CHAPTER I DEARBORN, MICHIGAN, OCTOBER 4, 1925

The spectators began arriving at the flying fieldvery early in the morning. They walked, theypedaled bicycles, they rode motorcycles and drovetouring cars; they came on streetcars and buses andtrains, from Dearborn and Detroit and Ann Arbor,from Grand Rapids and Saginaw and Kalamazoo,from Chicago and Buffalo and New York City.

By three o’clock on this rainy Sunday afternoonthere were 35,000 people at the Ford Airport,waiting to see the aeroplanes come flying in from Cleveland.

The planes were long in coming, and the peoplemoved impatiently along the rope barriers whichlined the muddy flying field, or retreated from therain to sit in their automobiles and talk. They talkedof many things: of movie stars and sports heroes,Gloria Swanson, Harold Lloyd, Babe Ruth andPaavo Nurmi. And of crossword puzzles and aparlor game called Mah Jong, and a wild dancecalled The Charleston. And of how far away youcould pick up a jazz band playing “Ain’t GonnaRain No More” on the new model radio sets.

But most of the talk was about aeroplanes. It wassaid this “Commercial Airplane Reliability Tour”they had come to see was just the beginning; thatbefore long, people would jump in their own littleaerial flivver and sail off into the sky the same waythey were starting out across the country in theirautomobiles, with just a water can and some tirepatches and a spare fan belt, all the way out West toCalifornia, and Oregon.

The Army Air Service had sent three big planesaround the world just last year…But on the otherhand, the Navy seaplane PN9 had gone down in thePacific Ocean trying to cross to the HawaiianIslands, and the Navy dirigible Shenandoah hadcrashed in a storm over in Ohio and killed fourteenmen. And right now, the headlines told of searcherstramping through the Pennsylvania mountainslooking for an Air Mail pilot named Ames, missingon his regular run from New York to Cleveland.

And so perhaps the aeroplanes would not be

finishing up their big tour and coming in today afterall. It was going on four o’clock, and no sign ofthem yet. And in the lowering clouds, the bigelectric beacon light flashing its great beam roundand round from the hangar roof made it seem evendarker than it was. People began to move away fromthe field, toward the road….

And then, from very far away, came the drone ofhigh powered motors, rising, falling, fading clearaway again–an imagined sound, lost in the murmurof the crowd. But there it was again–closer–louder–and now everyone heard it; people were standing,peering up into the sky, pointing at a tiny speck,dimly seen through the rain and murk ’way down onthe horizon.

It was an aeroplane! And coming like the wind,motors roaring as it rushed toward them like a greatmajestic bird. Now it was diving toward the field,and all the people were waving and cheering andyelling, honking the horns of their autos, as thegraceful monoplane swept around in a wide circlefor its landing, first of the great fleet to finish the air tour.

The idea for an Airplane Reliability Tour wascredited to Harvey Campbell, of the Detroit Boardof Commerce. Campbell called it a “Glidden Tourof the Air,” having in mind the automobile toursstarted in 1904 by a man named Charles Glidden.Just as auto tours had publicized highway travel, soCampbell reasoned, would aerial tours promote airtravel.

And in February of 1925, followingCongressional approval of the Kelly Air Mail Act, agroup of Detroit businessmen made plans for an AirTour. The Kelly Act provided for commercial airlinecompanies to take over the government Air Mail,and now, with the stage set for “commercialaviation,” Detroiters talked of building airplanesjust as they built automobiles.

Civic and business leaders formed a committee,and Edsel Ford donated a tour trophy, a beautiful

CHAPTER IDEARBORN, MICHIGAN, OCTOBER 4, 1925

1Copies 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

structure of gold and silver more than three feethigh, and said to have cost seven thousand dollars.It was inscribed, “This trophy is offered toencourage the upbuilding of commercial aviation asa medium of transportation.”

The air tour was scheduled to depart from HenryFord’s new airfield at Dearborn, visit twelve citiesin the Midwest and return six days later. Itsannounced purpose, “to end the dominance of themilitary and the emphasis on thrills and stunt flying,demonstrate the reliability of travel by air on apredetermined schedule regardless of intermediateground facilities.”

And this last was most difficult, for in 1925 most“ground facilities” consisted of a farmer’s pasture,or the County Fairgrounds, or a long sandbar downin the river bed. And so the committee madeelaborate preparations. A “Pathfinder Flight” wentout along the route two weeks ahead of time, to “geta birdseye view of each city and the approaches, thefeel of the terrain in setting down on, and taking offfrom, each of the fields.”

Detroit’s own Eddie Stinson flew the Pathfindertrip in his Junkers monoplane, carrying officials andnewspaper men and accompanied by an Army planefrom the McCook Field Airways Mapping Division.The two planes flew the route and returned onschedule, “despite severe equinoxial storms,” andmeanwhile, volunteers at the twelve cities along theway rushed to make ready.

