Northwest Airlines, Inc., Jan. 1, 1935.
A.M. 17-Cheyenne, Wyo. to Pueblo, Colo.
Service started: May 15, 1934 (Cheyenne to Denver).
June 1, 1934 (Denver to Pueblo)-
Wyoming Air Service, Inc.
A.M. 18-Boston, Mass. to Newark, N.J.
Service started: May 13, 1934--American Airlines, Inc.
A. M. 19-8alt Lake City, Utah to Great Falls, Mont.
Service started: May 15, 1934--Alfred Frank.
Contract sublet to National Parks Airways, Inc., Dec. 1, 19:34.
A.M. 20-New Orleans, La. to Houston, Tex.
Service started: July 25, 1934--Robertson Airplane Service Company._
Contract transferred to Wedell Williams Air Service Corp., Jan. 1, 193.>.
A. M. 21-Boston, Mass. to Cleveland, Ohio.
Service started: June 10, 1934--American Airlines, Inc.
A.M. 22-Cleveland, Ohio to Nashville, Tenn.
Service started: June 10, 1934--American Airlines, Inc.
A.M. 23-Newark, N. J, to Fort Worth, Tex.
Service started: June 10, 1934--American Airlines, Inc. (Nashville to Fort Worth).
July 1, 1934 (Newark to Nashville).
A. M. 24--Cha~leston, S. C. to Fort Worth, Tex.
Service started: July 4, 1934 (Atlanta to Dallas).
July 7, 1934 (Atlanta to Charleston)-
Delta Air Corporation.
A.M. 25-Washington, D. C. to Chicago, Ill.
Date service started: June 10, 1934.-American Airlines, Inc.
A.M. 26--St. Paul and Minneapolis, Minn. to Omaha, Neb.
Service started: July 3, 1934--Hanfords TriState Airlines, Inc.
A. M. 27-Boston, Mass. to Bangor, Me. and Burlington, Vt.
Service started: June 25, 1934 (Boston and Burlington).
June 26, 1934 (Boston and Bangor)-
:National Airways, Inc.
FLYI NG F T FIG RES 44I
. 111 . 2 - Billings, Mont. to Cheyenne, Wyo.
Sen-ice started : June 20, 1934-Wyoming Air Service, Inc .
. M. 29- Pueblo, Colo. to El Paso, Tel<.
Se.rvice started : Jul y 15, 1934.- Varney Speed Lines, I nc.,
Contract transferred to Varnev Air Trru."l.sport, I nc., Feb. 1, 1935 .
. M . 30-Chicago, Ill. to Fort Worth, Te-'<.
Service started : J une 15, 1934.- American Airlines, Inc.
A. l\1. 31-Da a na Beach to St. Petersburg, Fla.
Sen-ice st~rted : October 15, 1934-D. K. Franklin and G. T. Baker.
Contract sublet to G. T. Baker l'vfar. 1, 1935.
A . • -L 32--Detroit , i\ffich. to Milwaukee, Wis .
Service started : July 1, 193"1.-Pennsylvania Airlines and Transport Co .
. M. 33-Honolulu to Hila and Lihue, Territory of Hawaii.
ervice started : July 8, 1 34-I nter-Island Airways , Inc.
POSTAGE RATES
U . S. Air Mail to Possessi on s and Foreign Countries
Ja nuary I, 1937
Cents Per
half-oun.ce
Argentina ...... . ........... ---.------- · ···· ··· · ···· · · ·· ····· · ·· · ··· · · ---- - - 55
Bahamas .... . . ........ .. ... .. . . . ---- - ----- - · · · · · · · · · · · · · · · · -- - - --- - -. .. . . . . ro
Barbados . . .. . . ..... . ....... . . . . - -.- . - - - · ·- · · · · · · · · · · · · · · · · · · · - - - · - - - . . . . . . . 20
Boli via. . . . .. . . ... . . . . . ---.-.- · ·- · · · · · · · · · · · · · · · · · · · · · · · · · · · ·- ·- · --. 40
Brazil ...... . ..... . ... ...... -·-- - ---····· ··· · ······ ·· ·· ·· ······· · ··· · ··-·-.- 50
Canada .. . ........ . ........... - - - - - - - - · - · - - · · · · · · - - - - · · - - · . - 6 cents per ounce
Canal Zone ..... .. . . . .. . ... . - - - - - - - · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · - · - . - .... . . 20
Ch ile ... . ...... . . . . .......... - ------ - - - ·· · · ·· · · ········ - -·-· -- . ... . ... .... . so
Colombia . ... .. . .. . ...... . .... . . - - - · - - · · · · · · · · · · · · · · · · · · · · ·- · - - - .. . .. . ..... . 35
Costa Rica ....... . .... . - - . . · - - - · - · · · · · · · · · · · · · · · · · · · · · · · · · - - - - - . ..... . .. . . . 20
Cuba ... ..... .... . . . .. .. . -- - · ·· -- -· ·· · ·· ···· ····· · ·· · ·· - -·--- . .. .. .. ...... . IO
Dominican Republic ........ - - -.- · · · · · · · · · · · · · · · · · · · - · - - - - - . . . . . . .. . . .. . . .. _. IO
Dutch West Indies:
Curacao, Bonaire, Aru~a ...... - - - .. - -- - ·- ------.-- ........ . . .. . ... . .. . .. _. _
St. Martins, St. Eustatms, Saba ... . . . .. . . . . .. .. . .. ....... . . . ..... .. . 30
20
Ecuador . ..... . . .. . .. . . - - - - - · · · · · · · · · · · · · · · · · · · · · · · · · · · · - - - - - . . . . . . . . · · · · ·
Guadeloupe (including D esirade, Les Saintes, Marie Galante, Peti te T er;e· :B' · · ·St · 30
tholomew (Barthelemy) and th e French part of St. :tviartins) .... . . ... .. :. __ ·. ar-
20
g~~~~ :: ·_·_ ·_·_ ·.·_ ·_·.·.·_·_·_·_·.·. ·. ·_-_ ·_ ·_·_ ·_ ·_ ·. ·_ ·_ ·_ ·_ ·_ ·.·_·.·.·_ ·.·_ ·_·_·_·_ ·_·_ ·.·_ ·_·_: ..... ... .. .... .. 50
Guianas (British, Dutch, and French) . .... - - - ..... . . . . . ... . .... : :: : :: · · · · · · · · · · I5
30
~Eli~#~c)•••: • • • • •. •••·· ·::. · · ··•••-• • •·•·•·•·• • •·••

IO
25
IS
IS
Leeward Islands: ················ IO
Anguilla, Antigua , Barbuda, Dominica, Montserrat, _Tevis Red d S C .
topher (St. Kitts). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ' on a , t. hns-
~:E~;~~~~~r~;~:~s~~~~~: :: :::::::::::: ::: ::::::::::::::: :: : ::::::::::::::::::

20
IO
20
Nicaragua ......... . .. . .. ..... .... ... . .... ... ... . .. _. . · · · · · · · · · · · · · · · · - · . - .. IO
Panama Republic . .. . .......... - - - - . . - - .. : . . . . . . . . . . . . · · · · · · · · · · · · · · -· IS
Paraguay (by ordinary means from Buenos Aires) .. . . . . . . . . _ . . :: · · · · · · · · - - - - . - . . 20
Peru .. . .. .. .... . .. .. . . .. ... · · ···· · · · ····· . ..... . . . ················ 55
Ph.il ippin~ Islands . . ...... ....... .... .. . . .. .. .... . . _: : : · · · · · · · · · · ...... · .. · · · 40
~~Jit!r~~~ ·: :~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ :~ ::::::::::~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~
75
IO
IS
20
Venezuela (by air to M aracaibo, Cumarebo. L~ G~~i·r~- '(: · ·: : · · · · · · · · · · · · · · · · · · · · 55
Venezuela (including dispatch by Venezu~lan air
mai1 service from Maracaibo or
~ an p_I to) · · · · · · · - .-. - - .. . - 30
La Guaira) . . . . . . . . . . . . . . . . . . . . . . .
Virgin Islands of the United States ·········' ······························ 45
Windward Islands (Grenada, Gren~d~~~; L~~i~: si:: st:
"vi~~e;,t· .. .... . .... . . ... . .
) ..... ..... ... .... .
IO
20
442 FLYING F A CTS AND FIGURES
REVIEW OF ANNUAL MILITARY AND COMMERCIAL

PRODUCTION IN THE UNITED STATES
Cal e nd a r Years
Airplane Production
Jl1ilit ary C 0 1H11l e rc r'al
Year U11ils Va/!te U11its V a/!te
1925 ............. . . . . . . . . . . . 447 $ 5, 174,025 268 $ 1,·199 . 6 34
1926 ..... . . . . . . . . . . . . 53 2 6, 1 5-! ,70 8 604 2, 7 16,319
192 7 ............. . . . . . . . . . . . 62 1 7. 528,383 1,565 6 ,97 6,6 16
1928 .. . . ... ..... • .. I ,2 19 19,066 ,379 3,54 2 17 , 194 ,2 98"
1929 ............. . . . . . . . . . . . 6 77 I 0,832 ,54 4 5,357 33,62 4 , 75 6
1930 .... ..... .... . . . . . . . . . . . 74 7 10,723,720 1. 937 10 , 746 ,042
1931 ...... ....... ..... ... 8 12 12,9 7 1,028 1. 582 6 ,65 5,73 8
1932 ............. . . . . . . . . . . . 593 I 0 ,389,3 16 549 2,337,899
1933 ..•....... ... ......... . 4 n6 9 .78 4 ,64 3 S9 1 6, 1 0,900
193 -! ...... ....... . . . . . . . . . . . 43 7 8,836,509 77 2 9,95 7,6 02
1935 ... .......... . . . . . . . . . . . 459 I I ,4 18,382 1, 109 10 .-!1 0,334
1936 . . . . .. . .. .... . . .. ....... 1, 141 2 7,836,1 99 1,559 12 ,379, 8 35
Airplane Engine Production

M ilitary Commercial
Year Umts Vallle U11its Val11e
1929 ... . .. .. . .. . . . . . .. . .... . I ,86 1 8,6 00 ,530 5,5 17 17.895 .300
1930 . .. . .. .. ... ....... ... .. . 1,84 1 10, 823,423 1,925 6;255 ;493
193 1 . ..•. .. . . . . . . .. .. 1,800 10,417,718 1.97 6 4,14 8 , 13 1
1932 . ... . • .............. . ... 1,085 6,370,678 8 13 2,898,37 1
1933 . . . . . . . . . . . . . . . . . . . . . . . . 860 4,986,181 1,1 2 0 4,724,441
1934 . . . . . . . . . . . . . . . . . . . . . . . . 688 5,162,710 2,0 -! 8 10, 2 70 ,50 0
1935 ......... . . . . . . . . . . 99 1 6, 180,3 11 1,9 74 6, 5 11 ,298
1936 .. ...... . . .. ..... . ... .. . 1,804 14,56 9, 70 8 2,433 7,5 20,900
SUMMARY OF SPARE PART SALES

Aircraft
Military Commercial Miscellaneous Tot al

1930 .. .. ... . . .. . . $4, ro8,r67 $3 ,442,573 S47 5 ,oo2 S 8,o25, 742
1931 .. . ......... . 4,627,594 1,912,481 499,857 7,039.932
1932 ..... ... .. . .. 3,701,838 974.439 348,77o 5,025,047
1933· ............ 3, I 27,255 945.336 140, 340 4,212,931
1934· . . .......... 2,168,856 1,540,564 436.425 4 , 14 5,845
1035· ............ 2,857,201 2,0QO, I 76 7 55,698 5,703,075
1936 ... .... .. ... . 4.445,852 3 , 147.964 6 34,3 73 8,228,r89
Aircraft Engine Parts
.
1930 ...... . . . . . . $ 2,231,370 $ 2,487,576 S494,2I6 $5,2 13, r6 2
193 I.. . . . . . . . . . . . 3,904, 739 1,747,654 267,400 5,919, 793
1932 ..... . .. . . . .. 3 .699.848 1, 241,878 73,644 5,015,370
1933· . .. .. .. . . . .. 1,961,033 r,s67,6o4 67 ,843 3 ,596,480
1934·· .... .... .. . 1,543.730 2, 517,592 299.3 77 4 ,360 ,699
1935· .... . .. . . ... 2,351,238 2,289,244 3 51 , 236 4.991,718
1936 . . .. . .. .. . .. . 3,6J0,224 2,327,394 619,101 6,576. 719
FL\i i NG F.· CI . A 'D FIG RES 443
MONTHLY PRODUCTION AND SALES STATISTICS
Militar y and Salable Commercial Aircraft
PRODUCTION
l !JJ5
Mil ilury Commercia/.

I M·iJ.ilary Commercial
U11·its Value 11its Vuluc ·11ils Val11e U·11·ils Value

'
J :mu:u y .. . .
F ebruary ...
;;o
22
S t ,OII, 7 37 s 634,9 4
610, 6s
53 1,143. 537 38
6o
s 296,957
5 , 273 45 I74 1,926,402 477.9 16
l\la.r h ... . .. -17 1 462,488 0 I, Io6 ,3 5 2 6 111.5 9,957 91 692,084
Apri l . ...... 26 962, I SO 83 1,0 29,007 so 1,'224,5 23 133 1,60 2,7 0 4
:\:l ay . . ... 8 2 75, 5 102 1 1 tl 4 1 OJ 67 I, 791, 709 159 1 ,041 , 14 1
J une .. . .. .. 2.[ 2 73,0 94 93 783,062 84 2, 184,390 182 1,3 19,663
J uly .. .. . . .. 21 177.875 10 5 50, 127 77 1,716,970 197 1,01 9,33 7
ugust .. . .. 37 524 ,6.10 I17 744 .709 ;;6 536,768 ! 67 882 ,284
eptember . . 26 62 6,360 !OJ 523, 25 48 1,038,6go 137 1,1 23,4 11
October . . .. . 22 49 2,049 13 0 s61,763 84 1,639.994 160 1, 173, 15 4
Novemb er . -6 1,365, 321 91 969, 812 79 2, 0 23 ,440 124 1,220,6 72
Dec mber . 45 959,3 20 6s 641.706 94 2,341,438 III I ,SJ0 ,$12
Total.. 459* S1 1,4 18,382* 1 1 rog* S ro,4 t0 ,334* 1,141t jS 27,836, 199t 1,55 9 S12,379,83s
DELIVERIES
J anuary.
February . . .
30 Sr ,o rr , 87 31 s 6 q ,662 47 I ~ 03 I , I 39 37 333 ,703
2l R6 7,273 s6 77s,6 r 8 s6 923 ,40 2 59 492 ,046
March. 47 ! ,462,488 So 11I I I ,682 68 1,182 >506 87 693,8s6
April. . . . . . . 24 862, I SO 86 1,034,3 80 so r , zz6, zo s !36 r,631,625
]\'l ay .... . . . 8 27s ,SSs 9- 1, ro6, 6s9 67 1,791,709 rs 6 1 10J6,47I
J une .. .. . . . 3I 3 3 2,5 94 92 786,002 84 2,2 0 2,4 1 4 r8o 1,3 23,62 0
July . . . . 2! 174,544 lOj ' 41,618 77 1,717,571 190 1,005 ,38 7
Aug ust . 37 sr 8,297 1!5 720,2 20 37 553.357 162 934,686
September . 26 626,J60 g8 50~ , 95 I 48 1,040,488 138 ! 1 100 1392
October . .. .. 22 492 ,049 120 498,307 84 r ,646,oos 144 1,153,914
N ovember. 36 I ,36$,3 :H 95 995,9 7I 84 2 , 120 ,741 II7 1, 223,50 8
December. 41 887,455 69 680,744 95 2, 354,998 122 r,6o6,3r8
Total. . . . 344 $8,8 76,303 1,046 $g,669,814 I,02 4t $26,898,g r6t 1,528 Sr2, 535,5 26
All values represent planes less engines.

*Production totals include additional data reported on an am1ual basis and not included
in the monthly figures, as follows: Military, rrs rwits valued at $2 ,402,040; Commercial, 6o
w1its, valued at $839,32 r. ·
t Includ es 22 7 military planes, valued a t $g,r o8,3 81, produced and delivered, and reported
for calendar year only, and not entered in monthly reports.
444 FLYING FACTS AND l, IGURES
MONTHLY PRODUCTION A ND SAL E S STATISTICS

Militar y a nd Commer cial A ir craft E n g ines
PR O D U CT IO N
1935
Milita ry Co In mercia l Military Commercial
Units Value U·u its Val ue Uni ts I Va l ue Uuits I Valu e
January .. . . 15 s 142 ,500 117 44 1, 665 130 s 95 0,667 145 s 47 0 , 0 2

Feb r uary ... 21 r87,65o 114 510 , 0 20 I 53 l ,OJ2,659 14 2 4 17, 269
March . . ... 32 206,350 141 437,248 143 I ,094,325 1 32 55 1, 351
April .. . 72 542,250 11 9 322, 010 I I 7 1,751, 364 23 2 835 . 717
May ...... 89 6q,5oo 164 476 ,6 15 169 1,424, 75 6 220 7 20 ,8 9
J u ne ... . .. 75 524,1 so 177 609,62 0 u 6 950,160 255 809,2 36
July .... . . .. 98 589,5 00 183 s89,574 ISS I ,I 14,6 15 274 67 6, 9 3
August .. . .. 68 498, 650 209 82<) ,57 5 12 I 946,156 255 58 ,888
September .. 45 262 ,5 I I 142 330,17 5 194 1,584 ,598 183 650 ,923
October. 99 654,423 196 603,643 181 1,4 70,060 196 5-P ,9 0
Novemb er. 127 734, 279 134 42 7, 654 r 62 r ,07 6,9 71 191 463,773
December. ISO 842,240 13 0 348,8 76 163 1,173,3 77 208 792 ,0 8<)
- --
Tota l. .... 991* S6, r 8o,3 r r"' 1,974* S6, s r 1,298'' r,So4 sr 4, s69, 7oS 2, 433 S 7,5 20,9oo
DELIVER IE S
January .. .. IS s 142,500 117 s 439.36 5 13 0 s 95 0,667 <40 s 494.409

February . . 21 r 87 ,65 o u S 530,7 20 I 53 I ,OSO, J 0 6 143 439.48 7
March . . . . . . 3.3 226,350 153 562,023 143 r,o98, 58 1 185 668,42 0
April. . . . . 72 542 ,250 133 416,7 60 I If I, 7 57,744 25 0 906,193
May .... . . 90 634.500 174 517,5 85 171 1.436,o86 238 74 7,097
J une . ... 7S 524, ISO 208 664,005 11 3 964,695 283 95S,204
J uly .. ... . 93 s89,soo 178 592, ISO ISS 1,114,615 274 668,o s6
August . . ... 68 498,650 203 816,8o5 1! 8 939, I 56 263 6rs ,7o4
Sept ember. 45 27 I ,693 I 53 394.364 194 1,584,598 17 2 63s ,64r
October .. ... roo 676,32 3 204 6s6, 282 175 I,4S8,J25 184 554,640
November . 127 7 52,073 140 500.598 r62 1,o85,159 r 85 452,798
D ecember. ISO 860,719 105 307,094 r63 I,I7CJ, 521 210 80 7,366
Total. . .. . 894 S5,9o6,358 r,886 $6,397,7 5 I 1,794 J4,619.453 2,527 S7,946,ors
*Prod uction tot als include additional data reported on a n annual basis, and not included
in t he monthly figures, as fo llows : M ilitary-roo un its valu ed at $381,3o8; Commer cial, 148
unit s valued a t $584,623.
PRODUCTION AND DELIVERIES OF SALABLE AIRCRAFT IN THE UNITED STATES
Commercial and Military
Product-ion- /935 Ueliveries- I!)J5 Produclion- Ig]6 Uelit•cries- I o]6
T yj;e Units I Value U11-ils Va lu e Uni ts I Value
Biplanes 1 Units 1
o
40
Va lu e
. . .. . . . . . .
SI38 ,668
o
40
.· ··
S138,668
o
5 s13,563
0
6 S r9,903
Open Cockpit. . . . . . . . . . . . . . . . . . . 5~ ....201,383 5~ ... 205.' 384 ~ 7,734 I 3,828
0
Sub-tota l. . . . . . . . . . . . . . . . . . . . . . go S340,05 I 94 S344,052 6 S2 1, 29 7 7 S23 ,7 3 t 7j

Cabin Single-Engine....... . .... . .. r6o 939,72 5 15.3 949,2 07 211 r,1 92,o9 5 2 14 1, 2()2 ,() 18
Cabin Multi-Engine... . . . . . . . . . . . . .
Total Biplanes
o
25 0
..........
$1 ,279,77 6
o
247
..........
$ 1,293,259
o
21 7
......
S t ,213,39 2
o
22 1
·.
$ 1,3 16,649
...
~
.....,
Monoplanes ~ I 4,2 70 o .......... r 1,251l 1 1,258 z
OpenCockpit.. .. . . . . . .. . ... . . . 6~ .. 125.':35 6~ ....132.'852 3; . . . ' o5.'~5~ .l~ . . .. ?s,S ~ s
CJ
0 ··· · · · · ·· 0 ..... . . . 0 ··· ··· · · · · 0 . .. . ... . . .
Sub-total. .. . . ..... . 62 St .3o,2o5 62 $ 132 ,852 40 S 1o6,5o8 s 95 ,073 >:
!7
436
47.4 25
547.942
18
433
53 ,1 00
571 ,887
22
888
7 5 , 5().)
1, 143, 24 1
.33
22
86o
86,<)50
r, 1Jtl,il 2
q
73 23 7. 370 72 236,380 82 J J 0, 280 84 335.1) 10
Cabin Single-Eng ine .... . . . .. .
z>
79 282 ,7 49 82 29 !,0"10 175 5!)2 ,78 1 16 56a,o49
2 33 ,()00 2 33,900 3 3 1.,!) 20 4 54,G6o
4 87, 450 3 74 .950 2 J2 ,()!)0 4 <)./ ,t)90
0 .......... 0 ...... 3 43,000 3 4.3 ,000 d
8 316,307 9 333 ,057 0 .......... 0 '"rj
Sub-total. ... ·. ·........ ..... . .. 619 8.1,55 3,143 619 Sr,594,284 1, 17 5 $2,25 0, 207 1, 146 - ~ $ 2,264,385 .....,
Cabm MultJ -Engme. . . . ..... II I 5,923,003 lii 5,964,533 93 5.795 ,7 55 94 5,82 2,1)\)0 c;J
Total Monoplanes 792 8 7,6o6,351 79 2 8 7, 6(11, 669 r, 3o8 88,15 2,4 70 1., 273 8,t 8 1,948
~
Seaplanes .. . . ... .... . . . . · · ·. 3 485 ,773 3 485,773 ro 958,705 rr 991,66 t r:r1
Amphibians. . . . . . . . . . . . . . . . . . 4 199, TIJ 4 199, II 3 23 2, 045, 268 23 2,04 5, 268 (fl
Autogiros. . . . . . . . . . .. . . . . . . . . o ........ o .......... r ro,ooo o ..... . ... .
Sub-total........ . . . • . . . . . . . . . . 7 $684,886 7 $684,886 34 SJ,or3 ,97 3 3 <~ S3 ,036,9 29
Commercial Total.... . ........ .. . . r , reg* Sro,4I0, 334* r ,o46 S9,66g,81.4 1,5 59 $r 2,379,83s r ,5 28 Sr2,535,526
U.S. Military Total............. . .. 459** Sn ,,rr 8,382** 344 $8,876, .303 r, r 4r 27,836, t99 r , o 2 ,~ 26,8g8,9·16
Grand Total 1,568 $21. ,828,71 6 1,390 Sr 8,546,1 17 2,7 00 S40,2 1 6 ,o~4 2,552 S30,ti34.4 •P
All valu es r eprese nt plan es less engines.
*Incl udes 6o un its valu ed at $839,321, obtained from annual prod uction repo rts, whi ch a re not in cluded in above breakdow n by types, nor in cl eliv- :j;::
ery total s. u1
**Includes IIS units valued a t $2,402,o4o, obtained from annual production reports, whi ch a rc not included in delivery to tals.
PRODUCTION AND DELIVERIES OF AIRPLANE ENGINES IN THE UNITED STATES -+:-
-+:-
Commercial and Military 0\
Commercial I Production-I!JJS Dcliveri es-I!JJS Commercial Prod.uct-ion- I p]6 Del-iveri es- r 9 36

---
Horsepower Units Value Un·its Valu e Horsepower Uni ts Va lu e Uni ts Value
Under 75- ..... .. . . 405 $ 216,364 402 S22r,Sso Under 7s ....... 80.1 S297,822 792 S3o9,s86
76- !25 ... - ... . ... 244 279,284 23 I 270,334 76-12.) ..... . . ... 266 24 2,836 255 238,9 I6 7j
J 26- I75- ... . .. .... 97 133,470 87 r r8,o7o !26-175- .. ..... I6o 227,0 28 ISS 2I8,2I9 r
!76-22 $ ..... .. .... 171 I 5I 295,523 176- 225 .... . . . • .. IOO 200, r88 132 26S,I1 3
332,351
~
.2 26-300 . .. . ... .... 200 482,158 229 540,$06 226-300 . ... .... 293 83 3,-182 377 I , I4 2,81p ........
;)OI-400 .. . . . . . .. . .
401-500 .... ... .. . .
s6
98
238,78 5
435,100
82
99
348,495
434,7 00
30 1-400. ... . ..
401-500 . . . . .. .. .
21
rs8
89,15 0
69 1,900
23
158
97 ,730
691 ,900
z
sor-6oo ... . .. .. .. . ISO 9 I 2,690 181 1,099 ,640 50I - 6oo .. .... . . . .
CJ
63 3 71,190 57 348,630
6o r-7oo ........ . .. 29 193,260 35 228,65 0 6or-7oo .... .. . . 33 19J,J 80 34 199, 305 7j
7ai-Up. . . . . .
701-Up . . ........ 376 2,7 03,21 3 389 2,839,983 53 5 4,373,92 4 544 4.430, 774 >-
()
Totals .. .... 1,974* S6,5 r I , 298* 1,886 86,397.7 51 Tota ls .. 2,43 3 S7,520, 9oo 2 ,5 2 7 S7 ,9-!6,or 5 ~
(Jl
Military M -ilita ry
>
Horsepower II orsepower z
76-I 25 .. . ..... .. .
! 26-!75- ... .. . . . ..
II
3
Sr6,755
7, 900
12
3
$ 17,515
7,839
76-125 . ..... ....
! 26- 175 - .... • .
0
2 s 3.450
0
I S 1,5oo
u
17 6-225 ........... 6 I 7, 400 6 17,400 !76- 225. 23 46,300 24 49.300 >Tj
226-300 .......... . I06 248, I 23 ro6 314.779 226- 300 ..... .. ,,. 147 358,365 13 7 3 79, ~Lis
1-i
JOI-400 ........ .. . 24 100,435 24 100,43 5 301-400. ... .. .. 55 239,8oo 55 23 9,8oo CJ
401-500 .......... . 4 16,7 50 4 16, 750 40I-SOO .. .. . .. . . IJ 6 6or ,6 ro 130 6or ,6 Io
soi-6oo .. .. . . . .... r69 788,oso I69 788,oso so1-6oo .... .. .. . . 99 536,3 I I ()8 527, ()0! 7.!
6or - 7oo .... . .. .. . . 168 1,46I,200 170 I ,$ 01 1 2 00 6or-7 oo .... . .. 40 347 .500 40 347 ,500 tT1
70I-Up . . .. ... .... 400 3. I42,390 400 J, I 42 ,J90 701 - Up . . . .. l, ._) 0 2 $ 12,436,.) 72 I,JOJ r 2,.17 2, 597 (Jl
Totals .. .. .. 99I** S6, r8o,3 I r** 894 S5,9o6,358 Totals ... I ,So4 S r4, 569 , 7oS ,79-1
I Sq, 6 I9,45 3
GRAND TOTAL . 2,965 S r 2,69I ,6og 2, 780 S I 2,J 04, I09 GRAND TOTAL . 4. 23 7 S2 z, ogo ,6o8 -1. 32 1 Sz2,.;6s ,-1o8
*Includes 148 units valued at Ss84,6 23, obtained from annual p rod uction repor ts, whi ch a.re not incl uded in above breakdown by horsepower, nor in
d elivery total.
**Includes 100 units valu ed at S38r ,3o8, obtained from annual prod uction reports, whi ch a rc not in cluded in above b reakdown by horsepower, no r
in delivery total.
FLYIN ~FACT. , N D FIG RES 447
PROGRESS OF CIVIL AERONAUTICS IN THE UNITED STATES
Comp iled by U.S. Bureau of Air Commerce
AU statistics as of D ec . 31 each year
1934 1935 1936

Fi rms engaged in the industry . ... . ... . 1,400 1 1 500 1,6oo
Scheduled air-line operations
Airplan es:
In serv ice and rese rv e :
Dom estic 1 •• • •. . . . . . . . • . . . . . • • .. 417 356 305 est.
Fo reign' . . .. .... . ... ...... .. . ... . 10 ! I03 110 est.
1----------1----------1------------
Total. . ... .. .. .... ... . .... . . 51 459 415 est.
Va lu e of. . ............... . ....... . S to,soo,ooo Sr2,465,000 S1 4, 7so,ooo est.
Airways (domest ic and foreig n 1):
. ervices in o pe ration . .... . ... ... . . . 98 109 IIO
Express mil eage . ............ . so,6s2 60,377 61,458
J\IIail mileage ... ... .. . . ....... . . .. . 46,003 51,4 28 51,740
Passe nger mi leage . ... . . ... . . . 49 ,353 52,387 6 r, 458
Total mi leage:
Dom estic' ... . . . . . ... . . ... ... . . . 28,o84 28,26 7 28,874
Foreign extensions 1 • • • • • _ • • • • • • • • 22,i li 32, !84 32,658
- - - -- -- ----1
Total. .. . .. ......... . so,8o r 60,45 [ 61,532
Accidents (domesti c and forei gn 1 ) :
N umb er of fata l . .... . .. . ........ . . ro 8 10
M il es flown per fatal accident .... .. . 4,878,6 55 6,922, 544 7,337,II 6
Number of nonfatal. .... . . .. . 63 54 67
N umb er of passenger fataliti es ...... . 21 IS 46
Passenge r-miles flown per passe nge r
fa tality . .. .. . . .. ... ....... . . . . I.0 , /27,0 6 24,037,962 1o,68s,286
EY])ress and freight carri ed (pounds):
!=========!========!===========
Domestic' ... ..... .. . . . . 2 1 I,33 1 I 9I 3 ,822,39 7 6,953, 720
Fo reign ' ........ ... .. . 1,316,484 1,689,340 1,395,688
3.449,67 5 5,5 11 ,737 8,349,408

r,o89,802 1,387,083 est.
25, 136 ,274 33,26o, 6o9 3 s,ooo,ooo est.
838, 756 879,77 5 9oo,ooo est.
7 1 4II , OO-f 13,276,0 23 r6,soo,ooo est.

46o,8So 503, 58 5 6oo,ooo est.
7,871,884 13,779,608 I J, IOO,OOO est.

Total. .. . ... ........ . . . ... · ·!======!,======!
'2,461 ,4 II 4,13 2,7 08 s,soo,ooo est.
2 $8,804,479 $1o,662,554 r2,ooo,ooo est.
$6,917' 7so S6,6o3,340 7 ,ooo,ooo est.
Total. ..... .. ... . .. ... .. . . . · Sr5 ,722 ,229 $ q,265 ,894 I9,ooo,ooo est.
M iles of mail airways (domestic and
foreign') ......... . ...... ... . · · 46,003 51,428 51,740
1\•I i les flown:
D aily average (domestic and foreign') 13 3,6 6 2 174,084 201,017 est.
l\{a il (domestic and foreign') ...... · · 2i,340,293 39.977,189 45,ooo,ooo est.
I======
ee end of table for footnote s.

F LYI NG F ACTS A D F I GURE S
I QJ4 l f./35
Scheduled air-line operations-

Continued
Domestic routes .. . ... .. . '10,<)55 ..)96 55 ,3 80, 3 53 6s .78o,228
Foreign routes . . ....... ... .. . . . 7,8.) I,J 55 8,159,8 'o ~ . 590,933 es t.
Total. .. ....... .. .. ... .. . . 4 s, 786,5 5 I 6J,S-l0,233

Operators, number of:
Domestic' .. . . . .. . ......... . .. . 22 23 2!
Foreign 1............. .. ... . .. . 4 7 7
Total. .... . ..... . . . .. . 25 :J27 3

3 25
P asse nger-miles flo wn (r passe nger ca r-
ri ed I mile):
Domestic' .... ..... ..... . . . I 8 7 ,8s 8 ,629 J l J,<J OS,S08 453, 3 1,2 8 5
Foreign 1 . . • • . •• . . . • • . • • • • . . 3 7,408 ,()30 46,663,923 56, r 4 r,895 est.
Total. ...... .. .. . .. . 225,267 , 559 3 6 o ,s69, ,~3 r 49 I,523, 18o est .
Passengers carried:
Domestic' .. . . . . .. .. . . . . . . . . 40 1.74.3 74 6,<)46 1 , 0 2 0 ,29 7
Foreign 1....... . ... . . . .. . . <)<) ,62 7 J rJ,S rs 125 ,84 1 es t.
Total. . ...... . .... . .... . s6 r , .) 70 S6o , 761 r,r 46,138 est.
Passenger-seat-miles flown (domes ti c) 1 362, 54 6,746 572, 546,5 30 67 o ,ooo,ooo est.

Passenger-seat-miles, percentage used
(domestic) 1.. . . . . ... . 5 !. 8 2 54 -83
Passenger fare, average per mil e (d om-
estic)1 .. . .. ......... ... ... .. . . So .o.s g So.os7 So.os 6 es t.
Pay rate of:
Mechanics, average per month (do m-
estic)1 ..... . ..... .. ...... .. .. . $ 133 S I 49 S r so es t.
Pilots, average per month (dom est ic)'. Ss z.1 S54 1 Ssso est.
Copilots (domestic)' ..... . Sz or S2 o 6 $2 10 est.
Personnel employed (domestic and for-
eign):'
Mechanics and ground crew . .. . 2,2 0 1 2,6 13 z, 725 est.
Pilots .. . . .. . . .. . ...... ... . .. . 503 652 700 est.
Copilots . .. .. .. .............. . 248 33 5 440 est.
Other hangar and field personnel. r ,846 I ,5 r 5 1,5so es t.
Operation and office personnel. . . . r, 657 3, oo6 3, 425 est.
Total. . .......... ....... . 6,455 8,121

Trips, percentage completed of those
started (domestic)' · .. . ..... . 93 -88 9 5-1 8 g6 .oo est .
Miscellaneous flying operations
(all domestic)!
Airplanes in operation (licensed and un -
licensed) . ... ... . ... ... ... .. . . 7.75 2 8, 613 8, 7 so est.
Accidents:
Number of fatal. . . . .. . . ..... ... . . . r 86 164 . ... ... .. .
Miles flown per fatal accident ..... . . 406,463 sr6, 8o3 . . . .. . . . . .
Number of nonfatal. . .. ..... ...... . I,JI8 1, 353 ... . . . . . ..
Number of passenger fatalities .. ... . . rsr roo .. .. . .....
Miles flown per passenger fatality. soo,677 847 -556
Fuel (consumed):
Gasoline . . . ........ .. ..... gallons .. 9,63o, 86g I I, 104,259 Io,s oo,ooo est .
Oil. ... . ...... . . . .... . . . .. .. do ... . 348,9 85 33 4. •120 z8o, ooo est.
Miles flown ........... .. . .......... . 7s ,6o2,152 84,755,630 88, ooo,ooo est.
See end of table for footnotes.

FLYIXG FACTS AND FIGURES 449
1934 1935
• Miscellaneous flying operations

(all domestic) 1 Continued
Passengers:
Carried for hire.................... 1,044,079 1,014,957 1,027,28o est.
Carried for pleasure.. . . . . . . . . . . . . . . 353,209 272,.pS 219,515 est.
Total....................... 1,397,2SS
1------------·1-----------1---------------
1,2S7,375 1,246,795 est.
Airports and Department of Com-1=======1=======1,========
merce Intermediate landing fields
Airports:
Commercial and private ........... . 618 552
~funicipal. ...................... . 702 739
Intermediate--Department of Com-
merce--lighted ............... . 250
Intermediate--Department of Com-
merce--unlighted ............. . 9 9 12
A lL"tiliary-marked ................ . sSo 6JI 622
Army, Kavy,l\larine Corps, ~ational
Guard, reserve and miscellane-
ous airports................... ISS 156 I61
Total airports in operation. . . .

