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S Floyd H. Ririe and a student took off at Los Angeles Municipal Airport the other day, something went wrong with the landing gear. He flew until the ship had reached a good altitude and turning the controls over to the student, climbed over the side and fixed it with a piece of rusty wire. He hung onto the slippery edge of nothing with one hand and worked the wire with the other. After getting back in the cockpit he made a safe landing, using the tail and one wheel only. It was not learned whether Ririe and his student use yeast every day, or possibly Nervine, but in all probability they were just born that way.
A piece of news that ought to interest the oil companies was found in the Department of Commerce Report, recently. Airplanes consumed nearly thirteen million gallons of gas and more than a half-million gallons of oil in the first six months of this year. About half the gas was consumed by planes in scheduled air transport. If you are interested in figures, we have been told that thirteen million gallons of gas would fill some fifteen thousand miles of two-inch pipe, but, as Eddie Cantor would say, we know from personal experience that it would take about $2,000 worth of bicarbonate of soda to move it.
Here is a little sad news with a silver lining. There were only about 2,300 commercial planes sold last year. Three years ago no gloom-laden pessimist would have had the nerve to predict such a low production. That makes about 6,000 licensed planes in service. But during the last three years there has been a steady increase in the training of pilots until now there are some 13,000, or twice as many as there are planes. It is estimated that there are 40,000 who have had some training and are actively interested in piloting a plane. So when the clouds of depression roll by, these forty or fifty thousand aren't going to be content with their Austin Bug or a back seat in a friend's plane. The industry is alive to this situation and is preparing to take care of the demand.
A Ford trimotor made a solo flight without a pilot across the field at the Grand Central Airport in Glendale, Calif., although this news was not published by the climate department of the Los Angeles Chamber of Commerce. A wind storm started the plane on its flight. The plane is a complete wreck but was covered by insurance. Admiral Byrd could have told them from experience that the best thing to do with a plane in
Did You Happen to Hear?
a wind storm is to build an ice house around it, but this happened in Southern California where "summer spends the winter."
Major T. G. Lanphier, president of the Bird Aircraft Corporation of Brooklyn, told the newspaper men that in their school, with pupils ranging in age from 18 to 63, the average for dual instruction before solo flight was five hours and ten minutes. The 63year veteran did his solo after six hours of dual instruction. The fifteen women students were able to solo inside of ten hours. It would be interesting to compare these figures with the length of time it takes to learn any other mode of travel. It took Mark Twain a long time to learn to pilot a river boat; it takes most persons longer than that to drive an automobile successfully; it even takes a long time to learn to pilot some horses.
A new form of endurance record was made by Lyman Voelfel in his home-made twoplace glider at the Grand Central Airport when, from an altitude of 4,500 feet, he made twenty consecutive loops before making a graceful landing. Although it is the only two-place glider in the world, no one seemed to have a hankering to occupy the other seat.
The average speed of Air Mail last year was 122 miles an hour compared with 33 miles by train. Nearly four times the speed but not four times the cost. No wonder we Scotch and the people in New York use it.
A commercial air ferry crosses San Francisco Bay, taking commuters from the work to their homes in six minutes. It a takes them from their homes to their wc in the same length of time—but why bring that up?
The Flying Three, as the VF3 squadron from the carrier Lexington is called, was presented with the Herbert Schiff Trophy by President Hoover for flying about 5,000 hours and 600,000 miles without an accident. When you consider that during that time they were making 861 take-offs and landings from a ship, some of the take-offs being made one minute apart, that's something to write home about, even if you don't get a trophy for it.
Here is a real question. Would you rather fly with a parachute hanging by your side, or would you rather not think of such things and put your faith in a good plane and pilot? The transportation companies are giving the question considerable thought. You go up the lake on a Sunday School picnic sitting on a pile of life preservers, without taking your mind off the joys, if any, of the day, but can you sit as comfortably beside a parachute which you can put on in fifteen seconds, in a plane? And if you
knew how to put it on would you be willing to jump off and count 6 & 7/8 before pulling the cord? So far the transportation companies seem to think the psychology of a parachute for passenger work is wrong and they point out that the wrecks which are fatal are due not to mechanical troubles or fires, but to bad weather, and by the time bad weather wrecks a plane, either you haven't time to use the chute or the altitude is not great enough.
