Page 34 - Volume 12, Number 3

Correspondence
Correction
There was an error
in the subhead of Ed
Phillip’s historical
article in the Feb-
ruary 2018 issue
of King Air, titled
“Cabin Jobs.” The
headline and subhead
should have read,
“Cabin Jobs; During
the 1920s, airframe
manufacturers in
Wichita, Kansas,
produced a series
of airplanes that
signaled the gradual
demise of open cock-
pit flying in favor of a comfortable, enclosed cabin.”
Our apologies to Mr. Phillips and our readers for any confusion this may have caused.
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Cabin Jobs
During the 1920s, airframe manufacturers in Wichita, Kansas, produced a series of airplanes that signaled the gradual demise of open cockpit flying in favor of a comfortable, enclosed cabin.
by Edward H. Phillips
In February 1921, the indefatigable Jacob M. Moellendick announced to the Wichita newspapers that the Wichita Laird Airplane Corporation was planning to launch an air service from Wichita to Tulsa, Oklahoma, and Kansas City, Kansas. Always ready to generate publicity for his infant company, Jake always believed that the city of Wichita, that “Peerless Princess of the Prairie,” was destined to become a haven of civil aviation. Although Jake’s dream of a regional airline never materialized, he continued to harbor visions of a grand air service flying a fleet of Laird airplanes along routes stretching from Wichita across the entire Midwest region of the United States.
Moellendick, however, did have an airplane in mind for his proposed airline. It would be twin-engine, open- cockpit biplane powered by two Curtiss OX-5 engines each rated at 90 horsepower, but its most salient feature would be an enclosed cabin that could accommodate up to six passengers. Jake’s partner in the company, E.M. Laird, began construction of the Laird Limousine in December 1920. Moellendick hoped that he could sell the biplane to would-be airline moguls for about $15,000. The Limousine was only slightly larger than the three- place, open-cockpit Laird Swallow that sold for $6,500.
The cabin biplane had a wingspan of 47 feet and a length of 25 feet. The pilot and one passenger sat in the open cockpit forward of the cabin section, while the passengers relaxed in the upholstered interior complete with large windows on each side. Four seats were arranged in a club-type configuration. A large door on the left side of the fuselage allowed easy entry and egress for travelers.
20 • KING AIR MAGAZINE
Laird’s creation was the first enclosed cabin design built in the city, but it was grossly underpowered for its proposed role as a short-haul airliner. It had a maximum gross weight of 4,000 pounds, a useful load of 1,500 pounds and carried 180-gallons of fuel to feed the thirsty Curtiss powerplants. First flight occurred in mid-summer of 1921 with George “Buck” Weaver at the
FEBRUARY 2018
Flying in open-cockpit biplanes was the norm in the mid- 1920s, as exemplified here by Walter Beech (front cockpit) and Brice Goldsborough in a 1926 Travel Air Model BW. As the late 1920s arrived, however, both pilots and passengers began to abandon bulky, heavy flying suits and leather goggles for the comfort of an enclosed cabin. Walter Beech was among the first executives in the evolving commercial aviation industry to recognize that trend. (EDWARD H. PHILLIPS COLLECTION)
The Laird Limousine appeared in the skies over Wichita in 1921 and could carry four people in its cramped cabin. Designed by E.M. Laird, the Limousine underwent a series of modifications that included installation of a water-cooled Packard 12-cylinder V-type engine rated at 250 horsepower. Unfortunately for Laird, the biplane was plagued by tech- nical problems and poor performance (noise from the exhaust stacks must have been deafening). A heat exchanger was mounted below the cockpit on each side of the fuselage to maintain coolant temperature. (JOAN LAIRD POST)
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32 • KING AIR MAGAZINE MARCH 2018