1-----------1-----------1-------------
2,297 2,369
Proposed. . . . . . . . . . . . . . . . . . . . . . . . . 26
Lighted, total. . . . . . . . . . . . . . . . . . . . . 664 705
Of entry, regular................... II 12 12
Of entry, temporary................ 42 42 43
Federal Airways System and Aids
to Air Navigation
Communication:
Radio broadcast stations ........... . jl 74 So
Radio range beacon stations ........ . 112 137 146
Radio marker beacons ............. . S.j. 57 57
Weather reporting airway and airport
stations-\Veather Bureau and
Department of Commerce oper-
ated, long line teletypewriter
equipped .................... . 206 203 213
1\-liles of teletypewriter service ...... . II,631 13,260 IJ,I20
\Veather Bureau-first order stations
(does not include airport stations) ISS 182
Airway lighting:
Beacons:
Revolving ..................... . 1,324 1,657 1,677
Flashing ....................... . IQ6 2II 241
Beacons, privately owned and certified 310 330 410
Intermediate landing fields, lighted by
Department of Commerce ..... . 2S2
Mileage lighted by Department of
Commerce ................... . 19,0S1 22,012 22,245
Miles under construction by Depart-
ment of Commerce ............ . 0
Licenses and approvals

Approved type certificates (issued by
the Department of Commerce):
Airplanes ....................... ·· s6o 593 620
Engines ......................... . 139 154 16S
Gliders .......................... . 4 4 4
Parachutes ....................... . 53 53 53
Propellers ........................ . 497 535 s67
\\'heels .......................... . 26 34 35
See end of table for footnotes.

450 FLY I NG F ACT S AN D F I GU RES
1934 1935 19]6
L icenses and a ppr ova ls -Co nt inued

Pontoon s . . .. . ... . . . ..... . . II I I\ 17
S ~s ... ....... . . .. .... . . . . . 4 7 13
F la res and signals . .... . ... . 4 4 4
Approva ls (w itho u t approved t y pe ce r-
t ificate s):
Airplan es . . . .. . .. . ... . ........ . .. . 496 s r8 52 C)
Eng ines . . . ..... . . ... ...... . . .. . 11 11 11
Engines-foreign (temporari ly a p-
proved) .. . .. . .. . .. . . . ... . . ... . IS 15 15
G lid ers . . . .. ........ . .... . 1 2 3
Pontoon s .. ... . .. . .. ..... . 32 32 32
Propelle rs ......... . ... . . . . 11 9 II C) 11 9
Repair st a tion s . .. . . . . .. .. . . .. . . . . . 148 174 18 1
Schools . . ..... . .. . . . . . . . . . ... .. . 20 24 27
Ski s ... .... . .. .. . 31 31 31
Flares . . .. . . .. . . . ... . . . 2 0
Wheels . . .... . . .... . . . . . 2 0
Unl icensed a ircraft (act ive):
A irplanes . . .. .. .. . . . . ...... . . . .. . . 1,983 J , 70 I 1,8os
Gliders ... .. . . . . . . .. . .. . .. . . . . 446 387 3 70
Li censed (active) :
A irplanes . .... . . 6, 339 7, 3 7 I 7,390 est.
GHders ........ . 40 48 31
In structors, fly ing ..... . . •... . . . . . .. 4 105 4 8s ·l 103
Instructors, ground .... . .... . .. . . . . 59 55 48
Mecha nics . .. . . .. .... . .. . . . . . . .. . . 8, 15 6 8,4 3 2 8,738
Pi lots, airpl a ne ... . . .. . .. .... .. .. . . 13,949 q,So s 15,952
Pi lots, glider . . ..... .. . ... .. . . . . .. . 109 14 5 138
R iggers, parachute . . . .. . .. . 3 58 38 1 393
Permits (st ud ent pilot) issued:
Ai r plane .. .. .. ... . . . .. . ... . 11 ,994 14 .57 2 17, 675
Glider . . ... . . ..... . .. . .. .. . 2 25 330 209
Produ ction and e x ports of aircra ft
Expor ts :
Airplanes . . .. . .. . . .. . .. . . . . . . . . . . . 490 33 4 400 est.
Airpla nes , valu e . . . . • .. .. . .. . . . .. . . SS,2 s8,484 86, 638, 515 $ 7,ooo,ooo est.
E ng ines . . . . .. . . . . . . .. . .... . . . .. . . 1,007 s6S 6oo est.
Engines, va lue .... . . . .... . ... . . . . S4.383, I01 $2,459,3 17 SJ, ooo,ooo est .
P a rts, value . . . . . . . .. .. . . S4,8o8, r3o S5,069,8 ro S5 ,6s o,ooo est.
P a rachutes and parts, value . . .. . . . . . 898,466 Sr63,20 I S 17 s,ooo est.
Production :
A irplanes .. .. . .... . .. . .. . . . .. . . . . . r ,6r5 r ,69r 2,400 est.
Ai rplan es and parts, value ... . . . . . . . $2 5,399,078 (5) S43,ooo,ooo est.
Engines . .. . .... . . . . .. . .. . ... . .. . . 2,5 45 (5) 2, 750 est.
Eng ines and parts, value. S r5, 825, ' 27 (5 ) S2o,6 2s ,ooo est.
Equipment (miscellaneous), value . . . . $ 2,667,720 (5) 3,ooo,ooo est .
Total value, all ai rcraft en g ines, parts,
and eq uipment. . ... . . ... . . .. . . S43.89I,925 (5) S66,6 25,ooo est.
Numher of aircraft man ufa cturers .. . C) I 97 98 est.
N umber of aircraft manufacturers
producing . .......... .. . . .. . . . . 48 so 52 est.
N u mbe r of engine manu fact urers . . . . 35 36 36 est.
Number of eng ine manufacturers pro-
d ucing .... . . . . .. . . . ... . . . . . .. . 17 17 r 7 est.
(t) Domestic scheduled air li nes operate within the continental lim its of the United States.
Foreign operations cover activities of American a ir li nes in foreign countries.
(2) Includes 224,2 36 ton-miles of mail carried and $2,249,004 paid to t he War Depa r tment
for carrying t he m a il from Feb. 20 to Mar. 16, 1934.
(3) In several cases the same company operates both domestic and fo reig n services.
(4) These figures represent the total number of flying instructors approved.
( s) F igures not available.
FLYIKG F~ CT FIG RES 451
UNITED STATES AERONAUTIC EXPORTS

Compiled by U . S. Bureau of Foreign and Domestic Commerce
Total Value for Calendar Years
1 935 1 936
ozo ztry of D estiuatio u 1 al ue Va lu e
China ......... . ...... . ... . . . ... . .. . . .. . .... ... .. . ......... S 2,522 ,262 s 7, 185,556
~~~i';~~n~ls:
l ,82 1, 729 1, 108,335
: :: :: : :::: :::::: ::::::: :::: ::::::::::::: : ::: :: 1,020,5 18 268,725
~~n :: ::::::::::::::::::::::::::: : : :::::: : ::: ::: : : :: :::::
950,377 989, 100
93 1,073 550,992
Italy ... .. .. ....... ... .. . . . ........ . . ... . .. .. . ..... .. ... . . 789,826 63 1,270
t :i~~ K.i;,gct~;~ : : : : : : : : : : : : : : : : : : : : : :: : : : : : : : : : : : : : : : : : : : :
1 639,5 9 680,101
460.445 461,397
45 (862 4S9,44 1
p~a::; . . ·.::::::...... ::::::: :::::::::: ::: :::: :::: ::::::: :::: 408,046 460,694
~~~}~;~~s :I nd.ic~: :::~ .::::.::::;:::::~ ·:::.; ~ .. ;:;;::.:.:

401,951 2,269,9 14
399,3 18 706,824
375,758 I ,063 ,509
3-6,738 35 , 123
~~t1T\U
3 16,876 249 ,222
<
29 6,915 396,424
245 ,677 4 1,200
21 1,266 118,87 1
H\ 195 464
155:32 1
154,16 1
113,334
11 2,532
4 11,252
675,546
139,327
59,276
96,653
105,254 127,612
93.60 1 175,781
76;302 73,425
68,267 195,544
67,908 389 , 111
66,571 644,587
50, 145 1,493
47, 139 145
45,626 157,088
45, 128 50,294
39,478 31,932
38, 185 3,273
25,611 298,989
':::i icarag1.1a . .. . .... ... ..... . . . ....... .. ..... . ....... . ... .. . · 2-!,336 7,892
23 , 174 105 ,479
21 ,306 145 ?4?
19,9-!4 29:783
15,520 2,039
15, 171 64 1 403
11 ,776 14:901
J 1,069 57 ,512
9,398 382
8,542 37 ,846
8, 196 258,207
7,343 1,754
7,069 250
6,088 22,075
Indies .............................. ... ··

O t h er British West
4,351
4,308
9,565
1,604
155
P~t~;i~~s~~~~lic::::: :: ::: : : ::::::::::::::::::::::::::::
3,53 4
3,309 7,092
2,883 2,500
Austria . .... . ... .... .. . ... . .. ........ ...... . . . ..... ...... . 2,441 64,365
6,121
i~~~l:EB-•••·: •••••••••••··•:••••·•·::•:·• • • • •
1,919
1,330 9,752
1,2 12 62
942 8,877
788 23 ,283
f#l~J:""" ::: :::

728
398 2,853
363 22,318
310
: : :: 304
276
235
235
1,192
5,396
33
2,493
452 FLYING FACTS AND FIGURES
1()35 1()36
Corm try of Destiuatiou l'alru J!alr<e
Surinam ..•.....•......................................... 232 2,121
Greece ...•................................................ 179 8,931
Uruguay ................................................. . 97 25,311
Newfoundland & Labrador ................................. . 8 13,403
Other French Africa ....................................... . 251,068
Denmark ................................................. . 19,427
Other British South Africa ................................. . 1,532
Aden .........•........................................... 1,183
Other Asia ............................................... . 464
Iraq ......••............•................................. 373
~;[ti~C3'~e~;,i~: :: : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : :
294
139
Syria ...........•......................................... 65
Bermuda ................................................. . 1,000
Totals ............•................................. $14,290,843
---- $23,055,761
Airplanes, Seaplanes and Amphibians

1()35 1()36
Couulry of Desliualion No. Valr<e So. J!alr<e
China ...................................... . 81 s 1,645,062 114 s 3,759,520
Netherlands ................................ . 26 1,381,816 5 427,055
Brazil. ..................................... . 77 538,598 14 204,135
Mexico ...•................................. 22 521,799 49 501,462
Siam .....•................................. 12 .319,200 12 325,800
Japan ...................................... . 4 242,161 11 449,944
Switzerland ................................. . 4 233,737
Poland & Danzig ............................ . 3 193,684 "j · ·1<\i,i.is
Russia ....................••................ 2 179,719 1 117,676
Chile ...•...•......•........................ 8 165,667 3 6,422
Spain ...................................... . 3 160,345 I 80,000
Peru .•.••.••.................••............. 2 150,000 11 285,248
Canada ..••..............•.................. 8 104,928 35 257,853
Argentina .................................. . 13 87,412 64 1,505,464
United Kingdom ...•......................... 14 82,507 20 91,869
Colombia ...•.....••..........•.....•....... 4 81,000 8 210,372
Cuba ..•••.•.•••...•........•...........•... 2 80,000 1 4,000
Germany ........•......•................•... 1 72,179 2 15,500
Netherland West Indies ...•........•........•. 1 50,000
Turkey ...•............••................... 1 43,000
Ecuador ....•••...•......................... 5 42,900 9 · ·149·.oio
Guatemala ..••.............................. 3 31,500
France ........................•............. 1 30,000 10 . 2'4(i,265
Union of South Africa ....................... . 5 25,228 15 28,468
Nicaragua .................................. . 4 21,000 2 5,500
Hong Kong .....•...•........................ 4 16,782 1 34,568
Philippine Islands ..•........................• 3 15,575 13 251,529
Italy .......••....••.................•...... 3 14,552 1 20,000
Costa Rica ..........•..•........•........... 4 13,150 1 6,500
Yugoslavia ................................. . 1 9,500
Liberia ..................................... . 1 7,000
British Malaya ............................. . I 7,000
Panama .................................... . 3 6,055 5 · · ·19:soo
British India ............................... . I 5,959 3 20,581
~~~~~-:::::::::::::::::::::::::::::::::::
I 5,800
1 5,325
1 5,000 21 .. '74',898
Norway ............•.........•.............. 1 2,000 8 191,132
Netherlands Indies ..........................• 1 1,140 11 776,118
~~~~:j?:::: ::::::::::::::::::::::::::::::::: 1 235
21 492,156
Czechoslovakia ....................•••......• 4 4 273,486
Other French Africa ...................•...... 2 216,660
Uruguay .....••........•.................... 2 20,310
New Zealand .•••.•••..............•.....•... 2 15,000
o~~~~~ei;.::::::::::::::::::::::::::::::::::: 1
1
13,937
12,895
Newfoundland&Labrador ............•....... 2 12,000
Portugal. .....••........•................... 3 7,499
Trinidad & Tobago .••.....•..............•... 2 6,000
Dominican Republic .••....................... 2 2,875
E~~~L::::::::::::::::::::::::::::::::::
2 2,323
1 1,176
1 500
Totals ••.....................•.•••••.. 333 s 6,598,515 500 $11,299,451
FLYE\G FACTS AND FIGURES 453
Aircraft Engines
1935 1936
Country of Desti,.ation z..·o. Valru No. Value
63 $ 549,310 54 $ 457,0-U
48 277,905 34 56,251
80 26-1,693 203 1,597,111
45 127,386
IJGom • • • •:• • • • • • • • • •
42 149,926
25 141,339 20 119,695
22 131,339 57 393,450
27 124,752 85 328,668
21 120,183 11 58,308
11 78,745 7 43,653
34 69,565 45 114,470
Trinidad & Tobago .......................... . u 64,000 15 53,050
~:q · ••••••••••••••••••••••••••••
7 55,349 56 304,542
46 54,491 48 101,469
10 49,065 7 41,446
6 38,495 I 6,000
8 34,784
::-let erlands Indies .......................... . 6 31,362 9 52,841
8 29,847 7 28,867
4 29,690
5 24,560 5 · · ·1·7".7.3o
5 24,169 2 19,554
14 20,945 20 59,501
16 18,015 16 59,447
2 16,540 2 19,000
3 10,433 I 1,768
2 8,300 2 10,300
1 6,969 28 370,500
I 5,000
2 4,095 2 · · · ·7·,49o
2 4,000 9 20,750
hilippme Islands .......................... · · 1 3,500 8 23,092
Costa Rica ................................. · 3 3,300 15 21,841
Union of South Africa ..................... ··· 2 3,245
5~:~~~ ·. ·.:: ::::::::::::::::::::::::: ::::

Other British West Indies .................... .
2
2
1
2
1,750
1,600
1,600
1,500
5
20
1,500
19,148
I 1,155
2 994
1 930 6 43,701
I 748 1 3,000
1 410 5 31,586
I 304
I 225
2 190
61 627,000
12 81,710
7 27,664
2 14,000
1 8,800
2 7,340
1 7,000
2 3,999
rench West Ind1es ................. · · · · · · · · · · 1 2,250
Uruguay ............................ ········ 1 1,250
Newfoundland & Labrador ............. · · · · · · · 1 1,170
Dominican Republic ................ ·········· 1 1,130
Totals ....................... ········· 568 s 2,459,317 945 s 5,397,489
Parachutes and Parts

1935 1936
Cozmtry of Destination Value "Value
Rumania ............................ ···················· • • s 96,480 $120,143
Argentina ........................... · • · · · · · · · · · · · · · · · · · · · · 18,307 72,540
Turkey .................................. ················· 10,303 2,275
Spain ................................... ······.··········· 8,893 14,744
6,420 2,750
r~~1~~~-~:g:. :·:::::::::::::::::::::::::::::::: :::::::::::::: 4,250
3,342
4,075
125
19 3 5 1 ()]6
Country of Destination Valu e Valu e
China.. . ..... .. . . . ... . .. . . . o o o .. . • •••• o o o o • • • .3.0 12 2·1,1 50
Neth erlan ds I ndies ...... .. 0 o o • ••• • • • • •• o o o 0 0 o o o 0 •• • • • • ••• • 0 3 ,000 6 ,53-1
Siam .. ..... .... . . .... .. 0 00 .. .. • •• o o o o o o o oo • ••• • 3,000
Cuba. . .... . . . ... ..... o o o . o o o • • •••• • • o • • • o o 0 0 0 0. 0 . 1,800 14
Union of South A fri ca ...... o o o. o. o •••• ••• o •••••• o • • 0 0 0 0 0 o o. 1,746
Pol and & D a nzig ....... .... . o o o o o • • • •• ••• • • 0 0 0 • •• 550
Bulga ria ..... .... .... . . . . o o o o o o o o o o o . o . .. • •••• 0 0 0 0 . 458 6,·180
United Kingdom ... . 0 0 • • • • •• o o o o o o o o •• o o 0 0 • 0 • 0 •• • •••• 0 0 • 0 0 0 3 60 880
Russi a .. .... 0 • • • •• •• 0 • •• o o o . • ••••••••• • • ••• • • 0 • • 0 0 0 0 ••• .1 15 1,0 14

Venezuela . ... ... .. . o .. • o o ••• • o • • • •• •• • • • • • o o 300 1,3-12
Switzerl a nd......... . .. .. . . . . . . .. . o o o o o o o o o o o o • • 275 175
Canada ........... . . . o o • •• •• • • ••• •• o o •• • o o. o 0 o 0 • • 229 3,730
Phi1ippin e I slands .... . o o ••••• • ••••••••••• ••• •• 0 0 0 • • 15 4
Ha1tt . . .. . . .. .. . . o • • •• o .... . . ... • • • ••• •• • ••• • o • • o o • •• ••
Brazil. .. . . .. 0 0 ••••• • o o o ••••• ••• ••••• •• • ••• • • • •• 0 • • 0 • • • • •• • 19,6 15

Colom b ia ..... . .. o ••••••• o o o . 7 ol 8 3
Chile . ........ ... . . .. o . o. o o o o o • ••• • •• • • • • • • ••••••• 00 0 0 • • • • 3 :430

lvlexico . .. .. . .... . .. o . o o o o o o. o o o •• •••• • ••• • • •• • ••• •• • • 0 0 0 0 2 ,95 1
Ecuado r .. . ..... ..... . . . . . . . . o •• • • • o o o . o . • •••••••• 1 ,800
Peru ................ . ...... . . . . .. o o o o. 0 0 0 ••••••••• • •• •• • •• 77 8

Australi a.. . .. . ... . ... ... . .. . 0 0 0 0 0 0 650
Dominican R epublic .... .. . ... . ... . ... . . 0 • • 0 0 0 0 • • 555
G reece ........ . . .. . . .. o •••• ••• • o o o • • • • • •• •• • • 0 • • •• 0 0 • •• • •• 266
Sweden .... . . ...... . . . . ... . ... ... ...... .... . .. 0 0 0 0 • •• • 122
Nor\vay .... . .. .. . .. ..... . .. . . ... .... ......... . .... ..... . . 37
Totals ..... . . o o . o o o o . 0 o 0 0 0 0 0 •• • • • • •• • • • • ••• • •••• 0 0 •• 8 16.1, 201 8298 ,358
Aircraft Parts and Accessories (Except Tires)
1935 1936
Country of Destination Val ue Va lu e
Russia .. .. .... .. .......... ... ... .. .. .... 0 • • •• • • • • •••••• • s 720,30 1 s 9 1,727
China ................................... . . . . 0 0 0 0 0 0 0. 609,771 1,804,775
j apan ................. . . . . . .. ... .. . . ··· oo o o o o o · •· •••• •••• 563,535 4 19,536
Netherlands Indies .. .. . . .. . . . . .... .... . 0 0 • 0 0 • o 0 • • 340,236 228,0 16
Netherla nds ........... .... ..... ... . ... .. . . . . 0 • 0 0 0 • •• • • ••• .106,574 287 ,830
Brazil. . ............. . 0 0 ............ ... .. . • • 0 . 0. 0 •• 242 ,549 199 ,856
Canada ........ . ... . .. .. 0 0 0. 0 0 0 •• • 0 ••••••••• • • • • 0 0 0 0 0 0 • • • • 239 ,670 343,7 72
Ita ly ....... . . ..... . 0 0 0 0 0 0 0 0 0 0 0 0 • • • • •• , • •• • • • • • • •• • • , 0 0 0 0 0 225,964 154, 229
Peru ..... ... . .... ....... . ... 0 0 ,. 0 0 0 0 0 0 ••••• 208, 98 1 1 33 0 222
Colombia .. ... . ... . . . . ... . . .... . .. . .. 0 0 0 0 0 0 . 186,068 150,002

Argentina .............. .. .. . ... . . .... . .. . .... . . . . . . . ..... . 17 1,480 363,242
Siam .... ... . . .... o.o • • o oo oo o oo •• 15 2,662 8 1,93 1
France.. . . ...... . ... .. .. . . . . . . . ... . .. . . .. . . ... . .. . . . . . 11 8,352 64 ,78 1
United Kingdom. . ......... .. . . .. . .. 0 0 0. 99,673 31 2,39 7
Poland & Danzig .... . . .. .. . . . .. ..... ..... 0 0 0 0 0 0 0 0 0 0 0 •• 92,952 86,9 77
Sweden .. .. . ................. . . . . . . .. . .. . . 0 0 . 0 0 0 0 0 0 . 75,416 93 ,229
Chile . . ...... . ..... . . .... . . . o . 0 0 , • • •• •• 0 . 0 0 0 o o o ••• 71,71 0 2 1,04.8
Germany ... ... . . . .. . . . . . .. . . ... ... . ... . 0 0 0 0 0 0 . 0 0 o o o o o . 67 ,936 91,210
Panama ...................... . . . .. ... . . .. . .. . . . . . . ... . . . . . 63,60 1 96,780
Switzerland. . ............ ...... . .. . 54,231 28 ,948
Turkey............. .. . .. .. ..... 0 0 0 . 0 . 0 48,796 92,6 10
Philippine Islands. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .... ... . 48,679 11 4,490
Australia .. .. ... . . . .. 0 ••• • 0 0 0 • • • 0 • ••••••• •••••••• • ••• ••• • •• 48,556 92 ,534
Mexico .............. o o . o. o •• 0. 0. 0 0 0 0. 0 0 •••••••••••• • • •••• 48,225 61 ,2 18
Belgium ... . . o o o . o o o . 00 0 o o o •• o 0 0 0 0 0 0 0 0 0 0 0 0 0 . 0 , • •• •• •• • 34,133 31 ,932
Cuba .......... o o o o o o o o o o o o o • • 00 0 0 0 0 0. 0 0 0 0 0 0 ••••• • • 27,534 34,512
Bolivia ........ .... . • . .... . . . o o o o o 0 . 0 0 o oo 0 0 •• , •• •• ••• 22,244 61 ,778
H ong Kong .. . . . . . ... : .. .... . ......... . ...... . 0 0 0 0 0 • • 0 •••• • 20,505 140,496
Spain . ................. , 0 0 0 0 0 0 • • • • •• • • • • •••• • •••••• 0. 0 0 . 0 0 17 ,859 4,573
Union of South Africa ......... . .......... .. . . . .. ... .. . 0 0 0 • 0 14,909 21 ,826
Honduras ... . ..... -'· .... . . ... ... . .. .............. . 14,806 51,196
El Salvador .... .. ................... . . . ..... .. . .. .. . . .... . 13,770 2,039
Trinidad & Tobago ... .... ... .... . . .... .. . 12,302 14,375
Finland ............... . ........ . . . . . . 0 .... . . . .... . . .. . 10,659 25 ,926
Czechoslovakia ....... . ..... , .......... .. .......... ... .... . 9,071 60305
Rumania ......... .......... .. . .. .... ... .. . ... . ..... ... ... . 8,774 7,469
Egypt ... . . . .. . .... . ....... . ..... o . o •• ••••• • • • •• ••• • • • • • •• 6,555 145
FLYii'\G F CT 455
/985 1936
Co untry of D est:"u a!io n 1 alue V al.ue
Portugal .. .. .... . .. . . .. ... . ... . .. . ... . . . ..... ... .. . . . - . . . . 6,371 3,327
Norway . .. . .... ... ...... . .... .. . .. ...... . ........ . . . ·· · ··· 6. 196 39,3 74
Gu a t emala . ... • ....... . .....• • .•.... .. . . ············ ······ 5;oss 1, 773
I rnn ..... .. . .. ... .... .. .... . . ........... ............ .. ... . 4,35 1 9,563
Ven ezuela .. . .. .. .. ... . . . . ...... . · · · ··· · ····· · ······· · ··· · · 4, 1 ~7 16, 119
Yugoslavia ... ............ ..• . .. ... . · · · • •···· · ·· · ·· ·· · ····· 3 .67 1 14,403
Briti h E ast Africa . .. .. . .... . .. .. . .. · · · · · · · · · · · · · · · · · · · · · · · 3 ; 53~ 1 -5
o a R ica .. . ........... . .. ... ....... ·.····· · · ·· · ·· · ··· ·· · 3 ,49-! 1,442
D ominican R epublic .......... . . . . . . . · · · ····· · · · · · ·········· 3,309 2,532
Nicaragua ....... . ........... . . . . . . . .. ......... - - - ····- · · ·· 3. 1 I I 2,392
Ecuad or ...... ..... . . . . . . . . . . . .. · · · · · ·· · · · ·· · ·········· · ·· 2,726 6,2 78
Other Briti sh W est I ndies ..... .. ..... .. ... · ·········· .. · ··· · 2,708 1,604
? 44 1 55,565
Austria . . . ...... . . . ........ . . ... · · · · · · · · · · · · · · · · · · · · · · · · · ·
L awia ... . . . ... ... ...... . ... · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · 2:693 2,500
Lib e ria... . ... .. . . .... .. ....... ·· ··· ·············· 2,398 382
H aiti. . . . . . .. . . .. .. .. .. ·· · · · ·· ·· ·· · ···· ··· •···· 2,336 1,754
L ithuania . . .. .. .. . .... . .... ... ·· ·· ·· · · · • • · · · · · · · · · · ·' · · 1,330 9J52
Bri t is h Guiana . . . .. ... ... ..... . ..... · · · · · · · · · · · · · · · · · · · • · · · I , I 71 3, 12 1
New Zea land . . ... ..... .. .. .. . .... . · · · · · · · · · · · · · · · · · · · · · · · · 788 943
K·v;a n tung. ... . . . . . . . . . . . . . . . . . . . . . . .. .. · · · - - - · · · · · 728
Bulgaria ..... . ....... .. ... • •.. . · · · · · · · · · · · · · 48,! 2,397
French Gu iana . . . .. . ... . . .. . . .. ..... .. . • · · -- · · · - · · · · · · · · · · · 398 2,853
Saudi Arabia . ... .. ..... . . .... .. · · · · · · • · · · · · · · · · · · · · · · · · · · 363 1,38 1
Gibra lta r. . . ... . .. . ..... . . ... ... .. ·· · · · · ···· ··· ·· ·· · · ······ 3 10
276 1,397
f,~nadl~a~rc~t i;,(li~s".·.·.:: :: : .. .. · · ·::::: ::: :::: :: ::: :::: :::: : 235
232
243
2,121
Suri_n n.rn . ........ . .. .. . . .... · - - - · · · · · · · · · · · · · · · · · · · · · · · · · ·
British H onduras ................. · · · · · · · · · · · · • · · · · · · · · · · · · · 2 18 62
Greece. . ..... . ................... . -- · - · · · · · · · · · · · · 179 8,665
:\eth rland 'Vest I ndies . . ...... . . . . . . ···· • ·· ··· · ··· · ·· · ··· · · 145 1,493
British I ndia ............ .. . . . · · · · · · · · · · · · · · · · · · · · · · · · · · · · · 129 1,494
Uruguay .... ..... ... . ..... . . . .. · · · · · · · · · · · · · · · · · · · ' · · · · · · 97 3,751
Briti s.h Mal aya . .. .. . . ... . .. ..... · · · · · · · · · · · · · · · · · · · · · 69 250
Newfoundland & Labrador . . . . .. .. .. · · · · · · · · · · · · · • · · · · · · · · · ' 8 235
Other French Africa. . . . . . . . . . . . ··········· 34,408
D enma rk . . . .. .......... .. ·. · ························ 4,927
Other Bri tish South Africa. . . .. · · · · · · · · · · · · · · · · · · · · · · · · · 1,532
Aden. ....... . · . · · · · · · · · · · · · · · ·· · · · · · · · · · · · · · · 1, 183
B e rmuda .... .. .... . . . . .... . . · ··· ·········· ··· ···· 1,000
Other Asia. .... . ...... . ....... ·········· 464
Iraq . . . .. . . .. . . . ........ .... .. . . ... · ········· 373
294
P araguay . ...... .. .. . .... . . . .. ·· · ······ ··· · · ·· · · ····· ··· · · 139
British Ocea nia. . . . . . . . . ········· ·········
Syria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ···················· 65
B arbados . ........ .. . . .. ... · · · ···· · ··· · ··· · · ········ · ··· · ·· 33
16
?vl orocco . . ..... ~ . . ... .. · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · . · - - - - -
T otals ... .. . ... .. .... ... . ······· ·· ·· ·· ···· · · · · · · ···· $5 ,069,8 10 $6,060,4 3
AERONAUTICAL PURCHASES BY U. S. AIR FORCES

Fiscal Year IQ36
The following is a compilation of major purchases and deliveries of aircraft and engines by
the United States Army and Navy aviation services during the fiscal year IQJ6, prepared with
the aid of the Army Air Corps and the Bureau of Aeronautics of the Navy Department.
ARMY PURCHASES OF AERONAUTICAL EQUIPMENT

Fiscal Year I936
Airplanes
Type Ft~clory Name Qutllllily

0-46A ............. Douglas observation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I9
A-17AS ............ Northrop attack........................................... 2
XC-32 ............. Douglas transport......................................... r
PT-13 .............. Stearman primary trainer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ~6
BT-9 .............. North American basic trainer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
C-33 ............... Douglas transport. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I8
X0-47 ............. North American observation ............................... .
XA-14 ............. Curtiss twin-engine attack ................................. .
XB-r7 . ............ Boeing bombardment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
B-I 8 ............... Douglas bombardment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
A-17-A ............. Northrop attack............ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ioo
C-34 ............... Douglas transport ........................................ .
XFM-1 ............ Bellfighter............................................... I
XC-35 ............. Lockheed transport. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . r
P-35 ............... Seversky pursuit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . i7
YG-rA ............. Kellett autogiro .......................................... .
Total. . . . . . . . . . . . . . . . . . . . . . . . 4~7
Engines
Type Contractor Qualllity

R-975-7 ............ Wright Aeronautical Corporation._........................... r64
R-68o-5 ............ Aviation Manufacturing Corporation. . . . . . . . . . . . . . . . . . . . . . . . so
R-1535-7 ........... Pratt & Whitney ........... ·. · · · · · · · · ......... · · · . . . . . . . . . 19
R-182o-25 .......... Wright Aeronautical Corporation... . . . . . . . . . . . . . . . . . . . . . . . . . So
S.G.R.-1820-45 ...... Wright Aeronautical Corporation... . . . . . . . . . . . . . . . . . . . . . . . . . 328
S.G.R.-1820-30 ...... Wright Aeronautical Corporation... . . . . . . . . . . . . . . . . . . . . . . . . . I04
R-1535-13 .......... Pratt & Whitney ............... ·.......................... 200
R-1340-S341. ....... Pratt & Whitney ........ · .. · · · · · · · · · · · · · . · · · . · · · · · · .. · · . . . 4
R-1830-9 ........... Pratt & Whitney .......... · · · · · · · · · · · . · · · · · · · · · · · · · · · · · . . . 154
Total. ....................... 1,102
. .
<.....~quipment deliveries to the Army Air Corps are unavailable.

FLYI~G FACTS AND FIGURES 457
NAVY PURCHASES OF AERONAUTICAL EQUIPMENT
Fiscal Year 1936
Airplanes
Type Factory .Yame Qua11tity
\'TB ............... Douglas torpedo-bomber................................... 114
\ ""N .•.............. Stearman trainer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
VF ................ Grumman fighter... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
VSO ............... Curtiss scout-observation.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
Total........................ 228
Engines
Typr ConlrtJc/or Qllalllity
1830 ............... Pratt Whitney.......................................... 148
&
1535 ............... Pratt Whitney ............................... ····.·· .. ·.
& ;8
985 ................ Pratt Whitney ............................... · .. · . · . . . . .
& 3
1340 ............... Pratt Whitney .................................. ·.·.....
& 52
6;o ................ Continental Aircraft Engine Co ................. ············. 4
9i5 ................ Wright Aeronautical Corporation ............ ················ 3
;6o ................ Naval Aircraft Factory..................................... IOO
Total........................ 388
EQUIPMENT DELIVERED TO U.S. NAVY

Fiscal Year 1936
Airplanes
T:lPC Factory Namr Quatllity
VB ................ Great Lakes bomber ................. · · · · · · · · · · · · · · · · · · · · · · 16
VSB ............... Vought scout bomber ........... ··························· 84
VF ................ Grumman fighter ............ · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · 49
.VJ ................. Grumman amphibion ............. · · · · · · · · · · · · · · · · · · · · · · . · . I I
~~: :::::::::::::::~~~~~!~i~~!i~~~: ::::::::::::::::::::::::::::::::::::::::: 5~
~~::::::::::::::: :~~~~f:s0t~~~:~~~:::::::::::::::::::::::::::::::::::::::: ~
VSO ............... Curtiss scout-observation ....... · · · · · · · · · · · · · · · · · · · · · · · · · · · · 135
Total........................ 352
~ t-. '
Engines
Type Colllractor Quantity
670 ................ Continental Aircraft Engine Co.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
985 ..............•. Pratt & \Vhitney .... · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · 3
1340 ......•....•... Pratt & \Vhitney ...... · · · · .. · · · · · · · · · · · · · · · · · · · · · · · · · · · .. · r8r
1535 .....•......... Pratt & \Vhitney ... · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · 193
1830 ............... Pratt & \Vhitney ..... · ·. · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · 5
975 ................ Wright Aeronaut! cal Corporat!on............................ 3
1820 • • . . . . . . • . . • . • • Wright Aeronautical CorporatiOn............................ 58
Total. ...................... -445 ...
458 FLYING F.-\ CTS A N D 17IGURES
AIRPORTS AND LANDING FI ELDS

J a nu a ry I , 193 7
Comp ile d by B ureau of Air Commerce, U. S. D ept. of Commerc e
I M isccl-
lauco us P ar-
tially
Muni - Com- Jutcr- A u.r il - Got·crn-
cipal mer- mcdi- iary 1Vat1y Army men / , T otals or
c·i al ate priPa le, f ully
aud lighted
S tale
- - - - - - --- - - - - --
Alabama ... . .. .. . ''' 7 2 7 IS 0 3 I 35 12
Alaska .. . . . .. . .. . ... I 2 0 So 0 0 0 83 2
Arizona . .... . . . .. . . . . !0 4 () 21 0 I 0 45 r6
Arkansas .. . . . .. . ..... 1S 2 s 8 0 0 0 30 i
California ............ 45 44 20 so 4 4 14 18 1 63
Colorado ..... . .... . .. 13 3 3 IS 0 I 0 35 7
Connecticut .. . .. . .. . . 6 9 I .3 0 0 3 22 7
Delaware . . ... . ..... ' ' I 2 0 2 0 I 0 6 I
District of Columbia .. 0 1 0 0 1 1 0 3 3
F lorida. .... . .... ' ' ' ' ' 43 14 4 44 5 I 5 11 6 26
Georgia ... . . . .... ''' 20 2 12 17 0 I 0 52 1<)
Ida ho ...... .. . .. ... . . I<) 0 10 II 0 0 IO so I5
I ll ino is . . . ..... . ... . .. 13 31 6 0 I 2 3 56 29
India na ... .. . . . . . .. . . IO 15 8 7 0 2 4 46 19
Iowa . .... ... .. ..... . . 16 6 3 7 0 0 2 34 I2
Kan sas ...... . .. . . . . . . 22 6 5 8 0 2 0 43 I4
Kentu cky ... . ..... . . . 7 0 3 7 0 I 0 18 4
Louisiana. .. .. . . . . .... II 3 3 JO 0 1 2 30 II
Maine ... ... . . . .. . .. . 5 6 0 IS 0 0 I 27 3
Maryland ........ .... 2 8 I I I 3 3 19 7
Massachusetts ........ 6 26 I 5 I 0 I 40 i
M ich igan .. .. . .... . .. . 55 13 0 16 I 3 35 1 23 22
Minnesota. . . . . . . . .... IO 4 3 1S 0 1 0 33 7
Mississippi . .. .... .... 13 0 6 12 I 0 0 32 I2
Missou ri .. . ....... . .. II 6 I3 4 0 0 4 38 IS
Montana .. . . ·· · · ···
'' 24 0 IS 28 0 0 10 77 IS
Neb raska. . . . . . . . . . . . . I6 3 s s 0 2 I 32 IS
Nevada ... . . . . . . . . . . . 3 3 9 6 1 0 0 22 I2
New Hampshire . . .. . .. 6 4 0 8 0 0 0 IS 0
New J ersey .. . .... . . . . 4 I6 0 2 2 2 2 28 8
New Mexico ... .... . . . 6 5 10 I2 0 0 2 35 13
New York ...... . ..... 28 38 5 I5 0 4 6 96 28
North Carolin a . . . .. . . . 13 4 3 5 0 I 0 26 8
North Dakota .. . . . . . . 19 3 5 I6 0 0 I 44 8
Ohio ... . . .. . .. .... .. . 34 32 9 r6 0 4 11 Io6 22
Oklahoma .. . . ... . .. .. 20 6 7 8 0 I 0 42 21
Oregon . ...... . ... .. . . IS 3 IO II 0 0 2 4I 19
P enn sylvania ..... . . .. 14 63 II IO I I 11 III 39
Rhode Island ......... 0 4 0 I I 0 I 7 I
Sou th Caroli na ........ IO 2 4 6 3 0 2 27 7
South Dakota. . . . . . . . . IS 4 0 6 0 0 0 25 I
T e nnessee ........ . ... 10 2 8 6 0 0 0 26 12
Texas . . ....... .. ..... s6 IO 25 29 0 I3 I 1 34 so
Utah .. .. . . . ... . ..... . 5 I 16 2 0 0 0 24 rS
Vermont. . •.... . . .. .. 6 3 0 I 0 I 0 II I
Virgini a ... . .. . ..••... 9 8 8 IS 2 I 2 4S IS
W ashington . . . . . . . •... 2I 7 9 6 I 3 4 51 13
West Virgin ia .... . .. . 8 4 0 12 0 0 I 25 2
Wisconsin .. .. ... . .... 21 17 4 8 0 0 3 53 I8
Wyoming . .... . .... ' ' 14 0 10 15 0 0 0 39 I3
- -- - -- --- - -- - -- ---
Totals . . . .. . . . ' ' ' 738 451 296 622 26 6I q S 2,342 705
FLYI KG FACT 'ND FIG RES 459
AIRCRAFT APPROPRIATIONS, UNITED STATES
Deparl menl I 11crease or

Fiscal Year Appropria I io11s T ola! Decrease N et
1924- 25 Army ... . .. .. . Sr3,476,6r9( r ) +S1,o5o,6r9
Tavy . _. . . ... . 15 , 150, 000 +502,826
N .A.C.A .. . .. . 470,000 s 29,090,0 19 +1S;,ooo +$1, 740,445
19 25-26 Army . .... .... 18,o6r,191(2) + 4.584, 572
Navy . . .... . .. 15,1 3 0 , 000 - 20,000
Air Mail. . . . . . 500, 000 +soo,ooo
N .A .C.A .. . . . . 534,000 34,2 25,1 9 1 +64,000 +s,r28,572
192 6-27 Army . .. .. • ... 18,256, 694(3) +195.503
Navy . .. ..... . 19,065,288 +3. 935,288
Ai r . 1ail. . . .. . 2,000,000 +r,soo,ooo
-.A .C .A .. .. .. 5 13 , 000 - 21,000
Commerce .. .. 55o,ooo(4) 40,384.982 + 55o,ooo + 6,159,791
1927-28 Army ... . .. . .. 25,61 2,494( 5) + 1,355,8oo
Navy .... ..... 20, 100,000 +r ,D34, 71 2
Ai r Mail. ..... 4,6so,ooo(6) + z ,65o,ooo
N .A .C. A ...... 550,000 +37,000
Commerce . ... 3.791,500(7) 54.703,994 + 3,241,500 +r 4 ,3I9,0t2
1928-29 Army .. . . . .. .. 33.911,43 1 (8) +8,298,937

Navy .. . . ... . . 32,189,000 +r2,089,ooo
Air Mail. ..... 14,480,000(9) +9, 830,000
N .A.C.A . . ... . 628,770 +78,770
Commerce .... 5,519,350( 10) 86,728, 551 +r, 72i ,8so + 32,0 24,557
1929-30 Army .. ... . .. . 34.910,05 9 +998,628
Navy .. .. .. ... 3 1 1 4JO, OOO -759, 000
Air Mail . .. ... 19,3 00,000( 1 1) + 4.820,000
N.A .C. A . . ... . r,soS,ooo + 879,230
Commerce .. .. 6,4 r 6,6zo( r 2) 93.564,679 +897 ,27 0 +6,836,!28
1930-3 I Army . ..... . . . 38,892,968(13) + 3.982,909

Navy . .. ... . . . 32,0JJ, 2 I I +603,21 I
Air Mail. . .. .. 24,6oo,ooo(r 4) + 5.300,000
N.A .C.A ...... 1 ,32 1,000 -r 87,ooo
Commerce ... . 9,2o4,83o( r 5) ro6,o5 2,oog + z,788,21 o +12, 487,33 0
(r) Includes $678, 043 under title of " reclassification of salaries."