They marked their landing fields with a “windsock,” they laid out a 100-foot diameter circle in thecenter of the field, and marked a “dead line” at theside, where the touring planes would be lined up forinspection after they landed. These outlines weremade of white lime, “with a little sugar added toprevent rain from washing it away.” The Detroitcommittee suggested that gasoline for the planesmight be provided free of charge, remindedeveryone to provide chamois skin strainers and atleast twenty-foot hoses for the larger planes.

Competing manufacturers certified their planeswere structurally sound; pilots certified they were ingood health and did not use alcohol in any form.There was no designated first prize; each flyer whokept up a certain percentage of the planned 80miles-an-hour schedule — despite wind or weatheror motor trouble — would make a “perfect score,”and have his name engraved on the trophy.

Each contestant was given a hand-made, hand-lettered map of the route, along with explicit printeddirections which began with takeoff fromDearborn…“steer South, by compass, to Romulusand the intersection of the Wabash and PereMarquette Railroads…follow the Wabash tracks toAdrian Emergency Field…compass course to

Morenci, on the New York Central, pass over the AirMail Field at Bryan, Ohio, follow the railroad again,to the St. Joseph River…”

The competing pilots were assembling atDearborn by September 25 and the gates to FordAirport, usually locked and guarded, were openedfor spectators to come in and look, at the tour planesand the exhibits in the big Exposition tent.

There were Swallows and Travel Airs fromWichita, Kansas; two Martins from Cleveland; aYackey and a Laird from Chicago. Two Wacos werecoming from Troy, Ohio; a Mercury fromHammondsport, New York, and a Curtiss fromLong Island. And two big all-metal cabin jobs; aStout monoplane, with its wing on top, and aJunkers, with its wing on the bottom.

And the biggest plane of all, the three-motoredFokker; rushed all the way from Holland to NewYork City on a ship, just in time for the tour. Thevery name, Fokker, brought chilling memories ofthe Great War; veterans who’d been “over there” —not only flyers, but doughboys peering up from themud of the trenches-talked knowingly of GermanAces in Fokkers, looping and spinning in deadlycombat with Allied planes high above the Western front.

This newest Fokker was a huge transport plane;you just couldn’t imagine how big it was until youwalked up and peered in the doorway of the greatlong cabin, with room for two pilots and sixpassengers. The Fokker’s three Whirlwind motorsmade it a very safe airplane too, and as if to provethis, another Fokker with but one motor haddeparted Long Island for Dearborn on the same dayas this one and crashed in the mountains when itsmotor conked out.

Monday, September 28, was a bright, fall day.The rain had let up, and promptly at eight o’clockLieutenant Harry Johnson started up the Libertymotor in his Army DH4. The Tour Referee climbedin with him, then the DH splashed through the mudand was off to lead the way to Fort Wayne and makesure the field there was not flooded out. An hourlater the official starters made ready: Edsel Ford,and a very tall man called Shorty Schroeder. Thenthe first plane was off, and the big tour was on its way.

The Fort Wayne field was all right, and from therethey followed the Pennsy tracks to Gary, thenveered south, to “avoid flying directly over the cityof Chicago;” then north again, to Maywood AirMail Field, “just West of Des Plaines Road and Eastof Speedway Hospital.” Proper name for thehospital was Hines Veterans, but there was an autorace track nearby and the flyers all knew it as Speedway.





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Moline had a fine landing field; Des Moines apoor one, only 1400 feet long, and the biggerairplanes zoomed low and went on withoutstopping, to the shame of the local committee. Thetour had become a reckless, wide-open race anyway,with Tony Fokker the worst offender; determinedthat his tri-motor should be first to land at everystop. Fokker, in fact, was blamed for the traffic jamat Omaha where Casey Jones landed his big Curtisssquarely on top a motorcycle left in mid-field byHoward Wehrle, a local committeeman-man — apoor place, everyone agreed, to leave a ’cycle. Butmechanics worked all night and Jones went on withthe others next day.

Heading down the Missouri for Kansas City theyran into a wild storm; great jagged streaks oflightning; black thunderclouds towering up aheadlike angry giants. The flyers dodged and zigzaggedin the gusty wind and torrents of rain, flying everlower to the angry river and wildly tossing treetops.Some were all but blinded when a great torch oflightning slammed across the sky and into a big redbarn, just beneath their wings. The barn exploded intowering flame, and this was enough; these pilotssought shelter in the nearest pasture they could find.The next day, Ed Knapp wrecked his brand newWaco trying to take off from the tiny clearing wherehe went down, but the others went on east throughmore rain and fog to reach Cleveland on Sunday, aday behind schedule.