Ten thousand persons went to the Grand Central Airport, at Glendale, Calif., on a recent Sunday, to see six airmen start an attack on the world's refueling endurance record. To make this one different, the six men were to use the largest trimotor monoplane in the world with cat walks built to each motor so they could be overhauled and repaired while in flight. With an impressive waving of hands and shouting of good lucks the six pilots, with Jimmy Angel at the controls, took off at 2.50. The ascent was too gradual, as most of the crowd noticed. In a few minutes the refueling plane took off for no reason at all, like parsley on fish, as the plane had just started with its capacity of 600 gallons of gasoline. In 22 minutes the plane made a sudden landing on the field, and as it stopped moving the central motor came to a halt. To the spectators it looked as though something had gone wrong mechanically and they were satisfied with that explanation, when, to the amazement of all, it was announced that the crew had discovered a pretty stowaway in the person of Miss Billie Brown, twenty-four-year old professional parachute jumper, and being afraid of legal proceedings, or the danger of the additional weight, or the fact that she was tangled up in the controls and that they didn't want to throw her overboard because she had only one parachute instead of two-the announcement was rather vague
anyway, they felt safer on the ground, and there they were. Nothing was mentioned concerning a renewal of the flight. We are rather tired of endurance flights anyway, and even the stowaway story shows signs of being shopworn.
D. V. Stratton, vice-president, in charge of sales, of the Great Lakes Aircraft Corporation, Cleveland, Ohio, sailed for Europe on December 27 aboard the S. S. Leviathan. Mr. Stratton will visit the principal aircraft centers of England and the Continent. His interest primarily will be in the various types of commercial planes made and sold in Europe. He will also visit the leading aircraft factories of England, France, and Germany, as well as the larger airports throughout the Continent. Mr. Stratton will spend several months on this work, making a careful study of the types of ships proving most popular, new and practical uses to which airplanes are being put, and sales and service methods in vogue in Europe.
A Notable Feature
of Martin Planes
ASY to check! Easy to maintain at low cost!" That's the reputation of Martin aircraft. Simplified maintenance is a built-in feature of every Martin plane.
All vital parts are quickly accessible. Many are so located as to be reached instantly. Easily removable inspection doors or fixed windows speed up the checking operation. The necessity for adjustments is reduced to a minimum. Pulleys are ball bearing, packed in grease and require no further attention. Struts of fixed lengths reduce rigging troubles to a minimum. And the famous Martin stabilizer adjustment gear is so designed that it functions perfectly without the slightest attention. Lubrication of all important parts is accomplished quickly and easily with pressure grease guns and proper fittings.
These are but a few reasons why Martin planes are so easy to keep in dependable flying condition. Let us tell you more about them-and why planes of equal quality cannot be produced in quantity anywhere else in the industry at a lower cost than in the Martin plant.
GLENN L. MARTIN
U.S. AIR SERVICES
Devoted to the Development of Aeronautics-Civil and Military-in the
Copyright, 1931, by Air Service Publishing Co., Inc.
COL. EDWARD A. DEEDS-Photograph on Cover
CAPT. FRANK M. HAWKS AND WILL ROGERS FLY FOR RED CROSS-
Entered as Second-Class Matter August 25, 1921, at the Post Office at Washington, D. C., under the Act of March 3, 1879.
PUBLISHED MONTHLY BY THE AIR SERVICE PUBLISHING Co., INC., WASHINGTON, D. C.
THEN the facts about Bellanca planes are known, a Bellanca is bought. In 1930, so-called year of depression, Bellanca sales exceeded those of the previous year by almost 30%. Lower cost of competitive products, or concessions of various kinds, fall far short of overcoming superior Bellanca performance, Bellanca construction and Bellanca safety. Bellanca owners know that these features mean economy in the long run. They have proved by experience that the best is cheapest, and therefore they have become the most effective Bellanca salesmen !
Bellanca models carry six or twelve passengers. Speeds range from 145 to 150 miles per hour. All are single engine planes, with power plants of 300, 420 and 600 h.p. Swift and safe, sure and sturdy, Bellanca planes are proved to be the most efficient-carrying the greatest payload with the best performance at the least expenditure of power.
BELLANCA AIRCRAFT CORPORATION
NEW CASTLE, DELAWARE
New York Office: Chrysler Building
Canadian Distributors: Bellanca Aircraft of Canada, Ltd., Montreal
At the Home Port of FIVE BELLANCA OWNERS Who Have Harnessed
Their Planes to Business
The photograph above shows a line-up of Bellancas at Fairfax Airport, Kansas City-an interesting example of the fact that "one Bellanca sells another." The owners, from left to right:
Thurmond Aircraft Corporation
Western Telephone Company of
Kansas Pipe Line & Gas
Win M. Campbell