(2) Includes $2,r5o,ooo contract a utlrorization and $ r ,ooo,ooo for the construction of
Wright Field.
(3) Includes $3,ooo,ooo contract authorization.
(4) Consists of $25o,ooo for "aircraft in commerce" and S3oo,ooo for "air navigation
facilities."
(5) Includes S4.495,00o contract authorization and $5 14,900 defici ency appropriation.
(6) Made up as follows: Domesti c, S4,soo,ooo; Foreign, Srso,ooo.
(7) Consists of S7oo,ooo for "aircraft in commerce" and S3,09I,500 for "air navigation
facilities."
(8) Includes $5,ooo,ooo contract a uthorization and $~ ,48 2 , 869 deficiency appropriation.
(9) lVIade up as follows: Domestic, S12,43o,ooo; Foreign, $2,o5o,ooo.
(ro) Consists of $859,500 "aircraft in commerce" and $4, 659,850 for "air navigation fa-
cilities."
(II) Made up as follows : Domestic, $ 15,ooo,ooo; Foreign, $4,30o,ooo.
(12) Consists of S958,ooo for "aircraft in commerce" and $5.458,620 for "air navigation
facilities".
(13) Includes deficiency appropriations of $871, roo a nd $1,298,810.
(14) Made up as follows: Domestic, $18,ooo,ooo; Foreign, $6,6oo,ooo.
(rs) Consists of Sr,z6o,83o for "aircraft in commerce" and $7,944,000 for "air navigation
facilities". '
FLYING F ACTS AND F IGURE S
AIRCRAFT APPROPRIATIONS, UNITED STATES (Cont.)
Departme11t l ucrease or
Fiscal Year Appropriations Total Decrease Ne t
1931-32 Army ......... S3r,85o,892(r6) -S7,042,o76
Navy ...... ... 3I,I45,000 - 888,2II
Air Mail. ..... 27,000,000(I7) +2,400,000
N.A.C.A ...... I,05I,070 - 269,930
Commerce . . .. I0,362,300(18) Sro1, 409,262 +r,I57,470 - S4,6,p,747
193 2-33 Army .. .. . ... . 25,673,236 -6,r77,656

Navy ......... 32,745.420(1 9) +1,6oo,420
Air Mail. .. . .. 26,460,000(20) -5 40,000
N.A.C.A .... .. 920,000 -1 31,070
Commerce . . . . 8,553.500(21) 94.352,!56 -r,8o8,8oo - 7,057,106
1933-34 Army .. . ..... . 34,037.769(22) +8,364,533
Navy ... . .... . 21,957.459 -10,787,961
Air Mail. ... .. 22,000,000(23) - 4.460,000
N.A.C.A ...... 695,ooo - 225,000
Co=erce .... 7,66o,78o(24) 86,351,oo8 - 892,720 - 8,oo1, 148
1934-35 Army . . . . ..... 30,917,702(25) - 3,1 20 0067

Navy . ........ 34,842,253(26) +r2,884,794
Air Mail. ... .. 19,003,291(27) -2,996,709
N.A.C.A..... . 726,492 +31, 492
Co=erce . . .. 5,68r,o29(28) 91,170,767 -1,979,75 1 +4.819,759
1935·36 Army .... ..... 50,287,I97(29) +1 9,369,495
Navy ......... 40,732,310 +5,89o,o57
Air Mail. . .... r8, 70o,ooo(3o) - 303,291
N.A.C.A ...... 1,177,550 +451,058
Co=erce .. .. 5,909,8oo(3 r) rr6,8o6,857 +228,771 +25,636,090
1936·37 Army ...... . . . 62,607,727(32) +1 2,320,530
Navy . ........ 38,588, 270(33) -2,144,040
Air Mail. . . ... 20, 230,000(34) +I,S J O,OOO
N .A.C.A ...... 2,544.550 +r ,367 ,ooo
Commerce .... 6,85o,ooo(35) 130,820,547 +940,200 + 14,01 3,690
1937·38 *Army ... .. . .. . 60,525,074(36) - 2, 082 ,653
*Navy . . .. ... .. 49.500,000(37) + ro,9ri, 730
*Air Mail. .... . 24,876,ooo(38) + 4,646,ooo
*N.A.C.A . . . . . . r,28o, 8so - I ,26J, 700
*Commerce ... . 9,460,000(39) 145,641,924 + 2,6ro,ooo +r4,82r,38o
(16) Includes $135,152 deficiency appropriation.

(r7) Made up as follows: Domestic, $2o,ooo,ooo; Foreign, $7,ooo,ooo.
(r8) Consists of $r,369,66o for "aircraft in commerce" and $8,992,640 for "air navigation
facilities".
(19) Includes $7,5oo,ooo appropriated under the National Industrial Recovery Act.
(20) Made up as follows: Domestic, $r9,46o,ooo; Foreign, $7,ooo,ooo.
(21) Consists of $r,ooo,ooo for "aircraft in co=erce" and $7,553.500 for "air navigation
facilities".
(22) Includes $3,ooo,ooo contract authorization and $7,50o,ooo appropriated under the
Public Works Administration. Only $12,692,553 of the $23,537,769 appropriation was avail-
able for the fiscal year 1934, the balance of $ro,845,2r6 having been impounded.
(23) Made up as follows: Domestic $r5,ooo,ooo; Foreign, $7,ooo,ooo.
(24) Consists of $r,o70,570 for "aircraft in co=erce" and $6,590,2ro for "air navigation
facilities".
(25) Includes $3,ooo,ooo contract authorization and $325,909 for restoration of salary
reduction.
(26) Includes $r5,6rr,572 appropriated under the title of "Emergency Construction-In-
crease in the Navy".
FLYIXG FACTS AND FIGURES
(27) Made up as follows: Domestic, $I2,003,291 (including salary restoration of $3,29I);
Foreign, S7,ooo,ooo. •
(28) Consists of $676,249 for "airaaft in commerce" and $5,004,78o for "air navigation
facilities".
(29) Includes $7,686,753 contract authorization; provides that $I3,666,ooo of the appropri-
ation shall be used exclusively for the purchase of combat planes, their equipment and ac-
cessories.
(so) :\lade up as follows: Domestic, $Io,7oo,ooo; Foreign, $8,ooo,ooo.
(31) Consists of $734,Soo for "aircraft in commerce" and Ss,I7S,OOO for "air navigation
facilities."
(32) Includes $Io,669,786 contract authorization; prO\;des that $29,322,6o2 shall be used
e.,;clusively for the purchase of combat planes.
(33) Includes $6,sgo,ooo contract authorization.
(34) :\lade up as follows: Domestic, $12,ooo,ooo; Foreign, $8,2so,ooo.
(35) Consists of $733,000 for ''aircraft in commerce" and $882,920 for new "air navigation
facilities."
(36) Contract authorization $xo,462,ooo. For combat planes $n,2Io,46I.
(37) Sxs,ooo,ooo contract authorization. For new aircraft $2;,186,000.
{38) $q,25o,ooo for domestic and $9,876,000 for foreign air mail.
(39) Includes Ss,ooo,ooo for new air navigation facilities. $98o,ooo for aircraft in commerce.
* Proposed expenditures.
+ Shows amount of increase over preceding year.
- Shows amount of decrease from preceding year.
U. S. FOREIGN AIR MAIL

From report of the Postmaster General for fiscal year 1936.
Service to Foreign Countries During Fiscal Year 1936
Sercice Service Compensa- Percentage of

Ro"te scheduled performed titm performance
Jfiles Miles
I. New York to Montreal (I way) . 104,542.0 88,878.0 S5s.s26.8o 85.01
2. Seattle to Victoria ............. 2I,682.0 2I,682.0 11,582.13 100.00
5· Miami to Cristobal (direct) ..... 349.957·0 349.709·0 683,477-76 99·93
Miami to Cristobal (via Central
America)• .................. 57,828.5 S7,08I.5 112,265.00 98.71
:Miami to l\·lerida• .....•....... 19,485.0 x8,738.o 37.476.00 96.I7
Miami to Habana ............. 106,170.5 105,494·0 209,725.20 99·36
Habana to Belize3 ............. 57,876.0 57,876.o 104,I76.8o IOO.OO
San Salvador to Cristobal ...... 172 1 QOO.O 172,775·9 315,767.56 99·93
Port of Spain to Paramaribo .... 61,957·0 61,957·0 120,848.6o 100.00
Barranquilla to Port of Spain ... 206,272.6 206,233·6 381,471.76 99·98
6. Miami to San Juan ............ 361,591.0 s6o,469.5 683,27I.20 99·69
San Juan to Port of Spain ...... 78,697.5 78,697·5 I53o497·6o 100.00
;. Miami to Nassau (I way) ....... 31,208.o 31,208.0 39,010.00 100.00
8. Brownsville to Mexico City ..... 341,II2.0 34I,097·0 6si,I23.4o 99·99
Mexico City to San Salvador .... I70,538.5 170,219·3 3I5,132-48 99.81
9· Cristobal to Montevideo ........ 933,270.1 931,445·4 1,446,121.07 99·8o
IO. Paramaribo to Buenos Aires .... 485,866.6 485,245·6 873,442.08 99·87
12. Bangor to Halifax (suspended) .. • ~ 6 •••••••••
············ ............ . ............
14. San Francisco to Manila ........ 215,730.0 215,730.0 437.9IS·46 100.00
Travel expense chargeable to air
mail •........••.•.......... ............ ············ 642.25 ············
Total. •................ s.n6,684·S s.754.5S7·S 6,6I0,27I.I5 99·41
(x) From July x to Sept. so, 1935, only. Pay waived for 36.5 miles each trip until route was
changed, Sept. so, I9S5·
(2) From July I to Sept. so, I9S5, only.
(s) From Oct. x, 1935, to June so, 1936, only.
FLYING F ACT S AND J<I G RES
NON-MILITARY AIRCRAFT IN THE UNITED STATES

J anu a r y I , 1937
Compiled by Bureau of Air Commerce, U. S. D ept. of Commerce
S tale Licw sed U11iicw sed Tot al Gliders

Alaba m a .. . ..... ..... . . . . .. .... . 45 25 70 3
A rizona. . . . . . . .. . . . . ... . . 51 8 59 0
Arka nsas . . ... . ... . . ...... . 42 15 57 I
Californ ia ...... . .. . . .... . 840 116 956 46
Colorado ......... . . . .... . 52 16 68 8
Conne cticut .. ... ..... .. . .. . . . .. . I 13 12 125 6
D elawa re .......... . 36 0 36 0
D istrict o f Columbi a .. . . . ... . . 108 12 120 2
F lo rid a . ..... . ...... . . . . .. .. . . . . 154 33 18 7 2
Georgia .. ... . . ...... . 67 43 11 0 0
Id a h o . .. . . . . . . .. ... . . . , . ... ... . 41 3 4'1 I
Illi nois .... ... .. .. .. , ... . . . . . .. . 526 41 56 7 22
Ind ia na . . .... .. . . . . ,, . .. ,, . .. . . . 202 101 303 20
Iowa ........ . . . . . .. . .. . .. ... . 129 29 158 4
Kansas . . .. .... ... ... . . . . . ..• . . 12 1 80 20 1 7
K e ntucky . .. . ...... . .. . . .. , , . .. . 50 14 64 0
L ou.isi ana ............ . .. . . .... . . 78 7 85 I
M a ine ............... . .. . . . , . , .. 62 II 73 0
Maryla nd .... .. ......... .... . .. . 78 33 Ill 3
Massachusetts . . ... . . . . . . . .. . . , .. 166 17 183 22
Michigan ............ . . . . . . . , , . . 339 102 441 45
~j~sl~:i~t;i·.:
163 56 2 19 10
: : : : : :: : : : : : : : : : ::: : 60 14 74 0
Missou ri .... . ........... .. . . ... . 183 50 233 2
Monta n a ... . . . . ... . ....... .. .. . 45 36 81 I
Nebraska .... . ... . .. . . ......... . 81 43 12'1 5
Nevada ...... . . ..... .. . . . . .. . . . . 13 9 22 0
New Hampshire ........... . . . . . . 30 9 39 2
New J e rsey ....... ... . .. . .. . . .. . 213 23 236 29
Ne\v Mexico . . . .. . . ... . . . .. .. . . 20 8 28 0
New Y o rk ......... .. ....... ... . 8 17 42 859 45
N orth Carolina ................ . . 80 52 132 0
North Dakota .... . .......... .. . . 46 28 74 0
Ohio ....... ... ... . . ... .... . .. . . 422 82 50'1 42
Oklahoma ... ... .. . ..... . . ... .. . 170 36 206 2
Oregon ..... .... . ... . ... .. .. . . . , 87 54 14 1 4
P ennsylvania ...... . . . . .. . .... .. . 5 19 137 656 28
Rhode I sla nd . . ... . .. .. . . . . .. . .. . 37 4 41 1
South Carolina . ..... .. .... .. . . . . 27 27 54 0
South D a kota ... ... .. ... . .. .. . . , 60 9 69 3
T e nnessee ....... . . . .. ...... .. . . . 72 17 89 3
T exas .... . . .... ..... ..... .. . . . . 342 169 511 3
Utah ... . . ....... .. ... ... . .. , , .. 34 3 37 s
Vermont . ... . . ...... . .... . . . . . . . 32 3 35 0
V irginia ....... .. .. ... . . ... .... . 90 33 123 2
Washington . ... .. ... . .. . .. ..... . H2 27 169 13
West Virginia ...... .... . .. . . .. . . 59 11 70 I
W isconsin ...... . . .. ... . . . . .. ... . 142 87 229 7
Wyoming .. . . . ... . .. . .. . . . . .. .. . 28 15 '13 0
Alaska ........... ... . . . . ... . . . . 79 I 80 0
Canada 1 • . • • . . • ••••• • •• . •• •• .•. • I 0 1 0
Canal Z one . .... ...... . . . . .. .. . . 0 0 0 0
Hawaiian Islands . .. . .. . . . . • . . ... 23 2 25 0
Mexicot . .... . ........ .. ....... . 0 0 0 0
Philippine I sla nds2 . . ........ . ... .
Foreign, Miscellaneous I . . . . 0 0
Totals . ... ......... ..... .. . . 7424 1805 92293 4011
Percentages . . .. . .•........ . .
I Figures for these countries m ean pilots and a ircraft licensed or ide ntified by the Uni ted States ,
z Civil aircraft in the Philippines are now regis te red with the local government .
3 This figure includes 38 licensed autogiros.
4 This figure includes 31 licensed gliders and 3 70 unlicensed gliders.
F L"Y I KG F \ CT \1D FI G RES
LICENSED PILOTS IN THE UNITED STATES
j anua ry 1, 193 7
C om p iled by B u re a u of A ir Co m m e r ce, U . S. D ept. o f Com m erc e
L imited Glider
S tate Tra11sport Com mercial P rira lc Amate-ur T otal Pilots
Alabama . . . .. . .. . 56 5 67 4 132 1
Arizona . .... ..... 32 6 64 4 106 0
A.rkansas . . . _ . . • . .... . . 45 2 30 0 77 0
Cal iforn ia .. . ... . ..... . . 12 12 1 14 15 I 12 1 302 7
Colo rado . . ... . _ .. .. . . . 48 10 27 s 93 0
Connect ic ut. . ... _ . _ . . . . 83 10 122 7 222 3
D e law are . . . .... .. . .. _. 14 0 22 0 36 I
Di str ict o f C o lumbia . .. . 12 1 6 92 5 224 3
Flo ri da . .. . .. . _ . _ _ . . . 272 1-l 163 12 46 1 8
Georgia. _ . . .. . . . _ . ... . 85 6 50 143 0
Idah o . ...... ___ .. . . . . . 27 5 2_ 4 58 0
lU inois . _ . . . .. . . . . . . . . 4 55 38 452 34 9 79 19
Indl a.na. . . . . .. . . 139 26 167 22 354 2
I owa . .. . . _ __ .. .. .. . 91 15 91 1 198 0
K an sas .. _ . . . . . . _ . .. . 102 14 63 10 189 I
K en tu ck y .. . ... . . .. . .. _ 36 8 35 4 83 0
L o u is iana . . . . . . .. . .. .. . 1 13 4 73 9 199 0
lvl a ine ... . . ... . _ .. .. . . _ 35 6 19 1 61 0
. •I a ry la n d . . _. _ .. _. , ... . 69 9 83 4 165 0
i'VIassach u set ts . . _. . . . . . . 163 28 2_7 25 443 11
Mi ch igan .. .... . . . .. .. . 28 5 33 282 56 656 8
Minnesota. _ . . . . . .. . . . . 149 31 61 9 250 0
Mi ssiss ippi . ... .. _ . . . .. . 25 4 27 0 56 1
Missouri . . .. . .. . . . . . . . . 26 1 12 112 5 390 0
N1ontan a . . . . . .. . . . . . . 40 6 45 7 98 0
:-i'ebr as k a . . .. .. _ . . .. . . iS 12 66 11 167 0
'evada . . .. .. . .. . . . . . . 9 1 8 4 22 0
New Han1pshire . . . . . . . . Ii 5 22 3 47 0
New J e r sey . . ..... . . . . . 270 13 23 8 21 542 16
~ew l\1 e xico . . . . . . .. . . . 19 2 15 1 37 0
1\ ew Y a rk . . ___ ... . . . . . 586 117 782 62 1547 25
Nor t h Caro l in a . . . . . .. . . 49 5 63 4 12 1 0
North D a k o t a ... . .. . . . . 36 2 20 0 58 0
O h~ . .. . . .. . . . . . 350 66 383 44 843 14
Okl::!homa .. . . . . . .... _ 11 2 13 106 5 23 6 0
Ore g o n _ .. .. .. _ .. . .. .. . iO 10 86 15 18 1 0
P e nnsylv a n ia .. _. . . . . . . . 293 74 4 59 35 861 10
R hod e I s la nd. . . . . ... . 17 2 24 7 50 0
S o ut h C a ro lina . .. . .... . 22 8 29 1 60 0
S o ut h D a k o t a . . . . . . . . . . 32 6 34 2 74 1
T e n n essee . .... ... 77 8 107 2 194 0
T e x a s . . . __ . ...... . . .. . 448 35 2 61 30 774 0
U ta h ..... . . _ . .. . . . . . . . 44 4 2i 1 76 I
~r';1'~;~t . .·:: : : : : : : : : : : : 16 6 15 3 40 0
169 10 75 2 256 3
w as h u;~o n: . . . . . ... . . . 158 20 142 26 346 1
· es t \ 1rg m 1a . .... . . . . • 34 IS 46 10 105 0
Wiscons in ... ... . . . .. . . 89 25 71 16 201 1
Wyom ing . .. . ..... . . . . . 40 2 13 1 56 0
Alas ka . . ... .. . . .. ... . . 57 2 12 2 73 0
Can a d a ....... . .. . . . .. . 10 0 8 0 18 0
Can a l Zone .. . ... . .. . . . 42 1 3 0 46 0
H awaii an I slands . ... .. . 69 3 23 2 97 0
M e xic o .. . . . .... . .. . .. . 3 0 7 1 11 0
Phili ppine I sla nds. .. 13 0 I 0 14 0
F o r e ign , M iscellaneo u s. 63 I 31 3 98 1
T o t a ls ... . .. ... . .. . 7250 ' 880 7154 668 15,952° 1383

P e rce nta ges ... . .. . . 4 5 .44 5 .52 44 .85 4 .19
1 Thi s fig ure i.nclud es 842 p ilots w h o hold scheduled ai r t ranspor t r a tings.
2 T his figu re includes 444 wome n p ilo t s , di v ided a s fo llows : 7 1 transpor t , 23 lim it ed commer-
c ial . 295 priva t e and 55 amateu r.
3 T his figure includes 1 woman g lide r pilot.
AVIATION GASOLINE TAX SUMMARY
January 1, 1937
State Tax Dispositio11s of Applicable to Exemptioll or
Receipt3 Aircraft Ref•md
Fuel
Alabama •••.•••.•••.••• 6c Highways Yes No
Arizona ••••..•••••...• Sc Highways; R.F.C. Fund Yes Refund
Arkansas ....•••..••••• 6~c Highways; Airports No Exemption
California ••••••••••••• 3c Highways Yes Refund
Colorado ••••.••...•••. 4c Highways; Relief Yes Refund
Connecticut •••••••••.•• 3c Highways Yes Refund
Delaware ••••••••.••.•• 4c Highways Yes Refund
Dist. of Columbia •••••• 2c Highways Yes Refund
Florida ••.•••.•••••.••. 7c !{oads; Schools Yes Exemption
Georgia ••..•••••.•••.. 6c Roads; Schools Yes No
Idaho ••••••••••••••... Sc Airfuel tax to Aero· Yes 2~c per gal. tax
nautics Fund on aircraft
fuels
Illinois •••••••••.••.••• 3c Highways; Schools Yes Refund
Indiana ••.•• , ••.•..•... 4c Highways Yes Refund
Iowa ....•••.•••••..• , .3c Highways Yes Refund
Kansas •..•..•••••••••• 3c Highways Yes Exemption
Kentucky •••••.•.•••••• Sc Highways Yes No
Louisiana •••.•••••••••. 7c Highways; Relief Yes No
Maine •••.....••••••.•• 4c Highways Yes Refund Jc per
gal.
Maryland .............. 4c Highways Yes Refund
Massachusetts .•••••••• 3c Highways; General Funcl Yes Refund
Michigan ••••••••.••••• 3c Highways; Aeronautics Yes Refund lJ,~c
Minnesota .•••••...•.•• 3c Highways Yes Refund
Mississippi ••••..••..•• 6c Highways Yes Refund Sc
Missouri ••••••••.•.••. 2c Highways Yes Refund
Montana ••••...•.••••• Sc Highways Yes Refund
Nebraska .............. 4c Highways Yes No
Nevada ............... 4c Highways Yes Refund
New Hampshire •......• 4c Highways Yes Refund
New Jersey ............ 3c Traffic; Waterways Yes Refund
New Mexico ........... Sc Highways Yes Refund
New York ............. 4c Highways; General Fund Yes Refund
North Carolina ..••...• 6c Highways Yes Refund
North Dakota •..•..•••• 3c Highways Yes Refund
Ohio •••.•••••••••••••• 4c Highways; Schools; Yes Refund
Poor Relief
Oklahoma .••...••••••• 4c Highways Yes No
Oregon ••.•.••...•••••• Sc Highways; Aeronautics Yes Refund
Pennsylvania •••• , ••.••• 4c Highways; Relief; Yes No
Aeronautics
Rhode Island ..•• , .•• , , 2c Highways Yes Refund
South Carolina ••.•••••• 6c Highways Yes No
South Dakota .••.•••... 4c Highways Yes Refund 2c
Tennessee •..•••••..••• 7c Highways; General Fund Yes No
except $50,000 to
Airways
Texas •.•••••••••..•••• 4c Highways; Schools Yes Refund
Utah ................. 4c Highways Yes No
V~r"!lo,nt ............. ,4c Highways Yes No
V1rgm1a ••••••••••..•.. Sc Highways; Bridges Yes Refund
Washington ..••.•••••• Sc Highways Yes Refund
West Virginia ..•..••• .4c Highways Yes Refund
Wisconsin ............. 4c Highways Yes Refund
Wyoming ••..••••••••• 4c Highways Yes Refund 2c
COMPARATIVE TABULATION OF ACCIDENTS IN CIVIL AERONAUTICS
1933, 1934, 1935, anti the First Six l\lonths of 1936
Compiled by Bureau of Air Commerce, U. S. Dept. of Commerce
Mileage Flown Per Accident
Jamwry- July- Jamwry- July- Jamwry- July- Jmuwry-

Jrme, December, fliiiC, December, Jrmr, /Jccembrr, Jwre, ~
1933* 1933 1934* 1934 1935* 1935 1Q36* 1:"-1
Miles flown in scheduled transport operations ............ 25,862,120
K!
28,780,425 21,517,658 27,268,893 28,729,128 34.811,105 33,523,075 1-C
Miles flown in miscellaneous operations including student /';
instruction and experimental flying ................... 32,748.485 38,474.360 36,780,157 38,821,995 40,234. ISS 44.521,445 41,517,085 c;J
~
Total. ........................................ s8,61o,6os 67,254.785 s8, 2<17 ,815 66,oQ0,888 68,()6.1,J1J 7<1,332,550 75,040,16o
Accidents, all services ................................ 813 891 676 901 737 8.12 831 n
Miles flown per accident, all services ................... 72,091 75.482 86,2JC) 73.353 C)J,573 94,21<) 90,301 ~
Accidents, scheduled transport operations ............... 48 53 27 46 29 33 42 Ul
Miles flown per accident, scheduled transport operations ... 538,794 54J,027 7!J6,CJSO 592,8o2 CJCJO,Iiflo 1,054.882 7CJ8,Ih8
Accidents, miscellaneous operations .................... 765 8.18 649 855 708 8oc) 78<)
;;..
Miles flown per accident, mi~ccllaneous operations ••..... 40,8o8 45.()12 s6,672 45.406 s6,828 SS,O.i2 52,(>20 ~
Fatal accidents, all services** .......................... 8s IO(I <).3 103 86 86 65 tj
Miles flown per fatal accident in all services ............. 689,536 634.478 626,858 641,658 8o1,8y9 ()22,470 1,154.464
Fatal accidents, scheduled transport operations** ........
Miles flown per fatal accident, schedulccl operations ......
5
5,172,424
4
7,15(),106
6
3,586,276 6,817,223
4 5
5.745.826 I I,60J,70I
3
6,704/>15
5 ~
Fatal accidents, miscellaneous operations** ..............
Miles flown per fatal accident, miscellaneous operations ...
Pilot fatalities, all services ............................
So
409,356
72
102
377,200
C)O
87
422,760
74
9fJ
392,141
84
81
496,718
72
536,403
83
70
6o
6()1,951
52
8:;d
Miles flown per pilot fatality, all services ................ 814,036 747,275 787,808 786,7()6 957,824 10 1JJ,J22 1,443,080 t:r1
Pilot fatalities, scheduled transport operations ........... 4 4 6 4 5 3 4 Ul
Miles flown per pilot fatality, scheduled transport oper-
ations ............................................ 6,465,530 7,159,106 3,586,276 6,817,223 5.745.826 Il,60J,70l 8,380,769
Pilot fatalities, miscellaneous operations ......•......... 68 86 68 So 67 67 48
Miles flown per pilot fatality, miscellaneous operations .... 481,595 447,376 54o,88s 485,275 600,510 664.499 86.1,<)39
*It should be borne in mind that weather conditions during the last 6 months of the calendar year arc more favorable for flying than during the
first 6 months, hence, in making comparisons, figures for corresponding periods should be used in each case. ..P..
**A fatal aircraft accident is one in which 1 or more persons (passenger, pilot, or crew) were killed or fatally injured. ~
FLYING F ACTS AND FIGURES
CAUSES OF ACCIDENTS
Scheduled Air Transport Operations
P crcc n l af?,es
J a1111 - J uly- Jallu - Jul y - J allu- Jul y- .fDII!t-

Causes ary- D ece m - ary - D ece m- ary- Dece-m- ary -
Ju;z e, ber, J un e, ber , Jun e , ber, 1 1tll C,
1933 1933 1934 1934 1935 1935 19]6
- - - - - - - - - - - - - 1- - - - -- - - - - -- - - - - - -- ---
Number of accid ents in volved . 53 27 29 33 42
PERSONNEL:
Pilot:
Error of judgment ... . 1.04 5 -28 14 -45 4 -0 2 I 2 .07 3 -03
Poo r technique ........... . . 3. I 2 !. 8 9 I 5 -74 4 ·9 0 I. 7 2 J .OJ
Disobedience of orders . .. . . . 0 ·47 0 0 3 -4 5 0 0
Carelessness or negligence . _ . 7- 29 I J .2l I 1.67 6 .9 5 I 3 . 79 9 -0 9 10.1 2
Miscell a neous .. .. .. ... .. .. . 2.08 0 0 0 0 0 0
Total pilot errors. . . 13 .5 3 20.8 5 4 1. 8 6 J I.OJ

Other personnel:
Supervi sory ........... . 0 • • • o 0 2.0 6 4 ·3 I 0 f .I 4
M iscellaneous .......... 0 0 0 . 2.08 0 4- 3 5 2.93 3 -03 4 -5 8
Tot al personnel errors. rs.6 r 20.85 2 2. 2 8 .I S 4 1.07

MATERIAL:
Power Plant:
Fuel syste m ... 0 •• 0 • ••• 0 •• •
7-30 8.49 3 -7° 3 -04 6.go 5 -95
Cooling system ......... 0 • • • 0 0 0 0 0 0 0
Ignition system. 0 •• •••• 0 ••• 0 0 0 0 0 0 0
Lubrication system ........ . 0 0 0 4- 3 4 0 0 0
Engine stru cture 0 0 •• • •••• 0 • 2. 0 8 7-55 0 2.1 8 0 3 -03 4 ·7 6
P ropellers and accessories . .. . 4·17 5. 66 7-4I 2.] 7 3 -45 6 .o6 0
Engine-control sys tem. 0 0 ••• 2. 0 8 0 0 2 . rS 0 0 0
M iscellaneous . .. 0 •••• 0 • •• •• 0 0 0 0 3 -4 5 0 0
Undetermi ned ... 0 0 . 0. 0 0 0 . 0 . 6.25 3 ·77 ·74 S.;o 0 g .o9 2.38
Tot al power-plantfa·ilu.res .. 21.88 25-47 r r.85 22 . 6! 1,3 .80 33 -33 ! J .09

Structural:
Flight-control system . . ... . 0 0 0 0 0 0 0
Movable surfaces .... . .... 0 • 0 0 0 0 0 0 0
Stabilizing surfaces . .... . .. . 0 0 0 0 0 0 0
Wings, struts, and bracings .. 0 0 0 0 0 0 0
Undercarriage ............. . 4-17 10.94 r r.tt ro .65 6.go 3 ·03 9 -53
Wheels, tires and bra kes. 4·'7 9·34 3-7 0 0 0 3 -03 4-7 6
Pontoons or boats ...... . . . . 0 0 0 0 0 0 0
Fuselage, engine mountings
and fittings ......... . 0 0 0 0 0 0 0
Tail-skid assembly .... 0 • • 2.08 0 3 -70 4 -35 3 -45 I 5· 1 5 7· I4
Miscellaneous. .. 0 0 0 0 0 0 0
Undetermined ... 0 • ••••• 0 0 0 0 0 0 0
Total structural failures. 10.4 2 20.28 r8.5 r rs.oo 10.35 21. 2 [ 21.43
Handling qualities . ...... . 2.08 3-78 0 6.5 2 0 0 2.38
Instruments. 0 • • •••• ••• 0 0 0 0 0 0 0
Tota.l airplane f ailures . 12.50 24 .06 18.5r 21.5 2 10. 35 2 I. 2 1 23 .81
MISCELLANEOUS:
Weather ........... . . . 0 0 • • • 27.09 r8.3o q.82 r7o39 20.34 I 5· IS 6.55
Darkness ............ 0 0 •• •••• 0 0 0 0 0 0 0
Airport and terrain ... 0 ••••• 14-59 7-55 ·93 9-57 13.79 J.OJ
Other . .. . . ............ . 8.33 0 r.S5 6.63 0 6.o6
Totalmiscella.neou.s causes. 50.01 17.60 33-59 34· 13 22.03
Undetermined and doubtful . ... . 0 3- 77 0 0 3 -45 0
Tota.l percentages .... ..... . 100 roo roo roo roo 100 100
FLYI:\G F CT
CAUSE S OF ACCIDEN TS
Non-Scheduled Flying
P ercentages
J ann- Jul y - Jan11- July- J am<- J uly- Janu~