The Dearborn weather was very bad too, but theadvance Army ship got through and so the otherstook off for the last lap. They were admonished byofficials to play it safe; take the long way aroundLake Erie; no corner cutting direct to Detroit acrossthe open water. And to be sure nobody cheated, awatchman was stationed in a field northeast ofToledo to stand by a white canvas marker called“the bed sheet” and count the planes as they went by.

But nobody could see much in the fog, eitherspotter or flyers, and some of the fellows chargedstraight out across the lake, direct. Others got lost,or played it safe, including Mercury pilot HarveyMummert who landed at Monroe, Michigan justforty miles short of the finish line. But most of themgot through, including the flambuoyant TonyFokker, whose tri-motor dived across the finish linejust before dark, first airplane home in the first greatAir Tour.



ITINERARY1925

Date City and Airport Name Miles

Monday, Dearborn, FordSeptember 28 Fort Wayne, Baer 130

Chicago, Maywood 150

September 29 Moline, Campbell 140Des Moines, Fisher 160Omaha, Fort Crook 130

September 30 St. Joseph, Rosecrans 110Kansas City, Richards 60

October 1 St. Louis, Lambert 235

October 2 Terre Haute, Dresser 165Indianapolis, Schoen 70

October 3 Columbus, Norton 170

Sunday, Cleveland, Municipal 120October 4 Dearborn, Ford 135

Total 1,775



Avowed purpose of Detroit air tour planners was “to end the dominance of the military; the emphasis on thrills and stunt flying,” These two thrillersare Lincoln Beachey, flyer, and Barney Oldfield, driver, roaring around the Emeryville, California race track in 1914.

(M. L. Cohen/University of California)

Commercial uses of the airplane in line with hopes of Detroiters. This Standard J-1 was used by Quick Crop dusters of Houston Texas, its original water-cooled engine replaced by a Super-Rhone, or Quick Radial, converted from French LeRhone rotary. Curt Quick and his mother standing; unidentifiedgirl in cockpit holds dust hopper control lever.

(Alice J. Quick)



Another cropduster, Keystone Puffer of Huff-Daland Dusters ofMonroe, Louisiana. Similar ship was listed for 1925 tour as Entry No. 12,but did not compete. Huff-Daland was first commercial buyer ofWright Whirlwind engines, ordering sixteen In 1926. The companyevolved into present Delta Airlines.

(George Van Vliet)

Other commercial uses. “Baby Ruth” candy bars were dropped inminiature parachutes from Waco Nines flown by Freddy Lund, KidKytle and Ole Oleson. Oleson is seen here.

(S. J. Hudek)

Detroit manufacturers sought development of good airports toencourage formation of scheduled airlines. Aeromarine Airways hadprovided service for a brief time In 1922 and 1923, using convertedNavy F5L flying boats, featuring luxurious accommodations andservices of a flight steward. This is the Santa Maria, “Detroit -Cleveland, Ninety Minutes,” cruising along the Lake Erie shore.

(Greater Detroit Board of Commerce)

Another early day scheduled airline: Ford’s private freight line.Present for the first flight, April 13, 1925 are William B. Mayo, Edsel Ford,Henry Ford and pilot Edward G. Hamilton.

(Charles E. Planck)



Detroit aviation boosters were sure the air tours would hastendevelopment of commercial airports, few and far between in 1925.Military airfields like Kelly Field at San Antonio, Texas were much better. (Leslie Newmark)

Training planes at Brooks Field. Vought VE-7, left, and Curtis JN6H. (Leslie Newmark)

Military planes of 1925 included the de Havilland DH4. Note spare tire carried on belly. (Leslie Newmark)

Air Service cadets learned to pack parachute, tested them aloft bysliding off parch on top DH4 wing. (Leslie Newmark)



The Navy’s first carrier, USS Langley CV1, commissioned in 1922.Vought biplanes are parked on deck, which was 64 feet wide, 534 feet long. (Leon Cuddeback)

A carrier exercise in the British Navy in 1917, only eight years before the first air tour ventured forth. Sopwith Pup lands and is dragged to a stop byground crew on makeshift platform built across forward deck of HMS Furious. (Imperial War Museum)

The Laird Swallow, often called America’s “first commercial airplane.” This one was flown to Los Angeles in 1921by Matty Laird and Buck Weaver. (Bob Byrne)

Matty Laird, right, and Billy Brock, in 1926, with Laird used on Charley Dickinson’s short-lived Chicago, St. Paulairline. Fuselage lettering includes, “Celerity – Certainty - Security.” (NASM)

The Laird Special, Tour #32. (Ford/Hudek)



Earl Rowland’s Swallow (Ford/Hudek)

John Stauffer’s Swallow (Ford/Hudek)

OX-5 Waco Nines, at the factory. (S.J. Hudek)



The Junkers F-13L. Thick cantilever wingwas first patented by Hugo Junkers in 1910,used on a German fighter plane in1915,and on the first 4-place F13 in 1919.

