The Travel Air Company and its speedy Type “R” monoplane would dominate the 1929 National Air Races and realize Walter H. Beech’s dream of beating the Army and Navy to the checkered flag.
Air racing had always been among Walter Beech’s favorite activities. He had flown Laird “Swallow” biplanes to victory in the early phase of his career, and in 1925 had earned a perfect score in the inaugural National Air Tour for the Edsel B. Ford Reliability Trophy. A year later, accompanied by navigator Brice Goldsborough, Walter repeated that feat by winning the second Ford Tour flying a modified Travel Air Model BW equipped with the latest flight and navigation instruments. As a seasoned competitor and a savvy salesman for the Travel Air Manufacturing Company, Beech recognized the value of air racing not only for its publicity value, but for its contribution to advancing airframe and engine technologies.
Although time has obscured the facts, a long-standing story alleges that after the 1928 National Air Races (NAR), Walter became increasingly unhappy that the competition was dominated by the powerful biplanes of the United States Army Air Corps and the United States Navy. Streamlined and powered by either static, air-cooled radial or V-type liquid-cooled engines, the military’s biplanes frequently took the checkered flag. By contrast, during the early- to mid-1920s a majority of commercial-built aircraft were powered by small, low horsepower engines and stood little chance of defeating their government-backed adversaries. Beech reportedly bristled at the thought of civilian pilots being humiliated each year at the races.
As the tale continues, one day late in 1928 Walter shared his views with a few of the company’s engineering staff. He expressed his displeasure that the fastest machine on Travel Air’s flight line was a Type D4000 equipped with special “speed wings” and powered by a 225-horsepower Wright J5 radial engine. The biplane was capable of speeds approaching 150 mph, but remained hopelessly outclassed by the faster, more powerful Army and Navy ships. One of the engineers listening to Beech’s diatribe was Herbert M. Rawdon. He not only agreed with his boss but understood the problem and knew how to solve it. In Rawdon’s opinion, Travel Air needed to initiate a dedicated, well-funded project aimed solely at building an airplane that was specifically designed for the rigors of closed-course air racing.
Decades later before his death in 1975, Rawdon recalled that he completed some rough sketches of an airplane he believed could defeat all comers at the 1929 NAR. It was a low-wing monoplane with a wire-braced wing and fixed landing gear. Inspiration for the design stemmed from Rawdon’s admiration of the sleek, powerful and highly streamlined floatplanes that competed in the Schneider Trophy races during the 1920s. Chief among these were the British Supermarine monoplanes that included the graceful S.5 powered by an 875-horsepower Napier Lion VIIB engine. Created by Reginald J. Mitchell, the S.5 won the 1927 Schneider contest at a speed of more than 280 mph. In addition, Rawdon was influenced by the equally sleek and fast Italian machines built by Macchi-Castoldi expressly for the Schneider competitions.
It was, however, the use of a V-type powerplant in the British and Italian airplanes that later played a key role in Rawdon’s decision to power his Travel Air racer with an in-line engine. He estimated that an inverted, in-line engine of 250-300 horsepower would be adequate to achieve a maximum speed of at least 165 mph. To attain that speed, however, Rawdon realized that the airplane’s weight would have to be kept to a minimum consistent with requirements for structural integrity, and reducing parasite drag would be of paramount importance. He also knew that if the airplane was to be entered in the 1929 NAR, only 12 months remained to design, develop, build, and test the ship. He needed an able assistant, and he knew fellow engineer Walter Burnham was the right man for the job. Burnham was known around the factory as a quiet man who rarely complained about anything, but his competence with a slide rule and prowess in forming wood and sheet metal was beyond reproach.
The dawn of 1929 found the two men secretly creating dozens of detailed engineering drawings as well as a myriad of other tasks associated with designing a special airplane. At that point in time no one, not even Walter Beech, knew about their work. Herb and Walter began the ambitious project with the understanding that all of the work would have to be done without pay, at home and on their own time. They were making good progress, but the nagging problem of finding a suitable engine had to be resolved soon or their efforts would grind to a halt.
