chapter vi big country, and lots of it - 2003 national air tours

The 1930 tour set out to traverse the wide-openspaces of the Western United States and Canada. Asone pilot recalled,

“It was big country, and lots of it. Endlessstretches of lonesome prairie, the wind blowing agale, gas gauges knocking on Empty and the sungoing down behind a mountain range ’way out therea thousand miles ahead of you…”

Much of the route was indeed longer, higher, andmore lonely than in previous years. But airplanesand engines had improved, and pilots had longurged the tour committee to plan longer hops andmake the tour a tougher competition. AndSeptember of 1930 was a good time to get out innew territory and drum up sales; even the optimistswho dismissed the 1929 stock market crash as atemporary setback must admit there was a dismallack of airplane buyers. Nor were investors stilleagerly buying stock in any scheme that had to dowith being air minded — whether a transoceanicdirigible passenger line, or a transcontinental cargoline utilizing gliders towed behind tri-motoredairplanes.

People did invest in a new and popular diversioncalled Miniature Golf, they listened on their radiosets to a blackface comedy team called Amos ‘n’Andy and they went to the Talkies to watch a new-comer called Mickey Mouse. A St. Louis man keptthe Roaring Twenties spirit alive by driving a Fordroadster from New York to California and backagain, all the way both ways in reverse gear. Heowed it all, he said, to his use of Texaco products.Another Texaco user, pilot Duke Jernigan, flew aWaco biplane coast to coast, towing a glider mannedby Frank Hawks.

The Hunter Brothers kept a Stinson aloft overChicago for nearly 23 days, and the old St. LouisRobin team went up again, for 27 days. NavyLieutenant Apollo Soucek made an altitude recordof 43,166 feet and two Frenchmen, Costes andBellonte, flew from Paris to New York in just overthirty-seven hours, then followed up with a 15,000mile See America tour in their big Breguet biplane.

But for all the headline flights, only fourteenmanufacturers entered planes in the 1930 tour.There were only two tri-motors, and but oneamphibian. The one Diesel powered ship was only“accompanying,” not competing, and there were noAutogiros. And only one woman pilot, for a total ofeighteen airplanes.

The trials began right after Labor Day, and tonobody’s great surprise the highest Figure of Meritwas set by Harry Russell’s big Ford. But the littlefour-place Cessna had a high score too, and this yearthe smaller planes would compete for a new prize,an award offered by the Great Lakes AircraftCorporation for the highest scoring ship powered by an engine of not over 510 cubic inchesdisplacement. And for the first time since 1926 anyleisurely cruising speed was out; top speed wouldcount for points on every leg.

The wild racing which marked the 1930 tour wasevident on the second day out, when Myron Zeller’sbig Wasp powered Ford shed a square foot ofleading edge wing skin as he dived it full throttleacross the finish line at Wausau. That was one sparepart the Ford group did not carry, so Zellertelephoned the factory for a replacement and arescue plane was dispatched, as far as Green Bay.Zeller agreed to meet it there, to save time and savethe factory pilot the risk of landing in bad weatherand darkness at Wausau. Bill Gould flew him toGreen Bay in the Pratt & Whitney CompanyStearman, and then managed to run off into theweeds when he landed there. For Zeller, it meant along night auto ride back to Wausau clutching hisprecious piece of metal and for Bill Gould, it meanthis ship was out of the tour.

The wind was blowing hard from the north as thefleet went on west and north across the wildernessof Minnesota lakes, and Swanee Taylor gave up thefight in his underpowered Eaglet and parked it atBemidji, the second accompanying plane to dropout. But the contestants raced on, with HarryRussell holding a slim lead in his Ford as theyroared along the Red River and across the plain to

Chapter VIBig Country, and Lots Of It

113Copies of this book may be ordered at www.NationalAirTour.org or by calling 800-225-5575

© 1972, Lesley Forden; 2003 Edition © 2002 Aviation Foundation of America

Winnipeg. There they turned west, and into a head-wind blowing sixty miles an hour, right on the nose.The 120 miles to Brandon took some of them twohours; the 211 miles to Regina almost twice as long.Volunteers waited for them at Regina, standing outin the gale wind and blowing dust, poised likeforward pass receivers to grab for wing tips andstruts as the flyers brought their planes down. Theylanded “tail high, in flying position,” enginesturning up enough to keep from blowing away, andthe Canadian ground crews literally grabbed themfrom the air.