(S. J. Hudek)

A Junkers moored on Lake Constance. (The National Archives)

Eddie Stinson’s Junkers, which flew the Pathfinder trip for the first tour, shown in Detroit - Chicago Air Line Service which he and Stanley Knaussoperated in 1922. (S. J. Hudek)



One of the two Martins flown by Cy Caldwell and Lawrence Richardson. (Ford/Hudek)

Mr. & Mrs. Cy Caldwell (NASM)

Eddie Stinson, left, and Fred Koehler, ready to go in the 1927 New Yorkto Spokane race. (UPI Photo)



A similar Martin Commercial tried out briefly to Post Officecompetition for a “Night Mail Plane.” (George Van Vliet)

Walter J. Addems (University of California) The Mercury Junior (in 1926), now called “Arrow.” (Ford/Hudek)

Charley Priest and Yackey Sport. (Ford/Hudek)

Another Yackey, called The Mono, at Spokane, 1927. Fuselagelettering in “Quad City Messenger, Davenport, Rock Island, Moline,East Moline.” Tony Yackey was killed in this ship. (A.W. Walker)

Francis Bowhan, left with Mrs. Bowhan, unidentified friend, and 1928Cessna BW. (NASM)



Casy Jones’ Carrier Pigeon. (Ford/Hudek)

Travel Airs #0 and #2 in the tour were similar to this one, the first 0X5 model built, later registered as a C-241. (Beech Aircraft Corporation)

The Travel Air flown by Walter Beech was an unusual model without the well known Travel Air balanced ailerons and rudder. (S. J. Hudek)



The Fokker at Ford Airport. Kinkade and McPhail checking engines, Lott, Fokker, standing under wing. This plane is now displayed in Ford Museumat Dearborn. (William T. Larkins)

Interior of Fokker. Spare wheel at right, calendar and desk at left, advertising placards line walls below hatracks. Crank at left front may be cabinheat control. Ford Airport Rules note is propped up on simple instrument panel. (Ford/Hudek)



A single-engine Fokker like that entered in the tour as #18, which wentdown with engine trouble enroute from Long Island to Dearborn. Pilotwas Wilmer Stultz. (S. J. Hudek)

The Fokker crew, at the finish. C. B. Allen and Tony Fokker in doorway; then, left to right: Lewis McSpadden, DocKinkade, Harold Wymer, Bert Lott, Ken Boedecker, Harry Bruno, John McPhail, Brice Goldsborough. (Goldsboroughwas not member of tour group.) (E. P. Lot)

Stout #30. The Fordson tractor at left was developed from the Model T Ford, was remembered with somewhat mixed feelings by farmers whostruggled to get it cranked up in the morning and keep it running through the day. (Ford/Hudek)



Hart H. Bowman (L. S. Smalley)

Carl B. Squier (C. B. Squier)

Lloyd O. Yost (L. O. Yost)

Harry A. Johnson (The Air Force Museum)

Glen L. Martin (Mrs. Carl Bigelow)

Rudolph W. Schroeder (Russell Thaw)

Lunch at the Officers’ Club, Fort Benjamin Harrison, October 2, 1925. From left, front row: Frank Bogart, unknown, Fred Melchior, Tony Fokker, BertLott, Charlotte Bowhan, Casey Jones, Earl Rowland, L. B. Richardson, Jake Moellendick, C. B. Allen. Second row: unknown, Walter Beech, GeorgeHopkins, Harry Bruno, Doc Kinkade, Rusty Campbell, Ken Boedecker, unknown. Third row: Ted Abrams, Lloyd Yost, Walt Addems, unknown, ChiefBowhan, unknown, Harold Wymer, (just behind Boedecker) unknown. (NASM)



Souvenir Log. Note Fokker’s big scrawl, Casey Jones’ spelling of “pidgeon.” (L. B. Richardson/Theron K. Rinehart)





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The 1926 Pathfinder party, left to right, J. W. Beckman, H. G. McCarroll,Frank Bogart, Harold Wymer, Lt. L. C. Elliott, Sergeant Fred Branch, Ray Collins. (Charles E. Planck)

Rickenbacker flags off Walter Beech in Travel Air. Pete Goff at Eddie’sleft, with clipboard. (NASM)

Hollywood stunt flyers, 1922. Gladys Ingle, poised for plane change from Bon MacDougall’s Jenny to Art Goebel’s. (Arthur C. Goebel, Jr.)



Documents

CHAPTER I DEARBORN, MICHIGAN, OCTOBER 4, 1925