In May 1929, Rawdon thought they had a solution. Walter Beech received a visit from a gentleman who claimed to be developing an in-line, 300-horsepower engine and asked if Travel Air would consider building a racer to accommodate his powerplant. Beech, listened intently as he puffed on his pipe. He liked what he heard and his passion for racing was suddenly reignited. Fortunately, he had invited Rawdon to attend the meeting. Walter asked his engineer what he thought about the presentation, and Herb jumped at the opportunity to reveal a set of three-view drawings depicting his racer with an in-line engine. The timing was perfect. Beech immediately grasped the sleek ships’ potential, and Rawdon recalled that “Beech’s enthusiasm took immediate effect, and he was all-out to build the airplane.”
Unfortunately, a few weeks later it became obvious to Beech that the engine designer had been too optimistic and lacked technical evidence to support his claims. As more of the truth became known, Walter learned that the engine design was in a state of infancy and far from full-scale development. Both the designer and the engine quickly disappeared from the scene. The setback, however, did nothing to dampen Walter’s determination to proceed with building Rawdon’s speedster. The 1929 aerial extravaganza of the NAR was fast approaching, and it was clear to Beech that Herb’s design was exactly what Travel Air needed to recapture its racing heritage. Just the thought of the monoplane taking the checkered flag at the prestigious NAR served to raise Walter’s competitive spirit to a fever pitch. As Rawdon and Burnham’s search for a suitable engine continued, Beech quickly wrapped the program in a cloak of secrecy that became so tight that only a handful of essential people knew what was actually going on behind the scenes.
In May, two key developments occurred that would profoundly affect the racer project. First, Beech had talked with Guy Vaughn, vice president of the Wright Aeronautical Corporation, about providing a more powerful, high-compression version of its R-975 Whirlwind radial engine for a special application. Vaughn agreed, and Walter dispatched Rawdon to Wright Aeronautical’s manufacturing facilities in Paterson, New Jersey, to discuss modifications to the nine-cylinder powerplant. By changing the supercharger ratio to 10.15:1 and increasing compression ratio to 6.5:1 from 5:1, engineers assured Rawdon that the engine would produce 425 horsepower at 2,500 RPM. It was more power than Herb had dreamed of, but it would come in the form of a bulky, 580-pound radial whose large frontal area presented installation and drag reduction issues he never expected to encounter.
Only 10 weeks remained before the NAR. As materials and component parts began to trickle into the Travel Air factory, Beech selected a secluded corner area of Building C to build Herb Rawdon’s racer, now officially designated as the Type “R” monoplane. To keep prying eyes from seeing inside the construction zone, it was enclosed with thick canvas tarpaulins and windows in the walls were frosted. Access to the shop floor was guarded and overall security was maintained at a high level. Early in July, a hand-picked group of 25 workers began building not one, but three racers. Beech had ordered construction of a second racer powered by a Chevolair D-6 in-line engine rated at 250 horsepower, as well as a small biplane fitted with “speed wings” and powered by a Wright J6-7 radial engine.
It was not long before word leaked out to local newspapers that Travel Air was “up to something big” at the factory on East Central Avenue, five miles from downtown Wichita. Reporters hounded the front office for information. They stood on tall ladders in an attempt to see inside Building C but were thwarted by the frosted glass. The Wichita Eagle finally concluded that Walter Beech was building a “mystery ship” and those words soon became the unofficial moniker of the airplane (a moniker that persists to this day).
Nor was any information forthcoming inside the factory, as exemplified in the August issue of Travel Air Currents, a company publication distributed only to employees and customers: “Funny business is going on around the engineering and experimental departments. Mysterious packages and boxes are being delivered at odd hours, and groups of engineers and workers can be seen huddled here and there holding “skull practice” and immediately dispersing upon the approach of an outsider.”