Moose Jaw next day, turned out to be more thanjust a Hudson’s Bay trading post with a Mounty anda few Indians. Moose Jaw was a thriving place, withits own enthusiastic flying club. The governmentwould sponsor the clubs if the local people acquiredan “Air Harbour” and hired an instructor, thegovernment furnished them a training airplane.

The tour planes headed on across the prairies andwheat fields to Saskatoon, and North Battleford andEdmonton. And now they were nearing the foothillsof the Canadian Rockies, close to the wilds ofBritish Columbia and the Yukon Territory, of whicha Canadian flyer named Oakes had said, “It’s a landwhere the mountains are nameless, and the riversrun God knows where.”

But the Americans stopped short of the namelesswilderness and turned, like sailboats coming aboutto run before the wind, south to Calgary and Leth-bridge. The wind helped them now, boosting the

faster planes up to ground speeds of 170 and betteras they came roaring down across the border intoMontana. The Fords and Wacos were ahead, flownby Russell and Zeller, Davis and Livingston-fourhard driving veterans in bitter competition withevery other pilot, including their own factory teammates. Zeller averaged 175.8 miles per hour fromGreat Falls to Sheridan; Livingston 170 from Ed-monton to Calgary. Art Davis led them all with anaverage of 148.3 for the whole tour and only HarryRussell’s high Figure of Merit which he’destablished back at Dearborn enabled him to holdhis lead in points scored.

Misfortune descended on them all at Great Falls,for ’way out here miles from nowhere a steely eyedCustoms man searched out all those who carriedCanadian spirits, assessed the standard fine of fivedollars a bottle — and confiscated the bottles.

Misfortune struck the Curtiss Kingbird too, asWalter Beech crossed the finish line in a wide-openrace with Zeller and his Ford. The Kingbird won,but its top fuselage fabric let go with a great rip androar and flew off into space, somehow miraculouslymissing the tail surfaces as it went. But the ship waspatched up with sheet metal from a local plumber’sshop, and stayed in the race.

Sheridan, Wyoming put on an old-fashionedoutdoor chuck wagon lunch and Nancy Hopkinsadded to the show that day, climbing on a cowponyfor a hard gallop around the airfield.

Then on through Cowboys and Indians and



Nancy Hopkins and the Kitty Hawk at Saskatoon. (Antique Airplance Association)

Custer Cavalry country, across the Powder Riverand the Rock River, the Yellowstone and the LittleBig Horn. And the Green River, which actually didhave a greenish tint from the shale rocks where itflowed. And watch for the lonely settlements: CrazyWoman, and Black Eagle, Medicine Bow andRoundup, Ten Sleep, Crow Agency, Lost Cabin.

And the little rivers and creeks — or “cricks” —North Fork, and South Fork, Middle Fork, RedFork, Dry Fork. And Teapot Creek, Dugout Creek,Clear Creek and Muddy Creek, Sand Creek, SaltCreek, Nine Mile Creek, Bear Creek and SheepCreek and Poison Spider Creek.

The wild race continued, across the highlonesome range country through Casper andLaramie and Cheyenne and on to Denver, with thesmaller airplanes gaining on the bigger ones simplybecause they could turn in and out of the airfields alittle faster; save a few seconds getting off theground. But now they were leaving the mountains,heading downhill over the Kansas plain and acrossthe Mississippi, to Terre Haute and Cincinnati. Andtoo late now, for anyone to overtake Harry Russelland his big Tri-motor; too late for desperately hard

flying John Livingston and Art Davis to take thetrophy for the third time and gain permanentpossession in the name of Waco Airplanes.