Causes
ar y - D ecem.- ar y- Dece-m- ary- D ecem- ar·y -
Ju ne, ber , Ju11 c, ber, J tuw , bcr, Jun e,
19]3 19J: 19 '4 1934 19'5 1935 1936
- -- - -- - - - - - - - - - - - -
Nu m ber of a cciden ts in volved ... ; 6s 6.;9 55 ;o8 09 ; 89
P ER ONN EL: --- ------ - ----- --- - --
Pil ot:
E rro r of judg m en t . .. ;.oo 9- 1 .o; .;J 8.96 n6 !0.23
Poo r t echn ique . . . . - . .. .... . -6.62 - - .0<) 34-72 33 ·95 J0 -77 36.04 28.35
Disobedience o f orde rs .. . . l.OI 1.40 l. - 9 3 .6s .69 ·4.3
a reless ness o r negligence . .. 6.0! 7--5 .28 11.3 5 I !.51 ].20 9·37
Mi scell an eo us ... ..)6 -42 ..)6 .29 0 -3 7 . 23
- -- - - -
T otal pilo t errors. - r.oo 51. "'4 52 -7 2 53-IS 51. 89 52 .06 48.6r
Othe r perso nnel:
upervt so ry . . ... .. . . 0 .I - 0 .o6 .07 0 0
l\Ii scell a neo us ... .. ·39 .24 0 ·39 ·-8 ·49 .s r
- - - - - - - - - - - - - - - - - - - --
T otal perso111tel errors .... 5 !.39 sr.;o sz.72 -3.60 52.24 5 2-55 49.12
l\f ATERI.A.L : - -- ------ - - - - -- --- ---
Power P lant:
Fue l system. ... -. 7-90 ;.o6 5.68 s .68 5-72 4·40 4.. 12
Coo ling syst e m ....... . . .. . ·59 .i l .' T .;6 ·' 4 .6 2 ·38
I gn ition syst em . . .... .. .... 1.37 1.7 5 2 . 62 1.06 1. 63 1.62 1.90
Lub r ication system .. . . . . .. .2J -30 0 ·35 .6; .I 2 . II
Engine s tructure . 4- 09 !. 6 J -41 3-33 2.93 2.6o 2.7.)
P ropell ers and a ccessories . . . -52 .6o -46 ·94 .14 .62 1. 2 0
E ng in e-contro l sy stem. .. -52 .24 .28 -23 -57 -3 7 0
1\'I i scel.laneou s .... . . 0 .29 -55 J. I 6 ·99 -42 .IJ
Unde termined. . ... .... . .. 4-67 2. 78 2.94 4 -- 22 3- 50 5-53 5 -23
- -- - - - - - - - - - - - - - - - - - -
T otal power-pla.ntfa·i lures . t g.89 15-59 r6.25 17-73 r6. 29 r6.3o 15.8o
t ru ctural : --- --- --- --- --- --- - --
F light-control system .. . . . . .66 -71 ·46 .s6 -42 1. 24 .2 5
Movab le s urfaces. ......... .1 3 .I 2 .28 .23 ·5 7 0 0
S tabil izing surfaces .. . .... 0 ·36 0 .1 2 .28 .1 2 0
\Vings, st r uts, and b ra cings . I. I I l. 9I 1.19 1.89 r.s 6 .So ·79
Und er car riage . . ... . . . . . . .. . 4·74 6.J6 4-82 4-73 4-67 ;.o8 4·3 '
Wh eels, ti res and brakes ... -92 2.00 !. 54 2-48 .6o r.6; 2-33
Pontoons or boats .. .. . . .. 0 0 0 0 0 .25 0
Fuselage, engine motmtings
and fittings . . ... . . . ... .26 .24 . IS ·35 .14 .o6 .25
Tail-skid assembly .. . 0 .! 2 0 .r 2 0 0 .76
l\1iscell aneous . . . . . . . . . . . . . . .26 .1 '2 . IS .r 8 -3 1 .25 .25
U ndeterm in eel . . . . . . . . . . . . . . 0 0 .15 0 0 0 0
--- ------------ ------
Total stru.ctural fa.ilu.res . . . . 8.o8 11.94 8.74 ro. 66 8.ss I 1.47 8.94
Handling quali ties .. .. .. . . .. .. 2-35 z .os I. 76 ·93 r.o6 1.36 1.43
Instruments . . ..... ... .. ... . . 0 0 0 0 0 . 12 .or
--- - -- --- - - - ------ ---
Total airplane fm'lu res . ... . 10.43 rJ.99 .ro.so n.s 9 9.6r 12.95 ro.3 8
l\1ISCELLA.N"EOUS: --- --- --- --- ------ - --
Weather. ... . ... .. ...... . . ... 7· 69 ].46 ; .6; 4.So 7-89 6.29 9·07
Darkness . . .... .. .... . . .. . . .. .02 0 0 .28 .21 -37 .84
Airport and terrain .. . 7-5 4 8.3 7 10. 24 9-74 I !.0/ 7- 2 1 11. 3 0
Other . .. .. .. . . .. . . . .... . .. . 2-39 !. 94 2 .00 2.r4 2.69 3-40 3.II
- -- - - - - - - - - - - - - - - - - - -
Total m.iscella.neous ca.u.ses. 17.64 I 7. 77 19.91 r6.96 21.86 I 7· 27 24 -32
- -- --- --- - -- --- --- ---
Undetermined a.n d dou.btfu.l ... .65 ·95 .62 .I 2 0 ·93 ·38
- -- - -- - - - - -- --- --- ---
Total percenta.gcs ... ... . ... roo roo roo roo roo roo 100
l
I

INJURIES CLASSIFIED
July-December, 1935
Pilots Co-Pilots or Students

Total - - --- --- --- -- -- --- --- ---
K i1ttl of Flying Persons No Xo
Invoh•ed Fatal Severe J/inor Injury Total Fatal Seo.•crc Jlinor Injury Tot a
- - --- --- --- - -- - --- --- ---
Schedule ...... 274 3 0 4 26 33 3 I I 20 25
Student in-
struction .... 355 IS 21 30 19Q 265 7 4 2 43 sl>
Experimental .. I8 4 I I 7 13 0 0 0 0 0
Commercial. ... 441 20 9 I6 ISS 200 3 2 0 I (l
Pleasure ....... 65I 28 25 48 245 346 4 I 3 (> q
- - - - - --- --- - - - - - - - --- --- --- - -
Total. .... 1,739 70 s6 99 632 Bs1 17 8 6 70 101
= = == == = = = =
Passc11gcrs A ircmft CrC"JJ
Total
Kind of Flying Persons
-- --- --- --- - - - - ---
No
--- - - ---
So
Involud Fatal Severe Minor I11jrtry Total Fatal Scz•crr Mirzor Injttry Total
- - --- --- --- - - -- --- --- --- - -
Schedule ...... 274 II IS
4 I68 I98 2 I2 18 I 3
Student in-
struction .... 355 8 II 3 I2 34 0 0 0 0 0
Experimental ..
Commercial. ...
I8
44I
0
I7
0
7
0
19
I
189
I
232
4
0
0
0
0
2
0
I ,,
4
Pleasure ....... 6SI 26 16 37 207 286 0 0 0 5 5
- - - - ---- --- --- - - - - --- --- --- --
Total. .... 1,739 62 38 74 577 75I 6 I 5 18 30
January-June, I936
Pilots Co-Pilots or Stttdents

Total
Kind of Flying Persons
-- --- --- ---
No
- -- - --- --- ---
No
lt1volved Fatal Severe Milzor Injury Total Fatal Srverc .\Iirzor bJjury Tot a
- - ------ --- -- - - --- --- ---
Schedule ...... 367 4 3 2 33 42 2 I 2 26 31
Student in-
struction .... 340 I7 16 23 207 263 4 I 6 4I 52
Experimental. . 39 I 3 2 18 24 0 0 I 5 tJ
Commercial. ... 376 9 II IS I44 182 2 0 0 2 4
Pleasure ....... 593 21 r6 35 258 330 2 0 I 5 8
- - - - - --- ------ - - - - --- --- ---
Total. .... 1,7I5 52 49 So 66o 84I 10 2 10 79 101
- - --- - - - - - - - - - - --- - - - - - - --
Passengers Aircraft CrC"J.'
Total - - ------ --- - -- -
Kind of Flying Persons No No
Involved Fatal Severe Minor Injttry Total Fatal Severe Minor Injrtry Total
- - --- --- --- - -- - --- - - - --- - -
Schedule ...... 367 27 5 48 I84 264 2 2 7 19 30
Student in-
struction .... 340 3 6 5 IO 24 0 0 0 I I
Experimental. . 39 0 0 0 I I 0 0 I 7 8
Commercial. ... 376 II IO 2I I40 I82 0 0 0 8 8
Pleasure ....... 593 27 II I9 197 254 0 0 0 I I
- - - - - --- --- --- - -- ------- --- - -
Total. .... I,7I5 68 32 93 532 725 2 2 8 36 48
AIRPLANE ACCIDENTS, U. S. ARMY
(Includin g Air Corps and Organized R eserve Corps)
Fiscal Year........ . . ........ . .... .. .... . ... . . . . 1927 1928 1929 1930 193 1 1932 1933 1934 11)35 I!)J6 f-:rj
l'
Airplane H.ours .. . . . .. . . . ... . ......... ..... .... .. 140, 909 I S2 ,903 263 ,38 1 325 ,273 396,96 1 37 1,254 432,966 37<!.235 449,5 83 500,704 K,
Number of Accidents ......... .... .... . .. . . . ... . . 227 249 390 46S 456 42 3 442 412 452 430 ~---<
Number of Fatal Accidents .. .. .. .. .. .. .. .. .. .. .. . 2S 25 42 37 21 32 1 28 35 33 42 Z
Number of Fatalities. . ..... . .. .. . .. .. . .. . . . . . . . . . 43 27 6r 52 26 49 1 46 54 47 59 c;J
Number Injured . ... ... .. . . . . ... ........ 6o 52 72 S2 75 89 82 S3 69 69 f-:rj
Dctwils of Fatali ties 1vhich have occttrrecl i n above ::x>
n
Regul arArmy Officers ...... .... .. . .. .. .. .. .... .. IS 12 9 19 S 12' 9 1.5 12 2 21 "'"'
\Varrant Offi cers, U. S. Army. . . . . . . . . . . . ...... o o o o o o o o o o (/)
R egular Army, Enlisted Men. . . . . . . . . . . . . . . . . . 5 5 26 9 3 9 13 14 r2 I7
R egular Army, Flying Cadets. . .. . . . . ... . . ....... . 9 4 10 9 3 6 3 8 3 3 ~
Regular Army, Graduate Cadets . . . . . . . . . . . . . . . . o o o o o o o o 7 8 'Z.
Reserve Corps, Offi cers ...... .. .. .. .. .. .. .. . 9 4 13 II 9 20 1S 16 7 9 t::J
R eserve Corps, Enlisted Men. . . . . . . . . . . . . . . . . . . . . o o r o r o 1 1 o o
Cadets, U. S. Military Academy ...... ... .. .... .. .. o o o o o o o o o o "rJ
N_a':'~lOffice rs . ...... ..... .. .. .. . . . . .. .. ... .. .. .. r o r o o o o o o o 2)
Cr vtl.mns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . r 2 r 3 2 2 2 o 5 I. C
Foreign Officers .. .. .. .. .. .. .. .. .. .. . .. .. .. .. .. .. o o o I o o o o I o
National Guard Officers ........ .. .. .. .. .. .. .. . o o o o o o o o o o ~
National Guard Enlisted Men.... .. .. .... ... .. . o o o o o o o o o o trJ
(/)
Totals .. .. .. .. .. .. .. .. .. .. .. .. .. . .. .. .. 43 27 6r 52 26 49 46 54 47 59
'Excludes one accident in National Guard airplan e in whi ch one Reg ul ar Army offi cer was kill ed .
• Includes one offi cer of the Philippine Constabul ary, stud ent a t A. C. T . C.
.p..
~
470 FLYING FACTS AND PI _;U RES
U. S . ARMY AIR CORPS TRAINING

Students Trained During Fisca l Y ear 1936
U·nder Under
T rain- R e- Total Gradu- R clitl'ed Killed T rai11-
ing ported a ted ing
7· 1-'35 6-]0·'36
- - - - - - - - - - - - ---- - - -
PRIMARY FLYING SCHOOL,
Randolph P.ield
R egul a r Ar my Of:ricers . . . . . . 6 iS 81 _,s 29 0 4
F ly ing Cadets, U. S. A .. . .. . . '' 6o 2.)() .3 19 140 I _;S 2 39
Fo re ig n Stu dents .. .. . . . . .
''' 2 5 7 4 3 0 0
--- --- --- --- --- --- - - -
Totals . . . .. . '' ' . ... . . . 68 .3:ltJ* 407 1 1)2 170 2 43
ADVANCED FLYIN G
SCHOOL, Kelly P.icld
Regul ar A rmy Office rs .... . ' ' ' 32 48 So 45 I 0 34
F lying Cadets, U. S. A . ... . .. 33 J40 I 73 13 0 4 1 38
F oreign Students ... . . . .... . .. 3 4 7 s 0 0 2
- - - - - - - - - - - - - - - ---- - - -
Totals . . .. ... . .. . .. .. 68 192 260 1So 5 1 74
TAC TI CAL SCHOOL ,
Maxwell Field
A ir Co rps Offi cers .. . . . .. .. ... 0 6o 6o 59 I 0 0
Deta iled Regu la r Army Office rs. 0 6 6 6 0 0 0
Marine Cor ps Of:rice rs ... ... ... 0 3 3 3 0 0 0
Naval Officer . ... . . . . ....... . 0 I I I 0 0 0
- - - - -- - -- - -- - -- ------
To ta ls ... . . . .... . ..... 0 70 70 69 1 0 0
ENGI NEERING SCHOOL
Wright Field (Aero. Eng.)
Ai r Corps Officers . .. .. . . ... .. 7 10 17 7 0 I 9
T ECHNI CA L SCHOOL,
Chanute Field (A . C. OJ]icers)
Comm u nications . . ... .... .... 0 13 13 12 I 0 0
Mainte na nce Engi neering-
Armament . .. . . ... . . . . ..... 0 II 11 11 0 0 0
Photography . . . ....... . ... .. . 0 3 3 3 0 0 0
- -- --- --- - -- ------ ---
Totals . . . .. . ... . . ..... 0 27 27 26 [ 0 0
T ECHNI CA L SCHOOL ,
Chanute Field (A. C. Enlisted)
Ai rpla ne Mechan ics . . . . .... .. . 0 124 124 19 2 0 10 3
Armorers .. . ... .. . ... . . .. ... . 0 39 39 20 3 0 J6
Machin ists . . . . . .. ... . . .. . . . . 0 32 32 14 2 0 r6
Para chute R iggers .... .. . .. . . . 0 20 20 20 0 0 0
P hotography ... . .... . ..... . . . 0 ss ss 0 1 0 57
Radi o Operators .. . ...... . . . .. 0 164 164 34 4 0 126
Radio Repairers ..... .. . . .. ... 0 24 24 24 0 0 0
Rad io Operators & Repairers . . . 0 16 J6 J6 0 0 0
Welders-Sheet Metal Workers .. 0 33 33 23 I 0 9
A ir Corps Supply & T echni cal
C lerks . . ......... .. .. .... . 0 40 40 36 3 0 I
Instrument Inspection & Main-
tenance . . . . . . .. . . . . . . . . . . . IO rS 28 26 2 0 0
- - - - - - --- - --- - -- ------
T otals . . . . . . . . . . . . . . . IO 568 578 2 32 rS 0 328
* r officer and 25 fly ing cadets reporti ng, were physically d isquali fied p rior to star t in g flying
tra ining, a nd a re not in cluded in the above fig ures.
FL IN F \ T 1-tD FI G JRES 47 I
U . S. ARMY AIR CORPS TRAINING

S t udents Trained During F iscal Year 1936 (Co11t .)
Um!er Under
Train- R e- Gradu.- T ra·in.-
·ing Ported T otal a ted. Relie-Ded Killed ·ing
7 - 1-'35 6-J0-'36
- - - - - - - - - --- - -- ---
TECH'\ I Cil L SC H OOL , Cha 11111e
Fie/.d (N. G. P usonn el)
) 1aintenance Engi neering (of-
fice rs) .. ... . .......... . ... . 0 i i 7 0 0 0
\ irpla ne i\ [echani cs (enlisted) . . 0 7 7 7 0 0 0
Armo rers (enLi sted) .. . ...... . . 0 [ 1 1 0 0 0
Radio Operators & R epa irers
(e!lLis led) ............... .. . 0 - 5 5 0 0 0
Pa rachute R iggers (en.li sted) ... 0 2 2 2 0 0 0
- -- - -- - - - --- - -- - - - - --
Tota ls ... .... . . . . . ... . 0 22 22 22 0 0 0
T ECH i\i I Cil L SCHOOL , Clwnu.tc
F.:etd. ( Jf arin e Cor ps)
l\[ainte na n ce Engineering -
Ar mam en t (officer) ....... . . 0 1 I 0 I 0 0
A rmo rers (e nli sted) .... . . . .... 0 I I I 0 0 0
Photography (enl isted) . ..... . 0 I [ 0 0 0 I
- - - - - - - - - - --
Tota.ls . .. ..... . ...... . 0 3 3 1 1 0 I
T ECH N I CA L SCHOOL , Chanute
F ield (Ph ili ppine Canst.)
Airplane Mecha ni cs (enlisted) . . 0 4 4 3 0 0 1
Armorers (enli sted) .. . .. . . . ... 0 1 1 1 0 0 0
Photography (enlisted) ...... 0 1 I 0 0 0 I
Radio Operator & Repairer
(e nl isted) . .. . . . .... .. . . . .. . 0 I 1 0 0 0 I
Pa ra chu te Rigger (enlisted ) . . .. 0 I I I 0 0 0
- - - - - - - - - - - - - -- - - - - - -
Totals .. .. .......... 0 8 5 0 0 3
T AC TI CA L UNIT TR A I N I N G
( I Yr. Cou.rse )
F ly ing Cade ts U. S. A ..... . ... 143 !30 273 I3I 8 8 126
A. C. Officers atlwding other S cr'il-
·ice S chools
Command & General Staff
School (2 d Yr.) . . . .. .. . . .. 18 0 r8 r8 0 0 0
Command & General Sta ff
Schoo l (r Y r. Cou rse) . . ... .. 0 17 17 17 0 0 0
Asmy War Coll ege ...... . . .. .. 0 9 9 9 0 0 0
Army Ind ust rial College . . . . . .. 0 8 s 8 0 0 0
Chem ical Warfare School :
Line & Staff Course . . . ..... 0 3 3 3 0 0 0
Special Ai r Corps Course. . . . 0 20 20 20 0 0 0
- - - - - - - - - - -- - - - - - -
Totals ........ . ... . ... r8 57 75 .7.5 0 0 0
A . C. En! . 1!<Ie-n at/ending other
S er'itice Schools
QMC Motor T ranspor t School . 0 54 54 52 2 0 0
Signal Cor ps School :
l\'I eteorological Observers
Cou rse ... . .. .. . . . . . . . ... 0 6 6 6 0 0 0
Rad io Communications
Course .. .. .. . ... .. . . . . .. 0 2 2 0 0 0 2
- - - - - - - - - - - - - -- - --
Totals ... .. . . . . ... . . . . 0 62 62 ss 2 0 2
FLYING FACTS AND FICURES
U. S. FOREIGN AIR MAIL ROUTES
January 1, 1937
One Way
Route No. Contractor Distance
F. A.M. Canadian Colonial Airways, Inc.
4848 West 63rd St.,
Chicago, Ill.
New York, N.Y. via Albany, N.Y. to Montreal, Canada ........ . 334 miles
F. A.M. 2 Seattle Victoria Air Mail, Inc.
56 Roanoke St.,
Seattle, Washington
Seattle, Washington to Victoria, B. C., and return .............. . 74 miles
F. A.M. 5 Pan American Airways, Inc.
135 East 42nd St.
New York, N.Y.
Miami, Fla. via Havana and Cienfuegos, Cuba; Kingston, Jamaica
and Barranquilla, Colombia to Cristobal, Canal Zone and return. 1,721.8 miles
Miami, Fla. via Havana, Cuba; and Merida, Mexico, to Belize, Brit-
ish Honduras and return ................................... . 967.5 miles
San Salvador, El Salvador via Tegucigalpa, Honduras; Managua,
Nicaragua; San Jose, Costa Rica; David and Panama City, Pan-
ama; to Cristobal, Canal Zone, and return ................... . 953 miles
F. A.M. 5 Barranquilla, Colombia via Maracaibo, Curnarebo, La Guaira and
(Extended) Carip1to, Venezuela to Port of Spain, Trinidad and return ...... . 987.4 miles
Port of Spain, Trinidad via Georgetown, British Guiana to Para-
maribo, Dutch Guiana and return ........................... . 589.5 miles
135 East 42nd St.,
New York, N.Y.
Miami, Fla. via Nuevitas, Cuba; Port au Prince, Haiti; San Pedro
de Macoris, Dominican Republic; San Juan, Puerto Rico; St.
Thomas, U.S. V.I.; St. John, Antigua to Port of Spain, Trinidad
and return ............................................... . 1,909.5 miles
135 East 42nd St.,
New York, N.Y.
Miami, Fla., to Nassau, Bahamas ............................. . 188 miles
135 East 42nd St.,
New York, N.Y.
Brownsville, Texas via Tampico, Mexico City, and Tapachula, Mex-
ico, and Guatemala City, Guatemala to San Salvador, El Salvador
and return ............................................... . 1,277.5 miles
F. A.M. 9 Pan American-Grace Airways, Inc.
135 East 42nd St.,
New York, N.Y.
Cristobal, Canal Zone via Buenaventura and Turnaco, Colombia;
Guayaquil, Ecuador; Talara, Trujillo, Lima, Arequipa and Tacna,
Peru; Arica, Antofagasta and Santiago, Chile; Mendoza and Bue-
nos Aires, Argentina; to Montevideo, Uruguay and return ...... . 4,497.1 miles
135 East 42nd St.,
New York, N.Y.
Paramaribo, Dutch Guiana via Cayenne, French Guiana; Para,
Maranhao, Natal, Pernambuco, Bahia, Victoria, Rio de Janeiro,
Santos and Porto Alegre, Brazil; and Montevideo, Uruguay to
Buenos Aires, Argentina and return .......................•.• 4,651.8 miles
F. A. M.12 Pan American Airways, Inc.
135 East 42nd St.
New York, N.Y.
(Not in operation at present).
Bangor, Maine via St. John, New Brunswick to Halifax, Nova Scotia 281 miles
F. A. M.14 Pan American Airways, Inc.
135 East 42nd St.,
New York, N. Y.
San Francisco, Calif. via Honolulu, Hawaii; Midway Island; Wake
Island; Guam and Manila, Philippine Islands to Canton, China
or adjacent point and return .............•.•...............• 8, 705.5 miles*
(Service to be operated to Macao at present).
-----
* Subject to adjustment.
FLY IN F CT D FI G RES 473
FOREIGN AIR MAIL CONTRACTS
Dates of Contract Awards, Terminals and Contractors
F. A.M. From New York to M ontreal, Can ada, via Albany N. Y.
Co_ntract _awarded July 9, 1928 t o Canadian Co lonial Airways, Inc. (Ame r·
1~a n A1rway~), for a period of 10 years beginning with date of inaugura·
bon of serv1ce on October 1, 1928.
F. A.M . 2 From Seattle to Victo ria, B. C., and return.
Contracts have been let as follows:
October 15, 1920 to J un e 30, 1923 to E dward Hubbard.
July 1, 1923 to June 30, 1924 to Alaska Airways Co.
}july 1, 1924 to June 30, 1925 to Edwa.r d Hubbard.
uly 1, 1925 to June 30. 1926 to E dward Hubbard.
July 1, 1926 to June 30, 1927 to Edward Hubbard.
July 1, 1927 to June 30, 1928 to Northwest Air Service, Inc.
July 1, 1928 to June 30, 1929 toP. F. Barnes and \ern C. Gorst.
On May 101 1929, a 4 year cont ract beginning July 1, 1929 was awarded to
Seattle-V1cto ria Air Mail, Inc.
On July 1, 1933, a 4 year contract was awarded to Seattle-Victoria Air Mail,
Inc.
F. A .M. 5 From Miami, Florida to Cristobal, C. Z., with an e:<tension to Port-of-Spain,
Trinid ad, and P arama ribo, Dutch Gui ana, and return, including stops in
Cuba, Me:>dco, British Honduras, Guatema la, El Salvador, Re public of
Honduras, Nicaragua, British Gu iana, Dutch Guiana, Trin idad, Costa Rica,
Panama, Jamaica, Colombia and Venezuela.
Contract was made July 13, 1928 with P an American A irways, Inc. fo r a 10
year term to begi n wit.11 the inauguration of service on February 4, 1929.
F. A.M. 6 From Miami, Florida to S an Juan , Porto Rico with an extension to Port-of·
Spain, Trin idad a n d return , including stops in Cuba, Haiti, Dominican
Republic, Porto Rico, U . S. V irgin I slands, Antigua and Trinidad.
Contract was m ade Jul y 13, 1928 with Pan American Airways, Inc. fo r a
term of 10 years beginning with the inauguration of service on January 9,
1929,
F. A. :M . 7 From Miami, Florida to Nassau, Bahama I slands, Bah aman mail carried on
return trip.
Contract m ade on October 24, 1928 with Pan American Airways, Inc. for a
10 year term beginn ing with the ina uguration of service on January 2,
1929.
F .A.M. 8 From Brownsvi lle, Texas to Sa n Salvador, El Salvador an d return including
stops in Mexico and Guatemala.
Contract made February 16, 1929 witb P_an. American Airways, Inc. (sub-
contractor: Campania Mexicana de Av1ac10n, S .A.) for a 10 year term
beginning :March 9, 1929. . . . .
F. A.M. 9 From Cristobal, C. Z. to Mon tevi deo, Urugu~y and return , mcludmg stops 1n
Colombia, Ecuador, Peru , Chile and Argentma_. .
Contract m ade March 2 , 1929 with Pan Amen ca n-G~ace Atrways , Inc. for a
10 y ear term begin ning with the do.te of m augurat10 n Aprtl 1, 1929.
F. A.M. 10 From Paramaribo , Dutch Guia na to Buenos Aires, Argentina and return, with
stops in French Guiana, Bra zil and U r uguay.
Contract made Septembe r 24, 1930 wi th Pan American Airways, Inc. for the
period between Octobe r 20 1930 and January 8, 1939.
F. A .M. 14 From San Francisco, Califor;,ia. to Canton, China,* and return, including
stops at Honolulu Hawai i, Midway I sland, 'vVake I sland , Guam, Manil a
P.I., and Macao, Portuguese Terri~ory. . . '
Contract made October 25 . 1935 WJ th Pan Amencan Au·ways Inc. for a 10
year term beginning with inauguration of service on November 22, 1935.
• Service to Canton if landin g privileges can be s~cured. Otherw ise the west·
ern terminus will be Macao, Portuguese Terntory, where landing rights
have been granted.
474 FLYI TG F ACT S AN D 17IG R ES
FLYING SCHOOLS GRANTED APPROVED CERTIFICATES
BY U. S. DEPARTMENT OF COMMERCE
January r, I93 7
The Aeronautical University, Inc., r330 South Michigan Ave., Chicago, Ill. Airpla ne & Engine
Mechanic.
Baltimore Flying Service, Inc., Curti ss· \ Vri ght Airpo rt , Smith & Gree nsprin g Aves., Ba ltim ore,
?vld . Flying and Ground , .Private and Am a teur.
Boeing School of Aeronautics, Oakland Municipal Airport, Oakland, Calif. Flying and Ground ,
Transport, Lim. Com., Private, Amateur, Airplane and Engin e Mech a nic.
California Air Service, Ltd ., Alhambra Airport, Alhambra, Calif. Flying and Ground, Priva te,
Amateur.
Curtiss-Wright Technical Institute of Aeronauti cs, Grand Ce ntra l Air T erminal, Glendal e,
Calif. Airplane & Engine Mechani c.
D. W. Flying Service, Inc., LeRoy Airport, LeRoy, N. Y. Flying a nd Ground, Lim. Com .,
Private, Amateur.
Dallas Aviation School and Air Col., Love Field, Dallas, Texa s. Flying a nd Ground, Tran s-
port, Lim. Com., .Private, Amateur.
Erickson & Remmert, Floyd Bennett Field, Brooklyn, N. Y. (fn conjunction with Ne w York
University Ground School) Flying and Ground , Private, Amateur.
Grand Central Flying School, Grand Central Air Terminal (Flying), Gl endale, Calif. In com-
bination with Curtiss-Wright TeclJllical Institute of Aeronauti cs, Grand Centra l Air T er-
minal (Ground), Glendale, Calif. Flying and Ground, Transport, Lim. Com., Pri vate ,
Amateur.
Inter City Airlines, Inc., Boston Municipal Airport, East Boston, Mass. Flying and Ground,
Transport, Lim. Com., Private, Amateur.
Casey Jones School of Aeronautics, Inc. , 534 Broad St., Newark, N . J. Airplane and Engine
Mechanic.
Lincoln Airplane & Flying School, 2415 0 Street (Ground), Municipal Airport (Flyin g), L in-
coln, Nebr. Flying and Ground, Transport, Lim. Com., Priva te, Amateur, Airplane and
Engine Mechanic.
Los Angeles Aircraft, Ltd., Los Angeles Municipal Airport, Inglewood, Calif. Fly ing and
Ground, Private.
Muncie Aviation Corporation, Center Pike, J\'lun cie, Ind. Flying and Ground, Lim. Com.,
Private, Amateur.
New England Aircraft School, r26 Newbury Street, Boston, Mass. Airplane & Engine Me-
chanic.
North-Suburban Flying Corporation, Shermer Avenue, Glenv iew, Ill. (In conjunction with
The Aeronautical University, Inc., 1336 South Michigan Ave., Chicago, Ill.) Flying and
Ground, Transport, Lim. Com., Private, Amateur.
Pal-\.Yaukee Airport, Inc., Mount Prospect, Ill. (In co njunction with: Aeronauti cal Uni versity ,
Chicago, Ill.) Flying and Ground; Transport, Limited Commercial; Pri vate and Amateu.r.
Parks Air College, Inc., Parks Airport, East St. Louis, Ill. Flying and Ground, Transport,
Lim. Com., Private, Amateur, Airplane and Engine Mechanic.
Rising Sun Aircraft School, Inc., 857 East Luzerne Street, Philadelphia, Pa. Airplane and
Engine Mechanic.
Roosevelt Aviation School, Inc., Roosevelt Field No. r, Mineola, L. I., N. Y. Flying and
Ground, Transport, Lim. Com., Private, Amateur, Airplan e a nd Engine Mechani c.
Ryan School of Aeronautics, Ltd., Lindbergh Field, San Diego, Calif. Flying and Ground,
Transport, Lim. Com., Private, Amateur.
Safair, Inc., Hangar B, Roosevelt Field, Garden City, L. I., N. Y . (In combination with New
York University, sr West Fourth Street, New York.) Flying and Ground, Transport,
Lim. Com., Private, Amateur.
Capt. Sansom's Aviation School, 157 Charter Oak Ave., Hartford, Conn . Airplane & Engine
Mechanic.
Scott Flying Service, Municipal Airport, Long Beach, Calif. Flying and Ground, Private,
Amateur.
Spartan School of Aeronautics, Apache Blvd. & Chamberlain Drive, Tulsa, Okla. Flying and
Ground, Transport, Lim . Com., Private, Amateur.
The Stewart Technical Trade School, 253-5-7 West 64th Street, New York, N. Y. Airplane
and Engine Mechanic.
Ray Wilson Flying School, Park Hill Airport, Denver, Colo. (In conjunction with: Aviation
Ground School, University of Colorado, Denver, Colo.) Flying and Ground· Limited
Commercial, Private and Amateur.
Aeronautical Directory
SUBJECf PAGE
Ae r-onautica l ha m be r mmerce meri ca . Inc 476
Air Transport A s ciati n f Ameri ca . 476
1-fanufacturers A irc rait _--\ _ ociatiun . Tnc. . 477
In stitute of th e Ae rona uti ca l Scienc s 477
1 ationa l _ e ro na uti c .\ ss c ia ti n . 478
The S oa rin g Soc iety of A me ri ca, I nc. 478
Na ti o na l Ass ciati n of State Avia ti o n Officia l 479
Ame ri ca n Society o( M echani ca l Eno-ineer - 479
Society of Automotive Engineer , In . 480
1- ati ona l Inter coll egiate Fly ing Club . - 480
Ae r onautical Board . 480
U . S. Air Co r·ps _ - 481
Na ti o nal Bu r ea u o f tandard - 481
B urea u of Aeronauti cs, U. S. avy. 48-
Tational Advisory Committee fo r Aer nautics . 483
B ureau of A ir Com m e rce, D epartm ent of Co mm erce 484
Fede ral Co mmunicati o ns C mmi ssion 484
U. S. Co a st Guard . 485
U. S. Fores t S e rvi ce _ 485
P ost Office Departm ent A ir :!\Tail Serv ice . 486
U. S. \i\Teath e r Bureau . 486
Co ng r ess io nal Committees Int ere5 tecl in Av iati on 487
Diplo matic S e r vice to th e U nited States 490
State Aviation Official s 49I
Aeronautical Magazin es 493
\i\Tilcox Air Defen se Law of 1935. 494
Air Mail Act of 1934 _ 495
AERONAUTICAL DIRECTORY
AERONAUTICAL CHAMBER OF COMMERCE

OF AMERICA, INC.
729 F iftee nth Stree t , N. \V. , 3 0 Ro ckefe ll er P laza

Wa shin gto n, D . C. Ne w Yo rk
Officers for 1937
(Elected january 28, 1937)
President . . . . . . . . . . . . . . . . . ........ . . . ........ . .. .. . .. .. ..... Leighton \V. Rogers
Vice P resident ... . ... . . . . . .. . . . .. . . . ....... ... .... . . Laurence D . Bell
Vice President. . . . . . . . . . . . . . . . . . . . . . . ....... . .. . . . .. ........ ........ Ea rl Schaefer
Vice P resident .. . ...... .. . .. . . ... . .... . .. . . . . .. . .. . ...... Cha rl es E. Pa rker
Secreta ry ... . . . . .. .. ... ...... .. ............ . . . .... ... ... . . ..... . ..... R obert Gross
Treasurer . ... . . . . . . . . . ... .. . ... . . . . . ... . ...... Cha rl es F . Barn d t
Assista nt Secretary and Assistant Treasurer ..... . .. .. . . . .. . .. Frank J. Walsh
Executive Committee
Charl es F. Barndt C ha rl es Ma rcus
vValtcr Beech T homa s A. ]\•fo rga n
Clayton J. Brukn er Jam es M urray
Sherman M. Fairch ild L eighton W. Rogers
Courtlandt Gross Guy W. Vaugha n
George S. Wheat
Governors for 1937
E . E. Aldrin \V. D . Guthrie
Charles F . Barndt Wall ace Kellett
Walter Beech Charles L. L awrance
Laurence D. Bell Charles Marcus
G. M . Bella nca Thomas A. Morgan
S. S. Bradley James M urray
Don L. Brown Earl D. Osborn
Clayton ]. Brukner Oliver L. P a rks
Reed M. Chambers Robert J. Pri tcha rd
B. D. DeWeese Leighton W. Rogers
Sherma n M . Fairchild Guy W. Va ughan
William A. Forbes Raycraft Walsh
M . B. Gordon Geo rge S. Wheat
Courtlandt Gross Gi ll Robb W ilson
The Council
(Past P residents)
S. S. Brad ley Cha rles L . Lawra nce
Lester D . Gardn er Grover Loening
Paul Henderson F . B . Rentschler
F. H. Russell I. M. U ppercu
Thomas A. Morgan
AIR TRANS<PORT ASSOCIATION OF AMERICA

135 South LaSalle St., Chicago, Ill.
Officers
President ...... .. ..... . . . .. . . ...... . .. ... ........... . . ..... . .. . . . Col. Edgar S. Gorrell
Vice President . .... . . .... ... . ..... .. . . .. .. . .... . .. . . . . .. ... . . . . . .. ... . ... Croil Hunt er
Secretary and Treasurer. .. .. . .. ..... .. . .... . .. .. . . ... .... ..... . ...... Fowler W. Barker
Directors
T . E. Braniff Crail Hunter
Paul Collins W. A. Patterson
Jack Frye E. V. Rickenbacker
C. R . Smith
AEROKAUTICAL DIRECTORY 477
MANUFACTURERS AIRCRAFT ASSOCIATION, INC.
30 Rockefeller Plaza, New York
Officers
(Elected January 26, 1937)
~h~_dman of the Board ................................................... S. S. Bradley
,.~e,l ent. ........................................................... Frank H. Russell
'ICe President. ....................................................... Glenn L. Martin
\:!ce President. ...................................................... Eugene E. \\'ilson
'.!ce President. ........................................................ S. :\I. Fairchild
~ 1ce President ....................................................... Wm. E. \'alk, Jr.
T~c::s~:~~·.·.·::::::::::::::::::::::::::::::::::::::::::::::::::::::::: :~~~ f1 n~;t:~;
General :\Ianager, Asst. Secy. and Asst. Treas............................ John A. Sanborn
Directors
~harles F. Barndt .................................. Aviation :\lanufacturing Corporation
S. S. Bradley .............................•..................... Chairman of the Board
Clayton J. Brukner ........................................ The Waco Aircraft Company
R. H. Fleet. .......................................... Consolidated Aircraft Corporation
S. :\1. Fairchild ................................. Fairchild Engine & Airplane Corporation
J. H. Kindelberger ....................................... !\orth American Aviation, Inc.
Glenn L. :\lartin ................................ , ....... The Glenn L. Martin Company
} ames P. :\{ urray ............................................. Boeing Aircraft Company
ohn :\1. Rogers ........................................ Douglas Aircraft Company, Inc.
Frank H. Russell ............................................................ President
\\'illiam E. Valk, Jr.......................................... Curtiss-Wright Corporat!on
Eugene E. Wilson .......................................... l'nited Aircraft CorporatiOn
INSTITUTE OF THE AERONAUTICAL SCIENCES