Throughout the hot, humid Kansas summer the team of skilled craftsmen worked long, hard hours to complete Herb Rawdon’s racer, and by mid-August the first
Type R, registered R614K, was being prepared for its maiden flight. The engine’s NACA cowling, however, was still in fabrication but the decision was made to proceed with the first flight and install the cowling later. After a series of engine runs to check operation of the oil, fuel and ignition systems, company test pilot Clarence E. Clark donned his parachute, leather flying helmet and goggles. He lowered himself slowly into the cramped cockpit, adjusted the seat and checked flight and engine controls for proper movement. Mechanics were standing by with fire extinguishers, and Herb Rawdon himself pulled the propeller through a few times to prime the engine for starting. Clarence hollered “Contact,” and the propeller swung around once again. The R-975 coughed once, then twice before rumbling to life and settling into an arrhythmic, staccato idle that gently shook the entire airplane.
Clarence gave the signal to pull the chocks. He pushed the throttle forward and the Type R moved under its own power for the first time. Clark taxied to the sod runway nearby and performed a thorough pre-takeoff check. A crowd of factory workers had assembled along with Rawdon, Burnham and Walter Beech. The engine’s vital signs looked good, and Clarence slowly added power. The 420-horsepower radial roared in response as the little red racer accelerated like a bullet down the runway. Clarence eased the stick forward to raise the tail, and when indicated airspeed reached about 70 mph he eased back on the stick and the monoplane was airborne. The crowd cheered as the airplane slowly climbed for altitude and disappeared to the east. Clark spent the next 20 minutes probing the ship’s flight characteristics before flying back to the factory and landing.
He told Rawdon the ship had attained a maximum indicated airspeed of about 185 without the cowling, and that the airplane handled well and only a few adjustments were required. During the next two weeks the airplane made at least 14 additional flights as Rawdon and Burnham hurried to prepare the Travel Air for the NAR. Finally, the cowling was completed and installed. Much to Rawdon’s delight, Clark reported that maximum indicated airspeed had increased to nearly 225 mph. As expected, the cowling provided a significant increase in performance by reducing drag.
Although Clark had been the first to fly the Type R, he would not fly the speedster at the NAR. Instead, Walter Beech tapped Doug Davis, his long-time friend and Travel Air dealer in Atlanta, Georgia, who had extensive experience competing in closed-course air races. At Cleveland, Ohio, site of the 1929 NAR, Walter Beech had made arrangements to “hide” the Type R in a hangar away from the main airfield until after the races had begun. Walter ordered that no one was allowed in the hangar except the small group of company mechanics assigned to prepare the racer for the upcoming competition. News of the “Mystery Ship” quickly spread and during the next few days Beech skillfully worked the press, feeding them tantalizing tidbits of information without revealing details about the airplane.
The NAR, held August 24 through September 2, was well attended throughout the week with thousands of spectators jamming grandstands to witness the more than 40 races scheduled during the show. At that time the NAR was the equivalent of today’s Super Bowl extravaganza, and people from all walks of life thronged to Cleveland’s Municipal Airport to watch the best of America’s pilots and their flying machines battle around the pylons for greenbacks and glory. Walter Beech could have entered the Type R in a number of preliminary events, but he chose to keep the airplane out of sight. The ship did make one brief appearance when Doug Davis took it aloft and performed a mild but impressive aerobatic routine. A news reporter who observed the exhibition noted that, “The machine had such an enormous reserve of power that it seemed to travel in any attitude or direction, including upside down and vertically upward flight, quite normally and under full control.”
Except for that one flight, Beech was preserving Rawdon’s low-wing warrior for the one race it had been designed to win – Event Number 26. Scheduled for the last day of the NAR, the 50-mile race was sponsored by Thompson Products, Inc., and would earn the winner $750 and possession of a trophy known as the Thompson Cup. The competition would be tough: The Army Air Corps had entered a modified Curtiss Hawk designated the XP-3A, powered by a 450-horsepower Pratt & Whitney R-1340 static, air-cooled radial engine and flown by Captain R.G. Breene. The Navy entered a Curtiss F6C-6 Hawk to be flown by Lt. J.J. Clark. The ship was powered by a 12-cylinder, upright V-type Curtiss Conqueror D-12 rated at 435 horsepower. In addition to the military machines, the flamboyant Colonel Roscoe Turner would fly his Lockheed Vega monoplane that boasted a 450-horsepower Pratt & Whitney Wasp Junior radial engine. Beech considered these three ships to be the Travel Air’s main competition – the remaining two stood little or no chance of winning. Walter, as well as other pilots at the NAR, believed that Event Number 26 would evolve into a duel between Davis and Captain Breene.