The whole fleet of eighteen airplanes had traveledsome big country; nearly five thousand miles, acrossfourteen states and three provinces of Canada. Andfor the first time in any tour every contestant had finished on schedule, even the lumbering Sikorsky amphibian.

Though she made the final banquet at one point inCanada, when a dinner party was being held, NancyHopkins parked her little biplane, checked in at thehotel and made ready for the grand affair. Then shelay down to catch forty winks-and slept through thewhole thing. She’d been on her own the whole trip,all the way from Rhode Island, pilot and mechanicof a slow going, open cockpit ship with no brakesand a cranky and troublesome motor. NancyHopkins was entitled to a nap along the way.



From left, Swanee Taylor, Myron W.Gould, Myron Zeller.

(NASM, Kenneth J. . Boedecker)

The Curtiss Kingbird. Owen Harned, in white shirt, leans against wing strut. American Eagle in left background.(S. J. Hudek)



THE

SIX

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30

ITINERARY1930

Date City and Airport Name Miles

Thursday, Dearborn, FordSeptember-11 Kalamazoo, Municipal 120

Chicago; Curtiss, Glenview 142

September-12 Davenport, Cram 153Wausau, Alexander 238

September-13 Eau Claire, Municipal 94Duluth, Municipal 135

September-14 Grand Forks, Municipal 245Winnipeg, Stevenson 124

September-15 Brandon, Aero Club 120Regina, Municipal 213

September-16 Moose Jaw, Rosedale 45Saskatoon, City Airdrome 127

September-17 North Battleford, Civic Airfield 85Edmonton, Blatchford 233

September-18 Calgary, Municipal 180

September-19 Lethbridge, Municipal 111Great Falls, Vance 170

September-20 Sheridan, Municipal 282Casper, Wardwell 136

September-21 Cheyenne, Municipal 144Denver, Municipal 99

September-22 Colorado Springs, Municipal 70

September-23 Garden City, Army 218Wichita, Municipal 196

September-24 Enid, Municipal 95Kansas City, Fairfax 245

September-25 Springfield, Municipal 274Terre Haute, Dresser 128

September-26 Cincinnati, Lunken 161

Saturday, Dearborn, Ford 231September-27

Total 4,814

Typical American Eaglet with Cleone engine, somewhat similar toSwanee Taylor’s tour ship.

(NASM)

The Pratt & Whitney tour ship, NC769H, was similar to these Stearmans,NC783H, 784H and 785H, seen in flight over San Francisco. These are1930 model 4-Es, built for Standard Oil Company, flownby pilots Allen,Brush and Doolin.

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NC8485 placed third in 1929, first in 1930, second in 1931 tour. (Ford/Hudek)





Bart Stevenson’s Monocoupe. (S. J. Hudek)

“Pop” Mayo and Nancy Hopkins(Nancy Hopkins Tier)

Bart Stevenson, left, and Clayton J. Brukner (George B. Stevenson)

Livinton’s Waco, in use later as a sky-writing ship. (Charles N. Trask)



Waco INF similar to Bowman’s tour ship. (NASM)

Leslie H. Bowman (W. P. Kupka)

Art Davis’ Waco. Note the high “stilt” landing gear, Airwheels, and single ailerons, the latter most unusual for a Waco. Tail of Fleet NC64OM, at right. (S. J. Hudek)



For the first time since the toursbegan, the Army did notassign an official accompany-ing ship, however militaryplanes joined up at variouspoints along the way, as theyalways had. This is a typicallyimpressive Army formation ofthe time: Keystone Pantherbombers, over Pittsburgh, in 1932.