30 Rockefeller Plaza, New York
Officers and Council for 1937

President. . .............. Dr. Clark B. Millikan
\"ice Preside.nt. · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · ·.: .............. Sherman :\I. Fairchild
\-ice President:· · · · · · · · · · · · · · · · · · · · · · · · · · · · · ·.· · ·.· ........................... Jack Frye
Vice President · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · ................... Dr. Geo. \V. Lewis
Vice President:· · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · .' .' .................... Eugene E. \Vilson
\'ice President · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · .......................... T. P. \Vright
Treasur · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · ................. Elmer A. Sperry, jr.
Secreta er. · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · .'.................. Lester D. Gardner
ry ....................................... .
The Council
Leroy R. Grumman
Edwin E. Aldrin Paul Kollsman
P. R. Bassett Charles L. Lawrance
Charles H. Chatfield Earl D. Osborn
Charles H. Colvin J. T. Trippe
Luis de Florez T. P. Wright
Sherman ::'11. Fairchild
Advisory Board
John K. Northrop
Edmund T. Allen \V. R. Gregg Arthur Nutt
Charles F. Barndt Hall L. Hibbard A. E. Raymond
Vincent Bendix James H. Kimball H. J. E. Reid
Lyman J. Briggs J. H. Kindelber~;er Gerard F. Vultee
V. E. Clark Alexander Klemm Major Gen. 0. Westover
J. H. Doolittle I. l\Iachlin Laddon
C. L. Egtvedt Grover Loening
Past Presidents
Donald W. Douglas
Dr. J. C. Hunsaker Glenn L. Martin
Charles L. Lawrance
AERON \ .TICAL DI RE CTORY
NATIONAL AERONAUTIC ASSOCIATIO.N

Nationa l Headquarte rs, Dupont Ci rcle, \\"a s hing ton , D. C.
Representative in U. S. A. of the Fed e ration Aeronautique Intcrnationale
Officers
P res id cn t. . ....... . . .. .. .. . . . . ..... . . . .. ... .. ' ha rlcs F. H orn er
Vice Presid ent. ..... ... . .... . . . . .. F. C. C rawford
Secreta ry . . ....... . . . . ..... . . . . . . . . . . .. . .. . . . . . . .. . . . . .... .. H. J. Rand
Treasurer. . ....... . . . . . .. , . . ...... . ........ .. ... . ..... . ... . ... .. .. Col. J ohn H. J oue tt
District Vice Presidents

Gill Robb W il so n J. Lafc to n Whit ney
Ralph \V. Howe J o bn D. Brock, l\l.D.
Reg inal d V. Waters C harl es W. S hort
F red L. Smith W a lte r P . Ba lderston
Governors
ALABAMA ...... . . ... Steadham Acker NeBRASKA .......... Harry S. Sid les
ALASKA ..... . .... .. J oe Crosson NEVADA ... . .... Pat McCa.rre n
ARlZONA.. . . . .John B. Crowell New HAMI'SIU.RE .... Alvin A. Lu cier
ARKANSAS ..... . .... Earl R icks New j eRSeY ........ Gi ll B.obb W ilso n
CALIFORNIA .. ..... . . \V. P . Balderston New Mex rco .. . .. .. Kathe rine S tin so n Otero
CoLORADO . .... .. .. . F red W . Bon fi ls New YoRK ....... . . Roger W olfe Kahn
CONNECTICUT . . ..... Cha rles L . l\'forri s NoRTH CAROLfNA ... E lm er l\l eye rs
DELAWARF.. ........ Richard d uPont NoRTH D AKOTA .. . . . S. W. B a ldw in
DIST. OF CoLu~mrA .. Lou is R. Inwood Orrro ............... Fred L. Sm ith
FLORIDA ............ J. R. Puckett 0KLAI10~L\ ..... .... Dun ca n Mcintyre
GEORGIA . . ......... Wiley R. Wright OReGON ............ H . K. CoiJey
HAWAri .. ..... ..... Em il Williams PENNSYLVANIA . ..... Geo rge H. E a rl e
IDAHO . . .. . ...... ... Ralph L. F ry PueRTO Rico ....... Ramon Valdes Cobian
ILLINOIS.... . .. .. . . . Oli ver L. Parks RHODE IsLAND .. . ... Willi am F letche r
INDIANA ..... .. . . ... George Haskins SouTH CAROLTNA. . . Dexter C . Martin
IowA .. . .......... . J a mes Keefe SouTH DAKOTA . .... T. B . Rob erts, Jr.
KANSAS ............ Freel F . Sw in son T cNNf:SSCE . . . .. . Go rdon Browning
LOUISIANA .. ...... . . G lyn ne M. Jones TexAs .. .... ....... He l en R. J ohnson
MAINE ............. Albert Johnson, M.D. UTAH ... .... ... . . . Joel N ibl ey
MARYLAND ......... G lenn L. Mart in VERMONT ... . . . . . F . \V. Shepa rdso n
MASSACHUSETTS ... .. C la rence E. Hodge VIRGINIA. . . . . Ralp h W. Howe
MICHIGAN .. ..... ... Floyd E . Evans \VASFII NGTON . ...... \V. \V. Co nn er
MINNESOTA .... . .... Thomas Lane \ VEST VIRGINIA ..... Howard Mayes
MrssiSSII'PI. ........ John J. O'Keefe WISCONSIN .. ..... .. S. J. Wittman
MISSOURI. ..... .... J ohn D. Brock, M.D. WYOM ING ..... . .... J. K irk Baldwin
MoNTANA ... . ...... William Ferguson
THE SOARING SOCIETY OF AMERICA, Inc.

Pensacola, Fla.
President .... . . .•. ......• . ....•.......•.. ... .. .. ............. . .... Richard C. duPont
Vice President ..... ... ...... .... ................ . . Lt. Comdr. R alphS. Barnaby, U.S.N.
Vice President .. .. . ....... .. .... ... ... . ........... . ... ..... ... ... Wolfgang K lemperer
Secretary .•....•..•.••.... •.. ............................. . ...... Arthur L. Law rence
Treasurer . .............. .. ... . ................ .. .... . ....... .. .. .. ...... Percy Pierce
EROKA TIC L DIRECTOR - 479
THE NATIONAL ASSOCIATION OF STATE
AVIATION OFFICIALS
Officers for 1937

President First Vice Presi dent
GIL.L R OBB \\"I L ON FLOYD E. EVAN
Di rector . Dept. of Aviation D irector, Dept. of eronautics
New J er ey l\iichigan
Second Vice P r esident T h ird Vice President

A . B. M el\ [ LL EN flARl.ES L. MO RRI S
Directo r of \\·ia tion ommis ioner of Aeronautics
Fl orida Connecticut
Secretary-Treasur e r Legal Counsel
FRED D. F AGG. J R. GEOR .E B. LOGA '
llli no is :\eron:lllti cs Co mmi ss ion t. I.ouis, Mo.
Regional Vice Preoidents
North East North Central

CAMMY V INET J Kou.: B ALDWIN
Chief, Burea u of Aeronauti cs T reasttrer
State of Penn sylvani a . tate of \\ yarning
South East South Central

R. 0. LI NDSAY D. 0 . LA NGSTAFF
Director of Aero na uti cs D irector of Aviation
State of T ennessee tate of Loui siana
East Central South West

E. B. CO LE AURED 1\lf.ERRlTT Sli!JTF1
Sec reta ry, Aeronauti cs Commi ssio n tate E n" ineer
tate of Illin ois State of Nevada
North West
R. STAUB
RA\O!Oi'I'D
Chairma n, Board of Aeronautics
State of Oregon
THE AMERICAN SOCIETY OF MECHANICAL ENGINEERS

29 vV. 39th S treet, N ew York
J. H. Herron, P residen t C. E. D avies, Secreta ry
Aeronautic Division, Executive Committee

Chai rman ....... . ... .. ... .. . ............... . . .. ... . .. . .......... . .. Alexander Klemin
Secretary ................ . .. ....... . ..... . . ..... .. .. . . .. .... ... ... . . . . Jerome Lederer
C. H. Dolan R. V. Morse
R. M. Mo ck B. M . Woods
~
I
SOCIETY OF AUTOMOTIVE ENGINEERS, Inc.
29 \Vest 39th Street, New Yor!~
Aeronautic Officials for 1936

President. .......................•.................................. Harry T. \Voo~n
Vice President ......................................................... Fred E. \Ve1ck
(Representing Aircraft Engineering)
Vice President. ............................................................ A. L. Beall
(Representing Aircraft Engine Engineering)
Vice President ......................................................... A. \\'. Pope, Jr.
(Representing Diesel Engine Engineering)
Secretary and Generall\Ianager ...................................... John A. C. Warner
The Council
Harry T. Woolson, President R. R. Keith, Vice President
Fred E. Weick, Vice President Elmer McCormick, Vice President
A. L. Beall, Vice President john l\I. Orr, Vice President
A. W. Pope, Jr., Vice President Stephen Johnson, Jr., Vice President
C. Herbert Baxley, Vice President A. T. Colwell, Councilor
\V. S. James, Vice President W. C. Keys, Councilor
L. L. Williams, Vice President ] . L. Stewart, Councilor
David Beecroft, Treasurer J. A. :\nglada, Councilor
Past Presidents: \V. B. Stout (1935) Louis Schwitzer, Councilor
R. R. Teetor (1936) Alex Taub, Councilor
Aeronautic Committees
Aircraft Committee ........................................... Fred E. \V eick, Chairman
Aircraft Engine Committee ....................................... A. L. Beall, Chairman
Standards Committee
Aircraft Division ........................................ J. F. Hardccker, Chairman
Aircraft Engine Division ................................... Robert Insley, Chairman
NATIONAL INTERCOLLEGIATE FLYING CLUB

Dupont Circle, Washington, D. C.
Officers
President. ............................................ J. B. Hartranft, Jr., Pennsylvania
Vice President ........................................... Earl M. Bennetsen, Minnesota
Secretary-Treasurer ........................................... C. Dan Martin, Harvard
Honorary President, Grover C. Loening
THE AERONAUTICAL BOARD

Navy Building, Washington, D. C.
Army
Maj. Gen. Oscar Westover ........................................ Chief of the Air Corps
Brig. Gen. H. H. Arnold .•............................... Assistant Chief of the Air Corps
Major T. T. Handy ....................................... War Plans Div., General Staff
Navy
Rear Admiral A. B. Cook ................................... Chief, Bureau of Aeronaut!cs
Commander A. C. Davis ....................... Head of Plans Div., Bureau of Aeronautics
Captain Wm. Baggaley ................................ War Plans Div., Naval Operations
Secretary, Jarvis Butler
AERO::JAUTICAL DIRECTORY
U.S. AIR CORPS, WAR DEPARTMENT
\Vashington, D. C.
Harry H. \\"oodring, Secretary of War
Officers on Duty in Washington
Chi~f of the Air Corps .......................•.....•......... Major Gen. Oscar Westover
tC\.sststant Chiei of the Air Corps ....•.....•.......•.•......... Brig. Gen. Henry H. Arnold
ommander, G. H. Q. Air Force ..............•........••. l\Iajor Gen. Frank l\I. Andrews
Colont;ls-Chalmers G. Hall, Alfred H. Hobley, Rush B. Lincoln, William C.l\IcChord, H. H. C.
Rtchards.
Lieut. Colont;ls-Rosenham Beam, G. E. Brower, H. S. Burwell, H. C. Davidson, ilL F. Davis,
. V. B. _Dtxon, Ross G. Hoyt, L. B. Jacobs, \\"m. E. Lynd, R. L. Walsh, H. H. Young.
J\IaJors-K. S. :htater, C. Y. Banfill, R. C. \V. Blesslev, .-\. E. Easterbrook, :\I. C. Grow,
Edw. V. Harbeck, Jr., R. Kauch, Alvan C. Kincaid, ?.i. H. McKinnon, Alfred\\". j\Iarriner,
L: \V. l\Iiller, J. A. ili~?llison, Da\·id A. ::\Iyers, C. P. Prime, E. \\'. Raley, L. H. Smith,
\\m. B. Souza, G. L. lishcr. G. S. \\"arren.
Captams-E:·ers Abbey, James C. Cluck, A. H. Foster, ::\I ervin Gross, J. J. Honan, L. S. Smith,
James \\'. Spry, Donald F. Stace, Stewart W. Towle, Jr.
Materiel Division
Brigadier General A. W. Robins, Chief of the Division
Act!ng Executin; and Commanding Officer ....................... Col. Frede:ick L .. :\Iartin
.-\ss_tstant Executl\·e .................................................. MaJ ..-\.\\. Brock
AdJutant................................ . . ...................... :\Iaj. A. \V. Brock
Supply Officer. . . . . . . . . . . . . . . . . . . . . . . . . . · · · ................... Capt. J. A. Madarasz
Chief, :\dministration Section ............ ::::::: .................. Lt. Col. D. B. Howard
Ch!ef, Engineering Section ...................................... Lt. Col. Oliver P. Echols
Chtef, Procurement Section ................................... Lt. Col. Harold A. Strauss
Chief, Field Service Section. . . . . . . . . . . . . . · ..................... Col. F. D. Lackland
~):lief, Industrial War Plans Section ....... ·.·.·.·.·.·................... Lt. Col. H. VF ~opkill
· mance Officer ..................................................... Capt. J. . onne
Asst. Commandant A. C. Engineering School. .................... Lieut. R. P; Swofford, Jr.
Q_uartermaster ...................................................... 1\IaJ. R. C.fower
Stgnal Officer. . . . . . . . . . . . . . . . . . . . . . . . . . . ................... Capt. R. P. yman
Engineer Corps Representative ........... : ::: : : :: ................ Capt. Loui~ J. Rumaggi
Ordnance Corps Representative ........................................ ,j\IaJ. F. F. Reed
Navy Representative ....................................... Lt. Comdr. Byron J. Connell
NATIONAL BUREAU OF STANDARDS

Connecticut Ave. and Van Xess St., Washington, D. C.
Director ............................................................. Lyman J. Briggs
Ass!stant D!rector for Research and Testing ............................. E. C. Critte~den
Assistant Drrector for Commercial Standardization ..................... · .. A. S. McAllister
Assistant to Director (in charge of Office) ............................. Henry D. Hubbard
Chief of Division of:
Electricity ....................................................... E. C. Crittenden
Weights and Measures ............................. F. S. Holbrook and H. W: B~arce
Heat and Power ..•............................................... H. C. Dtckmson
Optics .•........................................................... C. A. Skinner
Chemistry .......................................................... P. H. Walker
Mechanics and Sound ............................................... H. L. Dryden
Organic and Fibrous Materials ........................ · ... ····.··· .. ·· \V. E. Emley
Metallurgy ......................................................... H. S. Rawdon
Clay and Silicate Products .......................... ··.·······.···.·.· .P. H. Bates
Simplified Practice .......................... · · . · · · · · · · · · · · · · · · · · · · · · · · ·E. \V · Ely
Trade Standards ............................................... · .... I. J. Fairchild
Codes and Specifications ........................................ · .. A. S. McAllister
Office ..•...................................................... Henry D. Hubbard
Plant ................................................................ 0. L. Britt
Shops .............................................................•. 0. G. Lange
AERONA TICAL DIR ECT ORY
BUREAU OF AERONAUTICS, U. S. NAVY

Was hing ton, D. C.
C laude A. Swanson, 'ecrcta ry of the Navy
C har les Ed iso n, Asst. Secreta ry of the .Navy
Officers on Duty in Washington
Chief of Bureau . ... ...... . ............. . ............ . . ... Rear Adm ira l Arthur B. Cook
Assista nt C hief of B urea u... ....... ... .......... . . Captai n A. C. R c::~d
Captains ... . .. . . ... .. .. .. .. S. l\1!. Krau s, H . C . Ri cha rdson ( C) (Ret .), G. P . hamer ( 'C)
Command ers .. . .... . ... .. .... A. D. Bernha.rd, A. C. Da\'is, G. Fu lton, J. T . M a tthews (CEC),
A. C. Mi les, M.S . M itschcr, W. Ke lso n.
Li eutenant Com mand ers ...... J. B. Ande rso n, G. H. D eBa un, \\' . S. Diehl, A. K. D oy le,
H . F. F ick, A. Gav in, L . M. Grant , L. T. H undt, T. C. Lo nneq ucst , R . D. :\IacCart, I .~ [.
McQ ui ston (USNR), C. A. N icho lso n, J . Pe rry, J. E. P ixton, :\. 11. I rid e, L . C. R amsey,
\V . L . Rees, A. 0. Rule, H. B. Sa ll ada, \\' . D. Sample, l\1. T. Seligman , \\'. G. witzer,
L. D. W ebb, J. E . Wegforth.
Li eu tena nts .. . .. . . ........... J . F. B ridge t , C. F. Cotto n, C. E. Ekstro m, W. L . Erdman,
R . Goldthwaite, J . F. G reenslade, T. ] . H edd in g, C. L. H elber, R . L . J oh nson, W . D.
J ohn son, J. W . King, G. T. M un do rfi , J. B. Pea rson, A. R. Sanborn, S. B. pangler, T. T.
Tu cker, D. E . W ilcox.
Lieutenant (jg) . . . . . . . . . . . . . . . . . . . .......... ...... . ....... C. L. :\f iller
Marin e Corps Aviation .... .. .. Co l. R. E. R oweU; Ma jor F ield H a rris; Major H. C. Majo r ;
Capt. C. T. Ba il ey; Capt. A. W . K reiser ; Cap t. \V. D. Sau nders ; Capt . 0. 0. chrid er.
U. S. Army Liaison Officer ....... . ..... ... .. .. . ................. Capt. D . F . Stace, U ' A.
Naval Air Stations
L akehurst, N . J.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . Co mdr. C. E. Rosend a hl

Anacostia, D . C. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. .. Co md r. V. C. Griffin
Norfolk, Va.... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Capt. \V . G. Child
San Diego, Calif. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . Capt. A. L. Bristo l, jr.
Seattle, Wash .... . ... . ....... . . .. ... . ...... . . .. . . . .... ... .. Li eu t. Comdr. H . . . Kendall
Pensacola, F la. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rea r Ad mira l C. A. Blakely
Pearl Harbor, T. H. . . . . . . . . ... . . . . . . . .. . . . Captain K . Wh it in g
Coco Solo, C. Z... . . .. . .. . ..... .. . . ... . . . . . . . . . . . . . . . . . . . Capt. J . S. McCain
Marine Corps Flying Fields
Quantico, Va ... . . . . . . . . . ... . . . . Col. R. S. Geiger

Sa n Diego, Calif. ..... . . .... Lt. Col. R. S. M itchell
St. Thomas, V. I. .. . . . . . . . Lt. Col. J . T . Moore
Carrier Division
Commander .. .. ... ... . ... .... .. ... . . .... . ..... . ... . .... ... ... Vi ce Admiral F. J . Horn e
(Air craft Battle Force)
C hi ef of Staff. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . ..... Captain J. H . Towers
U.S. S. SARATO GA . . .. . .... . . . .. . ... . ... . . . . ... . Captain W. F. Halsey
U. S. S. LEXINGTON. . . . . ................ . Captain A. W. Fitch
U.S . S. RANGER.... ... . ... ... .. ... . . . . . .... .. . .. . .. . Capt. P . N. L. Bellinger
U. S. S. YORKTOWN . ... . . ... .. . .. . . . ... ....... . . ... .. . . .. . Capta in E . D. McWhorter
Naval Aircraft Factory

Phi ladelphia, Pa ... .. . . ....... . . Comdr. W. W. Webster
E RO TI C. L DIRE CTORY
BUREAU OF AERONAUTICS, U. S. NAVY (Continued)
Special Aviation Duty
A! de to Co mmander-in -C hi ef, ·. S. Fleet. . . ...... . . . .. .. . .. .. . .. .. .. Comdr. R . P. Molten

\.!d e to onu1J a ncler, Ba tlle Fo rce ......... . ..... .. ..... . .... .. .. Lt. Comdr. G. L. Compo
Aicle to omd r. C ru ise rs, couling Force . ..... .. ..... . ....... . . . . Lt. Comdr. \\ . M. Dillon
00.1ce of Nav::d Operations .. .. . aptain N .H. White I.t. Co md r. 0 . B . R a.rcliso n, Lt. Comdr.
l . Ketcham
Na\·al Exam ininl? Boa rd . . ..... . ... .. .. . . . . ... .... ... .. ... . ... . Lt. Comdr. C. G. Halpine
Board of !n pe~L1o~ and ur\·ey . .......... . ........... . ....... Lt. Comdr. R. E. Jennings
Bu1eau o r Nav1ga t1 on . . . .. . ... Lt. R . L. Bowman, Lt. Comdr. J . B . Lynch ( 'Sl\fR), L t.
Comdr. C. \V . Wi ebe r.
Bureau o f Ordnance ..... . ... . . ...... . . . . . . Lt. . E. Burroughs, Lt. Comdr. M . F. Schoeifel
Burea u of Engin ee ring ........................................ .. .. Lieut. \V. P. Cogswell
Burea u of ::l~ ed i cine and urgery ... . . ...... .......... . .... Lt. Comdr. L. E. M uell er (M C)
Hyd rogra phic Office . . ........ Li eut. Comd r. C. \V. i11ton, Lieut. omdr. H . 1\I. Mar tin,
Li eut. A. \\·. \\"heclock
NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS

Navy Building, vVashington, D. C.
L aboratories, Langley Field, Va.
Created by act of Congress a pproved March 3, IQIS , for the supervision and direction oi
the scienti fi c s tudy of the problems of Bight. Its membership was increased to IS by act ap-
proved March 2, 1929. The members are appointed by the President, and serve as such "IV-ith-
out compensation.
J oseph S. Ames, P h. D., Chairm a n, Presiden t- Sydney 1\I. Kraus, Captain , ni ted States
E meritus, Johns Hopkin s University, Balti- 1 avy, Bureau of Aeronautics, 1 a\y D e
more, l'I'Id . pa rtment.
David W. Taylor, D .Eng., Vice Chairman, Charles A. Lindbergh, LL.D., New York City.
Washington, D. C. William P . MacCrack.en, Jr., Ph.B., \~ash
Charles G. Abbo t, Sc.D., Secretary, Smi th- ington, D. C.
sonian Insti tution. Augustine W. Robins, Brig. Gen., Un ited
Lyman J. Briggs, Ph.D., Director, National States Army, Chief, Materiel Division, Air
Bureau of St andards. Corps, ·wright F ield, D ay ton, Ohio.
Ar th ur B . Cook. Rear Adm ira l. United States Eugene L. Vidal , C.E., Director of Air Com-
Navy, Chief, Bureau of Aeronautics, Navy merce, Department of Commerce.
Department. Edward P. Warner, M .S. , Los Angeles, Calif.
Willis Ray Gregg, B.A., United Stat es Oscar Westover, Major General, United States
vVeather Bureau. Army, Chief of Air Corps, War Depart-
Harry F. Guggenheim, M.A., Port Washing- ment.
ton, Long Island, N. Y. Orville \Vright, Sc.D., D ayton, Ohio.
George W. Lewis, Sc.D., Director of Aeronauti cal Research
John F. Victory, LL. M ., Secretary
Edwa rd H . Chamberlin, Asst. Secy.
Henry J . E. Reid, Engineer in Charge, Langley Memorial Aeronautical Laboratory,
Langley Field, Va.
John J . Ide, T echnical Assistant in Europe, Paris, France
BUREAU OF AIR COMMERCE

U. S. DEPARTMENT OF COMMERCE
Washington, D. C.
Daniel C. Roper, Secretary of Commerce
J. M. Johnson, Asst. Secy. of Commerce in Charge of Transportation Bureaus
Director of Air Commerce ........................................ Frederick D. Fagg, Jr.
Assistant Director .................................................... R. \\'. Schroeder
Assistant to the Director ................................................. N. B. Sangree
Administrative Section, Chief.. .......................................... John S. Collins
Aeronautic Information Section, Chief. ............................... Frederick R. Neely
Airport, Marking and l\fapping Section, Chief. ........................•... John S. Wynne
Development Section, Chief. ............................................ John H. Geisse
Air Navigation Division

Chief Airways Engineer .............................................. Charles I. Stanton
Chief, Radio Development Section .................................•. \V. E. Jackson
Chief, Engineering Section .........................................•... H. A. Hook
Chief, Construction Section .......................................... G. E. Stratton
Superintendent of Maintenance ........................................... Alvin 0. Preil
Chief, Communication Section ........................................ Eugene Sibley
Airways District Managers and Headquarters: ·
No. I, Newark, N.J....................................... D. G. Van De \Vater
No. 2, Atlanta, Ga..................•...............•...•.•...••.... I. H. Polk
No.3, Chicago, Ill .............................•................. Carl :McClure
No.4, Fort \Vorth, Tex........................................... L. C. Elliott
No. s, Salt Lake City, Utah ...............•.................•...•. C. C. Lange
No.6, Oakland, Calif....•.•.........................•.........•... H. T. Bean
Air Regulation Division

Assistant to Assistant Director .....................................•.•.•. R. S. Boutelle
General Inspection Service, Chief ..............................•.•...•... Joe T. Shumate
Manufacturing Inspection Service, Chief. .....................•............. L. V. Kerber
Supervising Aeronautical Inspectors and Headquarters:
District No. I, Garden City, L. I., N.Y............................. S. L. Willits
District No. 2, Los Angeles, Calif.................................. J. S. Marriott
District No. 3, Atlanta, Ga.................................... Wiley R. Wright
District No. 4, Detroit, Mich...... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H. R. Neely
District No. s, Chicago, Ill .......................................... G. W. Vest
District No.6, Kansas City, Mo .................................•. L. W. Jurden
District No.7, Dallas, Tex......................................... C. A. Rowe
District No.8, Oakland, Calif................................... R. D. Bedinger
District No.9, Anchorage, Alaska ................................ Hugh Brewster
Chief, Medical Section ............................................ Dr. R. E. Whitehead
Chief, Registration Section ............................................... R. R. Reining
Chief, Safety Section ................................................... J. W. Lankford
FEDERAL COMMUNICATIONS COMMISSION

Washington, D. C.
Commissioners
Anning S. Prall, Chairman
Thad H. Brown Irvin Stewart
Norman S. Case Eugene 0. Sykes
George Henry Payne Paul Walker
Herbert L. Pettey, Secretary
U. S. COAST GUARD
DEPARTMENT OF THE TREASURY
Henry :.\Iorgenthau, Jr., Secretary of the Treasury
Stephen B. Gibbons, Asst. Secy. in Charge of Customs, Coast Guard, and Xarootics
Officers on duty in Washington

Commandant ' t:'. S.
Ch" ~ Co a"·t ('.uan1. . . . . . . . . . . . . . . . . . . . . . . . . . . . Rear Admi ral R • R • \"aesche
,.
:\ !Cf _.·\vi at ion Ofliccr ............................................ Captain L.T. Chalker
• \"lat10n Operations ............... ~ .........................•....... Lieut. C. B. Olsen
Aviation )latericl. ............................................. Lieut. G. H. Bowerman,
. Chief Machinist\\". R. Kenly
-~·~~tion Finance ............................................. Pay Clerk C. F. Erickson
~t;n!fr .Ae~onautical Engineer ...................................•...•..... H. S. Cocklin
1\'1 Engmeer ............. ~ ....................................•.•... E. L. i\IcGandy
Coast Guard Air Stations

~alem, :.\Ias~chusetts .................................... Lieut. Comm~der F. A. Leamy
Chpe :.\lay, Xew Jersey .............................................. L1eut. R. L. Burke
arleston, South Carolina .............................. Lieut. Commander W. J. Kossler
:.\Iiami, Florida .......................................... Commander C. C. von Paulsen
~~-Petersburg, Florida ............................................. Lieut. W. A. Burton
iloxi, :.\Iississippi. ...................................... Lieut. Commander R. L. Raney
San Diego. California .............................................. Lieut. S.C. Linholm
Port Angeles, Washington ............................................. Lieut. C. F. Edge
Coast Guard Air Patrol Detachment

Del Rio, Texas .................................... Lieutenant Commander X. i\1. Xelson
Inspectors of Coast Guard Aircraft

Lieut. W. S. Anderson Chief Machinist F. F. Crump Chief Carpenter 0. G. Tobiason
U. S. FOREST SERVICE
DEPARTMENT OF AGRICULTURE
Washington, D. C.
Henry A. Wallace, Secretary of Agriculture
Chief of the Forest Service: F. A. Silcox
Northern Region .....••..••......•.............. Headquarters: Missoula, Mont.
Evan W. Kelley, Regional Forester
Rocky Mountain Region ..•...................... Headquarters: De~ver, Colo.
Allen S. Peck, Reg1onal Forester
Southwestern Region ............................ Headquarters: Albuquerq?e, N. M.
Frank C. W. Pooler, Reg10nal Forester
Intermountain Region .•••.....................•. Headquarters: Ogdel!, Utah
R. H. Rutledge, Reg1onal Forester
California Region ..•••••••....•...•..........•.. Headquarters: San Francisco, Calif.
S. B. Show, Regional Forester
North Pacific Region ...........................• Headquarters: Portland, Oregon
C. J. Buck, Regional Forester
Eastern Region .•.•.•....•..•.•.•.•...••.•..••.. Headquarters: Washington, D. C.
R. M. Evans, Regional Forester
Southern Region .•......•.••.........•.......... Headquarters: Atlanta, Ga.
Joseph C. Kircher, Regional Forester
North Central Region ....•.•..........•.......•. Headquarters: Milwaukee, Wis.
Alaska Region ....•••.................•...•..... Headquarters: Juneau, Alaska
Charles H. Flory. Regional Forester
AERONAUTI CAL DIRECTORY
POST OFFICE DEPARTMENT AIR MAIL SERVICE

Washington, D. C.
Postmaster General. .. ... .... . ........ .. .. .. .. ...... . . . . . ... ..... .... . J ames A. Farley
Second Assistan t Postmaster General. . .. ... .. ... . .. ... ..... ..... . .. .. .. . . Ha rll ee Bran ch
Deputy Second Assistant Postmaster Genera l. ....... . .... . . .. . . .. . .. . ...... . . . J . \V. Cole
General Superintendent, Air and Railway Mail Service . .. . . . ... . ... ...... . .. . . . S. A. Cisler
Superintendent, Air Mail Servi ce .. . .......... ...... . .. . . .. . . ..... . .. Cba.rl es P. Graclcli ck
Assistant Superintendent, Air Ma il Servi ce .. ... .. . . . ... . . . ..... . . . . ..... . . ]. \V. Sulberin
]. A. Cruickshank, Assistan t Superintendent . . ... .. . ..... . . .. ... . .. . . .. . New York, N . Y.
R. E . Pollard, Assistant Superintend en t. . . ... ... .. . . ... ... . .... .. ......... . . Chicago, Ill.
A. 0 . Wi lloughby, Assistant Superi ntendent. .. ..... . .. .. .. .. .... . .... Sa n Francisco, Calif.
Alva Sole, Assistant Supe ri ntenden t . . ... . .................. . ... . ...... . Fort Worth, Tex.
Ben H . Lockett, Assistant Superin tend en t. ............................... .. . Atlanta, Ga.
· J. E. Lamiell, D irecto r, Division of International Pos tal Service (Foreign Air Mail)
U. S. WEATHER BUREAU
DEPARTMENT OF AGRICULTURE
\Vashington , D. C.
Henry A. Wallace, Secretary of Agriculture
Chief ...... . . ... . .. . . ....... . .. ... ....................... ....... . ... Wi llis Ray Gregg
Assistant Chief .................. .. . .. .... . .... . ............... . ...... Charles C. Cla rk
Chief, Di vision of Business Admini stration . . . . ......... . .... . ... . ......... Wi ll iam Webe r
Aerological Division
Chief. . ....... .... .... .... . .... . . ..... .. . ... . . . ...... ... .......... .. Delbert M . Little
Assistant. . .. ... ..... . .... ... ..... . .... . ........ ... ..... ...... ...... Leroy T . Samuels
Airways . ..... . ... ....... ... . . ....... . . . . . . .... ... . ...... . . ... ..... . ... Paul A. :Mill er
In Charge South Washin gto n Airport Station .. . . ... . . .. ... . ...... ... .. .. Euge ne M. Barto
Forecast Division
Chief. .. ... .. .. . ..... .. . ...... . . ... . .... .................. ... . ...... E dgar B. Calver t
Assistant ..... . .. ... .. . .. . . . . . . .... .. . .. . .. . . . . . .. . ... ... ... .. . ... . T homas R. Brooks
District Forecasting
District Forecaster ... .. . ........ . ............. ... ........... ... . ... Charles L . Mitchell
District Forecaster. . .. . . .. ....... .. ....... .. ... .. .. . ... .. ... ... . R. Hanson Weightm an
Instrument Division
Chief . ............. ... .. . . .. ... . ..... . ...................... ..... . Benjamin C. Kadel
Assistant ... ..... . .. ... ........ ... ..... . .. ............ . ...... .. ........ Roy N. Covert
Library
Chief. .. .. ... .... . ... ... . . . ... ...... . ... .. .. . .... . . . ........... . . .. Richmond T. Zoch
Field Organization-District Forecasting

Chicago ..................... . ..... . .............. . . ... .. ........ . . . Charles A. Donne!
Denver ... . .. .. . ... . .... .. ..... ..... . ... ... .. .. ..... . ...... . .. ... ... Julius M. Sherier
Jacksonville .. ... .. ..... ..... ... ..... . ... .......... ..... ... ....... . . \.Yalter J. Bennett
New Orleans .... .. ... . .. . . ... . ..... .. .. . .. ... . .. .. .. . .. . ... ..... Willard F. :McDonald
San Francisco ............ ...... ........ . . .. . .. . ..................... Edward H. Bowie
~~- -------
ERON T I C \ L DIRECTORY
U. S. WEATHER BUREAU ( ontinued)
General Supervising Airway Stations
(Si.'l:-hourly Airway Forecast Centers)
~~i-~~~·.·.·.·.·.·.·.·:.·.·.·.·.·.·.·.·.·.·::." ..."."."." .. .".".".".·::.·:.·.·: . .":.· .·." ." ."."." ." ." ." .. .".· ." ." ." . ." .\i~~e~[W.cJ~
D:Ueland ..... .. ..... .. . .. .. . . ... . . ..... . . . . . . .. . ........... .. .... Clarence G. Andrus
Kan~~ City: : : :: : : ::: :: :::: :: : :: : : : ::: :: :::::::::::::: : : : : ::: : ::::: :i!:Slf!f:~~~~~
Los Angeles (Burba nk) ...... .. ... .. . . .. . ... . . . . . . ... .. .. ... . . . . .... . Geo rge M. French
New York (Newark) . . . . . .. . ... . ........ .. ... .. ..... . . ... .... ... ... ... . Homer W. Ball
Portland, Ore . . ....... . . . ..... ... . .......... . .. . . . . ... . .. ... . .. . . . ..... Julius C. Smith
alt L ake City . . ...... . ... ......... . ... . . .. . . .... ..... . . ... . . . .... Harry M. Hightman
San Francisco (Oakland) ... . . ... .. . ..... .. ...... . . . ... . .. ..... ... . ...... . J ohn A. Riley
CONGRESSIONAL COMMITTEES
INTERESTED IN AVIATION
Sta nding Committees of the 75th Congress 1st ession, 1937
Senate
Appropriations
Ca rter Gl ass ( hairman) (D)
Kenneth M cKell a r (D) William Gibbs McAdoo (D)
R oyal S. Copeland (D) Harry . Truman (D )
Ca rl Hayden (D ) F . Ryan Duffy (D )
E lm er Thomas (D ) Edwa rd R. Burke (D )
James F. By rn es (D ) Herb rt E. Ilitcbcock (D )
:\lilla rd E. T ydings (D ) Theodore F. Green (D )
Rid1a rd B. Ru ssell , Jr. (D) Frederick Hale (R )
Alva B. Ad a ms (D ) Gerald P. Nye (R )
Patri ck ·M cCarran (D ) F red erick Stei11·er (R)
J ohn H. Overton (D) J ohn G. Town end, Jr. (R)
J ohn H. Bankhead (D ) H. Styles Bridges (R)
J osep h C . O'l\'lahoney (D)
Interstate Commerce
Bu rto n K. \\ heeler ( hai rman ) (D)
E ll ison D. Smith (D ) herman l\•I inton (D)
Robert F . Wagner (D ) \ . Harry Moore (D)
Alben \V . Barklev (D ) Harry . Truman (D )
:rvL M . Neely - (D) C. 0. Andrews (D)
Wi lli am H. Die teri ch (D ) E dwin C. Johnso n (D)
August i11e Lonerga n (D) H . H. Schwa rtz (D)
F red H. Brown (D ) Wall ace H. Wh.ite, Jr. (R)
Homer T. Bone (D) J a mes J. Davis (R)
Vk Donahey (D ) ·warren R. Austin (R)
Henrik Shi pstead (FL)
Military Affairs
Mo rri s Sheppard (chai rman) (D )
Hugo L. Black (D) E dwin C. J olmson (D)
J. Hamilton Lewis (D) Josh Lee (D)
M. IVI. Logan (D) Harry H . Schwartz (D)
Robert R. Reynolds (D) Ernest L undeen (FL)
Nathan L. Bachman (D ) Warren R . Austin (R)
E lbert D. Thomas (D) Gerald P. Nyc (R)
Sherman M in ton (D) H . Styles Bridges (R)
Claude Pepper (D) Henry Cabot Lodge, Jr. (R)
INTERESTED IN AVIATION (Continued)
Naval Affairs
Da\"id I. Walsh (chairman) (D)
l\Iillard E. Tydings (D) Peter G. Gerry (D)
Ellison D. Smith (D) Rush D. Holt (D)
George McGill (D) C. 0. Andrews (D)
Richard B. Russell, Jr. (J)) (;uy l\l. Gillette (D)
Homer T. Bone (D) Frederick Hale (R)
Harry Flood Byrd (!J) James J. Davis (R)
William H. Dieterich (D) I liram \V. Johnson (R)
Fred H. Brown (D) Ernest\\". Gibson (R)
Post Office and Post Roads