When race day finally came, Davis and the Type R taxied to up at the starting line along with the other five contestants. As Beech and Rawdon watched anxiously from the sidelines, the official dropped the flag. Breene was first to takeoff, followed in 10-second intervals by Davis, Clark, Turner and the others. The ground trembled as engines reached full throttle, and propellers blew thick clouds of dirt and dust upward as each machine struggled to get airborne as quickly as possible. Crowds were on their feet, cheering enthusiastically while waving arms, hats, scarves in wild gestures. The race was on!
Breene had easily jumped into the lead, but as he rounded the first pylon both Clark and Davis already were closing in on the leader. As the laps unfolded, Davis first overtook the Navy biplane and then passed the Army ship as a stunned Breene watched in disbelief. He tried in vain to stay close to the Travel Air but could not hope to match its advantage of speed. Davis slowly opened the gap between his ship and Breene’s Hawk. With the end of the race rapidly approaching, Doug feared he had turned inside of a pylon – a violation that would have disqualified him. With his heart pounding like a jackhammer, he whipped the Type R into a high-G, 180-degree turn and flew back to circle the pylon. Meanwhile, Breene was fast approaching. In November, he recalled those tense moments during an interview with The Atlanta Journal: “Near the end of the race, I thought I had clipped a pylon too closely. I had a long lead over the field, so I figured it would be better to circle the marker again … I pulled on the stick too quickly, and everything went black. By the time my head cleared, I was already past the pylon, so I circled back once more. This time I took a larger curve and made sure I was outside the pylon. The judges told me after the race [that] I had made a good turn each time.”
Fortunately, during the remaining laps Davis managed to stay ahead of Breene and took the checkered flag after flying the race in 14 minutes, five seconds. His fastest lap was flown at 208.69 mph with an average speed for the race of 194.9 mph. Breene easily took second place, finishing more than 30 seconds behind the Travel Air. Turner’s Lockheed placed third, while a disappointed Clark had to settle for fourth place. Amid a standing ovation from the crowd, Davis climbed out of the
Type R and was escorted to the speaker’s platform where he received $750 and the Thompson Cup.1
A big grin broke out across Walter Beech’s face, and Rawdon was thrilled that his little red racer and its civilian pilot had defeated, in unrestricted competition, the best the Army and Navy had to offer. According to one Travel Air mechanic, no sooner had Davis landed and taxied to the winner’s circle than Beech began collecting on wagers he made before the race. “Walter Beech was going around the field taking up everybody’s bet. He had a wad of bills that would choke a mule, and he was really happy. I imagine he probably made more than $60,000 on those bets.” That amount may be wishful thinking, but Walter did share his winnings by handing out $100 bills to mechanics and other Travel Air personnel.
In less than 15 minutes that day in Cleveland, the brainchild of Herbert Rawdon and Walter Burnham had become an instant icon in American air racing. The monoplane was a testimony to their design genius and guaranteed both men a well-deserved place in aviation history. More importantly, however, the Type R’s success signaled the birth of a new and exciting era in the design of both commercial and military airplanes. Doug Davis summed up the racer’s impact on aviation this way: “She’s a great little ship.”2
Notes:
- In 1929, the National Aeronautic Association (NAA) granted Charles Erwin Thompson’s request to offer a permanent trophy each year to the winner of the Free-For-All event at the NAR. The trophy, 40 inches tall, was made of gold and silver and mounted on a marble base. It was fashioned as a representation of the mythological Icarus. A cast model of each year’s winning airplane was attached to the top of the trophy. The beginning of World War II in 1939 brought an end to the NAR, but the races resumed in 1946.
- Davis was killed during the Thompson Trophy Race at the 1934 NAR. The Wedell-Williams racer he was flying was observed to spin out of control and dive nose-first into the ground after rounding the second pylon. The probable cause of the accident was never determined.
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