(J. Victor Dallin)

The 1930 American Eagle was a considerably improved version of the 1929 Wallace Touroplane. (Ford/Hudek)

Eddie Schneider’s Cessna C9092. (The Ford Archives)



Charlie Meyers and Great Lakes #38. (Charles W. Meyers)

Clyde Cessna, right, with Dwane Wallace, 1953.(Cessna Aircraft Company)

Ed Porterfield, left, with Charles Lindbergh and Larry Ruch, at right.Porterfield was Kansas City businessman who financed AmericanEagle factory and flying school.

(Antique Airplane Association)

Eddie Schneider poses in narrow front doorway of Cessna C9092,shakes hands with unidentified admirer.

(John W. Underwood)

Larry Ruch, center, with two unidentified men, possibly students, atPorterfield School.

(Henry G. Arnold)



Frank Hawks and his Travel Air. (S. J. Hudek)

Travel Air factory, Wichita. Note rooftop sign, “This Is Travel Air City.” (Antique Airplane Association)

Truman Wadlow’s Curtiss-Wright Travel Air, just rolled out for first test hop. The plane was finished in customary Travel Air orange and black.(Truman Wadlow)



Interior of Travel Air B6000. Plane had big automobile crank-down windows, no safety belts. (NASM)

Frank Byerly and Detroit News Vega. The plane was bright red, withcream color trim and lettering.

(S. J. Hudek)

The Kingbird at Enid, Oklahoma. From left, Owen G. Harned, BobHutchinson, Mrs. Walter Beech, Walter Beech, and mechanic H. M.(Mel) French, known as “Frenchy,” above.

(Owen G. Harned)



Walter Carr gets away in Paramount Cabinaire as Pop Cleveland, at left, checks the time.

(S. J. Hudek)

Walter Carr, with Viola Gentry.(Viola Gentry)

Another Cabinaire, NC551V, powered by Continental. (NASM)

Rae Rearwin with sons Royce, left, and Kenneth, right. Ken-Roycebiplane was named for the two boys. Rae Rearwin was a homesteaderand Kansas businessman who founded airplane factory.

(Kenneth Rearwin)

Rearwin Ken-Royce flown by Jack Story. (S. J. Hudek)



Guiseppe Bellanca.(J. Wesley Smith)

Wes Smith, left, and George Haldeman (J. Wesley Smith)

Bellanca #14. The ring cowling for the J6-9, seen lying on ground, was poorly installed and caused delays during the tour. Note mechanic usingbucket for work stand.

(S. J. Hudek)

Typical Bellanca CH300 Pacemaker. Emblem of this Omaha, Nebraska airline includes reassurance, “Safe And Sane Flying.” (NASM)



George Meissner and S-39(Igor Sikorsky)

Lionel M. Woolson, left, with Walter Lees and Diesel powered Stinson SM1DX.

(NASM)

A Sikorsky S-39B, NC-55V, used in airline service on San Francisco Bay in 1933. Varney Air Ferries served commuters, also connected with thecompany’s Lockheed Orions at the Bay Airdrome, Alameda, for fast scheduled service to Sacramento and Glendale, California. Tail of Orion NC12228can be seen behind Sikorsky.

(Mrs. Carl Bigelow)



Endurance flights continued through 1930. John and Kenneth Hunter stayed up 23 days in the Stinson SM-1 F City of Chicago. Brothers Albert andWalter refueled from the Stinson Big Ben, joining up 223 times to provide 7,630 gallons of gas and 400 gallons of oil.

(John W. Underwood)

Stinson Junior with Wright J6-9 similar to Wright company ship flown by Leon Allen. (NASM)



Harvey Mummert and Mercury Chic. The Chic had an unusually high parasol wing, which made it difficult to handle on the ground, and full spanailerons, actuated by push-rods which slanted out through cockpit coaming.

(S. J. Hudek)

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(Mrs

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nnin

g)



chapter vi big country, and lots of it - 2003 national air tours

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