Kenneth McKeller (chairman) (D)
Carl Hayden (D) Rush D. Holt (D)
Josiah William Bailey (IJ) Allen J. Ellender (D)
\V. J. Bulow (J)) Theodore F. Green (D)
James F. Byrnes (D) Ernest Lundeen (FL)
M. M. Logan (D) Lynn J. Frazier (R)
Fred I-I. Brown (I)) Robert l\L La Follette, Jr. (P)
Joseph C. O'Mahoney (D) Ernest W. Gibson (R)
James E. Murray (D) I l. Styles Bridges (R)
Dennis Chavez (IJ)
House of Representatives
Appropriations
James P. Buchanan (chairman) (D)
Edward T. Taylor (D) Millard F. Caldwell (D)
Clarence Cannon (D) David D. Terry (D)
Clifton A. Woodrum (D) John M. Houston (D)
John J. Boylan (D) John P. Higgins (D)
Louis Ludlow (D) ]. Burwood Daly (D)
Thomas S. McMillan (D) Joe Starnes (D)
Malcom C. Tarver (D) Ross A. Collins (D)
Jed Johnson (D) Charles I-I. Leavy (D)
J. Buell Snyder (D) John Tabor (R)
William B. Umstead (D) Robert L. Bacon (R)
William R. Thorn (D) Richard B. Wigglesworth (R)
John F. Dockwciler (D) \V. P. Lambertson (R)
James McAndrews (D) D. Lane Powers (R)
Emmet O'Neal (D) J. William Ditter (R)
George W. Johnson (])) Albert E. Carter (R)
James G. Scrugham (D) Robert F. Rich (R)
James M. Fitzpatrick (])) Charles A. Plumley (R)
Louis C. Rabaut (D) Everett l\I. Dirksen (R)
Joachim 0_ Fernandez (D) Fred L. Engel (R)
Interstate and Foreign Commerce

Clarence F. Lea (chairman) (D)
Robert Crosser (D) Henry Ellenbogen (D)
Alfred L. Bulwinklc (D) Herron Pearson (D)
Virgil Chapman (D) Jerry J. O'Connell (D)
Paul H. Maloney (D) (;eorge B. Kelly (D)
William P. Cole, Jr. (D) Lyle H. Boren (D)
Samuel B. Pettengill (D) Gardner R. Withrow (P)
Edward A. Kelly (D) Carl E. Mapes (R)
Edward A. Kenney (D) Charles A. Wolverton (R)
George G. Sadowski (D) James Wolfenden (R)
John A. Martin (D) Pehr G. Holmes (R)
Edward C. Eicher (D) B. Carroll Reece (R)
Theodore A. Peyser (D) James \V. Wadsworth (R)
Thomas J. O'Brien (D) Charles A. Halleck (R)
E R ONA T I C L DIRECTOR
INTERESTED IN AVIATION ( Continued)
M ilitary Affairs
Li ster Hill (chai rman) (D )
\ nd rew J. May ) G. Hey-wa rd Ma hon, Jr. (D )
R. E wing Thom aso n (D ) C. Ar bur Anderson (D )
D ow \ V. Ha r ter (D ) tephcn Pace (D )
C ha rl es I. F addis (])) Overton Brooks (D)
la rencc \ V. Tmncr (D ) P a ul J. Kva.le (FL}
And rew Ed miston (D) \\ al ter G. Andrews (R )
Ed win M . chac fer (D ) D ewey ~ h o r t (R )
J . J ose ph Sm ith ( } Leslie C. Arends (R )
.\[atthcw J . .\Ierritt (0 ) ba.rles R. Cl a.."'n (R}
Maury :\l avcri ck (D) Albert G. R utherford (R}
F ra n k J . G. Do rsey (D ) J . I>a.rnell T homas (R }
J ohn ?I'L Costell o (D ) :amuel \\ . Ki ng (R )
J . .\ fa rk \\' ilcox (D )
Naval Affa i rs
Ca rl \ ' inson (chairma n) (D)
Pa l ri k H enry D rewn· (D ) J o eph E. asey (D )
.' tephen \\' . Ga m briLI - (D ) M ichael J. tack (D )
J o hn J . D elanev (D ) Alired 2'1 . Ph illi ps, Jr. (D )
F rank C . Kni flln (D ) \ arren G. Magnuson (D )
Patri ck J . Boland (D ) Norman R . H ami lton (D)
L eo na rd W . Schu etz (D ) Char les D. l\•I i llar d (R }
\V iLi ia m H . Sutphi n (D) r-Ieh·in J. Maas (R}
J osep h B . hannon (D) Ral ph E. Ch urch (R)
J oh n J. M cG rat h (D ) james \V . Mo tt (R )
\V. D . McF a rl an e (D ) R<dph 0 . Brewster (R )
J ohn :\'L O'Co nnell (D ) F red L . Crawford (R )
B y ron N. Scott ( D) \V. terli ng Cole (R )
amuel W. K ing (R )
P os t O ffice and P os t Ro a ds
J ames l\L 'M ead (ch ai rman) (D )
lviiJton A. Romju c (D ) J oe Hendri cks (D )
Harry L . H a ines (D ) Noble J . Gregory (D )
Thom as G. Bur ch (D ) Donald L. O'Toole (D )
i\Iartin L. Sweeney (D ) J ohn Luecke (D )
J ohn C. T ay lor (D ) Hugh M .lligney (D )
F red H . Hi ld ebrandt (D ) Fred A. H artley, J r. (R }
Wi lliam A. Ashbrook (D ) Bertrand W. Gearhart (R)
Ar thur W. M it chell (D ) Fra nk Carlson (R)
H enry C. Lu ckey (D ) E . H a rold Cluett (R)
B. Fra nk Whe lchel (D ) Noah M . Mason (R )
(D ) P aul W . Shafer (R)
Edward W . Pat t erson
!\ im e J . Fo rand (D ) Arthur B . J enks (R)
490 AERONA "TICA L DIE ECT ORY
DIPLOMATIC SERVICE TO THE UNITED STATES

The following foreign aeronautical representati ves may be addressed at their respective
embassies in Washington, D. C., or as indicated.
Argentina ... . . ..... Command er H ora cio M. Smith , N a va l Atta ch e.

Belgium. . . .. ..... Count R obert va n der Straten-Ponth oz, Am bassador E . and P.
Bolivia .. . .. .. . . . .. . 1-fon. Guill ermo Al borla, Con sul , 90 Broa d St. , New York , N . Y.
Brazil. . .. .. .. . . .. . . Comma nd er Oscar F . Co utinho, Nava l Attache.
Bulgaria. . .. Mr. C. Bear, Consul.
Canada . .... .. .... . ]'vir. M erchant JVI. J'vfa honey, First Secreta ry .
Chi le .. . . .. . . .. .. .. Se nor D on F ernando ]Ila nes Benitez, eco nd ecreta ry.
China .. ....... . . . . . Mr. Zaung teh In g, Co un sel or of Legation.
Colombia .... . . . . . . . Commercial Attache.
Costa Ri ca . . .. .. . . . Senor Don Ri ca rdo Cas tro- Beec he, i\•1inistcr Res ide nt.
Cuba ........... ... Secretary of Lega ti on.
Czechoslovak ia . ... .. Mr. Josef Ne mecek, Counselor of Legation.
Denmark . .. . .M r. Otto Wad sted, E . E. and M.P.
Egypt... . . . . . . Mr. M. Amin e Yousse f, i\linister.
El Salvador. ... . .. Senor Dr. Don Hector David Cas tro, E. E. and M . P .
Finland. . . . . Dr. Sigurd von N umcrs, Secretary of Legation.
France. . . ... . . . M ajor Norbert Champsaur, Air Atta che.
Germany ........... Lt. General Friedri ch von Boetti cher, Air and Military Attache.
Great Britain . ...... Group Captain T. E. B . Howe, Air Atta che.
Greece .. . . . ... . . . . . M r. Nicholas G. Le ly, Counselor of Legati on.
Guatemala . .. . . . . . . Senor Dr. Don Enrique L6pez-H errate, First Secreta ry.
H onduras . .. .. . . .. . Senor Dr. Don Julian R . Ca ceres, First Secretary and Charge d ' i\ffaires
ad interim.
Hungary ...... . . . .. Mr. Anthony de Bal<\zy, Counse lor of Legat ion.
Irish Free State ... .. Mr. Robert Brennan, Secretary of Legation .
Italy . . ............ . Colonel Vincenzo Coppola, Air and Military Atta che.
Japan . . ........ . . .. Commander K . Miura , Assista nt Naval Atta che.
Lithuania ... . . .. . . . Secretary of Legation.
Mexico .. . .. . .. .. . . . Senor Dr. Don Francisco Castillo N ajera, Ambassador E. a nd P.
Netherlands . . . . .... Jonkheer H. M. van der \Vyck, Secreta ry of Legation.
Norway . ..... .. .. . . M r. Francis Irge ns, Secretary of Legation .
Panama ..... . . . .... Mr. C. de Ia Guardia, Secretary of Legation.
Peru . .. . .. . ... .. .. . Commander Althaua, Naval Attache.
Poland . ..... . . . .. .. Mr. Edward Kulikowski, Secretary of Legation.
Portugal. ... . .... . . Mr. Joao de Deus Ramos, Secretary of Legation.
Roumania ..... . ... . Mr. George Boncesco, Financial Counselor of Legation.
Siam .. . ............ Phya Abhibal Rajamaitri, E. E. and M.P.
South Africa ... . . . . . Mr. Barry Lambooy, Commercial Attache.
Spain . ... .. ... . .. .. Senor Don Enrique de Ia Casa, Charge d'Affaires.
Sweden .. . . .. . ..... Mr. Per Wi jkman, Commercial Counselor of Legation.
Switzerland .. . .. .... Mr. Edward Feer, Counselor of Legation.
Turkey ............. Mehmet Mtinir Ertegiin, Ambassador.
U. S. S. R . . ... . .... Colonel Vladimir Begunov, M ilitary Attache.
Uruguay . . . . .. . . . . . M r . J. Richling, E. E . and M. P.
Venezuela ... . . . . ... M r . A. Lares, Secretary of Legation.
Yugoslavia . .. .. . ... Mr. Rastka Petrovich, Secretary of Legation.
E R NA -TICAL DIRECTORY 49I
STATE AVIATION OFFICIALS

Alabama State Aviation Commission.
Theodore wann, Cha.irrnan, 930 Brown-Marx Bldg., Birmingham
:\R tZONA : N o aeronau t ical regulato ry body.
(Arizo na Corporation Comm ission , Charles R. Howe, Chairman,
Phoenix, has jurisdiction over aircraft common carriers.)
A RKA.,- ;SAS : No aeronauti cal regulatory body.
CALrroRNlA : No ae ronau tical regul atory body.
CoLORADO : No aeron autical reg ulatory body.
( orne control exercised by olomdo Publi c tilities Commission
and Neil \\ .Kimball, Adjutant General of Colorado, State Mu-
se um Bldg. , D enver.)
CO :VN"ECT !CUT: Departmen t of \ erona uti cs
Charles L. l\'I orris, Commissioner of Aero nautics, P. 0. Box 537,
Hartford.
DELAWAR E : No aeronautical regulatory body.
FLORIDA: No aeron autical regulatory body.
(Promotion work is under the direction of the State Road Depart-
men t. )
G EORG IA: No aeronautical regulatory body.
ID AHO: Department of Public Works
William R. Graham, Director of Aeronautics, Boise.
TL.L l NO rs: Hlinois Aeronauti cs Commission
L. P. Bo nfoey, Chairman, Quincy.
(Illinois omro erce Commission, 1 N. La Salle t. , Chicago, has
jurisdiction over common carri age.)
I!>""DIAN A: No aeronautical regu latory body.
Iowa Aeronauti cs Co=ission

Lt. Col. Charles \\. Gatschet, Chairman, Des Moines.
KANSAS: No aeronautical regula tory body.
K ENTUCKY : Division of Aviation, Military Departmen t of Kentucky,

Frankfort.
LOUIS IANA : Louisiana Aeron aut ics Commission,
D. 0. Langs taff, Chairman, New Orleans.
MAINE: Office of Secretary of Sta te

Secretary of State, Sta te House, Augusta.
MARYLAND: Maryland Aviation Commission

Dr. Hugh H. Young, Chairman, Stewart Bldg., Baltimore.
MASSACHUSETTS: Registrar of Motor Vehicles

Frank A. Goodwin, Registrar, Ioo N ashua St., Boston.
MICHIGAN: Michigan Board of Aeronauti~

William B. Mayo, Cha1rman, 2 272 First N ational Bank Bldg.,
Detroit.
MINNESOTA : Minnesota Aeronautics Commission

Major Ray S. Miller, Chairman, Athletic Club, St. Paul.
492 AERONAO TI "A r DIRECTOh Y
STATE AVIATION OFFICIALS (Co ntinu ed)

MISSISSIPPI: No aerona utica l reg ul a tory body .
MISSOURI: N o ae ron autical reg ulatory body .
MONTANA: M onta na Aeron a uti cs Commission

Fred B. Sheriff, Commissioner, H elena. (Promotion work only. )
NEBRASKA: Nebraska Aeronauti cs Commiss ion

Clinton J. Campbell, Cha irma n, 1523 Sharp Bldg. , Lin coln .
NEVADA: N o aerona uti cal reg ula tory body.

(Nevad a Public Service Commiss ion, H a rl ey A. H a rm on, Cha irm an
Carson City , has jurisdi ction over air cra ft co mm on ca rri ers.)
NEW HAMPSHIR E: N ew H a mpshire PubLic Service Commission

N elson Lee Smith, Cha irm a n, Concord .
N EW J ERSEY: New Jersey Department of Aviation

Gill Robb Wil son, State Director of Avi a tion , Trenton.
NEw MEx ico: State Corporation Commission

Don R. Casados, Chairman, Santa Fe.
N Ew YORK: No reg ulatory body .
NORTH CAROLI NA: No aeronautical regulatory body.
NORTH DAKOTA : No aeronautical regulatory body.

(Board of Railroad Commissioners, Ben C. La rkin, Presiden t, Bis-
marck, has limited re]ugatory powers.)
OHIO: State Bureau of Aeronautics

Columbus.
OKLAHOMA: Oklahoma State Highway Commission

J. M. Gentry, Member-Secretary and Sta te Aircraft Office r, Sta te
Capitol, Oklahoma City.
OREGON: Oregon State Board of Aerona uti cs

Dr. R aymond R . Sta ub , Cha irman, 61 9 Lumberm ens Bldg., Po rtland .
PENNSYLVANIA: D epartment of Revenue, Division of Aeronautics

Cammy Vinet, Chief of Aeronautics, Harrisburg
RHODE ISLAND: Department of Public Works, Division of State Airports

Daniel J. Kiely, State Office Bldg., Providence.
SoUTH CAROLINA: South Carolina Aeronautics Commission

J. P. Williamson, Chairman, Greenville.
SOUTH DAKOTA: South Dakota Aeronautics Commission

T. B. Roberts, Jr., Chairman, Pierre.
TENNESSEE: State Aeronautics Commission

Briggs Smith, Chairman, N ashville.
T EXAS : No aeronautical regulatory body.
UTAH: No aeronautical regulatory body.

AERONAUTICAL DIRECTORY 493
STATE AVIATION OFFICIALS (Continued)
V£RMOST: Motor Vehicle Department
Murdock A. Campbell, Co=issioner of Vehicles, Montpelier.
VIRGINIA: State Corporation Co=ission
R. E. ~tecle, Director of Aviation, Richmond.
WAsmNGTox: Washington State Patrol, William Cole, Chief, Olympia.
WEST VIRGI:-."'A: West Virginia Board of Aeronautics

David 1\I. Giltinan, Acting Chairman, Charleston.
WISCONSIN: No aeronautical regulatory body.
\VYOWN"G: No aeronautical regulatory body.
AERONAUTICAL MAGAZINES OF THE UNITED STATES
AERO DIGEST 515 Madison Avenue, New York, N. Y.
AIR LAW REVIEW \\'ashinj;(ton Square East, New York,

N.Y.
AIR LIXE PILOT 3145 W. 63rd Street, Chicago, Ill.
A \'I.\TION 330 W. 42nd St., New York, N.Y.
JOCRNAL OF AIR LAW 35i E. Chicago A,·enue, Chicago, Ill.
JOCRNAL OF THE AERONAVTICAL 30 Rockefeller Plaza, New York, N.Y.

SCIENCES
MODEL AIRPL\NE NEWS 551 Fifth Avenue, New York, N. Y.
NATIONAL AERONAUTIC MAGAZINE Dupont Circle, Washington, D. C.
OFFICIAL AVIATION GlTIDE OF THE 60S S. Dearborn Street, Chicago, Ill.

AIRWAYS
PILOT Grand Central Air Temtinal, Glendale,
Calif.
POPULAR AVIATION 608 S. Dearborn Street, Chicago, III.
SOUTHERN FLIGHT Ledger Building, Fort Worth, Tex.
SPORTSMAN PILOT 515 Madison Avenue, New York, N. Y.
U. S. AIR SERVICES Transportation Iluilding, \Vashington,

