Page 24 - Volume 12 Number 6

An early prototype for the proposed Cessna “A”-series monoplanes was photographed after completion in December 1927. Note unusual placement of the name “Cessna” on the forward fuselage that was repeated in an artistic style on the rudder.
(ROBERT PICKETT COLLECTION/TEXTRON AVIATION)
capstrips in the affected area. Drawings were prepared and approved, and production wings already on the assembly line were quickly modified to comply with the change.
When a load factor of 6.5 was achieved without failure, sandbags were added until a load factor of 7.0 and finally 8.0 was attained. Fortunately, the main and secondary spars carried the load, with the wing bending downward so far that the tips were only one-half inch above the floor. The inspector then called for workers to push down on the tips vigorously, then quickly release the tips to observe the reaction. Once again, the structure did not fail. The static test was considered complete when the wing could not be loaded with any more sandbags because the wingtips were resting on the floor.
After all the sandbags had been removed, the entire wing structure was examined carefully to detect any sign of internal buckling, distortion or separation of wood plies. In the wake of the tests, Cessna’s sturdy wing design was approved by the Bureau of Aeronautics for production monoplanes powered by the
90-horsepower Anzani, 110-horsepower Warner Scarab and 125-horsepower Siemens-Halske radial engines (later, airplanes powered by the 130-horsepower Comet powerplant were added to the list).
Although Clyde was pleased that his design had won government approval, the factory was nowhere near completion. Until it was, impatient customers would not be receiving their new monoplanes. By mid-December, however, overworked construction crews had completed the main buildings and were being replaced by Cessna employees hurriedly installing equipment, tooling and other machinery.
Up to this point in his partnership with Clyde Cessna, Victor Roos had been content to remain in the background, but as 1927 drew to a close he became openly displeased with the way Cessna and other members of the company’s board of directors were conducting day-to-day operations. During a meeting Roos declared his objections to “proposed plans and changes” for the enterprise that included changing the name to “The Cessna Aircraft Company.” Although no
The Pioneer Tire Company of Omaha, Nebraska, planned to enter a Model BW in the New York-Los Angeles Air Derby held in September 1928 but withdrew before the event began. Pilot “Chief” Bowhan (left) and his wife posed with the airplane’s owner, F.W. Grace of the Pioneer Tire Company.
(ROBERT PICKETT COLLECTION/TEXTRON AVIATION)
22 • KING AIR MAGAZINE
JUNE 2018