D. C.
\VESTERN FLYING 4:?0 South San Pedro Street, Los Angeles,

Calif.
494 AERO TA . TICAL DIRECT ORY
WILCOX AIR DEFENSE LAW OF 1935

[PunLrc- ' o. 263-74TH Co:<GREs s J [H . R . 70221
A N ACT
To authorize the selection, construction, inst all ation , a nd mod ificat ion of permane nt st atio ns and
depots for the Army Air Corps a nd fro ntier a ir-defen se bases genera ll y .
Bt it tnacltd by lht Smatt a11d Hou st of RtPrtswtativts of tht U11ilcd Statts of .4m.rica ;,.
Con grtss asumbltd, That the Secreta ry of "I'V a r is hereby a u tho ri zed a nd d irected to de te rm ine
in all stra tegic a reas of the United Sta tes, inclu d ing t hose of Alas ka and o u r overseas possessions
and holdings , the location of such additional perma nen t A ir Corps s ta t ions nne! depots as he
deems essential, in connectio n with t he e' isti ng Air Corps stations and de J2ots a nd the en la rge -
ment of the same when necessa ry , for t he effe ctive peacetime t ra ini ng of t he Gene ral H ead q ua rters
Air Force and the Air Corps compon ents o f our o ve rseas garrisons. In d ete rmining the locat io ns
of new stations a nd depots, conside ra tion shall be given t o t he followin g re[! io ns fo r t h e respect ive
purposes indicated: (1) The Atla n t ic Northeast -to p rovide for t ra in ing m cold weathe r a nd in
fog; (2) the Atla ntic Southeast a nd Ca rib bean a reas - to permit tra inin g in long-range ope ra t ions ,
especially those incident to rein forci ng the P a n a m a C a nal; (3) the Southeas t ern S tates- to p ro -
vide a depot essential to the m a intena nce of the G eneral H eadqua rters Air Fo rce; (4) the Pac ifi c
Northwest-to establish and maintain a ir communi cation with Al as ka; (5) Alaska-for train ing
under conditions of extreme cold; (6) th e R ocky M ounta in area- to provid e a d epo t essenti al to
the m a intenance of the General H eadqua rters Air F orce, a nd t o a fford , in add it ion , opportun it y
for training in operations from fields in high altit ud es; a nd (7) such int enned iate st..'ltions as will
provide for tra nscontinental movemen t s incident to t he concent ration of the Gene ral H ead q ua r ters
Air Force for maneuvers.
In the selection of sites for new penn a nent Air Corps sta tions a nd d epot s a nd in the d e te r-
mination of the existing stations and depots to be e nla rged a nd/or altered , the Secre ta ry of \Va r
shall give consideration to the following requirements :
First. The stations shall be suitably located to form the nucle us of the set-u p for concen t ra -
tions of General Headquarters Air Force units in war and to pennit, in peace, tra ining and effec -
tive planning, by responsible personnel in each strateg ic area, fo r the u t iliza t ion a nd expa nsio n
in war, of commercial, municipal, and priva te flying inst all a tions.
Second. In each strategic area deemed necessary, there shall be provided adequa te sto rage
facilities for munitions and other essentials to facil it a te effective movem ents . co ncentra t io ns ,
maintenance, and operations of the General Headqu arters Air Force in peace a nd in war .
Third. The stations and depots shall be located with a view to a fford ing the m aximu m wa rn -
ing against surprise attack by enemy aircraft upon our o wn avia tion a nd its esse ntia l ins ta ll at io ns ,
consistent with maintaining, in connection with existing or contempla ted additional la nd ing
fields, the full power of the General Headquarters Air Force for such close a nd dist a nt ope rations
over land and sea as may be required in the defense of the con t inental United States a nd in t he
defense and the reinforceme nt of our ove rseas possessions a nd holdings .
Fourth. The number of stations and depots shall be limited to those essent ial to the fo re-
going purposes.
SEc. 2. To accomplish the purposes of this Act, the Secreta ry of War is authorized t o a cce p t .
on behalf of the United Sta tes, free of encumbrances and without cost to t he Un ited States , th e
title in fee simple to such land s as he m a y deem necessar y or d esira ble for new pe rma ne n t Ai r
Corps stations a nd depots a nd/or the e xtension of or a ddition t n existing Air Co rps statio ns o r
depots; or, with the written a pproval of the President, to excha n ge for such la nds existing m ili-
tary reservations or portions thereof; or, if it be found impractica ble t o secure t he necessar y land s
by either of these methods, to purchase the same b y agreem ent or through conde mnat ion pro -
ceedings.
SEC. 3. The Secretary of War is further authorized a nd directed to construct, inst all, a nd
equip, or complete the construction, installation, and equipment, inclusive of bomb -p roof p ro-
tection as required, at each of said sta tions and depots, such buildings a nd utilities , technica l
buildings and utilities, landing fields and mats, and all utilities a nd appurte na nces thereto , am -
munition storage, fuel and oil storage and distribution systems therefor, road s, walks , apro ns,
docks, runways, sewer, water, power, station and aerodrome lighting, telephone and signal com-
munications, and other esse ntials, including the necessary grading a nd rem oval or rem odeling of
existing structures and inst allations. He is a uthorized, also, to direct the necessar y tra nsporta-
tion of personnel, and purchase, renovation, and transportation of materials, as in his judgme nt
may be required to carry out the purposes of this Act. The Secreta ry of W a r is furth e r a ut horized
to acquire by gift, purchase, lease, or otherwise, at such locations as may be des ira ble, such b omb-
ing and machine-gun ranges as may be required for the proper practice and training of t actica l units.
SEc. 4. There is hereby authorized to be appropria ted, out of any money in the Treasury of
the United States not otherwise appropria ted, such sums of money as may be necessary, t o be
expended under the direction of the Secret ary of W a r for the purposes of this Act, including t he
expenses incident to the necessary surveys, which appropriation shall continue available until
expended: Provided, That the provisions of section 1136, Revised Statutes (U.S.C., title 10, pa r.
1339), shall not apply to the construction of the aforesaid stations and depots.
Approved, August 12, 1935.
AERON TI . L DIRECTORY 495
AIR MAIL ACT OF 1934
As rune nded b y H. R . 6511
Sig ned b y t he President August 14, 1935
It alics oro amclld meTJiS of 1936
Be it e nac ted b y the Sen a te and House of Rep resen tatives of t he United States of America
in Congress <lSsemblcd , Th a t t h e Act of April 29, 1930 (46 S tat. 259, 260; U .S .C ., Supp. VU,
title 39 , s ees . 464, 465c, 465d , and 465f) , and the sections a.:ne oded thereby a re hereby repealed .
SECT} ON~ - (a) EffC;ct ive j uly 1, 1934 , the r:~te of postage on air m ai l sha il be 6 cents for each
o unce or tr:~ct10n th erea t.
(b) When used in this Act-
. (1) -r:h e t.erm "'a ir m a il" mea ns mail of an y class prepa id a t t he rate of postage prescribed
10 s ubs ect 1on (a) of this sectio n.
(2) The term " p e rson" includes a n indiv·idual , partnership, association or corpora t ion.
(3) T he term "pilot" includes copilot .
. S ECTI ON 3._ (a ) The Postmosltr Gmuol is o r<lh ori~ed to award contracts fo r tire transportation
of O IT ma 1l by a~ r p!o11e belw etll sue/: poiuls as he m ay dcsigt:ote. a11d. f or i11itial periods of not exceedi 11 g
thra y ea rs, to the lowest rcspo11sible bidders tmderi11 g sufficient guaro 11ty for faitiJ/ILl perfomw ~:ce in
accordo t:ce WJtl: the terms of the aduertisemont at fix ed rates per airplane-mile: Prrnided, That ,uhere
the P ostmaster Gwerol holds that o low bidder is 110! resPOIISible or qualifi ed n 11der this A ct, such bidder
shall h~ u~ the rs ght to appea l to the Comptroller Gmcrat, who shall speedily determi11e the issue, and
h1s dcCI-St '?" shall be fi uol: .Provided fur ther, Th at th e base rol e of pay which may be bid alld accepted
"' award111g sue!: COil tracts shall i>1 IJO ca se es ceed 83 1/8 ce>Jts per airplalle-mile !or transportin g a
marl loa d rwt <xccedin g thru hundrtd po ~tn ds . .Pay mml. for trans portation shall be a/ the base rate
fixed 1n /he contract for th e fi rst three IHw drtd porw ds of m ail or fra ction thereof plus o>Je-tenth of such
bas e rate fo r each additio nal o>Je /wr:drtd pozwd.s of mail or f ractior: th ereof, computed at the eud of eacl:
calendar month on the basis of the aueragt mail load c:nrried per mile over the rou tt during such mo·n th
"'capt that in no case shall paymwt e.<eeed 40 cwts per ai·rpla ne-mile . '
(b) No contra ct or interest the rein shall be sold , assigned , or transferred by the person to
whom such contra ct is awarded, to an y other p erson 'iV-ithout the _a pproval of the Postmaster
Genera l ; and upon a n y such tra nsfer without such a pproval, the ongmal C<?ntract, as well as such
transfer, shall a t the option of the Postmaster General become null and v01d .
. (c) lf, in the o pi11ion of the .Postm aster Gweral, the public i11terest requ ires_ it, he may grant ex-
tensr 011S of any ro~tle: Provided T ha t the aggregate m 1leage of all such extt11SIOns on any rouie in
effect at one time shaU rwt exceed t1uo hzwdred and fi ftJ' miles, and /hat the rate of pay f or such exten-
s ions sha ll !lOt be in excess of th e rat< per mile fi xed for the service tl: us exter:ded.
(d) The. Postmaster Geueral may dosignate certai11 rout~s as Primary o~ as secondar1 routes.
l-It shall deszg1zate as prim ary routes at least three Jrmz.scmilnJ ental routes '2.U11h such termu:i as he
11zay d eem advisable , and, in addition th ereto, su e/; other rouJes as he may consider i11 lh e Public 1.1Jler·
est , but 110 ronte less than set1en J:zw dred and fifty miles i>1 l.mgth shall be designated as a prim ary route:
Provided, That the prese>Jt routes from Seallle to San Diego a >~ dfr om N e:uark (or New York, as th e case
ma)• be) to rlf10mi, Florida, may be held and regarded as other than Pr<mary routes: P rov1ded further,
Tha t the So~tthen• Transconti!lental Route f rom B oston v 10 New . York (or Newa rk , as the case may
be) _a nd H fash ington to L os A!lgtles. shall be d";Signated as a. Prim ary route; The ~haracter ofe th
des 1gnat10? of such routes sh a ll be published m the a dverttsements for b1ds, which btds m ay be
a sked for m whole or in part of such routes.
(e) If on any route only one b id is received, or if the ~ids received appear to the Postmaster
G e ner~l to be excessive, he shall either reject them or subm1t the same t o the Interstate Commerce
CommJsston for its direction in the p remises before awarding the contract.
(f) The .Postmaster Geueral shall rzot award coutracts for air-mail ro11tes or extmd such routt s
i11 excess of a" aggregate of thirty-two thousa 11d miles, a11d shall 110t pay for ai~-•!•ail t~arrsportat ia n
on. s:uch ro utes and extensions in excess oj an annual agg~egatt of forty...jive 11ulhon asrP}ane-mzles.
S 11b;ect t'? the foregoin g, the .Postmaster Ge·n cral shall prescn be the 1lzt.'llber. 011d f.requ~"CY Of schedules,
"'termedrate regular stops, a>Jd l ime of dep artll rt of all pl.ar<es carry m g orr ma ll, w•th duo rega rd for
tlzc volume of 11za il carried over each route and for connecJu tg schedul.es, and he may, u.uder such regu-
lat io1ls as he may prescrib e, authorioe and, 110tw ithstanding _a11y o~h.er Prouisio>rs of this Act, com-
Pensate for a special schedule or 011 extra or em ergwcy ln P "' add1tron to a!ly regular schedule over
a ir-mail routes or portions thereof at /.Ire same mileage rate pard for regular schedules on the co>Jtract
route or routes or at a lesser rate if agreed to by the contractor a?td the Postmaster General, and he may
utilize therejo; any scheduled passwger or express flight of. the cor<tractor _betwem !he termirwl poi1lts
or over a portio" of 071 y rollle when ever the n eed~ of the serv<cc may so req!u.re: ?rovrded, That tlze. .Post-
master _Ge,.cral may, u pon application by an arr-!na•l co11tractor, aullzor<_ze sa 1d co11tractor for Ius own
co nveme11ce to tra 11 sport air mail 0 ,. 011 y 11011 ma•l schedule or Plane, w•th /h e undcrsta ..dwg that th e
weights of mail so tra 11 sported will be cred ited to regular ma1l sch edules aud11o 11~1leage compematro!l
!V iii be claimed therefor a 11 d the miles flow" in ~uch cases !mll 1101 be computed "' the ammal aggre-
gate of flown mileage, a~tthorized u11der this sedton .
. (g) Authority is hereby conferred upon the P ostmaster General to pr!Jvide. and pay for th e
carn'!-ge of mail b y air in conformity with the terms of any COI)t~act ~et b y h1m p~wr to th~ passage
of thts Act, or which may be let pursuant t o a ca ll for compettttve. l?tds therefor Issued _pnor to the
passage o! tbis Act, and to extend any such contra ct for an a~dttton al per109- or penods not ex-
ceedmg nme months in the aggregate at a r!'te of compensat10_n not exceedmg that estabhshed
by thts Act nor that provided for in the ongm~l con_t~act: P rovtded, That no such c~ll)tract may
be so extended unless the contra ctor sh all agree m wn tmg to comply wtth all the provtswns of this
Act during the extended period of the contract.
1
SECTION 4. The Postmaster General shall cause advertisements of air-mail routes to be con-
spicuously posted at each such post office t)lat is a terminus of the ~outc named in such ad\·ertise-
ment, for at least twenty days, ar:td a nottce thereof shall ~e pub~tshed at. least _once a .":eek for
two consecutive weeks in some datly newspaper of general ctrculat10n pubhshed m the ctttes that
are the termini for the route before the time of the opening of bids.
SECTION 5. After the bids are opened, the Postmaster General may grant to a successful bid-
der a period of not more th~n thir.ty days from the date of ~ward of the _contract to taketh" steps
necessary to qualify for mat! scrvtces under the terms of thts Act: Provtded, That, at the ttme of
the award, the successful bidder c:<ccutes an adequate bone! with sufficient surety guaranteeing
and assuring that, within such period, said bidcler will fully qualify under the Act. faithfullY. to
execute and to carry out the terms of the contract: Provided further, That, if there is a fatlure
so to qualify, the amount designated in the bond will be forfeited and paid to the United States
of America.
SECTI0:-1 G. (a) The Interstate Commerce Commission is /:ereby empo-.L·ered at:J directed, after
notice a11d hearing, to fix and determi11e by order, as soon as practicable a11d from time to time, the
fair and reasonable rates of compwsation within the limitatio11s of this r1ct for tl1e transportatioll of
air mail by airplalle and the service connected therc.JJith over each air-mail route, a11d over each suti01:
thereof covered by a separate co11tract, prescribing the method or methods by weight or space. or both,
or otherwise, for ascertaining such rates of comPensati011, and to Publish the same, which sl:all r.o11tinue
i11 force until clwnged by the said Commission after due notice and hearing, m1d so much of subsec-
tiO>I (g) of section S of this Act as is i11 co11jlict with this secti011 is hereby repealed.
(b) The hzlerslale Commerce Commission is hereby directed at least once in each calendar year
from the date of the award of any co11tract to examine the books, accozwts, contracts, and e111ire busi>uss
records of the holder of each air-mail co11tract, and to revie-.JJ the rates of compensation being paid to
such holder in order to be assured that no zwreas01wble profit is being derived or accruing therefrom.
and in order to fix just rates. !11 determining what may co>.stitute an 11nreasonable profit the said
Commissio11 shall take into considerati011 the income derived from the operation of airplanes 01Jer the
routes affected, and in additi011 to the requirements of section S (f) of this ;1ct, shall take into co>.sid-
eratio11 all forms of expwditures of said companies i11 order to ascertain wl:ether or not the expwdi-
t!lres have bee11 uP011 a fair and reas01wble basis on the part of said comPany cmd whether or not the
said compa11y has paid more than a fair a11d reasmwble market val11e for the purchase or rent of plm:es,
e>~gi11es, or a11y other types or kind, or class, or goods, or services, illcludillg spare Parts of all ki11ds,
and whether or not the air-mail contracting comPa11y has P11rchased or rented a11y ki11d of goods, com-
modities, or services from a>IY i11divilluals who own stock in or are comrected with the said contracting
companies or has purchased such goods and services from any company or corporations in which a11y
of the i11dividuals employed by or ow11ing stock i11 the air-mail contracti11g comPa11y hat·e a11y i1zterest
or from w/1ich such purchase or rwls any of the employees or stockholders of air-mail contracting com-
panies would be directly or indirectly bmefitled. Withi11 thirty days after a decision has been reached
uPon sztch revie-.JJ by the Interstate Commerce Commissi011 touching sztch profit a fztll report thereof
shall be made to the Postmaster Gmeral, to the Secretary of the United States Swate, and to the Clerk
of the Ifoztse of Representatives.
(c) Any contract (1) let, extwded, or assig11ed pursua11t to the Provisio11s of this Act, a>1d in full
force and effect on ;\I arch 1, 1985, or (2) which may be let subsequwt to such date pursua11t to the pro-
visions of this Act and shall have been satisfactorily performed by the contractor during its full i11itial
period, shall, from a"d after srtch date, or from and after the terminatio11 of its initial period, as the
case may be, be c011tinued in effect for "" i>lilefwite Period, and compe11sation therefor, on and after
March t, 1935, during sztch period of ;,definite contimtance, shall be paid at the rate fixed by order
of the Commission under this Act, srtbject to such additio11al conditions and terms as the Commissio"
may prescribe, uP011 recomme11datio" of tire Postmaster Gweral, which shall be consistent with the
reqztirements and limitatio"s co11tained i" secti011 1 of tlris Act; brtt ""Y co11tract so contin11ed in effect
may be terminated by the Commissio" upo11 sixty days' notice, ttP011 srtch hearing and notice thereof
to interested parties as the Commission may determi11e to be reaso>table; a11d may also be terminated,
in whole or in part, by mutual agreement of the Postmaster General a>1d the co11tractor, or for CaliSe
by the contractor uPon sixty days' notice. On the termination of any air-mail contract, in accord-
ance with any of the provisions of this Act, the Postmaster General may let a new contract for
air-mail serv1ce over the route affected, as authorized in this Act.
(d) All provisions of section 5 of the Act of July 28, 1916 (39 Stat. 412; U.S.C., title 39, sees
523 to 568, mclusive), relating to the administrative methods and procedure for the adjustment
of rates for carriage of mail by railroads shall be applicable to the ascertainment of rates for the
transportation of air mail by airplane under this Act so far as consistent with the provisions of
this Act. For the purposes of this section the said Commission shall also have the same powers
as the Postmaster General is authorized to exercise under section 10 of this Act with respect to
the keeping, examination, and auditing of books, records, and accounts of air-mail contractors,
and it is authorized to employ special agents or examiners to conduct such e:<amination or audit,
who shall have power to administer oaths, e:<amine witnesses, and receive evidence.
(e) In fixing and determining the fair and reasonable rates of compensation for air-mail trans-
portatiOn, the Commission shall give consideration to the amount of air mail so carried, the fa-
cilities supplied by the carrier, and its revenue and profits from all sources, and from a consider-
ation of these and other material elements, shall fix and establish rates for each route which, in
connection with the rates fixed by it for all other routes, shall be designed to keep the aggregate
cost of the transportation of air mail on and after July 1, 1938, within the limits of the anticipated
postal revenue therefrom.
In arriving at such determination the Commission shall disregard losses resulting, in the opinion
of the Commission, from the unprofitable maintenance of 110111nail schedules, i11 cases where the Com-
mission may find that the gross receipts from sztch schedules fail to meet tire additio11al operating ex-
pense occasioned thereby. In fixing and determining sztch rates, if it shall be contended or alleged hy the
holder of an air-mail contract that the rate of comPensation in force for the service i11volved is insufficient,
AEROKAUTIC\L DIRECTORY 497
lhe burden of establishing such i~fficiency oM lhe ezteld lhereof shall be assumed by him. In no
~e sh_all the roles fi'fed OM determined by lhe said Commission hereuJUler exceed the limits prescribed
"' seel1on S (a) of lh1s Act•
. The Commifsion is hereby oulhori~d and direekd, after htUiing made a fuU and complete e:romi-
rsallo" and audd of l~e books, and after htUiing e=miJUd and carefully sCTUli11i:t:d oU e:rpendilure-
ond f''frported exP!PJdll~es, of lhe holders. of lhe cmdTacls hereirsojler referred lo, for goods, lands, com
mod1lles, _oM Sentl&es, tn order Ia delermme whdher or 1101 svdl expenditures were fair and just ond
·were not smproper, exeessire, or eollusire, in the eases of the eillhl air-mail coldracls which ore al,:m,ed
by a Prer~iou.s report of the Commission, the role of SS 1/S aids per mile, under the prOPisiorss of th;
Acl of June 1~, 19S,f., on routes Numbered 1, 11!, lS, 14, 19,1!5,1!1, and s~. and the Commission shoU
make a report to the Co11gress, nollater than January 16, 19!16, whether or 1101, in ils judgmeld, a fair
and reasonable rate of compensation on each of said eight corslracls, under the other prOPisiorss and
co1Ulilions of said Acl, os herein amended, is i11 uuss of SS 1/S cents per mile; together wilhfullfacls
and reasons in detail why it recommends for or Ollairut any daim for itscreose.
(f) Each holder of an air-mail ronlrocl shall file trilh the Interslale Commerce Commission, i11
such form as the Commission shall reqrlire, on July 1st and Jan1sary lsi of each year, a full stolemenl
of ali fru transportation hereafter furnished during the preceding semiannual period lo any persons,
including in each case the regular tariff 11alue lhereof, the rsame and address of the donee, and a slole-
menl of lhe reason for fumishinll such free lromporlalion •
. SECTION 7. (a) After December 31, 193-1, it shall be unlawful for any person holding an air- \
mail contract to buy, acquire, hold, own, or control, direcUy or indirectly, any shares of stock or
!>ther interest in any <?th.er P.artnership, association, or corporation engaged directly or indirectly
m any phase of the avtatron mdustry whether so engaged through air transportation of passengers,
expr_ess, or majl, through the holding of an air-mail contract, or through the manufacture or sale
of 111rp!anes, 111rp!ane parts, or other materials or accessories generally used in air transportation,
anq regardless of whether such buying, acquisition, holding, ownership, or control is done directly,
or rs accomplished indirectly, through an !l{!ent, subsidiary, associate, affiliate, or by any other
!fevice whatsoever: Provided, That the prohibitions herein contained shall not extend to interests
m landing fields, hangars, or other ground facilities necessarily incidental to the performance of
the transportation service of such air-mail contractor, nor to shares of stock in corporations whose
pri!l!=ipal business is the maintenance or operation of such landing fields, hangars, or other ground
facilitres.
(b) After December 31, 1934, it shall be unlawful {1) for any partnershi~, association, or cor-
poration, the principal business of which, in {lurpose or in fact~ is the holding of stock rn other
corporations, or (2) for any partnership, assocration, or COrJ?Oration engaged directly or indirectly
in any phase of the aviation mdustry, as specified in subsection {a) of this section, to buy, acquire,
hold, own, or control, directly or indirectly, either as specified in such subsection (a) or otherwise,
any shares of stock or other interests in any other partnership, association, or corporation which
holds an air-mail contract.
{c) No person shall be qualified to enter upon the performance of an air-mail contract, or
thereafter to hold an air-mail contract, if at or after the time specified for the commencement of
mail transportation under such contract, such person is (or, if a partnership, associati~n, or cor-
poration, has and retains a member, officer, or director that is) a member, officer, director, or
stockholder in any other partnership, association, or corporation, whose principal_ business, in
purpose or in fact, is the holdin!{ of stock in other corporations, or which is engaged rn any phase
of the aviation industry, as specified in subsection {a) of this section.
{d) No perso" shoU be qrlalified to enter u/>011 the performance of, or the;eofter to ho¥ an air-
mail conlrocl (1) if, at or after the time specified for the cornmencemenl of .ma1L trarssportatJon u11der
such .coldract, such person is (or, if a partnership, ossoci~tion, or corpora!lon, hlJ! a.fl!ember, officer,
or dsreclor, or an employee performing general manageriol dutses, ~hal ss) an ~nd•v•dual w~ has
theretofore etdered into any uldawful combination 1o pre~~eld the maksng of any b1ds for co"ymg the
"!ails: Pr011ided, That whe>Je~~er required by the Postmaster General or I nlerslo;le Commeru_ Commis-
sson the bidder shall submit an ajjida 11 il executed bY the bidder, or by such of •Is officers, ~.r~clors, or
gen~ol managerial employees os the Postmaster General or Ilderslate .C'?mmerce Cornm!sSJ~n may
des.gnate, sworn to before an officer authorized and empO'IJJered lo admuusler oaths, slatsng sn• such
C!ffida11it that .the affiant has not entered nor proposed lo enter into an'! combination 1o Pre~~enl l~ mak.
''!g of any b•d for carrying the mails, nor made any Ofreemenl, or gs~en or performed, _or Promssed I!'
gsve or perform, any consideration whate~~er 1o iMuce any other person lo bsd O! n~l lo b1d for a11y mo•l
contract, or {S) if it pays any officer, director, or regular e'!'playee compensation 111 any form, whe!her
as salary, bonus, commission, or otherwise, at a role exceedsng 111,600 per year for frul lime: PrOPsded
further, That it shall be unlawful for any officer or re1ular employee lo draw a s~lary of more than
111,600 Per year from any air-mail contractor, or a salary from any other company if such salary from
any company makes his total compemalion more than 117,600 per year.
SECTION 8. Any company alleging to hold a claim against the Government on a~count _of any
air-mail contract that may have heretofore been annulled may prqsecute such chum ?-S rt may
have against the United States for the cancellation of such contract m the Court of Clarms of the
United States, provided that such suit be brought within one.year from the _date of the passage
of this Act; and any person not ineligible under the terms of this.Act '!"'ho q_ualifies p.nder th.e other
requirements of thrs Act shall be eligible to contract for carrytng wr marl, notwithstandrng the
provisions of section 3950 of the Revised Statutes (Act of June 8, 1872).
SECTION 9. Each person desiring to bid on an air-mail contract shall. be required ~o furnish
in its bid a list of all the stockholders holding more than .5 per cent~ of !ts ent~e caprtal stock,
and of its directors and a statement covering the financral set-up, mcluding a list of assets and
liabilities· and in the case of a corporation, the original amount paid to such corporation for its
stock, and whether paid in cash and if not paid in cash, a statement for what such stock was
issued. Such information and th'e financial responsibility of such bic!-der, as ~el~ as the bon!f of-
fered, may be taken into consideration by the Postmaster General m determrrung the qualifica-
tions of the bidder.
AERONA TI C L DIRECTORY
SECTION 10. All perso11s holdi11g air-mail contracts shall be required lo keep thtir books, records ,
and accounts under Sitch regu/atio11s as may be Promulga ted by the Postma ster Gweral , a ~:d l:e is
hereby a11/horiud if a11d wlum he deems it advisab/.e to do so, to txamille Gild a:tdit lht books. records ,
011 d accou 11 ts of ~uch contractors, alld to require Sitch colltractors to subm it full fi>:a.:c ial reports ill
such form a11d under such regulatio11s as he may prescribe.
Whwever a11 a11dit of the books, records, or accoulltS of OilY air-m ail COillra ctar is made by the
a 11 ditors of the b:terslate Commerce Commission, a full and complete re Port thereof sha ll be madt to
tilt Post Office Department within thirty days , a11d !h!J I re port slw ll co11tai11 all insta >:ces ill wh ich th e
contractor has failed to comply w1lh any of the prov:s•ons of the tw:form system of accolo:ls prescrrbed
by the Post Office Departmml; and the Postmaster Gweral shall, 11 pon request, ha ve at all lime s ac-
cess to the records and re ports of the Comm ission concem in g air mail and air-mail contracts. There
is alllhoriud to be used from the appropriations f or Contract Air .Hail Service f or the fisca l y ear end-
;11g J 1111 e so, 1986 , a sum 1101 i11 excess of $26 ,000 for the pu rpose of andilill g the books a nd records
of air-mail ca>:lraclors by the Post Office DeparlmC11t.
SECTION 11. Befo re the establishment a nd m a in tenance o f an air-m a il ro ut e the P os tmaster
General s hall notify the Secretary of Commerce , who thereupon s h a ll certify to th e Pos tmas ter
Genera l the character of equ ipment to be employed a nd ma in tained on each a ir-ma il route . In
making this determin a tion the Secretary of Commerce, in hi s specifications furn is hed to the Pos t -
master General, sh a ll determine only the speed, load capacity, a nd safety featu.res and safety
d evices on airplanes to be u sed on the route, which said specifications shall be incl uded in th e
a dvertisement for bids.
SECTION 12. The Secretary of Commerce is authorized a nd d irected to prescribe the maximum
flyin g hours of pilots on a ir-m a il lin es, a nd safe operation m ethods on such lines , and is fllrther
authorized to app rove agreements b etween a ir-m a il ope rat ing companies and the ir pilots and
mechanics for retirement benefits to s uch pilots and m echanics . The Secreta ry of Commerce is
allthorized to prescribe all necessary regulations to carry out the provisions of this section and
section 11 of this Act.
SECTION 13. It shall be a condition upon the holding of any air-mail contract that 1/ze rate of
comper:sation and the worl1i11g conditions a11d re/ati01zs f or all pilots and other em ployees of the holder
of s11ch co11tract shall conform to decisions heretof ore or hereafter m ade by the National L abor Boa rd ,
or its s11ccessor in authority, 1!0iwitlzslanding any limitatio11 as to the period of its effective ness in-
cluded in m:y such decision heretofore rwdered. This section shall 11ot be co nslr11 ed as restricli11g the
right of any such employees by collective bargai11ing to obtain higher rates of compwsation or more
favorable working c01:ditions m:d relations.
SECTION 14. The Federa l R a dio Commission sh a ll g ive eq ua l facilities in the allocation of
radio frequencies in the aeronautica l band to those a irplanes carrying m ail and/or passengers
during the time the contra ct is in effect.
SECTION 15. After Jmze SO, 19S6 , n o person lw ldin g a contract or contracts for carrying air
mail Oil a primary route shall be awarded or hold ally contra ct for carrying air ma il on any other
primary route, 110r on more than three additional routes other than Primary routes. Ill case one per-
SOil holds several contracts coveri>:g differwt sections of one air-mail route as desig>zaled by the Post-
master Gmeral, such several contracts shall be cou>:ted as one contract fo r th e purpose of the Precedi ng
swtwce. It shall be u>:lawful for air-mail contractors, competi>: g i11 parallel rou tes , to merge or to
enter into any agreement, express or implied, which may result in commoH control or ownersh i p.
After Ju11e SO, 1986 , 110 air-mail contractor shall be allowed to mai11tai1: passenger or express service
off the li11e of his air-mail route which i11 a ny way competes w ith passw ger or e.r: press servi ce available
upon another air-mail route, except that off-line co mpetitive service w hich has beetz. regularly ma i1Jiaiued
011 a11d prior to July 1, 19S5 , a11d such seaso 1:al sched11les as may have been regularly mai>:tai>:ed dur-
ing the y ear prior to July 1, 19S5 , may be continued if restricted to the 1111111ber of sched11les and to the
stops scheduled a11d i11 effect duri11g such period or seaso11.
U po11 applicalio1l of the Postmaster Gweral or of any i11terested air-mail contractor, selling fo rth
that the gweral transport busi>:ess or ear11i11gs upon an air mail route are bei11g adversely affected by
a11y alleged :mfair Practice of a>:oth er a ir-mail contractor, or by ally competitive air-tra>:sport service
supplied by a11 air-mail Colltraclor other tha11 that supplied by him 011 th e line of lzis prescribed air-
m ail route, or by any service i11augurated by him after July 1, 19S5 , through the schedu li11g of com-
petitive non.mail flight s over au. air-nzail route, the Interstat e Commerce C ommission shall, after giv in g
reasonable notice to the air-mail contractor complained of, inquire full y into the subject matter of the
allegatio11s and if the Commissio11 shall ji11d such practice or competitio>: or any part thereof to be
tmfair, or that such competitive service in whole or in part is 1zot reasonably requ·i red in the interest
of public convenience a11d 11ecessity, m:d if the Commission shall further find that in either case the
receipts or expenses of an air-mail co11tractor are so affected thereby as to te11d to increase the cost of
air-mail transPortatio11, then it shall order such practice or competitive service, or both, as the case may
be, discontinued or restricted in accordallce with such findings, and the responde11t air-m ail contractor
named i11 the order shall comply therewith within a rea sonable time to be fixed in sztch order. I f the
Commission shall find after like ap p/icatio11, notice and heari11g that the public convwience and 1le-
cessity requires additio1:al service or schedules and such service or schedules do 110t te11d to i11crease
the cost of air-mail transPortation , it may Permit the institution 011d mai1:twa nce of such schedules
and prescribe the frequwcy thereof. The compensation of any air-mail contractor shall be withheld
during any period that it conti11ues to violate any order of the Commission or 011y provision of this Act.
SECTION 16. The Postmaster General may provide service to Cana da within one hundred a nd
fifty miles of the intern ational bounda ry line, over domestic routes w hich are now or m ay hereafter
be establish ed a nd m a y authorize the ca rrying of either foreig n or domes tic m a il, or both, to and
from a ny points on such routes and m a ke payment, for services over such routes out of the a p-
propriation for the domestic Air Mail Serv ice: P rovided, That this section shall not be c onstrued
as repealing the nllthority given by the Act of March 2, 1929. (U.S.C., Supp. VII, title 39, sec.
465a) .
\ ERONA TICAL DIRECTORY 499
SECTI O:< 17. T he P osbnaster General may cause any contract to be canceled for williul dis-
rega rd of or willful failure by the contra ct.or to comply with the terms of its contract or the pro-
v ision s of la w herein con tawed an d for an;' conspiracy or a cts designed t o defraud the United
S tates with r espect to such contra cts. T his provision is cum ula tive to other remedies now provided
by law .
SEcnoN 18. W hoever shall enter i nto any combination , understanding , agreement , or arrange-
ment to prevent the making of any bid for any controct under this Act, to ind uce any ot her person
n ot to b 1d for any such contract , or to deprive t he nited States Government in any way of the
benefit of full and free competit ion in the nwaro.ing of any such contract, shall , upon convict ion
thereof be fined not more than S10.000 or imprisoned for not m ore than five years, or both.
SECTION 19. If an y person shall wiUfull y or h.-uowingly viola te any provision of this Act his
co ntract, ii one sh all h ave been nwaroed to him, shall be forfe ited, and s uch person shall upon
com ,iction be punished by a fi ne of not more than S10,000 or be imprisoned for not more than
five ye::>rs .
SECTION 20. T he P resident is hereby authorized t~ appoint a Commission composed of fiv e
members to be appointed b y him, not more than three members to be ap pointed from any one
p olitical party , for the purpose of m a king an immediate stu y and survey , and to report to Congress
not later than Febru a ry 1, 1935 . its recommendations of a broad policy covenng all phases of
aviat ion and the relation of the United S t..'ltes thereto. Members ap pointed who are not already
in the service of the United States shall receive compensation of not exceeding the rate of com-
pens:ltion of a Sen ator or Representative in Congress .
SECT ION 21. Such Commission shall organize by elect ing one of its members as cha irman, and
it s h all appoint a secretary whose salary shall not e.s ceed the rate of $5,000 per an.m>;m ..S id Com-
m iSSIOn sha ll h ave the powe r to pay actual e.~penses of members of t he Conuruss10n m the per-
formance of their duties, to employ counsel, experts , and clerh:s , to subpena \vitnesses, to require
t h e prod uction b y 'vitnesses of papers and documents p ertaining to such matters as are within
t he jurisdictio n of the Commission , to administer oaths, and to take testimony , and for such pur-
pose there is hereby authorized to be appropriated the sum of S-?5,000 .
A pproved August 14 , 1935.
Trade Index
Directory
NA:ME PAGE
Ae ro Digest Magazine 5! 3
A ir A ssocia tes, Inc .. 5I3
A ircra ft Radi o Cor poratio n 5I4
A ircra ft Y ear Book. 514
Alli son Eng ineering Co mpany 505
A luminum Compa ny of A m eri ca 509
Av ia tion Magazine . 514
Ba rr Shipping Corpo ra ti on . 513
Beech A ircra ft Co rpo ra tion . 505
Bendi x Products Co rpora ti on 510
B. G. Co rporation, Th e . . 507
Bi shop, E. K. , Lumber Compa ny . 510
Boeing Aircra ft Compa ny 503
Brews ter A eronautical Co rporat io n 505
Clevela nd Pn eum atic T ool Co mpa ny . 507
Consolidated Aircraft Co rporation 503
Curtiss-'vV ri ght Corp ora tion . 504
Curtiss A eropla ne D iv ision
Wright A erona utical Corpor a ti on
St. Louis Airplane Div isi on
Ex port Sales Divi sion
Curti ss-\ Vrig ht Technical Insti tute 508
D ow Chemical Company . 509
E astm an K oda k Company 51 3
Eclipse A via ti on Corporation 507
Ed o A ircraft Corpora tion 510
Elgin National Watch Company 510
F leet wing s, Incorporated . 503
Ge neral E lectri c Compa ny, Inc. 5II
Goo drich, B. F., Compa ny 5I I
Hartsho rn, Stewart, Company . 509
Tk\ 1 E IXDE.:\: SOI
NAME PAGE
International Flare-Signa l Sl3
Jacobs Aircr aft Engine Company. . so6
Kellett A u togiro Corporation 503
K inner . irpl ane & Motor . 506
r oil man In trument Company, I nc .. SII
Leece- ev ille Company, The SII
Lycoming Divisio n . S05
(Av iation Mfg. rpora tio n
Macwbyte Company S09
wfartin, Gl enn L., Co mpany 50S
N orma-Hoffmann Bear ings . 507
Parks A ir Co llege 513
Pioneer Instrum ent Company, Inc. sro
H.CA Manufacturing Company . . 514
H.oebling's, J olm A., Son s . SID
H.omec Pump Company . S09
SKF Indu stries Inc. SIO
Scintilla 1vfagneto Company In . sos
Shell Petroleum Corporati on Sl 2
Sinclair H.efining Corporation . Sl3

Socony-Vacuum Oil Company, Inc. . SI4
Sperry Gy roscope Company, I nc .. . SIT
Standard Oil Company of Cali fornia. SI4

Stinson A ircraft Corporat ion sos
Texas Company, The . . 514
Thompson Products, Inc. S07
United Ai.rcraft Corp ratio n 502
United Aircraft Exports

Sikorsky Aircraft
Chance Vought Aircraft
Pratt & ·whitney Aircraft
Hamilton Standard Propellers
United Aircraft Products, Inc. . 507
Waco Aircraft Company, The . 505
Western Electric Company · · . 514
502 TRADE INDEX
TRADE INDEX
CONSOLIDATED
AIRCRAFT
CORPORATION
Lindbergh Field
San Diego, Calif.
M.Al~ACTURERS of military
and commercial aircraft.
SPECIALISTS in construction of
large t yp e flying boats of
high performance - and
Seattle \ •\ ashington efficiency.
KELLETT
AUTOGIROS
for Military and
Commercial Purposes
FLEETWINGS
1NCORP0RATE:D
BRISTOL, PENNSYLVANIA
Contractors to Army, Navy and
*
Coast Guard and Manufacturers of KELLETT AUTOGIRO
the Corporation
SEA BIRD
AMPHIBIAN
A new a/1-sta·in/ess steel, high perfor mance, Island Road Philadelphia
4-place amphibian, with retracta ble lan d ing
gear, for saf e, speedy, 1nodern air travel by
Sports man Pilot or Comme rci a l Oper ator.
Car! de Ganabl , Pres . and Gen eral Mgr.
Cable A ddress : Kellaero
vV. L. Sutton , V. -Pres . and Chief Engineer
K. B. \Valton, V.-Pres. and Business M gr.
504 TRADE INDEX
CURTISS-WRIGHT CORPORATION
GUY W. VAUGHAN, PRESIDENT
•
MANUFACTURING AND SALES DIVISIONS
CURTISS AEROPLANE DIVISION

BURDETIE WRIGHT, VICE-PRES. & GEN. MGR.
BUFFALO, NEW YORK, U. S. A.
Manufacturers of Military and Naval Aircraft and Propellers for the
U. S. Army and the U. S. Navy.
WRIGHT AERONAUTICAL CORPORATION

MYRON C. GORDON, VICE-PRES. & GEN. MGR.
PATERSON, NEW JERSEY, U. S. A.
Manufacturers of Wright Cyclone, Wright Whirlwind and Curtiss
Conqueror Engines .
•
ST. LOUIS AIRPLANE DIVISION
C. W. FRANCE, VICE-PRES. & GEN. MGR.
ROBERTSON, MISSOURI, U. S. A.
Manufacturers of Military Aircraft, Commercial Transports and Sport
Planes for the Private Pilot.
•
EXPORT SALES DIVISION
J. S. ALLARD, VICE-PRES. & GEN. MGR.
30 ROCKEFELLER PLAZA, NEW YORK
CABLE ADDRESS: AEROEXCO
Sales Distributors for Military, Naval and Commercial Aircraft, Engines
and all Types of Aeronautical Equipment in Foreign Countries.
TR DE I DEX sos
ALLISON ENGINEERING AVIATION MANUFACTURING
COMPANY CORPORATION
Division of LYCOMING DIVISION

General Motors Corporation Williamsport, Pa.
Indianapolis, Ind. .Manufacturers of
Lycoming R-680 Series Engines
Aircraft Power Plant Engineering
and
and Construction Lycom ing-Smith Controllable
Allison Steel Back Bearings Propell ers
BEECH AIRCRAFT BREWSTER AERONAUTICAL

CORPORATION
CORPORATION Long Island City, New York
lfanufactur ers of Designers and manufacturers of
Commercial & Custom Built airplanes and airplane and airship
Airplanes parts
Office, Factory and Landin g Field President-] ames Work
East Central Vice-P res.-R. M. Singer
Wichita, Kansas Vice-Pres.-R. D . Work, Jr.
\ i\Talter I-I. Beech P res iden t Sec. & Treas.-John R. Hunt
GLENN L . MARTIN STINSON AIRCRAFT CORP.

COMPANY Manufacturers of
11anufacturers of Commercial & Military Airplanes
and
Bombardment Airplanes Co ntractors to United States
and and Foreign Gov'ts.
Ocean Transport Flying Boats MAIN OFFICE AND FACTORY
Baltimore, Maryland STINSON FIELD
Glenn L. Martin, President WAYNE, MICHIGAN
(near Detroit)
SCINTILLA THEW ACO AIRCRAFT

COMPANY
Aircraft
Man ufacturers of \i\T ACO private
*MAGNETOS light commercial and military land-
* BATTERY IGNITION pla nes and seap lanes.
Aircraft des ig ners and constructors.
* SPARK PLUGS
* RADIO SHIELD HARNESS Clayton J . Brukner, President
Lee N. Brutus, Vice-Pres. & Treas.
SCINTILLA MAGNETO CO., INC. L. E . St. John, Secretary
Sidney, N.Y. Hugh R. P erry, Sales :Manager
(Subsidiary of Bendiz Aviation Corp.)
so6 TRADE I NDEX
ENGINES FOR 4 TO 6 PLACE CABIN PLANES

AND MILITARY TRAINING PLANES
JACOBS AIRCRAFT ENGINE COMPANY
Pottstown, Pennsylvania, U. S. A.
Cable Address, Jaeco, Pottstown
J. A. HARRIS, 3rd J. STORY SMITH

Chairman President
ALBERT R. JACOBS HENRY M. McFADGEN
Y. P. & Chief Engineer Y. P. & Production Engr.
KINNER AIRPLANE & MOTOR CORP., LTD.

MANUFACTURERS OF AIRCRAFT ENGINES
100 to 800 H. P .
•
Office and Factory at 635 W. Colorado
Glendale, California
Tlli DE I NDEX 507
A ER0 L
Shock Absorbing THE
STRUTS B. G. CORPOR!\.TION
136 West 52nd St.
New York, N.Y.
able A dd.r ess: Golsteco
NIIC \ AVIATION
RADIO SHIELDED
to Design of Ship: AND
•SHIELDED
SPARK PLUGS
Manufactured by
Tho CLEVELAND PNEUMATIC TOOL CO.
Automotive ·Aircraft Division
3734 East 78th Stroot Richard Goldsm ith, President
CLEVELAND, OHIO, U. S. A. George M. Pa ul so n, Chief Engineer
ASK THE PILOTS WHO LAND ON THEM
ECLIPSE AVIATION NORMA- HOFFMANN

CORPORATION
BEARINGS
Starte rs, Genet·ators, Rad io Power
Equ ipm ent, Hydraulic and A ir CORPORATION
P um ps, Deicer E quipment and M is -
ce llan eo us A ircraft Accessory Stamford, Connecticut
Eq uipm ent. Precision Ball,
C ha d es 11arcus President
R. P . Lansing Vice-Pres. R o ll er a nd Thrust Bearings
~
UNITED AIRCRAFT
Cleveland Detroit PRODUCTS, INC.
Dayton, Ohio
THOMPSON PRODUCTS, INC. Mfrs. of AN Standard Aircraft
Mfrs. of Aircraft Engine Valves, Parts and Accessories, Oil Temper-
Pistons, Piston Pins and other a ture Regulators, Gun and Bomb
hardened and ground alloy steel Controls. Specialists in Aircraft
parts for aircraft service. Fuel System and Power Plant
F. C. Crawford ......... President Equipment.
L. TVI. Cl egg ...... . . Vice President Electrical Conduit Boxes and Fit-
VI. M. Albaugh ... . . . .. Secy.-Treas. tings.
so8 TRADE IND EX
~
~;J BY THE INDUSTRY
(J,,wv-eJ BY EDUCAT0 RS
]ieuUd BY THE GOVERNMENT
y
•
The importance of proper training cannot be over em-
phasized and Curtiss-Wright's outstanding position in
this field is reflected in two vital facts :
1. The demand for Curtiss-Wright training has made
the school one of the largest in America, and
2. The demand for Curtiss-Wright graduates cannot
be supplied.
The location of Curtiss-Wright in the very center of the
ADVISORY COUNCIL
aviation industry offers students a distinct advantage.
DONALD W DOUGLAS
E l. CORD An active advisory council made up of world recognized
jOHN K NORTHROP aircraft authorities and intimate daily contact with the
GERARD F VUL TEE
ROBERT E. CROSS problems and plans of the industry give Curtiss-Wright
ALBERT MENASCO an insight of the industry's demands that its location
STANLEY C. KENNEDY
R. H. FLEET alone makes possible.
THOMAS A. MORGAN
T P WRIGHT Curtiss-Wright students specialize only in Aeronautical
GUY VAUGHAN Engineering and Master Mechanics-the two branches
RALPH S. DAMON
). 5. ALLARD of aviation that offe·r a career to serious young men un-
W. 5. LEAYCRAFT equalled in all industry today. No flying is involved.
ROBERT PORTER
WALTER L. SEILER You are invited to write for full particulars.
CURTISS-WRIGHT
TECHNICAL INSTITUTE
GRAND CENTRAL AIR TERMINAL
GLENDALE ·:- ·:· CALIFORNIA
MAJOR C. C. MOSELEY, PRES .
T R DE I N EX
HARTSHORN
ALUMINUM
,;
AIRCRAFT TIE RODS

Alcoa A luminum and treamlin e and Squa.r e Section Tie
A lloys . Round and Ro ds compl ete w ith terminals.
streamline tubing, Manufactu red in Carbon Steel or
sheet, forgings, ca t- 18-8 Polished Sta.inless.
in g , ri vets, fittings ,
fuel tanks, L yn ite pis- STEWART HARTSHORN COMPANY
tons. A lbr n Pa te 250 Fifth Ave., New York City
a11d Powder fo r paint. ]. rJ. Layng, Secretary & Treasurer
ALUM ! ' UM COMPANY OF AME:RJCA H . \ r. ·watts, Sales Engineer
Gulf Bldg. Pitts burgh, Pa.
ROMEC PUMP COMPANY

AIRCRAFT Manufacturers of
ir crait Fuel P.umps, Vacuum
CABLE for controls P ump , Han d Pumps, Air Compres-
TIE RODS for bracing sors, Retractable Landing Gear
manufactured by Pumps, Relief ByPass Valves and
MACWHYTE COMPANY Accessory Gear Drive Boxes Stan-
Kenosha, Wisconsin da rd in all Branches of Government
\ N rite for location of Service.
di s tributors . Elyria, Ohio, U. S. A.
sro TRADE INDEX
B E ND I X E. K. BISHOP LUMBER CO.

Aberdeen, Wash.
AIRPLANE PRODUCTS
BRAKE WHEELS- High
andLowProoouro, "Stroam·
OPERATING CYLINDERS
for HYDRAULIC BRAKES
Manufacturers of airplane spruce.
Uno" wllb Floxiblo HoDo and
TAIL WHEELS-Low Proo·
Filling• V-le hav e s uppli ed s t oc k for IS
ouro, "Stroamliao" TAIL WHEEL KNUCKLES
lor "Stroamllno" Whool s, yea rs to U nited States G ove rnm e nt
BRAKES - Mochanlcally Stoorablo and Swlvolablo
and HydraulleallyOperotod with Shimmy Dampoaoro
AXLES- For All Ylhoolo PNEUDRAULIC SHOCK a nd to lead in g a irplan e fac tories 111
STRUTS - Dooi1Jnod ond
PILOT SEATS- Standard Toatod to moot Individual thi s and in fo r eign countrie s.
Army end Navy Typo roqulromoato '
BENDIX PRODUCTS CORPORATION

Airplane Wheal & Broh Dlw. South Bend, Indiana
(Subsidiary of Bondi• A•lalion Corporationl ------------*------------
EDO AIRCRAFT CORP.
Seaplane specialists since 1925
Designers and builders of "standard"
and "amphibious" all metal seaplane
ELGIN COMPASSES
fl oats . Contractors to the world's
leading aircraft manufacturers .
CHRONOMETRIC TACHOMETERS
Factory and S eaplane Base CLOCKS
College Point, N. Y., U. S. A . AND SPECIAL INSTRUMENTS
Cable Address "SEAFLOATS"
FOR AIRCRAFT
PIONEER •
INSTRUMENTS
Air Speed, Drift Indicator, Turn and
Bank Indicator, Climb Indicator ( Bot-
tlel ess), Tachometer, Sensitive Alti-
meter s, Manifold, Air and Fuel Pres- ELGIN NATIONAL WATCH CO.
sure Gauges, Compasses, Autosyn Re- ELGIN, ILLINOIS, U. S. A.
mote Indicators.
PION~ER INSTRUMENTS
754 Lexington Avenue, Brooklyn,
------------*------------
Aircraft
N.Y.
Subsidiary of Bendix Aviation Corp.
JOHN A. ROEBLING'S SONS

COMPANY
Trenton, New Jersey
Wire, Strand, Cord,
SKF
Self-Aligning Ball Bearings
Deep-Groove Ball Bearings
Cylindrical Roller Bearings
Thimbles, Ferrules, Locking and Spherical Roller Bearings
Serving Wire, Welding \1\Tire, Con- W . L. Batt, Pres.
trol Cables, Ignition Cables, Electri- R. F. Runge, Vice·Pres.
W. L. Dinlocker, Sec.-Treas .
cal Wires and Cables. R. H. De Mott, Sales Mgr.
R. P. TYLER S K F INDUSTRIES, INC.
Aeronautical Representative Front St. & Erie Ave.,
Catalog on Request Philadelphia, Pa.
TR DEL DEX SII
GENERAL fj) ELECTRIC THE B. F. GOODRICH

Schenectady, N. Y. COMRANY
Compl ete Airpor t- a n d A irway- Akron, Ohio. Makers of
light in g equipmen t including GOODRICH AIRPLANE SIL-
beacons. VERTOWNS
Superchargers for Ai r cr aft for sport a nd tra nsport planes.
Engines. Over 4{) rubber products for
\ i rcraft 1 n trumeu ts airplanes including De-icers
Sa les a nd Engi n ee rin g Offices m A bra ion hoes- Niatting-Hose-
Pr in cipal Citi es. Gro mm et - Shock A bsorber Co rd
Complete line of accessories
THE LEECE-NEVILLE
COMPANY
53 63 Hamilton Ave.,
Cleveland, Ohio
El ectri ca l Starting and Lighting
Systems
oJta ae R egulato rs for A irplan es
B. i\II . Leece . Pres ident
P. H . N ev ill e, V ic e-P res id ent
Geo . S. Cole, Secy. and Gen. Mgr.
KOLLSMAN INSTRUMENT CO., INc.

1 JUNIUS STREET, BROOKLYN, N.Y.
WESTERN BRANCH: 1224 Airway, Glendale, California
EUROPEAN DIRECTOR: Com. M. Calderara,
47, Av. de Brimont, Chatou (S. a: 0.) france
512 TRi-\.DE L TDEX
The NEW Chantp!

SHELL 100 OC'r ANE
Turning in performance after per-

formance for transport, military and
racing pilots .... smashing records ....
Shell 100 Octane Aviation Gasoline
has built a champion's record.
Tests prove Shell 100 Octane Gas-
oline makes it possible to increase top
speed 5 to 10%. . . . boost horse-
power output up to 25% . . . . reduce
cylinder head temperatures 15 to 20%
.... cut fuel consumption 10 to 20%.
AVIATION PRODUCTS
Shell Petroleum Corporation
St. Louis
Shell Oil Company Shell Union Oil Corporation
San Francisco New York
TR DE I KDEX ji3
FLARES
Th e on ly complete li ne of Flares (l ucluding A " iatio10 E ng ineerii1g )
approved b y t h e ·. S . Dep t. of Com-
m e rce to me et a ll cia _ification re- 515 Madison Ave., New York, N.Y.
quir m e n! f r li ce n ed a ircraft. Mos t progressive aerona utical busi-
F R E E DESCRIPT IVE CAT .\LOG ne s paper. Ackno w ledged the \Vorld
INTERNATIONAL over a t h e technical lead er on aero-
FLARE-SIGNAL CO. na utica l m atters.
TIPPECANOE CITY OHIO Me m ber u dit Bnrean of Cirwlai io11 s
PARKS AIR COLLEGE

EASTMAN KODAK
\i\i ell trained per onnel is the contri -
b utio n of Park s A ir Coll ege to the
COMPANY
a v iat io n in du s t r y . Ni n ety-s ix \Veek Rochester, N. Y.
courses lea d to the Bach elo r of ci- M anufacturers of :\erial
e nce d egr ee in Profess ional F li gh t , Photographic M aterials
Avia t io n Operatio n s, . ero nau tical and S uppli es, including
En2"ine e r ing and Mechanics training.
Topog raphic (Low-
Located at East St. Louis , Ill. Shrink Base) ero Film
AIR ASSOCIATES, INC.

:rvranufacturers - Di s tributors
Exporters
Garden City, New York
Cable Ad dress : A irso c ~-e w York
Parts , Supplies , Equipm e nt, Ins tru-
m e nts, Radio, \!V heel s, Tir es,
Fabric, Dope.
All mate rial s a nd accessor ies for
a ircr aft manufacture, operation an d
rep a ir. Compl ete catalog o n re ques t. THE SINCLAIR AIR-
CRAFT Lubrication Index
specifi es th e correct g 1·ade
BARR SHIPPING of a ircraft oils and lubri-
cants for engines, acces-
CORPORATION sories , propellers, fl a p and
retracting motors, as well
25 Beaver St., New York City as for general lubrication ,
for all transport planes, etc.,
SPECIALIZING I N for summer and winter.
Box in g, Shipping, Insuring Export \ i\Trite for free copy.
P lan es, Mo tors, etc.
Sinclair Refining Company,
PIONEE RS IN (Inc.)
Export Service to A ir-
craft l\ll a nufac turers . 630 Fifth Ave. New York
514 TRADE INDEX
-'~IATION sj~y~;~n Wi!siern Electric

~ Est.J916 "Standardized"
Av ia tion Radi o for
Recogniz ed throughout the wo rld as Priva te Flyers-Airports
the American Authority on a ircraft, Transport Companies
air tran s port, military aviation.
Member WESTERN ELECTRIC
A udit B urea u of C irc ul at ion COMPANY
Assoc iated B us in ess Papers Aviation Co mmunication - Com-
McGraw-Hill P ubli s hin g Co., Inc. m e rci a l Department
330 West 42nd St. New York 195 Broadway New York, N.Y.
STANDARD OIL COMPANY AIRCRAFT RADIO

OF CALIFORNIA
CORPORATION
225 Bush St., San Francisco, Calif.
Aviation Petroleum Products
Designers a nd Manufa cturers o f
Stanavo Aviation Gaso line
Radio Eq uipm ent for A ircraft
Stanavo Ethyl Aviation Gasolines
Stanavo Aviation Oils Co ntractors t o U nit e d S tates
Stanavo Rocker Arm Greases Government.
R. F. Bradley, Manager,
Aviation Department Boonton, New Jersey
SOCONY-VACUUM OIL
Aviation Radio E quipm e nt a nd
COMPANY, INC. Sys tems for all A irport and Air-
craft Requirem e nts. Contractors to
26 Broadway, New York, N. Y.
Unit ed States Government.
Aviation Radio S e ction
Aero Mobiloil Aero Mobilgas
Mobilgrease RCA MANUFACTURING CO.,
Aircraft Instrument Oil INC.
Aircraft Compass Fluid Camden, New Jersey
TEXACO This is the 19th A nnual Edition

AVIATION PRODUCTS
GASOLINE- OIL - GREASE of
~
The AIRCRAFT YEAR BOOK
Copies of some of the earlier issues
are available.
Aeronautical Chamber of Commerce
THE TEXAS COMPANY of America, Inc.
135 East 42nd St., New York, N.Y. 30 Rockefeller Plaza, New York
Offices in Principal Cities
./
INDEX
AIRCRAFT YEAR BOOI{ FOR 1937
INDEX
- ir T ran por t Eq ui pment, I nc., 385
Air T ran p r t Manu factur ing Co., 245
. bb t. ·. G., 4 3 ir raft Ra d io Cor p., 385, 514
A cces r ies . m anu fac tu rer , 3 - -408 Ai r plane , des ig ns, 246-343; develop-
Ac id ents, 46 --469 ment, I 17-r1 9; inspection, J00-!04 ;
A hgelis. G., 20- man u facturers, 241 -344; num ber
Adam , P ., 235 licensed 30, 462; production 26-28,
.-\ dl e rsho f 49 442, 443 44 - ; spare parts sales, 442 ;
. er ia l E x plo ra ti on , Inc., I ..>I pecificat io ns, table, 242-243; see
- e ria l serv ice, 193 - 198 a/ o P r g ress of Civ il Aeronautics
A e ro Digest, - r3 Ai r por ts, 29-30, roo, 223-232, 458;
Ae ro Expl oi·ation Co., 131 see also P r ogre s of Civil A ero-
Ae ro S en ·ice Co rp., 13 1 na utic
Ae ro Supp ly Man u fa ctu r ing Co., 385 A irways, 96-98, 223 -232 ; see also
Ae i·ocartoo-ra ph, 112 P rocrre s of Civil Ae ronautics
!\.e rodyna mi cs . r 19-1 20 _ kerman , ]. D ., 219
Ae rona utica l Boa rd, 480 A ker F., 86
.'\erona uti ca l Ch am ber of Co mmerce A ld ri n, E . E ., 476
of A m eri ca, r8, 24, 31 , 32, 244, 476 A lii on E ng ineering Co., 345, 505
Ae rona u tica l Corpo rat ion of A mer ica, AlumiJm m Co. of A me rica, 385, 509
245. 345 merican A irlines, II6, 150, 16o- r63
A er na utica l Directo ry, 475-499 American A irways, 412
Ae ro naut ica l in d ustry , I S-36 American Flying Ac tivities, 434
A ir A ssoc iates, Inc. , 385, 51 3 A merican L eg ion, 31
A ir Cor ps, -. S . A rmy, 20-21, 55 -72, A merica n Society of Mechanical E n-
132, 135, 230; app ropriations, 459- gi neer s, 31, 32, 479
461 ; Ca dets, 67-68; per sonnel, 481; American Telephon e and T elegraph
proc urem en t, 456-457; t r a ini ng, 470- Co., 385
47I A mes, ]. S., 483
A ir fo r ces, I I - 14, 37-54 ; co mpa ra tive A nd er son, 0 ., 68, 412
streng th , 37 And rews, F . M., 63-64, 4I2, 481
A ir ma il , I 14-II7, 155- 159; F .A .M . A.nnapolis, 208
co nt racts, 473; F .A .M. r outes, 472; A r my, see A ir Cor ps
F .A.M . table, 461 ; tab les, 436-441 ; Arn old, H . H., 480, 481
see also P r og ress of Civil Ae ro- Appropriations, government, 459-461
nautics Ar ro w Ai rcra ft & Motor s Corp., 245
A utog iro Company of A merica, 245
Ai r Ma il Act o f I934, 495-499
A ir t r a nspo rt, 28-29, 149-192 ; opera- Aviation Magazine, 514
t ion s, 43 5; see also P r og ress o f Civ- B
il A er ona utics
A ir Tra nsport Assoc iation of A meri- B. G. Cor p., 387, 507
ca , 3 1, 33, 150- 151, 476 Baggaley, W., 480
I NDEX
Bailey, C., 87 Browning . B ., 205

Baker, G. T., 172 Brubak e1- Ae r ial Sun·eys, 131
Baldwin, J. K, 240 Brukner , C. J.. 476, 477
Bankhead-J ones Act, 137 Buck, R., 20 1, 4 1 r
Bastie, M., 414 Bu km an, ?vlrs. J ., 4 11
Barker, F., 476 Bur ham , );[., 205
Barkley-Grow A ircra f t Corp. , 249 Burea u of _ cronauti cs, U.
Barksd ale Field, 69 22, 73-90, 121, 123. 124; app r op ri a-
Batten, J., 411, 413 tion . 459-46 1 · per onnel , 4 2--1 3 :
Barnaby, R. S., 203, 478 procurement, 4~6-457
Barndt, C. F., 476, 477 Bureau of A ir omm erce, Dept. i
Ba rr Shippin g Corp., 5 13 Commerce, 30, :12, 96 -1 09, 102, 121.
Barringer, L. B ., 204 134-136, 15I- r 52, 199, 207, 208, 209.
Bea ll, A . L., 480 2ro, 226, 230, 247; appropriation
Beard, C. L., 253 459-461; per so nnel. 4 4
Bea rd sley, G. E., 4IO Bu rea u of F isher ies , 109 - 110
Beech, W., 476 Bureau of Customs, 96
Beech Aircraft Co., 250-252, 505 Bureau of Foreig n and D omest ic
Belden, C. ]. , 196 Com merce, g6
Bell, L. D., 253 , 476 B ureau of Standa r d s, Tational, r r g-
Bell Aircraft Corp., 253 126, 137-!38, 481
Bellanca, G. M., 476 Byrd exped ition , 86
Bellanca Aircraft Corp., 254-255 Butler, J.. 480
Bellingrath, L., 201, 41 I
Bendix Products Corp ., 385-386, 510 c
Bendix R adio Corp., 386-387
Bennetsen, E. M., 480 Caldwell , F. \ lll., 410
Berry Brothers, Inc., 387 Caquot, A. , 34
Biological Survey, 195 Carriers, airc raft, 89 -90
B ishop, E . K ., Lumber Co., 387, 510 Case, N. S _, 484
Bjorkvall, K., 141, 255, 413 Central A irlines, Inc., 116
Bleriot, L., 412 Chalker, L. T., 485
Boeing Aircraft Co., 256-257, 260-262, Chamber la in, E. H., 483
503 Chambers, R. M., 476
Bowerman, G. H., 485 Champion Spark Plug Co., 387
Bowlin, W. M., 87 Chatterton, R ., 205
Bowman-Park Aero Co., 131 Cheney A •,vard, 68, 4IO
Bradley, S. S., 476, 477 Chicago a nd Southern Air Lines, 163-
Branch, H., I 14, 486 165
Braniff, T. E., 476 China, 262
Braniff Airways, 115-rr6 Chronology, 410-414
Breeze Corporation s, 387 Cisler, S . A-, 486
B rewster Aeronautical Corp., 505 Cities Service Co., 388
Briggs, L. J., 481, 483 Clark, C. C., 486
Brown, D. L., 476 Cleveland Pneumatic Tool Co., 388,
Brown, Lawrence W., Aircraft Co., 507
262-263 Coast and Geodetic Survey, 126, 132-
Brown, T. H., 484 134
L DEX 519
oa t ua rd. 30-31, 1-94 197; , ct, D e\ \ 'eese, B . D ., 476
9 1 ; perso nn e l. 4 D ' plomat ic en-i ce to the -- S ., 490
o le, E. 1 . 236 D i ti ngu i- h ed F lyi ng r oss, 69, - , 86,
o le . ] . \ C 4 6 7
liege . 2 10 -- 22 Dolan , . H .. -!79
lli e r T r ophy, 241, 4 12 D oo little. J, H .. 163, 3 19, 403
ll ins, ]. ., 4 4 D ope. ~ --
o ll in , P ., 476 \ \'., 3 ~ , 24 I , 4 12
olum l ia n T r o phy, 4 14 D o uo-la . ir raft o., 2 2-- 4
Co n.,.ress io n a l A Yiat io n o mmittees. D o\\' hemica l Co., ~ -3 9, soc
4 7-4 9 Dun can . A .. 70
Co n lida ted ir c1·aft o rp., 263 26 - , duPont , R . .. 204, -! -
- o3 Durham . \\-. N ., 92
Contin enta l M o to rs Co r p., 345
Com\·ay tro ph y, 8 -
E
Cook , A . B ., 73- - , 411 , 480, 482, 483
opped ge, L , 4 10
Co rn io· li a n-Mo lini er , E ., 414 Eak e r, I., 147
Co un c il o f Nat iona l D efe nse. 96 E ar ha r t, A ., 20- , 30 1, 411
C r ai g, G. L. , 202 Easte rn Ai r L ines, 143, r- o, r6s - 170
C r a w fo r d, F . C., 478 Eas tm a n Ko da k Co .. - r 3
C r itten de n, E. C., 48 1 E ck ene r , H ., 34
C r occo, G. - ., 34 E cli1 se Av iat ion C o r p .. 389-390, 507
Cros by, H ., 205 E d ison , C. , 482
C rum, L , 202 E d o A ir c r a ft Co r p., 390-391, 510
Curt iss-\'\' ri o-h t Co rp., 266, 504 Edu ca t ion, ae r ona uti cal, 207-222
Cur ti s-\iV ri g h t Corp ., Curti ss A e r o- Egyptia n L acq uer Jv[a nu factu r ing Co .,
pla ne D iv ., 266, 270-272, 388, -o4 39 1
Curt iss- \•\I ri g ht Co r p., Expo rt S a les E ki ns, H. R. , 192, 4 13
D iv., 504 E lg in Nat io na l \ iVa tch Co ., 5 10
Curtiss- W ri g ht Co r p., S t. L o uis A ir- E ll s\\· o r th , L., 4 !0
pla ne D iv., 272-275, 504 E lm en dorf, D. , 204
Curti ss -'vV ri ght T echni ca l In stitute, Emba rgo, a rm s, 126-1 30
s oS Emm on s, D ., 70
E ng ines, 120- 121 ; d es ig n s, 345-382 ·
in spect ion 104- ro6 ; lubri ca t ion , 121-
D 122 ; m a nu fac turers. 344-385 ; pro-
du cti on 444, 446; see als o P rogr ess
Davies, C. E. , 479 o f Ci vil Ae r onauti cs
Davis, A. C., 480 Eng lish , R. , 87
Decker, C. ]. , 203, 204 E11 1e1·pr-£se, car rier, 90
Dept. of Commerce, see Bureau of Air E van s, F. E ., 479
Comm er ce E va ns, F. T., 86
Depew, R. H., Jr., 241, 244 Exp enditures, Naval a via tion , S r
D eutsche Zepp elin-Reeder ei, 161 E.1:p l01'er II, 125-1 26
Detra, G., 139 Exports , 23, 45 1-455
Detroyat, M., 204 E xp r ess, 152-155; see also Progress
deS eversky, A. P., 414 o f Civil Aeronautics
520 I NDEX
F Gove rnm ent acti viti es, 9 --138

Goodyea r Ti re & Rubbe r Co ., 290, 393
Fabrics, 124-126 Goodyea r Zeppelin Corp., 125
Fagg, F. D. , Jr., 479, 484 Go rrell , E. S., 476
Fairchild, S. M., 476, 477 Gord on, M . B ., 476
Fairchild Ae ri a l Camera Co rp., 39 1- Graddick, C. P. , 486
392 Gra ha m W . R. , 236
Fairchild Ae rial Surveys, 13 r Gra nere, D ., 205
Fa irchild A ircraft Co rp., 286 -2 8 G reat Bri ta in , r 1, 39-4 2; fac tori es, 40 -
Farley, ]. A., 155, 486 42; progr a m 39-40 ;
Federal A irways System, 98, 226-227 Great Lakes Airc raft Co r p. , 253
Federal Communication s Commi ss ion, G.regg, W. R., 483, 486
rro, 484 Greve Tro phy Hace. 204
F ederation Ae ronau ti que Intern a ti on- Gr iffi th , E. J ., 239
ale, 36 Gross, C., 476
Fleet, R. H., 477 Gross . R .. 476
Fleet Aircraft of Ca nada, 265 Grumman ircraft E ng ineerin g o r p ..
Fleetw in gs, Inc., 288-290, 503 290-294
F letch er, W. M., 239 Guggenheim , Dan iel, Meda l, 34, 2 4 1.
Flying Facts and F ig ures , 433-474 411
Flying Schools, 474 Guggenh eim , H . F., 34, 483
Forbes, \ V . A. , 476 Gulf R efi ning Co., 393
Ford, H., 4I2 Gulick, W. , 205
Forest Service, !10-I 12, 485 Guthrie, G., 4I3
Fowler, B. F., 236 Guthri e, 'V.i . D., 476
France, II, I 3, 38, 42-46
F ranks, A., 86 H
F ry, W. ]., 163
Frye, ]. , 410, 476, 477 Hamilton Stan dard Prope ll er s, 393 -
Fuel s, 12I 395, 502
Handy, T. T., 480
G Hanford A irlines, 170-1 7I
Hanks, S. S., 23 1
Gardner, C. C., 4I2 Hardecker, ]. F ., 480
Gardner, L. D., 476, 477 Harmon , L. F., 69
Garrigu s, ]., 4!0 Harmo n Trophy, 4!0, 411
Gasoline taxes, 464 Hartranft, J. B., Jr., 480
Geisse, ]. H., 484 Hartshorn, Ste\vart, Co., 395, 509
General Air Express, I78 Havens, B., 244
General Electric Co., 392, SII Haynes, P., 85
General Tire & Rubber Co., 392 Heistand, ]., r8o
Geological Survey, II2-II3 Henderson, P., 476
Germany, I I, 38, 46-so Herron, ]. H ., 479
Gibbons, S. B., 114, 485 Hilo, 70-71
Giovannoli, R. K., 68, 69, 4IO Hilsz, M., 412
Gipson, A., 4I I, 412 Hindenburg, airship, I6r, 192, 4IO, 4II,
Goodrich, B. F., Co., 392-393, srr 4I2
IKDEX
H olmbe rg :\ i1· ~[ app i ug o ., 13 1
Ho \·e r, ] . E ., 197
I Orne r , . 1~ .. -! - K a rg l . erial un ·e.rs, 131
H oward, B .. 20 - K ellet t. \V .. 476
Hu bbard , E. . 26 2 Kc llert Autog ir o Co r p., 249, 294, -o3
H u bbar d, H. D .. -t8 r Kelly F ie ld. 6
Hu bba r d ld ~[ ed a l Award, 4 10 Ken dall R ei ning Co., 396
Hu hes , H. , 14 -- 1-17, -11 0, -Ill K pner . \.V .. 147
H uu -a ke r , J. ., 21 K idde, \".-a lt r , a nd Co., 396
H u nter C., 47 Kiera n, L.. 19-
I-:lyd r g rap hi c O ffi ce, II3 - I 14 K il !la ll en, D., 192
Ki ndelbe rge r, J. H., 477
Ki ng, B .. 4 11
I Kir o-, E. ]. , 73
Kin ..,.'s up Race, 4 1-
I de .]. J., 48 3 Kinn er :\ ir plane & M tor Corp., 34 -
Im peria l _c\irways, 42 . . --; so
Tnga ll , L., 20 · Kl em in , A ., 479
In ley . R. , 4 o f(l emperer, \ V., 47
fnt c1·-I s laud A in\·a vs. 171 -1 72 K li ne, G. lvL I-3
l n te r clepartm ental -o ,~un ittee o n ivi l 1-.::li ng, R. A ., 20- , 41 2
Inte rn a t iona l . \·ia ti o n, 114 I(o ll sman I n t ru ment Co., 396 . • I I
Inte rnat iona l F lare -Si gna l o.. 396 , K ra us, . l\1 ., 4 3
-1 3
Inte r state Co mm e rce Co mmi ss ion,
114-1 17 L
In st ru cto rs, g r o und school, 109 Lacomb e, "Y ., 413
In strum ent F ly ing , q 7 Lam bert A irc raft Co rp., 294--97
Inst rum e nts, 123
La m ber t Engin e & :tvi ach in e Co., 352-
In st itu te o f th e A ero na utical S ciences . 353 - 355
3 I, 33, 477 Lang/e.\>, carri er, 73, 86, 87
Ita ly , II , so- 54 Langley Field , II7
Law ra nce, C. L., 476
Lawra nce Eng in ee rin g & Research
J
Cor p., 355
J. V. V·-.T . Co rp., 396 Lawrence, A . L., 478
J acobs A ircraft E ng ine Co., 345-348, Law r ence In stitute of T echn ology,
so6 206
Jacobson , ]. , 205 L ederer, J. , 479
Jagge r , T. A., 70 _71 Leece-Neville Co., 396, 5I I
J apan , II , I4, 38, 54 Lehecka, E., 204
Japy, A ., 4I3 Levanevsh:y, S ., 148
John son, H., 205 Levc henko, V., 148
Johnson, J. M ., n 4 . I67-170, 484 L ew is, G. W., 34, 241, 41I, 477, 483
Jones, B. M., 34 L e:t·ing to n, carrier, 73, 88, 8g
J ones, Vi . A ., 239 Lig hting, 123-I24
J ouett, J. H., 478 Lindbergh, C. A., 144 , 48 3
522 INDEX
Lindsay, R. 0., 240 1vf ock, R. IvL, 479

Link Train er, 396 1vf offett, W . A., 73, 85
Littlewood, \ N., 4IO Molli son, A ., 411
L ockh eed Aircraft Corp., 297-302 Mo lli on, ]. A ., 14-1, 254, 4 13, 4 14
Loenin g , G., 476, 480 f oo re, R. 'v\1., 11 4
Loening Intercoll egia te Trophy , 2 0 6, A o re, T. C., 4 ro
220 Mo rehou. e, A. K., 5
Logan, G. B ., 479 M o rgan, T . .. , 476
Luke Field , 79 1v[ rgentha u, I-I. , J r., 4 5
Luke Trophy, 68 Mo r se, I . V ., 479
Lycoming Divi sion, Av iati on M anu- M o rri s, C. L., 236, 479
f acturing Corp., 35.5 -357, 397, 505 M uni tions Cont1·ol Boar d , 33, 126 ; sec
also E mba rgo, A rm s
Multip lex A ero l re jecto r, I 12
1vi M urray, ]. P., 476, 477
M usick, E . C. , 41 0
MacCi osky, H., 4I2
MacC!osky, Mrs. M., 412
Macwhyte Co., 397, 509
Magazines, aeronautical, 493 N ati onal A dviso ry Commi ttee fo r
Mackay Trophy, 68, 412 A eronautics, 17, r 8, 32, 49, II 7-II 9,
Marine Corps, 79, 86 120, 121, 123, 24I , 483; a ppropria-
Manly M emorial M edal, 410 tio ns, 459 -461
Manufacturers Aircraft Association, N a ti ona! Ae ronauti c Assoc iation, 3 I,
3 I, 35-36, 477 36, 206, 478
March Field, 62 Na ti onal A ir Races, 204, 413
Marcus, C., 476 N a ti onal A ir R ecord s, 414-432
Markham, Mrs. B., I4I-J42, 413 N a tional A irlin es System, 172-I73
Martin, C. D., 480 Nationa l Assoc iation of State Avia-
Martin, Glenn L., Co., 302, 477, 505 tion Offi cials, 31 , 479
Mauna Loa, 69-70 Na tional Balloon R aces, 290, 41 2
McAllister, A. S., 481 Nati ona l Geog raphic Society, 68, 125
McCauley Aviation Corp., 398 National Guard, 31
McClelland, H., 69 Natio nal Intercollegiate Flying Club ,
McCracken, W. P., Jr., 483 205-2o6, 480
McGinnis, K., 85 National Labor Relati ons Board, 95
McMullen, A. B., 236, 479 National Munition s Control Board,
Mechanics, licenses, I07, ro8 126-127
Mehlhose, E., 203, 204 National Pacific Aircraft & Boat
Menasco Mfg. Co., 357-359 Show, 4IO
Menendez, A., 4IO National Park Service, 70, 87
Mercury Aircra:ft, Inc., 303 National Parks Airways, u6, 173
Merrimac Chemical Co., 398 Naval Aircraft Factory, 79
Merrill, H. T., I4I, 142-144, 4I2, 413 Naval Reserve, 87
Metals, II9-I20 Navy, see Bureau of Aeronautics
Millikan, C. B., 477 Navy Cross, 87
Mills, W. L., 202, 41 r Neely, F. R., 484
Mitchel Trophy Race, 413 Neumann, H., 204, 359
- · eutrality . ct, 129 Phillip Petr leum o., 262
N ulrality po li cy 23 -2 - , see also Em- Pica rd, ]., 2- 0
ba rgo . . r m Pierce, P ., 47
?\ o rma -H o ff m ann Bea r ing Corp., Pilot , air tran p rt regu lat ion , 1-r-
39 . -o7 152 ' li·ensed . .Jo; licen e, 463; see
?\ \·iation , Inc. 30 - also P rogre f Ci\·il A eronautics
Pioneer In t rum ent o ., 39 -399, - ro
N rthrop Pitcairn . utog iro Co., 249, 309-3 10
); o rthw t .\ irway , 41 Pitt burgh rew & Bolt Corp., 399-
?\ table fl igh t . 139- 149
); ye . B .. 20 - . 25 1. 412
P meroy G., _o -
Pope, A . \\·., Jr. , 4
0
P rter!ield A ir raf t Cor p. , 310-31 r
P o-t, \ V., 144
Ai e o f Arm and 1-I u niti on on - P o t Office Dept.. 4 1- ; per · onnel. 486
t ro t, 31, I-6, see also E mbargo . Prall , A. .. 4 ..J
A rm P r att & \\.hitney Aircraft, 360-361,
Officia l Ai r H.eco r cl s, 414-432 ~6 -- 369 , 502
0 1 en, C. B., 48 - P r ice Bros .. 92
0'Mea i·a, ]. K., 204 P r it ha rd, R ]. 476
O s bo rn , E . D., 476 PriYate Ayin <Y, 199--06
Progre. s o f i\·il A ronautics 111 the
· nitecl tales, 447-450
p
Propell er , I- 0, 12 1 ; inspecti on, ro6
Public H ea lth Ser vice. I ~o -r 1
Pac ific Ae ri a l Sur veys, 131 P ublic \ V 01·ks Administr a tion , 195
Pacific A irm o ti ve Corp. , 398 P yl e-1-ational Co., 400
Pa n A m eri can ir ways, 29, 150 I 52,
186-! 90, 260, 4 13
Papana, A ., 205 R
Pa rac hutes, 106-1 07, 122; rigger s, roS-
109 RCA Manu fact uring Co., 400 -401, 514
Pa r ker , C. E., 476 Radio, 98
Pa rke r App lia nce Co. , 398 Rae, R D., 204
Pa rk s, 0. L., 476 R ail way Exp ress Age ncy, 152, 410
P a rks A ir College, 513 Ran d, H. ]., 478
P a tent Office, 95 R a ndolph Fiel d, 68
Pate nt s, 35-36 Range1·, ca rrier , 89
P a tter son, VI . A ., 476 Ra nger E ng ineering Corp., 369-370
P ay ne, G. H ., 484 R awso n, K. L. , 87
Felter, ]. , 87 R ead, A. C., 85, 482
P ettey, H. L., 484 R ear w in A ir plan es, Inc., 3II
Pennsy lvania A irlines & Tra nspor t R ecord Flig hts, 139-140, 145- 147
Co., rr6; see also P ennsylvan ia-Cen- R ed Cross , 290
tral A irlines Reed, Sy lvanus A lbert, A ward, 34, 410
P ennsylvania-Centra l A irlin es, 174 R eid , H. ]. E. , 483
P ensacola Air Statio n, 79 R entschler, F. B., 476
I NDEX
R ichey, H., 410, 4 1 r Smi th, C. R, 476

R ichman, H ., 141 , 14 2- 144, 4 12, 4 13 mi th, R. H. , 2 17
R ickenbacker, E . V ., 143, r6s, r67-1 68, mi th . . \ V., 20-1
476 Soa r ing Society o f Am er ica, 203-20-1.
R ig hter, C., 202, 4 1 r 4 12, 478
Rober ts, T. B., Jr., 240 ociety o f A utomot i\·c Eng in ee r , 3 1,
Rob in s, A. W., 483 36, 480
R obinson Ae ria l S ur veys, 13 1 ocony- a uum or p., 403-404, - q
Roeb ling's, J ohn A ., S ons Co., 40 1, oil Con cr vation en ·ice, 131-1 32
5IO Sold ier's Meda l, 69
Roger s, J . M. , 477 ola r Ai rcraft Co., 40-1
Rogers, L. W. , 24, 244, 476 olt , . T . 92
Rockefell er, Vv. C. , 34 Southwc tern A er ia l S urveys, 131
R ock well Fi eld, 79 Spa r tan A ircraft C ., 322
Ro mec P um p Co. , 509 Spe rry, E. A., Jr ., 477
R oper , D. C., 484 Spe rry Gy roscope Co. , 404 -405, 5 11
Rose, T., 4!0 S perry, I aw rence, . ward, 34
Roosevelt F ield, 244 Sp reck les, F ., 205
Russell, F . H ., 476, 477 S ta navo Specification Boa rd . 40 - -406
Russia, I I , 38, 51-53 Sta nda r d A ir Serv ice, 13 1
Ryan A eronau ti ca l Co., 3 r 3 Standa rd O il Co. o f Ca liforn ia , 5 1-1
Stan ford U ni ve r sity, 206
s State Aviat ion, 233 -240
tate av iation officia ls, 233-234. 49 r-
493
SKF Industries, Inc., 5IO
Stea r man A ircraf t Co., 322-326
St. L oui s A ircraft Cor p., 316, 317
Stearm an-Ha mmond A ircraf t Corp. ,
Sanborn , J. A ., 477
326
Sang ree, N . B., 484
Steel P roducts E ng ineer ing Co., 406
Sarat oga, car r ier , 88, 89
Ste rli ng, F .. 412
Schaefe r, E ., 476
Ste rl ing, ]. M., 413
Schempp, M ., 204
Stevens, A . W., 68, 4 12
Schiff, Herbert, M emori al T r ophy, 85,
Stewart, I. , 484
4!0
Stinson A ircraft Corp. , 326-329, 505
Schools, 210-222
S uper ior Tube Co., 406
Sch roeder , R. W., 484
Swain, F . R. D. , I39- 140, 41 3
Scinti lla Magneto Co., 401 -402, 505
S wall ow A irplane Co., 329
Scott, C. W ., 4 I3
S wanson, C. A., 84, 482
Serg ievsky, B., 410
Sykes, E . 0 ., 484
Sever sky Ai rcraft Corp., 3I7-3 I9
Shell Petroleum Corp., 402-403 , 512
Shell Trophy R ace, 204 T
Sheriff, F . B., 237
Shobe, ]. H., 4 I3 Tanner , M., 412
Sikor sky A ircra ft, 320-322, 502 Taxes, gasoline, 464
Silcox, F . A. , 485 Taylor, D. W., 483
S incla ir R efi ning Co. , 403, 513 T aylor, E. S ., 34
l;\ EX
T ylo r Aircrait o., 29-3~0 Manufacturing o rp., 332-333, 336-

raft .·\,·iati on o .. 3 o 1
7, 339
ce \ -all y .·\uth o rity. I .) -
~ ?
., 400 . - !4
\\. co Aircraft C ., ~ 9 -344
407, · o-
\ \" a e. che. R. R ., 4 -
.Ra e, 204
\\.alke r, P . 4 4
utling o r p., 407
\\-allace, H . A., 4 - , 4
Tom lin o n D. \\·. , I7 -I o
\\'allace Aerial Sun·ey -, I3I
Trad Jndcx. · o i --14
\\-al sh F. ]. 476
Traffi c o ntr I, 96-gS
\\'al h. R.. 476
Training. - 07 -2--
/ Vasp, ca rri er, 90
Tr a n at la nti c a ir lin es, 42. I90-I9I
\\'arne r. E. P .. 4
Tra n at la nti c Hig ht , L.P-I44
\\' a rner ]. A. C., 4 o
Tran scont inenta l & \\'e· tern . ir , II-.
\\'arner ircraft Corp .. 373
ISO. I74·I 8o, 4I2
\·\-a te rman .·\ rr ,,·plane orp., 344
Tra nspac ific air lin es, I 6-1 90
\\'eather B urea u , r ~4 -I3 227, -t86-
Treaty Na ,·y, 82
Tro tter, F., 290 4 7
\\'eb r , \ •V .. 4 6
Turner, 1\. , I46, 20S
\i\ e ick. r:. E ., 4 o
Tumer, R. r:., 202
\\.est Point, 68, _o
\• 'estern Air Express . 412
u \•Ve tern E lect ric Co .. 407-408, · 14
\\-esto ,·e r . 0., 64, 66, 4 o, 483
nited Air Lines, ISO, 18o-r 86 ·wheat. G. S. , 476
U nited A ircraft Corp., so2 \ i\'hite ley, J, 41 2
U ni ted Aircraft Expo rts, so2 \ ihitm a n. R. P ., 233
United A ir·craft Products, Inc. , 407, \\' ig htman , H., 204
507 \\.ilcox A ir Def ense L a \\· of 193S , 6s.
u ni versity of Mi nn esota F ly ing Clu b, 494-49S
206 \i\ illiam s, A ., 20S, 293
U ppcr·cu, I. M ., 476 \i\ il son, E. E., 477
U . S. S . H.. , see Russ ia 'W ilson, G. R. , 233, 238, 476, 479
\ Nood rin g, H. \ N., 55, 481
·woods, B. M., 479
v \i\ oods, R. ]., 253
·woo lson, H. T., 480
Valk, Vl . E ., Jr., 47i World Ai r Records, 414-432
Varn ey Air Lines, 183 vV rig ht Ae r onautical Corp., 374-379,
Vaughan, G. W., 476 381-385, 504
Vellumo id Co., 407 W a rks Progress Administration, 34-
Victory, J. F., 483 35, 100, 231 ; State A irports, 236-
V in son-Tram m ell Act, 76 240
vo n Stein, R. B., 86 \ iV right Brothers, 207, 41 2
Vought, Chance, A ircraft , 330-332, 502 \i\Trig ht Brothers Lecture, 35
Vu ltee A irc raft Divisio n, Aviation W ri g ht Brothers Medal, 410
I i\" DEX
·wr ight Fi eld , 63, 68, 69 y

Wrig ht, H., 195
Wright, 0., 35, 244, 41 r, 483
Y orlll owll , ca rri er , So, 90
Wrig ht, IN., 35, 244
z
\ Vri g ht, T. P. , 477
Wynne, ]. S., 484 Zeusler , F. A ., 92

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The 1937 Aircraft Year Book

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AIRCRAFT YEAR BOOK FOR 1937

Officia l U . S. Arm y Ph oto

HO\' ~RD ::\liN GO

AIRCRAFT AND E NGINE DESIGNS . . 246-382

C I7P . . . . . '\i1·plan e P r oduction 20

I O\··t. 1\Jail Paym ent r-6

GROWTH OF AIR POWER

• 1 nificanc f cien ti fic e' I 1m nt in E urot e- 1a P r duction

A ·E. l'-.a m n fa miliar"itha rona ut ic a erteclthat the real

Official U. S. Arm y ph oto

ing development a nd technical re ea rch as ha th e · ·nit d tate. 111c

A NEW NAVY VOUGHT SCOUT BOMBER

A V I ATION IN TH E UNITED STATES

A11 up ri r ity in ircraft P rf rmance Threate ned b) Re-

chapt r i ,, ritten a rl y in :t 7 the n it d tates i · mak-

are p racti ca ll y unlimit d . T hu \\·hi! t il . u pe r io rity of . \ mer i a n

WHILE THE PASSENGERS SLEEP

of resources, but by lack of a sufficient number of t echnician s tra in ed

sense th e a ircraft indu try ha · bee n . ub th , '" r111n nt,

NORTH AMERICAN'S BOM BER

lion dolla r in additi onal appr pria i n wh i h would permit the

CURTISS TWIN-EN GINE ATTACK PLANE

AIRPLANE PRODUCTION IN THE UNITED STATES

ent 1t 1 believed . the _ ir orp ha ab ut r oo combat planes in

M ilita ry C ommerc ial

AIRPLANE E 1 GI E PRODUCTIO - IN THE UNITED STATES

A TEST FOR SAFETY'S SAKE

with tenders and nine attached to the Fl eet Marine Force.

BUILD! G COMMERCIAL AIRPLANES

as compared to . s,o69,8 Io in I 93-. Parach utes and parts increased

business with th e warrincr facti n in pain , 1 ur uin 6 a p

ported abroad contrary to the spirit of neutrality exp re ssed by th e

AERONAUTICAL EXPORTS FROM THE UNITED STATES

have no way of controlling resale of their products on the part of

$76,8o5,000. I t represented a n increase of 85 pe r cent ove r t h 193 5

o f multi- n ine land plane and amphibia n in the air

mi litary air raft f r J t ta ll d I ,0- 4 mach in

I J IDE AN AIRPLANE PLANT

v lued at $26,898,916, compared to 3-H· planes, valued at $8,876,303

AU ai rcraft and aircraft eng·ine deliveries from American manu-

SUNSET ABOVE THE CLO DS

G rowth of traffic on the lines is shown by th fo llow in tab le :

rrula r pa senger, mail

AI R TRANSPORTS GRmV LARGER

gers by day or 20 per ons in berths at night. They were conducting

with th e ass ista nce of the B ur a u o f \ir 0 111111 r .. ,. r-wate r flyin o-

A PRIVATE OWNER BEECHCRAFT

crease indica tes th at nearly all th e machin es sold in ' 93fi we re to ~- c­

ometime thi year it wi ll

cia ri n. ~ -;:ttional .~\ e ro na u t ic

The . .merican f i\ l echa ni ca l L ng ine r . thro ug h it ae ro -

WHAT A PILOT LOOKS AT

recommended to th e National Advisory Committee for Aerona utics

,. r -wat r flyin (J' faci litie in t ho e

Air Transport Association of Ame.rica

tates. I t r epre ented the line before ongressional committees and

Institute of the A eronautical Sciences

buti ons t o the of ~ anta \lonica.

nia Institute o f T echnology, f or the applicati on of aero dy nam ics a nd

400 .000c a ificd card ~ . Th In ti aJ a nn un ed a ' \\.rio-ht

crease indica tes th at nearly all th e machin es sold in ' 93fi we re to ~- c